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THE  UNIVERSITY 

OF  ILLINOIS 

LIBRARY 

666.05 
IL 


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URBANA-CHAMPAIGN 


which  &  re  mie?eSE£  were  re- 
new*? bec£HU?e  they  w*  re  &5ve  ,-1 -ir 


IINOIS  CENTRAL  MAGAZINE 

JULY  19  2O 


Court  House  Square,  Clinton, III. 


There 


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NOW 

for  Next  Season's 
PLANTING 

Don't  wait.  Make  your  reserva- 
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Available  acreage  for  next  sea- 
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taken  up.  Quick  action  is  now 
necessary.  Investigate  this  won- 
derful  opportunity  at  once.  Get 
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IsWhereT&uGm 
OwnaBigfeying 

AlmondQrchard 


Major  Paul  Hevener,  former  Super- 
intendent of  Insurance  for  the  Rock 
Island  and  now  our  Assistant  Sales 
Manager,  has  thoroughly  investigated 
this  proposition  and  strongly  recom- 
mends it  to  his  railroad  friends. 

Just  see  how  rapidly  the  Rock 
Island  family  at  Paso  Robles  is  grow- 
ing. These  men  have  eagerly  grasped 
this  wonderful  opportunity  which  in- 
sures for  them  financial  independence 
for  life  when  they  get  ready  to  quit 
railroading.  It's  just  the  chance  you 
have  long  been  waiting  for. 

$2500  to  $3000  a  Year  for  Life 
From  a  10- Acre  Tract 

You  owe  it  to  yourself  to  find  out  why  such  surprisingly  big 
profits  can  so  easily  be  made  from  10  acres  of  almonds.  You  may 
think  that  we  are  over-shooting  the  mark  when  we  say  that  from 
$250  to  $300  an  acre  is  a  very  conservative  estimate.  But  we  are  not. 
We  have  facts  and  figures  to  present  to  you  which  positively  prove 
that  our  estimates  are  far  below  the  actual  returns. 

Let  Major  Hevener  tell  you  about  it.  He  will  give  you  absolutely 
straight  facts. 

While  out  at  Paso  Robles  he  investigated  every  phase  of  the 
almond  industry.  He  looked  all  along  the  road  to  see  if  he  could  find 
any  loose  spikes  in  the  whole  proposition — and  he  could  not  find  a 
single  one!  He  bought  two  10-acre  tracts  for  himself  and  considers  it 
the  wisest  investment  he  ever  made.  He  figures  that,  come  what 
may,  he  is  fixed  for  life,  just  as  are  many  other  railroad  men  who  are 
putting  aside  a  part  of  their  earnings  for  the  purchase  of  one  or  more 
of  these  almond  tracts. 

Small  initial  payment — easy  monthly  payments — half  the  purchase 
price  taken  from  the  crops— 700  pedigreed  bearing  almond  trees  to  each  10-acre 
tract— your  funds  safe-guarded  by  one  of  the  largest  Trust  Companies  on  the 
Pacific  Coast— these  are  just  a  few  of  the  features  of  this  remarkable  opportunity. 


THE  R.  I.  FAMILY 
at  Paso  Robles 

C.  A.  Morse,  Chief  Engr.;  E.  A.  Flem- 
ing, Ass't  to  Pres.;  J.  R.  Pickering, 
Supt.  Trans.;  F.  J.  Shubert,  Gen'l  Frt, 
Agt.;  A.  T.  Hawk,  Bldg.  Engr.;  A.  W. 
Towsley,  Gen'l  Supervisor  Trans.;  G.  T. 
Ames,  Supt.  Terminals.;  J.  G.  Bloom, 
Sup't;  H.  E.  Remington,  Editor  R.  I. 
Mag.;  F.  M.  McKinney.  Dis.  Trenton, 
Mo.;  W.  C.  Maier,  Off.  Ass't  Gen.  Mgr 
El  Reno;  A.  B.  Gilbert,  El  Reno,  Okla.; 
J.  R.  Turner,  Chief  Clk.,  Snpt.  Term.; 
J.  B.  Mackie,  Off.  Supt.  Trans.;  A.  B. 
Owen,  Chief  Clerk,  Pres.;  H  A.  Ford. 
Telegrapher,  Chicago,;  C.  E.  Murray, 
Cust.,  Chicago;  I.  Nelson,  Off.  Gen'l 
Mgr.,  Chicago;  W.  L.  Johnson,  Silvis, 
111.;  Elof  Hanson,  Silvis,  111..  T.  B.  Wil- 
lard,  Sec'y  to  Gen'l  Mgr..  Chicago;  H. 
R.  Fertig,  Trans.  Ins.;  C.W.  Brott,  Sec'y 
to  Ass't  of  Pres.;  J.  T.  McKennan,  Agt. 
Minn.;  R.  C.  Sattley,  Val.  Engr.;  J.  M. 
Beattie  Off.  Supt.  Trans.;  J  A.  Victor, 
Ch'f  Ins.  Clk.,  Chicago;  E.  G.  Berden, 
Stationmaster,  Chicago;  R.  L.  Showers, 
Dis.,  Fairbury.  Nebr.;  Frank  H.  Frey, 
Supv.  Wage  Agreem'ts;  Chicago;  E.  R. 
Orr,  Off.  Pres.;  W.  W.  Cameron,  Train- 
master, Fairbury,  Nebr.;  O.  H.  Rea, 
Trav.  Frt.  Cl.  Adj.;  O.  F.  McWhorter, 
Off.  Gen.  Supt.  Frt.  Claims:  E.  S. 
Mendenhall,  Tel.,  Liberal.  Kans.;  R.  E. 
Palmer.  Agt.,  Okla.  City;  Ernest  Pringle, 
Herington,  Kans.:  Paul  M.  LeBach, 
Engr.  Water  Supply,  Chgo.;  J.  A. 
Goudie,  Fireman,  Chgo.;  W.  Morton, 
Frt.  Solic.,  Kans.  City;  C.  E.  Starr, 
Agt.,  Howe,  Okla.;  H  C.  Jansen,  Iowa 
Falls,  la.;  T.  H.  Wilhelm,  Gen'l  Frt. 
Agt.,  Fort  Worth,  Texas;  R.  R.  Seeds, 
Div.  Sta.  Supv.,  Colo.  Springs,  Cow.; 
W.  A.  Melton,  Agt.,  Clayton,  Mo.;  John 
McGilp.  Cabinet  Maker,  Chgo.;  A.  G. 
Darrall,  Loco.  Engr.,  Eldon,  Mo.;  C.  F. 
Jahn,  Tariff  Bureau,  Chgo.;  J.  M. 
Flanagan,  Telegrapher,  Chgo.;  C.  G. 
Adams,  C.  C.  to  V.  P.  &  G.  M.,  Chgo. 


FREE 


This  is  the  most 
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on  almond  growing 


Illustrated 

BOOK!    &r^°fit'A^P-^    :  Auociated  Almond 


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lished.    It  tellsVou  I     ssocae       mon      ^ 

how  we  came  to  se-  I  ?rower' °f  Pi'°. Roble* 

lect  the  Paso  Robles  district— why  the  most  desirable  almond  growing  •  Lytton  Bide.,  Chicago 

lands  in  all  California  are  found  in  the  Paso  Robles  District— pictures  of  the  entire  | 
almond  growing  industry.    Beautifully  illustrated  throughout.    Mail  coupon  today. 


Personal 
Attention 
Pan!  Hevener 


Name., 


Associated  Almond  Growers  of  Paso  Robles  [  Address, 

901-06  Lytton  Building,  Chicago,  Illinois 


City.. 


ILLINOIS    CENTRAL    MAGAZINE 


President  Cashier 

G.  B.  MARVEL  W.  R.  PARKER 

Vice-President  Assistant    Cashier 

J.   M.  WILCOX  R.   C.   PARKER 


The  State  Bank  of  Clinton 

Clinton,  111. 


RESOURCES 

1.  Loans  and  Discounts $693,751.24  1.     Capital  Stock  Paid  in $  75,000.00 

2.  Overdrafts 1,238.25  2.     Surplus  Fund  45,000.00 

4.     Liberty  Loan  Bonds 31,700.00  3.     Undivided  Profits  (net)....     36,904.67 

6.  War   Savings    Stamps 834.00  4.     Deposits  799,148.92 

7.  Other  Bonds  and  Stocks..     23,500.00  5.     Due  to  Banks.... 564.79 

8.  Banking  House,  Furniture 

and  Fixtures  30,000.00  Total   Liabilities $953,618.38 

10.  Due  from  Banks 117,457.01 

11.  Cash    25,812.68 

12.  Exchanges,     Checks     and 
collections    32,305.20 

14.     Revenue  Stamps  20.00  Interest  paid  on  time  deposits. 

Railroad  men  invited  to  open 
Total   Resources   .....$956,618.38  accounts  with  us. 


RICHARD  SNELL,  President  J.  R.  BOSSERMAN,  Cashier 

LEONARD  W.  INGHAM,  Vice-President 

ROLLA  T.  INGHAM,  Assistant  Cashier 

Be  Witt  Count?  Rational 

CLINTON,  ILLINOIS 

CAPITAL,  $100,000.00 
SURPLUS,    $20,000.00 

DOING  A  GENERAL  BANK- 

ING BUSINESS.     ^IOUR 

SAVINGS     DEPARTMENT 

PAYS  3% 


Please   mention   this  magazine   when   writing  to  advertisers. 


Public  Opinion  n 

Clinton,  Illinois  16 

Transportation    Department ...  31 

Safety  First  .'. : 36 

Purchasing  and  Supply  Department _...  33 

Mechanical   Department 39 

Hospital  Department  : 41 

Claims  Department 45 

Engineering   Department  , 52 

Traffic  Department  53 

Law  Department 55 

Condensed  Report  Showing  Watches  Inspected  and  Comparison 
of  Records  .• 57 

Roll  of  Honor 59 

Meritorious   Service 62 

Division   News  ..  63 


Ribl'shed  monthly  by  the  Illinois  Central  R..R..in  the  interest 
of  the  railroad  and  its  ^4000  Employes 

Advertising   Rates  on  Application 

Office  1201  Michigan,  Av.  Telepkone  Wabash  2200 

Chicago  Local  ^ 

15  $  per  copy        $  \$P  per  year 


Magazine 


Vol.  9 


July,  1920 


No.  1 


Public  Opinion 


Calling  attention  to  the  "harmony"  that 
has  characterized  the  present  increased 
freight-rate  case,  the  Cincinnati  (Ohio)  En- 
quirer (May  24)  says  that  "shippers  of  the 
country,  who  years  ago  were  wont  to  op- 
pose every  increase  of  freight  rates  pro- 
posed by  the  railroads,  are  recognizing  the 
present  request  as  reasonable,  and  it  has 
received  almost  unanimous  approval  of 
shippers'  organizations  the  country  over.  It 
is  the  first  time  since  the  creation  of  the 
commission  that  there  has  been  this  har- 
mony, and  naturally  it  gives  important  sup- 
port to  the  case  of  the  roads." 

In  similar  vein  the  Greenfield  (Ohio)  Re- 
publican (May  13)  remarks: 

"In  the  days  before  the  world  war 
such  a  demand  would  have  been  met 
with  a  perfect  storm  of  objections 
from  the  public.  Today  it  is  received 
with  general  indifference. 

"The  fact  is  the  people  are  better  ac- 
quainted with  the  traffic  question  today 
than  was  the  case  half  a  dozen  or  more 
years  ago.  Besides  they  have  had  much 
experience  that  has  given  them  a  wider 
scope  in  their  vision. 

"The  business  world  today  is  losing 
more  in  delays  and  refusal  of  shipments 
than  the  increase  in  freight  rates  would 
amount  to.  It  also  finds  that  money 
must  be  had  by  the  railroads  with  which 
to  make  betterments,  and  that  the  only 
way  this  can  be  sepured  is  through  in- 
creased rates." 

Manufacturers  Endorse  Increase 

The  Findlay  (O.)  Republican  (May  24) 
asserts  that  "manufacturers  all  over  the 
country  are  endorsing  the  request  of  the 
railroads  for  an  increase." 

"Yet  it  is  the  manufacturer  that  that 
increase  will  hit  the  hardest,  though  the 
extra  which  will  be  checked  against  him 
will  in  all  fairness  no  doubt  be  pro-rated 
among  those  who  bu->-  of  him.  But  the 


manufacturer  looks  at  the  matter  from 
a  solid  business  viewpoint.     He  knows 
the  value  .of  the  railroads  and  their  ne- 
cessity to  future  commerce  and  indus- 
trial life  of  the  nation.     He  recognizes 
that   economy   that    would    be    drastic 
enough  to  bring  the  roads  to  a  pre-war 
level  of  expenditures  would  necessitate 
the    cut    in    wages    to    that    same    level. 
This,  he  knows,  is  impossible." 
After  summarizing  the  great  increases  in 
rates     abroad,     the     Chillicothe    (O.)    Adver- 
tiser (May  22)   says: 

"Increases  in  this  country  have  been 
small  as  compared  with  others,  and 
even  with  the  asked-for  increase  freight 
rates  will  not  be  as  high  as  in  European 
countries.  It  is  absolutely  imperative 
that  the  transportation  system  of  Amer- 
ica be  made  adequate  to  meet  the  de- 
mands upon  it;  the  prosperity  of  the 
country  depends,  in  a  very  large  de- 
gree, on  the  ability  of  the  roads  to 
handle  traffic.  The  simple  conclusion 
of  the  whole  matter  is  that  to  bring  the 
railways  up  to  the  desired  point  money 
is  needed,  and  the  only  ways  to  get  it 
are  either  by  government  appropriation, 
which  means  taxation,  or  by  rate  in- 
crease, and  of  the  two  methods  the  lat- 
ter is  preferable." 

Must  Purt  Roads  on  Their  Feet. 

Following  are   the  comments   of  two   St. 

Louis    newspapers;    the    Post-Dispatch    (May 

17)  says: 

"The  public  must  be  prepared  to  con- 
cede something  in  freight  rates  and  in- 
creased costs  to  put  the  railroads  on 
their  feet  and  to  maintain  transporta- 
tion service  adequate  to  the  needs  of 
the  country.  Further  sacrifices  are  nec- 
essary to  the  public  welfare,  but  they 
should  be  as  light  as  possible  and 
wholly  relieved  of  profiteering,  with 
which  the  people  are  now  greatly  af- 
flicted. The  worst  that  could  happen 


11 


12 


ILLINOIS    CENTRAL    MAGAZINE 


would  be  a  continuation  of  chaotic  con- 
gestion  or   a   tie-up   of   transportation. 
Either  of  these  must  be  averted  to  save 
the  business  of  the  country,  upon  which 
all  life  and  prosperity  depend." 
What  must  be  granted  the  railroads,  the 
St.  Louis  Star  (May  17)  says,  "is  a  sufficient 
rate  to  provide  for  the  higher  cost  of  service, 
wages  and  capital  earnings. 

"They  must  have  sufficient  funds  to 
provide  the  equipment  and  service  that 
the  shippers  and  consumers  of  the  na- 
tion need.  It  is  this  point  of  view  which 
the  public  needs  to  tajce  with  respect  to 
the  railroad  problem,  and  it  is  this 
point  of  view  which  should  prevail  with 
the  government  in  Washington.  If  the 
bill  seems  large,  to  restore  the  railroads 
to  a  standard  of  efficiency  and  adequacy, 
it  should  be  remembered  that  the  rail- 
roads were  used  to  win  the  war  and 
they  were  used  to  their  capacity  and  un- 
der heavy  pressure.  Other  war  bills, 
too,  have  been  large.  The  rehabilita- 
tion of  the  rail  facilities,  and  their 
establishment  upon  a  sound  financial 
basis,  are  fundamentally  essential  to  the 
common  welfare  of  the  American  peo- 
ple." 

Whatever  Is  Done  Must  Be  Done  Soon. 

In  the  opinion  of  the  Peoria  (111.)  Star 
(May  19),  there  does  not  appear  any  other 
way  out  of  the  railroad  muddle  save  an  in- 
crease in  rates.  As  to  how  much  that  should 
be  we  do  not  pretend  to  say.  The  roads  say 
they  need  30  per  cent.  They  have  laid  the 
cards  on  the  table  and  have  opened  their 
books,  so  it  is  probable  that  they  are  telling 
the  truth.  But  whatever  is  to  be  done  must 
be  done  soon  or  we  shall  have  no  trans- 
portation at  all  and  the  general  condition  of 
the  country  will  be  ten  times  worse  than 
before." 

In  the  opinion  of  the  Green  Bay  (Wis  ) 
Gazette  (May  18).  "the  country  will  gain 
nothing  by  opposing  a  constructive  pol'cy 
for  the  railroads.  It  will  only  bring  added 
suffering  upon  itself  by  standing  in  the  way 
of  any  program  for  the  rehabilitation  of  the 
railroads  which  will  actually  put  them  in 
shape  to  meet  traffic  demands,  whether  it 
be  by  heavy  increases  in  freight  rates,  but 
government  loans  or  by  government  guar- 
antee of  their  bond  issues.  The  emergency 
is  critical.  It  has  reached  a  point  where  it 
must  receive  attention." 

The  Kingman  (Ariz.)  Miner  (May  15)  ob- 
serves that  "the  claim  for  increased  rates  on 
the  part  of  the  lines,  and  the  advances  in 
the  cost  of  operation  which  have  already 
gone  into  effect,  are  simply  instances  of  the 
general  increase  in  the  cost  of  living,  which 
hits  everywhere." 

Give  Roads  Money  They  Must  Have. 
Noting  the  great  increases  in  freight  rates 


in    Europe,    the    Kearny    (Neb.)    Hub    (May 
21)  says: 

"Now  the  point  to  be  noted  is  that  in 
Europe  the  increase  in  railroad  costs  is 
accepted  as  a  necessity;  the  attitude  of 
the  great  shipping  public  has  been  one 
of  willingness  to  grant  to  transport  such 
increase  as  would  make  it  able  to  func- 
tion as  efficiently  as  possible.  If  the 
same  atti-tude  prevails  in  this  country,  a 
means  to  giving  the  railroads  the  money 
they  must  have  can  be  found.  No  na- 
tion can  afford  to  allow  its  transport  to 
fail  it;  less  of  all  can  we  at  this  time." 
As  expressing  its  own  views  the  Everett 
(Wash.)  Tribune  (May  12)  quotes  the  fol- 
lowing remarks  of  the  Saturday  Evening 
Post: 

"Raising  six  billion  dollars  without 
allowing  the  railroads  to  charge  ade- 
quate rates  would  prove  about  as  satis- 
factory as  trying  to  provide  an  omelette 
for  the  family  dinner  out  of  father's  old 
top  hat. 

"We  cannot  increase  our  production 
unless  we  increase  our  railroad  facili- 
ties; we  cannot  increase  our  railroad 
facilities  unless  we  attract  the  capital  for 
this  work;  we  cannot  attract  the  new 
capital  unless  railroads  are  allowed  to 
charge  a  fair  price  for  the  service  they 
render  the  public. 

"To   decide  what  is   fair  and  reason- 
.    able   is  a   problem   which   bristles   with 
difficulties,  but  it  is  not  impossible." 
Freight-rate  increases  are  not  opposed  bv 
the    Seattle    (Wash)    Times     (May     17)     be- 
cause— 

"The  United  States  cannot  exist  com- 
fortable, industry  cannot  flourish  and 
industrial  peace  cannot  be  maintained 
so  long  as  the  railroads  continre  de- 
pressed or  so  long  as  their  employes 
continue  underpaid. 

"There  should  be  no  hesitation  in 
pledging  government  credit  for  the 
purchase  of  needed  equipment,  nor  in 
advancing  rates  to  the  point  where  the 
lines  will  prosper  and  their  employes 
will  be  adequately  remunerated." 

NOT  A   RAILROAD   OWNER'S   PROB- 
LEM ALONE. 

Howard  Elliott,  chairman  of  the  sub- 
committee of  the  general  rate  committee, 
Association  of  Railway  Executives,  said  be- 
fore the  Interstate  Commerce  Commission: 
"The  railroads  must  obtain  earnings  enough 
to  meet  all  obligations  and  have  sufficient 
credit  to  sustain  them  in  competition  with 
other  forms  of  industry  into  which  people 
put  their  time,  brains,  energy  arid  money." 

In  that  sentence  Mr.  Elliott,  who  is  one 
of  the  ablest  and  fairest  among  the  railroad 
executives,  has  put  the  substance  of  the  rail- 
road problem.  In  almost  all  kinds  of  indus- 


ILLINOIS    CENTRAL    MAGAZINE 


13 


try  profits  during  the  war  and  since  the 
war,  indeed,  for  the  past  five  years,  have 
been  handsome  and  attractive.  There  has 
been  one  notable  exception — the  railroads 
of  the  country. 

Mr.  Elliott  pointed  out  that  for  the  year 
ending  October  31  railroad  properties  re- 
turned on  the  investment  less  than  one-fifth 
of  one  per  cent  for  the  Eastern  roads, 
three-fourths  of  one  per  cent  for  the  South- 
ern roads,  and  slightly  more  than  2  pej-  cent 
on  the  Western.  The  average  for  the  whole 
country  was  slightly  more  than  one  per 
cent.  How  can  any  one  expect  capital  to 
be  attracted  by  returns  of  that  kind  when 
industry  in  general  is  offering  in  legitimate 
and  properly  conducted  enterprises  10  to  20 
per  cent?  If  this  were  a  matter  affecting 
the  interests  of  the  stockholders  and  the 
bondholders  of  the  railroads  alone  it  would 
not  be  just  to  ignore  their  rights,  but  the 
more  important  consideration  is  that  the 
limited  revenues  of  the  railroads  deprive 
them  of  the  ability  to  maintain  themselves 
and  furnish  to  the  nublic  transportation 
facilities  which  are  necessary  for  the  pros- 
perity of  the  country. 

He  is  fooling  himself  who  thinks  that  the 
railroads  can  be  starved  without  industry  in- 
general  suffering    thereby    as    well    as    the 
railroad    stockholders     themselves. — Minne- 
apolis  (Minn.)   Journal,  May  26. 


SOUTHERN  PRESS  SUPPORTS  PLEA 
FOR  ADEQUATE  R.  R.  RATES. 

Nowhere  in  the  country  has  the  request 
of  the  railroads  for  adequate  revenue  met 
with  a  more  sympathetic  hearing  than  in 
the  South.  This  is  the  way  in  which  the 
Lynchburg  (Va.)  Neivs  (May  18)  analyzes 
the  situation: 

"Industrial  development,  progress 
and  prosperity  in  the  South  will  largely 
depend  upon  adequate  railway  service. 
That  is  a  sine  qua  non. 

"The  South  today  stands  under  the 
threat  of  imminent  industrial  peril. 
Bankrupt  railway  systems,  or  railway 
systems  so  undernourished  that  they 
can  supply  but  scant,  unsatisfactory 
and  inadequate  service,  must  be  wit- 
nessed unless  favorable  heed  is  given 
to  the  petition  for  a  31  per  cent  freight 
rate  increase  which  is  now  urged  by  the 
common  carriers  of  this  section  of  the 
United  States. 

"No  citizen  can  afford  to  dismiss  with 
careless  indifference  this  phase  of  the 
national  industrial  situation. 

"There  is  but  one  way  in  wh'ch  to 
view  the  railroad  situation,  and  that  is 
with  vision  of  common  sense  such  PS 
people  are  wont  to  apply  to  all  busi- 
ness propositions.  For  first  and  last 
this  is  a  business  proposition  of  which 
railroad  corporations  are  parties  of  the 


first  part  and  the  general  public  party 
of  the  other  part.   If  the  public,  through 
the    Interstate    Commerce    Commission, 
is    indisposed    to    grant   an    increase    in 
rate  sufficient  to   earn   six  per  cent  on 
the    property    investments    of    railways, 
as    distinctly   authorized    by   an    act    of 
Congress  passed  this  year,  then  first  the 
railroads,    and    afterwards    the   people, 
must  pay  a  price  in   loss  and   depriva- 
tion that  will  be  full  fraught  with  dis- 
astrous consequences." 
Assuming    the    figures    furnished    by   the 
roads   to   be   accurate,   it   appears   that   for 
1919  this  group's  net  Federal  income  should 
have  been   more   than   $91,000,000,   but  was 
only   about   $41,000,000,    the    Norfolk    (Va.) 
Dispatch    (May  20)    remarks,  and  adds:   "In 
these   circumstances,  an  increase  in  fre:ght 
rates  of  about  31  per  cent  would  seem  to 
be  reasonable.     In  any  case,  as  between  safe 
and  sane  railroading  on  the  one  hand  and 
bankruptcy  or  government  operation  on  the 
other,    there    is    wide    margin    for    cheerfu' 
concessions  on  the  part  of  the  public." 

In  the  opinion  of  the  Charlotte  (N.  C.) 
Observer  (May  18),  "a  condition  has  ma- 
terialized which  must  be  faced — one  which 
cannot  be  dodged.  The  public  must  bear 
the  burden  of  higher  rates  until  times  get 
better,  or  pay  the  heavier  penalties  later 
on  of  a  wrecked  railroad  system.  The  rail- 
roads, in  order  to  keep  going,  must  have 
more  money,  and  the  only  source  of  pro- 
ducing this  money  lies  to  the  hand  of  the 
rate-maker.  Obviously  the  railways  of  the 
South  cannot  afford  to  borrow  money  for 
improvements  and  extensions — if,  indeed, 
they  can  'borrow  it  at  all — at  rates  of  inter- 
est if  they  are  not  to  be  given  rates  which 
will  yield  a  fair  return  on  their  property 
investment." 

The  Charleston  (S.  C.)  Mail  (May  19) 
thinks  that  there  must  be  a  change  from 
the  idea  that  railroads  can  be  successfully 
operated  on  an  income  less  than  expenses: 

"The  railroads  must  operate  and  they 
will  be  operated.  And  the  people,  the 
ultimate  consumer,  the  great  body  ^  of 
the  taxpayers,  will  pay  for  the  operation 
of  the  railroads.  There  is  no  way  to 
get  around  this  fact,  conceal  the  meth- 
od of  payment  as  much  as  poss;b1e. 
Neither  business  in  general  nor  the  gen- 
eral public  will  look  with  anything  akin 
to  pleasure  on  an  increase  in  freight 
rates.  Thev  have  not  regarded  kindly 
many  of  the  advances  in  the  cost  of 
things;  but  they  have  had  to  face  the 
music,  doleful  as  the  music  may  have 
been, 

"Under  such  circumstances,  what  can 
be  done  about  it?  A  number  of  gentle- 
men have  some  quite  curious  theories 
about  it,  but  what  is  theory  against  an 
adamantine  fact  staring  one  in  the  face 


14 


ILLINOIS    CENTRAL    MAGAZINE 


and  as  inexorable  as  a  law  of  the  Medes 
and  Persians?" 

"It  is  manifest,"  the  Montgomery  (Ala  ) 
Advertiser  (May  19)  remarks,  "that  the 
roads  must  have  more  revenue. 

"This  must  come  from  increased 
freight  charges,  or  from  Federal  taxes 
or  it  must  be  borrowed.  It  cannot  be 
borrowed. 

"No  matter  from  what  source  the 
new  revenue  comes,  the  public  must 
bear  every  cent  of  the  cost.  That  is  not 
pleasant  to  realize,  but  it  is  more  pleas- 
ant than  the  alternative,  which  is  that 
gradual  disintegration  of  the  American 
transportation  system  would  cost  the 
public  more  many  times  over. 

"This  is  the  problem  of  the  average 
man  who  has  himself  and  his  family  to 
provide  for,  quite  as  much  as  it  is  the 
problem   of  the    men   and   women  who 
are    directly   interested    in    the   railroad 
system,    either    as    owners    or    as    em- 
ployes.   It  would  be  pleasanter  to  imag- 
ine that  the   rest  of  us   have   no  more 
than  a  passing  interest  in  the  railroad 
issue  of  the  day;  but  the  fact  is  that  we 
are  all  vitally  concerned." 
Referring  to  the  application  of  the  South- 
ern   roads    for   higher    rates,    the    Birming- 
ham    (Ala.)    News    (May    23)    says    that    it 
should  be  "granted  immediately." — 

"No  shipper  wants  to  see  his  freight 
rates  increased,  and  yet  he  faces  the  di- 
rect    alternative     of     the     unthinkable 
breakdown    of   transportation    facilities. 
There  is  no  other  way  out.    Justice  de- 
mands    the     increase,     sound     business 
sense  makes  it  imperative.     The  whole 
nation  is  dependent  upon  its  railroads. 
as  was  clearly  demonstrated  during  the 
outlaw  strike  of  a  few  weeks  ago.     The 
railroads    cannot   be   allowed    to    go    to 
ruin    through   a    short-sighted    financial 
policy.     Coming  to  the  aid  of  railroads 
has   not   been   popular  business   during 
the    last   fifteen    years,    but   at   last    the 
country  has  awakened  to  the  fact  that 
present   conditions    are   what   they   are. 
not  what   people   imagined   they   might 
be  and  that  more  revenue  for  the  rail- 
roads is  the  only  alternative  to  a  com- 
plete breakdown  of  transportation." 
Making  a  plea  for  speedy  action  on  the 
application  for  increased  revenue,  the  Vicks- 
burg  (Miss.)   Herald   (May  17)   says:  "If  we 
wait  until   next   fall  for  definite  action,  we 
will   waste   a   whole   summer   and   enter   an 
active  business  season  under  conditions  that 
will  mean  enormous  loss  to  individual  busi- 
ness and  a  heavy  burden  upon  the  consum- 
ing public.     Business  organizations  general- 
ly can  render  no  more  effective  service  than 
to  bring  all  possible  pressure  to  bear  to  the 
end  that  whatever  remedies  recent  legisla- 
tion provides  may  be  applies  with  all  pos- 
sible speed." 


APPROVE  RATE  INCREASES. 

With  very  few  exceptions,  the  request  of 
the  carriers'  current  application  for  rate  irp- 
creases  has  been  seconded,  or  approved  in 
principle,  by  commercial  bodies,  trade  or- 
ganizations and  leading  newspapers  the 
country  over.  Rate  advances  are  not  wel- 
comed, of  course,  but  they  are  recognized 
as  necessary,  and  the  good  of  the  transpor- 
tation service  is  ranked  by  general  consent 
superior  to  the  objections  against  increase 
of  transportation  costs.  The  general  de- 
mand is  for  efficient  service,  and  there  is  a 
general  willingness  to  pay  the  price. — New 
Orleans  (La.)  Picayune,  May  25. 

UNREASONABLE  VERDICTS 

The  surest  way  to  stop  the  progress  of 
Hattiesburg,  close  up  her  industries,  throw 
men  out  of  employment  and  create  a  condi- 
tion where  capital  will  refuse  to  come  here 
and  invest,  is  to  render  unjust  and  unreason- 
able verdicts  against  industrial  companies. 

For  some  years  we  have  enjoyed  a  happy 
period  of  prosperity,  and  juries  have  been 
sane  in  their  decisions,  but  from  two  ex- 
tremely unreasonable  verdicts  returned  in  the 
.circuit  court  by  juries  here  within  the  past 
few  days  it  would  appear  that  reason  has 
been  thrown  to  the  four  winds  of  the  earth. 

Until  our  business,  our  skilled  workmen 
and  farmers  of  education,  men  who  think, 
reason  and  are  practical,  fair  and  "on  the 
square",  men  who  want  to  see  that  corpora- 
tions as  well  as  employees  are  treated  fairly 
at  all  times,  quit  trying  to  dodge  jury  service, 
we  may  expect  injustices  in  jury  verdicts  to 
continue.  You  men  of  vision,  you  busy  men 
who  have  the  interests  of  Hattiesburg  at 
heart,  awake  from  your  indifference,  and  in- 
stead of  trying  to  dodge  jury  service,  accept 
gladly  the  responsibility  of  this  civic  duty 
when  it  is  assigned  you. 

A  verdict  for  $18,000  against  a  lumber  com- 
pany for  a  defendant  whose  limb  was  cut 
off  when  he  tried  to  board  a  moving  log- 
train,  and  a  verdict  for  $35,000  against  a 
railroad  because  one  of  its  employees  had  a 
quarrel  and  killed  a  man,  are  two  instances 
where  we  believe  great  injustices  were  done 
to  defendants.  The  verdicts  could  hardly 
have  been  more  if  the  defendants  had  de- 
liberately planned  these  injuries. 

We  do  not  attempt  to  either  affirm  or  deny 
that  liability  to  the  extent  of  negligence  was 
established,  but  we  do  say  that  if  liability  was 
established  the  amounts  of  the  verdicts  cer- 
tainly were  unfair  and  unreasonable. 

This  criticism  is  not  a  defense  of  a  cor- 
poration. We  sympathize  deeply  with  per- 
sons so  unfortunate  to  be  injured ;  of  the 
families  of  those  afflicted  by  unfortunate  cir- 
cumstance, but  we  must  not  and  should  net 
saddle  on  a  business  enterprise  a  terrific  bur- 
den because  our  sympathies  sway  us  or  we 
feel  a  prejudice.  Exact  justice,  after  care- 


ILLINOIS    CENTRAL    MAGAZINE 


15 


ful  and  painstaking  reasoning,  always  should 
be  done. — Editorial  from  Hatticsburg  (Miss.) 
American,  May  14,  1920. 


HERO    SWIMS    600    FEET    THROUGH 
FLOOD    TO    WARN    TRAIN. 


Section    Foreman    Braved   the    Raging    Icy 
Waters  to  Save  150  Passengers. 

Omaha,  June  22.— In  the  recent  South 
Dakota  floods  John  Williams,  a  section  fore- 
man, swam  a  swollen  creek  at  night  in  a 
hailstorm  to  warn  a  passenger  train  that 
a  bridge  had  gone  out.  He  stripped  himself 
and  tied  the  danger  signals  to  his  back 
After  he  had  set  them  he  approached  a  near- 
by house,  then  remembered  his  negligee  and 
swam  back  across,  the  600  feet  of  swirlin°- 
current. 

The  passenger  train,  it  developed  later, 
was  stopped  farther  up  the  road  at  a  point 
where  the  railroad  men  had  little  hope  of 
halting  it.  Williams'  heroism,  however,  was 
not  overlooked  by  the  railroad  officials. 

The  bridge  was  the  Burlington's  over 
Hat  creek,  near  Ardmore,  S.  D.  The  Hat 
creek  flood  tied  up  traffic  for  eight  day- 
cost  seven  lives  and  did  $500,000  damage  to 
the  one  road. 

Several  days  after  the  flood  the  section 
foreman  was  looked  UD  by  a  newspaper  man 
from  the  city.  He  found  him  directing  a 
gang  of  laborers  repairing  the  washout. 

Williams  related  how  it  had  been  raining 
through  the  previous  weeks  and  the  Aor'i 
blizzard  had  left  the  ground  soaked,  so  that 
when  the  last  storm  came  on  it  ran  off  as  i 
from  a  duck's  back  "and  old  Hat  creek  start 
ed  on  a  rampage." 

Decided  to   Swim 

''I  kept  watching  the  new  bridge  over  the 
creek  all  afternoon,"  Williams  told  his  visi- 
tor, "and  the  water  kept  comin'  up  and  corn- 
in'  up  until  it  reached  the  ties.  Then  I  got 
worried  for  fear  the  bridge  would  go  out, 
and  I  went  back  to  town  and  reported  it  to 
the  operator.^  He  told  the  dispatcher  at  Al- 
liance about  it.  The  telephone  and  telegraph 
wires  runnin'  west  had  all  gone  down  and 
we  couldn't  get  Edgemont  or  anyone  west 
of  the  creek.  Jack  Welch,  the  dispatcher 
at  Alliance,  talked  to  me  over  the  railroad 
phone  and  asked  me  if  I  could  get  to  the 
west  end  of  the  bridge,  across  the  creek,  and 
put  out  a  red  light  and  some  stop  signals 
so  as  to  hold  the  night  passenger  train,  No. 
42,  which  was  due  at  9  o'clock.  I  told  him 
I'd  try,  and  went  back  to  the  bridge. 

"When  I  got  there  again  the  water  was 
clear  over  the  top  of  the  bridge,  and  it 


looked  to  me  like  one  of  the  steel  spans  had 
gone  out.  FvVe  tried  to  phone  the  govern- 
ment farm  on  the  other  side  and  ask  them 
to  go  out  and  put  out  a  red  light,  but  their 
phone  was  gone  and  we  couldn't  reach  any- 
body. 

"Well,  I  just  figgered  the  chances  was 
probably  aginst  me  gittin'  across,  but  it 
was  only  my  life  against  150  passengers  on 
No.  42,  and  I  figured  that  the  train  would 
be  running  pretty  fast  when  they  came  up 
to  the  bridge,  and  they  might  be  into  it  be- 
fore they  saw  it,  so  I  walked  up  the  creek 
a  half-mile,  stripped  off  my  clothes,  tied  my 
red  lantern,  red  flag  and  torpedoes  to  my 
back,  and  swum  across. 

Swam  Back  for  Clothes. 

"There  wasn't  so  many  trees  out  there 
and  she  was  only  about  600  feet  wide,  but 
the  water  was  full  of  hailstones  and  cold 
as  hell.  It  was  rainin'  to  beat  the  band  and 
dark  as  blazes.  I  sure  felt  good  when  I 
hit  that  fence  on  the  other  side  and  drug 
myself  on  the  bank." 

"How  did  you  get  back  to  Ardmore," 
Williams  was  asked,  after  he  had  related 
how  he  placed  the  sig.nals. 

"Well,  I*  walked  back  to  the  government 
house,  but  when  I  got  close  to  the  office 
and  saw  the  bright  lights  there  I  remem- 
bered I  didn't  have  no  clothes  on  and  I 
thought  I'd  make  a  pretty  lookin'  sight  bust- 
in'  in  on  'em  like  that,  so  I  walked  back  up 
the  stream  and  swum  back." — Chicago,  111.. 
Post,  June  22,  1920. 


STRIKE  "MANIA" 

Strikes  are  like  measles  or  profiteering — 
quite  catching  It  has  almost  become  the 
order  of  the  day.  One  organization  strikes, 
then  another  must  do  so  also,  until  it 
spreads  all  around,  and  everyone  feels  its  bad 
effect,  for  strikes  injure  hundreds  of  more 
people  than  they  benefit.  The  country,  it 
may  be  said,  has  had  a  continuous  siege  of 
strikes  since  the  close  of  the  war,  which 
seems  to  have  demoralized  everyone,  filling 
all  with  the  idea  of  doing  the  other  fellow 
and  getting  more  for  services  rendered. 
The  strike  mania  is  constantly  breaking 
out,  and  we  don't  know  where  it  is  going 
to  hit  next.  Men  who  stir  up  strikes  as  a 
rule  have  nothing  else  to  do  except  sow  the 
seeds  of  dissension.  They  never  make  a 
dollar  by  hard  labor,  and  do  incalculable 
harm.  They  cause  thousands  of  people  to 
throw  up  good  jobs  and  loaf  around,  to  the 
injury  of  their  families.  As  a  sample  of  this 
witness  the  unauthorized  switchmen's  strike, 
which  has  resulted  in  hurting  both  strikers 
and  the  public,  becoming  so  annoying  that 
the  government  has  threatened  to  take  a 
hand  and  put  a  stop  to  it. — Jackson  (Miss.) 
Clarion-Ledger, 


CLINTON  ILLINOIS 


The  first  house  was  built  in  Clinton,  De 
Witt  County,  Illinois,  by  James  Miller,  and 
was  situated  on  the  west  side  of  the  square 
and  was  built  in  1835.  The  first  plat  of  Clin- 
ton was  made  by  James  Allen  and  James  M. 
Fell  October  3rd,  1836.  It  is  assumed  these 
men  little  dreamed  at  that  day  that  a  city 
such  as  Clinton,  numbering  approximately  at 
this  time,  7.000  souls,  would  be  founded,  but 
they  located  well.  In  the  years  that  have  in- 
tervened there  has  been  a  constant  and  steady 
growth.  Emigrants  carre  to  this  place  from 
almost  every  state  in  the  East  and  the  South. 
They  are  a  select. body  of  men  and  women, 
the  best  that  the  civilization  could  furnish  in 
the  earlier  years  and  later.  They  were  con- 
servative, progressive,  and  enthusiastic  and 
early  discerned  the  future  there  must  be  for 
a  city  centrally  located  in  this  great  state  of 
Ilinois.  • 

Bounded  on  the  west  by  Ten  Mile  and  on 
the  east  by  Coon  Creek,  the  drainage  for  a 
city  is  superb.  The  city  these  early  pioneers 
founded  was  surrounded  on  all  sides  bv  the 
rich  and  fertile  prairies,  none  better  in  the 
state  of  Illinois.  These  men  who  were  in- 
terested in  this  rich  prairie  soil  could  they 
be  living  today  would  see  this  land  increased 
in  value  from  $1.25  per  acre  to  prices  rang- 
ing from  $500  to  $600  per  acre. 

Central  Illinois  has  the  reputation  of  be- 
in^  located  in  t^e  richest  corn  belt  of  the 
Un;ted  St?tes  CHrton  is  located  a'most  cen- 
trallv  in  this  great  corn  belt.  Much  of  her 
wealth  is  derived  from  the  agricu'tural  prod- 
ucts of  this  section.  Three  grain  elevators 
care  for  these  ripened  crops  and  at  every 
1'ttle  hamlet,  village  and  city  in  the  county 
elevators  rise  up  and  are  one  of  the  indica- 
tions of  the  growing  prosperity  of  this  com- 
munity. 

_  In  later  years  the  Illinois  Central  Corpora- 
tion earlv  reali/ed  the  importance  of  Clin- 
ton as  to  its  locat-'on.  the  fertilitv  of  the  land 
surrounding  it.  the  aegrpssive  and  progres- 
sive sp:r?t  of  its  citizens  ?nd  determined  to 
r"?Ve  this  c'tv  a  divHon  r>o]Vt  k^own  as  the 
SprirpfpH  division.  In  tHs  division  are  4fi5 
rr"'1es  of  track  ?>nd  from  t^'s  r«"i"t  t^ere  radi- 
ates in  six  directions  the  T11ino''<;  Svstprn, 
through  t^ins  ri^sc-'ng-  from  Min^ppnolis, 
Pmnhp  pt-fl  Sio"x  Fa11"  o^er  the  "i?5n  line  to 
New  Orleans.  From  Ovc^o  to  St.  Loir's  are 
t^e  best  enmnped  trains  that  the  mu^try  af- 
fords. These  pass  over  the  Illinois  and 


Springfield  divisions,  passing  directly  through 
the  corn  belt  of  Illinois  is  the  line  known  as 
the  Champaign  and  Havana. 

These  radiating  roads  give  to  this  com- 
munity facilities  for  shipping  such  that  no 
other  locality  in  this  section  of  the  country 
enjoys.  Just  now  manufacturers  are  coming 
to  realize  the  advantage  that  Clinton  holds  in 
the  matter  of  shipping.  The  Clinton  business 
and  professional  men  have  raised  a  fund 
amounting  to  $80,000  and  have  invited  Browns 
Shoe  Company  to  establish  one  of  their  branch 
factories  at  this  point.  It  is  the  belief  of  all 
who  are  interested  in  this  movement  that  this 
corporation  will  accept  the  amount  and  that 
within  one  year  this  factory  will  have  been 
built.  It  is  expected  within  a  year  that  a 
three-story  building,  modern  in  every  way 
will  have  been  erected  and  there  will  be  em- 
ployed 400  women,  girls  and  men  and  a  pay 
roll  of  $5,000  a  month  will  be  added  to  many 
other  pay  rolls  which  our  citizens  now  enjoy. 

It  will  be  a  surprise,  even  to  the  citizens 
of  this  city,  to  know  that  the  Illinois  Central 
Railroad  Company  employed  in  May  of  this 
year,  on  the  Springfield  division,  3,000  people. 
This  number  includes  those  employed  in  the 
Illinois  Central  shops  in  this  city  as  well  as 
the  trainmen  and  others.  It  also  may  be  a 
surprise  to  our  people  to  know  that  the  pay 
roll  :n  May  of  this  year  for  these  employees 
amounted  to  $283.976. 

The  increase  in  business  that  the  Illinois 
Central  has  enjoved  makes  it  necessary  for 
almort  vearly  imnrovem.ents.  The  shops, 
where  approximately  400  men  are  employed, 
have  been  enlarged  from  year  to  year  in 
order  that  cars  and  engines  entering  this 
division  point  may  be  repaired  and  cared  for. 
There  is  seHom  a  year  passes  that  the  direc- 
tors of  this  corporation  do  not  appropriate 
money  for  the  improvement  of  the  yards  or 
the  shops.  The  business  of  this  division  point 
has  so  increased  that  the  Illinois  Central  has 
been  obliged  to  increase  its  vard  tracks  unti' 
now  it  numbers  25  miles  For  the  accomo- 
dation  of  the  trafPc  th?t  the  Central  now  en- 
iovs  there  has  recently  been  made  another 
appropriation  and  work  will  be  commenced 
earlv  on  thpee  other  improvements. 

Mr.^  C  W.  Shaw  is  now  the  superintendent 
of  this  division  a^d  he  is  ever  on  the  alert 
to  serve  his  con-many  to  the  best  advantage 
and  at  the  samp  time  is  ever  anxious  to  ac- 
commo'late  the  business  people  pnd  traveling 
public  in  any  possible  way.  His  courteous 


16 


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Residential  District.  Clintoti  III.. 


SipBfc*-- 


18 


ILLINOIS    CENTRAL    MAGAZINE 


treatment  has  made  him  friends  among  the 
employees  of  this  division  as  well  as  with 
the  people  who  have  had  any  business  con- 
nections with  this  division. 

Centrally  located  as  Clinton  is  with  rail- 
roads radiating  in  every  way,  Russell-Meyer 
Grocery  Co.  has  established  here  a  whole- 
sale grocery  concern  capitalized  with  $40,000. 
This  corporation  has  enjoyed  a  splendid  busi- 
ness, reaching  out  over  a  radius  of  200  miles. 

The  Merwin  Garment  Company  early  this 
year  established  a  branch  factory,  and  there 
is  employed  in  this  factory  at  this  time,  40 
women.  The  success  of  this  factory  has  been 
more  than  the  company  anticipated  and  it  is 
their  intention  to  enlarge  this  institution  in 
the  very  near  future. 

These  are  but  few  of  the  corporations 
that  have  established  in  our  city.  They  have 
come  here  because  of  the  progressive  and 
conservative  ways  of  our  citizens.  This  city 
has  had  no  labor  trouble  and  because  of  these 
conditions  manufacturers  are  looking  to  us, 
our  business  men  extending  a  welcome  to  all 
such  organizations,  and  the  future  is  inspir- 
ing to  Clinton. 

We  know  of  no  locality  within  the  state  of 
Illinois  where  there  is  a  better  market  for  all 
that  is  grown.  This  we  attribute  largely  to 
the  splendid  shipping  facilities  that  Clinton 
affords.  Other  than  the  Illinois  Central,  we 
have  The  Illinois  Traction  System,  which 
connects  our  city  with  Bloomington,  Peoria, 
Decatur  and  St.  Louis.  This  market  includes, 
not  only  grains,  but  live  stock  in  every  form. 
Crang  &  Walrod"  have  constructed  sales  barns 
second  to  none  within  the  state.  This  firm 
holds  sales  of  live  stock  almost  monthly,  buy- 
ers coming  to  enjoy  these  markets  from  every 
large  city  within  the  country. 

Years  ago  Jacob  Tick  realized  Clinton,  cen- 
trally located  as  it  is,  as  an  ideal  spot  to  estab- 
lish a  junk  yard.  His  buying  and  selling  was 
in  a  limited  way  but  he  has  gradually  ex- 
panded, until  shipments  coming  to  and  leav- 
ing Clinton,  are  of  an  enormous  volume.  The 
business  has  expanded  until  now  his  estab- 
lishment is  a  market  center  for  wool,  poul- 
try, eggs,  old  rubber,  iron,  not  only  for  the 
immediate  vicinity,  but  Tennessee,  Kentucky, 
Arkansas,  Missouri,  and  other  adjoining 
states. .  His  is  a  real  business  center  for  such 
products  and  his  markets  are  no  longer  the 
larger  communities  of  this  state  but  ship- 
ments for  years  have  been  made  to  Baltimore, 
Philadelphia,  New  York,  Boston  and  other 
larger  Eastern  cities. 

Dr.  John  Warner's  far-seeing  mind  told 
him  in  1867  that  Clinton  needed  a  banking  in- 
stitution, and  he,  with  others,  organized  The 
John  Warner  Bank  as  a  private  institution. 
This  bank  was  located  in  the  southeast  cor- 
ner of  the  public  square,  where  the  bank  is 
now  located.  Since  that  time  the  organization 
has  been  changed  to  a  state  bank  but  is  known 
by  the  same  name  and  is  now  capitalized  for 


last  statment,  of  $877,637.40.  The  president 
of  this  institution  is  Vespasian  Warner. 

The  De  Witt  County  National  Bank  was 
organized  in  1872,  the  prime  mover  in  this 
organization  was  Col.  Thomas  Snell.  The  capi- 
tal has  been  increased  until  now  it  is  $100,000 
and  enjoys  deposits  of  $852,902.19. 

In  1890  the  State  Bank  of  Clinton  was  or- 
ganized with  a  capital  stock  of  $50,000.  This 
has  since  been  increased  to  $75,000.  This  in- 
stitution now  has  deposits  of  $747,846.74. 

As  the  value  of  lands  has  increased  business 
men  of  this  community  realized  there  should 
be  a  loan  company  organized  where  prospec- 
tive buyers  could  go  and  arrange  for  pay- 
ments on  lands  which  they  purposed  buying. 
In  1911  there  was  organized  to  meet  these 
demands  the  Farm  Loan  and  Trust  Co.  with 
a  capital  stock  of  $50,000.  This  institution 
began  business  in  a  limited  way  but  during 
the  past  fiscal  year  made  loans  on  the  rich 
prairie  land  of  this  section  aggregating  more 
than  $1,000,000.  Edward  Wade  is  president  of 
this  institution. 

The  best  evidence  of  this  city's  and  com- 
munity's growth  and  prosperity  also  the  ac- 
tive interest  that  is  taken  by  its  men  in  meet- 
ing the  demands  of  the  people  is  demonstrated 
in  the  organization  of  the  fourth  bank,  to  be 
known  as  the  People's  Bank  of  Clinton.  The 
capital  stock  of  this  institution  i  s  $100,000 
and  it  will  be  located  at  the  corner  of  East 
Main  and  South  Monroe  St.,  opposite  the 
State  Bank  of  Clinton.  Corporation  papers 
have  been  taken  out  and  within  the  next  60 
days  this  institution  will  throw  open  its  doors 
to  assist  in  caring  for  the  needs  of  our  city 
of  7,000  people  and  those  of  the  surrounding 
country. 

The  man  who  drew  the  first  plat  for  this 
city  must  have  realized  that  sometime  this 
would  be  a  growing  and  prosperous  com- 
munity. They  arranged  for  a  public  square 
in  the  center  of  which  is  a  splendidly  con- 
structed courthouse  with  streets  leading  there- 
•  from  north,  south,  east  and  west.  These  streets 
connect  with  well  kept  roadways  running 
through  the  rich  and  fertile  country.  Clin- 
ton in  future  years  will  enjoy. the  hard  road 
which  will  be  constructed  from  Beloit,  Wis., 
passing  through  Freeport,  Joliet,  Blooming- 
ton,  Clinton,  Decatur  and  extending  to  Cairo. 

Year  after  year  Clinton  sees  her  citizens 
become  more  and  more  the  owners  of  their 
own  homes.  Visitors  speak  of  the  well  kept 
residences  and  lawns  as  well  as  the  shaded 
streets.  This  largely  comes  from  the  interest 
each  family  takes  because  of  owning  the 
home.  The  desire  of  the  individual  to  possess 
a  home  has  been  aided  by  the  building  and  loan 
associations  of  this  city.  There  are  now  three 
of  these  corporations,  each  of  which  has  the 
support  of  the  community.  The  first  of  these 
to  organize  was  the  Central  Illinois  Building 
and  Loan  Association  of  which  at  present 
R.  C.  Taylor  is  secretary.  This  association 


ILLINOIS    CENTRAL    MAGAZINE 


19 


has  loans  aggregating  $750,000.  The  second 
to  organize  was  the  De  Witt  County  Building 
and  Loan  Association  of  which  Edward  J. 
Sweeney  is  secretary  and  which  has  loans 
aggregating  $250,000.  The  last  to  organize 
was  the  Corn  Belt  Loan  Association  of  which 
Edward  B.  Mitchell  is  secretary.  This  asso- 
ciation has  loans  aggregating  $200,000. 

Clinton  has  three  modern,  well-equipped 
newspaper  plants.  There  are  two  dailies  and 
one  weekly.  The  firsts  of  these  to  be  estab- 
lished was  The  Clinton  Public  in  1859.  This 
plant,  which  is  modern  in  every  way,  is  now 
owned  by  a  stock  company  and  is  Republican 
in  politics.  The  Clinton  Weekly  Register  was 
established  in  1868  and  is  edited  by  Geo.  W. 
Hughes  and  is  Democratic  in  politics.  The 
last  publication  to  be  organized  was  the  Clin- 


the  water  for  city  purposes.  Two  of  these  are 
x'.SO  feet  in  depth  and  two  are  90  feet.  Scien- 
tific analysis  pronounced  the  water  pure, 
sparkling  and  free  from  deleterious  ingre- 
dients. These  wells  furnish  ample  water  for 
private  and  public  consumption.  There  are 
about  10  miles  of  water  mains,  90  fire  hydrants 
and  1,200  private  consumers  in  the  city. 

Clinton  is  one  of  the  best  paved  little  cities 
in  Central  Illinois.  Its  principal  streets  are 
covered  with  substantial  vitrified  brick  which 
adds  immensely  to  the  beauty  of  the  city.  The 
number  of  miles  of  paving  that  this  commun- 
ity now  enjoys  is  seven.  Clinton  has  never 
suffered  a  disastrous  fire.  A  splendid  water 
system  and  an  abundant  supply,  together  with 
a  courageous  and  loyal  fire  department,  have 
largely  been  responsible  for  this  condition.  As 


ton  Morning  Journal,  founded  in  1908  by 
B.  F.  Peltz,  who  is  the  present  editor  and 
manager.  It  is  independent  in  politics. 

There  is  no  more  healthful  community  in 
this  section  than  Clinton.  There  never  has 
been  any  ravages  of  disease  and  it  is  believed 
that  the  care  and  attention  that  has  been 
given  to  the  sewage  and  cleanliness  of  the 
streets  and  alleys  has  been  largely  respon- 
sible for  this  condition.  A  perfect  sewer 
system  was  early  established  for  Clinton. 
This  includes  mains  and  laterals  which  have 
a  good  outlet  and  in  mileage  measures  15. 
Clinton  owns  her  waterworks,  constructed  in 
1887.  The  powerhouse  and  wells  are  located 
in  the  south  part  of  the  city,  a  beautiful  park 
surrounding  these  works.  The  boiler  and  en- 
gine house  is  of  brick.  Four  wells  furnish 


early  as  1904  we  have  enjoyed  an  organized 
lire  department.  The  citizens  and  city  coun- 
cil have  responded  to  the  every  need  of  this 
department  and  have  provided  apparatus  to 
meet  the  every  need. 

This  community  enjoys  the  distinction  of 
having  a  well-equipped  and  thoroughly  mod- 
ern ice  manufacturing  plant,  that  not  only 
supplies  the  needs  of  the  city,  but  through 
perishable  freight  trains,  and  the  smaller  com- 
munities within  a  radius  of  50  miles.  It 
also  has  a  well  equipped  gas  plant  with 
mains  and  laterals  extending  into  every  sec- 
tion of  the  city.  A  telephone  company,  which 
is  at  present  improving  the  system  at  an  out- 
lay which  approximates  $100,000,  and  when 
completed  will  give  to  this  community  an 
automatic  system  second  to  none  in  the  state. 


ILLINOIS    CENTRAL    MAGAZINE 


The  McKinley  Syndicate  has  an  electric  plant 
which  furnishes  light  for  private  residences 
and  the  public  buildings  and  business  places, 
as  well  as  lights  for  the  city.  Every  section 
of  the  city  is  well  lighted,  and  the  business 
square,  as  well  as  streets  leading  therefrom, 
are  amply  supplied  with  cluster  lights. 

Weldon    Springs    Park,   consisting  of    forty 
acres   of   land,    located   three   miles   southeast 


tual  and  financial  viewpoint,  and  as  its  pro- 
gram indicates  from  year  to  year,  the  best 
platform  talent  in  the  country  has  been  drawn 
upon  for-  the  advancement  of  thought  and 
mental  discipline.  The  great  assemblies  of 
people  have  each  year  increased  in  number 
and  support.  As  years  have  gone  by  im- 
provements have  kept  pace  with  the  require- 
ments and  demands  of  the  association.  A 


Schools,    Clinton  111 


of  Clinton,  is  a  most  delightful  place.  The 
late  Judge  Lawrence  Weldon  of  Blooming- 
ton,  one  of  the  pioneer  lawyers  of  De  Witt 
County,  suggested  the  organization  of  the 
Weldon  Springs  Chautauqua  Associat.on.  i-oi- 
lowing  out  his  suggestion,  the  system  was  or- 
ganized in  1900  and  incorporated  in  1904.  From 
its  inception  the  assembly  has  been  a  pro- 
nounced success,  both  from  a  social,  intellec- 


large  and  magnificent  auditorium  has  been 
built  on  a  high  point  where  the  ground  gradu- 
ally slopes  towards  the  lake,  at  a  cost  of 
$5,000,  and  which  will  comfortably  seat  4,500 
people. 

Our  form  of  government  is  the  commis- 
sion and  follows  along  the  line  of  the  same, 
is  payment  of  the  members  of  the  board  for 
services  rendered,  taking  away  from  the 


ILLINOIS    CENTRAL    MAGAZINE 


21 


mayor  his  veto  power  by  giving  him  a  direct 
vote  upon  every  question  presented,  fixing  the 
responsibility  by  assigning  each  member  a  cer- 
tain department  and  holding  him  responsible 
for  the  same.  The  majority  of  our  citizens 
are  in  favor  of  this  system  over  the  old  plan 
of  mayor  and  aldermen.  There  can  be  no 
possible  comparison  between  the  two  systems 
as  to  efficiency  and  results.  The  present 
mayor  is  Frank  Rundell,  Commissioners  H.  B. 
Lundh,  Amos  Bordner,  John  H.  McKinney, 
and  Harry  S.  Macon. 

Our  citizens  are  always  on  the  alert  to  take 
advantage  of  any  opportunities  that  may  arise 
where  the  community  may  be  benefited.  All 
fraternal  organizations  of  any  advantage  to 
communities  have  healthy  and  growing  or- 


homes  or  in  support  of  the  flag.  As  early  as ' 
the  Mexican  war  this  community  had  her  pa- 
triots and  her  volunteers.  In  those  days  mail 
was  received  from  Decatur,  the  farming  com- 
munities receiving  the  news  of  war  from  the 
Clinton  people.  Such  was  the  interest  and 
earnestness  concerning  this  war  that  a  can- 
non was  purchased  that  the  news  might  be 
spread.  When  it  was  fired  the  people  flocked 
in  from  the  country  to  hear  what  of  news 
there  might  be.  In  this  war,  the  Civil  War, 
the  Spanish  war  and  the  recent  World  war 
it  has  never  been  necessary  to  conscript  the 
patriots  of  Clinton  or  De  Witt  county.  The 
quota  of  this  community  was  always  full.  We 
are  Americans. 


ganizations  here.  Many  of  them  own  their 
own  places  of  meeting.  Several  gentlemen 
only  recently  realized  the  need  of  a  Rotarian 
club  and  in  May  of  this  year  24  men  came 
together  and  organized  a  club  with  Dr.  W.  A. 
Atkins  as  president.  These  men  have  gone 
to  work  with  an  enthusiasm  which  is  charac- 
teristic of  our  people  and  this  organization 
will  fill  a  much  needed  want.  Each  of  the 
membership  has  entered  his  name,  not  only 
for  the  well-being  of  the  organization  but 
for  the  uplift  and  help  of  the  city,  its  in- 
stitutions and  its  people. 

The  patriotism  of  the  men  and  women  of 
Clinton  and  De  Witt  County  has  always  been 
unbounded.  In  every  war  since  the  settle- 
ment of  this  community  patriots  were  ever 
ready  to  shoulder  the  gun  to  defend  their 


The  Doctor  John  Warner  Hospital 

Perhaps  no  enterprise  nor  institution  fills 
such  an  avenue  of  necessity  nor  is  deserving 
of  more  consideration  than  "The  Doctor  John 
Warner  Hospital"  of  Clinton  Illinois. 

The  site  with  this  modern  building  erected 
upon  it  was  donated  by  Doctor  John  Warner 
to  the  citv.  The  donor  was  a  pioneer  physi- 
cian of  DeWitt  county  and  this  act  of  philan- 
thropy is  a  monument  to  his  memory.  It  is 
a  three-story  brick  structure,  modern  in  every 
way.  The  third  story  contains  the  operating 
room,  sterilizing  room,  doctors'  dressing  room 
and  delivery  room  for  obstetrical  patients.  The 
other  two  floors  are  for  the  accommodation 
of  patients  and  provide  for  a  capacity  of 
twenty-five.  It  is  a  municipal  institution  and 


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ILLINOIS    CENTRAL    MAGAZINE 


23 


is  managed  by  a  board  of  three  trustees  ap- 
pointed by  the  mayor. 

The  people  of  Clinton  were  generous 
enough  to  provide  for  a  two  mill  tax  which 
with  its  earning  capacity  has  made  it  virtual- 
ly self-sustaining,  although  some  donations 
have  been  necessaary  and  have  been  made. 
It  has  a  corps  of  nine  nurses  who  are  under 
the  direction  of  Mrs.  Lelia  Curtis,  its  superin- 
tendent, who  is  a  graduate  of  Charity  Hospi- 
tal in  New  Orleans.  It  was  opened  for  the 
public  in  1910  and  a  report  at  the  end  of  the 
second  year  stated  that  three  hundred  and 
two  patients  had  been  treated  during  its  first 
two  years.  Its  present  rate  is  seven  hundred 
and  twenty  patients  per  year  which  shows  the 
remarkable  demand  and  the  education  for 
such  an  institution. 


room,  Sunday  school  rpoms,  pastor's  study, 
parlors  and  auditorium  complete,  this  build- 
ing constitutes  a  great  working  plant,  and 
under  the  able  direction  of  Dr.  C.  H.  John- 
son, who  has  been  pastor  for  the  past  three 
years,  the  congregation  holds  an  important 
place  in  the  community.  This  church  was 
organized  in  1854. 

The  First  Baptist  church  is  without  a  pas- 
tor at  the  present  time,  but  holds  regular  serv- 
ices and  has  a  rare  distinction  of  having  had 
one  man  serve  as  superintendent  of  its  Sun- 
day school  for  a  period  of  twenty-five  years. 
Mr.  K.  S.  Brown,  a  retired  merchant  of  the 
city,  holds  this  office,  and  his  devotion  to 
duty  presents  a  worthy  example  to  the  com- 
munity. 

Rev.    Maurice    G.    Linton    is   the    respected 


This   hospital   is   an  adjunct  to  the   Illinois 

Central  Hospital  Department  in  Chicago  and 

is   used   for  the  benefit  of  employees  at  this 

point.  i    :; 

Churches 

Clinton  is  proud  of  her  churches  and  of 
her  Y.  M.  C."  A. 

The  old  M.  E.  church  building  still  stands 
on  South  Madison  street.  The  present  com- 
modious building  was  erected  in  1868,  and 
plans  for  a  new  structure  are  under  con- 
sideration. The  congregation  numbers  about 
nine  hundred,  and  is  well  organized  under 
the  competent  leadership  of  Rev.  F.  B.  Mad- 
den, the  pastor.' 

The  beautiful  building  now  occupied  by  the 
Presbyterians  was  erected  in  1906,  and  is  per- 
fect in  its  appointments,  with  kitchen,  dining 


pastor  of  St.  John's  Universalist  church,  and 
has  led  his  people  in  a  good  work  since  March 
1,  1919.  This  work  is  well  organized,  and 
the  regular  services  of  all  departments  of  the 
church  are  held  during  eleven  months  of  the 
year,  the  month  of  August  being  taken  as  a 
vacation  and  chautauqua  season. 

The  Free  Methodists  church  holds  regular 
services,  and  its  activities  are  directed  by  Rev. 
Oscar  W.  Dairy,  the  worthy  pastor. 

The  Disciples  of  Christ  worship  in  a  com- 
plete but  small  brick  building  which  was 
erected  in  1889  and  was  re-modeled  in  1909. 
This  chorch  is  doing  a  good  work  in  the 
community  under  the  wise  leadership  of  the 
pastor,  Rev,  R.  L.  Cartwright.  Under  the 


24 


ILLINOIS    CENTRAL   MAGAZINE 


direction  of  Mrs.  Cartwright,  the  Junior  Con- 
gregation is  solving  some  of  the  problems 
among  the  young  people  of  the  church.  Well 
located  lots  have  been  secured,  and  plans 
for  a  new  building  have  been  discussed. 

The  A.  M.  E.  Church  and  the  Colored  Bap- 
tists have  regular  services,  but  no  resident 
ministers.  Each  of  these  churches  has  preach- 
ing once  in  two  weeks. 

The  First  Church  of  Christ  Scientist  was 
organized  in  Clinton  about  twenty  years  ago. 
Regular  Sunday  and  mid-week  services  are 
held  under  the  direction  of  the  two  readers. 


ing  is  of  brick,  is  of  the  Romanesque  style 
of  architecture,  and  is  beautifully  frescoed. 
St.  John's  is  a  large  and  prosperous  parish, 
and  is  now  in  charge  of  Rev.  S.  N.  Moore 
who  erected  the  Parochial  School  in  1916, 
and  who  enjoys  the  confidence  of  the  com- 
munity. 

Clinton  Public  Schools. 
The  history  of  the  public  schools  of  this 
city  through  a  period  of  65  years  indicates 
that  the  people  of  this  community  have  al- 
ways given  loyal  support  to  our  system  of 
public  education.  The  substantial  and  well 


Clinton's  Y.  M.  C.  A.  is  unusual  for  a  city 
of  seven  thousand  population.  The  three- 
story  building  with  basement  is  built  of  brick 
and  is  attractive  in  appearance.  The  gymna- 
sium, swimming  pool  and  reading  room  are 
popular,  and  the  parlors  afford  a  convenient 
gathering  place  for  important  public  meetings. 
The  directorate  is  composed  of  prominent 
professional  and  business  men,  Dr.  C.  G. 
Glendinning  having  been  president  of  the 
Board  since  its  organization. 

St.  John's  Catholic  Church  was  erected  in 
1903  under  the  direction  of  Rev.  M.  A.  Doo- 
ling  who  was  promoted  in  1907.  The  build- 


equipped  school  buildings  of  the  city,  the  com- 
modious and  beautiful  grounds  afford  abun- 
dant .proof  of  the  pride  and  interest  of  the 
people  in  its  schools.  Including  the  Manual 
Arts  Building,  there  are  six  school  buildings 
all  of  which  are  filled  to  their  capacity  dur- 
ing the  school  year.  The  campus  on  which 
the  high  school,  manual  arts  and  Washington 
grade  and  departmental  buildings  are  located 
is  one  of  the  most  attractive  spots  in  the  city. 
This  campus  is  one  block  by  two  blocks  and 
the  natural  setting  of  trees  in  groups,  together 
with  the  shrubbery,  commands  the  admira- 
tion of  all  who  visit  our  city.  The  southwest 


ILLINOIS    CENTRAL    MAGAZINE 


23 


portion  of  the  city  is  served  by  the  Lincoln 
school,  the  Southeast  by  the  Douglas  School 
on  East  Main  street  and  the  northeast  by  the 
Webster  School  on  North  George  Street. 

The  present  development  of  the  schools  to 
meet  present  day  demands  has  brought  about 
the  organization  of  the  Clinton  Community 
High  School  including  rural  territory  of 
which  Clinton  is  the  natural  community  cen- 
ter. In  the  course  of  a  few  years  when  the 
new  high  school  building  is  completed  the 
present  high  school  plant  will  serve  as  a 


all  of  the  older  boys  to  enter  the  service, 
has  resulted  in  a  companionship  that  exists  to 
this  day  as  the  "McCorkle  Club."  The  school 
continued  in  this  building  until  1869  when  it 
was  found  necessary  to  erect  the  Washing- 
ton Building.  The  men  in  charge  as  supqr- 
intendents  in  the  old  brick  were  T.  J.  Mc- 
Corkle, J.  G.  Merchant,  T.  S.  Armstrong,  and 
W.  D.  Hall. 

The  new  building  ready  for  occupany  in  the 
fall  of  1869  was  an  imposing  brick  and  stone 
structure  three  stories  in  height  with  full 


Junior  High  School  and  relieve  the  crowded 
condition  in  several  of  the  ward  schools. 

In  1856  the  present  district  was  organized 
and  plans  made  at  once  for  the  erection  of  a 
building,  now  the  old  brick  used  as  a  part  of 
the  storage  barns  on  North  Jackson  Ave- 
nue The  first  superintendent  of  this 
school  was  T.  J.  McCorkle  who  remained 
in  charge  for  a  period  of  seven  years.  Al- 
though there  was  no  formal  organization  of 
a  high  school,  there  were  advanced  classes 
taught  by  Mr.  McCorkle.  The  remarkable 
influence  of  this  man  together  with  the  asso- 
ciations formed  by  the  students  in  the  ad- 
vanced department  during  the  opening  years 
of  the  war  for  the  Union,  the  departure  of 


basement  and  relieved  with  two  towers.  This 
building  served  to  house  the  high  school  for 
40  years  during  which  time  the  schools  were 
in  charge  of  the  following  as  superintendents : 
S.  M.  Heslett,  W.  D.  Hall,  J.  Wilkerson,  R.  E. 
MT>rrow,  Laura  E.  Holbrook,  N.  J.  Gilbert, 
E.  Chilcoat,  J.  W.  Coultas,  George  E.  Owen, 
J.  H.  Heslar,  E.  B.  Bentley,  F.  L.  Horn,  and 
H.  H.  Edmunds. 

The  grades  of  the  Washington  school  con- 
tinued to  use  this  building  until  1916.  The 
growth  of  the  high  school  made  a  new  build- 
necessary  and  the  present  structure  on  North 
Jackson  avenue  was  dedicated  February  12, 
1909.  The  rapid  growth  of  the  high  school 
required  more  room  and  in  the  erection  of  the 


26 


ILLINOIS    CENTRAL    MAGAZINE 


Washington  school  in  1916  it  was  planned  to 
care  for  several  departments  of  the  high 
school  in  the  new  building.  Further  room 
for  high  school  was  provided  in  the  combined 
heating  plant  and  Manual  Arts  Building. 

The  Clinton  High  School  was  organized  with 
a  three  year  course  of  study  in  1869  and  the 
first  class  consisting  of  three  students,  was 
graduated  in  May,'  1872.  In  1893  the  course 
was  changed  to  four  years  and  for  more  than 
a  half  century,— 1869-1920,  has  graduated  331 
boys  and  531  girls,  a  total  of  862.  The  school 
has  met  the  needs  of  the  community  in  every 
decade  of  its  existence  and  comes  to  the 
close  of  its  present  organization  in  the  sum- 
mer of  1920  as  a  full  accredited  high  school 
of  the  North  Central  Association  and  provid- 


O.  Williams  president,  E.  B.  Bentley,  secre- 
tary, R.  R.  Hollis,  John  Warner,  Daniel  Ward. 
The  board  has  made  a  three  year  lease  of 
the  present  high  school  plant  and  during  the 
spring  of  J920  has  organized  a  faculty  of  18 
teachers  under  the  direction  of  H.  H.  Ed- 
munds as  superintendent.  An  enrollment 
of  375  to  400  is  anticipated  for  September. 

Course  of  Study.  The  widely  elective  sys- 
tem of  the  last  ten  years  will  prevail  in  the 
high  school.  A  student  in  the  first  half  of 
his  high  school  career  elects  one-half  of  his 
work  and  in  the  latter  half  of  his  course  elects 
three-fourths  of  his  work.  All  of  the  pro- 
grams, of  the  student  must  be  approved  by 
a  faculty  adviser  or  the  principal.  Students 
may  find  in  this  curriculum  all  work.  Students 


ing  courses  of  study  of  such  a  variety  that 
any  boy  or  girl  may  select  the  work  that 
will  best  meet  his  needs. 

Clinton   Community   High   School,   District 
Number  116. 

The  new  high  school  district  is  organized 
in  accordance  with  the  best  ideas  on  com- 
munity building  and  organization.  The  dis- 
trict includes  nearly  50  sections  of  land  of 
which  Clinton  is  the  natural  community  cen- 
ter. A  board  of  education  comprising  five 
members  is  in  charge  and  plans  to  erect  a 
building  that  will  in  every  particuar  meet  the 
needs  of  the  people  of  this  large  community. 
The  Board  membership  is  as  follows, — Louis 


for  entrance  to  any  course  in  an  American 
college  or  university.  In  addition  to  college 
preparatory,  —  there  are  manual  training 
courses,  household  science  and  arts,  commer- 
cial and  general  English  courses. 

College  Preparatory.  The  subjects  in  this 
department  include  four  years  of  Latin,  two 
years  of  French,  advanced  mathematics,  in- 
cluding trigonometry,  and  four  years  of  Eng- 
lish. Laboratory  work  in  both  physical  and 
biological  science  is  afforded. 

Manual  Training.  This  department  occupies 
the  main  floor  of  the  Manual  Arts  Building 
and  includes  bench  work  and  mechanical  draw- 
ing. Pupils  of  the  7th  and  8th  grades  are 


ILLINOIS    CENTRAL    MAGAZINE 


27 


required  to  take  bench  work  and  oftentimes 
it  is  in  this  work  that  a  boy  first  realizes  some- 
thing in  his  school  tasks  that  appeals  strong- 
ly to  him.  The  work  in  the  drafting  room 
has  started  many  a  boy  in  his  engineering 
course  at  the  university  months  ahead  of  boys 
who  have  not  received  this  valuable  training. 
Household  Science  and  Arts.  This  depart- 
ment will  be  operated  under  the  provisions 
of  the  Smith-Hughes  Act  this  year  and  groups 
of  girls  will  be  organized  who  will  follow 


demand     for    graduates    of     this     four    y«ar 
course  than  the  school  can  supply. 

Athletics.  Under  the  direction  of  a  com- 
petent coach,  who  is  also  a  teacher  in  the 
high  school,  foot  ball,  basket  ball,  base  ball 
and  track  have  been  maintained  on  a  high 
plane  of  pure  sport.  The  athletic  association 
numbers  all  of  the  pupils  in  the  high  school. 
The  local  board  of  control  is  composed  of 
four  teachers  and  four  students.  The  regula- 
tions of  the  State  Athletic  Association  are 


definite  courses  in  the  high  school  with  one- 
half  of  the  time  devoted  to  special  work  in  this 
department.  Cooking,  sewing,  related  art  and 
design,  related  science  are  the  special  features 
of  this  department.  Housekeeping,  home 
nursing  and  sanitation  and  cafeteria  manage- 
ment are  stressed.  In  this  department  we 
have  the  well  equipped  cafeteria  providing  hot 
lunch  at  noon  for  any  pupils  and  teachers  of 
the  schools.  In  four  months  ending  June  1, 
1920,  the  cafeteria  served  3,400  lunches  at 
an  average  cost  of  24  cents  each. 

Commercial.  For  several  years  the  com- 
mercial department  with  a  complete  four  year 
course  has  been  in  operation.  Typing,  short- 
hand, bookkeeping,  business  law,  and  econom- 
ics are  leading  features.  There  is  a  larger 


carried  out  in  the  right  spirit  and  our  boys 
time  and  again  win  the  highest  honors  in  in- 
ter-school contests. 

Social  Interests.  All  social  functions  of  the 
high  school  are  under  joint  control  of  faculty 
and  students  and  no  social  affair  is  held  under 
the  name  of  the  school  or  any  class  of  the 
school  without  faculty  sanction  and  the- pres- 
ence of  a  committee  of  the  faculty.  The  prin- 
cipal functions  of  this  character  besides  those 
of  the  several  classes,  include  the  annual  high 
school  banquet  and  the  Junior  Senior  recep- 
tion. 

Clinton  City  Schools,  District  No.  60 

The  Board  of  Education  will  in  the  future 
control  the  ward  schools  and  in  joint  action 
with  the  high  school  board  will  employ  a  su- 


28 


ILLINOIS    CENTRAL    MAGAZINE 


perintendent  and  a  number  of  special  teachers. 
There  are  four  ward  schools  in  the  city  en- 
rolling 1,150  pupils  and  employing  28  room 
teachers.  Music,  Palmer  penmanship,  sewing, 
cooking,  construction  work,  bench  work  are 
all  stressed  in  the  grades  in  addition  to  the 


school  building  it  is  planned  to  make  the  pres- 
ent high  school  plant  serve  as  a  junior  high 
school  for  the  pupils  of  the  7th  and  8th  grades. 
This  will  organize  the  work  on  the  depart- 
mental plan  of  teaching  and  offer  at  least  one- 
fourth  the  work  as  elective. 


usual  subjects  of  the  curriculum.  Standard 
tests  are  employed  frequently  in  a  self-survey 
of  the  schools.  Supervised  play  is  a  feature 
of  the  recreation  periods  and  the  old  time  dis- 
regard of  the  rights  of  others  on  the  play 
ground  has  disappeared. 

Upon  the  completion  of  the  community  high 


The  Board  of  Education  of  district  number 
60  is,  W.  L.  Gray,  president;  T.  C.  Wampler, 
secretary ;  O.  L.  Langellier,  J.  H.  McKinney, 
Mrs.  Geo.  Gray,  Dr.  C.  S.  Bogardus,  T.  A. 
Hull.  H.  H.  Edmunds  is  superintendent.  Miss 
Eleanor  Sawyer  principal  of  the  Washington 
School ;  Mrs.  Ella  Morris,  principal  of  the 


ILLINOIS    CENTRAL   MAGAZINE 


29 


Douglas  School ;  Miss  Elizabeth  O'Brien,  prin- 
cipal of  the  Webster  School ;  Miss  Maud  Blue, 
principal  of  the  Lincoln  School. 

St.  John's  School.  Parochial 
The  Catholics  of  the  city  have  maintained 
for  about  ten  years  an  elementary  school  in- 
cluding the  first  eight  grades.  There  are  near- 
ly 100  children  enrolled  under  the  direction  of 
four  teachers.  The  school  is  under  the  man- 
agement of  Father  Moore  and  every  year 
closes  the  work  with  a  very  interesting  gradu- 
ation program.  The  school  is  housed  in  a 
large  modern  brick  building  affording  every 
facility  for  work  and  comfort. 
The  Vespasian  Warner  Public  Library 
About  ten  years  ago  our  esteemed  and  dis- 
tinguished citizen  Col.  Vespasian  Warner 
made  a  gift  to  the  city  of  a  fully  equipped 
library  building  and  lot  just  across  the  street 
south  of  the  high  school.  The  building  is  one 
of  the  most  substantial  and  beautiful  struct- 


library  building  was  formally  made  over  to 
the  city,  it  was  found  to  contain  thousands  of 
volumes  of  the  Clifton  L.  Moore  library,  now 
a  portion  of  the  City  Library.  .No  one  can 
estimate  the  influence  of  this  institution  as  one 
of  the  educative  influences  of  the  community. 
It  serves  the  public  schools  as  though  an  in- 
tegral part  of  their  organization. 

The  library  now  contains  14,000  volumes  and 
50  current  periodicals  are  regularly  received. 
There  are  2,444  borrowers  cards  in  use  and  of 
this  number  770  are  pupils  in  the  ward  schools. 
The  annual  circulation  of  books  exceeds  35,- 
000,  about  evenly  divided  between  adults  and 
children.  In  the  last  year  there  has  been  a 
gain  of  18  per  cent  in  circulation.  A  feature 
of  the  work  for  the  children  is  the  story  hour 
Saturday  forenoons  for  the  younger  children. 
The  total  attendance  for  story  last  year  was 
more  than  one  thousand. 

The   McFarland   Fund   is   invested  and   the 


ures  of  the  city.  The  furnishings  are  of  the 
very  best  type,  including  steel  book  stacks. 
The  large  room  for  children,  equipped  with 
low  tables  and  chairs  is  a  feature  of  the  in- 
stitution. Around  this  room  are  the  open 
shelves  where  the  children  mav  become  ac- 
quainted with  books  first  hand.  The  large 
reading  room  for  adults  is  provided  with  ref- 
erence books  and  a  well  selected  list  of  cur- 
rent periodicals.  Patrons  are  at  liberty  to  go 
to  the  shelves  to  examine  books  and  make 
their  selections. 

The  library  was  started  some  years  ago  by 
the  P.  E.  O.  society.  A  large  collection  of 
books  made  and  then  turned  over  to  the  City 
of  Clinton  for  maintainance.  When  the  new 


proceeds  are  used  to  puchase  books  of  especial 
value  and  significance  for  the  library.  Miss 
Lillian  Kent  is  librarian  and  Miss  Helen  Phil- 
ips, assistant. 

The  DeWitt  County  Bar 

The  progress  or  history  of  a  community  is 
the  collection  work  of  all  its  members.  In 
the  life  of  Clinton,  its  lawyers  have  always 
had  a  part. 

There  were  but  few  buildings  in  that  village 
when,  Clifton  H.  Moore,  its  first  lawyer,  came 
in  1842.  He  pursued  a  long  and  successful 
career  at  the  bar  and  died  in  1901.  Many 
business  buildings  and  dwellings,  still  being 
used  were  erected  by  him.  He  was  the  first 
attorney  for  the  Illinois  Central  Railroad  in 


30 


ILLINOIS    CENTRAL    MAGAZINE 


DeWitt  County,  assuming  that  Employment 
'when  the  road  was  built  and  continuing  it 
throughout  his  life.  He  practiced  law  in  Clin- 
ton with  Lincoln,  Douglas,  Davis,  Sweat,  Wei- 
don,  Ingersoll  and  other  noted  men  of  that  day. 
Before  the  Civil  War,  there  was  a  lawsuit 
in  Clinton  over  which  Judge  David  Davis,  aft- 
erward U.  S.  Senator  and  Justice  of  the  Su- 
preme Court  of  the  U.  S.,  presided,  and  in 
which  Abraham  Lincoln,  Stephen  A.  Douglas 
and  C.  H.  Moore  were  attorneys.  The  prin- 
cipal witness  for  the  I.  C.  R.  R.  was  its  Chief 
Engineer,  George  B.  McClelland.  At  that  trial 
Mr.  Lincoln  first  met  the  man  he  was  after- 
ward to  appoint  to  the  command  of  the  armies 
of  the  Union  in  the  Civil  War.  All  of  the  men 
interested  in  that  case,  except  Mr.  Moore,  be- 
came candidates  -for  President  of  the  United 
States. 

The  lawyers  of  Clinton  served  their  country 
in  the  Civil  War,  the  Spanish-American,  and 
World  Wars.  Maj.  Vespasian  Warner  served 
with  distinction  in  Congress  for  ten  years  and 
Commissioner  of  Pensions  for  five  years. 

There  are  at  present  residing  in  Clinton 
twenty  active  members  of  the  bar  serving  the 
needs  of  the  community  as  advocates  and 
counselors. 

The  Clinton  Country  Club 

It  was  with  the  idea  of  closer  social  rela- 
tions, the  general  promotion  of  beneficial  ath- 
letic activities  and  the  beginning  of  commun- 
ity co-operation  that  the  Clinton  Country 
Club  was  organized. 

Early  in  January  of  this  year  a  petition 
was  circulated  among  the  citizens  of  Clin- 
ton to  promote  the  formation  of  such  an  or- 
ganization. The  idea  met  with  unexpected 
support  and  late  in  February  the  first  meet- 
ing was  held  in  the  County  Court  Room. 
At  this  meeting  the  nine  directors  were  elect- 
ed and  given  instructions  to  elect  the  officers 
^for  the  ensuing  year  from  tFieir  number. 

March  saw  the  organization  perfected,  state 
incorporation  papers  granted,  and  the  by-laws 
written. 

In  April,  Mr.  Melville,  a  golf  professor 
from  the  Bloomington  Country  Club  came 
down  and  laid  out  the  course. 


The  Club  is  four  miles  south  of  town  on 
the  Meridian  Trail,  lying  to  the  east  of  the 
road  and  is  between  the  I.  T.  S.  and  I.  C. 
R.  R.  right-of-ways.  The  tract  covers  eighty 
acres  and  is  one  of  the  prettiest  spots  in 
DeWitt  County. 

The  golf  links  comprises  nine  holes  and  is 
a  twenty-two  hundred  yard  course.  The 
grounds  are  in  a  section  of  very  rolling  coun- 
try and  are  traversed  by  two  small  creeks. 
This  makes  an  extremely  sporty  course  full 
of  natural  hazards. 

A  club  house  is  in  course  of  construction 
and  when  completed  will  be  one  of  the  show 
places  of  the  town.  It  is  thirty  bv  sixty 
feet  and  has  a  concrete  basement  under  the 
entire  building.  Two  porches,  one  on  the 
west  and  the  other  on  the  south  will  afford 
the  members  ample  enjoyment  of  the  cooling 
breezes  during  the  heated  months.  The  house 
is  built  entirely  of  logs  cut  in  an  adjoining 
timber,  hewn  on  the  grounds  and  locked  and 
nailed  into  place.  An  enormous  fireplace  is 
in  the  north  end  and  will  afford  a  great  deal 
of  comfort  to  the  members.  A  complete  water 
and  sewage  system  has  been  installed  mak- 
ing the  house  as  modern  as  a  city  home. 

The  heating  plant  and  locker  rooms  are 
in  the  basement  and  the  ball  room,  kitchen 
and  pantry  are  on  the  ground  floor.  Meals 
will  be  served  on  the  south  porch. 

The  club  has  at  present  one  hundred  and 
sixty  members  and  is  growing  rapidly.  Resi- 
dents of  DeWitt  County  are  eligible  for  mem- 
bership. 

The  directors  are,  C.  M.  Warner,  Dr.  George 
S.  Edmonson,  F.  K.  Lemon,  F.  W.  Russell, 
Frank  Rundle,  Dr.  W.  R.  Marshall,  E.  L. 
Freudenstein,  John  Warner  and  Grant  Hower. 

The  officers  are  C.  M.  Warner,  President ; 
Dr.  George  S.  Edmondson,  Vice  President ; 
F.  W.  Russell,  Treasurer  and  F.  K.  Lemon, 
Secretary. 

The  permanent  committees  for  1920  are 
grounds,  W.  E.  Russel,  D.  J.  Bear,  L.  W. 
Ingham,  J.  Q.  Lewis,  B.  F.  Harrison  and  A. 
J.  Gayhagen. 

House  committee,  Don  S.  Russell,  H.  A. 
Campbell  and  Judd  McGowan. 


TRANSPORTATION 
DEPARTMENT 


Address    Delivered  at   the  Rotary   Club,   Greenville 

Miss.,  June  1 0,  1 920 

The  Transportation  Question  as  it  Stands  Today  and  to   Be  Solved  by  the  Cooperation 

of  the  Public  and'the  Railroads 


By  T.  L.  Dubbs 


There  are  in  the  United  States  261,000 
miles  of  steam  railroad  main  tracks.  To  in- 
clude second,  third,  fourth  tracks,  sidings 
and  yard  tracks,  397,000  miles  of  track. 

To  operate  this  plant  65,000  locomotives, 
56,000  passenger  train  cars,  2,500,000  freight 
train  cars,  a  large  amount  of  auxiliary  equip- 
ment, such  as  station  buildings,  shops,  round 
houses  and  other  machinery  and  equipment 
are  used,  and  2,000,000  employes  are  re- 
quired. 

This  plant  represents  a  valuation  of  about 
$22,000,000,000.  The  gross  earnings  are 
$5,321,000,000. 

For  each  dollar  of  gross  revenue  received 
59  cents  is  paid  for  labor,  15  cents  for  fuel, 
21  cents  for  material,  3  cents  for  loss  and 
damage,  3  cents  for  rent,  4  cents  for  taxes, 
and  9  cents  for  funded  and  unfunded  debts. 
In  other  words,  it  has  cost  the  railroads  in 
the  last  year  $1.14  to  earn  one  dollar  and 
no  allowance  for  betterments,  reserves  or 
dividends,  which  explains  the  reason  for  the 
deficit  existing  at  the  conclusion  of  the 
Federal  Control  of  railroads,  amounting  to 
$900,478,756. 

This  deficit  was  produced  by  reason  of 
the  increased  cost  of  operation  resulting 
from  increased  wages  and  material  used. 

For  example,  before  the  advent  of  the 
phenomenal  increase  in  prices,  the  average 
locomotive  cost  $27,500,  today  the  average 
cost  is  $70,000;  of  passenger  train  cars  then 
$6,500,  now  $20,000;  of  freight  train  cars, 
then  $850,  now  $2,750;  other  equipment  and 
materials,  etc.,  in  proportion. 

There  has  been  set  aside  by  the  Adminis- 
tration $300,000,000  to  be  used  in  the  man- 
ner best  calculated  to  relieve  those  existing 
deficiencies  which  are  the  most  aggravating 
and  which  are  exercising  the  minds  of  those 
concerned  and  responsible,  to  an  extent  be- 
yond that  which  we  comprehend.  Of  this 


amount  it  is  expected  that  $40,000,000  will 
be  used  to  discharge  claims  existing  at  the 
conclusion  of  Federal  Control,  $125,000,000 
to  be  used  assisting  the  railroads  in  procur- 
ing in  part  the  much  needed  equipment 
necessary  to  discharge  the  obligations  of  the 
carriers  to  the  public. 

It  is  proposed  to  use  this  $125,000,000  as 
follows:  For  each  25  cents  advanced  as  a 
loan  by  the  Government  upon  which  the 
road  will  pay  interest,  the  roads  will  ad- 
vance 75  cents.  This  will  make  a  total  of 
$500,000,000  to  be  expended  for  equipment 
as  quickly  as  it  can  be  manufactured.  While 
this  relief  will  be  of  a  temporary  character 
and  will  necessitate  the  introduction  of 
$375,000,000  to  be  produced  by  the  raH- 
roads,  it  will  be  helpful  in  enabling  them  to 
move  a  much  greater  per  cent  of  the  traffic 
offered  than  is  now  being  taken  care  of. 

The  additional  $135,000,000  to  be  disposed 
of  as  follows:  For  short  line  railroads, 
$12,000,000;  temperorary  reserve  for  ma- 
turities, $50,000,000;  for  additions  and  bet- 
terments to  promote  quicker  movement  of 
cars,  $73,000,000. 

There  should  be  available  imme- 
diately, 20,000  locomotives,  5,000  passenger 
train  cars,  and  400,000  freight  train  cars. 

This  equipment  would  cost  at  present 
prices  $2,500,000,000.  There  should  be  spent 
immediately  for  additions  and  betterments 
and  increased  facilities  as  quickly  as  the  work 
can  be  accomplished,  a  like  sum  of  money 
making  a  total  of  $5,000,000,000  to  prop- 
erly take  care  of  the  increased  business  and 
that  which  will  exist  on  or  before  the  date 
it  will  be  possible  to  have  this  equipment 
and  these  facilities  ready  for  service. 

One  of  the  greatest  errors  of  omission  in 
the  past  has  been  the  failure  to  anticipate 
and  provide  for  the  future.  This  was  due 
in  a  great  measure  to  the  fact  that  the 


31 


ILLINOIS    CENTRAL    MAGAZINE 


income  was  not  sufficient  to  either  provide 
the   funds  or  justify  the  expense. 

It  must  be  remembered  that  for  the  past 
two  and  one-half  years  very  little  has  been 
done  toward  maintaining  the  plant  as  it 
should  have  been  maintained  and  in  the  way 
of  providing  for  the  future. 

I  do  not  refer  to  the  prospective  feature 
altogether  by  any  means,  but  I  refer  to  the 
present  and  the  future,  which  is  now  arriv- 
ing, as  well  as  that  which  can  be  anticipated 
before  the  necessary  facilities  can  possibly 
be  provided  to  take  care  of  the  business. 

I  believe  you  will  agree  that  adequate 
transportation  facilities  are  absolutely  neces- 
sary to  insure  prosperity.  With  such  facil- 
ities our  country  will  advance  rr  H1-  an^ 
without  them  its  advancement  will  be  se- 
riously retarded. 

A  further  wage  adjustment  is  now  being 
considered  by  the  United  States  Labor 
Board.  It  is  estimated  that  the  award  will 
result  in  a  wage  increase  of  about  $750,000,- 
000  or  more  per  annum.  This  in  connection 
with  the  deficit  at  present  existing  will  re- 
sult in  greatly  increasing  the  expense  of 
the  carriers  in  excess  of  their  revenue,  and 
in  order  to  place  them  in  position  to  over- 
come the  existing  deficit  and  earn  at  least 
6  per  cent  on  their  capital,  a  very  liberal 
increase  in  freight  rates  will  be  necessary, 

I  believe  every  one  present  will  agree  that 
good  service  is  entitled  to  a  fair  revenue 
and  that  no  one  will  object  to  a  reasonable 
rate  increase  after  they  have  given  the  ques- 
tion due  consideration. 
_  It  is  hardly  necessary  to  call  your  atten- 
tion to  the  fact  that  the  agency  through 
which  the  industrial  production  of  the 
"United  States  is  handled  is  the  steam  rail- 
road and  its  failure  would  be  more  than  a 
calamity  to  the  country.  Even  its  partial 
failure  would  result  in  serious  industrial  and 
commercial  draw  backs  which  would  affect 
every  citizen  in  the  United  States. 

On  this  subject,  I  wish  to  quote  the  fol- 
lowing from  an  address  delivered  by  Mr. 
Walker  D.  Hines,  then  Director  General  of 
the  Railroads,  at  Omaha,  Nebraska: 

"I  have  heard  it  said  a  number  of  times, 
and  I  believe  it  is  true,  although  I  have  not 
had  an  opportunity  to  check  the  figures, 
that  when  you  consider  the  price  paid  for 
everything  else,  the  value  that  is  enjoyed 
by  every  article  transported  by  the  rail- 
roads, a  given  unit  of  any  commodity  will 
buy  more  transportation  now  than  it  ever 
did  before  in  the  history  of  the  country. 
A  ton  of  steel  or  a  bushel  of  wheat  or  any 
other  unit  of  any  commodity  will  buy  more 
transportation  now  than  ever  before. 

"The  result  is  that  freight  fates  at  the 
present  time  instead  of  being  higher  than 
ever  before  are  lower  than  before,  when 
tested  by  the  value  of  the  unit  transported 
and  the  amount  of  transportation  which 


that  article  transported  will  buy.  This  leads 
a  great  many  people  to  urge  that  there 
ought  to  be  an  immediate  increase  in  rates, 
in  order  to  meet  the  situation. 

"This  is  by  reason  of  the  fact  that  there 
has  been  such  a  striking  object  lesson  and 
railroads  cost  have  increased  to  much  great- 
er proportion  than  the  rates  have  increased, 
and,  therefore,  the  railroad  operations  are 
not  likely  to  be  self-sustaining  in  business, 
with  no  increase  in  rates." 

It  is  anticipated  that  two  great  questions 
confronting  the  railroads,  that  of  the  wage 
increase  and  of  the  rate  increase,  will  be 
definitely  settled  within  a  short  period  of 
time.  It  is  assumed  that  it  is  the  intention 
of  those  handling  these  two  questions  to 
make  a  reasonable  decision  in  both  cases, 
in  which  event  the  railroads  will  then  have 
the  opportunity  to  demonstrate  their  qual- 
ifications in  a  way  of  operating  in  a  scien- 
tific and  economical  manner.  It  is  further 
anticipated  that  their  financial  credit  will  be 
assured  and  placed  upon  an  attractive  basis. 

It  is  further  to  be  hoped  that  the  railroads 
will  be  able  to  provide  the  necessary  addi- 
tions to  their  plants  to  properly  take  care 
for  the  business  offered,  instead  of  being 
compelled  to  wait  until  after  congestions, 
delays  and  losses  have  occurred  before  be- 
ing able  to  provide  the  facilities  to  take  care 
of  the  business  in  a  prompt  and  efficient 
manner. 

They  should  have  sufficient  funds  avail- 
able immediately  to  lay  heavier  rail,  pro- 
vide ballast  where  none  exists  and  to  pro- 
vide sufficient  ballast  where  lines  are  ^ 
sufficiently  ballasted  at  present,  to  discard 
the  locomotives,  freight  and  passenger  train 
cars  which  have  reached  the  stage  vh 
they  are  not  only  inadequate  for  present  day 
purposes,  but  where  their  condition  ?<s  such 
that  their  maintenance  is  excessive  and  far 
beyond  that  which  it  should  be. 

The  railroad  managers  realize  that  the 
question  confronting  them  is  one  of  great 
magnitude,  and  that  they  will  not  be  able 
to  dispose  of  it  in  a  successful  manner  un- 
less they  have  the  hearty  co-operation  of 
their  friends  and  patrons.  This  is  a  ques- 
tion which  calls  for  intensive  team  work, 
and  I  am  satisfied  that  when  our  friends 
and  patrons  realize  this  to  be  a  fact,  that 
they  will  give  every  moral  and  material  aid 
which  they  can  possibly  give,  in  order  that 
the  United  States  may  take  advantage  of 
the  greatest  industrial  opportunity  which 
has  ever  presented  itself  in  its  history. 

The  rate  increase,  as  at  present  proposed 
amounts  to  about  30  per  cent  on  freight  rev- 
enue, inasmuch  as  the  gross  freight  revenue 
approximates  $3. 500, 000.000  per  annum,  the 
increase  proposed  will  amount  to  $1,050.000,- 
000.  It  is  doubtful  if  this  increase  will  be 
sufficient  to  overcome  the  expense  at  pres- 
ent in  excess  of  the  receipts  and  those 
which  we  also  anticipate  are  to  follow. 


ILLINOIS    CENTRAL    MAGAZINE 


33 


In  connection  with  the  anticipated  in- 
crease in  rates,  it  might  not  be  out  of  line  at 
this  time  to  call  attention  to  the  fact  that 
the  rates  in  existence  in  foreign  countries 
prior  to  the  abnormal  conditions  in  ques- 
tion, were  considerably  higher  than  in  this 
country  at  that  time.  Since  then,  however, 
in  England  passenger  rates  have  increased 
50  per  cent,  freight  62  per  cent.  In  France 
passenger  rates  increased  75  per  cent, 
freight  140  per  cent.  Italy  increased  pas- 
senger rates  90  per  cent,  freight  70  per 
cent.  Holland  increased  passenger  rates 
75  per  cent,  and  freight  110  per  cent. 

This  is  not  a  suggestion  that  the  freight 
rates  in  the  United  States  should  be  ad- 
vanced on  a  corresponding  ratio,  for  the 
reason  that  it  is  generally  conceded  that 
our  transportation  efficiency  is  far  in  ad- 
vance of  that  of  any  other  country  in  the 
world. 

In  the  past,  increased  costs  have  been 
overcome  by  increasing  the  capacity  of  the 
freight  car  and  the  locomotive  and  conse- 
quently the  train  load.  The  limit  in  this 
direction  has  about  been  attained;  we  will, 
therefore,  have  to  look  elsewhere  for  the 
additional  revenue  'to  overcome  the  in- 
creased expense. 

There  has  been  a  question  brought  up 
from  time  to  time,  regarding  the  value  of 
the  carriers'  property,  as  compared  with 
their  capitalization.  The  valuation  placed 
upon  the  property  by  the  Federal  Govern- 
ment has  dissipated  that  fallacy  completely, 
while  it  was  true  that  in  some  instances 
slight  overcapitalization  was  developed.  In 
the  majority  of  cases  it  was  ascertained  that 
the  rail  properties  were  undercapitalized, 
and  that  as  a  matter  of  fact  the  actual  valu- 
ation was  considerably  in  excess  of  the  total 
capitalization,  taking  all  of  the  roads  as  a 
whole. 

I  wish  to  quote  a  resolution  adopted  by 
the  Board  of  Directors  of  the  Milwaukee 
Association  of  Commerce  on  May  17th, 
this  year,  which  is  one  of  the  many  of  like 
character  adopted  by  business  organizations 
in  various  portions  of  the  United  States 
recently  and  which  plainly  indicates  the 
trend  of  the  mind  of  men  conducting  large 
business  interests: 

"Whereas,  It  is  evident  that  the  railroads 
of  the  countrv  find  themselves  in  a  condi- 
tion brouerht  about  through  no  fault  of  their 
own  which  necessitates  strenuous  efforts  to- 
ward their  proper  financing;  and, 

_  "Whereas.  It  is  evident  that  they  cannot 
give  the  efficient  and  prompt  service  to  the 
shippers  and  consumers  of  the  country  un- 
less they  are  enabled  to  meet  the  increased 
costs  of  maintenance  and  operation  of  their 
service;  be  it 

"Resolved,  That  the  Board  of  Directors 
of  the  Milwaukee  Association  of  Commerce 
hereby  expressly  declares  itself  in  behalf  of 
said  Association  to  be  in  favor  of  every 


legitimate  effort  that  can  possibly  be  put 
forth  at  once  in  assisting  the  financing  of 
said  railroads,  and,  be  it  further 

"Resolved,  That  the  said  Board  of  Di- 
rectors of  said  Milwaukee  Association  of 
Commerce  emphatically  endorse  and  de- 
clares its  belief  in  the  necessity  of  ad- 
vancing railroad  freight  rates  in  order  that 
said  railroads  may  be  operated  upon  a  busi- 
ness basis,  commensurate  with  the  condition 
and  time  and  the  service  that  they  expect 
to  render." 

I  am  certain  it  will  be  surprising  to  you 
gentlemen  to  know  that  in  order  to  obtain 
capital  necessary  to  provide  facilities  which 
cannot  be  loneer  deferred,  such  railroads  as 
the  New  York  Central,  Pennsylvania, 
Northern  Pacific  and  Louisville  &  Nash- 
ville were  compelled  to  pay  an  interest  rate 
in  excess  of  ll/2  oer  cent.  Other  railroads 
have  been  compelled  to  pay  even  a  higher 
rate  of  interest. 

This  condition  is  in  a  great  measure 
brought  about  by  the  fact  that  the  railroad 
securities  are  no  longer  attractive  jnvest- 
ments,  and  in  order  to  overcome  this  con- 
dition and  attract  monev,  it  will  be  neces- 
sary for  railroads  to  pay  a  reasonable  re- 
turn on  the  capital  invested  under  which 
circumstances  a  sufficient  amount  of  money 
will  become  available  for  investment  in 
su^h  securities. 

You,  of  course,  are  all  aware  of  the  re- 
cent congestion  and  delav  to  traffic  brought 
about  bv  the  unauthorized  strike,  and  no 
doubt  have  kent  in  close  touch  with  the. 
situation  as  renorted  bv  the  press  from 
day  to  dav.  The  condition  is  improving, 
th*»  grand  officers  of  the  organizations  with 
whVh  the  railroad*;  hold  contracts  have  ren- 
dered verv  valuable  sendee  together  with  as 
ma^v  of  the  local  officers  as  co"M  be 
snared  from  various  points  on  the  different 
railroads. 

The  pronositton  has  been  handled  in  a 
verv  capable  manner,  and  it  is  expected  that 
conditions  will  be  normal  within  a  few  days. 
This  strike  cost  $6,000,000  per  day.^ 

There  is  an  avenue  through  which  our 
friends  and  patrons  can  materially  aid  us  in 
increasing  the  efficiency  of  our  service.  (I 
sometimes  believe  when  looking  over  our 
local  situation  that  they  do  not  realize  to 
what  extent  the  delay  of  a  car  one  day 
affects  the  car  supply.)  Of  the  2,500,000 
freight  train  cars  12  per  cent  of  their  time 
is  consumed  loading  and  unloading.  If 
each  car  were  'oaded  or  unloaded  one 
hour  quicker  such  a  saving  in  time  wo"'^ 
be  the  equivalent  of  having  100.000  addi- 
tional freight  train  cars  in  service.  To  in- 
crease the  load  of  each  freight  train  car  two 
tons  would  be  the  equivalent  to  having  150,- 
000  freight  train  cars  immediately  available, 
or  the  adoption  of  both  plans  would  result 
in  increasing  the  freight  train  car  equipment 
the  equivalent  of  250,000  freight  train  cars. 


34 


ILLINOIS    CENTRAL    MAGAZINE 


The  system  with  which  I  have  the  honor 
of  being  connected,  and  which  is  endeav- 
oring to  serve  you  to  the  best  of  its  ability 
consists  of  7,500  miles  of  railroad,  its  equip- 
ment consists  of  1,300  locomotives  1,675 
passenger  train  cars  and  71,500  freight  train 
cars.  To  operate  this  plant  requires  65,000 
employes.  It  reaches  from  the  Gulf  of 
Mexico  to  the  Great  Lakes  and  from  thence 
to  Omaha,  St.  Louis,  Birmingham,  Indian- 
apolis and  intermediate  points.  It  touches 
twelve  states  and  that  particular  portion  of 
the  line  which  serves  you  locally,  I  believe 
I  can  say  without  being  questioned  is  the 
"PRIDE  OF  THE  VALLEY." 

The  passenger  train  service  is  the  best 
we  can  give,  and  is  above  the  average.  The 
freight  train  and  other  service  is  receiving 
constant  attention  and  supervision,  not  only 
with  a  view  of  keeping  it  at  its  present  high 
standard,  but  of  making  it  better  wherever 
and  whenever  that  can  be  done. 

We  are  improving  the  tracks  and  the 
bridges,  etc.,  we  are  laying  heavier  rail  as 
rapidly  as  it  can  be^procured;  we  are  mak- 
ing other  improvements  and  betterments 
as  rapidly  as  possible.  The  system  has 


recently  purchased  fifty  additional  freight 
and  twenty-five  additional  passenger  loco- 
motives of  the  most  modern  type,  and  is 
anticipating  the  purchase  of  fifty  additional 
passenger  train  cars  and  several  thousand 
freight  train  cars,  and  while  we  have  on 
our  rails  at  present  only  about  90  per  cent 
of  our  ownership  of  freight  train  cars,  we 
expect  to  soon  have  the  100  per  cent  which 
is  rightfully  due  us.  With  these  additions 
to  our  equipment  you  can  readily  see  thai 
we  will  be  in  position  to  serve  you  in  a 
more  efficient  and  satisfactory  manner. 

The  management  of  this  railroad  has 
always  felt  a  deep  interest  in  the  develop- 
ment of  the  Delta  and  its  officers  and  em- 
ployes have  always  taken  a  pride  in  calling 
the  attention  of  those  not  familiar,  to  the 
fact  that  the  agricultural  lands  of  the  Delta 
are  the  equal  if  not  the  superior  of  any 
existing  in  the  world. 

And,  in  conclusion,  I  wish  to  beg,  your 
indulgence  for  a  sufficient  length  of  time 
to  read  a  brief  address  delivered  by  our 
president,  Mr.  Charles  H.  Markham,  before 
the  Transportation  Club  of  Louisville,  Ky., 
at  Louisville,  on  April  28th,  of  this  year. 


ILLINOIS    CENTRAL    MAGAZINE 


35 


Farming,  near  Clinton  Illinois 


Office   of 
Chairman,  General  Safety  Committee 

Safety  Then  ana  Now 

April  10th,  1864,  the  Chicago  Inter  Ocean  had  the  follow- 
ing news  item: 

"Probably  the  handsomest  train  of  cars  which  has  ever  been 
in  Chicago  is  that  which  was  brought  from  Illinois  Central  car 
works  yesterday,  and  leaves  for  Cairo  this  evening.  The  pas- 
senger cars  are  fifty-two  feet  long  and  the  sleeping  car  fifty- 
nine  feet.  The  seven  cars  cost  fully  thirty-thousand  dollars." 

There  may  be  some  who  can  remember  this  occasion. 

Every  Safety  device  then  known  was  used  in  their  construc- 
tion, and  the  publicity  of  this  train  excited  a  rivalry  between 
railroads  endeavoring  to  eclipse  this  train  in  splendor  and  com- 
fort, and  at  same  time  the  Safety  question  was  advanced  by 
the  application  of  additional  Safety  devices  which  necessity 
created. 

With  this  rivalry  came  the  automatic  coupler,  the  power 
brake  and  the  evolution  of  Safety  was  rapid. 

From  wood  to  steel  equipment  was  a  long  step,  but  steel 
finally  won  the  day,  and  absolute  Safety  to  the  traveling  pub- 
lic-as  well  as  employes  was  assured. 

The  insistent  demand  for  further  Safety  has  brought  out 
the  Safety  Bureau  of  Railroads  and  created  the  human  inter- 
ests of  conservation  of  mankind. 

Could  there  be  a  better  illustration  made  than  the  use  of 
power  brakes,  automatic  couplers,  electric  lighting,  steam  heat 
and  many  other  minor  Safety  devices  which  this  earlier  train 
was  devoid  of? 

Think  it  over  and  see  if  not  the  Safety  movement  is  worthy 
of  your  very  earnest  co-operation. 

Safety  Always! 


Illinois  Central  Railroad  Company 

The  Yazoo  and  Mississippi  Valley  Railroad  Committee 

Office  of  Chairman,  General  Safety  Committee 

According  to  Interstate  Commerce  Bulletin  No.  73  for 
quarter  ending  September  30th,  1919  and  1918  just  received, 
shows  following  accidents  on  Steam  Railroads  in  the  United 
States : 

Employes  On  Duty  (Trainmen) : 

1919  1918 

Killed 264  403 

Injured  8,957  10,770 

Other  Employes : 

Killed 145  284 

Injured 911  1,013 

Employes  Not  On  Duty: 

Killed 17  32 

Injured 80  144 

Total  Killed 426  719 

Total  Injured 9,885  11,927 

Showing      decrease  of  293  killed  and  2,042  injured. 
Recapitulation  of  all  accidents  classified  as  follows: 

"Trespassers,  Employes  on  duty,  Employes  not  on  duty, 
Passengers,  persons  carried  under  contract,  other  Non-Tres- 
passers." 

1919  1918 
Total  Trespassers: 

Killed 631  868 

Injured 720  783 

Non-Trespassers : 

Killed 1,132  1,561 

Injured 14,018  15,663 

Total  Persons  Killed 1,763  2,429 

Total  Persons  Injured 14,738  16,446 

Showing  decrease  of  666  killed  and  1,708  injured. 


Service  to  Others  Departments 

By  F.  L.  Rhynders,  Division"jStorekeeper,  Freeport 


The  service  rendered  to  other  depart- 
ments is  a  subject  in  which  the  Store  De- 
partment is  vitally  interested.  Much 
thought  has  already  been  expended  along 
these  lines  and  means  to  this  end  are  con- 
tinually being  developed  to  keep  in  close 
touch  with  the  material  situation  at  all 
times,  both  as  to  the  demand  and  available 
supply. 

It  is  the  duty  of  the  Division  Storekeeper 
to  study  closely  the  requirements  of  the 
other  departments  served  and  to  have  the 
necessary  material  on  hand  when  required, 
so  that  work  will  not  be  delayed.  In  order 
that  he  may  do  this  it  is  necessary  for  other 
departments  to  anticipate  their  wants  far 
enough  in  advance,  for  special  material 
other  than  staple  stock,  and  notify  the 
storekeeper  in  ample  time  to  make  arrange- 
ments for  the  purchasing  of  the  required 
material  and  assembling  at  the  storehouse. 
If  this  is  done  the  storekeeper  will  in  most 
cases  be  able  to  furnish  material  in  time 
to  prevent  delay. 

On  the  other  hand,  it  is  of  great  impor- 
tance that  the  storekeeper  is  not  called  upon 
to  order  material  that  will  not  be  used  when 
furnished,  as  items  of  this  character  have  a 
serious  effect  on  the  stock  balances  as  re- 
flected by  the  balance  sheets,  and  give  the 
appearance  of  an  over  stock  where  in  reality 
there  may  be  a  serious  shortage  of  neces- 
sary items. 

The  Roadway  Department  in  particular 
should  watch  closely  the  amount  of  material 
ordered  to  be  shipped  from  the  storehouse 
out  on  the  line  of  road  in  advance  of  the 


dates  when  it  will  be  put  into  use.  It  some- 
times happens  that  material  is  shipped  from 
a  storehouse  or  received  direct  from  the 
manufacturers  at  some  point  on  the  line 
and  owing  to  some  change  in  the  original 
plan  is  allowed  to  remain  on  hand  for  sev- 
eral months,  during  which  time  such  items 
as  lime,  cement,  plaster,  finished  lumber, 
etc.,  are  liable  to  deteriorate  rapidly,  to  say 
nothing  of  the  additional  expense  entailed 
in  protecting  it  from  loss  by  fire,  or  theft. 
In  my  opinion,  the  place  for  material  until 
required  is  at  the  storehouse  and  that  the 
line '  of  road  should  be  kept  as  free  from 
material  as  possible. 

'The  monthly  supply  train,  which  is  run 
over  the  divisions  each  month  is  of  great 
service  to  the  Sections,  Signal,  Water 
Works,  and  Transportation  Departments, 
in  delivering  supplies  direct  to  the  point 
at  which  it  is  expected  to  use  them. 

The  other  departments  interested  can 
make  the  supply  train  of  even  greater  value 
by  assisting  in  running  the  cars  on  sched- 
ule time,  so  that  the  various  gangs,  as  well 
as  the  station  agents  will  be  on  hand  to 
receive  supplies  when  cars  run  over  their 
districts. 

Division  offices  can  assist  materially 
along  this  line  by  being  careful  to  see  that 
the  Supply  Car  Sheets  are  properly  made 
out;  that  all  material  required  is  shown, 
and  that  it  is  properly  specified  in  order 
that  there  will  be  no  trouble  in  filling  the 
order,  and  by  doing  this  they  will  insure 
to  the  parties  receiving  it  the  proper  class 
of  material. 


Things  We  Should  and  Should  Not  Do 


Why  not  NOW. 

Now  is  the  time  to  paint  gutters.  You 
will  save  money  by  doing  it  NOW. 

Do  you  realize  the  serious  car  shortage? 
If  not  you  must  be  asleep.  Assist  in  un- 
loading cars. 

Help  avoid  personal  injuries,  by  suggest- 
ing something  to  the  Safety  Committee. 


Keep  journals  or  axles  painted  or  leaded 
if  not  going  to  be  used,  immediately. 

Keep  corners,  lockers,  etc.,  clean;  this 
will  prevent  a  fire. 

Load  cars  of  Company  material  to  full 
tonnage. 

Move  yourself  and  others  will  move  with 
you. 


38 


ILLINOIS    CENTRAL    MAGAZINE 


39 


Are  you  guilty  of  back  hauling  cars?  If 
so,  eliminate  at  once. 

Supervision  should  take  the  advantage  of 
every  movement.  Save  time.  This  will 
help,  the  shortage  of  labor. 

Why  try  to  mount  a  moving  train.  It 
generally  stops  at  the  station  and  will  allow 
you  time  to  get  on. 


Help   yourself   and   others   will   help   you. 

Let  everyone  help  to  increase  the  car 
mileage.  This  can  only  be  done  by  releas- 
ing cars  promptly  and  keeping  them  mov- 
ing. 

Passing  the  responsibility  will  not  get 
results. 

Good-bye.     Will  see  you  in  August  issue. 


Improving  the  Appearance  of  Locomotives 

By  S.  R.  Mauldin,  Master  Mechanic,  Water  Valley,  Miss 


Can  the  appearance  of  our  locomotives  be 
improved?  Well  there  is  always  room  for 
improvement,  no  matter  how  small. 

Assuming  that  everyone  connected  with  a 
railroad  (many  that  are  not)  and  particu- 
larly those  in  the  Mechanical  Departments, 
who  have  to  do  with  the  repairing  and  care 
of  them,  enjoy  seeing  a  locomotive  at  work 
that  is  mechanically  perfect  and  presenting  a 
neat,  clean  appearance. 

A  locomotive  may  be  perfect  mechanically 
insofar  as  developing  the  power  that  is  re- 
quired to  perform  the  work  to  which  as- 
signed, and  still  not  have  that  trim,  neat 
appearance  which  is  so  much  desired  by  those 
who  are  interested  in  the  care  and  upkeep 
of  the  motive  power  on  the  railroads. 

As  a  rule  when  locomotives  are  received 
from  the  builders  an  inspection  would  de- 
velop that  care  had  been  used  to  give  them 
a  neat  appearance  by  having  all  bolts  in 
frames,  cylinders  and  other  parts,  correct 
lengths  not  extending  irregular  lengths  through 
the  nuts;  all  cotter  keys  correct  size  and 
length  (too  often  cotter  keys  too  small  for 
holes  and  too  long  are  used)  all  pipes  care- 
fully shaped  and  correctly  clamped  and  that 
all  machine  bolts  in  running  boards  and  cabs 
are  trimmed  off  flush  with  nuts  or  are  cor- 
rect length  when  applied :  also  all  appliance 
and  fittings  are  installed  with  an  idea  of  neat- 
ness and  good  appearance. 

Of  course  a  locomotive  repair  shop  could 
not  be  compared  with  a  shop  that  build  new 
locomotives  only,  but  if  we  would  have  the 
locomotives  which  are  repaired  at  prese'nt  a 
neat,  trim  appearance  it  is  necessary  that  the 
repair  shop  organization  be  trained  to  make 
a  special  effort  to  have  all  parts  of  the 


machine  so  assembled  that  when  repairs  are 
completed,  it  will  have  a  finished  appearance. 

Before  paint  is  applied  the  different  parts 
should  be  carefully  cleaned  and  rough  sur- 
faces of  castings  made  smooth  by  use  of 
proper  filler,  ajl  burrs  removed  from  various 
castings  and  forgings  for  the  reason  that  the 
job  of  painting  will  not  only  have  a  better 
appearance  but  when  necessary  to  clean  later 
on,  that  the  cleaning  can  be  done  with  less 
effort  and  the  waste  used  will  not  catch  as 
it  would  on  the  rough  surfaces  of  castings 
or  burrs  which  were  not  removed  as  the  work 
was  assembled. 

The  fact  should  not  be  lost  sight  of  when 
completing  repairs  on  a  locomotive  to  have 
the  machinery  and  appliances  have  a  neat, 
finished  appearance  and  then  the  painters  re- 
quired to  carefully  clean  the  surfaces,  apply 
the  paint  and  varnish  carefully  in  order  that 
the  job  will  be  lasting  (too  much  attention 
cannot  be  given  to  cleaning  before  paint  is 
applied). 

When  the  locomotives  have  been  repaired 
and  turned  over  to  the  enginehouse  organi- 
zation to  be  placed  in  service,  it  will  present 
a  good  appearance  for  months  to  come  if 
given  the  same  careful  attention  it  received 
while  undergoing  repairs,  if  the  enginehouse 
organization  has  been  trained  to  have  due 
respect  for  the  appearance  of  the  locomo- 
tives operating  or  assigned  their  respective 
shops,  calling  attention  that  often  times  in  a 
hurry  (and  many  times  when  they  are  not) 
many  good  workmen  damage  the  appearance 
of  the  particular  part  they  are  working  on 
by  using  hammers  in  a  way  that  scar  the 
metal,  such  as  driving  a  clevis  end  side  rod 
with  sledge,  to  separate  from  other  rod, 


40 


ILLINOIS    CENTRAL    MAGAZINE 


striking  crosshead  on  boss  at  crosshead  fit 
when  disconnecting  from  piston  rod,  loosen- 
ing and  tightening  nuts  with  hammer  and 
chisel  and  other  methods  which  are  familiar 
to  all  mechanics  and  which  practices  are 
prevalent  more  or  less  in  all  enginehouses. 

As  much  care  should  be  given  to  cleaning 
after  each  trip  as  is  given  to  the  repairing 
but  at  some  points  (not  on  Illinois  Central?) 
it  seems  to  be  the  idea  that  while  the  repairs 
are  necessary  the  cleaning  is  not,  conse- 
quently the  locomotives  become  dirty  which 
causes  the  machinery  to  wear  before  it  should, 
prevents  good  inspection  and  to  some  extent 


causes  enginemen  to  complain  and  if  not  cor- 
rected, careless  in  their  duties^  oiling,  etc. 

Special  mention  so  far  as  to  the  care  of 
the  locomotive  tenders  has  been  omitted. 
Well  it  should  receive  the  same  care  and  at- 
tention as  the  locomotive  proper.  The  loco- 
motive as  a  whole  will  not  look  as  it  should 
if  the  tender  cistern,  frames  and  trucks  have 
not  been  cleaned. 

Before  deciding  as  to  the  condition  of  a 
locomotive  so  far  as  cleanliness  is  concerned, 
be  sure  that  all  machinery  underneath  has 
been  given  same  careful  attention  as  the  parts 
on  outside  which  can  be  cleaned  with  less 
effort. 


A  Man  and  His  Tools 


One  of  the  distinguishing  mark's  of  a  good 
mechanic  is  the  care  he  gives  his  tools  and 
his  pride  in  their  assortment  and  condition, 
and  the  fact  that  the  number  of  such  mechan- 
ics in  the  United  States  has  increased  very 
rapidly  is  shown  by  a  statement  recently  is- 
sured  by  the  Union  Tool  Chest  Company, 
of  Rochester,  N.  Y.,  a  company  devoted  to 
the  manufacture  of  oak  and  leather-covered 
tool  chests  for  machinists,  tool-makers,  and 
utility  chests  for  home  and  garage  use,  and  to 
meet  the  needs  of  all  workmen  who  are 
anxious  to  protect  their  tools  from  loss 
through  carelessness  or  theft. 

This  company  recently  stated  that  al- 
though the  capacity  of  their  plant  has  been 


doubled  within  the  last  year,  and  that  over  a 
hundred  men  are  now  engaged  solely  in  the 
manufacture  of  tool  chests,  it  has  been  im- 
possible to  keep  up  with  the  demand,  a  de- 
mand that  comes  not  only  from  metal  work- 
ing centers,  but  from  all  parts  of  the  United 
States. 

This  is  thought  to  be  traceable  directly  to 
two  causes :  first,  the  training  in  independent 
thinking  that  the  average  workingman  has 
received  during  the  last  few  years,  serving  to 
teach  him  that  no  matter  what  his  employ- 
ment, as  an  individual  he  is  a  business  man, 
with  his  tools  and  his  knowledge  as  a  stock 
in  trade,  and  second,  to  the  ever-increasing 
cost  and  value  of  good  tools. 


Courtesy  and  Attention  to  the  Comfort  of  the  Com- 
pany's Patrons  is  A  Powerful  Business  Builder 


On  another  page  of  this  issue  will  be 
found  the  announcement  of  the  appoint- 
ment of  Mr.  E.  H.  Baker  to  the  position  of 
Supervisor  of  Passenger  Service  Employes. 

It  is  a  fact  that  cannot  be  controverted 
that  considerate  treatment  of  our  patrons 
by  employes,  who  in  the  performance  of 
their  duties  come  in  contact  with  them,  is 
the  quickest  and  surest  way  of  making  last- 
ing friends  for  the  Company. 

The    Illinois    Central    Railroad    and    con- 


trolled lines  already  have  an  enviable  repu- 
tation in  this  respect,  but  it  is  hoped  that 
under  the  skillful  guidance  of  Mr.  Baker 
all  employes  will  co-operate  and  aid  in  the 
establishing  of  a  reputation  second  to  no 
line  in  the  United  States. 

Our  slogan  should  and  doubtless  will  be, 
Good  Service,  Kindly  Solicitude  for  the 
Comfort  of  all  Passengers.  In  fact,  such 
uniformly  considerate  treatment  as  will 
make  every  passenger  who  uses  our  facil- 
ities a  satisfied  passenger. 


It  is  not  tne  Science  OT  curingDisease  so  much  as  me  prevention  of  it 

mat  produces  trie  greatest  good  to  Humanity.  One  of  trie  most  important 

duties  of  a  Healtn  Department  should  be  tne  educational  service 

A     A     A     A  teacfung  people  now  to  live   A     A     A     A 

Tobacco 


This  plant  should  be  considered  as  a  drug, 
inasmuch  as  it  exerts  a  depressing  action 
upon  the  heart  and  nervous  system.  The 
leaves  of  the  tobacco  plant  are  dried  and, 
with  or  without  further  treatment,  are  burned 
or  chewed  for  the  effects  produced  upon  the 
system  of  the  user. 

The  usual  effect  produced  is  exerted  prin- 
cipally upon  the  mentality  of  the  user,  and  , 
consists  in  a  stimulation  of  the  cerebral  pow- 
ers and  certain  pleasant  tastes,  which  latter 
come  largely  from  the  artificial  flavoring  ma- 
terials which  are  used  in  the  preparation  of 
tobacco  for  the  market.  Tobacco  produces  a 
soothing  effect  upon  the  nervous  system  and 
primarily  stimulates  the  heart;  this  stimula- 
tion is  of  short  duration  and  is  followed  by 
depression  which  in  turn,  if  the  habit  is  kept 
up,  is  followed  by  weakened  and  irregular 
heart  action. 

The  plant  is  to  be  looked  upon  as  a  nar- 
cotic and  classed  with  the  bromides,  opium 
and  other  drugs  producing  stupor  and  un- 
consciousness, remembering,  however,  that 
small  doses  produce  a  soothing  action  and 
sense  of  well  being.  The  narcotic  action  is 
exerted  upon  the  brain.  Upon  the  circulation 
a  slowing  and  strengthening  effect  is  first  ob- 
servable, this  being  accompanied  by  a  con- 
traction of  the  blood  vessels.  This  effect  is 
soon  followed  by  depression,  increased  fre- 
quency of  the  heart  and  dilitation  of  the  blood 
vessels.  Action  is  followed  by  reaction  and 
long  after  the  influence  just  described  has 
worn  off  there  exists  a  period  of  nervous 
irritation  and  instability.  This  is  the  "morn- 
ing after"  phenomenon  as  soon  after  a  period 
of  excessive  smoking  or  when  the  habit  is 
suddenly  stopped. 

The  ill  effects  of  the  abuse  of  tobacco  are 
well  established  and  are  briefly  as  follows : 

(1)  Disturbance  of  the  circulation.  This 
is  more  commonly  evidenced  by  pain  around 
the  heart  and  a  feeling  of  fluttering  or  beat- 
ing in  this  region,  with  shortness  of  breath 
on  exertion  and  rapid  irregular  pulse.  In 
some  cases  the  pulse  may  be  slow  and  the 
blood  pressure  unusually  low. 

41 


(2)  Disturbance    of    the    nervous    system, 
headaches,   dizziness   and   a  tremulous   condi- 
tion of  the  hands  are  often  observed.    Lack 
of  energy  and  ambition,  together  with  nerv- 
ous irritability  and  depression,  result  from  the 
overuse  of  tobacco. 

(3)  Various  forms  of  indigestion  may  be 
occasioned  by  excessive  smoking,  particularly 
that  accompanied  by  increased  acidity  of  the 
stomach  and  heart-burn. 

(4)  The     paralyzing     action     on     special 
nerves.    This    is    occasionally   seen    in  partial 
blindness    or    deafness,    owing    to    the    direct 
action  of  tobacco  on  the  nerves  of  sight  and 
hearing.    In   this   form   of  blindness  the   pa- 
tient can  see  better  in  a  dim  light. 

(5)  Local   action   of   tobacco  smoke.    To- 
bacco smoke  irritates  the  throat  and  also  the 
eustachian    tubes,    which    latter    connect    the 
upper  part  of  the  throat  with  the  middle  ear. 
In  this  way  deafness  from  catarrh  of  the  mid- 
dle ear   is   not  infrequently  produced  by  ex- 
cessive smoking. 

Inhalation  of  tobacco  smoke  is  one  of  the 
worst  evils  of  the  habit  to  be  encountered, 
being  most  often  met  with  in  young  men  and 
youths  who  have  just  taken  up  the  smoking 
habit.  The  hot  acrid  smoke  is  drawn  down 
into  the  lungs  and  then  breathed  out  again, 
technically  called  "taking  a  drag"  and  is  at 
first  followed  by  a  period  of  transitory  dizzi- 
ness, which,  as  the  pernicious  habit  is  further 
indulged  in,  becomes  less  noticeable  and  final- 
ly disappears.  Were  this  the  only  bad  effect 
noticeable  the  offense  might  be  condoned,  but 
there  is  a  remote  effect  which  persists  for  a 
lifetime  and  is  shown  by  bronchial  irritation 
and  cough,  caused  by  the  production  of  bron- 
chial catarrh  from  the  tobacco  smoke.  This 
catarrh  persists  and  is  often  the  foundation 
for  future  lung  troubles,  consumption  being 
among  the  number.  There  is  further  pro- 
duced an  inflammation  of  the  vocal  cords 
from  which  results  a  hoarseness  of  the  voice 
and  difficulty  in  speaking  clearly. 

There  is  sometimes  the  formation  of  "white 
spots"  or  patches  upon  the  tongue  and  insides 
of  the  cheeks ;  these  spots  are  prone  to  be- 


42  ILLINOIS    CENTRAL    MAGAZINE 

cqme   the    future  starting  point  of  cancerous  aggregate  than  that  from  cocaine  and  opium 

growth    unless    smoking    is    stopped    and    ap-  and  that  "nothing  else  at  the  present  time  is 

propriate    treatment    begun.     Cancer    of    the  contributing  so  surely  to  the  degeneration  of 

lower    lip,    seen    almost    wholly    in    men,    is  mankind   as  tobacco." 

thought  to  be  due  to  the  pressure  of  the  pipe  Now  a  few  words  as  to  the  composition  of 

stem.     While  it  is  true  that  these  radical  and  tobacco  and   the  effects   of   different  methods 

extreme  troubles  are  not  of   frequent  occur-  of  usjng  ft. 

rence  among  smokers,  yet.  in  the  aggregate,  ,,,,        ,  .  r           ...        .    .                ,    ,, 

there  are  great  numbers  of  such  cases.     The  The    chief    constituent   is   one   of   the   most. 

disorders  caused  by  tobacco  are  usually  cured  P™erful  PO1SO"S  known  and  is  called  nicotin ; 

by  complete  abstention  from  its  use,  by  living  *  »  an  oily   colorless   pungent,  volatile  liquid, 

in  a  healthy  manner  and  with  plenty  of  out-  existing  to  ^extent  of  from  one  to  seven 

door  exercise,  good  food  and  sufficient  sleep.  per 

It  has  been  found  that  students  at  Yale  and  Cigarette   smoke   contains   the   least  nicotin, 

Amherst   who  used   tobacco   were   stunted    in  P'Pe  the  most  and  cigars  occupy  an  intermedi- 

height,    weight    and    chest    measurement    as  ate  Place-    ;£igars,  should  not  be  smoked  when 

compared  with  non-smokers.     An  authority  at  damp    or    "fresh"    inasmuch    as    it    has    been 

Columbia  College  concluded,  after  careful  in-  found  that  the  nicotin  volatilizes  in  the  damp 

vestigation  and  comparative  observation,  that  area  behind  the  fire  and  is  inhaled  with  the 

the   use  of  tobacco  among  students   leads  to  smoke. 

idleness,    lack    of    application,    ambition    and  Chewing  extracts  the  maximum  of  tobacco 

scholarship.  constituents  and,  therefore,  the  chewer  who  is 

Charles  B.  Towns,  the  most  noted  special-  a  profuse  spitter,  is  protecting  himself   from 

ist  on  drug  habits  in  this  country,  insists  that  at  least  a  part  of  the  poisonous  contents  of 

the  harm   done  by  tobacco  is   greater   in   the  tobacco. 


Employes  Are  Reaping  the  Benefit  of  the  Hospital 

Department  and  Are  Very  Appreciative 

of  Attention  Received 

Fellow   Employes: — 

Having  heard  so  much  pro  and  con  relative  to  the  Illinois  Central  Hospital,  Chicago, 
I  feel  that  it  is  a  duty  to  you  and  myself  that  I  write  a  word  in  reference  to  "same, 
and  especially  as  my  inclination  does  not  come  altogether  from  hearsay,  but  from  first 
hand. 

In  so  doing  there  is  nothing  selfish  in  the  motive,  but  these  things  that  I  relate  to 
you  are  those  which  come  to  my  mind  at  this  moment,  after  having  been  anchored 
there  in  the  hospital  for  ten  days.  This  information  also  comes  from  hearing  of 
those  things  which  have  been  done  for  others  and  is  being  done  at  the  present  time 
for  those  now  in  the  hospital,  having  met  with  accident,  sickness,  etc. 

Then,  again,  I  might  be  prompted  to  write  this  as  a  confession,  and  state  that  here- 
tofore I  had  taken  the  Hospital  Department  as  a  mere  matter  of  fact  and  that  I  was 
interested  in  it  to  the  amount  of  the  50c  per  month  that  I  contributed,  and  this  was 
my  interest,  nothing  more  and  nothing  less.  This  position  was  false  absolutely,  and 
yet  I,  like  many  other  employes,  did  not  know  it.  I  did  not  feel  that  the  Hospital 
Department  was  important  to  me,  because  I  had  not  yet  learned  the  great  benefit  that 
it  could  bring  in  the  time  of  serious  need. 

Feeling  that  there  are  many  laboring  under  the  same  false  impression — that  they 
have  no  personal  interest  in  the  Hospital  Department,  and  are  not  interested  except 
that  they  contribute  monthly  to  it,  brings  forth  the  paramount  desire  within  me,  that 
I  write  at  least  a  few  words  concerning  the  Hospital  Department. 

It  is  for  the  benefit  o,f  those  who  heretofore  have  given  this  great  cause  little  or 
no  thought,  as  well  as  for  those  who  may  have  formed  an  opinion  not  in  accord  of 
appreciation  of  the  Hospital  Department. 

"Our  Hospital"  (I  say  "Our  Hospital".  Why?  If  not  ours,  to  whom  does  it  be- 
long?) ^'Our  Hospital"  is  located  between  57th  and  58th  Streets  on  Stony  Island 
Avenue,  overlooking  beautiful  Jackson  Park  and  Lake  Michigan.  No  smoke,  no  dust, 
clean,  cool  and  beautiful.  Jackson  Park  is  -really  the  front  yard  of  "Our  Hospital" 
and  its  location  is  ideal  for  the  purpose  of  treating  and  curing  the  sick  and  injured. 

The  building  itself,  a  four  story  stone  and  brick  structure,  is  used  for  offices,  labora- 
tories, X-ray  and  other  special  department  rooms,  where  you  can  be  given  attention 


ILLINOIS    CENTRAL    MAGAZINE  43 

by  a  specialist  on  any  ailments  of  the  human  body  or  mind  known  to  the  medical  pro- 
fession. It  is  said  that  the  mechano-therapeutics  at  this  hospital  are  superior  to  that 
given  in  any  other  hospital  in  the  country,  that  in  fact  every  attention  given  is  that  of 
a  specialist  and  all  thaj  .could  be  obtained  regardless  of  wealth.  The  fourth  floor  has 
a  sun  parlor,  roof  garden,  rest  room,  billiard  and  smoking  room,  where  all  the  com- 
forts that  can  be  furnished  are  there  for  the  benefit  of  those  able  to  be  moved  from 
their  beds. 

I  would  like  to  make  it  clear  that  the  services  rendered  to  any  employe  receiving 
treatment  comes  from  those  who  rank  from  the  very  height  of  his  profession.  The 
Consulting  Staff  is  made  up  of  famous  specialists,  many  of  them  considered  as  the 
world's  best.  The  active  members  of  the  Staff  of  Surgeons  are  especially  capable  and 
entitled  to  and  deserve  our  most  complete  confidence. 

Now,  in  conclusion,  there  is  the  House  Staff,  which  is  made  up  of  capable,  whole- 
souled,  considerate  young  men,  ever  on  the  watch  for  a  turn  in  the  condition  of  the 
patient,  and  interested  in  the  care  of  all  who  enter  therein. 

We  are  now  brought  up  to  those  who  offer  so  much  for  mankind  and  receive  so 
little  in  return.  It  is  they  who  have  sacrificed  so  much;  it  is  they  who  in  reality  care 
for  you  when  left  for  recovery.  It  is  they  who  watch  you  while  you  try  to  sleep;  to 
whom  you  call  at  night  and  day  to  satisfy  your  needs  and  wishes — the  NURSES.  For 
them  I  would  like  to  see  built  on  the  hospital  grounds  a  suitable  home,  where  they 
may  be  furnished  with  all  the  comforts  and  necessities  of  a  real  home,  which  is  so 
honestly  due  them.  There  is  nothing  too  good  for  them,  and  only  the  sick  and 
afflicted  know  their  real  worth. 

Now,  my  dear  reader,  if  I  fail  to  make  clear  to  you  that  your  50c  a  month  is  going 
to  one  of  the  greatest  causes,  that  you  are  most  vitally  interested  in  this  good  work, 
and  that  it  is  a  work  greater  than  any  other  department  connected  with  our  company, 
I  am  indeed  sorry. 

And  leave  this  question  with  you  as  food  for  thought.  Were  it  the  misfortune  of 
your  father,  your  brother,  sister,  yourself  or  your  son,  to  be  seriously  injured  and 
necessary  for  them  to  be  sent  to  a  hospital,  would  it  not  be  most  gratifying  for  you 
to  be  able  to  send  them  to  an 'institution  that  bears  the  reputation  of  having  the  ablest 
surgeons  that  money  can  obtain,  and  to  know  in  advance  that  the  bill  has  already 
been  paid?  You  have  that  in  the  Illinois  Central  Hospital  Department,  all  in  full 
round  measure.  (Signed)  N.  R.  Huff.  Foreman, 

East  St.  Louis,  111. 


Dr.  G.  G.  Dowdall,  Chicago,  May  19,  1920. 

Chief  Surgeon, 

Illinois   Central   Railroad   Co., 

Chicago,  Ilinois. 

Dear  Doctor: — 

I  wish  to  thank  you  and  members  of  your  Staff  for  the  kindness  shown  me  during 
my  recent  illness  extending  over  several  months.  I  was  indeed  very  pleased  with 
the  kind  treatment  received  from  the  attending  staff  at  the  hospital,  and  likewise  through 
your  Local  Surgeon.  . 

I  can  highly  recommend  the  treatment  received  to  all  of  my  fellow  employes  in 
the  Shops  of  the  Illinois  Central  Railroad  Company,  Chicago,  111.  Since  I  have 
returned  to  work  I  am  glad  to  say  that  I  have  enjoyed  excellent  health,  and  am  feeling 
greatly  benefited  by  the  scientific  treatment  which  you  all  extended  to  me  during 
my  illness. 

With  very  best  wishes  for  the  welfare  of  the  Hospital  Department,  of  which  I 
am  glad  to  be  a  member,  I  remain, 

Very  truly  yours, 

(Signed)  Geo.   C.   Potts, 

Machinist, 
Burnside   Shops,     Chicago,   111. 


44  ILLINOIS    CENTRAL    MAGAZINE 

ILLINOIS  CENTRAL  RAILROAD  COMPANY, 
THE  YAZOO  &  MISSISSIPPI  VALLEY  RAILROAD  COMPANY 

Office  of  the  General  Manager 

Chicago,   June   15,   1920. 
To  All  Concerned: 

Uniformity  of  practice  and  more  civil  and  polite  dealing  with  our  patrons  is  earnestly 
desired,  which  when  accomplished  will  result  in  patrons  being  better  pleased,  and  em- 
ployes qualifying  for  greater  responsibilities. 

Mr.  E.  H.  Baker,  formerly  Trainmaster  on  the  Illinois  Division  at  Champaign,  has 
been  selected  for  the  position  of  Supervisor  of  Passenger  Service  Employes,  effective 
this  date,  with  headquarters  at  Chicago.  Instructions  from  this  department  will  be  ap- 
plicable to  the  following: 

Station  Agents, 
Station  Baggagemen, 
Station  Ticket  Sellers, 
Station  Gatemen, 
Station  Clerks, 
Dining  Car  Conductors, 
Telegraph  Operators, 
Passenger  Conductors, 
Passenger  Flagmen, 
Passenger  Collectors, 
Passenger  Trainmen, 
Other  Dining  Car  Employes. 

Employes  enumerated  above  will  be  requested  to  attend  meetings  from  time  to 
time,  and  1o  discuss  with  the  Supervisor  methods  to  be  pursued,  to  attain  the  desired 
result.  • 

It  should  be  borne  in  mind  that  the  policy  of  the  Management  is  to  accord  employes 
opportunity  for  self-improvement,  that  they  may  excel  in  the  performance  of  their  duties, 
thereby  bringing  about  more  harmonious  relations  with  the  public. 

A.  E.  CLIFT, 
General  Manager. 

Approved: 

L.  W.  BALDWIN, 

Vice-President. 


A  Thoughtful    Passenger  Deprecates  Careless  Mutil- 
ation of  Railroad  Property 

I  wish  to  give  to  the  readers  of  your  most  dow  sill,  and  did  not  notice  it  apparently 
excellent  magazine,  which  I  sometimes  have  and  went  up  to  the  front  of  the  car,  just 
the  pleasure  of  reading,  and  I  feel  sure  your  behind  the  ladies'  toilet,  which  was  on  the 
Src^frmf  KfV  S  aja  *«  •"«  coming  «o  Ch.cago  and  the  w.naow 
Recently  I  made  a  trip  for  a  short  distance  sill  that  was  badly  cut,  clear  through  the 
on  the  Illinois  Central  as  far  as  Rockford,  several  coats  of  filler  and  varnish  was  about 
111.,  and  on  my  return  I  went  into  car  2159—  the  middle  of  car,  on  the  right  hand  side 
the  smoking  car— and  a  man  who  had  all  the  coming  toward  Chicago,  and  these  cuts  in 
appearances  of  a  gentelman,  came  in  and  that  car  window  sill  will  be  there  until  that 
sat  in  the  seat  in  front  of  me.  We  had  not  car  is  shopped  and  gone  over, 
gotten  out  of  town  when  I  noticed  him  take  What  can  we  expect  of  the  traveling  pub- 
some  papers  out  of  his  coat  pocket,  and  He  when  a  man  with  an  annual  pass  gets  on 
place  them  on  the  window  sill  of  the  car,  a  train  and  proceeds  to  do  as  this  man  did? 
and  it  was  my  impression  he  was  going  to  I  can  state,  however,  that  he  was  not  an 
write,  but  I  soon  discovered  that  he  had  Illinois  Central  employe,  but  from  some 
his  knife  and  was  trimming  the  edge  of  the  other  railroad,  and  I  also  observed  he  had 
papers  he  held  in  his  other  hand.  I  was  quite  a  number  of  annual  passes.  I  do  not 
about  to  speak  to  him  about  it,  when  the  believe  this  was  an  act  of  deliberate  de- 
conductor  came  to  him.  He  shook  hands  struction,  but  where  this  man's  mind  could 
with  the  conductor,  and  I  observed  that  he  have  been  at  this  time  no  one  could  tell,  but 
handed  him  an  annual  card  pass.  The  con-  it  surely  was  an  act  that  called  for  very 
ductor  did  not  see  him  cutting  the  car  win-  sever  reprimand,  if  the  proper  person  could 
Later  the  conductor  came  back  into  the  car,  deliver  same. 


CLEANINGS 

from  me 

CIAIMS  DEPARTMENT 

Jnterosting  -  JVows  •  of-  "Doings  •  of 
Claimants  -  Jn  •  #/zc/  •  (3tf£  •  of-  Court 


The  Noted  Clarksdale  Fire  Case  Against  the  Y.  & 
M.  V.  Won  the  Second  Time 


The  noted  Clarksdale  Compress  fire 
case  was  tried  again  in  Chicago  during 
the  past  month  and  the  Railroad  Com- 
pany secured  a  jury  verdict  in  its  favor, 
the  second  jury  verdict  that  has  been 
secured  by  the  Railroad  Company  in 
this  case.  It  took  two  weeks  to  try 
the  case.  The  suit  was  brought  against 
the  Y.  &  M.  V.  charging  that  on  June 
11,  1911,  sparks  were  negligently  emit- 
ted from  the  stack  of  a  locomotive  of 
the  Y.  &  M.  V.  as  it  passed  the  com- 
press, at  Clarksdale,  Miss.,  and  that 
these  sparks  set  fire  to  the  compress  and 
destroyed  the  building  and  contents,  in- 
cluding 935  bales  of  cotton. 

The  Railroad  Company  brought 
about  fifty  witnesses  from  Clarksdale, 
many  of  whom  were  busily  engaged  in 
the  cultivation  of  cotton  crops.  The 
farmers  for  whom  these  witnesses  were 
working  seriously  objected  to  the  wit- 


nesses going  away  at  this  season  of  the 
year,  and  Louis  Ogilvie,  who  rounded 
up  the  witnesses  for  the  Railroad  Com- 
pany and  brought  them  to  Chicago,  had 
a  lot  of  trouble  in  getting  the  witnesses 
to  consent  to  come,  but  he  had  more 
trouble  in  getting  their  employers  to 
consent  to  allow  them  to  come. 

The  case  was  tried  once  before  in 
Chicago  and  was  reversed  and  remand- 
ed by  the  Illinois  Appellate  Court  be- 
cause the  trial  judge  excluded  the  of- 
fer of  a  statute  in  force  in  Mississippi 
holding  a  railroad  liable  for  damages 
sustained  because  of  a  higher  rate  of 
speed  than  six  miles  an  hour.  On  ac- 
count of  this  alleged  error,  the  Appel- 
late Court  thought  it  was  necessary 
that  the  ordeal  and  expense  of  another 
trial  be  gone  through  with. 

Both  sides  had  a  large  number  of  wit- 
nesses and  the  expense  of  the  trial  was 


45 


46 


ILLINOIS    CENTRAL    MAGAZINE 


substantial.  In  addition  to  the  expense, 
the  witnesses  were  taken  away  from  im- 
portant and  pressing  duties  in  a  time 
of  great  shortage  of  labor  and  there  is 
really  no  telling  what  the  loss  occa- 
sioned by  the  reversal  of  the  jcase 
amounted  to,  and  it  happened  that  the 
second  trial  ended  exactly  as  did  the 
first  trial. 

The  case  was  very  ably  conducted 
for  the  Railroad  Company  by  its  trial 
attorney  at  Chicago,  Mr.  Vernon  W. 
Foster,  and  by  one  of  its  ablest  trial 
attorneys  in  the  South,  Judge  C.  L. 
Sivley,  of  Memphis.  They  are  now 
receiving  the  congratulations  of  their 
friends  upon  their  splendid  victory. 

PERSONAL  DAMAGE  SUITS 
TRIED  FOUR  TIMES  AT  MEM- 
PHIS WITHOUT  DEFINITE  RE- 
SULT 

On  the  morning  of  April  15,  1914,  a 
very  disastrous  automobile  crossing  ac- 
cident occurred  on  what  is  known  as 
the  Horn  Lake  Road  Crossing  of  the 
Y.  &  M.  V.  just  south  of  the  City  of 
Memphis.  In  the  automobile  were  Dr. 
A.  C.  Lewis  and  Dr.  R.  B.  Nelson, 
partners  in  the  practice  of  medicine  and 
eye,  ear  and  throat  specialists.  They 
had  made  an  early  morning  call  on  a 
patient  south  of  Memphis  and  were  re- 
turning to  the  city  and  when  passing 
over  the  crossing  in  question  were 
struck  by  south-bound  passenger  train 
No.  Ill,  Engineer  Buster  Carney.  Dr. 
Nelson  was  fatally  injured  and  Dr. 
Lewis  quite  painfully  hurt.  The  auto- 
mobile, a  new  Chandler  car,  was  to- 
tally demolished.  Dr.*  Nelson  left  a 
wife  and  two  small  children. 

While  the  railroad  crosses  the  high- 
way at  the  Horn  Lake  crossing  at  a 
somewhat  acute  angle  and  there  is  a 
high  bluff  which  obstructs  the  view 
of  travelers  on  the  highway,  still  there 
was  ample  opportunity  to  have  ob- 
served the  approaching  train  had  the 
occupants  looked  when  40  or  50  feet 
from  the  track. 

Suits  were  filed,  one  of  the  best  and 
strongest  law  firms  in  Memphis  being 


retained  and  several  other  prominent 
lawyers  later  associated.  Suits  for  the 
death  of  Dr.  Nelson  and  injury  to  Dr. 
Lewis  have  each  time  been  tried  to- 
gether, in  all  four  trials  being  had.  The 
first  trial  resulted  in  a  verdict  in  favor 
of  the  plaintiffs  in  the  sum  of  $30,- 
000.00  in  the  Dr.  Nelson  case  and 
$2,000.00  in  the  Dr.  Lewis  case.  These 
verdicts  were  set  aside  by  the 
trial  court.  The  second  trial  re- 
sulted in  a  verdict  of  $20,000.00 
in  the  Dr.  Nelson  case  and  $2,500.00 
in  the  Dr.  Lewis  case.  The  trial 
judge  again  set  aside  the  verdicts. 
Appeals  were  then  taken  to  the 
Appellate  and  Supreme  Courts  and  the 
cases  were  returned  for  further  trial. 
A  third  trial  was  had  which  resulted 
in  a  disagreement  by  the  jury,  eight 
being  in  favor  of  returning  a  verdict 
for  the  plaintiff  and  four  in  favor  of 
verdict  for  the  defendants.  The  fourth 
trial  of  this  much-litigated  case  was 
had  at  Memphis  during  the  past  month, 
resulting  in  another  disagreement  by 
the  jury  who  this  time  stood  three  in 
favor  of  the  plaintiff  and  nine  in  favor 
of  the  railroad. 

If  the  tendency  of  the  juries  who 
have  passed  on  these  cases  continues 
in  the  same  direction,  the  next  or  fifth 
trial  should  result  in  a  unanimous  ver- 
dict in  favor  of  the  Railway  and  per- 
haps the  final  disposition  of  these  long- 
drawn-out  lawsuits.  It  is  not  uncom- 
mon to  have  two  trials  of  a  case  and 
occasionally  three,  but  if  these  suits 
should  again  be  tried,  making  five  trials 
in  all,  it  will,  so  far  as  the  writer  re- 
calls, be  the  greatest  number  of  trials 
ever  had  in  a  personal  damage  suit 
against  either  the  Illinois  Central  or 
the  Y.  &  M.  V. 

The  interests  of  the  railroad  have 
been  looked  after  by  the  firm  of  Sivley, 
Evans  &  McCadden  of  Memphis ;  the 
first  trial  being  conducted  by  Mr. 
Thomas  Evans  of  that  firm.  About 
the  time  of  the  second  trial  he  entered 
the  army  and  his  brother,  Mr.  Marion 
G.  Evans,  who  then  became  a  member 
of  the  firm,  undertook  the  defense  of 


ILLINOIS    CENTRAL    MAGAZINE 


47 


the  suit  and  has  conducted  the  last 
three  trials  single-handed,  having  op- 
posed to  him  in  each  trial  not  less  than 
five  prominent  Memphis  attorneys. 

THIRD  CHAPTER  OF  McCUL- 
LER'S  AUTOMOBILE  ACCI- 
DENT AT  MATTSON,  MISS. 

A  couple  of  articles  have  heretofore 
appeared  in  these  columns  about  an 
automobile  accident  at  Mattson,  Miss., 
April  9,  1913,  in  which  Mrs.  J.  F.  Mc- 
Cullers,  her  infant  daughter,  a  Miss 
Stevens,  and  a  colored  nurse  were 
killed.  The  automobile  was  driven  by 
the  grown  daughter  of  Mrs.  McCullers 
who  fortunately  escaped  with  slight  in- 
juries. The  accident  occurred  at  5:15 
p.  m.  The  automobile  was  driven  north 
along  side  the  track  for  half  a  mile  and 
then  turned  on  to  the  crossing  leading 
across  the  track.  The  railroad  track 
was  straight  and  on  a  high  embank- 
ment ;  there  was  not  a  thing  in  the  way 
to  prevent  the  occupants  of  the  ma- 
chine from  seeing  the  approaching 
train  for  over  half  a  mile. 

Attorneys  were  immediately  re- 
tained and  suit  soon  filed  for  the  death 
of  Mrs.  McCuller's  and  the  child,  which 
suit  was  tried  at  the  May,  1919,  term 
of  Court  at  Clarksdale,  Miss.,  resulting 
in  a  verdict  of  $60,000.00.  The  Supreme 
Court  reversed  the  judgment  on  the 
ground  that  the  instructions  given  on 
behalf  of  the  plaintiff  were  erroneous 
and  further  took  occasion  to  say  that 
there  was  but  one  question  in  the  case 
and  that  was  whether  the  bell  was  ring- 
ing on  the  locomotive. 

A  second  trial  was  had  during  the 
month  of  May,  this  year.  Witnesses 
who  testified  on  the  former  trial  for  the 
plaintiff  that  the  bell  was  not  ringing, 
being  introduced  again  by  the  plaintiff 
at  the  recent  trial  testified  that  it  was 
ringing.  The  railway  introduced  sev- 
eral witnesses,  both  employe  and  non- 
employe,  who  testified  that  the  bell 
was  ringing.  Only  one  witness  for  the 
plaintiff  was  clear  and  emphatic  that 
the  bell  did  not  ring,  but  on  the  pre- 
vious trial  he  testified  that  he  was  not 


sure  concerning  it.  The  engine  was 
equipped  with  an  automatic  air  ringer, 
so  that  it  required  no  extra  exertion  on 
the  part  of  either  the  engineer  or  fire- 
man to  ring  the  bell. 

The  law  in  Mississippi  provides  that 
contributory  negligence  shall  not  bar  a 
recovery,  but  that  the  jury  must  miti- 
gate the  damages  to  the  extent  the  neg- 
ligence of  the  injured  parties  contribut- 
ed to  the  accident.  Under  the  undis- 
puted physical  facts  and  the  circum- 
stances proven  no  reasonable  minded 
person  could  say  there  was  not  great 
negligence  on  the  part  of  those  in  the 
machine  in  failing  to  observe  the  ap- 
proaching train.  The  jury  retired  to 
consider  their  verdict.  It  is  reliably 
reported  that  one  juror  wanted  to  give 
$200,000.00,  the  full  amount  sued  for; 
four  voted  for  $100,000.00 ;  one  for  $75,- 
000.00 ;  one  for  $50,000.00  and  five  were 
opposed  to  allowing  any  amount.  How- 
ever, in  the  short  space  of  two  or  three 
hours  they  harmonized  their  different 
opinions  and  "compromised"  upon  $50,- 
000.00,  which  was  the  verdict  returned. 

Of  course,  the  case  will  be  appealed 
and  there  will  be  other  chapters  in  the 
history  of  this  litigation  before  it  is 
finally  disposed  of.  The  accident  oc- 
curred during  Federal  control  so  that 
if  the  judgment  is  finally  paid  it  will 
have  to  be  paid  by  the  taxpayers. 


THE  SECRET   DISCLOSED. 

Geo.  F.  Luhrsen  is  a  farmer  living 
near  Buckley,  111.,  and  on  May  7th  he 
was  coming  home  from  Paxton  and  in 
crossing  the  tracks  three  miles  south  of 
Buckley  he  was  struck  by  the  local 
freight  going  north,  his  auto  demol- 
ished and  his  little  son,  a  trifle  over 
four  years  old,  fatally  injured. 

This  was  out  in  the  country,  the 
crossing  a  posted  crossing  with  a  sign 
there  with  the  word  "Stop"  on  it  over 
100  feet  from  the  tracks.  Mr.  Luhrsen 
had  a  clear  and  open  view  for  miles  to 
the  north  and  to  the  south.  The  cross- 
ing was  one  of  those  open,  ideal  spots 
where  unobstructed  vision  may  be  had 
as  far  as  the  eye  can  observe. 


48 


ILLINOIS    CENTRAL    MAGAZINE 


At  the  inquest  the  father  made  a 
clean,  upright  confession  as  to  how 
such  accidents  are  made  possible.  He 
said  that  he  was  familiar  with  the 
place,  had  driven  over  the  crossing  fre- 
quently, but  that  on  this  occasion  he 
paid  no  attention  to  the  "Stop"  sign; 
in  fact  failed  to  observe  it  was  there, 
and  that  he  did  not  look  to  see  if  any 
train  was  coming;  that  he  never  saw 
the  train  until  he  was  10  feet  from  the 
engine.  This  is  a  ghastly  acknowledg- 
ment of  the  attitude  of  those  whom  we 
have  long  suspected,  but  who  fail  to 
tell  the  truth  as  did  this  father.  Let 
this  be  one  recorded  instance  wherein 
one  auto  driver  did  speaketh  the  truth 
of  his  heart. 

If  this  is  to  be  taken  as  the  standard 
of  diligence  and  care  observed  on  the 
part  of  those  who  are  injured  at  rail- 
way crossings,  the  campaign  of  edu- 
cation in  the  hope  that  drivers  may  be 
prevailed  upon  to  look,  is  a  lost  cause. 

We  have  even  yet  to  start  with  some- 
thing more  moderate  and  less  burden- 
some. It  might  be  well  to  start  a  cam- 
paign of  primitive  education  along  the 
line  of  endeavor  to  see  if  we  could  get 
them  to  just  roll  their  eye  a  bit. 


WARREN  COUNTY,  MISSISSIP- 
PI, THE  MOST  LITIGIOUS  ON 
ILLINOIS  CENTRAL  SYSTEM. 

The  April  term  of  Warren  County, 
Miss.,  court,  lasting  six  weeks,  when  it 
convened  had  38  damage  suits  on  the 
calendar  against  the  Y.  &  M.  V.  R.  R. 
As  there  are  three  terms  of  court  year- 
ly at  Vicksburg  this  indicates  a  very 
active  damage  suit  business.  It  is,  in 
fact,  the  leading  damage  suit  grist  mill 
on  the  I.  C.  system. 

However,  but  six  of  the  cases  were 
tried,  three  were  won  by  the  railroad 
and  in  three  verdicts  were  obtained 
against  it.  Eleven  were  settled  for 
small  amounts,  two  had  been  on  the 
docket  so  long  that  the  attorneys  de- 
spaired of  getting  compromises  so  dis- 
missed them.  Therefore,  disposition 
was  had  of  nineteen,  or  just  half  of  the 
total  number.  The  other  nineteen 


were  continued  and  will  be  found  on 
the  September  calendar  with  such  new 
cases  as  may  in  the  meantime  be  filed. 
While  the  verdicts  and  settlements 
in  such  cases  as  are  tried  and  lost,  or 
are  settled,  aggregate  substantial 
amounts,  the  expenses  for  witnesses  in 
the  cases  which  are  continued  from 
term  to  term  and  which  are  brought 
with  no  intention  of  trial,  but  in  the 
hope  of  some  compromise,  is  a  heavy 
tax  for  which  there  is  no  compensating 
feature. 


SECTION  FOREMAN  ACQUIT- 
TED FOR  KILLING  NEGRO 
BUT  DAMAGES  OBTAINED 
AGAINST  RAILROAD  COM- 
PANY. 

On  January  21,  1919,  a  section  fore- 
man on  the  Y.  &  M.  V.  R.  R.  had  an  al- 
tercation with  one  of  his  negro  labor- 
ers. He  discharged  him  and  told  the 
negro  to  return  to  his  home,  which 
was  in  one  of  the  section  houses,  and 
have  his  things  moved  out  when  the 
gang  came  in  in  the  evening.  When 
the  foreman  went  in  that  night  he 
found  the  negro  had  not  moved.  He 
had  some  further  words  with  him  and 
struck  him.  Still  later  the  foreman 
got  a  shot  gun  and  started  down  the 
track,  meeting  the  negro.  There  were 
further  words  between  them.  Witness- 
es disagree  as  to  whether  the  negro 
then  advanced  on  the  foreman  in  a 
threatening  manner.  At  any  rate  the 
foreman  shot  and  killed  him. 

There  were  some  demonstrations 
made  at  the  town  where  this  incident 
occurred,  indicating  public  approval  of 
the  foreman's  act.  He  was,  however, 
indicted  for  manslaughter,  tried  and 
promptly  acquitted  by  a  jury  on  the 
ground  of  self  defense. 

Suit  was  then  filed  against  the  Y.  & 
M.  V.  R.  R.  by  the  lawyer  who  prose- 
cuted the  criminal  case  to  recover 
damages  for  the  death  of  the  negro. 
Trial  was  had  at  Vicksburg  during  the 
April  term  and  the  jury  returned  a  ver- 
dict for  $4,000.00.  Some  might  wonder 
why,  if  the  foreman  shot  in  self-de- 


ILLINOIS    CENTRAL    MAGAZINE 


49 


fense  and  a  jury  acquitted  him  of  man- 
slaughter, the  railway  should  be  liable 
in  damages  for  the  foreman's  act.  In 
other  words,  if  the  foreman  acted  in 
self  defense  why  should  the  railway 
pay  damages?  If  the  circumstances 
justified  the  assessment  of  damages 
against  the  railroad  why  should  not 
the  foreman  have  been  convicted?  Is 
it  because  courts  and  juries  are  reluc- 
tant to  punish  people  for  crimes,  or  be- 
cause they  have  easy  ideas  about  dis- 
tributing the  railway's  money? 


BLUFFING  DOESN'T  PAY. 

A  few  months  ago  a  negro  man  was 
struck  and  killed  by  a  switch  engine  on 
a  public  crossing  in  one  of  the  princi- 
pal Mississippi  delta  towns.  The  de- 
ceased left  a  family,  the  wife  being  ap- 
parently unusually  intelligent  and 
shrewd  for  one  of  her  race. 

There  were  some  elements  of  doubt 
about  the  case  and  as  the  claim  depart- 
ment is  always  very  anxious  to  keep 
down  litigation  as  much  as  possible, 
considerable  effort  was  made  to  effect 
settlement,  $2,000.00  being  offered.  A 
prominent  merchant  of  the  town  tried 
to  get  the  widow  to  accept  this,  but 
she  had  a  lawyer  who  advised  her  oth- 
erwise. The  railroad  attorney  then 
called  on  the  lawyer,  hoping  to  induce 
him  to  settle,  but  all  that  could  be  got- 
ten out  of  him  was  a  rather  indifferent 
statement  that  he  might  accept  $10,- 
000.00.  It  was  evident  that  the  widow 
and  her  attorney  had  misinterpreted 
the  efforts  of  the  railroad  representa- 
tives and  had  construed  them  to  mean 
that  the  case  was  very  dangerous  and 
that  a  huge  sum  might  be  obtained, 
therefore,  a  little  "absent"  treatment 
was  given  them.  They  were  permitted 
to  sue  when  to  their  surprise  they 
found  that  this  did  not  seem  to  create 
any  great  consternation  on  the  part  of 
the  railway  officials.  With  the  lapse  of 
time  their  indifference  changed  to  anx- 
iety to  the  extent  that  they  then  initiat- 
ed steps  for  a  compromise.  As  a  re- 
sult the  case  was  finally  adjusted  for 
$1,500.00,  $500.00  less  than  was  offered 


the  widow  before  she  got  a  lawyer,  and 
$8,500.00  less  than  the  lawyer  indicated 
before  suit  he  might  condescend  to 
consider. 

Out  of  the  $1,500.00  the  widow  has 
an  attorney  fee  to  pay,  besides  the  loss 
of  the  use  of  the  money  for  several 
months.  The  difference  between  what 
she  actually  realized  and  what  she 
could  have  had  a  few  days  after  the 
accident,  without  any  expense  or  delay, 
was  a  pretty  high  price  to  pay  for  the 
sake  of  running  a  bluff  on  the  company 
with  a  lawyer  and  a  suit. 


ASSYRIAN    PEDDLER    SUFFERS 
TWO  LOSSES. 

Ten  Assyrian  peddlers  took  passage 
on  train  No.  25  at  Clarksdale,  Miss,  go- 
ing to  small  towns  below  to  peddle  their 
wares.  The  train  flagman  refused  them 
entrance  to  the  ladies'  car  with  their 
packs,  but  told  them  to  take  their  grips 
or  packs  to  the  baggage  car.  Instead, 
they  went  to  the  fore  part  of  the  train 
and  piled  them  in  the  seats  in  one  end 
of  the  colored  cars.  After  the  train 
pulled  out  the  porter  and  conductor 
compelled  them  to  remove  some  of  the 
grips  and  packs  into  the  vestibule  so 
that  the  colored  passengers  could  sit 
down.  A  short  way  down  the  line  one 
of  the  peddlers  missed  his  pack.  It 
could  not  be  found  on  the  train  and 
never  was  located.  When  the  crew  re- 
turned to  Clarksdale  the  owner  of  the 
pack  had  the  negro  porter  arrested  for 
stealing  the  grip,  but  as  he  could  pro- 
duce no  proof  to  substantiate  the 
charge,  the  magistrate  dismissed  the 
case.  The  peddler  then  sued  the  rail- 
road, claiming  when  he  boarded  the 
train  the  flagman  volunteered  to  look 
after  the  grip  for  him  and  that  when  he 
reached  his  destination  it  was  gone  and 
the  flagman  could  not  account  for  it. 

At  the  close  of  the  trial  the  court 
said  he  would  charge  the  jury  to  find 
a  verdict  for  the  railroad.  Plaintiff's 
attorney  then  took  a  'non-suit. 

Had  the  peddler  availed  himself  of 
the  baggage  car,  checking  his  pack, 
it  would  undoubtedly  have  reached  his 


50 


ILLINOIS    CENTRAL    MAGAZINE 


destination  safely.  If  not,  he  would 
have  been  fully  protected.  One  fre- 
quently sees  large  pieces  of  baggage  in 
coaches,  much  inconveniencing  passen- 
gers, which  ought  to  have  been 
checked,  but  train  crews  have  a  great 
deal  to  contend  with  trying  to  induce 
passengers  to  check  such  baggage,  al- 
though that  is  by  far  the  safer  and 
more  convenient  way  of  having  such 
articles  transported. 

RAILROAD     TRACK     USED     AS 
HIGHWAY  FOR  AUTOMO- 
BILES, WAGONS,  ETC. 

Mr.  H.  W.  Hagan,  claim  agent  at 
Greenwood,  Mississippi,  reports  that 
on  a  recent  trip  over  his  territory  on  a 
motor  car  he  met  a  two  horse  team 
which  was  being  driven  on  the  railroad 
track,  two  wheels  of  the  wagon  on  the 
inside  of  the  rail  and  two  on  the  out- 
side. It  was  with  considerable  diffi- 
culty that  the  driver  was  able  to  get 
the  wagon  out"  of  the  track  so  that  the 
motor  car  could  proceed. 

Mr.  Hagan  says  a  few  days  later  his 
attention  was  called  to  the  fact  that  at 
one  of  the  public  road  crossings  about 
a  mile  north  of  Swan  Lake,  Miss.,  an 
automobile  party  laid  some  plank  over 
the  cattle  guards  so  as  to  prevent  the 
auto  tires  from  being  punctured  by  the 
points  of  the  guard,  drove  the  auto  over 
the  guard  and  on  the  track  for  a  dis- 
tance of  one  mile  south,  going  around 
a  very  sharp  curve  to  a  private  cross- 
ing, where  they  again  laid  plank  over 
the  cattle  guard,  thus  reaching  the 
crossing  and  there  driving  off  the  track. 

Had  a  train  appeared  the  automobile 
could  not  possibly  have  gotten  out  of 
the  track  over  the  rails.  It  is  hard  to 
believe  that  people  would  take  such 
desperate  chances  with  their  lives  and 
property.  However,  had  a  train  come 
along  and  struck  them,  of  course,  it- 
would  have  been  claimed  that  the  crew 
was  negligent  in  not  maintaining  a  bet- 
ter lookout  and  in  failing  to  observe 
the  automobile  and  bringing  the  train 
to  a  stop  before  striking  it,  and  possi- 


bly a  court  and  jury  would  have  had 
to  pass  upon  the  case. 

A  proper  trespass  law  rigidly  en- 
forced would  put  a  stop  to  such  prac- 
tices. Many  individuals  seem  to  think 
that  they  have  equal,  if  not  superior 
rights,  on  railroad  tracks  to  those  of 
trains,  and  that  trains  should  be  op- 
erated expecting  to  find  pedestrians 
and  vehicles  traveling  the  track  and 
so  handled  that  if  the  track  is  found  to 
be  occupied  the  train  can  be  stopped 
until  the  way  is  cleared. 


MIKEL  CASE,  CLINTON,  KY. 

On  December  4,  1919,  E.  F.  Mikel 
and  son,  Carl,  of  Clinton,  Ky.,  drove 
into  the  country  about  three  miles 
from  Clinton  for  the  purpose  of  buying 
stock,  and  after  two  of  the  tires  of  the 
Ford  they  were  driving  had  been  punc- 
tured, Carl  Mikel,  the  son,  decided  that 
he  would  go  to  the  railroad,  which  was 
nearby,  and  catch  a  freight  train  and 
ride  to  Clinton  in  order  to  ship  a  calf 
north  on  train  No.  6,  and  while  stand- 
ing on  the  south  bound  track,  which 
was  at  the  point  of  a  curve,  waiting  for 
the  caboose  of  the  north  bound  train,  a 
south  bound  train  came  around  the 
curve,  and  struck  and  killed  him. 

A  suit  was  promptly  filed  by  the 
father  as  administrator  for  $25,000.00 
damages,  and  the  Railroad  Company 
was  not  given  an  opportunity  to  discuss 
a  settlement,  or  attempt  to  assist  the 
widow  and  babies,  and  the  trial  of  this 
case  was  concluded  on  May  20th,  in 
which  an  attempt  was  made  by  the 
plaintiff's  witnesses  to  show  that  the 
deceased  was  en  route  to  the  east  side 
of  the  track  to  purchase  some  hogs  in- 
stead of  boarding  the  train,  but  the 
father  of  the  deceased  had  stated  to 
reputable  witnesses  that  the  deceased 
was  expecting  to  catch  the  train  and 
ride  to  town  and  not  to  purchase  hogs, 
and  after  a  few  minutes'  deliberation 
on  the  part  of  the  jury,  a  verdict  was 
rendered  for  the -railroad. 

A  peculiar  feature  developed  in  the 
trial  of  this  case  to  the  effect  that  there 
was  one  witness,  who  was  at  a  point 


ILLINOIS    CENTRAL    MAGAZINE 


51 


about  twelve  miles  west  of  the  point  of 
accident,  and  expected  to  drive  to  a 
point  eighteen  miles  southwest  and  in 
order  to  reach  that  point,  he  decided 
to  drive  to  Clinton,  Ky.,  thence  to 
Fulton,  Ky.,  thence  to  Hickman, 
Ky..  along  the  State  Line  road, 
which  would  make  a  total  of  75 
miles,  and  just  by  accident  had  stopped 
on  the  east  side  of  the  crossing  when 
the  accident  occurred,  and  was  driving 
in  the  same  direction  that  he  was  driv- 
ing earlier  in  the  morning  in  his  efforts 
to  find  the  road  to  Hickman,  Ky. 


THE  DEADLY  MOTOR  CAR. 

"In  an  analysis  of  the  accidents  oc- 
curring in  St.  Louis  during  March, 
1920,  The  National  Safety  Council  in- 
dicates that  there  were  eleven  fatalities 
and  187  persons  injured  in  494  automo- 
bile accidents.  This,  it  must  be  noted, 
was  in  one  month  and  in  a  city  of  less 
than  a  million  population.  The  total 
number  of  accidents  of  all  kinds  was 
791,  so  that  automobile  accidents  con- 
stituted almost  two-thirds  of  the  total. 
The  property  damage  was  estimated  at 
$39,500.  The  causes  were  not  deter- 
mined in  190  instances ;  skidding  was 
responsible  for  91,  careless  driving  for 
205,  and  careless  walking  for  27.  Quite 
a  few  of  the  accidents  are  ascribable  to 
the  carelessness  of  the  motorists  in 
giving  the  signal  of  his  intent  to  turn, 
to  pass,  to  stop,  to  back,  or  drive  out 
from  the  curb.  A  few  of  the  accidents 
were  due  to  the  glare  of  undimmed 
headlights.  The  great  majority  of  all 
traffic  accidents  and  fatalities  are  due 
to  'Carelessness.'  It  is  a  safety  aphor- 


ism that  carelessness  can  be  overcome 
only  by  education." — Editorial  from 
American  Medical  Journal,  May  22, 
1920. 

It  is  somewhat  refreshing  to  our  de- 
pressed soul  to  learn  from  such  a  rec- 
ognized source  of  authority  that  all 
"carelessness"  does  not  originate  in  the 
ornate  minds  of  reckless  and  wanton 
engineers.  For  a  short  space  of  time, 
until  we  took  another  hitch  in  our  sus- 
penders, we  were  mortified  and  dis- 
turbed under  the  distressing  impression 
that  all  careless  men  were  hired  by 
the  railways  and  all  saintly  and  sanc- 
tified men  drove  automobiles.  Dom- 
inance and  superiority  seemed  to  divine 
the  latter  with  a  halo  of  immunity  from 
error,  while  servitude  and  inferiority 
damned  the  former  with  dogmatic  med- 
iocrity. 

We  have  always  had  accidents,  and 
always  will  have  them  so  long  as  the 
human  element  enters  into  the  calcua- 
tion.  We  began  having  accidents  as 
far  back  as  when  Absalom  got  his  hair 
caught  in  an  oak  tree.  Now  somebody 
was  negligent  in  not  trimming  trees, 
or  this  wayward  youth  was  sloven  in 
his  personal  habits  as  to  a  haircut,  but 
anyway  we  had  an  accident,  and  there- 
by did  Absalom  cling  to  the  oak.  This 
is  as  far  back  as  I  can  remember. 

Periodically  some  prophet  comes 
forth  with  a  holy  and  angelic  program 
as  to  how  we  are  to  "stop"  accidents. 
As  if  by  the  stroke  of  a  pen  he  could  ac- 
complish something  Jesus  Christ  has 
been  unable  to  avert  for  over  2,000 
years. 

Chas.  D.  Gary. 


.. 


Upkeep  of  Your  Home' 


In  many  localities  on  its  lines,  the  rail- 
road company  has  provided  dwellings  for 
its  section  foremen.  These  dwellings  are 
for  the  most  part  located  along  the  way- 
lands  or  on  plats  owned  by  the  company, 
contiguous  to  or  near  the  right-of-way. 
Through  this  medium  the  foreman  is  able 
to  provide,  with  a  nominal  sum,  a  house  for 
himself  and  his  family. 

Some  of  the  houses  are  newer  and  have 
perhaps,  better  facilities  than  others  and 
some  of  course  have  more  room  than  others, 
but  practically  all  of  them  have  their  sur- 
roundings, the  upkeep  of  which  is  exposed 
to  the  critical  eye  of  the  public,  the  officers 
and  employes  of  the  company,  and  the  ap- 
pearance of  which  eloquently  bespeaks  the 
pride  and  interest  of  the  occupant. 

Once  each  year  the  company  goes  to  the 
enormous  expense  of  cutting  its  waylands 
so  that  they  will  present  a  neat  and  tidy 
appearance,  and  in  addition,  once  a  year 
a  swath  is  cut  and  the  track  on  the  prin- 
cipal lines  thoroughly  freed  of  vegetation, 
largely  because  of  the  neat  appearance  pre- 
sented. In  keeping  with  this  idea  it  is  the 
hope  and  desire  of  the  management  that  all 
section  house  locations  shall  at  all  times 
look  neat  and  clean,  and  that  they  should 
give  the  impression  to  others  that  the  oc- 
cupant takes  pride  in  the  surroundings  of 
his  house. 

Nothing  detracts  more  from  the  attrac- 
tiveness of  a  house  and  its  surroundings 
than  a  dilapidated  fence.  The  repairing, 
of  course,  involves  material,  which  will  be 
forthcoming  upon  request  to  the  supervisor. 
Delay,  perhaps,  will  be  experienced  in  ob- 
taining material  but  should  not  dishearten 
the  foreman  in  his  efforts  to  procure  it. 
Once  obtained  and  applied  the  foreman 
should  keep  his  fence  in  good  condition. 

The  yard  should  be  kept  clean  at  all  times 
and  the  growth  of  grass  encouraged.  When 
yards  are  not  properly  drained  they  should 
be  ditched  or  terraced,  the  assistance  and 
counsel  of  the  supervisor  being  solicited 
freely.  Firewood  or  other  fuel  should  be 
kept  neatly  piled  and  in  rear  of  the  prem- 
ises. When  allowed  to  be  scattered  about 
this  detracts  immeasurably  from  the  general 
appearance  of  any  habitation. 

The  company  has  recently  purchased  a 
large  number  of  fruit  trees  which  have  been 
distributed  and  set  out.  That  fruit  may 


shortly  be  available  will  depend  in  a  large 
measure  upon  the  care  and  the  interest  of 
the  individual  foreman.  When  any  doubt 
exists  as  to  the  proper  treatment  and  care 
of  these  trees  the  foreman  should  consult 
the  supervisor  or  division  gardener  and  if 
necessary  the  chief  gardener. 

Flowers  of  selected  varieties  have  also 
been  provided  for  certain  locations.  Noth- 
ing, when  placed  with  thought  and  nour- 
ished with  care,  can  add  more  to  the  ap- 
pearance of  a  house  than  these.  A  rose 
bush  here  or  a  vine  there  can  go  far  to- 
ward making  one's  abode  pleasant  to  look 
upon. 

Many  localities  are  without  proper  or 
adequate  shade  and  when  this  condition  ex- 
ists the  assistance  of  the  supervisor  should 
be  asked  in  procuring  suitable  trees  and 
these  should  be  set  out  on  the  premises  in 
such  manner  as  to  provide  shade  and  to 
ultimately  add  to  the  beauty  of  the  sui-- 
roundings. 

"Cleanliness  is  next  to  Godliness"  and  is 
desirable  in  all  things.  A  clean  railroad  de- 
picts the  type  of  its  maintenance  employes. 
Clean,  tidy,  well  appearing  tracks,  station- 
grounds,  yards  and  shop-grounds  are  no  le?s 
desirable  than  clean,  tidy,  well-appearing 
section  house  premises.  These  being  where 
the  foreman  lives  their  upkeep  devolves 
more  upon  him  than  upon  any  one  else.  Pie 
should  feel  no  hesitancy  in  soliciting  the  aid 
of. the  officers  over  him  in  bettering  the  con- 
dition and  appearance  of  his  premises  where 
necessary,  and  thereafter  keeping  them  in 
such  condition  as  to  be  a  source  of  pride  to 
himself  and  a  pleasure  to  those  who  are  in- 
terested in  his  home. 


52 


Traffic  Department 


A  Story  of  Development 

By  H.  J.  Schwietert,  General  Development  Agent 


From  knowledge  gained  from  geographies 
and  other  text  books  in  our  public  schoob, 
and  instructions  received  from  our  teachers, 
we  have  come  to  believe  that  the  states  of 
Kentucky,  Tennessee,  Mississippi  and  Lou- 
isiana, as  well  as  that  section  of  our  great 
country  known  as  "The  South"  was,  and 
is,  the  land  of  cotton,  cane  and  rice,  with 
its  beautiful  skies  of  azure  blue;  the  land 
of  sunshine;  the  land  of  beautiful  women 
and  fast  horses;  the  land  where  flowers 
bloom  throughout  the  year;  the  land  of  the 
mocking  bird  and  the  whippoorwill;  the 
land  where  nature  smiles;  the  land  of  para- 
dise. 

It  is  all  of  the  above,  P-L-U-S  the  best 
purebred  Duroc-Jersey  swine  in  the  United 
States;  P-L-U-S  some  of  the  best  purebred 
Hereford,  Aberdeen  Angus  and  Shorthorn 
Durham  herds  of  cattle  to  be  found  any- 
where; P-L-U-S  the  greatest  yield  of  corn 
per  acre  ever  made  in  the  world;  and  last, 
but  not  least,  P-L-U-S  the  greatest  eco- 
nomic benefactor  of  mankind — the  dairy 
cow. 

Through  the  primitive  methods  of  farm- 
ing and  the  vicious  practice  so  universally 
in  vogue,  that  of  robbing  the  soil  and  de- 
pleting it  of  its  fertility,  the  final  chapter  of 
"The  Rise  and  Fall  of  our  Great  Southern 
Empire,"  just  preceding  our  story  of  de- 
velopment, might  have  been  entitled,  "Pani- 
dise  Lost."  The  "Neros"  of  the  time  fiddled 
while  Rome  burned.  It  was  the  beginning 
of  the  end.  The  very  foundation  of  its 
prosperity  and  greatness  had  given  way. 

Mississippi,  as  a  vital  part  of  this  gigan- 
tic agricultural  empire,  with  its  marvelous 
resources,  had  wasted  the  substance  of  her 
soil  in  a  no  less  profligate  manner  than  the 
other  component  parts  of  that  rich  national 
heritage,  and  in  1907  suffered  an  almost 
fatal  stroke  of  agricultural  paralysis  by  the 
destructive  invasion  of  the  Mexican  cotton 
boll  weevil. 

Convalescent — realizing  that  a  fertile  soil 
is  the  basis  for  a  permanent  and  lasting 
agriculture;  that  is  the  fundamental  of 
agriculture,  an-d  that  they  build  in  vain 
who  disobey  this  law,  she  has  set  about  the 
reconstruction  of  her  agricultural  greatness 
on  a  safer,  surer  and  firmer  foundation. 

It's  a  long,  long  way  to  soil  fertility  and 


the  best  recognized  route  is  the  "Milky 
Way,"  or  the  "Dairy  Cow  Route."  Because 
of  her  efficiency  as  a  soil  conserver  and 
builder,  as  a  producer  of  the  most  essential 
food  for  mankind,  which  commands  a  certain 
market  from  year  to  year,  because  she  pro- 
vides a  market  for  all  the  crops  and  rough- 
age grown  on  the  farm,  and  because  the 
dairy  cow  fits  into  the  highest  type  of  di- 
versified farming,  she  enables  the  dairy 
farmer  to  rank  first  among  those  engaged  in 
agriculture,  first  in  intelligence,  persistency 
and  courage,  and  first  in  progressiveness  and 
prosperity. 

In  the  year  1914  the  management  of  the 
Illinois  Central  railroad  had  a  vision  of  the 
great  possibilities,  which,  if  properly  devel- 
oped, would  make  Mississippi  one  of  the 
leading  dairy  states  in  the  nation.  Adopt- 
ing a  broad,  constructive  policy,  in  co-op- 
eration with  the  other  agencies  in  the  state, 
as  a  pioneer  builder,  it  acted  as  master 
mechanic,  through  its  development  bureau, 
and  led  the  way  by  furnishing  butter  mak- 
ers and  managers  for  six  creameries  and 
by  loaning  the  farmers  the  free  use  of  a 
carload  of  purebred  dairy  bulls.  As  a  re- 
sult of  this  effort  there  are  now  located  on 
the  Illinois  Central  railroad  in  the  state  of 
Mississippi  nineteen  creameries,  all  doing 
well  and  business  constantly  increasing,  in 
spite  of  forty  cent  cotton.  This  is  verified 
by  the  figures  given  below  taken  from  the 
report  of  the  commissioner  of  agriculture 
for  the  state  of  Mississippi,  under  date  of 
April  3rd,  1920,  showing  the  output  of  the 
creameries  in  that  state  for  the  years  1918 
and  1919: 
Libs,  butter  fat  bought 

1918  1919 

in  milk  131,601.06          265,592.30 

Lbs.    butter   fat   bought 

in  cream  1,933,519.30       2,905,194.70 

Amount  paid  for  butter 

fat  $1,092,205.99     $1,958,298.22 

Number    Ibs.    butter 

manufactured    2,240,613.00       3,361,947.59 

Increase  for  1919  Over  1918 

Lbs.  butter  fat  bought  in  milk 133,991.24 

Lbs.   butter  fat  bought  in  cream....          971,675.40 

Amount  paid  for  butter  fat $866,092.23 

Number  Ibs.   butter  manufactured..       1,121,334.59 

With  these  convincing  figures  before  us, 
indicating  rapid  strides  being  made  in  the 
development  of  the  dairy  industry  in  the 
state  of  Mississippi,  we  believe  we  are  justi- 
fied in  our  position  that  Mississippi  is  des- 


53 


ILLINOIS    CENTRAL    MAGAZINE 


lined  to  become  the  Wisconsin  of  the  South; 
and  in  further  justification  of  our  position, 
we    will    let    you   read   the   first   chapter   of 
"Paradise  Regained,"  entitled: 
"A  COMMUNITY  THE  COW  SAVED" 

About  782  miles  from  Chicago,  located 
on  the  main  line  of  the  Illinois  Central  rail- 
road, nestling  among  the  pine,  magnolia 
and  other  forest  trees,  and  surrounded  by 
fertile  valleys  and  red  clay  hills,  is  the  quiet, 
progressive  and  prosperous  little  commun- 
ity of  Wesson,  Mississippi,  where  the  living 
conditions  are  almost  startlingly  enjoyable 
as  compared  to  the  years  when  the  great 
cotton  mills  constituted  the  main  support  of 
the  community  and  cotton  was  king. 

In  those  days  2,000  men.  women  and  lit- 
tle children  were  aroused  from  their  slum- 
bers by  the  ringing  of  the  alarm  bell  of 
the  cotton  mills  at  4:30  a.  m.,  announcing 
the  activities  of  that  great  industry  would 
be  in  full  swing  an  hour  later.  Tired  feet 
and  tired  hands  answered  the  signal  for 
duty.  Weeks,  months  and  years  slip  by 
with  the  same  daily  grind. 

The  farmer  continued  to  exact  his  annual 
toll  on  the  soil's  fertility  and  realized  all 
too  late  the  delicate  and  almost  inextricable 
position  in  which  he  found  himself  finan- 
cially. 

In  1910  through  a  combination  of  cir- 
cumstances, the  great  mills,  the  business  hub 
of  the  community,  closed  their  doors  never 
to  re-open.  A  gloom  settled  over  the  vil- 
lage. People  who  had  gotten  their  living 
through  the  pay  envelope  and  those  who 
gained  a  livelihood  through  agricultural  pur- 
suits were  discouraged  and  dismayed.  The 
life  of  Wesson  had  a  gloomy  outlook.  Ruin 
and  bankruptcy  stared  them  in  the  face. 
But  every  cloud  has  its  silver  lining  and  so 
it  was  with  this  one. 

Wesson  has  dug  herself  out  of  the  ruins. 
The  old  mill  buildings  are  being  wrecked 
and  the  material  of  any  value  is  being 
shipped  away.  The  huge  bell  in  the  tower 
that  was  used  to  awaken  the  mill  workers 
at  4:30  a.  m.,  now  stands  as  a  grim  sen- 
tinel ready  to  sound  the  alarm  of  fire  at  any 
hour  of  the  day.  There  are  no  more  little 


weary  feet,  hands  and  heads  answering  the 
beck  and  call  of  the  old  bell;  mothers  re- 
main at  home  giving  their  thought  and  time 
to  domestic  duties.  They  live  instead  of 
endure.  And  the  fathers,  when  the  long 
shadows  fall,  wend  their  way  homeward 
to  play,  love  and  rest. 

Whence  this  change?  Following  in  the 
wake  of  disaster  and  ruin  appears  the  little 
Jersey  cow,  the  star  actor  in  the  drama  of 
this  community.  Instead  of  the  clanging  of 
bells  and  the  shrieking  of  whistles,  there  is 
the  lowing  of  cows,  the  banging  of  milk 
pails,  and  the  swish,  swish  and  splash, 
splash  of  milk.  Little  children,  bareheaded 
and  barefooted  and  rosy-cheeked,  quaff  free- 
ly of  the  Jersey  brew  and  are  happy  and 
contented. 

About  6:30  in  the  morning,  automobiles, 
motor  trucks  and  wagons  line  the  roads 
leading  to  the  Illinois  Central  station  at 
Wesson,  conveying  milk  and  cream  to  be 
shipped  to  New  Orleans  and  nearby  cream- 
eries. These  dairymen  are  some  of  the 
same  fellows  who  worked  in  the  old  mill 
and  had  practically  nothing  at  the  end  of 
the  month  except  their  pay  checks,  which 
were  comparatively  small.  Now,  they  re- 
ceive milk  and  cream  checks  as.  high  as 
$300  every  two  weeks,  and  in  addition  own 
their  farm  homes  and  cattle. 

In  striking  contrast  to  the  pay  roll  of 
the  great  mills  in  1910  that  of  the  dairy 
cow  shows  an  increase  of  $108,000.00  per 
year;  a  $100,000.00  agricultural  high  school 
has  been  erected  in  which  the  boys  and  girls 
of  the  community  are  being  educated  and 
are  transported  to  same  by  covered  wagons 
and  automobiles;  the  home  yards  have  been 
beautified;  houses  have  been  painted  and 
modernized;  electric  and  gas  light  plants 
have  been  installed  on  the  farms;  pianos 
and  other  musical  instruments  are  found 
in  the  parlors  of  the  rural  homes;  good 
roads  have  been  built  and  a  light  and  water 
plant  has  been  installed,  giving  the  com- 
munity all  of  the  conveniences  and  protec- 
tion of  a  modern  up-to-date  city. 

And  this  is  "PARADISE  REGAINED." 


FROM  THE  LAW  DEPARTMENT 


Biographical  Sketch 


BEN    H.     WELLS. 


Mr.  Ben.  H.  Wells  was  born  near  Bolton, 
in  Hinds  County,  Mississippi,  December  21, 
1861,  and  died  suddenly  from  heart  trouble 
at  his  home  in  Jackson,  Miss.,  on  May  4, 
1920.  He  received  his  preliminary  education 
in  the  public  schools  and  attended  Missis- 
sippi College  at  Clinton,  where  he  was  grad- 
uated with  high  honors.  After  completing 
a  course  in  law  at  Lebanon,  Tennessee,  he 
was  admitted  to  the  bar  and  at  once  engaged 
in  the  general  practice.  From  1904  until 
1915,  he  was  local  attorney  for  the  Illinois 


Central  Railroad  Company  and  The  Yazoo 
&  Mississippi  Valley  Railroad  Company  in 
Hinds  county,  as  a  member  of  the  firm  of 
Williamson  &  Wells,  which  later  became 
Wells,  May  &  Sanders,  and  from  January  1, 
1915,  until  his  death,  he  was  one  of  the  com- 
panies' district  attorneys  for  the  State  of 
Mississippi,  first  as  a  member  of  the  firm  of 
Mayes,  Wells,  May  &  Sanders  and  later  as 
the  senior  partner  of  Wells,  May  &  Sanders. 

Mr.  Wells  was  a  lawyer  by  nature,  able 
and  successful,  possessed  of  a  judicial  turn 
of  mind,  strictly  ethical,  and  a  man  of  the 
highest  type  of  honor  and  courage.  He  gave 
of  his  very  best  to  the  service  of  his  clients 
and  through  his  death  these  companies  lose 
one  of  their  ablest  and  most  faithful  at- 
torneys. Although  caring  little  for  politi- 
cal office,  he  represented  his  County  at  dif- 
ferenj  times  in  both  branches  of  the  legisla- 
ture and  served  on  the  State  Democratic 
Executive  Committee  and  as  a  delegate  to 
National  Conventions. 

Early  in  life,  he  was  married  to  Miss 
Carrie  Neal  of  Clinton,  and  is  survived  by 
her  and  his  brother,  Will  S.  Wells,  who  is 
Chancery  Clerk  of  Hinds  County. 

The  Daily  Clarion-Ledger  speaks  of  him 
editorially: 

"Not  only  was  Mr.  Wells  a  splendid  law- 
yer, but  he  was  a  fine  citizen,  somewhat 
exclusive^,  perhaps,  but  he  could  always  be 
found  upon  the  side  of  go.od  citizenship  and 
good  government,  and  having  arraigned 
himself  on  one  side  of  an  issue  he  had  the 
courage  of  his  convictions  and  never  hes- 
itated to  speak  right  out  in  meeting,  plain- 
ly and  unequivocally  but  with  due  consid- 
eration for  the  rights  of  others,  whose  opin- 
ions he  respected  even  though  he  could  not 
endorse." 


Current  Commerce  Decisions 


1.  State  tax  on  sales  of  dealers  in  gaso-  gasoline  and  a  license  tax  on  distributors 
line  void  as  to  sales  in  original  packages,  but  and  such  retail  dealers  therein,  is  void  as 
valid  as  to  other  sales.— -Law  of  New  Mex-  imposing  a  burden  upon  interstate  corn- 
ice, imposing  an  excise  tax  on  sales  of  merce,  as  applied  to  sales  in  the  original 

55 


56 


ILLINOIS    CENTRAL    MAGAZINE 


barrels  and  packages  in  which  the  gasoline 
is  shipped  into  the  state,  and  sales  to  a 
single  customer  of  the  entire  contents  of 
the  tank  cars  in  which  it  is  shipped  into  the 
state,  but  valid  as  applied  to  gasoline  sold 
from  tank  cars,  barrels,  and  packages  in 
which  it  is  shipped  into  the  state  in  such 
quantities  as  the  purchaser  requires,  though 
no  gasoline  is  produced  in  New  Mexico,  and 
all  sold  is  brought  from  other  states;  there 
being  no  discrimination  against  the  prod- 
ucts of  other  states. — Askrcn  v.  Continental 
Oil  Co.,  40  Sup.  Ct.  355. 

2.  Separate    coach   law. — "A    Kentucky 
statute    requiring   railroads    to    furnish    sep- 
arate coaches  white  and  colored  passengers 
is  not  unconstitutional  interference  with  in- 
terstate commerce,  as  applied  to  a  railroad 
whose   termini   and    stations   are   all   in    the 
state  of  Kentucky,  and  which  was  construct- 
ed by  a  Kentucky  corportaion,  though  oper- 
ated    by     another     Kentucky     corporation, 
whose  lines  extend  into  Ohio,  and  which  car- 
ries passengers  for  a  single  fare  and  with- 
out  change   from   points    on   the   first   road 
into  the  state  of  Ohio." — South  Covington  & 
Cincinnati  Street  Ry.    Co.  v.   Commonwealth, 
40  Sup.  Ct.  378. 

3.  Contracts   for   advertising   in    period- 
icals  not  interstate   commerce. — "Contracts 
for    the    insertion   of   advertising    matter   in 
periodicals     circulating     in     intertsate     com- 
merce   do    not    so    directly   affect   interstate 
commerce  as  to  themselves  constitute  such 
commerce,  so  as  to  authorize  an  action  un- 
der    the     Serman     Anti-Trust     Act,     Sec.     7 
(Comp.  St.  Sec.  8829),  for  damages  result- 
ing from  defendant's  attempt  to  monopolize 
the  advertising  business." — Blumenstock  Bros. 
Advertising    Agency    v.    Curtis    Pub.   Co.  40 
Sup.  Ct.  385. 

4.  Public   Utilities — when  short-line  rail- 
road is  not  under  Federal  control. — "By  the 
acts    of   Congress   of  August   29,    1916,   and 
March    21,    1918,    and    by    the    President's 
proclamation  of  December  26,  1917,  the  Fed- 
eral   government    took    possession    and    as- 
sumed   control    of    all    railroads    which    in 
the  President's   discretion  were  needful  for 


war  purposes,  but  it  was  not  intended  that 
the  Federal  government  assume  control-  of 
every  'tap  line'  or  other  short  line  of  rail- 
road unless  its  use  became  necessary,  and 
until  the  Director  General  by  some  affirma- 
tive act  has  assumed  control  over  such  a 
line  the  State  has  authority  to  regulate  its 
rates.  Under  the  police  power  the  State  has 
authority  to  regulate  rates  to  be  charged 
by  railroads  within  its  jurisidiction." — Utili- 
ties Commission  v.  Springfield  Terminal  Ry., 
292  III.  505. 

5.  Higher  charge  to  St.  Louis  than  to 
East  St.  Louis  on  coal  held  proper. — "The 
relationship  of  rates  on  coal  from  mines  in 
Illinois  and  Indiana,  under  which  the  rate 
to  St.  Louis,  Mo.,  on  the  west  bank  of  the 
Mississippi  River,  is  20  cents  a  ton  higher 
than  the  contemporaneous  rate  to  East  St. 
Louis,  111.,  directly  opposite  on  the  east  bank 
held  not  to  be  improper. 

"Owing  to  the  short  haul  on  this  coal,  the 
volume  of  the  rate  to  East  St.  Louis  held  to 
be  insufficient,  without  an  undue  depletion 
of  line-haul  revenues,  to  require  the  absorp- 
tion of  this  differential,  which  is  the  charge 
of  the  Terminal  Railroad  Association  of 
St.  Louis  for  the  transfer  of  the  coal  across 
its  Mississippi  River  bridges  and  ferries  and 
its  devilery  in  St.  Louis.  Difference  in  treat- 
ment of  differentials  on  long  and  short-haul 
traffic  discussed. 

"The  mere  fact  that  certain  of  the  lines 
that  bring  this  coal  from  the  mines  to  East 
St.  Louis,  as  a  part  of  the  transportation  to 
St.  Louis,  are  proprietary  lines  of  the  ter- 
minal association  referred  to,  which  oper- 
ates their  joint  terminals  as  a  unit  in  and 
between  the  St.  Louis  and  East  St.  Louis 
rate  districts,  does  not  require,  as  a  matter 
of  correct  legal  interpretation,  the  applica- 
tion of  a  common  rate  to  the  two  districts. 
Nor  is  it  material  to  the  issue  presented  in 
this  case  whether  the  cities  of  St.  Louis  and 
East  St.  Louis  are  to  be  viewed  as  together 
comprising  but  a  single  industrial  and  eco- 
nomic unity." — St.  Louis  Chamber  of  Com- 
merce v.  B.  &  O.  R.  R.  Co.,  ct  al,  57  I.  C.  C. 
639. 


Condensed  Report  Showing   Watches  Inspected  and 
Comparison  of  Records 


Following  the  established  practice  of  com- 
piling data  gathered  at  a  periodic  watch  in- 
spection, Mr.  Webb  C.  Ball,  General  Time 
Inspector,  has  prepared  and  issued  in  book 
form  a  report  showing  in  detail  the  results 
of  the  second  semi-annual  inspection,  -for 
1919,  of  watches  carried  by  employes  sub- 
ject to  Time  Service  rules  and  regulations. 

This  report  covers  the  period  from  April, 
1919,  to  October,  1919.  It  shows  name  of  em- 
ploye, make,  grade,  size,  jewels  of  watch 
inspected  and  number  of  times  employe  had 
it  compared  with  standard  time  by  watch 
inspector,  also  employes  who  lost  their  com- 
parison cards  or  did  not  present  them  to  in- 
spector, and  could  not  be  credited  with  com- 
parisons procured. 

All  this  information  is  bound  in  book  form 
and  copy  furnished  each  operating  officer. 

The  following  are  summaries  for  the  var- 
ious divisions  : 

General  Summary 

Total  Number  of  Watches  Inspected 11,096 

Total  Number  Watches  Compared  with 

Standard  Regulators  7,383 

Average   Number  times   each  Watch   so 

Compared    8.9 

Number   Employes   whose   Card   Certifi- 
cates    were    not     returned    to     Local 

Watch   Inspectors   1,726 

Chicago  Terminal 

Number    of   Watches    Inspected 614 

Number       Watches       Compared       with 

Standard  Regulators  389 

Average   Number  times  each  Watch  so 

Compared    8.8 

Number   Employes  whose   Card   Certifi- 
cates   were    not     returned    to     Local 

Watch  Inspectors  ;. 173 

Illinois  Division 

Number  of  Watches  Inspected _.  1,167 

Number       Watches       Compared       with 

Standard    Regulators    802 

Average   Number  times   each  Watch  so 

Compared    9.1 

Number   Employes   whose   Card    Certifi- 
cates    were    not    returned     to    Local 

Watch   Inspectors   221 

Indiana  Division 

Number  of  Watches  Inspected 445 

Number       Watches       Compared       with 

Standard  Regulators  299 

Average   Number  times  each  Watch  so 

Compared    8.9 

Number   Employes   whose   Card   Certifi- 
cates    were     not     returned    to     Local 

Watch   Inspectors 53 

Iowa  Division 

Number  of  Watches  Inspected 680 

Number       Watches       Compared       with 


Standard  Regulators  429 

Average  Number  times  each  Watch  so 
Compared  10.1 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 

Watch  Inspectors  89 

Kentucky  Division 

Number  67  Watches  Inspected 776 

Number  Watches  Compared  with 
Standard  Regulators  547 

Average  Number  times  each  Wratch  so 
Compared  9.1 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 

Watch   Inspectors   60 

Louisiana  Division 

Number  of  Watches   Inspected 675 

Number  Watches  Compared  with 
Standard  Regulators  541 

Average  Number  times  each  Watch  so 
Compared  9.9 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 

Watch  Inspectors  39 

Minnesota  Division 

Number  of  Watches  Inspected 406 

Number  Watches  Compared  with 
Standard  Regulators 303 

Average  Number  times   each  Watch  so 

Compared    8.8 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 

Watch    Inspectors    44 

Mississippi  Division 

Number  of  Watches   Inspected 457 

Number  Watches  Compared  with 
Standard  Regulators  286 

Average  Number  times  each   Watch  so 

Compared    10.0 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 

Watch  Inspectors  37 

New  Orleans  Terminal 

Number  of  Watches  Inspected 368 

Number  Watches  Compared  with 
Standard  Regulators 248 

Average   Number  times  each  Watch  so 

Compared 8.2 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 

Watch  Inspectors  ; 83 

St.  Louis  Division 

Number    of    Watches    Inspected—. 1,530 

Number  Watches  Compared  with 
Standard  Regulators  1,056 

Average  Number  times  each  Watch  so 
Compared  8.6 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors  216 


57 


58 


ILLINOIS    CENTRAL    MAGAZINE 


Springfield  Division 

Number  of  Watches  Inspected 661 

Number  Watches  Compared  with 
Standard  Regulators 445 

Average  Number  times  each  Watch  so 
Compared  8.4 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors : 89 

Tennessee  Division 

Number  of  Watches  Inspected 956 

Number  Watches  Compared  with 

Standard  Regulators  608 

Average  Number  times  each  Watch  so 

Compared  8.8 

Number  Employes  whose  Card  Certifi.- 

cates     were    not     returned    to    Local 

Watch. Inspectors  169 

Wisconsin  Division 

Number  of  Watches  Inspected 628 

Number  Watches  Compared  with 
Standard  Regulators 430 

Average  Number  times  each  Watch  so 
Compared  8.5 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors  87 

Memphis  Division 

Number  of  Watches  Inspected 629 

Number  Watches  Compared  with  Stand- 
ard Regulators  353 


Average  Number  times  each  Watch  so 
Compared  7.9 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors  135 

Memphis  Terminal 

Number  of  Watches  Inspected 450 

Number  Watches  Compared  with  Stand- 
ard Regulators  300 

Average  Number  times  each  Watch  so 
Compared 8.4 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors  , 83 

New  Orleans  Division 

Number  of  Watches  Inspected 404 

Number  Watches  Compared  with  Stand- 
ard Regulators  '. 205 

Average  Number  times  each  Watch  so 

Compared  8.3 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors  101 

Vicksburg  Division 

Number  of  Watches  Inspected 250 

Number  Watches  Compared  with  Stand- 
ard Regulators  142 

Average  Number  times  each  Watch  so 
Compared  9 

Number  Employes  whose  Card  Certifi- 
cates were  not  returned  to  Local 
Watch  Inspectors  47 


C.  A.  Clinton 

Probate  Register 


ACKNOWLEDGMENT  OF  EFFICIENCY  OF  SPECIAL  AGENTS'  DEPART- 
MENT, ILLINOIS  CENTRAL  RAILROAD  CO. 
Ingham  County  Probate  Court, 

Mason,  Michigan 
L.  B.  McArthur,  June  20,  1920 

Judge  of  Probate 

Illinois  Central  Railroad  Co.,  Chicago,  Illinois. 
Gentlemen: 

On  June  13th,  last,  while  purchasing  a  ticket  at  Chicago,  on  my  way  home,  I  lost 
a  black  hand  bag  at  your  Tweltfh  Street  Station.  The  matter  was  reported  to  Mr.  S.  C. 
Sullivan,  special  agent,  and  after  considerable  effort  on  his  part  he  concluded  that  the 
bag  had  been  taken  by  a  porter  and  by  mistake  placed  on  the  Wolverine  Limited. 

Through  his  efforts  and  after  communicating  with  the  conductor  of  the  train  the 
bag  was  located,  and  was  turned  over  to  me  at  Jackson,  Michigan.  I  want  to  take 
this  occasion  to  say  to  you  that  the  attention  given  me  by  Mr.  Sullivan  was  most 
courteous  and  efficient. 

Indeed,  it  is  a  pleasure  to  come  in  contact  with  one  so  courteous  and  obliging,  and 
I  have  felt  that  I  should  call  the  matter  to  ths  attention  of  your  Company,  as  I  regard 
him  as  an  excepionally  valuable  man  in  the  position  which  he  holds. 

Yours  truly,  • 

L.  B.  McArthur. 


Roll  of  Honor 


Name 

John  Drinan 
John   Bleichner 
Noble  S.  Lancaster 
Patrick    McCann 
Charles    Sisson 
Charles  Swartz 
William   P.   Carrico 
Phineas  M.   Gladson 


Occupation 

Laborer 

Crossing    Watchman 
Roundhouse  Foreman 
Crossing  Flagman 
Agent  &  Operator 
Section  Laborer 
Station  Helper 
Engine  Watchman 


Where         Yrs.    of 

Date  of 

Employed        Service 

Retirement 

Oilman,  111.,             28 

10-31-19 

Champaign,  111.       26 

12-31-19 

Canton,  Miss.,         37 

1-31-20 

Dubuque,    Iowa.     39 

3-31-20 

Mason,    111.              41 

4-30-20 

Loda,    I  IE                 22 

5-31-20 

Camp  Knox,  Ky.  32 

5-31-20 

Eldorado,    111.         32 

5-31-20 

OBITUARY 


The   following  deaths   of   Pensioners   were   reported   at   meeting   of   the    Board  of 
Pensions  held  May  29,  1920. 


Name 

Peter  Riley 
Peter   Calmer 
John  H.  Huntsberry 
Adolph    Nehring 


Last  Employment  Date  of  Death 

Crossing   Flagman,    Iowa    Division  3-8-20 

Laborer,    Kentucky    Division  4-12-20 

Engineman,   Kentucky  Division  5-1-20 

Blacksmith,  Burnside  Shops  1-24-20 

Gideon   Miller    (COL)  Laborer,   Mississippi  Division  5-18-20 

James  McKeever             Boilermaker,  Wisconsin  Division  5-15-20 


Term  as 

Pensioner. 

3  years 

10  years 
2  years 

11  years 
9  years 
9  years 


1877,  running  between  Chicago  and 
Burlington,  Iowa.  In  1888  Mr.  Petrie 
entered  the  service  of  the  Illinois  Cen- 
tral on  the  Wisconsin  Division  as  Loco- 
motive Engineer  and  he  was  employed 
in  such  capacity  on  the  Madison  and 
Dodgeville  Districts  of  the  Wisconsin 
Hivision  up  until  the  time  he  was  pen- 
sioned, Jan.  1,  1920. 


ROBERT  L.  PETRIE 

Mr.  Petrie  was  born  Jan.  15th,  1853, 
in  Hersemer  County,  N.  Y.  His  family 
moved  to  Aurora,  111.,  in  1857,  at  which 
point  he  attended  school.  On  August 
12,  1870,  he  entered  the  service  of  the 
C.,  B.  &  Q.  Railroad  at  Aurora,  111.,  as 
Engine  Wiper  and  in  October.  1870,  he 
was  employed  by  the  C.,  B.  &  Q.  at 
Aurora,  111.,  as  Fireman  and  promoted 
to  position  of  Engineer,  January  11, 


ALFRED  W.  TILLEY 

Mr.  Tilley  was  born  in  England  in 
1852.  In  1867  he  entered  the  service  of 
the  London  and  Southwestern  Railway, 
assisting  his  father  who  was  a  civil  en- 
gineer and  who  was  surveying  the  above 
road  for  double  track  and  construction 
work.  Mr.  Tilley  came  to  the  United 
States  in  1868  and  was  employed  as 
Car  Carpenter  in  the  New  York,  New 
Haven  and  Hartford  Railroad  Shops  at 
New  Haven,  Conn.,  when  in  1873  he 
transferred  to  locomotive  Fireman, 
which  position  he  held  until  1877,  be- 
coming a  member  of  the  Brotherhood  of 
Locomotive  Firemen  of  New  York  City 
in  1876. 

In  1877  he  left  the  service  of  the 
above  road  and  accepted  employment 
as  Car  Carpenter  at  St.  Paul,  Minn., 
with  the  Great  Northern,  better  known 


59 


60 


ILLINOIS    CENTRAL    MAGAZINE 


A.    W.    TILLEY    AND    FAMILY. 


at  that  time  as  the  St.  Paul,  Minneapo- 
lis and  Manitoba  Railroad.  After  he 
served  in  this  capacity  one  year,  he  was 
appointed  Night  Foreman  in  the  pas- 
senger yards,  which  place  he  held  until 
1882  when  he  resigned  to  enter  the 
service  of  the  Milwaukee  &  St.  Paul 
Railroad  as  Carpenter  and  at  the  ex- 
piration of  three  months  was  trans- 
ferred to  Owatonna,  Minn.,  as  Car  and 
Engine  Foreman. 

In  1890  he  was  sent  to  Mitchell, 
South  Dakota,  in  the  same  capacity  with 
the  same  road,  leaving  the  service  in 
1893  to  accept  a  position  as  Car  Fore- 
man at  Clinton,  Illinois,  with  the  Illi- 
nois Central.  He  was  Car  Foreman  at 
this  point  continuously,  having  charge 
of  Clinton,  as  well  as  outside  points  on 
the  Springfield  Division  until  his  re- 
tirement January  1st,  1920. 


MICHAEL  WHALIN 

Michael  Whalin  was  born  in  Cincin- 
nati, Ohio,  April  24,  1854,  moved  to 
Centralia,  Illinois,  1859,  then  to  Brook- 
port,  111.,  in  1889,  was  married  to  Miss 
Viola  F.  McEwen,  August  26,  1874.  . 


MICHAEL  WHALIN. 


ILLINOIS    CENTRAL    MAGAZINE 


61 


To  this  union  there  was  born  six 
children,  four  of  these  having  preceded 
their  father  to  the  grave,  Fred,  Felix, 
Mayme,  and  Lotta,  two  surviving  him, 
Mr.  Ed.  Whalin,  of  Carbondale,  III., 
who  is  a  passenger  conductor  on  the 
Illinois  Central  Railroad,  and  Mrs.  H.  F. 
Jerdon  of  Brookport,  111.,  whose  hus- 
band is  locomotive  engineer  for  the  I. 
C.  R.  R.  Co. 

Mr.  Whalin,  was  employed  by  the 
I.  C.  R.  R.  Company  in  the  month  of 
August,  1871,  and  was  a  faithful  and 
efficient  employee  of  the  Company  unti' 
death,  having  served  them  for  48  years, 
31  years  of  this  time  Mr.  Whalin  was 
General  Yard  Master  of  the  yard  here 
at  Brookport,  being  the  first  and  last 
vard  master  to  serve  the  company  at 
this  point,  Mr.  Whalin  as  condustor. 
Uncle  John  Ridenbaug-h  (of  this  place) 
PS  engineer  brought  the  first  train  into 
Brooknort  that  ever  come  into  the  place, 
nlso  thev  received  the  first  train  orders 
flint  were  ever  issued  to  anv  train  nt 
rh's  r>1ace.  these  orders  beine  copied  by 
one  Mr.  A.  J.  Farquhar  of  this  place, 
then  serving  the  company  as  operator. 

There  are  left  to  mourn  this  great 
loss,  his  wife,  two  children,  Ed  and 
Mabel,  two  sisters,  Mrs.  Kate  Luddon 
of  Madison,  111.,  and  Mrs,  Mary  Kray- 
mer  of  East  St.  Louis,  111.,  five  grand- 
children and  a  host  of  friends. 

Mr.  Whalin,  departed  this  life  March 
14.  1920,  at  the  age  of  65  years. 


HONORABLE  JOHN  W.  TARVER 

Chief  Clerk,  Superintendent,  Missis- 
sippi Division 

Born— 1881. 
Died— May  13,  1920. 
Mr.  Tarver  was  Mayor  of  Water  Val- 
ley.  Mis?.     Entered   the   service   of  the 


JOHN   W.    TARVER. 

Illinois  Central  Railroad  December, 
1896,  as  a  Clerk  in  the  Master  Me- 
chanic's office.  Promoted  to  various  po- 
sitions until  he  reached  the  position  of 
Chief  Clerk,  Superintendent,  Mississippi 
Division,  which  position  he  has  held 
since  July  1,  1905. 

There  was  no  employe  who  worked 
for  a  Railroad  Company  who  was  more 
highly  esteemed  than  was  John  W. 
Tarver.  His  friends  were  numbered  by 
his  acquaintances. 

Mr.  Tarver  was  happily  married  in 
1905,  his  wife  being  Miss  Fannie  Mc- 
Millan, daughter  of  Mr.  Dan  McMillan, 
also  an  old  and  faithful  employe  at 
Water  Valley.  Has  three  children,  one 
little  son  and  two  daughters. 


M 


ontonous  Dorvico 


S 


CHICAGO  TERMINAL. 

Engineer  E.  Crowley,  train  No.  40,  east- 
bound,  has  been  commended  for  action  in 
stopping  his  train  when  he  noticed  a  small 
girl  walking  over  the  bridge  west  of  mile 
post  6,  June  5. 

Conductor  E.  A.  Smittle  has  been  com- 
mended for  discovering  and  apprehending 
small  boys  hiding  under  platform  of  Forty- 
seventh  Street  Suburban  Station,  June  22,  as 
train  No.  391  was  pulling  into  the  station, 
on  account  of  throwing  a  stone  through 
the  window  of  a  suburban  coach. 

Towerman  W.  C.  Campbell,  Harvey,  has 
been  commended  for  discovering  and  re- 
porting brake  rigging  dragging  on  S.  A.  L. 
18612,  train  No.  79,  passing  Harvey,  June  9. 
Train  was  stopped  at  Homewood  and  brake 
rigging  removed,  thereby  preventing  pos- 
sible accident. 

During  May  the  following  gatekeepers 
lifted  card  passes  and  commutation  tickets 
on  account  of  having  expired  or  being  in 
improper  hands:  Katherine  Dolan,  Daisy 
Emery. 

On  train  No.  151,  May  24th,  Flagman  E. 
Ashton  lifted  employe's  suburban  pass  on 
account  of  being  in  improper  hands.  Pas- 
senger refused  to  pay  fare  and  was  required 
to  leave  the  train. 


ILLINOIS  DIVISION. 

Conductor  C.  E.  Henry,  Fordham,  has 
been  commended  for  discovering  and  report- 
ing I.  C.  120727  with  no  light  weight  sten- 
cil. Arrangements  were  made  to  have  car 
stenciled. 

Brakeman  Brennan  has  been  commended 
for  action  taken  when  he  discovered  a  purse 
on  the  right-of-way  near  Wilderman,  111., 
with  the  result  that  the  owner  of  same  was 
located. 

Mr.  J.  W.  Coffey,  Vandalia,  111.,  has  been 
commended  for  discovering  and  reporting 
defective  arch  bar  on  car  in  extra  1682  south, 
May  26.  Train  was  stopped  and  repairs 
made,  thereby  preventing  possible  accident. 

Conductor  D.  S.  Wiegel,  on  train  No.  34, 
May  13,  declined  to  honor  card  ticket,  on 
account  of  having  expired,  and  collected 
cash  fare.  Passenger  was  referred  to  the 
passenger  department  for  refund  on  ticket. 


MEMPHIS  DIVISION. 

Bridge  Foreman  J.  W.  Cooper  has  been 
commended  for  discovering  and  reporting 
bent  axle  on  I.  C.  122478,  extra  north  at 
Marks,  Miss.,  June  9.  Necessary  arrange- 
ments were  made  to  have  defect  remedied, 
thereby  preventing  possible  accident. 

Yardmaster   Gann    has   been    commended 


for  discovering  ACL  key  out  of  B.  &  O. 
191543,  and  notifying  conductor,  train  No. 
T-84,  engine  No.  819,  at  Greenwood,  Miss. 
Necessary  action  was  taken  to  prevent  ac- 
cident. 


WISCONSIN  DIVISIpN. 

Conductor  W.  D.  Ryan,  train  No.  215, 
May  1,  and  No.  316,  May  10,  declined  to 
honor  card  tickets  on  account  of  having  ex- 
pired, and  collected  cash  fares.  Passengers 
were  referred  to  passenger  department  for 
refund  on  tickets. 

Engineer  W.  R.  Dickman  has  been  com- 
mended for  the  efficient  way  in  which  the 
whistle  was  sounded,  train  No.  394,  May  24, 
in  an  attempt  to  prevent  accident  at  McCon- 
nell,  111. 

Conductor  J.  E.  Curtin  has  been  com- 
mended for  discovering  and  reporting 
broken  arch  bar  on  C.  &  E.  I.  35162,  April  1. 


MINNESOTA  DIVISION. 

Conductor  W.  B.  Ryan  has  been  com- 
mended for  action  taken  in  getting  trains 
Nos.  29  and  11  over  broken  rail  east  of 
block  W-1771. 


TENNESSEE  DIVISION. 

Flagman  J.  G.  Wellons,  extra  No.  1864 
north,  has  been  commended  for  discovering 
and  extinguishing  fire  on  bridge  south  of 
Dyersburg,  thereby  preventing  possible  ac- 
cident. 

Engineer  J.  L.  Strange,  train  No.  191, 
June  16,  has  been  commended  for  discover- 
ing and  extinguishing  fire  on  bridge  J-280-9. 
This  action  undoubtedly  prevented  possible 
accident. 

Conductor  G.  I.  Gadsby  has  been  com- 
mended for  discovering  and  reporting 
broken  beam  on  N.  P.  car  29824,  extra  No. 
1699  south,  at  Rialto,  June  17. 

Conductor  W.  R.  Low,  train  No.  204,  May 
18,  lifted  employe's  trip  pass  on  account  of 
previously  having  been  used  for  passage,  and 
collected  cash  fare. 


LOUISIANA  DIVISION. 

Conductor  R.  E.  Mclnturff,  on  train  No. 
32,  May  13,  declined  to  honor  30-trip  family 
ticket,  on  account  of  having  expired  and 
collected  cash  fare. 

Conductor  L.  E.  Barnes,  on  train  No.  4, 
May  15,  lifted  trip  pass  on  account  of  being 
in  improper  hands.  Passenger  refused  to 
pay  fare  and  was  required  to  leave  train. 

On  train  No.  5,  May  30,  he  lifted  two 
30-trip  family  tickets,  one  on  account  of 
having  expired  and  the  other  being  in  im- 
proper hands,  and  collected  cash  fares. 


62 


Division  News 


WISCONSIN  DIVISION 

Charles  Reed,  who  has  been  employed  as 
brakeman  and  conductor  on  the  Amboy  dis- 
trict since  July  1,  ^895,  has  resigned  to  ac- 
cept responsible  position  with  the  Peabody 
Coal  Co.,  Chicago. 

Mr.  G.  •  V.  Powell,  chief  accountant,  has 
resigned  to  accept  a  position  with  the  Ste- 
phens Motor  Works. 

Mr.  C.  H.  Crowell,  of  Centralia,  111.,  has 
been  appointed  chief  accountant. 

Our  congratulations  are  extended  to  Mr. 
H.  V.  Listen,  formerly  division  claim  clerk, 
now  employed  as  switchman  at  LaSalle,  and 
to  Mrs.  Liston,  who  were  married  at  LaSalle 
recently.  Mrs.  Liston  was  formerly  Miss 
Mildred  Edler,  who  up  to  the  time  of  her 
marriage  was  employed  as  stenographer  in 
the  Accounting  Department. 

Mr.  J.  F.  Riordan  has  been  appointed 
supervising  agent. 

Mr.  B.  F.  Williams,  assistant  agent  Rock- 
ford,  has  been  appointed  supervising  agent, 
Iowa  Division. 

J.  J.  Reilly  has  been  appointed  agent, 
Freeport. 


Mr.  Merton  J.  Beck  cast  his  lot  with  the 
benedicts  a  few  weeks  ago.  We  all  con- 
gratulate you  Mert  and  wish  you  luck. 

Miss  Mabel  Quincer,  stenographer, 
Freight  Agent's  Office,  was  recently  mar- 
ried to  Mr.  Rock.  A  rather  hard  name. 
Congratulations,  Mabel. 

Miss  Lucretia  Porter  has  been  appointed 
stenographer  Superintendent's  Office. 

Miss  Francis  Lavelle,  stenographer  to 
chief  clerk,  has  accepted  position  in  Ac- 
counting Department. 

Miss  Honor  Thro  has  accepted  position 
as  stenographer  in  the  Road  Department. 


MURINE  EYE  REMEDY. 

Murine  Allays  Irritation  Caused  by 
Smoke  —  Cinder  —  Alkali  Dust  —  Strong 
Winds.  Should  be  used  for  all  Eyes  that 
Need  Care.  These  suggestions  must  surely 
Appeal  to  Men  in  all  branches  of  Railway 
Service.  See  Murine  Eye  Remedy  Co.  Adv. 
in  this  issue  and  write  for  their  Book  of 
the  Eye. 


HTHE  MARGIN  OF  SAFETY  is  our  first  consideration  in  making 
*•  loans,  rather  than  the  margin  of  profit.    That  conservatism  is  your 
guaranty  of  SAFETY  in  making  investments  in  our  bonds. 

1  f\  Po-.-^^-fcf  Dion  Any  issue  of  our  high  grade>  gilt  edge  First 
lU-r  O.y  men  I  1  lan  Mortgage  Bonds  may  be  purchased  on  our 

1  0-payment  Plan  on  terms  as  low  as  $  1  0  down  and  $  1  0  per  montfc.  Our 
booklet,  "That  $10  Bill,"  tells  more  about  our  10-Payment  Plan.  If  you  are 
interested  in  getting  6%  on  your  Savings,  with  absolute  security,  call,  phone, 
(Main  1865)  or  write  for  one. 

H.  O.  STONE  &  CO. 


Established  1887 


Real  Estate  Investments 


Conway  Building 


111   West  Washington  Street 


Please  mention  this  magazine  when  writing  to  advertisers. 

63 


64 


ILLINOIS    CENTRAL    MAGAZINE 


Mr.  Henry  Lichtenburger,  former  ton- 
nage clerk,  has  accepted  position  as  assist- 
ant chief  time  keeper. 

The  Girls  in  Superintendent's  and  Freight 
Agent's  Office  had  a  picinic  recently  in  hon- 
or of  Miss  Ethel  Love  and  Miss  Mabel 
Quincer,  June  brides.  They  all  report  hav- 
ing had  a  wonderful  time.  From  what 
lunch  was  left,  we  agreed  they  are  all  good 
cooks. 


OFFICE   OF  AUDITOR  STATION 
ACCOUNTS 
By  G.  A.  R. 

Our  friend  "Miss  Spring"  gave  us  a  chilly 
reception,  but  now  we  can  console  ourselves 
in  knowing  we  are  enjoying  a  warm  recep- 
tion in  that  "good  old  summer  time.''  The 
month  that  contained  so  many  harmonious 
notes  from  Cupid's  harp,  has  past,  and  has 
left  our  respective  sanctorium  without  a  re- 
sponsive cord  in  loves  uniting.  But  knowing 
that  everything  travels  within  a  circle,  that 
hope  and  expectancy  along  these  particular 
lines  is  in  evidence  among  many  of  our  youth  - 
ful  members.  A  timely  advice — is  to  wait 
patiently  in  loving  thoughts  and  all  will  be 
well. 

Our  adding  machine  wants  to  know  what 
has  become  of  the  old  timer  that  could  add 
a  column  of  figures  correctly. 

This  heat  occasionally  brings  a  condition  of 
fermentation  without  yeast.  Be  silent  and 
watchful  and  stick  to  the  ship,  as  prophetic- 
ally or  metaphorically  speaking  the  signs 
point  to  a  "raise." 

Vacation!  vacation!  is  the  general  subject 
of  discussion,  time  tables,  prospectives  of 
every  description  is  in  evidence.  The  clock 
has  taken  a  vacation,  our  elevator  also  takes 
a  vacation  at  intervals,  but  our  good  pay- 
master continues  business  at  the  same  old 
stand,  it  is  very  much  appreciated  by  all  con- 
cerned that  he  is  a  perpetual  worker  during 
these  vacation  days. 

Mrs.  Adele  Clarke  spent  a  very  enjoyable 
vacation  in  New  York  and  Canadian  points. 
She  unfortunately  lost  many  "beautiful  new 
things"  from  her  grip  (as  she  expressed  it) 
at  the  time  it  was  inspected  by  the  revenue 
officer. 

We  are  glad  to  see  our  friends,  W.  T. 
Hawkins,  H.  C.  Emerson  and  T.  Y.  Dillman 
return  to  our  fold  after  a  brief  spell  of  op- 
erating in  the  wheels  of  commerce.  Having 
once  affiliated  with  the  railroad  and  with 
agreeable  associates,  naturally  formulates  a 


SHOES— TWO     PAIR— SHOES 

A  work  shoe  and  a  dress  shoe  at  practically  the  price 
of  one  pair.  Sent  to  you  without  one  penny  down.  All 
you  have  to  do  is  to  pay  your  postman  $7.37  and  postage 
when  the  package  arrives.  It's  a  money-back  proposition,  too. 
Of  course  you  don't  expect  full  details  of  an  amazing  offer 
such  aa  this  in  such  small  space  and  you  are  right. 
If  you  look  for  our  big  six  and  a  half  inch  illustrated  art 
in  this  issue,  you  will  get  full  particulars.  Wolpers — Dept. 
61  at  1201  W.  Van  Buren  Street,  Chicago. 


magnetic  attraction  that  is  not  experienced 
in  the  commercial  world.  Be  as  it  may  we 
are  glad  to  welcome  them  home.  It  is  noted, 
however,  they  did  not  lose  that  swing  of 
railroad  lingo  which  is  typical  with  proficient 
accountants.  Mr.  Dillman  will  handle  ac- 
counts in  litigation,  and  for  the  information 
of  many  of  our  agents  would  state  that  Mr. 
Hawkins  and  Mr.  Emerson  were  appointed 
assistant  traveling  auditors,  and  it  is  hoped 
our  agents  will  have  the  pleasure  of  meeting 
them  in  the  near  future. 

Mr.  S.  N.  Moore,  who  is  well  known  by 
many  of  our  employes,  has  accepted  a  posi- 
tion as  uncollected  investigator,  and  has 
charge  of  divisions  on  Northern  lines. 

Miss  Marion  Powers  will  spend  her  vaca- 
tion at  Deadwpod.  S.  D.  It  is  known  that 
activities  in  this  village  are  not  emblemati- 
cal of  its  name,  but  on  the  other  hand  it  is 
a  very  live  place  and  we  can  assure  her  that 
amusements  to  her  liking  will  be  beyond  her 
expectations. 

Mr.  Leo  Palmer,  our  junior  accountant 
who  wants  to  see  things  before  he  believes 
they  really  exist,  is  visiting  the  sights  in  Colo- 
rado. 

Miss  Edna  Nelson  was  a  very  wise  girl 
when  she  decided  the  place  to  spend  her  vaca- 
tion. After  consulting  the  atlas  of  the  world 
she  finally  decided  on  a  quiet  little  spot  in 
the  country  adjacent  to  our  city.  While  there 
she  associated  with  the  country  lassies  and 
dwelled  among  natural  scenery,  fishing  and 
bathing  with  the  mermaids,  carrying  water  to 
the  harvest  hands,  drinking  only  buttermilk 
and  eating  corn  bread  and  laree  country  bis- 
cuits "like  mother  used  to  make."  This  de- 
lightful experience  made  such  an  impression 
on  her  that  she  has  fully  decided  where  to 
find  the  "mecca"  of  rest  and  pleasure. 

Mr.  D.  O'Connell  spent  his  vacation  at  Ni- 
agara Falls  and  Detroit.  While  at  the  lat- 
ter place  he  visited  one  of  the  leading  plants 
in  view  of  just  seeing  how  they  could  afford" 
to  turn  them  out. 

Mrs.  Northrop,  while  on  her  vacation,  was 
looking  after  her  oil  interests.  She  reports  as 
favorable  outlook,  as  she  is  getting  near  that 
glorious  hope  of  reaching  the  end  of  the 
rainbow. 

Miss  Coyle  was  camping  for  one  week  at 
Mineral  Springs,  Ind.  She  reports  of  catch- 
ing a  fish  th'at  weighed  35  pounds.  Let  us 
hope  that  the  "scales"  were  correct. 

Mr.  O.  E.  Hulsberg  took  in  the  sights  at 
New  York,  up  the  Hudson  and  other  Eastern 
cities.  He  was  accompanied  by  several  noted 
artists.  It  is  also  known  that  he  had  a  con- 
tinuous round  of  pleasure  for  the  reason  that 
he  brought  back  many  specimens  of  butterflies 
that  he  captured. 

This  office  is  making  preparations  for  its 
annual  picnic,  to  be  held  in  July,  and  it  is 
hoped  all  interested  will  participate  in  making 
it  a  most  enjoyable  gathering. 


ILLINOIS   CENTRAL  MAGAZINE 


65 


mromm  <patclt 

The  Watch  of  Railroad  Accuracy" 


Engineer  P.  J.  Mink  of  the  New  York  Central  Lines  is  known  as  "The 
Chief  "  on  the  New  York-Albany  run,  because  he's  handled  a  throttle 
for  thirty-one  years.  For  ten  years  he  drove  the  Twentieth  Century 
Limited  on  his  division,  with  the  Hamilton  he  carries,  and  established  an 
enviable  record  for  running  on  schedule, 

Are  you  being  handicapped 

with  an  inaccurate  watch  ? 

rpHERE'S  probably  no  line  of  work  where  punctuality  has  more 
J_  to  do  with  a  man's  success  than  in  railroading.  If  your  par- 
ticular job  must  be  done  to  a  time  schedule  then  your  efficiency 
record  is  at  the  mercy  of  the  watch  you  carry. 

There  are  two  very  real  reasons  why  the  Hamilton  has  become 
the  most  popular  watch  among  America's  railroad  men: 

Its  day-in-and-day-out  dependability — its  ability  to  stand  up 
under  railroad  work  and  give  long  years  of  unvarying  satisfaction. 

Have  your  jeweler  show  you  Hamilton  No.  940  (18  size,  21 
jewels)  and  No.  992  (16  size,  21  jewels).  These  famous  railroad 
models  make  time  inspection  a  mere  matter  of  routine. 

Write  today  for  "The  Timekeeper" 

An  interesting  booklet  that  pictures  and  describes  all  the  Hamilton  models. 
Prices  are  given  and  they  range  from  $22  ($25.50  in  Canada)  for  movements 
alone,  up  to  $200  for  the  Hamilton  Masterpiece  in  extra-heavy  18k  gold  case. 

HAMILTON    WATCH   COMPANY,  Lancaster,  Pennsylvania 


Please   mention   this  magazine   when   writing  to  advertisers. 


G6 


ILLINOIS    CENTRAL    MAGAZINE 


St.  Louis  Division 

The  St.  Louis  Division  Base  Ball  Asso- 
ciation, Carbondale,  111.,  has  organized  a 
base  ball  club,  and  would  like  to  hear  from 
similar  clubs  with  a  view  toward  arranging 
games. 


SPRINGFIELD  DIVISIpN 

Mr.  L.  H.  Bond,  of  Chicago,  visited  with 
friends  in  Clinton. 

Mr.  J.  G.  Croker,  of  Chicago,  was  in  Clin- 
ton looking  after  company  interests. 

Mr.  P.  H.  Croft,  of  Fulton,  formerly  of 
the  Engineering  Department  at  Clinton,  vis- 
ited friends  in  Clinton. 

Mr.  R.  B.  Goe,  of  Chicago,  was  a  business 
visitor  in  Clinton. 

Mr.  George  Dunlop,  of  Chicago,  was  in 
Clinton. 

Mr.  G.  R.  Hurd,  supervisor  of  fire  pro- 
tection, was  a  Clinton  visitor. 

Mrs.  J.  W.  Hevron  and  children,  of  Ful- 
ton, visited  recently  with  Mr.  and  Mrs.  P.  J. 
Mallon. 

H.  E.  Dewey  was  a  business  visitor  in 
Decatur. 

J.  E.  Elward  has  returned  from  a  busi- 
ness trip  to  Chicago. 

Mr.  Pinkerton  and  Mr.  Schilling  were 
business  callers  in  division  offices. 

Dispatcher  Macon  and  family  were  De- 
catur visitors. 

Mrs.  Roy  Hoyt  and  daughter  Mildred 
were  shopping  in  Decatur. 

C.  Harris  employed  at  the  freight  house, 
was  called  to  Mendota  account  of  illness  of 
his  sister. 


George  White  and  family  are  visiting  rela- 
tives in  Patoka. 

Charles  Masterson,  check  clerk,  has  re- 
turned to  work  after  an  absence  of  a  week 
account  of  measles.  We  are  glad  to  have 
him  with  us  again. 

VVm.  Crum  has  accepted  the  position  as 
assistant  platform  foreman. 

Harry  Simmon,  clerk  at  north  yard  office, 
Clinton,  has  resigned  his  position  and  gone 
to  Chicago  where  he  will  work  out  of  Mr. 
Porterfield's  office.  Vacancy  made  by  Mr. 
Simmons  has  been  filled  temporarily  by  A. 
R.  Betz. 

Lewis  Lynn,  switchman,  has  returned  to 
work  after  a  week's  vacation. 

Wm.  Thomas,  general  yardmaster,  has 
returned  to  work  after  a  visit  in  Chicago. 
Mr.  Thomas  reports  having  had  a  grand 
time. 


INDIANA  DIVISION. 

The  General  Officers  were  on  Indiana 
Division  May  28th  jfrom  Evansville  ,to 
Peoria. 

Miss  Lucille  Yount  of  the  Superintend- 
ent's Office,  is  taking  a  month's  vacation, 
spending  the  time  in  Kansas  City.  Miss 
Catherine  Stephenson  is  substituting  for 
Miss  Yount. 

Asst.  Chief  Clerk  Earl  McFadden  is  the 
recipient  of  a  fine  box  of  garden  produce 
from  our  friends  and  former  co-workers, 
N.  J.  and  Helen  Lee  Brooks,  who  are 
farming  in  Texas,  near  the  Mexican  bor- 
der. 

There  seems  to  be  a  diversity  of  opinion 
in  the  Accountant's  Office  as  to  the  su- 


OFFICE   FORCE  OF  SUPERINTENDENT  OF     SPRINGFIELD   DIVISION,   CLINTON,   ILL. 


ILLINOIS    CENTRAL    MAGAZINE 


67 


periority  of  the  different  make  cars.  Chief 
A  C  Wilcox  showed  his  preference  by  in- 
vesting in  a  Cadillac;  Timekeeper  Stephen- 
son  followed  up  with  the  purchase  ot  a 
bright  yellow  Velie;  then  Morris  Kemper 
decided  on  an  Elgin;  Winston  Darnell  still 
insists  that  his  Cole  is  O.  K.,  while  Marion 
Crane  shows  what  he  thinks  of  that  Uver- 
land  of  his  when  he  permits  it  to  carry 
here  and  there  one  certain  person,  who  is 
really  precious.  Eugene  Watts  hasnt  any 
(preference  as  the  Inter-Urban  serves  him  all 
right  to  go  to  Charleston. 

Archie  Buckton,  Chief  Clerk  to  Master 
Mechanic,  was  surprised  on  his  birthday, 
by  his  Railroad  Office  friends,  who  met  at 
his  home  and  enjoyed  a  pleasant  evening 
of  dancing,  music,  etc.  Mr.  Buckton  was 
presented  with  a  watch  charm  as  a  re- 
membrance of  the  day. 

Miss  Cora  Tiffany  of  Road  Master's  Of- 
fice spent  a  couple  of  days  with  home 
folks  this  month. 

Speaking  of  Barney  Oldfields,  the  ques- 
tion has  arisen:  Which  is  the  less  sate 
driver,  T.  J.  Flynn  or  R.  H.  Browning? 
(Step  on  it!) 

Looks  kind  of  natural  to  see  Yard  Master 
Haettinger  again  "striding"  through  the 
yards. 

We    don't    know   how    the   two    are    con- 
nected,   but    were    told    to    ask    Supervisor 
B.    &   B.   Carlson   concerning   "The   Beach 
and    "Education."      Maybe    an    explanation 
]  can  be  given  those  who  are  confused. 

Accountant  Winklebach  is  interesting 
\  himself  quite  a  little  in  flowers  recently— 
seems  to  be  a  steady  visitor  at  the  Broad- 
way Flower  Shop  these  days— don't  blame 
you,  Wink,  'tis  hard  to  tell  which  to  like 
best,  the  flower  girl  or  the  flowers. 

To  men  desiring  the  latest  in  bathing 
suits  this  season,  we  refer  you  to  Train 
Master  Vane.  Since  "the  overall  fad"  has 
gained  access  in  offices,  high  schools,  etc., 
our  official  has  extended  its  use,  in  a  most 
becoming  manner,  in  the  River. 

Conductor  J.  W.  Knight  and  wife  have 
left  for  an  extended  trip  through  Colorado, 
Washington  and  Oregon. 


SUPT.    SHAW'S    DOG,    CLINTON,    ILL. 


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  60c  per  bottle. 


The  Murine  Eye  Remedy  Co., 
Chicago,  will  mail  Book  of 
the  Eye  Free  upon  request. 


This   is    First   and   Foremost 

A  QUALITY  STORE 
Special    Values    In 
Women's   Silk   Hosiery 

If  you  want  to  please  wife,  mother,  sister 
or  sweetheart  give  her  silk  hosiery.  An 
ideal  girt  that  will  be  much  appreciated 
for  no  woman  ever  had  too  many  pairs 
of  silk  stockings. 

Silk    Hosiery    Specials    for 
Readers    of    this    Magazine 

3  pairs  Women's  Silk  Hose 
$5.50 

Women's  pure  thread  silk  hose  with 
lisle  tops  and  soles  in  black,  brown, 
grey  and  white.  A  splendid  wearing 
quality,  sizes  9,  9^  and  10.  Delivered 
prepaid  anywhere  m  U.  S.,  per  pair 
$2.00  or 

3    pairs    for   $5.50 

Other  qualities  at  $1.50,  $2.50,  $3.00, 
$3.50  and  up  to  $7.50  pair. 

Mail   orders  promptly  filled 

MURDOCK  &  FARMER 

CLINTON  ILLINOIS 

Retailers  of   Dry  Goods,   Floor  Coverings  and 
Women's    Ready-to-Wear    Apparel. 


Please   mention   this  magazine   when  writing  to   advertisers. 


68 


ILLINOIS    CENTRAL    MAGAZINE 


MINNESOTA  DIVISION. 

Frank  Hardy,  trainmaster's  clerk  at  Wa- 
terloo, and  Ed.  Lynch,  chief  clerk  to  the 
roadmaster,  Dubuque,  are  enjoying  their 
vacation  in  the  West. 

J.  D.  Lavell,  chief  clerk  at  Waterloo  yard, 
celebrated  his  twenty-ninth  birthday  re- 
cently and  the  bunch  from  the  office  pre- 
sented him  with  a  new  pipe.  Of  course,  it 
was  not  presented  with  the  thoughts  that 
his  "Old  Missouri  Meerschaum"  was  get- 
ting pretty  strong. 

H.  O.  Dahl,  yardmaster,  Waterloo,  goes 
fishing  quite  often,  but  you  never  hear  him 
tell  about  what  he  catches. 

Miss  Elsie  Hietzman,  file  clerk  in  the 
superintendent's  office  has  resigned  her  posi- 
tion. 

Misses  Marion  Coffey,  trainmaster's 
clerk,  and  Angella  Hauer,  accountant,  re- 
cently spent  Sunday  in  Chicago. 

Mr.  Ralph  McCarron  has  again  resumed 
his  duties  as  accountant,  having  been  ab- 
sent for  some  time  on  account  of  illness. 

Mr.  Roy  Savary,  formerly  yard  clerk,  now 
employed  as  tonnage  clerk  in  the  super- 
intendent's office,  who  recently  underwent 
an  operation  for  appendicitis  at  Mercy 
Hospital  is  improving  rapidly. 

Miss  Genevieve  Sims  has  accepted  the 
position  of  file  clerk  in  the  superintendent's 
office. 

Mr.  J.  E.  DeShara,  formerly  division 
claim  clerk  on  this  division  was  a  welcome 


visitor  at  the  division  offices  recently. 

Miss  Ethly  McNamara,  assistant  chief 
clerk  to  the  roadmaster,  has  returned  to 
work  after  spending  the  winter  in  Califor- 
nia. Mrs.  Evelyn  Uhr,  who  relieved  Miss 
McNamara  during  her  absence,  has  ac- 
cepted the  position  of  correspondence  clerk 
in  General  Superintendent  Williams'  office 
at  Waterloo. 

Mr.  O.  J.  Oster,  assistant  chief  clerk 
to  the  superintendent,  is  enjoying  his  an- 
nual vacation  in  Milwaukee,  Wis. 

Mrs.  A.  Howard  has  accepted  the  posi- 
tion of  stenographer  in  the  chief  dispatch- 
er's office  at  Dubuque.  Miss  Abbie  Sturmer 
has  been  employed  as  stenographer  in  the 
superintendent's  office. 

Miss  Hilda  Schwartz  has  returned  from 
Washington,  D.  C,  where  she  attended  the 
graduation  exercises  of  the  George  Wash- 
ington University,  Decoration  Day. 

Miss  Elsie  Miller  is  relieving  Miss 
Martha  Wunderlich  as  telephone  operator. 
Miss  Wunderlich  having  the  misfortune  to 
sprain  her  ankle. 

Miss  Annis  Hanger  has  resigned  her 
position  as  chief  yard  clerk  in  the  Dubuque 
yard  office.  Mr.  Raymond  Herron  has  suc- 
ceded  Miss  Hanger. 

Mr.  H.  A.  Clancy  has  been  appointed 
yardmaster  in  the  Dubuque  yards,  Mr.  B.  E. 
Gober,  former  yardmaster,  having  resigned. 

Mr.  L.  Kupferschmidt  D.  V.  accountant, 
is  in  Chicago  working  'on  special  work. 


CONSOLIDATED    AGENCIES 


Offices    in 
Chicago 
St.    Louis 
Cleveland 
Los  Angeles 
San   Francisco 


[INCORPORATED] 

VOCATIONAL  EMPLOYMENT 

PLACEMENT  BUREAU 

500  Westminster  Building,  110  S.  Dearborn  Street 
CHICAGO 


Phone 
MAJESTIC 

8412 

Connecting    all 
Departments 


—  HELP   WANTED  — 


MALE 

Accountant,    loop    corp $4,500  yr 

Executive    Office    Mgr.,    Kans..    5,000 

Traveling   Auditor,    Ohio 2,400 

Bkpr.,  auto  co.;  South  Side ,800 

Bkpr-Genl.   ofc.   man ,680 

Clerk — Asst.    to    Credit    Mgr ,200 

Clerk,  well  educated ,200 

Ledger   Clk.,   auto   co ,500 

Clerk,  sales  opportunity ,300 

Stenographer,   ins.   co ,800 

Typist,    oil   co 980 

File    Clerk,    ins.    co 1,000 

No    Registration    Fee. 


FEMALE 

Bkpr.,    South    Side $35 

Office   Clerk,    small    office 25 

File  Clerk,  loop 20 

Cashier,    real   estate 25 

Ledger   Clerk   22 

Beginner    Clerk    18 

Stenographer,    small    office 30 

Secretary,    loop    35 

Beginner  Stenographer 20 

Comptometer  Opr.,   loop   co 25 

Dictaphone  Opr.,  oil  co 30 

Typist,     1     girl    office 20 

No  Advance  Charge. 


A  NATIONAL  ORGANIZATION— ESTABLISHED  1910 


Please   mention  this  magazine   when  writing  to  advertisers. 


ILLINOIS    CENTRAL    MAGAZINE 


69 


The  division  office  force  enjoyed  their 
annual  picnic  at  Union  Park,  (Saturday, 
June  26th.  Everyone  had  an  enjoyable 
time  and  are  looking  forward  to  the  next 


LOUISIANA  DIVISION. 

All  are  happy.  Our  big  trainmaster,  Mr. 
Ed.  McLaurine,  has  returned  _  after  being 
away  a  month  switching  in  Chicago. 

Misses  Dougall  and  Bridges  enjoyed  a 
trip  to  the  Crescent  City  recently. 


WorkShoes 


Sand  No 
Money 


And  Dress  Shoos  at  $4.89 


%^5 


A  Blow  at  Profiteering 

I  /I  O  for  a  pair 
.    ..*t O  of  real 

honest  built  work 
shoes.    Sounds  im- 
possible   but    it  is 
true  and  the  best  part 
of  it  is  that  you  do 
not  have  to  send 
any   money  to 
irove  it.    Let 
us  tell 
you 
how 
w  e 
can 
d   o 

„     ,-  -    -  — — —        this. 

You  know  that  shoes  are  going-  up  every  day. 
also  you  know  that  when  you  buy  thousands  of 
pairs  of  shoes  at  one  time  the  prices  are 
considerably  lower. 

The  dress  shoe  we  are  offering  at  $4.89.  just 
think  of  it,  $4.89  for  a  dress  shoe.  This  in  it- 
self is  the  greatest  bargain 
of  the  season,  but  in  ad- 
dition with  every  pair  of 
dress  shoes  sold  we  will 
sell  a  pair  of  these  work 
shoes  for  $2.48.  A  price 
that  sounds  like  thedays 
before  the  war.  Imagin 
for  a  total  expenditure 
of  $7.37  actually 
less  than  the  v 
of  the  dress  sho 
you  will  have 
two  pairs 
shoes. 


Send  No  Money,  JustSendYourOrder 

and  pay  your  postman  $7.37  and  postage  when  the 
package  arrives.  You  take  no  risk  as  the  shoes  will 
be  sent  to  you  under  our  iron  clad  guarantee  of  money 
back  including  postage  if  you  are  not  fully  satisfied. 

We  Positively  Cannot  Soil  Either  Pair 
of  Shoes  Separately 

When  ordering  be  sure  to  mention  the  size  required 
on  each  pair  of  shoes. 

WOLPER'S,  CHICAGO 

P«pt.  61  1201-1209   West    Van  Buren.   St. 


Gold-filled 
Knife  and 
ChaviFREE 

Choice  of  Dick- 
en*.  Wo.ldtma.Tf 
(ihmvn  in  'cut) 
orVeet  Chain*. 
Fret  now  in 
addition  to  our 
special  offer. 


Guaranteed 
to  Pat*  In- 
epection  op 
All  Road*. 


No  Money  Down 


This  21- jewel  Illinois  Watch— the  Bunn  Special  sent  on  trial.  Do  not  tend  u* 
a  penny.  The  Bunn  Special,  made  to  be  "the  watch  for  railroad  men."  is 
adjusted  to  6  positions,  extreme  heat,  extreme  cold  and  isochronlsm.  21- 
jewcl  movement,  Montgomery  Dial,  handsome  guaranteed  20-year,  Bold- 
filled  caae.  Guaranteed  to  pass  inspection  on  any  railroad. 

After  Trial  a  Few  Cents  a  Day 

Watch  comes   express   prepaid   to   your  home.    Examine  it  first.    Only  if 

decide  to  return  it.  we  refund  deposit  immediately.    If  you  buy.  lend  only 

$6.00  a  month  until  $55  is  paid. 

Just  send  as  your  name  and  address.  No  red 
tape.  State  chain  you  wish.  Offer  limited. 
Don't  delay.  Write  today  to  Dept.  66E 

Our  Its  -  war  catalog  thorn  i 
in  Diamond*,  Watchet  and  Jet 

J.  M.  LYON  &  CO. 


FREE  TO 

ASTHMA  J5UFFERERS 

A  New  Home  Method  That  Anyone  Can 

Use  Without  Discomfort  or  Loss  of 

Time. 

We  have  a  new  method  that  controls  Asthma, 
and  we  want  you  to  try  it  at  our  expense.  No 
matter  whether  your  case  is  of  long  standing  or 
recent  development,  whether  it  is  present  as  Hay 
Fever  or  chronic  Asthma,  you  should  send  for  a 
free  trial  of  our  method.  No  matter  in  what 
climate  you  live,  no  matter  what  your  age  or  occu- 
pation, if  you  are  troubled  with  asthma,  our 
method  should  relieve  you  promptly. 

We  especially  want  to  send  it  to  those  apparently 
hopeless  cases,  where  all  forms  of  inhalers, 
douches,  opium  preparations,  fumes,  "patent 
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everyone  at  our  expense,  that  this  new  method  is 
designed  to  end  all  difficult  breathing,  all  wheezing, 
and  all  those  terrible  paroxysms  at  once. 

This  free  offer  is  too  important  to  neglect  a 
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Niagara  and  Hudson  Streets,  Buffalo,   N.   Y. 
Send  free  trial  of  your  method  to: 


Please   mention   this  magazine   when   writing  to  advertisers. 


70 


ILLINOIS    CENTRAL    MAGAZINE 


Somebody  done  gone  and  poisoned 
"Peggy."  No  wonder  the  chief  clerk  to 
the  roadmaster  has  been  sick  for  two  days. 
Airdales  are  rare  beings  in  this  town. 

Miss  Frances  Otken  spent  a  day  in  Mem- 
phis— shopping. 

Our  JUDGE,  Mr.     Fant,  has  been  on  the 
sick  list,  but  is  able  to  be  with  us  again. 

Have  you  noticed  how  important  the 
chief  tonnage  clerk's  desk  is?  Private  Sec- 
retary Dodds  should  be  reminded  that  this 
is  leap  year,  and  refrain  from  the  frequent 
conferences  he  has  been  having  of  late. 

Sorry  to  report  that  Miss  Helen  Ott  is 
ill. 

Messrs.  George  Little  and  Earl  McGowen 
are  enjoying  their  vacation  at  the  present 
time. 

Miss  Walker,  of  the  road  department,  left 
June  16,  to  spend  her  ten  days  with  her 
mother  at  McCalls,  Miss. 


And  we  see  Private  Dodds  fly, 
Only  gone  a  minute 

When  he  again  calls  Chief  McGuire. 

After  several   conferences,  we   hear  a  long 

distance  one 
And  glancing  up,  we  see  T.   M.   Pittman 

on  the  run. 
Sometimes  he  makes  it,  then  again  he  don't. 

Ask  him  why,  when  you  see  him 
Maybe  he'll  tell  you,  maybe  he  won't. 

•But   we'll  excuse   his   bashfulness  and  turn 

to  Johnnye  Schwartz, 
There's  a  man  that's  always  on  time  with 

whatever  the  Supt.  wants. 
The  Statistician  too  has  several  calls  a  day, 


Have  you  read  about  the  buzzes? 

Yes,  the   frequent  buzzes,   too, 
That  come  when  we  are  dreaming 

Of  vacation   times  anew. 

First  the  Supt.  calls  Chief  McGuire, 
Bright  and  early  in  the  morn, 

To  find  out  just  how  everything 
Has  been  getting  along. 

Then   comes   that   jolly   two-buzz, 


SEX    KNOWLEDGE 

— For  young  men  and  women. 
— For  young  husbands  and  wives. 
— For  fathers  and  mothers. 
— That   parents   should   impart   to   their 
children. 

Science  of  Life 

By   J.    L..   Robertson,   M.    D. 
A    book    which    will    answer    questions    you 
would     like    and    ought    to    know,    but    will 
not    ask.     Mailed    postpaid    in    plain    wrap- 
per,   ?1.00. 

DALL  PUBLISHING  CO. 

Dept.    P      Denham     Bldg.      Denver,  Colorado 


A  Playground  for  All   the   People 


View  in  Ideal  Park,  Endicott,  N.  Y.  Every  known  form  of  outdoor  attraction  for  young  and 
old  is  to  be  found  here.  EVERYTHING  !FREE  *  *  *  EVERYBODY  WELCOME  *  *  * 
EVERYWHERE. 

ENDICOTT- JOHNSON 

ENDICOTT,  Shoes  for  WorKerj  and  JOHNSON  CITY, 

N.  Y.  Their   "Roys   and  Cirlj  N.  Y. 


Please   mention  this  magazine  when  writing  to  advertisers. 


ILLINOIS   CENTRAL   MAGAZINE 


71 


But  Delia  Mae  is  there,  you  bet  and  has 
plenty  to  say. 

Ml   in   all   these    buzzes    that    interrupt   pur 

dreams 
Are  constant  reminders  of  what  we  should 

seem   (?) 
Perhaps   we'll   see   the  time   someday  when 

buzzes  are  no  more 
And  then  we'll  end  that  constant  chase  to 

Rooms  three  and  four. 


The  car  record  clerks  are  happy  as  there 
are  now  two  young  men  on  their  desk. 

A  parcel  post  package,  weighing  about  2 
ounces,  came  to  the  office  today  and  on  in- 
quiring what  same  contained,  we  were  in- 
formed "material  for  Georgetta  Ott's  dress." 
To  those  on  the  system  who  have  visited 
the  superintendent's  office  of  Louisiana  Di- 
vision, I  wish  to  ask  a  question.  What 
kind  of  a  dress  will  material  weighing  2 
ounces  make  for  Miss  Ott?  She  weighs 
165  Ibs.,  is  it  not? 


Don't  Endure 


me 


PILES 


\  and  I  will  send  you  on  trial  a  Full 
|  Treatment  of  my  mild,   soothing. 
guaranteed  remedy  for  all  forms  of 
A-  Piles  which  has  proven  a  blessing 
to  thousands  who  are  now  free  from 
this  cruel,  torturous  disease.    Send 
me  a  post  card  today  for  Full  Treat- 
ment-     H  results  are  satisfactory 
costs  you  82.00.  If  not,  costs  nothing 

N.  D.  POWERS,  Dept.  ess,  Battle  Creek,  Mich 


Is  Your  Blood  Starving 
For  Want  of  Iron? 

Iron    is    Red-Blood    Food— Nuxated    Iron    Helps    Put 

Roses  Into  the  Cheeks  of  Women  and  Gives 

Strength    and    Energy    to   Men 

If  you  were  to  go  without  eating  until  you  become 
weak,  thin  and  emaciated,  you  could  not  do  a  more 
serious  harm  to  yourseli  than  when  you  let  your 
blood  literally  starve  for  want  of  iron — iron  that 
gives  it  strength  and  power  to  change  food  into  liv- 
ing tissue,  muscle  and  brain.  Without  plenty  of  iron 
in  the  blood,  no  matter  how  much  or  what  you  eat, 
your  food  simply  passes  through  you  without  doing 
you  any  good — you  don't  get  the  strength  out  of  it 
and  instead  of  being  filied  with  youthful  strength  and 
energy  you  are  weak,  nervous  and  all  run-down.  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  withput  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.  Numbers  of  nervous,  run- 
down people  who  were  ailing  all  the  while  have  most 
astonishingly  increased  their  strength  and  endurance 
simply  by  taking  iron  in  the  proper  form.  But  don't 
take  the  old  kinds  of  iron  simply  to  save  a  few  cents. 
You  must  take  iron  in  a  form  that  can  be  easily  ab- 
sorbed and  assimilated  like  Nuxated  Iron  if  you  want 
it  to  do  you  any  good,  otherwise  it  may  prove  worse 
than  useless.  You  can  procure  Nuxated  Iron  from 
your  druggist  on  an  absolute  guarantee  of  satisfaction 
or  your  money  will  be  refunded. 


Continental  Service 

A    Well    Known    Continental 
Representative      Whom      You 
Have  Seen   and  Know 

Accident     and     Health 
Insurance 

S^             " 

(Cut  out  and  mail  today) 

JOHN  W.  CHAPMAN,  of 
Waterloo,      Iowa,      a      truck 

k 

Continental  Casualty  Co. 

builder     employed     by      the 

910  .Michigan   Ave., 

Illinois   Central   R.    R.,   took 

, 

out     a     CENTURY     policy 

i 

I     am     employed     by     the 

with     THAD      VAIL.     The 
policy   provided   $1,000   prin- 

/ 

ILLINOIS    CENTRAL 
RAILROAD.       Please    send 
me  information  in  regard  to 

cipal   sum,    one-half   for   loss 

/ 

your  accident  and  health  in- 

of  one    eye.      Mr.    Chapman 
lost  the  sight  of  his  left  eye 

' 

surance    such    as    was    car- 
ried   by    John    Chapman    of 
Waterloo,      Iowa.,      and     by 

by     accident     and     received 

hundreds   of   my    fellow   em- 

$ 5  0  0      plus     accumulations 

ployes. 

which  are  added  to  the  face 

THAD  VAIL 

of    the    policy    without    cost 
when  renewed  each  year.  Mr. 
Chapman   will   tell   you   how 
much    he    appreciates    CON- 
TINENTAL  Service. 

One    of    the    many    accredited 
and  reliable  representatives  of 
"The     Railroad     Man's     Com- 
pany"  on  the  ILLINOIS  CEN- 

Age           Occupation  

Name      „  

Iowa    he    will    see    you    soon 

about  your   protection. 

Address  _  __. 

CONTINENTAL  CASUALTY  COMPANY  H-  G-  B^ifiJNDER  CHICAGO 

Please   mention  this  magazine  when  writing  to  advertisers. 


72 


ILLINOIS    CENTRAL    MAGAZINE 


South  Mississippi 

Lands 


Improved  Farms,  Cut- 
over  Acreage  Tracts, 
and  Home  Sites. 

Near  the  shores  of  the 
Gulf  of  Mexico  and  also 
in  the  interior  of  South 
Mississippi. 

Write  me  what  you  want 

John  J.  Murphy 

Gulfport,  Miss. 

In  the  Land  of  Sunshine 
and  Mild  Climate 


United  Supply  &  Manufacturing  Co, 

McCormick  Bldg. 
Chicago 

Wool  and  Cotton  Wiping  and  Packing  Waste 

Nuts,  Bolts,  Rivets,  Spikes 

Axles 

American  Rail  Leader 


PATENTS 

Inventors  Invited  to  Write  for  Infor- 
mation and  Particulars 
Highest  Reference*.       Best  Results. 
Promptness  Assured. 

WATSON  E.  COLEMAN 
Patent  Lawyer 

624  F  Street  N.  W.  Washington.  D.C. 


HAWK  BRAND 


BUCK  BRAND 


Overalls 

and 

Union  Suits 


Full  Cut,  Roomy  Union-made  Railroad  Overalls  and  Jumpers. 
Every  garment  guaranteed  to  give  absolute  satisfaction  or  purchase 
price  cheerfully  refunded. 

Our  Auto  Mechanit  Khaki  Union  Suit  is  unexcelled  in  Material, 
Design  and  Workmanship. 

Miller  Manufacturing  Company 

Five  Factories:         Dallas  and  Fort  Worth,  Texas— 
Memphis,  Tenn.,  Little  Rock,  Ark.,  Kansas  City,  Mo. 


Please  mention  this  magazine  when  writing  to  advertisers. 


.920 


ILLINOIS  CENTRAL 
'/MAGAZINE 


Members 
Traffic  Bureau  of  the  Baton  Rouge  Chamber  of  Commerce 

Baton  Rouge,  La. 


American  Supply  &  Equipment  Co. 

Armour  &  Company. 

Bango  Furniture  Co. 

Bank  of  Baton  Rouge. 

Baton  Rouge  Brick  Co. 

Baton  Rouge  Coal  &  Towing  Co. 

Baton  Rouge  Electric  Co. 

Baton  Rouge  Gas  Co. 

Baton  Rouge  Lumber  Co. 

Baton  Rouge  Motor  Co. 

Baton  Rouge  Produce  Co. 

;  Rouge  Transportation  Co. 

'ovigo  Water  Co. 
Becker  Furniture  Co. 
Burgin  Bros. 
Calmes  &  Hague 
Capital  City  Auto  Co. 
Causey  I.  M. 
Cohn  Flour  &  Feed  Co. 
Connell  W.  P. 

Crawford-Jenkins  Booth  Motor  Co. 
Dahlberg  Brokerage  Co. 
Darling  Lumber  Co. 
Doherty  Hardware  Co. 
Doherty-Walsh  Roller  Co. 
Everett  Geo.  C. 
Farrnbacher  Dry  Goods  Co. 
Fearson  E.  A. 
Fuqua  Hardware  Co. 


Globe  Furniture  Co. 

Gottlieb  &  Percy  Agency,  Ltd. 

Holmes  &  Barnes,  Ltd. 

Istrouma  Hotel  Co. 

Interstate  Gravel  Co. 

Jones-Whitaker  Co. 

Joubert  W.  C. 

Kean   Bros. 

Kahn-Krauss 

Levy  L.  Grocer  Co. 

Lindsay,  A. 

Louisiana  Art.  Ice  &  C.  S.  Co. 

Louisiana  National  Bank 

Louisiana  Specialty  Co. 

Marks  Bradley  Co. 

Mayer  Furniture  Co. 

McNeel  Stationery  Co. 

"Reymonds" 

Ronaldson  &  Puckett  Co. 

Rosenfield  Dry  Goods  Co. 

Standard  Box  Co. 

Standard  Motor  Co. 

Steinberg  Hide  &  Fur  Co. 

Saison,  A.  M.  Auto  Co. 

Somers,  Inc. 

Strauss,  Hy. 

Tobias-Gass  Co. 

\Yelsh  &  Levy. 

\Yomack,  Geo.  W.,  Motor  Co. 


JNO.  B.  RUCKER, 

Secretary  and  Traffic  Manager. 


Contents 


Richard   O.   Fischer — Frontispiece. 

Public  Opinion 7 

Some  of  the  Things  Being  Done  by  the  Illinois  Central  to  Aid 
Farm    Development    ._ 13 

Pungent  Discussion  of  the  Present  Transportation  Problem  by 
the  Traffic  Manager  of  the  Hyatt  Roller  Bearing  Company..  16 

Baton    Rouge,    La , 18 

Transportation  Department  34 

Traffi c    Department 37 

Safety  First 38 

Engineering   Department 40 

Claims   Department   ; 42 

Purchasing  and  Supply  Department 47 

Hospital    Department    49 

Roll  of  Honor  53 

Contributions   from   Employes .-. 55 

Mechanical  Department  _ 59 

Meritorious   Service   62 

Division   News  ...  64 


Rushed  monthly  by  the  Illinois  Central  R..R..  in  the  interest 
of  the  railroad  and  its  jj4000  Employes 

Advertising    Kates  on  Application 

Office  1201.  Michigan,  Av.  Telephone  WaWh  2200 

Chicago  to 

per  copy        $  1^  per  year 


600834 


RICHARD    O.    FISCHER 

Born-  Terre  Haute,  Ind.,  December  13th,  1884;  graduate  of  public  schools 
and  Watson's  College,  Memphis,  Tenn. 

October,    1902.   employed   Memphis    Scimitar,    daily   newspaper. 

March,  1905,  entered  railroad  service  as  Secretary  to  General  Passenger 
Agent,  Illinois  Central  Railroad,  at  Memphis. 

November,  1906,  transferred  as  Secretary  to  General  Superintendent, 
Y.  &  M.  V.  R.  R.,  at  Memphis. 

January,  1909,  promoted  to  Assistant  Chief  Clerk  to  Superintendent, 
Y.  &  M.  V.  R.  R.,  at  Memphis. 

June,  1910,  promoted  to  Chief  Clerk  to  Superintendent,  Y.  &  M.  V.  R.  R., 
at  Memphis. 

April,  1918,  furloughed  to  United  States  Railroad  Administration  and  as- 
signed to  office  of  Regional  Director,  Southern  Region,  at  Atlanta,  Ga.,  as 
operating  clerk. 

July,  1918,  promoted  to  Office  Manager,  Office  of  Regional  Director,  Alle- 
pheny  Region,  at  Philadelphia,  Pa. 

April  11,  1920,  promoted  to  Office  Manager,  office  of  Vice  President  and 
General  Manager,  Illinois  Central  and  Y.  &  M.  V.  R.  R.  at  Chicago. 


ILLINOIS  CENTRAL 


Vol.  9 


Magazine 

August,  1920    ' 


No.  2 


Public  Opinion 


FREIGHT  RATES  AND   PRICES 

Just  when  many  thoughtful  observers  are 
seeing  the  end  of  the  long  period  of  rising 
prices,  J.  E.  Weatherly,  described  in  a  Wash- 
ington dispatches  has  an  "economic  expert"  in 
the  justice  department,  is  quoted  as  predict- 
ing an  increase  of  $9,600,000,000  in  the  nation's 
cost  of  living  expenses  for  the  year  beginning 
with  September.  This  prediction  would  be 
discouraging  but  for  a  doubt  that  arises  re- 
garding Mr.  Weatherly's  conclusions,  after 
due  consideration  of  the  basis  on  which  the 
prediction  is  made.  His  reason  for  the  fore- 
cast is  that  the  interstate  commerce  com- 
mission will  be  forced  to  increase  freight 
rates  approximately  $2,000,000,000  as  a  result 
of  the  request  of  the  railroad  managers,  cou- 
pled with  what  will  be  needed  to  meet  wage 
increases  to  workers.  These  increased  freight 
rates  he  expects  to  be  reflected  in  living  costs 
and  magnified  about  4.8.  "There  seems  to  be 
no  getting  around  the  fact,"  he  says,  "that  a 
freight  rate  increase  means  a  tremendous 
boost  in  the  prices  of  every  commodity  pro- 
duced in  the  United  States."  But  is  this 
true? 

A  freight  rate  increase  does  not  necessari- 
ly mean  anything  of  the  kind.  It  is  entirely 
possible  that  it  will  have  exactly  the  opposite 
effect  and  bring  a  general  lowering  of  prices. 
It  certainly  should  have  the  effect  if  the  re- 
sult of  the  increase  is  to  bring  about  better 
equipment  of  the  railroads,  greater  content- 
ment on  the  part  of  the  workers  and  a  corre- 
sponding efficiency  in  the  transportation  serv- 
ice of  the  country.  For  months  we  have  been 
hearing  about  the  ^broken  down  condition  of 
the  transportation  service  and  the  resulting 
disturbance  of  the  country's  industry,  making 
it  impossible  to  do  business  in  a  normal  way. 
The  railways  have  not  been  properly  main- 
tained, and  new  equipment  has  not  been  pro- 
vided with  sufficient  rapidity  to  keep  pace 
with  the  needs  created  by  deterioration  and 
new  demands.  This  has  been  explained  as 
due  to  lack  of  sufficient  current  revenue  and 
the  lack  of  borrowing  power  under  existing 


financial  conditions.  To  the  difficulties  of 
scant  and  imperfect  equipment  have  been  add- 
ed those  caused  by  dissatisfaction  of  railway 
employes  and  their  tendency  to  leave  the  serv- 
ice or  engage  in  strikes. 

The  fallacy  in  Mr.  Weatherly's  reasoning 
about  the  cost  of  living  lies  in  his  failure  to 
take  into  consideration  the  heavy  cost  to  the 
country  at  present  of  this  inefficiency  in  trans- 
portation. Imperfections  and  delays  in  service 
may  be  far  more  costly  than  the  prompt  and 
regular  delivery  of  goods  at  rates  sufficient  to 
provide  proper  equipment  and  satisfying 
wages.  A  single  but  striking  illustration  of 
how  a  crippled  transportation  service  affects 
other  costs  is  in  the  case  of  coal  with  its 
mounting  prices  due  to  the  scarcity  of  coal 
cars  and  the  interruption  of  mining.  The 
whole  productive  power  of  the  country  is 
threatened  by  this  difficulty  in  regard  to  coal. 
Many  activities  such  as  in  building  and  other 
lines  are  halted  because  of  the  same  scarcity 
of  railroad  equipment.  An  artificial  scarcity 
of  many  things  is  the  result.  In  this  matter 
of  the  cost  of  transportation,  as  with  every- 
thing else,  quality  must  be  considered,  and 
service  at  higher  rates  may  be  cheap  at  the 
price  if  it  brings  greater  efficiency. — Indian- 
apolis, Ind.,  Neivs. 


THE  PROBLEM 

The  railroad  problem  does  not  stand  by  it- 
self. It  is  a  part  of  the  entire  industrial  prob- 
lem of  the  country  and  is  tied  up,  with  it  in 
every  detail.  Hence  it  cannot  be  solved  by 
itself. 

For  example,  any  disturbance  affecting  any 
industry  reacts  upon  railroad  transportation. 
It  may  keep  cars  empty  and  idle  that  should 
be  full  and  running.  Then  upon  the  abate- 
ment of  such  a  disturbance  the  demand  for 
products  delayed  by  it  becomes  abnormally 
strong  for  the  time  being.  There  is,  so  to 
speak,  a  "rush  hour"  demand,  creating  a  tem- 
porary need  for  more  than  a  normal  supply 
of  cars.  Although  the  current  supply  of  cars 
would  handle  things  in  their  normal  course 
there  seems  to  be  a  shortage. 


ILLINOIS    CENTRAL    MAGAZINE 


Besides  the  outlaw  strike  of  switchmen  in 
April,  this  year  has  seen  an  unsual  number  of 
sporadic  strikes,  and  each  has  added  to  the 
difficulties  of  meeting  transportation  needs. 

The  coal  strike  of,  last  fall  had  long  ex- 
tended "effects.  All  production  in  which  iron 
and  steel  enter  was  complicated  by  the  steel 
strike. 

Building  has  been-  hampered  by  numerous 
local  strikes  of  craftsmen  and  the  long- 
shoremen's strikes  have  rendered  it  difficult 
to  get  many  materials. 

Traffic  for  export  has  been  complicated  by 
maritime  strikes,  both  longshoremen  and  tug- 
men.  Teamsters'  and  truckmen's  strikes  have 
added  to  these  difficulties.  Capital  has  faced 
uncertainties  and  particularly  has  been  un- 
able to  make  stable  contracts  at  known  prices. 
Commodities  have  neither  been  produced  nor 
transported  with  the  forseeable  and  depend- 
able regularity  of  normal  times,  and  this  has 
interfered  with  the  normal  flow  of  commo- 
dities. 

The  war  directed  capital  to  war  uses.  De- 
mand for  peace-time  products  had  temporarily 
to  go  unfinished.  With  the  return  of  peace 
that  demand  expressed  itself  in  another  "rush 
hour,"  so  that  capital  has  been  in  demand  as 
never  before,  just  at  the  time  when  the 
need  for  extensions,  equipment  and  increase 
of  facilities  reached  a  "peak." 

The  exigencies  of  the  war  period  has  re- 
sulted— unavoidable,  it  is  true — in  deteriora- 
tion of  equipment  and  facilities  which  takes 
time  to  overcome. — Indianapolis,  Ind.,  News. 


FIXING   RAILROAD    RESPONSI- 
BILITY 

If  individual  experience  of  loss  and  incon- 
venience due  to  the  present  breakdown  of 
railroad  transportation  throughout  the  United 
States  has  not  convinced  the  public  that 
speedy  rehabilitation  is  necessary,  the  warning 
from  Pittsburgh  that  2,500,000  working  people 
in  that  district  are  threatened  with  imme- 
diate idleness  should  do  so. 

If  any  doubt  remains  in  the  public  mind 
that  the  predatory  methods  and  powers  of  the 
railroads  are  a  thing  of  the  past,  and  that 
the  government  alone,  through  the  interstate 
commerce  commission,  is  responsible  for  the 
present  situation  and  future  conditions,  the 
voluntary  appointment  of  nine  leading  rail- 
way executives  to  cooperate  with  the  com- 
mission should  remove  such  doubt. 

Although  the  railroads  have  returned  to 
private  ownership  and  operation,  they  remain 
under  government  control.  The  government, 
aided  by  war  conditions  and  popular,  if  mis- 
guided, opinion,  put  the  railroads  where  they 
are  today.  The  government  has  the  power  to 
keep  them  in  their  present  state  of  danger- 
ous inefficiency  or  to  restore  them  to  normal. 
It  is  a  matter  which  touches  every  resident 
of  the  country,  and  should  be  understood  by 
every  resident.  The  interstate  commerce  com- 
mission is  a  going  machine,  backed  by  law 


and  provided  with  powers  necessary  to  re- 
store transportation  to  normal. 

Such  restoration  is  one  essential  to  reduction 
of  living  costs,  as  it  is  an  essential  to  the 
functioning  of  all  industry,  urban  or  rural, 
and  to  the  prosperity  and  strength  of  the 
nation.  Without  efficient  railroads  we  can- 
not exist.  Because  of  inefficient  transport 
last  year's  wheat  crop  is  still  not  entirely 
marketed.  That  means  loss  to  the  farmers 
and  higher  prices  to  the  consumers.  For 
the  same  reason  factories  are  closed  or  slowed 
down  by  inability  to  get  coal.  That  means 
loss  to  the  employers  and  employes  and  higher 
prices  to  consumers.  The  same  situation  ap- 
plies to  the  building  industry. 

We  must  have  better  transportation.  The 
interstate  commerce  commission  can  provide 
it  by  providing  adequate  .  financial  returns. 
High  rates  and  good  service  will  far  outweigh 
in  national  and  individual  benefit  low  rates 
and  the  present  bad  service. 

Here  is  a  matter  in  which  government  has 
control.  The  railroad  executives  are  eager 
to  cooperate.  If  government  is  not  to  admit 
its  own  inefficiency  we  will  get  results,  and 
get  them  speedily.  It  is  reported  that  the 
new  rates  will  be  announced  by  August  1, 
effective  Sept.  1.  They  may  or  may  not  be 
sufficient  to  cover  increased  labor  costs,  the 
announcement  of  which  is  promised  for  July 
20.  If  they  do  not  cover  labor  costs  there 
should  be  an  immediate  addition  for  that  pur- 
pose. The  essential  thing  is  to  put  the  rail- 
roads on  a  financial  basis  which  will  restore 
efficiency. 

The  public  should  make  up  its  mind  to 
welcome  higher  railroad  rates.  Only  so  can 
we  hope  for  lower  prices  and  normal  industry. 
Chicago,  III.,  Tribune. 


UNSCRAMBLING  THE   FREIGHT 

A  genuine  effort  is  to  be  made  by  the  rail- 
roads to  unscramble  the  freight  that  lies  in 
the  various  terminals  and  on  sidetracks  all 
over  the  country  as  a  result  of  more  being 
offered  the  roads  than  they  have  the  ability  to 
handle.  This  paralysis  of  capacity  is  partly 
a  result  of  the  strike  of  yardmen  here  and 
there,  with  pcasional  obstructive  action  by 
others,  and  is  partly  due  to  the  fact  that 
the  roads  do  not  possess  sufficient  equipment 
to  handle  the  normal  transportation  of  the 
country.  It  is  a  situation  which  calls  for  as 
full  sinking  of  the  individuality  of  roads  as 
is  possible  and  a  union  of  effort  to  keep 
freight  moving  and  termihals  open.  An  ad- 
visory committee  of  nine  executives  has  been 
created,  which  will  seek  to  solve  problems 
and  expedite  the  dispatch  of  freight,  working 
in  harmony  with  the  Interstate  Commerce 
Commission. 

This  action  reveals  the  necessity  for  much 
more  equipment  and  a  considerable  change  in 
the  routing  of  much  of  the  freight,  for  the 
purpose  of  relieving  congested  lines  by  using 
more  freely  those  which  are  not  congested. 


Much  new  equipment  will  be  given  the  roads 
as  fast  as  it  can  be  made,  as  a  result  of  the 
allotment  of  large  sums  for  that  purpose 
from  the  federal  fund,  but  the  requirements 
are  far  in  excess  of  the  amount  to  be  pro- 
vided in  that  way.  No  matter  how  much 
capital  might  be  available  it  is  not  within  the 
capacity  of  locomotive  and  car  works  to  sup- 
ply all  the  needed  equipment  within-  an  in- 
definite period  of  years.  Therefore  complete 
relief  from  that  source  is  not  in  sight.  This 
makes  all  the  more  necessary  such  operation 
of  the  lines  as  woufd  result  in  the  largest 
possible  movement  of  freight.  Practical  rail- 
road men,  such  as  have  been  selected  for  this 
advisory  committee,  can  accomplish  much  in 
that  direction  if  the  spirit  of  co-operation 
actuates  them  and  each  individual  line  does 
not  seek  to  handle  all  it  can  get  hold  of  re- 
gardless of  its  ability  to  do  so  promptly, 
while  other  lines  might  give  it  more  speedy 
dispatch.  The  government  failed  in  its  effort 
to  operate  the  railroads  as  a  single  system, 
but  the  nearer  the  executives  can  come  to 
that  principle  the  greater  service  the  roads 
will  be  able  to  render. — St.  Louis,  Mo.,  Globe 
Democrat. 


THE    CAR    SHORTAGE    PERIL 

Lack  of  railroad  equipment  has  become  a 
serious  matter,  combined  with  interruption 
of  traffic  by  strikes  and  the  practical  difficulty 
in  utilizing  to  the  best  advantage  the  rolling 
stock  belonging  to  the  different  railroads.  At- 
tention has  been  centered  on  the  transporta- 
tion of  coal,  whose  shortage  threatens  the 
closing  down  of  industries  in  various  locali- 
ties, but  the  most  serious  condition  exists  in 
the  iron  and  steel  industry.  That  is  the 
most  nearly  basic  of  all  our  industries.  Upon 
it  others  depend  for  raw  material.  Con- 
struction work  of  all  kinds  relies  upon  it 
almost  entirely.  No  building  work  can  pro- 
gress without  necessary  iron  and  steel.  The 
situation  is  not  one  of  inability  to  operate 
furnaces  and  mills  because  of  shortage  of 
fuel  or  raw  material,  for  both  are  obtainable. 
Steel  mills  are  located  near  coal  mines  and 
ores  are  largely  transported  by  water.  The 
trouble  lies  in  a  shortage  of  cars  to  carry 
away  the  product  of  the  mills.  Yards  are 
piled  full  of  completed  material  which  can- 
not be  shipped.  The  mills  may  be  forced  to 
close  down  because  of  this  inability  to  send 
their  products  to  market. 

The  United  States  needs  a  great  quantity 
of  railroad  equipment,  especially  rolling  stock. 
This  fact  has  been  known  for  several  years. 
It  was  known  at  the  time  the  government  was 
operating  the  roads  and  permitting  them  to 
get  farther  and  farther  behind  in  the  rela- 
tion of  their  equipment  to  the  business  they 
should  transact.  An  allowance  has  been  made 
from  the  federal  fund  provided  by  the  rail- 
road act  for  such  construction,  but  it  is  both 
inadequate  in  the  total  it  will  provide  and  in 
the  time  within  which  the  new  equipment  will 


be  available.  There  exists  a  crisis  which  only 
special  effort  can  terminate.  This  effort  must 
take  the  double  direction  of  immediate  car 
relief  to  the  steel  mills,  as  it  did  a  short 
time  ago  of  special  relief  to  the  coal  mines, 
and  provision  for  much  more  rapid  con- 
struction of  locomotives  and  cars  than  will 
be  possible  under  normal  conditions.  Par- 
alysis of  the  railroads  from  any  cause,  even 
partial,  is  a  national  calamity,  to  avert  which 
extraordinary  measures  are  necessary  and 
justified. — St.  Louis,  Mo.,  Globe  Democrat. 

RAILROAD  RATES  AND  WAGES 

The  railroad  labor  board  is  to  render  its 
wage  award  on  or  before  July  20.  The  in- 
terestate  commerce  commission  is  reported 
ready  to  fix  new  railroad  freight  and  per- 
haps passenger  rates  on  August  1. 

The  dovetailing  of  these  two  dates  is  ob- 
vious. The  interstate  commerce  commission, 
now  at  work  on  the  case,  presumably  is  ex- 
amining all  data  to  find  out  just  what  in- 
creases can  be  granted  with  the  least  upset 
to  business,  and  how  much  additional  revenue 
each  addition  to  the  rates  is  likely  to  produce. 
Then,  with  this  data  well  in  hand,  ten  days 
is  a  sufficient  time  to  figure  out  the  effect 
of  the  labor  board's  wage  award,  and  ap- 
portion the  burden  properly. 

That  there  will  be  an  increase  of  rail- 
road rates  may  be  taken  for  granted.  The 
public  knows  well  that  the  railroads  can 
not  go  along  under  present  conditions.  They 
are  paying  double  and  sometftnes  more  than 
double  wages,  measured  by  the  standards  pre- 
vailing six  years  ago.  They  are  paying  even 
greater  advances  for  material  than  for  labor. 
They  are  borrowing  money  at  7  and  8  per 
cent,  instead  of  at  4^  and  5.  Inevitably, 
they  must  get  a  decided  addition  to  their 
revenues,  or  go  bankrupt. 

The  public  understands  this  thoroughly, 
and  is  ready  to  "pay  the  freight,"  provided 
the  payments  are  justly  apportioned  and  are 
not  padded  to  cover  inefficiency,  extravagance, 
or  capitalized  hopes.  High  rates  are  better 
than  wrecked  service,  and  that  is  the  choice 
which  the  country  faces. — Chicago,  III.,  Jour- 
nal. 


FREIGHT  CAR  USERS! 

To  break  the  freight  blockade,  and  break 
it  quickly,  the  railroads  and  the  Interstate 
Commerce  Commission  must  have  the  co-op- 
eration of  every  shipper  and  consignee. 

Shippers  must  speed  up  the  loading  of  cars. 

Consignees  must  speed  up  the  unloading  of 
cars. 

With  hundreds  of  thousands  of  freight  cars 
on  the  railroad  systems,  it  seems  like  a  small 
matter  when  one  lone  car  is  tied  up  on  a  sid- 
ing a  day  or  so,  waiting  to  be  loaded  or  un- 
loaded. 

But  this  spirit,  prevailing  among  thousands 
of  freight-car  users,  has  an  overwhelming 
combined  effect.  It  is  cumulative,  like  straw 


10 


ILLINOIS    CENTRAL    MAGAZINE 


piled  onto  a  camel  until  each  straw  has  joint 
responsibity  for  breaking  the  camel's  back. 

Every  hour  of  needless  delay  in  loading  or 
unloading  creates  car  shortage. 

Railroad  congestion  is  holding  back  the 
nation's  prosperity.  It  is  only  a  step  from 
railroad  congestion  to  railroad  paralysis. 
And  railroad  paralysis  is  business  paralysis. 

Every  shipper,  every  consignee,  should 
speed  up  his  loading  and  unloading  as  if  the 
breaking  of  the  freight  blockade  depended 
on  each  individual  car. 

Here  is  the  chance  for  you  shipping  clerks 
to  do  something  patriotic  for  your  country, 
something  to  help  stop  another  boost  in  cost 
of  living  to  all  Americans,  including  your- 
self. 

Speed  your  loading. 

Double-speed  your  unloading. — Madison, 
Wis.,  State  Journal. 


SAVE  $740,000,000 

United  States  railroads  own  2,500,000  freight 
cars. 

Few  new  ones  were  built  during  the  war. 
Before  that,  average  construction  was  150,000 
a  year,  100,000  to  replace  worn-out  equipment 
and  50,000  to  carry  expanding  commerce. 

Rail  executives  say  they  must  have  100,000 
new  cars.  They  really  need  at  least  twice 
that  many,  costing  $740,000,000. 

Freight  cars  travel,  on  the  average,  25  miles 
a  day.  In  congested  times,  like  now,  it's 
only  20  miles.  Speed  them  all  ONE  mile 
a  day  and  it  releases  100,000  cars. 

Freight  cars  carry  only  70  per  cent  loads. 
Raise  that  to  75  per  cent  and  release  120,000 
more  cars. 

Freight  cars  stand  idle,  waiting  to  be  load- 
ed or  unloaded,  more  than  eight  hours  every 
day.  Cut  that  waste  time  to  seven  hours 
and  release  140,000  more  cars. 

Total  in  added,  available  equipment,  350,- 
000  cars — nearly  twice  the  number  needed — 
without  a  penny  cost. 

Shippers  and  rail  employes,  working  to- 
gether, can  do  this,  and  save  $740,000,000. 
More  important,  they  thus  can  save  the  labor 
and  materials  this  money  represents — vitally 
needed  right  now  in  99  other  ways. — Madison, 
Wis.,  State  Journal. 


Handling  Freight  Costs  More 
Wilmington  (N.  C.)  Dispatch 

With  the  cost  of  everything  mounting,  it 
is  not  reasonable  that  freight  can  be  han- 
dled as  cheaply  as  in  pre-war  times. 

The  public  has  learned  something  about 
the  cost  of  operating  railroads,  and  would 
know  much  more,  if  the  true  figures  of  the 
cost  to  the  people  under  government  direc- 
tion, could  be  had — for,  no  matter  how  lit- 
tle is  known,  or  from  what  source  the  ex- 
pense came,  it  is  there,  and  the  people  have 
paid  it.  They  have  paid  it  when  they  took 
a  drink  at  a  soda  fountain,  when  they  went 
to  the  movie  and  paid  the  war  tax;  when 


they  bought  something  at  a  drug  store,  or 
made  any  puchase  on  which  there  was  a 
war  tax. 

One  lesson  we  have  learned  through 
government  operation  of  the  rail  lines,  is 
that  they  are  indispensable,  and  it  is  as 
highly  important  that  they  be  kept  at  a 
high  state  of  efficiency,  as  it  is  that  we 
shall  have  increased  farm  production,  and 
continued  industrial  activity. 

Mobile  (Ala.)  Register 
It  looks  to  be  a  case  of  "must,"  however, 
for  as  the  bill  of  expenses  shows  no  sign 
of  decreasing,  more  money  will  have  to  be 
provided;  and  that  means,  the  people  will 
have  to  pay.  The  trains  must  run.  The  peo- 
ple cannot  do  without  the  service  of  the 
railroads. 


Chicago  (111.)  Tribune 
It  ought  to  be  evident  even  from  the 
viewpoint  of  organized  labor  and  the  or- 
ganized shipping  interests  that  neither  will 
prosper  unless  capital  can  be  obtained  by 
the  roads,  and  that  capital  will  not  be  ob- 
tained if  it  cannot  be  assured  a  fair  return 
and  assurance  against  confiscation.  We 
have  been  puddling  over  percentages  and 
possible  surplus  earnings,  but  what  the 
country  needs  and  what  shippers  and  labor 
need  is  a  prompt  restoration  of  railroad 
credit  and  ample  resources  of  capital  so  that 
the  plant  can  be  saved  from  ruin  and  put 
into  the  highest  state  of  efficiency.  Ship- 
pers' policy  toward  the  roads  has  been  stu- 
pidly shortsighted,  for  the  first  considera- 
tion for  successful  commerce  is  efficient 
service.  A  freight  rate  that  is  too  low  for 
the  railroad  is  too  low  for  the  shipper. 

There  is  no  place  in  which  it  would  pay 
us  so  well  to  adopt  a  broad  gauge  policy 
as  in  the  field  of  railroad  reconstruction. 
But  if  our  intelligence  is  that  of  the  mule 
car,  it  will  give  corresponding  results. 

Chicago  (111.)  Journal 
Railroad  revenues  as  they  stand  are 
wholly  inadequate  to  meet  the  new  schedule 
of  charges  against  them.  To  put  this  bur- 
den, largely  of  government  origin,  on  the 
shoulders  of  private  owners  without  making 
proper  provision  for  relief  would  be  shock- 
ing injustice  to  every  holder  of  railroad  se- 
curities and  would  invite  nationwide  dis- 
aster. 


Can't  Desert  Them  Now 

Muncie  (Ind.)   Press 

The  government  cannot  now  desert  the 
railroads.  Many  still  believe  it  never  should 
have  taken  them  over  and  should  have  al- 
lowed them  to  operate  under  the  manage- 
ment of  men  skilled  in  such  matters,  but 
it  is  too  late  to  remedy  that  condition  now. 
However,  they  must  not  be  weaned  too 
suddenly  from  the  public  teat.  They  cannot 
just  be  dumped  overboard  by  the  govern- 


ILLINOIS    CENTRAL   MAGAZINE 


11 


ment    and    told    to    swim   if    they    can    and 
drown  if  they  can't. 

Shortsighted  Policy 

Muncie  (Ind.)  Star 

Those  who  oppose  the  proposals  for  in- 
creased rates  are  shortsighted.  It  is  gen- 
erally conceded  that  there  must  be  provision 
made  for  more  railway  revenue  and  for  as- 
sured profits.  The  railway  companies  can 
not  hope  to  serve  the  public  as  it  should  be 
served  unless  they  are  permitted  to  develop 
with  other  industries.  They  must  raise 
large  sums  for  replacements  and  for  expan- 
sion, and  that  can  not  be  had  unless  in- 
vestors see  hope  of  satisfactory  return,  not 
only  now,  but  in  the  future. 

Indianapolis  (Ind.)  Star 
It  is  conceded  on  all  sides  that  there  must 
be  more  railway  income  and  that  it  is  to 
come  out  of  the  people.  The  logical  method 
of  procedure,  then,  is  to  assess  it  upon  those 
who  use  the  roads  and  to  make  the  returns 
to  the  railways  commensurate  with  what 
the  service  is  worth  and  costs.  The  public 
may  depend  upon  getting  better  and  more 
economical  management  Irom  private  man- 
agement than  from  a  political  system  backed 
by  the  federal  treasury. 

Back  on  a  Business  Basis 

Moline   (111.)  Dispatch 

The  railroads  have  been  put  into  a 
money-losing  condition.  After  they  are 
turned  over  to  private  owners,  it  is  going 
to  be  necessary  to  raise  rates  in  order  to 
get  the  roads  back  on  a  business  basis.  Al- 
ready there  are  signs  that  such  an  increase 
of  rates  will  be  laid  by  the  administration 
not  to  government  control  but  to  private 
ownership.  Every  citizen  with  half  a  busi- 
ness head  on  him  will  understand  that  the 
higher  rates  are  being  paid  right  now,  not 
altogether  by  the  shippers  and  the  users  of 
the  railroads,  for  all  the  taxpayers  are  be- 
ing called  on  to  help  these  people  out. 

If  there  must  under  private  ownership 
and  management  be  a  direct  increase  of 
rates  it  will  be  instead  of  the  absorption  of 
losses  by  the  taxpayers. 


Rates  Must  Follow  Trend  of  Prices 

Peoria  (111.)  Transcript 
In  the  end,  someone  must  pay  the  fiddler. 
Shouting  will  not  cut  prices  or  operate 
trains.  The  lesson  of  the  deficit  is  that  the 
railroads  must  be  taken  out  of  politics,  and 
that  rates  must  follow  the  trend  of  prices, 
upward  or  downward. 


St.  Louis  (Mo.)  Globe-Democrat 
The  country  wants  the  railroad  question 
settled  in  the  way  that  will  most  surely 
guarantee  the  maintenance  of  an  adequate 
transportation  system,  and  its  development 
in  accordance  with  public  needs,  but  it  in- 
sists, and  must  insist,  that  whatever  is  to 
be  done  be  done  quickly.  This  is  not  a 


matter  that  can  be  indefinitely  postponed 
while  argument  goes  on  and  on  to  no  con- 
clusion. The  settlement  is  vital  to  national 
welfare,  and  every  day  and  hour  of  delay  is 
disastrous  to  the  public  interest  and  a  hin- 
drance to  public  progress. 


Must  Get  on  Their  Feet 

Oshkosh  (Wis.)  Northwestern 
The  pressing  necessity  is  to  straighten 
out  the  so-called  railroad  tangle  as  soon  as 
possible,  in  a  way  to  permit  the  transporta- 
tion companies  again  to  get  on  their  feet 
and  meet  the  needs  of  public  service.  Not 
only  has  new  construction  been  at  a  com- 
parative standstill,  but  equipment  has  sadly 
deteriorated  and  the  service  rendered  has 
been  a  source  of  constant  complaint  and 
criticism. 

And  this  condition  will  continue  to  grow 
worse  until  a  wise  and  liberal  policy  toward 
the  transportation  companies  is  adopted 
and  becomes  effective,  giving  the  roads  a 
chance  to  get  their  share  of  general  pros- 
perity and  thus  encouraging  them  to  resume 
new  construction  and  put  their  equipment 
in  shape  to  handle  the  rapidly  increasing 
volume  of  traffic. 


Cincinnati  (O.)  Times-Star 
For  a  number  of  years  the  railroads  have 
been  the  Cinderella  of  American  politics. 
They  have  been  kicked  around;  demagogues 
have  delighted  to  seek  political  profit  at 
their  expense.  Even  politicians  who  are 
sane  enough  on  other  points  were  unable 
for  a  long  time  to  see  why  the  railroads 
should  not  constantly  pay  increased  wages 
and  increased  prices  for  materials,  while 
charging  the  old  rates  for  hauling  passen- 
gers and  freight. 

It  was  a  pretty  game,  while  it  lasted.  But 
the  time  has  come  when  the  country,  for  its 
own  sake,  will  have  to  give  the  railroads 
something  like  fair  play. 

Failure  to  Pay  Essentially  Bolshevism 

St.  Joseph  (Mo.)  Press 
The  commission  should  not  be  permitted 
to  continue  the  policy  of  starving  out  the 
roads  which  it  pursued  before  the  war,  a 
policy  that  brought  the  railroads  down  to  a 
point  of  decay  and  dilapidation,  and  which 
created  great  industrial  disturbance. 

Failure  to  provide  such  a  fair  return  is 
essentially  Bolshevism.  When  the  public 
uses  a  railroad,  and  is  unwilling  to  pay  a 
fair  return  for  its  use,  it  is  essentially  the 
same  as  taking  possession  of  a  man's  house 
and  then  not  being  willing  to  pay  rent  for  it. 
Railroad  securities  may  never  pay  the  big 
dividends  they  used  to,  but  those  they  pay 
should  be  more  secure.  When  investors 
begin  again  to  have  confidence  in  railroad 
stocks,  it  will  be  possible  for  the  roads  to 
develop  their  facilities  and  provide  the 
transportation  equipment  that  the  country 
needs  so  badly. 


12 


ILLINOIS    CENTRAL    MAGAZINE 


New  Rockford  (N.  D.)  Transcript 
There  is  no  money  for  investment  in  rail- 
way shares.  No  railway  corporation  dreams 
of  an  issue  of  stock.  No  holder  of  this  class 
of  obligation  deludes  himself  with  a  present 
hope  of  getting  his  money  back.  The  owner 
of  the  dollar  looking  for  the  chance  of  earn- 
ing its  way  sees  nothing  in  the  railway 
outlook  to  tempt  him. 

The  transportation  situation  never  will  be 
right,  as  being  normal,  until  we  have  such  a 
demonstration  of  that  kind  of  statesman- 
ship, expressed  in  terms  of  practical  com- 
monsense,  as  will  make  the  shares  of  the 
properly  financed  and  efficiently  adminis- 
tered railway  a  safe  and  remunerative  in- 
vestment for  the  savings  of  the  multitude. 


Must  Pay  the  Bill 

Helena  (Mont.)  Record-Herald 
Mr.  Howard  Elliott  worries  for  fear  ihe 
public,  through  government,  will  not  allow 
the  rates  to  be  sufficiently  increased  and 
that  the  shareholders  will  be  bankrupted. 
It  is  plain  the  government  should  look  into 
the  equities  of  the  costs,  wages,  materials, 
management,  and  so  forth.  We  must  have 
railway  transportation,  so  we  must  pay  the 
bill.  But  the  bill  should  be  right,  and  of  all 
the  duties  of  supreme  importance  to  Amer- 
ica that  now  rest  upon  the  government  that 
of  giving  us  a  just  and  economic  and  effi- 
cient railway  system  is  foremost. 


One  of  the  Prime  Needs 

Pueblo    (Colo.)    Chief 

It  would  be  folly  of  the  worst  sort  to 
permit  the  railroads  to  become  more  ineffi- 
cient, or  even  to  continue  as  they  now  are. 
The  rehabilitation  of  the  railroads  ought  to 
have  been  one  of  the  main  points  of  a  care- 
ful program  of  reconstruction,  put  into 
operation  immediately  after  the  signing  of 
the  armistice.  Now  it  is  one  of  the  prime 
needs  of  the  nation,  and  as  it  cannot  be  ac- 
complished without  the  aid  of  the  national 
government  that  aid  should  be  given 
promptly,  along  reasonable  lines,  to  an 
amount  necessary  to  accomplish  the  purpose 
required. 


Santa  Fe  (N.  M.)  Neii'  Mexican 
If  business  is  to  have  a  fair  chance  the 
roads  must  have  a  chance.  They  should  be 
started  right.  They  must  have  credit  with 
which  to  work  rehabilitation.  They  should 
have  rates  that  will  produce  healthy  effi- 
ciency. Under  increasing  regulation  there 
is  small  chance  of  profiteering  in  rates. 
As  go  the  roads  so  goes  prosperity. 

The  Best  Hope 

Portland  (Ore.)  Oregonlan 
The  best  hope  of  new  railroads,  in  which 
Oregon  is  vitally  interested,  is  the  initia- 
tive and  foresight  of  the  men  who  developed 
the  system  to  its  present  great,  though  now 
inadequate  proportions.  Given  assurance  of 
reasonable  income  to  be  derived  from  living 
rates  by  economical,  efficient  management. 


they  would  attract  capital  for  improvement 
of  existing  lines,  for  construction  of  new 
lines  and  for  purchase  of  cars  and  engines. 
Railroad  men,  with  the  stimulus  of  private 
enterprise,  would  build  roads  where  traffic 
was  in  sight,  not  where  the  most  votes  in 
Congress  could  be  mustered. 


Rates  and  Living  Costs 
Salt  Lake  (Utah)  News 
The  fact  is  proved  beyond  all  controversy 
that  freight  rates  are  so  low  compared  with 
the  value  of  most  commodities  that  they 
exert  very  little  influence  upon  their  legiti- 
mate prices.  Any  examination  and  analysis 
of  railroad  figures  will  prove  the  correctness 
of  this  statement.  The  trouble  is  that  for 
ever  so  slight  an  advance  in  rates,  the  ship- 
per or  dealer  feels  warranted  in  adding  a 
large  increase  to  the  price  of  the  goods,  and 
then  laying  the  blame  on  the  railroads.  For 
example,  during  the  years  1914  to  1918  the 
Bureau  of  Labor  Statistics  shows  that  the 
wholesale  prices  of  commodities  in  the 
United  States  was  30  times  as  great  in  pro- 
portion as  the  increase  in  the  average  freight 
ra,te,  the  latter  being  3  per  cent  and  the 
former  91  per  cent!  This  demonstrates  that 
in  those  four  years  the  almost  negligible 
increase  in  rates  had  almost  no  effect  upon 
the  average  cost  of  living;  and  the  same 
thing  that  was  shown  for  1914-18  would  nat- 
urally be  shown  again  in  1920-22.  Yet  in 
defiance  of  all  established  facts  and  figures, 
there  are  those  who  persist  in  the  argu- 
ment that  any  advance  in  rates  will  result  in 
an  addition  to  the  cost  of  living  five  times 
as  great  as  the  advance  in  rates — a  terrify- 
ing statement  which  is  easy  to  make  and 
apparently  easy  to  induce  credulous  folk  to 
believe,  but  absolutely  impossible  to  prove 
by  any  argument  based  on  operating  figures 
or  human  experience. 


Public  Protected 

Davenport  (la.)  Times 
Returning  the  railways  to  their  owners 
means  wide  distribution  of  control.  The 
public  would  be  protected  by  whatever  reg- 
ulation may  be  found  necessary  from  time 
to  time. 

It  will  be  much  easier  to  deal  with  a 
number  of  separate  railway  managements 
than  to  deal  with  one  economic-political 
combination  in  control  of  all  the  railways 
such  as  would  have  the  transportation  of 
the  country  in  its  grip  under  the  Plumb 
plan. 


Increased  Rates  or  Tax-Paid  Deficits 

Des  Moines  (la.)  Register 
It  is  quite  likely  that  if  the  roads  remain 
under  federal  control  rate  increases  will  be 
necessary — either  rate  increases  or  deficit 
increases,  paid  out  of  taxation,  which 
amounts  to  the  same  thing  except  as  to  the 
incidence  of  the  burden. 

The    public    might    as    well    make    up    its 
mind    to    this,    that   when   the   railroads    go 


ILLINOIS    CENTRAL    MAGAZINE 


13 


back  into  private  hands  post-war  conditions 
will  still  be  post-war  conditions,  50-cent 
dollars  will  still  be  50-cent  dollars,  and  the 
problems  of  a  really  satisfactory  national 
transportation  system  will  remain  to  be 
solved. 


Topeka  (Kans.)  Capital 
If  railroads  run  down  all  business  suffers 
in  consequence.  Yet  Mr.  Hines  states  that 
had  the  railroads  received  rates  20  per  cent 
higher  in  the  last  year  they  would  have 
made  an  excellent  return,  more  than  pay- 
ing the  governmental  rental.  Such  a  rate 
would  have  made  the  total,  on  the  aver- 
age, for  freight  and  passenger,  weighted  ac- 
cording to  the  relative  importance  of  the 
two  services,  60^5  per  cent  higher  than  in 
1914.  Compared  with  most  articles  and 
services  an  advance  in  price  in  the  last  six 
years  of  60  per  cent  is  relatively  low.  The 
actual  railroad  rate  advance  has  averaged 
33.8  per  cent.  This  is  less  than  the  rise  in 
price  of  probably  any  other  commodity  or 
service  in  the  market. 


Give  R.  R.  Securities  Value 

Minneapolis  (Minn.)  Journal 
To  take  care  of  the  swelling  public  busi- 
ness railroads  will  require  money  by  the 
ton,  and  we  all  shall  be  inconvenienced,  our 
business  hampered,  possibly  even  a  depres- 
sion of  years  invited,  unless  money  be  forth- 
coming for  new  terminals,  new  tracks,  new 
freight  cars,  more  coal  cars,  new  locomo- 
tives. 

Government  might  find  the  money?  Per- 
haps. But  government  cannot  manufacture 
money,  not  this  side  the  Rhine.  Govern- 
ment has  to  raise  money,  and  this  "comes 
out  of  producers'  pockets.  Were  govern- 
ment disposed  and  authorized  to  do  so,  gov- 
ernment would  do  it  most  expensively  and 
to  distress  of  taxpayers,  so  that  government 
might  bring  about  just  what  it  is  wished 
to  avoid,  depression  leading  to  disaster. 

What  is  required  is  a  market  for  railroad 
securities.  This  can  be  secured  only  by 
making  railroad  securities  a  paying  and  a 
secure  investment. 


Some  of  the  Things  Being  Done  by  the  Illinois  Central 
to  Aid  in  Farm  Development 


Located  in  the  heart  of  the  incom- 
parable Mississippi  Valley,  the'  Illi- 
nois Central  has  always  been  deeply 
interested  in  helping  the  farmers,  and 
at  the  present  time  it  is  doing  every- 
thing within  its  power,  with  the  facili- 
ties at  hand,  to  help  them.  It  is  true 
the  Illinois  Central  is  not  able  to  fur- 
nish all  the  cars  requested  for  grain 
loading  on  its  lines  at  the  present 
time,  neither  is  it  able  to  furnish  all 
the  cars  requested  for  shipping  agri- 
cultural machinery  from  the  manufac- 
turing centers  to  the  farms,  but  it  is 
striving  to  do  its  level  best  under  the 
unfavorable  circumstances  which 
exist. 

Owning  outright  about  70,000  cars, 
the  Illinois  Central  has  only  been  able 
to  retain  upon  its  own  lines  from  75  to 
80  per  cent  of  its  ownership  of  cars. 
If  it  could  retain  its  full  ownership  of 
cars  on  its  own  rails,  the  Illinois  Cen- 
tral would  not  be  making  any  apolo- 
gies for  shortage  of  transportation,  but 
it  is  not  worth  while  to  dwell  upon  the 
question  of  the  shortage  of  transpor- 
tation, because  it  is  well  known  that 


there  is  a  shortage  and  that  it  will  take 
time  to  remedy  this  situation. 

On  that  portion  of  the  Illinois  Cen- 
tral located  in  the  states  of  Iowa,  Illi- 
nois and  Indiana,  there  is  not  much 
that  can  be  done  by  the  Railroad  Corn- 
pan^  for  the  farmers.  The  farming 
industry  in  those  states  is  very  near- 
ly 100  per  cent.  The  farms  are  highly 
improved  and  the  farmers  are  more 
prosperous  than  they  ever  were  be- 
fore. All  they  require  from  the  Rail- 
road Company  is  100  per  cent  of  trans- 
portation, but  there  are  other  portions 
of  the  Illinois  Central  where  the  farms 
are  not  so  highly  developed,  where 
lands  are  still  comparatively  cheap, 
such  as  Mississippi,  Alabama  and  Lou- 
isiana. 

In  those  states  the  Illinois  Central 
has  in  recent  years  taken  a  leading  part 
in  trying  to  improve  the  breed  of  live 
stock.  It  has  tried  to  show  the  farm- 
ers along  its  lines  in  the  South  how 
the  farms  are  handled  on  other  por- 
tions of  its  lines  where  the  farming 
industry  is  more  advanced.  "But," 
the  question  naturally  suggests  itself, 


14 


ILLINOIS    CENTRAL    MAGAZINE 


"what  are  some  of  the  concrete  exam- 
ples?" One  is  that  the  Illinois  Central 
purchased  one  hundred  pure-bred 
bulls,  fifty  of  which  were  given  away 
as  prizes  to  the  boys  and  girls  belong- 
ing to  Baby  Beef  and  Dairy  Clubs 
along  the  Illinois  Central  in  the  states 
of  Tennessee  and  Mississippi.  The 
Company  retained  the  ownership  of 
fifty  of  the  pure-bred  bulls  and  placed 
them  in  communities  in  Tennessee  and 
Mississippi  for  breeding  purposes,  free 
of  charge  to  the  farmers.  All  that  the 
Illinois  Central  required  was  that  a 
community  provide  care  and  feed  for 
the  animal  loaned.  The  company  still 
has  thirty-five  of  these  pure-bred  bulls, 
and  they  are  being  loaned  to  the  farm- 
ing communities  on  the  same  terms. 
This  has  been  the  means  of  greatly  im- 
proving the  herds  in  the  Illinois  Cen- 
tral territory.  Once  started,  the  move- 
ment grew  rapidly  and  spread  in  all  di- 
rections. 

At  one  time  it  was  thought  by  many 
that  the  best  grade  of  cattle  could  not 
be  raised  in  the  state  of  Mississippi. 
That  idea  has  been  entirely  exploded, 
because  during  the  past  few  years  cat- 
tle bred  and  reared  in  the  state  of  Mis- 
sissippi have  taken  first  premium  in 
the  foremost  live  stock  shows  of  the 
country. 

The  Illinois  Central  has  also  been 
very  active  in  promoting  the  dairy  in- 
dustry by  establishing  up-to-date 
creameries.  It  advertised  that  it  would 
furnish  a  butter  maker  for  one  year  at 
its  own  expense  at  any  point  on  its  line 
where  the  farmers  and  business  men 
would  establish  a  creamery.  Thus 
something  like  nineteen  creameries 
were  established  along  the  lines  of  the 
Illinois  Central  in  the  South,  and  at 
this  time  all  of  these  creameries  are  in 
a  flourishing  condition,  furnishing  a 
market  for  the  surplus  milk  and  cream 
for  thousands  of  farmers  who  had  no 
such  market  prior  to  the  Illinois  Cen- 
tral's initiation  of  this  movement.  In 
this  connection,  it  might  be  stated  that 
the  dairy  products  of  Mississippi  in 
1919  amounted  to  $2,400,000,  while  in 
1912  the  total  dairy  products  of  this 


state  amounted  to  but  $4,400. 

Perhaps  some  of  the  good  effects  of 
this  movement  can  better  be  explained 
by  quoting  here  a  letter  from  Mrs.  J. 
M.  Wells,  of  near  Aberdeen,  Miss., 
written  to  one  of  the  Illinois  Central's 
agricultural  experts.  The  letter  fol- 
lows: 

"Four  years  ago  we  began  dairying. 
We  had  only  five  cows,  but  with  this 
small  number  we  realized  what  a  for- 
tune lay  therein  for  the  farmer,  so  as 
the  checks  began  to  come,  we  increased 
our  herd,  at  the  same  time  saving  our 
heifers.  Today  we  have  18  milking 
cows,  quite  a  number  dry,  and  have 
sold  from  $200  to  $500  worth  of  cows 
and  yearlings  every  year  since  the  first 
year,  and  the  cream  alone  more  than 
runs  the  farm  expenses,  the  separated 
milk  keeps  our  hogs  fat  and  our  hens 
laying. 

"But  for  the  dairy  we  wouldn't  have 
our  home  lit  up  by  electricity;  neither 
would  I  sit  under  an  electric  fan  while 
I  iron  or  sew  on  the  machine  run  by 
electricity.  We  also  have  electric 
lights  in  the  cow  barn,  so  that  we  do 
not  have  to  milk  before  night. 

"We  no  more  deliver  our  cream  10 
miles  in  a  buggy  behind  a  mule,  but  in 
an  automobile,  while  our  neighbor, 
who  runs  no  dairy,  still  rides  behind 
tired  horses,  has  no  electricity  in  the 
home,  sells  only  a  yearling  occasionally, 
to  say  nothing  of  the  fertilizer, ,  hog 
and  chicken  feed  which  he  is  deprived 
of.  I  must  add  that  but  for  the  Aber- 
deen creamery,  we  would  be  tempted 
to  quit  farm  life." 

Note  another  explanatory  letter,  this 
one  from  J..W.  McLarty,  a  prominent 
business  man  and  financier  of  Water 
Valley,  Miss.,  dated  May  6,  1920 : 

"Permit  me  to  say  that  the  Co-op- 
erative Creamery  which  the  Illinois 
Central  assisted  us  in  establishing 
here  at  Water  Valley  is'  one  of  the 
most  profitable  investments,  for  the 
amount  invested,  both  for  the  farmer 
and  merchant,  of  any  enterprise  we 
have  in  our  community. 

"Let  me  tell  you  our  experience 
with  two  young  men  (brothers)  to 


ILLINOIS    CENTRAL    MAGAZINE 


15 


whom  we  had  advanced  money  to  buy 
land  and  furnish  supplies  to  farm 
same.  They  had  continued  to  buy  and 
fall  behind  on  their  accounts  and  in- 
terest on  land  until  their  debts  were 
dangerously  near  the  value  of  their 
land.  On  January  1,  1919,  I  told  these 
young  men  that  something  would  have 
to  be  done  and  that  their  way  of  doing 
business  would  have  to  be  changed.  I 
talked  over  with  them  their  financial 
condition  and  agreed  that  I  would  re- 
new the  mortgage  on  their  land,  the 
amount  of  which  had  grown  to  $4,000, 
make  notes  of  $400  each,  payable  an- 
nually, with  interest  on  the  whole 
debt,  $240,  and  would  also  advance 
them  $300  to  buy  cows,  with  agree- 
ment that  they  sell  the  cream  from 
these  cows  to  our  creamery  and  live 
during  the  year  off  the  sale  of  the 
cream  instead  of  going  into  debt  for 
supplies. 

"The  result  was  that  at  the  end  of 
the  year  1919,  they  paid  the  amount 
due  on  the  land  and  interest  as  prom- 
ised; also  paid  back  the  money  ad- 
vanced to  buy  the  cows  and  had  a 
neat  sum  left  with  which  to  buy  their 
supplies  for  this  year. 

"This  is  a  typical  case  of  what  can 
be  done  by  a  change  from  the  old  way 
of  doing  business,  and  I  want  to  thank 
you  and  the  Illinois  Central  Railroad 
Company  for  what  you  have  done  for 
our  city  and  the  surrounding  commun- 
ity in  assisting  us  in  establishing  the 
creamery." 

The  Illinois  Central,  at  its  own  ex- 
pense, employs  a  number  of  graduates 
from  leading  agricultural  colleges. 
These  gentlemen  travel  over  the  sys- 
tem and  keep  constantly  in  touch  with 
the  farmers,  advising  them  concerning 
the  best  methods  to  pursue  in  agricul- 
ture and  in  dairying.  They  advise  the 
dairy  farmers  how  to  feed  their  cows 


in  order  to  get  the  best  results,  how 
to  equip  their  barns,  how  to  arrange 
the  sanitation  of  their  barns,  and  how 
to  care  for  the  milk  and  cream.  These 
experts  are  also  fully  informed  on  the 
raising  of  beef  cattle  and  hogs  and 
other  animals,  as  well  as  on  crop  rota- 
tion and  soil  building.  They  know 
about  the  best  crops  to  be  grown  in 
the  various  localities  and  the  best 
method  of  cultivation,  and  their  serv- 
ices are  free  to  farmers  in  the  Illinois 
Central  territory. 

The  Illinois  Central  farm  experts  co- 
operate with  the  business  men,  bank- 
ers and  farmers  in  arranging  for  the 
holding  of  meetings  in  various  com- 
munities. At  such  meetings  the  Rail- 
road Company  furnishes  the  speakers 
and  frequently  furnishes  moving  pic- 
ture reels  illustrative  of  agricultural 
subjects.  These  meetings  are  some- 
times held  for  the  purpose  of  discuss- 
ing one  subject  in  particular,  such,  for 
instance,  as  the  value  of  ground  lime- 
stone and  rock  phosphate.  Through 
the  instrumentality  of  the  Illinois  Cen- 
tral, about  300,000  tons  of  ground 
limestone  was  spread  upon  the  farms 
in  Southern  Illinois  during  the  year 
1919.  This  was  accomplished  by  hold- 
ing "limestone"  meetings.  Our  farm 
experts  are  now  holding  many  of  these 
meetings. 

Within  the  last  few  weeks,  the  Illi- 
nois Central  has  addressed  a  letter  to 
every  banker,  newspaper,  county  farm 
adviser  and  home  demonstration  agent 
located  along  its  lines  in  the  states  of 
Kentucky,  Tennessee  and  Mississippi, 
tendering  co-operation  in  developing 
the  farming  industry  and  particularly 
the  dairy  industry.  It  is  the  intention 
to  increase  these  efforts  until  the  farms 
in  the  Illinois  Central  territory  of  the 
South  are  brought  up  to  the  standard 
of  the  farms  of  Iowa,  Indiana  and  Illi- 
nois. 


Pungent    Discussion   of    the    Present    Transportation 

Problem  by  the  Traffic  Manager  of  the  Hyatt 

Roller  Bearing  Company 


The  railroad  situation  is  of  vital  import- 
ance to  the  farm  machinery  industry.  It 
affects  manufacturer,  dealer  and  farmer 
alike. 

The  following  article  by  our  traffic  man- 
ager, Mr.  E.  A.  McCarthy,  deals  with  the 
problem  from  a  practical  rather  than  a  po- 
litical angle. 

For  a  number  of  years  Mr.  McCarthy  was 
contracting  freight  agent  for  the  Chesa- 
peake &  Ohio  lines.  His  "inside  knowl- 
edge" of  railroading  coupled  with  his  close 
contract  with  farm  machinery  manufactur- 
ers afford  him  a  broad  viewpoint. 

He  has  endeavored  to  interpret  the  prob- 
lem of  transportation  in  terms  of  the  farm 
machinery  industry,  pointing  out  the  need 
of  a  better  understanding  between  manu- 
facturers, dealers  and  buyers. 

The  predicament  of  the  railroads  is  briefly 
stated. 

The  necessity  for  co-operation  on  the  part 
of  everyone  is  emphasized. 

Practical  suggestions  are  offered  for  re- 
lieving existing  conditions. 

During  the  past  winter  I  have  seen  office 
men  of  mediocre  physique  spend  night  after 
night  in  various  railroad  switching  yards 
out  in  the  snow  and  rain  to  make  sure  that 
their  shipments  were  moved.  I  have  seen 
these  same  men  roll  up  their  sleeves  along- 
side freight  handlers  and  help  transfer  stuff 
from  one  car  to  another.  I  have  seen  farm 
tractors  do  switching  work  day  after  day — 
switching  that  technically  was  the  duty  of 
the  railroads.  I  have  known  manufacturers 
to  send  men  across  several  states  to  get  a 
trunk  or  a  suit  case  full  of  parts  to  be  used 
for  completing  machines — machines  that 
were  often  sold  at  a  loss. 

One  Michigan  manufacturer,  within  the 
next  few  weeks,  will  begin  operating  a  fleet 
of  trucks  between  his  factory  and  his 
sources  of  supply — in  some  instances  a  dis- 
tance of  over  700  miles! 

In  our  own  organization  every  man  who 
has  visited  our  factory  during  the  past  six 
months  has  been  instructed  to  bring  back 
as  many  bearings  as  he  could  carry  as  bag- 
gage. 

During  the  express  handlers'  strike  over 
half  of  our  office  force  went  down  into  the 
railroad  yards  and  spent  day  after  day — 
sometimes  far  into  the  night,  unloading  ex- 
press cars  containing  our  product  in  order 
to  expedite  deliveries  to  our  customers. 

It  is  hard  for  the  public  to  realize  just 
how  many  difficulties  have  beset  the  man- 


ufacturer in  making  deliveries  during  the 
past  two  years.  Never  before  have  so  many 
different  obstacles  had  to  be  overcome. 

Although  on  every  hand  we  hear  cries  of 
greater  production,  I  believe  that  a  thor- 
ough analysis  would  convince  anyone  that 
it  is  more  a  question  of  transportation,  for 
even  with  disturbed  labor  conditions  the 
majority  of  delays  in  manufacturing  can  be 
traced  directly  or  indirectly  to  delays  in 
transporting  material. 

During  the  past  three  years  transporta- 
tion has  been  the  "neck  of  the  bottle."  No 
one  has  been  free  from  the  effects.  The 
manufacturer  has  been  delayed  in  getting 
his  material.  He  is  dependent  upon  the 
steel  mills  and  the  parts  makers  and  they 
in  turn  are  dependent  upon  the  mines  and 
then  again  the  mines  are  dependent  on 
other  manufacturers  for  mining  equipment 
with  which  to  operate. 

The  farmer  is  dependent  on  many  phases 
of  the  manufacturing  industry  to  supply  his 
needs  and  absolutely  everyone  is  directly 
dependent  upon  the  farmer. 

Thus  we  get  an  endless  circle  of  depend- 
encies and  analyzing  the  situation  from  its 
various  angles  the  wonder  is  that  things 
are  moving  along  as  smoothly  as  they  are. 

Since  1915  the  volume  of  freight  handled 
in  this  country  has  increased  45  per  cent. 
During  the  same  period  the  increase  in 
number  of  freight  cars  amounts  to  only  2 
per  cent. 

This  deficiency  in  freight  car  equipment 
is  seen  reflected  in  express  service;  when  a 
shipper  realizes  the  congested  freight  con- 
dition he  routes  more  and  more  of  his  goods 
by  express. 

As  a  result  of  this  condition  express  ship- 
ments have  increased  more  rapidly  than 
ever  before.  Few  express  cars  have  been 
built  during  the  past  three  years.  Today  it 
is  quite  the  practice  to  ship  commodities  by 
express  that  under  normal  conditions  would 
have  always  gone  by  freight.  This  has  been 
a  substantial  factor  in  increasing  prices. 

The  railroads  are  the  arteries  through 
which  the  very  life  blood  of  the  nation 
flows.  These  arteries  are  hardened,  they 
no  longer  expand,  the  blood  pressure  is 
high.  Goods  can  not  be  freely  transported 
from  one  section  of  the  country  to  another 
and  as  a  result  of  this  our  whole  industrial 
system  is  out  of  joint. 

The  only  way  to  compensate  for  the  de- 
ficiency is  to  speed  the  flow  of  products 
through  the  available  channels.  It  is  up  to 
the  traffic  men — both  with  the  railroads  and 


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ILLINOIS    CENTRAL   MAGAZINE 


with  private  corporations  to  accomplish 
this.  It  is  their  duty  to  judiciously  appor- 
tion material  and  transportation  equipment 
— to  protect  both  buyer  and  seller,  to  use 
every  piece  of  equipment  to  the  greatest 
possible  advantage,  to  safeguard  the  public 
interests — always  observing  the  basic  eco- 
nomic rule,  "the  greatest  good  to  the  great- 
est number." 

It  is  a  "man's  size  job."  It  is  an  unend- 
ing job.  Conditions  are  serious — if  we  give 
up  to  them  they  will  immediately  become 
disastrous! 

More  work,  more  thought  and  .less  talk 
are  needed.  High-brow  legislation  will  not 
change  the  economic  condition.  The  prob- 
lem is  practical  rather  than  political.  We 
have  no  time  to  spend  in  proving  who  is 
to  blame.  It's  a  question  of  making  the 
best  of  things  by  putting  forth  constructve 
effort  and  real  "sweat." 

Traffic  men  cannot  remedy  the  situation 
single  handed.  Others  must  do  their  share. 
The  dealer  in  farm  machinery  should  have 
a  clearer  understanding  of  the  problems 
that  confront  the  manufacturer  and  the 
farmer  should  apreciate  the  dealer's  efforts 
to  supply  his  needs.  The  public  as  a  whole 
should  maintain  a  liberal  minded  attitude 
towards  the  railroads. 

Transportation  is  the  neck  of  the  bottle. 
Immediate  individual  profit  is  quite  inci- 
dental. The  big  problem  is  to  keep  the 


wheels  of  industry  turning.  It  is  up  to 
everyone  to  face  the  situation  and  consider 
things  fairly.  The  problem  affects  every- 
one directly  or  indirectly.  It's  up  to  every- 
one to  do  his  part  toward  alleviating  the 
condition. 

Equipment  should  not  be  delayed.  The 
fact  that  a  man  is  willing  or  able  to  pay  a 
high  demurrage  charge  does  not  entitle  him 
to  hold  up  a  freight  car. 

Such  a  man  is  not  only  subjecting  some 
other  shipper  to  a  hardship,  but  he  is 
placing  himself  in  a  position  where  the 
railroads  will  not  be  inclined  to  give  him 
preferred  service  the  next  time  he  needs 
a  car.  To  needlessly  detain  equipment  is  a 
crime  against  the  economic  welfare  of  the 
nation.  The  man  who  is  guilty  of  it  is  an 
enemy  of  society. 

Cars  should  be  loaded  to  a  maximum  ca- 
pacity, which,  generally  speaking,  is  10  per 
cent  above  the  rated  capacity.  In  other 
words  a  car  marked  60,000  pounds  should 
be  loaded  to  66,000  pounds. 

Consignees  should  promptly  take  up 
L.  C.  L.  shipments  in  order  to  avoid  freight 
house  congestions. 

Buyers  of  all  kinds  should  anticipate 
their  requirements  as  far  ahead  as  possible. 

Idle  talk  will  accomplish  nothing.  Intelli- 
gent co-operation  and  hard  work  will  save 
the  day. 


CATTLE  OF  JOHN  P.   BURGIN  ON  HIS  PLANTATION    OP    2,400    ACRES,    JUST    SOUTH    OF 

BATON    ROUGE,    LA. 


Baton    Rouge 

How   and   why  —  Baton   Rouge  —  has   and   is   making    such 

rapid  strides  in  commercialism,  manufacture, 

education  and  population 

By  Jno.  B.  Rucker 
Traffic  manager  of  the  Baton  Rouge  Chamber  of  Commerce 


Many  factors  govern  and  enter  into 
possibilities  and  making  of  a  great  city 
and  Baton  Rouge  has  not  escaped  the 
most  critical  test,  for  here  within  very 
recent  years,  some  of  the  larger  manu- 
facturing interests  of  this  country  have 
cast  their  lot,  after  the  most  exacting 
investigations,  that  any  city  has  been 
required  to  undergo. 

To  understand  how  and  why  Baton 
Rouge  has  and  will  continue  to  make 
greater  strides  as  the  years  go  by,  it 
should  first  be  said  Baton  Rouge  is 
properly  located  to  command  all  advan- 
tages, required  by  the  manufacturer, 
distributor,  merchant,  and  home  seek- 
er, and  next,  through  the  wholesale  co- 
operation of  the  city  government,  the 
citizen,  the  government  of  the  Parish 
and  residents  in  the  Parish,  as  will  be 
seen  in  the  following,  under  the  various 
heads. 

Location. 

Baton  Rouge  is  located  in  Louisiana, 
on  the  east  bank  of  the  Mississippi 
River,  80  miles  north  of  New  Orleans, 
123  miles  south  of  Natchez,  Mississippi, 
104  miles  southeast  of  Alexandria,  La., 
on  the  last  "Bluff"  or  highland,  before 
reaching  the  Gulf  of  Mexico,  the  eleva- 
tion being  about  80  feet  above  the  gulf, 
thus  insuring  no  overflow  from  any 
source. 

Baton  Rouge  is  also  located  on  two 
of  the  greatest  trunk  lines  of  railroad 
in  the  United  States  and  other  most  im- 
portant railroads,  leading  to  and  through 
this  southern  division  of  the  country. 
They  are: 

Illinois  Central  R.  R.  System,  Yazoo 
&  Mississippi  Valley  Division  and  Ba- 


ton Rouge  Hammond  &  Eastern  R.  R. 

Southern  Pacific  R.  R.,  System;  Mor- 
gan's Louisiana  &  Texas  R.  R.  Division. 

Louisiana  Railway  &  Navigation 
Company. 

New  Orleans,  Texas  and  Mexico  Ry., 
(Gulf  Coast  Lines)  and  through  the 
Gulf  Coast  Lines,  The  Texas  and  Pa- 
cific Ry.,  entering  via  Anchorage,  La., 
on  the  west  bank  of  the  river,  oppo- 
site Baton  Rouge. 

Educational  Advantages. 

As  in  the  past,  so  it  is  today,  all  ad- 
vancement is  had  — -  by  —  education, 
therefore  since  no  section  of  Louisiana 
is  so  well  prepared  with  educational  ad- 
vantages as  is  Baton  Rouge,  we  give 
you  an  insight  of  our  educational  facil- 
ities and  advantages. 

Here  is  located,  Louisiana's  State 
University  on  grounds  of  historic 
memory  and  beauty,  the  standing  of 
which,  among  the  state  universities  of 
the  country,  is  "second  to  none,  and  it 
is  here,  students  from  the  furthermost 
parts  of  the  globe,  Japan,  China, 
France,  Italy,  Russia,  Cuba,  Central  and 
South  America  come,  to  co-mingle 
yearly  with  1,000  American  "men", 
from  not  only  Louisiana  but  our  neigh- 
boring states  also — in  university  work. 

In  addition,  there  is  located  here, 
Louisiana's  State  Mechanical  and  Agri- 
cultural Colleges,  where  students  in 
these  branches  are  taught  by  skilled  pro- 
fessors in  class  and  under  practical 
demonstration. 

Within  the  past  three  years,  more 
recognition  has  been  given  to  these 
branches  of  university  training,  than 


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ILLINOIS    CENTRAL    MAGAZINE 


before,  which  has  made  it  possible  to 
secure  the  first  real  unit  in  an  agricul- 
tural demonstration  farm,  costing  $80,- 
000  and  comprising  1,400  acres,  located 
two  miles  below  the  City  of  Baton 
Rouge.  Why?  Because  again,  this  lo- 


and  Mechanical  College  of  the  State  of 
Louisiana,  and  this  was  promptly  done 
through  Act  No.  75  of  the  Legislature — 
Session  May  10th  through  July  8th 
1920,  whereby  provision  is  made  for  a 
six  million  ($6,000,000)  dollar  outlay 


cation  was  the  most  suited  to  demon- 
strate high  and  lower  alluvial  land 
cultivation;  most  fortunate,  because  of 
its  proximity  to  the  university. 

The  land  having  been  secured,  funds 
had  to  be  made  available  to  construct 
and  maintain  the  future  Agricultural 


to  properly  build  and  equip  these  insti- 
tutions for  more  efficient  work  and  so 
they  will  be  second  to  none  in  the  na- 
tion. 

What  this  assistance,  in  all  branches, 
from  an  educational  and  financial  stand- 
point, is  doing  for  Baton  Rouge,  is 


ILLINOIS    CENTRAL    MAGAZINE 


21 


beyond  the  most  learned  guess.  It  is 
well  we  could  supply  their  every  need 
and  have  ever  rendered  valued  assist- 
ance. What  this  stands  for  and  is,  has 
too  often  been  written  in  detail  to  dwell 
longer  here,  we  pass  on  to  the  educa- 
tional advantage  offered  by  the  city 
proper. 


have  been  made  to  build  one  to  three 
additional  public  schools",  for  before 
they  can  be  completed,  there  will  be 
pupils  sufficient  to  fill  them,  based  on 
past  necessities. 

There  are  9  public  schools  in  the  city 
of  the  type  displayed  elsewhere,  with  8 
high,  9  domestic,  and  2  agricultural 


Baton  Rouge  Schools. 

Baton  Rouge  provides  a  school  sys- 
tem with  school  buildings  second  to 
none  in  the  state  and  looks  well  to  the 
location  of  each,  year  by  year,  as  the 
population  of  the  city  increases,  in  or- 
der to  serve  the  greatest  number  in  the 
most  convenient  and  efficient  manner. 

To  say  education  in  Baton  Rouge  to- 
day is  synonymous  to  "all  arrangements 


schools  in  the  parish,  officered  by  128 
teachers,  with  a  principal  at  the  head  of 
each  and  a  superintendent  over  all;  en- 
rolled therein  during  the  past  session, 
was  3,853  scholars,  the  cost  of  opera- 
tion being  $126,815  as  compared  with 
$81,406  for  the  year  1915  and  $182,860 
provided  for  the  year  1920.  The  value 
of  which  is  $834,048.44. 

Of   these,   one   is   the   Florida   High 


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ILLINOIS    CENTRAL    MAGAZINE 


School,  the  others,  graded 
schools.  In  addition  to  the 
public  schools,  we  have, 
St.  Vincent's  Academy,  St. 
Joseph's  Academy,  The 
State  Schools  for  the  Deaf 
and  Dumb,  also  the  Blind, 
as  well  as  business  col- 
leges, combining  as  they 
do,  all  educational  oppor- 
tunities, for  those  that 
dwell  within  or  accept  our 
invitation  to  come  within 
our  gates. 

Churches 

Of  course  we  have  them, 
many  doing  efficient  work 
for  the  "Master".  Beauti- 
ful in  structure,  inside 
decoration,  and  furnish- 
ing; each  with  large  mem- 
bership, guided  by  the 
most  talented  and  best  of 
pastors,  priests,  rabbis  and 
bishops. 

Why!  In  Baton  Rouge 
we  have  thought  so  much 
of  church  life,  that  we 
have  one  of  our  most 
prominent  streets  named 
"Church  Street"  because 
of  the  number  of  churches, 
of  various  denominations 
located  on  it,  and  they  still 
build  them.  The  new  Bap- 
tist Church  to  cost  over 
$100,000  is  nearing  com- 
pletion and  will  be  ready 
for  occupancy  by  Septem- 
ber or  October. 

City  Government 

It  is  of  the  commission 
form  of  government,  pre- 
sided over  by  the  Mayor, 
Commissioner  of  Public 
Health  and  Safety — Po- 
lice— Fire  and  Board  of 
Health  Departments  — 
Commissioner  of  Finance, 
and  Commissioner  of  Pub- 
lic Parks  and_  Streets. 
Much  has  been  accom- 
plished since  this  form  of 


I  I 

'•L*       - 


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city  government  has  been  inaugurated. 

In  1915,  the  City  Commissioners, 
stepped  to  the  front  and  began  the 
erection  of  a  municipal  abattoir,  owned 
and  operated  by  the  city,  in  which  all 
fresh  meats  disposed  of  in  the  city  must 
be  inspected,  slaughtered  and  cooled  or 
bear  a  government  tag  of  inspection, 


equipment  of  5  new  modern  motor 
driven  Fire  Pumps  and  Hose  Wagons, 
costing  $50,000,  thereby  reducing  Fire 
Insurance  costs  materially. 

Police  protection  is  of  the  best  and 
well  officered.  Strange,  however,  the 
continuance  of  this  branch  of  public 
service,  unless  it  be  for  the  effect, 


thereby  insuring  wholesome  meats  to  all.      through    the    efficiency    of    this    depart- 


The  first  year  there  were  8,151  head  of 
live  stock  slaughtered  and  1,074  head 
inspected ;  each  year  the  number  has  in- 
creased, as  has  also  the  capacity  of  the 
plant,  citizens  learning  of  the  great  pro- 
tection and  benefit  of  this  plant.  To 
say  the  Commissioners'  judgment  was 
wise — is  useless. 

Another  most  important  improvement 
since  1915,  is  the  modernizing  of  the 
Fire  Department,  entailing  additional 


ment,  for  we  have  no  flaring  head  lines 
running  in  our  daily  papers  indicating 
a  community  of  bad  morale. 

Comparing  the  amounts  of  the  Bond 
Issues  for '  City  Buildings  and  Improve 
ments,  note  these 

1915    $  20,000.00 

1916    134,343.00 

1918    2,820.00 

1919    76,885.00 

1920    600,000.00 


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From  1916  to  18 — 19 — we  were  like 
others,  devoting  our  time  and  money  to 
Patriotic  Service,  doing  without,  that 
others  might  be  saved. 

Population  Growth 
In  1910,  14,897;  in  1920,  21,782;  in- 
crease 46.2  per  cent.  Here,  however,  it 
must  be  made  plain  and  it  is  but  proper 
to  say,  that  by  reason  of  certain  State 
requirements,  in  order  to  extend  the 
City  limits  of  Baton  Rouge,  there  are 
just  across  the  City  limit  line  (Streets) 
5,387  persons  residing,  that  are  ex- 
tended every  advantage  of  City  life  of- 
fered to  persons  within  the  City  limits, 
and  this  requirement  could  not  be  satis- 
fied before  the  last  census  was  taken, 
as  it  required  Legislative  action. 
East  Baton  Rouge  Parish  and 

Baton  Rouge 

Both  the  city  and  parish  have  many 
common    and    mutually    beneficial    con- 
nections, brought  about  by  our  system 
of   taxation,   which    in   a   large   degree 
affords  joint  conferences  that  result  in 
shoulder  to  shoulder  work  in  advancing  • 
as  a  unit.     This  will  be  seen  through 
the  following  comparison  of  tax  assess- 
ments : 
Parish  Outside 

of  City  Year  City 

$  6,499,900.00       19T5       $  7,756,980.00 

18,663,065.00       1917         16,882,536.00 

36,891,175.00       1919         19,002,955.00 

37,349,650.00       1920         20,750,000.00 

Several  large  plants  were  located  just 

north   of   the   city   and   parish    in    1918 

and  1919  and  acreage  values  all  over  the 

parish    became    more,    accounting    for 

raised   assessment  values  in  the  parish 

shown  above. 

Live  Stock  Production  in  East  Baton 

Rouge  Parish 

This  parish  is  peculiarly  fitted  for  the 
production  and  marketing  of  live  stock 
successfully,  not  only  by  reason  of  the 
excellent  throughout  the  year  pasturage, 
but  by  reason  of  the  shorter  rail  hauls 
to  the  markets ;  at  present  all  farms  and 
plantations  are  caring  for  greater  num- 
bers of  live  stock  than  at  any  time  in 
the  past  and  greater  interest  is  being 
taken  and  money  invested  in  pure  bred, 
cattle,  sheep  and  hogs.  It  is  not  un- 


common for  a  planter  to  run  from  200 
to  500  head  of  cattle  on  his  plantation 
with  hogs  and  sheep  in  proportion.  A 
conservative  estimate  of  cattle  in  the 
parish  is  75,000.  Baton  Rouge  needs 
and  will  have  a  packing  plant  in  the 
near  future  and  if  need  be  a  co-opera- 
tive plant. 

Community  Life 

Is  worth  while  in  Baton  Rouge, 
through  team  work  of  the  city,  parish, 
commercial  and  manufacturing  inter- 
ests, and  the  people  that  are  enjoying  it. 
Thus  bringing  about  a  Community  Club, 
that  has  been  instrumental  in  securing 
a  Community  Park  in  the  heart  of  the 
citv,  at  an  investment  of  $100,000  pro- 
vided with  one  of  the  finest  and  best 
equipped  open  air  swimming  and  bath- 
ing pools  and  Community  Pavilion  in 
the  country.  The  pool  is  provided  with 
a  six-inch  water  pipe  at  its  end,  sunk 
1,800  feet  in  the  ground,  that  supplies 
a  6-inch  flow  of  artesian  water  that  an- 
alyzes 99  per  cent  pure  to  sport  in,  while 
the  pavilion  affords  assembly  room  for 
2,500  persons.  It  is  frequently  in  de- 
mand for  our  large  State  gatherings, 
but  its  greatest  service  is  to  the  Com- 
munity, when  it  immediately  becomes 
their  fun  and  play-house.  Pictures  of 
these  are  shown  elsewhere. 

To  add  to  the  beauty  of  the  above 
comforts  the  city  but  recently  purchased 
the  land  adjoining  the  Community  Park 
joining  it  with  the  citv  block  nnon 
which  the  Florida  Street  Hi  h  School 
stands,  thus  extending  the  park  over  an 
area  of  4  city  blocks  and  is  now  putting 
in  condition  with  the  aid  of  landscape 
gardeners,  so  as  to  present  one  if  not 
the  most  beautiful  city  parks  in  any 
southern  citv,  at  a  cost  exceeding 
$100,000  and  upon  the  plot  will  be 
erected  our  monument  to  our  bovs, 
that  gave  their  lives  in  the  World  War 
— for  humanity's  protection.  Elsewhere 
is  shown  typical  homes  in  this  com- 
munity. 

But  3  blocks  east  and  running  in  like 
lines  is  our  boulevard  presenting  the 
most  beautiful  entrance  to  the  city, 
to  be  found  anywhere,  through  the  cen- 
ter of  which  a  continuous  dome  is 


ILLINOIS    CENTRAL   MAGAZINE 


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formed  by  the  grand  old  live  oaks 
that  border  the  roadways,  paralleling 
each  side,  the  other  curbings  of  which, 
measures  200  feet  apart.  It  is  along 
this  boulevard  the  governor's  mansion 
and  many  of  the  most  beautiful  resi- 
dences are  located,  and  it  is  through  this 
boulevard  law  makers  of  the  state 
enter  the  Capitol  Building.  For  Baton 
Rouge  is  the  capital  of  the  State  of 
Louisiana  and  it  is  here,  that  all  persons 


cities  and  communities  of  our  popula- 
tion, namely,  7  per  1,000  of  white  popu- 
lation as  against  the  government's  esti- 
mate of  15  per  1,000. 

This  is  no  doubt  made  possible  by 
most  favorable  climatic  conditions,  com- 
plete sewerage  and  drainage  systems  that 
empty  by  gravity  on  to  the  sea  and  our 
water  and  ice  and  cold  storage  system. 

The  City  of  Baton  Rouge  is  supplied 
by  the  Baton  Rouge  Water  Works,  ob- 


Residences Baton  Rouge 

'Louisiana  • 


dealing    with    state    interests    come    to 
transact    their   business.      Elsewhere   is 
shown  homes  along  the  boulevard. 
Health,  Water,  Ice  and  Cold 

Storage  System 

Baton  Rouge  health  record  is  way  be- 
low    the     government's     estimates     for 


taining  all  water  for  all  purposes,  of 
the  purest,  from  artesian  wells;  the 
only  kind  that  prompts  all  visitors  to 
want  to  go  to  sleep  in  it  and  never  get 
enough.  At  this  time  thousands  of 
dollars  are  being  expended  in  enlarg- 
ing the  water  mains  throughout  the 


26 


ILLINOIS    CENTRAL    MAGAZINE 


business  area,  and  extending  their  mains 
beyond  the  city  limits  to  the  closer  and 
suburban  homes  and  commercial  enter- 
prises. 

Ice  made  from  private  artesian  wells 


vide  ice  but  who  also  provide  and 
operate  one  of  the  most  complete  and 
apportioned  up  to  date  cold  storage 
plants  to  be  found  in  all  of  Louisiana. 
A  visit  to  this  plant  will  convince  you 


Residential  District ,  Baton  Rouge  La. 


likewise  is  furnished  for  homes,  offices 
and  manufacturing  purposes  and  also 
for  cold  storage  throughout  the  city 
and  adjacent  country.  Refrigeration  of 
perishable  articles  in  cars  in  transit 
by  the  Louisiana  Artificial  Ice  and 
Cold  Storage  Co.,  who  not  only  pro- 


it  is  used,  for  here  in  season  will  be 
found  wild  ducks,  crabs,  fish,  shrimp, 
hogs,  beef,  mutton,  chickens,  squir- 
rels, rabbits,  oranges,  •  apples,  lemons, 
potatoes,  sweet  and  Irish,  beverages, 
and  many  other  perishable  articles  that 
are  produced  here  in  this  section  and 


ILLINOIS    CENTRAL    MAGAZINE 


27 


shipped  in  by  carloads  for  distribution, 
and  just  here  you  must  be  reminded 
Baton  Rouge  is  one  large  distributing 
center  by  reason  of  its  natural  advan- 
tages over  any  other  jobbing  center  on 
the  Mississippi  River  south  of  Vicks- 
burg. 

Light,  Street  Cars  and  Gas 
Each  of  these  are  furnished  by  the 
same  owners.  The  Stone  &  Webster 
Syndicate — and  the  service  is  as  near 
perfect  as  human  skill  and  money  can 
make  them.  But  recently  the  old  and 


eration  equipping  5  additional  miles 
along  avenues  bordered  by  homes  and 
manufactories  that  will  guarantee  to 
them  reasonable  returns  on  their  invest- 
ment. Don't  you  know  how  they  will 
do  it — for  today  the  city  street  car  fare 
is  5  cents  and  yielding  satisfactory  re- 
turns to  the  company. 

Through  the  gas  company,  fuel  gas 
for  all  purposes  is  furnished,  at  very 
reasonable  rates  and  but  last  year  a  com- 
plete new  gas  plant  was  installed  on  the 
old  site,  entailing  thousands  of  dollars 


out  of  date  electric  plant  was  aban- 
doned, a  new  site  purchased  and  a  new 
up  to  the  minute  plant  erected  and 
equipped  prepared  to  serve  double  our 
population,  at  a  cost  of  $250,000.  This 
plant  furnishes  the  electric  power  for 
the  Street  Railway  Co.,  that  has  but 
recently  renewed  its  rails  throughout, 
added  cut  out  switches,  rebuilt  its  road- 
bed and  will  against  September  1st  next, 
replace  all  cars  now  in  use  with  the 
latest  improved  "Pay  as  you  Enter" 
cars.  The  outlay  being  $100,000.00. 
They  further  have  under  consid- 


outlay.  But — this  too  has  to  be  done  for 
the  same  good  and  sufficient  reason,  the 
electric  plant  and  street  car  system  were 
rebuilt.  Economy,  efficiency — for  an  al- 
ready rapidly  growing  and  expanding 
city  that  promises  greater  expansion  for 
the  future  than  the  past.  Elsewhere  is 
shown  the  new  plant  of  the  electric 
company. 

"COMMERCIALISM" 
WHOLESALE— RETAIL— MANU- 
FACTURE—JOBBING 
Under  these   heads,   Baton  Rouge  is 


28 


ILLINOIS    CENTRAL   MAGAZINE 


ILLINOIS    CENTRAL    MAGAZINE 


29 


well  represented,  and  it  is  the  exception 
when  a  merchant  or  manufacturer  does 
not  conduct  business  on  his  or  their  own 
property.  Why  this  investment  in  prop- 
erty as  against  stock?  This  question 
has  often  been  asked  and  as  often  been 
readily  answered  by  glancing  at  the 
bank  statements  of  1910  to  the  present, 
which  are  presented  elsewhere. 

Fortunate,  indeed,  are  those  business 
interests  that  have  and  will  locate  in 
Baton  Rouge,  for  here  is  carried  as  large 
and  assorted  stock  of  merchandise  as  can 
be  found  in  like  establishment  any  where, 
be  they,  dry  goods,  groceries,  drugs,  ex- 
clusive men's  wear,  furniture,  trunks, 
stationery,  brick,  printing,  tailoring, 
cement  automobile,  trucks,  hardware 
lime,  agricultural  implements,  lumber, 
jewelry,  produce,  school  supplies,  ice  and 
cold  storage,  offered  at  retail.  In  addi- 
tion there  are  5  wholesale  groceries,  2 
wholesale  jobbers  and)  distributors,  3 
wholesale  and  retail  groceries,  2  whole- 
sale and  retail  hardware  houses,  2  elec- 
trical equipment  houses,  2  wholesale 
produce  houses,  3  machine  foun- 
dries, etc.,  5  saw  mills,  1  box  fac- 
tory, 1  cigar  manufactory,  3  sash 
door  and  blind  factories,  1  maca- 
roni factory,  3  printing  and  publishing 
houses,  2  ice  cream  manufactories,  2 
wholesale  hardware  houses,  2-  whole- 
sale school  supply  houses,  1  wholesale 
ice  manufactory,  1  crude  oil  refinery,  3 
planing  mills,  4  wholesale  lumber  deal- 
ers, 1  brick  manufactory,  1  stock  yards, 
1  abattoir,  1  foundry,  1  aluminum  ore 
company,  1  rice  mill,  all  indicating  Baton 
Rouge  is  forging  to  the  front,  and  a 
good  place  to  investigate  as  a  business, 
manufacturing,  jobbing  and  distribut- 
ing center  representing  a  yearly  busi- 
ness of  approximately  $75,000,000.00. 

HOW  CARED  FOR 

To  handle  this  vast  business,  no 
longer  can  it  be  handled  in  the  old 
fashioned  way  by  drays  and  carts.  Long 
since  have  they  been  replaced  by  up  to 
the  minute  freight  trucks,  ranging  from 


YZ  to  5  ton  capacity,  within  the  city  and 
nearby  industries  in  the  parish.  In  ad- 
dition for  miles  around,  the  bulk  of 
traffic  is  in  like  manner  handled;  both 
the  city  and  parish  having  provided  in 
advance  hard  surface  streets  and  roads, 
whereas,  the  rail  and  boat  transporta- 
tion agencies  have  not  overlooked,  pro- 
tection of  their  interests,  and  have  pro- 
vided trap  cars,  additional  trains,  boats, 
switching  and  inter-industrial  service. 
Thus  permitting  a  free  and  wide  distri- 
bution of  freight  into,  from  and  through 
Baton  Rouge.  Illustrative: 

Within  the  city  there  are  now  46 
miles  of  hard  surface  streets ;  within  the 
parish  62  miles  of  hard  surface  roads. 
The  third  largest  completed  hard  surface 
road  mileage  in  any  parish  in  the  state, 
DeSota  and  Grant  parishes  only,  with 
85  and  63.6  miles  respectively,  exceed- 
ing east  Baton  Rouge  parish;  which  in 
addition,  have  41  miles  approved  for 
building  when  gravel,  sand  and  trans- 
portation conditions  will  permit,  caring 
thus  for  home  conditions  in  receipt  and 
distribution;  it  is  no  doubt  of  interest 
to  further  learn  how  and  why  Baton 
Rouge  has  and  is  making  such  rapid 
strides;  this  can  in  part  be  gained  by 
considering  the  in-and  out-bound  car- 
load movements  of  merchandise,  lum- 
ber, raw  materials  and  manufactured 
products,  for  one  recent  year,  covering 
the  year  ending  Nov.  20,  1919. 

Carloads,  received-via  all  lines... .27,924 
Carloads,  shipped-via  all  lines....31,908 


TOTAL 59,832 

and  here  it  may  be  said  these  figures  do 
not  represent  oil  or  its  products  into  or 
out — those  are  shown  elsewhere.  Again, 
attention  is  directed  to  the  fact  that 
the  above  number  of  carloads  mean  cars 
were  loaded  to  visible  capacity  (not 
minimum)  in  accordance  with  then 
existing  requirements ;  many  having  full 
minimum  carload  weights  for  two  con- 
signees at  destination,  both  out-  and  in- 
bound. 


30 


ILLINOIS    CENTRAL    MAGAZINE 


Bank  Resources 
1915  vs.  1920 


Deposits 
All  banks  1915— 

$3,036,920.94 
All  banks  1920— 

$11,751,945.35 

Gain $8,714,024.41 

Resources 

All  banks  1915 $4,511,818.79 

Bank  of  Baton  Rouge  6-30-1920— 

$5,826,411.34 
Louisiana    National    6-30-1920— 

$5,689,500.64 
Union  Bank  and  Trust  Company — 

$3,188,059.36     $14,603,921.34 

Gain $10,092,102.55 

During  the  period  1915-1920 — the 
banking  interest  underwent  several 
changes  of  material  interest  and  ad- 
vancement mainly  through  the  consolida- 
tion and  absorption  to  two  others.  At 
present  the  banks  of  Baton  Rouge  are: 
Louisiana  National  Bank.  Bank  of  Baton 
Rouge  and  Union  Bank  and  Trust  Co. 

Of  two,  it  should  be  noted,  the  bank  of 
Baton  Rouge  is  the  largest  state  bank 
outside  of  New  Orleans.  While  the 
Union  Bank  &  Trust  Co.,  only  threw  its 
doors  open  for  business  January  14th, 
1918. 

To  these  financial  institutions  it  must 
be  said  large  credit  is  due,  for  the  prog- 
ress made  in  east  Baton  Rouge  parish 
and  Baton  Rouge,  proper,  for  it  is  the 
heads  of  these  institutions  that  put  the 
stamp  of  approval  on  our  many  success- 
ful imrovements  and  developments. 

Manufacturing  Plants 
Located  just  without  the  city  and  to 
the  north  is  one  of  the  large  Crude  Oil 
Refineries  of  the  world,  as  will  be  seen 
from  the  picture  accompanying  and 
details  following: 

From  a  standpoint  of  capitalization, 
the  Standard  Oil  Company  of  Louisi- 
ana ranks  among  the  foremost  and, 
possibly,  first,  and  from  that  of  employ- 
ment it,  doubtless  occupies  the  same 
relative  position. 

This  company  is  engaged  in  the  pro- 


duction, manufacture  and  merchandis- 
ing of  petroleum  products. 

As  a  producer  of  crude  oil,  it  oper- 
ates in  the  several  fields  in  northwest 
Louisiana  and,  through  its  own  pipe- 
line system  transports  the  crude  oil  to 
its  Refinery  at  North  Baton  Rouge. 
This  Refinery,  with  the  possible  excep- 
tion of  the  one  at  Bayonne,  New  Jer- 
sey, is  the  largest  industry  of  its  kind 
in  the  United  States. 

All  the  various  petroleum  products 
are  manufactured  in  its  Baton  Rouge 
Refinery ;  the  crude  oil  used  there  being 
obtained  from  the  northwest  Louisi- 
ana, Kansas,  and  Oklahoma  fields. 

The  refinery  is  located  on  the  Mis- 
sissippi River  and  has  an  excellent 
water  frontage  at  the  head  of  ocean 
going  navigation.  Cargoes  of  petro- 
leum oil  are  received  at  and  dispatched 
from  its  Baton  Rouge  docks  in  the  larg- 
est tank  steamers  afloat,  many  of  which 
have  a  capacity  of  more  than  100,000 
barrels,  or  approximately  5,000,000  gal- 
lons. 

The  refinery  is  also  served  by  a 
number  of  railroads,  namely  the  Yazoo 
and  Mississippi  Valley  R.  R.,  Div.  of 
Illinois  Central  R.  R.  System,  Louis- 
iana Railway  and  Navigation  Com- 
pany, Morgan's  Louisiana  and  Texas 
Division  of  the  Southern  Pacific,  and 
the  Gulf  Coast  Lines. 

In  its  several  departments  within  the 
State  of  Louisiana,  regular  employ- 
ment is  given  approximately  5,500  per- 
sons and,  in  the  refinery  at  North  Ba- 
ton Rouge,  approximately  3,500  are 
employed.  Of  this  vast  army  of  work- 
ers, no  women  are  employed  in  the  in- 
dustrial department.  In  the  com- 
pany's general  offices  at  North  Ba- 
ton Rouge  57  ladies  are  included  in 
the  clerical  forces  and  they  work  five 
and  one-half  days  per  week.  The  Re- 
finery workers  enjoy  a  forty-eight  hour 
per  week  basis  and  the  standard  eight 
hour  day  is  strictly  observed  by  the 
company. 

It  is  pleasing  to  state  that  the  com- 
pany  lives   up    to    every    law    of   the 


ILLINOIS    CENTRAL    MAGAZINE 


32 


ILLINOIS    CENTRAL   MAGAZINE 


state  aplicabile  to  labor  and  has  es- 
tablished every  facility  for  the  safety, 
comfort,  and  convenience  of  its  em- 
ployees, and,  through  this  and  other 
humane  features,  has  always  had  an 
ample  force  of  employees  to  carry  on 
its  work. 

At  its  refinery,  the  company  main- 
tains an  up-to-date  emergency  hospi- 
tal in  charge  of  a  qualified  and  reg- 
istered physician,  together  with  a 
trained  nurse  and  other  assistants  for 


of  labor,  common,  semi-skilled,  and 
skilled,  the  vast  majority  coming  with- 
in the  last  class.  What  is  ordinarily 
termed  a  laborer  is  paid  on  an  average 
of  $5.00  per  day,  while  semi-skilled 
help  receives  proportionately  more  in 
keeping  with  the  requirements  of  those 
positions,  and  skilled  mechanics  and 
technical  employees  average  from  $7.00 
to  more  than  $8.00  per  day  according 
to  the  occupations  in  which  they  are 
classified. 


Louisiana 

Trei^ht  Station 


the  treatment  of  accident  or  other  em- 
ergency cases. 

All  employees  of  one  year's  service 
receive,  without  cost,  life  insurance, 
ranging  from  a  minimum  of  $500.00  to 
a  maximum  of  $2,000.00,  and  such  em- 
ployees also  participate  in  an  annuities 
and  benefits  plan,  whereby  pensions 
are  granted  to  employees  who  may  be 
retired  after  a  term  of  service,  and 
sickness,  disability  benefits  are  paid 
on  the  basis  of  one-half  time  to  such 
who  have  qualified  by  having  one  year 
of  service  to  his  or  her  credit.. 

Employment  is  given  to  all  classes 


During  the  year  1919  there  was  re- 
ceived at  this  plant  at  North  Baton 
Rouge,  approximately,  5,800  less  car 
load  and  20,000  car  load  shipments. 
There  was  shipped  out  4,500  less  car 
load  and  22,000  car  load\  shipments 
via  rail,  while  during  the  same  period 
a  total  of  2,000,000  tons  (2,000)  pounds, 
or  15,000,000  barrels  of  crude  oil  and 
petroleum  products  was  handled  over 
the  company's  docks,  of  this  total 
some  of  the  oil  was  delivered  by  their 
river  fleet  to  destinations  located  on 
the  Mississippi  River  and  its  tribu- 
taries both  north  and  south  of  North 


ILLINOIS    CENTRAL    MAGAZINE 


33 


Baton  Rouge,  and  the  remainder  of  the 
tonnage  handled  was  by  ocean-going 
tank  steamers.  This  ocean-going  traf- 
fic aggregated  227  cargoes  representing 
receipts  of  crude  oil  from  foreign  ports 
as  well  as  shipments  of  petroleum 
products  from  the  refinery  to  foreign 
and  American  coast-wise  destinations. 

Just  to  the  north  of  the  Standard 
Oil  Co.,  527  acres  have  recently  been 
acquired  by  the  Constahtine  Oil  re- 
finery, who  will  begin  the  erection  of 
another  large  plant  as  soon  as  material, 
labor  and  transportation  conditions 
will  permit. 

To  the  north  of  and  adjoining  the 
Constantine  Oil  Co.  site,  the  Aluminum 
Ore  Co.  of  America  have  acquired  250 
acres  for  the  handling  of  their  Alumi- 
num Ore  from  their  mines  on  the  West 
Coast  of  South  America,  and  it  is  .here 
they  propose  smelting  the  ore  into  pigs, 
distributing  them  to  plants  manufac- 
turing aluminum  ware  throughout  the 
country  and  manufacture  a  part  of  their 
export  shipments  at  this  point.  In  ad- 
dition it  is  their  purpose,  with  the 
ocean-going  vessels  now  building  for 
this  service,  to  furnish  an  import  and 
export  merchant  service,  between  in- 
termediate countries  and  throughout 
South  America,  and  the  United  States, 
handling  via  Baton  Rouge,  and  other 
Mississippi  River  points  to  and  includ- 
ing1 East  St.  Louis,  via  their  barge 
line,  now  operating  on  the  Mis- 
sissippi River,  the  new  plant,  entailing 
an  outlay  of  no  less  than  $4,500,000. 

Located  in  this  same  vicinity  is  the 
J.  W.  Darling  Lumber  Co.,  who  yearly 
handle  thousands  of  logs  into  their  saw 
mills,  both  by  river  and  rail  in  order  to 
supply  the  many  cars  of  finished  lum- 
ber sent  north  annually. 

Just  south  of  the  Standard  Oil  Com- 
pany within  the  city  limits  is  the  Stand- 
ard Box  Company,  receiving  thousands 
of  logs  both  by  river  and  rail,  con- 
verting into  box  shooks,  their  finished 
boxes  and  shipping  them  knocked 
down  in  bundles,  to  the  tune  of  600 
cars,  loaded  80,000  pounds  to  the  car, 
north. 


These  plants,  with  others,  The  Sohn- 
heimer  Lumber  Co.,  Baton  Rouge  Coal 
Co.,  E.  A.  Pearson  Saw  Mill  &  Lum- 
ber Co.,  Burgin  Bros.  Rice  Milling  Co., 
Southport  Mills,  enjoy  the  advantage 
of  having  both  river  and  rail  receiving 
and  shipping  facilities  at  their  plant 
site,  thus  affording  all  advantage  of 
transportation  either  river  or  rail  at 
initial  and  competitive  point  rates. 
Transportation 

From  a  transportation  standpoint, 
which  at  all  times  must  be  considered 
in  business,  Baton  Rouge,  La.,  sur- 
passes all  cities  on  the  Mississippi  river 
south  of  Memphis,  Tenn.,  and  all  cities 
in  Louisiana  other  than  New  Orleans. 
The  river  at  Baton  Rouge  far  out- 
weighing the  three  more  rail  lines  serv- 
ing Shreveport,  La.,  than  serve  Baton 
Rouge;  Shreveport  being  an  inland 
city,  Red  River  not  being  navigable 
by  packets  beyond  Alexandria,  La.,  ex- 
cept in  flood  water,  and  not  always 
open  to  navigation  as  far  up  as  Alex- 
andria. 

For  these  and  many  other  reasons, 
Baton  Rouge  enjoys  the  widest  distrib- 
uting territory  in  Louisiana  west  of  the 
Mississippi  River  and  lowest  freight 
rates  of  any  point  on  the  river  or  in 
Louisiana.  To  points  north  and  east,  to 
intermediate  territory  rates  are  on  the 
mileage  basis,  i.  e.,  equal  rates  for  equal 
distance,  which  basis  must  ultimately 
rule  in  short  haul  transportation  over 
the  South  as  it  does  throughout  the 
North. 

Baton  Rouge  is  fast  outgrowing  its 
present  freight  and  passenger  depots 
and  other  minor  facilities,  but  our  good 
friends,  the  rail  carriers,  recognizing 
we  are  creating  a  big  share  of  their 
needed  revenues,  are  going  to  provide 
new  and  larger  ones  for  us,  when  many 
of  their  vexing  problems  have  been 
put  aside,  so  if  you  are  contemplating 
a  visit,  change  of  location,  business  or 
pleasure,  we  welcome  you  to  Baton 
Rouge  with  all  of  its  life,  privileges, 
business  and  pleasures,  than  where, 
you  will  find  no  better  prepared  and 
served  meals  in  our  hotels  and  cafes. 


Ifp iH 

TRANSPORTATION 
DEPARTMENT 


Appreciative  Co-operation 

By  Joseph  S.  Terry,  Train  Dispatcher,  Vicksburg  Division 


That  the  maximum  revenue  from  box  car 
utility  on  our  local  divisions  is  largely  de- 
termined by  and  dependent  upon  the  hasty 
release  and  intelligent  use  of  this  equip- 
ment by  consignees  and  shippers  along  our 
lines,  every  one  agrees.  This  proposition 
has  involved  during  the  past  twelve  months 
sufficient  observation  by  both  railroads  and 
the  public  to  confirm  the  opinion  that  the 
moment  for  economy  in  the  distribution 
and  utility  of  box  cars  is  most  evident,  and 
derives  its  necessity  from  the  actual  loss 
to  both  concerned,  which  may  hitherto  be 
summed  up  in  the  general  characteristic  of 
extravagance  evincing  itself  through  the  in- 
different attitude  of  consignees  and  shippers 
both  in  failure  to  release  cars  promptly,  and 
by  placing  orders  for  cars  in  excess  of  their 
loading  capacity  in  addition  to  exceptional 
slowness  in  loading. 

The  proposition  as  between  railroad  and 
patron  cannot  bear  genuine  evidence  of  sin- 
cerity concerning  the  question  of  100  per 
cent  car  supply,  without  unreserved  expres- 
sion of  what  each  is  able  to  do.  The  prob- 
lem of  equal  distribution  of  box  cars  among 
local  patrons  is  attended  with  many  diffi- 
culties, and  often  governed  by  circum- 
stances which  incur  the  ill  will  and  criticism 
of  some  who  fail  to  or  cannot  realize  the 
requirements  of  others  whose  interests  are 
more  or  less  in  demand.  It  is  not  expected 
that  patrons  should  interest  themselves  in 
the  additional  cost  to  the  railroad  company 
in  empty  haul  of  cars  from  one  point  to  an- 
other, but  the  equity  of  opinion  should  pre- 
vail among  them  that  the  railroad  company 
is  charged  with  the  obligation  of  equal  dis- 
tribution of  its  equipment,  and  at  the  same 
time  must  respect  its  own  rights  and  inter- 
ests in  the  placement  of  cars  with  least  ex- 
pense at  loading  points  where  shortage  of 
quota  demands  and  justifies  such  action. 

The  writ'er  enjoyed  the  pleasure  of  dis- 
cussing the  proposition  of  public  co-opera- 
tion with  a  very  prominent  planter  of  this 
section  not  long  since,  and  the  detail  of 
his  views  was  interesting  and  sincere.  This 
gentleman  has  in  cultivation  just  south  of 

34 


Helm,  Mississippi,  about  two  thousand  acres 
of  soil,  nine  hundred  acres  of  which  are 
planted  in  cotton,  the  balance  in  other  crops. 
The  sincerity  of  his  attitude  toward  the 
difficulty  under  which  car  supply  is  effect- 
ed often  found  expression  in  his  testimony 
of  business  conduct  with  the  railroad  com- 
pany at  that  point,  in  which  he  related  his 
view  regarding  the  value  and  importance 
of  getting  cars  released  promptly.  The 
statemnt  was  verified  by  the  local  agent  at 
that  point  that  in  most  every  instance  ship- 
ments consigned  to  this  party  are  released 
the  same  day  they  arrive.  He  committed 
his  view  that  the  railroad,  in  good  faith 
delivered  commodities  to  him  to  be  unload- 
ed; that  those  commodities  were  badh 
needed  by  him  or  they  would  not  have  been 
ordered,  and,  therefore,  the  time  and  ex- 
pense of  unloading  them  were  by  no  means 
a  subtraction  from  his  interests.  This  de- 
fines more  clearly  appreciative  co-operation 
of  patrons  than  any  example  we  might  wis1 
for.  This  man  is  a  benefit  to  the  railroad 
company  and  a  benefactor  of  its  service. 

The  matter  of  obtaining  a  maximum  car 
utility  is  dependent  upon  the  vigilance  of 
car  distributors  and  local  conductors,  as 
well  as  the  sincerity  of  demand  by  the  pub- 
lic. No  exception  on  the  part  of  patrons 
need  be  feared,  if  observant  forces  are  aware 
of  the  situation  daily  and  such  distribution 
made  of  equipment  which  in  no  partial  man- 
ner will  supply  daily  allotments  of  each.  A 
clear  understanding  of  the  car  situation  by 
car  distributors  on  their  respective  divisions, 
and  the  frankness  with  which  information 
of  car  supply  is  given  to  patrons,  can  be 
substituted  by  no  greater  means  for  sub- 
duing erroneous  opinions  prevailing  among 
consignees  and  shippers  regarding  the  un- 
just action  of  the  railroads  in  supplying 
them  with  cars. 

I  believe  the  situation  properly  cantrolled 
can  dispose  of  many  old  methods  employed 
bv  patrons  in  obtaininp-  cars.  At  points 
where  cars  are  habituallv  ordered  in  ex 
cess  of  loading  capacity,  and  a  loss'  to  all 
concerned  occurs  from  cars  remaining  idle 


ILLINOIS    CENTRAL    MAGAZINE  35 

several    days    on    spurs,    special    observance  vital  element  of  business  conduct,  and  until 

ould    be    excercised    in    the   placement   of  they  are  able  to  gain  a  universal  vision  of 

cars,  and  attention  centered  on  the  effort  to  what  economy  represents  in  the  hasty  util- 

gct  a  push  in  the  business  element  of  such  ity   of   cars,   the   problem    will    perhaps   be- 

concerns  toward  convincing  them  economy  come  more  serious. 

in  the  use  of  cars,  both  in  respect  to  time  The  coming  season  may  impose  a  heavier 

consumed  in  loading  and  the  loading  to  full  demand    for    equipment    than    perhaps    has 

capacity,  will  facilitate  traffic  and  result  in  characterized     any     previous        Therefore 

greater  revenues  at  every  point  on  the  line.  what    may    result    will    be    determined    by 

Une    hundred    per    cent    understanding    is  either  the  push  or  failure  of  those  having 

clly  needed  on  the  part  of  patrons  of  this  to  do  directly  with  the  proposition. 

Illinois  Central  Railroad  Company 
Mississippi  Divison 

Staff  meeting  held  at  Water  Valley  July  3,  1920. 

A.  D.  CAULFIELD,  Superintendent. 
N.  W.  SPANGLER,  Train  Master. 
W.  H.   PETTY,  Train   Master. 

C.  M.  CRUMLEY,  Road  Master.  j 

S.  R.  MAULDIN,  Master  Mechanic. 
C.  E.  SIEBER,  Traveling  Engineer. 
B.  A.  TALBERT,  Supervising  Agent. 
L.  S.  HOUSTON,  Chief  Dispatcher. 
M.  S.  TERRY,  Agent,  Water  Valley. 

G.  H.  PEACOCK,  Supervisor,  Water  Valley  District. 

G.  R.  WILKINSON,  Supervisor,  Grenada  District. 

W.  E.  McCUNE,  Supervisor,  Aberdeen  District. 

J.  F.  WATTS,  Supervisor,  Jackson  District. 

G.  M.  HUBBARD,  Supervisor,  B  &  B. 

J.    E.    LUFKIN,    Signal    Supervisor. 

S.  J.  WILLIAMS,  General  Foreman,  Durant. 

MEETING    opened    with    remarks    by    the    Superintendent,    stating    purpose    of* 
meeting,  reviewing  some  instructions  recently  set  forth  by  the  General  Officers 
in    Chicago,    referring    particularly    to    items    of    interest    affecting    the    movement 
of  trains,  movement  of  cars  and  improvement  desired  in  loss  and  damage  to  freight 
by  the  appointment  of  a  Supervising  Agent.  - 

Speed  of  Trains 

Number  of  accidents  on  various  parts  of  the  Railroad,  due  to  excessive  speed 
of  trains,  both  freight  and  passenger.  Instructions  issued  to  Division  Officers  to 
continue  to  check  up  the  movement  of  passenger  trains  at  intervals  to  know  posi- 
tively that  speed  restrictions  are  not  being  violated,  also  to  talk  to  the  Train  and 
Enginemen,  acquainting  them  with  the  fact  that  it  is  desired  that  speed  limit  not 
be  exceeded  at  any  time  and  that  the  movement  of  passenger  trains  be  expedited 
by  more  prompt  handling  of  station  work  at  stations,  reduction  of  delays  occasioned 
by  freight  trains  sawing  out  passenger  trains,  or  delaying  passenger  trains  with 
drawbars  out. 

Movement  of  passenger  trains  Mississippi  Division  for  June,  1920 — 97.1  per  cent. 
Month  of  June,  1919 — 96  per  cent. 

Speed  of  passenger  train  No.  1  over  the  Division  has  for  some  time  ^  been 
considered  too  fa^t  with  the  increase  in  mail  service  on  this  train.  15  or  20  minutes 
additional  time  has  been  requested  on  "this  train  next  change  of  time  table. 

Car    Mileage 

Car  mileage  for  the  month  of  June  was  64.09.  compared  with  43.95  same  month 
last  year,  and  46.28  month  of  May,  1920,  showing  an  increase  of  17.81  or  38  per  cent 
over  previous  month,  and  20.14  or  45  per  cent  O;ver  previous  year. 

Business  for  the  month  of  June,  1920,  shows  increase  of  12  per  cent  over 
previous  month,  6  per  cent  over  previous  year. 

The  lumber  business  from  the  G.  M.  &  N.  Railroad  at  Ackerman  has  been  some- 
what reduced  on  account  of  the  line  being  built  into  Jackson,  Tennessee,  and  alfco 
light  business  in  June,  due  to  the  restricted  embargoes  on  lumber  and  not  furnish- 


36 


ILLINOIS    CENTRAL    MAGAZINE 


ing  this  line  with  empties  as  formerly.  During  June  197  cars,  loaded  and  empty, 
furnished  the  G.  M.  &  N.;  500  loads  received.  During  June,  1919,  delivered  1,268  cars 
and  received  1,257  loads. 

The  coal  business  through  Aberdeen  month  of  June  also  light  compared  with 
previous  year.  Loads  received  June,  1920 — 510,  June,  1919 — 917. 

Engine  Failures 

Engine  failures  during  month  of  June  were  discussed,  with  a  view  of  remedying 
.so  far  as  possible.  Several  failures .  during  this  month,  account  of  broken  pistons 
and  broken  frames.  General  condition  of  freight  and  passenger  power  good.  Ex- 
pect to  have  engines  in  good  condition  for  winter  business. 

Road  Department  Work 

Some  slight  shortage  of  labor  at  certain  locations,  but  latter  part  of  June  shows 
a  better  condition.  Seventy-five  per  cent  of  the  tie  renewals  completed  to  July  1.  Fifty 
per  cent  of  the  general  work  completed.  During  the  year  1920,  16  miles  of  new  90 
pound  rail  has  been  re-laid,  also  5l/2  miles  of  85  pound  sawed  re-laid,  changing  out 
lighter  rail.  Work  authority  in  Riverdale  Bottom,  Grenado  District,  for  raising  the 
track  above  overflow  now  80  per  cent  completed.  Will  be  completed  month  of 

July. 

Experiencing  some  shortage  in  obtaining  material  for  concreting  purposes,  espe- 
cially stone. 

Loss   and   Damage   to  Freight 

Statements  read  and  discussed  showing  large  increase  in  number  of  claims  filed 
month  of  June,  1920,  over  previous  year,  also  representing  considerable  increase  in 
money.  All  present  impressed  with  the  importance  of  following  up  closely  the 
proper  movement  and  handing  of  freight  from  time  it  is  delivered  to  the  Railroad 
until  delivered  at  destination  to  consignee.  So  far  as  determined,  increase  in  num- 
ber of  claims  filed  during  the  past  30  or  60  days  on  this  Division  are  for»  shipments 
which  had  not  yet  reached  our  line,  evidently  due  to  the  congestion  in  eastern 
territory  and  shipments  being  held  up,  also  some  claims  filed  for  loss  of  shipments 
pilfered  in  transit. 


To  All  Employes  Who  Have  To  Do  With  Train 
Operation:  for  Your  Information 

By  W._H.  Petty,  Train  Master.'Mississippi  Division,  Durant,  Miss. 


To  delay  a  local  freight  train  (av- 
erage 24  cars)  cost Per  minute 

Wages  to  train  and  enginemen 
when  overtime  accures lOc 

24  cars  at  average  earning  capac- 
ity of  $6.00  per  car  per  day lOc 

Fuel,  lubricants,  machinery  and 
maintenance  cost  lOc 

Total  cost  per  minute 30c 

To  delay  a  through  freight  (aver- 
age of  48  cars)  cost Per  minute 


Wages    to    train    and   enginemen 
when  overtime  accures 7.8c 

48  cars  at  average  earning  capac- 
ity of  $6.00  per  car  per  day 20c 

Fuel,    lubricants,   machinery   and 
maintenance  cost  10.2c 

Total  cost  per  minute 38c 

WILL  YOU  NOT  HELP  US  TO 

REDUCE,  AT  LEAST,  SOME  OF 

THE  UNNECESSARY  DELAYS? 


Traffic  Department 


The  Foreign  Traffic  of  the  Illinois  Central  System 


By  W.  M.  Rhett 


During  the  period  of  the  European  war 
the  export  and  import  business  of  this  and 
all  other  countries  except  a  few  neutrals, 
was  completely  disrupted.  The  merchant 
ships  of  Germany  and  Austria,  which  com- 
prised a  substantial  portion  of  the  Trans- 
Atlantic  fleet  serving  our  ports,  were  auto- 
matically put  out  of  service  when  war  was 
declared  in  1914  and  the  vessels  of  our  al- 
lies engaged  in  the  same  trade  were  soon 
taken  over  by  their  respective  governments 
for  transport  service.  When  the  United 
States  entered  the  conflict  it  became  neces- 
sary for  this  government 'to  requisition  not 
only  the  few  American  liners  plying  to  Euro- 
pean ports  but  a  large  percentage  of  our 
ships  engaged  in  the  coastwise  service 'and 
those  sailing  to  the  ports  of  Mexico,  Central 
and  South  America,  and  the  West  Indies, 
which  forced  a  marked  curtailment  in  the 
trade  with  these  countries. 

Our  shipments  to  Europe  were  soon  con- 
fined to  food,  clothing,  equipment  material, 
and  munitions  for  our  allies  and  later  for 
our  own  armies,  and  because  of  the  shorter 
voyages  from  North  Atlantic  ports  as  com- 
pared with  the  voyage  from  New  Orleans 
and  the  vital  need  of  dispatch  and  maximum 
use  of  available  ships  the  Atlantic  ports  ben- 
efited and  we  suffered  correspondingly.  The 
use  of  eastern  ports  was  carried  to  such  an 
extreme  that  it  soon  resulted  in  great  con- 
gestion, necessitating  embargoes  and  the  use 
of  permits,  which  continued  throughout  the 
period  of  the  war.  This  congestion  forced 
the  use  of  the  South  Atlantic  and  Gulf  ports, 
principally  New  Orleans,  to  a  limited  extent 
and  increased  distance  and  steaming  time  for 
ships  being  overcome  by  the  more  prompt 
berthing  and  loading  at  the  southern  ports. 
The  efficient  service  thus  rendered  at  our 
port  was  the  means  of  attracting  the  favor- 
able attention  of  steamship  owners  and  op- 
erators as  well  as  the  shipping  public  and 
since  the  war  has  resulted  in  a  great  in- 
r«-ease  in  steamship  service  from  New 
Orleans  not  only  to  Europe  but  to  the  East, 


North  and  West  Coast  of  South  America, 
China,  Japan,  Australia,  India,  and  Africa, 
to  which  countries  we  had  practically  no 
sailings  in  the  pre-war  period. 

Not  only  do  the  outward  sailings  from 
New  Orleans  mean  increased  exports,  but 
the  import  traffic  is  helped  thereby,  as  the 
same  ships,  or  an  equal  number,  must  come 
to  our  port  from  foreign  countries  and  are, 
of  course,  available  and  anxious  for  inbound 
cargo.  In  exchange  for  our  foodstuffs,  for- 
est products,  cotton,  cottonseed  products, 
oil,  iron,  machinery,  etc.,  we  receive  burlaps, 
juts,  spices,  etc.,  from  India,  mahogany  logs 
and  palm  kernels  from  Africa,  rubber,  mat- 
tings, vegetable  .  oils,  tea,  silk,  etc.,  from 
China  and  Japan,  manilla  from  the  Phil- 
ippines, nitrate  of  soda  from  Chile,  sisal  and 
sugar  from  Mexico,  bananas,  cocoanuts,  ma- 
hogany, coffee  and  sugar  from  Central 
America,  sugar,  rice,  pineapples,  fruits,  veg- 
etables and  tobacco  from  the  West  Indies, 
asphalt  from  Trinidad,  and  coffee  from 
Brazil — as  well  as  various  raw  materials 
from  Europe,  such  as  potash,  Fuller's  earth, 
mahogany  logs,  chalk,  ferro  manganese,  etc. 

The  essential  factor  in  profitable  steam- 
ship, as  well  as  railroad  operation  is  to  have 
as  nearly  as  possible  an  equalized  tonnage 
in  both  directions  and  this  is  not  only  our 
problem,  but  that  of  our  country  if  we  are 
to  realize  our  destiny  as  world  traders,  which 
is  becoming  necessary  to  our  future  devel- 
opment. We  cannot  successfully  sell  goods 
to  foreign  peoples  for  long  without  buying 
in  return  and  we  must  increase  our  pur- 
chases of  raw  material  where  we  now  sell 
our  food  and  manufactures  and  increase 
our  sales  where  we  now  buy.  The  trans- 
portation lines  can  render  a  useful  service 
not  only  in  moving  the  products  but  in 
pointing  out  and  assisting  our  merchants 
and  manufacturers  in  finding  and  improving 
opportunities — This  is  all  in  the  line  of 
"service,"  which  must  be  our  watchword  if 
we  are  to'  come  into  our  own. 


SAFETY  FIRST 


Office  of 
Chairman,  General  Safety  Committee 


ELEVEN  REASONS  FOR  SAFETY  FIRST 

dtreneth  in  ^your  undertakings. 
Abstain   from   personal  injury 
ror  jyour  family  s   sake. 
Jbvery  ones  duty  to  otkcrs 
lo  follow  Safety  Rules. 
you  may  be  next  to  ££t  hurt. 


rigkt  for   Safety. 

Injuries  atfect  all. 

•  _^ 

Ivesolve  to  play  Safe 
wo  you  will  be  nappy 
lo  live  long  and  be  prosperous. 


ILLINOIS  CENTRAL  RAILROAD  COMPANY 
THE  YAZOO  AND  MISSISSIPPI  VALLEY  RAILROAD  CO. 

Office  of 
Chairman,  General  Safety  Committee 

Following  personal  injuries  have  occured  in  past  sixty  days  which 
could  have  been  avoided: 

Two  Car  Repairers  fatally  injured  caused  by  their  failure  to 
protect  cars  they  were  working  on  by  blue  flag  according  to  Rule  26. 

Quite  a  number  of  Section  men  more  or  less  injured  handling  rail 
and  ties  which  should  and  could  have  been  avoided  had  proper  caution 
been  taken. 

Several  employes  fatally  injured  by  being  struck  by  cars  moving 
on  same  or  opposite  tracks.  Proper  observance  of  train  movements 
when  on  or  near  track  would  have  avoided  this.  WHY  NOT 
WATCH  YOUR  STEP! 

Numerous  injuries  by  stepping  on  movable  obstacles  and  on  nails. 
A  campaign  on  this  class  of  injuries  should  be  inaugurated  at  once 
and  reduce  the  number. 

Numerous  employes  have  been  injured  handling  material  and  pack- 
ages of  freight  by  dropping  same  on  their  feet  and  hands.  This  class 
of  accidents  seem  to  be  on  the  increase  and  could  be  avoided  with 
proper  supervision  and  care  practiced. 

Several  employes  injured  getting  under  cars  for  protection  during 
rain  storms.  It  is  not  safe  to  go  under  cars  or  between  cars  in  yards 
at  any  time. 

Injuries  by  the  adjustment  of  draw  heads  and  knuckles  in  coup- 
ling cars  while  they  are  closing  up  seems  to  be  on  the  increase. 
STOP  IT! 

Several  injuries  to  Section  men  operating  motor  and  lever  cars. 
While  these  injuries  are  not  serious,  as  a  rule  they  cause  suffering  and 
loss  of  time  and  deprive  the  company  of  the  services  of  an  employe. 

Quite  a  number  of  eye  injuries  caused  by  not  using  goggles.  Watch 
this  closely  and  PREVENT  SUCH  ACCIDENTS! 

BETTER  BE  SAFE  THAN  SORRY! 

Chicago,  111.,  July  26,  1920. 


Maintenance  of  Section  House  Premises 


In  the  many  years  gone  by,  in  younger  days 
of  railroading,  section  houses  and  living  quar- 
ters for  employes  were  few  and,  to  meet  the 
requirements,  section  headquarters  were  estab- 
lished at  outlying  points  where  space  was  rath- 
er limited.  It  being  necessary  to  erect  dwell- 
ing houses  on  the  waylands,  it  seldom  oc- 
curred that  a  section  house  lot  extended  be- 
yond the  limits  of  the  railroad  fence  lines. 
This  being  the  case  the  space  was  rather  lim- 
ited and  the  upkeep  of  the  premises  was  little 
thought  of,  the  surroundings  being  allowed  to 
drift  along  uncared  for.  There  was  no  room 
for  a  garden,  orchard  or  barn  yard  where  the 
foremen  and  their  families  could  assist  in  keep- 
ing down  the  living  expenses  by  growing  vege- 
tables, fruit,  etc.,  raising  a  few  chickens,  keep- 
ing a  cow  and  pigs.  The  railroad  company 
came  to  their  assistancec  in  many  cases  by 
purchasing  additional  ground  and  enlarging  the 
premises  so  as  to  permit  them  to  take  care  of 
their  needs.  At  many  points  generous  tracts 


of  land  have  been  set  aside  for  the  exclusive 
use  of  the  section  foreman.  Dwelling  houses 
have  been  erected  at  a  heavy  expense  to  the 
company  and  at  many  localities  the  section 
foreman  now  lives  in  the  best  portion  of  the 
town,  thus  giving  them  the  opportunity  of  en- 
joying the  best  of  advantages,  and  I  am  ready 
to  raise  my  hat  to  some  of  the  foremen  and 
their  families  for  the  interest  taken  by  them 
in  bettering  their  condition  and  in  the  general 
uplift  of  the  community. 

We  can  point  with  pride  to  some  of  the 
well  maintained  section  house  lots  on  many 
divisions  of  the  Illinois  Central  and  Y.  &  M. 
V.  Railroads,  the  large  gardens,  extensive 
fruit  bearing  orchards,  splendidly  laid  out 
lawns  with  flower  beds  and  shrubbery.  On  the 
Louisiana  Division  during  the  past  year, 
$755.00  was  paid  out  by  the  company  in  pur- 
chasing fruit  trees  and  an  expense  of  $550.00 
was  incurred  in  planting  shade  trees  around 
section  house  premises. 


SECTION  HOUSE  AND  GROUNDS 
40 


ILLINOIS    CENTRAL    MAGAZINE  41 

In  order  that  we  may  be  better  able  to  con-  never  out  of  season  when  you  spend  a  few 
tinue  the  good  work  of  improving  the  section  minutes  fixing  up  your  home,  and  it  is  inter- 
headquarters,  a  scheme  has  been  worked  out  esting  to  see  how  hard  some  foremen  are 
by  the  company  whereby  a  location  plan  will  earnestly  striving  to  make  a  good  snowing 
be  drawn  up  of  each  property  showing  the  and  seem  to  really  appreciate  what  is  being 
premises  in  detail,  to  be  analyzed  by  the  of-  done  for  them.  On  this  division  the  following 
iicials  with  a  view  of  extending  the  improve-  number  of  live  stock  is  owned  by  our  fore- 
ments,  and  I  see  no  greater  opportunity  with-  men,  where  section  headquarters  are  provided : 
in  the  reach  of  our  foremen  than  to  put  forth  52  cows,  68  hogs,  635  chickens.  These  will 
his  best  effort  to  assist  in  this  movement.  It  naturally  assist  in  reducing  the  high  cost  of 
is  the  lack  of  constant  and  energetic  team  living. 

work  that  prevents  the  carrying  out  of  most  It  is  a  source  of  gratification  to  all  the  Illi- 

any  plan,  and  none  can  afford  tP  throw  away  nois  Central  and  Y.  &  M.  V.  Railroad  officials 

such  an  opportunity.    Like  many  other  under-  and  employes  to  see  well  maintained  station 

takings    on    a    railroad    there    is    a    big   work  grounds  and  section  house  premises,  and  great 

ahead  but  by  taking  advantage  of  the  chances  improvements  can  be  made  by  a  little  organ- 

that  are  within  their  reach  a  great  deal  can  ized  effort   and  cooperation   between   division 

be  accomplished.  It  will  be  found  that  you  are  officers  and  foremen. 


THANKS  FROM  A  PASSENGER  FOR  THOUGHTFUL  AND  COUR- 
TEOUS TREATMENT  RECEIVED  AT  THE  HANDS  OF 
DISPATCHER  W.  HUEBSCH 

Mr.  W.  S.  Williams : 

I  am  quoting  below  a  letter  received  by  Disptacher  W.  Huebsch,  thank- 
ing him  for  courtesy  extended  to  one  of  our  passengers  into  Dubuque  on 
Thanksgiving  morning. 

"You  no.  doubt  will  be  surprised  to  receive  this  note,  but  I  wish  to  ex- 
press my  sincere  gratitude  for  the  never-to-be-forgotten  courtesy  extended 
to  me  Thanksgiving  A.  M.  and  the  day  following  in  caring  for  my  suitcase. 

"In  helping  me  to  reach  home  that  noon,  you  helped  me  to  see  my  mother 
for  the  last  Thanksgiving  ghe  spent  on  earth.  I  found  her  ill  in  bed  and 
she  lived  till  a  week  from  the  following  Sunday. 

"I  am  so  glad  I  came  that  day  and  so  thankful  to  you  for  walking  over 
to  the  C,  M.  &  St.  P.  depot  with  me  that  morning.  That  may  not  have 
meant  much  to  you,  for  I  believe  you  are  kind  to  every  one,  but  to  me,  it 
meant  more  than  I  can  tell  you.  I  hope  God  will  bless  you  and  send  you  a 
bright,  happy  prosperous  New  Year. 

"I  may  not  have  your  name  right  but  I  hope  these  few  lines  will  reach 
you,  so  you  will  know  how  your  kindness  was  appreciated.  Sincerely 
yours,  Mattie  Livingood." 

As  a  matter  of  explanation,  this  lady  came  into  Dubuque  on  our  train  No. 
12,  which  arrived  here  about  5  :30  A.  M.  There  were  no  taxi  cabs  here  and 
as  this  lady  was  very  anxious  to  make  Milwaukee  train,  leaving  at  6 :05 
A.  M.,  she  appealed  to  Mr.  Huebsch,  who  was  working  as  night  chief  dis- 
patcher, and  he  escorted  her  to  C.,  M.  &  St.  P.  station.  Upon  her  arrival 
at  the  latter  station,  she  recalled  that  in  her  excitement,  she  had  failed  to 
get  a  suitcase  that  she.  had  checked,  and  Huebsch  took  ur>  her  check  and 
had  C.,  M.  &  St.  P.  baggageman  give  her  a  check  and  he  later  took  the  suit- 
case to  the  C.,  M.  &  St.  P.  station. 

Having  noticed  numerous  letters  in  the  Illinois  Central  Magazine  from 
passengers  who  commended  employes  in  proper  discharge  of  their  duties, 
thought  you  might  make  use  of  this  case  as  an  example  of  where  an  em- 
ploye went  entirely  out  of  his  line  of  duties  and  inconvenienced  himself  con- 
siderably to  assist  a  passenger. 

L.  E.  McCABE,  Superintendent 


CLEANINGS 

from  me 

CIMMS  DEPARTMENT 


Jnterostmg  -  jYows  -  of*  "Doings  -  of 
Claimants  -  Jn  •  and  •  Out  •  c/-  Court 


Twenty  Thousand  Dollar  Verdict  Suffers  Big 

Shrinkage 


Personal  injury  claimants  are  often 
encouraged  to  hold  out  for  very  large 
sums  in  compromise  of  their  claims, 
and,  failing  to  secure  them,  file  suit 
because  they  have  read  of  large  ver- 
dicts in  cases  which  they  think  simi- 
lar to  theirs.  The  trouble  is  that  they 
seldom  learn  the  subsequent  history 
of  the  large  verdicts  they  read  about. 

In  1918  a  verdict  was  obtained  in 
a  damage  suit  against  the  Y.  &  M. 
V.  in  Quitman  County,  Mississippi, 
for  $20,000.00.  The  railroad  made  a 
motion  for  a  new  trial.  The  trial 
judge  held  the  case  under  advisement 
for  a  whole  year  and  then  required 
the  plaintiff  to  enter  a  remittitur 
reducing  the  verdict  to  $12,000.00. 
From  this  the  railway  appealed  to  the 
Supreme  Court.  In  July  of  this  year 


the  Supreme  Court  affirmed  the 
judgment,  but  required  the  plaintiff 
to  make  another  remittitur,  further 
reducing  the  verdict  to  $7,000.00.  This 
the  railroad  paid,  but  not  until  two 
years  had  elapsed  since  the  trial. 
After  paying  attorneys  and  expenses 
the  recovery  probably  did  not  net  the 
claimant  more  than  $2,500.00,  or  pos- 
sibly $3,000.00.  A  settlement  at 
$2,000.00  or  $2,500.00  shortly  after 
the  accident  would  have  meant  more 
to  the  claimant  than  he  will  realizi 
out  of  the  $20,000.00  verdict.  How 
ever,  some  other  person  with  a  simi 
lar  case,  hearing  of  the  $20,000.00 
verdict,  but  not  informed  as  to  the 
ultimate  results  may  permit  the  knowl- 
edge of  this  large  verdict  to  influence 
him  against  acceptance  of  a  reasonable 
offer. 


42 


ILLINOIS    CENTRAL    MAGAZINE 


SOME  ACCIDENTS  WHICH 
SHOULD  NOT  HAVE  OC- 
CURRED—LET US  TRY  TO 
AVOID  REPETITION 

William  O.  Blaylock,  farmer,  was 
struck  by  train  No.  5  on  crossing, 
Haserway,  Miss.,  night  of  April  3, 
1920,  and  fatally  injured.  He  was  rid- 
ing a  horse,  which  was  killed.  He 
came  on  the  crossing  from  the  fire- 
man's side  while  the  fireman  was  put- 
ting coal  in  engine  and  was  not  on 
the  lookout.  Firemen  should  be  ed- 
ucated to  so  manage  their  work  as 
to  be  on  the  lookout  at  all  road  and 
street  crossings. 

William  Crawford,  car  repairer, 
was  injured  at  Louisville,  Ky.,  8:30 
a.  m.,  February  18,  1920,  in  a  manner 
which  could  easily  have  been  avoided. 
He  jacked  up  a  car  and  started  under- 
neath to  repair  it  when  the  jack 
slipped  and  the  weight  of  the  car 
threw  the  jack  lever  with  much  force 
against  his  head. 

B.  L.  Spencer  was  driving  an  auto- 
mobile bus  which  was  struck  by  train 
No.  2ndl21  on  road  crossing,  East 
View,  Ky.,  9:38  a.  m.,  August  15, 
1919.  The  engineer  saw  the  bus  ap- 
proaching, but  did  not  give  warning 
signal  because  he  assumed  that  the 
driver  of  the  bus  saw  the  train. 

John  Clark,  section  laborer,  sus- 
tained injuries  near  Daniel  Boone, 
Ky.,  2:00  p.  m.,  January  26,  1920. 
Rail  was  being  moved  from  track,  the 
foreman  directing  the  work.  Clark 
was  ordered  to  pry  up  the  spike  while 
other  men  steadied  the  rail.  The  rail 
was  tight,  and  when  Clark  pried  out 
the  spike,  the  rail  flew  out  of  track 
and  struck  him.  It  would  be  a  good 
thing  for  all  track  employes  to 
remember  this  case. 

Dorothy  Spitalnikson,  pedestrian, 
was  struck  and  injured  bv  north- 
bound suburban  train  on  71st  street 
crossine,  Chicago,  8:10  p.  m..  October 
16.  1919.  The  enfinemen  did,  not  see 
the  woman.  Evidently  not  on  the 
lookout. 

Matthew  T.  Cunninp^am,  non-em- 
ploye, was  struck  and  killed  on  cross- 


ing, Pinckneyville,  111.,  10 :55  p.  m., 
April  17,  1920,  by  advancing  end  of  cut 
of  cars  being  shoved  ahead  of  engine 
without  light  or  protection  of  any 
kind. 

Nellie  Cameron,  passenger,  was  in- 
jured while  .alighting  from  suburban 
train  at  Kensington,  11 :05  p.  m., 
October  9,  1919,  when  train  was  mak- 
ing spot  stop  to  take  water. 

H.  W.  Dimmett  was  injured  by  be- 
ing struck  by  backing  engine  No. 
1859  on  South  20th  street  crossing, 
Belleville,  111.,  midnight,  June  6,  1920. 
The  engine  was  backing  south  over 
crossing  on  northbound  main  without 
light  on  advancing  end. 

Ed  Etherton,  car  repairer,  was  in- 
jured, Carbondale,  111.,  May  21,  1920. 
He,  with  another  car  man,  was  in 
between  two  bad  order  cars  chaining 
them  up,  when  other  cars  without 
warning  were  kicked  against  cars  hie 
was  between. 

E.  J.  Daugherty,  switchman,  re- 
ceived serious  injuries  to  foot  on  ac- 
count of  using  his  foot  to  close  draw 
bar,  Rockford,  111.,  August  2,  1919.  So 
much  has  been  said  about  this  class 
of  accident  that  it  was  thought  an- 
other one  would  not  occur. 

Truck  belonging  to  Rockford  Brew- 
ing Company  was  badly  damaged  by 
cars  switched  over  crossing  without 
protection  or  warning.  Rockford,  111., 
5 :20  p.  m.,  January  2,  1918. 

Motorcycle  on  which  Luther  Lyman 
was  riding  was  struck  by  train  No. 
15  on  Virginia  street  crossing,  Sioux 
City.  Iowa,  February  11,  1920.  Cross- 
ins"  flagman  was  standing  on  the  side- 
walk instead  of  in  the  middle  of  the 
street.  His  "Stop"  sip/n  was  in  his 
shanty  instead  of  in  his  hand. 

Will  G.  Glenn  was  killed  by  switch 
engine  No.  455  on  Walthal  street 
crossing,  Greenwood.  Miss..  8:00  p.  m., 
February-  29,  1920.  The  main  line  was 
blocked  by  train  No.  58  and  Glenn  was 
standing  on  adjoining  track  when  he 
was  struck  bv  the  switch  enp-ine, 
which  was  moving  slowlv  south.  The 
enpinemen  did  not  see  the  man  at  all 
before  he  was  struck. 


44 


ILLINOIS    CENTRAL    MAGAZINE 


Joe  Winston,  section  laborer,  was 
injured  near  Glass,  Miss.,  December 
10,  1919.  While  riding  on  push  car, 
with  legs  hanging  over  side,  his 
trousers  became  fastened  in  cotter 
key  and  pulled  him  from  the  car. 

Anna  Gaston,  passenger,  was  in- 
iured  while  alighting  from  train  No. 
44,  Craigside,  Miss.,  December  21, 
1917,  caused  by  train  starting  while 
she  was  in  the  act  of  alighting. 

Automobile  truck  belonging  to  J.  H. 
Harrison  was  struck  and  damaged  by 
train  No.  15  on  first  crossing  north 
of  depot,  Lake  Cormorant,  Miss., 
June  4,  1920.  The  view  was  obstruct- 
ed by  cars  standing  on  house  track. 
Cars  left  standing  close  to  crossings 
is  a  frequent  cause  of  accidents. 

Phil  Scott,  shop  laborer,  was  in- 
iured,  Vicksburg  Shops,  February  6, 
1920,  by  attempting  to  adjust  a  pair 
of  electric  shears  without  stopping  the 
machinery.  The  bar  he  was  using  was 
caught  in  the  gear  wheel,  throwing 
him  and  injuring  him  severely. 

Cadillac  automobile  belonging  to  J. 
M.  Button  was  damaged  bv  running 
into  hole  in  Levee  street,  Vicksburg, 
Miss.,  April  10,  1919.  Section  men 
had  torn  up  some  planks  to  repair 
switch  and  left  the  hole  in  the  street 
without  protection. 

Let  us  profit  by  the  experience  we 
have  had  in  these  accidents  and  en- 
deavor not  to  have  any  more  like 
them. 


CONVERTED 

During  the  course  of  a  man's  life 
there  are  many  narrow  escapes  expe- 
rienced, and  especially  if  the  man  be 
the  owner  of  a  Ford.  On  Sunday 
morning,  July  18th,  about  11  o'clock, 
C.  G.  Burkeen,  a  prominent  business 
man  of  Newbern,  Tenn.,  and  his  wife, 
were  driving  in  the  country  near 
Newbern,  and  when  they  reached  the 
railroad  tracks,  rushed  across  the 
tracks  immediately  in  front  of  north- 
bound passenger  train  No.  106,  and 
had  it  not  been  for  the  quick  action 
on  the  part  of  Engineer  Tack  Stokes 
in  applying  the  emergency  the  auto- 


mobile would  have  been  demolished 
and  its  occupants  killed.  As  any  rea- 
sonable and  appreciative  man  would 
have  done  under  the  circumstances, 
Mr.  Burkeen  immediately  requested 
that  Engineer  Stokes  be  extended  his 
sincere  thanks  and  appreciation  for 
the  watchful  eye  and  quick  action  that 
prevented  a  most  serious  accident. 
Mr.  Burkeen  also  made  an  open  con- 
fession that  he  very  carelessly  drove 
upon  the  track  without  stopping, 
looking  or  listening,  as  the  law  re- 
quires, or  as  the  law  of  self-preserva- 
tion dictates,  and  stated  that  in  the 
future  all  laws  and  requirements 
would  be  adhered  to  in  the  operation 
of  his  Ford  about  railroad  crossings 
or  tracks. 


SIXTEEN  KILLED  AND  EIGHTY- 
FIVE    INJURED    IN    SIX 
MONTHS 

On  the  Illinois  Central  system -for 
a  period  of  six  months.  January  1  to 
Tune  30,  1920,  there  were  a  total  of 
122  automobile  grade  crossing  acci- 
dents, in  which  accidents  16  persons 
were  killed  and  85  persons  were  seri- 
ously injured.  The  Illinois  Central  is 
only  one  railroad  of  about  6,000  miles. 
Think  about  what  the  total  loss  of 
life  must  have  been  on  all  the  rail- 
roads of  the  country,  embracing  260,- 
000  miles. 

The  automobile  grade  crossing  peril 
is  one  of  the  live  questions  of  the  day. 
Automobile  drivers  expect  pedestrians 
to  always  be  on  the  lookout  for  them, 
but  they  themselves  refuse  to  always 
be  on  the  lookout  for  trains,  and  con- 
sequently thev  are  being  slaughtered 
bv  the  thousands. 


LOST    HIS    CASE 

Vincent  Niola  was  employed  in 
1911  as  a  machinist  at  Paducah,  and 
from  that  time  until  May  7,  1919, 
worked  on  an  engine  lathe,  but  on  this 
date,  while  cutting  down  the  collar  in 
a  non-pressure  brake  cylinder  head,  he 
stuck  his  right  hand  inside  of  the 
cylinder  and  it  was  caught  between 
the- tool  and  the  cylinder  head,  cutting- 


ILLINOIS    CENTRAL    MAGAZINE 


and  lacerating  his  hand  very  badly. 

The  lathe  was  inspected  thoroughly 
within  fifteen  minutes  after  the  acci- 
dent by  a  shop  committee,  and  they 
pronounced  it  and  countershaft  in 
pertect  condition.  The  work  in  the 
lathe  was  completed  by  a  machinist 
apprentice,  who  continued  to  work  on 
this  lathe  for  some  months,  and  he 
was  unable  to  discover  any  defects. 

Niola  suffered  a  disability  of  three 
months  and  nineteen  days,  which  in 
lost  time  amount  to  $490.00,  and  in 
view  of  a  75  per  cent  permanent  dis- 
ability, he  was  offered  $1,000,  which 
amount  he  refused,  and  took  his  case 
up  with  the  Railroad  Administration 
at  Washington,  D.  C,  who  refused  to 
increase  the  offer. 

Against  the  advice  of  many  of  his 
friends  and  fellow  workers  who  knew 
the  conditions  thoroughly,  Niola 
allowed  himself  to  be  persuaded  to 
bring  suit.  The  case  was  tried  on 
May  24,  and  the  jury  returned  a  ver- 
dict for  the  railroad. 

Niola  swore  on  the  stand  that  the 
lathe  was  defective  and  that  his  hand 
was  in  such  condition  that  he  would 
never  be  able  to  again  follow  his 
trade. 


IT    IS    ALWAYS    TRAIN    TIME 

A  railroad  train  dashes  into  sight 
at  the  rate  of  fifty  miles  an  hour,  a 
driver  loses  his  head,  kills  his  engine 
on  the  track,  and  instantly  innocent 
souls  are  dashed  into  eternity.  The 
same  old  story  with  its  horrors  and 
sickening  sights.  Two  such  acci- 
dents occurred  last  Sunday,  one  near 
Franklin,  Ind.,  when  seven  people  lost 
their  lives,  the  other  at  our  neighbor- 
ing town  of  Huntingburg,  when  ten 
were  killed  outright  and  eight  more 
seriously  injured,  some  of  them 
fatally.  And  what  is  the  cause?  One 
word,  "Carelessness."  Practically 
every  automobile  that  is  run  into  by 
a  train  is  the  result  of  carelessness. 
It  is  much  like  the  fellow  who  kills 
his  friend  with  the  gun  because  he 
didn't  know  it  was  loaded.  Didn't 
know  it  was  train  time,  didn't  hear 


the  whistle,  or  thought  the  train  had 
already  passed.  No  excuse  at  all.  It 
is  always  train  time  and  it  is  the 
auty  of  every  driver,  especially  when 
he  has  passengers,  to  know  absolutely 
that  the  way  is  clear,  to  know  that  the 
lives  entrusted  into  his  care  are  safe. 
It  is  his  duty  to  heed  the  warning  at 
the  crossing,  "Stop,  Look  and  Listen." 
If  the  driver  had  done  this  the  tragedy 
at  Huntingburg  would  have  been 
avoided.  Will  this  be  a  warning? 
Some  will  heed  it  for  a  time  and  to 
some  it  will  always  be  a  burning  les- 
son, while  others  will  go  heedlessly 
along.  —  Editorial  Rockport  (Ind.) 
Journal,  July  i,  1920. 


DIRECTOR  GENERAL  OF  RAIL- 
ROADS    WINS     IMPORTANT 
CASE  IN   SUPREME   COURT 
OF    MISSISSIPPI 

L.  M.  Cole,  an  employe  of  the 
Director  General  of  Railroads,  sued 
the  Director  General  in  the  Circuit 
Court  here  for  ten  thousand  dollars 
($10,000.00)  for  damages  alleged  to 
have  been  sustained  by  him  in  a  fight 
with  a  fellow  employe,  Cannon.  The 
case  was  tried  in  the  Circuit  Court 
and  Cole  secured  a  judgment  for  four 
thousand  dollars  ($4,000.00).  From 
this  judgment  the  Railroad  Adminis- 
tration appealed  to  the  Supreme  Court 
of  Mississippi,  and  on  last  Monday 
the  Supreme  Court  reversed  and  dis- 
missed the  case,  holding  that  the  rail- 
road was  in  no  way  liable  to  the  plain- 
tiff for  the  injuries  alleged  to  have 
been  received  by  him  in  a  personal 
difficulty  with  a  fellow  employe.  Can- 
non was  indicted  by  the  grand  jury 
for  assault  with  intent  to  kill,  and 
after  Cole  secured  a  judgment  for  four 
thousand  dollars  ($4,000.00)  Cannon 
was  tried  by  a  jury  of  Warren  County 
an.d  acquitted-  Considerable  interest 
was  manifested  by  a  number  of  em- 
ployes in  the  shops,  who  took  great 
interest  in  prosecuting  Cole's  case 
against  the  Railroad  Administration. 
However,  some  of  them,  when  Cannon 
was  tried,  reversed  themselves  and 
testified  vigorously  in  behalf  of  Can- 


46 


ILLINOIS    CENTRAL    MAGAZINE 


non.  They  seemed  to  be  willing  for 
Cole  to  get  the  money  from  the  gov- 
ernment but  were  unwilling  for  Can- 
non to  be  punished  for  the  assault. 

The  Supreme  Court  held  that  the 
railroad  was  not  liable  for  an  assault 
of  one  servant  upon  another  servant 
when  it  was  not  committed  within 
the  scope,  or  apparent  scope,  of  his 
authority  in  the  prosecution  of  his 
master's  business.  This  is  an  im- 
portant holding  of  the  Supreme  Court, 
in  view  of  the  fact,  that,  if  the  Court 
held  otherwise,  all  employers  would 
have  been  responsible  for  the  fights 
of  their  employes,  without  reference 
to  whether  the  fight  occurred  in  the 


prosecution  of  the  master's  business 
or  not.  The  Court  announced  that 
when  two  employes  engage  in  a  per- 
sonal difficulty,  if  they,  or  either  of 
them,  are  hurt,  they,  and  not  the 
master,  must  bear  the  burden. 

This  should  be  a  warning  to  em- 
ployes who  engage  in  fights. 

This  holding  of  the  Supreme  Court 
will  probably  stop  suits  of  this  char- 
acter. At  any  rate,  the  decision  will 
have  a  tendency  to  make  employes 
tight  for  other  causes  than  to  get  a 
suit  for  damages  against  a  railroad. 
— Vicksb'urg  (Miss.)  Herald,  July  16, 
1920. 


Couldn't  Be  Done,  So  He  Did  It 


Somebody    said    that    it   couldn't   be 

done, 

But  he,  with  a  chuckle,  replied, 
That    "Maybe    it    couldn't,"    but    he 

would  be  one 

Who  wouldn't  say  so  'til  he  tried. 
So  he  buckled  right  in  with  a  trace  of 

a  grin 

On  his  face.     If  he  worried  he  hid  it. 
He  started  to  sing  as  he  tackled  the 

thing 
That  couldn't  be  done — and  he  did  it. 

Somebody   scoffed:     "Oh,   you'll   never 

do  that; 

At  least  no  one  ever  has  done  it." 
But  he  took  off  his  coat  and  he  took 

off  his  hat, 

And  the  first  thing  we  knew  he'd  be- 
gun it: 


With  the  lift  of  his  chin,  and  a  bit  of 

a  grin, 

Without  any  doubting  or  quiddit. 
He  started  to  sing  as  he  tackled  the 

thing 
That  couldn't  be  done — and  he  did  it. 

There    are    thousands    to   tell    you    it 

cannot  be  done, 
There   are   thousands    to    prophesy 

failure ; 
There  are  thousands  to  point  out  to 

you,  one  by  one, 

The  dangers  that  wait  to  assail  you. 

But  just  buckle  in  with  a  bit  of  a  grin, 

Then  take  off  your  coat  and  go  to  it. 

Just  start  in  to  sing  as  you  tackle  the 

thing 

That  "cannot  be  done" — and  you'll 
do  it. — Exchange. 


Confidence 

By  W.  F.  Nauman,  Assistant  Division  Storekeeper,  Centralia,  111. 


One  of  the  most  important  assets  for  a 
successful  career  is  to  have  and  hold  the 
confidence  of  our  fellow  men.  We  are  told 
that  90  per  cent  of  the  world's  business  is 
done  on  a  credit  basis,  which  is  made  pos- 
sible by  confidence  between  individuals. 
Let  this  confidence  be  destroyed  and  you 
have  pierced  the  very  heart  of  the  world's 
trade  and  civilization.  Our  civilization  as 
it  stands  today  is  based  principally  upon 
our  commercial  development,  with  confi- 
dence as  its  foundation. 

As  a  supervising  employe  of  the  supply 
department  I  find  that  to  cultivate  the  asset 
of  confidence  in  the  other  departments 
which  we  serve,  is  to  conquer  one  of  the 
most  difficult  obstacles  in  making  a  success 
of  our  work  and  the  department  we  repre- 
sent. As  a  supply  department  we  are 
called  upon  to  make  many  promises  to  the 
other  departments  which  look  to  us  for 
service.  Among  the  most  important  of 
these  is  the  delivery  of  special  items  of 
material.  Also  at  times  our  stock  of  some 
items  of  staple  material  has  been  depleted. 
In  these  cases  we  have,  as  a  rule,  antic- 
ipated our  want  in  sufficient  time,  and  order 
was  placed  in  the  usual  manner,  but  owing 
to  market  conditions,  delays  in  transporta- 
tion, and  other  causes,  delivery  is  not  made 
to  the  storehouse  at  the  time  specified,  and 
results  in  our  not  being  able  to  replenish 
the  stock  before  we  are  entirely  out.  In 
such  cases  we  are  requested  by  the  super- 
vising officers  and  foremen  of  the  different 
departments  to  handle  delivery  of  certain 
materials  special,  and  to  advise,  when  can 
be  expected  in  way  of  early  delivery.  In 
handling  conditions  of  this  kind  we  should 
always  bear  in  mind  the  thought  of  con- 
fidence. After  going  over  the  situation  thor- 
oughly, advise  the  ones  interested  just  what 


you  will  be  able  to  accomplish.  Follow  up 
and  leave  nothing  undone  to  make  your 
promise  good,  and  should  conditions  arise 
and  you  see  that  you  will  not  be  able  to  ful- 
fill your  promise,  do  not  wait  until  your  at- 
tention has  been  called  to  your  failure  by 
the  department  interested — make  it  a  point 
to  notify  them  the  result  of  your  effort,  giv- 
ing the  reasons.  In  most  cases  it  will  be 
possible  to  make  some  substitution,  or 
change  their  plan  of  work,  and  your  failure 
to  get  the  particular  material  will  not  seri- 
ously delay  their  work.  By  handling  in  this 
manner  all  interested  will  feel  confident  of 
XP_ur  efforts  and  in  the  future  will  be  satis- 
fied that  you  have  handled  conditions  of  this 
kind  to  the  best  advantage  possible.  Many 
times  no  further  action  will  be  deemed  nec- 
essary by  handling  with  officers  in  charge. 

After  this  confidence  has  been  gained, 
consider  it  sacred,  and  at  no  time  make  any 
promise  that  you  do  not  feel  reasonably  cer- 
tain you  can  fulfill.  Also  refrain  from  giv- 
ing information  of  any  kind  which  is  mis- 
leading, knowing  it  to  be  such  at  the  time. 
Nothing  will  be  accomplished,  and  it  will 
only  tend  to  help  destroy  confidence  which 
has  been  gained  in  other  ways. 
.  In  our  associations  with  our  fellowmen, 
regardless  of  what  they  may  be,  confidence 
should  be  paramount  in  our  thoughts,  rea- 
lizing that  it  is  one  of  the  "Rounds"  of  the 
ladder  of  Success.  Bear  in  mind  at  all  times 
that  to  obtain  this  round  you  must  follow 
up  to  conclusion  the  small  promises  and  nat- 
urally the  large  ones  will  be  taken  care  of. 

As  the  foundation  of  our  great  civilization 
and  development  is  CONFIDENCE,  so 
should  it  be  in  our  daily  routine  of  life. 
Make  each  day  complete  in  itself,  and  after 
the  Ladder  of  Success  has  been  climbed  we 
will  find  that  the  strongest  round  of  that  lad- 
der was  Confidence. 


Things  We  Should  Not  Do 


Be  courteous  to  the  traveling  public  wher- 
ever you  find  them.  If  you  are  not  a  train- 
man, it  doesn't  matter;  show  them  that  you 
have  an  interest  in  the  welfare  of  the  rail- 
road. 


47 


A  lady  recently  lost  her  pocketbook  while 
boarding  an  express  and  did  not  miss  it  until 
the  train  was  on  its  way.  Three  different 
trainmen  volunteered  assistance — one  of 
them  going  back  to  look  for  it.  Such  treat- 


48 


ILLINOIS  CENTRAL  MAGAZINE 


ment  cannot  help  but  have  a  good  effect  on 
the  operating  revenues. 

When  loading  company  material  use  the 
same  care  jrou  would  use  in  loading  your 
household  furniture.  Many  articles  such  as 
glassware,  tinware,  small  finished  castings, 
etc.,  can  be  damaged  by  improper  loading 
and  the  cost  of  same  lost  in  addition  to  the 
labor  of  loading. 

Cars  are  at  a  premium  and  no  .one  should 
have  a  loaded  car  on  hand  without  an  ex- 
ceptionally good  reason  for  it.  Everytime 
you  release  a  car  promptly  you  help  to  pay 
your  next  month's  salary. 

Watch  scrap  piles  closely  for  good  mate- 
rial. The  man  who  throws  away  dollars  in 
the  scrap  is  not  helping  the  railroad  which 
employs  him. 

Every  man  should  do  his  utmost  to  spread 
contentment.  In  your  associations  with 


each  other,  try  to  make  those  around  you 
more  satisfied.  Be  cheeriul  and  not  grasp- 
ing. This  is  the  only  way  that  the  spirit 
of  unrest  which  is  handicapping  our  ef- 
forts, can  be  overcome. 

You  Male  deadheads  riding  on  the  Subur- 
man  trains!  Didn't  you  see  that  lady  get 
on?  She  paid  her  fare;  give  her  a  seat. 

How  much  fuel  oil  finds  its  way  into 
the  sewers  or  into  the  ground  on  account 
of  leaky  pipes?  Fuel  oil  costs  twice  as 
much  as  it  did  a  few  years  ago. 

Those  who  store  gasoline  for  use  should 
use  great  care  to  prevent  loss  by  evapora- 
tion. Gasoline  is  an  expensive  commodity 
for  which  the  railroad  spends  a  great  deal 
of  money  annually. 

Good-bye;  will  see  you  in  September  is- 
sue. 


Letter  from  Canadian  Pacific  Railway  Passenger  De- 
partment, Thanking  Central  Station  Baggage 
Room  Employes  for  Service  Rendered 


Chicago,  July  2,  1920. 
Illinois  Central  Magazine, 
Chicago,   Illinois. 

I  quote  for  your  information  letter  writ- 
ten by  the  General  Passenger  Department 
of  the  Canadian  Pacific  Steamship  Service 
dated  June  28th  as  follows: 

"I  hope  that  you  will  make  it  a  point  to 
compliment  the  boys  in  the  baggage  room 
at  the  Central  Station  for  the  nice  manner 
and  the  courtesy  they  extend  to  our  steam- 
ship agents  and  our  steamship  passengers. 
Several  times  lately  our  agents  have  re- 
marked to  me  that  they  were  very  much 
pleased  with  the  service  in  the  baggage 
room  and  I  feel  that  this  has  a  lot  to  do 
with  our  being  able  to  hold  considerable  of 
our  steamship  business  for  the  rail  lines. 


Our  steamship  agents  appreciate  good  serv- 
ice as  well  as  anybody  else  and  at  the  same 
time  we  went  the  baggage  department  in 
the  Central  Station  to  know  that  their  ef- 
forts to  give  prompt  and  efficient  service  to 
our  passenger  and  agents,  is  appreciated 
by  everybody  concerned." 

This  report  is  very  gratifying,  especially 
in  view  of  the  fact  that  the  baggage  room 
is  seriously  under-manned,  it  having  been 
impossible  to  recruit  the  force  to  authorized 
strength  for  many  weeks,  resulting  in  the 
agent  and  his  assistants  being  compelled  to 
work  twelve  to  fourteen  hours  a  day,  a 
pace  which  I  fear  they  can  not  much  longer 
continue. 

H.  L.  Fairfield,  Manager, 
Baggage  and   Mail   Traffic  Dept. 


Appointments 

•np^"       *  and 

Promotions 


Effective  July  28,  1920,  Mr.  G.  E.  Patter- 
son is  appointed  Acting  General  Superin- 
tendent of  Northern  Lines,  with  office  at 
Chicago,  111.,  vice  Mr.  J.  J.  Pelley,  tem- 
porarily relieved  to  accept  chairmanship  of 
Chicago  Terminal  Car  Service  Committee. 

Effective  July  28,  1920,  Mr.  J.  W.  Hevron 


is  appointed  Superintendent  of  the  Illinois 
Division,  with  office  at  Champaign,  Illinois, 
vice  Mr.  G.  E.  Patterson,  promoted. 

Effective  July  28,  1920.  Mr.  C.  R.  Young 
is  appointed  Superintendent  of  the  Ten- 
nessee Division,  with  office  at  Fulton,  Ken- 
tucky, vice  Mr.  J.  W.  Hevron,  transferred. 


ence  or  curing  Disease  so  much  as  the  prevention  01  it 

ie  greatest  eood  to  Humanity.  One  of  trie  most  important 
f-*  ( 

lth  Department  should  be  the  educational  service 
t    "\  ( 

*  teaching  people  how  to  live  *     *     A     * 


Sunstroke 


Inasmuch  as  we  are  now  going  through 
the  heated  term  of  months  and  many  of  us 
are  exposed  to  the  direct  heat  of  the  sun  in 
some  one  of  many  out-of-door  occupations 
in  connection  with  railroading  a  few  words 
regarding  sunstroke  may  be  useful  in  lead- 
ing to  a  better  understanding  of  this  condi- 
tion and  its  cause,  also  the  circumstances 
leading  up  to  its  production  and  a  consid- 
eration of  their  avoidance. 

Sunstroke  may  be  defined  as  an  uncon- 
scious state  produced  by  inflammation  and 
congestion  of  the  envelopes  of  the  brain 
the  result  of  exposure  to  the  action  of  the 
sun's  rays.  The  period  of  exposure  varies 
largely  in  different  persons,  some  being 
overcome  by  a  few  hours'  exposure  and 
others  being  able  to  work  in  the  hot  sun 
for  hours  without  feeling  any  inconveni- 
ence. 

The  individual  must  learn  his  own  resist- 
ance and  govern  his  actions  accordingly, 
for  when  the  individual  begins  to  feel  dizzy 
and  does  not  see  things  clearly  he  should 
stop  work  and  get  into  the  shade  for  a  rest. 
It  is  better  to  do  this  when  he  first  begins 
to  feel  badly  than  to  exert  himself  to  "keep 
up"  with  the  idea  that  the  feeling  will  soon 
pass  off,  for  when  he  first  begins  to  feel 
badly  is  the  time  that  the  bloodvessels  in 
the  envelopes  of  his  brain  are  starting  to 
become  overfilled  with  blood  and  to  make 
pressure  upon  the  brain  tissue,  thus  pro- 
ducing the  vague  feeling  of  uneasiness  to 
which  he  is  subiected.  This  is  the  time 
to  stop  work  and  get  into  the  shade  for  a 
rest,  for  a  little  rest  at  this  time  will  allow 
the  congested  blood  vessels  to  regain  their 
normal  size  and  functionate  as  they  should, 
thereby  avoiding  the  danger  of  collapse. 

The  appearance  of  a  person  suffering 
from  sunstroke  is  very  characteristic,  the 
face  being  red  and  feeling-  hot  and  dry,  the 
breathing  being  either  loud  and  snoring  or 
feeble,  gaspine:  and  labored.  The  oulse  is 
usually  rapid  except  in  cases  which  have 
progressed  unfavorably  and  then  it  shows 
the  characteristic  pulse  of  extreme  depres- 
sion and  collapse.  The  fact  that  the  per- 


son so  afflicted  becomes  rapidly  uncon- 
scious and  falls  to  the  .ground,  sometimes 
dropping  as  if  shot,  is  the  characteristic 
sign  which  should  call  our  attention  to  the 
"emergency"  and  no  time  should  be  lost 
in  instituting  the  proper  treatment.  The 
fact  that  a  man  working  in  the  sun  for 
some  time  and  who  suddenly  stops  sweat- 
ing is  sufficient  warning  that  .he  is  about  to 
have  a  sunstroke — this  is  not  always  easily 
ascertainable  except  by  careful  observation 
and  when  superintending  a  large  number  of 
men  it  is  easily  overlooked. 

After  the  victim  has  been  carried  into  the 
shade,  carefully  loosen  all  tight  clothing, 
especially  around  the  neck.  Keep  the  head 
low  and  level  with  the  rest  of  the  body 
and  apply  cold  to  the  head  in  any  way  con- 
venient. Remember  that  the  blood  is  col- 
lected in  greater  amounts  than  normal 
in  the  head  and  that  the  effort  should  be 
to  draw  this  extra  amount  down  from  the 
envelopes  around  the  brain — cold  to  the 
head  and  heat  to  the  body  will  do  this  and 
it  is  on  this  principle  that  the  treatment  is 
started. 

Send  for  the  doctor  at  once — this  is  im- 
portant— do  not  be  deceived  by  the  appar- 
ent slightness  of  the  symptoms  and  think 
that  a  little  rest  will  do  all  that  is  nec- 
essary. These  cases  often  are  progressive 
and  get  rapidly  worse  and  one  is  not  justi- 
fied in  assuming  that  it  is  not  necessary  to 
get  a  physician.  The  physician  assumes  the 
responsibility  and  should  be  given  charge 
of  the  case  as  soon  as  possible  in  order  to 
start  the  proper  treatment  and  to  watch  de- 
velopments. 

With  the  removal  of  the  patient  to  the 
shade  and  the  application  of  cold  water  to 
the  head  the  efforts  for  further  treatment 
without  the  aid  of  a  physician  should  cease 
for  it  is  impossible  to  know  what  may  hap- 
pen to  the  patient  unless  under  the  obser- 
vation of  one  trained  in  the  handling  of 
such  cases  and  prepared  to  assume  full  re- 
sponsibility. 

If  it  is  impossible  to  obtain  the  services 


50 


ILLINOIS    CENTRAL    MAGAZINE 


of  a  physician  the  case  should  be  sent  to 
the  nearest  hospital,  there  to  be  cared  for 
until  a  doctor  can  come  and  take  charge. 

The  case  should  be  placed  upon  a 
stretcher  and,  shaded  from  the  sun,  should 
be  carried  to  the  hospital  or  to  the  nearest 
point,  either  a  house  or  a  shed,  where  the 
patient  can  remain  undisturbed  and  obtain 
the  care  and  attention  of  which  he  is  in 
so  much  need. 

It  is  to  be  borne  in  mind  that  relapses 
after  regaining  consciousness  are  by  no 
means  infrequent,  hence  the  need  of  skilled 
care  during  the  period  of  after  treatment. 

It  is  also  to  be  remembered  that  a  per- 
son once  having  suffered  a  sunstroke  is 
more  susceptible  to  a  second  attack  and 
should  be  warned  of  this  susceptibility. 

Just  a  word  as  to  heat  exhaustion,  with 
which  sunstroke  may  be  confused,  although 
it  is  the  opposite  condition  in  every  respect; 
the  pateient  is  pale  and  clammy  to  the 
touch,  the  pulse  is  feeble  and  slow  and  the 
appearance  is  one  of  exhaustion — necessar- 


ily the  treatment  is  just  the  opposite  of  the 
t/eatment  for  sunstroke,  stimulation  being- 
the  keynote. 

Now  to  recapitulate  briefly: 

Sunstroke  occurs  in  those  working  in  the 
hot  sun  for  a  greater  or  less  length  of  time 
and  usually  coming  on  suddenly,  is  shown 
by  the  appearance  of  sudden  unconscious- 
ness, the  patient  usually  falling  to  the 
ground. 

The  appearance  presented  by  the  patient 
is  that"  of  a  man  in  a  fit,  face  red  and  dry, 
pulse  rapid  and  full  and  breathing  noisy  and 
blubbering.  Note  the  point  especially  that 
the  skin  is  dry — it  is  often  noticed  that  the 
cessation  of  sweating  immediately  precedes 
the  attack  of  sunstroke,  so  foremen  are 
urged  to  be  on  the  look  out  for  this  sign. 
The  face  is  red  and  the  pulse  rapid  and  full. 
Immediately  remove  to  shade  and  loosen 
clothing,  then  applying  cold  water  to  the 
head.  Send  for  the  physician  at  once  and 
turn  the  care  of  the  case  over  to  him  as 
soon  as  possible. 


Illinois  Central  Railroad  Company 
Hospital  Department 

Chicago,   111.,  August   1,   1920. 
TO  ALL  CONCERNED:— 

Owing  to  the  greatly  increased  cost  of  all  surgical  dressings,  drugs,  medicines, 
hospital  supplies  and  other  materials  used  incident  to  the  treatment  of  sickness  and 
other  Hospital  Department  benefits,  and  also  to  the  increased  pay  of  Hospital  Depart- 
ment employes,  the  latter  being  in  keeping  with  the  increases  granted  railroad  employes, 
the  income  of  the  Illinois  Central  Hospital  Department  is  not  now  sufficient  to  meet 
the  expenses. 

Consequently  it  has  been  determined  that  it  will  be  necessary  to  slightly  in- 
crease the  monthly  contribution,  and  it  is  felt  that  25  cents  per  month  will  be  sufficient 
for  the  purpose  of  maintaining  the  high  standard  of  the  many  benefits  furnished  by 
the  Hospital  Department.  Therefore,  effective  this  date,  monthly  contributions  will 
be  fixed  at  75  cents  instead  of  50  cents  per  month,  as  heretofore. 

G.  G.  DOWDALL, 

Chief  Surgeon. 
Approved: 

C.  H.  MARKHAM, 

President. 


Employes  Are  Reaping  the  Benefit  of  the  Hospital 

Department  and  Are  Very  Appreciative 

of  Attention  Received 

Dr.    G.    G.   Dowdall,  May  1st,  1920. 

Chief  Surgeon, 
Chicago,  111. 
Dear  Doctor: — • 

In  these  few  lines,  please  let  me  take  the  opportunity  to  thank  the  Nurses  and 
also  the  Doctors  of  the  Illinois  Central  Hospital  for  the  care  which  was  shown  me 
while  a  patient  at  this  Hospital.  Also  I  want  to  say  frankly  that  the  Illinois  Central 
Hospital  absolutely  takes  the  best  possible  care  of  the  Illinois  Central  employes.  I 


ILLINOIS  CENTRAL  MAGAZINE  51 

am  an  employe  and  have  had  the  imsfortune  to  become  ill,  and  it  was  necessary  for 
me  to  go  to  some  Hospital  for  treatment.  Consequently  I  went  to  the  Illinois  Central 
Hospital,  and  am  most  thankful  that  I  am  a  contributor  to  the  Hospital  Department 
and  hope  to  remain  one  as  long  as  I  am  in  the  Service. 

I  do  not  know  of  any  place  that  I  would  like  to  go  when  necessary  to  go  in 
quest  of  treatment.  The  employes  of  the  Illinois  Central  ought  to  be  proud,  and 
1  am  sure  that  they  are  proud,  of  such  a  Hospital  as  the  Illinois  Central  Hospital  at 
Chicago.  Truly  yours, 

(Signed)     E.  A.  Armstrong,  Brakeman, 

Champaign,  111. 


Dr.  G.  G.  Dowdall,  Chicago,   May  5th,   1920 

Chief  Surgeon, 
I.  C  R.  R.  Co, 
Chicago.    Illinios. 
Dear  Doctor: — 

On  behalf  of  myself  and  family,  I  wish  to  say  a  few  words  of  praise  for  the 
Illinois  Central  Hospital,  for  the  attention  given  my  father,  Thomas  J.  Cowan,  who 
was  an  Illinois  Central  Employe  and  received  treatment  at  the  Illinois  Central  Hospital 
during  the  past  several  months.  I  will  say  that  the  Surgeons  and  Nurses  cannot  be 
praised  too  much  and  too  much  cannot  be  said  in  commendation  of  their  fine  quali- 
fications. 

I,  myself,  was  an  employe  of  the  Illinois  Central  Railroad  some  nine  years  ago 
when  the  Hospital  Department  was  started,  and  I  have  always  been  an  ardent  advocate 
of  the  Hospital  Department.  I  believe  many  of  the  Illinois  Central  employes  do  not 
realize  the  many  advantages  of  the  splendid  organization  that  they  have  at  their  service, 
and  all  for  a  mere  pittance  each  month.  Since  leaving  the  Illinois  Central,  I  have 
learned  to  regret  many  times  the  fact  that  I  am  not  available  for  membership  in  the 
Illinois  Central  Hospital  Department. 

I  wish  to  say  that  no  better  treatment  is  given  in  any  Hospital  in  Chicago  at 
any  cost,  and  I  feel  sure  that  my  father's  case  was  given  better  surgical  attention  and 
hospital  care  than  he  could  have  received  in  any  other  Hospital  in  Chicago,  and  that, 
without  any  additional  expense  to  him  other  than  the  50c  per  month  contributed  to  the 
Hospital  Department. 

Again  extending  my  thanks  for  the  attention  given  my  father  while  under  the 
care  of  the  Hospital  Department,  I  remain, 

Respectfully  yours, 

(Signed)          Frank  E.  Cowan 
316  E.  29th  St.,     Champaign,    111., 


Memphis,  Tenn.,  June  15,  1920. 
Dr.  G.  G.  Dowdall, 
Chief  Surgeon, 
Chicago,  Illinois. 
Dear  Doctor:  — 

I  write  to  let  you  know  that  my  brother  George  and  myself  were  patients  at 
the  Illinois  Central  Hospital  at  Paducah,  Ky.  We  went  there  on  your  advice,  and 
all  the  time  that  we  were  patients  at  this  hospital  we  were  both  treated  just  as  nice 
as  anyone  could  possibly  treat  us.  We  were  there  about  two  weeks  and  we  were 
very  much  impressed  with  what  a  nice  place  it  is  and  how  nicely  all  the  patients 
in  this  hospital  were  treated. 

Both  my  brother  George  and  myself  were  operated  on  while  we  were  there, 
and  have  gotten  a  great  deal  of  benefit  from  our  treatment.  We  are  both  doing 
fine  but  have  not  yet  been  able  to  return  to  work. 

I  am  writing  to  show  you  chat  we  appreciate  your  kindness  and  also  want  to  show 
our  appreciation  of  the  fine  treatment  that  we  have  both  received  from  the  Illinois 
Central  Hospital  Department,  also  that  our  fellow  employes  may  know  what  a  fine 
hospital  and  excellent  care  is  waiting  for  them,  if  required,  in  the  new  Illinois  Central 
Hospital,  Paducah. 

This  is  all  for  the  present. 

Your    friend, 

Lewis   Hawthorne, 

Truck    Repairer, 
Memphis,  Tenr. 


52 


ILLINOIS    CENTRAL   MAGAZINE 


Wilkie,  Iowa,  July  9,  1920. 
Dr.  G.  G.  Dowdall,  Chief  Surgeon, 
Illinois    Central   Railroad    Co., 
Chicago,  111. 
Dear   Doctor: — 

Just  a  few  words  to  you  expressing  my  appreciation  to  you  and  your  hospital 
force  for  the  good  treatment  I  received  while  there.  I  was  in  the  hospital  three 
different  times,  and  the  attention  that  a  person  gets  there  is  all  that  one  could 
wish  for,  and  that  is  the  way  I  found  things  to  be.  Words  are  inadequate  to  ex- 
press the  good  I  derived  from  the  four  operations  I  had  for  nasal  trouble. 

I  will  close  by  adding  that  I  wish  to  see  the  good  work  continue  in  the 
future  as  it  has  in  the  past,  and  that  the  Hospital  Department  is  one  of  the  best 
things  connected  with  this  Company. 

Your  for  continued  success, 

(Signed)  W.  P.  Wall, 

Agent  and   Operator. 


Jo.id  one  to  the  ot>\er\ye>u  come  my  way, 

rt6xe.a.nibble>&Ufxi.r  new  mown       " 


'Iwont '-'  ./Aid  t!>e/  othen^Xibu  come  with 
For  I  teo   ))«</•&  >/ome>  Irfty  you 


And 


•»ey jfot  nowKerejo/i  p&\wed  updirt. 
C5h.  ^y  GoMy  fh&f  nope  did  hurt. 


TO 


rhervmey  faced  abouftnerejllibborn  mulej- 
And  -/aicJ,  We're  ju/t  liKe  hunr»6n  foolj- 


"Let>  pull  o 

Then  come,  with  me  Cknd>»</e'1i  boih  e&t 


And  JVtore'tebeJCornr&Aef^iiDd.&riiA 
-^~\ 

PJJW 


AJ-  the  yun  >*/ent 

*Ah!  thi/  i/  the  end    of  a.  perfect 


S>Qj 

-et  this  (essor\,  dont  let  it  pmv 
&d  men  should  copy /rom, the, poorOecKojx 
irjcC  together  tir  the cinly  wo> 
To  pufjyour  Divi/ion  on  tfve. 


Ji.rcopfce.ld   B\VT) 


ROLL  OP  HONOR 


Name 

Martin  G.  Rice 
William  Bosley 
Peter  Swanson 
Edward  Harty 


Occupation 

Engineman,  Mattoon,  111. 
Crossing  Flagman,  Fulton,  Ky. 
Carpenter,  Burnside, 
Brakeman,  Chicago,  111. 


Yrs.  of 
Service 

40 
20 
31 
19 


Date  of 
Retirement 
5-31-20 
5-31-20 
5-31-20 
3-31-20 


OBITUARY 

The  following  deaths  of  Pensioners  were  reported  at  meeting  of  Board  of  Pen' 
sions  held  June  29,  1920. 


Name 

John   Crones 
Jesse    D.    Pettingill 
Joseph  W.   Thomas 
Carl  J.   Schrandt 
John    Brennan 
Henry    Rippberger 
Prosper  Grandadams 


Term  as 

Last  Employment                                  Date  of  Death  Pensioner 

Engineman,   Illinois   Division                           5-28-20  6  years 

Engineman,  Kentucky  Division                        5-24-20  2  years 

Sand    Dryer,   Kentucky   Division                    5-27-20  15  years 

Janitor,    Burnside    Shops                                    6-12-20  3  years 

Crossing  Flagman,  Springfield  Division         6-6-20  4  years 

Car  Inspector,  Wisconsin  Division                 6-23-20  1  year 

Section  Laborer,  Illinois  Division                   4-18-20  6  years 


J.  H.  HUNTSBERRY 

Mr.  J.  H.  Huntsberry  was  born  Au- 
gust 19,  1855.  His  father  was  Extra 
Gang  Foreman  for  P.  &  E.  Mr.  Hunts- 
berry  began  service  under  his  father  as 
water  boy  near  Nortonville  in  1872. 
Promoted  to  Fireman  for  P.  &  E.  out  of 
Elizabethtown,  Ky.,  in- 1874. 

Promoted  to  Engineer  ia  1878,  and 
was  pensioned  by  the  Illinois  Central 
in  1918. 

Died  May  4,  1920. 


JOHN  HUNTSBERRY 


A.  J.  LAW 

Engineman,  Mississippi  Division 

Born— March  7,  1858. 

Died— May  20,  1920. 

Age — 62  years. 

Employed ,  November  1,  1882 — 38 
years'  service. 

100  per  cent  Engineman. 

Following  editorial  from  the  Mem- 
phis Commercial  Appeal,  dated  May  22, 
1920: 


53 


54 


ILLINOIS    CENTRAL    MAGAZINE 


A.  J.  LAW 


"A.  J.  Law  (Uncle  Al),  engineer  on 
the    Illinois    Central    for   40    years 


is 


dead.  He  was  a  member  of  Division 
No.  762  of  the  Brotherhood  of  Loco- 
motive Engineers.  He  was  one  of  the 
oldest  and  one  of  the  best  members.  One 
day  in  and  one  day  out  has  been  the 
record  of  Al  Law  for  many  years.  He 
grew  old  on  his  job,  but  he  was  more 
efficient  with  every  day's  work. 

"In  his  long  years  of  passenger  train 
running  he  safely  drew  more  than  a 
million  people,  and  not  one  of  these  was 
injured  or  killed  through  neglect  of  Al 
Law.  His  experiences  had  been  thrill- 
ing at  times.  He  was  an  engineer  on  the 
train  which  Rube  Burrows  robbed, 
many  years  ago,  at  Duck  Hill,  Miss. 

"All  the  years  of  his  life  he  was  ac- 
curate, faithful  and  loyal.  He  loved 
his  profession  and  exercised  a  splendid 
influence  upon  whomsoever  he  came  in 
contact  with.  His  friends  were  scat- 
tered from  Jackson  to  Memphis  and 
from  Grenada  up  as  far  as  Jackson, 
Tenn.  They  will  mourn  him,  but  they 
will  rejoice  that  he  goes  into  the  other 
world  with  a  first-class  clearance  card, 
a  right  of  track  over  all,  and  the  signals 
set  for  a  through  run." 


Mr.  John  Trott,  Conductor, 

Mattoon,  111. 
Dear  Sir: 

I  am  pleased  to  read,  and  further  pleased  to  quote  to  you  the  following  letter  from 
Mr.  Milton  F.  LeVey: 

"Mr.  H.  J.  Roth,  Superintendent, 
"Illinois  Central  R.  R., 

"Mattoon,  111. 
"Dear  Sir: 

"Most  people  are  very  quick  to  file  a  complaint,  but  few  are  given  to  praise,  and  this 
brief  letter  has  to  do  with  the  latter. 

"I  am  a  traveling  man,  and  on  Wednesday  night,  February  25th,  I  had  the  occasion 
to  travel  from  Evansville,  Ind.,  to  Mattoon,  111.,  on  your  road,  the  Illinois  Central.  It 
seems  that  I  lost  my  ticket  at  the  station  and  your  conductor,  Mr.  John  Trott  (whose 
name  I  learned  from  the  brakeman)  gave  me  every  consideration  and  through  his 
efforts,  by  wiring  back  to  Evansville,  the  ticket  was  found  and  my  money  refunded. 
"Thinking  you  would  like  to  know  about  this  kind  affair,  I  am, 

Very  truly  yours, 

"(Signed)  Milton  F.  LeVey, 

"1141  Bergen  Street, 

"Brooklyn,  N.  Y." 

I  know  in  advance  that  you  will  appreciate  the  kind  expressions  contained  in   the 
-    You,  djd,  not  have  ^0  g0  beyond  your  usual  kind  and,  affable  manner  to  d.o  this, 


ILLINOIS    CENTRAL    MAGAZINE 


55 


but  it  just  goes  to  show  how  such  little  acts  of  kindness,  entirely  within  our  own  hands 
please  the  people. 

Yours  truly, 

H.  J.  Roth, 
Superintendent. 

Mr.  Milton  F.  LeVey, 
1141  Bergen  Street, 
Brooklyn,  N.  Y. 

Dear  Sir:    . 

It  affords  me  pleasure  to  acknowledge  receipt  of  your  letter  March  7th  expressing 
your  appreciation  of  the  courteous  treatment  afforded  you  by  the  conductor  on  our 
Train  No.  222,  Evansville  to  Mattoon,  February  25th. 

It  is  just  such  small  acts  of  courtesy  to  the  traveling  public  that  we  desire  all  of  our 
employes  to  exercise,  and  I  assure  you  that  it  is  gratifying  to  them  as  well  as  the 
officials  to  know  that  their  efforts  in  this  direction  are  appreciated. 

Yours  truly, 

H.  J.  Roth, 
Superintendent. 


Am  I  A  Loyal  Employe? 

By  W.  A.  Sensing,  Special  Agent,  Memphis  Division 


Let  the  special  agents  look  after  that! 
is  often  said  to  employes  who  show  an  in- 
clination to  interest  themselves  in  the  pro- 
tection of  company  property.  The  standard 
of  efficiency  is  very  low  on  any  railroad 
where  any  employe  seeking  to  protect  com- 
pany property,  encounters  reproach,  and 
discouragement. 

Every  employe  is  a  special  agent,  in  one 
sense  of  the  word.  The  rules  and  regu- 
lations makes  him  that,  and  his  conscious 
grants  no  exemptions.  I  have  heard  em- 
ployes remark  that  they  never  meddle  with 
arfything  outside  their  departments.  If  we 
are  more  concerned  with  our  privileges  and 
immunities  than  with  our  duties,  we  are  not 
loyal.  And  if  we  assume  that  the  protection 
of  company  property  is  none  of  our  busi- 
ness, and  that  it  is  the  special  agent's  job, 
we  are  not  loyal,  and  are  dodgers  and 
slackers. 

Leaving  things  up  to  any  one  department 
is  bound  to  bring  disaster.  The  constant 


vigilance  and  intelligent  action  of  all  em- 
ployes is  essential  to  good  operation.  Am 
I  looking  out  for  my  company's  interest? 
is  the  first  question  in  the  railroad  cate- 
chism. Railroading  is  a  complex  business, 
but  efficiency  may  be  reduced  to  three  es- 
sentials: Understanding,  loyalty  and  co- 
operation. 

I  saw  an  engineer  leave  his  cab  and  go 
nail  a  door  on  a  car  containing  merchan- 
dise, which  had  become  broken  while  switch- 
ing. He  did  not  have  to  do  that;  it  was  the 
duty  of  other  employes  as  much  as  his. 
That  engineer  exemplifies  the  loyal  em- 
ployee, who  is  always  on  the  job. 

When  we  say  to  ourselves,  "we  hold  an 
inalienable  partnership  in  this  railroad;  the 
protection  of  its  property,  prosperity  and 
efficient  operation  rests  with  us,"  then  we 
have  caught  the  spirit  of  true  loyalty.  Then, 
indeed,  are  we  truly  loyal  employes,  and 
contributors  to  the  forces  that  make  for  its 
efficient  operation. 


Some  Hints  for  Foremen  and  All  Concerned 


It  Is  a  Bad  Habit 
By  F.  G.  Murphy,  Supervisor 


Not  to  flag  your  way  around  bad  curves. 

To  leave  your  car  on  track. 

To  hold  a  tie  with  a  shovel. 

To  tamp  ties  under  center  instead  of  un- 
der the  rail. 

To  let  your  men  have  your  switch  key. 

To  allow  your  men  to  open  your  switches. 

To  pass  a  bad  rail  in  track.  To  say  that 
it  will  hold  until  tomorrow;  it  may  fail  any 
time  and  cause  serious  accident,  and  possibly 
loss  of  life.  This  applies  to  rough  track  as 
well  as  to  rail  failures. 

To  allow  your  men  to  stand  too  close  to 
track  when  trains  are  passing. 

It  is  dangerous  not  to  fully  protect  your 
track,  when  making  high  lift. 


When  making  any  lift  around  curves, 
where  you  cannot  see  trains,  or  where  they 
cannot  be  heard.  Also  when  putting  in 
many  ties  at  one  place. 

It  is  dangerous  to  run  car  when  foggy. 

To  neglect  to  handle  reports  promptly. 
To  answer  all  correspondence  promptly  is 
best  policy. 

To  pass  a  switch  without  looking  for  de- 
fects. 

To  leave  car  on  public  crossing,  or  to 
take  them  off  of  track  at  any  road  cross- 
ings. 

To  pass  an  open  gate  without  closing 
same. 

The  above,  for  your  information,  to  be 
avoided. 


The  Expectorating  Gent' 

By  William  Wood,  Machinist 


My  name  is  Bill  O'Callihan, 

And  I'm  a  boomer  from  Spokane. 
I  have  traveled  the  land  from  coast  to  coast, 

And  from  Florida  to  Maine. 
I  worked  awhile  in  Chicago, 

And  a  day  or  two  in  Gwin, 
Couldn't  stay,  didn't  try, 

So  was  on  my  way  again. 
I  have  worked  in  every  town 

That  is  worthy  of  the  name, 
I  have  worked  for  many  railroads, 

And  believe  I  know  the  game; 
I  have  worked  in  many  shops, 

And  have  worked  with  many  men, 
And  in  every  shop  where  I  have  worked 

There  is  one  besetting  sin. 
I  speak  of  the  Expectorating  Gent, 

Who  spits  on  all  in  sight. 
He  pulls  out  a  Navy  plug, 

And  takes  a  hearty  bite; 
He  chews  and  chews  until  he  chokes, 

And  ambeer  covers  his  chin, 
And  then — Sp-choo — away  he  squirts, 

His  one  besetting  sin. 
I  crawl  down  into  the  pit 

To  tighten  up  a  screw, 
The  floor  is  covered  with  his  spit, 

Likewise  the  rail  is,  too. 
I  get  my  hands  into  the  stuff, 

And  some  upon  my  clothes, 


If  that  was  not  enough, 

I  sat  where  he  bled  his  nose. 
I  have  traveled,  as  I  said  before, 

From  Chicago  to  Gwin, 
From  Pittsburgh  to  the  Golden  Gate, 

And   from   Boston   to    Cheyenne. 
And  in  every  town  where  I  lit, 

And  every  place  I  went, 
I   met  the  guy  who   scatters   spit, 

The   Expectorating   Gent. 
The  doctors  tell  about  T.  B. 

They  tell  about  the   flu  and  grip, 
They  tell  the  way  that  you  can  catch  them, 

Just    listen   to    their   honest   tip — 
"Avoid   the   Expectorating   Gent, 

Who  spits  on  all  in  sight, 
For  if  you  get  your  hands  into  his  spit, 

And  then  you  take  a  bite, 
B-Hm — old  T.  B.'s  got  you, 

Not  a  bit  of  use  to  kick, 
Soon  you'll  sing  on  high  in  heaven, 

Or  be  roasting  with  old  Nick." 
Oh!  you  tobacco  chewers, 

Oh!  you  spitters  and  the  like, 
There's  a  place  you'll  call  yours, 

When  you  take  that  last  long  hike. 
You  that  spit  on  my  tools  and  level, 

And  upon  the  floor  and  rail, 
Surely  you  will  meet  the  devil 

When  you  end  the  last  long  trail. 


The  Office  Bell 


Tinkle,    tinkle   little   bell, 
How  I  wish  you  were  in  hell, 


By  Henry  Bream 

Down   below   the   office  hum, 
Sounding   with   old    Satan's   drum. 


ILLINOIS  CENTRAL  MAGAZINE 


57 


And  your  noise  would  cease  to  be, 
Constantly  a  worrying  me, 
'Til  I  almost  have  a  fit, 
Which   forbids   me   do   my  bit. 

If  my  wish   should  come   to  pass, 
I  would  clasp  my  hands  at  last, 
And   ye  gods,   could   happy  be, 
Naught,  at  all,  to  worry  me. 

But  I  think  my  wish  in  vein, 
And  the  bell  must  hear  again, 
If  I  would  this  job  hold  down, 
For,   lots   of   stenos   buzz   'round. 

P1    !*-  .HI     i       »< 

Who.    seeking   to    my  job   devour, 
But  I  must  hold  it,  tell  me  how, 
Little   bell   that  rings   so   loud, 
Make  me,  OF  thy  name,  be  proud. 


From  this  day  on,  I'll  sing  thy  praise, 
As    always    have   in   bygone   days, 
When   thy   soothing  noise   I   heard, 
Which  made  me  fly  just  like  a  birc. 

So,  ring  on  my  little  bell, 

To  the  work  we  love  so  well, 

Call  me  when  you  will  or  may, 

And  every  half  month  hand  the  pay. 

What  is  life  now  after  all, 
When   we    answer    duty's    call, 
Makes  no  dif  how  good  nor  well, 
There'll  be  no  pleasure  without  the  bell. 

To  make  us  jump,  to  make  us  fly, 
To  make  us  laugh,  to  make  us  cry, 
So  here's   to  you  my  little  bell, 
"You  little  pest!"  we  love  you  well. 


Just  A  Little  Dope 

By  Jim  Warren 


Ya  might  have  dough 

Like  banks  of  snow, 

Ya  might  be  a  high  monkey-monk 

And  you've  everything  from  a  diamond  ring 

To  owning  gold  mines  by  the  chunk. 

Ya  can  buy  yer  way  'cause 

Ya  always  pay, 

That's  why  they  all  like  ya  so, 

But  there's  one  great  grip 

And  that's  old  friendship, 

That  ya  can't  buy  with  all  your  dough. 

There's  many  a  lad 

Who's  face  looks  bad 

And  his  rep.  may  be  all  on  the  blink, 

But  he  may  have  a  heart  as  big  as  a  cart 

And  be  a  friend  to  some  down-trodden  gink. 


When  you're  all  out  of  luck 

And  you're  stuck  in  the  muck  and  your  coin 

Is  about  at  the  end. 

Well,  the  lad  that  stands  and  holds  out  his 

hands 
Is  the  lad  to  call  a  friend. 

The  lad  who's  there 

When   your  stomach's  bare 

And  gives  ya  the  last  to  his  name, 

He's  the  only  guy  under  God's  blue  sky 

Who  should  be  in  the  hall  of  fame. 

Ya  might  o'  fell, 

Nearly  went  to  hell, 

Still   his   friendship   ya   couldn't  bend, 

And   he's   pulled   ya   back;  set  ya   on  your 

track, 
And  went  on  with  ya  still — yer  friend. 


To  My  Wife's  Portrait 

By  C.  E.  Swope,  Freight  Claim  Agents'  Qffice 


I  gaze  again  upon  your  pictured  face, 
And  backward,  thro'  the  vista  of  the  years 
I  drift,  once  more  recalling  time  and  place; 
Where  sometimes  we  had  smiles,  and  some- 
times tears. 

1  live  again  the  happy  days  now  past; 

I  tread  again  the  paths  we  both  once  trod; 


I  cannot  yet  believe  that  at  the  last, 
I'm  left  alone,  my  weary  way  to  plod. 

So  I  shall  therefore  surely  not  despair, 
But  trust  that  in  the  future,  by  God's  grace 
I'll  rid  myself  at  last,  of  grief  and  care, 
And  see  once  more  your  dear,  s.weet,  living 
face. 


A  Deserved  Compliment  to  Conductor  E.  W.  Winslow 

JOHN  C.  FETZER, 

Real  Estate  and  Investments, 

105  So.  La  Salle  Street, 

CHICAGO. 

General  Manager,  October  24,  1919. 

Illinois  Central  Ry., 
Chicago,  Ills. 
My  Dear  Sir: — 

I  want  to  write  you  in  relation  to  an  employe  who  is  a  stranger  to  me,  but 
who  was  so  capable  that  I  feel  your  company  is  to  be  congratulated  upon  having 
him,  and  of  course  this  is  written  without  his  knowledge,  and  I  do  not  even 
have  an  acquaintance  with  him. 

I  came  north  from  Champaign,  Illinois,  on  Wednesday  afternoon,  October 
23rd,  on  your  train  Number  24,  and  the  Conductor  of  that  train  was  one  of  the 
most  competent  men  that  I  have  ever  met  and  I  know  from  experience  wthat 
a  Conductor  should  be.  He  was  so  gentlemanly  and  courteous  in  answering  all 
questions  and  put  everyone  so  frankly  in  touch  with  the  situation  that  we  all 
had  the  best  of  feelings.  Leaving  Champaign  40  minutes  late,  he  said  if  we  get 
to  Gilman  in  time  to  go  in  ahead  of  your  train  Number  20,  that  he  would  be 
v|ery  little,  if  any,  late  in  Chicago.  We  arrived  at  Gilman  at  2:40  and  were 
ready  to  go  at  2  :42  which  was  the  leaving  time  of  your  train  from  St.  Louis, 
but  your  semaphore  man  apparently  did  not  care  to  change  his  switch  back  and 
so  let  the  St.  Louis  train  out  ahead  of  us  so  that  he  had  to  wait  until  the  train 
first  cleared  the  blocks  and  then  kept  behind  it  all  the  way  to  Chicago  getting 
in  here  about  a  half  hour  late.  It  seems  to  me  that  this  was  poor  railroading, 
but  your  Conductor,  in  answering  it,  said  that  he  presumed  there  was  a  good 
reason  for  it  and  if  he  could  have  made  it  five  minutes  earlier  he  would  have 
been  let  in  ahead  and  he  did  not  show  any  anger  or  disgust  toward  the  com- 
pany whatever;  your  engineer  made  a  beautiful  run  from  Champaign  to  Gilman 
and  it  was  a  shame  to  spoil  his  opportunity  by  letting  the  other  train  in  ahead 
of  him. 

Again,  I  overheard  two  ladies  asking  him  what  time  the  C.,  M.  &  St.  Paul 
train  left  Chicago  for  Dubuque,  and  he  first  answered  them  carefully,  seeming 
to  have  all  the  necessary  data  in  his  pocket,  but  said,  we  have  a  perfectly  good 
train  for  Dubuque  and  I  think  I  can  get  them  to  hold  it  so  that  you  can  make 
the  connection  at  once  and  will  save  you  the  drive  across  town  and  will  get  you 
into  Dubuque  an  hour  earlier  than  the  other  way  and  there  is  a  dining  car  on 
the  train  so  that  you  can  get  your  dinner.  They  asked  him  if  he  was  sure  of 
making  this  connection,  and  he  did  not  assure  this  but  he  said,  I  feel  I  can 
and  I,  will  telegraph  and  ask  the  man  there  to  have  tickets  and  to  hold  the  train 
and  if  they  do  you  will  be  that  much  ahead  and  if  they  do  not  you  will  be  noth- 
ing out,  and  I  will  come  and  see  you  before  we  arrive  at  the  station  and  see 
that  everything  is  taken  care  of.  Thus  he  saved  them  much  inconvenience  and 
gained  two  fares  for  your  company.  He  seemed  to  have  such  a  mastery  of 
the  situation  in  everything  he  did  and  was  so  broad  in  his  views  of  handling 
everybody  and  everything  and  watchful  both  of  the  passengers'  comfort  and 
the  company's  interest  that  I  want  to  congratulate  you  upon  having  him  in 
your  employ;  as  I  say  he  is  a  perfect  stranger  to  me  and  this  is  written  without 
his  knowledge.  I  do  not  even  know  his  name. 

Yours  very  truly, 

(Signed)     John  C.  Fetzer. 

58 


Maintaining  Standards 

By  L.  Grimes  Jackson,  Tenn 


It  is  impossible  to  estimate  the  money  that 
could  have  been  saved  the  railroads,  provided 
standard  locomotives,  engines  and  cars  could 
have  been  designed,  and  maintained  in  all  of 
their  various  parts  for  the  different  classes  of 
service  that  railroad  equipment  is  called  up- 
on to  perform. 

While  it  is  true  the  subject  has  at  all  times 
received  serious  consideration  by  the  railroad 
officials,  it  has  only  been  of  late  years  that 
any  practical  attempt  has  been  made  to  put 
the  idea  into  actual  effect. 

The  advantages  in  adopting  and  maintaining 
standards  are  manifold ;  as  the  first  result  is  a 
reduction  in  the  material  carried  in  our  store 
rooms  and  supply  houses,  which  enables  a 
quicker  turn-over  and  a  minimum  force  to 
handle  that  department.  It  also  permits  the 
Mechanical  Department  Foreman,  as  well  as 
the  Store  Department  employes,  to  keep  in 
closer  touch  with  the  supplies  on  hand  and 
the  supplies  needed  to  anticipate  future  re- 
quirements in  sufficient  time  for  the  Store 
Department  to  be  prepared  to  furnish  when 
called  upon. 

We  realize  on  account  of  the  varying  dif- 
ferences in  physical  conditions  obtaining  on 
different  railroads  and  the  many  different 
style  of  cars  required  to  handle  the  various 
commodities  passing  over  the  road,  it  would 
require  a  vast  number  of  locomotives  and  cars 
of  different  type,  especially  cars,  which  would 
naturally  interfere  with  the  adoption  of  sim- 
ilar types  as  a  whole,  but  the  application  of 
the  majority  of  the  movable  parts  on  prac- 
tically all  of  the  equipment  could  be  standard 
and  therefore  interchangeable. 

On  account  of  the  difficulty  experienced  in 
obtaining  material  due  to  limited  supply  on 
the  market  the  necessity  for  restricting  the 
number  of  different  types  of  parts  of  equip- 
ment is  great  at  the  present  and  the  need  will 


continue  to  increase  as  the  supply  is  limited 
and  there  seems  no  prospect  in  the  near 
future  of  any  decided  increase  in  the  produc- 
tion of  the  supply  parts. 

There  is  a  tendency  on  the  part  of  some 
employes  to  vary  from  the  standards  adopted 
but  if  they  would  only  stop  and  consider  that 
if  one  engine  is  equipped  with  a  device  that 
is  not  standard  to  other  engines  or  if  one 
car  has  any  one  of  its  parts  that  is  not  stand- 
ard to  other  cars,  it  frequently  makes  a  long 
and  serious  delay  in  obtaining^  the  particular 
type  that  is  needed.  This  not  only  decreases 
the  engine  and  car  miles  per  day  but  often- 
times works  a  hardship  on  the  individual  em- 
ployes who  are  responsible  for  the  mainte- 
nance of  the  engines  and  cars  and  reflects 
badly  on  those  who  are  concerned  in  the 
operation  of  the  engines  and  cars.  This  ten- 
dency, we  find,  is  confined  mostly  to  those 
who  are  the  greatest  beneficiaries  through 
the  maintaining  of  standards,  i.  e.,  the  shop- 
men and  the  enginemen,  who  frequently  re- 
quest us  to  make  changes  in  or  install  cer- 
tain devices  to  engines  which  are  at  variance 
with  the  standard  practice  and  in  a  good 
many  instances  they  will  make  changes  with- 
out being  authorized  to  do  so  or  in  fact  let 
it  be  known  that  these  changes  have  been 
made. 

The  argument  has  been  advanced  that  the 
practice  of  strictly  adhering  to  standard  parts 
prevents  initiative  or  improvement  and  if  this 
were  true,  it  would  be  a  serious  objection, 
however,  this  objection  can  be  overcome  by 
carefully  investigating  the  merits  of  an  im- 
proved or  new  device,  this  to  be  followed 
by  practical  tests,  and  if  it  develops  to  be 
of  greater  merit  than  the  one  used  or,  in 
case  the  new  device  is  economical,  then,  the 
replacement  of  the  old  device,  after  it  has 
outlived  its  usefulness,  with  the  improved 
type,  can  be  accomplished  without  destroying 
initiative. 


60 


ILLINOIS    CENTRAL    MAGAZINE 


i- 


AN  INTERESTING  DOCUMENT  FOR  TRAIN,  AN  OCCURRENCE  ON  THE  ILLINOIS 
CENTRAL   RAILROAD   IN    1869. 


ILLINOIS    CENTRAL    MAGAZINE 


61 


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Towerman  J.  A.  Wagner,  Kensington,  has 
been  commended  for  discovering  and  re- 
porting brake  beam  dragging  on  train  75, 
passing  Kensington,  July  14.  Train  was 
stopped  at  Blue  Island  Junction  and  brake 
beam  removed,  thereby  preventing  possible 
accident. 

During  June  the  following  gatekeepers 
lifted  card  passes  and  commutation  tickets 
account  having  expired  or  being  in  im- 
proper hands:  May  Heldenbrand,  A.  Van- 
dewater. 

On  train  386,  June  20th,  Flagman  W.  P. 
LaGuess  lifted  employe's  card  pass  account 
being  in  improper  hands  and  collected  cash 
fare. 

Flagman  Geo.  Marsh,  train  731,  June  21st, 
lifted  employe's  card  pass  account  being  in 
improper  hands.     Passenger  refused  to  pay 
fare  and  was  reauired  to  leave  the  train. 
Illinois  Division 

Conductor  J.  J.  Monohan,  Champaign,  has 
been  commended  for  discovering  and  re- 
porting cars  P.  &  R.  89149,  I.  C.  85134,  and 
P.  L.  &  E.  8783,  without  light  weight  sten- 
cilled on  same.  Arrangements  were  made 
to  have  cars  stencilled. 

Operator  Thomas  Gather,  Rantoul,  has 
been  commended  for  discovering  and  re- 
porting C.  &  E.  I.  45963,  extra  1642  north, 
July  21,  with  brake  beam  dragging.  Train 
was  stopped  and  brake  beam  removed, 
thereby  removing  possible  accident. 

Operator  R.  V.  Devenauges,  Manteno, 
has  been  commended  for  discovering  and 
reporting  brake  beam  dragging  under  C.  G. 
W.  5925,  train  extra  1644  south.  Train  was 
stopped  and  brake  beam  taken  down,  there- 
by preventing  possible  accident. 

Brakeman  E.  Higgns,  Champaign,  has 
been  commended  for  discovering  and  re- 
porting St.  L.  &  S.  W.  50203  refrigerator 
billed  as  empty,  and  that  it  was  loaded. 

Conductor  C.  E.  Henry  "in  charge  of  ex- 
tra 1690,  June  28,  has  been  commended 
for  discovering  and  reporting  G.  &  N. 
*>0766  and  N.  P.  97771  with  no  light  weight 
stencilled  on  same.  Arrangements  were 
made  to  have  cars  stencilled. 

Fireman  E.  C.  Hamilton,  Champaign,  has 
been  commanded  for  prompt  action  taken, 
upon  seeing  an  automobile  approaching 
track  ahead  of  No.  7.  at  Odin,  June  29. 

Conductor  M.  B.  Cavanagh,  on  train  24, 
June  2nd  declined  to  honor  card  ticket  ac- 
count having  expired  and  collected  cash 
fare.  Passenger  was  referred  to  passenger 
department  for  refund  on  ticket. 

Conductor  D.  S.  Wiegel,  on  train  25,  June 
5,  No.  2  June  8th  and  No,  34  June  20th, 


declined  to  honor  card  tickets  account  hav- 
ing expired  and  collected  cash  fares.    Pas- 
•  sengers  were  referred  to  passenger  depart- 
ment for  refund  on  tickets. 

Conductor  J.  P.  Mallon,  on  train  10,  June 
7th,  lifted  trip  pass  account  having  expired 
and  collected  cash  fare. 

Conductor  R.  W.  Caruthers,  train  525, 
June  llth,  and  126,  June  24th,  declined  to 
honor  card  tickets  account  having  expired 
and  collected  cash  fares.  Passengers  were 
referred  to  passenger  department  for  refund 
on  tickets. 

St.  Louis  Division 

Conductor  W.  C.  Walkup,  train  624,  June 
2nd,  declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare. 

Conductor  A.  E.  Reader,  on  train  9,  June 
27-th,  lifted  annual  pass  account  not  being 
countersigned. 

Springfield  Division 

Section  Foreman  E.  Reuben,  Moweaqua, 
has  been  commended  for  discovering  and 
reporting  broken  truck  springs  and  casting, 
June  22,  A.  T.  &  S.  F.  16819.  Train  was 
stopped  and  car  set  out  at  Moweaqua,  there- 
by preventing  possible  accident. 
Wisconsin  Division 

Conductor  W.  D.  Ryan,  train  315,  June 
llth,  declined  to  honor  card  ticket  account 
expired  and  collected  cash  fare.  Passenger 
was  referred  to  passenger  repartment  for 
refund  on  ticket. 

Conductor  J.  H.  Quinlan,  train  29,  June 
19th  declined  to  honor  card  ticket  account 
having  expired  and  collected,  cash  fare. 
Passenger  was  referred  to  passenger  de- 
partment for  refund  on  ticket. 
Kentucky  Division 

Conductor  J.  W.  Robertson,  on  train  101, 
June  12th,  declined  to  honor  ticket  account 
having  expired  and  collected  cash  fare. 
Louisiana  Division 

Conductor  J.  A.  Fulmer,  on  train  2,  June 
6th,  lifted  trip  pass  account  previously  hav- 
ing been  used  for  passage.  Passenger  re- 
fused to  pay  fare  and  was  required  to  leave 
train. 

Conductor  L.  E.  Barnes,  train  4,  June 
6th,  lifted  trip  pass  account  being  in  im- 
proper hands  and  collected  cash  fare. 

Conductor  R.  E.  Mclnturff,  on  train  31, 
June  llth  and  19th,  declined  to  honor  card 
tickets  account  having  expired  and  collected 
cash  fares.  Passengers  were  referred  to 
passenger  department  for  refund  on  tickets. 

On  train  24,  June  24th,  he  declined  to 
honor  annual  pass  account  having  expired 
and  collected  cash  fare. 

New  Orleans  Division 
On  train  12,  June  25th,  Conductor  S.  K. 


ILLINOIS   CENTRAL  MAGAZINE 


63 


White  lifted  trip  pass  account  having  been 
altered.  Passenger  refused  to  pay  fare 
and  was  required  to  leave  train. 

On  train  31,  June  29th,  he  lifted  term  pass 
account  being  in  improper  hands  and  col- 
lected cash  fare. 


A  LAUGH  OR  TWO 

The  case  looked  black  against  the  pris- 
oner, who  was  charged  with  loitering  sus- 
piciously at  the  railway  station. 

Presently  the  magistrate  said  sternly: 

"This  lady  says  you  tried  to  speak  to  her 
at  the  railway  station." 

"It  was  a  mistake,"  pleaded  the  man  in 
the  dock.  "I  was  looking  for  my  wife's 
young  niece,  whom  I've  never  seen,  but 
who'd  been  described  to  me  as  a  handsome 
young  lady,  with  golden  hair,  well-cut  fea- 
tures, fine  complexion,  perfect  figure,  beau- 
tifully dressed,  and " 

With  a  charming  blush,  the  principal 
witness  against  him  interrupted  his  flow 
of  eloquence. 

"I  don't  wish  to  prosecute  the  gentle- 
man, sir,"  she  said  to  the  magistrate.  "Any 
one  might  have  made  the  same  mistake." — 
Clipped, 


A   Menagerie  of  Switches 

Every  boy  knows  what  is  meant  by  a  "fly- 
ing switch"  and  has  thrilled  at  the  hazards 
taken  by  trainmen  as  car  after  car  is  shunted 
swiftly  down  the  yard  by  the  kick  of  an  en- 
gine and  directed  to  different  tracks  in  rapid 
succession  by  quick  throws  of  the  switch. 

A  well  known  financial  railroader  .of  New 
York  and  practical  railroader  in  France  dur- 
ing the  war  was  not  acquainted  with  the  term, 
however.  One  day  a  sergeant-major  of  the 
pioneer  regiment  he  commanded  saluted  and 
said : 


MURINE  EYE  REMEDY. 

Murine  Allays  Irritation  Caused  by 
Smoke  —  Cinder  —  Alkali  Dust  —  Strong 
Winds.  Should  be  used  for  all  Eyes  that 
Need  Care.  These  suggestions  must  surely 
Appeal  to  Men  in  all  branches  of  Railway 
Service.  See  Murine  Eye  Remedy  Co.  Adv. 
in  this  issue  and  write  for  their  Book  of 
the  Eye. 


OF  PROVEN 

SOLIDITY 

SINCE 

1887 

PLAY  SAFE^ZBUY  BONDS 

WE'RE  talking  to  you.  You  worked  hard  for  your  money.  Be  careful 
how  you  invest  it.  Play  Safe — Buy  Bonds.  H.  O.  Stone  &  Co.'s  First 
Mortgage  Real  Estate  Gold  Bonds  are  your  best  buy.  The  security  behind 
them  is  absolute.  Denominations  of  $100— $500— $1,000. 
Don't  wait  until  you  have  saved  a  lot  of  money.  Begin  now — with  any 
amount — any  time.  Your  money  begins  to  earn  6%  interest  from  the  date  of 
each  payment. 

H.  O.  Stone  &  Co.'s  33  years'  experience  in  the  investment  banking  business 
is  your  guaranty  of  safety  in  buying  our  First  Mortgage  Bonds. 
Write  us,  or  call,  or  telephone  Main  1865.  for  our  booklet,  "That  $w  Bill." 
It  tells  all  about  our  Safe  Bonds  and  how  to  buy  them  on  our  Partial  Payment 


Plan. 


H.  O.  STONE  &  CO. 


Established  1887  Incorporated 

FIRST  MORTGAGE  REAL  ESTATE  BONDS 
CONWAY  BUILDING  S.  W.  COR.  CLARK  and  WEST  WASHINGTON  STS. 


Please  mentioji  th}s  magazine  when  writing  to  advertisers. 


ILLINOIS    CENTRAL 


"Sir,  private  O'Toole  of  the  train  gang  has 
just  been  killed  on  a  flying  switch." 

The  colonel  was  nonplussed,  but  it  is  a 
standing  rule  of  the  service  never  to  confess 
ignorance  to  a  subordinate.  Some  sort  of 
action  was  apparently  expected  of  him  to  safe- 
guard his  men  and  he  quickly  reached  a  de- 
cision. 

"Get  out  a  letter  at  once,"  commanded  the 
colonel.  "Order  every  damned  one  of  those 
flying  switches  at  this  rail-head  removed  and 
put  in  storage.  Replace  them  with  those  frog 
switches  that  came  in  yesterday." 


Professional  Jealousy 

It  was  one  of  those  rare  occasions  when  Sir 
E.  Marshall  Hall,  the  lawyer,  lost  a  case,  and 
wasn't  feeling  so  very  hapny  over  it. 

"Your  profession  doesn't  make  angels  out 
of  men,  does  it?"  said  a  medical  friend,  teao- 
ingly. 

"No,"  retorted  Sir  Edward,  "that  one  thing 
we  leave  to  you  doctors !" 


Interested 

Old  Pa  Pscadds — I  won't  have  you  marry- 
ing a  mere  clerk.    You  tell  that  young  man  to 


keep  away  until  he  has  an  interest  in  his  firm. 
Myrtle  Pscadds — Why,  dad,  he  has  that  now. 
The  manager  told  him  he'd  have  to  take  some 
interest  in  his  work  or  he'd  lose  his  job,  and 
he's  already  done  it. 


Keep 

Your  Ey e s 

and 


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subject.  Over  600  pages.  Used  by  attor- 
neys, traffic  and  railroad  men  everywhere. 
$9.50  delivered.  FLANSBURG  &  GUN- 
DERSEN,  Suite  805,  538  So.  Dearborn  St., 
Chicago. 


Clean  and 
Healthy 
by  applying 
Murine 

Night  and 
Morning. 

If  your  Eyes 
Tire,  Itch 
?PW  Burn — 
if  Sore, 
Irritated, 
Inflamed  or   Granulated, 

use  MURINE  often. 

Wholesome-  Cleansing-Healing 
Refreshing -Soothing 

Write  for  our  free  "Eye  Care  "  book. 

Murine  Eye  Remedy  Co. 

9  East  Ohio  Street,  Chicago 


SPRINGFIELD  DIVISION 

Mr.  M.  M.  Backus,  district  engineer  of 
Waterloo,  Iowa  visited  several  days  in  Clin- 
ton recently. 

Mr.  G.  E.  Patterson,  superintendent 
Champaign,  was  a  business  visitor  in  Clin- 
ton Saturday. 

General  Superintendent  Williams  of 
Waterloo  visited  in  Clinton  Tuesday  even- 
ing.  .  T 


General  Wire  Chief  G.  R.  Steward,  of 
Chicago,  made  a  business  trip  to  Clinton 
Wednesday. 

Trainmaster  M.  J.  Flanagan,  of  Freeport, 
was  in  Clinton  recently. 

Allington  Minser  was  checked  in  as 
agent  at  Spaulding  June  22  vice  Bert  Long 
resigned. 

T.  R.  Cox  has  been  checked  in  as  agent 
at  Maroa,  in  place  of  Fred  Plate,  who  has 


ILLINOIS    CENTRAL    MAGAZINE 


65 


been  promoted  to  supervisory  agent  with 
headquarters  at  Clinton. 

Mr.  Melton  and  Mr.  Morris  of  Chicago 
were  vistors  in  Clinton  recently. 

Harry  Simmons  made  a  trip  to  Spring- 
field Thursday  afternoon. 

Wm.  Stern,  formerly  employed  at  Clin- 
ton, was  calling  on  friends  in  division  of- 
fices recently. 

Charles  McAdams,  formerly  employed  in 
the  roadmaster's  office,  was  in  Clinton  re- 
cently visiting  friends. 

Claire  Grey  attended  the  Elks'  convention 
in  Chicago  Wednesday  evening. 

Mr.  M.  Sheahan,  of  Rantoul,  spent  Fri- 
day in  Clinton. 

Chief  Dispatcher  Mallon  is  taking  his 
annual  vacation.  Mr.  Huff  is  acting  as 
chief  dispatcher. 

Miss  Clara  Hoyt  has  returned  from  a 
week's  vacation  at  Eldorado  Springs. 

Miss  Nora  Banks  and  Miss  Delia  Morri- 
son have  returned  from  a  trip  East  where 
they  visited  Seneca  Falls,  New  York,  Ni- 
agara Falls  and  Watkins  Glenn,  N.  Y.  Miss 
Dorothy  Morrison  accompanied  them  home. 

Harry  Smith,  of  Chicago,  was  calling  on 
friends  in  division  offices  recently. 

Mr.  and  Mrs.  Henry  Peters  visited  friends 
in  Clinton  recently. 


SHOES— TWO  PAIR— SHOES 

A  work  shoe  and  a  dress  shoe  at  practically  the  price  of 
one  pair.  Sent  to  you  without  one  penny  down.  All  you 
have  to  do  is  to  pay  your  postman  $7.37  and  postage  when 
the  package  arrives.  It's  a  money-back  proposition,  too. 
Of  course  you  don't  expect  full  details  of  an  amazing  offer 
such  as  this  in  such  small  space  and  you  are  right  If  you 
look  for  our  big  six  and  a  half  inch  illustrated  ad  In  this 
issue,  you  will  get  full  particulars.  Wolpers — Deirt.  99  at  1201 
W.  Van  Buren  Street,  Chicago. 


Operator  Ritchie  enjoyed  several  days 
vacation  recently. 

Asa  Phelps,  storekeeper  St.  LouiSj,  was 
calling  on  division  friends  recently. 

Conductor  M.  J.  Kennedy  has  been  en- 
joying a  vacation,  visiting  different  points 
in  Colorado. 

F.  T.  Kraft,  instrumentman,  was  a  busi- 
ness visitor  in  Decatur  Tuesday. 

Harry  Miller,  clerk  in  roadmaster's  of- 
fice will  visit  over  Sunday  in  St.  Louis. 

Mrs.  W.  J.  Apperson,  wife  of  Instrument- 
man Apperson,  has  returned  from  a  visit 
in  Ft.  Dodge,  Iowa. 

Assistant  Engineer  J. .  W.  Swartz  and 
Rodman  D.  T.  Overby  were  in  Litchfield 
Friday  on  company  business. 

W.  J.  Apperson  has  returned  from  a 
brief  trip  to  Chicago. 

Miss  Elizabeth  O'Brien,  clerk  in  super- 
visor's office,  Pana,  has  returned  to  her 
home  after  spending  several  days  in  Clin- 
ton. 

Miss  Geraldine  Reynolds,  stenographer  in 
roadmaster's  office,  will  spend  the  week  end 
in  Bloomington. 

Clinton  Shop 

Perhaps  the  readers  of  our  monthly  mag- 
azine have  wondered  if  the  Springfield  di- 
vision shop  is  still  in  operation,  and  we 
wish  to  take  this  opportunity  to  advise  that 
the  shop  is  still  running  to  its  fullest  capac- 
ity and  with  the  same  old  time  "pep."  The 
note  editor  resigned  some  time  ago,  and  a 
new  one  has  just  been  appointed,  and  we 
will  endeavor  to  entertain  the  readers  each 
month  as  they  have  been  in  the  past. 

We  have  a  base  ball  team  again  this  year 
that  we  are  very  proud  of  and  they  are 


SPRINGFIELD  DIVISION  PICNIC   CROWD  AT  WELDON  SPRINGS 


66 


ILLINOIS    CENTRAL   MAGAZINE 


"rearing  to  go,"  and  got  a  lot  of  "pep." 
Although  we  have  a  few  new  men  on  the 
team  this  year  they  are  fully  equal  to  the 
occasion  at  all  times.  Up  to  the  present  writ- 
ing they  have  played  seven  games,  winning 
4,  losing  2  and  tieing  1.  The  two  games 
lost  were  pitchers'  battles  from  the  start, 
and  were  lost  by  one  tally.  First  game  lost 
5-4  and  the  second  2-1.  Both  of  these  were 
lost  to  the  Heyworth  team  and  before  the 
season  is  over  we  intend  to  even  scores. 

The  season's  score  is  as  follows: 

Heyworth   5      Clinton    4 

Heyworth   2      Clinton  1 

Batteries   for   Clinton,   Polen   and  Hamil- 
ton, two  games. 

Normal   Grey's   4      Clinton 7 

Normal    Grey's   2      Clinton  : 11 

Batteries  for  Clinton,  Lane  and  Hamilton, 
two  games. 
Clinton  Junior  I.    C.    Shops 7 

Moose    3 

Batteries    for    Shops    team,    Jenkins    and 
Hamilton. 
Clinton  Junior  I    C    Shops 0 

Moose    0 

Batteries    for    Shops    Team,    Polen    and 
Hamilton. 
Clinton  American  I.  C.  Shops 9 

Legion    5 

Batteries   for    Shops   Team,   Jenkins   and 
Hamilton. 

The  line-up  used  this  year  is  as  follows: 


Andrews  L.  F. 

Jordan  2nd 

Brennan  3rd 

John  Hamilton  ....1st 

Hart  R.  F. 

Underwood  S.  S. 

Owens  ..          ....C.  F. 


James    Hamilton.... 

Catcher 

Lane   Pitcher 

Jankins  Pitcher 

Polen  Pitcher 

Howard  ....W.  O.  F. 
T.  B.  Howard..Mgr. 
S.  P.  Samuel....Secy. 
The  team  has  a  few  open  dates  for  Au- 
gust and  September  and  teams  who  have  a 
few  open  dates  will  be  considered  for  dates, 
so  if  you  feel  lucky  would  like  to  hear  from 
you.  Please  address  the  Manager  T.  B. 
Howard  or  Secretary  S.  P.  Samuel. 

Miss  Glenna  McKinney,  assistant  ac- 
countant M.  M.  office  left  the  9th  on  her  an- 
nual vacation.  Would  not  leave,  a  line  up 
as  to  where  we  could  locate  her,  but  we 
think  it  will  be  a  trip  to  the  "Lakes." 

Mrs.  Hester  Fish  May,  steno  for  M.  M. 
Needham,  is  enjoying  a  three  months'  leave 
of  absence,  which  she  is  spending  at  her 
home. 

John  Hamilton,  Jr.,  machine  apprentice 
Machine  Shops,  has  returned  to  work  after 
a  15-day  trip  to  Hot  Springs,  Ark.,  for  ben- 
efit of  his  health. 

Roundhouse  Foreman  J.  J.  Morgan  is  tak- 
ing his  annual  leave  this  month,  and  from 
the  reports  we  understand  he  is  spending 
most  of  his  time  at  home,  and  "motoring" 
the  county.  Pardon  the  error,  we  intending 
to  say  "flivering."  During  his  absence,  As- 


sistant Foreman  Ohley  is  taking  his  place, 
who  is  relieved  by  Machinist  Putman. 

Painter  Foreman  Taylor  is  away  on  his 
annual  leave  this  month  also,  and  is  spend- 
ing most  of  the  time  along  the  Illinois  river 
causing  trouble  amongst  the  "finney  tribe." 

Machinists  Robert  Knight,  Thornton 
Howard  and  Mach.  Appr.  Fred  Howard 
spent  Thursday  in  Chicago  and  attended  the 
Elks'  convention. 

Boiler  Shop  Foreman  Stokes  will  leave 
on  his  annual  vacation  the  16th. 

General  Foreman  F.  J.  Holsinger  spent 
Thursday  morning  with  Master  Mechanic 
Powell  at  Burnside  shops  and  attended  the 
Elks'  convention  during  the  afternoon. 

Machinist  Edgar  Ives,  of  Wapella,  spent 
Sunday  with  friends  in  Clinton,  but  failed  to 
call  on  his- friends  at  the  Shops. 

The  heads  of  the  locomotive,  store  and  car 
departments  of  the  shops  held  a  fish  fry 
June  30th  at  Weldon  Springs  and  there  were 
twenty-three  present  from  the  three  depart- 
ments. It  was  a  most  successful  meeting, 
and  others  are  planned  for  the  summer 
months. 

A  permanent  organization  of  the  twenty- 
three  men  who  attended  the  affair  will  prob- 
ably be  formed  within  the  near  future  for 
the  purpose  of  discussing  problems  and 
staging  social  affairs  like  that  of  the  past. 
All  present  showed  much  interest  and 
everyone  is  willing  to  form  a  permanent  or- 
ganization. 


MASTER  MECHANIC  NEEDHAM  AND 
TRAVELING  ENGINEER  .  ZANIES  AT 
SPRINGFIELD  DIVISION  PICNIC.  WELDON 
SPRINGS. 


ILLINOIS    CENTRAL    MAGAZINE 


67 


When  it  comes  to  eating  fish  we  have  in 
our  midst  two  champions.  Wrecking  Fore- 
men Menefee  can  set  the  pace,  but  none  too 
fast  for  Mr.  Needham,  our  master  mechanic. 
After  the  repast  addresses  were  delivered 
by  Traveling  Engineer  C.  L.  Zanies  and  Ma- 
chine Shop  Foreman  Frederick  DeLoss 
West,  who  delivered  a  very  eloquent  address 
on  "Economics." 

Those  present  for  the  fish  fry  were  Mas» 
ter  Mechanic  H.  L.  Needham,  Traveling  En- 
gineer C.  L.  Zanies,  General  Foreman  F.  J. 
Holsinger,  Foremen  C.  C.  Carroll,  F.  D. 
West,  E.  B.  Barlow,  Frank  Bogan,  Frank 
Menefee,  William  Adams.  Homer  Gray,  J.  J. 
Morgan,  .R.  T.  Ohley,  D.  T.  Hess,  M.  G. 
Taylor,  T.  J.  Burke,  C.  L.  Henson  of  Spring- 
field, W.  A.  Skinner,  Fred  Howard,  A.  E. 
Walters,  Harry  Andrews,  Jeff  Stine,  J.  E. 
Stokes  and  H.  O.  Britton. 

The  repast  was  prepared  by  Jacob  Krehl 
and  Chas.  Zanies,  Jr.,  and  from  the  report 
made  by  our  congenial  Storekeeper  Mr. 
Skinner  there  must  have  been  an  abundance 
for  he  made  the  remark  that  it  was  the  first 
place  he  had  been  for  two  years  where 
there  was  not  a  shortage  of  material.  As- 
sistant Storekeeper  Walters  concurred  with 
this  report. 


Send 


Minnesota  Division 

Mr.  P.  E.  Talty,  chief  dispatcher  on  this 
Division  passed  away  at  the  home  of  his  sister 
at  Lemont,  111.,  July  2nd,  1920.  Although  he 
had  been  in  poor  health  for  sometime,  his 
death  was  a  shock  to  his  many  friends  on 
this  Division.  Mr.  Talty  came  to  the  Min- 
nesota Division  in  1911  as  track  dispatcher,  on 
March  20th,  1913  he  was  promoted  to  position 
of  night  chief  and  on  January  15th,  1915,  he 
was  made  chief  dispatcher. 

Mr.  Talty  was  a  member  of  the  local  order 
of  Elks  and  the  Knights  of  Columbus  both 
organizations  being  represented  at  the  funeral. 
Messrs.  Fred  Beyer  and  Martin  Cooney  repre- 
senting the  Elks  and  Messrs.  J.  W.  Sims,  H. 
Callahan  and  G.  McCarthy  representing  the 
Knights  of  Columbus.  The  funeral  was  held 
at  Lemont,  July  4th. 

We  all  extend  our  deepest  sympathy  to  Mr. 
L.  E.  Strouse,  train  master,  account  of  the 
sudden  death  of  his  wife,  which  occurred  at 
his  home  in  Waterloo,  June  30th,  also  account 
of  the  death  of  his  mother  which  occurred 
at  Charles  City,  July  13th. 

Misses  Grace  McDonald  and  Margaret 
Walsh,  accountants,  are  spending  their  vaca- 
tion in  the  west.  Before  returning  home  they 
will  visit  Denver,  Colorado  Springs,  Salt  Lake 
City,  also  Yellowstone  Park. 

Miss  Marion  Coffey  has  returned  to  work 
after  spending  her  vacation  in  Clinton  and 
Davenport. 

Mr.  Harmon  Buckley,  fireman,  is  the  proud 
father  )f  a  baby  boy. 

Miss  Lucille  and  Genevieve  Sims  and  Lenna 
Lightcap  spent  July  4th  and  5th  in  Chicago. 

Mr.  R.  L.  Guensler,  chief  clerk  to  superin- 
tendent, has  returned  from  a  two  weeks  vaca- 
tion spent  at  the  Twin  Cities. 


Men  —  look  here!  No  need  for  you  to 
wear  ready-mades.  No  need  for  you 
.to  stand  for  high  prices  and  pay 
lall  the  money  down  for  made-to- 
Imeasure  clothes.  America's  big 
Itailor  shop  will  make  you  a  suit 
or  overcoat  of  fine  fabric  in  latest  style  to  your 
exact  measure,  guarantee  the  fit  and  send  it  on 
approval  for  $1  down.  Get  our  big  Style  Book 

andisee  for  yourself  that  we  are  world  beaters  on  style, 
quality,  reasonable  prices  and  liberal  terms.  The  free  Style 
Book  explains  our  plan  and  shows  how  you  get  the  snap- 
piest styles  and  save  money.  Cloth  samples  also  sent  free. 

5  Months  to 

Your  credit  is  good  here.  We  trust 
you.  Wear  suit  or  overcoat  while  paying 
for  it.  No  risk  to  you.  If  not  satisfied 
return  the  clothes  and  we  refund  your 
$1.00.  That  shows  that  our  garments 
and  work  must  be  best—  otherwise  we 
could  not  make  such  an  offer.  Could 
any  house  be  more  liberal? 

Save 

$15  to  $25 

Yes,  you  keep  $15  to  $25  (or 
more)  in  your  pocket  when  you 
order  a  suit  or  overcoat  from 
us.  See  our  stunning  styles 
and  classy  tailoring  and  learn 
how  to  save  a  lot  of  money. 

Get  in  on  this   now  and  save 
that  cash  for  yourself.    You  send 
only  $1  and  your  measurements 
and   tell   us  which  cloth  you 
want.    We  make  the  suit  and 
ship   quick.     No   delays.   Send 
clothes   back  if  not  all  or  more 
than  you  expect. 

FREE 

Style  Book 

Send  for  your  copy  of  our  won- 
derful FREE  Style  Book.  Shows 
pictures  of  latest  styles  in  suits, 
overcoats  and  a  big  collection  of 
fine  Cloth  Samples  to  select  fro; 

Mail  coupon,  letter  or  postal 
today—  no  charge  —  no  obliga- 
tion whatever. 


Send 

for 

Style 

oott 


fin 

uo. 


lois  Jackson  Blvd. 

DePt.8i7          Chicago,  m. 

Please  send  me  FREE  your  new  Style  Book  showing  latest  Met- 
ropolitan Styles  also  Cloth  Samples  and  full  particulars  of  your  $1  down 
with  Five-Months-to-Pay  Offer. 

Name  ...................................................................... 

Address  ................................................................  •>•• 

Town....  .   ..State  .........................  . 


Please  mention  this  magazine  when  writing  to  advertisers. 


68 


ILLINOIS    CENTRAL    MAGAZINE 


Miss  Martha  Wunderlich,  has  resumed  her 
duties  as  telephone  operator,  having  been  ab- 
sent for  sometime  account  of  spraining  her 
ankle. 

Mr.  Ralph  McCarron,  accountant,  has  taken 
a  three  month's  leave  of  absence  account  ill 
health. 

Mr.  G.  A.  Saunders,  accountant,  and  wife 
spent  Sunday  in  Chicago. 

Ray  Harron,  clerk  in  the  freight  house  at 
Dubuque  recently  spent  Sunday  in  Chicago. 

Mr.  John  Umshler  of  Chicago  has  been 
appointed  night  yard  master  on  this  Division 
with  headquarters  at  Dubuque. 

Mr.  J.  J.  Wheelan,  conductor,  has  gone  to 
Hot  Springs,  Ark.,  for  his  health. 

Mr.  Frank  McCarthy  has  been  appointed 
chief  yard  clerk  in  Dubuque  yard  office. 

Miss  Margaret  Walsh,  supervisor's  clerk, 
recently  spent  the  week  end  in  Chicago. 

Judd  Joyner,  yard  clerk,  Waterloo,  comes 
to  Dubuque  every  Sunday,  as  Judd  says  there 
is  no  "Coffey"  in  Waterloo. 


The  bricks  purchased  for  paving  our 
streets  are  doing  double  duty,  especially 
when  they  furnish  a  soft  resting  place  for 
"Speck,"  our  chief  record  clerk's  beau,  who 
takes  a  seat  thereon  at  4  p.  m.  and  patiently 
waits  until  5  p.  m.  when  is  awarded  by  ac- 
companying her  home.  How  many  more 
years  has  he  to  serve,  Loretta? 

Advice  to  %all  clerks — When  you  start  on 
your  vacation  be  sure  and  don't  tell  where 
you  were  going,  for  if  you  do,  there  may 
be  a  "report  to  duty"  wire  before  your  time 
is  up. 

Trainmaster  McLaurine  was  somewhat 
embarassed  when  he  read  the  "news"  in  the 
June  magazine — you  know  about  his  stop- 
ping at  the  Young  Women's  Christian  As- 


Louisiana  Division 

Did  you  notice  the  smile  of  Vivian  when 
Road  Supervisor  Mercer  from  Yazoo  City 
visited  us  the  other  day?  Good  thing  he 
doesn't  live  close  by,  for  we  might  be  los- 
ing one  of  our  car  record  girls. 

"Come  to  Beulah"  read  the  note  pinned 
to  the  neostyle  g'ven  assistant  file  clerk 
to  copy.  Watch  your  step,  Prescott,  this  is 
leap  year  and  you'll  be  following  those 
other  benedicts. 


PANTASOTE 

TRADE  MARK 

A  perfect  substitute  for  leather 
and  one-third  the  cost  of  genuine 
leather.  Will  be  pleased  to  for- 
ward samples  upon  application. 

THE  PANTASOTE  COMPANY 

11  Broadway,  New  York 


For  OVERALLS,  COVERALLS,  JUMPERS  and  UNIFORMS 

It's  fast  color  and  will  not  break  in  the  print 

Look  for  the  boot  trademark  on  the  back  of  the  cloth.    Garments  made  of  Stifel  In- 
digo sold  by  dealers  everywhere.    We  are  manufacturers  of  the  doth  only. 

J.  L.  STIFEL  &  SONS,  Indigo  Dyers  and  Printers 
Wheeling,  W.  Va.  260  Church  St.,  N.  Y. . 


DIAMONDS 

ON  CREDIT 


^lllfc    Diamond 
Rings 


""All  the  popular  mount- 
ings, plain  and  fancy  en- 
graved.   Green,    White 
and  Yellow  Solid  Gold,  very 
special  at  $85,  $10O,  and 
$150    up.    Pearl   Neck- 
laces   from  $15   to    $500. 
Watches,    guaranteed    25 
'ears.as  low  as  $2.60  e  month. 


STORES  IN 
UAOINQ  CITIES 


WATCHES 

ON  CREDIT 


Send  for  Jewelry 
Catalog.  It  is  Free 

There  are  128  pages  of  Diamonds, 
Watches,  Jewelry.     Every  article  is 
specially  selected   and   priced   unu-  ' 
|  sually  low.  Whatever  you  select  will 
be  sent  prepaid  by  us.    You  see  and 
examine  the  article  right  in  your 
|  own  hands.  If  satisfied,  pay  one-fifth 
J  of  purchase  price  and  keep  it,  balance         _  _ 

Jdivided  into  eight  equal  amounts,  pay- Loftu •  p«rf e 

able  monthly.    Send  for  Catalog  today,  oi.mond  Ring  m, 


LOFTIS  BROS.  &  CO.,  National  Credit  Jewelers 


Please   mention  this  magazine  when  writing  to  advertisers. 


ILLINOIS    CENTRAL    MAGAZINE 


69 


sociation  while  in  Chicago,  and  so,  has 
asked  that  I  take  this  opportunity  to  tell 
you  that  this  must  be  kept  quiet,  for  the 
general  manager  may  question  the  $4.00  per 
day  hotel  bill  shown  on  his  expense  ac- 
count. We  will  accommodate  Eddie  al- 
ways. 

Forgot  to  mention  that  Mr.  E.  J.  Cope, 
Jr.  has  been  promoted  to  position  of  chief 
clerk  to  roadmaster  and  Miss  Marie  Ward- 
law,  of  the  Accounting  Department,  has  suc- 
ceeded him  as  clerk  in  roadmaster's  office. 

Has  any  one  seen  Scottie?  We  used  to 
see  him  once  and  a  while  around  this  office 
but  am  afraid  that  he  is  losing  too  much 
sleep  going  back  and  forth  between  here 
and  New  Orleans  to  see  the  girls.  Room 
No.  10  Union  Station — Watch  out  or  you 
might  have  to  go  down  in  your  pocket 
and  purchase  another  wedding  present. 
'Tis  June  you  know,  and  I  might  add,  Leap 
Year. 

Katye  Browne  went  to  Hammond  today — 
investigating. 

The  Store  Department  has  the  guide  fever 
also,  and  it  runs  so  high  that  they  made 
overtime  looking  for  it — the  steno  is  con- 
templating a  trip  to  Los  Angeles  and  we 
know  that  she  is  going  to  have  a  good  time. 

Mr.  Nash  Ogden  recently  resigned  as  ac- 
countant in  this  office  to  accept  position 
with  the  Pere  Marquette  railroad  in  De- 
troit. 

Misses  Walker  and  Pimm  are  week-end- 
ing it,  having  spent  one  in  New  Orleans, 
Brookhaven,  Memphis,  and  are  going  to 

REAL  PHONOGRAPH 

'  finished,  nickel  winding 
ng  motor,  ipeed  regulator, 
lever.  New  improved  sound 
?ith  mica  diaphragm,  makes 
ct  reproductions  of  all  kinds 
«ic.  A  MARVELOUS 
bine  in  every  way.Oelight- 
ed  thousands  of  homes. 

Send  MO  MONEY 

Justyour  name, and  W6  will 
d  you  24  of  our  Art  Pictures  to 
pose  of  on  special  offer  at  25o 
h.  Send  us  the  $6  yon  collect 
I  we  will  send  this  new  im- 
>ved  E.  D.  L.  Phonograph  and 
selection  of  8  records  free. 
E.  D.  LIFE.Dept.  8T85  Chicago 


Don't  Endure 

kWriteme 


PILES 


'•  and  I  will  send  you  on  trial  a  Full 
j  Treatment  of  my  mild,    soothing1, 
J(  guaranteed  remedy  for  all  forms  of 
iy' Piles  which  has  proven  a.  blessing: 
to  thousands  who  are  now  free  from 
this  cruel,  torturous  disease.    Send 
me  a  post  card  today  for  Full  Treat- 
Iment.     If  results  are  satisfactory 
i.  ij  costs  you  $2.00.  If  not,  costs  nothing: 

H.  D.  POWERS,  Oept.  ess,  Battle  Creek,  Midi 


THIN    MODEL.     Lever    Escapement. 
STEM  WIND.  STEM  SET.  Handsome 
..111  askeenedmovement.fully  guaranteed. 
Regulated  to  keep  perfect  time.    Not  a 
small  clock.but  a  genuine  watch.in  size 
\  and  appearance  equal  to  a  $X"  watch. 
JSEND  NO  MONEY.  Just  name,  and 
I  will  send  you  14  of  our  new  Art  Pic- 
I  tures  to  dispose  of  at  25c  each.  Send  us 
the  »3  50  you  collect  and  as  a  reward 
we  will  send  you  this  now  thin  model, 
lever  escapement. stem  wind  and  stem  set 

atch,  just  as  described,  alsochoice  of  fob  or 

Chain  as  extra  present.  Write  today.  2D.  "r~*m  T-f~f*^ 

337  W.  Madison  St.,  Dept.  8A85         CHICAGO 


NUXATED 
IRON 


FOR 

RED  BLOOD 
STRENGTH  AND 

ENDURANCE    , 


EACH  GENUINE  NUXATED  IRON 
TABLETJS_STAMPED_AS  ABOVE 


DO  NOT  ACCEPT  SUBSTITUTES 


FREE  TO 

ASTHMA  SUFFERERS 


A  New  Home  Method  That  Anyone  Can 

Use  Without  Discomfort  or  Loss  of 

Time. 

We  have  a  new  method  that  controls  Asthma, 
and  we  want  you  to  try  it  at  our  expense.  No 
matter  whether  your  case  is  of  long  standing  or 
recent  development,  whether  it  is  present  as  Hay 
Fever  or  chronic  Asthma,  you  should  send  for  a 
free  trial  of  our  method.  No  matter  in  what 
climate  you  live,  no  matter  what  your  age  or  occu- 
pation, if  you  are  troubled  with  asthma,  our 
method  should  relieve  you  promptly. 

We  especially  want  to  send  it  to  those  apparently 
hopeless  cases,  where  all  forms  of  inhalers, 
douches,  opium  preparations,  fumes,  "patent 
smokes,"  etc.,  have  failed.  We  want  to  show 
everyone  at  our  expense,  that  this  new  method  is 
designed  to  end  all  difficult  breathing,  all  wheezing, 
and  all  those  terrible  paroxysms  at  once. 

This  free  offer  is  too  important  to  neglect  a 
single  day.  Write  now  and  begin  the  method  at 
once.  Send  no  money.  Simply  mail  coupon  below. 
Do  it  Today.  , 


FREE  TRIAL  COUPON 

FRONTIER  ASTHMA  CO.,  Room  10K, 
Niagara  and  Hudson  Streets,  Buffalo,   N.  Y. 
Send  free  trial  of  your  method  to: 


Please  mention  this  magazine  when  writing  to  advertisers. 


70 


ILLINOIS    CENTRAL    MAGAZINE 


Chi-ca-go  soon.  Imagine  these  two  on 
Michigan  Avenue.  'Fraid  they  are  going 
to  get  lost  in  the  crowd. 

Our  friend  Tycer  has  just  returned  from 
a  month's  stay  in  Chicago,  doing  special 
work  for  the  CAUSE.  He  reports  the  city 
O.  K.  but  complains  bitterly  on  account  of 
not  being  able  to  cross  Michigan  Avenue. 

Superintendent  Quigley  and  also  Private 
Secretary  Dodds  have  gone  vacationing. 
Assistant  Chief  Clerk  McGuinness  and  his 
steno,  Miss  Ott,  are  off  for  ten  days,  the 
former  taking  the  rest  cure  at  home,  the 
latter  invading  the  wilds  of  the  West. 

We  are  very  glad  to  have  as  our  chief 
accountant  Mr.  Chenet  Bourgeois,  who  has 
our  assurance  that  we  will  co-operate  with 
him  in  every  possible  way 'to  make  the  Ac- 
counting Department  of  the  Louisiana  Di- 
vision, the  BEST  on  the  system. 

Supervising  Agent  McCloy  has  been  vis- 
iting all  the  local  officials  and  clerks  trying 
to  find  some  one  who  would  say  his  re- 
cently purchased  Airedale  puppy  is  "pretty." 

Engineer  Clyde  Martin  got  a  cinder  in 
his  eye.  He  claims  he  was  watching  for 
signals.  Who  was  giving  you  signals, 
Clyde? 

.  Car  Record  Clerk,  Miss  Browder,  has  a 
grocery  peddler  hanging  around  at  noon 
and  in  the  evening  regularly.  Another 
present  we  assume? 

Comptometer    Operator    Miss    Mary 


Marvelous  Post  Card  Camera 

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Push  the  button,  drop  card  in  devel-  p  D  f  C 
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j  inches.  Can  take  any  picture  you  want  of  land- 
apes,  water  scenes,  people,  etc.,  the  same  e 
"•ith  ordinary  camera — but  no  expense  to 
Urns  or  plates,  printing, developing, etc. 
NO  FILMS  -  NO  PLATES  -  NO  DARK  ROOM 
as  everything  is  done  in  the  camera  and  at 
once.     Most   wonderful  discovery  of  the 
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-a  amusement  or  profit.  Everybody  wants  their 
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lend  you  2*  of  our  New  Art  Pictures  to  dispose  of  on  our  special  25c 
offer.  Stnd  us  the  $6  you  collect  and  for  your  trouble  we  will  send 
youfree  thisMarvelous  PostCard  Cameia  just  as  described  and 
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Compa 


SEX  KNOWLI:DGI 

— For  young  men  and  women. 
— For  young  husbands  and  wives. 
— For  fathers  and  mothers. 
— That  parents   should  impart   to   their 
children. 

Science  of  Life 

-   By   J.    L..   Robertson,   M.   D. 
A    book    which    will    answer    questions    you 
would    like    and    ought    to    know,    but    will 
not    ask.     Mailed    postpaid    in    plain    wrap- 
per,   $1.00. 

DALL  PUBLISHING  CO. 

Dept.    P     Denham    Bldg.      Denver,  Colorado 


ALL   THE   PEOPLE 


Ideal  Park,  Endicott,  N.  Y. — has  every  known  form  of  outdoor  amusements  for  young 
and  old.     EVERYBODY  WELCOME— EVERYWHERE. 


ENDICOTT, 
N.  Y. 


ENDICOTT-JOHNSON 

SHOES  FOR  WORKERS 


and 
THEIR  BOYS  AND  GIRLS 


JOHNSON  CITY, 
N.  Y. 


Please  mention  this  magazine  when   writing  to  advertisers. 


ILLINOIS    CENTRAL    MAGAZINE 


71 


Browne  is  spending  several  days  in  Texas. 
Wonder  why  so  many  of  our  "girls"  are 
picking  Texas  this  year. 

Our  old  friend,  Floyd  Cook  is  back  with 
us  in  the  Accounting  Department. 

The  109  Ranch  has  again  been  opened  in 
the  master  mechanic's  office.  Suppose  we 
will  hear  from  them  soon. 

Our  Supply  Department  needs  an  editor. 
Would  like  to  hear  from  them  sometime. 

Trainmaster  McLaurine  and  Claim  Agent 
Small  went  with  the  crowd  to  Hammond 
swimming  pool,  but  were  afraid  of  the 
water.  It  is  reported  some  one  threw  them 
in  them  pool  with  their  clothes  on. 
Mechanical  Department 

Our  boss,  Mr.  E.  C.  Roddie,  has  returned 
from  his  vacation  trip.  He  and  Mrs.  Roddie 
claim  to  have  had  a  very  enjoyable  stay  at 
Cooper's  Wells.  Mr.  Roddie  says  that  he 
rested,  but  we  heard  about  that  "flying"  trip 
to  Vicksburg. 

Welcome  Circular  109!  You  always  bring 
such  pleasant  employes.  Welcome  to  our 
brother  clerks  from  the  North.  We  are 
glad  to  have  Mr.  Avegno  in  charge  of  the 
circular.  The  following  are  ably  assisting 
Mr.  Avegno.  Sam  Lee,  Clarence  Herring- 
ton,  H.  M.  Schrader,  Carl  Hunt,  Jack 
Causey,  O.  B.  Quin,  Jr.,  Misses  Beatrice 
Martin,  Ellen  Rueff,  Ruby  Kohlman  and 
Clara  Griffin. 

Our  chief  accountant,  O.  V.  Lewman,  is 
spending  his  vacation  very  pleasantly  in 
Ohio. 

After  sixteeen  years  of  continuous  serv- 
ice, Mrs.  Hugh  Craft  has  severed  her  con- 
nection with  the  I.  C.  and  has  gone  to 
Jackson  to  reside.  Our  loss  is  Jackson's 
gain. 

Miss  Mattie  Hesse,  who  has  been  with  us 
the  past  two  years  left  June  15th  to  spend 
a  vacation  in  Iowa.  •  After  a  week's  stay 
our  chief  clerk  received  her  resignation,  for 
Cupid's  darts  had  pierced  her  heart.  The 
great  thing  came  off  on  July  20th.  The 
groom  to  be  Mr.  Lawrence  Lee  was  one  of 
the  Circular  109  clerks.  Note  one  effect 
of  Circular  109. 

Miss  Ruth  Lane,  of  Summit,  Miss.,  has 
accepted  Miss  Hesse's  place.  We  are  in- 
deed glad  to  have  Miss  Lane  with  us. 

Miss  Annabelle  Craft  has  returned  from 
college,  and  is  back  on  the  old  Libert}' 
Bond  desk. 

Car  knocker,  Neola  Mae  Ansley,  who  has 
been  a  clerk  in  the  Car  Department  for  the 
past  month,  has  returned  to  the  "Home  Sta- 
tion" having  accepted  the  position  of  loco- 
motive timekeeper  in  this  office. 

Mr.  Wardlow,  our  chief  clerk,  made  a 
business  trip  to  Chicago.  He  wore  his 
palm  beach  suit,  but  Mrs.  Wardlow  re- 
ceived the  following  wire:  "Thermometer 
dropped  to  zero.  Send  overcoat." 

Miss  Eva  Bennett  spent  the  13th  very 
pleasantly  in  New  Orleans.  She  claims  to 
have  taken  her  mother  to  a  specialist,  but 
we  have  our  doubts  as  little  things  she  said 
lead  us  to  believe  she  spent  the  day  on  the 
street  cars. 


Mr.  R.  R.  Royal,  general  foreman,  has 
returned  from  a  business  trip  to  Paducah. 
He  reports  a  very  interesting  meeting. 

Miss  Mabel  May  still  gets  two  letters  a 
day  from  Blue  Ridge,  North  Carolina.  We 
are  wondering  how  Mabel  is  going  to  keep 
her  business  from  being  in  a  "jam." 

Mr.  W.  E.  Drew,  who  now  has  Miss 
Ansley's  position  in  the  Car  Department, 
has  moved  to  Magnolia.  He  seems  to  en- 
joy his  early  morning  rides. 


Work  Shoes 


Send  No 


And  Dr««m  Shoes  at  $4.89 

A  Blow  at  Profiteering 

CO  AQ  f°r  a 

3>.£.tOof  real 
honest  built  work 
shoes.    Sounds  im- 
possible  but   it  is 

true '.nd  the  best  part 
of  it  is  that  you  do 
not  have  to  send 
any   money  to 
•ove  it. 


Thousands  Have  Been 
Satisfied 

The  dress  shoe  weareofferingat  $4.89.  just 
think  of  it,  $4.89  for  a  dress  shoe.  This  in  it- 
self is  the  greatest  bargain 
of  the  season,  but  in  ad- 
dition with  every  pair  of 
dress  shoes  sold  we  will 
sell  a  pair  of  these  work 
shoes  for  $2.48.  A  price 
that  sounds  like  the  days 
before  the  war.  Imagine 
for  a  total  expenditure 
of  $7.37  actually 
less  than  the  value 
of  the  dress  shoes 
you  will  have 
two  pairs  of 
shoes. 


Send  No  Money,  JustSend  Your  Order 

and  pay  your  postman  {7.37  and  postage  when  the 
package  arrives.  You  take  no  risk  as  the  shoes  will 
be  sent  to  you  under  our  iron  clad  guarantee  of  money 
back  including  postage  if  you  are  not  fully  satisfied. 

Wo  Positively  Cannot  Sell  Either  Pair 
of  Shoes  Separately 

When  ordering:  be  sure  to  mention  the  size  required 
on  each  pair  of  shoes. 

WOLPER'S,  CHICAGO 

D«pt.  99  1201-1209   Wast   Van  Buren   St. 


Please  mention  this  magazine  when  writing  to  advertisers. 


72 


ILLINOIS    CENTRAL    MAGAZINE 


South  Mississippi 


Lands 


Improved  Farms,  Cut- 
over  Acreage  Tracts, 
and  Home  Sites. 

Near  the  shores  of  the 
Gulf  of  Mexico  and  also 
in  the  interior  of  South 
Mississippi. 

Write  me  what  you  want 

John  J.  Murphy 

Gulfport,  Miss. 

In  the  Land  of  Sunshine 
and  Mild  Climate 


United  Supply  &  Manufacturing  Co. 

McCormick  Bldg. 
Chicago 

Wool  and  Cotton  Wiping  and  Packing  Waste 

Nuts,  Bolts,  Rivets,  Spikes 

Axles 

American  Rail  Leader 


PATENTS 

Inventors  Invited  to  Write  for  Infor- 
mation and  Particulars 
Highest  References.       Beit  Result*. 

Promptneii  Assured. 

WATSON  E.  COLEMAN 
Patent  Lawyer 

624  F  Street  N.  W.  Washington.  D.C. 


HAWK  BRAND 


BUCK  BRAND 


Overalls 

and 

Union  Suits 


Full  Cut,  Roomy  Union-made  Railroad  Overalls  and  Jumpers. 
Every  garment  guaranteed  to  give  absolute  satisfaction  or  purchase 
price  cheerfully  refunded. 

Our  Auto  Mechanic  Khaki  Union  Suit  is  unexcelled  in  Material, 
Design  and  Workmanship. 


Five  Factories  *         Dallas  and  Fort  Worth,  Texas  — 

^  —  -        Memphis,  Tenn.,  Little  Rock,  Ark.,  Kansas  City,  Mo. 


Please   mention  this  magazine  when  writing  to  advertisers. 


LLINOIS  CENTRAL  MAGAZINE 

SEPTEMBER  1920 


OktMeda ,  ike  Jersey  County 


These  rugs  all  full  room  size,  9  ft.  x  1 2  ft. 


Brings  a  Splendid  RUG 


Very  attractive  patterns. 


Send  one  dollar  for  any  one  of  the  four  wonderful  rug  bargains  shown  above  for  30  (fays'  trial  in 
your  home.    If  you  are  not  thoroughly  satisfied  to  keep  it,  return  it  to  us  and  we  will  refund 
your  $1  and  pay  transportation  charges  both  ways.   If  youcecidetokeeprug,  take  nearly  a  yea: 
to  pay.    It  is  practically  impossible  to  do  justice  to  these  extremely  handsome  and  attractive 
rugs  by  mere  descriptions  and  cold  black  and  white  illustrations  such  as  shown  above.  That's 
why  we  offer  to  send  your  choice  of  any  of  these  four  beautiful  rugs  for  30  days'  use  in  your 
home.    Read  descriptions  carefully,  then  make  your  choice  for  30-day  trial  test  at  our  risk. 
ffmmfm  lUft      "t   A  gold  seal '  Congoleum"  one-piece  Art  Rug.    Yon  know  that  the 
•»Mg0  fwW»    •    name    Congoleum"  means  quality  in  floor  covering.    Is  sanitary 
and  very  easy  to  keep  clean.     There  is  no  burlap  BO  water  will  not  injure  it.    A  damp 
mop  keeps  it  bright  and  clear  at  all  times.    It  will  lie  flat  on  the  floor  and  is  sun  and 
water-proof.     Comes  in  9x12  ft.  size.    Order  by  No.51BBMA45.    Price  $19.OO. 
Send  only  $1  down.    Balance  $2  monthly.  *~- 

Itmmrm  Jtf/l  9  A  splendid  reversible  standard  size,  9xl2-ft.  wool  and  fibre  >  U  A  RTM  AM  FURNITURE* 
•••••7  IWf/e  ^  ruff  made  of  carefully  selected  vegetable  fibreand  wool,  f  «•*•»•  ITIMl^  CARPET  CO. 
woven  into  a  rarely  artistic  oriental  pattern  of  unusually  rich  coloring.  Order  ^  3913WentWOrth  Avo.  Ocot.  2858ChicaeO 
hyNo.!7BBMA20.  Price  $23.65.  St,nd$l  now:  6al.  $2.50  monthly.  /  F^cloaedta  Jl  M  qend  the R™ • " 
"Iff  n  Jlfn  <»  Big  value  in  full  size  9xl2-foot  Tapestry  Brussels  Rug  W  -E'nc"  s  *!•«»..  Se 

•*•§»  ••«*•  «*   with  mitered  corners  in  rich  pattern.  An  extra  serv-      f     • 

iceabTe  floor  covering  that  will  give  splendid  wear  and  make  a  handsome      f 

appearance  in  any  room.    Order  by  No.  22BBMA8.    Price  $28.95. 

Send  only  $1  now;  balance  $2.75  monthly. 

A  Medallion  Pattern  TapestryBrussels  Rug.  Beautifulcombination  of  color- 


' have 


refundmy  $1.00 and  pay  transportation  both 
ways.  If  I  keep  it  I  will  pay  the  amount 
named  each  month  until  full  price  is  paid. 


. 

ings.Themedallioncenterisrichandpleasing,neatlyarrangedborder;closely  f 
woven  yarns;9xl2ft.  Order  No.  22BBMA17.  Price$29.85.  $lnow;bal.  $2.75  monthly.   / 


432  pages.    .Mail  U3  a ^postal  for  this  & 


FREE  Bargain  Catalog  % 

lars.  Filled  from  cover  to  cover  with  sti 

linoleum,  stoves,  ranges,  watches,  silverware,  dishes,  washing  machines,  sew 
chines,  aluminum  ware,  phonographs,  gas  enginesandcream  separators.  Hundi 
articles  to  select  from— 30  day  srtrial.  This  wonderful  bargain  catalog  is  FREE. 

HARTMAN 


D 
D 

D 
D 


Rug  No.  51BBMA45.   Price?19.00. 
$1.00  down;    balance  $2.00  monthly. 
Rug  No.  17BBMA20.    Price  $23.65. 
$1.00  down;    balance  $2.50  monthly. 
Rug  No.  22BBMA8.    Price  $28.96. 
$1.00  downj    balance  $2.75  monthly. 
Rug  No.  22BBMA17.    Price  $29.85. 
$1.00  down;    balance  $2.75  monthly. 


Copyrighted  1920  by  Hartmao'i.  Chicago 


FURNITURE  &  CARPET  C0./Addre.8 

3913  Wentworth  Ave.  Dept.2858  Chicago/ 

t  City s*»te. 


Contents 


; 

F.  R.  Judd Frontispiece 

A  Story  Involving  a  Party  of  Chicago  Business  Men,  a  Wager 
and  the  Finest  Train  in  the  World 13 

An    Open    Letter    from    President    Markham    to    the    Jackson 
(Miss.)  Clarion-Ledger .".. 15 

The  Illinois   Central  Contributes  to   Public   Education  on  Rail- 
road  Problems 17 

President   Markham   Discusses  What  It   Costs   to   Build   Public 
Highways  for  Heavy  Truck  Traffic 18 

An  Interesting  Relic  of  Early  History  of  the  Illinois  Central....  20 

Illinois  Central  Proudly  Calls  Attention  to  Its  Record 22* 

The  Happy  Courtesy  of  Living 23 

Public    Opinion 23 

Starkville,    Miss 32 

Safety  First .' 40 

Mechanical    Department 41 

Purchasing  and  Supply  Department 43 

Hospital  Department 47 

Transportation  Department 49 

Engineering    Department 50 

Handling  Storage  and  Transportation  of  Cotton 51 

Claims  Department 53 

Law  Department 61 

Meritorious    Service 66 

Division   News....  ..  68 


I\ibl?shed  monthly  by  the  Illinois  Central  R..R..  in  the  interest 
of  tke  railroad  arid  its  jj4000,  Employes 

Advertising   Rates  on  Application 

Office  1201  Michigan,  Av.  Telephone  Wabash  2200 

Chicago  Local  ^ 

lj>  $  per  copy        $  l^P  per  year 


FRANK   R.   JUDD 

Engineer  of  Buildings 

Born  Hamilton,  Ontario,  May  28,  1882,  graduate  of  Public  Schools  and 
Chicago  Manual  Training  School. 

Entered  service  of  I.  C.  R.  R.  November,  1899,  as  draftsman  in  Construc- 
tion Department  and  promoted  to  position  of  Chainman,  Rodman  and  In- 
strumentman  on  new  line  construction,  leaving  the  employ  of  I.  C.  R.  R. 
September,  1902,  to  accept  position  with  C.  R.  I.  &  P.  in  construction  party. 

April,  1903,  re-entered  I.  C.  R.  R.  service  as  draftsman  in  Bridge  and 
Building  Department. 

December,  1909,  promoted  to  Chief  Draftsman,  Bridge  and  Building 
Department. 

December,  1913 -February,  1915,  Assistant  Engineer  in  charge  of  Construc- 
tion Grand  Central  Station  and  track  elevation  Memphis. 
October,  1915,  promoted  to  Engineer  of  Buildings. 


ILLINOIS  CENTRAL 

Magazine 


Vol.  9 


September,  1920 


No.  3 


A  Story  Involving  a  Party  of  Chicago  Business  Men, 
a  Wager,  and  the  Finest  Train  in  the  World 


When  the  Panama  Limited  arrived  at 
New  Orleans  the  day  following  last 
Easter  Sunday,  after  plowing  its  way 
through  the  worst  snow-storm  in  history 
for  that  season  of  the  year,  a  party  of 
Chicago  business  men  aboard  witnessed 
an  exciting  finish  of  a  912  mile  race 
against  time  which  decided  a  bet  of  $100 
to  $5  that  the  train  would  arrive  on  or 
ahead  of  time.  The  story  of  the  race 
and  the  exciting  finish  was  recently  told 
by  one  of  the  members  of  the  party. 

The  Chicagoans  had  to  make  an  Easter 
week  trip  to  New  Orleans  on  business. 
In  the  party  were  Mr.  L.  M.  Nicolson 
and  Mr.  Samuel  H.  Hodge,  of  the  real 
estate  firm  of  Hodge,  Chandler  &  Nicol- 
son; Mr.  S.  Scott  Joy,  architect  for  the 
Central  Manufacturing  District  of  Chi- 
cago, and  Mr.  George  M.  McConnell, 
president  of  the  Railway  Terminal  and 
Warehouse  Company.  They  wanted  to 
take  an  attorney  with  them  and  Mr.  Fred 
C.  Hack,  a  partner  in-  the  law  firm  of 
Winston,  Strawn  &  Shaw,  was  invited. 

Mr.  Hack  didn't  like  the  idea  of  los- 
ing several  days  from  his  office  and  at 
first  declined  outright  to  make  the  trip. 
Mr.  Nicolson  explained  the  Illinois  Cen- 
tral service.  The  party  would  leave 
Central  Station  in  Chicago  at  12  :30  Sun- 
day afternoon,  arrive  in  New  Orleans 
at  11:15  the  next  morning,  have  Monday 
afternoon  and  night  and  Tuesday  morn- 
ing for  the  transaction  of  its  business, 
and  would  leave  on  the  Panama  Limited 
at  12:30  Tuesday  afternoon,  reaching 


Chicago  at  11:30  Wednesday  morning. 
Less  than  seventy-two  hours  would  be 
spent  away  from  Chicago. 

Still  Mr.  Hack  demurred.  Trains 
had  been  running  behind  schedule  for 
several  days,  and  he  insisted  that  the 
Panama  Limited  could  be  no  exception. 
But  so  strong  was  Mr.  Nicolson's  faith 
in  the  Panama  Limited's  performances 
that  he  offered  to  make  a  bet  of  $100 
to  $5  that  the  train  would  arrive  in  New 
Orleans  either  on  time  or  ahead  of  time. 
The  novelty  of  the  bet  appealed  to  Mr. 
Hack  and  he  accepted.  That  was  on 
Wednesday  before  Easter  Sunday. 

Saturday  night  that  never-to-be-for- 
gotten Easter  blizzard  descended  and 
Sunday  morning  great  drifts  of  snow 
had  made  their  appearance  on  Chicago's 
streets  and  boulevards,  and  were  becom- 
ing more  formidable  every  minute.  On 
top  of  this,  came  the  news  that  the  Chi- 
cago switchmen  had  walked  out.  By 
noon  Michigan  Boulevard  was  under  six 
feet  of  snow.  The  Chicagoans  went  to 
Central  Station,  not  knowing  whether 
they  would  be  able  to  get  out  of  town. 

The  party  arrived  at  the  station  at 
12:15  p.  m.  The  gatekeeper  announced 
that  the  Panama  Limited  was  not  yet  in 
the  train-shed  and  that  it  was  not  known 
when  it  would  be  there.  The  members 
of  the  party  telephoned  to  their  families 
that  they  might  not  be  able  to  leave. 
However,  they  waited,  for  their  trip  was 
an  important  one. 

About  ten  minutes  after  1  o'clock  the 


13 


14 


ILLINOIS    CENTRAL    MAGAZINE 


train  was  announced  and  the  members 
of  the  party  went  aboard.  The  Panama 
Limited  plowed  its  way  out  of  the  train- 
shed  at  1 :15  o'clock  p.  m.,  just  three- 
quarters  of  an  hour  late.  By  this  time 
all  the  members  of  the  party  became 
familiar  with  the  terms  of  the  bet  and 
considerable  good-natured  raillery  was 
directed  against  the  participants  in  the 
wager.  Mr.  Hack's  face  was  wreathed 
in  smiles  over  what  he  thought  was  the 
prospect  of  winning  $100  at  the  risk  of 
only  $5,  but  he  said  nothing,  for  the 
thought  of  having  the  stay  in  New  Or- 
leans cut  short  robbed  him  of  some  of 
the  pleasure. 

In  spite  of  the  drifts  and  the  blinding 
snow,  the  Panama  Limited  was  able  to 
make  up  some  of  the  time  before  leaving 
the  storm  district,  and  when  Centralia 
was  reached  the  train  was  just  fifteen 
minutes  behind  schedule.  The  Chica- 
goans  were  preparing  to  retire  when  the 
Panama  Limited  reached  Carbondale, 
just  ten  minutes  late.  The  storm  was 
still  raging. 

•  Next  morning  the  members  of  the 
party  awoke  at  McComb,  Miss.,  to  learn 
that  the  Panama  Limited  was  on  time, 
to  the  second.  Mr.  Hack  had  lost  some- 
thing of  the  exhilaration  over  the  pros- 
pect of  winning,  but  hadn't  given  up  the 
ghost;  there  were  still  too  many  natural 
chances.  The  Panama  Limited  arrived 
at  Hammond,  La.,  still  exactly  on  time. 
It  looked  as  though  the  race  were  going 
to  have  an  uninteresting  finish. 

But  as  Carrollton  Avenue,  in  the  out- 
skirts of  New  Orleans,  was  reached,  an 
unexpected  element  entered  the  situation 
when  the  train  came  to  an  unscheduled 
stop.  The  Chicago  gentlemen  did  not 
learn  why  the  stop  was  made.  Only  a 
minute  was  lost,  but  there  remained 
only  five  minutes  to  the  New  Orleans 


station,  and  when  the  Panama  Limited 
started  up  again  it  seemed  to  Mr.  Nicol- 
son  that  the  train  was  barely  creeping. 

Mr,  Hodge  had  been  chosen  time- 
keeper and  arbiter  of  the  wager  and  his 
wrist-watch  had  been  designated  the 
official  timepiece.  As  the  Panama  Lim- 
ited approached  the  New  Orleans  sta- 
tion the  referee  announced  that  he  would 
strike  a  table  just  as  his  watch  regis- 
tered 11 :15  o'clock.  The  members  of 
the  party  rose  to  watch  him,  as  he  stood 
with  outstretched  arm,  to  give  the  sig- 
nal. The  race  was  drawing  to  a  close 
and  only  ,a  few  seconds  remained.  Just 
as  the  arm  started  to  fall  the  air-brakes 
were  applied,  and  Mr.  Hodge's  hand 
struck  the  table  as  the  Panama  Limited 
came  to  a  dead  stop  in  the  station  train- 
shed. 

Mr.  Hack  paid  the  bet,  while  the  other 
members  of  the  party  chided  him  for 
his  lack  of  faith  in  a  service  so  well 
demonstrated  as  that  of  the  Panama 
Limited.  Now  he  is  a  booster,  too. 

Needless  to  add,  the  party  wound  up 
its  business  transactions  on  time  and  ar- 
rived back  in  Chicago  on  schedule. 

The  secret  of  Mr.  Nicolson's  faith  in 
the  Panama  Limited  will  be  understood 
when  it  is  explained  that  he  formerly 
lived  in  New  Orleans  and  has  made  over 
one  hundred  trips  between  Chicago  and 
New  Orleans  on  the  Panama  Limited. 
According  to  his  own  statement,  the 
train  never  has  been  one  second  late  at 
its  destination. 

"While  in  New  Orleans  I  always  went 
East  by  way  of  Chicago,  in  preference 
to  taking  the  direct  and  shorter  route, 
just  to  travel  on  the  Panama  Limited. 
I  think  it  is  the  finest  train  in  the  world," 
said  Mr.  Nicolson  to  an  Illinois  Central 
man. 


An  Open  Letter  From  President  Markham  to  the 
Jackson  (Miss.)  Clarion  Ledger 


The  following  letter  from  President 
Markham  was  written  the  editor  of 
the  Jackson,  (Miss.)  Clarion-Ledger 
in  reply  to  an  editorial  which  ap- 
peared in  that  newspaper  commenting 
upon  the  increases  in  freight  rates, 
ordered  by  the  Interstate  Commerce 
Commission : 

MR.  T.  M.  HEDERMAN, 

Editor,  Daily  Clarion-Ledger,  Jackson- 
Miss. 
Dear  Mr.  Hederman: 

May  I  be  permitted  to  take  issue 
with  your  position  as  outlined  in  the 
editorial,  which  appeared  in  the  Clar- 
ion-Ledger the  5th  inst.,  on  the  action 
of  the  Interstate  Commerce  Commis- 
sion in  increasing  the  freight  rates  for 
the  purpose  of  rehabilitating  the  na- 
tional railroad  machine  and  making  it 
possible  for  it  to  absorb  the  $600,000,- 
000  increase  in  wages  granted  to  rail- 
road employees  by  the  Railroad  Labor 
Board. 

At  the  end  of  Federal  control,  March 
1,  1920,  according  to  the  report  of 
Director  General  Hines  to  President 
Wilson,  the  Government  had  piled  up 
a  deficit  of  $854,423,434  from  26 
months'  operation  of  the  railroads. 
Comparing  1916  with  1919,  the  South- 
ern carries  found  that  their  operating 
revenues  had  increased  58.87  per  cent, 
while  operating  expenses  had  increased 
110.88  per  cent;  that  the  operating 
ratio  had  gone  from  66.63  per  cent 
in  1916  to  88.44  per  cent  in  1919 ;  that 
net  income  in  this  period  had  decreas- 
ed 62.88  per  cent,  and  that  the  rate 
of  return  on  property  investment  had 
fallen  from  5.90  per  cent  in  1916  to 
1.88  per  cent  in  1919. 

The  carriers  are  now  confronted 
with  an  increase  in  wages  of  more 
than  100  per  cent;  the  cost  of  loc- 
omotives, cars  and  other  materials  has 
more  than  trebled;  a  comparatively 
few  years  ago  financially  strong  rail- 


roads could  borrow  money  in  abun- 
dance at  from  3^  to  4  per  cent,  while 
the  prevailing  rate  at  the  present  time 
is  double  those  rates;  the  cost  of  coal 
has  trebled  and  all  other  commodities 
which  must  be  used  in  quantities  in 
the  maintenance  of  great  railroad  prop- 
erties have  substantially  increased  in 
price. 

For  ten  years  preceding  the  great 
war,  the  carriers  of  this  country  were 
undernourished.  The  banks  got  so 
they  did  not  look  with  favor  upon 
their  securities  for  investment  pur- 
poses. Regulating  bodies  steadily  and 
persistently  tightened  the  noose  around 
their  necks.  Each  mile  of  line  in  the 
country  in  1890  paid  $199  in  taxes.  Ten 
years  later  each  mile  paid  $431  in  taxes, 
while  in  1918  the  taxes  on  each  mile  of 
line  had  risen  to  $916. 

All  of  these  things  took  place  in 
spite  ^of  the  fact  that  the  railroad  men 
of  vision  were  predicting  that  the 
throttling  of  the  growth  of  the  carriers 
was  certain  to  result  in  a  great  ca- 
lamity to  the  country.  We  have  re- 
cently been,  and,  in  fact,  are  now,  al- 
most touching  the  edges  of  that  ca- 
lamity. We  have  seen  that  it  is  a 
thing  to  be  dreaded  and  avoided  at 
any  cost.  There  is  no  doubt  whatever 
but  that  the  high  cost  of  living  is  at- 
tributable in  a  very  large  degree  to  the 
shortage  of  transportation.  Neither  is 
there  any  doubt  but  that  ample  transpor- 
tation facilities  will  bring  down  the 
cost  of  living. 

I  am  daily  getting  letters  from  ship- 
pers, from  all  parts  of  the  Illinois  Cen- 
tral, discussing,  not  rates,  but  cars.  In 
every  instance  that  has  been  called  to 
my  attention,  shippers  who  formerly 
opposed  increasing  rates  favor  it  now. 
It  is  fundamental  that  the  railroads 
cannot  grow  unless  they  can  borrow 
money.  It  is  also  fundamental  that 
they  cannot  borrow  money  unless  they 


15 


16 


ILLINOIS    CENTRAL    MAGAZINE 


can  offer  investors  suitable  security, 
promising  safety  of  principal  and  a 
reasonable  return,  and  more  than  a 
reasonable  return  can  certainly  not  be 
retained  by  the  carriers  under  the  new 
Transportation  Act. 

One  big  item  of  railroad  expense, 
running  into  large  sums  of  money,  is 
the  item  of  maintenance.  Every  auto- 
mobile owner,  every  farmer,  every 
housewife,  knows  something  of  the 
cost  and  entailing  difficulties  of  de- 
ferred maintenance.  That  is  one  of  the 
big  problems  confronting  the  railroads 
now.  Another  is  enlarging  their  facil- 
ities and  acquiring  new  facilities.  For 
the  next  few  years  a  billion  dollars  per 
year  should  be  expended  by  the  carriers 
of  this  country  for  these  purposes:  The 
growth  and  prosperity  of  the  South 
depend  upon  this  because  agriculture 
and  industry  in  the  South  have  already 
outgrown  the  railroad  plant. 

The  success  of  the  carriers  in  carry- 
ing out  the  great  plans  which  they  have 
for  restoring  and  enlarging  the  railroad 
plant  depends  largely  upon  public 
sentiment.  The  act  of  the  Labor  Board 
in  increasing  railroad  wages  $600,000,- 
000  per  year  was  backed  up  and  fully 
approved  by  the  public.  Why?  Be- 
cause the  carriers  were  losing  their 
employees  by  the  thousands  to  in- 
dustries paying  better  wages  than  they 
were  able  to  pay — because  industrial 
and  agricultural  prosperity  depended 
first  of  all  )upon  the  functioning  of 
the  carriers,  and  they  could  not  func- 
tion if  they  lost  their  employees.  The 
act  of  the  Interstate  Commerce  Com- 
mission was  backed  up  and  approved 
by  the  public  and  the  program  of 
the  carriers  to  enlarge  and  expand  the 
railroad  plant  must  likewise  be  backed 
up  and  fullv  approved  by  the  nublic; 
otherwise,  it  will  not  go  through.  The 
carriers  are  now  ready  to  borrow 
hundreds  of  millions  of  dollars.  The 
reason  why '  the  opportunity  seems 
bright  for  getting  this  money  is  that 
public  sentiment  now  strongly  favors 
the  carriers  and  a  reasonable  return 
upon  money  invested  in  their  proper- 


ties. If  there  should  be  any  change 
in  the  attitude  of  the  public  on  this 
question,  it  would  be  impossible  to  get 
this  money,  and  the  future,  instead 
of  being  bright  with  promise,  would 
be  uncertain  in  the  extreme. 

We  cannot  all  see  things  alike.  Una- 
nimity of  opinion  on  any  question 
is  a  rare  thing,  but  I  believe  that 
public  opinion  is  more  nearly  unani- 
mous on  the  freight  rate  increase  than 
it  has  been  on  any  great  public 
question  considered  by  the  people  in 
the  last  twenty-five  years.  The  two 
leading  candidates  for  President  of  the 
United  States  have  very  recently  ex- 
pressed themselves  on  this  question. 
They  recognize  the  situation  as  it  is 
and  make  no  attempt  whatever  to 
dodge  the  issue.  Note  these  words 
from  Senator  Harding:  "The  work  of 
rehabilitation  under  the  restoration  of 
private  ownership  deserves  our  best 
encouragement.  Billions  are  needed 
in  new  equipment,  not  alone  to  meet 
the  growing  demand  for  service,  but 
to  restore  the  extraordinary  deprecia- 
tion' \due  to  the  strained  service  of 
war."  Governor  Cox  frankly  says: 
"Any  discussion  of  the  question  of 
food  supply  leads  very  quickly  to  the 
closely  related  matter  of  transporta- 
tion. *  *  *  There  is  no  one  thing 
which  brings  us  so  intermittentlv  to 
critical  conditions  than  the  insuffici- 
ency of  our  transportation  facilities. 
Both  the  railroads  and  the  public  are 
to  blame.  There  has  been  no  material 
.addition  to  the  total  mileage  in  the 
last  ten  vears,  and  the  increase  in 
terminals  has  been  much  less  than  re- 
quired. *  *  *  At  the  beginning  of 
the  war,  the  rolling  stock  was  sadlv 
reduced  and  inadequate.  The  nublic 
had  not  given  in  pay  for  service, 
sufficient  revenues  on  which  credit 
could  be  allowed  by  the  banks.  *  *  * 
Financial  credit  is  necessary  to  phys- 
ical rehabilitation  and  it  should  be 
sufficient  for  the  periods  of  maximum 
demand." 

The  freight  rate  increase,  in  the  ag- 
gregate, is  large.  It  had  to  be  to 


ILLINOIS    CENTRAL    MAGAZINE 


17 


meet  the  exigencies  of  the  occasion, 
but  if  you  take  what  the  increase  will 
mean  to  the  individual — for  example, 
the  increase  in  the  rate  from  Chicago 
to  Jackson  on  a  pair  of  lady's  shoes 
is  three-quarters  of  one  cent;  on  a  pair 
of  men's  shoes,  one  and  one-fifth 
cents;  on  a  man's  soft  shirt  one- 
quarter  of  one  cent ;  on  a  man's  soft 
wool  hat,  one-quarter  of  one  cent;  on 
a  man's  derby  hat,  one-fifth  of  one 
cent;  on  a  man's  three-piece  suit,  two 
cents ;  on  a  man's  overcoat,  one  and 
one-half  cents ;  on  a  lady's  tailored 


suit,  one  cent;  on  a  lady's  fall  coat,  one 
and  one-third  cents ;  on  a  lady's  winter 
coat,  two  and  one-sixth  cents;  on  a 
lady's  summer  dress;  one-half  of  one 
cent — it  will  be  seen  that  the  rate  in- 
crease will  not  be  burdensome. 

Another  point  of  view,  and  a  very 
proper  one,  is  that  the  entire  increase 
on  both  freight  and  passenger  rates 
combined  is  only  about  2  per  cent  on 
the  annual  production  of  the  farms, 
factories  and  mines  of  the  United 
States.  Yours  very  truly, 

(Signed)     C.  H.  MARKHAM. 


The  Illinois  Central  Contributes  to  Public  Education 
On  Railroad  Problems 


In  furtherance  of  its  long-standing 
policy  of  taking  the  public  into  its  con- 
fidence on  all  matters  of  railroad  man- 
agement the  Illinois  Central  is  preparing 
to  make  what  is  expected  to  prove  an 
important  contribution  to  the  cause  of 
public  education  on  railroad  problems. 
During  the  coming  year  advertisements 
will  be  printed  in  several  hundred  news- 
papers, located  in  towns  and  cities 
served  by  the  Illinois  Central,  each  a 
frank  discussion  of  some  phase  of  the 
railroad  problem.  The  first  of  this 
series  of  advertisements  is  printed  on 
page  22  of  this  edition  of  the  magazine. 

In  launching  this  educational  effort, 
the  phrase,  "Constructive  criticism  and 
suggestions  are  invited,"  has  been 
adopted  as  a  slogan  truly  reflecting  the 
general  Illinois  Central  policy.  It  is  be- 
lieved that  it  will  furnish  the  basis  for 
a  very  close  co-operation  between  the 
road  and  its  patrons. 

The  advertisement  will  make  its  ap- 
pearance in  several  hundred  daily  news- 
papers of  the  1st  of  Sepember  and 
weekly  newspapers  on  the  first  week  of 
September. 

Another  feature  of  this  effort  to  pro- 
duce co-operation  between  the  railroad 
and  its  patrons  takes  the  form  of  an 
open  letter  which  has  been  issued  by 


President  Markham  to  the  patrons  of  the 
Illinois  Central.  Already  75,000  copies 
of  the  letter  have  been  put  out  in  vari- 
ous forms,  as  posters,  open  letters  and 
envelope  stuffers.  The  letter  was  given 
a  hearty  welcome.  Many  newspapers 
have  complimented  the  Illinois  Central 
upon  its  attitude  in  letter?  and  editorial 
statements. 
Here  is  the  letter: 

Illinois   Central   Railroad   Company 

The  Yazoo  &  Mississippi  Valley 

Railroad  Company 

Chicago,  Memphis  &  Gulf  Railroad 

Company 
To  Our  Patrons: 

The  only  justification  for  a  railroad's 
existence  is  the  service  it  is  able  to 
render  its  patrons  and,  through  them, 
the  public.  Therefore,  the  extent  to 
which  we  of  the  Illinois  Central  System 
succeed  in  serving  you  is  the  extent  of 
our  success  and  satisfaction.  We  do 
not  by  any  means  claim  perfection.  In 
some  instances  we  have  fallen  short  of 
what  you  reasonably  had  a  right  to  ex- 
pect of  us,  but  we  believe  that  we  shall 
again  be  able  to  more  nearly  measure 
up  to  your  expectations,  and  we  ap- 
proach the  future  with  confidence. 

We  realize  that  'the  growth  of  your 


18 


ILLINOIS    CENTRAL    MAGAZINE 


business  is  the  criterion  which  should 
be  considered  in  regulating  the  growth 
jof  the  railroad  plant.  We  also  realize 
that  the  railroad  plant  should  always  be 
kept  a  little  in  advance  of  the  growth 
of  your  business.  Many  things  have 
intervened  in  the  recent  past  to  prevent 
that  result,  notably  the  great  war,  but 
we  believe  that  the  obstacles  in  the  way 
of  the  expansion  of  the  railroad  plant 
"from  this  time  on  have  sufficiently 
cleared  to  justify  the  statement  that  the 
Illinois  Central  System,  in  the  course  of 
a  comparatively  short  time,  will  have  its 
facilities  restored  and  enlarged  to  such 
an  extent  that  it  will  be  able  to  render 
you  service  100  per  cent  efficient.  But 
while  we  are  restoring  our  cars  to  nor- 
mal condition  and  enlarging  our  facili- 
ties, we  are  anxious  that  the  most  effi- 
cient use  possible  be  made  of  available 
facilities. 

On  account  of  certain  provisions  in 
the  new  Transportation  Act,  some  of 
you  may  feel  inclined,  when  you  have 
complaints  to  make,  to  make  them  direct 


to  the  Interstate  Commerce  Commission. 
Instead  of  doing  that,  I  would  suggest 
that  you  first,  let  your  complaints  come 
to  us,  and  let  us  see  what  we  can  do 
about  them.  I  would  also  like  to  sug- 
gest that  if  we  are  handling  any  particu- 
lar feature  of  your  business  to  your 
entire  satisfaction,  that  you  occasionally 
let  us  hear  from  you  on  that  subject. 
Such  information  would  be  very  helpful 
to  us.  It  is  a  distinct  advantage  to  us 
to  know  both  sides — to  know  when  we 
please  you,  as  well  as  to  know  when  we 
displease  you.  There  are  a  lot  of  little 
kinks  that  can  be  smoothed  out  between 
us  if  we  work  closely  together.  T  wish 
you  to  know  that  we  are  anxious  to  do 
that,  and  that  we  shall  hold  ourselves 
in  readiness  at  all  times  to  meet  you 
more  than  half  way  in  the  well-known 
Illinois  Central  spirit  of  anxiety  to  serve 
its  patrons  well. 

Constructive  criticism  and  suggestions 
are  invited. 

C.  H.  MARKHAM, 

President. 


President  Markham  Discusses  What  It  Costs  To  Build 
Public  Highways  for  Heavy  Truck  Traffic 


The  Rockford  (111.)  Morning  Star,  on 
August  15th,  printed  in  full  a  letter 
which-  President  Markham  had  written 
to  Mr.  John  V.  Riley,  editor  of  The 
Star,  giving  pertinent  figures  on  the  cost 
of  building  public  highways  suitable  for 
motor  truck  transportation.  Mr.  Riley 
a  short  time  previously  had  printed  an 
able  editorial  urging  that  the  public  give 
the  railroads  of  the  country  an  oppor- 
tunity to  make  good  under  private  con- 
trol— that  it  lend  every  support  to  the 
effort  to  make  the  railroad  plant  efficient. 
He  mentioned  the  cost  of  building  high- 
ways suitable  for  motor  truck  freight 
transportation. 

President  Markham  had  heard  testi- 
mony before  the  Interstate  Commerce 
Commission  that  it  costs  $60,000  a  mile 
to  build  hard-surfaced  roads  of  sufficient 


strength  to  stand  up  under  freight  truck- 
ing. He  caused  an  investigation  to  be 
made,  and  upon  the  results  of  that  in- 
vestigation wrote  to  Mr.  Riley.  The  fol- 
lowing is  reprinted  from  The  Star  of 
the  15th: 

WHAT  HIGHWAYS  WILL  COST 
WHEN  BUILT  FOR  FREIGHT 

Editor,  The  Rockford  Morning  Star, 

Rockford,  Illinois. 

An  editorial  which  appeared  in  a  re- 
cent issue  of  the  Rockford  Morning 
Star,  headed,  "Give  the  Railroads  a 
Chance,"  interested  me  very  much,  par- 
ticularly that  portion  of  the  editorial  re- 
ferring to  the  possible  development  of 
the  motor  truck  as  a  competitor  of  the 
steam  railroads,  and  your  statement  to 
the  effect  that  such  a  departure  would 


I  LUX  01 S    CENTRAL    MAGAZINE 


19 


mean  an  expenditure  of  a  great  sum  for 
highways,  which  would  have  to  come  out 
of  the  general  public. 

$60,000  Per  Mile 

Shortly  after  reading  your  editorial  I 
was  in  Washington  attending  a  hearing 
before  the  Interstate  Commerce  Com- 
mission and  heard  a  prominent  engineer 
from  the  state  of  New  York  testifying 
on  this  question.  In  the  course  of  his 
testimony  he  said  that  it  would  cost  $60,- 
000  per  mile  to  construct  a  highway  suit- 
able for  the  heavier  freight  trucks.  That 
figure  somewhat  staggered  me  when  I 
considered  it  in  comparison  with  the 
capitalization  of  the  American  railroads, 
which  was,  on  December  3],  1918, 
$67,799  per  mile,  including  the  survey- 
ing and  purchasing  of  right  of  way,  lay- 
ing out  and  constructing  of  road-bed, 
and  the  cost  of  all  rolling  stock,  build- 
ings and  other  necessary  appurtenances 
needed  in  rounding  out  a  steam  railroad 
plant. 

Network  of  Concrete 

I  am  informed  that  a  truck  transpor- 
tation system,  to  be  firmly  established, 
would  have  to  have  a  network  of  con- 
crete or  brick  highways  throughout  the 
entire  district  served.  To  attempt  to 
establish  such  a  system  without  such 
highways  would  be  analogous  to  at- 
tempting to  establish  a  railroad  without 
its  lines  of  road-bed.  It  is  therefore 
clear  that  in  order  to  accomplish  very 
much  with  truck  transportation  it  would 
be  necessary  to  build  highways  suitable 
for  the  purpose.  That  brings  me  again 
to  the  question  of  the  cost  of  such  high- 
ways. When  I  heard  the  New  York  en- 
gineer testifying  before  the  Interstate 
Commerce  Commission,  it  was  difficult 
for  me  to  believe  that  the  cost  should 
be  so  great  for  constructing  highways. 
When  I  returned  to  Chicago  I  caused  an 
investigation  to  be  made,  and,  to  my 
further  surprise,  I  learned  that  the  New 
York  engineer's  figures  were  not  only 
free  from  exaggeration,  but  were  actu- 
ally conservative. 

Eight  Inches  Thick 

It  should  be  borne  in  mind  that  a 
concrete  highway  eight  inches  thick  and 
eighteen  feet  wide,  such  as  is  being  con- 


structed in  the  state  of  Illinois  at  the 
present  time,  will  not  answer  the  pur- 
poses of  heavy  motor  truck  transporta- 
tion. The  state  has  recognized  this  fact 
and  has  provided  by  law  that  the  maxi- 
mum load'  to  be  permitted  on  any  axle 
of  any  vehicle  using  these  roads  shall 
not  exceed  sixteen  thousand  pounds,  and 
the  gross  weight  of  any  vehicle,  includ- 
ing the  weight  of  the  vehicle  and  maxi- 
mum load,  shall  not  exceed  eight  hun- 
dred pounds  per  inch  of  the  average 
width  of  tire  of  the  road  wheels  of  such 
vehicles  in  actual  contact  with  the  sur- 
face of  the  road. 

For  Heavy  Trucks 
Public  highways  could  be  built  strong 
enough  to  carry  the  heavy  truck  loads 
against  which  the  roads  of  the  state  are 
now  protected  by  the  vehicle  law,  but 
the  first  cost,  the  wear  and  tear  and 
upkeep,  would  be  at  the  expense  of  the 
public,  while  the  benefit  from  building 
highways  of  the  extra  strength  suitable 
for  the  heavier  trucks  would  be  derived 
by  the  truck  owners  and  their  patrons. 
There  is  no  doubt  but  that  inter-city 
truck  transportation  in  populous  com- 
munities would  serve  a  good  purpose, 
but  whether  the  tax  payers  would  con- 
sent to  tax  themselves  for  building  high- 
ways of  extra  strength,  when  only  those 
interested  directly  and  indirectly  in  truck 
transportation  would  receive  a  benefit  is 
a  live  question  which  remains  unsettled. 

Constructive  Policy 
In  any  consideration  of  this  question 
the  fact  should  not  be  lost  sight  of  that 
the  Interstate  Commerce  Commission  is 
pursuing  a  constructive  policy  toward 
the  railroads,  which  will  result  in  restor- 
ing their  credit.  This  will  enable  the 
railroads  to  enlarge  their  facilities  to 
proportions  that  will  fully  meet  the  de- 
mands of  the  public  for  transportation. 
When  the  railroad  facilities  are  so  en- 
larged— a  thing  certain  to  take  place 
— a  truck,  carrying  S1/^,  5  or  7^  net 
tons  of  freight,  operated  by  one  man, 
and  sometimes  two  men,  can  never  suc- 
cessfully compete  with  a  freight  train 
carrying  an  average  of  700  net  tons  of 
freight  operated  by  a  crew  of  five  men. 
C.  H.  Markham. 


An  Interesting  Relic  of  Early  History  of  the  Illinois 
Central,  Recalling  the  Civil  War 


The  days  of  the  Civil  War  on  the 
Mississippi,  in  the  early  history  of  the 
Illinois  Central  Railroad,  are  recalled  by 
an  interesting  relic  which  Samuel  M. 
Felton,  president  of  the  Great  Western, 
recently  presented  to  President  Mark- 
ham.  It  is  a  United  States  military 
ticket,  issued  Jan.  22,  1863,  by  C.  A. 
Beck,  then  the  Illinois  Central  agent  at 
Dunleith,  111.,  the  station  which  has 
since  become  East  Dubuque,  for  the 
transportation  of  eighteen  men  over  the 


ranking  after  Chicago  and,  possibly, 
Cairo.  It  was  a  principal  frontier  point 
for  traffic  into  the  Great  Northwest. 
That  was  before  the  river  had  been 
bridged  and  the  Illinois  Central  had 
taken  over  the  Iowa  lines.  It  was  a 
terminal  point  for  transferring  freight 
traffic  to  the  river  steamers  plying  to 
St.  Louis  and  St.  Paul,  and  to  ferry- 
boats crossing  the  river. 

Then  came  the  Civil  War,  and  one  of 
the   principal   military   encampments   in 


Yssuetl    t>y    Illinois    Oentral    Railroad.    Company 


From 


(Destination, 
(X>aie  of  issue, 


TES  MILITARY  TICKET. 


Rates    allowed,    by    Government. 


Chicago,  Alton  &  St.  Louis  from  Bloom- 
ington  to  East  St.  Louis.  A  reproduc- 
tion of  the  relic  is  given  here: 

Thousands  of  Illinois  Central  em- 
ployes will  recognize  the  hand-writing 
on  the  old  ticket,  for  Mr.  Beck  was  in 
the  service  of  the  I.  C.  System  for  fifty 
years,  serving  at  one  time  as  general 
manager.  He  was  inaugurated  into  the 
Illinois  Central  service  at  Dunleith,  in 
1856. 

Dunleith,  which  has  passed  from  cur- 
rent railroad  history  long  since,  in  those 
days  was  the  third  most  important — 
possibly  the  second  most  important — 
station  on  the  Illinois  Central  System, 


that  section  of  the  country  sprang  up 
just  outside  Dunleith.  Agent  Beck  was  a 
personal  friend  of  General  Grant,  and  it 
is  possible  that  the  friendship  was  re- 
sponsible for  the  grant  of  power  of  com- 
manding transportation  over  foreign 
lines,  as  shown  by  the  ticket.  At  any 
rate,  Dunleith  was  an  important  military 
point,  in  view  of  the  camp,  and  many 
tickets  such  as  the  one  given  herewith 
were  issued. 

Mr.  Beck  made  good  on  his  Dunleith 
appointment  and  was  soon  started  on 
the  road  to  advancement.  He  was  made 
superintendent  at  Centralia,  111.,  and 
then  came  to  Chicago,  first  as  general 


20 


ILLINOIS    CENTRAL    MAGAZINE 


21 


superintendent.  He  was  later  made 
general  manager  and  following  his  serv- 
ice in  that  capacity  held  positions  suc- 
cessively as  assistant  second  vice-presi- 
dent, general  purchasing  agent  and  chair- 
man of  the  board  of  pensions.  He  held 
the  latter  position  at  the  time  of  his  re- 
tirement, in  1906,  at  the  age  of  seventy 
years.  He  died  in  1916.  His  son,  B.  A. 
Beck,  is  now  assistant  secretary  of  the 
Illinois  Central  Railroad  Company. 

The  relic  itself  has  had  an  interesting 
history,  quite  apart  from  its  origin.  It 
found  its  way  into  a  collection  of  Dr. 
D.  Briard,  a  Frenchman  who  in  the 
early  days  practiced  surgery  in  Chicago 
and  St.  Louis.  His  Chicago  residence 
and  office  were  on  the  present  site  of  the 


Monadnock  Building.  Doctor  Briard 
was  a  collector  of  curios  of  many  sorts. 
It  is  said  that  the  coins  alone  in  his  cabi- 
nets were  more  than  two  men  could  lift. 
He  died  in  the  fall  of  1882  and  his  col- 
lection passed  out  of  the  family.  Much 
of  it  was  sold.  But  among  the  relics 
were  a  large  number  of  railroad  military 
tickets,  issued  during  the  Civil  War. 
These  were  kept  by  B.  Briard,  Jr.,  who 
is  now  purchasing  agent  for  the  Great 
Western. 

Some  time  ago  Mr.  Briard,  who  now 
has  dropped  the  "Jr.,"  found  these  tick- 
ets and  showed  them  to  President  Fel- 
ton.  The  one  now  owned  by  President 
Markham  was  removed  from  the  collec- 
tion. 


Illinois  Central  Proudly  Calls 
Attention  to  Its  Record 

There  is  a  good  deal  of  talk  among  uninformed  people  to  the  effect  that 
the  railroads  have  not  been  functioning  for  some  time,  and  are  not  function- 
ing at  the  present  time. 

If  this  talk  were  to  the  effect  that  the  railroads  are  facing  the  task  of 
attempting  to  move  a  greatly  increased  volume  of  traffic  with  an  impaired 
and  insufficient  plant,  or  that  the  railroads  had  not  kept  pace  with  the 
growth  of  the  country,  it  would  do  no  harm,  because  it  would  be  true,  but 
any  statement  to  the  effect  that  the  railroads  have  not  been  doing  their 
utmost,  and  are  not  at  the  present  time  doing  their  utmost,  with  the  facili- 
ties with  which  they  have  to  work,  must  not  be  permitted  to  go  unchal- 
lenged. *'V^| 

Perhaps  the  best  answer  which  I  can  make  to  this  unjust  criticism  about 
the  railroads  not  functioning  is  simply  to  give  here  a  statement  of  the 
gross  ton  miles  of  freight  handled  by  the  Illinois  Central  System,  per  year, 
for  the  last  ten  years,  and  the  number  of  passengers  carried  one  mile,  pef 
year,  for  the  last  ten  years,  which  I  do,  as  follows : 

Gross   Ton   Miles   of   Freight.  Passengers  Carried  One  Mile. 

1910 21,297,062,271     1910 745,818,345 

1911 21,889,824,779     1911 811,282,510 

1912 21,531,250,666     1912 807,969,807 

1913 24,391,106,507     1913 815,812,320 

1914 ,:„;.  24,366,570,056     1914 832,881,282 

1915 :....  24,893,278,841     1915 747,797,713 

1916 27,704,768,863     1916 850,797,693 

1917 31,302,858,783     1917 982,111,873 

1918 34,227,609,231     1918 1,026,898,494 

1919 28,740,018,000     1919 1,142,044,011 

1st  6  mos.  1920 17,568,332,000     1st  6  mos.  1920 568,884,894 

GROSS  TON  MILES  OF  FREIGHT  FOR  THE  MONTH  OF  MAY,  1920, 

WERE  3,253,664,000,  THE  LARGEST  FOR  ANY  ONE  MONTH 

IN  THE  HISTORY  OF  THE  COMPANY,  AND 

JUNE  WAS  A  CLOSE  SECOND 

The  Illinois  Central  is  but  one  railroad  system  out  of  many.  I  do  not  claim  that 
its  performances  are  any  exception  to  the  rule.  No  doubt  many  railroad  systems 
have  done  as  well,  and  perhaps  some  have  done  better  than  has  the  Illinois  Central. 

The  Illinois  Central  personnel  is  anxious  to  serve  the  public  even  better  in  the  fu- 
ture, and  very  earnest  efforts  are  being  put  forth  in  that  direction,  but  I  hope  our 
patrons  fully  appreciate  that  it  will  take  time  to  restore  our  equipment  and  enlarge 
our  facilities.  I  promise  them  that  no  time  will  be  wasted. 

Constructive  criticism  and  suggestions  are  invited. 

C.  H.  MARKHAM, 
President,  Illinois  Central  Railroad  Company. 


The  Happy  Courtesy  of  Living 

By  Frederick  J.  Robinson,  General  Passenger  Agent 


I  wonder  how  many  of  you  have  thought 
of  courtesy  as  a  world  product — just  as  im- 
portant in  the  general  scheme  of  life  as  the 
commodities  manufactured  by  our  big  fac- 
tories or  grown  out  in  the  farming  district? 

It  is  difficult  to  walk  a  block  or  ride  a 
mile  these  days,  without  hearing  some  one 
allude  to  the  malady  of  underproduction,  an 
ailment  from  which  the  business  world  and 
every  individual  citizen,  is  undoubtedly  suf- 
fering. 

Thought  is  focused  on  underproduction 
because  insufficient  supply,  means  the  con- 
tinued high  cost  of  living,  and  that  is  a  sub- 
ject which  vitally  interests  us  all. 

And  so,  it  is  a  thought  worthy  of  serious 
consideration,  that  courtesy  is  a  tangle 
product,  with  a  commercial  as  well  as  an 
individual  value.  Underproduction  in  cour- 
tesy means  lowering  the  quality  of  service; 
full  production  in  courtesy  means  one  hun- 
dred per  cent  service  and  service  is  the 
backbone  of  business — the  very  sinew  of  in- 
dustry. 

Therefore,  whether  it  may  have  occurred 
to  you  or  not — there  has  never  before  been 
a  time  when  adroitness,  tact,  discretion, 
cheerfulness  and  co-operative  spirit,  had 
such  a  portentious  meaning  as  they  have 
right  now  and  it  is  in  no  sense  an  exaggera- 
tion to  say  that  the  practice  of  these  innate 
virtues  can  do  much  to  iron  out  a  nation's 
problems  and  in  a  reflex  way,  aid  in  lower- 
ing the  cost  of  living. 

The  lesson  is  peculiarly  adaptable  to  rail- 
road employes  because  of  the  enormous 
scale  of  contact  with  the  public.  It  is  per- 
haps generally  conceded  that  the  railroads 
passed  through  a  very  trying  period  in  a 
most  creditable  manner.  The  exigencies  of 


war  to  a  considerable  extent  inconvenienced 
the  people  and  the  people  bore  these  bur- 
dens as  they  did  other  war  burdens  with 
fortitude  and  little  complaint;  they  under- 
stood the  physical  limitations  of  even  so 
efficient  organization  as  an  American  rail- 
road. 

But  conditions  have  changed  again.  Pri- 
vate control  should  be  a  spur  to  every  one 
of  the  vast  army  of  railroad  employes  to 
give  the  best  effort  of  which  he  or  she  is 
capable;  to  demonstrate  to  the  public  that 
we  are  so  efficient  that  we  can  and  have  re- 
sponded to  the  call  on  us  for  better  service 
than  ever  rendered  before. 

The  population  of  pur  commercial  centers 
is  increasing;  industries  are  springing  up  al- 
most overnight;  traffic  is  increasing  and 
with  it  all,  there  is  an  opportunity  to  dis- 
tinguish our  service  with  courtesy,  tact  and 
a  willingness  to  go  more  than  half-way  to 
do  a  little  more  than  seems  absolutely  neces- 
sary. 

The  employe  who  meets  this  emergency, 
cheerfully  and  in  a  spirit  of  bigness,  has  at- 
tained a  certain  greatness,  regardless  of  his 
remuneration  or  responsibility. 

When  he  thinks  of  his  railroad  in  terms  of 
"we"  instead  of  the  company;  when  he 
makes  it  his  inviolable  rule  to  practice 
economy  of  time  and  materials,  to  smile,  to 
love  his  work,  to  be  kind  and  humanly  help- 
ful to  the  company's  patrons,  he  is  display- 
ing1 fine  American  citizenship,  reflecting 
credit  upon  himself  and  broadening  his  own 
opportunity  for  advancement. 

More  than  that — he  is  speeding  up  cour- 
tesy production  and  doing  something  for 
the  whole  country. 

The  Right  of  Way  Magazine,  July,  1920. 


Public  Opinion 


I.  C.  PROPERTY  TO  BE  SEEN  IN  FILM 


Featured  Film  Compiled  To  Impress  Em- 
ployes With  Value  Of  Coal 

Illinois  Central  property  in  Waterloo  as 
well  as  in  every  other  city  on  the  entire 
Illinois  Central  division  will  be  shown  in 
a  feature  movie  film  which  is  now  in  the 
making.  Preliminary  pictures  of  important 
places  have  been  shown  from  time  to  time, 
but  the  compiling  of  scenes  from  Illinois 
Central  property  in  every  city  in  the  entire 
division  is  a  new  enterprise  and  planned 


on  a  much  larger  scale  and  made  for  ad- 
ditional purposes  than '  the  smaller  feature 
films. 

J.  W.  Dodge,  C.  A.  Lindrew  and  Mr.. 
Melton,  men  who  have  specialized  in-  this 
work  for  many  years,  departed  from  Wat- 
erloo yesterday  after  spending  four  days 
here  taking  photos  of  Illinois  Central  prop- 
erty. Mr.  Dodge  has  supervised  work  of 
this  kind  for  the  Illinois  Central  for  the 
past  eight  years  and  not  daunted  at  the 
magnitudinous  appearance  of  the  recent 
propect  expects  to  master  the  task  within 
a  few  more  months. 


23 


24 


ILLINOIS    CENTRAL    MAGAZINE 


"The  outstanding  purpose  in  compiling 
scenes  of  Illinois  Central  property  in  Wat- 
erloo  and  every  other  city  on  the  division 
for  a  feature  moving  picture  film  is  to 
bring  home  the  idea  of  fuel  conservation 
to  all  Illinois  Central  employes  in  a  more 
forceful  way  than-  would  result  by  the 
distribution  of  circulars  and  pamphlets. 
When  completed  the  work  will  represent 
a  historical  sketch  of  the  operation  and 
progress  of  the  Illinois  Central  railroad, 
which  will  be  woven  into  a  film  for  the 
purpose  of  giving  employes  additional  in- 
formation on  the  operation  of  a  big  rail- 
way and  finally  leading  up  to  the  question 
of  fuel  conservation,  which  is  second  to 
none  in  its  importance.  We  want  each  and 
every  one  to  know  and  realize  while  work- 
ing that  fuel  is  the  second  largest  item 
of  expense  in  operation  and  maintenance 
of  a  railroad — we  want  them  to  realize 
the  importance  of  fuel  conservation  from 
the  industry  operation  and  railroad  opera- 
tion standpoints  and  also  to  know  the 
value  that  coal  has  to  the  great  consuming 
public.  Our  country-wide  work  is  a  great 
undertaking,  but  the  beneficent  results  that 
it  will  unquestionably  bring  to  employe  and 
to  the  public  will  repay  any  amount  of  labor 
that  may  be  expended  upon  such  an  enter- 
prise."— Waterloo  Times-Tribune,  August  12, 
1920. 


"STOP,  LOOK,  LISTEN" 

The  adoption  of  railroad  crossing  signs 
bearing  the  above  advice  .has  doubtless 
saved  many  lives.  Signs  informing  the 
passer  upon  a  road  that  the  railroad 
crossed  the  road  at  that  point  were  common 
before,  but  the  number  of  casualties  con- 
tinued to  increase  until  the  railroad  mag- 
nates were  led  to  offer  a  reward  for  some 
form  of^  sign  that  would  warn  the  passer- 
by against  taking  chances.  The  above 
phrase  was  offered  among  others  and  was 
at  once  adopted  as  succinct,  forcible  and 
likely  to  admonish  caution. 

Since  the  day  of  the  automobile  dawned 
the  admonition  seems  to  have  lost  its  force. 
Otherwise,  why  so  many  automobile  wrecks 
at  railroad  crossings?  Some  of  them  have 
wiped  out  whole  families  or  carried  grief 
into  several  of  them.  Street  cars  with  their 
passengers  used  to  be  frequent  victims  of 
the  Crushing  trains,  until  the  traction  com- 
panies adopted  the  practice  of  having  the 
motorman  stop  the  car  until  the  conductor 
has  gone  ahead  to  look  for  a  possible  ap- 
proaching train  and  signal  safety  if  none 
was  dangerously  near. 

But  the  man  in  charge  of  an  automobile 
seems  to  feel  as  though  that  sign  were 
not  meant  for  him — even  though  he  has 
women  and  children  in  his  car.  Motorists 
will  dash  over  a  railroad  crossing  with  but 
a  slight  glance  up  and  down  the  line  of 


tracks,  or  none  at  all.  No  wonder  so 
many  automobiles  are  crashed  into  at  rail- 
road crossings  and  lives  extinguished  every 
day.  The  man  at  the  wheel  of  the  au- 
tomobile has  a  fearful  responsibility  upon 
him  if  he  has  friends  in  the  car  with  him, 
yet  the  amount  of  recklessness  the  modern 
means  of  family  transportation  has  drawn 
out  or  made  evident  in  humanity  is  some- 
thing fearful. 

There  is  a  remedy.  Let  the  license  of 
every  car  owner  or  chauffeur  who  neglects 
to  stop,  look,  and  listen  upon  approaching 
a  dangerous  crossing  of  any  kind  be  re- 
voked. Let  those  who  sell  or  hire  out 
automobiles  take  up  this  matter;  they  might 
save  many  an  automobile  as  well  as  who 
is  accustomed  to  accepting  the  courtesy  of 
those  who  own  these  machines  refuse  to 
accompany  any  such  friend  the  second  time 
if  they  noticed  such  recklessness  on  any 
out-of-town  trip  on  a  previous  occasion. 
— Jackson  (Miss.)  News,  August  14,  1920. 


INCREASED  FREIGHT   RATES 
NEGLIGIBLE 

It  would  really  seem  to  be  unnecessary  to 
issue  a  warning  against  profiteering  based 
on  the  pretense  that  higher  prices  must  be 
exacted  because  of  the  increase  in  railway 
freight  rates.  But  such  a  warning  has  been 
sent  out  by  the  National  Security  League, 
and  even  one  of  the  prominent  railway 
authorities  has  seen  fit  to  explain  that  such 
profiteering  would  be  unwarranted.  The 
reason  they  have  done  these  things  is  based 
on  experience.  In  the  last  half-dozen  years, 
to  go  back  no  further,  there  have  been 
repeated  instances  of  the  kind.  In  fact, 
every  petty  increase  in  cost  was  used  as  a 
pretext  for  exacting  a  very  much  larger 
selling  price.  A  10-cent  increase  in  labor 
cost,  for  example,  too  often  meant  an  extra 
charge  of  a  dollar  to  the  purchaser  of  an 
article.  The  thing  was  usually  camouflaged 
by  the  use  of  percentages  in  stating  the 
additional  cost.  Much  was  made  of  a  25  or 
50  per  cent  increase  in  one  item  or  another 
without  regard  to  the  proportion  it  bore 
to  the  total  cost.  This  is  what  is  apt  to 
occur  now.  Emphasis  is  likely  to  be  placed 
on  the  fact  of  a  25  per  cent  or  a  40  per 
cent  increase  in  freight  rates  rather  than 
on  the  actual  difference  in  the  cost  of 
transporting  a  yard  of  woolen  or  cotton 
goods  or  a  pair  of  shoes.  So  Mr.  Dixon, 
Vice  President  in  charge  of  the  traffic  of 
the  Pennsylvania  Railroad,  is  entitled  to 
some  credit  in  giving,  as  he  did  the  other 
day,  a  few  typical  instances  showing  by 
how  little  costs  would  be  increased  by  the 
new  freight  rates.  It  really  means  a  few 
mills  extra  on  a  suit  of  clothes  or  a  pair 
of  shoes,  a  sixth  of  a  cent  on  a  pound 
of  flour  and  an  absolutely  negligible  frac- 
tion of  a  cent  on  a  yard  of  cloth.  The 
explanation  robs  the  profiteer  of  the  last 


ILLINOIS    CENTRAL    MAGAZINE 


vestige  of  an  excuse  to  raise  prices  be- 
cause of  freight  increase. — New  York  (N.  YJ 
Times,  August  15,  1920. 


I.  C.  ESTABLISHES  RECORD 
MILEAGE 


Average  For  July  was  44.21  Miles  per  Car 
On  Entire  Division 

Heeding  the  urgent  demands  of  the 
Illinois  Central  Railroad  management  and 
by  the  shipping  public,  receivers  and  ship- 
pers of  freight  showed  by  their  actions  of 
last  month  that  no  drastic  action  need  be 
resorted  in  order  to  make  the  "speeding  up" 
process  an  effective  issue.  The  greater  at- 
tempts on  every  section  in  the  entire  Illinois 
Central  division  by  the  various  traffic  di- 
rectors coupled  with  additional  efforts  of 
receivers  and  shippers,  places  the  Illinois 
Central  Railroad  foremost  in  the  average 
mileage  for  every  car  made  per  day,  with 
44.21  miles  per  day.  The  efforts  compiled 
last  month  demonstrates  that  speeding  up 
car  movement  with  the  purpose  in  view  of 
establishing  an  average  of  30  miles  per  day 
for  every  freight  car  in  the  country  on  all 
different  lines,  is  not  an  idle  dream. 

The  average  movement  of  44.21  miles  per 
day  made  by  all  freight  cars  on  the  Illinois 
Central  division  includes  delays,  stops,  re- 
pairs and  all  halts  that  are  most  commonly 
experienced.  The  record  established  in 
July  is  the  best  the  Illinois  Central  have 
ever  made  in  their  long  record  of  existence, 
and  one  which  has  been  equalled  by  but  few 
roads. — Waterloo  Times-Tribune,  August  12, 
1920. 


SAVING  RAILROAD  STATIONERY 

Vice-President  T.  C.  Powell,  of  the  Erie 
Railroad,  recently  compiled  some  figures 
to  show  the  comparative  annual  cost  of  the 
stationery  and  the  steel  rails  used  on  that 
road,  as  mentioned  in  the  issue  of  the  Rail- 
way Review,  July  24  (page  142).  This  com- 
parison, according  to  advices  from  Mr. 
Powell,  was  made  at  the  suggestion  of 
Vice-President  M.  C.  Kennedy,  of  the 
Pennsylvania  Railroad,  the  object  being  to 
show  that  while  "there  is  a  great  deal  said 
about  the  cost  of  rail,  which  is  handled  by 
very  few  people,  practically  nothing  is  said 
about  the  cost  of  stationery,  which  is  han- 
dled by  every  one  on  the  railroad." 

The  Erie's  expenditures  for  rails  and  sta- 
tionery from  1915  to  1919,  inclusive,  as 
stated  by  Mr.  Powell,  were  as  follows: 

Rail  Price 
Year  Stationery  Rail        Per  Ton 

1915  $403.125.20  $660,386  $30.00 

1916  „  395,980.10  872,410  31.50 

1917  ._ 560,565.83  658,839  31.50 

1918  497,933.36  889,292  40.80 

1919  541,474.55  781,143  40.80 


An  article  in  the  Erie  Railroad  Magazine 
for  July,  after  quoting  the  above  figures, 
says:  "It  will  surprise  many  Erie  employes 
to  know,  as  these  figures  demonstrate,  that 
stationery  calls  for  such  an  enormous  out- 
lay; and  it  will  help  to  justify  the  efforts  we 
have  been  making  to  convince  employes 
who  use  paper  and  other  articles  included 
under  the  heading  of  stationery,  that  the 
subject  is  deserving  of  all  the  attention  it  is 
receiveing. 

"This  great  expenditure  can  be  reduced 
by  thousands  of  dollars  if  employes  will  in- 
terest themselves  in  the  campaign. 

"It  is  unnecessary  to  say  to  the  average 
employe  that  those  who  do  not  waste  the 
company's  supplies  are  rendering  a  service 
that  is  sure  to  be  recognized;  also  that  those 
who  throw  away  or  destroy  property  that 
should  be  used  are  making  reputations  for 
themselves  that  will  not  be  creditable. 

"Paper  of  all  kinds  is  not  only  expensive, 
but  very  scarce,  and  much  of  it  is  wasted, 
not  wilfully,  but  carelessly.  The  big  offices, 
where  large  numbers  of  clerks  are  em- 
ployed, have  an  opportunity  to  demonstrate 
what  they  can  do.  Why  not  form  paper- 
saving  organizations  in  some  of  the  offices 
and  make  a  few  records?  It  will  help 
mightily,  and  injure  no  one.  Let  'Save 
Stationery'  or  'Save  Paper'  be  the  slogan." — 
Railway  Review,  August  14,  1920. 


The  railroads  having  got  increased  freight 
rates,  railroad  officials  now  are  attempting 
to  show  that  greatly  increased  retail  prices 
will  not  be  justified.  If  such  increases  are 
made  the  railroads  cannot  be  blamed,  they 
say.  George  D.  Dixon,  vice-president  of  the 
Pennsylvania  Railroad  system,  has  compiled 
a  table  indicating  what  the  increases  mean. 
He  shows  that  the  increase  in  freight  cost 
on  a  suit  of  clothing,  hauled  between  Balti- 
more and  Philadelphia,  will  be  6  mills,  or  a 
trifle  more  than  one-half  cent.  The  increase 
on  a  barrel  ©f  flour  from  Minneapolis  to 
Philadelphia  will  be  33  cents.  One  crate  of 
egg's  may  be  shipped  from  Chicago  to  Phil- 
adelphia at  an  advance  of  15.4  cents,  and  as 
there  are  thirty  dozens  in  a  crate  the  addi- 
tional cost  a  dozen  will  be  about  half  a 
cent.  Eighty  pounds  of  oranges — one  crate 
— will  travel  from  Lakeland,  Fla.,  to  Phil- 
adelphia at  an  increased  freight  charge  of 
30.6  cents. 

Mr.  Dixon  asserts  that  the  increase  a 
pound  on  dressed  meats,  from  Chicago  to 
Philadelphia,  will  be  2.7  mills  in  carload 
lots,  or  4.4  mills  in  less  than  carload  lots. 
Packing  house  products,  in  carload  lots,  will 
pay  1.7  mills  more  for  each  pound  and  in 
less  than  carloads  2.4  mills. 

The  increase  in  rates  between  Chicago 
and  Indianapolis  is  not  given  in  the  Dixon 
table,  but  the  distance  from  Chicago  to 
Philadelphia  is  a  much  longer  haul  and  in- 


ILLINOIS    CENTRAL    MAGAZINE 


creases  here  would  be  proportionately  less. 
An  explanation  that  several  dollars  added 
to  the  price  of  a  suit  of  clothes  or  several 
cents  to  the  meat  price  is  due  to  higher 
freight  rates  will  not  be  convincing.  Per- 
haps no  such  efforts  will  be  made,  but  the 
feeling  has  been  general  that  the  new  rates 
meant  higher  living  costs.  Undoubtedly  the 
people  will  be  called  upon  to  pay,  in  in- 
creased prices,  the  higher  rates  the  railroads 
will  demand,  but  if  the  Dixon  figures  are 
correct,  the  increases  should  not  be  suffi- 
cient to  have  serious  effect. — Indianapolis 
(Ind.)  Nezvs,  August  14,  1920. 


ADDED   FREIGHT   COST 

Still  more  light  is  shed  upon  what  would 
be  the  warrantable  increase  of  commodity 
prices  if  the.  effect  of  the  increase  of  freight 
rates  should  be  merely  to  increase  freight 
cost. 

President  Bush,  of  the  Missouri  Pacific, 
finds  that  dressed  meats  from  Kansas  City 
packeries  will  be  delivered  in  St.  Louis  at 
an  added  cost  of  8/10  of  one  mill  per  pound. 

Potatoes  from  Kansas  farms  shipped  to 
St.  Louis  markets  should  be  sold  at  85/100 
of  a  mill  a  pound  above  prices  based  upon 
the  old  freight  rate. 

Each  two-pound  can  of  fruit  or  vegetables 
should  cost  from  2  to  4  mills  more  than  it 
would  have  cost  upon  a  basis  of  the  old 
freight  rates.  Within  a  radius  of  250  miles 
cities  should  get  eggs  at  an  added  freight 
cost  of  less  than  4  mills  per  dozen.  One 
and  one-half  mills  will  be  added  to  the 
freight  cost  of  butter  shipped  from  points 
300  miles,  or  less,  from  the  market  in  which 
the  consumer  buys  the  butter.  Two  mills 
will  be  added  automatically  to  the  cost  of 
a  pair  of  socks,  a  suit  of  underwear  or  a 
shirt. 

In  these  circumstances  the  consumer  who 
is  told  that  higher  freight  rates  make  the 
selling  price  of  commodities  higher  war- 
rantably  may  respond:  That  can  of  fruit — 
or  pound  of  butter  or  pair  of  socks  does  not 
cost  the  merchant  a  cent  more  because  of 
freight  rate  changes. 

The  purpose  of  granting  the  increase  of 
freight  rates  is  to  improve  the  service.  Im- 
provement of  service  should  result  in 
economies  to  shippers  which  would  reduce 
rather  .than  increase  the  cost  of  goods  laid 
down  at  the  store  door. — Louisville  (Ky.) 
Courier- Journal,  August  17,  1920. 


CONSUMERS'     COSTS     IN     FREIGHT 
RATES 

There  has  been  anxious  speculation  as 
to  the  effect  on  living  costs  of  the  recent 
order  of  the  Interstate  Commerce  Com- 
mission materially  increasing  both  freight 
and  passenger  rates  on  railroads.  Will  con- 
sumers be  adversely  affected  by  an  increase 
of  25  to  40  per  cent  in  freight  rates?  If 


so,  what  will  be  the  actual  addition  in  the 
case  of  a  given  article—*-for  example,  a  pair 
of  shoes,  a  pound  of  sugar,  a  suit  of  clothes? 
Will  profiteers  take  unfair  advantage  of  the 
commission's  order  by  swelling  still  further 
profits  already  inordinately  high? 

The  railroad  managers  realizing  the  wide- 
spread interest  in  these  and  similiar  ques- 
tions, have  issued  a  statement  showing  by 
many  illustrations  just  what  increase  in 
prices  is  justified  by  the  increase  in  freight 
rates.  In  so  doing  they  have  placed  a  power- 
ful instrument  of  defense  in  the  hands  of 
consumers  exposed  to  the  profiteering  evil. 

It  costs  a  trifle  over  40  cents  to  ship  a 
suit  of  clothes  from  Chicago  to  Seattle. 
When  the  new  rates  take  effect  the  cost 
will  be  53  cents.  It  costs  about  2  cents  to 
ship  a  pound  of  coffee  from  New  York  to 
Seattle;  it  will  cost  2%  cents  under  the  new 
rates.  Shoes  shipped  from  Chicago  to 
Seattle  may  justifiably  advance  in  price 
about  6  cents  to  meet  the  added  cost  of 
transportation.  These  sample  figures  serve 
to  show  that  the  rate  advances  allowed  by 
the  Interstate  Commerce  Commission  fur- 
nish no  valid  reason  for  burdensome  addi- 
tions to  the  cost  of  the  necessaries  or  com- 
forts of  life.  Thus  advances  deemed  just 
to  the  carrier  should  not  involve  serious 
hardship  to  the  public  at  larg-e. 

The  benefits  of  improved  transportation 
facilities,  of  new  and  fairly  ample  equip- 
ment and  generally  better  service — these 
benefits  the  public  now  has  a  right  to  ex- 
pect—should outweigh  before  long  the  small 
sacrifice  demanded  of  consumers.  It  re- 
mains for  the  public  authorities  to  see  that 
these  benefits  are  duly  obtained  by  the  peo- 
ple.— Chicago  (III.)  Daily  News,  August  17, 
1920. 


LOAD  TO  CAPACITY 

"Load  the  cars  to  capacity." 

This  should  be  adopted  as  the  working 
rule  of  every  shipper  during  this  period 
when  freight  congestion  and  inadequate 
railroad  facilities  are  severely  handicapping 
business. 

Loading  cars  to  their  full  capacity  is  one 
means  of  minimizing  congestion.  One  New 
Orleans  railroad,  by  actual  check  during  the 
last  month,  found  that  on  the  average  cars 
in  New  Orleans  are  being  loaded  to  about 
65  per  cent  capacity.  In  other  words,  if  the 
cars  were  loaded  to  their  maximum,  New 
Orleans  would  have  at  its  disposal  the 
equivalent  of  35  per  cent  additional  railroad 
equipment. 

Thirty-five  per  cent  additional  car  space 
would  help  some! 

Every  New  Orleans  firm  with  its  own 
best  interests  and  the  best  interests  of  New 
Orleans  at  heart  will  load  cars  to  their 
maximum  capacity  wherever  this  is  at  all 
possible  and  will  put  a  little  thought  into 
assembling  its  shipments  with  this  idea  in 


ILLINOIS    CENTRAL    MAGAZINE 


27 


view.  It  will  also  unload  cars  promptly  and 
remove  freight  from  the  terminals  without 
delay. 

A  little  effort  along  this  line  with  the  co- 
operation of  the  railroads  will  cut  down  the 
loss  and  the  delays  incident  to  freight  con- 
gestion to  a  minimum.— New  Orleans  (La.) 
Times  Picayune,  August  10,  1920. 


RATE   INCREASE  MAY   LOWER  LIV- 
ING   COST 
Revenues  Will  Aid  Roads  to  Move  Freight 

There  is  a  general  misconception  of  the 
increased  railroad  rates,  according  to  letters 
sent  out  by  several  traffic  managers  of  the 
largest  lines.  These  letters  claim  that  the 
new  rates  can  hot  have  any  serious  effect  on 
higher  costs  of  living. 

Many  of  the  letters  express  a  growing 
opinion  among  railroad  officers  that  the  new 
rates,  instead  of  adding  to  the  cost  of  the 
necessities  of  life,  will  ultimately  decrease 
them. 

It  is  claimed  that  increased  revenues  will 
enable  the  railroads  to  rehabilitate  existing 
equipment  and  purchase  new  cars  and  lo- 
comotives and  make  such  improvements  as 
will  augment  their  facilities  and  enable  them 
to  carry  more  goods. 

During  the  war  and  since,  according  to 
these  letters,  the  manufacturer  has  had  diffi- 
culty in  getting  raw  materials  to  his  plant 
and  in  making  shipments,  so  that  an  increase 
in  efficiency  will  enable  industrial  opera- 
tions to  be  speeded  up. 

Railroad  rates  in  this  country  have  at  all 
times  been  so  low  that  the  cost  of  freight 
transportation  has  generally  been  about  one- 
half  or  one-third  of  the  charges  made  in 
European  countries,  if  reports  are  to  be  be- 
lieved. It  is  expected  that  when  the  rail- 
road rates  are  adjusted  in  European  coun- 
tries to  meet  existing  conditions,  even  when 
the  cost  of  delivery  and  Collection  of 
freights  are  excluded  from  the  charges  on 
European  roads,  the  average  mile  charge  in 
this  country  will  be  less  than  one-half  of 
that  charged  in  most  of  the  European  coun- 
tries. 

Will  Not  Hurt  Business 

American  business  and  American  cost  of 
living,  will  not,  therefore,  be  hurt,  but 
helped  by  dealing  fairly  with  the  railroads, 
and  as  the  efficiency  of  the  past  is  resumed, 
gradually  but  surely,  the  costs  of  living 
should  be  reduced  rather  than  be  increased, 
according  to  opinions  set  out  in  the  letters. 

Another  general  misconception  suggested 
is  that  the  increased  revenues  constitute  a 
guarantee  of  a  return  to  individual  roads, 
but  that  is  not  the  case.  The  rates  are  made 
to  produce  a  return  of  about  6  per  cent  of 
the  property  investment  for  the  railroads 
as  a  whole  in  groups,  and  if  an  individual 
railroad,  by  efficient  management  and  serv- 
ice, is  able  to  earn  more  than  ether  rail- 


roads, that  is  to  its  benefit.  But  if  it  fails 
to  earn  its  share,  there  is  no  provision  in 
the  law  to  assure  it  any  return  upon  the  in- 
vestment. 

There  is  a  provision  which  limits  the  re- 
turn which  railroad  systems  may  earn, 
which  can  not  exceed  6  per  cent  on  property 
investment  without  participation  in  the  ex- 
cess by  the  government. 

Local  railroad  offices  yesterday  were  not 
altogether  clear  on  the  date  set  for  the  new 
rates  to  become  effective.  It  is  now  pre- 
sumed that  they  will  not  be  put  into  effect 
until  Sept.  1.  Passenger  rates,  however, 
will  be  in  effect  Aug.  26. 

If  a  passenger  buys  a  railroad  ticket  good 
for  the  round  trip  until  Oct.  31,  and  is  on 
a  train  going  to  destination  prior  to  mid- 
night of  Aug.  26,  that  ticket  is  good  accord- 
ing to  the  sale  contract. 

As  no  one  buys  a  round  trip  on  a  Pull- 
man car  the  surcharge  of  50  per  cent  of  the 
Pullman  fare  will  become  effective  Aug.  26, 
and  is  applicable  to  tickets  sold,  good  re- 
turning Oct.  31  or  any  other  limit. 

Practically  '  every  railroad  office  in 
Memphis  yesterday  received  flattering  re- 
ports on  eastern  embargo  restrictions  placed 
by  connecting  lines.  The  situation  seems 
clearing  and  it  is  forecasted  that  in  another 
few  days  freight  will  be  moving  out  more 
freely  than  it  has  been  in  several  months. 
New  York  city  is  open  now1  for  some 
deliveries. — Memphis,  Tenn.,  Commercial  Ap- 
peal, August  15,  1920. 


NEW     RAIL     RATES     SHOULD     IN- 
CREASE   COSTS    BUT    LITTLE 


Heavier    Freight    Tariffs     Will    Not    Add 
Materially  to   Basic   Charges,  Shown 

That  the  increase  in  freight  rates,  which 
will  be  effective  thruout  the  United  States. 
Aug.  26,  is  considerable  of  a  bugaboo  when 
applied  to  its  relative  effect  on  prices  of 
commodities  is  demonstrated  ,by  figures 
given  by  Illinois  Central  railroad  officials 
in  a  letter  to  the  Evening  Courier.  A 
study  of  a  schedule  of  what  the  increased 
cost  of  freight  transportation  will  be  on 
a  score  of  commodities  received  in  Water- 
loo from  central  distributing  points  shows 
there  will  be  little  effect  upon  the  cost  of 
living  in  Waterloo,  if  the  increases  in  freight 
rates  only  are  passed  on  to  the  consumer. 

Wearing  apparel,  for  instance,  can  be 
charged  with  only  a  fraction  of  a  cent  to 
the  item.  The  increased  cost  of  shipping 
a  pair  of  shoes  from  Chicago  to  Waterloo 
is  one-half  of  a  cent;  women's  shoes,  be- 
ing lighter,  will  cost  3c  more  to  ship 
from  Chicago.  A  man's  suit  is  figured  at 
9c;  a  woman's  fall  coat  as  6c,  and  a  woman's 
summer  dress  at  2c  extra  on  the  freight. 
Increase  On  Foodstuffs 

On    foodstuffs,    the    following    interesting 


28 


compilations  are  made:  A  10-pound  pail 
of  lard  shipped  here  from  Chicago  will  cost 
8c  more  than  formerly:  a  bushel  of  apples, 
4.4c  more.  The  freight  on  a  dozen  ban- 
anas shipped  from  New  Orleans  will  be 
l-2c  more  than  at  present.  A  bushel  of 
potatoes  received  from  Minneapolis  this  fall 
will  cost  3.6c  more  than  the  last  crop 
shipped;  flour  shipped  from  the  same  place 
will  have  Ic  added  to  every  25-pound  sack 
for  additional  freight.  Ten  pounds  of  sugar 
from  New  Orleans  should  cost  the  consum- 
er in  Waterloo  but  1.8c  more  on  account 
of  increased  freight. 

Coal  Hit  Hardest 

In  the  heavier  commodities  of  course, 
the  consumer  will  notice  the  added  freight. 
Coal  will  probably  be  given  about  $1  per 
ton  boost;  the  increased  freight  rate  from 
Herrin,  111.,  amounting  to  that  much. 
Yellow  pine  from  Brookhaven,  Wis.,  to 
Waterloo  will  have  $2.40  per  1,000  feet 
tacked  on  it  for  increased  cost  of  trans- 
portation; cement  from  LaSalle,  111.,  is  list- 


ed for  4c  per  100  pounds  increase.  Gas- 
oline received  here  from  Wood  River,  111., 
should  cost  the  motorist  but  6c  more  on 
account  of  freight  charges. 

The  farmer  who  markets  hay  in  Chi- 
cago may  be  expected  to  have  $1.30  a 
ton  added  to  the  freight  bill;  while  wheat 
will  cost  2.7c  more  and  corn  2  l-2c  ad- 
ditional. Livestock  will  be  charged  9  l-2c 
more  per  cwt.  for  its  ride  on  the  hoof 
to  Chicago. 

Should  Not  Boost  Costs 

In  submitting  these  figures,  C.  H.  Mark- 
ham,  president  of  the  Illinois  Central  com- 
pany, writes  that  the  effect  of  the  increased 
freight  rates  should  not  increase  the  cost 
of  living  to  any  appreciable  extent  in  this 
territory.  On  the  contrary,  he  believes  the 
effect  will  be  to  enable  the  railroads  to  en- 
large their  facilities  and  provide  more  ef- 
ficient service,  which  will  ultimately  result 
in  materially  reducing  the  cost  of  living. — 
Waterloo  Evening  Courier,  Friday,  August 
20th,  1920. 


Rehabilitating  the  Railroads 

By  E.  A.  McCarthy,  Traffic  Manager,  Tractor  Bearing  Division, 
Hyatt  Roller  Beaming  Company 


Four  years  ago  big  business  talked  "effi- 
ciency," then  it  was  "Democracy  and  Pre- 
paredness" and  now  it  is  "Production," 
"Greater  Production,"  when,  as  a  matter  of 
fact,  it  should  be  "Railroads." 

Transportation  and  not  production  is  the 
need  of  this  day  and  hour.  I  know  farm 
implement  manufacturers  located  in  the  middle 
west  who  have  not  increased  their  produc- 
tion and  yet  these  same  manufacturers  are 
accumulating,  on  their  shipping  platform,  fin- 
ished products  that  are  ready  for  the  world 
markets.  Yes,  and  in  many  instances  they 
are  using  public  warehouses  because  the  rail- 
roads cannot  furnish  them  with  the  necessary 
equipment. 

If  we  must  talk  production,  let  it  be  in 
terms  of  locomotives,  freight,  express  and 
passenger  cars,  ties,  steel  rails,  and  hundreds 
of  other  necessary  supplies  that  will  place 
the  railroads  back  to  where  they  were  before 
they  made  the  round  trip  via  Washington. 

Increased  production  means  a  greater  vol- 
ume of  business  offered  to  the  railroads  not 
only  in  freight  but  in  passengers  of  all  kinds 
with  still  more  salesmen  on  the  job  and  with 
the  railroads  not  in  a  position  to  handle  the 
business  now  offered  them  it  is  hard  to  real- 
ize just  what  the  result  may  be. 

It  is  related  that  Marshal  Joffre,  after  din- 
ing with  friends  near  Meaux  stepped  out  on 
the  veranda  and  noticing  a  smooth  little  river 
at  the  foot  of  the  slope  casually  inquired, 
"What  stream  of  water  is  that?"  "That,"  re- 
plied his  host,  "is  the  Marne !" 


Familiarity  breeds  contempt — yes,  and  also 
forgetfulness.  Joffre  forgets  his  Marne  and 
if  the  word  "Production"  continues  to  be 
shouted  from  the  house-tops,  I  am  afraid  we 
will  forget  some  rather  relevant  facts  con- 
cerning our  railroads — for  remember  this,  our 
railroads  may  yet  be  our  Marne. 

I  am  told  that  several  of  the  large  western 
lumber  mills  are  shut  down  because  they  can- 
not secure  transportation  equipment,  the 
shortage  amounting  to  about  35,000  cars.  The 
daily  press  <jf  several  of  our  large  cities  inj 
form  us  that  we  are  apt  to  have  a  coal  famine 
this  winter,  and  only  recently  the  water-  sup- 
ply of  Chicago  was  threatened  due  to  short- 
age of  coal,  brought  about  by  the  lack  of  cars 
to  move  it  from  the  mines. 

Kansas  is  still  storing  approximately  15,- 
000,000  bushels  of  last  year's  grain  in  country 
elevators,  due  to  the  shortage  of  railroad  cars. 
The  estimated  wheat  crop  for  this  same  state 
for  1920  is  placed  at  140,000,000  bushels  and 
no  relief  is  in  sight  for  the  farmers  to  secure 
from  the  railroads  the  necessary  equipment 
to  move  it.  Such  a  condition  will  have  a 
decided  effect  on  the  price  of  foodstuffs  this 
winter. 

Railway  Age  tells  us  that  orders  should 
be  placed  immediately  for  782,400  freight  cars 
to  be  delivered  over  a  three-year  period  and 
that  262,000  of  these  are  needed  immediately 
to  make  up  present  shortage.  We  are  also 
told  that  8,000  passenger  cars  a  year  are  need- 
ed for  the  next  three  years  and  this  does  not 
surprise  me  nor  perhaps  you,  if  you  are  in 


ILLINOIS    CENTRAL    MAGAZINE 


the  habit  of  trying  to  make  a  reservation  the 
same  day  you  decide  to  make  a  trip ;  it  gen- 
erally means  that  you  must  arrange  your  busi- 
ness so  you  can  secure  your  reservations  three 
or  four  days  in  advance  of  the  time  you  re- 
quire them. 

Increased  production  means  that  we  must 
reach  out  for  more  markets,  this  means  new 
mileage  for  our  railroads.  During  the  year 
of  1919  the  new  mileage  construction  dropped 
lower  than  for  the  past  fifty  years.  Total 
mileage  actually  decreased  in  1919. 

A  point  generally  overlooked  is  the  fact 
that  the  railroads  are  engaged  in  a  wholesale 
business  and  when  the  public  buys  from  a  rail- 
road, it  buys  at  wholesale  prices.  An  item 
appearing  in  a  Chicago  newspaper  a  few 
months  ago  related  that  the  price  of  wool 
for  a  $60.00  suit  of  clothes  cost  $5.00,  and 
the  cost  of  making  the  suit  about  $20.00,  leav- 
ing an  unexplained  profit  over  the  labor  and 
material  of  $35.00.  The  public  does  not  hesi- 
tate to  pay  a  producer's  profit,  a  manufac- 
turer's profit,  a  jobber's  profit  and  retailer's 
profit  on  almost  anything  that  it  buys ;  yet, 
when  it  buys  service  from  a  railroad,  it  is 
only  paying  one  profit,  and  the  small  buyer 
gets  the  same  price  as  the  large  one. 

But  railroad  transportation  is  only  a  service 
and  service  is  seldom  appreciated.  The  av- 
erage person  when  laying  out  money  wants  to 
receive  something  tangible  in  return  for  it, 
something  they  can  feel,  hear,  see,  taste  or 
perhaps  smell !  The  railroad  passenger  fare 
is  a  very  unpopular  institution.  While  freight 
rates  do  not  directly  affect  the  individual 
pocketbook,  the  public  has  been  taught  that 
high  cost  of  living  is  the  .direct  and  dire  re- 
sult of  the  increase  in  freight  rates.  This 
fallacy  is  most  conclusively  disposed  of  in  the 
following  editorial  which  appeared  in  a  re- 
cent number  of  one  of  our  shipper's  journals: 
"In  1914  the  average  commodity  value  per 
ton  of  freight  originated  on  American  rail- 
roads was  $56.00,  whereas  in  1919  it  had  in- 
creased to  $119.00,  an  increase  in  cost  to 
consumer  of  $63.00.  Freight  charges  per  ton 
originated  in  1914  average  $2.00,  whereas  in 
1919  it  was  $2.80,  an  increase  in  freight  charges 
per  ton  of  but  80  cents.  The  percentage  of 
freight  charges  to  the  value  of  commodities 
in  1914  was  3.6  per  cent;  in  1919  2.4  per  cent. 
The  relation  of  freight  increase  to  cost  in- 
crease is  found  to  be  1.3 ;  in  other  words, 
only  80  cents  out  of  $63.00,  or  1.3  cents  out 
of  every  $1.00  of  increase  in  commodity  value 
in  1919  was  caused  by  increased  freight 
charges." 

Whether  we  have  a  high  cost  of  living 
or  a  low  cost  of  living,  railroad  rates  seem  to 
be  the  palatable  and  acceptable  explanation. 
It  is  the  most  simple  alibi  that  can  be  offered 
by  the  retailer. 

The  public  should  be  educated  to  the  fact 
that  railroading  is  an  emergency  business,  and 
that  the  cost  of  maintaining  an  emergency 


business  is  always  high.  They  should  be 
shown  that  railroading  is  a  hazardous  occupa- 
tion, and  for  that  reason  there  are  increased 
expenses  of  operation  and  maintenance.  Prob- 
ably in  no  other  industry  is  there  any  such 
thorough,  comprehensive  and  extensive  sys- 
tem of  inspection  as  we  find  in  railroading. 
It  is  true  that  the  public  has  been  informed 
to  a  certain  extent  in  regard  to  these  mat- 
ters, but  it  has  never  been  thoroughly  edu- 
cated. 

What  does  a  freight  car  cost? 
$3,300. 

Yes,  that's  what  it  costs  to  build,  but  the 
first  cost  is  not  the  only  cost.  To  it  must 
be  .added  maintenance  expense  and  car  repair 
expense  averaging  $175.00  per  car  per  annum. 
According  to  some  late  figures  by  a  railroad 
executive,  a  freight  car  really  costs  $6,000. 
The  American  public  can  get  an  idea  as  to  the 
real  cost  of  maintenance  by  drawing  a  com- 
parison between  railroad  rolling  stock  and 
motor  vehicles.  They  realize  that  there  is  an 
operating  expense  in  connection  with  the  pur- 
chase of  gas,  oil  and  grease.  They  also  ap- 
preciate the  fact  that  tires  must  be  repaired, 
and  new  ones  purchased.  The  engine  must 
be  looked  after,  the  valves  ground,  the  carbon 
removed,  etc.  They  will  listen  now  as  never 
before  to  maintenance  expense  of  railroading, 
although  they  haven't  the  slightest  concep- 
tion of  its  gigantic  proportions. 

The  public  has  a  hazy  idea  that  railroads 
spend  millions  of  dollars  for  the  coal  which  is 
burned  in  the  locomotives,  and  millions  more 
in  wages  to  the  engineer  and  fireman  that 
develop  the  power  from  the  coal ; — all  of 
these  are  operating  expenses.  But  does  it 
thoroughly  realize  that  one-half  of  the  loco- 
motive's time  is  snent  in  the  terminal, — not 
for  repairs  but  for  attention  and  care?  The 
cost  of  waste,  polish,  paint,  oils,  greases  and 
labor  runs  into  prodigious  figures.  Does  the 
public  know  about  the  regular  inspection,  the 
necessity  for  a  clean  engine  in  order  that  such 
inspection  may  be  properly  made?  Although 
the  public  may  know  that  locomotives  burn 
coal  it  probably  never  gives  a  thought  to  the 
expense  of  maintaining  the  dock  that  handles 
•the  coal  within  the  locomotive  terminal. 

The  tremendous  amount  of  money  that  is 
spent  in  the  efficient  handling  of  coal,  and 
the  maintenance  expense  attached  to  the  coal 
dock  itself,  is  overlooked  by  everyone  except 
a  few  railway  officials.  And  again,  sand  is 
required  for  the  locomotives  and  a  main- 
tenance expense  attached  to  the  mechanism 
that  handles  this  sand.  The  same  can  be 
said  of  handling  cinders.  Each  has  a  main- 
tenance expense  directly  chargeable  to  it.  The 
roundhouse,  its  ventilation,  heating,  floors,  etc., 
are  all  there  for  the  purpose  of  maintaining 
the  locomotive  and  they,  in  turn,  have  a  main- 
tenance expense  of  their  own  to  be  consid- 
ered. 
We  could  touch  on  boiler  washing,  locomo- 


30 


ILLINOIS    CENTRAL    MAGAZINE 


live  hoists,  tools,  machinery  of  all  kinds, 
smoke  jacks,  oil  houses,  and  a  thousand  other 
things  too  numerous  to  mention,  all  for  the 
purpose  not  of  repairing  the  locomotive  but 
of  maintaining  it. 

Volumes  could  be  written  on  track  main- 
tenance. The  public  has  a  dim  idea  that  rail- 
roads have  men  walking  the  track  presumably 
looking  for  a  broken  rail.  Beyond  this,  it 
has  no  very  definite  idea  as  to  what  track 
maintenance  means.  I  wonder  if  it  ever  oc- 
curs to  the  average  man  that  it  costs  millions 
of  dollars  every  year  to  keep  track  bolts  tight. 
In  winter  very  little  is  done  except  inspec- 
tion. They  must  watch  for  broken  bolts  and 
expansion,  replace  such  defects,  takes  up  wide 
gauge,  provide  drainage,  make  inspection  after 
a  storm,  set  up  and  inspect  snow  fences,  clean 
ditching,  renew  bolts,  distribute  ties  and  rails, 
straighten  canted  rails,  clean  up  cinders,  clear 
snow  and  ice  around  buildings,  keep  the  main 
line  clean,  watch  switches,  remove  ice  around 
water  tanks,  buck  snow,  etc.,  etc.,  and  yet 
all  this  constitutes  only  one  item  in  one 
department  of  a  railroad — track  maintenance 
— and  at  one  time  of  year. 

It  would  be  possible  to  go  on  almost  in- 
definitely in  detailing  the  items  of  mainte- 
nance expense  of  a  railroad  running  into  mil- 
lions and  millions  of  dollars  each  year. 

Signaling  apparatus   is   especially  expensive 
to  maintain.     The   item  of  washing  windows 
in    passenger   cars    or   washing   the   floors  of 
railroad  depots  will  run   into   a  sum  of  sur- 
prisingly large  figures. 
What  I  want  to  drive  home  is  this  fact: 
The  public  has  lost  sight  of  this  huge  ex- 
pense of  maintenance  and  the  railroads  have 
overlooked  the  opportunity  of   educating  the 
public  in  its  details.  . 

Such  an  educational  campaign  is  more 
necessary  than  ever  before,  because  railroads 
are  now  confronted,  not  only  with  mainte- 
nance expense,  but  what  is  far  worse,  the 
expense  of  deferred  maintenance.  There  is 
nothing  more  expensive  than  deferred  main- 
tenance in  railroading.  The  same  is  true  in 
any  industrial  line, — or  even  in  farming. 

We  do  not  need  to  be  told  that,  "the  rail- 
roads" and  the  efficient  operation  of  them  are 
necessary  to  our  life  as  a  nation.  Three  cen- 
turies ago  Francis  Bacon  declared  that  one 
of  the  "three  things  which  make  a  nation 
great  and  prosperous"  is  "easy  conveyance  for 
man  and  goods  from  place  to  place."  And 
Macaulay  struck  the  keynote  when  he  said 
that  "of  all  inventions,  the  alphabet  and  the 
printing  press  alone  excepted,  those  inventions 
which  abridge  distance  have  done  the  most 
for  civilization. 

We  have  got  to  take  the  American  people 
down  the  track  of  railroading — have  them 
walk  the  ties  that  are  rotting, — have  them 
see  the  worn  out  rails, — have  them  watch 
our  1919  built  locomotives  struggle  out  of  the 
roundhouses  of  the  vintage  of  the  year  1900, 


have  them  look  over  the  inadequate  car  repair 
yards  and  visit  the  machine  shops  still  con- 
taining, in  many  instances,  the  machinery 
and  equipment  of  our  grandfathers, — all  for 
the  lack  of  money. 

There  is  no  royal  road  of  legislation  that 
will  permanently  give  the  railroads  what 
they  need  and  what  they  must  have  in  the  way 
of  revenue.  '  The  public  must  be  educated 
as  to  the  immensity  of  railroading  and  shown 
that  if  gross  revenue  is  enormous,  so  also 
are  gross  expenditures,  and  that  they  are 
being  made  wisely  and  efficiently  and  for  the 
ultimate  good  of  the  service  furnished  to 
those  who  pay  for  it.  It  is  only  by  so  doing 
that  they  can  hope  to  get,  as  they  deserve,  the 
right  public  interest  in  railway  revenue  and 
maintenance. 

Mr.  Samuel  O.  Dunn,  recognized  as  the 
greatest  living  authority  on  railway  trans- 
portation, recently  made  a  rough  computa- 
tion regarding  the  division  of  the  gross  earn- 
ings of  the  railroads  of  the  United  States 
in  1919  and  found  that  in  each  month  of  30 
days,  the  railroads  were  operated  16  days  to 
earn  enough  to  pay  the  monthly  wages  of  the 
employees ;  5^j  days  to  earn  money  to  pay 
for  materials  and  supplies ;  4  days  to  earn 
money  to  pay  for  fuel ;  1  day  to  earn  their 
taxes ;  only  3J^  days'  earnings  went  to  net 
operating  income,  and  that  only  the  earnings 
of  the  last  one-third  of  the  last  day  were 
paid  out  in  salaries  to  all  the  division  and 
general  officers.  Yet  in  spite  of  these  facts, 
many  of  us  believe  that  hundreds  of  millions 
and  even  billions,  are  being  paid  out  in  fat 
salaries  to  the  officers  and  in  dividends  to 
idle  rich. 

Long  before  Russia  became  a  debating  so- 
ciety, she  had  been  unable  either  to  produce 
her  own  needs,  or  even  to  distribute  the  neces- 
sities with  which  her  allies  supplied  her.  It 
became  continuously  more  evident  that  only 
a  first  class  industrial  nation  could  success- 
fully defend  herself  under  the  conditions  of 
a  modern  military  struggle,  and  that  such  a 
nation  could  do  so  only  when  she  either  pro- 
duced within  her  own  borders  the  vastly  in- 
creased needs  of  a  war  or  could  keep  open 
the  pathways  of  communication  with  others 
who  did  so.  Communication  maintained  be- 
came the  very  test  of  the  power  to  preserve 
and  defend  civilization.  The  ability  to  de- 
stroy that  of  the  enemy  ended  the  struggle. 

The  following  article  on  railroading  in  Rus- 
sia appeared  in  a  recent  issue  of  the  Amer- 
ican Red  Cross : 

"The  harassed  agent,  the  consolidated  ticket 
office,  the  yards  and  yards  of  perforated  paper 
passport  which  a  trip  in  the  States  entail, 
are  unknown  quantities  in  Russia,  where 
tickets  are  never  sold  or  asked  for  and  the 
railroads  are  operated  by  the  government. 

"Despite  the  poor  transportation  facilities 
all  Russia  seems  to  be  on  the  move.  People 
simply  jump  on  a  train  and  ride  until  they 


ILLINOIS    CENTRAL    MAGAZINE 


31 


decide  t«  get  off.  The  result  is  that  the 
railroads  at  all  times  resemble  the  Brooklyn 
subway  at  rush  hours  and  every  station  is 
crowded  with  hundreds  of  persons  waiting  for 
a  place. 

"If  a  peasant  woman  hears  that  bread  can 
be  obtained  for  a  few  rubles  in  the  next  town, 
she  takes  her  basket  and  starts  interurban 
marketing.  Since  Russia  is  a  country  of  false 
alarms,  due  to  lack  of  newspapers  many  of 
these  journeys  are  in  vain. 

"Not  only  are  the  coaches  and  freight  cars 
packed  with  humanity,  but  the  engine,  tops 
of  coaches,  steps  and  even  the  bumpers  are 
crowded.  Women  stand  on  the  steps,  hold- 
ing to  the  rail  with  one  hand  and  to  their 
market  baskets  with  the  other.  Through  the 
cold  nights  these  people  rode  for  hours. .  Oc- 
casionally one,  numb  with  cold,  lost  his  hold 
and  slipped  from  the  train.  No  one  paid  any 
attention,  for  no  one  has  any  time  to  mourn 
for  the  dead. 

"When  an  American  Red  Cross  supply  train 
attempted  to  make  a  rush  trip  from  Novoros- 
sik  to  Ekaterinodar,  the  engine  was  obliged 
to  make  eight  trips  to  pull  the  train  of  twenty- 
four  cars  up  a  small  grade.  Three  cars  was 
the  limit  of  this  worn  out  locomotive.  The 
train  reached  Ekaterinodar,  a  distance  of  125 
miles,  after  five  days  of  fitful  and  spasmodic 
traveling.  Scores  of  people  who  might  have 
been  saved  by  the  timely  arrival  of  Red  Cross 
medical  supplies  were  beyond  all  help. 

"It  is  impossible  to  remain  in  a  Russian 
railway  coach  for  a  few  hours  without  run- 
ning great  risk  of  typhus  infection.  The  cars 
are  filled  with  lice  and  insects  of  every  de- 
scription. Disinfection  of  cars  is  unknown." 

The  future  condition  of  our  railroads  is  a 
personal  matter.  On  it  hangs  the  prosper- 
ity of  each  individual  in  our  country.  Upon 
the  railroads  devolve  the  outlet  for  all  this 
production  that  business  is  clamoring  for. 
The  reinstatement  of  the  railroads  is  the  ulti- 
mate route  for  the  reduction  of  the  H.  C.  L. 

And  here  again  are  some  more  facts : 
Railway  Age,  who  is  in  a  position  to  know, 
tells  us  that  to  put  the  roads  in  reputable 
condition,  will  require  the  expenditure  for 
equipment  of  $6,010,000,000  during  the  next 
three  years.  At  the  present  rate  of  income 
and  outgo  these  same  railroads  are  running 
up  an  annual  deficit  of  between  four  and  five 
hundred  millions  without  paying  out  one 
penny  for  expansion. 

These  two  facts  combined  spell  one  thing 
and  only  one  thing — an  increase  in  rates  both 
freight  and  passenger. 

The  mere  suggestion  of  increased  rates  will, 
I  am  well  aware,  bring  violent  commotion, 
uproar  and  agitation.  But  the  fact  remains 
— you  can't  build  bricks  without  straw,  nor 
ean  you  operate  railroads  without  money. 
Furthermore,  you  will  pay  this  increase  as 
just  toll  for  service  rendered  or  you- will  pay 
for  it  in  the  form  of  a  panic  that  will  en- 
tirely overshadow  the  one  of  1907. 


History  tells  us  we  had  a  panic  back  in 
1875,  due  to  excessive  railroad  construction 
without  sufficient  freight  to  support  it.  The 
railroads  and  banks  went  broke  as  a  result. 
The  same  result  can  and  will  arise  from  the 
reverse  cause — production  comparatively  ex- 
cessive as  contrasted  with  railroad  expan- 
sion. 

The  railroads  should  be  given  an  immedi- 
ate and  substantial  increase  in  rates.  They 
must  have  money  with  which  to  repair  the 
damage  of  the  past  and  to  place  themselves 
in  shape  to  earn  a  profit  in. the  future.  If 
the  outlook  for  a  profit  is  not  somewhere 
within  sight,  capital  seeking  an  investment 
will  gravitate  elsewhere. 

In  1913  (the  last  year  available  for  com- 
parative figures)  the  American  railroads  re- 
ceived about  54  of  a  cent  per  ton-mile.  The 
French  roads  received  1.16  cents  for  their 
ton-mile  and  German  roads  received  1.25  for 
theirs. 

Since  that  time  our  costs  have  gone  up, 
but  so  have  theirs.  The  comparison  still  holds 
good.  But  I  am  well  aware  that  proving  the 
fairness  of  increased  rates  will  not  sell  us 
the  idea.  We  are  hard  headed,  tight  fisted 
business  men — just  as  all  business  men  like 
to  imagine  themselves  between  8  in  the  morn- 
ing and  5  at  night.  We  will  have  to  be 
scared  into  giving  up  our  dollar. 

All  right.    Here's  my  valediction. 

"Your  product  may  sell  for  $25.00  a  piece 
when  delivered  to  the  consumer,  but  with  no 
railroad  to  carry  it  to  market, — what  is  it 
worth? 

That  after  all  is  the  whole  question ! 

Your  shipping  platform  may  be  filled  with 
a  million  dollars'  worth  of  goods,  BUT — 
without  means  of  transporting  it  to  your  cus- 
tomers, it  is  worth  about  as  much  as  a  Rus- 
sian Ruble.  Theoretically  it  may  be  worth  a 
million.  Practically  it  is  a  dead  loss.  The 
value  of  any  product  vanishes  without  the 
means  of  transporting  it. 

With  the  railroads  decreasing  in  their  abil- 
ity to  serve,  more  lumber  will  linger  on  the 
Pacific  Coast,  more  coal  in  the  Youghiogheny 
and  Pocahontas  Valleys,  more  grain  in  Kan- 
sas, more  tractors  and  farm  implements  in 
the  state  of  Illinois. 

Money  that  would  be  spent  as  a  result  of 
higher  rates  should  be  looked  upon  as  an  in- 
vestment rather  than  a  disbursement.  It 
would  be  an  investment  that  would  pay  an 
immediate  dividend — not  to  the  stockholders 
and  railroad  officials,  but  to  the  big  American 
public — a  dividend  in  the  form  of  improved 
service,  elastic  arteries  of  transportation  and 
a  more  speedy  restoration  of  normal  condi- 
tions with  lower  prices  as  a  result. 

Prices  will  rise  they  will  tell  us,  "for  lack 
of  production"— I  tell  you,  "for  lack  of  rail- 
road transportation." 

"Render  unto  Caesar  the  things  that  are 
Caesar's,  unto  the  railroads  the  things  that 
are  theirs." 


tamme 

Miss. 


Oktibbeha,  "The  Jersey  County  of  the  South' 

By  John  B.  De  Motte 


J.  K.  Melton  and  S.  J.  Morris  of  the  Il- 
linois Central  R.  R.  came  to  Starkville  last 
week  to  photographically  "shoot  up"  Ok- 
tibbeha County,  Miss.  Melton  brought 
four  cameras  and  we  believe  used  them  to 
good  advantage. 

"Let's  go  out  and  make  some  views  of 
the  southern  corn  fields,"  was  the  first  sug- 
gestion. 

"What  are  they  worth  per  acre?" 

"Oh,  all  the  way  from  $50  to  possibly  $100 
an  acre." 

"Naw,  we  don't  want  anything  like  that," 
shot  back  Melton.  "We  want  some  real 
good  corn  land,  if  we  carry  any  at  all." 

But  Mr.  Melton  changed  his  mind  twenty 
minutes  later  when  we  stopped  the  car 
alongside  of  a  field  just  a  mile  long  that 
will  easily  make  from  100  to  125  bushels 
to  the  acre. 

Oktibbeha  County,  you  know,  produces  a 
great  deal  more  than  dairy  cows — it  has  to 
in  order  to  merit  its  well-known  title  of 
"The  Jersey  County  of  the  South".  Imagine 
a  country  where  beef  cattle  can  graze  al- 
most the  year  round — where  in  winter  the 
dairy  cows  are  put  in  the  barns  at  night 
only—imagine  a  country  where  grass  grows 
like  weeds  and  where  alfalfa  offers  four 


and  sometimes  five  cuttings.  Imagine  all 
this,  if  you  please,  and  you  will  think  of 
Oktibbeha — the  land  of  your  dreams  where 
even  now  the  pick  of  the  country  can  be 
bought  for  $150  an  acre  and  the  richest  un- 
developed land  for  $25  an  acre  and  possibly 
less. 

Not  a  New  Country 

To  quote  from  a  Hand  Book  issued  in 
1887,  the  County  of  Oktibbeha,  Mississippi, 
lies  in  the  second  tier  of  counties  west 
from  the  eastern  border  and  Alabama  line, 
and  in  the  second  tier  north  from  the  cen- 
ter of  the  state  and  on  both  sides  of  the  line 
of  30  degrees  latitude.  Starkville,  the 
county  seat,  is  situated  near  the  center  of 
the  county  and  is  distant,  in  a  direct  line 
from  New  Orleans,  252  miles;  from  Mobile, 
Ala.,  198  miles;  from  Memphis,  Tenn.,  137 
miles;  from  Birmingham,  Ala.,  120  miles, 
and  from  the  Mississippi  River,  125  miles. 

The  average  elevation  of  the  county 
above  the  Gulf  of  Mexico  is  about  600  feet, 
the  drainage  being  southeast  and  northeast 
through  numerous  small  creeks,  into  the 
Tombigbee  and  Noxubee  rivers. 

Oktibbeha,  with  Starkville  as  the  county 
seat,  was  organized  in  1834,  but  it  really 
remained  for  Col.  W.  B.  Montgomery, 


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ILLINOIS    CENTRAL    MAGAZINE 


33 


./UM. 

/  Co  opei 
Dairy 


years  later,  to  put  it  on  the  map  by  bring- 
ing down  here  the  largest  herd  of  registered 
Jerseys  in  the  United  States  and  now  num- 
erous herds  of  Jersey  cattle,  both  registered 
cattle  and  grade  Jerseys,  are  located 
throughout  the  county.  It  is  truly  the 
Jersey  center  of  the  south  and  many  indi- 
vidual farmers  operating  dairies  on  their 
farms  own  from  fifty  to  one  hundred  and 
fifty  milk  cows. 

The  Cooperative  Creamery 
Practically  all  of  the  butterfat  produced 
in  the  county  is  sold  through  the  A  and  M 
Cooperative  Creamery,  which  is  centrally 
located  on  the  College  campus  and  the  suc- 
cess of  this  creamery  has  attracted  atten- 
tion far  and  wide.  Since  its  founding  many 
others  have  been  started  in  the  south,  with 


it  as  the  model.  Producing  only  the  finest 
Jersey  butter,  the  A  and  M  Creamery  has 
a  waiting  market  at  top  prices  and  has  no 
trouble  in  paying  the  farmers  from  two  to 
seven  cents  more  than  any  other  creamery 
of  the  south  and  four  to  seven  cents  more 
than  Chicago  quotations.  The  farmers 
therefore  draw  good  sized  monthly  checks, 
there  being  more  than  a  dozen  who  re- 
ceived $400  and  more  last  month. 

Live  stock  and  dairying  is  the  principal 
industry  here  because  of  the  ease  with 
which  the  legumes  and  grasses  are  grown 
for  meadows  and  pastures,  but  the  farms 
that  are  fully  cultivated  grow  practically 
everything  that  is  produced  in  the  north. 

The  soil  of  eastern  Oktibbeha  carry  all 
the  interesting  and  varied  types  of  soil 


fill  Tin  »jk£«[  fja.il  ill!  li  •'.  Ii  ii 

fiilPl«.  if^-ii  ii 


gricultuml  &  Mechanical  (bllege,  Starkvllle  Miss 


i  H  r  v 


U  III  I! 


ILLINOIS    CENTRAL    MAGAZINE 


35 


of  that  remarkable  area  known  as  the 
Northeast  Prairie,  which  of  late  years  has 
aroused  the  wonder  and  interest  of  the 
nation's  leading  and  most  prominent  advo- 
cates of  alfalfa  growing. 

Lime  in  Abundance 

The  area  so  circumscribed  lies  wholly 
within  the  Selma  chalk  belt  and  has  an  un- 
derlying strata  varying  in  thickness  of  the 
geological  formation  known  as  "Rotten 
Limestone."  As  building  stone  or  as  ma- 
terial for  the  construction  of  roads,  this 
limestone  on  account  of  its  rapid  disin- 
tegration when  exposed  to  air,  is  not  con- 
sidered valuable,  but  as  an  agricultural 
asset  it  is  invaluable  on  account  of  its  rich 
deposits  of  lime,  phosphorus  and  potash. 
There  is  hardly  a  farm  in  this  section  which 
does  not  show  a  cropping  somewhere  of 
this  lime. 


Clovers  and  Other  Legumes 

No  locality  in  the  South  can  be  better 
suited  to  the  growing  of  legumes  than  east- 
ern Oktibbeha.  Five  cuttings  of  alfalfa 
yielding  an  average  of  a  ton  per  acre  at 
each  cutting  are  often  produced  in  a  single 
season.  The  friendliness  of  the  soils  for 
clovers  is  evidenced  not  only  by  fields  of 
alfalfa  but  also  in  frequent  volunteer 
growths  of  the  burr  clover  in  pastures  that 
remain  green  throughout  the  winter,  and 
in  summer  carpets  of  white  alsike  clovers 
which  in  many  instances  have  driven  the 
weeds  away  from  the  roadside  ditch-banks. 
Melilotus,  that  hardy  pioneer  of  the  clover 
family,  is  also  seen  along  the  roadsides 
through  the  summer  and  fall,  growing  in 
wild  profusion  and  showing  its  preference 
for  the  soils  that  have  the  highest  content 
of  lime. 


36 


.  ILLINOIS    CEXTRAL    MAGAZINE 


On  broken  and  exposed  areas  of  the 
Selma  chalk,  melilotus  is  the  pioneer,  other 
clover  and  grasses  following  its  lead.  Les- 
pedza  clover  is  seen  in  volunteer  growth 
throughout  the  entire  county.  Red  clover, 
crimson  clover  and  the  vetches  are  grown 
successfully.  Soy  beans  and  cow  peas  give 
heavy  yields  of  hay  or  satisfactory  returns 
in  seed. 

On  account  of  the  abundance  of  clovers, 
bee  culture  is  a  very  promising  industry. 
The  Wonderful  Climate     - 

Contrary  to  a  seeming  prevalent  idea,  the 
climate  of  Oktibbeha  is  not  unusually  warm 
in  the  summer.  Many  people  who  do  not 
know  the  country  believe  that  it  gets  very 
hot  during  summer  months  but  such  is 
not  the  case.  As  a  matter  of  fact  the  cli- 
mate throughout  the  year  is  very  delightful 


first  killing   frost   in   the    fall   comes   about 
November  15th. 

This  gives  a  growing  season  averaging 
not  less  than  250  days  and  with  this  as  a 
minimum  it  can  be  seen  that  such  a  long 
season  makes  possible  the  growing  of  two 
yields  of  many  crops  each  year  on  the 
same  land.  It  also  means  a  very  long 
grazing  or  pasture  season. 

What  Is  Malaria? 

"But  malaria,"  whispered  Melton,  "what 
do  you  do  to  keep  off  the  fever — should  I 
load  up  on  quinine  while  I  am  down  here?" 

And  this  brings  us  to  one  of  the  most  in- 
teresting facts  concerning  the  south.  Long 
years  ago  the  fevers  produced  in  the 
swamps  of  the  alluvial  empire  were  famous 
the  world  over.  It  was  considered  then  as 
foolhardy  to  brave  the  terrors  of  this  ter- 


Cotton  and  Sweet  Potato 
Beds  -  Oktibbeha  Co. Miss. 


as  compared  with  the  climate  of  the  so- 
called  corn  and  wheat  belt. 

The  average  temperature  during  July, 
the  hottest  month,  is  eighty  and  nine-tenths 
degrees.  January  is  the  coldest  month. 
The  average  temperature  for  this  month, 
as  indicated  through  a  period  of  many 
years,  is  forty-six  degrees.  Thus  the  cold- 
.est  month  has  an  average  temperature  of 
ten  degrees  above  freezing. 

The  yearly  average  temperature  of  Ok- 
tibbeha is  sixty-four  degrees. 

Sunstroke  and  drouths  are  two  things 
that  are  very  rare,  so  rare  in  fact  as  to  jus- 
tifv  the  statement  that  they  are  practically 
unknown. 

It  does  not  frost  late  in  the  spring  nor 
does  the  frost  come  early  in  the  fall.  This 
'•-  -es:on  a  very  long  growing  sea- 
son. Government  records  through  a  period 
of  vears  indicate  that  the  last  spring  frost 
in  Oktibbeha  is  usually  about  March  10.  The 


ritory.  But  Oktibbeha  is  not  in  the  delta 
where  this  may  have  been  true  years  ago. 
Oktibbeha  is  one  of  the  highest  points  of 
Mississippi  and  truthfully  boasts  of  the 
"grass  lands  of  Kentucky,  the  fertile  soil 
of  the  delta,  and  a  wonderful  climate  all 
its  own." 

In  the  well  known  book  of  "Diseases  of 
the  Southern  States"  we  find  the  following 
paragraph: 

"As  is  well  known,  malaria  is  now  al- 
most or  entirely  absent  from  regions  in 
which  it  was  formerly  very  prevalent,  and 
in  other  places  is  rapidly  diminishing.  In 
the  regions  in  mind  the  change  was  inde- 
pendent of  designed  effort  and  was  the 
unexpected  result  of  the  progress  of  civili- 
zation." 

One  of  the  leading  specialists  makes  the 
statement  that  there  is  more  malaria  along 
the  Hudson  and  in  New  York  than  there 
is  down  -here^  and  my  own  experience 


ILLINOIS    CENTRAL    MAGAZINE 


37 


bears  him  out.  As  a  youngster  in  Indiana, 
I  suffered  every  fall  from  this  source.  Later 
I  was  down  with  the  fever  while  out  in 
Washington  state,  and  still  later  I  nearly  died 
from  the  disease  while  in  Maryland,  and  when 
I  came  South  my  relatives  gave  me  up  as 
lost,  and  considered  my  coming  as  suicidal. 

But  the  results  have  been  surprising. 
Not  once  in  the  four  years  have  I  felt  the 
chills  approaching.  And  not  once  have  I 
started  to  taking  drugs. 

A  survey  of  Oktibbeha  was  made  last 
spring  by  state  health  authorities  to  ascer- 
tain if  it  was  advisable  to  institute  a  malaria 


they    had    a    good    excuse    for    wanting    to 
delay. 

The  Mississippi  ^Agricultural  and  Me- 
chanical College  is  one  of  the  show  places 
of  Dixie — and  it  is  the  largest  institution 
of  its  kind  in  the  South.  It  was  founded 
in  1880.  It  is  impossible  to  even  attempt 
to  do  justice  in  such  a  limited  space,  so 
sufficeth  it  to  say  that  the  many,  many 
buildings  and  the  hundreds  of  acres,  all  in 
the  hands  of  the  finest  experts  of  the  land 
are  devoted  during  the  winter  to  the  edu- 
cation of  some  1,800  men,  and  in  the  sum- 
mer to  the  boys,  the  county  agents,  the 


campaign.  Some  were  rather  hopeful  that 
the  required  five  per  cent  would  be  found, 
because  they  thought  the  benefits  of  the 
expensive  campaign  would  be  far-reaching 
in  other  ways — but  the  necessary  five  per 
cent  of  malaria  could  not  be  found.  Ma- 
laria in  Mississippi,  and  especially  in 
Oktibbeha,  is  practically  a  thing  of  the 
past. 

Showing  Mr.  Melton 

Showing  Mr.  Melton  and  Mr.  Morris 
the  wonders  of  Oktibbeha  in  a  very  lim- 
ited time  proved  to  be  a  very  difficult  task. 
When  the  alloted  time  for  the  college  ex- 
pired and  we  suggested  moving  on,  they 
were  far  from  ready  to  leave,  and  truly 


teachers,  and  the  girls  of  the  state  in  ya- 
'rious  short  courses — each  division  having 
an  allotted  time  to  complete  the  prear- 
ranged studies. 

The  A.  and  M.  College 

This  institution  compares  most  favorably 
with  the  largest  colleges  of  the  North,  and 
its  campus  reminds  one  of  Wisconsin  and 
Illinois. 

The  present  organization  of  the  college 
is  thoroughly  democratic.  It  is  carefully 
planned  along  business  economic  lines  on 
a  broad  educational  basis,  and  consists  of 
the  following  schools  and  departments: 

School   of   Agriculture. 

School  of  Engineering. 


38 


ILLINOIS    CENTRAL    MAGAZINE 


School  of  Industrial  Education. 

School  of  General  Science. 

Department  of  Agricultural  Experiment 
Stations. 

Department  of  Agricultural   Extension. 

Departments  of  ;English,  Mathematics, 
History  and  Civics. 

"Well,"  said  Melton,  after  seeing  part 
of  the  college,  "the  farmer  of  Oktibbeha 


not  only  has  one  of  the  greatest  institutions 
of  education  for  his  boys  right  at  his  door 
step,  but  whenever  he  himself  is  up  against 
some  unusual  problem,  all  he  has  to  do  is  to 
jump  into  a  car  and  run  over  here  for 
expert  advice." 

And  this  is  one  of  the  reasons  why 
Oktibbeha  leads  the  state,  why  Oktibbehaus 
won  seven  out  of  sixteen  prizes  offered  in 


ILLINOIS    CENTRAL    MAGAZINE 


39 


a  recent  six  months'  butter  contest,  and 
why  Oktibbeha  got  two  out  of  the  five 
boys  selected  in  a  state-wide  contest  this 
summer  to  represent  Mississippi  in  the 
International  Live  Stock  Judging  Contest 
at  the  coming  Southeastern  Fair. 

A.  and  M.  not  only  offers  the  finest  edu- 
cation for  the  boys,  but  its  experts  stand 
ready  at  all  times  to  help  and  advise  any 
farmer  or  stockman,  and  the  benefits  of 
this  assistance  is  readily  to  be  seen 
throughout  the  county. 

In  addition  to  the  college,  the  Oktibbeha 
County  Agricultural  High  School  at  Long- 
.view  must  not  be  forgotten,  nor  the  Mis- 
sissipi  State  College  for  Women,  which  is 
located  at  Columbus,  25  miles  from  Stark- 
ville. 

"You've  shown  me  some  of  the  best  farms 
in  the  South,"  said  Melton  on  the  last 
afternoon,  "you've  shown  me  wonderful 
pastures,  and  the  still  more  wonderful 
herds  of  Jersey  cows;  you've  shown  me 
fifty  miles  of  good  rock  road  and  fifty 
more  in  the  making;  you've  shown  me  a 
dandy  little  city  in  Starkville,  with  its 
paved  streets,  concrete  sidewalks,  good, 
schools  and  churches — now,  how  about  the 
pretty  girls?" 

And  the  front  cover  of  this  issue  shows 
what  Melton  thought  of  our  young  ladies. 

In  Conclusion 

But,  seriously,  there  is  a  message  in  the 
foregoing,  which,  if  you  can  unearth  it, 


makes  us  wonder — down  here  where  life 
and  living  seem  so  close  to  perfection — 
why  the  dairyman  of  Wisconsin  suffers 
through  the  long  and  expensive  winter,  and 
why  the  farmer  of  Iowa  or  Ohio  puts  his 
money  into  $700,  $400,  and  even  $200,  when 
the  productive  lands  of  Oktibbeha  offer 
many  superior  advantages  and  can  be  pur- 
chased for  $50  an  acre.  And  the  citizens 
here  are  clamoring  for  more  real  farmers, 
so  that  all  of  the  275,000  acres  can  be  put 
into  proper  cultivation,  thereby  bringing 
maximum  prosperity  to  all. 

Some  rare  opportunities  are  now  afforded 
investors  who  have  the  know-how  and 
some  means  for  very  profitable  investments 
in  the  purchase  and  development  of  some 
of  Oktibbeha's  rich  bottom  lands,  and  we 
heartily  invite  all  who  desire  a  home,  where 
prosperity  goes  hand  in  hand  with  a  high 
civilization,  where  educational  facilities  are 
unsurpassed  to  at  least  see  what  Starkville 
and  Oktibbeha  offers  before  definitely  se- 
lecting a  permanent  location. 

The  Starkville  Chamber  of  Commerce 
does  not  own,  buy  or  sell  land.  It  has  no 
pecuniary  interest  in  any  land  transaction. 
It  is  supported  by  farmers,  banks,  business 
houses,  and  live  stock  breeders  having  at 
heart  the  full  development  of  Oktibbeha. 
Homeseekers  are  invited  to  correspond 
with  this  organization.  Reliable  information 
will  be  furnished  upon  request,  and  there  is 
no  charge  whatever  for  any  service  this  or- 
ganization may  render. 


SAFETY  FIRST 


Office  of 
Chairman,  General  Safety  Committee 


Yours 


SAFETY  FIRST,  belongs  to  each  and  every  em- 
ploye on  this  System.  It  is  something  personal 
which  they  have  and  should  be  protected  by  them, 
next  to  the  home.  And  is  it  not  really  part  of  the 
home,  for  if  carefully  guarded,  it  means  more  happy 
homes. 

The  SAFETY  FIRST  movement  is  yours,  and  its 
strength  is  limited  only  to  the  extent  that  you  are 
willing  to  practice  it. 

We  feel  confident  that  each  and  every  employe 
of  this  System  realizes  the  value  of  this  possession, 
and  that  the  Bulletins  and  suggestions  which  this 
Department  distributes  are  to  you  the  same  as  letters 
between  members  of  one  big  family,  telling  of  the 
fortunes  and  misfortunes  of  some  brother  employe, 
who  by  thoughtless  act  has  met  with  injury,  perhaps 
fatal,  brought  pain  and  suffering,  not  only  upon  him- 
self, but  possibly  left  a  widow  and  children  who, 
though  cared  for  in  the  way  of  worldly  goods,  will 
want  for  the  love  and  care  of  husband  and  father. 


ALWAYS  BE  CAREFUL. 


I.  C.  R.  R.  Go's  Largest  Locomotive  1 899  and  1 920 


By  W.  O.  Moody,  Mechanical  Engineer 


The  design  of  any  modern  locomotive  with 
special  reference  to  its  capacity  is  dictated 
by  the  laws  of  necessity,  which  being  inter- 
preted in  terms  of  operation,  signifies  in- 
creased economies  caused  by  the  increased  ton- 
nage handled. 

Preceding  the  year  1899,  two;  401  class 
Mogul  engines,  one  acting  as  a  helper,  were 
handling  trains  over  Makanda  Hill  and  the 
officials  in  charge  of  operation  concluded  to 
purchase  a  locomotive  with  a  capacity  to  per- 
form this  task  without  assistance.  The  com- 
pany then  contracted  for  two  locomotives ;  one, 
No.  639,  a  Consolidation  by  the  Rogers  Loco- 
motive Company,  and  No.  640,  a  twelve  wheel- 
er by  the  Brooks  Locomotive  Company,  which 
practically  accomplished  this  and  were  placed 
in  service  between  Centralia  and  Mounds,  111. 

Our  interest  however,  centers  about  engine 
No.  640,  which  was  not  only  of  a  special 
type  but  was  advertised  in  the  periodicals 
of  the  day  as  the  largest  locomotive  in  the 
world. 

Both  of  these  engines  several  years  ago 
were  disposed  of,  but  it  is  interesting  to  note 
that  the  tractive  effort  of  engine  No.  640  at 
49,698  Ibs.  represented  an  increase  in  tractive 
effort  of  89  per  cent  as  compared  with  the 
largest  Consolidation  type  engine  in  service 
at  that  time,  and  is  quite  a  radical  advance 
in  engine  designed  for  the  purpose  of  securing 
increase  in  power. 

There  will  be  delivered  to  this  road  during 
the  later  months  of  1920,  fifty  2-10-2  type 
engines,  which  wheel  base  arrangement  on 
this  road  is  described  as  the  "Central"  type. 
These  are  the  largest  engines  ever  purchased 
for  this  system,  the  tractive  effort  being  73,800 
Ibs.  as  compared  with  51,630  Ibs.  the  tractive 


effort  of  a  Mikado  engine.  Roughly,  this 
represents  an  increase  in  tractive  effort  of 
hauling  capacity  of  about  43  per  cent. 

The  question  naturally  arises  as  to  the  curv- 
ing capacity  for  engines  of  this  character,  in 
view  of  the  fact  that  the  total  wheel  base 
of  the  Mikado  is  but  65  ft.  3l/2  inches,  and 
the  wheel  base  of  the  engines  under  consid- 
eration 82  ft.  10  inches.  This  is  provided  for 
in  the  specially  designed  front  truck,  which 
permits  of  free  movement  of  the  front  of  the 
engine,  at  the  same  time  having  .sufficient 
guiding  power  to  prevent  rail  climbing. 

The  2-10-2  type  of  engine  is  a  gradual  de- 
velopment from  the  Consolidation  by  way  of 
the  Mikado,  and  the  restrictions  imposed  in 
the  boiler  capacity  of  the  Consolidation  de- 
signs disappeared  with  the  advent  of  the 
trailer  truck,  which  permitted  any  practical 
size  of  grate  and  firebox  desired. 

Owing  to  the  size  of  these  engines,  it  will 
be  impossible  to  hand  fire  them,  and  obtain 
their  calculated  capacity ;  hence  they  are  fit- 
ted with  automatic  stokers  which  with  little 
effort  on  the  part  of  the  fireman,  enables 
him  to  maintain  maximum  steam  pressure  at 
all  times,  and  the  controls  are  such  that  he 
is  enabled  to  fire  his  coal  to  any  portion  of 
the  firebox  as  needed  and  as  called  for  either 
by  a  bank  or  a  hole  in  the  fire.  It  is  expected 
a  number  of  these  engines  will  be  placed  in 
service  on  the  Amboy  District  between  Clin- 
ton and  Freeport. 

These  engines  are  representative  examples 
of  the  locomotive  design  art  of  the  period  of 
their  construction,  both  as  to  general  pro- 
portions of  boiler  capacity,  to  cylinder  ca- 
pacity, and  the  dimensions  of  their  various 
parts  may  be  better  understood  by  referring 
to  the  table 'below: 


No  640 

Cylinders — inches    23  X30 

Boiler   Diameter — inches   80^ 

Steam  Pressure — pounds  210 

Heating  surface — sq.   ft 2500 

Grate   size — inches   41^4  x  131 

41 


Mikado      2901-2950 

27  x  30  30  x32 

82  88 

175  190 

4070  5156 

84  x  120^  96^x132^ 


42 


ILLINOIS    CENTRAL    MAGAZINE 


Grate   area — sq.    ft 37.5                       70  88.2 

Total  Wheel  Base —.26  ft.  6  ins.       35  ft.  2  ins.       44  ft.  2  ins. 

Driving    Wheel    Base 15  ft.  9  ins.       16  ft.  6  ins.      22   ft.  4  ins. 

Weight   on    Front    Trucks— Ibs 40050                   25050  28500 

Weight    on    Drivers — Ibs 181400                  218300  293000 

Weight    on    Trailer — Ibs 40500  58500 

Weight  on  Engine— Total  Ibs ..221450                   283850  380000 

Tractive     Effect— Ibs 49698                    51630  73800 

Superheater — surface — sq.    ft r. —                         1083  1230 

Diameter  of  Drivers — inches 57                          63  631 

Tender    tank  capacity — gallons 7000                     9000  12000 

Tender    coal    capacity — tons _15                         15  16 


op  Superintendents  an 


An  opportune  time  was  afforded  at  a  re- 
cent conference  in  the  General  Superitendent 
Motive  Power's  office  to  have  a  group  photo- 
graph taken  of  our  shop  superintendent  and 
master  mechanics,  also  the  master  mechanics' 
chief  clerks  and  several  general  office  force 
in  the  Mechanical  Department,  and  present 
them  herewith,  giving  names  and  location, 
for  the  benefit  of  such  of  us  who  possibly 
have  corresponded  with  them  but  never  knew 
what  a  good  looking  bunch  they  are. 

Master  mechanics  and  shop  superintendent, 
reading  from  left  to  right : 

Top  Row — Wm.  Ormsby,  Freeport ;  S.  R. 
Mauldin,  Water  Valley ;  L.  Grimes,  Jackson ; 
E.  C.  Roddie,  McComb;  L.  A.  Kuhns,  East 
St.  Louis. 

Middle  Row— J.  A.  Bell.  Mattoon;  J.  W. 
Branton,  Centralia ;  G.  C.  Christy.  Vicksburg ; 
J.  F.  Walker,  Paducah ;  O.  A.  Garber,  Mem- 
phis. 


Bottom  Row — Norman  Bell,  Waterloo ;  V 
U.  Powell,  Burnside ;  H.  L.  Needham,  Clin- 
ton ;  L.  A.  North,  Burnside. 

Top  Row — J.  R.  Brassa,  chief  accountant, 
Burnside ;  H.  H.  Williams,  chief  clerk,  Vicks- 
burg ;  J.  E.  Cleaves,  chief  clerk,  Memphis ; 
W.  H.  Diefenthaler,  chief  clerk,  Freeport; 
V.  J.  Vogeli,  chief  clerk,  Jackson. 

Middle  Row — H.  E.  Wardlaw,  chief  clerk, 
McComb ;  E.  G.  Bishop,  chief  clerk.  East  St. 
Louis ;  H.  F.  Collins,  chief  clerk,  Water  Val- 
ley ;  A.  F.  Jenkins,  chief  accountant,  Cen- 
tralia ;  A.  F.  Buckton,  chief  clerk,  Mattoon ; 
W.  J.  Lynch,  chief  clerk,  Burnside. 

Bottom  Row — G.  F.  Constant,  assistant 
chief  clerk,  Chicago ;  C.  H.  Thorngren,  ac- 
countant, Chicago ;  S.  S.  McGrew,  chief  clerk, 
electrical  engineer,  Chicago ;  L.  R.  Cleaves, 
chief  clerk,  Paducah ;  C.  A.  Fish,  chief  clerk, 
Waterloo;  H.  O.  Britton,  chief  clerk,  Clin- 
ton ;  V.  C.  McClary,  assistant  chief  clerk, 
Chicago. 


let  Clerks  land  Chief  Account 


The  Supply  Train 

By  C.  A.  Phelps,  Division  Storekeeper,  East  St.  Louis,  111. 


On  first  glance  at  the  title  of  this  article 
you  will,  no  doubt,  say  it  is  an  old  one  and 
has  been  covered  time  and  time  again,  but 
I  want  you  to  especially  notice  it  is  Supply 
Train  and  not  Supply  Cars. 

The  Supply  Train  on  a  railroad  like  ours 
is  a  very  large  and  important  item,  a  great 
many,  I  am  afraid,  not  realizing  its  real 
value  or  giving  it  the  necessary  thought 
and  attention  it  deserves. 

To  have  a  successfully  operated  Supply 
Train,  we  must  have  the  moral  and  personal 
support  of  a  large  number  of  employes  hi 
every  department  of  the  railroad. 

When  we  stop  to  think  of  the  large  num- 
ber of  local  freight  shipments  of  supplies 
which  it  was  necessary  to  make,  and  the 
handling  involved,  to  say  nothing  of  the  in- 
convenience occasioned  By  loss  in  transit 
and  shipment  going  astray,  it  will  be  readily 
seen  that  the  Supply  Train  is  a  necessity, 
and  fully  deserving  of  the  efforts  put  forth 
to  make  it  a  success. 


In  order  that  the  necessary  amount  and 
correct  items  to  be  furnished  may  be  dis- 
tributed it  requires  the  close  attention  of  the 
section  and  extra  gang  foreman;  signal 
maintainer,  pumper,  B.  &  B.  foreman  and 
agents  in  making  up  their  orders  to  be  for- 
warded to  the  superintendents  and  road 
masters.  It  is  very  essential  that  the  party 
transferring  the  orders  to  the  supply  car 
sheets  be  very  careful  in  placing  the  correct 
amounts  in  the  proper  column,  as  these 
sheets  are  used  at  the  general  storehouse  in 
loading  the  material  to  be  distributed. 

I  have  heard  several  complaints  and  criti- 
cisms of  the  Supply  Train,  account  of  sup- 
posed shortages  in  .amounts  and  kinds  of 
material  furnished.  Investigation  showed 
that  the  items  ordered  had  been  either  put 
in  the  wrong  column  on  Supply  Train  sheets 
or  incorrect  amount  ordered.  It  is,  of 
course,  necessary  at  times  for  either  the 
Superintendent,  Road  Master  or  Division 
Storekeeper  to  alter  or  eliminaie  certain 


43 


44 


ILLINOIS    CENTRAL    MAGAZINE 


items  from  the  sheets  on  account  of  errors 
made  by  parties  originating  the  order,  but  I 
believe  that  the  one  originating  the  order 
should  be  advised  of  such  changes  so  he 
will  know  just  what  items  to  expect. 

A  Supply  Train,  to  give  efficient  service, 
should  not  be  run  in  connection  with  local 
freight  train  on  heavy  material  districts, 
but  should  be  run  as  an  extra,  carrying  not 
less  than  three  (3)  light  weighed  cars  for 
loading  scrap;  one  for  rail,  one  for  miscel- 
laneous roadway  scrap  and  the  other  for 
mechanical  scrap;  the  cars  being1  billed  to 
the  Division  Storekeeper  when  arriving  at 
the  end  of  his  division;  and  by  him  to  the 
General  Storehouse  if  loaded  to  capacity 
and  properly  classified,  after  being  weighed. 
Some  may  object  to  this  arrangement,  say- 
ing if  run  extra  it  would  be  necessary  to 
have  the  Section  Gangs  waiting  for  the 
cars.  This  can  be  overcome  by  starting  a 


gang  to  go  through  with  the  cars  to  the 
end  of  the  Supervisor's  district. 

In  connection  with  the  train,  a  car  or  cars 
containing  material  such  as  fence  material, 
frogs  and  switches,  etc.,  should  be  carried 
such  car  or  cars  to  be  loaded  by  the  Di- 
vision Storekeeper  and  forwarded  to  the 
proper  point  to  be  put  with  the  train.  By 
doing  this  it  will  eliminate  the  large  amount 
of  car  days  wasted  by  so  called  peddler 
cars  containing  material  for  several  points. 
Of  course,  this  is  not  advisable  for  material 
ordered  for  large  authority  jobs,  or  where 
laying  new  rail. 

At  proper  seasons  of  the  year  it  is  ad- 
visable to  carry  a  tank  of  crude  oil  to  be 
distributed  to  Section  Foremen  for  oiling 
joints,  thereby  eliminating1  the  delay  and 
abuse  to  metal  oil  drums,  which  are  scarce 
and  valuable.  It  is,  of  course,  necessary 
that  proper  storage  for  this  oil  at  the  tool 
houses  be  provided,  which  can  gradually  be 


RESIDENTIAL,  SECTION,  STARKVILLE,   MISS. 


•ILLINOIS    CENTRAL    MAGAZINE 


45 


done  by  furnishing  old  containers,  such  as 
gas  and  air  drums. 

The  present  Supply  Trains  consist  of 
three  sets  of  equipment,  known  as  Lines  1, 
2  and  3.  Line  1  running  from  Chicago 
south  to  Durant,  Mississippi,  back  to  Pa- 
ducah,  where  they  are  restocked,  and  thence 
to  Louisville,  Ketucky,  and  back  to  Oilman, 
via  Indiana  Division,  serving  the  Illinois, 
St.  Louis,  Tennessee,  Mississippi,  Kentucky 
and  Indiana  Divisions.  Line  2  running 
from  Kankakee  to  E.  St.  Louis,  via  Bloom- 
ington  and  Clinton,  thence  to  Brookport 
and  back  to  Carbondale,  going  through  to 
Freeport,  via  Springfield  Division,  cars  be- 
ing restocked  at  Freeport  before  going  west 
to  care  for  the  western  lines.  This  line 
serves  the  B.  P.  &  T.  Districts  of  Illinois, 
Springfield,  St.  Louis,  Wisconsin,  Minnesota 
and  Iowa  Divisions.  Line  3  starts  from 
Memphis  and  cares  for  the  Memphis,  Vicks- 
burg,  New  Orleans  and  Louisiana  Divisions 
also  New  Orleans  Terminals.  This  car  be- 


ing restocked  at  Harriston.  The  material 
for  restocking1  all  three  lines  being  fur- 
nished by  Burnside  and  shipped  to  the  re- 
stocking points. 

A  great  deal  has  been  said  about  the  serv- 
ices rendered  by  these  trains,  some  pleas- 
ant and  some  unpleasant,  but  I  find,  from 
personal  observation,  that  where  the  boosts 
come  from  and  where  the  service  is  the  best, 
is  where  the  Division  people  take  an  interest 
in  the  train,  ride  it  and  see  that  it  is  given 
prompt  movement  and  furnished  with  prop- 
er equipment. 

This  is  an  important  subject,  and  I  know 
much  more  could  be  said  about  it,  but  I 
am  going  to  leave  it  here  with-  you  and  ask 
you  to  go  farther  with  it  in  your  own  mind 
and  see  if  you  cannot  think  of  something 
you  can  do  or  say  that  will  not  only  im- 
prove the  service,  but  put  you  down  as 

A  BOOSTER  FOR  THE  SUPPLY 
TRAIN. 


NEAR  STARKVILLE,   MISS. 

1.  Trim    Cane    bottom    in    its    natural    state.      Five    miles    northwest    of    Starkville,    Miss. 

2.  Main    Canal    (upper   portion),    "Central    Drainage    District"    of   Oktibbeha   Co.,    Miss.      At 
Reed  Road,  5  mi.  N.  W.  of  Starkville,  May  29,  1916.     Bottom  l1^   mi.  wide   (Trim  Cane).     Was 
cut  here  20  ft.  wide  and  8  ft.  deep — has  washed  out  in  15  mo.  to  32  ft.  wide  and  10%  ft.  deep. 
Sub-ditch  cut  entirely  by  flowing-  water.     Fall  6  ft.  per  mi.     Main  canal  12%  mi.     Seven  laterals, 
7  mi.     Size  of  Dist.,  10,000  acres.     Lower  portion  main  canal  about  twice  as  large  as  shown  here. 

3.  Alsike    clover    supported    by    red    top    and    orchard    grass,    on    reclaimed    land    of   Central 
Drainage   District,   Oktibbeha  Co.,   near  Starkville,   Miss. 


Things  We  Should  or  Should  Not  Do 


A  one-inch  hexagon  nut  is  worth  four 
and  one-half  cents  in  stock  and  only  one- 
half  of  one  cent  in  the  scrap.  This  repre- 
sents a  loss  of  four  cents  each.  Keep  good 
material  out  of  the  scrap. 

When  a  man  damages  a  steam  heat  hose 
on  account  of  carelessness  in  uncoupling  he 
has  cost  the  Company  the  equivalent  to  his 
day's  wages. 

If  when  screens  are  taken  down  in  the 
fall  they  are  given  a  coat  of  linseed  oil  and 
kerosene  they  will  last  for  years. 

Winter  will  soon  be  upon  us — look  out  for 
your  steam  leaks,  as  it  will  be  an  easy  mat- 
ter to  throw  away  a  lot  of  money  in  fuel 
for  which  we  get  no  return. 

Keep  up  the  good  work  of  releasing  cars 
promptly.  Don't  wait  for  somebody  to  jog 
you  up. 

Get  every  man  in  your  organization  in- 
terested in  his  job.  Make  him  see  that  the 
work  he  is  doing  is  necessary  and  has  a 
vital  effect  on  the  general  results.  The  Il- 
linois Central  already  has  an  enviable  repu- 
tation—let's make  it  better. 

It  never  rains  but  it  pours.  Be  ready  for 
it  at  all  times. 

It  is  impossible  to  purchase  nails  at  times 
in  the  market.  Can't  you  clean  up  and  get 
the  surplus  in  use? 


Assist  in  getting  train  over  road — "Don't 
Bull." 

Materials  cost  as  much  as  foods.  H.  C.  L. 
means  materials;  keep  this  in  mind. 

Load  that  car  the  same  day  set. 

Help  increase  the  car  mileage;  it  will 
help  you. 

Don't  watch  the  clock.  Watch  the  leaks 
in  the  Treasury. 

Railroading  is  like  salesmanship.  If  you 
would  convince  the  traveling  and  shipping 
public  of  the  value  of  the  commodity  which 
you  are  offering  them,  you  must  first  sell 
your  product  to  yourself.  If  you  believe 
that  it  is  right  that  the  commerce  of  the 
world  be  handled  expeditiously  and  h^armon- 
iously;  that  cars  be  kept  moving  in  order 
that  'they  rr|\y  earn  while  depreciating;  that 
the  equipment  be  constructed  safely  and 
maintained  in  the  condition  demanded  by 
the  service  to  which  assigned;  then  by  all 
means  get  into  your  job  with  all  the  energy 
and  resources  at  your  command,  and  you 
will  find  that  it  will  make  a  considerable 
difference  in  the  general  opinion  toward  the 
railroad  as  well  as  your  personal  property. 

Cut  out  the  over-time.  Do  it  in  eight 
hours. 

Good-bye.    Will  see  you  in  October  issue. 


The  Misses  Naomi  Downey,  Mary  Balder- 
son,  Florence  and  Nina  Berger,  of  the  gen- 
eral offices  of  the  I.  C.  R.  R.  in  Chicago,  spent 
a  most  pleasant  week-end  trip  in  Vicksburg, 
Miss.,  having  arrived  Saturday,  May  29th, 
and  owe  their  gratifications  to  Mr.  J.  A. 
Chisholm,  accountant  in  storekeeper's  office, 
and  Mr.  W.  B.  Watson,  of  the  superintend- 


ent's office,  who  so  royally  entertained  them- 
The  girls  visited  the  storehouse  and  were 
made  acquainted  with  some  of  the  office  force, 
as  shown  in  the  picture,  after  which  they 
toured  through  the  National  Park  Cemetery 
and  the  outskirts  of  Vicksburg.  They  ar- 
rived back  in  Chicago,  Tuesday  and  vowed 
it  would  not  be  their  last  trip  to  Vicksburg. 


46 


How  to 


It  is  not  the  Science  or  curing  Disease  so  much  as  trie  prevention  01  it 

tnat  produces  the  greatest  ^pod  to  Humanity.  One  of  the  most  important 

duties  of  a  Health  Department  should  be  the  educational  service 

A     A     A     A  teaching  people  how  to  live   A     *     *     A 

Care  of  the  Teeth  and  Mouth 


The  cleanliness  and  freedom  from  bacterial 
dirt  of  the  teeth  and  mouth  is  now  realized 
to  be  a  matter  of  great  importance  and  we 
are  instructed  to  thoroughly  cleanse  the  teeth 
at  least  once  a  day  but  the  reasons  underlying 
this  matter  have,  in  the  light  of  present  prog- 
ress and  understanding,  become  more  numer- 
ous and  weighty. 

It  is  now  realized  that  inflammations  of  the 
gums  a,nd  lining  membrane  of  the  mouth  are 
the  causation  of  numerous  diseases  which  in 
former  years  were  treated  per  se  and  with- 
out thought  of  any  remote  contributing  cause 
lying  in  the  mouth.  These  diseases  include 
acute  rheumatism,  chronic  joint  diseases, 
heart  troubles,  gall  bladder  inflammations,  etc., 
etc. 

We  are  living  at  a  rapid  rate  of  speed, 
food  with  which  we  are  supplied  has  been 
changed  in  form  and  in  its  relation  to  the 
digestive  juices;  our  forefathers  did  not  have 
the  pleasure  of  buying  a  pre-digested  food 
which  could  be  prepared  for  use  in  three 
minutes,  eaten  in  one  and  a  half  minutes  and 
digested  in  no  time  at  all :  they  went  out  into 
the  forest  and  shot  their  game,  skinned  and 
prepared  it  and  then  with  an  appetite  which 
needed  no  artificial  stimulation,  masticated 
and  swallowed  it,  leaving  a  virile  digestive 
system  to  extract  the  nourishment  and  turn 
it  back  into  the  blood  to  make  strength  and 
health. 

The  teeth  were  kept  clean  and  healthy  by 
reason  of  the  polishing  they  received  in  chew- 
ing rough  food-stuff  and  very  little  thought 
was  bestowed  upon  just  which  tooth-paste  to 
use  and  whether  a  brush  should  have  hard 
or  medium  bristles. 

Then  came  the  gradual  changes,  starting 
with  prevention  of  decay  in  the  tooth  ac- 
complished principally  either  by  extraction  or 
by  grinding  and  filling ;  -later  on  came  mouth 
washes  to  be  used  often  and  accompanied 
by  the  use  of  various  powders  and  pastes  ap- 
plied with  a  brush — all  this  to  prevent  decay 
in  the  teeth  and  keep  the  mouth  clean. 

Today  we  go  still  further  and  take  X-ray 
pictures  of  the  teeth  and  determine  thereby 


their  condition  and  gain  knowledge  as  to  their 
future  durability,  but  principally  and  of  more 
value,  find  out  whether  a  particular  pus  pocket, 
discoverable  only  by  the  X-ray,  is  not  the 
principal  contributing  cause  of  infection  of 
the  gall-bladder  and  possibly  even  the  bottom 
of  the  excruciating  pain  experienced  in  gall- 
stone colic. 

It  is  a  matter  worthy  of  comment  that  we 
no  longer  see  the  fine  large  impressive  jaws 
of  our  ancestors  in  the  present  age  and  civil- 
ization and  it  is  highly  probable  that  our  con- 
tinued use  of  the  soft  prepared  foods  now  on 
the  market  has  led  to  a  less  active  use  of 
muscles  of  the  jaw  used  in  chewing  and 
grinding,  thus  producing  a  condition  shown 
by  jaws  of  less  size,  of  muscles  soft  and 
flabby  and  of  digestions  liable  to  derange- 
ment for  the  slightest  cause. 

The  first  .teeth  must  be  watched  so  that 
the  second  teeth  may  come  regularly,  or  oth- 
erwise 'deformity  of  the  jaw  results.  Too 
early  or  too  late  loss  of  the  first  teeth  dis- 
turb the  eruption  of  the  second  teeth.  If  one 
jaw  is  narrow,  its  teeth  will  not  meet  those  of 
the  other  jaw  and  the  deformed  jaw  must 
be  spread  by  the  dentist.  A  narrowing  of 
the  upper  jaw  with  high  arched  roof  to  the 
mouth  interferes  with  the  breathing  through 
the  nose  and  thus  may  lead  to  adenoid  growth 
and  pinched  nostrils.  Tonsils  and  adenoids 
must  be  removed  to  prevent  extension  of 
the  inflammation  in  them  through  the 
eustachian  tubes  which/  lead  to  the  ears. 
Deafness  in  children,  recurring  colds,  ab- 
scess of  the  ears  and  mastoid  disease  are  usu- 
ally caused  by  diseased  tonsils  and  adenoids. 
Protrusion  of  the  teeth  of  the  upper  jaw  may 
be  induced  by  the  habit  of  thumb-sucking'  in 
infants.  , 

Extra  or  supernumerary  teeth  constitute  an- 
other cause  of  irregularity  of  the  jaws.  One 
must  pay  particular  attention  to  the  teeth 
during  the  period  from  the  seventh  to  four- 
teenth years  of  childhood,  as  this  is  the  time 
for  the  dentist  to  care  for  the  first  and  pre- 
vent their  early  decay,  or  to  straighten  the 
teeth  by  methods  which  have  reached  such  a 


47 


48 


ILLINOIS    CENTRAL    MAGAZINE 


state  of  perfection  that  they  have  become  a 
specialty.  Irregularities  of  the  teeth  pro- 
duce spaces  in  which  food  lodges  and  thus 
favor  decay.  It  has  only  been  of  late  years 
that  the  fact  has  been  given  general  recogni- 
tion that  the  prevention  of  decay  is  attained 
chiefly  by  regularity  and  perfect  polish  of 
the  teeth.  If  the  surface  of  the  enamel  is 
wholly  free  from  irregularities  and  roughness 
there  is  no  chance  for  the  food  to  stick  to 
them  and  one  might  almost  do  without  a  tooth 
brush ;  this  condition  is  one  rarely  met  with, 
and  the  above  statement  will  only  serve  to 
emphasize  the  extreme  importance  of  daily 
brushing  of  the  teeth  and  keeping  the  enamel 
in  as  smooth  a  condition  as  is  possible.  A 
visit  to  the  dentist  should  be  made  several 
times  a  year  for  the  purpose  of  having  the 
tartar  removed  and  the  teeth  polished — this 
is  very  necessary  and  constitutes  the  pro- 
phylactic method  of  caring  for  the  teeth. 

The  teeth  should  be  properly  brushed  after 
each    meal    and    certainly    once    daily,    before 


bed  time,  as  that  is  most  important  in  pre- 
venting a  long  delay  of  food  on  the  teeth, 
i.  e.,  over  night.  The  brush  should  be  rather 
soft,  so  as  not  to  injure  the  gums  and  have 
bristles  of  varying  length  to  reach  into  irreg- 
ular spaces.  The  motion  given  the  brush 
should  be  from  above  downward  over  the 
surface  of  the  teeth,  thus  pushing  the  bristles 
in  between  the  cervices  and  carrying  out  any 
food  lodged  therein.  The  brush  should  then 
be  rinsed  in  cold  water  and  the  gums  brushed 
briskly  to  stimulate  an  increased  flow  of  blood 
through  the  fine  vessels  contained  therein — 
this  keeps  the  gums  firm  and  hard  and  les- 
sens the  danger  of  recission. 

The  mouth  should  then  be  washed  out  with 
a  mild  antiseptic  solution,  drawing  the  fluid 
back  and  forth  through  the  teeth  by  suction. 
A  few  drops  of  carbolic  acid  in  half  a  glass 
of  water,  cresol,  a  light  colored  solution  of 
potassium  permanganate  are  all  good  for  this 
purpose  and  should  be  used  each  and  every 
night. 


TRANSPORTATION 
DEPARTMENT 


Superintendent  McCabe  Writes  of  the  Need  for  Gen- 
eral Co-operation  In  Solving  the  Problems 
of  Transportation 


In  Dubuque,  Iowa,  the  Rotary  Club  is  a 
live-wire  organization.  The  other  day  the 
publisher  of  The  Dubuque  Rotary  Barrage,  a 
live  little  news  sheet  published  by  the  Ro- 
tarians  for  Rotarians,  invited  Superintendent 
L.  E.  McCabe  of  the  Minnesota  Division  to 
contribute  to  the  columns.  Selecting  as  his 
theme  one  of  the  fundamentals  upon  which 
Rotary  is  founded  —  co-operation — Superin- 
tendent McCabe  replied  in  this  wise,  quoting 
from  The  Barrage : 

CO-OPERATION    IN    SOLVING   THE 
TRANSPORTATION    PROBLEM. 

By  L.  E.  McCabe, 

Superintendent,    Minnesota    Division, 

Illinois   Central   Railroad. 

The  time  has  passed,  if  indeed  there  ever 
was  a  time,  when  a  person  may  sit  idly  by 
and  declare  that  the  railroads'  problems  are 
no  concern  of  his.  Shortage  of  transporta- 
tion affects,  in  some  vital  way,  every  man, 
woman  and  child  in  the  United  States.  Busi- 
ness interests  have  long  recognized  that  fact, 
and  the  public  in  general  is  coming  to  recog- 
nize it  more  clearly  every  day.  The  rail- 
road's problems  are  the  public's.  In  this  con- 
nection, it  is  encouraging  when  a.  Rotary  Club, 
founded,  upon  the  spirit  of  helpful  co-opera- 
tion, invites  a  railroad  man  to  make  some 
contribution  to  the  material  for  its  discus- 
sions, for  co-operation,  more  than  anything 
else,  is  needed  just  now  irf  solving  efficiently 
the  problems  which  confront  the  carriers  of 
the  country. 

The  shortage  of  transportation  facilities — 
especially  freight  cars — is  one  of  the  serious 
aspects  of  the  present  moment.  It  affects 
every  business  enterprise.  Regardless  of  how 
efficiently  an  industrial  concern,  a  retail  busi- 
ness or  a  farm  may  be  conducted,  the  ef- 
ficiency falls  short  of  successful  operation  if 
there  are  not  cars  to  supply  material  to  mar- 
ket the  product. 

The  carriers,  by  reason  of  the  construc- 
tive terms  of  the  Transportation  Act,  under 
which  they  were  returned  to  the  management 


of  their  owners,  and  by  reason  of  the  recent 
fate  increase  ordered  by  the  Interstate  Com- 
merce Commission,  making  a  new  step  in  get- 
ting away  from  the  policy  of  strangulation 
which  for  years  was  practiced  upon  them,  are 
now  placing  orders  for  new  equipment.  This 
equipment,  however,  will  not  be  delivered  for 
some  time,  and  in  the  meantime  other  meth- 
ods of  relieving  the  situation  must  be  found 
By  the  introduction  of  more  efficient  methods' 
and  the  whole-spirited  co-operation  of  the 
railroad  workers,  the  carriers  have  been  able 
to  speed  up  transportation  materially.  The 
number  of  cars  in  terminals  in  excess  of  the 
current  movement  was  reduced  by  July  30  to 
90,571,  as  compared  with  288,000  reported 
after  two  weeks  of  the  outlaw  strikes  in 
April.  Figures  on  the  handling  of  freight 
show  a  steady  improvement  over  a  correspond- 
ing period  of  last  year.  During  the  four 
weeks  ending  July  24  there  were  loaded  in 
the  United  States  3,437,235  cars  of  commer- 
cial freight,  as  compared  with  3,365,046  in 
the  same  period  of  1919.  Unquestionably  the 
railroads  are  doing  their  part,  but  intelligent 
co-operation  on  the  part  of  all  patrons  is 
needed.  Equipment  should  not  be  delayed  A 
man  may  be  able  to  pay  high  demurrage  on  a 
freight  car,  but  by  holding  it  he  deprives 
some  one  else  of  its  use.  Cars  should  be 
loaded  to  maximum  capacity.  Consignees 
should  promptly  take  up  less  than  carload 
shipments,  to  relieve  congestion  in  the  freight 
houses.  Buyers  should  anticipate  their  re- 
quirements as  far  ahead  as  possible.  Above 
all,  the  general  public— and  in  that  there  is 
a  duty  for  every  man,  woman  and  child  to 
perform— should,  in  everv-day  life,  reflect  a 
helpful  attitude  toward  the  railroads. 

The  managing  body  of  a  railroad  cannot 
meet  the  present  situation  alone."  The  man- 
aging body  and  the  vast  army  of  railroad 
workers  cannot  meet  it.  The  co-operation  of 
the  public  is  vital.  And,  after  all,  the  pub- 
lic is  just  as  vitally  concerned,  if  not  more 
so,  than  the  other  factors  in  the  problem. 


49 


ENGINEERING 


DEPARTMENT 


Your  Home 


The  homes  of  section  foremen  are  what 
they  make  them.  When  houses  are  kept 
from  delapidation;  surroundings  cleared  of 
wild  weeds,  rubbish  and  refuse;  fences  kept 
in  a  good  state  of  repair  and  walks  nicely 
laid  out,  it  speaks  well  of  their  character 
and  points  out  to  neighbors  and  passers-by 
the  fact  they  possess  the  fundamental  of 
life— PRIDE.  Shouldn't  they  feel  proud, 
when  they  know  they  have  accomplished 
this  by  a  few  hours  of  extra  effort  eveny 
evening  or  so. 

All  foremen  should  be  spirited  in  this 
way.  A  few  hours  spent  now  and  then 
after  supper  cutting  the  lawn,  pruning  trees, 
caring  for  chickens,  pigs,  etc.,  soon  interests 
them  to  the  extent  that  nothing  will  be 
left  undone  to  have  their  homes  one  hundred 
per  cent  in  comfort  and  beauty. 

It  can  readily  be  seen  that  this  extra  ef- 
fort will  not  be  wasted.  While  it  is  true 
it  will  be  impossible  for  some  to  have  places 
•equal  to  those  of  others,  there  is  one  thing 
that  all  should  bear  in  mind  and  that  is 
TIDINESS.  With  this  in_mind  it  will  only 
be  a  short  time  before  every  foreman  on 
the  railroad  has  a  home  worthy  of  mention, 
and  what  is  more  pleasing  to  the  eye  of  the 
public  from  passing  trains,  or  general  offi- 
cers going  over  the  road,  than  well  kept 
section  houses? 

Besides,    this   extra   work   will  go  a  long 


way  toward  beating1  the  high  cost  of  living. 
A  few  chickens  will  lay  enough  eggs  to  sup- 
ply the  family,  and  at  the  same  time,  prob- 
ably enough  more  to  realize  a  few  dollars 
on  the  side. 

The  keeping  of  a  few  pigs  will  permit 
foremen  laying  down  their  own  pork,  which 
is  a  big  item  with  the  present  high  prices 
of  meats. 

The  vacant  property  around  their  homes 
will  allow  the  pasturing  of  a  cow.  This  will 
have  double  benefits — fresh  milk  every  day 
and  the  churning  of  sufficient  butter  to  take 
care  of  family  requirements,  and  maybe,  a 
little  to  sell. 

The  accompanying  photograph,  from 
every  point  of  view,  is  ideal,  and  portrays 
vividly  that  spoken  of  above.  It  was  ac- 
complished by  proper  selection  and  plant- 
ing pf  trees,  shrubs  and  flowers  through  the 
medium  of  hearty  co-operation.  The  rail- 
roa.l  furnished  the  material  and  the  services 
of  a  gardener  to  plan  and  plant.  An  all 
around  foreman,  who  keeps  good  track  and 
a  clean  yard,  performed  that  necessary  to 
make  the  picture  possible. 

The  Gardening  Department  is  back  of  you. 
Do  not  hesitate  to  call  upon  your  Road- 
masters  and  Supervisors,  make  your  wants 
known  and  they  will  g'ladly  see  they  are 
cared  for. 


50 


Handling,  Storage  and  Transportation  of  Cotton,  Prevent 
Fire  Losses — Study  the  Causes 

George  R.  Hurd,  Supervisor  of  Fire  Protection 


The  cotton  season  is  approaching  and 
every  effort  should  be  made  by  employes 
and  others  to  guard  against  fire. 

Every  employe  in  the  cotton  territory 
should  observe  the  following  and  report 
any  irregularities  to  his  superintendent  in 
writing: 

1.  Each  agent  must  personally  see   that 
water  barrels  and  buckets  are  properly  dis- 
tributed and  are  ready  for  immediate^eryice, 
and  agents  at  terminals  and   large  stations 
must    see    that   all   fire-extinguishing   equip- 
ment,  including  water  barrels,   fire  buckets 
and  hose  and  chemical  extinguishers  are  in 
serviceable  condition   and   that   conspicuous 
"No    Smoking"    signs    are    posted   and    this 
"No  Srnoking"  rule  positively  enforced. 

2.  Cotton    platforms    must    be    equipped 
with  one  water  barrel  and  two  conical  fire 
pails  for  each  500  square  feet  of  space,  no 
platform  to  have  less  than  two  fire  barrels 
and  four  fire  pails.    Conspicuous  "No  Smok- 
ing" signs  must  be  prominently  posted  and 
a  sufficient  number  of  pike  poles  and  cot- 
ton  hooks   kept   convenient   for    immediate 
use. 

3.  When  water  connection  is  convenient, 
pipe  lines  should  be  extended  and  hose  con- 
nections  or   hydrants   installed   in   sufficient 
number  to   protect  the  property. 

4.  The  utmost  care  must  be  used  in  burn- 
ing right  of  way  and  in  burning  cross  ties 
or  scrap  lumber  care  must  be  used  to  have 
the    fire    a    sufficient    distance    from    track 
to   prevent  passing  trains,  which  may  con- 
tain cars  of  cotton,  picking  up  flying  sparks. 

5.  Agents  must  not  permit  the  accumula- 
tion of  cotton  at  their  station  and  whenever 
it   begins   to   accumulate   report   the   condi- 
tion to  the  superintendent. 

6.  Agents    should    made    every    effort    to 
load  all  cotton  received  during1  the  day,  but 
when   necessary  to  leave   any  accumulation 
on  platform  overnight  and  particularly  when 
there   are   100  bales   or  more,   a   watchman 
should    be    arranged    for    with    instructions 
to  prohibit  trespassing  and  to  watch  cotton 
carefully,  particularly  on  and  after  passing 
of   trains,    and    to   examine    closely   for   fire 
after  passing  of  each  train. 

7.  Agents   should  wherever  possible  not 
receipt  for  cotton  delivered  after  5:00  P.  M. 
and   under    conditions   making  late    loading 
necessary,  extreme  care  should  be  exercised 
with  lights. 

8.  Agents  should  be  cautioned  as  to  the 
danger   of   receiving   cotton   that   has   been 
freshly  ginned   as   there   is   a   liability  of  a 
spark  being  concealed  in  bale,  in  which  case 


fire  will  burst  through  at  an  average  period 
of  48  .hours.  Cotton  indicating  heating 
should  be  refused  and  isolated  and  notice 
sent  to  the  superintendent  giving-  evidence 
of  heat  and  the  name  of  the  gin  from  which 
the  cotton  was  received. 

9.  When    space    permits    agents    should 
keep  cotton  separated  by  lots  on  platforms 
and  provide  for  intervening  space  for  con- 
centrations. 

10.  When  congestion  necessitates  ground 
storage    cotton    should    be    kept    separated 
from  platform  by  intervening  space. 

11.  Platform    space    under    and    around 
same  and   tracks  adjacent  thereto   must  be 
kept   clean  and  scrap   cotton  and  other  in- 
flammable material  picked  up. 

12.  Cotton  must  be  loaded  in  closed  cars 
only. 

13.  When    ventilator    cars    are    used,    all 
vents   must   be    securely   closed   and   if   the 
openings   cannot  be  closed  spark  tight,  the 
cars   must  not  be  used  for  loading  cotton. 

14.  When    loading    cotton    agents    must 
see   that    car   doors    facing   main   track   are 
kept  closed  and  before  car  is  moved  doors 
should  be  closed  and  cleated  and  all  open- 
ings closed  spark  tight. 

15.  Conductors  must  not  move  box  cars 
loaded  with   cotton   until  they  are  satisfied 
that  all  openings  have  been  securely  closed 
as  above  required. 

16.  The    parking    of    caboose    and    camp 
cars  within  80  feet  of  cotton  platform  should 
be   prohibited. 

17.  While  in  transit  cars  containing  cot- 
ton should  be  located  midway  of  trains,  if 
practicable,  and  at  least  10  cars  from  engine 
and  under  no  circumstances  placed  next  to 
cars  containing  explosives. 

18.  While    in    transit    conductors    should 
instruct  crew  to  keep  constant  watch  on  cot- 
ton   cars    and    be    sure    that    doors    remain 
closed. 

19.  Smoking    by    train    crews    or    others 
around    cars    loaded    with    cotton    must   be 
prohibited. 

20.  Hot  journal  boxes  on  cars  containing 
cotton  must  be   given   immediate   attention. 
They  must  not  he  allowed  to  blaze. 

21.  Each  caboose  in  cotton  territory  must 
be    equipped    with    necessary    iron-handled 
pike    poles,    cotton    hooks    and    cone-shape 
buckets. 

22.  Engineman     must    not    work    steam 
when  passing  cotton  if  possible  to  avoid  it. 

23.  When   necessary   to   use   steam   they 
must   work   the   throttle   as   lightly  as   pos- 
sible. 


51 


52 


ILLINOIS    CENTRAL    MAGAZINE 


24.  JEngineman   must  not   clean   ash   pan 
or  shake   grates  within   100  feet  of  cotton. 

25.  If   engine   stack  starts   throwing   fire 
on  road,   the  engineer  should  call  the  con- 
ductor's attention   to  it  in  order  that  extra 
precautions  mav  be  taken  by  train  crew  to 
guard  against  fire. 

26.  Report  of  the  same  must  be  made  by 
conductor  and  engineer  at  end  of  the  run. 

27.  In  case  of  fire  in  transit,  conductor 
must  stop   train  promptly  unless   the  burn- 
ing car  or  cars  can  be  moved  to  water  tank 
or  other  water  supply.     There  are  fire  ex- 
tinguishers,   water    barrels    and    buckets    at 
all  stations  which  may  be  used. 

28.  Every    effort    must   be   made    to   put 
out  the  fire.    If  this  cannot  be  done  at  once, 
the  burning  car  or  cars  must  be  cut  out  and 
placed  where  no  other  property  will  be  dam- 
aged. '•*(• 

29.  Train  crews  will  be  expected  to  ex-1 
ercise    good    judgment    in    connection    with! 
the  foregoing  rules  for  the  reduction  of  firel 
loss.  fcj' 


30.  The   use    of   platforms    for   weighing 
and  storing  cottpn  before  offered  for  ship- 
ment and  bill  of  lading  issued,  should  only 
be  permitted  by  specific  directions  of  super- 
intendent. 

31.  Agents    must    prohibit   persons   from 
loafing  or  loitering  on  or  about  cotton  plat- 
forms;  if  necessary,   reporting  cases   which 
they  cannot  themselves  remedy  to  the  super- 
intendent. 

32.  Car  inspectors   should  not  pass  cars 
of  cotton  when  car  is  not  spark  tight. ^ 

33.  Special  instructions  should  be  issued 
by  superintendent  requiring  the  cleating  of 
doors  of  all  cars  loaded  with  cotton  and  in 
order  to   secure  the  full  benefit  from  such 
precautions,  instructions  should  be  issued  to 
cleat    doors    of    cotton    cars    received    from 
connecting  lines,  where  the  connecting  line 
has   failed   to   afford   this   protection   report 

,  same  to  superintendent.  Train  masters, 
[^supervising  agents  and  traveling  auditors 
••ire  urg'ed  to  co-operate  with  this  department 
"to  insure  the  observance  of  these  rules. 


ktibbeha  County,  M.ISS. 


CLEANINGS 


rom  me 


QMMS  DEPARTMENT 

Jnterestmg  -  *Afaws  -  of-  'Doings  •  of 
Claimants  •  Jn  •  #/zc/  •  £}#  £  •  of-  Court 


The  High  Cost  of  Experience 

By  George  Bradshaw 

Nine  little  railroad  men  handling  freight ;      Foilr  little  railroad  men  wth  good  eyes 
One  stepped   on  a   rusty  nail  that   left  to  see; 

One  didn't  wear  his  goggles  and  then 

there  were  three. 
Eight  little  railroad  men  surfacing  track 

eleven;  Three  little  railroad  men,  on  train  over- 

One  didn't  hear  the  bell  and  then  there  due  • 

were  seven. 

One  left  a  switch  open  and  then  there 

Seven  little  railroad  men  with  a  lot  of  were  two. 

cars  to  fix; 
One   failed  to  post   blue  flag  and  then      Two    little    railroad    men    on   a    switch 

there  were  six.  run  \ 

One   left   a   car    foul   and   now   there's 

Six    little    railroad    men,    all    spry    and  only  one. 

live; 

One  rode  on  engine  pilot  and  then  there  Said    one    little    railroad    man,   left    all 

were  five.  alone ; 

"Now,  while  my  skin  is  whole  and  my 

Five  little  railroad  men,  all  warned  be-  life's  my  own, 

fore;  I'll   take   your   Safety  Dope,   Doc,— I'll 

One   went   between   moving   cars ;   then  take  it  straight — 

there  were  four.  Before  I  go  the  way  of  the  other  eight." 

53 


54 


ILLINOIS    CENTRAL    MAGAZINE 


IS  THIS  YOUR  CREED? 

"I  believe  in  the  stuff  I  am  handing 
out,  in  the  firm  I  am  working  for,  and 
in  my  ability  to  get  results.  I  believe 
that  honest  stuff  can  be  passed  out  to 
honest  people  by  honest  methods.  I  be- 
lieve in  working,  not  weeping — in  boost- 
ing— not  knocking,  and  in  the  pleasure 
of  my  job. 

"I  believe  that  a  man  gets  what  he 
goes  after  and  that  one  deed  done  to- 
day is  worth  two  done  tomorrow  and 
that  no  man  is  down  and  out  until  he 
has  lost  faith  in  himself. 

"I  believe  in  today  and  the  work  I 
am  doing,  in  tomorrow  and  the  work 
I  hope  to  do,  and  in  the  sure  reward 
which  the  future  holds.  I  believe  in 
courtesy,  in  kindness,  in  generosity,  in 
good  cheer  in  friendship,  and  in  honest 
competition. 

"I  believe  there  is  something  doing 
somewhere  for  every  man  who  is  ready 
to  do  it.  I  believe  I  am  ready  right 
now." — Exchange. 


DOWNTOWN   SPEED  LIMIT  FOR 

AUTOMOBILES  SET  AT  10 

MILES 

The  Ordinance  Committee  of  the  City 
Council  which  has  in  hand  the  matter  of 
drawing  up  a  revised  traffic  ordinance 
to  apply  in  Belleville  has  received  from 
Secretary  of  State  L.  L.  Emmerson  a  di- 
gest of  laws  governing  automobile 
drivers.  The  digest  will  be  used  as  a 
guide  in  outlining  the  several  sections 
of  the  proposed  ordinance. 

Among  the  provisions  to  which  atten- 
tion is  called  are  the  following: 

"No  car  must  be  driven  over  a  railroad 
grade  crossing  faster  than  ten  miles  an 
hour  and  where  'stop'  signs  are  shown 
cars  must  come  to  a  full  stop." 

The  speed  limit  in  the  business  sec- 
tions of  a  city  is  ten  miles  an  hour;  15 
miles  m  the  residence  section;  20  miles 
inside  the  city  limits  but  outside  the 
business  and  residence  limits ;  and  30 
miles  in  the  country. 

Every  car  must  have  good  brakes  and 
suitable  signal  device. 


Licenses  of  chauffeurs  will  be  re- 
voked for  drunkenness. 

Owners  of  the  car  or  chauffeur  must 
accompany  person  under  15  years  driv- 
ing car. 

A  vehicle  approaching  from  the  right 
has  the  right  of  way. 

Keep  to  the  right  in  passing  a  ve- 
hicle coming  from  the  opposite  direction. 

Signal  and  pass  to  the  left  of  a  vehicle 
going  in  the  same  direction. 

The  driver  must  signal  his  intention 
of  turning  or  stopping  by  out-stretched 
arm,  or  otherwise. 

An  automobile  must  not  be  driven 
within  ten  feet  of  a  street  car  loading 
or  unloading  passengers,  except  by  ex- 
press direction  of  the  taffic  officer. — 
Belleville  (III.)  News-Democrat,  August 
9,  1920. 


AN  UNUSAL  LETTER 
Claim  Agent  F.  F.  Munson  is  in  re- 
ceipt  of   such   an  unusual  letter   for  a 
Clain  Agent  to  receive  that  the  same  is 
printed  below: 

Enid,  Miss.,  August  12,  1920. 
F.  F.  Munson, 
Claim  Agent, 

Memphis,  Tenn. 
Dear  Sir: 

Train  No.  4  on  August  10th  struck 
'and  killed  one  Jersey-Holstein  heifer 
belonging  to  me.  The  heifer  was  about 
eight  months  old,  weighed  between  250 
and  300  Ibs.  It  was  fine  milk  stock  and 
as  such  I  valued  it  at  $30. 

I  ask  the  railroad  to  reimburse  me 
half  that  amount  ($15),  because  I  did 
not  get  it  back  into  the  lot  as  soon  as  I 
found  the  lot  gate  left  unfastened  and 
the  heifer  out.  I  wish  only  what  is 
right,  and  I  consider  it  right  to  lose  half 
what  the  young  heifer  was  justly  worth. 
If  you  wish  the  account  made  out  in 
due  form,  please  send  me  the  proper 
blank  for  same. 

Yours  very  respectfully, 

W.  E.  Johnston. 


STOPS  PANAMA  LIMITED 
The     Panama     Limited     don't    make 
many  stops  on  the  I.  C.  road,  but  stopped 


ILLINOIS    CENTRAL    MAGAZINE 


55 


suddenly  at  the  crossing  in  Roseland 
about  2  p.  m.  Wednesday.  "Fanny," 
fast  mare  owned  by  Chas.  and  Clifford 
Streat,  undertook  to  cross  the  track  to 
the  water  fountain,  but  was  hemmed 
in  by  a  passing  south  freight  and  got 
right  in  front  of  the  Limited. 

Engineer  Ford  blowed  the  whistle 
long  and  loud,  reminding  us  of  Tom 
Long  on  the  way  down  from  Arcola, 
put  on  the  emergency  brake  and  finally 
to  save  the  horse  and  train,  the  latter 
came  to  a  standstill  until  the  former 
slowly  walked  away. 

Conductor  Broas  and  passengers 
looked  out  in  amazement,  as  the  people 
and  small  boys  rushed  to  the  crossing 
to  gaze  on  the  luxurious  Panama  Lim- 
ited as  it  came  to  full  stop  at  Roseland. 
The  town  is  again  placed  on  the  map. — 
Roseland  (La.)  Herald,  August  6,  1920. 


ACCIDENT  MENACE  NEEDS  AT- 
TENTION,  SAYS  W.  R.   SCOTT 

That  something  should  be  done  to 
lessen  the  possibility  of  collisions  be- 
tween automobiles  and  trains,  is  clear- 
ly the  opinion  of  W.  R.  Scott,  presi- 
dent of  the  Southern  Pacific,  Texas 
and  Louisiana  lines,  and  is  strongly 
shown  in  the  statement  made  by  that 
official  in  discussing  the  situation. 

"The  automobile  now  is  a  recognized 
feature  of  commercial  and  social  life," 
said  Mr.  Scott,  "and  the  development 
of  that  vehicle  and  its  influence  in  all 
avenues  of  effort  has  been,  and  is,  such 
that  the  citizens  of  the  country  as  a 
whole  can  no  longer  escape  the  re- 
sponsibility which  rests  upon  them  in 
the  matter  of  providing  measures  and 
methods  which  will  render  their  opera- 
tion of  greater  safety. 

"The  report  of  the  Interstate  Com- 
merce Commission  shows  that  in  the 
two  years  ending  December  31,  1918, 
there  were  4325  collisions  between  au- 
tomobiles and  trains  on  highway  grade 
crossings,  in  which  2214  persons  were 
killed  and  6100  injured  in  this  country, 
and  I  have  no  doubt  that  in  75  per  cent 
of  the  unfortunate  instances  the  fault 


for  the  accident  rested  with  the  driver 
of  the  automobile. 

"I  make  this  assertion  as  a  result  of 
receiving  a  history  of  the  collisions  on 
the  Texas-Lousiana  lines  of  the  South- 
ern Pacific  for  1919,  which  indicated 
that  out  of  a  total  of  ninety-eight  col- 
lisions, in  which  four  persons  were 
killed  and  sixty  injured,  eighty-nine 
were  reported  to  have  been  caused  by 
the  automobilist,  and  only  seventy-one 
by  the  railroad  employes,  two  being  of 
joint  responsibility.  In  these  ninety- 
eight  cases,  fourteen  automobiles  ran 
into  the  side  of  moving  trains. 

Situation  Most  Serious 
"On  the  Southern  Pacific  lines  west 
of  El  Paso,  during  1919,  there  were 
chronicled  a  total  of  253  accidents,  re- 
sulting in  the  total  or  partial  destruc- 
tion of  as  many  automobiles,  and  of 
these,  137  machines  ran  into  trains  or 
cars,  263  ran  on  the  track  in  front  of 
the  engine,  seventy-three  died  on  the 
track  and  were  struck,  thirty-one  ran 
into  closed  crossing  gates,  the  others 
being  from  various  causes,  including 
five  watchmen  run  down  by  drivers. 

"There  is  some  satisfaction  in  the 
fact  that  in  both  Texas  and  California, 
despite  the  large  increase  in  the  num- 
ber 'of  automobiles,  there}  has  been 
some  decrease  in  the  number  of  ac- 
cidents and  casualties.  In  Texas  in 
1919  there  were  only  208  casualties,  as 
compared  with  241  for  1918.  On  the 
Southern  Pacific  lines,  west,  there 
were  227  casualties  in  1918  and  224  in 
1919,  a  remarkable  reduction,  when  the 
number  of  motor  vehicles  must  have 
increased  by  not  less  than  20  per  cent. 
"The  situation  in  spite  of  this  show- 
ing, is  most  serious  and  demands  at- 
tention by  the  public  and  the  law- 
makers. The  elimination  of  grade 
crossings  is  impossible.  Even  if  there 
were  money  enough  in  the  country  to 
do  this  work,  physical  obstacles  could 
not  be  overcome  or  eliminated  except 
in  part.  Laws  would  help  but  not 
entirely  prevent  accident,  and  nothing 
the  railroads  could  do  would  solve  the 
problem,  as  in  over  90  per  cent  of  the 


ILLINOIS    CENTRAL    MAGAZINE 


accidents  the  train  employes  are  pos- 
itively helpless. 

"A  train  traveling  forty-five  miles 
an  hour,  runs  a  mile  in  just  eighty  sec- 
onds. The  importance  of  this  to  the 
automobile  driver  who  contemplates 
making  the  grade  crossing  ahead  of  the 
train,  is  in  the  fact  that  the  train  will 
cover  a  tenth  of  a  mile,  or  528  feet,  in 
eight  seconds.  The  automobile  travel- 
ing thirty  miles  an  hour  can  start  and 
stop  in  less  than  a  quarter  of  a  min- 
ute, and  within  a  distance  of  fifty  or 
sixty  feet.  The  factor  of  safety  is  thus 
completely  with  the  auto  driver,  and 
it  is  almost  entirely  with  him  or  her 
to  settle  the  question  and  establish  or 
remove  the  hazard  of  the  grade  .cross- 
ing. 

Accidents  in  Chicago 

"In  connection  with  the  subject,  no 
greater  illustration  of  the  need  of  re- 
strictive laws  and  regulations  can  be 
adduced  than  the  fact  that  in  1919,  321 
persons  were  killed  and  4745  injured 
by  being  struck  by  vehicles  while  walk- 
ing or  riding  on  the  streets  of  Chicago, 
and  88  killed  and  2249  injured  while 
occupying  vehicles  that  were  struck 
by  other  street  conveyances.  In  these 
the  railroad  did  not  figure  at  all.  The 
history  of  ^Chicago  is  duplicated  in 
every  other  city  in  the  country. 

"Notwithstanding  the  dreadful  toll 
of  life  and  body,  too  little  is  being  done 
by  all  concerned  to  prevent  it." — The 
New  Orleans  (La.)  Times — Picayune. 


RUNS  DOWN  TRACK  TO  AVOID 
CRASH 

"Larry"  Burns,  engineer  on  south- 
bound train  number  1,  Illinois  Cen- 
tral, was  travelling  along  at  a  good 
rate  of  speed  Saturday  morning  north 
of  Peotone  when  suddenly  he  espied 
an  automobile  on  a  road  which  cross- 
ed the  right-of-way,  some  distance 
ahead. 

The  car  was  doing  a  little  speed- 
ing of  its  own  and  its  driver  was 
oblivious  to  the  approaching  train.  He 
maintained  his  speed  until  he  reached 


the  crossing  in  spite  of  the  warning 
whistle  tooted  by  the  engineer,  the 
engine  bell  and  the  shouts  of  the  train- 
men. Engineer  Burns  slowed  down 
almost  to  a  stop  and  was  barely  going 
when  he  reached  the  crossing. 

Just  then  the  man  in  the  auto  came 
to  himself.  He  looked  up,  saw  the 
oncoming  train,  became  wildly  excit- 
ed, threw  his  small  baby  out  onto  the 
ground,  and  started  down  the  tracks 
in  front  of  the  engine  at  full  speed. 

Engineer  Burns  got  down  from  his 
cab  and  shouted  for  the  man  to  stop. 
"Come  here,"  he  said,  "I  want  to  see 
you.  It  isn't  often  a  fellow  gets  a 
chance  to  see  a  fellow  like  you — alive." 

The  man  refused  to  give  his  name 
and  went  on  after  picking  up  his  badly 
bruised  baby. — Kankakce  News  of  Aug- 
ust 9,  1920. 


COMPANY    WELL    REPRESENT- 
ED   AT    DUNLAP 

The  Dunlap  (la.)  Reporter  printed 
a  news  article  August  5  commending 
Mr.  J.  M.  Holland,  agent  at  Dunlap, 
for  the  grace  and  ability  with  which 
he  carried  off  the  duties  of  toastmaster 
at  a  farewell  banquet  given  Father 
Hanson  by  the  St.  Patrick's  parishion- 
ers at  that  place.  The  parish  em- 
braces the  territory*  from  Council 
Bluffs  to  Denfson,  Iowa. 

It  may  be  added  that  Mr.  Holland  is 
a  100  per  cent  agent.  Eighteen  years 
age  he  was  appointed  agent  at  Dunlap. 
In  those  eighteen  years  he  has  estab- 
lished himself  as  one  of  the  influential 
citizens  of  the  community.  He  is  now 
president  of  the  Commercial  Club,  di- 
rector of  the  Public  Library,  treasurer 
of  the  Red  Cross,  served  on  the  Council 
of  National  Defense  and  until  recently 
was  president  of  the  Fortnightly  Club. 
The  business  men  and  farmers  of  Dunlap 
and  the  surrounding  neighborhood  coun- 
sel with  Mr.  Dunlap  not  only  on  their 
business  relations  with  the  railroads,  but 
in  other  business  matters. 

Mr.  Holland's  success  is  a  splendid 
example  of  the  opportunities  for  com- 
munity service  in  railroad  work. 


ILLINOIS    CENTRAL    MAGAZINE 


57 


A  SAFE  METHOD  OF  MURDER 

Cyril  Bonfield,  writing  in  the  Chicago 
Tribune,  says : 

There  has  been  little  effort  to  try  to 
lessen  the  number  of  auto  deaths.  Is  it 
because  the  motorist  does  not  kill  with 
a  gun  or  a  knife  or  with  poison  that  he 
is  not  so  rigidly  prosecuted? 

There  are  times  when  accidents  are 
unavoidable,  but  this  does  not  happen 
in  every  instance.  Some  motorists  have 
been  criminally  careless,  but  only  one 
out  of  a  hundred  of  these  has  been  con- 
victed. 

The  murder  seeking  a  safe  way  to 
kill  his  enemy  will  soon  learn  he  can  run 
him  down  with  a  motor  car  and  be  exon- 
erated by  a  coroner's  jury.  It  is  easier, 
too,  to  hunt  with  an  auto  than  it  is  with 
any  other  weapon. 


HIT  BY  AN  ENGINE  AFTER  TEN 
YEARS  WATCHFUL  WAITING 

Shenandoah,  la. — Having  crossed  a 
railroad  track  many  times  in  ten  years 
and  never  seeing  an  engine  on  that  yard 
switch,  Mrs.  Glenn  Bright,  driver  of  a 
Buick  load  of  passengers,  did  not  turn 
her  head  to  the  right  or  left  yesterday 
to  look. 

The  engine  was  there  that  time.  At- 
tracted by  the  scream  of  J.  F.  Miller  of 
Robinette,  Ore.,  former  Wabash  station 
agent  here,  who  was  a  passenger  in  the 
car,  Mrs.  Bright  looked  too  late.  She 
threw  on  the  reverse  and  succeeded  in 
saving  the  lives  of  the  occupants  of  the 
automobile. 

The  cowcatcher,  however,  struck  the 
car.  The  front  wheel  was  broken,  a 
fender  damaged,  the  lights  smashed  and 
the  steering  post  and  radiator  bent. 

Mrs.  Bright  was  meeting  the  Millers 
who  were  coming  to  be  her  house  guests. 
— Des  Moines  (la.)  Register. 


A  PITIFUL   ACCIDENT 

Ex-Governor  J.  Frank  Hanly  who  was 
killed  in  an  automobile  accident  at 
Dennison,  O.,  on  Sunday  had  served  as 
governor  of  Indiana,  and  had  been 
prominent  in  the  Republican  ranks  for 


a  number  of  years,  finally  becoming  a 
prohibitionist  and  a  leader  in  that  party. 
His  competitor  for  governor  was  our 
present  Vice  President  Marshall.  Gov- 
ernor Hanly  had  spoken  in  defense  of 
prohibition  several  times  in  Iowa.  He 
made  the  strongest  attack  on  the  liquor 
interests  which  was  ever  made  in  this 
state.  He  was  a  man  of  great  courage, 
and  was  never  afraid  to  speak  his  mind. 
When  he  lost  his  life  he  was  being  driv- 
en by  a  friend,  Dr.  C.  M.  Baker,  to  fill  a 
speaking  engagement.  Dr.  Baker  drove 
his  car  on  to  a  Pennsylvania  railroad 
track  in  front  of  one  freight  train,  and 
behind  another.  The  accident  resulted 
in  the  death  of  Dr.  Baker  and  his  wife 
as  well  as  Governor  Hanley.  The  acci- 
dent is  a  pathetic  one  in  its  results,  but 
it  is  difficult  to  realize  what  could  cause 
an  automobile  driver  to  undertake  to 
cross  a  track  between  two  railroad  trains. 
Every  day  the  dispatches  give  accounts 
of  killings  of  this  nature.  Thoughtlessly 
the  blame  is  generally  placed  on  the  rail- 
road train,  but  the  blame  almost  univer- 
sally rests  on  the  automobile  driver.  The 
driver  of  an  automobile  should  know 
where  he  is  driving  when  he  is  in  the 
vicinity  of  railroad  tracks.  He  has  a 
chance  to  know.  He  has  a  chance  to 
stop  and  listen ;  also  to  look.  This  mor- 
alzing  will  not  bring  the  dead  back  to 
life,  but  these  accidents  should  come  to 
an  end. — Des  Moines  (la.)  Capitol,  Aug- 
ust 7,  1920. 


WRITTEN  IN  BLOOD 

A  Springfield  man  who  has  just  re- 
turned from  a  motor  trip  to  Chicago 
says  that  it  is  not  a  safe  experiment  any- 
where within  fifty  miles  of  the  great 
city  by  the  lake  to  attempt  to  cross  a  rail- 
road track  with  an  automobile  without 
first  coming  to  a  full  stop. 

Officers  are  lying  in  wait  to  enforce 
the  state  law  which  says  that  such  a  stop 
must  be  made.  The  provision  is  a  wise 
one.  The  number  of  fatal  accidents  due 
to  carelessness  at  railroad  crossings  is 
appalling. 

Accidents  of   this  kind  are   recorded 


58 


ILLINOIS    CENTRAL    MAGAZINE 


in  the  papers  every  day  and  yet  drivers 
seem  to  pay  no  attention  to  the  warning 
thus  written  in  blood. 

Most  of  these  automobile  collisions  are 
caused  by  plain  carelessness  on  the  part 
of  drivers,  but  there  is  a  feature  of  this 
carelessness  that  has  its  roots  in  plain 
laziness,  the  same  kind  of  laziness  that 
makes  an  automobile  driver  stop  in  front 
of  a  house  and  wake  up  the  whole  neigh- 
borhood tooting  his  horn  instead  of  go- 
ing to  the  door  and  delivering  his  mes- 
sage or  transacting  his  business. 

A  simple  precaution  that  would  save 
many  lives  by  preventing  railroad  acci- 
dents would  be  not  only  for  the  car  to 
be  stopped,  but,  where  the  view  of  the 
track  is  obscured,  to  have  an  occupant 
of  the  car  go  forward  to  ascertain 
whether  or  not  a  train  is  coming. 

This  may  cost  a  little  physical  exer- 
tion, but  it  is  certainly  a  cheap  and  ef- 
fective way  of  averting  danger  that  may 
result  in  loss  of  life. 

There  is  one  better  way  of  preventing 
grade  crossing  accidents,  and  that  is  by 
abolishing  grade  ^crossings,  but  in  the 
nature  of  things  that  remedy  is  a  long 
way  off. 

In  the  meantime  it  is  practically  im- 
possible to  provide  a  policeman  for 
every  crossing  so  it  is  necessary  that 
every  man  should  be  his  own  policeman. 

Will  you  observe  this  warning  writ- 
ten in  blood? — Springfield  (III.}  State 
Register,  August  4,  1920. 


"STOP,    LOOK,    LISTEN!" 

The  tall  white  posts  with  the  cross 
arms  lifted  ghostlike  to  warn  the  in- 
cautious to  "Stop,  look,  listen!"  fail  of 
a  perfect  duty  every  day.  For  every 
day  somewhere  on  a  railroad  crossing  a 
life  is  yielded  because  the  warning  to 
"Stop,  look,  listen"  was  not  obeyed.  It 
might  be  better  to  have  these  warnings 
more  ghostlike  than  they  are  patterned 
after  the  skull  and  cross  bones  of  the 
apothecary  to  warn  against  a  poison. 

The  woman  who  said  of  motoring,  "1 
am  afraid  of  railroad  crossings,"  and  the 
man  who  answered,  "Keep  on  being 
afraid  of  them,"  were  right.  Everyone 


should  be  afraid  of  these  crossings  and 
should  continue  to  be  afraid.  Caution  is 
born  of  fear  and  was  when  man  was 
living  in  trees  and  caves.  So  caution  and 
prudence  were  handed  down  as  heir- 
looms; but  modern  motor  car  drivers 
seem  not  to  care  for  their  legacies. 

Being  cautious  and  careful,  it  is  ad- 
mitted, does  not  make  railroad  crossings 
absolutely  safe.  The  only  thing  that  will 
make  them  safe  is  to  elevate  the  tracks; 
and  the  time  is  coming  when  legislation 
enforcing  that  rule  will  be  passed.  But 
now  there  are  thousands  of  grade  cross- 
ings, the  greatest  single  hazards  of  mo- 
torists and  death's  toll  gates  at  which 
men  and  women  and  little  children  sadly 
pay. 

"Keep  on  being  afraid  of  railroad 
crossings"  is  good  advice.  Be  so  afraid 
of  them  that  you  will  always  "Stop, 
look,  listen"  when  you  approach  one. 
Stop,  indeed,  if  necessary,  to  be  con- 
vinced that  the  way  acutually  is  clear 
that  no  train  possibly  can  rush  down  up- 
on you  before  the  crossing  can  be  made. 
Take  all  the  margin;  give  none  to  the 
iron  monster  that  may  come  rushing  by 
to  kill.  One  always  should  make  sure 
of  taking  all  the  margin  of  safety.  Safe- 
ty that  is  one  hundred  per  cent  guaran- 
teed is  none  too  good. 

It  does  not  require  much  time  to 
"Stop,  look,  listen."  The  careful  motor 
driver  will  take  the  time  always.  Care- 
lessness is  expensive.  It  may  be  in- 
dulged many  times  without  cost  but  the 
danger  is  there  all  the  time  just  the 
same. 

A  motor  car  never  should  be  driven 
so  fast  in  approaching  a  crossing  but 
that  it  can  be  stopped  before  it  gets  on  to 
.  the  track  if  a  train  is  seen.  It  should 
be  driven  fast  enough  that  it  can  be  got- 
ten off  the  track  when  a  train  is  ob- 
served approaching.  Under  both  condi- 
tions, it  should  be  under  perfect  control 
of  the  driver  who  knows  what  his  car 
will  do,  who  does  not  have  to  guess  at  it. 

A  famous  statesman  and  reformer  was 
killed  Sunday  in  Ohio  on  a  railroad 
crossing.  He  had  crossed  tracks  in  au- 
tomobiles thousands  of  times  but  his  last 


ILLINOIS    CENTRAL    MAGAZINE 


59 


crossing  has  been  made.  J.  Frank 
Hanly,  former  governor  of  Indiana,  lies 
dead  at  Indianapolis,  cut  down  in  the 
prime  of  his  manhood  because  the  auto- 
mobile in  which  he  was  riding  was  driven 
across  one  track  in  the  rear  of  a  passing 
train  and  on  to  another  track  direqtly  in 
front  of  another.  Two  others  died  with 
him.  Three  lives  the  forfeit  paid  for, 
not  stopping  and  looking  and  listening. 

An  accident  like  that  could  happen  to 
anybody,  yet,  everybody  ought  to  be  able 
to  avoid  it.  It  pays  to  "Stop,  look,  lis- 


ten." It  costs  heavily  when  one  does 
not.  Human  life  is  not  cheap.  It  is  the 
most  valuable  thing  in  the  world.  Yet 
how  lightly  is  human  life  sometimes 
treated  by  persons  who  take  their  own 
lives  into  their  hands  because  they  won't 
"Stop,  look,  listen." 

Death  waits  at  every  railroad  cross- 
ing. "Stop,  look,  listen"  and  keep  Death 
waiting.  Don't  go  to  him  too  soon  thru 
carelessness.  He  comes  inevitably,  all 
too  soon  as  it  is. — Editorial  from  The 
Kankakee  Republican,  Aug.  5,  1920. 


A  New  Tune  for  An  Old  Song 


An  editorial  which  was  printed  in  the 
Joliet  (111.)  Herald-News,  August  9,  under 
the  title  of  "How  to  Stay  Poor,"  offered 
some  editorial  suggestions  to  Claim  Agent 
Charles  D.  Gary,  of  Kankakee.  Whereupon 
Claim  Agent  Gary  whittled  out  a  new  tune 
for  the  old  song1  of  "The  High  Cost  of  Liv- 
ing is  Keeping  Me  Broke."  Herewith  are 
reproduced  the  original  editorial  and  the 
Cary  effusion: 

HOW  TO  STAY  POOR 

Although  the  industries  of  Joliet  are  pay- 
ing higher  wages  than  ever  before,  and  the 
farmers  offer  $4  and  $5  a  day  with  board 
for  help,  we  seem  to  have  acquired  habits 


of  spending  that  keep  us  continually  poor— 
and  we  cannot  blame  it  all  on  the  high  cost 
of  living. 

Never  before  did  we  enjoy  so  many  luxu- 
ries. Families  of  very  moderate  income  in 
this  city  boast  of  automobiles,  phonographs, 
and  strictly  modern  houses.  They  have  every 
modern  convenience,  yet  they  complain  of  the 
price  of  food.  Prices  of  food  have  gone  up, 
but  so  have  the  prices  of  unnecessary  arti- 
cles which  we  buy  with  much  less  grumbling. 

We  have  acquired  the  most  expensive  hab- 
its in  entertainment.  Suppose  we  go  to  a 
show,  the  price  of  admission  to  which  has 
advanced  several  times  in  the  last  few  years, 


60 


ILLINOIS    CENTRAL    MAGAZINE 


\ve  then  go  to  a  place  to  eat  a  lot  of  un- 
necessary expensive  food,  and  if  we  have 
just  received  our  weekly  pay  roll  we  end  the 
evening's  entertainment  by  going  home  in  a 
taxi.  During  a  warm  day  or  night  we  often 
spend  75  cents  on  ice  cream  and  drinks  to 
make  ourselves  cool  when  there  is  plenty  of 
cold  water  on  the  street  corners. 

Another  popular  means  of  extravagance  is 
to  be  found  in  dress.  We  go  into  a  haber- 
dasher's store  to  buy  a  shirt,  and  instead 
of  buying  the  kind  we  intended,  we  allow  the 
clerk  to  sell  us  a  couple  of  $15  silk  ones, 
thus  spending  more  than  half  a  week's  pay 
upon  one  article  of  dress.  Two  $3  shirts 
would  do  just  as  well,  so  we  might  say  that 
in  such  a  case  we  squandered  $24  on  fool- 
ish pride. 

There  are  many  means  of  enjoyment  which 
do  not  consist  of  spending  money.  There 
are  parks  and  outdoor  sports  which  cost  us 
practically  nothing  to  enjoy.  There  are  books 
and  papers  to  read  which  not  only  amuse, 
but  improve  our  minds. — The  Hcrald-Ncii's, 
Joliet,  III,  Aug.  9,  1920. 

These  conditions  are  largely  as  we  prefer 
them,  the  clerk,  wage  earner,  and  those  with 
moderate  and  fixed  incomes,  have  as  against 
these  incomes  a  "want"  column  equal  to  and 
in  some  instances  exceeding  the  total  amount 
they  are  able  to  earn  in  a  given  period  of 
time. 

There  has  been  a  uniform  and  steady  ad- 
vance in  ice  cream,  soda  water,  cokes  and 


dopes,  picture  shows  and  all  those  ''non-es- 
sential citizens"  calculated  to  absorb  incomes 
and  give  nothing  of  material  wealth  back  to 
the  donor.  Yet  in  spite  of  these  advance 
prices  there  has  been  no  slump  about  the 
ticket  windows,  nor  has  there  been  any  di- 
minished numbers  who  prefer  to  suck  most 
of  their  nourishment  through  a  straw. 

Had  this  motley  crew  organized  as  con- 
sistant  a  rebellion  against  "coke"  as  they  did 
against  potatoes  and  wheat  flour,  they  would 
have  injected  an  economic  virtue  into  the 
culpable  aspect  of  some  excellence. 

The  Herald-News  says  that  during  a  warm 
day  as  much  as  75c  is  spent  for  ice  cream 
and  drinks  during  the  evening,  this  is  quite 
close  to  $275  a  year,  nothing  of  particular 
value  is  received  for  this  outlay,  but  it  is 
a  high  increment  in  extravagance  when  arti- 
cles of  real  food  value  which  are  catalogued 
as  a  necessity  are  making  heavy  demands  up- 
on wage  earners  and  their  families. 

When  we  read  the  lives  of  such  exponents 
of  real  thrift  as  James  J.  Hill  working  on  a 
steamboat,  and  the  early  pioneers  of  these 
Illinois  prairies  who  transformed  them  from 
grassy  marshes  filled  with  blood  sucking  in- 
sects to  oceans  of  corn  tassels,  we  wonder  if 
their  highest  achievement  was  personified  in 
a  gastric  attempt  to  digest  the  gelatine  of 
modern  ice  cream  or  suck  up  "coke"  through 
a  straw. 

.  He  is  the  happiest  man  who  possesses  the 
fewest  wants.  CHARLES  D.  GARY. 


FROM  THE  LAW  DEPARTMENT 


Current  Commerce  Decisions 

1.  Hack  drivers. — A  railway  company  may  grant  an  exclusive  privilege  and  exclude 
all  others  who  desire  to  go  upon  its  premises  for  the  purpose  of  soliciting  customers 
or  business. — Mader  v.  City  of  Topeka,  189  Pac.  Rep.,  969. 

2.  Lien  for  feeding  and  watering  live  stock  in  transit. — Where,  during  rest  periods 
in  interstate  transit  of  cattle,  neither  owner  nor  shippers  exercised  option  to  perform 
duty  under  Act  of.  Congress  June  29,  1906,  to  water  and  feed  animals,  carrier  became 
obligated  to  perform  such  duty,  and  had  lien  on  animals  for  food,  care,  and  custody 
furnished,  collectible  at  destination,  whether  or  not  it  would  not  be  liable  to  owner  or 
shippers  in   action  for  negligence   if  injury  resulted   from   failure   to  feed   and   water. 
—New  York  Central  R.  Co.  v.  Sturtevant,  127  N.  E.  (Mass.),  509. 

3.  Fabricating    fictitious    bills    of    lading. — The   "fraudulent    fabrication    and    use    of 
fictitious  interstate  bills  of  lading  could  be  prohibited  and  punished,  as  was  done  by 
the  Act  of  Congress  August  29,  1916,  as  a  means  of  protecting  and  sustaining  the  vast 
volume  of  interstate   commerce   operating  and  moving  in  reliance  upon  genuine   bills 
of  lading.    Bills  of  lading  for  interstate  commerce  are  instrumentalities  of  that  com- 
merce which   Congress,  under  its  power  to  regulate  commerce,  has  authority  to  deal 
with  and  provide  for. — U.  S.  v.  Ferger,  250  U.  S.  199. 

4.  Written   claim  for  damages. — Parties   to   interstate   shipment    of   live    stock   may 
validly  stipulate  that  no  liability  shall  be  incurred  to  the  shipper  for  loss  or  damage 


61 


62 


ILLINOIS    CENTRAL    MAGAZINE 


unless  a  verified  written  claim  be  made  and  delivered  to  the  General  Freight  Agent 
within  five  days  after  unloading,  and  such  stipulation  is  not  satisfied  by  prompt  advise- 
ment of  the  carrier's  agent  at  final  destination  of  all  essential  facts. — Baltimore  &  Ohio 
R.  Co.  v.  Leach,  249  U.  S.  217. 

5.  Consignee's    possession    of    freight. — Only    upon    payment    of    published    rate    is 
consignee  entitled,  under  the  equal-rates  requirement  of  the  Interstate  Commerce  Act, 
to  receive  the  shipment.    He  is  liable  for  the  difference  between  the  freight  charges 
erroneously  specified  in  the  way-bill  and  paid  by  him  upon  receipt  of  the  goods  and 
the   larger  amount  due  under  the  applicable   published   rates,   although,   by  virtue   of 
his    agreement    with    consignor,    he    (consignee)    did    not    become    the    owner    of   the 
goods  until  after  delivery.— P.  C.  C.  &  St.  L.  R.  Co.  v.  Fink,  250  U.  S.  577. 

6.  Tariff  a  part  of  shipping  contract. — The  tariffs  or  rates  fixed  and  approved  by 
the  Interstate  Commerce  Commission  and  published  by  law  are  part  of  every  contract 
for   interstate   affreightment.    After   completion    of   a   contract   for  carriage    of  goods, 
the  carrier  may  maintain  an  action  of  assumpsit  on  the   common   counts  to   recover 
the  lawful  rate  or  any  unpaid  balance  against  the:  owner  of  the  goods. — Hurt  v.  A.  B. 
&  A.  Ry.  Co.,  84  So.  (Ala.  App.)  631. 

7.  Demurrage  collectible  where  single  cars  of  frozen  ore  could  have  been  unloaded 
within  free  time. — Rule  8,  Sec.  A,  subd.  2,  of  the  Uniform  Demurrage  Code,  approved 
by    the    Interstate    Commerce    Commission,    providing    that    no    demurrage    shall    be 
collected  when  shipments  are  frozen  while  in  transit,  so  as  to  prevent  unloading  during 
the  prescribed  free  time,  treats  the  single  car  as  the  unit,  and,  where  any  single  car 
of  frozen   ore  might   have  been   unloaded  within   the   free   time,   demurrage   was   col- 
lectible, though  the  number  of  cars  received  by  the  consignee  at  one  time  could  not 
be  so  unloaded;   the  consignee   having  entered  into   the  average   agreement  with   the 
railroad  prescribed  in  Rule  9. — Pennsylvania  R,  Co.  v.  Kittaning  Iron  &  Steel  Mfg.  Co., 
40  S.  C.  R.  532. 

8.  Interstate    Commerce — Employer's    Liability. — Under    the    Employer's    Liability 
Act,  a  railway  train-man  was  employed  in  interstate  commerce  if  any  of  the  cars  in 
his  train  contained  interstate  freight.    In  this  instance,  he  belonged  to  a  crew  operating 
a  train  of  loaded  cars  from  a  colliery  to  yards  two  miles  away.    The   destination  of 
some   of  the    cars   was   outside   the    state,    as    it   appeared    from    instruction    cards    or 
memorandum    delivered    to    the    conductor    by    the    shipping   clerk   at    the   mine,    and 
freight  charges  were  paid  for  the  entire  distance,  beginning  at  the  mine,  although  the. 
cars  were  not  weighed  and  billed  to  the   consignee  until  another  crew  moved  them 
from  such  yard  to  scales  some  ten  miles  away,  where  they  were  inspected,  weighed, 
and  billed.— Philadelphia  &  R.  Ry.  Co.  v.  Hancock,  40  S.  C.  R.  512. 

9.  Baggage  exempted  from  provisions  of  Cummins  Amendment  as  to  full  liability 
for  loss  despite  limitation. — The   Cummins  Amendment   as   amended   August   9,   1916, 
expressly    exempts    baggage    from    its    provisions    respecting    an    interstate    carrier's 
liability  for  full  actual   loss   notwithstanding  any  limitation   of  liability  or  release   as 
to  value,  so  that  railroad's  limitation  of  liability  to  $100  as  to  baggage,  contained  in 
a  tariff  filed  with  the  Commission  and  duly  approved  by  the  federal  Director  General 
of  Railroads,  was  in  effect  at  the  time  of  loss,  and  restricted  the  passenger's  recovery 
to  $100.— Culbreth  v.  Martin,  et  al,  103  S.  E.  (N.  C.)  374. 


Starkville,    Mississippi. 


The  Prompt  Releasing  of  Loaded  Cars  and  Forwarding 
of  Empties  for  Reloading  Is  a  Sure  Way  To  Re- 
duce Car  Shortage  and  Increase  Company 
Revenue — Note  the  Following  Instances 


SI  4501,  coal  car,  consigned  to  C.  O. 
Miller,  at  Macon,  111.,  arrived  at  that  sta- 
tion at  noon  on  August  23,  and  car  was 
released  at  6  p.  m.,  same  date,  moving  out 
of  that  station  morning  of  August  24. 


Referring  to  the  prompt  unloading  of  coal 
cars  and  the  movement  of  empties  to  mines. 

Pa  284322  coal,  arrived  at  Bondville  5  p.  m., 
August  5th  was  made  empty  and  forwarded 
to  mines  on  train  691  at  8  :30  a.  m.  August  6. 


I.  C.  85088,  mine  props,  arrived  Zeigler, 
111.,  1:00  p.  m.,  August  13,  unloaded  and 
reloaded  fwith  coal  the  same  ;day;  also 
N.  Y.  N.  H.  70703,  East  St.  Louis  to  Ben- 
ton,  straight  merchandise  car,  arrived  at 
destination  on  train  No.  655,  July  31,  placed 
at  platform  at  7:00  a.  m.,  car  being  un- 
loaded and  returned  empty  to  East  St. 
Louis  on  train  No.  694,  same  date. 


Agent  'Massion,  Cabery,  reports  I.  C. 
94469,  a  load  of  coal,  arrived  at  his  station 
from  Winona,  111.,  2  p.  m.,  in  train  No. 
492,  August  13.  At  5  p.  m.  the  same  date 
the  car  was  empty,  forwarded  to  Otto  on- 
No.  364,  at  9:30  p.  m.,  same  date;  arrived 
at  Otto  at  11:30  p.  m.,  same  date;  forwarded 
from  Otto  in  Extra  No.  1839  at  3:22  a.  m., 
August  14  and  forwarded  from  Centralia  to 
the  coal  fields  in  Extra  No.  1711  at  12:20 
a.  m.,  August  15,  or  34  hours  and  20  min- 
utes after  the  arrival  at  his  station. 


No.  91  Saturday  afternoon  set  out  for  the 
Agent  at  Nora,  111.,  Pa.-858826,  car  of  com- 
mercial coal  for  the  Nora  Elevator  Com- 
pany. Men  worked  Sunday  and  released 
this  car  at  6  o'clock  Sunday  evening  and 
reported  to  the  Dispatcher  6:30  p.  m.,  and 
car  was  moved  at  once. 


NEW   PLAN   TO  AID   IN   CAR 
SHORTAGE 


Illinois     Central    Force    Works     Sunday 

So  as  to  Release  Much  Needed 

Cars 

With  a  desperate  car  shortage  holding  up 
'distribution  and  consequently  stifling  pro- 
duction throughout  the  country,  the  Illinois 
Central  system  has  hit  upon  a  'simple 
method  to  help  alleviate  the  disorder  until 
additional  cars  can  be  procured  to  cover 
the  shortage.  The  plan  was  first  tried  in 
this  division  Sunday. 

The  idea  is  to  use  unloading  forces  on 
Sunday,  during  the  crisis.  This  means 
that  all  cars  which  are  brought  to  con- 
signees Saturday  afternoon  or  night  will 
not  have  to  stand  idle  not  only  all  day 
Sunday,  but  Monday  also,  as  has  been  the 
case.  By  unloading  these  late  Saturday  cars 
on  Sunday,  these  cars  are  released  for  im- 
mediate use  again  Monday  morning. 

On  the  Indiana  division  fifteen  coal  cars, 
two  cars  of  lumber,  and  eleven  cars  filled 
with  other  commodities  assigned  to  con- 


signees  on  this  division  were  ready  for 
use  again  Monday  morning  as  a  result  of 
consignees  working  their  forces  Sunday. 
In  addition  to  this  .gain,  the  Illinois  Central 
used  its  own  freight  handling  force  in  un- 
loading merchandise,  so  that  twenty-one 
cars  of  merchandise  were  unloaded  Sunday, 
and  those  cars  made  ready  for  use  for 
other  goods.  The  local  freight  force  under 


Mr.  Dorsey  worked  Sunday  under  this  plan. 
It  was  estimated  by  a  local  official  that  in 
the  entire  Illinois  Central  system  at  least 
500  cars  were  released  for  added  service 
by  this  plan  in  the  single  day.  It  is  likely 
that  the  plan  will  be  used  by  other  roads, 
as  it  is  found  expedient,  during  the  present 
drastic  shortage. — Aug.  17,  1920,  Mattoon, 
Mattoon  Journad  'Gazette. 


Mr.  Win.  H.  Birch,  Chief  of  Staff,  Dept. 
111.  United  Spanish  War  Veterans,  has  se- 
lected the  Illinois  Central  as  the  Official 
Route  for  those  attending  the  U.  S.  W.  V. 
Encampment  at  St.  Louis,  September  12, 
13,  14,  15,  1920,  and  train  known  as^the 
"John  J.  Garrity"  Special  will  leave  Central 
Station  at  10:00  P.  M.  September  the  llth 
for  St.  Louis.  Train  will  be  in  charge  of 


Mr.  John  J.  Garrity,  Superintendent  of  Po- 
lice, Chicago,  who  will  be  a  candidate  for 
the  Commander-in-Chief  U.  S.  W.  V.  at 
the  St.  Louis  encampment. 

All  comrades  going  to  St.  Louis  are  in- 
vited to  accompany  the  Illinois  delegation 
on  this  train.  Remember,  there  is  going 
to  be  a  session  in  St.  Louis  on  September 
12.  Take  the  special  and  be  there  on  time 
for  this  session. 


ILLINOIS    CENTRAL    MAGAZINE 


65 


This  little  story 
of  one  man's 
experience  i  s 
typical  of  those 
who  are  buying 
H.  O.  Stone  &• 
Co.'s  6%  First 
Mortgage  Real 
Estate  Bonds. 


«|TNTIL  I  learned  how  easy  it  is  to  buy  First  Mortgage 
U  Real  Estate  Bonds  on  H.  O.  Stone  &  Company's  Partial 
Payment  Plan,  I  thought  I  was  satisfied  to  get  3%  on  my 
money.  Now  I  ,get  6%  and  my  goal  is  bonds — back  of 
which  is  improved  Chicago  Real  Estate  that  I  know  is  sound. 
Just  as  quick  as  I  can  do  so  I  am  putting  my  savings  into  bonds 
sold  by  H.  O.  Stone  &  Co." 

Any  one  can  do  as  this  man  has  done. 

Ask  us  to  explain  our  Partial  Payment  Plan  by  which  hundreds 
are  buying  H.  O.  Stone  &  Co.'s  6%  First  Mortgage  Real  Es- 
tate Bonds.  It  may  put  you  on  the  road  to  permanent  pros- 


penty. 

H.  O.  STONE  &  CO. 

Established  1887  Incorporated 

First    Mortgage   Real    Estate    Bonds 

CONWAY  BUILDING  S.  W.  COR.  CLARK  and  WEST  WASHINGTON  STS. 


Please   mention   this  magazine   when   writing  to  advertisers. 


Montonous  SGTVICG 


MERITORIOUS  SERVICE 

Flagman  -John  Fiebig  has  been  com- 
mended for  flagging  extra  1839  at  Floss- 
moor,  July  30,  account  of  M.  R.  R.  10078 
brake  beam  down.  Train  was  stopped  and 
brake  beam  removed,  thereby  preventing 
possible  accident. 

During  July  the  following  gatekeepers 
lifted  card  passes  and  commutation  tickets 
account  having  expired  or  being  in  im- 
proper hands: 

A.   Vandewater 

Una  Simmpns 

On  train  356,  July  7th,  Flagman  T.  C. 
Clark  declined  to  honor  monthly  com- 
mutation tickets  account  having  expired. 
Passenger  presented  other  transportation. 

On  train  278,  July  19th,  Flagman  A. 
Hudepohl  lifted  employe's  suburban  pass 
account  being  in  improper  hands  and  col- 
lected cash  fare. 


ILLINOIS  DIVISION 

Mr.  H.  L.  Behrends  has  been  commended 
:or  discovering  and  reporting  brakes  stick- 
ing on  car  in  18  while  passing  Monee, 
A.ugust  20.  Train  was  stopped  and  ex- 
amined at  Matteson,  and  brakes  were 
released. 

Operator  J.  Schneiderjohn,  Kankakee 
Junction,  has  been  commended  for  dis- 
covering and  reporting  coal  cars  moving 
east  on  a  New  York  Central  train,  which 
were  delivered  to  this  road  for  return 
loading. 

Conductor  J.  P.  Mallon  on  train  25,  July 
llth,  declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare, 
passenger  was  referred  to  passenger  de- 
partment for  refund  on  ticket. 

Conductor  F.  A.  Hitz,  train  31,  July 
18th,  lifted  term  pass  account  being  in 
improper  hands.  Passengers  refused  to 
pay  fare  and  were  required  to  leave  the 
train. 


ST.  LOUIS  DIVISION 

Section  Foreman  Joe  Davis,  Pinckneyville, 
111.,,  has  been  commended  for  discovering 
and  reporting  I.  C.  200729,  handled  by 
engine  696,  July  24th,  with  twelve  inche: 
of  flange  missing.  Car  was  stopped  am 
necessary  action  taken  to  prevent  acciden' 

Mr.  J.  Newhouse,  Elkville,  111.,  has  beer 
commended  for  discovering  broken  wheel 
on  N.  Y.  C.  250874,  August  llth,  handled 
in  extra  1871,  south,  mile  294.  Train  was 
stopped  and  necessary  action  taken  to  pre- 
vent accident. 


Conductor  W.  C.  Walkup,  train  623,  July 
14th,  declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare. 
Passenger  was  referred  to  passenger  de- 
partment for  refund  on  ticket. 

Conductor  G.  Carter,  train  1,  July  15th, 
lifted  employe's  trip  pass  account  having 
been  altered  and  collected  cash  fare. 

On  train  10,  July  28th  he  lifted  annual 
pass  account  not  being  good  for  passage  in 
territory  in  which  presented.  Passenger 
refused  to  pay  fare  and  was  required  to 
leave  the  train. 


SPRINGFIELD  DIVISIpN 

Brakeman  Chas.  Thorpe,  Clinton,  111., 
train  182,  August  5th,  has  been  commended 
for  discovering  broken  rail  south  of  switch 
when  train  stopped  to  take  siding  at  Maroa, 
and  taking  necessary  action  in  order  to 
prevent  accident. 


WISCONSIN  DIVISION 

Brakeman  W.  H.  Martin,  August  22nd, 
has  been  commended  for  discovering  and 
reporting  broken  rail  at  Henkel,  111. 

Section  Foreman  Thomas  LaFever,  has 
been  commended  for  discovering  broken 
journal  and  and  signalling  engineer  to  stop 
train  on  August  9th,  at  Tonica,  111. 

Brakeman  Martin  has  been  commended 
for  discovering  broken  arch  bar  on  Erie 
car  10977,  July  28th,  at  Hudson,  Illinois. 

Brakeman  Lyons  has  been  commended 
for  discovering  broken  arch  bar  on  C.  & 
G.  W.,  16654,  while  inspecting  train  536  at 
Mendota,  111. 

Conductor  C.  J.  McDonald,  extra  1617, 
has  been  commended  for  discovering 
cracked  Truck  on  B.  &  A.  car  23313,  July 
28,  while  inspecting  train  at  Dixon,  111. 

Conductor  L.  Bowley,  train  29,  July  8th, 
declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare. 
Passenger  was  referred  to  passenger  depart- 
ment for  refund  on  ticket. 


MURINE  EYE  REMEDY. 

Murine  Allays  Irritation  Caused  by 
Smoke  —  Cinder  —  Alkali  Dust  —  Strong 
Winds.  Should  be  used  for  all  Eyes  that 
Need  Care.  These  suggestions  must  surely 
Appeal  to  Men  in  all  branches  of  Railway 
Service.  See  Murine  Eye  Remedy  Co.  Adv. 
in  this  issue  and  write  for  their  Book  of 
the  Eye. 


66 


ILLINOIS   CENTRAL  MAGAZINE 


67 


"The  Railroad  Timekeeper  of  America" 


Twenty-seven  years  at  the  throttle  has  shown  Engineer 
Jesse  j.  Brooksby  that  an  accurate  watch  has  a 
great  deal  to  do  with  keeping  on  schedule.  For  the 
past  ten  years  he  has  run  his  trains  over  the  New 
York  Central  Lines  with  a  Hamilton. 


As  a  good  railroad  man  you  ought 
to  have  the  best  watch  you  can  get — 
and  the  Watch  of  Railroad  Accuracy 
would  really  cost  you  no  more,  be- 
cause of  its  extra  long  life. 

There  may  easily  come  a  time  when 
your  safety  and  that  of  many  others 
depends  upon  the  accuracy  of  the 
watch  you  carry.  In  any  emergency 
a  good  watch  to  have  is  the  Hamilton. 

Ask  some  of  your  many  friends 
who  own  Hamiltons  what  sort  of  a 
watch  they  would  advise  you  to  get. 
You'll  find  them  enthusiastic  over 
the  Hamilton  Watch  because  it  com- 
bines remarkable  accuracy  with  long 


life,  even  under  the  difficult  condi- 
tions of  railroad  work. 

Before  you  make  a  selection,  have 
your  jeweler  show  you  Hamilton 
No.  940  (  18  size,  21  jewels )  and  No. 
992  ( 16  size,  21  jewels).  They  have 
become  the  most  popular  watches  in 
use"  on  America's  railroads  because 
they  make  time  inspection  a  meie 
matter  of  routine. 

Write  today  for  "The  Timekeeper" 

All  Hamilton  models  are  pictured  and 
described  in  this  interesting  booklet,  and 
prices  given.  They  range  from  322.00  (327.00 
in  Canada)  for  movements  only,  up  to  3200 
for  the  Hamilton  Masterpiece  in  extra-heavy 
18k  gold  case. 


HAMILTON  WATCH  COMPANY,  Lancaster,  Pennsylvania 


Please   mention   this  magazine  when  writing  to  advertisers. 


68 


ILLINOIS   CEN TRA L  MA GA ZINE 


KENTUCKY  DIVISION 

Conductor  J.  W.  Robertson,  train  101, 
July  6th,  declined  to  honor  returning  por- 
tion of  card  ticket  account  having  expired 
and  collected  cash  fare.  Passenger  was 
referred  to  passenger  department  for 
refund  on  ticket. 

On  train  102,  July  10th,  he  lifted  term 
pass  account  having  expired. 

Conductor  J.  J.  Connors  on  train  102, 
July  20,  declined  to  honor  clergy  ticket 
account  being  in  improper  hands  and  col- 
lected cash  fare. 

Conductor  T.  B.  Watts  on  train  122,  July 
21,  lifted  monthly  commutation  ticket 
account  having  expired.  Passenger  pre- 
sented other  transportation  to  cover  trip. 

TENNESSEE   DIVISION 

Conductor  J.  S.  Wesson,  train  3,  July  27, 
lifted  employe's  pass  account  having  been 
altered  and  collected  cash  fare. 


MISSISSIPPI    DIVISION 

Conductor  J.  R.  Kriter,  on  train  4,  July 
3,  and  train  1,  July  31,  lifted  employes' 
trip  passes  account  being  in  improper  hands 
and  collected  cash  fares. 

Conductor  J.  T.  Nason  on  train  33,  July 
28,  declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare. 
Passenger  was  referred  to  passenger  depart- 
partment  for  refund  on  ticket. 


Division  News 

OFFICE   OF  AUDITOR   STATION   AC- 
COUNTS 
By  G.  A.  R 

The  event  of  the  season  was  our  annual 
picnic,  recently  held  at  the  Sand  Dunes, 
Miller,  Indiana.  A  good  representative 
crowd  attended  and  a  most  enjoyable  time 
was  spent  by  all. 

You  tell  'em,  Miller,  you've  got  the 
"sand."  This  is  very  true,  as  the  "moun- 
tains" of  sand  are  illuminated  by  the  rays 
of  the  sun  as  far  as  the  eyes  can  see. 

These  outings  are  certainly  enjoyable  and 
restful,  as  it  is  a  diversion  from  the  daHy 
routine  and  greatly  refreshes  the  mind  by 
roughing  it  occasionally  in  the  wilds  with 
Mother  Nature. 

Picnk;  Notes 

Due  credit  is  given  Mr.  Enholm  for  his 
physiological  intuitive  nature  as  a  topogra- 
pher. The  location  being  the  highest  "dune" 
between  Lake  Michigan  and  what  is  known 
as  "Dead  River". 

Many  real  live  mermaids  were  discovered 
in  bathing.  Miss  Coyle,  being  the  cham- 
pion lady  swimmer  of  the  day;  Miss  Sher- 
wood was  a  very  proficient  diver;  Miss  Hay- 


Railway  v 
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  ffOc  per  bottle. 


The  Murine  Eye  Remedy  Co., 
Chicago,  will  mail  Book  of 
the  Eye  Free  upon  request. 


den  was  there  when'  it  came  to  floating; 
last  but  not  least,  Miss  McMarrow  was  per- 
fectly at  home  in  the  water  as  long  as  she 
did  not  g'o  over  her  head.  She  is  very  brave 
and  venturous  and  no  doubt  in  due  course 
will  become  an  expert  swimmer. 

Mr.  Turner  won  the  prize  as  the  long- 
distance swimmer.  There  was  another  prize 
he  won  on  his  return  home,  well  known  by 
all  who  were  present. 

Talk  about  eats!  The  "H.  C.  L."  was  not 
considered  in  the  menu,  neither  was  the 
'sand.  All  the  conventional  delicacies  and 
also  some  unconventional,  that  automatically 
might  possibly  be  found  with  a  jolly  picnic 
crowd,  were  in  abundance. 

We  take  off  our  hats  to  Mrs.  Hawkins  and 
Miss  Crane  as  being  experts  on  a  formula 
of  lemonade. 

Harold  Anderson  had .  a  thrill  of  sport 
acting  as  our  life  saver,  by  carrying  water 
to  the  thirsty  from  a  spring  about  one  mile 
distant. 

Mr.  Emerson  gave  activity  to  the  crowd 
by  the  rendition  of  classical  and  popular 
music  from  his  mandolin.  It  is  true  that 
"music  has  charms"  which  awakens  the 
sentimental  nature  to  action.  The  refrain 
was  caught  by  many  and  it  was  soon  learned 
we  were  in  the  midst  of  real  singers.  The 
distant  hills  responded  with  its  echos,  and 
let  us  hope  the  melody  is  still  rebounding 
upon  other  "dunes." 


Please   mention   this   magazine  when  writing  to  advertisers. 


Misses  Kruger,  Hayden  and  Mr.  Huls- 
berg^were  very  busy  taking  snap  shots  of 
the  "sights  and  scenes."  Some  of  the  pic- 
tures are  very  valuable  and  cannot  be 
bought  at  any  price. 

Mr.  Purcell,  the  comedian,  gave  an  after- 
dinner  speech  upon  various  current  subjects 
such  as  "Why  Women  Have  to  Work," 
"The  Rights  of  Americanos,"  also  dwelt 
considerably  upon  the  Italian  strike  leader, 
etc. 

Mr.  Hawkins  for  some  reason  had  no  de- 
sire to  go  near  the  water  so  he  was  elected 
chief  custodian  of  the  personal  effects  of  the 


IAMOND* 


Head    Clerk,    Mr.    Enholm,    at    His    Desk 
After  One  Week's  Vacation. 


Send  for  FREE  Catalog 

There  are  128  illustrated  pages  of  Diamond 
Rings,   Diamond   La  Vallieres,    Diamond    Ear 
Screws,  Diamond  Scarf  Pins,  Diamond  Studs, 
Watches,  Wrist  Watches;  also  our  wonderfully 
showy  assembled   Solitaire  Diamond  Clusters. 
EVERY  ARTICLE  IN   OUR  CATALOG  is  spec- 
ially selected  and  priced  unusually  low.    What- 
ever you  select  will  be  sent  prepaid  by  us.    You 
»«•  and   examine  the  article  right  In  your 
own  hands.  If  satisfied  pay  one-fifth  of  purchase 
price  and  keep  it,  balance  divided  into  eight  equ 

•mounts,  payable  monthly 


Our    . 
Diamonds 
are  distinctive' 
in    beauty,    of 
great     brilliancy, 
set   in   the   latest 
fashionable    Solid 
Gold  Mountings. 
W  e    guarantee 
entire  satis- 
faction. 


LIBERTY  BONDS 
ACCEPTED 

Diamond  Rings 


We    are    offering  wonderful 
values  in  Diamond  Rings,  Soli- 
taires and  Clusters,  in  all  the 
popular  mountings,  plain  and 
fancy    engraved,    special    at 
$40,  $50,  $75,  $85,  $1OO, 
$1SO,   and  up.       Credit  terms, 
one-fifth  down,  balance  in  eight 
equal  amounts,  payable  monthly. 

lV!ltpfl<*C  Our  Catalog  il- 
«  «tltne&  lustrates  and 
describes  all  the  standard  world- 
renowned  Watches—  solid  gold 
and  gold  filled  cases.  Splendid 
bargains  in  25-year  guaranteed 
Watches;  credit  terms  as  low  as 

_          $2.5O  a  Month 

LOFTIS  BROS.  &  CO.,  National  Credit  Jewelers 

Dept.  D  9  10O  to  108  North  State  St.,  Chicago,  Illinois 


(btabliihod  1868] 


STORES  IN  LEADING  CITIES 


RAILROAD    POLICIES    FOR 

RAILROAD    MEN 

One  leg,  or  one  arm,  or  one  eye, 

'L                                £      11           J          j-k                 ~    1,      ~£ 

Accident     and     Health 
Insurance 

can  t  successfully  do  the  work  or 
two,  else  why  do  we  have  two  of 
each  in  our  makeup. 

If  they  are  worth  having,  they 
are  worth  protecting.   Protect  them 
in  the  Railroad  Man's  Company. 

More  than  $22  500  000  00  Paid 

(Cut  out  and  mail  today) 

Continental   Casualty   Co. 
910    Michigan   Ave., 
Chicago,    111. 

I    am    employed    by    the    ILLI- 
NOIS     CENTRAL      RAILROAD. 
Please     send     me     information     in 
regard  to  your  accident  and  health 
insurance    such    as    is    carried    by 
.     hundreds    of    my    fellow    employes. 

Age  Occupation  
Division     .                .  .            

to  895,000  Policyholders  and  Their 

Name 

Beneficiaries. 

Address    .         

Cotttttttttial  CaBtraltg  Cnmpamj  * 

1.  G.  B.  ALEXANDER  /iTU*^ 
President              Qblftntg0 

Please   mention   this   magazine  when   writing  to  advertisers. 


Standard  for  over  75  years 
i--- — » —      ^,_.  J 


REGISTERED 


This  is  Mr.  Charles  Broil,  one  of  the  oldest 
engineers  of  the  B.  &  O.,  who  runs  the  famous 
"Royal  Blue".  Mr.  Broil  wears  and  swears 
by  "true  blue"  Stifel's  Indigo  Cloth. 
Since  the  time  of  the  first  railroads  strong,  sturdy,  fast-color, 
—  never-break-in-the-print  Stifel's  Indigo  has  been 

the  popular  garment  cloth  for  railroad  men. 
Before  you  buy 

OVERALLS 

COVERALLS,  JUMPERS 
or  UNIFORMS 

look  for  this  trade- 
mark on  the  back 

of  the  cloth  in- 

side  the  garment.     It  is  the 
guarantee    of    the    genuine 
Stifel's  Indigo  Cloth,  which 
never   has   been   success- 
fully imitated.  Garments 
sold  by  dealers  every- 
where. We  are  makers 
of  the  cloth  only. 


J.  L.  STIFEL  &  SONS 

Indiao  Dyers  and  Printers 
Wheeling,  W.  Va. 

SALES  OFFICES 

NEW  YORK 260  Church  St.  BALTIMORE Coca  Cola  Bid*. 

PHILADELPHIA 1033  Chestnut  St.  ST.  LOUIS 6O4  Star  Bids 

BOSTON 31  Bedford  St.  ST.  PAUL 238  Endieott  Bids* 

CHICAGO      223  W  Jackson  Blvd.  TORONTO 14  Manchester  Bld«> 

SAN  FRA*  CISCO,  Postal  Telegraph  Bldg.  WINNIPEG 400  Hammond  Bldg. 

ST.  JOSEPH.  MO Sexton  Bank  Bid g!  MONTREAL  Room  508  R«ad  Bid* 

VANCOUVER.., 506  MercaatO*  Bide. 


Please  mention  this  magazine  when  writing  to  advertisers. 


bathers,  including  some  valuable  articles  be- 
longing to  the  ladies. 

A.  O.  Sjoholm  enjoyed  himself  as  well  as 
the  crowd,  by  an  exhibition  of  a  few  of  his 
acrobatic  stunts.  He  should  make  a  con- 
tract with  Ringling  Brothers  as  he  would 
be  a  very  attractive  feature. 

The  home  coming  at  11:00  A.  M.  in  our 
private  coach  will  long  be  remembered  as 
being  the  "end  of  a  perfect  day"  well  spent. 

Personals 

Our  head  clerk,  Mr.  Enholm  has  been 
around  all  of  the  Great  Lakes  and  many1 
other  points  of  interest,  summer  resorts, 
etc.,  but  one  place  he  overlooked  in  his 
travels  and  that  was  Green  Bay,  Wis.  He 
recently  spent  a  week  there  and  says  it  is 
an  ideal  summer  resort  and  a  good  place 
for  recuperating. 

Miss  Ida  Jensen,  one  of  our  lightning  cal- 
culators, while  on  her  vacation  visited  the 
principal  points  of  interest  in  Canada,  also 
took  a  boat  along  Puget  Sound  to  Seattle, 
Wash.,  thence  to  Portland,  Ore.,  staying 
there  four  days,  after  returning  to  Seattle 
for  a  brief  visit,  and  on  her  homeward  trip 
stopped  at  Min-a-ap-o-lis  Min-a-so-tah  and 
was  royally  welcomed  by  many  of  her  rela- 
tives. Combining  business  with  pleasure 
while  on  this  trip  she  obtained  sufficient  in- 
formation by  observation  and  otherwise  to 
complete  the  last  chapter  of  her  latest  novel 
which  will  soon  be  put  upon  the  screen. 
The  title  of  the  play  will  be  announced 
later;  however,  it  is  a  well-known  fact  Miss 
Ida  is  the  star  actor,  and  for  this  reason 
you  will  not  be  disappointed  when  you  sec 
this  master  photoplay. 

R.  W.  Snyder  enjoyed  a  needful  rest  at 
Colorado  Springs,  Pike's  Peak  and  other 
sights,  interesting  to  an  eastern  pleasure 
seeker. 

_  Miss  Agnes  McMarrow  spent  her  vaca- 
tion at  Michigan  City,  Ind.,  and  seems  to 
be  overjoyed  for  reason  of  her  new  ac- 
quaintance at  this  noted  summer  resort. 

U.  G.  Durant  says  Chicago  is  the  ideal 
summer  resort  and  he  enjoyed  the  many  at- 
tractive features  while  on  his  vacation. 

Our  office  boy,  Robert  Graham,  believes 
in  "preparedness."  He  resigned  his  position 
and  went  to  Wyoming  to  engage  in  farm- 
ing, and  we  know  he  will  make  good. 
Robert,  all  wish  you  success. 

Can  you  imagine  Margaret  Vanderlinden 
dressed  in  the  latest  fashion  rubber  suit 
viewing  the  Niagara  Falls  at  the  hour  of 
the  setting  sun?  This  was  evidently  a  beau- 
tiful and  realistic  picture  which  happened 
during  her  vacation.  Such  a  wonderful  and 
phenomenal  exhibition  does  not  occur  only 
once  in  a  life  time. 

Captain  A.  W.  Larson,  who  is  authority 
on  prohibition  law  only  in  Illinois,  recently 
returned  from  Colorado  and  says  everything 
is  on  the  boom  here.  He  really  confessed 
of  having  an  appetizing  desire  to  return. 

E.  H.  Stark,  our  young  fashion  plate,  en- 
joyed a  very  pleasant  vacation  at  Ocono- 


SEND  NO 
MONEY 

You  will  look  a  lone 
time,  men,  before  you  wil 
find  a  pants  bargain  like  this 
Think  of  it!  Only  $2.98  for 
these  well -tailored  trousers 
of  fine  durable  Suiting  with 
neat  stripe  effect  —  wide  tun- 
nels instead  of  flimsy  belt 
straps — extra  heavy  pocketing 
—  hand   sewn   buttons,   rein- 
forced seat  seams  —  all  seams 
serged,  no  raw   edges  —  bar 
tacking  at  crotch  and  pockets 
which  prevents  tearing  at 
seams.    Color,   gray   mixture. 
Sizes,  30  to  44  waist  measure;  in- 
side leg  measure,  80  to  86  inches. 
Here  is  an  extraordinary  bar- 
gain offered  at  this  low  intoduc- 
tory  price  to  acquaint  menevery- 
where  with  the  big  saving  made 
by  purchasing  wearing  apparel 
here  by  mail.  Our  limited  supply 
will  be  snapped  up  quick.  Order 
one  or  more  pairs  now.  Remem- 
'  er,  you  take  no  risk  and  don't 
a  veto  pay  a  cent  until  delivery. 
Just  send  your  name  and  ad- 
dress, giving  waist  and  inside 
"eg measure.  We  send  them 
to  you  and  prepay  all  charges . 
: Order  by  No.    641)900.     (66) 


I  Pay  Mailman  Only  $2.98  xS^fiMS 
R. member,  money  back  It  not  plMMd 
THE    HOWARD-LUX    COMPANY 
Dept.  54, 310  Laknidc  Kit,  N.  W.  Cleveland.  Ohio 


Rolling 
Bath  Tub  H^r* 


Fall  size  white  enamel  tub,  nickeled . 
12-gal.  tank.  Closes  up  in  space  3  ft.  I 
square.  On  castors— rollitanywhere. I 
Heater  attachment  for  kerosene,! 
gasoleneorgas.  Water  heats  quickly,! 

waste  drains  through  hose  attach^ 
ed  to  temporary  or  permanen 
outlet.   Simple.    Guaranteed 
Write  for  catalog  and  price.  . 

Rowe  Sanitary  Mfg.  Co.  / 
916  Rowe  Bldg. 
Detroit,  Mic 


Ask  about 
Ko-Sanlndo 
Closets  and  1 
stands.    No 
Plumbing    Requir 


REAL  PHONOGRAPH 

^     Beautifully  finished,    nickel   winding 
":,  spring  motor,  speed  regulator, 
stop  lever.    New  improved  sound 
box  with  mica  diaphragm,  makes 
perfect  reproductions  of  all  kinds 
of  music.    A   MAKVELOC8 
A  Machine  in  every  way.  Delight- 
\  ed    thousands  of   homes. 

\r-StSendftO  MONEY 

^^  Justyour  name, and  we  will 
send  you  24  of  our  Art  Pictures  to 
dispose  of  on  special  offer  at  25c 
each.  Send  us  the  16  yon  collect 
and  w«  will  send  this  new  im- 
proved E.  D.  L.  Phonograph  and 
lelection  of  6  records  free. 


E.  D.  LIFE.Dept  9T85" 


Please  mention  this  magazine  when  writing  to  advertisers. 


mowoc,  Wis.  It  is  hoped  that  he  has  re- 
ceived some  new  designs  in  ties. 

W.  J.  Lamon  has  at  last  received  his  for- 
eign passport  from  the  town  of  Cicero  and 
he  will  soon  be  permanently  located  in  the 
United  States  surrounded  by  civilization. 
We  gladly  welcome  all  good  citizens  to 
Woodlawn. 

Our  young  American,  Joe  Murphy,  was 
reared  in  Chicago  and  has  seen  the  Calumet 
River  and  Lake  Michigan,  but  never  realized 
the  magnititude  of  space  surrounding  our 
city  and  the  wonders  it  contains,  until  he 
recently  went  on  his  vacation  as  far  east  at 
Niagara  Falls.  Joe,  there  are  many  more 
spectacular  sights  on  our  little  globe  and  no 
doubt  you  will  have  the  pleasure  of  seeing 
them  later. 

Miss  Amy  Garvin  spent  'her  vacation 
around  the  family  fireside,  Toronto,  Canada. 

Miss  Margaret  Crogan.  our  telephone 
operator,  on  September  8th,  will  ring  that 
beautiful  sounding  bell  which  will  not  be 
heard  from  the  telephone,  because  it  will 
be  the  day  that  many  will  hear  the  chimes 
from  her  wedding  bell.  Unable  to  learn  the 
name  of  the  other  party  most  interested, 
suffice  it  to  say  he  is  O.  K.  and  she  has 
secured  the  right  number.  They  will  spend 

The  decorators  have  completed  our  office 
on  the  ninth  floor  which  now  gives  it  the 
appearance  of  a  new  room.  During  the 
period  of  "house  cleaning,",  it  would  nat- 
urally be  supposed  there  would  be  a  delay  in 
the  office  work,  but  such  was  not  the  case, 
as  it  was  only  through  the  skillful  handling 
of  this  situation,  by  our  chief  clerk,  in  mak- 
ing it  possible  for  employes  to  carry  on 
their  work  in  the  usual  manner  without  de- 
lay. 


ACCOUNTING  DEPARTMENT 

In  a  well-played  game  the  Auditor  of  the 
Disbursements  baseball  team  was  returned 
the  victor  over  the  Auditor  of  Miscellaneous 
Accounts  team  by  the  overwhelming  score 
of  22  to  6  at  Grant  Park,  August  19th. 

At  no  time  after  the  second  inning  was 
the  result  in  doubt,  because  of  the  master- 
ful hurling  of  Herigodt,  who  ably  assisted 
by  his  team  mates,  had  the  situation  in  hand 
the  entire  distance. 

On  the  offensive  the  Auditor  of  Disburse- 
ments boys  showed  remarkable  prowess, 
both  at  bat  and  on  the  bases.  The  feature 
of  the  game  was  the  heavy  slugging  of  the 
winners,  led  by  Center  Fielder  Evans,  with 
six  hits  out  of  seven  times  at  bat,  including 
a  homer,  a  triple  and  a  pair  of  doubles. 
Left  Fielder  Miller  also  contributed  a  cir- 
cuit clout. 

In  the  field  both  Barker  and  Miller  cut  off 
prospective  runs  at  the  plate  with  perfect 
throws  from  the  outer  gardens. 

Mention  must  also  be  made  of  the  bril- 
liant work  at  the  keystone  sack,  of  Sheehan 
for  the  losers. 


GENUINE  $1200 
IMPORTED 

VELOUR 


DELIVERED 
FREE 


quality,  i 

velour— a  record- 
breaking  cut  price.   Guaranteed  S12.00  value  for  only  $6.89  on  arrival. 

Send  No  Money  I 


,  for  this  wonderful  iro- 


Made  of  the  finest  Quality,  very  sljkV,  black  i 


fide  gros^rain  black  silk  ribbon  b; 


We  pay  del     __ 

diatcly,  if  you  can  match  it  fi 


'-  leathe 
_ry  charge 


at  band 


•ai  for  this  $12.00  hat. 
IV*  guarantee  to  refund 
$12.00.  Save  Money- 
Just  send  your  name 


Write  Toda 

address  and  size. 

BERNARD,  HEWITT  &  COMPANY 

Desk  H 3 5 9 .  9OO  W.  Van  Buren  Street,  Chicago,  ILL. 

Get  a  Ford 
FREE 

Without  a  Dollar  of  Cost 

You  don't  have  to  pay  for 

It — not  even  the   freight. 

Not    a    dollar    of    your 

money  required.    Ttie  man  shown  in  the  car  answered 

our  ad.    Now  he's  riding  In  the  car  we  gave  him.    You 

can  get  one  too.    Don't  send  a  cent — just  your  name 

and  address — that's  all.    Do  it  now.    A  post  card  will 

do.     I  want  to  send  you  a  dandy  auto  also. 

C.  W90DS,  Mgr.,  203  Capital  Bldg..  TOPEKA,  KANSAS 


Bunn 
Special 

Adjusted  to 

6 

Positions 


Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  in 
illustration 


Sangamo 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 

as  shown  in 

illustration 

Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request. 

Illinois  Watch  Company 

Springfield 


Please  mention  this  magazine  when  writing:  to  advertisers. 


ILLINOIS   CI'^TRAL  MAGAZINE 


Auditor    of    Miscellaneous   Accounts. 

AB.  ti.  E. 

Sheehan,  2b 5         3  0 

McKinley,  rf 5         1  0 

Komp,  If 5         1     .    0 

Camp,  ss 5         2  1 

Hoffman,  3b 4         1  0 

Kublin,  cf 4         1  2 

Collier,  Ib 4         2  0 

Bailey,  c 4         0  1 

Tansley,  p 4         1  0 

4(f  12  4 

Auditor  of   Disbursements. 

AB.  H.  E. 

Miller,  If 4         4  0 

Evans,   cf 7         6  0 

Barker,    rf 7         5  0 

Anderson,  Ib 6        0  0 

Schneider,  ss 5         3  0 

Schaufel,  c 6  4  0 

Ware,  3b -,6  3  0 

Kelly.  2b 5  3  0 

Herigodt,.  p 5  0  0 

51  28  0 

R.  H.  E. 

And.    of    Mis.    Accts 6  15  4 

Aud.   of  Disb 22  29  1 

Struck    out    by    Herigodt — 8;    Tansley,  7. 


STRENGTH 

AND 

ENDURANCE 


OVER  3,000,000  PEOPLE 
USE   IT  ANNUALLY 


Send  No  Money! 

Two  wonderful  $4.00  shirts  for  onlv  $5.75.       ^ 


Two  wonderful  $4.00  shirts  for  only  $5.75. 
Save  at  least$2.00.  Everybody  wearing  these  semi-dress 
Gray  Flannel  Shirts  for  business,  work  and  sport. 
Cadillac  Broadcloth   Flannel  Shirts  - 
Two  $4.OO  Shirts  for  Only  $5.75 
Made  of  fine  quality  Cadillac  Broadcloth  Gray  Flannel. 
Special  Winter  weight.    Two  extra  large  button  down  flap 
pockets,  faced  sleeves  and  matched  pearl  buttons.    Cut 
Extra  Full.    Coat  Front  Siyle.    Double-btitched  through- 
out.   Soft  turn-down  collar  with  sateen  faced  neckband. 
Thoroughly  Shrunk.  Try  to  match  these  shirts  in  any  store 
at  $4.00  each.    Yet  we  offer  you  two  for  only  85.75. 
Cf>nrl  No  Mnnov  Write  today.    Shirts  will  be  sent  at  once, 
Send  no   money  transportation  piepaid.      Pay  oniy  $6.?6 
on  arrival— no  more.    Money  back  at  once  if  not  more  than  pleased  with 
the  wonderful  value.    Be  sure  to  give  neck-band  size; 

BERNARD-HEWITT  &  CO.  JJtLSfst'  CHICAGO 


Please   mention   this   magazine   when   writing  to  advertisers. 


74 


ILLINOIS   CENTRAL  MAGAZINE 


Bases  on  balls — Herigodt,  0;  Tansley,  4. 
Hit  by  pitcher,  by  Tansley,  0;  Miller,  2. 
Two  base  hits,  Sheehan,  2;  Hoffman,  2; 
Collier,  Miller,  Evans,  2;  Barker,  2;  Ander- 
son, Schneider,  2;  Schaufel,  Ware.  Three 
base  hits — Sheehan,  Komp,  Evans,  Schaufel, 
Ware.  Home  runs — Miller,  Evans. 


Considerable  interest  is  being  taken  by  em- 
ployes of  the  Accounting  Department  at 
Twelfth  Street  in  a  series  of  baseball  games 
between  two  teams  of  "married  men"  and 
"single  men,"  recruited  from  the  Jom.t  Facil- 
ity, Bills  for  Collection  and  General  Book- 
keeping Bureaus. 

The  initial  battle  took  place  July  15th,  and 
resulted  in  a  victory  for  the  "single  men" 
by  a  score  of  11  to  8.  The  "married  men," 
however,  determined  to  prove  that  they  could 
"come  back,"  secured  several  bottles  of  lini- 
ment from  the  hospital  department,  the  liberal 
use  of  which  gingered  them  up  to  an  extent 
which  enabled  them  to  cop  the  second  game 
on  July  20  by  a  score  of  17  to  16.  The  third 
game  will  take  place  in  the  near  future,  and 
present  indications  arc  that  it  will  be  a  fight 
to  the  finish  and  that  the  standing  capacity 
of  Grant  Park  will  be  seriously  taxed. 


WISCONSIN  DIVISION 

H.  J.  Swartz,  assistant  Train  Dispatcher, 
has  returned  from  a  two  weeks'  vacation. 

Miss  Madge  Gray,  tonnage  clerk,  has  re- 
turned from  her  vacation. 

Miss  Catherine  Farnum,  accountant,  spent 
the  past  week  visiting  friends  and  relatives  in 
Chicago  and  Janesville. 

Walter  Eson  is  spending  his  vacation 
among  the  Indians  at  Shawano,  Wisconsin. 

M.  J..  Beck,  accountant,  has  retured  from 
a  ten  days'  fishing  trip  at  Madison,  Wiscon- 
sin. 

Miss  Frances  Lavelle  of  the  Accounting 
Department  and  Miss  Joan  Peck  of  the 
freight  office  have  returned  from  their  vaca- 
tion. They  visited  Niagara  Falls  and  other 
places  of  interest  in  the  East  and  report  hav- 
ing a  fine  time. 

Miss  Marguerite  Doyle,  trainmaster's 
clerk,  has  left  on  a  two  weeks'  vacation. 
She  will  visit  Salt  Lake  City,  Denver  and 
other  places  in  the  west  before  returning. 


MINNESOTA  DIVISION 
Waterloo  Yard 

Mr.  H.  O.  Dahl,  Yard  Master,  accompa- 
nied by  his  wife,  is  spending  his  vacation 
at  Waterville,  Minn. 

J.  D.  Lovell,  Chief  Clerk  at  Waterloo 
Yard  sold  his  motorcycle  and  got  a  Ford. 
Itfow  he  can  take  his  whole  family. 

Kathryn  Quinn's  trouble  has  just  started 
when  Yard  Master  Dahl  changed  the  sys- 
tem of.  recording  cars  in  the  J.  M.  Daley 
book.  Mr.  Dahl  says  instead  of  putting 
them  in  by  train  number  to  put  them  in  as 
first  extra,  second  extra,  etc.  Now  if  the 


REAL  WORKERS 

insist  on 

TOWER'S  FISH  BRAND 

COATS  OR  SUCKERS 

for 

Rainy  Day  Wear 

Two  styles  of 
medium  length 
coats  especially 
adapted  for  rail- 
road men.  No. 
B421  fitted  with 
Reflex  edges  that 
stop  the  water 
from  running  in 
at.  the  front,  and 
No.  B411  fitted 
with  Brass  Clasps 
and  Storm-lap. 


Dealer*  Everywhere 

A.  J.  TOWER  CO.  l 

Established  1836 

BOSTON,  MASS, 


Don't  Endure 


PILES 


!  and  I  will  send  you  on  trial  a  Full 
J  Treatment  of  my  mild,    soothing, 
.[guaranteed  remedy  for  all  forms  of 
/' Piles  which  has  proven  a  blessing: 
to  thousands  who  are  now  free  from 
this  cruel,  torturous  disease.    Send 
me  a  post  card  today  for  Full  Treat 
iment.     If  results  are  satisfactory 
I  costs  you  $2.00.  If  not,  costs  nothing: 

N.  D.  POWERS.  Dept.  ess,  Battla  Crack,  Mich, 


FREE  ...  STOP...   FREE 

—USING  TOBACCO 

We  will  give  you  free  information  how  to  stop  the 
tobacco,  cigarette  and  snuff  habit  easily  and  perma- 
nently. Results  guaranteed. 

KILL-TOBAC  REMEDY  CO. 
1217  Mary  Place  Minneapolis,  Minn. 


KEEP   YOUR  ANNUAL,  PRESENTABLE. 
Enclose    it    in    special    transparent    protector, 
which  keeps  it  clean  the  year  round.     Send  25 
cents,  and  stamped  addressed  envelope.    Money 
cheerfully  refunded  if  not  satisfactory. 

M.  H.  TROSSEN, 
Room  100,  Burlington  Bldg.,  Chicago,  111. 


Please  mention  this  magazine  when  writing  to  advertisers. 


ILLINOIS  CENTRAL  MAGAZINE 


75 


j  second    extra    should    get    in    ahead    of   the 
I  first    extra,    what   would    you    call    the    last 
extra  that  got  in  first. 

Checker  R.  B.  Smith  at  Waterloo  Yard 
has  asked  for  a  week  off — he  said  he  was 
getting  tired  of  "restaurant  cooking." 

Brakeman  E.  J.  Heathershaw  of  Water- 
loo has  been  married.  We  all  wish  him 
the  best  of  luck. 

H.  O.  Hare,  switchman,  Waterloo  Yard, 
is  the  proud  "Papa"  of  a  baby  boy. 

A.  B.  Magnusson,  Yard  Clerk,  has  been 
married.  Good  luck  "Fat." 

Judd  Joyner,  Cle*k,  did  not  get  any 
cream  and  sugar  with  his  "Coffey"  last  time 
at  Dubuque. 

Maintenance    of    Way    Department 

Mr.  J.  F.  McNamara,  Road  Master,  who 
has  been,  confined  to  Mercy  Hospital  for 
some  time,  is  slowly  improving.  Mr.  H. 
Rhodes  is  acting  in  Mr.  McNamara's  place 
during  his  absence. 

Miss   C.   Collings  has  again  resumed  her 
,  duties    as    stenographer   having   been    on    a 
leave  of  absence  account  illness. 

Ed  Lynch,  Chief  Clerk  to  Road  Master, 
spent  the  week-end  in  Waterloo  recently. 

Miss  Margaret  Walsh,  stenographer,  has 
returned  from  a  week-end  trip  to  Chicago. 
Transportation   Department. 

Mr.    J.    Riley,    ticket    clerk   at    Dubuque, 
has  returned  from  an  extended  visit  in  the 
i  east. 

Mr.    R.    H.    Heller,    City   Passenger    and 
!  Ticket  Agent  at   Dubuque,  is  spending  his 
vacation  in  Twin  Cities. 

Miss  Lenna  Lightcap,  stenographer,  Su- 
perintendent's Office,  is  enjoying  a  trip 
through  Yellowstone  Park.  She  will  also 
stop  at  Denver,  Colorado  Springs,  and  Salt 
Lake  City. 

Miss  Hilda  Schwartz,  Accountant,  has 
returned  from  Chicago. 

Messrs.  Si  Cooney  and  Leo  Ryan,  Time 
Keepers,  have  returned  from  a  short  visit 
in  Chicago. 

Mr.  and  Mrs.  L.  B.  Murray  recently  spent 
the  week-end  in  Manchester. 


IOWA  DIVISION   ITEMS 

It  is  quite  evident  from  the  following  that 
Dan  Cupid  has  been  lurking  around  the 
division  offices  at  Fort  Dodge.  We  hope  the 
back  pay  will  be  received  in  time  to  take  care 
of  all  donations. 

Miss  Geraldine  Sullivan,  daughter  of  Su- 
perintendent T.  H.  Sullivan,  resigned  her  posi- 
tion in  the  superintendent's  office  and  will  be 
known  as  Mrs.  J.  A.  Leary  after  August  17th. 

Miss  Mary  Weaver  has  resigned  her  posi- 
tion as  file  clerk  in  the  superintendent's  office 
to  take  up  the  duties  of  a  "farmer's  wife," 
September  1st. 

Mr.  Vincent  Richey,  clerk  in  superintend- 
ent's office,  and  Miss  Laura  Peters,  clerk  in 
agent's  office,  slipped  it  over  on  their  fellow 
employes  by  being  married  in  Des  Moines, 
Sunday,  August  8th. 


Send 


Men — look  here!  No  need  for  you  to 
wear  ready-mades.  No  need  for  you 
•  to  stand  for  high  prices  and  pay 
lall  the  money  down  for  made-to- 
Imeasure  clothes.  America's  big 
Itailor  shop  will  make  you  a  suit 
or  overcoat  of  fine  fabric  in  latest  style  to  your 
exact  measure,  guarantee  the  fit  and  send  it  on 
approval  for  $1  down.  Get  our  big  Style  Book 

and«see  for  yourself  that  we  are  world  beatera  on  style. 
quality,  reasonable  prices  and  liberal  terms.  The  free  Style 
Book  explains  our  plan  and  shows  how  you  get  the  snap- 
piest styles  and  save  money.  Cloth  samples  also  sent  free. 

5  Months  to 

Your  credit  is  good  here.  We  trust 
you.  Wear  suit  or  overcoat  while  paying 
for  it.  No  risk  to  you.  If  not  satisfied 
return  the  clothes  and  we  refund  your 
$1.00.  That  shows  that  our  garments 
and  work  must  be  best— otherwise  we 
could  not  make  such  an  offer.  Could 
any  house  be  more  liberal] 

Save 

$15  to  $25 

Yes,  you  keep  $15  to  $25  (or 
more)  in  your  pocket  when  you 
order  a  suit  or  overcoat  from 
us.  Seeour  stunning  styles 
and  classy  tailoring  and  learn 
how  to  save  a  lot  of  money. 

Get  in  on  this   now  and  save 
that  cash  for  yourself.    You  send 
only  $1  and  your  measurements 
and  tell  us  which  cloth  you 
want.    We  make  the  suit  and 
ship   quick.     No  delays.   Send 
clothes   back  if  not  all  or  more 
than  you  expect. 

FREE 

Style  Book 

Send  for  your  copy  of  our  won- 
derful FREE  Style  Book.  Shows 
pictures  of  latest  styles  in  suits, 
overcoats  and  a  big  collection  of 
fine  Cloth  Samples  to  select  from. 

Mail  coupon,  letter  or  postal 
today— no  charge — no  obliga- 
tion whatever. 


Stanley-Rogers  Co. 


1015  Jackson  Blvd. 


Please  send  me  FREE  your  new  Style  Book  showing  latest  Met- 
ropolitan Styles  also  Cloth  Samples  and  full  particulars  of  your  {1  down 
with  Five-Months-to-Pay  Offer. 


Address , 

Town State. 


Please   mention   this   magazine  when   writing  to  advertisers. 


76 


ILLINOIS  CENTRAL  MAGAZINE   . 


Mr.  Earl  Tennant,  first  assistant  account- 
ant in  superintendent's  office,  Fort  Dodge,  also 
succumbed  to  the  wiles  of  Cupid  and  was 
married  in  Omaha  in  July. 

Mr.  Frank  Johnson,  assistant  foreman, 
B.  &  B.  department,  likewise  followed  Mr. 
Tennant's  footsteps  and  was  married  in 
Omaha  July  5th  . 

Mr.  Vern  Allen,  clerk  in  agent's  office,  took 
unto  himself  a  wife  a  short  time  ago. 

Miss  Ethel  Cain,  stenographer  in  road- 
master's  office,  resigned  and  set  the  example 
for  the  foregoing  benedicts  in  the  early  spring. 

Misses  Marion  Gibson,  operator,  and  Fern 
Hill,  accountant,  have  resumed  work  after 
an  extended  vacation  which  they  spent  in  San 
Diego,  Cal. 

Miss  Gertrude  Chock  has  accepted  a  posi- 
tion in  superintendent's  office. 

Miss  Agnes  Mahoney,  clerk  in  B.  &  B. 
office,  has  resumed  work  after  a  vacation  of 
three  weeks  spent  in  Omaha  and  other  points. 

Miss  Ruth  Benton  has  accepted  a  position 
as  clerk  in  Trainmaster  Mill's  office. 

Car  Distributor  C.  L.  Mitchell  and  wife 
have  just  returned  from  a  trip  to  St.  Louis. 

Messrs.  Clarence  Olson  and  Russell  Brem- 
mer,  ticket  clerks,  Fort  Dodge,  are  camping 
with  the  Iowa  National  Guards  at  Storm 
Lake. 

Miss  Thecla  Mahoney,  stenographer  in 
Agent  Hurley's  office,  spent  two  weeks  with 
relatives  at  Sioux  Falls,  S.  D. 

Trainmaster  Mills  is  spending  his  vacation 
at  Lake  Okoboji. 

Mr.  Oscar  Martin,  clerk  in  accountant's 
office  spent  the  week  end  in  Lehigh. 

Mrs.  A.  E.  McCurdy  and  children,  wife  and 
family  of  accountant,  just  returned  from  a 
visit  at  Green  Bay,  Wis.,  and  Saginaw,  Mich. 

Agent  N.  P.  Bingen,  of  Ackley,  is  on  leave 
on  account  of  ill  health. 

Agent  E.  W.  Cooper,  of  Parkersburg,  is 
visiting  points  in  the  West. 


LOUISIANA  DIVISION 

Decision  No.  2  of  the  Labor  Board  is  the 
most  important  thing  on  the  Louisiana  Di- 
vision now.  I  presume  that  all  other  em- 
ployes on  the  system  are  equally  as  inter- 
ested. 

Happy  Harry  (Campbell)  has  just  re- 
turned from  a  vacation  spent  in  Kentucky. 
(Prohibition  now — and  Moonshiners'  Land 
is  a  fine  place  to  go.) 

Traveling1  Auditor  Higgins  seems  to  like 
the  superintendent's  office  for  he  has  been 
our  guest  for  the  past  several  weeks.  If 
you  do  not  want  to  lose  your  coco  colas, 
just  put  them  out  of  Bill's  reach. 

Miss  Mattie  Thornhill,  one  of  the  tonnage 
clerks,  is  spending  her  vacation  on  the 
Coast  and  from  all  reports,  is  having  some 
time.  She  has  a  bathing  suit  just  like  Una 
and  Marie. 

Chief  Dispatcher  Schneider  looks  some- 
what downhearted.  There  is  a  patch  on  his 
chin.  Wonder  who  he  has  been  arguing 
with?  His  boss?  There  are  two,  you  know. 

Traveling  Engineer  J.   M.  Hoskins  spent 


o  your  measu»^s»  »*.»   uu<«   ou.^.. 

$15.00  to  $20.00,  y^u  r.re  net  under 
the  slightest  obligation  to  keep  it. 
Don't  hesitateorf  eel  timi-;, sim- 
ply Bend  the  suit  back,  no  cost 
to  you.  Youarenotontonepenny. 
Any  money  you  may  have  paid  us 
is  refunded  at  once. 

Samples  Free 


old  interested  In  saving  money, 
who  wants  to  dresa  well  and  not 
feel  extravag-ant,  is  invited  to 
write  ua  for  our  free  book  of  sam- 
ples and  fashions  exp^ainintf  every- 
thing. Please  write  letter  or  postal  today,  just  Fay  "Send  me 
your  samples"  and  get  pur  whole  proposition  by  return  mail.  T:  y 
it— costs  you  nothiner— just  a  postal,  prt  the  free  samples  ard 
prices  anyway.  You  will  learn  something  important  about 
dressing  well  and  saving  money. 

PARK  TAILORING  COMPANY 

Dept  425 Chicago,  ILL. 


Cured  His  RUPTURE 

I  was  badly  ruptured  while  lifting-  a  trunk 
several  years  ago.  Doctors  said  my  only  hope 
of  cure  was  an  operation.  Trusses  did  me  no 
good.  Finally  I  got  hold  of  something  that 
quickly  and  completely  cured  me.  Years  have 
passed  and  the  rupture  has  never  returned,  al- 
though I  am  doing  hard  work  as  a  carpenter. 
There  was  no  operation,  no  lost  time,  no  trouble. 
I  have  nothing  to  sell,  but  will  give  full  informa- 
tion about  how  you  may  find  a  complete  cure 
without  operation,  if  you  write  to  me,  Eugene 
M.  Pullen,  Carpenter,  54G  Marcellus  Avenue, 
Manasquan,  N.  J.  Better  cut  out  this  notice 
ind  show  it  to  any  others  who  are  ruptured — 
you  may  save  a  life  or  at  least  stop  the  misery 
of  rupture  and  the  worry  and  danger  of  an  op- 
eration. 


Rheumatism 


A  Remarkable  Home  Treatment  Given  by 
One  Who   Had  It 

In  the  Spring  of  1893  I  was  attacked  by  Muscular 
and  Inflammatory  Rheumatism.  I  suffered  as  only  those 
who  have  it  know,  for  over  three  years.  I  tried 
remedy  after  remedy,  and  doctor  after  doctor,  but  such 
relhf  as  I  received  was  only  temporary.  Finally,  I 
found  a  remedy  that  cured  me  completely,  and  It  has 
never  returned.  I  have  given  it  to  a,  number  who  were 
terribly  afflicted  and  even  bedridden  with  rheumatism, 
some  of  them  70  to  80  years  old,  and  results  were  the 
same  as  in  my  own  case. 

I  want  every  sufferer  from  any  form  of  rheumatic 
trouble  to  try  this  marvelous  healing  power.  Don't  sen  1 
a  cMit :  simply  mail  your  name  and  address  and  I  will 
send  it  free  to  try.  After  you  have  used  it  and  it  has 
proven  itself  to  be  that  long-looked-for  means  of  getting 
rid  of  your  rheumatism,  you  may  send  the  price  of  it, 
one  dollar,  but  understand,  I  do  not  want  your  money 
unless  you  are  perfectly  satisfied  to  send  it.  Isn't  that 
fair?  Why  suff  r  any  longer  when  relief  is  thus  offered 
you  free.  Don't  delay.  Write  today. 

Mark  H.  Jackson.  No.  939G,  Durston  Bldg..  Syracuse, 
X.  Y. 

Mr.    Jackson   is   responsible.     Above  statement  true. 


Please   mention   this   magazine   when   writing  to  advertisers. 


ILLINOIS   CENTRAL  MAGAZINE 


August    10th    in     Brookhaven    attending    a 
meeting  of  the  City  Council. 

Miss  Lois  Williams,  stenographer  to  the 
assistant  chief  clerk,  is  spending  her  vaca- 
tion with  the  Rangers— out  in  Texas. 

No  one  would  hardly  recognize  the  En- 
gineering Department,  for  it  looks  like  they 
have  been  house  cleaning  back  there.  Papers 
and  files  are  scattered  everywhere.  Em- 
ployes have  donned  their  old  clothes  and  for 
once,  are  working.  Tis  Budget  Time! 

By  the  way,  ask  the  stenographers  how 
they  like  Budget  Time.  All  will  agree  with 
you  that  it  is  a  wonderful  job. 

File  Clerk  Prescott  has  just  returned  from 
his  vacation  spent  in  the  hills  of  Mississippi. 

Miss  Frances  Otken  is  also  back  and  re- 
ports a  good  time. 

Trainmaster  McLaurine  had  planned  a 
pleasant  trip  to  Jackson  on  August  12th  to 
attend  the  Shrine.  One  of  the  girls  in  the 
superintendent's  office  called  his  wife  and 
asked  her  to  chaperon  a  bunch  of  them  up 
for  the  dance  that  night.  So  Eddie  had  to 
be  good  for  once  in  his  life. 

We  have  had  several  visitors  of  late: 

Mr.  C.  H.  Smallwood,  general  car  in- 
spector, Memphis. 

Mr.  C.  M.  Starke,  assistant  master  me- 
chanic, Memphis. 

-fir.  Grant,  representative  of  J.   V.  Por'i 
field's,  Chicago. 

Mr.  W.  D.  Stokes,  assistant  general  store- 
keeper, Memphis. 

Mr.  J.  N.  Chapman,  district  foreman,  New 
Orleans. 

Mr.  W.  C.  Bryant,  representative,  water 
works  department,  Chicago. 

We  are  always  glad  to  see  our  friends. 

Miss  Maude  Walker  has  been  Brook- 
haven-ing  again.  Wonder  what  the  attracr 
tion  is? 

Scottie  left  for  the  North  on  No.  2  re- 
cently. Changed  his  direction,  you  see. 

We  have  as  our  Road  Department  stenog- 
rapher, Miss  Annette  Wilson,  who  comes 
to  us  from  Garyville,  La.  An  addition  to 
our  force  in  both  size  and  quality.  But  the 
boys  are  whistling: 

I  gambled  in  the  Game  of  Love 
And  played  my  Heart  and  lost. 

We  fell  sorry  for  you,  boys,  but  there  is 
a  dentist  over  there. 


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CHICAGO  MALLEABLE  CASTINGS  CO. 


West  Pullman  Station  CHICAGO,  ILLINOIS 


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This  21-jewel  Illinois  Watch— the  Bunn  Special  sent  on 
trial.  Do  not  Bend  us  a  penny.  The  Bunn  Special,  made  to  be 
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78 


ILLINOIS   CENTRAL  MAGAZINE 


The  assistant  chief  clerk  used  to  spend 
his  spare  time  taking1  about  chickens  and 
Airdales,  but  now,  there  is  something  more 
important.  In  other  words,  an  Ed  Jr.,  but 
he  says  he  will  call  him  "Mike." 

Mr.  Small,  our  claim  agent  friend,  is  also 
spending  his  vacation  in  Kentucky.  Wonder 
why  so  many  of  our  force  like  that  state? 

Miss  Loretta  Wilhemson  is  back  on  the 
car  record  desk,  after  spending  a  twelve-day 
vacation. 

Miss  Browder,  you  know,  spent  the  week- 
end, 

In  that  Crescent  City  of  Old, 
And  her  knights  numbered  five 
And  each  could  drive — 
Much  better  than  Sam  with  the  Ford. 

A  glorious  time  was  reported, 

We  witnessed  as  much  at  the  train, 

The  boys  from  the  city, 

For  her  composed  a  ditty — 

But  tell  it  we  must  refrain. 

For  her  good  will  we  wish  to  keep, 
And  so  as  a  parting  word, 
Next  time  you  drive  down  Broadway  Street 
Be  sure  to  go  around  the  curve. 

Our  chief  accountant  is  in  New  Orleans, 
and   Supervising  Agent   McCloy  is   investi- 
gating in  Hammond  and  Roseland. 
Birmingham  Shop 

District    Foreman    and    Mrs.    E.    E.    King 


GROCERIES 

Sugar  —  Flour—  Soaps—  Etc.,  for  approximately  half  of  what 
you  now  pay. 

Who  pays  your  Grocer's  rent  —  who  pays  for  Clerk's  time 
while  he  is  talking  to  you  or  waiting  for  sales?  Who  pays 
for  100  other  items  of  unnecessary  expense? 

BE  WISE  —  Buy  direct  from  us.  We  save  you  retailers' 
and  middlemen  profits,  because  our  volume  of  business  is 
greater  than  1000  ordinary  grocery  stores  with  less  friction, 
less  useless  expense,  loss,  shrinkage,  waste  that  occurs  in  one 
retail  store  alone. 

Send  lor  our  FREE  "Get  Acquainted"  Catalogue 


Allied  Grocers 


S\6r6jf- 


Dept.  63 


SEX    KNOWLi  >GI 

— For  young  men  and  women. 
— For  young  husbands  and  wives. 
— For  fathers  and  mothers. 
— That  parents   should  impart   to   their 
children. 

Science  of  Life 

By   J.    L.   Robertson,   M.    D. 
A    book    which    will    answer    questions    you 
would    like    and    ought    to    know,    but    will 
not    ask.     Mailed    postpaid    in    plain    wrap- 
per,   $1.00. 

DALL  PUBLISHING  CO. 

Dept.    P     Denham    Bldg.     Denver,  Colorado 


Over  11,000  meals  are  served  daily  in  our  restaurants  at  Endicott  and  Johnson  City< 
N.  Y.  A  full  course  dinner  for  twenty  cents,  including  soup,  vegetables,  meat,  dessert, 
etc. 

ENDICOTT-JOHNSON 

Shoes  for  Workers  and  Their  Boys  and  Girls 
ENDICOTT,  N.  Y.  -  -  -  JOHNSON  CITY,  N.  Y- 


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ILLINOIS   CENTRAL  MAGAZINE 


79 


send  your  name,  address, 
size  and  color,  and  we  will 


postman.    This  is  a  wonderful  opportunity 
to  get  a  $5.00  sweater  for  $2.98.    Our  price 


fs  an  amazing  bargain.     Compare   it  witbj 
others  and  see  for  yourself. 


Fashionable 
Serviceable  Sweater 


This  is  a  very  beautiful  sweater,  made  of  heavy 
yarn  woven  in  fashionable  shaker  knit  stitch.  Has 
a  large  shawl  collar,  two  serviceable  pockets  and 
a  broad,  loose  belt.    Sweater  can  be  worn  with- 
out belt  if  desired.  A  good  heavy  weight  sweater, 
excellent  for  chilly  evenings  or  winter  wear.  Sizes 
to  fit  misses  or  ladies  32  to  46.  Colors,  navy  blue, 
maroon,  red  or  gray.    When  ordering,  be  sure 
and  give  size  and  color. 


$5.00  Reduced  to  $2.98 


This  is  a  tremendous  reduction.  We  are  sure  that          - 
ou  would  pay  $5.00_f  or  this^weater  at  your  retail  store  at  home. 


, 

expense  and  we  will  cheerfully  refund  your 
money  at  once.    This  is  our  risk,  not 
yours.    Order  by  number  79. 


have  returned  from  a  vacation  trip  to  Wash- 
ington and  other  eastern  points. 

Miss  Catherine  Colgin,  stenographer  in 
District  Foreman  King's  office,  spend  her 
vacation  in  Mobile.  She  says  Mobile  Bay 
certainly  contains  lots  of  water. 

Mr.  J.  J.  Foster,  day  round  house  foreman, 
was  off  several  days  recently  on  account  of 
sickness. 

Master  Mechanic  Grimes,  of  Jackson, 
Tenn.,  was  inspecting  the  shops  here  this 
week. 

Nig'ht  Round  House  Foreman  T.  P.  Davis 
is  off  on  his  annual  vacation.  We  presume 
that  the  greater  portion  of  this  vacation  will 
be  spent  in  his  Buick.  His  place  is  being 
capably  filled  by  Engine  Inspector  H.  H. 
Brumbach. 

Blacksmith  Gaitley  is  enjoying  a  vaca- 
tion this  week. 

T.  Marshall  Overbey,  day  oil  house  man, 
is  longing  to  again  visit  that  dear  Fulton. 
Evidently  there  is  some  strong  attraction 
up  that  way. 

Machinist  S.  T.  Dennis  spent  several  days 
in  Savannah,  Ga.,  recently. 

Coal  Crane  Operatpr  Duke  and  family 
visited  relatives  in  Columbus,  Ga.,  recently. 

The  family  of  Boilermaker  J.  J.  Kusler  are 
visiting  relatives  in  Kentucky. 

Chief  Car  Inspector  Smallwood  was  a 
visitor  here  recently. 


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80 


ILLINOIS   CENTRAL  MAGAZINE 


KERITE 

Insulated  Wires  and  Cable 


Be  guided  by  facts,  not  theo- 
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Please   mention    this   maeazine   when   writing  to   advertisers. 


[HINDIS  CENTRAL  MAGAZINE 

OCTOBER     1920 


LI    u    a  I  i 


Fred  H.  Law — Frontispiece. 

Employes    Could    Buy    Control    of    Illinois    Central    from    In- 
creased  Pay   in    Twenty-Two   Months 17 

Illinois  Central  Adopts  Policy  of  Interviewing  Farmer  Patrons....  19 

Traffic  Men  Hear  President  Markham  and  Other  General  Officers 
Discuss  Public  Relations 25 

Public  Opinion  27 

Illinois  Central  Urges  Co-Operation  of  Its  Patrons 32 

Green  County,  Wisconsin 33 

Claims  Department  49 

Engineering  Department  54 

Safety  First 56 

Purchasing  and  Supply  Department 57 

Transportation  Department  59 

Mechanical  Department 65 

Hospital  Department  69 

Roll  of  Honor • 71 

More  Transportation 75 

The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 78 

Meritorious  Service 81 

Division  News  ...  -  84 


Ribl'shed  monthly  by  the  Illinois  Central  K..R-.  in  the  interest 
of  the  railroad  and  its  jj4000  Employes 

Advertising   Kates  on  Application 

Office  1201  Michigan,  Av.  Telephone  Wabash  2200 

Chicago  Local'  ^ 

15  $  per  copy        $  1^  per  year 


FRED    H.    LAW 
Assistant  General  Freight  Agent 

Born   Sheridan,   Illinois,   November  10,   1876. 

Entered   service   of  I.    C.    R.   R.   August,   1897. 

July,    1907,   Commercial  Agent.   St.   Louis. 

October,   1909,  Commercial  Agent,   Pittsburgh. 

February,  1912,  Assistant  General  Freight  Agent,  Memphis. 

February,  1913,  Assistant  General  Freight  Agent,  St.   Louis. 

February,  1918.  Assistant  General  Freight  Agent,  Chicago 


ILLINOIS  CENTRAL 


Vol.  9 


Magazine 

October  1920 


No.  4 


Employees  Could  Buy  Control  of  Illinois  Central  iFrom 
Increased  Pay  in  Twenty-two  Months 


How  would  you  like  to  own  a  rail- 
road? 

The  employees  of  the  Illinois  Cen- 
tral, by  saving  the  increased  pay  which 
they  have  received  and  will  receive  as 
a  result  of  the  increases  recently 
awarded  by  the  Railroad  Labor  Board, 
investing  the  savings  in  Illinois  Cen- 
tral stock  at  the  present  market  quo- 
tation, and  re-investing  their  dividends 
from  their  stock  holdings,  could  buy  a 
majority  control  of  this  vast  railroad 
system  by  September  1,  1922.  Their 
surplus  earnings  for  twenty-eight 
months  only,  invested  in  the  capital 
stock  of  their  organization,  would  al- 
low them  absolute  control  of  the  or- 
ganization. 

The  statement  seems  veritably  to 
stagger  the  person  who  studies  it,  but 
a  careful  analysis  shows  that  it  is  based 
on  fact. 

The  back  pay  for  May,  June  and 
July  received  by  employees  of  the  Illi- 
nois Central  Railroad  amounted  to 
s'ight  y  more  thru  $5,000,000,  or  ap- 
proximately $1,700,000  a  month.  If 
that  money,  and  the  increased  pay  re- 
ceived for  August,  September  and  the 
first  half  of  October  were  saved  and 
invested,  the  employees  could  buy,  in 
round  numbers,  102,000  shares  of  stock 
with  that  savings.  The  quarterly 
dividend  on  that  amount  of  stock,  pay- 
able in  November,  would  be  approxi- 
mated $178,500.  And  so  it  goes.  The 


increased  purchases  would  increase 
the  amount  of  dividend  payments 
until,  by  the  time  the  employees  had 
bought  a  controlling  interest,  they 
would  be  receiving  dividend  payments 
of  nearly  $1,000,000.  a  quarter. 

The  question  of  employees  buying 
the  railroads  of  the  United  States  was 
brought  out  in  an  interesting  editorial 
by  Samuel  O.  Dunn,  probably  the  most 
noted  traffic  expert  in  the  United 
States,  in  the  Railway  Age  of  Septem- 
ber 10. 

According  to  Mr.  Dunn's  statistics, 
the  railroad  employees  of  the  United 
States,  by  saving  and  investing  their 
recent  increases  in  wages  in  railroad 
stocks  at  the  present  market  value  of 
those  stocks,  could  acquire  ownership 
of  a  majority  of  the  stock  of  all  the 
railroads  in  the  United  States  within 
three  years.  If  the  stock  were  bought 
at  par.  a  majority  ownership  could  be 
bought  in  five  years. 

"If  the  employees,"  continues  Mr. 
Dunn,  "did  not  want  to  invest  in  the 
stocks  of  all  the  railways  simultane- 
ously, they  could  acquire  first  one  rail- 
way and  then  another.  The  combined 
outstanding  stocks  of  the  New  York 
Central  and  the  Pennsylvania  in  the 
East,  and  the  Atchison,  Topeka  & 
Santa  Fe  and  the  Union  Pacfic  in  the 
West  amount  to  less  than  $1,417,000,- 
000.  If  the  employees  desired  to 
acquire  co'ntrol  first  of  the  ownership 
and  management  of  only  these  four 


17 


18 


ILLINOIS  CENTRAL  MAGAZINE 


great  properties  they  could  buy  a 
majority  of  the  stocks  of  all  of  them 
at  par  with  their  recent  increase  in 
wages  in  fourteen  months." 

It  is  true,  without  doubt,  that  the 
railroad  workers  of  the  country  do  not 
realize  the  financial  power  they  have. 
The  wages  they  now  receive  amount 
to  about  $3,600,000,000  a  year.  At  6 
per  cent,  this  represents  the  return  on 
an  investment  of  approximately  sixty 
billion  dollars.  Few  men  in  the  United 
States  control  enough  money  or 
property  to  assure  them  an  annual  in- 
come anything  like  the  annual  income 
of  the  body  of  railroad  workers..  Few 
groups  of  men  control  enough  money 
or  property  to  give  them  such  an  in- 
come. 

Mr.  Dunn,  in  his  illuminating  edi- 
torial, pays  this  tribute  to  the  financial 
power  of  industrial  workers : 

"Never*  was  there  al  time  in  the 
history  of  the  United  States  when  the 
wages  of  railway  employees  and  other 
workers  were  so  large  in  proportion  to 
the  prices  of  railway  and  other  securi- 
ties as  they  are  now.  Never,  therefore, 
were  conditions  so  favorable  for  the 
workers  to  acquire  financial  control 
of  the  industries  in  which  they  work 
and  show  how  well  they  could  manage 
them." 

This  idea  of  having  employees  buy 
railroad  stock  is  not  something  new  to 
the  Illinois  Central.  For  many  years, 
the  management  of  this  road  has  pro- 
vided the  means  for  allowing  em- 
ployees to  buy  stock  and  has  encour- 
aged them  to  do  so.  Thousands  of 
shares  of  the  stock  of  the  Illinois  Cen- 
tral are  now  held  by  men  and  women 
who  actually  operate  the  railroad. 
Every  month  many  shares  of  stock  are 
finally  paid  for  by  employees  who  are 
buying  into  the  ownership  of  the  rail- 
road for  which  they  exert  their  best 
energies. 

Figures  from  the  office  of  Vice-Presi- 
dent  Blauvelt  show  that  in  September 
320  employees  were  buying  Illinois 
Central  stock  on  the  installment  plan, 
through  the  financial  department  of  the 


railroad's  organization.  Deliveries  of 
paid-up  stock  to  employees  making- 
purchases  on  the  installment  plan 
amounted  to  sixty- seven  shares  in  May 
and  forty-seven  shares  in  July.  In 
addition,  many  shares  are  bought  out- 
right each  month  by  employees,  both 
on  the  market  individually  and  through 
the  railroad  company  as  agent. 

Employees  of  the  Illinois  Central  are 
allowed  the  privilege  of  subscribing 
for  stock  and  paying  for  it  by  deduc- 
tions from  their  pay  or  by  direct  pay- 
ments in  installments  of  $5  or  a  mul- 
tiple of  $5  for  each  share.  The 
quotation  at  which  the  stock  is  pur- 
chased is  the  market  price  on  the  day 
the  application  is  received  in  the  office 
of  the  Vice-President.  The  certificate 
of  stock  is  transferable  and  entitles  the 
owner  to  the  dividends  declared  by  the 
board  of  directors  and  to  a  vote  in  the 
election  of  the  directors. 

Another  feature  of  this  plan  is  that 
employees  making  payments  on  stock 
are  entitled  to  receive  interest  on  their 
deposits  at  4  per  cem  during  the  time 
the  stock  is  being  paid  for,  and  at  the 
end  of  the  period,  when  the  paid-up 
stock  is  delivered,  the  interest  accruals 
are  delivered  to  the  purchaser.  It  is 
not  necessary,  however,  that  payments 
be  kept  up.  Employees  buying  stock 
may  at  any  time  discontinue  payments 
and  withdraw  the  money  they  have 
paid  in,  with  accrued  interest. 

Employees  desiring  to  purchase 
stock  should  apply  to  their  immediate 
superior  officers,  except  where  they 
desire  to  purchase  several  shares  out- 
right, in  which  case  they  should  ad- 
dress Mr.  M.  P.  Blauvelt,  Vice- 
President,  Chicago. 

There  are  60,500  employees  of  the 
Illinois  Central.  Any  plan  by  which 
the  ownership  of  railroad  stock  could 
be  widely  distributed  certainly  would 
react  to  the  increased  efficiency  of  the 
road,  and  in  that  manner  would  in- 
crease the  value  of  the  stock  held  by 
the  employees  as  an  investment.  It  is 
a  fact,  demonstrated  daily,  that  a 
person  takes  greater  pride  in  the  opera- 


ILLINOIS  CENTRAL  MAGAZINE 


19 


tion  of  a  machine  in  which  he  has  an 
ownership,  than  is  the  case  when  he 
is  employed  to  operate  a  machine  in 
which  he  has  not  the  personal  interest 
of  an  ownership.  The  directors  of  the 
Illinois  Central  doubtless  had  this  in 
mind  when  the  liberal  terms  quoted 
herein  were  first  announced  to  em- 
ployees, more  than  a  quarter  of  a 
century  ago. 

In  the  final  analysis,  the  employees 
of  the  railroad  are  in  the  best  position 
to  judge  the  worth  of  that  railroad's 
securities.  They  operate  the  railroad 
and  are  in  touch  with  the  activities  of 
the  road  and  with  the  machinery  repre- 


sented by  the  capitalized  stock.  They 
can,  by  added  efforts,  increase  very 
materially  the  business  done  and  the 
efficiency  of  operation,  thus  reducing 
operating  costs. 

The  scheme  of  buying  into  the 
ownership  of  the  railroad  by  invest- 
ment of  savings  from  increased  pay 
offers  a  more  tangible  plan  for  bring- 
ing this  about  than  any  of  the  other 
plans  now  before  the  railroad  workers 
of  the  country.  It  is  worthy  of  serious 
consideration  by  every  railroad  worker 
who  desires  to  accomplish  a  forward 
step  .in  placing  himself  and  his  labors 
on  a  higher  plane. 


Illinois  Central  Adopts  Policy  of  Interviewing 
Farmer  Patrons 


The  highest  degree  of  railroad  service 
cannot  be  given.  President  C.  H.  Mark- 
ham  of  the  Illinois  Central  believes,  un- 
less the  officers  and  employes  of  the  rail- 
road understand  the  problems  of  those 
whom  the  railroad  serves,  and  unless 
those  whom  the  railroad  serves,  in  turn, 
understand  the  problems  of  the  rail- 
road. 

It  was  in  the  promotion  of  that  bet- 
ter understanding  that  the  Illinois  Cen- 
tral sent  an  interviewer  into  the  country 
with  instructions  to  see  farmers  and 
learn  their  ideas  of  railroad  service, 
bringing  back  a  faithful  report  of  the 
visit  and  the  impressions  received.  To 
instruct  the  interviewer  to  prepare  his 
impressions — regardless  of  what  the  per- 
sons who  were  interviewed  have  to  say 
—for  circulation  through  the  territory 
served  by  the  railroad  is  something  new 
in  the  historv  of  railroad  operation. 

Cherokee  County,  Iowa,  was  selected 
as  the  place  of  the  interviews  for  two 
principal  reasons :  because  it  is  in  the 
heart  of  the  richest  farming  country  in 
the  world,  and  because  Cherokee  County 
owes  its  high  state  of  development 
more  to  the  Illinois  Central  Rail- 
road than  to  anv  other  one  factor.  For 


many  years  Cherokee  has  been  one  of 
five  counties  rivaling  each  other  for  the 
record  of  having  the  greatest  produc- 
tion from  its  farms,  per  acre,  of  any 
county  in  Iowa.  That  record,  the  Cher- 
okeans  say,  has  now  been  established. 
If  you  doubt  their  word,  they  will  take 
you  for  a  drive  over  their  well-kept 
roads,  past  their  highly  productive 
farms,  stocked  with  sleek  cattle  and  fat 
hogs,  and  your  doubts  will  fade.  The 
Illinois  Central  is  the  onlv  railroad  which 
touches  this  remarkable  garden-spot,  and 
the  livestock,  grain  and  other  farm 
products  coming  from  those  rich  farms 
can  be  converted  into  cash  only  through 
the  freight  transportation  service  ren- 
dered bv  the  Illinois  Central.  If  that 
service  were  to  be  taken  away  or  de- 
vitalized. Cherokee  County  would  rap- 
idly lose  its  enviable  position. 

The  car  shortage  has  been  a  spectre 
in  this  rich  farming  community  this 
year.  The  first  reply  which  every 
farmer  who  was  interviewed  made  to 
the  question,  "What,  in  your  opinion, 
can  the  Illinois  Central  do  to  better  its 
service  to  Cherokee  County?"  was  the 
same : 

"Give  us  more  cars!" 


ILLINOIS  CENTRAL  MAGAZINE 


Farmers  of  Cherokee  County  claim 
that  they  have  lost  hundreds  of  thou- 
sands of  dollars  through  their  inability 
to  get  cars  for  marketing  their  1919  corn 
crop  when  the  market  ~was  at  its  peak. 

There  are  three  seasons  of  the  year 
during  which  the  corn  crop  can  best  be 
marketed,  according  to  these  farmers. 
The  first  is  in  February,  before  the  rush 
of  spring  work  begins.  The  second  is 
in  June,  after  the  corn  is  planted  and 
before  cultivating  time.  The  third  is  in 
September,  after  the  grain  harvest  and 
before  corn  huskiner. 

The  car  shortage  was  acute  in  Febru- 
ary and  Tune  this  year.  Farmers  and 
elevator  men  pleaded  and  begged  for 
cars — and  couldn't  get  them.  The  ele- 
vators at  terminal  points  were  overflow- 
ing and  had  to  be  emptied  before  the 
movement  from  the  primary  markets 
could  begin.  The  market  was  soaring, 
from  $1.50  to  as  high  as  $1.80  a  bushel. 
The  car  situation  is  improving  somewhat 
now — although  there  are  not  yet  enough 
grain  cars  to  meet  more  than  a  fraction 
of  the  demand — but  the  market  is  down. 

Many  farmers  say  they  were  unable  to 
obtain  cars  when  the  market  was  around 
$1.80  a  bushel  and  have  been  selling  their 
corn  at  80  to  90  cents.  And  corn-rais- 
ing is  a  major  division  of  the  agricul- 
tural industrv  in  Cherokee  County. 

Not  all  the  farmers  were  so  affected. 
Some  of  the  larger  operators  had  their 
farms  so  manned  that  thev  could  mar- 
ket their  crop  whenever  cars  were  avail- 
able, and  on  short  notice.  They  were 
thus  able  to  command  peak  prices.  But 
the  vast  majority  of  the  farmers — men 
who  operate  their  own  farms,  and  rent- 
ers— said  they  had  to  wait  and  sell  on  a 
falling  market,  or  else  have  their  1919 
crop  still  in  their  bins,  waiting  for  cars 
or  a  better  market.  The  slump  in  corn 
prices  has  pinched  them  severely,  they 
say. 

It  is  small  wonder  that  transportation 
and  the  shortage  of  cars  are  all-engross- 
ine  subjects  in  Cherokee  County.  Wher- 
ever farmers  congregate  they  talk  cars. 

It  was  found,  however,  that  the  farm- 
ers of  that  particular  territory,  as  a 


general  rule,  have  confidence  in  the  integ- 
rity of  the  men  who  represent  the  rail- 
road there.  They  believe  that  the  best 
possible  distribution  is  being  made  of 
available  cars,  and  that  employes  gen- 
erally are  leaving  no  car-wheel  unturned 
to  accomplish  the  greatest  possible  move- 
ment. 

W.  P.  Dawson  of  Aurelia,  president 
of  the  Cherokee  Farm  Bureau,  is  in  a 
position  to  know  the  attitude  of  farmers 
toward  railroads  and  transportation.  He 
also  is  director  in  the  Corn  Belt  Meat 
Producers'  Association,  chairman  of  the 
legislative  committee  of  the  Iowa  State 
Federation  of  Farm  Bureaus  and  for- 
merly served  as  state  representative  and 
later  as  state  senator.  He  was  found  on 
his  beautiful  farm,  Fair  Acres,  over- 
looking Aurelia,  and  was  asked  this 
question : 

"What,  in  your  opinion,  is  the  atti- 
tude which  the  farmers  of  Che-rokee 
County,  as  a  whole,  have  toward  the 
railroads — especially  toward  the  Illinois 
Central?" 

Without  hesitation,  this  was  his  an- 
swer: 

"It  is  good.  There  are  radicals 
among  the  farmers,  of  course,  the  same 
as  with  any  class  of  men.  but  I  am  glad 
to  report  that  they  are  in  the  minority 
and  are  not  the  real  leaders  of  public 
opinion  among  the  farmers.  The  ma- 
jority— including  the  real  leaders — are 
extremely  friendly  toward  the  railroads. 

"The  farmers  are  studying  railroad 
problems.  They  know  why  there  are  no 
cars.  They  know  that  for  years  the 
roads  were  strangled  and  legislated 
against,  until  they  were  unable  to  bor- 
row money  to  buy  the  equipment  neces- 
sary to  carry  them  through  such  an  ex- 
perience as  the  war  period  has  been.  In 
their  study  of  railroad  problems  they 
have  found  that  railroad  men  are  hon- 
est and  efficient  and  are  doing  their  best 
to  solve  the  problems  which  are  so  seri- 
ous iust  now. 

"Progressive  farmers  read  widely,  but 
conservatively,  and  their  judgments  are 
conservative.  I  am  sure  you  will  find 
that  the  farmers,  as  a  whole,  appreciate 


ILLINOIS  CENTRAL  MAGAZINE 


21 


the  railroads  and  railroad  problems,  and 
are  ready  to  lend  any  assistance  in  pro- 
moting' the  efficiency  of  the  transporta- 
tion machinery  of  the  country." 

One  of  the  outstanding  impressions 
which  the  writer  received  was  the  re- 
minder that  a  certain  proverb  applies 
most  strongly  to  the  railroad  situation ; 
that  is.  that  a  chain  can  be  no  stronger 
than  its  weakest  link. 

The  only  way  a  large  majority  of  the 
people  in  this  country  have  of  forming 
their  opinions  of  the  railroads  is 
through  their  contact  with  a  single 
agent. 

In  the  average  town  such  as  those 
scattered  along  the  line  of  the  Illinois 
Central  in  Cherokee  County — outside, 
possibly,  of  the  town  of  Cherokee  itself 
— the  ag-ent  actually  is  the  Illinois  Cen- 
tral Railroad  to  the  people  who  deal 
with  the  railroad  at  that  point.  If  the 
agent  is  courteous  and  Attentive,  and 
goes  out  of  his  way  to  be  of  service  to 
them,  the  patrons  grow  to  appreciate  the 
road.  If  he  lacks  at  times  in  courtesy 
or  attentiveness,  or  fails  to  exert  every 
effort  to  serve  them,  they  are  led  into  the 
belief  that  the  railroad  has  that  atti- 
tude. 

Railroad  regulations  cannot  be  made 
to  define  the  limit  of  service  which  an 
a<rent  can  represent  to  a  community.  He 
fails  unless  he  realizes  that  responsi- 
bility and  bends  every  effort  to  see  that 
the  railroad's  service  at  his  point  is  the 
best  that  can  be  given,  and  that  the  com- 
munitv's  service  to  the  ropd  at  that 
point,  in  turn,  is  the  best  possible. 

The  farmers  who  were  interviewed 
did  not  express  it  just  that  way,  but  in 
certain  communities  they  spoke  very 
highly  of  the  railroad's  representative  or 
representatives  at  that  point,  while  in 
others  they  spoke  disparagingly,  and  a 
simple  inquiry  revealed  the  cause. 

Each  farmer  who  was  interviewed  was 
asked  to  tell  two  things,  in  particular: 
what  features  of  the  service  provided 
by  the  Illinois  Central  in  his  territory 
he  commended  and  what  he  believed 
could  be  improved  upon.  Outside  the 
discussions  of  the  car  situation,  the  in- 


terviews can  be  briefly  summarized. 
These  are  among  the  features  of  servict 
commended : 

They  agree  that  passenger  service  is 
worthy  of  praise,  many  characterizing1  it 
as  the  best  in  the  country. 

They  agree  that  the  railroad's  repre- 
sentatives are,  with  few  exceptions,  effi- 
cient and  courteous. 

They  believe  that  freight  transporta- 
tion service,  were  it  not  for  the  car 
shortage,  would  be  almost  without  fault. 

They  are  enthusiastic  in  praising1  the 
attitude  of  the  railroad  toward  their 
problems. 

They  commend  strongly  President 
Markham's  program  for  bringing  rail- 
road men  and  patrons  of  the  railroad 
into  closer  touch  with  each  other's  prob- 
lems. 

But  the  farmers  did  not  pass  up  the 
opportunity  presented  to  make  sugges- 
tions on  improved  service.  These  were 
among  their  recommendations : 

They  believe  that  better  accommoda- 
tions should  be  given  stockmen  accom- 
panying their  stock  to  market. 

They  believe  that  the  railroad  should 
again  obtain  control  of  all  stock  pens 
and  scales  from  which  shipments  are 
loaded. 

They  believe  that  stock  pens  and 
yards  should  be  kept  in  better  condition. 

They  believe  the  roads  should  enforce 
the  ruling  against  allowing  caretakers' 
passes  on  stock  shipments  to  others  than 
those  in  whose  name  stock  is  shipped. 

They  believe  there  should  be  an  even 
closer  understanding  and  co-operation 
between  the  men  who  operate  and  the 
men  who  use  the  railroads. 

N.  L.  Stiles  of  Cherokee,  who  is  in- 
terested in  the  farming  of  1,200  Chero- 
kee acres,  and  Glenn  Ellis,  county  farm 
agent,  gave  the  interviewer,  in  starting 
out,  some  of  their  experiences  and  the 
experiences  of  the  farmers  thev  come  in 
contact  with,  outlining1  some  phases  of 
the  situation  which  might  be  expected 
in  the  interviews. 

They  had  numerous  experiences  with 
the  car  shortage  situation,  and  especially 


22 


ILLINOIS  CENTRAL  MAGAZINE 


County  Agent  Ellis,  who  is  striving  to 
make  his  bureau  serve  the  needs  of  the 
farmers  of  that  county.  He  had  found 
that  car  distributors  and  agents  had 
treated  farmers  fairly,  so  far  as  his  per- 
sonal information  was  concerned,  but 
warned  the  interviewer  that  he  might 
expect  to  hear  other  views  from,  some 
farmers. 

Both  County  Agent  Ellis  and  Mr. 
Stiles  agreed  that,  while  railroad  men 
as  a  rule  are  courteous  and  anxious  to 
serve,  there  are  individual  cases  where 
their  attitudes  could  be  improved  upon. 
They  believe  that  agents  should  go  out 
of  their  way  to  make  the  railroad  serv- 
ice the  best  oossible. 

Thev  discussed  the  question  of  better 
accommodations  for  stock  shippers  and 
declared  that  often-times  stock  trains 
leaving  Cherokee  County  carry  more 
shippers  than  can  be  seated  in  the  ca- 
boose. 

They  talked  about  the  upkeep  of  stock 
pens  at  shipping  points,  and  declared 
that  at  some  places  they  have  fallen  into 
disrepair.  Thev  declared  that  the  pens 
at  Cherokee  have  been  kept  in  good  con- 
dition largely  through  the  work  of  indi- 
vidual shippers,  principally  Charles 
Graves  and  Perry  Boughton. 

Thev  talked  about  the  linking  of  the 
gap  between  Onawa  and  Omaha,  requir- 
ing about  seventeen  miles  of  new  road- 
bed, declaring  that  it  would  make 
Omaha  a  competing  market  against 
Sioux  City  and  Sioux  Falls  and  would 
better  agricultural  conditions  in  Chero- 
kee County. 

They  related  experiences  which  have 
come  to  their  attention  of  shippers  abus- 
ing the  system  of  ordering  cars — how 
stock  buyers  have  ordered  cars  weeks 
in  advance  of  having  stock  in  hand  to 
ship,  how  shippers  and  farmers  have 
"traded  cars,"  always  keeping  their 
names  on  the  books  at  a  station,  how 
in  many  cases  they  have  had  their 
friends  sign  up  for  cars  for  them,  and 
how  they  often  order  cars  for  one  ship- 
ment at  several  stations.  One  of  the  re- 
sults has  been,  they  said,  that  individual 


farmers  have  found  it  difficult  to  obtain 
cars  when  needed. 

Roy  King,  Cherokee  farmer,  told  of 
his  experiences  with  the  car  shortage 
situation  and  said  he  was  unable  to  mar- 
ket his  1919  corn  crop  when  the  market 
was  high. 

L.  R.  Stanoscheck  of  Cherokee  fat- 
tens nearly  1,000  cattle  in  Cherokee 
County  every  year,  buying  them  in 
Sioux  City  and  marketing  them  in  Chi- 
cago, doing  his  shipping  exclusively  over 
the  Illinois  Central.  He  reported  that 
he  had  always  received  excellent  treat- 
ment from  the  members  of  the  Illinois 
Central  "family,"  but  had  been  caught 
in  the  pinch  of  the  car  shortage  situa- 
tion. 

Mr.  Stanoscheck  declared  that,  in  his 
opinion,  the  Illinois  Central  had  made  a 
mistake  in  disposing  of  scales  and  stock 
pens  at  shipping  points.  He  said  that 
the  placing  of  the  scales  and  pens  under 
the  control  of  an  individual  shipper  had 
the  tendency  to  discourage  farmers  from 
stock-raising,  as  manv  were  unwilling  to 
accept  the  hazards  of  the  game,  believ- 
ing that  some  shipper  would  be  able  to 
dictate  when  their  shipments  could  be 
made,  and  under  what  conditions. 

A.  D.  Bushlow  of  Cherokee  owns  and 
controls  the  operation  of.  1,800  acres  in 
Cherokee  County.  Three  of  his  farm 
homes  are  modern  throughout  and  his 
farm  buildings  are  palatial.  He  has 
made  a  studv  of  transportation  problems 
and  was  readv  for  the  interviewer. 

Mr.  Bushlow  believes  that  stockmen 
should  have  better  accommodations  ror 
accompanying  their  stock  to  market. 
He  would  favor  selling  better  service 
to  the  stockmen,  and  suggested  that  each 
stock  train  leaving  that  territory  carry 
a  tourist  sleeper,  in  which  berths  would 
be  sold  the  stockmen  at  regular  sleep- 
ing car  rates. 

In  this  connection  the  suggestion  was 
heard  that,  since  stockmen  perform  lit- 
tle real  service  in  accompanying  their 
stock,  they  be  given  transportation  by 
passenger  train. 

Mr.  Bushlow  believes  the  Illinois  Cen- 
tral made  a  mistake  in  disposing  of  load- 


ILLINOIS  CENTRAL  MAGAZINE 


23 


ing  pens  and  scales  at  certain  points  and 
declared  that  pens — even  those  still  held 
by  the  road — are  not  always  kept  in 
proper  condition. 

This  farmer  offered  the  view  that 
farmers  do  not  consider  the  cost  of 
transportation  nearly  so  important  as  the 
degree  of  service,  and  would  be  willing 
to  pay  higher  rates,  if  necessary,  to  ob- 
tain better  service. 

The  idea  of  bringing  the  railroad  offi- 
cers and  employes  into  closer  touch  with 
patrons  was  commended  and  Mr.  Bush- 
low  suggested  that  periodical  confer- 
ences between  railroad  executives  and 
their  patrons  at  various  points  would  be 
a  fine  thing. 

Mr.  Bushlow  spoke  highly  of  the  Illi- 
nois Central's  passenger  service  and  the 
high  standard  of  officials  and  employes 
with  whom  he  deals. 

John  Mitchell,  farmer  of  near  Cleg- 
horn,  was  located  in  a  neighbor's  field, 
assisting  in  cutting  corn  for  silo-filling. 
He  climbed  down  from  his  mower, 
greeted  the  interviewer  and  declared 
that  the  thing  most  needed  now  to  make 
transportation  service  more  efficient  is 
closer  co-operation  between  railroad 
men  and  patrons. 

Mr.  Mitchell  is  president  of  the  Farm- 
ers' Elevator  Company  at  Cleghorn. 
He  did  not  spare  elevator  men  in  scor- 
ing them  for  their  failure,  many  times, 
to  do  their  share  in  co-operation.  The 
grain  car  situation  could  be  improved, 
he  declared,  if  elevator  men  would  make 
minor  repairs  to  put  box  cars  in  con- 
dition for  grain  loading,  instead  of  re- 
quiring the  sending  of  the  cars  to  other 
points  for  repair. 

He  also  criticised  the  railroad  work- 
ers, declaring  that  they  often  do  not 
realize  their  full  responsibilities.  He 
told  of  an  instance  where  a  car  of  lum- 
ber which  his  employes  had  been  un- 
loading had  been  left,  at  the  close  of  a 
day's  work,  with  the  door  open.  In 
switching,  the  car  was  picked  up  and 
carried  on.  He  criticized  the  brake- 
man  for  his  failure  to  make  the  slight 
examination  necessary  to  determine  that 
the  car  had  not  been  emptied. 


James  Oswald,  who,  with  his  brother 
operates  a  half -section  of  rich  farm  land 
near  Cleghorn,  recited  his  car  shortage 
troubles  and  those  of  his  friends. 

Guido  Berendes,  farmer  near  Marcus, 
greeted  the  interviewer  with  a  recital  of 
his  troubles.  He  told  how  he  and  a 
neighbor  had  purchased  seven  Short- 
horns at  a  sale  in  Cherokee  last  March 
and  had  held  them  in  the  pens  two  days 
awaiting  cars.  There  were  empty  stock 
cars  at  Cherokee  while  his  cattle  was 
being  detained,  he  said,  but  he  admitted 
that  they  probably  had  been  assigned  to 
other  shippers  on  the  priority  list. 

Thomas  Meahan  directs  the  opera- 
tions of  his  farms  from  Marcus.  He 
told  the  interviewer  how  he  had  im- 
plored the  railroad  company  to  give  him 
cars  when  the  market  was  up,  but  finally 
had  to  sell  his  1919  crop  of  corn  at  88 
cents  a  bushel. 

E.  E.  Lyman  of  Cherokee,  farm 
owner,  told  of  the  experiences  of  farm- 
ers in  general  with  the  car  situation  and 
declared  that  there  is  much  unrest 
throughout  the  county  as  a  result  of  the 
fall  in  prices  of  farm  products.  The 
question  most  asked,  he  said,  is  this: 

"Why  is  it,  that  as  soon  as  cars  are 
available  and  the  fanners  are  in  a  posi- 
tion to  market  their  crop  the  market 
slumps  ?" 

Will  Scott,  who  is  renting  the  farm 
he  occupies  near  Cleghorn,  was  assist- 
ing a  neighbor  shell  corn  for  marketing. 
He  and  the  neighbor  had  succeeded  in 
getting  a  car  and  were  pooling  their 
shipment.  He  talked  franklv  about  how 
the  car  shortage  affects  the  younger 
farmers. 

"The  railroad's  service  to  us  is  repre- 
sented by  the  cars  we  are  furnished— 
and  we  haven't  received  the  cars,"  he 
said. 

This  voung  farmer  told  of  having  to 
hold  a  shipment  of  hogs  for  eight  days 
in  the  pens  at  Meridan,  awaiting  cars, 
during  which  time,  in  addition  to  a 
heavy  shrinkage,  he  lost  eight  hogs. 

Andrew  lohnson,  who  lives  south  of 
Marcus,  was  found  in  town.  He  de- 
clared that  the  Illinois  Central  is  the  fin- 


24 


.l.l.VOIS  CENTRAL  MAGAZINE 


est  railroad  system  in  the  country,  ex- 
cept that  more  cars  are  needed. 

J.  T.  Woodall,  who  retired  from  his 
farm  ten  miles  from  Marcus  to  the  town 
this  summer,  said  he  could  not  under- 
stand why  he  had  seen  scores  of  empty 
cars  in  Sioux  City  when  the  farmers 
were  pleading:  for  cars.  He  said  he  did 
not  investigate  to  find  out  whether  the 
cars  had  iust  been  received  and  were 
then  being  distributed  to  the  towns  in 
that  territory. 

Otis  Briggs  and  Guy  Rae  of  the  Mar- 
cus-Cleghorn  territory  were  interviewed 
together  in  Mr.  Rae's  cornfield,  where 
they  were  driving  high-power  imple- 
ments which  mowed  and  cut  up  corn  for 
silo-filling,  .loading  it  into  accompanying 
wagons  in  the  same  operation. 

Mr.  Briggs  spoke  of  the  abuse  of  the 
system  of  ordering  cars  and  declared 
that  farmers  are  to  be  severely  censured 
who  take  advantage  of  another  farmer 
by  crowding  the  order  books  at  certain 
stations.  He  told  of  some  of  the 
ntmors  which  he  had  heard  that  farmers 
had  not  been  dealt  with  fairly  in  the 
handling  of  cars,  but  said  he  could  give 
no  definite  information. 

Mr.  Rae  told  of  the  lack  of  accom- 
modations for  stockmen  accompanying 
their  shipments  to  market  and  indorsed 
Mr.  Bushlow's  scheme  of  putting  a  tour- 
ist sleeper  on  each  stock  train  and" 
charging  the  shippers  sleeping-car  rates. 
He  also  told  of  the  abuses  of  the  car 
distribution  svstem,  but  declared  that 
insofar  as  his  information  extended,  em- 
plove<;  had  dealt  fairlv  with  shippers. 

"The  Illinois  Central  has  done  better 
bv  us  than  the  other  roads  in  adjoining 
counties."  Mr.  "Rae  said. 

Tohn  G.  Shea,  shipper  at  Cherokee, 
was  cornered  on  the  streets  of  Cherokee 
and  asVM  the  interviewer's  usual  nnes- 
tions.  He  spoke  highlv  of  the  Illinois 
Central  and  its  service,  but  declared  that 
ri?iit  of  way  fences  should  be  kept  in 
better  repair. 

Ex-Senator  Dawson  of  Aurelia.  who 
i*  renorted  earlW  in  the  article,  de- 
clared that,  in  his  opinion,  there  is  no 
better  mssen^er  train  service  "in  the 
world"  than  that  of  the  Illinois  Central 


on  the  Cherokee  district.  He  spoke 
highly  of  President  Markham's  plan 
for  getting  closer  co-operation  between 
the  road  and  its  patrons. 

Olin  Tones,  farmer  and  president  of 
the  Farmers'  Elevator  Company  at  Au- 
relia,  had  been  warned  of  the  interview- 
er's coming  and  was  ready  with  his 
story  of  lack  of  grain  cars.  He  blamed 
the  railroad  severely  for  not  being  in  a 
position  to  furnish  more  cars. 

Mr.  Tones  told  of 'seeing  a  grain  car 
come  into  Aurelia,  loaded  with  posts  for 
the  railroad  company,  and  spoke  of  the 
incident  as  proof  of  inefficient  service. 
It  was  explained  that  the  posts  were 
loaded  off  the  line  and  had  been  shipped 
in  a  grain  car  headed  for  the  grain-load- 
ing territory,  and  that  the  car  would  be 
available  for  outgoing  shipments  in  that 
territory. 

Mr.  Tones  also  recited  his  correspond- 
ence with  railroad  officials  over  the  car 
condition.  He  said  that  he  had  heard 
numerous  stories  that  cars  have  been 
"bought"  by  shippers,  but  that  he  had 
no  personal  information  on  the  subject. 

Lee  Woods,  of  Marcus,  manager  of 
the  Farmers'  Elevator  Company  at  that 
place,  told  of  the  difficulties  of  getting 
grain  cars.  He  said  that,  in  his  opinion, 
the  Illinois  Central  towns  had  fared 
worse  than  towns  on  other  lines. 

Most  of  those  interviewed  had  kind 
words  to  say  of  the  Illinois  Central 
service.  Many  declared  that,  could  the 
car  situation  be  relieved,  no  further  im- 
provement could  be  desired. 

There  is  one  further  impression  that 
should  be  set  forth  in  this  report.  That 
is,  that  farmers  should  not  grow  impa- 
tient in  expecting  an  immediate  change 
for  the  better,  and  the  eradication  of  all 
their  difficulties.  It  will  take  time  to 
place  the  railroads  in  condition  to  ren- 
der 100  per  cent  service. 

As  a  final  summary  of  the  railroad 
situation  in  Cherokee  County,  here  is  the 
testimony  of  Tohn  Sheridan,  Cherokee 
farmer : 

"If  God  Almighty  was  running  a  rail- 
road out  here,  son,  He  couldn't  please 
evervbodv !" 


Traffic  Men  Hear  President  Markham  and  Other 
General  Officers  Discuss  Public  Relations 


The  increased  duties  and  responsi- 
bilities of  railroad  men  in  the  light  of 
changing  conditions  governing  the 
transportation  agencies  of  the  country 
were  discussed  in  a  two-day  meeting  of 
the  Illinois  Central's  traffic  representa- 
tives from  all  parts  of  the  United 
States,  held  in  Chicago  September  17 
and  18. 

A  meeting  of  the  freight  men  was 
held  Friday,  September  17,  followed  by 
one  of  the  passenger  men  Saturday. 
A  joint  meeting  of  the  two  branches 
was  held  Saturday  forenoon,  to  hear 
talks  by  President  Markham,  Vice- 
President  Bowes,  Traffic  Manager 
Longstreet  and  H.  B.  Hull  on  various 
subjects,  including  the  important  one 
of  public  relations.  About  100  repre- 
sentatives of  the  Traffic  Department 
attended. 

President  Markham  gave  a  resume 
of  conditions  which  have  combined  to 
bring  the  Illinois  Central  to  the  fore- 
front of  the  transportation  systems  of 
the  country — the  high  standard  of  effi- 
ciency and  loyalty  maintained  by  of- 
ficers and  employees,  the  purchase  of 
new  equipment  during  the  period  in 
which  many  of  the  railroads  delayed 
buying  to  watch  the  development  of 
the  market  and  other  conditions,  and 
the  resulting  efficiency  of  operation, 
which  has  enabled  the  Illinois  Central 
to  claim,  and  maintain,  its  place  at  the 
lead  of  the  nation's  railroad  systems. 

Mr.  Markham  paid  a  tribute  to  the 
traffic  representatives,  declaring  that 


he  believes  the  Illinois  Central  Traffic 
Department  to  be  the  best  of  any  rail- 
road system. 

The  Transportation  Act  under  which 
the  railroads  were  returned  to  their 
owners  was  discussed,  President  Mark- 
ham  emphasizing  the  need  for  closer 
co-operation  between  railroad  men  and 
the  patrons  of  the  road,  in  the  interest 
of  which  the  publicity  program  was 
laid  out.  He  pointed  out  that  the  rail- 
roads are  now  in  a  position  to  stand  or 
fall  on  their  records,  and  that  it  is 
vitally  necessary  for  the  public  to  be 
correctly  and  fully  informed  on  what 
the  railroad  is  doing  in  its  effort  to 
meet  the  situation.  It  was  for  the  pur- 
pose of  educating  the  general  public  to 
these  conditions,  he  said,  that  the  Illi- 
nois Central  adopted  the  policy  of  buy- 
ing advertising  space  in  the  news- 
papers, in  which  to  set  forth,  monthly, 
statements  showing  railroad  condi- 
tions. 

The  traffic  men  were  told  that  they 
are  important  links  in  the  chain  for 
developing  better  public  relations,  and 
that  the  program  will  fail  in  its  pur- 
pose without  their  co-operation — with- 
out the  co-operation,  in  fact,  of  all 
officers  and  employees. 

President  Markham  paid  a  tribute  to 
the  wisdom  and  foresight  of  the  men 
who  have  controlled  the  policies  of  the 
Illinois  Central  since  its  organization, 
and  modestly  related  his  own  part  in 
directing  policies  during  his  tenure  of 
office.  One  reference  in  this  connec- 


25 


2C, 


ILLINOIS  CENTRAL  MAGAZINE 


tion  was  especially  noteworthy — a 
reference  to  the  purchase  of  cars  and 
locomotives  and  the  making-  of  expen- 
ditures for  other  facilities  during  the 
pre-war  period  when  they  were  scrap- 
ing the  bottom  in  price. 

"The  railroad  business  is  a  game — 
the  most  fascinating  game  in  the 
world,"  President  Markham  said.  "I 
would  not  consider  giving  it  up  for 
business  opportunities  offering  much 
greater  returns." 

The  human  element  as  it  enters  into 
the  policies  of  the  Illinois  Central  was 
referred  to,  President  Markham  declar- 
ing his  personal  interest,  and  the  in- 
terest of  the  organization,  in  the  men 
who  make  up  the  body  of  railroad 
workers  employed  by  the  Illinois  Cen- 
tral. 

Mr.  Hull,  who  was  designated  as  the 
officer  to  have  charge  of  the  Illinois 
Central's  publicity  program,  gave  a  re- 
sume of  the  publicity  work  accom- 
plished to  date,  with  the  results  which 
have  been  obtained.  He  said  the  en- 
tire program  was  originated  by  Presi- 
dent Markham,  who  has  given  his  per- 
sonal attention  to  its  working  out  and 
who  has  determined  the  policies  to  be 
pursued.  Mr.  Hull  explained  that  he 
was  merely  assisting  Mr.  Markham 
and  trying  to  carry  out  his  ideas. 

The  purpose  of  the  publicity  work, 
Mr.  Hull  said,  is  to  acquaint  the  gen- 
eral public  with  the  facts  of  railroad 
operation,  in  order,  not  only  to  prevent 
the  forming  of  distorted  views,  but  to 
guide  the  public  in  forming  opinions 
which  will  result  in  better  transporta-  . 
tion  conditions. 

Publicity  work  on  the  Illinois  Cen- 
tral is  made  easy,  Mr.  Hull  said,  be- 
cause of  the  high  standard  of  efficiency 


maintained  by  the  railroad  as  a  whole, 
and  the  correctness  of  the  policies  out- 
lined by  those  in  whose  hands  rests  the 
duty  of  determining  policies. 

Vice-President  Bowes  discussed  a 
number  of  subjects,  emphasizing  the 
new  conditions  of  railroad  operation 
created  by  the  Transportation  Act, 
service  being  one  of  the  foremost 
issues,  and  its  effect  upon  the  traffic 
representatives.  The  business  of  the 
traffic  representatives  is  not  only  to 
solicit  business,  but  to  represent  the 
railroad  management  in  seeing  that  100 
per  cent  service  is  rendered  the  public, 
he  said. 

Mr.  Bowes  reviewed  the  accomplish- 
ments of  the  Illinois  Central  during  the 
war  and  in  the  reconstruction  period 
which  is  following,  declaring  that 
every  employee  should  feel  proud  of 
that  record.  He  spoke  of  the  present 
excellent  physical  condition  of  the 
road,  complimenting  the  wisdom  of  the 
management  in  providing  the  tools 
with  which  to  give  more  and  better 
service,  enabling  the  traffic  representa- 
tives to  seek  more  business. 

Departmental  rivalry  has  been  done 
away  with  on  the  Illinois  Central,  Mr. 
Bowes  declared,  and  in  its  place  is  the 
feeling  that  the  employees  belong  to 
"one  big  family,"  each  ready  to  do  his 
share.  He  paid  a  tribute  to  the  Oper- 
ating Department  especially,  declaring 
that  there  should  be,  and  is,  the  greatest 
co-operation  between  the  Traffic  and 
Operating  Departments. 

Mr.  Longstreet  called  attention  to 
the  points  made  by  other  speakers  and 
pledged  the  Traffic  Department's  ut- 
most co-operation  to  President  Mark- 
ham  and  Mr.  Hull  in  securing  results 
on  the  publicity  program.  Reaching, 


I'.UXOIS  CENTRAL  MAGAZINE 


as  they  do,  all  parts  of  the  country,  the 
traffic  men  will  be  able  to  assist  ma- 
terially. 

Other  questions  which  were  dis- 
cussed by  the  traffic  men  were  the  ad- 
justments of  service  to  meet  present 
conditions,  the  method  to  be  used  in 
handling  complaints  and  criticisms,  the 
relation  of  the  outside  offices  to  the 
general  offices,  the  details  of  the  Trans- 
portation Act  and  the  general  subject 
of  solicitation,  with  the  best  methods 


of  securing  increased  efficiency  of  oper- 
ation, through  increased  loading, 
prompt  loading  and  unloading  and  re- 
lease of  equipment,  and  the  conserva- 
tion of  equipment. 

The  talks  were  followed  by  general 
discussions,  in  which  the  traffic  men 
got  acquainted  and  related  their  expe- 
riences. It  was  generally  agreed  that 
the  meeting  had  been  one  of  the  most 
profitable  in  the  history  of  the  Traffic 
Department. 


Public  Opinion 


It  is  regretted,  ozving  to  our  limited  space,  that  all  of  the  newspaper  editorial  comment 
relating  to  the  Illinois  Central's  publicity  ^vork  cannot  be  given  here.  However,  a  few,  char- 
acteristic of  all  are  given  below. — 'Ed. 


A.  RAILROAD'S  GROWTH  IN  SERVICE 

AGAINST  TREMENDOUS 

HANDICAPS. 

For  several  years  it  has  been  a  popular 
thing  to  declare  glibly:  "The  railroads  have 
quit  functioning,"  or,  "The  normal  ineffi- 
ciency of  the  railway  systems  is  growing 
from  bad  to  worse."  Nobody  has  seemed 
either  ready  or  willing  to  challenge  these 
statements.  Everybody  has  seemed  eager 
to  preach  a  funeral  over  the  remains  of 
the  common  carriers. 

However,  President  Charles  H.  Markham, 
of  the  Illinois  Central  Railroad  Company, 
has  brought  forth  figures  which  show  con- 
clusively that  his  company,  for  one,  has 
gained  steadily  in  service  over  a  period  of 
a  decade.  In  answer  to  charges  that  the 
railway  systems  are  failing  to  function,  he 
publishes  an  advertisement  showing  the 
gross  ton  miles  of  freight  handled  by  the 
Illinois  Central  system  per  year,  for  the 
last  ten  years,  and  the  number  of  passengers 
carried  one  mile,  per  year,  for  the  last  ten 
years.  The  tabulated  record  is  better  than 
any  editorial  comment: 


Gross  Ton  Mi.  Freight. 

Passengers  Car.  1  Mile. 

1910  21,297,062,271 

1910.... 

...      745,818,345 

1911...  . 

....21,889,824,779 

1911.... 

.  ..      811,282,510 

1912...  . 

....21,531,250,666 

1912.... 

.  ..      807,969,807 

1913.... 

....24,391,106,507 

1913.... 

...      815,812,320 

1914...  . 

..  24,366,570,056 

1914.... 

...      832,881,282 

1915.... 

..24,893,278,841 

1915..  . 

....      747,797,713 

1916...  . 

.  ..27,704,768,863 

1916... 

....      850,797,693 

1917...  . 

.  ..31,302,858,783 

1917..  . 

....      982.111,873 

1918.... 

.  ..34,227,609,231 

1918... 

....  1,026,898,494 

1919...  . 

.  ..28,740,018,000 

1919... 

1,142,044,011 

1st  half 

1st  half 

1920  17,568.332.000 

1920;  568,884,894 

This  is  an  amazing  history,  concentrated 
in  a  few  lines,  of  big  achievements  under 
almost  superhuman  handicappings.  To  ap- 
preciate its  deepest  significance  it  must  be 
pondered  in  the  light  of  strikes  and  tie-ups, 
of  congested  situations  without  end,  while 
struggling  against  a  gradual  weakening  of 
credit  which  for  more  than  ten  years  has 
been  the  common  lot  of  railroad  companies. 

In  his  statement,  President  Markham 
does  not  assume  an  attitude  of  boastful- 
ness.  "The  Illinois  Central  is  but  one  rail- 
road system  out  of  many,"  he  asserts  frank- 
ly. "I  do  not  claim  that  its  performances 
are  any  exception  to  the  rule.  No  doubt 
many  railroad  systems  have  done  as  well, 
and  perhaps  some  have  done  better  than 
the  Illinois  Central." 

There  is  a  strong  note  of  courage  in  this 
statement.  It  is  good  for  faint  hearts 
whether  they  be  individuals  or  corporations. 
It  is  a  challenge  to  adversity.  It  is  like 
throwing  down  the  gauntlet  to  Bad  Luck 
and  telling  him  to  do  his  worst.  It  is  the 
statement  of  the  head  of  a  great  railway 
system  that  has  stood  the  shocks  of  political 
hatred,  of  dwindling  credits,  of  labor 
troubles,  world  without  end,  seemingly,  and 
all  punishments  which  great  corporations 
invariably  are  heir  to  without  being  jarred 
from  its  upward  and  continuous  growth  in 
service. 

The  revelation  made  by  President  Mark- 
ham  is  one  of  which  he  may  well  feel  proud. 
Unquestionably,  it  should  encourage  and 
hearten  investors  in  railway  stocks,  not 
merely  in  securities  of  the  Illinois  Central 


28 


ILLINOIS  CENTRAL  MAGAZINE 


Railroad,  but  in  all  legitimate  securities  of- 
fered by  railways  nowadays  for  the  getting 
of  funds  with  which  to  make  needed  de- 
velopments adequate  to  this  new  age  of 
commerce  and  industry. — Editorial,  Birm- 
ingham (Ala.)  News,  September  2,  1919. 


down  on  the  job. — Editorial,  The  Star,  Indian- 
apolis, Ind.,  September  2,  1920. 


THE  RAILWAYS  DOING  THEIR 
BEST 

The  announcement  made  in  The  Star  of 
yesterday  by  President  C.  H.  Markham  of 
the  Illinois  Central  Railroad  Company 
should  spike  the  guns  of  those  government 
ownership  advocates  who  have  been  spread- 
ing the  idea  that  the  railways  have  not  been 
functioning  properly.  It  is  no  uncommon 
thing  to  hear  some  champion  of  the  Plumb 
plan  explain  how  the  railway  officials  have 
been  hampering  efficient  operation  during 
the  period  of  government  control.  The 
public  has  been  assured  by  those  visionaries 
that  a  conspiracy  was  on  foot  to  make  a 
failure  of  anything  but  private  management 
and  also  to  make  a  showing  of  poor  earn- 
ings in  order  to  bolster  the  claim  for  in- 
creased rates. 

President  Markham's  statement  of  operat- 
ing facts  shows  how  far  from  the  truth 
is  the  contention  that  the  Illinois  Central, 
at  least,  has  not  been  functioning  properly. 
He  explains  that  many  other  systems,  no 
doubt,  have  done  as  well  and  perhaps  some 
have  done  better.  That  road  carried  more 
passengers  in  the  first  six  months  of  this 
year  than  in. any  six  months'  period  in  its 
history.  It  likewise  carried  more  freight 
than  ever  before.  There  has  been  a  steady 
and  uninterrupted  increase  in  freight  and 
passenger  traffic,  except  for  a  slump  in 
freight  tonnage  last  year. 

The  Illinois  Central,  in  the  first  six  months 
of  1920,  carried  approximately  50  per  cent 
more  freight  and  passengers  than  it  did  in 
the  corresponding  period  in  1914,  just  be- 
fore the  war  was  precipitated.  That  in- 
crease in  business  is  handled  with  sub- 
stantially the  same  equipment  and  mileage 
as  were  available  before  the  war.  The  de- 
mands of  the  industrial  world  have  increased 
the  burden  on  transportation  facilities  and 
those  have  been  met  in  a  surprising  degree 
by  increased  efficiency. 

•  The  roads  have  been  unable  to  buy  the 
cars  and  locomotives  justified  by  the  re- 
quirements of  the  industrial  development  of 
the  country.  They  have  made  practically 
no  extensions  to  their  lines  and  have  been 
unable  to  keep  pace  with  needed  replace- 
ments. They  have  utilized  to  the  limit  the 
equipment  on  hand  and  must  have  funds 
for  expansion  and  development  if  they  are 
to  keep  up  with  the  requirements  of  the 
Communities  they  serve.  They  have  not 
been  negligent  and  have  not  been  laying 


A   CREDITABLE    SHOWING 

In  the  midst  of  a  great  mass  of  general- 
ities with  respect  to  the  railroad  status  and 
railroad  efficiency,  much  of  which  is  mis- 
leading and  confusing,  it  is  interesting  to 
have  specific  figures  which  prove  actual  ac- 
complishments. 

Charles  H.  Markham,  of  the  "old  reli- 
able" Illinois  Central,  {brings  forward  a 
schedule  of  figures  which  show  what  his 
system  is  now  doing,  as  well  as  evidence 
of  its  previous  accomplishments.  It  will 
probably  startle  the  reader  to  learn  that  the 
Illinois  Central  carried  80  per  cent  as  many 
passengers  in  the  first  half  of  the  year  1920 
as  it  did  in  the  entire  year  1913 — the  year 
before  the  war.  The  freight  tonnage  the 
first  half  of  1920  was  about  two-thirds  the 
total  tonnage  transported  in  the  entire  year 
of  1913. 

Furthermore,  this  large  increase  in  both 
passenger  and  freight  carriage  has  been 
handled  without  additional  mileage  and 
with  practically  the  same  equipment  that 
was  in  operation  in  1913.  As  a  matter  of 
fact  since  the  war  started  in  the  summer 
of  1914  it  has  been  difficult,  if  not  prac- 
tically impossible,  to  buy  railroad  equipment 
in  any  quantity.  Railroads  were  compelled 
to  get  along  with  old  equipment  in  the 
main.  At  the  present  time. the  outlook  for 
obtaining  new  locomotives,  cars  and  other 
equipment  is  improving  and  it  is  expected 
that  "by  spring  much  new  rolling  stock  will 
be  on  the  tracks. 

The  fact  that  with  the  handicap  of  war 
conditions,  congestion,  government  control 
and  general  disorganization  the  Illinois 
Central,  as  well  as  other  systems,  have  been 
able  to  do  an  increased  business,  without 
substantial  augmentation  of  equipment,  test- 
ifies eloquently  of  the  good  faith  of  the 
managers  of  transportation  lines.  It  ought 
to  set  at  rest,  at  least,  the  propaganda  to 
the  effect  that  there  was  a  studied  attempt 
on  the  part  of  railroads  to  discredit  govern- 
ment control,  by  hampering  methods  that 
would  make  a  fair  showing  impossible. 

In  presenting  the  figures  showing  results 
of  his  own  railroad  President  Markham 
claims  nothing  for  the  Illinois  Central  that 
is  exceptional  as  compared  with  other  lines. 
He  frankly  says  that  "no  doubt  many  rail- 
roads have  done  as  well,  and  perhaps  some 
have  done  even  better  than  the  Illinois 
Central." 

Indications  point  to  even  greater  achieve- 
ments by  the  transportation  systems.  There 
is  said  to  be  a  general  feeling  of  optimism 
among  railroad  men  and  a  determination  on 
the  part  of  all  employes  from  top  to  bottom 
to  develop  efficiency  to  the  utmost  to  the 


ILLINOIS  CENTRAL  MAGAZINE 


29 


end  that  the  public  may  enjoy  the  best 
service  of  which  human  agencies  may  be 
capable.  The  hope  of  the  railroad  managers 
is  that  the  public  will  realize  "in  some 
measure  the  difficulties  encountered  in  the 
past  four  or  five  years  and  permit  reason- 
able time  in  which  rehabilitation  may  be 
expected  and  the  highest  degree  of  service 
developed. — Waterloo  (la.)  Courier  Reporter. 


A  CLEAR  TRACK. 

Charles  H.  Markham,  president  of  the 
Illinois  Central  Railroad,  has  announced 
that  instead  of  the  public  be  damned  policy 
once  popular  with  railroads  a  public  be 
served  system  has  been  adopted,  which 
promises  great  success.  Mr.  Markham  has 
appealed  to  the  public  for  criticism  and 
suggestion  for  betterment  of  transportation. 
He  says  the  public  has  answered  with  an 
intelligence  which  is  being  put  to  good  use. 
That  is  promising,  but  it  is  by  no  means 
all  that  must  be  done,  as  Mr.  Markham  and 
other  railroad  executives  unquestionably 
know. 

Railroading  is  a  complicated  business.  It 
can  be  conducted  successfully  only  by  men 
of  high  ability  long  trained  in  the  details 
of  the  work.  The  public  may  have  a  good 
idea  on  this  or  that  point,  but  it  cannot 
manage  the  great  task  of  reconstruction 
and  efficient  transportation  which  the  rail- 
roads face.  This  is  a  task  for  the  executives. 

The  interstate  commerce  commission  has 
granted  a  reasonable  income  to  the  rail- 
roads. The  railroad  employes  have  been 
granted  a  substantial  increase  in  pay.  The 
"outlaw"  strike  has  been  called  off.  Both 
financial  and  labor  difficulties  have  been 
practically  eliminated.  It  remains  now  for 
the  railroad  executives  to  prove  their  right 
to  their  position,  and  to  prove  the  correct- 
ness of  their  contention  that  private  opera- 
tion of  the  roads  is  the  best  operation.  To 
do  so  they  must  provide  rolling  stock,  im- 
prove their  lines  and  terminals,  reduce 
congestion,  and  provide  a  service  which  will 
justify  the  higher  rate  paid  for  transporta- 
tion. 

Mr.  Markham's  attitude  toward  the  public 
indicates  that  he  is  trying  to  bring  about 
such  improvement.  Let  us  hope  that  he 
and  his  fellow  executives  on  other  roads 
succeed,  and  succeed  quickly.  The  way  is 
clear  and  the  future  of  the  railroad  system 
of  the  country  and  of  much  of  the  industry 
of  the  country  is  in  their  hands.  We  want 
results. — Chicago  Tribune. 


the  roads  are  not  working  to  capacity  in 
coping  with  the  rising  public  demands.  Re* 
garding  his  own  company,  President  Mark' 
ham  observes  that  with  an  impaired  and 
insufficient  plant  it  is  handling  far  more 
business  than  ten  years  ago,  during  which 
interval  its  facilities  have  witnessed  little 
increase,  owing  to  the  nature  of  the  limita- 
tions under  political  control,  namely,  the 
former  policy  of  the  interstate  commerce 
commission.  Contrasting  the  business  of 
the  company  ten  years  ago  and  today  Mr. 
Markham  shows  that  the  ton-mileage  in 
freight  has  grown  from  21J4  billion  tons 
moved  one  mile  to  the  rate  of  over  38 
billions  in  the  month  of  May  this  year,  and 
the  passenger  mileage,  that  is,  the  number 
of  persons  carried  one  mile,  the  unit  of 
computation,  from  %  billion  in  1910  to 
1  1/7  billion  in  1920. 

In  the  foregoing  Mr.  Markham  does  not 
refer  to  the  plans  of  the  Illinois  Central 
for  recovery  from  the  handicap  of  the  "im- 
paired and  insufficient  plant"  to  which  he 
refers.  No  authoritative  statement  has  been 
given  out  but  it  is  the  understanding  in 
business  circles,  which  are  expected  to  aid 
in  the  undertaking,  that  the  company  is 
to  put  out  $20,000,000  in  equipment  trust 
notes  in  the  next  60  or  90  days,  for  the 
payment  of  new  equipment  that  is  now 
being  built  for  the  company. 

The  new  equipment  includes  engines  of  a 
heavier  type  than  heretofore  built  for  the 
company;  the  100  new  freight  engines  being 
the  equivalent  of  140  of  the  heaviest  now 
in  use  on  the  lines;  also  25  passenger  en- 
gines, 25  switch  engines,  1,500  freight  cars, 
35  pasenger  cars  and  20  suburban  coaches. 

New  equipment  is  costing  almost  prohibi- 
tive prices — one  explanation  why  the  roads 
have  been  running  behind  in  rolling  stock, 
especially  while  under  operation  by  the 
government,  which  was  forcing  circum- 
stances for  making  a  financial  showing,  to 
the  detriment  of  keeping  up  the  road.  How- 
ever, it  is  impossible  to  wait  for  the  remedy 
of  these  conditions.  With  the  improvement 
in  revenues  the  roads  are  employing  their 
better  financial  standing  in  enlarging  their 
business  facilities. — Rockford  (111.)  Register 
Gazette. 


FACTS  OF  A  ROCKFORD  ROAD. 

The  Illinois  Central  road  employs  the 
advertising  columns  of  the  Register-Gazette 
to  correct  a  current  public  impression  that 


RAILWAY  ENLIGHTENMENT. 

Railroads  are  a  public  enterprise.  Because 
they  are  privately  owned  and  operated  does 
not  alter  that  fact.  The  development  of 
agriculture  and  industry  is  wrapped  up  with 
the  development  of  the  carriers.  Unless  the 
railroads  grow  in  proportion,  agriculture 
and  industry  cannot  grow.  A  farmer  in 
Texas  may  raise  a  thousand  bushels  of 
potatoes,  or  one  in  Iowa  a  thousand  bushels 
of  corn,  or  one  in  Illinois  a  thousand  bushel* 
of  oats — but  if  those  farmers  cannot  get 


30 


ILLINOIS  CENTRAL  MAGAZINE 


their  products  to  market,  their  investments 
and  labor  and  enterprise  mean  nothing.  The 
railroads  are  that  thing  which  gives  worth 
to  a  product,  for  the  potatoes  on  a  Texas 
farm,  corn  on  an  Iowa  farm,  oats  on  an 
Illinois  farm,  peas,  dairy  products  and 
tobacco  on  Wisconsin  farms — if  they  must 
remain  on  those  farms — are  worth  nothing. 

If  conditions  are  to  prevail  which  will 
insure  the  proper  growth  of  the  railroad 
plant  they,  must  be  demanded  by  public 
opinion.  It  is  easily  to  be  seen,  therefore, 
that  a  spirit  of  co-operation  between  rail- 
road management  and  patrons,  and  a  spirit 
of  mutual  helpfulness,  are  necessary.  The 
public  must  be  informed  on  railroad  prob- 
lems, to  be  in  a  position  to  render  an 
opinion  which  will  be  reflected  in  wise 
supervision  and  regulation  of  the  carriers. 
The  railroads  are  making  every  effort  to 
contribute  to  the  making  of  these  condi- 
tions. 

It  is  in  a  sincere  effort  to  create  an  in- 
telligent public  appreciation  of  the  railroads' 
problems,  in  order  to  insure  co-operation, 
that  the  Illinois  Central  has  launched  a 
newspaper  advertising  campaign.  In  the 
initial  "ad"  President  C.  H.  Markham  of 
that  company  has  spiked  the  guns  of  those 
government  ownership  advocates  who  have 
been  spreading  the  idea  that  the  railways 
are  not  functioning  properly.  It  is  no  un-_ 
common  thing  to  hear  some  champion  of 
the  Plumb  plan  explain  how  the  railway 
officials  have  been  hampering  efficient  oper- 
ation during  the  period  of  government 
control. 

President  Markham's  statement  of  oper- 
ating facts  shows  that  the  Illinois  Central 
carried  more  passengers  in  the  first  six 
months  of  this  year  than  in  any  six  months' 
period  in  its  history.  It  likewise  carried 
more  freight  than  ever  before.  There  has 
been  a  steady  and  uninterrupted  increase 
in  freight  and  passenger  traffic,  except  for 
a  slump  in  freight  tonnage  last  year. 

The  Illinois  Central,  in  the  first  six 
months  of  1920,  carried  approximately  50 
per  cent  more  freight  and  passengers  than 
it  did  in  the  corresponding  period  in  1914, 
just  before  the  war  was  precipitated.  That 
increase  in  business  is  handled  with  sub- 
stantially the  same  equipment  and  mileage 
as  were  available  before  the  war.  The  de- 
mands of  the  industrial  world  have  increased 
the  burden  on  transportation  facilities  and 
those  have  been  met  in  a  surprising  degree 
by  increased  efficiency. 

The  roads  have  been  unable  to  buy  the 
cars  and  locomotives  justified  by  the  re- 
quirements of  the  industrial  development  of 
the  county.  They  have  made  practically  no 
extensions  to  their  lines  and  have  been  un- 
able to  keep  pace  with  needed  replacements 


because  of  starvation  methods  pursued  by 
the  interstate  commerce  commission. 

Other  .roads  no  doubt  have  been  doing  as 
well  as  the  Illinois  Central,  some  perhaps 
better;  and,  distinctly,  they  have  done  won- 
ders since,  terribly  crippled,  they  were 
turned  back  to  energetic  private  ownership. 

President  Markham's  plan  to  enlighten 
'the  public  through  newspaper  advertising 
should  prove  helpful  in  demonstrating  the 
simple  verities  of  the  situation.  His  proof 
is  conclusive  that  the  roads  are  functioning 
in  a  really  unprecedented  manner. — Madison 
(Wis.)  Democrat. 


GIVE   THE    RAILROADS    A    CHANCE. 

In  a  series  of  advertisements  which  are 
evidently  prepared  by  men  fully  informed, 
the  Illinois  Central  Railroad  Company  is 
giving  the  general  public  invaluable  infor- 
mation on  the  question  of  government 
ownership  in  answer  to  those  who  have 
been  advocating  that  the  railways  of  the 
country  have  not  been  functioning  properly. 

We  have  seen  much  in  the  press  of  late 
about  the  Plumb  plan  and  how  the  railways 
have  been  hampering  efficient  operation 
during  the  period  of  government  control. 
These  facts  as  set  forth  by  the  Illinois 
Central  Railroad  Company  show  how  far 
from  the  real  facts  these  advocates  have 
departed. 

The  railroads  have  been  carrying  more 
passengers  and  transporting  more  freight 
during  the  same  length  of  time  for  the  past 
year  than  in  any  time  in  their  history. 
There  has  been  a  steady  increase  in  all 
departments  of  railroad  traffic.  The  increase 
has  been  handled  with  substantially  the 
same  equipment  and  mileage  as  were  avail- 
able before  the  war.  The  demands  of  the 
industrial  world  have  increased  the  burden 
on  the  transportation  facilities  and  these 
have  been  met  in  a  surprising  degree  by 
increased  efficiency.  Railroad  companies 
have  been  handicapped  in  keeping  up  their 
equipment  because  they  have  been  unable 
to  buy  cars  or  locomotives  sufficient  to  take 
care  of  the  increased  volume  of  business. 
However,  they  have  utilized  to  the  limit 
the  equipment  available.  It  is  also  made 
very  clear  that  the  railroad  companies  must 
have  funds  for  expansion  and  development 
if  they  are  to  keep  up  to  the  requirements 
of  the  service  demanded.  The  fault  is  in 
no  way  to  be  laid  at  the  door  of  the  rail- 
road. 

The  recent  increase  in  freight  rates  and 
passenger  fares  will  be  a  great  help  to  rail- 
road companies  in  building  up  their  equip- 
ment and  trackage,  and  the  information 
given  out  by  President  Markham  of  the 
Illinois  Central  should  encourage  investors 
in  railway  stocks  not  merely  in  securities 


ILLINOIS  CENTRAL  MAGAZINE 


31 


of  the  Illinois  Central  Railroad,  but  in  all 
the  legitimate  securities  offered  by  railways 
for  the  securing  of  funds  with  which  to 
make  needed  improvements  adequate  to 
take  care  of  the  larger  volume  of  business 
they  are  required  to  handle. 

There  has  been  too  much  prejudice  de- 
veloped unnecessarily  against  the  railroads 
and  the  information  which  the  transporta- 
tion companies  are  giving  to  the  public  will 
serve  to  a  great  extent  in  wiping  out  'this 
feeling. — East  St.  Louis  (111.)  Journal. 


RAILROAD'S  STANDARD  OF  ADVER- 
TISING IS  HIGH. 


Illinois     Central     Deserves     Monument     on 
Highway  of  Progress  for  Its  Work. 


By  C.  B.  Evans. 


Public  Ledger-Minneapolis  Tribune  Service. 
Copyright,  1920,  by  Public  Ledger  Co. 

Chicago,  Sept.  1. — The  remarkakble  adver- 
tisements now  being  subsidized  by  C.  H. 
Markham,  president  of  the  Illinois  Central 
railroad  company,  deserves  a  monument  on 
the  highway  of  business  progress.  These 
advertisements,  some  of  which  have  been  post- 
ers at  the  stations  on  the  road,  sketch  what 
has  been  done  by  the  Illinois  Central  in  the 
face  of  great  difficulties.  No  doubt  many  rail- 
road systems  have  done  as  well  and  perhaps 
some  have  done  better  than  has  the  Illinois 
Central. 

This  company  does  not  vaunt  itself  by  com- 
parison with  others  nor  does  it  claim  that  it 
will  "cure  anything"  as  one  is  asked  to  believe 
by  the  oldi  style  mediicne  advertisement,  but  it 


does  show  that  the  gross  ton  miles  of  freight 
now  being  moved  is  greater  than  ever  before 
and  the  passengers  carried  one  mile  are  al- 
most up  to-  the  greatest  of  record. 

But  the  best  of  it  all  is  the  change  that  this 
advertisement  makes.  Barnum  made  a  great 
success  of  claims  that  were  not  backed  by  fact 
or  in  which  fact  was  treated  to  a  great  deal 
of  bloating.  For  long  periods  after  he  set  the 
example,  other  advertisers  seemed  to  consider 
it  necessary  to  paint  in  extravagant  colors 
and  fabricate  fancies  that  would  appeal  to  the 
imagination  of  the  reader.  One  day  somebody 
said  "Let  us  drop  back  to  the  truth,"  and 
there  has  been  a  material  change  since  that 
time. 

The  pure  food  law  and  the  federal  trade 
commission  have  done  much  in  the  same  di- 
rection. Merchants  having  some  sense  of 
their  own  safety  think  twice  before  calling 
celluloid  ivory  or  camouflaging  whisky  as  a 
newly  discovered  cure  for  dypepsia. 

There  is  one  aspect  which  is  quite  worth 
notice.  The  United  States  government  can 
discipline  a  man  for  misrepresenting  his  goods 
or  his  service  but  it  cannot  supply  the  adver- 
tiser with  good  judgment.  In  some  instances 
recently  a  lack  of  sense  in  such  matters  has 
been  manifest.  Nevertheless  one  corporation 
might  be  mentioned  which  not  long  ago  placed 
on  sale  a  huge  amount  of  notes  to  get  money 
for  an  industry  that  needed  it  much  less  than 
the  railroads,  and  much  more  than  half  of 
those  notes  lodged  in  the  gullet  between  the 
underwriting  syndicate  and  the  public. 

The  method  and  purpose  of  Mr.  Markham 
is  modern  and  it  is  right. — The  Minneapolis 
Morning  Tribune,  September  2,  1920. 


ON  THE  RATES 


As  a  rule  railroad  men  have  accepted 
the  gifts  the  gods  have  provided  in 
the  way  of  increased  railroad  rates 
with  satisfaction.  But  there  are  a 
handful  of  incurable  grumblers  who 
are  filling  the  Eastern  newspapers  with 
statements  that  the  .increase  is  "not 
half  enough."  That  is  not  true.  The 
increase  is  generous.  It  is  now  for 
the  railroad  executives  to  get  to  work 
and  by  improving  the  service  to  rec- 
oncile the  people  to  the  added  tax. 
This  can,  in  large  measure,  be  done. 


But  it  was  never  proposed  to  put  the 
rates  so  high  as  to  bring  immediate 
prosperity  to  bankrupt  roads.  The 
rates  have  been  arranged  so  as  to  as- 
sure reasonable  profits  to  the  reason- 
ably well  managed  roads.  Those  roads 
that  have  been  managed  unusually 
well  should  earn  under  these  rates 
something  better  than  reasonable 
profits. 

L  oui.n  'ille  (  Ky . )  Even  ing  .Post. 
August  7,  1920. 


8*  ILLINOIS   CENTRAL  MAGAZINE 


Illinois  Central  Urges  Co-Operation 
Of  Its  Patrons 

The  Illinois  Central  Railroad,  like  other  railroads,  faces  the  task  of  try- 
ing to  move  a  greatly  increased  amount  of  business  with  facilities  which 
are  entirely  inadequate.  It  is  therefore  of  the  utmost  importance  to  make 
the  existing  equipment  more  efficient  through  increased  mileage.  This 
can  only  be  done  through  the  fullest  possible  co-operation  between  the 
railroads  and  the  shippers. 

The  shipper  is  allowed  forty-eight  hours  in  which  to  load  cars,  and  the 
consignee  is  allowed  the  same  time  to  unload.  By  expediting  the  loading 
and  unloading,  they  h.ave  it  in  their  power  to  substantially  increase  the 
number  of  cars  available  for  serving  the  public. 

The  average  car-load  on  all  lines  is  only  70  per  cent  of  the  carrying 
capacity  of  the  cars.  Thus  30  per  cent  of  the  total  loaded  car  mileage  is  not 
being  utilized.  If  all  cars  could  be  loaded  to  full  tonnage  capacity  the  car 
supply  would  be  increased  by  nearly  one-third. 

For  ten  years  preceding  Federal  control,  the  railroads  added  to  their 
equipment  an  average  of  118,846  freight  cars  per  year,  while  during  the  26 
months  of  Federal  control  the  Government  added  a  total  of  100,000  freight 
cars,  at  the  rate  of  only  46,152  per  year. 

For  ten  years  preceding  Federal  control,  the  railroads  added  to  their 
equipment  an  average  of  2,569  locomotives  per  year,  while  during  the  26 
months  of  Federal  control  the  Government  added  a  total  of  2,000  locomo- 
tives, at  the  rate  of  only  923  per  year. 

For  ten  years  preceding  Federal  control,  the  railroads  added  to  their 
equipment  an  average  of  2,762  passenger  cars  per  year,  while  during  the  26 
months  of  Federal  control  the  Government  added  no  passenger  cars  what- 
ever. 

When  the  railroads  went  under  Federal  control  on  January  1,  1918,  each  railroad 
had  upon  its  own  line  an  average  of  45  per  cent  of  its  own  cars,  while  at  the  end  of 
Federal  control,  March  1,  1920,  each  railroad  had  upon  its  own  line  an  average  of 
only  22  per  cent  of  its  own  cars.  The  result  of  this  broadcast  scattering  of  the  cars 
was  that  the  general  condition  of  the  cars  deteriorated  and  was  much  worse  at  the 
end  of  Federal  control  than  at  the  beginning. 

These  are  some  of  the  reasons  why  there  is  a  shortage  of  transportation,  reasons 
which  everybody  ought  to  know,  but  we  are  now  more  concerned  about  the  present 
and  anxious  to  accomplish  the  utmost  that  can  be  accomplished  with  the  impaired 
railroad  plant  with  which  we  shall  have  to  work  until  the  cars  can  be  brought  home 
and  put  in  shape  and  additional  facilities  acquired. 

I  urge  that  our  patrons  do  their  utmost  to  help  us  keep  the  cars  moving.  When 
it  is  considered  that  freight  cars  spend  one-third  of  their  time  in  the  hands  of  the 
shippers,  it  will  be  seen  that  the  co-operation  of  the  shippers  is  not  only  important, 
but  absolutely  necessary.  The  Illinois  Central  promises  to  meet  its  patrons  more 
than  half  way  and  willdo  everything  within  its  power  to  serve  them. 

Constructive  criticism  and  suggestions  are  invited. 

C.  H.  MARKHAM, 
President,   Illinois    Central   Railroad   Company. 


Green   County,  Wisconsin 

Emery  A.  Odell,  Publisher  Monroe  Evening  Times 


GREEN  county's  position  as  the  fore- 
most dairy  community  in  America  has 
been  attained  by  steady  growth  and  devel- 
opment rather  than  by  fixed  aim  or  purpose 
to  establish  here  in  Southern  Wisconsin  a 
dairy  section  to  become  some  day,  as  it  is 
now,  the  model  dairy  county  of  the  country 
with  solidarity  and  dairy  resources  rightly 
challenging  the  attention  of  all  persons  in- 
terested in  dairying  progress. 

Here  there  has  been  builded  an  industry 
that  long  ago  exceeded  in  its  success  the 
wildest  dreams  of  the  pioneer  dairymen  and 
causes  the  outside  visitor  to  wonder  how  it 
was  possible  in  this  hilly  region  to  bring 
about  the  highly  prosperous  condition 
everywhere  in  evidence. 

^  "What  is  it,"  they  ask,  "that  has  made 
Green  county  stand  at  the  front  as  the  most 
productive,  prosperous  and  progressive 
dairy  county  in  the  great  state  of  Wisconsin 
and  the  entire  country?" 

Some  say  it  is  the  climate  and  others  claim 
that  the  soil  is  peculiarly  adapted  to  dairy- 
ing and  cheese  making,  which  have  extended 
its  fame  far  and  wide. 

These  opinions  are  based  on  facts  but  it 
remains  that  there  are  places  where  the  soil 
and  climatic  conditions  are  very  similar  to 
those  in  Green  county  and  yet  the  signs  of 
rural  prosperity  as  measured  in  terms  of 
fine,  improved  farms,  modern  barns,  good 
dairy  cattle  and  large  bank  deposits  are  not 
nearly  so  evident. 

Aside  from  the  natural  advantages  the 
greatest  factor  in  the  rural  progress  of 
Green  county  is  the  type  and  character  of 
its  farmers.  They  know  dairying.  It  has 
been  born  and  bred  into  them.  From  gen- 
eration to  generation  the  best  practices  in 
the  production  of  milk  and  its  products 
have  been  handed  down.  This  experience 
coupled  with  the  unusual  thrift  and  indus- 
try has  brought  unheard  of  prosperity, 
which  has  reflected  itself  in  the  increased 
farm  land  values  and  highly  intensified  ag- 
rici-llure. 

George  M.  Marble,  newspaper  publisher 
at  Fort  Scott,  Kansas,  long  active  in  pro- 
moting dairying  in  Bourbon  county,  head- 
ing a  delegation  of  160  farmers  who  came 
from  his  section  to  Green  county  by  spe- 
cial train  last  year,  said,  "We  have  come 
here  not  only  to  find  out  how  to  produce 
dairy  cattle  and  dairy  products  but  also 
dairy  men  and  women.  It  is  just  as  es- 
sential to  have  dairy  men  and  women — per- 
sons who  understand  the  business  and 
whose  hearts  are  in  it — to  win  success  in 


this  field  as  it  is  to  have  the  best  pastures 
and  the  best  cows."  Mr.  Marble,  in  his 
personal  investigations  and  interviews  with 
the  farmers  and  their  wives  out  on  the 
farms,  marveled  at  the  participation  of  the 
women,  their  interest  in  the  herds,  their 
practical  knowledge  of  dairying,  the  milk 
prices  and  figures  of  the  milk  check.  Mr. 
Marble  hit  close  to  the  mark  in  his  obser- 
vation and  it  is  no  belittlement  of  the  dairy- 
men and  their  success  to  concede  that  the 
women  on  the  farms  have  had  no  small 
part  in  the  achievement. 

The  beginning  was  small  enough,  the 
handicaps  at  the  start  discouraging  enough 
and  the  reward  great  enough  to  have  the 
example  that  has  been  set  here  serve  as  an 
incentive  to  any  struggling  but  industrious 
farmer,  no  matter  where  located.  It  had  its 
beginning  in  adversity  and  poverty,  the 
early  farmers  being  driven  to  dairying  in 
dire  distress  because  of  repeated  failures 
of  their  wheat  crop. 

These  p'eople  were  noted  for  their'  indus- 
try, frugality  and  economy,  qualities  which 
they  inherited,  their  ancestors  having  from 
necessity  been  obliged  to  practice  them  for 
many  centuries,  owing  to  the  sterile  and 
mountainous  character  of  their  native  coun- 
try. Green  county's  remarkable  success  in 
becoming  the  most  important  market  for 
the  so-called  foreign  types  of  cheese,  Swiss, 
Limburger  and  Brick,  is  eloquent  testi- 
mony of  what  can  be  accomplished  by  per- 
sistent and  determined  effort  in  legitimate 
enterprise;  how  honesty,  thrift  and  industry 
can  triumphantly  overcome  difficulties  such 
as  were  encountered  by  the  colonists  from 
Switzerland  who  settled  in  Green  county 
and  laid  the  foundation  for  what  is  now 
known  as  the  richest  distinctly  agricultural 
district  for  its  area  in  the  world. 

It  grew  up  all  by  itself.  Started  in  a  new 
country,  far  from  a  railroad,  it  did  not 
benefit  by  any  advantage  except  the  expe- 
rience gained  in  the  old  world  coupled  with 
the  well  applied  energy  of  its  founders.  For 
many  years  during  its  infancy  it  was  quite 
independent  of  the  state  for  there  was  no 
dairy  branch  as  now,  to  give  the  dairymen 
scientific  aid  in  their  cheese  making  prob- 
lems, which  were  many  and  serious.  In 
fact  the  affluence  of  the  industry  was  not 
fully  realized  until  the  introduction  of  the 
state  income  tax  law.  True  it  had  been 
noted  that  the  dairy  barns  were  being  built 
bigger  than  in  other  farming  districts,  that 
the  herds  were  large  with  tendency  drifting 
toward  the  breeding  of  the  most  desirabl* 


33 


ILLINOIS  CENTRAL  MAGAZINE 


35 


strains  of  Holstein  stock,  that  cheese  fac- 
tories kept  springing  up  at  the  cross  roads 
and  thus  it  was  left  for  the  increased  de- 
mand for  the  products  and  the  growing 
prices  to  complete  the  great  success  of  the 
enterprise. 


tanks,  study  of  the  balanced  ration,  con- 
stant testing  for  tuberculosis,  individual 
testing  of  cows  with  record  of  feed  and 
production  and  elimination  of  boarders,  the 
regular  renewal  of  the  fertility  of  the  fields 
and  pastures,  general  adoption  of  the  silos, 


The  introduction  of  modern  methods  for 
more  efficient  scientific  dairying,  the  build- 
ing of  well  lighted  and  properly  ventilated 
barns  with  cement  floors,  automatic  water- 
ing systems,  feed  and  litter  carriers,  milk- 
ing machines,  patent  stanchions,  cooling 


the  benefits  gained  from  the  state  and  Uni- 
versity of  Wisconsin,  compliance  with  the 
dairy  laws  and  sanitary  regulations,  all  con- 
tributed toward  placing  the  industry  on  a 
practical  business  basis,  paying  the  dairy- 
men permanent  and  dependable  income. 


36 


ILLINOIS  CENTRAL  MAGAZINE 


It  is  shown  by  official  investigations  and 
elaborate  comparisons  that  in  Green  coun- 
ty, where  almost  every  farmer  is  either  a 
cheese  producer  or  condensery  patron  that 
the  average  annual  income  and  per  capita 
of  wealth  is  higher  than  in  any  other  im- 
portant agricultural  county  in  the  United 
States.  In  the  Wisconsin  •  farm  manage- 
ment contest  in  1915  Green  county  took  the 
lead  in  the  counties  having  farm  contests 
with  cows  and  land  producing  more  than 
in  any  other  county.  Milking  four  times  as 
many  cows  it  was  the  sjze  and  volume  of 
business  that  was  bringing  financial  results. 
The  average  income  of  44  Green  county 
farms  entered  in  the  contest  was  placed  be- 
side the  average  of  440  Wisconsin  farms. 


dement  of  America.  Swiss  colonists,  direct 
from  the  mighty  Alps,  settled  in  New  Gla- 
rus  and  there  introduced  dairying  in  Green 
county.  They  came  at  the  expense  of  their 
government  to  seek  relief  from  pressing 
economic  conditions  in  their  fatherland, 
where  land  became  too  limited  to  permit 
of  individual  allotment  to  all  the  people. 

Agents  came  in  advance  with  instructions 
to  pick  out  a  tract  of  land  that  was  to  be 
as  nearly  like  Switzerland  as  possible,  with 
timber  and  running  water.  They  travelled 
for  weary  months,  wandering  over  several 
states  before  they  came  to  Wisconsin.  Here 
they  passed  through  five  or  six  counties 
and  at  last  decided  that  in  the  rugged  hills 
about  New  Glarus  they  had  found  the 


Green  county,  under  size  and  volume  of 
business,  averaged  more  total  investment 
per  farm,  more  operating  capital  per  farm, 
more  acres,  both  total  and  cultivated,  more 
cows  per  farm  and  more  total  receipts  per 
farm.  In  every  respect  the  size  or  volume 
of  business  showed  much  larger  for  Green 
County. 

Fifty  years  ago  there  was  little  cheese 
of  any  kind  made  in  Green  county.  Now 
with  an  annual  output  of  more  than  13,- 
000,000  pounds  of  cheese  annually  aside 
from  88,000,000  pounds  of  milk  sold  to  con- 
denseries  and  the  cream  that  is  separated 
and  sold  to  motor  truck  lines  to  be  made 
into  butter  and  ice  cream,  the  yearly  in- 
come to  dairymen  is  $8,000,000  or  better. 

Back  of  the  growth  of  this  immense  in- 
dustry in  Green  county  is  one  of  the  most 
romantic  chapters  of  the  story  of  the  set- 


promised  land.  They  purchased  1,200  acres 
and  80  acres  of  timber  land. 

A  fresh  sum  of  money  was  raised  in  Gla- 
rus to  send  out  the  colonists.  A  premium 
upon  emigration  was  established  by  paying 
to  each  departing  citizen  a  sum  of  money 
equal  to  his  life  share  on  the  lands  of  the 
canton. 

The  colony  left  Switzerland  April  15, 
1845,  and  numbered  193,  but  only  108  fin- 
ished the  terrible  journey.  They  came  on  a 
sailing  vessel,  men,  women  and  children, 
and  were  on  the  ocean  forty-six  days  be- 
fore land  was  sighted.  They  landed  at  Bal- 
timore and  proceeded  westward  by  river 
steamer.  Where  boats  were  not  available 
they  walked  and  finally  reached  St.  Louis. 
From  there  they  went  north  to  Galena,  111., 
and  walked  to  New  Glarus,  arriving  in  Au- 
gust. One  large  general  house  was  erected 


ILLINOIS  CENTRAL  MAGAZINE 


37 


for  the  entire  colony.  A  division  of  the 
land  gave  each  head  of  the  family  twenty- 
two  acres  and  by  Christmas  there  were  log 
cabins  enough  to  provide  homes  for  all  the 
families.  The  colonists  had  to  be  support- 
ed by  funds  from  Switzerland,  while  the 
woods  and  water  with  game  and  fish,  nuts 
and  berries  kept  them  from  starving.  Men 
and  women  walked  eighteen  miles  to  Mon- 
roe and  to  Galena,  70  miles  distant,  to 
work  that  they  might  earn  money  to  buy 
clothing.  They  knew  nothing  of  American 
farming,  had  no  horses  or  tools,  and  for 
years  they  were  compelled  to  resort  to 
primitive  methods.  Before  they  had  spades, 
shovels  or  oxen  they  prepared  the  soil  with 


of  attaining  success  seemed  gone,  he  turned 
to  his  benefactor  in  the  old  country. 

Drovers  from  Ohio  with  a  drove  of  cat- 
tle appeared  at  Exeter,  then  a  small  mining 
town  ten  miles  from  New  Glarus,  and  sold 
them  at  auction.  These  were  the  first  cows 
brought  to  Green  county.  The  colonists 
had  a  balance  of  $1,000  of  aid  money  sent 
from  Switzerland  and  with  this  money 
cows  were  purchased  in  sufficient  number 
at  $12  a  head  to  give  each  family  one.  It 
was  the  inauguration  of  the  dairy  industry 
which  was  to  be  the  foundation  of  the  pros- 
perity of  Green  county.  Fields  were  seed- 
ed to  clover,  more  cows  obtained,  cheese 
factories  built,  there  were  more  arrivals 


sharpened  sticks.  They  broke  small  pieces 
of  ground  and  raised  wheat,  which  they 
threshed  with  hickory  sticks 

They  followed  wheat  growing  for  twenty 
years  and  were  obliged  to  haul  it  125  miles 
to  Milwaukee,  the  nearest  market,  where  it 
sold  for  30  to  35  cents  a  bushel.  Not  until 
after  the  war  when  prices  came  down  did 
they  turn  to  dairying.  With  their  lands 
depleted  in  fertility  by  the  succession  of 
wheat  crops,  with  their  fields  on  the  hill- 
sides washed  out  by  heavy  rains  and  cinch 
bugs  devastating  the  crop  year  after  year, 
a  most  discouraging  outlook  faced  them. 
Typhoid  fever  and  cholera  added  to  the 
distress  of  their  situation  and  came  near 
wiping  out  the  colony  altogether.  The 
Switzer  excelled  in  the  care  of  the  cow  and 
arriving  at  a  point  when  about  every  hope 


from  Switzerland,  and  in  five  or  six  years 
cheese  making  became  almost  the  sole  oc- 
cupation of  the  farming  population. 

The  dairymen  began  buying  more  land, 
and  the  land  became  more  productive,  build- 
ings better  and  larger,  homes  more  com- 
fortable and  modern,  while  bank  accounts 
grew  and  the  natural  increase  in  the  land 
made  all  the  earlier  dairymen  wealthy. 

It  may  be  said  here  as  showing  their 
loyalty,  integrity  and  thrift,  that  the  money 
appropriated  for  the  colonists  who  left 
Switzerland  was  all  paid  back  with  interest 
and  in  1861  the  city  of  Glarus  having  burned 
the  New  Glarus  sent  $5,000,  a  notable  con- 
tribution for  a  population  of  425  souls  only 
sixteen  y.ears  away  from  almost  complete 
penury.  In  1880,  the  Swiss  town  of  Elm 
having  been  overwhelmed  by  the  falling  of 


ILLINOIS  CENTRAL  MAGAZINE 


39 


a  mountain,  the  New  Glarners  sent  them 
$20,000.  The  canton  of  Glarus  was  indeed 
casting  bread  upon  the  waters  when  they 
sent  forth  the  193.  Nor  were  the  New 
Glarners  lacking  in  loyalty  to  their  adopted 
country,  for  ninety-eight  of  them,  almost 
a  fourth  of  the  total  population,  wore  the 
blue  in  the  Civil  war,  a  most  remarkable 
average  for  a  small  community. 

Cheese  no  larger  than  a  saucer  made  in 
the  homes  was  increased  in  size  until  the 
200  pound  Swiss  cheese  today  is  standard. 
Cheese  was  first  made  for  home  consump- 
tion and  later  it  was  found  it  could  be  sold 
ing  Monroe,  the  county  seat,  and  in  Milwau- 
kee. Afterward  a  ready  market  was  found 
in  the  large  cities  of  the  east  and  in  time, 
and  for  years  past,  the  cheese  moved  in  car 


steins.  Every  night  and  morning  the  cattle 
of  the  county  yield  enough  milk  to  float  a 
ship,  and  each  factory  is  the  scene  of  great 
activity  in  the  early  hours  of  the  day  and 
following  the  evening  milking  until  late  at 
night. 

The  land  in  the  county  is  well  adapted  to 
the  industry.  That  portion  of  the  state  ly- 
ing west  of  Rock  river  and  south  of  the 
Wisconsin  has  been  termed  the  bluegrass 
region  of  Wisconsin.  Cheese  factories  and 
creameries  appear  more  and  more  frequent- 
ly as  one  approaches  the  hilly  region  of 
which  Green  county  is  the  very  center. 

Green  county  may  be  called  the  home  of 
the  Swiss  cheese  industry  in  America  and 
is  acknowledged  that  the  Swiss  cheese 
made  here  has  captured  the  American  mar- 


PRIZE    WINNER   SIRE   AND   GET,    AND    GET.     GREEN   COUNTY   FAIR,    1920. 


load  lots  to  every  state  in  the  Union.  The 
success  of  the  Swiss  did  not  escape  the 
notice  of  the  Norwegians,  the  Irish  and  the 
Yankee  farmer  and  now  fully  95  per  cent 
of  the  farmers  of  the  county  are  successful 
dairymen.  It  is  related  by  the  older  resi- 
dents here  that  when  the  dairymen  first 
began  hauling  their  limburger  cheese  to 
Monroe  by  the  wagon  load  for  shipment 
by  rail  objection  was  raised  to  the  odor  by 
the  "yankees"  from  down  east  who  were 
the  early  settlers  and  first  people  here  then, 
and  it  was  proposed  to  deny  by  ordinance 
the  use  of  the  main  streets  to  this  traffic. 
The  industry  soon  gained  respectable  foot- 
ing at  the  county  seat  when  the  money  be- 
gan to  come  back  from  the  large  markets 
to  stimulate  the  banking  business  and  en- 
liven the  trade  of  the  local  merchants. 

The  industry  has  dotted  the  country  with 
cheese  factories  and  filled  the  valleys  and 
hillsides  with  fine  herds  of  high  grade  Hol- 


ket  and  is  regularly  quoted  in  all  the  lead- 
ing cities. 

In  Green  county,  where  almost  every 
farmer  is  a  cheese  producer,  the  average 
per  capita  of  wealth,  $3,200  by  the  official 
report  based  on  the  approximate  true  value 
of  taxable  real  estate  and  personal  prop- 
erty, is  higher  than  in  any  other  county  en- 
gaged in  agricultural  pursuits. 

The  state  of  Wisconsin  produces  one-half 
of  the  cheese  made  in  the  Unjted  States 
and  Green  county  is  making  one-fifth  of 
this,  contributing  to  the  market  in  the 
United  States  a  large  share  of  the  foreign 
types  that  are  strongly  suggestive  of  the 
imported  kinds.  The  fragrant  Limburger 
has  reached  perfection  here  and  the  milder 
types  such  as  the  Swiss,  Block  and  Brick, 
unsurpassed  in  excellence  for  a  domestic 
product,  have  gained  high  place  in,1  the 
cheese  trade  throughout  the  country. 

Two-thirds    of    the    cheese    manufactured 


40 


ILLINOIS  CENTRAL  MAGAZINE 


in  Green  county  is  Swiss.  About  two-thirds 
of  the  remainder  is  brick  and  the  balance 
limburger. 

Milk  formerly  selling  at  50  and  60  cents  a 
hundred  at  the  cheese  factories  has  been 
bringing  as  high  as  $4.50  and  $4.75  in  recent 
years,  while  condenseries  have  been  paying 
as  high  as  $3.75.  Swiss  cheese,  once  sell- 
ing around  12  and  16  cents,  has  brought  as 
high  as  56  cents  in  the  factories.  The 
changed  market  conditions  have  been 
bringing  unprecedented  returns  to  the 
dairymen. 


with  an  average  of  24  to  the  farm.  The 
total  of  cattle  owned  is  65,000,  increasing 
the  average  to  37  to  the  farm. 

The  farm  acreage  of  363,025  is  divided 
into  1,730  farms,  of  which  1,589  are  owned 
and  141  rented.  While  Swiss  blood  pre- 
dominates to  large  extent,  1,141  of  the 
county's  farmers  are  native  born.  Even 
with  the  low  tenancy  it  is  on  the  stock 
share  plan  which  unites  the  interest  of  the 
owner  and  tenant.  It  has  been  the  experi- 
ence that  dairying  as  a  business  fits  in  well 
with  ownership  of  farms  by  farmers  and 


The  financial  statements  of  the  banks  of 
the  county  indicate  the  prosperous  condi- 
tion that  prevails.  The  city  of  Monroe, 
the  county  seat,  with  a  population  of  4,788 
has  three  banks,  First  National,  Citizens 
and  Commercial  and  Savings  Bank,  with 
deposits  between  $3,000,000  and  $4,000,000. 
There  are  nine  smaller  banks  in  the  coun- 
ty and  the  combined  deposits  are  $8,000,000 
with  $1,000,000  in  additional  resources.  The 
population  of  the  county  is  21,568,  and  in 
area  it  is  only  24  miles  square. 

The  cattle  outnumber  the  population 
three  to  one.  There  are  42,877  dairy  cows, 


poorly  under  tenancy  without  sharing  own- 
ership in  the  dairy  herd. 

Farm  land  values  run  as  low  as  $75  an 
acre  and  farm  sales  have  been  made  as 
high  as  $400  an  acre.  The  assessed  valu- 
tion  of  the  farm  land  in  Green  county  is 
$35,153,699  and  the  buildings  $6,476,260,  as- 
sessed valuation  of  all  taxable  property  is 
$60,000,000.  The  dairy  industry  investment 
is  $50,00,0000  with  a  livestock  investment 
of  $5,000,000. 

There  are  now  143  cheese  factories  in 
the  county  but  with  the  condenseries  gain- 
ing strong  foothold  and  making  winter 


ILLINOIS  CENTRAL  MAGAZINE 


41 


milking  as  profitable  as  summer  milking, 
the  factories  are  obliged  to  get  their  milk 
outside  the  territory  covered  by  the  con- 
denseries  of  which  there  are  four  in  the 
county. 

Because    of    the    heavily    stocked    farms 


watch  towers  of  prosperity.  They  are  the 
big  feed  producers  and  the  great  labor  sav- 
ers that  have  been  adding  to  the  wealth  of 
the  dairymen. 

Green    county's    breed    of    Holsteins,    fa- 
mous   for    their    milk    producing    qualities. 


there  is  not  enough  corn,  hay  and  grain 
raised  in  the  county  to  feed  the  stock  and 
each  spring  many  farmers  are  obliged  to 
buy  feed.  Corn  for  silage  and  alfalfa  for 
hay  have  been  found  to  be  indispensable  in 
dairying  success.  The  high,  well-built  silos, 
wood,  brick,  tile  and  cement,  one,  two  and 
three  to  a  farm,  stand  out  as  the  great 


were  produced  from  the  original  Holstein 
stocks  imported  from  Holland.  They  have 
both  the  size  and  production  in  their  favor 
as  well  as  the  backing  of  years  of  breed- 
ing and  development  of  production.  Pro- 
duction counted  before  pedigrees  with  a 
growing  tendency  toward  registered  herds. 
Good  stock  was  bred  by  the  farmer  because 


ILLINOIS    CENTRAL    MAGAZINE 


of  the  value  of  that  stock  to  him  for  what 
it  produced  in  milk.  Stock  has  never  been 
raised  for  show  and  merely  to  sell. 

The  large  herds  of  black  and  white  cattle 
which  ornament  the  landscape,  as  every 
pasture  has  them,  show  the  faith  of  the 


asked  by  the  breeders  vary  according  to 
breeding.  Registered  stock  r,uns  from  $200 
to  $700  while  good  grade  cows  sell  for  $125 
and  $200.  The  dairymen  all  aim  to  have 
their  own  high  class  service  bull,  bred  from 
the  highest  producing  dams  of  the  breed, 


farmer  in  the  Holstein  which  they  find  ex- 
cels in  volume  of  milk  and  butter  fat  con- 
tent. A  notable  example  of  community 
breeding  is  furnished  here.  The  Holsteins 
represent  the  best  in  years  of  breeding  and 
many  buyers  from  distant  points,  particu- 
larly the  south,  west  and  southwest,  have 
been  attracted  here  in  recent  years.  Prices 


paying  from  $500  to  $3,000.  Young  bulls  are 
raised  and  sold. 

Where  stock  is  bought  of  farmers  who 
raise  them  buyers  have  the  opportunity  of 
seeing  both  the  dam  and  sire  as  a  basis  for 
selection  on  breeding  and  individuality. 

The  Holstein  adjusts  itself  to  all  climates 
and  conditions,  as  is  strikingly  illustrated  in 


ILLINOIS  CENTRAL  MAGAZINE 


43 


this  locality  with  its  marked  changes  and 
extremes  in  weather.  There  is  no  place 
where  it  has  thrived  better  or  brought 
greater  profits  to  the  owners.  The  Hoi- 
stein  is  favored  and  valued  here  because  of 
its  high  dairy  production,  breeders  claim- 
ing that  the  feed  of  the  Holstein  goes  into 
the  pail  instead  of  on  its  back. 

While  the  Holsteins  predominate  there 
are  a  number  of  notable  herds  of  Brown 
Swiss  of  high  breeding.  Many  fine  speci- 
mens of  the  breed  may  be  found  here.  It 


and  rain,  as  both  have  detrimental  effect  in 
the  curing  of  the  crop. 

Monroe,  regarded  as  the  country's  cheese 
capital  as  far  as  Swiss,  Limburger  and  Brick 
cheese  market  is  concerned,  tells  its  own 
story  of  substantial  growth  and  benefit 
from  the  cheese  industry.  Evidence  of  fi- 
nancial resources  are  offered  by  its  banking 
institutions,  fine  schools  and  business 
blocks,  churches,  public  buildings,  resi- 
dences, street  paving,  and  other  municipal 
improvements,  all  denoting  enlightenment, 


SILO   FILLIXG   TIME   ON  A   GREEN   COUNTY   FARM. 


is  a  strong,  sturdy  type,  uniform  in  size  and 
color  and  noted  for  rich  milk. 

Ayrshires  are  also  bred  here  and  sold  in 
large  numbers  to  outside  buyers. 

Most  Green  county  soils  are  of  limestone 
origin,  contributing  to  the  success  of  alfalfa 
growing.  -  Green  county  now  has  29,000 
acres  of  alfalfa,  an  average  of  22  acres  to 
the  farm,  the  dairy  farmers  believing 
alfalfa  to  be  the  best  crop  that  can  be 
raised  on  the  farm.  Three  and  four  crops 
are  harvested  in  one  season.  It  is  profit- 
able whether  the  season  is  wet  or  dry  and 
feeding  with  silage  the  dairyman  derives 
satisfactory  results.  White  capped  alfalfa 
fields  are  common  in  Green  county  since 
hay  caps  are  used  as  soon  as  alfalfa  is 
cut  and  cocked  to  protect  it  from  the  sun 


prosperity  and  progress.  More  than  a 
score  of  large  cheese  store  houses  are  lo- 
cated here. 

Monroe  was  first  settled  in  1834,  largely 
by  New  Englanders.  Later  another  impor- 
tant element  was  introduced  in  the  popula- 
tion by  the  arrival  of  the  Swiss  and  Ger- 
mans and  whether  by  some  happy  chance 
of  immigration  or  not,  they  were  just  the 
sort  to  fit  into  the  scheme  laid  out  by  the 
Yankee  founders,  resulting  in  a  mixture  of 
ambition  and  conservatism  that  has  made 
for  progress  and  stability.  While  the  farm- 
ers have  been  making  money  with  the  re- 
sult that  the  city  and  county  have  been 
placed  safely  out  of  reach  of  panics  or 
hard  times,  the  city  has  neglected  to  de- 
velop itself  industrially  and  offers  advan- 


44 


ILLINOIS  CENTRAL  MAGAZINE 


tages    as    a    location    for    commercial    and 
manufacturing  institutions. 

One  important  element  in  country  life 
counting  for  the  success  of  dairying  is  the 
responsibilities  placed  upon  the  children. 
The  children  are  fond  of  calves  and  grow 
up  with  the  stock.  Promising  calves  are 
frequently  given  to  the  children,  who  are 
happy  in  their  ownership  and  thus  in  their 
youth  they  are  inspired  to  become  ambi- 
tious dairymen.  Illustration  of  the  interest 
of  the  young  people  was  shown  at  the  Green 
county  fair  in  August  when  twenty-one 
boys  and  girls  were  competitors  for  premi- 


there  is  competition  with  all  other  breeds 
represented  by  calf  clubs  of  other  counties, 
won  five  out  of  ten  places.  The  first  prize 
calf  will  be  entered  at  the  National  cattle 
show  at  Waterloo,  la.,  and  at  the  Interna- 
tional stock  show  in  Chicago. 

The  Green  county  Holstein  club  exhibit- 
ed 150  head  at  the  Green  county  fair,  which 
was  considered  a  most  notable  exhibit  for  a 
county  fair. 

Green  county  with  an  area  twenty-four 
miles  square  has  a  cheese  factory  to  every 
three  or  four  sections  of  land.  The  fac- 
tories are  largely  co-operative  now  but 


FUTURE  DAIRY  HERDS,  GREEN  COUNTY,  WIS. 


ums  in  the  boys'  and  girls'  Holstein  calf 
club.  All  received  premiums  in  cash  and 
their  section  in  the  premium  stock  parade 
won  the  admiration  of  everyone.  The  calf 
club  idea  is  promoted  by  the  state  Depart- 
ment of  Agriculture  as  an  educational  fea- 
ture and  is  carried  on  in  the  counties  by  the 
superintendent  of  schools.  William  Mo- 
scrip,  noted  Minnesota  Holstein  judge,  in 
awarding  first  premium  to  a  heifer  calf, 
declared  it  to  be  the  finest  type  he  ever 
saw.  Seventeen  of  the  boys  and  girls  were 
sent  to  the  Wisconsin  state  fair  in  Milwau- 
kee with  their  calves,  the  expense  being 
donated  by  local  banks  and  breeders,  and 


when  the  industry  was  new  the  wholesale 
dealers  would  operate  strings  of  factories 
and  made  much  money.  .  The  companies 
generally  consist  of  eight  to  twelve  farm- 
ers, having  but  few  patrons  who  are  not 
members.  The  employment  of  the  cheese 
maker  and  sale  of  the  product  are  in  the 
hands  of  the  company,  which  are  the  best 
indications  of  strict  co-operation.  Under 
another  arrangement  the  building  is  owned 
co-operatively  by  the  farmers,  while  the 
machinery  belongs  either  to  the  maker  or 
dealer,  who  conducts  the  factory  and  buys 
the  milk  under  contract. 

Since    cheese    has    been    coming   into    its 


ILLINOIS  CENTRAL  MAGAZINE 


45 


own  with  decreased  foreign  importations 
and  new  prices,  these  are  also  golden  days 
for  the  cheesemaker.  He  is  now  generally 
paid  on  the  percentage  basis  on  grades,  so 
that  the  more  No.  1  cheese  the  factory  mar- 
kets the  higher  the  salary  of  the  maker. 
His  share  is  figured  out  at  the  time  the 
cheese  is  sold. 

The  industry  has  depended  upon  Swit- 
zerland for  makers  who  have  had  training. 
Their  income  at  the  present  time  runs  be- 
tween $4,000  and  $5,000  a  year  while  some 
of  the  best  in  the  larger  factories  make 


Dairying  is  closely  allied  with  stock  rais- 
ing, especially  hogs  which  flourish  on  the 
whey  from  cheese  factories.  The  farmers 
derive  good  profit  from  hog  raising  and  the 
number  of  breeders  of  blooded  swine  is 
large  with  rapid  demand  for  their  stock. 

The  use  of  whey  is  not  so  general  now 
as  formerly  as  it  now  has  Commercial  value, 
being  saved  and  separated.  The  butter  fat 
extracted  is  used  in  the  manufacture  of  but- 
ter, producing  a  good  grade  of  table  butter 
known  as  whey  butter.  In  experiments 
made  by  the  University  of  Wisconsin 


XOS.   1  AND  2  CREAM   CONDEXSERIES.    NOS.   3   AND  4   COUNTRY  CHEESE   FACTORIES. 

$8,000  and  $10,000  a  year.  The  cheesemak- 
ers  as  a  class  are  thrifty  and  ambitious  and 
their  dream  of  the  future  is  to  become  a 
dairy  farmer.  As  he  accumulates  sufficient 
money  he  buys  a  farm  of  his  own  and 
stocks  it.  He  either  came  here  from  Swit- 
zerland with  his  sweetheart  or  sends  for 
her  and  thus  another  farm  falls  into  capable 
hands.  It  is  also  the  history  of  the  terri- 
tory to  large  extent  that  the  sons  succeed 
their  fathers  on  the  farm  as  the  dairy 
farmer  usually  retires  early  in  life  with  a 
competence  for  the  future.  The  stock  con- 
tinues intact  so  that  the  business  goes  on 
without  a  break  to  disturb  its  success. 


which  first  drew  attention  to  this  new 
source  of  income,  the  whey  butter  made  so 
closely  resembled  creamery  butter  that  it 
was  difficult  even  for  the  expert  to  detect 
the  difference.  Separators  are  now  part  of 
the  equipment  in  almost  every  factory. 
Whey  butter  cannot  be  sold  in  the  state  ex- 
cept under  the  whey  butter  label,  but  so 
well  is  it  made  that  it  closely  follows  the 
creamery  butter  price,  being  only  a  cent  or 
two  lower  in  the  pound  price.  Local  dairy 
butter  is  not  to  be  had  except  during  short 
seasons  in  the  winter  and  early  spring  when 
cheese  factories  are  not  operating. 

In   this    land    flowing   with    milk    it   would 


ILLINOIS  CENTRAL  MAGAZINE 


47 


not  be  supposed  that  there  would  be  need 
for  outside  milk,  nevertheless  it  is  true  that 
there  exists  here  in  Monroe  actual  scarcity 
of  milk  for  the  ordinary  home  uses.  The 
retail  market  does  not  interest  the  dairy 
farmer  and  the  city  milk  wagon  routes  have 
been  discontinued  almost  entirely.  Milk 
and  cream  from  outside  the  cheese  district 
have  to  be  shipped  in  and  is  for  sale  at 
the  markets,  while  in  times  of  shortage  con- 
densed milk  from  other  states  is  sold  in 


quantity.  Condenseries  here  ship  their 
product  to  warmer  climates  and  in  conse- 
quence their  brands  cannot  be  had  in  the 
north.  Fresh  milk  sells  at  12  to  14  cents 
a  quart  and  cream  at  40  cents  a  pint,  which 
is  no  better  than  in  communities  not  famed 
for  their  perfected  dairy  industry. 

Breeding  of  the  best  horses  was  not 
neglected  in  the  development  of  the  dairy 
industry  and  Percheron  breeding  was 
adopted  while  many  farming  sections  con- 


45 


ILLINOIS  CENTRAL  MAGAZINE 


tented    themselves    with    scrub    sires.      The 
best  Percheron  stock  may  be  found  here. 

The  advantage  of  good  roads  in  the  busi- 
ness of  farming  was  realized  by  the  fore- 
sighted  farmers  and  Green  county  was  a 
pioneer  in  county  highway  construction  un- 
der the  state  aid  law  in  1908.  Since  then  a 
million  dollars  have  been  expended  on  the 
county's  hard  surface  road  system.  Last 
year  the  county  voted  a  $3,000,000  bond  is- 
sue providing  for  a  $4,000,000  concrete  road 
system  of  189  miles,  showing  enterprise  be- 
yond other  counties  in  Wisconsin,  this  being 
the  largest  bond  issue  voted  up  to  that 
time. 

The  automobile,  truck  and  tractor  have 
also  made  marked  headway  in  the  county. 
Green  county  is  at  the  top  of  the  list  of 
counties  in  Wisconsin  in  the  average  per 
capita  ownership  of  automobiles,  having 
one  automobile  to  every  five  people. 

In  1913  the  annual  celebration  6f  cheese 
day,  an  original  idea,  was  advanced  and 
four  annual  celebrations  were  held.  Cheese 
sandwiches  were  made  by  the  thousands 
and  given  away  at  public  booths.  The  nov- 
elty of  these  celebrations  and  the  elabo- 


rate programs  attracted  wide  notice  with 
attendance  as  high  as  40,000,  a  crowd  far 
too  large  to  be  successfully  handled  in  a 
small  town,  and  the  celebrations  had  to 
be  discontinued. 

An  active  element  in  the  breeding,  feed- 
ing and  testing  of  dairy  cattle  in  the  coun- 
ty is  the  Green  County  Holstein  Breeders' 
association,  organized  last  February,  since 
which  time  it  has  been  making  forward 
strides  in  advancing  Holstein  interests  for 
the  purpose  of  making  Green  county  the 
greatest  Holstein  center  in  Wisconsin.  The 
membership  is  made  up  of  ninety-two 
breeders  and  it  is  thoroughly  representa- 
tive of  the  best  breeding.  A  field  secretary 
is  employed.  The  first  annual  picnic  was 
held  on  July  10,  1920,  at  Monticello  with 
an  attendance  of  2,000  people.  August  8  a 
farm  boys'  delegation  from  Louisiana  was 
shown  the  county  by  the  association.  At 
the  Green  county  fair  in  August  the  asso- 
ciation put  on  one  of  the  largest  Holstein 
cattle  exhibits  ever  shown  at  a  county  fair 
in  the  state.  The  association  membership 
is  sprinkled  over  the  entire  county  and  in 
time  it  is  expected  every  breeder  will  be  on 
the  membership  list. 


COURTESY 

~  AMD- 
EFFICIENT  SERVICE 

ALWAYS 


CLEANINGS 

from  me 

C1AIMS  DEPARTMENT 


JntQTQStmg  •  JVows  -  of-  'Doings  •  c 
Claimants  •  ^z  •  aW  •  £?a  f  •  o    Gburt 


An  Engineer  Speaks 

By  Engineer  J.  E.  Walraven,  Centralia. 


In  the  course  of  an  investigation  recently, 
I  made  mention  of  a  test  I  had  made  as  to 
how  far  the  view  of  an  engine  man  was 
obscured  by  the  engine  itself. 

The  case  was  a  personal  injury,  the  per- 
son being  fatally  injured.  I  know  positively 
the  track  was  clear  so  far  as  my  view  was 
unobstructed. 

On  arrival  at  Centralia  I  made  a  test  at 
the  roundhouse.  A  point  on  the  outside  rail 
of  our  track  was  selected,  this  point  just  in 
view  of  the  engineer  sitting  in  the  center  of 
the  seat  box  and  looking  directly  ahead. 
I  stepped  off  the  distance  and  it  measured 
approximately  180  feet.  The  center  of  the 
opposite  track  would  be  obscured  for  about 
200  feet.  Over  the  right  running  the  view 
was  cut  off  at  about  40  feet;  on  the  left  side 
about  80  feet.  This  means  that  a  person  of 
average  height  would  be  invisible  over  the 
running  boards  at  a  distance  of  from  40 
feet  to  80  feet. 

Since  then  I  have  made  the  test  with  the 
larger  type  of  engine,  the  1145  and  1158 
class.  The  view  over  the  running  board  is 
cut  off  at  about  100  feet.  The  opposite 
track  is  obscured  from  500  to  600  feet. 


These  conditions  mean  that  for  the 
above  mentioned  distances  the  engineer  is 
powerless  to  see  anything,  no  better  than 
blind.  They  also  emphasize  the  importance 
— the  necessity — of  having  two  pairs  of 
good  eyes  always  on  the  alert  and  in  their 
right  places,  on  the  left  and  right  sides  of 
the  engine.  We  have  stations  where  on 
local  passenger  runs  the  engine  stands  just 
to  clear  the  crossing.  If  the  fireman  is  put- 
ting in  fire  when  the  engine  is  started,  the 
engineer  cannot  know  if  the  way  is  clear. 
He  is  absolutely  blind  as  to  the  left  side  of 
the  engine  for  a  distance  of  from  200  to  600 
feet.  Not  only  in  this  particular  should 
care  be  taken,  but  in  passing  through  towns 
the  fireman  can  and  should  arrange  the  fire 
to  carry  the  train  through  the  limits  and 
keep  a  sharp  lookout  ahead.  The  practice 
of  some  firemen  of  coming  over  to  the 
right  side  when  approaching  platforms  on 
that  side  is  absolutely  wrong.  Accidents, 
even  fatalities,  have  occurred  on  the  left 
side  and  the  engineer  knew  nothing  of  them 
until  informed. 

To  show  the  value  of  a  sharp  lookout  on 
left  side,  just  one  incident  from  my  experi- 


49 


50 


ILLINOIS  CENTRAL  MAGAZINE 


ence:  A  few  years  ago  on  a  bitter  cold 
morning  I  was  pulling  No.  224.  Approach- 
ing Centralia  and  running  at  a  high  rate  of 
speed,  my  fireman,  who  possessed  the 
splendid  quality  of  watchfulness,  yelled  out, 
"Hold  her!"  I  made  instant  emergency 
application  and  then  saw  a  heavily  loaded 
coal  wagon  passing  over  the  crossing,  the 
driver  lashing  the  horses.  The  hind  wheel 
of  the  wagon  just  cleared  the  pilot.  The 
slight  retarding  of  speed  by  the  air  applica- 
tion made  it  possible  for  the  wagon  to  clear. 
Three  factors  entered  into  this  prevention 
of  accident:  the  quick  perception  of  danger, 
the  sharp  word  of  warning,  the  instant 
action  on  the  warning.  The  absence  of 
either  and  human  life  would  have  been 
snuffed  out,  property  destroyed  and  pos- 
sibly the  train  derailed,  for  it  was  a  heavy 
wagon  and  loaded  to  capacity  with  coal. 

Was  not  his  watchfulness  richly  re- 
warded? ,  The  necessity  of  the  fireman 
remaining  on  the  left  side  and  keeping  a 
sharp  lookout  cannot  be  over-emphasized. 
But  notwithstanding  all  the  care  of  the 
engineer — and  they  as  a  body  are  highly 
trained  and  faithful  in  observance  of  rules — 
notwithstanding  all  the  safety  precautions 
employed  by  the  company,  the  amazing 
ignorance  of  the  general  public,  the  start- 
ling indifference  and  asinine  chance,  taken 
by  autoists,  render  all  the  care  and  precau- 
tions of  little  value. 

All  enginemen  will  agree  that  never  was 
it  so  difficult  to  avoid  accidents  as  at  pres- 
ent. The  auto  seems  to  be  responsible  for 
most  of  the  almost  criminal  carelessness. 
The  average  auto  driver  thinks  because  he 
has  something  fast  he  can  take  chances  and 
pass  over  ahead  of  an  approaching  train. 

On  a  double  track,  to  pass  over  without 
knowing  both  will  be  clear  is  the  height  of 
folly.  I  have  seen  many  times  autos  ap- 
proaching after  I  had  switched  on  the  head- 
light and  started  the  bell  and  commenced 
to  move.  They  would  dash  across,  just 
clearing  the  pilot,  absolutely  ignorant  of 
what  was  doing  on  the  other  track  or 
tracks.  This  occurs  frequently  at  Carbon- 
dale.  Unless  they  possess  the  gift  of  sec- 
ond sight,  or,  like  Sam  Weller,  "have  a  pair 
of  double  millyun  magnifying  gas  micro- 
scopes of  hextra  power"  they  cannot  know 
the  way  is  clear. 

Especially  dangerous  is  the  practice  of 
dashing  across  just  as  the  rear  of  a  passing 
train  clears  on  double  track. 

What  can  be  done  to  reduce  the  number 
of  accidents  at  street  or  road  crossings? 

One  of  the  late  General  Officers  of  our 
Company  is  reported  to  make  the  sugges- 
tion to  "place  a  man  at  each  crossing  and 

kill  all  the  d n  fools  that  come  along." 

No  question  but  what  that  would  be  ef- 
fective "eventually,  if  not  now,"  but  it 
would  necessitate  the  reopening  of  the  am- 


munition plants,  and  would  require  the  legal 
and  claims  departments  to  work,  as  Mr. 
Lindrew  says  about  the  pop  valves  some- 
times, "work  over  time." 

For  myself,  it  seems  as  if  the  only  remedy 
lies  in  education,  in  the  continued  efforts  to 
make  the  public  understand  the  necessity 
of  "Stop,  Look,  Listen!"  "Stop,  look  and 
listen"  in  each  direction  and  then  pass  over 
quickly. 

I  would  suggest  that  the  principal  papers 
over  our  territory  set  aside  a  column  or 
corner  devoted  to  "Safety  First."  Let  ar- 
ticles be  written  by  railroad  men  of  differ- 
ent branches  dealing  with  the  danger  from 
different  angles  of  view.  Let  letters  also 
come  from  the  public.  From  the  general 
discussion  may  come  the  greatly-to-be-de- 
sired caution.  Any  improvement  in  the 
saving  of  human  life  I  am  sure  will  be 
heartily  welcomed  by  the  engineers  in  gen- 
eral, and  the  writer  of  this  in  particular. 


THEN  THEY  MIGHT  STOP 

The  cross-arm  signal  to  "stop,  look  and 
listen"  has  failed,  according  to  Claim  Agent 
Charles  D.  Gary  of  Kankakee,  who  contrib- 
utes the  suggestion  that  about  the  old 
"stop"  sign  at  each  railroad  crossing  be 
strewn  the  wreckage  of  vehicles  which  have 
been  turned  into  material  for  the  scrap 
heap  by  the  failure  of  some  driver  to  obey 
the  solemn  warning  which  marks  the  inter- 
section of  the  rail  and  high  roads. 

"I  recommend  that  the  'stop'  sign  be 
strewn  about  with  these  derelicts  to  which 
fate  has  given  us  possession,  so  that  pillar 
of  piety  may  be  entwined  with  the  physical 
specter  to  which  pernicious  unconcern  gives 
rise,"  exclaims  Mr.  Gary. 

"Some  writers  have  suggested  the  cross- 
bones,  and  some  would  dignify  the  location 
with  a  skull,  but  this  is  all  sordid  garbage 
to  the  average  'careful  driver,'  whereas 
dangling  irons,  demolished  and  shredded 
wheels  and  cushions  are  a  fulfillment." 

Mr.  Gary  might  have  added  that  the  scene 
might  not  have  to  be  reduced  altogether 
to  the  sordid  aspects.  Considerable  art 
might  be  used  in  arranging  the  "display" 
at  each  crossing,  varying  the  "exhibits"  at 
the  various  stations  encountered  by  a 
motorist  along  a  single  trail.  At  one  cross- 
ing the  wreck  of  a  certain  widely-known 
brand  of  car  might  be  left  on  end,  panting, 
its  nose  in  the  dirt.  A  mangled  wheel 
draped  from  each  arm  of  the  warning-post 
might  add  to  the  artistic  effect.  An  assort- 
ment of  carburetors,  steering-wheels,  differ- 
entials and  fan  belts  might  enliven  the 
scenery. 

And  the  assembled  portions  might  serve 
the  purpose  where  the  cross-arm  signals 
have  failed. 


ILLINOIS  CENTRAL  MAGAZINE 


51 


THE  TALE  OF  A  DOG 

Within  the  town  of  Kosciusko,  Miss., 
there  lives  one  A.  A.  Lowenberg  by  name, 
a  merchant  prince,  owner  of  broad  acres 
of  land,  many  fine  horses,  et  cetera. 
Among  other  chattels  possessed  by  Lowen- 
berg was  a  certain  "houn  daug"  of  the 
female  variety  to  which  he  had  become  very 
much  attached  through  many  months  of 
companionship  in  hunting  native  game.  It 
is  said  by  some  that  this  dog  was  one  of 
almost  human  intelligence  and  was  well 
trained  in  following  the  trails  of  wild  cats, 
coons  and  possums;  while  others  have 
slandered  the  canine  by  saying  that  she  was 
nothing  more  or  less  than  an  old  time  "pot- 
licker."  During  an  unfortunate  moment, 
Lowenberg's  dog  attempted  to  cross  the 
railroad  in  front  of  a  rapidly  moving  pass- 
enger train,  which  showed  bad  judgment, 
of  course.  Result:  They  buried  the  dog 
where  she  fell. 

Lowenberg  brought  suit  for  $100,  lost  his 
case  in  court,  and  must  pay  the  costs  of  the 
trial.  But  there  are  many  dogs  in  Attala 
County  just  as  good  as  the  dear  departed. 


LEARNING  BY  EXPERIENCE 

Jim  Jones  was  a  traveling  man,  knew  the 
dismal  dingy  corners  of  a  cross-roads  hotel, 
knew  that  many  steaks  served  for  him 
would  have  served  better  as  a  barn  hinge, 
knew  the  time  limits  of  trains  at  a  small 
town,  knew  he  had  to  have  a  ticket,  knew 
that  to  try  and  board  a  moving  train  for  a 
man  of  his  experience  was  a  conceit  adorned 
with  many  hazards;  but  Jim  Jones  was  late 


this  day,  and  wanted  to  get  on  the  worst 
way,  and  seemingly  tried  to  get  on  about 
the  "worst  way"  too;  Jim  Jones  didn't  see 
anybody  else  try  to  get  on  just  as  he  did, 
but  Jim  Jones  .was  willing  to  risk  it  just 
this  one  time;  so  Jim  grabbed  at  the  rear 
end,  then  something  seemed  to  grab  at 
Jim's  rear  end,  for  Jim's  attempt  reminded 
one  of  the  sea  lion  trying  to  get  down  off 
the  rocks  so  far  as  skill  and  wit  was  con- 
cerned in  getting  on. 

As  a  final  conclusion,  when  Jim  got  up  he 
said: 

"Gentlemen,  I  now  feel  much  as  did  the 
man  when  the  mule  kicked  him;  I  may  not 
look  quite  so  neat  and  nifty,  but  I  know  a 
d d  sight  more." 


WILLING  TO  HELP 

Claim  Agent  F.  F.  Munson  of  Memphis, 
Tenn.,  has  just  received  a  letter  which  dem- 
onstrates the  willingness  of  fair-minded 
business  men  to  co-operate  with  the  Illinois 
Central  in  preventing  personal  injuries  and 
loss  of  life. 

Mr.  Troy  McCall,  a  young  man  employed 
by  the  J.  T.  Fargason  Wholesale  Grocery 
Company  at  Covington,  Tenn.,  had  made  a 
practice  of  alighting  from  the  moving  train 
as  it  reached  a  point  opposite  his  place  of 
appointment,  to  save  several  steps  from  the 
station.  The  incident  came  to  the  attention 
of  Special  Agent  George  Royan  at  Fulton, 
Ky.,  who  referred  it  to  Claim  Agent  Mun- 
son. Mr.  Munson  wrote  a  letter  to  the 
young  man's  employers,  asking  their  co- 
operation in  lessening  the  danger  of  acci- 
dents, and  within  a  few  days  received  a 
courteous  reply,  informing  him  that  the  in- 
cident had  been  investigated,  the  young  man 
had  been  interviewed  and  the  practice  had 
been  stopped. 

An  excellent  example  this  forms  of  the 
great  advantage  of  using  preventive  meas- 
ures. Not  only  are  Messrs.  Royan  and 
Munson  to  be  congratulated  for  the  man- 
ner in  which  they  handled  the  matter,  but 
the  young  man's  employers,  and  Mr.  Mc- 
Call himself,  are  deserving  congratulations 
for  the  spirit  they  displayed. 


AMBULANCE  CHASING 

The  Supreme  Court  of  Illinois,  in  a  recent 
case,  referring  to  the  practice  of  solicitation 
of  personal  injury  cases  by  attorneys,  says: 
"...  Such  conduct  by  attorneys  is  repre- 
hensible in  the  extreme,  and  no  court  should 
recognize  for  a  moment  their  right  to  re- 
cover fees  under  such  circumstances.  An 
attorney  who  stirs  up  or  secures  litigation 
in  that  manner  ought  to  be  disbarred.  Any 
conduct  of  an  attorney  at  law  that  neces- 
sarily tends  to  bring  discredit  upon  his 
profession  and  upon  the  courts  is  an  abuse 


ILLINOIS  CENTRAL  MAGAZINE 


of  the  privilege  secured  to  him  by  his 
license.  The  grant  of  a  license  to  practice 
law  is  on  the  implied  understanding  that 
the  party  receiving  it  shall  in  all  things 
demean  himself  in  a  proper  manner,  and 
that  he  will  abstain  from  such  practices  as 
cannot  fail  to  bring  discredit  upon  his  pro- 
fession or  upon  the  courts." 

Unfortunately  there  are  quite  a  number 
of  lawyers  in  Chicago  who  indulge  in  the 
practice  of  "ambulance  chasing."  An  article 
appearing  in  the  May  number  of  the  Illinois 
Central  magazine  called  attention  to  the 
activities  of  this  class  of  lawyers. 

The  State  of  Iowa,  recognizing  the  harm- 
ful effects  upon  its  citizens  of  this  vicious 
practice,  passed,  in  1917,  a  statute  making  it 
unlawful  for  any  person  to  seek  or  solicit 
the  business  of  collecting  any  claim  lor 
damages  for  personal  injuries  sustained 
within  .the  State,  or  to  promote  the  prose- 
cution of  a  suit  brought  outside  the  State 
in  cases  where  such  right  of  action  rests  in 
a  resident  of  Iowa.  This  statute  however 
has  not  deterred  the  greedy  .personal  injury 
lawyers  located  at  St.  Paul  and  Minneapolis 
from  combing  Iowa,  through  their  solicitors 
and  agents,  for  the  purpose  of  securing  such 
personal  injury  cases.  There  is  more  than 
one  way  to  skin  a  cat.  To  get  around  the 
Iowa  statute  the  solicitors  induce  the  in- 
jured person  or  the  representative  of  a 
deceased  person  to  move  their  residence  to 
Minnesota,  after  which  an  action  is  brought 
in  that  State  against  the  railroad. 

One  of  the  means  by  which  solicitors 
learn  of  an  accident  occurring  on  a  railroad 
is  a  clipping  exchange.  This  exchange, 
upon  subscription,  furnishes  a  daily  report 
of  accidents  on  railroads,  the  information 
being  taken  from  the  local  newspapers.  If 
a  case  looks  attractive  these  attorneys  im- 
mediately dispatch  one  of  their  runners  to 
see  the  injured  party,  or  the  representative 
of  a  deceased  person,  and  they  depict  in 
glowing  terms  the  advantages  and  benefits 
of  a  suit  in  Minnesota.  If  they  succeed  in 
"hooking"  a  victim  he  is  required  to  sign  a 
contract  in  which  he  agrees  to  pay  over  to 
the  attorneys  one-third  or  one-half  of  any 
amount  that  may  be  recovered,  thus  signing 
away  in  advance  a  portion  of  any  rights 
that  he  may  possess. 

Another  manner  in  which  notice  of  an 
accident  is  received  is  through  a  "tip-off" 
man;  that  is,  through  a  co-operative  ar- 
rangement with  a  disloyal  employee  at  some 
large  terminal  who  promptly  advises  them 
of  an  accident.  If  they  succeed  in  landing 
an  unfortunate  the  "tip-off"  man  shares  in 
the  spoils. 

The  employees  of  the  Illinois  Central, 
however,  are  pretty  well  informed  as  to  the 
activities  of  these  "shysters,"  and  it  is  very 
rare  that  one  who  has  been  unfortunate 
enough  to  become  injured  is  beguiled  into 


signing  away  his  rights.     They  usually  pre- 
fer to  deal  directly  with  the  Company. 

In  view  of  the  language  used  by  the 
Supreme  Court  of  Illinois,  it  would  seem 
that  some  action  would  be  taken  by  Bar 
Associations  to  purge  their  ranks  of  the 
attorneys  who  indulge  in  the  disgraceful 
practice  of  soliciting  personal  injury  cases, 
and  thus  uphold  the  standard  of  the  legal 
profession  and  the  courts. 


I'LL  SAY  HE  DID 

It  is  very  difficult  to  perceive  the  finan- 
cial motive  that  would  actuate  any  intelli- 
gent and  thrifty  Champaign  County,  Illi- 
nois, farmer,  progressing  under  modern 
ideas  of  frugality,  to  immediately  thrust  his 
small  claim  for  a  fire  loss  into  the  lap  of 
attorneys  before  exhibiting  the  slightest 
effort  of  his  own  to  collect  his  account. 
Did  he  hold  a  note  for  the  same  amount 
against  an  individual  whose  ability  to  re- 
spond was  somewhat  dubious,  he  would 
make  some  initial  effort  before  handing 
the  same  to  the  technique  of  a  collecting 
agency. 

About  Aug.  1st  a  certain  farmer  in  Cham- 
paign County,  Illinois,  sustained  the  loss  of 
14  shocks  of  oats.  On  Aug.  2nd  he  placed 
the  claim  of  $14  with  a  law  firm  of  Cham- 
paign to  collect.  On  Aug.  3rd  the  Illinois 
Central  allowed  the  claim  as  presented, 
advising  them  that  it  was  believed  the  claim 
was  fair  and  reasonable. 

For  this  heroic  service  it  is  said  the 
farmer  was  charged  the  sum  of  $10  as  col- 
lection fees,  and  delightfully  exclaimed: 

"D n  'em,  I  made  'em  come  across." 


ON  ACCIDENT  PREVENTION 

The  following  are  excerpts  from  an  ad- 
dress delivered  by  Mr.  Avery  Johnson,  of 
Delphos,  Kan.,  section  foreman  of  the 
Union  Pacific: 

"It  is  the  general  opinion  that  one-half 
of  the  accidents  in  the  United  States  are 
preventable,  and  that  a  conservative  esti- 
mate of  the  annual  number  of  accidents 
which  result  in  the  death  or  partial  or  total 
disability  of  the  workman  may  be  placed 
at  or  near  the  half  million  mark.  Reckon- 
ing the  wage  earning  capacity  of  the 
average  workman  at  $800  per  annum,  we 
have  to  consider  a  social  and  economical 
loss  of  $400,000,000  per  year.  This  does 
not  take  into  account  the  high  salaried  and 
professional  men  killed  in  the  fields  of 
American  industry.  Neither  do  we  take 
into  account  the  untold  suffering  of  the 
injured  nor  the  sorrow  and  hardship  in- 
flicted on  the  families  of  the  killed  or 
injured.  These  figures  are  purely  commer- 
cial, the  method  by  which  the  commercial 
world  figures  its  losses  or  gains — that  of 
dollars  and  cents.  The  suffering  and  sor- 


ILLINOIS  CENTRAL  MAGAZINE 


53 


rows  of  the  injured  cannot  be  estimated  by 
that  rule.  There  is  no  way  by  which 
society  can  say,  'This  man  is  worth  so 
many  dollars  or  that  one  such  and  such  a 
sum.' 

"The  life  of  any  individual  cannot  be 
measured  by  the  gauge  of  the  dollar  sign, 
and  be  he  great  and  powerful;  or  of  the 
lowly  and  humble  walks  of  life,  there  is 
nothing  that  is  worth  so  much  to  society 
if  it  be  not  a  group  of  these  self-same  indi- 
viduals. 

"Each  year  we  spend  large  sums  of 
money  in  conserving  our  natural  resources. 
We  take  care  of  our  trees;  we  see  that  our 
fish  and  game  are  protected;  we  keep  our 
lakes  and  streams  well  stocked  with  fish; 
we  care  for  our  highways,  spending  millions 
on  them  yearly;  yet  there  is  one  thing — 
the  greatest  of  them  all — which  we  have 
failed  to  take  into  consideration  and  which 
we  are  just  beginning  to  think  worth  while 
as  a  permanent  asset  to  the  nation — the 
workman  and  his  family. 

"There  is  just  one  thing  that  is  respon- 
sible for  most  of  the  accidents,  and  you  all 
know  what  it  is — carelessness  on  the  part 
of  someone. 

"Let  us  form  careful  habits.  Safety  rules 
"are  fine;  safety  habits  are  best.  Habits  are 
safer  than  rules;  you  don't  have  to  watch 
them,  and  you  don't  have  to  keep  them 
either — they  keep  you.  If  we  sow  careless- 
ness we  reap  accidents,  and  the  earlier  in 
life  we  form  safe  and  sane  habits,  the  better. 
Just  so  with  our  railroad  life;  we  should 
begin  early,  and  it  will  become  second 
nature  to  go  about  our  work  in  a  safe  and 
sane  manner. 

"One  thing  in  regard  to  safety  which  can 
become  a  mighty  influence — the  so-called 
safety  committee,  composed  of  men  of  the 
various  departments  who  go  around  pe- 
riodically and  investigate  conditions  in  all 
departments.  I  believe  they  should  go  one 


step  further.  Besides  investigating  safety 
devices  they  should  make  it  their  duty  to 
question  workmen  and  obtain  suggestions 
as  to  what  they  think  about  certain  safety 
devices  and  where  they  could  be  improved. 
Literature  should  be  printed  and  circulated 
among  the  workmen,  and  I  do  not  believe 
it^  would  be  a  very  great  loss  to  the  com- 
pany if  time  was  taken  from  the  regular 
working  hours  to  discuss  and  make  clear 
such  things  as  tend  toward  'Safety  First.' 

"I  do  not  believe  some  of  the  Safety  First 
signs  are  of  the  right  nature.  I  believe  they 
should  be  more  emphatic.  They  should  be 
of  such  a  nature  as  to  command  rather  than 
suggest.  The  command  'Halt!'  is  better 
than  the  suggestion  'lookout!'" 


A  FIREMAN  MERITS  PRAISE 

As  train  No.  7  was  approaching  Odin, 
111.,  June  29,  Fireman  E.  C.  Hamilton,  when 
some  800  feet  from  the  crossing,  observed  a 
large  truck  being  driven  towards  the  cross- 
ing. Unwilling  to  sit  idly  by  and  note 
results,  and  knowing  the  engineer  could 
not  see  the  approach  of  the  truck,  he 
stepped  down  off  the  seat,  went  to  the  engi- 
neer and  notified  him.  The  engineer  re- 
sponded instantly  by  sounding  the  whistle, 
and  the  fireman  returned  to  his  post,  to 
warn,  if  possible,  the  drivers  of  the  ap- 
proaching machine.  The  combined  efforts 
of  the  two  men  were  unavailing  to  avert 
the  catastrophe. 

Fireman  Hamilton  is  to  be  congratulated 
for  the  attempt  he  made,  although  futile,  to 
avert  the  tragedy.  By  grasping  the  situa- 
tion and  taking  the  initiative,  acting  with 
splendid  decision,  he  made  it  possible  for 
the  engineer  to  give  the  alarm  at  a  great 
distance  from  the  crossing — an  alarm  that 
was  heard  by  all  except  those  blind  to  their 
destruction — and  enabled  those  men  to  con- 
vince a  jury  that  the  engine  crew  was  in  no 
wise  to  blame  for  the  accident. 


Fine  Record  of  Engineer  Leach 

Engineer  M.  A.  Leach,  running  between  Memphis  and  Gwin  on  the  Memphis  Di- 
vision, has  established  a  very  creditable  record  and  I  believe  that  use  should  be  made 
of  this  information  as  an  incentive  for  other  engineers  to  exercise  more  care  in  the 
handling  of  their  engines  so  as  to  get  more  mileage  between  general  repairs. 

Engineer  Leach  ran  Engine  983  in  freight  service  from  March,  1918,  to  July,  1920,  a 
distance  of  106,467  miles  and  during  this  time  did  not  have  an  engine  failure. 

This  is  far  greater  mileage  than  we  usually  get  out  of  our  engines  in  freight  service 
and  Engineer  Leach  deserves  much  credit  for  the  performance. 


ENGINEERING- 


DEPARTMENT 


Beautify  the  Right -Of -Way  and  Add  to  the  Attract- 
iveness of  a  Trip  Over  the  Illinois  Central 
and  Allied  Lines' 


Note  the  picture  on  opposite  passes  and 
see  what  Section  Foreman  Rubin  of  Mowe- 
qua,  111.,  has  done  along  these  lines.  Every 
section  foreman  and  agent  ran  do  just  as 
well  if  he  will. 

Read  this,  then  read  what  Mr.  Ruben  did. 

The  time  has  come  when  men  who  desire 
to  achieve  success  in  any  career  should  be- 
gin by  learning  what  the  experience  of 
others  has  to  teach. 

The  saving  of  waste  is  the  most  important 
element  in  this  modern  life. 

A  laboring  man  in  any  profession  has  but 
his  labor  for  sale.  The  law  says  he  "may 
labor  eight  hours  per  day.  There  are 
twenty-four  hours  in  the  day.  After  your 
eight  hours  labor  how  are  you  spending 
the  remaining? 

If  your  time  is  wasted  your  earnings  are 
wasted.  There  are  men  of  excellent  am- 
bition with  whom  it  is  an  inspiration  to 
achieve  success. 

They  are  the  leaders  and  we  who  are 
prssessed  with  lesser  knowledge  should 
give  place  to  their  system  which  provides 
opportunities  for  our  success. 

We  should  develop  their  method  of  pro- 
cedure and  experience  and  become  a  use- 
ful foundation  upon  which  to  build  the  ex- 
perience of  the  individual. 

The  Illinois  Central  offers  its  right-of- 
way  lands  to  all  employes  who  will  culti- 
vate the  soil.  It  is  the  best  of  the  soil  in 
community  which  it  runs  through,  as  it 
has  had  less  cultivation  than  the  fields  ad- 
jacent. 

Suppose  you  had  a  lot  or  a  farm — you 
had  to  fence,  rent  or  pay  taxes  on  it?  The 
problem  would  be  different.  There  is  no 
criticism  to  offer.  The  railroad  is  doing 
more  than  its  part.  They  fence  and  pay 
taxes  on  thousands  of  acres,  whose  unde- 
veloped waste  lies  idle  and  awaits  the 
strength  of  millions  of  hours  of  human 
energy  to  be  applied  in  resourceful  develop- 
ment. 

This  conception  will  create  a  new  class 
of  men,  if  you  will  fall  in  line,  and  learn 
its  true  meaning1,  carry  out  and  co-operate 


with  iis.  You  will  not  only  benefit  your- 
self, but  make  an  important  contribution  to 
the  stability  of  commerce,  and  strengthen 
the  principle  necessary  to  lay  a  broad  and 
firm  foundation  for  intelligent  activity  in 
our  modern  business  world.  Are  you  with 
us?  If  you  are  come  to  the  right-of-way. 


WHAT   MR.   RUBIN   ACCOMPLISHED. 
Cows.  (2) 

Proceeds  from  sale  of  butter.    224 

Ibs.  @  50c  a  Ib $112.00 

Butter  for  family  use,  56  pounds. 

Sold  two  calves  for  $13.00  each....       26.00 


Total         $138.00 
Hogs.  (10  head)  Value,  $165.00 

Sold  24  pigs,  5  weeks  old  for  $10.00 
each  $240.00 

Keeping  3  hogs  for  own  meat  and 
7  for  sale. 
Chickens.  (175)  Value,  $175.00 

Sold  132  dozen  eggs  @  40c  a  dozen     52.80 

In  addition  to  these,  Foreman  kept 
sufficient  eggs  for  family  use. 
Geese.  (5)  Value,  $10.00 

These  geese  took  first  prize  at  Poultry 
show,  Moweaqua  this  spring.  No  eggs  sold. 
Kept  them  for  family  use. 

Foreman  Rubin  has  a  truck  patch  and 
raised  enough  potatoes,  cabbage,  tomatoes, 
onions,  beans,  pumpkins  and  strawberries 
for  family  use.  There  is  also  a  grape  ar- 
bor at  this  section  dwelling  and  vines  bear 
600  pounds  of  grapes  this  year. 

Summary  of  amounts  realized  from  sale 
of  pigs,  butter,  eggs,  etc. 

Butter  $112.00 

Calves  26.00 

Pigs  240.00 

Eggs  «. 52.80 


$432.80 

Average  income  per  month..$  61.54 

From  the  above  it  will  be  noted  that  the 
foreman  has  realized  a  sum  of  $430.80  dur- 
ing the  months  in  question  in  addition  to 
having  enough  produce  for  his  own  table. 


56  ILLINOIS  CENTRAL  MAGAZINE 


SAFETY  FIRST 


Office  of 
Chairman,  General  Safety  Committee 


Pointed   Paragraphs 


"If  you  lead  in  SAFETY,  others  will  follow. 

"Safe  business  and  permanent  SAFETY  must 
necessarily  depend  on  the  good  sense  of  our  em- 
ployes. 

"Sympathy  calls  for  SAFETY.  It  is  not  necessary 
to  limp  when  others  get  hurt,  but  it  is  your  part 
to  pass  them  a  staff.  Whom  have  you  helped 
today? 

"SAFETY  leads  us  along  certain  routes  and  en- 
courages us  to  take  the  safest  route. 

"Work  hard  for  SAFETY.  It  is  the  best  invest- 
ment a  man  can  make. 

"Cultivate  SAFETY  from  every  angle  and  good 
results  will  follow. 

"High  speed  in  thought  as  well  as  action  is  inter- 
esting and  thrilling,  but  exceedingly  dangerous." 


Cars!  Cars! 

By  E.  S.  Shapland,  Division  Storekeeper,  Waterloo,  Iowa 


Much  has  been  written  on  the  subject 
of  prompt  releasing  of  cars.  Everyone  on 
the  railroad  who  has  to  do  with  releasing 
of  equipment  containing  company  material 
understands  the  importance  of  this  matter. 

Equally  important,  to  my  mind,  is  the 
prompt  movement  of  company  material 
from  point  of  shipment  to  destination.  It 
is  sufficiently  important  to  warrant  serious 
consideration  by  all  concerned. 

After  a  car  is  loaded,  whether  with  reve- 
nue freight  or  company  material,  it  should 
be  the  business  of  those  handling  the  move- 
ment of  the  car  and  those  supervising  the 
movement  to  reduce  the  number  of  hours 
under  load  to  the  lowest  possible  minimum. 

It  is  highly  important  that  company  ma- 
terial, after  being  loaded,  be  kept  moving 
to  destination.  The  cars  are  needed  for 
reloading  and  the  company  material  for 
making  repairs  to  equipment  so  that  bad 
order  cars  and  engines  in  shop  can  be  re- 
turned to  service.  Cars  of  company  ma- 
terial should  not  be  allowed  to  accumulate 
on  side  tracks  to  give  preference  to  move- 
ment of  revenue  freight  for  usually,  as  a 
consequence  they  will  finally  go  to  desti- 
nation in  a  bunch  in  which  case  the  store 
department  force  is  not  always  prepared 


or  able  to  release  them  within  twenty-four 
hours  and  some  of  the  cars  must  go  over 
until  the  following  day. 

After  the  arrival  of  company  material 
cars  at  destination  there  should  be  as  little 
delay  as  possible  in  switching  to  spot  for 
unloading. 

Before  loading  scrap  at  outlying  points 
for  shipment  to  Division  Storehouse  for 
sorting  I  believe  that  Division  Storekeepers 
should  be  notified  so  that  necessary  ar- 
rangements can  be  made  for  prompt  han- 
dling. 

It  frequently  happens  that  several  cars  of 
important  material  are  received  on  a  cer- 
tain day,  cars  possibly  containing  material 
for  which  equipment  is  being  held  and  in 
addition  there  may  be  cars  to  load  with 
material  for  important  bridge,  building  or 
track  jobs  at  other  points.  Such  a  situa- 
tion plus  the  simultaneous  arrival  of  a  few 
cars  of  scrap,  forwarded  from  some  other 
point  to  Division  Storehouse  for  sorting, 
seriously  handicaps  the  prompt  releasing  of 
equipment  and  the  scrap  cars  are  conse- 
quently subject  to  delayed  handling,  where- 
as, had  the  parties  loading  same  conferred 
with  Division  Storehouse  prior  to  loading 
and  shipping,  other  arrangements  might 
have  been  made. 


Not  His  Job 


"I'm   not   supposed  to   do   that,"   said  he, 
When  an  extra  task  he  chanced  to  see; 
"That's  not  my  job,  and  it's  not  my  care, 
So  I'll  pass  it  by  and  leave  it  there," 
And  the  boss  who  gave  him  his  weekly  pay, 
Lost  more  than  his  wages  on  him  that  day. 

"I'm  not  supposed  to  do  that,"  he  said; 
"That  duty  belongs  to  Jim  or  Fred," 
So  a  little  task  that  came  his  way 
Which  he  could  have  handled  without  delay 
Was  left  unfinished;  the  way  was  paved 
For  a  heavy  loss  that  he  could  have  saved. 


And  time  went  on  and  he  kept  his  place 
But  he  never  altered   his  easy  pace, 
And  folks  remarked  on  how  well  he  knew 
The  line  of  tasks  he  was  hired  to  do; 
For  never  once  was  he  known  to   turn 
His  hand  to  things  not  of  his  concern. 

But  there  in  his  narrow  rut  he  stayed 
And  for  all  he  did  he  was  very  well  paid, 
But  he  never  was  worth  a  dollar  more 
Than  he  got  for  his  toil  when  the  week  was 

o'er; 
For  he  knew  too  well  when  his  work  was 

through 
And  he'd  done  all  that  he  was  hired  to  do. 


57 


ILLINOIS  CENTRAL  MAGAZINE 


If  you  want  to   grow  in  this  work,  young 

man, 
You  must   do   every  day   all   the   work  yon 

can; 


If  you  find  a  task,  though  it's  not  your  bit, 
And  it  should  be  done  you  take  care  of  it, 
For  you'll  never  conquer  or  rise  if  you 
Do  only  the  things  you're  supposed  to  do. 

— Unknown. 


Things  We  Should  or  Should  Not  Do 


Winter  is  coming  on  when,  on  account  of 
heating,  fire  hazards  should  be  watched 
closely. 

How  about  your  water  barrels?  Are  they 
well  salted  to  prevent  freezing. 

Get  all  materials  which  are  outside  oiled 
before  the  snow  covers  them. 

Are  your  windows  well  washed?  We  are 
coming  to  the  time  when  days  are  short 
and  should  take  advantage  of  all  the  day- 
light we  can  get. 

In  reclaiming  material  from  scrap  watch 
closely  to  see  that  labor  is  expended  only 
on  material  which  will  be  used  again  after 
reclamation. 

See  that  your  mechanical  facilities  are  kept 
in  perfect  condition,  they  are  labor  savers 
and  should  be  treated  as  such.  A  warehouse 
truck  or  even  a  wheelbarrow  if  it  is  not 
kept  oiled  will  lose  the  efficiency  of  one  man 
in  a  few  days. 

Nearly  every  tool  house  has  a  few  bat- 
tered track  chisels,  claw  bars  or  wrenches 
being  held  for  repairs.  These  should  be 
kept  moving  back  to  the  nearest  Storehouse 
where  they  may  be  repaired  and  returned 
to  service  and  save  buying  new  ones. 


Tie  Plates  and  rail  joints  are  expensive 
and  are  easily  lost  in  the  weeds  or  covered 
up  with  ballast  if  allowed  to  remain  scat- 
tered along  the  line.  Take  care  of  them  and 
you  can  save  a  day's  wages  each  week. 

Don't  be  afraid  to  help  the  other  fellows. 
Recently  four  laborers  were  seen  standing 
around  watching  another  try  to  start  a 
heavy  truck  load  of  material.  A  hand  given 
by  any  one  of  them  would  have  saved 
money. 

Don't  overlook  the  safety  principle  in 
your  work.  The  car  repairer  who  applies 
a  defective  grab  iron  may  kill  a  man  a  thou- 
sand miles  away. 

Remember  that  the  responsibility  for  your 
actions  remains  after  the  act  has  been  per- 
formed. Do  not  try  to  evade  it.  The  man 
who  can  always  successfully  prove  an  alibi 
.  may  some  day  be  unable  to  prove  that  he 
is  doing  anything. 

Release  cars  promptly— this  subject  is  not 
new  but  it  deserves  more  attention  now  than 
ever  before. 

Good  bye — will  see  you  in  the  November 
issue. 


lip [P 

TRANSPORTATION 
DEPARTMENT 


Service 


The  Koupet  Auto  Top  Co.,  of  Belleville,  111.,  has  this  to  say  relative  to  Illinois  Central 
service: 

KOUPET  AUTO  TOP  CO., 

Formerly 
Heinzelman  Bros.  Carriage  Co. 

Belleville,  111.,  September  13,  1920. 
Air.  C.  H.  Markham,  President, 
Illinois   Central   Railroad  Co., 

Chicago,  111. 
Dear  Sir: 

We  received  a  letter  recently  from  your  local  agent,  Mr.  J.  J.  Heidinger,  enclosing1 
pamphlet  addressed  to  "Our  Patrons." 

We  acknowledge  receipt  of  this  pamphlet  and  wish  to  say  that  the  service  that  your 
company  has  given  us  in  Belleville  has  been  strictly  first  class.  Our  relations  with 
your  company,  particularly  through  Mr.  Heidinger,  of  our  city,  and  his  efficient  corps 
of  assistants,  has  been  perfect  from  every  standpoint.  They  co-operate  with  us  in  every 
way  and  we  have  no  complaint  to  oflfer  whatever. 

Thanking  you  for  giving  us  an  opportunity  to  express  our  appreciation  for  the  way 
you  have  handled  our  business,  we  are 

Yours  very  truly, 

KOUPET  AUTO  TOP  CO., 

E.  G.  Heinzelman, 
Secretary  and  Treasurer. 


The  following  correspondence  is  illuminative  of  the  service  that  the  Illinois  Central 
is  rendering  its  patrons: 

P.  M.  Faucett  L.  Shulhafei 

Telephones:     Office,    Main    169,    188;    Garfield    1264,    1782. 
Residence,  Main  2059,  166. 

ISAAC  H.  FRENCH  &  CO. 
GRAIN  BROKERS. 

312-314  Lincoln   Building. 
Members: 

Chicago  Board  of  Trade. 

Illinois   Grain   Dealers'   Association. 

Champaign,   111.,  September  4,  1920. 
Mr.  J.  T.   Stanford,  Trainmaster, 
Illinois   Central  Railroad, 

Champaign,   111. 
Dear  Mr.  Stanford: 

Please  note  the  enclosed  communication  from  New  Orleans  which  reports  an  example 
of  your  traffic  efficiency. 

Your  g-ood  traffic  service,  prompt  adjustment  of  all  claims,  along  with  the  courteous 
and  able  service  rendered  by  all  department  employes  make  it  both  profitable  and  a 
pleasure  to  patronize  your  road. 

Very  truly  yours, 

P.  M.  Faucett. 
59 


60  ILLINOIS  CENTRAL  MAGAZINE 

E.  A.  Leonhardt  Paul  R.  Kalman 

PAUL  R  KALMAN  CO.,  INC. 

Successors  To 
A.  F.  LEONHARDT  &  CO. 

Grain  and  Hay. 
Members : 

New  Orleans  Board  of  Trade. 
Grain  Dealers'  National  Association. 
National  Hay  Association. 

New  Orleans,  La.,  September  2,  1920. 
Messrs.  I.  H.  French  &  Co., 
Champaign,  111. 

Gentlemen: 

Replying  to  your  favor  of  August  31st  requesting  information  regarding  the  three 
cars  of  corn  purchased  from  Savoy  sometime  ago.  We  beg  to  advise  that  these  three 
cars  of  corn  were  purchased  through  you  on  July  22nd,  and  forwarded  from  Savoy,  111., 
in  cars  S.  F.  127786,  C.  G.  R.  552558  and  G.  T.  105634  on  the  same  date.  On  the 
morning  of  July  27th  we  received  a  letter  from  you  inclosing  confirmation  of  this  pur- 
chase. Shortly  before  noon  we  received  notices  from  the  railroad  advising  us  of  the 
arrival  of  these  cars,  and  ?bout  noon  the  bank  presented  the  drafts  with  bills  of  lading 
attached  covering  these  shipments.  In  other  words,  the  cars  reached  New  Orleans  as 
fast  as  the  documents,  and  while  the  cars  were  only  in  transit  five  days  from  Savoy,  111., 
to  New  Orleans,  it  took  two  days  to  have  the  shipments  unloaded  in  the  elevator  after 
arrival  here.  If  the  railroads  could  only  continue  to  make  deliveries  as  in  this  case,  we 
believe  there  would  soon  be  an  end  to  the  car  shortage. 

Yours  truly, 

Paul  R.  Kalman  Co.,  Inc. 


Showers  Brothers  Co.,  of  Bloomington,  Ind.,  are  certainly  good  patrons  and  Agent 
Pleasants,  at  that  point,  and  the  division  officials  of  the  Indiana  Division  are  worthy  of 
praise: 

Bloomington,  Ind.,  August  31,  1920. 
Mr.  C.  G.  Richmond,  Superintendent, 
Stations  and  Transfers, 

Chicago,  111. 
Dear  Sir: 

Showers  Brothers  Co.,  of  Bloomington,  Ind.,  loaded  during  the  month  of  August  56 
cars  of  less  than  carload  furniture  to  break  bulk  on  connecting  lines,  and  48  cars  to 
break  bulk  at  transfers  on  the  Illinois  Central  Railroad,  as  follows: 

Cars 

To  C.  M.  &  St.  P.,  via  Chicago,  111 12 

C.  R.  I.  &  P.,  via  Chicago,  111.... 1 

C.  &  N.  W.,  via  Chicago,  111 1 

C.  B.  &  Q.,  via  Peoria,  111 1 

C.  I.  &  W.,  via  Indianapolis,   Ind 3 

P.  C.  C.  &  St.  L.,  via  Indianapolis,  Ind 2 

L.  E.  &  W.,  via  Indianapolis,  Ind 36 

—     56 
To  Break  Bulk  At: 

Fordham,    111 24 

East  St.  Louis,   111 3 

Chicago,    111 7 

Mounds,    111 5 

Indianapolis,   Ind , 9 

48 

During  this  period  they  also  loaded  in  carload  lots 137  137 

Grand  Total  '. - 241 

Yours  truly, 

C.  R.  Pleasants,  Agent. 


ILLINOIS  CENTRAL  MAGAZINE  61 

Chicago,  111.,  September  8,  1920. 
Mr.  W.  S.  Williams: 

The  following  letter,  dated  Joslin,  111.,  August  28,  1920,  from  Mr.  Omer  Amundson: 

"The  enclosed  pamphlet  came  to  my  attention  today.  I  have  been  on  the  racing  cif* 
cuit  for  a  number  of  years;  traveled  extensively  during  racing  season  with  from  one  tft 
four  horses,  making  fairs. 

"I  wish  to  assure  you  that  I  take  pleasure  in  advising  you  that  the  treatment  given 
me  (as  well  as  all  the  patrons  leaving  Galena  via  the  Illinois  Central  after  making  that 
fair)  last  week,  received  from  your  most  accommodating  agent,  Mr.  Day,  could  not  be 
better. 

"When  I  arrived  at  Galena,  he  met  me  at  the  car,  instructed  me  to  the  office,  and 
while  I  was  in  the  office  he  had  a  transfer  man  loading  my  outfit  and  in  thirty  minutes 
I  was  at  the  fair  grounds.  On  Tuesday  he  came  to  the  grounds,  called  on  each  horse- 
man and  concession  stand,  assuring  all  that  he  would  be  back  later  in  the  week  to  take 
care  of  all  and  not  to  worry  about  getting  out  of  Galena. 

"The  Fair  Association  had  bad  luck  on  account  of  rain,  therefore  the  fair  was  held 
over  until  Saturday.  Knowing  the  shortage  of  cars  we  were  all  more  or  less  anxious 
about  our  movement  out  Saturday  and  Sunday.  I  personally  was  told  by  the  Fair 
Commission  not  to  worry;  that  the  Illinois  Central  had  an  agent  who  would  take  care 
of  all  of  us  in  fine  shape.  Sure  enough  Saturday  afternoon  he  made  the  rounds,  in- 
forming each  of  us  that  we  could  come  to  the  Illinois  Central  any  time  Saturday  night 
or  Sunday  and  that  he  would  gladly  take  care  of  us. 

"I  called  at  the  Illinois  Central  freight  house  late  Saturday  evening.  He  was  on  hand 
and  billed  me  out,  also  other  people,  loading  into  about  ten  cars.  He  explained  to  all 
just  when  they  would  leave.  He  instructed  me  and  the  balance  of  stock  men  to  be 
loaded  by  9:00  o'clock  Sunday  morning;  he  would  move  us  by  10:00  o'clock. 

"I  don't  think  he  knew  a  one  of  the  party  moving  out,  but  before  we  left  he  came 
to  each  of  the  seven  cars  and  inquired  if  we  were  all  set,  shook  hands,  thanked  each 
one,  bid  us  g'ood-bye  and  good  luck.  I  think  it  is  the  duty  of  each  patron  to  let  the 
high  officials  know  of  such  courteous  treatment  rendered  the  public  and  I  take  pleasure 
in  answering  your  little  pamphlet." 

We  are  pleased  to  get  such  reports  about  our  agents,  and  think  Mr.  Day  should  see 
what  Mr.  Amundson  has  written. 

A.  E.  Clift, 
General  Manager. 


Car  Efficiency 


The  surest  way  to  reduce  car  shortage  is  to  load  and  unload  promptly,  and  return 
empties  without  delay  to  loading  points. 

The  following  instances  of  prompt  handling  were  largely  contributory  to  the 
phenomenal  average  of  44.21  miles  per  day  on  the  Illinois  Central  Railroad  for  cars 
of  all  classes  in  the  month  of  July: 


Agent  R.  B.  Smith,  Palistine,  111.,  reports  as  follows: 

Cars  I.  C.  87700,  I.  M.  60433  and  M.  P.  29709  gravel  arrived  and  spotted  for  un- 
loading August  27th,  8:00  A.  M.,  all  released  at  4:00  P.  M.,  August  27th.  These  cars 
were  for  the  same  consignee.  Also  cars  Frisco  77213,  I.  C.  90749,  C.  &  A.  40592  and 
I.  C.  93593  were  spotted  for  unloading  at  7:00  A.  M.  All  these  cars  were  for  the 
same  consignee  and  will  all  be  released  by  5:00  P.  M.  same  day.  Car  C.  &  N.  W.  89844 
flour  arrived  and  spotted  at  mill  for  unloading.  About  7  o'clock  same  day  Miesen- 
helder  Bros,  unloaded  this  car  of  flour  and  reloaded  the  same  car  south  way  with  100 
barrels  of  flour  and'  gave  us  billing  for  it  at  3:00  P.  M.  This  car  was  unloaded  and  re- 
loaded in  8  hours.  Also  this  firm  released  a  car  of  coal  in  8  hours  after  it  was  spotted 
for  unloading  and  had  to  truck  all  of  it.  Now  this  is  not  any  record  breaker,  but  do 
think  we  deserve  a  little  credit. 


The  agent  at  Benton  advises: 

I.  C.  91657,  car  of  sand,  for  C.  W.  &  F.  Coal  Co.,  arrived  at  Benton,  at  8:00  A.  M., 
September  1st,  placed  in  mine  for  unloading,  was  unloaded  and  reloaded  with  coal  and 
ready  for  movement  at  6:00  P.  M.,  same  date. 


The  agent  at  Monticello  reports: 

On  September  9th  we  received  car  D.  L.  &  W.  6524  loaded  with  13,000  pounds  of 
cheese  on  No.  291,  which  arrived  at  12  o'clock  noon.     Car  placed  at  12:10  P.  M.,  cheese 


62  ILLINOIS  CENTRAL  MAGAZINE 

unloaded  and  20,000  pounds  of  cheese  loaded   in   car   and    forwarded   on   No.   292    at    4:50 
P.  M.    We  received  haul  both  in  and  out  of  this  station  and  no  delav  to  car. 


The  agent  at  Galena,  111.,  says: 

"C.  &  W.  C.  1724,  Dubuque  to  Galena,  merchandise,  and  Soo  Line  17844  C.  &  N.  W. 
transfer  car  moved  into  Galena  early  morning  of  September  2nd  and  at  8:00  A.  M., 
same  morning,  cars  were  made  empty,  goods  in  stores  ready  for  sale  and  all  patrons 
at  Galena  well  satisfied  with  service.  We  immediately  had  one  of  the  empties  sent  to 
the  Galena  Manufacturing  Co.,  loaded  that  date,  and  was  ready  to  move  to  Chicago  in 
the  afternoon.  The  other  car  was  loaded  at  the  C.  &  N.  WT.  station  with  7,000  pounds 
of  meat  for  Dubuque  and  left  there  on  Train  91  at  noon,  September  2nd,  both  cars 
moved  into  Galena  under  load,  were  made  empty,  reloaded  and  went  forward  within  a 
spread  of  nine  hours." 


Superintendent  Atwill,  of  the  St.  Louis  Division,  reports  as  of  September  7th.  Co- 
operation between  ag'ents,  yardmasters  and  dispatchers,  such  as  is  evidenced  in  this  case 
makes  one  car  do  the  work  of  three.  St.  Louis  Division  officials  and  employes  are  to 
be  congratulated: 

Eight  loads  of  coal  loaded  at  Hallidayboro  today  were  pulled  out  and  forwarded  at 
11:40  A.  M.;  22  loads  at  Duquoin  moved  at  2:20  P.  M.;  14  loads  at  Duquoin  moved  at 
3:20  P.  M.;  14  loads  at  Duquoin  moved  at  4:00  P.  M.;  46  loads  at  Herrin  moved  at  4:30 
P.  M.  Two  engines  standing  at  Eldorado  ready  waiting  for  today's  loading  and  a 
number  of  engines  enroute  to  Benton,  Herrin  and  points  on  the  St.  Louis  Division  .it 
4:00  P.  M.  to  get  the  coal  loaded  today. 


Superintendent  McCabe,  of  the  Minnesota  Division  reports: 

I.  C.  172718  a  grain  box  car  loaded  with  merchandise  at  Dubuque  on  September  13th  to 
break  bulk  at  Julien  and  run  out  at  Farley.  Local  train  took  same  to  Winthrop  where 
it  was  spotted  at  1:15  P.  M.  the  14th,  started  loading  at  1:17  P.  M.,  loaded  and  billed  at 
5:30  P.  M.,  and  moved  with  a  load  of  grain  on  night  local,  same  date. 

Great  credit  for  this  prompt  movement  is  due  to  the  agent  and  local  freight  crew. 


Agent  Kelly,  at  Minonk,  111.,  advises  as  follows: 

Car  N.  Y.  O.  W.  6248  coal  arrived,  train  No.  152,  at  5:00  A.  M.  Sept.  18th.  Was  spotted 
at  9:50  A.  M.,  made  empty  at  11:35  A.  M.,  moved  out  of  town  empty  in  train  No.  195 
at  12:50  P.  M.  In  town  7  hours  and  50  minutes,  unloaded  in  1  hour  and  45  minutes  from 
time  spotted  and  moved  out  in  less  than  2  hours  after  made  empty. 


Winthrop 

"L.  N.  64357  coal  car  loaded  with  coal  from  Benton,  111.,  received  Winthrop  midnight 
train  Sunday  night,  August  15th,  placed  August  16th,  10:45  A.  M.,  car  made  empty  and 
released  5:00  P.  M.,  August  16th  out  on  night  local  same  night." 

Waterloo 

"C.  B.  &  Q.  188644  containing  coal  consigned  to  the  Artificial  Ice  and  Fuel  Co.,  re- 
ceived from  the  C.  G.  W.,  at  4:00  A.  M.,  August  21st,  was  placed  to  consignee's  shed 
at  4:10  A.  M.,  same  date  and  was  made  empty  at  11:00  A.  M.,  same  date.  Empty  was 
taken  out  of  the  consignee's  yard  and  switched  to  our  upper  train  yard  at  12:00  noon 
on  same  date." 

Council  Hill 

"C.  &  E.  I.  39985  empty  box  received  on  train  92  at  2:45  P.  M.,  August  19th,  placed 
for  hay  loading  same  time,  finished  loading  at  4:45  P.  M.,  and  car  picked  up  by  Extra 
1526  west  at  7:30  P.  M.,  same  date;  loading  time  2  hours;  awaiting  movement,  2^4  hours; 
total  time  from  arrival  of  empty  car  to  forwarding  this  load  was  4  hours  and  45  min- 
utes." 


ILLINOIS  CENTRAL  MAGAZINE  63 

Dubuque,  Iowa,  August  25,  1920. 
ALL  AGENTS,  YARDM ASTERS  AND  CONDUCTORS: 

I  am  giving  you  below  a  statement  showing  what  was  accomplished  on  each  Western 
Line  Division,  Saturday  night,  Sunday  and  Sunday  night  in  the  way  of  unloading1  cars: 

Commercial  Company 

Division           Coal  Coal  Lumber  Miscellaneous  Merchandise  Total 

Wisconsin    35                          21                          1                          6                          32  95 

Minnesota    55                         41                          3                        21                            0  120 

Iowa    17                          20                         2                          9                          13  61 

Total    107  .82  6  36  45  276 

You  will  observe  that  the  Minnesota  Division  did  very  well.  Out  of  a  total  of  276 
cars  released  on  Western  Lines  we  released  43  per  cent  of  them  and  out  of  a  total  of 
189  coal  cars  released  we  released  96  or  51  per  cent  which  was  very  good,  indeed. 

I  want  to  congratulate  each  of  you  on  the  manner  in  which  this  was  handled  and  the 
co-operation  we  received  and  assure  you  that  the  efforts  put  forth  to  bring  about  such  a 
good  showing  are  very  much  appreciated  by  the  management.  Continuation  -of  this 
effective  manner  in  handling1  equipment  will  insure  Western  Lines  doing  their  full  part 
in  helping  the  system  to  reach  an  average  of  45  miles  per  car  per  day,  which  is  the 
goal  very  much  desired  by  the  general  manager. 

In  this  connection  I  desire  to  add  that  it  is  the  intention  to  follow  this  practice  every 
week;  that  is,  we  want  to  unload  all  the  cars  we  possibly  can  Saturday  night,  Sunday 
and  Sunday  nig'ht  and  in  addition  to  unloading  the  cars,  we  want  to  get  the  empties 
switched  out  and  moved  promptly  at  any  rate  before  Monday  morning.  It  is  also  de- 
sired that  you  institute  an  active  campaign  to  get  consignees  in  the  habit  of  unloading 
cars  nights  throughout  the  week.  A  lot  of  them  are  in  a -position  to  do  this  and  I  am 
sure  will  be  glad  to  co-operate  with  you  if  you  merely  explain  the  situation  to  them 
and  make  our  wishes  known.  We  are  extremely  short  of  all  classes  of  equipment,  par- 
ticularly coal  and  box  cars  and  there  is  nothing  of  more  importance  right  now  than 
increasing  the  efficiency  of  our  cars. 

Agents  will  please  arrange  to  wire  me  not  later  than  9:00  A.  M.,  each  Monday  morn- 
ing as  they  have  in  the  past  two  or  three  weeks  the  number  of  cars  released  at  their 
station  Saturday  night,  Sunday  and  Sunday  night,  showing1  commercial  coke,  company 
coal,  lumber,  merchandise  and  miscellaneous.  I  sincerely  hope  that  we  will  be  able 
to  do  as  good  or  better  in  releasing  equipment  as  we  did  last  week. 

L.  E.  McCabe,  Supt. 


Carbondale,  July  10,  1920. 
Mr.  Atwill: 

The  following  cars  were  received  at  Herrin  at  12:30  P.  M.,  yesterday: 

Pa 294234  I.    C 119685 

C.  M.  &  St.  P 36433  M.   S.  T.  L 21731 

C.  B.  &  Q 175813  C.  &  0 28429 

I.  C 1 122237  B.  &  L.  E 12906 

B.  &  0 58424  B.  M 90707 

I.  C 124199  C.  T.  H.  &  S.  E 11649 

I.  C 85929  I.  C 111318 

S.  B 3333  L.  &  N 68903 

T.  C 200486  I.  C 118471 

T.  C 330405  C.  T.  H.  &  S.  E 11025 

I.  C 87646  N.  Y.  C 349563 

I.  C 110522 

We  got  these  cars  in  the  mines  and  loaded.  The  first  seventeen  left  Herrin  at  2  A.  ,M., 
this  morning  on  extra  1532.  The  remaining  six  left  Herrin  at  5  P.  M.,  last  night  on 
train  596. 

E.  D.  Holcomb, 
Train  Master. 


Carbondale,  July  10,  1920. 
Mr.  Atwill: 

We  received  three  merchandise  cars  on  655  at  Benton  at  six  A.  M.,  July  7.   They  were 


64 


ILLINOIS  CENTRAL  MAGAZINE 


unloaded  and  sent  out  empty  on  train  694,  about  noon  the  same  day.    We  are  doing 
this  whenever  we  can.  E.  D.  Holcomb, 

Train  Master. 


Benton,  111.,  July  8,  1920. 
Mr.  E.  D.  Holcomb,  T.  M., 
Carbondale,  111. 

Confirming  telephone:  Three  cars,  U.  R.  T.,  3081;  Pa.,  51130,  and  N.  C.  &  St.  L., 
14292,  merchandise  received  at  Benton  on  train  655,  released  and  forwarded  on  train 
694  same  day,  July  7th.  Yours  truly,  W.  T.  Wright, 

Agent. 


Others  Follow 


The  following  article  concerning  the 
Illinois  Central  was  published  on  the  first 
page  of  the  September  8  issue  of  the 
bulletin  of  the  American  Petroleum  In- 
stitute, New  York,  under'  the  title  of 
"A  Railroad  Commended": 

An  average  of  83  miles  per  day  on  all 
tank  cars  was  made  on  the  Illinois  Cen- 
tral Railroad  in  the  month  of  July.  The 
average  mileage  for  cars  of  all  classes 
was  44.21  miles. 

We    congratulate   the   Illinois    Central 


and  its  patrons.  This  season,  owing  to 
the  prevailing  shortage  of  petroleum  and 
its  products,  the  prompt  movement  of 
tank  cars  means  more  than  ever  before, 
and  it  is  our  pleasure  to  bring  to  the  at- 
tention of  the  industry  the  service  per- 
formed by  the  Illinois  Central. 

N.  B.  (for  railroads).— The  Bulletin 
will  never  carry  any  paid  advertising,  but 
if  there  are  any  railroads  which  would 
like  a  little  free  advertising  they  will 
doubtless  get  it  if  they  do  as  well  as  the 
Illinois  Central. 


Fuel  Conservation 


By  J.  W.  Dodge,  Transportation  Inspector 


Ages  ago  when  this  earth  was  being 
formed  Dame  Nature  laid  awake  eons  of 
time  to  create  the  coal  that  now  furnishes 
us  with  light,  heat  and  the  energy  that  pro- 
pels the  wheels  of  manufacture  and  trans- 
portation. How  essential  coal  is  to  our 
commercial  life  and  to  the  progress  and 
prosperity  of  this  nation,  few  have  given 
just  consideration. 

With  a  view  to  bringing  this  to,  the  at- 
tention of  the  family  of  some  50,000  that 
we  belong  to  on  the  Illinois  Central  Sys- 
tem and  soliciting  their  assistance  and  co- 
operation in  the  conservation  of  one  of 
the  most  important  resources  with  which 
our  nation  is  blessed,  these  lines  are  con- 
tributed. 

While  coal  is  referred  to  in  ancient  his- 
tory and  is  known  to  have  been  used  in 
a  limited  way  for  a  great  many  years,  its 
general  use  for  mechanical,  transportation 
and  domestic  purposes,  dates  only  from  the 
last  century. 

Since  the  application  of  steam  by  Watt 
and  Stephenson  as  a  propelling  power  the 
use  of  coal  has  increased  with  wonderiul 
rapidity  as  evidenced  by  the  following  ex- 
tract from  the  Bureau  of  Mines  reports 
showing  the  total  production  of  coal  in  the 
United  States  and  territories,  during  the  fol- 
lowing years. 

Year.  Tons. 

1805    20 

1807   to    1820   incl 15,000 

1830   320,000 

1840    2,070,039 

1850    7,018,181 

1860    . 14,610,042 

1870    33,035,580 

1880    t.      71,481,570 

1890    157,770,963 

1900    269,684,027 

1910    501,596,378 

1916    590,098,175 

1917    651,402,374 

1918    665,300,000 

1919  Estimated 650,000,000 

Of  the  total  annual  production  approxi- 
mately 


45  per  cent  is  used  by  manufacturing    indus- 
tries 

27  per  cent  is  used  by  railroads 
16  per  cent  is  used  for  domestic   purposes 
6  per  cent  is  used  by  electric  utilities 
4  per  cent  is  exported 
2  per  cent  is  used  in    mining   operation 

The  record  of  production  and  consump- 
tion during  the  past  decade  indicates  that 
our  Nation's  demand  is  increasing  at  the 
rate  of  about  ten  million  tons  per  year, 
unless  this  is  met  by  increased  production 
or  by  conservation  and  the  obtaining  of 
higher  efficiency  from  that  consumed  the 
wheels  of  progress  will  stop. 

During  the  last  fiscal  year  production 
decreased  as  compared  with  the  preceding 
year,  15  million  tons.  It  is  estimated  that 
there  is  wasted  in  this  Nation  one  hundred 
million  tons  of  coal  per  year. 

This  enormous  waste  in  so  far  as  per- 
tains to  industrial  power  and  heating  plants, 
is  largely  due  to  smoke  stack  losses,  caused 
by  improper  drafting,  defects  in  boiler  set- 
ting and  to  over  firing. 

In  railroad  operation  the  second  largest 
item  of  expense  is  for  fuel — the  major  por- 
tion of  which  is  consumed  by  locomotives 
and  there  we  find  losses  due  to  various 
causes,  among  which  are  defects  in  con- 
struction, such  as  insufficient  openings  to 
admit  the  required  amount  of  air  to. ob- 
tain proper  combustion.  Smoke  stack  or 
petticoat  pipe  out  of  line,  with  the  exhaust 
nozzle,  steam  and  air  leaks. 

In  preparing  locomotives  for  service  hon- 
est intelligent  work  and  careful  supervision 
is  necessary  to  save  coal.  Failure  to  clean 
the  flues  or  wash  the  boiler  when  con- 
ditions demand  it,  to  set  valves  when  lo- 
comotive is  lame,  renew  or  repair  defec- 
tive brick  arches  or  the  many  items  under 
the  caption  "running  repairs" — means  fuel 
loss. 

With  the  standard  locomotive  costing 
over  $80,000.00,  and  it  employed  less  than 
40  per  cent  of  the  time  in  train  movement 
the  necessity  for  close  co-operation  and 
careful  supervision  is  apparent.  The  loss 


05 


66 


ILLINOIS  CENTRAL  MAGAZINE 


of  many  engine  hours  as  well  as  the  time 
of  crews  can  be  avoided  and  fuel  as  well 
as  terminal  delays  and  overtime  saved  by 
frequent  frank  and  free  conference  and 
exchange  of  information  between  depart- 
ment heads  at  terminals  and  on  districts, 
divisions  and  connecting  lines.  For  in- 
stance the  road  master  orders  a  work 
train  at  7  a.  m.  without  conferring  with 
the  chief  dispatcher,  or  if  taken  up  with 
him,  the  dispatcher  fails  to  inform  him 
that  important  extra  trains  then  on  the 
road  will  be  due  out  of  the  terminal  at 
7  and  7:30  a.  m.,  the  result  is  the  work 
train  makes  one  hour  overtime  costing 
$11.00,  the  foreman  and  his  gang  of  15 
men  lose  one  hour  costing  $7.50.  Total 
loss,  $18.50. 

In  this  connection  the  importance  of 
properly  making  up  trains  in  terminal  yards 
should  be  carefully  watched  by  yard  mas- 
ters and  train  masters  to  avoid  unneces- 
sary switching  and  delay  ori  the  road  as 
well  as  overtime  expense  and  fuel  waste. 

Between  divisions  and  also  connecting 
lines  friendly  co-operation  and  advance 
notice  of  business  enroute  with  close  fig- 
ures on  hour  of  delivery  is  essential  in  ob- 
taining economical  operation  and  satisfied 
patrons. 

After  the  locomotive  has  been  properly 
prepared  and  taken  charge  of  by  the "crew 
the  responsibility  for  economical  fuel  per- 
formance rests  under  normal  conditions, 
with  the  engineer  as  the  responsible  head 
and  in  charge,  having  years  of  practical 
experience,  he  should  instruct  the  inexperi- 
enced man  or  any  fireman  with  him  who 
shows  a  lack  of  understanding;  he  should 
see  that  there  is  no  waste  of  coal  or  water 
by  over  running  the  tender,  work  the  en- 
gine economically  and  inject  water  into 
the  boiler  no  faster  than  it  is  being  evapo- 
rated. The  fireman  should  learn  the  prin- 
~;^les  of  combustion,  inspect  his  fire  from 
time  to  time,  keeping  it  as  light  and  level 
as  is  consistent  with  the  work  the  engine 
is  to  perform. 

Heavy  firing  reduces  the  temperature   in 


the  fire  box  below  the  igniting  point  of  the 
gases,  causes  black  smoke  and  the  loss  of 
35  per  cent  of  the  heat  value  of  the  coal. 

Regulate  the  fire  so  as  to  keep  the  steam 
pressure  as  even  as  possible,  avoid  waste 
of  steam  through  the  pop  valve,  remember- 
ing that  every  time  the  main  pop  is  open 
one  second  one-third  of  a  pound  of  coal  and 
one  quart  of  water  is  wasted,  or  a  loss  in  one 
minute  of  20  pounds  of  coal  and  15  gallons 
of  water  costing  five  cents. 

If  the  Nation's  waste  of  100  million  tons 
per  year  was  saved,  there  would  be  no  coal 
shortage  and  we  would  all  benefit  through 
reduced  cost  of  producing  the  necessities  of 
life. 

With  the  conditions  serious  as  they  are 
fuel  conservation  is  a  personal  as  well  as  a 
national  issue.  We  in  the  railroad  business 
cannot  move  trains  without  fuel.  Without 
train  movement  there  is  no  need  for  our 
services  or  the  thousands  engaged  in  other 
lines  of  industry  just  as  dependent  as  we 
are  upon  coal  to  earn  our  daily  bread. 

Let  each  one  of  us  therefore  resolve  to 
do  our  part.  Each  one  of  us  can  help 
and  though  our  personal  part  may  be  small, 
in  the  aggregate  it  amounts  to  a  vast  quan- 
tity: for*  instance  the  saving  of  only  one 
pound  by  each  individual  in  the  nation 
would  mean  the  saving  of  55  thousand  tons. 

By  saving  one  pound  of  bolts,  spikes  or 
other  usable  metal  not  only  the  value  of 
the  metal  but  also  of  2l/2  pounds  of  coal 
that  was  burned  to  produce  it  is  saved. 

The  saving  of  one  scoop  full  out  of  each 
ton  this  nation  produces  means  the  saving 
of  nearly  5  million  tons. 

The  saving  of  one  scoop  full  out  of 
each  ton  consumed  on  the  locomotives  of 
this  road  in  the  month  of  May  would  have 
amounted  to  2,793  tons,  on  this  basis  the 
saving  in  one  year  would  be  32,516  tons 
worth  over  $100,000.00. 

Help  save  coal  by  doing  the  work  as- 
signed the  best  you  know  how,  by  giving 
an  honest  dav's  work  for  an  honest  day's 
pay.  Economy  should  be  the  watchword — 
it  means  progress,  peace  and  prosperity. 


Timely    Advice    from    Terminal   Traveling    Engineer 

B.  J.  Feeny  to  Engineers  and  Firemen 

Relative  to  Saving  Coal 


Memphis,  August  2,  1920. 
The  vital  importance  of  saving  fuel  is 
very  necessary  because  of  the  extremely 
high  prices  and  shortage  of  same.  Loco- 
motive coal  is  higher  today  than  it  was  ever 
known  in  the  history  of  the  railroad.  The 
daily  papers  are  already  warning  the  public 


of  the  extreme  shortage.     Some  states  are 
advocating  a  reduction  in   train   service. 

While  the  engineers  and  firemen  of  the 
Memphis  Terminal  have  made  a  splendid 
record  for  fuel  conservation,  there  is  still 
a  great  deal  that  can  be  done.  The  man 
who  fails  to  save  coal  places  himself  in  a 


ILLINOIS  CENTRAL  MAGAZINE 


67 


position  which  may  bring  censure  upon 
himself  and  others,  and  seriously  injure  his 
reputation  as  an  engineer.  We  have  a  great 
many  recently  promoted  engineers  and  it 
has  been  necessary  to  employ  a  great  many 
firemen.  Help  these  new  firemen  by  giving 
them  the  benefit  of  your  experience.  No 
one  is  better  fitted  to  properly  instruct  a 
fireman  than  the  engineer,  as  he  has  learned 
by  experience  the  manner  in  which  these 
duties  should  be  performed. 

The  waste  of  coal  that  is  plainly  seen,  and 
which  an  improvement  can  be  made  upon, 
is  the  elimination  of  black  smoke.  A  cam- 
paign on  this  subject  has  already  been  car- 
ried on  in  Memphis  Terminal,  and  has  dem- 
onstrated what  can  be  done  along  this  line. 
The  popping  off  of  engines  is  extremely 
wasteful.  Each  time  a  locomotive  pop- 
valve  is  unseated  5  minutes  there  is  a  direct 
loss  of  75  pounds  of  coal.  Carrying  water 
too  high  in  super-heater  engines  materially 
affects  the  efficiency  of  the  engine.  In  the 
operation  of  super-heater  engines  the  water 
should  be  carried  as  low  as  the  service  con- 
ditions will  permit.  To  obtain  the  best 
results  from  super-heater  eneines  carry 
the  water  at  the  minimum  height  demanded 
by  the  conditions — half  a  glass  is  better 
than  a  full  glass,  and  less  than  half  a  glass 
is  still  better  if  the  conditions  will  per- 
mit. More  attention  should  be  given  to  the 
handling  of  the  reverse  lever.  Endeavor 
to  work  your  engine  at  the  shortest  prac- 
ticable cut-off  at  all  times,  so  as  to  obtain 
full  benefit  of  the  expansive  force  of  the 
steam. 

Every  engineer  in  the  Memphis  Terminal 
is  thoroughly  familiar  with  the  proper  fir- 
ing of  locomotives.  If  your  fireman  does 
not  employ  the  best  practice  instruct  him 
yourself  in  the  methods  of  good  firing  and 
great  results  will  be  noted.  Firemen  should 
count  the  number  of  scoops  of  coal  used 
per  hour  so  they  can  make  some  compari- 
son and  see  what  improvement  they  are 
making. 

If  every  engineer  will  realize  his  personal 
responsibility  to  do  his  utmost  under  ex- 
isting conditions,  and  if  he  will  in  his  daily 
work  steadily  apply  the  good  practices 
with  which  he  is  familiar,  avoiding  the  poor 
practices  and  encouraging  the  others  to  do 
likewise,  enormous  conservation  of  fuel  will 
result,  and  Memphis  Terminal  will  stand 
as  the  best  operated  Terminal  engines  on 
the  Illinois  Central  railroad. 


Memphis,  August  4,  1920. 
The  vital  importance  of  saving  coal  is 
necessary  because  of  the  extremely  high 
prices  and  shortage  of  same.  Locomotive 
coal  is  higher  today  than  it  was  ever  known 
in  the  history  of  the  railroad.  The  daily 


papers  are  already  warning  the  public  of 
the  extreme  shortage.  Some  states  are  ad- 
vocating a  reduction  in  train  service. 

While  the  engineers  and  firemen  of  the 
Memphis  Terminal  have  made  a  splendid 
record  for  fuel  conservation,  there  is  still 
a  great  deal  that  can  be  done.  The  man 
who  fails  to  save  coal  places  himself  in  a 
position  which  may  bring  censure  upon 
himself  and  others,  and  seriously  injure 
his  reputation  as  a  successful  fireman  and 
future  engineer. 

The  majority  of  the  firemen  in  the  Mem- 
phis Terminal  have  had  less  than  one  year's 
experience.  _  A  man  accepting  the  position 
of  locomotive  fireman  is  also  serving  his 
apprenticeship  for  a  locomotive  engineer. 
This  apprenticeship  usually  requires  1,000 
days  before  being  promoted  to  locomo- 
tive engineer.  Make  it  a  practice  to  learn 
something  about  firing  and  the  operation 
of  the  locomotive  each  day.  It  depends 
upon  you,  and  the  amount  of  time  given  to 
the  study  of  your  work,  as  to  how  skillful 
a  fireman  or  an  engineer  you  will  make. 
You  must  show 'a  desire  for  knowledge  for 
the  engineer  to  interest  himself  in  you.  Con- 
sult freely  with  your  engineer,  as  he  is  re- 
sponsible for  the  performance  of  the  loco- 
motive. So  is  the  fireman  responsible  to 
the  engineer  for  the  manner  in  whigh  he 
performs  his  duty.  The  engineer  has  learned 
by  experience  the  manner  in  which  these 
duties  should  be  performed. 

The  waste  of  coal  that  is  plainly  seen, 
and  upon  which  an  improvement  can  be 
made,  is  the  elimination  of  black  smoke. 
The  production  of  smoke  is  a  waste  of  fue1. 
Smoke  once  made  cannot  be  consumed 
The  gases  that  make  smoke  must  be  ignited 
as  fast  as  distilled  from  the  coal.  Thej 
will  then  produce  heat.  Heavy  firing  makes, 
smoke.  Three  scoops  of  coal  to  the  fire 
will  produce  better  results  than  four,  and 
two  scoops  are  still  better  than  three.  It 
has  been  demonstrated  that  with  the  ordi- 
nary safety  valve,  each  time  a  locomotive 
is  allowed  to  pop  off  5  minutes,  there  is  a 
direct  loss  of  75  pounds  of  coal  (5  scoops). 
In  addition  to  this  it  is  a  very  unpleasant 
noise  to  everyone,  especially  around  depots 
and  offices  where  business  is  done  by  tele- 
phone. More  care  should  be  taken  in  shak- 
ing the  grates.  Shaking  the  grates  has  a 
tendency  to  spoil  the  fire.  Live  fire  in  the 
ash  pan  not  only  wastes  fuel  but  damaees 
the  pan.  If  the  coal  ^s  properly  burned  it 
will  not  be  necessary  to  shake  the  grates. 
Firemen  should  keep  track  of  the  number 
of  scoops  of  coal  fired  per  hour,  also  num- 
ber of  times  pop-valve  is  unseated  per  hour. 
This  record  can  be  kept  on  the  coal  gates. 
You  will  then  have  a  comparison  to  guide 
you  in  your  improvement.  If  the  above 
information  is  applied  it  will  reduce  your 


68 


ILLINOIS  CENTRAL  MAGAZINE 


labor  and  give  to  you  an  added  comfort. 
Any  opinions  you  may  have  that  will  help 
to  save  coal  will  be  gladly  received  and 
have  full  consideration. 

If  every  fireman  will  realize  his  personal 
responsibility  to  do  his  utmost  under  ex- 
isting conditions,  and  if  he  will  in  his  daily 


work  steadily  apply  the  good  practices  with 
which  he  is  familiar,  avoiding  the  poor 
practices,  and  encouraging  the  others  to  do 
likewise,  an  enormous  saving  in  fuel  will 
result  and  Memphis  Terminal  will  stand 
as  the  best  operated  Terminal  engines  on 
the  Illinois  Central  railroad. 


Do  you  "Belong?' 


The  following  "family  tree"  of  the 
Success  family  has  been  compiled  by  the 
Harry  L.  Hussmann  Refngerator  & 
Supply  Company  of  St.  Louis,  Mo. : 

"The  father  of  Success  is  Work. 

"The  mother  of  Success  is  Ambition. 

"The  oldest  son  is  Common  Sense. 

"Some  of  the  other  boys  are  Perse- 
verance, Honesty,  Thoroughness,  Fore- 


sight, Enthusiasm  and  Co-operation, 
says  the  Rotator. 

"The  oldest  daughter  is  Character. 

"Some  of  her  sisters  are  Cheerful- 
ness, Loyalty,  Courtesy,  Care,  Economy, 
Sincerity  and  Harmony.  The  baby  is 
Opportunity. 

"Get  acquainted  with  the  'old  man'  and 
you  will  be  able  to  get  along  pretty  well 
with  the  rest  of  the  family." 


How  to  lave/ 


g«fl"f  •^k.-JI^.^M'    ff  l'-^^'       ^Jft^/l-A-  T    ^^X  £3£g 

It  is  not  trie  Science  or  curing  Disease  so  much  as  trie  prevention  01  it 

tfiat  produces  tne  greatest  good  io  Humanity:  One  of  trie  most  important 

duties  of  a  Health  Department  should  be  tne  educational  service 

*     *     A     4  teaching  people  now  io  live   *     *     *     * 


Recreation — What  Is  It? 


Two  definitions  are  given — which  one  is 
right? 

One  defines  it  as  "refreshment  after  toil" 
— '"amusement." 

The  other  says  it  is  "making  over  again" 
or  a  "new  creation." 

And  your  choice  of  the  one  or  the  other 
depends  entirely  on  the  way  you  pronounce 
the  word — either  bunching  it  together  and 
using  short  "e"  (recreation)  or  spreading 
it  out  and  using  long  "e"  (re-creation.)  The 
referee's  decision  is  that  both  are  right,  for 
if  one's  efforts  at  "refreshment  after  toil" 
result  in  the  "making  over"  if  the  tired 
system,  then  the  ideal  results  of  recreation 
are  attained. 

But  how  many  of  us  know  how  to  attain 
this  much-to-be-desired  result?  Ah,  there's 
the  rub,  for  very  few  people  actually  know 
how  to  recreate.  The  American  method  is 
to  indulge  in  some  variety  of  "search  for 
amusement,"  which  usually  has  the  un- 
happy effect  of  leaving  the  individual  more 
fatigued  than  he  was  before  "resting,"  hence 
the  American  method  of  "resting  up"  after 
a  vacation. 

The  plain  unvarnished  truth  of  the  mat- 
ter is  that  there  are  two  factors  which  enter 
into  the  recreation  problem,  one  of  which 
is  usually  neglected — in  other  words,  there 
is  what  we  want  to  do  and  what  we  should 
do  to  properly1  rest  the  tired  mind  or  body. 

We  usually  do  what  we  want  to  do  and 
push  to  one  side  what  we  should  do  and 
the  result  is  we  come  out  more  tired  than 
we  were  when  the  work  was  stopped. 

Now  let  us  consider  this  important  mat- 
ter carefully  and  see  what  is  really  the  best 
method  of  actually  "resting." 

First,  we  will  take  the  m^n  who  toils 
with  his  body  and  muscular  system,  and 
whose  whole  aim  when  he  finishes  a  day's 
work  is  to  so  rest  that  he  will  be  fitted  to 
do  that  same  work  over  again  the  next  day. 
All  right,  no  one  can  dispute  that  what 
that  man  needs  is  rest  for  the  tired  muscles, 
either  in  the  recumbent  position  and  usual- 


ly followed  by  sleep,  or  at  least  seated 
and  with  complete  relaxation  for  those 
muscles  which  all  day  long  have  performed 
certain  movements  involving  a  greater  or 
less  expenditure  of  strength.  Another  factor 
enters  into  the  labor  of  this  individual  and 
that  is  the  condition  of  mind  during  the 
hours  of  work. 

.  Is  he  satisfied  that  he  is  doing  the  work 
properly  and  satisfactorily?  Is  his  mind 
at  rest  as  to  the  quality  of  the  labor  per- 
formed? In  other  words,  the  other  factor 
'is  the  mental  responsibility  carried  during 
the  performance  of  the  task.  Many  a  man 
has  worried  and  sweat  over  the  first  day's 
•work  or  over  the  performance  of  a  task 
involving  considerable  responsibility  as  to 
the  result  when,  with  the  repetition  of  the 
sam,e  task  for  several  days  he  would  be- 
come so  accustomed  to  the  labor  that  the 
end  of  the  day's  work  would  find  him  ac- 
tually looking  forward  to  an  evening  of 
hard  toil  over  some  patent  which  he  might 
be  working  on  during  his  evenings. 

So  we  find  that  the  mental  attitude  has 
its  due  influence  on  the  amount  of  fatigue 
produced  by  the  performance  of  any  given 
task.  What,  then,  should  be  the  form  of 
recreation  best  suited  for  the  man  who 
uses  his  muscles  all  day  long — the  answer 
comes  like  a  flash — mental  occupation/This 
mental  occupation  may  be  the  reading  of 
some  book  which  details  advanced  work 
of  a  nature  akin  to  that  work  performed 
by  the  individual,  as,  for  instance,  the  actual 
workings  of  the  certain  part  of  machinery 
over  which  the  mechanic  has  labored  all 
day  and  of  whose  actual  performance  he 
is  entirely  ignorant.  This  will  lead  even- 
tually to  more  advanced  views  on  the  part 
of  the  mechanic — he  will  vision  the  part 
over  which  he  is  working  as  being  in  actual 
operation  and  from  his  reading  will  know 
just  which  bearing  surface  receives  the 
greatest  amount  of  strain  and  will  labor 
to  bring  that .  portion  to  its  greatest  per- 
fection. 


69 


70 


ILLINOIS  CENTRAL  MAGAZINE 


Therefore  the  ideal  recreation  for  the 
man  who  works  with  his  muscles  is  mental 
recreation,  stimulation  for  the  mind  along 
the  channels  of  the  work  performed  by  the 
muscles  during  the  day  coupled  with  rest 
for  the  tired  body.  This  will  prepare  the 
entire  system  for  the  needed  sleep,  during 
which  the  fatigue  poisons  generated  by  the 
muscles  as  a  result  of  the  labor  performed 
are  dissipated  and  the  entire  muscular  sys- 
tem is  reinvigorated  and  refreshed. 

Now  as  to  the  mental  laborer  and  by  this 
term  is  meant  the  m.an  the  majority  of 
whose  work  is  purely  mental  and  who  be- 
comes just  as  fatigued  as  his  fellow  who 
labors  with  his  muscles  all  day  long — his 
plight  is  just  as  much  in  need  of  treatment 
and  perhaps  more  so,  for  the  mental  worker 
is  usually  the  man  who  lays  out  the  work 
for  the  muscular  worker  and  his  brain 
must  be  constantly  at  its  best  in  order 
that  no  mistakes  be  made  and  no  time 
lost. 

During  the  time  of  his  labors  each  indi- 
vidual brain  cell  is  drawing  to  itself  a  cer- 
tain amount  of  nourishment  in  the  form 


of  blood;  this  results,  after  several  hours 
work,  in  a  brain  which  is  using  nourish- 
ment from  other  parts  of  the  body,  which, 
in  turn,  are  not  receiving  their  proper 
share,  the  brain  meanwhile  working  at  top 
speed  and  getting  more  and  more  congested 
with  blood — what  shall  this  worker  do  to 
gain  his  recreation? 

Again  the  answer  comes  without  ef- 
fort— exercise  the  muscular  system  and  by 
so  doing,  draw  blood  from  the  brain  and 
into  the  muscles,  thus  giving  them  their 
needed  share  of  nourishment  and  the  brain 
its  needed  rest. 

Walking  is  the  simplest  form  of  exer- 
cise for  the  majority  of  people  to  take  and 
is  excellent — when  the  walking  can  be  com- 
bined with  some  pleasant  form  of  mental 
stimulation,  such  as  golf  or  tennis,  the  rec- 
reation is  ideal. 

This  subject  is  one  capable  of  extended 
discussion  but  the  brief  outline  given  above 
will  be  sufficient  to  indicate  the  manner  of 
recreating  which  should  be  indulged  in 
by  the  two  great  divisions  of  workers. 


A  new  use   for  the   X-ray   has  been  in  the  United  States  has  increased  from 

found.     It  is  used  in  inspecting  lumber  1,700,000  in  1914  to  7,645,000  in  1919. 

and  reveals  hidden  knots,  resin  pockets,  It  is  estimated  that  there  will  be  over 

cracks  and  wormholes.     Sometimes  nails  eleven  million  in  use  by  the  end  of  1920. 


are  found  deeply  imbedded  in  logs. 


The  number  of  registered  automobiles     million  a  year. 


The  Ford  plant  alone  turns  out  over  a 


KOLL  OP  HONOR 


Name 

James  H.  Williams 
Thomas  J.  Joyce 
Joe  Davis   (Col.) 
Wiley  Hill  (Col.) 
Louis   G.   Ernst 
Thomas  White 
John  Cavanaugh 


Name 

John  Davis 

William  Sellin 

George  Jordan  (col.) 

J.  R.  Lilly 

Peter  R.  Pederson 

Albert  Strong 


Occupation  Yrs.  of 

Service 

Conductor,  Water  Valley,  Miss.  19 

Engineman,  New  Orleans  21 

Section  Laborer,  Winona,  Miss.  31 

Brakeman,  Water  Valley,  Miss.  43 

Foreman  Car  Inspector,  New  Orleans  33 

Section  Laborer,  Owensboro,  Ky.  17 

Section  Laborer,  Freeport,  111.  21 


Occupation 

Section  Foreman 
Section  Foreman 
Machinist   Helper 
Engineman 
Pattern  Maker 
Conductor 


Where  Years  of 

Employed          Service 
Lotus,  111.  39 

Chicago,    111.  30 

Jackson,  Tenn.  30 
Louisiana  Division  34 
Burnside  Shops  23 
Iowa  Division  29 


Date  of  Re- 
tirement 
3/31/1920 
9/30/1919 
11/30/1919 
3/31/1920 
4/30/1920 
7/31/1920 
6/30/1920 

Date  of 
Retirement 

7/31/20 
1/31/20 
6/30/20 
4/30/20 
4/30/20 
8/31/20 


Obituary 


The  following  deaths  of  pensioners  were  reported  at  the  meeting1  of  the  Board  of 
Pensions  held  July  30,  1920: 


N^ame 
Anderson    Patterson 

(Col.) 

James  R.  Langham 
Theodore   Daniels 

John  Parker 


Last  Employment 

Fireman,  Louisiana  Division 
Conductor,  Wisconsin  Division 
Toolroom  Man,  Wisconsin  Division 

(Y.  &  M.  V.) 
Telegraph  Operator,  N.  O.   Division 


Date 
of  Death 
5/  5/1920 
6/30/1920 
7/11/1920 

7/3/1920 


Term  as 

Pensioner 

9  years 

11  years 

4  years 

2  years 


The  following  deaths  of  Pensioners  were  reported  at  the  meeting  of  Pensions  held 
August  21,  1920. 

Last  Employment 
Carpenter,  Mississippi  Division 
Supervisor,    Springfield    Division 
Conductor,  St.  Louis  Division 
Crossing  Watchman,  Minnesota  Division 
Engineman,  St.  Louis  Division 
Agent,  Iowa  Division 


Name 

John   C.   Chapman 
Daniel  Leo 
John  H.  Pinkham 
George  Hancock 
L.  G.  Freidenstein 
David  H.  French 
Y.   &  M.  V 


Date  of 

Term  as 

Death 

Pensioner 

8/1/20 

7  years 

7/15/20 

6  years 

8/3/20 

3  years 

6/28/20- 

17  years 

8/3/20 

2  years 

8/i9/ao 

16  years 

John  Parker  Telegraph  Operator,  New  Orleans  Division  7/3/20 

Minimum  Pension  Increased 


2  years 


Under  recent  amendment  to  the  pen- 
sion rules  the  minimum  pension  allow- 
ance is  increased  from  $20.00  to  $25.00 
per  month  to  any  employe  retired  un- 


der the  rules.  This  to  apply  to  pen- 
sioners now  on  the  rolls,  as  well  as 
those  hereafter  retired. 


71 


72 


ILLINOIS    CENTRAL    MAGAZINE 


PATRICK  J.  PRINTY 

HENRY  ETCHIED. 

Mr.  Henry  Etchied  was  born  March  2, 
1849  in  Germany.  He  started  work  for 
,  this  company  in  May,  1887,  and  worked  as 
a  truck  hand  at  the  27th  St.  Shops.  In 
January,  1896,  he  was  transferred  to  Burn- 
side  Shops,  and  worked  as  a  car  oiler  un- 
til Sept.  30,  1919. 

Mr.  Etchied  was  retired  on  a  pension  on 
October  1,  1919,  at  the  age  of  70  years,  after 
32  years  of  faithful  and  efficient  service. 


W.  W.  SAMPSELL 

Mr.  W.  W.  Sampsell  started  a  career  as 
fireman  on  the  B.  &  O.  R.  R.  in  the  fall  of 
1882.  He.  fired  a  camel-back  engine  for  a 
period  of  one  year,  running  between  South 
Chicago  and  Garret,  Indiana,  a  distance  of 
one  hundred  and  thirty-seven  miles.  Also 
fired  passenger  on  this  road  till  the  fall  of 
1884,  when  he  resigned  to  take  a  position 
as  fireman  on  the  Illinois  Central  R.  R.,  fir- 
ing freight  between  Chicago  and  Champaign 
for  a  period  of  two  years.  Promoted  to 
passenger  firing  and  served  ten  months.  In 
the  fall  of  1887  examined  and  passed  as  a 
locomotive  engineer.  Pulled  freight  for  three 
months  between  Chicago  and  Champaign  and 
was  transferred  to  Iowa.  Ran  between  Du- 
buque  and  Waterloo  for  a  short  time.  In 
the  spring  of  1888  was  sent  to  Water  Valley, 
Miss.,  and  for  two  months  served  between 
Water  Valley  and  Jackson.  Returned  to 
Chicago  and  resumed  freight  work  out  of 


Chicago.  Freight  experience  amounts  to  16 
years.  Later  pulled  passenger  out  of  Chicago 
to  Champaign,  passenger  service  also  amounts 
to  16  years. 

In  the  fall  of  1919  was  retired  at  the  age 
of  sixty,  owing  to  ill  health,  and  now  en- 
joying pension  benefits  from  both  the  rail- 
road and  brotherhood. 


PHILIP  A.   DULIN 

Mr.  Dulin  was  born  August  6,  1853,  near 
Grenada,  Miss.  Entered  the  service  of  the 
Chicago,  St.  Louis  &  New  Orleans  Railroad 
Company  (now  the  Illinois  Central)  as  agent 
at  Medina,  Tenn.,  October  15,  1874,  at  the 
age  of  twenty-one,  and  was  successively  pro- 
moted to  the  following  agencies :  Clinton, 
Ky.,  April  1,  1877;  Winona,  Miss.,  April  1, 
1884;  Aberdeen,  Miss.,  January  1,  1893,  where 
he  remained  until  retired  August  31,  1919. 

Mr.  Dulin  was  continuously  station  agent 
for  forty-five  y^ars,  and  was  offered  other 
promotions,  but  having  a  very  large  family 
preferred  not  to  change.  He  has  the  satis- 
faction of  having  been  officially  informed  on 
retirement  that  his  services  had  been  100  per 
cent. 

The  last  year  of  his  service  was  as  agent 
for  the  Illinois  Central,  Mobile  &  Ohio,  and 
St.  Louis  &  San  Francisco  Railroads  under 
government  control. 

The  Illinois  Central  has  no  truer,  more 
faithful,  or  more  loyal  employe  in  its  service 
than  Mr.  P.  A.  Dulin. 


W.  W.  SAMPSELL 


ILLINOIS  CENTRAL  MAGAZINE 


HENRY  ETCHIED 

P.  M.  GLADSON 

Mr.  Phineas  M.  Gladson  was  employed  by 
the  Illinois  Central  Railroad  Company  as  a 
section  laborer  at  DuQuoin  in  April,  1888,  and 
worked  as  a  section  laborer  and  extra  section 
foreman  up  until  1892,  at  which  time  he  was 
transferred  to  position  as  engine  dispatcher 
helper  at  DuQuoin,  111.  He  continued  in  this 
capacity  until  1895,  when  he  was  transferred 
to  position  as  switch  lamp  tender  at  DuQuoin, 
111. 

In  1903  he  was  transferred  from  DuQuoin 
to  Eldorado,  111.,  as  engine  watchman,  con- 
tinuing in  this  capacity  at  that  point  until 
May  31,  1920,  at  which  time  he  was  retired 
on  pension. 


JOHN  H.  PINKHAM 

Mr.  John  H.  Pinkham,  pensioned  conductor, 
St.  Louis  Division,  passed  away  on  August 
31,  1920.  Mr.  Pinkham  entered  the  service 
February  1,  1874,  as  freight  brakeman ;  Au- 
gust, 1875,  promoted  to  freight  conductor. 
July  17,  1879,  he  was  transferred  to  passen- 
ger conductor,  which  position  he  held  Until 
May  1,  1917,  when  he  was  retired  on  a  pen- 
sion. 


PATRICK  J.  PRINTY. 

Mr.  Patrick  J.  Printy  entered  service  as 
fireman  at  Dubuque  Dec.  22,  1884,  and  was 
promoted  to  engineer  Jan.  2,  1888,  the  ma- 
jority of  his  time  as  engineer  being  de- 
voted to  switching  service  in  Dubuque 
yards.  October  31,  1919,  after  35  years  of 
loyal  and  efficient  service,  he  was  retired 
on  a  pension. 


PHINEAS  M.  GLADSON 


PHILIP    A.    DULIN 


More  Transportation 


Bulletin 

Issued  for  the  information  of  Officials  of  Railroads  and  others  to  Unify  All 
Forces  in  the  Effort  to  Secure  Maximum  Service  from  Existing  Transporta- 
tion Facilities. 

No.  1  August  20,   1920 

In  full  realization  of  need  for  utmost  effort  to  meet  rail  transportation  require- 
ments of  the  nation,  the  Association  of  Railway  Executives  has  approved  a 
program  which  sets  new  and  higher  standards  for  railroad  achievement. 

This  program  covers  things  to  be  done  before  improvement  in  transportation 
can  result  from  the  rate  increases  granted  July  31. 

To  this  end  it  has  been  RESOLVED  by  the  Association  that  all  of  its  membeqp 
and  other  carriers  be  urged 

To  devote  their  utmost  energies  to  the  more  in- 
tensive use  of  existing  equipment : 

And  as  definite  aims  undertake,  with  the  cooperation  of  the  public,  to  attain: 

1.  An    average    daily    minimum    movement    of 
freight  cars  of  not  less  than  30  miles  per  day; 

2.  An  average  loading  of  30  tons  per  car; 

3.  Reduction  of  bad-order  cars  to  a  maximum  of 
4%  of  total  owned; 

4.  An  early  and  substantial  reduction  in  the  num- 
ber of  locomotives  now  unfit  for  service; 

5.  More  effective  efforts  to  bring  about  the  return 
of  cars  to  the  owner  roads. 

WHY  EMERGENCY  ACTION  IS  NECESSARY 

This  action  is  taken  by  the  association 

Because  it  is  apparent  that  under  existing  conditions  transportation  facilities, 
particularly  cars  and  locomotives,  are  inadequate  to  handle  the  unusu- 
ally large  volume  of  business  offered  for  movement  in  the  country  as 
a  whole. 

Because  it  will  be  impossible  to  overcome  immediately  this  deficiency  by  in- 
creasing the  number  of  cars  and  locomotives  (owing  to  the  time  re- 
quired to  secure  deliveries) ,  and  it  is  clear  that  conditions  require  the 
most  intensive  use  of  existing  facilities; 

Because  it  is  recognized  that  upon  the  release  of  the  carriers  from  Federal 
control,  not  only  were  cars  and  locomotives  inadequate  and  in  an  im- 
paired condition,  but  the  distribution  of  cars  as  to  ownership  was 
such  as  to  prevent  the  greatest  efficiency  in  their  use,  and  that  since 
the  termination  of  Federal  control  constant  interruptions  due  to  dis- 
turbed labor  conditions  have  seriously  interfered  with  the  movement 
of  traffic  and  the  relocation  of  cars. 

Aim  Number  One  in  the  railroad's  program  to  increase  the  amount  of  service 
from  existing  facilities  by: — 

75 


76  ILLINOIS  CENTRAL  MAGAZINE 

Making  the  freight  cars  available  move  more  miles 
in  a  day. 

An  average  movement  of  thirty  miles  a  day  is  not  possible  all  at  once,  nor 

for  all  railroads. 

But  some  improvement  is  possible. 

An  increase  of  only  one  mile  in  the  average  per 
day  would  be  equivalent  to  enlarging  the  available 
supply  of  cars  by  100,000 

The  average  movement  of  freight  cars  is  arrived  at  by  dividing  the  total 
freight  car  mileage  by  the  number  of  days  in  the  year. 

WHAT  DELAYS  FREIGHT  CAR  MOVEMENT? 

The  low  speed  of  freight  car  movement  is  due  to  the  fact  that  freight  cars 
spend  so  much  of  their  life  standing  still. 

Suppose   (as  is  often  the  case)   a  car  to  be  loaded  twenty-five  times  a  year, 
and  for  each  loading  the  shipper  to  be  permitted  48  hours'  free  time. 
When  a  car  finally  reaches  its  destination,  the  consignee  also  gets  48  hours' 
free  time  in  which  to  unload  it — more  if  the  car  is  loaded  with  coal  for  tide- 
water or  the  lakes,  or  with  export  freight. 

This  free  time  does  not  include  Sundays  and  holidays,  of  which  there  are  sixty 
in  each  year.  Here  is  an  opportunity  for  a  saving. 

When  movement  is  all  on  one  railroad,  it  is,   of  course,  much  faster.      But 
when  freight  cars  move  over  several  different  railroads,  there  are  inevitable 
delays  due  to  transfers. 
According  to  reliable  calculation 

the  average  freight  car  is  actually  in  a  train  mov- 
ing between  one  terminal  and  another  only  2.6 
hours  out  of  24;  that  it  is  actually  at  the  service 
of  the  shipper  or  receiver  8.8  hours  out  of  24. 

Notwithstanding  this  fact,  the  railroads  have  undertaken  to  increase  average 
freight  car  movement  from  26.9  miles  in  1916  to  30  miles. 

With  the  co-operation  of  the  shipper  this  can  be 
done. 

In  191  7  an  average  movement  of  29  miles  per  car  per  day  was  reached  in 
May,  and  there  were  two  months  when  the  movement  was  slightly  more  than 
28  miles.  This  achievement  was  under  the  stress  of  war;  it  is  believed  that 
by  the  extra  efforts  the  railroads  are  now  making  this  record  can  be  sur- 
passed under  the  demands  of  peace. 

Many  railroads  are  giving  the  most  energetic  effort  to  increasing  car  move- 
ment. Some  of  them  have,  in  a  few  weeks,  accomplished  substantial  im- 
provement by  intensive  effort. 

NO  TIME  FOR  SPECIAL  PRIVILEGES 

Loafing  cars  are  of  no  more  use  than  loafing  men. 

In  presenting  the  program  for  more  transportation  to  the  Interstate  Commerce 
Commission  Daniel  Willard,  Chairman  of  the  Advisory  Committee  of  the 
American  Railway  Executives,  said : 

"It  is  important,  especially  in  times  of  car  shortage,  that  the  shippers  should 
load  cars  as  quickly  as  is  economically  possible  and  practicable  after  they 
are  received. 


ILLINOIS  CENTRAL  MAGAZINE 


77 


"The  shipper  also  should  furnish  prompt  and  definite  billing  instructions,  and 
the  instructions  so  furnished  should  take  the  car,  if  possible,  to  its  ultimate 
destination. 

Special  Billing  Causes  Delay 

"Much  delay  is  caused  by  the  practice  of  billing  cars  subject  to  order  or  re- 
consignment  in  transit,  and  numerous  other  devices  that  have  come  about  from 
time  to  time. 
"All  arrangements  of  this  kind  serve  to  retard  the  movement  of  cars. 

"All  arrangements  of  this  kind  are  in  effect  a  spe- 
cial privilege  aside  from  the  service  of  transportation, 
and  in  times  of  car  shortage  such  privileges  are  at  the 
actual  expense  of  those  whose  business  is  interfered 
with  because  of  their  inability  to  ship  at  all." 

In  connection  with  the  program  of  the  Association,  reports  will  be  gathered 
of  performance  under  the  resolutions  adopted. 

These  Bulletins  will  record  such  reports,  and  present  past  as  well  as  current 
data  helpful  in  the  accomplishment  of 

More  Transportation 

Complimentary  Letter  from  Patron 

There  was  not  one  thing  broken  or  out  of 
place.  We  have  a  very  desirable  location, 
across  the  street  from  Washington  Park.  We 
think  now  that  this  will  be  our  future  home, 
but  circumstances  may  alter  cases.  With 
kindest  regards  to  our  friends,  I  am 
Yours  truly, 

J.  L.  Simcox. 
357  East  59th  St. 


Chicago,  111.,  Aug.  6,  1920. 
T.  B.  Walker, 
Patoka,  111. 
Dear  Brother: 

This  is  just  a  line  to  let  you  know  that  we 
are  at  home  in  Chicago.  I  want  to  compli- 
ment you,  the  I.  C.  R.  R.  and  all  concerned. 
I  arrived  here  at  five  o'clock  and  the  truck 
was  backing  up  to  the  house  with  our  goods. 


Maybel  Benson 

We  were  deeply  grieved  to  learn  of  the 
death  of  our  beloved  co-worker,  Maybel  Ben- 
son, who  passed  away  August  llth,  after  a 
prolonged  illness  of  many  months. 

The  loss  of  a  friend  is  keenly  felt  among 
us  all,  for  Maybel  was  just  that  kind  of  a 
person  of  whom  one  could  sincerely  say,  "To 
know  her  was  to  love  her." 

To  those  who  mourn  her  loss  we  offer  our 
deepest  sympathy,  and  may  the  peace  which 
passeth  all  understanding  enter  their  hearts. 

Our  hearts  are  heavy  with  grief  today, 
And  our  burden  seems  hard  to  bear, 

To  know  we've  lost  such  a  dear  good  friend 
Seems  more  than  our  just  share. 

But  grief  should  change  to  happiness, 

For  God  in  His  infinite  love, 
Has  taken  our  Maybel  to  live  with  Him 

In  His  Heavenly  mansion  above. 


MAYBEL   BENSON 


The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 


*  *   * 

Second   Period 

*     *     * 
The  Beginning  of  the  Trunk  Lines 


1846  to  1865 


In  the  South,  the  financial  crisis  of 
1837-40  was  the  result  of  bad  business 
methods,  and  not  of  lack  of  resources. 
As  soon,  therefore,  as  the  anger  and 
excitement,  which  followed  the  expos- 
ure and  collapse  of  the  unsound  bank- 
ing institutions,  had  somewhat  abated, 
the  wheels  of  progress  again  began  to 
revolve  with  increasing  momentum. 

The  financial  affairs  of  the  Nation 
were  in  a  state  of  chaos;  the  bank  of 
the  United  States  had  been  killed  and 
there  was  no  adequate  currency  inter- 
changeable between  the  states.  The 
funds  current  in  one  state  were  not,  as 
a  rule,  accepted  in  the  adjoining  states ; 
and,  in  making  a  journey  of  any  dis- 
tance, it  was  necessary  to  carry  gold 
or  to  provide  funds  that  would  be  cur- 
rent in  each  of  the  state  through  which 
the  traveler  would  pass. 

But,  notwithstanding  this  unsatisfac- 
tory condition,  the  people  were  pro- 
gressive and  prosperous.  Reuben  Davis, 
in  his  "Recollections  of  Mississippi," 
savs  of  this  period: 

"The  winter  of  1843-44  was  one  of 
unexampled  wealth  and  progress.  Pub- 
lic and  private  enterprises  flourished 
and  the  whole  people  seemed  to  bask 
in  sunshine  and  cheerfulness. 

"All  of  the  comforts  of  life  abounded 
and  we  had  no  poor,  in  the  sense  of  suf- 
fering want.  The  negroes  were  well 
clothed  and  well  fed  and  were  apparent- 
ly the  happiest  class  of  laborers  in  the 
world." 

The  same  conditions  existed  in  the 
adjoining  states  and  instead  of  the  spirit 
of  rivalry  between  the  different  com- 
munities, and  the  exploitation  of  the 


people  through  wild  and  extravagant 
schemes  of  all  kinds,  which  had  been 
so  marked  in  the  first  period  of  de- 
velopment, the  opening  years  of  the  new 
period  were  characterized  by  a  spirit 
of  co-operation  and  conservatism  great- 
ly in  contrast. 

Strangely  enough,  however,  the  very 
influence  which  brought  about  this  de- 
sirable condition,  when  allowed  to  work 
to  their  logical  conclusion,  brought  this 
period  to  a  close  with  the  destruction 
of  the  railroads  as  complete  and  dis- 
astrous as  that  which  closed  the  previous 
period  in  1837-40.  Chief  among  these 
influences  was  the  growing  resentment 
against  the  North,  with  the  resulting  ef- 
forts to  bring  the  southern  communities 
into  closer  union,  to  withstand  the  al- 
leged aggressions  of  other  sections  of 
the  country. 

As  early  as  1845,  this  resentment  had 
begun  to  find  expression  in  the  news- 
papers and  magazines ;  and,  in  DeBow's 
Review  for  August,  1849,  the  state  of 
feeling  in  the  South  was  summed  up  as 
follows : 

In  1815,  the  property  valued  in  the 
South  was  $312  per  capita,  while  in  the 
North  it  was  only  $240. 

Manufactures  in  the  South  also  ex- 
ceeded those  in  the  North.  Thus,  after 
a  quarter  of  a  century  under  our  pres- 
ent form  of  government,  the  South  had 
surpassed  the  North  in  manufactures,  in 
commerce  and  in  the  accumulation  of 
wealth  in  proportion  to  the  number  of 
its  citizens. 

Since  that  period,  a  srreat  change  has 
come — the  harbors  of  Norfolk  and  Rich- 
mond, of  Charleston  and  Savannah  have 


78 


ILLINOIS  CENTRAL  MAGAZINE 


?y 


been  deserted  for  those  of  Philadelphia, 
New  York  and  Boston,  and  New  Or- 
leans is  the  only  city  in  the  South  that 
pretends  to  rival  its  northern  compet- 
itors. 

By  the  leading  statesmen  of  the  South 
these  results  have  ascribed  to  the  policy 
pursued  by  the  Federal  Government 
since  1816. 

It  was  then  that  the  system  of  di- 
rect taxation  was  finally  abandoned  and 
the  whole  interest  on  the  public,  then 
so  much  augmented  by  the  war,  as 
well  as  by  the  increased  expenses  of  the 
Government,  were  made  chargeable  up- 
on the  foreign  commerce  of  the  Coun- 
try, except  the  income  from  the  public 
lands.  .  .  It  was  held  that  this  policy 
was  a  peculiar  burden  upon  the  states 
that  produced  the  staples,  cotton,  rice 
and  tobacco. 

In  addition  to  this,  there  was  the  es- 
tablishment of  the  Bank  of  the  United 
States,  located  in  the  North.  .  .  It  was 
thought  this  was  adverse  to  the  southern 
commercial  rivalry.  These  two  measures 
were  strongly  opposed  by  the  "States 
Rights  Party." 

In  the  North,  the  negro  slavery  in- 
stitution has,  with  extraordinary  unaim- 
itv,  been  fixed  upon  as  the  great  and 
efficient  cause  of  the  southern  decline. 

Another  influence  that  had  great  ef- 
fect on  the  life  of  the  South  was  the 
invention  of  the  telegraph.  The  New 
Orleans  and  Ohio  Telegraph  Company 
was  chartered  under  chapter  No.  9.  of 
the  Laws  of  Mississippi,  for  the  year 
1848,  to  construct  a  line  from  Cincin- 
nati to  New  Orleans,  via  Nashville, 
Tenn.,  Tuscumbia,  Ala.,  Columbus, 
Jackson,  Natchez  and  Woodville,  in  Mis- 
sissippi, and  Baton  Rouge,  in  Louisiana ; 
"or  other  such  routes  as  the  promoters 
shall  select" ;  and  the  lines  were  to  be 
completed  early  in  1848. 

The  route  finally  selected  was  via  Co- 
lumbus and  Jackson,  in  Mississippi; 
Clinton  and  Baton  Rouge,  in  Louisiana. 
These  telegraph  lines  were  rapidly  ex- 
tended to  other  points  and  had  the  ef- 
fect of  bringing  the  communities  in  con- 
stant touch  with  each  other  atid  de- 


veloped the  spirit  of  co-operation  rather 
than  the  spirit  of  local  jealousies  that 
had  preceded. 

Yet  another  influence,  which  was 
probably  the  outgrowth  of  the  other 
two;  was  the  Civil  Convention.  Civil 
convention  was  the  outward  expression 
of  the  spirit  of  the  times;  but  it  was 
also  largely  responsible  for  the  spread 
and  development  of  the  community 
spirit  and  of  the  desire  for  a  closer 
union  between  the  southern  states.  Re- 
ferring to  these  conventions,  DeBow's 
Review,  for  January,  1846,  says: 

"The  civil  convention  has  been  the 
invention  of  the  present  to  carry  out  its 
purposes.  It  has  operated  as  a  lever 
to  overcome  the  strongest  resistance, 
and  few  can  estimate  how  largely  it  has 
contributed  to  the  general  progress. 

"Almost  daily  these  organizations  are 
taking  place  in  every  section  of  the 
country — whether  it  be  to  build  a  bridge, 
to  construct  a  canal  or  a  railroad ; 
whether  to  correct  an  evil  or  to  propose 
a  good — there  is  no  subject  that  has 
not  come  before  them. 

Thev  have  been  efficient,  too,  in  the 
last  degree,  in  promoting  the  ends  con- 
templated in  their  action. 

As  a  natural  consequence  of  the  con- 
ditions outlined,  the  second  period  of 
railroad  development,  which  witnessed 
the  revival  of  railroad  construction  in 
the  Lower  Mississippi  Valley  and  the 
beginning  of  the  Trunk  Lines,  had  its 
first  definite  impulse  in  the  great  com- 
mercial convention  held  in  Memphis  in 
November,  1845,  wlien  (the  Memphis 
and  Charleston  Railroad  was  urged  up- 
on the  public  as  the  connecting  link  be- 
tween the  Atlantic  ocean  and  the  Mis- 
sissippi River. 

At  that  time,  the  two  great  railroad 
projects  in  the  minds  of  the  people 
were  the  connecting  of  the  Atlantic 
Ocean  with  the  Mississippi  River;  on 
the  one  hand,  and  the  construction  of 
a  railroad  from  the  Mississippi  River 
to  the  Pacific  Coast,  on  the  other  hand ; 
but,  both  schemes  were  laree — matters 
of  general  interest  advocated  by  dream- 
ers and  enthusiasts.  But,  because  of 


80 


ILLINOIS  CENTRAL  MAGAZINE 


the  growing  sectional  feeling,  the  South 
become  more  vitally  interested  in  the 
line  to  the  Atlantic  Seaboard,  and  in 
the  Memphis  convention,  this  railroad 
was  openly  advocated  as  a  military  nec- 
essity to  the  southern  states. 

This  was,  apparently,  the  first  definite 
conception,  on  part  of  the  public  at 
large,  of  the  benefit  to  be  derived  from 
a  great  trunk  line  of  railroad  as  a  means 
of  rapid  communication. 

Out  of  the  ruin  and  demoralization 
which  the  financial  crisis  of  1837-40  had 
inflicted  upon  the  railroads  of  the  first 
period  of  development,  which  I  have 
designated  as  the  "Age  of  Experiment," 
there  came  only  four  railroads  which 
had  the  equipment  and  resources  to 
continue  operation.  The  Ponchartarin 
Railroad,  at  New  Orleans.  The  West 
Feliciana  Railroad,  between  Bayou 
Sara,  La.,  and  Woodville,  Miss.  The 
Clinton  and  Port  Hudsob  Railroad  in 
Louisiana  and  the  Vicksburg  and  Jack- 
son Railroad  in  Mississippi.  And,  of 
these,  only  one,  the  Vicksburg  and  Jack- 
son Railroad,  continued  its  development 
in  the  next  period  and  attained  to  the 
dignity  of  a  trunk  line.  The  others  were 
absorbed  by  the  growth  of  the  larger 
systems  of  the  succeeding  years. 

In  the  years  from  1846  to  1865,  two 
great  "east-and-west"  lines  and  two 
great  "north-and-south"  lines  were  com- 
pleted, in  addition  to  the  number  of 
smaller  roads  and  branch  lines  projected 
and  it  may  probably  be  said  without 
qualification,  that  these  four  roads  or 
svstems  hatye  been  the  four  greatest 
factors  in  the  growth  and  development 
of  the  Lower  Mississippi  Vallev. 

In  the  following  pares  we  will  con- 
sider, more  or  less  in  detail,  the  various 
roads  and  svstems  projected  and  actual- 
Iv  constructed  during  the  vears  stated, 
in  the  order  of  their  dates,  rather  than 
of  their  irrmortnnce  and  success. 

VICKSBURG  AND  JACKSON 

RAILROAD— JACKSON  AND 

BRANDON  RAILROAD. 

When  the  Brandon  Bank  failed  so 
disastrously,  as  a  result  of  the  wild 
financiering  of  the  previous,  period,  the 


Railroad  owed  the  State  of  Mississippi 
$250,000  which  it  was  unable  to  pay; 
and,  in  1840,  the  charter  was  repealed. 

In  1841,  an  attempt  was  made  to  re- 
vive the  enterprise  and  the  charter  was 
renewed  upon  the  condition  that  the 
new  company  assume  this  debt  to  the 
State  and  complete  the  road  within  three 
years. 

Application  was  made,  a  little  later, 
for  a  loan  of  $25,000  from  the  2  per 
cent  fund  of  the  State,  to  be  secured  by 
a  mortgage  upon  the  road;  but,  when 
the  mortgage  was  presented  to  Gov- 
ernor Brown  in  January,  1844,  he  de- 
clined to  approve  the  loan  upon  the 
ground  that  the  Company  had  forfeited 
its  charter  by  a  failure  to  complete  the 
road  within  the  prescribed  time  that 
was  made  one  of  the  conditions  of  the 
charter.  This  action  was  the  cause  of 
much  controversy  and  was  finally  refer- 
red to  Mr.  George  S.  Yerger,  as  an  agreed 
umpire  who  decided  that  the  charter 
was  forfeit  and  the  company  had  no 
legal  standing.  Commissioners  were 
then  appointed  for  the  State  to  take 
charge  of  the  property  and  to  take  such 
steps  as  were  for  the  best  interests  of 
all  concerned. 

On  January  5th,  1846,  the  Legislature 
of  the  State  of  Alabama  approved  an 
Act  incorporating  "The  Southern  Rail- 
road Company,"  and  this  charter  states 
that  its  purpose  is  to  authorize  "the  con- 
struction, use  afid  maintenance  of  ja 
continuous  line  of  railroad  from  a  point 
on  the  Chattahoochee  River  opposite 
West  Point,  in  Georgia,  across  the  State 
of  Alabama,  in  the  direction  of  Jackson, 
Miss." 

The  Mississippi  Legislature,  under 
Chapter  12,  of  the  Laws  of  1846,  pro- 
vided for  the  extension  of  the  road  from 
the  Alabama  Line  to  Brandon,  and  also 
"as  hereinafter  provided,  to  a  point  in 
or  near  the  City  of  Jackson,  connecting 
the  said  railroad  with  the  Vicksburg 
and  Jackson  Railroad." 

This  Act  provided,  furthermore,  that 
the  Commissioners  of  the  Jackson  and 
Brandon  Railroad  receive  $25,000  of 
the  2  per  cent  fund  to  use  with  other 


ILLINOIS  CENTRAL  MAGAZINE 


81 


funds  in  completing  the  road  from 
Brandon  to  Jackson ;  and  that,  when 
the  Southern  Railroad  should  be  organ- 
ized, they  would  be  authorized,  with  the 
written  consent  of  the  Governor,  to 
transfer  the  said  Jackson  and  Brandon 
Road  to  the  Southern  Road,  upon  the 
condition  that  the  Southern  should  com- 
plete the  road  into  Jackson.  This  Act 


M 


was  approved  February  23rd,  1846. 

The  Company  contemplated  in  the 
Act  of  the  Alabama  Legislature  was 
not  organized  and  the  Charter  was  re- 
pealed in  Mississippi  and  a  separate 
company  chartered  under  the  same 
name,  "for  the  completion  of  a  railroad 
from  Brandon,  in  this  State,  to  the  Ala- 
bama State  Line." 

(To  be  continued) 


ontonous  Dorvico 


S 


Chicago  Terminal 

During  July  Zella  Mills,  gatekeeper  at  53d 
St.  lifted  monthly  commutation  ticket  account 
being  in  improper  hands.  Passenger  purchased 
other  transportation. 

On  Train  175,  August  9th,  Conductor  L.  N. 
Turpin  declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare.  Pas- 
senger was  referred  to  passenger  department 
for  refund  on  ticket. 

Illinois  Division 

Conductor  H.  B.  Jacks  on  train  24,  August 


3d,  declined  to  honor  card  ticket  account  hav- 
ing expired  and  collected  cash  fare. 

On  train  24,  August  22nd,  he  declined  to 
honor  %  ticket  having  expired  and  collected 
cash  fare.  Passengers  were  referred  to  pas- 
senger department  for  refund  on  tickets. 

Conductor  R.  W.  Carruthers  on  train  125, 
August  22d,  declined  to  honor  card  ticket  ac- 
count having  expired  and  collected  cash  fare. 
Passenger  was  referred  to  passenger  depart- 
ment for  refund  on  ticket. 

Agent  R.  E.  Davis,  Dorans,  has  been 
commended  for  discovering  and  reporting 


An  object  lesson  in  thrift 


o 


UR  cards  now  appearing  in  the  cars  of  the 
Illinois  Central  Railroad  furnish  a  graphic  ob- 
ject lesson  in  thrift.  Have  you  seen  them? 

Those  who  are  getting  ahead  are  placing  their  sav- 
ings in  such  excellent  investment  securities  as  H.  O. 
Stone  &  Co.'s  First  Mortgage  Real  Estate  Serial 
Bonds.  These  pay  double  usual  savings  interest 
— are  absolutely  safe — do  not  fluctuate  in  value — 
and  are  secured  by  improved  Chicago  real  estate. 

May  we  tell  you  more  about  these  bonds?  Write, 
call  or  phone  today  for  Investment  Literature  No. 
C-10. 

H.  O.  STONE  &  CO. 

ESTABLISHED  1887  (^"HIP  A  f^O  INCORPORATED 

FIRST  MORTGAGE  REAL  ESTATE  SERIAL  BONDS 

Conway  Building — 111  West  Washington  Street,  S.  W.  Clark 


U7i 


Please  mention  this  magazine  when  writing  to  advertisers. 


82 


ILLINOIS   CENTRAL  MAGAZINE 


brake  beam  dragging  under  coal  car,  train 
extra  1658  north.  This  action  undoubtedly 
prevented  possible  accident. 

Switchman  W.  R.  Wolk,  Kankakee,  has 
been  commended  for  discovering  broken 
flange  on  I.  C.  112674,  passing  Kankakee 
Junction,  extra  1605.  Crew  was  notified 
and  train  stopped,  car  being  set  out  for 
new  wheels.  This  action  undoubtedly  pre- 
vented possible  accident. 

Agent  W.  E.  Prendergast,  Roberts,  has 
been  commended  for  discovering  oil  leak- 
ing from  F.  T.  X.  8058,  August  22.  Train 
was  stopped  and  defect  remedied,  there- 
by eliminating  possible  cause  of  a  claim. 

Agent-Operator  C.  E.  Richards,  Tucker, 
has  been  commended  for  discovering  and 
extinguishing  fire  north  of  the  public  road 
and  from  the  tracks  of  the  Chicago  and 
Interurban  Traction  Company  to  our  sid- 
ing, and  north  as  far  as  the  stock  pen,  and 
also  fire  one  mile  north  on  west  side  of 
track,  and  reporting  same  in  order  that 
section  men  could  be  notified,  after  he  had 
gone  off  duty.  This  action  prevented  prop- 
erty loss. 

Agent  C.  Kingsworth,  Griswold,  has  been 
commended  for  discovering  I.  C.  171546 
with  no  light  weight  stencilled  on  same. 
Arrangements  were  made  to  have  car  sten- 
cilled. 

Car  Inspector  Leonard,  Kankakee,  has 
been  commended  for  discovering  and  report- 
ing C.  M.  &  St.  P.  29261  with  broken  flange, 
in  train  No.  71.  Train  was  stopped  and 
car  set  put  at  Kankakee  for  new  wheels. 
This  action  undoubtedly  prevented  possible 
accident. 

Conductor  W.  H.  Watson,  Gilman,  has 
been  commended  for  discovering  and  re- 
porting A.  T.  &  S.  F.  29161  with  no  light 
weight  stencilled  on  same,  train  No.  96. 
Arrangements  were  made  to  have  car  sten- 
cilled. 

Operator  J.  H.  Schneiderjohn,  Kankakee, 
has  been  commended  for  discovering  and 
reporting  brake  beam  down  on  car  in  train 
September  6.  Train  was  stopped  and  brake 
beam  removed,  thereby  preventing  pos- 
sible accident. 

Operator  A.  G.  Hill,  Paxton,  has  been 
commended  for  discovering  and  reporting 
brake  beam  down  on  Sou.  187782,  extra 
1754  south,  August  28.  Train  was  stopped, 
and  brake  beam  removed,  thereby  prevent- 
ing possible  accident. 


St.  Louis  Division 

Conductor  W.  C.  Walkup  on  train  623,  Aug- 
ust 2d,  and  624,  August  12th,  declined  to  hon- 
or card  tickets  account  having  expired  and 
collected  cash  fares.  Passengers  were  referred 
to  passenger  department  for  refund  on  ticket. 

Bill  Clerk  A.  G.  Huelbig,  Marissa,  111., 
has  been  commended  for  discovering  and 
reporting  broken  bracket  on  truck  frame 
of  express  car  645,  train  224,  September  6, 
as  train  was  pulling  into  Marissa.  Neces- 


sary action  was  taken  to  prevent  possible 
accident. 

Conductor  Maxfield  and  Engineer  Mc- 
Kinney,  Centralia,  111.,  have  been  commend- 
ed for  discovering  and  extinguishing  tie 
blazing  on  bridge  GE-85-8,  Eldorado  dis- 
trict September  17.  This  action  undoubted- 
ly prevented  property  loss. 

Conductor  W.  C.  Walkup,  on  train  No 
623,  May  1,  and  No.  624,  May  2,  declined 
to  honor  card  tickets  on  accotwt  of  having 
expired,  and  collected  cash  fares.  Pas- 
sengers were  referred  to  the  passenger  de- 
partment for  refund  on  tickets. 


Wisconsin  Division 

Conductor  J.  H.  Quinlan  on  train  28,  August 
2d  declined  to  honor  card  ticket  account  hav- 
ing expired  and  collected  cash  fare.  Passen- 
ger was  referred  to  passenger  department  for 
refund  on  ticket. 

Conductor  M.  R.  White  on  train  36,  August 
22d,  declined  to  honor  card  ticket  account 
having  expired  and  collected  cash  fare.  Pas- 
senger was  referred  to  passenger  department 
for  refund  on  ticket. 


MINNESOTA    DIVISION 

Conductor  P.  M.  Berg,  train  15,  July 
18th,  ^lifted  employe's  trip  pass  account 
being  in  improper  hands  and  collected  cash 
fare. 


Iowa  Division 

Conductor  J.  A.  McGonagle  on  train  15, 
August  23d,  lifted  Post  Office  Commission  ac- 
count being  in  improper  hands  and  collected 
cash  fare. 


Kentucky  Division 

Conductor  J.  N.  Moore,  on  train  121,  Aug- 
ust 6th,  lifted  54  ride  monthly  commutation 
ticket  account  having  expired  and  collected 
cash  fare. 


Tennessee  Division 

Conductor  S.  E.  Matthews  on  train  5,  Aug- 
ust 29th,  lifted  employe's  trip  pass  account 
being  in  improper  hands  and  collected  cash 
fare. 


Mississippi  Division 

Conductor  J.  R.  Kriter  on  train  1,  August 
22d  lifted  employe's  trip  pass  account  being  in 
improper  hands  and  collected  cash  fare. 

MURINE   EYE   REMEDY. 

Murine  Allavs  Irritation  Caused  by 
Smoke  —  Cinder  —  Alkali  Dust  —  Strong 
Winds.  Should  be  used  for  all  Eyes  that 
Need  Care.  These  suggestions  must  surely 
Appeal  to  Men  in  all  branches  of  Railway 
Service.  _  See  Murine  Eye  Remedy  Co.  Adv 
in  this  issue  and  write  for  their  Book  of 
the  Eye. 


Please   mention   this  magazine   when   writing  to  advertisers. 


ILLINOIS   CE.N'1'KAL   MAGAZINE 


83 


Conductor  S.  R.  Cain  on  train  1,  August 
31st,  lifted  employe's  trip  pass  account  having 
been  altered.  Passenger  refused  to  pay  fare 
and  was  required  to  leave  the  train. 


Louisiana  Division 

Conductor  Wm.  Trafton  on  train  34,  Aug- 
ust 1st,  lifted  term  pass  account  being  in  im- 
proper hands  and  collected  cash  fares. 

Conductor  L.  E.  Barnes,  on  train  5,  August 
6th,  declined  to  honor  clergy  ticket  account  be- 
ing in  improper  hands.  Passengers  refused  to 
pay  fare  and  were  required  to  leave  the  train. 

On  train  5,  August  8th  and  train  4,  August 
31st,  he  lifted  employes'  trip  passes  account 
being  in  improper  hands  and  collected  cash 
fares. 

Conductor  L.  M.  McLaurine  on  train  31, 
August  10th,  lifted  30  trip  family  ticket  ac- 
count being  in  improper  hands  and  collected 
cash  fare. 

Conductor  R.  E.  Mclnturff  on  train  31, 
August  12th,  lifted  54  ride  monthly  commuta- 
tion ticket  account  having  expired  and  col- 
lected cash  fare. 

On  train  32,  August  14th  and  31,  August 
17th,  he  lifted  30  trip  family  tickets  account 
being  in  improper  hands  and  collected  cash 
fares. 

Conductor  W.  H.  Smith  on  train  6,  August 
21st,  declined  to  honor  card  ticket  account  hav- 
ing expired  and  collected  cash  fare.  Passenger 
was  referred  to  passenger  department  for  re- 
fund on  ticket. 

Flagman  B.  I.  Harris  has  been  commend- 
ed for  advising  Conductor  of  train  No.  6 
that  a  passenger  on  his  train  was  using 
a  30-trip  ride  book  that  belonged  to  an- 
other person,  with  the  result  that  the 
book  was  lifted  and  fare  collected. 

Conductor  R.  E.  Mclnturff  on  train  23, 
July  6,  and  train  32,  July  20,  lifted  em- 
ployes' term  passes  account  having  expired. 
Passengers  refused  to  pay  fare  and  were 
required  to  leave  train. 

On  train  35,  July  26,  and  train  24,  July 
27,  he  declined  to  honor  card  tickets  ac- 
count having  expired  and  collected  cash 
fares.  Passengers  were  referred  to  the 
passenger  department  for  refund  on  tickets. 

Conductor  E.  S.  Sharp,  train  323,  July 
11,  lifted  term  pass  account  not  being  good 
for  transportation  of  persons  for. whom  it 
was  presented  and  collected  cash  fares. 

On  train  323,  July  15,  he  lifted  joint  trip 
pass  account  not  being  good  for  transpor- 
tation of  party  for  whom  presented  and 
collected  cash  fare. 

Conductor  L.  E.  Barnes  on  train  5,  July 
29,  lifted  identification  ship  account  passen- 
ger not  holding  pass,  and  collected  cash  fare. 

Conductor  L.  M.  McLaurine  on  train  31, 
July  30,  lifted  54-ride  monthly  commuta- 
tion tickets  account  being  in  improper 
hands.  Passengers  declined  to  pay  fare 
and  were  required  to  leave  the  train. 


WORLD  RENOWNED 
ARTISTS 


who  prefer  the  Vose  to  any  other 
piano  testify  to  its  remarkable  tone 
qualities,  based  upon  its  superb  con- 
struction. Investigation  will  con- 
vince you  that  there  is  no  piano 
comparable  to  the  magnificent  Vose 
Grand  at  its  moderate  price. 


WE  CHALLENGE  COMPARISONS 


Write  for  our  beautifully  illustrated 
catalogue    and    easy    payment    plan. 


VOSE  6*  SONS  PIANO  COMPANY 

Boylston   Street,   Boston,   Mass. 


AN  OLD  FRIEND 
THAT  STOPS  PAINS 


Keep  Sloan's  Liniment  handy  to  put  the 
"feel  good"  back  into  the  system. 


ALL  it  needs  is  just  one  trial — a  little 
applied  without  rubbing,  for  it  pene- 
trates— to  convince  you  of  its  merit  in  re- 
lieving sciatica,  lumbago,  neuralgia,  lame 
muscles,  stiffness,  bruises,  pains,  backaches, 
strains  and  the  after-effects  of  exposure. 

The  congestion  is  scattered,  promptly,  cleanly, 
without  effort,  economically.  You  become  a  regu- 
lar user  of  Sloan's  Liniment,  adding  your  en- 
thusiasm to  that  of  its  many  thousands  of  other 
friends  the  world  over,  who  keep  it  handy  in  case 
of  need.  Three  sizes  at  all  druggists — 35c,  70c, 
$1.40. 

Sloarfs 

liniment'*"™ 


Please  mention  this  magazine  when  writing  to  advertisers. 


84 


ILLINOIS   CENTRAL  MAGAZINE 


Memphis  Division 

Conductor  F.  B.  Bell  on  train  34,  August 
20th,  lifted  indentification  slip  on  account  pas- 
senger not  being  provided  with  pass  and  col- 
lected cash  fare. 

Conductor  Edwards,  2nd  54,  August  6, 
has  been  commended  for  discovering  and 
reporting  broken  flange,  car  S.  A.  A.  P. 
8388,  1st  54.  Train  was  stopped,  and  car 
was  set  out,  thereby  preventing  possible 
accident. 


New  Orleans  Division 
Conductor  R.  E.  Cook  on  train  15,  August 
22nd  lifted  indentification  slip  on  account  pas- 
senger not  being  provided  with  pass  and  col- 
lected cash  fare. 

Conductor  J.  D.  Hausey,  on  train  15, 
July  6,  lifted  employe's  term  pass  account 
being  in  improper  hands.  Passengers  re- 
fused to  pay  fare  and  were  required  to 
leave  the  train. 


Mild  and  Ancient 

"Shall  we  refer  to  that  opponent  in  un- 
compromising terms  as  a  grafter?"  asked  the 
invaluable  secretary. 

"No,"  replied  Senator  Sorghum.  "Let's  keep 
up-to-date  and  make  it  strong.  The  profi- 
teers these  davs  have  made  the  old-fashioned 
grafter  look  like  a  piker." 


A  FEELING  OF  SECURITY 


You  naturally  feel  secure  when  you 
know  that  the  medicine  you  are  about  to 
take  is  absolutely  pure  and  contains  no 
harmful  or  habit  producing  drugs. 

Such  a  medicine  is  Dr.  Kilmer's 
Swamp-Root,  kidney,  liver  and  bladder 
remedy. 

The  same  standard  of  purity,  strength 
and  excellence  is  maintained  in  every 
bottle  of  Swamp-Root. 

It  is  scientifically  compounded  from 
vegetable  herbs. 

It  is  not  a  stimulant  and  is  taken  in 
teaspoonful  doses. 

It  is  not  recommended  for  everything. 

It  is  nature's  great  helper  in  relieving  and 
overcoming  kidney,  liver  and  bladder  troubles. 

A  sworn  statement  of  purity  is  with  every 
bottle  of  Dr.  Kilmer's  Swamp-Root. 

If  you  need  a  medicine,  you  should  have  the 
best.  On  sale  at  all  drug  stores  in  bottles  of 
two  sizes,  medium  and  large. 

However,  if  you  wish  first  to  try  this  great 
preparation  send  ten  cents  to  Dr.  Kilmer  & 
Co.,  Binghamton,  N.  Y.,  for  a  sample  bottle. 
When  writing  be  sure  and  mention  this  paper. 


ST.    LOUIS    DIVISION 

Miss  Grace  Webster,  stenographer  train- 
master's office,  recently  returned  to  work 
after  spending  her  vacation  in  the  West, 
visiting  Yellowstone  Park  and  other  points 
of  interest. 

Mr.  Raymond  Pfeiffer,  assistant  routing 
clerk  is  on  his  vacation. 

Messrs.  Duane  Frink  and  Lucian  Spauld- 
ing,  bill  clerks  spent  their  vacation  in  Jack- 
sonville Fla. 

Train  Dispatcher  Geo.  Robinson,  of  Car- 
bondale,  is  visiting  relatives  in  Centralia. 

Mr.  Wm.  Whalen,  of  Fordham,  but  for- 
merly of  Centralia,  was  out  to  the  yards 
here,  renewing  acquaintances. 

Yardmaster  J.  F.  Smithers  is  back  on  the 
job  in  "E"  yard  after  a  two  weeks'  layoff. 


Mr.  Geo.  L.  Perry,  yardmaster,  spent  his 
vacation  in  Colorado  Springs  and  Denver. 

Last  week,  motion  pictures  were  made  of 
the  hump  yards  in  action  and  we  were 
proud  to  see  ourselves  on  the  screen,  and 
our  trainmaster  would  make  the  regular 
stars  envy  him.  It  was  through  the  efforts 
of  Trainmaster  Gibbs  that  these  pictures 
were  made,  and  our  hats  are  off  to  him, 
for  it  was  indeed  interesting  for  those  who 
did  not  know  the  great  importance  of  the 
Centralia  hump. 


SPRINGFIELD   DIVISION. 

Clinton  Shops. 

The  baseball  team  finished  the  most  suc- 
cessful season  it  has  had  since  its  organiza- 


Please  mention  this  magazine  when  writing  to  advertisers. 


ILLINOIS   CENTRAL  MAGAZINE 


85 


tion  three  years  ago.  The  team  finished  the 
season  with  a  percentage  of  .667  under  the 
Management  of  T.  B.  Howard  and  James 
Brcnnan,  and  it  was  because  of  their  faith- 
ful work  that  the  team  made  the  showing 
that  it  did.  On  July  31st  the  team  was  in- 
vited to  E.  St.  Louis  to  play  the  I.  C. 
Freight  House  team.  Every  member  of 
the  team  had  nothing  but  praise  for  the 
team  at  E.  St.  Louis,  and  enjoyed  every 
minute  of  the  day.  We  won  the  game  7 
to  1.  Also  had  a  game  scheduled  with  Mgr. 
J.  H.  Rosenbaum's  team  at  Champaign  for 
Sept.  5th,  but  it  is  presumed  that  the  reason 
this  game  was  cancelled  just  a  few  hours 
before  the  team,  was  ready  to  leave,  was 
because  they  did  not  want  to  take  any 
chances  of  loosing  their  reputation  in  the 
city  league.  They  were  taken  into  camp 
for  a  couple  of  games  last  year  and  there 
is  no  question  but  that  the  City  League 
Champions  of  Champaign  would  have  fallen 
just  as  easy  this  year. 

General  Foreman  Holsinger  and  Car 
Foreman  Bogan  attended  the  General 
Foreman's  Convention  held  at  Hotel  Sher- 
man in  Chicago. 

Master  Mechanic  H.  L.  Needham  has  re- 
turned after  two  weeks  vacation,  which  he 
spent  at  Moberly,  Mo.,  with  relatives. 

Roundhouse  Clerk  Crawford  expects  to 
leave  within  a  few  days  for  Henderson,  Ky., 
for  a  visit  with  relatives. 

Machinist   T.    B;    Howard    is   laid   up    for 


ON  CREDIT 

.  -w,.   DIAMONDS 


For  GIFTS 

T)O  your  gift  buying  without 

•'-'delay,  while  stocks  are  new 

DIAMONDS  and  unbroken.  Our  large  illus- 
WIN  HEARTS  trated  Catalog  is  your  shopping 
guide  to  unusual  bargains  in  hand- 
some worth-while  gifts  on  credit.  Whatever  you 
select  will  be  sent  prepaid.  You  sea  and  examine 
the  article  right  in  your  own  hands. 
TERMS  on  purchases  of  $6  or  over,  one-fifth  down, 
balance  in  eight  equal  amounts,  payable  monthly. 


We  oTTer  exceptional  values  in  these  Diamond  Rings,  Solitaires 
and  Clusters,  latest  popular  plain  and  fancy  engraved  mount- 
ings. The  Diamonds  are  magnificent  gems  set  in  White,  Green 
and  Yellow  Solid  Gold.  Fully  described  in  catalog.  Priced  at 

$85,  $125,  $150,  $200,  $25O  %<?&„„, 

Thisyearitis  especially  toyonrinteresttodoyourgiftbuyingearly. 
You  can  send  your  order  now  and  we  will  hold  for  later  shipment, 
ilf£esired._SendFor  Catalog  Today.  Liberty  Bonds  Accepted. 

The  National   Credit  Jewelers 

Dept.   E93*1O8  N    State  _St.LC_hicago,  III. 

MBtoua  — 


STORES  IN  LEADING  CITIES 


RAILROAD    POLICIES    FOR   RAILROAD   MEN 

One  leg,  or  one  arm,  or  one  eye, 
can't  successfully  do  the  work  of 
two,  else  why  do  we  have  two  of 
each  in  our  makeup. 

If  they  are  worth  having,  they 
are  worth  protecting.   Protect  them 
in  the  Railroad  Man's  Company. 

More  than  $22,500,000.00  Paid 
to  895,000  Policyholders  and  Their 
Beneficiaries. 

Accident     and    Health 
Insurance 

(Cut  out  and  mail  today) 

Continental   Casualty  Co. 
910   Michigan   Ave., 
Chicago,    111. 

I    am    employed    by    the    ILLI- 
NOIS     CENTRAL     RAILROAD. 
Please     send     me     information     in 
regard  to  your  accident  and  health 
insurance    such    as    is    carried    by 
hundreds    of    my    fellow    employes. 

Age  Occupation  
Division     ,.  

Name     ,                                „ 

Address                  .... 

Cotttttumial  Casualty  Cnmpang  "  -°  •%£££"*"  Ctfirasn 

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ILLINOIS    LEN'IKAL  MAGAZINE 


fend  l/o  Honey! 

Two  wonderful  $4.00  shirts  fur  only  $5.  28.  Save  at     ^r 


- 
work  and  sport. 

Cadillac  Broadcloth  Flannel  Shirts 
Two  $4.OO  Shirts  for  Only  $5.25 

Made  of  fine  quality  Cadillac  Broadcloth  Gray  Flannel.  Special 
Winter  weight.  One  large  pocket,  faced  sleeves  andmatched 
pearl  buttons.  Cut  Extra  Full.  Coat  Front  Style.  Double- 

'  ed  thru-out.    Soft  turn-down  collar  with 


in 


ickband. 


at  $4.UO.    Yet 


shirts 


r  you  two  for  only  $5.25. 
Send  Nn  MnrtOU  Write  today.  Shirts  will  be  sent  at  once. 
Sena  HO  IVIUney  transportation  prepaid.  Payonly$5.26on 

with  the  wonderful  value.    Be  sur^to'^ve'^eck-band^Se. 

BERNARD-HEWITT  8  CO.  900  v^n^n'st.,  CHICAGO 


a  few  days  with  rheumatism,  which  he  con- 
tracted while  in  France. 

On  Labor  Day,  Sept.  6th,  Clinton  Shops 
held  its  First  Annual  Picnic  at  Weldon 
Springs.  The  day  turned  out  to  be  an 
ideal  picnic  day  and  all  of  the  m.en  with 
their  families  turned  out  for  the  occasion. 
The  special  train  run  for  their  benefit  was 
crowded,  and  several  hundred  more  went 
out  via  the  "Jitney  Line."  The  day  was 
spent  in  boating,  swimming,  dancing  and 
contests  of  different  kinds.  Everyone  par- 
ticipated) in  the  events  they  were  most 
suited  for.  There  were  nine  events  such 
as  ladies'  nail  driving  contest,  ladies'  race, 
sack  race,  race  for  girls  under  16  years, 
boys  100  yd.  dash,  50  yd.  swimming  race, 
and  last  but  not  least  an  old  fashioned  pie 
eating  contest  which  was  won  by  Machin- 
ist Helper  Horace  Peek,  without  opposition, 
account  of  the  manner  in  which  he  got 
away  with  the  pie.  The  only  regret  of  the 
audience  of  this  contest  was  that  the  pie  was 
not  of  the  soft  variety.  Another  race  that 
affords  mention  was  the  Three-Legged  race 
which  was  won  by  Boilermaker  Elmer 
Shidal  and  Machinist  Appr.  Willard  Tat- 
ham.  The  Fat  Man's  Race  was  won  by 
Chalen  Stiles  of  the  Boiler  Shop.  Elec- 
trician Duffey  got  away  with  the  $10.00 
silk  shirt,  the  prize  in  the  Sack  Race.  Mrs. 
Mack  Johnson,  wife  of  Carman  Helper 
Mack  Johnson  won  the  ladies'  nail  driving 
contest  for  which  she  received  as  a  prize 
a  silk  petticoat.  General  Foreman  Clerk's 
wife,  Mrs.  Schell  Samuels,  saved  her  hus- 
band the  price  of  a  new  pair  of  shoes  by 
winning  the  race  for  ladies.  Everyone  re- 


ported a  good  time,  and  voted  to  continue 
the  practice  of  having  the  picnic. 

Machine  Shop  Foreman  Fred  West  ex- 
pects to  leave  about  the  last  of  the  month 
for  his  old  home  Cornell,  N.  Y.,  where  he 
will  spend  his  vacation. 

Night  Roundhouse  Foreman  Hess  is 
spending  his  annual  vacation  at  Flint, 
Michigan;  Newark,  Ohio,  and  at  his  old 
home,  Jackson,  Miss.  He  is  being  relieved 
by  Asst.  Day  Foreman  Ohley. 

Machinist  Carl  Burbank  is  spending  a 
few  days  with  relatives  at  Ft.  Dodge,  Iowa. 

Machinist  Otis  Putnum  is  acting  Asst. 
Day  Roundhouse  Foreman  in  the  place  of 
Mr.  R.  T.  Ohley  who  is  filling  Mr.  Hess' 
position  at  night. 

Erecting  Foreman  C.  C.  Carroll  will 
spend  his  vacation  with  relatives  at  Prairie 
Du  Chien,  Wis.,  Chicago,  Illinois,  and  his 
old  home  in  Springfield. 

Foreman  Barlow  will  not  take  his  annual 
leave  until  the  hunting  season  comes,  and 
we  surely  wish  him  much  success. 

Machinist  Helper  Harvey  Hall  is  mak- 
ing a  tour  of  the  western  states  in  his 
"flivver." 

Cupid    seems    to    be    on    the    job    around 


BANISH SamPle  Free! 

Dr.     Elder's     Tobacco     Boon 


TOBACCO 
HABIT  ! ! 

I  Send  No  Money 


banishes  the  injurious  and 
offensive  tobacco  habit  in  3 
to  4  days.  Easy  to  take.  No 
craving  for  tobacco  in  any 
form  after  first  few  doses. 

Simply    send   name   for   Free 

Sample  and  convincing  proof. 

DR.  H.  WILL  ELDERS,  Dept*.  616,  St.  Joseph,  Mo. 


$zo 

MADE.    TO 
MEASURE 

3Piece 

SUIT 


The  most  remarkable 
values  ever  offered.  A 
postal  brings  you  a  large 
assortment  of  cloth  sam- 
ples, wholesale  prices 
direct  from  the  manu- 
facturer, style  book  and 
measuring  charts.  No 
matter  -where  you  live 
or  where  you  have  been 
liiiT'lllll  buying  your  clothes,  and 
.iii!!ii.iilllll  even  If  you  do  not  need 
a  new  suit  DOW,  Investi- 
gate at  once  the  won- 
derful savings  yon  can 
make  by  dealing  direct 
with  this  large  manufacturer.  Long  wear,  fast 
color,  perfect  fit,  and  satisfaction  guaranteed. 
Write  today.  Address  your  card  or  letter  like 
this:  Lincoln  Woolen  Mills  Company, 
Department  427  ,  2O8-214  South  Green 
Street,  Chicago,  Illinois. 

$2000  to  $5000  now  being  made  by  good  men  by 
wearing  and  taking  orders  for  the  famous  Lin- 
coln made-to-measure  clothes.  No  experience 
needed,  we  teach  you  and  lurnlsh  free  equip- 
ment.  Write  today  I 


Please    mention    thin   magazine   when    writing  to   advertisers 


ILLINOIS    CENTRAL  MAGAZINE 


Clinton.  Mach.  Appr.  Russell  Emerick  fell 
into  his  clutches  and  has  taken  unto  him- 
self a  wife.  Tried  to  keep  it  a  secret  but 
couldn't  get  away  with  it.  Pipefitter  Louis 
Lighthall  also  was  tired  of  the  single  life 
and  got  himself  a  Heyworth  girl.  Lee  Tar- 
vin  has  also  joined  the  ranks  of  the  mar- 
ried men,  following  the  example  of  his 
brother  Dean,  who  is  not  so  old  in  the 
game. 

Machinist  Helper  Frank  Johnson  is  lay- 
ing off  for  a  few  days  to  visit  relatives 
at  Gravel  Switch,  Ky. 

Roundhouse  Foreman  Morgan  is  enter- 
taining relatives  from  Pennsylvania,  for  a 
few  days. 

Foreman  Burk  has  returned  to  his  duties 
in  the  pipe  shop  after  a  trip  to  Excelsior 
Springs  for  the  benefit  of  his  health. 

General  Foreman  Holsinger  expects  to 
move  to  the  Pollock  Flats  now  being 
erected  within  the  near  future. 


MINNESOTA  DIVISION. 

Superintendent's  Office. 

Miss  Hilda  Blichman,  Stenographer  to 
Assistant  Chief  Clerk,  has  returned  to  work 
after  a  week's  vacation,  having  spent  same 
in  Lincoln,  Neb. 

Mr.  O.  J.  Oster,  Assistant  Chief  Clerk, 
accompanied  by  his  wife  and  two  children 
are  spending  a  week  in  the  Twin  Cities. 

Miss  Genevieve  Sims,  File  Clerk,  spent 
several  days  in  Chicago  recently. 

Mr.  Frank  Meyers,  messenger  has  re- 
turned to  work,  after  spending  his  two 
weeks'  vacation  in  the  Twin  Cities  and  Sioux 
City. 

We  have  been  informe.d  that  Ed.  Riley, 
formerly  with  this  office,  but  now  in  Gen- 
eral Superintendent's  office,  has  changed  his 
address  from  411  to  any  old  time  between 
11  and  4. 

Operating  Department. 

V.  M.  Duncan,  3d  trick  Operator  at 
Peosta,  is  on  a  leave  of  absence  and  is  vis- 
iting his  parents  in  "Verginny." 

W.  W.  Wheaton,  Agent,  Masonville,  who 
is  now  on  a  leave  of  absence,  is  being  re- 
lieved by  A.  W.  Lane. 

Assistant  Chief  Dispatcher  Weimer  is  en- 
joying a  two  weeks'  vacation.  Understand 
he  is  over  the  line  into  Canada.  Dispatcher 
Donahue  is  impatiently  awaiting  his  vaca- 
tion time  that  he  may  go  to  Mexico.  Both 
looking  for  oil. 

Dispatcher  J.  L.  Heins  and  wife  spent  his 
vacation  in  Detroit  and  Osage. 

Dispatcher  L.  W.  Morton  and  wife  spent 
a  few  weeks  in  El  Paso,  Texas,  and  Clifton, 
Arizona,  looking  over  their  prospects. 

Mrs.  Mae  Howard,  clerk  to  Chief  Dis- 
patcher, spent  Sunday  in  Cedar  Falls. 

N.  Malgrem,  2nd  trick  Operator  at  Man- 
chester, has  been  granted  two  weeks'  leave 
of  absence  and  is  being  reliever  by  O.  Wil- 
helm. 

J.  D.  Vanderberg  has  resumed  his  duties 


as    Agent  at   London    after   a   three   weeks 
leave  of  absence. 

Extra  Agent  F.  Slagenweit  is  now  reliev- 
ing A.  H.  Broessel,  as  Agent  at  Orchard. 
Waterloo  Yard  Office. 

Mrs.  J.  D.  Layell,  wife  of  Chief  Clerk 
Waterloo  Yard,  is  in  Seattle,  Washington, 
visiting  her  father. 

Kathryn  Quinn  made  a  quick  trip  to  Chi- 
cago recently. 


Work  Shoes 


Send  No 
Money 


And  Dr.»»  Shoes  at  (4.89 


$2.48 


A  Blow  at  Profiteering 

for  a  pair 
of  real 

honest  built  work 
shoes.    Sounds  im- 
possible   but    it  is 
true  ind  the  best  part 
of  it  is  that  you  do 
not  have  to  send 


any   money  to 

irove  it. 


Thousands  Have  Been 
Satisfied 

The  dress  shoe  we  are  offering  at  $4.89.  just 
think  of  it,  $4.89  for  a  dress  shoe.  This  in  it- 
self is  the  greatest  bargain 
of  the  season,  but  in  ad- 
dition with  every  pair  of 
dress  shoes  sold  we  will 
sell  a  pair  of  these  work 
shoes  for  $2.48.  A  price 
that  sounds  like  thedays 
before  the  war.  Imagine 
for  a  total  expenditure 
of  $7.37  actually 
less  than  the  value 
of  the  dress  shoes 
you  will  have 
two  pairs  of 
shoes. 


Send  No  Money,  JustSendYourOrder 

and  pay  your  postman  $7.37  and  postage  when  the 

Sackage  arrives.    You  take  no  risk  as  the  shoes  will 
e  sent  to  you  under  our  iron  clad  guarantee  of  money 
back  including  postage  if  you  are  not  fully  satisfied. 

We  Positively  Cannot  Sell  Either  Pair 
off  Shoes  Separately 

When  ordering  be  sure  to  mention  the  size  required 
on  each  pair  of  shoes. 

WOLPER'S,  CHICAGO 

D«pt.  181         1201-1209  West  Van  Buran  St. 


Plflase     mnntion     thin     magazine     whon      wrltlnsr     to     advart1s«»r« 


S.  Woodyard,  Engine  Foreman  at  Water- 
loo, is  the  proud  "Papa"  of  a  baby  girl. 
"Woody"  passed  the  cigars  but  Kathryn 
Quinn  got  cheated  there  because  she  didn't 
smoke. 

H.  B.  Ellis,  Bill  Clerk  at  Waterloo  Yard, 
has  gone  on  his  vacation. 

Yard  Checker  J.  V.  Hearn  went  to  Wall 
Lake  on  a  hunting  trip  and  on  his  return 
his  automobile  turned  over.  Mr.  Hearn  was 
injured  about  the  head  and  shoulders. 

Conductor  J.  J.  O'Connor's  son,  Marvin, 
has  accepted  the  position  of  caller  at 
Waterloo  Yard. 

E.  C.  Russell,  Chief  Dispatcher,  and  L. 
E.  Strouse,  Train  Master,  were  recent  call- 
ers at  Waterloo. 

Judd  Joyner  says  he  will  have  to  bid  in 
on   a  job   at   Dubuque   so   as   to   keep   the" 
others    from  kidding   him   about    going   to 
Dubuque. 

Dubuque  Freight. 

Mr.  J.  E.  Allison  returned  from  a  two 
weeks  vacation  spent  in  Chicago  and  Mat- 
toon,  111. 

Rate  Clerk  J.  J.  Callaghan  has  taken  to 
chicken  raising  and  anyone  wishing  a  nice 
"Spring  Fry"  please  see  Joe. 

Martin  Fahey,  OS&D  Clerk,  and  Miss 
Florence  Mclnerney  were  married  on  Sept. 
22nd,  at  St.  Patrick's  Church,  Dubuque. 
Mrs.  Fahey  was  formerly  operator  for  the 
Iowa  Telephone  Company.  Here's  all  our 
best  wishes. 

Mrs.  O.  Logelin,  Bill  Clerk,  John 
O'Rourke,  Foreman's  Clerk,  Gertrude  Mc- 
Carthy, stenographer,  Frank  Cahill,  Messen- 
ger, and  James  Ahern  and  Ray  Harron, 
Car  Clerks,  spent  Labor  Day  in  Chicago 
and  now  everybody  wants  to  know  if  Frank 
had  the  roof  of  his  mouth  sunburned,  it 
being  his  first  visit  to  the  windy  city,  also 
while  endeavoring  to  entertain  the  ladies 
by  turning  some  artistic  hand-springs  he 
had  an  unfortunate  accident  which  com- 
pelled him  to  remain  seated  for  the  rest  of 
the  evening.  The  only  thingn  that  confuses 
Jimmie  is  that  there  are  so  many  doors  on 
the  Opera  Houses,  he  gets  rather  confused 
when  he  goes  in  one  door  on  one  street 
and  comes  out  another. 

Miss  Vivian  Brand,  Assistant  Cashier,  at- 
tended a  convention  of  the  G.  A.  R.  at  In- 
dianapolis, Ind.  Did  you  say  the  office  was 
exceedingly  quiet  for  a  week? 

Miss  Ethyl  Lassance,  Bill  Clerk,  is  a  fre- 
quent visitor  at  Calmar,  la.  We  think  the 
attraction  must  be  one  of  the  handsome 
"Sod-busters." 


IOWA  DIVISION. 

The  employes  of  the  Illinois  Central  at 
Fort  Dodge,  have  organized  a  bowling 
team,  and  would  like  to  secure  games  with 
other  teams  on  the  Illinois  Central.  Any- 
one desiring  games,  please  communicate 
with  A.  F.  Halfpap,  Manager,  Illinois  Cen- 
tral Bowling  Team,  care  Agent's  Office, 
Fort  Dodge,  Iowa. 


Keep 

Your  Ey e s 

and 

Bafry's  Eyes 

Clean  and 

Healthy 

by  applying 

Murine 

Night  and 
Morning. 

IfyourEyes 
Tire,  Itch 
or  Burn — 
if  Sore, 
Irritated, 
Inflamed  or   Granulated, 

use  MURINE  often. 

Wholesome-  Cleansing -Healing 
Refreshing -Soothing 

Write  for  tur  fret  "Eye  Care  "  book. 

Murine  Eye  Remedy  Co. 

9  East  Ohio  Street,  Chicago 


Buna 
Special 

Adjusted  to 

6 

Positions 


Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  in 
illustration 


Sangamo 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  debt 
Pendant  dotvn, 

as  shown  ID 

illustration 

Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request. 

Illinois  Watch  Company 

Springfield 


Please  mention  this  magazine  when  writing  to  advertisers. 


ILLINOIS  CENTRAL  MAGAZINE 


89 


TENNESSEE  DIVISION. 

Clerk  L.  B.  Ryan  is  spending  his  week- 
ends in  Trenton,  now,  looking  after  some 
"unfinished  business"  there.  Keep  it  up, 
"Booney,"  old  scout,  we  are  for  you. 

Misses  Vernita  Tribble  and  Helena  Work- 
man, Messrs.  J.  F.  Williams  and  C.  L.  Mad- 
dox  motored  to  Jackson  last  week-end  and 
attended  the  fair.  "Tribb"  has  been  "shot 
down"  ever  since.  Says  she  don't  like  the 
way  Maddox  does  the  "tail  spin  and  nose 
dive"  when  there's  only  two  on  the  back 
seat,  and  the  others  agree  that,  if  he  switches 
box  cars  as  fast  as  he  drives  a  Patterson, 
there  will  never  be  a  congestion  in  the  yards. 

Mrs.  W.  R.  Hales  spent  Sunday  with  her 
brother,  Ralph  Hodges,  who  underwent  a 
very  serious  operation  at  St.  Joseph's  Hos- 
pital a  few  weeks  ago. 

The  Agricultural  Department  of  the  di- 
vision is  still  progressing.  Each  week  Mr. 
Pickering  writes  up  his  crop  report  in  his 
flourishing  way,  telling  about  frost  on  the 
pumpkins,  and  the  fodder  in  the  shock,  the 
cotton  blossoms  fragrance  and  the  pastures 
for  the  stock. 

Our  file  clerk  is  very  witty.  He  nearly 
fell  off  his  ladder  today  when  the  record 


SLEEP  MASK  Sleep  day  or  night— 

____^_^^^_  in  or  outdoors.  Re- 
lief for  Insomnia.  Makes  day  sleeping 
restful.  A  blessing  to  those  who  work 
nights.  25cerch  or  three  for  SOc  prepaid. 

A.  Reynolds,  7431  Paxton  Ave.,  Chicago,  III. 


SEND  NO 
MONEY 

You  will  look  a  long 
time,  men,  before  yon  will 
find  a  pants  bargain  like  this. 
Think  of  it!  Only  $2.98  for 
these  well  -tailored  trousers 
of  fine  durable  Suiting  with 
neat  stripe  effect  —  wide  tun- 
nels instead  of  flimsy  belt 
straps— extra  heavy  pocketing 
—  hand   sewn   buttons,   rein- 
forced seat  seams  —  all  seams 
serged,  no  raw   edges  —  bar 
tacking  at  crotch  and  pockets 
which  prevents  tearing  at 
seams.    Color,    gray    mixture. 
Sizes,  30  to  44  waist  measure:  in- 
side leg  measure,  30  to  36  inches. 
Here  is  an  extraordinary  bar- 
gain offered  at  this  low  intoduc- 
torypriceto  acqnaintmenevery- 
where  with  the  big  saving  made 
by  purchasing  wearing  apparel 
here  by  mail.  Our  limited  supply 
will  be  snapped  up  quick.  Order 
one  or  more  pairs  now.  Remem- 
ber, you  take  no  risk  and  don't 
have  to  pay  a  cent  until  delivery. 
Just  send  your  name  and  ad- 
dress, giving  waist  and  inside 
leg  measure.  We  send  them 

'Orderly  Nk>e.P64I  900.  r  (56i 


JPay  MaHman  Only  g98 

THE    HOWARD-LUX    COMPANY 

l^ept   64,3 10 Lakeside  Ave.    N._W .  Cleveland.  Ohio 


Send  Us  Your  Name  and  We'll 
Send  You  a  Lachnite 


NUXAUD 


For 

Red 

Blood, 

Strength 

And  6 

Endurance 


clerk  got  a  bit  raw  over  the  telephone,  at 
the  record  at  Frogmoor. 

Noble  is  a  splendid  file  clerk,  but  I  never 
can  understand  why  the  girls  worry  him  so. 

He   says   he's   off  of  them  for  life, 

He  never  wants  a  wife, 

But   I   can't  believe  it's  true, 

For  I'm  tellin'  you, 

Give  him  the  moon,  a  place  to  spoon, 

And  leave  the  rest  to  him. 

The  chief  clerk  says:  "A  minute  late  to 
the  office  in  the  morning  starts  the  whole 
day  wrong." 

Waymond,    the   mail    clerk,   is  very,   very 


Please  mention  this  magazine  when  writing  to  advertisers. 


90 


ILLINOIS  CENTRAL  MAGAZINE 


young,  but  awfully  crazy  about  the  women. 
Better  watch  out,  sonny,  your  young  heart 
is  too  tender  to  be  tossed  about  by  those 
wicked  specimen. 

There  is  some  girl,  some  where,  that  will 
have  a  benedict-ion  pronounced  on  her  last 
name  some  time,  if  she  doesn't  watch  out. 

I've  often  wondered  why  Roy  Pickering 
never  smiles,  but  I  have  reached  a  con- 
clusion at  last,  he  is  afraid  his  face  will 
crack.  You  know  his  name  is  Cupid. 

Q.  Frank  White's  middle  name  is  Egg. 
Ha!  Ha!  YVouldn't  that  make  you  laugh? 

A.  Why,  yes,  if  he  wasn't  such  a  bad 
one. 

You  simply  can't  go  near  Mr.  Ligon,  he  is 
embargoed  all  around. 

It  is  awfully  hard  to  decide  what  to  call 
this  office,  we  have  everything  from  Camp- 
bells, Workman,  Casterberries,  Valentines 
and  Cole  to  Sweet  Williams. 

Miss  Johnson  is  always  on  very  treach- 
erous ground,  she  has  Slaughter  so  near 
her. 

Somebody  asked  Mr.  Pickering  the  other 
day  what  was  Butterworth,  he  replied,  we 
have  three  grades,  Noble,  Punk  and  Harry. 

We're  all  thinking  of  going  West,  but 
Enlow  has  already  been,  and  from  all  ap- 
pearances we  don't  care  to  go. 

I've  often  wondered  why  Miss  Annie 
doesn't  freeze,  you  know  her  last  name  is 
Hale. 

Covington  is  not  only  a  town,  but  a  steno 
as  well. 

We  all  like  Mr.  McAdams,  especially  on 
the  15th  and  30th. 

Another  one  of  our  members  joined  the 
ranks  of  the  unfortunates  a  few  days  past 
Mr.  W.  W.  Claypool  and  Miss  Winnie  Bell 
Holland  were  united  in  marriage  Saturday 
evening,  August  28th.  Mr.  J.  B.  Webb  has 


Send  No  Honey! 

Amazing  Shoe  Bargain  ! 

Rush  your  name,  address 
and  size  for  a  pair  of  these 
wonderful  Warw  ick  Men's 
Dress  Shoes.  Only  asmall 
special  lot  at  this  profit- 
smashing  price.  These  fine 
Ehoes  are  made  of  specially  se- 
lected fine  quality  gun  metal 
leather  on  the  popular  Ritz 
last.   Blucher  style.   Full 
chrome  leather  Gopdyea: 
stitched  soles.  Military 
heel.  Full  lined— lea- 
ther insole.  Strong 
ly  sewed  and  l 
inforced. 


Best  workmanship.  Wonderfully  comfortable  and  sty- 

Jyishly  snappy  in  appearance.  Splendid  for  business  or  soci  :1  wear. 
The  kind  of  shoe  for  which  you  would  expect  to  pay  S7.5O  to 
S9.0O.  Order  a  pair  at  our  risk.  Don't  eend  any  money  now! 
Just  your  name,  address  and  size.  Pay  only  J3. 98  on  arrival.  Try 
them  oo.  If  not  fully  convinced  of  the  remarkable  value  and  the 
excellent  quality,  return  the  shoes  to  us.  and  we  will  refund  your 
money.  Sizes  6  to  11.  State  size  and  width. 

DAVID  STRONG  COMPANY 

Dept.  3910      "Same  Manw.rn.nt Since  1885"     CHICAGO 


STORMY  DAYS 

Don't  worry  the  man  who 
works  in  a 

FISH 
BRAND 

Coat  ^Slicker 

He  has  the  best  water- 
proof garment  made. 
)  Two  styles  of  medium 
length  coats,  Nos.  B411 
with  buckle  fasteners ; 
B421  with  buttons  and 
Reflex  Edges  that  stop 
the  water  from  run- 
ning in  at  the  front. 

Dealers  Everywhere 

A.  J.  TOWER  CO. 

BOSTON,  MASS. 


SENDHOMONEY 

Write  quick  for  this  amaz- 
ing shirt   bargain.     Only 
limited    lot.      Wonderful 
quality  fine  count  per- 
cale.  Record  breaking 
cut  price.  Guarantee 
$8.00  value  for  only 
$5.00  C.  O.  D. 
Send     No    Money 
just   your  name    and 
neckband  size  on  postal 
or  letter  for  these  three 
wonderfulpercaleshlrts. 
Cut   extra    large,   roomy 
armholes.     This  season's 
latest  black,  blue  or  laven- 
der stripe  effects  on  white 
background.     Guaranteed 
fast   color.     Best   quality 
pearl  buttons,  soft  French 
turn     back     cuffs,    finest 
workmanship. 
We  guarantee  to  refund  your 

""shirts  /orU|e<s8Ithan  $8.00? 
Save  money— write  today  be- 

withdrawn.    We  pay  delivery 
charges.     You  pay  only  $5.00. 
Just  send  your  name,  address 
and  neckband  size. 
BERNARD,   HFWITT   &  COMPANY 
Dept.  R3510  9OO  West  Van  buren  Street  Chicago.  Illinois 


SHOES— TWO  PAIR— SHOES 

A  work  shoe  and  a  dress  shoe  at  practically  the  price  of 
one  pair.  Sent  to  you  without  one  penny  down.  All  you 
have  to  do  is  to  pay  your  postman  $7.37  and  postage  when 
the  package  arrives.  It's  a  money-back  proposition,  too. 
Of  course  you  don't  expect  full  details  of  an  amazing  offer 
such  as  this  in  such  small  space  and  you  are  right  If  you 
look  for  our  big  six  and  a  half  inch  illustrated  ad  In  this 
issue,  you  will  get  full  particulars.  Wolpers — Dept.  181  at  1201 
W.  Van  Buren  Street,  Chicago. 


Please   mention  this  magazine   when   writing  to  advertisers. 


CENTRAL  MAGAZINE 


tl 


been  doing1  his  bit  to  warn  the  boys  about 
this  married  life,  but  Claypool  couldn't  be- 
lieve it.  Said  he  wanted  to  see  the  folly 
for  himself. 


LOUISIANA   DIVISION 

Miss  Lois  Williams  is  with  us  again  after 
her  WILD  WEST  trip  and  reports  a  won- 
derful time. 

Mr.  Chenet  Bourgeois  spent  the  26th  in 
Memphis  attending  the  Accountants'  meet- 
ing. 

Miss  Louise  Wheelock  of  the  Store  De- 
partment is  back  from  a  short  vacation 
spent  on  the  coast.  The  water's  fine,  girls, 
why  don't  you  go  down? 

And  while  I  think  of  it,  our  Statistician 
changed  her  plans  about  that  trip  to  Ash- 
ville,  and  is  spending  the  allotted  twelve 
days  with  her  brother  at  Biloxi. 

All  members  of  the  Store  Department 
are  seemingly  very  much  interested  in  IN- 
VENTORY, as  much  so  as  the  Superin- 
tendent's office  was  in  back  time,  which, 
by  the  way,  has  been  received  at  last,  and 
the  majority  of  the  force  are  wishing  that 
the  checks  were  a  little  larger,  especially 
those  who  have  not  had  their  vacations 
yet. 

Mr.  J.  M.  Hoskins,  one  of  our  Traveliiv 
Engineers,  is  back  from  his  vacation. 
Where  he  spent  it,  we  are  unable  to  say, 
but  evidently,  he  learned  something  of  in- 
terest while  gone,  for  he  has  been  having 
several  confidential  talks  with  Traveling 
Engineer  Harell  of  late.  All  that  we  can  d 
is  to  wonder  what  it  is  all  about. 

The  only  thing  that  we  can  report  con- 
cerning our  Friend,  Eddie,  this  month  is 
that  he  has  been  behaving  very  nicely  with 
the  exception  of  teasing  the  Car  Record 
girls  about  their  bachelor  and  widower 
beaus,  and  from  all  appearances,  Chief  Mc- 
Guire  will  have  to  be  on  the  lookout  for 
two  boys  to  answer  emergency  calls  from 
that  desk,  as  Road  Supervisor  Mercer  and 
Conductor  Sanders  have  been  visiting  us 
quite  frequently  of  late. 

Our  Liberty  Bond  Clerk,  Wm.  Mark" 
who  is  a  member  of  the  Naval  Reserve,  is 
away  on  a  month's  cruise.  The  boys  he 
left  behind  are  envying  him  for  his  "Re- 
port" call,  'cause  they  would  all  like  to  be 
along  with  him. 

Sad  news  in  the  Accounting  Department. 
We  have  lost  our  JUDGE.  Mr.  Fant  has 
accepted  a  position  with  the  Gulf  Coast 
Line,  at  Kingsville,  Texas.  From  all  ac- 
counts he  will  soon  become  one  of  the 
benedicts. 

Our  Supervising  Agent,  Mr.  McCloy,  at- 
tended the  Loss  and  Damage  Meeting  in 
Memphis  on  September  Sd. 

Mr.  Joe  Schneider  spent  several  weeks 
in  Cincinnati.  His  assistant,  Mr.  Bill  West, 
acted  as  Chief  during  his  absence. 

The  Engineering  Department  has  the  soft 


Diamonds  on 
Approval 


end  for 
Latest  List  o 
Diamond  Bargains 


This  firm  nearly  %  century  old.  rated 

ver   $1.000,000   lends   money   on   blsb- 


grade  jewelry.     Amazing  bargains  in  un- 
paid loan  diamonds.    Free  examination. 


Why  Pay  Full  Prices 

ve  for  yourself  that  it's  not  necejaan. 


Made  to  your  measure,  payable  after 
received,  with  the  clear  understanding 
that  if  the  fit  is  not 
perfect  or  if  you 
are  not  satisfied  in 
every  way,  if  yon 
are     not    convinced 
yon   have  received 
a  fine,  high  grade, 
stylish,  perfect  - 
fitting  tailored 
suit  made  to 
your  meas- 
ures and  have 
saved    $16.00 
to  120.00.  you 
are   not   un- 
d  e  r     the 
slightest  ob- 
ligation    to 
keep  it. 
Don't  hesi- 
tate   or  feel 
timid,  (im- 
ply send   the 
euit  back,  DO 
cost  to  you. 
Yon  are  not 
out     on* 

penny.     Any 

money   yon  may  have  paid  us  is  refunded  at  once. 
All  Wool$^J  COO  Any  man  young  or  old  who 
SUITS     afc^S «™  wants  to  dress  well  and  save 
_  tf-m~      money  should  write  for  our 

SarnplOM  FREE  free  book  of  samples  and  fash- 
ions explaining  everything.  V lease  write  letter  or 
postal  today,  just  say  "Send  me  your  samples"  and 
get  our  whole  proposition  by  return  mail.  Try  it- 
costs  yon  nothing— just  a  postal,  get  the  free  samples 
and  prices  anyway.  You  will  learn  something  import- 
ant about  dressing  Well  and  saving  money. 

PARK  TAILORING  COMPANY 

Dept    425 


pedal  on  now  after  working  so  hard  on 
the  Budget. 

Private  Secretary  Dodds  has  finished 
writing  up  the  Budget  and  is  taking  the 
rest  cure. 

Why  do  they  call  you  "Mamma,"  Gladys? 

Traveling  Auditors  A.  F.  Cox,  J.  W.  Ker- 
mean,  and  W.  B.  Higgins  have  been  enjoy- 
ing a  week's  vacation  in  our  town.  We 
say  vacation,  but  they  seem  to  differ  with 
us,  however,  the  best  way  to  find  out  just 
what  they  have  been  doing  is  to  ask  when 
you  see  them  next. 


Please    mention    this    magazine    when    writing   to   advertlsera 


92 


ILLINOIS  CENTRAL  MAGAZINE 


Mr.  J.  J.  Desmond,  Roadmaster,  has  re- 
turned from  a  much  earned  vacation.  Says 
he  had  a  good  time  up  home. 

Miss  Una  Holmes  is  acting  as  Statistician 
during  the  latter's  vacation  and  is  working 
some,  but  says  that  she  is  glad  that  Delia 
Mae's  time  will  soon  be  up. 

Miss  Bridge,  our  Chief  File  Clerk,  has 
decided  to  spend  her  vacation  among  the 
Adirondacks.  It  is  so  hot  down  here  until 
we  all  wish  we  had  selected  a  similar  place 
for  ours. 

Messrs.  Quigley,  Bourgeois  and  Higgins 
attended  a  special  Meeting  held  in  Memphis 
on  the  15th. 

Miss  Ellen  Rueff,  our  old  switchboard 
operator,  is  back  on  the  job  for  a  few  days, 
account  of  one  of  the  other  girls  being  on 
sick  list.  Of  course,  we  are  glad  to  have 
Ellen  back,  but  here's  hoping  that  our 
other  employe  will  soon  be  well  enough  to 
be  with  us  again. 

Misses  Beulah  Youngblood  and  Claire 
Pimm  motored  to  Magnolia  the  15th  and 
registered.  They  were  afraid  they  would 
have  to  tell  their  age,  but  the  clerk  was 
in  sympathy  with  them  and  so  only  had 
them  swear  that  they  were  twenty-one. 

We  have  a  new  timekeeper  in  our  office, 
Mr.  J.  L.  Anderson  comes  to  us  from  Water 
Valley.  How  do  you  like  this  town,  J.  L. 
after  living  in  Water  Valley  so  long? 

Miss  Johnson,  one  of  our  Car  Record 
Girls,  is  on  her  vacation,  but  she  is  pay- 
ing us  a  visit  this  morning  account  of  the 
Safety  meeting  being  held  and  Supervisor 
Mercer  from  Yazoo  City  attending.  Said 
she  just  couldn't  stay  away. 

Mechanical  Department. 

Master  Mechanic  E.  C.  Roddie  is  in  Chi- 
cago this  week  on  business. 

Mr.  H.  R.  McKnight,  assistant  accountant, 
has  returned  from  a  five  days'  vacation. 
We  understand  that  he  spent  the  entire  time 
building  Winter  quarters  for  his  thirty-nine 
chickens. 

Mrs.  Cora  Hooper  has  accepted  a  posi- 
tion in  G.  C.  F.  McEwen's  office.  We  are 
glad  that  Mrs.  Hooper  decided  to  stay  with 
us  instead  of  continuing  with  her  Art  class 
at  the  High  School. 

Miss  Josephine  Miller,  clerk  at  Gwin,  has 
been  on  the  sicklist.  We  sincerely  hope 
that  Miss  Miller  will  soon  be  able  to  be 
back  at  work.  Miss  Irene  Taylor  was  bor- 
rowed from  our  office  to  fill  Miss  Miller's 
place. 

Chief  Accountant  O.  V.  Lewman  and  As- 
sistant Accountant  H.  R.  McKnight,  at- 
tended the  Accountant's  meeting  in  Mem- 
phis on  the  26th.  Did  they  have  a  good 
bill  at  the  Orpheum? 

Every  one  has  been  working  overtime  for 
the  last  week,  in  order  to  get  out  the  back 
time  rolls.  Shall  we  always  have  back  time 
to  work  up? 

Miss  Mabel  May  would  appreciate  if  any 
clerk  on  the  other  divisions  would  advise 
her  the  price  of  flesh  colored  crepe  de  chene. 


Don't  Endure 

kWritetne 


PILES 

and  I  will  send  you  on  trial  a  Full 
Treatment  of  my  mild,    soothingr. 
.„  guaranteed  remedy  for  all  forms  of 
;i' Piles  which  has  proven  a  blessing 
"  to  thousands  who  are  now  free  from 
this  cruel,  torturous  disease.    Send 
me  a  post  card  today  for  Full  Treat 
Jment.     If  results  are  satisfactory 
Icostsyou  J2.00.  If  not,  costs  nothing 

H.  0.  POWERS,  Dept.  ess,  Battle  Creek,  Micfi 


EARN  AREBt  PHONOGRAPH 

*IW-      -   mtifully  finished,    nickel   winding 
nk,  spring  motor,  ipeed  regulator, 
•top  lever     Hew  improved  sound 
box  with  mica  diaphragm,  makes 
perfect  reproductions  of  all  kinds 
of  music.    A    MAKVELOC8 
Machine  in  every  way.  Delight- 
thousands 


fend  you  24  of  our  Art  Pictures  to 
dispose  of  on  special  offer  at  25c 
each.  Send  us  the  $6  you  collect 
and  we  will  send  this  new  im- 
proved E.  D.  L.  Phonograph  and 
a  selection  of  "  —  -da  free. 
.O.LIFE.Oept  1QT85  -hloago 


Cured  His  RUPTURE 

I  was  badly  ruptured  while  lifting  a  trunk 
several  years  ago.  Doctors  said  my  only  hope 
of  cure  was  an  operation.  Trusses  did  me  no 
good.  Finally  I  got  hold  of  something  that 
quickly  and  completely  cured  me.  Years  have 
passed  and  the  rupture  has  never  returned,  al- 
though I  am  doing  hard  work  as  a  carpenter. 
There  was  no  operation,  no  lost  time,  no  trouble. 
I  have  nothing  to  sell,  but  will  give  full  informa- 
tion about  how  you  may  find  a  complete  cure 
without  operation,  if  you  write  to  me,  Eugene 
M.  Pullen,  Carpenter,  54G  Marcellus  Avenue, 
Manasquan,  N.  J.  Better  cut  out  this  notice 
ind  show  it  to  any  others  who  are  ruptured — 
you  may  save  a  life  or  at  least  stop  the  misery 
of  rupture  and  the  worry  and  danger  of  an  op- 
eration. 


Rheumatism 


A  Remarkable  Home  Treatment  Given  by 
One  Who  Had  It 

In  the  Spring  of  1893  I  was  attacked  by  Muscular 
and  Inflammatory  Rheumatism.  I  suffered  as  only  those 
who  have  It  know,  for  over  three  years.  I  tried 
remedy  after  remedy,  and  doctor  after  doctor,  but  such 
relief  as  I  received  was  only  temporary.  Finally,  I 
found  a  remedy  that  cured  me  completely,  and  It  has 
never  returned.  I  have  given  it  to  a  number  who  were 
terribly  afflicted  and  even  bedridden  with  rheumatism, 
some  of  them  70  to  80  years  old,  and  results  were  the 
same  as  In  my  own  case. 

I  want  every  sufferer  from  any  form  of  rheumatic 
trouble  to  try  this  marvelous  healing  power.  Don't  send 
a  cent;  simply  mail  your  name  and  address  and  I  will 
send  It  free  to  try.  After  you  have  used  it  and  it  has 
proven  Itself  to  be  that  long-looked-for  means  of  getting 
rid  of  your  rheumatism,  you  may  send  the  price  of  it, 
one  dollar,  but  understand,  I  do  not  want  your  money 
unless  you  are  perfectly  satisfied  to  gend  It.  Isn't  that 
fair?  Why  suffer  any  longer  when  relief  is  thus  offered 
you  free.  Don't  delay.  Write  today. 

Mark  H.  Jackson, 'No.  939  O,  Dura  ton  Bldg.,  Syracuse, 
N.  T. 

Mr.   Jackson  \s  responsible.     Above  statement  true. 


Please  mention  this  magazine  when   writing  to  advertisers 


ILLINOIS  CENTRAL  MAGAZINE 


93 


The  following-  new  "hands"  are  working 
on  Circular  109,  Misses  Addie  Ferguson, 
Mary  Anderson,  Avis  Harris,  Messrs.  Elmer 
Price,  Julian  Leggett  and  Earle  Winborn. 

Miss  Anna  Belle  Craft,  Liberty  Bond 
Clerk,  left  on  the  first  to  return  to  school. 
We  regret  to  see  her  leave  but  we  are  in- 
deed glad  to  have  Liberty  Bonds  closed  out. 

Misses  Bessie  and  Eva  Bennett  and  Neola 
Mae  Ansley  went  to  New  Orleans  Sunday 
to  see  a  Wm.  S.  Hart  picture  and  do  some 
extensive  window  shopping. 

Every  one  is  taking  a  vacation  trip  or 
planning  one.  Some  even  go  so  far  as 
to  remain  over  time  to  consult  the  "Guide 
Book".  At  present  Miss  Mildred  Abbott  is 
in  Asheville,  and  Miss  M.  Q.  O'Quin  is  in 
Michigan. 

Cheer  up,  Neola!  'Tis  better  to  have 
loved  and  lost,  than  never  to  have  loved  at 
all.  Stop  sighing  when  the  Vicksburg  line 
is  in  use. 


OFFICE     OF     TERMINAL     SUPERIN- 
TENDENT,  MEMPHIS,   TENN. 

Clerk  T.  C.  Munday  Supt's.  office  is 
spending  an  enjoyable  vacation  at  points 
in  Indiana,  Kentucky,  Alabama  and  Missis- 
sippi. 

Miss  Mary  McHugh,  Steno.  Supt's  office, 
is  a  very  unfortunate  girl  in  having  to  spend 
her  vacation  at  home  sick  but  Mary  says 
she  has  a  big  trip  planned  for  next  year. 

Leland  Rice,  Clerk  Road  Master's  office, 
is  away  on  a  3  months'  leave  of  absence  try- 
ing to  get  a  head  full  of  knowledge.  He  is 
being  relieved  by  Miss  Ida  Mai  Zanone. 

Dan  Cupid  has  been  busy  around  the 
Terminal  Office  this  summer,  two  of  the 
most  popular  clerks  having  taken  unto 
themselves  a  better  half.  Miss  Frizzell 
Philips  Steno.  Road  Master's  Office  who 
married  Mr.  Malcolm  Gibson  says,  "there 
is  nothing  like  married  life;  wouldn't  be 
single  again."  Mr.  Glenn  Trotter,  Trans- 
portation Clerk  Supt.'s  Office  who  married 
Miss  Perniezelle  Youngman  says,  "nothing 
like  having  some  one  to  darn  your  socks 
and  sew  buttons  on  your  clothes." 

A  bouncing  baby  boy  arrived  at  the  home 
of  Chief  Clerk  to  Road  Master  W.  J.  Gould 
and  wife  Tuesday,  Sept.  7th.  The  office 

Send  No  Money 

Snap  this  bargain  up  right  now  before  it  is  too 
late.  Only  limited  quantity.  Amazing  underwear 
bargain.  Greatest  off er  ever  made.  Two  Guar- 
anteed $4  Each,  Wool  Unionsuits,  $5.75. 

Save  big  money  on  your  underwear.  Send 
postcard  or  letter  today  — this  very  minute,  for 
these2  beautiful  perfect  fitting  heavy  weight  gray 
clastic  rib  unionsuits.  Full  cut.  Seams  reinforced 
and  overcast.  Send  No  Money — pay  only  $5.75 
on  arrival,  no  more;  we  pay  delivery  charges. 

We  Guarantee  S^"-^ 

match  these  2  wonderful  wool  unionsuits  for 
$8.00.  Order  this  amazing  bargain  this  minute 
before  it  is  too  late.  Just  give  name,  address 
and  breast  measure.  < 

BERNARD.  HEWITT  &  COMPANY 

Dept.   U351O  9OO  W.  Van  Buren,  Chicago 


Send  No  Money 


This  21-jewel  Illinois  Watch— the  Bunn  Special  sent  on 
trial.  Do  not  send  us  a  penny.  The  Bunn  Special,  made  to  be 
"the  watch  for  railroad  men,"  is  adjusted  to  6  positions,  extreme 
heat,  extreme  cold  and  isochronism.  21-jewel  movement,  Mont- 
gomery Dial,  handsome  guaranteed  20-year  gold-filled  case. 
Guaranteed  to  pass  inspection  on  any  railroad. 

AfterTrialaFewCentsaDay 

The  watch  comes  express  prepaid  to  your  home.  Examine  it  first. 

Only  if  pleased  send  $5.50  as  first  payment.    Wear  the  watch.    If  after  ten 

ORDPR  TODAY  Just  send  as  your  name  and  address.  No  red 
UKIJtK.  HJL»AI  tape.  Just  .ay.  "send  me  the  Bonn  Sped*!." 
Do  not  enclose  •  penny.  Don't  delay.  Write  today. 

Our  Its  page  catalog.  No.  66-H  •how*  more  than  t.OOO  bar. 

gain*  in  diamonds .  uatchct  and  jewelry.    Write  for  it  NO  W. 


T   A/T 
J  .  iVi. 


Dept.  H  Maiden  Lane 
66-H  f  NewYcrkCity 


The  world  owes  a  debt  of  gratitude  to  the  au- 
thor of  the  now  famous  M  armola  Prescription, 
and  is  still  more  indebted  for  the  reduction  of 
thisharmless,  effective  obesity  remedy  to  tablet 
form.  They  are  so  convenient  to  take,  and  as 
pleasant  as  candy.  One  after  each  meal  and  at 
bedtime  will  quickly  reduce  your  weight,  two, 
three  or  four  pounds  a  week,  and  leave  no  evil 
effects  such  as  loose,  flabby  skin  and  unsightly 
wrinkles.  Just  go  on  eating  what  you  like— 
leave  exercise  to  the  athletics— take  your  little 
tablet  as  directed  and  soon  you  will  be  your 
natural  self,  cloaked  in  firm  flesh  and  trim 
muscles.  Marmola  Prescription  Tablets  may 
now  be  obtained  at  all  drugstores,  or  by  writing 
direct  to  Marmola  Co.,  21 5  Garfield  Building, 
Detroit,  Mich.,  and  their  reasonable  price — one 
dollar  for  generous  package— leaves  no  excuse 
for  dieting  or  violent  exercise  for  the  reduction 
of  the  overfat  body  to  normal  proportions. 


Plaase   mention   this   magazine   when   •writing:  to  advertisers. 


ILLINOIS  CENTRAL  MAGAZINE 


Bird's  eye  view  of  Endicott-Johnson  factories  and  tanneries,  the  largest  shoe  manufac- 
turing concern  in  the  world. 

We  employ  13,000  and  make  81,000  pairs  of  shoes  daily.  The  raw  hides  are  bought 
in  the  world's  markets  and  tanned  in  our  own  tanneries. 

ENDICOTT-JOHNSON 

Shoes  for  Workers  and  Their  Boys  and  Girls 
ENDICOTT  JOHNSON  CITY 

N.  Y.  N.  Y. 


OVERALLS,  COVERALLS, 
JUMPERS  and  UNIFORMS 

Remember,  it's  the  -loth  in  your  overalls  that  gives  the  wear! 
Stifel's  Indigo  Cloth  is  a  sturdy,  fast-color  fabric,  the  dots 

print.  Ask  for  overalls,  coveralls  and  uniforms 

and  stripes  positively  will  not  break  in  the 

of  Stifel's  Indigo  Cloth,  and  to  j 

be  sure  of  the  genuine,  look  for 

this  trademark  on  the  back  of 

the  cloth  inside  the  garment. 

Your  dealer  can  supply  you.     We  are  makers 

of  the  cloth  only. 


This  is  Mr 
Chas.  Broil,  one 
of  the  oldest 
engineers  of  the 
B.&O.  who  runs 
the  famous 
"Royal  Blue." 
Mr.  Broil  wears 
and  swears  by 
"true  blue" 
Stifel's  Indigo 
Cloth. 


J.L.STIFEL&  SONS,  Indigo  Dyers  and Printer, 
Wheeling,  W.  Va.  260  Church  St.,  N.  Y. 


Please     mention     this     magazine    when     writing    to     advertiser* 


ILLINOIS  CENTRAL  MAGAZINE 


force  wish  them  good  luck  with  the  new 
comer. 

Ray  J.  Rooney,  Secy,  to  Terml.  Supt, 
spent  Sunday  and  Labor  Day  visiting  his 
mother  in  Chicago. 

Traveling  Engr.  B.  J.  Feeny  is  spending 
a  two  weeks  vacation  in  New  York  City 
and  attending  Traveling  Engineers  Con- 
vention Chicago. 

Ass't.  Chief  Clerk  to  Supt.  A.  W.  Giehler 
and  wife  spent  a  most  enjoyable  vacation 
sight  seeing  in  Colorado,  Oklahoma  and 
Illinois.  Bill  took  a  picture  of  everything 
he  saw.  We  all  know  he  has  some  won- 
derful sights. 

We  are  all  glad  to  see  J.  K.  Burns  Chief 
Clerk  to  Supt.  back  and  reporting  a  grand 
and  glorious  vacation.  Understand  he 
visited  friends  in  and  around  Memphis 
which  are  very  numerous,  went  fishing 
with  the  kiddies  and  dreamed  late  in  the 
A.  M.,  of  his  oil  wells  in  Texas. 

Car  Clerk  Supt's.  Office  W.  E.  Foster, 
wife  and  son  spend  two  weeks  vacation  in 
Texas  and  Oklahoma.  Foster  says  lots  of 
good  looking  women  in  Texas.  Fellows 
its  a  shame  boys  act  foolish  and  go  get 
married  so  young. 

We  are  all  glad  to  see  Mr.  E.  Bodamer 
back  with  us  again  as  Terminal  Train 
Master. 

We  were  all  very  sorry  to  hear  of  the 
death  of  Yard  Master  C.  J.  Bruso's  father 
Mr.  Joseph  Bruso,  age  70  years  who  died 
at  St.  Joseph's  Hospital  afternoon  of  Sept. 
12th,  1920. 


LOCAL  FREIGHT  OFFICE,  MEMPHIS, 
TENN. 

The  old  saying  that  "No  news  is  good 
news"  may  be  correct,  but  it  does  not  ap- 
ply to  this  station.  The  fact  is,  we  have 
been  too  busy  to  think  of  "News."  Business 
is  heaviest  ever  known  at  Memphis  and 
prospects  are  for  greater  movement  of 
freight  in  the  near  future. 

Vacation  time  is  past  and  all  clerks  are 
back  on  the  job,  but  providence  only  knows 
how  broke  they  would  be  but  for  the  back 
pay  checks;  they  practically  saved  our  lives. 

And  speaking  of  vacations — there  is 
hardly  a  state  east  of  the  Rockies  that 
some  member  of  this  department  didn't 
visit,  and  the  tales  they  brought  back  with 
them  will  furnish  us  with  subjects  for  con- 
versation the  whole  winter,  but  most  excit- 
ing of  all  pictures  of  various  members  of 
the  feminine  force  sporting  in  the  lakes  and 
brooks  of  the  Ozark  Mountains  in  one 
piece  bathing  suits.  I  haven't  the  heart  to 
mention  their  names. 

Mr.  T.  A.  Rutherford,  Chief  Outbound 
Clerk,  resigned  account  of  his  wife's 
health  and  will  go  to  Denver  to  reside. 
We  hate  to  give  Mr.  Rutherford  up,  as  he 
is  an  earnest  and  faithful  worker.  We  wish 
for  him  and  his  family  every  success  in 
life  and  it  may  be  in  the  future  they  will 
be  able  to  return  to  Memphis,  where  we 
will  gladly  welcome  Mr.  Rutherford  back 
to  the  "Good  old  I.  C." 


"This  is  a  sample  of  our  work* 

BLACKMAIL!! 

A  blackmailer  burned  one  of  Mr.  Moore's  5 
lumber  mills  and  sent  him  the  photo  above.  : 
He  typed  on  the  picture:  "This  is  a  sample  of  • 
our  work."  When  he  pulled  the  letter  out  of  • 
the  machine,  he  left  his  thumbprint  on  the  : 
paper.  He  might  as  well  have  signed  his  name  • 
and  address. 

Mystery  Solved  by 

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A  Fingerprint  Expert  photographed  the  thumb-  : 
print  and  compared  it  with  the  print  shown  \ 
above — that  of  a  man  who  was  arrested  for  gun-  • 
toting.  They  were  identical.  The  blackmailer  : 
confessed,  and  was  sent  to  jail.  A  fingerprint  \ 
expert  had  solved  another  mystery. 

Master  this  Profession 

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Name 


•  Address. 
:  Town. . . 


Please   mention   this  magazine  when   writing  to  advertisers. 


96 


ILLINOIS    CENTRAL    MAGAZINE 


United  Supply  &  Manufacturing  Co. 

McCormick  Bldg. 
Chicago 

Wool  and  Cotton  Wiping  and  Packing  Waste 

Nuts,  Bolts,  Rivets,  Spikes 

Axles 

American  Rail  Leader 


BE 
GUIDED 

by  facts,  not  theories 

by  performance  records.not  claims 

by  experience,  not  prophecy.   Every 

consideration  points  straight  to  KER1TE 

for  permanently  satisfactory  and  economical  service 


COMR 

NEW  YORK  C  H I  C  AC  O 


PATENTS 

Inventors  Invited  to  Write  for  Infor- 
mation and  Particulars 
Hifheat  Reference*.       Beat  Kc.ulti. 
Promptness  Assured. 

WATSON  E.  COLEMAN 
Patent  Lawyer 

624  F  Street  N.  W.  Washington.  D.C. 


HAWK  BRAND 


BUCK  BRAND 


Overalls 


and 


Union  Suits 


Full  Cut,  Roomy  Union-made  Railroad  Overalls  and  Jumpers. 
Every  garment  guaranteed  to  give  absolute  satisfaction  or  purchase 
price  cheerfully  refunded. 

Our  Auto  Mechanic  Khaki  Union  Suit  is  unexcelled  in  Material, 
Design  and  Workmanship. 

Miller  Manufacturing  Company 

Five  Factories:         Dallas  and  Fort  Worth,  Texas — 

•  Memphis,  Tenn.,  Little  Rock,  Ark.,  Kansas  City,  Mo. 


Please   mention    this  magazine   when   writing  to  advertisers. 


If.  f.  A  AJ1AAAAAJIJG 


Contents 


The  Markham  Spirit  .-. 13 

Illinois    Farmers    Give    their    Ideas    on    Co-operation    with    the 
Illinois   Central  i 5 

Public  Co-operation  Needed  by  Railroads  20 

Addresses  Before  Convention  of  Watch  Inspectors  22 

Illinois  Central's   1920  Bill  for  New  Equipment  Totals 
$27,109,768  24 

Public   Opinion 25 

East  St.  Louis,  111 28 

Safety  First   _ 38 

Bureau  of  Explosives  39 

Hospital   Department   41 

Purchasing   and    Supply    Department 43 

Law  Department 45 

Transportation    Department 47 

Car    Efficiency    4g 

Employees  Urged  to  Join  National  Guard  ...  51 

Engineering    Department    52 

Claims   Department  „...  54 

Facts  and  Figures  About  Personal  Injury  Accidents 60 

Roll  of  H.onor  62 

The  Pioneer  Railroad  of  the  Lower  Mississippi  Valley 66 

Meritorious  Service  71 

Division    News    75 


Ribl'shed  monthly  by  the  Illinois  Central  K..R..  in  the  interest 
of  tke  railroad  and  its  jj4000  Employes 

Advertising   Rates  on  Application 

Office  1201  Michigan,  Av.  Telephone  Wabash  2200 

Chicago  Lo 

13  4  Pcr  c°py        $  1^  per  year 


ILLINOIS  CENTRAL  MAGAZINE 


11 


B.  GOEDDE  &  CO. 


Wholesale  Lumber  and  Mill  Work 

Office  and  Yard :     2000  to  2100  Illinois  Ave. 

EAST  ST.  LOUIS,  ILL. 


Distributors  of  Starks  Weatherproof  Out 
side  Stain,  a  new  product  on  which  we 
would  be  glad  to  furnish  full  information 
upon  request. 


Chas.  F.  Short  ®,  Co. 

BONDED  WAREHOUSE 
FIREPROOF  STORAGE 

Paching    and    Shipping     to     All    Parts    of    World 
4O4-414  Broadway  East  St.  Louis,   111. 

Please     mention     this     magazine     when     writing     to     advertisers 


ILLINOIS  CENTRAL 

Magazine 

Vol.  9  November,  1920  No.  5 


'The  Markham  Spirit' 


The  letter  printed  below  from  Mr.  Edwin  B.  Parker,  of  Houston,  Texas,  and  the 
article  which  follows,  constitute  a  fine  com  liment,  not  only  to  President  Markham, 
but  also  to  the  Illinois  Central  personnel: 

Houston,  Texas,  Oct.   14,   1920. 
Editor,  Illinois  Central  Magazine, 

Chicago,  111. 
Dear  Sir: 

I  was  recently  a  passenger  of  the  Illinois  Central  from  Chicago  to  New  Orleans 
and  return.  Because  of  the  profound  impression  made  on  my  mind  by  the  whole- 
hearted spirit  of  service  which  the  employes  of  the  railroad  put  into  their  work,  I  was 
impelled,  after  completion  of  the  trip,  to  dictate  the  enclosed  sketch. 

I  would  like,  if  you  think  it  appropriate,  to  get  this  message  home  to  the  Illinois 
Central  employes,  in  the  hope  that  it  will  furnish  them  some  small  measure  of 
encouragement  «nd  stimulate  them  to  renewed  effort. 

I  am  sending  this  to  you,  rather  than  to  Mr.  Markham,  for  publication  if  in  your 
judgment  you  deem  it  proper;,  or,  if  there  is  anything  in  it  which  you  think  should 
be  modified  in  any  way,  please  do  not  hesitate  to  say  so.  Please  acknowledge  receipt, 
that  I  may  know  that  this  has  reached  you  safely. 

I  have  never  been  connected,  directly  or  indirectly,  with  the  Illinois  Central,  and 
what  is  here  written  is,  therefore,  written  from  the  viewpoint  of  an  outsider,  free 
from  any  partisan  prejudice.  Yours  very  truly, 

Edwin   B.  Parker. 

"I  guess,  take  it  by  and  large,  the  Illinois  Central  Railroad  is  just  about  the  best 
railroad  in  the  world." — Thus  spoke  a  veteran  conductor  whom  I  had  engaged  in 
conversation  on  a  recent  extended  trip  which  I  made  over  the  Illinois  Central  lines. 
As  my  journey  progressed,  I  not  only  found  this  sentiment  echoed  and  re-echoed 
by  officers  and  employes  of  the  company  of  high  and  low  degree,  as  well  as  by  the 
shippers  whom  these  lines  serve,  but  gradually,  and  almost  unconsciously,  I  found 
myself  agreeing  with  them. 

And  this  suggested  the  query:  What  are  the  several  factors  which,  taken  together, 
constitute  the  "best  railroad  in  the  world"? 

The  state,  whose  creator  it  is,  has  clothed  it  with  numerous  rights  and  powers- 
including  the  sovereign  power  of  eminent  domain — which  carry  with  them  the  duty 
to  serve  the  public.  That  railroad  which  serves  the  public  best,  and  at  the  same  time 
yields  to  its  stockholders  a  reasonable  return  on  their  investment,  is  the  "best  rail- 
road in  the  world." 

Service  implies  physical  excellence — a  well  conditioned  road-bed,  adequate  motive 
power,  a  proper  car  supply,  machine  shops,  efficient  safety  appliances,  etc.,  etc.  The 
initial  cost  of  all  these  is  enormous.  The  cost  of  maintenance  is  very  great,  and  the 
funds  for  creating  and  maintaining  these  facilities  must,  directly  or  indirectly  and 
ultimately,  be  supplied  by  the  general  public,  either  in  the  form  of  investments  or 
from  the  earnings  arising  from  the  operation  of  the  lines. 

But  the  railroad  with  the  most  perfect  physical  equipment  is  not  necessarily  the 
"best  railroad  in  the  world."  Unless  it  is  officered  and  manned  by  men  of  character, 
ability,  experience  and  vision,  working  together  as  one  man,  co-operating  and  playing 
the  game  with  perfect  team  work,  moved  by  a  common  purpose — the  desire  to  render 
the  maximum  of  service  at  the  minimum  of  cost — the  physical  properties  will  be  as 

13 


14  ILLINOIS  CENTRAL  MAGAZINE 

a  magnificent  statue  into  which  has  never  been  breathed  the  vitalizing  energy  of 
life.  In  its  last  analysis,  it  is  the  organization,  from  the  president  to  the  humblest 
call  boy  or  section  laborer  or  porter — the  army  of  men  under  capable  leadership, 
filled  with  energy,  good  cheer  and  optimism,  with  a  clear  vision  of  their  goal  toward 
which  they  are  with  confidence  constantly  moving — that  is  the  chief  and  controlling 
factor  entering  into  the  production  of  the  "best  railroad  in  the  world." 

And  such  an  organization  the  Illinois  Central  possesses;  or,  more  properly  speak- 
ing, possesses  the  Illinois  Central  Railroad,  for  every  one  of  the  units  of  the  organ- 
ization with  whom  I  came  in  contact  referred  to  it  as  "our  railroad"  and  felt  the 
pardonable  pride  of  proprietorship.  I  found  not  only  the  superintendents  and  train 
masters,  but  the  train  men,  exulting  in  the  remarkable  increase  in  car  mileage;  in 
the  fact  that  the  yards  were  free  of  congestion  and  the  cars  kept  moving;  in  the  fact 
that,  notwithstanding  the  monkey  stringency,  the  management  had  established  for  the 
company  such  a  favorable  position  in  the  public  confidence  that  it  had  been  able  to 
find  a  way  for  financing  the  purchase  at  tremendous  cost  of  a  large  number  of 
additional  locomotives  and  cars  to  better  serve  its  patrons,  which  increased  excel- 
lence of  service  will  in  turn  inevitably  bring  increased  business  and  revenue;  I  found 
that  many  of  the  men  had  grown  up  in  or  had  long  been  in  the  service  of  the  com- 
pany; I  found  that  in  many  instances  the  faith  and  confidence  in  the  company, 
expressed  in  words  by  these  employes,  also  found  expression  through  their  investing 
a  substantial  part  of  their  earnings  in  stock  of  the  company.  Above  all,  I  found 
that  each  and  all  of  these  officers  and  employes  derived  a  very  real  satisfaction  and 
happiness  from  giving  to  the  company,  and  through  the  company  to  the  public,  the 
best  there  is  in  them;  from  rendering  efficient  services  in  a  courteous  manner,  and 
in  making  of  the  organization  and  its  physical  properties  a  very  real  and  powerful 
public  servant. 

But,  I  reflected,  no  athletic  team  ever  achieved  success  without  the  careful  training 
of  an  experienced  coach.  No  football  eleven,  however  strong  the  individual  units, 
ever  won  a  game  save  through  team  work,  in  response  to  the  signals  of  the  quarter- 
back. No  army  ever  moved  forward  to  victory  save  in  response  to  the  carefully 
thought  out  plans  and  inspired  by  the  contagious  confidence  and  leadership  of  a 
great  general. 

I  looked  about  me  for  the  coach,  the  quarterback,  the  general,  who  had  filled  the 
Illinois  Central  organization  with  the  invincible  spirit  of  courteous  and  efficient 
service.  One  must  be  blind  indeed  not  to  discover  him — his  name  is  on  the  lips,  not 
only  of  the  members  of  his  immediate  staff,  but  of  every  employe  down  to  the 
humblest.  His  personal  example  is  constantly  before  them,  stimulating  and  inspiring 
them  to  do  their  best.  His  democratic  spirit,  his  demand  for  a  "square  deal,"  his 
life  of  fair  play,  his  open,  frank,  straightforward  manner  of  dealing  with  all  men  and 
disposing  of  all  problems  great  or  small,  bring  him  close  to  and  give  a  human,  per- 
sonal, touch  to  his  intercourse  with  all  in  the  company's  service,  whom  he  is  pleased 
to  regard  as  his  associates,  and  who,  as  a  consequence,  are  working  for  him. 

I  met  Charles  H.  Markham,  president  of  the  Illinois  Central  lines,  at  the  Chicago 
station.  While  he  was  chatting  to  a  small  group,  a  husky  woman,  evidently  from  the 
country,  rushed  up  to  us  in  great  excitement  and  asked  to  be  directed  to  the  baggage 
room.  Mr.  Markham  broke  off  his  conversation,  took  the  perturbed  woman  by  the 
arm  and  showed  her  where  she  could  get  her  baggage  checked  in  time  to  catch  her 
train — this  all  as  a  matter  of  course.  He  "worked"  for  the  Illinois  Central.  There 
did  not  at  the  moment  happen  to  be  any  other  employe  on  hand  to  render  this 
small  courtesy.  It  was  "up  to  him"  and  "Charlie"  Markham  never  failed  to  discharge 
a  duty. 

It  is  this  spirit — the  Markham  spirit — that  permeates  and  grips  the  whole  Illinois 
Central  organization,  individually  and  collectively,  and  that  is  driving  it  forward 
with  irresistible  force  and  energy  in  its  career  of  efficiently  serving  all  of  the  people 
of  the  large  territory  which  it  penetrates. 

It  is  this  spirit  of  service — the  Markham  spirit — that  is  fast  converting  the  enemies 
and  critics  of  railroads  into  friends  willing  and  anxious  to  give  to  them  sufficient 
revenue  to  enable  them  to  render  proper  service  together  with  a  fair  return  on  the 
investment. 

It  is  this  Markham  spirit — the  spirit  of  service,  of  fair  play,  of  a  square  deal — that 
is  fast  solving  and  will  ultimately  solve  the  labor  problems  between  railroad  cor- 
porations and  their  employes. 

It  is  this  Markham  spirit  that  is  bringing  happiness  and  good  cheer  into  thousands 
of  households,  that  is  carrying  the  gospel  of  thrift  to  the  thriftless,  that  is  teaching 
the  dignity  and  the  salvation  of  work,  that  is  impelling  thousands  to  consecrate  their 

lives  to  service  in  some  form.  ' 


ILLINOIS  CENTRAL  MAGAZINE 


15 


And  as  I  left  the  lines  of  the  Illinois  Central  and  continued  on  my  journey  I  could 
not  but  reflect  how  wonderful  it  would  be  if  all  of  the  responsible  executives  of  our 
railroads,  of  our  industries,  of  our  commercial  and  banking  institutions,  were  filled 
with  the  Markham  spirit,  and  what  a  tremendous  influence  this  would  exert  in  the 
solution  of  our  economic  and  social  problems.  I  could  not  but  reflect  how 'Mr. 
Markham,  in  his  quiet,  modes!  way — I  think  in  some  measure,  at  least,  quite  uncon- 
sciously-— is  perhaps  doing  a  greater  and  more  constructive  work  than  any  evangelist 
in  helping  others  on  the  road  to  right  living 

And  then  I  understood  why,  to  the  conductor  whose  words  furnish  an  introduction 
to  this  sketch,  and  to  thousands  similarly  situated,  including  its  president,  the  Illinois 
Central  is  the  "best  railroad  in  the  world." 


Illinois   Farmers  Give  Their    Ideas  On  Co-Operation 
With  the  Illinois  Central 


The  hostile  attitude  which  has  mani- 
fested itself  in  times  past  toward  the 
railroads,  and  traces  of  which  still  linger 
in  some  quarters,  has  been  the  result, 
very  largely,  of  a  lack  of  information 
in  regard  to  the  problems  of  the  railroads 
on  the  part  of  the  public,  and  can  be 
wiped  out  only  through  a  vigorous  sys- 
tem of  education  which  will  utilize  every 
point  of  contact  between  the  railroads 
and  the  public. 

This  is  the  outstanding  impression 
which  the  writer  brought  back  from  a 
visit  to  Champaign  County,  Illinois, 
where,  as  a  representative  of  the  Illinois 
Central,  he  sought  to  obtain  expressions 
from  a  score  of  representative  farmers 
on  railroad  matters,  particularly  the 
service  of  the  Illinois  Central.  The 
farmers  were  asked  to  tell  exactly  what 
they  thought  of  the  railroads  and  the 
Illinois  Central  and  to  make  suggestions 
for  improvement  of  the  service  which 
the  Illinois  Central  offers  its  farmer 
patrons. 

No  two  of  the  farmers  made  similar 
replies.  Many  flatly  contradicted  each 
other.  The  majority  of  them  expressed 
a  friendly  attitude  toward  the  railroads. 
Those  who  did  not,  and  who  were  ques- 
tioned as  to  the  cause  of  their  unfriend- 
liness, showed  plainly  that  their  attitude 
had  been  based  upon  a  lack  of  informa- 
tion, or,  more  often,  upon  actual  misin- 
formation. 

Methods  of  better  co-operation  be- 
tween the  railroads  and  their  farmer 


patrons,  to  correct  these  outcroppings  of 
unfriendliness,  were  discussed  with  a 
number  of  the  farmers  in  various  parts 
of  the  county.  They  all  agreed  that  a 
better  understanding  of  railroad  prob- 
lems is  needed  by  the  farmers.  They 
praised  President  Markham  for  his  step 
in  sending  an  interviewer  to,  get  their 
viewpoint,  declaring  that  it  should  result 
in  assisting  to  that  end  of  better  under- 
standing. 

A  suggestion  bearing  the  ear-marks  of 
practicability  came  out  of  the  interview 
with  Ed  F.  Webster,  a  young  farmer  liv- 
ing four  miles  from  Rantoul.  Mr.  Web- 
ster owns  his  own  farm,  is  secretary  of 
the  Champaign  County  Farm  Bureau,  is 
vice-president  of  the  Farmers'  Elevator 
Company  at  Prospect,  his  loading  sta- 
tion, and  takes  a  deep  interest  in  better 
farm  methods.  He  approved  the  sug- 
gestion that  each  county  farm  bureau 
appoint  a  railroad  committee,  to  com- 
prise a  half  dozen  farmers  who  keep 
abreast  of  the  times,  who  should  confer 
frequently  with  the  local  railroad  offi- 
cials on  railroad  questions  and  make  a 
study  of  transportation  from  the  farm- 
ers' viewpoint,  to  be  in  a  position  to  ad- 
vise the  bureau  on  matters  coming  up 
from  time  to  time  relating  to  the  rail- 
roads and  the  farmers. 

The  same  suggestion  was  made  to  a 
number  of  other  farmers  who  are  inter- 
ested in  the  farm  bureau,  and  they  de- 
clared, too,  that  such  a  plan  should  pro- 
duce good  results,  not  only  for  the  farm- 


16 


ILLINOIS  CENTRAL  MAGAZINE 


ers,  but  for  the  railroads.  Mr.  Webster 
announced  that  he  would  introduce  the 
subject  at  the  next  meeting  of  the  Cham- 
paign County  Farm  Bureau,  with  his 
approval. 

C.  H.  Oathout  of  Champaign  is  farm 
adviser  for  Champaign  County.  He 
formerly  managed  an  800  acre  farm  in 
Champaign  County,  where  he  has  lived 
for  a  number  of  years.  His  work 
brings  him  in  touch  with  farmers  gen- 
erally throughout  the  county. 

He  said  the  railroads  should  be  re- 
moved from  the  jurisdiction  of  the  sev- 
eral state  commissions  and  made  an- 
swerable only  to  the  Interstate  Com- 
merce Commission.  He  offered  this  as 
his  first  suggestion,  declaring  that,  in  his 
opinion,  it  would  naturally  work  to  the 
benefit  of  farmers  generally. 

A  second  suggestion  was  that  every 
effort  should  be  put  forth  by  the  rail- 
roads to  make  courtesy  in  the  service 
a  first  consideration.  The  former  hos- 
tility toward  the  railroads  was  discussed 
and  Mr.  Oathout  declared  it  to  be  his 
opinion  that  hostility  often  had  grown 
out  of  discourteous  treatment.  He  was 
asked  for  his  opinion  on  the  brand  of 
courtesy  exhibited  by  Illinois  Central 
employes,  and  this  was  his  reply: 

"Many  of  them  are  extremely  courte- 
ous, but  when  a  person  considers  cour- 
tesy he  remembers  only  individual  cases. 
I  have  never  met  more  courteous  men 
than  some  of  the  Illinois  Central  em- 
ployes." 

He  named  some  of  those  who  fell  in 
that  class,  and  continued :  "But  the  rail- 
road should  make  every  effort  to  make 
courtesy  a  first  consideration.  Railroad 
employes  are  public  servants." 

A  further  suggestion  was  that  each 
person  through  whose  hands  a  shipment 
of  freight  passes  be  made  individually 
responsible  for  the  handling  of  that  ship- 
ment. He  declared  that  he  had  seen 
railroad  employes  deliberately  handle 
freight  carelessly. 

He  said  the  National  Farm  Bureau 
Federation  should  co-operate  with  the 
railroads  in  securing  an  even  distribu- 
tion of  freight  cars  and  better  service 
from  equipment. 


J.  W.  Tummelson  was  interviewed  on 
his  farm  near  Leverett,  now  operated  by 
his  son,  escaping  from  the  duties  of 
house-cleaning  to  have  a  chat  with  the 
interviewer  over  the  fence.  He  insisted 
that  passenger  service  should  be  im- 
proved, to  take  into  consideration  trav- 
eling from  the  smaller  points  to  Cham- 
paign and  Effingham  and  Kankakee.  He 
admitted,  however,  that  virtually  all  of 
his  short-distance  traveling  is  done  by 
automobile.  Mr.  Tummelson  declared 
that  the  flavor  still  lingers  from  some  of 
the  malpractices  which  he  said  were  in- 
dulged in  by  some  railroad  employes 
during  Government  administration  of 
the  roads. 

John  Ehler,  who  owns  three  farms 
near  Thomasboro,  operated  by  himself 
and  his  sons,  left  the  cornfield,  where 
he  was  assisting  the  family  of  a  sick 
neighbor  in  husking  corn,  to  talk  with 
the  interviewer.  His  plaint  was  the  car 
shortage,  and  he  declared  that  farmers 
judge  the  railroads  by  their  ability  to  get 
cars  when  cars  are  needed. 

W.  H.  Wheat  of  Rantoul,  who  con- 
trols the  operation  of  6,000  acres  of 
Champaign  County  farm  land  through 
the  First  National  Bank  of  Rantoul,  of 
which  he  is  president,  had  many  kind 
words  to  say  of  the  Illinois  Central  serv- 
ice and  employes  and  officials.  He  be- 
lieves that  farmers  are  more  charitably 
inclined  toward  the  railroads  than  they 
once  were  and  suggested  that  every  ef- 
fort be  made  to  increase  the  courtesy 
of  service. 

O.  E.  Williams  of  Rantoul,  owner  of 
400  farm  acres,  spoke  highly  of  the  sort 
of  treatment  he  had  received  from  the 
Illinois  Central  and  discussed  the  freight 
car  shortage. 

M.  A.  Walsh  lives  in  Rantoul  now 
and  his  160  acre  farm  near  Ludlow  is 
farmed  for  him  on  the  shares.  He 
openly  declared  that  the  farmers  are 
friendly  toward  the  railroads.  Many  of 
those  who  indulge  in  criticism  against 
the  railroads  because  of  their  losses  on 
their  1919  corn  crop  have  only  them- 
selves to  blame,  he  said,  citing  the  case 
of  his  tenant.  During  the  late  spring  he 
and  his  tenant  had  the  opportunity  to 


ILLINOIS  CENTRAL  MAGAZINE 


17 


market  their  corn  crop.  The  market  had 
fallen  off  a  few  points.  The  tenant 
asked  his  advice.  He  said  he  advised 
his  tenant  to  sell  and  set  the  example 
by  marketing  his  share  of  the  corn.  His 
tenant  decided  to  wait,  and  still  has  his 
1919  corn.  Other  farmers  had  the  same 
experience,  he  said. 

John  Wood  of  Rantoul  is  a  farm 
owner,  banker  and  former  elevator  man. 
This  was  his  reply  to  a  question  on  Illi- 
nois Central  service: 

"The  Illinois  Central  gives  us  better 
service  than  any  other  railroad.  I  would 
pay  $30,000  for  an  elevator  on  the  Illi- 
nois Central  for  which  I  would  not  pay 
more  than  $12,000  on  any  other  road, 
simply  because  of  the  superior  service 
of  the  Illinois  Central." 

Mr.  Wood  further  declared  that  the 
railroads  have  not  kept  abreast  of  the 
times  in  buying  equipment,  and  he  placed 
the  blame  on  the  railroad  managements. 
Discussing  the  low  rates  which  pre- 
vented a  guarantee  sufficient  to  secure 
the  capital  for  equipment  investments, 
he  indicated  that  the  railroad  men  should 
have  forced  the  issue  of  obtaining  more 
commensurate  rates. 

Mr.  Wood  had  words  of  praise  for 
President  Markham's  plan  of  getting  the 
farmers'  viewpoint,  in  the  effort  to  vital- 
ize service. 

Peter  J.  Murray  left  the  dinner  table 
at  his  home,  two  miles  northwest  of  Ran- 
toul, to  talk  with  the  interviewer,  and 
said  that  Illinois  Central  employes  had 
always  treated  him  fairly  and  courte- 
ously. He  mentioned  the  car  shortage 
in  as  few  words  as  the  interviewer  heard 
it  put  on  the  entire  visit: 

"There's  the  car  shortage,  but  I 
realize  the  railroads  are  not  responsible 
for  that." 

Mr.  Murray  gave  his  approval  to  the 
plan  of  interviewing  farmers  for  sugges- 
tions on  improving  service. 

Patsy  Connor,  who  lives  four  miles 
northwest  of  Rantoul,  was  visited,  also 
as  he  left  the  dinner  table.  He  owns 
320  fine  acres.  His  experience  with 
railroads  led  him  to  emphasize  the  car 
shortage.  Otherwise,  the  Illinois  Cen- 
tral service  is  of  the  best,  he  declared, 


speaking  highly  of  the  courtesy  of  em- 
ployes. 

Mr.  Webster,  secretary  of  the  Cham- 
paign County  Farm  Bureau,  whose  sug- 
gestion of  the  railroad  committee  is  re- 
ported earlier  in  these  lines,  also  had  a 
word  of  praise  for  the  get-together  plan 
put  forth  by  President  Markham.  He 
talked  of  the  car  shortage,  and  declared 
his  belief  that  the  "short  line,"  Rantoul 
to  Le  Roy,  had  not  received  its  share  of 
cars. 

A  street-corner  interview  was  held  in 
Rantoul  with  the  Illinois  Central's  repre- 
sentative, David  and  John  Ingleman  and 
L.  M.  Wilson  as  participants.  David 
Ingleman,  the  senior,  is  a  farm  owner, 
but  lives  now  in  Rantoul:  His  son  oper- 
ates a  farm  seven  miles  northwest  of  the 
town  and  Mr.  Wilson  is  his  neighbor. 

The  interviewer's  question  .as  to  opin- 
ions on  Illinois  Central  service  touched 
off  a  verbal  barrage  from  the  two 
younger  men.  The  reporter  took  a 
mental  dive  for  a  shell-hole  and  when  the 
barrage  lifted  discovered  that  the  senior 
member  of  the  party  was  on  his  side. 
He  needed  to  ask  no  questions.  The  trio 
debated  it  out,  the  senior  Mr.  Ingleman 
championing  the  cause  of  the  railroad, 
the  son  and  his  neighbor  attacking  it. 

The  prosecutors  led  off  with  various 
remarks  anent  the  car  shortage  situation, 
its  alleged  causes,  ramifications  and 
workings  out.  They  quoted  trainmen 
who,  they  said,  had  told  them  wondrous 
tales  of  unused  cars  lying  idle  in  ter- 
minals and  of  cars  being  hauled  back  and 
forth  across  lines  empty,  simply  to  pass 
the  time  away.  They  had  believed  them, 
without  questioning  the  peculiar  attitude 
of  the  trainmen  responsible  for  their  mis- 
information, for — "they  were  trainmen 
who  had  been  in  the  service  thirty  years 
or  more;  they  ought  to  know."  The 
senior  Mr.  Ingleman  challenged  them, 
declaring  the  trainman-informants 
didn't  know  what  they  were  talking 
about. 

The  younger  men  made  various  and 
sundry  comments  on  losses  to  grain  ship- 
pers. The  elder  man  replied  that  the 
farmers  who  lost  money  oftentimes  had 
only  themselves  to  blame,  that  they  held 


18 


ILLINOIS  CENTRAL  MAGAZINE 


corn  for  a  higher  market  when  they 
could  have  shipped. 

"Anyway,"  the  senior  member  of  the 
party  countered,  "corn  wouldn't  have 
been  so  high  if  there  had  been  plenty 
of  cars ;  you  know  that.  It  never  would 
have  gone  over  $1.25  a  bushel." 

Finally  the  discussion  died  out  and  the 
interviewer  was  allowed  to  present  his 
summary  of  the  debate.  The  younger 
men  admitted  the  need  of  co-operation. 
The  junior  Mr.  Ingleman  suggested  that 
extra  stock  trains  making  the  night  trip 
to  the  Chicago  market  provide  a  lighted 
car  for  the  shippers  accompanying  their 
stock.  He  had  ridden  in  a  dark  car,  he 
said. 

His  father  even  headed  this  off  with 
the  suggestion  that  others  in  the  car 
doubtlessly  wanted  to  sleep. 

The  party  broke  up  in  good  spirits. 

The  interviewer's  trail  took  him  to  the 
home  of  Henry  Franzen,  six  miles  south- 
east of  Rantoul.  in  the  vicinity  of  Gif- 
ford.  Mr.  Franzen  was  located  in  the 
corn  field,  husking  corn.  He  removed 
the  husking  peg  to  shake  the  interview- 
er's hand,  while  he  talked  about  cars  and 
railroad  service.  He  praised  the  treat- 
ment he  had  been  accorded  by  the  Illi- 
nois Central. 

Oltman  Busboom  owns  a  fine  farm 
home  in  the  same  vicinity.  He  smoked 
the  peace  pipe  with  the  interviewer  while 
talking  about  railroad  service.  He  ap- 
proved the  get-together  plan  of  President 
Markham's  and  also  thought  the  railroad 
committee  of  the  Farm  Bureau  would 
work  to  the  same  end.  He  said  he  al- 
ways had  received  most  courteous  treat- 
ment from  the  Illinois  Central.  Discuss- 
ing the  marketing  of  the  1919  corn  crop 
he  offered  the  conjecture  that  many 
farmers  had  lost  through  their  own  er- 
rors of  judgment,  while  many  actually 
had  profited  bv  the  shortage  of  cars, 
since  corn  would  not  have  been  so  high 
had  the  movement  of  traffic  not  been  en- 
cumbered by  the  shortage. 

J.  W.  Maxwell  was  driving  a  high- 
power  corn-picker  on  his  400-acre  Maple 
Lawn  Farm,  near  Savoy,  when  the  in- 
terviewer arrived.  The  reporter  watched 
the  process  until  the  wagon  was  filled 


with  big  white  ears,  when  Mr.  Maxwell 
came  forward.  His  discussion  of  farm 
problems  as  related  to  railroads  showed 
that  he  had  been  keeping  abreast  of  the 
times,  agriculturally. 

His  first  suggestion  had  to  do  with  the 
freight  rate  on  fertilizer.  He  suggested 
that  it  be  lowered,  in  order  to  induce 
farmers  to  use  more,  especially  the  com- 
mercial phosphates.  He  told  of  a  farm 
meeting  at  Urbana  in  which  had  been 
reported  the  remarkable  results  obtained 
by  use,  once  every  four  years,  of  phos- 
phates for  fertilization. 

Good  words  were  spoken  for  the  Illi- 
nois Central,  Mr.  Maxwell  declaring  that 
he  had  never  been  unable  to  obtain  a 
stock  car  when  he  asked  for  it  and  that 
he  had  always  received  most  courteous 
treatment.  He  spoke  very  highly  of  the 
agent  at  Savoy,  his  shipping  point. 

The  chronicler  of  these  interviews 
once  regarded  with  a  certain  skepticism 
the  report  that  Julius  Caesar,  during  the 
prime  of  his  career,  had  been  able  to  dic- 
tate six  letters  at  once  to  as  many  clerks, 
and  to  keep  them  all  busy,  without  los- 
ing the  thread  of  thought  in  any  one  let- 
ter. He  got  the  Twentieth  Century 
parallel  to  J.  Caesar's  case  when  he 
visited  at  the  home  of  State  Senator  H. 
M.  Dunlap,  near  Savoy. 

The  senator  owns  a  half  section  of 
farm  land,  one-half  of  which  is  in  or- 
chard. He  also  is  president  of  a  com- 
pany which  manages  an  SOO-acre  farm 
elsewhere  in  the  state.  His  palatial 
home  is  fitted  up  with  an  office,  into 
which  he  received  the  reporter.  The  call 
was  made  just  as  the  senator  was  pre- 
paring to  rush  awav  to  join  the  "Repub- 
lican caravan."  in  which  he  was  a  speak- 
er, and  he  talked  railroad  matters  while 
he  finished  reading  the  morning  mail, 
glanced  through  a  sheaf  of  telegrams, 
gave  final  directions  for  the  day's  work 
in  marketing  apples  and  drew  on  his 
coat.  The  interview  kept  up  until  the 
senator  had  joined  the-  driver  in  his  au- 
tomobile, and  they  were  ready  to  be 
whisked  away. 

Senator  Dunlap  announced  his  pleas- 
ure that  the  railroads  had  been  returned 
to  private  control  and  declared  that  al- 


ILLINOIS  CENTRAL  MAGAZINE 


19 


ready  he  had  seen  unmistakable  (evi- 
dences of  improved  service.  Anent  the 
matter  of  service,  the  senator  offered 
this: 

"I  consider  the  service  of  the  Illinois 
Central  better  than  that  of  any  road  I 
deal  with,  and  I  ship  over  several." 

He  suggested  that  the  railroad  rate- 
makers  and  patrons  confer  oftener  to 
iron  out  little  matters  of  rates,  citing  the 
freight  rates  on  bulk  pears  and  bulk 
apples.  The  rate  on  pears  is  twice  as 
high,  while  the  market  price  of  apples 
is  twice  that  of  the  pears,  he  said. 

O.  E.  Gates  substituted  for  his  father, 
P.  J.  Gates,  a  veteran  Champaign  County 
farmer,  when  the  interviewer  called,  to 
find  the  father  not  at  home. 

"Dad  grew  up  with  the  Illinois  Cen- 
tral," the  son  said.  "We  have  no  com- 
plaint against  the  railroad.  We  know 
what  the  railroad  means  to  us.  The  Illi- 
nois Central  has  done  a  lot  of  progres- 
sive things  down  here,  and  we're  for  you 
strong." 

Mr.  Gates  spoke  highly  of  the  plan 
offered  by  Mr.  Markham  for  getting  the 
farmers'  views  on  questions  of  service. 
He  also  talked  of  the  program  of  edu- 
cation carried  on  by  the  Illinois  Central, 
declaring  it  should  be  copied  by  other 
public  service  organizations.  The  sug- 
gestion was  made  that  greater  efforts 
should  be  addressed  to  securing  the  cour- 
tesy of  employes,  especially  trainmen. 

The  senior  Mr.  Gates  accepted  the  in- 
terviewer's invitation,  extended  through 
his  son,  to  reduce  his  interview  to  writ- 
ing and  submit  it  through  the  mails. 
The  letter  came  after  the  reporter's  re- 
turn to  Chicago. 

"The  management  of  the  road  is  so 
good  that  not  much  criticism  can  be 
made,"  Mr.  Gates,  senior,  wrote.  "The 
Illinois  Central  Rnilroad  is  handled  in  an 
up-to-date  manner  and  is  one  of  the  best 
kept  railroads  in  the  United  States,  and 
I  have  had  the  pleasure  of  observing  for 
forty-five  years." 

In  the  way  of  suggestions,  Mr.  Gates 
wrote  of  labor  difficulties,  observing  that 
railroad  employes  often  fail  to  give  a 
full  day's  work  for  a  full  day's  pay.  As 


a  remedy,  he  suggested  the  employment 
of  women  as  agents  at  many  of  the 
smaller  stations. 

"Of  course,  it  would  make  some  more 
work  for  the  train  crews,"  he  wrote,  "but 
I  offer  it  as  a  suggestion  from  an  ob- 
server. 

"I  would  put  up  a  cheap  shed  for 
shade  for  shippers,  and  would  keep  the 
pumps  in  loading  pens  in  better  order. 
A  pump  soon  rusts  out  if  not  looked 
after  often. 

"You  let  men  put  up  elevators  at  your 
stations.  They  should  be  compelled  to 
sell  coal,  etc.,  and  buy  grain  and  do  all 
this  business  at  fair  profits,  which  would 
make  for  contentment  of  all." 

The  Gates  farm  is  on  the  county  line 
between  Champaign  and  Douglas  coun- 
ties, near  Savoy.  The  residence  of  the 
father  is  in  Champaign  County,  that  of 
his  son  in  Douglas.  Their  farm  lies 
principally  in  Champaign  County. 

Charles  Schurg  of  near  Pesotum  had 
a  few  words  and  a  smile  ready  when 
the  interviewer  arrived.  He  spoke 
highly  of  his  treatment  at  the  hands  of 
the  Illinois  Central,  declared  that  the 
railroad  committee  plan  should  work  out 
for  the  benefit  of  both  the  farmers  and 
the  railroad  and  agreed  that  lack  of  in- 
formation or  misinformation  many  times 
causes  hostility. 

The  visit  was  not  without  its  humor- 
ous side,  too.  The  interviewer  ap- 
proached one  farmer  and  announced  his 
purpose. 

"I  am  representing  the  Illinois  Cen- 
tral," the  reporter  said.  "President 
Markham  is  working  out  a  plan  for 
closer  co-operation  with  the  farmers  in 
getting  service  and  he  has  sent  me  out 
here  to  talk  with  Champaign  County 
farmers  and  find  out  what  you  think  of 
the  railroad,  and  what  suggestions  you 
have  for  improved  service.  I  am  going 
to  write  a  story  about  my  trip  for  the 
Illinois  Central  Magazine  and  would 
like—" 

"Well,"  the  farmer  broke  in.  "I'm 
takin'  more  papers  now  than  I  ever  get 
a  chance  to  read  and  don't  think  I  can 
subscribe  for  any  more!" 


Public  Co-Operation  Needed  by  Railroads 

New  Attitude  of  People  Will  Avert  Crisis,   Says  Head  of  Illinois  Central 


(This  is  the  third  of  a  series  of 
twelve  articles  den  ling  with  the  experi- 
ence of  the  railroads  since  their  return 
to  private  ownership.  Eight  of  the 
articles  were  written  by  railroad  presi- 
dents, three  by  chairmen  of  executive 
committees  or  boards  of  directors  and 
one  by  the  chairman  of  the  Association 
of  Railway  Executives.  Each  of  these 
men  has  written  on  a  subject  in  which 
he  is  especially  interested,  and  each  has 
mnde  a  real  effort  to  give  the  country 
a  menage  from  his  personal  point  of 
view.) 

By  C.  H.  Markham, 

President   of   the   Illinois   Central 
Railroad  Company 

Developing  rapidly,  but  still  largely 
undeveloped,  the  south,  like  other  sec- 
tions of  the  country,  is  feeling  the  pinch 
of  a  serious  shortage  of  railroad  trans- 
portation and  may  have  to  pause  in  order 
to  give  the  railroads  time  to  catch  up 
with  the  growth  of  industry  and  agri- 
culture. But  I  am  an  ootimist  and  be- 
lieve that  this  impediment  will  be 
removed  in  a  comparatively  short  time 
and  that  the  south's  unexampled  pros- 
perity will  not  be  seriously  interrupted. 

The  growth  of  the  south  having  over- 
taken and  surpassed  the  capacity  of  its 
railroads,  further  development  is  wholly 
dependent  upon  the  growth  and  exoan- 
sion  of  the  railroads.  It  is,  therefore, 
imperative  that  the  railroads  expend 
hundreds  of  millions  of  dollars  as 
promptly  as  the  money  can  be  secured 
by  the  sale  of  their  securities  in  enlarg- 
ing the  railroad  plant  of  the  south  so 
as  to  place  it  in  advance  of  the  develop- 
ment of  this  favored  section.  Double- 
tracking,  enlarging  of  terminals  and 
acquiring  of  additional  equipment  are 
among  the  larger  items  which  will  re- 
auire  the  greatest  expenditure  of  money. 
The  owners  and  managers  of  these  great 
properties  are  ready  to  spend  the  money. 


Money — That's  the  Question 

The  paramount  question  is,  when  and 
where  and  at  what  rate  of  interest  the 
money  can  be  obtained. 

It  should  be  borne  in  mind  that  at  the 
end  of  federal  control,  comparing  1916 
with  1919,  the  southern  carriers  found 
that  their  operating  revenues  had  in- 
creased 58.87  per  cent,  while  operating 
expenses  had  increased  110.88  per  cent; 
that  the  operating  ratio  had  gone  from 
66.63  per  cent  in  1916  to  88.44  per  cent 
in  1919;  that  net  income  in  this  period 
had  decreased  62.88  per  cent  and  that  the 
rate  of  return  on  property  investment 
had  fallen  from  5.90  per  cent  in  1916 
to  1.88  per  cent  in  1919. 

It  should  also  be  borne  in  mind  that 
railroad  wages  in  five  years  have  con- 
siderably more  than  doubled;  that  the 
cost  of  locomotives,  cars  and  other  ma- 
terials and  supplies  has  more  than 
treMed:  that  a  comparatively  few  years 
ago  financially  strong  railroads  could 
obtain  money  in  abundance  at  from  3y2 
to  4  per  cent,  and  that  the  prevailing 
rate  at  the  present  time  is  double  those 
rates;  that  the  cost  of  coal  has  trebled, 
and  that  all  other  commodities  which 
must  be  used  in  quantities  in  the  mainte- 
nance of  gre^t  railroad  properties  have 
substantially  increased  in  price. 

Have  Faith  in  New  Act. 

On  the  surface  the  situation  presented 
does  not  look  very  encouraging,  but 
railroad  managers  and  owners  have  faith 
in  the  efficacy  of  the  new  transporta- 
tion act  and  the  honesty  and  sincerity  of 
purpose  of  the  interstate  commerce  com- 
mission in  applying  it  with  fairness  and 
liberality,  and  face  the  future  with  con- 
fidence. 

For  years  students  of  railroad  trans- 
portation fundamentals  have  been  warn- 
ing the  public  that  a  peril  caused  by 
shortage  of  transportation  was  impend- 
ing because  railroad  credit  was  being 
destroyed  by  a  process  of  strangulation 


20 


ILLINOIS  CENTRAL  MAGAZINE 


21 


of  the  railroads  through  intense  regula- 
tion of  forty-eight  states  and  the  na- 
tional government,  and  that  if  the  peril 
came  it  would  prove  more  hurtful  to 
industry,  to  agriculture  and  the  public 
generally  than  to  the  railroads  them- 
selves. We  have  not  exactly  encoun- 
tered this  peril  in  its  entirety,  but  for 
some  time  we  have  been  almost  touch- 
ing the  edges  of  it. 

Steering  Away  From  Peril 

We  have  gotten  close  enough  to  it  to 
enable  us  to  realize  that  it  is  a  thing 
to  be  dreaded  above  all  other  things  and 
to  be  avoided  at  any  cost.  Fortunately, 
we  are  beginning  to  steer  away  from  it, 
and  once  at  a  safe  distance  we  shall  be 
safe  for  many  years  to  come. 

A  prominent  lumberman  of  the  south, 
who  had  for  many  years  been  very  ac- 
tive in  fighting  all  rate  increases  applied 
for  by  the  railroads,  came  to  me  re- 
cently and  asked  if  there  was  anything 
he  could  do  to  help  the  railroads.  He 
said  it  was  no  longer  a  question  of  rates 
in  his  business,  but  was  now  entirely  a 
question  of  cars.  His  bankers  were 
threatening  to  cut  off  his  credit  because 
he  could  not  get  cars  to  ship  the  prod- 
ucts of  his  mills.  If  his  credit  were 
cut  off  that  would  mean  the  shutting 
down  of  his  mills. 

He  said  it  had  recently  dawned  upon 
him  for  the  first  time  that  people  with 
money  to  invest  could  not  be  forced  to 
invest  it  in  railroad  securities  and  that 
the  railroads  could  not  continue  to  buy 
locomotives,  steel  rails,  tires  and  other 
materials  necessarv  to  maintain  and  en- 
lar^e  their  properties  if  they  could  not 
sell  their  securities.  He  wanted  me  to 
know  that  he  had  undergone  a  complete 
change  of  heart  and  mind  on  the  rail- 
road question ;  that  he  had  in  the  past 
acted  without  vision;  that  he  now 


viewed  the  railroads  in  an  entirely  dif- 
ferent light  and  realized  fully  that  the 
prosperity  of  his  own  business  depended 
upon  the  prosperity  of  the  railroads,  but 
it  took  a  terrible  lesson  in  experience 
to  teach  this  man  this  fundamental 
truth. 

Change  in  Public  Expected 

I  believe  that  the  lesson  which  we 
have  learned  in  the  hard  school  of  ex- 
perience through  which  we  are  now 
passing  will  not  be  without  its  compen- 
sations, and  among  those  compensations 
will  be  a  complete  change  in  the  policy 
of  the  public  toward  the  railroads,  and 
that  the  railroads,  if  given  time  to  re- 
cuperate, will  soon  take  their  old  time 
place  of  leadership  in  the  development 
of  the  south  and  every  other  section  of 
the  country. 

There  are  many  signs  which  indicate 
that  the  public  is  growing  more  friendly 
and  anxious  to  help  the  railroads;  that 
railroad  labor  is  settling  down  and  will 
henceforth  render  a  full  day's  work  for 
a  full  day's  pay,  and  that  the  railroads 
and  the  public  will  not  be  troubled  so 
much  in  the  future  with  sporadic  strikes ; 
that  the  interstate  commerce  commis- 
sion will  applv  the  new  transportation 
act  liberally  with  the  view  of  restoring 
the  credit  of  the  railroads,  which  will 
mean  that  the  tide  of  monev  will  again 
flow  toward  railroad  securities. 

When  these  things  become  realities 
the  great  railroad  crisis  will  remain  only 
as  a  memory. 

[Copyright,  1920.  bv  the  McClure  News- 
paper Syndicate.] 

(Tomorrow  J.  E.  Gorman,  president 
of  the  Chicago,  Rock  Island  &  Pacific, 
will    discuss    railroad   conditions   in  the 
southwest.) 
Chicago  Daily  News,  October  13,  1920. 


H.  B.  Hull  and  C.  A.  Tweedy  Address  Convention  of 

Watch  Inspectors 


The  Watch  Inspectors  on  the  ten  rail- 
roads under  the  jurisdiction  of  Mr. 
Webb  C.  Ball  held  one  of  their  annual 
meetings  in  the  Gold  Room  of  the  Con- 
gress Hotel,  Chicago,  October  26  and 
27.  About  300  were  present  and  much 
interest  was  manifested. 

Two  Illinois  Central  men  delivered 
addresses,  Mr.  H.  B.  Hull,  representing 
Vice-President  L.  W.  Baldwin,  who  was 
on  the  program,  but  was  called  out  of 
the  city  and  could  not  fill  his  appoint- 
ment, and  Mr.  C.  A.  Tweedy,  General 
Chairman  of  the  Brotherhood  of  Loco- 
motive Firemen  and  Engineers.  Mr. 
Hull's  talk  was  informal.  Mr.  Tweedy 
discussed  "What  Is  Necessary  to  Secure 
the  Co-Operation  and  Confidence  of 
Employes  in  the  Maintenance  of  De- 
pendable Time  Service?" 

Mr.  Hull  referred  to  the  executive 
officers  of  the  Illinois  Central  as  men 
who  had  come  up  through  the  ranks 
through  sheer  merit,  exhibited  through 
hard  work  and  proven  ability,  and  de- 
clared that  any  engineer's  boy,  any  con- 
ductor's boy,  or  brakeman's  boy,  or  sec- 
tion foreman's  boy,  entering  the  service 
of  the  railroad  has  the  same  chance  to 
become  an  executive  as  the  present  ex- 
ecutives had  when  they,  as  boys,  began 
their  railroad  careers. 

The  insidious  propaganda  which  had 
been  used  against  the  railroads  for  fif- 
teen years  before  the  war  was  referred 
to — a  propaganda  which  greatly  im- 
paired the  credit  of  the  railroads  and 
brought  them,  and  the  country,  to  the 
brink  of  ruin.  A  mistake  was  made,  he 
said,  in  allowing  this  propaganda  to  go 
unchallenged. 

A  few  months  ago,  Mr.  Hull  said, 
there  was  much  talk  to  the  effect  that 
the  railroads  had  broken  down.  The 
Illinois  Central  management,  he  said, 
decided  to  launch  a  counter  propaganda 
—wholesome,  and  based  upon  truth, 
every  word  of  which  could  be  verified — 


22 


and  made  an  announcement  giving  the 
gross  ton  miles  of  freight  hauled,  and 
passengers  carried  one  mile,  by  years, 
for  a  period  o.f  ten  years.  This  state- 
ment showed  that  on  practically  the 
same  miles  of  track  the  'business  of  the 
company  had  grown  year  by  year  until, 
by  the  end  of  the  ten-year  period,  it  had 
almost  doubled.  This  announcement 
covered  only  the  Illinois  Central,  but  the 
assumption  was  that  all  other  railroads 
had  no  doubt  done  as  well  as  had  the 
Illinois  Central. 

Mr.  Hull  said  that  since  the  railroads 
had  been  returned  to  their  owners  they 
had  accomplished  wonders  in  the  way 
of  increasing  efficiency.  As  example,  he 
cited  that  the  railroads  up  to  September 
25,  this  year,  had  moved  51,500,000 
more  tons  of  coal  than  they  moved  in 
the  corresponding  period  of  last  year, 
and  that  this  feat  had  been  accomplished 
in  spite  of  the  "outlaw"  strike.  He  re- 
ported that  the  average  daily  movement 
of  coal  cars  on  the  Illinois  Central  Sys- 
tem in  the  month  of  September  attained 
44.20  miles  per  car  per  day,  a  new  rec- 
ord. This  compares,  he  said,  with  36 
miles  per  coal  car  per  day  during  the 
corresponding  month  of  the  previous 
year. 

Mr.  Hull  concluded  his  address  as 
follows : 

"I  believe  the  times  demand  that  every 
person  affiliated  with  the  railroad  indus- 
try— the  greatest  industry  in  the  United 
States — make  a  serious  study  of  his 
business — not  only  that  immediate  field 
to  which  his  labor  is  pledged,  but  of 
transportation  business  as  a  whole.  I 
believe  that  every  railroad  man  should 
be  informed  on  railroad  questions, 
should  know  what  the  railroads  are  do- 
ing in  their  efforts  to  meet  the  situation 
into  which  they  have  been  plunged  upon 
return  from  twenty-six  months  of  Fed- 
eral control,  and  whv  they  are  doing 
those  things,  and  whether  they  are  doing 


ILLINOIS  CENTRAL  MAGAZINE 


23 


them  in  the  most  efficient  way.  I  be- 
lieve that  every  railroad  man  should  be 
an  apostle  of  right-thinking,  taking  ad- 
vantage of  every  opportunity  to  spread 
correct  information  on  railroad  condi- 
tions and  encourage  wholesome  public 
thought  and  discussion  on  railroad 
topics. 

"The  railroads  are  making  strenuous 
efforts  to  win  public  support  and  ap- 
proval. They  cannot  succeed  unless 
railroad  men  themselves  are  informed 
and  have  correct  opinions. 

"If  you  should  forget  everything  else 
I  may  have  said,  I  should  be  pleased 
if  I  might  know  that  I  have  left  this 
thought  with  you :  the  importance — the 
absolute  necessity — of  every  railroad 
workman  being  fully  informed,  not  only 
upon  his  branch  of  the  industry,  but 
upon  the  industry  as  a  whole.  I  ear- 
nestly commend  it  to  your  serious  con- 
sideration." 

Mr.  Tweedy's  Address 

Mr.  Tweedy,  always  popular  with  any 
audience,  and  particularly  one  made  up 
wholly  or  in  part  with  Illinois  Central 
men,  was  at  his  best. 

He  told  about  a  number  of  instances 
of  which  he  had  personal  knowledge  in 
regard  to  the  watch  inspectors  of  the 
Illinois  Central  protecting  the  men  by 
doing  them  little  favors  which  cost  them 
nothing  but  which  meant  much  to  the 
men. 

Mr.  Tweedy  said  that  he  thought  one 
of  the  most  important  works  that  could 
be  done  on  the  railroads — a  work  in 
which  the  watch  inspectors  could  render 
material  assistance  because  they  are  men 
of  affairs  and  men  of  probitv  and  gen- 
erally looked  up  to  by  the  railroad  men 
— was  to  help  weed  out  the  unfit  among 
young  railroad  men  while  they  are  still 
young,  and  thus  help  the  railroads  and 
the  brotherhoods  to  get  rid  of  these  men 
for  the  safety  of  the  other  men  and  the 
good  of  the  railroads.  Mr.  Tweedy 
scored  quite  a  point  on  this  subject.  He 
said  the  mistake  too  often  was  made  of 


permitting  unfit  men  to  continue  in  the 
service  until  they  caused  the  loss  or  the 
maiming  of  useful  lives,  and  thus 
decreased  the  standard  by  which  railroad 
men  are  judged. 

Mr.  Tweedy  also  told  some  good  stor- 
ies, which  greatly  enlivened  the  occasion. 
He  repeated  one  which  he  said  President 
Wilson  had  told  on  himself.  He  said 
President  Wilson,  a  great  admirer  of 
Mark  Twain's  writings,  had  stopped  off 
between  trains  at  Hannibal,  Mo.,  for  the 
purpose  of  visiting  Mark  Twain's  boy- 
hood home.  He  had  understood  that 
the  residence  belonged  to  the  city  and 
had  been  preserved,  and  he  was  anxious 
to  see  it.  When  President  Wilson  left 
the  railroad  premises  at  Hannibal  he 
strolled  up  Main  Street  and  met  a  resi- 
dent of  the  city  and  asked  him  to  direct 
him  to  the  old  home  of  Samuel  Clemens. 
The  resident  scratched  his  head  and 
said: 

"There  ain't  no  Clemenses  about  here 
that  I  knows  of  and  never  was  any. 
Leastwise,  I  never  heard  of  any." 

"But,"  said  President  Wilson,  "Per- 
haps you  will  remember  Samuel  Clemens 
as  Mark  Twain,  the  name  by  which  he 
was  best  known." 

The  resident  scratched  his  head  again 
and  replied  that  he  had  never  heard  of 
anv  Mark  Twains  around  those  parts 
either. 

President  Wilson  then  suggested  to 
the  resident  that  perhaps  he  would  re- 
member some  of  Mark  Twain's  charac- 
ters. He  mentioned  Tom  Sawyer.  The 
resident  said  he  had  never  heard  of  him. 
President  Wilson  then  asked  him  if  he 
had  ever  heard  of  Huckleberry  Finn,  to 
which  the  resident  replied  that  he  had 
not. 

"Have  you  ever  heard  of  Injun'  Jo?" 
asked  the  President.  The  resident  said 
he  had  never  heard  of  him. 

"Nor  about  Puddin'  Head  Wilson?" 
suo-jyested  the  President. 

"Yes."  said  the  resident,  "I  have 
heard  of  him.  I  voted  for  him  for  Pres- 
ident in  the  last  national  election." 


24  ILLINOIS  CENTRAL  MAGAZINE 


Illinois  Central's  1920  Bill  For 

New  Equipment  Totals  $27,109,768 

The  railroads  of  the  United  States  have  not  been  able  to  move  promptly 
all  the  traffic  offered,  and  business  has  suffered.  This  condition  has  been 
caused,  very  largely,  by  a  lack  of  locomotives  and  cars.  The  railroads  arc 
not  to  blam'e.  For  a  decade  preceding  the  war  an  anti-railroad  spirit  pre- 
vented the  levying  of  rates  which  wouldx  guarantee  an  investment  return 
sufficient  to  attract  capital  for  financing  the  purchasing  of  adequate  equip- 
ment ;  and  during  Federal  control  equipment  purchased  fell  far  short  of  the 
average  of  the  preceding  years. 

Now  that  the  railroads  have  been  returned  to  the  control  of  their  owners 
and  more  adequate  rates  have  been  awarded,  the  purchase  of  equipment  has 
increased  greatly.  The  Illinois  Central  has  placed  orders  to  date  for  loco- 
motives and  cars  which  will  cost  $27,109,768.  The  purchases  include : 

150  Locomotives  20  Suburban  Coaches 

2150  Coal  Cars  12  Compartment  Coaches 

1000  Refrigerator  Cars  18  Baggage  Cars 

500  Stock  Cars'  5  Dining  Cars 

300  Box  Cars  50  Caboose  Cars 

200  Flat  Cars 

A  part  of  this  equipment  has  been  received.  Further  deliveries  are 
under  way,  and  will  be  kept  up  for  a  period  of  twelve  months. 

The  150  locomotives  cost  $11,809,675.  .One  hundred  are  for  freight 
service  and  are  40  per  cent  larger  in  tractive  power  than  any  now  in  general 
use  on  our  lines.  Twenty-five  are  for  passenger  serrice  and  twenty-five  are 
for  switch  service.  Their  delivery  will  begin  this  month  and  will  be  com- 
pleted early  next  year. 

The  4,150  freight  cars  cost  $13,473,600.  We  have  received  1,500  coal 
cars.  The  delivery  of  the  remainder  has  begun  and  will  extend  over  a  period 
of  twelve  months. 

The  fifty-five  cars  fof  passenger  train  service  cost-  $1,676,493.  They 
will  be  delivered  during  the  first  three  months  of  next  year. 

The  fifty  caboose  cars  cost  $150,000.  Nineteen  have  been  delivered — 
the  balance  will  be  ready  January  1st. 

In  addition  to  this  amount  expended  for  new  equipment,  the  Illinois 
Central  System  has  appropriated  $8,000,000  since  the  return  of  its  property 
for  enlargement  of  roadwa,y  facilities.  Much  of  this  work  is  under  way. 

While  the  growth  of  the  Illinois  Central  System  may  not  have  kept  pace 
with  the  growth  of  business  in  the  territory  served  by  it,  that  it  has  not 
stood  still  is  evidenced  by  the  fact  that  cluring  the  past  ten  years  it  has 
expended  $169,279,178  for  additions  and  betterments  to  its  property. 

Your  attention  is  invited  to  these  figures  as  testimony  that  our  first 
consideration  is  service  to  the  public. 

Constructive  criticism  and  suggestions  are  invited. 

C.  H.  MARKHAM, 
President,  Illinois  Central  Railroad  Company. 


Public  Opinion 


HUEY  LONG'S  RAIL  STAND  RUINOUS 

TO   ROADS   AND   BUSINESS 

SAYS  MARKHAM. 

Replying  to  the  dissenting  opinion  of  Huey 
P.  Long,  railroad  commissioner,  relative  to 
the  stand  taken  by  'the  Louisiana  railroad 
commission  in  the  recent  rate  increase  case, 
C.  H.  Markham,  president  of  the  Illinois 
Central  railroad,  has  written  a  letter  to 
Commissioner  Long,  in  which  he  declares 
that  were  Mr.  Long's  view  that  of  the  ma- 
jority, most  of  the  business  of  the  country 
would  come  to  a  standstill. 

Mr.  Markham's  letter  to  Commissioner 
Long  follows: 

Dear  Sir — So  fully  convinced  am  I  of  the 
injustice  to  the  railroads  of  the  charges 
made  in  your  dissenting  opinion  in  the 
Louisiana  rate  case,  as  published  in  The 
New  Orleans  Item  of  the  4th  instant,  that  I 
am  driven  to  say  a  few  words  in  reply. 

May  I  ask  that  you  try  to  imagine  what 
the  business  situation  of  this  country  would 
be  today  if  the  majority  members  of  the 
Railroad  Commissioner  of  Louisiana,  the 
majority  members  of  the  railroad  commis- 
sions of  all  other  states  and  the  members 
of  the  Inter-state  Commerce  Commission 
were  to  take  the  same  position  that  you 
have  taken  about  this  rate  increase  question. 
I  can  tell  you  that  it  would  be  chaotic — 
that  business  would  be  in  a  state  of  collapse 
everywhere  and  that  the  great  port  of  New 
Orleans,  of  which  we  are  all  justly  proud, 
would  be  at  a  standstill. 

Fortunately,  such  a  condition  as  this  has 
been  averted  through  the  foresight  and  cour- 
age of  the  members  of  the  Interstate  Com- 
merce Commission  and  the  majority  mem- 
bers of  most  of  the  state  railroad  commis- 
sions. 

I  have  had  exceptional  opportunities  for 
judging  the  railway  service  furnished  the 
various  sections  of  this  country,  having  at 
different  times  been  connected  with  rail- 
roads of  the  Pacific  coast,  the  South,  the 
Middle  West  and  the  East,  and  I  venture 
the  assertion,  without  fear  of  successful  con- 
tradiction, that  no  state  has  relatively  bet- 
ter railroad  service  than  has  the  State  of 
Louisiana,  and  that  no  city  in  the  Union  has 
relatively  better  railroad  service,  both 
freight  and  passenger,  than  has  the  city  of 
New  Orleans. 

The  railroads  have  had  a  large  part  in 
building  up  the  great  port  of  New  Orleans, 
the  second  port  in  value  of  imports  and  ex- 
ports in  the  United  States.  The  truth  is 
that  the  railroads  entering  New  Orleans  are 
striving  to  add  to  the  business  of  the  port — 
looking  forward  to  its  growth  as  a  means 
of  enlarging  their  own  sources  of  revenue. 


25 


That  being  true,  it  is  inconceivable  that  they 
\vould  be  neglecting  this  favored  place  which 
they  have  done  so  much  to  build  up  and 
upon  which  they  base  so  much  hope  for 
their  future  growth  and  prosperity. 

It  is  true  that  the  railroads  of  Louisiana 
have  not  been  able  to  handle  all  of  the 
business  that  has  been  offered  to  them,  but 
that  is  because  of  the  attitude  of  the  public 
during  the  anti-railroad  era  before  the  war, 
for  which  the  public  alone  is  to  blame.  The 
railroads  were  not  then  permitted  to  earn 
sufficient  returns  to  retain  the  confidence  of 
investors.  Therefore,  they  could  not  bor- 
row the  money  to  buy  cars,  locomotives  and 
extend  the  roadways  in  order  to  keep  pace 
with  the  growth  of  industry  and  agriculture 
and  if  they  could  have  borrowed  the  money 
under  the  conditions  which  obtained,  they 
would  not  have  been  justified  in  doing  so. 

Railroad  men  frequently  warned  the  pub- 
lic of  the  impending  danger,  but  this  was 
of  no  avail.  J.  J.  Hill,  eight  years  ago,  went 
so  far  as  to  predict  that  the  next  great  in- 
dustrial calamity  in  this  country  would  be 
caused  by  shortage  of  railway  transporta- 
tion, which  would  be  due  entirely  to  the 
public's  attitude  toward  the  carriers.  You 
should,  therefore,  blame  the  public,  and  not 
the  railroads,  for  the  present  shortage  of 
transportation  facilities  in  the  state  of  Louis- 
iana of  which  you  complain. 

I  do  not  ask  that  anything  true  relating 
to  the  carriers  be  suppressed.  On  the  other 
hand,  I  advocate  the  fullest  publicity  in  all 
matters  relating  to  them.  The  universal 
policy  should  be  to  let  the  public  have  the 
truth  in  regard  to  the  carriers,  but,  above 
all  things,  not  make  charges  against  them 
which  have  no  foundation  in  fact,  because 
that  simply  misleads  the  public  to  the  pub- 
lic's injury. 

As  example,  you  say  in  your  statement 
that  the  railroads  of  Louisiana  are  render- 
ing a  service  "probably  further  below  the 
normal  standard  than  elsewhere  in  Amer- 
ica." I  say  that  is  an  incorrect  statement, 
and  if  the  truth  were  known,  the  service  in 
Louisiana  is  as  good,  if  not  better,  than 
anywhere  else  in  America.  I  will  take  the 
month  of  August,  1920,  for  comparative  pur- 
poses, as  it  was  a  representative  month,  and 
compare  it  with  the  corresponding  month 
of  the  year  1912.  In  August,  1920,  the  gross 
ton  miles  of  freight  hauled  on,  the  Illinois 
Central  system  were  3,251,841,000  as  against 
1,954,228,699  in  the  corresponding  month  of 
1912,  or  an  increase  of  66  per  cent.  The 
gross  ton  miles  of  freight  hauled  in  the 
state  of  Louisiana  in  August,  1920,  were 
157,304,000  as  against  69,339,688  in  the  cor- 
responding month  of  1912,  or  an  increase  of 


26 


ILLINOIS  CENTRAL  MAGAZINE 


126  per  cent.  The  increase  in  service  was 
therefore  practically  twice  as  great  in  the 
state  of  Louisiana  as  elsewhere  on  the  Illi- 
nois Central  system. 

You  say  "the  cramped  car  condition  has, 
during  the  past  months,  been  far  worse  in 
Louisiana  than  in  most  of  the  other  states." 
It  is  evident  that  you  are  not  familiar  with 
conditions  elsewhere  or  you  would  not  have 
made  that  statement.  During  the  month  of 
August,  1920,  there  were  an  average  of  5,719 
revenue  freight  cars  employed  daily  in  the 
state  of  Louisiana,  or  9  per  cent  of  the  total 
number  of  cars  employed  on  the  entire  Illi- 
nois Central  system,  in  spite  of  the  fact  that 
only  5  per  cent  of  the  system's  road  mileage 
is  located  in  the  state  of  Louisiana — also  in 
spite  of  the  fact  that  the  gross  ton  miles 
of  freight  handled  in  the  state  of  Louisiana 
during  the  month  of  August.  1920,  as  com- 
pared with  the  balance  of  the  system,  was 
only  4.8  per  cent. 

You  say  "the  equipment  furnished  the 
passenger  trains  operating  in  this  state  par- 
ticularly for  branch  lines,  is  below  the  stand- 
ard of  that  used  in  most  other  states."  That 
is  absolutely  incorrect,  so  far  as  the  Illinois 
Central  and  Yazoo  and  Mississippi  Valley 
railroads  are  concerned.  The  trains  of  the 
Illinois  Central  and  the  Yazoo  and  Missis- 
sippi Valley  railroads  in  the  state  of  Louis- 
iana contain  all  steel  cars  to  the  extent  of 
81  per  cent,  while  the  trains  of  the  entire 
system  as  a  whole  contain  all  steel  cars  to 
the  extent  of  only  53  per  cent.  No  other 
state  on  the  Illinois  Central  system  enjoys 
betfcr  passenger  train  service,  nor  better 
equipped  passenger  trains,  than  does  the 
state  of  Louisiana.  The  Panama  Limited 
which,  through  merit,  has  gained  the  repu- 
tation of  being  "the  finest  train  in  the 
world,"  was  installed  at  an  expense  for 
equipment  alone  of  approximately  three 
million  dollars,  largely  for  the  purpose  of 
serving  and  advertising  the  great  city  of 
New  Orleans,  the  proud  metropolis  of  your 
state.  No  other  train  in  the  world  excels 
this  train  in  the  number  of  times  it  reaches 
its  destination  on  time  per  year.  For  the 
business  done,  the  number  of  trains  serving 
the  state  of  Louisiana,  and  the  character  of 
the  equipment,  measures  up  to  a  high 
standard. 

You  say  the  raise  in  rates  is  for  the  pur- 
pose of  meeting  the  awards  of  the  Labor 
Board.  It  is  true  that  is  one  of  the  reasons. 
Is  that  not  a  perfectly  valid  reason?  In 
1917  the  total  operating  expenses  of  the 
railroads  of  the  country  were  $2,800,000,000, 
while  the  pay  roll  alone  this  year  will  ag- 
gregate $3,610,000,000.  In  addition,  the  cost 
of  locomotives,  cars  and  other  materials  has 
more  than  trebled.  A  few  years  ago,  the 
rate  of  interest  was  3J^  and  4  per  cent,  while 
the  prevailing  rate  is  double  those  rates;  the 
cost  of  coke  has  trebled  and  all  other  com- 


modities which  the  railroads  must  have  in 
order  to  render  the  service  which  you  de- 
mand have  greatly  increased  in  cost.  These 
burdens  the  railroads  are  bearing,  and  yet, 
you  not  only  withhold  your  support,  but 
actually  put  put  a  statement  that  is  damag- 
ing to  the  railroads.  And  at  the  same  time 
you  demand  a  better  railroad  service! 

You  even  bring  out  for  another  airing  that 
time-worn  charge  that  the  railroads  are 
over-capitalized.  You  say  that  "for  some 
years  the  amount  6f  flotations  on  the  open 
market  far  exceeded  the  intrinsic  value  of 
railroad  properties."  That  old  charge  has 
been  exploded  so  often  that  it  seems  scarce- 
ly necessary  to  mention  it  again,  but  since 
you  have  mentioned  it,  I  should  like  to 
state  that  for  a  number  of  years  the  Inter- 
state Commerce  Commission  has  been  en- 
gaged, at  a  total  expense  of  about  $20,000- 
000,  according  to  C.  A.  Prouty,  director  of 
railroad  valuation,  in  collecting  information 
in  regard  to  the  value  of  the  carriers,  and 
that  the  carriers  themselves  have  been  doing 
the  same  work.  Practically  all  of  the  infor- 
mation collected  up  to  this  time  discredits 
the  oft-repeated  charge  of  over-capitaliza- 
tion. In  this  connection,  figures  showing 
the  capitalization  of  American  railroads  per 
mile  in  comparison  with  the  capitalization 
of  the  railroads  of  the  other  principal  coun- 
tries of  the  world  may  be  of  interest.  I  give 
you  this  information  based  upon  the  latest 
figures  available,  as  follows: 

Belgium    $216,143 

France    150,439 

Japan 99,184 

Germany 120,049 

United  Kingdom 275,590 

United  States 67,799 

The  development  of  agriculture  and  in- 
dustry in  the  state  of  Louisiana  and  the 
growth  of  the  port  of  New  Orleans  are 
wrapped  up  in  the  development  of  the  car- 
riers entering  Louisiana.  Therefore,  it 
seems  to  me  that  the  effect  of  such  a  state- 
ment as  you  have  put  out  in  regard  to  the 
carriers  of  Louisiana  is  somewhat  like 
throwing  a  monkey-wrench  into  a  delicate 
piece  of  machinery.  The  railroad  situation 
in  Louisiana  will  be  damaged  and  retarded 
to  the  extent  that  your  statement  is  read 
and  believed  and  supported  by  the  people 
of  Louisiana.  It  is  perfectly  clear  that  the 
carriers  cannot  solve  their  problems  without 
the  support  of  the  public.  Yours  very  truly, 
(Signed)  C.  H.  MARKHAM. 

New  Orleans,  La.,  Item,  Oct.   14,  1920. 


TRAIN  COSTS  EAST  BIG. 

Freight  Cost  for  One  Mile  in  July  $1.897, 

Passenger  $1.03. 

The  cost  of  running  a  passenger  train  is 
much  less  than  a  freight,  according  to  the 
Coal  Review  of  the  National  Coal  associa- 
tion. 


ILLINOIS  CENTRAL  MAGAZINE 


27 


"The  Interstate  Commerce  Commission 
figures  for  July,  covering  all  class  1  roads, 
which  operate  230,766  main-line  miles  of 
trackage  in  the  country,  show  that  while  the 
cost  of  running  a  freight  train  one  mile  in 
July  was  $1.897,  the  cost  of  running  a  pas- 
senger train  over  the  same  mile  of  track 
was  but  $1.03. 

"Incidentally,  it  costs  considerably  less  to 
run  a  passenger  train  in  the  northwest  or 
in  the  south  than  it  does  anywhere  else. 
The  cost  per  mile  in  the  northwestern  sec- 
tion of  the  country  was  but  89.7  cents  (just 
an  even  dollar  under  the  average  cost  of 
running  a  freight  train  a  mile),  and  the  cost 
of  running  a  passenger  train  a  mile  on 
southern  roads  was  only  95.5  cents.  In 
New  England  the  cost  was  much  higher, 
being  $1.429,  and  worth  the  difference,  ac- 
cording to  accounts  of  some  passenger 
trains  in  the  afflicted  sections.  In  the  great 
lakes  section  the  average  cost  of  running  a 
passenger  train  a  mile  was  $1.035;  in  the 
Ohio-Indiana-Allegheny  section  '$1.066,  in 
the  Pocahontas  section  $1.012  and  in  the 
southwestern  section  $1.007. 

"The  most  of  running  a  freight  train  a 
mile  in  these  sections  was:  New  England, 
$2.39;  Great  Lakes,  $2.095;  Ohio-Indiana- 
Allegheny,  $2.215;  Pocahontas,  $2.155; 
southern,  $1.545;  northwestern,  $1.633;  cen- 
tral western,  $1.832,  and  southwestern, 
$1.724."— Chicago,  III,  Post,  Oct.  20,  1920. 


COUNSELS  "SANITY" 

The  cleavage  between  his  own  ideals  and 
to  what  should  constitute  the  true  aims  of 
union  labor  and  the  practices  of  some  unions 
is  too  wide  for  him  longer  to  remain  at  the 
head  of  the  Baltimore  Federation  of  Labor, 
said  John  H.  Ferguson  in  resigning  as  pres- 
ident of  that  body. 

•  Reports  are  in  circulation  that  friends  of 
Ferguson  will  request  him  to  continue  in 
office.  A  prominent  member  of  the  federa- 
tion stated  that  such  a  movement  would  be 
made  tomorrow  night.  Ferguson,  however, 
declared  that  he  knew  nothing  of  such  in- 
tentions and  said  there  were  no  strings  on 
his  resignation. 

In  his  letter  of  resignation,  Ferguson  ad- 


vises organized  labor  to  "about  face,"  to 
cease  seeking  visionary  Utopias  and  to  view 
the  relation  between  labor  and  capital  in  a 
"sane,  right  and  practical  manner."  He 
scores  the  "autocracy  of  labor,"  as  he  would 
the  autocracy  of  the  German  kaiser,  and  de- 
clares that  the  government  is  for  all  the 
people  and  not  for  any  class. 

He  said  in  part: 

"I  have  long  contemplated  such  action 
(resigning)  because  I  have  been  forced  to 
realize  that  the  present  beliefs  of  trade  un- 
ionism have  grown  away  from  me. 

"Frequently  I  have  heard  during  debate 
the  expression  •  that  organized  labor  must 
stand  so  solidified  that  it  will  rule  the  na- 
tion. I  yield  to  no  one  in  my  respect  and 
sympathy  for  labor,  or  in  my  cordial  and 
sincere  advocacy  of  its  just  and  reasonable 
claims.  But  the  rulership  of  this  nation  will 
and  ought  to  belong  to  no  one  class.  I  am 
persuaded  it  ought  to  belong  neither  to  labor 
nor  to  capital,  nor  to  any  other  class.  I 
do  not  believe  in  the  autocracy  of  a  kaiser  or 
a  president,  or  a  group  of  labor,  or  a  group 
of  capital.  I  believe  our  government  is  for 
the  people. 

"It  is  well  known  to  many  that  I  could 
have  made  a  bid  for  cheap  popularity  had  I 
encouraged  the  plans  of  those  who  reck- 
lessly, calculatingly  or  ignorantly  raised  ex- 
pectations which  cannot,  or  which  ought  not 
be  fulfilled.  I  would  not  have  been  a  genu- 
ine friend  or  sound  counselor  had  I  not  in- 
sisted in  dealing  with  all  things  with  com- 
mon sense,  mutual  trust,  with  respect  to  all. 

"Organized  labor  should  about  face.  The 
way  to  progress  i.s  not  to  pull  everybody 
down  to  a  level  of  mediocrity.  Rather 
should  you  stimulate  individual  effort  and 
strive  to  raise  the  general  level  of  well-be- 
ing and  opportunity. 

"Material  success  should  not  be  abolished; 
poverty  and  justified  discontent  should  be 
abolished.  You  cannot  abolish  poverty  by 
division,  but  only  by  multiplication.  It  is 
not  by  the  spoliation  of  some,  but  by  creat- 
ing larger  assets  and  broader  opportunity 
for  all  that  national  well-being  can  and  must 
be  enhanced." — Baltimore,  Md.,  dispatch  in 
the  St.  Louis  (Mo.)  Globe-Democrat,  Octo- 
ber 6,  1920. 


World  Famous  Works  of  the  Mound   Builders  in  the  vicinity  of  East  St.   Louis, 


East  St.  Louis,  111. 

A  Brief  Sketch  of  Its  Achievements  and  Advantages 

By  W.  H.    Rhedemeyer,  Agent,  who  Aknowledges  with  thanks  Assistance  Rendered  by 
the  East  St.   Louis  Chamber  of  Commerce 


East  St.  Louis,  a  city  of  90,000  inhabitants, 
has  become  known  as  "The  Central  Indus- 
trial Center,"  owing  to  its  geographical  loca- 
tion. 

Situated  in  St.  Clair  County,  Illinois,  on 
the  Mississippi  River,  St.  Louis  on  the  oppo- 
site shore  in  Missouri  is  connected  with  this 
great  industrial  center  by  four  massive 
bridges. 

One  of  the  Greatest  Transportation  Centers 
in  America. 

The  least  that  may  be  said  in  praise  of 
the  transportation  facilities  of  East  St.  Louis 
is  that  they  are  unexcelled.  As  a  railroad 
center,  this  is  not  only  one  of  the  two  or 
three  largest,  but  it  is,  also,  in  regard  to  the 
number  of  trunk  lines  and  the  perfection  of 
service,  the  first  and  best.  Investigation 
furnishes  the  convincing  proof  that  East  St. 
Louis  is  unequal  in  transportation  accom- 
modations. 

Thirty-six  railroads  enter  East  St.  Louis 
from  all  directions.  As  Chart  No.  1  shows, 
this  is  the  terminus  of  the  principal  Eastern, 
Western,  Northern  and  Southern  trunk 
lines.  All  of  these  carriers  meet  here. 

In  the  terminals  and  yards  there  are  thou- 
sands and  thousands  of  miles  of  track, 
enough  to  build  several  roads  from  the  At- 
lantic Ocean  to  the  Pacific. 

As  in  no  other  industrial  center,  there  are 
four  complete  belt  lines  in  East  St.  Louis. 
The  belt  lines  cross  and  connect  with  the 
railroads,  and  also  co-ordinate  with  the  six 
docks  on  the  river  front.  East  St.  Louis  is 
the  only  industrial  or  transportation  center 
with  so  extensive  or  perfect  a  system. 

The  transportation  facilities  are  incom- 
parable. They  effect  the  correlative  equili- 
brium of  supply,  production  and  distribu- 
tion. This  balance  exists  nowhere  else. 

By  the  shortest  routes  competitive  lines 
enter  East  St.  Louis  from  the  various  dis- 
tricts of  primary  output  or  supply,  whether 
of  forest,  mine  or  farm. 

Competitive  lines  branch  out,  in  all  direc- 
tions, to  the   leading  markets,   or   principal 
marts  or  territories  of  consumption. 
Nineteen  Coal  Carriers. 

As  these  facilities  are  in  East  St.  Louis, 
the  outgoing  trains  are  made  up  here,  and 
the  incoming  trains  are  broken  up  here. 
Shippers  have  switch-tracks  in  their  fac- 
tories, and  depots  nearby  for  handling  mer- 
chandise or  less-than-carload  freight. 


The  great  coal  mining  region  of  Illinois 
begins  at  the  city  limits.  The  nearest  mines 
are  but  four  miles  from  the  belt  lines. 

Within  ten  miles  of  the  downtown  section 
of  East  St.  Louis  are  mines  which  produce 
enough  coal  to  meet  the  industrial  and 
domestic  requirements  of  a  city  of  2,000,000 
inhabitants  or  more. 

Nineteen  railroads  haul  coal  into  East  St. 
Louis.  Both  steam  and  electric  carriers  are 
engaged  in  the  coal  traffic.  The  Gundlach 
gravity  line  moves  coal  in  the  mine  cars 
from  the  face  of  the  coal  in  the  mine,  to 
the  bluffs  at  the  eastern  city  limits,  where 
the  coal  is  dumped  in  wagons  and  railroad 
coal  cars. 

In  transportation  East  St.  Louis  affords 
the  best  service  and  the  lowest  cost.  The 
surpassing  advantages  are:  Unequaled  facili- 
ties, short  hauls  for  raw  materials  and 
products,  quick  movement  of  carload  and 
less  than  carload  freight,  and,  because  of 
the  short  hauls  to  and  from  the  basing 
point,  the  lowest  cost  of  transportation. 

For  jobbing,  as  well  as  manufacture,  the 
transportation  advantages  of  East  St.  Louis 
are  peerless. 

Four  Bridges  Across  the  Mississippi. 

Four  bridges  span  the  Mississippi  River, 
joining  East  St.  Louis.  The  Eads  bridge, 
which  extends  from  the  chief  retail  district 
of  St.  Louis  to  the  retail  district  of  East 
St.  Louis,  is  owned  by  the  Terminal  Rail- 
road Association.  It  is  a  railroad  and  high- 
way crossing.  The  upper  roadway  accommo- 
dates trolley  cars,  vehicles  and  pedestrians, 
while  the  lower  roadway  is  devoted  to  steam 
railroad  freight  and  passenger  traffic. 

The  St.  Louis  municipal  bridge  is  a  rail- 
road and  street  bridge.  The  upper  road- 
way has  tracks  for  trolley  cars  and  as  a 
thoroughfare  for  vehicles  and  pedestrians, 
while  the  railroad  trainway  is  beneath. 

The  St.  Louis  Merchants'  bridge,  is  ex- 
clusively a  steam  railroad  bridge. 

The  McKinley  bridge,  owned  by  the  Illi- 
nois Traction  System,  is  renowned  as  the 
largest  electric  railway  crossing  in  the 
world.  It  is  used  by  the  Illinois  Traction 
System  and  East  St.  Louis  &  Suburban 
System. 

Waterway  is  a  New  Transportation  Factor. 

After  the  rivers  served  their  original 
benefit  to  mankind  in  aiding  the  discovery 
and  occupation  of  new  territory,  and  expe- 


28 


ILLINOIS  CENTRAL  MAGAZINE 


diting  the  march  of  civilization,  the  railroads 
displaced  them  as  arteries  of  transportation, 
and  the  opinion  became  general  that  they 
never  would  carry  much  traffic  again.  But 
the  rivers  and  the  rural  highways  have  be- 
come indispensable  under  modern  condi- 
tions, and  transportation  now  signifies  the 
railway,  the  waterway  and  the  highway. 

East  St.  Louis  is  situated  at  the  very 
center  of  the  inland  waterway,  and,  with 
access  to  the  Gulf  of  Mexico  and  Lake 
Michigan,  is  a  seaport. 

Boats  and  barges  are  operated  at  present 
on  the  Mississippi,  Illinois,  Missouri,  Ohio, 
Tennessee,  Witchita,  Warrior,  Black  and 
Red  Rivers,  as  far  north  as  Minneapolis  and 
St.  Paul,  as  far  south  as  New  Orleans,  on 
the  Illinois  River  to  within  twenty  miles  of 
Chicago,  on  the  Missouri  as  far  as  Kansas 
City,  on  the  Ohio  to  Pittsburgh,  and  down 
the  Tennessee  to  Florence,  Ala.  Improve- 


ments are  now  under  way  which  will  soon 
open  navigation  on  the  Illinois  River  to 
Chicago. 

East  St.  Louis  was  the  leader  in  restoring 
transportation  on  the  inland  waterway,  and 
at  this  time  is  still  foremost. 

The  National  Stock  Yards  Company, 
which  owns  and  manages  the  stock  yards 
and  horse  and  mule  market,  has  docks  for 
the  loading  and  unloading  of  live  stocks. 
These  docks  are  on  the  river  front,  at 
Winters  street. 

Huge  floating  docks  and  terminals  to  cost 
$800,000  are  being  constructed  a  short  dis- 
tance north  of  the  municipal  bridge.  The 
tracks  of  the  Terminal  Railroad  Association 
will  connect  with  these  docks.  This  terminal 
will  be  a  covered  steel  barge,  250  feet  long 
by  75  feet  wide,  and  it  will  be  equipped  with 
electric  freight-handling  machinery. 

The    State    of    Illinois    is    completing   im- 


Second  Largest  Transportation  Center 


REFINERY    OF   ALUMINUM    ORE    CO.,    EAST    ST.    LOUIS,    ILL. 


ILLINOIS  CENTRAL  MAGAZINE 


31 


provements  to  the  Illinois  and  DesPlaines 
Rivers  which  will  make  the  Illinois  River 
navigable  all  the  way  to  Chicago,  and  which 
will  connect  East  St.  Louis  with  Lake 
Michigan.  Transportation  now  reaches  to 
within  twenty  miles  of  Chicago.  The  work 
will  cost  the  State  $20,000,000. 

Here  we  have  one  of  the  large  freight 
terminals  on  the  Illinois  Central  Railroad, 
and  the  largest  terminal  in  East  St.  Louis, 
handling  freight  and  loading  solid  cars  with 
L.  C.  L.  freight  for  various  points  in  the 
United  States,  and  which  contain  L.  C.  L. 
freight  for  practically  every  point  of  destina- 


nage  necessitated  the  construction  of  the 
presen^  large,  new  and  modern  office  and 
warehouses,  which  were  completed  in  No- 
vember, 1918,  and  which,  owing  to  the  great 
volume  of  freight  handled  to  and  from  the 
territory  served  by  the  Illinois  Central  Rail- 
road and  connections,  are  almost  taxed  to 
their  capacity  at  the  present  time. 

In  addition  to  the  offices  and  warehouses, 
there  was  also  constructed  within  the  past 
ten  years,  round  houses,  machine  shops, 
yard  offices  and  other  buildings,  to  take  care 
of  the  ever  increasing  traffic  moving  thru 
this  gateway. 


tion  in  the  United  States  and  for  export  to 
the  North  and  South  American  continents 
and  to  Europe,  Asia,  Africa  and  Oceania. 

The  terminal  in  1896  was  taken  over  by 
the  Illinois  Central,  together  with  the  other 
properties  formerly  comprising  the  St.  Louis, 
Alton  &  Terre  Haute  Railroad.  In  that  year 
the  gross  tonnage  handled  thru  the  terminal 
was  1,231,756  tons;  during  the  year  1919  just 
closed,  there  was  handled  thru  the  terminal, 
a  total  of  305,138  tons  less  than  carload 
freight  and  the  gross  tonnage  handled  was 
5,677,018  tons.  This  great  increase  in  ton- 


The  normal  force  employed  at  the  term- 
inal is  approximately  1,200,  with  a  monthly 
pay  roll  of  approximately  $200,000. 

The  above  photograph  shows  the  office, 
garage  and  part  of  the  warehouses  of  the 
McMahon  Transfer  Co. 

These  people  are  engaged  in  a  general 
warehousing,  hauling  and  transfer  business 
and  handle  the  accounts  of  a  number  of 
nationally  known  concerns.  On  account  of 
the  many  advantages  of  East  St.  Louis,  from 
a  traffic  standpoint,  these  firms  have  found 
that  they  can  save  considerable  money  in 


ILLINOIS  CENTRAL  MAGAZINE 


33 


freight  rates  by  shipping  to  the  McMahon 
Transfer  Co.  in  carload  lots  which  are  then 
broken  up  and  distributed  through  the  west 
and  southwest. 

Their  Mr.  Crowe,  who  has  charge  of  the 
railroad  end  of  their  business,  is  one  of  the 
best  posted  traffic  men  in  the  country,  while 
their  thorough  organization  and  ample  cap- 
ital puts  them  in  position  to  render  more 
than  usually  satisfactory  service  to  their 
clients. 

The  McMahon  Transfer  Co.,  while  operat- 
ing a  fleet  of  trucks,  still  maintain  a  large 
number  of  teams  as  they  find  teams  more 
suitable  than  trucks  for  certain  classes  of 
business  and  they  are  always  in  the  market 


Illinois  is  inexhaustible.  The  Illinois  fields 
are  the  second  largest  in  America.  They 
begin  at  the  city  limits  of  East  St.  Louis. 
St.  Clair  County,  in  which  East  St.  Louis 
is  located,  produced  5,989,187  tons  in  1919, 
and  Madison  County,  part  of  which  is  in 
the  East  St.  Louis  District,  produced  3,929,- 
544  tons. 

Water  is  another  cheap  essential.  The 
East  St.  Louis  &  Interurban  Water  Com- 
pany supplie^  the  district  with  water  from 
the  Mississippi  River.  The  water  is  clarified, 
filtered  and  purified,  and  is  crystal  clear. 
The  company  has  a  pumping  and  distribut- 
ing system  which  is  modern  in  every 
respect. 


4.  Cbi.  Aiiia,  Offices  and  Woodwovking  | 
Shops. 


for  the  best  type  of  heavy  draft  horses. 
Their  thoroughly  up  to  the  nvnute  equip- 
ment and  large  plant  puts  them  in  an  espe- 
cially favorable  position  to  handle  business 
intrusted  to  them  with  promptness  and  dis- 
patch and  they  are  considered  the  leading 
people  in  their  line. 

Adjuncts  of  Manufacture  in  Vicinity. 

The  existence  in  and  near  East  St.  Louis 
of  many  of  the  necessary  adjuncts  of  manu- 
facture, and  the  availability  of  others  at 
short  distances,  multiply  the  many  advan- 
tages, which,  in  combination,  strengthen  and 
accentuate  the  industrial  supremacy  of  this 
thriving  and  grow'ng  industrial  center. 

Coal  is  an  imperative  requisite  of  manu- 
facture. The  quantity  of  coal  unmined  in 


Artesian  water  is  used  by  industries  in 
enormous  quantities  for  all  manufacturing 
purposes.  Wells  are  bored  into  the  ground 
50  to  150  feet,  and  the  water  is  pumped  up 
at  a  maximum  cost,  on  the  present  basis, 
of  one  cent  per  1,000  gallons.  The  pumping 
cost  prior  to  the  war  never  exceeded  three- 
fourths  of  one  cent  per  1,000  gallons.  This 
water  is  amenable  to  chemical  treatment  for 
various  uses,  and  is  good  for  drinking. 

Limestone  is  procured  in  any  quantity 
and  any  quality  from  the  immense  bluffs  at 
the  eastern  edge  of  the  city,  and  which  con- 
tinue north  and  south  of  the  city  for  three 
hundred  miles. 

Beds  of  molding  sand  and  refractory  clay 
exist  at  the  city  limits,  near  Washington 


34 


ILLINOIS  CENTRAL  MAGAZINE 


Park  and  Caseyville.  These  deposits  are 
found  near  and  west  of  the  bluffs. 

Oil  and  natural  gas  are  produced  forty 
miles  northeast  of  this  city,  in  the  vicinity 
of  Staunton,  and  the  gas  is  piped  to  the 
city  limits  by  the  St.  Clair  County  Gas  Com- 
pany. This  utility  company  not  only  fur- 
nishes gas  to  St.  Clair  County,  but  is  arrang- 
ing to  operate  a  large  coal-byproducts  plant 
in  East  St.  Louis. 

Illinois  coal  is  coked  successfully.  The 
Wallace  process  has  been  adopted  by  the 
St.  Clair  County  Gas  &  Electric  Company, 
while  the  St.  Louis  Coke  &  Chemical  Com- 
pany will  employ  the  Roberts  process  in  its 
big  byproducts  plant,  which  is  under  con- 
struction. 

Additional  adjuncts  of  manufacture  which 


facture,  East  St.  Louis  is  one  of  the  most 
important  iron  and  steel  centers  and  is  the 
largest  open-hearth,  steel-casting  center  in 
the  world. 

Now  that  Illinois  coal  is  coked  success- 
fully, the  operation  will  not  only  cause  this 
to  be  a  greater  iron  and  steel  center,  but  a 
manufacturing  center  for  utilizing  the  by- 
products of  coal.  The  principal  industries 
which  will  be  developed  through  the  utili- 
zation of  coal  by-products  are:  Chemical, 
Textile,  Fertilizer,  Roofing,  Wood  Preserv- 
ing, Paint,  and  Dye. 

Sources  of  Raw  Materials. 

Lead  and  zinc  come  from  the  nearby 
mines  of  Missouri  and  Kansas,  and  also 
from  those  of  Colorado,  Utah  and  Idaho. 


Horse    Market,    East  St.   Louis,    III. 


are  produced  within  fifty  miles  of  East  St. 
Louis  are  spar,  silica,  kaolin,  minerals  and 
clays. 

Centrally  Situated  With  Regard  to   Raw 
Materials. 

Large  and  varied  deposits  of  iron  ore  exist 
within  100  miles  of  East  St.  Louis,  in  Illi- 
nois and  Missouri.  East  St.  Louis  is  cen- 
trally situated  in  regard  to  the  ore  fields  of 
Alabama,  Tennessee,  Wisconsin  and  Minne- 
sota. It  draws  the  ore  advantageously  from 
all  the  producing  fields. 

With  the  inexhaustible  supplies  of  coal, 
fluxes  and  water,  as  well  as  the  availability 
at  favorable  prices  of  the  adjuncts  of  manu- 


There    are    deposits    of    these    minerals    in 
Southern  Illinois. 

Bauxite  is  shipped  to  East  St.  Louis  from 
Arkansas. 

East  St.  Louis  and  the  locality  north  of 
this  city  are  the  concentrating  point  for  the 
leading  oil  companies  which  produce  oil  in 
the  Mid-Continent  Fields  of  Oklahoma  and 
Kansas.  Pipe  lines  run  here  from  the  pro- 
ducing districts,  and  large  refineries  are 
operated  here. 

Important  Lumber  Market. 

This  is  the  foremost  hardwood  lumber 
center  and  one  of  the  leading  general  lumber 
centers.  It  is  favorably  located  in  relation 


ILLINOIS  CENTRAL  MAGAZINE 


35 


to  the  great  forests  of  the  United  States, 
especially  of  the  South.  It  lies  between  the 
great  forests  of  the  Northwest  and  of  the 
Southeast. 

Center  of  General  Farm  Production. 

Consideration  of  the  officially  recorded 
fact  that  the  center  of  farm  production  is 
50  miles  west  of  East  St.  Louis  conclusively 
destroys  the  economic  fallacy  that  agricul- 
tural commerce,  in  order  to  thrive  best,  re- 
quires its  seat  somewhere  in  the  Northwest 
or  Southeast.  Any  such  a  location  obviously 
has  the  effect  of  restricting  trade  to  a 
narrow  sales  field. 


Factories  operating  in  East  St.  Louis 
draw  agricultural  raw  materials  from  all 
producing  districts,  and  East  St.  Louis  in- 
dustries and  jobbing  concerns  ship  their 
products  and  wares  into  both  the  grain  and 
cotton  States.  East  St.  Louis  is  the  sole 
industrial  center  and  commercial  market 
which  is  conveniently  situated,  geographi- 
cally, in  relation  to  the  grain  States  and  the 
cotton  States.  Another  significant  move- 
ment is  the  diversification  of  agriculture  in 
the  South. 

East  St.  Louis  is  the  ideal  market  and 
manufacturing  and  jobbing  center  for  all  the 
farming  districts.  Its  situation  is  favorable 
toward  all  of  them. 


Plant    of    Elliot    Frog    Switch    Co.,    East    St.    Louis,    III. 


Taking  agricultural  production  in  its  diver- 
sity and  entirety,  East  St.  Louis,  being  at 
its  center,  is  the  industrial  and  jobbing 
center  which  presents  the  most  expansive 
business  territory. 

This  is  the  third  largest  primary  grain 
market,  the  fourth  largest  live  stock  market, 
the  second  largest  hog  market,  and  the 
largest  horse  and  mule  market.  The  corn 
center  is  only  a  few  miles  north  of  East 
St.  Louis,  the  hog  center  about  100  miles 
north,  the  cattle,  wheat  and  oats  centers 
but  slightly  more  than  100  miles  north,  and 
the  horse  and  mule  center  just  a  few  miles 
south  of  East  St.  Louis.  The  center  of 
cotton  production  is  in  Northern  Mississippi. 


Fourth  Largest  Live  Stock  Market. 

The  National  Stock  Yards,  composed  of 
the  meat  packing  plants,  markets,  ex- 
changes, yards,  terminals,  pens  and  other 
facilities,  represent  an  investment  of 
$20,000,000.  This  is  the  fourth  largest  live 
stock  market  in  the  world.  The  area  in- 
cluded in  the  yards  covers  600  acres,  and 
the  industry  gives  employment  to  14,000 
persons. 

The  value  of  the  meat  packing  industry 
and  allied  businesses  approximates  $400,- 
000,000  per  year. 

East  St.  Louis  has  the  fourth  largest  live 
stock  market,  the  third  largest  hog  market, 


36 


ILLINOIS  CENTRAL  MAGAZINE 


and  the  largest  horse  and  mule  market  in 
the  world. 

The  number  of  cattle  received  in  1919  was 
1,472,830,  while  the  number  of  those  shipped 
was  503,728,  a  total  of  1,976,558. 

Hogs  received  totalled  3,650,534,  and 
those  shipped  numbered  1,741,243,  a  total  of 
5,391,777. 

Sheep  received  numbered  723,895,  and 
those  shipped,  165,658,  a  total  of  889,463. 

The  number  of  horses  and  mules  received 
was  250,311,  and  the  number  of  those 
shipped  was  252,414,  a  total  of  502.725. 

The  grand  total  of  live  stock,  exclusive  of 
horses  and  mules,  received  and  shipped  dur- 
ing 1919  amounted  to  8,257,798. 

Stately  Churches  of  All   Denominations. 

The  Young  Women's  Christian  Associa- 
tion has  an  excellent  central  establishment 
in  the  heart  of  town,  at  the  southwest  cor- 
ner of  Collinsville  and  St.  Louis  avenues, 
and  the  National  Catholic  Welfare  Council 
has  just  completed  a  magnificent  home  for 
girls  and  interparish  club  on  the  southwest 
corner  of  Fifth  street  and  St.  Louis  avenue. 
The  Young  Men's  Christian  Association  has 
a  railroad  branch  building  at  the  southwest 
corner  of  Third  street  and  Missouri  avenue, 
and  industrial  branches  at  Sixteenth  and 
Summit  avenue,  and  Fifteenth  and  Bond 
avenue. 

The  principal  Protestant  churches  are: 
First  Baptist,  United  Brethren,  First  Chris- 
tian, Plymouth  Congregational,  St.  Paul's 
Episcopal,  Emanuel  Evangelical,  First 
Methodist  Episcopal,  First  Presbyterian  and 
First  Scientist.  There  are  120  churches  of 
all  denominations  in  East  St.  Louis. 

The  principal  Catholic  churches  are:  St. 
Elizabeth's,  St.  Henry's,  St.  Joseph's,  St. 
Mary's,  St.  Patrick's,  St.  Phillip's,  St.  Regis 
and  Sacred  Heart. 

Each  Catholic  church  maintains  a  paro- 
chial school,  and  St.  Teresa's  Academy  is 
an  educational  institution  for  girls.  The 
parochial  schools  are  modern  m  every  re- 
spect, and  are  ably  managed  and  conducted. 

Model  Public  and  Parochial  School  Systems. 

East  St.  Louis  is  justly  proud  of  her 
public  school  system.  The  progressive 
spirit  of  the  people  is  exemplified  through 
the  ready  and  affirmative  response  to  every 
opportunity  to  maintain  and  increase  the 
efficiency  of  the  institution  where  the  boys 
and  girls  are  prepared  for  efficient  cit'zen- 
ship.  The  records  show  that  every  propo- 
sition that  had  for  its  object  the  increased 
efficiency  of  the  school  system  has  met  with 
a  hearty  response  on  the  part  of  the  people. 

This  spirit  of  progress  accounts  for  the 
many  splerd'd  school  buildings  in  the  city. 
No  proposition  to  erect  new  school  build- 
ings has  ever  been  rejected,  and.  cons'der- 
ing  the  wonderful  building  programs  that 


have  been  inaugurated  and  completed,  to- 
gether with  those  now  under  consideration, 
this  is,  indeed,  a  record  which  speaks  vol- 
umes for  the  educational  interest  of  the 
young  people  of  the  city. 

There  are  many  large  and  commodious 
school  structures,  modern  in  every  part'cu- 
lar,  fireproof  and  thoroughly  equipped  for 
a  progressive  educational  corps. 

The  white  and  colored  children  are  seg- 
regated, the  white  pupils  occupying  25  build- 
ings and  the  colored  children  occupying  six 
buildings.  The  colored  schools  are  organ- 
ized, equipped  and  conducted  the  same  as 
the  white  schools,  and  are  under  the  imme- 
diate direction  of  colored  officials  and'  are 
served  by  a  colored  attendance  officer. 

Beautiful  City  of  Homes. 

East  St.  Louis  is  a  city  of  homes;  with 
but  a  limited  number  of  apartments  and 
flats.  A  new  hotel  of  300  rooms  is  under 
construction,  and  will  be  completed  this 
year,  and  negotiations  are  pending  for  the 
building  of  a  number  of  high-class  apart- 
ment houses. 

The  city  is  beautified,  cooled  and  shaded, 
in  every  section,  by  sycamore,  elm,  locust, 
poplar,  willow,  maple  and  oak  trees.  Resi- 
dences and  cottages  nestle  under  the  foliage 
in  grassy  lots  with  fronts  varying  from  25 
to  200  feet.  The  homes  are  provided  with 
all  the  conveniences  of  living. 

Principal  among  the  residence  districts 
are  Signal  Hill  Place,  which  lies  on  the 
green  bluffs  at  Edgemont;  Lansdovvne,  in  the 
northeastern  part  of  town;  Washington 
Park  and  Rosemont,  at  the  northeastern 
city  limits;  Pennsylvania  avenue,  Summit 
avenue,  Baugh  avenue  and  other  streets  in 
the  vicinity  of  Olivette  Park,  which  is  gen- 
erally alluded  to  as  the  "Sunken  Garden"; 
Washington  Place  and  Columbia  Place,  both 
of  which  are  in  the  attractive  district  near 
the.  down-town  part  of  the  city;  Vogel 
Place.  Post  Place  and  similar  places  in  the 
east  end.  near  State  street. 

The  cottages  of  mechanics  and  laborers 
are  located  conveniently  along  and  near  the 


ILLINOIS  CENTRAL  MAGAZINE 


37 


car  lines,  and  their  environment  is  as  pleas- 
ant and  salubrious  as  that  in  the  finer  dis- 
tricts, and  they  have  electric  light,  gas,  wa- 
ter and  all  the  accommodations  which  add 
to  convenience,  comfort  and  economy.  The 
residential  sections  of  industrial  employes 
are  distributed  among  the  manufacturing 
districts,  and  are,  therefore,  situated  in  dif- 
ferent parts  of  town. 

Contrary  to  a  prevailing  opinion,  East  St. 


Louis  is,  in  fact,  one  of  the  most  enthralling 
residential  cities  in  America.  And  the 
charm  of  the  25,000  homes  will  be  further 
enhanced  by  stupendous  street  construction 
and  improvement,  which  are  at  present  un- 
der way.  The  existence  of  a  vigorous  civic 
pride,  which  is  unexcelled  anywhere,  prob- 
ably is  the  most  convincing  evidence  that 
East  St.  Louis  is  an  agreeable  place  to 
live  in. 


38 


ILLINOIS  CENTRAL  MAGAZINE 


SAFETY  FIRST 


Office  of 
Chairman,  General  Safety  Committee 


Pointed   Paragraphs 

When  caution  becomes  a  habit,  there  will  be  but  few 
accidents. 

Self  preservation  is  the  first  Law  of  Nature,  therefore, 
"Safety  First"  is  not  new. 

Do  unto  others  as  you  would  they  should  do  unto  you. 
See  that  other's  Safety,  as  well  as  your  own,  is  looked 
after. 

Safety  First  means — help  preserve  humanity  from  suf- 
fering, both  from  accident  and  death,  which  deprives  fam- 
ilies of  their  support  and  protection. 

Educate  your  children  to  Safety  First  Methods  and  it 
will  follow  them  through  life. 

You  should  not  be  indifferent.  Resolve  that  you  will 
prevent  accident  to  yourself  and  others,  and  keep  this 
resolution. 

Remember  this  Company's  Rules  say:  "Do  not  put 
yourself  in  places  where  accident  may  happen,  or  allow 
others  to  do  so."  If  you  have  inexperienced  men  with 
you,  caution  them,  not  once,  but  often,  and  if  they  show 
a  careless  disposition,  they  should  not  be  retained,  as  they 
may  cause  accident  to  others,  if  not  to  themselves. 

No  move  should  be  made  without  being  considered  Safe. 

Thoughts  flit  like  the  second  hand  of  a  watch  and  can 
be  centered  on  Safety  long  enough  to  avoid  an  accident. 

It  is  said  that  "he  who  hesitates  is  lost."  Do  not  believe 
because  you  hesitate  and  pursue  the  Safe  course  you  will 
be  lost. 

ALWAYS  BE  CAREFUL! 


Bureau  of  Explosives 

New  York  City,  October   15,   1920 
B.  C.  L.  No.   197 


To  Railroad  Members  of  the  Bureau: 

The  following  recommendations  of  pre- 
cautions to  be  observed  in  the  unloading  of 
tank  cars  of  inflammable  liquids  through 
bottom  discharge  valves  are  issued  with  the 
unanimous  approval  of  the  principal  mem- 
bers of  the  petroleum  industry  as  shown  by 
communications  transmitted  to  the  bureau 
by  the  American  Petroleum  Institute. 

Individual  railroads  should  arrange  at 
once  for  a  wide  distribution  of  these  in- 
structions among  all  their  representatives 
whose  duties  bring  them  in  touch  with  such 
unloading  operations  and  suitable  action 
should  be  taken  to  insure  compliance  here- 
with. Respectfully  yours, 

B.  W.  Dunn,  Chief  Inspector. 

1.  See  that  caution  signs  are  placed  be- 
tween   switch   and   first   car   on    siding   and 
left  up  until  after  car  is  unloaded  and  dis- 
connected.     Signs   must    be    at    least    12x15 
inches  in  size  and  bear  the  words  "STOP — 
Tank   Car   Connected"   or  "STOP— Men  at 
Work,"  the  word  "STOP"  being  in  letters  at 
least  4  inches  high  and  the  other  words  in 
letters   at  least  2  inches  high.     The   letters 
must   be   white   on   a   blue   background.      If 
siding  is  open  at  both  ends  signs  must  be 
placed  at  each  end. 

2.  Raise   safety  valve  to   see  if  there   is 
any  interior  pressure  in  tank.     Dome  cover 
must    not    be    removed    while    such    pressure 
exists.      Where    pressure   is    found    it   must 
be  reduced  by  cooling  tank  with  water  or 
relieved  by  raising  and  keeping  safety  valve 
open. 

3.  After  pressure  is  released  break  seal 
and  remove  dome  cover  as  follows: 

Screw  Type — Unscrew  by  placing  bar  be- 
tween dome  cover  lug  and  knob. 

Hinged  and  Bolted  Type — Loosen  all  nuts 
one  complete  turn  and  then  sufficiently  more 
to  open  up  cover. 

Interior  Manhole  Type — Carefully  remove 
all  dirt  and  cinders  from  around  cover  and 
then  loosen  screw  in  yoke. 

4.  Move  valve  rod  handle  in  dome  back 
and  forth  a  few  times  to  see  that  outlet  valve 
in   bottom   of   tank   is    properly    closed   and 
seated.     If  valve  apparatus  is  in  proper  ad- 
justment   the    closed   position    of    handle   in 
contact    with    cam    will    indicate    that    the 
valve  is  closed. 

5.  Replace    dome    cover   but   do    not   en- 
tirely close  so  that  air  may  enter  tank  for 
venting  as  follows: 

Screw  Type — Replace  dome  cover  directly 
over  dome  opening,  but  do  not  engage  the 
threads. 


Hinged  and  Bolted  Type — Place  a  small 
wooden  block  under  one  edge  of  cover.  • 

Interior  Manhole  Type — Tighten  up  screw 
in  yoke  so  that  cover  will  be  brought  up  with- 
in J/2-inch  of  closed  position. 

6.  Start  removal  of  valve  cap  with  suit- 
able  wrench,    having  a   pail   in    position   to 
catch  any  liquid  that  may  be  in  outlet  noz- 
zle.    If  large  outlet  is  to  be  used,  remove 
reducer  first  loosening  set  screws.     If  valve 
cap  or  reducer  does  not  unscrew  easily,  tap 
lightly  with  wooden  mallet  or  wooden  block 
in  an  upward  direction.     If  leakage   shows 
upon   starting  the   removal  of  outlet  valve 
cap,    it    should    not   be    entirely    removed    but 
sufficient  threads  should  be  left  engaged  and 
sufficient  time  allowed  to  permit  escape  of 
any   accumulation   of  liquid  form  from   the 
outlet    chamber   before    taking  cap   entirely 
off.      If    leakage    continues,    further    efforts 
should  be  made  to  seat  the  outlet  vajve  as 
per    rule    4.      If   this    fails    screw    the   valve 
cap  back  to  tight  position  and  unload  tank 
through  the  dome. 

If  it  is  found  that  the  outlet  chamber  is 
blocked  with  frozen  liquid,  wrap  with  bur- 
lap or  other  rags  and  apply  hot  water  or 
steam.  Careful  examination  should  be  made 
to  detect  cracks  in  the  outlet  chamber.  If 
a  crack  is  found  the  tank  should  be  unloaded 
through  the  dome.  If  no  crack  is  found, 
proceed  as  directed  in  first  section  of  this 
rule  after  the  frozen  liquid  has  been  melted. 

7.  Attach  unloading  connections  securely 
to  nozzle  or  reducer  and  raise  outlet  valve 
by  turning  valve  rod  handle  in  dome. 

8.  When  unloading  through  bottom  out- 
let of  cars  equipped  with  interior  manhole 
type  of  dome  covers  and  in  all  cases  where 
unloading  is  done  through  the  dome  open- 
ing   (unless   special   dome  covers   are   used, 
provided,  with  safety  vent  opening  and  tight 
connection  for  discharge  outlet),  the  dome 
openings  must  be  protected  against  entrance 
of    sparks    or    other   sources   of   ignition   of 
vapor  by  being  covered  and  surrounded  with 
wet    burlap.     This   must  be    kept   damp   by 
replacements  or  the  application  of  water  as 
needed. 

9.  Do    not    throw    seals    or    other    sub- 
stances into  the  tank.     Also  care  should  be 
taken  to  avoid  spilling  any  of  the  contents 
over  car  or  tank. 

10.  After  tank  is  unloaded  replace  dome 
cover,  valve  cap  and  reducer  securely. 

11.  Inflammable    placards    and    railroad 
defect  cards  must  not  be  removed. 

12.  Remove  all  shipping  cards  from  the 


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ILLINOIS  CENTRAL  MAGAZINE 


car    and    promptly    notify    railroad    agent 
when  car  is  empty. 

13.  Tank   cars   must   not   be   allowed    to 
stand   with  unloading  connections   attached 
after  unloading  is  completed  and  employes 
must  be  in  charge  throughout  the  period  of 
unloading. 

14.  If  necessary  to  disconnect  a  tank  car 
during  unloading  the  outlet  valve  must  first 
be  closed  and  the  outlet  valve  cap  must  be 
securely    reapplied    until    unloading    is    re- 
sumed. 


15.  Cover    ground    around     connections 
with  fresh  dry  sand  or  dirt  frequently,  es- 
pecially if  oil  or  gasoline  has  been  spilled 
previously. 

16.  Brakes    should    be    set    and    wheels 
blocked  on  all  cars  unloaded  on  grade. 

17.  All    tools    and    implements    used    in 
connection   with   unloading   should   be  kept 
free  from  dirt  and  grit. 

WARNING:  KEEP  LIGHTS  AND 
FIRES  AWAY. 


How  to  lave/ 

It  is  not  trie  Science  01  curing  Disease  so  much  as  trie  prevention  of  it 

tnat  produces  tne  greatest  ^ood  to  Humanity.  One  of  tne  most  important 

duties  of  a  Health  Department  should  be  tne  educational  service 

*     *     *     *  teaching,  people  now  to  live   *      *     A     A 

The  Prevention  of  Colds 


The  approach  of  cooler  weather  brings 
to  mind  the  probability  of  "catching. cold" 
and  all  the  accompanying  discomforts;  this 
thought,  in  turn,  gives  us  reason  to  ask  the 
question  "how  can  I  escape  'catching  cold' 
— by  taking  medicine,  by  wearing  warmer 
clothing  or  by  avoiding  drafts"? 

Let  us  first  understand  what  a  cold  is  and 
then  the  means  of  prevention  will  be  more 
easily  mapped  out  and  understood. 

A  cold  usually  is  the  result  of  too  sudden 
cooling  of  the  body  giving  rise  to  a  dry 
burning  feeling  in  the  nose  and  throat  and 
more  or  less  general  bodily  discomfort., 
The  time  which  elapses  before  these  symp- 
toms are  made  manifest  varies  in  different 
people  and  may  be  as  short  as  three  hours 
or  as  long  as  twevle  hours.  This  fact  is 
largely  the  result  of  varying  individual  re- 
sistance, some  people  claiming  that  they 
never  "take  cold"  and  others  being  suscep- 
tible from  very  slight  cause. 

The  important  fact  to  be  remembered  is 
that  "colds"  are  conveyed  from  one  person 
to  another  by  direct  contact  through  the 
air,  a  person  coughing  or  sneezing  and 
failing  to  properly  cover  the  nose  or  mouth 
during  the  act  directly  infecting  others  near- 
by who  may  breath  in  some  of  the  "drop- 
lets" projected  into  the  air  to  a  considerable 
distance.  These  droplets  are  dangerous 
things  because  they  carry  the  active  cause 
of  so  called  "colds",  viz: — the  micro-organ- 
ism which  is  the  basic  producing  power  of 
the  disease  in  question. 

It  is  said  that  misery  loves  company  and 
one  certainly  believes  this  old  saying  when 
they  observe  careless  people  coughing, 
spitting  and  sneezing  without  properly 
protecting  the  mouth  and  nose  by  covering 
with  the  handkerchief.  The  objection  to 
careless  spitting  has  become  so  pronounced 
that  many  of  the  states  have  enacted  laws 
against  spitting  on  the  sidewalks  and  in 
other  public  places  and  the  cities  have  strict 
regulations  against  spitting  on  the  side- 
walk, arresting  and  fining  offenders. 

If  it  were  only  "colds"  which  are  spread 
through  the  careless  habits  of  people  suf- 


fering from  this  sickness  the  offense  might 
not  be  considered  so  serious,  but  diphtheria, 
influenza,  consumption  and  other  grave 
diseases  are  communicated  in  just  this  way 
and  the  ordinary  "cold"  may  prove  the 
starting  point  for  any  of  these  "air-borne 
diseases." 

Pneumonia  has  been  proven  to  be  an  air- 
borne disease  and  can  be  transmitted 
through  just  such  means,  the  Board  of 
Health  of  one  large  City  having  recently 
placed  it  upon  their  list  of  "catching"  dis- 
eases and  isolating  patients  suffering  from 
this  disease. 

The  important  point  to  be  considered, 
however,  is  how  we  are  to  guard  against 
such  troubles — "by  medicine,  by  warm 
clothes  or  by  avoidance  of  drafts"  and  the 
means  most  potent  for  such  avoidance  can 
be  lumped  together  in  one  phrase,  viz: — by 
increasing  body  resistance.  It  might  be 
well,  at  this  point,  to  take  this  "increasing 
of  body  resistance"  up  in  retail  and  specify 
some  actual  measures. 

The  skin  is  the  container  of  the  num- 
erous sweat  glands  with  which  the  body  is 
provided  and  when  covered  with  sweat, 
is  susceptible  to  danger  from  too  sudden 
cooling  caused  by  exposure  to  cool  drafts 
of  air;  it  is  well,  therefore,  to  avoid  taking 
chances  in  this  direction  and  further,  to  in- 
crease resistance  by  hardening  the  skin  by 
cold  water  baths  followed  by  vigorous  fric- 
tion with  a  rough  towel.  The  region  of 
the  chest,  both  back  and  front,  is  especially 
to  be  thus  treated  and  no  better  means 
could  be  advised  than  to  use  cold  water 
bathing  each  and  every  morning,  following 
same  by  the  use  of  a  rough  towel  used  un- 
til the  skin  glows  redly.  This  method,  used 
consistently  and  regularly,  will  so  increase 
the  natural  resistance  of  the  skin  that  it 
will  result  in  fewer  "colds"  and  greatly  in- 
crease general  bodily  resistance.  Our  Eng- 
lish cousins  have  nationally  been  accus- 
tomed to  their  "tub  bath"  and  present  the 
picture  of  ruddy  and  vigorous  health.  It 
is  of  interest  to  note  the  number  of  diseases 
which  can  be  transmitted  by  the  air  route, 

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i.  e.  the  droplet  method;  tuberculosis,  pneu- 
monia, influenza,  smallpox,  diphtheria, 
measles,  scarlet  fever,  whooping  cough  and 
chicken-pox  are  all  transferred  by  the  drop- 
let method,  which  can  be  materially  les- 
sened or  even  completely  prevented  by  us- 
ing due  care  in  covering  the  mouth  and 
nose  in  the  act  of  coughing  or  .sneezing  and 
by  exercising  due  caution  in  the  act  of  spit- 
ting. 

To  go  further  with  the  "means  of  preven- 
tion" next  might  be  mentioned  the  effects 
of  proper  clothing;  for  the  person  espe- 
cially susceptible  to  "colds",  the  wearing  of 
light  or  heavy  woolen  underwear,  the  care- 
ful change  to  overcoat  or  knitted  jacket  on 
going  into  the  outer  air  after  working  in 
a  warm  room  and  of  great  importance,  the 
removal  of  outer  wraps  when  coming  into 
a  warmer  locality  or  room. 

This  brings  us  to  the  avoidance  of  places 
and  persons  known  to  be  dangerous,  such 


as  the  sick  room,  the  crowded  room,  street 
car  'or  poorly  ventilated  passenger  coach. 
With  regard  to  the  last  mentioned  place, 
where  avoidance  is  sometimes  impossible 
on  account  of  the  necessity  of  travel  (either 
as  passenger  or  employe)  it  should  be  a 
point  of  especial  consideration  to  see  that 
the  temperature  does  not  get  too  high  and 
that  plenty  of  clean,  pure  air  is  admitted 
to  the  coach,  it  being  remembered  that  a 
passenger  coach  can  the  more  easily  be  well 
ventilated  on  account  of  its  rapid  motion 
through  the  air  with  the  consequent  forci- 
ble entrance  of  fresh  air  through  the  means 
provided  and  the  exit  of  bad  air  through 
the  overhead  vents. 

Finally,  it  is  well  to  encourage  elimina- 
tion of  waste  products  by  the  administra- 
tion of  a  laxative  and,  should  either  chills 
or  "that  chilly  feeling"  be  present,  hot 
drinks  to  promote  sweating  and  thus  facili- 
tate further  elimination  through  the  skin. 


PiumcJiwi® 


By  E.  H.  Johnson,  Supply  Dept,  Burnside 


Line  stock  on  the  Illinois  Central  Rail- 
road represents  unapplied  material  on  the 
waylands  which  has  been  shipped  to  various 
points  for  use  either  in  construction  of  new 
facilities  or  in  the  maintenance  of  those 
already  installed.  This  stock  is  carried  at 
material  yards  maintained  by  the  Roadway 
Department,  at  Section  tool  houses,  main- 
tainers'  shanties,  or  distributed  for  imme- 
diate use  along  the  right  of  way. 

Line  stock  is  in  the  custody  of  the  Gen- 
eral Storekeeper  until  used  and  it  is  his  duty 
by  keeping  in  close  contact  with  same  to 
assist  the  Roadway  Department  all  possible 
in  keeping  this  stock  at  a  minimum. 

Each  Division  Storekeeper  handling  Road- 
way material  employs  one  or  two  material 
checkers,  whose  duty  it  is  to  maintain  line 
stock  records,  showing  the  location  of  the 
various  items  on  the  Divisions  served  and 
by  frequent  trips  over  the  line  to  see  that 
materials  are  properly  cared  for  to  prevent 
deterioration.  These  Material  Checkers 
work  in  close  touch  with  the  various  Fore- 
men of  construction,  as  well  as  the  Road- 
masters  and  Supervisors,  and  by  furnishing 
information  as  to  surplus  of  various  items 
located  on  the  Divisions  assist  them  in 
transferring  material  from  one  point  to  an- 
other to  avoid  the  purchase  of  new. 

Line  stock  records  should  be  kept  in  such 
a  manner  as  to  show  regular  material  by 
Supervisors'  Districts  and  special  material 
by  jobs.  These  records  are  revised  after 
Annual  or  special  inventories,  and  afterward 
debited  from  shipping  notices  showing  ma- 
terial shipped  from  storehouses.  Invoices 
of  material  shipped  by  firms  direct  to  the 
job  and  Forms  1169  showing  material  trans- 
ferred from  one  Supervisor's  District  or 
Division  to  another,  also  with  second  hand 
material  released  when  new  is  installed.  The 
principal  value  of  line  stock  records  is  in 
the  ability  to  furnish  information  to  the 
General  Storekeeper  and  Officials  of  Road- 
way Department  of  location  of  material 
available  for  transfer,  not  only  between 
Supervisors'  Districts  of  the  same  Division 
but  also  between  Divisions  when  necessary, 
and  should,  therefore,  have  the  earnest  co- 
operation of  Roadway  officials  at  all  times. 


For  the  benefit  of  those  unaccustomed  to 
the  handling  of  line  stock,  I  am  giving  a 
general  synopsis  of  operations  now  in  force 
on  this  Railroad. 

Requisitions 

Requisitions  are  made  by  the  Roadmaster 
or  proper  Officer  for  such  materials  as  are 
required,  which,  when  properly  approved, 
are  forwarded  to  the  Storehouse  for  han- 
dling. These  requisitions  are  compared  with 
the  line  stock  record  and  where  surplus  of 
any  of  the  items  is  shown,  transfer  is 
arranged  for.  The  balance  of  material  on 
requisition  is  then  shipped  from  stock  or 
order  placed  with  the  Purchasing  Agent  for 
purchase  in  the  market. 

Form  1169  Receipts 

Where  materials  are  received  on  the  Divi- 
sion, a  Form  1169  acknowledging  receipt  is 
furnished  to  the  Storekeeper;  from  this,  the 
line  stock  records  are  debited.  Form  1169 
is  also  rendered  when  material  is  trans- 
ferred. These  forms  1169  should  be  handled 
carefully  as  they  represent  the  receipt  of 
materials  by  individuals  of  the  Roadway 
Department,  and  it  is  often  necessary  to 
use  them  in  establishing  receipt  when  paying 
invoices  from  firms  shipping  material.  From 
this,  it  is  evident  that  an  invoice  may  be 
often  seriously  delayed  and  the  firm  kept 
out  of  money  belonging  to  it,  on  account 
of  carelessness  on  the  part  of  some  one  in 
making  proper  receiving  record  on  Form 
1169. 

1144  And  1145  Material  Books 

The  Line  stock  records  are  credited  with 
material  used  as  shown  in  the  1144  and  1145 
material  books,  and  great  care  should  be 
exercised  by  persons  carrying  material  books 
to  see  that  the  items  used  are  shown  cor- 
rectly in  order  that  they  may  be  priced  at 
the  proper  price.  The  Storekeeper  depends 
entirely  on  the  man  who  makes  the  material 
book  in  charging  out  the  material.  It  is  also 
important  that  all  material  used  be  charged 
out,  as  a  Division  may  show  a  considerable 
amount  of  line  stock  on  hand  due  entirely 
to  the  fact  that  used  material  had  not  been 


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ILLINOIS  CENTRAL  MAGAZINE 


charged  out  and  at  the  same  time  on  account 
of  the  excessive  amount  of  line  stock  shown 
find  it  difficult  to  secure  additional  material. 

In  order  to  get  full  value  from  line  stock 
records,  it  is  necessary  that  those  using 
material  co-operate  fully  with  the  Store 
Department,  both  in  charging  out  material 
used  and  reporting  receipts  or  transfers". 
These  records  when  accurately  and  properly 


kept  are   of  valuable  assistance  in  keeping 
work  moving. 

By  transferring  surplus  material  from 
point  at  which  located  to  points  where  re- 
quired, a  great  saving  is  made;  also  long 
hauls  are  eliminated  and  the  balance  of  ma- 
terial on  hand  is  kept  within  bounds  as 
depreciation  and  interest  on  investment  on 
materials  scattered  along  the  right  of  way 
render  them  an  expense  instead  of  an  asset. 


Things  We  Should  and  Should  Not  Do 


Don't  Stop  until  you  get  the  part  for 
which  an  engine  or  car  is  held. 

Don't  wait  until  the  "Boss"  tells  you  to 
do  it. 

Don't  wait  until  To-morrow;  Do  it  today! 

Don't  let  your  work  drive  you;  Drive  your 
work. 

Don't  wait  for  "George"  to  do  it,  maybe 
he  doesn't  work  here  any  more. 

Don't  overlook  fire  risks.  Keep  talking 
Fire  Prevention. 

Release  that  car.    The  Company  needs  it. 


Co-operate  with  other  Departments  on  a 
fifty-fifty  basis,  but  not  like  the  butcher  who 
was  asked  how  he  mixed  his  rabbit  sausage 
and  replied  that  it  was  horse  meat  and 
rabbit,  on  a  fifty-fifty  basis — one  horse  and 
one  rabbit. 

Don't  let  the  Safety-First  proposition  lag; 
keep  talking  it. 

How  many  empty  oil  drums  have  you  on 
your  territory? 

Good-bye;  will  see  you  in  the  December 
issue. 


FROM  THE  LAW  DEPARTMENT 


Current  Decisions 


1.  Return   on   investment. — Confiscation. 
— A  schedule  of  rates  under  which  a  street 
railway    company    is    required    to    operate, 
which  results  in  a  revenue  which  is  insuffi- 
cient to  pay  a  return  of  more  than  7^4  per 
cent  upon  a  valuation  of  less  than  $1,000,000 
upon   a  property   investment  which   is  rea- 
sonably worth  at  least  $1,600,000  at  the  low- 
est possible  valuation,  is  unjust  and  unrea- 
sonable and  amounts  to  confiscation  of  the 
utility's  property  in  violation  of  the  rights 
guaranteed  to  it  by  the  State  and  Federal 
constitutions. — Re   Springfield  Consolidated 
Ry.    Co.,    7    PUC    789    (111.).     The    Illinois 
Commission    cites    the    following    from    the 
Supreme  Court's  opinion  in  Lincoln  Gas  & 
Elec.  L.  Co.  v.  City,  of  Lincoln,  250  U.  S. 
256:     "It  is  a  matter  of  common  knowledge 
that,   owing  principally  to  the  World  War, 
the    costs    of    labor    and    supplies    of    every 
kind  have  greatly  advanced  since  the  ordi- 
nance  was   adopted   and   largely   since   this 
case  was  last  heard  in  the  court  below;  and 
it    is    equally   well    known    that   annual    re- 
turns upon  capital  and  enterprise  the  world 
over  have  materially  increased." 

2.  Return — Reasonableness  as  a  whole — 
Non-utility   business. — A   corporation   oper- 
ating  a   railroad    in    connection   with   other 
business    cannot   be   compelled   to    continue 
the    operation    of    the    railroad    at    a    loss, 
merely  because   the   return   from   its  entire 
business      is      reasonable. — Brooks-Scanlon 
Co.  v.  R.  R.  Com.  of  La.,  40  S.  C.  R.  183. 
The     Court    says:     "A    carrier    cannot     be 
compelled    to    carry    on    even    a    branch    of 
business  at  a  loss,  much  less  the  whole  busi- 
ness of  carriage.  On  this  point  it  is  enough 
to  refer  to   Northern  P.   R.   Co.  v.   N.   D., 
236  U.    S.   585,   595,   599,   600,   604,   and   Nor- 
folk &  W.  R.  Co.  v.  Conley,  236  U.  S.  605, 
609,  614.     It  is  true  that  if  a  railroad  con- 
tinues to  exercise  the  power  conferred  upon 
it  by  a  charter  from  a  state,  the  state  may 
require   it   to    fulfill   an   obligation   imposed 
by  the   charter,   even   though   fulfillment  in 
that  particular  may  cause  a  loss.     Missouri 
P.  R.  Co.  v.  Kansas,  216  U.  S.  262,  276.  278. 
But  that  special   rule  is  far  from  throwing 
any  doubt  upon  a  general  principle  too  well 
established  to  need  further  argument  here. 
The  plaintiff  may  be  making  money  from 


its  sawmill  and  lumber  business,  but  it  no 
more  can  be  compelled  to  spend  that  than 
it  can  be  compelled  to  spend  any  other 
money  to  maintain  a  railroad  for  the  bene- 
fit of  others  who  do  not  care  to  pay  for  it." 

3.  Intrastate  and  interstate  traffic. — After 
a  carrier  has'  received,  transported,  and  de- 
livered   an    intrastate    shipment    under    the 
original  bill  of  lading  and  has  thus  perma- 
nently lost  possession  and  control  of  prop- 
erty, its  subsequent  bill  of  lading  to  divert 
the  shipment   to  a  point  outside   the  state 
cannot  make  its  services  interstate  business. 
—Omaha  Elev.  Co.  v.  C.  B.*  &  Q.  R.  Co., 
178  N.  W.  211  (Nebr.). 

4.  Employers'  Liability  Act.— A  trucker, 
injured  in  the  unloading  of  freight  shipped 
from  another  state,  is  employed  by  a  car- 
rier   in    interstate    commerce,    and    liability 
therefor  is   governed   by   the    Federal    Em- 
ployers' Liability  Act. — Cox  v.  St.  L.  &  S. 
F.  Ry.,  222  S.  W.  964    (Tex.).     So.  a  rail- 
way train  man  was  employed  in  interstate 
commerce,   if  any  of  the   cars  in   his   train 
contained  interstate   freight. — P.   R.  R.  Co. 
v.  Hancock,  40  S.  C.   R.  512.     But  an  em- 
ploye   constructing    a    new    semaphore    for 
interstate    and    intrastate   commerce    is   not 
within      the      Federal      Act. — Williams     v. 
Schaff,  222  U.  S.  412. 

5.  Receivership. — In  a  negligence  action 
against   railroad   in   hands   of   receiver,    the 
railway  company  is  neither  a  proper  nor  a 
necessary   party   to   such   action. — Schaff  v. 
Mason,  222  S.  W..  289  (Tex.). 

6.  Defenses   of   Director   General. — In   a 
suit   against   the   Director   General  of   Rail- 
roads  for  negligent  homicide  at  a  railroad 
crossing,   the   Director   General  was,   under 
the    Federal    Control    Act,    precluded    from 
making  any  defense  that  the  railroad  com- 
pany itself  could  not  have  made. — Hines  v. 
McCook,  103  S.  E.  90   (Ga.). 

7.  In   Christian  v.   Great  Northern   Ry., 
177  N.  W.   Rep.  29,  the  Supreme  Court  of 
Wisconsin   held   that   the    President   of   the 
United  States,  in  taking  control  of  the  rail- 
roads  under  the   Federal   Control   Act,   did 
not    take    control    merely    of    the    physical 
properties    but    of   the    entire    organization, 
including  officers,  director!,  and  employes. 


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ILLINOIS  CENTRAL  MAGAZINE 


and  that  under  the  Federal  Control  Act  a 
railroad  freight  agent  during  the  period  of 
Federal  control  was  an  agent  of  the  com- 
pany and  a  proper  person  upon  whom  to 
serve  the  summons  against  the  company 
under  the  statutes  of  Wisconsin. 

8.  Seizure  of  goods. — Where  goods  are 
delivered  to  a  common  carrier  for  trans- 
portation, and  the  consignor,  being  present 
where  the  goods  are,  attempts  to  sell  and  to 
actually  deliver  the  goods  to  a  person  there 
present,  in  violation  of  federal  law,  an  ap- 
parently lawful  seizure  of  the  goods  by 
federal  officers  as  an  incident  to  the  arrest 
of  the  consignor  for  violating  the  federal 
law  in  attempting  to  unlawfully  sell  and 


deliver  the  goods,  exempts  the  carrier  from 
liability  for  the  value  of  the  goods,  where 
the  seizure  amounts  to  a  vis  major,  and 
the  carrier  is  not  at  fault  in  the  premises. 
A  common  carrier  of  goods  is  liable  as  an 
insurer  for  the  value  of  the  loss  of  or 
damage  to  goods  received  for  shipment  and 
damaged  in  transit  or  not  delivered  at  des- 
tination to  the  consignee,  unless,  without  its 
fault,  such  injury  or  nondelivery  is  pre- 
vented by  an  act  of  God  or  by  a  public 
enemy  or  by  the  inherent  nature  of  the 
goods  or  by  the  law  or  by  the  person  en- 
titled to  the  goods  or  his  agent. — Hammers 
v.  Southern  Express  Co.,  85  So.  Rep.  246 
(Fla.)- 


Schools  of  East  St. Louis, -111., 


Jfss=HSnL 


TRANSPORTATION 
DEPARTMENT 


Service 


The  following  letter  from  Mr.  J.  M.  Bennett,  248  West  46th  St.,  New  York  City, 
has  been  received  by  the  general  manager,  who,  of  course,  was  gratified  with  its  contents. 

"A  word  of  thanks  for  the  courtesy  extended  by  your  city  representative,  Mr.  Buckley, 
also  Mr.  McCahl,  your  baggage  agent  at  Waterloo,  Iowa. 

"We  closed  our  summer  season  at  Waterloo,  la.,  at  the  I.  L.  A.  convention  there  on 
September  14th  and  as  our  members  were  coming  East  they  asked  me  to  arrange  their 
itinerary  home. 

"My  correspondence  with  Mr.  Buckley  relative  to  movement  and  sleepers  were  up 
to  the  letter  (far  different  than  we  have  experienced  on  other  roads  this  past  summer) 
and  Mr.  McCahl  certainly  took  care  of  us.  When  I  went  to  him  he  was  working  on  a 
couple  of  trains.  I  left  tickets  with  him  and  he  checked  our  baggage  and  as  it  was 
quite  a  haul  from  the  convention  hall  to  depot  and  as  train  does  not  wait  only  hvr- 
minutes,  he  took  it  upon  himself  to  be  at  depot  that  night  with  his  night  man  to  see 
we  made  the  train. 

"It  is  so  seldom  one  meets  with  such  courtesy  that  I  only  think  it  is  right  you  should 
know  of  a  few  of  your  valuable  men  under  you. 


CONDUCTOR  KENNEDY  MAKES  A  FRIEND  OF  A  PASSENGER 

Urbana,  111.,  Oct.  16,  1920. 
Supt.  C.  W.  Shaw,  Illinois  Central,  Clinton,  111. 

Dear  Sir:  Yesterday  after  purchasing  a  ticket  for  Champaign  at  Mt.  Pulaski,  through 
my  own  carelessness,  I  lost  my  ticket  before  taking  the  train.  As  there  was  no  time 
to  conduct  an  extended  hunt  for  it,  your  conductor,  Mr.  Mike  Kennedy,  carried  me 
along  to  Clinton  on  my  cash  fare,  but  meanwhile  wired  back  to  Mt.  Pulaski  and  had 
Ihem  find  the  ticket.  He  then  refunded  me  my  fare  and  arranged  with  the  conductor 
on  the  Champaign  train  to  carry  me  through  to  destination. 

Mr.  Kennedy  did  all  this  on  his  own  initiative  and  I  appreciated  his  courtesy  all  the 
more,  because  I  had  only  myself  to  blame  for  the  loss  of  the  ticket.  I  wish  to  make 
some  sort  of  an  acknowledgment  for  the  assistance  which  he  rendered  me.  He  couldn't 
have  done  any  more  for  me  than  he  did,  if  I  had  been  his  own  brother,  and  I  hope  your 
system  includes  some  method  of  giving  him  credit  for  his  courtesy  towards  the  travel- 
ing public.  Very  truly, 

E.  O.  Wood,  Jr. 


MR.  F.  KOHL,  A  PASSENGER  ON  TRAIN  NO.  2,  OCT.  18,  WRITES  AS 
FOLLOWS  TO  SUPT.  HERRON 

"Sandwiched  in  with  the  many  trials  of  life,  occasionally  comes  a  pleasant  oasis.  The 
point  we  have  in  mind  is  to  tell  you  of  a  case  of  good  judgment  shown  by  Conductor 
James  Mallon,  handling  train  No.  2  out  of  Centralia  north  yesterday.  Among  the  per- 
sons desiring  to  take  this  train  was  a  friend  of  ours  on  crutches.  Something  went 
wrong  with  the  auto,  and  it  became  necessary  to  walk  several  blocks  to  catch  the.  train, 
which  started  just  as  the  party  was  nearing  the  station.  The  conductor  quickly  realized 
the  situation  and  by  delaying  the  train  a  few  moments  he  gave  our  friend  an  oppor- 
tunity to  make  train,  he  having  previously  been  provided  with  a  ticket." 


At  8:00  a.  m.,  Oct.  15th,  grain  dealers  at  Wenona  called  up  agent  at  Minonk,  advising 
that  he  had  a  car  of  new  corn,  and  asked  what  he  could  dp  towards  getting  it  to 
Chicago  for  Saturday's  unloading  in  order  to  prevent  hea.ting.  This  car,  MK&T 
83879,  arrived  at  Minonk  at  10:30  a.  m.,  and  was  forwarded  from  that  station  on  train 
No.  442  at  3:15  p.  m.,  same  day,  and  reached  Chicago  a.  m.  of  Oct.  16th. 

47 


Car  Efficiency 


PROMPT  HANDLING  OF  CARS  BY  AGENT  ROLLINS  AT  MOWEAQUA 

STATION 

C.,  M.  &  St.  P.  202892  received  at  7  a.  m.  September  21st  loaded  with  merchandise, 
released,  reloaded  with  grain  and  billed  at  5  p.  m.  same  date. 

Erie  18414  and  I.  C.  109185  received  at  1:39  p.  m.  September  22nd  empty,  loaded  and 
billed  at  5  p.  m.  same  date. 

N.  Y.  C.  223539  received  at  7:30  a.  m.  September  22nd,  loaded  with  merchandise,  car 
released  and  reloaded  and  billed  at  3  p.  m.  same  date. 

C.,  O.,  S.,  X.  1723  placed  for  unloading  at  1  p.  m.  September  22nd  and  car  released  at 
6:15  p.  m.  same  date. 

I.  C.  120025  received  and  placed  for  unloading  at  11:20  a.  m.,  unloaded  and  car  re- 
leased at  3:30  p.  m.  same  date. 

Ga.  8595  received  loaded  at  7  a.  m.  September  25th,  unloaded  and  car  went  forward 
at  11:20  a.  m.  same  date. 

Forty-two  cars  were  handled  in  loading  and  unloading  during  week  ending  this  date 
and  not  a  car  was  delayed  here  exceeding  36  hours. 


SUMMARY  OF  CARS  LOADED  AND  UNLOADED  AT  MAROA,  ILL.,  DURING 

MONTH  OF  AUGUST,  1920 

Total  number  of  cars  handled 57 

Total  number  of  hours  consumed,  including  Sundays 938 J^ 

Average   number  of  hours  consumed  per  car _ „ _  16.46 

Minimum    time    consumed    on    car _ y2  hr. 

Maximum    time   consumed    on    car,    Sunday   inclusive _ 77  hr. 

Figuring  24  hours  as  a  basis,  average  time  consumed  on  each  car 145% 


N.  Y.  C.  253354  loaded  with  3,000  pounds  of  Chicago  to  Galena  merchandise  arrived 
at  latter  point  in  train  at  8:30  a.  m.  October  7th.  Car  was  unloaded  by  station  force 
at  10:00  a.  m.  and  it  being  a  grain  car  was  forwarded  on  No.  91  at  11:00  a.  m.,  same 
having  been  at  Galena  just  2  hours  and  30  minutes. 

A.,  T.  &  S.  F.  38118,  C.  T.,  arrived  at  Matlock,  Iowa,  1:00  p.  m.  September  30th,  train 
792,  loaded  with  fifty  tons  of  hard  coal.  This  train  spotted  car  at  coal  shed  and  car 
was  made  empty  in  time  for  792,  October  1st,  to  spot  at  elevator  at  1:00  p.  m.  and  car 
was  loaded  with  fifty-five  tons  of  corn  for  Atchison,  Kans.,  the  afternoon  of  October 
1st  and  moved  out  on  train  752  that  evening. 


L.  &  N.  72305  coal  for  the  American  Snuff  Company,  Memphis,  received  from  L.  &  N. 
early  morning  October  6th,  placed  at  American  Snuff  Company  and  unloaded  11:40  a.  m. 
Empty  car  switched  out  and  returned  to  the  L.  &  N.  4:45  p.  m.  same  day. 

B.  &  O.  142154  arrived  Eleroy  loaded  with  fifty-two  tons  lump  coal  on  train  91  at 
7:00  a.  m.  October  15th.  Coal  was  unloaded  and  car  released  by  3  p.  m.  same  date,  or 
eight  hours  after  its  arrival. 

C.,  B.  &  Q.  71016  coal  consigned  to  the  Interstate  Light  &  Power  Co.  at  Galena  ar- 
rived that  point  on  train  at  7  a.  m.  September  29,  was  moved  to  the  light  company's 
plant  by  train  92  at  10:45  a.  m.  same  date  and  unloaded  in  such  time,  so  that  local  in 
opposite  direction,  viz.  91,  moved  it  empty  arriving  at  East  Dubnque  12:20  p.  m.  and 
car  left  that  point  en  route  to  the  mines  in  a  coal  car  train  at  12:45  p.  m.  same  date. 

M.  C.  car  loaded  with  stucco  for  Independence  was  spotted  at  that  station  9:30  a.  m. 
October  18th,  made  empty  1:30  p.  m.,  spotted  at  the  freight  house  3:30  p.  m.  and  loaded 
with  merchandise  for  the  east  same  date  and  moved  forward. 

On  October  16,  same  station  received  M.  P.  40340  feed,  for  the  Independence  Pro- 
duce Co.  Car  was  spotted  at  8:00  a.  m.,  made  empty  at  5:00  p.  m.  same  date. 

Nickel  Plate  2239  iced  refrigerator  was  spotted  morning  of  October  18  loaded  with 
27.000  pounds  of  dressed  poultry  and  ready  to  move  at  11:00  a.  m.;  then  loaded  Nickel 
Plate  2292  with  31,159  pounds  of  dressed  poultry,  which  was  ready  to  move  at  5:00  p.  m. 

St.  L.  &  S.  F.  12571  shingles  arrived  at  Pulaski  on  the  evening  of  October  15,  car  was 
released  October  16,  loaded  with  mine  caps,  and  ready  for  movement  at  4:30  p.  m. 
October  16,  and  went  forward  on  74  same  day,  6:00  p.  m. 

48 


ILLINOIS  CENTRAL  MAGAZINE  « 

Wabash  15959  received  at  8:00  a.  m.  October  21,  loaded  with  stock  for  Forsyth,  ar- 
rived at  destination  at  10:15  a.  m.  and  unloaded.  This  car  was  picked  up  by  195  same 
day,  moving  to  Macon,  loaded  with  stock  for  Chicago,  and  left  for  destination  at 
2:30  p.  m. 


Car  was  placed  at  platform  and  made  empty  a.  m.  of  Oct.  16th,  and  was  forwarded 
out  of  Minonk  to  Woodford,  111.,  for  grain  loading  on  train  No.  195,  12:40  p.  m., 
Oct.  16th.  Car  was  loaded  at  Woodford,  and  was  returned  to  Minonk  on  No.  196 
Oct.  16th  at  2:15  p.  m.,  and  was  forwarded  out  of  Minonk  at  3:15  p.  m.,  train  No.  442 
for  Chicago. 


In  connection  with  the  prompt  unloading  of  equipment,  Mr.  W.  F.  Barton,  agent, 
Dalton  City,  reports  that  I.  C.  89197,  coal  arrived  at  his  station,  train  251,  8:00  a.  m. 
October  21st,  unloaded  and  forwarded  empty  to  the  mines  on  extra  960  south,  at  1:00 
p.  m.,  same  date;  the  car  being  at  his  station  only  five  hours. 


Janesville,  Iowa. — Oct.  23rd,  Saturday  p.  m.  B.  &  O.  148642,  car  commercial  coal 
placed.  Car  was  unloaded, "made  empty  3  p.  m.  Sunday,  Oct.  24th  and  ready  for  move- 
ment at  4:30  p.  m. 

Alburnett,  Iowa. — RI  74528  loaded  with  tile  received  during  the  night  of  Oct.  22nd. 
Car  was  placed  for  unloading  by  train  8:00  a.  m.  the  23rd  and  released  at  2:30  p.  m. 
This  being  a  stock  car  it  was  placed  and  loaded  with  hogs  at  same  station  at  3:15 
p.  m.  Car  was  unloaded  and  released  in  7  hours  after  originally  placed  for  unloading. 

Alburnett,  Iowa. — Oct.  23,  NYC-10851  was  placed  at  Alburnett  8  a.  m.,  loaded  with 
oats  at  2  p.  m.  and  moved  on  local  at  3:15  p.  m.,  total  time  car  was  on  spot  7  hours 
15  minutes. 

Elroy,  111. — 1C  88580  car  of  coal  spotted  for  unloading  8:45  a.  m.  Oct.  22nd,  unloaded 
and  car  released  4:30  p.  m.  same  date  and  car  forwarded  on  local  that  day,  7  hours  45 
minutes  underload  at  station. 

On  Saturday,  Oct.  16,  train  4-72,  conductor  M.  H.  Buckley,  engineer  S.  Jenni,  carried 
C.  I.  &  L.  car  26477  loaded  with  corrugated  pipe  billed  partly  to  unload  at  Warren, 
and  the  balance  of  the  load  to  go  to  Freeport.  Although  this  train  was  not  a  local  the 
crew  stopped  at  Warren,  unloaded  the  freight  billed  to  that  station,  and  took  the  car 
through  to  Freeport,  thereby  undoubtedly  saving  48  hours  to  the  car. 


PLANT  OF  EAST  ST.  LOUIS  AND  INTERURBAN  WATER  COMPANY,  EAST  ST,  LOUIS,  ILL. 


Statement  of  Routing  Orders  Secured  by  Employes 

DUBUQUE 

On  October  18th  General  Superintendent  Williams  asked  his  superintendents  to  re- 
quest employes  to  solicit  business  for  the  company,  through  friends  and  acquaintances 
or  the  merchants  with  whom  they  trade  with  a  view,  of  course,  to  increase  the  tonnage 
and  revenue  of  the  company.  The  following  accomplishment  of  employes  of  the 
Minnesota  Division  is  outlined  by  Superintendent  McCabe.— Ed. 

Single  Single      All  Futures  All  Futures 

Car  Load        L  C  L        Car  Load        L  C  L 
Shipments     Shipments     Shipments     Shipments    Total 

J.  E.  Allison,  Agent 153  4  ....  15  172 

T.   F.  Callaghan,  C.   Clerk 19  ....  1  ....  20 

T.  H.  Callaghan,  Whse.  Foreman  9  ....  10  8  27 

Miss   Grace    Phillips,   Cashier 2  1  ....  3 

Miss  Vivian  Brand,  Asst.  Cashier         10  8  12  280  310 

Miss    Gertrude    McCarthy,    Clerk  1  ....  1 

Harold    Levan,    Accountant 42  39 

J.  J.  Callaghan,  Rate  Clerk l  ....  ..."  5  6 

Harry    Clancy,    Yardmaster 4  4 

O.  J.  Alexander,  Ticket  Clerk l  ....  ....  ! 

Total    200  15  27  311  553 

Yours  truly,  J.  A.  Allison,  Agent. 

STATEMENT  OF  ROUTING 

Orders  Secured  by  Employes 

WATERLOO,  IA. 

Single  Single      All  Futures  All  Futures 

Employe  Car  Load        L  C  L        Car  Load        L  C  L 

Total 

Mabel    Ridpath    70  ....  ....  70 

C.   W.   Williams 63  1  2  12 

Total    76  3  1  2  82 

CEDAR  RAPIDS,  IA. 

2  ....  15  21  38 

DUBUQUE,  IA. 
200  15  27  311  553 

GRAND  TOTAL   ..  278  18  43  334  673 


THE    AMERICAN    RAILWAY    ASSOCIATION    HAS    CALLED    A    FREIGHT 
CLAIM  PREVENTION  CONGRESS,  TO  ASSEMBLE  NOVEMBER  15 

AND  16,  1920 

New  York,  N.  Y.,  October  16,  1920. 
To  the  Members: 

There  will  be  held  at  the  Hotel  La  Salle,  Chicago,  on  Monday  and  Tuesday,  Novem- 
ber 15  and  16,  1920,  a  "Freight  Claim  Prevention  Congress,"  under  the  auspices  of  the 
Committtee  on  Cause  and  Prevention,  of  the  Freight  Claim  Division. 
The  objects  of  the  Congress  will  be: 

1.  The  promotion  of  claim  prevention  efforts  on  inactive  lines. 

2.  The  increase  of  effectiveness  of  active  lines. 

3.  The  co-ordination  of  efforts  of  individual  lines  into  a  general  claim  prevention 
movement. 

It  is  desired  that  there  be  in  attendance  at  this  Congress  the  officers  of  member  lines 
having  jurisdiction  over  established  freight  claim  prevention  organizations,  as  well  as 
the  representatives  of  lines  not  so  organized,  and  the  management  of  each  member  is 
urged  to  have  one  or  more  representatives  of  his  railroad  in  attendance. 

It  is  requested  that  the  enclosed  postal  card  be  filled  out  to  show  the  names  of  such 
representatives  and  be  mailed  immediately  to  the  secretary  of  the  Freight  Claim 
Division  as  addressed. 

Attached  hereto  is  docket  of  subjects  which  will  be  considered. 

Respectfully, 
J.  E.  Fairbai  ks,  R.  H.  Aishtpn, 

General  Secretary.  President. 

50 


ILLINOIS  CENTRAL  MAGAZINE 


51 


2. 


Docket 

Promotion  of  claim  prevention  efforts  on  inactive  lines: 

(A)  Duty  to  the  Shipping  Public. 

(B)  Duty  of   Carriers   to  Themselves   and  to   Each   Other. 

(C)  Economic  Waste  in  the  Country's  Products.- 

(D)  Financial  Loss. 

Increase  of  effectiveness  of  active  lines:  . 

(A)  Effectiveness  of  Existing  Organizations. 

(B)  Departmental  Co-ordination. 

(C)  Co-operation  of  Employes. 

3.     Co-ordination  of  efforts  of  individual  lines  into  a  general  claim  prevention  move- 
ment: 

Exchange  of  Information  and  Establishment  of  Practices  Between  Inter- 
ested Lines  to  Correct  Conditions  Creating  Claims. 

Co-operation  of  Weighing  and  Inspection  Bureaus  and  Other  Organizations 
in  a  Position  to  Assist  in  Prevention  of  Claims. 

Means  of  Utilizing  Committee  on  Cause  and  Prevention  of  the  Freight 
Claim  Division  for  Exchange  of  Information  and  Co-ordination  of  Claim 
Prevention  Activities. 


(A) 
(B) 
(C) 


Illinois  Central  Employes  are  Urged  to  Join  the 
National  Guard 


The  campaign  to  recruit  the  Illinois 
National  Guard  to  its  peace-time  quota 
has  been  heartily  indorsed  by  the  Illi- 
nois Central  System,  and  during  the 
month  of  October  five  mass  meetings  of 
employes  were  held  in  the  Chicago  Ter- 
minal Division,  at  which  officers  of  the  . 
First  Illinois  and  of  the  Illinois  Central 
made  patriotic  addresses,  presenting  the 
needs  of  the  National  Guard. 

Much   interest   was    displayed   in   the'' 
meetings.     Up  to  October  25,  thirty-nine 
applications  for  enrollment  had  been  re- 
ceived.    A  number  of  the  applicants  al- 
ready have  been  examined  and  enrolled. 

President  Markham  gave  the  recruit- 
ing campaign  his  stamp  of  approval  by 
announcing  a  memorandum  in  which  he 
said : 

"Service  in  the  National  Guard  is  not 
only  an  expression  of  good  citizenship 
and  unselfish  devotion  to  the  state,  but 
holds  many  advantages  for  the  young 
man  in  way  of  physical  training  and  op- 
portunities, both  educational  and  social, 
and  believing  strongly  in  the  good  that 
voung  men  in  our  employ  will  realize 
from  such  service,  our  encouragement 
is  in  the  definite  form  of  relief  from 
financial  burden  due  to  loss  of  salary 
,  while  attending  regular  drills  and 
yearly  camp  instruction  and  from  reduc- 
tion in  salary  during  such  time  as  they 


are  on  duty  under  pay  by  the  state." 
President  Markham's  memorandum 
announced  that  the  Illinois  Central  will 
make  up  to  all  employes  entering  the 
service  of  the  National  Guard  at  least 
the  difference  between  the  amount  paid 
them  by  the  state  and  their  salaries,  for 
such  time  as  they  are  in  the  pay  of  the 
state,  and  that  no  deductions  will  be 
made  from  an  employe's  vacation  allow- 
ance by  reason  of  his  service. 

The  recruiting  campaign  was  first  pre- 
sented to  the  Illinois  Central  employes 
at  a  mass  meeting  Tuesday  afternoon, 
October  12,  at  Central  Station.  Vice- 
President  Bowes,  who  presided,  made  a 
stirring  appeal  for  patriotism  and  was 
followed  by  Major  Joseph  M.  Allen  and 
Captain  William  L.  Heptig  of  the  First 
Illinois. 

Vice-President  Bowes  gave  a  short  re- 
view of  the  glorious  record  of  the  Na- 
tional Guard  units  which  engaged  in  the 
late  war  and  spoke  of  the  great  need  for 
keeping  a  body  of  trained  men  in  the 
"second  line  of  defense."  Captain  Hep- 
tig,  who  made  the  principal  address  on 
behalf  of  the  National  Guardsmen,  told 
of  impending  dangers  which  the  Nation 
may  be  called  upon  to  face  and  of  the 
need  of  a  strong  National  Guard  for 
emergency  home  protection,  also  sum- 
marizing the  qualifications,  duties  and 


52 


ILLINOIS  CENTRAL  MAGAZINE 


opportunities  of  service  in  the  Guard. 
Major  Allen  spoke  briefly  of  the  phys- 
ical and  social  opportunities  of  member- 
ship in  the  Guard. 

Both  Major  Allen  and  Captain  Heptig 
complimented  the  Illinois  Central  upon 
its  patriotism  in  setting  apart  a  portion 
of  the  working  day  for  their  meeting,  de- 
claring that  such  co-operation  was  a 
magnificent  contribution  to  the  cause  of 
patriotism. 

The  meeting  at  Central  Station  was 
followed  by  further  meetings  in  which 


Major  Allen,  Captain  Heptig  and  Lieu- 
tenant Wallin  took  part,  as  follows: 

Thursday,  October  14,  at  the  Sixty- 
third  Street  Station;  Mr.  J.  L.  East,  Car 
Accountant,  presiding. 

Monday,  October  18,  at  South  Water 
Street  Freight  Station ;  Mr.  R.  O.  Wells, 
Agent,  presiding. 

Tuesday,  October  19,  and  Friday,  Oc- 
tober 22,  at  the  Burnside  Shops;  Mr.  L. 
A.  North,  Shop  Superintendent,  presid- 
ing. 


Engineering    Department 

My  Neighbor's  House 


You  have  no  particular  objection  to  wear- 
ing shoes  that  have  lost  their  original  shape. 
You  have  no  inborn  dislike  for  patches  on 
pants.  You  endeavor  not  to  wear  them, 
however,  because  you  feel  you  would  lose 
the  respect  of  those  you  are  eager  to  im- 
press. Your  neighbor  is  the  man  whose 
good  opinion  you  crave.  He  may  live  across 
the  street  or  in  another  town.  He  may 
pass  your  house  but  once  in  a  life  time  as 
the  "limited"  goes  by  or  he  may  view  it 
frequently  from  the  "accommodation." 
What  is  his  opinion?  Pleasing  his  stand- 
ards, or  what  you  imagine  to  be  his  stand- 
ards, is  the  base  of  your  ambition.  Your 
neighbor  has  established  a  standard.  For 
the  sake  of  his  approval  you  must  live  up  to 


it.  For  the  sake  of  your  own  you  must  try 
to  excel  it. 

The  Illinois  Central  Railroad  Company, 
to  enable  its  section  foremen  to  meet  and 
excel  the  standard  home  environment  es- 
tablished by  the  American  family  has  placed 
at  his  disposal  gardeners  and  architects  and 
is  doing  much  work  in  grading,  reconstruc- 
tion and  planning  future  improvements. 
Recently  meetings  were  held  on  all  divi- 
sions, attended  by  roadmaster's  staff  officers, 
for  the  discussion  of  these  anticipated  im- 
provements and  all  that  is  necessary  now  to 
bring  about  the  desired  end  is  the  collobora- 
tion  of  the  section  foreman  and  his  family. 

While  considerable  has  been  done  during 
the  past  two  years  in  the  way  of  beautifying 


an,d  surround 
ings  at  . 
Boo& ,  f 


ILLINOIS  CENTRAL  MAGAZINE 


53 


the  premises,  much  more  is  to  be  done.  All 
the  world  was  hungry  and  was  looking  to 
America  for  food  and  we  simply  could  not 
let  it  look  in  vain.  The  war  gardens  ex- 
tended from  coast  to  coast.  Now  it  is  all 
over.  The  war  cloud  has  been  lifted,  and 
while  some  portions  of  the  world  are  still 
hungry  and  we  know  we  must  endeavor  to 
add  our  portion  to  the  food  supply,  let  us 
also  have  some  flowers.  Vegetables  and 
flowers  are  the  most  amicable  of  neighbors 
and  we  need  all  the  possible  joyousness  we 
can  put  into  the  world  at  this  time'  when 
everything  seems  topsy  turvy;  and  what 
could  be  more  joyous  than  flowers?  A  rose 
garden  is  the  fond  hope  of  every  house- 
holder, for  there  is  nothing  so  expressive 
of  home,  of  permanency,  as  a  garden  of 
roses.  Let  flowers  lead  to  your  door.  When 
we  make  a  door  we  should  think  of  it  as 
more  than  a  shutter  to  close  a  hole  in  the 
wall. 

To  you  and  your  wife  this  door  will  be 
an  entrance  way  to  peace  and  privacy  and 
everything  you  love  best.  To  your  children 
it  will  be  portal  to  romp  through  with  ex- 
cited prattle  of  innocent  joy,  or  the  en- 
trance to  a  sanctuary  from  children's  out- 
door woes.  To  your  neighbors  it  will  sym- 
bolize welcome.  To  the  passing  stranger 
it  will  evidence  the  taste  of  those  who  live 
behind  its  friendly  protection.  The  subtle 
magic  that  changes  a  house  into  a  home 
where  you  love  to  dwell,  is  found  largely  in 
the  approach.  If  lovely,  the  result  finds  im- 
mediate response  in  the  eyes  of  every  visit- 
ing home-maker  who  has  a  passion  for 
beautiful  environments. 

Homes  are  like  people.  Some  are  for- 
ward and  insistent  in  claiming  notice,  some 
have  a  dignified  reserve.  It  is  the  company's 
desire  that  in  either  case  our  homes  for  sec- 
tion foremen  should  not.be  aloof  or  inhos- 
pitable but  each  should  be  a  dignified  in- 
dividual of  a  house  that  cannot  be  slapped 
on  the  back  or  made  faces  at  by  the  chance 
passerby.  Many  of  our  houses  are  now  re- 
markable for  their  barren  lack  of  beautiful 
environments.  The  company  wants  to  assist 
each  foreman  to  add  charm  to  his  home. 
That  unmistakable  yet  unexplainable  indi- 
viduality depending  upon  dignity  and  re- 
serve. 

The  management  recognizes  the  section 
foreman  as  the  nucleus  of  the  maintenance 
of  way  organization.  Upon  him  devolves 
the  building  of  the  efficiency  of  the  depart- 
ment. Beautiful  homes  will  unquestionably 
elevate  his  morale  and  be  a  visible  incentive 
for  young  men  to  enter  and  remain  in  the 
maintenance  of  way  department. 

An  appeal  is  made  to  each  foreman  to 
not  consider  this  lightly.  Talk  the  matter 
over  with  your  family  and  enlist  them  in  the 
cause  towards  a  better  home,  which  will  aid 
also  to  make  our  railroad  even  better  than 
it  is. 


CLEANINGS 

framtnz 

CIMMS  DEPARTMENT 

Jnterestmg  •  JVews  -  of-  'Doings  •  of 

/*>/    *  T  /     S"\  f 

(Claimants  •  y/z  -  a/za  •  C>w  *  of* 


Thomas  A.  Divine  Dead 


The  sorrowful  news  has  been  received 
of  the  death,  Sunday,  October  10,  of 
Captain  Thomas  A.  Divine,  who  for  a 
number  of  years  was  employed  as  Claim 
Agent  by  the  Illinois  Central  at  Mem- 
phis, Tenn.  The  death  occurred  at  St. 
Joseph's  Hospital,  in  Memphis,  and  the 
funeral  of  the  well  known  and  greatly 
beloved  sportsman  was  conducted  Mon- 
day, October  11,  in  Memphis.  The  fu- 
neral address  was  delivered  by  Dr.  H. 
S.  Spragins,  pastor  of  the  First  Metho- 
dist Church  of  Memphis,  and  Mr.  John 
R.  Pepper,  one  of  Captain  Divine's 
warmest  friends,  read  a  touching  eulogy 
of  his  life. 

Mr.  Divine  was  used  by  Mr.  Emerson 
Hough,  the  author,  as  the  principal  char- 
acter in  his  well  known  book,  "The  Law 
of  the  Land,"  and  upon  learning  of  Mr. 
Divine's  death  the  novelist  wired  the  fol- 
lowing remarkable  tribute  to  his  aged 
friend  to  Mr.  Divine's  friends  at  Mem- 
phis : 


54 


"The  news  of  the  passing  of  Captain 
T.  A.  Divine  is  a  distinct  and  distress- 
ing shock  to  me,  although  I  long  have 
known  of  his  failing  health.  When  on 
my  annual  shooting  trip  in  the  South  last 
winter,  he  said  he  could  no  longer  go 
afield  as-d  we  all  knew  it  was  the  be- 
ginning of  the  end,  for  he  was  always 
a  keen  sportsman,  and  would  go  to  a 
finish. 

"A  more  lovable  and  gentlemanly  man 
in  the  field  I  have  never  met.  To  the 
very  last,  also,  he  retained  his  skill  in 
wing  shooting,  proving  the  astonishing 
vitality  which  made  him  the  marvel  of 
all  his  friends.  Of  frail  physique,  he 
showed  a  vigor  and  endurance  that  go 
only  with  a  great  and  lofty  soul.  In- 
deed, I  call  him  one  of  the  great  hearts 
of  the  world — unconquerable  by  adver- 
sity or  by  time. 

"Even  when  suffering,  no  one  ever  saw 
him  without  a  smile  and  a  jest,  a  good 
word  and  deed  for  some  one  else. 


ILLINOIS  CENTRAL  MAGAZINE 


55 


"I  have  known  Captain  Divine  on 
terms  of  closest  personal  regard  for 
more  than  a  quarter  of  a  century.  My 
first  visit  to  Memphis  was  on  His  invita- 
tion, during  one  of  the  big  shooting 
tournaments  while  he  was  still  claim 
agent  for  the  Illinois  Central  Railway. 
Since  that  time  I  have  been  his  guest 
on  countless  excursions  all  over  the 
south,  around  and  below  Memphis.  Al- 
ways just,  always  urbane  and  kind,  he 
was  the  friend  of  every  man  who  met 
him,  and  I  feel  my  own  days  of  South- 
ern visits  robbed  of  much  of  their  pleas- 
urable anticipations. 

"Tom  Divine  was  a  man  of  another 
and  better  day.  To  me  he  always  meant 
the  old  South,  generous,  charitable,  hos- 
pitable and  large  minded,  with  a  soul 
above  material  gain,  and  with  a  delight 
in  living  for  the  sake  of  life  itself.  I 
had  no  friend  I  more  cherished,  or  with 
whom  I  was  more  unreserved  and  free, 
and  always  to  me  he  seemed  a  man  of 
very  deep  emotions  hid  under  a  light 
mannerism — indeed,  a  man  very  strong 
and  a  character  unique  as  well  as  like- 
able. 

"I  shall  not  cease  to  miss  him,  and 
whether  speaking  for  myself  or  the 
countless  friends  he  had,  I  can  say  there 
will  be  no  one  who  can  take  his  place. 
The  man  of  whom  -so  many  men  can 
speak  thus  as  friends,  surely  has  made  a 
great  success  in  life — the  greatest  success 
possible  for  a  man  to  make. 

"Captain  Divine  was  often  my  guest 
in  the  North,  and  he  numbered  many 
friends  here  who  felt  the  singular  affec- 
tion his  nature  never  failed  to  elicit.  We 
might  use  for  him  the  words  of  Chris- 
tina Rossetti's  song: 

"  'He  shall  not  see  the  shadows,  he  shall 

not  see  the  rain, 
He  shall  not  hear  the  mocking  bird  sing 

on  as  if  in  pain, 
And,  dreaming  through  the  twilight  that 

doth  not  rise  or  set, 
Haply  he  shall  remember,  and  haply  may 

he  forget.' 

"EMERSON  HOUGH." 


SUIT  FOR  $20,000  DISMISSED 

A  case  of  more  than  usual  interest  was 
recently  decided  by  the  United  States 
Circuit  Court  of  Appeals.  In  the  de- 
railment of  Illinois  Central  passenger 
train  No.  11,  near  Aplington,  Iowa,  May 
29,  1918,  three  railway  clerks  were  killed 
and  six  were  injured.  Mr.  Arthur  J. 
Dahn,  one  of  the  injured  clerks,  brought 
suit  for  $20,000  against  the  Illinois  Cen- 
tral Railroad  Company  and  the  Director 
General  of  Railroads.  The  case  was 
tried  at  Dubuque  during  May,  1919,  and 
he  was  awarded  a  verdict  by  a  jury  for 
$7,500.  The  case  was  appealed  and  the 
Circuit  Court  of  Appeals  recently  de- 
cided that  as  Mr.  Dahn  was  an  employe 
of  the  United  States,  he  was  riot  entitled 
to  recover  damages,  inasmuch  as  the 
United  States,  through  the  Director  Gen- 
eral, had  the  complete  possession  and 
control  of  the  Illinois  Central  Railroad, 
and  that  his  only  remedy  was  the  pay- 
ment of  compensation  under  the  Federal 
Compensation  Act. 

Mr.  Dahn  was  represented  by  able 
counsel,  Messrs.  Hurd,  Lenehan,  Smith 
&  O'Connor,  of  Dubuque,  and  the  Illi- 
nois Central  Railroad  Company  and  the 
Director  General  were  represented  -by 
Messrs.  Helsell  &  Helsell,  District  Attor- 
neys of  Iowa. 

The  decision  in  this  case  will  no  doubt 
affect  three  other  similar  suits  brought 
for  more  than  $50,000  against  the  Illi- 
nois Central  Railroad  Company  and  the 
Director  General  of  Railroads  for  in- 
juries sustained  by  mail  clerks  in  the 
same  accident. 


"OVER  THE  TOP" 

Mr.  H.  D.  Smith,  Claim  Agent  at  Du- 
buque, Iowa,  recently  acquired  some  first 
hand  information  on  the  thrills  which 
accompany  the  attempt  of  an  automobile 
and  a  railway  car  to  occupy  the  same 
space,  at  the  same  time,  on  a  grade 
crossing. 

The  experience  came  during  a  trip 
which  Mr.  Smith  was  making  over  the 
Minnesota  Division  with  Mr.  H.  E. 
Strouse,  Train  Master,  and  Mr.  C.  A. 
Collins,  operator  of  a  motor  car.  to  in- 


56 


ILLINOIS  CENTRAL  MAGAZINE 


spect  dangerous  grade  crossings.  The 
car  approached  one  of  the  crossings  just 
as  an  automobile  dashed  into  view  over 
the  intersecting  highroad.  A  moment  of 
suspense,  and  the  crash.  From  that 
point,  Mr.  Smith  relates  the  story  as  fol- 
lows: 


AN  EXAMPLE  IN  CO-OP- 
ERATION 

The  following  is  a  copy  of  a  letter 
sent  by  Agent  Fred  Holmes  of  Tchula, 
Miss.,  at  the  time  of  the  opening  of 
school,  to  the  superintendent  of  schools 
of  that  city : 


OVER    THE  TOP 


"Mr.  Strouse  lifted  his  legs  and  per- 
formed .  a  neat  slide  across  the  seat, 
alighting  on  the  ground  in  front  of  the 
motor  car.  I  was  shot  forward  and  my 
left  side  struck  the  brake  shaft,  pitching 
me  over  Mr.  Strouse,  where  I  lighted  on 
my  feet." 

The  lesson  to  be  gained  from  Mr. 
Smith's  experience — providing  the  ex- 
perience needs  a  moral — may  be  summed 
up  in  these  words:  "Always  alight  on 
your  feet."  If  the  genial  Dubuquian 
had  alighted  otherwise — if  his  catapultic 
glide  had  ended  head-on,  for  instance — 
this  article  might  have  been  black-bor- 
dered. As  it  was,  none  of  the  victims 
of  the  accident  was  injured  seriously. 

Mr.  S.  D.  Houston,  driver  of  the  au- 
tomobile, was  heard  to  say,  as  the  col- 
liding party  was  picking  the  cinders 
from  its  clothes :  "Boys,  I  did  all  I 
could  to  keep  from  hitting  you." 

Otherwise,  the  trip  was  a  successful 
one. 


Tchula,  Miss.,  Sept.  26,  1920. 
Mr.  M.  Hemphill, 

Principal,  Tchula  High  School, 

Tchula,  Miss. 
Dear  Sir: 

The  school  season  has  opened  up  and 
the  children  attending  pass  over  our 
tracks  daily  to  and  from  school,  and  I 
want  to  ask  that  you  use  your  influence 
in  teaching  them  to  "Stop,  Look  and  Lis- 
ten" before  attempting  to  cross  the 
tracks.  I  feel  that  with  your  help  we 
may  impress  upon  them  the  dangers  at- 
tached to  crossing  tracks  and  thereby 
save  an  accident.  Will  you  kindly  in- 
struct your  assistants  to  do  this?  More 
especially  is  it  necessary  with  the 
smaller  children.  I  will  thank  you  very 
much  for  your  co-operation  in  this  mat- 
ter. 

Yours  verv  truly, 

FRED  HOLMES, 
Agent. 


ILLINOIS  CENTRAL  MAGAZINE 


57 


AUTOIST   MUST   STOP 

The  following  dispatch  from  Carlin- 
ville,  111.,  published  in  the  Illinois  State 
Journal,  Springfield,  111.,  October  2,  is 
a  further  indictment  of  the  reckless 
driver : 

"When  a  motorist  comes  to  one  of 
those  round  black  and  white  signs  de- 
noting a  railroad  crossing  is  near  he 
must  'Stop,  Look  and  Listen.'  If  he 
does  not  and  is  struck  by  a  train  he 
cannot  collect  damages  from  the  railroad 
company. 

"This  important  law  was  emphasized 
here  today  in  the  trial  of  Andrew  Geb- 
hardt  vs.  the  Chicago  and  Alton  railroad 
company  and  Judge  F.  W.  Burton,  after 
having  the  law  presented  to  him  by  At- 
torney Patton  of  the  company,  instructed 
the  jury  to  return  a  verdict  finding  the 
defendant  not  guilty. 

"Young  Gebhardt  testified  that  his  au- 
tomobile was  struck  by  a  Chicago  and 
Alton  train  because  a  box  car  was  so 
placed  that  he  could  not  see  the  ap- 
proaching train.  He  also  testified  that 
though  he  saw  the  warning  signs  he  only 
slowed  down  .and  did  not  stop.  This 
was  the  accident  in  which  Robert  Mc- 
Cormick,  who  was  riding  with  Mr.  Geb- 
hardt, received  a  broken  leg. 

"Judge  Burton  stated  that  he  believed 
if  every  motorist  would  stop  when  such 
a  sign  was  reached  all  railroad  crossing 
accidents  would  be  avoided. 

"This  law  was  passed  by  the  last  legis- 
lature and  the  signs  are  placed  under 
direction  of  the  Railroad  Utilities  Com- 
mission." 


GARY  ON  QUACKERY 

Claim  Agent  Charles  D.  Cary  of  Kan- 
kakee,  upon  being  interviewed  for  this 
edition  of  the  magazine,  deposeth  and 
sayeth : 

"In  one  of  your  beautiful  hotels,  tow- 
ering high  on  a  beautiful  boulevard 
within  the  business  district,  and  yet  over- 
looking the  lake,  cosily  situated  in  a 
beautiful  suite  high  up  away  from  the 
noisy  turmoil  of  the  city,  sits  a  kindly 
looking  gray-haired  man. 


"A  touch  of  a  wall  button  brings  ser- 
vants scurrying  to  do  his  bidding,  .for 
he  is  free  with  tips  and  with  a  very 
gracious  smile.  At  his  word  a  seven 
passenger  Peugeot,  of  latest  model, 
guided  by  a  uniformed  chauffeur,  rolls 
up  to  the  entrance.  He  wishes  perhaps 
to  attend  the  theatre,  or  take  an  airing 
in  the  park  or  to  see  a  friend.  Not  too 
often  the  latter,  for  they  are  few  and 
remote.  The  transient  guest  inquires  of 
the  clerk  as  to  his  identity.  Perhaps  he 
is  a  member  of  some  foreign  royal  fam- 
ily; perhaps  a  magnate  resting  on  'well 
earned'  laurels  of  some  gigantic  deal  in 
sugar  or  cotton.  But  no.  It  appears 
that  he  made  his  fortune  in  selling  sugar 
and  salt.  A  pinch  of  salt  and  a  pinch 
of  sugar  in  a  barrel  of  hydrant  water 
guaranteed  to  cure  any  disease  if  the 
sufferer  will  only  put  one  drop  in  each 
eye  night  and  morning.  This  magic 
product  cost  this  stately  potentate  the 
magnificent  sum  of  6  cents  a  gallon.  .  He 
sold  it  to  the  gullible  for  $5.00  an  ounce. 

"Through  the  Middle  West,  in  little 
country  grave  yards,  lie  the  crumbling 
bodies  of  some  who  read  the  glittering 
advertisements,  and  believed.  And  the 
'Professor'  orders  his  car,  and  with 
lordly  wave  of  the  hand  exclaims  'To 
the  park,  Tames/ 

"The  mills  of  the  gods  grind  slowly — 
obviously." 


CLINTON  FOLKS  PLEASED 

The  following  dispatch  from  Clinton, 
Illinois,  under  date  of  October  19,  was 
published  in  the  St.  Louis  (Mo.)  Globe- 
Democrat  : 

"A  mass  meeting  of  the  citizens  of  this 
city  was  held  in  the  circuit  court  room 
this  morning  at  10  o'clock  and  resolu- 
tions were  adopted  congratulating  the 
officers  of  the  Illinois  Central  Railroad 
for  effecting  a  settlement  between  them 
over  the  controversy  in  the  acquiring  of 
114  acres  of  Mr.  Snell's  land  lying  north 
of  the  city  by  the  Central.  The  $100,- 
000  note  which  was  signed  by  about  100 
citizens  in  the  event  of  the  failure  of 
Mr.  Snell  and  the  railroad  of  coming 


ILLINOIS  CENTRAL  MAGAZINE 


to  terms  and  the  intention  of  the  people 
of  the  city  to  purchase  the  land  and  sell 
it  to  the  railroad  was  ordered  cancelled, 
but  will  be  kept  as  a  memento  of  the 
willingness  of  Clinton  citizens  to  come 
to  the  aid  of  the  city  when  a  large  in- 
dustry of  the  city  was  about  to  be  lost." 


TWO  LIVE  WIRE  STATION 
AGENTS 

During  the  month  of  September  two 
negroes  riding  in  a  buggy  over  a  cross- 
ing near  Lexington,  Miss.,  permitted  a 
Yazoo  &  Mississippi  Valley  train  to  side- 
swipe their  vehicle.  Practically  no  dam- 
age was  done.  Mr.  T.  J.  Trull,  agent 
at  Lexington,  immediately  got  hold  of 
the  negroes  and  drew  up  a  very  full 
statement  of  the  facts  and  had  them  sign 
it.  No  claim  agent  could  have  covered 
the  situation  more  carefully.  Had  Mr. 
Trull  been  satisfied  simply  with  report- 
ing, the  case,  or,  as  frequently  occurs, 
failed  to  make  any  report  whatever,  it 
is  not  unlikely  the  negroes,  after  a  few 
days'  reflection  and  after  receiving  some 
free  advice  would  have  concluded  that 
they  were  injured  and  claims  would  have 
resulted.  Prompt  and  efficient  action 
by  Mr.  Trull  nipped  such  possible  claims 
in  the  bud.  Two  derailments  of  pas- 
senger trains  occurred  near  Lexington 
a  few  months  back  and  Mr.  Trull  dis- 
played the  same  interest  and  good  judg- 
ment in  protecting  the  railroad's  inter- 
ests and  in  looking  after  the  comfort  of 
the  injured  passengers. 

On  September  25  a  negro  driving  a 
team  for  a  road  contractor,  hauling 
gravel  from  cars  to  a  highway  at  Marks, 
Miss.,  while  driving  along  the  track  in 
the  yards  at  Marks,  carelessly  drove  too 
close,  so  that  a  passing  train  struck  and 
broke  the  wagon.  Mr.  R.  D.  Scott, 
agent  at  Marks,  who  is  another  live  wire, 
immediately  got  the  contractor  and 
driver  together,  went  over  the  situation 
with  them  and  they  admitted  the  driver 
was  wholly  to  blame.  Mr.  Scott  re- 
duced this  pdmission.to  writing  and  had 
both  sign  it.  He  thus,  no  doubt,  fore- 
stalled two  more  possible  claims. 


It  took  only   a   few   minutes  of   each 
agent's    time    in    each    of    the    instances 
mentioned,  but  they,  no  doubt,  saved  the ! 
railroad  money. 

The  really  interesting  thing,  however, 
is    the    interest    demonstrated    by    these 
men.     They  took   the   same  interest   in  j 
their  employer's  business  that  they  would  ! 
have  in  their  own.     Such  is  the  spirit  : 
and  conduct  of  the  ideal  employe. 


It  is  gratifying  to  know  that  the  juries 
of  Mississippi  are  becoming  more  in-  • 
clined  to  try  cases  on  their  merits;  this 
is  a  healthy  sign,  and  is  no  doubt  one  of 
the  results  of  the  company  taking  the 
public  into  its  confidence  and  giving 
them  facts  and  figures  thru  the  campaign 
of  education.  At  any  rate,  the  juries 
have  begun  to  try  the  cases  on  facts  and 
not  on  prejudice  against  corporations. 

At  the  recent  term  of  court  in  Panola 
County,  Miss.,  W.  L.  Harmon  sued  for 
a  large  amount  for  72  head  of  sheep 
which  had  been  killed  by  train  No.  4 
one  night  last  November.  Panola  Coun- 
ty has  a  stock  law,  which  prohibits  stock 
running  at  large;  Mr.  Harmon  pastured 
his  sheep  on  his  land"  adjoining  the  way- 
lands,  and  they  came  thru  the  fence  and 
onto  the 'track.  No.  4  at  this  point  trav- 
els at  the  rate  of  about  50  miles  per 
hour,  and  the  sheep  bunched  on  the  end 
of  the  Tallahatchie  River  bridge ;  it  was 
a  dark  night,  and  just  526  feet  from  the 
end  of  the  bridge  was  a  very  sharp  curve 
which  prevented  the  engineer  seeing  the 
sheep  until  he  was  less  than  500  feet  from 
them.  The  result  was  that  he  was  unable 
to  bring  his  train  to  a  stop  within  that 
distance  and  killed  71  of  the  sheep.  A 
later  train  killed  one  of  them. 

When  claim  was  presented,  the  facts 
indicated  so  clearly  that  the  killing  of 
the  sheep  was  unavoidable,  that  the  claim 
was  declined ;  suit  was  brought  and  tried, 
with  the  result  that  the  jury  returned  a 
verdict  for  the  railroad. 

One  interesting  point  about  the  trial 


of  the  case  was  that  the  trial  court  in-  pany;  this  is  the  law  in  all  counties  or 
structed  the  jury  that  the  sheep  were  districts  where  there  is  a  stock  law  in 
trespassers  on  the  waylands  of  the  com-  force. 


In  the  Residential  District,  F< 


FACTS  AND  FIGURES 

ABOUT 

PERSONAL  INJURY  ACCIDENTS 


Bulletin  No.  1 


A  railroad  is  as  safe  as  its  weakest  link.  One  of  the  weakest  links  is:  Personal 
injury  accidents.  Help  strengthen  the  chain. 

Beginning  with  this  issue  of  the  Magazine  we  will  publish  monthly  facts  and 
figures  about  personal  injury  accidents  occurring  on  the  Illinois  Central  System 
with  the  hope  that  a  careful  study  of  the  conditions  as  shown  will  result  in  keeping 
the  number  of  personal  injuries  down  to  a  minimum. 

For  the  nine  month  period  from  January  to  September,  1920,  inclusive,  there  were 
10,689  personal  injury  accidents.  This  compares  with  9,226  personal  injury  accidents 
during  the  corresponding  months  of  1919,  or  an  increase  of  16  per  cent.  For  the  same 
period  in  1920  there  were  9,716  personal  injuries  to  employes  comparing  with  8,226 
personal  injuries  to  employes  during  the  corresponding  period  of  1919,  or  an  increase 
of  18  per  cent. 

With  an  increasing  number  of  automobiles  in  use  comes  an  increase  in  grade  cross- 
ing accidents.  While  a  large  number  of  such  accidents  are  due  to  carelessness  of  the 
occupants  of  the  automobile  we  should  do  our  part  to  prevent  such  accidents.  We  ask 
our  engineers  to  keep  a  sharp  lookout,  ring  the  bell  and  sound  the  whistle  when 
approaching  public  crossings,  and  where  additional  caution  is  necessary  to  be  taken, 
sound  the  whistle  again  and  stop  if  necessary  to  prevent  an  accident.  The  statement 
below  shows  the  number  of  people  killed  and  injured  in  automobile  grade  crossing 
accidents  for  the  nine  month  period  of  1920: 

Division  No.  of  Accidents     Killed          Injured 

Illinois    _ 25  9  20 

Iowa 23  1  27 

Chicago   Terminal   21  1  9 

Indiana 15  9  17 

Memphis 20  1  23 

Springfield  19  3  8 

St.  Louis : 16  2  21 

Minnesota   12  0  2 

Tennessee 11  1  2 

Wisconsin   916 

Louisiana  , 803 

Kentucky 7  0  4 

Vicksburg   _ 715 

Memphis  Terminal  617 

Mississippi  3  0  .12 

New  Orleans  Terminal  ..., 302 

New  Orleans 2  0  2 

C.  M.  &  G 200 

Total 209  30  170 


Distributed  by  the    Safety  Organization, 

Pere  Marquette       . 


EOLL  OP  HONOR 


Name 

Dave  Nelson  (Col.) 
Michael   Ferguson 
John  Bartley 
Samuel  North 
William  J.  Kendrick 
Henry  J.  Laenhardt 
Scott  Fox  (Col.) 
Gust  J.  Carlson 
Washington    Bryant 


(Col.) 


Occupation 

Laborer,  Paducah,  Ky. 
Crossing  Flagman,  LeMars,  la. 
Painter,  Burnside  Shops 
District  Passenger  Agent,  Omaha 
Clerk,  Information  Bureau,  Chicago 
Train  Baggageman,  Illinois  Division 
Section  Laborer,  McComb,  Miss. 
Foreman  (B.  &  B.),  Iowa  Division 
Porter,  Flora,  Miss. 


Years  of 

Date  of 

Service 

Retirement 

22 

2/29/20 

18 

5/31/20 

25 

7/31/20 

33 

3/31/20 

44 

5/31/20 

17 

5/31/20 

22 

6/30/20 

19 

9/30/20 

28 

8/31/20 

Obituary 


The  following  deaths  of  pensioners  were  reported  at  meeting  of  the  Board  of  Pen- 
sions held  September  29,  1920: 


Name 

Reinholdt  Anderson 
Ed.  Anderson   (Col.) 
James  P.  Fitzpatrick 
John  Ridenbaugh 
Frank  Seiffert 


John  Cowhey 


Date  of 

Last  Employment  Death 

Engine   Cleaner,   Iowa   Division  9/6/20 

Laborer,   Tennessee   Division  8/7/20 

Engineman,  Illinois    Division  8/18/20 

Engineman,  St.   Louis   Division  7/3/20 
Blacksmith   Helper,  Minnesota 

Division  9/25/20 

Laborer,   Illinois   Division  7/16/20 


Term  as 

Pensioner 

6  years 

4  years 
2  years 

11  years 

5  years 
9  years 


C.  B.  FOOTE 


After  forty-six  years  of  service,  C.  B. 
Foote,  better  known  as  Chalkey,  has  retired 
from  active  service.  He  started  as  fireman 
on  the  I.  B.  &  W.,  now  Big  Four,  from  Ur- 
bana  to  Indianapolis.  He  has  worked  under 
five  administrations  until  the  road  became 
I.  C.  R.  R.,  most  of  the  time  running  from 
Champaign  to  Decatur. 

Mr.  Foote  was  born  in  Ohio  in  the  year 
of  1850  and  came  with  his  parents  to  Ur- 
bana,  111.,  when  a  boy  six  years  old,  and 
has  watched  the  twin  cities  grow  until  the 
present  day. 


Mr. 


CHARLES  SISSON 

Charles   Sisson  was   retired  April  3, 


J920,  at  sixty-four  years  of  age,  and  after  a 


62 


service  of  nearly  forty-one  years,  thirty-nine 
of  which  was  spent  as  agent  and  operator 
at  Mason,  111.,  where  he  was  born.  During 
the  thirty-nine  years  he  was  agent  at  Mason, 
he  served  this  company  faithfully  and  at  the 
same  time  he  took  an  active,  part  in  every- 
thing pertaining  to  the  good  of  the  com- 
munity. He  \vas  for  years  leader  of  the 
Mason  band  and  trustee  of  the  village  and 
a  leader  in  everything  that  was  for  the  pub- 
!lc  g°9d-  There  was  probably  no  man  in 
Emngham  county  better  or  more  favorably 
known.  It  is  said  that  during  the  thirty- 
nine  years  of  service  in  the  capacity  of  agent 
at  Mason,  that  the  Illinois  Central  never 
paid  a  claim  on  less  than  carload  shipment 
billed  out  of  his  station  and  there  never  was 
a  trainman  fined  for  holding  the  street  cross- 
ings or  on  account  of  trains  exceeding  the 
speed  limits  through  the  village. 


ILLINOIS  CENTRAL  MAGAZINE 


63 


WILLIAM  BOSLBY. 


CHARLES   SISSON. 


A  symbol  of  service 
to  investors 

THIS  keystone  is  the  mark  of  the 
House  of  H.  O.  Stone  &  Co. 
It  symbolizes  the  service  to  inves- 
tors which  this  well-known  house 
offers.  It  means  safety — conserva- 
tism— soundness — in  investing. 

H.  O.  Stone  &  Co.'s 

First  Mortgage  Real   Estate   Bonds 

are  the  ideal  investment  for  your  savings 
or  surplus  funds.  They  offer  every  advan- 
tage of  safety  and  non-fluctuation  plus 
double  usual  savings  interest.  Ask  us  to 
send  you 

Investment  Literature  No.  Cll. 

H.  O.  STONE  &  CO. 


Establiihed  1887 


Incorporated 


First  Mortgage  Real  Estate 

Serial  Bonds 

Conway  Bldg.,  Ill  W.  Washington  St.,  S.  W-  Cor.  Clark 
CHICAGO 


OF  PROVEN 

SOLIDITY 

SINCE 

1887 


Let  us  tell  you  about  our 
Partial  Payment  Plan 

by  which,  for  10%  down,  10% 
a  month  and  6%  while  you 
save,  you  can  buy  a  $100, 
$500  or  $1,000  bond  from  the 
House  of  H.  O.  Stone  &  Co. 

(24) 


Please     mention     this     magazine     when     writing    to    advertisers 


64 


ILLINOIS  CENTRAL  MAGAZINE 


CHARLES  A.  K.  AXEN. 


WM.  BOSLEY 

Mr.  Wm.  Bosley  entered  the  service  of  the 
Chicago  &  Alton  Railroad  at  Bloomington, 
111.,  in  1861,  as  messenger  boy.  In  1868  he 
accepted  a  position  as  fireman  on  the  Peoria, 
Pekin  &  Jacksonville,  at  Jacksonville,  111. 
Resigned  this  position  in  1872  and  entered 
the  services  of  the  Indianapolis,  Blooming- 
ton  &  Western  Railroad,  now  a  part  of  the 
New  York  Central  lines,  as  a  fireman  in 
1873.  Was  promoted  to  the  position  of  en- 
gineer, yard  service  of  the  same  company. 
He  remained  with  that  company  until  it  was 
transferred  by  lease  to  the  Peoria  &  Spring- 
field, now  the  P.  &  P.  U.  Railroad.  Was  en- 
gaged continuously  running  yard  engine 
and  roundhouse  work  until  1880,  at  which 
time  he  was  promoted  to  night  roundhouse 
foreman  at  Peoria,  for  the  Peoria,  Decatur 
&  Evansville  Railroad,  serving  in  that  ca- 
pacity until  1881,  when  he  was  made  engi- 
neer in  the  road  service:  In  September, 
1900,  when  the  Peoria,  Decatur  &  Evansville 
Railroad  was  taken  over  by  the  Illinois  Cen- 
tral Railroad,  he  continued  in  the  services 
of  the  latter  company,  and  was  continuously 
employed  until  June  1,  1920,  when  he  was 
retired  on  a  pension. 

Mr.  Bosley  makes  the  following  state- 
ment: 

"Now  after  a  period  of  51  years  and  10 
months  continuous  service,  and  having 


ILLINOIS  CENTRAL  BASE  BALL  TEAM,  FREEPORT,  ILL..  SHOPS- 


ILLINOIS  CENTRAL  MAGAZINE 


65 


C.   B.  FOOTB. 


reached  the  age  of  three  score  and  ten  years, 
I  find  myself  on  the  honor  roll,  with  all 
the  needs  of  myself  and  my  good  wife  amply 
provided  for  by  the  generosity  of  the  pen- 
sion system.  Thanks  to  the  good  old  Illi- 
nois Central  Railroad." 


CHARLES  A.  K.  AXEN 

Mr.  Charles  A.  K.  Axen,  pensioned  car 
foreman,  made  his  first  trip  over  the  Y.  & 
M.  V.  R.  R.  this  month,  and  on  returning 
home  said  he  never  realized  the  massiveness 
of  the  corporation  that  he  had  spent  35  years 
of  his  life  for.  He  also  stated  that  he  re- 
flects his  memories  back  to  the  old  school 
davs  of  railroading  with  happiness,  and  feels 
highly  honored  in  having  the  privilege  of 
rendering  his  service  to  such  a  great  cor- 
poration. 


BANISH  — 
TOBACCO 
HABIT  ! ! 

Send  No  Money 


•Sample  Free  ! 

Dr.  Elder's  Tobacco  Boon 
banishes  the  injurious  and 
offensive  tobacco  habit  in  3 
to  4  days.  Easy  to  take.  No 
craving  for  tobacco  in  any 
form  after  first  few  doses. 

Simply    send    name    for   Free 

Sample  and  convincing  proof. 

DR.  H.  WILL  ELDERS,  Dept.  616,  St.  Joseph,  Mo. 


JUST  A  MOMENT 

Stop  and  think  of  this  when  you  want  real 
high  grade  Jewelry  at  the  right  price.  I  invite 
your  personal  inspection  of  my  stock  and  a 
rigid  investigation  of  my  methods.  Should  you 
wish  to  purchase  a  very  fine  Diamond  allow  me 
to  compare  quality  and  prices  is  all  I  ask.  I 
guarantee  every  Diamond  I  sell  to  be  absolutely 
perfect  or  money  refunded.  Let  me  tell  you 
about  my  high  grade  railroad  watches  and 
quote  you  prices. 

Safety  First  and  I.  C.  Buttons,  gold  only. 
$1.00  each. 

MILTON  PENCE 

High  Grade  Diamonds  and 

Jewelry 

Room  401   Heyworth  Bldg. 
29  E.  Madison  St.  Chicago,  111. 


Railway  e 
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  60c  per  bottle. 


The  Murine  Eye  Remedy  Co., 
Chicago,  will  mail  Book  of 
the  Eye  Free  upon  request. 


Please     mention     this     magazine     whpn     writing     t«     advertisers 


The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 

Second    Period 

The    Beginning  of  the  Trunk  Lines 
1  846  to   1  865 

By  C.  R.  CALVERT 
Traveling  Freight  &  Passenger  Agent,  Y.  &  M.  V.   Railroad,  Memphis,  Tenn. 

(Ccr.tir.md   frcm    Cclcber   Issue) 


Apparently  nothing  came  of  this  lat- 
ter company;  for  we  find  that  the  Mis- 
sissippi Legislature,  under  Chapter  1, 
of  the  Laws  of  1848,  again  authorized 
the  Governor  to  appoint  five  commis- 
sioners to  take  charge  of  the  completion 
of  this  line,  and  Section  2,  of  the  Char- 
ter provided  that : 

"The  powers  which  are  by  law  con- 
ferred upon  the  President  and  Direct- 


ors of  the  Jackson  and  Brandon  Rail- 
road and  Bridge  Co.,  are  hereby  trans- 
ferred to  and  devolve  upon  the  said 
Commissioners,  and,  likewise,  all  of  the 
powers  which,  by  the  Act  to  incorpor- 
ate the  Southern  Railroad  Co.,  approved 
Februray  23rd,  1846,  are  hereby  granted 
and  invested  in  the  said  Commission- 
ers to  be  reinvested  in  the  said  South- 
ern Railroad  Company,  whenever  same 
may  be  organized." 


66 


ILLINOIS  CENTRAL  MAGAZINE 


67 


DIAMONDS 

ON  CREDIT 


Send  For  Christmas  Catalog 

The  easiest,  most  convenient  way  to  make  hand- 
some, worth-while  presents  is  to  send  for  our 
Catalog,  make  your  selections  in  the  quiet  of 
yourown  home, and  have  as  many  articles 
as  you  wish  charged  in  one  account. 

on  purchases  of  $5 

or  over,  one-fifth 

down,  balance  in  eight  equal  amounts 
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WafrIlP«Splendidbar6raiJns  in,2? 
»•  alCUCS  year  guaranteed  world 

renowned  Watches  on  credit  terms 
as  low  as  $2.50  a  Month. 
TO  THE  CASH  BUYER—  While 
our  prices  are  lower  than  cash 
pricesqupted  by  other  concerns,  we 
make  a  discount  of  8  percentto;  the 
buyer  who  desires  to  pay  cash  in 
full  in  advance,  or  on  delivery. 

For  Christmas  Presents 

Diamond  Rings, Solitaire $25.0O  up 
Loftis  SolitaireDiamond 

Cluster  Riners  .  .  .  15O.OO  np 
Diamond  La  Vallieres  .  1S.OO  up 
Diamond-  set  Cameo  La 

Vallieres 18.OO  up 

Diamond  Bar  Pins  .  .  15-OOup 
Diamond  Ear  Screws  .  .  35.OO  up 

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WATCHES 

ON  CREDIT 


LOFTIS  BROS.  &  CO. 

The  Home  of  Worth-While  Gifts  on  Credit 

The  Loftis  Perfection  Diamond  Ring 
is  the  most  popular  solitaire  ring  ever 
designed.  Each  diamond  is  selected 
with  special  reference  to  its  perfect  cut- 
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ies   all    the    lines  of  delicacy  and 
beauty  with  the  necessary  strength. 
We    are    offering    extra    special 
values  in  this  ring  for  Christmas 
presents.    Send  for  Catalog  and 
make  your  selection.      It  will  be 
sent  prepaid.    You   see  and  ex- 
amine the  ring  right  in  your  own 
hands.     If  satisfied  pay  one-fifth 
of  price  and   keep   it;   balance  in 
eight      equal     amounts,     payable 
monthly.  Satisfaction  guaranteed. 

For  Christmas  Presents 


Diamond  Cuff  Links 
Diamond  Scarf  Pins . 
Pearl  Necklaces  with 
Diamond-set  Clasp 
Wrist  Watches  .  . 
Watches,  gold  filled 


$  8.OO  up 
15.OO  up 

.  18.OO  up 
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Cameo  Kings, Diamond-set  18. OO  up 

Vest  Chains,  solid  gold    .    12.OO  up 

We  Can  Fill  Any  Requirement 


ORDER  TODAY 
DON'T  DELAY 


IOFTIS 

••BROS  a  co.  is& 


National  Credit  Jewelers 

Dept.F-939  108  N.  State  St.,  Chicago,  III. 

STOAES  IN  LEADING  CITIES 


LIBERTY  BONDS 
ACCEPTED 


Race  Track,  Ideal  Park,  EncTcott,  N.  Y.  Situated  on  the  banks  of  the  Susquehanna 
River,  the  ideal  location  gives  it  many  advantages.  Every  known  form  of  outdoor 
amusement  for  young  and  old  is  to  be  found  here.  EVERYBODY  WELCOME 
*  *  *  EVERYWHERE. 

ENDICOTT-JOHNSQN 

Shoes  for  Workers  and  Their   Boys  anJ  Girls 

ENDICOTT,  N.  Y.  JOHNSON    CITY,  N/Y. 

We  make  "BETTER  SHOES  FOR  LESS  MONEY."       Ask  your  Dealer 


Please     mention     this     magazine     when     writing     to     advertisers 


68 


ILLINOIS  CENTRAL  MAGAZINE 


Chapter  33  of  the  Laws  of  1852,  au- 
thorizes the  consolidation  of  the  Vicks- 
burg  and  Jackson  Railroad  with  the 
Southern  Railroad,  and  the  subscription 
of  the  Vicksburg  and  Jackson  Road  "as 
stock  in  the  Southern  Railroad."  This 
Act  also  gives  the  Southern  Railroad 
until  January,  1854,  to  complete  the  first 
five  miles  of  road. 

Consolidation  did  not  apparently  take 
place  until  1856 — and  the  line  was  com- 
pleted to  the  point  of  connection  with 
the  M.  &  O.  near  Meridian  some  time 
in  the  year  1861. 


THE   MEMPHIS   AND   CHARLES- 
TON RAILROAD. 

The  Memphis  convention,  which  was 
held  in  November,  1845,  was  the  out- 
growth of  a  previous  convention  held  in 
July  of  the  same  year  in  the  inter- 
est of  the  military  roads  to  the  Western 
Indian  frontier;  and,  while  the  July 
convention  did  not  accomplish  any 
definite  result,  it  gave  to  the  men  who 
attended  a  broader  vision  of  the  needs 
of  the  Country  and  they  adjourned  to 
prepare  for  another  convention  to  be 
held  at  a  future  date  that  should  can- 
vass the  entire  industrial  and  commercial 
situation  in  the  southern  territory  and 
suggest  remedies  for  the  evils  and  plans 
for  progress. 

Sixteen  state  and  territories  were 
represented  by  more  than  six  hundred 
delegates  at  this  convention,  which  was 
presided  over -by  John  C.  Calhoun,  the 
great  statesman  from  South  Carolina, 
and  the  call  outlined  nine  subjects  re- 
lating to  the  general  development  of  the 
South,  that  were  suggested  for  discus- 
sion. 

In  his  opening  address,  Mr.  Calhoun 
said — "in  regard  to  the  various  railroad 
schemes  in  contemplation,  I  regard  that 
which  seeks  to  connect  the  southern 
seaboard  with  the  Mississippi  Valley  as 
the  most  important  in  every  particular. 
The  mouth  of  the  Mississippi  might  be 
blocked  and  the  Gulf  of  Mexico  swept 
bv  foreign  cruisers  and  the  vast  produce 
of  the  Mississippi  Valley  would  not  be 
left  to  perish,  but  would  seek  its  east- 
ward passage  fa  safety  to  the  Atlantic. 

At  the  close  of  the  convention,   the 


An  Easy  Squeeze 


With  a 

CORCO 

Bottle  Capper 

Puts  metal  crown  caps  on  any  »ize 
standard  beverage  bottle.  No  adjust- 
ment. Always  ready.  Mechanically  per- 
fect. Positive  seal.  Your  beverages  will 
keep  if  capped  with  a  COKCO.  Nickel 
plated — weight  10  ounces. 
If  your  dealer  can't  supply  you,  send 
us  his  name  and  $2.50  and  a  CORCO 
Capper  will  be  sent  direct  to  you,  post- 
age prepaid. 

Corco  Manufacturing  Co. 
1062  McCormick  Bldg..  Dept.  -1248,  Chicago 


—-          FREE 


TO  WEAR 
10  DAYS 


Let  us  send  you  a  wonderful  sparkling  Brilnite  Stone 
without  one  penny  in  advance.  All  the  flre  and  Brilliance 
of  a  perfect  diamond.  Beautiful  solid  gold  settings;  richly 
engraved.  Plush  lined  case. 

Money   Back   If  You   Can   Tell   A 

Brilnite   From   A   Genuine    Diamond 

Your    choice    of   ladies'    or    gent's    ring   or    scarf   pin.   (For 

ring    size    send    strip    of    paper    long    enough    to    meet    over 

second    joint    of    ring    finger.)       Upon    arrival    deposit    only 

$4.75    with    postman.      We    guarantee    to   refund    your   money 

in   ten   days   if   you   want   it.      Otherwise   send    only   $2.75    a 

month  for  five  moults,     srnd  no  money,  just  write  TODAY. 

BKIUNITE  DIAMONDS — 5   S.   Wabash  Ave. 
Dept.   511  Chicago 


GENUINE  $1200 
IMPORTED 

VELOUR 


D:LIVEhED 
FREE 


$65? 


$I2 

HAT 


Write  quick 
forthisamaz-l 
ing   bargain.  \ 
Omv    limited 
Jot.  Wonderful     , 
quality,  imported 
velour— a  record- 
breaking:  cut  price.   Guaranteed  $12.00  value  for  only  $6.89  on  arrival 

Send  No  Money  I 


st  nend  y 
ported  blac 
turned 


. 
at  band 


size  of  haC  on  postcard  or  letter,  for  this  „„,,., 
nuine  velour  hat.     Beautiful  fedora  style.     Flexible  bri 

n.    Hade  of  the  finest  quality,  very  silky,  black  importe 
ide  grosgrain  black  silk  ribbon  band.  Genuine  leather  non  -soil  able  s 

DON'T  SEND  A  PENNY  3%&^S^£*»i 

your  money  immediately,  if  you  can  match  it  for  less  than  J12.00.  Save  Money- 
Write  Today  before  this  astounding  offer  is  withdrawn.  Just  send  your  name 
address  and  size. 

,=  BERNARD.  HEWITT  &  COMPANY 

DeskH3511          9OO  W.  Van  Buren  Street,  Chicago,  ILL. 


GOOD  PENMANSHIP 
MADE  EASY 

A  fascinating  course  costing  less  than  four  cents  a  day. 
Write  today  for  Free  Circulars  and  handsome  specimens. 
The    Palmer   Method    School   of   Penmanship    by 

Correspondence, 
30   C.  Irving  Place,  New  York  City 


Please     mention     this     magazine     when     writing    to     advertiser* 


ILLINOIS  CENTRAL  MAGAZINE 


69 


In 

Tablet 
Form 
Only 


Easy 
to 

take 


NUXATED 


For  Red  Blood 

Strength  and  Endurance 


DO  NOT  ACCEPT  SUBSTITUTES 


6000  MILES 

GUARANTEED 

FREE  TUBE 


With  Every  Tire  Ordered 

CLIFTON  DOUBLE  TREAD 
TIRES  represent  the  highest 
standard  in  reconstructed  tires. 
By  our  exclusive  process  of  manu- 
facture you  receive  the  service  of 
Four  EXTRA  Ply  of  fabric  which 
insures  against  blow  outs  and 
makes  the  tires  practically  punc- 
ture proof.  Immediate  shipment 
gutranteed. 

Prices    Include    Tubes    and    Tires 
30x3       $  7.00  34x4      $11.25 

30x3'/2       8.25  34x4'/2     12.50 

32x3'/a       9.00  35x4'/2     13.00 

31x4          10.00  36x4'/2      13.50 

32x4         10.50  35x5         14.25 

33x4         11.00  37x5         14.50 

Reliner  FREE  With 
Every  Tire 

Send  $2.00  deposit  for  each  tire 
ordered,  balance  C.  O.  D.,  sub- 
ject to  examination,  5  per  cent  special  discount  if 
full  amount  is  sent  with  order.  State  whether  & 
a,  Cl.,  Plain  Tread  or  Non-Skid—  all  same  price. 


TIRF  f  fl      Dept   268-  3536  °9<len  Ave. 
1  IRE  tU.,  CHICAGO.  ILLINOIS 


RAILROAD    POLICIES    FOR    RAILROAD    MEN 


One  leg,  or  one  arm,  or  one  eye, 
can't  successfully  do  the  work  of 
two,  else  why  do  we  have  two  of 
each  in  our  makeup. 

If  they  are  worth  having,  they 
are  worth  protecting.  Protect  them 
in  the  Railroad  Man's  Company. 

More  than  $22,500,000.00  Paid 
to  895,000  Policyholders  and  Their 
Beneficiaries. 


Accident     and     Health 
Insurance 

(Cut  out  and  mail  today) 

Continental   Casualty  Co. 
910   Michigan   Ave., 
Chicago,    111. 

I  am  employed  by  the  ILLI- 
NOIS CENTRAL  RAILROAD. 
Please  send  me  information  in 
regard  to  your  accident  and  health 
insurance  such  as  is  carried  by 
hundreds  of  my  fellow  employes. 

Age Occupation 

Division     . 


Nam*  ... 

Address 


Cemttttttttai  Casualty  Cnmpattg H 


G.  B.  ALEXANDER 
President 


Cfftntgn 


Please  mention   this  magazine  when  writing  to  advertisers. 


70 


ILLINOIS  CENTRAL  MAGAZINE 


For  OVERALLS,  JUMPERS  and  UNIFORMS 

It's  fast  color  and  will  not  break  in  the  print. 

Look  for  the  boot  trademark  on  the  back  of  the  cloth.    Garments  made  of  Stifel 
Indigo  sold  by  dealers  everywhere.    We  are  manufacturers  of  t  he  cloth  only. 

J.  L.  STIFEL  &  SONS,  Indigo  Dyers  and  Printers 
Wheeling,  W.  Va.  260  Church  St..  N.Y. 


result  of  the  deliberations  was  embodied 
in  a  series  of  resolutions,  and  the  thir- 
teenth resolution  read  as  follows: 

Resolved :  That  the  railroad  communi- 
cations from  the  Valley  of  the  Missis- 
sippi to  the  South  Atlantic  Ports,  in 
giving  greater  facilities  to  trade,  great- 
er dispatch  to  travelling,  and  in  develop- 
ing new  resources  of  wealth,  are  all  salu- 
tary in  their  influences  on  the  commer- 
cial, social  and  political  relations,  and 


FREE  TO  ASTHMA  SUFFERERS 

Free  Trial  of  a  Method  That  Anyone  Can  Use 
Without  Discomfort  or  Loss  of  Time 

We  have  a  method  for  the  control  of  Asthma 
and  we  want  you  to  try  it  at  our  expense.  No 
matter  whether  your  case  is  of  long  standing  or 
recent  development,  whether  it  is  present  as 
occasional  or  chronic  Asthma,  you  should  send 
for  a  free  trial  of  our  method.  No  matter  in 
what  climate  you  live,  no  matter,  what  your  age 
or  occupation,  if  you  are  troubled  with  Asthma, 
our  method  should  relieve  you  promptly. 

We  especially  want  to  send  it  to  those  appar- 
ently hopeless  cases,  where  all  forms  of  in- 
halers, douches,  opium  preparations,  fumes, 
"patent  smokes,"  etc.,  have  failed.  We  want 
to  show  everyone  at  our  expense,  that  our 
method  is  designed  to  end  all  difficult  breathing, 
all  wheezing,  and  all  those  terrible  paroxysms. 

This  free  offer  is  too  important  to  neglect  a 
single  day.  Write  now  and  begin  the  method 
at  once.  Send  no  money.  Simply  mail  cou- 
pon below.  Do  it  Today — you  do  not  even 
pay  postage. 


FREE  TRIAL  COUPON 

FRONTIER  ASTHMA  CO.,  Room  558N. 
Niagara   and   Hudson   Streets, 
Buffalo,  N.  Y. 

Send    free    trial    of    your    method    to: 


While  they  last, 
we  offer  these 
well-made  serv- 
iceable striped 
worsted   trousers 
as  positively  the 
season's  most  as- 
tounding p 


barga. 
this    antl 


Prove 


is    antlrely   at 
r   risk!    Send 


we  will  mail 

these  wonderful 
pants  —  then  it  is 
up  to  you  to  keep 


Amazing 

PANTS 

Bargain 

'     "  ' 


_   wonderful 

pants  saving  as  this 

handy  at  any  time. 
Even  if  you  don't 
need  them  right 
now,  it  will  pay  you 


stantial, 

cloth,  dc 
either  wo 

Double    _...__ 
throughout;     fall 
sized  side,  hip  and 
watch  pockets 
ly.  f  ini. 

^I]lt"nFit     °°PS 


terial  and 
ship  a  bs 


with  any  color 
coat.  Sii 
30  to  42- 


. 
Order  No.  CX735.    Be  sure  t 


Quick!    DONT  DELAY! 

^^•••*"-   •         Make  sore  of  at  least  one  pair  of 


irkabie  bargain  trou 

by  shrewd  buyers.    Send  no  r 
Pay  only  $2.98  for  pants  < 

you  have  the  slighest  he 
to  us  and  we  will  pr 


pail  __ 

before  they  are  all  taken 
Only  the  coupon  now. 
"    ;pect  them  critically 
up  toJ6.00-and  if 
eping  them,  return 


LEONARD-MORTON  &  CO.  Dept.7978  Chicago 

Send  me  Trousers  No.  CX735.  I  will  pay  fe.98  for  trousers 
on  arrival  and  examine  them  carefully.  If  not  satisfied,  will 
return  them  and  you  will  refund  my  money. 

Size— Waist Inseam. . . , 


ILLINOIS  CENTRAL  MAGAZINE 


71 


they  are  strongly  urged  upon  the  con- 
sideration and  patriotism  of  the  peo- 
ple of  the  West;  and  they  are  more 
recommended  as  works  within  the  power 
of  private  enterprise  to  construct;  a*nd 
as  affording  profitable  investment  for 
capital.  (To  be  continued} 

MERITORIOUS   SERVICE 
CHICAGO  TERMINAL 

Engine  Foreman  F.  Snyder,  Fordham,  has 
been  commended  for  action  taken  on  dis- 
covering N.  Y.  C.  249324  with  door  bulged, 
and  carded  bad  order  transfer.  Lading  was 
rearranged,  door  closed!  and  sealed,  in- 
spector passed  car,  and  same  went  forward 
on  train  71,  October  4,  thereby  avoiding  de- 
lay to  car. 

During  September  the  following  subur- 
ban trainmen  and  gatekeepers  lifted  card 
passes  and  commutation  tickets  account 
having  expired  or  being  in  improper  hands: 
Conductor  A.  S.  Waldrep,  W.  Kirk,  R. 
Gums,  J.  E.  Skibbie;  Flagman  W.  Ament, 
R.  Creps,  K.  Melleville,  H.  McWilliams, 
G.  B.  Logan,  J.  Sedlacek;  Collector  H. 
Richardson;  Gatekeeper  A.  McCurdy,  Daisy 
Emery,  Josephine  Carroll,  Zella  Mills, 
Rhoda  Hooker,  Una  Simmons,  Viola  Long, 
J.  E.  Keating. 


ILLINOIS  DIVISION 

Agent  C.  W.  McKnight,  Paxton,  has 
been  commended  for  discovering  and  re- 
porting C.  &  N.  W.  45879,  flat  car,  with  no 
light  weight  stencilled  on  same.  Arrange- 
ments were  made  to  have  car  stencilled. 

SEND  NO  MONEY 

Write  quick  for  this  amazing   sock  bargain. 
Only  limited  lot.    Men's  fine  quality  black  or 
gray  wool  socks.    Full  seamless,  double  sole, 
toe  and  heel.    Guaranteed  wear-proof. 

6  PAIR  OF  GUARANTEED 
$1.00  WOOL  SOCKS 
Guaranteed  Six  Months 

SEND  NO  MONEY— write  quick. 

Socks  sent  delivery  charges  paid. 

Pay  $3  on  arrival,  no  more.    Money  back  if 

not  more  than  pleased.    Give  size,  color.  ' 

BERNARD,  HEWITT  8  CO.         Dept.XSSI 1       Chicago 


$000 

:      *»          ^ 


Socks 
FREE 
if  you 

& 

than 
6mos. 
wear. 


YOU  Canto 
a  Ford  FREE 


Without  a  Dollar  of  Cost 

You  don't  have  to  pay  for 
it— not  even   the  freight. 
Not    a    dollar    of    your 
money  Is  required.      The 
man  shown  in  the  car  an- 
swered our  ad.    Now  he's  _^^  , 
riding  in  the  car  we  gave  him.    You  can  get  one  too. 
Don  t   send    a   cent— just   your   name    and    address- 
that .»  all.    Do  it  now.    A  post  card  will  do,    I  want  ta 
Bend  you  a  dandy  auto  also. 
G.  WOODS,  Mgr..  203  Capital  BIdg.,  TOPEKA,  KANSAS 


Operator  J.  A.  Schneiderjohn,  Kankakee 
Junction,  has  been  commended  for  discov- 
ering and  reporting  I.  C.  147397,  October 
1,  going  east  on  New  York  Central.  Car 
was  diverted,  thereby  avoiding  unnecessary 
delay. 

Agent  D.  C.  Trimble,  Otto,  has  been 
commended  for  discovering  and  reporting 
Southern  27657  with  bent  axle,  train  491, 
engine  403.  Car  was  set  out,  and  defect 


Work  Shoes 


S.ndNo 

Money 


And  Dr«»»  Shoe*  at  $4.89 


$2.48 


A  Blow  at  Profiteering 

for  a  pair 
of  real 

honest  built  work 
shoes.    Sounds  itn- 
kpossible   but   it  is 
rue  -.n  d  the  best  cart 
of  it  is  that  you  do 
not  have  to  send 
money   to 
rove  it. 


Thousands  Have  Been 
Satisfied 

The  dress  shoe  we  are  offering  at  $4.89.  just 
think  of  it,  $4.89  ior  a  dress  shoe.  This  in  it- 
self is  the  greatest  bargain 
of  the  season,  but  in  ad- 
dition with  every  pair  of 
dress  shoes  sold  we  will 
sell  a  pair  of  these  work 
shoes  for  $2.48.  A  price 
that  sounds  like  thedays 
before  the  war.  Imagim 
for  a  total  expenditure 
of  $7.37  actually 
less  than  the 
of  the  dress  shoes 
you  will  have 
two  pairs 
shoes.  _^^^^_ 


&**' 


Send  No  Money,  Just  Send  Your  Order 

and  pay  your  postman  $7.37  and  postage  when  the 
package  arrives.  You  take  no  risk  as  the  shoes  will 
be  sent  to  you  under  our  iron  clad  guarantee  of  money 
back  including  postage  if  you  are  not  fully  satisfied. 

We  Positively  Cannot  Sell  Either  Pair 
off  Shoe*  Separately 

When  ordering:  be  sure  to  mention  the  size  required 
on  each  pair  of  shoes. 

WOLPER'S,  CHICAGO 

Dtipt.  219          1201-1209   West   Van  Buran   St. 


Please    mention    th}s    rnagagjne    when    writing    to    advertiser* 


72 


ILLINOIS  CENTRAL  MAGAZINE 


TIRESatCut  Prices 


More  Than  5O%Saving  on  Brand  New  Fresh 
Rubber  Tires.     DON'T   SEND  A  PENNY. 

We  will  allow  you  to  Inspect  these  Tires  before  you  pay  one  cent.  We  will 
prove  that  this  is  the  Greatest  Tire  Bargain  ever  offered.  If  not  satisfied  that 
you  are  getting  a  Big  Bargain  return  the  Tires  at  our  expense.  Do  not  confuse 
these  tires  with  the  so-called  "Double  Tread,"  "Retreaded"  or  patched  up 
used  tires. 

OUR   CUT  PRICES 

Tubes  Tires    Tubes  Tires    Tubes 

31x4  $13.90     $2.75  34x4       $15.45     $3.50 

32x4     14.20       3.00  34  x  4'/2     16.85       3.50 

2.50  33x4     14.90      3.25  35  x  4'/2     17.75      3.50 

Send  name,  shipping  point,  size  of  Tires  you  want  and  whether  S.  8.  cr 
Clincher.  We  will  ship  Express  C.  0.  D.  Subject  to  examination.  Remember 
you  have  nothing  to  lose.  DON'T  FAIL  TO  ORDER  TODAY.  5  per  cent 
discouiit  if  full  amount  is  sent  with  order. 

PARK  TIRE  &   RUBBER  WORKS 

106  3540  Ogden  Avenue,  Chicago,  III. 


tn 

PlZPS 

S0x3 


Only 


Tires 

30  X  3  $  9.60  $2.00 
30x3'/2  11.25  2.25 
32x3'/2  12.95 


Dept. 


remedied.  This  action  undoubtedly  pre- 
vented possible  accident. 

Conductor  W.  H.  Watson,  Gilman,  train 
95,  October  5,  has  been  commended  for  dis- 
covering and  reporting  M.  C.  42079  with  a 
light  weight  stencilled  on  same.  Arrange- 
ments were  made  to  have  car  stencilled. 

Conductor  J.  W.  Knee,  Fordham,  has 
been  commended  for  discovering  and  re- 
porting broken  wheel  on  H.  N.  70726,  extra 
1875,  south,  at  Kankakee,  October  5.  Car 
was  set  out  for  necessary  repairs,  thereby 
preventing  possible  accident. 

Operator  W.  C.  Watson,  Otto,  has  been 
commended  for  action  taken  to  stop  train 


GENERAL  FOREMAN  M.   A.  BOUYSON  SUB- 
STITUTED   HIS    9    MONTHS'    OLD    SON. 
ARTHUR  SIDNEY,  FOR  ELECTRICITY 
IN  THE  LOCOMOTIVE  HEADLIGHT. 


Your    Skin   Can   Be    Quickly    Cleared    of 

IMPLES 

Blackheads,  Acne  Eruptions  on  the  face  or  body. 
Enlarged  Pores,  Oily  or  Shiny  Skin.  Write  today 
for  my  Free  booklet,  A  CLEAR-TONE  SKiN."teliing 
how  I  cured  myself  after  being  afflicted  16  years, 
$1  000  Cold  Cash  says  I  can  clear  your  skin  ol  the  above  blemishes, 
*  S.  GIVEN S,  135  Chemical  Bldg.,  Kansas  City,  Mo. 


Bun  n 
Special 

Adjusted  to 

6 

Positions 


Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  sho^n  in 
illustration 


Sangamo 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  doivn, 

as  shown  ib 

illustration 

Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request. 

Illinois  Watch  Company 

Springfield 


Please     mention     this     magazine    when     writing    to    advertiser* 


ILLINOIS  CENTRAL  MAGAZINE 


73 


25,  October  6,  account  of  all  tracks  being 
blocked.  This  action  prevented  possible 
accident. 

Engineer  G.  W.  Shelley,  Kankakee,  Fire- 
man O.  E.  Jeffries,  Champaign,  have  been 
commended  for  action  taken  in  proceeding 
to  Champaign  when,  engine  1649,  train  52, 
October  22,  a  superheater  unit  bursted. 
This  action  prevented  delay  to  local. 

Brakeman  N.  A.  Madderson,  Fordham, 
has  been  commended  for  firing  engine  1636, 
train  54,  from  Clinton  to  Chicago,  account 
of  regular  fireman  being  unable  to  keep 
stea'm  up.  This  action  avoided  unnecessary 
delay. 

Conductor  D.  S.  Wiegel,  on  train  34,  Sep- 
tember 4th,  lifted  employe's  trip  pass  ac- 
count having  previously  been  used  for  pass- 
age and  collected  cash  fare. 

Conductor  F.  A.  Hitz  on  train  33,  Sep- 
tember 16,  lifted  employe's  term  pass  ac- 
count passenger  not  being  provided  with 
identification  slip  and  collected  cash  fare. 

A  favorable  mention  has  been  made  upon 
the  record  of  Brakeman  C.  H.  Alsop  for 
discovering,  when  inspecting  train,  about 
fifteen  inches  of  flange  on  wheel  on  B.  &  O. 
135232  was  broken  off,  thereby  averting  a 
possible  accident. 

A  favorable  mention  has  been  made  upon 
the  record  of  Switchman  Claude  Knight 
for  discovering  about  eighteen  inches  of 
broken  flange  at  north  end  of  Champaign 
yard,  and  reporting  same  to  the  chief  dis- 


The    VOSC   Grand 


embodies  every  principle  of  scien- 
tific piano  construction,  perfected 
through  seventy  years  devoted  to 
the  attainment  of  an  ideal.  It  has 
quality  and  prestige,  combined  with 
moderate  price.  Investigate  the 
Vose  before  buying  a  piano. 


We  Challenge  Comparisons 


Write  for  our  oeautifully  illustrated 
catalogue    and    easy    payment    plan. 


Vose  &  Sons  Piano  Company 

164  Boylston  Street,  Boston,  Mass. 


TO  BAG  CO  TAKES  PAIN  OUT 


No  matter  whether  used  in  pipe,  cigarettes, 
cigars,  chewed  or  used  in  the  form  of  snuff, 
Superba  Tobacco  Remedy  contains  nothing  in- 
jurious, no  dope,  poisons,  or  habit-forming  drugs. 
Guaranteed.  Sent  on  trial.  If  it  cures,  costs  you 
one  dollar.  If  it  fails,  or  if  you  are  not  perfectly 
satisfied,  costs  you  nothing.  Write  for  full  rem- 
edy today. 

Superba  Co.,  M-20,  Baltimore,  Md, 


LEARN  PARLIAMENTARY  LAW 
AND  PUBLIC  SPEAKING 

BE  THE  LEADER.  We  teach  you  by  mail  the  rules  of 
Parliamentary  Law  and  the  duties  of  the  presiding  officer 
in  conducting  lodge,  union  or  club  meetings — all  that 
governs  the  deliberative  or  legislative  assembly.  The 
Course,  prepared  by  Herman  Ames  Phillips,  LL.B.,  for 
15  years  Journal  Clerk,  National  House  of  Representa- 
tives, and  John  Philpot  Curran,  LL.B.,  is  based  on  the 
rules  used  in  Congress.  Low  cost,  easy  terms.  Write  for 
free  illustrated  booklet  of  pointers  for  speakers. 

AMERICAN   PHILOMATHIC  SOCIETY 

Dept.  428  127  N.  Dearborn  St.         CHICAGO,  ILL. 


Keep  Sloan's  handy  for  backache 
strains  and  sprains,  too 

SLOAN'S    Liniment    has    been    sold    for    39 
years.     Today,  it  is  more  popular  than  ever. 
There  can  be  but  one  answer — Sloan's  pro- 
duces results. 

Applied  without  rubbing,  it  penetrates  to  the 
afflicted  part,  bringing  relief  from  rheumatic 
twinges,  sciatica;  sore,  stiff,  strained  muscles; 
backaches,  sprains,  and  other  external  pains, 
often  the  result  of  exposure.  It  leaves  «io  mus- 
siness,  skin  stain  or  clogged  pores. 

Get  a  large  bottle  for  greater  economy.  Keep 
it  handy  for  use  when  needed.  Your  druggist 
has  it.  Three  sizes 35c.  70c,  $1.40. 


Please     mention     this     magazine     when     writing    to     advertisers 


74 


ILLINOIS  CENTRAL  MAGAZINE 


patcher,  who  located  the  car  in  a  train  at 
Paxton,  where  it  was  set  out  for  repairs. 


SPRINGFIELD  DIVISION 

Conductor  F.  D.  Crum,  Clinton,  111.,  has 
been  commended  for  firing  engine  1874, 
train  54,  September  21,  when  regular  fire- 
man was  unable  to  keep  up  steam.  This 
action  prevented  delay. 

Section  Foreman  J.  W.  Coffey,  Vandalia, 
111.,  has  been  commended  for  discovering 
and  extinguishing  fire  on  roof  of  L.  &  N. 
56363,  thereby  preventing  property  loss. 

Conductor  H.  Burkhardt,  East  Grand 
Ave.,  has  been  commended  for  discovering 
and  reporting  broken  rail  in  cross  over 
south  end  of  passing  track  on  L.  &  M.  .Oc- 
tober 18,  train  595,  at  Mt.  Olive.  This  ac- 
tion undoubtedly  prevented  possible  acci- 
dent. 


INDIANA  DIVISION 

Conductor  J.  W.  Knight  on  train  205, 
September  15th,  declined  to  honor  employe's 
ticket  account  being  in  improper  hands  and 
collected  cash  fare. 


IOWA   DIVISION 

Conductor  W.  P.  O'Hara  on  train  11, 
September  14th,  declined  to  honor  identifi- 
cation slip  form  1572  account  passenger 
not  being  provided  with  pass.  Passenger 
refused  to  pay  fare  and  was  required  to 
leave  the  train. 


STORMY  DAYS 

Don't  worry  the  man  who 
works  in  a 

FISH 
BRAND 
Coat  °r  Slicker 

He  has  the  best  water- 
proof garment  made. 
)  Two  styles  of  medium 
length  coats,  Nos.  B411 
with  buckle  fasteners ; 
B421  with  buttons  and 
Reflex  Edges  that  stop 
the  water  from  run- 
ning in  at  the  front. 

Dealers  Everywhere 

A.  J.  TOWER  CO. 

BOSTON,  MASS. 


Puncture 
Proof  Tube 


The  world  owes  a  debt  of  gratitude  to  the  au- 
thor of  the  now  famous  M  armola  Prescription, 
and  is  still  more  indebted  for  the  reduction  of 
this  harmless,  effective  obesity  remedy  to  tablet 
form.  They  are  so  convenient  to  take,  and  as 
pleasant  as  candy.  One  after  each  meal  and  at 
bedtime  will  quickly  reduce  your  weight,  two, 
three  or  four  pounds  a  week,  and  leave  no  evil 
effects  such  as  loose,  flabby  skin  and  unsightly 
wrinkles.  Just  go  on  eating  what  you  like— 
leave  exercise  to  the  athletics— take  your  little 
tablet  as  directed  and  soon  you  will  be  your 
natural  self,  cloaked  in  firm  flesh  and  trim 
muscles.  Marmola  Prescription  Tablets  may 
now  be  obtained  at  all  drug  stores,  or  by  writing 
direct  to  Marmola  Co.,  215  Garfield  Building, 
Detroit,  Mich.,  and  their  reasonable  price — one 
dollar  for  generous  package— leaves  no  excuse 
for  dieting  or  violent  exercise  for  the  reduction 
'  of  the  overfat  body  to  normal  proportions. 


6,000  Miles  Guaranteed 


For  a  limited  time  only  we  are  offering 
absolutely  fre«s  a  puncture  proof  tube 
guaranteed  G,OOO  miles,  with  every 
purchase  of  one  of  our  famous  Reliable 

h-  Double  Tread  Tires  which  are 
guaranteed  5  000  miles  and 
often  give  8,000  to  10,000. 

4   Reasons  for  Buying 
this  Bargain  Offer— 

«,000miles  without  a  puncture! 

Save  repair  bills! 

3— Save  entire  coet  r»f  t"be! 
4— Save  .money  on  tires! 

Price  Includes  Tire  and  Tube 

34x4 $11.35 

34x4)4 $13.00 

35x  4', $13.25 

36x4% $13.75 

35x  5 $14.50 

3SX  5 $14.75 

37x5 $14.90 

FREE  RELINER  WITH  EACH  TIRE 

In  ordering  be  sure  to  state  size  wanted,  also 
whether  s.  3.  clincher,  plain  or  non-skid.  Send 
$2.00  deposit  on  each  tire,  balance  C.  O.  D.  subject 
to  examination;  6  per  cent  discount  if  you  send 
full  amount  with  order.  Rush  your  order  today. 

Reliable  Tire  and  Rubber  Co. 

436  Michigan  Ave.  Chicago,  III. 


3 $7.25 

3M $8.-35 

35* $8.95 

4 $10.2O 

L S10.55 

4 $11.0O 


Please     mention     this     magazine    when     writing    to    advertisers 


ILLINOIS  CENTRAL  MAGAZINE 


TENNESSEE  DIVISION 

A  favorable  notation  has  been  made  upon 
the  record  of  Conductor  H.  C.  Davis.  On 
noticing  about  16  inches  of  a  flange  I.  C. 
122126  loaded  with  coal  was  broken  off,  Mr. 
Davis  promptly  advised  car  inspector  and 
thereby  averted  a  possible  accident. 

Conductor  J.  S.  Wesson  on  train  3,  Sep- 
tember 13,  lifted  employe's  trip  pass  ac- 
count being  in  improper  hands  and  collected 
cash  fare. 


LOUISIANA  DIVISION 

Conductor  L.  E.  Barnes,  on  train  4,  Sep- 
tember 4,  declined  to  honor  clergy  ticket 
account  being  in  improper  hands.  Passen- 
ger declined  to  pay  fare  and  was  required 
to  leave  the  train. 

Conductor  T.  A.  Moore,  on  train  23,  Sep- 
tember 9,  lifted  employe's  trip  pass  account 
being  in  improper  hands  and  collected  cash 
fare. 

Conductor  R.  D.  Robbins  on  train  6,  Sep- 
tember 10th,  lifted  30  trip  family  ticket  ac- 
count being  in  improper  hands  and  collected 
cash  fare. 


Memphis,  Tennessee 

Operator  T.  G.  Williams,  Tunica,  has 
been  commended  for  discovering  and  re- 
porting brake  beam  down  on  G.  N.  car, 
train  51,  passing  his  station.  Train  WHS 
stopped  and  brake  being  removed,  thereby 
preventing  possible  accident. 


Division  Notes 

GENERAL   OFFICE 

After  an  absence  of  several  months  our 
old-time    friend,    Raymond    Goldberg,    with 


Two  wonderful  $4.00  shirts  for  only  $6.25.  Save  at 
least   $2.75.      Everybody     wearing     the.se     semi- 
dress  Gray    Flannel    Shirts  for  business,   work  and  sport. 
Cadillac  Broadcloth  Flannel  Shirts 
Two  $4.0O  Shirts  for  Only  $5.25 
Made  of  fine  quality  Cadillac  Broadcloth  Gray  Flannel,  Special 
Winter  weight.    One  large  pocket,  facuil  >K  eves  andmatched 

§earl  buttons.    Cut  Extra  Full.    Coat  Front  Style.    Double- 
tlched  thru-out.    Soft  turn-down  collar  with   sateen  faced 
neckband.    Thoroughly  Shrunk.    Try  to  match   these   shirts 
in  any  store  at  $4. (JO.    Yet  we  offer  you  two  for  only  $5  25. 

Send  No  Money  SSU^SMfcSSSSa 

arrival — no  more.  Mone\  back  at  once  if  not  more  than  pleased 
with  the  wonderful  value.    Be  sure   to  give  neck-band  size. 

BERMRD-HEWITT  8  CO.  900^."  n^rtVst.,  CHICAGO 


Try  My  Winter 
EGGMAKER 
For  30  Days 

Send  me  no  money.  Just  the 
coupon.  My  great  Winter  Egg 
Maker  is  ealled"Two-for-One." 
I  want  to  send  you  some  to  try, 
Joe  Brabec,  Jr.,  of  Mount  Olive 
111.,  gave  bis  hens  "Two-for 
One'rand  got  336  eggs  last  No- 
vember from  12  hens.  Mrs.T.T. 
Sirmons  of  Mill  town,  Ga.,  got 
469  eggs  from  19  hens  in  on  9 
month.  Mrs.  J.  A.  Doll  of  Cor- 
inth, Mass.,  in  February  got 
709  eggs  from  25  hens.  Mrs.  T. 
W.  Wills  of  San  Diego,  Calif., 
writes  that  her  42  hens  laid  1,260 
eggs  in  one  month.  Mrs.  R. 
Hegi  of  Buckeye,  Ariz.,  got  93 
eggs  a  day  from  100  hens  in 
February.  Your  hens  can  do  as 
well  if  you  give  them  "Two* 
tor-One." 

I  Guarantee  It  to  Produce 
Winter  Eggs  for  You  at  a 
Cost  of  leper  Dozen  or  It 
Won't  Cost  Yon  a  Penny 

If  your  hens  are  moulting  they  need  help 
in  getting  over  it  quickly.  If  your  hens  are 
over  the  moult  they  need  help  because  the 
process  of  moulting  has  weakened  them. 
That  is  why  they  are  droopy,  lazy,  listless. 

My  great  Winter  Egg  Maker  contains  Iron  Sul- 
phate for  the  b9ne  building  and  strengthening, 
Precipitated  Calcium  Phosphate  for  shell-forming 
material,  Ginger  for  a  general  tonic,  invigorator  and 
to  sharpen  the  appetite,  and  Aloes  as  a  gentle  yet 
effective  laxative  and  intestinal  antiseptic.  These 
-  '-gredients  are  just  what  hens  need  now,  just 
,1.  soils  need  nitrogen  or  other  ingredients. 


four  in 

as  wea 


Send  No  Money 


prepaid.  Tvy  it  10  days,  20  days,  or  thirty  days.  Watch  for 
results.  If  you  are  not  completely  satisfied,  "Two-for-One" 
won't  cost  you  a  cent.  The  publisher  of  this  paper  guaran- 
tees that  I  will  refund  your  money  at  once  upon  your  mere 
request  if  you  are  not  more  than  pleased.  Send  me  the  coupon 
now,  without  money,  and  begin  getting  big  egg  yields  at 
once,  as  so  many  thousands  of  users  are  doing.  Don't  put 
this  off— write  me  now  before  you  forget. 

H.  E.  GOODRICH,  President 

Klnsella  Company,  2 10 BonhenrBldg. ,  Chicago, IN. 

FCOOORICH    President 
(Inaella  Company,  240  Bonheur  Bldf .,  Chicago,  lit 
Dear  Mr.  Goodrich:       If  my  hens  do.  not  leyeltra  winter 


at  i 


of  Ic 


rest 

aney  on  request.    On  this   condition 
Ins-,  as  checked,  on  30  days'  trial 
of  "Two-for-One,"  for  which  I  will  pay  the 


>the  f. 


a    Three  packages  of  "Two-for-One,"  for  which  I  will  pay  the    I 
postman  $2.25  on  arrival. 

DTen  packages  of  "Two-for-One,"  for  which  I  will  pay  the    I 
postman  $5.00  on  arrival. 

NOTE:  The  remedies  below  will  help  yoo  make  more  money  I 
with  your  poultry.  Order  now.  All  aent  on  oar  money -uack  I 
guarantee.  Send  no  money  now. 

Dl  larite  size  bottle  of  Klnsella  Roan  Care,  for  which   I  will   • 
pay  postman  (2.00  on  arrival. 

Dl  four-ounce  can  of  Klnsella  Lice  Paste,  for  which  I  will   I 
pay  postman  f  1.35  on  arrival. 

Dl  four-ounce  jar  of  Kinsella  Scaly  Lea  Remedy,  for  which    • 
1  will  pay  the  postman  91  on  arrival. 

Name '  I 

R.F.D. ______   I 


Please  mention  this  magazine  when  writing  to  advertisers 


76 


ILLINOIS  CENTRAL  MAGAZINE 


his  blue  sweater  and  smiling  countenance, 
has  returned  to  his  former  position  in  the 
mail  room.  We  are  all  very  glad  to  have 
Ray  back  with  us  again,  and  we  are  sure 
he  enjoys  the  friendship  of  those  around 
him. 


Don't  Endure 


1920    INDOOR    OUTDOOR    CHAM- 
PIONS AT  FORDHAM,  ILL. 

Top  Row — A.  Britton,  coach;  J.  Rodgers, 
R.  R;  L.  Walker,  Mgr.  and  C.  F.;  J.  Wor- 
holick,  1st  base;  C.  Stevens,. S.  S. 

Bottom  Row — J.  Corcoran,  3rd  base;  M. 
Ragan,  2nd  base ;  R.  Kelley,  P. ;  C.  Smith,  C. ; 
E.  Underwood,  L.  F. 

Fordham 

General  Foreman  Thiems  braves  won 
championship  by  defeating  the  office  In- 
dians, four  out  of  seven  games.  Scores: 
5-1,  4-2,  3-1,  1-0.  The  swift  work  of  Catcher 
Smith,  J.  Worholick,  1st  basemen,  Ragan, 
2nd  baseman,  Corcoran,  3rd  baseman,  and 
the  wierd  pitching  of  R.  Kelley,  spit  ball 
king,  were  the  features  of  the  series.  The 
heavy  hitting  of  Walker,  Stevens  and  Rodgers 
and  the  fielding  of  E.  Underwood  will  long 
be  remembered.  There  has  been  bitter  riv- 
alry between  both  teams  all  summer,  with 
the  braves  in  a  slight  lead.  Much  can  be 
said  of  the  office  team.  They  were  a  hard- 
boiled  lot  to  beat.  A  banquet  will  be  served 
the  winning  team  in  the  near  future,  and  a 
good  time  is  expected  by  all.  Manager 
Walker  was  one  of  the  number  to  offer  his 
team  .to  help  out  the  crippled  White  Sox, 
but  like  the  rest  he  was  too  late.  Manager 
Walker  looks  forward  to  another  champion- 
ship in  1921  and  hopes  the  office  force  will 
be  there  with  another  strong  team  to  make 
it  interesting. 


SHOES— TWO  PAIR— SHOES 

A  work  shoe  and  a  dress  shoe  at  practically  the  price  of 
one  pair.  Sent  to  you  without  one  penny  down.  All  you 
have  to  do  is  to  pay  your  postman  $7.37  and  postage  when 
the  package  arrives.  It's  a  money-back  proposition,  too. 
Of  course  you  don't  erpect  full  details  of  an  amazing  offer 
such  as  this  in  such  small  space  and  you  are  right  If  you 
look  for  our  big  six  and  a  half  Inch  illustrated  ad  in  this 
issue,  you  will  get  full  particulars.  Wolp«rs— Dept.  219  at  1201 
W.  Van  Buren  Street.  Chicago. 


PILES 


Write  me 
land  I  will 

[send   you  on  trial  my  mild,  sooth* 
'ing.  guaranteed  treatment  for  Piles 
:  which  has  proven  a  blessing  to  thou- 
sands who  are  now  free  from  this 
cruel,  torturous  disease.    Send  post 
card  today  for  Full  Treatment.    If 
results   are    satisfactory    costs   you 
J  $2.00.    If  not,  costs  nothing. 
H.  D.  POWERS.  Dept.  658   BATTLE  CREEK.  MICH. 


REAL  PHOHOGRAPH 

"      ~  lautifully  finished,    nickel   winding 
ank,  spring  motor,  speed  regulator, 
— stop  lever     New  improved  sound 
box  with  mica  diaphragm,  makes 
perfect  reproductions  of  all  kinds 
of  music.    A    MAKVELUC8 
Machine  in  every  way.  Delight- 
ed   thousands   of    homes. 

Send  NO  HOMEY 

Just  your  aame.andwt-jvill 
•end  you  24  of  our  Art  Pictures  to 
dispose  of  on  special  offer  at  25c 
each.  Send  us  the  $6  you  collect 
and  we  will  lend  this  new  im- 
proved E.  D.  L.  Phonograph  and 
a  selection  o*  *  '— nrda  free. 
E.D.LIFE.Dop'  J1T89  Chicago 


Cured  His  RUPTURE 

I  was  badly  ruptured  while  lifting  a  trunk 
several  years  ago.  Doctors  said  my  only  hope 
of  cure  was  an  operation.  Trusses  did  me  no 
good.  Finally  I  grot  hold  of  something  that 
quickly  and  completely  cured  me.  Years  have 
passed  and  the  rupture  has  never  returned,  al- 
though I  am  doing  hard  work  as  a  carpenter. 
There  was  no  operation,  no  lost  time,  no  trouble. 
I  have  nothing  to  sell,  but  will  give  full  informa- 
tion about  how  you  may  find  a  complete  cure 
without  operation.  If  you  write  to  me,  Eugene 
M.  Pullen,  Carpenter,  54Q  Marcellus  Avenue, 
Manasquan,  N.  J.  Better  cut  out  this  notice 
ind  show  It  to  any  others  who  are  ruptured — 
you  may  save  a  life  or  at  least  stop  the  misery 
of  rupture  and  the  worry  and  danger  of  an  op- 
eration. 


Rheumatism 

A  Remarkable  Home  Treatment  Given  by 
One  Who  Had  It 

In  the  Spring  of  1893  I  was  attacked  by 
Muscular  and  Sub-acute  Rheumatism.  I 
suffered  as  only  those  who  have  It  know,  for 
over  three  years.  I  tried  remedy  after  remedy, 
and  doctor  after  doctor,  but  such  relief  as  I 
received  was  only  temporary.  Finally,  I  found 
a  treatment  that  cured  me  completely  and  it 
has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted  and  even 
bedridden  with  rheumatism,  some  of  them  70 
to  80  years  old  and  results  were  the  same  as 
in  my  own  case. 

I  want  every  sufferer  from  such  forms  of 
rheumatic  trouble  to  try  this  marvelous  healing- 
power.  Don't  send  a  cent;  simply  mall  your 
name  and  address  and  I  will  send  it  free  to 
try.  After  you  have  used  it  and  It  has  proven 
itself  to  be  that  long-looked-for  means  of 
getting  rid  of  your  rheumatism,  you  may  send 
the  price  of  it,  one  dollar,  but  understand,  I 
do  not  want  yonir  money  unless  you  are  per- 
fectly satisfied  to  send  it.  Isn't  that  fair? 
Why  suffer  any  longer  when  relief  is  thus 
offered  you  free.  Don't  delay.  Write  today. 

Mark    H.    Jackson,    No.    939    G  Durston 

Bldg.,    Syracuse,    N.    Y. 

Mr.  Jackson  is  responsible.     Above   statement  true. 


Please  mention  this  magazine  when  writing  to  advertisers 


ILLINOIS  CENTRAL  MAGAZINE 


77 


ST.  LOUIS  DIVISION. 
Centralia   Terminal. 

Mr.  Geo.  Goggin  is  spending  his  vacation 
at  home.  Ivan  Carter  is  working  during 
his  absence. 

Division  Storekeeper  J.  G.  Warnecke  has 
returned  home  after  visiting  with  his 
daughter  in  Oklahoma. 

Yard  Clerk  E.  M.  Beebe  and  wife  spent 
a  week  in  Chicago  visiting  relatives. 

Mr.  P.  S.  Mabry  is  the  proud  daddy  of  a 
baby  girl  that  arrived  at  his  home  last 
week.  "Papa"  Mabry  is  all  smiles  over  the 
new  arrival. 

Misses  Lena  Watts  and  Ethel  Buckner, 
record  clerks,  are  in  St.  Louis  on  a  shop- 
ping tour. 

The  hunting  season  that  has  just  opened 
has  attracted  several  of  our  force.  Yard 
Clerk  Rudy  Fink  and  a  party  of  friends 
are  up  near  Vandalia  on  a  hunting  trip, 
while  Yardmaster  Geo.  F.  Hails,  our  ani- 
mal trainer,  is  anxiously  awaiting  their  re- 
turn, hoping  he  will  have  some  animal  to 
tame. 

Miss  Ella  Cockran,  Record  Clerk,  has  re- 
turned to  work  after  spending  her  vacation 
in  Chicago. 

Trainmaster  F.  T.  Gibbs  has  returned 
home  after  a  two  weeks'  vacation  trip. 

Yardmasters  B.  R.  Rambo  and  J.  L>. 
Phipps  are  on  a  hunting  trip  today. 

MINNESOTA  DIVISION* 
Transportation  Department 
Mr.  G.  A.  Saunders,  chief  accountant,  has 
returned  to  work  after  spending  his  vaca- 
tion with  his  folks  in  Bancroft,  la. 

Miss  Esther  McLaughlin,  trainmaster's 
clerk,  who  has  been  on  a  six  months'  leave 

Get  Rid     P-     A    "T 
of  That     F      Ml 

Free  Trial  Treatment 

Sent  on  request.  Ask  for  my  "pay-when- 
reduced"  offer.  My  treatment  has  reduced 
at  the  rate  of  a  pound  a  day.  No  dieting, 
no  exercise,  absolutely  safe  and  sure  meth- 
od. Let  me  send  you  proof  at  my  expense. 

DR.  R.  NEWMAN.  Licensed  Physician 
State  New  York,  286  Fifth  Ave.,  New  York,  Desk  H-255 


Send  No  Money 

Snap  this  bargain  up  right  now  before  it  is  too 
late.  Only  limited  quantity.  Amazing  underwear 
bargain.  Greatest  offer  ever  made.  Two  Guar- 
anteed $4  Each,  Wool  Unionsuits,  $5.75. 

Save  big  money  on  your  underwear.  Send 
postcard  or  letter  today  —  this  very  minute,  for 
these2beautifulperfectnttingheavy  weight  gray 
elastic  rib  unionsuits.  Full  cut.  Seams  reinforced 
and  overcast.  Send  No  Money-^pay  only  $5.75 
on  arrival,  no  more^  we  pay  delivery  charges. 

We  Guarantee 


match  these  2  wonderful  wool  unionsuits  for 
$8.00.  Order  this  amazing  bargain  this  minute 
before  it  is  too  late.  Just  give  name,  address 
and  breast  measure.  < 

BERNARD-  HEWITT  &  COMPANY 

Dept.  U  3  5  I  I  900  W.  Van  Buren,  Chicago 


TUST  send  your  name  and  address 
J  "for  our  128-page  book  of  diamonds, 
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Watches 

The  President  Says: 

As  I  look  at  my  watch  and  note  that  we're  all  here  on 
the  dot,  it  just  reminds  me  that  eighteen  years  ago  today, 
when  I  was  appointed  Assistant  Superintendent  of  this 
Railroad,  the  boys  got  together  and  presented  me  with 
this  Ball  watch. 

I  want  to  say  right  here  that  the  boys  did  a  mighty  good 
job  of  it  that  day,  for  during  all  these  years 
this  watch  has  been  setting  a  pace  for  dependa- 
bility and  accuracy  that  would  make  any  of  us 
step  pretty  lively  to  keep  up  with." 

Ball  watches  keep  time  for  all,  alike — 
because  all  Ball  watches  are  alike 
in  their  time-keeping  qualities  —  "The 
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THE  WEBB  C.  BALL  WATCH  CO. 

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Twentieth  CentvryModel 


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79 


of  absence  in  California,  has  resigned  her 
position,  and  accepted  a  similar  position 
with  the  Santa  Fe,  at  Needles,  Calif. 

Mr.  R.  N.  McCarron,  assistant  accountant, 
has  resigned  his  position  and  accepted  a  po- 
sition with  the  revenue  office. 

Miss  Angella  Haupert  and  Marion  Coffey 
spent  a  day  in  Dixon,  111.,  recently. 

Miss  Margaret  Walsh  spent  a  day  in  Chi- 
cago recently  . 

Waterloo  Yard 

J.  D.  Lovell,  J.  V.  Hearn  i»nd  Jud  Joyner 
has  returned  from  a  hunting  trip.  From  all 
reports  they  were  not  very  successful. 

J.  D.  Lovell,  of  Waterloo,  recently  spent 
a  day  in  Minneapolis. 

J.  Joyner,  of  Waterloo,  spent  his  vacation 
in  Minneapolis, 

Dubuque  Freight 

Miss  Collette  LaTronch,  clerk  in  freight 
office,  was  married  at  St.  Patrick's  church, 
Dubuque,  to  Mr.  Fred  Niggs,  October  20th. 
Mr.  and  Mrs.  Niggs  will  reside  in  Ehibuque. 

Now  that  Miss  Hazel  Hoium,  our  con- 
genial stenographer,  has  desisted  from  dis- 
playing that  pretty  curl  low  on  her  fore- 
head, Lewis  Schulte  is  dissatisfied.  He  has 
commenced  training  a  little  one  all  of  his 
own.  Lewis  stoutly  maintains,  however, 
that  his  is  not  a  "spit  curl." 

Ray  Barnes,  roundhouse  timekeeper,  spent 
his  vacation  visiting  old  friends  at  Chero- 
kee. We  were  surprised  to  see  him  back 
so  soon,  and  again  able  to  resume  his  duties. 

Mr.  N.  Bell,  our  master  mechanic,  re- 
turned last  week  from  a  two  weeks'  vaca- 
tion spent  in  fishing  at  Eagle  Lake,  Minn. 
It  is  rumored  that  Mr.  Bell  was  unusually 
dexterous  and  skilful  in  his  handling  of  the 
rod  and  fly  on  his  annual  trip  and  these 
stories  are  confirmed  by  several  of  the  fore- 
men, who  profited  thereby. 

It  is  reported  that  our  general  foreman, 
H.  N.  Seely  is  planning  on  entering  next 
year's  Olympic  tryouts.  He  will  enter  both 
the  "five  and  ten  mile  walks."  Mr.  Seely 
will  have  the  staunch  financial  support  of 
practically  everyone  in  Waterloo,  Ft.  Dodge, 
and  Cherokee  shops. 

Mr.  J.  Robertson,  fireman,  has  returned  to 
work  after  having  spent  his  vacation  in  the 
mountains. 

Mechanical  Department — Waterloo,  la. 

L.  S.  Schulte,  accountant,  is  now  back  on 
his  job  after  a  two  weeks'  vacation  spent  in 
visiting  relatives  in  the  great  dairy  state  of 
Wisconsin.  Mr.  Schulte  from  all  general 
appearances  has  derived  great  benefit  from 
his  vacation  which  carried  him  back  to  the 
days  of  his  boyhood  spent  on  the  farm. 
Since  his  return  he  has  been  wont  to  entei- 
tain  the  office  force  with  poems  of  "Corn," 
"Cobs,"  etc. 

Mr.  Harry  Stewart,  formerly  of  the  Rock 
Island  lines  has  been  engaged  to  fill  the  po- 
sition of  accountant  vacated  by  Harry 
Hageman,  who  resigned  to  attend  the  Uni- 
versity of  Minnesota.  Although  we  are  all 
sorry  to  lose  Harry,  we  take  great  pleasure 
in  welcoming  Mr.  Stewart  in  our  midst. 


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Chicago  Bearing  Metal  Co. 

Offices: 

2234-52  West  43rd  Street 
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Journal  Bearings — Engine  Castings,  Brass 

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LUNOIS  CENTRAL  MAGAZINE 


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Coal 

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CHEROKEE,  IOWA  SIOUX  CITY,  IOWA 


Contents 


Farmers  of  Grenada  County  Discuss  Illinois  Central  Service 9 

Cherokee,  Iowa 12 

Public  Opinion 20 

A  Fable  About  the. Railroads — John  Is  Doing  Better  Now 27 

Illinois  Central  Presents  Comparative  Cost  of  Passenger  Fares....  28 

Traffic  Department 29 

Safety  First  : 32 

Transportation  Department  33 

Stations  and  Transfers  Department 41 

Claims  Department  _ 42 

Facts  and  Figures  About  Personal  Injury  Accidents 45 

Law  Department  ..  45 

Purchasing  and  Supply  Department 48 

Engineering  Department  51 

Hospital  Department  53 

Contributions  from  Employes 55 

Roll  of   Honor 57 

The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 58 

Meritorious  Service  .62 

Division  News 65 


Ribl'shed  monthly  by  the  Illinois  Central  li.R..  in  the  interest 
of  tke  railroad  and  its  ^4000  Employes 

Advertising   Rates  on  Application 
Office  1201  Michigan  Av.  Telepkone  Wabash  2200 

1*1  •  *  "-  ice 

l/mcago  Locar  yy 

13  4  Pcr  COK7        $  1^ 


ILLINOIS-  CENTRAL  MAGAZINE 


Forty    years    con-  $  HH  We  have  the  be 

tinuous  practice  in  «g  Hkjll    I  ^  n  ° w  n    met^0( 

treating      Cancers,  1  and  can  guarant< 

Tumors    and    Ab-  1       f^^taftiBi^Sferf^          ^^  a  cure  to  Pat*en 

normal  Growths.      3  coming  in  time. 


SEAMAN'S  SANITARIUM 
Cancer  a  Specialty 

Literature  on  request  CHEROKEE,    IOWA 


C.  L.  HOLDEN 
W.  S.  HODGDON 


Cherokee  Monument  Company 


ESTABLISHED   1882 


Everything  in  Memorials 

Cherokee,   Iowa 

126  East  Main  Street 


Montello  Granite 

Our  Specialty 


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ILLINOIS  CENTRAL 


Vol.  9 


December,  1920 


No.  6 


Farmers  of  Grenada  County,  Mississippi,  Discuss 
Illinois  Central  Service 


Farmers  of  Grenada  County,  Mississippi, 
were  interviewed  by  a  representative  of  the* 
Illinois  Central  last  month,  and  each  was 
asked  for  a  frank  statement  of  his  opinion 
of  the  service  rendered  by  the  Illinois 
Central  and  the  Yazoo  &  Mississippi  Valley 
Railroads,  with  any  suggestions  he  might 
have  for  improving  that  service. 

•The  answers  were  overwhelming.  The 
reporter  spent  three  days  in  Grenada 
County,  seeking  in  vain  for  a  single  dis- 
senter to  the  prevailing  impression  that  the 
Illinois  Central  and  its  affiliated  lines  form 
the  finest  railway  system  in  the  South.  None 
was  found.  Every  farmer  interviewed  made 
the  same  answer  to  the  question:  "What 
do  you  think  of  the  Illinois  Central?" 

A  half  dozen  of  the  farmers  talked  with 
made  suggestions  on  improving  service,  but 
each  suggestion  was  offered  almost  apol- 
ogetically. 

"There's  just  one  little  thing,"  one  farmer 
said.  "But  please  don't  report  it.  You 
can  adjust  that  matter  yourself.  I  think 
the -Illinois  Central  is  the  finest  railroad  in 
the  country — progressive,  up-to-date,  cour- 
teous and  efficient." 

And  so  with  the  others.  They  weren't 
anxious  to  have  their  objections,  read  into 
the  records.  But,  if  they  were  to  be  quoted, 
they  did  want  to  be  counted  among  the 
loyal  friends  of  the  Illinois  Central  System. 

The  parting  words  of  one  farmer  were  im- 
pressive, and  fairly  representative  of  the 
general  feeling. 

"The  Illinois  Central  has  nothing  but 
friends  down  here  in  Grenada  County,"  he 
said.  "Just  let  us  know  when  we  can  help 
you  in  any  way." 

Proofs  Weren't  Needed 

The  reporter  had  set  forth  laden  with 
documentary  evidence  with  which  to  defend 
the  railroads  from  possible  attacks — rec- 
ords of  operating  efficiency,  co-operation 
with  patrons,  purchases  of  new  equipment 
and  other  phases  of  the  reconstruction 
work  now  going  on  among  the  railways, 
showing  the  Illinois  Central  a  leader  in  its 
field.  They  were  left  in  the  interviewer's 
grip.  The  Grenadians  needed  no  convinc- 
ing. 


The  trip  was  the  third  in  a  series  which 
is  being  taken  by  a  representative  of  the 
Illinois  Central.  The  former  trips  have 
been  to  Cherokee  County,  Iowa,  and  Cham- 
paign County,  Illinois. 

The  sun  was  shining  when  the  reporter 
arrived  in  Dixie;  even  the  sun  reflects  the 
spirit  of  Southern  hospitality. 

The  reporter  had  been  warned  of  con- 
ditions'in  the  South — of  the  cotton  failure 
and  the  general  spirit  of  despair  in  farm- 
ing sections.  The  farmers  did  talk  about 
the  failure  of  the  cotton  crop  and  of  the 
possibility  of  suffering  among  the  poorer 
families  this  winter,  but  their  conversations 
were  tinted  with  a  spirit  of  optimism,  rather 
than  pessimism.  Southern  farmers  have 
limitless  faith  in  the  South.  They  are  blue 
over  the  immediate  outlook,  of  course;  but 
they  have  dauntless  spirits,  and  they  believe 
the  South  will  come  back  stronger  than 
ever.  Along  with  that  faith  in  their  section 
of  the  country,  they  have  a  similar  faith  in 
Southern  institutions,  and  they  regard  the 
Illinois  Central  as  such  an  institution. 

The  farmers  who  were  interviewed  in 
Grenada  County  own  on  an  average  of  more 
than  1,500  acres  each.  They  are  the  sub- 
stantial, leading  farmers  of  their  commun- 
ity, nearly  all  of  them  well-to-do  and  all  pat- 
rons of  the  Illinois  Central  System.  The 
Illinois  Central  and  the  Yazoo  &  Mississippi 
Valley  railroads  are  the  only  railway  lines 
touching  Grenada  County. 

W.  N.  Hayward,  living  north  of  Grenada, 
is  a  partner  with  A.  M.  Hayward  in  the 
firm  of  Hayward  Brothers,  which  owns 
3,300  acres  of  Grenada  County  farming  land. 
The  Illinois  Central  divides  the  farm  for 
two  miles  and  a  half.  The  Haywards  are 
general  farmers. 

"I  have  nothing  but  good  to  say  for  the 
Illinois  Central,"  was  Mr.  Hayward's  reply 
to  the  reporter's  question.  "I  always  have 
received  good  service.  I  find  employees  ex- 
tremely courteous." 

Wouldn't  Leave   Illinois  Central 

J.  E.  Martin  operates  440  acres  three 
miles  south  of  Grenada.  He  formerly  spe- 
cialized in  Hereford  cattle  and  Duroc-Jersey 
hogs  and  is  going  back,  he  said,  to  cattle- 


10 


ILLINOIS  CENTRAL  MAGAZINE 


raising,  believing  that  it  offers  exceptional 
opportunities  to  the  farmers. 

"The  Illinois  Central  has  done  more  for 
me  than  1  ever  did  for  them,"  Mr.  Martin 
said,  "and  I  appreciate  it.  I  would  have 
bought  a  plantation  in  another  part  of  Mis- 
sissippi recently  if  it  hadn't  been  for  mov- 
ing off  the  Illinois  Central.  That's  how 
much  I  think  of  your  road.  I  always  feel 
at  home  with  Illinois  Central  people.  For 
several  years  I  did  considerable  traveling 
and  I  always  found  the  Illinois  Central  em- 
ployes and  officials  more  courteous  than  any 
others. 

"I  can  remember  when  the  spirit  of  rail- 
roading changed.  In  the  old  days  the  rail- 
road employes  thought  'to  hell  with  the 
public.'  That  isn't  true  any  more.  I  was 
glad  to  see  the  change  come.  I  know  that 
the  railroads  are  anxious  to  serve  and  are 
anxious  to  please.  The  Illinois  Central  is 
one  of  the  best  railroads  in  the  country. 
Put  me  down  for  that " 

Robert  West,  former  sheriff  of  Grenada 
County,  was  cornered  by  the  interviewer 
just  after  he  had  alighted  from  a  beautiful 
saddle-horse  at  the  courthouse  door.  He 
owns  a  700  acre  farm  two  miles  east  of 
Grenada,  where  he  does  general  farming, 
specializing  in  Duroc-Jersey  hogs.  He 
praised  the  attitude  of  the  Illinois  Central 
in  its  public  dealings  and  in  the  way  of  sug- 
gestions cited  the  covering  of  stock  pens. 

"We  have  to  get  stock  in  here  early  in 
the  morning  sometimes  and  our  stock  trains 
never  leave. until  night,"  he  said.  "I  think 
we  ought  to  have  covered  pens  for  stock." 

Later  in  the  day  he  saw  the  interviewer 
again  and  hailed  him. 

"I've  been  thinking  over  your  questions," 
he^said,  "and  would  like  to  suggest  one  other 
thing.  The  Second  Street  crossing  here  at 
Grenada  has  taken  all  the  traffic  from  First 
Street  crossing  and  most  of  that  from  Third 
Street.  The  First  Street  crossing  ha.s  been 
closed.  I  think  you  ought  to  transfer  your 
flagman  from  Third  Street  to  Second  Street. 

"You  needn't  say  that  if  you  don't  want 
to.  That's  something  that  can  be  attended 
to  here.  But  don't  forget  about  covered 
stock  pens,  will  you?" 

Getting  Close  to  Patrons 

The  Ehibards — father  and  two  sons — own 
3,000  acres  at  the  station  of  Dubard,  west 
from  Grenada  on  the  Yazoo  &  Mississippi 
Valley.  W.  V.  Dubard,  one  of  the  two  sons, 
stopped  on  the  steps  of  a  hardware  store  to 
be  interviewed. 

''I  make  one  or  two  trips  every  year,"  he. 
said,  "and  I  want  to  tell  you  I  am  always 
glad  to  get  back  to  the  Illinois  Central.  The 
Illinois  Central  seems  like  home  to  me.  And 
then,  you  have  better  trains,  your  trains 
make  better  time  and  your  employees  and 
trainmen  are  more  courteous." 

Mr.  Dubard  spoke  especially  of  the  Illi- 
nois Central  as  a  co-operating  public  serv- 
ice enterprise,  getting  in  close  touch  with 
the  public. 


"The  Illinois  Central  gets  closer  to  the 
people  it  serves  than  any  other  railroad," 
he  said. 

Mr.  Dubard  offered  a  subject  which  he 
said  he  could  not  understand.  He  receives 
considerable  local  freight  at  the  station  of 
Dubard  from  Memphis  and  points  north. 
He  said  that  he  believes  it  should  be  routed 
by  way  of  the  Illinois  Central  to  Grenada 
and  then  by  the  Yazoo  &  Mississippi  Valley 
to  Dubard,  rather  than  from  Memphis  to 
Clarksdale,  from  Clarksdale  to  Greenwood 
and  from  Greenwood  to  Dubard  on  the  Ya- 
zoo &  Mississippi  Valley,  which  necessitates 
an  additional  handling  and  makes  for  some 
delay. 

Villa  Montevallo,  a  fine  home  on  the  out- 
skirts of  Grenada,  is  one  of  the  show  places 
of  the  section.  Col.  O.  F.  Bledsoe,  who 
owns  1.000  acres  of  land  adjoining  Grenada, 
built  the  mansion  himself,  drawing  his  own 
plans.  Although  well  advanced  in  years, 
Colonel  Bledsoe  is  still  vigorous  and  he  re- 
ceived the  interviewer  warmly.  He  declared 
he  always  had  had  the  best  of  relations  with 
the  Illinois  Central's  equipment  and  facilities 
employees,  and  quoted  his  son — a-  wealthy 
farmer  in  the  Delta  country — in  saying  that 
the  Illinois  Central  System,  its  ooficials  and 
are  always  better  than  those  of  any  other 
railroad.  The  colonel  declared  he  shared 
his  son's  view. 

Warner  V.  Horton,  living  ten  miles  north- 
east of  Grenada,  declared  the  Illinois  Cen- 
tral's freight  and  passenger  service  are  un- 
excelled. "The  Illinois  Central  is  one  of 
the  best  railroads  in  the  country,"  he  said. 

I.  G.  Rounsaville  is  a  member  of  the 
board  .of  county  supervisors.  His  farm  is 
eleven  miles  west  of  Grenada,  in  the  edge 
of  the  county. 

"The  Illinois  Central  is  as  good  or  better 
than  any  railroad  in  the  country,"  he  said. 
"It  gives  me  fine  service.  I  have  no  com- 
plaint." 

"By  Far  the  Best  in  the  South" 

The  interviewer  was  constantly  referred 
to  Roland  W.  Jones  as  one  of  the  most  pro- 
gressive farmers  of  the  county  and  Mr. 
Jones  was  finally  located  in  his  automobile, 
preparing  to  drive  to  his  farm.  He  is  the 
owner  of  Troy  Plantation,  2,000  acres  five 
miles  west  of  Grenada,  where  he  raises 
Shorthorn  cattle  and  Duroc-Jersey  hogs. 
The  farm,  by  the  way,  has  been  in  the  fam- 
ily for  three  generations — not  uncommon, 
however,  for  the  large  Southern  farms. 

"My  experience  is  that  the  Illinois  Cen- 
tral is  by  far  the  best  railroad  in  the  South," 
he  said.  He  told  of  the  co-operation  of  the 
Iljinois  Central"  representatives  when  he 
had  come  home  from  the  navy  on  a  fur- 
lough to  market  some  stock.  Cars  were 
scarce,  but  he  was  taken  care  of. 

"This  is  my  experience,"  he  said.  "If  I 
treat  a  railroad  man  fairly  I  will  get  fair 
treatment.  A  lot  of  folks  will  go  into  a 
railroad  office  and  jump  on  some  clerk  like 
that  clerk  owned  the  railroad.  Of  course, 


ILLINOIS  CENTRAL  MAGAZINE 


11 


those  folks  are  going  to  get  it  right  back  at 
them.  That's  not  the  way  I  deal  with  rail- 
road people.  I  always  find  the  railroad  em- 
ployees courteous  and  fair." 

Another  farmer  much  quoted  in  Grenada 
County  is  Col.  R.  Daily.  Mr.  Daily  lives 
across  the  line  in  Yalabusha  County,  but  his 
farm  extends  into  Grenada  County  to  the 
extent  of  600  or  800  acres.  There  are  four 
sons  in  the  firm,  all  of  them  interested  in 
farming  the  home  place.  The  father  was 
born  and  reared  in  the  neighborhood  where 
he  lives.  He  raises  more  mules  than  any 
other  farmer  in  Grenada  County  and  does 
other  things  on  a  big  scale. 

Mr.  Daily  declared  that  his  relations  with 
the  Illinois  Central  System  always  had  been 
most  friendly,  and  he  spoke  especially  of 
the  high  standard  maintained  by  the  em- 
ployees and  officials. 

"And  I  know  that  everybody  gets  ex- 
actly the  same  treatment  I  do,"  he  con- 
cluded. 

J.  C.  Perry,  who  was  born  in  Grenada 
seventy  years  ago  and  owns  2,000  acres  of 
farm  land,  also  is  a  bank  director  and  owner 
of  a.  cotton  seed  products  mill.  He  led  the 
interviewer  into  the  director's  room  of  the 
bank  and  declared  that  he  had  always  been 
pleased  with  the  service  received  from  the 
Illinois  Central  organization.  He  made  two 
trips  recently,  one  into  Canada,  another  to 
California. 

"I'll  tell  you,"  he  said,  "when  we  got  back 
to  Chicago  and  went  down  to  the  Twelfth 
Street  Station  and  saw  the  cars  with  the 
letters  'I.  C.'  on  them,  we  felt  like  we  were 
back  home  again." 

Mr.  Perry  discussed  the  difficulty  of  main- 
taining a  large  organization  in  which  every 
employee  should  reflect  the  spirit  of  the 
railroad — that  of  service  and  courtesy. 

"Christ  chose  twelve  picked  men  to  do 
his  work,  you  know,  and  one  of  them  failed," 
he  said. 

Speaking  of  Dairy  Campaign 
C.  C.  Provine  lives  on  his  farm  south  of 
Grenada.  He  is  a  modern  farmer.  He 
talked  mostly  of  the  dairy  campaign  put  on 
by  the  Illinois  Central  in  Mississippi.  He 
declared  that  it  was  a  worth-while  move- 
ment and  that  the  Illinois  Central  is  doing 
a  great  work  in  farm  development. 

Donald  G.  Ross,  living  south  of  Grenada, 
was  warmly  enthusiastic  over  the  Illinois 
Central.  He  spoke  of  the  courtesy  of  serv- 
ice and  especially  of  a  number  of  employees. 
The  campaign  for  diversified  farming,  in 
which  the  Illinois  Central  is  interested,  is  the 
hope  of  the  South,  he  declared. 

W.  A.  Campbell  is  manager  of  Glenwild 
Plantation,  a  magnificent  historic  farm 
which  recently  was  purchased  by  John  Bor- 
den  of  Chicago.  There  are  3,600  acres  and 
pure  bred  stock  will  be  raised.  Mr.  Camp- 
bell was  interviewed  at  the  old  Southern 
mansion,  which  is  now  being  restored.  He 


commended  especially  the  Illinois  Central 
spirit  of  progressiveness. 

S.  M.  Cain  owns  about  2,500  acres  of 
Grenada  County  farmland  and  is  a  general 
farmer.  He  declared  that  the  Illinois  Cen- 
tral's service  couldn't  be  better.  Mr.  Cain  is 
a  wide  traveler  and  he  declared  that  his  ex- 
perience justified  his  faith  in  the  Illinois 
Central  System — that  it  is  without  a  rival 
when  it  comes  to  rendering  efficient  service. 

J.  T.  Thomas,  president  of  the  Grenada 
Bank,  is  one  of  the  most  outstanding  of  the 
progressive  private  citizens  "of  Mississippi. 
He  is  interested  in  farming  and  discussed 
farm  conditions  in  the  South  with  the  inter- 
viewer. 

Mr.  Thomas  has  organized  a  community 
service  which  is  striving  to  make  better 
farm  homes  in  that  state.  Motion  pictures 
of  an  educational  nature  are  shown  through- 
out the  rural  sections,  while  competent  lec- 
turers explain  them.  A  number  of  years 
ago  Mr.  Thomas  took  the  lead  in  a  nymber 
of  farm  improvement  campaigns,  but  has 
given  these  up  to  build  upon  the  foundation 
institution — the  home.  The  Illinois  Central, 
by  the  way,  co-operates  with  his  educational 
campaign  whenever  the  illustrated  lectures 
are  given  in  territory  served  by  it  by  send- 
ing expert  lecturers  with  the  party. 

W.  R.  Baker  is  the  owner  of  Mt.  Lore 
Stock  Farm,  eight  miles  northwest  of  Gren- 
ada, a  place  of  2,000  acres  settled  by  his 
grandfather  in  1834.  He  praised  the  Illinois 
Central  warmly,  declaring  it  to  be  the  best 
railway  system  in  the  South. 

As  a  suggestion,  Mr.  Baker  raised  the 
question  of  demurrage  charges.  He  be- 
lieved that  farmers  living  a  distance  from 
their  shipping  center  should  be  given  an 
extension  of  the  free  time  allowed  for  un- 
loading and  loading  freight- 

K.  Mattingly,  living  five  miles  northwest 
of  Grenada,  is  another  member  of  the  county 
board  of  supervisors.  He  is  one  of  the 
largest  stock  shippers  of  Grenada  County, 
and  he  spoke  highly  of  the  treatment  re- 
ceived from  the  Illinois  Central,  and  espe- 
cially of  the  Grenada,  agent.  Train  service, 
he  declared,  could  be  no  better. 

W.  F.  Martin,  owner  of  Martindale  Stock 
Farm,  a  part  of  his  ownings  of  between 
2,500  and  3,000  acres  in  Grenada  County, 
was  interviewed  at  the  same  time  as  Mr. 
Mattingly,  his  brother-in-law.  Mr.  Martin 
suggested  that,  as  a  matter  of  accommoda- 
tion to  farmers,  freight  offices  be  kept  open 
during  the  noon  hour,  arranging  so  that  the 
clerks  have  different  lunch  hours. 

W.  M.  Mitchell,  who  has  800  acres  three 
miles  south  of  Grenada,  spoke  warmly  of  the 
Illinois  Central's  service  to  farmers. 

Dr.  James  H.  Spence,  owner  of  1,600 
acres  in  the  north  part  of  Grenada  County, 
also  was  found  to  be  a  warm  friend  of  the 
Illinois  Central.  Doctor  Spence  recently  lo- 
cated in  Grenada  County  from  Memphis. 
He  declared  the  Illinois  Central's  service  to 
be  first  class  in  every  respect. 


A  Brief  Sketch  of  Cherokee,  Iowa 

F.  W.  Johansen,  Supt.  City  Schools 


Cherokee,  Iowa,  a  city  with  a  population 
of  5,824,  is  located  on  the  main  line  of  the 
Illinois  Central  451  miles  west  of.  Chicago, 
and  about  half  way  between  Fort  Dodge 
and  Sioux  City.  In  addition  to  the  excel- 
lent transportation  facilities  east  and  west, 
branch  lines  of  the  I.  C.  extend  south  as 
far  as  Onawa,  Iowa,  and  north  as  far  as 
Sioux  Falls,  South  Dakota.  About  six  hun- 
dred families  that  reside  in  Cherokee  ob- 
tain their  support  through  various  depart- 
ments of  the  Illinois  Central  Railway.  Ex- 
tensive shops  and  yards,  and  freight  and 
passenger  depots,  as  well  as  other  railway 
offices  furnish  employment  for  these  men. 

Cherokee  is  located  practically  in  the  cen- 
ter of  northwest  Iowa,  which,  agriculturally 
speaking,  is  the  heart  of  the  world.  Rich 
farm  lands  which  are  surprisingly  produc- 
tive stretch  out  for  miles  in  all  directions 
throughout  northwest  Iowa.  Practically 
all  of  this  land  is  valued  at  at  least  $300.00 
an  acre  and  much  of  it  is  held  at  a  higher 
figure  than  this.  In  this  connection,  it  is 
interesting  to  note  that  earlier  this  year 
the  Saturday  Evening  Post  commented  edi- 
torially upon  the  fact  that  the  recent  in- 
crease in  farm  land  values  throughout  the 
Central  West  could  be  traced  to  the  in- 
creased values  which  developed  a  few  years 
ago  in  Cherokee  County,  Iowa. 

One   of  the   Most   Productive   Sections   on 

Illinois  Central  Line 

Cherokee  County,  of  which  the  city  of 
Cherokee  is  the  county  seat,  has  an  area 
of  576  square  miles.  An  immense  quantity 
of  farm  products  are  shipped  out  of  the 
county  and  likewise  heavy  shipments  of 
freight  are  received.  The  1920  census  re- 
turns show  the  following  figures  for  Chero- 
kee County: 

Number  of  Animals   Reported 

1.  Horses     14,754 

2.  Mules     546 

3.  Cattle    54,801 

4.  Sheep   4,986 

5.  Swine  113,940 

Principal  Crops 

Acres  Quantity 

Harvested  Harvested 

1.  Corn     115,279  5,587,202  bu. 

2.  Oats  80,895  3,880,849  bu. 

3.  Wheat  -•-     2,036  25,738  bu. 

4.  Hay     37,950  62,040  ton 

Farms  and  Farm  Acreage 

1.  Number    of    farms — 1,844. 

2.  Land  in  farms,   total   acres,  352,003. 

3.  Number  of  improved  acres,  306,883. 


4.  Value  of  farm  land  and  buildings, 
$106,227,692.00. 

Other  tabulations  which  help  to  show  the 
immense  agricultural  wealth  of  this  section 
have  been  obtained  from  state  reports  and 
give  the  following  additional  information 
with  regard  to  Cherokee  County. 

Number  of  automobiles  in  county,  4,225. 

Number  of  tractors,  293. 

Silage,  25,695  tons. 

Apples,  2,835  bushels. 

Poultry,  339,500. 

Dozens   of   eggs,   676,150. 

Barley,  2,042  acres. 

Potatoes,  2,473  acres. 

Pop  corn,  125  acres. 

A  great  business  through  this  section  of 
the  state  is  farming,  as  is  indicated  by  the 
above  statistics.  As  one  drives  through  the 
county,  the  well  improved  farms  with  their 
many  buildings,  the  extensive  use  made  of 
all  sorts  of  farm  machinery,  the  careful  cul- 
tivation of  all  of  the  land,  the  large  herds 
of  cattle  and  swine,  and  a  hundred  and  one 
similar  things  indicate  that  modern  scien- 
tific farming  is  to  be  found  at  its  best  in 
this  section  of  the  country.  A  county  farm 
bureau  which  has  a  membership  of  1,546, 
maintains  a  central  office  in  Cherokee.  A 
live  stock  breeders'  association  with  a  mem- 
bership of  over  eighty  takes  a  very  active 
interest  also  in  the  farming  activities  of 
the  county.  It  is  no  uncommon  thing  for 
Cherokee  farmers  to  bring  back  a  good 
many  prizes  from  the  State  Fair  and  even 
from  the  International  Stock  Show. 
A  Distributing  and  Manufacturing  Center 

Considering  the  fact  that  Cherokee  is  in 
the  heart  of  a  great  agricultural  region,  it 
is  a  great  distributing  center  for  this  en- 
tire section  because  of  the  splendid  railway 
facilities  in  all  directions,  and  because  it  is 
easily  accessible  by  automobile.  The  trade 
territory  for  many  of  the  retail  etablish- 
ments  extends  a  distance  of  thirty  and  more 
miles  in  all  directions.  This  trade  territory 
is  of  the  most  desirable  sort  because  of  the 
immense  buying  power  of  all  classes  of 
people  in  this  section. 

Cherokee  offers  opportunity  also  as  a  dis- 
tributing center  for  wholesalers.  The  city 
is  located  in  one  of  the  best  markets  to 
be  found  anywhere.  The  Sachse-Bunn 
Company,  which  deals  in  threshermen  sup- 
plies, has  its  home  office  in  Cherokee  and 
other  branch  offices  at  convenient  points 
through  the  section,  among  them  being  one 
at  Sioux  City.  Cherokee  is  developing 
rapidly  also  as  a  center  for  the  distribution 
of  tractors  and  automobiles. 


12 


ILLINOIS  CENTRAL  MAGAZINE 


Many  opportunities  are  offered  in  Chero- 
kee to  the  manufacturer  because  of  conveni- 
ent transportation  facilities  and  because  of 
comfortable  living  conditions  for  labor.  For 
the  small  manufactuijer,  cheap  electric 
power  can  be  had,  as  M:he  Cherokee  Elec- 
tric Company  is  equipped  with  Diesel  oil' 
burning  engines  and  can  deliver,  a  large 
amount  of  power.  There  is  practically  an 
inexhaustible'  supply  of  water  which  can 
be  had  from  both  shallow  and  deep  wells 
as  well  as  from  the  Little  Sioux  River,  if 
necessary.  The  Caswell  Manufacturing 


municipality  owns  the  system  of  water 
works,  and  a  private  company  owns  a 
gas  plant  which  supplies  the  city.  The 
downtown  section  has  a  complete  electrolier 
system.  Company  "I"  of  the  Fourth  Iowa 
Infantry,  U.  S.  N.  G.,  of  Iowa,  is  com- 
fortably housed  in  an  armory.  A  public 
library  building  is  conveniently  located  near 
the  center  of  the  town. 

Cherokee  has  many  beautiful  church  edi- 
fices. The  following  Protestant  denomina- 
tions have  erected  buildings  in  Cherokee: 
Presbyterian,  Methodist  Episcopal,  Bap- 


Company  is  located  in  Cherokee,  and  has  a 
market  in  all  parts  of  the  country  for  its 
tractor  accessories  and  its  belt  guide.  Trac- 
tor hitches  for  the  binder,  plow,  and  corn 
picker,  as  well  as  a  steering  device  for  a 
tractor  are  put  on  the  market  by  this  com- 
pany. The  Wilson  Hose  Supporters  are 
manufactured  in  Cherokee.  A  well  driller 
which  is  widely  used  is  also  put  on  the 
market  by  the  Cherokee  Manufacturing 
Company. 

The  City  Has  Many  Improvements 
There   are   some   twelve   miles   of  paving 
in  Cherokee,  a  little  over  one-third  of  which 
was  laid   during  the   season   of  1920.     The 


list,  Congregational,  Christian  and  Lutheran. 
A  new  Catholic  church  was  erected  in  1907. 
In  addition,  splendid  buildings  have  been 
erected  on  the  same  block  for  the  Immacu- 
late Conception  parochial  school,  and  for 
the  academy  which  is  managed  by  the  Serv- 
ants of  Mary.  The  academy  provides  a 
home  for  out-of-town  girls  and  in  its 
courses,  follows  as  closely  as  possible  the 
course  of  study  for  accredited  high  schools 
of  the  state  of  Iowa.  Special  opportunities 
are  offered  for  training  in  music  and  art, 
in  the  languages,  in  needle-work  and  do- 
mestic science,  and  in  commercial  work. 
This  building  in  Cherokee  is  also  the  Mother 


ILLINOIS  CENTRAL  MAGAZINE 


15 


House  for  all  of  the  Servants  of  Mary  in 
any  of  the  missions  throughout  the  United 
States.  The  parochial  school  enrolls  about 
150  pupils,  and  is  under  the  direction  of 
the  Servants  of  Mary. 

Both  the  Y.  W.  C.  A.  and  Y.  M.  C.  A. 
maintain  organizations  with  paid  secretar- 
ies. Recently  an  estate  valued  at  approxi- 
mately $100,000  was  left  the  Y.  M.  C.  A.  and 
in  the  near  future  a  new  comfortable  Y.  M. 
C.  A.  building  will  be  erected. 

In  addition  to  the  Cherokee  State  Hos- 
pital mentioned  elsewhere  in  this  article,  a 
large  modern  hospital  building  has  been 


trained  for  the  particular  positions  which 
they  are  to  fill.  Grade  teachers  are  gradu- 
ates of  a  normal  schqol,  and  in  addition, 
have  had  successful  teaching  experience.  In 
a  similar  way,  the  high  school  teachers  are 
college  or  university  graduates  who  are 
especially  trained  for  the  positions  which 
they  hold.  Four  buildings  are  used  by  the 
system  of  schools,  three  for  grade  purposes 
and  one  for  high  school  work.  The  Wilson 
high  school  building  was  erected  in  1916, 
and  is  a  splendid  modern  fire-proof  build- 
ing, providing  for  all  departments  of  high 
school  work.  The  grade  buildings  are  mod- 


erected  by  the  Sioux  Valley  Hospital  As- 
sociation. This  hospital  is  rated  as  one 
of  the  best  throughout  this  section  of  the 
country.  A  hopital  for  the  treatment  of 
cancer  patients  is  maintained  also  by  Doc- 
tor Seaman. 

The  Public  School  System 
The  Cherokee  public  school  system  is  as 
highly  accredited  as  any  system  in  the 
state.  At  present  there  are  some  forty-five 
teachers  and  supervisors  in  the  system,  and 
a  few  over  a  thousand  pupils.  In  electing 
teachers  for  the  system  of  schools  it  has 
been  a  policy  of  the  board  of  education  to 
secure  only  such  teachers  as  are  especially 


ern  in  their  improvements,  and  conveniently 
house  all  of  the  grade  children.  There  are 
about  thirty  children  in  the  average  grade 
room. 

The  Lincoln  building,  which  is  centrally 
located,  conveniently  houses  the  Grammar 
department  which  is  made  up  of  all  of  the 
seventh  and  eighth  grade  children  in  the 
city.  The  department  has  a  large  assembly 
room  of  its  own,  and  sufficient  recitation 
rooms  to  let  the  work  be  carried  on  con- 
veniently. It  is  close  enough  to  the  high 
school  building  so  that  these  pupils  have 
the  opportunity  to  do  work  in  the  home 
economics  department,  the  manual  training 


16 


ILLINOIS  CENTRAL  MAGAZINE 


department,  and  the  gymnasium.  The 
school  nurse,  who  looks  after  all  of  the 
children  in  the  entire  system,  has  her  office 
also  located  in  the  Lincoln  building. 

Another  feature  in  connection  with  the 
grade  work,  is  the  fact  that  the  Cherokee 
schools  have  been  selected  by  the  Iowa 
State  Teachers'  College  as  one  of  two  sys- 
tems in  the  state  to  co-operate  with  them 
in  connection  with  student  teacher  work. 
Three  faculty  members  from  that  institu- 
tion, and  from  twelve  to  eighteen  senior 
girls  in  the  primary  course,  work  through 


are  segregated  into  two  groups — one  group 
being  prepared  for  stenographic  positions, 
and  another  group  made  up  mainly  of  boys, 
who  take  up  a  business  course.  A  normal 
training  course  is  also  open  to  Junior  and 
Senior  students.  Pupils  graduating  from 
this  course  are  prepared  to  take  positions 
in  rural  schools,  and  graduation  from  the 
course  gives  a  certificate  to  the  student 
which  is  a  valid  license  to  teach.  Physical 
training  instructors  are  provided  for  both 
the  boys  and  girls,  and  a  large  gymnasium 
is  in  constant  use.  Athletic  activities  are 


the  primary  department  of  the  Cherokee 
schools.  These  student  teachers  act  as 
assistants  to  regular  room  teachers  and  in 
this  way  contant  supervision  is  provided  for 
practically  all  of  the  children  in  the  pri- 
mary grades.  Results  are  obtained  in  these 
grades  because  of  this  work  which  the 
average  school  system  has  no  opportunity 
to  bring  about. 

Various  courses  are  offered  to  the  stud- 
ents who  enter  the  high  school.  In  the 
regular  work,  complete  courses  in  history, 
English,  science,  French,  Latin,  mathe- 
matics, and  similar  subjects  are  offered. 
Two-year  courses  are  offered  in  the  home 
economics  department,  and  in  the  industrial 
work.  A  strong  Commercial  course  is  also 
provided.  In  this  department  the  pupils 


easily  encouraged  because  of  the  fine  facili- 
ties for  carrying  on  this  work.  In  general 
it  is  felt  that  the  needs  of  pupils  are  more 
fully  looked  after  in  the  system  than  is 
usually  the  case  in  other  cities. 

The  Cherokee  State  Hospital 
The  Cherokee  State  Hospital  situated  on 
the  Illinois  Central  at  Cherokee  is  the  lat- 
est and  most  modern  state  hospital  in  Iowa. 
The  buildings  are  of  modern  fireproof  con- 
struction throughout  and  consist  of  one 
main  building,  a  separate  psychopathic  hos- 
pital, a  separate  hospital  for  tubercular 
patients  and  a  cottage  for  farm  workers. 
It  serves  the  north-west  counties  of  Iowa. 
The  grounds  including  farm,  garden,  lawns 
and  golf  course  contain  a  thousand  acres. 
The  capacity  in  all  departments  is  1,150 


ILLINOIS  CENTRAL  MAGAZINE 


17 


beds.  The  medical  staff  consists  of  one 
superintendent,  four  assistant  physicians, 
one  woman  physician  and  one  pathologist. 
Major  George  Donohue  is  in  charge  of  the 
institution. 

Each  patient  is  examined  mentally,  phys- 
ically and  neurologically  and  the  reports  of 
each .  examination  are  presented  with  the 
patient  before  the  complete  staff.  During 
the  last  year  there  were  admitted  180  men 
and  114  women,  of  these,  32  men  and  33 
women  were  discharged  as  recovered.  There 
were  also  56  men  and  50  women  that  made 


competition.  It  is  the  best  herd  owned  by 
the  state  and  has  an  average  yearly  pro- 
duction of  10,000  pounds  of  milk  per  cow. 
A  rather  unique  piece  of  work  was  the 
building  of  a  mile  and  a  quarter  switch 
track  from  the  main  line  to  the  hospital, 
involving  the  moving  of  150,000  yards  of 
dirt,  a  bridge  over  a  creek  and  a  concrete 
viaduct.  This  was  all  done  by  patient  labor 
even  to  the  foreman's  services  who  was  a 
patient.  The  amount  of  work  each  patient 
was  allowed  to  do  was  determined  by  his 
ward  physician. 


sufficient  improvement  to  warrant  them  be- 
ing returned  home  where  it  is  to  be  be- 
lieved that  they  will  complete  their  re- 
covery. The  percentage  of  recovery  is  ap- 
proximately 20  per  cent.  No  mechanical 
restraint  in  the  care  of  patients  is  allowed, 
no  camisoles,  restraint  sheets,  straps  or 
cribs  are  needed  since  the  inauguration  of 
hydrotherapy  and  occupational  diversion. 

Able-bodied  patients  are  required  to  work 
as  a  therapeutic  measure  and  the  farm  and 
garden  take  the  time  of  over  500  patients. 
The  hospital  has  a  herd  of  registered  Hol- 
stein-Fresian  cattle  which  won  three  places 
at  the  1920  Iowa  State  Fair  against  strong 


The  support  of  the  institution  is  derived 
from  charging  to  the  counties  in  which 
patients  have  a  legal  residence  the  sum  of 
$24  per  month.  The  total  expenditures  dur- 
ing the  last  year  were  $397,165.38,  the  larg- 
est single  item  being  that  of  wages  amount- 
ing to  $73,139.74.  It  would  have  been  im- 
possible to  run  the  institution  on  such  a 
moderate  expenditure  if  it  were  not  for  the 
fact  that  the  farm  and  garden  turned  in 
$157,927.77  worth  of  supplies. 

A  City  of  Beautiful  Homes 

Because  Cherokee  is  located  in  such  a 
favorable  section  of  the  country,  the  peo- 
ple are  able  to  afford  comfortable  modern 


ILLINOIS  CENTRAL  MAGAZINE 


19 


State  Hospttal , 
Cherokee    la. 


homes.  It  is  noted  for  being  a  city  with 
beautiful  residence  sections.  Because  of  its 
location  in  the  valley  of  the  Little  Sioux 
River,  the  residence  section  is  hilly  enough 
to  give  it  added  beauty.  With  all  the  shade 
streets  and  well  kept  lawns  and  houses,  there 


are  many  show  places  in  the  city.  Because  of 
her  business  opportunities,  her  system  of 
schools,  her  churches,  and  her  homes,  and 
her  neighborliness,  Cherokee  is  in  many 
ways  an  ideal  American  city  in  which  to 
live. 


LIC      9PIN19N 


What  the 


A    GREAT    RAILROAD    PRESIDENT 

One  of  the  really  great  men  of  this  coun- 
try, now  fully  proved  by  his  popular  and 
highly  successful  administration  of  one  of 
the  greatest  railroad  systems  in  the  world 
— the  Illinois  Central — is  President  C.  H. 
Markham. 

Markham's  work  in  reconstructing  the  I. 
C.  Railroads,  following  their  surrender  by 
the  government  of  the  United  States,  paral- 
lels the  stupendous  task  of  Alexander  Ham- 
ilton in  devising  our  present  national  sys- 
tem of  raising  government  revenues  and, 
of  the  former  it  might  not  inaptly  be  said: 
"He  breathed  into  the  debilitated  body  of 
public  railroad  service  and  it  sprang  for- 
ward with  quickened  life;  he  smote  the 
famished  budgets  of  transportation,  and  in- 
creased revenues  and  reviving  public  con- 
fidence came  to  his  aid." 

Accepting  as  axiomatic  the  statement  that 
the  only  reason  for  the  existence  of  a  rail- 
road is  the  public  service  which  it  may 
render,  and  inviting  constructive  criticism 
and  suggestions,  President  Markham  has 
developed  for  the  Illinois  Central  Railroads 
a  new  era,  a  golden  age  of  rail  transporta- 
tion service,  in  which  the  public  is  taken 
into  partnership  with  this  heretofore  so- 
called,  "soulless  corporation." 

The  Markham  policy  is  impressed  upon 
all  I.  C.  R.  R.  employes  from  the  highest 
to  the  lowest.  Courtesy,  efficiency,  serv- 
ice, is  the  standing  order  that  must  be 
obeyed. 

As  a  first  result  the  attitude  of  the  pub- 
lic toward  the  Illinois  Central  Railroad  Co., 
has  undergone  a  wonderful  change.  The 
people  realize  that  friendliness  and  co- 
operation between  them  and  this  great  pub- 
lic service  company  is  good  for  both  also, 
that  increased  service  is  entitled  to  in- 
creased compensation. 

President  Markham  has  brought  this 
change  about,  not  only  by  his  wise  and 
progressive  campaign  of  publicity,  largely 
through  the  country  press  but,  in  a  larger 
measure,  by  doing  things  which  stamped 
his  management  with  the  imprint  of  real 
honest  constructive  efforts  in  improvement? 


World  thinks 


L_J 


in  which  the  public  shared. 

Increased  revenues  in  passenger  and 
freight  tariffs  have  not  meant  increased  sal- 
aries and  dividends  to  stockholders  and 
officers  of  the  Illinois  Central  Railroad  Co., 
but,  have  meant  instead,  increased  expendi- 
tures for  equipment  for  these  railroads. 

Quoting  from  a  recent  announcement  of 
the  I.  C.  R.  R.  1920  bill  for  new  equipment, 
the  total  appropriation  is  given  at  $27,109,- 
768  to  be  expended  for  locomotives,  coal 
cars,  refrigerator  cars,  stock  cars,  box  cars, 
flat  cars,  suburban  coaches,  compartment 
coaches,  baggage  cars,  dining  cars  and  ca- 
boose cars,  which  new  equipment  is  being 
continuously  received. 

President  Markham  is  the  greatest  rail- 
road president  of  this  new  and  reconstruc- 
tive age  because  he  builds  upon  the  great- 
est of  all  foundations  in  business — Service 
to  the  people. 

A.    D.    McCALLEN. 

Newton  (111.)  Mentor,  November  25,  1920. 


A  HIGH  COMPLIMENT 

An  average  of  83  miles  per  day  on  all 
tank  cars  was  made  on  the  Illinois  Central 
Railroad  in  the  month  of  July.  The  average 
mileage  for  cars  of  all  classes  was  44.21  miles. 

We  congratulate  the  Illinois  Central  and  its 
patrons.  This  season,  owing  to  the  prevail- 
ing shortage  of  petroleum  and  its  products, 
the  prompt  movement  of  tank  cars  means 
more  than  ever  before,  and  it  is  our  pleasure 
to  bring  to  the  attention  of  the  industry  the 
service  performed  by  the  Illinois  Central. 

N.  B.  (for  railroads).— The  Bulletin  will 
never  carry  any  paid  advertising,  but  if  there 
are  any  railroads  which  would  like  a  little  free 
advertising  they  will  doubtless  get  it  if  they 
do  as  well  as  the  Illinois  Central. — The  Oil 
and  Gas  Journal. 


THE  NEW  VIEWPOINT 

We  truly  believe  that  the  railroads  of  this 
country  are  making  an  honest  effort  to  give 
the  people  some  kind  of  service,  after  being 
almost  paralyzed  for  over  two  years  with  in- 


20 


ILLINOIS  CENTRAL  MAGAZINE 


21 


efficient  government  control.  Our  own  Illi- 
nois Central  has  mapped  out  an  expenditure 
of  over  twenty-seven  million  dollars  for  new 
equipment,  in  the  immediate  future.  It  has 
ever  been  the  policy  of  every  peanut  politician 
running  for  office  to  get  out  and  cry  "down 
with  the  railroads,  they  are  robbing  the  peo- 
ple," but  just  the  same,  the  railroads  are  the 
mainstay  of  this  great  country  of  ours,  which 
was  only  too  well  demonstrated  in  the  late 
world  war.  The  day  of  sand-bagging  legiti- 
mate capital  and  enterprising  corporations  is 
drawing  to  a  close  in  this  country.  The  rail- 
roads are  the  great  arteries  of  all  our  com- 
merce and  should  be  encouraged  instead  of 
demoralized  by  unjust  legislation  and  hind- 
rances which  detract  from  their  development 
and  expansion.  Without  the  railroads  we 
would  be  in  a  sorry  plight  in  our  onward 
march  in  this  great  country. — Farley  (Iowa) 
Advertiser,  November  16,  1920. 


A  FORWARD  MOVEMENT 

After  more  than  two  years  of  destructive 
governmental  operation,  the  railroads  were 
returned  to  private  control  on  March  1,  1920. 
The  railroads  had  made  no  progress  in  the 
forward  movement  of  the  times  during  fed- 
eral control  and  are  now  seeking  to  rehabili- 
tate their  properties  and  get  in  condition  to 
solve  one  of  the  greatest  problems  confront- 
ing the  business  interests  of  the  country — the 
question  of  adequate  transportation. 

The  recent  announcement  by  President 
Markham  of  the  Illinois  Central,  of  the  pur- 
chase of  new  equipment  consisting  of  loco- 
motives and  cars  to  the  extent  of  $27,000,000 
indicates  a  great  step  in  the  right  direction. 

Mainly  through  the  attitude  of  President 
Markham  and  the  officers  and  employes  of 
the  Illinois  Central,  their  railroad  occupies 
a  good  position  in  the  estimation  of  its  pa- 
trons. No  railroad  in  Iowa  affords  better 
service  and  no  other  railroad  is  more  ready 
to  meet  the  people  in  neighborly  fashion. 
This  is  as  it  should  be;  the  railroad  is  simply 
a  great  business  enterprise  and  its  interests 
and  those  of  the  communities  served  by  it 
are  mutual  and  identical. 

The  action  of  President  Markham  in  taking 
the  public  into  confidence  and  advising  as  to 
the  aims,  activities  and  aspirations  of  his  rail- 
road marks  a  departure  from  the  traditional 
policy  of  railroad  executives  and  it  must  be 
evident  to  the  heads  of  railroads  in  this  coun- 
try that  an  individual  has  appeared  among 
them. — The  Messenger  and  Chronicle,  Ft. 
Dodge,  la.,  November  5,  1920. 


consider  what  that  order  means  in  a  material 
way  and  what  is  its  real  significance.  It  means 
this  great  transportation  system  has  turned  its 
face  to  the  future  and  ordered  full  speed 
ahead.  That  railway  believes  in  America,  has 
faith  in  the  soundness  of  underlying  condi- 
tions, feels  safe  in  making  an  unusual  ex- 
penditure for  additional  equipment  that  it 
may  better  serve  the  public,  better  meet  its 
responsibilities,  better  make  its  contribution  to 
the  progress  of  the  country.  It  knows  the 
need  of  better  and  larger  equipment,  knows 
the  value  to  the  country  of  quicker  transpor- 
tation next  year  and  in  the  years  to  follow. 
This  road  knows  the  war  held  back  the  work 
of  betterment,  of  development,  of  progress. 
It  is  fully-  aware  the  railways  are  years  be- 
hind the  times  in  equipment  and  consequently 
in  service  rendered.  It  intends  to  make  an 
extra  effort  to  get  up  closer  to  a  point  where 
it  meets  normal  requirements. 

That  order  will  stir  the  equipment  com- 
panies, will  arouse  other  railway  systems,  will 
beget  other  orders,  because  no  live  railway 
wants  its  orders  at  the  tail  of  the  list.  That 
order  stirs  the  labor  market,  insures  months 
of  continuous  employment  to  large  numbers 
of  skilled  and  unskilled  men  in  many  lines. 
It  calls  for  iron  ore,  stirs  the  furnaces,  de- 
mands coal,  calls  for  all  the  long  list  of  ma- 
terials that  are  included  in  the  equipment  or- 
dered. Better  than  all  else,  it  sounds  the  note 
of  confidence  and  progress.  It  inspires  con- 
fidence for  today  and  begets  confidence  in  to- 
morrow. This  is  a  good  time  for  the  world 
of  business  to  face  to  the  front  and  start 
ahead.  It's  a  good  time  for  the  individual 
to  do  the  same.  This  country  is  all  right. 
World  trade  is  being  resumed.  Home  trade 
is  sound  and  will  be  better  as  we  contribute. 
Let  everyone  do  his  share,  as  the  Illinois  Cen- 
tral did,  and  full  speed  ahead  will  be  real- 
ized quickly. — Ohio  State  Journal,  Columbus, 
Ohio,  November  3,  1920. 


FULL  SPEED  AHEAD 

Possibly  you  may  have  overlooked  the  little 
story  printed  recently  that  the  Illinois  Central 
Railway  had  placed  orders  for  equipment 
amounting  to  more  than  $27,000,000.  If  you 
did  it  might  be  well  to  stop  for  a  moment  to 


RAILROAD  PROSPERITY 

Railroads  are  not  yet  earning  amounts  ex- 
pected to  accrue  from  the  rate  increases 
granted  by  the  Interstate  Commerce  Commis- 
sion, according  to  a  study  of  operating  sta- 
tistics made  by  the  bureau  of  railway  econo- 
mics and  issued  through  the  Railway  Exec- 
utive Association. 

During  September  the  first  month  for  which 
practically  complete  statistics  on  the  new  ba- 
sis are  available,  the  Association  said,  the 
net  income  of  207  railroads  fell  $29,543,000  or 
26.9  per  cent  short  of  the  amount  necessary 
to  give  them  a  six  per  cent  return  on  the 
valuation  placed  on  the  property  used  for 
transportation  purposes.  This,  however,  might 
be  due  in  part,  the  statement  added,  to  the 
fact  that  a  considerable  amount  of  traffic  dur- 
ing the  month  was  charged  for  at  the  old 
rates  either  because  it  started  before  the 
new  rates  were  inaugurated  or  passed  through 


22 


ILLINOIS  CENTRAL  MAGAZINE 


some  of  the  territory  in  the  states  where  state 
commissions  have  suspended  in  whole  or  in 
part  the  increases  granted  by  the  federal  body. 

This  does  not  exactly  jibe  up  with  state- 
ment of  President  C.  H.  Markham,  made  in 
this  city  Wednesday  night,  while  on  an  in- 
spection of  the  properties  of  the  Illinois  Cen- 
tral railroad  company.  President  Markham 
said  that  his  road  was  doing  the  greatest  coal 
hauling  business  it  had  ever  done  in  its  his- 
tory; that  October  had  broke  all  records  and 
that  indications  pointed  to  November  even 
exceeding  October. 

He  did  say,  however,  that  other  lines  of  ton- 
nage were  not  quite  up  to  pre-war  conditions. 
This  depression  in  business  he  regards  as  only 
temporary,  and  he  believed  that  we  were  on 
an  era  of  a  greater  business  development  and 
that  it  could  not  long  be  delayed. 

President  Markham  is  of  the  type  of  men 
who  make  business.  Instead  of  looking  for 
trouble,  he  goes  about  spreading  optimism  in 
his  wake,  preaching  good  times,  leading  people 
to  expect  them,  and  consequently  reaps  his 
share  of  prosperity.  The  Illinois  Central  is 
one  of  the  greatest  railroad  systems  of  the 
entire  country;  a  leader  in  the  South,  and  a 
barometer  of  business  conditions  that  has 
never  yet  failed.  Whenever  the  Illinois  Cen- 
tral reports  "business  good,"  it  may  be  taken 
to  mean  that  not  only  is  the  company  prosper- 
ing but  that  the  country  through  which  its  road 
runs  is  in  the  same  condition,  for  what  makes 
business  for  the  one,  counts  for  the  welfare 
of  the  other. 

The  Illinois  Central  recognizing  this  fact 
keeps  an  eye  upon  the  territory  which  it  serves 
and  is  constantly  promoting  movements  of 
development  and  upbuilding  that  makes  for 
the  prosperity  of  the  people  and  adds  volumes 
of  business  to  its  already  immense  revenues. — 
Jackson  (Miss.)  Clarion-Ledger,  November 
19,  1920. 

A  STORY  ABOUT  US 

Miss  Mary  Walters,  a  reporter  for  the  Chi- 
cago Journal,  recently  made  an  experiment 
on  the  treatment  a  country  girl,  coming  to  the 
city,  receives  at  the  hands  of  strangers.  Her 
story  of  the  experiment  was  published  in  The 
Journal,  November  17  and  excerpts  of  it  are 
interesting  to  readers  of  these  columns,  in 
that  she  made  her  entrance  to  the  city  through 
the  Illinois  Central  Station  at  Twelfth  Street. 
The  article  follows : 


All  my  life  I  have  wondered  how  it  feels 
to  be  a  poor  and  friendless  girl  from  the 
country  coming  to  Chicago  in  search  of  work. 

So,  a  couple  of  weeks  ago,  in  my  old  1910 
model  suit,  wearing  a  hat  that  had  been  "the 
thing"  when  Merry  Widows  were  in  style,  I 
came  into  the  city  by  way  of  the  Twelfth 
Street  station  to  find  out. 

I  was  still  reminding  myself  that  I  was 
Mary  Walters,  late  of  Mattoon,  111.,  and  a 


poor,  lone  girl  fresh  from  the  farm  when  I 
reached  the  waiting  room.  I  stopped  there, 
selected  a  seat  that  was  nice  and  conspicuous 
and  waited  for  my  first  insult.  So  I  waited 
— and  waited — and  waited.  But  the  crowds 
kept  pushing  past  me  with  no  one  so  much 
as  glancing  my  direction. 

I  sat  there  almost  an  hour,  and  was  just 
becoming  hopelessly  disheartened  and  miser- 
able when  I  remembered  it  was  breakfast 
time  and  that  no  doubt  everyone  was  eating. 

I  made  my  way  to  the  lunchroom.  As  I 
found  a  seat  along  the  counter  and  settled 
my  cotton  umbrella  and  straw  suitcase  along- 
side, a  couple  of  haughty  stenogs,  eyeing  me, 
commenced  to  laugh. 

"You  can  almost  pick  the  seed  off  o'  her, 
can't  you,  Nell?"  one  said. 

"I'll  say  you  can,"  agreed  the  other. 

By  that  time  I  was  so  depressed  that  I  had 
only  voice  enough  to  order  rolls  and  coffee. 
But  when  I  had  finished  I  felt  revived  enough 
to  ask  the  waitress  for  some  dope  on  jobs  and 
a  room. 

"You've  spotted  the  wrong  party,  girlie," 
she"  began,,  glancing  up  from  where  she  sort- 
ed doughnuts  onto  small  white  plates  only  long 
enough  to  throw  a  withering  glance.  "It's  my 
policy  to ."  Someone  down  the  line  want- 
ed another  cup  of  coffee.  "Anyway  they's  no 
call  for  layin'  by  idle,"  she  called  back  as  she 
went  to  fill  his  order.  "They's  work  for  every- 
body." 

The  woman  at  the  desk  where  I  paid  my 
breakfast  bill  dismissed  my  future  with  a 
half-hearted  nod  toward  the  Young  Woman's 
Christian  Association  building,  visible  through 
the  windows. 

When  I  wandered  back  to  the  general  wait- 
room,  1  was  not  in  a  much  merrier  mood 
than  when  I  had  left,  when  a  gorgeous,  brass- 
buttoned  officer  of  the  law  loomed  ahead. 
Surely,  I  told  myself,  he  can  help  me. 

"Sir,"  I  began,  real  respectfully,  "can  you 
tell  me  where  I  can  find  a  room  and  a  job?" 

He  scrutinized  me  for  one  awful  moment. 

"How  old  are  you?"  he  snapped.  "Where 
do  you  come  from?  What  did  you  come  for? 
Any  parents  ?  When  did  you  get  here  ?  What 
are  you  going  to  do?  Any  job?" 

"I  come  from  Mattoon,"  I  began  weakly 
after  what  seemed  an  eternity's  pause. 

"From  Mattoon,"  he  interrupted,  consulting 
his  watch.  "That's  funny.  First  train  from 
Mattoon  isn't  due  for  half  an  hour."  And 
motioning  me  to  follow,  he  led  me  toward 
the  ladies'  waiting  room. 

"She  says  she  wants  a  room  and  work," 
he  said  to  the  matron.  "Take  care  of  her, 
and  if  you  need  me " 

The  matron  found  me  as  much  a  burden 
as  the  policeman,  and,  like  him,  she  decided 
to  pass  the  buck. 

"You  should  see  the  Traveler's  Aid  wom- 
an," she  finally  decided.  "She  knows  every- 
thing." Then,  indicating  a  seat  along  the 


ILLINOIS  CENTRAL  MAGAZINE 


23 


bench  and  handing  me  the  picture  supplement 
of  some  western  paper,  she  went  off  to  find 
her. 

Miss  Gleason,  the  Traveler's  Aid  represent- 
ative, was  very  kind.  Placing  her  chair  be- 
side mine,  she  proceeded  to  draw  me  out  on 
the  sad  story  of  my  life.  Her  sympathetic 
questioning  unloosed  my  tongue,  and  my  life's 
history  became  more  tragic  than  even  I  had 
planned. 

"You  had  better  go  over  to  the  Woman's 
Church  Federation  Protectorate,"  she  began 
briskly.  "They  will  not  only  find  you  a  nice 
room,"  she  hesitated,  watching  the  'effect  of 
her  words  upon  me.  "But  they  will  find  you 
a  position,  too. 

"Maybe,"  she  hesitated  in  the  midst  of  the 
instructions  on  how  to  get  there  that  she  was 
writing  for  me.  "Maybe  I  would  better  take 
you  there  myself.  All  these  stories  your  hear 
about  the  dangers  of  a  city  are  just  about 
true.  Being  a  young  girl  and  a  stranger, 
something  might  happen." 

After  being  duly,  not  to  mention  safely, 
delivered  by  Miss  Gleason,  interviewed,  ques- 
tioned to  a  turn  and  my  replies  duly  recorded, 
the  Woman's  Church  Federation  Protector- 
ate started  to  find  me  work.  The  third  tele- 
phone call  to  an  employer  found  a  vacancy. 

My  employer  acted  as  if  there  was  a  real 
"me"  inside  that  awful  garb.  But  he,  too,  had 
to  ask  his  questions,  and,  record  his  informa- 
tion. When  I  told  him  1  was  from  Mattoon 
he  almost  shouted. 

"From  Mattoon,"  he  repeated,  beaming  ex- 
pansively. "Why  I  come  from  twenty  miles 
north  of  there  myself.  Did  you  know 
the " 

I  shivered.  The  only  people  I  felt  must  live 
there  were  some  Smiths. 

But  my  employer  did  not  question  me  too 
far. 

"I  can  only  start  you  at  $75  a  month,"  he 
apologized.  "But  just  as  soon  as  you  show 
you  can  do  the  work,  I'll  give  you  more." 

Back  at  the  Protectorate  a  jubilee  was  held 
over  my  success.  The  interviewer  went  to 
work  in  earnest  to  find  me  a  room. 

The  Y.  W.  C.  A.'s  could  house  me  tem- 
porarily. Eleanor  club  No.  1  could  give  me 
a  room  until  Saturday.  The  Esther  and 
Marianna  clubs  had  waiting  lists.  Finally 
Eleanor  club  No.  5  agreed  to  let  me  have 
their  one  vacant  dormitory  bed  with  board 
for  $5.75  a  week,  providing  that  when  a  room 
was  vacant — which  with  board  would  cost  me 
about  $8 — I  would  take  it.  The  cheaper  ac- 
commodations, they  explained,  were  for  girls 
earning  less  than  I. 

With  Mary  Walters  put  to  work  and  safe- 
ly housed,  my  day's  work  was  over. 

"How  much  do  I  owe  you  for  all  this?"  I 
began,  making  a  weak  movement  toward  my 
purse  as  I  started  toward  the  elevator. 

"Not  a   thing,"   the   interviewer  interrupted. 


SOUTHERN  POLITICS 

Lay  the  jest  about  the  julep  on  the  camphor 

balls  at  last, 
For  the  miracle  has  happened  and  the  olden 

days  are  past. 
That  which  made  Milwaukee  famous  does  not 

foam  in  Tennessee, 
And  the  lid  on  old  Missouri  is  as  tight  locked 

as  can  be; 
For  the  eggnog  now  is  nogless  and  the  rye 

has  gone  awry, 
And  the  punch  bowl  holds  carnations  ,and  the 

South,  "By  Gawd,   Sir's  dry." 

By  the  still  side  on  the  hill  side  in  Kentucky 

all  is  still. 
For  the  old  damp  refreshments  must  be  dipped 

up  from- the  rill. 
N'th    C'.lina's    stately   ruler   gives    his    "Cola" 

glass  a  shove, 
And    discusses    local    option    with    the    South 

C'lina  Gov. 
For  the  mint  beds   make  a  pasture  and  the 

corkscrew  hangeth  high, 
And  the  cocktail  glass  is  dusty  and  the  South 

"By  Gawd,  Sir's  dry." 

All  the  night  caps  now  have  tassels  and  are 
worn  upon  the  head, 

Not  the  nightcaps  that  were  taken  when  no- 
body went  to  bed ; 

When  the  Colonel  and  the  Major  and  the 
Gen'l  and  the  Judge 

Meet  to  have  a  little  nip  to  give  their  appe- 
tites an  edge. 

Now  each  can  walk  a  chalk-line  when  the 
stars  are  in  the  sky, 

For  the  fizz  glass  now  is  fizzless  and  the 
South',  "By  Gawd,  Sir's  dry." 

Though   she   still   has  pretty  women  and  her 

horses  still  are  fast, 
"Old  Kentucky's"  crowning  glory  is  a  memory 

of  the  past; 
Now    the   partisans    of   "straight  goods"   and 

the  "rectified"  speak  well, 
For   what's   the   use    of    scrapping   when   the 

business  goes  to  h — ? 
In  those  lovely  tassled  cornfields  all  the  crows 

are   living  high, 
Each  distillery's  a  graveyard,   for  the  South, 

"By  Gawd,  Sir's  dry." 

— Central  Law  Journal. 


YAZOO  BOTTOMS 

A  description  of  the  Mississippi  Delta  coun- 
try, through  which  the  Yazoo  &  Mississipi 
Valley  Railroad  is  interlaced,  is  given  in  the 
following  lines,  published  as  an  editorial  in 
the  Chicago  Daily  News,  November  18.  They 
will  be  especially  interesting  to  those  who  are 
acquainted  with  the  subject: 

"When  one  speaks  of  especially  fertile  dis- 
tricts of  the  United  States  one  naturally  men- 
tions the  Yazoo  valley. 


24 


ILLINOIS  CENTRAL  MAGAZINE 


"Yazoo  brings  to  mind  black  bottom  lands, 
tall  cotton  and  the  soft  speech  of  Dixie.  The 
sallow  stream  slides  in  lazy  loops  across  the 
western  part  of  Mississippi  and  joins  the  great 
river  at  Vicksburg.  The  Yazoo  (say  it  slow- 
ly), whence  steamboats  paddle  down  to  New 
Orleans,  tying  up  here  and  there  at  some  lone- 
ly landing  scow  to  take  on  cotton — the  Yazoo 
drains  rather  ineffectively  some  of  the  richest 
soil  within  the  boundaries  of  the  United 
States. 

"Over  on  the  bluffs  to  the  east  white  plan- 
tation owners  look  down  on  broad  areas  of 
cotton  and  woodland.  A  mesh  of  interwoven 
land  and  water,  of  crescent  bayous  and  slow 
coiling  streams  and  tan  colored  lakes,  out  of 
which  the  cypress  lifts  its  knees,  and  of  dark, 
vine  draped  silences  of  the  swamps,  stretches 
westward  to  the  Mississippi.  Here  and  there 
towns  soak  like  lizards  in  the  sunshine,  and 
on  lower  land  groups  of  negro  cabins  appear. 
In  the  rich  bottoms  of  the  Yazoo,  where  the 
mosquitoes  whine  and  the  negroes  strum 
melodies  after  sundown,  there  is  wealth  of 
dark,  everlasting  soil. 

"Some  lands  are  given  .by  the  wind ;  others 
are  piled  up  by  glaciers ;  others  were  produced 
where  they  lie.  The  Yazoo  valley  soils  are 
deposited  by  water.  A  broad  flood  plain 
scooped  out  ages  ago  by  the  Mississippi  has 
since  been  silted  up  with  slow  sedimentations, 
and  the  black,  buckshot  soil,  now  a  hundred 
feet  above  the  sea,  raises  cotton,  corn  and 
garden  truck.  The  great  river  with  its  bur- 
den of  soil  cut  from  northern  hills  slows  down 
on  the  southern  levels  and  deposits  its  silts 
along  the  banks.  By  silting  it  raises  itself 
above  the  level  of  the  plain  and  slides 
smoothly  along,  held  in  by  the  levee  walls 
until  high  water  comes.  Then  the  flood  some- 
times breaks  through  and  inundates  the  back 
regions  with  water  and  covers  the  land  with 
a  new  coat  of  rich  sediment. 

"Sandy  loam  is  dropped  first,  high  on  the 
levee  banks.  Here  grow  sweet  potatoes  and 
juicier  yams  and  other  southern  truck.  Far- 
ther back  is  left  the  finer  loam,  where  cot- 
ton has  been  growing  for  fifty  years  without 
rotation.  It  was  good  land  to  work  slaves 
upon  before  the  war;  now  it  is  recovering 
after  the  collapse  of  slavery.  Still  farther 
back  are  the  clays,  where  great  gum  trees 
grow  and  where  deer  and  wild  turkey  lurk 
in  autumn.  It  is  a  land  of  unrealized  oppor- 
tunities, needing  more  agricultural  skill, 
drainage  and  efficient  management.  Com- 
plete control  of  river  floods  is  the  chief  prob- 
lem of  the  Yazoo  bottoms. 

"The  great  river  dominates  the  valley.  It 
is  the  friend  and  the  foe,  the  master  and  the 
carrier  of  burden.  From  the  mighty  Missis- 
sippi, sliding  toward  the  distant  gulf,  to  the 
serpentine  Yazoo,  the  river  is  the  dynamic 
principle  of  these  low  lands." 


RAILROADS  AND  PUBLIC  MUST 
WORK  TOGETHER 


Southern  Pacific  Chief  Lays  Down  Specific 
Rules  for  Achieving  Best  Results 


Julius  Kruttschnitt,  chairman  of  the  Ex- 
ecutive Committee  of  the  Southern  Pacific, 
in  a  copyrighted  article  in  the  New  York 
Tribune,  emphasizes  the  need  of  co-opera- 
tion among  the  public,  the  railroads,  and  the 
railroad  employes.  Now  that  many  of  the 
abuses  resulting  from  unregulated  competi- 
tion have,  gone,  he  believes  that  such  co-oper- 
ation will  bring  a  solution  of  the  vexatious 
problems  confronting  the  railroads.  Mr. 
Kruttschnitt  has  a  specific  program,  telling"  ex- 
actly how  each  of  the  three  partners  in  the 
American  railroad  business  can  contribute  to 
the  success  of  transportation.  He  says: 

"The  directions  in  which  the  public  can 
help  are : 

"1.  To  consent  to  increases  of  minimum 
car-load  weights.  Loading  cars  to  capacity 
is  impossible  under  existing  car-load  mini- 
mums,  which  can  not  be  increased  without 
the  consent  of  regulating  commissions.  Im- 
provement has  been  made,  but  there  is  room 
for  much  more. 

"2.  To  modify  laws  limiting  length  of 
freight  trains  and  requiring  the  employment 
of  unnecessary  men  on  freight  trains,  etc. 

"3.  To  agree  to  such  reduction  of  speed 
of  freight  trains  and  reasonable  detentions 
of  small  shipments  as  will  insure  full  car- 
loads. 

"Very  satisfactory  increases  in  car  and 
train  loads  during  Federal  railroad  adminis- 
tration have  been  surrendered,  under  pressure 
of  public  opinion,  since  the  return  of  the 
roads. 

"4.  TO  consent  to  reduction  of  free  time, 
restriction  of  reconsignment  privileges,  mill- 
ing in  transit,  etc.  In  the  days  of  cut-throat 
competition  abuses  sprang  up  that  resulted  in 
unreasonable  detention  of  cars  at  destination, 
and  in  transit,  that  should  not  be  tolerated 
under  regulated  competition. 

"5.  To  modify  regulations  imposing  puni- 
tive overtime  rates. 

"Acting  jointly,  officers  and  employes  can 
bring  about: 

"1.  A  friendly  understanding  and  more 
harmonious  co-operation  between  officers  and 
all  classes  of  employes ;  and  above  all  a 
thorough  realization  of  the  obligation  of  pub- 
lic service,  to  which  they  owe  absolute  loy- 
alty; otherwise  expenditures  of  money,  how- 
ever liberal,  will  fail  to  secure  satisfactory 
operating  efficiency. 

"2.  Increased  safety  of  life  and  property 
by  formulating  proper  rules  and  strictly  obey- 
ing them. 

"3.  Prompter  and  more  careful  handling 
of  freight  cars  in  switching  yards,  stations 
and  terminals  in  order  to  reduce  the  enor- 


ILLINOIS  CENTRAL  MAGAZINE 


25 


mous  expenditures  and  loss  of  service  through 
frequent  shopping. 

"4.  Conservation  of  fuel  by  educating  em- 
ployes in  its  economical  use  and  then  strictly 
following  prescribed  practice. 

"Factors  largely  or  wholly  in  the  control  of 
railroad  officers  are: 

"1.  Conservation  of  fuel  by  the  application 
of  superheaters  and  feed-water  heaters  on 
locomotives. 

"2.     Reduction  of  grades  and  curves. 

"3  Substitution  of  heavier  modern  for 
light,  obsolete  locomotives. 

"4.  Increased  shop  facilities  with  drastic 
weeding  out  of  obsolete  and  installation  of 
the  most  modern  and  efficient  tools. 

"5.  Close  study  of  equipment  design  and 
elimination  of  every  pound  of  unnecessary 
dead-weight  without  sacrifice  of  strength  or 
safety. 

"6.  Increase  of  second,  third  and  fourth 
main  tracks. 

"7.  Construction  of  more  passing  sidings 
and  terminals. 

"8.  Introduction  of  power  freight-handling 
devices. 

"9.  Adjustment  of  passenger  train  sched- 
ules to  provide  adequate  service  and  eliminate 
expensive,  unremunerative  trains. 

"10.  Common  use  of  track  and  terminal 
facilities  wherever  possible  without  detriment 
to  owning  line." — American  Railroads. 


FARMERS  SHOULD  CO-OPERATE 
WITH  THE  RAILROADS 

Because  of  their  dependence  upon  the  wel- 
fare of  the  railroads  for  conditions  which 
will  insure  their  own  prosperity,  farmers  are 
taking  an  increasing  interest  in  railroad  af- 
•fairs,  according  to  the  observations  of  an 
interviewer  for  the  Illinois  Central  railroad, 
who  visited  a  score  of  representative  farmers 
in  Champaign  county,  Illinois,  recently  to  se- 
cure their  views  on  transportation  problems. 
A  report  of  his  visit  is  given  in  the  Novem- 
ber number  of  the  Illinois  Central  magazine, 
just  published. 

The  interviewer  not  only  found  the  farm- 
ers taking  an  interest  in  railroad  problems, 
but  ready  with  suggestions  for  improving 
the  relations  between  the  railroads  and  their 
patrons.  The  suggestion  was  brought  out 
that  the  chief  obstacle  in  the  way  of  a  better 
mutual  understanding  had  been  a  lack  of 
information,  oftentimes,  on  the  part  of  farm- 
ers of  railroad  affairs,  or,  more  often  still, 
actual  misinformation.  It  was  suggested  that 
each  farm  bureau  organize  a  railroad  com- 
mittee, to  comprise  a  half-dozen  farmers 
wideawake  on  topics  of  the  day,  and  instruct 
this  committee  to  study  railroad  matters, 
keep  in .  close  touch  with  local  railroads  and 
constantly  be  in  a  position  to  advise  the  farm 
bureau  on  means  for  co-operating  to  get  bet- 
ter and  more  efficient  service.  Champaign 
county  farmers  announced  their  intention  of 


bringing  the  subject  before  their  own  farm 
bureau  for  consideration. 

The  expressions  of  the  Champaign  county 
farmers  on  railroad  subjects  were  quoted  in 
the  interviewer's  report,  regardless  of  whether 
their  expressions  were  favorable  or  unfavor- 
able to  the  railroads.  The  majority  of  the 
farmers  praised  the  Illinois  Central's  service, 
declaring  they  had  been  treated  with  courtesy 
by  railroad  representatives  and  had  always 
enjoyed  the  best  of  service.  There  were  nu- 
merous discussions  of  the  recent  car  short- 
age, but  the  interviewer  reported  that  a  ma- 
jority of  the  farmers  realized  that  the  rail- 
roads were  not  to  blame  for  a  lack  of  equip- 
ment adequate  to  carry  their  peak  loads  this 
year,  following  the  hostile  anti-railroad  pe- 
riod of  the  last  decade  and  the  effect  of  the 
war  upon  railroad  equipment. 

The  farmers  who  were  quoted  by  the  in- 
terviewer include:  C.  H.  Oathout,  Cham- 
paign ;  J.  W.  Tummelson,  Leverett ;  John 
Ehler,  Thomasboro ;  W.  H.  Wheat,  Rantoul; 
O.  E.  Williams,  Rantoul;  M.  A.  Walsh,  Ran- 
toul ;  John  Wood,  Rantoul ;  Peter  J.  Mur- 
ray, Rantoul;  Patsy  Connor,  Rantoul;  Ed.  F. 
Webster,  Prospect;  David  Ingleman,  Rantoul; 
John  Ingleman,  Rantoul ;  L.  M.  Wilson.  Ran- 
toul; Henry  Franzen,  Gifford;  Oltman  Bus- 
boom,  Gifford;  J.  W.  Maxwell,  Savoy;  Sena- 
tor H.  M.  Dunlap,  Savoy;  O.  E.  Gates,  Peso- 
turn  ;  P.  J.  Gates,  Pesotum,  and  Charles 
Schurg,  Pesotum. 

The  trip  into  Champaign  County  was  the 
second  in  a  series  which  is  being  made  by  an 
Illinois  Central  representative  in  the  interest 
of  developing  better  understanding  of  rail- 
road problems  by  the  farmers  patronizing  the 
railroad,  and  better  understanding  of  farm- 
ers' problems  by  railroad  officials  and  em- 
ployees. The  magazine,  in  which  the  inter- 
views are  reported,  is  distributed  to  the  60,500 
employes  of  the  Illinois  Central.  The  first 
visit  was  made  a  month  ago  to  Cherokee 
County,  Iowa. — Charles  City,  Iowa,  Daily 
Press,  Nov.  13,  1920. 

ILLINOIS    CENTRAL    GIVES    CREDIT 

TO  PATRONS  FOR  AIDING 

SERVICE 


New  High  Records  of  Performance  Due  to 

Co-operation  of  Public,  President 

Markham  Says 

Largely  through  co-operation  of  its  patrons 
and  increasing  efficiency  of  its  employes,  the 
Illinois  Central  System  was  able,  in  August, 
1920,  to  attain  a  new  record  in  the  number  of 
net  tons  of  freight  moved  one  mile  over  its 
lines. 

The  new  record  is  1,602,091,000  tons,  great- 
er by  28,544,000  tons  than  the  previous  record 
of  March,  1918,  and  exceeding  by  224,297,000 
tons  the  movement  of  August,  1919. 

Substantial  gains  were  made  in  the  number 
of  car  miles  per  day  and  the  heavier  loading 


ILLINOIS  CENTRAL  MAGAZINE 


of  freight  cars.  In  August,  1920,  the  average 
weight  of  each  carload  of  freight  handled 
on  the  lines  of  the  Illinois  Central  System 
was  30.3  tons  equaling  the  previous  record 
of  July,  1918,  and  exceeding  that  of  August, 

1919,  by  3.9  tons,  a  gain  over  the  same  period 
of  last  year  of  approximately  15  per  cent. 

The  number  of  car  miles  per  day  in  Au- 
gust, 1920,  reached  42.2,  an  increase  of  6  miles 
over  the  August  (1919)  figure,  or  approxi- 
mately 12J/2  per  cent.  The  record  figure  on 
daily  car  movement  was  attained  in  June, 
1917,  when  the  average  was  44.4  miles. 
Gives  Credit  to  Shippers 

The  credit  for  these  records,  according  to 
President  C.  H.  Markham  of  the  Illinois 
Central,  belongs  equally  to  the  Illinois  Cen- 
tral organization  and  the  patrons  of  the  road, 
who  have  given  a  remarkable  response  to  the 
nation-wide  agitation  to  increase  freight  car 
efficiency.  This  efficiency  movement  with  the 
patrons  of  the  Illinois  Central  System  has 
taken  the  form  of  an  open  letter  which  Mr. 
Markham  addressed  to  patrons,  urging  them 
to  study  local  conditions,  co-operate  with  the 
railroad  management  and  carry  any  com- 
plaints on  service  to  him  directly. 

Thousands    of    the    letters    were    mailed    to 
shippers    and    placarded    in    railroad    stations. 
The  response  was  enormous.     Scores  of  com- 
plaints  have    been    successfully   handled. 
Reduces  Bad  Order  Cars 

The  percentage  of  revenue  freight  cars  on 
the  lines  of  the  Illinois  Central  System  in 
bad  order  for  the  week  ending  September  4, 

1920,  was   5.26,   a   substantial   reduction   from 
the    figures   of    a   year   ago.     The   percentage 
of  bad  order  cars  for  the  week     ending  Sep- 
tember 6,   1920,  was  6.54,  although  the  figure 
had  exceeded  3  per  cent  earlier  in   the  year. 


BELIEVES  CO-OPERATION  WILL  GO 

FAR   TOWARDS   OVERCOMING 

SHORTAGE 


C.,  M.  &  St.  P.  Says  Road  Is  Receiving 

Gratifying   Aid   from   Shippers   and 

Public' 


In  line  with  efforts  of  railroads  generally 
to  increase  the  efficiency  of  existing  facilities, 
particularly  locomotives  and  cars,  the  Chi- 
cago, Milwaukee  and  St.  Paul  Railroad  Com- 
pany has  adopted  various  methods  of  super- 
vision in  that  direction,  principally  dealing 
with  loading  of  cars  to  capacity,  and  prompt 
releasing  and  movement.  These  efforts  have 
met  with  gratifying  co-operation  on  the  part 
of  shippers  and  the  public  generally,  with  the 
result  that  for  the  month  of  August  the  aver- 
age carload  increased  from  23.37  tons  to  24.8 
tons. 

Miles  per  car  per  day  for  the  same  month 
increased  from  27.2  last  year  to  32.7  this  year. 
From  September  1st  to  12th  average  miles 
per  car  per  day  were  35.08,  compared  with  an 
average  for  the  month  of  September  last  year 
of  31.2.  During  the  past  thirty  days  bad  or- 
der cars  have  been  reduced  approximately  1,800 
cars,  thus  putting  that  number  of  cars  in 
service  that  otherwise  would  have  been  idle. 

These  facts  were  received  by  telegraph  from 
H.  E.  Byram,  president  of  the  C.,  M.  &  St.  P., 
who  adds : — 

.  "We  feel  that  the  interest  of  railway  of- 
ficers and  employes  together  with  the  help- 
ful co-operation  of  shippers,  energetically  di- 
rected toward  increased  and  more  efficient 
use  of  equipment,  will  go  far  toward  over- 
coming the  existing  deficiency  of  equipment 
and  that  permanent  benefits  will  follow." 


A  Fable  About  the  Railroads — John  is  Doing 

Better  Now 


The  railways  of  the  country  have  many 
warm  friends  in  other  lines  of  industrial 
activity.  It  is  largely  through  the  vision  of 
those  industrial  friends,  who — realizing 
that  the  railways  form  a  foundation  for 
commercial  prosperity — have  ceaselessly 
thrown  their  support  toward  eliminating 
those  elements  which  have  strangled  rail- 
way development,  that  the  carriers  have 
been  able  to  pass  through  the  trying  con- 
ditions of  the  last  few  years,  and  stand 
today  upon  the  threshold  of  a  new  era. 
Among  the  warmest  of  those  friends  are 
a  number  of  far-seeing  newspaper  men, 
who  have  made  somewhat  detailed  studies 
of  transportation  problems. 

Louis  T.  Golding,  publisher  of  the  St. 
Joseph  (Mo.)  News-Press,  is  an  advocate 
of  justice  to  the  railways.  In  speaking  be- 
fore commercial  gatherings  on  railway 
questions  for  the  last  several  years  he  has 
told  a  fable  of  his  own  invention  which 
has  never  before  been  set  into  print.  The 
story  reached  the  ears  of  a  representative 
of  the  Illinois  Central,  and — 

Here  is  Mr.  Golding's  story,  as  he  wrote 
it  for  the  Illinois  Central  Magazine: 


By  Louis  T.  Golding 

Uncle  Sam  had  a  fine  estate,  the  greatest 
estate  in  the  world,  and  a  fine  family  of 
active,  industrious  sons,  and  they  worked 
the  estate  and  developed  it  until  it  was 
the  most  prosperous  and  productive  ever 
known. 

.  These  sons  of  Uncle  Sam's  were  a  vigor- 
ous lot.  There  was  John  Railroad,  the 
eldest,  a  big,  husky  chap.  He  could  do 
twice  as  much  work  as  any  of  the  others, 
but  was  conceited,  overbearing,  reckless,  a 
spendthrift  and  selfish.  Charlie  Manufac- 
turer was  a  busy  boy.  He  was  always  get- 
ting up  something  new,  always  finding 
something  about  the  farm  that  he  could  im- 
prove, or  turn  to  use,  and  he  got  up  a  lot 
of  things,  being  a  good  worker.  There 
was  Henry  Mining,  who  was  continually 
delving  around  for  something  under  the 
ground  that  could  be  made  worth  while 
on  the  farm,  and  he  did  a  lot  to  make  it  go. 
And  there  was  Edward  Commerce,  who 
helped  all  the  rest,  made  everything  the 
others  did  worth  while,  and  was  a  very  im- 
portant member  of  the  familv:  besides,  he 
was  the  smartest  of  the  family,  and  knew 
it.  He  did  not  produce  anything  himself, 
but  he  made  what  the  others  produced  to 
be  of  value  to  them  and  to  him.  And  so 
the  familv  went  on,  and  grew  up,  the  farm 
developed  and  evervbody  was  happy,  ex- 
cept that  neither  Uncle  Sam  nor  anv  of 
the  other  boys  liked  the  way  John  Rail- 
road acted. 

They  were  willing  to  agree  that  John  was 


a  good  worker,  but  he  insisted  on  having 
the  best  room  in  the  house,  the  softest  easy 
chair  in  the  living  room,  better  food  than 
anybody  else,  and  then  his  manners  were 
not  good.  .He  reached  across  the  table  and 
grabbed  the  butter  away  from  Charlie 
Manufacturer,  or  he  would  insist  upon  tak- 
ing half  of  Edward  Commerce's  pie,  and 
Henry  Mining  could  not  get  anything  out 
of  the  ground  without  asking  John  Rail- 
road's permission  and  giving  John  half  of 
it.  Besides,  he  gambled,  lost  his  money, 
and  was  always  in  debt,  and  generally  made 
life  unpleasant  around  the  farm,  and  the 
way  he  talked  to  Uncle  Sam  was  really  an 
outrage.  In  fact,  he  gave  Uncle  Sam  to 
understand  that  he  could  not  operate  the 
farm  without  him,  and  generally  made  him- 
self thoroughly  obnoxious.  Uncle  Sam 
reprimanded  him,  but  he  did  not  improve 
his  manners  or  his  conduct  until  finally 
the  other  boys  got  disgusted,  and  they  all 
turned  to,  and  gave  John  Railroad  the  big- 
gest licking  he  had  ever  had. 

They  beat  him  up  "good  and  proper", 
and  they  put  him  to  bed  in  the  upper  room 
with  a  stiff  back  and  legs,  and  a  bandage 
on  his  head,  and  then  they  all  felt  better. 
They  had  shown  John  Railroad  "where  he 
got  off";  they  made  him  understand  who 
was  running  this  house.  Soon  came  plow- 
ing time,  and  there  was  the  south  forty  to 
be  broken.  Uncle  Sam  needed  that  forty; 
he  wanted  to  raise  more  grain.  Then  there 
was  the  rest  of  the  farm  to  be  plowed  and 
harrowed,  but  there  was  nobody  who  could 
break  the  south  forty,  and  plow  the  rest 
of  the  ground  but  John  Railroad,  and  John 
was  so  much  laid  up  that  he  could  not  do 
it.  Meanwhile,  the  farm  suffered,  not 
enough  grain  was  being  raised,  and  Uncle 
Sam  felt  discouraged. 

Things  were  all  going  to  seed,  weeds 
were,  growing  up.  and  all  the  boys  were  dis- 
couraged and  dissatisfied,  so  finally  the 
boys  and  Uncle  Sam  decided  that  they  had 
better  nurse  John  Railroad  back  to  health 
and  strength  so  that  he  could  break  up  the 
south  forty,  and  plow  the  rest  of  the  farm. 
John  Railroad  had  been  for  some  little  time 
readv  to  admit  that  he  had  "got  what  was 
coming  to  him",  and  was  mighty  glad  to 
have  the  boys  come  around  and  nurse  him. 
He  wanted  to  get  back  to  work,  and  was 
now  finite  ready  to  remember  that  he  was 
only  one  of  the  boys,  and  to  behave  prop- 
erly, to  speak  respectfully  to  his  father,  and 
be  fair  and  just  with  his  brothers.  He  is 
getting  better  now,  and  it  looks  as  if  he 
is  able  to  do  some  of  the  plowing,  and 
presently  he  will  break  that  south  forty, 
and  they  will  thus  increase  the  crop  on 
Uncle  Sam's  farm,  and  be  doing  better  than 
^ver  they  did  before. 


27 


Illinois  Central  Presents  Comparative 
Costs  of  Passenger  Fares 

Americans  pay  more  for  nearly  everything  they  buy  than  do  Europeans. 
They  are  able  to  pay  more  because  their  wages  are  relatively  higher.  There 
is  one  notable  exception,  however' — passenger  transportation  charges  in  this 
country  are  substantially  lowe 

Although  there  has  been  a  recent  increase  in  American  passenger  fares, 
Americans  still  pay  less  for  traveling  accommodations  than  Europeans. 
The  following  is  a  comparison  between  passenger  fares  charged  in  the 
United  States,  the  points  being  on  the  Illinois  Central  System,  and  fares 
paid  by  Europeans  traveling  similar  distances  :- 

•ni,*,     .    Railroad     Sleeping        Total 
?M  f«->         Fare  Car       R.  R.  Fare 

FROM  TO  (Miles)    First  class       Fare    ^_and  Berth 

Jackson,  Miss New  Orleans,  La....     183.1          $  7.13          $  3.65          $  10.78 

London,  Eng.  . Manchester,  Eng.  ..      183.5  11,07  2.43  13.50 


Memphis,  Tenn.   . 
Paris,  France  

.  .  Vicksburg,  Miss.   .  .  . 
.  .  Liege,  Belgium  .... 

221 
228 

8.59 
14.51 

4.05 
7.53 

12.64 
22.04 

St.  Louis,  Mo  
London,  Eng  

Chicago  

.  .Chicago  
.  .Carlisle,  Eng  

Fort  Dodge,  Iowa  .  . 

294.2 
299 

374.6 

11.24 
19.59 

14.89 

4.05 
3.65 

4.05 

15.29 
23.24 

18.94 

Paris,  France  

.  .Geneva,  Switzerland. 

375.9 

25.68 

14.63 

40.31 

Sioux  City,  Iowa. 

Chicago  

509.6 

20.15 

1  4.86 

25.01 

Paris,  France  
Chicago     .... 

.  .  Biarritz,  France  
Memphis,  Tenn. 

507.3 
526.7 

32.60 
21.15 

18.31 
6.08 

50.91 
27.23 

Paris,  France  ' 

.  .Milan,  Italy   

522.5 

47.59 

22.12 

69.71 

Birmingham,  Ala.. 
Paris,  France 

.  .Chicago  ...;.. 
.  .Venice,  Italy   

689.2 
687.2 

25.62 
61.39 

8.10 
27.56 

33.72 
88.95 

Chicago  .  .  ...  
Paris,  France  .... 

.  .Jackson,  Miss.  ..... 
..Florence,  Italy  

737.4 
731.3 

29.34 
54.45 

8.91 
32.00 

38.25 
86.45 

Louisville,  Ky.  .  .  . 
Paris.  France.  .  . 

..New  Orleans,  La... 
.  .Praeue.  Czecho-Slov. 

787.4 
786 

30.11 
93.13 

8.91 
24.96 

39.02 
118.09  - 

All  American  fares  given  in  the  table  include  a  war  tax  of  8  per  cent.  The 
American  sleeping-car  fares  are  for  lower  berths 

The  American  custom  of  handling,  free  of  charge,  as  much  baggage  as 
the  ordinary  passenger  carries  is  unknown  abroad.  In  addition,  baggage 
rates  in  Europe  are  much  higher  than  in  the  United  States.  This  condition 
should  be  considered  in  comparing  passenger  fares  in  the  various  countries. 

In  the  United  States  the  railroads  collect  a  surcharge  on  sleeping-car 
fares,  which  is  included  in  the  above  table.  This  surcharge  helps  to  meet 
the  cost  of  hauling  the  heavier  cars  required,  in  which  fewer  passengers 
are  carried. 

During  1919  the  Illinois  Central  hauled  1  1/2  gross  tons  of  weight  for 
each  coach  passenger  carried,  and  4  4/10  gross  tons  of  weight  for  each 
sleeping-car  passenger  carried.  Not  to  collect  the  surcharge,  therefore, 
would  obviously  be  a  discrimination  against  the  coach  passenger,  and  an 
injustice  to  the  railroad. 

The  costs  of  facilities  for  rendering  passenger  service  have  increased 
greatly.  The  average  passenger  coach  cost  $12,400  in  1914;  it  now  costs 
$30,300,  an  increase  of  144  per  cent.  The  average  passenger  locomotive 
cost  $20,000  in  1914;  it  now  costs  $65,000,  an  increase  of  225  per  cent.  There 
have  been  heavy  increases  in  the  costs  of  wages,  fuel  and  other  material. 

These  are  some  of  the  reasons  why  passenger  fares  are  necessarily 
higher  now  than  they  were  in  former  years. 

Constructive  criticism  and  suggestions  are  invited. 

C.   H.   MARKHAM, 
President,   Illinois   Central   Railroad   Company. 


Traffic  Department 

Mr.  Fort  Addresses  the  Lumbermen's  Club 
at  New  Orleans 


Mr.  V.  D.  Fort,  Assistant  Traffic  Man- 
ager of  the  Illinois  Central  System,  with 
office  at  New  Orleans,  was  one  of  the 
speakers  at  a  meeting  of  the  Lumbermen's 
Club  of  New  Orleans  on  November  3.  The 
address  as  delivered  by  Mr.  Fort  follows: 

"I  appreciate  very  keenly  the  honor  con- 
ferred upon  me  in  being  accorded  the  privi- 
lege of  addressing  the  Lumbermen's  Club 
of  New  Orleans.  If  the  Illinois  Central 
and  Yazoo  &  Mississippi  Valley  Railroads 
were  not  so  thoroughly  identified  with  the 
lumber  traffic  and  I  as  an  officer  of  these 
roads  were  not  sincerely  appreciative  of  the 
importance  of  the  lumber  business  and 
therefore  of  the  common  interest  between 
the  railroads  and  the  lumber  trade  I  doubt 
if  I  could  have  mustered  sufficient  courage 
to  appear  before  you  as  a  speaker. 

"For  my  part,  I  have  always  had  the 
idea  that  there  should  be  on  both  sides  a 
sense  of  partnership  between  the  lumber- 
men and  the  railroads.  The  railroads,  and 
especially  the  railroads  of  the  South,  must 
look  to  the  lumber  shippers  for  a  very 
important  portion  of  their  traffic  and  as  a 
matter  of  course  the  lumber  shippers  must 
depend  upon  the  railroads  for  the  transpor- 
tation without  which  their  business  could 
not  be  carried  on.  No  argument  is  needed 
to  convince  the  least  informed  members, 
either  of  your  calling  or  mine,  that  there 
should  be  the  very  closest  and  most  friendly 
co-operation  between  the  two  interests. 

"It  will  doubtless  interest  you  to  know 
that  Forest  Products,  a  term  which  em- 
braces Pine  Lumber,  Hardwood  Lumber, 
Cooperage  Stock,  Ties,  Logs,  Billets,  etc., 
constitute  approximately  12^  per  cent  of 
the  freight  tonnage  of  the  Illinois  Central 
Railroad  and  from  24  per  cent  to  28  per 
cent  of  the  tonnage  of  the  Yazoo  &  Mis- 
sissippi Valley  Railroad.  In  fact  Lumber, 
next  to  Soft  Coal,  is  the  most  important 
item  of  traffic  from  the  standpoint  of  rev- 
enue of  all  the  commodities  we  handle  in 
laree  volume. 

.  "I  have  no  intimate  knowledge  of  the 
affairs  of  other  roads  in  the  Mississippi 
Valley  territory,  but  feel  certain  the  lum- 
ber traffic  occupies  an  equally  prominent 
place  in  their  freight  business. 

"And  so  there  never  has  been  any  ques- 


tion with  us  but  that  the  lumber  interests 
served  by  the  Illinois  Central  System  are 
entitled  to  the  best  service  we  are  able 
to  give. 

"As  a  further  indication  of  the  feeling 
of  the  Illinois  Central  System  towards  the 
shipping  public,  I  can  do  no  better  than  to 
quote  to  you  from  a  circular  recently  sent 
out  by  President  Markham  which  quite 
likely  -many  of  you  have  read. ,  This  cir- 
cular reads: 

"'TO  OUR  PATRONS: 

"  'The  only  justification  for  a  railroad's 
existence  is  the  service  it  is  able  to  render 
its  patrons  and,  through  them,  the  public. 
Therefore,  the  extent  to  which  we  of  the 
Illinois  Central  System  succeed  in  serving 
you  is  the  extent  of  our  success  and  satis- 
faction. We  do  not  by  any  means  claim 
perfection.  In  some  instances  we  have 
fallen  short  of  what  you  reasonably  had 
a  right  to  expect  of  us,  but  we  believe  that 
we  shall  again  be  able  to  more  nearly 
measure  up  to  your  expectations,  and  we 
approach  the  future  with  confidence. 

"  'We  realize  that  the  growth  of  your  busi- 
ness is  the  criterion  which  should  be  con- 
sidered in  regulating  the  growth  of  the 
railroad  plant.  We  also  realize  that  the  rail- 
road plant  should  always  be  kept  a  little 
in  advance  of  the  growth  of  your  business. 
Many  things  have  intervened  in  the  recent 
past  to  prevent  that  result,  notably  the 
great  war,  but  we  believe  that  the  obstacles 
in  the  way  of  expansion  of  the  railroad 
plant  from  this  time  on  have  sufficiently 
cleared  to  justify  the  statement  that  the 
Illinois  Central  System,  in  the  course  of 
a  comparatively  short  time,  will  have  its 
facilities  restored  and  enlarged  to  such  an 
extent  that  it  will  be  able  to  render  you 
service  100  per  cent  efficient.  But  while 
we  are  restoring  our  cars  to  normal  con- 
dition and  enlarging  our  facilities,  we  are 
anxious  that  the  most  efficient  use  possible 
be  made  of  available  facilities. 

"  'On  account  of  certain  provisions  in  the 
new  Transportation  Act,  some  of  you  may 
feel  inclined,  when  you  have  complaints  to 
make,  to  make  them  direct  to  the  Inter- 
state Commerce  Commission.  Instead  of 
doing  that,  I  would  suggest  that  you  first 
let  your  complaints  come  to  us,  and  let 


29 


30 


ILLINOIS  CENTRAL  MAGAZINE 


us  see  what  we  can  do  about  them.  I 
would  also  like  to  suggest  that  if  we  are 
handling  any  particular  feature  of  your 
business  to  your  entire  satisfaction,  that 
you  occasionally  let  us  hear  from  you  on 
that  subject.  Such  information  would  be 
very  helpful  to  us.  It  is  a  distinct  advan- 
tage to  us  to  know  both  sides — to  know 
when  we  please  you,  as  well  as  to  know 
when  we  displease  you.  There  are  a  lot  of 
little  kinks  that  can  be  smoothed  out  be- 
tween us  if  we  work  closely  together.  I 
wish  you  to  know  that  we  are  anxious  to  do 
that,  and  that  we  shall  hold  ourselves  in 
readiness  at  all  times  to  meet  you  more 
than  half  way  in  the  well-known  Illinois 
Central  spirit  of  anxiety  to  serve  its  patrons 
well. 

"  'Constructive  criticism  and  suggestions 
are  invited. 

"'C.  H.  MARKHAM, 

"  'President.' 

"This,  gentlemen,  is  representative  of  the 
spirit  in  which  the  Illinois  Central  manage- 
ment, and  doubtless  those  of  other  roads, 
have  taken  up  the  threads  of  private  opera- 
tion which  were  broken  during  the  period 
of  Government  control. 

"The  subject  of  car  supply  is  a  feature 
of  railroad  service  which  .1  have  found 
is  one  ^  of  unfailing  interest  to  those  en- 
gaged in  the  lumber  trade. 

"Since  the  return  to  private  operation 
on  March  1,  many  of  the  large  transpor- 
tation systems  have  been  actively  planning 
for  additions  to  their  equipment.  What 
the  Illinois  Central  System  is  doing  is  set 
forth  in  an  advertisement  published  this 
week  in  the  daily  papers.  One  hundred 
and  fifty  locomotives  have  been  ordered. 
One  hundred  of  these  locomotives  are  for 
freight  service,  twenty-five  are  for  switch- 
ing service  and  the  remainder  for  passenger 
service.  Their  cost  was  nearly  twelve  mil- 
lion dollars.  Additional  box,  flat  and  coal 
cars  are  also  being  ordered.  The  total  cost 
of  the  new  locomotives,  freight  cars  and 
passenger  cars  ordered  will  amount  to 
more  than  twenty-seven  million  dollars. 

"In  addition  to  this  provision  for  pres- 
ent and  future  needs,  bad  order  cars  are  re- 
ceiving repairs  and  are  being  restored  to 
service. 

"For  several  months  a  situation  has  pre- 
vailed which  has  been  especially  fortunate 
for  the  lumbermen  in  the  heavy  movement 
of  wheat  from  the  Western  markets  to  New 
Orleans  for  export.  Such  a  movement  of 
traffic  creates  an  ideal  situation,  as  this 
grain  movement  brings  thousands  of  cars 
to  New  Orleans  which  after  unloading  at 
the  elevators  are  available  in  the  Southern 
territory  for  the  loading  of  lumber  and  other 
commodities. 

"Right  now  we  are  in  the  unfortunate 
position  of  having  more  cars  than  the 


lumber  shippers  are  able  to  load.  I  say 
'unfortunate'  because  this  ample  car  sup- 
ply means  a  regrettable  falling  off  in  busi- 
ness, and  it  is,  of  course,  often  an  indi- 
cation of  a  healthy  condition  when  the  de- 
mand for  cars  exceeds  the  normal  supply. 
As  we  view  the  situation,  however,  the  con- 
dition of  our  country  is  fundamentally  sound 
and  we  are  optimistic  enough  to  believe 
that  the  present  depression  is  but  tem- 
porary and  will  be  succeeded  in  the  near 
future  by  a  return  of  the  heavy  business  of 
•  the  very  recent  past. 

"In  the  meantime,  the  Illinois  Central 
System  will  not  relax  its  efforts  to  increase 
its  efficiency  in  serving  you. 

"One  of  our  most  effective  efforts  in  this 
direction  is  the  constant  effort  of  our  man- 
agement to  increase  the  average  car  move- 
ment per  day.  This  is  a  matter  of  the 
utmost  importance  to  lumber  shippers  and 
the  general  shipping  public,  as  well  as  to 
the  railroads,  as  you  will  readily  under- 
stand, for  it  is  a  simple  proposition  that 
needs  no  elucidation  that  the  faster  a  car 
is  loaded,  moves  with  its  load  to  destina- 
tion and  is  unloaded  by  the  consignees, 
the  earlier  its  return  to  further  service  is 
accomplished  and  with  the  average  miles 
per  day  increased  for  each  and  every  freight 
car  the  supply  of  cars  available  for  use  is 
very  materially  increased. 

"In  a  bulletin  issued  by  our  Company 
in  September,  1920,  the  following  item  ap-j 
pears: 

"  'The  Association  of  Railway  Executives 
has  set  a  goal  of  30  car  miles  per  day  to  be 
reached  by  the  railroads  of  the  country. 
The  Illinois  Central  in  August,  1920,  at- 
tained an  average  car  movement  per  day 
of  42.1  miles,  as  compared  with  39.2  miles 
during  February,.  1920,  the  final  month  of 
Government  operation,  and  26.2  miles  dur- 
ing August,  1919.' 

"It  may  seem  to  some  of  you  that  42.1 
miles  do  not  represent  much  of  a  day's 
trip  for  a  freight  car,  but-  it  must  be  taken 
into  consideration  that  these  figures  are< 
the  average  for  all  cars,  including  freight 
which  ordinarily  does  not  demand  rapid 
movement  and  travels  in  heavy  tonnage, 
and  consequently  slow  trains,  and  include 
the  time  required  for  the  necessary  inspec- 
tion of  cars,  the  switching  at  terminal  points, 
and  the  time  consumed  by  shippers  and 
consignees  in  loading  and  unloading. 

"Another  means  of  increasing  the  car 
supply  which  we,  in  common  with  all  well 
managed  railroads,  have  followed  up  per- 
sistently is  the  heavy  loading  of  cars.  The 
average  loading  on  the  Illinois  Central  for 
August,  1920,  was  increased  to  30.3  tons  per 
car  from  26.4  tons  in  August,  1919. 

"Success  in  the  efforts  of  the  carriers  to 
increase  the  loading  of  cars  is  as  important 
to  the  shippers  as  to  the  carriers  them-' 


ILLINOIS  CENTRAL  MAGAZINE 


31 


selves,  helping  .enormously  as  it  does  in 
the  conservation  of  equipment  and  thereby 
increasing  the  car  supply.  We  recognize 
that  it  is  only  by  the  co-operation  of  the 
shippers  that  we  can  obtain  the  desired 
results  in  the  matter  of  heavy  loading. 
Seldom  have  we  any  criticism  of  the  lum- 
ber loading  in  these  days  and  we  are  in- 
debted to  the  lumber  trade  for  their  hearty 
co-operation  in  this  matter. 

"Still  another  of  our  hobbies  in  the  di- 
rection of  freight  car  conservation  is  the 
speedy  loading  and  unloading  of  cars.  We 
are  again  indebted  to  the  shippers  and  con- 
signees for  their  ready  willingness  to  co- 
operate in  this  important  feature  of  car 
conservation. 

"These  two  features — heavy  loading  and 
quick  loading  and  unloading  of  cars — we 


ask  the  lumbermen  to  keep  in  mind  con- 
tinuously. We  believe  these  economies  in 
the  use  of  equipment  should  be  practised 
even  when  cars  are  plentiful,  as  none  will 
dispute  the  fact  that  habits  of  economy 
are  good  under  all  circumstances  and  con- 
ditions and  the  habit  of  conserving  freight 
cars  once  thoroughly  acquired  cannot  fail 
to  materially  benefit  all  of  us  when  a  period 
of  car  shortage  returns,  as  it  inevitably 
will. 

"We  want  you  to  believe  that  the  rail- 
roads are  intensely  earnest  in  their  desire 
to  serve  your  interests  in  serving  their 
own,  fully  recognizing  the  fact  that  your 
prosperity  means  our  prosperity  also.  We 
can  be  mutually  helpful  in  many  ways  and 
I  take  this  opportunity  of  assuring  you 
that  we  propose  to  do  our  part." 


ILLINOIS    CENTRAL    RAILROAD    COMPANY 

(Northern  and  Western   Lines) 

Passenger  Department 

Circular  No.  "T"  6 

Chicago,  Nov.  4,  1920. 
PANAMA  LIMITED— NEW  EQUIPMENT 

To  Ticket  Agents  and 

Passenger  Department  Representatives: 

The  Panama  Limited  has  just  been  equipped  with  new  10  section-1  drawing  room-2 
compartment  sleeping  cars  to  be  operated  between  Chicago  and  New  Orleans  in  place 
of  the  16  section  and  12  section-1  drawing  room  cars,  there  being  three  (3)  of  the  first 
mentioned  type  of  cars  operated  m  each  train.  This  results  in  there  being  available  on 
this  train  daily  between  Chicago  and  New  Orleans  not  less  than  10  compartments  and 
5  drawing  rooms. 

Between  St.  Louis  and  New  Orleans  new  12  section-drawing  room  cars  have  replaced 
the  ones  formerly  operated. 

'Club,  Dining  and  Observation  cars  have  been  put  through  the  shops,  thereby  mak- 
ing the  train  practically  new. 

With  these  improvements  the  Panama  Limited  should  become  even  more  popular. 

H.  J.  PHELPS, 
General  Passenger  Agent. 


SAFETY  FIRST 


Office  of 
Chairman,  General  Safety  Committee 


Statement  showing  number  of  employes  killed,  as  reported  to  the  Interstate 

Commerce  Commission  during  the  first  nine  months  of  1920: 

Killed 

Average  Monthly 

per  100 

Rank        Railroad 

No.  of  employes 

No.  Killed 

employes 

1.     Northern  Pacific  

34,970 

13 

0.037 

2.     C.  &  E.  I  

10,424 

6 

0.057 

3.     Great  Northern  

40,741 

24 

0.059 

4.    L.  &  N  

50,500 

33 

0.060 

5.     C.,  St.  P.,  M.  &  O  

10,087 

6 

0.060 

6.     Nor.  &  West  

32,000 

21 

0.066 

7.     Illinois  Central  :  

54,646 

42 

0.078 

8.     N.  Y.,  N.  H.  &  H  

40,943 

34 

0.083 

9.     G.  C.  &  S.  F  

11,870 

10 

0.084 

10.     C.  &  N.  W  

55,278 

48 

0.087 

11.    C.,  B.  &  Q  

55,422 

52 

0.095 

12.    A.  C.  L  

25,000 

24 

0.096 

18.     Pere  Marquette  

12,154 

12 

0.099 

14.     B.  &  O  

80,810 

87 

0.107 

15.     M.,  K.  &  T.  of  T  

11,452 

14 

0.122 

16.     D.,  L.  &  W  

25,951 

32 

0.123 

IT.    Southern  Ry  

53,500 

69 

0.129 

18.    Y.  &  M.  V  

10,420 

14 

0.130 

19.     Philadelphia  &  Reading  

34,205 

46 

0.134 

20.     Missouri  Pacific  

36,000 

50 

0.139 

21.     Lehigh  Valley  

24,185 

34 

0.140 

22.     D.  &  R.  G  

11,254 

17 

0.151 

23.     M.,  K.  &  T  

12,786 

21 

0.164 

Statement  showing  number  of 

employes'  injuries 

reportable 

to  the  Inter- 

state  Commerce  Commission  during 

the  first  nine  months  of  1920; 

:         Injuries 

Average  monthly 

No.of 

per  100 

Rank        Railroad 

No.  of  employes 

injuries 

employes 

1.    D.,  L.  &  W  

25,951 

865 

3.38 

2.     Nor.  &  West  

32,000 

1,195 

3.73 

3.     Illinois  Central  

54,646 

2,165 

3.96 

4.     A.  C.  L  

25,000 

1,150 

4.60 

5.     Lehigh  Valley  

24,185 

1,174 

4.85 

6.     Northern  Pacific  

34,970 

1,700 

4.86 

7.     Pere  Marquette  

12,154 

588 

4.86 

8.     Great  Northern  

40,741 

1,995 

4.90 

9.     N.  Y.,  N.  H.  &  H  

40,943 

2,046 

5.00 

10.     D.  &  R.  G...'  

11,254 

593 

5.29 

11.     C.,  B.  &  Q  

55,422 

2,943 

5.31 

12.     M.,  K.  &  T  

12,786 

695 

5.43 

13.     C.,  St.  P.,  M.  &  O  

10,087 

587 

5.87 

14.     Southern  Ry  

53,500 

3,200 

5.98 

15.     L.  &  N  

50,500 

3,094 

6.12 

16.     M.,  K.,  T.  of  T  

11,452 

708 

6.12 

17.     B.  &  O  ,  

80,810 

5,289 

6.52 

18.    Y.  &  M.  V  

10,420 

720 

6.92 

19.    C.  &  N.  W  

55,278 

3,824 

6.91 

20.    G.  C.  &  S.  F  

11,870 

878 

7.38 

21.     Missouri  Pacific  

36,000 

4,076 

11.30 

22.     Philadelphia  &  Reading  

34,205 

3,994 

11.67 

23.     C.  &  E.  I  

10,424 

1,295 

12.45 

TRANSPORTATION 
DEPARTMENT 


Increasing  the  Miles  Per  Car  Day 

By  J.  F.  Porterfield,  General  Superintendent  of  Transportation 


A  new  record  in  car-mileage  was  made 
by  the  Illinois  Central  and  the  Yazoo  &  Mis- 
sissippi Valley  Railroads  in  October,  1920, 
when  revenue  freight  cars  averaged  44.59 
miles  per  day.  This  figure  includes  cars 
in  switching  service,  bad  order  cars,  those 
stored  and  others  that  make  no  mileage; 
everything,  in  fact,  except  those  assigned 
exclusively  to  work  service.  Had  it  not 
been  for  the  slowing  up  in  traffic  demands, 
which  was  responsible  for  many  idle  box, 
refrigerator,  tank  and  stock  cars,  the  per- 
formance would  have  been  substantially 
better.  The  Illinois  Central  System's  rec- 
ord in  car  efficiency  is  exceeded  by  only 
one  or  two  other  roads,  and  they  handle 
large  volumes  of  long  haul  tonnage  on 
through  consignments,  originating  only  a 
small  part  of  their  traffic. 

Every  officer  and  employee  may  well  be 
proud  of  the  October  car  efficiency  record, 
because  it  is  the  result  of  teamwork — co- 
operation and  careful  attention  to  details — 
by  the  entire  organization,  from  the  yard 
clerks  to  President  Markham.  Every  one 
had  his  part.  Particular  credit,  however,  is 
due  agents  and  others  who  secured  the 
co-operation  of  shippers  in  the  prompt  load- 
ing and  release  of  cars,  and  yard  masters, 
yard  clerks  and  conductors,  who  helped  to 
speed  up  the  movement  by  prompter  place- 
ment for  unloading,  forwarding  immediately 
after  loading,  reduction  of  the  time  cars 
spent  in  terminals,  better  classification  of 
trains  by  consolidating  the  long  haul  ton- 
nage in  through  trains,  thereby  avoiding 
the  delay  incident  to  reclassification  at  ter- 
minals, and  the  like.  Much  credit  also  is 
due  car  distributors  for  more  economical 
distribution  of  freight  equipment,  resulting 
in  practically  all  cars  being  loaded  and 
billed  on  the  date  placed,  and  to  the  road- 
way, store  and  other  departments  for  the 
prompter  loading  and  unloading  of  com- 
panv  material,  especially  coal. 

Many  stations  have  maintained  a  record 
covering  substantial  periods,  during  which 
no  cars  were  carried  beyond  the  date  of 
arrival  for  unloading  and  loading. 

A    careful    analysis    of    operation    on    the 


Illinois  Central  and  the  Yazop  &  Missis- 
sippi Valley  justifies  the  belief  that  we 
should  make  our  car-mileage  record  50 
miles  per  day.  I  hope  to  see  this  record 
established  with  the  resumption  of  heavy 
business.  It  can  be  done. 

In  order  to  accomplish  it  our  present 
teamwork,  with  its  close  attention  to  details, 
must  be  maintained  and  improved  upon. 
Each  station,  terminal  and  division  has 
its  own  peculiar  operating  conditions,  which 
preclude  the  working  out  of  a  general  plan 
to  apply  to  all.  Those  who  are  on  the  job 
know  best  where  they  can  take  up  slack. 
But  there  are  several  general  rules  which 
should  be  kept  in  mind. 

The  greatest  opportunity  for  improved 
car  movement  is  in  prompter  handling  at 
stations  and  through  terminals.  The  aver- 
age car  spends  57  per  cent  of  its  time  at 
stations  and  terminals,  33  per  cent  in  the 
hands  of  shippers  and  consignees  for  load- 
ing, unloading,  reconsignment  and  disposi- 
tion, and  only  10  per  cent  actually  moving 
in  trains.  It  is  easily  seen,  therefore,  that 
every  person  concerned  should  concentrate 
on  methods  of  reducing  the  time  cars  spend 
at  stations  and  in  terminals,  and  in  the 
hands  of  shippers.  Increasing  the  speed  of 
freight  trains,  even  if  it  were  practicable, 
would  not  increase  car-mileage  materially. 
Here  are  some  general  rules  by  the  ap- 
olication  of  which  car  movement  may  be 
improved. 

Secure  economical  distribution  to  avoid  placing 
more  cars  than  can  be  loaded  on  the  day  placed. 
Include  the  number  of  cars  released  daily  as 
available  for  reloading,  which  avoids  waste  and 
often  gives  the  agent  the  assistance  of  the 
prospective  shipper  in  securing  earlier  release. 

Secure  prompt  billing  and  forwarding  by  the 
first  available  train.  By  securing  billing  two  or 
three  times  a  day,  particularly  at  the  coal  mines, 
the  movement  is  advanced,  frequently  avoiding 
delay  to  power  that  otherwise  would  be  held 
until  the  close  of  the  day's  loading. 

Reduce  the  standing  time  at  terminals  by 
consolidating  long  haul  traffic  into  through 
trains  in  accordance  with  prior  classification 
instructions  recently  issued. 

Place  bad-order  cars  promptly  and  systemati- 
cally. Light  repair  cars  should  be  placed  and 
forwarded  during  the  day  instead  of  being  mixed 
in  with  heavy  repair  cars  ordinarily  forwarded 
at  the  close  of  the  day's  work. 


33 


34 


ILLINOIS  CENTRAL  MAGAZINE 


Inspect  cars  carefully  and  put  them  in  con- 
dition for  handling  before  loading,  and  handle 
cars  carefully  in  the  yards  to  reduce  bad-order 
cars.  Making  up  a  bad-order  car  in  a  train  not 
only  causes  the  delay  of  setting  out  between 
terminals,  delaying  that  car,  bait  frequently  de- 
lays the  entire  train,  and  other  trains. 

System  cars  are  in  much  better  condition  than 
those  belonging  to  foreign  lines.  By  keeping  our 
cars  at  home  and  loading  foreigns  home  we  shall 
have  fewer  bad-order  cars. 

Avoid  loading  high  hopper  coal  cars  to  local 
stations  having  no  facilities  for  unloading  such 
cars. 

Decide  on  the  disposition  to  be  made  of  each 
car  upon  its  arrival,  to  avoid  delay  in  securing 
disposition  after  it  is  released. 

Furnish  consignees  advance  notice  of  arrival 
to  assist  them  in  unloading  and  furnishing  dis- 
position. Explain  the  delay  incident  to  recon- 
signing  and  handling  on  shippers'  order  billing 
and  endeavor  to  have  shipments  billed  direct  to 
the  point  or  track  where  the  car  is  to  be  un- 
loaded. 

See  that  all  car  reports  are  correctly  compiled, 
that  all  cars  are  included,  that  shortages  and 
surpluses  are  reported,  together  with  any  addi- 
tional information  that  will  be  of  assistance  in 
the  economical  distribution  of  cars. 

Cars  should  be  moved  from  the  mines  as  early 
as  practicable  after  loaded.  None  should  be 
left  at  the  mines  by  midnight. 


Divisions  should  establish  a  weekly  car  de- 
tention report  by  stations,  showing  the  average 
hours  of  detention  per  car  loading  and  unload- 
ing. The  report  should  be  distributed  to  the 
stations  concerned. 

Engines  should  be  turned  more  promptly  at 
terminals,  thereby  increasing  the  engine  mileage 
per  day.  The  majority  of  other  railroads  lag  in 
car-mileage  because  of  not  having  sufficient 
motive  power.  We  are  better  supplied,  but  are 
losing  too  much  time  in  turning  engines  at 
terminals. 

Special  attention  should  be  given  to  insure 
uniform  movement  of  traffic;  avoiding  com- 
plaints from  shippers,  expense  and  delay  to  op- 
eration incident  to  tracing,  switching  out  and 
giving  preferred  movement  to  such  delayed  cars. 

We  must  not  lose  sight  of  the  fact  that 
the  shippers  are  entitled  to  much  of  the 
credit  for  our  good  record,  and  that  with 
the  increasing  of  the  car  supply  they  may 
lose  interest,  making  greater  effort  upon 
our  part  necessary.  It  is  our  duty  to  keep 
them  from  losing  interest. 

The  car  load  must  be  increased,  as  well 
as  the  car  miles.  Keep  in  mind  that  the 
net  ton  miles  per  car  day  is  the  real  test 
of  operating  efficiency. 


Railroad  Time  Service  and  Loyal  Team  Work 


When  the  Baltimore  &  Ohio  issued  its, 
first  time-table,  away  back  in  1830,  that  was 
the  beginning  of  Railroad  Time  Service 
and  Team  Work.  The  line  ran  down 
across  the  country  toward  Frederick  City, 
Md.,  about  18  or  20  miles  to  Ellicot  Flour- 
ing Mills — "that  was  some  railroad."  (To- 
day they  have  10,000  miles.)  They  had  but 
one  train  and  it  made  two  round  trips  a 
day  provided,  of  course,  nothing  happened 
to  prevent  its  following  the  schedule.  The 
schedule  provided  that  in  case  they  did  not 
succeed  in  finishing  the  trips,  they  laid  over 
and  continued  the  journey  next  day. 

The  New  York  Central  followed  a  year 
or  two  later  with  its  first  published  sched- 
ule of  trains.  Since  then  the  progress  of 
times  has  called  for  improvements  and  ad- 
vancements until  today  our  railroads  repre- 
sent the  largest  and  most  perfect  organiza- 
tion of  "Team  Work"  there  is  in  the  United 
States  and  probably  the  whole  world. 

The  purpose  of  this  meeting  is  to  cultivate 
and  promote  the  spirit  of  "Loyal  Team 
Work"  among  Watch  Inspectors  and  Rail- 
road men  who  perform  such  valuable  serv- 
ice in  the  Team  Work  of  present  day  rail- 
road operation  and  progress  of  our  glorious 
country. 

Loyal  Team  Work  and  co-operation  have 
been  the  prime  factors  in  founding  prac- 
tically every  important  and  successful  enter- 
prise existing  today.  We  have  many  ex- 
amples here  in  Chicago  of  what  can  be 
accomolished  by  well  organized  "Team 
Work";  We  can  refer  with  pride  to  the 
Marshall  Field  Co.,  the  greatest  mercantile 


organization  in  the  world  and  also,  we  can 
refer  to  Sears,  Roebuck  &  Co.,  which  is 
the  largest  and  best  organized  mail  order 
house  in  the  world.  I  have  been  informed 
by  people  who  know  the  past  history  of 
those  two  famous  houses  that  the  founda-. 
tion  was  laid  in  each  case  by  Team  Work 
and  that  spirit  still  prevails.  Every  member 
of  those  two  large  families  of  many  thou- 
sands of  workers  is  imbued  with  the  spirit 
of  Loyal  Team  Work  and  co-operation. 

We  have  right  here  in  Chicago  the  largest 
banking  house,  west  of  New  York  City,  the 
Continental  Commercial.  Mr.  George  M. 
Reynolds,  its  President,  came  here  a  young 
man  from  Des  Moines,  25  years  ago  and 
founded  this  successful  financial  institu- 
tion. Their  last  statement  shows  a  balance 
of  $450,000,000.  Mr.  Reynolds  told  me  re- 
cently that  "Loyal  Team  Work"  helped  him 
to  build  up  this  large  prosperous  bank  that 
is  rendering  such  valuable  service  to  Chi- 
cago enterprises. 

Recently  I  witnessed  a  wonderful  exhibi- 
tion of  "Team  Work"  when  the  Cleveland 
baseball  team  won  the  World  Championship 
in  the  city  of  Cleveland.  I  was  a  "fan"  at 
the  first  game  Saturday  October  9,  and 
again  at  the  final  game,  Tuesday,  October 
12.  The  exhibition  of  perfect  Team  Work 
was  a  marvel  of  loyalty  and  co-operation. 
The  captain  or  manager  of  the  team,  Tris 
Speaker,  from  Texas,  has  brought  his  boys 
together  from  twenty  or  more  different 
states  and  by  cultivating  the  spirit  of  pa- 
tience, courtesy  and  loyal  co-operation,  had 
developed  a  team  that  easily  worn  the  cham- 


ILLINOIS  CENTRAL  MAGAZINE 


35 


pionship.  Mr.  Speaker  said  to  me  personally 
that  every  member  of  his  team  was  abso- 
lute!}' loyal — that  there  wasn't  a  single  jeal- 
ous or  envious  hair  in  the  heads  of  any  of 
his  boys — that  he'd  pulled  out  all  such  hairs 
and  still  none  of  his  boys  were  ball-headed. 

We  are  told  by  some  writers  that  Napo- 
leon lost  the  battle  of  Waterloo  because 
some  of  his  generals  were  not  loyal  and 
that  his  Team  Work  didn't  function  proper- 
ly. There  have  been  some  very  striking 
examples  of  successful  Team  Work  in  the 
recent  "World  War"  and  many  bad  fail- 
ures, some  of  which  we  are  more  or  less 
familiar  with.  Perfect  Team  Work  is  sup- 
ported by  patience,  courtesy,  enthusiasm 
and  loyal  co-operatoin.  .We  are  all  more 
or  less  familiar  with  the  downfall  of  nations, 
and  business  and  manufacturing  institutions 
that  have  gone  to  the  wall  because  of  the 
lack  of  loyal  co-operation;  selfishness  and 
jealousy  being  the  factors  that  undermined 
and  put  them  on  the  rocks. 

The  loyal  co-operation  of  our  railroad 
time  service  organization  is  illustrated  by 
the  splendid  "Team  Work"  the  Watch  in- 
spectors performed  before  and  especially 
during  the  war  period  that  we  have  been 
passing  thru  the  past  four  or  five  years,  and 
I  feel  that  great  credit  is  due  the  Watch 
Insoectors  for  their  patriotic,  unselfish 
Team  Work  and  co-operation. 

Since  the  inception  of  the  railroad  watch 
and  clock  inspection,  25  or  more  years 
ago,  there  has  been  steady  progress  and  im- 
provement in  watches  and  clocks  and  the 
method  of  handling  the  service.  The  rules 
and  blank  forms  have  been  simplified  and 
standardized — every  one  will  bear  witness 
to  that  statement  and  to  the  wonderful  im- 
provement in  watches. 

We  started  with  the  old  15  jeweled,  single 
roller,  brass  escape  wheel,  flat  hair  spring, 
not  adjusted  and  many  of  the  watches  key 
wind — in  line  with  hand  brakes  and  wood 
burners.  Today,  every  railroad  standard 
watch  is  double  roller,  steel  wheel,  sapphire 
pallets,  Breget  hair  spring,  adjusted  to  tem- 
perature and  five  positions  with  practically 
a  ten  second  limit.  Great  credit  must  be 
given  the  watch  manufacturers  for  the  co- 
operative "Team  Work"  spirit  they  have 
evidenced  in  re-modeling  and  finishing  their 
watches  to  meet  the  requirements  of  Rail- 
road Time  Service.  And  today  the  improved, 
hiehlv  finished  standardized  railroad  watch 
sells  for  less  money  than  the  old  fashioned 
key-wind  watches  sold  for  45  or  50  years 
aero.  There  had  been  no  profiteering.  T 
feel  justified  in  making  the  statement  that 
the  watch  manufacturers  have  not  taken 
advantage  of  the  times  to  embark  in  th  •; 
game  of  profiteering  as  many  other  indus- 
tries have,  with  whom  we  have  had  experi- 
ence. They  can  show  a  clean  slate  and  a 


clean   record   which    is   well   worthy   of   com- 
mendation. 

It  is  true,  prices  have  advanced  but  that 
has  been  necessary  due  to  the  advanced 
cost  of  raw  materials,  skilled  labor  and 
other  overhead  expenses,  but.  that  advance 
has  not  been  on  as  high  a  percentage  as 
other  lines  of  industry. 

Following  the  government  plan  of  stand- 
ardization when  it  had  charge  of  our  rail- 
roads, railroad  watches  have  been  simplified 
and  standardized  so  the  schedule  today 
shows  22  as  against  85  two  years  ago. 
The  schedule,  as  now  adopted  puts  each 
watch  company  on  a  fair,  uniform  basis  of 
three  watches  each.  This,  it  is  well  under- 
stood, adds  to  the  efficiency  and  safety  of 
the  Service  and  it  protects  the  railroad  man, 
whose  duties  require  him  to  carry  a  standard 
watch,  from  the  impositions  of  unscrupu- 
lous dealers.  It  causes  the  manufacturers 
to  confine  their  product  to  three  grades, 
thus,  enabling  them  to  turn  out  their  prod- 
uct better  finished  in  every  way,  because 
the  work  of  producing  is  simplified  and 
standardized  and  the  men  become  skilled 
and  are  able  to  turn  out  more  and  better 
work — and  here  again  is  where  "Team 
Work"  plays  its  all-important  part. 

The  watch  dealer  and  especially  the  Lo- 
cal Watch  Inspector,  is  benefitted  because 
he  doesn't  have  to  carry  such  a  large  stock 
and  keep  so  much  capital  invested  in  rail- 
road standard  watches.  To  illustrate  some 
of  the  Team  Work  features  involved  in 
connection  with  the  Time  Service  I  will 
give  the  following  figures: 

We  have  on  the  Illinois  Central  and 
Y.  &  M.  V.  over  11,000  standard  watches, 
we  have  on  the  Rock  Island  something 
like  6,000;  the  Michigan  Central  about  4,- 
800;  the  Chicago  &  Eastern  Illinois  1,371. 
The  use  of  standard  loaners  is  another 
evidence  of  Team  Work.  There  have  been 
rsed  on  the  Illinois  Central  thru  a  period 
of  six  months  over  600  standard  leaner 
watches.  These  watches  were  used  in 
service  by  the  men  during  the  time  their 
own  watches  were  in  for  repairs  or  regula- 
tion, 13,500  days,  being  an  average  of  20.3 
days  for  each  loaner  used.  The  Rock  Is- 
land employes  used  465  standard  loaners 
8,421  days,  covering  a  similar  period  of  six 
months,  an  average  of  18.1  days.  The 
Michigan  Central  used  735  Standard  Loaner 
watches  14,000  days,  an  average  of  19  days. 
The  Chicago  &  Eastern  Illinois  used  159 
Loaners  3,168  days,  an  average  of  19.9  days. 

To  further  illustrate  this  feature  of  the 
Service  and  the  important  factor  of  safety 
performed  by  these  standard  loaner 
watches,  I  will  cite  the  records  of  several 
other  lines. 


36 


(Over  a   period  of   six  months.) 

Average 

Railroads  Loaners     Days     Days 

Baltimore     &    Ohio 900       16,700       19 

New    York    Central 1,200       24,500       20 

Union    Pacific    361         7,400       20.5 

So.   Pacific  Coast  Line.l    865       22,300       25.7 

I  am  giving  these  figures  principally  to 
illustrate  the  value  of  team  work  and  the 
service  of  safety  rendered  the  public,  the 
railroads,  and  the  employes  who  use  these 
watches  while  on  duty  and  during  the  time 
their  own  standard  watches  are  being  re- 
paired and  regulated.  It  would  hardly  be 
possible  to  show  better  evidence  of  co- 
operation and  Loyal  Team  Work  than  these 
facts  and  figures  here  presented. 

Every  Watch  Inspector  present  at  this 
meeting  can  appreciate  the  courtesy,  pa- 
tience and  Loyal  Team  Work  it  takes  to 
carry  on  this  Time  Service  department  of 
railroad  operation.  A  few  figures  and  facts 
will  give  some  idea  of  the  vast  field  now 
covered  by  the  Time  Service: 

The  number  of  Watch  Inspectors  and 
assistants  approximates  4,000,  located  at 
terminals  and  railway  points  extending 
from  Boston  to  San  Francisco  and  from 
New  Orleans  to  Winnipeg;  our  2,000  In- 
spectors employ  on  an  average  of  two 
watchmakers  each,  totaling  about  4,000  ex- 
perienced merchants  whose  duty  it  is  to 
look  after  railroad  men's  standard  watches. 
There  are  in  round  numbers-  1,000,000  rail- 
road men  in  occupations  subject  to  Time 
Service  rules  and  regulations.  The  aver- 
age, therefore,  for  each  Inspector  is  250  men 
— the  maximum  being  1,000  and  the  mini- 
mum 10,  and  the  watches  of  these  1,000,000 
men  are  actually  inspected  twice  a  year 
and  compared  with  standard  time  24  times 
each  year.  These  figures  show  that  2,000 
Watch  Inspectors  and  their  assistants 
handle  each  man's  watch  24  times  each 
year;  an  annual  total  of  29,000,000  times; 
a  most  wonderful  service  of  safety  ren- 
dered to  humanity  and  commerce  by  this 
Loyal  Team  Work  of  the  Local  Watch 
Inspectors. 

As  a  means  of  perpetuating  and  'further 
improving  this  railroad  Time  Service  and 
Team  Work  of  Watch  Inspectors,  the 
"Official  Bureau  of  Railroad  Time  Service" 
was  chartered  in  the  United  States  and 
Canada  in  1918. 

This  Bureau  has  its  principal  administra- 
tive office  in  Cleveland,  with  branch  offices 
in  Chicago,  Houston,  Texas;  San  Francisco 
?nd  Winnipeg,  and  has  a  present  organiza- 
tion of  about  60  people,  schooled  in  Time 
Service  work.  What  this  Bureau  intends 
to  accomplish  can  best  be  given  by  quot- 
ing, verbatim,  the  third  article  of  its  Char- 
ter: 

"The  purpose  of  which  said  Bureau  is 
formed  is  not  for  PROFIT  OR 


ANY  MERCHANDISING  WHATSO- 
EVER, but  to  reduce  the  element  of  danger 
in  the  operation  of  railroads  caused  by  in- 
accurate time  pieces,  and  to  increase  the 
factor  of  safety  to  the  public  by  general 
supervision  of  the  standard  time  pieces 
necessary  to  the  safe  alid  efficient  opera- 
tion of  the  railroads;  to  keep  records  of 
the  performance  of  said  time  pieces  under 
standard  forms  and  uniform  rules  and  regu- 
lations; to  appoint  and  educate  local  watch 
inspectors  for  the  purpose  of  inspecting 
and  caring  for  the  railroad  watches  of  rail- 
road employes,  and  the  standard  clock  of 
the  railroad  companies;  to  see  that  such 
watches  and  clocks  are  properly  inspected; 
to  make  and  maintain  a  standard  system 
of  watch  and  clock  rating  and  regulation 
for  railroad  employes  and  railroad  com- 
panies and  in  general  to  exercise  careful 
supervision  of  railroad  time  service."  This 
Bureau  is  governed  by  a  Board  of  5  trustees 
who  serve  from  3  to  5  years. 


In  football,  baseball  and  other  forms  of 
sport  we  admire  the  excellence  of  effective 
Team  Work.  In  this  Team  Work  every 
player  is  within  hearing  and  seeing  distance 
of  his  fellows. 

Even  greater  and  more  comprehensive 
than  this  is  the  international  Team  Work 
of  our  railroads  whose  hundreds  and  hun- 
dreds of  officers  and  thousands  upon  thou- 
sands of  employes,  including  4,000  watch 
inspectors  and  assistants,  thousands  and 
thousands  of  miles  apart,  are  working  to- 
gether in  perfect  co-operation  and  Loyal 
Team  Work,  and  by  virtue  of  standard 
watches  and  standard  clocks  upon  which 
thev  rely  for  correct  information  as  to  how 
their  fellow  workers  in  this  great  interna- 
tional "Team  Work"  are  keeping  step,  both 
day  and  night,  in  fair  weather  and  in 
stormy  weather,  thus  faithfully  and  loyally 
performing  their  part  in  safeguarding 
Human  lives  and  valuable  property,  in  meet- 
ing their  responsibilities  in  the  very  neces- 
sary requirements  of  modern,  social  and 
business  traffic. 

Now,  fellow  Watch  Inspectors,  this  meet- 
ing has  come  together  for  the  purpose  of 
discussing  the  questions  identified  with  rail- 
road Time  Service  and  Team  Work,  and 
we  want  every  person  present  to  feel  free 
to  express  his  views,  frankly  and  clearly, 
bringing  out  any  subject  that  will  be  help- 
ful toward  correcting  errors,  improving  the 
Service  and  building  up  the  spirit  of  co- 
operation and  Loyal  Team  Work. 


SAFETY   FIRST   MEETING 
Operating   Officials   and 

Watch    Inspectors 
Illinois    Central    Railroad 
Yazoo    &   Mississippi   Valley   Railroad 
Chicago,   Memphis   &   Gulf   Railroad 


ILLINOIS    CENTRAL    MAGAZINE 


37 


Chicago  &  Eastern  Illinois  Railroad 
Chicago,  Rock  Island  &  Pacific  Railroad 
Chicago,  Rock  Island  &  Gulf  Railroad 
Michigan  Central  Railroad 
Chicago,    Terre    Haute     &    Southeastern 

Railroad 

Indiana   Harbor   Belt    Railroad 
Chicago,   Milwaukee   &   Gary   Railroad 
October  26th  and  27th;   1920 
Gold  Room,  Congress  Hotel, 

CHICAGO. 
PROGRAM 

Tuesday,   October  26th,  .1920 

10  A.  M.     Roll  Call. 

(Central  Time.) 

Welcome  by  Mr.  Webb   C.   Ball. 
General      Time      Inspector.     "Railroad 
Time  Service  and  Loyal  Team  Work." 

General   discussion   of  subjects 

that  will  insure  the  highest  standard  of 
safety  as  applied  to  the  Standard 
Watches  and  Clocks  and  the  respon- 
sibility of  the  Time  Service  in  connec- 
tion with  the  safe  and  efficient  operation 
of-  the  Railroads.  Co-operation  of 
Officials,  Inspectors,  and  employes  is 
essential  to  safe  and  efficient  service. 

Mr.   A.   E.  Wuesteman, 

Watch  Inspector,  Illinois  Central  R.  R., 
Champaign,  111.  "Best  method  of  in- 
teresting employes  in  Watch  Inspec- 
tion Service." 

Mr.  W.   L.  Jones, 

Watch  Inspector,  Baltimore  and  Ohio 
R.  R.,  Martinsburg,  W.  Va.  "Time 
Service  as  viewed  by  the  National  Re- 
tail Jewelers'  Association  and  the  reso- 
lution which  was  prepared  and  adopted 
at  the  convention  in  Louisville." 

Mr.   C.  A.  Tweedy, 

General  Chm.  B.  L.  F.  &  E.,  Illinois 
Central  R.  R.  "What  is  necessary  to 
secure  the  co-operation  and  confidence 
of  employes  in  the  maintenance  of  a 
Dependable  Time  Service." 

Mr.   C.  Wv  Price, 

.General  Manager,  National  Safety 
Council,  Chicago.  111.  "Organizing  a 
Community  for  Safety." 


Mr.   Benj.  Busch, 

Watch  Inspector,  Burnside,  111.,  Illinois 
Central  R.  R.  "Securing  and  Main- 
taining Standard  Time." 

Mr.  L.  W.  Baldwin, 

Vice   President,   Illinois   Central  R.   R., 

Chicago.     "Informal  Talk." 

Evening   Reserved   for   Entertaining. 

Wednesday,    October   27,   1920 

10  A.   M.     Roll  Call. 

(Central  Time.) 

Informal  talk  by  Mr.  W.  H.  O'Keefe, 
Superintendent  of  Terminals,  Michigan 
Central    R.    R.,    Detroit,    Mich. 

Mr.  A.  M.  Zerweck, 

Watch  Inspector,  East  St.  Louis,  111. 
"Integrity  of  the  Service." 

Informal  remarks  by  Mr.  J.  F.  Lord, 
Supervisor  of  Safety,  Chicago  and  East- 
ern  Illinois   R.    R.,    Danville,    111. 

Mr.   R.   P.   Wiggins, 
Watch      Inspector,      St.      Louis,      Mo. 
"Standard     Clocks     their     Maintenance 
and   Care." 

Informal  talk  by  Mr.  A.  W.  Towsley, 
Asst.    to    Vice    President    and    General 
Manager,   Rock  Island  Lines. 

Informal  remarks  by  Mr.  L.  F.  Shedd, 
Supervisor     of     Safety,     Rock     Island 
Lines,   Chicago. 

Mr.  Edgar  Carruth, 

Watch  Inspector  Rock  Island  Lines, 
Herington,  Kansas.  "The  advantage 
of  Time  Service  to  the  Local  Merchant 
from  the  standpoint  of  acquaintance 
and  good  fellowship." 

Informal  remarks  by  Mr.  Benj. 

Kruckemeyer, 

Watch  Inspector,  Chicago  and  Eastern 
Illinois  R.  R.,  Evansville,  Ind. 

Informal  remarks  by  Mr.  J-.  H.  Mace, 
Watch  Inspector,  Kansas  City,  Mo. 

Mr.  C.  S.  Stifft, 

Watch    Inspector,    Rock   Island    Lines; 
Little    Rock,    Ark.     "Watch    Inspection 
in  the  Larger  Stores." 
\    '  Afternoon  3  p.  m. 

Visit  at  Art  Institute  Chamberlain   , 
Collection  of  Watches. 


Car  Mileage 


Illinois  Central  Railroad  Company 
The  Yazoo  &  Mississippi  Valley  Railroad  Company 

Freight  Traffic  Movement — Car  loading  and  car  performance  for  the  ten  months  ended 
October  31,  1920,  compared  with  results  corresponding  period  previous  year: 
Tons  per  loaded  car 

Ten 

Oct.    months 
31.36     29.00 


Year  Jan. 

1920     29.57 

1919     '.29.00     27.91 

Increase    57         .89 

Per  cent 

Miles  per  car  per  day 

1920  .  ....38.76      39.26 


Feb.  March  April     May 
28.80     29.04     28.14     27.13 


26.37 
2.67 


26.35 
1.79 


26.09 
1.04 


June  July 
28.44  28.76 
25.34 

3.10 


26.72 
2.04 


Aug. 
30.36 
26.39 
3.97 


Sept. 
29.55 
27.38 
'2.17 


28.22      26.93 

3.14        2.07 

11.2%     7.7% 


42.66     35.58      38.40     42.26     44.21      42.12     43.65     44.59     41.12 


38 


ILLINOIS    CENTRAL    MAGAZINE 


1919     27.66     25.88     27.96     30.16     32.96     34.59     34.12     36.33     39.03     42.05     32.88 

Increase     11.10     13.38     14.70       5.42       5.44       7.67     10.09        5.79       4.62       2.54       8.24 

Per  cent  6.0%  25.1% 

The  average  number  of  tons  loaded  per  freight  car  during  October,  1920,  was  31.36, 
an  increase  of  3.14  tons  or  11.2  per  cent  over  October,  1919;  the  average  car  load  for 
the  ten  months  period  ended  October  31,  1920,  was  29.00,  an  increase  of  2.07  tons  per 
car  or  7.7  per  cent  over  the  ten  months  period  ended  October  31,  1919.  The  average  car 
load  shows  an  improvement  each  month  this  year  over  corresponding  month  last  year 
and  the  average  car  load  31.36  tons  during  October,  1920,  was  the  greatest  for  any  one 
month  in  the  history  of  the  company. 

The  average  freight  car  mileage  per  car  day  month  of  October,  1920,  was  44.59,  an 
increase  of  2.54  miles  or  6.0  per  cent  over  October,  1919;  the  average  miles  per  car  per 
day  for  the  ten  months  period  ended  October  31,  1920,  was  41.12,  an  increase  of  8.24  miles 
or  25.1  per  cent  over  the  ten  months  period  ended  October  31.  1919.  Miles  per  car  per 
day  shows  an  improvement  each  month  this  year  over  corresponding  month  last  year, 
and  the  average  miles  per  day  44.59  during  October,  1920,  was  the  highest  monthly 
average  ever  reached  on  the  lines  of  this  company  during  any  one  montlv 


Freight  Train  Mile  Costs 


The  average  cost  of  running  a  freight 
train  one  mile,  as  indicated  by  a  compari- 
son of  the  principal  items  of  expense  se- 
lected, by  the  Interstate  Commerce  Com- 
mission for  statistical  purposes,  was  23.2 
per  cent  greater  in  July  this  year  than  in 
July  1919.  The  total  of  the  selected  ac- 
counts was  $1.89  per  mile  this  year  and 
$1.54  last  year,  an  increase  of  35  cents.  In 
January  the  cost  was  $1.85  and  in  February, 
the  last  month  of  government  operation  of 
the  railroads,  it  was  $1.91,  showing  that 
the  increase  occurred  before  the  return  of 
the  railroads,  and  that  there  has  been  a 
small  decrease  since. 

In  March,  the  first  month  after  the  re- 
turn of  the  roads  to  private  management, 
the  cost  was  $1.79,  in  April  it  was  $1.87, 
in  May,  $1.73,  in  June,  $1.87,  and  in  July, 
$1.89. 


FEDERAL   RESERVE   BOARD   NOTES 
IMPROVEMENT  IN  TRANSPOR- 
TATION 

Improvement  in  the  transportation  situa- 
tion was  noted  by  the  Federal  Reserve 
Board  in  its  review,  just  made  public,  of 
business  conditions  throughout  the  coun- 
try during  October.  This  improvement, 
the  review  shows,  was  particularly  marked 
in  connection  with  the  coal  mining,  lumber 
and  steel  industries. 


ALL  TRAFFIC  RECORDS  BROKEN 

Still  another  new  record  for  1920  in  the 
number  of  cars  loaded  with  commercial 
freight  on  railroads  throughout  the  United 
States  was  made  during  the  week  ended 
October  23,  according  to  report  made  by 
the  Car  Service  Division  of  the  American 
Railway  Association.  The  total  for  the 
week  was  1,010,961  cars.  This  total  was 
5  298  cars  more  than  were  loaded  during 
the  previous  week,  33,910  cars  greater  than 


the  corresponding  week  of  1919  and  90,850 
cars  greater  than  during  the  same  period 
in  1918.  This  was  also  the  third  succes- 
sive week  that  the  total  had  exceeded  the 
million  mark. 

During  the  twelve  weeks  from  August 
1  to  October  23  inclusive,  cars  loaded  with 
revenue  freight  totalled  11,654,567  which  is 
believed  to  have  been  without  parallel  in 
American  railroad  history.  This  was  an 
increase  over  the  corresponding  period  in 
1019  of  362,902  cars  and  223,100  over  the 
same  week  in  1918.  During  the  same 
period  this  year,  2,513,138  cars  were  loaded 
with  commercial  coal  as  compared  with 
2,412,249  cars  for  the  same  weeks  last  year, 
or  an  increase  of  '100,889  cars. 


PASSENGER      TRAFFIC      INCREASES 

Revenue  passengers  carried  on  railroads 
in  the  United  States  during  the  first  seven 
months  this  year  numbered  717,783,896,  an 
increase  of  51,398,024  over  the  number  car- 
ried during  the  corresponding  period  last 
year,  according  to  statistics  compiled  by 
the  Interstate  Commerce  Commission. 

Revenue  derived  from  passenger  service 
totaled  during  that  time  $686,513,103,  which 
was  $35,684,198  more  than  received  during 
the  same  months  last  year.  Passenger  miles 
for  the  1920  period  were  26,307,520,000,  com- 
pared with  25,856,902,000  during  the  same 
months  in  1919. 

In  view  of  the  increase  in  passenger 
business  as  shown  by  the  commission  it  is 
believed  that  the  record  made  last  year  of 
46,500,000,000  passenger  miles  will  be  ex- 
ceeded in  1920  by  approximately  half  a  bil- 
lion miles. 

Despite  the  increased  number  of  passen- 
gers handled,  the  statistics  show  that  the 
average  number  of  miles  traveled  per  pas- 
senger this  year  was  36.65  miles,  a  decrease 
of  two  and  one-tenth  miles  from  last  year. 


Car  Efficiency 


Car  PRR  34831,  loaded  at  Pekin,  111.,  No- 
vember 7th  with  pipe  organ  for  St.  John's 
church,  Kankakee,  arrived  at  Kankakee,  No- 
vember 9th,  9:45  p.  m.,  placed  for  unload- 
ing 6:00  a.  m.,  November  10th,  unloaded  at 
8:00  a.  m.,  November  10th,  reloaded  witli 
store  supplies  for  Springfield,  111.,  at  11:00 
a.  m..  November  10th,  out  on  extra  un- 
known at  2:30  p.  m.,  November  10th. 


Sojithern  12025"),  I.  C.  170840  two  cars 
merchandise  received  on  train  655,  Benton, 
111..  October  25th,  unloaded  and  the  empties 
forwarded  to  E.  St.  Louis  on  train  694,  same 
day.  Also  received  one  car  stock  on  655,  same 
unloaded  and  emplty  forwarded  to  Galatia, 
on  693,  same  day. 


In  October  Agent  Fred  Holmes,  Tchula, 
Miss.,  placed  for  loading  and  unloading  at 
his  station  104  cars — 95  per  cent  of  them 
were  loaded  or  unloaded  in  12  hours.  This 
is  an  exceptionally  meritorious  record,  and 
Mr.  Holmes  is  to  be  congratulated  on  his 
good  work. — Ed. 


I.  C.  93239,  coal,  arrived  Martin,  Ind., 
on  298,  5:15  A.  M.,  13th,  empty  at  11:30 
A.  M.,  out  on  297,  2:30  P.  M. 


N.  Y.  C.  6678,  coal,  into  Martin,  Ind., 
on  298,  5:15  A.  M.,  16th,  empty  at  10:00 
A.  M.,  out  on  297  empty  12:20  P.  M. 


S.  I.  6080  left  Palestine,  111.,  empty  extra 
893  at  2:00  A.  M.,  November  16th,  placed  in 
Sunflower  Mine  Dugger,  Ind.,  loaded  for 
Palestine  arriving  Palestine  extra  893  south 
at  1:00  P.  M.  same  date;  placed  for  un- 
loading at  2:30  P.  M.  and  released  9:30 
A.  M.  November  17th,  consuming  only  36 
hours  and  30  minutes  in  a  trip  to  the  mine 
and  return,  a  distance  of  22  miles  each 
way. 


C.  O.  S.  X.  1745,  gasoline  for  the  Stand- 
ard Oil  Company,  arrived  Lerna,  111.,  9:35 
A.  M.,  November  29th,  and  was  released 
at  5:00  P.  M.,  same  date,  the  empty  moving 
forward  in  local  at  5:30  P.  M. 


I.  C.  25421,  empty  car  placed  for  loading 
hay  at  Lerna,  111.,  9:35  A.  M.,  loaded  at 
4:00  P.  M.,  billed  out  and  moved  forward 
at  5:30  P.  M.,  same  date. 


G.  T.  P.  301422  Dubuque  to  C.  &  N.  W. 
loaded  11,000  Ibs.  mdse.,  arrived  6:00  A.  M., 
made  empty  10:00  A.  M.,  billed  empty  west 
on  91.  at  1:15  P.  M.,  delayed  7  hours  15 
minutes. 

St.   L.   &   S.   F.  124571   Duhuque  to  C.   & 


N.  W.  Mdse.,  arrived  9:00  A.  M.,  made 
empty  11:00  A.  M.,  billed  empty  West  91 
at  1:15  P.  M.,  delayed  four  hours  and  fifteen 
minutes. 


O.  T.  &  I.  7528  loaded  with  13,000  Ibs., 
Dubuque  to  Galena,  Mdse.,  arrived  6:00 
A.  M.,  made  empty  10:00  A.  M.,  billed  West 
(.U  at  1:15  P.  M.,  delayed  seven  hours  and 
l.">  minutes. 


G.  T.  24054,  with  16,000  Ibs.  Chicago  to 
Galena,  Mdse.,  set  out  5:00  A.  M.  Made 
empty  8:30  A.  M.,  loaded  12:30  P.  M.,  with 
Mdse.  B.  B.  Dubuque  West,  forwarded  in 
train  91  at  1:15  P.  M.,  unloaded  and  loaded, 
delayed  at  Galena  8  hours  and  15  minutes. 

I.  C.  57211  empty  refrigerator  set  out 
at  Balcom  by  No.  71,  Saturday,  November 
6th,  2:35  P.  M.,  loaded  with  spinach  for 
Chicago,  and  picked  up  by  Banana  extra 
1757  at  5:45  P.  M.  same  date.  Car  at 
1-alcom  only  three  hours  and  ten  minutes. 


Mr.  F.  A.  McGinnis,  agent  at  Poseyville, 
reports  that  I.  C.  96683,  coal,  arrived  his 
station,  train  No.  298,  5:30  A.  M.,  Novem- 
ber 9th.  Placed  for  unloading,  released 
and  made  empty  and  billed  to  the  mines, 
going  forward  in  train  697  at  1:50  P.  M., 
same  date,  being  at  that  station  only  eight 
hours  and  twenty  minutes. 


I.  C.  85714  containing  70,500  pounds  of 
coal,  in  on  No.  192,  October  19th  at  5  P.  M., 
unloaded  at  9:00  A.  M.,  the  20th,  and  for- 
warded from  Woosung  on  train  No.  191, 
same  date. 


M.  C.  12579,  containing  110,000  Ibs.  of 
coal,  received  on  No.  192,  November  8th, 
5:30  P.  M.,  unloaded  at  10:30  A.  M.,  Novem- 
ber 9th  and  forwarded  from  Woosung  on 
No.  191,  the  same  date. 


Penn.  352316,  containing  95,900  Ibs.  of 
coal  and  P.  L.  856154,  containing  91,900 
Ibs.  of  coal,  received  on  No.  192,  Novem- 
ber 16th,  at  5:00  P.  M.  Both  cars  were 
unloaded  at  11:20  A.  M.,  November  17th, 
and  forwarded  on  No.  192,  same  date. 


Ex.  1340  west  brought  into  Galena,  Illi- 
nois, N.  Y.  C.  253354.  Loaded  with  30,080 
Lbs.  Chicago  to  Galena,  Mdse.  Train  ar- 
riving here  at  8:30  A.  M.  Car  was  un- 
loaded at  10  A.  M.,  it  being  a  grain  car  and 
sent  empty  west  on  No.  91  at  11  o'clock.  Car 
was  in  Galena  just  two  hours  and  thirty  min- 
utes. 


40  ILLINOIS    CENTRAL    MAGAZINE 

A.  C.  S.  27391  arrived  Armstrong,  Ind.,  ceived  an  order  for  a  coal  car  to  load  with 

and  was  placed  for  unloading  at  6:30  A.  M.,  coal  and  our  agent  immediately  got  in  touch 

November  23rd.  It  was  made  empty  three  with  consignee  and  asked  if  any  objections 

hours  later  or  at  9:30  A.  M.  and  moved  out  to  permitting  the  shippers  to  starting  load- 

toward  the  mines  at  11:00  A.  M.,  same  date,  ing  in  the  end  of  the  car  he  had  made  empty, 

being  in  Armstrong  a  grand  total  of  only  4  The  consignee  advising  no  objection,  the  car 

hours  and  30  minutes.  was  being  loaded  and  unloaded  at  the  same 

I.  C.  87282  contained  coal  for  Carbon-  time  by  two  different  patrons.  Car  finished 

dale  and  placed  for  unloading  October  28th.  loading  and  billing  furnished  at  9:00  A.  M., 

As  soon  as  car  was  partly  unloaded  we  re-  October  29th. 


oervice 

MR.  REYNOLDS,  STATION  AGENT,  CARBONDALE,  ILL.,  M.  R.  AITKENS, 
CONDUCTOR,  IN  CHARGE  OF  TRAIN  NO.  207,  AND  MR.  E.  H.  BAKER, 
SUPERVISOR  OF  PASSENGER  SERVICE  EMPLOYES,  HAVE  EVIDENTLY 
CAUGHT  THE  SPIRIT.  SERVICE  TO  OUR  PATRONS  ALWAYS  BRINGS 
SATISFACTION  TO  THOSE  WHO  SERVE  AS  WELL  AS  TO  THOSE  WHO 
ARE  BENEFITED. 

New  Orleans,  November  9,  1920. 

The  President,  Illinois  Central  Railroad,  Chicago,  111. 

Dear  Sir: — I  wish  to  express  in  writing  my  great  appreciation  for  the  kindness  shown 
me  yesterday  by  Mr.  Reynolds,  your  station  agent  at  Carbondale,  Mr.  Aitkens,  con- 
ductor on  No.  207,  and  Mr.  E.  H.  Baker,  Supervisor  of  Passenger  Service  Employes. 

Through  no  one's  fault  but  my  own,  my  valuable  overcoat  was  left  on  a  car  that  was 
sidetracked  at  Carbondale.  The  three  above  mentioned  gentlemen  exerted  themselves 
more  than  employes  usually  do  or  are  expected  to  with  the  result  that  the  coat  was 
located  and  forwarded  to  me  here. 

The  officials  of  the  I.  C.  R.  R.  are  to  be  congratulated  upon  their  wisdom  in  instituting 
the  special  position  held  by  Mr.  Baker  and  for  the  good  fortune  of  having  so  agreeable 
and  efficient  man  in  the  position. 

Gratefully,  (S)   Frank  C.  Gearhart. 


STATIONS  AND  TRANSFERS  DEPARTMENT 

MR.  AGENT  :- 

What  are  you  doing  at  your  station  to  reduce  causes  for 
freight  claims  ? 

Are  you  complying  with  the  rules  of  the  Consolidated 
Classification  in  the  acceptance  of  less  than  carload  freight? 

Are  you  soliciting  shippers'  co-operation  in  the  proper 
preparation,  packing,  marking,  description  and  weight  of 

shipments  ? 

* 

Are  you  requiring  shippers  to  remove  or  efface  all  old 
consignment  marks  before  accepting  less  than  carload 
shipments  ? 

Are  you  making  proper  notations  covering  short  and 
damaged  freight  received  from  connecting  lines? 


41 


CLEANINGS 

from  me 

OA1MS  DEPARTMENT 


JntQrostmg  -  JVows  •  a/"-  'Doings  •  e 
Claimants  •  J^7  •  aW  -  £?#£  •  cV^  Gburt 


A  Good  Example 


A  good  example  of  the  employes  of  the 
Illinois  Central  is  furnished  by  T.  Brady, 
Jr.,  local  attorney  for  the  Illinois  Central 
at  Brookhaven,  Miss. 

One  day  in  October  Mr.  Brady  was  a 
passenger  on  No.  6  from  New  Orleans  when 
a  large  crowd  of  people  who  had  been  at- 
tending a  parish  fair  boarded  the  train  -at 
Hammond,  La.  The  train  was  a  long  one, 
but  the  coaches  were  packed  by  the  crowd. 
After  Natalbany  had  been  passed  and  many 
of  the  passengers  had  left  the  train,  Mr. 
Brady  noticed  a  little  girl  walking  down  the 
aisle  with  an  anxious  expression  on  her  face. 
As  she  reached  the  attorney  she  asked  him 
if  the  train  had  passed  Natalbany  and  when 
informed  that  it  had  she  burst  into  tears. 

By  asking  questions  Mr.  Brady  learned 
that  in  boarding  the  train  the  little  girl  had 
been  separated  from  her  father,  mother  and 
the  three  ether  children.  Upon  reaching 
McComb,  Mr.  Brady  reported  the  incident 
to  Superintendent  Quigley  and  arranged  to 
have  No.  1  stop  at  Natalbany  the  following 
morning,  so  the  little  girl  could  change  to 
a  New  Orleans,  Natalbany  &  Nathez  train 
for  Grangeville,  her  home.  The  little  girl 
spent  the  night  at  Mr.  Brady's  home  at 
Brookhaven  and  the  following  morning  the 
attorney  furnished  her  with  money  for  her 


ticket  from  Natalbany  to  Grangeville.  He 
also  got  word  to  the  parents,  who  were 
almost  franctic  over  the  disappearance  of 
their  daughter. 

The  father  returned  the  money  for  the 
ticket,  and  the  little  girl  reached  home 
safely.  Her  name  is  Alice  Flenikin,  and  her 
father's  name  is  Willie  Flenikin. 


A  WELL  DELIVERED  REBUKE 

A  rebuke  to  those  who  regard  the  rail- 
ways as  legitimate  prey,  upon  which  to  feast 
whenever  opportunity  offers — and  to  those 
who  encourage  such  practices — is  delivered 
by  a  Mississippi  jury. 

The  Park  Hotel  at  Durant,  Miss.,  burned 
last  January.  Mrs.  Mary  Klein  brought  suit 
agaist  the  director-general  and  the  Illinois 
Central  for  $46,000  damages,  alleging  that 
the  fire  was  started  by  sparks  from  a  pass- 
ing locomotive.  There  was  no  evidence  in 
support  of  the  contention,  but  the  suit  was 
filed. 

The  case  was  called  in  the  United  States 
court  at  Jackson,  Miss.,  November  8.  rind 
the  trial  of  it  occupied  nearly  five  days.  It 
was  given  to  the  jury  the  afternoon  of  No- 
vember 12  and  within  five  minutes  the  ver- 
dict exonerating  the  railway  was  returned. 
The  defense  was  handled  by  Wells,  May  & 


42 


ILLINOIS    CENTRAL    MAGAZINE 


43 


Sanders,  district  attorneys,  of  Jackson,  as- 
sisted by  Claim  Agent  John  L.  Scott,  of 
Grenada.  The  attorneys,  in  filing  their  re- 
port, gave  Mr.  Scott  much  of  the  credit  for 
his  excellent  preparation  of  the  case. 

The  point  to  be  drawn  is  this:  The  case 
plainly  indicates  that  the  time  has  passed 
when  claimants  can  collect  huge  damages 
from  the  railways  by  preying  upon  that 
former  spirit  of  hostility.  The  Jackson 
Daily  News  calls  attention  to  the  case  in 
the  following  editorial,  printed  November 
13,  under  the  title,  "A  Suit  on  Suspicion:" 

"The  suit  of  Mrs.  Mary  Klein  vs.  the  di- 
rector-general of  railroads,  which  consumed 
five  days  of  the  Federal  court  session  this 
week,  is  a  striking  demonstration  of  the 
common  practice  in  Mississippi  of  bringing 
a  damage  suit  on  suspicion. 

"Plaintiff  brought  action  for  $46,000  dam- 
ages for  the  destruction  by  fire  of  the  Park 
Hotel  at  Durant  last  January,  alleging  that 
the  blaze  was  caused  by  sparks  from  a  pass- 
ing locomotive. 

"More  than  two  score  witnesses  were 
summoned  by  plaintiff's  counsel  to  prove 
this  contention,  and  nothing  whatever  that 
was  tangible  or  conclusive  was  presented 
in  support  of  the  theory  that  engine  sparks 
caused  the  fire. 

"Summed  up  in  a  sentence,  a  mere  sus- 
picion existed  that  engine  sparks  might 
have  started  the  blaze,  and  it  was  therefore 
decided  to  try  to  impose  a  $46,000  penalty 
on  the  railroad  company.  Nobody  saw  any 
sparks  fall  on  the  hotel  roof,  or  anywhere 
in  that  vicinity.  The  hundreds  of  ways  in 
which  the  fire  might  have  started  were  all 
rejected,  and  this  splendid  theory  seized 
upon  as  a  pretext  for  an  attempted  raid  on 
the  coffers  of  the  corporation. 

"Fortunately  the  jury  was  composed  of 
men  of  common  sense,  and  they  declined  to 
award  damages  on  such  a  ridiculous  con- 
tention. 

"Such  suits  cause  gross  injustice  in  many 
ways.  The  railroad  company  was  put  to  a 
heavy  expense  to  defend  itself  against  this 
opera  bouffe  litigation.  The  time  of  an  im- 
portant tribunal  was  consumed  for  nearly  a 
week  while  other  litigants  with  serious 
claims  to  the  court's  attention  were  held  in 
waiting.  More  than  a  hundred  persons 
were  forced  to  abandon  their  usual  avoca- 
tions and  come  to  Jackson  to  appear  as  wit- 
nesses. All  of  this  was  costly,  and,  unfortu- 
nately, the  cost  comes  out  of  the  pockets 
of  the  people.  The  railroad  company  must 
devote  a  certain 'portion  of  its  gross  reve- 
nues to  defend  itself  against  suits  of  this 
nature,  and  the  remainder  of  the  court  costs 
must  be  met  with  federal  taxes.  The  people 
eventually  pay,  regardless  of  how  the'  litiga- 
tion ends. 

"The  plaintiff  in  this  instance  was  akin  to 
a  bush  league  pitcher  going  into  a  big 
league  game  with  nothing  save  an  old  glove 
and  a  prayer  on  his  lips — a  mere  hope  that 


the  jury  might  accept  a  theory  based  on  a 
mere  possibility,  and  return  a  verdict  ac- 
cordingly. There  ought  to  be  a  rule  of  pro- 
cedure in  all  our  civil  courts  that  would  ren- 
der the  filing  of  such  trivial  actions  an  im- 
possibility." 


ON  CORRECT  TIME 

Mrs.  Ellen  Curry,  of  Decatur,  Ala.,  was 
awarded  $500  damages  against  the  Louis- 
ville &  Nashville  Railroad  in  the  Supreme 
Court  at  Mobile,  Ala.,  recently  because  a 
station  clock  was  slow.  The  story  of  the 
case,  as  given  by  the  Chicago  Tribune,  fol- 
lows : 

"A  clock  in  the  Union  Station  at  the  above 
place  was  slow.  The  court  ruled  the  road 
was  responsible  for  errors  made  by  any 
clerk  or  timepiece  that  they  exhibited  to 
public  gaze.  The  clock's  error  caused  Mrs. 
Curry  to  miss  a  train  and  be  absent  from 
her  son's  funeral." 


PARSON  WARNS  THEM 

The  Rev.  J.  L.  Meads,  pastor  of  the  Bap- 
tist church  at  Benton,  111.,  declared  in  a 
sermon  Sunday  night,  October  31,  that 
eight-tenths  of  all  automobile  accidents  at 
railway  grade  crossings  are  due  to  negli- 
gence on  the  part  of  the  automobile  driver*. 


M,  H.  CLOUD'S  DEATH 

Claim  Agent  Charles  D.  Gary,"  of  Kan- 
kakee,  111.,  writes  as  follows  concerning  the 
death  of  M.  H.  Cloud,  for  many  years  attor- 
ney for  the  Illinois  Central  at  Paxton: 

"You  are  doubtless  advised  that  a  few 
days  ago  there  passed  from  all  earthly 
stress  that  venerable  and  splendid  gentle- 
men, Judge  Cloud,  long  and  many  years 
our  distinguished  attorney  at  Paxton,  111. 

"Whether  his  strong  and  subtle  energies 
found  instant  exercise  in  another  forum; 
whether  his  dexterous  and  disciplined  facul- 
ties are  now  contending  in  a  higher  court 
than  ours  for  supremacy;  or  whether  his 
powers  were  dissipated  and  dispersed  with 
his^  parting  breath — we  do  not  know. 

"Whether  his  passions,  ambitions  and  af- 
fections still  sway,  attract  and  impel; 
whether  he  yet  remembers  us  as  we  remem- 
bered him — we  do  not  know. 

"These  are  the  unsolved,  the  insoluble, 
problems  of  mortal  life  and  human  destiny, 
which  troubled  and  prompted  the  old  patri- 
arch to  ask  that  momentous  question  for 
which  the  centuries  have  given  no  answer: 
"If  a  man  die.  shall  he  live  again?" 

"For  over  fifteen  years  I  have  been  closely 
associated  with  him  in  the  trial  of  the 
cases  for  this  company,  and  they  have  been 
not  few,  but  be  it  remembered  that  during 
all  those  years  there  is  not  on  a  record  a 
case  that  was  tried  out  to  final  conclusion 
that  he  lost — a  most  envious  record. 

"He  was  my  very  close  friend  and  I  held 
for  him  a  most  high  esteem.  I  like  men, 


44 


ILLINOIS  CENTRAL  MAGAZINE 


good,    strong,    splendid    men,    and    he    was 
more  than  this." 


GRASS  SEED 

The  following  news  item  appeared  in  the 
Mattoon  (111.)  Journal-Gazette  of  Novem- 
ber 2: 

"R.  M.  Clark,  of  Paradise,  started  out  in 
his  Hupmobile  last  Saturday  to  take  a  sack 
of  grass  seed  to  market.  Clark  is  sixty-five 
years  old  and  possibly  his  hearing  is  not  so 
acute  as  it  used  to  be.  At  any  rate,  he 
failed  to  hear  or  see  the  approach  of  a  train 
on  the  Illinois  Central  tracks  which  he  had 
to  cross.  One  second  more  would  have  been 
sufficient  time  for  him  to  clear  the  track, 
but,  lacking  that,  he  was  struck  by  the  loco- 
motive and  hurled  from  the  right  of  way. 

"The  train  was  stopped  immediately  and 
backed  up.  When  members  of  the  crew  de- 
scended from  the  train,  they  found  Clark 
busy  at  trying  to  gather  up  the  grass  seed, 
which  had  been  spilled.  He  was  unhurt, 
save  for  a  scratch  on  the  back  of  one  hand 
and  a  bruise  on  one  leg.  But  his  Hupmo- 
bile was  ruined  and  lay  in  the  ditch." 


USING  HORSE  SENSE 

Is  a  passe.nger  on  a  railroad  train  required 
to  use  "horse  sense"  in  order  to  entitle  him 
to  the  utmost  care  from  railroad  employes? 


A  McCracken  County,  Kentucky,  jury  said 
he  must,  in  the  case  of  Cliff  Shemwell  vs. 
John  Barton  Payne  and  the  Illinois  Central 
Railroad  Company,  tried  at  Paducah,  Novem- 
ber 10. 

Mr.  Shemwell  was  a  passenger  on  an  Illi- 
nois Central  train  into  Paducah  September 
28,  1919.  Being  a  progressive  young  man, 
he  desired  to  be  "first  out"  on  arrival,  so 
left  his  seat  a  half  mile  from  the  station 
and  went  out  into  the  vestibule.  Still  im- 
bued with  the  spirit  of  progress,  he  ignored 
the  ordinary  handholds  furnished  by  the 
company,  and  took  a  firm  grasp  on  the  door 
jamb,  allowing  two  of  his  fingers  to  stray 
into  the  crack  between  the  door  and  the 
jamb.  Flagman  Petty,  in  locking  the  toilet 
doors  coming  into  the  station,  gave  all  his 
passengers  the  benefit  of  the  doubt  on  the 
horse  sense  proposition,  and  not  knowing 
of  the  position  of  Mr.  Shemwell's  fingers, 
unhooked  the  coach  door,  allowing  it  to 
swing  shut,  with  the  result  to  Mr.  Shem- 
well's fingers  that  might  have  been  ex- 
pected. 

The  plaintiff  and  his  attorneys  figured 
that  $1,050  might  assuage  their  grief  and 
soothe  the  mental  and  physical  pain  and 
anguish,  but  the  jury  figured  otherwise,  so 
Cliff  walked  out  of  the  court  house  with  his 
hands  in  his  own  pockets. 


/.C./2./2.   FAC/UT/ES 
CUE&OKEE 


FACTS  AND  FIGURES 

ABOUT 

PERSONAL  INJURY  ACCIDENTS 


Bulletin  No.  2 


TO: 


SECTION  LABORERS:  Do  you  know  that  there  were  more  section  laborers  injured 
on  the  railroad  in  October  than  any  other  class  and  that  fifty  per  cent  of  all  injuries  to 
persons  in  the  Maintenance  of  Way  Department  were  to  section  laborers? 

BRAKEMEN  AND  SWITCHMEN:     Do  you  know  that  thirty-six  per  cent  of  all  personal 

injuries  in  the  Transportation  Department  are  to  brakemen  smd  switchmen? 

FREIGHT  HANDLERS  AND  STATION  EMPLOYES:     Do  you  know  that  twenty-five  per- 

cent of  all  personal  injuries  in  the  Transportation  Department  are  to  freight  handlers  and 

station  employes? 

BRIDGEMEN:      Do  you  know  that  fifteen  per  cent  of  all  personal  injuries  in  the  Mainte- 

nance of  Way  Department  are  to  bridgemen? 

CARPENTERS:      Do    you    know   that    seventeen   percent    of    all    personal    injuries    in    the 

Maintenance  of  Equipment  Department  are  to  carpenters? 

MACHINISTS:     Do  you  know  that  ten  per  cent  of  all  personal  injuries  in  the  Maintenance 

of  Equipment   Department   are   to   machinists? 

Classification  of  Injuries  by  Divisions 
October,   1920 


TRANSPORTATION 


•d 

6 

DIVISIONS 

Chicago  Tm'l 1 

St.    Louis- 2 

Illinois  2 

Indiana   1 

Springfield 0 

Wisconsin    2 

Minnesota    5 

Iowa  0 

Tennessee    3 

Kentucky  1 

Mississippi  0 

Louisiana  3 

New  Orleans  Tm'l 3 

Memphis  Tm'l 1 

Memphis  ..„ 1 

Vicksburg    0 

New    Orleans- 1 

C.  M.  &  G 0 

26 


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7 

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1 

11 

2 

4 

3 

3 

8 

0 

7 

2 

3 

1 

5 

5 

3 

1 

2 

2 

1 

8 

4 

0 

0 

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3 

0 

3 

4 

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FROM  THE  LAW  DEPARTMENT 


Supreme  Court  Decisions 


1.  Moot  cases  in  Supreme  Court. — The 
Supreme  Court  will  determine  only  actual 
matters  in  controversy  essential  to  the  de- 
cision, of  the  particular  case  before  it. 
Where  by  act  of  the  parties  or  a  subse- 
quent law,  the  existing  controversy  has 
come  to  an  end,  the  case  becomes  moot, 
and  will  be  treated  accordingly,  however 
convenient  it  might  be  to  have  the  ques- 
tions decided  for  the  Government  for  fu- 
ture cases.  Here  the  questions  involved  on 
appeal  from  an  order  enjoining  the  enforce- 
ment of  an  order  of  the  Interstate  Com- 
merce Commission,  prescribing  the  terms 
of  bills  of  lading,  became  moot  because  it 
had  been  conceded  that  under  the  Trans- 
portation Act,  1920,  changes  are  required 
in  the  forms  prescribed.  The  order  was 
reversed  and  the  cause  remanded,  with 
directions  to  dismiss  the  case  without 
prejudice.— U.  S.  v.  Alaska  S.  S.  Co.,  40 
S.  C.  R.  448. 

2.  Interstate  transportation  of  whisky. — 
The  transportation   by  their  owner  of  five 
quarts   of  whisky   for  his  personal  use,   in 
his    own    automobile,    into    a    state    whose 
laws    prohibit   the    manufacture    or    sale    of 
intoxicating  liquors  for  beverage  purposes, 
is    transportation    in    interstate    commerce 
and   violates   the    Reed   Amendment    if   the 
liquor  is  not  intended  for  any  of  the  pur- 
poses therein  excepted.     Transportation   in 
order  to  constitute  interstate  commerce   is 
not  confined  to  that  performed  by  common 
carriers. — U.  S.  v.  Simpson,  252  U.  S.  465. 

3.  Employer's     liability — when     employe 
of    one    road    not    employe    of    another. — 
Under    an    agreement    for    through    freight 
service  between  two  railroads,  each  retain- 
ing  control   of  its   own   train   crews   while 
on   the  other's  line,  subject  to  regulations, 
orders  and  discipline  imposed  by  the  other 
for     the     purpose     of     co-ordinating     their 
methods  to  its  own  operations,  and  for  in- 
suring safety  and  furthering  the  general  ob- 
ject of  the  agreement;  and  the  acts  of  each 
company's    employes   while  on   the   line   of 
the  other  were  performed  as  part  of  their 

46 


duty  to  their  general  employer.  Held, 
That  an  employe  of  one  company  did  not 
become  an  employe  of  the  other,  within  the 
meaning  of  the  Employer's  Liability  Act 
while  so  operating  on  the  other's  line. 
North  Carolina  R.  R.  Co.  v.  Zachary,  232 
U.  S.  243,  is  distinguished.  (Hull  v.  P.  & 
R.  R.  Co.,  252  U.  S.  475.) 

4.  Employer's    liability — when    engaged 
in    interstate    commerce.     A    railroad    em- 
ploye  engaged   in    drying  sand   for   use    in 
engines,    some    of   which   were   engaged    in 
interstate     commerce,     and     dumping     the 
ashes   from   the   fires   in   an  ash   pit  across 
a  track  from  the  sand  house,  and  who,  after 
emptying  a  pail  of  ashes,  went  for  a  drink 
of  water  and  was  struck  by  an  engine  when 
returning  for  his  pail,  was   engaged  in  in- 
terstate   commerce. — Erie    R.    R.    v.    Szary, 
40  S.  C.  R.  454. 

5.  Free   pass. — A   stipulation   on   a   free 
pass  purporting  to  release  the  carrier  from 
all    liability    for    negligence    is    ineffective 
where  injury  to  the  passenger  results  from 
the    wilful    and    wanton    negligence    of    the 
carrier's    servants. — New   York   Central   R. 
R.  v.  Mohney,  252  U.  S.  152. 

6.  Cattle  scales. — A  state  cannot  compel 
a  railroad  company  to  install  cattle  scales 
at   a    station    as   a   means    for   building   up 
the    buiness    of    trading    in    cattle    at    that 
point,   however  much   the   public  might  be 
benefited   thereby. — Great   Northern   Ry.  v. 
Cahill,  40  S.  C.  R.  457. 

7.  Mail  pay. — A  railroad  company  which 
enters   into   a   contract   to   carry   the   mails 
"upon    the    conditions    prescribed    by   law,'' 
etc.,   is   liable   to   fines   or   deductions  from 
its    compensation    for    failures    to   maintain 
its     mail     train     schedules.     (Kansas     City 
Southern  Ry.  v.   United   States,  252  U.  S. 
147.)     The  obligation  to  carry  the  mail  at 
the   rates   fixed   by   Congress  attaches  to  a 
land-aided    railroad,    like    an    easement    or 
charge;  a  company  purchasing  under  fore- 
closure  takes   the   road  with  notice  of  the 
obligation;  and  its  duty  to  perform  is  not 


ILLINOIS    CENTRAL   MAGAZINE 


47 


affected  by  the  fact  that  it  received  none 
of  the  land  and  obtained  no  benefit  from 
the  grant. — Grand  Trunk  Western  Ry.  v. 
United  States,  252  U.  S.  112. 

8.  Reparation  awards  of  Interstate  Com- 
merce Commission. — An  order  of  the  Com- 
mission cannot  be  rejected  as  unsupported 
by  evidence  when  material  documentary 
evidence  before  the  Commission  has  not 
been  introduced  before  the  court  because 
of  its  bulk.  Where  the  essential  facts 
found  are  based  on  substantial  evidence  and, 
there  has  been  no  denial  of  the  right  to  a 
fair  hearing,  the  findings  and  order  of  the 
Commission  may  not  be  rejected  as  evi- 
dence .  because  improper  evidence  was  ad- 
mitted, or  the  best  possible  available  evi- 
dence was  not  produced  or  a  different  con- 
clusion might  have  been  reached. .  Where 
hearsay  evidence  was  introduced  without 
objection  and  substantially  corroborated  by 
original  evidence  clearly  admissible  against 
the  parties  affected,  the  findings  and  order 
of  the  Commission  will  not  be  rejected  as 
unsupported  by  evidence,  especially  as  the 
order  is  only  prima  facie  evidence.  A  claim 
for  reparation  is  assignable  as  the  same  is 
for  compensation,  and  not  for  a  penalty. — 
Spiller  v,  A  T.  &  S.  F.  Ry.  Co.,  40  S.  C.  R. 
466. 


Court  of  Appeals  and  Commissions 

1.  Carmack      Amendment — When      last 
carrier  liable  for  misdelivery. — Where  bill 
of   lading   issued   by   initial   carrier,   which 
under  the  Carmack  Amendment  is  the  con- 
tract for  the  entire  shipment,  requires  no- 
tice  of   misdelivery   to   fix   liability   of   any 
of  the  carriers,  the  'terminal  carrier  is  bound 
by  the  contract  to  deliver  the  shipment  in 
accordance  with  its  terms,  and  is  liable  for 
loss    or    injury    preventing    such    delivery, 
though  occasioned  on  the  lines  of  the  con- 
necting carrier. — McGinn  v.  O.-W.  R.  &  N. 
Co.,  265  Fed.  Rep.  81  (CCA). 

2.  Rate  of  return  for  public  utilities. — 
Rates  of  a  water  company  producing  7  per 
cent  upon   an   allowance  considerably   less 
than  a  reasonable  value  of  the  plant  can- 
not   be    considered   as    unreasonably    high. 
(Township  of  Whitehall  v.   Clear  Springs 
Water  Co.,  Pennsylvania  Commission  P.  U. 
R.     192OE,  284.)     The  Illinois  Commission 
considered  a  rate  of  return  of  approximate- 
ly 8  per  cent  as  a  reasonable  allowance  to 
a   gas   utility   which    has    shown   unusually 
excellent  and   efficient  management  in   the 
conduct  of  its  business,  and  which  is  val- 
ued    at     $1,900,000.— People's     Power    Co. 
relative  to  Gas  Rates  in  Moline,  7  111.  Com. 
Rep.,  843. 


Plll^llffl.®: 


Saving  Labor  at  Destination  and  Conserving  Equipment 
by  the  Use  of  Judgment  in  Loading 

By  W.  S.  Morehead,  Ass't  Gen'l  Storekeeper 


The  above  subject  is  not  confined  by  any 
limitations  either  of  trade  or  practice  but 
should  be  of  interest  to  shippers  equally 
as  much  as  to  the  railroad  men.  Its 
abuses  affect  all  classes  of  labor.  Any  im- 
provement made  along  this  line  will  be 
equally  welcomed  by  all  classes  of  em- 
ployes. 

How  many  men  when  loading  a  car,  think 
of  the  man  who  must  unload  it?  If  they 
do  not,  the  result  is  often  a  damaged  ship- 
ment, or  a  shipment  loaded  in  such  a  way 
that  considerable  money  will  be  spent  in 
unloading  it. 

I  have  seen  mounted  wheels  loaded  into 
a  tight  end  coal  car  and  locked  and  shipped 
to  a  point  without  a  crane  for  unloading, 
where  it  was  necessary  to  skid  the  wheels 
over  the  end  of  the  car  to  the  track  below. 
Had  the  proper  style  of  car  been  loaded, 
the  car  would  have  been  released  thirty 
minutes  after  it  had  been  placed.  By  being 
improperly  loaded  it  not  only  delayed  the 
return  of  the  car  to  service  but  cost  the 
wages  of  a  large  number  of  men  to  un- 
load it. 

This  is  applicable  to  all  classes  of  ma- 
terial but  I  shall  at  this  time  only  en- 
deavor to  point  out  the  results  obtained 
from  efforts  of  the  Store  Department  in 
getting  this  principle  applied  to  the  han- 
dling of  scrap. 

This  is  particularly  applicable  to  the 
handling  of  scrap  at  shops  where  up  to 
date  sorting  bins  are  not  maintained. 
Punchings  are  taken  from  one  machine, 
borings  and  turnings  from  others,  scrap 
bolts,  nuts,  rivets  and  staybolts  from  an- 
other location,  and  what  do  we  find  in 
the  scrap  pile?  A  mixed  up  mass  of  all 
classes  of  scrap  from  brass  valves  to  bar- 
rel hoops,  which  it  would  require  a'  con- 
siderable amount  of  time  to  re-classify. 
The  chances  are  that  it  remains  there  until 
the  place  becomes  congested,  when  it  is 
loaded  up  and  forwarded  to  the  nearest 


classification  dock  or  the  General  Store- 
house for  disposition. 

In  its  present  condition,  this  carload  of 
scrap  cannot  be  sold  to  advantage  so  it 
is  necessary  to  unload  the  car,  sort  out  the 
various  classes  of  scrap  and  throw  them 
into  bins  provided  for  that  purpose.  If  you 
will  follow  the  transaction,  you  will  note 
that  after  three  separate  handlings,  we  have 
the  scrap  back  in  the  same  shape  as  when 
picked  up  at  the  machine,  the  only  advan- 
tage being  that  it  is  now  at  the  classifica- 
tion dock  where  it  can  be  sold  as  soon  as 
a  carload  accumulates. 

The  object  of  this  illustration  is  to  show 
how  easy  it  is  to  use  up  a  large  amount 
of  labor  unscrambling  scrap  that  should 
never  have  been  scrambled.  Scrap  should 
be  sorted,  or  rather  kept  separate  by 
classes,  when  it  is  first  brought  to  the  scrap 
dock.  It  does  not  require  up  to  date  facili- 
ties although  they  are  desirable.  Scrap 
classification  sheets  are  available  and  the 
Division  Storekeeper  should  be  always 
ready  to  assist  in  instructing  those  con- 
cerned with  the  handling  of  scrap. 

Even  with  the  most  primitive  facilities, 
the  various  classes  of  scrap  can  be  at  least 
thrown  in  separate  piles  and  when  'loaded 
into  cars  by  the  use  of  bulkheads,  it  can 
be  separated  so  as  to  be  readily  handled  at 
destination.  To  further  assist  in  the  classi- 
fication, men  are  being  educated  at  each 
storehouse  to  see  that  truckers  delivering 
scrap  to  the  scrap  docks  throw  it  in  the 
proper  bins  and  that  scrap  is  loaded  prop- 
erly when  forwarded  to  the  General  Store- 
house for  sale.  At  some  points  magnets 
are  installed  for  handling  scrap.  These 
magnets  are  great  money  savers  in  the 
handling  of  properly  assorted  scrap. 

The  effect  of  properly  loading  cars  is 
quickly  felt  at  the  General  Storehouse;  be- 
fore this  arrangement  was  started,  the  aver- 
age accumulation  of  scrap  cars  at  Burnside 


48 


ILLINOIS    CENTRAL    MAGAZINE 


49 


was  between  seventy  and  eighty  while  at 
the  present  time  it  will  average  from  fifteen 
to  twenty  cars  the  saving  being  due  to  the 
assistance  rendered  by  Division  Storekeep- 
ers and  others  on  line  in  loading  scrap  cars 
in  such  a  manner  that  they  may  be  sold 
with  a  minimum  amount  of  rehandling. 
There  is  also  a  notable  decrease  in  the  num- 
ber of  men  required  to  handle  scrap  at 
Burnside.  While  it  is  a  fact  that  forces  at 
outside  points  have  been  increased,  the 
reduction  at  Burnside  has  more  than  off- 
set the  increases  made  at  other  points  as 
well  as  the  corresponding  saving  which  is 
made  in  the  number  of  days  cars  remain 
under  load.  Under  this  system,  there  'is 
never  as  much  as  one  car  load  of  unas- 
sorted scrap  on  hand  at  the  General  scrap 
dock  at  Burnside. 

It  should  be  the  duty  of  all  who  are  con- 
nected in  any  way  with  the  handling  of 
scrap. to.  develop  ways  and  means  of  han- 


dling it  in  the  most  direct  and  economical 
manner.  Devices  should  be  perfected  to 
facilitate  sorting  and  constant  pressure 
should  be  brought  on  those  supervising  the 
piling  up,  loading  and  sorting  to  see  that 
instructions  are  properly  carried  out  as  it 
has  been  found  that  where  it  has  been 
necessary  to  discount  the  price  of  a  certain 
kind  of  scrap  on  account  of  it  being  mixed 
with  another  class;  by  properly  sorting  at 
originating  points,  the  Company  derives  a 
profit  instead  of  sustaining  a  loss. 

It  is  also  highly  important  that  cars  are 
weighed  light  and  restenciled  before  load/- 
ing so  that  in  case  it  is  necessary  to  trans- 
fer the  load  at  the  General  Storehouse,  the 
car  is  immediately  available  for  reloading. 

If  all  concerned  will  work  intelligently 
along  these  lines,  I  am  satisfied  that  a 
considerable  saving  in  the  cost  of  handling 
will  result  as  well  as  a  marked  decrease  in 
car  days  for  equipment  under  load. 


Waterloo  Storehouse  Holds  "Get  Acquainted"  Meeting 


On  the  evening  of  November  5th,  the 
employes  of  the  Waterloo  Store  Depart- 
ment had  what  they  termed  their  "First 
Frolic" — the  meeting  being  a  departmental 
get  acquainted  social  session,  with  about 
seventy-five  employes  and  their  families 
present. 

The  meeting  was  organized  by  Division 
Storekeeper  E.  S.  Shapland,  and  printed 
invitations  and  programs  were  sent  to 
neighboring  storekeepers,  as  well  as  Water- 
loo Storehouse  employes  located  at  outside 
points. 

Unfortunately,  neither  Mr.  Davidson  or 
Mr.  Morehead  were  able  to  attend  and  Mr. 
E.  R.  Barstow,  formerly  assistant  division 
storekeeper  at  Waterloo  and  now  a  mem- 
ber of  the  general  storehouse  staff  was 


present  to  represent  the  general  storehouse. 

A  splendid  program  of  instrumental  and 
vocal  numbers  was  given,  which  was  greatly 
appreciated  and  generously  applauded.  At 
the  conclusion  of  the  program,  short  talks 
were  given  for  the  benefit  of  the  depart- 
ment; Mr.  Barstow  was  called  upon  for  a 
few  remarks  and  responded,  expressing  the 
regrets  of  Messrs.  Davidson  and  Morehead 
that  they  were  unable  to  attend  person- 
ally. 

A  nice  lunch  was  spread  following  the 
program  at  which  all  present  did  full  jus- 
tice. Dancing  followed  the  luncheon  and 
at  11  o'clock  the  party  broke  up,  every  one 
present  expressing  themselves  as  well  satis- 
fied and  hoping  that  it  would  not  be  the 
last  one. 


Things  We  Should  or  Should  Not  Do 


1.  Keep    smiling.     Things     happen    just 
the    same,    whether   you    smile    or   not,   but 
if  we  are  cheerful,  we  can  stand   the  hard 
knocks  and  it  makes  the  other  fellow  feel 
better. 

2.  Now  is  the  time  to  look  around  under 
your  buildings  and  in  lockers  and  cupboards 
and  get  that  material  you  have  been  hoard- 
ing into  circulation. 

3.  Pick    up    all    of    the    scrap    along   the 
right  of  way  so  it  will  not  be  covered  up. 
At  present  prices,   scrap  iron  is  expensive 
ballast. 

4.  Have. you  taken  care  of  your  screens 
yet?     You  will  want  them  next  spring. 

5.  How     about     those     awnings.     Snow 


and    ice    are    not    good    for    canvas.     They 
should  be  taken  down. 

6.  Laborers    have    a    habit   of    wrapping 
their  feet  in  burlap  sacks.     This  is  expen- 
sive footwear,  especially  when  good,  serv- 
iceable sacks  are  used. 

7.  Have    you    inspected    your    flues    and 
stove  pipe?     Fires   cost  a  great  deal  more 
than  stove  pipe  and  care  will  prevent  them. 

8.  Watch    emergency   purchases    of   ma- 
terial,  as  it  always   costs  more  than  when 
purchased  in  the   regular  way. 

9.  When  you  make  a  requisition,  always 
remember    that    the    "other    fellow"    must 
fiorure  out  your  reciuirements   from  it,  and 
be   particular  that   full   catalog  information 


50 


ILLINOIS    CENTRAL    MAGAZINE 


is  shown.  A  little  more  work  on  your 
part  will  not  only  save  time  at  the  general 
storehouse  but  will  also  get  the  material  to 
you  more  promptly. 

10.  Don't  use  a  shovel  for  a  crow-bar; 
they  were  not  built  for  that  purpose,  and 
they  are  expensive. 

11.  Don't   use    a   monkey   wrench   for    a 
hammer.     Hammers      are      a      great      deal 
cheaper.     You  can   drive  a  tack  with  your 
watch,  you  know,  but  you  would  have  to 
buy  another  watch. 

12.  The  past  year  has  been  a  strenuous 
one,    and    a    great    deal    has    been    accom- 
plished.    Appreciation  is  due  those  who  by 
their  efforts   have   enabled   the   department 
to    secure    the    results    obtained.     We    are 
now    approaching   the    New   Year.     Let   us 
firmly    resolve    to    put    the    department    in 
which    we    work,    and    the    railroad    as    a 
whole,  farther  ahead  than  ever  before.     A 
Merry  Christmas  and  a  Happy  New  Year 
to  you  and  yours. 

Good-bye.     Will  see  you  in  the  January 
issue. 


DEO.  FAVENTE 
C.  E.  Swope,  Frt.  Claim  Office 

There  is  no  use  to  fume  and  fret, 
When   down   upon   your  luck; 
The  better  man, 
Does  all  he  can, 
To  get  from  out  the  ruck; 
And  if  perchance,  you  cannot  bring 
Yourself    to    accept    fate; 
Don't  give  it  up, 
But  drink  the  cup, 
And  then  sit  tight  and  wait. 

For  there's  a  maxim  old,  you  know, 
That  oft  has  proven  true; 

Who   holds   on  tight, 

And  makes  a  fight, 
Will  surely  get  what's  due; 
So  if  your  thoughts  make  you  depressed, 
Because  you're  slow  to  mend; 

Just  keep  your  nerve, 

And  do  not  swerve, 
But  hold  out  to  the  end. 

Now  as  your  pathway  brighter  grows, 
And  everything  goes  right; 

Your   future   clear, 

With  naught  to  fear, 
But  all  things  pure  and  bright; 
And  as  you've  proved,  that  human  will, 
Is  stronger  far  than  pain; 

You  may  look  back 

Along  your  track, 
And    figure    up    your    gain. 


Then  pray  upon  your  bended  knees, 
That  though  the  time  seem  long; 

You'll  be  sustained, 

Until  you've  gained 
Enough  to  make  you  strong; 
That  you  may  on  your  record  stand, 
And  say  to  any  one; 

I've  fought  the  fight 

And  won  the  right 
To  my  place  in  the  sun. 


JIMMIE  REED,  GRANDSON  OP  TERMINAL 
SUPERINTENDENT    UMSHLER. 


Earth  Slides  in  Cuts  and  Embankments 


By  M.  C.  Meigs,  Asst.  Engineer 


Since  the  time  when  construction  was 
started  on  the  first  railroad  in  this  coun- 
try, up  to  the  present,  there  has  existed 
for  the  Roadway  Departments,  (and,  not 
infrequently,  the  Transportation  Depart- 
ments) of  practically  all  of  the  different 
systems,  the  never  ending  problem  of  slides 
in  cuts  and  embankments.  The  annual  ex- 
pense of  solving  this  problem  has  never 
been  determined,  but  it  unquestionably  runs 
into  millions  of  dollars. 

The  Illinois  Central  and  Y&MV  Railroads 
have  by  no  means  escaped  these  difficul- 
ties, and,  indeed,  with  the  constantly  in- 
creasing weight  of  locomotives  and  cars, 
the  situation,  particularly  as  to  slides  in 
embankments,  is  becoming  more  and  more 
acute.  The  trouble  with  slides  in  cuts  has 
been,  to  a  large  extent  eliminated,  except 
for  the  ordinary  wash  of  nearly  all  cuts, 
which  requires  frequent  cleaning  out  of 
side  ditches,  but  is  nbt  properly  classed  as 
slides. 

In  locating  lines  of  new  railways,  or 
changes  in  existing  ones,  the  character  of 
the  material  in  deep  cuts  is  first  thoroughly 
investigated,  by  boring  test  hoes  at  frequent 
intervals  before  final  location  is  adopted,  as 
it  is  a  matter  of  such  importance  that  it  is 
often  considered  advisable  to  sacrifice  align- 
ment and  distance  in  order  to  avoid  treach- 
erous material.  In  spite  of  all  precautions, 
trouble  is  often  encountered,  sometimes  not 
showing  up  until  the  line  is  in  operation. 

As  a  rule,  the  only  remedy  for  a  sliding 
cut  is  to  "dig  dirt."  Examples  of  this  are 
found  on  the  Illinois  Central  and  Y&MV  at 
Curve,  Tennessee,  and  Anding,  Mississippi, 
where  thousands  of  yards  have  been  re- 
moved by  steam  shovel  and  teams,  until  the 
cuts  have  been  widened  and  side  slopes  re- 
duced to  such  an  extent  that  there  is  now 
practically  no  serious  trouble.  In  years 
past  there  were  frequent  slides  which  com- 
pletely blocked  the  railroad  until  the  way 
could  be  cleared  for  trains. 

The  difficulty  with  cuts  is  always  lessened 
to  some  extent,  if  ditches  are  constructed 
along  each  side  of  the  face  of  the  cut,  lead- 


ing to  lower  ground  at  the  ends  of  the 
cut,  thus  catching  a  large  amount  of  water 
which  would  otherwise  run  over  the  face 
of  the  cut  towards  the  track.  However, 
unless  these  ditches  are  sufficiently  far  back, 
they  may  easily  prove  liabilities  instead  of 
assets,  by  gradually  inducing  cracks  in  the 
ground  which  finally  cause  slides. 

Another  remedy  for  trouble  in  cuts,  is 
to  construct  retaining  walls  on  each  side 
of  the  track.  These  walls  should  be  a 
sufficient  distance  from  the  track  to  allow 
space  for  a  side  ditch  between  them  and 
the  track,  and  to  permit  the  use  of  ditching 
machines  in  cleaning  out  these  ditches. 

The  most  serious  maintenance  problem  on 
the  Y&MV  Railroad  is  furnished  by  slides 
in  embankments.  Much  of  the  track  in 
Mississippi  Delta  is  laid  on  embankments 
constructed  of  what  is  known  as  "Gumbo," 
about  which  little  is  known  except  that  it 
will  slide  and  continue  to  slide.  At  some 
points  on  the  line  it  has  become  necessary 
to  construct  trestles  over  some  of  the  worst 
slides,  and  it  is  often  observed  that,  even 
after  all  weight  of  trains  has  been  taken 
off  the  embankment,  there  is  a  gradual 
movement  of  the  dirt  toward  the  bottom  of 
the  fill.  It  must  be  understood  that  this 
follows,  even  where  the  height  of  the  em- 
bankment does  not  exceed  four  feet.  This 
illustration  will  give  some  idea  of  the  trou- 
bles of  the  Road  Department  on  the  Y&MV, 
as  it  is  obviously  impossible  to  trestle  all 
the  bad  places,  and  during  wet  spells  it  be- 
comes the  duty  of  the  Section  Foreman  to 
go  to  the  worst  places  as  often  as  twice 
in  one  day  to  keep  the  track  safe  for  trains. 

The  best  remedy  for  slides  of  this  kind 
is  to  cut  out  the  gumbo,  and  replace  same 
with  good  earth,  and  the  expense  of  this, 
is  of  course,  tremendous,  due  in  part  to 
the  fact  that  it  is  often  necessary  to  go 
as  far  as  100  miles  before  a  suitable  dirt 
pit  can  be  found.  When  it  is  considered 
that  on  one  Operating  District  150  miles 
in  length,  there  is  a  total  of  over  12  miles 
of  slides,  to  cure  which  will  require  the  re- 
moval of  possibly  300,000  cubic  yards  of 
earth,  and  the  replacement  of  a  like  or 


51 


52 


ILLINOIS    CENTRAL    MAGAZINE 


larger  amount  of  good  dirt,  an  idea  of  the 
magnitude  of  the  trouble  is  obtained. 

There  are  several  methods  of  doing  the 
work  of  replacement.  As  a  rule,  the  track 
is  lined  over  to  one  side  of  the  embank- 
ment, if  necessary  widening  same  to  take 
care  of  the  weight.  The  dirt  is  then  cut 
out,  generally  with  teams,  and  spread  over 
the  right  of  way  with  the  slope  away  from 
the  track  toward  the  side  ditches,  which 
should  be  constructed  as  far  from  the  track 
as  practicable.  If  necessary,  additional  way- 
lands  should  be  purchased  for  this  purpose. 
When  the  bank  has  been  cut  out  as  close 
to  the  new  position  of  the  track  as  safety 
permits,  good  dirt  is  hauled  in  by  train, 
and  the  embankment  built  out  to  the  stand- 
ard section.  After  settlement  of  this  bank, 
which  can  be  hastened  by  "puddling"  or 
soaking  with  water,  the  track  is  again  lined 
over,  this  time  onto  the  new  bed,  far.  enough 
to  permit  the  process  of  cutting  out  and 
filling  to  be  repeated.  The  track  is  then 
lined  to  proper  position  and  balasted. 

It  is  often  impracticable  to  line  the  track 
over,  and  it  then  becomes  necessary  to 
drive  temporary  trestles  and  cut  out  under 
same  with  teams,  later  filling  with  good 
dirt  and  pulling  the  timbers.  This  method 
is  to  be  avoided  whenever  possible,  on  ac- 
count of  the  excessive  expense  both  of 
the  trestle,  and  the  necessarily  difficult 
work  of  removing  the  bad  dirt  from  under 
same. 

If  the  fill  is  low,  say  two  or  three  feet, 
it  will  sometimes  be  found  advisable  to 
leave  the  track  in  its  original  position,  cut 
out  close  to  the  ties  on  each  side,  leaving 
the  original  dirt  under  ties,  and  then  haul 
in  good  dirt  bv  train,  raising  the  track 
not  less  than  two  feet.  This  method  was 
followed  about  three  years  ago  over  about 
two  and  one-half  miles  of  territory,  and 
up  to  this  time,  the  track  has  given  no 
indication  of  settling. 

It  is  hardly  necessary  to  call  attention 
to  the  fact,  that  in  case  of  slides  on  double 
track,  the  work  may  be  greatly  expedited, 
if  traffic  is  not  too  dense,  by  routing  trains 


over  one  track,  leaving  the  other  side  to 
be  worked  to  much  greater  advantage. 

Another  entirely  different  method  of 
handling  slides  is  to  drive  a  row  of  piling 
a  short  distance  from  the  ends  of  the  ties 
on  both  sides  of  the  track.  These  piles 
should  be  driven  at  intervals  of  about  three 
or  four  feet,  and  should  be  long  enough  to 
secure  good  penetration  below  the  original 
surface  line  of  the  ground.  While  this 
method  has  proven  very  successful  on  some 
railroads,  many  engineers  are  opposed  to 
it  on  account  of  the  possibility  of  its  causing 
cracks  in  the  embankment.  It  is  at  best  a 
more  or  less  temporary  makeshift  and  will, 
in  after  years,  when  the  timber  begins  to 
rot,  make  the  maintenance  of  line  and  sur- 
face of  the  track  very  difficult,  entirely  aside 
from  the  character  of  the  dirt  under  the 
track. 

It  is  not  contended  that  in  some  cases 
slides  may  not  be  retarded  somewhat  by 
means  of  tiling  placed  in  the  embankment 
to  relieve  same  of  surplus  water.  It  is 
astounding  what  a  large  amount  of  water 
is  often  found,  above  the  natural  surface  of 
the  ground,  and  it  is  of  course,  true,  that 
if  this  is  drained  out,  the  condition  will  be 
somewhat  improved. 

Probably  the  most  troublesome  slide  on 
the  system  at  this  time,  is  located  at  Baton 
Rouge,  La.  The  track  at  this  point  is  along 
the  banks  of  the  Mississippi  River,  and 
there  has  been  for  many  years  a  practical- 
ly continuous  settlement  and  outward  move- 
ment of  the  bank.  Thousands  of  cars  of 
gravel  and  other  material  have  been  dumped 
in  order  to  keep  the  track  in  condition  for 
traffic,  but  no  real  solution  of  the  difficulty 
has  been  found.  The  theory  is  that  there 
are  several  springs  in  the  immediate  vicinity 
on  the  high  ground  on  the  side  of  the  track 
away  from  the  river,  which  keep  the  sub- 
soil wet,  and  cause  continuous  movement  in 
a  sand  strata  which  has  been  found  to  exist 
about  30  feet  under  the  track,  and  under 
which  strata  the  soil  is  apparently  station- 
ary. However,  this  information  has  not 
been  of  much  benefit. 


Men:  the  World's  Machinery' 

By  Rufus  Kemp,  Jr. 


Just  a  cog  in  the  machinery 

Of  a   large   industrial    plant, 

And  performing  each  a  duty, 

E'en  though  it  be  but  faint; 

Following  the  selfsame  orbit 

In  the  routine  of  your  work;. 

But  you've  got  to  meet  appointments, 

For  it  will  not  pay  to  shirk. 


When  you  fail  to  get  there  promptly, 
Some  one  else,  thereby  delayed, 
May  receive  a  black  demerit 
From  an  error  you  have  made. 
And   if  they  should   fail   their  duty, 
Delaying  you  upon  your  way, 
You'd  be  sure  enough  to  censor; 
So  you  see   it  will   not  pay. 


How  to 


It  is  not  trie  Science  01  curing  Disease  so  much  as  trie  prevention  01  it 

tnat  produces  tne  greatest  good  to  Humanity.  One  of  tne  most  important 

duties  of  a  Health  Department  should  be  tne  educational  service 

*     *     *     *  teaching  people  now  to  live  A     *     A     A' 


Our  Old  Enemy  —  Influenza 


In  looking  over  the  Public  Health  Re- 
ports sent  out  by  the  Government  for  the 
period  ending  October  15,  1920,  the  fact 
is  to  be  noted  that  there  is  considerable 
influenza  prevailing  in  the  Southern  States 
and  one  is  prompted  to  ask  the  question 
"why  in  the  Southern  States  and  not  in 
the  Northern?"  The  explanation  is  doubt- 
less the  fact  that  the  Southerner  is  not  so 
hardened  against  the  effects  of  cool  weather 
as  his  Northern  brother  and  consequently 
"catches  cold"  more  easily. 

It  is  not  to  be  supposed,  however,  that 
there  is  entire  freedom  from  influenza  in 
the  North,  the  City  of  Chicago  containing 
quite  a  number  of  cases  at  the  present 
time  and  with  a  great  likelihood  of  many 
more  if  the  proper  precautions  are  not  ob- 
served. 

Guard  yourselves  against  that  insidious 
little  "cold,"  dress  warmly  when  out  of 
doors  and  especially  in  the  evening.  Get 
plenty  of  fresh  air  in  your  bedroom  at 
night  while  asleep,  but  avoid  any  direct 
draft  blowing  across  the  bed  so  as  to  strike 
exposed  portions  of  the  body.  If  your 
room  is  small  and  has  only  one  window, 
place  a  chair  in  front  of  this  window  and 
hang  some  clothing  over  the  back  of  the 
chair  so  as  to  make  a  screen  to  prevent 
this  direct  draft  from  striking  you,  but  let 
the  fresh  air  in,  just  the  same. 

Avoid  the  crowded  street  car  or  elevated 
train  and  when  you  cough  or  sneeze,  place 
the  handkerchief  in  front  of  the  nose  and 
mouth  so  as  not  to  shoot  out  into  the  at- 
mosphere thousands  of  the  tiny  germs  which 
inhabit  even  a  healthy  nose  and  throat,  but 
which,  when  they  find  a  good  soil  to  grow 
in.  start  disease  in  your  neighbor's  mouth 
or  throat.  If  your  neighbor  coughs  or 
sneezes,  turn  your  back  on  him  so  as  not 
to  run  the  risk  of  inhaling  some  of  his 
cast  off  germs  which  might  take  root  and 
grow  in  your  system. 

An  ounce  of  prevention  is  worth  a  pound 


of  cure  and  it  is  certainly  better  to  be 
safe  than  sick. 

Be  especially  careful  to  take  off  outside 
garments  when  you  come  into  a  heated 
room  or  auditorium.  It  is  just  as  foolish  to 
wear  an  overcoat  in  the  house  as  it  is  to 
go  outside  without  one.  Do  the  same  thing 
when  you  ride  in  a  heated  coach — don't  say, 
"I'm  only  going  a  little  way"  and  sit  in 
the  heated  atmosphere  until  your  resistance 
to  cold  has  been  lowered  and  then  carelessly 
go  out  into  the  cool  or  cold  night  air  and 
expect  to  escape  "scott-free." 

The  influenza  which  is  prevailing  at  the 
present  time  is  not  usually  of  the  fatal 
type,  yet  there  have  been  several  deaths 
resulting  and  one  can  never  be  sure  that 
his  or  her  attack  of  "the  flu"  will  be  mild. 
It  pays  to  keep  healthy  and  ward  off,  by 
this  normal  resistive  action,  any  and  all 
diseases  to  which  flesh  is  heir. 

This  is  the  last  year  of  influenza,  accord- 
ing to  previous  experiences  through  which 
the  world  has  passed — that  is,  we  have  had 
our  first  outbreak  with  the  horror  of  mul- 
t'ole  resultant  deaths,  we  have  had  our 
three  recurrent  years  of  influenza  (this 
being  the  third)  and  according  to  previous 
statistics  this  should  be  the  lightest  year 
in  both  number  of  cases  and  severity;  but 
now  and  again,  a  case  will  develop  which 
is  severe  in  type  and  from  which  several 
other  severe  cases  will  spring  up — so  the 
result  is  not  always  certain  and  one  will 
be  fullv  repaid  by  taking  extra  precautions. 

When  your  head  aches  and  your  eyes 
scratch  and  burn,  your  nose  runs  distress- 
ingly and  frequently  and  you  have  vague 
pains  in  either  back  or  limbs,  don't  go 
around  telling  your  friends  or  office  asso- 
ciates that  you  "think  you  have  the  flu" — 
go  home  and  telephone  your  doctor  and 
stay  home  until  he  says  that  you  can  safely 
go  back  to  work  and  not  infect  every  other 
person  in  the  office.  This  is  the  sensible 
-"ay  to  do  p.nd  with  the  pasts  distressing 


53 


54  ILLINOIS    CENTRAL    MAGAZINE 

experiences  which  have  been  passed  Influenza,"  and  not  only  take  care  of  our- 
through,  it  is  about  time  that  we  begin  selves  but  even  advise  the  other  fellow  as 
to  learn  to  have  respect  for  "our  old  enemy,  to  the  proper  course  to  be  followed. 


Employes  Are  Reaping  the  Benefit  of  the  Hospital 

Department  and  Are  Very  Appreciative 

of  Attention  Received 

Dr.  G.   G.  Dowdall, 
Chief  Surgeon, 
Chicago,  111. 
Dear  Doctor: 

I  feel  I  owe  it  a  duty  to  you  and  to  myself  to  extend  to  you  and  members  of  your 
Staff,  especially  the  doctors  and  nurses  who  attended  me  while  undergoing  treatment 
at  Illinois  Central  Hospital,  Chicago,  my  heartiest  thanks  and  appreciation  for  their 
kindness  shown  to  me  during  my  recent  operation  and  illness. 

You  can  be  assured  that  the  treatment  received  and  services  rendered,  with  which 
I  am  very  much  pleased  indeed,  can  be  highly  recommended  to  all  fellow  employes. 
With  kindest  regards  and  best  wishes  for  the  Hospital  Department,  I  remain* 

Very  sincerely  yours, 

(Signed)     O.  C.  SCHULTZ,  Signal  Man, 
Chicago  Terminal,  Chicago,  111. 


Shelby,  Miss.,  July  23,  1920. 
Dr.  G.   G.  Dowdall, 
Chief  Surgeon, 
Chicago,  111. 
My  Dear  Doctor  Dowdall: 

One  month  ago  today  I  was  operated  on  at  the  Illinois  Central  Hospital,  Chicago,  for 
a  double  hernia.  I  have  not  had  a  moment's  trouble  since  I  was  operated  upon  and  I 
feel  that  I  will  soon  be  a  strong  man  after  nearly  twenty  years  of  suspense  and  anxiety 
resulting  from  this  weakness. 

However,  words  are  inadequate  to  express  my  eternal  gratitude  and  my  thanks  and 
good  will  which  I  feel  towards  the  Hospital  Department  for  the  excellent  treatment 
which  I  received  while  a  patient  under  your  care.  To  the  surgeons  and  nurses  with 
whom  I  came  in  contact,  I  wish  to  extend  my  felicitation  and  kindest  regards.  The 
kind  and  considerate  attention  which  I  received  at  all  times  will  be  among  the  most 
happy  of  my  memories. 

For  the  Illinois  Central  Hospital  I  wish  to  say  that  it  has  never  been  my  experience 
as  a  physician  and  surgeon  to  see  such 'excellent  service.  There  was  system  and  effi- 
ciency in  every  way  in  this  great  institution  operated  by  the  Hospital  Department. 
The  conveniences  and  improved  equipment  for  surgical  treatment  is,  I  am  sure,  not  ex- 
celled in  any  other  hospital  in  the  country.  The  food  and  attention  given  the  patients 
is  of  the  very  best. 

I  have  been  connected  with  this  Company  as  Local  Surgeon  for  twelve  years  as  a 
member  of  the  Hospital  Department  Staff,  and  have  always  enjoyed  my  work  for  the 
Hospital  Department.  You  may  feel  sure  that  it  will  always  be  a  great  pleasure  for  me 
to  continue  to  give  my  best  efforts  to  the  Hospital  Department  work. 

With  fondest  hopes  for  the  success  of  this  great  organization,  and  assuring  you  of 
my  eternal  and  loyal  co-operation,  I  am, 

Your  very  truly, 

(Signed)     R.  L.  MERCER,  M.  D. 
Local    Surgeon,    Shelby,    Miss. 

Paducah,  Ky.,  July  28,   1920. 
Dr.  G.  G.  Dowdall,  Chief  Surgeon,  Chicago,  111. 

Dear  Doctor: — I  want  to  take  this  opportunity  to  tell  you  that  on  receipt  of  this  letter 
it  is  just  one  year  since  I  was  operated  on  for  appendicitis,  and  now  on  this  July  2,  1920. 


55 


I  was  again  operated  on.    This  time  for  a  hernia,  and  a  very  bad  one.     I  was  dismissed 
from  the  Illinois  Central  Hospital  at  Paducah  July  24,  1920. 

I  feel  like  it  is  only  just  to  now  make  known  to  you  the  treatment  that  I  received 
through  the  hospital  department.  I  have  the  highest  praise  for  the. nurses  and  for  the 
company  surgeons  who  attended  me.  I  feel  sure  that  if  everyone  who  comes  under  the 
care  of  the  hospital  department  receives  as  faithful  treatment  as  I  did,  that  no  member 
of  the  hospital  department  could  help  but  have  the  kindest  feeling  and  speak  highly  of 
such  a  great  institution.  Yours  very  truly, 

(Signed)   L.  J.  Mornhinweg,  Sr.,  Engineer, 

Kentucky  Division,  Paducah,  Ky. 


H 


ere  an 


dTh 


ere 


By  G.  A.  R. 


During  these  days  of  "readjustment"  it 
can  be  truly  said  that  the  Illinois  Central, 
as  all  other  roads,  has  been  tried  in  the 
'fiery  furnace."  This  refining  process  has 
been  the  medium  of  moulding  strong  and 
proficient  characters  who  are  now  at  the 
head  of  our  various  departments.  In  other 
words  they  have  stood  the  "acid  test."  It 
is  well  known  since  Government  control 
many  perplexing  and  seemingly  unsur- 
mountable  conditions  have  arisen  in  the 
operation  of  railroads.  With  all  these  han- 
dicaps confronting  the  transportation  lines, 
the  Illinois  Central  has  taken  the  initia- 
tive, with  its  irresistible  force,  by  over- 
coming all  obstacles.  This  road  has  made 
wonderful  progress  for  the  betterment  of 
transportation  facilities  since  Government 
control.  This  is  due  from  the  fact  that 
all  officers  as  well  as  all  other  employes 
are  united  in  one  common  aim,  and  that 
is  to  make  this  road  one  of  the  best  equipped 
and  progressive  railroads  that  can  be  found 
on  jthe  map.  The  "hammer"  and  "hatchet" 
have  long  since  been  buried,  and  in  their 
place  the  tool  of  "co-operation"  is  now 
being  used  throughout  the  svstem.  Em- 
ployes are  investing  in  Illinois  Central  stock, 
and  more  personal  interest  is  being  mani- 
fested by  them  for  the  road's  prosperity. 
It  is  no  uncommon  thing  to  hear  ^that 
employes  in  all  branches  are  soliciting 
business  for  the  company.  At  no  time 
should  you  talk  of  dull  times,  but  talk  of 
prosperous  business  and  keep  at  it — Watch 
us  grow!  AH  departments  are  looking  more 
to  efficiency.  Many  new  bureaus  have  been 
organized  for  the  purpose  of  instructing 
employes  in  their  respective  lines  as  to 


systematizing  work.  It  is  also  noted  over 
the  entire  system  shippers,  as  well  as  the 
general  public,  are  recognizing  our  prompt- 
ness and  efficiency  in  handling  their  com- 
modities. From  the  daily  volume  of  busi- 
ness handled  there  are  very  few  complaints 
received  account  of  delayed  shipments.  This 
record  speaks  very  highly  for  our  united 
efforts  for. the  efficiency  of  service. 


THE  "STRONG  MAN  OF  ZERO"  is 
again  paying  us  a  timely  visit.  It  matters 
not  how  strong  the  wintry  blast,  you  will 
find  employes  are  always  in  readiness  for 
rough  "sailing"  because  they  have  been 
thoroughly  trained  by  their  superiors  to 
that  well  known  Chicago  spirit  "I  WILL." 

The  superintendents  of  the  Minnesota 
and  Iowa  Divisions  recently  have  had  spe- 
cial inspections  over  their  entire  divisions, 
which  were  accompanied  by  representa- 
tives from  various  departments,  for  the  pur- 
pose of  their  usual  "fall  house  cleaning," 
and  also  instructing  all  concerned  in  their 
respective  branches,  such  as  properly  han- 
dling equipment,  securing  more  business, 
correct  accounting  and  compiling  reports, 
track  work,  bridge  and  building,  in  fact  all 
departments  were  thoroughly  covered.  Such 
inspections  have  many  commendable  fea- 
tures. It  creates  a  spirit  of  good  fellow- 
ship among  employes  and  naturally  in- 
spires all  with  more  zeal  and  interest  in  their 
work.  Through  association  of  employes 
in  this  manner  they  learn  that  the  funda- 
mental principles  in  other  departments  are 
very  much  akin  to  their  own,  therefore 
they  begin  to  realize  more  of  the  import- 
ance of  their  position  as  being  for  the 


56 


ILLINOIS    CENTRAL   MAGAZINE 


common  good  in  producing  that  desired 
and  harmonious  result. 

You  should  try  and  realize  that  you 
are  one  of  the  main  spokes  that  keeps 
the  wheel  moving.  If  your  work  is  cor- 
rect you  have  done  your  part. 

Correct  your  own  errors  and  also  others 
if  possible.  Doing  so  you  will  greatly 
eliminate  accidents  and  waste. 

Analyze  your  own  work  from  a  critical 
point  of  view.  This  will  awaken  ypur  con- 
science to  true  service. 

Many  amusing  incidents  are  seen  from 
the  car  window.  The  train  stopped  at  a 
small  station  on  the  Indiana  Division,  and 
it  was  noted  that  none  got  off,  however  it 
seemed  as  though  all  the  people  in  the 
village  were  at  the  station.  The  crowd 
very  quickly  assembled  near  the  baggage 
car.  It  was  later  learned  the  reason  for 
the  excitement,  one  of  the  leading  citizens 
received  by  express  a  small  pig,  which  was 
special  bred  in  old  Missouri.  Everyone 
seemed  to  be  having  a  joyful  time  over 
the  new  arrival. 


On  a  train  on  the  Southern  line  a  gen- 
tleman left  the  coach  for  the  smoking  car 
and  left  his  hat  check  in  the  window.  The 
next  station  a  number  of  people  boarded 
the  train,  and  one  of  the  men  picked  out 
the  seat  with  the  hat  check  and  imme- 
diately took  off  his  coat  and  was  soon 
reclining  in  the  seat  apparently  in  a  peace- 
ful sleep.  The  conductor  naturally  passed 
him  by.  The  conductor  was  soon  notified 
by  a  "secret  code."  He  let  him  sleep  for 
a  few  moments,  then  the  fun  started.  He- 
was  a  very  hard  man  to  awaken  and  he 
seemed  to  be  very  much  disturbed.  That 
certainly  was  an  "Embarrassing  Moment'' 
for  the  man  when  he  had  to  either  pro- 
duce a  ticket  or  pay  his  fare." 

At  this  season  of  the  year  when  good 
cheer  prevails  we  learn  the  better  nature 
of  mankind.  We  see  the  innocence  of  our 
youthful  days  happily  reflected.  Let  us 
all  rejoice  with  the  spirit  of  youth  at  least 
on  Christmas  Day. 

A    merry    Christmas    to    all. 


A  Fi- 


reman s  Grievance 


*  By  A.  A.  Walter,  St.  Louis  Division 


It  isn't  the  hours  that  we  have  to  work, 

It  isn't  the  call  boys  whine, 
It  isn't  the  ever  hiss  of  steam 

That  bears  so  hard  on  our  mind; 
It  isn't  the  short  call  or  getting  there  late 

That  gives  us  a  dreadful  pain, 
It's  getting  out  of  a  warm  bed  at  night, 

And  starting  out  in  the  rain. 


It  isn't  the  danger  that  we  have  to  face, 

Or  the  ceaseless  grind  of  the  wheels 
As  we  race  along  at  a  mighty  speed 

Over  the  two  tiny  pieces  of  steel; 
It  isn't  the  danger  of  her  climbing  the  rail, 

Or  of  us   overlooking  a  meet 
It's  the  sting  of  the  winter  weather, 

The  dread  of  the  falling  sleet. 


It  isn't  the  dread  of  staying  from  home, 

Or  the  tonnage  that  we  have  to  pull, 
Or  the  over  work  when  business  is  good, 

Or  not  working  when  business  is  dull; 
It's  just  what  I  have  already  said 

That  gives  us  a  dreadful  pain, 
It's  the  sting  of  the  winter  weather 

The   sleet,  the   snow  and  the  rain. 


ROLL  OP  HONOR 


Yrs.  of 


Date  of 


Service       Retirement 
Name  Occupation 

George  J.  Smith,  Moulder,  McComb,  Miss 19  7/31/20 

Walter  E.  Kersey,   Conductor,  Waterloo,   Iowa 22  9/30/20 

Andrew  J.  Fraley,  Engineman,  Kentucky  Division 28  8/31/20 

William  N.  Stewart,  Agent,  Troy,  Tenn 30  10/31/20 

Louis  Altenbern,  Carpenter,  Water  Works  Department 20  10/31/20 

OBITUARY 

The  following  deaths  of  pensioners  were   reported  at  the  meeting  of  the  Board  of 
Pensions,  held  October  28,  1920: 

Date  Term  as 

of  Death  Pensioner 

Wash  Cox  (Col.),  Engine  Cleaner  Foreman,  Mississippi  Division  9/18/20  1  year 

Harry  Parker,  Sr.,  Machinist  Helper,  Burnside  Shops 10/26/20  3  years 


W.  P.  Carrico 

Mr.  W.  P.  Carrico,  whose  retirement 
from  active  duties  with  the  Illinois  Cen- 
tral was  effective  May  5th  of  this  year,  was 
born  and  reared  in  the  Stithton  vicinity 
and  is  now  67  years  old. 

Mr.  Carrico  served  in  the  capacity  of 
station  agent  at  Stithton  for  thirty-two 
years,  until  the  town  of  Stithton,  now 
Camp  Knox,  was  acquired  by  the  govern- 
ment. 

During  the  entire  time  of  his  service  his 
chief  aim  and  desire  was  to  serve  faith- 
fully the  patrons  of  the  company  and  per- 
form his  duties  conscientiously  for  the  com- 
pany employing  him. 

Mr.  Carrico  enjoyed  the  distinction  while 
living  in  Camp  Knox  of  being  its  "oldest 
inhabitant,"  as  he  and  his  family  were  the 
last  of  the  residents  of  Stithton  to  leave  the 
place.  He  is  now  residing  in  Louisville. 


W.  P.  CARRICO. 


57 


The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 


Second    Period 

The    Beginning  of  the  Trunk  Lines 
1  846  to   1  865 

By  C.  R.  CALVERT 
Traveling  Freight  &  Passenger  Agent,  Y.  &  M.  V.  Railroad,  Memphis,  Tenn. 

(Continued  from    November  Issue) 


Almost  immediately  following  the  ac- 
tion of  the  convention,  a  movement  was 
started,  under  the  leadership  of  Gov. 
Jas.  C.  Jones,  to  construct  the  road  from 
Memphis  in  the  direction  of  Charleston, 
S.  C.,  over  the  route  of  old  Memphis 
and  LaGrange  road,  which  had  failed 
so  disastrously  only  a  few  years  before. 
Charter  was  granted  'in  Tennessee,  Feb- 
ruary 2,  1846,  to  the  Memphis  and 
Charleston  Railroad  Company,  and 
Governor  Jones  made  a  personal  can- 
vass of  Tennessee,  Northern  Mississippi 
and  Alabama;  going  also  to  New  Or- 
leans and  to  Charleston,  S.  C.,  soliciting 
subscriptions  to  the  stock  and  urging 
the  prompt  building  of  the  road.  The 
City  of  Memphis  subscribed  five  hun- 
dred, thousand  dollars '  and  private  citi- 
zens in  Memphis  subscribed  two  hun- 
dred thousand  dollars  more.  The  State 
of  Tennessee  subscribed,  a  total  of 
$2,202,000,  and  liberal  subscriptions 
were  received  from  other  sources.  The 
influences  of  the  convention  are  appar- 
ent when  we  remember  that  the  Mem- 
phis and  LaGrange  Railroad  failed  for 
lack  of  $100,000. 

The  Memphis  and  Charleston  Rail- 
road Company  was  organized  and  offi- 
cers elected,  on  April  29th,  1850,  with 
Jas.  C.  Jones  as  president,  and  steps 
were  taken  to  make  the  preliminary  sur- 
veys and  fix  the  route  of  the  proposed 
road.  Nearlv  a  year  was  spent  in  these 
preliminary  steps,  and  on  January  1st, 
1851,  the  road  had  not  been  located. 

Some  difficulty  was  experienced  in 
securing  the  charter  in  Mississippi  be- 


cause of  the  opposition  of  the  Holly 
Springs  and  Memphis  Railroad  Com- 
pany and  the  Mississippi  Central  Rail- 
road Company,  and  before  any  work 
was  accomplished  Governor  Jones  was 
elected  to  the  United  States  Senate  and 
resigned  the  presidency  of  the  roa'd. 
Mr.  A.  E.  Mills,  of  Huntsville,  Ala., 
was  elected  in  his  stead  and  in  order  to 
overcome  the  objection  to  the  Charter 
Mr.  Mills  agreed  to  subscribe  to  $125,- 
000  of  the  stock  of  the  Mississippi  Cen- 
tral Road,  in  order  to  overcome  the  ob- 
jection to  the  charter  in  Mississippi.  The 
Board  of  Directors  declined  to  ratify  his 
action  and  both  the  president  and  the 
secretary  resigned;  and,  as  the  funds  in 
the  treasury  were  about  exhausted,  it 
looked  as  though  the  Memphis  and 
Charleston  road  would  be  buried  in  the 
same  grave  with  its  fore-runner,  the 
Memphis  and  LaGrange  Road.  A  meet- 
ing of  the  directors  was  held  at  Tus- 
cumbia,  Ala.,  April  1,  1854,  and  after  a 
stormy  session  agreed  to  accept  the  con- 
tract made  by  Mr.  Mills,  but  elected 
Mr.  Sam  Tate  to  the  presidency. 

President  Tate  gave  his  time  to  a  per- 
sonal canvass  for  money  to  complete  the 
road,  and  .notified  the  stockholders  that 
unless  four  hundred  thousand  dollars 
were  raised  by  August  20th  he  would 
suspend  all  work  and  only  proceed  with 
future  work  as  the  money  was  paid  in. 
The  amount  was  raised  on  August  18th 
amid  great  jolification  and  Mr.  Tate 
pledged  that  the  road  would  be  com- 
pleted by  April  1,  1857.  It  is  interest- 
ing to  note  that  the  last  spike  was  driven 


58 


ILLINOIS    CENTRAL    MAGAZINE 


59 


CHICAGO 

or  PROVEN 

SOLIDITY 

SINCE 

1667 


The  Thrift  Gift 

AS  a  Christmas  gift  a  bond  from  the  House  of  H.  O. 
Stone  &  Co.  is  the  ideal  thrift  remembrance.  It 
signifies  that  the  giver  has  an  appreciation  for  the  finer 
side  of  this  matter  of  Christmas  giving — wants  to  give 
something  that  has  a  .  permanent  value — and  that 
brings  something  besides  mere  temporary  pleasure. 

Due  to  our  Partial  Payment  Plan  a  bond  may  be  bought  for 
gift  purposes  by  paying  10%  down  and  10%  monthly.  This 
bond  pays  6%  interest  (twice  the  usual  savings  rate).  You 
may  buy  the  bond  outright  as  your  present,  or  you  may,  if  you 
prefer,  pay  10%  down  on  it,  as  your  gift  for  Christmas.  The 
balance  is  monthly  payments  to  be  paid  by  recipient,  thus 
inaugurating  the  habit  of  thrift.  Ask  us  for 

Investment  Literature  No.  C-12. 

H.  O.  STONE  &  CO. 

ESTABLISHED  1887  CHICAGO  INCORPORATED 

REAL  ESTATE  BONDS 

Conway  Bldg.— Ill  W.  Washington  St.,  S.  W.  Cor.  Clark 

(33) 


Please  mention  this  magazine  when  writing  to  advertisers 


60 


ILLINOIS  CENTRAL  MAGAZINE 


just  four  days  before  the  date  set  by 
President  Tate. 

In  February,  1855,  one  hundred  and 
eighty  three  miles  west  of  Decatur,  Ala., 
were  in  operation ;  the  grading  was  done 
on  the  eight-three  miles  connecting  De- 
catur with  Stevenson,  Ala.,  where  the 
connection  was  to  be  made  with  the 
Nashville  and  Chatta'nooga  Railway; 
the  bridge  over  the  Tennessee  was 
nearly  completed  and  "only  waited  fav- 
orable stage  of  water  in  the  Tennessee 


with  ribbons,  and  bringing  two  hogs- 
heads of  salt  water  from  the  Atlantic 
Ocean  to  use  in  the  creamery  called 
"the  marriage  of  the  Atlantic  and  the 
Mississippi." 

The  festivities  lasted  three  days  and, 
as  the  crowning  event,  the  fire  com- 
panies lined  up  on  the  river  bank,  with 
their  handengines,  and  sprinkled  salt 
water  over  the  muddy  waters  of  the  Mis- 
sissippi, while  the  crowds  cheered  and 
the  bands  played. 


TFje  Train  °f  tye  r)ew  Road 


showed  mucr)  improvement  overtrjaf  of  tfje  former 
LaGrar)£e  arjd  Memphis  Railroad 


River  to  procure  the  iron  and  timber 
needed." 

The  road  was  completed  in  the  latter 
part  of  March,  1857,  and  on  May  1st, 
Senator  Jones,  who  as  the  president  of 
the  road  had  driven  the  first  spike,  droye 
the  golden  spike  that  indicated  the  com- 
pleted road,  at  the  point  in  Memphis 
"where  the  Memphis  and  LaGrange 
Road  crosses  Union  Street." 

The  completion  of  this  road  was  made 
the  occasion  of  an  elaborate  ceremony, 
which  attracted  possibly  ten  thousand 
visitors  to  Memphis.  Special  trains  were 
run  from  Charleston  bringing  many 
prominent  people,  including  the  Mayor  o~f 
Charleston,  who  had  been  recently  elect- 
ed to  Congress ;  and  also  bringing  the 
volunteer  fire  companies  of  Charleston, 
Augusta,  Atlanta  and  Nashville,  with 
their  engines  newly  painted  and  draped 


THE   MOBILE   AND    OHIO 
RAILROAD 

The  Mobile  and  Ohio  Railroad  is  the 
only  one  of  the  roads  of  this  period 
that  has  maintained  its  identity  through 
all  of  the  changes  and  vicissitudes  of 
the  passing  years  and  that  is  now  op- 
erated under  its  orginal  name. 

Mobile,  one  of  the  oldest  of  the  towns 
of  the  South — founded  in  1702,  and  at 
one  time  capital  of  the  Louisiana  Pro- 
vince— was  at  its  best  in  the  years 
just  preceding  the  Civil  War.  It  was  a 
seaport  of  importance  with  an  export 
traffic  in  1855  of  $23,419,266  and  an 
outbound  Cotton  movement  of  632,308 
bales.  The  river  traffic  from  the  Ala- 
bama Tombigbee  and  Warrior  Rivers 
was  of  considerable  volume  and  made 
Mobile  the  market  for  a  large  territory 
in  the  interior  of  Mississippi  and  Ala- 


ILLINOIS  CENTRAL  MAGAZINE 


61 


bama,  but  this  did  not  give  Mobile  the 
access  to  the  great  and  growing  popu- 
lation on  and  north  of  the  Ohio  River 
and  in  the  great  northwest. 

As  early  as  1846,  therefore,  we  find 
Mr.  M.  J.  D.  Baldwyn,  a  citizen  of  Mo- 
bile, urging  the  construction  of  a  rail- 
road connecting  the  City  of  Mobile  with 
the  Mississippi  River,  at  the  mouth  of 
the  Ohio;  and,  from  that  point,  to  ex- 
tend to  the  City  of  St.  Louis." 

We  are  told  that  this  proposition 
"commanded  the  serious  consideration  of 
the  citizens  of  Mobile",  and,  on  January 
llth,  1847,  "a  large  and  highly  respect- 
able meeting  was  held  at  Mobile,  at 
which  a  committee  of  fifty  was  ap- 
pointed, consisting  of  the  most  influen- 
tial men  of  Mobile  and  of  the  States  of 
Alabama  and  Mississippi,  to  adopt 
means  to  obtain  the  necessary  informa- 
tion and  for  accomplishing  the  prelimi- 
nary surveys  and  estimates." 

Mr.  Lewis  Troost,  an  Engineer,  was 
engaged  to  make  a  general  survey  of  the 
ground  and  to  report  on  the  practicabil- 
ity of  the  scheme  and  to  suggest  a  route. 

The  report  of  Mr.  Troost  is  quite 
elaborate  and  gives  much  interesting  in- 
formation as  to  the  routes  proposed,  with 
analysis  of  the  traffic  that  would  prob- 
ably be  developed  and  the  obstacles  that 
would  be  encountered ;  with  estimates 
of  the  cost,  etc.,  which  can  not  be  given 
here  for  want  of  space.  The  cost  was 
fixed  at  seven  million  and  fiftv  thousand 
dollars  for  the  line  to  the  Ohio  River, 
estimated  to  be  four  hundred  and  forty 
i  miles  in  length.  The  "superstructure," 
i  after  the  roadbed  was  prepared,  was  esti- 
mated to  cost  ten  thousand  dollars  per 
mile,  and  one  million  dollars  of  the  cost 
was  set  apart  for  the  "right  of  way, 
turnouts,  depots,  water  stations  and 
equipment." 

Lateral  lines  and  connections  were 
proposed  as  follows:  "one  hundred  and 
twenty  miles  north  of  Mobile,  the  main 
line  will  meet  the  extension  of  the 
Vicksburg,  Jackson  and  Brandon  Rail- 
road." Forty-two  miles  farther  north, 
(a  branch  was  to  be  run  "up  the  valley 
of  the  Lipsey,  a  distance  of  forty  or 
fifty  miles,  to  Tuscaloosa." 


JUST  A  MOMENT 

Stop  and  think  of  this  when  you  want  real 
high  grade  Jewelry  at  the  right  price.  I  Invite 
your  personal  Inspection  of  my  stock  and  a 
rigid  Investigation  of  my  methods.  Should  you 
wish  to  purchase  a  very  fine  Diamond  allow  me 
to  compare  quality  and  prices  Is  all  I  ask.  I 
guarantee  every  Diamond  I  sell  to  be  absolutely 
perfect  or  money  refunded.  Let  me  tell  you 
about  my  high  grade  railroad  watches  and 
quote  you  prices. 

Safety  First  and  I.  C.  Buttons,  gold  only, 
$1.00  each. 

MILTON  PENCE 

High  Grade  Diamonds  and 

Jewelry 

Room  401   Heyworth  Bldg. 
29  E.  Madison  St.  Chicago,  111. 


"When  the  line  is  extended  to  a  dis- 
tance of  276  miles  from  Mobile,  it  will 
be  due  west  from  the  terminus  of  the 
Tuscumbia  and  Decatur  Railroad,  to 
which  point  a  lateral  line  can  be  run. 
At  a  distance  of  295  miles  from  Mobile 
a  connection  with  the  Memphis  and  La- 
grange  Railroad  can  be  made  by  run- 
ning a  lateral  branch  not  more  than 
thirty  miles. 

"The  main  line  can  be  made  to  form 
a  junction  with  the  Tennessee  River 
at  Savannah  or  at  Perryville,  which  is 
in  the  vicinity  of  extensive  beds  of  iron 
ore ;  and  from,  here,  a  branch  can  be  run 
to  Nashville." 

Mr.  Troost  predicted  that  the  trip  to 
Mobile  from  the  mouth  of  the  Ohio 
River  would  be  made  over  the  new  road 
in  22  hours ;  and,  in  connection  with  the 
boat  lines  in  the  Gulf,  "the  transit  could 
be  made  between  New  Orleans  and  the 
Ohio  .River  in  36  hours  and,  in  compari- 
son with  this,  bv  the  river  route,  it  is 
now  performed  in  72  hours  down  and 
in  96  hours  up." 

(To  be  continued) 


Please  mention  this  magazine  when  writing  to  advertisers. 


Meritorious  Some© 


CHICAGO  TERMINAL 

Fred  Matushek,  perishable  inspector, 
Wildwood,  has  been  commended  for  dis- 
covering and  reporting  W.  &  L.  E.  22374 
received  from  I.  H.  B.,  Nov.  12,  traveling  as 
empty,  same  being  loaded  with  steel. 

John  Flanigan  and  Joe  Walsh,  clerks, 
Fordham,  have  been  commended  for  dis- 
covering and  reporting  I.  C.  124564,  carload 
of  steel,  from  the  Erie  Railroad  via  Belt 
billed  as  empty;  G.  H.  &  S.  A.  34423,  Nov. 
18,  billed  as  empty,  containing  steel;  G.  H. 
&  S.  A.  34422,  billed  empty,  containing 
load;  I.  C.  91362  received  as  empty,  also 
I.  C.  119390  received  as  empty,  Oct.  28, 
containing  load.  Action  of  this  kind  un- 
doubtedly prevents  delay  to  shipment. 

C.  E.  Norman,  clerk,  Fordham,  has  been 
commended  for  discovering  and  reporting 
I.  C.  car  117710,  coal,  traveling  as  empty. 
This  action  undoubtedly  prevented  delay 
to  shipment. 

W.  Bishton,  clerk,  Wildwood,  has  been 
commended  for  discovering  B.  O.  C.  T.  at 
Wildwood,  Nov.  21,  billed  as  empty,  and 
containing  coal,  thereby  preventing  delay 
to  shipment. 

W.  P.  Whalen,  clerk,  Wildwood,  has  been 
commended  for  discovering:  and  reporting 
Sou.  car  189773,  Nov.  18,  billed  as  empty, 
found  to  contain  load  of  timber.  This  ac- 
tion undoubtedly  prevented  delay  to  ship- 
ment. 

T.  Stankus,  clerk,  Wildwood,  has  been 
commended  for  discovering  and  reporting 
C.  &  A.  16510,  Nov.  16,  loaded  with  lum- 
ber, billed  as  empty.  Delay  to  shipment 
was  undoubtedly  prevented. 

W.  P.  Boyle,  yard  clerk,  Fordham,  has 
been  commended  for  discovering  and  re- 
oorting  U.  T.  L.  70514,  containing  oil,  mov- 
ing as  empty,  Nov.  15,  billed  as  empty;  and 
also  I.  C.  124941  moving  as  empty,  and  only 
partially  unloaded.  Delay  to  shipment  un- 
doubtedly was  prevented. 

Conductor  A.  A.  Larson,  extra  1743,  Oct. 
29,  has  been  commended  for  discovering 
and  reporting  C.  M.  &  St.  P.  48175  with 
twelve  inches  of  rim  and  part  of  face  miss- 
ing. Car  was  set  out  for  repairs,  thereby 
preventing  possible  accident. 

John  Mazilbrook.  yard  clerk,  Fordham, 
has  been  commended  for  discovering  and 
reporting  S.  P.  25802,  load  traveling  on 
C.  &  N.  W.  empty  slip  bill  for  F.  G.  E. 
25802. 

During  October  the  following  gatekeep- 
ers lifted  card  passes  and  commutation 
tickets  account  having  expired  or  being  in 
improper  hands: 

Tane   Humphreys 

Zella  Mills 

Bell  Onsel 

Daisy   Emery 

Anna  King 

Conductor  H.  Richardson  on  train  308, 
October  25th.  lifted  employe's  suburban 


pass  account  being  in  improper  hands  and 
collected  cash  fare. 

Illinois  Division 

Conductor  J.  H.  Lively,  Fordham,  has 
been  commended  for  discovering  and  re- 
porting brakes  sticking  on  coach  2219,  train 
No.  1,  passing  Ashkun.  Train  was  stopped 
at  Onarga  and  defect  remedied.  This  ac- 
tion undoubtedly  prevented  possible  acci- 
dent. 

Conductor  F.  Van  Meter,  Fordham,  has 
been  commended  for  firing  Ex.  1644,  Nov. 
6,  Gilman  to  Chicago,  account  of  regular 
fireman  being  taken  sick.  This  action  un- 
doubtedly prevented  delay. 

Fireman  Lawrence  Coleman,  Champaign, 
has  been  commended  for  assisting  in  bring- 
ing full  tonnage  train  into  Champaign  with 
bursted  superheater  unit.  This  action  pre- 
vented delay. 

Engineer  R.  Van  Antwerp,  Burnside,  has 
been  commended  for  discovering  and  re- 
porting southbound  track  obstructed  at 
Monee,  Nov.  8.  This  action  undoubtedly 
prevented  possible  accident. 

Engine  Foreman  Hartman,  Kankakee,  has 
been  commended  for  stopping  extra  1595 
south  at  Bradley,  Nov.  22,  account  of 
broken  rear  wheel  on  A.  R.  L.  21509.  This 
action  undoubtedly  prevented  possible  ac- 
cident. 

Signal  Maintainer  V.  Hyde,  Ashkum,  111., 
has  been  commended  for  discovering  brake 
beam  dragging  on  extra  1643  south  Nov.  5, 
Ashkum,  and  notifying  conductor  who 
stopped  train  and  had  brake  beam  removed, 
thereby  preventing  possible  accident. 

Engineer  W.  G.  Tucker,  Champaign,  111., 
extra  1675  north,  Oct.  26,  has  been  com- 
mended for  bringing  train  into  terminal  at 
Champaign  with  bursted  superheater  unit  at 
Mattoon. 

Switchman  F.  Fennell  has  been  com- 
mended for  discovering  and  reporting  I.  C. 
124443,  sand,  extra  1637  south  billed  as 
empty.  This  action  undoubtedly  prevented 
delay  to  shipment. 

Conductor  D.  S.  Wiegel  on  trains  9,  Oct. 
4th-24,  Oct.  5th  and  34,  Oct.  12th,  declined 
to  honor  card  tickets  account  having  ex- 
pired and  collected  cash  fares.  Passengers 
were  referred  to  passenger  department  for 
refund  on  tickets. 

On  train  4,  October  27th,  he  lifted  annual 
pass  account  being  in  improper  hands  and 
collected  cash  fare. 

Conductor  F.  A.  Hitz  on  train  32,  October 
12th,  lifted  term  pass  account  being  in 
improper  hands  and  collected  cash  fare. 

Conductor  E.  M.  Winslow  on  train  3, 
October  15th,  declined  to  honor  employe's 
trip  pass  account  being  in  improper  hands. 
Passenger  declined  to  pay  fare  and  was 
required  to  leave  the  train. 

Conductor  S.  Hamilton  on  train  26,  Oct. 
28th,  and  2,  Oct.  30th,  declined  to  honor 
card  tickets  account  fiavinj?  expired  and 


ILLINOIS    CENTRAL    MAGAZINE 


63 


collected  cash  fares.  Passengers  were  re- 
ferred to  the  passenger  department  for  re- 
funds on  tickets. 

Conductor  H.  B.  Jacks  on  train  25,  Octo- 
ber 29th,  declined  to  honor  card  ticket  ac- 
count having  expired  and  collected  cash 
fare. 

St.  Louis  Division 

Agent  J.  G.  Mulcaster,  Makanda,  has 
been  commended  for  discovering  and  re- 
porting loose  wheel  on  F.  G.  E.  27058,  extra 
1761  south,  Oct.  27.  Car  was  set  out  at 
Cobden  for  necessary  repairs,  thereby  pre- 
venting possible  accident. 

Engineer  J.  Holland,  extra  south,  engine 
1862,  Oct.  18,  has  been  commended  for 
stopping  his  train,  north  of  Duquoin  ac- 
count of  delivery  truck  stopped  on  crossing, 
therebv  preventing  possible  accident. 

R.  W.  Swaar,  Reevesville,  111.,  has  been 
commended  for  discovering  and  reporting 
broken  rail  in  "Wye"  at  Reevesville,  Oct. 
19.  This  action  undoubtedly  prevented 
possible  accident. 

Conductor  P.  L.  Wall,  East  St.  Louis, 
111.,  has  been  commended  for  volunteering 
to  fire  engine  from  Sand  Ridge  Junction 
to  Gale,  account  of  regular  fireman  becom- 
ing sick,  and  also  on  Oct.  13  he  rendered 
similar  service  when  fireman  on  train  271 
became  sick  at  Sand  Ridge.  This  action 
undoubtedly  prevented  delay  to  traffic. 

Conductor    J.    B.    McEwen    on    train    2, 


October  18th,  lifted  annual  pass  account 
not  being  good  for  passage  in  territory  in 
which  presented.  Passenger  declined  to 
pay  fare  and  was  required  to  leave  the 
train. 

Conductor  G.  Carter  on  train  23,  October 
30th,  lifted  employe's  trip  pass  account  not 
being  good  for  return  transportation  and 
collected  cash  fares. 

Springfield  Division 

C.  B.  DeFrates  has  been  commended  for 
discovering  brake  beam  down,  extra  1551, 
leaving  East  Grand  Avenue,  Nov.  18,  M. 
K.  &  T.  86231,  and  stopping  train,  and  train 
•crew  removed  brake  beam.  This  action  un- 
doubtedly prevented  possible  accident. 

W.  C.  Harris,  train  3rd — 64,  Nov.  9,  has 
been  commended  for-  discovering  brake 
beam  down  in  extra  1857,  car  P.  L.  291265, 
leaving  Mt.  Pulaski.  Train  crew  of  extra 
1857  was  notified,  train  stopped,  and  brake 
beam  removed,  thereby  preventing  possible 
accident. 

Switchman  J.  R.  Williams,  Decatur,  111., 
has  been  commended  for  discovering 
broken  arch  bar  on  B.  &  O.  130708,  train 
2-182,  moving  through  Decatur  yard,  Nov.  3. 
Train  was  stopped  and  car  set  out  for  re- 
pairs, thereby  preventing  possible  accidents. 

Switch  Tender  Chas.  T.  Pearson,  South 
Junction,  Decatur,  111.,  has  been  commended 
for  discovering  and  reporting  13  inches  of 
flange  inside  of  west  rail,  north  bound  track 


RAILROAD    POLICIES   FOR   RAILROAD   MEN 

One  leg,  or  one  arm,  or  one  eye, 
can't  successfully  do  the  work  of 
two,  else  why  do  we  have  two  of 
each  in  our  makeup. 

If  they  are  worth  having,  they 
are  worth  protecting.  Protect  them 
in  the  Railroad  Man's  Company. 

More  than  $22,500,000.00  Paid 
to  895,000  Policyholders  and  Their 
Beneficiaries. 

Accident    and    Health 
Insurance 

(Cut  out  and  mail  today) 

Continental  Casualty  Co. 
910   Michigan   Ave., 
Chicago,    111. 

I    am    employed    by    the    ILLI- 
NOIS    CENTRAL     RAILROAD. 
Please     send     me     information     in 
regard  to  your  accident  and  health 
insurance    such    as    is    carried    by 
hundreds    of    my    fellow    employes. 

Agt  QccMp«*'on      ,                ... 

Division 

fJama 

A<Jd«-«»»  _., 

Contwptttal  Casualty  Comjratuj  H  n*"™DERClftragn 

Ple&se  mention  thl«  magazine  when  writing  to  adrertlver* 


64 


ILLINOIS    CENTRAL    MAGAZINE 


at  Decatur,  Oct.  28.  It  developed  that  this 
flange  was  missing  from  C.  B.  &  Q.  182156. 
Necessary  attention  was  given  defective 
car,  and  possible  accident  thereby  pre- 
vented. 

Indiana   Division 

Brakeman  A.  Horton,  extra  673  south 
October  8th  has  been  commended  for  dis- 
covering and  reporting  broken  rail  at  Switz 
City. 

Brakeman  Chas.  Pierson  No.  351  October 
31st,  has  been  commended  for  interest  dis- 
played when  the  fireman  was  taken  ill  at 
Solsberry,  Ind.,  by  firing  the  engine  into 
his  home  terminal,  thus  avoiding  serious 
delay. 

Agent  C.  C.  Webb  of  Toledo,  has  been 
commended  for  prompt  action  in  stopping 
extra  953  south,  October  13th,  when  he  ob- 
served Penna.  64011,  a  car  of  straw  in  the 
train,  on  fire.  By  his  prompt  action  fire 
was  extinguished  with  practically  no  dam- 
age to  the  car  or  contents. 

Kentucky  Division        » 

Conductor  .T.  W.  Robertson  on  train  102, 
October  23rd,  lifted  term  pass  account 
being  in  imnroper  hands.  Passenger  re- 
fused to  pay  fare  and  was  required  to  leave 
the  train. 

Conductor  J.  J.  Connors  on  train  101, 
October  26th,  declined  to  honor  local  ticket 
account  having  expired  and  collected  cash 
fare.  Passenger  was  referred  to  passenger 
department  for  refund  on  ticket. 
Tennessee  Division 

Switchman  L.  M.  Robertson,  Fulton, 
Ky.,  has  been  commended  for .  discovering 
and  reporting  car  with  broken  truck  frame 
or  arch  bar.  Oct.  17.  Car  was  switched 
to  rio  track  for  repairs,  thereby  preventing 
possible  accident. 

Switchman  U.  R.  Small,  Fulton,  Ky..  has 
been  commended  for  discovering  and  re- 
porting bent  axle,  Wab.  car  66027,  loaded 
w'th  lumber,  Oct.  15.  Necessary  attention 
was  given  car  in  order  that  repairs  could 
be  made.  This  action  undoubtedly  pre- 
vented possible  accident. 

Conductor  W.  B.  Pope  on  train  4,  Octo- 
ber 31st.  lifted  trip  pass  account  being  pre- 
sented for  transportation  of  party  other 
than  the  person  named  thereon,  and  col- 
lected cash  fare. 

Mississippi  Division 

Conductor  F.  J.  Hines  on  train  6,  October 
31st.  lifted  monthlv  school  tickets  account 
having  expired  and  collected  cash  fares. 
Louisiana  Division 

Conductor  L.  M.  McLaurine  on  trains  31. 
Oct.  9th-32.  Oct.  22d  and  31,  Oct.  23d, 
lifted  30  trio  familv  tickets  account  haviner 
exnired  or  beiner  in  improper  hands  and 
collected  cash  fares. 

On  train  32.  October  24th,  he  lifted  em- 
r-love's  trio  pass  account  being  in  improper 
hands.  Passenger  refused  to  oay  fare  and 
w?s  reauired  to  leave  the  train. 

Conductor  G.  O.  Lord  on  train  4,  October 


17th,  lifted  trip  pass  account  being  in  im- 
proper hands  and  collected  cash  fares. 

Memphis  Division 

Conductor  J.  S.  Lee  .on  train  431,  October 
16th,  lifted  employe's  term  pass  account 
being  in  improper  hands  and  collected  cash 
fares. 

Conductor  W.  H.  Smith,  on  train  324, 
October  18th,  lifted  employe's  trip  pass  ac- 
count being  in  improper  hands  and  col- 
lected cash  fare. 


A  Safety  Warning  for  Car  Men  Adopted 
by  the  Lousiana  Division 


*A!-tlY    FIRST 


A  BLUE  PL  A  S 

I>Y  "BAY 


A  BLUE  LIGHT 
BY  NISHT 


COMPLY  WITH  THUSI:  RULES 
PEUTI-CT  YOlJRSIiL'r 


Sangamo 
Special 

Adjusted  to 

6 

Positions 

Dialnp 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 

as  shown  ii> 

illustration 


Bunn 
Special 

Adjusted  to 

6 

Positions 

Dial  op 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  in 
illustration 


Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request 

Illinois  Watch  Company 

Springfield 


Division  News 


Auditor  of  Station  Accounts 

A  bowling  league  has  been  formed  com- 
posed of  employes  in  the  various  depart- 
ments in  the  building.  The  success  enjoyed 
so  far  is  due  largely  to  the  efforts  of  "Jack" 
Breidenstein,  our  popular  freight  claim 
agent,  who  has  been  amongst  those  present 
at  the  games  contested  so  far  and  to  Mad- 
sen,  captain  of  the  team  from  the  freight 
claim  agent's  office.  Captain  Madsen's  sweet- 
heart was  also  present  Nov.  1  and  encouraged 
her  "sweetie"  to  two  victories  over  the  A.  F. 
R.  No.  1.. 

The  stars  of  the  league  seem  to  be  Gallo- 
way and  Tersip,  of  the  Flight  Claim; 
Pierce  and  Bodie,  of  the  Auditor  Passenger 
Receipts;  Dols  and  Smith  of  the  A.  F.  R. 
No.  1;  McKenna  and  Devitt,  of  the  A.  F.  R. 
No.  2  and  Henderson,  Broderick  and  Wig- 
ginton,  of  the  A.  F.  R.  No.  3.  In  the  A.  S.  A. 
Hulsberg,  Lamon,  O'Rourke,  and  Bansmith 
are  stars,  but  a  few  of  them  would  improve 
greatly  if  they  would  cut  out  moonshine. 

Mr.  Hodgdon,  Euholm  and  Stuinjak  were 
out  last  week,  and  Mr.  Lowshe  and  the 
rest  of  the  officials  would  be  welcomed  at 
these  games  as  all  the  players  are  all  striv- 
ing to  uphold  the  honor  of  their  respective 
departments. 

The  girls,  headed  by  the  Misses  Crane, 
Vanderlinden,  Coyle,  Hayden,  Powers  and 
McPaden,  have  organized  and  are  open  to 
challenge  from  any  and  all  departments. 


Come  on  girls,  write  to  Mr.  Lowshe,  audi- 
tor of  station  accounts,  to  arrange  games. 

Our  popular  head  clerk,  O.  W.  Euholm,  is 
practicing  two  nights  a  week  and  as  soon  as 
he  averages  130  he  will  displace  the  writer 
on  the  team,  as  your  truly  is  too  skinny  to 
bowl. 

E.  O'Rourke  voted  the  straight  "prohibi- 
tion" ticket  as  he  felt  very  sorry  for  Debs 
in  jail  and  thought  if  he  was  elected  presi- 
dent he  would  be  let  go. 

Our  chief  clerk,  Mr.  Hodgdon,  is  looking 
younger  every  day  and  as  soon  as  he  gets 
those  "wisdom  teeth"  back,  his  wife  will 
have  to  keep  her  eyes  on  him  for  he  is  just 
as  popular  with  the  women  as  he  is  with  the 
men. 

Again,  don't  forget  the  bowling  league, 
every  Tuesday  evening  at  Jackson  Park 
Tavern,  67th  and  Stony  Island  Avenue,  3rd 
floor,  5:15  p.  m. 


BANISH 
TOBACCO 
HABIT  ! ! 

Send  No  Money 


-Sample  Free! 

Dr.  Elder's  Tobacco  Boon 
banishes  the  injurious  and 
offensive  tobacco  habit  in  3 
to  4  days.  Easy  to  take.  No 
craving  for  tobacco  in  any 
form  after  first  few  doses. 

Simply  send  name  for  Free 

Sample  and  convincing  proof. 

DR.  H.  WILL  ELDERS,  Dept.  616,  St.  Joseph,  Mo. 


ALL  ONE  BIG  FAMILY 


Over  12,000  meals  are  served  daily  in  our  eight  restaurants.  Open  every  working 
day,  a  full  course  meal  can  be  obtained  for  20c,  including  soup,  potatoes,  meat,  vegetables, 
bread  and  butter,  dessert,  tea,  coffee  or  milk.  In  addition  to  the  restaurant  a  lunch  room 
service  is  established  where  a  variety  of  dishes  are  offered  for  a  nominal  sum. 

ENDICOTT-JOHNSON 

Shoes  for  "Workers  and  Their  Boys  and  Girls 
ENDICOTT,  N.  Y.  JOHNSON  CITY,  N.  Y. 


Please  mention  this  magazine  when  writing  to  advertisers 


66 


ILLINOIS    CENTRAL    MAGAZINE 


Below  is  a  schedule  of  games,  cut  it  out 
for  future  reference. 

Standing  Teams   11-2-20 

Per 
Won  Lost  Cent 


Frt.    Claim   Agt 5 

Aud.  Frt.  Recpts  No.  2 2 

Aud.  Pass.  Recpts.. 3 

Aud.   Sta.   Accts 3 

Aud.  Frt.  Recpts  No.  1 1 

Aud.  Frt.  Recpts  No.  3 1 


833 
667 
500 
500 
333 
167 


CHICAGO   TERMINAL 

The  Illinois  Central  Railroad  has  entered 
a  team  in  the  Chicago  Railroad  Indoor 
Ball  League  and  hopes  to  capture  another 
championship  as  it  did  two  years  ago.  No- 
tices will  be  posted  in  conspicuous  places 
whenever  a  game  is  scheduled  and  we 
earnestly  solicit  the  attendance  of  our  fel- 
low employes. 

Fordham  Platform 

On  Friday  evening,  November  19th,  the 
Fordham  Pleasure  Club  again  defeated  the 
South  Water  Street  Wonder  Club  in  a 
bowling  contest  held  at  Bensinger's  Alleys, 
29  West  Randolph  Street.  The  score  was 
close,  they  losing  by  82  pins.  Score:  • 

Hybl    150         118         157         425! 

Husband   105         173         138         416 

O'Neil    162         103         153         418 

R.   Thiem 151         166         126         443 

Broderick    188         133         189         510 

Total  pins  756  693  763  2212 

Charboneau  136  104  120  360 

Murphy  144  126  154  424 

Roth  154  133  134  421 

Schafner  140  141  109  390 

H.  Thiem  166  186  183  535 

Total   pins   740         690         700       2130 

They  have  again  challenged  us  to  a  game 
to  be  played  December  5th  at  3:00  p.  m. 
same  alleys,  staking  all  the  small  change 
they  can  beg,  borrow  or  steal.  Fordham 
will  cover  and  give  them  a  loan,  as  we  have 
several  bankers  in  our  club.  I  would  not  be 
surprised  if  we  send  them  home  in  a  bar- 
rel, naked  of  all  their  earthy  possession. 

Come  and  see  them  get  divested  of  all 
they  own. 


Not  being  able  so  far  to  defeat  our  bowl- 
ing team,  the  so-called  champion  indoor  ball 
team  of  South  Water  Street  challenged  us 
to  a  game  of  outdoor  indoor  baseball, 
which  we  accepted.  The  game  was  played 
Sunday  morning,  November  21st,  at  the 
Jackson  Park  diamond,  the  Fordham  Pleas- 
ure Club  defeating  them  in  what  developed 
to  be  a  one-sided  affair.  This  can  be  easily 
explained  by  referring  to  the  score  shown 
below.  The  sad  part  of  it  is  the  game  was 
witnessed  by  some  300  attendance. 

However,  while  the  champions  were  badly 
defeated,  they  played  a  good  game,  Ford- 
ham  only  getting  17  hits  off  their  phenominal 
pitcher  Gourgan.  This  was  undoubtedly  due 


to  the  fact  that  he  had  stage  fright  after  he 
measured  up  the  classy  opponents. 

R.  Groark  pitched  a  wonderful  game  from 
the  start  to  the  finish,  allowing  only  ene  hit 
which  did  not  give  the  opposing  team  the 
slightest  chance  to  score.  The  men  playing 
behind  him  were  like  the  Chinese  wall;  no 
chance  for  anything  to  get  through. 

I  cannot  refrain  from  making  mention  of 
the  umpire,  Mr.  J.  Groark,  who  was  very 
fair  to  both  teams;  not  the  slightest  mur- 
mur was  heard  from  either  side  on  decisions 
rendered. 

Watch  the  Fordham  Pleasure  Club  Ball 
and  Bowling  Teams,  They  are  Winners. 

Score: 

Fordham  Pleasure  Club 

R      II 

Werhollick,    C 3         4 

Broderick,   E.,  3rd 2         2 

O'Neill,  1st  0         () 

Gorman,    LF   o        0 

Corcoran,  SS  2         3 

Broderick,   J.,   2nd 2         4 

Smith,   RF  2         2 

McNeil,   CF  \        i 

Groark,  P  i         i 


Total ....13       17 


GOVERNMENT  WOOL  BLANKETS 


20,000  elegant  wool  army  blankets  purchased  dire 
from  U.  S.  surplus  Division.    Blankets  that  are  re 
wool  and  will  keep  you  warm  for  several  years 
come.     The  raw  material  alone  is  worth  more  thi 
the  price  we   ask. 

Slightly  used  in  local  camps,  but  practically  i 
good  as  new.  Inspected,  renovated,  laundered  ai 
sterilized  by  Government  authorities.  Our  pri 
$4.90. 

Strictly  new  and  just  as  received  by  the  Gover 
ment    from    the    manufacturers.      Our    price    $5.1 
Regular  value  would  probably  be  $16.00.     Either 
the  above  blankets  are  extra  large  size. 
As  a   matter  of   good   faith   mail   us   a  deposit 
$1.00  for  each  blanket  order,   balance   on   delivei 
We  will  ship  blankets  by  express  unless  otherwl 
instructed. 

KINCSLEY  ARMY  SHOE  CO. 

3852  Cottage  Grove  Ave.,  Dept.  B262,  Chicago,  I 


IRON 


Increases  strength  of  delicate,  nervous, 
run-down  people  In  two  weeks'  time  in 
many  Instances.  Used  and  highly  en- 
dorsed by  former  United  States  Senators 
and  Members  of  Congress,  well-known 
physicians  and  former  Public  Health 
officials.  Ask  your  doctor  or  druggist 
about  it. 


Please     mention     this     magazine     when     writing    to     advertiser* 


ILLINOIS  CENTRAL  MAGAZINE 


67 


-«ju3  T^-V^S^**  f  jml^s^ 


Wrist 
Watches 

See  Catalog 
for   all  the 
latest 
styles. 
I  Big    bar- 
gains on 
|  credit 
I  terms  as 
low  as 

$2.50 


Month 


Select  Christmas  Gifts  from  Our  Catalog 

There  are  128  illustrated  rages  of  Diamonds.Watches,  Jewelry,  etc. 
Whatever  you  select  will  be  sent,  all  charges  paid.  You  see  and  ex- 
amine the  article  right  in  your  own  hands.    If  satisfied  pay  one- 
fifth  purchase  price  and  keep  it;  balance  in  8  equal  monthly  payments. 

the  Best  Gift  of  Ali-A  Diamond  Ring      Watches  |P- vear^raTtee" 


For 

elegance  and 

artistic  beauty, 

our  Diamond  Rings 

are  unsurpassed 


[AMOMK  JK£? 


Beautiful  rings,  any  style  14-K  <rold 
nounting.    Special  values   at   $5O, 
$6O,    S85,    $125    up.    Easy  ter 


watches  on  credit  terms  as  low  as 

$2. SO  a  Month. 
LIBERTY    BONDS   ACCEPTED 

LOFTIS  BROS.  &  CO.,  The  National  Credit  Jewelers 

Stores  in  Leading  Cities.  Dent     G-939    1O8  N.  STATE  ST.,  CHICAGO,  ILLINOIS^ 


South  Water  Street 

R  H  E 

Bowen,  3rd  0  0  0 

Gross,   RF 0  0  1 

O'Brien,    LF   0  0  0 

Grennon,    2nd   0  0  0 

Tooey,   SS   0  1  0 

Walsh,  CF  0  0  1 

Coughlin,    C    0  0  0 

Karney,    1st   0  0  1 

Gourgan,   P   0  0  0 

Total    0         1         3 

Innings    1  23456789      RHE 

South  Water  St.  000000000       0     1     3 
Fordham    1  1320420..     13  17     2 

Armistice  Day,  November  11  was  in  re- 
ality a  Memorial  Day. 

As  the  finger  of  Time  pointed  to  11 :00  a.  m. 
the  sounds  of  truck  wheels  ceased,  and  the 
martial  tread  of  trained  and  drilled  feet 
could  be  heard  as  the  men  instinctively 
formed  line,  face  East,  in  answer  to  the 
bugle  call. 

The  front  line  was  of  some  25  men  from 
overseas,  bearing  ghastly  wounds  brought 
back  from  the  fierce  battles  that  go  to  make 
this  country  the  peer  of  the  world. 

The  second  line  of  125  men,  most  of  whom 
have  been,  and  now  are,  at  their  country's 
call,  had  their  hearts  thrill  and  the  red  blood 
of  patriotism  rushed  through  their  veins  as 
with  uncovered  heads  taps  sounded  for  com- 
rades who  gave  their  lives  and  laid  their 
bodies  in  the  soil  that  Imperialism  might  be 
.crushed  and  Liberty  be  planted  to  teach 
•the  common  people  their  heirdom  to  royalty. 

After  honor  bestowed  on  fallen  Love  of 
Country,  Pride  of  Nation,  coursed  through 
these  noble  specimens  of  American  Nobil- 
ity to  such  extent  that  with  united  soul-filled 
voices  the  men  made  this  part  of  Chicago 
vibrate  with  "My  Country  'Tis  of  Thee"  and 
the  "Star  Spangled  Banner." 

FORDHAM  DOES  NOT  LAG. 


ST.  LOUIS  DIVISION 

Centralia  Terminal 

Duane  Frink  and  Lucian  Spaulding,  clerks, 
attended  the  Illinois-Ohto  football  game  at 
Champaign,  111. 


SLOAN'S  GOES  RIGHT 
TO  THE  ACHING  SPOT 


You  can  just  tell  by  its  healthy,  stimu- 
lating odor  that  it  is  going  to 
do  you  good 


THOUSANDS   of  men  and   women,   when 
the    least   little    rheumatic    "crick"    assails 
them,    have    Sloan's    Liniment    handy    to 
knock  it  out.    Popular  over  a  third  of  a  century 
ago — far  more  popular  today. 

That's  because  it  is  so  wonderfully  helpful  in 
relieving  external  aches  and  pains — sciatica, 
lumbago,  backache,  neuralgia,  overstrained 
muscles,  stiff  joints,  weather  exposure  results. 
A  little  is  all  that  is  necessary  for  it  soon  pene- 
trates without  rubbing,  to  the  sore  spot.  No 
muss,  no  stained  skin. 

All  druggists— 35c,  70c,  $1.40. 

Sloarts 

Liniment^ 


LET  US  TEACH  YOU  at  your  OWN 
FIRESIDE  the  WORLD  FAMOUS 
PALMER  METHOD  PENMANSHIP,  lead- 
ing quickly  and  easily  to  a  style  of  handwrit- 
ing embodying  LEGIBILITY,  RAPIDITY. 
EASE  and  ENDURANCE.  No  age  limit,  if 
nerve  force  is  unimpaired.  FAILURE  UN- 
KNOWN when  OUR  PLAN  IS  FOL- 
LOWED. 

WRITE  TODAY  FOR  INFORMATION. 

Department   "C", 
•    The    A.    N.    Palmer    Co., 
No.  30  Irving  Place,  New  York,  N.  Y. 


Please     mention     this     magazine 


writing    to     advertiser! 


68 


ILLINOIS  CENTRAL  MAGAZINE 


Mr.  Orin  Brown,  yard  clerk,  departed  for 
a  three-days'  hunting  trip  on  the  Okau  river. 

Mrs.  E.  N.  Anderson,  routing  clerk,  re- 
ceived a  very  painful  injury  to  the  knee, 
when  she  was  kicked  by  a  horse.  Although 
not  serious  it  has  caused  considerable  trouble 
in  getting  around. 

Mr.  Chris  Cento,  car  foreman,  has  just 
returned  from  Milwaukee,  Wis.,  where  he 
has  been  visiting  with  his  son. 

A  special  train  of  officials  passed  through 
here  a  few  days  ago  and  during  their  brief 
stop  in  Centralia,  they  inspected  the  new 
passenger  station  which  is  nearly  completed. 

Macel  Bousman,  "bookkeeper",  and  .sev- 
eral friends  went  on  a  hunting  trip  up  near 
Vernon.  He  did  not  get  but  four  rabbits 
and  he  won't  say  whether  they  were  tied 
fast  or  whether  he  bought  them. 

Train  Dispacher  George  Robinson  of  Car- 
bondale,  spent  Thanksgiving  in  Centralia. 


WISCONSIN  DIVISION 

Miss  Isabel  Gugger  of  the  Accounting  De- 
partment has  returned  from  a  visit  with  rela- 
tives in  New  York  City. 

Mr.  Paul  Donahue  of  the  Accounting  De- 
partment was  at  Madison  Saturday,  Novem- 
ber 13,  to  attend  the  Illinois-Wisconsin  foot 
ball  game  but  returned  rather  disappointed. 

Cupid  seems  to  be  working  overtime 
around  the  Superintendent's  office.  Miss  Lu- 
cretia  Porter,  Miss  Catherine  Farnum,  Miss 
Loretta  Killoran  and  Miss  Helen  Sage  are 
to  be  married  within  the  next  month  or  two. 

Miss  Lucretia  Porter  stenographer  in  Su- 
perintendent's office,  and  Mr.  Henry  Lich- 
tenberger,  timekeeper,  are  to  be  married 
sometime  is  the  near  future.  Congratula- 
tions. 

The  girls  of  the  Superintendent's  and 
Agent's  offices  gave  a  dinner  November  11 
m  honor  of  the  Misses  Catherine  Farnum, 
Loretta  Killoran,  Lucretia  Porter  and  Helen 
Sage,  who  are  to  be  married  in  the  near  fu- 
ture. Each  of  the  brides-to-be  were  pre- 
sented with  a  pretty  gift.  About  twenty-five 
girls  were  present. 


TENNESSEE  DIVISION 

Just  to  let  you  know  we  are  still  on  the 
map,  will  give  you  a  few  items  from  Tennes- 
see division. 

V.  J.  Voegeli,  chief  clerk  to  the  master 
mechanic,  has  just  returned  from  his  vaca- 
tion which  he  spent  with  homefolks  in  E. 
St.  Louis. 

Master  Mechanic  Grimes  went  to  Water 
Valley  to  join  the  president's  special  which 
passed  through  Jackson  on  the  20th. 

Miss  Edna  Watkins,  stenographer  in  the 
Store  Department,  visited  friends  in  Green- 
field. 

Mr.  J.  C.  Blackwell,  storekeeper  at  Jack- 
son shops,  is  on  his  annual  vacation. 

Mr.  A.  A.  Stoval,  machine  shop  foreman, 
is  able  to  be  back  at  this  post  of  duty  after 
undergoing  quite  a  serious  operation  in  the 
Chicago  hospital. 


THESE  UNION  MADE 
Officer's  Army  Shoes 


Can  be  Used  for  Work  or  Dress. 
Built  on  union  lasts,  by  union 
labor;  every  pair  inspected  and 
union  label  stamped  on  inner 
,  sole. 

Genuine    soft    leather    uppers,    strong 
enough  to  withstand  two  re-tappings; 
Munson    last;    soles    sewed,     not 
lailed;  Goodyear  Wingfopt  rubber 
heels,   outwear  3  pair  leather 
heels.      Shoes    guaranteed    to 
wear  or  a  new  pair  free. 
Just  send  money  or- 
der or  check. 


ONLY 


$6.98 


We   Pay 

Postage 


POSTAGE  FREE 

MAIL   COUPON  BELOW 

Reliable   Mail   Order   Co.,   Dept.    142, 

25  Huntington  Ave.,   Boston   17,   Mass. 
Enclosed   find .       Send- 


My  money  back  if  I  am  not  entirely  satisfied. 

Name     

Address    Size. 


-pairs. 


Don't  Wear  a  Truss 

WE  GUARANTEE  YOUR  COMFORT 

with  every  Brooks'  Applianc 
New  discovery.  Wonderfi 
No  obnoxious  springs  or  pad 
Automatic  Air  Cushions.  Bint 
and  draws  the  broken  parts  t< 
gether  as  you  would  a  brok( 
limb.  No  salves.  No  plaster 
No  lies.  Durable,  cheap.  Sei 
on  trial  to  prove  it.  Full  info 
mation  and  booklet  free. 

C.  E.  BROOKS 

I88A    State  Street  Marshall,  Mi< 


Rheumatism 

A  Remarkable  Home  Treatment  Given  by 
One  Who  Had  It 

In  the  Spring  of  1893  I  was  attacked  by 
Muscular  and  Sub-acute  Rheumatism.  I 
suffered  as  only  those  who  have  it  know,  for 
over  three  years.  I  tried  remedy  after  remedy, 
and  doctor  after  doctor,  but  such  relief  as  I 
received  was  only  temporary.  Finally,  I  found 
a  treatment  that  cured  me  completely  and  it 
has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted  and  even 
bedridden  with  rheumatism,  some  of  them  70 
to  80  years  old  and  results  were  the  same  as 
in  my  own  case. 

I  want  every  sufferer  from  such  forms  of 
rheumatic  trouble  to  try  this  marvelous  healing- 
power.  Don't  send  a  cent;  simply  mail  your 
name  and  address  and  I  will  send  it  free  to 
try.  After  you  have  used  it  and  it  has  proven 
itself  to  be  that  long-looked-for  means  of 
getting  rid  of  your  rheumatism,  you  may  send 
the  price  of  it,  one  dollar,  but  understand,  I 
do  not  want  your  money  unless  you  are  per- 
fectly satisfied  to  send  it.  Isn't  that  fair? 
Why  suffer  any  longer  when  relief  is  thus 
offered  you  free.  Don't  delay.  Write  today. 

Mark   H.   Jackson,   No.    939    Q  Durston 

Bldg.,    Syracuse,    N.    T. 

Mr.  Jackson  is  responsible.     Above  statement  true. 


Blacksmith  Foreman  House  and  wife  spent 
the  week  end  with  relatives  in  Corinth, 
Miss. 

Mrs.  L.  Grimes  and  daughter,  Dorothy, 
have  just  returned  from  a  visit  to  relatives 
in  Memphis. 

H.  O.  Voegeli,  chief  accountant,  attended 
a  meeting  of  the  Accounting  Department  in 
Memphis  November  20. 

Several  of  the  I.  C.  shops  boys  took  part 
in  the  Moose  Charity  Minstrel  on  the  27,  28 
and  29,  which  no  doubt  accounts  for  the  suc- 
cess of  the  show. 

Accountant  C.  B.  Cann  and  wife  are  visit- 
ing relatives  in  Ironton,  Mo. 

R.  W.  Wilcox,  night  roundhouse  clerk, 
spent  several  days  in  Nashville. 

The  superintendent's  office  force  is  re- 
joicing with  White,  our  efficient  trainmas- 
ter's chief  clerk,  over  his  accidental  killing 
of  a  quail  while  hunting  the  other  day. 
White  says  quail  on  toast  is  fine  eating. 

We  are  wondering  if  Switchman  Maddox 
is  going  to  school  again.  We  see  him  carry- 
ing school  books  every  morning.  Cheer  up, 
Helena,  she  might  be  his  little  cousin. 

Booney  Ryan  hasn't  spent  a  Sunday  in 
Fulton  since  the  Fourth  of  July.  Looks  like 
another  good  man  gone  wrong. 

Shady  Grove  Butterworth,  file  clerk,  is 
going  to  night  school  now  to  a  very  pretty 
little  rural  school  teacher.  Of  course,  we 
don't  know  what  course  he  is  taking. 

Assistant  Chief  Clerk  R.  C.  Pickering  is 
very  careful  which  way  he  looks  these  days. 
Says  he  thinks  it  pays  to  look  straight  ahead. 
Cause:  Crick  in  his  neck. 

Clerk  R.  D.  Benedict  is  now  in  possession 
of  a  new  "Brodnax"  catalog,  and  he  spends 
his  days  in  meditation  as  he  earnestly  sur- 
veys the  pages  with  the  glowing  headlines 
"WEDDING  RINGS." 

Miss  Hortense  Johnson  made  a  trip  to  St. 
Louis,  shopping,  a  few  days  ago. 

Timekeeper  P.  M.  Newhouse  and  friends 
spent  a  day  at  Reelfoot  Lake,  hunting,  re- 
cently. Unfortunately  the  night  following 
was  the  appointed  time  for  the  Elks'  Charity 
Ball.  Those  who  know  our  timekeeper 
won't  doubt  it  when  we  say,  that  when  he 
came  back  to  the  office,  he  looked  very  much 
like  "the  day  after  the  night  before." 


Send  No  Money 


This  21-jewel  Illinois  Watch—  the  Bunn  Special  sent  on 
trial.  Do  not  send  us  a  pennjr.  The  Bunn  Special,  made  to  be 
"the  watch  for  railroad  men."  is  adjusted  to  6  positions,  extreme 
heat,  extreme  cold  and  isochronism.  21-jewel  movement,  Mont- 
gomery Dial,  handsome  guaranteed  20-year  gold-filled  case. 
Guaranteed  to  pass  inspection  on  any  railroad. 

AfterTrialaFewCentsaDay 

The  watch  comes  express  prepaid  to  your  home.  Examine  it  first. 


nth 


buy- 


ORF>FR  TOT">  A  Y  Jost  Bend  "•  yo0^  name  and  address.  No  red 
Ul\L»n.IX  1  *JUJ\  I  tape.  Just  say,  "send  me  the  Bunn  Special  " 
Do  not  enclose  a  penny.  Don't  delay.  Write  today. 

Our  128  page  catalog.  No  663       thowt  more  than  t.OOO  bar- 
gain* in  diamond!,  watche*  and  Jewelry-    Write  for  it  A'O  W. 


LEARN   PARLIAMENTARY 

Procedure  and  Public  Speaking 

Be    the    Leader.    We    teach    you    by 
mail  the  rules  of  Parliamentary  Pro- 
cedure and  the  duties  of  the  presid- 
ing officer  in  conducting  lodge, 
union    or    club    meetings  —  all 
that   governs    the    deliberative 
or   legislative    assembly.      The 
Course,    prepared    by    Herman 
Ames    Phillips,     for    15    years 
Journal    Clerk,    National    House 
of     Representatives,     and    John 
Philpot  Curran,   LL..B.,   is  based 
on    the    rules    used   In    Congress.      Low    cost, 
terms.     Write  for  free  illustrated  booklet  of  pointers 
for  speakers. 

AMERICAN  PHILOMATHIC  SOCIETY 

Oept.  429          127  No.  Dearborn  St.          Chicago,  III. 


Send  No  Money  TOBACCO 


Snap  this  bargain  up  right  now  before  it  is  too 
late.  Only  limited  quantity.  Amazing  underwear 
bargain.  Greatest  offer  ever  made.  Two  Guar- 
anteed $4  Each,  Wool  Unionsuits,  $5.75. 

Save  big:  money  on  your  underwear.  Send 
postcard  or  letter  today  —  this  very  minute,  for 
thesc2  beautiful  perfectfittingheavy  weight  gray 
elastic  rib  unionsuits.  Full  cut.  Seams  reinforced 
and  overcast.  Send  No  Money-^pay  only  $5.75 
on  arrival,  no  more;  we  pay  delivery  charges. 

We  Guarantee  !?'fiu?d  *our 

__— _^^^^^_  money  if  you  can 
match  these  2  wonderful  wool  unionsuits  for 
$8.00.  Order  this  amazing  bargain  this  minute 
before  it  is  too  late.  Just  give  name,  address 
and  breast  measure.  < 

BERNARD- HEWITT  &  COMPANY 

Dept.  U  3  5  I  2  900  W.  Van  Buren,  Chicago 


OR    SNUFF    HABIT 
CURED  OR  NO  PAY 

No  matter  whether  used  in  pipe,  cigarettes, 
cigars,  chewed  or  used  in  the  form  of  snuff, 
Superba  Tobacco  Remedy  contains  nothing  in- 
jurious, no  dope,  poisons,  or  habit-forming  drugs. 
Guaranteed.  Sent  on  trial.  If  it  cures,  costs  you 
one  dollar.  If  it  fails,  or  if  you  are  not  perfectly 
•satisfied,  costs  you  nothing.  Write  for  full  rem- 
edy today. 

Superba  Co.,  M-20,  Baltimore,  Md, 


Please  mention  this  magazine  when  writing  to  advertiser* 


70 


ILLINOIS   LkMlKAL 


Standard  for  over  75  years 

!"f.{^r."y7--rrr".:V7"^{-! 


---•--'•    v":"""- 


Equal  parts  good  looks  and  feal 
quality—  that's  why  OVER- 
ALLS, JUMPERS,  AND 
UNIFORMS  of  Stifel  Indigo 
Cloth  are  100%  work  Clothes! 

No  amount  of  wearing  or 
washing  will  dim  Stifel 
Indigo's  beautiful  blue  color. 
And  its  dotted  stripes  and 
other  patterns  are  guaranteed 
not  to  break  in  the  print. 

Be   sure   this   trademark  is    on    the 

back   of    the   cloth  inside  the  OVER. 

ALLS,  JUMPERS.  AND  UNIFORMS 

you    buy,  if 

you  would 

be   sure   of 

wearing  gar- 

ments    of 

g  e  n  ui  ne 

Stifel  Indigo 

Cloth. 

GARMENTS  SOLD  BY  DEALERS 
EVERYWHERE  —  WE  ARE 
MAKERS  OF  THE  CLOTH  ONLY. 

J.  L.  STIFEL  &  SONS 

Indigo  Dyers  and  Printers 
Wheeling,  W.  Va. 


SALES  OFFICES 
NEW  YORK  .  .  26 

PHILADELPHIA  ..;;;;;  ;  Vwj 


.0--  .................  31  Bedfo 

CHICAGO  ...  233  W   lacUnr, 

SAN  FRANCISCoY.YPostal  Telegraph 
ST.  JOSEPH   MO  ........  slxTon  B?nPk 

^L™ORE  .....  .  .......  ,23  Market 

fT-LOUIS  ..................  604  Star 


B 

Place 

Bldg. 


...... 

MONTREAL.  .......  5Q8  Read  Bide 

VANCOUVER  ..........  506  Mercantile  Bldg 

A  Railnader 
in  the  Matin  f 


Please     mention     this     magazine     when     writing    to    advertiser* 


Shirley  Alverson,  secretary  to  general 
manager,  is  with  us  today.  Always  glad  to 
see  you  Shirley. 

Again  we  have  a  favorable  report  from 
the  matrimonial  bureau  here.  Its  business 
is  growing  rapidly  and  its  followers  increas- 
ing steadily.  Miss  Kathleen  Lovier,  stenog- 
rapher, joined  the  ranks  since  our  last  writ- 
ing and  she  now  signs  her  name  Mrs.  Buel 
Burgess.  Frank  White  thinks  he  will  be  the 
next  victim  but  we  think  the  rivalry  is  be- 
tween Frank  and  Mr.  Benedict. 

Supervisor's  clerk,  Elvis  Campbell,  visited 
friends  in  Bowling  Green  a  few  days  the 
past  month.  Campbell  says  he  enjoyed  his 
visit  home,  but  we  think  he  feels  much  more 
at  home  here,  in  a  Paige  automobile.  Looks 
that  way  to  say  the  least  of  it. 

DeMaupassant  says  in  deferring  a  kiss, 
that  a  man  with  a  short  mustache  can  make 
a  woman  leave  home — what's  the  idea 
Campbell? 

Mr.  H.  O.  Cole  has  just  returned  from 
Mobile,  Ala.,  where  he  attended  the  wed- 
ding(  of  a  friend. 

Miss  Lois  Covington  spent  last  week  end 
in  Chicago. 


VETERAN     RAILWAY     CONDUCTOR 

IS   DEAD 

W.    G.    Beanland    Passes    Away    in    New 
Orleans   Hospital 

W.  G.  Beanland,  45,  one  of  the  oldest 
passenger  conductors  in  point  of  service 
on  the  Yazoo  &  Mississippi  Valley  Rail- 
road and  a  native  of  Memphis,  died  at  a 
private  hospital  in  New  Orleans  at  an  early 
hour  yesterday  morning,  following  an  ill- 
ness of  more  than  two  years. 

Mr.  Beanland  suffered  a  nervous  break- 
down nearly  three  years  ago,  and  he  en- 
tered a  private  hospital  in  New  Orleans 
several  months  later  in  the  hope  of  recov- 
ering his  health.  His  condition  gradually 
grew  worse,  however,  and  his  physicians, 
despairing  of  his  recovery,  notified  his 
friends  here  several  months  ago  that  Mr. 
Beanland's  death  could  be  expected  at  any 
time.  Mr.  Beanland  entered  the  service  of 
the  Yazoo  &  Mississippi  Valley  Railroad 
nearly  20  years  ago,  and  he  rapidly  adapted 
himself  to  the  kind  of  employment  he  was 
first  assigned  to.  Not  long  after  his  con- 
nection with  the  road  he  was  promoted 
to  a  higher  station,  and  he  proved  so  effi- 
cient in  his  work  that  it  was  not  long  be- 
fore he  was  advanced  to  conductor  on  a 
freight  train. 

*     *     *     * 

The  body  will  arrive  in  Memphis  over 
the  Illinois  Central  this  morning  at  6.20 
o'clock  and  will  be  taken  in  charge  by  J. 
W.  Norris  &  Co.,  undertakers.  The  fu- 
neral will  be  conducted  from  the  funeral 
parlors  of  Norris  &  Co.  this  afternoon  at 
2:30  o'clock.  Burial  will  take  place  in  For- 
est Hill  Cemetery. — Commercial  Appeal, 
Memphis,  Tenn.,  Nov.  16,  1920. 


GOVERNMENT    SHOES 
At  1-3  Their  True   Value 

RllSSBt  i^K^ST  20,000  pair  genuine  Russet 
SIlOB  mSJrl&fa  shoes,  slightly  worn,  but  neat- 
ly repaired  with  genuine  Oak 
leather.  Uppers  guaranteed 
two  years.  Dyed  everlasting 
black  when  requested  without 
additional  cost.  Worth  $12.00, 
wearing  value.  Our  price  $£.90. 


$2.90  Pair 


Field 
Shoe 


$3.90  Pair 


Shoe 


25,000      pair      Field      Shoes, 
slightly    worn    but    neatly    re- 
paired   and    repolished    wher- 
ever necessary.     Manufactured  j 
under    Government    specifica-j 
tions    for    strength    and    dur- 
ability.    Three  thicknesses   of 
sole  leather,  foot  leather  lined, 
waterproof,   slightly  worn,  but 
a  $15.00  value.    Our  price  $3.90. 

TrCnCh  15,000  Trench  shoes,  slightly 

worn,  but  neatly  repaired  and 
repolished  wherever  necessary. 
Equal  new   in   wearing  value. 
Heaviest  of  high  grade  leather, 
waterproof,  triple  sole,  studded  with 
hob    nails,     and    heels    with    metal 
horseshoe;    worth    $18.00,    our    price 
$4.90. 

As  an  evidence  of  good  faith  mail  us  a  deposit 
of  $1.00  for  each  pair  of  shoes  ordered,  stating 
style  shoe  desired.  Balance  on  delivery. 

KINGSLEYARMY  SHOE  CO. 

3852  Cottage  Grove  Ave.,  Dept.  S262,  Chicago,  III. 

EARN^REM,  PHONOGRAPH 

'       Beautifully  finished,    nickel   winding 
k.  spring  motor,  speed  regulator, 
stop  lever.    Mew  improved  sound 
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of  music.    A   MARVELOUS 
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lend  you  24  of  our  Art  Pictures  to 
dispose  of  on  special  offer  at  25c 
each.  Send  us  the  (6  you  collect 
and  we  will  send  this  new  Im- 
proved E.  D.  L.  Phonograph  and 
a  selection  of  *  ""orris  free. 
E.D.  LIFE, Dept  12T85  Chloago 


T.  S.  LEAKE  &  COMPANY 

GENERAL  CONTRACTORS 

7th  Floor.  Transportation  Building 

608  SOUTH  DEARBORN  ST..       CHICAGO.  ILL. 

Telephone  Harrison  7682 

Rmilr»*d  Building*  Our  Specialty 


Spencer  Otis  Company 

RAILWAY  SUPPLIES 
Chicago.    N«w  York    and    St.   Louis 


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Chicago  Bearing  Metal  Co, 

Offices: 

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CHICAGO 


Journal  Bearings — Engine  Castings,  Brass 

and  Bronze  Castings  for  all  purposes. 

Babbitt  Metal. 


PANTASOTE 

TRADE  MARK 

A  perfect  substitute  for  leather 
and  one-third  the  cost  of  genuine 
leather.  Will  be  pleased  to  for- 
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THE  PANTASOTE  COMPANY 

11  Broadway,  New  York 


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Wool  and  Cotton  Wiping  and  Packing  Wast 

Nuts,  Bolts,  Rivets,  Spikes 

Axles 

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PATENTS 

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624  F  Street  N.  W.  W«hineton.  D.C. 


HAWK  BRAND 


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Overalls 


and 


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Full  Cut,  Roomy  Union-made  Railroad  Overalls  and  Jumpers. 
Every  garment  guaranteed  to  give  absolute  satisfaction  or  purchase 
price  cheerfully  refunded. 

Our  Auto  Mechanic  Khaki  Union  Suit  is  unexcelled  in  Material, 
Design  and  Workmanship. 

Miller  Manufacturing  Company 

Five  Factories*         Dallas  and  Fort  Worth,  Texas — 

1        Memphis,  Tenn.,  Little  Rock,  Ark.,  Kansas  City,  Mo. 


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Contents 


The  Railways  and  the  Waterways 13 

Union  County,  Kentucky,  Farmers  Discuss  Railway  Service  with 
the  Illinois  Central  Interviewer 1 

Public    Opinion   

Duquoin,  111 

Appointments   and   Promotions.... 

Engineering  Department  33 

Safety  First  

Traffic    Department    37 

Illinois  Central  Reviews  Transportation  Conditions  of  1920 39 

Christmas  Greetings  40 

Purchasing  &  Supply  Department 41 

Albert  C.  Mann  - 43 

Santa  Claus  Borrows  Illinois  Central  Train  to  Visit  Invalid  Girl..  43 

Illinois  Central  Special  Agent  Wins  $50.00  With  His  Christmas 
Smile  - - 45 

•Law  Department  

Hospital  Department  49 

Claims  Department  

Facts  and  Figures  About  Personal  Injury  Accidents....  56 

Transportation    Department    

Department  of  Stations  and  Transfers 67 

Division  News  68 

Meritorious  Service  87 


IWshed  monthly  by  the  Illinois  Central  fc.R.  in  the  interest 
of  tke  railroad  and  its  ^4000  Linployes 

Advertising   Rates  on  Application 

Office  1201  Michigan,  Av.  Telephone  Wahash  2200 

Chicago  Local^ 

15  4  per  copy        $  1^  per  year 


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ILLINOIS  CENTRAL 


Vol.9 


Magazine 

January,  1921 


No.  7 


The  Railways  and  the  Waterways 

By  C.  H.  Markham,  President,  Illinois  Central  Railroad  Company 

An  address  before  the  Sixteenth  Annual  Convention  of  the  National  Rivers  and  Harbors 
Congress,  Washington,  D.  C.,  December  8,  1920. 


I  think  it. will  be  agreed  that  the  question 
of  the  development  of  inland  waterways 
should  be  considered  as  a  part  of  the  entire 
transportation  problem  of  the  United  States. 
We  need  better  and  more  adequate  trans- 
portation to  carry  the  products  of  our  farms, 
forests  and  mines  to  the  places  in  our  own 
country  where  they  are  to  be  consumed  or 
to  be  used  as  the  fuel  and  raw  materials  of 
manufacture.  We  need  better  and  more 
adequate  transportation  for  distributing  the 
products  of  our  manufacturing  industries 
from  the  great  centers  of  population  and  in- 
dustry to  all  parts  of  the  country.  Our  peo- 
ple within  recent  years  have  enjoyed  a  great 
export  trade.  Their  prosperity  requires  that 
a  large  part  or  all  of  this  be  retained;  and 
the  efficiency  and  adequacy  of  our  inland 
transportation  and  our  merchant  marine  will 
largely  determine  the  amount  of  export  busi- 
ness we  will  do. 

It  is  important  not  only  that  our  means  of 
transportation,  inland  and  overseas,  shall 
be  adequate  and  efficient,  but  that  all  our 
transportation  service  shall  be  rendered  as 
cheaply  as  possible.  If  our  industries  are  to 
grow,  and  to  compete  successfully  with 
those  of  other  nations,  we  must  get  our 
raw  materials  and  manufactured  products  to 
tidewater  for  delivery  to  an  American  mer- 
chant marine  at  a  cost  which  will  enable 
prices  to  be  made  for  our  commodities  which 
will  compare  favorably  "with  the  prices 
charged  by  other  nations.  To  do  this  we 
must  make  use  of  those  instrumentalities  of 
transportation  which  are  in  fact  the  most 
efficient  and  economical. 

We  have  available  three  means  of  inland 
transportation — highway,  railroad  and  water- 
way. Good  roads  and  the  motor  truck  have 
begun  to  play  an  important  part  in  trans- 
portation. For  some  years  the  railways 
have  found  it  difficult,  and  at  times  impos- 
sible, to  handle  all  the  freight  offered. 
Trucks  have  helped  to  relieve  the  situation 


by  handling  substantial  amounts  of  freight 
in  congested  areas.  In  many  cases  they 
have  hauled  freight,  and  especially  high 
grade  freight,  considerable  distances.  Prob- 
ably, however,  the  future  of  the  motor  truck 
as  a  carrier  of  freight  will  be  found  in  han- 
dling it  short  distances  in  congested  areas, 
and  in  bringing  it  to  railways  or  waterways 
from  points  not  reached  by  them.  Practi- 
cally all  the  freight  moving  long  distances 
will  go  by  rail  and  water. 

The  Need  for  a  Survey 

The  public's  welfare  demands  that  trans- 
portation shall  be  rendered  in  any  particular 
territory,  or  between  any  particular  points, 
by  that  means  which  can  render  it  most 
economically,  due  allowance  being  made  for 
differences  irr  the  speed,  regularity  and  other 
features  of  the  service.  There  are  many 
parts  of  the  country  in  which  water  trans- 
portation cannot  be  provided.  There  are 
others  in  which  it  can  be  provided,  but  not 
under  conditions  that  would  render  it  desir- 
able or  even  feasible  to  have  the  freight 
business  transferred  from  the  railways  to 
the  waterways.  There  are  still  other  parts 
where  transportation  by  water  has  such 
great  advantages  over  transportation  by  rail 
that  the  railways  stand  no  chance  of  getting 
any  considerable  part  of  the  business. 

Take,  for  example,  the  supplying  of  coal 
to  the  Northwest.  The  advantages  of  water 
transportation  on  the  Great  Lakes  for  bulky 
commodities  moving  in  large  volume  are 
so  great  that  the  natural  source  of  the 
Northwest's  coal  supply  is  the  mines  in  the 
Pittsburgh  district,  in  Ohio  and  in  West 
Virginia,  and  the  natural  route  for  it  is  by 
rail  from  the  mines  to  Lake  Erie  ports,  and 
by  boat  to  the  head  of  the  lakes.  Only  a 
small  part  of  the  coal  going  to  the  North- 
west moves  entirely  by  rail. 

There  are,  however,  many  parts  of  the 
country  in  which  it  is  still  debatable  whether 


13 


14 


ILLINOIS    CENTRAL    MAGAZINE 


if  the  waterways  were  developed,  transpor- 
tation by  rail  or  by  water  would  have  the 
advantage  in  cheapness  and  efficiency.  I 
do  not  wish  to  say  anything  against  the  gov- 
ernmental waterway  policy  which  has  been 
followed  in  the  past.  There  is,  however, 
one  point  regarding  it  on  which  I  think  all 
will  agree.  That  is  that  it  has  not  been  car- 
ried out  in  such  a  way  as  definitely  to  deter- 
mine where  transportation  by  water,  and 
where  transportation  by  rail,  are  preferable. 
If  the  nation  is  to  continue  to  spend  many 
millions  of  dollars  upon  waterway  develop- 
ment, the  greatest  immediate  need  seems  to 
be  the  formulation  of  a  definite  and  con- 
structive policy  under  which  waterway  ex- 
penditures will  be  concentrated  where  physi- 
cal and  commercial  conditions  are  favorable 
to  the  development  of  a  large  water  borne 
traffic. 

The  development  of  waterways  often  has 
been  advocated  to  regulate  railway  rates. 
Doubtless  in  many  cases  railway  officers 
have  assumed  an  attitude  of  antagonism  to 
it  because  they  feared  the  effects  it  would 
have  on  their  earnings.  Railway  officers  are 
able  now  to  take  a  more  detached  view  of 
this  subject  than  in  the  past.  One  of  the 
products  of  the  war  is  a  new  point  of  view 
toward  the  railroad  problem  as  expressed  in 
the  Transportation  Act  under  which  the 
roads  were  returned  to  private  operation. 
For  the  first  time  in  the  history  of  the  coun- 
try there  is  recognition  of  the  fact,  not  only 
by  the  general  public  but  by  the  law  regu- 
lating railways,  that  to  take  care  of  the 
country's  business  the  railroads  must  be 
enabled  to  provide  adequate  facilities,  and 
that  to  provide  adequate  facilities  they 
must  be  enabled  to  earn  adequate  returns. 
The  Transportation  Act  directs  the  Inter- 
state Commerce  Commission  to  so  fix  the 
rates  as  to  enable  the  railroads  of  each 
group,  if  efficiently  andi  economically  man- 
aged, to  earn  a  return  of  5^  to  6  per  cent 
on  their  aggregate  valuation.  It  follows 
that  if  waterways  should  be  so  developed  in 
some  parts  of  the  country  as  to  take  freight 
business  from  certain  lines  of  the  railways, 
the  Interstate  Commerce  Commission  would 
have  to  make  the  rates  high  enough  on  the 
business  left  to  yield  the  returns  specified  in 
the  law.  While,  therefore,  the  development 
of  waterways  in  certain  parts  of  the  country 
might  make  the  cost  of  transportation  lower 
to  shippers  located  on  the  waterways,  it 
might,  because  of  the  diversion  of  business 
from  the  railroads,  actually  make  the  rates 
of  shippers  located  exclusively  on  the  rail- 
ways higher  than  they  otherwise  would  be. 
However,  as  I  have  said,  the  government 
should  consider  the  policy  adopted  in  rela- 
tion to  its  effects  on  the  public  as  a  whole, 
and  not  in  relation  to  its  effects  on  only  part 
of  the  public. 


There  Is  No  Competition 

You  may  say  that  water  competition 
would  force  the  railways  to  reduce  their 
rates,  at  least  between  points  where  the 
competition  existed.  I  think  there  is  a  good 
deal  of  misunderstanding,  regarding  compe- 
tition between  railways  and  waterways.  My 
observation  is  that  there  never  has  been  for 
any  considerable  time  actual  competition  be- 
tween them.  When  freight  may  move  be- 
tween certain  points  by  either  rail  or  water 
it  always  is  but  a  short  time  until  either  the 
rail  route  gets  it  all  or  the  water  route  gets 
it  all. 

Take  for  example,  the  case  I  have  cited 
of  coal  moving  to  the  Northwest.  The 
water  route  via  the  Great  Lakes  is  better 
and  more  economical  than  the  all-rail  route. 
In  consequence,  practically  all  the  coal  is 
moved  by  water.  Because  of  the  fact  that 
the  water  route  is  better  and  more  economi- 
cal, the  railways  not  only  do  not  compete, 
but  do  not  provide  facilities  for  competing. 
In  consequence,  if  conditions  -arise  which 
interfere  with  the  movement  of  sufficient 
coal  by  water,  it  is  practically  impossible  to 
get  the  coal  to  the  Northwest.  Somewhat 
the  same  situation  existed  before  the  war 
with  respect  to  the  movement  of  coal  from 
the  West  Virginia  mines  to  New  England. 
The  coastwise  route  from  Norfolk  and  New- 
port News  always  had  been  better  and 
cheaper  than  the  rail  route,  and  practically 
all  the  coal  moved  by  rail  to  tidewater,  and 
thence  by  water  to  New  England.  In  the 
midst  of  the .  war  many  of  the  coastwise 
steamships  were  transferred  to  trans-oceanic 
service,  and  it  was  found  almost  impossible 
to  get  enough  coal  to  New  England  by  rail. 

Take,  again,  the  conditions  that  have  ex- 
isted between  Savannah,  Ga.,  and  New  York 
and  Boston.  Until  the  carriers  by  water 
were  commandeered  for  war  purposes  the 
people  of  Savannah  knew  nothing  about 
shipping  by  rail,  either  from  New  York  and 
Boston  to  Savannah,  or  vice  versa,  any  com- 
modity that  could  be  handled  by  water. 
You  might  occasionally  find  a  large  piece 
of  machinery  that  could  not  be  gotten  into 
the  hold  of  a  vessel  and  that  had  to  be  han- 
dled by  rail  on  two  freight  cars.  I  do  not 
know  of  any  cases  of  the  kind,  but  there 
doubtless  were  some.  The  same  general 
conditions  exist  between  New  York  and  all 
the  South  Atlantic  and  Gulf  ports.  The  rail- 
roads are  there  and  yet  all  the  traffic  moves 
by  water.  There  is  no  real  water  and  rail 
competition. 

On  the  other  hand,  when  the  railroads 
have  been  able  to  provide  better  and  cheaper 
service  than  parallel  waterways  there  has 
been  an  irresistible  tendency  for  the  business 
to  leave  the  water  routes  and  go  to  the  rail- 
ways. It  may  be  well,  in  this  connection,  to 
refer  briefly  to  the  early  history  of  the  de- 
velopment of  some  railroads,  and  the  con- 


ILLINOIS  CENTRAL  MAGAZINE 


15 


sequent  destruction  of  traffic  on  parallel 
water  routes.  Almost  all  the  railways  built 
in  the  early  history  of  this  country  were  con- 
structed to  serve  communities  already  served 
by  water.  They  were  built  to  serve  these 
places,  first,  because  these  places  had  be- 
come the  principal  centers  of  population  and 
industry,  and,  secondly,  because  transporta- 
tion by  rail  was  regarded,  as  more  speedy 
and  efficient  than  by  water.  The  railroads 
having  been  constructed,  and  having  almost 
no  source  except  places  located  on  the 
waterways  from  which  to  draw  business, 
and  the  total  business  available  being  insuf- 
ficient for  both  the  railways  and  the  water- 
ways, it  was  inevitable  that  either  the  rail- 
way or  the  waterway  would  survive  at  the 
expense  of  the  other.  One  of  the  first  rail- 
roads constructed  in  this  country  was  the 
road  from  Charleston  to  Hamburg,  S.  C. 
It  was  built  in  the  early  thirties  to  enable 
the  merchants  of  Charleston  to  share  with 
those  of  Savannah  the  business  carried  on 
the  Savannah  river  from  Savannah.  Char- 
leston, having  built  a  railroad  to  Hamburg, 
which  is  just  across  the  river  from  Augusta, 
and  which  was  at  the  fall  line  of  the  Savan- 
nah river — in  other  words,  the  highest  point 
of  navigation — Savannah  was  obliged,  in  or- 
der to  complete  with  Charleston,  to  build  a 
railroad.  The  citizens  of  Savannah  organ- 
ized the  Central  of  Georgia  Railroad  and 
Banking  Company  and  constructed  a  line  to 
Augusta.  Having  built  out  into  the  interior 
they  were  forced,  in  order  to  get  the  maxi- 
mum business,  to  build  to  all  the  other  river 
towns. 

That  was  the  beginning  of  railway  devel- 
opment in  the  Southeast.  These  railroads 
having  been  built,  and  having  almost  no 
source  of  revenue  but  the  business  available 
at  the  river  points,  they  had  to  take  all  the 
traffic  they  could  to  live  and  they  had  to 
make  rates  that  would  enable  them  to  take 
it.  They  could  not  pick  up  and  go  some- 
where else  if  the  business  proved  unprofit- 
able, like  a  man  who  owned  a  river  steamer. 

The  Mississippi  Delta 

Take  again  the  development  of  the  Missis- 
sippi Delta.  When  the  first  railroad  was 
projected  from  Memphis  south — the  road 
which  is  now  the  Yazoo  &  Mississippi  Valley 
— there  were  no  levees  along  the  Mississippi 
until  you  got  down  into  the  southern  delta, 
below  Baton  Rouge.  The  only  towns  were 
at  certain  high  places  along  the  river,  in- 
cluding Greenville,  Friars  Point  and  Rose- 
dale.  There  was  no  traffic  except  at  these 
points  or  at  other  points  in  the  territory 
where  the  land  was  high  enough  to  prevent 
interference  with  agriculture  by  the  river  in 
its  annual  overflow.  The  Yazoo  &  Missis- 
sippi Valley,  haying  built  to  Greenville  and 
expecting  to  wait  upon  the  future  develop- 
ment of  the  territory,  had  to  get  all  the  busi- 
ness it  could  to  live,  and  it  did,  as  a  matter 


of  fact,  take  so  much  that  it  drove  out  the 
river  carriers.  If  there  had  been  a  law  pre- 
venting the  construction  of  a  railroad  under 
conditions  enabling  it  to  take  business  from 
the  water  carriers  on  the  basis  of  service  and 
rates,  there  would  not  have  been  any  rail- 
roads built,  and  as  it  was  only  by  railroad 
that  the  interior  of  the  Mississippi  Delta 
could  have  been  reached  the  Delta  would  not 
have  been  developed  into  the  garden  spot 
that  it  is  today. 

Our  experience  with  competition  between 
the  Erie  Canal  and  the  railroads  has  been 
similar.  In  our  early  history  the  Erie  Canal 
was  a  very  large  carrier  of  freight.  When 
railways  were  built  paralleling  it  they  had  to 
get  all  the  business  they  could  to  live.  They 
therefore  rendered  service  and  made  rates 
which  speedily  took  practically  all  the  traf- 
fic from  the  canal. 

Climatic  conditions  have  been  among  the 
chief  reasons  why  the  railways  have  taken 
from  many  waterways  practically  all  their 
business.  A  railway  can  operate  throughout 
the  winter  in  our  northern  states,  while  the 
waterways  are  closed  to  navigation.  The 
Mississippi  River  north  of  Cairo,  and  for 
some  distance  south,  often  freezes  over  and 
becomes  unnavigable  for  two  months  or 
more.  The  season  when  navigation  is  closed 
on  many  other  inland  waterways  is  longer. 
In  order  that  a  railroad  may  be  in  a  position 
to  give  the  public  at  all  times  the  serivce  it 
needs,  the  railroad  ought  to  be  equipped  to 
permit  it  to  take  care  of  the  peak  load  of  its 
traffic  just  as  should  any  other  public  utility 
such  as  an  electric  light  or  a  water  plant. 

It  is,  however,  a  question  of  public  policy 
as  "to  the  extent  ta  which  railways  should 
be  expected  to  provide  surplus  capacity  to 
handle  traffic  thrown  upon  them  by  water- 
ways becoming  temporarily  unnavigable. 
The  condition  mentioned  is  certainly  one  of 
those  influences  which  have  been  potent  in 
enabling  the  railways  to  take  the  business 
from  certain  waterways.  When  these  water- 
ways are  closed  the  shippers  make  arrange- 
ments for  having  their  traffic  handled  by 
rail,  and  usually  find  it  inexpedient  to  di- 
vert their  business  from  the  railways  to 
the  waterways  when  navigation  is  closed, 
and  then  divert  it  back  again  when  the 
waterways  are  open. 

As  I  have  said,  the  transportation  problem 
should  be  approached  from  the  standpoint 
of  the  welfare  of  the  entire  public.  All  the 
people  must  bear  in  the  first  instance  the 
cost  of  waterway  development  carried  on 
by  the  national  government.  The  total  cost 
of  handling  traffic  on  canals  and  canalized 
rivers  includes  interest  on  the  money  in- 
vested in  constructing  them  and  the  cost  of 
maintaining  them,  as  well  as  the  cost  of  pro- 
viding the  boat  service.  Should  not  the 
users  of  water  service  be  required  to  con- 
tribute in  the  form  of  tolls  toward  a  return 
on  the  investment  and  toward  the  main- 


16 


ILLINOIS  CENTRAL  MAGAZINE 


tenance  of  the  facilities?  It  seems  only 
fair  to  all  of  the  people  of  the  country  that 
if  government  money  is  t'o  be  used  to  pro- 
vide facilities  for  the  movement  of  traffic 
by  water,  the  users  of  the  water  service 
should  contribute  toward  the  cost  of  con- 
structing and  maintaining  the  waterways, 
just  as  those  who  use  transportation  by  i^iil 
are  required  to  contribute  toward  the  cost 
of  the  construction  and  maintenance  of  the 
railways. 

Co-Ordination  and  Co-Operation. 

Since  there  never  is  for  any  considerable 
time  actual  competition  between  water  and 
rail  carriers — as  one  or  the  other,  when 
they  are  pitted  against  each  other,  always 
will  take  practically  all  of  the  business — 
there  is  evident  need  for  comprehensive 
study  to  determine  where  transportation  by 
water  and  where  transportation  by  rail  will 
be  preferable.  It  is  as  questionable  a  policy 
to  make  expenditures  on  waterways  where 
the  conditions  are  such  that  they  probably 
will  never  be  able  to  take  the  business  from 
the  railways,  as  to  provide  a  large  surplus 
capacity  on  the  railroads  to  be  used  only  in 
emergencies  when  the  waterways  are  closed. 
The  object  of  a  national  policy  should  be 
not  to  foster  competition  between  railways 
and  waterways,  but  such  development  of 
both  as  will  enable  them  to  co-ordinate  their 
facilities  and  work  together  to  give  every 
section  of  the  country  the  best,  most  ade- 
quate and  cheapest  transportation  service 
practicable. 

When  we  find,  after  proper  experiments 
have  been  made,  that  transportation  by 
water  in  any  part  of  the  country  is  in  fact 
more  efficient  and  economical  than  by  rail, 
the  railways  should  not  be  forbidden,  but 
encouraged,  to  use  the  waterways  as 
auxiliaries.  The  railroads  are  already  or- 
ganized and  engaged  in  the  business  of 
transportation.  They  have  agencies  and 
connections  with  other  railroads  through- 
out the  country,  as  well  as  connections  with 
steamship  lines  throughout  the  world.  They, 
therefore,  have  facilities  for  gathering  traffic 
from  every  direction  to  turn  over  to  water 
carriers.  It  may  be  said  that  if  the  railways, 
are  allowed  to  operate  boats  they  will  drive 
off  boat  lines  owned  by  independent  com- 
panies, but  the  Interstate  Commerce  Com- 
mission has  power  to  prevent  this.  It  has 
the  same  authority  to  regulate  rates  apply- 
ing partly  by  rail  and  partly  by  water  as 
to  regulate  rates  applying  entirely  by  rail. 
It  has  authority  to  require  the  railways  to 
establish  reasonable  through  rates  and  to 
make  reasonable  divisions  of  rates  with 
water  lines.  In  addition,  the  Interstate 
Commerce  Commis'sion  Act  provides  that  if 
a  railway  reduces  a  rate  to  meet  water  com- 
petition, it  shall  not  be  allowed  later  to 
advance  it  merely  because  the  water  com- 
petition has  been  destroyed.  With  all  these 


safeguards  there  does  not  seem  any  good 
reason  to  fear  that  if  the  railways  were  al- 
lowed to  own  and  operate  boat  lines  there 
would  be  any  serious  danger  that  they 
would  drive  out  independent  lines.  In  fact, 
boat  lines  owned  by  railways  did,  for  years, 
operate  side  by  side  with  boat  lines  owned 
by  independent  companies  on  the  Great 
Lakes.  When  legislation  forced  the  rail- 
ways to  cease  operating  boats  on  the  Great 
Lakes,  it  impaired  the  service  rendered  the 
shippers  without  benefiting  the  independent 
boat  lines.  As  long  as  the  Interstate  Com- 
merce Commission  has  such  great  authority 
in  respect  to  rates  and  general  transporta- 
tion practices,  it  ought  to  be  competent  to 
determine  the  conditions  under  which  the 
railroads  could  be  permitted  to  use  the 
waterways  in  such  a  manner  as  to  further 
the  most  efficient  and  economical  handling 
of  the  transportation  of  the  country. 

The  officers  of  the  railroads  and  the  water 
lines,  in  co-operation  with  the  Interstate 
Commerce  Commission,  should  be  able  to 
determine  whether  it  would  be  more  eco- 
nomical and  beneficial  to  the  country  for 
certain  traffic  to  be  handled  by  rail  or  by 
water.  The  argument  often  is  made  in  favor 
of  waterway  development  that  it  would  re- 
lieve railways  of  their  bulky,  low-grade 
traffic,  which,  it  is  contended,  is  handled  at 
a  loss.  Many  persons  even  use  the  word 
"co-operation"  as  if  it  means  that  the  rail- 
roads voluntarily  should  turn  over  part  of 
their  business  to  the  waterways,  and  espe- 
cially this  low-grade  traffic,  such  as  lumber, 
grain  and  coal.  The  fact  is  that  if  any  large 
railroad  system  were  relieved  of  all  of  its 
low-grade  tonnage  the  returns  from  its  re- 
maining business  would  not  permit  its  con- 
tinuing operation.  It  is  the  low-grade  busi- 
ness which  can  be  handled  in  large  train- 
loads  at  slow  speeds,  and  at  a  cost  much 
less  than  that  of  handling  high-grade  traffic; 
and  because  this  low-grade  traffic  can  be 
handled  at  low  cost  it  is  often  the  most 
profitable  part  of  a  railroad's  business. 
Proper  development  of  waterways  and  co- 
ordination with  the  railways  would  result, 
as  I  have  tried  to  point  out,  not  merely 
in  the  transfer  of  part  of  the  business  of  the 
railroads  to  parallel  waterways,  but  in  the 
development  of  waterways  and  railways  as 
parts  of  a  single  transportation  system,  each 
handling  the  business  in  those  places  where 
it  could  do  it  most  efficiently  and  eco- 
no.mically. 

Mistakes  Should  Not  Recur. 

A  comprehensive  study  of  the  develop- 
ment and  use  of  waterways  and  railways 
not  as  competitive,  but  as  co-ordinate  and 
complementary  parts  of  a  single  transporta- 
tion system,  would  prevent  in  future  many 
mistakes  which  have  been  made  in  the  past. 
If  the  same  company  owned  both  a  rail  and 
a  water  line  there  would  not  be  competition 


ILLINOIS  CENTRAL  MAGAZINE 


17 


between  them  which  would  be  carried  on 
until  one  or  the  other  was  driven  out.  "The 
railways  would  be  able  to  develop  the 
service  of  its  boat  line  to  whatever  extent 
experience  might  show  was  necessary  to 
help  its  railway  lines  carry  business  in  sea- 
sons of  heavy  traffic,  without  developing 
either  rail  or  water  facilities  to  such  an  ex- 
tent as  to  result  in  large  economic  waste. 
Of  course,  where  railways  own  boat  lines 
they  are  more  likely  to  use  them  as  con- 
nections and  feeders  for  bringing  to  their 
rail  lines  traffic  that  they  might  otherwise 
be  unable  to  get,  than  in  rendering  water 
service  which  would  merely  parallel  and 
duplicate  their  rail  service. 

I  am  unable  to  see  any  difference  in  prin- 
ciple between  railroads  being  permitted  to 
own  and  operate  boats  upon  inland  water- 
ways and  their  being  permitted  to  own  and 
operate  motor  trucks  upon  highways  or 
streets.  There  are  conditions  in  our  large 
centers  of  population  and  industry  owing 
to  which  it  may  be  found  more  economical 
and  efficient  for  the  railways  to  own  and 
use  trucks  to  pick  up  and  deliver  freight  to 
yards  at  outlying  points  than  to  continue 
the  practice  of  loading  merchandise  at  large 
central  warehouses  and  switching  the  cars 
to  freight  houses  for  reclassification  and  dis- 
tribution. No  one,  I  suppose,  would  ques- 
tion that  it  is  the  right  and  duty  of  the 
railroads  to  acquire  trucks  and  use  them 
over  highways  and  streets  if  this  will  enable 
them  to  render  more  economical  and  effi- 
cient service.  If  a  railway  may  properly 
use  motor  trucks  at  one  end  of  its  lines,  can 
there  be  any  valid  reason  why  it  should  not 
be  allowed  to  own  and  operate  boats  from 
the  other  end  of  its  lines  if  this  will  enable 
it  to  render  more  economical  and  efficient 
service?  Nevertheless,  as1  you  know,  while 
there  are  no  legislative  restrictions  upon  the 
ownership  and  use  of  motor  trucks  by  rail- 
ways, there  are  legislative  restrictions  upon 
their  ownership  and  use  of  water  carriers. 

The  main  thing  I  have  sought  to  em- 
phasize has  been  the  necessity  for  the  de- 
velopment of  a  comprehensive  and  con- 
structive transportation  policy  which  will 
include  highways,  railways  and  inland 
waterways,  and  which  will  result  in  such 
co-ordination  of  all  these  means  of  trans- 
portation as  will  cause  the  commerce  of  the 
entire  nation  to  be  handled  with  the  utmost 
efficiency  and  economy.  We  have  entered 
a  new  epoch  in  our  country's  history — one 
in  which  the  greatest  efficiency  in  produc- 
tion will  be  necessary  to  enable  us  to  pro- 
vide, by  our  domestic  industry  and  our  do- 
mestic and  foreign  commerce,  the  necessi- 
ties, comforts  and  luxuries  needed  for  the 
welfare  of  our  people.  Transportation  is  one 
of  the  most  important  factors  in  industry 
and  commerce.  Therefore,  upon  the  ade- 
quacy, efficiency  and  economy  of  our  trans- 
portation service  will  largely  depend  the 


future  welfare  of  our  people.  I  know  that 
many  persons,  including  many  advocates  of 
the  development  of  inland  waterways,  are 
disposed  to  regard  with  suspicion  and  ques- 
tioning the  policy  of  the  railroads  and  any 
suggestions  concerning  a  national  trans- 
portation policy  which  may  come  from  a 
railroad  source.  Undoubtedly,  there  have 
been  reasons  for  this.  I  am  not  contending 
that  the  policy  persued  by  the  railroads  in 
relation  to  waterways  or  manv  other  mat- 
ters always  has  been  right.  I  admit  there 
have  been  abuses  in  their  management,  and 
that  some  of  these  have  arisen  in  their  rela- 
tions with,  the  water  carriers.  I  also  believe, 
however,  and  think  you  will  agree  with  me, 
that  many  millions  of  dollars  have  been 
wasted  in  efforts  to  promote  navigation  on 
some  of  our  inland  waterways  which  would 
not  have  been  wasted  if  a  constructive  policy 
in  dealing  with  this  important  question  of 
transportation  had  been  pursued;  and  what 
I  am  now  advocating  is  the  adoption  of  a 
policy  of  developing  and  using  the  water- 
ways which  will  recognize  the  fundamental 
principle  that  traffic  should  be  permitted  to 
move  by  that  route,  whether  highway,  rail 
or  water,  which  is  in  fact  the  most  efficient 
and  economical. 

Build  Only  Where  Needed 

In  this  connection,  reference  should  be 
made  to  a  provision  of  the  Transportation 
Act  of  1920,  which  applies  only  to  railways, 
but  which  is  predicated  on  a  principle  which 
seems  equally  applicable  to  waterways.  The 
Transportation  Act  provides  that  no  rail- 
way shall  in  future  construct  any  new  line 
of  railroad,  or  extend  any  old  line,  without 
first  obtaining  from  the  Interstate  Com- 
merce Commission  a  certificate  that  the 
present  or  future  convenience  and  necessity 
of  the  public  require,  or  will  require,  the 
construction  and  operation  of  the  new  or  ex- 
tended line.  The  purpose  of  this  provision 
is  to  prevent  increase  of  railway  facilities 
when  and  where  the  means  of  transporta- 
tion already  provided  are  sufficient,  and 
when  and  where,  therefore,  increase  of 
them  would  impose  an  unnecessary  burden 
upon  the  public.  Doubtless  in  the  adminis- 
tration of  this  provision  the  commission 
would  refuse  authority  to  construct  a  rail- 
way line  paralleling  a  waterway,  if  the 
waterway  already  was  able  to  render  all  the 
transportation  service  public  necessity  and 
convenience  required.  From  the  standpoint 
of  the  economic  welfare  of  the  public,  un- 
necessary duplication  of  transportation  serv- 
ice by  rail  lines  is  no  more  undesirable 
than  unnecessary  duplication  of  service  by 
water  and  rail  lines.  If,  as  Congress  has 
decided,  the  Interstate  Commerce  Commis- 
sion is  the  best  authority  to  determine  where 
additional  railways  lines  are,  or  are  not, 
needed,  it  seems  to  follow  that  it  would  be 
the  best  authority  to  determine  where  ad- 


18 


ILLINOIS    CENTRAL    MAGAZINE 


ditional  water  transportation  service  was 
or  was  not  needed.  I  raise  for  your  con- 
sideration, therefore,  the  question  whether 
the  future  development  of  transportation 
service  by  water  as  well  <js  by  rail  ought 
not  to  be  placed  under  the  general  super- 
vision of  the  Interstate  Commerce  Commis- 
sion by  so  amending  the  Transportation 
Act  as  to  provide  that  before  any  waterway 
is  constructed,  improved  or  extended,  a 
certificate  must  be  obtained  from  the~~com- 
mission  to  the  effect  that  the  public  con- 
venience and  necessity  require  its  construc- 
tion, improvement  or  extension.  Only  in 
some  such  way,  it  would  appear,  can  co- 
ordination in  the  development  as  well  as  in 
the  operation  of  the  railways  and  water- 
ways be  brought  about  which  will  in  the 
greatest  measure  promote  the  public  in- 
terest. 

Speaking  for  the  railroad  system  I  repre- 
sent, we  are  ready  to  co-operate  with  the 
waterways  in  every  legitimate  and  useful 


way.  I  am  not  prepared  to  say  we  will 
turn  traffic  over  to  them  which  we  can 
handle,  and  which  we  believe  we  can  handle 
better  than  they  can,  but  to  the  extent  that 
the  patrons  of  our  railroad  desire  us  to 
work  in  co-operation  with  the  waterways  I 
am  prepared  to  say  that  we  will  participate 
in  every  reasonable  arrangement  that  may 
be  suggested  for  the  establishment  of, 
through  rates  and  through  routes  by  rail 
and  water,  and  for  the  transfer  of  freight 
between  the  rail  and  the  water  carriers. 
The  Transportation  Act,  as  I  have  already 
indicated,  permits  railway  officers  to  take 
a  somewhat  more  detached  view  of  the  gen- 
eral transportation  problem  than  they 
could  in  the  past,  and,  as  public-spirited 
citizens,  the  owners  and  officers  of  the  rail- 
ways consider  it  their  duty  to  co-operate  in 
future  with  all  who  are  striving  to  promote 
a  general  transportation  policy  which  will 
further  the  best  interests  of  all  the  people 
and  all  sections  of  the  country. 


Union   County,  Kentucky,   Farmers  Discuss   Railway 
Service  With  the  Illinois  Central  Interviewer 


The  writer  has  just  returned  from  the  fourth 
trip  made  on  behalf  of  the  Illinois  Central 
to  ascertain  what  the  farmers  are  thinking  and 
saying  about  the  railways,  especially  about  the 
Illinois  Central.  He  spent  two  days  among  the 
farmers  of  Union  County,  Kentucky,  with  the 
result  that  the  impression  that  the  farmers' 
attitude  towards  the  railways  is  changing — an 
impression  -which  had  been  formed  in  other 
trips,  into  Iowa,  Illinois  and  Mississippi — was 
materially  strengthened. 

The  farmers'  new  attitude  may  be  summed 
up  very  well  in  the  words  of  W.  B.  Threlkeld, 
the  owner  of  a  200-acre  farm  near  Uniontown, 
in  the  Ohio  River  bottoms.  Mr.  Threlkeld 
said,  in  response  to  a  question  as  to  the  at- 
titude held  by  the  farmers  oi  Union  County: 

"The  attitude  of  the  railways  towards  the 
public  is  changing — you  know  that — and  in  the 
same  way  the  attitude  of  the  public  towards 
the  railways  is  changing.  It  used  to  be  that 
when  I  went  into  a  station  the  agent  made  me 
wait  for  half  an  hour  before  waiting  on  me, 
and  was  surly,  with  a  'public-be-damned'  air 
about  him.  The  railways'  hands  were  turned 
against  everybody  else,  and  it  .  was  natural 
that  everybody  else  should  turn  against  the 
railways.  But  I  can  see  the  change  very  plain- 
ly. Employees  are  more  courteous,  and  make 
us  feel  that  the  railways  are  attempting  to 
serve  us.  And  we  farmers  feel  more  gener- 
ously inclined  towards  the  railways." 

This  was  followed  by  the  information,  vol- 
unteered by  Mr.  Threlkeld,  that  the  farmers, 
especially  those  in  this  part  of  the  country, 


were  in  favor  of  the  recent  increases  in 
freight  rates. 

"We  realize  that  the  railways  have  to  live, 
the  same  as  we  farmers  do.  Rates  have  to  be 
high  enough  to  pay  expenses,  interest,  taxes 
and  a  profit." 

Mr.  Threlkeld's  interview  was  introduced 
with  an  almost  hectic  plea  on  behalf  of  the 
farmer.  When  the  reporter  announced  that 
he  had  been  sent  by  the  Illinois  Central  to 
find  out  the  farmers'  opinions  of  service,  with 
a  view  of  giving  the  farmer  patrons  of  the 
road  a  voice  in  a  railway  affairs,  Mr.  Threl- 
keld came  back  with: 

"Well,  it's  the  first  time  the  farmers  have 
ever  been  given  a  voice  in  anything  except 
production.  The  country  has  been  laying  back 
and  yelling  at  the  farmers :  'Produce,  produce, 
produce !'  And  all  the  while,  everybody  else 
has  been  trying  to  gouge  the  farmer.  We  get 
pretty  tired  of  it." 

But  with  that  off  his  mind,  Mr.  Threlkeld 
went  on  with  his  explanation  of  the  new  re- 
lationship growing  up  between  the  farmers  and 
the  Illinois  Central,  and  wound  up  by  saying 
that  he  always  had  been  fairly  and  generously 
treated  by  the  railroad.  He  praised  the  cour- 
tesy and  efficiency  of  the  officials  and  employ- 
ees of  the  Illinois  Central  in  Union  County, 
and  as  he  had  met  them  elsewhere. 

Following  the  trip  which  the  'writer  made 
into  northwestern  Iowa,  in  the  first  of  this 
series  of  better-relations-with-the- farmers  in- 
terviews, he  set  forth  in  his  report  the  belief 
that  the  local  agent  or  trainman — particularly 


ILLINOIS  CENTRAL  MAGAZINE 


19 


the  local  representative  of  the  railway  at  a 
particular  point — is  the  most  important  link 
in  the  chain  of  better  public  relations,  that 
with  his  co-operation  success  is  assured,  and 
that  without  his  co-operation  there  is  no 
chance  for  success.  That  belief  has  been 
strengthened  from  subsequent  trips,  and  espe- 
cially the  latest  one,  in  Union  County,  Ken- 
tucky. 

The  farmers  of  Union  County  were  found 
to  be  uniformly  friendly  towards  the  Illinois 
Central,  willing  to  co-operate  in  any  measure 
for  the  improvement  of  service.  That  spirit 
is  the  result  of  two  things,  first,  the  construc- 
tive attitude  which  has  been  taken  by  the  man- 
agement of  the  Illinois  Central  in  fostering  a 
spirit  of  co-operation  and  courteous  service, 
and,  second,  the  loyal  support  which  has  been 
given  this  program  by  the  local  representatives 
of  the  Illinois  Central  in  Union  County.  And 
the  second  factor  is  by  no  means  less  im- 
portant. 

It  was  quite  typical  to  have  a  farmer  speak 
highly  of  the  Illinois  Central  and  wind  up 

with,    "You   know  ,   our   local   agent. 

There's  a  splendid  fellow.  He  means  a  lot 
to  you  people  here,  and  to  us,  too.  I  never 
have  asked  him  for  a  service  without  get- 
ting it.  I  always  get  cars  for  my  shipments, 
when  there  are  cars  to  be  had."  Or  perhaps 
the  farmer  would  wind  up  with,  "You  know 

,  the   conductor  on  the  train. 

He's  one  of  the  finest  and  most  accommodat- 
ing conductors  I  ever  saw."  The  reporter 
stopped  in  Morganfield,  Sturgis  and  Union- 
town  and  in  each  place  he  heard  frequent  com- 
ment on  the  brand  of  courtesy  and  willingness 
to  serve  exhibited  by  the  local  agents  at  each 
town  and  their  helpers,  as  well  as  a  number 
of  the  conductors  and  other  trainmen. 

Union  County  lies  along  the  Ohio  River  and 
boasts  exceptional  fertility  of  soil.  Coal  min- 
ing is  the  chief  industry,  next  to  agriculture. 
Because  it  is  largely  bottom  land  the  drainage 
questions,  as  they  involve  the  railroads,  are 
among  the  most  important  factors  in  farm-rail- 
way relations.  A  number  of  the  farmers  who 
were  talked  with  spoke  of  their  drainage  prob- 
lems and  most  of  them  advocated  the  adoption 
of  a  policy  on  the  part  of  the  Illinois  Cen- 
tral which  will  allow  the  owners  of  farms 
along  the  lines  of  railway  to  go  ahead  with 
their  various  plans  for  draining  their  farms. 
Some  declared  that  the  railway  should  permit 
farmers  to  lay  tile  across  the  right-of-way,  or 
at  least  to  permit  the  cutting  of  open  ditches. 
One  farmer  professed  to  have  a  genuine 
grievance. 

T.  B.  Young,  Jr.,  of  Morganfield,  who  owns 
267  acres  of  farm  land  near  town,  related 
his  experience.  He  told  that  he  had  made  ar- 
rangements to  drain  a  field  adjoining  the  right- 
of-way  into  a  lower  field,  work  which  neces- 
sitated ditching  along  the  right-of-way.  He 
said  that  he  had  obtained  permission  for  the 
work  and  had  begun,  when  an  under-official 
of  the  division  came  along  and  stopped  him. 


For  a  week  he  sought  permission  from  division 
officers  to  complete  the  work,  and  finally,  late 
one  afternoon,  sent  in  an  ultimatum  demand- 
ing permission  within  a  matter  of  hours.  He 
got  permission,  but  declared  that  "the  worst 
was  yet  to  come."  The  work  completed,  he 
was  charged  $5,  he  said,  for  a  blue-print  of 
the  work. 

Another  farmer  gave  as  his  grievance  an  ex- 
perience with  the  demurrage  regulations.  Two 
cars  of  tile  had  been  received  by  R.  W.  Young 
of  Morganfield,  one  of  the  largest  farm  own- 
ers in  Union  County,  during  a  rainstorm  simi- 
lar to  the  one  which  marked  the  reporter's  stay 
in  the  county,  a  downpour  during  which  all 
outside  work  was  held  up. 

"I  couldn't  unload  the  tile,"  Mr.  Young  said, 
"and  the  cars  laid  over  for  two  days.  •  The 
rain  turned  to  snow  and  sleet  and  it  was  still 
another  day  before  it  let  up  and  my  men 
could  get  in  to  unload.  We  unloaded  the 
cars  as  promptly  as  we  could,  but  the  company 
charged  me  demurrage.  A  few  days  later  we 
got  in  another  car  and  the  agent  asked  me, 
in  a  nice  way,  to  unload  that  same  day,  with- 
out taking  all  my  free  time.  I  did.  I  could 
have  held  that  car  forty-eight  hours,  but  I 
didn't.  I  don't  think  the  company  played  fair 
with  me  in  charging  me  that  demurrage.  I 
protested,  but  the  agent  said  it  was  according 
to  regulations  and  he  had  no  option." 

This  interview  was  given  in  the  presence  of 
a  number  of  other  farmers,  who  thereupon 
gave  it  as  their  opinion  that  the  railroad  agent 
should  be  allowed  a  certain  freedom  in  pass- 
ing on  cases  coming  up  within  his  jurisdiction. 

The  reporter  had  a  very  interesting  discus- 
sion of  farmers'  relations  with  the  Executive 
Committee  of  the  Union  County  Farm  Bureau, 
which  held  a  meeting  on  the  first  day  of  his 
visit.  Following  the  committee  meeting,  the 
farmers  gathered  with  the  interviewer  about 
the  table  and  earnestly  discussed  transporta- 
tion-farmer relations.  They  declared,  without 
exception,  that  they  had  great  faith  in  the  Illi- 
nois Central,  always  had  had  pleasant  deal- 
ings, found  that  their  interests  were  well  taken 
care  of,  and  praised  the  service  of  local  repre- 
sentatives. In  the  party,  in  addition  to  the 
reporter,  were :  A.  R.  Long,  DeKoven,  Presi- 
dent of  the  Farm  Bureau;  E.  H.  Long,  Stur- 
gis ;  Phil  Richards,  Morganfield ;  J.  H.  Bing- 
ham,  Henshaw ;  James  Riddle,  Sturgis ;  B.  J. 
Mattingly,  Waverly,  and  Louis  Hancock, 
Dixon. 

The  president  of  the  Farm  Bureau  discussed 
the  drainage  problems,  as  generally  outlined 
above,  and  in  addition  suggested  that  right-of- 
way  fences  be  of  39-inch  material,  instead  of 
26-inch,  which,  he  said,  would  not  turn  hogs. 
He  owns  1,338  acres,  and  the  Illinois  Central 
divides  his  farm  for  more  than  a  mile. 

Mr.  Long  of  Sturgis,  a  cousin  of  the  presi- 
dent of  the  Farm  -Bureau,  has  230  acres  of 
farmland  in  Union  County.  He  offered  as  his 
contribution  to  the  round-table  discussion  the 
following : 


ILLINOIS  CENTRAL  MAGAZINE 


"I  think  the  railroads  are  more  imposed 
on  than  any  corporation  in  the  country.  A 
neighbor  of  mine  recently  asked  me  to  be  a 
witness  for  him  in  a  drainage  suit  against  the 
railroad.  I  told  him  he  had  the  wrong  man, 
that  1  thought  the  railroad  ought  to  sue  him 
for  damages,  that  he  had  been  more  benefitted 
than  damaged.  Some  people  seem  to  regard 
the  railroads  as  something  to  be  gouged.  I 
don't." 

Mr.  Richards,  an  enterprising  young  farm- 
er of  near  Morganfield,  tiller  of  some  300 
acres  or  more,  declared  that  his  relations  with 
the  Illinois  Central  always  had  been  extremely 
pleasant.  He  spoke  especially  of  an  occasion 
on  which  he  had  requested  a  change  in  two 
railroad  trestles  on  his  farm  which  had  ob- 
structed surface  drainage  and  caused  bad  over- 
flows, declaring  that  the  matter  was  remedied 
promptly  and  efficiently. 

In  the  way  of  a  suggestion,  Mr.  Richards 
offered  the  opinion  that  more  conveniences 
should  be  arranged  by  the  railroad  at  flag  sta- 
tions, but  admitted  that  there  are  other  mat- 
ters requiring  attention  by  the  railroad  of  more 
immediate  importance.  He  asked  that  his 
suggestion  be  filed  away  for  future  reference, 
anyway. 

Mr.  Bingham  took  as  his  topic  the  rate 
increases  of  last  fall,  declaring  that  the  farm- 
ers generally  believed  that,  under  the  circum- 
stances, the  rate  increases  were  just.  He  said, 
however,  that  the  farmers  were  hoping  for  a 
readjustment  which  will  permit  the  lowering 
of  rates.  Mr.  Bingham's  farm  is  near  Hen- 
shaw. 

Mr.  Mattingly,  who  has  120  acres  in  eastern 
Union  County,  near  Waverly,  declared  that  he 
warmly  approved  of  the  Illinois  Central's  plan 
of  going  out  to  the  farmers  and  getting  their 
viewpoints  on  railroad  service.  He  added 
that  he  always  had  received  the  best  of  treat- 
ment from  the  Illinois  Central  and  gave  this 
as  his  recipe : 

"I  treat  the  railroad  right,  and  I  find  that 
the  railroad  always  treats  me  right." 

Mr.  Riddle,  owner  of  a  170-acre  farm  near 
Sturgis,  made  his  offering  in  the  form  of  a 
declaration  that  he  always  had  enjoyed  the  best 
of  relations  with  the  Illinois  Central. 

Mr.  Hancock,  a  tobacco  raiser  near  Dixon, 
in  Webster  County,  who  was  in  the  party,  of- 
fered kind  words  for  the  Illinois  Central, 
speaking  especially  of  the  courtesy  of  a  con- 
ductor whose  good  work  had  come  to  his  at- 
tention. 

The  reporter's  contribution  to  the  discussion 
was  in  the  form  of  a  report  on  the  plan  which 
is  being  worked  out  in  Champaign  County, 
Illinois,  for  better  relations  between  the  rail- 
road and  the  farmers,  where  the  Executive 
Committee  of  the  Champaign  County  Farm 
Bureau  has  arranged  to  have  railroad  officials 
come  in  and  discuss  transportation  problems 
with  them  at  their  meetings.  The  Union  Coun- 


ty farmers  said  they  would  consider  a  similar 
plan. 

H.  D.  Allen  of  Morganfield,  who  has  1,000 
acres  in  Union  County,  spoke  of  rates  on  corn 
between  Morganfield  and  Providence.  He  de- 
clared his  belief  that  in  Morganfield-Provi- 
dence  shipments,  Morganfield  should  be  con- 
sidered as  a  competitive  point  and  a  rate  on 
corn  made  which  corresponds  to  the  rate 
charged  by  another  railroad,  which  makes  a 
more  direct  haul. 

W.  T.  Harris  of  Morganfield,  a  member  of 
the  Executive  Committee  of  the  Kentucky 
State  Farm  Bureau,  discussed  drainage  ques- 
tions. 

B.  L.  Conway,  of  Morganfield,  owns  a  365- 
acre  farm  seven  miles  east  of  that  place  and 
in  addition  is  a  member  of  the  firm  of  Con- 
way  &  Mason,  stock  shippers.  He  discussed 
farm  problems  and  the  irritation  which  the 
farmers  feel  in  seeing  prices  on  their  products 
decline  without  a  corresponding  drop  in  the 
prices  of  labor,  clothing,  food  and  other  ma- 
terial. 

Mr.  Conway  spoke  highly  of  the  courtesy 
and  service  given  him.  Although  his  firm  ships 
three  or  four  cars  of  livestock  a  week,  he  de- 
clared there  never  had  been  a  time  when  he 
could  not  get  cars,  not  always  immediately, 
but  in  all  cases  without  considerable  delay. 

H.  L.  Culley,  of  Sturgis,  who  has  a  165- 
acre  farm,  is  another  stock  shipper  who  was 
among  those  interviewed.  He  declared  he 
could  not  understand  why  Morganfield  ship- 
pers should  enjoy  a  much  lower  rate  on  stock 
than  Sturgis  shippers,  merely  because  Mor- 
ganfield is  a  competitive  point.  He  also  dis- 
cussed long  hauls  and  short  hauls,  declaring 
his  belief  that  the  differences  in  rates  were 
not  great  enough. 

Mr.  Culley  reported  the  case  of  sending  a 
mixed  shipment  of  cattle  and  sheep  to  Evans- 
ville  on  which  he  was  charged  the  rate  for 
sheep — a  higher  rate  than  cattle — but  charged 
the  cattle  minimum  load — a  higher  minimum 
than  on  sheep. 

J.  J.  Martin  of  Sturgis,  owner  of  250  acres, 
was  another  sympathizer  with  the  railroads. 

"Just  as  soon  as  a  railroad  reaches  in  to  a 
certain  point,"  Mr.  Martin  said,  "the  patrons 
at  that  point  immediately  begin  trying  to  regu- 
late and  interfere,  without  considering  what 
the  railroad  means  to  them."  Mr.  Martin  add- 
ed that  his  relations  with  the  Illinois  Central 
were  pleasant,  an  expression  that  was  echoed 
by  George  Davis  of  Sturgis,  who  owns  a  farm 
of  320  acres. 

S.  T.  Elder  of  Uniontown,  who  owns  a  600- 
acre  farm,  ships  a  large  amount  of  seed  corn. 
He  explained  that  one  time  a  shipment  had  laid 
over  two  days  during  the  late  corn-planting 
season  because  of  the  neglect  of  an  agent,  but 
said  that  with  that  exception  his  treatment  al- 
ways had  been  of  the  best,  and  that  he  enjoyed 
the  most  friendly  relations  with  the  railroad. 

B.    C.   Davidson   of   Uniontown,   who   owns 


ILLINOIS  CENTRAL  MAGAZINE 


21 


three  farms  in  that  vicinity,  spoke  highly  of 
Illinois  Central  employees  and  officials  with 
whom  he  is  acquainted. 

S.  A.  Clements  of  Uniontown,  member,  of 
the  Farm  Bureau,  declared  that  he  had  wit- 
nessed with  pleasure  the  development  of  a 
spirit  of  co-operation  between  the  railroads 
and  the  farmers,  and  spoke  highly  of  the 
public  relations  work  done  by  the  Illinois  Cen- 
tral. 

G.  P.  Offutt  of  Morganfield,  whose  farm  of 
580  acres  is  near  the  non-agency  station  of 
Harding,  suggested  that  a  cattleguard  at  Hard- 
ing station  be  moved,  to  allow  for  the  spotting 
of  two  grain  cars,  to  be  loaded  at  once.  He 
said  the  arrangement  had  been  requested  nu- 


merous times  and  that  officials  interviewed  had 
agreed  that  the  arrangement  should  be  made, 
but  that  there  had  been  delays  in  getting  it 
under  way. 

C.  T.  Newman  of  Morganfield  also  was  in- 
terviewed and  declared  his  friendship  for  the 
Illinois  Central. 

In  one  place  above  the  name  of  H.  L.  Culley 
of  Sturgis  is  given.  Mr.  Culley  offered  sev- 
eral remarks  under  the  head  of  "criticisms" 
and  wound  up: 

"Whatever  else  you  say  on  my  behalf,  you 
put  it  down  for  me  that  we  farmers  are 
darned  glad  to  see  the  railroads  back  under 
private  control.  They  can't  fool  us ;  we  know 
the  difference." 


_J         What  the 


THEY  LOOK  TO  US 

The  work  which  the  Illinois  Central  is  do- 
ing in  promoting  better  public  relations  was 
made  the  subject  of  an  address  by  C.  F.  Car- 
penter of  Chicago,  an  associate  editor  of 
Lumber,  a  publication  of  the  lumber  trade, 
before  the  LaSalle  County  Lumberman's 
Club  at  LaSalle,  111.,  recently. 

Mr.  Carpenter  was  called  upon  for  an  ad- 
dress outlining  steps  which  he  believed 
should  be  taken  by  lumbermen  in  bringing 
the  public  into  touch  with  their  industry. 
There  were  about  fifty  lumbermen  in  at- 
tendance. Mr.  Carpenter  outlined  the  work 
which  is  being  done  by  a  number  of  the  in- 
dustrial organizations  centering  in  Chicago, 
and  used  copies  of  the  material  prepared  by 
the  Illinois  Central  in  demonstrating  the 
work  of  this  railroad.' 

The  lumbermen  were  greatly  interested, 
according  to  Mr.  Carpenter's  report. 


A  GRACEFUL  COMPLIMENT 

The  railroads  of  the  United  States  have 
been  engaged  in  the  extremely  difficult  proc- 
ess of  readjustment  and  rehabilitation  since 
the  federal  government  turned*  the  railroads 


over  to  the  private  owners  in  a  badly  de- 
moralized condition  the  first  of  last  March. 
The  difficult  task  of  reorganizing  the  rail- 
roads, adding  much  needed  equipment  and 
giving  the  people  the  service  they  did  not 
have  under  government  control  has  been  go- 
ing steadily  forward.  This  work  is  being 
performed  in  a  conscientious  and  highly 
commendable  manner.  In  this  community 
we  are  particularly  interested  in  the  Illinois 
Central  Railway,  one  of  the  best  railroad 
lines  in  equipment  and  service  in  this  state. 
The  Illinois  Central  has  a  good  many  splen- 
did towns  and  cities  on  its  lines  in  Iowa. 
It  can  also  truthfully  be  said  that  these 
towns  are  served  by  one  of  the  best  railway 
lines  in  the  United  States.  The  editor  of 
The  Mirror  wishes  to  express  his  personal 
appreciation  of  the  able  and  conscientious 
work  being  done  by  President  C.  H.  Mark- 
ham,  of  the  Illinois  Central,  in  reorganizing 
the  road,  adding  to  its  equipment  and  giving 
the  patrons  of  the  road  better  service  than 
they  have  had  before.  President  Markham 
has  done  more  to  promote  mutual  under- 
standing, co-operation  and  good  will  be- 
tween railroad  officials  and  the  people  whom 
they  serve  than  any  other  railroad  executive 


22 


ILLINOIS  CENTRAL  MAGAZINE 


with    whose    work    we    are    familiar. — Newell 
(Iowa)   Mirror,  December  15,  1920. 


The  I.  C.  R.  R. 

The  Illinois  Central  Railroad  Company 
is"  doing  its  share,  perhaps  more  than  its 
•share,  toward  rehabilitation  and  putting  it- 
self in  condition  to  serve  the  public,  and  it- 
self to  the  best  advantage  of  all  concerned. 
During  the  past  few  years  the  people  have 
come  to  realize  as  never  before  what  it 
means  to  have  inadequate  transportation 
facilities  and  now  fully  recognize  that  if 
business  and  commerce  are  to  move  along 
normally  the  railroads  and  all  carriers  must 
have  fair  treatment.  This  does  not  mean 
that  they  should  have  special  privileges,  or 
that  they  should  have  a  free  hand  in  fixing 
charges,  but  it  does  mean  that  the  public  is 
willing  to  permit  fair  returns  upon  the 
capital  invested  and  the  ability  used  in  good 
management.  Right  at  this  time  it  may  ap- 
pear that  the  recent  advances  in  freight  and 
passenger  rates  were  unjustified,  but  nothing 
has  happened  to  reduce  the  cost  of  opera- 
tion._  Wages  are  just  as  high  as  ever,  inter- 
est is  higher  and  material  has  not  been  re- 
duced in  price.  Public  service  corporations 
are  in  a  class  by  themselves.  The  govern- 
ment undertakes  to  regulate  and  fixes  a 
charge  beyond  which  they  may  not  go. 
Farmers  and  business  men  generally  are  al- 
lowed to  make  all  they  can  legitimately, 
hence  there  is  no  limit  to  what  they  can 
charge  for  the  things  they  have  to  sell,  in 
time  of  peace,  so  long  as  they  do  not  com- 
bine and  conspire  to  demand  unfair  returns. 

The  public  generally  is  glad  to  know  that 
many  of  th.e  roads  are  improving  their  facil- 
ities and  that  they  will  soon  be  in  position  to 
take  care  of  all  traffic  offered,  even  during 
periods  of  the  most  intense  activity.  None 
of  the  roads  are  doing  more  than  the  Illi- 
nois Central. — Webster  City  (Iowa)  Freeman- 
Journal  December  18,  1920. 


ON  TOP  OF  THE  JOB 

When  we  delve  into  the  question  of  Amer- 
ican railroads,  and  American  railroad  service, 
and  American  railroad  rates  (both  freight 
and  passenger),  and  then  compare  them 
with  the  railroads  of  other  countries,  the 
service  rendered  in  other  countries  and  the 
rates  charged  in  other  countries,  the  ques- 
tion that  naturally  arises  is  this:  Have  we 
the  proper  appreciation  of  our  railroads  and 
all  they  mean  to  us? 

The  fact  is  that  we  have  the  best  rail- 
roads in  the  world,  the  best  railway  service 
in  the  world  and  the  cheapest  railroad  serv- 
ice in  the  world.  These  are  blessings  for 
which,  it  seems  clear,  we  have  not  been  duly 
appreciative. 

It  has  been  only  a  few  months  since  radi- 
cals were  talking  about  the  railroads  having 
broken  down.  As  a  matter  of  fact  the  rail- 


roads have  broken  all  records  in  the  move- 
ment of  tonnage,  and  they  did  this  with  a 
plant  which  railroad  men  say  is  insufficient 
and  impaired,  but  which,  under  private  con- 
trol, is  steadily  becoming  stronger. 

The  greatest  achievement  in  the  history 
of  railroads  of  all  times,  and  of  all  coun- 
tries, was  the  manner  in  which  the  railroads 
of  this  country  handled  the  vast  tonnage 
thrown  upon  them  as  a  result  of  the  war 
and  the  war's  aftermath.  It  is  an  achieve- 
ment of  which  our  railroad  men  may  well 
feel  proud. 

Today,  for  the  first  time  in  five  years,  our 
railroads  have  not  only  caught  up,  but  are 
actually  out  soliciting  business.  There  are 
now  no  embargoes  or  restrictions  of  any 
kind  on  freight  transportation.  The  rail- 
roads are  able  to  handle  expeditiously  all 
business  offered.  In  other  words,  they  are 
on  top  of  the  job. 

The  lull  in  business,  and  railroad  effici- 
ency under  private  control,  has  brought  this 
condition  about. 

In  a  few  months  there  will  be  another 
business  boom.  It  is  known  that  the  gran- 
aries of  the  country  are  bulging  with  grain ; 
that  the  lumber  yards  are  depleted  and  we 
are  five  years  behind  with  our  building  pro- 
gram; that  stocks  of  all  kinds  are  low  and 
must  soon  be  replenished ;  and  that  there  is 
a  road-building  program  immediately  ahead 
of  us  which  is  going  to  call,  for  a  great 
amount  of  railroad  transportation.  If  all 
these  activities  start  at  the  same  time  there 
will  be  another  car  shortage.  These  are 
matters  which  the  shippers  of  the  country 
should  be  turning  over  in  their  minds  at  the 
present  time  for  the  purpose  of  determining 
whether  some  of  them,  at  least,  would  not 
be  justified  in  shipping  now  to  avoid  the 
rush  which  is  sure  to  come  later. 

The  problem  of  the  railroads  is  to  take 
care  of  the  maximum  demand  for  transpor- 
tation. With  them  it  is  either  feast  or 
famine.  Ordinarily,  shippers  all  want  to 
ship  about  the  same  time.  Shipping  when 
plenty  of  transportation  is  available  is  not  a 
matter  with  which  shippers  concern  them- 
selves. At  least  it  has  never  been  so,  but 
in  the  light  of  experiences  of  the  recent 
past  it  would  seem  that  shippers  should,  as 
a  matter  of  self-interest,  commence  to  give 
some  consideration  to  the  question  of  mak- 
ing some  of  their  shipments  during  the 
periods  when  the  railroads  are  in  position 
to  give  best  attention  to  them. 

In  order  to  place  themselves  in  position 
to  take  care  of  the  maximum  demand  for 
transportation,  the  railroads  must  enlarge 
their  facilities.  Railroad  men  of  vision  have 
long  been  telling  us  this,  but  it  has  fallen 
upon  deaf  ears.  We  can  appreciate  it  now. 
The  railroads  cannot  solve  their  problems 
without  the  support  of  the  public.  The  pub- 
lic should  therefore  study  their  problems  to 
the  end  that  there  may  be  intelligent  co- 


ILLINOIS  CENTRAL  MAGAZINE 


23 


operation  and  progress.  The  railroads  need 
encouragement  from  the  public  instead  of 
discouragement  which  resulted  from  the 
policy  of  pre-war  times — a  policy  of  deter- 
mined opposition  based  largely  upon  igno- 
rance.— Chicago  -Journal  of  Commerce,  De- 
cember 6,  1920. 


AMERICAN   RAILWAY   FARES 

President  C.  H.  Markham,  of  the  Illinois 
Central  Railroad,  has  published  a  statement 
in  which  it  is  shown  that  railway  fares  in 
the  United  States  are  lower  than  the  fares 
for  similar  service  in  Europe.  In  some  in- 
stances the  European  fare  is  three  times 
what  it  would  cost  to  travel  a  like  distance 
in  the  United  States. 

These  figures  will  correct  a  common  im- 
pression that  increases  in  the  fares  charged 
on  American  railroads  are  unusual  or  out 
of  proportion  to  advances  elsewhere.  They 
will  dissipate,  too,  the  fallacy  that  it  is 
cheaper  to  travel  in  European  countries 
than  in  America. 

Neither  in  the  nature  of  the  accommo- 
dations nor  in  cost  of  transportation  do 
European  roads  compare  with  those  of  the 
United  States.  Their  equipment  for  the 
comfort  of  passengers  is  much  inferior  to 
that  commonly  employed  in  this  country. 
In  addition  to  charging  higher  fares,  the 
European  roads  make  a  charge  for  carry- 
ing baggage  and  require  the  passenger  to 
look  after  it.  This,  of  course,  means  that 
tips  to  employes  must  be  included  in  the 
cost  of  riding  on  European  trains. 

In  view  of  the  increased  cost  of  operating 
roads  in  this  country,  rate  advances  the 
authorities  have  authorized  must  be  re- 
garded as  conservative.  Mr.  Markham 
shows  that  aside  from,  wage  increases,  in- 
creased cost  of  fuel  and  other  expenses  in- 
cident to  operation,  the  cost  of  equipment 
in  some  instances  has  increased  225  per 
cent  since  the  pre-war  period.  A  passenger 
locomotive  which  in  1914  cost  $20,000,  now 
costs  $65,000;  the  average  passenger  coach 
has  increased  in  cost  from  $12,400  in  1914, 
to  $30,300. — Illinois  State  Journal,  Springfield, 
111.,  December  9,  1920. 


RAILROADS,  FARMERS  AND  THE 
PUBLIC 

Our  good  friend,  Kortright,  up  at  Wayne, 
believes  that  unless  some  means  is  found  to 
relieve  the  farm  situation,  Townleyism  will 
become  supreme  in  Nebraska.  We  are  in- 
clined to  think  otherwise.  Our  farmers 
must  be  aware  of  the  situation  in  North 
Dakota,  where  the  blessings  of  Townley's 
creed  have  been  applied,  and  where  twenty- 
three  country  banks  have  closed  their  doors, 
and  more  are  threatened  with  suspension. 
The  experiment  has  not  worked  out  to  pro- 
duce the  prosperity  that  was  promised. 

The     way    out    has    been    pointed    many 


times.  It  is  along  the  path  of  work,  pro- 
ductive effort,  a  daily  contribution  by  each 
of  his  best  endeavor  to  the  good  of  all.  No 
amount  of  legislative  enactment  can  change 
this.  The  law  of  diminishing  returns,  as 
well  as  that  of  supply  and  demand,  still  is 
operative.  It  was  hard  work  and  the  re- 
sultant good  crops  that  paid  off  the  mort- 
gages and  redeemed  Nebraska  from  the 
despondency  of  debt  and  hard  times.  The 
prosperity  of  the  nation  was  restored  on 
the  same  basis,  which  is  finally  the  only 
process  by  which  "good  times"  can  be  es- 
tablished and  maintained. 

Nor  is  it  true  that  the  ebullition  of  popu- 
lism in  Nebraska  has  any  real  lasting  effect. 
From  the  beginning  of  our  history  such 
movements  have  arisen,  swelled,  declined, 
emanations  of  the  healthy  unrest  that  is  es- 
sential to  human  progress.  To  ascribe  to 
any  one  of  them,  virtue  other  than  dwells 
in  the  expression  of  discontent  with  things 
as  they  are,  a  protest  against  the  doctrine 
of  laisses  faire,  "let  well  enough  alone,"  is 
to  give  it  undue  credit.  Each  has  been  of 
service,  just  as  the  experience  of  Russia 
with  the  Soviets  is  useful  in  proving  what 
can  not  be  done,  but  the  good  that  has 
come  is  because  of  the  reaction  of  the  one 
force  against  another. 

It  is  not  quite  fair  to  compare  the  rail- 
roads with  the  farmers  in  their  present  pre- 
dicament. As  far  back  as  1872  the  granger 
and  "anti-monopoly"  elements  found  vent 
for  their  activities  chiefly  in  legislation  to 
regulate  and  restrict  the  railroads. "  This 
course  was  extended  and  the  bondage  in- 
creased, until  in  1916  the  roads  found  them- 
selves tied  by  all  the  rules  that  could  be 
Jaid  d'own  by  the  Interstate;  Commerce 
Commission  and  forty-odd  state  commis- 
sions, sometimes  acting  in  unison,  more 
often  independently,  until  the  whole  trans- 
portation industry  was  enveloped  in  a  maze 
of  orders,  schedules,  statutes  and  regula- 
tions, overlapping,  contradictory,  frequently 
burdensome  and  unjust,  and  ruinous  in  their 
effect. 

Capital  no  longer  sought  investment  in 
the  railroads,  because  of  the  uncertainty 
that  surrounded  the  operation  of  the  indus- 
try. Then  came  the  crisis.  The  Adamson 
law  was  passed,  enormously  increasing  the 
expense  without  adding  a  penny  to  the  rev- 
enue of  the  lines;  this  brought  inevitable 
loss,  and  the  so-called  "breakdown"  of  the 
transportation  industry.  Then  followed 
seizure  by  the  government,  with  further  in- 
crease in  expense  and  no  adequate  increase 
in  revenue,  an  experiment  which  cost  the 
public  at  the  rate  of  $100,000,000  per  month, 
taken  directly  from  the  treasury. 

On  March  1,  of  this  year,  the  roads  were 
turned  back  to  their  owners  after  twenty- 
six  months  of  the  most  expensive  experi- 
mentation the  government  ever  engaged 
in.  The  chaotic  condition  of  the  systems, 


24 


ILLINOIS  CENTRAL  MAGAZINE 


the  deterioration  of  the  properties,  the  in- 
ability of  the  owners  to  secure  operating 
capital  imperatively  needed  for  rehabilita- 
tion of  the  lines,  justified  the  establishment 
of  a  revolving  fund  of  $300,000,000,  to  be 
loaned  to  the  lines,  but  all  of  which  must  be 
returned  to  the  treasury  within  ten  years. 

Without  this  assistance  the  condition  of 
the  country  would  have  been  sad  indeed. 
As  it  was  industry  of  all  kinds  suffered,  and 
no  element  complained  of  inability  to  get 
service  more  persistently  than  did  the  farm- 
ers. The  increase  in  freight  and  passenger 
rates  was  but  a  recognition  of  the  need  of 
increased  revenue  to  enable  the  companies 
to  meet  conditions  created  by  .the  govern- 
ment. 

Other  big  manufacturers  have  not  been 
given  government  assistance;  on  the  con- 
trary, they  have  been  pursued  by  the  gov- 
ernment with  profiteering  inquiries,  with 
suits  for  dissolution  of  illegal  combinations, 
and  in  other  ways.  .  Restriction  of  credit 
has  not  fallen  alone  on  the  farmer,  but  has 
been  felt  by  all.  Deflation  is  a  painful 
process,  and  everybody  feels  it,  just  as 
everybody  felt  the  upward  flight.  Indus- 
trial institutions  are  shutting  down  or  limit- 
ing their  output,  retail  stores  are  cutting 
prices  to  move  stocks,  workmen  are  accept- 
ing reductions  in  pay,  and  all  along  the  line 
may  be  noted  earnest  attempts  to  restore 
something  like  a  stable  relation  between 
values  and  money.  This  is  not  helped  in 
any  way  by  talk  of  revolution  if  any  particu- 
lar class  does  not  get  all  it  wants  or  all  it 
thinks  it  ought  to  have. — Omaha  (Neb).  Bee, 
December  10,  1920. 


THE  COST  OF  TRAVEL 

As  a  rule  Americans  pay  more  for  the 
things  that  they  buy  than  do  Europeans. 
The  income  of  the  average  individual  over 
here  is  considerably  higher  than  it  is  across 
the  Atlantic  and  our  standard  of  values  is 
relatively  greater.  There  is  one  notable  ex- 
ception, however,  and  curiously  enough  it 
is  a  thing  Americans  have  been  prone  to 
regard  as  high-priced.  Passenger  trans- 
portation charges  in  this  country  are  sub- 
stantially lower  than  they  are  abroad,  despite 
the  recent  increase  in  our  passenger  rates, 
and  comparisons  between  passenger  fares 
charged  in  the  United  States  and  rates  paid 
by  Europeans  traveling  similar  distances 
reveal  some  interesting  facts.  For  instance, 
from  St.  Louis  to  Chicago,  on  the  Illinois 
Central,  a  distance  of  approximately  295 
miles,  the  fare  is  $11.24.  The  distance  from 
London  to  Carlisle,  Eng.,  is  practically  the 
same,  but  the  fare  on  the  English  system  is 
$19.59.  Going  to  the  continent,  one  will 
pay  $25.68  for  a  ticket  from  Paris  to  Geneva, 
Switzerland,  a  distance  of  375  miles,  while 
the  rate  for  a  similar  distance  in  America, 
from  Chicago  to  Fort  Dodge,  la.,  is  but 


$14.89.  The  fare  from  Paris  to  Venice, 
Italy,  is  $61.39,  more  than  double;  the  rate 
from  Chicago  to  Birmingham,  Ala.,  a  simi- 
lar distance.  Nor  is  foreign  travel  by  an 
all-one-country  route  cheaper  than  it  is 
between  the  cities  of  different  countries. 
For  example,  the  distance  between  Paris 
and  Biarritz,  France,  is  507  miles  and  the 
railroad  fare  is  $32.60,  while  in  the  United 
States  it  costs  but  $20.15  to  go  from  Sioux 
City  to  Chicago,  an  even  longer  distance. 
Railway  fares  are  still  greater  in  central 
Europe,  as  the  cost  of  travel  between  Paris 
and  Prague,  Czecho-Slovakia,  illustrates. 
That  trip  costs  $93.13  for  the  distance  of 
786  miles  while  a  journey  of  almost  exactly 
the  same  mileage,  from  Louisville,  Ky.,  to 
New  Orleans,  costs  but  $30.11.  And  these 
discrepancies  in  cost  of  railway  tickets  are 
mild  compared  with  the  vastly  higher  cost 
of  sleeping  car  accommodations  abroad. 
Taking  the  Chicago-Fort  Dodge  illustration 
again,  while  the  Pullman  rate  is  but  $4.05,  a 
berth  in  a  sleeper  from  Paris  to  Geneva  is 
$14.63 !  And  while  we  pay  $8.91  for  sleeper 
accommodations  from  Louisville  to  New 
Orleans,  the  traveler  from  Paris  to  Prague 
pays  $24.96  for  his  berth.  And  it  should  be 
kept  in  mind  that  the  service  that  goes  with 
American  travel  is  altogether  different  from 
the  foreigner's  idea  of  accommodations, 
where  a  palm  is  always  displayed  for  a 
loose  coin  in  payment  for  any  mere  cour- 
tesy. Also,  the  American  custom  of  han- 
dling, free  of  charge,  as, much  baggage  as 
the  ordinary  passenger  carries  is  unknown 
abroad,  and  baggage  rates  are  much  higher 
in  Europe  than  in  this  country,  a  condition 
not  to  be  ignored  in  comparing  passenger 
fares  in  the  various  countries. 

Americans  who  believe  that  travel  is  a 
luxury  in  this  country  have  but  to  glance 
over  comparative  data  to  appreciate  that  it 
really  is  cheap  in  contrast  with  what  other 
countries  have  to  offer.  And  as  for  service, 
travelers  on  American  trains  are  the  only 
ones  who  really  know  what  it  is.— Sioux 
Fall  (S.  D.)  Press,  December  2,  1920. 


CAR  LOADINGS   AGAIN   INCREASE 

Reports  from  Class  One  railroads 
throughout  the  United  States  received  by 
the  Car  Service  Division  of  the  American 
Railway  Association  show  that  872,162  cars 
were  loaded  with  revenue  freight  during 
the  week  which  ended  on  December  4,  an 
increase  of  74,489  over  the  previous  week. 
This  was  82,876  more  than  were  loaded  dur- 
ing the  corresponding  week  in  1919,  and 
34.356  more  than  during  the  same  week  in 
1918. 

Gains  compared  with  last  week  were 
shown  in  the  number  of  cars  loaded  with 
grain  and  grain  products,  livestock,  coke, 
forest  products,  coal,  merchandise  and  mis- 
cellaneous freight,  while  decreases  occurred 
only  in  the  loading  of  ore. 


ILLINOIS  CENTRAL  MAGAZINE 


35 


COAL   MOVEMENT  BREAKS 
RECORDS 

Preliminary  estimates  based  on  reports 
received  from  Class  One  railroads  and  com- 
piled by  the  Car  Service  Division  of  the 
American  Raiway  Association  show  that 
another  new  record  for  the  year  was  made 
in  the  production  and  transportation  of  bi- 
tuminous coal  during  the  week  which  ended 
on  December  11.  Production  was  estimated 
at  12,850,000  tons,  which  is  93,000  tons  more 
than  were  produced  during  the  preceding 
week  when  a  record  "was  established. 

It  is  estimated  that,  during  the  week,  233,- 
568  cars  were  loaded  with  bituminous  coal, 
which  would  be  an  increase  of  3,340  over 
the  preceding  week  when  the  railroads  car- 
ried more  coal  than  in  any  other  week  this 
year.  It  was  also  approximately  10,000  cars 
above  the  number  loaded  during  the  week 
of  October  30  which,  up  to  last  week, 
marked  the  peak  for  1920. 

In  October,  the  railroads  for  four  con- 
secutive weeks  furnished  transportation  for 
the  movement  of  a  bituminous  coal  produc- 
tion that  exceeded  twelve  million  tons  a 
week.  A  series  of  holidays  in  November 
resulted  in  a  decrease  in  the  output.  Dur- 
ing the  first  two  weeks  this  month,  how- 
ever, the  mines  have  been  operated  full  time 
with  the  result  that  production  has  not  only 


gone    above    twelve    million    tons    but    has 
established  new  high  marks  for  the  year. 

RECOMMENDS  PAYMENT  OF  MONEY 
DUE  ROADS 

Legislation  which  will  clarify  the  existing 
law  and  permit  payment  without  delay  of 
the  money  due  the  railroads  under  the 
guaranty  provisions  of  the  Transportation 
Act  but  withheld  under  a  ruling  rendered  on 
October  7  by  the  Comptroller  of  the  Treas- 
ury, was  recommended  by  the  Interstate 
Commerce  Commission  in  its  annual  report 
just  made  public. 

"The  immediate  payment"  the  report  said, 
"to  some  of  these  carriers  of  tne  amounts 
or  parts  of  the  amounts  which  we  can  now 
determine  to  be  certainly  due  them  under 
the  guaranty  provisions  of  the  transporta- 
tion act,  1920,  is  vital  to  their  meeting  oper- 
ating expenses,  fixed  charges,  and  other  ob- 
ligations which  they  must  meet  in  order 
properly  to  serve  the  public  as  common 
carriers,  and  it  is  desirable  that  in  case  of 
deferred  overcharge  and  loss  and  damage 
claims  and  other  items  which  affect  operat- 
ing income  and  the  final  effect  of  which  can 
not  be  definitely  determined  at  this  time, 
we  be  authorized  to  make  a  reasonable  es- 
timate of  the  net  effect  of  sucn  items  and, 
when  agreed  to  by  the  carriers,  to  use  it  in 
certifying  the  amount  as  final  settlement  of 
the  guaranty." 


Du  Quoin,  111. 

'What   City  is  Like  Unto  This  City?' 
By  Delia  V.  Beem 


An  authority  once  said:  "No  man  ought 
to  die  without  visiting  America  to  see 
Niagara  and  Chicago" — and  we  might 
proudly  add  "Du  Quoin,  HI.,  on  the  Illinois 
Central  Railroad." 

Du  Quoin — spelled  with  a  big  capital  "Q" 
if  you  please,  is  the  most  wealthy  and 
populous  city  of  Peru  County.  It  received 
its  name  from  the  village  of  Old  Du  Quoin 
— the  latter  having  been  named  for  an 
Indian  chieftain  who  spelled  his  name  "Du 
C-o-i-g-n" — and  who,  if  tradition  be  true, 
boasted  that,  contrary  to  his  race,  he  had 
never  spilled  the  blood  of  a  Pale  Face. 
He  becam^  converted  and  at  his  death  was 
buried  by  the  Catholic  Mission  of  Kas- 
kaskia. 

Rugged  Pioneers 

Jarrold  Jackson,  who  collected  toll  was 
the  first  white  man  to  settle  in  Du  Quoin 
Precinct. 

Hiram  Root  and  Ephraim  Skinner,  of 
New  York,  located  here  in  1816.  Mrs.  Root 
scared  a  bear  from  her  pig  pen  with  a  fire 
brand. 


Other  pioneers  arrived  and  built  on  the 
site  of  Old  Town.  They  lived  in  small 
.cabins. 

Wild  game  and  honey  were  plentiful. 

The  county  court  records  show  that 
Daniel  Dry  was  granted  a  license  to  open 
a  general  store,  and  also  David  Mead  and 
Chester  Keyes.  THomas  Farrow  was  the 
first  shoemaker.  A  seminary  flourished  in 
this  one  "lovliest  village  of  the  plain." 

The  Old  Order  Changeth  Giving  Place  to 
the  New 

After  the  Illinois  Central  Railroad  had 
been  built  and  our  present  Du  Quoin  laid 
out,  the  business  was  moved  to  the  new 
town.  The  stores  were  drawn  by  ox  teams. 
The  ell  part  of  Dr.  Carr's  residence  was 
once  the  store  of  the  late  G.  M.  Hinekley. 

The  city  of  Du  Quoin  had  its  origin  with 
the  construction  of  the  Illinois  Central  Rail- 
road through  the  county.  It  was  laid  out 
by  the  company  through  their  agents,  I.  S. 
Metcalf  and  Chester  A.  Keyes.  Part  of  the 
site  was  owned  by  the  company  and  the 


36 


ILLINOIS  CENTRAL  MAGAZINE 


27 


remainder  by  Keyes.  The  work  of  grad- 
ing was  completed  in  1854. 

The  first  buildings  were  erected  by  the 
railroad  company,  a  freight  and  passenger 
depot  and  a  boarding  house  for  the  laborers 
in  the  employ  of  the  said  company.  At 
the  time  of  the  laying  out  of  the  town  there 
were  two  log  cabins  within  its  limits. 

The  population  increased,  so  that  in  1857 
an  election  was  called  to  vote  on  question 
of  incorporation.  It  was  carried  unani- 
mously. The  first  trustees  were:  Benjamin 
Sprague,  A.  Y.  McClure,  G.  S.  Smith,  Damon 
Thing,  G.  C.  Ward.  Sprague  was  elected 
chief  magistrate.  (It  has  long  been  in- 
corporated under  the  general  laws  as  a 
city.)  . 

Schools  were  established  at  once. 

The   city   has   been   prosperous  from   the 


very  beginning.  It  has  progressed  slowly, 
but  steadily,  on  a  solid  financial  basis. 

Mining  coal  is  the  chief  industry.  The 
plants  are  situated  along  the  tracks  in  the 
suburbs  of  the  city. 

Prior  to  the  building  of  railroads,  the 
town  was  thinly  populated.  Farming  was 
the  only  occupation  except  a  few  mechanical 
trades  and  merchandising  at  the  old  town 
of  Du  Quoin. 

The  building  of  the  railroad  at  that  early 
day  was  the  beginning  of  a  new  era  in 
Illinois.  All  along  the  line  sprang  into 
existence  thriving  towns  and  villages.  Du 
Quoin,  "the  Queen  City  of  Southern 
Illinois,"  was  one  of  the  number.  It  has 
for  its  citizens  men  of  industry^  integrity 
and  enterprise  and  after  all  what  is  a  city 
but  its  people? 


By  R.  A.  Wheattey 


This  was  a  small  village  when  I  first  saw 
it  in  the  fall  of  1857.  A  few  score  houses 
scattered  over  the  prairie.  The  railroad  had 
been  in  operation  some  three  or  four  years. 
The  tank  that  watered  the  engines  was  kept 
filled  by  one  man  working  a  pump  and  the 
fuel  that  fed  the  engine  fires  was  sawed 
into  proper  lengths  by  a  tread  mill  operated 
by  a  sturdy  horse. 

The  town  was  platted  by  Messrs.  Keyes 
and  Metcalf.  The  latter  was  the  civil  en- 
gineer. It  is  to  his  credit  that  we  have 
such  wide  streets  and  broad  walks,  and  the 
lots  in  the  original  survey  were  of  generous 
size. 

Mr.  Metcalf  soon  disposed  of  "his  interests 
to  Mr.  Keyes,  who  continued  the  previous 
liberal  policies,  donating  lots  to  such  or- 
ganizations as  were  willing  to  erect  churches 
and  also  the  beautiful  park  to  the  city,  which 
bears  his  name. 

Some  years  ago  a  superintendent  of  the 
Illinois  Central  stopped  and  looking  up 
Washington  Street,  said  to  me:  "I  have 
been  in  many  towns  and  cities,  but  I  don't 
think  I  ever  saw  a  finer  street  than  this." 

Our  city  has  been  fortunate  in  its  name. 
It  does  honor  to  a  friendly  Indian  chief  of 
the  Tuscavovas  tribe,  but  it  is  an  asset  in 
a  business  way  for  a  town  to  have  a  name 
of  its  own.  Shipments  to  Du  Quoin  reach 
their  destination  and  are  not  missent  to 
some  other  place  of  a  similar  name  in  some 
other  state. 

Our  city  has  never  had  a  boom.  Iis 
growth  has  been  a  steady  one.  We  have 
all  the  conveniences  of  a  large  city  with 
none  of  its  drawbacks;  water  works,  sew- 
age, electric  lights,  gas,  telephones,  paved 


streets,  the  splendid  system  of  transporta- 
tion of  the  Illinois  Central,  north  and  south, 
east  and  west;  a  fine  high  school  and  good 
grade  school,  good  churches,  and"  places  of 
amusement  all  combine  to  meet  the  needs 
and  desires  of  our  citizens. 

Our  business  record  is  probably  better 
than  any  other  city  of  our  size  in  the  state. 
During  all  these  years  I  only  recall  pne 
small  business  failure.  The  indebtedness  of 
this,  afterward  paid  in  full;  one  bank  failure, 
largely  liquidated;  not  many  serious  fires, 
and  very  few  crimes.  A  laboring  man  of 
wide  experience  said  to  me  that  he  was 
never  in  a  place  where  the  spirit  of  com- 
radeship was  more  in  evidence.  You  could 
scarcely  pass  one  on  your  way  to  work 
without  a  cherry  greeting. 

The  fraternal  orders  are  largely  repre- 
sented. Several  of  these  own  their  own 
halls.  The  post  office  building  is  complete 
and  with  its  system  of  rural  routes  free  de- 
liveries, etc.,  fully  meets  the  requirements  of 
our  citizens.  I  would  here  mention  the  fine 
Elk  building  just  completed  at  a  cost  of 
about  $100,000.  We  have  a  fund  of  about 
$240,000,  the  generous  gift  of  a  former 
citizen,  Mrs.  Browning,  for  the  J.  M.  Brown- 
ing Hospital,  soon  to  be  erected. 

A  glance  at  the  sworn  statements  of  our 
three  banks  tell  as  no  words  can  their  solid 
place  in  the  world  of  finance,  while  they 
are  ever  ready  to  extend  a  helping  hand  to 
worthy  industries,  etc.,  they  are  conserva- 
tive in  the  management  of  the  funds  en- 
trusted to  their  care. 

The  Blakeslee  Manufacturing  Co.  is  one. 
of  our  oldest  industries.  .Mr.  A.  J.  Blakeslee 
was  an  inventor  of  no  mean  ability,  his  jet 


Quoin     Hlmoj, 


ILLINOIS  CENTRAL  MAGAZINE 


29 


pumps  are  in  use  in  all  parts  of  the  world. 
Pumps  of  other  styles  and  makes,  veneer 
machines,  etc.,  are  in  general  use. 

The  D'u  Quoin  Bottling  Co.,  besides  its 
brands  of  soda  and  soft  drinks,  is  one  of 
the  largest  manufacturers  of  ice  cream  and 
dairy  products  in  the  state,  heavy  shipments 
being  made  daily  to  all  southern  Illinois 
points. 

The  Du  Quoin  Tribune  is  one  of  the  old- 
est weekly  papers  published  in  the  state. 
It  has  a  remarkable  clientele  in  that  almost 
all  of  our  citizens  who  have  removed  to 
other  places  are  subscribers  and  eagerly 
look  for  its  visits  with  its  home  news. 


the  Illinois  Children's  Home  is  located  here 
and  is  proving  a  blessing  to  scores  of  little 
ones  bereft  of  a  parent's  care. 

St.  Johns  joins  our  city  on  the  north 
and  is  a  good  sized  suburb,  formerly  it  was 
noted  for  its  salt  works,  its  large  output  of 
splendid  quality  was  at  times  sold  profitably 
as  cheap  as  90  cents  per  barrel.  Some  of 
these  days  a  new  Captain  Halliday  will  re- 
vive this  important  industry. 

When  I  worked  for  the  Illinois  Central 
Railroad  the  office  force  consisted  of  an 
agent,  baggage  man,  who  did  all  the  chores, 
such  as  getting  and  delivering  the  mail  to  the 
post  office,  keeping  up  fires  and  helping  1  ~>ad 


The  Du  Quoin  Evening  Call  is  our  daily. 
It  has  just  installed  an  $8,000  Goss  press, 
which  is  evidence  of  its  prosperity. 

There  is  a  fine  spirit  of  co-operation 
among  our  business  men.  It  finds  expres- 
sion in  a  chamber  of  commerce,  which  looks 
after  the  city's  business  interests. 

No  city  in  the  state  has  a  better  health 
record.  Typhoid  fever  is  here  only  in  few 
and  scattered  instances;  never  in  epidemic 
form.  As  we  increase  street  paving  (now 
about  ten  miles  in  extent)  and  sewage,  it 
will  doubtless  cease  entirely.  A  branch  of 


freight,  while  I  was  cashier,  bill  clerk,  freight 
handler,  besides  attending  to  the  express  in 
the  mean  time.  Now  there  are  scores  of 
employes  working  harder  than  we  did. 
Then  there  was  one  track  and  a  short  siding 
and  a  train  of  twenty-five,  ten-ton  cars  was 
a  notable  event.  Now  there  are  trains  a 
mile  long  of  fifty-ton  cars  loaded  to  the 
limit,  drawn  by  huge  Mogulr%-and  the  yards 
consist  of  many  miles  of  tracks,  where  great 
engines  labor  day  and  night  in  the  work  of 
placing  cars  for  proper  disposition  and  des- 
tination. 


ILLINOIS  CENTRAL  MAGAZINE 


31 


But  this  sketch  would  be  incomplete  with- 
out an  account  of  the  coal  interests,  our 
chief  industry,  and  main  source  of  our  em- 
ployment and  prosperity.  When  I  came  here 
the  St.  Johns  shops  was  in  operation  and 
the  Tetley  mine  here  in  Du  Quoin.  This 
was  a  small  affair  and  because  of  defective 
roofing  was  soon  abandoned. 

Now,  in  Du  Quoin  and  vicinity  the  fol- 
lowing mines  are  in  operation,  with  the 
number  of  cars  of  fifty  tons  each  daily  pro- 
duction: 

Cars 

Equitable   Coal   Co 47 

Paradise   Coal   Co 40 

Security  Coal  Co 45 

Union  Coal  Co 45 

Jewel  Coal   Co „ 1* 

Kanawha  Coal  Co 15 

Scott  Stripping  Co 20 

Sunfield  Coal  Co 23 

The  average  thickness  of  the  vein  is  from 
six  to  twelve  feet.  The  strip  mine  is  worthy 
of  note,  with  a  machine  larger  than  any 


used  in  the  Panama  Canal  excavation. 
Twenty-five  feet  of  dirt  is  removed;  six 
square  yards  at  a  dip,  while  a  smaller  one 
lifts  two  tons  of  coal  and  places  it  in  a  car 
ready  for  shipment. 

Quality  of  product  is  an  important  item 
in  the  coal  business.  Our  coal  enjoys  an 
enviable  reputation  in  this  respect.  Dealers 
handle  it  from  New  Orleans  in  the  South  to 
points  in  the  far  North  and  Northwest. 

When  a  young  man  I  was  for  a  time 
superintendent  of  a  mine  near  here,  when  I 
told  the  railroad  officials  I  thought  I  could 
sell  our  coal  in  the  Chicago  market.  If  a 
reasonable  rate  was  given  me  I  was  laughed 
to  scorn.  It  goes  there  all  right  now. 

I  have  joined  the  Old  Men's  Club.  Du 
Quoin  has  as  many  of  these  as  any  town  of 
our  size.  We  meet  and  tell  stones  of  the 
days  when  clouds  of  wild  pigeons  darkened 
the  sky  and  study  young  oaks  had  their 
limbs  broken  by  the  hosts  that  roosted  on 
them;  when  the  sky  was  seldom  free  from 
the  flocks  of  ducks,  wild  geese,  brants, 
cranes,  etc.,  going  south  in  the  late  fall  and 


ILLINOIS  CENTRAL  MAGAZINE 


north  again  in  the  early  spring;  when  deer 
made  roads  through  the  corn  fields  as  they 
helped  themselves  to  the  farmer's  grain; 
when  wild  turkeys  and  prairie  chickens  were 
much  in  evidence.  Now  we  have  a  city 
Well,  we  have  long  claimed  a  population  of 
10,000.  I  understand  that  the  census  people 
did  not  quite  give  us  that  many.  That  means 
that  there  is  room  for  more  good  citizens. 
Such  will  be  welcome.  Come  and  make 
your  home  with  us.  We  will  do  you  good. 
It  was  Tom  Moore  I  think  that  said: 


This  life  ere  since  I  began  it  ' 
Has  been  a  constant  round  of  bliss 
And  until  I  find  some  luckier  planet 
I   will  be  content  with  this. 

This  sentiment  of  the  phisopher  poet  is 
largely  mine  also.  I  admit  I  seek  a  city 
"that  hath,  foundations  whose  maker  and 
builder  is  God,"  but  while  I  wait  for  my 
transportation  I  am  content  to  stay  in  good 
old  Du  Quoin  with  the  friends  who  have 
made  life's  journey  so  pleasant. 


Appointments  and  Promotions 


The  following  commission,  to  be  known 
Electrification  Commission,  Chicago  Ter- 
minals, is  hereby  appointed  to  consider  and 
report  upon  the  electrification  of  the  Chi- 
cago terminals  of  this  company  in  accord- 
ance with  requirements  contained  in  the  lake 
front  ordinance  of  July  21,  1919: 

A.  S.  Baldwin,  vice-president,  chairman. 
D.    J.    Brumley,    chief    engineer,    Chicago 
Terminal  Improvement. 


as  Bion  J.  Arnold,  consulting  engineer,  Chi- 
cago. 

George  Gibbs,  consulting  engineer,  New 
York. 

Gary  T.  Hutchinson,  consulting  engineer, 
New  York. 

W.  M.  Vanderluis,  engineer-secretary. 

Effective  December  1,  1920,  Mr.  H.  G. 
Morgan  is  appointed  signal  engineer,  with 
headquarters  •  at  Chicago,  111.,  vice  Mr. 
W.  M.  Vandersluis,  promoted. 


ENG-INEEPIN5- 


ill 


"The  Section  Foreman's  Home.' 


A  neat  appearing,  well  kept  home  is  usually 
indicative  of  the  character  of  those  occupying 
it,  and  so  it  is  that  an  orderly,  well  kept  sec- 
tion house  and  grounds,  fairly  indicates  kind 
of  maintenance  of  way  work  performed  by 
the  foreman. 

There  is  usually  a  reason  for  an  illy  kept, 
untidy,  disorderly  section  house,  and  grounds, 
and  if  traced  to  the  source  will  very  likely 
be  found  to  be  based,  either  upon  false  econ- 
omy in  the  maintenance  of  the  property,  or 
upon  a  false  impression  of  responsibility  on 
the  part  of  the  foreman  and  his  family.  The 
first  cause  tends  to  provide  the  foreman  and 
his  family  with  the  general  idea  that  the  rail- 
road company  is  not  interested  in  keeping  up 
this  property,  and  they  therefore  may  assume 
the  position  that  "if  the  company  does  not 
care,  why  should  we?"  The  other  reason  for 
such  a  condition  is  that  many  foremen,  and 
their  families,  because  they  do  not  pay  any 
money  out  of  pocket  as  rental  for  their 
home,  make  no  attempt  to  improve  the  general 
surrounding  conditions,  for  the  reason  that 
all  of  the  property  belongs  to  the  railroad  com- 
pany, which  has  much  money  and  many  men 
at  its  disposal  and  all  that  is  necessary  is  to 
call  on  someone  in  authority  and  all  work 
needed  will  be  done. 

To  improperly  maintain  rented  property  is 
not  economy,  and  for  the  renter  to  take  the 


position  that  because  he  is  renting  the  prop- 
erty he  may  abuse  it  is  likewise  improper. 
Happily  we  on  the  Illinois  Central,  having  to 
do  with  the  upkeep  of  the  property  and  living 
in  it,  are  fortunate  to  have  a  management  that 
has  become  deeply  interested,  and  is  willing 
to  co-operate  in  making  the  homes  of  the  sec- 
tion foreman  compare  favorably  in  appear- 
ance and  general  condition  with  other  homes 
in  the  neighborhood.  This  desire  and  ex- 
pressed willingness  of  the  management  to  do 
its  part,  however,  cannot  accomplish  the  whole 
purpose  intended,  unless  the  individual,  and 
his  family  living  in  the  home,  use  their  efforts 
in  keeping  the  property  in  presentable  condi- 
tion, and  the  grounds  surrounding  it  cleaned 
up  and  tidy. 

To  have  it  said  by  patrons  and  officers,  that 
section  house  property  always  presents  a  pleas- 
ing appearance  is,  I  consider,  by  far  the  high- 
est compliment  that  may  be  paid  to  the  work- 
ers of  a  divisoin.  All  of  us  should  take  ad- 
vantage of  this  opportunity,  and  make  the  best 
possible  showing,  taking  good  care,  as  though 
we  own  them,  of  the  section  nouses,  the 
grounds,  the  fruit  trees  and  shrubbery  fur- 
nished by  the  railroad  company  and  make  of 
it  all  a  real  home,  one  we  need  not  feel 
ashamed  of  at  any  time,  nor  in  the  presence 
of  anyone,  and  endeavor  to  impress  upon  the 
public  that  we  are  in  fact  workers  for  the 
public  good. 


SAFETY  FIRST 


Office  of 
Chairman,  General  Safety  Committee 


Tke  Old  and  the  New  Year 

year  1920  has  passed  into  his- 
tory and  has  left  a  sad  record  on 
Safety,  there  being  a  large  increase 
in    personal    injuries   to    employes 
over  the  preceding  year. 

Strenuous  efforts  were  put  forth  to  avoid 
this  increase  with  little  success.  Yet,  no  one 
has  been  discouraged,  and  feel  that  renewed 
efforts  in  the  new  year  1  92 1  will  bring  better 
results. 

The  many  kind  of  accidents  that  could  and 
should  have  been  avoided  show  that  more 
careless  practices  are  being  indulged  in 
which  will  grow  if  not  checked  at  once. 

Think  it  over  and  with  this  new  year  re- 
solve not  only  to  avoid  injury  to  yourself, 
but  to  do  all  in  your  power  to  prevent  injury 
to  others,  and  will  do  all  you  can  to  promote 
Safety. 


34 


ILLINOIS  CENTRAL  MAGAZINE 


35 


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36  ILLINOIS  CENTRAL  MAGAZINE 

Memphis,  Term..  December  22,  1920. 
ALL  EMPLOYES: 
O  atisfaction  comes  from  doing  things  to  the  best  of  one's  ability. 

thing  done  right  today  means  less  trouble  tomorrow  —  be  careful. 


A 


rp  ailure  is  not  in  our  vocabulary  —  we  are  too  busy  thinking  about  success. 
P  liminate  carelessness  and  you  have  prevented  injuries  —  think  it  over. 
'  I  Chinking  safety  plus  acting  safety  plus  preaching  safety  equals  SAFETY. 
\7  esterday  is  dead.     Tomorrow  may  never  come.     Today  is  here  —  USE  IT. 

IT  CAN  BE  DONE. 


V.  V.  Boatner, 
Superintendent. 


A  BULLETIN  IN  THE  INTERESTS  OF  SAFETY  ISSUED  BY  THE  ROAD- 
MASTER  OF  THE  KENTUCKY  DIVISION. 

NOTICE— TO  THOSE  SEEKING  EMPLOYMENT 

Unless  you  are  willing  to  be  careful  to  avoid  injury  to  yourself  and  fellow  workers — 
do  not  ask  for  employment  here.     WE  DO  NOT  WANT  CARELESS  EMPLOYES. 

Illinois  Central  Railroad  Company. 
Office  of  Roadmaster 


WONDERFUL  SHOWING  IN  FREEDOM  FROM  ACCIDENTS  AT  CENTRALIA, 

ILL. 


During  the  month  of  November,  1920,  there  was  not  a  single  reportable  personal  in- 
jury on  the  Centralia  Terminal.  This  is  an  excellent  showing,  and  clearly  indicates  the 
co-operation  of  officers  and  employes  of  the  various  departments  at  that  terminal. 

The  management  is  heartily  appreciative  of  the  showing. 


Last  Word  In  "Safety" 

At  a  recent  safety  meeting  when  the  Chairman  was  soliciting  suggestions,  a 
little,  saw-off  colored  man,  with  a  twinkle  in  his  eye,  arose  in  the  rear  of  the 
hall  and  said : 

"Mistuh  Chairmun!  Ah  bleeves  ah  got  a  suggeschion  to  make.  You  all 
knows  what  de  feelin'  is  when  some  ob  de  ficials  come  out  on  de  road  and 
takes  us  by  surprise.  Not  so  long  er  go,  w.hen  some  of  us  wuz  standin'  round 
at  de  depo,  one  of  our  tranes  rolled  in  and  we  wuzzent  doin'  nuthin'  at  dat 
time  but  jes  standin'  round  an'  lookin'  on,  when  someone  yelled  out,  'Good 
Gawd!  Dar's  de  Superintendent!  Well,  Mistuh  Chairmun,  all's  ah  mem- 
ber is,  dat  I  grabbed  at  sumptin',  don't  zackly  member  now  what  ah  grabs, 
an'  ah  gets  mighty  busy.  Ah  thinks  ah  grabbed  mah  hat;  but  anyhow, 
Mistuh  Chairmun,  we  all  knows  what  a  funny  feelin'  we  all  have  when  de 
ficials  come  down  de  road  and  we  don't  know  it.  Now  sumbody's  sure 
gwine  to  fall  down  and  git  hurt  yit  ef  dis  keep  up.  So,  Mistuh  Chairmun, 
heah's  mah  suggestion,  dat  frum  now  on,  a  Bulletom  be  issued  so  we  all 
kin  tell  when  dese  ficials  gwine  ter  start  out,  and  den  we  kin  kinder  be 
prepared  for  'em.  If  dis  ain't  dun,  den  sumbody's  sure  gwine  ter  git  hurt, 
and  I  aho  doan  wants  hit  ter  be  me." 


TraxTic  Department 


Our  Customs  Department 

By  Paul  H.  Wunder,  Customs  Clerk 


Probably  only  a  few  readers  of  the  Em- 
ployees' Magazine  know  that  such  an  office 
as  that  known  as  the  customs  department  has 
a  place  in  our  organization,  and  is  a  neces- 
sary adjunct  of  our  import  business  arriving 
at  the  port  of  New  Orleans.  The  following 
description  of  the  functions  and  duties  of  the 
customs  department  will  be  of  interest  to 
readers  to  whom  the  subject  of  foreign  trade 
appeals. 

The  customs  department  is  located  with  the 
other  offices  of  the  freight  traffic  department 
in  the  Pan-American  Bank  Building,  New 
Orleans,  and  is  under  the  supervision  of  the 
Foreign  Freight  Agent,  and  in  direct  charge 
of  a  customs  clerk  and  assistant. 

It  is  the  duty  of  this  department  to  take 
:harge  of  all  import  shipments  consigned  in 
care  of  the  Illinois  Central  Railroad  or  the 
Yazoo  &  Mississippi  Valley  Railroad,  or  when 
the  bill  of  lading  for  freight  consigned  direct 
to  importer,  is  endorsed  over  to  the  Illinois 
Central  Railroad  or  the  Yazoo  &  Mississippi 
Valley  Railroad,  and  arrange  for  clearance 
through  the  custom  house.  In  either  case, 
such  shipments  must  be  intended  for  trans- 
portation over  our  lines,  as'  no  business  for 
the  port  proper  is  handled  by  our  customs  de- 
partment. A  charge,  ranging  from  $1.50  to 
$5.00  is  assessed  for  making  such  clearance  or 
entry.  This  charge  is  in  addition  to  the  in- 
land freight. 

In  order  to  make  proper  entry  through  the 
Customs,  a  steamship  bill  of  lading  is  neces- 
sary ;  also  an  invoice  showing  the  true  value 
of  the  goods,  which  must  reach  our  customs 
office  on  or  before  arrival  of  the  vessel. 
Where  the  total  value  of  the  merchandise  is 
over  $100.00  the  shipper  must  prepare  his  in- 
voice on  a  special  United  States  Government 
form  and  make  declaration  before  the  Ameri- 
can consul  that  such  values  are  correct  for 
which  service  the  consul  levies  a  charge  of 
$2.50,  and  affixes  a  stamp  for  this  amount  to 
the  document.  Where  value  is  less  than 
$100.00  no  declaration  before  the  consul  is 
necessary,  and  shipper's  invoice  will  suffice. 

Most  of  the  invoices  are  made  out  in  the 
currency  of  the  country  in  which  the  ship- 
ment originated.  As  the  rate  of  exchange  is 
constantly  fluctuating,  great  care  must  be  ex- 
ercised in  reducing  such  currency  to  Ameri- 
can dollars  in  preparing  entry,  as  fines  are 
imposed  by  the  government  for  any  and  all 
undervaluations. 


Only  forty-eight  hours  is  allowed  for  the 
preparation  of  entries  after  the  captain  of 
the  importing  vessel  has  surrendered  his 
documents  at  the  custom  house.  This  proce- 
dure is  called  "entering"  and  is  considered 
the  actual  date  of  arjival.  It  often  happens 
that  the  importer  does  not  receive  either  bill 
of  lading  or  invoice  from  abroad  in  time  to 
have  these  papers  reach  our  customs  office 
before  the  expiration  of  this  free  time.  It 
then  becomes  necessary,  in  order  to  prevent 
a  shipment  from  being  sent  to  a  bonded  ware- 
house by  the  government  authorities  as  un- 
claimed, to  file  bonds  for  the  production  of 
the  necessary  papers.  When  the  bill  of  lad- 
ing is  missing,  an  indemnity  bond  for  double 
the  value  of  the  merchandise  is  given  the 
collector  of  customs,  and  must  be  cancelled 
within  two  months  from  date  by  the  produc- 
tion of  the  missing  document;  otherwise  it 
remains  in  full  force  and  effect.  The  same 
rule  applies  for  the  invoice,  except  that  six 
months'  time  is  allowed  for  its  cancellation. 
An  additional  forty-eight  hours'  time  will  be 
permitted  by  the  collector  of  customs  by 
filing  a  retention  order,  if  proof  can  be  pro- 
duced that  the  entry  and  documents  will  be 
presented  within  that  time. 

Entry  must  be  made  of  all  importations, 
whether  free  or  dutiable,  and  regardless  of 
their  values,  and  must  be  made  on  pre- 
scribed forms,  signed  and  declared  to.  They 
must  show  the  names  of  the  importing  ves- 
sel, the  port  or  place  of  departure,  and  the 
date  of  arrival ;  the  place,  date  and  consular 
number  of  the  certified  invoice ;  the  marks, 
numbers,  and  the  number  of  packages,  or  the 
quantity  and  kinds  of  merchandise,  described 
in  terms  of  the  tariff  act ;  also  the  rates  of 
duty,  the  separate  value  of  each  rate  and  the 
total  value  of  the  merchandise. 

There  are  many  and  various  forms  of 
entries,  the  most  frequently  used  by  this  de- 
partment being :  consumption,  warehouse,  im- 
mediate transportation  (in  bond  without  ap- 
praisement), and  transportation  and  exporta- 
tion. 

A  consumption  entry  is  made  where  im- 
porters desire  immediate  release  from  cus- 
toms custody,  and  duty,  if  any,  must  be  paid 
at  New  Orleans.  It  is  made  out  in  triplicate 
together  with  permit,  and  these  along  with 
bill  of  lading  and  invoice,  (or  bond  where 
either  are  missing)  is  presented  to  the  en- 
trance clerk  at  the  custom  house,  war  tax 


37 


38 


ILLINOIS  CENTRAL  MAGAZINE 


stamps  having  been  attached  to  original  copy, 
where  it  is  compared  with  lading  and  invoice 
and  figures  checked.  It  then  passes,  in  order, 
to  the  bond  clerk,  where  bonds  are  charged 
against  the  Illinois  Central  Railroad,  then 
to  register  clerk,  who  numbers  the  entry,  and 
finally  to  the  cashier,  where  duty,  if  any,  is 
paid.  No  actual  money  is  handled  through 
this  department,  duty  being  paid  on  receipt 
of  form  from  us  showing  the  amount,  by  the 
cashier  of  the  local  office.  The  cashier  of 
customs  returns  the  permit  to  us  and  after 
it  has  been  signed  by  the  deputy  collector, 
deputy  naval  officer,  and  surveyor,  it  is  sent 
to  the  customs  inspector  at  the  wharf,  and 
is  his  authority  to  deliver  the  property  to  us. 
Shipments  cleared  under  this  form  of  entry 
are  forwarded  as  domestic  merchandise. 

A  warehouse  entry  is  used  where  the  im- 
porter desires  to  place  merchandise  in  a  bond- 
ed warehouse,  at  his  risk  and  expense,  for  a 
period  not  to  exceed  three  years  from  date 
of  importation,  without  payment  of  duty 
thereon.  The  dutiable  value  and  quantity  of 
each  package  of  merchandise  must  be  shown 
on  entry,  also  name  of  warehouse  where  mer- 
chandise is  to  be  deposited.  It  is  prepared  in 
a  manner  similar  to  a  consumption  entry,  and 
after  having  passed  through  regular  channels 
at  the  custom  house,  permit  is  delivered  the 
inspector  who  has  the  shipment  transported  to 
warehouse.  Withdrawals  are  made,  on  in- 
structions of  importers,  in  quantities  desired 
by  them,  and  duty  paid  on  the  amount  with- 
drawn. 

Immediate  transportation  entry  can  only 
be  made  where  the  shipment  is  destined  to 
a  point  in  the  interior  where  a  custom  house 
is  located,  and  when  it  is  the  wish  of  the 
importer  to  clear  the  shipment,  or  pay  the 
duty  at  such  point  of  destination.  Several 
importers  have  made  requests  to  handle  their 
shipments  in  this  manner  to  swell  the  receipts 
of  their  local  custom  house.  Five  copies  of 
entry  are  required  when  destined  to  a  point 
at  which  a  naval  officer  of  customs  is  located, 
and  four  to  all  others.  After  being  prepared 
and  passed  and  permit  has  been  delivered  to 
the  inspector,  his  duty  is  to  check  the  ship- 
ment into  cars,  sealing  the  cars  with  govern- 
ment seals,  these  seals  not  to  be  broken  by 
any  other  than  a  government  employe,  under 
the  penalty  of  a  $5,000  fine.  The  Illinois 
Central  is  responsible  for  the  duty  until  the 
merchandise  is  properly  delivered  to  customs 
authorities  at  destination,  under  our  govern- 
ment bond  for  $50,000  on  file  with  the 
treasury  department  at  Washington.  This 
entry  can  be  made  on  copy  of  the  bill  of  lad- 
ing, the  original  being  necessary  for  entry 
purposes  at  destination. 

Transportation  and  exportation  entry  is 
used  for  shipments  destined  to  Canada — no 
duty  being  paid  in  the  United  States  on  the 
merchandise,  although  it  passes  through  the 
country  "in  bond"  similar  to  an  immediate 


transportation  entry.  Five  copies  are  used  in 
the  preparation  and  name  of  consignee  at 
frontier  point  must  be  shown,  whose  duty  is 
to  report  the  arrival  to  proper  government 
authorities,  in  order  that  passing  record  at 
the  border  may  be  made. 

All  shipments  are  forwarded  by  the  local 
agent  on  instructions  from  this  office  on  form 
showing  name  of  vessel,  consignee,  destina- 
tion, marks  and  numbers,  and  number  and 
description  of  packages,  and  all  charges  to 
be  collected,  duties,  war  tax,  etc. 

On  advice  that  a  vessel  is  about  to  arrive 
with  a  shipment  of  fruit  on  board,  a  guess 
entry  is  filed,  wnich  must  show  the  number 
of  package  and  approximate  value,  under 
oath.  The  law  requires  a  deposit  of  double 
the  amount  of  the  duties  as  a  guarantee  that 
proper  documents  will  be  produced,  entry 
made  and  correct  duties  paid.  This  form  is 
used  in  order  to  handle  perishables  with  all 
possible  dispatch,  delivery  being  taken  as  soon 
as  discharged  from  vessel,  which  often  takes 
place  at  night.  As  soon  as  entry  is  made, 
and  duties  paid,  refund  of  the  first  deposit  is 
made  by  the  government. 

A  special  form  of  application  was  drawn 
up  by  this  department  some  years  ago  for 
handling  cargoes  of  sisal,  mahogany  logs,  etc., 
which  commodities  are  free  of  duty.  This 
application  to  the  collector,  which  is  granted 
on  request,  is  that  permission  be  given  to 
load  merchandise  direct  into  cars  as  soon 
as  discharged,  prior  to  the  receipt  of  permit 
by  the  customs  inspector.  Cars  must,  how- 
ever, be  held  in  pur  yards  under  his  super- 
vision until  this  permit  is  delivered.  In  this 
manner,  congestion  on  our  wharves  is  re- 
lieved. 

Prior  to  the  European  War,  our  import 
business  grew  to  large  proportions,  and  dur- 
ing August,  1913,  a  record  was  made  in  pass- 
ing seventy-three  entries  through  the  custom 
house  in  one  day.  During  the  war,  and  more 
especially  after  America's  entrance  in  the  war, 
imports  began  to  drop  off  considerably  as 
Europe  was  then  importing  and  not  export- 
ing. Since  the  roads  have  gone  back  to  pri- 
vate control,  and  the  return  of  our  European 
Traffic  Manager  to  London,  by  his  solici- 
tations, business  has  been  on  the  increase. 
Several  new  steamship  lines  have  recently  es- 
tablished direct  service  from  points  where 
formerly  trans-shipment  was  necessary,  and 
the  difference  in  time  consumed,  should  offer 
strong  inducement  to  importers  to  favor  the 
port  of  New  Orleans  by  requesting  the  ship- 
pers abroad  to  route  their  shipments  via  New 
Orleans  and  our  lines. 

Thus  it  will  be  seen  that  the  customs  de- 
partment is  an  important  cog  in  the  rather  in- 
tricate process  of  clearing  importations 
through  the  custom  house,  greatly  facilitating 
the  handling  of  the  business  for  the  import- 
ers as  well  as  for  our  line. 


ILLINOIS    CENTRAL    MAGAZINE 


Illinois  Central  Reviews  Transportation 
Conditions  of  1920 


The  railways  of  the  United  States  h*\f  .just  emerged'  from.-' a  year  of 
unprecedented  difficulties.  With  a  transportation  plant  unequal  to  the  de- 
mands placed  upon  it,  they  made  a  record  oj  Which  rdilway-men  are  justly 
proud,  and  in  which  forward-looking  cit(/oiis  generally  may  well  feel  a 
pride. 

Commercial  requirements  were  the  greatest  in  -history.  Because  of  a 
strike  at  the  coal  mine?  in  November  and  December,  1919,  at  the  beginning 
of  1920  the  country  was  45.000.000  tons  siiort  of  its  normal  supply  of  coal. 
Other  commodities  in  great  quantities  also  awaited  shipment.  A  flood  of 
traffic  was  turned  upon  the  railways 

The  railways  had  suffered  from  the"war.  New  equipment  had  not  been 
purchased  in  sufficient  quantities.  Old  equiptrfcnt  had  not  been  adequately 
maintained.  Cars  had  been  scattered  broadcast  over  the  country,  irhe 
building  of  yards  and  sidings  and  rtew  mileage  had  been  interrupted.  Ade- 
quate rates  had  not  been  assured.  Wages,  material  costs' and  taxes  ha'd 
mounted  to  new  levels.  A  switchmeu's  strike,  tying  up  terminal  frejght 
movement,  occurred  in  April  and  made  its  lingering  effects  felt  throughout 
the  early  summer. 

Facing  the  great  demands  for  transportation,  with,  many  obstacles 
against  them,  the  railways  accomplished  a  task  that  seems  almost  miracu- 
lous. The  danger  of  a  coal  famine  was  averted.  Necessary  traffic  w'as 
moved.  A  steadily  increasing  record  of  efficiency  was  built  up,  week  by 
week  and  month  by  month,  exceeding  all  previous  records  of  railway  his- 
tory. The  peak  of  the  car  shortage  was  passed  early  in  September.  Late 
in  November:  a  car  surplus  actually  existed.  The  supply  of  transportation 
now  exceeds  the  demand  for  the  first  time  in  five  years. 

Many  predict  a  business  revival  early  in  192},  art  optimism  {hat  seems 
altogether  justified.  Jf  the  predicted  business  revival  materializes,  it  will 
make  a  heavy  'demand-  upon  the  railways.  We  believe  the  railways  will  be 
able  to  move  a  larger  business  than  they  moved  during  the  record-breaking 
past  year.  New  equipment  will  be  in  service  and  old  equipment  will  be  in 
better  condition.  Railway. workers  are  developing  the  old  spirit  of  loyalty 
and  efficiency,  conceived  upon  a  new  foundation  of  public  service.  More 
adequate  rates  have  been  granted.  The  public  is  taking  a  more  intelligent 
interest  in  railway  affairs.  Lessons  in  co-operation  have  been  learned- 
It  is  well,  however,  for  those  who  will  make  heavy  demands  ^upon 
traffic  during  the  year  to  anticipate  those  demands  as  early  as  possible,  now 
that  the  railways  are  in  a  position  to  handle  all  traffic  offered  them.,  Ma- 
terial which  can  be  transported  now  in  anticipation  of  later  demarids  should 
be  transported,  in  order  to  distribute  the  traffic  burden  more  evenly. 

We  of  the  Illinois  Central  System  are  proud  to  have  shared  in  the  1920 
record  of  the  railways  of  the  country.  Our  best  efforts  will  now  be  put 
forth  in  helping  to  make  the  record  of  the  railways  for  1921  even  more 
creditable  than  was  the  record  of  1920. 

Constructive  criticism  and  suggestions  are  invited. 

C.  H.  MARKHAM; 
President,  Illinois  Central  Railroad  Company 


Ctjrtatmas 


Chicago,  December  25,  1920. 
ALL  OFFICERS  AND  EMPLOYES: 

Your  loyal  and  efficient  service  and  whole-hearted 
support  throughout  the  year  now  drawing  to  a  close 
enabled  the  Illinois  Central  System  to  maintain  a 
very  high  position  in  the  front  rank  of  the  great 
railway  systems  of  the  country.  On  behalf  of  the 
Board  of  Directors  and  myself,  I  wish  to  express 
sincere  appreciation  of  your  services  and  support, 
and  the  heartiest  of  best  wishes  for  your  happiness 
at  the  Christmas  Season. 

Sincerely  yours, 

C.  H.  MARKHAM. 


Chicago,  December  24,  1920. 
ALL  OFFICERS  AND  EMPLOYES: 

I  wish  for  each  of  you  and  your  families  a  Merry 
Christmas  and  a  Happy  New  Year. 

L.  W.  BALDWIN. 


Chicago,  December  24,  1920. 
OFFICERS  AND  EMPLOYES: 

I  wish  to  extend  to  all  officers,  employes  and  their 
families  my  best  wishes  for  a  Merry  Christmas  and 
a  Happy  and  Prosperous  New  Year.  I  also  desire 
to  express  my  full  appreciation  for  the  loyal  support 
and  efficient  service  rendered  by  all  during  the  past 
vear.  A.  E.  CLIFT. 


tiipplv 

JM.    IM.        ^f 


Picking  Up,  Assembling  and  Handling  Scrap  Material 

Ey  J.  D.  Marley,  Assistant  Division  Storekeeper,  Paducah,  Ky. 


The  term  "Scrap"  is  usually  applied  to  ma- 
terial which  has  become  detached  from  equip- 
ment or  facilities  of  the  railroads,  but  in  a 
great  many  instances  the  term  is  a  misnomer, 
as  very  much  of  this  "Scrap"  is  serviceable 
and  can  be  again  used  if  picked  up  and  for- 
warded to  the  proper  place  on  the  railroad; 
and  that  portion  which  is  not  serviceable,  but 
is  in  reality  scrap,  has  a  market  value  and 
can  be  sold  to  advantage,  if  picked  up  and 
sent  to  nearest  scrap  dock,  where  it  can  be 
assorted  according  to  scrap  classification. 

For  the  railroad  to  realize  a  fair  return  on 
its  sale  of  scrap  material,  it  is  very  neces- 
sary for  it  to  be  handled  economically  from 
start  to  finish  and  it  will  be  the  purpose  of 
this  article  to  point  out  some  of  the  ways  by 
which  this  material  can  be  picked  up  from 
along  right-of-way  and  loaded  in  an  econom- 
.  ical  manner,  so  that  when  it  arrives  at  the 
scrap  dock  it  may  be  handled  with  as  little 
further  expense  as  possible,  for  reclamation 
or  sale. 

A  large  percentage  of  the  scrap  or  released 
material  is  picked  up  by  section  forces  and 
assembled  at  scrap  bins  located  near  tool- 
houses  and  there  held  until  scrap  trains  run 
over  the  division.  The  section  forces  are 
therefore  in  a  position  to  effect  larger  savings 
in  the  handling  of  scrap,  than  the  employes 
in  other  departments,  but  all  employes  in 
the  operating  department  can  contribute  great- 
ly in  this  work,  by  closely  scrutinizing  scrap 
piles,  picking  out  serviceable  material  which 
they  use  in  their  daily  duties  and  by  making 
it  a  practice  to  pick  up  and  deposit  in  boxes 
provided,  small  items,  such  as  spikes,  bolts, 
nuts,  washers,  nails,  cotter-keys,  nut-locks, 
lag-screws  and  numerous  other  small  items 
made  of  metal  which  have  a  scrap  value,  even 
though  they  may  not  be  fit  to  be  used  again. 
Suitable  boxes  for  this  purpose  have  been 
provided  in  shop,  yards  and  other  locations 
where  employes  can  readily  reach  them. 
When  boxes  become  filled  they  are  emptied 
by  section  men  and  the  scrap  carried  to  the 
regular  scrap  bins. 

If    every    employe    would    pick    up    these 
small  articles  and  throw  in  the  scrap  boxes, 


a  great  deal  of  material  would  be  recovered 
that  might  be  buried  and  lost  entirely. 

The  section  forces  can  contribute  to  a  large 
saving  in  money  for  the  railroads  by  separat- 
ing the  serviceable  material  from  that  which 
is  actually  worn  out  or  broken  and  not  per- 
mitting this  serviceable  material  to  get  mixed 
in  with  the  scrap  at  any  time  after  it  has 
been  picked  up  by  them.  Such  material  as  is 
usuable  or  which  they  think  can  be  repaired 
should  not  be  thrown  in  scrap  bins,  but  should 
be  stored  separately  and  loaded  separately 
when  scrap  train  is  operated. 

The  shopmen  can  likewise  contribute  to  a 
saving  in  rehandling  material  at  scrap  docks, 
by  closely  watching  scrap  accumulations  at 
their  shops  and  keeping  the  material  which 
is  fit  for  further  use  out  of  the  scrap  pile. 

A  great  deal  has  been  written  in  recent 
years  about  reclamation  of  material,  but  a 
visit  to  any  large  scrap  dock  will  convince 
you  that  if  every  employe  of  the  railroads 
would  do  his  full  duty  in  the  handling  of 
materials  for  his  work,  that  a  large  percentage 
of  the  material  credited  as  "reclaimed"  would 
never  reach  the  scrap  dock  at  all,  but  would 
be  used  at  the  point  originally  loaded  in  scrap 
cars  and  all  the  expense  incidental  to  recov- 
ering (not  reclaiming)  such  material  would  be 
saved. 

In  the  loading  of  scrap  there  is  a  large  op- 
portunity to  effect  economy  by  simply  bear- 
ing in  mind  that  when  the  scrap  is  picked 
up  by  section  or  shop  men  and  finally  loaded 
on  scrap  cars  by  them,  that  the  contents  of 
these  cars  will  have  to  be  rehandled  at  the 
scrap  dock  and  the  cost  of  rehandling  can 
be  greatly  reduced  if  the  first  loading  is 
done  intelligently;  and  the  first  requirement  is 
that  the  cars  selected  for  loading  scrap  should 
be  thoroughly  cleaned  and  weighed  light  be- 
fore loading  is  commenced.  If  possible  the 
cars  should  be  restenciled  so  that  the  cor- 
rect light  weight  will  be  shown,  but  where 
this  cannot  be  done,  report  should  immedi- 
ately be  made  to  consignee  showing  the  car  * 
number  and  initial,  new  Hght  weight  and 
point  at  which  car  was  weighed. 
Where  scrap  is  loaded  on  cars  operated 


41 


42 


ILLINOIS  CENTRAL  MAGAZINE 


in  pick-up  trains,  cars  which  have  been 
cleaned  and  weighed  light,  should  be  loaded 
as  follows : 

1  car  with  scrap  rail  5  ft.  long  and  over 
and  only  straight  rails.  (Rails  suitable  for 
relaying  should  not  be  loaded.) 

1  car  with  crooked  scrap  rail  of  all  lengths. 

1  car  with  frogs,  switch-points,  switch- 
stands  and  short  pieces  of  scrap  rail  under 
5-ft.  long. 

1  car  with  miscellaneous  roadway  scrap 
such  as  angle  bars,  spikes,  bolts,  rail  anchors, 
rail  braces,  tie  plates,  etc. 

1  car  with  surplus  serviceable  roadway  ma- 
terial. 

1  car  with  all  material  from  engines,  cars 
and  other  equipment. 

It  is  difficult  for  anyone  not  familiar  with 
the  sorting  of  scrap  received  from  line  of 


road  to  realize  just  how  much  can  be  saved 
if  the  scrap  is  loaded  systematically  and  use- 
able  material  is  not  thrown  in  cars  with  the 
scrap  material,  and  while  it  might  not  be  pos- 
sible to  get  this  done  thoroughly,  every  effort 
put  forth  by  the  section  men  and  others  to  do 
it,  will  materially  aid  in  disposing  of  the 
scrap  at  the  scrap  dock  with  less  expense  in 
handling  and  less  delay  to  cars  in  which 
received. 

Finally  bear  in  mind  that  every  article  made 
of  rubber,  leather,  cloth,  rope  or  metal  of  any 
kind  has  a  value,  even  though  it  is  worn  out 
and  has  served  the  purpose  for  which  manu- 
factured, and  that  the  railroad  company  can- 
realize  money  for  it,  providing  it  is  placed 
in  the  proper  channel  to  reach  the  market,  via 
the  scrap  dock,  and  every  employe  in  the 
operating  department  can  contribute  -to  that 
end. 


Just  because  you  happen  to  be  "in  the  clear" 
it  does  not  always  follow  that  you  have  done 
all  that  is  required  of  you.  The  fellow  who 
is  always  explaining  why  he  didn't  do  some- 
thing is  using  up  a  lot  of  time  that  might 
be  spent  doing  something. 

Time  to  roll  up  your  sleeves  and  reduce 
stock  on  hand.  Get  full  value  out  of  every 
item  used  and  buy  only  what  is  actually  re- 
quired. This  saving  may  start  anywhere  from 
the  man  who  spills  his  oil  when  filling  a 
switch  lamp  to  the  man  who  buys  an  engine, 
and  there  is  no  limit  to  the  results  which 
might  be  obtained. 

We  are  in  a  new  year  now;  let's  try  to 
make  it  the  best  one  we  ever  had. 

If  every  man  on  this  railroad  would  lay 
off  five  minutes  one  day,  it  would  require  one 


man  working  eight  hours  per  day  a  year  and 
a  half  to  make  up  the  time  lost. 

Don't  burn  those  lights  when  you  don't 
need  them;  they  cost  money. 

Don't  waste  stationery;  every  time  you 
tear  a  blank  off  a  pad  and  destroy  it  you 
lose  one  per  cent  of  the  pad. 

Save  envelopes.  They  can  often  be  used 
several  times  around  the  plant. 

Don't  use  regular  forms  for  scratch  paper 
when  there  are  plenty  of  obsolete  forms  cut 
up  for  that  purpose. 

When  you  ship  an  article,  be  sure  to  see 
that  the  tags  are  securely  applied.  A  great 
deal  of  the  accumulation  of  over  and  short 
freight  is  due  to  neglect  of  this  feature. 

Goodbye;  will  see  you  in  the  February 
issue. 


Albert  C.  Mann 


STENOGRAPHER,  1900.  VICE-PRESIDENT,  1920. 

President  Markham  announces  that  effective  December  10,  Mr.  Albert  C.  Mann  has 
been  elected  vice-president  in  charge  of  purchases  and  supplies  of  the  Illinois  Central 
Railroad  Co. 

Mr.  Mann  entered  the  service  of  the  Illinois  Central  Railroad  Co.  as  stenographer 
in  1900,  and  through  various  promotions,  one  of  which  made  him.  purchasing  agent  of 
the  Central  of  Georgia  Railroad  Co.,  reached  the  rank  of  purchasing  agent  of  the  Illinois 
Central  Railroad  Co.  in  1913. 

When  the  railroads  of  the  country  (during  the  world  war)  were  taken  over  by  the 
Government,  Mr.  Mann  served  on  the  Purchasing  Committee  under  Mr.  Markham, 
who  was  regional  director  at  Atlanta,  Ga. 

Later  he  was  elected  vice-president  of  the  International  Steel  Corporation,  with  head- 
quarters at  New  York,  which  office  he  held  at  the  time  of  his  recent  election  to  the 
vice-presidency  of  this  company. 

The  many  friends  of  Mr.  Mann  are  pleased  with  his  steady  cfimb  to  the  top  of  the 
ladder,  and  particularly  glad  that  his  last  promotion  returns  him  to  the  Illinois  Central 
roster. 


Santa   Glaus   Borrows  Illinois   Central  Train  to   Visit 

Invalid  Girl 


For  six  years  a  white  hand  has  been  waved 
from  a  window  at  the  Illinois  Central  trains 
as  they  whizz  past  LaClede,  on  the  Illinois 
Division.  As  the  trains  rumble  by  in  the 
night  a  lighted  match,  waved  back  and  forth 
across  the  window  often  takes  the  place  of 
the  waving  hand. 

For  some  time  the  trainmen,  who  have 
come  to  watch  eagerly  for  the  waving  hand 
or  light,  knew  nothing  of  the  person  who 
sent  them  the  message  of  good  cheer.  The 
eager  flutter  was  always  answered.  As  time 
went  on,  curiosity  overcame  the  trainmen,  and 
they  undertook  an  investigation  which  result- 
ed in  Santa  Claus'  remarkable  visit  to  the  sig- 
naller the  afternoon  of  December  24. 

Passenger  Train  No.  1,  south  bound,  came 
to  a  rumbling  non-schedule  stop,  and  a  dele- 
gation of  trainmen  alighted,  unloaded  a  mul- 
titude of  presents  and  formed  a  procession  to 
the  house  from  which  the  signals  had  come. 
They  carried  a  wheel-chair,  a  woolly  bathrobe, 
a  gay-colored  Indian  blanket,  a  pair  of  house 
slippers  and  a  purse  filled  with  cash — together 
with  a  notebook  filled  with  the  names  of  the 
192  employes  of  the  Illinois  Division  who  had 
contributed  to  the  Christmas  fund. 

Miss  Elsie  May  Hogan,  the  invalid  foster 
daughter  of  Mr.  and  Mrs.  John  Sprouse,  was 
made  happy.  And  now  she  waves  at  the  pass- 
ing trainmen  from  the  depths  of  her  wheel- 
chair. She  was  not  the  only  happy  person. 
One  hundred  ninety-two  contributors  started 
out  to  make  Christmas  merry  for  the  invalid 
girl,  and  discovered  that  the  giving  brought 
them  their  full  share  of  happiness,  too. 

Miss  Hogan  is  twenty-one  years  old.  The 
story  of  her  life  on  the  Illinois  Division  be- 
gins nineteen  and  one-half  years  ago,  when 
Mr.  Sprouse,  who  then  lived  on  a  farm  near 
LaClede,  woke  one  morning  to  see  smoke 
issuing  from  a  log  cabin  on  the  farm.  Inves- 
tigating, he  found  a  young  couple  in  destitute 
circumstances,  with  an  eighteen  months'  old 
baby.  Mr.  Sprouse  invited  the  family  to  his 
home  and  persuaded  the  parents  to  leave  their 
little  girl  with  him  and  his  wife. 

When  the  girl  was  in  the  eighth  grade  at 
school  she  was  taken  with  an  illness  which  in- 
valided her.  This  was  six  years  ago.  Since 
then  she  has  lain  on  a  cot  by  a  window,  send- 
ing her  message  of  good  cheer  to  passers-by. 
The  farm  house  where  the  Sprouses  lived  was 
just  east  of  the  railroad  right  of  way.  A  year 
ago  they  left  the  farm,  moving  to  the  town 
of  LaClede,  but  their  foster  daughter  kept  up 
her  romance. 

But  the  story  did  not  end  there.     Not  only 


were  Miss  Hogan  and  her  foster  parents 
made  happy,  and  the  trainmen  of  the  Illinois 
Division  rejoicing  at  the  Merry  Christmas 
they  had  made  possible  for  the  invalid  girl, 
but  a  reporter  for  the  Champaign  News-Gaz- 
ette heard  the  story  and  got  busy.  On  Christ- 
mas Eve  the  story  of  that  Christmas  romance 
appeared  on  the  first  page  of  the  Champaign 
newspaper  and  the  following  morning  was  in 
the  Chicago  Tribune.  Among  the  other  news- 
papers which  published  stories  of  the  affair 
were  the  New  York  Times,  the  St.  Louis 
Globe-Democrat,  the  Sioux  City  Journal,  the 
Decatur  Review,  the  Los  Angeles  Times,  and 
the  Omaha  Bee. 

Permission  to  stop  the  trains  was  secured 
from  the  officials  of  the  operating  department, 
who  readily  entered  into  the  plans  made  by 
the  divisional  employes. 

A  few  days  later  an  Illinois  Central  photog- 
rapher visited  Effingham  and  made  a  picture 
of  the  happy  young  lady  for  the  Illinois  Cen- 
tral Magazine. 

The  Foster  Father's  Story 

The  following  account  of  the  Christmas 
incident  and  the  conditions  leading  up  to  it 
was  prepared  by  R.  S.  Sprouse,  the  foster 
father  of  the  invalid  girl: 

"During  the  winter  of  1901-1902,  a  man 
and  a  woman  giving  their  name  as  Hogan, 
came  through  this  neighborhood  traveling 
on  foot  and  stopped  in  a  deserted  log  cabin. 
They  had  with  them  a  little  girl,  apparently 
eighteen  months  old,  whom  they  trundled  in 
a  small  cart.  This  old  cabin  was  near  the 
farm  house  of  R.  S.  Sprouse,  and  these  peo- 
ple came  asking  for  food  for  themselves  and 
the  child,  which  was  given,  and  Mr.  Sprouse 
and  his  wife  took  pity  on  the  little  one  and 
offered  to  take  her  and  bring  her  up  as  their 
own  child. 

"Her  parents  gladly  gave  her  over  and 
left  without  a  tear  or  word  of  farewell 
and  have  never  been  heard  of  since.  The 
baby's  name  was  given  as  Elsie  May  Hogan 
and  she  grew  up  as  one  of  the  family,  at- 
tending the  public  school  at  LaClede  until 
about  the  age  of  sixteen,  when  she  became 
afflicted  with  a  disease  from .  which  she 
could  get  no  relief  and  three  years  ago 
she  took  to  her  bed.  In  the  fall  of  1919  on 
account  of  the  infirmities  of  age,  Mr.  Sprouse 
sold  his  farm  and  moved  to  the  village  very 
near  the  Illinois  Central  Railroad  tracks. 
Here  from  her  window  the  girl  would  watch 
the  trains  as  they  passed  by  and  the  train- 
men came  to  notice  her  there  and  would 


43 


44 


ILLINOIS  CENTRAL  MAGAZINE 


J. '  Home  afjlfss  Sptvuse.  Cross  starts  win 
/root  which,  she  waved  at  trainmen.. 


,-Mi$s SpiVase  en 
ofhet  Christmas  presents. 
3.-  Elsie.  Sprouse  at  a^e  of  3  i 


give  her  a.  friendly  wave,  once  in  awhile 
dropping  her  a  book  or  a  magazine  and 
occasionally  a  box  of  fruit  or  candy,  all  of 
which  was  greatly  appreciated  by  her. 

A  Health  Fund  for  the  Invalid 
"The  climax  of  all  these  acts-of  kindness 
came  the  day  before  Christmas  when  No. 
1  stopped,  which  of  itself  is  an  event  to 
LaClede,  and  a  delegation  of  trainmen  with 
their  good  wives  and  daughters  and  other 
interested  ladies  got  off  and  proceeded  to 
the  girl's  home  bearing  an  invalid's  chair 
of  the  best  pattern,  a  magnificent  Navajo 
blanket  and  robe  and  many  other  useful 
presents,  among  which  was  a  memorial  with 
the  names  of  the  railway  men  who  donated 
to  buy  her  the  gifts.  And,  further,  the 
committee  announced  that  there  is  a  fund 
being  raised  to  secure  the  services  of  the 
best  practitioner  that  can  be  engaged  to 
restore  her  to  health.  This  unparalleled  act 
of  good  fellowship  completely  overwhelmed 


the  foster  parents  of  the  girl  and  no  words 
can  express  their  gratitude  and  as  to  Elsie, 
she  has  discarded  her  bed  for  the  first  time 
in  three  years  and  has  declared  herself  a 
ward  of  the  Illinois  Central  Railroad  boys. 
The  writer  of  this  article  has  maintained 
railroad  men  to  be  the  freest-hearted  class 
of  men  there  is,  yet  this  kind  deed  has  so 
greatly  surpassed  everything  of  the  kind 
'in  Egypt'  that  he  feels  a  public  acknowledg- 
ment at  least  is  due  all  concerned. 

"Not  only  the  parties  benefited  are  grate- 
ful, but  the  entire  community  is  touched  and 
feel  drawn  into  a  closer  interest  with  the 
good  old  Illinois  Central  Railroad  Company. 
The  good  people  who  originated  and  are 
'carrying  on"  this  noble  act  will  have  only  the 
remembrance  of  a  good  work  well  done  to 
repay  them,  but  the  love  of  a  lonely  girl, 
who  possibly  may  be  made  well,  and  the 
gratitude  of  her  two  old  foster  parents  will 
survive  long  after  their  benefactors  have 
probably  forgotten  it." 


Illinois    Central   Special    Agent   Wins    $50.00   With 

His  Christmas  Smile 


Discourtesy  was  hard  to  find  by  The 
Chicago  Tribune's  seeker  after  polite- 
ness on  Christmas  Day,  and  therefore  the 
bestowal  of  the  $50  prize  on  Special 
Agent  George  McCowan  of  the  Illinois 
Central  was  an  unusual  honor. 

All  who  .  live  within  Chicago  and 
its  environs,  doubtless  are  aware  of 
the  campaign  for  po- 
liteness carried  on  by 
the  "World's  Great- 
est Newspaper."  Each 
day  a  reporter  sal- 
lies forth  from  the 
editorial  domains  of 
'the  World's  Great- 
est" in  search  of 
courtesy,  as  exhibited 
in  the  every-day  trans- 
actions of  life.  He 
scours  the  city,  rub- 
bing elbows  with  pe- 
destrians, salesmen,  po- 
licemen, shoppers,  pas- 
sengers and  the  other 
busy  folk  of  the  city. 
Some  he  intentionally 
offends.  Others  he  en- 
counters as  his  fellows 
encounter  them.  Many 
he  simply  watches, 
Along  the  way  he 
makes  jottings  of  his 
findings,  and  at  the  end 
of  the  day  he  casts 
them  up,  balances  ac- 
counts and  awards  a  prize  of  $50  to  the 
person  whom  he  finds  to  have  exhibited 
the  most  superior  brand  of  courtesy. 

The  reporter  encountered  a  general 
spirit  of  consideration  for  the  other  fel- 
low when  he  made  his  Christmas  Day 
rounds,  and  so  it  happened  that  when  he 
reached  the  Illinois  Central  something 
more  outstanding  than  usual  was  neces- 
sary to  win  the  day's  premium.  Special 
Agent  McCowan  had  that  something. 

The  following  is  the  manner  in  which 


(Photo  by  the"  Tribune).... 


SPECIAL  AGENT  GEORGE  Mc- 
COWAN 


the  politeness  seeker  recounted  his  ex- 
periences with  the  Illinors  Central,  as 
the  yarn  was  published  in  The  Chicago 
Tribune  the  morning  of  December  26th, 
together  with  Special  Agent  McCowan's 
picture : 

"  'Jump  off  and  walk  back,'  growled  the 
conductor  on  the  I.  C.  suburban  train. 

"-The  politeness  report- 
er's feet  hit  the  right  of 
way  with  a  thump,  and 
he  pattered  up  the  track 
to  the  Park  Row  station. 
A  moment  before  the 
ticket  seller  had  awak- 
ened him  from  an  appar- 
ent snooze,  discovered 
his  ticket  read  to  Twelfth 
Street,  and  said — in  a 
tone  which  implied  the 
error  had  been  a  person- 
al insult,  'You've  passed 
it.' 

"So  is  it  that  the  po- 
liteness seeker  met 
George  McGowan,  spe- 
cial agent  for  the  rail- 
road. After  eating  in  the 
station  restaurant  the  re- 
porter  had  suddenly 
dashed  up  the  stairs 
again  in  great  perturba- 
tion. 

"  'Have  you  seen  a 
black  grip  around  here?' 
he  demanded  of  the  cash- 
ier. His  train  was  about 
to  leave.  He  seemed  al- 
most frantic. 

"  'No.  Are  you  sure 
you  had  it  up  here?'  she 
asked,  coming  from  be- 
hind the  cash  register.  Looking  down  into 
the  large  waiting  room,  she  noted  Mr.  Mc- 
Cowan's derby  hat. 

"  'Now,  I  tell  you  what  to  do,'  the  cashier 
went   on.      'Tell    that    man    you    have    lost 
your  grip  and  he'll  help  you  find  it.' 
"The  reporter  did. 

"  'Say,  that's  a  shame,'  spoke  Mr.  Mc- 
Cowan, genuinely  disturbed.  He  followed 
the  politeness  seeker  to  the  spot  where  he 
had  been  sitting. 

"  'I'm  afraid  some  crook  has  got  it,'  he 
mourned.  'If  you'd  told  me  you  were  go- 
ing upstairs  to  eat  I'd  have  watched  it  for 
you.  I  tell  you ' 


45 


46 


"The  derby  wearer  went  on  to  map  out  a 
campaign  for  recovering  the  mythical  grip. 
Its  absence  seemed  to  hurt  him  more  than  it 
did  the  owner.  So  sympathetic  was  the 
railroad  man  that  it  was  almost  a  pleasure 
to  lose  it. 

"The  reporter  started  for  the  lost  and 
found  departme'nt. 

"'Where  were  you  traveling  to?'  inquired 
Mr.  McCowan,  running  after  him. 

"  'Rockford.' 

"  'Your  train  leaves  at  2  o'clock.    You've 


got  an  hour,  and  there's  just  a  chance  we'll 
be  able  to  find  it  in  time.  I'm  awfully  sorry 
you  lost  it.' 

"Mr.  McCowan  didn't  have  to  do  much 
to  win  The  Tribune's  $50  courtesy  prize. 
Just  a  bit  of  genuine,  right-from-the-heart 
politeness — that  was  all. 

"  'I've  been  trying  to  treat  people  right 
for  so  many  years,  I  guess  it's  part  of  me,' 
he  said  later.  'It's  just  as  easy  to  be  polite 
as  otherwise,  you  know,  and  it's  much  more 
satisfactory  all  around.'  " 


William  B.  Nusz,  Lineman, 
Cecilia,  Ky, 


A  typical  Kentuckian  of  rugged  honesty  and 
efficiency — and  one  of  those  humble  ones  who 
has  struggled  upward  with  nothing  but  a  stern 
will  and  a  consciousness  of  right  to  uphold 
them. 

Born  in  Shepherdsville,  Ky.,  January  24, 
1846;  started  his  telegraph  work  in  1869  as 
lineman,  stringing  the  first  wires  from  Louis- 
ville to  Bowling  Green ;  foreman,  constructing 
telegraph  line  on  the  Louisville  Southern  and 
strung  the  first  wires  on  C.  O.  &  S.  W.  R.  R., 
now  Kentucky  Division  of  the  Illinois  Central, 
Louisville  to  Paducah,  and  has  been  in  con- 
tinuous service  on  that  division  since  1883. 
Transferred  to  Postal  Telegraph  Co.  when 
lines  were  leased  to  that  company  until  a  re- 
cent arrangement  made  between  the  railroad 
and  telegraph  company  when  these  men  were 
taken  over  by  the  railroad  as  joint  employes. 

Notwithstanding  his  age,  he  maintains  his 
line  as  well  as  the  younger  men.  The  men 
on  adjoining  divisions  help  out  (Grandpa  as 
they  call  him)  whenever  they  can.  His  ex- 
perience along  the  line  during  all  these  years 
would  fill  a  book.  He  has  removed  many  ob- 
structions found  on  the  track;  one  case  in  par- 
ticular, in  July,  1915,  when  he  noticed  a  spike 
had  been  driven  between  the  rails — a  fast  pas- 
senger train  was  approaching,  and  being  un- 
able to  remove  the  spike,  he  ran  down  the 
track  and  flagged  the  train  preventing  a  seri- 
ous accident.  A  large  sum  of  money  was  col- 
lected by  the  officials  who  were  on  the  train, 
but  Mr.  Nusz  declined  to  accept  it,  saying  he 
was  only  doing  his  duty. 

Of  his  family,  he  has  three  sons  living — 
Dr.  H.  R.  Nusz,  of  Cecilia;  John  H.,  train 
dispatcher,  Southern  Pacific,  El  Paso,  Tex., 
and  Roy,  conductor,  Southern  Railway,  Dan- 
ville, Ky. 

Mr.  Nusz  is  one  of  the  boys  of  the  Ken- 
tucky Division  Order  of  Railway  Telegraph- 
ers and  an  active  member  of  the  Baptist 
Church  of  Cecilia. 


WILLIAM    B.   NUSZ,   LINEMAN, 
CECILIA,  KY. 


FROM  THE  LAW  DEPARTMENT 


1.  Automobite  driver  whose  view  was  ob- 
structed   held    negligent    in    not    stopping    to 
listen. — A   driver  who  approached   a  crossing 
where  the  view  was  obstructed,  without  stop- 
ping his  car  to   listen,   and  was  struck  by  a 
train  whose  approach  he  did  not  hear,  though 
its  rumbling  was  heard  by  numerous  witnesses 
at  greater  distances,  was  contributorily  negli- 
gent as  a  matter  of  law.     The  Court  of  Ap- 
peals, Eighth  Circuit,  discusses  the  authorities 
and  concludes   (p.  969)  :     "The  increasing  use 
of  the  automobile  upon  our  public  highways, 
and  the  constantly  recurring  accounts  of  de- 
plorable accidents  resulting  from  collisions  of 
automobiles    with   railroad   trains  upon  public 
crossings,   convince   us   that  the   rule   of  law 
announced   in  the   foregoing  cases   is   reason- 
able, and  one  which   should  not  be   departed 
from    or    relaxed." — Chicago    Great    Western 
R.  Co.  v.  Biwer,  266  Fed.   Rep.  965. 

2.  Automobile     driver's     negligence. — The 
evidence    showed    that    plaintiff's    intestate,    in 
attempting  to  drive  his  automobile  over  a  rail- 
road crossing,  was  struck  by  a  train  running 
at  a   speed   of   about  35  miles   an   hour,  that 
after  he  reached  a  point  in  the  road  58  feet 
from    the    railroad    track    he    had    an    unob- 
structed view  of  the  track  for  a  distance  of 
1,320    feet    in    the    direction    from   which    the 
train  was  approaching,  that  the  collision  took 
place   in   the   afternoon   of   a   clear   day,   that 
there  was  a  slight  upward  grade  in  the  road 
and  its  surface  was  sandy,  and  that  there  was 
nothing  to   distract   the   attention   of   the    de- 
ceased from  the  oncoming  train.     Held  that, 
as  a  matter  of  law,  he  was  guilty  of  contribu- 
tory negligence. — Anderson  v.  Great  Nortlicni 
Ry.  Co.,  179  N.  W.  (Minn.),  687. 

3.  Res    ipsa    loquitur    doctrine. — That    an 
employee  engaged  in  interstate  commerce  met 
accidental   death  by   stepping  on   a   chunk   of 
coal  upon  the  steps  leading  up  to  a  locomo- 
tive cab  is  not  prima  facie  proof  of  the  em- 
ployer's negligence  under  the  doctrine  of  res 
ipsa  loquitur. — Reeves  v.  C.  St.  P.  M.   &   O. 
Ry.  Co.,  179  N.  W.  (Minn.),  689. 

4.  Minnesota  statute  of  limitations  for  in- 
juries    elsewhere      occurring. — A     Minnesota 
statute,  in  force  since  1858,  provides  that  when 
a  cause  of  action   has  arisen  outside  of  the 
state  and,  by  the  laws  of  the  place  where  it 
arose,   an   action   thereon   is   there   barred   by 
lapse  of  time,  no  such  action  shall  be  main- 
tained   in   the   state  unless   the   plaintiff   be   a 


citizen  thereof  who  has  owned  the  cause  of 
action  ever  since  it  accrued.  Held  constitu- 
tional as  applied  to  an  action  in  Minnesota 
by  a  citizen  of  South  Dakota  against  a  Cana- 
dian corporation  for  personal  injuries  sus- 
tained by  the  plaintiff  in  Canada,  the  Canadian 
limitation  in  such  cases  being  one  year,  where- 
as the  time  allowed  in  Minnesota,  apart  from 
the  above  provisions,  is  six  years,  255  Fed. 
Rep.,  937,  reversed. — Canadian  Northern  Ry. 
Co.  v.  Eggen,  252,  U.  S.,  553. 

5.  Safety    Appliance. — Section    4     of     the 
Safety  Appliance  Act  of   1893,   "in  requiring 
grab  irons  or  handholds  in  the  ends  and  sides 
of   each   car"   should   be   interpreted   and   ap- 
plied in  view  of  practical  railroad  operations, 
and    does    not   mean   that   the   handholds    on 
the   sides   shall   be  supplied   at  all   four  cor- 
ners, but  is  satisfied  if  they  are  placed  at  cor- 
ners  diagonally  opposite. — Boehmer  v.  Penn- 
sylvania R.  R.,  252  U.  S.,  496. 

6.  Adamson   law   as   applied    to   insolvent 
roads. — Nothing     in     the     provisions     of     the 
Adamson  Act  of  September  31,  5,  1916,  fixing 
a  permanent  eight-hour  standard  working  day 
for    employees    engaged    in   the    operation   of 
trains    upon    interstate    railway    carriers,    and 
temporarily  regulating  the  wages  of  such  em- 
ployees,   forbids    the    operation    of    an    insol- 
vent  road   under   an   agreement   between    re- 
ceiver and  employees  for  a  lesser  wage,  which 
agreement  the  employees  desire  to  keep. — Ft. 
Smith  &  W.  R.  Co.  v.  Mills,  64  L.  Ed.,  630. 

7.  Discrimination  by  state  in  re  income  tax 
from    foreign    corporations. — The    exemption 
of   domestic  corporations   doing  business  out- 
side the  state,  but  none  within  the  state,  ex- 
cept   the    holding    of    stockholders'    meetings, 
from  the  payment  of  any  income  tax,  while 
domestic    corporations     doing    business    both 
within  and  without  the  state  are  required  to 
pay  a  tax  on  income  derived  from  their  busi- 
ness  transacted   outside  the   state  as   well   as 
upon  the  income  derived  from  that  done  with- 
in the  state,  which  is  the  result  of  Virginia 
Laws,  1916,  chap.  472,  read  in  connection  with 
Laws  1916,  chap.  495,  amounts  to  an  arbitrary 
discrimination    forbidden    by    the    equal    pro- 
tection of  the  laws  clause  of  the  14th  Amend- 
ment   to    the    Federal    Constitution. — Royster 
Guano  Co.  v.  Virginia,  64  L.  Ed.,  658. 

8.  Railway   carrying  interstate  mail  is  en- 
gaged in  interstate  commerce. — A  road  carry- 
ing pouches  of  interstate  mail  is  so  engaged 


47 


48 


ILLINOIS  CENTRAL  MAGAZINE 


within  the  Federal  Employers'  Liability  Act, 
though  it  is  not  a  common  carrier  of  the  mail, 
either  as  to  the  Government  or  the  persons 
transmitting  the  mail,  so  that  there  can  be  no 
compensation  awarded  by  the  Industrial  Com- 
mission for  the  death  of  an  employee  killed 
while  handling  the  pouches. — C.  C.  C.  &  St. 
L.  Ry.  Co.  v.  Industrial  Commission,  128  N.  E. 
Rep.  (111.),  516. 

9.  Government  motor  truck — state  license. — 
A   state  cannot  require  the  driver  of  a  gov- 
ernment motor  truck  carrying  the  mails  over 
its  post  roads  to  procure  a  license  after  satis- 
fying its  officials  of  his  competence  and  pay- 
ing a  fee  therefor,  though  it  could  hold  him 
responsible   for  violation  of   its  general  laws, 
including  perhaps  its'  laws  of  the  road,  since 
the  requirement  of  a  license  is  an  attempt  to 
regulate  the  doing  of  the  act  he  was  employed 
by   the    government   to   do,    which    is   beyond 
the  power  of  the  state. — Johnson  v.  State  of 
Maryland,  41  Sup.  Ct.  Rep.,  16. 

10.  Changing  passenger  fares  fixed  by  city's 
agreement  held  not  impairment  of  contract. — 
Neither  Const,  art.  4,  Sec.  23,  prohibiting  the 
General    Assembly    from    relieving    or    extin- 
guishing   indebtedness,    liability,   or    obligation 
of  any  corporation  or  individual  to  this  state 
or  to  any  municipal   corporation  therein,  nor 
article  2,  section  14,  and  Const.  U.  S.  art.  .1, 
Sec.   10,   relating  to   impairment  of  contracts, 
can   prevent  the   state   in   the   exercise   of   its 
rate-making   power    from    changing   the   rates 
fixed  by  contract  between  an  elevated  railroad 
and   a   city  not   expressly   granted   the   state's 


rate-making  power. — Hoyne  v.  Chicago  &  0- 
P.  Elev.  Ry.,  128  N.  E.  Rep.  (111.),  587. 

11.  Interstate  Commission's  jurisdiction 
over  state  rates. — In  Rates,  Fares,  and  Charges 
of  New  York  Central  Railroad  Co.,  59  I.  C.  C., 
290,  the  Interstate  Commission  found,  p.  298, 
that  the  increases  made  by  the  carriers  under 
Ex  Parte  74,  relating  to  passenger  fares  and 
baggage  charges,  and  now  in  effect,  result  in 
reasonable  passenger  fares  and  baggage  for 
interstate  transportation  within  the  territory 
involved  in  this  proceeding,  and  that  "the 
failure  of  the  carriers  within  the  state  of 
New  York  to  increase  the  standard  intrastate 
fares  and  charges  correspondingly  has  resulted 
in  the  past  and  will  result  in  the  future :  In 
intrastate  fares  and  charges  lower  than  the 
corresponding  interstate  fares  and  charges ;  in 
undue  prejudice  to  persons  traveling  in  inter- 
state commerce  within  the  state  of  New  York 
and  between  points  in  the  state  of  New  York 
and  points  in  other  states;  in  undue  prefer- 
ence and  advantage  to  persons  traveling  in- 
trastate in  New  York,  and  in  unjust  discrimi- 
nation against  interstate  commerce.  We  fur- 
ther find  that  said  undue  prejudice  and  unjust 
discrimination  should  be  removed  by  making 
increases  in  said  intrastate  passenger  fares 
and  baggage  charges  which  shall  correspond 
with  the  increases  heretofore  made  as  afore- 
said in  interstate  passenger  fares  and  bag- 
gage charges."  Like  findings  were  made  with 
respect  to  increases  relating  to  space  occupied 
by  passengers  in  sleeping  and  parlor  cars,  and 
with  respect  to  rates  on  milk  and  cream. 


iru  Industry,  Du  Quoin  11 


to  Li 


VG/ 


It  is  not  tne  Science  oi  curing  Disease  so  much  as  me  prevention  01  rt 

tnat  produces  tne  greatest  ^ood  to  Humanity.  One  of  tne  most  important 

duties  of  a  Health  Department  should  be  tne  educational 

*     *      *     A  teaciiing  people  now  to  live   *     *     * 

Water 


This  important  fluid  is  an  ever  present,  in- 
dispensable factor  in  the  support  of  human 
life  and  the  processes  necessary  to  the  sup- 
port thereof.  It  forms  almost  three-fourths 
of  the  composition  of  the  human  body  and 
is  constantly  being  taken  in,  performing 
some  important  act  in  the  human  economy, 
and,  changed  in  composition,  being  elimi- 
nated again.  Water  is  also  an  important 
constituent  of  most  foods,  its  percentage 
amount  being  so  high  in  some  instances  as 
to  give  rise  to  an  important  commercial 
economic  process  of  recent  years,  viz.:  de- 
hydration or  the  withdrawal  of  contained 
water  in  order  to  lessen  weight;  various 
vegetables  have  been  so  treated  and  shipped, 
principally  potatoes,  and  it  has  been  proven 
that  this  withdrawal  of  water  increases  the 
"keeping  qualities"  of  the  product  so  treated. 

There  is  no  deprivation  so  cruel,  so  dif- 
ficult to  undergo,  so  quickly  provocative  of 
death,  as  that  caused  by  entire  withdrawal 
of  water.  A  recent  celebrated  case  lived 
one  and  one-half  months  without  food  but 
water  was  given  as  often  as  asked  for  and 
had  it  not  been,  death  would  have  occurred 
much  more  quickly. 

Its  use  for  drinking  purposes  is  important 
but  there  are  still  further  uses  for  purposes 
of  bathing,  washing  of  clothing,  cooking 
and  finally  for  disposal  of  excremetitious 
wastes  from  the  human  body. 

With  this  general  consideration  of  the 
value  and  necessity  of  water  it  will  be  of 
interest  to  know  how  much  water  is  con- 
sumed in  various  common  daily  uses,  the  old 
standard  being  that  the  adult  should  have 
one  gallon  of  water  per  day  for  washing 
and  drinking  purposes.  Think  how  the  on- 
ward march  of  civilization  has  changed  our 
standards — present  day  experts  estimate  that 
we  should  have  from  sixty  to  one  hundred 
and  twenty  gallons  per  day  for  all  pur- 
poses. The  per  capita  consumption  is  in- 
creasing year  by  year — for  instance,  the 
City  of  Baltimore,  in  estimating  the  amount 
of  water  which  would  be  necessary  for  fu- 


ture needs  found  that  if  1915  required  130 
gallons  per  capita,  that  1920  was  requiring 
135  gallons,  and  that  figuring  on  this  per- 
centage increase  for  the  past  five  years,  that 
1940  would  require  150  gallons. 

Each  use  of  the  ordinary  bath-tub  requires 
about  twenty  gallons;  the  emptying  of  a 
toilet  tanic  takes  four  gallons;  for  drinking 
use  alone  the  average  adult  uses  three  pints 
and  wastes  about  the  same  amount  per  day; 
the  City  of  Pittsburgh  furnishes  each  one 
of  its  inhabitants  250  gallons  daily,  Phila- 
delphia, 227,  and  Washington,  218. 

Chicago  used  in  1900  per  capita  daily  190 
gallons  and  three  years  later  the  amount 
had  increased  to  218;  Boston  in  1905  used 
151  gallons  and  ten  years  later  was  using 
but  104  gallons. 

It  is  interesting  to  note  that  fully  one-half 
of  the  water  supplied  is  wasted,  this  waste 
due  to  broken  mains,  wanton  misuse  of 
household  supply  and  other  ways  too  nu- 
merous to  mention. 

Even  in  drinking  water  there  is  much 
wastage,  computed  by  some  at  one-third, 
the  wastage  taking  place  by  reason  of  not 
drinking  all  of  the  water  drawn,  a,s  is  so 
often  the  case  in  children;  rinsing  out  the 
drinking  cup  and  throwing  away,  letting  the 
water  run  to  get  cool,  etc. 

In  this  present  day  and  age  it  has  been 
found  essential  to  health  to  have  the  water 
we  drink  as  pure  as  possible  and  the  United 
States  government  has  specified  standard 
conditions  which,  when  not  lived  up  to,  re- 
sults in  a  governmental  order  to  discontinue 
the  use  of  the  water  and  the  placement  of  a 
sign  designating  such  water  as  "unfit  for 
drinking  and  culinary  purposes."  This 
water  must  then  be  purified  up  to  the  gov- 
ernment standard,  ascertained  by  chemic 
and^  bacteriologic  analysis,  before  it  can  be 
again  used  by  the  public. 

The  purification  is  usually  carried  on  by 
the  city  within  whose  limits  the  consumer 
lives  and  is  commonly  purification  by  chem- 
icals, often  accompanied  by  filtration 
through  sand  and  gravel. 


49 


50  ILLINOIS  CENTRAL  MAGAZINE 

These  purification  plants,  dependent  upon  water  main  nearby  or  from  the  proximity 
the  size  of  the  community  to  be  supplied,  of  a  privy  to  the  family  well  and  the  sub- 
cost  for  erection  of  necessary  buildings  and  sequent  contamination  of  the  latter  with  the 
apparatus  twelve  thousand  dollars  for  every  later  appearance  of  typhoid  fever  in  users 
million  gallons  of  water  used.  of  the  well  water. 

Now  as  to  what  diseases  can  be  contract-          ThJs  acddent  is  carefully  guarded  against 

ed  from  the  drinking  of  impure  water.    Ty-  Jn    ,  communities    having   water    puri- 

phoid  fever,  cholera  and  dysentery  are  the  fication  plants  by  daily  or  weekly  analysis 

principal  survivors  of  the   tangled  mass  of  of    the    wat        the   resuhs    readily  showing 

old  beliefs  in  which  malaria,  ga  stones  and  the  presence  of  sewage  contamination, 
kidney  stones  and  many  other  ills  to  which  . 

flesh  is  heir  were  blamed  on  "impure  water"          Boiling   suspected   drinking      water    is   a 

and,  indeed,  it  is  hard  in  some  regions  of  means  often  employed  to  prevent  the  spread 

these  United  States,  to  convince  the  people  of  the     water-borne    diseases  and  is  emca- 

that  malaria  does  not  come  from  drinking  cious.    Treatment  of  the  water  with  bleach- 

"bad  water"  even  in  the  present  day.  ing  powder  can  also  be  done  at  the  home,  a 

The  three  diseases  mentioned  above  are  stock  solution  being  prepared  by  dissolving 
spoken  of  as  "water  borne  diseases"  and  half  a  teaspoonful  of  bleaching  powder  to 
originate  usually  from  contamination  of  the  one  pint  of  water  and  using  one  teaspoon- 
drinking  water  supplies  by  sewage  which  ful  of  this  to  each  ten  gallons  of  water  un- 
contains  the  disease  producing  bacteria.  der  suspicion.  The  water  should  be  allowed 
This  may  occur  accidentally  from  the  burst-  to  stand,  after  thorough  mixing,  for  fifteen 
ing  of  a  sewer  main  and  seepage  into  the  minutes. 


Haleyville,  Ala.,  October  14,  1920. 
Illinois  Central  Hospital, 

Paducah,  Ky. 
Gentlemen: 

I  wish  to  let  you  know  that  I  have  gotten  so  much  benefit  from  the  treatment  that  I 
have  received  from  the  Hospital  Department,  and  would  not  take  anything  for  the 
operation  which  has  been  performed  on  me  through  the  Hospital  Department.  I  cannot 
express  myself  in  words  as  to  the  gratitude  I  feel  towards  the  Hospital  Department 
for  the  prompt  and  kind  attention  I  received  while  undergoing  treatment  at  the  Illinois 
Central  Hospital  at  Paducah,  Ky.  There  will  always  be  a  warm  spot  in  my  heart  for 
your  hospital  and  the  Illinois  Central  Hospital  Department. 

Yours  truly, 

(Signed)   J.  T.   Freeze, 
Conductor, 
Haleyville,  Ala. 

Champaign,   111.,   October  25,   1920. 
Dr.  G.  G.  Dowdall, 
Chief  Surgeon, 
Chicago,  111. 
Dear  Doctor: 

I  believe  that  it  is  time  that  I  answered  your  letter  which  I  received  while  still  in 
the  care  of  the  Hospit'al  Department  wishing  me  a  speedy  recovery  from  my  serious 
attack  of  typhoid  fever,  for  which  I  thank  you. 

I  am  feeling  very  good  now  and  was  able  to  return  home  from  the  hospital  on 
October  21st,  although  I  have  a  pretty  sore  back,  which  bothers  me  considerable,  yet 
I  hope  to  be  able  to  get  up  and  about  in  the  near  future.  As  you  have  received  reports 
of  my  care  from  the  local  doctors,  I  wish  that  you  would  give  me  your  personal  opinion 
as  to  about  what  time  I  will  be  able  to  resume  my  duties  out  at  the  shops. 

I  certainly  appreciate  the  good  care  I  received  at  the  hospital  from  the  nurses  and 
doctors,  who  I  now  know  stuck  with  me  through  all  of  it,  although  I  dp  not  remember 
or  know  what  happened  in  the  two  months  that  I  was  delirious.  But  I  do  know  that 
the  doctors  deserve  great  praise  for  pulling  me  through  after  I  was  considered  a  hope- 
less case.  You  will  please  give  the  doctors  and  nurses  who  took  care  of  me  to  under- 
stand that  I  fully  appreciate  their  great  efforts  in  my  behalf  while  I  was  sick. 

I   hope   that   I   will  fully   recover   in   the  near  future,   and  that   the    Illinois    Central 
Hospital  Department  will  stand  forever  and  keep  on  doing  good. 
Trusting  to  hear  from  you  soon,  I  remain, 

Yours  very  truly, 

(Signed)  Leo  J.  Wassmuth, 

Acetylene    Welder, 
Champaign,    111. 


ILLINOIS    CENTRAL    MAGAZINE 


51 


Harahan, , -La.,  November  29,  1920. 


Dr.  W.  W.  Leake, 

Assistant  Chief  Surgeon, 
Illinois  Central  Hospital, 
New  Orleans,  La. 

Dear  Doctor: 

I  am  writing  you  this  letter  to  advise  you  that  I  have  now  fully  recovered  from  my 
operation,  which  was  performed  on  me  about  two  months  ago,,  and  that  I  am  feeling 
better  than  I  have  for  many  years. 

I  wish  to  express  my  appreciation  for  the  unexcelled  care  and  kindness  which  I  re- 
ceived while  a  patient  at  the  Illinois  Central  Hospital,  New  Orleans.  I  was  a  patient 
there  under  the  care  of  the  Hospital  Department  during  the  month  of  October,  1920, 
and  all  possible  care  and  attention  was  furnished  me  while  there. 

I  wish  to  thank  the  attending  corps  of  doctors  and  nurses  on  the  Illinois  Central 
Hospital  Staff  at  New  Orleans. 

Yours  respectfully, 

(Signed)    P.    H.    Schneckenburger, 

Section  Foreman, 
Harahan,   La. 


CIAIMS  DEPARTMENT 


In  Defense  of  Thievery 


Those  of  you  who  have  read  with  interest 
the  late  Robert  Louis  Stevenson's  essay,  "On 
Idleness,"  in  which  the  illustrious  author  de- 
fends the  idler  from  the  attacks  of  those 
who  laud  the  worker,  may  be  interested  in  a 
short  treatise  on  the  subject  of  thievery  pre- 
pared by  Claim  Agent  Charles  D.  Cary  of 
Kankakee.  .  Mr.  Gary's  essay  was  provoked 
by  a  "Vox  Populi"  article  in  a  Chicago  paper 
warning  the  public  against  the  practices  of 
the  thugs,  pickpockets  and  holdup  artists  who 
are  supposed  to  thrive  within  the  corporate 
limits  of  Chicago.  Cary,  of  Kankakee,  has 
named  his  creation  "A  Replication,"  and  it  is 
offered  in  these  words : 

"Why  despise  a  thief?  These  are  they  who 
were  the  associates  of  the  Savior  in  His  dying 
hour.  These  are  they  whose  trade  we  may 
vet  engage  without  the  terror  of  walking  dele- 
gate or  misappropriation  of  the  union  label. 

"Assimilated  in  this  craft  are  some  of  the 
mighty  of  this  age — bankers,  politicians,  some- 
times a  preacher  now  and  then,  and  perhaps 
a  profiteer.  Here  .we  have  the  organization 
of  the  ways  and  means  committee  specialized 
to  the  nth  power.  While  we  do  not  have 
access  to  the  latest  census  returns,  we  have 
reason  to  believe  that,  numerically,  their  num- 
bers have  not  been  seriously  depleted. 

"Again,  this  is  rather  an  exclusive  voca- 
tion to  which  all  men  are  not  eligible.  You 
take  a  man,  say,  of  the  Billy  Mason  or  Grover 
Cleveland  type,  and  they  would  have  made 
miserable  thieves,  reduced  the  profession  to 
infamy  and  dishonor,  and  hung  it  up  to  dry 
in  some  contemptible  penitentiary.  Whereas 
you  take  a  man  of  the  Andy  Gump  variety, 
and  he  would  have  been  ahead  of  the  hounds 
and  at  the  same  time  lending  a  dignity  to  the 
calling  that  gives  thievery  its  basic  rights  of 
success. 

"Good  thieves  are  scarce,  though  perhaps 
not  so  scarce  as  they  were.  By  this  we  mean 
skilled  operators,  who  can  thrive  in  the  loop 
on  that  penny  'ante  stuff  and  not  have  to  be 
subjected  to  the  indignities  of  excursions  into 
the  country  in  quest  of  the  'Fast  Mail'  and 
other  light  attractions. 

"All  we  need  is  numbers  and  skill  to  make 
Lenin  and  Trotsky  look  like  bushwhackers." 


SETBACK  FOR  DAMAGE  SUITS 

For  the  October  term  of  Warren  County 
(Ky.)  Court  thirty-three  damage  suits  were  on 
the  calendar  against  the  railroad,  twenty-three 


of  them  having  been  carried  over  from  the  pre- 
ceding term.  Of  the  thirty-three  only  one  was 
tried ;  eleven  were  compromised  and  three  were 
dismissed  by  the  plaintiffs,  thus  leaving  nine- 
teen pending  at  the  close  of  the  term. 

Of  the  ten  suits  brought  for  the  October 
term  there  were  three  in  which  it  was  con- 
fidently expected  that  a  "killing"  would  be 
made.  The  first  of  the  three  was  that  of 
Sam  Story,  locomotive  engineer.  On  May  1 
he  was  handling  a  switch  engine  in  Vicks- 
burg  yards  when  a  flue  in  the  locomotive 
burst.  He  claimed  that  in  attempting  to  es- 
cape from  the  hot  steam  and  water  which 
was  blown  back  through  the  fire  box  he  went 
out  through  the  front  window  of  the  cab  and 
fell  off  the  running  board,  sustaining  a  broken 
back.  He  was  taken  to  his  home  and  the 
company's  physician  failing  to  respond 
promptly,  he  called  another  doctor  and  then 
refused  to  have  the  company  doctor.  The 
physician  he  called  continued  in  attendance 
for.  seven  weeks,  but  was  unable  to  find  anyj 
thing  serious  the  matter,  so  he  was  dismissed 
and  another  called  who  claimed  to  find  him 
in  a  very  bad  condition.  However,  an  agree- 
ment was  had  later  whereby  a  disinterested 
surgeon  was  chosen  who  took  him  to  a  sani- 
tarium and  made  an  exhaustive  examination. 
This  is  the  suit  which  was  tried  and  was  for 
$100,000,  being  brought  within  a  short  time 
after  the  accident  occurred  and  without  any 
claim  being  presented  to  the  railroad.  Upon 
the  trial  the  plaintiff  was  brought  into  the 
court  room  on  a  cot  and  testified  from  a  re- 
clining position  upon  it,  claiming  to  be  per- 
manently and  totally  incapacitated.  The  dis- 
interested surgeon  who  made  the  examination, 
and  the  physician  called  in  by  the  plaintiff 
following  the  accident,  both  testified  that  they 
could  find  nothing  wrong  with  him.  The  case 
was  vigorously  contested  and  resulted  in  a 
peremptory  instruction  in  favor  of  the  rail- 
road. This  was  a  death  blow  to  the  hopes  of 
the  plaintiff  and  his  counsel  as  they  never  had 
the  remotest  idea  of  such  a  result. 

However,  this  sweeping  victory  on  the  part 
of  the  company  was  in  a  sense  only  temporary, 
as  on  argument  of  motion  for  a  new  trial, 
two  weeks  later,  the  court  reversed  himself  and 
set  aside  the  verdict  for  the  railway,  grant- 
ing a  new  trial,  whiclrwill,  no  doubt,  be  had 
at  the  January  term. 

The  second  of  the  three  cases  referred  to 
was  that  of  Mrs.  Vicknair  for  the  death  of 


52 


ILLINOIS    CENTRAL    MAGAZINE 


her  husband,  a  machinist  who  was  killed  while 
operating  a  planer  in  the  shops  at  Vicksburg 
last  March.  The  accident  was  a  most  deplor- 
able one,  the  injuries  being  frightful,  Mr. 
Vicknair  living  over  three  days.  However, 
a  thorough  investigation  failed  to  disclose  any- 
thing wrong  with  the  planer  and  all  the  facts 
indicated  that  the  accident  was  due  to  the  de- 
ceased accidentally  striking  the  starting  lever 
with  his  knee  while  leaning  over  the  machine. 
He  was  a  very  popular  young  man,  an  ex- 
soldier  and  left  a  widow,  hence  a  strong  effort 
was  made  by  the  claim  department  to  settle 
with  her  and  avoid  a  suit.  She  was  offered 
$6,000.  Other  influences,  however,  prevailed 
and  she  placed  the  case  in  the  hands  of  at- 
torneys, filing  suit  for  $50,000. 

When  the  Story  case  resulted  so  unexpect- 
edly Mrs.  Vicknair's  attorneys  apparently  got 
"cold  feet"  and  compromised  her  suit  for 
$6,000,  the  amount  offered  before  it  was 
brought. 

The  third  case  was  rather  an  unusual  one. 
In  the  investigation  of  the  Story  accident  and 
suit  it  developed  that  the  law  firm  of  Chaney 
&  Ramsey,  one  of  the  firms  bringing  the  suit, 
had  employed  an  ex-shop  employe,  paying 
him  $25  to  purloin  from  the  boilermaker-fore- 
man's  office  a  flue,  which  was  supposed  to  be 
the  one  which  burst  in  the  engine  causing 
Engineer  Story's  injury.  A  flue  was  obtained, 
but  it  was  not  the  one  in  question.  Consid- 
erable investigation  was  made  by  the  claim 
department  of  this  and  other  phases  of  the 
suit  from  which  W.  W.  Ramsey,  a  member 
of  the  firm  of  Chaney  &  Ramsey,  concluded 
that  his  character  was  being  impugned  sp  he 
filed  suit  against  the  railroad  and  Special  Claim 
Agent  Ogilvie  for  slander,  in  the  sum  of 
$50,000. 

After  the  verdict  in  the  Story  case  and  com- 
promise of  the  Vicknair  case  the  Ramsey  case 
was  non-suited. 

Then  a  suit  by  Earl  Goodrum,  foreman  of 
a  switch  engine  at  Vicksburg,  who  had  the 
toes  of  one  foot  cut  off  while  switching  cars 
and  which  was  tried  at  a  previous  term,  result- 
ing in  a  verdict  of  $25,000,  was  also  com- 
promised by  the  payment  of  a  little  more  than 
one-third  of  the  amount  of  the  verdict.  Every 
effort  was  made  to  settle  with  Goodrum  be- 
fore suit,  he  being  offered  a  sum  undoubtedly 
equal  to  what  the  compromise  mentioned  nets 
him  and,  besides,  was  tendered  a  clerical  posi- 
tion which  would  have  paid  him  substantially 
more  than  he  was  receiving  as  switch  fore- 
man, but  the  lure  of  a  possible  big  verdict 
prevailed,  so  the  settlement  fell  through. 

Vicksburg  has  long  been  a  source  of  much 
litigation  and  verdicts  out  of  all  proportion 
to  the  damages  sustained  have  several  times 
been  returned.  The  animosity  displayed  by 
some  injured  employes  and  the  willingness  on 
the  part  of  the  citizens  of  Warren  County, 
sitting  on  juries,'  to  return  unreasonable  ver- 
dicts has  been  hard  to  understand,  especially 


as  by  far  the  principal  business  industries  at 
Vicksburg  are  the  Yazoo  &  Mississippi  Valley 
shops  and  the  railway's  other  interests  there. 
Also,  exceptional  liberality  has  been  displayed 
by  the  company  in  settling  claims  at  that  point. 
Nevertheless,  a  feeling  has  developed  that  al- 
most any  sum  could  be  recovered  by  suing, 
so  that  latterly  settlements  at  anything  like 
decent  figures  in  many  cases  have  been  im- 
possible. 

It  never  fails  but  what,  sooner  or  later 
where  such  greed  is  manifested,  it  becomes 
so^  rampant  that  it  kills  the  goose  that  lays 
the  golden  egg.  Just  how  soon  this  may  hap- 
pen at  Vicksburg  the  future  will  have  to  dis- 
close. 


QUICK  ACTION 

One  minute  and  a  half  after  the  occurrence 
of  an  accident  at  Brookhaven,  Miss.,  Decem- 
ber 17,  in  which  an  automobile  belonging  to 
Warren  Brown  of  that  city  was  struck  by 
the  engine  of  No.  33,  T.  Brady,  Jr.,  local 
attorney,  was  writing  a  letter  to  Claim  Agent 
J.  L.  Small  of  McComb,  reporting  the  case. 

Being  on  the  job  is  the  first  essential— one 
of  the  first  essentials,  at  least— of  success. 
This  department  suggests  that  Mr.  Brady 
qualifies.  His  success  as  an  attorney  demon- 
strates his  qualification,  without  this  note,  but 
it  is  added  as  a  testimonial  from  these  parts. 

ON  THE  SAME  SUBJECT 

Speaking  further  of  prompt  action,  there 
is  the  case  of  J.  D.  Doty,  agent  at  Hackle- 
burg,  Ala.  On  November  27  a  fine  calf  was 
struck  and  killed  within  the  station  limits 
of  Hackleburg.  Agent  Doty  was  on  the  job. 
It  took  him  two  or  three  days  to  locate  the 
owner  of  the  calf.  A.  L.  Wiginton,  cashier 
of  the  Bank  of  Hacklebufg.  Taking  up  the 
matter  with  Mr.  Wiginton,  the  cashier  re- 
fused to  press  a  claim  for  the  calf,  offering 
genially  that  whereas  the  calf  formerly  had 
been  intended  for  a  milch  cow  it  was  now 
worth  much  more,  since  it  was  a  mixture  of 
Jersey,  Duroc-Jersey,  Durham,  Holstein, 
Short  Horn,  white-faced,  locomotive  and  cow. 

UNUSUAL  ACCIDENTS 
The  claim  department  makes  up  a  monthly 
statement  of  casualties  in  which  are  printed 
about  seventy-five  causes  of  accidents,  with 
another  heading  of  "Other  Causes",  in  which 
are  shown  the  accidents  which  do  not  prop- 
erly come  under  the  principal  headings. 

If  a  detailed  statement  were  made  of  the 
accidents  coming  under  "Other  Causes"  it 
would  contain  many  unique  cases.  As  sam- 
ples of  these  are  the  following  cases : 

Recently  two  bulls  were  shipped  from  a 
Northern  point  over  the  Illinois  Central,  billed 
to  the  United  Fruit  Company  at  New  Orleans, 
to  be  transported  by  that  company  to  a  South 
American  port.  On  arrival  at  New  Orleans 
the  animals  were  taken  out  of  the  car  and 


54 


ILLINOIS  CENTRAL  MAGAZINE 


tied  to  the  dock  alongside  of  the  United  Fruit 
Company's  steamer.  Shortly  thereafter  one 
of  the  bulls  broke  loose  and  ran  up  town  and 
on  Canal  street  ran  over  a  woman  and  a  boy, 
causing  quite  serious  injuries. 

Since  then  a  car  load  of  cattle  was  un- 
loaded at  Cleveland,  Miss.,  to  be  fed  and 
watered.  One  of  the  steers  jumped  the  stock 
pen  fence  and  got  away.  The  agent  em- 
ployed a  man  to  round  down  the  animal. 
After  two  days'  effort  he  succeeded,  but  while 
driving  the  animal  through  the  streets  of 
Cleveland  it  stampeded  and  ran  over  a  man 
and  woman,  quite  seriously  injuring  them." 

In  the  city  of  New  Orleans  the  Illinois 
Central  has  a  track  leading  from  its  station, 
running  down  the  center  of  Howard  avenue 
to  the  river  front.  Recently  the  railroad  had 
a  gang  of  laborers  repaying  the  street  be- 
tween the  rails  and  adjacent  thereto.  A  team 
was  being  driven  along  the  street  when  an- 
other vehicle  was  carelessly  run  into  the  team. 
The  mule  which  was  struck  being  frightened, 
kicked  and  struck  one  of  the  men  who  was 
laying  the  paving  blocks,  quite  seriously  in- 
juring him. 

Of  course  in  all  these  instances  the  railroad 
is  expected  to  furnish  the  "green-backed 
salve"  necessary  to  cure  the  wounds. 


RAILROAD  COLLECTS  DAMAGES 

On  September  29  Yazoo  and  Mississippi 
Valley  passenger  train  No.  34,  while  passing 
over  Horn  Lake  road  crossing  in  Memphis, 
was  run  into  by  an  automobile  truck  belong- 
ing to  J.  T.  Fargason  &  Company,  which 
was  being  handled  by  a  negro  driver.  The 
train  crew  did  not  know  anything  of  the 
accident  at  the  time,  but  passengers  did.  On 
arrival  of  the  train  at  Grand  Central  Station, 
Memphis,  it  was  found  that  the  sides  of  three 
coaches  had  been  scratched  and  damaged  to 
the  extent  of  $57.44.  The  negro  driver  had 
the  usual  alibi,  namely,  that  the  brakes  would 
not  work.  A  bill  has  been  presented  to  his 
employers  for  damage  to  the  coaches  and 
they  have  agreed  to  pay  it. 

This  is  one  of  the  rare  instances  where 
the  old  proverb  of  "What  is  sauce  for  the 
goose  is  sauce  .for  the  gander"  is  made  to 
apply  to  an  occurrence  in  which  the  railway 
and  private  individuals  are  concerned. 


MUST  STOP  AND  LISTEN 
The  courts  are  beginning  to  take  notice  of 
the  constantly  increasing  automobile  grade 
crossing  accidents  occurring  upon  our  public 
highways.  A  case  of  interest  has  recently 
been  decided  by  the  Circuit  Court  of  Appeals, 
8th  _  Circuit.  The  court,  after  reviewing  the 
testimony  in  a  case  wherein  the  Chicago  Great 
Western  Railroad  was  sued  for  personal  in- 
juries occurring  in  an  automobile  grade  cross- 
ing accident,  says : 

"The  increasing  use  of  the  automobile  upon 
our   public   highways,   and   the   constantly   re- 


curring accounts  of  deplorable  accidents  re- 
sulting from  collisions  of  automobiles  with 
railroad  trains  upon  public  crossings,  convince 
us  that  the  rule  of  law  announced  in  the  fore- 
going case  is  reasonable,  and  one  which 
should  not  be  departed  from  or  relaxed." 

The  rule  referred  to  requires  an  automobile 
driver  who  approaches  a  railroad  crossing  ; 
where  the  view  is  obstructed  to  stop  and  lis- 
ten. The  public,  newspapers,  coroners'  juries, 
and  uninformed  people  too  often  clamor  for 
gates,  bells  and  crossing  watchmen  when  an 
accident  occurs,  and  the  burden  is  thus  passed 
to  the  railroads.  That  this  so-called  protec- 
tion does  not  protect  is  shown  by  the  alarm- 
ing toll  of  fatal  accidents.  Until  the  rule  re- 
quiring drivers  to  stop  and  listen  where  the 
view  is  obstructed  is  strictly  observed,  the 
grade  crossing  peril  will  be  with  us.  During 
the  eleven  month  period  of  this  year  there 
were  34  people  killed  and  209  injured  in  grade 
crossing  accidents  on  the  Illinois  Central  Sys- 
tem. There  is  at  present  some  agitation  for 
the  elimination  of  crossings  at  grade.  To 
do  this  on  the  Illinois  Central  would  cost 
more  than  the  capital  stock  of  the  company. 
Recognizing  the  impracticability  of  this  rem- 
edy, the  Des  Moines  Capital  in  commenting 
on  a  recent  accident  in  Iowa,  published  the 
following  article,  under  the  title  of  "Death 
Stalks  at  Crossings" : 

"Automobile  killings  at  grade  crossings  are 
always  pitiful,  and  none  more  so  than  the 
killing  by  a  Rock  Island  passenger  train  at 
Van  Meter,  Tuesday  morning.  A  passenger 
train  slowing  up  near  a  depot  killed  a  father, 
mother,  son  and  little  daughter.  The  car  was 
driven  by  Elmer  Lienemann,  the  son.  The 
family  had  started  to  Des  Moines  on  a  shop- 
ping expedition.  There  was  no  occasion  for 
hurry. 

"The  track  in  both  directions  was  in  full 
view.  The  young  man  who  was  at  the  wheel 
was  probably  filled  with  youthful  spirit  and 
an  ambition  to  cross  the  track  ahead  of  the 
train. 

"One  more  family  has  been  destroyed  on 
account  of  the  thoughtlessness  of  the  driver. 
Just  what  could  be  done  to  cause  drivers  to 
be  more  careful  in  regard  to  crossing  steam 
railroad  tracks  no  one  can  now  say.  But 
something  ought  to  be  done.  Such  killings 
are  not  accidental  nor  are  they  intentional. 
They  represent  some  one's  desire  to  be  smart 
or  to  get  ahead  of  some  one. 

"It  is  useless  to  talk  about  abolishing  grade 
crossings  in  a  state  that  is  honeycombed  by 
railroads.  We  do  not  know  that  an  estimate 
has  been  made  with  regard  to  the  cost  but  it 
certainly  would  be  prohibitive.  What  we  need 
to  do,  pending  the  adoption  of  devices  and 
laws,  is  to  use  common  sense  when  the  matter 
of  life  or  death  depends  upon  our  own  in- 
telligence." 

When  the  public  realizes  that  the  preven- 
tion of  a  majority  of  these  accidents  rests 


ILLINOIS  CENTRAL  MAGAZINE 


55 


entirely  with  the  driver  of  an  automobile,  the 
so-called  protection  of  safety  devices,  gates, 
and  crossing  flagmen  will  be  unnecessary. 


"REPAIRS  AND  INJURIES" 

Claim  Agent  W.  R.  Clemans  of  Carbondale, 
Illinois,  offers  the  following  on  "Minor .  Re- 
pairs to  Cars  and  Their  Relation  to  Personal 
Injuries'': 

"The  repairing  of  cars  has  always  been  a 
live  subject  on  this  railroad,  and  especially 
at  a  time  when  we  are  short  of  equipment 
as  has  been  the  case  for  some  time,  but  it 
occurs  to  me  that  few  employes,  if  any,  give 
enough  thought  to  the  question  of  why  re- 
pairs are  made.  It  is,  of  course,  necessary  to 
repair  cars  to  make  them  fit  for  loading  and 
for  safe  operation  over  the  railroad,  but  I 
fear  that  the  question  of  personal  injuries  is 
not  given  due  consideration  when  repairs  are 
being  made,  and  specially  so  if  they  be  minor 
repairs. 

"Just  recently  a  coal  car  was  placed  at  a 
coal  mine  for  loading.  The  car  was  loaded 
and  was  being  switched — the  object  of  the 
switching  crew  handling  this  'car  being  to 
kick  it  down  the  lead  in  order  that  other 
cars  could  be  switched  out.  When  a  member 
of  the  crew  attempted  to  cut  this  car  off  by 


use  of  the  pin-lifter  the  knuckle  Jock  failed 
to  rise.  After  making  several  unsuccessful 
attempts  to  effect  separation,  the  man  who  was 
doing  this  work  stepped  between  the  moving 
cars,  with  the  result  that  he  was  run  over 
by  the  cars  and  fatally  injured. 

"An  inspection  made  immediately  after  the 
accident  occurred  showed  that  a  piece  of  wire, 
instead  of  a  cotter  key,  had  been  placed 
through  the  hole  in  the  knuckle  lock  pin.  This 
piece  of  wire,  being  of  smaller  dimensions 
than  cotter  keys  used  in  such  places,  allowed 
the  head  of  the  knuckle  lock  pin  to  drop 
down  and  foul  on  the  bottom  of  the  opening 
for  the  knuckle  lock,  making  the  coupler  in- 
operative. 

"It  is,  of  course,  not  known  who  made  this 
minor  repair,  but  little  did  he  think,  whoever 
it  might  be,  that  the  improper  use  of  that 
piece  of  wire  instead  of  a  cotter  key  would 
result  in  a  woman  being  left  a  widow,  two 
small  children  fatherless  and  a  loss  to  the 
railroad  of  one  of  its  faithful  employes. 

"The  object  of  this  article  is  not  to  criticise 
persons  whose  duties  require  them  to  repair 
cars,  but  to  impress  upon  them  the  fact  that 
repairs  are  not  only  made  for  the  safe  opera- 
tion of  cars  over  a  railroad  but  to  avoid 
personal  injuries  to  employes  handling  -such 


FACTS  AND  FIGURES 

ABOUT 

PERSONAL  INJURY  ACCIDENTS 


Bulletin  No  3. 

For  Sixty  Day  Period  ending  December  J~ 


AMD  SWITCHMEN 
Z45   INJURED 


ENGINEMEN 
163   INJURED. 


Classification  of  Injuries  by  Divisions 

I  MAINTENANCE  MAINTENANCE    OF 

TRANSPORTATION  OF  \VA\  EQUIPMENT 


1 

o 

DIVISIONS 

Chicago  Tm'l 2 

St.    Louis 3 

Illinois  4 

Indiana  1 

Springfield  2 

Wisconsin    3 

Minnesota    7 

Iowa    2 

Tennessee    4 

Kentucky 2 

Mississippi    ..._ 0 

Louisiana  3 

New  Orleans  Tm'l 3 

Memphis  Tm'l 1 

Memphis    3 

Vicksburg    1 

New    Orleans '. 2 

C.    M.    &  G 0 

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4 

3 

4 

10 

4 

16 

4 

23 

5 

1 

0 

0 

7 

2 

8 

1 

0 

1 

0 

8 

10 

3 

3 

9 

1 

2 

3 

1 

0 

3 

1 

5 

3 

3 

0 

2 

2 

5 

0 

11 

5 

2 

6 

12 

4 

0 

2 

12 

6 

3 

0 

4 

2 

0 

0 

3 

2 

2 

3 

4 

3 

1 

0 

7 

2 

15 

3 

17 

11 

6 

9 

27 

1 

0 

0 

2 

0 

0 

1 

6 

6 

3 

2 

1 

1 

18 

13 

23 

1 

8 

2 

4 

2 

11 

3 

34 

0 

3 

4 

10 

4 

8 

3 

18 

7 

19 

0 

0 

0 

0 

0 

3 

0 

0 

0 

0 

0 

0 

1 

0 

6 

3 

7 

15 

2 

0 

8 

7 

0 

1 

0 

0 

0 

0 

0 

— 

44  121  111     77     76  248 


323 

173 

73 

60 

63 

87 

87 

80 

63 

136 

27 

136 

141 

98 

71 

14 

76 

2 

1710 


56 


TRANSPORTATION 
DEPARTMENT 


lervice 


A  PATRON  OF  THE  ILLINOIS  CENTRAL  SPEAKS  IN  GLOWING  TERMS  OF 
THE   COURTESY   OF   THE   EMPLOYES   OF   THAT   COMPANY 

COMPANY 

BATES  VALVE  BAG  COMPANY. 
Mr.  C.  H.  Markham,  President,    7310  South  Chicago  Avenue.  December  13,  1920. 

Illinois  Central  Railroad, 
Central  Station, 

Michigan  Avenue  and  Roosevelt  Road, 

Chicago,  111. 
Dear  Sir: 

We  have  never,  in  our  experience,  received  such  courteous  treatment  from  a  railroad 
employe,  as  that  received  from  two  employes  of  your  road.  The  incident  was  so  out 
of  the  ordinary  and  impressed  the  writer  to  such  an  extent  that  he  feels  called  upon  to 
relate  it  to  you. 

The  Canton  City  Products  Company  shipped  car  Southern  Pacific  87776  loaded  with 
radial  tile,  for  chimney  construction,  from  Robertsville,  Ohio,  during  the  latter  part  of 
November,  car  coming  into  Chicago  over  the  Wabash  Railway  on  or  about  December 
1st.  The  car  was  consigned  to  W.  M.  Kellogg,  chirrney  builders,  this  city,  was  held  in 
the  Wabash  outer  yard  at  Landers,  111.,  and  subsequently  ordered  to  the  Illinois  Central 
on  December  3rd  to  be  placed  on  the  Fifty-first  Street  team  track  to  be  unloaded  there, 
the  contents  to  be  used  on  chimney  work  on  the  Hyde  Park  Hotel.  The  car  was  placed 
on  the  I.  C.  interchange  track  of  the  Belt  Railway  at  Clearing,  111.,  at  5:00  P.  M.,  on 
December  3rd,  probably  arriving  at  Fordham  yard  within  the  twenty-four  hours  fol- 
lowing. We  are  advised  by  the  Belt  that  this  car  was  shown  on  train  sheet  No.  205J4. 

At  8:00  A.  M.,  Monday,  December  6th,  the  car  had  not  arrived  at  Thirty-first  Street. 
We  telephoned  Fordham  and  explained  the  details  to  a  gentleman  who  said  his  name 
was  Haninger;  he  advised  no  record  of  the  car  or  the  train  sheet  number,  but  while  we 
held  the  line  for  at  least  ten  minutes,  he  searched  through  the  records  diligently  and 
even  telephoned  the  Belt  to  verify  the  train  sheet  number  and  procure  better  forward- 
ing record,  but  still  no  trace  of  the  car.  He  inquired  as  to  the  contents  of  the  car  and 
when  told,  he  remembered  a  car  of  tile  being  in  the  yard  at  Fordham.  He  investigated 
further  and  telephoned  that  he  had  located  the  car  and  that  it  would  go  to  Fifty-first 
Street  that  night. 

At  8 :00  A.  M.,  December  7th,  the  car  had  not  yet  reached  Fifty-first  Street  and  we 
telephoned  Mr.  Haninger  and  advised  him  of  that  fact.  He  said  he  was  very  sorry  and 
would  locate  the  car  and  advise  us.  He  telephoned  a  short  time  later  and  told  us  that 
unforunately,  through  an  error,  the  car  had  gone  to  the  lower  yard  at  Jackson  Boule- 
vard as  "empty."  He  advised  us  to  get  in  touch  with  the  downtown  office,  which  we 
did.  We  explained  the  details  to  Mr.  Bristow,  in  the  General  Freight  Department,  who 
said  he  would  investigate  and  advise  us.  He  telephoned  us  at  4:00  P.  M.  that  the 
trainmaster  had  been  instructed  to  get  the  car  back  to  Fordham  in  time  to  be  switched 
that  night  at  Fifty-first  Street.  He  also  advised  that  he  would  get  in  touch  with  the 
proper  party  at  Fordham  and  instruct  them  to  be  on  the  lookout  for  the  car  and  see 
that  it  was  really  sent  to  Fifty-first  Street  that  night.  The  car  was  placed  at  Fifty-first 
Street  for  unloading  Tuesday  night,  December  7th.  The  writer  was  pushing  the  move- 
ment of  this  car  at  the  request  of  Mr.  J.  E.  Cornell,  treasurer  and  general  manager  of 
our.  company,  who  is  at  the  head  of  the  Hyde  Park  Hotel.  Had  not  the  car  been  set 
when  it  was,  it  would  have  been  necessary,  on  account  of  lack  of  material,  to  discontinue 
the  work  then  in  progress  and  discharge  the  workmen.  After  Mr.  Bristow  telephoned 

67 


58  ILLINOIS  CENTRAL  MAGAZINE 

us,  we  again  telephoned  Mr.  Haninger  to  be  on  the  lookout  for  the  car  and  he  said  he 
would  see  that  this  matter  was  tended  to  before  he  went  home  that  night. 

The  attitude  and  willingness  to  render  service  displayed  by  Messrs.  Haninger  and 
Bristow  is,  in  our  opinion,  highly  commendable,  in  fact,  there  should  be  more  men  of 
this  type  in  the  railroad  service,  as  treatment  of  this  sort  will  tend  to  make  the  ship- 
ping and  traveling  public  want  to  co-operate  with  the  carriers  and  assist  them  in  mak- 
ing good  in  their  present  efforts  after  the  long  period  of  Federal  control,  and,  thereby 
avoid  permanent  government  ownership  and  control  of  the  roads. 

Yours  very  truly, 

BATES  VALVE  BAG  COMPANY, 

L.  W.  McGuffin, 
Traffic  Manager. 


MR.  SMITH  COMPLIMENTS  THE  ILLINOIS  CENTRAL  SERVICE. 

Phone  595  and  596  1800  Chicago  Road 

Lumber 

Sewer  Pipe 

Flue  Lining 

Brick 

Sand 

Lime 

Stone 

Cement 

Etc. 

THE  J.  F.  LEISING  CO. 
HAY,  GRAIN,  SEEDS 

And 

BUILDING  MATERIAL 
Mr.  J.  Doheney,  Agent,  Chicago  Heights,  111.,  November  18,  1920. 

Matteson,  111. 
Friend  Doheney: 

In  response  to  your  request  that  I  put  into  writing  what  I  stated  to  you  verbally 
concerning  a  shipment  of  fifty-two  head  of  calves  from  Spur,  Texas,  in  I.  C.  car  30265, 
I  am  happy  to  comply.  We  have  been  in  business  in  this  city  for  almost  twenty  years 
and  in  that  time  we  have  had  occasions  at  times  to  voice  complaints  and  at  times,  to 
file  claims.  These  calves  came  through,  a  distance  of  about  1,000  miles,  and  being  just 
off  the  range  we  expected  that  they  would  arrive  showing  the  effects  of  the  trip  and 
you  can  imagine  our  gratification  when  we  found  that  there  was  not  a  lame  calf  in  the 
lot  and  to  all  appearances  they  were  in  as  good  condition  as  when  loaded  at  Spur  and 
somewhat  more  accustomed  to  handling.  We  feel  that  it  is  easier  for  us  and  far  more 
satisfactory  to  yourselves  and  us,  at  this  time  to  voice  our  appreciation  of  the  manner 
in  which  these  cattle  were  handled,  than  to  file  a  claim.  We  wish  to  thank  all  those 
who  by  their  service  have  made  this  statement  possible.  If  this  shipment  was  not  han- 
dled perfectly,  we  at  least  do  not  know  where  to  voice  a  single  criticism  and  among 
your  many  complaints  we  would  have  you  feel  that  there  are  those  who  appreciate 
good  service  although  we  too  seldom  make  it  known. 

Sincerely,  W.  W.  Smith. 


A   PASSENGER   COMMENDS   THE   COURTESY    OF   MRS.    EMERY,   TICKET 
AGENT  AT  SIXTY-THIRD  STREET. 


BANK  OF  HARVEY 

W.  H.  Miller,  President.  George  N.  Burnett,  Cashier. 

G.  A.  Stevenson,  Vice-President.  August  Waldschmidt,  Assistant  Cashier. 

Harvey,  111 ,  15741  Loomis  Ave.,  December  17,  1920. 
Mr.  Hilgartner, 

Trainmaster,  Illinois  Central  R.  R. 
Dear  Sir: 

I  desire  to  recommend  to  your  attention  the  consistent  courtesy  of  one  of  your  em- 
ployes. During  the  time  that  I  attended  the  University  of  Chicago,  commuting  from 
Harvey,  and  during  the  years  since  then  that  I  have  been  traveling  on  your  road,  I 
have  been  struck  by  the  marked  and  thoughtful  consideration  which  a  Mrs.  Emery 
has  consistently  accorded  the  patrons  of  the  railroad.  This  lady  is  at  present  a  gate- 
woman  at  Sixty-third  Street  Station.  I  feel  that  it  is  a  matter  of  simple  justice  that 
her  conduct  should  receive  the  recognization  that  it  deserves. 

Respectfully, 

(Signed)  G.  A.  Stevenson,  Jr. 


ILLINOIS  CENTRAL  MAGAZINE  59 

QUICK  ANSWER  TO  THE  H.  K.  FERGUSON  COMPANY  BRINGS  COMPLI- 
MENTARY LETTER  TO  GENERAL  YARD  MASTER  FLACK  AT       ' 
EFFINGHAM,  ILL. 

Engineers  and  Builders. 
THE  H.  K.  FERGUSON  COMPANY 

Complete  Shop  6523  Euclid  Avenue  Rosedale  6854  Standard  and 

and  Factories  Main  Office  Special  Buildings 

Branch    Offices: 

New  York 
31   West   43rd    St.— Murray   Hill   3073 

Indianapolis 
602    Merchants    Bank    Bldg.— Main    5717 

Brantford,   Ont. 
Temple   Bldg.— Telephone  3000 
Cleveland,  Ohio,  September  21,  1920. 

Mr.  E.  E.  Flack, 
General  Yard  Master, 
Illinois  Central  Railroad, 

Effingham,  111.  , 

Dear  Sir: 

We  wired  you  this  morning  at  10:30  for  record  on  car  142809  and  at  noon  received 
a  reply  from  you  giving  the  desired  information. 

Such  prompt  accommodation  and  service  is  quite  exceptional  and  we  wish  to  thank 
you  very  much  for  the  assistance  you  have  given  us  on  this  occasion. 

Yours  very  truly, 

THE  H.  K.  FERGUSON  COMPANY, 

A.  J.  Hollingshead, 
Vice-President  and  Construction  Manager. 

By  P.  L.  Hannan. 


FORT    DEARBORN    COAL    CO.    IS    PLEASED    WITH    ILLINOIS    CENTRAL 
SERVICE  AND  COMPLIMENTS  COAL  CLERK  BERGMAN. 

December  30,   1920. 

Mr.  C.  H.  Markham, 

President,  Illinois  Central  Railroad, 
Park  Row  Station, 

Chicago,  111. 
Dear  Sir: 

We  hereby  take  this  method  of  complimenting  the  Illinois  Central  for  their  prompt 
and  efficient  manner  in  handling  our  shipments  in  the  past,  and  particularly  wish  to  com- 
pliment your  coal  clerk,  Mr.  Bergmen,  on  the  speedy  method  in  which  he  has  handled 
our  cars  in  the  past. 

We  wish  to  state  one  or  two  instances  in  which  it  clearly  shows  that  this  gentleman 
is  looking  out  for  his  company's  interest  and  also  for  the  interests  of  the  shipper. 

About  a  week  or  ten  days  ago  we  'phoned  him  asking  for  information  about  cars 
moving  to  Mason  City,  Iowa,  and  he  advised  us  that  if  we  would  forward  the  cars  via 
I.  C.  and  M.  &  St.  L.  through  rate  could  be  protected.  We  coincided  with  him  to  let 
cars  go  that  way,  thereby  saving  us  a  lot  of  expense  as  well  as  additional  trouble. 
Yesterday  we  again  had  the  same  case  and  he  took  care  of  us  in  the  same  spirit  as  he 
has  shown  heretofore. 

The  object  of  this  letter  is  to  give  this  gentleman  the  proper  credit  due  him,  and  we 
trust  that  you  will  accept  same  in  this  light  as  we  certainly  will  continue  to  do  business 
in  the  same  spirit  as  heretofore. 

Again  wishing  to  thank  you,  we  are, 

Yours  very  truly, 

FORT  DEARBORN   COAL  COMPANY, 
(Signed)  M.  L.  Heiner. 

A  CHARMING  REPRESENTATIVE 

In  response  to  a  request  from  the  management  that  emploves  use  such  influence  as 
they  may  have  to  add  to  the  business  of  the  company,  Miss  Bland,  clerk  in  the  freight 
office  at  Dubuque,  Iowa,  seems  to  have  taken  the  palm.  The  following  article  from 
The  Evening  Tribune,  of  Albert  Lea,  Minn.,  is  self  explanatory.  Miss  Bland  is  not  only 
a?  The  Tribune,  says,  "all  business,  polite  and  courteous,"  but  is  one  of  the  most  efficient 
employes  employed  at  Dubuque: 


60       .  ILLINOIS    CENTRAL    MAGAZINE 

"For  the  first  time  in  history  a  traveling  representative  of  the  fair  sex  for  the  Illinois 
Central,  called  at  the  Albert  Lea  Publishing  Co.  Her  name  is  Miss  Bland  and  her 
home  at  Dubuque,  Iowa.  She  was  a!l  business,  polite,  courteous  and  as  keen  as  any 
railroad  representative  of  the  opposite  sex  ever  calling  at  our  office.  She  was  soliciting 
business  for  the  I.  C.  It's  her  first  trip  out.  The  management  of  the  Illinois  Central 
will  do  well  to  keep  Miss  Bland  on  the  job."—  The  Evening  Tribune,  Albert  Lea,  Minn., 
November  30,  1920. 


MAYOR  STEPHENS,  OF  EAST  ST.  LOUIS,  ILL.,  APPRECIATES  THE 

PUBLICITY  GIVEN  TO   HIS   CITY   BY  THE  ILLINOIS   CENTRAL 

MAGAZINE  IN  ITS  NOVEMBER  ISSUE 

MAYOR'S  OFFICE, 

City  of  East  St.  Louis,  111. 

December  1,  1920. 
Mr.  C.  H.  Markham, 

President,  Illinois  Central  Railroad  Co., 

Chicago,  111. 
Dear  Sir: 

I  have  been  handed  a  copy  'of  the  Illinois  Central  Magazine  of  November,  1920,  and 
find  it  very  interesting,  more  so  on  account  of  the  brief  sketch  and  notice  given  to  the 
City  of  East  St.  Louis,  111. 

Pleased  to  know  that  your  railroad  company,  placed  East  St.  Louis  on  the  map,  that 
is  more  than  several  of  the  trunk  lines  have  done.  A  few  yea,rs  ago  the  Terminal  Asso- 
ciation got  out  a  publication  setting  forth  their  great  system  and  never  mentioned  East 
St.  Louis  in  it. 

Please  accept  congratulations  and  thanks  of  this  municipality  for  the  mention  made 
of  our  city  in  your  magazine.  With  best  wishes  for  the  success  of  the  Illinois  Central 
Railroad  Company,  I  am, 

Yours  very  respectfully, 

(Signed)    M.   M.   Stephens, 

Mayor. 


SUPERINTENDENT   OF   FREIGHT   SERVICE  COMPLIMENTS   TOWERMAN 
J.  DUNN  FOR  WATCHFULNESS  AND  THE  POSSIBLE  PREVENTION 

OF  AN  ACCIDENT 

Fordham,  December  6,  1920. 
J.  Dunn,  Towerman, 

Burnside. 

Favorable  mention  has  been  placed  on  your  record  for  your  alertness  in  observing 
some  irregularity  with  the  rear  car  of  Monon  Train  335  when  passing  over  Burnside 
Crossing  on  the  morning  of  November  19th.  Train  was  stepped  at  Pullman  Junction 
and  it  was  found  that  a  brake  had  locked  and  the  wheels  were  sliding.  In  this  con- 
nection I  quote  the  following  from  Superintendent  Middaugh,  of  the  C.  &  W.  I.: 

"As  Monon  Train  335  was  passing  over  the  Burnside  Crossing  this  morning  your 
towerman  reported  something  wrong  with  the  rear  car  on  the  train.  The  train  was 
stopped  at  Pullman  Junction  and  the  crew  notified,  who  found  a  brake  locked  and  the 
wheels  sliding. 

"I  wish  to  commend  your  towerman  for  his  prompt  action  in  this  case,  and  wish  you 
would  kindly  advise  his  name. 

"Your  towermen  are  very  observing  in  matters  of  this  kind  and  this  is  not  the  first 
case  of  this  nature  that  has  been  called  to  my  attention." 

Your  action  in  this  case  is  highly  commendable. 

W.  J.  Leahy. 


FLAGMAN  J.  R.  ROWE  IS  COMPLIMENTED  FOR  CLEVERNESS  AND 
COOLNESS  UNDER  TRYING  CONDITIONS 

MARION  COUNTY  COAL  COMPANY 

December  29,  1920. 
Mr.  C.   H.   Markham,  President, 
Illinois  Central  Railroad, 

Chicago,   111. 
Dear  Sir: 

The  writer  "enjoyed"  the  little  holdup  experience  on  No.  2  last  night,  and  a  stock- 
holder, operator  on  your  line,  and  patron,  I  wish  to  take  this  opportunity  of  reference 


ILLINOIS    CENTRAL    MAGAZINE  61 

to  the  conduct  of  the  flagman,  named  J.  R.  Rowe,  during  this  rather  unusual,  but  excit- 
ing experience. 

There  is  no  question  of  doubt  that  what  his  cleverness,  combined  with  coolness,  en- 
abled many  of  us  to  save  considerable  loss.  He  was  obliged  to  make  the  collections, 
and  knowingly  overlooked  amounts  that  were  rather  substantial,  assuring  the  bandits 
that  that  was  all  the  passengers  had.  Not  only  this,  but  his  attempt  to  delay  them  in 
their  coming  into  the  main  part  of  the  car,  under  ordinary  conditions  would  have 
enabled  the  passengers  to  have  given  an  alarm. 

I,  therefore,  cannot  refrain  from  calling  your  attention  to  this,  realizing  as  I  do  that 
you  like  to  receive  good  reports  of  those  in  your  employ. 

Yours  very  truly, 

(Signed)  Chas.  B.  Cone. 


CAR  EFFICIENCY 

G.  T.  7782  building  tile  arrived  at  Lena,  111.,  and  placed  for  unloading  at  7:00  A.  M., 
December  2nd  by  No.  91;  car  made  empty  and  moved  out  by  No.  92  at  5:00  P.  M.,  the 
same  date. 

I.  C.  100226  car  coke  arrived  same  station  and  placed  by  No.  91,  December  2nd;  made 
empty  and  moved  out  on  No.  92  same  date  at  5:00  P.  M. 

C.  O.  S.  X  1745  gasoline  for  the  Standard  Oil  Co.  arrived  Lerna,  Ill.r  9:35  A.  M.,  No- 
vember 29th  and  was  released  at  5:00  P.  M.  same  date,  the  empty  moving  forward  in 
local  at  5:30  P.  M. 

I.  C.  25421  empty  car  placed  for  loading  hay  at  Lerna,  111.,  9:35  A.  M.;  loaded  at  4:00 
P.  M.;  billed  out  and  moved  forward  at  5:30  P.  M.  same  date. 

I.  C.  124066  coal  arrived  West  Salem,  111.,  at  10:00  A.  M.,  December  23rd;  placed  for 
unloading;  made  empty  at  3:00  P.  M.,  and  moved  out  empty  at  3:00  P.  M.  on  the  same 
date. 

L.  &  N.  74123  coal,  consigned  to  the  American  Snuff  Co.,  was  received  from  the 
L.  &  N.  7:30  A.  M.,  November  26th;  placed  at  their  plant  at  10:30  A.  M.,  same  date,  and 
unloaded,  and  the  empty  car  returned  to  L.  &  N.  at  1:30  P.  M. 


New  Industry  to  Be  Developed  At  New  Orleans,  La. 

Another  Industry  Selects  This  Port  as  Site  of  Plant 
Bagasse,  Long  Considered  as  Waste,  Will  Come  Into  Useful  Class 

A  new  industry,  turning  out  a  new  product  their  knowledge  of  the  project.    None  of  the 

and  representing  an  initial  investment  of  no  details   has  been   allowed  to  become  public 

less  than  $500,000  is  about  to  make  its  advent  property. 

into  the  port  of  New  Orleans.  With  its  It  is  known,  however,  that  plans  for  build- 
coming,  another  Louisiana  product,  long  ing  the  new  industry  contemplate  a  devel- 
regarded  as  an  irretrievable  waste,  will  pass  opment  scheme  of  far  greater  magnitude 
to  the  list  of  utilities.  than  is  represented  in  the  factory  here. 

A    process    has    been    perfected    whereby  Branch   factories   at  all  big  cane-producing 

bagasse,    the    films    residue    of    sugar    cane  centers  are   said  to  be  under  consideration 

after  the  juice  is  extracted,  is  turned  into  a  and  it  was  asserted  Saturday  that  the  indus- 

variety  of  board  for  building  purposes,  and  try    gradually    will    come    to    involve    many 

eastern  capital  is  here  to  place  the  product  millions  of  capital, 

on  the  market  in  large  quantities.  The  main  company,  it  is  reported,  plans 

A  big  tract  of  land,  including  a  liberal  to  form  subsidiary  corporations  at  various 
slice  of  river  frontage,  and  forming  a  por-  supply  centers,  which  will  be  further  sub- 
tion  of  the  old  Ames  plantation  at  Shrews-  divided  into  selling  and  holding  corpora- 
bury,  has  been  purchased,  where  the  new  tions.  Such  a  scheme  of  organization  tells 
plant  will  be  erected.  The  property  trans-  conclusively  of  the  magnitude  of  the  under- 
fer  was  recorded  at  the  Jefferson  court-  taking. 

house  in  Gretna  only  a  short  while  ago  but  Announcement  of  ambitious  plans  are  re- 
reports  Saturday  indicated  that  preliminary  ported   to   be   forthcoming   as   soon   as   for- 
work  on  the  plant  already  had  begun.  *  ther  details  of  the  enterprise  are  completed. 
Details  Withheld  *    *    * 

Information  concerning  the  new  industry  Result  of  Long  Quest 

has  been  closely  guarded  and  local  parties  The  new  industry  is  said  to  represent  the 

credited  with  a  knowledge   of  some  phase  culmination  of  a  quarter  century  quest  for 

of  the    deal   have    declined   to    make   public  some    method    of    profitably    utilizing    the 


ILLINOIS    CENTRAL    MAGAZINE 


cane  bagasse.  Years  ago  chemical  engineer- 
ing tests  are  said  to  have  proved  this  ma- 
terial suited  to  the  manufacture  of  paper 
pulp.  The  expensive  method  used,  however, 
made  competition  with  the  regular  and  well- 
established  sources  impossible.  Later  sugar 
men  undertook  to  use  the  bagasse  in  con- 
nection with  other  fuels,  but  this  is  said  to 
have  proven  generally  unsatisfactory. 


It  is  now  claimed  that  recent  tests  have 
proved  beyond  all  doubt  that  the  board, 
which  will  be  known  as  Cleo-tex,  can  be 
made  and  marketed  profitably.  The  $500,- 
000  investment  here,  with  the  probability  of 
large  additions  of  capital  later  on,  indicates 
the  degree  of  confidence  large  interests  have 
in  the  project. — The  Times  Picayune,  New 
Orleans,  La.,  November  21,  1920. 


Indiana  Division  and  Freeport  Shops 
Win  Safety  Drive 

The  Safety  Drive  conducted  by  the  Illinois  Central  during  the  two  weeks  ending  De- 
cember 31,  1920,  resulted  in  first  places  being  won  by  the  Indiana  Division  and  the 
Freeport  Shops.  Competition  was  by  divisions  and  by  shops.  Among  the  divisions 
three  tied  for  second  place,  Minnesota,  Vicksburg  and  Wisconsin.  Among  the  shops, 
Mattoon  was  second,  Clinton  third  and  Jackson  and  Water  Valley  tied  for  fourth  place. 

During  the  two  weeks  a  total  of  eight  persons  were  killed  and  226  were  injured  on  the 
Illinois  Central  System.  One  death  and  106  injuries  resulted  in  the  shops.  Seven  deaths 
and  120  injuries  occurred  on  the  divisions. 

The  drive  was  given  the  hearty  co-operation  of  the  officials  and  employes  concerned, 
all  entering  into  the  campaign  with  the  same  spirit  that  has  made  the  Illinois  Central 
first  in  everything  it  has  undertaken. 

The  following  table  shows  the  standing  of  the  various  divisions  and  shops  at  the 
close  of  the  drive: 


Division 

Indiana 
Minnesota 
Vicksburg 
Wisconsin 
New   Or- 
leans 
Iowa 
New 
Orleans 
Term. 
Mississippi 
Memphis 
Term. 
Memphis 
Tennessee 
St.    Louis 
Kentucky 
Springfield 
Illinois 
Louisiana 
Chicago 
Term. 


Maintena 
Empl.        Passgrs  Tresprs.       Others    of  Way 
K.        I.     K.        I.  K.        I.     K.        I.  K.         I.     K. 
1 

1                 i              

2                   ...                 

2 

1 

...                   2 

3 

Total 


2 

1 

1     

1 

1 

1 

9 

'  1 

3 

?, 

5 

1       

5 

1    .... 

3 

6 

3  .... 

1 

6 

2  .... 

3 

8 

1 

?, 

1 

10 

1 

13 

.„ 

10     . 

5     2 

1            1    .... 

6 

3 

10     6 


19 


I.        Shops 

1  Freeport 

2  Mattoon 
2  Clinton 

2  Jackson 
Water 

3  Valley 

3  McComb 


3  Waterloo 
3  Centralia 

5  E.  St.  Louis 

6  Paducah 
9  Memphis 

10  Vicksburg 

11  Burnside 
10      Total 
11 

15 
22 

120 


Mech. 
Dept. 
K.         I. 
0 
1 
2 
3 

3 

4 


6 
6 
8 

10 
10 
14 

1          39 
1        106 


Maintenance  Passenger  Train  Schedules, 
December  30,   1920 


Rank        Division 

1  Memphis  Terminal  

Month   to  date 

2  Vicksburg    18 

Month   to   date 540 

3  Memphis    38 

Month    to    date 1,140 

4  Wisconsin 24 

Month    to    date 

5.     New  Orleans  Term... 
Month    to    date 

6  Chicago  Terminal  

Month    to    date 1,260 

7  Tennessee    

Month   to  date 780 

8  Mississippi    20 

Month    to    date 

9  New    Orleans    18 

Month    to    date 532 

10  Kentucky  _      26 

Month    to    date 772 

11  Indiana    14 

Month    to    date 404 

12  Springfield —     28 

Month    to    date 

13  Minnesota  - ~ 22 

Month  to  date 

14  Iowa  23 

Month   to   date 670 

15  Illinois   43 

Month  to  date 1,262 

16  Louisiana    19 

Month  to  date 570 

17  St.  Louis  

Month  to   date 

System    445 

Month   to   date 13,152 


Trains 

Lost 

in   Time 

Lost 

0      0 

0 

0     10 

285 

3      0 

0 

0      6 

375 

8      0 

0 

0     24 

1,550 

4      0 

0 

0      17 

567 

4      0 

0 

0     23 

701 

2      1 

15 

0      48 

880 

>       1 

21 

0      35 

1,365 

0       0 

0 

0      29 

1,039 

8       0 

0 

2      27 

1,985 

6       1 

13 

2      44 

1,523 

4       1 

20 

4      29 

1,858 

B       0 

0 

2      63 

809 

2       0 

0 

0      59 

1,721 

3       1 

25 

0      71 

4,892 

3       1 

14 

2     143 

4,505 

9       0 

0 

0     67 

8,408 

0       5 

325 

0     124 

5,083 

5      11 

433 

,2     819 

38,695 

Minutes  Per  Cent  Schedule 
Average      Maintained 

Per      This  Last      Last 

Train    Month      Month   Year 


100 

98.8 
100 

98.8 
100 

97.8 
100 

97.5 
100 

96.8 

97 

96.1 

96 

95.5 
100 

95.1 
100 

94.9 

96 

94.3 

92 

92.8 
100 

92.1 
100 

90.4 

95 

89.4 

97 

88.6 
100 

88.2 

83 

86.2 

97 

93.7 


100 
99 

100 
98 
97 
98 
95 
96 

100 
98 

100 
99 
96 
97 

100 
97 
94 
93 
91 
97 
90 
95 
96 
93 
95 
96 

100 
98 
93 
94 

100 
97 
93 
95 
96 
97 


97 
96 
93 
87 
92 
90 
87 
88 
96 
98 

100 
90 
97 
91 

100 
90 

100 
94 
89 
91 

100 
90 
97 
92 
78 
82 

100 
88 
90 
88 

100 
90 
87 
90 
93 
90 


Cotton  Convention  At  Memphis,  Tenn. 


A  plan  to  establish  a  basis  of  economic 
independence  for  the  southern  cotton 
grower  was  carefully  outlined,  and  ^  steps 
taken  to  farm  a  south-wide  organization  to 
carry  it  out,  by  the  cotton  convention  in  this 
city  December  7-8,  called  by  the  Memphis 
Chamber  of  Commerce,  Memphis  Cotton 
Exchange  and  Memphis  Clearing  House 
Association.  .The  plan  consists  of  a  reduc- 
tion of  acreage  by  one-third  and  of  yields 
by  one-half,  next  year  by  every  southern 
cotton  grower.  One  thousand  delegates 
were  in  attendance  from  twelve  cotton- 
growing  states,  and  also  from  Illinois,  the 
District  of  Columbia,  New  York,  Massa- 
chusetts and  Liverpool. 


The  plan  of  organization  will  reach  into 
every  voting  or  school  district  through 
county  executive  and  state  central  com- 
mittees. The  convention  committee  was 
constituted  a  temporary  executive  com- 
mittee, and  $10,000  subscribed  from  the  floor 
for  preliminary  work. 

Compliance  with  the  reduction  plan  will 
be  enforced  through  credit  restrictions  and 
by  denial  of  credit  to  any  planter,  farmer, 
supply  merchant  or  land  owner  who  refuses 
to  join  in  the  movement. 

At  the  same  time,  a  rational  system  of 
diversification,  including  live  stock,  food, 
and  feed  crops,  will  be  worked  out. 

A  resolution  was  adopted,  calling  for  the 


63 


04 


ILLINOIS  CENTRAL  MAGAZINE 


enactment  by  Congress  of  a  law  for  a 
special  census,  to  determine  how  much  un- 
tenderable  cotton  is  now  in  domestic 
stocks;  another  requests  land  owners  not 
to  require  fixed  money  or  poundage  of  cot- 
ton for  rentals;  another  favors  a  system 
of  bonded  warehouse,  and  a  plan  of  co- 
operative marketing;  and  still  another  favors 
all  safe  and  sound  plans  looking  to  the  ex- 
tension of  long  credits  to  foreign  customers. 

Governor  John  M.  Parker,  of  Louisiana, 
was  elected  permanent  chairman,  and 
Thomas  B.  King,  of  the  staff  of  the  Memphis 
Chamber  of  Commerce,  permanent  secre- 
tary. 

Governor  Parker's  subject  was  "The  Im- 
portance of  This  Convention."  Among  other 
things,  he  advocated  credits  abroad,  through 
bank  and  government  guaranties,  to  enable 
impoverished  Europe  to  take  American  ex- 
portable surpluses  of  raw  materials  and 
foodstuffs. 

It  became  evident  from  the  start  that 
the  campaign  which  was  launched  by  the 
cotton  conference  to  eliminate  the  present 
burdensome  oversupply  in  cotton  is  deriv- 
ing its  impetus  from  bankers  and  others 


who  have  been  supplying  the  credits  for 
cotton  growing. 

Col.  W.  B.  Thompson,  of  New  Orleans, 
said:  "The  crux  of  the  situation  lies  with 
the  credit  agencies.  It  must  be  a  bankers' 
movement,  supported  by  all  the  agencies 
that  come  in  contact  with  it.  The  banker 
holds  the  power  in  the  hollow  of  his  hand 
to  make  this  movement  a  success." 

The  address  of  Dr.  Bradford  Knapp,  head 
of  the  agricultural  college  o;  Arkansas,  was 
one  of  the  outstanding  features. 

"Get  it  out  of  your  head  that  anything 
but  the  supply  and  the  world's  ability  to 
buy  can  fix  the  price  of  cotton,"  Dr.  Knapp 
told  his  hearers. 

Mr.  Gerald  Fitzgerald,  of  Clarksdale,  ad- 
dressed the  convention  on  acreage  reduc- 
tion, including  a  brief  statement  of  plans 
maturing,  under  his  direction  for  handling 
export  cotton. 

Other  speakers  were:  Mr.  E.  T.  Stuart, 
vice-president  of  the  First  National  Bank 
of  St.  Louis;  Governor  Brough,  of  Arkansas; 
Mr.  C.  P.  j.  Mooney,  editor  of  the  Com- 
mercial Appeal,  and  John  G.  Lonsdale. 
president  of  the  National  Bank  of  Com- 
merce of  St.  Louis. 


Efforts  Versus  Failure 

By.  J.  S.  Terry,  Dispatcher,  Vicksburg  Division 


Intelligence  is  the  chief  director  of  all  hu- 
man effort.  Without  knowledge  of  facts  and 
knowledge  of  what  constitutes  a  reasonable 
course  to  pursue  in  the  direction  of  effort  to 
accomplish  a  thing,  the  result  is  minus.  In  a 
constructive  sense,  especially  concerning  a  well 
defined  system  of  industrial  operation,  no  right 
of  choice  exists  between  what  course  of  effort 
to  pursue  in  effecting  the  maximum  state  of 
efficiency  in  accomplishing  the  best  results ;  if 
the  thing  itself  is  established  upon  a  fixed 
principle,  its  fundamental  course  of  operation 
must  be  conformed  to;  otherwise,  the  system 
fails  to  produce  according  to  the  potential  ca- 
pacity with  which  it  is  charged. 

Conditions  admit  often  of  special  changes 
where  demands  revoke  certain  systematic  prin- 
ciples, but  these  are  merely  of  an  economic 
character  and  a  matter  of  local  discharge. 

No  better  example  of  systematic  industrial 
operation  exists  having  a  fixed  principle,  a 


fundamental  course,  than  that  of  the  railroads. 
Each  department  is  a  bearing  for  the  others 
either  higher  or  lower.  When  proper  effort 
fails  in  one,  the  other,  to  some  extent,  fails. 
Railroad  industry  is  one  great  effort  toward 
answering  a  universal-  demand, — service  and 
efficiency ;  intelligence  in  every  branch  direct- 
ing effort  to  accomplish  that  end  may  be  de- 
fined as  the  highest  and  most  important  duty 
with  which  the  management  and  operative 
forces  are  charged. 

The  "pull  together  spirit"  will  win  and 
bring  to  universal  view  the  proof  of  the  task 
and  invoke  the  commendation  of  every  pub- 
lic interest.  Intelligence  required  to  effect  safe 
transport  of  traffic  over  a  division  cannot  di- 
rect effort  and  efficiency  in  moving  that  traffic 
through  terminals ;  intelligence  required  to 
maintain  the  highest  standard  of  motive  power 
cannot  direct  effort  and  efficiency  in  devoting 
that  power  to  its  maximum  effort  in  hauling 


ILLINOIS  CENTRAL  MAGAZINE 


65 


traffic.  Each  department  must  proceed  upon 
its  own  fundamental  principle  of  operation 
and  embrace  all  the  particular  interests  con- 
nected with  that  department  in  order  that  its 
characteristics  may  be  maintained  and  its  maxi- 
mum efficiency  obtained.  A  body  having  mem- 
bers cannot  function  normally  without  the 
use  of  all  those  members.  When  one  suffers 
the  loss  of  an  arm,  that  portion  extracted  is 
no  longer  an  arm,  but  matter  which  once 
served  the  function  of  an  arm.  Likewise  with 
an  organization  having  the  characteristics  of 
a  railroad, — the  man  or  department  who  fails 
to  function  becomes  a  portion  of  that  organi- 
zation which  once  served  its  interests. 

Failure  results  where  effort  is  absent ;  effort 
and  failure  result  where  intelligence  fails  to 
direct,  and  conformity  to  the"  one  and  only 
principle  of  doing  things  which  have  but  one 
fundamental  course  of  performance  is  neglect- 
ed. Neglect  of  proper  effort  where  intelligence 
will  guide  in  the  performance  of  any  task 
commands  a  verdict  not  unlike  the  wit  of 
jesting  Pilot  when  he  stood  before  Divine  In- 
telligence and  asked :  "What  is  truth  ?" 

One  often  fails^  because  his  effort  to  do  a 
thing,  perhaps,  is  not  predicated  by  a  previous 
experience  in  that  particular  thing;  failure  in 
this  respect  often  creates  an  entrance  for  suc- 


cess in  a  future  effort,  and  his  failure  by  no 
means  reflects  his  best  judgment.  One's  abil- 
ity to  do  things  cannot  be  fully  decided  upon 
until  his  capacity  is  tried  in  the  various  emer- 
gencies of  his  department  and  no  improvement 
is  discovered  in  his  judgment. 

The  recent  accomplishments  of  our  system 
during  the  previous  period  of  disintegrating 
agencies,  bespeak  the  character  of  intelligence 
and  loyal  effort  of  all  who  had  part  in  mak- 
ing the  Illinois  Central  a  successful  unit  of 
operation.  Success  is  the  final  proof  of  in- 
telligent effort,  and  no  greater  bearing  exists 
toward  making  any  undertaking  a  success  than 
co-operation,  where  departmental  forces  are 
dependent  upon  each  other  for  an  intelligent 
starting  point. 

A  railroad  system  represents  the  proposition 
that  the  whole  is  equal  to  the  sum  of  its  parts 
and  not  greater  than  the  sum  of  its  parts. 
Obedience  to  necessities  of  the  department  be- 
yond a  particular  phase  of  work,  and  the  ap- 
plication of  intelligent  effort  toward  reducing 
lost  motion,  is  an  expedience  worth  while  when 
the  fact  occurs  that  each  employe  is  in  some 
measure  a  part  of  the  unit  which  cannot  exist 
with  success  without  the  efficient  function  of 
its  parts. 


Dedicated  to  the  Operators  "X"  Office,  Chicago 

General  Office 

The  Third  Thrick  Blues  By  M.  E.  Hovey,  Third  Thrick  Operator 

Twas    early    in    September,    one    morning    in  At  last  the  bell  it  jingled,  to  show  our  feed 

July,  was  done, 

I    sure   was    feeling   rotten,    I   thought   that    I  While  the  Greek   went  back  and  got   it,  and 

would  die.  came    forward   on    the    run. 

The    clock    was    slowly    passing,    that    blessed  He  .spread    it    out    before    us,    the    eggs,    the 

figure  eight,  beans  and  cake, 

While    all    the   brass    was    pounding,    and    the  If    I    had    wanted    to    kill    myself,    I'd    rather 

first  trick  lids  were  late.  tried  the  lake. 

We  beat  it  from  the  madhouse,  our  minds  to  Eggs   that    I   was   acquainted   with,   and   eggs 

put  at  ease,  I  didn't  know, 

And   strolled  into  a  hash  shop,  our   appetites  Why    one    of    those    blame    eggs    I    got,    had 

to   please.  really   learned   to  crow. 

We  bought  a  daily  paper,  the  latest  news  to  Those  beans  they  sure  were  awful,  and  they 


read, 


wasn't  even  hot, 


And  listen  to  the  meanings,  and  the  smell  of       When  they  hit  poor  Jenks'   stomach,  sounded 


rotten    cheese. 

Jenks    says,    I'll    have   a    plate    of    beans,   with 

ketchup    spread    like    lava, 
While    Hillis    says,    bring    on    the    cakes,    and 

half  a  keg  of  Java. 
1    thought    that    I    would    try    it,    as    1    could 

stand   it  too, 


like  number  four  shot. 

Then  Hillis  tried   his  Java,  and  boys  he  sure 

turned  pink, 
That  coffee  never  saw  a  pot,  it  came  from  the 

kitchen  sink. 
The  cakes  were  made  of  leather,  and  as 

springy  as  a  bed, 


So  told  the   Greek  to  cut  the  buck,   and  have       You    might   as   well   have   tried   to   eat,   a   pail 


the  chef  "fry  two". 


of  pure  white  lead. 


66 


ILLINOIS  CENTRAL  MAGAZINE 


We  all  picked  up  our  cash  checks,  and  started 

for  the  door, 
The  other  guys  looked  done  for,  and  believe 

me  I  was  sore. 
But  the  sad  part  of  our  story,  I  yet  have  left 

to  tell, 
It  wasn't  the  eggs,  the  beans  or  cake,  but  the 

cashier's  desk  was  hell. 


I   dropped  my  check  upon  the  floor,  near  a 

little  bit   of   water, 
And  a  guy  stepped  on  it  with  hob-nail  shoes, 

punched  out  a  buck  and  a  quarter. 
I  saw  they  were  bound  to  get  us,  so  we  soon 

retired  from  there, 
We  all   laid   down   a  ten  buck  bill,  and  got 

back  street  car   fare. 


LET  GEORGE  DO  IT. 
By  T.  M.  J. 

This  needs  no  introduction, 

It's  no  story,  it's  no  song. 
The  man  that  leaves  it  for  George  to  do 

Is  absolutely  wrong. 

You  can  put  him  on  the  slacker's  list 

And  tell  him  to  beware; 
Also,  that  his  rating 

With  others  don't  compare. 

Of  course,  he  thinks  he's  getting  by, 

The  cost  to  him  is  naught, 
But  when  the  day  of  reckoning  comes 

He  has  another  thought. 


"TELL  HIM  NOW" 

The    following    verse    recently    appeared 

anonymously  in  "The  Hibernia  Rabbit" : 

"If  with  pleasure  you  are  viewing  any  work 
a  man  is  doing, 

If  you  like  him  or  love  him,  tell  him  now; 
Don't    withhold    your    approbation    till    the 

parson  makes  oration, 
And    he    lies    with   snowy    lilies    o'er   his 

brow; 
For  no  matter  how  you  shout  it,  he  won't 

really  care  about  it; 
He  won't  know  how  many  teardrops  you 

have  shed. 
If  you  think  some  praise  is  due  him,  now's 

the  time  to  slip  it  to  him, 
For  he  cannot  read  his  tombstone  when 

he's  dead. 
"More  than  fame  and  more  than  money  is 

the  comment  kind  and  sunny, 
And    the    hearty,    warm    approval    of    a 

friend. 
For  it  gives  to  life  a  savor,  and  makes  you 

stronger,   braver, 

And  gives  you  heart  and  spirit  to  the  end. 
If  he  earns  your  praise,  bestow  it;  if  you  like 

him,  let  him  know  it; 
Let  the  words  of  true  encouragement  be 

said; 

Do  not  wait  till  life  is  over  and  he's  under- 
neath the  clover, 

For  he  cannot  read  his  tombstone  when 
he's  dead. 


The  Recent  Salvation  Army  Drive 

During  the  recent  Salvation  Army  drive,  the  employes  of  the  Illinois  Central  Rail- 
road in  Cook  County  subscribed  to  that  fund  $2,478.85.  This  is  a  showing  that,  we  are 
informed,  was  not  reached  by  any  other  railroad  in  Chicago.  The  employes  are  to  be 
congratulated  upon  their  liberality  in  subscribing  to  this  very  meritorious  fund. 


MECHANICAL  ENGINEER'S  OFFICE 

In  the  recent  Salvation  Army  Drive,  the  Mechanical  Department  contributed  $503.02. 
Out  of  this  figure: 

Shop  Superintendent  Department,  Burnside $409.02 

Engineer  of  Tests  Department,  Burnside 8.00 

Electrical  Engineering  Department,  Twelfth  Street 39.50 

Chief  Clerk  Department,  Twelfth  Street 26.50 

Mechanical  Engineering  Department,  Twelfth  Street _ 20.00 

One  extra  word  for  the  Mechanical  Engineer's  Office.  The  $20  was  contributed  by 
twenty  employes.  The  Salvation  Army  called  for  $1  per  person;  therefore  the  depart- 
ment is  100  per  cent. 

Everyone  knows  of  the  sorrowful  conditions  existing  in  Vienna,  Austria.  The  Me- 
chanical Engineer's  Office  has  decided  to  adopt  an  orphan;  that  is,  to  provide  the  child 
with  housing,  good  food,  education,  medical  and  dental  care.  Possibly  with  the  next 
issue  of  this  magazine  we  will  be  able  to  give  the  name,  address  and  age  of  the  de- 
partment's foster  child. 


OF 

STATIONS  &  TRANSFERS 


SFTpJ 
Ji 

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LHSTE 


IT 


f^)  Receiving       freight      improperly      marked, 

I  r^^       O 

\\       o      packed  and  crated. 

Carefully  after  the  loading  and  stowing  of 
o      freight. 

Attentively  when   marks   on  shipments  are 
being  called. 

n  Give   close   supervision  to   the 

^  IfTl   11  °      handling  of  both  carload  and 
L.  C.  L.  freight. 

See  that  all  L.  C.  L.  freight  of- 
fered for  shipment  is  properly 
prepared,  by  being  packed  and 
marked  as  required  by  the  rules 
of  the  classification. 

Obtain  proper  receipt  at  the 
time  of  delivery.  Make  nota- 
tion showing  actual  damage, 
"if  any". 


See  that  your  cars  are  properly 
prepared  and  cleaned,  that 
freight  is  carefully  stowed. 

Give   attention    to   the   correct 
°      and    proper   billing    of   freight 

to  insure  its  reaching. 
67 


Division  News 


Paymaster's  Department 

Lightning  never  strikes  twice  in  the  same 
place,  but  Santa  Claus  has  no  such  rule. 
Mrs.  M.  Mangerson  found  a  beautiful  en- 
gagement ring  in  her  stocking  December 
25th.  Mrs.  Mangerson  blushingly  admits 
that  Mr.  A.  L.  Rolff,  of  Mr.  Blaesses'  force, 
is  the  man  who  got  set  back. 


BAGGAGE  AND  MAIL  TRAFFIC 

Mr.  F.  A.  Barr,  of  the  Baggage  &  Mail 
•Traffic  Department,  Chicago,  spent  Christ- 
mas with  his  parents  at  Blountsville,  Ind. 

Miss  Ellen  Nyquist  was  pleasantly  sur- 
prised on  December  16th  by  the  employes  of 
the  Baggage  &  Mail  Traffic  Department, 
Chicago,  at  a  party  at  which  she  was  pre- 
sented with  a  mahogany  floor  lamp  for  use  in 
the  apartment  she  is  soon  to  occupy  as  a 
bride.  Although  Miss  Nyquist  is  the  first 
from  this  department  to  enter  the  field  of 
matrimony,  we  believe  others  are  planning 
to  follow — this  no  doubt  due  to  the  Leap 
Year  now  closing. 

Miss  Nyquist  has  been  employed  in  this 
department  since  January  9,  1918,  and  her 
many  friends  regret  having  her  leave  the 
service  of  the  company. 

Mr.  H.  W.  Phillis,  of  the  Baggage  &  Mail 
Traffic  Department,  Chicago,  had  as  his 
guest  for  two  weeks  Miss  Ida  Verdon,  secre- 
tary of  the  Cosmopolitan  Magazine,  New 
"York  City.  Miss  Verdon  was  secretary  of 
the  American  Red  Cross  in  Rome  and  was 
closely  associated  with  First  Lieutenant 
Louis  I.  Phillis,  of  the  Air  Service,  who  was 
killed  at  Tours,  France,  during  the  recent 
war.  Mr.  Louis  L.  Phillis,  prior  to  his  con- 
nection with  the  military  service,  was  em- 
ployed during  the  summer  months  with  the 
Valuation  Department  of  the  Illinois  Cen- 
tral Railroad. 

We  regret  that  Mr.  Fred  Laenhardt,  chief 
mail  clerk,  Central  Station  Mail  Room,  has 
been  compelled  to  take  an  indefinite  leave 
of  absence  on  account  of  ill  health.  We 
trust  he  will  soon  be  able  to  again  resume 
his  duties  in  the  mail  room. 

Mr.  Frank  Farley,  mail  wagon  messenger, 
has  been  absent  from  duty  due  to  an  acci- 
dent which  resulted  in  dislocation  of  a  bone 
in  his  elbow.  After  his  recovery  from  this 
injury  he  had  more  bad  luck.  Upon  getting 
ready  to  report  for  duty  he  found  his  clos- 
est companion  (the  Ford)  refused  to  obey 
his  will,  thus  causing  him  another  day's 
absence. 

Miss  Mildred  Fairfield,  stenographer  in 
the  Baggage  &  Mail  Traffic  Department, 
Chicago,  spent  Christmas  with  Miss  Agnes 
Woodward  at  Odin,  111.  A  pleasant  time 
was  reported. 


SIXTY-THIRD  STREET 

The  Bowling  League  has  now  completed 
its  eighth  successful  week  with  "Kid"  Cal- 
loway,  anchor  man  of  the  Freight  Claim 
team,  at  the  top  in  individual  averages,  and 
unless  he  breaks  his  arm,  he  will  continue 
at  the  top  for  some  time.  He  certainly  is  a 
star  of  the  first  water  and  could  easily  hold 
his  own  in  any  league  in  the  city.  He  is 
followed  by  his  team  mate,  Tersip,  and  it  is 
mainly  through  their  efforts  that  the  Freight 
Claim  Agent's  team  is  leading  the  league. 

The  race  is  now  tightening  up,  for  the  rea- 
son that  the  experimenting  period  is  past. 
Nearly  every  team  had  to  take  a  chance  on 
at  least  one  and  in  some  instances  two 
players. 

E.  O.  Rourke  is  the  high  individual  man  on 
the  A.  S.  A.  team  and  only  for  his  associa- 
tion with  a  few  dubs  for  the  first  few  weeks 
he  would  now  have  an  average  of  180.  He  is 
improving  with  each  game  and  we  all  expect 
him  to  get  a  700  series  before  the  season 
ends.  Hulsberg,  Lamon,  Bansmith  and 
Swanson  are  all  165  men,  so  all  other  teams 
better  watch  our  smoke,  for  unless  you  all 
pick  up,  we  will  be  saying  "Where  you  all 
going,  honey?" 

Pierce,  Bodie  and  Hengles  are  all  stars 
and  are  striving  vainly  to  overcome  the  fast 
traveling  "Lawshe's"  and  bring  honor  to  the 
Aud.  Pass.  Rcpts. 

Dols,  Heimsath  and  Smith  are  getting 
plenty  of  wood  and  are  bound  to  be  near 
the  top,  but  not  on  the  top  as  you  all  know 
that  A.  S.  A.  means  "All  Stars  Ahead." 

Art  Devitt,  anchor  man  of  A.  F.  R.  team 
No.  2,  committed  matrimony  December  7, 
1920,  at  St.  Cyril's  church  and  left  for  an  ex- 
tended honeymoon  in  Colorado.  I  guess  his 
bowling  days  are  over,  for  this  winter  any- 
how. How  about  it,  wifey? 

McKenna  is  severely  handicapped  by  the 
loss  of  this  man  and  unless  Art  can  get  away 
I  feel  sorry  for  McKenna.  Busse,  and  the 
two  old  war  horses,  Moyer  and  Geissicke, 
are  knocking  'em  dead.  Come  on,  Art,  get 
busy. 

Mrs.  Lamon  is  a  regular  attendant  at  the 
games,  coming  all  the  way  from  Cicero  to 
see  her  "Bill."  Mrs.  McKenna  also  attends 
regular,  but  she  does  not  seem  to  be  as  good 
a  mascot  as  does  Mrs.  W.  J.  L.  as  you  can 
see  by  standing  of  teams. 

Jimmy  Broderick,  of  the  A.  F.  R.  No.  3, 
is  thinking  seriously  of  quitting  bowling  and 
going  to  Cuba  for  the  winter.  He  said  to 
play  the  horses,  but  he  didn't  seem  to  be  so 
interested  in  horse  races  all  summer. 

Mrs.  Cecil  CaHarman,  formerly  Miss  Flos- 
sie McGhee,  gave  birth  to  a  fine  ll/2  pound 
baby  girl,  December  7,  1920.  Mother  and 
daughter  are  both  doing  fine. 


58 


ILLINOIS  CENTRAL  MAGAZINE 


60 


Leo  Palmer  tried  his  hand  at  bowling  but 
after  bowling  one  game  of  52  and  nearly 
breaking  his  fingers,  gave  it  up  as  a  bad  job. 
Didn't  he,  Murphy? 

Tom  Heath  is  bragging  so  much  about  the 
North  Side  since  the  new  bridge  was  con- 
structed connecting  them  with  America 
(South  Side)  that  nobody  can  stand  him 
now.  However,  you  cannot  blame  him,  as 
he  probably  has  the  same  feeling  that  any 
foreigner  has  on  seeing  the  Statue  of  Lib- 
erty. How  about  it,  Doc.? 

Joe  Murphy,  our  accountant,  is  very 
popular  with  the  ladies,  but  they  don't  seem 
to  interest  him  very  much  as  he  and  Leo 
are  kept  pretty  busy  these  days.  Leo  don't 
even  get  much  time  to  "shake  the  shimmy." 
He  was  seen  at  the  Union  dance  at  the  Mid- 
way Gardens,  December  10th  and  some  of 
the  girls  thought  he  was  a  contortionist. 

Below  is  the  league  standing,  December 
14,  1920,  and  also  the  first  ten  bowlers: 

Total 

Team               Won  Lost  %  Pins 

Frt.  Claim  16         8  667  19171 

A.  S.  A 15         9  625  18497 

A.  P.   R 15          9  625  19526 

A.  F.  R.  No.  1 13         8  619  16813 

A.  F.  R.  No.  2 8  13  380  15988 

A.  F.  R.  No.  3....           2  22  83  17020 


Average 
184  1/6 
180 
174 

172  19/24 
171  5/6 
170  5/7 
169  19/21 
166  7/12 
163  1/7 
162  11/18 


1 

o 
3 
4 
5 
6 
7 
8 
9 
10 

Name 
Galloway 

Games  Total 
Played  Pins 
24         4430 
24         4322 
15          2610 
24         4147 
6          1031 
21          3585 
21          3568 
24          3998 
21          3426 
18        .2927 

Tersip 

Busse 

Pierce   

Chalup 

Dols  

Smith  

O'Rourke  
Bodie 

Hencrles    . 

FORDHAM,  ILL. 

The  Fordham  Pleasure  Club  played  their 
third  bowling  match  against  the  South 
Water  Street  Wonder  Club  on  Sunday  after- 
noon, December  5th,  at  2:30  o'clock  at  Ben- 
singer's  alleys,  29  West  Randolph  Street,  on 
alleys  11  and  12,  and  emerged  with  their 
third  consecutive  victory  against  their  op- 
ponents. The  South  Water  Street  team 
brought  along  a  rabbit's  foot  for  luck,  but 
without  good  bowling  it  did  not  help  very 
much,  as  will  be  seen  from  the  score  shown 
below: 

Fordham  Team 

Hybl  171  278  169  618 

Husband   Ill  154  120  385 

O'Neill  121  162  125  408 

R.  Thiem  104  115  142  361 

Broderick 142  178  159  479 

649     887     715       2251 


South  Water  Street  Team 

Charbeneau    124       98     110  332 

Murphy   139     147     135  421 

Roth 101     194     142  437 

Schafner    169     136     140  445 

H.  Thiem 183     181     165  529 

716     756     692       2164 

The  feature  of  the  game  was  the  shooting 
of  our  lead-off  man,  Hybl,  who,  in  the  sec- 
ond game,  ran  out  a  string  of  nine  straight 
strikes,  and  averaging  206  for  the  three 
games. 

Credit  must  be  given  the  South  Water 
Street  "team,  however,  as  their  four  last  men 
totaled  more  pins  than  the  last  four  men  on 
the  Fordham  team,  our  anchor  man  being 
the  only  one  to  give  his  man  any  opposition. 
However,  the  breaks  of  the  game  were 
against  our  other  bowlers,  who  shot  in  hard 
luck,  railroads  stopping  them  quite  often. 

Our  next  opponents  will  be  the  South 
Water  Street  local  office  team.  We  would 
be  very  glad  to  hear  from  any  teams  along 
the  system.  East  St.  Louis  and  Fort  Dodge 
take  notice. 

Six  Victories  out  of  six  match  games  is 
our  record. 

On  Sunday,  December  12th,  at  2:00  p.  m., 
Fordham  Pleasure  Club  bowling  team  de- 
feated the  South  Water  Street  Clerks  at 
Bensinger's  Monroe  alleys.  The  following 
score  indicates  that  we  did  not  have  a 
"walk-away,"  as  it  was  a  very  close  game, 
we  winning  by  30  pins. 

Fordham  Pleasure  Club 

Hybl    150     170     108         428 

Husband    176     152     157         485 

O'Neill     151     201     158         510 

Thiem  178     132     195         505 

Broderick   180     157     141         478 

Total  Pins  835  812  759  2406 

South  Water  Street  Clerks. 

Finerty 144  158  138  440 

Gleason    153  133  184  470 

Dan  _ 146  195  155  496 

O'Brien    157  143  194  494 

Murphy   ..148  191  137  476 

Total   Pins   748     820     808       2376 

Might  add  that  we  were  defeated  until  the 

last  frame,  but,  as  usual,  we  made  a  strong 

finish. 

Expect  in  the  near  future  to  give  them  a 

return  match,  as  they  are  satisfied  that  they 

can  defeat  us,  but  we  are  confident  that  we 

are  going  to  foal  them. 


ST.  LOUIS  DIVISION 

In  view  of  the  recent  campaign  started 
to  secure  more  news,  photographs,  etc.,  from 
the  Illinois  Central  System,  as  a  whole,  I 
wish  to  submit  the  following  news  items. 


70 


ILLINOIS  CENTRAL  MAGAZINE 


and  pictures  for  insertion  in  the  next  issue 
of  the  magazine. 

Early  in  our  childhood  the  instinctive  de- 
sire for  pictures  begins  to  assert  itself  and 
am  sure  his  characteristic  will  not  have  got- 
ten so  far  extinct  in  anyone  on  the  system 
that  he  will  not  like  to  look  at  these  pictures. 

Centralia  Terminal  is,  in  every  sense  of 
the  word,  entitled  to  be  classed  in  the  BIG 
TERMINAL  CLASS;  and  due  to  the  ever 
increasing  volume  of  business  at  that  point, 
it  was  not  long  since  found  necessary  to 
construct  a  hump  yard,  and  it  now  enjoys 
the  distinction  of  one  of  the  best  equipped 
all  around  switching  yards  to  be  found  any- 
where. 

In  order  that  more  comprehensive  idea 
may  be  had  of  the  operation  of  Centralia 
Yard,  there  are  attached  a  number  of  photo- 
graphs of  office  buildings,  engines,  crews, 
etc. 

It  is  now  desired  to  say  a  word  about 
the  freight  and  passenger  facilities  at  Cen- 
tralia. The  volume  of  traffic  has  become 
of  such  proportion  in  recent  years  that  it 
has  so  completely  outgrown  the  old  facili- 
ties that  new  quarters  were  an  absolute 
necessity,  resulting  in  the  erection  of  a  com- 
modious freight  and  passenger  station, 
which,  no  doubt,  will  be  adequate  to  han- 
dle business  at  Centralia,  for  a  number  of 
years  to  come. 

By  his  foresight  and  ability  to  forecast 
future  happenings,  perhaps  partly  reflected 
in  the  light  of  the  past,  Track  Supervisor 
R.  Thetford,  Mounds,  111.,  was  recently  in- 
strumental in  crediting  to  the  account  of  the 
Illinois  Central  a  nice  little  item,  and,  per- 
haps, happening  just  in  the  month  in  which 
it  did,  it  might  be  considered  a  Christmas 
saving.  This  is  how  it  was  done:  On  De- 
cember 14,  1920,  near  Mile  Post  359,  Train 
No.  21  struck  a  black  bull,  injuring  him, 
but  in  compliance  with  the  law  governing 
trespass,  Mr.  Thetford  had  acted  in  the  wis- 
dom of  a  good  business  manager  and  noti- 
fied the  owner  of  the  illegality  of  using 
right  of  way  lands  for  pasturing  purposes, 
and  at  time  of  injury  to  the  animal  had  no 
difficulty  in  securing  the  release  of  the  rail- 
road company  from  any  responsibility  for 
damage  sustained  to  the  bull. 

Mounds,  111.,  on  the  St.  Louis  Division,  is 
in  a  very  unique  location,  because  of  the 
fact  it  is  located  just  north  of  the  Ohio 
River,  being  the  first  big  freight  terminal 
north  of  the  Ohio,  which  serves  as  a  divid- 
ing line  between  northern  and  southern 
lines;  also  Mounds  is  distinguished  as  a 
rebill  point  and  one  on  which  many  rates 
break. 

With  this  little  introduction  as  to  where 
and  what  Mounds  is,  I  wish  to  acquaint 
you  with  a  few  of  the  many  interesting  facts 
in  connection  with  what  is  going  on  at  that 
terminal. 

There  were  reconsigned  5,746  cars  for  a 


period  from  January  1,   1920,  to  November 

30,  1920,    inclusive,    the  heaviest   movement 
being  in  February,  when  876  cars  were  re- 
consigned  and   the  smallest  number   recon- 
signed  was  in   November,   there   being   163 
cars. 

Mounds  has  one  of  the  largest  ice  plants 
on  the  system  and  in  order  that  some  idea 
may  be  had  as  to  the  volume  of  this  ever 
increasing  business  handled,  will  say  that  in 
1918  there  were  27,949  tons  of  ice  used  in 
icing  cars,  in  1919  there  were  28,782  tons 
used,  and  from  January  1,  1920,  to  October 

31,  1920,  there  were  33,281  tons  used.     Al- 
lowing seven   cakes  to   the   ton,  each  cake 
having  a  length  of  from  2J^  to  3  feet,  and  if 
placed  end   to   end  would   reach  a   distance 
of  about  115  or  120  miles,  or  a  little  further 
than  from  Cairo  to  Centralia. 

To  give  a  little  further  idea  as  to  this 
business  at  Mounds,  wish  to  say  that  in  1918 
there  were  19,078  cars  iced;  in  1919,  20,563 
cars  iced,  and  from  January  1,  1920,  to 
October  31,  1920,  there  have  been  22,639 
cars  iced. 

The  heaviest  month  for  icing  is  May,  and 
for  that  month,  1918,  there  were  3,482  cars 
iced,  and  for  the  same  month,  1920,  there 
were  4,393  cars  iced. 

At  Mounds  there  is  also  a  big  fruit  shed 
through  which  are  four  tracks  holding  about 
ninety  cars.  This  fruit  shed  is  operated 
in  the  interest  of  the  Fruit  Dispatch  Co. 
From  January  1,  1920,  to  November  30, 
1920,  there  have  been  handled  through 
Mounds'  fruit  house,  12,487  cars  of  bananas. 

At  Mounds  there  is  also  located  a  sugar 
house  which  has  formerly  been  operated  in 
the  interest  of  the  American  Sugar  Refin- 
ing Co.,  but  just  at  present  this  building  is 
leased  by  the  International  Harvester  Co., 
which  company  uses  the  house  for  storing 
of  sisal.  This  product  is  received  at  Mounds 
from  New  Orleans,  it  coming  to  New 
Orleans  from  Havana  and  other  points  in 
the  tropical  zone.  •  The  sisal  is  shipped  from 
there  about  the  month  of  May  to  points  in 
the  North,  East  and  West  for  use  in  mak- 
ing binder  twine  and  rope,  etc.  The  Inter- 
national Harvester  Co.  now  have  145  cars  in 
storage,  making  approximately  10,200  bales. 

Bellville,  Illinois,  is  located  about  four- 
teen miles  out  of  St.  Louis,  Missouri,  and 
through  this  little  city  of  25,000  industrious 
and  progressive  inhabitants,  the  Illinois  Cen- 
tral Railroad  runs,  among  its  many  trains, 
a  No.  205,  which  I  must  not  forget  to  say 
is  a  St.  Louis  Division  train.  On  this  partic- 
ular train  December  12,  1920,  there  was  a 
Conductor,  (everybody  on  the  St.  Louis 
Division  knows  him — well  I  was  about  to 
say  everybody  on  the  System  knows  him, 
but  lest  some  do  not,  I  wish  to  introduce 
Conductor  W.  F.  Griffith.  What  I  was  go- 
ing to  say  is  that  on  the  above  date,  he  did 
a  very  courteous  and  gentlemanly  act,  for 
which  he  was  applauded  by  all  who  wit- 


ILLINOIS  CENTRAL  MAGAZINE 


71 


nessed  it.  A  lady  with  a  baby  in  her  arms 
reached  the  station  late  and  came  very  near 
missing  the  train,  Conductor  Griffith  saw 
this  and  ran  to  her  assistance,  taking  the 
baby  and  carrying  it  into  the  train  while 
the  lady  went  to  the  ticket  office  to  purchase 
her  ticket.  Upon  her  arrival  on  the  train 
it  was  with  much  reluctance  that  Conduc- 
tor Griffith  surrendered  the  baby  to  its 
Mother.  Notwithstanding  all  the  rest  that 
his  act  typifies,  it  also  indicates  that  the 
glow  of  paternal  love  is  still  burning  brightly 
in  the  breast  of  Conductor  Griffith. 

Direct  mention  has  been  made  pertain- 
ing to  Railroad  matters  at  a  few  points  on 
the  St.  Louis  Division,  but  I  now  wish  to 
make  mention  of  some  of  the  natural  re- 
sources with  which  St.  Louis  Division  is 
so  richly  blessed. 

There  is  no  other  section  of  the  Country 
that  excels  in  any  great  measure,  the  St. 
Louis  Division  territory  in  the  production 
of  soft  coal:  For  example,  Old  Ben  Mines 
No.  8  and  No.  9  have  a  daily  rate  of  115 
cars  each;  Orient  Mine  a  daily  rating  of 
137  cars.  These  three  mines  are  located  in 
vicinity  of  West  Frankfort.  There  are  still 
many  other  big  mines  distributed  over  the 
division.  With  these  facts  in  mind,  it  would 
go  without  saying,  that  the  Illinois  Central 
enjoys  a  splendid  proportion  of  this  coal 
traffic. 

The  present  and  future  prospects  for  the 
mining  and  snipping  of  fluor  spar,  another 
one  of  St.  Louis  Division  natural  resources, 
must  not  be  lost  sight  of.  At  Rosiclare,  on 
the  Golconda  branch,  is  located  the  largest 
fluor  spar  mines  in  the  world.  This  fluor 
spar  product  enters  very  materially  in  the 
production  of  steel,  glass,  and  various  indus- 
tries. The  revenue  derived  from  the  hand- 
ling of  this  product  is  at  present  no  little 
concern,  and  the  outlook  for  the  future  in 
this  business  is  very  encouraging. 

The  prospects  for  lead  and  iron  mines  in 
this  same  locality,  Rosiclare,  is  coming  more 
and  more  to  the  front  each  day,  and  with  the 
almost  inexhaustible  supply  of  coal,  as  fuel, 
in  this  same  locality,  it  is  only  a  question 
of  a  few  years,  because  it  has  already  begun, 
until  the  lead  mines  and  iron  foundaries 
will  be  operating  on  scales  of  great  magni- 
tude. 


SPRINGFIELD  DIVISION 
Clinton  Shop 

The  improvements  at  this  place  have  been 
completed  and  has  greatly  increased  the  ap- 
pearance around  the  shop.  These  improve- 
ments consist  of  enlarged  roundhouse,  new 
drop  pits  and  a  new  turntable.  We  were  all 
very  glad  to  get  this  work  done  before  the 
winter  weather  set  in. 

General  Foreman  F.  J.  Holsinger  and  fam- 
ily spent  Christmas  and  the  holidays  with  rela- 
tives in  Freeport. 


Hans  ford  Tatham  has  returned  to  work 
after  a  week's  illness,  said  to  be  blood  poison- 
ing. 

The  first  snow  of  the  season  came  recent- 
ly and  several  of  the  boys  went  hunting. 
All  report  plenty  of  game,  especially  rabbits. 
Mr.  Barlow,  of  the  blacksmith  shop,  was  out 
for  awhile  and  got  his  share,  and  made  the 
general  foreman  a  present  of  a  few. 

Jasper  Stevenson,  fire  builder,  and  his  wife 
are  spending  a  few  days  at  their  home  in 
Central  City,  Ky.,  and  attending  to  some  im- 
portant business. 

Roundhouse  Clerk  Howard  expects  to  take 
a  few  days'  leave  about  Christmas  time.  He 
will  spend  the  time  in  Chicago  with  relatives. 

Lyle  Fisher,  third  shift  roundhouse  clerk, 
has  returned  to  work  after  being  absent  about 
two  weeks  on  account  of  the  serious  illness 
and  death  of  his  father,  Engineer  R.  F.  Fisher. 

Otis  Putnum,  machinist,  spent  New  Year's 
Eve  in  Springfield  with  friends. 

Machinist  Carl  Glenn  has  returned  to  his 
duties  at  this  shop  after  spending  a  few  weeks 
at  La  Junita,  Colo. 

James  H.  Gatchell  is  said  to  be  gaining 
very  rapidly  in  the  Warner  Hospital,  after  his 
accident  with  Foreman  Taylor,  whose  auto 
struck  him  while  on  his  way  home  to  dinner. 

Geo.  Botkin,  turntable  operator,  has  been 
granted  a  three  months'  leave  of  absence,  and 
left  last  Wednesday  to  spend  the  winter  with 
his  son  in  Los  Angeles,  Cal.  His  place  is  being 
filled  by  Benjamin  Patterson. 

Geo.  Hayen,  labor  gang  foreman,  spent 
New  Year's  with  friends  in  Venice,  Madison, 
Granite  City,  St.  Louis  and  Franklin  Avenue. 

William  Fry  has  returned  to  his  duties  at 
the  coal  chute  after  being  absent  on  account 
of  contracting  a  severe  cold  a  few  days  ago. 
He  was  relieved  by  Wm.  Johnson. 

Miss  Gladys  Westerholt  has  accepted  a  posi- 
tion in  the  master  mechanic's  office  as  sten- 
ographer. Miss  Westerholt  graduated  from 
the  Clinton  High  School  with  the  class  of 
1920,  and  since  that  time  has  been  working 
in  the  county  clerk's  office. 

An  eight  pound  daughter  was  born  to  Mr. 
and  Mrs.  Clarence  H.  May  on  the  14th  inst. 
Mr.  and  Mrs.  May  were  formerly  in  the  mas- 
ter mechanic's  office  at  this  place.  The  baby 
has  been  named  Dorothy  Hester. 


Road  Department 

Rodman  J.  W.  Staehle  spent  Christmas  at 
his  home  in  Memphis,  Tenn. 

Hunter  and  Albert  Russell,  sons  of  Road- 
master  and  Mrs.  Russell,  who  have  been  at- 
tending school  in  Benton  Harbor,  Mich.,  ar- 
rived in  Clinton  to  spend  Christmas  with  their 
parents. 

Section  Foreman  Charles  McKinney  and 
family  spent  Christmas  day  at  Lutz's  Spur, 
111. 

Signal  Foreman  Yeager  visited  his  mother 
in  Burlington,  Iowa,  during  the  holidays. 


ILLINOIS    CENTRAL    MAGAZINE 


73 


Signal  Maintainer  Clark  and  family  spent 
Christmas  with  relatives  in  Litchfield,  111. 

Mr.  Charles  McAdams,  who  is  employed  in 
the  office  of  General  Superintendent  Williams 
at  Waterloo,  Iowa,  visited  friends  in  Clinton 
Christmas. 

Mr.  Wm.  Hastings,  bridge  and  building  car- 
penter, spent  Christmas  at  Lane,  111. 

Instrumentman  W.  J.  Apperson  spent  Mon- 
day in  Bissell,  111.,  on  company  business. 

Mr.  Harry  Miller,  clerk  in  roadmaster's 
office,  visited  in  Chicago  over  the  week  end. 

Roadman  M.  M.  McClelland  spent  Thurs- 
day in  Moweaqua  on  company  business. 

Roadmaster  W.  E.  Russell  attended  Ex- 
pense Meeting  in  Chicago,  December  27th. 

Miss  Geraldine  Reynolds,  stenographer  in 
roadmaster's  office,  spent  New  Year's  with 
friends  in  Bloomington,  111. 


Superintendent's    Office,   Clinton 

Dispatcher  H.  S.  Macon  has  been  off  duty 
the  past  week  on  account  of  illness. 

Operator  O.  S.  Jackson  worked  several  days 
at  Rantoul  last  week,  relieving  J.  R.  Thome 

Operator  T.  A.  Gilliland  is  taking  a  few 
days'  leave  of  absence. 

Agent  W.  E.  Allison,  of  Vandalia,  has  been 
on  leave  of  absence,  spending  his  time  in 
Texas  looking  after  oil  interests. 

Miss  Jennie  Gleadall  and  mother  spent 
Christmas  with  relatives  in  Peoria. 

Miss  Elsie  Vollrath,  Miss  Julia  Coffey  and 
Miss  Madaline  Bradley  spent  Christmas  with 
home  folks. 

Miss  Delia  Morrison  spent  Christmas  with 
relatives  in  Rantoul. 


INDIANA  DIVISION 
Superintendent's  Office 

Heartiest  greetings  for  1921! 

Seems  everybody  had  an  enjoyable  Xmas, 
even  Time  Keeper  Stephenson,  altho,  "the 
depths  of  despair"  threatened  when  the 
turkey  he  had  so  carefully  nurtured,  simply 
"shuffled  off"  a  few  days  before  the  25th. 

One  of  our  force,  Eugene  Watts  of  the 
Accounting  Department,  celebrated  Xmas 
day  by  taking  unto  himself  a  wife,  Miss 
Alice  Galbreath  of  Charleston,  111.  Con- 
gratulations and  best  wishes. 

Miss  Lucille  Yount  of  superintendent's 
office  entertained  during  the  holidays  with 
a  pretty  party,  the  old  time  "grab  bag"  be- 
ing an  Xmas  feature  of  the  evening.  Those 
present  were:  Mrs.  Laverne  Mitchell,  Misses 
Catherine  Stephenson,  Noriene  Quinn,  Mar- 
guerite Smith,  Cora  Tiffany,  Victoria  Gustaf- 
son,  Essie  Reams  and  Florence  McShane. 
We  have  decided  from  Lucille's  artistic  table 
and  house  decorations  that  her  talents  em- 
brace more  than  stenography.  The  party 
also  brought  to  light  other  talent,  when  it 
developed  we  had  an  aesthetic  dancer  in 
the  crowd,  in  the  person  Catherine  Stephen- 


son,  who  should  be  entertaining  big  audi- 
ences. 

Is  it  just  the  Xmas  spirit,  Mr.  Crane, 
that's  the  cause  of  that  big  broad  smile,  or 
might  it  be  because  she  didn't  like  Detroit, 
and  has  returned  to  our  own  Mattoon  to  re- 
side? • 

While  we're  all  glad  to  'see  Essie  going 
to  the  land  of  flowers,  we're  mighty  sorry 
to  lose  her  around  the  office,  if  only  fo'r  a 
time.  That  disposition,  Essie,  is  the  next 
thing  to  unbelievable.  We  wish  you  happi- 
ness every  second  while  you  are  away  from 
us,  then  hurry  back.  (Miss  Reams  has 
taken  a  three  months'  leave  of  absence, 
which  she  and  her  sister  will  spend  in  Los 
Angeles.) 

We  have  a  new  "Grandpa"  around  our 
office,  Train  Dispatcher  J.  W.  Bledsoe  just 
getting  the  news  from  his  son  Robbins  in 
Wisconsin.  Anybody'd  be  glad  to  have  this 
Grandpa. 

Our  Asst.  chief  clerk  is  "some  sport!" 
Earl  has  just  invested  in  a  home  out  in  the 
new  Eastern  Addition  of  Mattoon,  which 
will  be  occupied  by  his  parents  and  sisters, 
in  the  near  future.  We're  coming  out  to 
visit,  Earl. 

Speaking  of  1921,  we'd  like  someone  to 
tell  us  how  to  get  such  a  beautiful  collection 
of  calendars  as  Miss  Gustafson,  clerk  to 
Train  Master  Keene,  has.  Every  time  we 
enter  that  office,  there  is  another  beautiful 
one  tacked  up  that  someone  just  deposited. 

The  Accounting  Department  has  at  least 
been  invaded  by  the  feminine  gender,  here- 
tofore no  one  but  MEN  taking  care  of  "the 
figgers."  Miss  Naomi  Bailey  is  the  pre- 
cedent starter,  and  we're  all  glad  to  see 
"Women's  Rights"  acknowledged.  Even  the 
accountants,  who  weren't  quite  sure  of  them- 
selves before,  have  flopped  over  and  agree 
(as  we  knew  they  would  in  time)  that  the 
above  variety  can  help  as  well  as  hinder. 

We're  short  on  stationery  the  last  few 
days.  Someone  suggests  that  we  write 
agent  Ward  at  Indianapolis  and  ask  hini 
what  he  knows  about  it.  Come  again,  Mr. 
W.  we  like  to  see  that  smile. 

Isn't  our  Acct.  Dept.  unduly  interested 
in  chief  dispatcher's  office?  We'd  like  to 
know.  How-,  about  it,  Gawge? 

Mr.  Roth,  Superintendent,  is  taking  a 
week's  vacation,  and  with  his  family,  is 
spending  the  time  in  Nebraska  with  his 
mother,  and  in  Iowa,  where  his  daughter 
resides. 

Anyone  wanting  popcorn  that  is  the  best 
ever,  should  see  Mr.  J.  B.  Brumleve,  of  the 
Bridge  &  Building  Office,  Mattoon.  Mr. 
Brumleve,  with  some  others,  raised  popcorn 
last  summer  back  of  the  B.  &  B.  office,  and 
we  know  (as  Janitor  Tom  says  "FOR  A 
FACT")  that  it  can't  be  beat.  We've  tried 
it,  and  can't  say  enuf  in  praise  of  it. 


74 


ILLINOIS    CENTRAL    MAGAZINE 


Chicago,  who-oh-who  wrote  the  little 
"Mary  Walters  of  Mattoon,  111.,"  story  in 
the  last  issue  of  magazine? 

Indiana  Division  Employes,  there  ought 
to  be  a  heap  of  things  happening  that  are 
of  interest  to  us  all,  and  beginning  with 
this  month,  a  number  of  correspondents 
have  been  appointed  to  send  in  news  items. 
Anything  you  want  to  appear  in  the  mag- 
azine, won't  you  please  see  that  it  reaches 
the  particular  correspondent  of  your  De- 
partment so  it  can  be  forwarded  to  Super- 
intendent's Office  by  the  25th  of  the  month? 
Let's  get  busy  and  have  a  real  write-up  for 
our  Division  each  month! 


We'll  Say  He  Could 

John  Trott,  the  genial  passenger  conduc- 
tor of  the  Indiana  Division,  was  bringing 
his  run  out  of  Peoria  one  night  in  the  good 
old  days,  after  a  big  Celebration,  a  Pekin 
band  occupying  most  of  the  seats  in  the 
smoker.  The  last  man,  next  to  the  baggage 
compartment,  was  a  big,  fat  bass  drummer, 
in  a  drunken  t stupor.  He  frisked  all  his 
pockets  but  found  no  pasteboard,  finally 
remarking  "wonder  where's  dat  damn 
ticket?"  John  wanted  to  preserve  the 
peace,  and  exercising  the  patience  he  is 
noted  for  remarked  "You  couldn't  have  lost 
it,  could  you?"  "De  hell  I  didn't,"  re- 
marked the  drunken  bass  drummer  "I  lost 
my  bass  drum." 


Train  Master's  Office— Mattoon,  111. 
Mattoon-Peoria  District 

Conductor  Fred  Maxwell  who  sustained 
injury  at  Emden,  111.,  December  6th  has 
reported  for  duty.  We  are  glad  to  have 
Conductor  Maxwell  with  us  again. 

Brakeman  A.  Guess  and  wife  are  plan- 
ning to  leave  about  February  1st  for  a 
visit  with  friends  and  relatives  in  St.  Peters- 
burg, Fla. 

Chief  Yard  Clerk  J.  R.  Baird  of  Evans- 
ville,  Ind.,  and  wife  spent  a  few  days  with 
friends  at  Mattoon  recently.  While  at  Mat- 
toon  they  were  guests  at  the  home  of  Mr. 
and  Mrs.  J.  R.  Edington. 

Another  chance  gone  for  the  fair  sex. 
Our  very  popular  bachelor  friend,  Yard 
Master  P.  H.  Sheedy,  of  Evansville,  Ind., 
has  taken  unto  himself  a  wife.  They  spent 
their  honeymoon  at  New  Orleans  and  other 
southern  points.  Here  is  wishing  that  the 
future  may  have  nothing  but  happiness  in 
store  for  "Pat"  and  his  wife. 

Yard  Master  V.  Haynes  of  Pekin,  and 
family  spent  the  holidays  with  home  folks 
at  Mattoon. 

Yard  Clerk  Glen  Foote  of  Mattoon  has 
taken  an  extended  leave  of  absence  which 
time  he  is  spending  in  the  orange  groves  of 
California. 

Conductor   C.    H.    Wright   was    called   to 


St.  Louis  Christmas  Day  on  account  of  the 
serious  illness  of  his  sister. 

Judging  from  the  smiles  on  the  faces  of 
our  trainmen,  Santa  Claus  played  fair  with 
all. 

R.  G.  Stephenson  has  been  employed  as 
switchman  in  Pekin  yards. 

Operator  Jerry  Robertson  of  Olney,  111., 
has  returned  after  a  two  weeks'  vacation. 
He  was  relieved  by  Operator  Sharp. 

According  to  word  received  from  Con- 
ductor H.  T.  Harper,  who  is  in  Gate,  Okla., 
.  for  the  benefit  of  his  health,  he  is  getting 
along  fine  and  his  many  friends  are  looking 
forward  to  his  early  return. 

Switchman  Leslie  Also  and  family  of  Pe- 
kin spent  Christmas  with  home  folks  at 
Mattoon. 

Donald  F.  Quiett  has  been  employed  as 
Switchman  in  Mattoon  Yard.  "Don"  was 
formerly  employed  as  Yard  Clerk  at  Mat- 
toon.  We  are  glad  to  have  "Don"  with  us 
again.  He  still  wears  his  usual  smile  and 
has  a  cheery  word  for  all. 

Brakeman  L.  W.  Mullnix  has  reported 
for  duty  after  being  off  account  illness. 

Yard  Clerk  H.  D.  Crouch  and  family  of 
Mattoon  spent  the  holidays  with  relatives 
at  Greenup,  111. 

Engine  Foreman  John  Gerbing  and  wife 
are  spending  a  few  days  in  Chicago.  We 
all  know  that  "John"  will  trip  the  light 
fantastic  while  gone,  to  the  jazzy  strains 
of  Chicago's  Best. 

Now  that  the  snow  has  started  to  fall, 
our  renowned  hunter,  Switchman  C.  W. 
Lockhart  of  the  Mattoon  yards,  and  his 
gun  are  pals,  and  the  rabbits  stand  a  poor 
show  to  get  away  after  Carl  once  aims. 

The  new  yard  office  at  Mattoon  is  now 
ready  for  occupancy,  which  accounts  for 
the  smile  worn  'by  the  Yard  Masters  as  well 
as  Yard  Clerks. 

Conductor  M.  Odea  plans  to  leave  within 
a  short  time  for  an  extended  visit  in  the 
south,  joining  his  family,  who  have  been 
there  for  the  winter. 


Train  Master's  Office— Palestine,  111. 
Indianapolis-Effingham    District 

The  men  on  the  Indianapolis  District  re- 
ceived for  their  Christmas  present  a  new 
business  of  175  or  200  cars  of  coal  daily 
from  the  C.  T.  H.  &  S.  E.  at  Linton,  Ind., 
for  points  east  of  Indianapolis.  If  this 
business  is  handled  successfully  it  will  be 
"permanent. 

Yard  Master  R.  H.  Browning  and  wife  of 
Palestine  have  been  called  away  on  account 
of  serious  illness  of  relatives,  Conductor  W. 
E.  Bratton  is  acting  as  Yard  Master  during 
the  absence  of  Mr.  Browning. 

Conductor  C.  B.  Haywood  has  taken  sixty 
days  leave  of  absence  and  is  accompanying 
his  wife  on  a  trip  to  Florida  for  the  benefit 
of  his  wife's  health. 


ILLINOIS  CENTRAL  MAGAZINE 


75 


The  wife  of  Agent  Clensy,  Helmsburg, 
Ind.,  underwent  an  operation  in  hospital, 
Indianapolis,  December  15th,  and  is  reported 
as  getting  along  nicely. 

Yard  Clerk  Meyer,  Indianapolis,  is  making 
frequent  trips  over  the  L.  E.  &  W.  this 
Fall,  it  is  rumored  that  some  young  lady 
is  the  cause  of  it. 

Yard  Engineer  McFall  met  with  a  painful 
accident  December  20th,  while  riding  on  a 
truck  with  his  brother-in-law,  in  turning  a 
corner  Mr.  McFall  became  overbalanced, 
falling  off  onto  pavement,  breaking  a  rib  and 
being  badly  bruised, — we  hope  he  soon  re- 
covers. 

Agent  Feldman  at  Dugger  is  being  re- 
lieved temporarily  by  extra  Agent  Scott. 

Rumor  has  it  that  Engine  Foreman  Dun- 
can, Indianapolis,  has  an  interest  in  the 
Movie  Business;  how  about  it  Stoy? 


Road  Master's  Office 

Supervisor  T.  J.  Flynn  and  Clerk  Mr. 
Adams,  of  Palestine,  111.,  spent  Thursday, 
December  23rd  in  Mattoon.  This  was  Mr. 
Adams'  first  visit  to  the  Division  office  and 
we  understand  our  girls  were  very  much 
impressed  with  his  appearance.  Better 
watch  your  clerk,  Mr.  Flynn. 

Miss  Cora  Tiffany,  Road  Master 
O'Rourke's  secretary,  spent  Christmas  with 
home  folks. 

Mr.  E.  E.  Batson,  Road  Master's  chief 
clerk,  spent  Christmas  at  his  home  in  Car- 
bondale,  111. 

Supervisor  J.  C.  Crane  has  just  returned 
from  a  most  pleasant  and  well  earned  vaca- 
tion spent  in  Michigan. 


Chief   Dispatcher's  Office 

Miss  Norienne  Quinn,  our  sylph  like  ton- 
nage clerk  made  a  flying  trip  to  Chicago 
Christmas  day,  but  for  some  unknown  rea- 
son dropped  off  at  Kankakee  and  we  are 
all  wondering  why  she  is  back  on  the  job 
this  morning. 

Mr.  C.  V.  Whitesitt,  second  trick  operator, 
spent  his  Christmas  holidays  in  Indianapo- 
lis. We  all  think  Whitey  believes  in  the  old 
saying  "Two  can  live  cheaper  than  one" 
and  are  patiently  waiting  his  or  their  re- 
turn. 

Mr.  E.  H.  Werth,  Car  Distributor,  spent  a 
merry  Christmas  at  the  office. 


Mattoon  Shops 

Mr.  C.  T.  Miller,  Blacksmith  Foreman, 
and  wife  will  spend  Xmas  in  Indianapolis 
with  their  son. 

Mr.  E.  Morrison,  Fireman,  and  wife  will 
spend  the  Holidays  in  Cuyahoga  Falls,  Ohio. 

Mr.  A.  D.  Bullock,  Time  Keeper  in  office 
of  Master  Mechanic  Bell,  has  returned  from 
Nevada,  Mo.,  where  he  was  called  on  ac- 
count of  death  of  an  Aunt. 

Aubrey   Tate,    Clerk  in   office   of   Master 


Mechanic  Bell,  will  spend  the  Holidays  in 
Chicago. 

Miss  Harriett  Bledsoe,  Stenographer  in 
office  of  Master  Mechanic  Bell,  spent  the 
Holidays  in  New  York  City. 

Mr.  G.  W.  Brunson,  Chief  Accountant  in 
office  of  Division  Storekeeper,  will  spend 
Xmas  in  Paducah,  Ky. 

Mr.  Jas  Wallace,  General  Stock  Keeper 
at  Mattoon  Store  House,  and  family  have 
returned  from  a  visit  among  the  cows  and 
"chickens".  Mr.  Wallace  says  he  likes  the 
"stock"  on  the  farm  better  than  the  "stock" 
on  the  shelf. 

Mr.  R.  E.  Downing,  Division  Storekeeper 
and  wife  will  spend  Xmas  in  Chicago  with 
Mr.  Downing's  mother.  If  "Roy's"  mother 
had  known  his  capacity  for  Turkey,  she 
would  not  have  extended  the  invitation  to 
her  "wandering  son". 


Evansville,  Ind. 

S.  M.  Peerman,  tracing  clerk,  is  enjoying 
a  week's  vacation  at  home. 

Mr.  B.  T.  Breckenridge,  assistant  general 
freight  agent,  Louisville,  Ky.,  was  in  the  city 
yesterday.  Come  again,  "Breck,"  we  are  al- 
ways glad  to  see  you. 

Now  that  leap  year  is  fast  lapping  into  his- 
tory, we  have  given  up  all  hopes  of  ever  es- 
tablishing new  homes  in  Evansville  from 
local  "chances."  Girls, "  we  have  only  one 
eligible  bachelor  left.  The  ravages  of  leap 
year  have  left  us  with  a  depleted  stock  of 
this  species.  However,  we  are  in  a  position 
to  offer  you  one  fine,  all  wool,  yard  wide 
young  bachelor,  guaranteed  to  please  or  your 
money  back.  We  are  forbidden  to  mention 
his  name,  but  mail  addressed  "Chief  Clerk, 
to  General  Foreman,"  will  reach  him. 

Margaret,  are  we  going  to  get  one  of  the 
hemstitched  handkerchiefs  from  Santa 
Claus? 

Arthur  Weber,  formerly  connected  with 
W.  H.  Small  &  Co.,  has  joined  our  happy 
family.  "Welcome  to  our  city,  Arthur." 


Answering  the  Telephone 
A.  W.   Walling,  Evansville,  Ind. 

At  this  time,  when  each  railroad  is  en- 
deavoring to  secure  new  business,  and  to 
hold  present  customers,  much  depends  on 
the  individual  employe.  If  a  shipper  deals 
mostly  with  the  yard  clerk,  the  clerk  he  talks 
with  represents  the  railroad  to  the  shipper. 
He  is  the  railroad  and  on  his  courtesy  and 
efficiency  depends  future  business,  and  the 
retaining  of  present  business. 

Most  of  us,  when  we  answer  the  tele- 
phone, are  a  little  careless  of  the  tone  we 
assume  in  answering.  A  gruff  "Hello"  or  a 
snappy  "Well?"  often  makes  the  caller  feel 
repulsive  to  the  railroad.  The  soliciting 
agents  can  secure  new  business,  but  if  his 
efforts  are  not  backed  up  by  *he  co-operation 
of  local  office  men,  his  efforts  are  wasted. 
The  majority  of  people  are  not  familiar  with 


7f, 


ILLINOIS    CENTRAL    MAGAZINE 


the  systems  used  by  railroads,  and  they  are 
entitled  to  a  clear  explanation  of  any  ques- 
tion they  might  ask.  About  one-half  of  our 
business  is  conducted  over  the  telephone, 
and  much  depends  on  the  way  we  answer 
our  phone.  In  answering,  give  name  and 
then  your  title,  and  the  shipper  will  know 
immediately  whether  or  not  he  has  the  right 
person.  "Ritter,  claim  clerk,"  sounds  much 
'better  than  "Hello,  whaddya. have?"  This 
seems  like  a  little  thing,  but  it  means  a  good 
deal  to  the  shipper,  and  it's  the  shipper  we 
want  to  please. 


Bulletin 

Evansville,  Ind.,  Dec.,  9,  1920. 
All  Stations,  Transportation  &  Mechanical 
•   Departments,  I.  C.  R.  R.  and  Y.  &  M.  V. 

R.  R. 

The  Illinois  Central  Basket  Ball  team  of 
Evansville  issues  a  challenge  to  any  team  on 
the  I.  C.  or  Y.  &  M.  V.  system.  Games  to 
be  played  at  Evansville  or  at  city  accepting 
challenge.  For  dates  write,  J.  R.  Baird,  I.  C. 
Local  Freight  Office,  6th  Ave.  &  Franklin 
Street. 


Indianapolis,  Ind. 

The  girls  of  the  I.  C.  R.  R.  freight  office 
at  Indianapolis  and  their  friends  were  enter- 
tained at  the  home  of  Miss  Irma  Irrgang 
Saturday  evening.  Those  being  present 
were  the  Misses  Nellie  Craft,  Marg  Shirts, 
Loretta  Mock,  Mary  Moriarty,  Eleanor 
Stuckwish,  Julia  Moriarity,  Marie  Mock, 
Lena  Schmoll,  Ethel  Woodall,  Marg  Clifford, 
Marie  Irrgang  and  Ida  Pollock.  The  girls 
were  entertained  by  music,  games  and 
dancing. 

Since  the  I.  C.  freight  office  has  installed 
a  rest  room  for  the  girls,  they  have  equipped 
it  with  an  electric  grill  and  percolator  and 
serve  coffee  to  the  whole  force  at  noon. 
Not  so  bad,  eh. boys? 

Saturday,  November  13,  brought  the  sad 
memory  of  the  second  anniversary  of  the 
death  of  A.  W.  Goble,  former  chief  clerk  at 
Indianapolis.  The  employes  remembered 
his  grave  by  the  annual  laurel  wreath. 

Among  the  many  out  of  town  guests  at- 
tending the  Indiana  Notre  Dame  football 
game  was  C.  R.  Pleasants,  agent,  Bloom- 
ington. 

Cashier  A.  B.  Peterson,  of  Bloomington, 
paid  the  Indianapolis  office  a  visit  last  week. 

W.  Ward,  W.  H.  Rinehart,  J.  M.  Guyon, 
E.  J.  Schmoll  and  Lewis  Ward,  from  the 
local  office,  attended  the  meeting  on  Claim 
Prevention  and  Other  Station  Operation, 
called  by  superintendents  of  agents,  C.  J. 
Walker,  at  Bloomington,  November  21. 


Chicago,  assisted  her  to  the  train,  but  after 
departure  of  No.  222,  discovered  that  he  had 
failed  to  hand  her  the  ticket.  He  immedi- 
ately telephoned  Operator  L.  A.  Richards  at 
Newton,  explained  the  situation,  and  re- 
quested that  he  advance  a  ticket  to  Mrs. 
Bruce,  Newton  to  Chicago.  Mr.  Richards 
complied  with  the  request,  personally  stand- 
ing responsible  for  the  value  of  the  ticket 
and  a  couple  of  days  later  received  the  fol- 
lowing from  Mr.  Bruce: 
"Mr.  L.  A.  Richards,  Operator, 
"Newton,  Illinois. 

"Enclosed  please  find  a  check  for  eight 
dollars  and  twenty-six  cents  to  cover  your 
expenditure  for  the  ticket  from  Newton  to 
Chicago  which  you  so  kindly  advanced  my 
wife  Saturday  night. 

"Thanking  you  very  much  for  the  kind 
favor,  I  am  Yours, 

"Geo.  A.  Bruce." 

The  above  reminds  us  of  the  ease  with 
which  little  acts  of  courtesy  may  be  ex- 
tended and  the  appreciation  they  bring  forth. 


MINNESOTA  DIVISION 
Section  Foreman  M.  Dwyer,  of  Cedar  Falls, 
is  on  the  sick  list.    Hope  to  see  him  among 
us  soon. 

K  riardy,  trainmaster's  clerk,  Waterloo, 
called  on  friends  at  Dubuque  recently.  It 
seems  that  he  makes  quite  frequent  calls,  it 
must  be  a  little  more  than  friends. 


Waterloo  Freight 

Charles  Dickens  says  that  on  entering  a  city 
he  was  always  impressed  with  the  idea  that 
each  one  of  the  darkly  clustered  dwellings 
contained  secrets  unknown  to  others.  While 
we  at  the  Illinois  Central  freight  depot  have 
been  very  quiet,  it  is  not  because  we  are  dead. 
Fact  of  the  matter  is  we  are  much  alive  and 
full  of  pep  and  readers  will  hear  from  us 
from  time  to  time. 

The  Elks  had  a  very  brisk  chase  through 
Waterloo  last  week  and  succeeded  in  captur- 
ing Mr.  F.  Higgins,  our  agent,  Charles  Wil- 
liams and  Burdette  Smith. 

From  all  reports,  Miss  Agnes  Miller,  cashier, 
is  enjoying  her  leave  of  absence,  which  she 
is  spending  in  Los  Angeles. 

Ask  T.  J.  Roemer  how  he  likes  to  ride  in 
Yellow  taxis.  He  was  in  Chicago  last  week. 

Miss  Linna  Gardiner,  stenographer,  spent 
Sunday  with  her  sister  in  Freeport,  recently. 


Recognition  of  Courtesy 

On  Saturday  afternoon,  December  11,  Mr. 
George  A.  Bruce,  a  business  man  of  Olney, 
purchased  a  ticket  for  his  wife,  Olney  to 


Dubuque  Freight 

Mr.  J.  E.  Allison  has  been  very  busy  as 
chairman  of  the  Baxter  Heater  Car  service 
committee,  working  on  the  Minnesota,  Iowa, 
and  Wisconsin  Divisions  during  the  past  two 
months.  While  out  on  the  line  he  has  also  se- 
cured considerable  business  for  our  company. 

Miss  Ethyl  Lassance  is  spending  a  pleasant 
three  weeks'  vacation  at  her  home  on  Mertz 
street  with  the  small  pox.  Members  of  the 


ILL1NU1S    LZN1KAL  MAbAZ.lNE 


77 


office  force  who  called  on  her  recently  were 
forced  to  communicate  with  the  patient 
through  the  keyhole. 

Joe  Callaghan,  the  rate  clerk,  is  becoming 
quite  an  authority  on  table  etiquette.  Ask 
him  what  kind  of  a  spoon  should  be  used 
in  eating  (drinking)  soup. 

Mable  Legelin,  our  efficient  bill  clerk,  spent 
Saturday  and  Sunday  in  Rockford  recently. 
We  can  think  of  a  hundred  reasons  why  she 
should  go  to  Freeport,  but  cannot  understand 
why  she  chose  Rockford,  unless  Freeport  hap- 
pened to  be  spending  the  week  end  there  too. 

A  certain  young  lady  in  the  freight  house 
at  Freeport  suffered  a  severe  disappointment 
when  a  certain  young  man,  the  only  "red 
headed"  car  clerk  in  the  Dubuque  freight 
office,  failed  to  attend  a  dance  at  the  former 
place,  to  which  he  received  an  urgent  invita- 
tion not  long  ago. 

Miss  Roberta  Broell  spent  Christmas  with 
friends  in  Des  Moines,  this  being  the  second 
trip  inside  of  three  months.  Can  it  be  that 
she  no  longer  finds  her  chief  attraction  at 
Dubuque  ? 

J.  E.  Allison  recently  made  an  important 
business  trip  to  Chicago. 

Harold  LeVan,  who  recently  suffered  an  at- 
tack of  small  pox,  has  fully  recovered,  and 
is  back  on  the  job  as  accountant.  Mr.  LeVan 
is  one  of  Miss  Lassance's  nearest  neighbors 
in  the  office. 

Gertrude  McCarthy  spent  the  holidays  with 
her  folks  in  Idaho  and  Montana. 


Ray  Herron's  visits  to  Fort  Dodge  are  be- 
coming more  frequent.  We  would  advise  you 
not  to  go  so  often  Ray.  Absence  makes  the 
heart  grow  fonder. 

Mr.  Thomas  Ahern,  who  resigned  his  posi- 
tion in  the  freight  office  last  February,  called 
here  during  the  past  week.  Mr.  Ahern  went 
from  Dubuque  to  Wichita  Falls,  Tex.,  where 
he  became  interested  -in  the  oil  and  brokerage 
business.  During  the  past  few  months  he 
has  been  in  New  York  City,  but  as  his  busi- 
ness there  is  now  completed,  he  will  return 
to  Wichita  Falls,  where  he  will  be  engaged 
in  public  accounting  work. 


Dubuque   Yard  Office 

"Watch  your  step  and  don't  step  on  your 
watch." 

The  troop  train  from  Camp  Grant  made 
some  of  the  force  feel  kind  of  lonesome,  had 
some  difficulty  keeping  the  G.  Y.  M.  from 
boarding  the  train. 

Switchman  M.  E.  Taylor  has  resigned  to 
accept  service  with  the  C,  B.  &  Q. 

Conductor  Martin  Buckley  is  still  looking 
for  connections. 

New  crossover  at  First  Street  is  a  big  help, 
hope  we  will  get  one  in  west  end  of  yard  and 
make  it  50-50.  Now  if  we  can  secure  an  ouija 
board  to  help  O.  J.  O.  everything  will  be  fine. 

Clem  Lyons,  yard  checker,  has  placed  a 
mistletoe  on  the  drop  light.  What's  the  idea? 

Weather  forecast,  plenty  of  snow.     Now  M. 


The  Employe  Who  Saves 
Gets  Ahead 


CHICAGO 

or  PROVEN 

SOLIDITY 

SINCE. 

1667 


OTHER  things  being  equal,  the  employe  who  saves 
.his  or  her  money  makes  better  pro'gress  than  the 
one  who  does  not. 

When  you  save  your  money  you  prepare  for  the  "rainy  day" 
and  when  that  day  conies  you  do  not  have  to  worry.  You  thus 
can  do  a  better  day's  work,  even  during  times  of  stress. 

To  help  you  save  your  money  you  should  invest  your  savings 
in  H.  O.  Stone  &  Co.'s  Real  Estate  Bonds.  They  pay  double 
usual  savings  interest  and  are  absolutely  safe.  We  have  a  plan 
by  which  you  may  buy  them  on  the  monthly  payment  basis. 
Ask  us  about  it.  Write  today  for ' 

Investment  Literature  No.   C-l 

H.  O.  STONE  &  CO. 

Ill  West  Washington  St.,  S.  W.  Cor.  Clark, 
Conway  Building,  CHICAGO 

(35) 


Please     mention     this     magazine     wh*>n     writing     t»     advertUeri 


78 


Tappon,  our  speed  king,  can  wear  his  new 
rubbers. 

The  volunteer  fire  department  scrubbed  the 
office  last  week.  The  effect  was  so  great  that 
Louis  Christofferson  walked  into  the  baggage 
room  by  mistake. 

This  is  our  first  attempt  at  reporting.  If 
any  bouquets,  give  them  to  Mac;  if  none,  give 
to  Nick  Nillis. 

MERRY  CHRISTMAS— HAPPY  NEW 
YEAR. 


.    IOWA  DIVISION 

"Pat"  Young,  freight  cashier  at  Iowa  Falls, 
now  on  leave  of  absence,  is  wintering  in  Cali- 
fornia. 

H.  M.  Anthony,  claim  agent,  Fort  Dodge, 
is  planning  on  leaving  for  California  within 
the  next  few  days  for  the  purpose  of  spend- 
ing several  months.  He  will  join  Mrs.  An- 
thony in  Los  Angeles,  she  having  gone  there 
during  the  forepart  of  December.  Mr.  An- 
thony resigned  his  position  to  take  effect  De- 
cember 25,  and  will  be  succeeded  by  Wm. 
Heckman,  who  comes  to  the  Iowa  Division 
from  Paducah,  Ky. 

George  A.  Williams,  chief  accountant,  Fort 
Dodge,  with  his  wife  and  son  Bernard,  re- 
cently returned  from  an  extended  western  trip. 
Points  of  interest  visited  were  Minneapolis, 
Vancouver,  Portland,  Seattle,  San  Francisco, 
Los  Angeles,  Salt  Lake  and  Denver.  Mr. 
Williams  since  his  return  has  become  an  en- 
thusiastic booster  for  the  west  in  general  and 
Los  Angeles  in  particular. 

T.  H.  Gardner  and  wife,  timekeepers,  Fort 
Dodge,  will  visit  during  the  Christmas  holi- 
days with  relatives  in  Sterling,  111.,  where 
Mr.  Gardner's  parents  reside. 

L.  G.  Chase,  accountant,  and  his  wife  will 
visit  with  relatives  in  El  Paso,  Texas,  in  Janu- 
ary. 

H.  M.  Rhodes,  engineer,  Fort  Dodge,  has 
been  granted  a  three  months'  leave  of  ab- 
sence, on  account  of  sickness,  and  will  join 
his  wife  and  children  in  Los  Angeles,  in  which 
city  he  will  be  located  during  the  three  months 
he  is  on  leave. 

This  section  of  the  state  was  visited  by  a 
heavy  snowfall  during  the  last  few  days,  the 
snow  on  the  average  being  about  14  inches 
deep.  No  trouble  is  anticipated  in  combating 
this  evil,  however,  as  the  snow  is  of  the  damp, 
sticky  variety,  and  it  is  expected  that  the  first 
warm  day  will  melt  the  greater  portion  of  it, 
rendering  it  powerless  to  drift.  Numerous 
remarks  have  been  heard  regarding  the  pos- 
sibilities of  rabbit  hunting  in  this  section,  and 
various  members  of  the  male  sex  in  the 
division  offices  have  threatened  to  get  down 
the  old  blunderbus  and  take  it  to  a  cleaning, 
with  the  end  in  view  of  making  a  journey 
to  some  secluded  recess  where  the  cotton-tails 
are  wont  to  congregate  for  the  purpose  of 
securing  the  rudiments  of  a  rabbit  feast. 


Council  Bluffs  Terminal. 

Carman  John  Eakin,  veteran  employe  -at 
Council  Bluffs  shops,  was  badly  injured  De- 
cember 10th  by  being  hit  by  an  auto  on  the 
principal  street  of  Council  Bluffs.  Nature 
of  injuries,  skull  fractured  in  two  places, 
spine  broken,  ankles  badly  mashed,  and  deep 
gash  cut  in  side.  Up  to  date,  the  23rd,  he 
has  been  unconscious,  and  there  is  very 
slight  hope  for  his  recovery. 

Iniar  Olson,  yard  checker,  is  very  ill, 
threatened  with  diphtheria.  He  has  been 
confined  to  his  bed  for  several  days  and  it 
is  to  be  hoped  we  will  see  him  back  at  his 
duties  in  a  short  time. 

J.  R.  Newcomb,  clerk  to  car  foreman, 
has  returned  to  his  desk  after  an  absence  of 
15  months.  Mr.  Newcomb  has  spent  the 
time  absent  from  the  I.  C.  in  travel,  but  he 
has  returned  to  his  desk  looking  heavier, 
happier,  and  ready  for  work. 

Lloyd  Payne,  assistant  car  foreman,  and 
C.  Kuhn,  clerk,  manager  and  captain  of  the 
I.  C.  baseball  team  at  the  Bluffs,  are  ar- 
ranging affairs  for  next  season's  games. 
Last  season  was  a  great  success  in  every- 
way, with  the  result  that  the  treasury  con- 
tains enough  to  refurnish  all  needs  for  next 
season. 

Claude  Wolf,  clerk  to  yardmaster,  went 
to  Atkinson,  Kans.,  with  his  bride  to  spend 
Christmas  with  his  parents. 

Frank  Malone,  night  clerk  at  freight  of- 
fice, is  in  the  Mercy  Hospital,  having  un- 
dergone a  serious  operation.  He  will  be 
confined  to  his  bed  for  at  least  three  weeks 
at  the  hospital. 

The  clerks  of  the  eight  railroads  entering 
into  Council  Bluffs  are  giving  a  ball  at  the 
auditorium  the  15th  of  January.  Invita- 
tions will  be  issued  to  many  of  the  associate 
officials  of  the  various  roads,  and  the  clerks 
will  do  all  in  their  power  to  drive  away  the 
worry  of  business  to  their  guests  and  them- 
selves included,  and,  Mr.  Editor,  we  will 
send  you  an  invite,  and  if  you  are  unable 
to  attend  we  will  send  you  an  account  of  the 
affair. 

Our  genial  master  mechanic,  Mr.  N.  Bell, 
was  expected  at  the  Bluffs  some  day  this 
.week,  and  we  were  all  prepared  to  give  him 
a  Christmas  welcome,  but  other  business 
prevented  his  arrival.  But  the  BUNCH 
wish  him  a  Merry  Christmas  any  way. 

Mr.  Phil  Waldorf,  general  yardmaster  at 
Council  Bluffs,  is  mingling  among  his  old 
railroad  associates  at  Centralia,  111. 

Council  Bluffs  has  enjoyed  balmy  weather 
for  the  past  three  months,  but  the  balm  was 
knocked  clear  out  of  it  Wednesday -night 
when  a  covering  of  the  beautiful  white  com- 
monly called  SNOW  settled  on  our  beauti- 
ful city  to  the  depth  of  seven  inches,  and  to 


1LLTNO1S   CENTRAL   MAGAZINE 


79 


ilt 


mno  n 


The  Railroad  Timekeeper  of  America" 


What  King  Albert  Learned 


from  an  American  Engineer 


King  Albert  of  Belgium  —  he  appears  in  the  cab  window 
—  rode  on  the  Twentieth  Century  Limited  engine  for  88 
miles  between  Toledo  and  Elkhart.  He  inspected  the 
mechanism;  he  learned  the  method  by  which  the  engine 
while  in  motion  scooped  water;  he  sat  in  the  engineer's 
seat  and  ran  the  engine. 

As  they  approached  Elkhart,  Engineer  J.  A.  Lux  —  he 
appears  in  the  gangway  —  pulled  out  his  watch.  His  Majesty 
consulted  his,  and  they  compared  time.  After  one  look, 
"What  watch  do  you  carry?"  asked  King  Albert.  "A 
Hamilton,"  answered  Lux.  "Is  it  a  good  one?"  inquired 
His  Majesty.  "Well,  I've  run  trains  by  it  for  25  years," 
said  Engineer  J.  A.  Lux. 

King  Albert  put  away  his  watch.  Before  leaving  America 
he  bought  a  Hamilton 

It's  the  accuracy  of  all  Hamiltons  that  makes  railroad 
men  run  the  crack  trains  by  them  and  practical  kings  want 
them.  Their  owners  meet  time  inspection  with  a  smile. 

When  you  buy,  ask  to  see  the  models  of  Hamiltons 
which  are  famous  as  railroad  watches,  particularly  No. 
992  (16  size,  21  jewels).  Hamilton  Watches  range  in  price 
from  $40  to  $200;  movements  alone,  $22  (in  Canada, 
$27)  and  up.  Write  us  for  "The  Timekeeper"  —  an 
interesting  booklet  showing  how  fine  watches  are  made 
and  how  you  should  take  care  of  one.  The  different 
Hamiltons  are  described  and  prices  given. 
HAMILTON  WATCH  COMPANY,  Lancaster,  Pennsylvania 


Please  mention  this  magazine  when  writing:  to  advertiser* 


80 


ILLINOIS.  CENTRAL  MAGAZINE 


remind  us  all  that  winter  had  set  in  the  past 
three  days  has  been  handing  us  one  of  the 
howling  northwest  winds,  and  the  ther- 
mometer has  been  registering  from  7  to  10 
below  zero.  We  have  not  read  of  anyone 
being  overcome  with  the  heat. 

The  heavy  snows  and  heavy  gales  of  wind 
have  had  no  effect  on  the  running  time  of 
the  trains  on  the  Iowa  Division,'  as  every 
train  has  arrived  and  departed  on  time.  This 
sroes  to  show  that  the  bunch  on  the  Iowa 
Division  are  on  the  job  all  the  time,  and 
when  trains  run  STRICTLY  on  time  it 
shows  EFFICIENCY  in  all  departments, 
and  that  is  what  the  Iowa  Division  is  cele- 
brated for  from  the  general  superintendent 
down  to  the  humblest  job  on  the  division. 

Wishing  Mr.  Editor  a  Merry  Christmas 
and  a  prosperous  and  successful  new  year, 
and  trusting  the  I.  C.  Magazine  will  send 
its  photographer  out  this  way  and  get  some 
GOOD  views  of  this  wonderful  terminal  and 
city.  I  know  it  will  interest  all  its  readers. 

KENTUCKY  DIVISION 
Road  Department 

On  December  13th  a  very  interesting 
meeting  was  held  in  Superintendent  Hills' 
office  at  Louisville  to  discuss  the  new  in- 
structions in  regard  to  recording  and  re- 
porting charges  to  work  authority  work  in 
connection  with  Valuation  Order  No.  3, 
Second  Revised  Issue.  Those  present  were: 

Superintendent  T.  E.  Hill. 

Roadmaster  P.  Glynn. 

Special  Accountant  T.  G.  Tierney. 

Assistant  Engineer  C.  J.  Carney. 

Instrumentman  W.  P.  Brevard. 

Chief  Accountant  R.  D.  Miller. 

Accountant  S.  B.  Miller. 

Accountant  W.  C.  McNeff. 

Road  Supervisor   B.   A.    Hilliard. 

Road  Supervisor  J.  Pruitt. 

Road  Supervisor  A.  Wilson. 

Superintendent  of  Signals  T.  L.  Davis. 

Water  Supply  Foreman  J.  P.  Price. 

Chief  Clerk  H.  G.  Devinney. 

The  new  instructions  were  explained  by 
Special  Accountant  Tierney,  and  were  dis- 
cussed thoroughly  until  understood  by  all 
those  present.  The  necessity  of  getting 
Engineering  Department  reports,  64,  65  and 
66  in  on  time  was  also  discussed  and  a  plan 
formulated  which  will  insure  prompt  han- 
dling of  these  reports. 

Chief  Engineer  Thompson,  District  En- 
gineer Cruger,  Judge  Fletcher,  Superin- 
tendent Hill  and  Roadmaster  Glynn  were  at 
Camp  Knox,  December  9th  to  meet  Colonel 
Lukesh  and  Colonel  Abbott,  of  the  War 
Department  in  regard  to  the  track  changes 
and  other  facilities  constructed  for  the 
government  at  this  point  during  1918  on  ac- 
count of  the  establishment  of  Camp  Knox 
as  an  artillery  range  and  firing  center. 

Miss  Marion  Waggener,  supervisor's  clerk 


at  Princeton,  who  has  been  ill  at  Paducah 
Hospital  for  some  time,  has  now  returned 
to  work. 

Miss  Ruby  Dearing,  who  underwent  an 
operation  for  appendicitis  at  Paducah  Hos- 
pital is  also  back  at  Princeton  again,  after 
making  a  very  good  recovery. 

Section  Foreman  Ray  Hines,  of  Rock- 
port,  who  has  been  quarantined  in  his  home 
for  over  two  weeks  on  account  of  smallpox, 
returned  to  work  December  7th.  Rock- 
port  has  been  suffering  from  an  epidemic 
of  smallpox,  seventy-two  cases  being  re- 
ported there  on  December  7th.  All  em- 
ployes were  vaccinated  by  Dr.  A.  D.  Park, 
local  surgeon,  which  undoubtedly  prevented 
a  further  spread  of  the  disease  among  the 
employes  at  this  point. 

Section  Foreman  Newton  Dougherty,  who 
has  been  ill  at  Paducah  Hospital  for  some 
time,  has  now  returned  to  work. 

Superintendent  Hill  and  Roadmaster 
Glynn  were  on  the  Evansville  District  De- 
cember 10th. 

Section  Foreman  Sam  Kennedy  is  the 
proud  father  of  twin  boys,  born  November 
27th.  This  latest  addition  to  Foreman 
Kennedy's  family  brings  the  total  number 
of  children  up  to  fourteen. 

Auditors  Kermeen  and  Anderson  are  on 
the  division  checking  joint  facilities. 

We  are  pleased  to  report  that  Mr.  Harry 
Devinney,  chief  clerk  to  Roadmaster  who 
has  been  confined  to  his  home  for  the  past 
week  on  account  of  an  attack  of  chicken-pox, 
is  now  back  at  his  desk  again. 

Roadmaster  Glynn  and  Supervisor  Wilson 
inspected  the  gravil  pit  at  Gravel  Switch, 
the  rock  quarry  at  Cedar  Bluff,  and  the 
Liberty  Lake  pumping  station,  on  Decem- 
ber 16th. 

Miss  Marion  Waggener,  of  the  Bridge 
and  Building  Department,  was  in  Louisville 
December  18th  to  see  the  dancing  per- 
formance of  Anna  Pavalowa,  at  the  Mary 
Anderson. 

Miss  Sudie  Cash,  trainmaster's  clerk,  at 
Princeton,  spent  Monday  in  Louisville  doing 
her  Christmas  shopping. 

Miss  Nonie  Murphy,  supervisor's  clerk,  at 
Central  City,  has  been  off  for  the  past  few 
days  on  account  of  illness. 

Assistant  Engineer  Carney  and  family  are 
spending  the  Christmas  holidays  at  Free- 
port. 

Instrumentman  W.  P.  Brevard  is  the 
father  of  an  eight-pound  baby  girl,  born 
December  10th. 

Roadmaster  Glynn  and  Supervisors  Wil- 
son and  Pruitt  inspected  nine  tracks  in  the 
vicinity  of  Fox  Run  and  Nortonville,  De- 
cember 17th. 

We  are  very  sorry  to  have  to  report  the 
death  of  Mrs.  J.  W.  Taylor,  wife  of  former 
chief  dispatcher,  J.  W.  Taylor,  Princeton, 
Ky.,  who  died  at  the  home  of  her  parents 


ILLINOIS   CENTRAL  MAGAZINE 


81 


See  Catalog 
for   all  the 
latest 
styles. 
Big    bar- 
gains on 
credit 
terms  as 
low  as 


SEND  FOR  FREE  LOFTIS'  JEWELRY  CATALOG 


There  are  123  illustrated  i  ages  of  Diamonds,  Wa'ches,  Jewe.ry,  etc. 
Whatever  you  select  will  be  sent,  all  charges  paid.  You  see  and  ex- 
amine the  article  right  in  your  own  hands.    If  satisfied  pay  one- 
fifth  purchase  price  and  keep  it;  balance  in  8  equal  monthly  payments 

The  Best  Gift  of  All-  A  Diamond  Ring 


Watr-hoc    Splendid  bargains  in 
WaiCOeS    25 -year  guaranteed 


Beautiful  rings,  any  style  14-K  gold 

mounting.   Soecial  values  at   $5O, 

$60,    S85,    $125    up.     Kasv  terms. 


watches  on  credit  terms  as  low  as 

S2.5O  a  Month. 
LIBERTY    BONDS   ACCEPTED 


LOFTIS  BROS.  &  CO.,  The  National  Credit  Jewelers 

Stores  in  Leading  Cities.  D«»t.   H.939,    1O8  N.  STATE  ST.,  CHICAGO,  ILLINOIS 


in  Louisville,  on  December  22nd  and  was 
buried  at  Louisville  on  December  24th.  We 
wish  to  extend  our  very  deepest  sympathy 
to  Mr.  Taylor  and  family. 

The  girl  employes  of  the  superintendent's 
office,  chief  dispatcher's  office  and  telephone 
operators  at  Louisville,  were  each  the  recip- 
ients of  a  very  fine  box  of  candy  from  the 
officials  of  the  various  coal  companies  lo- 
cated on  the  Kentucky  Division. 


B.  and  B.  Department 

On  December  15,  1920,  Mr.  Joseph  W. 
Booher  ended  an  almost  forty-year  service 
in  the  "Bridge  and  Building  Department, 
having  been  transferred,  at  his  request,  on 
that  date  from  position  as  B.  and  B.  foreman 
of  gang  with  headquarters  at  Louisville,  to 
crossing  gate  watchman  at  Fourteenth  and 
Hill  Streets,  Louisville.  He  was  born  May 
7,  1857,  and  at  the  age  of  23  entered  the 
service  as  bridge  carpenter  at  Louisville. 
In  May,  1894,  he  was  made  B.  and  B.  fore- 
man at  Louisville,  where  he  remained  until 
the  recent  transfer.  In  the  transfer  the 
Bridge  and  Building  Department  has  lost 
one  of  its  most  loyal  foremen,  but  this 
loyalty  and  the  same  efficient  service  is  not 
lost  to  the  company,  as  Mr.  Booher  will 
certainly  proved  an  asset  to  the  Transporta- 
tion Department,  and  that  department,  and 
the  company  are  fortunate  in  having  him 
continue  service  in  charge  of  the  gates  at 
Hill  Street,  which  is  one  of  the  most  im- 
portant crossings  in  Louisville.  He  is,  and 
always  has  been,  a  genuinely  "Safety  First" 
man,  and  on  his  leaving  the  Bridge  and 
Building  Department  will  remember  kindly 
his  splendid  example  of  service. 

Mr.  Fred  G.  Morgan,  who  was  foreman 
of  the  bridge  work  on  the  Dawson-Princeton 
Grade  Division,  1918-1919,  will  be  acting 
foreman  at  Louisville  until  the  permanent 
appointment  is  made. 

B.  and  B.  Foreman  J.  G.  Williams,  wife 
and  son,  Waggener,  spent  the  holidays  with 
their  daughter  at  Red  Fork,  Okla. 

Mr.  Mormon  Cain,  carpenter  of  concrete 
gang,  and  Miss  Mae  Milliner,  of  Grayson 


Beautifully  finished,    nickel   winding 
rank,  .pring  motor,  .peed  regulator, 
•    stop  lever     New  improved  sound 
box  with  mica  diaphragm,  make, 
perfect  reproductions  of  all  kind, 
f  music.    A   MARVELOUS 
achlnein  every  way  .-Delight- 
ed   thousands   of    honiss. 

Send  NO  MONEY 

Justyour  name, and  wt-.vill 
•end  yon  21  of  our  Art  Pictures  to 
dispose  of  on  special  offer  at  25c 
each.  Send  us  the  16  you  collect 
and  we  will  send  this  new  im- 
proved E.  D.  L.  Phonograph  and 
a  .election  of  8  records  free. 
E.D.  LIFE, Dap;  t2T8S  chlc"»° 


Bunn 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  in 
illustration 


Sangamo 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down. 

as  shown  ii, 

illustration 

Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  she  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request. 

Illinois  Watch  Company 

Springfield 


Please  mention  thi»  magazine  when  writing  to  advertiser* 


82 


ILLINOIS    CENTRAL    MAGAZINE 


Springs,  was  married  at  the  home  of  the 
bride,  December  22nd.  After  a  short  bridal 
trip  they  will  be  at  home  to  their  friends  at 
Grayson  Springs.  Mr.  Cain  is  an  ex-service 
man,  having  been  with  the  A.  JE.  F.  for  sev- 
eral months,  and  was  in  France  when  the 
Armistice  was  signed. 

Mr.  J.  G.  Whittington,  of  the  pile  driver 
gang,  spent  the  holidays  with  his  sister  at 
Clarksville,  Tenn.,  and  with  a  brother  at 
Evansville,  Ind. 

Mrs.  Lula  Simpson,  the  "mother"  of  the 
pile  driver  crew,  visited  relatives  and  friends 
at  Henderson  during  the  holidays. 

Mr.  and  Mrs.  F.  G.  Morgan  were  with 
his  sister  at  Paris,  Tenn.,  for  the  holidays. 

Mr.  j.  L.  Garrett,  assistant  foreman  of 
B.  and  B.  6,  of  Blackford,  spent  several 
days  with  his  mother  at  Eldorado,  111. 

Foreman  G.  W.  Dycus,  wife  and  family 
visited  relatives  in  Metropolis,  111.,  during 
Christmas  week. 


TENNESSEE  DIVISION 

Will  someone  please  tell  me  why  I  was 
chosen  as  the  CAMPBELL  to  be  lead 
WEST  upon  the  MOUNT  to  SLAUGHTER 
the  names  of  my  co-workers  with  this 
WITTY  monologue,  RANKIN  with  the 
price  of  COLE  or  the  expeditions  of 
PERRY  to  the  WHITE  regions  of  the 
north  pole.  I  expect  it  will  be  TRIBBLE 
as  rank,  causing  not  a  few  GRONERS  to 
WEBB  their  way  HO'WARD  wishing  they 
had  never  played  CLAYPOOL  or  eaten  a 
CASTLEBERRY  during  LINTON,  or 
VALENTINE  day.  G— LISSON  at  the 
WORKMAN  on  the  NEWHOUSE  on  the 
HILL-MAN  ain't  that  JOHN'SON  a 
WILLINGHAM  but  he  ought  to  be  PICK- 
ERING sweet  WILLIAMS  down  at  COV- 
INGTON.  Ever  been  in  that  BURG?-(y)- 
ESS  you  (see)  C-eR-OFTen  I  go  there  and 
KEMP.  BOY'D  like  to  be  there  now  with 
BUTTERWORTH  so  much  and  RYANS 
nothing.  Now  all  together  lets  rise  and  sing 
HALE,  hail,  and  receive  the  BENEDICTion 
cause  if  I  go  to  (t)NORMENT  for  this,  it 
don't  McADAM  bit  of  difference. 

F.  P.  White,  clerk  to  trainmasters,  spent 
the  15th  in  Paducah  on  "business." 

P.  M.  Newhouse,  timekeeper,  has  been 
very  much  indisposed  the  past  few  days  ac- 
count catching  cold  at  the  skating  rink. 

L.  M.  Roberson,  engine  foreman,  has 
been  unable  to  perform  his  duties  for  sev- 
eral days  account  of  slight  injuries  sustained 
in  New  Yard,  Fulton. 

Messrs.  Roy  Pickering  and  Gid  Willing- 
ham  have  returned  from  the  hospital  in  Pa- 
ducah where  they  underwent  an  operation 
recently. 

Miss  Hortense  Johnson,  assistant  tonnage 
clerk,  spent  last  week-end  with  friends  in 
Louisville. 


Trainmaster  H.  W.  Williams  is  in  Padu- 
cah today  on  business. 

Another  one  of  our  young  men  in  the  en- 
gineer's office,  Mr.  Hardiman  Howard,  has 
gone  wrong,  in  the  estimation  of  some  of 
the  more  experienced  in  the  matter  of  matri- 
mony, in  that  he,  in  his  youth,  took  unto 
himself  a  wife,  "for  a  boss."  Mr.  Howard 
succeeded  in  enticing  Miss  Bess  Choate, 
from  our  sister  city,  Hickman,  Ky.,  to  leave 
her  home  and  join  him  in  what  we  hope  to 
be  a  happier  home  for  both. 

Operator  Harry  Reeves  is  on  a  few  days' 
vacation.  Operator  Elam  is  supplying  for 
Mr.  Reeves. 

Miss  Estelle  Slaughter,  clerk  superintend- 
ent's office,  visited  in  Memphis  recently. 

On  November  8,  5/155,  engine  1196,  in 
charge  of  Conductor  Myers,  Engineman 
Hill  had  rear-on  collison  with  4/155,  engine 
1195,  in  charge  of  Conductor  G.  I.  Gadsby, 
Engineman  Copeland,  which  resulted  in 
slight  damage  to  equipment  but  no  personal 
injuries. 

H.  G.  Sedgwick,  special  joint  accountant, 
is  with  us  today. 

P.  P.  Pickering,  chief  clerk  road  depart- 
ment, has  returned  from  the  I.  C.  Hospital 
in  Paducah,  where  he  went  for  an  operation. 
We  are  glad  to  report  his  recovery. 

J.  Huddleston,  general  foreman,  is  ill  in 
the  I.  C.  Hospital  in  Paducah.  He  is  speed- 
ily recovering  and  is  expected  home  in  a 
few  days.  Thanks  to  our  hospital  and 
physicians,  we  have  the  same  story  to  tell 
of  all  its  patients. 

Miss  Lois  Covington,  steno  to  chief  trans- 
portation clerk,  spent  a  few  days  in  Mem- 
phis. 

Miss  Vernita  Tribble,  steno  to  chief  clerk, 
visited  relatives  in  Martin  recently. 

J.  L.  Campbell,  agent,  Birmingham,  has 
been  very  active  in  securing  new  business 
and  the  rerouting  of  cars  so  as  to  give  the 
Illinois  Central  the  greatest  amount  of 
revenue. 

Mr.  L.  C.  Murwin  has  been  appointed 
agent  at  Jackson,  Tenn.,  in  place  of  G.  E. 
Allen,  account  dissolution  of  agency  with 
M.  &  O.  R.  R. 

Personal  injuries,  Tennessee  Division, 
have  decreased  considerably  month  of  De- 
cember. Only  seven  minor  injuries  reported 
up  to  December  15,  and  no  fatal  injuries. 

Trainmaster  Ellington's  influence  in  secur- 
ing re-routing  of  business  so  as  to  give  Illi- 
nois Central  greatest  amount  of  revenue  is 
a  good  demonstration  of  his  interest  and  en- 
thusiasm in  his  work. 

Superintendent  C.  R.  Young  is  in  New  Or- 
leans for  a  few  days,  attending  the  Southern 
Line  Freight  Service  meeting. 

Messrs.  Kittle,  Clift,  Porterfield  and  Pelly 
are  moving  south  today  on  train  No.  5. 
They  will  be  met  at  different  stations,  Ten- 


ILLINOIS   CENTRAL  MAGAZINE 


83 


nessee  Division,  by  members  of  the  Tennes- 
see Division  staff. 

Agent  W.  M.  Waggoner  and  Assistant 
Trainmaster  J.  H.  Cavender,  of  Dyersburg, 
attended  Loss  and  Damage  meeting,  Fulton, 
Ky.,  the  17th,  reporting  a  very  interesting 

meeting. 

The  Dyersburg  office  enjoyed  a  very  pleas- 
ant visit  on  the  20th  from  Mr.  Maas,  repre- 
sentative out  of  auditor  Freight  receipts 
office. 

Mr.  J.  M.  Egan  is  in  Memphis  today. 
Mr.  J.  F.  Dyas,  traveling  passenger  agent 
of  New  York  Central  Lines,  visited  Dyers- 
burg offices  on  the  23d. 

Conductor  W.  T.  Straub  has  received 
commendation  for  interest  displayed  in  no- 
ticing cars  in  his  train  routed  via  other  lines 
when  they  could  have  been  routed 
Central,  thereby  giving  this  company  a 
longer  haul  and  a  greater  amount  of  revenue. 
Mr  A.  N.  Robinson,  supervising  agent, 
paid  the  Dyersburg  offices  a  visit  a  few  days 
ago,  and  we  are  always  glad  to  have  him 
with  us. 

Chief  Clerk  Walker  and  Clerks  Pursell 
and  Johnson  attended  meeting  of  railway 
clerks  at  Fulton,  Ky.,  the  22nd,  reporting 
a  very  interesting  meeting.  It  is  hoped  that 
more  will  attend  these  meetings  from  Dyers 
burg. 

A  letter  from  the  general  superintendent 
stated  that  the  majority  of  the  injuries  oc- 
curring during  the  extensive  "No  Personal 
Injury  and  No  Accident  Drive  were  in  the 
Mechanical  Department.  The  Tennessee 
Division  is  proud  to  state  that  it  has  had 
only  two  very  minor  injuries  occurring  in 
this  department,  and  in  fact  very  few  in  tl 
other  departments  as  well. 

Mr.  E.  L.  Yonts,  traveling  auditor,  spent 
the  23d  in  Dyersburg. 

Mr  C  R.  Young  will  leave  today  for  Chi- 
cago in  company  with  Mr.  J.  M  Egan  to 
attend  the  Expense  Meeting  to  be  held  there 
Tuesday,  December  28. 

The  Dyersburg  office  force  have  just  got- 
ten out  their  business  soliciting  cards.  This 
is  one  of  the  best  plans  we  have  had  for 
getting  business  for  our  lines.  We  are  al- 
ways ready  to  co-operate  in  anything  that 
will  help  to  increase  revenue  for  our  railroad. 
The  Dyersburg  office  force  always  wel- 
come any  of  their  brother  workers  and  of- 
ficials that  have  the  time  to  pay  them  a  visit. 
Mr  Will  Nix  Albritton,  former  electrician, 
Fulton,  Ky.,  headquarters  now  at  Carbon- 
dale,  greatly  surprised  his  many  friends,  as 
well  as  his  parents,  when  he  arrived  at  Ful- 
ton Xmas  Eve  bringing  with  him  his  bride 
of  a  week,  who  was  formerly  Miss  Grouse, 
of  Chester,  111.  We  cannot  say  whether  Nix 
met  the  young  lady  in  the  Penitentiary 
(Chester)  or  in  Carbondale,  but  they  hav 
our  hearty  good  wishes  for  a  long  and  happy 

We  extend  our  heartfelt  sympathy  to  Mr 
J.  B.  Webb,  in  the  death  of  his  mother,  bu 
God  is  good  and  knows  best. 


30,000  GENUINE  ARMY  SHIRTS 

These  shirts  were  man- 
ufactured by  one  01  the 
largest  shirt  manufac- 
turers in  the  country  who 
manufactured  thousands 
of  these  same  shirts  for 
Uncle  Sam's  engineers. 
All  Government  contracts 
were  canceled  at  the 
close  of  the  war  and  this 
lot  of  shirts  was  finished 
too  late.  These  are  new 
shirts  just  as  received 
from  the  manufacturer 
and  are  what  is  known 
as  the  field  engineer's 
shirt,  khaki  in  color. 
Should  wear  at  least  two 
years.  The  strongest  shirt 
$1.95  each  ever  manufactured. 

Two  for  $3.75 

As  a  matter  of  good  fa.ith  mail  us  a  -deposit  of 
SI- 00  on  each  shirt  ordered  and  they  will  be 
shipped  to  you,  balance  on  delivery.  Be  sure- 
to  state  neckband  size.  Satisfaction  guaranteed. 

KINGSLEY  ARMY  SHOE  CO. 

3852  Cottage  Grove  Ave.,  Dept.  M262,  CHICAGO,  ILL. 


TOBACCO 

OR  SNUFF  HABIT 
CURED  OR  NO  PAY  _i 

No  matter  whether  used  in  pipe,  cigarettes, 
cigars,  chewed  or  used  in  the  form  of  snuff, 
Superba  Tobacco  Remedy  contains  nothing  in- 
jurious, no  dope,  poisons,,  or  habit-forming  drugs. 
Guaranteed.  Sent  on  trial.  If  it  cures,  costs  you 
one  dollar.  If  it  fails,  or  if  you  are  not  perfectly 
satisfied,  costs  you  nothing.  Write  for  full  rem- 
edy today. 

Superba  Co.,  M-20,  Baltimore,  Md. 


ONLY 


THESE  UNION  MADE 
Officer's  Army  Shoes 

Can  be  Used  for  Work  or  Dress. 
Built  on  union  lasts,  by  union 
labor;  every  pair  inspected  and 
union  label  stamped  on  inner 

5* 

Genuine    soft    leather    uppers,    strong 
enough  to  withstand  two  re-tappings; 
"lunson    last;    soles    sewed,    not 
lailed;  Goodyear  Wingfoot  rubber 
heels,  outwear  3  pair  leather 
h°els.      Shoes    guaranteed    to 
wear  or  a  new  pair  free, 
"ust  send  money  or- 
der or  check. 

We  Pay 

Postage 


$6.98 


POSTAGE  FREE 

MAIL  COUPON  BELOW 

Reliable   Mail   Order  Co..   Dept.   142, 

25  Huntington  Ave.,   Boston  17,  Mass. 

Enclosed  find .      Send- 

My  money  back  if  I  am  not  entirely  satisfied. 

Name     •  • 

Address " 


Please  mention  this  magazine  when  writing  to  advertiser.. 


84 


ILLINOIS   CENTRAL  MAGAZINE 


Miss  Helena  Workman  spent  Sunday  with 
friends  in  Paducah. 

Mr.  Rufas  Kemp,  Jr.,  spent  last  week  end 
with  friends  in  Missouri. 

Every  one  seemed  to  have  had  a  lovely 
time  during  the  holidays  and  Old  Santa 
must  have  been  very  good  indeed  as  there 
was  a  smile  on  every  face  wh^n  they  re- 
ported for  work  on  Monday  morning.' 

Mr.  Paul  Newhouse  and  wife  spent  the 
holidays  in  St.  Louis. 


NEW  ORLEANS  TERMINAL 

The  New  Orleans  terminal  desires  to  men- 
tion the  fact  that  they're  still  alive,  though 
not  very  full  of  pep  as  regards  being  men- 
tioned in  the  magazine.  We're  really  busy 
down  here  and  hope  the  rest  of  the  divisions 
are  the  same. 

Things  really  are  kind  of  dull  down  here 
lately,  since  no  one  has  attempted  to  tie  the 
wedding  knot  for  sometime,  neither  have 
there  been  any  increase  in  the  families,  par- 
don me,  I  mean  the  salaries.  However, 
we're  suspicious  two  good  lookers  are  soon 
going  to  the  dogs,  and,  after  the  ceremonies 
we'll  inform  you  further. 

Latest  song  to  be  heard  around  union  sta- 
tion is  entitled:  "How  We're  Going  to  Get 
to  Work  for  EIGHT  O'clock  When  the 
Street  Car  Company  Charges  EIGHT  Cents 
to  Carry  You  EIGHT  Blocks  in  About 
EIGHT  Hours." 

"Imagine"  is  a  funny  word, 

It  coaxes  smiles  you'll  see. 
So  forget  your  worries  and  your  cares, 

And  imagine  a  while  with  me. 
CAN  YOU  IMAGINE— 

Junker  v/ith  hair  on  her  head? 

Mr.  Arnold  in  a  jelly-bean  suit? 

Mr.  Jehle  with  a  nickname  other  than 
"Alarm  Clock  Jake?" 

Mr.  Bellott  forgetting  to  mention  his 
"pretty  little  boy?" 

Minnie  with  a  frown  on  her  face? 

Mrs.  Stamp  talking  other  than  politics? 

Hallam  agreeing  woman  arc  really  worth 
while? 

Mr.  Joe  Rickoll  chatting  gaily  with  a 
bunch  of  girls? 

Who  calls  Katz  up  so  often  on  the  phone? 

Where  Mr.  Delph  goes  on  Saturday 
nights? 


NEW  ORLEANS  DIVISION 
Mechanical  Department 

Carl  Bracken  is  now  on  the  price  clerk's 
desk,  account  of  Lewis  Jett  resigning. 

Chief  Accountant  Ed  Hopper  has  just  re- 
turned from  a  pleasant  visit  of  a  few  days 
in  Birmingham. 

John  Chislomn  has  failed  to  make  a  trip 
to  Natchez  for  the  last  two  weeks.  We  are 
all  wondering  why  he  is  hanging  around 
Vicksburg  so  much  on  Sundays  of  late. 
Wonder  where  he  went  Xmas? 

General  Car  Forman  Monger  is  contem- 
plating a  vacation.  Let's  hope  it  will  be  an 
enjoyable  one. 

Timekeeper  A.  E.  Fousse  just  spent  a  few 
days  in  Memphis.  I  believe  he  got  lost  on 
Beile  Street.  Is  that  so,  Ellis? 

Mrs.  Daniels,  who  has  been  on  the  sick 
list  for  quite  a  while,  is  now  back  on  the 
job  again  and  we  are  all  glad  to  see  her. 

Jimmie  Spraker  is  our  new  car  checker  at 
the  shops,  taking  H.  Emerick's  place.  Emer- 
ick  is  now  assistant  accountant  in  the  Mas- 
ter Mechanic's  office. 

Draftsman  W.  Dupre  and  Clerk  E.  How- 
ard have  just  returned  from  New  York 
where  they  attended  trial.  Both  agree  they 


STOP  that  PEN  DIGGING  CONTORTION  Pro- 
ducing Finger  Movement  Penmanship.  LEARN 
THE  EASY  RHYTHMIC  PALMER  METHOD 
STYLE.  We  have  taught  successfully — 
through  correspondence — more  than  TWO  HUN- 
DRED THOUSAND  young,  middle-aged  and 
old  men  and  women.  There  have  been  no  fail- 
ures when  our  Instructions  have  been  followed 
WRITE  TODAY  FOR  INFORMATION. 

The  A/N.  Palmer  Co.,  Dept.'C,  30  Irving  Place,  New  York,  N.  Y. 


Don't  Wear  a  Truss 


WE  GUARANTEE  YOUR  COMFORT 
with  every  Brooks'  Appliance. 
New  discovery.  Wonderful. 
No  obnoxious  springs  or  pads. 
Automatic  Air  Cushions.  Binds 
and  draws  the  broken  parts  to- 
gether as  you  would  a  broken 
limb.  No  salves.  No  plasters. 
No  lies.  Durable,  cheap.  Sent 
on  trial  to  prove  it.  Full  infor- 
mation and  booklet  free. 

C.  E.  BROOKS 
I8SA     St.te  Street  Mar.hall,  Mich 


High  Grade  Knife  $1.00 


Introduction    Offer — Full   sized   sample   of 
this      knife    with   the   emblem   or   de- 
sign of  the  order  of  which  you  are 
a    member     placed     under     the 
handle   will   be    mailed   you 
for    $1.00    and    this   ad- 
vertisement. For  only 
25c     extra     your 
name  and  ad- 
dress will  be 
shown    or 
knife. 

Size   3Vi    In- 
ches  long. 


I'D 


Railroad  Employees:  Your  spare  time 
can  be  turned  into  dollars  with  a  little 
effort. 

We  Want  a  Sales  Agent  in  Every  Locality 

to  Introduce  transparent  handle  pocket  knives  and  razors, 
fnder   the  handles  can  be  placed  the  emblems  of   any  Kall- 
road  or  Labor   Organization,   Secret  Society  or  Fraternity   Order. 
Also  the  member's  full  name  and  address  on  the  other  side.     Blades, 
finest  steel,    handles   handsome    as   pearl,   clear   as  glass   and   unbreak- 
Every  knife  guaranteed  to  be  perfect.     Every  Railroad  employe  will  want 
one  as  a  mark  of  identification.     We  can  also  give  permanent  employment  and  exclu- 
sive control  of  territory  to  those  who  can  give  full  time  in  taking  orders  from  the  general 
public.     If  you  are  earning  less  than  $1500.00  yearly,  let  us  show  you  how  to  make  more. 
NOVELTY    CUTLERY    COMPANY,    333    BAR     STREET,     CANTON,    OHIO 


able. 


Please     mention     this     magazine     when     writing     to     advertiser! 


ILLINOIS   CENTRAL  MAGAZINE 


2  wonderful  $4.00  shirts  for  only  $5.75.     Save  at  least  $2.00.    Everybody 
wearing  these  semi-dress  Gray  Flannel  Shirts  for  business,  work,  and  sport. 

Cadillac  Broadcloth  Ofor  $ 
FLANNEL  SHIRTS  Only 


Yes— two  $4.00  shirts  for  only  $5.75.  Made  of  fine  quality  Cadillac  Broadcloth  Gray  Flannel.  Special 
whiter  weight.  Two  extra  large  button-down-flap  pockets,  faced  sleeves,  and  matched  pearl  buttons. 
Cut  extra  full.  Coat  Front  Style.  Wide  Front  Pleat.  Double- 
Stitched  throughout.  Soft  turn-down  collar  with  sateen-faced 
neckband.  Thoroughly  shrunk.  Try  to  match  these  shirts 
anywhere  at  $4.00  each. 

Write  today.    Send  No 

Money.    Shirts  will  be 

sent  at  once,  transpor- 
_  tation  prepaid.  Pay  only 

$5.75  on  arrival— no  more.  Money  back  at  once  if  not  more  than 
pleased  with  the  wonderful  value.  Be  sure  to  give  neck-band  size. 

BERNARD-HEWITT  &  COMPANY 

Desk  F.  S.351,      900  W.  Van  Buren  Street,  Chicago,  III* 


Just  Mail  Coupon 


_  BERNARD-HEWITT  &  COMPANY 

Desk  F.&  351.  900  W.  Van  Buren  St.,  Chicago,  111 
"  Send  the  shirts  at  once.  I  will  pay  price  on  arrival 
•  with  understanding  that  if  I  do  not  want  to  keep 
P  the  shirts  I  can  Bend  them  back  and  you  will  refund 


Size  of  Neckband. . 


Name.. 


Please     mention     this     magazine     when     writing:     to     advertise™ 


86 


ILLINOIS  CENTRAL  MAGAZINE 


prefer  to  live  in  Vicksburg,  account  of  the 
cold  weather  they  experienced  while  there. 

Chief  clerk  to  car  foreman,  Mr.  White,  has 
just  received  his  commission  as  notary  pub- 
lic. He  will  be  pleased  to  hear  the  truth 
from  you  at  any  time.  Sit  down,  Mr.  White! 

Man  Hour  Clerk  M.  B.  Pears  and  Assist- 
ant Accountant  H.  F.  Emerick  seem  to  be 
champion  nimrods  of  the  Master  Mechanic's 
office  as  they  claim  to  have  bagged  one 
goose  and  six  ducks  recently  while  hunt- 
ing at  Eagle  Lake.  No  one  has  seen  the 
goose  or  ducks. 

Walter  McCaa  (Silk  Hat  Harry)  is  con- 
templating a  vacation  of  ten  days  during  the 
Christmas  holidays  and  it  is  reported  he 
will  make  a  complete  tour  of  the  Missis- 
sippi Valley  by  various  railroads  from  Can- 
ada to  the  Gulf.  Hope  you  have  a  good 
time,  Walter,  we're  all  with  you. 

When  Eve  brought  woe  to  all  mankind 
Old  Adam  called  her  woe-man. 
But  when  she  wooed  with  love  so  kind 
He  then  pronounced   her  woo-man. 
But  now  with  folly  and  with  pride, 
Their  husbands'   pockets   trimming 
The  ladies  are  so  full  of  whims 
That  people  call  them  whim-men. 
And  striving  now  to  be  like  men 
The  Ballot  makes  them  we-men! 

Above  contributed  by  Miss  Winder,  sten- 
ographer in  the  Car  Department.  There  is 
always  a  reason. 

Engine  51  came  down  the  line, 

All  painted  up  and  looking  fine 

And  it  could  be  plainly  seen 

She  was  due  the  name  of  Valley  Queen. 

Her  pops  were  singing  merri-Iee 
And  made  me  think  of  Pete  Galla-gee 
Her  exhaust  so  square  in  perfect  time, 
I    knew   her  valves   had  been   set  by  little 
Jack  Ryan. 

Her  lights  were  burning  pretty  and  bright 
To  show  me  the  way  thru  the  dark  winter 

night; 

When  into  the  darkness  with  them  I  gaze 
I  will  think  of  my  friend  Windy  Cage. 

The  pound  is  gone  out  the  right  main  box, 
And  her  rods!    You  cannot  hear  them  knock. 
The  pumps,  they  run  so  smooth  and  fine 
The  leaks  in  the  train  they  will  not  mind. 

Messrs.  Christy,  Carter  and  Mays, 
And  friend  Cronin  of  the  hard  old  days, 
I  thank  you  kindly  for  what  you've  done 
To  make  life  pleasant  for  a  widow's  son. 
Engineer  Elmer  Lee  (Spud). 


what  had  become  of  our  efficient  and  con- 
genial assistant  accountant,  who  has  been 
with  us  for  the  last  year.  Upon  Investigat- 
ing it  was  found  that  Miss  Mary  Gallagher 


LEARN   PARLIAMENTARY 

Procedure  and  Public  Speaking 

Be    the    Leader.     We    teach    you    by 
mail  the  rules  of  Parliamentary  Pro- 
cedure and  the  duties  of  the  presid- 
ing officer  in  conducting  lodge, 
union    or    club    meetings  —  all 
that    governs    the   deliberative 
or   legislative    assembly.      The 
Course,    prepared    by    Herman 
Ames    Phillips,    for    15    years 
Journal    Clerk,    National    House 
of     Representatives,     and    John 
Philpot  Curran,   LL.B.,  is  based 
on    the    rules    used    in    Congress.      Low    cost,    easy 
terms.     Write  for  free  illustrated  booklet  of  pointers 
for  speakers. 

AMERICAN  PHILOMATHIC  SOCIETY 

Dept  421          127  No.  Dearborn  St.         Chicago,  III. 


Send  No  Money 

Snap  this  bargain  up  right  now  before  it  is  too 
late.  Only  limited  quantity.  Amazing  underwear 
bargain.  Greatest  offer  ever  made.  Two  Guar- 
anteed $4  Each,  Wool  Unionsuits,  $5.75. 

Save  big  money  on  your  underwear.  Send 
postcard  or  letter  today  —  this  very  minute,  for 
thesc2  beautiful  perfect  fitting  heavy  weight  gray 
elastic  rib  unionsuits.  Full  cut.  Seams  reinforced 
and  overcast.  Send  No  Money — pay  only  $5.75 
on  arrival,  no  more;  we  pay  delivery  charges. 

We  Guarantee  X^*?^™ 

match  these  2  wonderful  wool  unionsuits  for 
$8.00.  Order  this  amazing  bargain  this  minute 
before  it  is  too  late.  Just  give  name,  address 
and  breast  measure.  f 

BERNARD. HEWITT  &  COMPANY 

Dept.     U  3  5  I  900  W.  Van  Buren,  Chicago 


On  Saturday  morning,  December  18th, 
Master  Mechanic's  office  showed  S.  E.  cor- 
ner vacant  with  no  response  as  to  where  or 


Rheumatism 

A  Remarkable  Home  Treatment  Given  by 
One  Who  Had  It 

In  the  Spring-  of  1893  I  was  attacked  by 
Muscular  and  Sub-acute  Rheumatism.  I 
suffered  as  only  those  who  have  it  know,  for 
over  three  years.  I  tried  remedy  after  remedy, 
and  doctor  after  doctor,  but  such  relief  as  I 
received  was  only  temporary.  Finally,  I  found 
a  treatment  that  cured  me  completely  and  It 
has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted  and  even 
bedridden  with  rheumatism,  some  of  them  70 
to  80  years  old  and  results  were  the  same  as 
in  my  own  case. 

I  want  every  sufferer  from  such  forms  of 
rheumatic  trouble  to  try  this  marvelous  healing- 
power.  Don't  send  a  cent;  simply  mail  your 
name  and  address  and  I  will  send  it  free  to 
try.  After  you  have  used  it  and  it  has  proven 
itself  to  be  that  long-looked-for  means  of 
getting  rid  of  your  rheumatism,  you  may  send 
the  price  of  it,  one  dollar,  but  understand,  I 
do  not  want  your  money  unless  you  are  per- 
fectly satisfied  to  send  it.  Isn't  that  fair? 
Why  suffer  any  longer  when  relief  is  thus 
offered  you  free.  Don't  delay.  Write  today. 

Mark   H.   Jackson,    No.    939    Q  Durston 

Bldg.,    Syracuse,    N.   Y. 

Mr.  Jackson  Is  responsible.     Above  statement  true. 


Pl«a««   mnntlon   thl« 


whan   wr*tln«-  to   «r)v«rtt»er» 


ILLINOIS   CENTRAL  MAGAZINE 


87 


had  taken  upon  herself  the  holy  bonds  of 
matrimony.  Her  many  friends  rejoice  with 
her  in  her  happiness  and  many  are  the  good 
wishes  that  follow  her  to  Clarkesdale,  her 
new  home. 


MERITORIOUS  SERVICE 

Chicago  Terminal 

Yard  Clerk  B.  J.  Barton  Fordham,  has 
been  commended  for  discovering  MRL  8462, 
car  of  meat,  moving  on  stock  yard  Trans- 
fer, Engine  1523  with  door  open  when  pass- 
ing 67th  Street,  and  necessary  action  taken 
in  having  car  sealed  upon  arrival  at  Ford- 
ham. 

Yard  Clerk  John  Flanigan,  Fordham,  has 
been  commended  for  discovering  H.Y.C. 
H.R.  99555  billed  as  empty,  containing  sul- 
phur, December  7,  and  necessary  action 
taken  to  prevent  delay  to  shipment.  Also 
on  November  8,  car  85782,  from  Clearing, 
billed  as  empty,  containing  coal,  and  carded 
"Hold." 

Illinois  Division 

Engineer  G.  Vaughn  has  been  commended 
for  discovering  baggage  car  standing  on 
coach  track,  Mattoon,  December  21,  on  fire, 
and  necessary  action  to  prevent  property 
loss. 

Conductor  A.  A.  Larson,  Fordham,  has 
been  commended  for  discovering  about  10 
inches  of  flange  on  the  northbound  main 
track  at  Ashkum,  and  necessary  action  taken 
in  order  to  prevent  possible  accident. 

Iowa  Division 

B.  F.  Baker,  Ticket  Clerk  at  Sioux  Falls, 
has  been  commended  for  services  rendered 
passenger  at  that  station  in  enabling  her 
to  reach  her  destination.  This  passenger 
was  enroute  to  Rock  Rapids,  and  ran  put 
of  funds  at  Sioux  Falls,  Mr.  Baker  paying 
her  fare  to  Rock  Rapids.  He  was  later  re- 
imbursed for  the  expense  incurred.  Mr. 
Baker's  action  is  to  be  commended,  as  there 
is  no  doubt  that  it  will  result  in  advertising 
favorable  to  the  service  extended  by  em- 
ployes o_f  the  Illinois  Central. 

St.  Louis  Division 

Frank  Hardin,  Brookport,  111.,  has  been 
commended  for  discovering  and  reporting 
broken  side  rod  on  engine  2341.  This  action 
undoubtedly  prevented  possible  accident. 

Brakeman  R.  S.  Smith,  Carbondale,  has 
been  commended  for  volunteering  to  fire  en- 
gine 823,  December  13.  Zeigler  Miners'  Run, 
when  the  regular  fireman  became  critically 
ill.  This  action  prevented  delay  to  traffic. 


Spencer  Otis  Company 

RAILWAY  SUPPLIES 
Chicago,    Now  York    anil    St.  Louis 


TUBE  FREE 


G^^k  4^%  ^^  rnil-ES 

,  i>  Vj  U  GUARANTEED 

Greatest  tire  offer  ever  made-.  For  a 
short  time  we  offer  a  practically  punc- 
ture-proof standard  made  inner  tube 
absolutely  free  with  every  order  for 
one  of  our  special  reconstructed  double 
tread  standard  tires.  Guaranteed  6,000 
miles.  Users  report  7.CCO  to  10,OCO 
miles  service.  Unequalled  in  price, 
quality  and  workmanship.  No  repairs, 
no  blow-outs. 

PRICES  SMASHED 
Prices  Include  Tire  ana  Tube 

$10.25 
11.75 
12.75 
13.20 
13.91 
14.20 
14.40 

Rclincf  Free  With  Each  Tire 
ORDER  NOW.  Send  $2  deposit  on 
each  tire  ordered.  Balance  _C.  O.  D. 
subject  to  examination.  B  per 


SIZE 
20x3 
30  i  3 

31x4 
32x4 
33x4 

...J6.60 
6.E5 
7.73 
....  B.fO 
....  950 
....  8.75 
....  9.95 

SIZE 
34x4      .. 

31  x  41'.   .. 
33x4  '3  .. 
33x4%  ... 
35x5       .. 
33x5       .. 
37x5       ... 

plain 


•ith< 


Serviceable  Tire  Corporation 

157  East  33rd  Street,  Chicago,  III. 

Get  Rid     C"     A    T 
of  That     P      M     I 

Free  Trial  Treatment 

Sent  on  request.  Ask  for  my  "pay-when- 
reduced"  offer.  My  treatment  has  reduced 
at  the  rate  of  a  pound  a  day.  No  dieting, 
no  exercise,  absolutely  safe  and  sure  meth- 
od. Let  me  send  you  proof  at  my  expense. 

DR.  R.  NEWMAN.  Licensed  Physician 
State  New  York,  286  Fifth  Ave.,  New  York,  Desk  H-255 


WHEN  RHEUMATISM 
HITS  YOU  HARD! 

Sloan's    Liniment  should  be  kept 
handy  for  aches  and  pains 

WHY    wait    for    a    severe    pain,    an 
ache,  a  rheumatic  twinge   follow- 
ing exposure,  a  sore  muscle,  scia- 
tica, or  lumbago  to  make  you  quit  work, 
when    you    should    have    Sloan's    Liniment 
handy  to  help  curb  it  and  keep  you  active, 
and  fit,  and  on  the  job? 

Without  rubbing,  for  it  penetrates,  apply 
a  bit  today  to  the  afflicted  part.  Note  the 
gratifying,  clean,  prompt  relief  that  fol- 
lows. Sloan's  Liniment  couldn't  keep  its 
many  thousands  of  friends  the  world  over 
if  it  didn't  make  good.  That's  worth  re- 
membering. All  druggists — three  sizes — 
the  largest  is  the  most  economical.  35c,  70c, 
$1.40. 

Sloarts 

Linimenttea 


Please  mention  this  magazine  when  writing  to  -advertiser! 


ILLINOIS   CENTRAL  MAGAZINE 


Dont  Send!  Penny 


intf!  sencl  your  nan» 
Wtlal  and  address,  size 
and  color  and  I   will 
send  this  sweater  to 
you.   You  don't 
pay  one  penny    if 
until  it  is  de* 
liveredtoyour 
door    by    the 
postman. 

Army 

Navy-* 

For  Men 
or  Women 

This  is  a  real 
heavy  winter 
s  we  a  t  er. 
made     of 
heavy  mixed 
marine  yarn. 
Slip-over 
style,  with  V 
neck  and  full 
length  sleeves. 
Just    like    pic- 
ture.  Will  give 
excellent   wear. 
Sizes  to  fit  Ladies 
or  Men  84  to  46.    Colors,  khaki  or  navy  blue. 

-Reduced  to $  1- 


Ho  one  has  ever  reduced  price  to  this  extent.  It  is 
the  biggest  money-saving  bargain  ever  offered.  We 
will  Bell  only  two  to  a  customer  and  will  not  sell  to 
merchants  or  wholesalers. 

Just  send  your  name 
and  address,  no  mon- 

When  the  sweater  is  delivered  at  your  door  by 
e  postman,  pay  him  $1  .98  for  the  sweater.    We 
jave  paid  the  delivery  charges.   Wear  it.   If  you  don't 
ind  it  all  yon  expect,  return  it  and  we  will  cheer- 
ully refund  your  money  at  once.    Order  h"  No.  72. 


Walter  Field  Co.3,8s.  i&nS&^ 


If  all  that  we  say 

In  a  single  day 
With  never  a  word  left  out, 

Were  printed  each  night 
In  clear  black  and  white, 

'Twould  prove  queer  reading,  no  doubt. 

And  then  just  suppose 

Ere  one's  eyes  could  close 
He  must  read  the  day's  record  through; 

Then  wouldn't  one  sigh, 
And  wouldn't  he  try 

A  great   deal  less  talking  to  do? 

And  I  more  than  half  think 

That  many  a  kink 
Would  be  smoother  in  life's  tangled  thread, 

If  one-half  that  we  say 
In  a  single  day 

Were  left   forever  unsaid. 


T.  S.  LEAKE  &  COMPANY 

GENERAL  CONTRACTORS 

7th  Floor.  TrananortatioD  Building 

608  SOUTH  DEARBORN  ST..        CHICAGO.  ILL 

Telephone  Harrison  7682 

Rmilrmmd  Building*  Oar  Specialty 


1ft 


Johnson  Field,  Johnson  City,  N.  Y.  This  shows  a  large  crowd  in  attend- 
ance at  a  concert  given  by  Sousa's  band.  During  the  summer  months  local 
baseball  teams  hold  many  interesting  games  with  outside  teams. 


ENDICOTT-JOHNSON 


Shoes  for  Workers  and  Their  Boys  and  Girls 


ENDICOTT 

N.  Y. 


JOHNSON  CITY 

N.  Y. 


Please     mention     this     magazine    when     writing    to     advertiser* 


Magazine,  tkey  hand  it  to  some  business  man-  or  farmer. 

LINOIS  CENTRAL  MAGAZINE 


:BRUARY 


Oak  trees,  residential  district,  Hammond  La. 


CIOTlPBARCAINS 

[for  Every  Member 
of  the  Family} 

Book  of  alhousand  Bargains 

FREE! 


MerisMORSNAP 
ALL  WOOL 
SERGE  SUIT 


Actual 
Value  $25 


$1^98 


2X4900X— Here  is  an  example 
of  pur  amazing  bargains:  Men's 
suit,  100%  all  wool  —serge,  rich 
navy  blue,  absolutely  fast  color. 

Popular  double  breasted  model  for 
you  who  want  style  and  snap.  First 
class  tailoring — fine  quality  alpaca 
lining.  Satisfaction  guaranteed. 
Regular  flap  pockets  and  cash  pocket. 
Vest,  collarless  style.  Trousers  with  belt 
loops,  plain  or  cuff  bottom.     Color: 
Navy  Blue  only.    Sizes:  Chest,  31  to 
42;  waist,  30  to  40;  inseam,  30  to  34. 

PRICE,  prepaid  to  your  home  $14.98 


Guaranteed  Lowest 
Prices  in  U.S.  A. 

Our  Book  of  a  Thousand  Bar- 
gains proves  it.  Send  today. 
Share  the  big  savings  on 
wearing  apparel  for  every 
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Contents 


No  Guaranty  Under  Transportation  Act 15, 

Public  Opinion  16 

Hammond,  La 23 

Response  of  Employes  to  Appeal  of  President  Markham 28 

Purchasing  and  Supply  Department 31 

Illinois  Central  Directs  Attention  to  the  Grade  Crossing  Problem  33 

Traffic  Department 34 

Weighing  of  Freight 38 

Loss  and   Damage   in  'Connection  with   Handling   Less   Carload 
Freight    : ! 40 

Claims  Department  : 42 

Safety  First 43 

Transportation  Department  48 

Facts  and  Figures  About  Personal  Injury  Accidents 51 

The  Wayfarer  52 

Hospital  Department  57 

Engineering  Department 59 

Roll  of  Honor 03 

Contributions   from    Employes 64 

Meritorious   Service   69 

The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 70 

Sports    72 

Division  »News   74 


RibUshed  monthly  by  the  Illinois  Central  R..R..  in  the  interest 
of  the  railroad  and  its  Jj4000  Employes 

Advertising    Kates  on  Application 

Office  1201  Michigan,  Av.  Telephone  Wabash  2200 

Chicago  Locah 

per  copy 


ILLINOIS  CENTRAL  MAGAZINE 


Wanted!  Men  to  Fill  Thest 
$5,000-aYear  fositions 

A  Great  New  Field  as  Yet  Unthought  of  by  Most  Men 


BOUNDLESS  opportunities  lie  before  the  men  who 
are   willing  to   qualify   for   positions   paying  from 
$2,500    to  -$10,000    a   year   and   more    in   this   new 
profession.      These    positions   are   open   in   a   field 
as  yet  little  thought  of  by  most  men.     Without  know- 
Ing  fully  the  facts,  it  seems  incredible  to  the  average 
man  that  thousands  of  splendid  jobs  are  actually  going 
begging  for  lack  of  men  fitted  to   fill  them. 

Business  throughout  the  world  is  booming.  Factories, 
great  and  small,  everywhere  are  straining  machine  and 
man  to  supply  the  products  for  world-wide  trade.  Amer- 
ica, with  the  greatest  mer- 
chant marine  and  railroad 
system,  has  become  the  larg- 
est shipper  on  earth.  Ship- 
ping yards  and  wharves  are 
scenes  of  feverish  activity, 
with  millions  of  pounds  of 
freight  being  handled  every 
hour, 

Why  Thousands         Trans- 


Thousands 
of  Dollars  Are 
Lost  in  This  New 
Four  Billion 


The  trained  expert  in  th 
most  important  part 


t  o  day 
«£  lasre|I 
Dollar  Industry    est    and 

most  im- 

portant Industry  !n  the  coun- 
try. Freight  charges  amount 
to  the  stupendous  figure  of  a 
million  dollars  an  hour  —  over 
four  billion  dollars  a  year! 
Yet  it  is  estimated  that  eight 
out  of  every  ten  shippers  are  losing  money.  Thousands 
of  dollars  are  lost  daily.  This  is  occasioned  by  the  fact 
that  few  men  actually  know  the  most  economical 
methods  of  shipping  merchandise. 

On  second  thought,  this  is  not  so  surprising.  The 
Traffic  Profession  is  just  in  its  swaddling  clothes  —  only 
about  ten  years  old.  It  was  created  when  the  Govern- 
ment passed  an  amendment  to  the  Interstate  Com- 
merce Law  making  the  Railroad  Freight  Tariffs  the 
Freight  Kate  L,aws  of  the  country.  This  made  it  neces- 
sary for  about  1,000  railroads  —  60,000  large  business 
concerns,  nearly  450,000  smaller  shippers  —  thousands  of 
Chambers  of  Commerce  and  Commercial  Clubs,  State 
Railway  Commissions,  and  the  Interstate  Commerce 
Commission  to  employ  men  with  a  technical 
knowledge  of  Interstate  Commerce,  Rail- 
way Traffic  and  Traffic  Management  Work. 

These    Important 

_  _  _  _  -  ndllgtJS      Ii<i\  c      <-I  c 

Men  That  Has  never  ated  a  need  for 
trained  traffic  men 
that  has  never 
been  satisfied.  Men 

are  needed  everywhere  in  this  great  •work. 
Right  now  100,000  trained  traffic  men  are 
urgently  needed,  and  the  demand  increases 
daily.  Every  large  concern  must  maintain 
a  traffic  department  —  employing  scores  of 
men. 

Millions    of    dollars    are    wasted    through 
Inefficiency  in  forwarding  freight.     Tens  of 
thousands  of   concerns,   without  realizing  it,   are   losing 
fortunes    because    they    do    not    know    how    properly    to 
interpret  the  infinite  number  of  classifications  and  spe- 
cial  rate   combinations  in   effect. 

For  instance:  A  railroad  quoted  a  Wilmington,  Dela- 
ware, concern  a  28  cent  delivery  rate,  but  the  published 
rate  under  Government  Regulation  was  33c,  resulting 
in  a  $7,000  loss.  A  Chicago  concern  billed  a  contract 
shipment  using  the  trade  name  rather  than  the  traffic 
name  —  a  loss  of  $3,040  in  thirty  minutes! 

Whv  Surh  Lartre        What  the  trained  traffic  man  can 
I    ,     f  n    •  j    do  is  snown  by  these  few  examples: 

Salaries  Are  Paid    A     Boston     concern     employed 


is  new  profession  plays  a 
in  his  firm 's  business 


A  Need  for  Trained 


Been  Satisfied 


We  Help  You 
To  A  Position 

Just  as  soon  at  yon  are  qualified 
and  ready  you  have  free  access 
to  oar  Employment  Service.  We 
are  constantly  in  loach  with  con- 
cerns in  all  parts  of  the  country 
and  are  able  to  assist  our  mem- 
bers to  good  Traffic  positions. 
There  is  no  charge  for  this  Service. 


in 


concern 

competent  traffic  man  who  saved 
$9,751  in  two  weeks  on  66  car- 
loads. Another  traffic  expert  com- 

pelled   an   Eastern   Railroad    to   refund    $122,000    to   the 
Meeker  Coal  Company.     A  New  Tork  Traffic  Man  saved 


his  company  $24,000  on  freight  shipments  to  one  p! 
in  one  year. 

After  knowing  about  these  few  of  thousands  of  si 
lar  instances,  it  doesn't  seem  surprising  that  firms 
willing  and  glad  to  pay  large  salaries  for  skilled  tri 
men.  A  Detroit  Traffic  Manager  receives  $19,50i 
year.  A  Cleveland  man  gets  $24,000.  Thousands 
good  traffic  jobs  pay  from  $2,500  to  $5,000  and  $10 
a  year.  Expert  traffic  men  receive  big  pay  bees 
they  can  save  their  firms  many  times  the  amount 
these  salaries  each  year. 

A  Solution  of        U  n  t  i 

ft.  •     f~*  short    t  i 

I  his  Ltreat          ago,   th 
Problem  was 'no  s 

pie  way 

the  average  man  to  ma; 
the  details  of  traffic  mans 
ment.  Knowing  the  gi 
need  of  trained  traffic 
perts,  the  American  O 
merce  Association,  a-  natic 
organization  of  Traffic  A 
offered  to  train  men  to  qi 
ify  them  to  handle  the  ci 
plicated  problems  of  si 
ping.  Since  that  time  tt 
sands  of  ambitious  men  h 
availed  themselves  of 
training  and  are  making  s 
cesses  in  the  traffic  1 
throughout  the  country, 
the  need  for  trained  men 
day  is  greater  than  ever 

fore  and  the  Association  has  recently  enlarged 
organization  to  train  more  men. 

An  Amazingly  This   training   is    given   dui 

Easy  Way  to  Train   lv*rry  £™'  of«5.T^ttSg; 

for  a  Big  Job         .        is   treated   in   the   most   thoro 

manner,   the  work  is  remarks 

easy  to  master.  The  cost  through  the  Associatioi 
but  a  few  cents  a  day.  Once  a  member  of  this  gi 
association,  you  receive  the  help  of  its  Advisory  Tri 
Council  made  up  of  traffic  men  of  national  reputat 
This  council  consists  of  such  men  as: 

T.  A.   Gantt,  Traffic  Manager,  Corn  Products  Refir 
Company;   George   Chester  Conn,    Director  of  Traffic 
the  Buick  Motor  Co. ;  Samuel  G.  Lutz,  V 
President,  Chicago  &  Alton  Railroad,  as  A 
as   nearly   200   others  of  equal   prominei 

To  give  the  whole  stor 

_       .    _          -  this  wonderful   traininj 

Book  tree  for  traffic  work,  the  Associa 
has  prepared  a  remark 
book.  "Opportunities  and 
quirements  for  Tr 

Work. "      This  book  explains  this  marvelou?  BJ-F 
of  training  in  detaikand  tells  how  anyone  can  qu 
ly  qualify  for  the  important  job  of  Traffic  Mann 
It  cites  many  stories  of  success  by  members  of 
Association.    It  shows  how  this  profession,  yet  i 
offers  boundless  opportunities  for  the   ambit 
trained  man.    After  reading  it,  you  will   rea 
understand  why  $5, 000  salaries  for  traffic  experis 
common  and  why  thousands  of  jobs  pay  $2,50 
$10,000  a  year  and  more.    W'rite  today  for  this  v 
derrul   book,  giving  your  age,  occupation  and  state  whethe 
not  you  have  had  previous  traffic  experience.    Address:    Amer 
Commerce  Association,  Dept.842. 4043  Drexel  Blvd.,  Chicago,  I 


American  Commerce  Association,  Dept  342 
4043  Drexel  Boulevard,  Chicago,  111. 

Please  send  your  new  free  book  on  "Opportunities  and  Reqr 
ments  for  Traffic  Work"  without  obligation  to  me.      I  have 

previous  traffic  experience no  traffic  experience , 

NAMB  

ADDRESS 

AGE OCCUPATION 


An  Interesting 
Book  Free  f 
the  Asking 


Please  mention  this  magazine  when  writing  to  advertiser* 


ILLINOIS  CENTRAL 

Magazine 

Vol.  9  February,  1921  No.  8 

No  Guaranty  Under 
i  Transportation  Act 

T.HE-RE.  are  some  who  are  under  the  impression  that  the  Trans- 
portation Act  of  1920  guarantees  the  railways  a  return  of  5J/2 
or  6  per  cent  on  their  value.  That  is  far  from  being  correct. 
The  Act  provides  that  the  country  shall  be  divided  into  rate- 
making  groups  and  that  the  Commission  shall  find  the  tentative  value 
of  railway  property  in  each  group  pending  the  finding  of  the  actual 
value  by  the  bureau  of  valuation,  and  then  fix  rates  so  that  the  railways 
constituting  a  rate-making  group  may  earn  5  ]/2  or  6  per  cent  upon  their 
aggregate  value.  Well  managed,  well  located  and  well  maintained, 
railways  may  earn  more  than  6  per  cent  on  their  value.  In  that  case, 
the  Act  provides  that  one-half  of  any  amount  over  6  per  cent  shall  be 
paid  into  a  contingent  fund  of  the  Government.  The  other  half  must 
be  placed  in  a  reserve  fund  established  by  each  carrier  earning  more 
than  6  per  cent  The  latter  may  be  drawn  upon  for  the  payment  of 
dividends  or  interest  on  bonds  or  other  securities,  or  rent  for  leased 
roads,  to  the  extent  that  a  railway's  net  operating  income  for  any  year 
is  less  than  a  sum  equal  to  6  per  cent  of  the  value  of  its  property. 
Some  of  the  railways  in  a  group  may  never  earn  anything.  Some  may 
earn  2  per  cent,  some  4  per  cent,  some  6  per  cent,  and  so  on,  but  when 
they  get  above  6  per  cent  they  must  divide  with  the  Government  by 
paying  one-half  into  its  contingent  fund,  out  of  which  loans  may  be 
made  to  railways  to  meet  expenditures  for  capital  account,  or  to  refund 
maturing  securities,  or  by  purchasing  transportation  equipment  and 
facilities  to  be  leased  to  the  railways. 

So  far,  the  railways  as  a  whole  have  fallen  far  short  of  earning  6  per 
cent  on  the  total  tentative  value  fixed  by  the  Commission. 


15 


J         What  the 


WHAT  THE  WORLD  NEEDS 

In  a  New  Year  letter  to  employes  of  the 
Illinois  Central  Railroad,  President  C.  H. 
Markham  includes  this  very  significant  and 
timely  paragraph: 

"Economies  must  be  practiced  in  all  de- 
partments. Only  through  such  means  can 
the  company  continue  the  present  high 
wages.  I  personally  desire  to  continue  them 
and  will  do  all  that  I  can  to  do  so.  YOU 
CAN  HELP  ME  AND  YOURSELVES  BY 
STRIVING  TO  MAKE  TWO  BLADES 
OF  GRASS  GROW  WHERE  ONLY  ONE 
GREW  BEFORE.  That  will  call  for  un- 
usual efficiency,  economy  and  the  same 
watchfulness  and  interest  in  the  company's 
business  that  you  would  take  in  your  own 
private  business." 

The  words  which  we  have  raised  to  capi- 
tal lettes  compose  a  sentence  which  means 
more  to  the  Illinois  Central,  to  the  United 
States,  to  the  entire  world,  than  any  other 
one  thing.  President  Markham  realizes  that 
production  is  the  important  thing.  He  ad- 
monishes his  employes  to  strain  every  ef- 
fort toward  the  production  of  two  blades  of 
grass  where  but  one  grew  before,  and  he 
intimates  that  something  like  will  be  neces- 
sary to  enable  the  railroad  to  pay  high 
wages  received  by  employes. 

It  all  goes  back  to  the  necessity  of  giving 
a  full  day's  work  for  a  full  day's  oav;  it  goes 
back  to  the  matter  of  production.  The  whole 
world  needs  production — not  of  cotton  alone 
or  any  other  single  thing,  but  of  everything 
needed  by  human  beings.  The  time  for 
shirking  work  of  any  sort  and  for  "soldier- 
ing on  the  job"  has  passed,  and  the  time  for 
conscientious  industry  has  appeared.  The 
injunction  laid  upon  employes  of  the  Illi- 
nois Central  Railroad  by  President  Markham 
may  be  laid  with  equal  justice  and  equal  rea- 
son upon  every  other  line  of  industry.  Th- 
haphazard  methods  which  came  into  being 
during  the  war,  when  everything  was  sacr 
ficed  to  speed,  must  now  be  discarded,  and 
every  man,  every  woman — all  of  us  who 
work  with  our  hands  and  our  heads — must 
be  willing  to  fill  every  hour  of  the  workin 
day  with  industry.  Not  only  that,  but  we 


must  be  ambitious  to  produce  something 
that  will  stand  the  acid  test.  It  is  no  longer 
excusable  to  give  our  work  "a  lick  and  a 
promise;"  we  must  do  it  right.  We  must 
get  away  from  slovenliness  and  take  a  pride 
in  the  products  of  our  brains  and  hands. 
Only  by  these  means  can  we  hope  to  c'v- 

tinue  to  receive  the  present  high  wages;  only 
by  these  means  can  we  secure  a  resumpiKii 
of  normal  conditions  and  a  return  to  world 
equilibrium.  With  every  man  and  everv 
woman  willing  to  work  and  anxious  to  pro- 
duce the  best  results — willing  and  dete- 

mined  to  give  honest  and  productive  effort 
in  exchange  for  honest  pay — happiness  and 
contentment  will  return  to  us  and  prosp?n 

will  be  world-wide.  That,  and  no  less  than 
that,  is  what  the  world  needs. — Editoriat, 

The  Helena  (Ark.)  World.     January  5,  1921. 


NEW  TYPE  OF  PRESIDENT 

C.  H.  Markham,  president  of  the  Illino:s 
Central  railway,  is  demonstrating  what  a 
regular  railway  president  should  be. 

He  has  breathed  into  the  body  of  the  com- 
pany a  spirit  of  willingness  to  serve.  By  a 
carefully  planned  and  skillfully  executed  plan 
of  publicity  he  is  bringing  the  railroad  to 
the  homes  of  the  people,  makinc  its  problems 
their  problems,  and  discussing  with  them 
what  he  has  in  his  mind  to  do  to  make  his 
line  really  serve  its  constituency.  It  is  an 
innovation  in  railroading,  far  removed  from 
the  old  time  "public  be  damned"  policy,  and 
one  that  is  sure  to  react  most  favorably  for 
the  Illinois  Central  and  the  public  as  well. 
The  time  was  when  the  president  of  a  rail- 
road was  a  royal  personage,  a  "brass  collar'' 
indeed,  and  a  man  who  rarely  condescenHM 
to  talk  to  ordinary  mortals,  much  less  the 
slaves  in  his  employ.  Mr.  Markham  has 
changed  that  so  far  as  the  Illinois  Central 
is  concerned.  He  travels  about  the  line  less 
ostentatiously  than  the  old  time  "supe,"  and 
is  in  touch  with  every  man  on  the  system. 
He  seems  to  feel  a  personal  interest  in  every 
community  represented  on  his  line  and  in 
every  man  on  the  payroll.  The  effect  of  this 
spirit  of  co-operation  is  already  apparent, 
and  we  are  sure  that  time  will  demonstrate 


1C 


ILLINOIS  CENTRAL  MAGAZINE 


17 


the  wisdom  of  his  policy. — Editorial,  The  In- 
dependent-Republican, Waverly,  la.,  January  7, 
1921. 


INVITATION  TO  MR.  MARKHAM. 

The  Chamber  of  Commerce  will  do  a 
mighty  good  job  if  it  succeeds  in  bringing 
President  Markham  of  the  Illinois  Central 
to  this  city  for  a  little  visit.  President  Mark- 
ham  is  one  of  the  big  railroad  men  of  .the 
country.  Indeed,  there  are  some  people  who 
think  that  he  is  not  far  short  of  being  in  a 
class  by  himself  as  a  railroad  executive.  The 
Journal-Gazette  hopes  that  he  will  accept 
the  invitation  to  come  to  Mattoon  and  break 
bread  with  the  business  people  of  this  city. 
Of  course  Mr.  Markham  knows  that  Mat- 
toon  is  on  the  Illinois  Central;  in  fact,  we 
imagine  that  he  knows  a  whole  lot  more 


about  the  resources,  business  conditions  and 
possibilities  of  this  city  than  many  of  our 
own  people.  They  tell  us  that  he  is  a  won- 
derful man  to  get  hold  of  detailed  infor- 
mation on  everything  that  appertains  to 
the  business  of  the  Illinois  Central,  and  the 
Journal-Gazette  has  an  idea  if  he  were  to 
come  to  Mattoon  on  a  visit  he. could  prob- 
ably tell  us  some  things  about  our  own 
town  that  we  do  not  know  ourselves.  Any- 
way, it  is  worth  while  to  get  in  touch  with 
big  people.  It  is  worth  while  for  a  city  like 
this  to  get  in  closer  touch  with  the  heads 
of  the  railroads  than  has  been  done  in  the 
past.  Really,  we  are  rather  disposed  to  be- 
lieve that  Mattoon  has  not  paid  enough  at- 
tention to  such  matters  in  the  past. — Editor- 
ial, Mattoon  (111.)  Journal-Gazette,  January  7, 
1921. 


A  Garden  Spot  in  Louisiana 


An  ever-blooming  garden,  almost  com- 
pletely isolated  from  the  wave  of  depres- 
sion which  has  swept  over  the  cotton,  rice 
and  cane  producing  sections  of  the  South, 
thrifty  and  progressive — such  is  the  visit- 
or's impression  of  Tangipahoa  Parish,  Louis- 
iana, the  famous  strawberry  and  truck  gar- 
dening country. 

Louisiana,  you  know,  is  shaped  like  a 
chair,  the  Mississippi  River  forming  the 
back  and  an  east-and-west  line  from  the 
Mississippi  to  the  Pearl  rivers  the  seat. 
Tangipahoa  Parish,  deriving  its  name  from 
the  Indians  who  once  roamed  the  country, 
is  shaped  not  unlike  the  state  of  Illinois, 
and  lies  just  under  the  seat  of  the  chair, 
midway  between  the  Mississippi  and  the 
Pearl.  Its  eastern  boundary  is  formed  in 
part  by  the  Chefuncte  River  and  on  the 
south  are  Lake  Maurepas  and  Lake  Pon- 
chartrain.  Unpronounceable  Indian  names 
are  everywhere.  Dividing  the  parish  from 
the  north  to  the  south  is  the  main  line  of 
the  Illinois  Central  Railroad  between  Chi- 
cago and  New  Orleans.  A  line  of  the 
Yazoo  and  Mississippi  Valley  from  Coving- 
ton  to  Baton  Rouge  makes  a  further  divi- 
sion of  the  parish  into  quarters. 

Along  the  lines  of  the  Illinois  Central 
system  are  the  strawberry  and  truck  farms 
which  have  made  that  section  of  Louisiana 
famous  with  the  northern  metropolitan 
caterers.  The  railway  feels  a  special  pride 
in  Tangipahoa.  Millions  of  dollars  worth 
of  produce  are  shipped  out  of  the  parish 
every  year  over  the  Illinois  Central  lines 
to  Chicago  and  other  Northern  cities,  and 
on  the  other  hand  the  parish  owes  its  high 
state  of  development  largely  to  the  service 
of  the  Illinois  Central  system.  During  the 
spring  harvest  manifest  trains  loaded  at  the 


Illinois  Central  shipping  points  in  the  par- 
ish are  operated  daily  with  rapid  service  to 
the  Northern  cities.  These  conditions  have 
built  up  a  great  friendship  between  the  rail- 
way and  the  people  of  the  parish.  There 
are  few  residents  of  the  parish,  indeed,  who 
do  not  have  a  real  appreciation  for  the  rail- 
way system  which  serves  them.  The  man- 
agement of  the  railway  is  seeking  constant- 
ly to  improve  its  service  in  the  parish. 

The  writer  was  glad,  therefore,  to  receive 
a  commission  to  visit  Tangipahoa  Parish 
in  the  interest  of  the  work  which  is  being 
carried  on  by  the  management  for  develop- 
ing a  better  relationship  between  the  rail- 
way system  and  its  agricultural  patrons  and 
to  furnish  an  article  for  the  Illinois  Cen- 
tral Magazine  concerning  the  parish  and 
some  of  its  representative  farmers,  quoting 
a  number  of  them  on  what  they  have  to 
say  of  the  Illinois  Central  service,  together 
with  the  criticisms  or  suggestions  they 
might  care  to  make. 

Former  trips  in  the  interest  of  better 
farmer-railway  relationships  had  taken  the 
writer  to  Iowa,  Illinois,  Mississippi  and 
Kentucky  counties.  It  was  his  first  trip  to 
Louisiana.  Although  he  saw  the  country 
with  the  eyes  of  a  Northerner,  he  attempted, 
in  his  visit  there,  to  get  the  local  view- 
point. It  was  not  a  hard  task.  The  Tan- 
gipahoans  are  hospitable,  with  true  South- 
ern hospitality,  and  welcome  visitors.  Many 
of  them,  indeed,  are  Northerners  them- 
selves, from  Indiana,  Illinois,  Wisconsin, 
Iowa  and  Missouri. 

They  Have  Diversified  Farming. 

Strawberry  and  truck  gardening  are  not 
the  only  basic  industries  of  the  parish,  by 
any  means.  Dairying  is  extensive,  natural 
conditions  being  extremely  favorable  and 


ILLINOIS  CENTRAL  MAGAZINE 


New  Orleans  forming  an  easily  accessible 
market.  Timberlands  are  rich  in  their  re- 
sources and  lumbering  is  an  important  in- 
dustry, centering  principally  in  the  mills  at 
Natalbany,  on  the  Illinois  Central.  Fruit 
farms  are  coming  to  take  an  important 
place  among  the  parish  industries.  But  as 
a  strawberry  and  truck  gardening  section 
the  parish  excels,  taking  the  lead  in  Louisi- 
ana. It  is  said  that  the  agricultural  prod- 
ucts of  Tangipahoa  Parish  have  an  annual 
value  exceeded  by  only  two  other  counties 
(parish  is  the  Louisiana  name  for  county) 
in  the  United  States. 

They  expect  to  raise  $2,000,000  worth  of 
strawberries  in  Tangipahoa  Parish  this 
year.  In  recent  years  the  ruby  harvest  has 
approached  that  figure.  They  expect  to 
reach  it  this  spring,  according  to  W.  H. 
Carter  of  Hammond,  secretary-treasurer  of 
the  Hammond  Farmer's  Association.  The 
prospects  for  bumper  truck  crops  also  are 
excellent.  The  winter  season  has  been 
mild,  though  marked  with  an  unusually 
large  rainfall,  and  the  spring  is  early.  The 
crop  will  be  ready  for  the  northern  markets 
ten  days  or  two  weeks  earlier  than  usual. 
By  the  time  this  article  is  published  many 
of  the  strawberry  fields  will  be  white  with 
bloom. 

As  remarked  earlier,  the  parish  seems  to 
be  almost  wholly  untouched  by  the  wave 
of  business  depression  which  has  had  such 
devastating  effect  in  other  sections  of  the 
country.  The  bankers  and  other  business 
men  do  not  expect  a  depression.  There 
are  several  explanations  for  this. 

The  parish  does  not  depend  for  its  exist- 
ence upon  one  crop,  and  hence  it  cannot 
have  a  complete  crop  failure.  In  fact,  crop 
failures  are  seldom,  even  in  one  line  of 
production.  Farmers  are  reasonably  cer- 
tain of  making  a  crop,  provided  they  give 
it  sufficient  attention  during  the  growing 
season,  preceded  by  intelligent  fertilization. 
The  strawberry  and  truck  crops  are  raised 
on  small  farms,  very  largely,  and  the  farm- 
ers are  thrifty,  operating  upon  a  cash  basis. 
Their  sales  from  the  spring  and  summer 
harvest  carry  them  through  the  year.  Each 
farmer  raises  the  corn  and  small  grain  nec- 
essary to  feed  his  stock  and  raises  the  food- 
stuffs for  family  table  use.  During  the 
period  of  war  prosperity  they  looked  to 
the  future  and  did  not  go  into  a  frenzy  of 
buying  silk  shirts  and  high-powered  auto- 
mobiles. 

The  labor  problem  in  Tangipahoa  is  not 
so  serious  a  factor  as  it  is  with  Northern 
farmers  or  with  other  Southern  farmers. 
The  truck  and  strawberry  gardeners  operate 
their  small  farms  on  a  basis  whereby  they 
are  cultivated  largely  by  the  tenant  or 
owner  himself,  with  the  assistance  of  his 
family.  Outside  labor  is  depended  upon 
extensively  only  during  the  short  rush 


periods  of  harvest.  The  crop  demands  im- 
mediate marketing,  providing  little  oppor- 
tunity for  speculation  between  the  period 
of  harvesting  and  marketing. 

In  addition  to  the  parish  industries, 
Hammond,  the  principal  city  of  the  parish 
and  the  junction  point  of  the  Illinois  Cen- 
tral and  Yazoo  &  Mississippi  Valley  lines, 
which  quarter  the  parish,  is  an  important 
winter  resort.  Climatic  conditions  are  ex- 
cellent and  Hammond  is  a  beautiful  town. 
Real  Industry  Is  Rewarded 

When  one  attempts  a  review  of  the  ag- 
ricultural interests  in  Tangipahoa  Parish  he 
is  impressed  with  the  remarkable  possibili- 
ties for  the  farmer  who  plies  his  calling 
industriously  and  earnestly. 

Take  the  case  of  Charles  Ekker,  a  rep- 
resentative small  farmer  of  the  strawberry 
country.  Mr.  Ekker  has  a  farm  of  forty 
acres  two  miles  south  of  Hammond,  which 
he  and  his  wife  and  daughter  care  for.  The 
important  part  of  the  forty-acre  farm,  how- 
ever, is  a  strawberry  field  of  less  than  an 
acre,  on  which  the  crop  in  a  single  year  has 
amounted  to  as  much  as  $1,500. 

Mr.  Ekker  is  seeking  constantly  to  per- 
fect his  strawberry  growing  by  intensive 
cultivation,  with  wise  fertilization  and  per- 
sonal care.  His  big  Klondike  berries  are 
beauties,  but  he  is  developing  a  cross  of  his 
own  which  he  believes  will  prove  the  per- 
fect berry.  He  is  a  warm  friend  of  the 
Illinois  Central. 

A  romantic  story  is  wrapped  up  in  the 
history  of  James  H.  Frye,  a  nurseryman 
near  Hammond.  The  story  began  a  de- 
cade ago,  when  a  farmer  near  Amite  City, 
the  parish  seat,  bought  a  selection  of  plum 
trees,  two  of  which  he  gave  to  a  neighbor  of 
Mr.  Frye.  The  two  trees  developed  and  bore 
big,  red  luscious  fruit,  but  their  owner  was 
not  interested  in  fruit  growing  and  "gave  them 
little  attention.  Mr.  Frye  saw  the  possibil- 
ities of  the  nursery  industry  and  succeeded 
in  getting  a  few  scions,  from  which  he  has 
developed  an  orchard  of  1,500  trees.  He 
started  in  six  years  ago.  Last  year  ship- 
ments of  trees  went  into  ten  states.  Mr. 
Frye  calls  his  plum  The  Japan.  He  also 
grows  grapes  and  other  nursery  stock. 

The  only  recipe  which  Mr.  Frye  sets 
down  for  the  young  orchardist  is  hard 
work.  Keeping  the  orchard  clean,  intelli- 
gent spraying,  caring  for  the  trees,  good 
selection  of  stock — these  are  important,  he 
says. 

Dairying  conditions  were  discussed  with 
L.  Anthon,  one  of  the  most  successful  of 
the  dairy  farmers  near  Hammond.  His 
father  owns  600  acres  in  Tangipahoa  Par- 
ish, of  which  the  son  farms  180 — 100  in 
pasture  and  80  under  cultivation. 

Mr.  Anthon  is  a  warm  friend  of  the  Illi- 
nois Central  system.  He  declares  that  the 
parish  owes  its  development  very  largely 


ILLINOIS  CENTRAL  MAGAZINE 


19 


to  the  railway — an  almost  obvious  explana- 
tion, but  one  not  always  recognized  by 
farmer  patrons  whom  the  railways  of  the 
country  serve. 

The  railway,  however,  should  develop  a 
system  of  handling  empty  milk  cans,  Mr. 
Anthon  believes,  which  will  return  them  to 
dairymen  in  better  condition.  The  average 
ten-gallon  can  lasts  about  100  shipments, 
and  consequently  hauls  1,000  gallons  of 
milk  during  its  life,  according  to  Mr.  An- 
thon. As  the  cans  cost  $10  each,  this 
means  a  cost  of  1  cent  a  gallon  in  milk 
shipments.  Mr.  Anthon  believes  that  cost 
can  be  materially  reduced  to  the  dairyman 
by  working  out  a  system  of  responsibility 
in  the  handling  of  returning  cans  which 
will  prevent  losses  in  transit  and  the  batter- 
ing of  cans,  due  to  careless  handling,  he 
says. 

Suggests  an  Experiment  Station 

Mr.  Anthon  believes  that  an  Illinois  Cen- 
tral experiment  station  at  Hammond,  spe- 
cializing in  strawberry  culture,  would  be  a 
commendable  acquisition  for  the  parish.  He 
explained  internal  conditions  in  the  parish, 
which,  he  said,  had  prevented  the  parish 
from  accepting  federal  and  state  aid  for  a 
government  experiment  station.  Each 
strawberry  grower  is  now  required  to  do 
his  own  experimenting  in  strawberry  cul- 
ture. 

Fred  E.  Briggs,  who  has  a  twelve-acre 
farm  within  the  corporate  limits  of  the  city 
of  Hammond,  is  another  successful  dairy- 
man, and  another  friend  of  the  Illinois 
Central,  too.  Mr.  Briggs  talked  railway 
affairs  with  his  visitor,  commenting  upon 
the  rate  increase.  While  admitting  the  ne- 
cessity for  increased  rates,  Mr.  Briggs  of- 
fered the  observation  that  they  came  at  a 
poor  time  psychologically,  declaring  that 
the  farm  people  would  have  been  in  a  much 
more  receptive  frame  of  mind  for  them 
during  the  time  of  bumper  prices,  before 
the  decline  set  in. 

W.  H.  Carter  of  the  Hammond  Farmer's 
Association  discussed  the  agricultural  sit- 
uation with  the  visitor,  giving  him  the  basis 
for  a  number  of  the  comments  which  are 
offered  in  the  introduction  to  this  article. 
Mr.  Carter  is  especially  proud  of  Tangipa- 
hoa  Parish  and  its  farmer  folks,  declaring 
them  to  be  the  sort  of  citizens  who  make  for 
prosperity  and  advancement. 

B.  F.  Bauerle  of  near  Hammond  has 
been,  until  recently,  a  dairyman,  but  be- 
lieving strawberry  and  truck  farming  more 
lucrative,  has  given  up  his  herd  to  devote 
himself  to  intensive  cultivation  of  his  farm. 
He  talked  of  freight  rates  and  the  probable 
effect  upon  the  strawberry  marketing.  Some 
farmers,  he  said,  feared  that  a  drop  in 
prices  would  affect  the  strawberry  and 
truck  farmers.  Other  farmers  with  whom 
the  writer  talked  thought  otherwise,  declar- 


ing that  since  their  products  were  offered 
largely  as  luxuries  on  the  Northern  mar- 
kets, price  declines  should  not  affect  them. 

Albert  Siple  is  a  dairyman  and  truck 
farmer  near  Hammond.  He  discussed  farm- 
ing conditions  and  the  railways,  declaring 
that  public  opinion  of  the  railways  on  the 
part  of  farmers  often  depends  upon  the 
manner  in  which  claims  are  handled. 

L.  B.  Neal,  dairyman  living  two  miles 
east  of  Hammond,  ships  fifty  gallons  of 
milk  a  day  to  New  Orleans,  and  in  addition 
grows  his  own  feed  and  garden  supplies. 
He  declared  that  the  Illinois  Central  service 
in  Tangipahoa  Parish  is  top-notch  in  every 
respect. 

George  Crouse,  also  living  east  of  Ham- 
mond, has  lived  on  the  Illinois  Central  lines 
all  his  life.  He  was  brought  up  in  the 
country  near  Webster  City,  Iowa,  and  when 
he  moved  to  Louisiana  it  was  natural  that 
he  should  select  a  spot  not  far  distant  from 
the  home  railroad.  He's  a  great  friend  of 
the  Illinois  Central.  He  formerly  was  in 
the  dairy  business,  but  gave  that  up  in 
favor  of  strawberry  and  truck  farming. 

A  visit  to  Tangipahoa  Parish  is  not  com- 
plete without  seeing  the  Model  Farm,  at 
Loranger,  northeast  of  Hammond.  The 
farm  was  established  nine  years  ago  by 
Captain  Arthur  Loranger,  a  Tangipahoa 
capitalist.  Later  it  was  sold  to  Tom  Myd- 
land,  who  operated  it  until  last  fall,  when 
it  again  changed  hands.  It  has  now  come 
into  the  control  of  an  organization  which 
has  placed  Mr.  Mydland  in  charge. 

A  Modern  Dairy  Farm  Plant 
The  farm  was  established  and  thus  ob- 
tained its  name,  for  showing  visitors  from 
the  North  what  could  be  done  with  dairy- 
ing in  Tangipahoa  Parish.  It  has  an  ex- 
cellent modern  farm  plant — four  125-ton 
silos,  huge  haybarns,  modern  dairy  stables, 
a  truly  model  creamery.  Electricity  gen- 
erated by  a  gasoline  motor  furnishes  light 
and  power  for  the  farm.  The  stock  now 
consists  of  100  head  of  Jersey  and  Holstein 
cattle.  The  farm  has  a  contract  for  fur- 
nishing 160  gallons  of  milk  daily  to  the 
Charity  Hospital  in  New  Orleans.  A  pri- 
vate railroad  between  Loranger  and  Natal- 
bany  handles  the  origination  of  the  milk 
shipments,  thence  they  are  routed  over  the 
Illinois  Central. 

Mr.  Mydland  showed  the  visitor  over  the 
farm,  on  which  is  grown  all  the  feed  con- 
sumed by  the  dairy  herd,  with  a  surplus  for 
marketing:  The  efficient  manager  has  been 
a  patron  of  the  Illinois  Central  many  years, 
and  declared  that  his  relations  always  had 
been  of  the  best. 

Faller  Brothers — three  of  them — operate 
a  205-acre  farm  near  Tickfaw,  devoted  to 
truck  raising  and  general  farming.  They 
are  friends  of  the  Illinois  Central,  declar- 
ing that  their  business,  with  few  excep- 


20 


ILLINOIS  CENTRAL  MAGAZINE 


tions,  has  always  been  handled  satisfactor- 
ily. A  freight  claim  which  they  believed 
had  been  unnecessarily  delayed  was  re- 
ported for  attention. 

One  of  the  typically  successful  straw- 
berry and  truck  farmers  in  the  Tickfaw 
territory  is  G.  B.  Caldwell.  When  asked 
for  his  opinion  of  the  service  of  the  Illinois 
Central,  his  reply  was: 

"Anybody  with  any  gumption  at  all 
knows  that  this  land  wouldn't  be  worth  $6 
an  acre  if  it  wasn't  for  the  Illinois  Central. 
As  it  is,  it  is  worth  almost  any  price  up  to 
$100  an  acre." 

Mr.  Caldwell  discussed  farm  conditions 
generally,  declaring  the  salvation  of  South- 
ern farmers  to  be  in  diversified  farming. 
He  strongly  advocates  a  home  garden  on 
every  farm,  regardless  of  the  principal  crop 
raised. 

Another  good  friend  of  the  Illinois  Cen- 
tral in  the  same  territory  is  W.  M.  Miller, 
a  farmer  and  shipper  over  the  Illinois  Cen- 
tral lines  for  many,  many  years.  He  culti- 
vates two  and  a  half  acres  of  strawberries. 

H.  B.  Ray,  strawberry  and  truck  shipper 
at  Ponchatoula,  is  one  of  those  who  are  not 
worrying  about  the  effect  of  increased 
freight  rates.  Mr.  Ray  believes  the  effect 
will  be  negligible  in  marketing  the  coming 
crop,  the  first  harvest  to  fall  into  the  new 
schedule.  He  believes  the  berries  will  com- 
mand a  good  price  this  spring.  Mr.  Ray 
discussed  the  icing  of  cars  used  in  market- 
ing berries,  declaring  that  ice  supplies  were 
low  at  times  last  year.  He  believes  greater 
attention  should  be  paid  icing. 

Wants  Iced   Freight  Pickup 

•  J.  B.  Tucker's  farm  near  Ponchatoula  is 
known  as  Turtle  Cove.  Mr.  Tucker  has  ten 
acres  in  intensive  cultivation,  raising  straw- 
berries and  truck  crops.  He  believes  more 
truck  would  be  raised  in  Tangipahoa  Parish 
if  the  railway  would  offer  a  pickup  service 
between  the  towns  for  less-than-carload 
shipments  after  the  rush  season  is  over. 
Truck  which  cannot  bear  the  express  rate 
in  the  late  season  and  cannot  be  shipped  in 
carload  quantities  by  a  single  shipper  is 
allowed  to  lie  in  the  field,  he  said. 

This  service,  which  formerly  was  offered, 
was  discontinued  when  the  demand  for  it 
declined  with  the  forming  of  the  farmers' 
associations,  through  which  farmers  con- 
solidated their  small  shipments  during  the 
late  season.  Mr.  Tucker  said,  however,  that 
the  number  of  associations  at  each  shipping 
point,  each  with  its  set  of  patrons,  has 
brought  about  the  situation  which  he  de- 
scribes. The  associations  refuse  to  co-op- 
erate with  each  other  in  handling  carload 
shipments,  he  said,  and  he  believes  there 
is  need  for  a  restoration  of  the  pickup  serv- 
ice. He  admitted  that  a  consolidation  of 
the  farmers'  associations  would  meet  the 


objection,   but   said   that   such   a   consolida- 
tion is  impossible. 

There  is  a  great  need  for  iced  freight 
service,  in  preference  to  the  iced  express, 
according  to  John  Pugh  of  Ponchatoula. 
Mr.  Pugh  has  a  greenhouse  and  devotes  the 
balance  of  his  farm  to  truck  raising  and 
general  farming. 

Another  of  the  farms  which  attract  many 
of  the  visitors  to  the  parish  is  Ever  Green 
Farm,  near  Roseland,  of  which  E.  E.  Bailey, 
a  progressive  young  man  with  up-to-date 
farm  methods,  is  manager.  Last  season 
Mr.  Bailey  shipped  5,000,000  tomato  plants 
to  the  Northern  canning  factories,  to  be 
parceled  out  to  the  farmers  growing  toma- 
toes on  contract,  and  also  supplied  a  large 
number  of  cabbage  plants.  Other  things 
are  done  on  a  similarly  impressive  scale. 

Ever  Green  Farm  is  located  on  a  knoll 
which  gives  excellent  surface  drainage.  An 
artesian  well  supplies  the  water  used  in  irri- 
gation. The  science  of  farming  has  been 
admirably  worked"  out  by  Mr.  Bailey.  The 
visitor  is  shown  an  efficient  bookkeeping 
and  cost  finding  system  and  drawings  of 
the  farm,  showing  all  plats,  the  plants  used 
in  each  experiment  and  results  obtained. 
The  Ever  Green  Farm  is  the  only  grower  of 
cauliflower  in  quantity  in  that  section,  ac- 
cording to  the  manager.  All  seeds,  with 
the  exception  of  the  tomato,  are  imported 
from  Denmark  and  have  been  specially 
adapted  to  the  Southern  climate.  The  farm 
proper  is  in  27  1/10  acres,  with  a  reserve 
of  other  land  which  can  be  brought  into 
use  as  activities  expand.  Fourteen  acres 
are  in  cultivation. 

Mr.  Bailey  has  set  a  goal  of  supplying 
15,000,000  tomato  plants  for  the  canning 
factories.  He  won't  be  able  to  reach  it 
this  year,  but  believes  he  will  in  a  short 
time. 

This  Farmer  Feels  a  Part  of  I.  C. 

"I  feel  like  I  am  a  part  of  the  Illinois 
Central,"  Mr.  Bailey  said.  "I  and  my  asso- 
ciates think  it  is  the  finest  railway  system 
in  the  country.  We  always  have  had  most 
excellent  service — I  don't  know  how  it 
could  be  improved." 

T.  D.  Robertson,  who  lives  two  miles 
southwest  of  Independence,  was  referred 
to  as  a  representative  farmer  of  the  famous 
Independence  strawberry  country.  Mr. 
Robertson  has  thirty-five  acres,  with  seven 
in  strawberries.  He  also  does  some  truck 
and  general  farming  and  is  one  of  the  few 
farmers  in  that  section  who  raises  cotton. 
He  also  is  interested  in  dairying.  He  de- 
clares that  the  Illinois  Central  service  is  ex- 
cellent, but  commends  to  the  consideration 
of  the  management  a  scheme  for  handling 
returning  milk  cans  to  prevent  damage  in 
shipment. 

One   of  the   warmest   friends   the   Illinois 


ILLINOIS  CENTRAL  MAGAZINE 


.21 


Central  has  in  Tangipahoa  is  Richard  Kent, 
who  farms  3,000  acres  at  the  station  of 
Fluker.  He  has  lived  on  the  Illinois  Cen- 
tral thirty  years  and  declares  that  he  always 
has  had  excellent  service. 

"I  know  a  number  of  the  Illinois  Central 
people,"  Mr.  Kent  said,  "and  appreciate 
some  of  their  difficulties.  I  never  have 
asked  for  a  service  I  did  not  need,  and  I 
have  never  failed  to  get  what  I  asked  for." 

Mr.  Kent  raises  Hereford  cattle  for  beef. 
He  has  had  numerous  stock  claims  and  de- 
clared they  always  have  been  well  handled. 
It  is  quite  a  dairying  country  around 
Fluker,  and  Mr.  Kent  supplies  the  dairy- 
men- from  his  store  at  the  shipping  point. 


J.  M.  Foulks  is  often  referred  to  as  one 
of  the  most  noted  of  the  parish  farmers.  He 
and  his  brother  and  father  farm  near  Amite 
City,  the  parish  seat.  In  three  places  they 
have  145  acres  in  cultivation. 

Fifty  acres  in  cabbage  will  yield  6,000 
crates  this  year,  Mr.  Foulks  believes,  and 
10,000  hampers  of  carrots  are  expected 
from  twenty-five  acres.  Ten  acres  are  in 
Irish  potatoes. 

Mr.  Foulks  believes  that  icing  charges  on 
the  railway  are  too  high.  He  declares  that 
icing  should  be  done  at  cost,  and  that  cost 
is  considerably  under  the  present  charge. 

The  country  of  possibilities — that  is  Tan- 
gipahoa Parish. 


PARK  VIEWS,   HAMMOND,  LA. 


The  Strawber 


BY  E.   A.   HERRINf 


Location  and   Climate 

Hammond  is  located  in  the  heart  of  the 
famous  health  ozone  belt,  fifty  miles  due 
north  of  New  Orleans,  on  the  main  line  of 
the  Illinois  Central  Railroad,  and  forty-five 
miles  west  of  Baton  Rouge,  the  capital  of 
the  state. 

This   section   is    famous   for   its   mild   and 
salubrious     climate,     its     pure     water,     and 
healthful  and   pleasant  living  conditions. 
Railroad  Facilities 

Hammond  is  served  by  the  rails  of  the 
Illinois  Central  Railroad  Co.  north  and 
by  an  important  branch  of  the  Yazoo  & 
Mississippi  Valley  Railroad  Co.  east  and 
west,  and  through  these  mediums,  of  course, 
has  first-class  railroad  facilities. 

The  passenger  service  is  excellent,  six 
main  line  and  two  branch  line  trains  in  each 
direction  stop  daily.  Hammond  has  a  beau- 
tiful modern  brick  passenger  depot,  sur- 
rounded by  well-kept  parks,  and  convenient 
to  all  parts  of  the  city.  Because  of  its 
proximity  to  New  Orleans,  freight  shipped 
from  that  point  is  received  within  a  few 
hours  after  delivery  to  the  railroad  com- 
pany. During  the  strawberry  season,  the 
Illinois  Central  Railroad  operates  daily 
special  refrigerator  trains  to  the  large  cities 
of  the  Mississippi  Valley,  and  not  infre- 
quently handles  special  vegetable  cars  on 
their  through  express  trains,  giving  this 
city  and  vicinity  unrivalled  express  trans- 
portation to  all  the  large  markets  of  the 
country.  Also  the  large  shipments  of  milk 
from  this  section  daily  are  given  express 
service  to  New  Orleans  on.  passenger  trains. 
Population 

Hammond  is  a  city  of  about  5,000  popu- 
lation and  in  addition  both  during  the  win- 


ter  and  summer  has  a  large  transient  popu- 
lation, particularly  from  the  North,  due  to 
the  mild  and  pleasant  winter  weather.  Also 
a  number  of  New  Orleans  families  spend 
the  summer  at  Hammond,  in  order  to  escape 
the  heat  of  city  life,  and  secure  the  benefit 
of  the  healthful  climate. 

Public  Utilities 

Hammond  possesses  a  very  fine,  up-to- 
date  fire  department,  with  modern  auto 
engines  and  trucks,  ample  water  supply  and 
fire  plugs  over  the  entire  city,  and  is  classed 
as  a  "B"  city  by  the  Louisiana  Fire  Preven- 
tion Bureau,  with  consequent  low  insurance 
rates.  A  large  artesian  well,  of  2,400  feet 
depth,  and  a  flow  of  650  gallons  per  minute, 
supplies  the  city  with  the  finest  artesian 
water,  which  is  piped  to  the  houses  through 
a  modern  water  works  system.  The  water 
in  this  section  is  famous  for  its  purity,  min- 
eral qualities  and  health  giving  properties 
and  is  used  by  the  Illinois  Central  Railroad 
on  all  its  dining  cars. 

Hammond  also  has  modern  electric  light 
and  sewerage  systems,  paved  sidewalks  and 
oak-shaded,  graveled  streets.  Modern  sani- 
tary drinking  fountains  are  installed  in  the 
business  section  and  a  highly  sanitary  con- 
crete municipal  natatorium  with  artesian 
water,  shower  baths  and  dressing  rooms,  is 
a  source  of  never-ending  pleasure  and 
recreation  during  the  summer  months. 
Postal  Facilities. 

A  very  handsome,  new,  brick  post  office 
has  been  recently  constructed  in  this  city 
and  a  uniformed  letter  carrier  service  in- 
augurated, with  four  deliveries  per  day  in 
the  business  section,  and  two  daily  deliveries 
in  the  residential  section.  Letter  boxes  are 
located  throughout  the  city  and  excellent 


22 


24 


ILLINOIS  CENTRAL  MAGAZINE 


rural  freev  delivery  service  is   maintained  in 
all  directions. 

Industries 

This  city  is  the  headquarters  of  the  Nat- 
albany  Lumber  Co.,  one  of  the  largest  lum- 
ber companies  in  the  world,  who  operate 
four  large  mills,  one  of  which  is  located  at 
Natalbany,  only  three  miles  from  Ham- 
mond. 

The  Hammond  Lumber  Co.,  with  a  daily 
capacity  of  75,000  feet  of  lumber,  and  em- 
ploying approximately  325  persons,  have 
their  mill  and  office  in  Hammond,  and,  in 
addition,  this  city  has  two  box  factories,  a 
cotton  gin,  shoe  factory,  two  bottling  works, 
machine  shops,  garages,  two  very  fine 
weekly  newspapers,  two  canning  and  pre- 


state,  it  being  noted  for  its  comfortable- 
up-to-date  accommodations,  excellent  Creole 
cuisine,  and  courteous,  efficient  service. 
There  are  other  smaller  hotels  and  boarding 
houses  furnishing  good  accommodations  at 
lower  prices. 

Banking  Facilities 

Hammond  possesses  two  very  strong 
banks,  the  Hammond  State  Bank  and  the 
First  State  Bank  &  Trust  Co.,  with  com- 
bined resources  of  nearly  $2,000,000,  both 
of  which  afford  courteous,  up-to-date  service 
and  are  prepared  to  make  liberal  loans. 

Farmers'  Associations 

The  Hammond  Farmers'  Association,  the 
Strawberry  Growers'  Association,  the 


serving  factories,  cane  syrup  mill,  and  other 
industries  affording  employment  for  a  large 
amount  of  labor,  and  making  this  a  very 
important  industrial  point. 

In  addition  to  the  above,  there  have  re- 
cently been  erected  in  the  southern  part  of 
the  parish,  about  five  miles  from  Hammond, 
two  very  large  pine  and  cypress  lumber 
mills,  which  employ  hundreds  of  men. 
Churches  and  Schools 

There  are  fine  churches  of  almost  all  de- 
nominations in  Hammond,  and  an  excellent 
parochial  school,  graded  school,  and  mod- 
ern high  school,  furnishing  the  best  of  edu- 
cational facilities.  Children  residing  in  the 
country  adjacent  to  this  city  are  brought  to 
the  city  schools  daily  in  large  passenger 
auto  trucks. 

Hotel  Facilities 

In  the  "Oak  Hotel,"  located  within  200 
feet  of  the  .Union  Passenger  Depot,  this  city 
boasts  one  of  the  finest  hostelries  in  the 


Strawberry  Growers'  Selling  Co.,  and  the 
Independent  Farmers'  Union,  having  their 
headquarters  in  Hammond,  are  of  great 
benefit  to  the  farmer  in  raising  and  market- 
ing his  crops,  securing  seed,  fertilizer,  etc., 
and  assist  the  farmer  in  every  way  possible. 

The  agricultural  agent  for  the  Parish  of 
Tangipahoa  has  his  headquarters  in  Ham- 
mond, and  is  ready  at  all  times  to  assist  the 
farmer  with  advice,  suggestions,  demonstra- 
tions and  keep  him  in  touch  with  agricul- 
tural conditions  in  general. 

Florida  Parishes  Fair  Association 

The  Florida  Parishes  Fair  Association  has 
its  headquarters  and  fair  grounds  in  Ham- 
mond, and  ranks  among  the  foremost  fairs 
of  the  South.  This  fair  association  includes 
the  Parishes  of  Tangipahoa,  Livingston  and 
St.  Helena,  and  each  year  a  fair  is  held,  at 
which  the  exhibits  are  very  fine,  competi-. 
tion  is  keen,  and  is  of  great  advantage  in 
advancing  agricultural  and  industrial  con- 
ditions in  general. 


ILLINOIS  CENTRAL  MAGAZINE 


25 


Roads  And  Highways 
The  road  system  in  this  section  is  ex- 
cellent, modern  gravel  highways  radiating 
from  Hammond  in  all  directions.  The  good 
roads  movement  is  receiving  ardent  support 
from  all  sources,  and  the  state  legislature 
has  authorized  the  construction  of  a  modern 
state  highway  to  connect  Hammond  with 
New  Orleans,  which  project  is.  also  receiving 
the  support  of  the  United  States  Govern- 
ment. All  arrangements  have  been  made 
to  proceed  with  the  actual  work  of  con- 
structing this  highway,  contracts  have  al- 
ready been  let  for  a  portion  of  it,  and  the 
road  will  be  rushed  to  completion,  and  be 
ready  for  use  in  about  two  or  three  years. 
Hammond  will  then  be  only  two  hours'  ride 
from  New  Orleans  by  auto,  which  will  have 
a  great  effect  in  building  up  this  entire  sec- 
tion. 

Tangipahoa  Parish,  Louisiana,  is  not  only 
one  of  the  most  progressive  and  prosperous 
sections  of  the  South,  but  is  destined  to  be- 
come one  of  the  leading  dairying  and  .stock 
raising  sections  of  the  entire  country. 

The  whole  of  Tangipahoa  Parish  was 
originally  a  virgin  long-leaf  pine  forest,  but 
the  large  lumber  mills  have  been  busy  for 
many  years  cutting  out  this  timber,  with 
the  result  that  the  cut-over  lands  have  been 
devoted  to  agriculture,  dairying  and  stock 
raising,  and  these  are  now  the  principal  pur- 
suits of  that  section.  Being  the  first  high 
ground  outside  of  New  Orleans,  Tangipahoa 
Parish  is  noted  for  its  "mild  climate,  and 
even  climate,  both  in  summer  and  winter;  its 


pure  air,  mineral  water  and  consequently  is 
a  favorite  summer  resort  for  people  from 
New  Orleans,  and  a  popular  winter  resort 
for  people  from  all  parts  of  the  North. 

The  southern  part  of  the  parish  is  noted 
for  its  famous  strawberry  culture,  being  the 
foremost  strawberrv  growing  section  of  the 
country,  the  value  of  this  crop  running  over 
$2,000,000  per  year.  Formerly,  the  only 
market  for  the  crop  was  afforded  by  the 
northern  buyers,  the  choice  berries  being 
shipped  to  the  large  commission  houses,  and 
the  fruit  which  was  gathered  after  the  sea- 
son had  closed  was  almost  a  complete  loss. 
However,  with  the  growing  demand  for  fruit 
juices,  large  canning  factories  have  been 
established  throughout  this  entire  section, 
and  the  strawberry  growers  now  receive  al- 
most as  much  for  the  overripe  and  culled 
berries  as  they  receive  for  the  choice  fruit 
for  shipment  to  northern  markets.  Further- 
more, the  left-over  fruit  is  now  sold  to  the 
canning  factories  at  good  prices. 

Tangipahoa  Parish  is  truly  the  stock- 
men's and  dairymen's  paradise,  the  aoun- 
dance  of  cheap  cut-over  land,  the  very  mild 
climate  and  the  vast  natural  range,  as  well 
as  the  ease  and  abundance  in  which  hay  and 
forage  crops  are  grown,  making  stock  rais- 
ing and  dairying  a  profitable  undertaking. 
The  mild  climate  makes  it  unnecessary  to 
provide  expensive  shelter  for  the  stock,  and 
natural  range  is  available  almost  the  year 
round.  Modern  milk  cooling  stations  have 
been  established  at  Kentwood  and  Loranger, 
and  steps  are  being  taken  to  establish  such 


26 


ILLINOIS  CENTRAL  MAGAZINE 


a  plant  at  Hammond,  which  will  be  an  added 
attraction  for  the  dairy  business.  The  parish 
is  now  practically  tick  free  and  it  is  expected 
that  dipping  will  be  discontinued  in  several 
months.  Much  pure-bred  stock  is  being 
brought  into  the  parish,  the  Uneedus  Farms, 
at  Uneedus,  and  the  Loranger  Community, 
Inc.,  at  Loranger,  being  the  leaders  in  this 
respect,  and,  as  a  result,  many  fine  herds 
are  being  developed.  The  show  herd  of 
dairy  cattle  of  the  Uneedus  Farms,  on  a 
recent  tour  of  the  large  fairs  of  the  South, 
made  an  enviable  record  in  competition  with 
the  best  stock  from  other  sections  of  the 
United  States.  Many  of  the  dairymen  and 
stockmen  of  Tangipahoa  Parish  attended 
this  year's  National  Dairy  Show,  and  toured 
the  large  dairy  centers  of  the  North,  and, 
while  there,  made  heavy  purchases  of  pure- 
bred dairy  cattle  for  their  farms. 

While  strawberry  culture,  dairying  and 
stock  raising  are  the  principal  industries  of 
the  parish,  the  general  farmer  will  find  this 
a  very  attractive  and  productive  field,  as 
corn,  cotton,  oats,  sugar  cane,  potatoes  and 
practically  all  kinds  of  vegetables  are  very 
easily  and  profitably  grown.  Practically  all 
of  the  land  in  the  parish  is  high  and  rolling 
and  affords  excellent  natural  drainage.  An 
expert  government  engineer,  in  a  recent  re- 
port on  lands  for  soldier  colonization,  has 
recommended  Tangipahoa  Parish  as  one  of 
the  two  locations  in  Louisiana  suitable  for 
this  purpose. 

In  addition  to  the  above,  Tangipahoa 
Parish  offers  an  attractive  field  for  indus- 
trial pursuits,  being  located  on  the  main  line 
of  the  Illinois  Central  Railroad,  and  just  at 
the  door  of  the  great  port  of  New  Orleans. 
There  are  large  lumber  and  woodworking 
mills  in  the  parish,  canning  factories,  cotton 
gins,  a  cotton  gin  machinery  factory  and 
extensive  naval  stores  operations. 

The   Sweet   Potato   Industry 
The  importance  of  the  sweet  patoto  in  the 
agricultural  development  of  the  many  thou- 
sands of  acres  of  cut-over  pine  lands  in  this 
vicinity,  is  being  recognized  by  many  of  our 
far-sighted    land    owners,    who    realize    that 
most  of  the  pine  soils  are  peculiarly  adap" 
to    the    successful    production    of    this    im- 
portant  food   product. 

The  Natalbany  Lumber  Co.,  whose  head- 
quarters are  at  Hammond,  and  who  are 
owners  of  some  100,000  acres  of  land  in  this 
vicinity,  through  their  agricultural  and  de- 
velopment agent,  Mr.  E.  Spraker,  have 
erected  and  filled  a  10,000-bushel  capacity 
curing  and  storage  house  at  Natalbany,  La., 
which  is  the  terminus  of  the  N.  O.  N.  &  N. 
Ry.,  and  the  site  of  one  of  the  large  mills. 
Mr.  Spraker  reports  that  these  potatoes 
were  purchased  of  the  farmers  living  among 
their  lands,  under  contract  made  in  the 
spring  of  1920,  at  a  cash  price  delivered  at 
the  railroad  station  during  October  and  No- 
vember and  that  the  operation  has  been 


ARTESIAN    WELL,    HAMMOND,    LA. 

highly  satisfactory  to  both  the  farmer  and 
the  company.  So  much  so,  in  fact,  that  the 
company  will  erect  additional  storage  ca- 
pacity which  will  enable  them  to  cure  and 
store  20,000  to  30,000  bushels  of  this  valu- 
able crop  in  the  year  1921. 

This  plant  was  built  and  operated  in  strict 
accordance  with  the  plans  and  instructions 
furnished  by  the  United  States  Department 
of  Agriculture. 

The  great  importance  of  the  sweet  potato 
as  one  of  our  staple  crops,  can  best  be 
realized  by  referring  to  the  report  of  the 
United  States  Agricultural  Department, 
Bureau  of  Crop  Reports,  which  estimates 
Louisiana's  sweet  potato  crop  for  1920  at 
8,000,000  bushels,  and  being  fifth  in  im- 
portance, as  a  money  crop  being  valued  at 
$7,500,000. 

The  Illinois  Central  Railroad  will  be  the 
most  important  factor  in  the  successful  mar- 
keting of  sweet  potatoes  from  this  section 
and  we  feel  that  we  can  depend  on  the 
Illinois  Central  Railroad  to  do  its  part. 

One  of  the  most  attractive  features  of 
Tangipahoa  Parish  is  her  good  roads,  there 
being  a  total  of  sixty  miles  of  model  gravel 


ILLINOIS  CENTRAL  MAGAZINE 


27 


highways  in  the  parish,  and,  with  the  com- 
pletion of  a  short  connecting  link  now 
under  construction,  there  will  be  a  model 
highway  running  from  the  city  of  Ham- 
mond, in  the  extreme  southern  part  of  the 
parish,  to  the  Mississippi  state  line,  and 
practically  completing  Tangipahoa's  con- 
tribution to  the  Burlington  Way,  the  Missis- 
sippi River  Scenic  Route,  and  the  Jackson 
Highway,  all  .of  which  natural  highways 
will  converge  at  Hammond  before  entering 
New  Orleans  over  the  proposed  Hammond- 
New  Orleans  Highway. 

An  organization  which  is  performing  a 
real  service  in  developing  and  advertising 
the  advantages  and  resources  of  Tangipahoa 
Parish  and  the  city  of  Hammond  is  the 
Hammond  Chamber  of  Commerce,  Inc., 
composed  of  not  only  the  leading  business 


men  and  women  of  Hammond,  but  number- 
ing among  its  members  men  from  all  parts 
of  the  parish.  This  organization  realizes 
the  paramount  importance  of  advancing  the 
agricultural,  as  well  as  the  industrial  and 
civic  interests  of  the  parish  and  promoting 
closer  relations  between  the  agriculturist 
and  business  man,  and  considerable  progress 
is  being  made  along  these  lines.  This  or- 
ganization has  done,  and  is  doing  much  to- 
ward educating  and  Americanizing  the  many 
foreigners  in  Tangipahoa  Parish,  and  is 
working  hard  in  support  of  a  greater  agri- 
cultural college  for  Louisiana. 

The  Chamber  of  Commerce  extends 
through  its  president,  Mr.  O.  P.  Waldrep, 
and  its  secretary,  Mr.  E.  A.  Herring,  an  in- 
vitation to  visit  Hammond,  or  to  write  them 
for  details. 


Response  of  Employes  to  Appeal  of 
President  Markham 


A  recent  letter  which  President  Markham 
addressed  to  employes  of  the  Illinois  Cen- 
tral System,  urging  them  to  increased  efforts 
to  bring  about  economies  and  to  help  in- 
crease the  volume  of  business  handled  has 
been  met  with  the  loyal  spirit  which  through- 
out the  years  has  marked  the  Illinois  Cen- 
tral System. 

Employes  are  seeking  to  increase  effi- 
ciency and  to  increase  the  volume  of  busi- 
ness handled,  according  to  the  evidences 
which  come  from  all  parts  of  the  system. 
They  also  have  been  lending  their  hearty 
support  to  the  effort  being  carried  on  to 
create  a  better  public  understanding  of  rail- 
way problems. 

A  number  of  evidences  of  this  spirit  have 
developed   in  the   form   of  letters   addressed 
to  President  Markham  and  other  officers. 
Discusses    Service   with   Patrons 

E.  O.  Arrington,  agent  at  Gilman,  111., 
writes  as  follows,  in  a  letter  addressed  to 
President  Markham  under  date  of  January  7: 

"I  have  read  with  interest  your  various 
circular  letters  in  which  you  have,  in  a  gen- 
eral way,  placed  before  the  employes  of 
this  company  some  of  the  perplexing  prob- 
lems now  before  the  railroads,  and  have 
showed  them  the  necessity  for  a  more  con- 
genial working  spirit  among  themselves, 
such  as  will  assist  in  attaining  to  the  utmost 
an  economic  and  efficient  operation  of  the 
railroad;  also  your  articles  to  the  business 
and  general  public  for  their  co-operation, 
constructive  criticism  and  suggestions,  and 
can  say  I  have  noticed  their  far-reaching  ef- 
fects. 

"I  have  heard  discussion  among  several  of 
the  various  classes  of  the  public;  in  fact,  I 
have  discussed  these  topics  with  the  business 
men  here  as  well  as  with  both  acquaintances 
and  strangers  of  the  general  public,  and  in 
every  instance  the  conclusion  was  in  favor 
of  such  principles.  In  many  cases  I  did  not 
let  it  be  known  that  I  was  an  employe  of 
the  Illinois  Central,  thinking  possibly  it 
might  be  I  could  get  some  different  views  on 
the  subject.  However,  in  the  end  there  were 
no  variations. 

"Efficient  railroad  service  is  the  public 
want.  This  can,  in  my  opinion,  be  produced 
only  by  the  fullest  co-operation  between  all 
concerned,  each  and  every  one  'doing  his  bit.' 
There  is  no  other  medium  through  which 
we  can  hope  or  expect  the  support  of  the 
public  than  to  give  it  the  good  service  for 
which  it  pays. 

"With  personal  good  wishes  for  your  con- 
tinued success  with  this  campaign." 

V.  R.  Byrd  of  964  Rayburn  avenue,  Mem- 
phis, a  conductor  on  Y.  &  M.  V.  local  freight. 


trains  Nos.  91  and  92,  between  Memphis  and 
Clarksdale,  has  been  giving  considerable  at- 
tention to  making  friends  for  the  Illinois 
Central  System.  He  says,  in  a  letter  to  Pres- 
ident Markham  under  date  of  January  18 
from  Memphis: 

Bitter  Feeling  Dying  Out 
"I  find  the  anti-railroad  hostile  feeling 
rapidly  diminishing  on  our  road,  and  I  be- 
lieve our  employes  can  do  a  great  deal  to 
bring  about  a  better  feeling  and  understand- 
ing between  the  farmers  and  business  men 
and  the  company.  To  do  this  and  bring 
about  a  spirit  of  friendship  between  patrons 
and  the  company  is  one  of  my  chief  aims, 
and  will  be  so  long  as  I  continue  in  your 
employ. 

"J.  A.  Kichey,  Penton,  Miss.;  Darron  & 
Cox,  Penton,  Miss.;  R.  W.  Owens,  Evans- 
ville,  Miss.;  B.  and  J.  D.  Williams,  Evans- 
ville,  Miss.;  S.  W.  Owens,  Bowdre,  Miss.;  J. 
W.  Lake  &  Son,  Maud,  Miss.;  Cam  Brothers, 
Moon,  Miss.,  and  J.  T.  Fargason,  Clover 
Hill,  Miss. — I  find  all  these  gentlemen  very 
friendly  toward  the  company,  and,  as  large 
shippers  and  our  best  patrons,  I  am  sure  we 
meet  them  half  way.  E.  K.  Holloway  of 
Nemway,  Miss.,  a  member  of  the  board  of 
supervisors,  I  find  very  friendly  toward  our 
lines  and,  having  a  large  circle  of  friends 
and  business  acquaintances,  have  tried  and 
succeeded  in  getting  his  friendship  and  good 
will.  When  any  of  these  gentlemen  need 
any  cars  I  tell  them  that  it  is  a  pleasure  t  > 
accommodate  them,  and  that  is  what  the 
company  proposes  to  do  for  them,  serve 
them  promptly  and  efficiently — that  is  the 
motto  of  the  Illinois  Central  good  service. 
In  my  experience  of  eighteen  years  with 
your  two  lines  I  find  good  treatment,  like 
bread  on  the  waters,  ofttimes  returns  to  us 
with  interest." 

Mr.  Byrd  is  a  newspaper  contributor  and 
in  his  writings  he  has  sought  to  impress  upon 
his  readers  the  need  for  the  proper  spirit  of 
understanding  between  the  railways  and  the 
public — the  understanding  that  will  insure 
proper  co-operation. 

How  One  Agent  Responds 
T.  L.  Dubbs,  superintendent  on  the  Vicks- 
burg  division  of  the  Y.  &  M.  V.  lines,  fol- 
lowed President  Markham's  message  with  a 
letter  to  agents.  The  following  is  the  reply 
made  to  Superintendent  Dubbs  by  E.  E. 
Clark,  agent  at  Cleveland,  Miss.,  under  date 
of  January  4: 

"In  reply  to  yours  of  3rd  inst.,  addressed 
to  various  agents,  which  has  reference  to 
President  Markham's  letter  dated  the  29th 
ult.,  beg  to  say  that  this  is  th«  way  I  am 


ILLINOIS  CENTRAL  MAGAZINE 


29 


soliciting  new  business:  Every  time  a  mer- 
chant gets  in  a  shipment  from  up  east  or 
from  a  connecting  line,  I  call  on  him  per- 
sonally and  ask  that  the  next  time  he  makes 
an  order  to  be  sure  and  tell  shipper  to  route 
via  Indianapolis,  care  of  the  Illinois  Cenr 
tral — that  is,  if  it  is  coming  from  up  east.  I 
also  tell  them  that  if  they  want  a  new  depot 
or  any  improvement  around  the  station,  they 
will  have  to  co-operate  with  us  in  every  way 
possible,  so  that  we  can  get  the  longest  haul 
— in  other  words,  we  are  neighbors,  live  here 
together,  go  to  the  same  church,  our  chil- 
dren go  to  the  same  school,  and  we  have  to 
help  one  another,  in  order  to  ever  accom- 
plish anything. 

"As  to  increasing  efficiency,  beg  to  say 
that  I  am  with  my  force  constantly,  and 
every  once  in  awhile  remind  them  of  the 
fact  that  times  are  hard  and  there  are  lots 
of  fellows  looking  for  jobs,  but  that  I  want 
to  keep  all  of  my  boys,  and  in  order  to  do 
this  they  will  have  to  be  nearly  100  per  cent 
efficient,  for  the  management  will  not  toler- 
ate a  lot  of  costly  errors.  They  must  see 
that  all  freight  is  properly  packed  and 
marked  before  receipting  for  same;  that  this 
freight  must  be  loaded  in  the  right  car  and 
properly  stored;  not  to  allow  anything  lying 
around  that  a  passenger  or  customer  would 
stumble  over,  thereby  causing  a  lawsuit  that 
might  be  costly  to  the  company;  to  keep 
the  waiting  rooms  warm  and  comfortable, 
to  watch  the  foreign  cars  and  get  them 
started  home,  so  that  we  won't  have  to 
pay  per  diem. 

"The  word  'think,'  in  my  opinion,  is  the 
biggest  word  in  the  railroad  game  today 
— just  a  little  thought  mixed  with  common 
sense  is  all  that  is  necessary  to  create  effi- 
ciency. There  are  some  fellows  who  never 
did  or  who  never  will  have  a  thought,  and 
the  sooner  you  get  rid  of  this  class  the  bet- 
ter it  will  be  for  all  concerned. 

"As  to  economy,  I  think  that  we  can  save 
in  various  ways,  such  as  in  coal.  We  should 
keep  the  rooms  comfortable,  but  not  fill 
the  stoves  with  coal.  I  believe  that  we 
have  all  burned  twice  as  much  coal  as  is 
necessary  and  could  do  on  one-half.  The 
same  applies  to  stationery. 

"I,  for  one,  feel  confident  that  I  am  going 
to  more  than  pay  my  salary  in  new  business 
and  economy.  I  feel  that  we  are  one  big 
family,  and  in  order  to  stay  where  we  are 
we  have  simply  got  to  pull  off  our  coats  and 
get  busy." 

He  Has  the  Family  Spirit 

A  letter  brimming  over  with  the  family 
spirit  which  cements  together  the  officers 
and  employes  of  the  Illinois  Central  System 
was  received  by  President  Markham  from 
C.  H.  Miller  of  620  Woodlawn  street,  Mem- 
phis, a  layer-out  and  flanger  in  the  boiler  de- 
partment of  the  Memphis  shops.  Mr.  Miller, 
writing  from  Memphis  under  date  of  Januarv 
3,  says: 


"I  have  read  your  New  Year's  message  to 
Illinois  Central  officials  and  employes,  and, 
as  one  of  the  latter,  I  assume  the  message, 
as  it  is  addressed,  includes  us  all  in  one  big 
family,  with  you  as  its  able  head. 

"Being  a  unit  in  that  great  system,  may  I 
express  myself  without  seeming  forward, 
without  fear  of  being  misunderstood?  May 
my  loyalty  of  the  past  be  grantor  for  my 
utterances  following?  You  call  upon  all  of 
us  in  your  message  to  become  self-appointed 
solicitors  for  freight  and  passenger  busi- 
ness. One  of  my  proudest  possessions  is  a 
letter  of  thanks  from  General  Passenger 
Agent  Newman,  for  business  I  procured  for 
the  road.  Also  a  bulletin  notice  posted  in 
the  shops  from  Major  Walsh's  office,  com- 
mending me  for  loyalty  and  service.  This 
happened  before  we  entered  the  World  War. 
I  assure  you  I  never  lose  an  opportunity  to 
boost  our  road.  I  do  not  look  upon  the  Illi- 
nois Central  as  a  soulless  corporation,  but 
rather  in  the  light  of  being  my  one  best 
friend,  and  I  love  every  inch  of  it  from  the 
Great  Lakes  to  the  Gulf. 

"In  the  evenings,  sitting  at  my  own  fire- 
side, I  like  to  study  that  old  friend,  find  its 
faults  and,  in  my  mind,  suggest  remedies. 
Economy  is  a  great  theme;  in  fact,  one  of 
the  most  combative  subjects  handled  by  em- 
ployers of  great  bodies  of  labor.  Economy 
and  waste  are  synonymous — how  little  un- 
derstood and  practiced  by  the  mass  of  toil- 
ers! As  an  illustration — hanging  high  in  the 
boiler  shop  near  my  lay-out  table  is  a  large 
sign,  'Save  Material.'  When  that  sign  was 
hung,  everybody  noticed  it  and  came  to  me, 
saying:  'They  are  after  you,  aye?'  Then  they 
forgot  the  sign,  as  their  impression  was  that 
it  hung  there  for  my  benefit  alone. 

"The  wastage  on  a  large  railroad  system 
must  indeed  be  appalling,  and  I  have  often 
wondered  why  the  railroads  did  not  have  a 
reclaiming  department.  I  know  there  are 
some  things  reclaimed  around  the  shops,  yet 
I  do  not  believe  the  ratio  is  one  in  five  to 
the  wastage.  It  is  not  the  fault  of  the  offi- 
cials, be  it  in  the  shops,  on  the  road  or  at 
the  terminals.  It  is  the  system,  or  lack  of 
system,  that  causes  railroads,  year  in  and 
year  out,  to  go  down  in  their  pockets  deeply 
for  upkeep.  They  spread  propaganda  about 
prevention  of  accidents,  safety  first,  and  san- 
itation, all  very  necessary,  yet,  why  not  get 
after  that  vampire,  the  waster?  I  have  lots 
of  ideas  on  this  subject,  for  I  have  given  it 
considerable  study — but  I  will  not  inflict 
them  upon  you. 

About  our  duties  to  the  traveling  public: 
"I  believe  our  train  service  is  the  equal 
of  any  and  superior  to  most.  One  fault  that 
has  never  been  overcome  is  the  jarring  and 
jerking  to  a  train  when  the  air  is  applied. 
I  have  figured  on  that  problem,  Mr.  Mark- 
ham,  and,  by  Jove,  I  am  sure  I  have  the 
solution.  I  came  to  this  road  eight  years 
ago  in  its  troublesome  times,  and  have  been 


ILLINOIS  CENTRAL  MAGAZINE 


from  A  to  2  in  the  boiler  department.  These 
shops  have  the  best  bunch  of  officials  ever. 
It  is  a  pleasure  to  work  for  and  with  them, 
and  I  want  you  to  know  that  here  is  one 
fellow  who  looks  upon  the  Illinois  Central 
as  something  besides  a  pay  check,  who  is  not 
writing  through  egotism,  or  a  desire  for  no- 
toriety, but  rather  with  the  wish  that  thou- 


sands of  other  workers  with  our  road  give 
it  a  few  of  their  thoughts  during  and  after 
working  hours  so  that  this  year  will  bring 
forth  a  message  from  you  of  wonderful 
achievements  with  a  record  unsurpassed  in 
the  history  of  railroading,  and  a  greater 
promise  for  the  year  1922.  It  is  not  to  the 
past  we  turn,  but  to  the  future." 


eets,  Hammond  Lei. 


ii 
tment 


The  Calf  Path 

By  Mr.  E.  R.  Barstow,  Supply  Dept.,  Burnside 


You  no  doubt  remember  the  old  poem 
which  starts  like  this: 

"One   day  through  the   primeval  wood, 
A     calf    walked    home    as     good     calves 

should, 

And  left  a  trail  all  bent  askew. 
A  crooked  trail  as  all  calves  do." 

Then  (as  the  story  goes)  a  man  walked 
along  the  path;  then  several  more  followed 
him,  until  finally  the  beaten  path  became 
the  principal  thoroughfare  of  a  great  city, 
although  one  of  the  crookedest  streets  one 
will  find  anywhere. 

The  calf  when  originally  laying  out  this 
street  had  no  such  thing  in  mind;  its  mo- 
tive was  to  get  from  one  place  to  another, 
and  as  the  brains  of  a  calf  are  not  built 
for  concentration,  in  following  its  natural 
inclination,  the  trail  left  behind  reflected 
every  digression  from  the  fixed  purpose. 

Now  there  is  no  particular  criticism  due 
to  the  calf,  but  the  man  followed  the  calf. 
If  the  man  had  had  the  vision  and  the  ini- 
tiative to  improve  on  the  path  of  a  calf, 
this  street  would  now  be  straight. 

Much  might  be  written  along  these  lines 
not  only  regarding  the  fallacies  of  follow- 
ing a  beaten  path  simply  because  some  one 
has  laid  it  down,  but  also  as  to  the  lack 
of  interest  which  would  permit  such  a  con- 
dition to  exist. 

Each  time  a  matter  is  handled,  if  some 
improvement  has  not  been  made  some- 
where, there  has  been  no  progress  made. 
The  man — in  following  the  calf — should 
have  eliminated  at  least  one  kink  in  the 
path,  and  those  following,  should  have 
straightened  out  others  until  the  final  re- 
sult would  have  been  perfect  alignment. 
How  many  of  the  men  who  subsequently 
followed  that  path  realized  that  they  were 
following  a  calf?  They  only  saw  the  foot- 
prints of  the  man  before  and  were  satis- 
fied to  follow. 

This  condition  is  true  in  all  branches  of 


railroad  work.  We  are  often  tied  down  by 
precedents  and  systems  maintained  long 
after  the  original  cause  has  been  forgotten. 
In  shop  practices,  many  men  are  prone  to 
follow  the  lead  of  the  man  under  whom 
they  served  their  apprenticeship,  and  often 
excellent  ideas  are  lost  by  their  failure  to 
suggest  improvements  in  present  practices. 
I  do  not  mean  to  say  that  a  great  deal  has 
been  accomplished — it  has — but  I  am 
satisfied  that  it  a  tnorough  canvass  of  any 
railroad  in  the  country  were  made,  it  would 
develop  many  cases  of  lost  energy  due  to 
following  the  calf  paths  of  the  oast. 

There  is  too  much  detail  in  railroad,  work 
for  the  executive  to  follow  every  opera- 
tion. A  great  deal  of  this  must  be  dele- 
gated to  the  subordinates  who  must  be 
looked  to  to  develop  judgment  and  fore- 
sight in  straightening  out  the  various  oper- 
ations and  in  eliminating  those  for  which 
the  need  has  passed.  In  order  to  do  this, 
it  is  necessary  to  stimulate  an  inquiring 
mind  in  each  one  who  has  anything  to  do 
with  the  supervision  of  others,  to  look  into 
and  question  the  various  practices  in  force. 
They  should  be  thoroughly  conversant  with 
the  needs  of  the  branch  of  the  department 
which  they  represent  as  well  as  the  ulti- 
mate use  to  which  the  product  of  their 
labor  is  put,  and  be  ready  to  accept  sug- 
gestions from  those  with  whom  they  come 
in,  contact. 

The  various  drives  for  the  prevention  of 
accidents  have  been  fruitful;  would  it  not 
be  worth  while  to  institute  a  campaign  for 
a  certain  period  for  the  elimination  of  use- 
less energy.  A  simultaneous  movement 
along  these  lines  with  each  executive  look- 
ing into  the  various  practices  in  his  depart- 
ment as  well  as  the  value  of  the  various 
°norts  rendered,  many  of  which  may  have 
been  continued  for  long  periods  of  time  on 
account  of  failure  to  cancel  instructions  or 
similar  reasons,  would  do  much  to  elimi- 
nate this  waste  as  well  as  to  stimulate  orig- 
inal ideas  for  the  betterment  of  the  service. 


31 


Things  We  Should  or  Should  Not  Do 


Have  you  read  our  President's  articles 
and  circulars  relative  to  the  operation  of 
railroads?  If  not,  you  should  so  do  in 
order  that  you  may  talk  intelligently  on 
these  subjects  with  the  public. 

Every  dollar's  worth  of  material  saved 
will  keep  an  employe  working  and  will 
pay  for  an  hour  or  more  labor. 

Why  use  letter  heads  for  scratch  paper 
when  there  is  a  supply  of  obsolete  forms 
available  for  the  purpose' 

•Don't  throw  away  dope  from  journal 
boxes.  It  can  all  be  used  again. 

Don't  get  into  the  habit  of  throwing 
matches  in  the  waste  basket. 

Save  electricity,  it  costs  labor  to  pro- 
duce ft. 

Stoo,  Look  and  Listen  before  going 
around  a  cut  of  cars. 


Don't  leave  your  oil  can  run  when  going 
from  one  piece  of  machinery  to  another  in 
oiling  up. 

Save  waste  paper — it  will  help  the  treas- 
urer. 

It  is  too  bad  that  the  I.  C.  R.  R.  could  not 
make  50  car  miles  per  day.  Some  one  laid 
down  or  was  not  on  the  job — was  it  you? 

Assist  all  you  can,  do  an  honest  day's 
work,  it  may  save  the  other  fellow's  job 
in  these  times. 

Every  one  help  routing  foreign  cars 
home.  Do  not  load  them  in  the  opposite  di- 
rection. 

Use  your  head  as  well  as  your  hands. 
At  this  time  it  will  help  considerable. 

Assist  the  other  fellow  whenever  you  can, 
especially  where  the  company  is  interested. 

Goodbye;  will  see  you  in  the  March  issue. 


32 


Grade  Crossing  Problem 


For  the  four-year  period  ended  December  31,  1920,  there  were  4,350  persons  killed 
and  12,750  persons  injured  in  automobile  grade  crossing  accidents  in  the  United  States. 

For  the  same  period  there  were  158  persons  killed  and  659  persons  injured  in 
automobile  grade  crossing  accidents  on  the  Illinois  Central  System.  Analysis  of. these 
cases  shows  that  crossings  considered  the  safest  are  actually  the  most  dangerous. 

A  serious  automobile  grade  crossing  accident,  involving  personal  injury  or  loss 
of  life,  is  usually  followed  by  a  demand  upon  the  railway  for  the  elimination  or  "pro- 
tection" of  the  crossing  involved. 

Crossing  gates  do  not  entirely  eliminate  accidents.  People  become  educated  to  rely 
upon  the  gatcman  instead  of  upon  their  own  faculties.  If  the  gateman  errs,  the  danger 
of  accident  is  very  great. 

Electric  warning  bells  do  not  entirely  eliminate  accidents.  If  they  ting  a  great  deal, 
automobilists  disregard  them.  In  addition,  there  is  always  the  possibility  that  a  bell 
may  not  be  in  order  just  at  the  moment  of  greatest  danger. 

Crossing  flagmen  are  not  infallible.  The  human  element  enters  into  most  acci- 
dents, and  crossing  flagmen  are  like  other  human  beings.  Some  of  the  most  disastrous 
automobile  grade  crossing  accidents  have  occurred  at  crossings  where  flagmen  were  on 
duty. 

One  of  the  results  of  crossing  "protection"  is  to  teach  the  public  that  crossings  are 
safe.  The  opposite  should  be  taught.  All  railway  grade  crossings  are  dangerous — the 
"protected"  as  well  as  the  unprotected  crossings.  This  should  be  impressed  upon  the 
minds  of  everybody,  beginning  with  the  children  in  the  schools. 

There  are  about  8,000  grade  crossings  on  the  Illinois  Central  System.  It  would 
cost  approximately  four  hundred  million  dollars,  or  substantially  more  than  the  com- 
bined stock  and  bond  issues  of  the  Company,  to  eliminate  them  by  separation  of  the 
grades.  The  following  is*  quoted  from  the  report  made  by  the  "Grade  Crossing  Com- 
mittee of  the  National  Association  of  ^  Railway  and  Utilities  Commissioners  at  Wash- 
ington in  November,  1920:  "To  eliminate  all  grade  crossings  in  the  United  States 
would  probably  cost  as  much  as  all  the  railroads  in  the  United  States  have  cost."  , 

Outstanding  features  of  this  question  are :  1 — Inability  of  the  railways  to  elim- 
inate all  grade  crossings  at  any  period  within  present  vision.  2 — The  unreasonable- 
ness of  some  communities  insisting  upon  the  railways  doing  things  for  them  that  can- 
not be  done  for  all.  Every  community  has  its  dangerous  crossings. 

•  One  state  could  not  reasonably  expect  the  railways  to  eliminate  all  of  its  grade 
crossings  unless  the  same  thing  were  done  in  neighboring  states — in  all  states.  .The 
same  principle  applies  to  cities  and  towns. 

j  The  railway  grade  crossing  problem  is  usually  considered  from  two  viewpoints — 
the  railways  and  the  public.  There  is  the  viewpoint  of  engineers  and  firemen, 
which  should  also  be  considered.  Their  duties  are  nerve-racking,  and  the  habit  of 
automobilists  in  racing  to  crossings,  and  darting  upon  the  track  immediately  in  front 
of  locomotives,  has  a  great  tendency  to  confuse  and  distress  them.  They  do  not  want 
to  be  involved  in  accidents  causing  personal  injury  or  loss  of  life.  They  ought  to  have 
some  assurance  that  an  automobile  will  be  brought  to  a  stop  before  it  is  permitted 
to  cross  a  railway  track. 

The  benefits  derived  from  the  elimination  of  grade  crossings  by  the  construction  of 
overhead  bridges  and  underpasses — the  only  plan  promising  absolute  safety — accrue 
largely  to  the  public  in  safety  and  convenience.  Therefore,  when  crossings  are  elimin- 
ated, the  expense  should  be  divided  on  some  fair  basis  between  the  taxpayers  receiving 
the  benefits  and  the  railway.  If  the  people  of  a  community  paid  in  proportion  to  the 
benefits  received  when  a  crossing  is  eliminated,  demands  for  elimination  would  be  less 
frequent.  More  crossings  could  be  eliminated. 

The  automobile,  in  proper  hands,  is  an  agency  of  safety  at  railway  grade  cross- 
ings. It  can  be  driven  up  close  to  the  tracks  and  stopped  in  perfect  safety.  That  can-- 
not always  be  done  with  a  spirited  horse.  Therefore,  the  increasing  use  of  the  auto- 
mobile and  the  decreasing  use  of  the  horse  should  be  solving  the  grade  crossing  prcHj., 
lem,  instead  of  making  it  worse. 

We  recognize  there  are  crossings  that  should  be  eliminated,  but  the  crying  need 
is  for  some  plan  of  action  that  will  prevent  loss  of  life  and  destruction  of  property  -t 
in  automobile  grade  crossing  accidents  that  can  be  put  into  effect  immediately.  One 
practicable  remedy,  which  would  cost  but  little,  would  be  to  inaugurate  a  great  cni- 
sade  against  carelessness  of  automobilists  at  railway  grade  crossings.  Require  them  to 
Stop,  Look  and  Listen.  No  automobilist  who  does  that  will  ever  meet  with  an  accident 
at  a  railway  crossing. 

Constructive  criticism  and  suggestions  are  invited. 

G.  H.  MARKHAM, 
President,  Illinois  Central  Railroad  Company.' 


Traffic  Department 

Illinois  Central  Dairy  Club  Short  Course  at  the 
Mississippi  State  Fair 

By  H.  J.  Schwietert,  General  Development  Agent 


During  the  past  six  years  dairying  has 
made  phenominal  progress  in  the  state  of 
Mississippi  along  the  lines  of  the  Illinois 
Central  and  Yazoo  and  Mississippi  Valley 
Railroads,  due  to  the  .broad-minded  policy 
conceived  by  the  management  of  these 
roads,  and  the  efforts  of  the  Development 
Bureau.  It  was  a  policy  destined  to  suc- 
ceed because  of  the  abundant  natural  re- 
souces — those  intangible  things  not  made 
^v  man  and  not  purchased  with  money — the 
climate,  the  soil,  the  rainfall  and  the  natural 
erasses  with  which  the  state  is  abundantly 
blessed. 

Each  year  since  1914  has  written  a  new 
chapter  in  the  dairy  history  of  the  state. 
Each  year  has  marked  a  new  era  in  the 
development  of  the  dairy  industry. 

The  interest  developed  has  been  main- 
tained in  spite  of  high  priced  cotton  dur- 
ing the  years  1918  and  1919.  Not  because 
the  farmers  of  Mississippi  loved  cotton  less 
than  dairying,  but  because  dairying,  the 
highest  degree  of  diversified  and  intensified 
farming,  brought  them  an  assured  revenue 

Demonstration,  m  testing  milk  for  butter  fat 
2>y.  agricultural  oqent  Bland 


3v5  days  in  the  year.  In  addition  to  this 
steady  remuneration,  the  dairy  farmers 
have  realized  there  is  no  better  soil  builder 
and  fertilizer  factory  than  the  dairy  cow. 

To  further  stimulate  and  promote  this 
highly  intensified  phase  of  farming  in  the 
state  of  Mississippi,  a  "dairy  club  short 
course"  was  conducted  at  the  Jackson  (Mis- 
sissippi) State  Fair  by  the  Development 
Bureau  in  co-operation  with  the  Extension 
Forces  in  Chicago  of  Home  Demonstration 
Work  of  that  State.  Why?  Because  we  be- 
lieve that  no  matter  how  humble  the  cabin 
or  place  called  home,  if  we  could  use  our 
work  as  an  entering  wedge  to  the  homes  in 
the  rural  districts,  and  show  the  fathers  and 
mothers,  through  their  children,  the  advant- 
ages to  be  derived  from  dairy  farming,  that 
we  would  be  adding  new  recruits  to  the 
cause  who  would  go  back  to  their  homes 
and  in  their  communities  disseminate  the 
information  obtained  regarding  the  real 
value  of  the  dairy  cow  on  the  farm. 

With  this  in  view,  twelve  Mississipoi 
Dairy  Club  girls  were  selected  from  as 


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35 


many  different  counties  traversed  by  the 
Illinois  Central  and  Yazoo  and  Mississippi 
Valley  Railroads  in  that  state,  with  whom 
to  carry  on  the  work  at  the  State  Fair.  The 
girls  were  selected  on  the  merits  of  the 
work  they  had  done  in  dairying  during  the 
year. 

These  prize  winning  girls  and  their  cows 
were  given  a  free  trip  to  the  Fair  at  Jack- 
son and  return,  and  all  their  expenses  paid. 
As  a  result  of  the  splendid  work  done  at 
the  Fair,  four  of  the  girls  were  given  a 
free  trip  to  Chicago  and  the  National  Live 
Stock  Show  this  year. 

OUTLINE  OF  WORK   AT   SHORT 
COURSE 

1.  Daily  demonstrations  and  lectures  on 
"How  to  Judge  the  Dairy  Cow."  The  girls 
as  well  as  the  visitors  at  the  Fair  partici- 
pating in  these  demonstrations. 


dividual  cows  and  the  period  of  time  in 
which  it  was  accomplished. 

Nellie  Stribbling,  age  15,  Hinds  County, 
8  months'  record  3,928  pounds  of  milk; 
profit  $287.40. 

Viola  Ward,  age  15,  Madison  County,  4J4 
months'  record  4,327.5  pounds  milk;  profit 
$166.85. 

Ellie  Shields,  age  18,  Attala  County,  4 
months'  record  3,239  pounds  milk;  profit 
$137.98. 

Lena  Grace  Ramsey,  age  13,  Copiah 
County,  9  months'  record,  7,615  pounds 
milk;  profit  $458.25. 

Leula  May  Wilbourn,  age  10,  Yalabusha 
County,  5^2  months'  record  4,453  pounds 
milk;  profit  $219.70. 

Eleanor  Hester,  age  13,  Clay  County,  4 
months'  record  2,282  pounds  milk;  profit 
$145.66. 

Eddie    Kate    Crouch,    age    13,    Lafayette 


2.  Daily  lectures  on  Feeds  and  Feeding. 

(a)  Balanced    ration. 

(b)  Value   of   the    Silo. 

(c)  Value   of   leguminous  hays 

(d)  Good  Pasture. 

3.  Weeding   out   the   Scrub    Cow. 

4.  Value  of  Purebred  Sire  in  building  up 
Herd. 

5.  Sanitation    in    handling   milk    and    by- 
products. 

6.  Value    and    use    of    milk    and    its    by- 
products. 

7.  Testing    milk    for    butter-fat. 

8.  Lectures     on     Modern     Barn     Equip- 
ment,  use  of   Cream   Separators   and  other 
milking  utensils. 

9.  Value  of  Dairy   Cow  in  soil  building. 

RECORDS  MADE  BY  THE  GIRLS 

•  The    following    records    will    show    what 
some   of   the    Club   girls    did   with   their  in- 


County,    9    months'    record,    4,680    pounds 
milk;   profit  $225.19. 

The  lesson  the  Development  Bureau  en- 
deavored to  bring  out  was  that  if  the  girls 
could  make  records  as  above  presented 
with  their  scrub  cows  how  much  more 
could  they  have  accomplished  had  they 
been  working  with  cows  highly  efficient  in 
milk  and  butter-fat  production.  There  was 
no  better  method  to  illustrate  this  (in  our 
judgment)  than  the  one  used. 

The  girls  who  were  at  the  Fair  are  de- 
termined to  do  better  work  in  1921,  and 
some  of  them  have  already  purchased  pure- 
bred cows. 

RESULTS 

Many  compliments  have  been  given  us 
on  the  splendid  work  the  Illinois  Central 
Railroad  has  done  and  is  doing  in  the  de- 
velopment of  the  dairy  industry  in  Mis- 


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ILLINOIS  CENTRAL  MAGAZINE 


sissippi,  and  we  give  below  excerpts  from 
letters,  which  speak  in  no  uncertain  terms 
of  the  effect  of  the  Illinois  Central  Rail- 
road's Dairy  Club  Short  Course  at  the  Fair. 

Miss  Susie  V.  Powell,  Assistant  Director 
of  Extension  in  charge  of  Home  Demon- 
stration work  writes  as  follows: 

"Continued  absence  from  my  office  has 
prevented  me  before  now  from  writing  to 
you  my  thanks  and  appreciation  of  the  ex- 
cellent co-operation  which  your  Company 
gave  our  Dairy  Clubs  at  the  Mississippi 
State  Fair.  From  all  accounts,  the  Dairy 
Short  Course  was  a  decided  success,  and 
Miss  Donaldson,  our  Agent  in  Dairying, 
tells  me  that  already  she  is  feeling  the  ef- 
fects in  increased  interest  shown  in  Dairy 
Club  work.  I  feel  sure  that  1921  will  show 
a  big  advance  in  home  dairying  largely  due 
to  your  help." 

The  following  letter  from  Miss  Agnes 
Donaldson,  Agent  in  Dairying,  who  co- 
operated with  the  Development  Bureau  at 
the  Mississippi  State  Fair,  and  who  has 
charge  of  home  dairying  in  the  State,  is  a 
most  emphatic  endorsement  of  our  efforfs: 

"We  want  to  thank  you  for  making  possi- 
ble the  Short  Course  for  Dairy  Club  girls 
held  at  the  State  Fair  this  year.  We  also 
want  to  express  our  appreciation  for  the 
untiring  efforts  of  you  and  your  splendid 
co-workers  in  making  his  Short  Course  so 
successful. 

"The  girls  who  were  there  got  a  vision  of 
the  work  that  they  have  not  had  before 
and  are  spreading  enthusiasm  for  dairy 
work  in  their  respective  counties. 

"We  have  recently  had  an  Agent's  Dis- 
trict Meeting  for  the  two  North  Mississippi 
districts,  where  we  stressed  dairy  work. 
These  Agents  are  all  planning  to  do  dairy 
work  another  year.  The  Home  Demon- 
strafion  Agents  were  very  much  interested 
in  the  account  of  the  dairy  work  we  did  at 
the  Fair  this  year,  and  all  who  were  not 
eligible  this  year  say  they  will  have  girls 
another  year. 

I  hope  we  can  soon  formulate  definite 
plans  and  requirements  for  another  year, 
as  I  believe  definite  things  to  work  for  is 
a  great  incentive  to  both  Agent  and  Club 
member.  Yours  truly, 

"Agnes  Donaldson, 
"Agent  in  Dairying." 


The  following  letter  from  Mrs.  Olive  K. 
Barnes,  County  Home  Demonstration 
Agent,  Batesville  (Panola  County)  Mis- 
sissippi, shows  that  the  inspiration  received 
at  the  Illinois  Central  exhibit  at  the  State 
Fair  is  at  work  in  the  rural  districts,  and 
that  results  are  to  be  obtained  that  cannot 
be  measured  at  present. 

"I  wish  to  express  my  appreciation  for  the 
courtesy  shown  Panola  County  in  sending 
Margaret  Woodruff  and  her  cow  to  the 
State  Fair.  I  am  sure  no  girl  had  a  better 
time  than  Margaret  and  the  best  of  all  she 
learned  so  many  valuable  lessons.  She  has 
such  a  desire  to  do  her  work  well  enough  to 
win  another  trip  to  the  Fair  next  year. 
Margaret  looks  at  club  work  in  the  right 
way.  It  is  not  just  the  prizes  she  is  after, 
but  she  just  likes  to  learn  worth-while 
lessons. 

"I  am  enclosing  an  order  for  your  little 
booklet,  'Let  the  Dairy  Cow  Indorse  Your 
Note,'  which  I  consider  so  practical.  Our 
bankers  are  becoming  very  much  interested 
and  I  believe  we  will  be  in  a  position  to  do 
some  splendid  work  this  coming  year. 

"Assuring  you  again  that  I  sincerely  ap- 
preciate   all   help     received     from     the    De- 
velopment Bureau,  that  I  consider  your  men 
far  above  the  average  in  efficiency  and  that 
I   expect   most  certainly  to  take   advantage 
of  their  services,  I  am         Yours  truly, 
"Olive  K.  Barnes, 
"County  Home  Demonstration  Agent." 

Information  reaches  us  that  because  of 
the  interest  aroused  through  the  Dairy 
Club  work  at  the  State  Fair  this  year  there 
will  be  100  Mississippi  girls  and  their  cows 
at  the  1921  Fair. 

We  are  also  advised  that  Mr.  Hurst, 
State  Club  Leader  for  Boys,  has  become  so 
thoroughly  enthused  that  he  expects  to  have 
not  less  than  100  Dairy  Club  Boys  and 
their  cows  at  Jackson  in  1921. 

We  are  going  to  make  the  Dairy  Cow 
and  Dairying  by  far  the  biggest  event  at  the 
1921  Fair.  With  '200  boys  and  girls  and 
200  good  dairy  cows  on  exhibition  in  1921, 
we  will  have  1,000  in  1922,  and  by  1925  the 
lowing  of  fine  herds  of  dairy  cattle,  the 
swish,  swish  of  milk  and  the  banging  of 
milk  cans  and  milk  pails  will  be  music  to 
the  farmers'  ears  and  Mississippi  may  yet 
become  the  Milk  Pail  of  the  Nation. 


Educational  Meeting  of  Employes 

By  S.  C.  Hoffman,  Signal  Department 


Signal  employes  of  the  Illinois  division, 
for  the  past  two  or  three  months,  have  been 
planning  to  hold  meetings,  that  they  have 
termed  "Educational  Meetings,"  at  regular 


intervals,  or  about  once  a  month,  to  better 
fit   themselves   for  their   chosen  vocation. 

It  is   planned   to   hold  these   meetings  at 
different  points  on  the  division,  so  as  to  offer 


ILLINOIS  CENTRAL  MAGAZINE 


37 


[LLINOIS  DIVISION  SIGNAL.  EMPLOYES'   EDUCATIONAL,  MEETING  ,HELD  AT  KANKAKEE, 

JAN.    16th,    1921 


an  opportunity  to  inspect  the  various  kinds 
of  apparatus,  and  the  standard  of  mainte- 
nance given  same,  and  to  equally  divide  the 
distance  each  man  has  to  travel  to  attend. 

At  each  meeting  it  is  intended  to  try  and 
have  some  one  from  the  signal  engineer's 
office,  or  a  representative  from  some  manu- 
facturers, who's  product  we  use,  to  meet 
with  us,  and  deliver  an  address  on  one  of 
the  many  interesting  subjects,  or  explain  in 
detail  the  best  method  of  handling  their 
product. 
January  16th,  and  the  above  kodak  pic- 

The    first    meeting   was    held    in    Kankakee, 
ture  gives  a  fair  idea  of  the  attendance. 

Several  subjects  were  discussed  and  com- 
mittees were   formed  to  prepare  papers  on 


them  for  the  next  meeting,  but  the  most  in- 
teresting part  of  the  meeting,  was  the  ad- 
dress given  by  our  Signal  Engineer,  Mr. 
Morgan,  on  track  circuits. 

Mr.  Morgans'  address  on  track  circuits 
was  so  very  plain  that  the  youngest  helper, 
and  the  best  versed  man  in  the  signal  game 
on  the  Illinois  division,  understood  and  was 
benefited,  making  the  first  meeting  a  suc- 
cess above  expectations. 

These  meetings  are  quite  in  line  with  Mr. 
Markham's  letter  of  the  29th,  of  December, 
1920,  asking  us  to  practice  economy,  and 
improve  our  efficiency,  so  as  to  make  two 
blades  of  grass  grow  where  one  grew  be- 
fore. There  is  no  better  way  to  practice 
economy,  and  improve  efficiency  in  main- 


38 


ILLINOIS  CENTRAL  MAGAZINE 


taining   signals,   than   to  know    more   about 
the  business. 

Next   meeting   will   be    held    at    Mattoon, 
February  13th,  and  Mr.  B.  F.  Hines,  South- 


ern Manager,  Thomas  A.  Edison,  Inc.,  Pri- 
mary Battery  Division,  will  address  us  on 
how  to  use  Edison  Primary  battery  for  the 
best  economical  results. 


Weighing  of  Freight 

By  R.  B.  Goe,  Supervisor  of  Weighing 


Weight  is  the  unit  of  measurement  on  which 
practically  all  freight  transportation  is  sold 
and  the  Weigh  Car  like  the  Hold  Car  is  one 
of  the  serious  problems  of  yard  operation. 

Approximately  nine-tenths  of  all  car  load 
and  three-fourths  of  L.  C.  L.  freight  must  be 
weighed  if  the  carriers  are  to  receive  full  pay 
for  services  rendered.  Therefore,  it  is  highly 
important  that  scales  and  weighing  be  given 
due  consideration. 

The  first  consideration  is  that  of  a  reliable 
weighing  machine,  properly  installed,  main- 
tained and  located  so  that  accurate  weighing 
may  be  performed  with  the  least  possible  de- 
lay and  expense  to  yard  operation.  Weighing 
should  be  performed  by  competent  weigh- 
masters,  who  have  been  properly  instructed 
and  have  subscribed  to  weighmasters'  oath. 

All  freight  both  C.  L.  and  L.  C.  L.  should 
be  weighed  at  loading  point  if  there  are  scale 
facilities  for  so  doing  at  such  point,  if  not, 
then  at  the  first  available  scale  in  transit. 
This  is  a  tariff  requirement,  a  protection  of 
revenue,  a  defense  in  questions  of  claim  and 
a  safety  measure  in  case  of  an  overloaded  car. 
A  great  many  commodities  transported  are 
from  their  inherent  nature  shrinkable.  Weigh- 
ing rules  approved  by  the  Interstate  Commerce 
Commission  and  industrial  bodies  provide, 
that  carriers  are  entitled  to  point  of  origin 
weights  on  such  commodities  and  it  naturally 
follows  that  the  farther  we  haul  shrinkable 
freight  before  weighing  the  less  revenue  we 
receive  for  its  transportation.  If  every  one 
concerned  in  yard  operation  would  keep  this 
one  feature  in  mind  and  see  that  cars  are  ac- 
curately weighed  on  first  available  scale,  the 
returns  will  more  than  pay  for  the  time  con- 
sumed and  reflect  greatly  the  earnings  of  the 
railroad  as  well  as  be  of  great  help  in  adjust- 
ing overcharge  claims  and  claims  for  imagi- 
nary losses. 

It  is  often  necessary  in  order  to  relieve  con- 
gested terminals  to  run  the  weigh  cars  re- 
sulting in  failure  at  time  to  weigh  at  any  point 
and  a  delivery  to  consignee  on  some  tariff 
estimate  or  other  more  or  less  unreliable 
weight.  When  this  condition  exists  employes 
should  promptly  notify  the  agent  or  yard  mas- 
ter at  next  weighing  station  of  the  fact  and 

endorse  on  waybills  weigh  at  ,  desig- 

•    nating  name  of  next  scaling  station. 

Several  years  back  railroads  were  required 
to    weigh    all    freight.      At   present    not    over 


one-half  of  the  actual  weights  are  secured  by 
the  carriers  on  their  own  facilities.  Pack- 
ages have  been  standardized,  shippers  have  in- 
stalled their  own  weighing  devices,  rules  have 
been  made  and  are  in  operation  whereby 
standard  package,  tariff,  and  shippers'  weights 
may  be  legally  accepted  under  weighing  agree- 
ment and  used  by  carriers  for  the  purpose 
of  assessing  their  transportation  charges.  The 
tariffs  provide,  however,  for  certain  supervis- 
ion and  checking  of  shippers'  invoices.  These 
weighing  agreements  are  supervised  either  by 
one  of  the  several  Weighing  Bureaus  of  which 
the  railroads  are  members  or  by  the  carriers 
own  organization.  It  is,  therefore,  important 
that  representatives  of  such  bureaus  be  given 
necessary  assistance  at  stations  where  such 
agreements  are  in  effect  in  order  to  facilitate 
their  work  and  insure  proper  supervision  of 
shipper's  weight,  and  any  employe  noting  ir- 
regularities in  weighing  description,  classifica- 
tion, etc.,  should  report  the  facts  promptly  to 
the  district  manager  of  the  bureau  or  to  the 
railroad  weighing  department.  We  must  de- 
pend in  a  large  measure  upon  employes  for 
information  of  this  nature. 

We  must  also  depend  on  the  station  and 
yard  organization  to  a  great  extent  for  check 
weighing  of  freight  especially  on  L.  C.  L. 
shipments.  The  day  of  estimating  carload 
weight  is  past,  but  from  results  obtained  by 
reweighing  L.  C.  L.  shipments,  the  indications 
are  that  this  system  is  still  practiced  on  all 
roads  to  a  greater  or  less  extent. 

During  the  year  1920,  figures  taken  from 
agents'  report  form  227,  "Reweighing  of 
Freight,"  show  26.6  per  cent  of  total  tonnage 
reweighed —  increased  revenue  $15,723.29. 
While  the  greater  part  of  this  freight  origi- 
nates on  other  lines  or  represented  by  er- 
roneous shippers  weight,  the  fact  that  but  26.6 
per  cent  was  reweighed  indicates  considerable 
loss  in  revenue  by  incorrect  L.  C.  L.  weights. 

Close  supervision  of  scales,  weighing  and 
weights  is  one  of  the  most  important  factors 
affecting  freight  revenue.  Another  important 
feature  greatly  affecting  revenue  of  a  railroad 
is  intensive  loading  of  equipment. 

During  periods  of  car  shortage,  the  natural 
tendency  is  toward  heavier  loading,  but  in  pe- 
riods of  a  surplus  the  general  impression  is 
that  it  is  not  necessary,  the  tension  is  relieved 
and  the  average  tons  per  car  goes  down. 

We  have  been  trying  to  maintain  an  aver- 


ILLINOIS  CENTRAL  MAGAZINE 


39 


age  of  30  tons  per  car  on  all  commodities,  a 
figure  we  have  reached  but  a  few  months  dur- 
ing the  past  year,  and  figures  just  compiled 
for  first  seven  days  in  December  since  the  car 
situation  has  improved,  indicate  an  average 
of  24  tons  per  car.  This  means  that  our  earn- 
ing power  per  car  has  been  considerably  de- 
creased, and  the  cost  per  net  ton  mile  seri- 
ously increased.  Based  on  28,000  cars  loaded 
December  1  to  7,  1920,  at  24  tons — against  30 


tons  per  car — 140  loaded  miles  per  car,  aver- 
age, presuming  the  cost  per  gross  ton  mile  to 
be  five  mills,  the  cost  per  net  ton  at  24  tons 
per  car  would  be  $1.195 — at  30  tons  $1.096  or 
approximately  10  cents  per  ton  per  trip  less 
with  an  increase  of  6  tons  per  car.  This 
would  show  a  loss  of  approximately  $84,000.00. 
It  is,  therefore,  important  that  the  question 
of  heavier  loading  be  followed  up  and  a  high 
average  maintained. 


W  ammo/to?      La..,     /2&stdenc 


Loss  and  Damage  in  Connection  with  Handling 
Less  Carload  Freight 

By  C.  H.  Williams,  Local  Freight  Office,  Jackson,  Miss. 


We  are  all  familiar,  through  the  medium 
of  newspaper  articles,  public  speeches  and 
bulletins,  with  the  campaign  which  is  being 
waged  to  secure  greater  efficiency  in  trans- 
portation service,  with  special  reference  to 
increased  car  mileage,  a  larger  supply  of 
available  equipment,  and  heavier  loading  of 
cars.  These  features  have  lately  been 
stressed  to  the  limit,  and  wonderful  results 
have  been  accomplished.  With  the  active 
co-operation  of  all  concerned,  the  same  re- 
sults can  be  secured  in  another  phase  of 
railroad  operation,  the  aggregate  cost  of 
which  is  not  so  well  known  to  the  public, 
and  not  so  well  understood  where  it  is 
known. 

"Loss  and  Damage"  is  an  expression 
which  has  come  to  represent  the  greatest 
single  item  of  useless  expenditure  of  money 
by  the  railroads  and  the  greatest  annoyance 
to  their  patrons.  The  total  amount  paid 
out  each  year  by  all  lines  is  staggering  to 
contemplate,  and  it  is  made  up  of  many 
thousands  of  small  items,  a  very  great 
proportion  of  which  could  be  eliminated  if 
everybody  concerned  would  take  an  active 
and  personal  interest  in  the  subject.  No 
chain  is  stronger  than  its  weakest  link,  and 
no  employee  is  too  inferior  or  too  superior 
in  the  scale  of  employment  or  authority  to  be 
available  in  this  campaign  against  waste. 
"Large  oaks  from  small  acorns  grow"  and 
it  is  the  little  mistake  in  handling  freight 
which  could  have  been  and  should  have 
been  avoided,  which  ultimately  grows  into 
the  voucher  to  cover  loss  or  damage. 

This  subject  has  been  repeatedly  made 
the  basis  of  bulletins  from  the  general  of- 
fices of  the  railroads;  rules  have  been  laid 
down  in  profusion;  employees  have  been 
begged,  entreated,  commanded  to  use 
greater  care,  thought  and  discretion  in  the 
handling  of  freight.  The  results  are  be- 
coming apparent. 

It  may  not  be  amiss,  in  the  pages  of  this 
magazine,  which  is  primarily  for  expression 
of  opinions  and  ideas  of  the  employees 
themselves,  to  discuss  this  subject  from  the 
intimate  standpoint  of  the  local  agency  em- 
ployee rather  than  from  that  of  the  gen- 
eral office. 

The  Jackson,  Miss.,  agency  prides  itself 
upon  being  one  of  the  best  of  the  moderate- 
sized  stations  on  the  best  railroad  in  Amer- 
ica. Suppose  we  outline,  therefore,  the  com- 
plicated history  of  a  package  from  the  dray 
at  the  receiving  door  to  the  moment  it  goes 
out  in  the  "local,"  not  as  an  excuse  for  our 


errors,   but   as   an   exposition   of   the   many 
details  involved. 

Primarily,  in  order  that  there  may  be  a 
loss  or  damage  to  freight,  there  must  be 
the  receipt  of  a  shipment  at  a  local  agency 
for  forwarding.  It  is  taken  into  the  ware- 
house at  the  receiving  platform,  where  it 
must  be  checked  to  compare  in  all  items 
and  description  with  the  dray  ticket;  must 
be  inspected  to  ascertain  if  it  is  properly 
packed,  marked,  labeled,  old  marks  of  re- 
coopered  packages  obliterated,  and  gener- 
ally to  know,  with  absolute  certainty,  that 
the  articles  for  which  the  company's  bill 
of  lading  contract  is  to  be  issued  are  actu- 
ally received,  and  are  in  such  condition  that 
they  can  be  transported  with  reasonable 
certainty  of  arriving  at  destination  in  good 
condition  if  given  good  treatment  en  route. 
This  is  the  initial  stage  of  the  proceeding. 
The  check  and  receiving  clerks  and  in- 
spectors must  be  careful  to  the  last  degree, 
otherwise  there  is  no  limit  to  the  number 
of  errors  which  will  arise  at  the  very  out- 
set, and  each  and  every  one  of  these  errors 
will  cause  either  a  shortage,  an  overage  or 
a  claim  for  damage  or  delay  chargable  to 
the  railroad  whose  bill  of  lading  is  out- 
standing for  the  shipment,  said  to  have 
been  received  in  full  and  in  good  order, 
whether  it  was  so  received  or  not. 

Having  passed  the  gauntlet  at  the  door 
of  the  receiving  warehouse,  the  freight  must 
then  go  into  one  of  the  many  cars  spotted 
for  merchandise  loading.  There  must  be 
competent  and  very  careful  checkers  to  see 
that  it  is  carried  by  a  trucker  to  the  proper 
spot;  there  must  be  competent  stowmen  to 
see  that  no  freight  is  placed  in  any  car 
which  is  not  marked  for  that  spot  and  that 
each  and  every  article  is  so  placed  in  the 
car  with  reference  to  its  size,  shape  and 
weight  that  it  will  ride  without  damage  to 
itself  or  to  the  other  packages  in  the  same 
car.  Heavy  packages  must  not  be  stowed 
on  top  of  light  packages,  nor  fragile  articles 
be  placed  in  too  close  proximity  to  bulky 
and  heavy  articles,  or  damage  will  most 
certainly  result.  To  load  any  package  in 
a  car,  the  floor  of  which  is  stained  with 
oil,  molasses  or  other  greasy  or  sticky  sub- 
stances ;  to  load  shipments  in  sacks  against 
nails  or  rough  projections,  or  in  a  leaky 
car,  is  to  invite  claim.  To  load  even  one 
article  of  any  shipment  in'  the  wrong  car 
or  to  put  the  wrong  car  number  on  the 
billing  is  to  cause  an  "Astray"  shipment, 
which  may,  or  may  not,  eventually  reach 


40 


ILLINOIS  CENTRAL  MAGAZINE 


41 


its  proper  destination,  in  any  event  caus- 
ing unnecessary  clerical  work  and  trans- 
portation service  to  get  it  where  it  belongs. 

Assuming  that  the  shipment  has  been 
properly  received,  inspected  and  loaded, 
there  is  still  the  clerical  work  involved. 
The  shipment  must  be  waybilled  to  its 
proper  destination;  described  as  it  is  de- 
scribed in  the  bill  of  lading,  and  the  way- 
bill must  show  in  every  detail  the  shipper, 
consignee,  car,  destination,  commodity  and 
charges.  After  all  this  has  been  accom- 
plished and  the  waybills  for  the  day's  load- 
ing have  been  properly  lined  up  and  sent 
to  the  yard  office,  the  work  of  the  local 
agency  may  be  said  to  be  complete  so  far 
as  the  physical  handling  of  the  shipment  is 
concerned.  From  this  point  the  freight  is 
in  the  hands  of  the  conductor,  train  crew, 
the  elements  and  the  delivering  agency. 

Freight  does  not,  of  course,  all  move  out- 
bound. There  is  also  to  be  considered  the 
inbound  freight  for  local  city  delivery  and 
for  transfer  to  house  cars  for  delivery  to 
connecting 'lines.  This  must  be  carefully 
checked  and  handled  when  being  unloaded; 
must  be  trucked  to  and  properly  stowed  in 
switch  cars,  or  to  its  proper  place  in  the 
warehouse  for  local  delivery.  If  in  bad 
order,  it  must  be  inspected,  contents  noted 
and  package  re-coopered,  and  all  notations 
must  be  placed  in  the  through  waybill  or 
on  the  record  copy  of  freight  bill.  None 
of  these  essentials  may  be  omitted  if  the 
station  is  to  keep  its  records  clear  and  pre- 
vent unnecessary  loss  or  damage. 

Stop  and  consider  a  moment,  therefore, 
how  many  and  various  are  the  operations 
necessary,  as  shown  above,  to  start  a  ship- 
ment properly  on  its  way,  or  to  receive  it 
for  local  delivery  or  transfer  to  connec- 
tions. Consider  how  positively  a  mistake 
in  any  one  of  these  operations  will  pave  the 
way  for  loss  and  damage.  Then  figure  out 
how  greatly  the  loss  in  money  and  prestige 
to  the  company  will  be  reduced  if  one-half 
or  even  one-quarter  of  these  errors  are 
avoided  daily  by  care  and  attention  to  de- 
tails. 

To  recover  freight  which  has  gone  astray 
and  return  it  to  its  proper  destination  is 
some  satisfaction,  but  an  ounce  of  preven- 
tion is  worth  a  pound  of  cure.  To  avoid  a 
loss  or  breakage  is  decidedly  preferable  to 
paying  a  claim,  because,  without  reference 
to  the  money  feature,  in  every  case  the 
claimant  would  prefer  to  have  his  shipment 
reach  him  or  his  consignee  intact  and  with- 
out delay.  Furthermore,  at  a  junction 
agency  the  claimant  is  a  competitive  ship- 
per and  receiver  of  freight,  and  his  friend- 
ship and  satisfaction  is  a  valuable  asset. 

Co-operation  between  employees  and  the 
public  is  the  keynote  of  this  entire  trans- 
action. It  requires  not  merely  the  routine 
attention  of  each  warehouse  and  local  of- 
fice employee  to  the  special  detail  devolv- 


ing upon  him  or  her,  but  we  believe  here 
that  we  should  work  in  unison;  should 
study  and  know  the  entire  history  of  a 
shipment  from  its  receipt  at  the  door  to 
the  time  the  car  is  sealed  and  ready  to  go; 
should  help  each  other  to  avoid  errors; 
should  insist  that  the  shipper  present  his 
freight  in  proper  condition;  should  see  that 
it  is  loaded  and  forwarded  in  the  manner 
called  for  by  the  bill  of  lading  contract  and 
with  promptness.  Eternal  vigilance  is  the 
price  of  success,  and  the  forwarding  sta- 
tion is  the  point  where  the  transaction 
originates,  or  is  closed,  and  where  fully 
fifty  per  cent  of  all  loss  and  damage  can 
be  prevented  if  the  shipment  is  received 
properly,  loaded  properly  and  started  for- 
ward with  proper  billing. 

In  the  month  of  November,  1920,  statis- 
tics for  which  are  available  at  the  date  of 
this  article,  there  were  handled  through  the 
warehouse  at  Jackson,  Miss.,  6,490  tons  of 
package  freight.  Assuming  for  the  purpose 
of  argument  that  each  package  weighed  an 
even  100  pounds,  there  were  handled  in  25 
.  working  days  129,800  pieces  of  merchandise 
of  every  conceivable  kind,  size  and  shape. 
These  were  received  at  the  doors  from  in- 
numerable drays  and  by  rail  from  831  in- 
bound merchandise  cars;  they  were  dis- 
posed of  to  local  consignees  or  loaded  out 
in  937  outbound  merchandise  cars  spotted 
daily  at  35  regular  spots.  On  this  volume 
of  business  in  November  there  were 
checked  against  this  agency,  whether  right- 
fully changeable  to  us  or  not,  only  192  Over, 
Short  and  Damage  reports.  In  October, 
1920,  the  number  so  charged  was  262.  We 
believe  these  are  both  good  records.  It 
will  be  noted  that  we  are  improving.  That 
is  the  main  point.  We  intend  to  continue 
to  improve.  I 

We  all  have  our  troubles.  The  larger 
the  station  the  more  freight  and  the  greater 
the  opportunity  for  those  errors  to  occur 
which  are  due  to  the  human  equation  exist- 
ing in  all  manual  activities.  The  smaller 
the  station  the  smalled  the  volume  of 
freight,  but  fewer  clerks  and  inspectors.  No 
station  is  so  large  that  it  cannot  give  full 
supervision  to  these  matters;  no  station  is 
so  small  that  even  its  few  packages  do  not 
require  the  same  constant  supervision  and 
careful  attention  to  details. 

Loss  and  Damage  can,  to  a  great  extent, 
be  avoided.  It  must  be  reduced.  Inspect 
rigidly,  check  carefully,  stow  properly,  bill 
and  expense  correctly.  Do  these  things, 
Mr.  Local  Agent,  you  and  your  warehouse 
and  office  forces,  with  a  determination  to 
improve  each  month,  and  you  will  find  that 
when  the  sum  total  of  all  errors  from  all 
agencies  is  added  at  the  general  office  the 
reduction  in  the  number  of  Loss  and  Dam- 
age items  and  the  cost  thereof  will  be  a 
startling  proof  of  the  assertion  that: 

"It  pays  to  be  careful  with  freight." 


C1AIMS  DEPARTMENT 

1 

The  Livestock  Problem 


The  railways  of  the  country  are  still  seek- 
ing the  Moses  who  will  point  the  way  out 
of  the  tremendous  expense  with  which  the 
roads  are  burdened  in  the  payment  of  live- 
stock claims. 

Times  are  hard  in  the  Mississippi  Delta 
this  year.  Owners  of  livestock  have  very  lit- 
tle feed,  and  even  less  money  with  which  to 
buy  feed,  and  consequently  greater  numbers 
of  stock  are  turned  out  to  pick  their  living  as 
best  they  can.  In  addition,  there  is  little  mar- 
ket for  stock.  One  hears  frequently  of  mules 
selling  at  a  trustee's  sale  for  $50  or  $75  a 
head  which  cost  up  to  $300  in  the  spring  of 
1920. 

Almost  invariably  when  an  animal,  thus 
turned  loose  as  a  trespasser,  is  killed  by  a 
railway  train  the  owner  expects  the  railway 
to  pay  a  claim  amounting  to  the  original  cost 
of  the  animal  last  year — and  all  too  fre- 
quently courts  or  juries  are  inclined  to  allow 
such  a  claim  when  it  comes  to  a  test.  Hence, 
there  is  little  inducement  for  owners  to  keep 
stock  penned  up. 

The  public,  when  in  full  possession  of  the 
facts,  seldom  fails  to  render  a  just  opinion. 
There  is  a  great  need  for  public  education 
on  this  serious  problem.  When  the  people 
realize  that  the  money  with  which  stock  claims 
are  paid  is  taken  out  of  their  pockets,  by 
means  of  passenger  fares  and  freight  charges, 
they  will  refuse  to  countenance  those  persons 
who  deliberately  turn  livestock  out  to  forage, 
chuckling  a  bit  perhaps  when  the  stock  is 
killed  and  there  looms  up  the  prospect  of  a 
juicy  .claim.  They  also  will  demand  that 
courts  and  juries  decide  such  cases  coming 
before  them  to  the  interest  of  the  public. 

The  accompanying  photograph,  made  by 
Claim  Agent  Zach  Jolly  at  the  Y.  &  M.  V. 
station  of  Hushpuckena,  Miss.,  illustrates  the 
trespassing  which  owners  of  livestock  permit, 
and  which  many  of  them  encourage. 

Several  representatives  of  the  Claims  De- 
partment have  received  letters  from  their 
friends  asking  humorously  to  be  advised  as 
to  the  best  method  to  be  pursued  in  turning 
out  trespassing  stock  so  as  to  assure  an  im- 
mediate "passing  on"  into  the  other  animal 
world.  Charles  T.  Lunsford  of  Hackleburg, 
Ala.,  vice-president  of  the  Bank  of  Hackle- 


burg,  thus  writes  to  Claim  Agent  M.  C.  Payne 
at  Fulton,  Ky. : 

"I  have  just  been  advised  that  Mr.  A.  L. 
Wiginton  had  the  good  fortune  to  get  a  calf 
killed  by  your  trains  on  the  morning  of  the 
27th,  for  which  you  charged  him  nothing." 

(Note:  Mr.  Wiginton  had  declined  to 
place  a  claim  for  the  calf  killed,  declaring 
that  it  had  been  a  trespasser  and  the  com- 
pany was  not  responsible.) 

"I  have  two  calves  about  the  same  size  of 
his,  and  am  writing  this  letter  to  know  if  you 
would  extend  me  the  courtesy  to  let  the  train 
run  over  them  free  of  charge.  If  so,  will 
you  please  advise  just  how  you  prefer  them 
placed :  whether  tied  or  driven  along  the 
tracks.  Would  you  prefer  hitting  them  in 
the  north  or  south  end? 

"Thanking  you  in  advance  for  your  prompt 
attention,  as  I  am  anxious  to  get  rid  of  the 
same  at  the  earliest  date  possible." 


SUED  FIVE  YEARS;  GOT  NOTHING 

Nearly  five  years  ago  Cicero  Probus,  an 
extra  gang  laborer,  sustained  an  injury  to  his 
left  leg,  foot  and  ankle  while  loading  rails 
at  Dugan,  Ky.  Rather  than  go  to  the  hos- 
pital or  remain  under  the  care  of  a  physician, 
he  neglected  his  injury,  thus  causing  him  more 
trouble  than  otherwise. 

Probus  claimed  that  the  injury  was  the  re- 
sult of  a  mishandling  of  rails  on  the  part  of 
fellow  employes,  that  the  men  threw  a  rail 
in  such  a  way  that  it  caught  his  foot.  The 
other  members  of  the  crew  declared  that 
Probus  stepped  between  the  rails,  causing  him 
to  fall  and  turn  his  ankle. 

The  injured  man  refused  to  allow  the  rail- 
way to  settle  the  matter  with  him,  immedi- 
ately retaining  attorneys  and  filing  suit. 
After  worrying  with  the  suit  for  five  years, 
the  case  was  dismissed  in  the  circuit  court 
at  Leitchfield,  Ky.,  January  6.  Not  only  has 
Probus  failed  to  recover  the  amount  which 
he  expected,  but  he  has  lost  in  many  other 
ways. 


WASTING   MONEY   AND   TIME 

Mrs.  Anne  May  Lucas  of  Canton,  Miss.,  re- 
cently brought  suit  in  the  justice  court  at 
Canton  against  the  Illinois  Central.  Her  con- 
tention was  that  she  bought  a  ticket  for  Halls. 


42 


ILLINOIS  CENTRAL  MAGAZINE 


43 


STOCK    TRESPASSING    ON    RIGHT- OF-\yAY     AT  HUSHPUCKENA,   MISS. 


Tenn.,  the  agent  advising  her  that  she  could 
go  through  to  her  destination  on  train  N«.  4. 
The  train  does  not  stop  at  Halls,  and  Mrs. 
Lucas  was  advised  by  trainmen  to  change  at 
Memphis  to  No.  106,  which  follows  No.  4, 
reaching  Halls  one  hour  and  fifty-five  min- 
utes later.  She  made  the  change  under  pro- 
test and  brought  suit  for  $200. 

No  defense  was  made  in  the  justice  court 
and  a  judgment  for  $200  was  obtained.  The 
case  was  appealed  to  the  circuit  court  and 
set  for  trial  January  14.  To  meet  the  charges 
properly  it  was  necessary  for,  the  company  to 
have  present  the  conductor  and  flagman  of 
train  No.  4,  the  agent  at  Halls,  Tenn.,  and 
the  train  dispatcher  from  Fulton,  Ky.  They 
had  to  leave  their  homes  the  evening  of  the 
13th.  Other  cases  being  on  trial,  Mrs.  Lucas' 
case  was  not  called  until  2  o'clock  Saturday 
afternoon,  January  15,  when  her  attorney 
stated  he  did  not  know  whether  she  was  ready 
for  trial,  but  would  telephone  her  and  as- 
certain. He  did  this  and  then  announced  to 
the  court  that  she  was  housecleaning  and  that 
they  would  have  to  wait  until  she  could  dress 
and  get  down  to  the  courthouse.  Rather  than 
do  this,  the  case  was  continued  to  the  next 
term  of.  court.  The  witnesses  were  sent  home 
to  appear  at  a  later  date. 

The  operator  at  Canton  who  sold  the  ticket 
works  at  night,  so  he  was  held  off  one  night 
that  he  might  have  his  rest  and  be  ready  for 
the  trial.  The  other  four  witnesses  and  the 
claim  agent  were  there  three  nights  and  two 
days,  for  which  time  the  company  must  pay, 
as  well  as  their  expenses,  all  of  which  will 
amount  to  $100  or  more.  Still,  the  case  was 
continued  because  the  plaintiff  was  house- 
cleaning  and  was  not  dressed  for  court,  al- 
though she  works  in  the  postoffice  at  Canton 
and  lives  there.  It  was  the  duty  of  her  at- 
torney to  see  that  she  was  advised  that  her 


case  was  subject  to  call  at  any  time   from  9 
o'clock  Friday  morning. 

Notwithstanding  all  this  there  is  actually  at 
times  a  feeling  that  corporations  get  the  best 
of  it! 


"MAY  IT  PLEASE  THE  COURT" 

Claim  Agent  Charles  D.  Gary  of  Kankakee, 
111.,  offers  the  following  contribution  to  the 
Claims  Department : 

"With  colossal  headlines  the  Dubuque 
papers  announce  that  upon  th;  recount  of  the 
votes  the  Honorable  J.  T.  Tait  has  been 
elected  justice  of  the  peace  by  a  safe -ma- 
jority. It  is  as  useless  to  try  and  count  Jim 
out  as  to  endeavor  to  have  the  Salvation 
Army  sing  at  St.  Peter's.  Counting  Jim 
out  is  like  flirting  with  immortality.  Time 
tried  it,  and  failed.  It  is  now  an  even  bet 
as  to  which  will  endure  the  longest,  the 
pyramids  or  Jim.  We  hope  the  latter. 

"It  is  immaterial  for  the  purpose  of  this 
article  whether  Jim  records  his  birth  in  B.  C 
or  A.  D.  Whether  he  was  a  contemporary  of 
the  cave  man  or  saber  tooth  tiger  is  of  little 
sequence,  save  as  a  matter  of  antiquity.  But 
as  the  evening  star  of  a  distinguished  gen- 
tility, the  Honorable  J.  T.  Tait  holds  a  secure 
place  among  true  and  upright  men. 

"Whether  his  technical  knowledge  of  the 
law  will  be  cited  as  a  marvel  of  modern 
philosophy,  we  do  not  know.  If  a  new  and 
supernatural  prodigy  in  legal  lore  has  been 
awakened,  we  do  not  know.  But  we  do  know 
that  the  city  of  Dubuque  has  elected  to  office 
a  man  of  sound  convictions,  whose  mentality 
has  but  been  quickened  by  years  of  splendid 
experiences  with  men  and  affairs,  and  whose 
judgment  will  be  that  of  a  just  judge  guided 
solely  by  a  keen  sense  of  right  and  wrong. 

"The  court  of  the  Honorable  James  T.  Tait 
will  be  a  forum  in  which  justice  is  done." 


44 


ILLINOIS  CENTRAL  MAGAZINE 


VOICING  A  PROTEST 

The  Literary  Digest  says  that  "Safety 
First"  is  being  overdone,  that  it  is  being  made 
a  fetish.  The  following  editorial,  which 
reaches  the  Claims  Department  anonymously, 
is  a  reply : 

"It  is  noted  that  a  few  in  this  country  look 
on  themselves  as  moved  by  the  spirit  to  tell 
that  possibly  people  are  playing  'safety  first'  a 
trifle  too  hard  for  their  own  good. 

"They  tell  us  there  is  danger  that  we  shall 
lose  altogether  the  spirit  of  adventure,  the 
thing  that  has  made  the  bigger  part  of  what 
is  desirable  in  this  old  world.  The  man  who 
won't  take  a  risk,  they  tell  us,  need  not  ex- 
pect to  make  a  winning  worth  while ;  and 
what  a  saddened  old  world  it  will  become  just 
as  soon  as  all  of  us  begin  to  plod  along,  keep- 
ing to  the  middle  of  the  road. 


"It  occurs  to  some  observers  that  the  few 
gentlemen  doing  this  preaching  are  managing 
to  get  pretty  wide  of  the  mark.  In  this 
world  at  this  time  a  man  must  take  a  suffi- 
cient number  of  chances,  whether  he  will  or 
no,  to  keep  his  spirit  of  adventure  alive. 

"And  all  this  after  he  is  careful  to  reduce 
the  number  of  chances.  He  can  do  his  care- 
ful best  and  still  remain  in  considerable  dan- 
ger most  of  the  time.  He  can  live  in  Chi- 
cago, for  instance,  and  be  justified  in  the  feel- 
ing that  every  time  he  goes  on  the  street  he 
may  be  staking  his  life  on  the  adventure. 

"And  there  is  plenty  indication  that  most 
people  are  paying  little  heed  to  safety  first 
preachments.  There  is  not  the  slightest 
chance  that  results  of  this  preaching  will  ever 
get  out  of  bounds." 


NEAR  HAMMOND,  LA. 


o9  SAFETY 

FIRST  fid 

The  Yazoc 
Office  < 
Comparativ( 

January        1919       

llinois 

>  and 

)f  Cha 

;  State 
Inters 

Illin 
Em] 
Kid. 
2 
8 
4 
3 
3 
3 
2 
4 
6 
4 
2 
3 
5 
5 
2 
6 
1 
6 
5 
3 
4 
2 
5 
2 
41 
49 
8 

Central  Railroad  Company 
Mississippi  Valley  Railroad  Company 

irman,  General  Safety  Committee 

:ment  of  Casualties  as  Reported  to  the 
:ate  Commerce  Commission 
1919-1920 

ois  Central  R.  R.  Co.      Y.  &  M.  V.  R.  R.  Co. 
)loyes     Other  Persons  .Employes    Other  Persons 
Inj.         Kid.    Inj.        Kid.  Inj.         Kid.    Inj. 
281             11       54              1       49              2        20 
190              9       19              2       72              5         10 
233             11       52            —      51               45 
166              4       17            —      75                          4 
221             13      35              2       65               16 
203              6       14              2       77                          7 
185              9       29              3      57              8         93 
192              6       17              1       67              2         13 
178             10      25               1       63               18 
211               6       64              2       86              2         12 
190             13      23               1       71               66 
268            22       26              3       80              5         12 
237            26       26—79               1         14 
284             13      38              2     106              29 
183             16      27               1       64              2         15 
350            17       70               1       69              39 
280            12      82              1       65              39 
301             16       43               1       88              28 
134              9       31               2      47                          7 
311             11       50              1       73              28 
138              8       18                      68            —        15 
205             13      25               1       63              25 
178             13       18              2       64              2         12 
233             12      22            —      61               19 
2438           151     370             14     743            30      210 
2914           135     405             16     917            26       106 
476                      35              2     174 
16                                                 4       104 

1920 

February      1919  

1920  

March           1919  

1920    .     . 

April            1919 

1920     . 

May               1919 

1920  

June              1919 

1920  

July              1919 

1920 

August          1919 

1920  

September    1919 

1920 

October        1919 

1920  

November     1919  

1920 

December     1919  

1920 

TOTAL  1919 

1920  

Increase 

Decrease     

45 


46 


ILLINOIS  CENTRAL  MAGAZINE 


AUTOMOBILE  ACCIDENTS— YEAR  1920 


Number  of 

Number 

Divisions 

Accidents 

Killed 

Chicago  Terminal  

118 

3 

Illinois    

29 

9 

Indiana    

20 

9 

Iowa    

35 

2 

Minnesota    

24 

Springfield  

:....                 31 

5 

Wisconsin    

16 

1 

Kentucky   

15 

1 

Louisiana   

11 

Mississippi  

5 

• 

St.    Louis  

30 

2 

Tennessee    

13 

1 

New  Orleans  Terminal  

5 

Memphis  Terminal  

11 

1 

Memphis  1  

28 

1 

New  Orleans  

2 

Vicksburg  

9 

1 

C.  M.  &  G  

2 

.... 

Total    

404 

36 

AUTOMOBILE 

ACCIDENTS—  YEAR  IS 

)20 

Number  of 

Number 

States 

Accidents 

Killed 

Illinois    

241 

22 

Indiana   

3 

7 

Iowa    

53 

2 

Minnesota    

2 

Nebraska    

1 

.... 

South  Dakota  

1 

.... 

Wisconsin   

2 



Alabama  

5 

1 

Kentucky  

18 

1 

Louisiana,  I.  C  

7 



Louisiana,  Y.  &  M.  V  

1 



Mississippi,  I.  C  

13 



Mississippi,  Y.  &  M.  V  

38 

2 

Tennessee,   I.   C  

8 

Tennessee,  Y.  &  M.  V  

11 

1 

Arkansas    



.... 

Missouri    ,- 



Number 
Injured 
15 
21 
25 
30 

4 

10 
11 

6 

4 

12 
29 

3 

2 

7 
33 

2 

7 


221 


Number 

Injured 

108 

3 

30 


2 
7 
2 
1 

16 
41 


Total 


404 


36 


221 


Engineer  Nichols  of  Memphis  Uses  Good  Judg- 
ment and  Saves  a  Life 


On  the  morning  of  December  18th,  En- 
gineer L.  D.  Nichols,  on  Etf.  965  North,  upon 
turning  the  curve  at  Mattson  about  3 :20  A. 
M.,  saw  a  very  small  light  burning  on  the 
track  some  distance  ahead.  Taking  an  extra 
precaution,  he  reduced  the  speed  of  his 
train,  and  upon  getting  close  enough  so  that 
his  headlight  shone  on  the  track  where  this 
small  light  was,  he  found  that  it  was  a  hand- 
ful of  waste  and  a  negro  named  John  Page, 
from  Eden,  Miss.,  lying  on  the  track  sound 


asleep.  His  head  was  on  one  rail  and  his 
feet  on  the  other.  He  didn't  even  wake  up 
when  Engineer  Nichols  whistled  out  the 
flag,  and  it  was  necessary  for  Engineer  Nich- 
ols and  the  brakeman  to  shake  him  vigor- 
ously before  he  woke  up.  Upon  questioning 
him,  he  said  that  he  was  on  his  way  to 
Clarksdale  and  lit  the  piece  of  dope  thinking 
the  light  from  it  would  stop  a  train  and  he 
could  get  on,  and  while  waiting  for  the  train 
he  dropped  off  to  sleep. 


ILLINOIS  CENTRAL  MAGAZINE 


47 


T-hink  of  yourself,  as  well  as  your  fellow- 

man, 
H-is  precaution  may  save  you  suffering,  as 

yours  may  save  him, 
I-n  Shops  or  elsewhere. 
N-o  one  is  sure  of  himself,  therefore, 
K-eep    your    eyes    open    of    any     imminent 

danger. 

O-n   you   depends   the   future  of  your  fam- 

ily, therefore, 
F-rom   now  on    guard    against   accidents. 

S-afety  is  one  of  the  many  slogans  of  the 

day, 

A-s  well  as  the  most  important  one. 
F-uture  happiness  is  one  of  our  objects  in 

life,  it  cannot  be  gotten  at  will,  we  have 

to  properly  guard  ourselves,  in  order  to 

get  it. 
E-ndure  to  the  end,  and  you  shall  be  whole, 

or 
T-omorrow    may    come,    and    perhaps    you 

may  not  be  whole. 
Y-ears  from   now,   you   will    appreciate    the 

care  you  exercised. 

T-hink  always  of  the   slogan,  Safety  First, 

O-n  all   occasions. 

D-ead  Men  have  not  the  chance  to  do  this, 

and 

A-re  perhaps  saved  many  worries,  thereby. 
Y-ou  perhaps,  and  I,  would  not  mind  a  lit- 

tle worry  providing  we  are  alive. 

T-oday, 

O-n  you, 

M-ay  depend, 

O-ur   future   existence. 

R-ight  alwavs  prevents  wrong, 

R-5ght  should  therefore  be  your  watchword, 

see  that  everything  you  do  is  right,  as 

wrong  makes  waste. 
O-nward  through  life  we  go, 
W-ith    its    little   ups    and    downs,   but    right 

will  win  out. 


S-afety  followed. 


T-herefore  take   no   undue   chances, 

O-n  your  job  or  elsewhere,  take  the  same 

precaution 
O-f  yourself,  as  well  as  the  next  fellow. 

L-ittle  things  evolve  themselves  into  big 
things, 

A-nd  are  therefore  to  be  prevented. 

T-each  vourself  to  guard  asrainst  small  ac- 
cidents, and  they  will  prevent  big  ones, 
you  will  never, 

E-ntirely  be  compensated  for  your  careless- 
ness. 


FRED  H.   WORCK 

Requests  Help  to  Locate  His  Son 
Fred.  C.  Worck,  a  clerk  at  out  freight 
house  in  Chicago,  is  very  anxious  to  locate 
his  son,  Fred  H.  Worck,  who  disappeared 
from  his  home  at  6531  Kimbark  Avenue, 
Chicago,  111.,  November  26,  1920.  He  is 
nineteen  years  old,  six  feet  one  inch  tall, 
weights  155  pounds,  has  grey  blue  eyes  and 
a  light  complexion.  When  last  seen  he 
wore  a  dark  brown  suit,  brown  oxfords, 
dark  green  pinch  back  overcoat  and  dark 
green  Fedora  hat.  On  little  finger  of  his 
left  hand  he  wore  gold  band  ring. 

A  reward  of  $200.00  is  offered  for  in- 
formation as  to  his  whereabouts.  Address 
Fred  C.  Worck,  6531  Kimbark  Avenue, 
Chicago,  111. 


TRANSPORTATION 
DEPARTMENT 


Servi 


rvice 

ERRATA. 

The  Editor  is  advised  by  Superintendent  Shaw  that  the  letter  which  appeared  in 
our  last  issue  from  Mr.  Fransseen  complimenting  service  rendered  on  the  Decatur 
Branch  should  have  given  the  credit  to  Train  Auditor  George  Dtmlop:  instead  of  to 
Conductor  Wm.  Ashcraft.  Undoubtedly  if  Mr.  Ashcraft  had  had  charge  of  the  train 
the  same  attention  would  have  been  shown  the  passenger. — Editor. 


COMPLIMENTS  SUCH  AS  ARE  CONTAINED  IN  THE  FOLLOWING  LETTER 
ARE  VERY  GRATIFYING  TO  THE  MANAGEMENT 

Urbana,  111.,  December  30,  1920. 
President  of  the  I.  C.  R.  R.  Co., 

Chicago,  111. 
Dear  Sir: 

If  I  am  correctly  informed,  most  people  would  rather  criticize  than  praise.  Criticism 
may  be  valuable,  but  merited  praise  surely  cannot  do  any  harm.  Working  on  this 
theory,  I  wish  to  say  that  in  my  opinion,  the  I.  C.  R.  R.  is  one  of  the  best  railroads  in 
this  state  that  it  has  been  my  privilege  to  ride  upon.  In  my  journey  today  from  my 
home  to  Champaign  I  was  a  passenger  on  three  different  roads  and  it  was  with  a  sense 
of  pleasure  and  relief  that  I  entered  the  passenger  coach  of  the  I.  C.  R.  R.  I  was  a 
passenger  on  Train  No.  704,  Engine  No.  1204  from  Decatur  to  Champaign. 

It  certainly  cannot  be  out  of  place  here,  to  say  that  the  conductor  on  this  train  im- 
mediately impressed  me  with  his  neat  and  business  like  appearance.  I  found  myself 
wondering  unconsciously  why  a  man  with  such  a  pleasing  personality  and  attractive 
appearance  was  not  holding  a  position  of  greater  importance.  Upon  closer  examination, 
my  respect  for  the  man  increased.  I  believe  he  is  a  man  of  character.  He  impressed 
me  as  being  a  man  conscious  of  an  inner  power  coming  from  the  knowledge  of,  and  an 
inner  confidence  in  his  own  ability.  It  occurred  to  me  that  this  man  has  tried  to  gain 
recognition,  but  has  so  far  failed.  That  a  letter  coming  from  a  disinterested  stranger 
might  attract  attention  to  him.  You  will  form  your  own  opinion  about  this  man  if  this 
letter  should  interest  you  to  such  an  extent.  However,  I  am  giving  you  the  benefit  of 
my  frank  opinion.  If  this  letter  should  prove  of  benefit  to  any  of  the  persons  concerned, 
then  I  shall  be  amply  repaid  for  my  trouble.  At  least,  let  me  wish  you  a  very  Happy 
and  Successful  New  Year. 

Respectfully, 

Walter  Franseen. 


MR.  LOEB  AGREES  THAT  THE  PANAMA  LIMITED  IS  THE  FINEST  TRAIN 

IN  THE  WORLD 

ELIEL  AND  LOEB  COMPANY 

INSURANCE 
Insurance  Exchange,  Chicago 

January  15,  1921. 
Mr.  C.  H.  Markham,  President, 
Illinois  Central  Railroad  Company, 

Chicago,   111. 
My  dear   Mr.   Markham: 

Returning  over  your  justly  famed  Panama  Limited  last  week,  Mr.  Scheunemann  and 
I  felt  ourselves  moved  to  express  ourselves  as  agreeing  with  you  that  it  is  the  "finest 
train  in  the  world."  One  is  seldom  accorded  the  courtesy  and  attention  shown  us  by 
your  Pullman  conductor,  Mr.  Dell,  and  porter,  Mr.  Conway.  You  are  to  be  compli- 

48 


ILLINOIS  CENTRAL  MAGAZINE  49 

mented  upon  the  achievement  of  a  result  so  near  perfection  as  the  Panama  Limited  and 
its  wonderful  crew. 

Yours  sincerely, 

(Signed)  Jacob  M.  Loeb, 
President. 


MRS.  LEITCH  RECOVERS  NECKLACE  THROUGH  REPORT  OF  AGENT  AT 

CARBONDALE 

Mr.  C.  H.  Markham,  Chicago,  111.,  January  19,  1921. 

President,   Illinois  Central  R.   R., 

Chicago,  111. 
Dear  Sir: 

About  December  31st  I  sent  by  post  a  necklace  to  my  sister,  Mrs.  Eri  Leitch,  Mat- 
toon,  111. 

She  wrote  that  she  did  not  receive  same  and  I  had  given  it  up  for  lost,  when  on  Janu- 
ary 15th  I  received  a  letter  from  your  agent  at  Carbondale  saying  he  had  found  the 
article  in  way  car  at  his  platform  and  would  forward  to  her  if  so  requested.  I  surely  ap- 
preciate his  courtesy  and  honesty  and  wish  to  congratulate  the  I.  C.  for  having  such 
loyal  employes.  Very  truly,  Mrs.  Eula  F.  Leitch, 

7428  Normal  Avenue, 
Chicago,   111. 


UNION  PACIFIC  SYSTEM 
UNION  PACIFIC  RAILROAD  COMPANY 

Mr.  C.  H.  Markham,  December  1,  1920. 

President,  Illinois  Centrail  Railroad  Co., 

Chicago,  111. 
Dear  Mr.  Markham: 

Mrs.  Loomis  and  I  took  advantage  of  Thanksgiving  season  this  year  to  take  a  trip 
over  your  railroad  from  Chicago  to  New  Orleans  and  return.  We  started  on  November 
24th  and  got  back  to  Chicago  on  the  29th.  We  visited  New  Orleans,  looked  over  Vicks- 
burg  and  the  battlefield  there,  and  also  spent  a  couple  of  hours  in  Jackson.  The  trip 
is  one  which  I  have  talked  about  making  for  a  great  many  years,  but  never  before  found 
the  opportunity  of  gratifying  my  desires. 

I  write  to  you  about  it  because  I  wish  to  compliment  the  condition  of  your  road  and 
the  excellent  service  which  you  provide  for  the  traveling  public.  I  had  the  privilege 
of  riding  on  your  Panama  Limited  and  found  it  to  be  one  of  the  best  trains  I  have  ever 
ridden  upon.  The  equipment  was  new,  the  meals  were  well  cooked  and  served,  the 
train  employes  were  attentive  and  polite  and  the  roadbed  seemed  to  be  in  excellent 
condition.  I  have  become  a  booster  for  the  Illinois  Central  and  shall  tell  all  of  my 
friends  of  the  delightful  trip  they  can  enjoy  by  utilizing  the  Illinois  Central  to  New 
Orleans. 

With  kindest  regards  and  best  wishes,  I  am 

Sincerely  yours,  N.  H.  Loomis, 

1416  Dodge  Street, 
Omaha,  Neb. 


Chicago,  111.,  January  10,  1921. 

Mr.  Bert  H.  Peck,  General  Manager,  Southern  Illinois  Light  &  Power  Company,  St. 
Louis,  Mo.,  in  .a  letter  to  President  Markham  has  this  to  say  of  Illinois  Central  Service: 

"A  short  time  ago  we  encountered  a  serious  emergency  in  DuQuoin,  Illinois,  due  to 
the  failure  of  a  unit  in  our  power  plant  supplying  electric  and  water  service  to  the  city. 
This  emergency  was  of  a  very  serious  character  from  our  standpoint  and  of  great  im- 
portance to  the  City  of  DuQuoin.  In  remedying  the  situation  we  had  frequent  occasion 
to  call  upon  the  various  officials  and  employes  of  the  Illinois  Central  Railroad  Com- 
pany, more  particularly  your  local  agent  in  DuQuoin,  Mr.  Isherwood,  and  the  Traffic 
Department  in  your  St.  Louis  office.  In  our  encounters  with  these  gentlemen  we  met 
with  the  utmost  co-operation  which  was  not  limited  to  mere  routine  assistance,  but 
involved  upon  their  part  considerable  personal  sacrifice  and  effort. 

"I  wish  to  thank  the  Illinois  Central  Railroad  Company  and  express  to  you  as  the 
operating  head  of  the  organization  the  appreciation  of  myself  and  our  company  for  the 
assistance  which  you  rendered  us  and  to  assure  you  that  pur  contact  with  your  em- 
ployes gave  us  a  wholesome  respect  for  their  ability  and  their  attitude  of  co-operation." 


50 


ILLINOIS  CENTRAL  MAGAZINE 


December  31,  1920. 


ILLINOIS  CENTRAL  DINING  CAR  SERVICE  IS  COMPLIMENTED  BY  W.  H. 
HILL,  VICE-PRESIDENT  OF  THE  AMERICAN  RADIATOR  COMPANY 

AMERICAN  RADIATOR  COMPANY 

Chicago 

Office  of  Vice-President. 
Mr.  F.  B.  Bowes,  Vice-President,  I.  C.  R.  R., 

Chicago,  Illinois. 

My  dear  Mr.  Bowes: — I  recently  had  occasion  to  go  to  Freeport  on  the  train  leaving 
at  5:00  p.  m.  and  returning  a  few  days  thereafter  on  the  train  leaving  Freeport  eastbound 
at  5:25  a.  m. 

On  both  trips  I  encountered  the  same  dining  car,  and  I  wish  to  compliment  you  upon 
the  splendid  diner  car  service  which  is  given  on  this  run.  Not  only  was  the  conductor 
unusually  attentive,  but  the  food  was  unusually  good  and  was  well  served,  and  my  three 
companions,  who  are  all  of  them  men  who  make  the  trip  to  New  York  on  "The  Century" 
about  twice  a  month,  declared  that  they  had  never  been  served  as  well  on  "The  Century," 
and  in  this  feeling  I  joined  and  so  expressed  myself  to  the  conductor,  but  I  think  it  is 
due  you  that  you  should,  know  our  feeling  regarding  your  service,  and  I  am,  therefore, 
dropping  you  this  line. 

With  kind  regards  and  with  best  wishes  for  a  Happy  New  Year,  I  am, 

Cordially  yours, 

(Signed)     W.  H.  Hill,  Vice-President. 


PROMPT  HANDLING  OF  CAR  BRINGS  COMPLIMENT  FROM  THE  INTER- 
NATIONAL EXPORT  CO. 

Mobile,  Ala.,  January  18,  1921. 
Mr.  Young,  Supt.  Tenn.  Div.,  I.  C.  R.  R., 
Fulton,  Ky. 

Dear  Sir: — Regarding  movement  of  car  C.  &  N.  W.  109992,  Alton,  111.,  to  New  Or- 
leans, for  SS.  "Lake  Fablus,"  we  are  advised  by  the  agents  of  the  steamer,  Messrs.  Rich- 
ard Meyer  &  Co.,  that  the  car  reached  New  Orleans  in  ample  time,  and  will  be  loaded  on 
the  vessel. 

We  wish  to  extend  to  your  department,  and  to  other  officials  of  the  I.  C.  road,  our 
most  cordial  thanks  for  your  good  service  in  handling  this  car.  It  was,  as  stated  in 
our  first  advices,  an  emergency  movement,  and  it  seems  like  everybody  in  the  I.  C.  got 


ILLINOIS  CENTRAL  MAGAZINE 


busy,  and  we  are  inclined  to  think,  hung  up  a  record  in  movement  from  Alton  to  New 
Orleans. 

Such  co-operation  with  shippers  is  bound  to  make  them  admit  that  railroads  are  not 
mere  "soul-less  corporations"  after  all.  We  take  pleasure  in  stating  that  such  service  is 
highly  appreciated  by  all  shippers,  and  is  bound  to  attract  more  business  than  pages  of 
advertising.  Yours  very  truly, 

International  Export  Co.,  Inc. 
By  (Signed)  Guy  W.  Cordon,  V.  P. 


TROPICAL  INN 

Frances  Kayser,  Manager 

EDEN,  FLORIDA 

January  13,  1921. 
C.  B.  Dugan,  Supt.  Dining  Car  Service, 

Chicago,  111. 

My  dear  Sir: — I  was  a  passenger  on  the  Seminole  Limited  leaving  Chicago  Wednes- 
day, December  29th,  arriving  Jacksonville  Friday  morning,  December  31st,  and  with  no 
disrespect  to  the  officials  of  the  good  railroad  you  represent,  I  am  fully  aware  and  have 
considered  for  years  your  position  as  the  most  thankless  of  all,  and  take  this  opportunity 
of  expressing  my  opinion  of  the  wonderful  service  rendered  by  the  steward,  chef  and 
waiters  on  this  particular  car. 

You  certainly  are  entitled  to  a  word  of  praise  considering  the  abundance  of  detail  and 
painstaking  care  required  to  produce  such  service,  especially  in  these  days  of  unex- 
pected difficulties  so  constantly  arising. 

The  food  was  exceedingly  good  and  the  menu  equal  to  the  best,  if  not  the  very  best, 
a  la  carte  dining  car  service  menus  I  have  ever  seen,  and  I  am  looking  forward  with 
pleasure  to  a  possible  future  trip  on  the  same  train. 

With  my  very  best  wishes  for  your  continued  success,  I  beg  to  remain, 

Yours  very  truly, 

(S.)     Frank  D.  Ross. 


549  The  Rookery,  Chicagao,  111.,  January  5,  1921. 
Supt.  of  Dining  Car  Service,  Illinois  Central  Railroad,  Chicago. 

Dear  Sir: — I  came  in  this  morning  on  the  Seminole  Limited,  and  as  I  have  a  winter 
home  in  Florida  I  have  occasion  to  use  this  train  quite  frequently.  The  djning  car  on 
this  train  was  3997.  I  was  so  much  pleased  with  the  service  rendered  by  the  conductor 
of  this  car,  who  happened  to  be  on  the  train  when  I  went  down  a  week  or  ten  days  ago 
and  also  on  the  same  train  that  I  returned  on,  that  I  feel  I  ought  to  compliment  you  on 
having  a  conductor  who  gives  such  excellent  service.  I  have  always  found  your  dining 


52 


cars  above  the  average,  and  the  service  on  this  particular  car  is  better  than  any  I  know 
of  outside  of  the  service  on  the  Atchison. 

Sometimes,  when  I  find  things  wrong  I  take  occasion  to  report  them,  and  I  feel  that  it 
is  only  fair  that  I  should  compliment  you  on  the  service  when  it  is  as  good  as  it  was  in 
this  instance.  Yours  very  truly, 

L.  J.  Hopkins. 

M.ESSRS.  J.  T.  SHELLY,  J.  B.  LANGFORD,  M.  D.  PALMER  AND  T.  H.  BERN- 

HARDT  COMPLIMENTS  THE  DINING  CAR  SERVICE  AND  THE 

ATTENTION   RECEIVED    FROM   ILLINOIS   CENTRAL 

CREWS  ON  A  RECENT  TRIP  OVER  OUR  LINE. 

Panama  Limited,  Dec.  18,  1920. 
General  Manager, 

Illinois  Central  R.   R. 
Dear  Sir: 

The  excellent  service  accorded  us  by  the  dining  car  conductor  and  crew  as  well  as 
the  entire  train  crew  is  worthy  of  special  comment,  of  which  we  the  undersigned 
appreciate. 

Cordially, 

J.  T.  Shelly, 

J.  B.  Langford, 

M.  D.  Palmer, 

T.    H.    Bernhardt,    President, 

David    Bernhardt  Paint  Co. 

New  Orleans,  La. 

CONDUCTOR  S.  E.  MATTHEWS  COMMENDED  BY  LADY  PASSENGER. 
Mrs.  J.  S.  Spencer,  passenger  on  Train  No.  5,  December  22nd,  train  in  charge  of  Con- 
ductor Matthews,  had  her  hand  grip   taken  through  mistake  by  passenger  residing  at 
Wickcliffe. 

Mrs.  Spencer  complained  to  Conductor  Matthews,  who  immediately  got  in  touch  with 
the  special  agent  at  Fulton  and  located  the  grip,  sending  it  to  Mrs.  Spencer  at  her  home 
address,  New  Orleans,  who  was  very  appreciative  of  active  interest  taken  by  Conductor 
Matthews,  and  was  very  high  in  her  praises  of  the  courtesy  extended  her. 


In- the  -vicinity -of Hammond 


FACTS  AND  FIGURES 

ABOUT 

PERSONAL  INJURY  ACCIDENTS 


Bulletin  No.  4 


1920      RECORD      OF     PERSONAL      INJURIES    TO    EMPLOYES 


817     INJURIES 


1547    INJURIES 


1189     INJURIES 


IZ77    INJURIES 


478   INJURIES 


656     INJURIES 

SOME    OF  THE    CAUSES 

There  were  363  employes  injured  in,  motor  car  accidents 

There  were  825  employes  injured  and  1  killed  while  handling  rails,  ties  and  bndge  timbers. 
There  were  21J  employes  injured  by  stepping  on.  nails 
There  were  %    employes  injured  in  hand  car  accidents. 

There  were  Z086  employes  injured  and  1  killed  while  handling  freight  and  supplies 
There  were  143  employes  injured  and  3  killed  while  coupling  or  uncoupling  cars. 


53 


The  Wayfarer 


Riding  on  a  day  train  is  wearying.  The 
Wayfarer  avoids  such  travel  wherever  possi- 
ble. Reading  exhausts  itself  in  a  few  hours. 
Even  the  most  alluring  scenery  fails  to  hold 
attention  long.  Seats  grow  uncomfortable  and 
walks  to  and  from  the  smoking-car  fail  to 
provide  sufficient  relief.  Conversational  com- 
panions, with  whom  to  while  away  the  hours, 
are  not  always  possible.  Nerves  are  jumpy. 

The  Y.  &  M.  V.  Delta  Express  carried  the 
Wayfarer  the  other  day.  It  promised  to  be 
just  such  an  afternoon.  But  this  day  was  an 
exception. 

A  boy  of  ten  was  taking  his  mother,  crazed 
with  suffering,  to  a  distant  town.  The  moth- 
er's kindly  face  had  been  furrowed  by  the 
pain  which  she  struggled  so  hard  to  bear — 
a  struggle  unsuccessful.  As  she  wandered 
down  the  aisles  and  directed  inconsequential 
questions  to  passengers  too  dazed  by  her  con- 
dition to  reply,  with  what  fortitude  and  in- 
finite tenderness  the  boy  went  after  her  and 
brought  her  back,  giving  her  every  attention ! 
How  carefully  he  watched  her  and  attempted 
to  anticipate  every  want !  All  with  a  spirit 
of  loving  kindness. 

A  young  woman  taking  her  husband  to  the 
city  hospital — he  too  weak  to  care  for  himself, 
she  so  devoted  to  her  charge. 


A  mother  and  a  trio  of  well-mannered  chil- 
dren, a  studious  little  girl  who  served  as  men- 
tor for  the  other  two,  a  boy  of  nine  or  ten 
who  accepted  the  role  of  squire  so  graciously, 
a  darling  youngster  whose  play  radiated  cheer. 

A  girl  chattering  with  her  companion  and 
with  friends  in  the  stations  which  were  passed 
in  that  delicious  Southern  drawl  which  catches 
and  holds  the  attention  of  the  Wayfarer,  who 
is  a  Northerner. 

The  vender  of  magazines,  fruits,  candies, 
sandwiches,  drinks,  et  cetera,  ad  infinitum, 
bustling  through  the  car,  .  crying  his  wares. 
The  passenger  was  tempted  into  purchases  by 
the  very  eagerness  which  he  gave  his  sales- 
manship. 

It  was  with  a  start  that  the  Wayfarer  no- 
ticed that  the  lights  and  been  turned  on,  and 
that  the  street  lights  of  Memphis  were  ap- 
pearing. 


The  Wayfarer  holds  no  brief  for  the  Illinois 
Central  and  Y.  &  M.  V.  conductors  whom  he 
meets  on  his  occasional  traveling  over  the 
lines.  His  position  in  the  scale  of  organiza- 
tion of  the  railway  system  is  so  relatively  un- 
important that  the  presentation  of  his  annual 
transportation,  bearing  his  title,  fails  to  elicit 
the  special  favors  and  attentions  which  the 


54 


ILLINOIS  CENTRAL  MAGAZINE 


55 


gentlemen  of  the  golden  buttons  are  supposed 
to  shower  upon  the  great  and  the  near-great. 
He  holds  not,  nor  seeks,  the  personal  ac- 
quaintance of  any  of  the  Lords  of  Travels. 
His  relatives  and  •  in-laws  are  not  trainmen, 
nor  are  they  related  to  trainmen.  He  speaks 
disinterestedly. 

He  is  tempted,  however,  to  say  these  few 
words  in  behalf  of  the  conductors  who  have 
served  him  and  fellow-passengers  with  him  in 
the  recent  past :  In  his  traveling  he  has  never 
met  a  more  pleasant,  more  courteous,  more 
worthy  bunch  of  passenger  conductors  than 
those  who  serve  the  Illinois  Central  System 
in  the  districts  through  which  he  has  recently 
journeyed.  The  spirit  with  which  they  serve 
the  company  is  reflected  in  the  attitude  of  their 
passengers.  Those  who  know  them  seek  to 
travel  with  them — and  they  make  many  friends 
for  the  company. 

When  Mark  Twain  wrote  his  "Punch,  broth- 
ers, punch,"  jingle,  wherein  he  describes  the 
lordly,  high-handed  method  of  passenger  con- 
ductors, the  eminent  Missourian  marked  him- 
self as  belonging  to  a  day  that  now  has  passed 
— at  least  on  these  lines,  within  the  experi- 
ence of  the  Wayfarer. 


The  expression  sometimes  is  heard  that  resi- 
dents of  the  territory  through  which  the  Illi- 
nois Central  passenger  trains  pass  set  their 
watches  by  the  whistle  of  the  passenger  loco- 
motives. The  Wayfarer  once  regarded  the 
statement  merely  as  an  exaggeration  for  the 
sake  of  emphasis.  He  saw  it  demonstrated 
the  other  day. 


MYSELF. 

I  have  to  live  with  myself,  and  so 
I  want  to  be  fit  for  myself  to  know. 
I  want  to  be  able  as  days  go  by, 
Always  to  look  myself  straight  in  the  eye; 
I   don't   want   to   stand,  with   the   setting 

sun, 
And  hate  myself  for  things  I've  done. 

I  don't  want  to  keep  on  the  closet  shelf 

A  lot  of  secrets  about  myself, 

And  fool  myself,  as  I  come  and  go, 

Into  thinking  that  nobody  else  will  know 

The  kind  of  man  I  really  am; 

I  don't  want  to  dress  up  myself  in  sham. 

I  want  to  go  out  with  my  head  erect, 
I  want  to  deserve  all  men's  respect; 
But  here  in  the  struggle  for  fame  and  pelf 
I  want  to  be  able  to  like  myself; 
I  don't  want  to  look  at  myself  and  know 
That    I'm    bluster    and    bluff    and    empty 
show. 

I  can  never  hide  myself  from  me; 
I  see  what  others  may  never  see; 
I  know  what  others  may  never  know; 
I  never  can  fool  myself,  and  so, 


A  fellow  passenger  discovered  that  his 
watch  had  run  down.  The  train  was  just 
coming  to  a  stop. 

"Just  a  minute,"  he  said,  and  brought  forth 
a  time-table.  Locating  the  stopping  point  and 
noting  the  hour,  he  set  his  watch.  The  Way- 
farer saw  him  later  in  the  terminal  station. 
He  pulled  out  his  watch  and  compared  it  with 
the  Western  Union  regulated  clock. 

"See,"  he  said.   "I  frequently  do  that." 

His  watch  gave  the  correct  time. 


The  neatness  with  which  a  station  and  its 
surroundings,  are  kept  are  important  items  in 
forming  an  opinion  of  the  railway  of  which 
that  station  is  a*  part.  The  Wayfarer  speaks 
only  in  part  from  his  own  experience ;  the 
statement  is  made  from  a  compilation  of  ex- 
periences in  discussing  affairs  with  many 
patrons.  Residents  of  a  town  are  pleased 
to  call  theirs  those  things  which  are  attrac- 
tive in  the  town.  They  speak  with  pride  of 
neat  homes  or  lawns  or  public  buildings — 
when  they  can,  of  their  railway  stations. 

Those  who  live  in  towns  served  by  the  Illi- 
nois Central  System  can — and  do. 


Since  becoming  a  member  of  the  Illinois 
Central  "family"  the  Wayfarer  has  been  un- 
usually impressed  with  the  family  spirit  which 
pervades  the  ranks  of  all  employes  from 
President  Markham  down.  That  impression 
has  been  strengthened  much  recently.  It's 
great  to  belong  to  a  family  that  has  a  spirit 
like  that! 


Whatever  happens,  I  want  to  be 
Self-respecting  and   conscience   free. 

(Anon.) 


"THE  SNOW" 

By  Francis  Leo   O'Connell,  Son  of 

Supervisor  P.  E.  O'Connell. 
It  flutters,  it  blows,  it  skips,  it  whirls, 

This  wonderful  immaculate  snow; 
It  is  white  and  pure  like  the  Angels  above, 
Who  send  it  to  earth  below. 

And  after  it's  here  but  a  short  little  while, 
It  unites  with  the  sun  and  the  wind, 

Socm,  too  soon,  it  has  melted  again 
A*nd  is  muddy  and  wet  and  grim. 

Ah,  once  were  our  hearts  so  pure  like  this 

snow; 

They,  too,  came  from  the  angels  so  fair, 
But  now  they  have  skipped  with  the  wind 

of  the  world, 
And  are  hardened  by  worries  and  cares. 

After  we're  here  but  a  short,  short  time. 
The  Angel  of  Death  doth  mow. 

The  young  and  the  old  in  his  eyes  are  alike, 
And  soon  we  are  gone,  like  the  snow. 


56 


ILLINOIS  CENTRAL  MAGAZINE 


FARMERS    BRINGING    TURKEYS    TO 
STARKVILLE,  MISS.,  FOR  SHIP- 
MENT TO  POINTS  EAST. 

By  A.  D.  Caulfield,  Superintendent,  Missis- 
sippi Division 

In  addition  to  Oktibbeha  County,  Mis- 
sissippi, being  the  Jersey  cattle  center  of 
Mississippi,  this  county  can  also  lay  claim 
to  turkey  shipments  with  any  other  sec- 
tion of  the  south.  According  to  a  state- 
ment prepared  by  Miss  Harriett  M.  Jones, 
Demonstration  Agent  for  this  county,  since 
"November  18,  1920,  three  carloads  of  tur- 
keys, all  grown  within  a  few  miles  of  Stark- 
ville,  have  been,  shipped  to  points  outside 
of  the  state,  where  they  found  a  ready  mar- 
ket. The  scene  herewith  produced  shows 
the  farmers  with  their  wagons  hauling  tur- 
keys into  Starkville  to  be  transported  in 
LPT  Company  poultry  car  1039,  destined  to 
Pittsburgh,  Pa.  All  shioments  of  turkeys 
from  this  station  netted  30  cents  per  pound 
and  aggregated  in  gross  value  $15,000.00. 

In  this  section  of  the  state  Mississippi, 
farmers  have  turned  away  from  raising  cot- 
ton and  are  now  engaged  in  raising  produce 
and  live  stock. 

At  Sturgis,  Miss.,  in  the  same  country,  a 
potiato  curing  plant  has;  recently  been 
erected  with  capacity  of  10,000  bu.,  which  is 
estimated  to  yield  returns  to  the  farmers 
better  than  would  be  received  by  planting  of 
cotton. 


"TALLOW  DIPS" 

By  Rufas  Kemp,  Jr. 

Superintendent's  Office,  Fulton,  Ky. 

Life  is  like  unto  a  candle, 
In  this  vast  old  universe; 
Like  the  stars  that  shine  above  us. 
Each  man  makes  a  separate  light, 
Some  burn  low  into  their  holders, 
Some  are  snuffed  out  at  the  first, 
Lacking  the  determination 
To  withstand  the  daily  fight 
For  existence,  and  the  pleasure 
Offered  with  the  care  and  strife. 

Some  shine  brighter  than  the  others, 

Some  are  dim  and  unobserved; 

But  each  light,  no  matter  how  dim 

It  may  seem  to  lookers-on, 

Standing  in  the  circled  halo 

Of  the  ones  whom  they  have  served, 

Has  its  halo  and  its  circle, 

And  gives  light  to  some  forlorn, 

Weary  and  disheartened  candle 

That  has  burned  and  almost  gone. 


Hcw'to  Live/ 


It  is  not  trie  Science  of  curing  Disease  so  much  as  tne  prevention  of  it 

tfiat  produces  tfie  greatest  ^ood  to  Humanity.  One  of  trie  most  important 

duties  of  a  Healtn  Department  should  be  tne  educational  service 

*     *     *     *  teacfung  people  now  to  live   A     *     *     A 


Vaccination 


Away  back  in  1774  a  milk-maid  scratched 
her  hand  on  a  thorn  and,  later  in  the  day, 
performed  her  usual  duties  in  the  milking  of 
several  cows.  She  noticed  that  the  scratched 
place  became  somewhat  sore  in  a  few  days 
and  there  appeared  several  pimples  filled 
with  a  clear  fluid  and  close  to  the  line  of  the 
scratch. 

It  happened  that  a  terrible  epidemic  of 
small-pox  later  started  in  the  neighborhood 
and  there  were  many  deaths,  few  of  the  in- 
habitants of  that  region  escaping  the  rav- 
ages of  the  dread  disease  and  by  far  the 
greater  number  dying  as  a  result  of  small- 
pox. 

Throughout  the  whole  loathsome  time  this 
milk-maid  attended  to  her  usual  duties,  and, 
in  addition,  nursed  such  of  her  neighbors 
sick  with  small-pox  as  she  was  able  to  eas- 
ily reach.  The  survivors  of  the  epidemic 
marveled  at  the  fact  that  the  milk-maid  es- 
caped the  ravages  of  the  disease  and  closely 
questioned  her  about  whether  she  had  done 
anything  to  prevent  catching  it.  She  laugh- 
ingly showed  them  severe!  small  "pits"  upon 
her  hand,  assuring  them  that  she  had  not 
wholly  escaped  and  pointing  to  the  "pits" 
to  support  her  story. 

As  the  result  of  her  experience  a  farmer 
in  the  neighborhood  scratched  two  of  his 
children  with  a  needle  and  rubbed  the  fluid 
from  "pimples"  on  the  udders  of  one  of  his 
cows  into  the  scratched  places.  Several 
weeks  later  the  children  were  sent  to  visit  at 
the  house  of  their  aunt,  living  several  miles 
distant,  and  in  which  existed  a  severe  case 
of  small-pox,  which  later  died.  Strangely 
enough,  neither  of  the  children  contracted 
the  disease  and  remained  strong  and  well. 

Other  cases  were  experimented  upon  and 
always  with  the  same  result,  whereupon  the 
saying  arose,  "I  cannot  catch  small-pox  for 
I  have  had  cow-pox." 

It  remained  for  Jenner,  however,  in  1796, 
to  scientifically  and  ably  demonstrate  that 
the  production  of  cow-pox  by  rubbing  some 
of  the  fluid  from  a  cow  having  that  disease 


into  scratches  on  the  arm  of  the  person  de- 
siring protection  from  small-pox,  produced 
complete  and  lasting  immunity  from  that 
hitherto  much  dreaded  disease. 

So  we  learn  that  in  vaccinating,  the  vac- 
cinated person  is  not  being  inoculated  with 
"disease  germs"  of  small-pox,  but  with  the 
mild  cattle  disease  known  as  "cow-pox." 

The  protection  is  conferred  by  inducing 
in  the  system  of  the  vaccinated  person  such 
a  degree  of  resistance  that  small-pox  can- 
not gain  entrance,  so  it  is  to  be  remembered 
that  when  we  submit  to  vaccination  we  are 
submitting  to  that  which  increases  resist- 
ance to  the  invasion  of  a  terrible  and  fatal 
disease,  that  we  are  being  vaccinated  with 
HEALTH  and  not  DISEASE. 

The  source  of  the  vaccine  virus  has  al- 
ways been  misunderstood  by  the  laity,  and 
from  this  misunderstanding  arises  much  of 
the  objection  to  vaccination.  There  has 
always  been  existent  the  opinion  that  vac- 
cination was  performed  by  scratching  small- 
pox into  the  skin  of  the  person  desiring  vac- 
cination, giving  rise  in  this  manner  to  a  mild 
"small-pox"  which  protected  the  person 
from  the  ravages  of  the  real  small-pox.  It 
is  to  be  understood  that  in  present  day  prac- 
tice "human"  virus  is  not  used,  there  being 
not  enough  of  virus  obtained  in  this  man- 
ner to  fulfill  the  needs  of  uninfected  persons 
and  moreover  it  having  been  ascertained 
that  occasionally  the  person  vaccinated 
might  become  inoculated  with  some  other 
disease  existing  in  the  blood  of  the  indi- 
vidual from  whom  the  virus  was  obtained. 

In  1891  it  was  discovered  that  by  mixing 
the  material  from  the  udders  of  a  cow  hav- 
ing cow-pox  with  glycerine  an  almost  com- 
plete purification  resulted;  therefore,  nearly 
all  vaccinations  today  are  performed  with 
"glycerinated  virus",  this  being  the  purest 
obtainable. 

Vaccination  performed  with  this  material 
results  in  the  production  of  a  local  cow-pox 
around  the  site  of  vaccination,  which  pro- 
tects completely  from  true  small-pox.  If 


57 


58 


this  vaccination  were  performed  upon  the 
arms  of  all  the  people,  and  successive  gen- 
erations were  carefully  vaccinated  in  this 
manner,  smallpox  would  disappear  entirely. 
Even  with  a  certain  proportion  of  the  in- 
habitants objecting  to  vaccination  and  there- 
by preventing  themselves  from  protection 
by  this  means,  the  disease  has  been  so 
greatly  modified  that  it  is  no  longer  feared 
to  the  extent  it  formerly  was. 

Re-vaccination  should  be  performed  every 
seven  years  in  acordance  with  the  belief 
that  the  entire  body  changes  in  that  time. 
Whether  this  be  entirely  true  or  not,  it  has 
been  found  that  the  protection  afforded  by 
successful  vaccination  is  lost  after  several 
years  have  elapsed,  the  exact  number  of 
years  varying  in  different  individuals  and 
under  different  circumstances.  It  is  wise, 
however,  to  submit  to  re-vaccination  every 


five   years   or    even   more   often    if   one   has 
been  directly  exposed  to  true  small-pox. 

If  vaccination  is  successful  there  should 
result  in  three  or  four  days  some  soreness 
of  the  arm,  bodily  discomfort.  The  site 
of  the  vaccination  may  show  several  pim- 
ples filled  with  clear  watery  fluid,  which 
later  changes  to  a  yellowish  material,  then 
ruptures,  scabs  and  the  latter  falling  off, 
leaves  a  slight  scar  with  several  "dimples" 
or  pits  showing  on  the  surface  of  the  skin. 
The  untoward  results  about  which  one  oc- 
casionally hears  are  usually  the  result  of 
scratching  the  area  around  the  vaccination 
with  the  finger  nails,  resulting  in  poisoning 
and  trouble.  To  avoid  this  latter  one  should 
keep  in  touch  with  the  doctor  and  be  ad- 
vised as  to  what  is  best  to  do.  It  is  well  to 
avoid  lotions,  salves  or  other  medicines  ex- 
cept as  advised  by  tne  physician. 


Employes    Are  Reaping  the  Benefit  of  the   Hospital 

Department  and  Are  Very  Appreciative 

of  Attention   Received 

Dr.  G.  G.  Dowdall:  Paducah,  Ky.,  Dec.  20,  1920. 

I  was  operated  on  for  a  hernia  at  Illinois  Central  Hospital  in  Paducah  in  July  last 
and  have  not  had  the  least  bit  of  trouble  since  that  time.  I  was  treated  fine  by  all  the 
nurses  and  doctors  at  the  Hospital  and  I  am  writing  you  to  let  you  know  that  I  shall 
always  have  the  highest  praise  of  the  Paducah  Hospital. 

I  shall  be  glad  to  have  you  use  my  name  in  the  Illinois  Central  Magazine  for  I 
think  that  the  Illinois  Central  Hospital  at  Paducah  is  the  finest  place  in  the  world  for  a 
sick  or  disabled  person.  Yours  truly, 

•N.    B.    Whedon, 
Engineer,  Kentucky  Division, 
1001  Jefferson  Street,  Paducah,  Kentucky. 

Some  of  the  Little  Things  That  Count 


Below    is    a    photograph    showing    2,000 
pounds  of  babbit  and  the  colored  employe 


COLORED    EMPLOYE    OF    MECHANICAL 
DEPARTMENT. 

who  accumulated  this  babbit  during  a  very 
short  period,  considering  the  number  of 
cars  handled  through  Vicksburg  yards. 


This  babbit  is  accumulated  by  the  oilers 
and  packers  taking  care  of  every  piece  of 
old  babbit  that  they  find  while  packing 
boxes.  Sometimes  they  find  quite  a  bit  in 
the  different  boxes  that  has  sluffed  off  into 
the  box.  This  is  taken  care  of  when  the 
journal  boxes  are  repacked.  All  of  the  old 
packing  that  cannot  be  used  is  taken  to 
the  soaking  vat  house  and  saved  until  such 
time  that  the  oiler  puts  this  old  packing 
on  a  piece  of  front  end  netting  and  burns 
it.  He  places  a  piece  of  tin  under  this  net- 
ting and  the  waste  burns  up  and  the  babbit 
melts  and  drops  through  this  netting  to  the 
tin  underneath.  All  of  this  is  thrown  into 
a  barrel  in  the  soaking  vat  house  with 
other  old  pieces  of  babbit  that  has  been 
accumulating,  and  when  the  barrel  is  filled 
this  is  melted  up  and  put  in  bars,  as  shown 
in  the  photograph. 

This  was  saved  by  this  oiler  along  in  line 
with  his  regular  duties.  This  is  a  very 
creditable  showing,  inasmuch  as  it  means 
an  actual  saving  to  the  company  of  approxi- 
mately $200. 


DEPflPTMENT 


Home 

Section  Foreman 
.N.  If olm.es 


Beautifying  Section  House  Property 


Louisiana  Division  takes  considerable 
-•-ide  in  being  able  to  offer  for  publication 
in  the  magazine  this  picture  of  one  of  their 
section  houses.  It  is  the  home  of  Section 
Foreman  J.  N.  Holmes  of  Section  9,  Yazoo 
District,  at  Lintonia,  Miss.,  where  Mr. 
Holmes  and  his  wife  a*re  taking  a  great 
deal  of  interest  in  connection  with  improv- 
'""<?  the  property  in  the  way  of  planting 
trees,  etc.,  and  on  the  tract  of  land  adjacent 
to  this  dwelling  they  are  contemplating 
nutting  in  an  orchard.  They  keep  a  cow,  a 
few  pigs  and  chickens,  and  have  shown 


the  proper  spirit  in  keeping  up  the  appear- 
ance of  the  property,  at  the  same  time  ap- 
preciating anything  the  company  does  to 
help  them  in  this  respect. 

Supervisor  Mercer  of  the  Yazoo  District 
has  been  doing  a  great  deal  of  grading  and 
has  made  minor  improvements  around  sec- 
tion house  premises,  and  when  the  trees 
which  were  recently  received  have  been 
distributed  he  will  have  them  planted  im- 
mediately with  a  view  of  beautifying  other 
section  house  property. 


fi  fl  ft'  ffflTJTffffffn  fl  Htttfflf  (ffl  H  H  Fffl  HHmH 


59 


A  Locomotive  Engineer 


George  Barnett  was  a  locomotive  engin- 
eer. For  more  than  30  years  he  worked 
for  one  railroad.  It  changed  ownership 
and  changed  names,  mayhap,  but  the  road 
was  the  same  and  thousands  gave  it  the 
best  that  was  in  them.  It  was  for  the  sake 
of  doing  their  part  well  that  held  them  to 
their  work. 

George  Barnett  kept  the  rules  of  the  road, 
he  was  faithful  and  fair.  When  the  end  was 
near  the  president  of  the  system  told  offi- 
cers of  the  Illinois  Central  to  see  to  it  that 
Mr.  Barnett  received  every  courtesy  or 
care  the  'management  could  give.  Thou- 
sands knew  George  Barnett.  He  was  one 
of  a  family  of  good  engineers  and  good 
men.  The  little  children  now  along  the  line 
will  miss  him,  and  those  who  were  little 
children  on  the  line  years  ago  will  respect 
his  memory.  For  when  he  was  well  and 
running  his  engine  he  delighted  to  drop 
them  papers  and  at  Christmas  time  he  sup- 
plemented the  papers  with  toys.  In  emer- 
gencies he  was  a  clear-headed,  brave  man. 
He  has  made  the  last  run,  and  may  the 
Lord  give  him  that  "clearance"  that  is  a 
token  of  work  well  done. — Editorial,  Mem- 
phis Commercial-Appeal,  1-18-21. 

The  death  of  George  Barnett  cast  gloom 
over  that  portion  of  the  System  where  he 
was  known,  the  three  Divisions  centering  at 
Memphis — Mississippi,  Tennessee  and  Mem- 
phis— the  Louisiana  Division,  and  the  gen- 
eral offices  at  Chicago.  George  Barnett's 
name  stood  for  something  worth  while  on 
the  Illinois  Central  System.  It  stood  for 
loyalty,  principle,  honor  and  devotion  to 
duty.  His  ideas  were  constructive.  He  be- 
lieved in  building  up.  His  influence  was 
always  exerted  against  things  that  were 
questionable  or  which  were  not  forward- 
looking.  On  the  Illinois  Central  System  the 
officers  and  men  mix  together  upon  planes 
of  friendship  and  mutual  helpfulness.  They 
work  together  and  pull  together  in  the  same 
manner.  The  influence  of  the  officers  upon 
the  men  is  great.  Likewise,  the  influence  of 
the  men  upon  the  officers  is  great.  No  man 
in  the  service  of  the  Company  wielded  more 
influence  than  d'd  George  Barnett.  In  his 
death  the  Illinois  Central,  for  which  he  worked 
so  long,  has  sustained  a  great  loss ;  his  family 
and  friends  have  sustained  a  great  loss.  He 
is  gone,  but  he  will  not  be  forgotten.  The 
name  George  Barnett  will  be  remembered  on 
the  Illinois  Central  for  many  yrars  to  come 
because  of  the  manv  sterling  qualities  of  heart 
and  mind  possessed  by  the  man. 

George  Barnett  could  no  doubt  have  won 
official  position  if  he  had  wanted  to  do  so. 
He  preferred  his  duties  as  locomotive  engi- 
neer. He  knew  that  those  duties  were  im- 
portant and  he  loved  the  life.  When  it  can 


ENGINEER  GEO.    BARNETT 

be  said  of  a  man  after  he  is  gone  that  in 
his  line  of  employment  he  was  the  peer  of 
any  man,  it  follows  that  he  did  not  live  in 
vain.  There  was  no  more  competent  loco- 
motive engineer  than  George  Barnett.  His 
influence  for  good  on  the  railway  will  be 
missed.  He  will  be  missed  by  his  fellow 
workers.  He  will  be  missed  by  the  people 
who  live  along  the  route  between  Memphis 
and  Canton,  Miss.,  which  he  traveled  so 
many  thousands  of  times.  He  will  be 
missed  by  the  officers  of  the  railway,  but  he 
will  be  missed  most  of  all  by  his  devoted 
family,  his  widow,  sons  and  daughters, 
brothers  and  sister.  They  idolized  him. 
Our  sympathy  goes  out  to  them. 


Clipping  from  the  Memphis  Commercial 
Appeal,  January  18,  1921,  regarding  the 
death  of  George  Barnett,  age  53  years, 
veteran  railroad  engineer.  Illinois  Central 
Railroad  between  Memphis  and  Canton, 
who  died  at  his  residence,  418  Gaston 
Avenue.  Memphis,  January  16,  1921.  Funeral 
was  held  January  17,  1921,  at  2:30  P.  M. 
from  the  residence,  burial  being  in  Forest 
Hill  Cemetery.  Rev.  D.(  A.  Ellis,  pastor  of 
the  La  Belle  Place  Church,  officiating. 
Flowers  Cover  Grave  of  Veteran  Engineer 

Beneath  a  mountain  of  blossoms,  strewn 
by  a  host  of  sorrowing  friends  as  a  testi- 
monial of  their  high  regard  for  the  man, 
the  body  of  George  L.  Barnett  rests  in  the 
family  lot  in  Forest  Hill  Cemetery,  where 
it  was  placed  yesterday  afternoon  while 
hundreds  of  people  who  knew  him  stood 
with  uncovered  heads  and  tear-dimmed  eyes 
in  silent  tribute. 

Following  the  funeral  service  at  the  resi- 
dence, 418  Gaston  Avenue,  the  body  of  the 
veteran  engineer  was  removed  to  La  Belle 
Place  Baptist  Church,  where  a  large  crowd 
had  gathered  to  pay  a  last  tribute  of  re- 
spect. The  church  auditorium  was  filled 


60 


ILLINOIS  CENTRAL  MAGAZINE 


61 


and  dozens  stood  outside  the  building  while 
the  Rev.  D.  A.  Ellis  eulogized  the  life  and 
character  of  George  Barnett. 

Then  the  cortege  formed  and  the  grief- 
stricken  friends  followed  the  hearse  to  the 
cemetery,  where  the  last  obsequies  was 
held.  How  different  it  was  from  those 
other  times  when  George  Barnett  in  sturdy 
health  and  with  a  steady  hand  upon  the 
throttle,  rode  at  the  front,  piloting  cargoes 
of  human  freight 

Mr.  Barnett  died  at  his  home  Sunday 
morning,  a  victim  of  anemia.  He  was  53 
years  of  age.  For  thirty-five  years  he  ran 
trains  in  and  out  of  Memphis.  He  was  first 
employed  by  the  old  Mississippi  &  Ten- 
nessee Railroad,  but  later,  when  that  road 
was  taken  over  by  the  Illinois  Central,  he 
entered  the  service  of  the  latter. 

During  his  time  George  Barnett  piloted 
some  of  the  finest  and  fastest  passenger 
crains  operated  on  the  southern  division  of 
the  Illinois  Central.  His  last  "run"  was 
between  Memphis  and  Canton,  Miss.,  as 
master  of  the  steel  giant  that  dragged  the 
"Cuban  Special."  He  usually  sent  that  train 
into  Canton  on  time,  though  often  only  "by 
a  nose." 

Mr.  Barnett  was  perhaps  the  best  known 
engineer  in  the  South.  At  least,  he  was 
known  to  practically  every  man,  woman 
and  child  along  the  tracks  from  Memphis 
to  Canton.  In  years  gone  by  he  carried 
newspapers  and  magazines  on  his  engine, 
dropping  them  along  the  way  for  the  bene- 
fit of  his  friends.  On  some  occasions  he 
would  fill  his  cab  with  toys  for  the  chil- 
dren, who  almost  invariably  lined  the  tracks 
to  wave  greetings  to  the  popular  engineer. 
They  knew  his  whistle  and  when  it  sounded 
they  scurried  to  points  of  vantage  to  see 
the  train  as  it  dashed  by. 

Like  most  engineers,  Mr.  Barnett  main- 
tained that  a  locomotive  possessed  many 
of  the  emotions  of  a  human  being,  and  he 
used  its  voice  to  shout  a  cheery  greeting 
to  his  friends  in  passing.  He  loved  the  throb 
of  the  locomotive  as  its  mechanism,  at- 
tuned to  the  deft  touch  of  the  expert,  re- 
sponded to  each  necessity  and  carried  his 


trains  on  time.  He  loved  to  watch  it  forge 
ahead  when  he  opened  the  throttle  on  an 
up  grade,  or  roll  along  under  perfect  con- 
trol as  now  and  then  he  applied  the  brakes 
on  the  down  grade. 

And  yesterday,  as  its'  master  was  borne 
to  his  last  resting  place,  the  faithful  iron 
horse  stood  idle  in  the  round  house.  It 
did  not  haul  the  "Cuban  Special"  south  last 
night.  Its  huge  frame  was  draped  for  the 
sad  occasion  which  marked  the  end  of  a  life 
spent  in  useful  service  to  those  among 
whom  it  sprang  into  existence  and  flourished. 

George  Barnett  is  gone  and  legion  are 
the  hearts  that  are  sad. 


Old  Engineer  Dies  After  Long  Service 

George  Barnett,  53,  veteran  railroad  en- 
gineer for  the  Illinois  Central  on  the  run 
between  Memphis  and  Canton,  died  at  his 
home,  418  Gaston  Avenue,  Sunday  morn- 
ing. 

He  is  survived  by  his  mother,  Mrs. 
Margaret  Elizabeth  Barnett;  his  widow,  Mrs. 
Mary  W.  Barnett;  three  sons,  James  F., 
George  L.,  and  I.  C.;  five  daughters,  Mrs. 
E.  V.  Kemper,  Mrs.  G.  M.  Stewart,  Kate, 
Lottie  and  Teresa  Barnett;  three  brothers, 
Charles  J.,  D.  L.  and  Spencer  Barnett;  and 
three  sisters,  Mrs.  H.  E.  McCormack,  of 
Birmingham;  Mrs.  Ed  Hampton,  of  Tracy 
City,  Tenn.,  and  Miss  Minnie  Barnett. 

Funeral  services  were  to  have  been  held 
at  2:30  o'clock,  Monday  afternoon,  from 
the  residence,  burial  being  in  Forest  Hill 
Cemetery.  Rev.  D.  A.  Ellis,  pastor  of  the 
La  Belle  Place  Church,  was  to  officiate. 
Pallbearers  were  to  be:  J.  W.  McNamara, 
H.  A.  Norton,  J.  E.  Banks,  P.  H.  Farrell, 
C.  W.  Miller,  E.  E.  Vanbergan,  W.  D. 
Warden  and  J.  S.  Maddox. 

Mr.  Barnett  had  -been  in  the  service  of 
the  road  for  thirty-five  years.  He  first  en- 
tered "railroading"  with  the  old  Mississippi 
&  Tennesse  line,  and  remained  in  service 
when  this  was  absorbed  by  the  Illinois 
Central.  Families  living  along  the  road  will 
miss  the  cheery  whistle  with  which  he 
greeted  them  for  years. 


Lemuel  B.  Traugh 


October  24  marked  the  passing  away  of 
L.  B.  Traugh,  general  yardmaster  at  La 
Salle,  111.,  after  a  brief  illness  which  lasted 
about  one  month. 

Mr.  Traugh's  death  terminated  the  rail- 
road career  of  a  man,  which  will  long  bear 
memory  in  the  minds  of  all  with  whom  he 
has  had  any  dealings,  and  a  multitude  of 
friends  were  greatly  grieved  to  hear  of  his 
death.  He  came  to  La  Salle  as  night  yard- 


master  in  the  fall  of  1909,  previous  to  which 
he  was  employed  in  the  train  service  of  the 
A.  T.  &  S.  F.  and  the  C.  &  A.  In  July, 
1913,  he  was  appointed  to  succeed  William 
Kelly,  deceased,  as  general  yardmaster  and 
acted  in  that  capacity  until  the  time  of  his 
demise.  During  his  administration  as  over- 
seer of  the  La  Salle  yards,  Lem  became 
quite  popular  with  his  associates,  especially 
those  who  were  in  his  charge,  and  the  feel- 


62 


ILLINOIS  CENTRAL  MAGAZINE 


ing  is  unanimous  that  a  good  friend  has  de- 
parted. Mr.  Traugh  was  overtaken  by  sick- 
ness while  on  duty  during  the  latter  part 
of  September,  and  was  committed  to  St. 
Mary's  Hospital,  later  he  was  transferred 
to  the  I.  C.  R.  R.  Hospital  in  Chicago, 
where  his  death  occurred  following  the  un- 


tiring efforts  of  our  physicians  to  afford 
relief.  Lem  was  widely  known  and  his  pre- 
mature departure  is  mourned  over  the  en- 
tire system.  To  his  family,  the  manage- 
ment and  his  co-workers  extend  sincere 
sympathy. 


ROLL  OP  HONOR 


Name 

John  W.  Mayes 
George  J.  Lord 
Balthasar  Schleick 

Y.  &  M.  V. 
David  Collins  (Col.) 


Occupation 

Conductor,  Louisiana  Division 
Carpenter  Foreman,  Burnside 
Carpenter,  Burnside 

Section  Laborer,  Arcola,  Miss. 


Years  of 

Services 

25 

23 

26 

32 


Date  of 
Retirement 

6/30/20 

10/31/20 

9/30/20 

11/30/20 


OBITUARY 

The    following    deaths    of    Pensioners    were    reported    at    meeting    of    the    Board    of 
Pensioners,  held  November  29,  1920: 


Name 

William   H.    Platt 
John  Davis 
Patrick   McNicholas 
Henry  R.  Jones 
Lemuel  A.  Parker 
Fred  Saathoff 
Patrick  Ryan 
Joseph  A.  Carr 
Nicholas   Schnur 
Simon  Ivory  (Col.) 
Stephen  Johnson 
(Col.) 


Last  Employment 

Engineman,  Wisconsin  Division 

Section   Foreman,  Springfield  Division 

Engineman,   Illinois   Division 

Car  Repairer,  Kentucky  Division 

Laborer,   Springfield   Division 

Laborer,   Indiana   Division 

Caller,   Burnside   Shops 

Carpenter,  Springfield  Division 

Painter,  Burnside  Shops 

Sand  Dryer,  Louisiana  Division 

Laborer,  New  Orleans  Terminal 


Date  of 
Death 

10/26/20 

10/29/20 

7/12/20 

9/30/2.0 

11/8/20 

11/8/20 

11/13/20 

11/23/20 

11/15/20 

10/28/20 

10/29/20 


Yrs.  of 
Name  Occupation  Service 

Hiram  H.  Howard Assistant  Foreman,  Kentucky  Division....     16 

Henry  S.  Morrish Train  Baggageman,  St.  Louis  Division.-...     23 

John    S.    Bever Coach  Cleaner,  Bloomington,  111 21 

William    McCartney Crossing  Flagman,  Neoga,  111 20 

John  R.  Williams  (Col.). ...Fireman,  Louisiana  Division 48 

William    Taylor Stationer,  Local  Fr't.  Office,  Chicago 19 

Frank  Scott  Bishop Gen.  Eastern  Pass.  Agent,  New  York 33 

William  Denman Brakeman,  Illinois  Division 33 


Term  as 
Pensioner 
5  years 
3  months 
.2  years 
15  years 
5  years 
18  years 
17  years 
15  years 
9  years 
5  years 
12  years 


Date  of 
Retirement 
11/30/20 

8/31/20 
10/31/20 

9/30/20 
10/31/20 
10/31/20 
12/31/20 
12/31/20 


OBITUARY 

The  following  deaths  of  Pensioners  were  reported  at  meeting  of  Board  of  Pensions 
held  December  29,  1920: 


ILLINOIS  CENTRAL  MAGAZINE 


63 


Date  of 
Name  Last  Employment  Death 

Andrew  J.   Fraley Engineman,   Kentucky  Division 11/15/20 

Levi  Ramer   (Col.) Porter,  Tennessee  Division '. 12/18/20 

William   H.   Shaw Machinist,  Burnside  Shops 12/13/20 

Y.  &  M.  V. 
Louis  Covington  (Col.) Sand  Dryer,  New  Orleans  Division 12/..../20 


Name 

William  F.  Snow 
George  J.  McCarthy 
Fred  C.  Norman 
Gustav  Hubrecht 
Willard   F.    Collins 
Meddic  Tatro 


Occupation 

Machinist,  McComb,  Miss. 
Maintainer,  Portage,  111. 
Agent,  Independence,  Iowa. 
Section  Foreman,  Ackley,  Iowa. 
Engineman,  Kentucky  Division 
Janitor,   Kankakee,    111. 


Years  of 
Service 

18 

25 

38 
27 
25 
24 


Term  as 

Pensioner 

3  months 

2  years 
10  years 

3  years 

Date  of 
Retirement 

6/30/20 
10/31/20 
10/31/20 
11/30/20 

1/31/21 

1/31/21 


OBITUARY 

The  following  deaths  of  pensioners  were  reported  at  the  meeting  of  the  Board  of 
Pensions  held  January  28,  1921: 

Date  of  Term  as 

Name                                          Last  Employment                                    Death  Pensioner 

Thomas  Linehan             Crossing  Watchman,  St.   Louis   Division     1/20/21  13  years 

Edmund  C.  Gill               Clerk,  Minnesota  Division                               12/27/20  8  years 

Peter  Paul  Talty              Blacksmith  Helper,  Minnesota  Division      12/26/20  8  years 

Richard  C.  Pendergast  Engineman,   Louisiana   Division                        1/8/21  2  years 

Y.  &  M.  V. 

Louis  Covington  (col.)  Sand  Dryer,  New  Orleans  Division             10/31/20  3  year? 

Thos.  J.  Fondren  (col.)  Section  Laborer,  New  Orleans  Division        1/5/21  4  years 


WALTER   M.  PALMER 

Locomotive      Engineer,      Amboy      District, 

Wisconsin   Division,  Retired  and 

Pensioned  on  January  1,  1921 

Mr.  Palmer  was  born  in  Biddeford,  Maine, 
on  May  1st,  1850,  and  was  retired  and  pen- 
sioned at  the  age  of  70  years  and  8  months. 
At  the  age  of  9  years,  he  was  left  an  orphan 
and  was  forced  to  go  out  in  the  world  and 
shift  for  himself.  He  came  to  Illinois  in 
1871  and  secured  work  as  track  laborer  on  a 
branch  of  the  C.  B.  &  Q.  Railroad,  which  was 
being  built  between  Sterling,  111.,  and  Paw- 
paw,' 111.  In  October,  1872,  he  entered  the 
service  of  the  I.  C.  R.  R.,  as  locomotive  fire- 
man on  the  old  Amboy  District,  firing  be- 
tween Dunleath,  111.,  and  Wapella,  111.,  his 
headquarters  being  at  Amboy,  111. 


Mr.  Palmer  at  the  time  he  was  retired  was 
next  to  the  oldest  locomotive  engineer  on  the 
Wisconsin  Division.  Of  late  years,  he  has 
been  in  continuous  passenger  service  between 
Freeport  and  Clinton.  There  is  scarcely  a 
resident  in  any  of  the  small  towns  between 
Freeport  and  Clinton  who  does  not  know 
Mr.  Palmer  as  "The  Old  Eagle  Eye  on  the 
GRUBER."  During  his  spare  time  he  mani- 
fested^a  great  deal  of  interest  in  lodge  work, 
and  is  one  of  the  oldest  Masons  in  the  state 
of  Illinois.  In  fact,  has  been  at  the  head  of 
practically "  all  of  the  Masonic  bodies.  He 
was  commander-in-chief  of  the  Freeport  Con- 
sistory of  1916  to  1919.  In  the  fall  of  1919 
he  received  33rd  degree  in  Masonry  at  Bos- 
ton, Mass. 


Dining  Car  Department 


The  Mediations  of  an  Apple,  as  Related^by  an  L.  C.  L.   (Lunch   Counter  Lounger) 


"Well,  here  I  am  in  the  I.  C.  Commis- 
sary, and  feel  pretty  fresh  after  my  long 
journey.  This  is  quite  a  busy  place,  and  re- 
minds me  of  the  thriving  general  store  in 
my  home  town. 

"I've  just  learned  that  my  lot  is  to  go  to 
the  Dining  Room,  and  I'm  so  glad  for  the 
opportunity  of  being  able  to  give  some  of 
those  busy  clerks  a  moment  or  two  of  hap- 
piness. 

Here  I  am  in  the  bake  shop;  now  for  a 
good  night's  rest,  if  those  engines  don't 
make  too  much  noise. 

1:30  g.  m.  Slam!  Bang!  Oh,  my!  it's  still 
dark,  and  I've  been  awakened.  What  does 
that  little  fellow  want  to  get  down  here  so 
early  for?  Well,  I'll  make  the  best  of  it,  and 
see  what  my  fate  is  going  to  be.  Oh,  goody! 
I  just  heard  him  talking  to  himself,  and  he 
said  he  was  going  to  make  apple  dumplings 
out  of  my  crowd.  I  did  dread  so,  the 
thoughts  of  being  all  cut  up,  and  my  parts 
scattered  to  who  knows  where. 

I'm  on  the  display  counter  now,  and  wait- 
ing for  my  beneficiary.  I  hope  it's  one  of 
those  pretty  girls  I've  heard  about;  but  no 
such  luck  for  me,  I  guess.  I  never  did  do 
any  tinting  myself,  being  satisfied  with  Na- 
ture's care  of  me.  I  don't  like  to  have  any 
dust  on  my  face,  either,  and  I'm  always 
glad  when  somebody  rubs  it  off.  I  wish 
someone  would  tell  me  why  most  of  the 
boys  don't  get  together  and  play  Indian,  too. 
If  folks  knew  it,  they  could  obtain  the  de- 
sired effects  by  eating  lots  of  my  gender 
habitually,  and  I  heard  ma  say  that  she 
knew  of  a'  young  lady  who  was  actually 
cured  of  indigestion  by  eating  one  of  us 
kids  raw  every  day  (there  were  150  of  us), 
and  I  was  spared  to  tell  the  story. 

Speaking  of  the  girl  question,  there  are 
other  things  at  shorter  length  to  be  dis- 
cussed, but  my  time  is  too  limited  at  this 
station. 

Here  I  go  with  a  rush.  It's  now  12:20, 
and  everybody's  in  a  hurry,  except  those 
who  are  eating.  I  don't  believe  I  could  be 
a  waitress,  for  I'm  afraid  I'd  lose  my  head 
somewhere  between  the  L.  C.  and  the 
kitchen. 

Boo!  hoo!    A  very  grave  sort  of  man  has 


got  me,  and  he's  sizing  me  up  into  so 
many  bites.  I  think  he's  a  bachelor,  for  he 
seems  to  act  so  natural  at  the  counter. 
Splash!  My,  but  that  bird  had  a  long  throat 
— just  like  going  over  the  Niagaras.  I'm 
glad  there  weren't  any  gall  stones  lying 
loose  around  here,  or  I  wouldn't  have  been 
able  to  see  my  finish.  I  see  I've  got  plenty 
of  company.  Well!  If  there  isn't  my  old 
friend  Peanut  Ham.  I  see  you're  trying  to 
gather  yourself  together  again,  but  what's 
the  use  now.  You  should  have  lost  your- 
self when  you  had  the  chance  to  run,  back 
there  on  the  farm. 

Ouch!  My  but  this  fellow's  got  good  di- 
gestion or  else  he  was  awfully  hungry,  for 
I  can  feel  myself  dying  by  inches  already.  I 
do  hope  that  folks  will  appreciate  me  more, 
after  they  see  what  I've  gone  through.  G-G- 
G-G-Good  B-B-B-Bye!  P.-P.-P.-P.  A- A- A 
Ache." 


We  are  glad  to  report  that  business  is 
quite  good.  That  does  not  mean  that  we  are 
making  money,  as  the  above  term  generally 
implies.  Far  be  it  from  such,  for  if  the 
Company  had  to  depend  on  this  department 
for  some  of  its  profits,  we  would  have  to 
turn  our  restaurants  into  doughnut  and  cof- 
fee shops,  or  rig  up  a  fleet  of  box  cars  for 
diners  and  specialize  in  certain  articles  of 
diet,  like  the  gentlemen  who  write  their 
names  on  their  front  windows. 

Did  you  know  that  one  dining  car  alone, 
equipped  for  service,  is  worth  a  hundred 
Henry's,  that  is  Ford's;  in  other  words,  $60,- 
000,  and  we  have  five  new  ones  under  con-  , 
struction.  These  dining  cars  are  operated 
for  the  convenience  of  the  travelling  public. 
The  best  food  that  can  be  obtained  on  the 
market  is  purchased,  and  that  leaves  very 
little  room  for  bargain  hunting,  for  one 
knows  that  when  they  want  the  best  they 
must  pay  for  it.  Notwithstanding  this,  we 
strive  to  make  our  prices  as  reasonable  as 
possible,  both  on  our  dining  cars  and  in  our 
restaurants,  and  as  we  have  compared  these 
prices  with  those  of  other  railroads,  we  have 
found  that  ours  are  based  on  a  very  fair 
average. 

What  we  do  mean  by  "good  business,"  is 


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ILLINOIS  CENTRAL  MAGAZINE 


65 


having  plenty  of  people  to  feed,  and  we 
think  you  will  agree  that  "busyness"  is 
good  for  anybody.  We  also  know  that  when 
we  are  handling  lots  of  guests  on  our  din-' 
ing  cars,  the  passenger  department  is  reap- 
ing just  that  much  in  revenue,  and  it  makes 
us  happy,  even  though  after  our  efforts  our 
reports  show  a  deficit. 

Travel  on  the  Seminole  has  been  especial- 
ly heavy.  Our  stewards  will  say  so  all  right, 
some*  of  them  having  to  double  and  double 
until  they  were  all  bent  over  when  they 
were  allowed  a  little  time  off.  But  what 
makes  us  feel  good  is,  that  through  all  their 
fatigue  and  weariness  from  long  riding  and 
little  sleep,  they  kept  up  their  morale,  show- 
ing the  usual  courtesies  and  personal  atten- 
tion to  their  guests,  as  we  learned  through 
receiving  in  the  mail  some  very  pleasing 


compliments  from  pasengers  who  were  on 
those  trains. 

Did  you  ever  notice  the  significance  in  the 
word  "Steward?"  It  is  evidently  derived 
from  the  word  "stew,"  and  dates  back  to 
those  good  old  days  when  such  dishes  were 
better  appreciated,  but  please  don't  check 
us  up  on  this.  These  men  often  make  this 
thfeir  life's  occupation,  and  it  is  like  any  other 
trade  or  profession,  once  they  get  into  it 
they  find  it  hard  to  break  away.  So  that  is 
the  reason  we  can  give  such  good  service 
on  our  dining  cars;  we  have  men  who  have 
practically  made  it  their  life  work  to  cater 
to  the  needs  of  the  traveling  public. 

Well,  most  of  you  readers  must  feel 
either  dry  or  hungry  by  this  time  so  will 
close  by  saying,  let  us  all  boost  for  the 
great  Illinois  Central. 


Cleaning  House 

By  J.  S.  Terry,  Dispatcher,  Vicksburg  Division 


During  the  first  four  days  of  January  this 
year,  approximately  450  empty  foreign  box 
cars  were  delivered  to  connecting  divisions 
and  junctions  by  the  Vicksburg  Division. 
Other  divisions  are  doing  the  same  thing 
and  will  continue  the  work  until  the  equip- 
ment of  the  Illinois  Central  is  again  re- 
stored to  service  on  its  own  lines. 

With  the  decrease  of  business  during  No- 
vember and  December,  the  management 
was  quick  to  see  the  advantage  of  institut- 
ing the  present  drive  of  rushing  empty  for- 
eign equipment  home,  where  no  direct  load- 
ing was  available,  in  order  to  obtain  return 
of  system  cars,  eliminating  per  diem  charge 
and  expense  of  repairs,  and  having  its  own 
equipment  whose  condition  can  best  be 
maintained  to  its  highest  degree  of  service 
by  home  supervision. 

The  co-operation  of  all  concerned  in  this 
movement  will  soon  reduce  the  enormous 
ner  cent,  of  foreign  equipment  that  prev- 
iously constituted  around  98  per  cent,  of  our 
car  supolv  to  a  normal  status,  where  the 
credits  will  almost  entirely  do  away  with 
the  debits  now  existing  from  per  diem 
charge.  Each  employee  feels  an  interest  in 
the  effort  to  reduce  exnense  of  operation 
and  to  obtain  an  immediate  substantial  in- 
crease of  revenue  business,  as  well  as  to 
maintain  the  service  which  has  introduced 


to  the  representatives  of  large  interests  our 
capacity  for  handling  business  in  a  satis- 
factory manner. 

No  reason  exists  why  the  Y.  &  M.  V.  and 
I.  C.  should  not  become  the  logical  and  most 
efficient  channel  of  transportation  through 
the  southern  territories.  Commercial  in- 
terests comprising  lumber,  grain,  oil,  coal 
and  numerous  other  commoditi^-  are  eager 
to  oatronize  the  road  whose  transportation 
facilities  are  best  and  give  the  quickest 
movement  to  their  business.  Local  business 
can  be  dealt  with  very  satisfactorily  and 
with  no  inconvenience;  the  big  business  is 
what  counts  in  making  our  system  the  first 
word  in  transportation  lines, — it  can  be  done 
to  a  greater  degree  than  it  now  enjoys  and 
it  will  be  through  the  vigilant  and  loyal  ef- 
forts of  every  employe  connected  with  the 
movement  of  traffic  over  our  lines. 

"In  time  of  oeace,  prepare  for  war."  The 
rush  is  over  for  this  season,  but  no  less  an 
imposition  of  duty  is  upon  us  to  prepare 
our  road  in  every  particular  to  maintain 
and  invite  the  business  it  should  of  a  right 
acquire.  When  individual  interest  is  mani- 
fested to  the  point  that  everv  department 
feels  the  vital  contact  of  the  other,  and  the 
campaign  is  talked  of  and  acted  as  though 
it  were  a  necessary  work  of  drama,  the  end 
for  which  we  seek  shall  be  accomplished. 


'Did  You  Ever  Stop  to  Think?" 

By  Joe  Allbritten,  Round  House  Clerk,  Fulton,  Ky. 


While  sitting  at  my  desk  working  a  few 
days  ago,  I  threw  a  sheet  of  paper  I  had 
been  figuring  on,  into  the  waste  basket.  At 
that  time,  my  attention  was  called  to  the 


fact,  by  my  foreman,  that  I  had  only  used 
one  side  of  the  paper,  and  he  asked  me  this 
question:  "Did  you  ever  stop  to  think  about 
the  money  that  is  being  wasted  by  doing 


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ILLINOIS  CENTRAL  MAGAZINE 


the  very  thing  you  did  then?"  That  put 
me  to  thinking,  and  I  began  wondering  how 
many  of  us  ever  thought  of  that,  for  as  you 
know  paper  has  advanced  considerably  in* 
the  last  few  years,  and  I  wonder  if  you  ever 
stopped  to  think  about  how  much  is  wasted 
by  doing  the  very  thing  that  I  did,  and  all 
through  carelessness  and  by  not  thinking. 

This  not  only  applies  to  us,  but,  did  you 
Mr.  Engineman,  Mr.  Trainman,  Mr.  Oiler, 
Mr.  Carman,  Mr.  Mechanic,  ever  stop  to 
think  about  this  when  you  went  to  do  your 
work?  Did  you  ever  stop  to  think  that 
every  drop  of  oil  you  spill  through  care- 
lessness, every  sheet  of  paper  you  waste, 
every  pound  of  coal  you  let  fall  on  the 
ground,  and  every  piece  of  waste  you  throw 
away,  that  could  be  used,  was  only  mak- 
ing it  harder  for  the  railroad  company  to 
keep  you  working?  Think  about  the  great 
number  of  men  that  are  working  and  if 
every  man  saved  the  company  one  cent  each 
day,  what  this  would  amount  to  in  one  year. 
As  you  know  the  old  saying  which  says: 


"Save  the  pennies,  and  the  dollars  will  take 
care  of  themselves." 

For  the  last  few  months  the  railroad  com- 
pany has  been  facing  a  great  big  problem, 
paying  the  highest  salaries  they  have  ever 
paid,  and  doing  practically  no  business;  they 
cannot  quit,  that  we  too  know.  Now  it  is 
up  to  us  to  help,  and  this  we  can  do  by  sav- 
ing. Let  us  stop  and  think  before  we  do 
things,  let  us  not  spill  any  more  coal  on 
the  ground,  throw  away  the  waste  that  we 
can  use,  be  more  careful  when  using  the 
oil,  and  let  us  figure  on  both  sides  of  the 
paper  and  not  throw  it  away  when  it  can  be 
used.  Stop  and  think  when  you  are  doing 
these  things,  you  will  profit  by  it,  not  only 
saving  the  company  money,  but  you  will  be 
helping  yourself.  It  is  helping  the  com- 
pany to  keep  paying  you  your  salary,  it  is 
also  teaching  you  to  save  for  yourself,  for 
if  you  try  to  save  while  at  work,  it  will  be- 
come a  habit,  and  you  will  form  the.  habit 
of  saving  at  home,  and  in  the  end  you  have 
not  only  saved  for  others,  but  for  yourself ! 


Economy  on  the  Part  of  Trainmen  in  the  Proper 
Handling  of  Repairs  to  Cars  on  Line 

By  V.  R.  Byrd,  Conductor,  Memphis  Division 


The  increased  cost  in  every  article  needed 
in  the  railroad  service  and  the  present  de- 
pression in  business  in  all  lines  makes  it 
necessary  for  stringent  economy,  and  where 
a  few  dollars  or  dimes  can  be  saved  we 
should  make  every  effort  possible  to  effect 
a  saving.  We  should  all  keep  a  good  record 
of  all  repairs  made  to  foreign  cars  on  line 
and  thus  get  credit  for  all  material  used 
in  repairs  to  these  cars,  which,  unless  billed 
against  owner's  road,  results  in  a  total  loss. 

A  great  saving  can  also  be  made  in  turn- 
ing into  master  mechanic  all  old  hose, 
knuckles,  worn  out  brasses  and  other  ma- 
terial. It  has  come  to  such  a  point  that 
unless  we  "deliver  the  goods"  and  do  all 
we  can  to  avoid  waste  and  extravagance 
our  employers  will  look  to  us  pityingly  and 
wonder  what  we  are  doing  in  return  for 
our  salaries.  There  are  a  great  many  good 
men  on  our  line  whose  intentions  are  the 
best  in  the  world,  but  who  seem  to  be  in- 
different and  inclined  to  be  careless,  who 


can  be  easily  influenced  to  lend  a  helping 
hand  and  give  the  company  their  co-opera- 
tion if  the  matter  is  only  called  to  their 
attention,  and  it  is  in  the  hope  of  enlisting 
the  help  of  these  brothers  that  prompts 
me  to  pen  these  lines,  hoping  they  will  be 
interested  enough  in  the  future  of  our  road 
to  do  their  level  best  along  the  lines  men- 
tioned above,  and  remember,  a  dollar  saved 
is  a  dollar  made  for  our  company;  a  gasket 
applied,  a  knuckle  pin  or  any  repair,  no 
matter  how  trivial  it  may  seem,  represents 
an  outlay  of  the  company's  money.  Every- 
thing the  company  buys  costs  money  and 
where  it  is  taken  into  consideration  the 
large  amount  spent  annually  it  does  look 
like  we  might  take  a  hand  in  the  elimina- 
tion of  waste  and  extravagance. 

We  have  been  living  under  war  prices 
and  each  one  of  us  has  learned,  or  should 
have  learned,  the  lesson  of  economy  in  the 
past  four  years.  Why  not  take  a  hand  and 
economize  for  our  railroad? 


Practical  Track  Work 

C.  O.  Stallins,  Foreman,  Hopkinsville,  Ky. 

Spring  is  the  time  of  the  year  when  the      be  neglected  at  any  time,  as  each  and  every 

i      u      1,1  ,,  ,  f  employe  should  have  interest  enough  in  the 

track  should  receive  the  very  best  of  atten-      ^^  of  hig   Company  and  the  *ublic  at 

tion.     I  do  not  mean  by  this  that  it  should      large  to  attend  strictly  to  duty.     Of  course, 


ILLINOIS  CENTRAL  MAGAZINE 


67 


any  track  man  knows  that  at  the  approach 
of  the  Spring  months,  the  road  bed  becomes 
very  soft  in  places  and  requires  close  atten- 
tion. If  neglected  such  places  in  a  short 
time  will  become  dangerous. 

It  is  best  for  a  foreman  to  bear  in  mind 
that  he  should  keep  his  track  in  uniform 
condition,  not  just  small  portions  of  it  in 
good  shape  and  the  rest  of  the  section  in 
bad  condition.  He  should  try  and  keep 


those  soft  places  picked  up  and  in  good  line, 
as  best  he  can,  until  the  frost  gets  out  of 
the  road  bed.  It  is  bad  practice  to  raise 
track  out  of  fall  this  time  of  the  year;  track 
that  is  riding  fairly  good  should  not  be  dis- 
turbed during  the  winter  months,  but  try 
and  keep  the  whole  section  in  uniform  con- 
dition, and  if  possible  in  such  shape  that  it 
will  not  be  necessary  for  your  supervisors  to 
have  to  call  attention  to  any  defects  in  the 
track. 


"Carding  of  Cars" 

By  A.  H.  Simpson,  Car  Man,  Dyersburg,  Tennessee 


As  little  as  one  might  think,  who  may  not 
be  charged  with  the  actual  duty  of  carding 
cars,  this  is  a  big  item  and  an  opportunity 
for  inspectors  to  save  considerable  money 
for  the  railroad  company,  thereby  increasing 
the  revenue,  giving  more  men  employment, 
and  placing  the  railroad  in  a  better  position 
to  continue  the  present  wages  now  being 
paid  employes. 

There  has  been  issued  definite  instruction, 
as  to  the  manner  of  carding  cars,  yet  we 
find  many  violations  of  instructions,  failures 
on  part  of  the  inspectors  to  carry  out  the 
instructions,  by  simply  in  a  haphazard  man- 
ner tacking  a  card  on  a  car  with  possibly 
only  one  tack  in  center  of  card.  During 
course  of  transit  of  car,  this  card  is  blown 
off  by  the  wind  or  so  badly  mutilated,  it  ul- 
timately becomes  illegible,  thereby  causing 


car  to  be  mishandled,  creating  an  unneces- 
sary expense  to  the  company;  all  due  to  the 
fact  that  the  inspector  failed  to  do  his  duty. 
These  cards  should  be  tacked  on  cars  with 
not  less  than  four  tacks,  one  in  each  corner, 
properly  filling  in  the  information  called  for 
on  card,  showing  date,  station  and  the  in- 
spector's name  so  carding  it.  To  do  this 
will,  of  course,  necessitate  the  inspector  hav- 
ing with  him  at  all  times  a  pencil.  Many  in- 
spectors little  realize  the  importance  of 
proper  classification  and  carding  of  cars,  not 
thinking  that  each  failure  on  their  part  to 
properly  card  them  probably  creates  un- 
necessary expenses  on  the  part  of  the  com- 
pany, which  is  due  more  or  less  to  their  not 
stopping  to  think,  but  merely  handling  their 
work  with  the  sole  thought  of  "getting  by" 
with  it. 


Be  Considerate,  Give  Jones  the  Right  of  Way' 

By  J.  J.  Enright,  A.  F.  R.  Deparment 


There  is  now  pending  the  railroad  com- 
panies appeal  to  the  commission  for 
authority  to  increase  passenger  rates  on  in- 
trastate  and  suburban  business.  One  of  the 
arguments  put  forward  by  the  opponents  of 
the  measure  is  that  if  railroad  employes 
were  obliged  to  pay  for  transportation  the 
additional  revenue  would  render  an  increase 
in  rates  unnecessary. 

This  may  or  may  not  be  a  fact,  and  very 
likely  it  is  not,  nevertheless,  the  public 
readily  believes  such  statements,  and,  there- 
fore, they  carry  much  weight. 

What  can  we  as  railroad  employes  do  to 
minimize  the  effect?  We  can  do  much  by 
courtesy  and  consideration  for  the  traveling 
public.  If  employes  holding  passes  will  not 
occupy  seats  to  the  exclusion  of  cash  fares, 


it  will  do  much  towards  reducing  complaints 
of  overcrowding  and  inadequate  service.  It 
will  also  give  us  a  better  standing  with  the 
management  and  will  prove  to  the  patrons 
of  the  Illinois  Central  that  its  employes  are 
not  in  the  class  that  like  to  get  everything 
and  give  nothing.  Throwing  bricks  at  pub- 
lic utilities  and  especially  railroads  is  one 
of  the  favorite  outdoor  and  indoor  sports. 
Take  one  of  those  bricks  away  by  giving  up 
your  seat  in  the  crowded  coach,  be  it 
through  train  or  suburban,  to  the  man  or 
woman  holding  a  cash  fare  ticket. 

Jones  pays  the  freight  that  in  turn  comes 
to  us  in  the  form  of  pay  checks,  without 
him  we  would  not  have  employment;  then 
for  the  good  of  the  service  and  incidentally 
your  own,  do  not  sit  while  he  stands. 


Business  Solicitation 


By  W.  F.  Wright,  Agent,  Benton,  111. 

My  observation  has  been  that  to  be  a  good  business  getter,  a  man  must  be  able  to 
answer  all  the  questions  usually  asked  by  a  patron.  A  man  does  not  solicit  business 
long  until  he  learns  that  there  is  a  wide  range  of  questions  asked.  One  patron  may 
not  ask  all  the  questions,  but  you  have  to  assume  he  is  going  to  and  be  ready  to 
answer  him. 

Before  calling  upon  a  patron,  a  careful  study  of  the  commodity  they  handle,  as  well 
as  the  probable  points  of  origin  or  destination  should  be  made.  Then  the  solicitor 
should  prepare  himself  to  quote  rates,  routes  and  approximate  transit  time,  all  of  which 
takes  considerable  time,  but  its  well  worth  it. 

If  the  patron  asks  a  question  he  should  be  given  a  prompt,  accurate  and  definite 
reply.  If  he  is  found  busy  and  asks  the  solicitor  to  call  around  after  supper,  this 
should  be  done  by  all  means.  A  solicitor  should  not  get  in  a  hurry,  but  should  visit  a 
few  minutes  if  the  patron  is  not  busy. 

A  solicitor  may  expect  to  find  a  few  patrons  who  do  not  have  any  particular  love 
for  any  particular  road,  this  means  that  the  best  service  gets  the  business.  There  will 
be  found  shippers  who  are  indifferent  toward  the  Railroads  or  will  pretend  they  have  a 
grievance  against  the  Railroad,  but  we  must  bear  in  mind  that  there  is  at  least  one 
party  the  shipper  will  strive  to  please  and  that  party  is  the  shippers  own  customer, 
therefore,  it  is  highly  important  that  we  secure  from  the  consignee  an  expression 
through  the  medium  of  a  routing  order.  As  I  see  it  nothing  beats  a  routing  order. 


!Ode  to  the  Mississippi  Valley' 

General  Freight  Office,  Memphis,  Tenm. 


Just   some   old-fashioned   tariffs, 
With  rates  large  and  small, 
Have   taken  our  rest   and 
Made  us  "hit  the  ball"— 

From  mornings,  up  early 
To  nights,  way  up  late 
Our  time,  all  devoted 
Except  when   we    ate — 

Its  "Grain  and  Grain  Products", 
and  "Flour — Class   C", 
Until   even  hot  biscuits 
Look  like  tariffs  to  me. 

Then,  "Class  and  Commodity" 
and  "See  Group  Number  Four", 
"Interstate    Commerce" 
and  "Clarksville,  Storedoor" — 

Then,  its  "Memphis  Southwestern' 
and  "Murfreesboro"   too, 


Get  Brown  on  the  telephone 
To  tell  us  what  to  do. 

And    "We    better    see    Shep", 
Why  don't  the  "SFRC"  write 
Well,  if  that  printer  don't  hurry 
We're  gon'a  be  here  all  night. 

These  Commissions  will  run  you  crazy. 

How  do  they  get  that  way? 

Where  is  Leland's 

and,  "What  did  Willis  say? 

"Eddy,  why  did  you  change   this?" 
"Tony,  I  don't  think  this  is  right," 
''Get   Dave   to  help  on  the   Index,  Miles" 
"We'll  knock  Courier  higher'n  a  kite." 

"See   Charlie  about  'one   day's" 

"Get     'em     out     quick    before     the     printer 

chokes". 

With  apologies  to   Edward  A.   Guest, 
We'll  entitle  this  "Just  Folks." 


'Verse  Libre"  on  the  Section  Foreman 

By  Reno  Taylor,  Section  Foreman,  Paducah  District,  Kentucky  Division 


No,  I  am  not  an  Artist 
And  I  do  not  claim  to  be 

And  I'm  nothing  of  a  Poet 
Who  hands  out  good  poetry. 

But  with  paper  and  a  pencil 


68 


I   can   draw  or  write  a  Verse 
But  I'm  just  a  Section  Foreman 

And  I'm  glad  it's  nothing  worse. 
Back  long  ago  I  took  up  Music 

And  to  learn  was  my  desire. 


ILLINOIS  CENTRAL  MAGAZINE 


I  learned  to  play  the  Violin 

And  pick  the  old  Guitar, 
And  the  many  things  I've  tried  to  do, 

To  me  they  count  as  dross, 
The  greatest  thing  I've  reached  as  yet 

Is  being  Section  ''Boss." 
It's  great  to  be  a  Section  Boss, 

You've  nothing  much  to  do. 
You've  got  to  know  your  track  is  safe 

And  answer  questions  too 
And  you've  got  to  make  the  "Super"  think 

You  are  something  of  a  "Hoss". 
Oh  it's  great.    You  bet  your  life 

To  be  a  Section  Boss. 
The  Transportation  Book  of  Rules, 

When  this  you've  learned  by  heart 
Of  course,   this  isn't  very  much, 

But  then  you've  made  a  start 
The  book  of  rules  on  Maintenance, 

When  this  you  come  across, 
You've  got  to  know  from  A  to  Z 

To  be  a  Section  Boss. 
There's  other  rules  you  have  to  learn, 

There's  one  on  Motor  Cars, 
The  water  barrels  must  be  kept  full, 

To  use  in  case  of  fires. 
And  if  your  Education's  slim. 


M 


Now  there's  no  use  to  smile, 
The  time  roll  for  yourself  and  men, 

Will  hold  you  for  awhile. 
You  must  watch  the  trains  as  they  go  by, 

As  something  may  be  dragging, 
It's  fine  to  be  a  Section  Boss, 

But  there's  no  use  in  bragging. 
When  ever  you  hear  a  whistle  "Toot," 

You  must  know  what  it  means, 
In  every  case  when  track  is  blocked, 

Protect  against  the  trains. 
The  posts  along  the  Railroad  Tracks, 

Must  be  kept  straight — Not  leaning, 
And  never  let  your  section  grounds, 

Get  far  behind  with  cleaning. 
When  a  well-dressed  man  steps  up  to  you, 

Says  let  me  check  your  time  book, 
Your  book's  O.  K.    But  then  you  feel, 

As  crooked  as  a  Fish  Hook. 
You  may  think  the  life  of  a  Section  Boss 

Is  just  to  Sleep  and  Eat, 
Most  letters  from  the  "Super"  say 

Acknowledge  a  receipt. 
His  life  is  just  a  Rolling  Stone, 

Which  never  gathers  Moss, 
I  know  you  would  say  the  same  as  I 

If  you  were  a  Section  Boss. 


ontonous  oorvico 


S 


CHICAGO  TERMINAL 

Switchtender  H.  Friedlob,  Blue  Island 
Junction,  has  been  commended  for  discover- 
ing and  reporting  broken  arch  bar  on 
U.  L.  T.  15442,  Extra  1752  North.  Neces- 
sary attention  was  given  defect,  in  order  to 
prevent  possible  accident. 

Switchtender  Robert  Schwenck  has  been 
commended  for  discovering  brake  beam 
down  on  car  in  train,  Extra  1629  North, 
passing  Thirty-first  Street,  January  7th,  and 
action  taken  in  stopping  the  train  and  notify,- 
ing  crew,  thereby  removing  possible  cause 
of  an  accident. 

Towerman  J.  A.  Wagner,  Kensington,  has 
been  commended  for  discovering  brake 
beam  dragging  under  car  being  handled  in 
transfer  train,  Engine  752,  moving  North 
over  interlocker  December  29th.  Train  was 
stopped  at  Burnside  and  brake  beam  re- 
moved, thereby  preventing  possible  acci- 
dent. 


in  stopping  train,  in  order  to  prevent  pos- 
sible accident. 


ILLINOIS  DIVISION 

Agent  F.  W.  Stephens,  Danforth,  has  been 
commended  for  discovering  brake  beam 
dragging  on  Extra  1841  North,  December 
6th.  Train  was  stopped  at  Ashkum,  and 
defect  remedied,  thereby  preventing  possible 
accident. 

Brakeman  C.  W.  Clark,  Champagne,  on 
Extra  1703,  moving  South.  November  13th, 
has  been  commended  for  discovering  car  in 
train  with  truck  derailed,  and  action  taken 


ST.  LOUIS  DIVISION 

Switchman  C.  S.  Settlemoir,  of  Benton, 
111.,  recently  turned  in  eighty-six  air  hose, 
eleven  an^le  cocks  and  six  couplers  or  draw 
bars.  This  is  indeed  an  indication  that  Mr. 
Settlemoir  has  the  welfare  of  his  company 
at  heart.  If  each  employe  would  endeavor 
with  the  same  zeal  to  stop  loss  and  waste, 
the  net  revenue  of  the  Illinois  Central  Rail- 
road Company  would  be  very  materially 
augmented. 

Fireman  A.  F.  West,  Extra  1504  North, 
at  Carbondale,  has  been  commended  for  dis- 
covering and  reporting  draw  bar  almost  out 
on  N.  Y.  C.  car.  Necessary  repairs  were 
made,  and  undoubtedly  prevented  possible 
accident. 

Crossing  Flagman  Frank  Lill,  Belleville, 
111.,  has  been  commended  for  discovering  car 
in  Extra  1857,  January  1st,  derailed  and 
signalling  engineer  to  stop  train.  This  ac- 
tion undoubtedly  prevented  possible  acci- 
dent. 


SPRINGFIELD  DIVISION 

Engineer  J.  W.  Gallagher,  Fireman  F. 
Massey,  Conductor  C.  P.  Freeman  and  Flag- 
man E.  L.  Mitchell,  Train  523,  December 
3rd,  have  been  commended  for  action  taken 
when  automobile  stopped  on  track  at 
Divernon. 


The  Pioneer  Railroads  of  the  Lower  Mississippi  Valley 

Second    Period 

The    Beginning  of  the  Trunk  Lines 
I  846  to   I  865 

By  C.  R.  CALVERT 
Traveling  Freight  &  Passenger  Agent,  Y.  &  M.  V.   Railroad,  Memphis,  Tenn. 

(Continued  from    December  Issue) 


The  report  provided  for  a  steam  ferry 
across  the  Mississippi  River  and  the  ex- 
tension to  St.  Louis  up  the  west  bank. 

The  entire  year  1847  was  given  up  to 
this  preliminary  work;  and,  on  January 
1st,  1848,  no  definite  steps  had  been 
taken  toward  the  construction  of  the 
road.  But,  on  •  February  3,  1848,  a 
charter  was  granted  by  the  State  of 
Alabama  to  the  "Mobile  and  Ohio  Rail- 
road Company"  to 

Locate,  construct  and  finally  complete 
a  single,  double  or  treble  railroad  or 
way,  from  some  suitable  point  in  the 
City  of  Mobile,  in  a  western  or  north- 
western direction  to  the  west  line  of 
the  State  toward  the  mouth  of  the  Ohio 
River. 

The  incorporators  of  the  company 
were: 

Jonathan  Emanuel 

Sidney  Smith 

Samuel  N.  Fisher 

Arch  W.  Gordon 

John  G.  Whitsett 

George  N.  Stewart 

Chas.  Banon 

John  Bloodgood 

Chas.  Gascoigne 

M.  T.  D.  Baldwin 

Moses  Worine 

Joshua    Campbell 

Miguel  D.  Eslava 

Philipp  Philipps 

"with    such    others    as    shall    associate 
themselves  with  them." 

On  February  17th.  the  Mississippi 
Legislature  granted  a  charter  to  the  Ala- 
bama Company  to  extend  its  line  "in 


70 


the  State  of  Mississippi  from  the  Ala- 
bama State  line  to  the  State  of  Tennes- 
see in  such  direction  and  on  such  a 
route  as  may  be  deemed  most  expedi- 
ent." 

Similar  charters  were  granted  in  Ken- 
tucky on  February  26th,  and,  in  Ten- 
nessee, on  February  28th,  of  the  same 
year;  and,  on  June  7th  (1848)  a  meet- 
ing of  those  who  had  subscribed  to  the 
stock  of  the  proposed  company  was  held 
in  Mobile  and  the  organization  accom- 
plished. 

The  Board  of  Directors  soon  after- 
ward perfected  their  organization  by 
the  election  of  Mr.  Sidney  Smith,  Presi- 
dent; Mr.  Alfred  Irwin,  Secretary,  and 
General  Thos.  McCoy.  Treasurer. 

A  committee  was  appointed  to  secure 
a  Chief  Engineer,  and  this  committee 
went  north  wit«  the  idea  of  securing 
a  man  with  experience  in  the  construc- 
tion of  railroads  on  a  more  extensive 
scale  than  had  been  possible  in  the 
south.  Capt.  John  Childe  was  em- 
ployed as  Chief  Engineer  of  the  com- 
pany, and  the  report  of  the  committee 
states  that  he  was  "a  gentleman  whose 
high  reputation  and  great  and  varied 
experience  in  railroad  construction 
qualify  him  eminently  for  the  place." 

On  January  5th,  1849,  Engineer 
Childes  made  a  preliminary  report  to 
President  Smith  from  Columbus,  Ky., 
after  he  had  personally  examined  the 
routes  proposed  by  the  locating  Engi- 
neers and  analyzed  the  prospective  traf- 
fic, and  his  conclusions  were  summed 
up  in  one  sentence — "you  can  have  no 


ILLINOIS  CENTRAL  MAGAZINE 


apology  for  making  other  than  a  per- 
manent, first-class  road,  as  good  as  the 
best  in  the  Eastern  States." 

In  this  report,  Mr.  Childe  assumed 
that  "the  passenger  fares,  on  this  road, 
will  be  from  2%  to  3l/2  cents  per  mile, 
inverse  to  the  distances ;  and  freight 
charges  will  be  \y2  to  3  cents  per  ton 
per  mile  for  Agricultural  Products, 
Salt,  Lime,  Plaster,  etc.,  and  %y2  to  5 
cents  per  ton,  per  mile,  for  important 
merchandise." 

At  the  first  regular  annual  meeting  of 
the  Board  of  Directors,  which  was  held 
on  February  5th,  1849,  resolutions  were 
adopted  which  provided  that  the  Fed- 
eral Government  should  be  requested  to 
grant  to  the  Mobile  and  Ohio  Railroad 
and  the  "Central  Railroad  of  Illinois ' 
the  alternate  sections  of  Government 
land  along  the  routes  of  those  roads, 
upon  the  ground  that  these  roads  would 
form  a  connection  between  the  Cities  of 
Chicago  and  Mobile  and  "in  connection 
with  the  line  of  steamships  from.  Mo- 
bile to  the  Isthmus  of  Tehuantepec, 
across  the  Isthmus,  and  connection  with 
the  steamships  on  the  Pacific  Coast, 
would  form  a  through  route  from  the 
Great  Lakes  to  Oregon  and  California.'' 

The  matter  was  successfully  pre- 
sented and  the  Action  of  Congress  in 
1850  made  the  grant  to  the  two  roads 
named. 

Early  in  this  year — 1849 — the  road 
was  located  from  Mobile  to  Bucka- 
tunna,  a  distance  of  seventy  miles,  and 
contracts  were  let  for  short  sections  of 
road,  to  Riddle  &  Company.  A  com- 
mittee had  also  been  appointed  to  de- 
cide upon  the  point  of  entrance  to  the 
city  and  site  for  depot. 

The  Board  finally  determined  upon 
the  location  "at  the  corner  of  Hunt  and 
Royal  streets,  and  extending  northwest- 
wardly, embracing  an  area  of  forty  or 
fifty  acres." 

The  discussion  of  other  sites  brought 
out  the  objection  that  "the  road  would 
cross  all  the  principal  thoroughfares 
leading  from  the  citv  and , would  render 
the  employment  of  expensive  horse 
power  inevitable." 

This    calls    to    mind    one    of    the    pe- 


culiar conditions  that  existed  where  the 
depots  were  located  in  the  center  of  the 
towns.  The  locomotives  were  not  per- 
mitted to  enter  the  city,  but  'were 
stopped  at  the  edge  of  the  city  and  the 
cars  drawn  by  horses.  DeBow's  Com- 
mercial Review  for  1850  has  the  follow- 
ing description  of  one  of  the  roads  in 
Philadelphia : 

Between  the  depot  in  Market  Street 
and  the  locomotive  station,  the  trucks 
are  drawn  by  horses  on  railways  con- 
ducted through  the  streets.  At  the 
locomotive  station,  the  trucks  are 
formed  into  a  continuous  train  and  de- 
livered to  the  locomotive. 

And  in  the  description  of  one  of  the 
New  York  roads  reads  as  follows : 

The  carriages,  on  entering  the  town, 
are  drawn  by  horses;  four  horses  being 
allowed  to  each  coach.  Each  coach 
carrying  from  sixty  to  eighty  persons 
and  being  constructed  like  the  railway 
coaches  in  general  in  the  United  States. 

Mr.  George  S.  Gaines  and  Mr.  John 
S.  McRea  had  been  appointed  Commis- 
sioners to  travel  over  the  route  of  the 
proposed  road  and  interest,,  the  people 
in  the  road,  soliciting  subscriptions  to 
the  stock  and  having  the  various  com- 
munities vote-  assistance  to  the  road. 
The  City  of  Mobile  had  voted  a  special 
tax  of  three  hundred  thousand  dollars 
and  the  original  subscription  to  the 
stock  had  brought  $631, -700.00  but  it 
was  necessary  that  the  work  should  be 
pressed  at  all  points  if  progress  was  to 
be  made  that  would  keep  up  the  interest 
in  a  project  that  was  so  expensive  and 
so  new  to  the  people,  and  this  required 
the  assurance  of  large  sums  of  money 
when  the  work  should  be  commenced. 

In  October,  1850,  contracts  were 
placed  with  Bailey,  Brothers  &  Co.,  in 
Wales,  for  "3,560  tons  of  rails,  of  the 
'T'  pattern,  to  weigh  65  pounds  to  the 
linar  yard  and  to  be  of  the  best  qual- 
ity." The  Engineer's  report  states  that 
"this  contract  was  made  at  a  very  fa- 
vorable time,  when  the  prices  were  at 
the  lowest ;  and,  at  average  freight 
rates,  will  be  delivered  at  the  company's 
wharf  at  Mobile  at  the  low  cost  of 
thirty-eight  dollars  per  ton  of  2,240 

pounds."  (To  be  Continued.) 


Sporti 


AUDITOR  OF  STATION  ACCOUNTS' 
OFFICE 

The  bowling  league  has  now  finished  its 
.fourteenth  week,  with  the  A.  P.  R.  team  in 
the  lead.  The  A.  S.  A.  team  is  a  good  fin- 
isher, however,  and  as  the  season  is  just  a 
little  over  half  through,  we  expect  them  to 
be  on  the  top  at  the  finish. 

The  wife  of  one  of  the  players  was  over- 
looked in  the  past  in  not  being  included 
among  those  present,  however,  she  can 
blame  her  husband  for  not  making  her  ac- 
quainted, so  Mrs.  Beusse  don't  think  this 
oversight  was  intentional. 


The  Misses  Crane  and  Vaftderlinden  have 
been  pretty  regular  in  attendance.  Why 
can't  we  have  more  rooters,  as  it  is  the 
rooting  of  the  A.  P.  R.  and  F.  C.  A.  sup- 
porters that  has  put  them  on  top. 

O.  E.  Hulsberg  and  E.  O'Rourke,  our 
stars,  are  knocking  'em  dead,  Hulsberg  get- 
ting a  618  series  and  O'Rourke  a  268  game 
in  the  last  month.  Lamon,  Bausmith  and 
Swanson  are  all  improving  and  there  is  no 
doubt  but  that  the  A.  S.  A.  will  be  on  the 
top  soon,  so  let's  go. 

Below  is  the  standing  of  the  teams  Janu- 
ary 25th,  with  the  ten  high  bowlers: 


Per 

Team 

Won     Lost     Cent 

Audr.   Pass.   Rec  

31 

11         735 

Frt.   Cl.  Agt  

...  26 

16         619 

Audr.  Sta.  Accts  

...  25 

17         595 

A.  F.  R.  No.  1  

...  21 

21         500 

A.  F.  R.  No.  2  

...  19 

23         452 

A.  F.  R.  No.  3  

...     4 

38          095 

Total 

Name 

Games 

Pins 

Average 

Chalup   

24 

4,348 

181-4 

Calloway  

42 

7,437 

177-3 

White  

9 

1,592 

176-8 

Tersip  

42 

7,387 

175-37 

Beusse    

36 

6,262 

173-34 

Pierce  

42 

7,288 

173-22 

Does  

42 

7,155 

170-15 

rlulsberg  

42 

7,101 

169-3 

O'Rourke    

42 

7,038 

167-24 

Smith    

42 

6,969 

165-39 

Total 

Pins        High       High 

Pins 

Game       Game     Series 

34,882 

830-20          946          2,742 

33,360 

794-12          929          2,581 

32,953 

784-25          995          2,634 

33,715 

802-21      1,011          2,540 

32,396 

771-14          884          2,485 

30,346 

722-23          858          2,313 

High 

High                 Club 

Game 

Series   Psgr.   Receipts 

231 

633     F.  C.  A. 

224 

603     F.  R.—  One 

236 

554     F.  C.  A. 

224 

593      F.  R.—  Two 

214 

559      Psgr.   Receipts 

224 

584     F.  R.—  One 

232 

558     Aud.   Sta.  Accts. 

239 

618      Aud.  Sta.  Accts. 

268 

580     F.  R.—  One 

211 

561 

72 


ILLINOIS  CENTRAL  MAGAZINE 


73 


SOUTH  WATER  STREET  STATION 

The  Illinois  Central  Team  (South  Water 
Street  clerks)  on  January  16th  played  the 
Winterburn  Show  Printing  Co.  at  the  Wa- 
bash  Alleys,  and  it  was  certainly  an  excit- 
ing game.  As  a  dandy  team  has  been  or- 
ganized our  players  are  anxious  to  meet  a 
few  of  the  other  teams  on  the  system.  For 
arranging  games  call  Begley,  Wabash  2200, 
Local  307.  Following  is  the  score: 

1st  game  2nd  game  3rd  game 

J.  O'Brien  152  146  143 

Finnerty    170  137  159 

Begley  181  174  160 

O'Brien    207  162  164 

Johnson  213  165  183 

923  784  809 

Visiting  team  809  901  768 

Total,  2,516  pins. 

Total,  2478  pins. 

Total  gain,  38  pins. 

Since  the  above  game  was  played,  our 
team  has  received  a  challenge  from  the  Fort 
Dodge.  Iowa,  Team  for  a  game  at  that  city. 
This  challenge  has  been  accepted  and  report 
will  be  made  in  next  issue. 


INDOOR  AND   OUTDOOR  BASEBALL 
AT  BURNSIDE 

The  indoor  and  outdoor  baseball  league 
was  organized  at  Burnside  shops  last 
spring,  and  during  the  season  twenty 
games  were  played  by  .teams  representing 
the  clerical  department,  machine  shop, 
blacksmith  shop,  boiler  shop,  tin  shop  and 
car  department. 

E.  Hank  was  manager  of  the  "Pen  Push- 
ers," and  "Slim"  Faber,  captain. 

Whitey  Ruppert,  manager  of  the  "Nut 
Splitters,"  and  Heinie  Spiller,  captain. 

Tony  Digard,  manager  of  the  boiler  shop 
"Rivet  Slingers,"  and  F.  Bull,  captain. 

Dick  Case  managed  the  tin  shop  team, 
with  John  Schneider  acting  as  captain. 

A.  Satoria,  manager  of  the  car  depart- 
ment, and  L.  Satoria  acted  as  captain. 

The  roundhouse  was  represented  by  a 
strong  team,  but  did  not  take  part  in  the 
elimination  series,  played  at  the  close  of  the 
season  for  the  silver  cup. 

This  was  the  first  year  in  which  the  dif- 
ferent departments  at  Burnside  were  rep- 
resented in  a  league  and  the  interest  dis- 
played was  gratifying. 

Large  crowds  of  employes  witnessed 
every  game  played  during  the  lunch  period, 
12  to  12:30. 

Ball  bats  and  other  necessary  equipment 
were  kindly  furnished  the  league  by  the 
Y.  M.  C.  A.  secretary,  Mr.  E.  E.  Hennessee, 
and  this  gentleman  has  promised  further 
aid  for  next  year.  During  the  winter  the 
proper  -officials  will  be  solicited  to  furnish 
an  athletic  field  for  the  "boys"  at  a  desir- 
able location,  just  south  of  the  machine 


shop.  At  present  games  have  to  be  played 
on  cinder  diamonds  inside  the  plant  inclo- 
sure. 

The  league  officials,  with  the  co-operation 
of  Mr.  Hennessee,  hope  to  induce  the  com- 
pany officials  to  see  the  wisdom  of  provid- 
ing a  proper  athletic  field,  where  baseball, 
football  and  other  games  can  be  played, 
between  not  only  the  clubs  of  the  league, 
but  visiting  clubs  from  other  division 
points. 

A  beautiful  silver  cup  thirteen  inches 
high  and  suitably  engraved  was  donated  to 
the  league  by  departmental  and  supervisory 
foremen  and  officials  of  the  plant,  and 
same  is  now  on  exhibition  in  office  of  the 
general  foreman.  This  trophy  must  be  won 
three  times  before  being  retained  perma- 
nently by  any  one  team  in  the  league. 

Arrangements  are  now  being  made  to 
give  a  reception  and  dance  at  the  Calumet 
Hall,  Sixty-second  and  Cottage  Grove  ave- 
nue, on  January  28.  The  Rivet  Slingers, 
representing  the  boiler  shop,  won  the  ma- 
jority of  games  played  during  the  series, 
and  are  therefore  champions  for  1920.  This 
club  will  be  presented  with  the  cup  at  the 
dance  on  January  28. 

The  success  of  the  indoor  baseball  league 
and  the  enthusiasm  displayed  by  the  players 
and  spectators,  were  mainly  due  to  the 
combined  efforts  of  Mr.  E.  E.  Hennessee, 
Y.  M.  C.  A.  secretary,  and  our  genial  su- 
pervisor, "Mr.  Rusty"  Moreton.  Both  these 
gentlemen  gave  their  time  and  money  to 
further  the  interests  of  the  league  and  de- 
serve the  thanks  of  all  Burnside  employes. 
Burnside  "Y"  Basketball. 

Through  the  enthusiastic  efforts  of  Mr. 
W.  R.  Davison,  I.  C.  Y.  M.  C.  A.  secretary, 
two  basketball  teams  have  been  organized 
at  Burnside  Shop,  Chicago. 

The  handicap  of  not  having  a  gymnasium 
was  overcome  by  securing  a  park  and  a 
Tiigrh  school  "gym"  for  regular  practice. 
With  the  assistance  of  special  coaches  the 
teams  are  being  rapidly  drilled  into  shape 
and  will  give  a  good  account  of  themselves. 
One  team  classes  as  a  heavyweight,  and 
the  other  lightweight.  Games  can  be  se- 
cured by  addressing  W.  R.  Davison,  I.  C. 
Y.  M.  C.  A.;  Ninety-fifth  and  Cottage  Grove 
avenue,  Chicago,  or  phone  Burnside  31. 


INDIANA  DIVISION 

Sports 

LOCAL  RAILWAY  MEN  VICTORIOUS 
Illinois    Central    Basketball    Team    Defeats 

Similar  Five  From  Palestine 
The  Evansville  Illinois  Central  Railway 
basketball  team  defeated  the  Palestine  I.  C. 
quintet  on  the  Y.  M.  C.  A.  floor  here  Sat- 
urday night  as  a  curtain  raiser  to  the 
Y.  M.  C.  A. -Louisville  volley  ball  game, 
16  to  8. 

The  visiting  team  was  very  fast,  but  on 


74 


ILLINOIS  CENTRAL  MAGAZINE 


the   strange    floor   could   not   overcome   the 
lead  the  locals  piled   up. 

The  first  half  ended  5  to  5. 

George  and  Schmalmack  were  stars  for 
the  locals,  while  Slater  made  two  goals  for 
the  visitors.  Each  of  the  Evansville  stars 
made  two  field  goals.  Slater  also  shot  a 
foul  goal. 

Brock  Stars 

Brock  of  the  visiting  team  was  a  giant 
in  stature  and  was  all  over  the  floor  at 
once.  His  speedy  pass  work  made  possible 
many  of  the  points  made  by  the  losers. 
He  shot  one  foul  goal. 

Next  Wednesday  the  local  quintet  will 
play  the  Grayville  Independents  at  Gray- 
ville,  and  a  week  from  Saturday  night  a 
game  will  be  played  with  Mattoon  I.  C.  men 
here. 

The  officials  at  Mattoon  stated  yesterday 
that  a  special  coach  would  probably  be  used 
to  bring  the  rooters  down  to  witness  the 
game. 

Lineup: 


Evansville  (16)  Palestine  (8) 

Ellis    F Slater 

Shoemaker   F Cobb 

Schmalmack    C Brock 

H.  Townsend  G Solsberry 

C.  Townsend  G Adams 

Substitutions,  George  for  Shoemaker; 
Shoemaker  for  Ellis.;  Ellis  for  Shoemaker. 

Field  goals,  Ellis,  1;  Shoemaker,  1; 
Schmalmack,  2;  H.  Townsend,  1;  George, 
2;  Slater,  2;  Cobb,  1. 

Foul  goals,  H.  Townsend,  1;  George,  1; 
Slater,  1;  Brock,  1. 

Referee,  Loebs. — Evansville  (Ind.)  Cour- 
ier. 


IOWA  DIVISION 

The  Iowa  Division  Bowling  Club  will  ac- 
cept the  challenge  of  the  Fordham  Pleasure 
Club  for  a  series  of  games  and  would  like  to 
hear  from  them;  also  the  South  Water 
Street  Club.  For  games,  write  A.  F. 
Halfpap,  manager,  Illinois  Central  Bowling 
Club,  care  Agent,  I.  C.  R.  R.,  Fort  Dodge, 
Iowa. 


SOUTH  WATER  STREET  STATION 

All  employes  at  South  Water  Street  Sta- 
tion are  interested  in  "Freight  Solicitation 
Cards"  and  from  letters  received  in  this  of- 
fice, the  patrons  of  our  road  consider  the 
idea  a  good  one,  and  have  written  many  fine 
letters  in  reply  to  our  cards. 

Our  team  track  teller,  Mr.  Goergen,  is 
expecting  to  spend  a  week  end  in  southern 
Illinois  on  a  hunting  trip  in  the  near  future. 
It  is  said  there  is  big  game  in  that  part  of 
the  country,  but  one  must  hunt  for  oil  with 
a  sounder  and  drill. 

Miss  Dolan  recently  returned  from  a  brief 
visit  in  Buffalo. 

Bob  Johnson,  Grover  Wray,  Tom  Crow,, 
Arman  Kehle  and  James  Lyons  make  up  the 
basket  ball  team  of  the  Out-Freight  Depart- 
ment and  would  like  to  hear  from  any  other 
five  in  the  service. 

Congratulations  are  extended  by  all  to 
Chester  Norko,  who  has  recently  embarked 
upon  the  sea  of  matrimony. 

W.  T-  Pennington,  of  the  Accounting  De- 
partment, spent  a  very  delightful  vacation 


with  relatives  and  friends  in  the  South,  re- 
cently. 

Miss  Hazel  Lohrman  was  absent  for  sev- 
eral days  because  of  illness,  but  we  are 
pleased  to  report  she  is  back  on  duty. 


Miss  Mae  J.  Nolan  was  the  dinner  guest 
of  Mrs.  Pearl  E.  Wickline,  of  Homewood, 
recently. 

As  prophezied  in  last  issue,  an  other  one 
of  our  young  ladies,  Miss  Florence  Fugen- 
schuh,  is  planning  on  leaving  the  services 
of  the  company  the  latter  part  of  March  to 
become  the  bride  of  Mr.  Leroy  Langdon,  of 
Indianapolis,  Ind.  Miss  Fugenschuh  is  a 
very  busy  young  lady,  getting  ready  for  the 
big  event. 

Miss  Mildred  Fairfield  resigned  her  posi- 
tion January  31st  to  re-enter  the  University 
of  Illinois. 

Misses  Grace  and  Irene  Nolan  spent  a 
day  at  Beaverville,  111.,  visiting  relatives. 

Mr.  Fred,  Laenhardt,  chief  mail  clerk,  who 
is  on  a  leave  of  absence  on  account  of  ill 


ILLINOIS  CENTRAL  MAGAZINE 


75 


health,  was  a  visitor  recently.  Mr.  Laen- 
hardt  is  looking  much  better  and  we  hope 
after  another  month's  rest  he  will  have  fully 
recovered  his  health. 

Miss  Vesta  A.  Shoesmith  entertained  Mrs. 
Bigelow  and  Mr.  Lee  Robinson  from  the 
office  of  the  general  superintendent  of  mo- 
tive power,  Mrs.  Wickline,  Mr.  Dan  Trotter 
and  Mr.  W.  C.  Hill.  'A  very  pleasant  eve- 
ning was  enjoyed  by  all. 

Mrs.  Glen  Buell,  formerly  Miss  Ellen 
Nyquist,  made  us  a  short  visit  recently. 

Raymond  Goldberg  is  doing  his  best  to 
keep  down  the  postage  bill.  Stick  with 
them,  Ray. 

AUDITOR  OF  STATION  ACCOUNTS' 
OFFICE 

Retrenchment  is  the  topic  of  the  day  and 
if  we  want  to  keep  our  present  good  wages 
we  must  produce  more,  so  now  let  us  all 
resolve  to  do  our  best  to  keep  our  depart- 
ment in  the  lead  in  efficiency,  where  it  has 
always  been. 

It  was  reported  around  the  office  recently 
that  "Beau  Brummell"  Stark  was  secretly 
married,  but,  as  usual,  he  denied  the  state- 
ment amid  blushes. 

From  the  number  of  employees  attending 
the  dentist,  you  would  think  prices  had  gone 
down.  First  our  chief  clerk,  Mr.  Hodgdon, 
and  then  Durant  and  Larsen.  Who's  next? 

Edna  Nelson  is  certainly  a  very  forgetful 
young  lady.  One  morning  while  running  for 
the  train  she  heard  a  bell  ringing  very  loudly. 
Upon  opening  her  bag  she  found  that  she 
was  taking  her  alarm  clock  to  work  with 
her. 

Joe  Murphy,  Turner  and  Ryan  of  the  A. 
S.  A.  Dept.  with  McCarthy  and  Bax  of  the 
A.  F.  R.,  bowled  the  A.  F.  R.  No.  3  team 
Saturday  afternoon,  January  15th,  and 
simply  ran  away  from  them,  due  to  the  good 
bowling  of  McCarthy,  Bax  and  Murphy. 
"Santa  Claus"  Broderick  and  "Christmas 
Tree"  Wiggington  were  a  little  peeved. 
However,  they  were  good  losers.  "Kernel 
Cootie"  Henderson  has  challenged  us  to  an- 
other match-game,  but  we  are  going  to  rest 
on  our  laurels  for  this  season. 

The  Misses  Hayden  and  Coyle  are  con- 
templating a  trip  to  St.  Louis  soon  to  visit 
our  ex-typist,  Agnes  McMorrow,  who  is  now 
connected  with  the  Mo.  Pac.  R.  R. 

Mr.  Enholm,  was  seen  walking  along 
Stony  Island  Avenue  and  Seventy-ninth 
Street  Sunday  afternoon,  January  23rd,  with 
a  very  pretty  young  lady.  What  were  you 
doing,  Walter?  Looking  at  bungalows. 

I.   C.  Frolickers 

A  select  group  from  Vice  President 
Blauvelt's  office  engaged  in  festivities  at 
the  home  of  Miss  Regina  Heuer  of  Home- 
wood  recently.  The  girls  started  the  offen- 
sive with  a  snowball  encounter  and  were 
not  satisfied  until  each  of  their  faces  were 


washed.  The  hostess  entertained  with 
some  very  fitting  recitations.  The  rugs 
were  then  removed  and  all  danced  until  con- 
tent and  then  played  some  "brain-racking" 
games  in  which  the  girls  proved  most 
brilliant.  The  hostess  emerged  with  high 
honors  by  winning  the  hand-painted  water- 
proof strainer.  A  most  gorgeous  goose 
dinner  was  served  and  gossip  has  it  that 
the  hostess  inadvertently  put  some  spirits 
in  the  "fruit  salad,"  much  to  the  indigna- 
tion of  some  of  those  present — more 
particularly  the  young  men.  A  good  time 
was  reported  by  all.  Those  present  were 
the  Misses  Marshall  and  Hoffman,  Mr. 
Menzel,  fiance  of  the  hostess,  Messrs.  Clet- 
tenburg  and  Hoffman. 


Purchasing  Department 
Teddy  Miller,  the  "sax"  player  of  the  Pur- 
chasing  Department,   spent   the   holidays   at 
Bloomington,   Indiana.     We   were   all   won 
dering   why   take   the   "sax"    along? — but    it 
has  developed  there  is  a  reason — the  young 
lady  plays  the  piano   wonderfully  well — but 
does    she    know    about    the    luncheon    with 
Zimmy? 

Miss  Ella  Broeker,  clerk  in  the  Account- 
ing Department,  has  taken  a  two  months' 
leave  of  absence  due  to  a  nervous  break- 
down. It  is  the  earnest  wish  of  the  Pur- 
chasing Department  that  Ella  will  return  in 
March  much  benefited  by  her  rest. 

ACCOUNTING  DEPT.,  63RD  STREET 
Let's  Hearken  Back  to  the  Old  Days 

Do  you  remember  way  back  (well  it 
wasn't  so  far  back  either)  when  the  Auditor 
of  Freight  Receipts'  Department,  had  the 
justly  earned  reputation  the  country  over, 
of  being  the  best  conducted  office  of  its 
kind  in  the  United  States? 

The  officials  took  natural  pride  in  the  fact, 
and  the  clerical  help  were  then,  always  to 
be  relied  upon  when  this  reputation  was 
ever  questioned  or  at  stake. 

To  undertake  any  class  of  work  meant 
that  it  was  to  be  done,  in  the  shortest  pos- 
sible time  and  its  accuracy  to  be  above  re- 
proach. , 

Everybody  took  this  as  a  matter  of 
course.  A  sense  of  personal  pride  seemed 
to  pervade  the  entire  force.  They  were  all 
live  ones — a  dead  one  could  not  exist  nor 
would  he  be  tolerated  amongst  them,  and 
everyone  was  happy. 

The  Great  Word  War  came,  we  are  try- 
ing to  forget  it  as  fast  as  possible.  Huge 
war  industries  for  Army  and  Navy  equip- 
ment commenced  and  increased  by  leaps 
and  bounds,  until  labor  and  help  of  every 
description  were  attracted  by  the  large  in- 
ducements offered,  to  such  an  extent  that  all 
other  industries  were  placed  in  the  position 
of  getting  along  as  best  they  could  with 
any  help  obtainable. 

The  inexperienced,  and  often  incompetent, 


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ILLINOIS  CENTRAL  MAGAZINE 


forced  their  way  into  the  places  of  the  old 
reliables  by  stress  of  circumstances,  and  as 
a  consequence  precision  of  previous  days 
became  replaced  with  careless  indifferent 
work,  notwithstanding  all  precaution  taken 
to  prevent  it.  Even  the  business-like  atti- 
tude of  the  older  clerks  relaxed  as  the  fever 
of  War  carried  them  away  and  their  sym- 
pathies swayed  with  the  success  or  repulse 
of  the  contending  nations.  The  times  were 
pregnant  with  possibilities.  The  duties  in 
which  we  were  engaged  became  a  secondary 
consideration.  The  feeling  was  tense  and 
such  being  the  case  only  such  application 
as  was  absolutely  necessary  was  given  to 
the  duties  of  regular  employment. 

For  over  two  years  we  were  held  in  a 
state  of  expectancy — apprehension.  We 
entered  the  War,  the  fever  became  a  frenzy. 
We  were  called  upon  to  register.  Our  boys 
went  to  camps  and  to  France;  we  bade 
them  goodbye  and  expected  to  follow  them 
soon.  We  saw  the  parades  when  they  left 
us,  the  baby  in  his  father's  or  perhaps  his 
brother's  arms,  his  mother  clinging  by  his 
side,  with  wistful  gaze  at  his  face,  and  as 
we  looked,  the  strongest  was  moved  to 
tears.  We  heard  a  band  go  by,  or  per- 
chance a  train  of  soldiers  on  their  way,  and 
we  wondered.  We  carried  these  feelings 
with  us,  and  in  a  sense  were  paralized  with 
emotions.  We  did  the  best  we  could",  but 
we  admit  that  same  old  ardor  did  not  pre- 
vail. 

We  heard  the  Liberty  Bond  Drives,  the 
speeches  to  arouse  our  generosity,  one  after 
another  they  came  and  we  were  asked  to 
give  until  it  hurt.  We  responded  to  the  best 
of  our  ability,  and  followed  the  fortunes 
of  Old  Glory  3,000  miles  away  with  all  the 
anxiety  that  the  occasion  called  for. 

Some  eighteen  months  elapsed  and  the 
War  ended,  the  boys  came  back  and  re- 
turned to  their  previous  positions.  We  were 
glad  to  have  them  with  us  again,  friends  of 
many  years.  But  with  Peace  and  them  did 
not  as  yet  return  the  vigor  of  pre-war  times. 
A  lethargy  had  come  upon  us  which  we 
found  hard  to  cast  aside. 

Slowly  but  surely  we  are  getting  back 
to  normal.  The  old  boys  are  back  on  the 
job  again  and  the  less  efficient  are  finding 
it  harder  and  harder  to  hold  their  end  up. 

We  have  heard  the  recent  admonishment 
of  our  Superior  Officer,  Mr.  Shepherd,  for 
more  work  and  more  efficient  accomolish- 
ment,  and  we  assure  him  that  we  will  re- 
spond as  we  did,  when  you  remember  the 
days  way  back. 


CHICAGO    PASSENGER   TERMINAL 

Definition  of  Illinois  Central  suburban 
service,  "Courtesy  'n  Everything." 

William  Kerr  has  returned  from  a  stay 
in  California,  where  he  went  for  his 
health,  and  he  sure  shows  an  improvement. 

Edward  O'Leary  and  Miss  Jewell  Wilkie 


were  all  bound  up  in  the  "holy  bonds  of 
matrimony"  January  8.  Mrs.  O'Leary  is 
employed  as  a  telephone  operator  at  Cen- 
tral Station. 

A  little  nonsense  now  and  then  is  rel- 
ished by  the  best  of  men.  Don't  fall  for 
this.  Nearly  everybody  has  a  well  devel- 
open  bump  of  curiosity.  And  what  does 
it  lead  to. 

An  apple  a  day  will  keep  the  doctor  away. 
Eat  two  and  avoid  a  consultation. 

Attention,  Harry  Darling  and  the  rest  of 
the  record  "hounds."  One  of  the  hardest 
things  about  the  first  of  any  month  is  try- 
ing to  decide  how  many  new  records  to  buy. 

We  experienced  some  odd  cases  when 
looking  for  sleepers  at  Central  Station  re- 
cently, the  names  of  which  corresponded 
with. that  of  yardmasters.  Pullman  car  Ma- 
lone  was  ordered  to  Pullman  shops,  while 
Pullman  car  Boone  was  ordered  in  service 
to  New  York.  Yardmaster  Halladay,  in 
looking  for  the  cars,  asked  a  switchman 
where  Malone  and  Boone  were.  The  re- 
ply: "Malone  went  to  lunch  and  Boone 
walked  down  to  the  repair  yard." 

Station  Master's  Clerk  R.  W.  Medell  is 
the  proud  daddy  of  a  baby  daughter.  Con- 
gratulations. 

William  Smith,  yardmaster,  just  returned 
home  from  the  grand  opening  of  the  Illi- 
nois Central  depot  at  Centralia,  111. 

Switchman  J.  L.  Scudder  is  well  known 
around  Central  Station.  He  can  tip  you  off 
how  to  bet  and  make  money.  Ask  Night 
Clerk  Williams. 

Oscar  Gates,  engine  foreman  on  the  shop 
train,  is  all  togged  up  with  a  new  collar 
on  his  overcoat.  Have  you  seen  the  collar? 
It  speaks  for  itself. 

Suburban  Flagman  Halderson  is  quite 
happy  now;  he  is  the  father  of  a  fine  boy. 

Ticket  Agents  Mrs.  Nellie  Shea,  Miss 
Elizabeth  Lilly,  Mrs.  Susan  Pendleton  and 
Mrs.  Nellie  Reeves  are  about  to  depart  for 
California  for  a  pleasant  sojourn. 

Suburban  Flagman  Tom  Clark  reports 
the  arrival  of  a  boy.  There  will  be  lots  of 
prospective  suburban  trainmen. 

We  are  pleased  to  see  Mrs.  Johanna 
Swartz  back  to  work  after  three  weeks  of 
illness.  We  hope  she  continues  to  improve. 

The  next  time  you  see  Harry  Holmes, 
ask  him  how  many  "picks"  he  has. 

Just  before  going  to  press  we  found  out 
where  Chief  of  Police  Fitzmorris  gets  all 
his  pep.  He  is  a  daily  commuter  on  the 
Illinois  Central  suburban. 

Our  Superintendent  of  Passenger  Service 
is  stepping  high  these  days.  He  is  now  a. 
Grand  Dad.  A  big  boy  arrived  at  his  son's 
house  the  other  day. 

Did  you  see  the  buttons  popping  off  Joe 
Lenzen's  vest?  The  stork  visited  him  and 
left  a  nice  little  girl. 

Gateman    C.    C.    Monds    is    spending    the 


ILLINOIS  CENTRAL  MAGAZINE 


77 


winter  in  the  hills  of  Arkansas.     Why  leave 
Chicago  in  weather  like  this? 

Flagman  Wm.  Kruwell  has  returned  to 
our  midst  again  from  his  Michigan  farm. 
He  reports  some  wonderful  apples  up 
there.  How  about  the  peaches? 

Flagman  E.  Ashton  and  wife  are  on  their 
annual  trip  to  California.  How  do  they 
do  it? 

Conductor  Richardson  is  spending  a  few 
days  in  the  West  on  a  business  trip. 

Conductor  Frank  Coleman  spent  the  holi- 
days on  his  farm.  Leave  it  to  him  to  pick 
out  the  right  time  of  year  to  go  to  a  farm. 

Ticket  Agent  Laura  Goodman  is  going 
to  California.  Have  a  nice  time,  Laura. 

Gateman  Donald  McCurdy  has  been  on 
the  sick  list  for  some  time.  He  is  pro- 
erressing  as  well  as  can  be  exoected.  We 
hope  to  have  him  with  us  again  soon. 

Gateman  F.  C.  Moore  of  Van  Buren 
Street,  one  of  our  World  War  Veterans,  is 
in  the  hospital  for  an  operation. 

Mrs.  Mary  Golden  has  just  returned  to 
work  after  an  extended  trip.  We  hope  she 
had  a  very  nice  trip  and  is  ready  for  an- 
other year  of  hard  work. 

Mrs.  ^  Mary  Holton  has  left  for  Arizona 
and  points  west.  We  hope  she  has  a  fine 
trio. 

Suburban  Flagman  C.  H.  .Donaldson  lis- 
tening to  the  Christmas  Bells  got  "fussed 
no"  and  started  the  Weddine  Bells  a  day 
or  sojater.  Himself  and  bride  are  honey- 
mooning: in  Florida. 

H.  Swanson,  switchman  ?t  Randolph 
Street,  is  in  New  York  on  a  business  trio. 


SPRINGFIELD  DIVISION 

Superintendent's  Office 
S.    C.    Fraoer   and   daughter,    Miss    Olive, 
visited   relatives   in    Chicago   over   the  week 
end. 

Mrs.  M.  J.  Williams  and  daughter  and 
Miss  Nora  Banks  were  Decatur  visitors  re- 
cently. 

Mrs.  E.  Benson  and  daughter,  Miss  Helen 
were  Springfield  visitors  recently. 

F.  E.  Martin  visited  relatives  in  Mattoon 
over  the  week  end. 

John^Sproat  of  Springfield  has  accepted 
a  position  as  stenographer  to  the  superin- 
tendent, relieving  Mrs.  Nelle  Boylan. 

Richard  Smith  has  been  appointed  agent 
at  Zanesville  vice  J.  G.  Munday. 

Claire  Gray  was  a  business  visitor  in  De- 
catur recently. 

Elsie  Vollrath  was  a  business  visitor  in 
St.  Louis  recently. 

Operator  E.  H.  Smith  and  wife  of  De- 
catur left  January  25th  for  an  extended 
trip  through  California. 

Operator  A.  Meliza  and  wife  of  Decatur 
will  leave  about  Feb.  1st  for  an  extended 
trip  through  Florida. 


Operator  W.  H.  Rooker  of  Pawnee  Junc- 
tion returned  to  service  January  25th  after 
an  extended  trip  through  Arkansas. 

W.  H.  Smith  of  Chicago  visited  friends 
in  Clinton  recently. 

Madeline  Bradley  of  the  Store  Depart- 
ment has  been  granted  six  months  leave  of 
absence  due  to  illness  and  has  gone  to  her 
home  in  Vandalia.  James  Andrews  is  work- 
ing in  Miss  Bradley's  place  during  her  ab- 
sence. 

Julia  Coffee  of  the  accounting  depart- 
ment visited  home  folks  recently. 

Mrs.  R.  F.  Deveney,  of  Kenney,  was  a 
visitor  in  Clinton  recently. 

Cecilia  Sharkey,  daughter  of  Conductor 
Sharkey,  spent  several  hours  in  Decatur 
Tuesday  afternoon. 

Virgil  Walker  of  Madison  has  gone  to 
Patoka  for  a  few  days'  vacation. 

W.  E.  Walkup  of  the  engineering  force 
visited  in  Carbondale  recently. 

G.  C.  Harris  spent  a  day  in  St.  Louis. 
R.  M.   Bostick  and  F.  X.  Meindl  of  Chi- 
cago were  here  recently  on  company  busi- 
ness. 

Engineers  Charles  and  Jeff  Sweazy  were 
called  to  Louisville,  Ky.  account  of  theif 
brother  being  seriously  injured. 

Conductor  W.  B.  Herron  has  returned  to 
work  after  several  days  leave  of  absence. 

J.  W.  Hidden,  American  Express  Auent 
at  Clinton  has  been  transferred  to  road  serv- 
ice between  Amboy  and  Centralia.  J.  E. 
Stowell  has  been  appointed  express  agent 
at  Clinton. 

Conductor    E.    E.    Hilbrant    has    returned 
to  work  after  several  days  leave  of  absence. 
Warren  Hickman,  record  clerk,  visited  in 
Mattoon  recently. 

Accountant  John  Ely  made  a  business 
trio  to  Chicago  recently. 

Trainmaster  M.  Sheahan  of  Rantoul  was 
in  Clinton  on  company  business  recently. 

J.  W.  Coffee  of  Vandalia  was  a  Clinton 
visitor  recently  and  also  attended  a  meet- 
ing in  the  Roadmaster's  office. 

Chas.  McAdams  of  Waterloo  was  in  Clin- 
ton recently  enroute  to  Centralia. 

General  Superintendent  W.  S.  Williams 
of  Waterloo  was  a  Clinton  visitor  recently. 

Road  Department. 

Mr.  and  Mrs.  W.  J.  Apperson  and  son 
spent  the  week  end  in  Memphis,  Tenn. 

Instrumentman  -F.  T.  Kraft  was_in  New 
Holland  recently  on  company  business. 

Wm.  Sylvester,  clerk  in  supervisor's  of- 
fice spent  the  week  end  with  friends  in 
Springfield,  111. 

E.  M.  Richardson  and  J.  Buntin  of  resi- 
dent engineer's  office  are  assisting  in  sur- 
vey work  in  Johnson  City  this  week. 

F."  W.  Yeager,  signal  maintenance  fore- 
man, has  returned  from  Bloomington,  In- 
diana. 


78 


ILLINOIS  CENTRAL  MAGAZINE 


Harry  Miller,  clerk  in  roadmaster's  office, 
spent  a  day  in  Kankakee. 

Assistant  Engineer  J.  W.  Swartz  spent 
a  day  in  Waggoner. 

C.  F.  Weld,  supervisor  of  signals,  made 
an  inspection  on  the  Indiana  division. 

A.  Watt,  formerly  employed  in  the  super- 
intendent's office  but  now  employed  in  Mr. 
Porterfield's  office,  was  a  visitor  in  Clinton. 

J.  W.  Staehle,  rodman,  has  returned  from 
Ospur  where  he  was  looking  after  some 
company  business. 

Mrs.  W.  E.  Russell,  wife  of  roadmaster, 
spent  an  afternoon  in  Bloomington  recently. 

Rodman  M.  M.  McClelland  spent  a  day  in 
Pawnee  Junction. 

Miss  Geraldine  Reynolds,  stenographer  in 
roadmaster's  office,  visited  in  Springfield. 


INDIANA  DIVISION 

Road  Supervisor  T.  J.  Brosnahan  went  to 
Champaign  Tuesday  to  attend  a  conference 
at  the  office  of  the  district  roadmaster. 

Fred  Foltz,  chief  clerk  of  the  road  super- 
visor, was  in  Champaign  recently  on  busi- 
ness of  the  company. 

Claim  Agent  M.  E.  Young  returned  from 
a  business  trip  to  Decatur. 

T.  J.  Healy  has  just  been  appointed  to 
be  special  agent  in  charge  of  the  Chicago 
freight  terminals,  effective  from  January  16, 
with  headquarters  at  the  central  station.  He 
is  promoted  from  the  position  of  special 
agent  in  charge  of  the  Illinois  district  with 
headquarters  at  Kankakee.  P.  A.  McDaniel 
comes  from  East  St.  Louis  to  take  his  place 
at  Kankakee.  C.  E.  Rogers  of  Centralia  is 
appointed  assistant  special  agent  at  the  St. 
Louis  terminals. 

Mrs.  M.  E.  Young  went  to  Champaign  for 
a  visit  of  several  days  with  friends. 

Leslie  Fye,  receiving  clerk  at  the  freight 
office,  is  on  his  way  to  Miami,  Fla.,  for  a 
sightseeing  tour  of  several  weeks.  A  postal 
received  from  him  postmarked  Jacksonville 
said  he  was  seeing  fine  sights,  needed  his 
overcoat  every  night,  had  enioyed  the  os- 
trich ranch  and  alligator  farm  and  had 
found  Jacksonville  far  too  large  to  be  seen 
in  six  hours,  so  he  had  marked  it  for  a  re- 
turn visit  on  his  way  back  to  Mattoon. 

The  thrift  of  the  employes  of  the  freight 
office  is  seen  in  the  care  with  which  nails 
are  extracted  from  the  inside  of  cars  and 
saved  for  future  disposal.  About  two  bush- 
els have  accumulated  and  these  are  of  every 
penny  and  in  all  sorts  of  bent  strained  con- 
dition, all  in  uniform  state  of  advanced 
rust. 

Train-Master's  Office 
Indianapolis-Effingham    Districts 

Conductor  J.  W.  Curtiss  has  purchased 
himself  a  bucking  broncho  and  no  doubt  he 
will  be  in  a  position  to  break  gardens  in 
the  spring 

Miss  Rijfh.  Etherton,  Train  Master's  clerk 


at    Palestine    has    been    taking    agricultural 
training    for    pastime,    and    quite    often    she 
has  been  heard   humming  that  old  familiar 
song,  "Down  on  the  Farm." 

Conductor  J.  P.  Hanrahan  has  been  dis- 
placed off  the  Palestine-Centralia  run  by 
Conductor  F.  P.  Mills. 

Brakeman  C.  F.  Stout  left  the  17th  for 
Kankakee.  We  all  hope  he  will  come  back 
feeling  better. 

Conductor  J.  R.  Winterringer  has  sold 
his  property  on  Lincoln  Street.  Please 
notify  all  automobile  agents. 

Conductor  B.  Burge  has  been  very  popu- 
lar on  the  screen  at  the  movies. 

The  Illinois  Central  Boys  out  of  Palestine 
have  organized  a  Basket  Ball  team,  and 
from  all  appearances  it  is  a  "winning"  team. 

Several  of  our  trainmen  have  concluded 
that  "Two  can  live  as  cheap  as  one"  dur- 
ing these  days  of  high  prices  and  have  made 
good  their  belief  by  agreeing  to  trot  in  the 
double  harness  the  rest  of  their  lives.  R.  M. 
Wilson  is  one  of  these  believers.  Who  will 
be  next? 

Chas.  Loos  made  a  trip  to  Chicago,  Jan- 
uary 17th,  to  accompany  his  wife  home. 
Mrs.  Loos  has  been  receiving  treatment  in 
the  Chicago  Hospital. 

G.  Y.  M.  Haehl,  Indianapolis,  took  his 
two  days  off  January  12  and  13.  Night  En- 
gine Foreman  Welk  performed  in  his  ab- 
sence. 

Night  Engine  Foreman  Welk  had  the  mis- 
fortune to  fall  over  a  drawbar  on  the  night 
of  January  6th  slightly  injuring  his  knee, 
laying  him  up  several  days. 

Brakeman  I.  Morris  of  the  north  end  local 
layed  off  sick  January  17.  We  hope  it  is 
nothing  serious. 

Yard  Clerk  Wm.  Meyer  of  Indianapolis 
spent  New  Year's  at  Ft.  Wayne.  It  is  look- 
ing pretty  serious. 

Ex.  Yard  Clerk  Roland  Arens  who  is  at- 
tending school  at  Crawfordsville,  Ind.,  spent 
his  vacation  relieving  the  Indianapolis  Yard 
clerks  during  the  holidays. 

Thieves  entered  the  home  of  Chief  Clerk 
Rinehart,  Indianapolis,  recently.  Among 
other  things  a  silk  shirt  given  him  for 
Christmas  by  his  fellow  clerks  was  taken. 
Bill,  you  will  have  to  wear  your  shirts. 

Conductor  Ed  Harris  of  the  north  end 
local  was  off  about  10  days  the  fore  part  of 
January  account  himself  and  wife  both 
under  the  weather. 

Switchman  E.  O.  Breedlove,  Indianapolis, 
who  was  taken  sick  December  15th  is  still 
unable  to  be  out;  we  hope  for  his  early 
recovery. 

Tra'n-Master's  Office 
Peoria  and  Mattoon  Districts 

P/rakeman  R.  F.  Alsop  is  going  to  prove 
to  his  fellow  workmen  that  two  can  live 
cheaper  than  one.  On  January  8,  1921,  he 
vyas  married,  tQ  Miss  Minnie.  Miller,  a  popu- 


ILLINOIS  CENTRAL  MAGAZINE 


79 


Jar  young  lady  of  Olney,  111.  Best  wishes, 
Bob,  and  here  is  hoping  that  your  troubles 
will  be  little  ones. 

Switchman  John  Gerbing  and  Orville 
Jordan  of  the  Mattoon  yards,  have  returned 
from  East  St.  Louis,  where  they  went  on 
company  business. 

Conductor  R.  F.  Whist  has  reported  for 
duty  after  a  short  vacation.  He  was  re- 
lieved by  Conductor  J.  A.  Law. 

Conductor  C.  A.  Richmond  has  returned 
to  work  after  being  off  several  days  account 
death  in  his  family. 

The  matrimony  business  is  good  in  spite 
of  the  high  cost  of  ham  and  eggs.  An- 
nouncement has  been  made  of  the  approach- 
ing wedding  of  Brakeman  H.  E.  Ely  and 
Miss  Lois  Head.  Congratulations! 

Brakeman  Walter  Moore  spent  a  few 
days  in  Memphis  recently. 

We  are  wondering  why  Brakeman  E.  L. 
Kirkpatrick  goes  so  frequently  to  Tuscola. 
"Kirk"  says  it  is  business — we  agree.  Has 
she  named  the  day? 

Brakeman  A.  W.  Gustafson  has  returned 
to  work  after  a  short  vacation. 

Switchman  W.  F.  Rousey  and  wife  of 
Evansville,  Ind.,  have  gone  to  Jacksonville, 
Tampa,  and  Havana,  Cuba,  for  the  re- 
mainder of  the  winter  account  of  the  health 
of  Mrs.  Rousey. 

Switchman  C.  A.  Grace,  Evansville,  Ind., 
is  spending  a  few  days  in  New  Orleans  at- 
tending the  races. 

Mrs.  J.  R.  Baird  and  children,  Evansville, 
Ind.,  are  spending  a  few  days  in  Henderson 
with  relatives. 

Switchman  O.  P.  and  J.  A.  Schweitzer, 
Evansville,  Ind.,  have  gone  to  East  St. 
Louis  for  a  visit  with  their  brother. 

Switchman  A.  Williams  of  Evansville, 
Ind.,  held  down  the  Yard  Master's  job  while 
P.  H.  Sheedy  had  his  two  days'  vacation. 

Yard  Clerk  S.  G.  Melchoir,  Evansville, 
Ind.,  has  returned  to  work  after  being  off 
two  weeks  account  blood  poisoning. 

Yard  Clerk  Raymond  Ver  Wyne,  Evans- 
ville, Ind.,  has  gone  to  Morganfield,  Ky., 
for  a  visit  with  relatives. 

Mrs.  Mary  Graham,  mother  of  Yard  Clerk 
Graham  of  Evansville,  Ind.,  is  in  Nashville, 
Tenn.,  for  a  month's  visit  with  relatives. 

Chief  Yard  Clerk  John  Wood  and  family 
are  visiting  friends  and  relatives  in  New 
Castle,  Ind. 

Miss  Helen  Haettinger,  daughter  of  Gen- 
eral Yard  Master  O.  E.  Haettinger,  who  re- 
cently submitted  to  an  operation  for  the 
removal  of  adenoids  is  much  improved. 
This  accounts  for  the  cheerful  disposition 
of  her  father. 

Miss  Victoria  Gustafson,  Clerk  to  Train 
Master,  spent  a  day  with  her  sister  in 
Champaign. 

Yard  Clerk  William  Severns  contemplates 
a  trip  to  Evansville,  Ind.,  in  the  near  future. 


While  at   Evansville  he  will  visit   his  uncle, 
Engineer   C.   H.   Munson   and   family. 

Chief  Dispatcher's  Office 

Dispatcher  Storms  is  going  to  take  the 
Shriners'  degree  and  Dispatcher  H.  H. 
Weatherford,  Champaign,  is  going  to  take 
the  trip  with  him  in  order  to  see  that  he 
stays  on  the  goat.  Here's  hoping,  Stormy, 
that  they  don't  get  your  goat. 

January  23rd  is  a  big  day  for  Operator 
Whitesitt  who  is  going  to  take  examination 
for  Train  Dispatcher — Best  of  Luck, 
Whitey. 

Mr.  Harry  Noe  is  taking  a  little  vacation 
in  Chicago  and  is  going  to  treat  'em  all  nice 
and  win  the  $50.00  Tribune  prize. 

Operator  McGowan  needs  a  wife  to  look 
after  him,  girls — wonder  why  he  had  his 
landlady  sew  his  buttons  on  his  coat  with 
WAX  THREAD— Ask  me,  Ask  me— Mae 
Tinee. 

The  Dispatcher's  office  looks  vacant  now 
since  they  moved  tons  of  tonnage  clerks 
in  the  Accountants'  office — No  offense, 
Norienne. 

With  all  apologies  to  Shakespeare — 

"Werth  got  a  box  of  candy, 

It  sure  was  a  dandy, 

But  our  tonnage  clerk  likes  candy  too; 

And  Werth  didn't  know  what  to  do; 

When  Norienne  took  it,  he  was  mad, 
That's  the  reason  he  looks  so  sad, 

Erwin    Carl   Werth,    never   fear, 

Santa  will  bring  you  another,  next  year. 

Mattoon  Shops 

Miss  Irene  Gucker  filled  position  of  Miss 
Harriett  Bledsoe,  Stenographer  in  office  of 
Master  Mechanic  Bell  for  a  week,  while 
Miss  Bledsoe  was  enjoying  the  "sights"  in 
New  York. 

G.  E.  Leach,  Clerk  in  office  of  Master  Me- 
chanic, spent  New  Year's  with  his  Brother 
Claud  in  Parsons,  Kan. 

J.  C.  Alfred,  Pensioned  Carpenter,  has 
returned  home  in  Behams,  Va.,  after  visit- 
ing his  son  in  Mattoon  and  relatives  at 
Neoga. 

A.  Paxton,  Electrician  at  Mattoon,  and 
H.  Shoemaker,  Machinist  at  Mattoon,  are 
contemplating  a  trip  to  Brownsville,  Tex. 

Geo.  Brunson,  Accountant  in  office  of 
Division  Storekeeper  at  Mattoon,  is  in  Chi- 
cago on  Company  business — George  is  sure 
planning  on  a  "Wild"  trip. 

The  Clerks  at  Shops  want  to  know  if  the 
"Courtesy"  Tribune  Reporter  is  in  the 
vicinity  of  Mattoon  as  one  of  the  Clerks 
had  occasion  to  call  Night  Ticket  Agent  of 
the  Illinois  Central  and  wishes  to  say  that 
he  never  received  any  more  courteous  treat- 
ment from  a  Ticket  Agent  in  all  his  travels. 
Keep  it  up,  Mr.  Ticket  Agent,  as  we  all 
appreciate  it. 

H.  Brown,  Machinist  at  Mattoon  Shops, 
visited  his  brother  in  Rock  Island,  111. 


80 


ILLINOIS  CENTRAL  MAGAZINE 


The  final  shipment  of  the  23  piece  band 
has  been  received.  The  instruments  are  of 
the  E.  C.  Conn  make  and  very  attractive. 
The  band  is  composed  of  Employes  of  the 
Illinois  Central  R.  R.  The  first  meeting 
since  the  arrival  of  the  instruments  oc- 
curred Jan.  28,  1921.  The  boys  expect  to  keep 
their  friends  company  for  blocks  around  as 
there  will  be  quite  a  "bit"  of  practice  out- 
side the  regular  band  rehearsal.  Leave  it 
to  the  "1C"  boys  for  the  music  from  here 
on  in. 

Indianapolis  Shop 

On  January  18th,  Division  Officers  H.  J. 
Roth,  J.  A.  Bell,  E.  N.  Vane,  and  Wm. 
Ward  visited  the  shop  and  addressed  the 
employes  on  the  subject — "The  Railroad's 
Condition" — suggesting  ways  that  employes 
could  assist,  in  bettering  these  conditions. 
Employes  generally  are  waking  up  to  the 
situation  and  entering  into  the  spirit  of 
conservation  and  increased  efficiency,  with 
enthusiasm. 

H.  T.  Loughery  seems  to  have  solved  the 
problem  of  avoiding  automobile  accidents — 
is  it  the  dry  weather  or  carefulness  obtained 
through  many  safety  first  campaigns,  H.  T? 

Lest  we  forget  ?  the  income  tax  law  is 
still  on  the  statute  books  ? — Attention 
Mr.  H.  B.  Carnahan! 

M.  B.  Hail  and  wife  are  spending  the 
winter  in  California. 

Thomas    Meyer    has    been    influential    in 
putting    Sumner,    Ind.,    on    the    map.      She 
must  be  some  sweet  lady  to  trap  you,  Tom. 
Indianapolis   Shop 

Wm.  G.  Shelton,  "Crack  Gunner"  of 
Uncle  Sam's  navy  is  keeping  in  practice 
since  his  discharge  on  the  pool  table. 

The  following  members  for  the  Indian- 
apolis Shop  1921  Safety  Committee  have 
been  announced — Wm.  Gabbert,  Frank  Paul, 
Robert  Oliver,  C.  V.  Dorris,  Barney  Kreke 
and  H.  B.  Carnahan.  This  Committee  is 
planning  to  make  1921  a  record  year  for 
Safety.  They  promise  to  take  good  care  of 
all  Employes  and  the  Employes  are  ready 
to  co-operate. 

Palestine  Shop 

We  have  Geo.  Lidster  with  us  as  Stock 
Keeper — vice  Jno.  Koch,  transferred. 

Chas.  Morrison,  Boiler  Maker  Helper, 
surprised  us  when  he  returned  from  his 
Xmas  vacation  by  bringing  with  him  a  wife, 
formerly  Miss  Clela  Williams  of  Mattoon, 
111.  Congratulations  and  Best  Wishes! 

Palestine  Basket  Ball  team  has  accepted 
the  challenge  of  the  Evansville  team  pub- 
lished in  the  last  issue  of  Illinois  Central 
Magazine  and  will  go  in  for  the  title  Jan. 
29th  at  Evansville.  "Best  Luck  to  Pales- 
tine." 

Engineer  C.  S.  Clayton  was  given  a  sur- 
prise when  he  came  off  his  run  Jan.  25th 
by  finding  several  of  his  friends  at  his  home 
with  a  feast  spread,  which  was  in  honor  of 


his  birthday.  After  refreshments,  enter- 
tainment was  furnished  by  Messrs.  Brown- 
ing, Bratton,  Boling,  Foot  and  Walcott.  Mr. 
Clayton  is  still  praising  Mrs.  Bratton's  cake. 
Be  careful,  Mr.  Clayton,  as  you  know  the 
way  to  a  man's  heart. 

Agent's  Office,  Indianapolis,  Ind. 

Miss  Schmoll  will  leave  this  week  for 
Texas — having  taken  thirty  day'  leave  of 
absence  account  of  ill  health.  Best  Wishes 
for  a  speedy  recovery,  Lena. 

H.  C.  Noel,  of  Bloomfield,  has  come  to 
this  office  to  take  the  position  as  Bank  Mes- 
senger until  business  returns  to  normal  con- 
ditions. (He  says  there  are  many  attrac- 
tions in  Indianapolis.) 

Misses  I.  Pollock  and  M.  Clifford  were 
the  week  end  guests  of  Miss  Geneva  Rob- 
bins,  a  former  employe  of  the  Local  Of- 
fice, at  her  home  at  Greensburg,  Ind. 

Hugh  Baird  has  accepted  a  position  as 
Clerk  in  the  commercial  Agent's  Office 
at  Indianapolis. 

Miss  Eleanor  Stuckwich  entertained  the 
girls  of  the  Local  Office  with  a  Christmas 
Party  at  her  home. 

Mrs.  Wm.  Ward  surprised  the  Noon- 
Lunchers  with  a  big  basket  of  home-made 
doughnuts  one  day  last  week  and  they  sure 
were  some  doughnuts!  How  about  it,  Rine- 
hart? 

John  Griffin,  warehouse  employe,  who 
has  been  in  the  hospital  for  the  last  two 
months,  is  able  to  be  out.  We  are  glad  to 
see  him  looking  so  good. 

Madison,  Ind.,  must  be  an  interesting 
place — at  least  L.  Mock  thinks  so. 

Agent's  Office — Bloomington,  Indiana. 

Agent  C.  R.  Pleasants  spent  the  day  in 
Indianapolis,  Indiana,  January  17th.  He 
went  especially  to  attend  a  hearing  before 
the  Public  Service  Commission. 

Mr.  B.  W.  Fredenburg,  Commercial 
Agent,  Indianapolis,  Indiana,  paid  us  a  visit 
on  Januray  19th.  Come  again!  You're  al- 
ways welcome. 

Mr.  F.  H.  Law,  Assistant  General  Freight 
Agent,  Chicago,  111.,  visited  our  city  Janu- 
ary 24th. 

Agent  and  Mrs.  C.  R.  Pleasants  were  in 
Indianapolis  yesterday  to  attend  the  celebra- 
tion of  Trainmaster  E.  N.  Vane's  ??th 
birthday.  They  had  a  jolly  good  time  and 
wish  him  many  more  happy  birthdays. 

Solicitation  on  the  part  of  Illinois  Central 
employes  here  seems  to  have  slumped  and 
real  live  competition  has  arisen  between  our 
line  and  the  C.  I.  &  L.  Railroad  evidenced 
by  the  fact  that  Miss  "Peg"  Lanum,  our 
efficient  claim  clerk,  has  been  seen  several 
times  of  late  in  company  with  a  well-known 
Monon  engineer.  Such  traffic  is  dangerous 
as  well  as  detrimental  and  we  feel  that  some 
kind  of  administration  should  be  enacted 
prohibiting  such  performances. 

Trainmaster  E.   N.  Vance,   Palestine,  111., 


ILLINOIS  CENTRAL  MAGAZINE 


81 


visited  our  city  January  7th  and  made  ar- 
rangements to  cut  off  our  yard  engine  on 
Saturday  of  each  week  on  account  of  dull 
business.  However,  Showers  Brothers 
Company  now  have  all  the  plants  of  their 
large  furniture  factory  in  operation  with 
their  full  force  and  it  is  necessary  to  have 
yard  engine  work  full  time,  six  days  per 
week. 

Mr.  Charles  H.  St.  Clair,  our  efficient  rate 
clerk,  recently  attended  the  funeral  of  his 
father-in-law  who  was  an  old-time  resident 
here. 

Mr.  Warren  Eller,  bill  clerk  in  our  local 
freight  office,  spent  the  week-end  of  January 
1st  and  2nd  in  Indianapolis,  Ind. 

Mr.  Denzill  Languell,  bill  clerk,  has  just 
returned  to  the  office  after  a  week's  vaca- 
tion. 

Mr.  Clayton  Languell,  yard  clerk,  has 
been  laid  off  and  Robert  Eller,  bill  clerk 
in  our  local  freight  office,  is  working  in  his 
place. 

Miss  Eugenie  Pleasants,  daughter  of 
Agent  C.  R.  Pleasants,  after  spending  the 
holidays  with  home  folks,  has  returned  to 
Greensburg,  Penna.,  where  she  is  attending 
school  at  Seton  Hill  College.  She  was  ac- 
companied as  far  as  Indianapolis  by  Mrs. 
Pleasants. 

Mr.  A.  B.  Peterson,  Cashier,  spent  the 
week-end  in  Indianapolis. 

The  Manibill 

Why  is  the  manibill?  Primarily,  it  is  to 
save  time.  True,  it  causes  the  billing  sta- 
tion a  little  extra  inserting  and  withdraw- 
ing of  carbon  paper  which  really  is  the 
only  bad  feature  of  the  little  combination 
waybill,  expense  bill  and  record  of  freight 
received.  This  is  not  a  very  bad  fault,  so 
long  as  only  one  operation  is  required,  but 
when  the  bill  clerk  waybills  a  shipment  on 
the  manibill  and  forgets  to  place  the  total 
collect  and  war  tax  items  thereon,  then  it 
becomes  a  nuisance.  Nothing  can  be  more 
aggravating  to  the  receiving  office  than  to 
be  compelled  to  replace  carbons  in  a  quar- 
ter of  a  hundred  bills  every  day  and  write 
in  the  total  collect  and  figure  and  add  the 
war  tax. 

It  causes  a  little  feeling  of  being  "gyped" 
to  work  all  your  outbound  manibills  up  in 
good  shape  and  then  get  your  inbound  bills 
about  half  done.  Just  a  second's  time  while 
the  bill  is  still  in  the  machine  would  save 
probably  a  minute  or  two  in  some  other 
office.  It  is  all  Illinois  Central  time,  so 
why  not  be  careful  with  it. 


ably  to  take  in  the  "Races,"  but  this  we 
doubt. 

J.  Rabe,  Section  Foreman,  and  family 
spent  the  Christmas  holidays  at  Manson, 
Iowa. 

H.  Huffstutter,  Supervisor,  has  returned 
from  Elmo,  Mo.,  he  being  called  there  on 
account  of  the  serious  illness  of  his  father. 

L.  L.  Sanford,  Clerk,  is  the  proud  father 
of  a  baby  girl,  born  January  2nd. 

Miss  Agnes  Mahoney,  B.  2  B.  Supervisor's 
clerk,  attended  a  dance  at  Barnum,  Iowa, 
one  night  last  week. 

Miss  Ruth  Nelson,  Stenographer,  has  re- 
turned from  a  visit  with  friends  in  Lehigh. 

Miss  Anna  Donahue,  clerk  to  Supervisor 
Cherokee,  was  an  over  Sunday  visitor  in 
Fort  Dodge,  January  23rd. 


IOWA  DIVISION 

Mr.  P.  E.  O'Connell,  Supervisor,  and  wife 
have  returned  home  after  a  visit  in  the  south. 
They  spent  several  days  at  Memphis  and 
New  Orleans  and  we  understand  that  "Pat" 
made  a  side  trip  to  Havana,  Cuba,  presum- 


WISCONSIN   DIVISION 

Dr.  P.  M.  Burke  waged  a  lively  war 
against  appendicitis  during  the  last  two 
months  and  ridded  Vince  Fitzgerald,  W.  F. 
Confrey  and  W.  McDermott  of  the  dreaded 
non-essential  anatomical  members  in  short 
order.  All  operations  were  very  successful 
as  customary  with  Doctor  Burke's  and  the 
boys  are  all  back  on  the  job  with  more  pep 
than  ever. 

Jack  Gilligan,  formerly  of  this  office,  but 
now  with  the  Rock  Island  Car  Accountant 
in  Chicago,  was  in  to  see  us  the  other  day. 
Jack  says  he  likes  the  windy  city  very  much 
but  wishes  he  stayed  railroading. 

The  following  firms  at  this  station,  in  ap- 
preciation of  the  services  rendered  by  the 
local  force  during  1920,  very  handsomely 
remembered  the  local  employees  of  the 
freight  office  and  warehouse  Christmas  Day. 
La  Salle  Cement  Co.,  Lehigh  Cement  Co., 
Harris  Levine,  Western  Clock  Co.  (home 
of  Big  Ben),  Tobler  Bros.,  Marquette  Ce- 
ment Co.,  Alpha  Cement  Co.,  Smith  Adams 
Co.,  L.  V.  Orsinger. 

A  "Nash"  touring  car  caught  fire  near 
the  passenger  station  a  short  time  ago  and 
what  threatened  to  be  a  disastrous  fire  was 
checked  by  some  speedy  work  on  the  part 
of  Night  Baggageman  Gerhards  with  the 
assistance  of  a  fire  extinguisher  which  is 
kept  in  the  baggageroom.  This  goes  to 
show  that  the  baggageman  keep  their  fire 
protection  available  and  in  good  working 
order  at  all  times. 

Supervisor's  clerk,  V.  J.  Myler,  under- 
went a  slight  operation  at  St.  Mary's  hos- 
pital the  other  day  and  is  again  rounding 
into  first  class  shape. 

Station  Inspector  W.  B.  Seivers  of  the 
S.  S.  T.  office  in  Chicago  was  with  us  for 
a  few  hours  recently. 

Earl  J.  Grace,  accountant,  has  been  ap- 
pointed chief  clerk  to  Trainmasters  Flanagan 
and  Rought. 

The  Misses  Joan  Peck,  of  the  freight  office 


82 


ILLINOIS  CENTRAL  MAGAZINE 


and  Frances  Lavell  of  the  superintendent's  of- 
fice, spent  Saturday  in  Chicago  to  see  a  show. 

Mr.  T.  C.  George,  inspector,  Bureau  of  Ex- 
plosives, Milwaukee,  addressed  the  freight 
house  employed  of  the  C,  M.  &  St.  P.,  C. 
&  N.  W.  and  the  I.  C,  January  20th  at  the 
Illinois  Central  Freight  House.  All  employes 
were  cautioned  to  be  very  careful  in  the  han- 
dling of  inflammable  and  explosive  material. 
Among  those  present  were :  J.  F.  Riordan, 
Supervising  Agent  I.  C. ;  J.  J.  Reilly,  Agent 
I.  C. ;  M.  H.  Peck,  Chief  Clerk  to  Agent  I.  C. ; 
J.  J.  Sweeney,  Agent  C,  M.  &  St.  P.;  R.  E. 
Beauvais,  Chief  Clerk,  C.,  M.  &  St.  P.;  Al 
Smith,  Chief  Clerk,  C.  &  N.  W. ;  J.  J.  Cun- 
ningham, I.  C.  Warehouse  Foreman ;  Roy 
Fisher,  C.  &  N.  W.  Warehouse  Foreman ;  A. 
Hale,  C.,  M.  &  St.  P.  Warehouse  Foreman. 

Frequently    heard    in   the   Freight    Office : 

"Have  you  sent  in  the  '722's'  yet?" 

"How  soon  is  the  transfer  coming  in?  Is 
it  coming  in  early?" 

"Look  up  this  record  for  me,  the  sooner 
the  quicker." 

Freeport  Freight  Office  is  the  proud  pos- 
sessor of  two  wonderful  whistlers.  Sitting  op- 
posite each  other  they  have  lots  of  practice 
and  have  learned  to  harmonize  beautifully. 
They  are  well  versed  in  their  art,  and  enter- 
tain the  other  members  of  the  force  from  8 
a.  m.  until  5  p.  m.  whistling  anything  from 
"How  Dry  I  Am"  to  "Margie."  They  are  so 
liberal  with  their  music  that  a  new  record  is 
often  requested. 

The  cashier  has  purchased  a  new  Ford 
coupe,  and  has  promised  to  take  the  entire 
force  for  a  ride.  Has  everyone  sufficient  in- 
surance ? 

Train  172,  engine  1587,  of  January  13th, 
broke  off  super  heat  unit  at  Minonk,  111. 
Engineer  J.  Ottenyheime,  Fireman  F.  E.  Kes- 
sell  handled  train  into  Amboy. 

The  Dixon  Chamber  of  Commerce  has  re- 
cently inaugurated  a  movement  of  a  "Better 
Dixon"  and  the  wheels  of  progress  are  now 


rolling  at  full  speed.  The  coming  summe. 
will  see  a  vast  improvement,  and  Dixon  will 
be  made  a  better  place  in  which  to  live.  "Its 
the  best  now." 

The  Illinois  Central  Rock  River  steel  bridge 
is  now  completed,  and  all  traffic  is  being 
moved  over  the  new  bridge.  The  old  bridge 
is  now  being  dismantled. 

The  latest  addition  to  Dixon's  industries  is 
the  L.  G.  Grammpp  Produce  Company,  ship- 
pers of  dressed  poultry  in  car  load  lots  only. 
This  concern  opened  for  business  on  Septem- 
ber 1st,  and  the  Illinois  Central  has  the  honor 
of  handling  the  entire  output  of  their  products 
up  to  the  present  date,  which  averages  two 
cars  per  week. 

Dixon's  record  of  foreign  empty  cars  de- 
livered to  connecting  line  for  the  first  sixteen 
days  of  January  show  246  cars  delivered  emp- 
ty including  9  foreign  cars  of  merchandise 
made  empty  and  returned  to  connecting  line. 

On  July  23,  1920,  it  was  necessary  to  place 
two  switch  engines  in  service  at  Dixon  ac- 
count heavy  yard  work,  and  the  handling  of 
material  for  Rock  River  bridge  construction. 
Extra  engine  was  taken  out  of  service  Decem- 
ber 22.  Engines  113  and  131  were  used  dur- 
ing this  period,  in  charge  of  M.  J.  Reilly. 

A  bouncing  baby  boy  was  born  to  Mr.  and 
Mrs.  J.  R.  Reynolds  on  January  14.  He  will 
be  brought  up  fully  qualified  to  handle  the 
'X  S.  &  D.  desk  in  the  absence  of  Father  Jim. 
Congratulations  of  the  entire  force  is  extended 
Mr.  and  Mrs.  Reynolds. 

The  Kiwanis  Club  gave  an  entertainment  at 
the  club  rooms  January  18,  at  which  Chief 
Clerk  P.  L.  Reilly  rendered  a  few  vocal  selec- 
tions. Other  members  of  the  office  force  regret 
their  inability  to  attend. 

Not  an  accident  at  Dixon  during  "No  Acci- 
dent" drive  December  15  to  31  and  none  yet. 
We  are  still  on  the  drive,  all  get  in. 

The  employes  of  the  Rockford  Freight  Sta- 
tion are  highly  elated  over  the  standing  of 
the  station  in  the  analysis  of  exception  re- 


ILLINOIS  CENTRAL  MAGAZINE 


83 


ports  for  the  month  of  November,  compiled 
by  Mr.  C.  G.  Richmond,  Superintendent  of 
Stations  and  Transfers.  In  this  analysis  Rock- 
ford  was  shown  as  having  handled  68  tons  of 
freight  per  error  and  of  having  but  six  dam- 
age reports  and  no  pilferage  exceptions  what- 
ever. Such  a  record  speaks  very  highly  for 
the  personnel  and  efficiency  of  the  working 
force  and  shows  the  effect  of  loyalty  and  co- 
operation such  as  exists  among  all  employes  at 
this  station. 

The  General  Superintendent  recently  made 
a  trip  over  Wisconsin  Division  accompanied 
by  division  officials. 

Miss  Frances  Farnum  of  the  Accounting 
Department,  spent  New  Years  in  Rockford. 

Mrs.  Catherine  Rodemeier  visited  at  Beloit 
New  Year's  day. 

Mr.  J.  F.  Riordan,  supervising  agent,  spent 
some  time  at  Rockford  recently.  Mr.  Riordan 
is  a  genial  all  around  good  fellow  and  his 
visits  to  Rockford  are  always  welcomed  by 
the  station  force. 

Mr.  H.  R.  Aufdenspring,  assistant  agent, 
held  a  meeting  of  the  warehouse  employes  and 
of  the  billing  department  not  long  since  at 
which  time  the  subject  of  claim  prevention, 
proper  loading  and  billing,  the  prevention  of 
overs,  shorts  and  bad  orders  were  discussed 
in  detail.  Mr.  Aufdenspring  explained  the 
claim  evil  in  an  able  manner  and  with  the 
result  that  every  person  present  was  startled 
by  the  figures  produced  and  left  the  meeting 
fully  determined  to  wipe  out  claims  and  their 
cause.  Mr.  Aufdenspring  believes  in  get  to- 
gether meetings  and  is  obtaining  results  there- 
from. 

Harold  Shores  has  been  granted  a  leave  of 
absence  and  is  visiting  relatives  at  Omaha, 
Neb. 

It  is  understood  that  Stowman  Fred  Stern 
is  contemplating  a  trip  to  New  York  in  the 
near  future  and  they  do  say  that  Fred  is 
pricing  furniture  and  looking  at  houses.  Any- 
how, it  looks  suspicious. 

The  force  at  the  Rockford  ticket  office  are 
wishing  that  their  pay  schedule  per  minute 
were  equal  to  the  telephone  toll  charge  from 
Chicago  to  Rockford.  Four  hundred  and  sev- 
enty-five cents  is  what  was  paid  for  a  toll 
message  over  there  the  other  day.  "How 
Come  ?" 

The  warehouse  force  have  formed  a  "Load 
Right"  club  with  the  end  in  view  of  reducing 
claims  to  a  minimum.  Bulletins  suggesting 
the  proper  method  of  loading  and  handling 
freight  are  posted  in  the  lower  check  office 
and  full  reports  showing  results  of  loading  are 
furnished  all  concerned. 

Rockford  station  went  over  the  top  in  the 
"No  Accident  Drive"  from  December  15  to  De- 
cember 31  with  not  one  accident.  Every  day 
is  a  NO  ACCIDENT  DAY  HERE. 

Paul  Yuccas,  warehouse  man,  is  visiting 
with  his  parents  at  Depue,  111. 


who  were  solicited  by  postal  card  by  Illinois 
Central  employes : 

January   10th,   1921. 
Mr.  J.  E.  Connors, 
1428  Elm  Street, 

Rockford,   111. 

Dear  Sir :  1  received  your  postal  card  the 
other  day  and  it  pleased  me  very  much  to  see 
the  interest  which  you  personally  take  in  the 
company  for  whom  you  are  working.  While 
we  have  many  customers  with  every  railroad 
at  the  same  time  we  shall  in  1921  see  that 
you  get  a  large  share  of  our  business,  because 
if  there  is  anyone  thing  that  I  enjoy  seeing 
a  man  do  it  is  to  see  him  take  an  interest 
in  the  people  for  whom  he  is  working. 
Respectfully  yours, 

Union  Dairy, 
per  L.  Fred  Miller. 


IT  PAYS  TO  ADVERTISE. 

January  llth,  1921. 
J.  E.  Connor, 

Rockford,  111. 

Friend :  Your  postal  to  hand  and  request 
granted.  Will  have  merchandise  come  over 
I.  C. 

Now  we  sell  clothing,  and  as  I  am  interested 
in  your  good  appearance,  would  recommend 
Tom  Kelly's  good  "Klothes." 

Tom. 

A  GOOD  POLICY,  PAY  CASH  AND 
TRADE  WITH  THEM  ALL. 


SOLICITING  BUSINESS 


Conductor   Lichtenberger    Secures    Revenue 
For  His  Company 

Passenger  Conductor  B.  Licntenberger  ad- 
vises that  on  December  31,  passenger  boarded 
train  No.  119,  at  El  Paso  without  a  ticket. 
When  conductor  collected  his  fare,  passenger 
made  inquiry  as  to  what  time  he  could  get 
out  of  Bloomington  on  the  C.  &  A.  for  St. 
Louis.  Conductor  then  inquired  if  he  was  go- 
ing to  St.  Louis,  and  informed  him  the  short- 
est route  to  St.  Louis  was  via  Clinton  over 
the  Illinois  Central.  He  paid  cash  fare  to 
Clinton,  and  purchased  ticket  at  Clinton  for 
St.  Louis,  which  amounted  to  $8.92. 

Conductor  Lichtenberger  also  advises  that 
under  date  of  January  7,  passenger  boarded 
train  No.  120  at  Ramsey  with  ticket  for  La 
Salle.  Passenger  informed  him  that  he  was 
going  to  Emmetsburg,  Iowa,  which  was  on 
the  C.,  R.  I.  &  P.  Conductor  then  looked  up 
information  for  him,  and  found  that  this  sta- 
tion was  just  north  of  Iowa  Falls,  and  per- 
suaded him  to  purchase  ticket  at  La  Salle  for 
Iowa  Falls  via  the  Illinois  Central,  taking  the 
Rock  Island  at  Iowa  Falls.  This  amounted 
to  $11.70. 


The  following  replies  received  from  patrons 


MINNESOTA   DIVISION 

Superintendent's  Office 
We  all   wish   to  extend   our  sympathy  to 


84 


ILLINOIS  CENTRAL  MAGAZINE 


Yard  Master  H.  A.  Clancy  in  his  recent 
bereavement,  the  death  of  his  mother, 
which  occurred  January  27th. 

Mr.  Irl  Stevens,  schedule  inspector,  has 
returned  to  Chicago  after  spending  several 
days  on  this  Division.  We  hope  to  see 
him  soon  again  as  we  miss  his  smiling 
countenance. 

Mr.  J.  W.  Lewis,  who  has  been  relieving 
Mr.  Jump  while  he  was  on  leave  of  absence, 
has  left  this  Division  and  gone  to  Arkansas. 
We  miss  Mr.  Lewis  and  wish  him  success 
in  his  new  undertaking. 

We  are  all  glad  to  see  Mr.  Harrington 
and  Mr.  Wheelan  back  on  their  usual  runs 
again  after  having  been  away  on  account 
of  illness. 

Anyone   wishing  to   participate   in  a   real 

game  of  checkers  with  our  Champion  Player, 

Mr.  T.  M.  Joyce,  will  kindly  make  arrange.- 

ments  with    his   advance   agent    Bert    Rice. 

Cedar  Rapids  Division 

Yard  Foreman  Hutton  is  taking  a  much 
needed  rest  at  the  request  of  his  physician. 
We  hope  it  will  not  last  long.  Mr.  J.  B. 
Scriven  is  relieving  him  temporarily. 

Mr.  Andy  Nelson,  cashier,  is  visiting  a 
few  days  with  relatives  in  Council  Bluffs 
and  Omaha. 

Cedar  Rapids  freight  office  has  been 
treated  to  a  much  needed  coat  of  paint  and 
a  general  cleaning.  The  change  is  so  great 
that  we  hardly  feel  at  home  yet. 

Mr.  Earl  Miller  will  spend  the  week-end 
with  his  parents  in  Vinton,  Iowa. 

A  new  daughter  named  Lois  Elaine  came 
to  brighten  the  home  of  E.  Harris,  billing 
clerk  at  this  station,  on  January  7. 

Miss  Mildred  George,  stenographer,  en- 
tertained the  I.  C.  girls  at  a  six  o'clock  din- 
ner at  her  home  on  January  11.  Covers 
were  laid  for  six  and  red  roses  were  used 
as  decorations  and  favors.  The  dinner  was 
delicious,  although  Mildred  was  denied  the 
pleasure  of  preparing  it  herself.  The  eve- 
ning was  spent  with  music  and  dancing. 

Mr.  E.  H.  Bleedner  served  two  days  this 
week  as  witness  on  a  case  in  court  at 
Marion. 

Waterloo   Terminal. 

We  understand  since  the  appointment  of 
"Cracker  Smith"  as  claim  agent  at  Water- 
loo that  he  has  a  reputation  as  a  (bowler). 
We  are  wondering  what  he  means  during 
the  "draught"? 

We  are  sure  that  Perry  Olds,  super- 
visor's clerk  at  Waterloo,  is  well  known  on 
the  Division  and  needs  no  introduction, 
especially  in  Dubuque  looking  for  a  sand- 
wich and  coffee. 

We  are  glad  to  have  "Dad  Wood,"  night 
yard  master,  back  among  us  again  at 
Waterloo,  after  a  two  weeks'  forced  vaca- 
tion. We  are  wondering  why  he  took  the 
vacation  at  this  time  of  the  year. 

Mr.  H.  G.  Brown  and  Yard  Master  H.  O. 


Dahl  were  called  to  Dubuque  to  attend 
Division  Safety  Committee  meeting  yester- 
day, which,  we  understand,  was  very  suc- 
cessful, it  being  the  first  meeting  of  the 
year. 

Dubuque  Yard  Office 

Bud  Maginnis,  chief  clerk  to  J.  Welch, 
has  recovered  from  a  severe  cold  con- 
tracted New  Year's  eve. 

Conductor  Thomas  Graham  made  a  fly- 
ing trip  to  Waterloo  recently. 

Brakeman  Roy  Bradford  visited  with  his 
uncle,  Pat  Fury,  during  the  week. 

Conductor  H.  Smith  is  visiting  relatives 
in  the  east. 

Clem  Lyons,  yard  checker,  says  if  he 
only  had  J.  Donahue's  Ford  he  wouldn't 
mind  walking  so  much. 

Dubuque   Freight 

Miss  Ethel  Lassance,  bill  clerk,  has  had 
rubber  heels  put  on  all  of  her  shoes  re- 
cently. She  says  it  is  to  keep  from  slipping, 
but  we  think  it  is  because  she  makes  so 
much  noise  around  the  office  in  ordinary 
leather  heels. 

Mr.  Vernon  Allison,  formerly  employed 
at  Dubuque  freight  office,  enjoyed  a  visit 
with  his  parents,  Mr.  and  Mrs.  J.  E.  Alli- 
son, over  Sunday.  He  is  now  holding  a 
splendid  position  with  the  C.  B.  &  Q.  in 
Chicago. 

Mrs.  Nigg  never  fails  to  wave  when  16 
goes  by.  She  says  she  is  waving  at  her 
husband,  so,  of  course,  we  couldn't  accuse 
her  of  flirting. 

We  were  just  wondering  why  it  takes  our 
telephone  operator  so  long  to  give  a  rec- 
ord to  the  Burlington  freight  office. 

Bad  Order  Olsen  checked  the  Dubuque 
freight  office  a  few  weeks  ago,  but  he 
couldn't  get  a  thing  on  Grace  Phillips. 

Mr.  J.  E.  Allison,  agent  at  Dubuque,  re- 
cently made  $277.73  for  the  Illinois  Central 
when  he  located  a  lost  package  at  Argyle, 
Wis.  He  acted  on  one  of  those  famous 
hunches  of  his,  and  it  is  to  be  hoped  that 
they  all  turn  out  as  well  in  the  future. 

Mr.  Allison  has  applied  for  a  patent  on  a 
wonderful  rat  trap,  and  has  the  govern- 
ment employes  at  Washington  working 
day  and  night  on  it.  He  made  it  out  of  a 
barrel,  a  stove  damper  and  a  piece  of 
cheese.  The  freight  house  boasts  of  the 
above  mentioned  trap,  two  cats  and  six 
cans  of  rat  poison,  so  any  vermin  thinking 
of  taking  up  their  residence  in  this  build- 
ing had  better  consider  this  a  warning  and 
stay  away. 

Miss  Robert  Broell,  clerk  in  the  freight 
office,  is  enjoying  an  extended  visit  in 
Omaha. 

Waterloo  Freight  Office. 
Tom  Vincent,  O.   S.  and   D.   clerk,  spent 
a  few  days  at  his  home  in  Galena. 
The   railway   clerks   of  Waterloo   gave   a 


ILLINOIS  CENTRAL  MAGAZINE 


85 


big  benefit  dance  at  the  Forum  the  28th 
and  netted  a  very  neat  sum  for  the  Salva- 
tion Army  to  help  the  poor  of  this  city. 

T.  J.  Roemer  spent  a  few  days  in  Chi. 
Yellow  taxicabs  are  attractive,  but  we  have 
them  in  Waterloo  now,  so  undoubtedly  his 
trips  to  Chicago  will  become  less  frequent. 

Misses  Isabelle  Carroll  and  Gertrude 
Schmidt  were  in  Dubuque  Sunday.  Miss 
Isabelle  did  not  feel  quite  so  independent 
on  her  return,  having  lost  the  key  to  the 
Carroll  door.  It  is  such  a  feeling  of  in- 
dependence, you  know,  to  carry  one's  own 
key. 

John  Williams,  claim  clerk,  is  spending 
a  tew  days  with  his  parents  in  Ryan. 


KENTUCKY  DIVISION 

Chief  Dispatcher  J.  W.  Taylor,  who  has 
been  in  Arizona  for  some  time  on  account  of 
his  health,  has  now  returned  and  assumed 
nis  duties  at  Princeton.  Mr.  J.  H.  Eaker, 
who  was  acting  chief  dispatcher  during  the 
absence  of  Mr.  Taylor,  has  returned  to  his 
former  poistion  of  assistant  chief  dispatcher, 
and  Mr.  L.  K.  Butler,  who  was  acting  assist- 
ant chief  dispatcher,  has  returned  to  his  for- 
mer position  of  second  trick  dispatcher  on 
the  Paducah  District. 

Mr.  "Bailey"  Crawford,  extra  dispatcher, 
started  the  New  Year  by  turning  over  a  "new 
leaf"  and  taking  unto  himself  a  wife  in  the 
person  of  Miss  Ruby  Claxton  of  Central 
City.  Miss  Claxton  is  a  very  beautiful  young 
lady  and  was  very  popular  among  the  young- 
er set.  After  a  short  honeymoon  they  will 
make  their  home  at  Princeton. 

Mr.  L.  K.  Butler  and  Mrs.  Butler  are  en- 
joying a  short  vacation  at  Havana,  Cuba. 
On  their  way  home  they  will  visit  several 
Florida  Winter  resorts. 

Mr.  R.  D.  Miller,  Chief  Accountant,  and 
.Mrs.  Miller  are  vacationing  in  Florida. 

Miss  Sudie  Cash,  Trainmaster's  Clerk,  was 
the  "belle"  of  the  Elks  Charity  Ball  at 
Princeton,  December  29th.  Those  present 
state  that  Miss  Sudie  sure  is  some  exponent 
of  the  modern  Terpsichorean  art. 

We  are  very  sorry  to  report  the  death  of 
.Mr.  J.  J.  Buckley,  Paducah  District  Engineer, 

M  died  at  Paducah  Hospital  last  month 
and  was  buried  at  Paducah.  We  extend  our 
deepest  sympathy  to  his  bereaved  family. 

Mr.  L.  E.  Richmond  is  the  new  Freight 
Agent  at  Central  City,  succeeding  Mr.  A.  J. 
Mason,  who  died  recently. 

Several  members  of  the  Princeton  office 
-^  are  going  to  Paducah  the  night  of  the 
27th  to  see  Guy  Bates  Post  in  "The  Mas- 
querader." 

We  are  very  sorry  to  report  the  death  of 
Mr.  Frank  Doss,  Evansville  District  Engi- 
n^pr.  who  d'^d  at  P->durah  Hosnital  January 
23rd,  and  who  was  buried  at  Marion,  Janu- 
ary 25th.  Mr.  Doss  was  Fireman  for  several 
vears  on  passenger  runs  301  and  332  with 
Engineer  Drennon.  We  extend  our  very 


deepest  sympathy  to  his  bereaved  family. 

Roadmaster  J.  E.  Rogan  of  the  New  Or- 
leans Terminal,  stopped  off  on  the  Kentucky 
Division  on  December  28th,  on  his  way  to 
attend  the  Expense  meeting  at  Chicago.  Mr. 
Rogan,  together  with  District  Engineer  Cru- 
gar  and  Roadmaster  Glynn,  inspected  the 
new  gravel  pit  at  Gravel  Switch  and  after- 
wards was  the  guest  of  Roadmaster  Glynn  at 
an  informal  luncheon  which  was  served  at 
Gilbertsville.  John  is  still  talking  about 
those  Kentucky  biscuits. 

Mr.  W.  L.  Tarbet,  Land  and  Tax  Commis- 
sioner, was  on  the  Kentucky  Division  Janu- 
ary 18th.  Mr.  Tarbet  made  an  inspection  of 
the  Evansville  District  from  Evansville  to 
Hopkinsville  and  was  accompanied  on  his 
trip  by  Roadmaster  Glynn,  Asst.  Engineer 
Carney  and  Supervisor  Dearing. 

Chainman  H.  D.  Brannon  visited  relatives 
in  Memphis  during  the  holidays. 

Rodman  Wm.  Rice  and  Chainman  Mark 
Price  were  in  Princeton  December  28th. 

John  Kavanaugh,  Supervisor's  Clerk  at 
Louisville,  is  off  on  account  of  illness.  Dur- 
ing his  absence  his  place  is  being  filled  tem- 
porarily by  Hugh  Hunsaker. 

Leslie  Vick,  Waterworks  Helper,  was  op- 
rated  on  at  Paducah  Hospital,  January  7th, 
and  is  getting  along  very  nicely. 

Neal  Sisk,  Supervisor's  Clerk  at  Princeton, 
-.ttended  a  big  "blowout"  and  banquet  at 
Earlington,  January  19th. 

Roadmaster  Glynn  and  Asst.  Engineer 
rarney  made  inspection  of  Central  City 
yards,  January  19th. 

Mr.  C.  H.  Pierce,  Section  Foreman,  has  re- 
amed to  his  home  at  Fordsville  after  spend- 
ine  a  few  days  with  his  brother  in  Pittsburgh. 

Mr.  S.  A.  Wilson  is  now  section  forman  at 
Pocknort.  succeeding  Mr.  Ray  Hines,  who 
has  been  transferred. 

Yardmaster  Mitchell  of  Central  City  vis- 
ited relatives  in  Louisville,  Sunday,  January 
23rd. 

Evansville  District 

Extra  Gange  No.  7,  C.  K.  Tate,  Foreman, 
has  been  transferred  from  Paducah  District 
to  Evansville  District  as  Extra  No.  2,  and  is 
-"CT^sre(j  ;n  construction  of  track  for  Mr.  S. 
^  T, of  ton  at  Diamond,  Ky. 

Afr.  Charles  Perkins,  Henshaw,  who  has 
been  confined  to  the  hospital  at  Paducah  for 
«ome  time,  on  account  of  an  attack  of  appen- 
dicitis, has  recovered  sufficiently  to  return 
home,  and  is  doing  nicely. 

Mr.  W.  E.  Slaton.  Henshaw.  has  returned 
from  the  Paducah  Hospital,  and  is  fast  im- 
nrnving. 

Mr.  and  Mrs.  Bryant  Shelton  of  Waverly, 
Ky..  are  the  very  proud  parents  of  twins,  bov 
and  girl.  Mother  and  babies  are  doing  nicely 

Mr.  John  Swatzel  and  daughter,  Henshaw, 
Ky.,  have  gone  to  Uniontown  for  a  few  days' 
vis't. 

Miss  Marion  Waggener,  Clerk  in  the 
Bridge  and  Building  Department,  graciously 


86 


ILLINOIS  CENTRAL  MAGAZINE 


entertained  the  Clerks  in  the  Princeton  of- 
fice at  her  lovely  home,  January  24th.  We 
were  pleasantly  anticipating  this  delightful 
event  for  several  days,  and  when  Monday 
evening  came  we  could  hardly  wait  until  the 
clock  said,  "Eight."  Miss  Waggener  could 
nave  decided  on  no  more  entrancing  enter- 
tainment for  her  eager  guests  than  to  be  fa- 
vored with  her  wonderful  musical  talents. 
Music,  therefore,  filled  the  air  until  Miss 
Gladys,  charming  sister  of  our  hostess,  invit- 
ed us  into  the  dining  room,  where  we  were 
told  that  each  of  us  had  some  task  to  per- 
form in  the  preparation  of  our  supper.  After 
much  stirring  and  egg-beating,  we  finally 
concocted  the  most  delicious  Welsh  rarebit, 
which,  together  with  sandwiches,  salad,  waf- 
ers and  coffee,  served  to  appease  the  always 
present  hunger  of  Railway  Clerks.  When  we 
were  at  last  able  to  leave  the  "eats,"  we 
naturally  gravitated  back  to  Marion's  Stien- 
way,  and  sang  ourselves  hoarse,  not  to  men- 
tion the  Pavlowa  stunts  indulged  in  by  two 
of  the  gifted  ones.  Those  who  were  the  for- 
tunate ones  to  partake  of  Marion's -hospital- 
•'fv  were:  Miss  Sudie  Cash,  Trainmaster's 
Clerk;  Miss  Mable  Hoover,  telephone  oper- 
ator; J.ncy  Howard.  Clerk,  Track  Supervi- 
sor's office.  Evansville  District;  Messrs.  Lit- 
tleton and  Leonard  Groom,  the  twins.  Clerks 
in  Chief  Disoatcher's  office,  and  Mr.  Neal 
Sisk,  Clerk,  Track  Supervisor's  office,  Padu- 
cah  District. 

B.  &  B.  Department 

Mr.  William  Taake.  the  genial  Republican, 
*nd  Scale  Inspector  of  Centralia,  111.,  was  in 
Princeton  the  24th. 

A  letter  from  former  B.  &  B.  Foreman 
T.  K.  Earle,  now  of  Evansville,  Ind.,  states 
he  is  getting  along  fine  and  in  better  health 
than  for  years.  Mr.  Earle  reached  the  age 
of  seventy  in  early  1920  and  was  retired  on 
pension. 

Inspector  Howerton  and  Supervisor  B.  & 
B.  Waggener  are  making  the  bi-annual  Di- 
vision Bridge  Inspection. 

Mr.  J.  W.  Heybach,  of  Leitchfield,  for- 
merly Foreman  in  charge  of  Concrete  Gang, 
has  been  appointed  Foreman  of  B.  &  B. 
No.  1,  with  headquarters  at  Louisville,  vice 
Mr.  J.  W.  Booher,  transferred  to  position  as 
Watchman  at  14th  and  Hill  Street  Crossing, 
Louisville. 

Mr.  F.  G.  Morgan,  of  Dawson  Springs, 
has  been  appointed  Foreman  in  charge  of 
Concrete  Gang  on  the  Division. 

Foreman  J.  H.  Morgan  and  wife,  of  Prince- 
ton spent  the  week  end  with  relatives  and 
friends  at  Blackford. 

B.  &  B.  Foreman  R.  Carr  and  son,  R.  C. 
Jr.,  will  leave  shortly  for  a  visit  with  his 
brother  at  Kissimmee,  Fla. 

Word  from  Mr.  Carl  Dycus,  who  is  in  a 
sanitorium  at  Asheville,  N.  C.,  states  he  is 
improving  rapidly,  and  able  to  leave  his 
room.  Mr.  Dycus  was  formerly  Watchman 
on  the  Pile  Driver,  and  is  the  son  of  Bridge 


Foreman  G.  W.  Dycus.  He  left  in  Novem- 
ber for  Asheville,  and  will  remain  until 
spring. 

Mrs.  G.  W.  Dycus  left  Grand  Rivers  the 
25th  to  join  her  son  at  Asheville  for  several 
weeks'  visit. 

Mr.  Lawson  Davis,  Pile  Driver  Engineer, 
of  Calvert,  and  Miss  Alta  Faith,  were  re- 
cently married  at  the  home  of  the  bride  at 
Calvert.  After  a  short  honeymoon  they  will 
go  to  housekeeping  in  their  new  home  at 
Calvert. 


PASSENGER    TRAFFIC    DEPART- 
MENT. 
Louisville,  Ky. 
"A  little  fun  now  and  then 
Is  relished  by  the  best  of  Railroad  Men.'1 

The  Louisville  Passenger  Traffic  Bow- 
ling League  held  its  annual  banquet  at  the 
Hotel  Henry  Watterson,  Saturday,  Decem- 
ber 18th.  R.  D.  Pusey,  General  Passenger 
Agent  L.  &  N.,  acted  as  toastmaster  while 
the  guests  of  honor  were  W.  A.  Russell, 
P.  T.  M.,  L.  &  N.,  R.  H.  Fowler,  D.  P.  A., 
I.  C.  R.  R.;  R.  E.  Parsons,  D.  P.  A,  C.  &  O. 
Ry.;  E.  H.  Womack,  G.  P.  A.,  L.  H.  &  St. 
L.;  C.  H.  Hagerty,  D.  P.  A.,  Penna.  Lines, 
and  W.  J.  McBride,  C.  P.  A.,  Illinois  Cen- 
tral. The  league  has  been  in  existence  sev- 
eral years,  and  was  started  with  the  idea 
of  getting  the  local  passenger  men  and  ticket 
agents  at  various  city  and  depot  offices 
thoroughly  acquainted  with  each  other,  at 
the  same  time  providing  healthy  amuse- 
ment in  the  shape  of  bowling.  The  league 
has  a  membership  of  42,  and  the  various 
teams  are  named  after  well  known  passen- 
eer  trains,  viz:  Panama  Limited,  Royal 
Blue,  Royaf  Palm,  Southland,  F.  F.  V.  and 
Texas.  The  officers  of  the  organization 
are  President  Mr.  Pusey,  Secretary  C.  J. 
Lieber,  Assistant  General  Passenger  Agent 
L.  &  N.,  while  the  duties  of  treasurer  are 
looked  after  by  R.  A.  Hill,  Chief  Clerk  to 
Division  Passenger  Agent  Fowler.  "The 
Live  Wire,"  the  official  paper  of  the  or- 
ganization, is  edited  monthly  by  Messrs. 
Lieber  and  Hill.  Occasionally,  trips  are 
made  by  the  league  to  Indianapolis,  St. 
Louis  and  Chicago,  where  contests  are  in- 
dulged in  with  the  passenger  representa- 
tives of  various  railroad  lines  who  wish  to 
match  their  bowling  ability  with  that  of  the 
Louisville  contingent.  Visiting  railroad 
passenger  men  are  always  welcome  on  Fri- 
riav  evenings  at  the  club's  quarters,  225 
South  Fourth  Avenue. 

A  gentleman  wishing  to  get  in  touch 
with  Richard  A.  Hill,  Chief  Clerk  to  Di- 
vision Passenger  Agent  Fowler,  Louisville, 
called  at  the  Information  Bureau  at  Cen- 
tral Station  duriner  Christmas  week,  and 
ssked  the  clerk,  "Where  can  I  find  Rich 
Hill?"  The  clerk,  from  experience,  know- 


ILLINOIS  CENTRAL  MAGAZINE 


87 


ing  there  are  two  railroad  stations  by  the 
name  of  Rich  Hill,  asked  part-  "in  whic'1 
state,"  whereupon  the  applicant  replied,  "I 
don't  know  in  what  'state'  be  is  in  now,  IvU 
he  is  Chief  Clerk  to  Division  Passenger 
Aeent  Fowler.  The  Information  Clerk  re- 
alized the  laugh  was  on  him  and  directed 
Tarty  to  Room  202. 


TENNESSEE  DIVISION 
Mechanical  Department 

We  are  glad  to  report  that  we  have  back 
with  us  our  general  foreman,  Mr.  Hud- 
dleston,  who  has  been  off  sick  for  several 
days  with  the  "Flu."?????  Oh,  yes,  they 
furnish  you  one  if  you  have  the  "Flu,"  but 
no  bad  colds  get  one. 

Mr.  Fowler,  night  foreman,  who  has  been 
off  several  weeks  on  account  of  undergoing 
an  operation  in  the  hospital,  is  able  to  be 
back  on  the  job  again.  Looked  for  a  little 
while  like  we  might  have  a  new  night  fore- 
man, but  Mr.  Fowler  says  you  cannot  keep 
a  good  man  down.  At  any  rate  we  are  glad 
to  have  him  back  with  us. 

Storekeeper  J.  C.  Blackwell  spent  several 
days  last  week  in  Birmingham  on  company 
business. 

Chief  Clerk  V.  J.  Voegeli  and  Chief  Ac- 
countant H.  O.  Voegeli  spent  an  afternoon 
hunting  near  Jackson,  which  no  doubt,  ac- 
counts for  the  scarcity  of  game  of  any  kind 
in  this  vicinity  since  that  date. 

Mr.  Earl  House,  foreman  of  the  black- 
smith shop,  spent  his  vacation  visiting 
relatives  in  Florida.  Earl  reports  a  fine 
trip. 

During  the  months  of  November  and  De- 
cember, the  Jackson  shop  was  called  on  to 
respond  to  two  great  drives,  that  were  be- 
ing put  on  by  the  city  of  Jackson.  On 
November  llth  the  Red  Cross  roll  call  was  an 
swered  by  257  employes  of  the  shop,  which 
was  greatly  appreciated  by  the  local  chapter 
of  the  Red  Cross.  And  on  December  6th, 
we  were  again  called  on  to  contribute  to  the 
Volunteers  of  America  campaign  to  help 
build  a  tuberculosis  hospital  and  to  help 
swell  the  fund  to  provide  Christmas  charity 
for  the  poor  of  Madison  County.  To  this 
the  shop  men  gave  $310  and  the  transporta- 
tion, $50,  making  a  total  of  $360,  which  was 
the  largest  sum  collected  by  any  one  com- 
mittee in  the  campaign,  of  which  there  were 
twenty-nine  covering  the  entire  city.  The 
men  feel  justly  proud  that  the  I.  C.  shops 
lead  in  everything  they  undertake. 

Mr.  John  Miles,  storekeeper,  Fulton,  spent 
two  days  in  St.  Louis.  He  says  every  one 
seemed  in  a  hurry. 

There  is  a  great  rivalry  among  the  call 
boys.  One  of  them  took  second  prize  at 
the  skating  rink  and  the  others  are  trying 
to  catch  up  with  him. 

We  are  glad  to  report  that  our  general 
foreman,  Mr-.  B,  E,  Albert,  is  getting  along 


nicely  after  undergoing  an  operation  in  the 
I.  C.  Hospital  at  Paducah. 

Mr.  Robert  White,  machinist  apprentice, 
has  been  making  several  trips  to  Paducah 
lately.  We  are  wondering  who  the  fair 
lady  is. 

During  the  past  year  the  association  of  the 
men  and  the  officials  of  Jackson  shop  has 
been  one  of  pleasure  and  contentment,  there 
being  no  "dissatisfied  ones"  here,  and  192]  is 
welcomed  with  the  same  good  fellowship 
existing. 

During  the  year  1920,  the  force  at  Dyers- 
burg  applied  3,135  journal  brasses  and  in- 
spected 477,048  journals.  Only  9  cars  set  out 
account  hot  boxes,  originating  that  point 
during  entire  year. 

Transportation  Department 

Switchmen  Claud  Linton  and  J.  P.  Calla- 
han  attended  court  in  Canton,  Miss.,  re- 
cently. 

Paul  Tuberville,  yard  clerk,  spent  the  hol- 
idays with  relatives  in  Okolona,  Miss. 

L.  M.  Robertson  has  returned  to  work  after 
a  few  weeks'  absence. 

The  C.,  M.  &  G.  Railroad  is  to  be  com- 
plimented for  its  clear  record  for  the  past 
year  1920,  account  not  having  had  a  single 
train  accident. 

Miss  Jimmie  Pritchard.  stenographer 
Dyersburg,  visited  Miss  Lois  Covington,  of 
Fulton,  Sunday,  January  16th. 

Messrs.  Roy  Pickering  and  Gid  Willing- 
ham,  clerks  superintendent's  office,  Fulton, 
are  in  Pudacah  Hospital  at  present  writing. 

Engineer  J.  B.  Williams  and  wife  of 
Jackson,  spent  several  days  visiting  relatives 
in  Moberly,  Mo. 

Conductor  J.  B.  Hicks  has  been  on  the 
sick  list  for  the  past  week. 

Engineer  H.  S.  Townes  has  gone  to  Col- 
umbus, Ga.,  to  join  Mrs.  Townes  who  is 
spending  the  winter  at  that  point. 

Chief  accountant,  W.  P.  McAdams,  and 
accountant,  R.  E.  Pickering,  attended  the 
accountants'  meeting  in  Memphis  the  26th. 

Conductor  R.  B.  Kennedy  was  called  to 
Martin,  Tenn.,  last  week,  account  death  of 
his  mother.  We  extend  to  Mr.  Kennedy  our 
heartfelt  sympathy  in  the  time  of  his  be- 
reavement. 

Mr.  E.  L.  Yonts,  traveling  auditor,  visited 
in  Dyersburg,  December  29th. 

Messrs.  J.  W.  Shepherd  and  F.  P.  White 
held  fuel  conservation  meeting  at  Dyers- 
burg January  llth;  the  meeting  was  a  very 
successful  one. 

Mr.  W.  H.  Beadles,  yard  clerk,  New  Yard 
Fulton,  has  returned  to  work  after  two 
weeks'  illness. 

Mr.  W.  N.  Waggoner,  agent,  Dyersburg, 
has  been  commended  by  the  superintendent 
for  a  decrease  of  47  loss  and  damage  claims, 
Dyersburg  for  period  July  to  December, 
compared  with  same  period  last  year,  the 
claims  amounting  to  $2,300,67, 


88 


ILLINOIS  CENTRAL  MAGAZINE 


Misses  Helena  Workman  and  Vernita 
Tribble  spent  a  day  with  friends  in  Paducah. 

Mr.'  A.  G.  Terry,  traveling  storage  inspec- 
tor of  Mr.  Tinling's  office,  spent  the  day  in 
Dyersburg,  January  19th. 

Messrs.  C.  R.  Young,  superintendent,  A. 
N.  Robinson,  supervising  agent,  W.  T.  Mays, 
chief  dispatcher,  and  H.  W.  Williams,  train- 
master, spent  Jan.  12th  at  Dyersburg. 

A  very  interesting  loss  and  damage  meet- 
ing was  held  in  the  superintendent's  office  by 
Mr.  A.  N.  Robinson,  supervising  agent,  Jan- 
uary 21st.  Agents  from  larger  stations  at- 
tending. 

Superintendent  C.  R.  Young  is  ill  at  his 
home  on  Carr  Street. 

Mr.  A.  A.  Williams,  traveling  passenger 
agent,  Memphis,  Tenn.,  spent  Thursday,  the 
27th,  in  Fulton. 

Mr.  H.  O.  Cole  has  been  attending  court 
Fulton  this  week. 

We  are  glad  to  have  Switchman  C.  L. 
Maddox  back  in  our  midst,  after  a  lengthy 
stay  at  the  hospital,  result  broken  ankle. 


tern  to  recognize  the  "Clubby"  feeling  of 
good  fellowship  and  immediate  co-operation 
that  reigns  in  the  Birmingham  agency. 


"Transfer  in  Birmingham  Agency." 
The  news  of  the  resignation  of  Mr.  J.  L. 
Campbell,  agent,  Birmingham,  Ala.,  was  re- 
ceived with  a  feeling  of  deep  regret  among 
the  employes  at  this  station.  Mr.  Campbell's 
close  association  with  this  organization  bore 
a  feeling  as  that  of  a  fellow  worker  more 
than  an  agent,  as  he  was  always  ready  to 
come  to  the  assistance  and  do  anything  in 
his  pcwer  that  would  promote  better  fellow- 
ship among  those  who  came  under  his  im- 
mediate jurisdiction. 

Those  in  Mr.  Campbell's  employe  could 
only  consider  his  position  as  filled  by  a  man 
of  high  ability,  broad  thinking,  and  ever 
ready  to  help  correct  any  wrong  and  re- 
place the  action  with  an  understanding  that 
each  and  every  wrong  can  be  made  right  if 
the  proper  course  is  taken. 

The  above  and  many  others  are  the  rea- 
sons for  Mr.  Campbell's  resignation  being 
accepted  by  the  employes  of  this  agency 
with  the  feeling  close  to  that  as  a  loss  of  a 
friend  instead  of  an  employer. 

But  in  our  deepest  feeling  of  regret,  his 
position  was  filled  by  a  man  who  was  im- 
mediate in  his  display  that  he  meant  to  in- 
vite the  close  relation  towards  him  that  was 
Mr.  Campbell's  during  his  time  of  agent,  and 
this  organization  has  accepted  Mr.  Ben  Her- 
ring's attitude  with  the  delightful  anticipa- 
tion that  in  future  time  he  will  hold  the  same 
feeling  toward  his  employes  as  our  former 
agent,  Mr.  Campbell. 

We  have  learned  in  the  short  time  that 
Mr.  Herring  has  been  active  as  agent  of  the 
Birmingham  station,  that  he  not  only  feels 
appreciative  toward  our  efforts,  but  is  bold 
in  his  praise  of  the  correct  dispense  of  our 
assigned  duties.  We,  therefore,  take  advan- 
tage of  this  opportunity  to  invite  the  sys- 


Following  from  Chief  Clerk  B.  F.  Evans 
was  addressed  to  all  clerks,  superintendent's 
office,  Fulton,  Ky.: 

"I  found  the  attached  two  carbons  on  walk 
in  front  of  office  today.  Could  you  make  a 
copy  with  these  carbons?  If  they  were 
yours  would  you  use  them  again,  or  buy 
some  more?  Carbon  sheets  cost  the  rail- 
road considerable  money  each  month.  Did 
you  read  Mr.  Markham's  letter  concerning 
economies  which  are  necessary  to  enable  the 
railroad  to  continue  present  high  wages?  I 
know  you  did  read  it,  and  since  you  read  it, 
stop,  think  and  act  before  you  waste  the 
railroad's  stationery.  Use  both  sides  of  the 
scratch  sheet  you  figure  on  before  you  throw 
it  away.  Use  you  pencil  until  it  stings  your 
thumb  before  you  throw  it  away. 

You  can  save  money  for  the  railroad  the 
same  as  the  fellow  on  the  outside.  Let's  get 
the  habit  and  not  wait  until  we  are  forced 
to  do  it." 


General    Agent's    Office,    Birmingham,   Ala. 

Mr.  E.  M.  Mohler,  our  new  superinten- 
dent of  terminals  is  a  frequent  visitor  and 
through  his  earnest  efforts  and  co-opera- 
tion, we  are  going  to  be  able  to  increase 
our  business. 

N.  B.  Camp,  TFA  Jacksonville,  Fla., 
spent  a  day  with  us.  He  reports  business 
fairly  'good  in  Florida. 

C.  W.  Hall,  car  agent,  says  empty  box 
cars  slacking  up  somewhat.  The  yard- 
masters  are  wondering  if  all  the  foreign 
cars  in  the  world  have  finally  reached  home 
or  if  they  are  being  loaded.  Mr.  Hall  says 
business  is  getting  better. 

We  are  glad  to  see  our  old  friend  O.  F. 
Redd  back  in  harness  with  the  Illinois  Cen- 
tral. He  was  appointed  city  freight  agent 
Jan.  1st,  succeeding  L.  W.  Collier. 

Business  must  have  been  very  good  with 
S.  L.  Nunnaly  TFA,  last  week  in  South 
Alabama — he  brought  in  a  large  sack  of 
peanuts. 


LOUISIANA   DIVISION 

Greetings  of  the  Season,  though  rather 
late,  are  extended  you  from  the  members 
of  the  Superintendent's  office. 

Our  Resolution  for  the  year  1921  is  to 
help  to  make  it  the  best  year  in  the  history 
of  the  Illinois  Central  Railroad.  Will  you 
helo  us? 

Thirty-seven  of  our  members  have  each 
purchased  a  share  of  stock  and,  during  the 
coming  month,  we  hope  to  double  that 
number,  or  in  other  words,  make  it  100%. 
What  are  you  doing? 


ILLINOIS  CENTRAL  MAGAZINE 


89 


Several  letters  have  been  received  from 
the  Officials  as  regards  the  saving  of  ma- 
terial. We  have  decided  that,  if  each  of 
us  are  stockholders,  more  interest  will  be 
taken  in  the  SAVING  CAMPAIGN.  What 
do  you  think? 

Traveling  Auditor  Bell  spent  several 
weeks  with  us  lately.  Mr.  I.  H.  Stevens, 
Schedule  Inspector,  was  also  one  of  our 
visitors  recently.  Scott  McAfee  does  not 
forget  us  either. 


Into    the    office   much    excited 
On  night  of  December  twenty-third, 
Came  our  Roadmaster  Jack  Desmond 
With  the  greatest  of  news  unheard. 

Not  to  all  did  he  impart 
But  to  each  and  every  one 
The   news   of   William   Frederick 
An    eight-pound   little    son. 

Division  congratulations  are  extended 
To  the  parents  of  this  boy, 
With  the  heartiest  of  wishes 
That  to  them  will  he  bring  much  joy. 

Misses  Williams  and  Pimm  have  spent 
several  week  ends  in  New  Orleans  recently 
attending  grand  opera. 

The  next  time  you  come  to  our  office  ask 
the  Statistician  how  she  likes  the  new 
tonnage  report. 

A    Loss    and    Damage    Meeting    of   much 


interest  was  held  recently  in  the  office  of 
our  Superintendent. 

You  should  have  seen  Fritz's  smile  when 
he  told  of  the  new  debutante.  On  January 
6th  Natalie  Leggett  Jr.  began  her  career  in 
the  Brasfield  family.  Congratulations! 

R.  F.  Bundy,  Instrumentman  has  returned 
from  New  Orleans  where  he  has  been  en- 
gaged in  Special  Work  for  the  Engineer- 
ing Department. 

During  December,  1919,  sixteen  personal 
injuries  occurred  in  the  Maintenance  of 
Way  Department  and  in  December,  1920, 
this  amount  was  reduced  to  two.  All  per- 
sonal injuries  on  the  Louisiana  Division 
were  settled  at  the  end  of  the  year  1920 
with  the  exception  of  one  which  is  in  litiga- 
tion. We  are  making  a  special  effort  to 
eliminate  this  unnecessary  evil  and  useless 
expense  to  the  Railroad  Company. 

When  you  see  the  Road  Master's  Chief 
Clerk  waiting  for  the  statistician  after  work 
every  afternoon,  you  wonder  how  he  can 
work  Brookhaven  and  McComb  at  the  same 
time. 

The  accompanying  photograph  of  Claim 
Agent  H.  G.  Mackey  and  Supervisor  H.  A. 
Mercer  with  their  chauffeur  taken  on  the 
Yazoo  District  on  a  recent  trip  over  that 
territory  for  the  purpose  of  eliminating 
dangerous  practices  and  locating  defective 
tools,  and  with  a  view  of  remedying  ob- 
structed views  to  public  and  private  road 


H.O.  L 


OF PROVEN, 

SOLIDITY 

SINCE 

1887 


Have  you  idle  funds? 
If  so,  put  them  to  work 

Money  should  work  twenty-four  hours  a  day.  Does  yours?  If 
not,  you  should  talk  with  us  about  investing  it  so  that  it  will 
earn  the  maximum  interest  consistent  with  absolute  safety. 
Our  Real  Estate  Bonds  are  best  for  your  funds.  Our  book,  1921 
Investment  Offerings,  tells  why.  Send  for  a  copy  of  this  book 
today.  Use  the  coupon  below.  Ask  for 

INVESTMENT  LITERATURE  No.  C-2 

H.O.  STONE  &  CO. 

ESTABLISHED  1887          CHICAGO          INCORPORATED 

REAL- ESTATE  -BONDS  • 

CONWAYBLDG.  Ill  W.WASHINGTON  Si.  S.W.COR.ClARK 


COUPON 


H.   O.   Stone  &  Co. 

Ill   W.  Washington  St.,   Chicago. 

Send  me  your  booklet  of   1921    Investment  Offerings  and  tell  me  how  I   can  earn 
6%  interest  on  my  funds  with  absolute  safety. 

Name     _ ; 

Address  

City    _ State 

(68) 


Please  mention  this  magazine  when  writing  to  advertisers 


90 


ILLINOIS  CENTRAL  MAGAZINE 


crossings.     Their  aim   being   to   reduce  per- 
sonal injuries  in  the  Road  Department. 

Mechanical  Department. 

Miss  Ruth  Lane  has  been  in  South  Carol- 
ma  the  past  week  "courting",  Mrs.  Bessie 
Holt  having  filled  her  place  as  stenographer 
while  she  was  absent. 

Mr.  Leopold,  Chief  Clerk  to  District  Fore- 
man Chapman,  New  Orleans,  paid  us  a 
pleasant  visit  last  week. 


CLAIM     AGENT     H.    G.     MACKEY     AND     SU- 
PERVISOR   H.    A.    MERCER.    WITH    THEIR 
CHAUFFEUR   ON  THE  YAZOO   DISTRICT 


Misses  Reba  Womach  and  Neola  Ansley 
spent  the  day  in  New  Orleans,  recently. 
Reba  may  be  an  expert  File  Clerk,  but  she 
can't  count  change.  Don't  let  Neola  keep 
your  time  or  she  might  "short-change"  you 
a  dollar.  It  may  be  something  these  girls 
had  at  Kolb's  that  went  to  their  heads. 

Our  Chief  Clerk  is  handling  us  with  "kid 
gloves".  Abraham  Simmons  gave  them  to 
him  for  Christmas-. 

Ask  the  following  how  often  it  rains  in 
New  Orleans  on  Saturday  afternoons: 
Mesdames  C.  C.  Wilson,  J.  D.  Wardlaw, 
Misses  Eva  and  Bessie  Bennett,  M.  Q. 
O'Quin,  Ruby  Kohman  and  Neola  Ansley. 

Our  Accounts,  O.  V.  Lewman  and  H.  R. 
McKnight,  spent  a  day  in  the  "City"  re- 
cently— on  "business"  of  course. 

Miss  Mary  Lynch,  former  clerk,  was  a 
visitor  to  our  office  last  week. 

Time  Checker  Chambers  paid  us  a  visit 
a  few  days  ago.  You  should  have  seen 
Ruby  Kohman,  our  popular  checker,  when 
she  met  him.  Ruby,  were  you  very  nervous? 

Clerk  S.  M.  Shrader  is  wearing  a  smile 
that  won't  wear  off.  The  last  one  was  a 
boy! 

With  General  Foreman  Roval  at  the 
wheel,  everybody  "hits  the  ball"  and  things 
do  hum.  Our  engines  are  the  VERY  BEST. 
We  are  ahead  in  the  Safety  First  Campaign; 
our  premises  are  clean;  in  fact  McComb 
Shops  can't  be  beat — if  you  don't  believe 
this,  ask  Mr.  R.  W.  Bell,  who  was  here  a 
few  days  ago.  I  bet  he'll  tell  you  the  same. 


Roundhouse  Clerk  Munn  makes  a  flying, 
trip  to  Jackson  quite  frequently.  Wonder 
what  the  attraction  is? 

The  latest  fad  is  a  trip  on  the  Sea  of 
Matrimony.  Machinist  John  McNair  and 
Machinist  Apprentice  George  Galloway  not 
wanting  to  get  left  have  already  sailed. 
Congratulations! 

Mr.  Mike  McKinnon,  Labor  Foreman, 
says  "Christmas  has  gone".  How  many 
others  think  the  same  thing? 

Lee  McDaniel,  our  handsome  draw  cut 
shaper  operator  is  wearing  glasses.  Do  you 
suppose  early  piety  could  be  the  cause? 

Mr.  Bennett  Boyd  has  some  special  shoes 
he  calls  his  Round  House  shoes.  He'uses 
them  to  keep  his  feet  out  of  the  way  of 
engines  while  going  thru  the  roundhouse. 
"Some  Feet." 

Mr.  Adrian  Guy's  gun  went  off  accident- 
ally while  out  hunting  last  Monday  and 
killed  a  rabbit. 

Jackson,  Mississippi. 
I.  C.  Agent  Gives  Party 
One  of  the  largest  and  most  enjoyable  of 
(he  entertainments  given  New  Year's  Eve 
was  the  dinner  tendered  by  Mr.  J.  L.  Mor- 
gan, Local  Agent,  of  the  Illinois  Central 
Railroad,  to  his  office  assistants.  About 
seventy  men  and  women  gathered  at  6:30 
P.  M.  in  the  Kiwanis  dining  room  of  The 
Edwards  house,  where  they  were  received 
by  Mr.  and  Mrs.  Morgan  and  by  Dr.  W.  W. 
Smithson,  District  Surgeon.  A  delightful 
course  dinner  was  served.  With  the  coffee 
there  were  short  speeches  in  which  the 
spirit  of  office  and  personal  interest  were 
very  evident.  At  the  close  of  the  dinner, 
Mr.  Morgan  escorted  the  entire  party  to  the 
Majestic  theatre  where  seats  had  been  re- 
served for  the  pictures.  After  "Dinty"  had 
successfully  captured  all  of  the  crooks  in 
San  Francisco  the  large  party  dispersed 
with  many  reciprocal  good  wishes  for  the 
coming  year. 

The  office  mourns  the  loss  of  C.  W.  Ross 
of  the  Accounting  Department  who  died  at 
the  I.  C.  Hospital  in  New  Orleans,  New 
Year's  Day.  While  he  had  been  in  the  of- 
fice but  a  comparatively  short  time,  he  had 
made  friends  with  all  and  the  sympathy 
of  the  clerks  goes  out  to  his  wife  and  chil- 
dren. 

Our  former  chief  clerk,  Frank  H.  Barton, 
has  been  appointed  Agent  at  Brookhaven, 
Miss.,  a  well  deserved  promotion.  He  left 
here  with  our  gift,  a  handsome  new  satchel, 
filled  to  the  keyhole  with  best  wishes  for 
his  success. 

Promotions  are  the  order  of  the  day.  J. 
P.  Martin  is  our  new  Chief.  Under  "Jack" 
everything  will  just  naturally  run  smoothly 
and  well. 

George  H.  Terry  goes  up  as  Assistant 
Chief  Clerk.  J.  A.  Gregory  takes  Terry's 


ILLINOIS  CENTRAL  MAGAZINE 


91 


desk.  Barrett  goes  into  the  Accounting 
section,  replacing  Gregory.  So  they  go.  A 
nice  little  lift  for  many  faithful  employes. 

There  may  be  a  slump  in  business  else- 
where, but  our  volume  of  tonnage  keeps  up 
well  and  we  have  few  idle  moments. 

We  are  making  a  special  feature  of  "Loss 
and  Damage"  prevention.  Hope  to  reduce 
our  O.  S.  &  D.  reports  to  a  minimum,  and 
become  the  banner  station  on  the  Louisiana 
Division  in  this  respect. 

Transportation  Department. 

The  Louisiana  Division  is  in  the  block 
carrying  signals  for  another  year  of  prosper- 
ity with  bright  hopes  of  equalling  the  one 
just  past.  Old  1920  is  now  past  and  gone 
together  with  its  mistakes,  failures  and  dis- 
appoinments,  but  1921  is  ours  to  do  as  we 
will,  so  let  us  make  this  a  banner  year. 
We  hope  the  present  year  will  be  a  happy 
and  prosperous  one  for  each  and  every  one 
on  this  and  all  sister  Divisions  of  the  Il- 
linois Central. 

Conductor  E.  S.  Sharpe  is  very  much 
elated  over  the  home  coming  of  Mrs.  Sharpe 
and  their  splendid  young  son,  Edward,  fol- 
lowing on  extended  stay  with  the  Mayo 
Brothers  in  Rochester,  Minn.  Friends  will 
be  pleased  to  learn  that  Edward  is  on  the 
road  to  recovery  which  we  trust  will  be 
permanent. 

Miss  Belva  Sleppy  was  married  to  Brake- 
man  Jake  Bellipanni  on  Tuesday,  Decem- 
ber 21st,  at  St.  Alphonsus  Church,  Father 
.T.  J  Igoe  saying  the  ceremony.  Both  the 
bride  and  groom  have  a  large  circle  of 
friends  in  McComb.  Miss  Sleppy  is  the 
daughter  of  the  late  Conductor  George 
Sleppy. 

The  many  friends  of  our  popular  con- 
ductor, W.  E.  McMaster,  will  be  pleased  to 
learn  that  his  health  is  greatly  improved 
and  we  hope  that  he  will  soon  be  able  to 
take  out  his  run  again  on  the  Panama  Lim- 
ited. 

Conductor  M.  E.  Sandifer  of  the  Yazoo 
District,  was  shaking  hands  with  friends  in 
McComb  the  past  week.  He  says  the  Yazoo 
Local  is  all  right  and  Jackson  is  a  good 
town,  but  he  just  can't  stay  away  from  Old 
McComb  all  the  time. 

Conductor  Moffit  reports  some  very 
thrilling  experiences  he  had  over  in  Louis- 
iana on  a  deer  hunt  during  the  Holiday 
season. 

Canton,   Miss. 

The  many  friends  of  General  Superin- 
tendent Patterson  were  elad  to  greet  him 
as  he  passed  through  Canton  on  No.  3, 
December  13th. 

Miss  Stella  Seater,  bill  clerk,  enjoyed 
opera  in  Jackson  last  week. 

Miss  Lillian  Martz,  former  stenographer 
and  clerk,  was  given  a  surprise  farewell 
party  on  Monday,  December  20th.  The 
force  presented  the  bride-to-be  with  a  hand- 
some chest  of  silver.  After  much  merri- 
ment, toasts  to  the  bride,  delicious  refresh- 


ments were  served,  consisting  of  ice  cream, 
cake,  fruit  punch,  chicken  salad,  etc. 

Agent  Comfort  and  family  were  disap- 
pointed in  their  Xmas  trip  to  New  Orleans, 
having  to  return  after  getting  as  far  as 
Brookhaven  account  of  wash-out. 

Mr.  W.  E.  McCloy,  supervising  agent, 
recently  visited  Canton. 

Mr.  O'Malley,  General  Foreman,  attended 
the  Barnett  funeral  in  Memphis. 

Messrs.  Egan,  Pelley  and  Quigley  made 
Canton  a  short  visit  coming  up  to  meet 
President.  Markham.  Many  of  his  friends 
regretted  that  they  did  not  have  the  op- 
portunity to  speak  to  Mr.  Pelley. 

Switchman  John  Bacon  was  a  McComb 
visitor. 

Many  friends  of  Conductor  McMaster 
were  glad  to  greet  him  on  the  streets  of 
Canton. 

Miss  Lillian  Martz,  who  was  employed 
at  Canton  as  stenographer  and  clerk  for 
the  past  three  years,  was  married  to  Dr. 
H.  E.  Hingst.  All  her  fellow  employes 
were  sorry  indeed  to  lose  her  and  Dr. 
Hingst  is  to  be  congratulated  on  winning 
such  a  capable  girl.  After  the  wedding  on 
Wednesday  evening,  December  29th,  Dr. 
and  Mrs.  Hingst  left  for  New  York  where 
they  will  spend  several  weeks  before  their 
departure  for  Porto  Rico.  Dr.  Hingst  is 
one  of  the  able  representatives  of  the  Rocke- 
fellow  Foundation  Anti-Malarial  Associa- 


Sangamo 
Special 

Adjusted  to 

6 

Positions 


Dial  up 
Dial  down 

Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  \\> 
illustration 


Bunn 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down,, 
as  shown  in 
illustration 


Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request 

Illinois  Watch  Company 

Springfield 


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ILLINOIS  CENTRAL  MAGAZINE 


tion,  and  is  in  charge  of  malarial  and  mos- 
quito work  in  Porto  Rico. 

Ticket  Agent  Processer  attended  a  dance 
in  Ridgeland  and  reports  a  fine  time. 

W.  N.  Henry  and  wife  of  Tchula  were  re- 
cent visitors  to  his  Father,  Section  Fore- 
man Henry. 

Mrs.  McCloy,  wife  of  Supervising  Agent 
McCloy,  spent  a  few  days  in  Canton,  a 
guest  of  Mrs.  H.  A.  Comfort,  the  wife  of 
our  efficient  agent. 

_Mr.  A.  C.  Alsworth,  cashier,  made  a  short 
visit  to  his  parents  in  Purvis,  Miss. 


Tit  Bits  of  Room  8 

Mr.  Rogan,  so  degnified  and  great 
Is  the  central  figure  of  Room  8, 
And  when  force  reductions  are  defeated 
His  hardest  task  will  be  completed. 

One  to  whom  we  give  much  cheer 
Is    Mr.   Smith,   a  little  loud,  but  dear, 
And  as  he  sees  his  favorite  horse  come  last 
He  thinks  of  what  might  have  been  a  better 
past. 

There  is  also   Mr.  Tucker,   a  gentleman  of 

foreman  fame 

Who  brings  honor  to  Room  8's  name, 
For  when   his   day's   work  is    done 
He  is  happy  and  full  of  fun. 

Mr.  Lowe,  so  nice  and  fine 

Fills  the  office  with  rays  of  sunshine 

As  there  is  a  smile  for  all, 

No  matter  who  it  may  befall. 

Now,  Mr.   Lambou,  the  office  sage, 
Too  Sad!    Alas!    He  is  engaged; 
Nevertheless,  he  is  your  friend 
And  assistance  he  is  willing  to  lend. 

These  last  few  lines  we  have  reserved 
For  one  who  is  well  deserved; 
Miss  Sterbenz,  our  steno  and  a  blonde,  too, 
Wears    her   skirt    twelve    inches    above    her 
shoe. 


Strictly  Personal 

Mr.  E.  R.  Gunter  has  again  returned  as 
chief  clerk  in  the  superintendent's  office, 
having  resumed  that  position  January  1, 
1921.  Of  course,  we're  all  glad  to  have  him 
back,  however,  it  must  be  mentioned  we're 
all  sorry  to  see  Mr.  Lee  bumped — he  was 
such  a  dandy  chief  .clerk. 

Mr.  Lee  is  now  car  record  clerk  and  just 
as  cheerful  and  good  looking  as  ever,  if 
anything,  a  little  better  looking. 

We  are  also  glad  to  mention  the  fact  that 
all  our  fellow  workers  are  now  enjoying 
the  best  of  health,  and  back  on  their  jobs, 
some  having  been  subject  to  serious  and 
long  cases  of  sickness.  They're  still  all 
there,  however,  despite  the  fact  that  one  has 
lost  its  hair,  which,  thanks  to  Saint  Rita, 
seems  to  be  growing  back  again. 


Since  the  New  Orleans  Terminal  has  ac- 
quired the  assistance  of  a  demon  yard  clerk, 
Mr.  A.  J.  Condon,  things  keep  one  stepping 
lively  down  here  now.  Mr.  Caldwell  is  also 
on  the  job,  however,  is  keeping  silent  and 
don't  make  as  much  noise  as  the  other  one. 


Rheumatism 

A  Remarkable  Home   Treatment 
Given  by  One  Who  Had  It 

In  the  year  of  1893  I  was  attacked  by  Mus- 
cular and  Sub-Acute  Rheumatism.  I  suffered 
as  only  those  who  are  thus  afflicted  know  for 
over  three  years.  I  tried  remedy  after  rem- 
edy, but  such  relief  as  I  obtained  was  only 
temporary.  Finally,  I  found  a  treatment  that 
cured  me  completely  and  such  a  pitiful  condi- 
tion has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted,  even  bed- 
ridden, some  of  them  seventy  to  eighty  years 
old,  and  the  results  were  the  same  as  in  my 
own  case. 

I  want  every  sufferer  from  any  form  of  mus- 
cular and  sub-acute  (swelling  at  the  joints) 
rheumatism,  to  try  the  great  value  of  my  im- 
proved "Home  Treatment"  for  its  remarkable 
healing  power.  Don't  send  a  cent;  simply  mail 
your  name  and  address,  and  I  will  send  it 
free  to  try.  After  you  have  used  it,  and  it 
has  proven  itself  to  be  that  long-looked  for 
means  of  getting  rid  of  such  forms  of  rheu- 
matism, you  may  send  the  price  of  it,  One 
Dollar,  but  understand  I  do  not  want  your 
money  unless  you  are  perfectly  satisfied  to 
send  it.  Isn't  that  fair?  Why  suffer  any 
longer,  when  relief  is  thus  offered  you  free. 
Don't  delay.  Write  today. 

Mark  H.  Jackson, 
939G  Durston  Bldg.,  Syracuse,  N.  Y. 

Mr.  Jackson  is  responsible.  Above  state- 
ment true. 


BUSHMREE 


Get  BIG  PRIZE 

OFFER  and   BUSH 
Auto  Agency.  Write 
today.   Send   your 

Write  plainly  and 
quickly.  Onn't 
wait.  Dept  B244 
Bush  Motor  Co. 
h  TVznple.  Chicago 


Don't  Suffer1  From 

PILES 

Send  me  your  name  and  ad- 
dress and  I  will  gladly  send 
you  on  trial  my  mild,  soothing, 
guaranteed  treatment  for 
Piles,  which    has    proven    a 
blessing  to  thousands  who  no 
longer  suffer  from  the  pain  of 
this  cruel,  torturous  disease. 
Send  Post  Card  today  for  full 
treatment.    If  results  are 
satisfactory  costs  you  $2.00. 
If  not,  costs  nothing. 

H.  D.  POWERS,  Dept.  409,       Battle  Creek,  Mich. 

Show  This  to  Home  Pile  Sufferer 


Please  mention  this  magazine  when  writing  to  advertisers 


ILLINOIS  CENTRAL  MAGAZINE 


TRAFFIC   DEPARTMENT,   MEMPHIS, 
TENN. 

Our  esteemed  friend  and  associate,  Mis- 
ter J.  A.  Atterbury,  "done  went  and  done 
it,"  boys;  it's  just  "another  good  man  gone 
wrong."  Ole  Atterbury  took  unto  himself 
a  bride.  That's  what  makes  him  look  that 
way.  He's  not  sick  at  all.  He  certainly 
is  an  industrious  fellow.  He  was  back  at 
work  thirty  minutes  after  the  minister  pro- 
nounced him  a  "married  man."  Some  fast 
work,  Att. 

Mr.  and  Mrs.  R.  A.  Tremblay  spent 
Christmas  in  Chicago  and  had  a  wonderful 
time. 

Keep  this  quiet.  Soft  pedal  it.  Ed  Spel- 
ger  and  his  "partner"  Ed  Heffernan  have 
both  returned  from  Louisville  none  the 
worse  off.  What  they  went  for  and  what 
they  came  back  with  is  a  mystery  which  no 
one  can  solve,  but  far  be  it  from  them  to 
"breathe"  a  word  of  it  to  anyone,  some  one 
may  find  out  the  main  reason  for  their  so- 
journ to  Louisville.  Ahem! 

Mr.  Frankie  Erhart  spent  Christmas  in 
his  home  town,  Kansas  City.  Frank  re- 
ports plenty  of  snow  in  K.  C. 

The  entire  GFO  will  be  glad  to  know 
that  Miss  Lucille  Yard,  who  recently  was 
'  hurt,  is  improving  right  along  and  expects 
to  be  back  at  her  typewriter  soon. 

The  stenos  were  all  kindly  remembered 
by  Old  Santa.  All  received  some  nice  gifts 
and  they  wish  Christmas  came  every  month. 
Well,  there  is  a  good  reason.  Heh? 

This  marriage  bug  is  hitting  'em  all  with 
great  regularity  these  days.  J.  Franklin 
Hanson  got  in  the  way  and  he  is  no  longer 
a  single  man.  Little  Frankie  received  a 
beautiful  remembrance  from  his  associates 
which  he  and  his'n  will  always  cherish 
highly.  May  all  their  troubles  be  small 
ones. 

Jack  Dempsey  don't  have  to  po  very  far 
to  find  a  formidable  opponent.  Right  here 
in  our  office  we  have  two  very  promising 
young  men — as  far  as  weight  is  concerned 
— they  are  Paul  Newell  and  Clarence 
Bridpforth.  They  don't  weigh  close  to  a 
ton,  but  oh,  gosh!  they  sure  look  it.  Ole 
Jack  Dempsey  should  beware  of  these  two. 

The  Quotation  Department  is  certainlv 
missing  the  services  of  A.  F.  Roth,  who  is 
at  present  in  the  hospital  at  Chicago  under- 
going an  operation.  He  has  our  best 
wishes  for  an  early  recovery. 

Claim  Clerk  J.  F.  Dugan  has  been  with 
us  for  quite  a  good  while,  but  it  was  only 
yesterday  that  somone  discovered  that  the 
thing  on  his  upper  lip  was  a  moustache. 
Oh,  yes;  he  was  drinking  ink  and — well 
that's  why  he  looks  like  that. 

MEMPHIS   TERMINAL 

Engineer  C.  C.  McCaskill,  of  the  Memphis 
Terminal,  who  boke  his  leg  in  October,  re- 
turned to  work  January  7th.  Everyone  was 
glad  to  have  him  back  again. 

Cupid  was  rather  busy  in  the  master 
mechanic's  office  recently  and  consequently 


Dont  Send  1  Penny 


send  vour  name 
and  address, 
size  and  color,  and  I 
will  send  this  sweat- 
er and  pair  of  trous- 
ers to  you.  You  don't 
pay  one  penny  until 
they  are  delivered  at 
your  door  by  the 
postman.  Trousers 
alone  are  worth  more 
than  $2.93,  so  you  are 
getting  the  sweater 
absolutely  FREE. 
"end  your  order  now. 


I 


Men!! 

Pants  and 
Sweater 

Both  $J)98 

for   £ —  \ 

The  trousers  are  made 
of  a  very  strong  and 
durable  gray  striped 
worsted  material.  They 
have  customary  pockets 
and  belt  straps.  All 
seams  are  double  stitch- 
ed and  guaranteed  not 
to  rip.  These  trousers 
would  ordinarily  sell  for 
more  than  $2.98.  Color: 
Oxford  gray  stripe 
only.  Sizes:  30  to  44 
inches  waist  measure. 

The  sweater  is  made 
of    heavy   commercial 
yarn,  woven  in  slip-over 
style,   with  round  neck 
and  sleeveless.    Fits 
snugly  to  body.  Colo 
Khaki  or  navy   blu 
Sizes:     34  to  46 
chest  measure. 

Remember,  one    =—   —   — 

sweater  and  one  pair  of  trousers  for  $2.98.    They 
will  not  be  sold  separately. 


111! 


iiti 


Crnn 
rlCC 


. 

Just  send  voor  name  and  ad- 
dress  —  no  money.    Be  sure  to 

give  size  and  color.  When  the  sweater  and  trousers 
are  delivered  at  your  door  by  the  postman,  pay  him 
$2.98  for  them.  We  have  paid  the  delivery  charges. 
Wear  both  articles  and  if  you  don't  find  them  all  you 
expected,  return  them  and  we  will  cheerfully  refund 
your  money  at  once.  Order  by  No.  42. 

Walter  Field  Co.  ais  s  M.^U!rf  ".9ch..... 


EARN/I REBL  PHON06R1PH 


Beautifully  finished,    nickel  winding 
rank,  spring  motor,  ipeed  regulator, 
•    •top  lever.    New  improved  sound 
box  with  mica  diaphragm,  makei 
perfect  reproductions  of  all  kinds 
of  music.    A   MARVELOUS 
Machine  in  every  way.  Delight- 
ed   thousands   of    homes. 

Send  NO  MONEY 

Just  your  name, and  we  will 
•end  you  24  of  our  Art  Pictures  to 
dispose  of  on  special  offer  at  25c 
each.  Send  us  the  $6  you  collect 
and  we  will  send  this  new  im- 
proved E.  D.  L.  Phonograph  anrt 
a  selection  of  «  — "-ords  free.  . 
E.D.LIFE.Dept.  2T85  Chicago 


Please  mention  this  magazine  when   writing   to   advertisers 


94 


ILLINOIS  CENTRAL  MAGAZINE 


we  are  announcing  the  marriage  of  Miss 
Menla  Jones,  clerk,  to  Mr.-  Chas.  Mills,  and 
Mrs.  Jenney  Payne,  pass  clerk,  to  E.  E. 
Christmas.  Mr.  Christmas  is  also  a  well- 
known  I.  C.  employe. 

Mr.  C.  A.  Bell,  invoice  clerk,  of  the  Store 
Department,  spent  New  Year's  Day  in 
Paducah,  Ky.,  while  Carl  Puryear  took  his 
holiday  in  Mayfield. 

J.  H.  Stalcup,  accountant,  of  the  Store 
Department,  is  displaying,  with  much  pride, 
a  number  of  large  blisters  on  his  hands. 
He  claims  they  are  from  using  his  pen  and 
pencil  so  extensively,  but  the  truth  is  his 
wife  had  him  down  on  his  "Prayer  bone" 
waxing  the  floors. 

Engineer  C.  E.  McFerran,  after  an  ex- 
tensive trip  through  California,  is  again  in 
Memphis,  and  on  his  old  run. 

Mrs.  Blick,  stenographer,  in  the  Store  De- 
partment, gets  to  work  on  time  now  every 
morning,  but  who  wouldn't  if  your  hus- 
band brought  you  to  work  in  a  new  Super 
"Six." 

A  large  bulletin  board  has  been  placed  out- 
side the  Memphis  round  house.  It  contains, 
not  only  information,  which  is  interesting 
to  the  men,  but  some  good  sound  advice 
as  well.  Below  are  the  principal  items: 

There  were  3,789,904  tons  of  coal  con- 
sumed by  locomotives  of  this  company  in 
1919. 

This  amount  of  coal  if  placed  in  fifty-ton 
cars  would  amount  to  75,798  cars. 


Saving  By    Mail 

THE  Merchants  Loan  Monthly 
Statement  Savings  Plan  saves 
you  the  trouble  of  going  to  the 
bank  every  time  you  make  a  de- 
posit and  puts  the  whole  matter 
of  saving  on  an  efficient,  business- 
like basis. 

This  plan  has  proved  to  be  a 
practical  aid  to  systematic  saving 
and  is  meeting  with  continued 
favor.  Circular  giving  full  particu- 
lars will  be  mailed  upon  request. 

"Identified   with   Chicago's 

Progress  Since   1857" 


Capital  and  Surplus  $15,000,000 
112  W.  Adams   St.,    Chicago 


If  you  would  save  one  scoop  of  coal 
(fifteen  pounds)  per  car  from  this  number 
of  cars,  it  would  mean  a  saving  of  568  tons. 

If  all  of  this  coal  was  in  one  solid  train 
it  would  reach  from  Centralia,  111.,  to  New 
Orleans,  La.,  and  this  does  not  include  coal 
consumed  in  power  plants,  shops,  buildings, 
etc. 

It  would  take  the  Panama  Limited  seven- 
teen hours  to  pass  this  train  of  coal. 

There  are  433  tons  of  coal  consumed  by 
this  company's  locomotives  every  hour  of 
the  year. 

The  cost  of  locomotive  coal  is  higher  to- 
day than  it  was  ever  known  in  the  history 
of  the  railroad.  Each  scoop  full  of  coal 
costs  approximately  5  cents. 

Make  a  small  scoop  of  coal  do  the  work 
of  a  large  one. 


BAND  OFFICERS:  W.  Davidson.  G.  S.  K..  Pres.) 
J.  H.  Nash,  Supt.,  M .  P.,  Vice  Pres.;  I..  A.  North, 
Shop  Supt.,  Vice  Pres.,  G.  F.  Frazer,  Director; 
F.  P.  Nash.  G.  F.  Loco.  Dept..  M*r.;  E.  G. 
Nylander,  G.  F.,  Car  Dept.,  Treas. 

Care  of  I.  C.  Shops,  95th  St.,  Chicago 
Organized  1896 

ILLINOIS  CENTRAL 
RAILROAD  UNION 
BAND  &  ORCHESTRA 

The  only  R.  R.  Band  and  Orchestra  in  Cook 
County.     Music  Furnished  for  all  Occasi  ons 


"Become  a, 
STOCKHOLDER 

IN 

ILLINOIS 
CENTRAL 

You    can    purchase    5     shares    of    stock    by 
making  initial  payment  of 

$90 

and  20  monthly  payments  of  about  $18  each. 

The   same   proportion   would   apply   to  smaller 

or   larger   orders. 

At    the   end   of   this    period   the    stock    certifi- 

cate    is     transferred     into     your     name     and 

mailed   to  you. 

Dividends  are  credited  to  your  account  while 

payments   are    being   made.     At   present  price 

this    stock   yields   around   8%. 

.Send     for     further     details     regarding     above, 

also    list    of    other    good    stocks    that    can    be 

bought  on  the 

Rose  20  Payment  Plan 

Write  for  FREE  Booklet  I.  C.  26 

"How  to  Become 
Financially  Independent" 

ROSE  a  COMPANY 


Investment  Bankers 


5O  Broad  Si. 


New  YorK 


Please  mention  this  magazine  when   writing   to   advertisers 


ILLINOIS  CENTRAL  MAGAZINE 


95 


The  question  remains:  How  can  it  be 
done?  This  can  be  accomplished  by  the 
reduction  of  preventable  waste,  which  you 
already  know  so  much  about. 

The  men  who  save  coal  by  increasing 
efficiency  are  performing  the  highest  class 
of  service. 

Fuel  economy  depends  on  many  little 
things.  It  was  by  attending  the  many  little 
things  that  enabled  the  United  States  Navy 
ships  to  go  30  per  cent  further  on  the  same 
imount  of  coal  than  they  formerly  did. 

All  employes  should  feel  proud  of ,  the 
progress  they  have  made  in  fuel  conserva- 
tion. 

Miss  McDonald,  clerk,  Store  Department, 
was  sick  two  days  this  week.  She  says  it 


a.  YOU  Canto 
a  Ford  FREE 

Without  a  Dollar  of  Cost 

You  don't  have  to  pay  for 

it— not   even   the  freight. 

Not    a    dollar    of    your 

money  is  required.      The 

man  shown  in  the  car  an- 

ivvered  our  ad.    Now  he's  _^— -  - 

riding  in  the  car  we  gave  him.    You  can  get  one  too. 

Don  t   send    a   cent— just   your   name    and    address — 

that  i  all.    Do  it  now.    A  post  card  will  do.    I  want  t» 

send  you  a  dandy  auto  also. 

G.  WOODS,  Mgr.,  203  Capital  BIdg.,  TOPEKA,  KANSAS 


TUBE  FREE 


6f\f\f\          MILES 
9 U  V U  GUARANTEED 

Greatest  tireoffer  ever  made.  For  a 
short  time  we  offer  a  practically  punc- 
ture-proof standard  made  inner  tube 
absolutely  free  with  every  order  for 
one  of  our  special  reconstructed  double 
tread  standard  tires.  Guaranteed  6,000 
miles.  Users  report  7,000  to  10,000 
miles  service.  Unequalled  in  price, 
quality  and  workmanship.  No  repairs, 
no  blow-outs. 

PRICES  SMASHED 
Prices  Include  Tire  and  Tube 

SIZE  SIZE 

28  s  3      ....SB. GO  34x4      ....$10.25 

30x3      6.65  31  x4'.',   ..   ..  11.75 

30  X  3& 7.70  33  x  4^  ..   ..   12.75 

32x3  j   .   ..  B.fO          3Tx4  J 13.20 

31x4       ...  9  50  3jx5       ....  13.90 

33x4       .  ...  9.75  33x5       ..   ..   14.20 

33x4       ..  ..  9.S5         37x5       14.40 

Rclinc,-  Free  With  Each  Tire 

ORDER  NOW.  Send  $2  deposit  on 

each  tire  ordered.  Balance  C.  O.  D. 

cash  with  order.    State'whether  S.  S. .  Clincher. 
plain  or  non-skid  wanted.    Send  today. 

Serviceable  Tire  Corporation 

1 57  East  33rd  Street,  Chicago,  III. 


QUIT  TOBACCO 

We  have  an  honest,  harmless,  inexpensive  treatment  that 
overcomes  any  form  of  the  hurtful,  money-wasting  to- 
bacco habit  like  magic.  Not  a  substitute.  Contains  no 
habit-forming  drugs.  Easy  and  pleasant  to  take — in  tablet 
form.  Stops  craving  instantly.  Money  back  if  it  fails. 
Write  at  once  for  free  literature  describing  this  wonder- 
ful treatment,  and  the  deadly  effect  of  tobacco  on  the 
human  system.  Peerless  Pharmacal  Co.,  155  Syracuse, 
N.  Y. 


RAILROAD    POLICIES   FOR   RAILROAD   MEN 


One  leg,  or  one  arm,  or  one  eye, 
can't  successfully  do  the  work  of 
two,  else  why  do  we  have  two  of 
each  in  our  makeup. 

If  they  are  worth  having,  they 
are  worth  protecting.  Protect  them 
in  the  Railroad  Man's  Company. 

More  than  $22,500,000.00  Paid 
to  895,000  Policyholders  and  Their 
Beneficiaries. 


Accident     and     Health 
Insurance 

(Cut  out  and  mail  today) 

Continental   Casualty  Co. 
910    Michigan   Ave., 
Chicago,    111. 

I  am  employed  by  the  ILLI- 
NOIS CENTRAL  RAILROAD. 
Please  send  me  information  in 
regard  to  your  accident  and  health 
insurance  such  as  is  carried  by 
hundreds  of  my  fellow  employes. 

Age Occupatior 

Division    . 


Name 


Addresa 


Confttumial  Caswalfg  Cnmpang H  °  B 


Please  mention  this  magazine  when  writing  to  advertisers 


96 


ILLINOIS  CENTRAL  MAGAZINE 


was  not  Love  Sickness  either,  as  she  does 
not  believe  in  that  old  saying:  "That  two 
can  live  as  cheap  as  one." 

Peter  Xiques,  stock  keeper,  went  to 
church  last  Sunday.  We  understand  he 
made  so  much  noise  shuffling  his  feet  he 
nearly  broke  up  the  meeting. 

B.  J.  Phelan,  material  checker,  says  he 
only  made  one  New  Year's  resolution,  and 
that  was  to  ride  on  the  water  wagon  this 
year — that  is,  until  he  can  afford  a  motor 
car. 

We  are  sending  this  month  a  very  good 
picture  of  Switch  Engine  285  and  crew. 
F.  H.  Eaton,  switchman;  J.  I.  Wheeler,  en- 
gineer; J.  J.  Winkler,  fireman;  J.  T.  Kyle, 
engine  foreman,  and  John  F.  Sweeney, 
switchman.  This  engine  makes  up  passenger 
trains  at  Grand  Central  Station,  and  switches 
passenger  equipment  to  and  from  the  sta- 
tion and  coach  yard. 

As  it  has  been  some  time  since  we  have 
sent  any  news  to  the  magazine  we  have  a 
few  items,  that  will,  no  doubt,  be  of  interest 
to  many,  although  they  are  past  news  to 
those  who  are  frequent  visitors  to  the  master 
mechanic's  office. 

Mr.  J.  A.  Vandenburg,  distribution  clerk, 
died  the  latter  part  of  August  and  was 
buried  in  Clear  Water,  Neb.  Mr.  Vanden- 
berg,  who  was  better  known  to  his  friends 
as  Mr.  "Van,"  had  been  a  faithful  employe 
since  1912. 


"SHE  TAKES  HER  PEN  IN  HAND" 

I  take  my  pen  hand: 

It  was  midnight  on  the  ocean,  not  a  street 
car  was  in  sight;  the  sun  was  shining 
brightly,  for  it  rained  all  day  that  night.  It 
was  evening,  and  the  rising  sun  was  sinking 
in  the  west,  and  the  little  fishes  in  the  tree- 
tops  were  cuddled  in  their  nests.  The  rain 
was  simply  pouring  down;  the  sun  was  shin- 
ing bright,  and  every  thing  that  could  be 
seen  was  hidden  out  of  sight.  T'was  a  sum- 
mer day  in  winter,  the  rain  was  snowing 
fast,  as  the  barefoot  girls  with  shoes  6n 
stood  sitting  on  the  grass.  Then  the  organ 
peeled  potatoes,  lard  was  rendered  by  the 
choir,  while  the  sexton  rang  the  dish  rag 
someone  set  the  church  on  fire.  "Holy 
smoke,"  the  preache^l  shouted,  as  he  madl> 
tore  his  hair;  now  his  head  resembles  heaven, 
for  there  is  no  parting  there. 

— Arabian  Knights. 


Spencer  Otis  Company 

RAILWAY  SUPPLIES 


Chicago,    N«w  York    and     St.   Louis 


Chicago  Bearing  Metal  Co. 

Offices: 

2234-52  West  43rd  Street 
CHICAGO 


Journal  Bearings — Engine  Castings,  Brass 

and  Bronze  Castings  for  all  purposes. 

Babbitt  Metal. 


PANTASOTE 

TRADE  MARK 

A  perfect  substitute    for  leather    * 
and  one-third  the  cost  of  genuine 
leather.     Will  be  pleased  to  for- 
ward  samples  upon    application. 

THE  PANTASOTE  COMPANY 

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T.  S.  LEAKE  CONSTRUCTION  CO. 

GENERAL    CONTRACTORS 

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Telephone  Harrison  7682 

Railroad  Buildings  Our  Specialty 


High  Grade  Knife  $1.00 


Mnnev$7S  to  $20°  Monthly 
money 


Introduction    Offer  —  Pull   sized   sample   of 

this      knife   with  the   emblem   or  de- 

sign of  the  order  of  which  you  are 

a    member    placed    under    the 

handle   will  be   mailed   you 

for    $1.00    and    this   ad- 

vertisement. For  only 

25c     extra     your 

name  and  ad- 

dress will  be 

shown    on 

knife. 

Size  3%   In- 

ches  long. 


A11  or  Spare  Time 


Railroad     Employees:      Your    spare    tlm« 
can   Ira   turned    Into   dollars  with    a  Unit 
effort. 
We  Want  a  Sales  Agent  in  Every  Locality 

to  Introduce  transparent  handle  pocket  knives  and  razors. 
Tinder  the  handles  can  be  placed  the  emblems  of  any  Ball- 
road  or  Labor  Organization.   Secret  Society  or  Fraternity  Order. 
Also  the  member's  full  name  and  address  on  the  other  side.     Blade*, 
finest  steel,    handles  handsome    as  pearl,   clear   as  glass   and  unbreak- 
able.    Every  knife  guaranteed   to  be  perfect.     Every  Railroad  employe  will  want 
one  as  a  mark  of  identification.     We  can  also  gir«  permanent  employment  and  exclu- 
sive control  of  territory  to  those  who  can  give  full  time  In  taking  orders  from  the  general 
public.    .If  you  are  earning  less  than  $1500.00  yearly,  let  us  show  you  how  to  make  more. 
NOVELTY   CUTLERY    COMPANY,    333    BAR     STREET,     CANTON,    OHIO 


Please  mention  this  magazine  when  writing  to  advertisers 


How  a   Ticket   Agent's   "Thank   You"   Won   the   Day   for   Y.    & 

M.  V.   Employes " n 

On  the  Road  to   Mister  Sippi 12 

Patrons  Express  Delight  with  Service  in  Letters  to  President 13 

Farmers  of  Hoosier  State  Interviewed  on  Illinois  Central  Service  14 

Throw  Off  Our  Coats  and  Get  to  Work 16 

Public  Opinion lg 

Owensboro,    Ky ..21 

Illinois    Central    System    Passenger    Trains     Noted    for    Being 
On  Time  3,-, 

Engineering   Department 2G 

Will  Haul  Corn  to  Feed  Suffering  Children  of  Other  Lands 27 

Superintendent  Shaw  Discusses  Railways  and  Their  Relation  to 
the   Public  28 

Department  of  Stations  and  Transfers 29 

Safety  First  30 

Transportation  Department 32 

Agent  Issues  Statement  Based  on  President's  Message.... 33 

Purchasing  and   Supply   Department 35 

Claims  Department  37 

Hospital  Department  39 

Traffic   Department   43 

Roll  of  Honor 47 

They  Run  the  City  of  Waterloo 48 

Central   Type  Locomotive 49 

Efficiency   in   the    Observance   of   Signals   by   Train   and   Engine 

Men  - - 50 

Superintendent  Hevron  Addresses  Mattoon  Business  Men 51 

What  Employes  Can  Do..'. 52 

The   Wayfarer   55 

Meritorious    Service   57 

SP°rts   — - 58 

Division   News  


ftibl'shed  monthly  by  the  Illinois  Central  R..R..in  the  interest 
of  the  railroad  and  its  Jj4000  Employes 

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ILLINOIS  CENTRAL 


Vol.  9 


Magazine 

March  1921 


No.  9 


How  A  Ticket  Agent's"  Thank  You"  Won  the  Day 
for  Y.  &  M.  V.  Employes 


At  Baton  Rouge,  Louisiana,  January  25th, 
some  friends  gathered  at  the  hospitable  and 
beautiful  home  of  Mr.  and  Mrs.  Anthony 
Doherty.  The  conversation  was  gay  and  spirit- 
ed. It  drifted  from  one  topic  to  another  un- 
til, finally,  the  question  of  whether  Yazoo  & 
Mississippi  Valley  Railroad  employes  practice 
courtesy  in  their  dealings  with  the  public  was 
brought  up.  The  entire  party  agreed  that  the 
Yazoo  &  Mississippi  Valley  Railroad  trains 
were  always  on  time  and  that  the  service  was 
excellent  and  could  scarcely  be  improved  up- 
on, but  one  of  the  party  took  the  position  that 
the  employes  were  not  courteous  to  the  pub- 
lic, and  that  all  the  talk  to  the  contrary  was 
fiction  pure  and  simple,  and  had  no  foundation 
in  fact.  Another  expressed  doubts.  To  those 
present  it  looked  as  though  the  Yazoo  &  Mis- 
sissippi Valley  Railroad  employes  might  be 
in  for  a  drubbing,  when  the  hospitable  and 
charming  hostess,  Mrs.  Doherty,  cantfe  to  their 
rescue  with  a  concrete  case  to  back  up  her 
convincing  argument  in  behalf  of  the  employes. 

"Why,"  said  Mrs.  Doherty,  "only  a  few  days 
ago  I  was  in  New  Orleans  and  went  to  the 
ticket  office  of  the  Yazoo  &  Mississippi  Val- 
ley Railroad  to  buy  a  ticket  to  Baton  Rouge. 
The  ticket  agent  was  most  courteous,  and 
when  I  paid  him  for  the  ticket  he  said  Thank 
you'  as  though  he  meant  it.  That  was  cour- 
tesy. It  impressed  me." 

Here  is  a  valuable  lesson,  not  only  for  the 
ticket  agents,  but  for  all  the  employes  of  the 
Illinois  Central  System.  The  railway  and  its 
employes  are  servants  of  the  public.  Efficient 
service  on  the  part  of  the  employes,  accom- 
panied by  courtesy,  will  win  increased  patron- 
age for  their  employer,  the  railway  company, 
and  esteem  and  support  for  them. 

Mrs.  Doherty  is  right.  A  large  per  cent  of 
the  employes  of  the  Yazoo  &  Mississippi  Val- 
ley Railroad  are  courteous.  The  same  may  be 
said  truthfully  of  the  employes  of  the  entire 
Illinois  Central  System.  Why  shouldn't  they 
be  ?  Courtesy  is  preached  and  practiced  by 
the  officials  from  President  Markham  down. 
They  consider  courtesy  an  outstanding  word 
— the  practice  of  it  by  employes  as  of  para- 
mount importance  to  successful  operation  of 
the  railway. 


Out  of  the  Illinois  Central  System's  organi- 
zation, composed  of  approximately  sixty  thou- 
sand employes,  there  may  be  a  few  scattering 
ones  who  do  not  practice  courtesy  to  the  pub- 
lic, but  they  constitute  the  exceptions  and  not 
the  rule.  Such  employes  reflect  discredit  up- 
on themselves,  the  supervising  officers  and  the 
railway  generally.  It  is  the  duty  of  super- 
vising officers  of  the  railway  to  locate  those 
who  compose  that  class  of  employes,  appeal 
to  them,  work  with  them,  and  endeavor  in 
every  proper  way  to  induce  them  to  mend  their 
ways  and  become  courteous  to  the  public,  and 
thus  of  more  value  to  the  railway  and  to 
themselves.  Employes  who  combine  the  quali- 
ties of  courtesy  and  ability  wilt  be  railway's 
officers  of  the  future. 

How  easy  it  is  to  do  little  acts  of  kindness 
for  others  !  It  is  the  little  things  that  favor- 
ably impress  those  with  whom  we  are  thrown 
in  contact  and  sweeten  our  own  lives.  The 
ticket  agent,  when  appealed  to  by  a  patron 
to  change  a  bill,  can  do  it  in  a  manner  that 
will  make  a  friend  out  of  that  patron  for  him- 
self and  the  railway,  or  he  can  do  it  in  a 
manner  that  will  be  offensive  and  will  cause 
the  patron  to  feel  a  hesitancy  in  asking  an- 
other little  favor.  It  requires  no  more  effort 
to  be  pleasant,  and  it  is  by  far  more  satisfying. 
It  is  like  casting  bread  upon  the  waters — it  will 
be  returned  in  many  ways.  The  gateman 
can  greet  passengers  with  a  smile  and  a  pleas- 
ant word  and  make  them  feel  pleased  that 
they  are  using  the  Illinois  Central  System  in- 
stead of  some  other  route.  The  passenger 
conductor  is  in  a  fortunate  position  because  he 
has  more  opportunities  to  favorably  impress 
patrons  than  any  other  employe.  If  he  makes 
his  passengers  feel  that  it  is  a  pleasure  to  him 
to  answer  questions  and  give  little  bits  of  in- 
formation about  schedules,  connections  and  the 
thousands  and  one  other  things  that  passen- 
gers want  to  know,  his  services  are  invaluable 
to  the  railway.  Other  employes  might  be 
mentioned,  but  these  will  suffice.  Frequently 
patrons,  for  one  reason  and  another,  become 
irritated  over  seemingly  trivial  matters.  In 
dealing  with  this  class  it  is  important  that 
every  employe  remember  that  "a  soft  answer 
turneth  awav  wrath." 


11 


ILLINOIS  CENTRAL  MAGAZINE 


The  Baton  Rouge  gathering  of  friends 
might  have  been  a  failure  for  the  employes 
of  the  Yazoo  &  Mississippi  Valley  Railroad 
Company,  and  the  management,  too,  had  it  not 
been  for  the  "Thank  you"  of  the  New  Orleans 
ticket  agent.  With  that  "Thank  you"  the 
ticket  agent  won  Mrs.  Doherty,  and  with 
the  same  "Thank  you"  she  won  the  gathering 
to  her  position  that  the  employes  of  the  Ya- 
zoo &  Mississippi  Valley  Railroad  are  courte- 
ous to  the  public. 

A  "Thank  you"  uttered  with  the  right  in- 
flection of  voice  by  a  railway  employe  trav- 
els swift,  far,  and  wide.  It  goes  without  say- 
ing that  if  every  employe  of  the  Illinois 
Central  System  would  say  "Thank  you"  to  a 
patron  every  time  he  or  she  has  the' opportun- 
ity, it  would  add  increased  strength  and  popu- 
larity to  the  System. 


It  is  true  that  most  of  the  employes  of  the 
Illinois  Central  System  are  courteous  to  the 
public,  but  it  may  also  be  true  that  they  could 
be  more  courteous.  Employes  affect  different 
standards  of  courtesy.  There  are  those  who 
are  passively  courteous,  those  who  are  actively 
courteous,  and  those  who  practice  their  cour- 
tesy in  between  the  two  extremes — those  who 
do  not  say  "Thank  you"  often  enough. 

How  many  of  our  ticket  agents,  gatemen, 
conductors,  brakemen,  engineers,  firemen,  sec- 
tiofi  foremen,  officers  and  employes  generally 
will  agree  to  say  "Thank  you"  to  patrons  every 
time  the  opportunity  is  presented,  and  en- 
deavor to  make  a  few  opportunities  just  for 
the  privilege  of  saying  those  two  effective 
words?  The  writer  believes  that  every  one 
who  reads  this  story  will  respond  to  this  ques- 
tion with  a  vigorous :  "I  Will." 


ON  THE  ROAD  TO  MISTER  SIPPI 


By  Robt.  J.   Breckinridge 


The  first  person  I  met  going  out  of  Lex- 
ington was  a  financier  and  he  was  certainly 
one  bird — and  a  blue  one  at  that.  Before  we 
got  to  Shelbyville  he  had  proven  that  the  whole 
world  was  tottering  on  the  edge  of  a  hole  so 
deep  that  it  would  make  the  Colorado  Canyon 
look  like  an  irrigation  ditch.  And  the  only 
way  to  save  if  was  for  everybody  to  economize. 
I  tried  to  think  what  I  could  do  to  tighten  up 
a  little  bit  and  was  just  getting  ready  to  throw 
a  sack  of  Bull  Durham  away  for  a  starter 
when  the  heavy  artillery  in  the  money  line 
opened  up  again — 

"Yes  sir,  everybody  has  got  to  quit  spend- 
ing money  for  foolishness.  Have  a  cigar  ?" 
and  shoving  a  Perfecto  at  me  that  must 
have  cost  50  cents  straight  he  put  on  a 
fur  lined  overcoat  that  must  have  set  him  back 
at  least  three  hundred  bucks  and  prepared  to 
get  off. 

Right  there  I  quit  economizing;  and  when 
the  conductor  said  "all  out"  I  had  the  Per- 
fecto going,  and  lit  on  the  platform  at  Louis- 
ville with  a  bunch  of  fox-hunters  all  bound 
for  Paul  Rainey's  down  in  the  cotton  country. 
Every  man  had  at  least  two  dogs  and  some 
had  a  dozen.  An  old  darkey,  that  was  watch- 
ing the  crates  being  unloaded,  sidled  up  and 
said,  "Boss  in  de  name  of  de  Lawd  where  is 
all  you  folks  goin'  with  all  dem  dogs?" 

"Going  down  to  Mississippi  to  hunt  moon- 
shiners" one  of  the  party  answered.  The  old 
fellow  shook  his  head  and  said,  "I  don'  know 
nothing  'bout  moonshiners,  boss,  but  if  you'll 
turn  dem  dogs  loose  in  Louisville  I  bet  you 
catch  a  thousand  boot-leggers  fore  morning. 
Whar  did  you  say  you  was  agoin'?" 

"Mississippi"  replied  the  spokesman. 

"Well  sir,  when  you  gits  down  there  I  bets 
Mister  Sippi  is  out  o*  luck  cause  you  shore  has 
got  some  fine  dogs"  and  cackling  at  his  little 
joke  the  old  man  moved  along. 


It  didn't  take  over  fifty  people  to  load  those 
dogs  on  another  train  in  Louisville,  and  the 
funny  part  of  it  was  that  every  one  of  them 
seemed  to  be  just  as  much  interested  in  the 
job  as  the  fellows  that  owned  the  dogs. 

People  think  that  I.  C.  stands  for  Illinois 
Central.  But  it  don't.  It  stands  for  Inex- 
haustible Courtesy,  and  you  sure  get  that  all 
along  the  line— as  anybody  that  is  going  down 
to  the  Mardi  Gras  can  prove.  Why  even  the 
ticket  agents  on  the  road  will  smile  at  a  fel- 
low just  like  they  were  ordinary  human  beings, 
and  wheh  one  of  the  party  going  South  asked 
a  question  and  apologized  for  giving  so  much 
trouble  the  agent  said,  "No  trouble  at  all;  it's 
a  pleasure,"  the  questioner  told  me.  Of  course 
I  thought  he  was  jolly  well  spoofing  so  I 
trotted  over  and  asked  the  agent  two  questions 
and  darned  if  he  didn't  answer  them  both  and 
didn't  look  like  he  was  working  overtime  while 
he  was  doing  it.  Strawdinary  chap,  really. 

And  of  course  you  won't  believe  this  but 
it's  so.  When  we  got  to  Memphis  another 
I.  C.  official  came  around  and  wanted  to  know 
if  we  had  had  a  good  night.  One  fellow  said 
that  he  had  suffered  terribly  because  one  of 
the  party  snored  so  loud,  and  the  I.  C.  man 
said  if  he  had  known  about  it  in  time  he  would 
have  furnished  the  crowd  with  Maxim  silen- 
cers. He  would  have,  too. 

We  had  to  change  cars  at  Memphis  and 
away  we  went  on  what  they  call  the  Frisco 
line.  That's  the  road  Casey  Jones  used  to  run 
on  and  where  he  was  supposed  to  have  an 
extra  wife  or  so,  but  I  guess  they  have  all 
moved  away  or  got  married  or  something  like 
that  because  all  the .  girls  we  saw  sure  had 
fellows. 

New  Albany  was  the  next  stop  and  the  only 
persons  that  weren't  down  to  see  the  dogs 
were  a  darkey  and  the  marshal.  And  the 
darkey  sure  must  have  done  something  awful 
or  the  marshal  would  have  been  there. 


ILLINOIS  CENTRAL  MAGAZINE 


13 


Cotton  Plant  came  next,  and  when  the  crowd 
unloaded  one  old  gentleman  said,  "There  hasn't 
been  so  many  people  in  this  state  since  the 
Yanks  caught  Jeff  Davis." 

Some  of  the  boys  started  out  to  look  Mr. 
Rainey's  estate  over  and  as  he  only  has  20,000 


acres  they  ought  to  get  home  by  next  Christ- 
mas any  way.  When  they  do  they  are  going 
to  tell  their  folks  that  Mississippi  is  sure  some 
state. — Lexington  (Ky.~)  Herald,  January  27, 
1921. 


Patrons  Express  Delight  with  Service  in  Letters 

to  President 


The  management  always  is  pleased  to  re- 
ceive letters  from  patrons  expressing  their 
delight  at  having  been  served  well  by  the 
Illinois  Central  System.  These  letters  are 
not  infrequent.  At  the  present  time,  when 
our  best  efforts  are  being  put  forth  to  im- 
pressing our  guests  with  the  fact  that  the 
Illinois  Central  is  a  railway  system  of  which 
courtesy  is  a  first  consideration,  some  of 
these  letters  are  especially  noteworthy. 

Charles  Miller  of  Sioux  City,  Iowa,  writes 
as  follows  in  a  letter  to  President  Markham 
under  date  of  February  9 : 

"Mrs.  Miller  and  I  had  occasion  to  take 
your  lines  from  Pana,  111.,  to  this  city  last 
Monday  the  7th,  and  I  want  to  say  just  a 
line  relative  to  the  conductor  we  had  from 
Pana  to  Freeport. 

"I  learned  that  his  name  was  Mr.  W.  H. 
Sharkey  and  I  want  to  make  it  strong  that 
he  is  by  far  the  most  accommodating  and 
courteous  conductor  I  ever  had  the  pleasure 
of  traveling  with  in  my  whole  life. 

"He  was  not  only  so  to  us,  but  to  all  the 
other  passengers  alike  and  I  thought  •  it  no 
more  than  right  that  such  a  person  should 
be  commended  for  his  services  and  I  would 
appreciate  your  making  it  known  to  him  that 
such  services  are  sure  appreciated  by  at  least 
some  of  the  public  he  comes  in  contact  with. 

"I  do  not  even  know  the  gentleman  and 
you  can  rest  assured  that  this  letter  praising 
his  conduct  is  unsolicited  from  any  one  ex- 
cept Mrs.  Miller  and  I." 


The  following  letter  is  from  S.  L.  Wool- 
dridge,  president  of  the  Chase  Publishing 
Company,  Lexington,  Ky.,  to  President 
Markham,  dated  February  21: 

"On  our  late  trip  from  Kentucky  to  Mis- 
sissippi, we  were  treated  with  such  real 
courtesy  and  fairness  while  on  the  Illinois 
Central,  and  every  one  seemed  so  really 
anxious  to  make  our  journey  a  pleasant  one, 
that  we  wish  to  express  our  appreciation  of 
their  efforts. 

"Mr.  F.  R.  Fisher,  your  passenger  agent, 
has  made  many  friends  for  your  road  by  his 
ability  to  present  the  most  pleasant  side  of 
traveling  to  members  of  the  party — all  of 
whom  are  very  grateful." 


The  following  is  a  letter   President  Mark- 
ham  has  received  from  Walter  Franseen.  an 


electrical  contractor  of  Woodhull,  Illinois, 
written  from  Urbana,  Illinois,  December  30: 

"If  I  am  correctly  informed,  most  people 
would  rather  criticise  than  praise.  Criticism 
may  be  Valuable,  but  merited  praise  surely 
cannot  do  any  harm.  Working  on  this 
theory,  I  wish  to  say  that  in  my  opinion,  the 
I.  C.  railroad  is  one  of  the  best  railroads  in 
this  state  that  it  has  been  my  privilege  to 
ride  upon.  In  my  journey  today  from  my 
home  to  Champaign  I  was  a  passenger  on 
three  different  roads  and  it  was  with  a  sense 
of  pleasure  and  relief  that  I  entered  the  pas- 
senger coach  of  the  I.  C.  railroad.  I  was  a 
passenger  on  train  number  704,  engine  num- 
ber J204,  from  Decatur  to  Champaign. 

"It  certainly  cannot  be  out  of  place  here, 
to  say  that  the  conductor  on  this  train  im- 
mediately impressed  me  with  his  neat  and 
business-like  appearance.  I  found  myself 
wondering  unconsciously,  why  a  man  with 
such  a  pleasing  personality  and  attractive 
appearance  was  not  holding  a  position  of 
greater  importance.  Upon  closer  examina- 
tion, my  respect  for  the'  man  increased.  I 
believe  he  is  a  man  of  character.  He  im- 
pressed me  as  being  a  man  conscious  of  an 
inner  power  coming  from  the  knowledge  of, 
and  an  inner  confidence  in,  his  own  ability. 
It  occurred  to  me  that  this  man  has  tried 
to  gain  recognition  but  has  so  far  failed. 
That  a  letter  coming  from  a  disinterested 
stranger  might  attract  attention  to  him. 
You  will  form  your  own  opinion  about  this 
man  if  this  letter  should  interest  you  to  such 
an  extent.  However,  I  am  giving  you  the 
benefit  of  my  frank  opinion.  If  this  letter 
should  prove  of  benefit  to  any  of  the  persons 
concerned,  then  I  shall  be  amply  repaid  for 
my  trouble.  At  least,  let  me  wish  you  a  very 
happy  and  successful  New  Year." 

The  following  is  a  letter  received  by  Presi- 
dent Markham  from  Mrs.  Alfred  R.  Granger, 
39  East  Schiller  street,  Chicago,  under  date 
of  February  27: 

"On  returning  from  New  Orleans  yester- 
day by  the  Panama  Limited  I  told  my  father 
I  intended  writing  to  express  my  admiration 
of  this  fine  train  unequalled  by  any  on  the 
eastern  roads. 

"The  dining  car  service  is  excellent,  the 
conductors  most  courteous  and  the  atten- 
tions of  a  well  trained  porter  made  our  jour- 
ney one  of  the  utmost  comfort.  This,  I 
thought,  might  gratify  you  to  know." 


Farmers  of  Hoosier  State  Interviewed  On  Illinois 

Central  Service 


One    side    was    lined    with    divers   garments, 
The   other  spread   with   skins   of  varmints; 
Dried    pumpkins    overhead    were   strung, 
Where  venison  hams   in   plenty  hung; 
Two  rifles   placed  above   the   door; 
Three    dogs   lay    stretched    upon    the    floqr — 
In   short,    the   domicile   was   rife 
With    specimens    of    Hoosier    life. 

Hospitality  is  the  outstanding  impression 
the  writer  gained  from  a  two  days'  visit  with 
the  farmers  of  Sullivan  county,  Indiana,  for 
the  purpose  of  discussing  with  them  railway 
matters,  particularly  Illinois  Central  service. 
Before  mingling  with  the  farmer  folk  of 
the  Hoosier  state,  the  visitor's  ideas  of 
Hoosierdom  were  strongly  influenced  by  the 
verses  of  Finley,  of  which  the  foregoing  is  a 
sample,  and  the  works  of  Edward  Eggleston, 
an  Indiana  gentleman  whose  writings,  al- 
though sympathetic,  caricature  his  fellow 
residents  of  the  Hoosier  commonwealth. 
The  origin  of  the  term  Hoosier  is  not  known 
with  certainty,  although  it  seems  to>  have 
found  its  first  literary  employment  in  Fin- 
ley's  verses.  At  any  rate,  the  general  under- 
standing of  the  term  held  by  outsiders  isn't 
to  be  verified  by  a  visit  to  these  prosperous 
farm  homes. 

Courtesy,  cordiality  and  a  quick  sense  of 
honor  represent  the  mental  characteristics  of 
the  Hoofiier  farmer.  From  farm  to  farm 
over  good  roads  of  gravel  construction  the 
writer '  motored,  explaining  the  purpose  of 
his  mission,  always  to  be  greeted  .with  a 
"Glad-to-meet-you"  handshake.  A  few  of 
the  farmers  interviewed  voiced  complaints  of 
a  local  nature,  some  objected  to  the  present 
scale  of  freight  rates,  but  all  were  unalter- 
ably opposed  to  the  operation  of  railways  by 
the  government.  They  seemed  particularly 
pleased  that  the  management  of  the  Illinois 
Central  System  is  working  so  closely  with 
its  farmer  patrons. 

Sullivan  county  is  bounded  on  the  north 
by  Vigo  county,  on  the  east  by  Clay  and 
Greene  counties,  south  by  Knox  county,  and 
west  by  the  Illinois  state  line,  embracing  an 
area  of  443  square  mijes  or  281!, .320  acres. 
The  county  seat  is  the  thriving  city  of  Sulli- 
van, containing  a  population  of  about  5,000 
people,  including  the  Hon.  Will  II.  Hays, 
the  new  postmaster  general  of  the  United 
States.  The  Illinois  Central  lines  traverse 
the  county  in  a  northeasterly  direction 
through  the  richest  agricultural  land.  Sulli- 
van is  a  great  agricultural  county  of  a'popu- 
lation  of  32,000  and  3,200  farmers.  The 
county  contains  much  river  bottom  land  that 
produces  55  to  60  bushels  of  corn  and  20  to 
30  bushels  of  wheat  to  the  acre.  Fine  canta> 
loupes  and  watermelons  are  raised  in  great 


quantities  on  the  sand  knolls.  The  raising 
of  pure  bred  live  stock  is  being  extensively 
engaged  in.  As  a  result  of  the  efforts  of  H. 
S.  Benson,  county  agent,  Sullivan  county  is 
among  the  topnotchers  of  the  state  in  pure 
bred  live  stock  production.  The,  coal  mining 
industry  also  holds  a  high  place  in  Sullivan 
county's  activities. 

"Pigs  Is  Pigs" 

The  story  of  the  prolific  increase  in  pigs 
which  the  railway  express  agent  was  bur- 
dened with  in  Ellis  Parker  Butler's  story, 
"Pigs  Is  Pigs,"  has  nothing  on  the  interest- 
ing story  told  by  R.  W.  Akin.  Mr.  Akin  is 
engaged  in  the  farming  of  a  large  tract  of 
land  near  Sullivan  and  also  is  cashier  of  the 
People's  State  Bank  at  that  place. 

In  1916  the  bank  started  the  Endless  Chain 
Pig  Club  idea  to  encourage  the  raising  of 
pure  bred  hogs  by  boys  and  girls.  Eighteen 
boys  and  girls  over  the  age  of  sixteen  years 
were  supplied  with  pure  bred  pigs.  These 
were  to  be  bred  to  pure  bred  males  and  two 
gilts  returned  to  the  bank  in  payment  for  the 
original  "loans."  The  following  spring 
thirty-six  gilts  were  paid  the  bank  and  these 
were  distributed  under  a  like  arrangement 
for  the  next  year's  club.  Prizes  were  award- 
ed the  boys  and  girls  who  made  the  best 
showings.  Little  Alta  Mae  Boone,  of  Cass, 
Ind.,  who  was  in  the  1919  club,  recently  de- 
posited $200  in  the  bank.  She  still  has  her 
sow  and  a  new  litter  of  seven  fine  pigs  worth 
about  $200.  About  65  per  cent  of  the  pigs 
have  been  distributed  along  farms  adjacent 
to  the  Illinois  Central. 

Mr.  Akin  praised  the  Illinois  Central  serv- 
ice, but  said  he  thought  stock  pens  should  be 
built  at  Sullivan  to  encourage  the  shipment 
of  stock  over  the  Illinois  Central  which  now 
goes  over  another  railway. 

In  this  connection,  Frank  Mason,  who 
farms  310  acres  two  miles  south  of  Sullivan, 
said  he  ships  about  500  head  of  hogs  a  year 
to  Indianapolis  over  another  railway  which 
he  would  like  to  ship  over  the  Illinois  Cen- 
tral if  there  were  shipping  facilities  at  Sulli- 
van. Mr.  Mason  said  that  by  going  to  a 
comparatively  small  expense  for  facilities  the 
Illinois  Central  could  induce  a  lot  of  stock 
shippers  to  use  its  lines  to  Indianapolis.  He 
indorsed  the  Illinois  Central  service  as  good 
and  added:  "You  have  a  mighty  fine  agent 
here." 

The  Farmers  Are   Organized 

Through  the  courtesy  of  County  Agent 
Benson,  the  writer  attended  the  meeting  of 
the  executive  committee  of  the  Sullivan 
County  Farmers'  Association.  The  slogan 


14 


ILLINOIS  CENTRAL  MAGAZINE 


15 


of  the  association  is:  "United  we  stand. 
Divided  we're  stuck."  In  addition  to  the 
county  association,  there  are  auxiliaries  in 
each  of  the  nine  townships  in  the  county. 

Addison  Drake  of  near  Riverton,  president 
of  the  association,  remarked  that  the  farm- 
ers are  organizing  a  shipping  association  for 
the  county  and  a  committee  has  been  ap- 
pointed to  take  up  the  matter  within  a  short 
time.  When  this  association  is  formed,  he 
stated,  the  farmers  would  like  shipping  facili- 
ties at  Sullivan  in  order  to  ship  stock  over 
the  Illinois  Central  to  Indianapolis. 

The  purpose  of  the  writer's  visit  to  the 
county  was  explained  to  the  committee  and 
a  general  discussion  of  the  railway  situation 
and  the  Illinois  Central  followed.  Onl}' 
three  of  the  farmers  present,  Ross  Campbell, 
O.  R.  Willard  and  H.  C.  Buff,  are  patrons 
of  the  Illinois  Central. 

"We  shipped  a  carload  of  horses  .  from 
Sullivan  to  St.  Louis — it  cost  $102j  if  we 
load  them  over  at  Hudsonville  it  co»ts  only 
about  $3(> — this  has  been  the  trouble  with 
the  Illinois  Central.''  stated  Mr.  Grmpnell, 
who  lives  four  miles  north  of  Sullivan. 

"I  understand  that  .the  railway  has  sold 
the  scales  at  New  Lebanon;  the  railway 
should  furnish  the  scales — otherwise  the 
service  on  the  Illinois  Central  is  good,"  said 
Mr.  Willard,  who  farms  80  acres  four  miles 
south  of  Sullivan. 

These  gentlemen  were  assured  that  their 
complaints  would  be  looked  into.  All  mem- 
bers of  the  committee  were  unanimous  in 
stating  that  the  farmers  f^vor  private  opera- 
tion of  railroads  and  are  glad  to  see  them 
back  in  the  hands  of  the  owners.  Some 
complained  of  the  freight  rate  scale  now  in 
effect. 

Interviews   On   Farms  Continued 

In  the  midst  of  a  herd  of  pure  bred  hogs 
on  his  farm  near  Sullivan,  A.  N.  L.  Burton 
was  interviewed.  Mr.  Burton  operates  three 
farms  between  (ireyville  and  Merom,  com- 
prising f>60  acres.  He  raises  pure  bred 
Duroc  Jersey  and  Poland  China  hogs. 

"I  find  the  employes  more  courteous  since 
the  railroads  were  turned  back  to  private  op- 
eration," Mr.  Burton  _  said.  "Before  that 
there  seemed  to  be  no 'desire  on  the  part  of 
employes  to  get  business." 

Mr.  Burton  said  he  thought  rates  too  high 
between  intermediate  points  where  there  is 
no  competition. 

.1.  T.  Durham  of  Sullivan  said  he  thought 
freight  rates  too  hbh,  but  otherwise  praised 
the  Illinois  Central  service. 

Fred  H.  Johnson,  farmer  and  shipper  at 
Merom,  remarked:  "I  have  had  pretty  good 
service  on  the  Illinois  Central  outside  of  get- 
ting cars  during  the  car  shortage.  This 
trouble,  in  my  opinion,  was  due  in  part  to 
the  inexperience  of  agents  at  Merom." 

In  the  interest  of  stock  shipping  from 
Merom,  C.  E.  Watson  and  Joe  McNabb  of 
that  place  complained  that  they  were  re- 


quired to  load  their  stock  to  be  ready  by  2 
or  3  o'clock  in  the  afternoon,  after  which  it 
is  taken  to  Palestine  by  local  freight  and 
then  handled  back  from  that  point  in  a 
through  train  to  Indianapolis. 

"This  is  hard  on  the  shippers  and  also  on 
the  stock,"  said  Mr.  McNabb.  "It  causes  a 
shrinkage  in  the  stock  by  lying  in  the  car. 
In  the  hot  weather  we'll  have  to  ship  by  an- 
other road  unless  this  practice  is  stopped. 
The  shipper  has  nine  or  ten  pounds  shrink- 
age to  the  hog  by  this  delay,  whereas  we 
used  to  have  four  or  five  pounds  to  the  hog." 

Upon  being  asked  for  an  opinion  on  the 
kind  of  courtesy  exhibited  by  Illinois  Cen- 
tral employes,  Mr.  McNabb  replied: 

"I  think  you  have  an  agent  here  who  is 
one  of  the  most  energetic  fellows  I  ever 
saw.  Illinois  Central  employes  are  cour- 
teous— they  have  always  treated  me  fine." 
Mr.  Watson  was  of  a  like  opinion. 

Wants   Individuality  in   Railroading 

C.  W.  Cooper  is  a  representative  farm 
owner  at  Merom.  This  was  his  answer  to  a 
question  regarding  the  railroad  situation  and 
Illinois  Central  service: 

"The  farmers  think  that  an  individual  can 
run  his  business  a  whole  lot  better  than  the 
government.  I  ani  very  strongly  in  favor  of 
private  operation.  My  experience  has  been 
that  the  service  on  the  Illinois  Central  is 
good." 

After  explaining  the  co-operation  desired 
by  the  management  with' the  farmers,- '  Mr. 
Cooper,  who  is  also  manager  of  the  Farmers' 
Elevator,  said:  "I  am  going  to  advise  the 
farmers  who  are  interested  in  the  elevator 
the  attitude  of  the  Illinois  Central  officials, 
which  is  the  right  spirit." 

At  New  Lebanon  the  farmers  and  shippers 
complained  of  failure  to  furnish  scales.  J.  S. 
McNaughton  and  O.  R.  Willard  voiced  this 
complaint.  Mr.  McNaughton  otherwise 
praised  the  Illinois  Central  service  and  had 
some  interesting  things  to  tell  about  the  de- 
velopment of  stock. 

"About  five  years  ago  we  formed  a  pure 
bred  live  stock  association,  known  as  the 
Sullivan  County  Pure  Bred  Live  Stock  As- 
sociation, and  there  were  very  few  of  us — - 
perhaps  four  or  five,"  Mr.  McNaughton  said. 
"We  started  breeding  hogs.  We  wanted  a 
county  show  and  three  years  ago  last  fall 
we  had  our  first  county  show.  This  associa- 
tion was  organized  to  promote  the  different 
breeds  of  pure  bred  stock.  This,  is  now  be- 
inT  carried  on  quite  extensively  in  the 
count v.  We  have  now  something  like  forty 
members." 

"Well,  some  people  would  not  be  satisfied 
if  they  were  going  to  be  hanged,"  remarked 
W.  K.  Mickey,  in  reply  to  an  inquiry  regard- 
ing the  railway  situation.  Mr.  Mickey  farms 
IfiO  acres  near  Sullivan.  He  said  he  thinks 
freight  rates  are  too  high  in  comparison  to 
what  the  farmers  are  getting  for  their  farm 
products  and  also  that  railway  wages  are 
too  high. 


16 


ILLINOIS  CENTRAL  MAGAZINE 


"I  had  to  work  for  50  cents  a  day  and 
we  could  not  keep  labor  on  the  farm  at  one 
time  for  $2.50  per  day,"  he  said.  "I  ship 
pure  bred  hogs  occasionally  on  the  Illinois 
Central  and  have  always  found  the  service 
satisfactory." 

The  remarks  of  J.  W.  Wilson,  who  farms 
690  acres  near  Sullivan,  in  reply  to  a  sim- 
ilar inquiry  may  be  summed  up  as  follows: 

"I  never  like  to  say  very  much  about  what 
I  am  not  posted  on.  What  little  shipping  I 
do  over  the  Illinois  Central  has  always  been 
satisfactory." 

A  horse  raiser  and  shipper,  H.  J.  Siner, 
of  near  New  Lebanon,  said:  "The  Illinois 
Central  employes  are  a  nice  bunch  of  fel- 
lows to  deal  with.  I  purchased  two  tickets 
to  Freeport  a  short  time  ago  and  received 
a  letter  from  the  agent  telling  me  I  had 
been  overcharged  about  $8,  which  was  re- 
funded to  me."  He  has  been  shipping  over 
the  Illinois  Central  for  about  eight  years. 

One  pleasant  interview  was  had  in  the 
Union  Christian  College  of  Merom  with  Dan 
Gettinger,  who  is  in  charge  of  the  academy 
department  of  the  college  in  the  winter  and 
farms  in  the  summer.  He  was  much  inter- 
ested in  the  railway  situation.  "I  do  not 
think  railway  employes  generally  are  deliver- 
ing service  for  the  amount  of  wages  re- 
ceived," Mr.  Gettinger  said.  "Until  that  con- 
dition rights  itself,  I  can  see  why  freight 
rates  will  be  high."  Mr.  Gettinger  praised 
Illinois  Central  service  and  commented  on  the 
courtesy  of  employes. 

After  climbing  through  a  window  of  a  new 
house  being  built,  the  writer  was  rewarded 


with  a  few  kind  words  of  praise  for  the  Illi- 
nois Central  from  John  F.  Allen,  the  builder. 
Mr.  Allen  farms  over  300  acres  near  New 
Lebanon  and  has  been  shipping  over  the 
Illinois  Central  for  about  twenty  years. 
A  Front  Porch  Interview 

C.  F.  Springer,  living  in  the  same  locality, 
gave  the  interviewer  a  front  porch  audience. 
Without  definite  knowledge,  the  writer  will 
hazard  a  guess  that  he  also  has  the  same 
conservative,  upright  and  honest  principles 
of  business  as  our  front  porch  president. 

Mr.  Springer  cited  as  his  only  complaint 
a  belief  that  the  railway  should  keep  its 
fences  in  better  shape. 

"I  had  a  ho?  killed  on  the  right-of-way 
last  spring  which  escaped  through  the 
fence,"  he  said.  "The  claim  agent  sent  me  a 
blank  to  fill  out  and  swear  to.  I  had  re- 
cently purchased  a  number  of  hogs  and 
shortly  after  placing  them  in  the  field  they 
escaped  to  the  right-of-way  and  one  showed 
up  missing.  The  section  foreman  called  my 
attention  to  a  hog  which  had  been  killed  by 
a  train,  but  as  I  could  not  swear  to  it  being 
my  hog,  I  did  not  fill  out  and  return  the 
claim  blank." 

In  addition  to  its  wonderful  resources,  fer- 
tile soil,  good  crops,,  genial  citizens,  and 
pure  bred  stock  development,  the  people  of 
Sullivan  county  can  be  justly  proud  of  hav- 
ing furnished  to  the  government  an  assist- 
ant cabinet  member  under  President  Wilson, 
the  Hon.  James  R.  Riggs,  who  was  assist- 
ant secretary  of  agriculture.  And  then  there 
is  the  Hon.  Will  H.  Hays,  the  present  post- 
master general. 


Throw  Off  Our  Coats  and  Get  to  Work,' 
Says  B.  C.  Forbes  to  Us 


B.  C.  Forbes  of  New  York,  the  well  known 
financial  writer  and  student  of  economics, 
says  that  "our  worst  ailment  is  a  wrong 
state  of  mind"  and  urges  that  we  "throw  off 
our  coats  and  get  to  work."  Writing  a 
Washington's  birthday  message  to  the  rail- 
way workers  of  the  country,  Mr.  Forbes 
speaks  as  follows,  according  to  his  column 
in  the  commercial  edition  of  the  Chicago 
Herald  and  Examiner  of  February  23:  ' 

"If  you  were  asked  to  talk  straight  from 
the  shoulder  to  a  large  gathering  of  railway 
employes,  what  would  you  say  to  them? 
How  would  you  express  the  views  the  pub- 
lic held  concerning  them? 

"Having  accepted  such  an  invitation  for 
Washington's  birthday,  here  is  how  I  tried 
to  interpret  to  these  men  how  they  are  re- 
garded by  those  of  us  who  are  on  the  out- 
side, but  who  in  the  end  have  to  fill  their  pay 
envelopes. 

"We  used  to  have  a  tremendously  high 
regard  for  the  rank  and  file  of  railway  em- 
ployes. We  had  great  admiration  for  the 


skill  of  the  locomotive  drivers,  the  adeptness 
of  the  firemen,  the  politeness  of  the  con- 
ductors and  the  whole  system  of  team  work 
which  landed  us  at  our  destination  comfort- 
ably and  promptly. 

"Then  came  the  world  war.  It  tested  the 
mettle  of  each  and  all  of  us,  worker  and  em- 
ployer, slacker  and  profiteer.  Several  groups 
of  workers,  taking  advantage  of  the  unpar- 
alleled emergency,  adopted  a  high-handed, 
dictatorial,  selfish  attitude  toward  both  their 
employers  and  the  public.  Sometimes  when 
they  could  not  get  their  own  way,  they 
turned  to  Washington  and  by  either  coaxing 
or  coercing  the  authorities  often  succeeded 
in  having  their  demands  granted,  no  matter 
how  unreasonable  those  demands  appeared 
to  the  public. 

"Among  those  who  induced  Washington 
to  pull  their  chestnuts  out  of  the  fire  were 
railroad  employes.  Shortly  after  announcing 
their  first  big  increase  in  railway  pay,  Di- 
rector General  McAdoo  addressed  a  gather- 
ing of  these  men,  and  finishing  he  received 
an  uproarious  demonstration  of  approval. 


ILLINOIS  CENTRAL  MAGAZINE 


17 


Turning  to  a  friend,  he  whispered:  'There 
are  2,000,000  of  those  fellows  and  each  one 
of  them  has  a  vote.' 

"The  impression  we  gathered  during  the 
war  period  was  that  railway  employes  be- 
came a  class  favored  by  political  officials. 
We  not  only  became  convinced  that,  through 
concerted  action,  the  railway  workers  were 
able  to  get  practically  anything  they  de- 
manded in  the  way  of  increases  in  wages, 
but  that  they  jockeyed  the  administration 
into  drawing  up  agreements  covering  work- 
ing conditions,  piece  work,  disputes,  etc., 
which  were  wholly  for  the  benefit  of  the 
men  and  not  wholly  in  the  best  interests  of 
the  public. 

"Then  we  found  out  very  definitely  that 
the  high  wages  and  the  other  benefits  grant- 
ed by  the  Washington  authorities  did  not 
have  a  wholesome  effect  upon  the  workers. 
Instead  of  courtesy  we  very  often  received 
discourtesy  when  we  traveled.  Too,  many 
railway  employes  adopted  a  haughty,  almost 
contemptuous  demeanor,  as  if  to  say:  'We 
now  have  you  where  we  want  you.  And 
what  can  you  do  about  it?' 

"In  short,  we  felt  very  strongly  that  rail- 
way men  had  received  so  much  of  their  own 
way  that  it  had  gone  to  their  heads. 

"We  began,  too,  to  read  complaints  that 
railway  employes  were  doing  less  work  than 
formerly  and  doing  it  less  efficiently.  We 
were  told  that  a  great  many  more  men  were 
having  to  be  engaged  to  accomplish  the 
same  amount  of  work  as  before  the  war. 

"Lately  we  have  been  following  with  keen 
interest  the  jockeying  going  on  before  the 
labor  board  at  Chicago.  When  the  railroads 
demanded  instant  abrogation  of  the  working 
conditions  drawn  up  to  meet  the  war  time 
emergency  we  felt  that  the  existing  condi- 
tions were  not  so  terriby  urgent  as  to  war- 
rant hasty,  ill-considered  action  by  the 
board.  We  refused  to  believe  that  wholesale 
disaster  would  befall  if  proper  time  were 
taken  to  hear  and  consider  very  carefully 
both  sides  of  the  question  before  rendering 
a  decision. 


"There  we  were  with  the  men. 

"But  when  we  are  told  that  one  of  your 
best  known  union  leaders  has  been  going 
around  loudly  declaring,  'We  won't  stand  for 
one  cent  reduction  in  wages,'  we  are  inclined 
to  say,  'Why  should  we,  the  public,  go  on 
paying  you  railway  men  top  notch,  war-time 
wages  after  the  rest  of  us  have  had  our  pay 
substantially  reduced?  Why  should  you  not 
have  to  join  the  procession  from  the  clouds 
back  to  Mother  Earth?' 

"Also,  when  you  object  so  bitterly  to  go- 
ing back  to  piece  rates,  or  allowing  any  of 
your  members  to  go  back  to  piece  rates  who 
may  want  to,  we  naturally  ask,  why?  Is  it 
that  you  no  longer  desire  to  be  paid  by  re- 
sults? In  this  world  most  of  us  like  to  be 
paid  by  results — that  is,  those  of  us  who  are 
willing  and  anxious  to  give  the  world  the 
best  that  is  in  us. 

"Then,  too,  we  are  not  very  much  in  love 
with  this  idea  of  running  to  Washington  or 
Chicago  with  every  little  dispute  that  occurs 
between  a  workman  and  his  foreman  or  his 
superintendent. 

"To  those  of  us  on  the  outside  this  savors 
a  little  bit  of  the  'one  big  union'  idea,  also  of 
politics. 

"We  feel  that  you  railway  men  are  now 
standing  at  the  bar  of  public  opinion  and 
that  your  actions  during  the  next  few  months 
will  either  win  you  commendation  or  con- 
demnation. It  is  up  to  you  to  win  back  the 
public  on  your  side  by  manfully  accepting 
your  fair  share  of  the  readjustment  which 
we  are  all  experiencing. 

"This  is  a  time  not  for  quarreling  and  de- 
fying, but  for  conciliation  and  co-operation. 
It  is  not  a  time  for  attacking,  but  for  sweat- 
ing. 

"Our  worst  ailment  is  a  wrong  state  of 
mind.  If  we  would  all,  employers  and  em- 
ployed, knock  the  chip  off  our  shoulders, 
throw  off  our  coats  and  get  to  work  with 
vigor  and  cheerfulness  we  could  transform 
the  prevailing  inactivity  into  activity,  the 
prevailing  gloom  into  optimism  and  the  pre- 
vailing depression  into  prosperity  by  the 
time  the  sap  begins  to  run  up  the  tree. 
Come,  let's  do  it." 


OPINION 


World  thinks 


MR.   MARKHAM'S  GOOD  WORK 

The  informative  advertising  being  done  by 
President  Markham  of  the  Illinois  Central  is 
attracting  wide  attention.  His  advertisement 
which  appears  in  this  issue  is  a  notable  one. 
It  throws  much  light  upon  a  railway  question 
of  importance  which  has  been  little  understood 
by  the  public — the  grade  crossing  problem.  One 
would  scarcely  realize  that  it  would  cost  more 
to  eliminate  all  grade  crossings  located  on  a 
railway  system  than  the  total  amount  of  the 
stock  and  bond  issues  of  that  system,  but  Mr. 
Markham  shows  that  to  be  true  of  the  Illinois 
Central  System. 

Mr.  Markham  evidently  realizes  the  import- 
ance of  free,  open  and  frank  discussion  of 
railway  problems.  He  knows  that  railway 
policies  are  controlled  by  public  sentiment 
that  the  Congress  and  the  Interstate  Commerce 
Commission  will  be  guided  in  accordance  with 
public  demands.  By  giving  out  railway  in- 
formation, he  aids  the  public  in  reaching 
wholesome  conclusions. 

The  principal  medium  through  which  the 
public  gets  its  information  about  the  railways 
and  other  subjects,  upon  which  it  formulates 
its  opinion,  is  the  newspaper.  Mr.  Markham 
has  found  that  the  advertising  columns  of  a 
newspaper  are  open  to  him  and  that  informa- 
tive advertising  is  read  by  the  public  as  exten- 
sively as  news  stories  and  editorials  are  read, 
and  is  equally  influential. 

The  success  of  private  ownership  and  man- 
agement of  the  railways  depends  upon  the  ex- 
tent to  which  the  public  is  educated  in  regard 
to  their  problems.  It  behooves  railway  man- 
agements to  take  a  leading  part  in  this  educa- 
tional work.  Much  of  their  trouble  in  the  past 
has  been  due  to  the  fact  that  they  abandoned 
this  field  almost  entirely  to  those  who  sought 
to  bring  private  ownership  and  management  of 
the  railways  to  an  end — sought  to  destroy  the 
things  responsible  for  making  our  national 
railway  system  by  far  the  greatest  and  most 
efficient  in  the  world. — Chicago  Journal  of 
Commerce,  February  1,  1921. 


SUPPOSE  YOU  WERE  BOSS 

If  you  were  an  employer  looking  for  help, 
would  you  hire  yourself  to  go  to  work? 

If  you  were  the  Boss,  would  you  feel  satis- 
fied with  the  kind  of  work  which  you  have 
done  during  the  past  week? 

If  you  were  the  Boss,  and  knew  for  a  cer- 
tainty that  you  had  many  outstanding  financial 
obligations  to  meet,  would  you  expect  that 
your  employees,  whom  you  were  paying,  would 
be  interested  in  helping  you  to  conduct  your 
business  in  such  a  way  as  to  meet  your  bills? 
Or  would  you  think  it  fair  and  right  that  they 
should  take  their  own  pay  and  assume  that 
anything  further  was  no  concern  of  theirs? 

If  you  were  the  Boss,  would  you  feel  that 
your  own  work  was  so  intelligently  done  and 
so  efficiently  handled  that  you  could  be  ad- 
vanced from  year  to  year,  and  given  an  ulti- 
mate position  of  trust,  and  responsibility? 

If  you  were  the  Boss,  would  you  be  justi- 
fied and  safe  in  going  away  for  a  rest,  or  on 
a  business  expedition,  and  leaving  affairs  un- 
supervised,  in  the  full  assurance  that  you,  the 
employee,  and  every  other  employee,  would 
do  his  part  conscientiously  and  well? 

What  about  it?  What  kind  of  an  employee 
do  you  feel  that  you  are  in  the  estimation  of 
your  employer?  Do  you  feel  that  he  does  you 
justice?  If  not,  what  is  the  reason?  If  he 
does  do  you  justice,  are  you  trying  to  earn  a 
still  higher  position  of  regard? — Editorial,  The 
Chicago  National  Provisioned. 


STANDING    STILL 

No  one  can  travel  over  our  trunk-line  rail- 
ways through  our  endless  miles  of  farming 
country  and  into  and  out  of  our  greater  cities 
without  being  impressed  with  the  fact  that  our 
fathers,  with  a  smaller  population  than  ours, 
accomplished  vastly  more  for  the  development 
and  improvement  of  the  country  than  we  are 
doing :  in  other  words,  that  we  are  standing 
still  as  compared  with  the  generation  behind 
us  that  believed  in  real  work  and  not  in  mak- 
ing the  job  go  round. 


18 


ILLINOIS  CENTRAL  MAGAZINE 


19 


When  we  stop  to  realize  the  vast  forests 
that  our  fathers  cleared  away,  the  stumps  and 
stones  they  removed,  the  ditches  they  dug ; 
when  we  pass  along  the  canals  they  exca- 
vated with  the  crudest  implements ;  when  we 
contemplate  the  railways  they  laid,  not  only 
within  the  Eastern  States  but  across  the  con- 
tinent ;  when  we  consider  the  buildings  they 
erected  within  the  lifetime  of  men  yet  liv- 
ing— when  we  consider  all  this  and  lay  it 
alongside  the  pitifully  meager  activities  now 
in  progress,  we  are  in  doubt  whether  we  are 
doing  much  more  than  keeping  in  repair  the 
improvements  we  inherited. 

No  sane  man  can  hold  that  we  are  now  ac- 
complishing twenty-five  per  cent  of  the  sub- 
stantial advancement  which  our  fathers  ac- 
complished in  the  good  old  days  when  labor 
meant  work.  Any  thinking  man  must  wonder 
what  this  generation  would  do  with  its  stand- 
ards of  accomplishment  were  it  suddenly 
plunged  into  the  conditions  that  confronted 
our  forefathers,  with  nothing  but  their  bare 
hands  between  them  and  poverty. 

And  they  were  happier  than  we  are  now. 
"Unrest  and  discontent"  were  hardly  heard  of 
then.  The  men  of  those  days  were  doing 
things,  and  every  sun  set  upon  work  that  had 
been  notably  advanced  to  a  definite  conclusion. 

There  ought  to  be  a  moral  in  this  thing  for 
all  of  us.  If  we  are  going  to  pull  in  the 
breeching  instead  of  the  collar  the  accom- 
plishments of  our  fathers  will  wear  out  with- 
out replacement.  Whither  then  do  we  prefer 
to  drift  arrd  how  much  longer  shall  we,  like 
the  horse  in  the  treadmill  or  at  the  sweep, 
mark  time  day  after  day  and  never  get  any- 
where? Is  this  the  way  for  sons  of  pioneers, 
of  the  men  who  made  America  a  great  na- 
tion, to  behave? 

The  answer  is  that  we  arc  not  the  real  sons 
of  pioneers.  Some  of  us  that  inherited  that 
blood  have  become  captains  of  industry ; 
others  have  turned  speculators,  trying  to  get 
something  out  of  nothing,  and  still  others 
were  born  tired.  But  the  principal  difference 
between  us  and  our  fathers  is  that  in  these 
days  labor  has  become  Europeanized,  and  the 
Americanism  that  we  talk  so  much  about  is 
in  grave  danger  of  becoming  a  thing  of  the 
past. 

The  obvious  question  is,  Who  is  to  control 
America  and  what  shall  the  standards  be? 
We  have  heard  a  lot  these  last  months  about 
"Americanism"  and  "America  First,"  but  all 
the  time  we  are  drifting  farther  away  from 
the  Americanism  that  has  really  made  Amer- 
ica and  the  Americanism  that  is  really  worth 
having. — Editorial,  The  Country  Gentleman, 
February  12,  1921. 


road  officials  and  employees  before  the  roads 
were  under  government  control  were  settled 
generally  satisfactorily  to  both  sides  with  lit- 
tle or  no  annoyance  to  the  public.  Each  road 
"fought  their  own  battles"  and  there  was  com- 
petition for  business.  In  these  times  some 
roads  had  much  more  labor  trouble  than  oth- 
ers. Some  went  into  the  hands  of  receivers, 
while  others  (in  some  cases  ran  parallel,  the 
same  terminus,  hauling  the  same  commodities) 
made  millions.  It  seems  one  would  have  a 
suspicion  there  was  some  difference  in  man- 
agement. We  would  be  safe  to  make  that 
statement  today. 

I  do  not  believe  any  honest  employee  would 
favor  paying  a  man  for  work  not  done  or 
time  not  put  in,  and  there  are  few  dishonest 
railroad  men. 

I  am  a  telegraph  operator  and  tower  man, 
employed  by  one  of  the  nation's  greatest  rail- 
road systems,  whose  labor  troubles  never  in- 
convenienced the  public  before  government 
control,  has  always  made  money,  and  whose 
president  is  insisting  on  nothing,  even  now, 
but  efficient  service  from  its  employees,  while 
other  presidents  are  telling  us  they  are  on 
the  verge  of  bankruptcy. 

Only  those  of  us  who  operate  an  interlocker 
can  see  the  difference.  There  is  a  difference, 
others  cannot  realize  the  vastness  of,  in  their 
management  and  methods.  It  is  no  small 
wonder  some  are  bankrupt. 

I  believe  there  is  nothing  which  the  public 
use  and  depend  so  much  on  and  know  so  lit- 
tle of  as  the  railroads  and  the  way  they  are 
managed,  to  give  the  most  efficient  service  at 
the  least  possible  cost,  and  how  easily  poor 
management  can  create  millions  of  dollars  of 
unnecessary  expense. 

If  the  management  of  the  roads  that  are 
making  money  were  put  in  control  of  those 
near  bankruptcy  there  would  be  some  amazing 
improvements  in  the  latter. 

Private  and  separate  control  is  best  for 
labor  and  public,  too — H.  H.  EVERS,  'in  the 
"Voice  of  the  People"  columns  of  the  Chicago 
Tribune,  February  11,  1921. 

(Editor's  Note.  Mr.  Evers  is  an  employee 
of  the  Illinois  Central  Railroad  Company.) 


CITES  GOOD   MANAGEMENT 
Harvey,  111.,  Feb.  4.— [Editor  of  The  Trib- 
une.]— Referring  to  your  editorial  Feb.  2  con- 
cerning another  railroad  crisis,  I  believe  there 
is  no  crisis.     Arguments  arising  between  rail- 


LOYALTY. 

In  these  days  of  large  railway  corporations 
on  the  one  hand  and  of  strong  organizations 
of  employees  on  the  other  hand  whose  rela- 
tions at  those  points  of  intimate  contact  such 
as  wages  and  working  conditions  are  fixed  by 
a  governmental  board,  the  tendency  is  for  em- 
ployer and  employee  to  feel  that  they  have 
little  in  common  or  of  mutual  responsibility. 
Yet  this  is  not  and  cannot  be  true  if  the  rail- 
ways are  to  serve  the  public  efficiently  and  to 
the  best  interests  of  the  employer  and  em- 
ployee. A  primary  reason  for  the  ability  of 
a  small  industry  to  compete  successfully  with 
its  stronger  rival  lies  in  the  greater  interest 
which  the  employees  of  the  smaller  institution 


ILLINOIS  CENTRAL  MAGAZINE 


take  in  its  success  and  the  personal  interest 
of  the  employer  in  the  welfare  of  his  sub- 
ordinates. No  greater  boon  could  come  to 
the  maintenance  of  way  department  at  the 
present  time  than  the  universal  realization 
that  the  man  who  signs  the  pay  check  and 
the  road  whose  agent  he  is  are  the  friends 
of  the  man  who  receives  the  check  and  have 


much  in  common  with  him.  The  man  who 
regards  the  railway  on  which  he  is  employed 
as  "his  road"  and  who  takes  a  keen  interest 
in  its  welfare  not  only  renders  the  most 
efficient  service  but  also  gets  the  most  happi- 
ness from  his  work  as  he  passes  through 
life. — Railway  Maintenance  Engineer. 


Owensboro  An  Economic  Center  the  One  City  Of 
Its  Name  in  the  World 


Owensboro  is  located  on  the  south  bank 
of  the  Ohio  River  at  what  was  known  to 
the  early  flat-boat  men  as  "BIG  YELLOW 
BANKS".  The  name  was  given  because  of 
the  deep  yellow  color  of  the  river  bank,  com- 
posed of  yellow  clay,  extending  about  six 
miles  along  the  river,  and  from  ten  to 
twenty  feet  above  the  highest  floods  in  the 
Ohio.  The  site  was  selected  as  a  County 
seat  in  1915  by  commissioners  appointed  by 
the  first  County  Court  held  in  April  of  that 
year.  The  survey  and  plat  thereof  was 
approved  by  the  Commissioners  on  the  23d 
day  of  March  1816  with  the  name  of  Ros- 
boro,  and  ratified  by  the  agent  and  owners 
of  the  land. 

This  bit  of  history  then  really  gives  us 
the  answer  to  the  question  "Why  is  Owens- 
boro?" 

Churches 

Owensbor«  through  her  churches  has  de- 
veloped a  spirit  of  righteousness  that  is  ap- 
pealing to,  her  people.  This  can  be  explained 
by  reason  of  her  28  white  anl  12  colored 
churches. 


Fraternal  Organizations 
Owensboro  has  a  number  of  fraternal  or- 
ganizations, many  of  them  their  own  head- 
ouarters,  Knights  of  Columbras,  B.  P.  O. 
Elks,  Masonic,  Knights  of  Pythias,  Odd 
Fellows,  Red  Men,  Woodmen. 

Owensboro  also  has  live  Rotary  and  Lions 
chapters.  There  are  three  federated  wo- 
men's club,  the  Woman's  club,  Saturday 
Musicale  and  Current  Events  club.  • 

Chamber  of  Commerce 
The  interest  that  Owensboro  have  in  their 
civic  obligations  can  be  readily  appreciated 
by  the  Chamber  of  Commerce  they  support. 
The  organization  has  600  members,  main- 
tains its  own .  headquarters,  which  is  the 
community  meeting  house  for  all  organiza- 
tions interested  in  the  development  of  the 
city. 

When  the  city  fathers  first  began  to 
count  noses,  that  was  about  1830,  they  found 
the  city  of  Owensboro  contained  229  happy 
individuals  working  to  attain  some  great 
future.  Even  in  these  early  years  they  were 
sold  on  Owensboro.  In  order  to  see  how 
Owensboro  has  grown  during  the  last  90 
years  just  follow  the  table  below: 


21 


22 


ILLINOIS  CENTRAL  MAGAZINE 


OWENSBORO'S  GROWTH  229  to  21,060. 

1830 : 229 

1850 1,215 

1860 2,308 

1864 3,000 

1870 3,480 

1880 6,231 

1890 9,8 1.8 

1900 13,189 

1903... „ ,.15,673 

1910 ~ 16,011 

.  1916 17,212 

'  1920 21,060 

During'  this  period  of  years  a  great  many 
accomplishments  happened.  It  is  interesting 
to' know  that  Owenshoro  has  never  had  for- 
eign element  to  deal  with.  It  has  always 
been  made  up  of  Anglo  Saxons. 

The  geographical  location  of  Owensboro 
makes  it  possible  to  enjoy  four  distinct  sea- 


manufactured  products  reach  $10,000,000.00. 

The  city  of  Owensboro  gives  an  unlimited 
opportunity  for  excellent  public  and  high 
school  education.  The  value  of  the  Public 
school  property  including  grounds,  build- 
ings and  fixtures  amounts  to  $454,130.80. 
There  are  twelve  graded  schools  and  one 
high  school  and  the  School  Board  employes 
67  white  teachers  and  13  colored,  6  princi- 
pals, 3  special  supervisors,  and  20  high 
school  teachers. 

A   bond   issue  of  three  hundred  thousand 
dollars  for  school  purposes  was  voted  by  the 
people  of  Owensboro  last  January. 
Banking  Facilities 

Owensboro  has  5  banks  and  one  trust 
company,  all  of  which  are  in  the  clearing 
house.  Deposits  last  year  amounted  to 
$8,456,986  and  the  clearings  were  $1'35,- 
091,193. 


sons  of  the  year  and  Owensboro  enjoys  a 
ten-hour  working  day,  because  of  this.  Da- 
viess  county,  of  which  Owensboro  is  the 
county  seat,  has  a  population  of  40,733. 
Owensboro's  rightful  trade  territory  contains 
about  125,000  people.  The  government  in- 
dustrial census  has  Owensboro  the  sec- 
ond industrial  city  in  the  State  of  Kentucky. 
The  capital  invested  in  manufacturing  will 
probably  reach  $5,000,000.00  and  the  value  of 


Transportation 

Located  on  the  Ohio  river  with  both  serv- 
ices to  New  Orleans  and  Cincinnati,  this 
has  a  certain  influence  on  the  railroad  rates. 
Owensboro  is  served  by  three  trunk  lines. 
The  Illinois  Central,  Louisville  and  Nash- 
ville, and  the  Henderson  route,  which  af- 
ford unexcelled  shipping  facilities  to  all 
points  south  of  the  Mason  and  Dixon  line. 
There  are  industries  in  Owensboro  that  do 
an  extensive  foreign  business. 


ILLINOIS  CENTRAL  MAGAZINE 


Industry 

Owensboro  has  its  specialties,  one  by  vir- 
tue of  the  tobacco  that  is  raised  in  the 
counties  which  make  our  city  one  of  the 
greatest  tobacco  markets  in  the  country  as 
the  following  figures  show:  In  the  5 
counties  that  make  up  the  Owensboro  dis- 
trict in  1918  raised  52,000,000  pounds  of  to- 
bacco and  there  was  sold  on  the  Owens- 
boro floors  44,000,000  pounds  in  1919,  44,- 
000,000  pounds  was  raised  and  32,000,000 
pounds  sold.  There  has  been  sold  here  as  ' 
much  as  62,000,000  pounds  during  one 
season. 

The  tobacco  industry  is  represented  by  the 
following  factories:  American  Cigar  Co., 
Imperial  Tobacco,  Ross  Vaughan  Tobacco, 
Kentucky  and  Virginia  Tobacco  Co.,  Win- 
stead  Co.,  Gallaher  Ltd.,  American  Tobacco 
Co.,  and  Hodge  Tobacco  Co.,  representing 
foreign  and  American  interests. 

Owensboro  has  three  of  the  country's 
largest  exclusive  carriage  accessory  manu- 
facturers. Namely,  the  Owensboro  Wheel 
Company  which  make  a  set  of  four  wheels 
every  three  minutes — 200  sets  a  day — a  quar- 


ter of  a  million  wheels  a  year  is  the  capacity 
of  these  wheel  specialties.  The  Ames  Body 
Corporation  manufactures  buggy  bodies, 
etc.,  has  equipped  an  enormous  plant  with. 
woodwork  machinery  for  their  work.  The 
top  hardware  and  small  forging  for  one  half 
of  all  the  buggies  built  in  this  country  are 
manufactured  in  Owensboro  by  the  Owens- 
boro Forging  Company.  Akin  to  the  car- 
riage building  is  the  wagon  manufacturing 
and  Owensboro  has  the  Owensboro  Wagon 
Company,  who  sell  more  than  50,000  wag- 
ons and  buggies  annually.  Owenboro  has 
the  Murphy  Chair  Company  that  are  manu- 
facturing chairs  exclusively  and  are  con- 
sidered one  of  the  largest  manufacturers 
of  this  particular  product  in  the  country. 
The  Anglo-American  Mill  Company  that 
manufacture  the  Midget  Mill  which  has 
revolutionized  the  milling  business  to  the 
same  extent  that  the  Ford  automobile  did 
to  the  automobile  industries.  The  Owens- 
boro Ditcher  and  Grader  Company  manu- 
facture a  ditcher  and  grader  that  is  used 
universally.  It  has  an  extensive  foreign 
trade. 


Illinois  Central  System  Passenger  Trains 
Noted  for  Being  on  Time 

The  only  record  showing  the  percentage  of  on  time  arrivals  at  destina- 
tions of  the  passenger  trains  on  all  the  railways  of  the  United  States  was  made 
by  the  United  States  Railroad  Administration  for  the  months  of  August, 
September,  October  and  November,  1919.  These  four  months  are  considered 
by  railway  men  to  be  as  favorable  for  railway  operation  as' any  period  of -the 
year.  .  This  record,  compared  with  that  made  by  Illinois  Central  System  pas- 
senger trains  for  the  same  period,  follows: 

ALL  RAILWAYS  ILLINOIS  CENTRAL  SYSTEM 
August        83  per  cent  95.4  per  cent 

September  84  per  cent  96.2  per  cent 

October       84  per  cent  95.4  per  cent 

November  82>  per  cent  96.2  per  cent 

During  1920  the  Illinois  Central  System  operated  79,022  passenger  trains 
on  its  more  than  6,000  miles  of  lines  in  fourteen  states  of  the  Mississippi 
Valley  The  percentage  of  on  time  arrivals  at  final  destinations,  by  months, 
was  as  follows : 

January 93.4 

February 96.4 

March 94.0 

April   93.4 

May 94.2 

June 96.4 

July    96.9 

August .96.8 

September     .  .          .  .96.7 

October    97.3 

November 97.0 

December 93.8 

Believing  that  the  assurance  of  arriving  at  destination  on  time  is  an 
essentially  important  factor  in  passenger  train  service,  the  Illinois  Central 
System  is  seeking  constantly  to  improve  this  phase  of  service.  Maintenance 
of  schedule,  however,  is  but  one  feature  of  the  incomparable  passenger  service 
offered  by  the  Illinois  Central  System,  every  feature  of  which  is  distinctly 
outstanding." 

The  equipment  of  the  famous  Panama  Limited,  operating  between 
Chicago,  St.  Louis  and  New  Orleans,  represents  the  highest  known  standard 
of  the  art  of  railway  carriage  construction.  The  Panama  Limited  has  been 
designated  by  its  patrons  as  the  "finest  train  in  the  world." 

Illinois  Central  System  passenger  trains  -  are  noted  for  the  safety 
with  which  they  are  operated.  More  than  three  and  one-half  billion  pas- 
sengers have  been  carried  one  mile  since  a  passenger  riding  in  a  proper 
position  was  injured  fatally. 

Another  outstanding  feature  is  the  character  of  service  rendered  by 
Illinois  Central  trainmen — the  courtesy  and  attention  with  which  passengers 
are  served,  in  which  we  take  great  pride. 

Conscious  of  our  obligations  to  the  public,  we  are  making  every  effort 
consistent  with  honest,  efficient  and  economical  management  to  render  a 
service  that  will  not  only  please  our  patrons,  but  will  justify  them  in  com- 
mending it  to  their  friends  and  acquaintances. 

In  its  passenger  service,  as  in  all  other  departments  of  its  organization, 
the  Illinois  Central  System  seeks  the  co-operation  and  confidence  of  its 
patrons. 

Constructive  criticism  and  suggestions  are  invited. 

C.  H.  MARKHAM, 
President,  Illinois  Central  System. 


26 


ILLINOIS  CENTRAL  MAGAZINE 


ENG-INEEPING- 


DEPARTMENT 


Section  Headquarters 


We  should  not  form  an  idea  that  the  term 
"section  headquarters"  includes  only  the  sec- 
tion foreman's  house;  instead,,  it  embraces 
the  entire  premises  at  section  house  location. 

Unfortunately,  some  of  our  locations  are 
less  desirable  from  a  standpoint  of  natural 
attractiveness  than  others,  however,  this  fea- 
ture only  affords  better  opportunity  for  in- 
dividual effort;  there  is  no  place  but  what 
with  individual  effort  combined  with  the  as- 
sistance and  facilities  offered  by  the  com- 
pany can  be  turned  into  an  attractive  and 
comfortable  home. 

The  company  furnishes  the  service  of  an 
experienced  gardener  to  instruct  and  super- 
vise the  planting  of  trees,  shrubbery  and 
flowers,  all  of  which  can  be  secured  through 
our  own  greenhouses  without  cost  to  the 
individual;  and,  in  addition,  fruit  trees  of  any 
variety  suitable  to  the  climate  in  question, 
can  be  had  for  the  asking.  All  this,  with  the 


proper  drainage,  fencing  and  other  features 
of  tidiness  which  are  altogether  in  the  hands 
of  the  foreman,  will  make  a  neat  and  attrac- 
tive headquarters,  no  matter  where  located. 

Now  that  the  day's  work  is  done  in  eight 
hours,  there  should  be  ample  time  in  spring 
and  summer  months  to  devote  towards  grow- 
ing vegetable  gardens  and  not  only  providing 
the  table  with  choice  fresh  articles  in  this 
line,  but  also  make  handsome  reductions  in 
the  grocery  bill. 

Do  not  overlook  the  value  of  a  few  good 
cows.  Just  think  of  the  unlimited  pasture 
space  obtainable  on  the  right  of  way,  which 
can  easily  be  fenced;  a  number  of  foremen 
with  two  good  cows  not  only  supply  their 
household  needs  of  milk  and  butter,  but  sell 
from  fifteen  to  twenty  dollars  worth  each 
month. 

A  few  hogs  kept  on  some  isolated  part  of 
the  premises  will  go  a  long  way  in  the  meat 


••^t  :'•».. 


ILLINOIS  CENTRAL  MAGAZINE 


27 


supply  for  the  family,  and  the  expense  of 
keeping  them  will  be  very  small.  With  little 
effort  a  good  supply  of  chickens  can  be 
grown,  with  all  these  things  produced  at 
home,  the  expense  of  feeding  the  family  will 
be  reduced  to  the  minimum. 

We  should  bear  in  mind  that  our  home 
is  just  what  we  make  it  and  that  home  ties 
and  surroundings  are  all  in  life  that  is  worth 
while.  Surely,  then,  these  few  hours  spent 
each  day  beautifying  and  making  comfort- 
able our  homes  are  the  most  profitable  of 
any  that  can  be  spent.  Imagine  the  pleas- 
ure of  coming  in  after  a  day's  work  to  a 


home  that  is  well  kept  in  every  respect,  what 
pleasure  and  comfort  is  derived  from  work- 
ing to  add  to  its  attractiveness  and  comfort 
— the  man  that  goes  forth  from  such  a  home 
in  the  morning  will,  without  doubt,  put  in 
a  profitable  day  for  his  employer,  and  his 
work  will  be  of  a  class  above  criticism,  where 
take  the  man  that  is  sloven  in  his  home,  his 
work  in  every  case  will  reflect  the  same 
slovenness. 

A  man's  pride  should  be  first  in  his  home 
and  family,  and  just  to  the  extent  that  it  is 
manifested  there,  it  will  also-  show  in  his 
work  for  the  company. 


Will  Haul  Corn  to  Feed  Suffering  Children 
of  Other  Lands 


The  Illinois  Central  is  one  of  seven  rail- 
way systems  in  the  corn  belt  which  have 
agreed  to  donate  their  facilities,  free  of 
charge,  to  the  task  of  hauling  5,000,000  bush- 
els of  corn  to  the  Atlantic  seaboard  for 
overseas  shipment  to  feed  starving  children. 
When  the  trainloads  of  corn  are  made  up 
they  will  be  handled,  on  the  Illinois  Central 
lines,  by  trainmen  who  are  offering  their 
services  without  charge  for  this  humani- 
tarian task.  The  farmers  are  donating  the 
corn. 

The  corn  will  soon  be  moving.  The  first 
harvesting  has  begun.  The  Chicago  Tribune, 
in  its  Washington's  Birthday  issue,  published 
the  following  story  by  Frank  Ridgway,  spe- 
cial writer,  of  the  first  community  husking  bee: 

"With  all  the  spirit  of  an  old  fashioned 
husking  bee,  Illinois  farmers  turned  up  their 
shirt  sleeves  yesterday  and  started  the  first 
gift  corn  rolling  toward  Europe's  starving 
children.  Seventy-two  heaping  wagons  rum- 
bled into  Eureka  bright  and  early  in  the 
morning  from  all  parts  of  Woodford  County. 

"It  was  like  a  circus  day.  Practically 
every  one  of  the  1,500  Eurekans  donned 
denims,  grabbed  a  shovel  and  helped  to 
handle  the  2,600  bushels  of  corn  brought  in 
by  the  farmers.  Two  corn  shellers  were 
kept  humming,  while  twelve  men  kept  a  con- 
stant stream  of  corn  running  in  to  the  grain 
wagons  and  to  the  elevator,  where  it  was 
run  into  cars.  Two  cars  were  loaded. 

"Frank  Shamburg  and  Ed  Lehman  donat- 
ed the  shellers.  Frank  Felter,  president  of 
the  Woodford  county  farm  bureau,  brought 
his  tractor  from  the  farm  to  run  the  shellers. 
The  cobs  were  sold  from  $1  to  $5  a  load  and 
the  money  will  be  used  to  buy  more  gift 
corn.  Some  farmers  were  not  able  to  bring 
their  corn  in  an.d  500  bushels  more  will  be 
loaded  today. 

"This  gift  corn  day  was  the  first  of  eight 


planned  in  the  county.  The  call  did  not  go 
out  until  last  Saturday,  when  every  farmer 
was  asked  to  give  half  a  bushel  of  corn  for 
every  acre  planted  last  year.  The  second 
gift  corn  day  will  be  held  at  El  Paso  to- 
morrow. Others  will  be  held  during  the 
next  two  weeks  at  Minonk,  Benson,  Roa- 
noke,  Metamora,  Secor,  Washburn,  and 
Goodfield.  Sixteen  car  loads  of  corn  all 
told  will  be  given  by  Woodford  County, 
basing  the  estimate  on  the  number  of  bushels 
donated  at  Eureka. 

"Similar  days  will  be  held  throughout  the 
corn  belt.  Indiana  farmers  will  beg;n  to 
load  gift  corn  at  Valparaiso  today.  Iowa 
farmers  will  start  loading  this  week.  As 
soon  as  a  sufficient  number  of  cars  are 
loaded  they  will  be  assembled  into  trains 
and  started  for  the  seaboard  and  Europe. 

"All  of  the  Illinois  corn,  which  is  being 
handled  under  direction  of  Howard  Leon- 
ard, president  of  the  state  farm  bureau,  will 
be  milled  in  the  United  States  and  sent  to 
Poland  and  the  starving  children  in  Cen- 
tral Europe. 

"A  total  of  5,000,000  bushels  will  be  given 
by  American  farmers — 1,000,000  bushels, 
milled,  will  be  'distributed  by  Hooker's 
European  relief  committee;  1,500,000  bush- 
els, milled,  and  500,000,  shelled  will  go  to 
Poland;  1,000,000  shelled,  to  China,  and 
1,000,000,  milled,  to  European  countries 
through  a  Catholic  relief  commission. 

"Nine  railroads  have  agreed  to  haul  the 
gift  corn  free  of  charge.  C.  S.  Vrooman, 
director  of  the  project,  has  asked  W.  L. 
Barnes,  manager  of  the  car  service  section 
at  Washington,  for  cars  and  for  free  billing. 

"Final  arrangements  for  the  project  were 
made  at  a  conference  of  farmers,  rail  execu- 
tives, relief  committees,  and  millers  in  the 
office  of  the  president  of  the  Chicago  Board 
of  Trade  last  Saturday." 


Superintendent  Shaw  Discusses  Railways  and  Their 
Relation  to  the  Public 


Superintendent  C.  W.  Shaw  of  the 
Springfield  division  recently  made  a  state- 
ment at  Centralia  on  the  subject  of  "The 
Railways  and  Their  Relation  to  the  Public" 
which  is  quoted  as  follows  in  the  Centralia 
Sentinel  of  February  1: 

"It  can  be  said  very  truthfully,  that  one  is 
entirely  dependent  on  the  other,  as  both  are 
so  very  closely  allied,  that  the  mere  exist- 
ence of  one  and  the  prosperity  of  both,  re- 
quire a  spirit  of  friendy  co-operation,  with 
an  earnest  purpose  and  firm  resolve  to  solve 
the  many  vexatious  problems  that  now  con- 
front us.  The  lack  of  misunderstanding  must 
first  of  all  be  removed,  before  the  carriers 
of  the  country  can  properly  function,  in  the 
hope  of  performing  the  service  which  the 
public  must  have  and  is  justly  entitled  to. 

"I  can  in  no  manner  attempt  to  defend 
some  of  the  past  bad  practices  indulged  in 
by  unscrupulous  railway  management,  any 
more  than  I  can  attempt  to  defend  the  prac- 
tices of  the  criticizing  public;  but  I  am  firm- 
ly convinced  that  both  of  those  evils  are 
behind  us  to  stay. 

"The  pre-eminent  growth  of  the  railroads 
of  the  United  States  has,  as  you  know,  been 
unequaled  by  any  country  in  the  world, 
which  has  largely  induced  settlement  and 
development;  with  a  mileage  of  260,000  ex- 
ceeding that  of  all  Europe,  constituting  36 
per  cent  of  all  railroad  mileage  in  the  world. 

"Regardless  of  only  4,734  miles  of  railway 
being  built  annually  from  1900  to  1910,  since 
1911  up  to  the  present  time,  construction  of 
new  mileage  has  shown  a  very  substantial 
decrease,  and  in  the  year  1919,  only  686 
miles  were  built. 

"Since  the  return  of  the  Illinois  Central 
from  Federal  control,  special  efforts  have 
been  put  forth  to  secure  return  of  I.  C.  cars 
to  their  home  line;  on  March  1st,  1920,  there 
were  50,050  freight  cars  on  the  system,  of 
which  only  10,460  or  20  per  cent  of  the  total 
were  Illinois  Central  cars;  and  on  October 
1st,  just  passed,  there  was  a  total  of  52,339 
of  which  13,941  or  26  per  cent  were  home 
cars;  this,  with  concerted  effort  to  reduce  bad 
order  cars  and  the  number  of  locomotives 
out  of  service  awaiting  repairs,  has  also  re- 
sulted in  setting  up  the  following  comparative 
figures : 

"On  March  l^t,  1920,  there  were  133  loco- 
motives and  3,037  cars  awaiting  repairs;  on 
October  1st  last  there  were  106  locomotives 
and  3,532  cars — the  latter  showing  a  slight 
increase — which  is  explained  by  cars  run- 


ning in  to  heavy  repairs,  account  of  having  , 
been  away  from  home  an  unusual  length  of  I 
time,  with  little  or  no  attention  being  given 
them. 

"In   1918    there   were   employed   approxl-  ] 
mately   793    employes;    in   1919,   873    and   in  j 
1920,   1,003   with    corresponding   increase   in  3 
pay  rolls,  that  of  November,  1920,  reaching  1 
$452,749     in    wages    alone — saying    nothing  1 
about    the    other   necessary    expense   which 
goes  to  make  the  transportation  that  serves 
your  community. 

"Of  the  1,003  employes  who  make  this  city  i 
their  headquarters,  a  majority  of  which  are  1 
heads  of  families,  thus  contributing  largely  ] 
to  the  population  of  our  community,  and  are  I 
making  an  honest  endeavor  to  assist  in  I 
building  up  such  efficient  transportation  | 
service,  which,  with  the  aid  and  good  will  of! 
the  public,  should  enable  your  community  J 
to  enjoy  transportation  facilities  which  are! 
unexcelled  anywhere  in  the  United  States."! 

The  following  from  the  Decatur  (111)  Rc-m 
view  of  January  25  tells  of  Superintendent! 
Shaw's  meeting  with  employes  at  that  point:! 

"Increased     efficiency     and     necessity     of 
courtesy  by  employes  are  two  points  now! 
being  brought  out  strongly  among  the  em- 1 
ployes  of  the   Illinois    Central   Railroad  by  I 
the  officials  of  that  company.     The  officials  jj 
have  been  conducting  meetings  all  over  the 
system  to   impress   these   matters   on   every! 
employe    in    every    department.      Superin-  '• 
tendent  C.  W.  Shaw  held  a  meeting  of  this  3 
kind  in  the  Illinois  Central  freight  house  at 
Decatur  some  days  ago  and  every  employe 
who  could  possibly  be  let  off  from  work  at 
the  time,  was  released  to  attend.     The  re- 
sult    was     that     eighty-two     employes     were 
present. 

"The  result  to  be  obtained  is  to  keep  the] 
road  in  highest  state  of  efficiency  in  order 
to  give  a  service  to  meet  the  public  desire. 
In  order  that  the  road  may  do  this,  the  em- 
ployes are  impressed  with  the  necessity  of' 
giving  a  full  hour's  service  for  a  full  hour's 
pay.  They  are  further  impressed  with  hav- 
ing in  view  at  all  times,  the  welfare  of  their 
company  and  to  make  the  one  commodity 
which  the  railroad  has  to  sell,  'transporta- 
tion,' a  commodity  which  will  prove  popular 
with  the  public. 

"Since  the  recent  meeting  in  Decatur, 
Superintendent  Shaw  and  other  officials  say 
there  already  has  been  a  noticeable  increase 
in  efficiency  and  co-operation  noted  in  work 
in  Decatur." 


28 


ILLINOIS  CENTRAL  MAGAZINE  29 


STATIONS  &  TRANSFERS 

Do  it  right  and  prevent 
freight  claims 

->•  Check  freight  right 
Receive  freight  light 
Load  freight  right 
Bill  freight  right 
Deliver  freight  right 
Make  exceptions  right 

Do  it  right  and  prevent 
freight  claims 

Please  mention   this   magazine  when   writing  to   advertisers 


30  ILLINOIS  CENTRAL  MAGAZINE 


Q/ractice   Q/arety    yourself  ! 
\Jthers  will  rolfow  you. 

Defter  be  careiul  man  cnpplect. 

c/r  takes  less  time  to  prevent  an, 
injury  man  to  report  one;. 

zAnif  jfooJ  can  take  a  chance, 
vt  takes  orcans  to  be  careiul. 


7  '  /  / 

c/f  is  better  to  lose  a  minute  in 

7 '  '//         '  1 

avoiding  a  possible  accident, 

,        J     Y ' 
than  a  month,  m  nursma  an  injury. 

)yhen  others  think,  or  your 

saietu,  wni/  will  not  you  / 
77  / 


What  M.  of  W  Men  on  the  Y.  &  M.  V.  are  Doing 

for  Safety 

Lula,  Miss.,  Jan.  12,  1921. 
Mr.  J.  Crahen, 

Supervisor  Illinois  Central  R.  R., 
Chicago,  111. 

Your  letter  today  and  also  the  8th  in  regard  to  how  I  am  going  to 
handle  the  Safety  First  in  the  year  of  1921.  Do  not  know  whether 
this  is  what  you  want  or  not,  but  will  give  you  the  best  I  have  got. 

I  will  not  run  motor  cars  to  exceed  the  speed  limit,  which  is  15  miles 
per  hour  and  going  through  stations  or  approaching  road  crossings 
be  ready  to  stop  on  sight  if  anything  that  may  be  on  crossings  or 
that  may  be  coming  across,  also  anywhere  on  the  railroad  will  always 
watch  for  stock  that  may  run  up  on  track  in  front  of  car.  Will  not 
load  any  tools  on  front  of  car  that  may  fall  off  in  front,  such  as  jacks, 
water  kegs  or  anything  that  may  wreck  car. 

2.  Will  keep  all  switches,  switchpoints  fitting  all  bolts  around 
switch  tightened  and  see  that  points  have  proper  throw  to  keep  trains 
from  splitting  them. 

3.  Will  keep  up  my  track  to  the  best  of  my  knowledge. 

4.  Will  keep  all  road  crossing  signs  up  so  they  may  be  seen  plainly 
by  the  public. 

5.  Will  stop  any  stock  or  persons  that  may  be  coming  across 
track  in  front  of  trains  or  motor  cars. 

6.  Will  keep  all  crossings  in  good  shape  so  that  stock  or  people 
will  not  hang  feet  in  crossing  plank. 

7.  Will  take  the  best  of  care  of  company  tools  and  material. 

8.  Will  work  my  men  so  as  to  get  a  reasonable  day's  work  and 
watch  them  to  keep  them  from  injuring  themselves  or  one  another. 

9.  Will  watch  passing  trains  to  see  if  anything  is  dragging  or 
anything  that  may  cause  train  to  have  accident. 

10.  Will  keep  all  stock  off  of  right-of-way  and  all  gates  closed. 

11.  Will  not  allow  my  men  to  take  any  chances  in  front  of  trains. 

12.  I  will  take  care  of  anything  that  I  may  find  that  is  not  safety. 

Yours  respectfully, 

(Signed)      E.  M.   Sanders. 

31 


TRANSPORTATION 
DEPARTMENT 


service 


East  St.  Louis. 

Warehouse  Foreman,  Jasper,  in  handling  shipment  of  Jelly,  waybilled  weight  30,575 
pounds,  rate  58.5  cents,  freight  $178.87  loaded  in  I.  C.  car  21534,  Vicksburg,  Miss,  to  Argo, 
111.  waybill  No.  2332,  January  15th,  192-1,  knew  that  carload  minimum  was  36,000  pounds, 
and  rate  did  not  look  just  right  to  him,  so  took  original  waybill  to  the  Audit  Revising 
Bureau  and  had  them  make  a  revision  of  it,  which  indicated  that  the  correct  minimum 
should  be  36,000  pounds,  correct  rate  $1.00,  and  freight  charges  $360.00,  or  almost  double 
the  amount  assessed. 


Chicago,  111.,  Feb.  15,  1921. 
Mr.  A.  E.  Gift:— 

For  your  information  I  quote  below  letter  received  from  Superintendent  Quigley 
under  date  of  January  26th,  from  Contractor  T.  G.  Womack  of  Kentwood,  La.: 

"Our  Mr.  T.  M.  James,  who  was  sent  by  us  as  messenger  to  accompany  an  engine  pur- 
chased by  us  from  Grand  Trunk  Shops  at  Battle  Creek,  Mich.,  arrived  at  Kentwood  on  21st. 
inst.  This  engine  was  delivered  on  your  tracks  at  Harvey,  a  point  near  Chicago,  Monday, 
the  10th.,  and  was  delivered  to  us  in  first  class  condition  Friday,  the  21st.,  notwithstanding 
the  fact  that  engine  was  laid  up  at  your  shops  at  Carbondale  from  January  llth,  6  :00  P.  M. 
to  January  12th,  2:00  P.  M.  for  minor  repairs. 

"We  consider  this  excellent  service  on  the  parf  of  the  Illinois  Central  Railroad,  and 
wish  to  commend  your  men  too  for  their  active  interest  in  trying  to  effect  delivery  at  the 
earliest  possible*  date. 

"At  the  request  of  our  Mr.  James,  we  wish  to  mention  the  courtesies  extended  him  by 
your  employes.  He  tells  us  that  instead  of  the  trip  being  a  long  and  tiresome  one,  it  was 
really  a  pleasure  trip  on  account  of  the  whole  hearted  good  fellowship  of  the  railroad  boys. 
We  provided  Mr.  James  with  a  sum  of  money  to  make  this  trip  and  thought  possibly  he 
would  wire  us  for  more  money,  but  instead  of  that  he  turned  in  half  of  the  amount  given 
him.  We  asked  him  if  he  ate  a  square  meal  on  the  trip,  and  he  stated  that  he  was  treated 
like  one  of  the  boys  all  the  way  down  the  line. 

"We  mention  the  above  facts  because  we  feel  that  such  matters  should  come  before 
the  public,  and  we  feel  that  it  is  an  advantage  to  shippers  or  industries  to  be  located  along 
your  line.  With  best  personal  regard,  we  are, 

"G.  E.  Patterson 
"Acting  General  Superintendent." 

Madame  Tetrazzini,  the  famous  soprano  and  Grand  Opera  singer,  who  is  now  on  concert 
tour  of  the  United  States,  passed  over  the  Kentucky  Division,  February  3rd,  on  train  102, 
in  her  private  car  "Ideal"  enroute  Memphis  to  Louisville,  where  she  was  booked  for  a 
concert,  February  4th.  On  her  arrival  in  Louisville,  Madame  Tetrazzini  was  interviewed 
by  several  reporters  representing  the  Louisville  daily  papers.  In  the  course  of  the  inter- 
view Madame  Tetrazzini  spoke  of  her  trip  over  the  Illinois  Central ;  saying  to  the  reporters 
that  "in  all  of  her  travels  she  had  not  experienced  a  more  pleasant  trip"  as  she  had  on 
that  day  from  Memphis  to  Louisville.  She  especially  mentioned  the  excellent  condition  of 
the  right  of  way  and  the  general  appearance  of  the  property,  and  paid  a  high  compliment 

M 


ILLINOIS  CENTRAL  MAGAZINE  33 

to  the  courtesey  of  the  Illinois  Central  employees,  and  to  the  easy-riding  of  the  heavy  train ; 
saying  that  "altho  the  number  of  curves  seemed  unlimited  and  endless,  her  private  car 
rode  as  smoothly  as  if  on  straight  track."  It  is  indeed  very  nice  for  individuals,  even 
a  railroad,  to  receive  ordinary  compliments  at  ordinary  times,  but  to  receive  such  an 
expression  of  approval  at  this  time,  from  "The  Lady  with  the  Golden  Voice",  is  indeed 
a  compliment  of  the  highest  order,  and  testifies  well  to  the  general  excellent  condition  of  the 
Illinois  Central,  and  especially  to  the  excellent  track  on  the  Kentucky  Division,  and  makes 
the  employees  of  the  Kentucky  Division  feel  like  they  have  done  their  part  in  upholding 
the  Illinois  Central's  general  standard  of  excellence.  Since  coming  to  Kentucky,  Madame 
Tetrazzini  has  added  "My  Old  Kentucky  Home"  to  her  repertoire. 


Mr.  J.  D.  White, 

Train  Master,  Illinois  Central  R.  R., 

East  St.  Louis,  111.,  Feb.  11,  1921 
Dear  Sir : 

We  want  to  congradulate  you  and  thank  you  for  the  excellent  service  afforded  us  on  car 
Nc.  701271  C.  M.  &  St.  P.  that  we  shipped  to  Julius  W.  Nicholes,  Charleston,  S.  C,  on 
January  22nd.  This  car  was  loaded  on  the  Southern  rails  and  delivered  to  you  at  4  :30  P.  M. 
January  22nd.  and  from  the  records  we  have  been  able  to  secure  over  the  telephone  left 
East  St.  Louis  just  two  hours  and  thirty  minutes  later  in  your  fastest  train  1st.  section  251 
arriving  at  Atlanta,  Ga.,  2:00  P.  M.  the  second  afternoon.  For  your  information  the  car 
arrived  at  destination  on  the  26th  and  we  consider  this  real  service. 

We  are  glad  to  know  that  you  have  overcome  the  difficulties  which  formerly  existed 
locally  here  by  reason  of  our  cars  having  been  delivered  to  you  in  a  rather  out  of  the  way 
place,  and  we  notice  the  movement  of  the  last  eight  or  ten  cars  has  been  very  satisfactory 
in  the  terminals  here,  so  far  as  the  Illinois  Central  is  .concerned. 

We  hope  you  will  keep  up  this\  good  work  and  just  as  soon  as  business  gets  a  little 
better  we  will  probably  be  able  to  do  considerable  more  for  the  Illinois  Central  than 'we 
have  in  the  past,  on  account  of  the  serious  business  depression. 

With  kindest  regards,  beg  to  remain. 

Yours  very  truly,  Golden  Grain  Milling  Company 

J.  J.  Nevener 
Traffic  Manager. 


Car  Efficiency 


Agent  C.  K.  Clayton,  Pratt  City,  Ala.,  reports  UTL  76088,  containing1  oil  for  Standard 
Oil  Company,  received  Pratt  City  and  placed  for  unloading  9:00  a.  m.,  January  24th,  re- 
leased 5:00  p.  m.  and  forwarded  empty  5:55  p.  m.,  same  date. 

Agent  C.  K.  Clayton,  Pratt  City,  Ala.,  reports  1C  36499,  merchandise,  received  at  Pratt 
City  and  set  to  house  9:00  a.  m.,  January  24th,  released  and  moved  forward  empty,  5:55 
p.  m.,  same  date. 


Agent  C.  K.  Clayton,  Pratt  City,  Ala.,  reports  SF  12840,  merchandise,  received  Pratt 
City  and  set  to  house  9:00  a.  m.,  January  24th,  released  and  reloaded  with  merchandise 
and  car  moved  forward  4:09  p.  m.,  same  date. 

Agent  Issues  Statement  Based  on  President's  Message 

The  following  is  a  copy  of  a  bulletin  which  would  read  this  message  and  that  it  would 

appeared  on  the  bulletin  board  in   the   Illi-  have    the    same    absorbing    effect    on    their 

nois  Central  station  at  Greenville,  Ky.,  short-  minds  that  it  has  on  mine.     The  result  is  I 

ly   after   Agent   W.    G.    Crawford   had   read  am  prompted  to  say  a  few  words  to  the  boys 

President  Markham's  message  to  employees,  who  are  in  a  position  to  carry  out  the  wishes 

printed  in   the   January  magazine:  of  our  president. 

"Greenville,  Ky.,  January  21st,  1921. 

"A  WORD  TO  THE  RANK  AND  FILE.  "Mr.  Markham  has  been  very  frank  in  this 

"I    have    just    finished    reading    the    front  statement,  telling  us  that  it  is  his  desire  to 

piece    of   the   January   issue    of   the   Illinois  stand   by  us.     This,   no   doubt,   means   that 

Central  Magazine,  a  message  from  our  presi-  in  order  for  him  to  carry  out  this  promise 

dent.      ^  we  are  to  stand  by  him  in  rendering  100  per 

'  I    wish    that    each    and    every    employee  cent  efficiency. 


34 


ILLINOIS  CENTRAL  MAGAZINE 


"There  are  a  great  many  ways  in  which 
we  can  be  loyal  to  our  president  and  making 
this  transportation  system  a  successful  one. 
First,  we  want  to  consider  that  we  are  one 
great  body  of  men  and  women  striving  for 
the  same  goal,  friendship  among  employees, 
co-operation  and  team  work.  Let  every  set 
of  employees  be  congenial.  Let  harmony 
prevail  among  us.  When  we  have  this,  our 
work  will  be  a  pleasure,  much  easier  and 
more  profitable  to  ourselves  and  our  com- 
pany. 

"A  great  many  of  us  have  the  idea  that 
the  employee  in  another  department  should 
not  have  a  voice  in  our  respective  depart- 
ments. This  is  entirely  out  of  order.  Should 
a  fellow  worker,- although  he  be  a  conductor, 
switchman,  or  whatever,  offer  us  a  sugges- 
tion toward  the  betterment  of  our  service, 
let  us  give  him  due  consideration  and,  if  deep 
down  in  our  hearts  we  find  that  his  sugges- 
tion would  help  us  in  serving  the  public  and 
the  company,  let  us  not  hesitate  to  apply  the 
remedy. 

"Co-operation  and  team  work  among  the 
various  departments  are  very  essential',  as 
our  president  has  to  deal  with  all  depart- 
ments. To  give  him  the  co-operation  which 
he  is  entitled  to,  to  make  success  sure,  each 
and  every  department  must  co-operate  and 
work  ior  the  same  goal. 

"The  agent,  the  ticket  agent,  the  delivery 
clerk — in  fact  every  employee  in  and  around 
the  station,  from  the  agent  down  to  the  por- 
ter— can  lend  a  helping  hand  toward  secur- 
ing new  friends  and  patrons  for  the  road. 
In  order  to  do  this,  we  must  be  courteous 
to  the  public.  Let  us  make  it  a  daily  prac- 
tice to  do  some  little  thing  out  of  the  ordi- 
nary to  serve  some  passenger  or  shipper. 
While  these  little  efforts  on  our  part  may 
seem  a  trifle,  they  may  mean  a  great  deal  to 
the  patron.  In  doing  these  deeds  of  kind- 
ness we  make  an  everlasting  impression,  one 
that  will  not  wear  off.  The  result  will  se- 
cure for  this  company  new  shipments  of 
freight,  and  when  traveling  our  line  will  be 
used. 

"Our  success  depends  entirely  upon  the 
shippers.  The  shippers  and  their  represen- 
tatives are  the  ones  we  look  to  for  our  pas- 
senger business.  I  know  of  no  better  way  of 
securing  their  freight  and  passenger  business 
than  to  be  courteous;  not  only  courteous, 
but  to  bear  in  mind  that  we  should  make 


special  efforts  to  furnish  shippers  with  cars 
promptly,  see  that  their  products  are  given 
prompt  movement  and,  should  a  shipment 
be  misplaced,  use  all  of  our  energy  to  lo- 
cate, advising  shippers  and  consignees  just 
when  we  expect  to  make  delivery. 

"We  are  told  by  the  president  that  we 
must  practice  economy.  I  know  of  no 
branch  of  service  which  is  in  a  position  to  do 
any  more  along  this  line  than  that  of  trans- 
portation. 

"Our  agents  and  their  forces  carry  the 
check  book  of  this  company  around  in  their 
pockets.  We  should  be  very  careful  on 
every  transaction,  such  as  receipting,  load- 
ing and  delivering  freight  shipments.  For 
every  shipment  or  package  of  freight  we  re- 
ceipt for  and  fail  to  receive,  for  every  ship- 
notation  we  give  on  a  freight  bill  we  are 
drawing  a  check  against  this  company.  Stop 
for  a  minute.  Think  of  the  enormous  sum 
this  company  is  paying  out  annually  for 
claims.  We  are  approving  each  and  every 
one  of  these  claims  and  by  doing  so  we  have 
direct  access  to  the  check  book  of  this  com- 
pany. We  should  know  that  when  we  ap- 
prove a  claim  or  give  a  notation  on  a  freight 
bill  we  are  liable  for  the  amount  approved. 

"A  great  many  of  you  know  approximately 
the  cost  of  stationery  and  other  supplies  we 
use  around  the  station.  Suppose,  when 
ordering  our  supplies,  we  knew  that  at  the 
end  of  the  month  we  would  receive  a  bill 
the  same  as  we  receive  bills  for  our  living 
expenses,  etc.,  would  we  shut  our  eyes  and 
guess  at  what  we  need?  I  should  say  not. 
We  would  reduce  our  order  to  the  minimum 
and  then  eliminate  a  great  many  articles 
that  are  not  absolutely  necessary. 

"Notice  our  daily  papers.  Our  president 
is  daily  advertising,  calling  for  constructive 
criticism  and  suggestions.  Should  our  peo- 
ple hesitate  in  handling  their  views  with  the 
president  and  bring  them  to  you  for  con- 
sideration, do  your  best  to  send  those  apply- 
ing for  corrections  of  our  service  away  satis- 
fied. If  you  cannot  handle  satisfactorily, 
refer  the  matter  to  your  superior  officer  for 
handling. 

"Let  each  and  every  employee  strive  daily 
to  do  some  little  thing,  something  out  of  the 
regular  routine,  that  will  help  to  make  this 
Illinois  Central  Railroad  not  one  of  the  best, 
but  the  best,  throughout  the  South. 

"(Signed)     W.  G.  CRAWFORD, 

"Agent." 


President  Markham  Makes  Talk  to  Division  Storekeepers 


A  meeting  of  the  executive  staff  of  the 
supply  department  was  held  in  the  office  of 
A.  C.  Mann,  vice  president  in  charge  of  pur- 
chases and  supplies,  February  21,  to  discuss 
matters  of  interest  to  the  department  and 
outline  policies  for  the  present  year.  Wil- 
liam Davidson,  general  storekeeper,  presided. 

Vice  President  Mann  called  attention  to 
the  many  obstacles  which  had  presented 
themselves  in  all  lines  of  industry  during  the 
past  year  and  which  had  culminated  in  the 
general  lack  of  business  during  the  fourth 
quarter.  In  company  with  all  other  rail- 
roads, a  large  stock  of  materials  and  sup- 
plies had  been  built  up  and  the  problem 
which  now  remains  in  the  hands  of  the  pur- 
chasing and  supply  department  is  the  proper 
distribution  of  the  stock  of  materials  and 
supplies  on  hand  to  meet  present  needs  and 
avoid  further  purchases.  He  called  partic- 
ular attention  to  the  necessity  of  storekeep- 
ers constantly  bearing  in  mind  a  very  large 
carrying  charge,  necessary  under  present 
conditions  on  account  of  the  large  stock  of 
material  on  hand,  and  impressed  upon  each 
one  the  necessity  of  thinking  of  this  material 
stock  in  terms  of  money  invested,  rather 
than  units  of  material. 

During  the  morning  session,  the  store- 
keepers were  pleasantly  surprised  by  a  visit 
from  President  Markham  and  Senior  V.ice 
President  Kittle,  who  were  introduced  to  all 
present.  Mr.  Markham's  informal  remarks 
were  peculiarly  appropriate  at  this  time,  as 
he  pointed  out  the  conditions  leading  up  to 
the  present  need  for  retrenchment  in  oper- 
ating expenses  and  he  very  clearly  indicated 
the  part  which  the  purchasing  and  supply 
department  could  play  in  carrying  out  the 


policies  which  had  been  laid  down.  He 
called  attention  to  his  trip  over  the  road  last 
October  at  which  time,  on  account  of  the 
rapid  decline  in  traffic  resulting  in  the  falling 
off  in  finances,  it  became  necessary  to  make 
reductions  in  the  operating  expenses  in  all 
lines.  He  had  urged  that  such  reductions  as 
could  be  made  should  be  made  intelligently 
and  carefully  so  that  nothing  had  been  done 
which  had  in  any  way  permanently  impaired 
the  railroad  property  or  the  safety  of  travel. 
He  spoke  of  the  importance  of  team  work 
in  any  organization;  that  any  organization 
must  have  tools  to  work  with  and  that  team 
work  supplies  this  demand. 

The  smoothly  running  machine  on  the 
Illinois  Central  is  due  to  the  men  in  charge 
having  received  their  education  on  this  rail- 
road, and  their- loyalty  to  it,  Mr.  Markham 
said.  He  emphasized  the  necessity  for  the 
purchasing  and  supply  department  to  watch 
closely  the  expenditures  for  materials  and 
supplies  as  without  such  watchfulness  it 
would  be  possible  for  large  sums  of  money 
to  be  lost  without  any  one  finding  out.  His 
final  admonition  to  the  division  storekeepers 
was  to  "Go  back  to  work  and  by  everlasting- 
ly doing  the  best  you  can,  make  this  a  good 
year  for  the  Illinois  Central." 

During  the  day,  the  meeting  was  also  vis- 
ited by  Vice  President  M.  P.  Blauvelt  and 
General  Superintendent  of  Motive  Power 
R.  W.  Bell.  Mr.  Blauvelt  spoke  on  account- 
ing matters  and  the  benefits  derived  from 
simplicity  in  accounting. 

Mr.  Bell  called  attention  to  several  ways 
in  which  the  storekeepers  can  assist  the 
mechanical  department  through  reclamation 
of  material  and  the  like. 


Prompt  Handling  of  Correspondence 

By   A.    E.    Walters,    Assistant   Division   Storekeeper,    Clinton,    Illinois 


One  of  the  most  important  items  in  rail- 
i  oad  work,  and  one  which  is  lost  sight  of 
more  frequently  than  any  other  is  the 
prompt  handling  of  correspondence.  In  a 


great  many  instances  important  matters 
are  handed  to  a  subordinate  to  furnish  .cer- 
tain information  or  relayed  to  another  offi- 
cial by  mail  delaying  the  reply  for  several 


36 


ILLINOIS  CENTRAL  MAGAZINE 


days.  This  coupled  with  the  necessary  loss 
of  time  while  letters  are  in  transit  frequently 
makes  it  a  week  or  ten  days  after  an  in- 
quiry is  made  until  the  reply  has  been  re- 
ceived. During  this  time,  no  doubt,  a  num- 
ber of  clerks  and  stenographers  have  used 
valuable  time  writing  letters  back  and  forth 
before  the  reply  is  drafted. 

Perhaps  it  would  have  been  much  simpler 
and  easier  to  have  called  the  person  up  on 
the  telephone,  secured  the  information  nec- 
essary and  answered  the  letter  on  the  date 
on  which  received. 

There  is  a  great  loss  of  time  in  handling 
correspondence  due  to  writing  letters  to 
persons  in  the  same  building,  when  these 
same  matters  could  easily  have  been  han- 
dled over  the  telephone  or  by  walking  a 
few  feet  and  could  be  handled  personally 
with  the  other  department.  In  my  opinion 


mail  should  be  opened  each  morning  and 
the  office  stamp  placed  thereon,  the  files 
attached  and  afterwards  distributed  to  the 
different  members  of  the  organization  for 
handling  and  all  concerned  instructed  that 
all  correspondence  be  handled  or  the  neces- 
sary information  placed  on  same  and  re- 
turned to  the  chief  clerk  in  time  to  be  han- 
dled the  same  day  if  at  all  possible.  Natur- 
ally this  could  not  be  done  where  large  re- 
ports or  inquiries  necessitating  considerable 
research,  are  made.  But  by  handling  the 
simple  matters  promptly  it  will  be  found 
that  there  is  more  time  available  for  the 
handling  of  the  more  important  items. 

If  this  is  done  it  will  prevent  delays  to 
correspondence  which  in  many  cases  are 
costly  to  this  company  and  could  be  avoided 
if  the  proper  attention  was  given  to  this 
important  feature. 


Has  Old  Railway  Certificate 

September   15,    1918 
From  the  Freeport  Journal  Standard 


Dixon,  111.,  Sept.  15. — Landlord  M!  E. 
Rice  of  the  Nachusa  Tavern  has"  received 
from  Attorney  W.  D.  Barge  of  Chicago,  the 
first  certificate  for  $10  purchase  of  stock  in 
the  Illinois  and  Rock  River  Railroad  Com- 
pany, now  the  Illinois  Central.  The  certifi- 


cate is  No.  1  and  is  dated  April  14,  1342,  be- 
ing issued  seventy-six  years  ago.  This  stock 
was  sold  for  the  purpose  of  constructing  the 
road.  Mr.  Rice  has  the  certificate  framed 
and  hung  in  the  hotel. 


Things  We  Should  and  Should  Not  Do 


Put  a  value  on  cheerfulness  and  see  what 
interest  you  realize  on  your  investment. 

The  only  difference  in  mind  between  a 
monkey  and  a  man  is  that  the  man  reasons, 
the  monkey  imitates  and  does  not  reason 
why.  Man  imitates  but  not  without  reason. 

If  you  imitate  a  man  be  sure  he  is  one 
who  will  be  successful 

How  honest  you  are  decides  how  honest 
will  be  the  next  man.  He  sets  his  standard 
of  honesty  by  yours.  So  it  is  every  man's 
duty  to  let  no  unfairness  creep  into  his  pol- 
icy, j 

Tell  the  truth.  A  man  who  tells  the  truth 
doesn't  need  to  have  a  very  good  memory. 
But  it  takes  a  man  with  an  exceptional  mem- 
ory to  be  a  good  liar. 

We  have  confidence  that  the  company  will 
pay  us.  Is  it  always  true  that  the  company 
may  have  equal  confidence  in  our  integrity? 

If   you   are   perfectly    sure   that    you    can 


produce  more,  and  distribute  more  and  save 
more  by  quarreling  with  your  employer  do 
it.  But  does  anyone  believe  that  quarrel- 
ing pays? 

Read  what  the  public  says  about  railroads 
and  be  ready  to  defend  any  criticism;  if  the 
criticism  is  due,  assist  to  remedy.  You 
can  help. 

The  cost  of  material  is  still  high;  save  all 
you  can.  Reduction  in  consumption  will 
bring  down  the  high  cost  of  same. 

Clean  out  your  cabooses — you  may  find 
an  over-supply  of  some  item  that  will  save 
the  purchase  of  new. 

Do  not  slight  your  work;  you  will  feel 
better  at  the  end  of  the  day. 

Let  everyone  help  each  other  to  get  the 
work  out.  This  co-operation  will  save  a  re- 
duction in  force. 

Good-bye.  Will  see  you  in  the  April 
number. 


n 

CIAIMS  DEPARTMENT 

Is  Self  Preservation  a  Dormant  Instinct? 

By   M.   B.  Rothrock 
Claim  Agent,  Chicago   Terminals 


"Self  preservation  is  the  first  law  of  na- 
true,"  is  an  age-old  maxim.  If  that  be  true, 
safety  is  inherent  in  every  human  being,  but 
the  needless  number  of  accidents  resulting  in 
injury  would  indicate  that  this  law  is  dormant 
in  many. 

After  many  years  of  association  with  and 
experience  in  personal  injury  work,  during 
which  it  has  been  my  duty  to  determine  the 
causes,  I  am  of  the  opinion  that  the  prevention 
of  injury  rests  primarily  with  the  injured. 
Exceptions  are  admitted — say  25  per  cent — 
but  the  other  75  per  cent  could  be,  and  in  my 
experience  would  have  been,  prevented  by  the 
exercise  of  a  reasonable  degree  of  care.  In- 
deed, it  seems  that  the  human  being  to  whom 
personal  injury  means  most  is  the  most  reck- 
less in  prevention  and  most  indifferent  to  con- 
sequences. 

Animals,  endowed  only  with  instinct,  mani- 
fest a  high  sense  of  care  for  their  own  safety, 
and  in  many  instances  that  sense  has  been 
used  to  warn  and  protect  human  beings  from 
danger.  Did  you  ever  notice,  when  driving 
a  horse  across  a  running  stream  or  pool  of 
water,  that  the  animal  would  slow  up  and 
step  cautiously  until  it  had  determined  just 
how  deep  the  water  was,  and  whether  there 
were  any  pitfalls?  The  wonderful  and  al- 
most unbelievable  acts  of  dogs,  acting  on  their 
own  initiative,  are  too  numerous  to  recount. 
Kipling  says  that  the  elephant  is  one  of  the 
most  sagacious  of  beasts,  and  mentions  an 
occurrence  where  some  employed  at  a  mine 
shaft  refused  to  go  near  it.  It  was  found 
upon  investigation  that  the  lower  workings 
had  been  flooded  with  water.  The  animals  had 
sensed  the  danger,  and  by  refusing  to  work 
communicated  it  to  the  men. 

Now  if  animals  endowed  only  with  instinct 
to  guide  them  in  self  preservation  use  that 
sense,  not  only  for  their  own,  but  oftimes 
for  the  safety  of  man  as  well,  is  it  not  rea- 
sonable to  expect  a  higher  degree  of  percep- 
tion and  caution  on  the  part  of  human  beings- 
endowed  with  intelligence  and  the  power  to 
reason  ? 

So  much  has  been  said  and  written  on  this 
question  of  safety  and  prevention  of  accidents, 
that  it  is  nearly,  if  not  quite,  impossible  to 
more  than  echo  what  has  already  been  said. 


To  undertake  to  call  attention  to  the  multi- 
tude of  conditions  that  might  cause  or  con- 
tribute to  an  accident,  unless  circumvented  by 
intelligence,  would  be  tiresome.  Each  em- 
ployee knows  those  pertinent  to  his  special 
work,  and  it  is  the  duty  of  each  to  exercise  a 
high  degree  of  care  and  thought  for  his  safe- 
ty. Likewise  a  great  responsibility  rests  on 
each  for  the  safety  of  others,  and  until  we 
have  fully  discharged  that  responsibility,  first 
to  ourselves,  *and  secondly  to  others,  needless 
injuries,  some)  resulting  in  temporary  and 
others  in  permanent  disability,  will  continue, 
carrying  with  them  irreparable  loss  to  our- 
selves, to  our  families  and  to  society  as  a 
whole. 

It  may  be  said  that  physical  and  working 
conditions  can  and  should  be  bettered.  This  is 
true,  but  nevertheless  the  principal  effort  must 
come  from  us.  We  are  the  ones  who  must 
suffer  and  the  prevention  is  largely  within  our 
control.  If  the  cause  is  carelessness,  the  rem- 
edy is  care.  Let  us  all  exercise  a  little  care, 
a  little  forethought  in  the  discharge  of  our 
work,  and  the  larger  per  cent  of  injuries  will 
not  occur.  We  must  realize  the  personal  re- 
sponsibility resting  on  us,  and  not  try  to 
shift  the  burden  of  our  safety  to  the  other 
fellow,  as  is  too  frequently  done.  Be  fair.  The 
other  fellow  has  himself  to  look  after,  and  it 
is  unreasonable  as  well  as  unfair  to  seek  to 
place  a  responsibility  on  him  that  Is  properly 
our  own. 

No  one  wants  to  face  old  age  crippled.  One 
can  conceive  of  nothing  more  sorrowful. 
Therefore  to  prevent  such  condition  each 
should  employ  that  power  of  caution  and  fore- 
thought which  should  be  his  naturally  to  its 
full  extent. 


A  NEW  SAFETY  APPLIANCE 

The  use  of  gasoline  motor  cars  during  the 
last  few  years  undoubtedly  has  saved  the  road 
department  much  time  and  labor  in  transport- 
ing its  men  to  and  from  work,  and  these 
cars  have  become  so  valuable  in  general  use 
that  to  go  back  to  the  old  time  hand  car  now 
would  be,  in  comparison,  like  driving  Old 
Dobbin  to  a  rattle-trap  surrey  instead  of 
speeding  in  a  Ford  model.  However,  the  in- 
crease in  service  obtained  from  the  motor 


38 


ILLINOIS  CENTRAL  MAGAZINE 


car  brought  with  it  a  corresponding  increase 
in  personal  injuries,  it  being  an  admitted  fact 
that  gasoline  propelled  cars  at  best  are  ex- 
tremely dangerous.  The  most  common  acci- 
dent results  from  a  sudden  slow-down  from 
high  speed,  causing  the  men  to  lose  their  bal- 
ance and  fall  in  front,  where  they  are  almost 
sure  to  be  run  over  before  a  complete  stop 
can  be  made.  But  this  common  accident  has 
now  been  practically  eliminated  by  the  adop- 
tion of  standard  safety  guard  rails  as  shown 
in  the  accompanying  picture  which  has  been 
supplied  by  S.  B.  Cowan,  motor  car  repair 
man  of  Grenada,  Miss.  Mr.  Cowan  is  enthu- 
siastic over  the  appliance  and  is  busily  en- 
gaged in  equipping  all  old  cars  with  the  gua>- 
rails,  and  applying  same  to  the  new  cars  as 
they  are  turned  out. 

There  are  88  gasoline  motor  cars  now  in 
use  on  the  Mississippi  division,  all  of  which 
will  carry  the  new  safety  rail  within  a  rea- 
sonable time. 


CLAIMS    DEPARTMENT    HONOR 
JUDGE  TAIT 

James  T.  Tait,  who  recently  was  elected 
justice  of  the  peace  at  Dubuque,  has  been  pre- 
sented with  a  mahogany  office  chair,  a  desk 
outfit  and  a  pipe  by  employees  of  the  Illinois 
Central  as  evidence  of  their  esteem  for  the 
judge,  who  served  more  than  twenty-six  years 
as  claim  agent  before  his  retirement.  The 
presentation  was  made  by  Superintendent  L.  E. 
McCabe  of  Dubuque. 

In  a  letter  to  Superintendent  McCabe,  ex- 
pressing his  appreciation  of  the  gift,  Judge 
Tait  writes: 

"Candidly,  as  times  go  on,  I  enjoy  a  good 
seat  more  than  I  once  did,  likewise  I  enjoy 
a  good  smoke  from  a  good  pipe.  Seated  as 
I  hope  to  be  in  your  more  than  comfortable 
chair,  watching  the  curling  smoke  from  the 
French  briar  pipe  floating  away  in  the  dis- 


tance, you,  nor  I,  or  no  one  can  tell  how 
many  pleasant  memories  of  my  long  term 
of  service  with  the  old  Illinois  Central  and 
incidents  connected  therewith  will  float  away 
with  the  smoke.  My  closest  friend  or  com- 
panion will  never  know  or  have  an  idea  of 
what  these  thoughts  may  be.  They  are  in 
a  measure  sacred  to  myself.  The  ink  wells 
however,  will  have  a  different  mission.  From 
these  wells,  pleasure  will  go  to  some  and 
woes  to  others.  To  illustrate :  the  first  duty 
it  ever  did  was  to  send  a  poor  devil  to  the 
county  jail  for  ten  days." 


S.  B.  COWAN 

Motor  Car  Repair  Man  at  Grenada,  Miss., 
showing  a  motor  car  equipped  with  the  safe- 
ty guard  rails  which  are  being  used  on  the 
Mississippi  Division. 


Train  Dances  Are  Featured  on  Steamer  at  New  Orleans 


The  following  news  story  from  the  New 
Orleans  Item  of  January  18  tells  of  a  dance 
special  number  named  for  the  Panama  Lim- 
ited, featured  in  the  parties  aboard  the  new 
steamer,  Capitol,  at  New  Orleans. 

"Those  attending  the  nightly  dancing 
parties  on  the  new  steamer  Capitol,  are  en- 
joying the  many  new  stunts  and  novelties 
being  introduced  in  connection  with  the  reg- 
ular dancing  program. 

"The  'Train  Special'  known  as  the  'Pan- 
ama Limited'  is  a  unique  specialty  presented 
by  Marable's  orchestra.  The  conductor 
snouts  'all  aboard,'  the  train  bell  rings,  the 
whistle  blows,  and  the  drummer  starts  the 
train.  Soon  the  dancers  are  speeding  along 
at  a  great  rate  of  speed;  then  the  train  slows 
down  and  finally  stops,  and  the  dancers 
'alight.'  It  is  the  first  time  this  feature  has 
ever  been  introduced  into  a  dancing  number. 


There  are  numerous  other  specialties  that 
the  orchestra  introduces  during  th5  even- 
ing's program. 

"The  Capitol's  orchestra  includes  two  sax- 
ophones, a  miniature  sliding  cornet  and  a 
banjo  which  are  featured  in  many  of  the  pop- 
ular numbers. 

"At  the  request  of  many  of  its  patrons, 
the  management  has  inaugurated  a  new  pol- 
icy for  the  winter  months  whereby  the 
steamer  remains  at  the  Canal  street  wharf 
each  night  instead  of  the  usual  trip  up  the 
river.  The  complete  dancing  program  is 
carried  out  at  the  wharf,  starting  at  8 
o'clock  as  usual. 

"Monday  and  Tuesday  nights  of  each 
week  are  booked  under  the  auspices  of 
local  organizations.  Every  organization 
night  has  been  booked  well  into  Lent." 


It  is  not  trie  Science  or  curing  Disease  so  much  as  trie  prevention  of  it 

tfiat  produces  tne  greatest  good  to  Humanity.  One  of  trie  most  important 

duties  of  a  Health  Department  should  be  tne  educational  service 

A     A     A     A  teaching  people  now  lo  Uve   *     *     *     A 

Vaccination  and  Revaccination 


Just  as  vaccination  against  Small-pox  is 
necessary  and  vital,  so  when  its  protective 
influence  has  become  exhausted,  revaccina- 
tion  becomes  necessary.  The  question  of 
how  long  the  protective  influence  of  vacci- 
nation continues  has)  been  arbitrarily  placed 
at  seven  years.  This  is  based  upon  the  be- 
lief that  there  is  a  complete  bodily  change 
in  that  time.  However,  it  is  now  believed 
to  be  safer,  owing  to  the  varying  influences 
which  the  body  resistance  is  subjected,  that 
five  years  is  a  long  enough  period.  Indeed, 
when  one  is  actually  exposed  to  Small-pox 
an  even  shorter  period  than  five  years,  and 
most  physicians  and  nurses  adopt  the  plan 
of  having  a  revaccination  whenever  coming 
in  contact  with  the  case  of  Small-pox. 

Opposition  to  vaccination  has  in  the  past 
as  well  as  present  times,  caused  much  need- 
less suffering  and  even  loss  of  life.  Anti- 
vaccination  societies  still  exist  and  doubt- 
less will  continue  to  do  so,  despite  statistical 
proof  of  the  protective  value  of  successful 
vaccination. 

The  reader  is  referred  to  the  Illinois  Cen- 
tral Magazine  for  February  for  facts  on 
what  vaccine  is  and  how  it  is  prepared  today, 
as  well  as  some  other  interesting1  facts  con- 
cerning vaccination.  The  city  of  Chicago 
is  just  recovering  from  a  serious  epidemic 
of  Small-pox.  In  order  to  afford  proper 
protection  it  has  been  necessary  for  the 
Chicago  Board  of  Health  to  issue  strict  in- 
structions with  reference  to  the  revaccina- 
tion of  all  persons  who  are  not  immune 
against  this  dread  disease.  General  revac- 
cination has,  therefore,  been  carried  out 
among  the  Illinois  Central  employes  in  Chi- 
cago territory  and  this  work  has  almost 
been  completed.  The  protection  of  the 
group  of  employes  is  of  wonderful  benefit 
not  only  to  the  individual  employe,  but  also 
to  the  Company  as  a  whole  and  the  interest 
shown  in  the  progress  of  this  work  on  the 
part  of  the  individual  employe  has  been 
most  gratifying.  In  fact,  it  is  largely  on 
account  of  this  interest  manifested  and  be- 
cause of  the  necessity  for  this  revaccination 
that  has  prompted  the  publication  of  further 
information  along  these  lines,  and  this  ar- 
ticle is  to  be  regarded  as  an  amplification  of 
that  former  article  appearing  in  last  month's 


issue. 

It  is  a  remarkable  commentary  on  present 
day  civilization  that  some  opposition  to 
vaccination  has  always  been  encountered — • 
this  despite  the  fact  that  vaccination  for  the 
prevention  of  disease  is  now  being  practiced 
successfully,  not  alone  for  Small-pox,  but 
also  for  many  other  diseases.  The  greatest 
benefit  conferred  by  Medical  Science  to  hu- 
manity is  the  protection  of  the  individual 
against  disease.  Vaccination  is  proving  to 
be  the  fundamental  basis  upon  which  this 
protection  seems  to  depend.  Many  dis- 
eases which  have  heretofore  been  the  scourge 
of  the  world  are  now  amenable  to  control 
and  prevention  through  vaccines. 

The  great  benefit  of  vaccination  or  re- 
vaccination  is  that  this  protection  can  be 
produced  with  practically  no  danger.  Im- 
proved methods  have  brought  it  about  that 
this  vaccination  can  be  performed  with  ster- 
ile, harmless  materials  obtained  from"  young 
calves,  who  have  previously  been  inocula- 
ted with  cow-pox.  There  is  less  liability  of 
danger  in  this  method  over  the  old-fashioned 
plan  of  vaccination  from  one  human  to  an- 
other. The  effect  of  vaccination  is  to  pro- 
duce an  increased  resistance  against  the 
disease  and  there  is  usually  but  compara- 
tively slight  disturbance  produced  in  the 
human  system,  even  when  vaccination  is 
performed  for  the  first  time.  With  revac- 
cination the  reactionJs  very  much  less. 

The  protection  afforded  is  complete  for 
a  varying  length  of  time  extending  over  a 
period;  of  from  several  years,  in  many  cases 
to  a  lifetime.  The  only  way  in  which  to 
test  the  resistive  powers,  is  to  submit  to  a 
revaccination.  If  the  revaccination  is  not 
successful  that  person  may  be  considered  as 
immune  from  the  disease.  If  the  revaccina- 
tion is  successful,  the  reaction  will  be  com- 
paratively slight,  and  then  the  individual  is 
free  from  all  susceptibility.  Consequently, 
it  may  be  safely  said  with  reference  to  re- 
vaccination  that  if  the  person  is  not  immune, 
then  the  revaccination  is^  indicated  and 
there  will  be  a  slight  reaction.  On  the  other 
hand  if  the  individual  is  not  susceptible 
to  the  disease,  if  exposed,  then  the  revac- 
cination will  not  pro'duce  any  reaction. 
Therefore,  the  safe  procedure  is  to  submit 


40 


ILLINOIS  CENTRAL  MAGAZINE 


to  revaccination  and  thereby  have  conferred 
an  absolute  protection. 

Excellent  laws  for  vaccination  have  been 
passed  in  certain  foreign  countries,  in  some 
countries  being  required  in  babyhood  and 
again  in  the  later  years  of  childhood.  In 
these  countries  it  is  noted  that  Small-pox 
has  been  stamped  out,  practically  none  of 
the  disease  having  occurred  for  the  past  fifty 
years.  Vaccination  and  revaccination  will 
absolutely  wipe  out  this  pestilential  scourge 
of  humanity,  and  it  is  to  be  hoped  that 
Federal  Laws  will  eventually  bring  about 
this  desired  result  in  the  United  States. 
The  State  of  Kentucky  has  most  excellent 
laws  with  reference  to  compelling  vacci- 
nation and  revaccination,  and  it  is  the  opin- 
ion of  the  writer  that  within1  a  comparatively 
few  years  this  disease  will  be  reduced  to  a 
minimum  in  that  State. 

If  all  persons  were  vaccinated  against 
Small-pox,  the  disease  would  practically  be- 
come a  disease  of  the  past,  only  a  memory. 
As  it  is  today,  it  is  the  person  that  refuses 
vaccination  or  objects  to  vaccination  that 
causes  the  disease  to  be  propagated  and  ex- 
tended. Even  with  the  anti-vaccinationists 
opposing  their  own  interest,  the  decided 
benefit  of  vaccination  has  been  proven. 
Small-pox  by  reason  of  the  vaccination 
submitted  to  by  the  majority  of  the  people 
has  become  a  very  much  milder  disease  and 
is  rarely  fatal.  At  the  present  time  the 
disease  is  rarely  sufficiently  malignant  so 
that  pitting  of  the  face  results.  There  was 
a  time  when  this  disease  was  so  prevalent 
and  so  serious  in  Great  Britain  that  the 
majority  of  persons  that  one  met  on  the 
street  had  their  faces  pitted  with  this  disease. 

It  may  be  a  comforting  thought  to  some 
persons  who  feel  an  apprehension  towards 
vaccination  and  serum  treatment  for  them 
to  know  that  all  vaccines  are  now  inspected 
by  the  United  States  Government  Health 
Service.  This  inspection  is  careful  and  thor- 
ough and  is  planned  for  the  purpose  of 
preventing  any  improperly  made  or  impure 


vaccines  made  being  put  on  the  market. 
Statistics  of  vaccinations  performed  under 
any  and  all  circumstances  show  but  one 
fatality  in  65,000  vaccinations  performed.  In 
the  Phillipine  Islands  three  and  one-half 
millions  of  people  were  vaccinated  through 
the  agency  of  the  United  States  Govern- 
ment and  without  a  single  fatality. 

The  reason  that  we  do  hear  of  a  bad  re- 
sult occasionally  is  the  fact  that  every  per- 
son who  has  the  least  trouble  with  a  vacci- 
nation promptly  makes  that  the  principle 
subject  of  conversation,  and  the  information 
is  widely  disseminated  through  their  telling, 
"What  an  awful  arm"  they  have.  On  the 
other  hand  the  hundreds  of  persons  who 
have  a  normal  perfect  vaccination  go  on 
their  way  smiling  and  say  nothing. 

Sir  William  Osier,  deceased  recently  and 
at  one  time  the  leading  medical  authority 
on  Internal  Medicine  in  America,  once 
issued  a  challenge  which,  in  part,  was  as 
follows: — • 

"I  would  like  to  issue  a  Mount  Carmel- 
like  challenge  to  any  unvaccinated  'priests 
of  Baal.'  I  will  go  into  the  next  severe 
epidemic  (of  Small-pox)  with  ten  selected 
vaccinated  persons  and  ten  selected  unvac- 
cinated persons,  and  I  will  make  this  prom- 
ise, that  I  will  neither  laugh  nor  sneer 
when  the  unvaccinated  take  the  disease,  but 
will  look  after  them  like  a  brother  and  for 
the  four  or  five  that  are  certain  to  die,  I 
will  try  to  arrange  the  funerals  with  all  the 
pomp  and  ceremony  of  an  anti-vaccination 
demonstration." 

Needless  to  say  this  challenge  of  Dr. 
Osier's  was  never  accepted  and  it  is  most 
gratifying  to  see  the  growing  confidence 
which  is  shown  by  the  public  in  general  in 
the  advice  given  them  by  leaders  of  the 
Medical  Profession.  The  old  saying  that, 
"Truth  will  prevail,"  is  a  safe  axiom  and  in 
the  mind  of  the  writer  it  is  simply  a  question 
of  years  when  Small-pox  will,  through  vac- 
cination, be  eradicated  from  the  world. 


THE  SUCCESSFUL  TRANSPORTATION  OF  FRUITS  AND  HOW  IT  CAN  BE 

PROMOTED.  BY  THE  AMERICAN  POMOLOGICAL  SOCIETY 
By  Eugene  F.  McPike,  Manager  Perishable  Freight  Service,  Illinois  Central  Railroad, 

Chicago. 


(Presented  before  the  Annual  Convention 
of  the  American  Pomological  Society  at  Co- 
lumbus, Ohro,  December  2,  1920.) 

Agriculture  and  transportation  are  of  ne- 
cessity interdependent.  Their  interests  are 
so  closely  interwoven  that,  as  has  often  been 
pointed  out,  the  prosperity  of  each  is  at- 
tendant upon  the  success  of  both.  In  a  large 
measure,  therefore,  they  must  proceed  hand 
in  hand  in  mutual  confidence  and  work  for 
the  common  good.  The  great  importance 
of  the  agricultural  development  of  a  coun- 
try like  the  United  States  is  universally  ad- 
mitted. Recognizing  always  the  supremacy 
of  agriculture  as  the  largest  and  foremost 
industry  of  the  United  States,  the  business 
of  transportation  is  proud  to  claim  for  itself 
the  second  place. 

The  opening  up  of  new  districts  for  pro- 


duction is  pioneer  work  of  the  most  lasting 
benefit  and  forms  a  unique  monument  which 
soon  outgrows  its  original  proportions.  In 
all  these  projects  the  railroads  have  natur- 
ally and  willingly  performed  their  full  part 
in  spite  of  the  tremendous  difficulties  in 
their  way  and  the  long  years  of  patient 
working  and  waiting  for  the  practical  re- 
sults of  their  enterprise. 

Nature's  law  of  compensation  is  never  at 
rest,  for  it  must  operate  continually,  not  to 
maintain  but  ever  to  regain  the  balance.  No 
sooner  are  new  producing  districts  brought 
into  existence  and  large  crops  developed 
than  the  problem  is  complicated  by  the  ad- 
vent of  pests  or  other  adverse  conditions, 
and  so  the  endless  struggle  between  con- 
struction and  destruction  continues.  With- 
out the  assistance  and  devoted  work  oi 


ILLINOIS  CENTRAL  MAGAZINE 


41 


trained  horticulturists,  pomologists,  pathol- 
ogists  and  others  expert  in  matters  agricul- 
tural, the  battle  ofttimes  would  be  irre- 
trievably lost  by  those  engaged  in  trying  to 
increase  the  nation's  supply  of  fruits  and 
vegetables: 

The  present  paper,  by  request,  aims  to 
point  out  some  of  the  ways  and  means  by 
which  the  members  of  the  American  Porno- 
logical  Society  can  help  promote  the  fruit 
industry  of  the  United  States  as  a  growing 
and  valuable  national  asset.  There  is  so 
much  good  and  needed  work  in  this  direc- 
tion which  not  only  can  be  done  but  is  al- 
ready being  done  by  the  members  of  the 
American  Pomological  Society  that  it  would 
have  been  much  easier  to  have  prepared  a 
paper  relating  to  the  ways  and  means  in 
which  the  society  and  its"  members  could 
not  assist  in  the  solution  of  the  large  prob- 
lem involved.  Furthermore,  a  representa- 
tive of  the  transportation  interests  feels  as 
if  he  is  carrying  "Coals  to  Newcastle"  when 
called  upon  to  offer  any  suggestions  to 
pomologists  or  to  horticulturists  as  to  how 
they  can  best  promote  the  successful  trans- 
portation of  fruits. 

We  will  all  agree  that  we  must  be  right 
before  we  can  go  ahead.  Therein  lies  the 
secret  of  the  successful  transportation  of 
products  like  fruit  and  vegetables,  which 
owing  to  their  inherent  nature  are  very  sus- 
ceptible to  damage  by  deterioration  or  de- 
cay. The  use  of  modern  and  efficient  meth- 
ods of  production  and  handling  by  growers 
and  shippers  has  been  almost  exhaustively 
studied  by  representatives  of  the  U.  S.  De- 
partment of  Agriculture,  various  State  Agri- 
cultural Experiment  Stations  and  other 
agencies,  public  and  private,  including  indi- 
vidual agricultural  experts  who  have  de- 
voted their  lives  to  that  problem.  All  these 
are  trying,  with  a  large  measure  of  success, 
to  carry  the  message  to  Garcia  and  even  to 
make  him  read  it  and  take  heed. 

Fruits  and  vegetables  cannot  be  trans- 
ported in  good  condition  unless  they  are  in 
good  condition  in  the  first  place.  That  is  a 
necessary  prerequisite.  To  insure  the  pro- 
duction of  fruits  and  vegetables  in  the  best 
carrying  condition  and  the  tender  of  them 
in  that  condition  to  the  railroads  for  haul- 
age is  a  problem  involving  many  contribut- 
ing factors  in  all  which  the  pomologist  and 
horticulturist  must  continue  to  lend  an  ac- 
tive hand.  We  may  indeed  very  properly 
go  so  far  back  as  the  selection  of  the  land 
or  soil  for  particular  crops  so  as  to  insure 
the  best  initial  conditions  for  production. 
The  selection  of  varieties  best  adapted  to 
the  local  conditions,  the  treatment  of  the 
soil,  cultivating,  fertilizing,  spraying,  and  all 
the  many  items  which  severally  contribute 
their  share  to  the  ultimate  success,  demand 
and  must  receive  close  and  constant  atten- 
tion at  the  hands  of  those  qualified  by 
training  to  give  it. 

But  the  work  of  growing  and  producing 
even  if  attended  to  in  the  most  perfect  man- 
ner does  not  end  the  story,  for  the  results 
sought  may  still  be  defeated  if  the  utmost 


care  is  not  used  in  picking  or  harvesting  in 
such  manner  as  to  prevent  or  minimize  bruis- 
ing. Come  in  also  the  many  problems  of 
sorting,  grading,  handling  and  packing  with 
due  regard  to  the  peculiar  character  of  the 
products  involved.  These  many  important 
items  must  be  properly  handled  before  the 
products-  are  put  into  shape  to  permit  of 
safe  transportation.  One  factor  of  extreme 
importance  is  the  use  of  strong  and  suit- 
able crates  or  other  containers  which  are 
constructed  to  allow  the  necessary  circula- 
tion of  air  around  the  contents  and  are  of 
such  materials  or  design  as  will  prevent 
any  breakage  resulting  from  the  weight  of 
other  packages  on  the  top.  Then  the  ship- 
per, who  may  perhaps  also  be  the  grower, 
is  responsible  for  the  careful  and  safe  load- 
ing, stowing,  stripping  and  bracing  of  such 
products  in  carload  quantities.  It  would  ob- 
viously be  impossible  within  the  limits  of 
these  few  informal  remarks  to  attempt  any 
description  of  the  best  and  most  efficient 
methods  of  loading,  stowing,  stripping  or 
bracing  different  commodities.  It  is  also 
essential  that  the  shipper  give  clear,  definite 
and  legible  shipping  directions,  which  must 
be  in  accordance  with  the  provisions  of  the 
carriers'  tariffs  applicable. 

There  are  many  different  ways  in  which 
the  interested  shippers  can  be  of  great  prac- 
tical helpfulness  in  the  promotion  of  success- 
ful transportation.  The  entire  burden  can- 
not properly  rest,  and  must  not  be  placed, 
upon  the  railroads,  for  this  would  be  both 
unreasonable  and  unjust.  The  progressive 
growers  and  shippers  are  very  mindful  of 
the  responsibilities  resting  upon  them  and 
have  found  by  experience  that  the  best  re- 
sults to  them  will  come  from  their  best  per- 
formance of  all  that  which  they  of  neces- 
sity must  do. 

The  question  may  be  asked:  "What  have 
the  pomologists  to  do  with  many  of  the 
factors  just  mentioned?"  They  have  much 
to  do  with  many  of  those  factors  and  with 
regard  to  the  others  they  are  often  able  to 
impress  upon  the  grower  or  shipper  the 
absolute  necessity  of  leaving  nothing  un- 
done which  will  give  the  best  promise  of 
tendering  products  in  good  carrying  condi- 
tion for  transportation.  The  real  problem 
at  issue  is  not  merely  the  growing  of  good 
crops,  but  of  conserving  and  making  those 
crops  most  nearly  available  for  the  ultimate 
consumer.  Therefore  all  concerned  must  co- 
operate closely  to  insure  the  results  sought. 
The  situation  in  general  contains  many 
signs  of  hope  and  encouragement,  in  view 
of  the  already  large  proportions  to  which 
the  fruit  and  vegetable  business  in  the 
United  States  has  attained.  The  records  of 
the  U.  S.  Department  of  Agriculture  al- 
though incomplete  show  more  than  584,000 
carloads  of  fruits  and  vegetables  were  trans- 
ported by  railroads  during  the  calendar  year 
1919.  The  actual  figure  was  no  doubt  very 
much  larger  than  that.  Enormous  as  this 
business  is  now,  it  is  easy  to  foresee  that 
with  the  further  growth  of  the  country  and 
population,  the  handling  of  fruits  and  vege- 
tables must  materially  increase  from  year 


42 


ILLINOIS  CENTRAL  MAGAZINE 


to  year.  It  has  been  and  still  is  extremely 
difficult  for  the  transportation  companies  to 
keep  all  their  facilities  fully  abreast  with 
the  rapid  development  of  the  country.  The 
railways  have  a  large  supply  of  refrigerator 
cars  of  which  the  number  is  being  still 
further  augmented,  but  they  cannot  be  ex- 
pected to  own  or  operate  enough  of  such 
expensive  special  equipment  to  take  care  of 
the  maximum  movement  from  particular  dis- 
tricts or  during  limited  periods  of  the  year. 
The  use  of  box  cars,  under  certain  condi- 
tions, to  help  out,  is  often  necessary  in  order 
to  move  the  crops.  The  prompt  unloading 
and  release  of  all  cars  at  destination  may 
seem  to  be  an  item  of  no  direct  interest  to 
pomologists  as  such,  but  nevertheless  it  has 
a  direct  bearing  upon  the  availability  of  cars 
in  loading  territories.  Therefore  the  practi- 


cal pomologist  or  horticulturist,  interested 
in  the  ultimate  results,  will  find  or  make  op- 
portunities here  and  there  for  saying  a  good 
word  in  favor  of  all  reasonable  means  of 
economy  and  conservation,  not  only  of  the 
products  themselves  but  of  the  transporta- 
tion equipment  and  facilities,  in  order  that 
the  greatest  good  may  accrue  to  the  great- 
est number. 

The  railways  on  their  part  are  continuing 
most  actively  to  study  the  problems  con- 
fronting them  and  are  using  all  the  means 
at  their  command  to  promote  safe  and  suc- 
cessful transportation. 

With  every  shoulder  to  the  wheel,  pushing 
vigorously,  continued  progress  is  inevitable. 
We  must  all  keep  wide  awake  and  fight,  ever 
forward,  toward  the  goal,  our  own  greatest 
good,  the  greatest  good  for  all. 


Traffic  Department 

Loyalty — Co  -  Operation 

By  W.   E.   Burke,   D.   F.    &   P.   A.,   Sioux  City,   Iowa 


The  fellow  who  does  not  believe  in  co- 
operation should  look  at  the  action  of  a 
wagon  when  one  wheel  comes  off. 

After  the  many  splendid  articles  appearing 
iu  The  Illinois  Central  Magazine  on  this 
subject,  bringing  it  again  to  the  fore  seems 
like  mere  repetition,  and  I  do  so  with  a 
full  realization  that  it  were  somewhat  like 
painting  the  lily,  or  gilding  refined  gold,  so 
marked  and  noticeable  is  the  loyalty  of  Illi- 
nois Central  employes;  but,  as  excuse  for 
doing  so  I  lean  on  that  adage,  "The  World 
needs  not  so  much  to  be  informed  as  re- 
minded." 

To  my  mind  the  words  Loyalty  and  Co- 
operation are  synonymous;  if  one  is  true 
to  his  or  her  trust,  there  is  no  doubt  of  one's 
co-operation,  and  if  one  cheerfully  works 
in  harmony  with  superiors  and  fellow-em- 
ployes, his  or  her  loyalty  is  unquestionable. 
Similarly,  and  I  feel  sure  I  am  not  alone 
in  this,  to  me  the  Illinois  Central  is  not  its 
cars  and  locomotives,  its  tracks  and  freight 
and  passenger  stations,  and  all  those  other 
mute  evidences  of  material  things  used  dur- 
ing the  twenty-four  hours  of  the  railroad 
workday, — even  though  in  them  one  may 
truly  find  one's  inspiration;  with  only  these 
to  look  up  to  and  work  with,  I  fear  zeal 
and  interest  would  soon  flag  and  fealty  be 
altogether  forgotten,  because  of  lack  of 
sustained  inspiration  that  must  ever  be,  with 
Hope,  the  propelling  power  of  all  our  ef- 
forts. Hence  one  looks,  then,  not  to  the 
tools,  machinery  and  offices  but  to  those 
who  provide  them, — your  immediate  supe- 
rior, by  all  means,  and  then  on  and  up  to  the 
department  head,  and  still  onward  and  up- 
ward to  the  very  fountain  head  of  our  six- 
thousand  miles  of  railroad. 

Think  of  him  often,  and  of  his  corps  of 
faithful  assistants  in  the  persons  of  our  vice- 
presidents,  general  manager,  general  su- 
perintendents in  all  branches  and  all  other 
operating  officers,  and  of  our  traffic  manager 
and  his  assistants,  and  of  all  those  in  the  me- 
chanical and  maintenance  departments.  He 
and  they,  as  well  as  you  and  I,  have  their 
burdens  to  carry  in  the  heat  of  the  day,  and 
of  a  severity  from  which  we  might  well  pray 
to  be  delivered.  The  best  way  of  which  I 
know  to  yield  them  100%  is  to  see  that  we 
accord  it  to  each  other.  Helping  the  other 
fellow  is  truly  a  wonderful  game,  because  to 
play  it  one  has  to  be  on  the  square;  and  this 
is  true  co-operation  which,  by  the  way,  is 


defined  as  "working  together  for  a  com- 
mon object,"  and  I  know  that  with  all  of  us 
that  common  end  is  the  huge  success  of  the 
Illinois  Central  Railroad. 

I  am  certain  the  Lord's  prayer  is  well 
known  to  all  of  us,  but  do  we  ever  pause 
to  think  what  it  means?  It  is  a  social  peti- 
tion, an  united  appeal;  you  won't  find  a 
single  "I"  or  "my"  in  it.  When  we  pray 
"Our  Father,"  and  ponder  those  words,  it 
implies  our  membership  in  a  great  brother- 
hood and  that  we  "are  subject  one  to  an- 
other." This  involves  discipline,  something 
to  which  everyone  is  amenable,  beginning 
with  the  first  breath  of  life  and  ending  with 
the  yielding  of  our  soul  to  its  Maker, — 
even  death  itself  is  a  part  of  it.  In  every- 
thing that  we  do  there  is  a  measure  of  dis- 
cipline, in  our  successes  as  well  as  our 
failures,  in  our  joys  as  well  as  our  sorrows. 
It  is  in  labor  that  we  learn  to  pull  in  the 
harness  with  others;  it  is  there  that  we 
learn  team-work  and  a  host  of  virtues  follows 
the  learning  of  that  lesson.  But  there  is  no 
delight  in  unwilling  obedience;  therefore, 
the  helping  hand  should  be  extended  cheer- 
fully and  ungrudgingly.  With  all  there  is 
to  be  done  in  a  day  this  is  not  always  easy, 
as  the  temptation  comes  to  put  aside  some 
particular  little  job  in  favor  of  something 
easier;  or,  perhaps,  because  it  is  similar  to 
many  other  jobs,  that  there  is  no  special 
rush  about  it;  that  little  devil  Procrastina- 
tion right  there  is  trying  to  get  in  his  work, 
but  don't  listen  to  him  as  he  is  dead  wrong 
in  suggesting  to  you  that  "this  fellow  is  al- 
ways wanting  something;"  it  isn't  "this  fel- 
low" who  wants  it;  one  of  our  officers,  or  a 
shipper,  consignee  or  prospective  passenger 
has  requested  him  to  get  it  and  he  is  de- 
pending upon  you  for  help  in  filling  the 
order.  You  know,  if  the  president  alone 
could  perform  every  job  that  has  to  be  done 
on  this  railroad  every  twenty-four  hours,  he 
wouldn't  need  a  single  one  of  us,  therefore, 
it  behooves  us  all  to  continue  being  con- 

•  stantly  alert,  cheerful  and  courteous,  to  the 
end  that  each  and  every  unit  comprising 
this  big  system  will  function  perfectly,  thus 
insuring  the  required  co-ordination  of  the 
machine  as  a  whole.  This  done,  we  can 
withstand  all  attacks,  especially  from  out- 
side, for  ORGANIZATION  is  a  wonderful 
thing,  as  I  am  reminded  .by  a  story  I  read 
once  and  have  never  forgotten;  those  of  you 
who  have  heard  it  will,  I  trust,  pardon  my 

43 


44 


ILLINOIS  CENTRAL  MAGAZINE 


telling  it  for  the  enjoyment  (and  benefit) 
of  those  who  have  not.  It  happened  down  in 
Nashville,  Tenn.,  a  citizen  of  that  place, 
with  his  family,  had  tired  of  living  in  the 
suburbs  and  having  found  the  desired  home 
in  town  were  moving  to  it;  the  last  load  was 
on  the  van  and  the  owner  decided  to  ride 
with  it,  as  the  driver,  a  rather  competent 
darkey,  assured  him  he  wouldn't  be  crowded. 
After  they  had  started  he  soon  found 
"Mose"  quite  adept  with  the  whip,  on  which 
he  had  an  extra  long  lash;  every  little  while 
he  would  "make  a  pass"  with  it  at  some- 
thing in  the  air  or  alongside  the  road;  one 
time  he  picked  off  with  unerring  aim  and 
force,  a  sparrow  perched  on  top  of  a  fence; 
next  a  butterfly  hovering  in  the  air  tempted 
Mose  and  his  whip  and  the  former  little 
caterpillar  was  no  more;  just  to  show  how 
real  good  he  was,  he  spied  a  snake  sunning 
himself  along  the  road;  zing!  down  went 
that  long  lash  and  Mr.  Snake  just  stayed 
curled  up  and  checked  out  at  once  for  Snake 
heaven.  His  marksmanship  caused  the  man 
alongside  of  him  to  comment  on  it,  which 
greatly  pleased  Mose  and  to  such  a  point 


that  he  began  boasting  somewhat  of  his 
prowess.  They  were  rounding  a  bend  in  the 
road  and  just  ahead  of  them  the  owner  of 
the  goods  spied  a  big  hornets'  nest  in  a 
tree;  he  considered  it  a  fine  target  for  the 
driver's  blacksnake,  and  expecting  that  he 
would  surely  bring  it  dow^  badly  broken 
with  the  first  pass  was  kee^'  disappointed 
to  notice  the  darkey  driving  on  and,  ap- 
parently, paying  no  attention  to  that  nest; 
he  suggested  to  Mose  that  was  as  good  a 
target  as  he  had  had  that  day  and  asked 
him  if  he  weren't  going  to  wind  up  the  after- 
noon's shooting  with  something  just  a  little 
difficult  and,  maybe,  exciting;  Mose 
looked  at  him  very  solemnly  and  said,  "Not 
ME  boss,  not  on  yoh  life,  deys  ORGAN- 
IZED!" 

The  moral  of  that  story  is  too  obvious  to 
require  pointing  out,  but  I  do  believe  it  is 
well  worth  while  remembering,  for  if  our 
loyalty  is  of  the  same  brand  as  the  hornets' 
it  will  be  a  source  of  strength  to  us  when 
an  otherwise  considerate  public  becomes 
restive,  as  it  does  sometimes. 


Carmichael  Heads  Local  Committee 

Succeeds  Capt.  C.  A.  DeSaussure  of  Railroad  Association 


At  the  regular  meeting  yesterday  of  the 
local  passenger  committee,  composed  of 
ranking  railroad  passenger  officials  of  lines 
entering  Memphis,  R.  J.  Carmichael,  assist- 
ant general  passenger  agent  of  the  Illinois 
Central  and  the  Yazoo  &  Mississippi  Valley 
railroads  at  Memphis  was  elected  chairman, 
effective  March  1. 

Mr.  Carmichael  succeeds  Capt.  C.  A.  De- 
Saussure, division  passenger  agent  of  the 
Southern  Railway,  who  was  elected  March 
1,  1920. 

Mr.  Carmichael  is  considered  one  of  the 
best  passenger  men  in  the  south.  Members 
of  the  committee  said  after  his  election  that, 
with  his  courage,  tenacity  and  intelligence, 
they  expect  him  to  prove  an  important  ex- 
ecutive head  of  the  committee,  and  under 
his  leadership  members  believe  the  commit- 
tee will  be  in  a  position  to  render  valuable 
service  to  the  public. 

While  Mr.  Carmichael  has  been  in  Mem- 
phis about  a  year,  he  has  placed  himself 
in  constant  touch  with  the  city's  affairs 
from  a  transportation  point  of  view. 

"I  am  glad  to  be  a  Memphian,"  he  said. 
"Of  course,  I  am  well  acquainted  with  the 
city,  having  been  connected  with  the  pas- 
senger department  of  the  Illinois  Central  for 
a  number  of  years." 

Soon  after  Mr.  Carmichael  was  located 
at  Memphis  for  the  Illinois  Central  he  be- 


ll. J.  CARMICHAEL 


ILLINOIS  CENTRAL  MAGAZINE 


45 


gan  getting  himself  together  for  the  future. 
He  started  a  campaign  of  education  with  the 
men  in  his  department  in  order  that  they 
might  cultivate  the  public's  wishes  and  carry 
out  their  desires  as  near  as  possible.  He 
has  impressed  upon  them  that  it  is  the 
little  things  that  count  in  the  everyday  life, 
and  his  slogan  is  please  the  public." 

Through  Mr.  Carmichael's  work  travelers 
have  begun  to  stop  off  a  day  while  passing 
through  Memphis.  He  has  had  issued  rail- 
road folders  advertising  the  beauty  spots  of 
Memphis.  Thousands  of  them  have  been 
distributed  through  his  office  and  they  have 
had  a  fine  effect.  As  a  passenger  expressed 


it  recently:  "I  had  heard  of  Memphis  for 
several  years,  but  was  not  interested  enough 
to  stop  off  and  take  a,  look  at  the  city  until 
I  read  the  advertising  matter  distributed  by 
the  passenger  department  of  the  Illinois  Cen- 
tral." 

Capt.  DeSaussure,  say  members  of  the 
passenger  committee,  has  made  a  splendid 
chairman.  He  has  been  constantly  in  touch 
with  the  affairs  of  the  organization  and  re- 
signs because  of  heavy  work  in  connection 
with  his  department  of  the  Southern  Rail- 
way.— Memphis,  Tenn.,  Commercial  Appeal. 


Tktsmess  District 


^    // 

Owe  us  bo  to 


46 


ILLINOIS  CENTRAL  MAGAZINE 


KOLL  OP  HONOR 


Name 
Aaron  Boul 
William  Fischer 
William   M.  McKinzie 
James  F.  McNamara 
J.  Frank  Gladsoo 
Walter  M.  Palmer 


Occupation 

Fireman,  Kentucky  Division 
Section  Foreman,  Seward,  111. 
Pumper,  Bois,  111. 
Road  Master,  Dubuque,  la. 
Car  Inspector,  DuQuoin,  111. 
Engineman,  Wisconsin  Division 

OBITUARY 


Yrs.  of 

Date  of 

Service 

Retirement. 

33 

9/30/20 

33 

12/31/20 

23 

12/31/20 

31 

11/30/20 

28 

2/28/21 

48 

12/31/20 

The  following  deaths  of  Pensioners  were  reported  at  meeting  of  the  Board  of  Pensions, 
held  February  28,  1921. 


Charles    S.   Thompson 
Daniel  Flynn 
George  Ives 
Henry  J.  Laenhardt 


Last  Employment 

Commercial  Agent,  Traffic  Dept. 
Section  Foreman,  Chicago  Terminal 
Engineman,  Springfield  Division 
Train  Baggageman,  Illinois  Division 


Date  of 
Death 

1/30/21 
I/  1/21 
2/13/21 
1/30/21 


Term  as 
Pensioner. 

3  years 
5  years 

7  years 

8  months 


JOHN  BEEVER 

Mr.  John  Beever,  coach  cleaner  at  Bloom- 
ington,  111.,  was  retired  on  a  pension  No- 
vember 1,  1920,  having  reached  the  age  of 
70  years. 

Mr.  Beever  entered  the  service  of  this 
company  as  section  laborer  on  the  Amboy 
district  in  the  spring  of  1899,  where  he  re- 
mained for  three  years,  when  he  was  trans- 
ferred as  warehouseman  at  Bloomington, 
which  position  he  held  until  August  6,  1916. 


JOHN  BEEVER  WITH  HIS  GREAT  GRAND- 
DAUGHTER. 

47 


48 


ILLINOIS  CENTRAL  MAGAZINE 


They  Run  the  City  of  Waterloo 


N.  W.  FRISBIE 
Mayor 

The  magazine  presents  herewith  the  pic- 
tures of  two  young  men  of  the  Illinois  Cen- 
tral family,  who  have  surrendered  their  posi- 
tions with  the  railway  to  assume  the  leader- 
ship of  civic  affairs  at  Waterloo,  Iowa. 

Mr.  Frisbie  was  elected  mayor  of  Water- 
loo March  29,  1920,  up  to  which  time  he  had 
hauled  the  through  passenger  train  as  an 
engineer  between  Waterloo  and  Freeport 
for  twenty  years.  Three  days  later  he  ap- 
pointed as  the  chief  of  police  in  his  admin- 
istration Mr.  Young,  who  had  been  in  the 
service  of  the  Illinois  Central  seventeen 
years.  Mr.  Young  entered  the  Illinois  Cen» 


H.  H.  YOUNG 
Chief  of  Police 

tral  service  as  a  brakeman  and  nine  years 
prior  to  his  elevation  to  the  police  chieftancy 
he  was  promoted  to-  conductor.  Their  ad- 
ministration of  affairs  in  the  industrious  and 
thriving  city  of  Waterloo  has  been  a  most 
able  one.  However,  they  are  still  regarded 
as  members  of  the  great  Illinois  Central 
family. 

The  city  of  Waterloo  is  to  be  congrat- 
ulated upon  the  selection  of  so  able  a  chief 
executive  as  Mr.  Frisbie,  and  Mayor  Frisbie 
in  turn  is  to  be  congratulated  upon  his  selec- 
tion of  so  able  an  assistant  as  the  present 
chief  of  police. 


ILLINOIS  CENTRAL  MAGAZINE 


49 


Central  Type  Locomotive 


In  the  September,  1920,  issue  of  this  magazine  a  detailed  description  of  the  2-10-2,  or 
Central  Type  of  engine  was  included.  These  engines  represent  the  last  word  in  locomotive 
construction. 

For  ready  reference  the  following  figures  are  given: 


GAUGE 
or  TRACK 

DRIVING 
WHEEL 

FUEL 

CYLINDERS 

BOILER 

FIREBOX 

4'-8H" 

63" 

SOFT  COAL 

30" 

32" 

88"             19O 

LBS.             132H" 

96*" 

WHEEL  BASE 

MAXIMUM 
TRACTIVE 

FACTOR 
OF 

TUBES  &  FLUES 

22'-4" 
AVERAGE 

42'  2" 

WEIGHT  IN  V 

AND  TENDER 

73800  LBS. 

4.O2 

271 
50- 

HEATING  £ 

2M"                            20'-6" 

5H" 

>URFACES.     SQUARE  FEET 

82'-  1O" 
/ORK1NG  ORC 

2965OO 

29OOO 

565OO 

TOTAL                 TENDtR 
ENGINE                 LOADED 

382OOO          2O86OO 

88.2 

4728      j        386 

46               5160 

128S 

Tender.  Type  8- Wheel 


Capacity.  Water  12000  Gallons 


Fuel  16  Tons 


For  the  benefit  of  those  who  have  not  had  the  opportunity  to  see  these  engines  a  cut 
made  from  a  photograph  heads  this  article. 


Passing   the  Buck 


By  C.  W.  Titus 


Never  give  an  order  or  post  a  rule  that 
may  not  be  enforced. 

If  a  rule  is  now  in  effect  but  is  not  being 
observed  either  enforce  or  recall  it. 

If  an  order  is  not  obeyed  or  a  rule  is  not 
enforced,  the  author  of  such  a  rule  or  order 
is  the  one  responsible  for  its  non-observance. 

Do  not  ask  for  an  answer  to  a  letter  by 
return  mail  unless  the  emergency  requires 
it  and  remember  that  you,  through  your 
own  shortcomings  may  be  responsible  for 
such  emergency.  You  have  no  business  dis- 
rupting the  other  fellow's  routine  by  de- 
manding the  special  service  of  placing  re- 
ply to  your  letter  "First  out,"  unless  your 
conscience  is  clear  in  the  asking.  Such  rep- 
utation once  established,  you  will  have  an  in- 
finite advantage  over  those  who  fail  to  "see 
the  light."  Remember  the  old  fable  of  the 
boy  who  cried,  "wolf,  wolf!" 

When  you  ask  for  an  immediate  reply, 
your  responsibility  doesn't  end  with  the 
asking.  SEE  THAT  YOU  GET  IT. 

I    have   heard   the   question   asked,    "what 


has  been  done  about  a  certain  matter?"  and 
the  reply  was  "well,  we  have  repeatedly 
asked  so-and-so  for  that  information  and  he 
does  not  reply,  so  you  see  it's  not  up  to  us." 
How's  that  for  a  high  pass?  Yet  this  per- 
son has  a  peculiar  elation,  a  sense  of  duty 
well  performed,  when  he  exhibited  his  rec- 
ord showing  that  he  had  "traced"  for  a 
reply,  persistently,  at  stated  intervals.  I 
have  not  seen  him  for  some  time  and  I 
presume  he  is  still  "tracing." 

Another  thing,  when  you  start  out  to  do 
a  thing,  do  it.  By  "do  it"  I  mean  finish  it. 
"One  thing  at  a  time  and  that  do  well," 
may  sound  somewhat  old-fashioned  in  these 
days  of  multifarious  endeavor,  but  the  man 
with  a  single  track  mind,  who  has  integrity 
of  purpose,  will  win  out  finally  against  the 
brilliant  and  ambidextrous  individual,  who  is 
so  busy  doing  many  things,  that  he  finishes 
none. 

It  may  be  a  long  run,  but  the  former  will 
beat  the  latter  to  the  bumping  post  in  the 
terminal,  because  the  one  passes  the  endur- 
ance test,  while  the  other  passes  the  buck. 


50  . 


ILLINOIS  CENTRAL  MAGAZINE 


Efficiency  in  the  Observance  of  Signals  By  tram  and 

Engine  Men 

Analysis  of  the  record  of  efficiency  tests  conducted  on  the  Illinois  Central  System 
during  the  month  of  December,  1920,  shows  that  there  were  1,425  such  tests  made  dur- 
ing this  period,  of  which  1,380  showed  compliance  with  rules  and  special  instructions 
of  the  Transportation  Department.  Forty-five  tests  reflected  failure  to  observe  rules 
and  special  instructions.  For  the  system,  the  percentage  of  efficiency  shown  in  these 
efficiency  tests  was  96.8%,  with  3.2%  failures. 

The  table  below  shows  the  performance  on  each   division: 


December,  1920 

No.  Tests 
Division.  Made. 

Northern  Lines. 

Chicago    Terminal    73 

Illinois    : 89 

St.   Louis  123 

Springfield  76 

Indiana   59 

Western  Lines. 

Wisconsin    76 

Minnesota    84 

Iowa    , 52 

Southern  Lines. 

Kentucky 133 

Tennessee    174 

Mississippi    103 

Louisiana   '. 133 

N.  O.  Terminal  17 

Y.  &  M.  y. 

Memphis  Terminal 87 

Memphis  Division  83 

Vicksburg    Division    '. 37 

New   Orleans   ..  26 


No.  Observed       No. 
Properly.     Failures. 


1425 


73 
75 
119 
76 
54 

76 
84 
52* 

129 
169 
100 
126 
17 

87 
80 
37 
26 

1380 


0 
14 
4 
0 
5 

0 
0 
0 

4 
5 

3 

7 
0 

0 
3 
0 
0 


Per  Cent 
Efficiency. 


84 

96 

100 

91 


45—3.2% 


97 
97 
97 
94 
100 

100 

96 

100 

100 

96.8% 


Superintendent  Hevron  Addresses  Mattoon 
Business  Men 


Superintendent  J.  W.  Hevron  of  the  Illi- 
nois division  was  the  principal  speaker  at  a 
dinner  given  by  the  Association  of  Com- 
merce of  Mattoon  February  3.  C.  W. 
Hughes  was  toastmaster.  Eighty  business 
men  of  the  city  were  in  attendance. 

The  Mattoon  Journal-Gazette  gives  the 
following  report  of  Mr.  Hevron's  talk : 

"Mr.  Hevron  said  that  considerable  suc- 
cess had  been  made  in  instilling  a  spirit  of 
co-operation  among  those  who  are  em- 
ployed, and  that  he  felt  that  cordial  relations 
between  the  public  and  the  railroads  was  a 
necessary  thing  in  the  coming  railway  cris- 
is. 'I  am  optimistic  enough  to  believe  that 
it  will  be  properly  settled,'  he  said. 

"  'I  believe  that  the  public  should  be  told 
how  things  are  with  us,'  said  Mr.  Hevron. 
'We  took  back  the  railroads  into  private 
hands  after  they  had  been  put  to  the  su- 
preme test  during  the  war,  when  cost  meant 
little  or  nothing,  but  doing  what  had  to  be 
done.  There  was  little  time  to  stop  and  re- 
pair. When  a  freight  car  was  not  tight 
enough  to  take  potatoes  or  coal,  it  was  used 
for  rougher  work,  and  the  repairs  were  not 
made.  When  we  took  the  roads  back,  the 
average  daily  car  mile  for  the  railroads  of 


America  was  22.3.  On  December  1  that 
had  been  increased  to  28.6,  which  was  the 
same  as  having  287,694  extra  cars.  Then 
the  average  tonnage  placed  on  each  car  was 
28.3,  and  on  December  1  the  average  of  the 
American  roads  had  been  increased  to  30 
tons,  which  was  the  same  as  having  104,942 
cars.' 

"Mr.  Hevron  discussed  the  question  in- 
volved in  the  farming  out  of  shop  work,  and 
stated  that  less  than  two  per  cent  of  the  car 
repairs  had  been  placed  outside  the  railroad 
shops  and  only  one  per  cent  of  the  locomo- 
tive repairs. 

"  'When  the  public  is  familiar  with  the 
way  the  roads  are  operated,  there  will  be 
fewer  disputes  between  them,'  said  M~r.  Hev- 
ron. 'The  days  of  the  "public  be  damned" 
are  past.  Future  success  depends  upon  mu- 
tual appreciation  and  mutual  co-operation.' 

"Mr.  Hevron  referred  to  the  great  expense 
of  displacing  the  8,000  grade  crossings  of 
the  system,  but  endorsed  a  program  of  grad- 
ual displacement. 

"The  address  was  received  with  enthusi- 
asm, and  its  bubbling  good  will  was  greatly 
appreciated." 


Illinois  Central  R.  R.  Co.  In  1 855 


As  another  news  item  for  the  St.  Louis 
Division,  I  wish  to  submit  the  following  fig- 
ures from  archives  of  the  old  freight  house, 
Centralia,  Illinois,  which  was  recently  torn 
down,  same  afford  some  very  interesting  and 
amusing  facts  as  compared  with  the  present 
day  volume  of  business  at  that  point. 

For  the  month  of  October,  1855,  the  earn- 
ings were  $1,287.88,  which  amount  included 
$358.29  on  company  material,  or  $929.59  on 
commercial  freight  handled;  while  the  same 
month,  1920,  there  was  handled  at  Centralia, 
a  business  amounting  to  $44,253.44.  Also  fig- 
ures kept  for  1897  show  that  for  October,  the 
expense  for  services  in  the  transportation  de- 
partment totaled  $1,829.44,  this  amount  in- 
cluded agent,  yardmasters,  enginemen,  fore- 
men, switchmen  and  clerks. 

I  am  attaching  two  receipts  for  freight  re- 
ceived from  the  Illinois  Central  Railroad 
Company,  dated  June  22,  1855,  and  June  30, 
1855,  or  sixty-five  years  ago,  the  penmanship 
of  which  is  in  itself  somewhat  peculiar,  al- 
though in  a  high  state  of  preservation.  No 
doubt  if  these  receipts  could  relate  the  story, 
they  could  tell  us  many  interesting  things 
doubt  if  we  could  set  ourselves  up  sixty- 


about  what  they  passed  through  during  the 
years  1861-1865  and  a  few  years  thereafter; 
of  the  H.  C.  L.  which  to  us,  a  few  years  ago, 
would  have  made  us  sit  up  and  take  notice — 
but  now,  is  a  matter  so  commonplace  that 
we  refuse  to  give  it  much  thought,  can't  be 
bothered  with  little  things  like  that;  or  per- 
haps they  could  talk  very  interestingly  about 
inflation  and  deflation  of  price  adjustments 
getting  back  to  pre-war  conditions  (through 
which  period  we  are  now  so  painfully  pass- 
ing), and  I  imagine  some  would  be  inclined 
to  give  that  feature  an  attentive  ear,  but  no 
doubt  some  of  the  smaller  town  "guys" 
would  be  quick  to  pronounce  the  advice  as 
"old  fogey"  and  call  it  an  ideal  and  vision- 
ary dream. 

These  receipts  are  for  merchandise,  but 
am  unable  to  say  just  how  this  freight  was 
delivered — perhaps  in  an  ox  cart — but  I  be- 
lieve it  would  be  a  safe  bet  that  it  was  not 
delivered  in  a  Nash,  International  or  Reo 
truck.  I  have  an  idea  that  if  one  of  these 
big  motor  driven  vehicles  of  1920,  had  come 
gliding  down  Main  Street,  there  would  have 
been  several  "funerals"  to  attend,  the  coro- 
ner's jury  would  have  turned  in  a  report 
"Died  of  fright."  While  all  this  is  true  no 


51 


52 


ILLINOIS  CENTRAL  MAGAZINE 


five  years  in  the  future,  there  would  be 
some  "funerals"  to  attend,  primarily  caused 
from  "fright."  As  sixty-five  years  from, 
now,  I  fancy,  I  can  see  merchandise  han- 
dled by  not  steam  propelled  trains,  but  by 
some  kind  of  an  electrical  conveyor,  and  in 
making  local  deliveries  from  the  station,  it 


will  be  in  some  kind  of  a  highly  electrified 
container,  all  the  consignee  will  have  to  do 
will  be  to  press  a  button,  the  goods  will 
come  hustling  into  his  place  of  business  not 
on  double  quick  time,  but  about  one  hun- 
dred times  quicker  than  that. 


Received,  in  good  order,  from  the  Illinois   Central  Rail  Road  Company , the 
|  following   Goods :(. 


I          Received,  in  good  order,  from  the  Illinois  Central  Rail  Road  Company,  the 
following   Goods  :/£&.$Q<^^/.&??^ 


What  Our  Employes  Can  Do 


By  V.  R.   Byrd.  Conductor 


One  of  the  most  gratifying  signs  of  the 
times  is  the  closer  relations  that  now  exist  be- 
tween the  public  and  the  railroads  of  our  coun- 
try. For  a  decade  preceding  the  war  a  hos- 
tile anti-railroad  spirit  prevailed  which  pre- 
vented the  levying  of  rates  sufficient  to  justify 
the  railroads  of  the  country  to  enable  them  to 
secure  finances  adequate  to  purchase  new 
equipment  ncessary  to  handle  an  increased 
volume  of  business.  Now  that  Federal  Con- 


trol has  ceased  and  increased  rates  have  been 
granted  the  common  carriers,  it  is  interesting 
to  know  that  the  railroads  are  making  large 
expenditures  for  the  purchase  of  new  and  up- 
to-date  equipment  necessary  to  handle  their 
business,  and  I  will  mention  the  Illinois  Cen- 
tral Railroad  as  the  pioneer  in  that  line.  Al- 
ways abreast  and  in  many  instances  far  ahead 
of  the  times,  this  company  through  its  able 
president,  Mr.  C.  H.  Markham,  has  placed 


ILLINOIS  CENTRAL  MAGAZINE 


53 


orders  for  new  equipment  that  amounts  to 
nearly  $30,000,000.00,  and  many  of  the  new 
cars  and  engines  have  already  been  delivered. 

In  my  eighteen  years'  service  with  this 
company  and  the  Y.  &  M.  V.,  I  find  that  the 
employes  can  do  a  great  deal  to  bring  about 
a  closer  relationship  and  feeling  of  mutual 
respect  and  confidence  between  the  public  and 
the  railroads  by  treating  the  patrons  and  the 
public  with  the  courtesy  that  is  due  them  and 
I  find  that  a  courteous  answer  and  a  kindly 
reply  ofttimes  makes  a  firm  friend  for  the 
company,  whereas  a  gruff  rejoinder  and  an 
indifference  manifested  by  the  employe  re- 
sults in  the  reverse.  If  I  were  asked  what 
was  the  most  valuable  asset  the  road  had 
other  than  the  experienced  men  necessary  to 
conduct  their  business,  I  would  say  a  bunch 
of  fellows  whose  motto  was,  "no  trouble  to 
answer  questions."  We  can  all  do  our  bit  to- 
wards making  friends  of  the  public  by  exer- 
cising a  little  courtesy  which  is  due  the  public 
and  I  believe  it  can  and  will  be  done  by  the 
rank  and  file  of  our  employes. 

The  Illinois  Central  was  a  competitor,  not 
many  years  ago,  for  six  trains  to  handle  the 
Shriners  from  the  southern  states  to  Buffalo, 
New  York,  where  the  Imperial  Council  of 
the  Order  was  holding  its  annual  conclave. 
We  got  in  the  game  a  little  late,  but  the 


Illinois  Central,  as  usual,  came  in  ahead  and 
were  it  not  for  a  bunch  of  good  fellows  like 
the  late  J.  L.-  Trimble,  conductor  on  the 
Grenada  District,  Conductor  A.  C.  Henry  and 
Engineer  J.  B.  Wilson  of  the  Y.  &  M.  V., 
the  Illinois  Central  would  have  occupied  the 
rear  seat  and  not  had  a  look  in,  and  as  it 
was  we  got  the  business  and  held  it  too,  and 
if  I  am  not  mistaken  the  Illinois  Central  will 
have  the  honor  and  pleasure  of  handling 
the  same  six  trains  of  Nobles  and  their  wives 
and  families  -in  1921  when  the  Imperial  Coun- 
cil meets  in  Des  Moines,  Iowa.  We  gave 
them  the  swellest  train  that  ever  left  the 
Grand  Central  Station,  and  we  can  do  as  well 
or  better  this  year.  We  promised  them  good 
service  and  they  got  it.  The  many  compli- 
ments paid  the  Illinois  Central  and  its  officials 
were  well  merited  and  justly  deserved.  The 
trains  ran  on  schedules  consistent  with  good 
judgment,  and  every  person  who  went  on  the 
trip  to  Buffalo  returned  home  loud  in  his 
praise  of  the  prompt  and  efficient  manner  in 
which  the  six  trains  were  handled. 

This  article  is  just  a  little  reminder -to  my 
fellow  employes  to  get  back  on  the  job  and 
help  us  get  the  business.  We  have  the  engines 
and  new  equipment  needed  to  handle  any  kind 
of  an  organization.  It's  up-  to  us  to  get  out 
and  get  the  Shriners'  Specials. 


Memphis  Division  Contribution  to  the  Undernourished 

European  Children 

On  January  26  the  employes  of  the  Memphis  Division  sent  to  Mr.  Franklin  K.  Lane, 
Treasurer,  European  Relief  Council,  New  York,  a  draft  for  $1,000.  Since  that  date 
$233.41  has  been  collected  on  the  same  division.  A  cut  of  the  certificate  received  by  Su- 
perintendent Boatner  follows: 


.    1st, 1921  Certificate  No.2 872  43 

EUROPEAN    RELIEF    COUNCIL 


I F^.  THAT 

&  Misaisaippi 


Snployeea  of  Memphis 


will  entertain  at  his  table  until  the 

oo_INVIS 


from  the  3,500,000  vatf,  und, 

are  thai  preserved  by  America  throug 


EACH  $10  SAVES  ONE  CHILD 
UNTIL  THE  HARVEST  OF  192/ 


CHARLES  G.  DAWES,  TREASURER,  CHICAGO  COMMITTEE,  AMERICAN  RELIEF 
ADMINISTRATION,  EUROPEAN  CHILDREN'S  FUND,  ACKNOWLEDGES  RECEIPT  OF 
CONTRIBUTIONS  MADE  BY  ILLINOIS  CENTRAL  RAILROAD  EMPLOYES  IN  COOK 
COUNTY. 


CHICAGO  COMMITTEE 

AMERICAN  RELIEF  ADMINISTRATION 

EUROPEAN  CHILDREN'S  I:UND 

CHICAGO,  ILL., 


WB    GRATEFULLY    ACKNOWLEDGE    RECEIPT,    ON     BEHALF    OF    THK 
AMERICAN     RELIEF     ADMINISTRATION      EUROPEAN      CHILDREN'S     FUND, 
YOUR   CONTRIBUTION   OF  *       $    <f  £,  C/-/ /  ^) 
YOURS, 

CHARLES  ti.  OA>VES,  TREASURER, 

CHICACO  COMMITTEE. 


54 


ILLINOIS  CENTRAL  MAGAZINE 


55 


THE  WAYFARER 

In  the  early  days  of  the  Wayfarer's  ap- 
prenticeship to  his  vocation  he  served  with 
a  man  who  holds  that  a  usable  Christian 
name  is  one  of  the  best  advertising  assets 
a  man  can  have.  He  believes  that  the  late 
Colonel  Roosevelt  had  reason  to  be  thank- 
ful that  his  name  was  Theodore,  capable 
of  that  diminutive,  "Teddy,"  instead  of 
something,  say,  like  "Stanislaus,"  and  that 
the  young  rail  splitter  of  Illinois  was  helped 
along  the  road  to  fame  by  being  known  as 
"Abe"  to  his  friends,  instead  of  "Mister 
Lincoln." 


Our  early  mentor  believes  that  Caesar's 
contemporaries  doubtless  called  their  war- 
rior hero  "Jule,"  and  were  encouraged  in  so 
doing  by  the  old  Roman  himself,  and  that 
the  associates  of  Alexander  the  Great  prob- 
ably referred  to  their  compatriot  as  "Aleck." 


In  short,  our  vocational  director  holds  the 
use  of  the  given  name,  even  shortened  to  the 
easy-rolling  diminutive,  a  mark  of  respect, 
a  familiarity  to  be  encouraged. 


The  Wayfarer  has  been  impressed  with 
the  number  of  members  of  the  Illinois  Cen- 
tral family  who  know  and  refer  to  their 
president  as  "Charlie"  Markham  and  won- 
ders whether  Mr.  Markham  himself — par- 
don, "Charlie"  Markham — would  not  ap- 
prove, were  he  to  express  an  opinion. 


To  be  sure,  it's  not  all  in  the  name. 
There  is  something  in  a  man's  personality 
that  brings  out  such  a  mark  of  respect  from 
his  fellows. 


Col.  Ed.  L.  Munson,  chief  of  morale  on 
the  general  staff  of  the  United  States  army, 
says  that  in  his  belief  the  expression  "Let's 


56 


ILLINOIS  CENTRAL  MAGAZINE 


Go !"  was,  among  all  those  terms  and  phrases 
which  originated  in  the  khakied  camps  dur- 
ing the  late  unpleasantness,  the  moving 
slogan  of  the  army.  The  Wayfarer  dis- 
agrees. In  our  experience  in  the  camps  on 
both  sides  of  the  Atlantic,  we  offer  "When 
do  we  eat?"  as  the  most  popular  of  the  army 
phraseology. 


Be  that  as  it  may,  "Let's  Go!"  is  an  ex- 
pressive slogan  and  capable  of  good  use. 
Why  not  make  it  the  moving  force  of  the 
Illinois  Central  family  during  1921?  Surely 
the  army  will  not  object. 


It  is  interesting  in  this  connection  to  note 
the  sloganized  phrase  which  the  Chicago 
Tribune  is  seeking  to  popularize :  "1921  Will 
Reward  Fighters."  It's  a  bit  unwieldly,  but 
it  says  a  lot  in  few  words.  Are  you  merit- 
ing the  year's  rewards? 


The  Chicago  Evening  American  comes 
forward  with  a  slogan  which  it  proposes  as 
a  result  of  the  Illinois  Central  grade  cross- 
ing advertisement:  "Heaven  Is  a  Fine  Place 
To  Go  To,  but— 'What's  Your  Hurry?'  "  It 
will  be  remembered  that  the  American  has 
been  playing  the  "What's  Your  Hurry?" 
slogan,  the  invention  of  which  it  claims,  in 
an  effort  to  decrease  automobile  accidents. 


In  a  recent  trip  over  a  portion  of  the 
Burlington  Route,  the  Wayfarer  observed 
the  courtesy  with  which  a  Burlington  din- 
ing car  conductor  handled  his  patrons.  The 
car  was  not  crowded  and  a  timid,  black-, 
shawled  old  lady  entered,  inquiring  for  a 
cup  of  coffee.  Did  the  conductor  treat  her 
with  the  hauteur  with  which  dining  car  con- 
ductors are  supposed  by  some  to  handle 
their  less  prosperous  patrons?  He  did  not. 
He  welcomed  her  kindly,  sat  down  beside 
her  and  wrote  out  her  order  and  supervised 
the  serving  of  her. 


As  we  of  the  Illinois  Central  are  setting 
out  to  show  to  our  patrons  that  the  word 
"courtesy"  is  more  than  an  advertising 
phrase  with  us,  can  we  not  keep  that  con- 
ductor's service  in  mind?  The  Illinois  Cen- 
tral never  yet  has  been  outdone. 


The  Memphis  Commercial  Appeal  reports 
that  there  is  little  demand  for  cotton  seed 
and  predicts  a  greatly  reduced  cotton  acre- 
age in  the  South  this  year.  The  Illinois  Cen- 
tral System  has  been  a  leader  in  the  move- 
ment for  diversified  farming  in  the  South 
and,  while  the  present  situation  in  the  cot- 
ton market  doubtless  is  largely  responsible 
for  the  decreased  cotton  acreage,  we  can  be 
proud  that  our  policy  is  at  last  being  vin- 
dicated. 


Residence??.    Qwensboro.  Kentucky 


ontonous 


s 


CHICAGO   TERMINAL 

Towerman  H.  H.  Evers,  Harvey,  has 
been  commended  for  discovering  and  report- 
ing something  dragging  under  train  76,  en- 
gine 1569,  passing  Harvey  interlocker  Jan- 
uary 25.  Train  was  stopped  at  Riverdale, 
and  necessary  action  taken  to  prevent  pos- 
sible accident. 

ILLINOIS  DIVISIpN 

Conductor  H.  J.  Larson,  Fordham,  has 
been  commended  for  discovering  sack  of 
mail  on  east  side  of  north  main,  north  of 
North  Junction,  January  31,  extra  1597  south. 
Necessary  action  was  taken  to  forward  sack 
to  proper  destination. 

Agent  D.  C.  Trimble,  Otto,  has  been  com- 
mended for  discovering  and  reporting  hot 
box  on  car  in  extra  1515,  February  14.  Car 
was  set  out  at  Kankakee  Junction.  This 
action  undoubtedly  prevented  possible  acci- 
dent. 

ST.  LOUIS  DIVISION 

Brakeman  J.  M.  Boyle,  Centralia,  111.,  has 
been  commended  for  discovering  eighteen 
inches  of  flange  broken  on  I.  C.  141810,  extra 
1761,  February  21.  Necessary  action  was 
taken  to  have  car  set  out,  thereby  prevent- 
ing possible  accident. 

KENTUCKY  DIVISION 

Station  Helper  R.  T.  Cook  has  been  com- 
mended for  discovering  break  beam  drag- 
ging under  car  of  train  152,  February  21, 
while  passing  the  station  at  St.  Charles. 


Train  was  stopped  and  break  beam  removed, 
thereby  preventing  possible  accident. 

Assistant  B  &  B  Foreman  George  Jerles 
on  February  25,  discovered  broken  rail  at 
the  south  end  of  the  south  approach  to  Ten- 
nessee River  Drawbridge,  and  notified  sec- 
tion foreman  who  removed  rail.  Rail  had 
three  and  one-half  feet  of  the  ball  broken 
out  and  was  on  a  four  degree  curve.  This 
action  undoubtedly  prevented  possible  de- 
railment. 

TENNESSEE  DIVISION 

Engineer  C.  M.  Akin,  Jackson,  Tenn.,  has 
been  commended  for  discovering  and  report- 
ing eighteen  inches  of  flange  in  Frogmoor 
Yard,  February  1,  after  extra  887  had  de- 
parted. Necessary  action  was  taken  to  have 
train  887  stopped  and  inspected,  and  it  de- 
veloped I.  C.  109693  with  flange  broken. 
Train  was  set  out,  thereby  preventing  pos- 
sible accident. 

Mr.  C.  A.  Owen  has  been  commended  for 
discovering  brake  beam  dragging,  train  80, 
January  11,  north  of  Bradford,  and  striking 
on  switch  point  on  north  switch  to  house 
track.  Necessary  action  was  taken  to  pre- 
vent possible  accident. 

MEMPHIS  DIVISION 

Agent  Monette,  Inverness,  has  been  com- 
mended for  discovering  and  reporting  brake 
beam  dragging  on  coach  2022,  train  525, 
February  9.  This  action  undoubtedly  pre- 
vented possible  accident.  t 


57 


58 


ILLINOIS  CENTRAL  MAGAZINE 


SIXTY  THIRD  STREET  OFFICE  SPORTS 


The  bowling  league  is  now  completing 
its  nineteenth  week  and  from  the  looks  of 
things  it  appears  that  the  A.  P.  R.  team  will 
be  the  winners.  Captain  Pierce  has  a  won- 
derful team,  one  that  could  win  in  any  league 
as  evidenced  by  their  score  of  a  week  ago, 
in  a  series  versus  their  nearest  competitor. 
The  score  is  shown  below  so  that  all  teams, 
not  only  in  this  league,  but  along  the  whole 
I.  C.  railroad,  may  read  'em  and  weep: 


Name—  1st 

Chalup    181 

Bodie    196 

Simon    168 

Hengles    210 

Pearce   ..  ..  220 


Total    .          ..  975 


2nd 
194 
192 
169 
205 
188 

948 


3rd 
190 
180 
148 
200 
216 

934 


Total 
565 
56S 
485 
615 
624 


2857 


This    is    the    highest    score   in    the   league 


ILLINOIS    CENTRAL    MAGAZINE 


59 


this  season  and  the  A.  P.  R.  are  to  be  con- 
gratulated. 

The  Freight  Claim  team,  in  second  place, 
is  also  a  good  team,  but  they  did  not  have 
enough  steam  coming  down  the  home 
stretch.'  However,  the  A".  P.  R.  had  to  be 
in  first  place  as  we  all  know  that  Passenger 
moves  faster  than  any  other  department  in 
a  railroad.  Still  A.  F.  R.  No.  3  had  a  few 
aviators  on  the  team,  but  they  blew  up  be- 
fore they  got  started,  and  have  been  up  in 
the  air  ever  since.  Captain  Henderson  is 
just  like  Connie  Mack — seeing  better  lights 
"next  year." 

A.  F.  R.  team  No.  1  is  now  as  good  as 
any  in  the  league,  and  it  was  only  their  want 
of  a  good  fifth  man  that  held  them  down. 
However,  White  seems  to  have  filled  this 
gap  and  with  Does,  Smith,  Captain  Heimsoth 
and  Hanes  they  have  been  burning  the 
league.  Does  has  now  struck  his  stride  and 
in  his  present  form  he  would  give  any  bowler 
a  good  run  for  their  money. 

Captain  McKenna  of  A.  F.  R.  No.  2  team 
has  surrounded  himself  with  a  pretty  good 
team,  but  he  still  carries  a  weak  sister.  De- 
vitt's  and  Beinsse's  wife  are  regular  attend- 
ants. They  are  both  good  sports,  to  let  their 
hubbies  bowl,  as"  some  people  thought  Art 
Devitt  would  quit  rolling  after  he  was  mar- 
ried. 

The  poor  A.  S.  A.  team  has  gone  to  the 
dogs,  having  suffered  the  loss  of  Bausmith 
and  Lamon  with  a  bum  hand.  Captain 
O'Rourke  is  bowling  as  good  as  ever  and 
thoueh  facing  many  hardships,  at  present  he 
still  carries  that  smile.  Never  mind,  Ed, 
better  luck  next  year.  Maybe  Jimmy  Smith 
will  start  to  work  for  the  A.  S.  A. 

Tersip  of  the  F.  C.  A.  team  went  wild 
March  1st,  rolling  .662.  Pretty  good  for  an 
old  timer. 

Below  is  the  standing  of  teams  March  1st : 

Team —  m  Won  Lost  Pet. 

A.  P.  R .'. 45  12  .789 

F.  C.  A 35  22  .614 

A.  F.  R.  No.  1  32  25  .561 

A.  S.  A 30  27  .526 

A.  F.  R.  No.  2  25  32  .438 

A.  F.  R.  No.  3  ..  4  53  .075 


ST.  LOUIS  DIVISION 

St.  Louis  Division  office  forces  at  Carbon- 
dale,  111.,  have  organized  a  "Trap  Shooting 
Team"  which  may  break  all  of  the  previous 
records  of  the  Fraternity  of  Clay  Pigeon  Pul- 
verizers some  day. 

The  members  of  this  club  are  becoming  so 
familiar  with  the  wiles  and  ways  of  the  little 
clay  discs  that  they  feel  willing  to  accept  a 
challenge  from  any  Division  Trap  Shooting 
Team,  barring  none,  if  the  challengers  are 
Bona  Fide  Amateurs  and  not  too  good  shots. 
Road  Master's  Chief  Gerk,  L.  L.  Heilig,  who 
has  been  honored  with  the  presidency  of  the 
club,  will  be  glad  to  receive  communications 
from  other  division  teams  or  clubs. 


At  a  tournament  which  was  held  on  Wash- 
ington's birthday  a  real  big  time  was  enjoyed 
by  the   members   of   the  club   and  the  scores 
were  as  follows  :  > 
Shooters  Broke    Possible 

Goddard    4  22 

Clemans  22  25 

Batson    14  23 

McLafferty   9  24' 

Goetz    20  24 

Kraatz 12  23 

Heilig  22  25 

Wallace    17  22 

Hill  11  14 

Members  absent  were  Trammel,  McGee,  and 
Robinson. 


On  Saturday  evening,  February  19th,  a  dou- 
ble header  basketball  game  was  held  at  Pales- 
tine, 111.,  by  Illinois  Central  teams  of  Mattoon, 
Palestine,  Newton  and  Evansyille.  Newton 
played  Mattoon,  the  former  being  victorious ; 
Evansville  played  Palestine,  the  latter  being 
the  winners,  and  then  the  two  winning  teams, 
Newton  and  Palestine  "went  to  it"  and  after  a 
real  skirmish,  Palestine  came  out  on  top.  All 
those  participating  played  a  good  game,  and 
kept  up  a  lively  interest  from  beginning  to 
finish. 

From  all  reports  the  home  team  must  have 
treated  the  visiting  teams  royally,  and  it  is 
hoped  there  will  be  many  more  games  of  this 
kind. 


EVANSVILLE    RAILWAY    LOSES    TO 
GRAYVILLE 

Illinois  Central  Quintet  Puts  Up  Good  Game 
But  Loses  By  Score  of  30  to  26 

Grayville,  111.,  Feb.  2.— (Special)— The 
Grayville  Independents  defeated  the  Evans- 
ville Illinois  Central  railway  basketball  team 
here  tonight  in  a  fast  and  well  played  game. 
The  final  score  was  30  to  26. 

The  game  was  very  good  considering  the 
low  ceiling  and  small  floor  space.  A  large 
crowd  attended. 

It  has  not  been  decided  whether  Gray- 
ville will  play  m  Evansville  Saturday  night 
as  a  curtain  raiser  to  the  Y.  M.  C.  A.  game 
with  the  Nashville  Ramblers. 

Line-up. 
Evansville  (26)  Grayville  (30) 

Miller  F Taylor 

Shoemaker  F Robinson 

Becker  C..:. Wells 

H.  Townsend G Ramsey 

C.  Townsend G Johnson 

Substitut'ons — Schmallmack  for  Becker; 
George  for  Miller. 

Field  goals — Miller,  1;  Shoemaker,  5: 
Schmallmack,  5;  Becker,  2;  Taylor,  8;  Rob- 
inson, 4;  Ramsey,  2. 

Foul  goals — Robinson,  2. 

Referee — Bodishpaugh. 


CHICAGO  PASSENGER  TERMINAL. 

We  regret  to  record  the  death  of  Miss 
Olivia  W.  Jackman,  ticket  agent.  Miss 
Jackman  was  employed  on  Chicago  Terminal 
as  suburban  agent  since  June  1st,  1905,  and 
had  many  friends  in  this  service. 

Have  you  heard  who  got  married  recently. 
Well,  we  will  let  you  in  on  it.  "Bill" 
Knight  entered  the  blissful  state  of  matri- 
mony again. 

Ticket  Agents  Alma  Schwartz,  Mary 
Hewitt  and  Catharine  Sheridan  are  off  ac- 
count of  sickness.  We  wish  them  a  speedy 
recovery. 


Ticket  Agent  DelCorral  was  struck  by  art 
automobile  while  crossing  Michigan  avenue 
at  Randolph  street  on  Feb.  22nd.  She  was 
taken  to  a  hospital  but  it  is  not  known  how 
seriously  she  was  injured. 

Asst.  General  Yardmaster  Kimble  is 
again  "on  the  job"  after  having  his  tonsils 
removed  at  the  Illinois  Central  Hospital. 

Suburban  Conductor  L.  W.  Morrison  is 
spending  a  few  weeks  in  California. 

Rocco  Pat,  switch  tender  at  Randolph 
street,  spent  Sunday  in  South  Chicago  at  a 
wedding. 


AGENT  GUNTHER  AND  PASSENGER  STATION  EMPLOYES   OF   OWENSBORO,   KY.   AND 
CREW  OF  NEW  TRAIN  WHICH  CONNECTS  WITH  TRAINS   101  AND  102. 


ILLINOIS  CENTRAL  MAGAZINE 


61 


Yardmaster  Wm.  Britton,  at  Randolph 
street,  is  looking  for  a  good  box  car  as  his 
rent  has  been  increased  so  much. 

Ticket  Agent  Helen  Hankey,  who  has 
been  off  sick  for  some  time,  is  reported  to 
be  improving  very  nicely.  We  hope  she  will 
be  able  to  be  back  with  us  soon. 

Agent  Frank  Walsh  is  contemplating  a 
short  trip  to  California  with  his  mother. 

Acting  Trainmaster  Guyton  and  Station 
Inspector  Carroll  attended  the  Funeral  of 
Trainmaster  Hamilton's  father  at  DuQuoin 
on  February  22nd. 

Station  Master  Hovey  spent  a  few  days 
on  his  farm  last  week. 


Office  of  the  General  Baggage  Agent 
Rumor  has  it  that  the  company's  genial 
tracer  of  lost  baggage  in  the  office  of  the 
general  baggage  agent  has  at  last,  in  spite 
of  his  often  asserted  immunity  against  the 
charms  of  the  fair  sex,  succumbed  and  is 
now  a  willing  victim  of  Dan  Cupid  and  his 
poisoned  dart. 

South  Water  Street  Station. 

Mr.  Fred  DeLong,  car  service  clerk  in 
the  accounting  department,  has  been  absent 
from  duty  for  the  past  several  weeks  be- 
cause of  serious  illness.  We  all  hope  for 
his  speedy  recovery. 

Mr.  James  E.  (Spud)  Murphy,  is  the 
proud  father  of  a  baby  girl.  Best  wishes. 

Mr.  Peter  P.  Dobleskey,  of  the  claim  de- 
partment, has  recently  returned  to  work 
after  having  been  a  patient  at  the  govern- 
ment hospital,  located  at  47th  street  and 
Drexel  boulevard. 

Congratulations  are  extended  to  Frank 
Noonan  and  bride,  who  left  Chicago  for  a 
honeymoon  trip,  February  5th,  with  Nevs{ 
Orleans  as  the  destination. 

Messrs.  Furlong,  Carney  and  Sweeney  re- 
turned only  recently  from  a  trip  to  Maren- 
go,  Wis. 

Last  but  not  least — Think,  Talk  and  Prac- 
tice Claims  Prevention. 


Fordham,  111. 
Car  Record  Clerk  Kate  Pipp  has  returned 


from    New    Orleans    having   enjoyed   a   few 
weeks'  winter  vacation  with  friends. 

Car  Record  Clerk  Anna  Gibbons  and  In- 
terchange Clerk  Rose  Benjamin  presented 
Car  Order  Clerk  Victor  Haninger  with  a 
beautiful  hand-made  cape  for  the  latter's 
young  daughter,  Jeanette,  whose  picture  ap- 
pears herein. 


Jeanette,     Daughter    of    Victor     Haninger,     Car 
Order  Clerk   Fordham. 


AUDITOR    OF    FREIGHT    RECEIPT'S 
OFFICE,  SIXTY-THIRD  STREET 

The  Dictaphone  Bureau 

The  Dictaphone  Bureau  bade  farewell  to 
one  of  its  members,  Miss  Sophia  Kasza  on 
January  1st,  occasioned  by  her  departure 
for  Springfield,  111.,  to  enter  the  Sacred 
Heart  Convent  at  that  city. 

Miss  Kasza  has  been  in  the  employment 

the  Illinois  Central  for  several  years,  and 
her  genial  disposition  has  won  the  apprecia- 
tion of  all  who  were  privileged  to  meet 
her,  and  whose  best  wishes  follow  her  for 
success  in  the  career  she  has  selected. 

Katherine  is  evidently  not  an  exponent 
of  the  "Evolution  of  Man."  When  asked  to 
run  up  the  blinds  one  day,  she  replied:  "No 
thank  you,  none  of  my  ancestors  were 
monkeys." 

Elliott-Fisher 

Miss  Anna  Mallow  spent  the  holidays  at 
Smithfalls,  Canada,  with  relatives. 

Helen  Smith  certainly  made  the  best  of 
leap  year.  According  to  her  own  confession, 
she  is  in  deep  water;  not  knowing  whether 
Omaha  or  Chicago  will  be  her  future  hpme. 

Miss  Anna  Pahl,  E.  F.  Opr,  was  run  over 
by  a  truck  at  the  corner  of  Halsted  and 
Sixty-third  Sts.,  but  escaped  without  in- 
juries. We  hope  hereafter,  she  will,  when 
crossing  the  street,  observe  vehicles  and  not 
let  her  mind  wander  toward  Decatur. 

Miss  Jean  McPherson  returned  to  her 
duties  as  E.  F.  Opr.,  after  an  absence  owing 
to  the  death  of  her  father. 

Is  wheat  a  grain  product?  was  a  question 
recently  asked. 

Why  does  the  second  clerk  of  the  E.  F. 
Opr's.  spend  her  vacation  in  Detroit  now, 
instead  of  in  St.  Louis? 

We  regret  to  say  that  evidently  Miss 
Evelyn  Reed  will  not  be  with  us  long.  For 
further  information  inquire  at  Fordham 
Yards. 

In  order  to  relieve  the  anxiety  of  all  the 
girls,  we  have  been  perusing  the  kissing  ar- 
ticles in  the  "Herald-Examiner."  Permit  us 
to  alleviate  their  worries.  This  is  a  kiss.  "An 
anatomical  jutaxposition  of  two  ovicular- 
oris  muscles,  simultaneously  contracted." 

Miss  Katherine  Evans  and  her  mother, 
saw  Chauncy  Alcott,  Saturday  afternoon  in 
"Macushla." 

Miss  Marjorie  Gilkerson  made  a  trip  to 
New  Orleans  last  week. 


ILLINOIS  CENTRAL  MAGAZINE 


Calculating  Bureau 

We  have  heard  that  domestic  science  pro- 
fessors are  clammering  for  Bessie  Higgin- 
botham's  baked  fudge  recipe.  For  par- 
ticulars see  Bessie. 

Mary  Maloney  (American  Born)  is  still 
lighting  the  English. 

Mildred:  You  are  fully  aware  of  the  ser- 
iousness of  a  hope  chest  creeking  under  the 
load  of  prospective  household  goods. 

Waste  paper  baskets  may  be  used  in  the 
calculating  division  for  a  variety  of  pur- 
poses. Win.  Van  Schaik,  our  famous  office 
boy  demonstrated  the  versatility  of  one  of 
these  baskets  by  losing  his  equilibrium  and 
walking  out  enmeshed  in  the  glad  reeds. 
He  says  he  sympathizes  with  poor  Moses 
who  was  done  up  in  a  basket. 

If  business  is  good,  things  look  rosy  for 
Florence  this  June.  Can  you  imagine? 

Interline  Received 

One  of  the  dark  horses  of  the  presidential 
campaign  or  convention  of  1968  arrived  at 
the  home  of  E.  B.  Rich,  on  January  4,  1921, 
in  the  person  of  Robert  Rich. 

None  but  the  immediate  family  were 
present  to  welcome  the  notable,  and  we 
are  sure  that  friend  Rich's  time  will  be 
much  occupied  entertaining  the  visitor. 

The  Bowling  Team  was  in  a  bad  way,  and 
found  itself  slipping  until  Walter  White  ar- 
rived. Walter  certainly  can  sail  into  them. 

Tracing  Bureau 

Mr.  Stork  paid  a  visit  to  the  home  of  Mr. 
A.  Wigginston  recently,  and  Mr.  Wigginston 
was  presented  with  a  baby  girl 

Miss  Alice  Johnston,  who  has  been  very 
ill  for  some  time,  has  resiimed  her  duties, 
and  is  plugging  along  cheerfully. 

Our  sincere  sympathy  is  extended  to  Miss 
Ruth  Carlson,  in  her  bereavement  caused 
by  the  death  of  her  father  and  sister. 

Dining  Car  Department 
Deah  Brethren  an'  Frien's : 

Ah'se  been  asked  to  rite  up  dis  heah  depa't- 
mint,  an'  bein'  as  I  al'as  wants  to  be  a  releaf 
to  othah  folkses  bu'dens.  Ah  hab  gladly  giben 
my  approbal  to  de  sejest'on. 

In  de  fust  place  Ah  wants  to  git  one  ting 
off'n  my  mind;  dat  is  dat  dat  der'  Tennessee 
diyishon  hain't  got  nothin'  on  dis  heah  de- 
pa'tmint  fo'  names,  fo'  we's  got  175  poun's  o' 
L.  STOCK  on  ouah  ban's,  we's  all  had 
MERIWETHER  aroun'  heah  fo'  some  time, 
as  you  all  know,  an'  we  can  C.  A.  CASTLK 
mos'  any  time  we  wants  to.  Howsomebah,  de 
boys  don't  all  want  to  run  in  to  C.  A.  CAS- 
TLE very  of'n,  'cause  he'd  be  inspectin'  dem 
instead  ob  dem  inspectin'  him. 

Now  while  de  above  is  impo'tent,  yet  A^ 
wants  to  come  to  de  mos'  impo'tent  ting  ob  all 
befo'  de  printah  goes  mad  wid'  my  hyroglipics  ; 
dat  is  de  sad  news  dat  we  are  losin'  fo'  an 
extended  leab'  ob  absense  only,  we  hope,  our 


belobed  frien'  an'  brothah  an'  Chief  Clerk, 
"Smilin' "  Billie  Elliott.  Mistah  Elliott  was 
de  genah'  1  info'mation  burro  ob  dis  depa't- 
mint,  an'  aftah  carrying  much  ob  de  detales 
ob  mos'  eb'ryting  on  his  shouldahs  fo'  de  pas' 
ten  yeahs,  he  is  in  need  ob  a  good  long  rest. 
So  by  de  time  dis  is  in  print  if  it  is  printed, 
he  may  be  in  Califon'ie  or  Arizon'ie.  De  gals 
an'  boys  remembahed  him  wid  enuff  to  buy  a 
"Tin  Lizzie"  to  make  de  trip,  but  he  may  in- 
vest dis  in  a  lemon  grove  instead,  fo'  which 
he  was  very  grateful,  aldo'  he  ain't  supposed  to 
know  anyting  about  it  up  to  dis  ritin'.  We 
don't  know  ob  any  greatah  honah  we  could 
tendah  him  dan  to  pahmit  his  likeness  to  ap- 
peah  heahin,  but  he  is  a  modest  gen'man,  an' 
nevah  had  a  pitchah  taken  in-  his  life,  an'  it 
was  too  late  fo'  us  to  snap  shot  him  befo' 
sending  dis  in  to  magazine. 

His  successah  will  be  Mistah  T.  S.  "Whis'- 
lin"  Robinson.  De  boys  all  say  dat  Mistah 
Robinson  shood  ha'  benna  Skoolmars'er,  'cause 
he  al'as  wants  to  be  a  holdin'  spellin'  bees ; 
so  countin'  in  his  military  'sperience  he  ot  to 
be  able  .to  hoi'  his  own  as  Chiefie  ober  us  all. 
We  s'pose  de  reason  he  didn't  foller  his  voca- 
shun  as  Skoolmars'er  was  because  he  coodn't 
consis'enly  whisT  during  study  hours,  but  he 
can  hab  his  own  way  now,  an'  we  all  wish  him 
success,  an'  know  he'll  make  good.  Mistah 
Robinson  is  a  well  bilt  gen'man,  an'  able  to  - 
stan'  de  strain  fo'  sometime,  an'  when  you 
all  call  up  on  de  phone  an'  want  to  know 
somethin',  you  can  'spect  him  to  talk  back  to 
you  all  in  a  very  curteus  an'  pleasing  way, 
an'  you'll  want  to  call  up  again. 

Please  excuse  any  oblitahrasuns  or  misgram- 
mahfications,  but  Ah  am  shuah  dat  de  high 
class  ob  people  wat  read  dis  book  can  fadom 
to  de  deepest  resources  ob  intellect  hypot'esis. 


ILLINOIS  DIVISION 

Champaign 

Messrs.  Vernon  Johnston,  William  Sullivan 
and  Louis  Sands  were  Chicago  visitors  on 
February  18th  and  while  there  attended  the 
Meyers-Prehm  match. 

Misses  Lona  and  Blanche  Lawson  spent  the 
week-end  in  Bloomington,  III.,  visiting  rela- 
tives. 

Bunny  Truitt,  trainmen's  timekeeper,  ha? 
been  a  visitor  at  Kankakee  at  different  inter- 
vals during  the  past  month. 

"A  Bit  of  Romance."  They  tell  of  a  brake- 
man  on  the  Champaign  District  who  was  cut 
off  the  board  recently  on  account  of  reduction 
in  force.  Said  brakeman  is  using  his  time  in 
building  a  bungalow.  Why  blush,  Zoe,  are  you 
interested  ? 

Lacey  Brown  was  a  business  visitor  to  Philo 
last  week. 

Division  Accountant  E.  F.  Kremer  and  Ac- 
countant W.  J.  Sullivan  attended  the  account- 
ant's meeting  in  Chicago  last  month. 

We  are  very  sorry  to  have  Accountant  Sid- 
ney Watson  home  sick.  Hope  he  will  be  back 
to  work  in  a  few  days. 


ILLINOIS  CENTRAL  MAGAZINE 


63 


A  crowd  of  superintendent's  office  force 
tried  to  surprise  Miss  Lona  Lawson  on  her 
birthday  but  she  was  too  foxy  so  we  let  her 
in  on  making  the  sandwiches.  We'll  bet  she 
wished  she'  hadn't  found  out. 

Mickey  O'Byrne  and  Harold  Pingborn  be- 
lieved that  the  saying  "The  first  hundred  years 
are  the  hardest"  was  written  especially  to  apply 
to  the  new  Freight.  Train  Performance  Report. 

Miss  Helen  Brown,  our  first  trick  telephone 
operator,  has  been  off  duty  for  the  last  ten 
days  account  of  illness. 

Our  genial  Roadmaster,  Mr.  J.  L.  Downs 
and  wife,  have  just  returned  from  a  two  week's 
vacation  which  they  spent  visiting  friends  and 
relatives  in  Memphis,  Vicksburg,  and  Savan- 
nah. He  reports  having  had  a  very  pleasant 
time  during  his  sojourn  in  the  South. 

Supervisor  of  Signals  S.  C.  Hofman,  and 
wife  are  enjoying  a  two  weeks'  vacation  visit- 
ing friends  and  relatives  in  Missouri. 

They  say  nobody  loves  a  fat  man.  Never- 
theless we  are  in  receipt  of  recent  information 
to  the  contrary  from  the  vicinity  of  Manteno, 
which  place  now  seems  to  vie  with  Gibson 
City  in  popularity  with  our  jovial  B.  &  B. 
Supervisor,  Mr.  J.  J.  Sekinger. 

Instrumentman  A.  Paul  Cunningham  is  the 
proud  father  of  a  ten  pound  junior  engineer 
and  cigars  were  in  order.  Come  again,  Paul ! 

Several  of  the  office  force  have  noticed  that 
Roadmaster's  Chief  Clerk,  Mr.  T.  E.  Neary, 
spends  considerable  time  gazing  at  the  display 
windows  of  our  local  furniture  stores.  We 
wonder  why? 

Road  Supervisor's  Clerk,  Mr.  J.  W.  Bostian 
and  wife,  spent  Sunday  visiting  relatives  in 
"Egypt." 

Road  Supervisor  George  Washington  Shricl- 
er  has  lost  the  services  of  his  valued  clerk, 
"Hatchet"  Pease,  through  his  return  to  school. 
He  was  succeeded  by  "Cherry"  Mooney. 

Supervisor  of  Signals'  Clerk,  "Preacher  Wil- 
liam" Pease,  spent  the  week-end  with  home 
folks  in  Neoga. 

Supervisor  of  Signals  Hofmann  and  Fore- 
man of  Water  Service  Meskimen  have  been 
holding  a  series  of  educational  meetings  at 
various  points  on  the  Division  which  were  of 
a  very  interesting  nature. 

Miss  Viola  Monahan,  stenographer  in  Road- 
master's    office,    spent    the    week-end    in    Chi- 
cago.    Was  that  all  you  spent,  Viola? 
Mattoon  Freight  House 

Leslie  Fye,  receiving  clerk,  spent  ten  days 
in  Florida  sightseeing  during  the  month  of 
January. 

Our  genial  cashier,  "Chubby"  Welch,  and 
wife  spent  Sunday  in  Gillespie  visiting  friends 
and  relatives. 

Mrs.  E.  L.  Olmstead,  abstract  clerk,  made  ;• 
week-end  trip  to  Chicago  recently  being  called 
there  by  the  serious  illness  of  her  grand- 
mother. 

Mr.  M.  Dorsey,  freight  agent,  spent  a  very 
delightful  Sunday  with  his  daughter,  in  Pax 
ton. 


The  employes  of  the  freight  office  were 
very  much  pleased  to  receive  a  call  recently 
from  G.  E.  Patterson,  General  Superintendent ; 
J.  W.  Hevron,  superintendent,  and  C.  W. 
Davis,  trainmaster  of  the  Illinois  Division, 
and  H.  J.  Roth,  superintendent,  and  C.  A. 
Keene,  trainmaster  of  the  Indiana  Division. 
Come  again. 

J.  W.  Hevron,  superintendent,  was  in  at- 
tendance at  the  regular  monthly  meeting  and 
dinner  of  the  Mattoon  Chamber  of  Commerce, 
February  3rd  and  gave  a  very  enjoyable  talk. 

Neal  Daugherty,  receiving  clerk,  with  his 
family,  is  enjoying  a  much  needed  vacation 
and  is  basking  in  the  sunshine  of  Live  Oak, 
Florida. 

A.  Spiker,  trucker,  is  also  enjoying  the 
sunny  South  in  a  visit  to  Live  Oak,  Florida. 

Mrs.  Geo.  Fye,  wife  of  freight  house  fore- 
man, is  spending  a  few  days  in  Detroit,  Michi- 
gan, the  guest  of  her  daughter,  Mrs.  Hartley. 

Mr.  Dorsey  made  his  regular  trip  February 
17th  over  territory  from  Mattoon  to  Centralia, 
interviewing  agents  and  checking  stations. 


ST.  LOUIS  DIVISION 

Trainmaster  J.  D.  White,  East  St.  Louis, 
paid  the  division  office  a  Valentine  Day  call. 
Call  again  J.  D.,  always  glad  to  see  you. 

Mr.  W.  H.  Putcamp,  who  has  been  assistant 
roadmaster  for  the  past  several  years  on  the 
St.  Louis  Division,  moved  his  family  from 
Carbondale,  111.,  February  19,  1921,  to  Anti- 
och,  Cal.,  where  he  will  make  his  future  home. 
Mr.  Putcamp  and  family  have  resided  in  Car- 
bondale for  a  number  of  years  and  have  made 
many  friends  here  who  shall  cherish  in  their 
minds  the  many  kind  and  helpful  things  from 
the  Putcamp  family.  Mr.  Putcamp  worked 
for  many  years  for  the  Union  Pacific  Railroad, 
and  understand  he  has  considerable  property 
in  California. 

Trainmasters  W.  R.  Givens,  Mounds,  111., 
and  F.  T.  Gibbs,  Centralia,  111.,  dropped  in 


GIRLS     OP     CLERICAL     FORCE,      SUPERTN- 
TKXDENT'S    OFFICE,    CARBONDALE.     ILL. 


64 


ILLINOIS  CENTRAL  MAGAZINE 


the  division  office  for  a  few  minutes  February 
15th.  \ 

The  "ground  hog"  sure  saw  his  shadow, 
but  that  does  not  discourage  division  office 
girls  in  the  least.  They  are  posted  on  all  the 
latest  spring,  caster,  mid-spring,  late  spring 
and  early  summer  designs  and  fabrics. 

Mr.  C.  H.  Dorman,  traveling  auditor,  on 
the  St.  Louis  Division  for  the  past  two  or 
three  years,  left  February  17th  for  New  Or- 
leans, La.,  to  take  up  his  duties  in  the  same 
kind  of  work  on  that  territory.  Mr.  Dorman 
has  made  many  friends  on  the  St.  Louis  Di- 
vision and  we  wish  him  success,  which  we  are 
sure  he  will  have,  on  his  new  territory. 

Miss  B.  B.  Schuler,  clerk  for  Trainmaster 
Givens,  Mounds,  took  a  little  outing  to  Chicago 
on  February  14th  and  15th.  , 

It  is  with  much  sorrow,  indeed,  that  we  re- 
port the  death  of  Mrs.  Wm.  Costigan,  wife  of 
Road  Supervisor  Costigan,  Carbondale,  111. 
She  died  at  Holden  Hospital,  Carbondale,  111., 
February  6,  1921.  Mrs.  Costigan  made  friends 
by  the  score  and  kept  them  in  like  numbers, 
and  we  extend  our  deepest  sympathies  to  the 
bereaved  family. 

William  Baggett,  clerk,  Carbondale,  freight 
office,  has  been  in  Holden  Hospital  for  the 


past  several  days,  but  is  now  getting  along 
nicely  and  expects  to  be  back  on  the  job  soon. 

Accountant  Julia  Stearns  is  back  to  work 
after  waiting  on  her  mother,  who  has  been 
very  ill. 

Understand  Accountant  E.  B.  J.  Bush  has 
recently  purchased  a  new  home,  and  that  M. 
L.  Foley,  assistant  chief  clerk,  intends  to  go 
to  housekeeping  in  the  flats  vacated  by  E.  B.  J. 
It's  a  grand  and  glorious  feeling  "Mike." 

Geo.  Starkweather,  agent,  Dowell,  was  in 
Carbondale,  a  little  while  February  16th. 
George  recently  resigned  as  supervising  agent, 
St.  Louis  Division,  to  take  the  newly  created 
agency  at  Dowell. 

Master  Mechanic  L.  A.  Kuhns,  East  St. 
Louis,  was  in  Carbondale  for  a  short  while 
February  17th. 

Income  tax  is  again  due.  Don't  flirt  with 
Uncle  Sammie,  but  just  go  across  town  and 
square  your  account,  it  will  save  you  grief 
in  the  long  run. 

Mr.  L.  J.  Joffray,  general  fuel  inspector, 
Chicago,  dropped  in  at  the  division  office  Feb- 
ruary 18th,  to  see  us.  We  are  always  glad 
to  see  Mr.  Joffray. 

Material  Clerk  Chas.  Johnson  has  been  hold- 
ing a  very  stiff  neck  for  the  past  three  or  four 


CONDUCTORS'    QUARTET,   ST.   LOUIS  DIVISION. 


ILLINOIS  CENTRAL  MAGAZINE 


65 


weeks.    Boils,  however,  is  the  cause. 

Roadmaster  J.  W.  Kern  was  in  Centralia 
February  17th  on  business. 

J.  L.  Marley,  traveling  inspector  from  Su- 
pervisor of  Weighing  Goe's  office,  Chicago, 
was  on  the  St.  Louis  Division  February  19th. 
Mr.  Marley  recently  lived  in  Carbondale. 

Miss  Helen  Foley,  stenographer,  in  the  su- 
perintendent's office,  spent  Sunday,  February 
20th,  with  friends  in  Grand  Tower,  111. 


ST.  LOUIS  DIVISION. 

St.  Louis  Division  takes  pleasure  in  pre- 
senting to  the  readers  of  the  Illinois  Central 
magazine  the  famous  conductor's  quartet. 
These  boys  have  acceptably  entertained 
numerous  gatherings  of  the  O.  R.  C,  and  it 
is  reputed  to  be  the  only  organized  quartet 
from  this  order  in  the  United  States.  Their 
services  have  been  in  great  demand  during 
the  series  of  initiations  that  have  been  in 
progress  for  some  months.  They  were  at 
Clinton,  111.,  February  13,  and  in  all  prob- 
ability will  attend  the  big  blowout  in  Den- 
ver, March  30.  They  work  in  connection 
with  the  famous  Woodlawn  degree  team  of 
Chicago. 

They  are  from  center  (sitting)  and  left 
to  right: 

Conductor  C.  T.  Harris,  manager.  Began 
railroading  with  the  Northwestern  railroad 
in  Chicago  in  1871;  came  to  the  Illinois  Cen- 
tral at  Centralia,  Jan.  23,  1895.  Is  a  pas- 
senger conductor  and  has  been  railroading 
for  fifty  years. 

Conductor  Fay  Armstrong.  Began  rail- 
roading with  Illinois  Central,  August  25, 
1911;  made  a  conductor  June  27,  1917.  Has 
been  railroading  ten  years. 

Conductor  H.  G.  Adams.  Began  rail- 
roading in  1898.  Clerk  two  years,  then 
braking.  Made  a  conductor  in  October, 
1907.  Railroading  twenty-three  years. 

Conductor  H.  A.  Maxfield.  Began  with 
Illinois  Central  in  the  store  room  in  1899. 
Braking  1901.  Made  conductor  in  October, 
1907.  Railroading  twenty-two  years. 

Conductor  J.  R.  McFarland,  extra  passen- 
ger conductor,  Illinois  Central.  Began  rail- 
roading in  boiler  shops  in  1893.  Went  to 
braking  in  1900.  Made  conductor  in  1902. 
Served  three  years  as  night  yardmaster  in 
Centralia.  Has  been  railroading  twenty- 
eight  years. 


SPRINGFIELD  DIVISION 
Superintendent's  Office 

With  arrival  of  the  new  2-10-2  type  en- 
gines which  are  coming  to  us  with  a  very 
certain  degree  of  regularity,  it  is  quite  amaz- 
ing to  all  of  the  officers  the  interest  that  is 
being  manifested  by  employes  in  learning 
the  detailed  operation  of  these  engines.  They 
have  been  considerable  attraction  to  the  citi- 
zens of  Clinton  as  well,  and  an  overflow 
crowd  has  made  trips  to  the  roundhouse  to 
view  the  engines. 


At  the  intermeet  of  the  Rotary  Club,  Clin- 
ton, a  delegation  of  Springfield  business  men 
'made  the  trip  to  see  these  engines,  some  of 
which  were  mechanically  inclined  and  pro- 
nounced the  engines  the  latest  word  in  loco- 
motive construction.  The  interest  mani- 
fested by  the  employes  goes  without  saying, 
that  the  engines  will  be  a  complete  success 
when  placed  in  full  operation. 

Miss  Elsie  Vollrath,  formerly  stenographer 
in  the  trainmaster's  office  at  Clinton,  and 
O.  W.  Stewart,  were  married  in  St.  Louis, 
Mo.,  Wednesday,  February  23rd.  Mr.  and 
Mrs.  Stewart  will  be  at  home  after  April 
1st,  at  Clinton. 

Miss  Helen  Benson  visited  friends  in  Villa 
Grove,  February  13th. 

Marion  McClelland  has  accepted  a  posi- 
tion as  clerk  in  the  superintendent's  office. 

Mrs.  David  made  a  business  trip  to  Bloom- 
ington  recently. 

A  miscellaneous  shower  was  given  by 
Misses  Olive  Draper  and  Julia  Coffey  at  the 
Draper  Apartment,  February  14th,  in  honor 
of  Miss  Elsie  Vollrath.  The  home  was 
beautifully  decorated  in  hearts  and  flowers 
and  a  dainty  luncheon  was  served.  Miss 
Vollrath  was  the  recipient  of  many  pretty 
and  useful  presents. 

Quite  a  number  of  the  depot  force  at- 
tended the  play  "Irene"  in  Decatur  Thurs- 
day evening,  February  24th. 

Chief  Accountant  R.  Warrick  attended  a 
meeting  in  Chicago,  Thursday,  February 
24th. 

Accountant  Dean  Moore  and  wife  spent 
February  22nd  with  friends  in  Chicago. 

Dispatcher  H.  S.  Macon  has  been  off 
duty  for  some  time  account  illness,  but  we 
are  glad  to  see  him  across  the  table  once 
more. 

Mr.  H.  O.  Williamson  has  gone  to  Ran- 
toul  to  relieve  Dispatcher  Thome  for  a  few 
days. 

Mr.  O.  S.  Jackson  has  been  relieving  R.  R. 
Hollis,  who  has  been  ill. 

E.  H.  Smith,  first  operator,  Decatur,  and 
wife  have  just  returned  from  three  weeks' 
trip  in  Florida. 

Springfield  division  handled  two  train  avi- 
ators St.  Louis  to  Rantoul  during  past  week. 

Springfield  division  again  enjoying  a  good 
movement  of  oil  from  L&M,  Mt.  Olive,  re- 
ceived 37  cars  6  a.  m.,  February  22nd,  which 
were  handled  to  Clinton  in  five  hours  thirty 
minutes.  Thanks  to  Engineer  Shell,  Con- 
ductor Baughman  and  crews.  . 

Fifty-seven  oil  out  of  E.  St.  Louis  re- 
cently, 3,100  tons  moved  from  Glen  Carbon 
to  Clinton  in  eight  hours  thirty-five  minutes. 
Engineer  Jeffries,  with  engine  1552  and  Con- 
ductor McMahon  and  crew,  handling  train. 
Good  work,  let's  keep  the  good  work  going. 

It  is  interesting  to  note  that  the  move- 
ment of  manifest  and  time  freight  trains 
are  being  given  a  great  deal  of  attention  by 


GG 


ILLINOIS  CENTRAL  MAGAZINE 


all  on  the  Springfield  division.  We  under- 
stand that  all  manifest  trains  on  the  Spring- 
field division  for  10-day  period  February 
10th  to  20th  inclusive  maintained  running 
time  or  better,  except  three. 

Passenger  Conductor  C.  P.  Freeman,  who 
was  injured  several  weeks  aro  due  to  falling 
down  stairs  at  his  home,  is  improving. 

Brakeman  Willie  Gambrell  has  resigned 
from  the  service  and  will  locate  permanently 
in  Corbin,  Ky. 

Conductor  M.  J.  Kennedy  is  out  of  serv- 
ice, account  sickness. 

Thos.  Duke,  train  baggageman,  has  gone 
to  New  Orleans  on  a  short  vacation.  Mrs. 
Duke  accompanied  him. 

W.  H.  Armstrong,  engine  foreman,  has 
returned  to  work.  "Army"  was  off  duty 
week  or  ten  days  account  blood  poisoning. 

Conductor  J.  C.  Walraven  has  gone  to 
New  Mexico  for  benefit  of  his  health. 

Passenger  Flagman  F.  C.  Sallee  has  been 
granted  leave  of  absence  and  will  spend  the 
time  in  Hot  Springs,  Ark. 

Chester     Howard,     brakeman,     has     been 
serving  as  a  petit  juror  in  court  at  Spring- 
field, Illinois,  during  the  past  three  weeks. 
Clinton  Shops 

Wm.  Lane  and  wife  are  spending  the  win- 
ter with  their  son  and  family  in  Los  An- 
geles, California. 

Mrs.  Albert  McKee  made  a  business  trip 
to  Springfield,  also  visited  with  her  daughter 
in  that  city. 

Mrs.  Schell  Samuel  is  spending  a  week 
with  her  parents  in  St.  Louis. 

Miss  Flo  Drago  of  the  master  mechanic's 
office  transacted  business  in  Bloomington. 

Mrs.  James  Mackin,  daughter  and  son 
have  returned  to  their  home  in  this  city 
after  an  extended  visit  with  relatives  in 
Creston,  Iowa. 

Robert  Knight  and  wife  expect  to  leave 
within  the  near  future  for  an  extended  trip 
to  Omaha,  Nebr. 

William  Fry  has  returned  to  his  duties 
as  foreman  at  the  coal  chute  after  an  ex- 
tended illness  at  his  home. 

Wirt  Ford,  boilermaker  helper  at  the  Clin- 
ton shop  has  returned  to  his  duties  at  the 
shops  after  being  absent  two  weeks  with  a 
sprained  ankle,  which  he  received  in  an  en- 
counter with  Special  Officer  Lock  Richard- 
son. 

Engineer  John  Mclntyre  has  been  pro- 
moted to  position  of  travelling  engineer  on 
the  Springfield  division. 

Record  Clerk  Hickman,  of  the  car  de- 
partment, has  returned  to  his  duties  after 
a  visit  to  Chicago  and  the  Woolworth 
stores. 

Road  Department 

Mr.  Harry  Miller,  clerk  in  roadmaster's 
office,  visited  relatives  in  Winona,  Miss., 
last  week. 

Miss    Elizabeth    O'Brien,    clerk    to    super- 


visor at  Pana,  spent  the  week-end  in  Clin- 
ton. 

Roadmaster  Boland,  of  the  Wisconsin  di- 
vision, was  a  caller  at  this  station  Thursday, 
Feb.  24. 

Signal  Maintainer  Frank  Lynch  was  in 
Maroa  Monday  on  company  business. 

Signal  Supervisor  C.  F.  Weld  is  making 
an  inspection  of  the  Indiana  division  this 
week. 

Resident  Engineer  G.  C.  Harris  has  re- 
turned to  Clinton  from  Freeport  where  he 
spent  several  days. 

Mrs.  F.  T.  Kraft,  wife  of  instrument  man. 
is  visiting  in  Ottawa,  111. 

Mr.  J.  W.  -Staehle,  formerly  employed  as 
rodman  on  this  division,  but  now  of  Mem- 
phis, Tenn.,  spent  several  days  recently  in 
Clinton. 

Mr.  Marion  McClelland,  formerly  em- 
ployed as  rodman  in  the  engineering  de- 
partment, has  accepted  a  position  in  the 
office  of  Superintendent  Shaw. 

Mr.  P.  V.  Grimes,  water  service  foreman, 
was  in  Marine  Monday  on  company  busi- 
ness. 

Mr.  J.  J.  Ryan,  water  service  repairman, 
Springfield,  visited  friends  in  St.  Louis  re- 
cently. 

Mr.  W.  Watt,  who  is  employed  as  water 
service  foreman  at  Clinton,  will  be  trans- 
ferred to  Ramsey  in  the  near  future. 

Mr.  Wm.  Sylvester,  clerk  in  supervisor's 
office,  spent  Tuesday  in  St.  Louis. 

Section  Foreman  C.  McKinney,  Clinton 
east  yards,  recently  visited  the  county  offi- 
ces and  paid  his  income  tax. 

Motor  Car  Repairman  B.  J.  McAboy  will 
take  a  leave  of  absence  effective  March  1st 
and  will  visit  in  Wausaukee,  Wis. 

District  Engineer  M.  M.  Backus,  of  Wa- 
terloo, Iowa,  was  a  caller  in  Clinton  Thurs- 
day, Feb.  24. 

Assistant  Engineer  H.  D.  Walker,  of  Chi- 
cago, formerly  employed  on  this  division, 
spent  Sunday  visiting  friends  in  Clinton. 

Mr.  Wm.  Doyle,  son  of  Supervisor  M. 
Doyle,  will  visit  with  friends  in  Champaign 
over  the  week  end. 

B.  &  B.  Supervisor  Draper  was  in  Alvin 
Tuesday  on  company  business. 

Mr.  and  Mrs.  Noah  McMaJion  visited  in 
Springfield  Sunday. 

Signal  Maintainer  Robinson  is  off  duty 
account  of  infection  of  right  ear  and  was 
obliged  to  go  to  hospital  at  Chicago  for 
treatment.  He  is  being  relieved  by  Asst. 
Signal  Maintainer  Smith. 

Mrs.  F.  D.  Smith  and  son,  wife  of  Asst. 
Signal  Maintainer,  visited  relatives  in  Decatur 
last  week. 

Signalman  C.  A.  Mikeworth  is  confined  to 
his  home  with  illness. 

Miss  Geraldine  Reynolds,  stenographer  in 
roadmaster's  office,  visited  friends  in  Bloom- 
ington over  the  week-end. 


ILLINOIS  CENTRAL  MAGAZINE 


67 


Freight  Office,  Clinton,  111. 

Mr.  and  Mrs.  Perkins  and  daughter  were 
called  to  Marion,  Illinois,  account  of  the 
death  of  a  relative. 

Mr.  Tuttle  and  Mr.  Tellefson  of  Mr.  Mc- 
Pike's  office,  were  shaking  hands  with  old 
friends  Wednesday.  This  was  Mr.  Tuttle's 
first  visit  to  this  office  in  the  last  year,  and 
he  was  heartily  welcomed  by  old  friends. 

Crossing  Flagman  P.  Foley  is  ill  threat- 
ened with  pneumonia.  Mr.  Foley  is  being 
relieved  by  Trucker  Grant  Arnold. 

Mrs.  Josephine  Thomas,  bill  .clerk,  spent 
the  week-end  with  relatives  in  Oconee. 

Mr.  F.  C.  Clark,  of  Lake  City,  has  been 
appointed  cashier  at  Clinton  freight  office 
to  succeed  Bernard  F.  Lynch,  who  resigned 
on  account  of  his  health.  Mr.  Clark,  wife 
and  son  reside  at  602  North  Grant  Ave. 
This  makes  the  freight  force  the  most  effi- 
cient freight  house  force  on  the  Northern 
lines. 

Mr.  L.  P.  Young,  our  accommodating 
warehouse  clerk,  and  son,  Hayden,  made  a 
business  trip  to  Decatur  a  few  days  agp. 
Pete  not  being  used  to  the  city  ways  got 
lost  in  looking  at  the  tall  buildings  in  our 
fair  village  south  of  us. 

Miss  Anna  E.  Murphy,  stenographer, 
spent  Sunday  with  relatives  in  Kankakee. 

Mr.  C.  W.  Donaldson,  agent,  made  a 
business  trip  to  Springfield  recently. 

Bernard  R.  Murphy,  baggageman,  spent 
several  days  in  Chicago  last  week. 


Springfield  Station 

Mr.  Elridge  P.  Clements,  check  clerk  in 
Springfield  warehouse,  has  been  absent  for 
the  past  week  account  of  illness. 

Ferroll  McCollum,  assistant  warehouse 
foreman  in  Springfield  warehouse,  spent 
Sunday,  Feb.  20,  visiting  relatives  in  Litcb- 
field. 

A  new  strapping  machine  has  been  re- 
ceived at  Springfield  freight  house  for  use 
in  re-coopering  damaged  cartons  and  Coop- 
er Fancher  is  busily  engaged  in  using  same 
with  view  of  reducing  ihe  amount  of  claims. 

Alfred  Williams,  clerk  in  freight  office  at 
Springfield,  who  formerly  resided  in  Clinton 
is  still  making  his  week-end  trips  to  Clinton 
and  Bloomington. 

Miss  Margaret  O'Brien,  abstract  clerk  in 
local  freight  office,  and  Aliss  Anna  Herzog, 
stenographer  in  local  freight  office,  were  in 
St.  Louis  shopping  Feb.  7th. 

Account  of  wreck  on  "puzzle"  switch 
near  East  Grand  Ave.,  Tower  Train  No.  19 
was  detoured  via  the  C.  &  A.  to  E.  St. 
Louis,  running  as  second  No.  1.  Patrons 
j  along  the  C.  &  A.  line  were  amazed  at  the 
]  large  engines  the  Illinois  Central  was  run- 
ning, this  happening  to  be  engine  No.  1194, 
j  one  of  the  latest  models. 

W.  A.  Yoder,  agent  Litchfield,  was  in 
Springfield  a  few  days  looking  over  the 


tariff  file  in   freight  office. 

Mr.  O.  P.  Lowder,  traveling  claim  agent 
was  in  Springfield  Feb.  17,  in  behalf  of  the 
claim  department. 

Bruno  M.  Eggert,  clerk  in  local  freight 
office  at  Springfield,  was  re-elected  treasurer 
of  the  railway  traffic  club  of  Springfield,  an 
organization  consisting  of  rate  clerks  of  the 
railroads  of  Springfield. 

J.  J.  Stevens,  traveling  freight  and  pas- 
senger agent,  has  established  his  office  in 
the  old  B.  &  O.  ticket  office  in  the  passenger 
station  at  Springfield. 

Mr.  J.  C.  Midkiff,  who  was  absent  for  a 
few  days  account  of  having  his  hand  hurt, 
has  resumed  his  duties  as  assistant  bag- 
gageman at  Springfield. 

Mr.  J.  H.  Lord,  district  passenger  agent, 
Springfield,  received  an  annual  pass  over 
the  Beaver,  Meade  &  Englewood  railroad 
which  operates  between  Beaver  and  Frogan, 
Oklahoma,  from  Mr.  Ira  B.  Blackstock, 
1018  South  Sixth  St.,  who  is  vice-president 
of  the  company. 

Mr.  L.  H.  Bond,  district  engineer  of 
Northern  Lines,  called  on  officials  in  Spring- 
field, Feb.  17,  1921. 

Mr.  J.  H.  Lord,  district  passenger  agent, 
with  office  at  Springfield,  was  in  Jackson- 
ville Feb.  16th  on  business. 

Mr.  C.  C.  Baldwin,  freight  agent  at 
Springfield,  visited  Sunday,  Feb.  20th  in 
Pana,  with  relatives. 

Mr.  Brown,  from  freight  overcharge 
claim  office,  Mr.  Bernstein  'and  Mr.  Frye 
from  Western  Weighing  and  Inspection 
Bureau,  and  Warren  Sievers,  from  Freight 
Claim  Agent's  office,  Chicago,  were  all  call- 
ers on  Mr.  Baldwin,  freight  agent  at  Spring- 
field, Feb.  18th. 

Mr.  M.  H.  Brown,  chief  clerk,  and  Mrs. 
Nita  B.  Reavy,  assistant  cashier  at  Spring- 
field freight  office,  motored  to  Peoria  Sun- 
day, Feb.  20th. 


INDIANA  DIVISION 

Trainmaster's    Office — Indianapolis — Effing- 
ham    Districts 

General  Yardmaster  Haehl  was  off  six  days 
first  part  of  February,  account  sickness,  but 
glad  to  see  him  back  again  on  the  job.  Mr. 
A.  G.  Welk  acted  in  his  absence.  * 

Mr.  A.  G.  Welk  has  gone  to  Chicago  for  an 
operation ;  hope  he  will  be  back  with  us  soon. 

Ex-Passenger  Conductor  E.  W.  Harris  re- 
lieved Conductor  'Overburg  on  303  and  324 
the  second  week  of  February. 

W.  B.  Meyer,  yard  clerk  Indianapolis,  spent 
a  few  days  the  first  part  of  February  in  Ft. 
Wayne. 

The  new  2,900  class  freight  engines  are  now 
moving  thru  Indianapolis  at  rate  of.  about  six 
per  week,  enroute  to  Clinton ;  the  size  of  these 
engines  is  attracting  considerable  attention. 

Mr.  Joe  Cannon,  banana  clerk,  Indianapoils, 
and  wife,  were  called  to  Columbus,  Ohio,  first 
week  in  February  account  death  in  family. 


68 


ILLINOIS  CENTRAL  MAGAZINE 


Something  has  surely  been  slipped  over  on 
the  force  at  Indianapolis.  Rumor  has  it  that 
City  Engine  Foreman  J.  S.  Duncan,  who  it 
was  reported  recently,  was  interested  in  the 
movie  business,  was  heard  to  be  called  "papa." 
It  looks  like  the  cigars  should  have  been 
passed  around  quite  a  while  ago,  but  then  it 
is  not  too  late  to  do  it  yet. 

Extra  dispatcher  C  V.  Whitsell  of  Mattoon 
was  visiting  in  West  Indianapolis,  February 
14th. 

The  stork  made  a  visit  to  the  home  of  Yard 
Clerk  H.  A.  Dixon  and  left  a  nice  baby  girl 
February  12th. 

The  Palestine  I.  C.  basketball  team  will  play 
the  Burnside  team  March  4th  on  the  Palestine 
floor.  We  have  a  mighty  fine  bunch  of  play- 
ers, as  will  the  games  played  February  19th 
attest. 

H.  Brown,  machinist  at  Mattoon  shops,  vis- 
ited his  brother  in  Rock  Island,  recently. 

Miss  Harriet  Bledsoe,  stenographer  in  office 
of  Master  Mechanic  Bell,  spent  February  22nd 
in  Evansville  seeing  the  sights. 

G.  E.  Leach,  clerk  in  office  of  master  me- 
chanic, spent  February  22nd  in  Terre  Haute, 
Indiana. 

J.  L.  Warren,  assistant  accountant  in  office 
of  Master  Mechanic  Bell,  and  wife,  spent  Sun- 
day in  Peoria  attending  "Church." 

Joe  Bradbury,  stationary  engineer  at  Mat- 
toon  shops,  was  called  to  Tulsa,  Okla,  on  ac- 
count of  serious  illness  of  daughter. 

G.  E.  Leach,  clerk  in  office  of  Master  Me- 
chanic Bell,  and  mother,  are  planning  a  trip 
to  Parsons,  Kan.,  soon,  to  visit  brother  and 
son. 

There  have  been  four  new  instruments  add- 
ed to  the  "famous"  I.  C.  Band.  Interested 
persons  have  been  asking  as  to  when  they  will 
make  their  first  appearance  They  say  they 
will  make  their  first  appearance  before  the 
public  next  Christmas  evening  and  we  claim, 
if  they  do,  there  will  be  no  Santa  Claus 

Engineer  Fred  W.  Mascher  is  at  the  Illi- 
nois Central  Hospital  at  Chicago,  Ills.,  receiv- 
ing treatment  for  an  attack  of  sciatic  rheu- 
matism. 

Judging  from  the  amount  of  literature  on 
fishing  paraphernalia  which  has  been  found 
about  the  desk  of  Round  House  Foreman 
Powers,  spring  must  not  be  far  off — what 
chance  will  *the  fish  have  against  such  prepa- 
ations  ? 

Arrangements  have  just  been  made  for  the 
leasing  of  waylands  along  the  right-of-way  in 
the  vicinity  of  Indianapolis  shops,  which  is  to 
be  divided  into  plots  of  equal  •  size  and  dis- 
tributed among  employes  for  the  purpose  of 
cultivation. 

Engineer  T.  L.  Conners  has  secured  a  thir- 
ty-day leave  of  absence  for  the  purpose  of 
making  a  pleasure  trip  to  points  in  Florida  and 
Cuba.  Mrs.  Conners  will  accompany  him. 

H.  Silverman  has  disposed  of  his  automobile 
after  owning  it  but  a  few  weeks.  There's 
usually  a  reason. 

An  assignment  of  Mikado  type  engines  has 
been  received  on  the  Indianapolis  District  to 


replace  941  class  engines. 

Much  interest  has  been  aroused  along  the 
Indianapolis  District  by  the  New  Central  Type 
engines  built  by  the  Lima  Locomotive  Works, 
which  are  being  delivered  over  this  district. 
Their  immense  size  is  a  wonder  to  everyone. 
To  date,  eighteen  of  these  engines  have  been 
delivered. 

On  February  9,  1921,  Fred  Armitage  sur- 
prised his  many  friends  by  sailing  away  on  the 
sea  of  matrimony,  the  lucky  lady  being  Clovia 
Craig.  We  wish  you  much  joy,  happiness  and 
everything,  as  this  particular  sea  is  noted  for 
being  very  rough. 

Agent's  Office — Indianapolis 

Lewis  Ward  went  to  Champaign,  111.,  last 
Saturday  and  Sunday. 

W.  B.  Meyer,  chief  yard  clerk,  Wisconsin 
Street  yards,  has  been  making  several  trips  to 
Ft.  Wayne,  Ind.,  recently. 

Hine  Breman,  of  Bloomington,  was  at  the 
local  office  this  week  investigating  wire  trou- 
ble. 

Mr.  O.  Wall  and  family  spent  Sunday  at 
Robinson,  111. 

Joe  Canon  was  called  to  Columbus,  Ohio, 
Sunday  account  of  serious  illness  of  an  aunt. 

Superintendent  H.  J.  Roth  visited  the  local 
office  last  Tuesday. 

Mr.  Ben  Stone,  secretary  Illinois  Sand  & 
Gravel  Association;  Chicago  (a  former  em- 
ploye of  the  Illinois  Central),  paid  the  In- 
dianapolis office  a  visit  last  week.  "Welcome 
to  our  city,  Ben." 

Miss  L.   Mock  entertained  the  girls  at  her 
home    with    a    farewell    party    in    honor    of 
Miss  Lena   Schmoll,  who  left  for  Texas  the 
middle  of  January  on  a  leave  of  absence. 
Agent's  Office,  Bloomington,  Indiana 

Mr.  J.  M.  Morisey,  district  passenger  agent, 
with  offices  in  Indianapolis,  Ind.,  visited  us 
on  January  28th. 

Mr.  Denzil  Languell,  bill  clerk,  spent  Sun- 
day, January  30th,  in  Indianapolis,  Ind.,  visit- 
ing lady  friends. 

Mr.  C.  J.  Walker,  supervising  agent,  with 
offices  at  Mattoon,  111.,  visited  here  February 
3rd.  Guess  he  found  everything  O.  K.,  as  we 
didn't  hear  any  kick  from  him,  but  he  scarcely 
ever  does  {hat  anyway. 

Mr.  Charles  H.  St.  Clair,  until  very  recently 
our  esteemed  rate  clerk,  was  called  to  Indian- 
apolis a  few  days  ago  by  the  serious  illness 
of  his  brother-in-law. 

Trainmaster  E.  N.  Vane  visited  us  on  Feb- 
ruary llth.  We  are  always  glad  to  see  him. 

Mr.  Warren  Eller,  bill  clerk  in  the  local 
freight  office,  spent  Sunday,  February  13th,  in 
Decatur,  111.,  visiting  friends. 

Mr.  Verne  Morse,  our  freight  house  fore- 
man, was  in  Indianapolis,  February  13th,  to 
consult  an  eye  specialist. 

Mr.  A.  B.  Peterson,  cashier  in  our  local 
freight  office,  was  in  Gosport,  Ind.,  Sunday, 
February  13th,  to  attend  a  funeral. 

Mr.  Charles  H.  St.  Clair,  who  has  been  chief 
rate  clerk  in  our  local  freight  office  for  the 
past  nine  years,  resigned  on  February  17th,  to 
accept  the  position  of  assistant  traffic  man- 
ager of  Showers  Brothers  Company,  this  city. 


ILLINOIS  CENTRAL  MAGAZINE 


69 


Mr.  St.  Clair  is  a  rate  "shark,"  and  a  very 
valuable  man  for  this  office  as  well  as  the  Illi- 
nois Central  Railroad  to  lose.  We  all  wish 
him  success  in  his  new  position  and  are  sure 
he  will  make  good.  Mr.  I.  F.  Dobson,  as- 
sistant rate  i  rk  in  our  office,  succeeds  Mr. 
St.  Clair  as  rate  clerk. 

Acting  General  Superintendent  Patterson, 
Car  No.  5,  passed  over  the  Indianapolis  Dis- 
trict, February  23rd,  accompanied  by  Super- 
intendent Roth,  Trainmaster  Vane  and  Road- 
master  O'Rourke. 

Mr.  Clayton  Languell,  yard  clerk,  has  again 
resumed  his  duties  after  having  been  laid  off 
for  a  few  weeks. 

Miss  Maggie  Lanum,  claim  clerk,  spent  last 
Sunday  visiting  friends  in  Bedford,  Ind. 
Agent's    Office — Evansville,    Indiana 

Mr.  George  I.  Stocks,  formerly  with  the  L. 
&  N.  R.  R.,  has  taken  a  position  as  bill  clerk 
in  the  local  office. 

Our  girls  are  forming  a  company  of  militia 
and  are  drilling  every  night.  When  the  or- 
ganization is  completed,  they  intend  to  swoop 
down  upon  Dr.  Dowdall  and  annihilate  him 
and  his  force  for  suggesting  the  pneumonia 
vaccine. 

Answering  the  Telephone 

There  appeared  in  the  January  issue  of  the 
Illinois  Central  Magazine  an  article  regarding 
the  manner  in  which  to  answer  telephone  calls. 
There  is  another  feature  which  is  just  as  im- 
portant; that  is,  the  length  of  time  which 
elapses  between  the  time  the  telephone  bell 
rings  and  the  time  the  call  is  answered. 

A  business  man  who  is  kind  enough  to 
favor  the  Illinois  Central  with  his  traffic  should 
not  be  expected  to  wait  until  the  employe  he 
is  calling  is  ready  to  answer  the  call. 

As  we  well  know,  there  are  times  when  the 
best  of  us  become  irritable  when  forced  to 
wait  for  the  party  at  the  other  end  of  the 
line  to  answer  our  call,  and  in  many  instances 
each  of  us  has  hung  up  a  receiver  because  we 
were  "tired  of  waiting  for  the  other  fellow 
to  answer." 

Therefore,  in  order  that  our  patrons  will 
not  be  "bored  almost  to  death"  while  waiting 
for  us  to  answer,  let  us  learn  the  sound  of 
our  telephone  bells  and  answer  QUICK. 


Solicitation 

The  writer  recently  entered  a  large  hardware 
and  seed  store  and  purchased  a  small  quantity 
of  garden  seed.  While  the  clerk  was  serving 
him,  he  inquired  who  did  the  buying  of  sup- 
plies- for  the  firm.  The  clerk  stated  that  he 
did  the  buying  and  controlled  the  routing  of 
the  shipments.  The  writer  then  requested 
routing  orders  on  some  of  the  merchandise 
and  was  given  eleven  orders,  two  of  which 
covered  carload  shipments.  During  the  con- 
versation it  developed  that  the  clerk  was  man- 
ager of  the  store. 

A  timely  word  will  help  a  great  deal  in  se- 
curing new  business  for  the  Illinois  Central. 

Motion  is  two-thirds  of  Promotion.  Get 
Busy ! ! ! 

Maintenance  of  Way  Department 
That  the  spirit  of  "Charity  Begins  at  Home" 


has  not  become  lost  in  rush  and  hurly-burley 
of  making  a  living  is  evidence  by  an  act  of 
kindness  on  the  part  of  the  senior  men  in  the 
Fort  Dodge  yard  section  gang  at  Fort  Dodge, 
Iowa. 

On  account  of  the  reduction  in  force,  a 
junior  employe  was  laid  off.  It  happened  that 
he  had  a  wife  and  six  small  children,  and 
was  not  able  to  secure  work  elsewhere.  The 
men  voluntarily  went  to  their  foreman,  and 
signified  their  willingness  to  themselves-  lay 
off  enough  days  in  the  month  to  give  this 
junior  employe  employment  enough  to  equal 
their  own.  The  foreman  himself,  not  being 
able  to  lay  off,  agreed  to  contribute  to  the 
junior  employe  an  amount  equal  to  that  con- 
tributed by  each  of  the  men  laying  off.  It 
is  to  be  hoped  that  at  the  final  reckoning  acts 
such  as  this  will  find  their  reward. 


WISCONSIN  DIVISION 
Freeport 

Mr.  and  Mrs.  H.  A.  Lichtenberger,  superin- 
tendent's office,  Miss  Margaret  Wilson,  dis- 
patcher's office,  and  Earl  Grace,  trainmaster's 
clerk,  spent  Washington's  birthday  in  Chicago. 

Clarence  Winning,  of  the  freight  office  has 
taken  a  position  in  the  superintendent's  office. 

Joe  Franz,  roadmaster's  clerk,  spent  Sun- 
day in  Chicago  recently.  He  saw  "Irene" 
and  the  "Follies,"  which  he  says  are  "pretty 
swell." 

The  Misses  Frances  Lavell,  Joan  Peck, 
Frances  Manion,  Harriett  Cox,  Marguerite 
Doyle,  Madge  Gray  and  Marguerite  Ifert  and 
Mrs.  Mabel  Lordan  spent  Sunday  in  Chicago 
to  see  "Irene"  and  the  "Follies."  From  con- 
versation heard  in  the  office  since  that  time 
the  prices  of  the  bill  of  fare  must  have  been 
written  in  French. 

Cupid  has  evidently  returned  from  his  va- 
cation which  he  earned  by  his  work  of  last 
Fall,  as  he  is  again  showing  results  of  his  la- 
bors in  this  office.  Miss  Margaret  Wilson, 
dispatcher's  office,  having  recently  announced 
her  engagement  to  Mr.  Earl  Grace,  trainmas- 
ter's clerk ;  and  Miss  Mildred  Graham,  sten- 
ographer in  the  superintendent's  office,  is 
sporting  a  diamond  ring,  which  she  received 
from  Mr.  Charles  Michaels,  a  prominent  bar- 
ber of  Freeport. 

Mr.  and  Mrs.  J.  Hanna  spent  Sunday  in 
Chicago,  seeing  "Floradora." 

Mr.  and  Mrs.  F.  A.  Redican  and  Mr.  and 
Mrs.  Harry  Heath  went  to  Chicago,  Sunday, 
to  take  in  the  "Follies." 

Mr.  W.  H.  Cramer,  B.  and  B.  Foreman  on 
the  Amboy  District,  has  returned  after  a  60- 
day  leave  of  absence,  which  he  spent  in  Iowa. 
We  are  all  glad  to  see  Mr.  Cramer  back. 

Mr.  J.  Fitzpatrick,  B.  and  B.  Foreman  Free- 
port,  is  on  a  90-day  leave  of  absence,  which 
he  is  spending  in  California,  Washington, 
and  other  points. 

Supervisor  L.  Conley  and  family  have  re- 
turned from  the  Sunny  South,  where  they  en- 
joyed a  two  weeks'  vacation. 

Mr.  S.  Ifert,  waterworks  foreman,  is  in  the 
Chicago  hospital.  We  hope  he  will  soon  be 
back  with  us. 


70 


ILLINOIS  CENTRAL 


Archie  Swartze,  supervisor's  clerk,  is  con- 
fined to  his  home  on  account  of  sickness.  Bet- 
ter hurry  back  Archie,  or  your  rival  will  be 
getting  your  girl. 

Freeport  Freight  Office 

Miss  Mary  H.  Peck,  chief  clerk,  visited  in 
the  City  of  Chicago,  January  22nd,  23rd  and 
24th.  While  there  she  attended  some  very 
good  musical  comedies,  so  she  says. 

The  Misses  Joan  Peck  and  Marguerite  Ifert 
spent  the  week-end  (January  29)  in  Chicago. 

Miss  Jane  Lieber,  accountant,  is  limping 
around  the  office  quite  a  bit  the  last  week  or 
two.  She  has  some  trouble  with  her  left  foot. 

Francis  C.  Doyle,  car  clerk,  spent  the  week 
end  of  February  19th  in  Minneapolis. 

Miss  Mary  H.  Peck,  chief  clerk,  left  this 
morning,  February  19th  for  Dubuque,  Iowa. 
She  is  going  to  spend  the  next  few  days  with 
the  roadmaster's  wife,  Mrs.  Herman  Rhoads. 

Richard  S.  Sherwin,  janitor,  died  February 
17th,  1921.  He  entered  the  service  of  this 
company  in  the  capacity  of  janitor  in  1917  and 
up  to  the  time  of  his  death  made  many  friends 
among  the  office  force.  The  entire  office  force 
extend  their  sympathy  to  his  family.  Every- 
one misses  "Dick's"  cheerful  Good  Morning. 

Mr.  Eddie  Cahill  our  O.  S.  and  D.  clerk 
reports  having  a  fine  time  at  DeKalb  last 
Sunday. 

Our  friend,  Orville  Daniels,  has  joined  our 
force  again.  He  is  not  the  same  care  free 
fellow  that  used  to  work  with  us  for  he  is 
married  now. 

Mechanical  Department 

Freeport  shops  were  greatly  grieved  to  learn 
of  the  death  of  one  of  its  employes,  Mr. 
Michael  Boesen,  who  died  at  Freeport  on 
January  5th,  1921.  Mr.  Boesen  was  employed 
at  Freeport  shops  as  carpenter  on  July  2nd, 
1914.  and  was  in  continuous  service  until  the 
time  of  his  death.  He  was  a  very  faithful 
and  conscientious  worker  and  will  be  greatly 
missed  by  all.  Freeport  shop  employes  extend 
their  sympathy  to  Mrs.  Boesen  and  family. 

It  is  with  sincerest  thoughts  and  sympathy 
we  write  of  the  great  sorrow  that  has  come 
to  our  highly  respected  friend  and  Foreman 
Mr,  L.  E.  Woodward.  On  January  16th  Mr. 
Woodward's  only  daughter  died  after  a  short 
illness.  Rampna  was  a  very  lovable  girl, 
sunny  disposition  and  unusual  personality.  Her 
circle  of  friends  extended  beyond  the  usual 
high  school  girls'  •  acquaintance.  It  is  so  lit- 
tle that  friends  can  do  for  friends  in  time  of 
sorrow,  but  we  do  extend  our  deepest  sym- 
pathy to  Mr.  and  Mrs.  Woodward  and  hope 
they  may  find  some  consolation  in  knowing 
they  are  not  alone  in  their  grief. 

On  December  10th  the  office  force  of  the 
master  mechanic's  office  spent  a  very  pleasant 
evening  at  the  home  of  J.  M.  Peck,  this  being 
in  honor  of  Louis  Landgraf,  clerk  in  the  mas- 
ter mechanic's  office,  who  was  married  some 
time  ago.  Mr.  and  Mrs.  Landgraf  were  pre- 
sented with  several  useful  gifts  and  at  a  late 


hour,  or  rather  in  the  wee  small  hours  de- 
parted, wishing  Mr.  and  Mrs.  Landgraf  a  very 
happy  and  prosperous  life. 

On  February  12th  the  force  in  the  master 
mechanic's  office  had  the  pleasure  of  hearing 
Harry  Myers,  the  Yank  Cub's  famous  boy 
tenor,  in  a  song  recital. 

Compensation  notices  for  calendar  year  1920 
were  distributed  to  all  Illinois  Central  employes 
with  pay  checks  on  February  17th. 

The  Borden  Condensed  Milk  Co.  have 
opened  for  business  and  the  freight  house 
force  is  again  buckling  into  the  usual  run  of 
trap  cars. 

Dixon  Chamber  of  Commerce  in  a  recent 
drive  for  new  members,  secured  621  applica- 
tions, making  Dixon  the  largest  per  capita 
chamber  in  the  state. 

A  baby  boy  arrived  at  the  home  of  Car 
Repairer  Wm.  Reilly  last  week. 

Interchange  Clerk  McKenny  was  ill  Mon- 
day, after  a  hard  Sunday.  He  is  improving 
nicely. 

In  a  recent  issue  of  a  Lee  County  daily- 
paper,  we  note  a  farmer's  closing  out  sale  an- 
nouncement, reading  sale  will  open  at  10  a.  m., 
lunch  served  at  noon,  consisting  of  one  black 
mare,  good  brood  sow,  three  milk  cows,  200 
chickens  and  a  team  of  mules.  Some  dinner. 
Rockford 

L.  A.  Whitwood,  assistant  foreman.,  has  re- 
turned from  a  week's  visit  to  New  Orleans, 
La.,  and  says  that  the  south  has  nothing  on 
Illinois  in  the  way  of  climate. 

Mr.  C.  G.  Richmond,  superintendent  of  sta- 
tions and  transfers,  accompanied  by  Mr.  Cal- 
lahan,  visited  Rockford  station  one  day  re- 
cently. 

Sam  Northall.  of  the  delivery  department, 
has  been  confined  to  his  home  for  a  few  days 
with  a  mild  attack  of  "flu."  Sam  says  there 
is  no  pleasure  in  being  idle. 

Elmer  Gruber,  checker,  performed  the  duties 
of  assistant  foreman  during  the  absence  of 
L.  A.  Whitwood. 

Charles  Wallick,  warehouseman,  is  back  at 
work  again  after  being  laid  up  for  some  time 
with  a  crushed  foot. 

Ed.  Ray,  employed  for  the  past  year  as  as- 
sistant foreman  at  East  Rockford,  has  taken 
the  position  of  day  baggageman,  made  vacant 
by  the  resignation  of  Ed.  Gillan,  who  has  pur- 
chased a  piece  of  land  and  taken  up  farming. 
"Shorty"  Ray  is  a  popular  fellow  among  the 
patrons  of  the  Illinois  Central  here,  and  his 
success  in  his  new  position  is  assured. 

If  anyone  wished  to  know  how  many  ties 
there  were  between  Rockford  and  Seward,  just 
ask  Signalman  Howard  Young.  He  walked 
over  there  the  other  day  and  he  knows. 

Two  business  men  were  overheard  discussing 
the  business  outlook  and  one  of  them  remarked 
that  business  was  picking  up,  that  he  noticed 
a  lot  of  out-bound  freight  on  the  Illinois  Cen- 
tral platforms  and  it  was  a  sure  sign  of  in- 
creased shipping  when  the  Illinois  Central 


ILLINOIS  CENTRAL  MAGAZINE 


71 


began  to  show  signs  of  getting  swamped  with 
business  and  that  if  there  was  any  shipping 
being  done  at  all,  the  Illinois  Central  got  the 
bulk  of  it,  hence  was  a  good  business  barom- 
eter. 

Assistant  Agent  H.  R.  Aufdenspring  and 
his  boys,  both  upstairs  and  down,  have  affiliated 
with  the  Rockford  Traffic  Club,  composed  of 
Rockford's  shippers  and  railroad  men.  Ideas 
are  exchanged,  suggestions  are  offered  and 
better  shipping  conditions  discussed  are  a  few 
of  the  good  things  promoted  at  the  Traffic 
Club. 

Henry  Johnson  is  the  proud  father  of  a  fine 
baby  girl,  which  arrived  at  his  home  February 
10th. 

Foreman  D.  M.  Evans  has  invented  a  rig- 
ging to  prevent  damage  by  the  rats  and  mice 
which  infest  the  freight  house.  His  invention 
is  that  of  laying  two  sheets  of  tin  lengthwise 
of  a  platform  truck — the  tin  to  project  over 
the  edges  and  ends  of  the  truck.  Flour  and 
other  articles  liable  to  damage  are  piled  on  the 
truck  and  the  same  placed  away  from  walls 
and  freight.  The  vermin  are  unable  to  get 
by  the  tin  and  we  have  no  more  damage  from 
them. 

Bloomington 

Mr.  W.  W.  Lasher,  rate  clerk,  spent  Sunday 
and  Monday,  January  23rd  and  24th  in  Chi- 
cago. 

Contractors  Gaffin  and  Gehri,  doing  concrete 
work  at  Washington  Street  Subway,  have  re- 
sumed operations,  after  a  lapse  of  several 
weeks. 

Miss  Rose  Marie  Mill  spent  several  days  h 
Kansas  City  the  first  part  of  the  month. 

Mr.  B.  R.  Olson,  traveling  auditor,  is  with 
us  at  the  present  time,  after  a  lapse  of  about 
eight  years.  Mr.  Olson  is  not  assigned  to  this 
territory  and  we  seldom  get  to  see  him  around 
here. 

Mr.  H.  P.  Listen  was  absent  from  work 
the  first  week  of  January,  due  to  ,the  death 
of  his  mother.  Mr.  Listen  has  the  sympathy 
of  the  entire  force  here. 

Strange  how  we  are  each  and  every  one  of 
us  disappointed  at  some  time  or  other.  Miss 
Eleanor  E.  Moore  intended  to  spend  several 
days  at  Edginton,  111.,  starting  January  22nd ; 
however,  the  weather  was  so  bad  that  Miss 
Moore  was  compelled  to  postpone  her  trip. 

Mr.  Fred  A.  Hartshorn,  formally  roundhouse 
foreman,  here,  now  located  at  Freeport,  spent 
the  past  week  here. 

F.  B.  Major  and  R.  B.  Devaney  spent  sev- 
eral days  at  New  Orleans,  attending  the  Mardi 
Gras.  Both  report  a  very  enjoyable  time. 

Miss  Eleanor  Moore  is  spending  several  days 
in  Edgington,  111.,  visiting  relatives. 

Mrs.  L.  V.  Bunnell  spent  several  days  in 
Chicago,  visiting  friends. 

In  line  with  solicitation  of  business,  Conduc- 
tor Crosson,  on  train  No.  119,  the  "19th,  had 
passenger  for  Bloomington,  who  was  going  to 
Mason  City,  111.,  having  purchased  ticket  to 
Bloomington,  intending  to  go  via  the  Chicago 
&  Alton  from  Bloomington  to  Mason  City.  Mr. 


Crosson  in  conversation  with  this  passenger 
learned  passenger's  intentions  and  immediately 
explained  that  in  going  via  Clinton,  on  the  Illi- 
nois Central,  better  connections  could  be  made 
with  the  result  that  passenger  bought  ticket 
at  Bloomington  via  the  Illinois  Central  to 
Mason  City,  111. 

With  the  very  fine  weather  we  are  having, 
work  at  Washington  Street  Subway  is  pro- 
gressing very  favorably. 

We  have  learned  that  Mr.  W.  R.  Comstock, 
has  been  assigned  to  this  territory  as  traveling 
auditor,  succeeding  Mr.  P.  H.  Swain,  who  has 
been  transferred  to  territory  west  of  Missis- 
sippi, with  headquarters  at  Waterloo. 

In  line  with  solicitation  of  business  Conduc- 
tor J.  L.  Wolfe  had  two  passengers  going  to 
Sioux  City  via  Dixon  and  C.  &  N.  W.  Had 
them  buy  tickets  at  Dixon  for  Sioux  City  over 
the  Illinois  Central. 


SECTION  FOREMAN  AND  GANG  AT  TOOL- 
HOUSE,  CLOVERDALE,  ILL. 

MINNESOTA  DIVISION 
Dubuque  Terminal 

It  is  reported  that  Mr.  Hardy  bought  a 
residence  in  Dubuque.  We  would  like  to 
have  Mr.  Hardy  explain  the  object*  of  this, 
as  he  is  working  in  Waterloo. 

Frank  Cahill  has  joined  the  Boy  Scouts. 

Ray  Betts  and  Harold  Thompson  made  a 
flying  trip  to  Waterloo  this  week. 

Martin  Tappan,  caller,  can  be  seen  any 
Saturday  afternoon  gently  washing  the 
windows  of  the  yard  office. 

Frank  McCarthy,  yard  clerk,  walked  home 
from  Twenty-fifth  street  the  other  night  in  a 
cold  blizzard.  We  are  all  wondering  why? 

Art  Washburn,  the  kid  yard  clerk  from 
W-181,  is  a  regular  customer  on  No.  52 
every  evening. 

Lester  Grabow,  yard  clerk,  had  a  slight 
operation  on  his  throat  last  week.  He  has 
entirely  recovered  and  has  returned  to  work. 
We  are  all  glad  that  he  is  getting  along  so 
well. 

J.  L.  Glover  and  T.  H.  Graham  have  gone 
to  Waterloo  for  work. 

It  is  nearly  time  for  the  yard  master  to 
get  his  Nash  out  and  get  'er  going. 

John  Kaltenbach,  has  welcomed  L.  L. 
Ferber  back  to  the  fold. 


72 


ILLINOIS  CENTRAL  MAGAZINE 


Clem  Lyons,  "Shrimp,"  is  figuring  on  get- 
ting a  Ford  in  order  to  check  the  River 
Edge. 

DUBUQUE  FREIGHT 

Mr.  J.  E.  Allison,  freight  agent,  had  an- 
other hunch  not  long  ago  and  took  a  little 
trip  to  Green  Bay,  Wis.,  where  he  killed  a 
big  claim. 

Miss  Roberta  Broell  has  just  returned 
from  a  three  weeks'  vacation  in  Weeping 
Water,  Neb.,  where  she  claims  she  had  a 
wonderful  time.  She  says  the  city  was  so 
big  she  lost  her  way  every  time  she  started 
for  the  postoffice. 

Mr.  B.  L.  Bowden  is  about  the  busiest 
man  we  know  of.  He  is  waging  a  big  bat- 
tle on  "Claim  Prevention,"  and  we  seldom 
see  his  smiling  face  around  Dubuque  any- 
more. 

Mrs.  Ferd  Nigg,  stenographer,  spent  the 
week-end  with  her  husband  in  Chicago, 
where  he  has  recently  been  transferred  from 
Dubuque. 

E.  F.  McPike,  manager  of  perishable 
freight  service,  called  on  J.  E.  Allison  re- 
cently in  reference  to  heater  car  service  on 
western  lines,  of  which  the  latter  is  chair- 
man. 

Tom  Scollard,  freight  caller,  has  just  re- 
turned from  Los  Angeles,  Cal.,  where  he 
spent  the  past  two  months. 

The  Misses  Gertrude  McCarthy  ami  Ethel 
Lassance  spent  Washington's  birthday  in 


Chicago — almost!  We  can't  figure  out  what 
happened  to  queer  their  trip. 

Mr.  Allison  made  a  business  trip  last  week 
to  Manchester,  Independence  and  Central 
City. 

The  Dubuque  freight  office  was  recently 
honored  when  a  number  of  officials,  includ- 
ing Messrs.  Markham,  Baldwin,  Clift,  and 
Blaess,  made  a  thirty-minute  call  on  the 
employes,  when  passing  through  Dubuque. 
The  entire  freight  organization  was  highly 
complimented  upon  general  conditions  and 
performance  of  duty,  by  the  president.  Mr. 
Allison  accompanied  the  party  on  their  spe- 
cial train  as  far  as  Manchester,  la. 

Agents  having  inquiry  for  either  artificial 
or  Mississippi  river  ice  will  please  communi- 
cate with  Mr.  J.  E.  Allison,  freight  agent  at 
Dubuque,  la. 


WATERLOO  TERMINAL 

The  congenial  telephone  operator  from 
Dubuque  with  the  bright  mind  and  bright 
above,  visited  Waterloo  on  Washington's 
birthday.  We  understand  she  came  up  to 
say  hello  to  all  of  her  many  friends,  but 
rumor  has  it  one  friend. 

Perry  Olds,  chief  clerk  to  Supervisor 
Parker,  has  the  blues  and  is  now  spending 
his  time  in  Cedar  Falls  in  limousines,  a  short 
distance  from  the  Normal  school. 

Thos.  Flynn,  after  relieving  Conductor  T. 
Quinlan  on  train  11  and  16  on  the  main  line, 
is  again  back  in  charge  of  his  freight  run  on 


ILLINOIS   CENTRAL  R.   R.    "PACIFIC"    TYPE   ENGINE   1099.   DECORATED   IN  HONOR   OF 
ITS   DECEASED  ENGINEER,   GEORGE  BARNETT. 


ILLINOIS  CENTRAL  MAGAZINE 


73 


the  Albert  Lea  district.  All  of  his  many 
friends  along  the  line  are  pleased  to  see  him 
back  on  the  job. 

Yardmaster  H.  O.  Dahl  is  again  back  to 
work  after  a  short  vacation.  Rumor  has  it 
that  he  pulled  several  of  the  finny  tribe 


through  holes  in  the  ice. 

A.  G.  Muncey,  ice  foreman  at  Waterloo, 
received  word  a  few  days  ago  from  his  son, 
who  is  in  the  navy,  located  at  Municipal 
Pier,  that  he  received  orders  to  leave  for 
sea,  and  Mr.  Muncey  has  left  for  Chicago 
to  visit  his  son  for  a  few  days  before  he 
leaves  on  his  extended  voyage. 


Whistling  Engineer  Dies  After  Long 

Illness. 

George  Barnett,  aged  53  years,  a  veteran 
engineer  of  Memphis,  died  Jan.  16th,  of 
anemia.  He  was  one  of  the  best  known  and 
beloved  employees  on  the  system,  and  the 
blow  of  his  whistle  was  familiar  to  nearly 
every  man,  woman  or  child  from  Memphis 
to  Canton,  Miss.  He  is  survived  by  his 
aged  mother,  his  widow  and  eight  children. 
Out  of  respect  to  Mr.  Barnett  his  engine 
1099  was  withdrawn  from  service  from  the 
time  of  his  death  until  after  the  funeral.  It 
was  beautifully  decorated  with  floral  pieces. 
The  following  poem  was  written  and  dedi- 
cated to  Mr.  Barnett  by  Mr.  Wm.  Frost,  air 
room  fitting  foreman, 

In  Memoriam. 
"His  wheels  of  life  are  still, 
No  signal  guides  his  way, 
The  hand  of  grim  death, 
At  the  throttle  of  life, 
Has  taken  him  from  the  fray. 
His  rails  are  fleecy  clouds  of  white, 
That  light  him  on  the  darkened  night, 
No  whistles  blow,  no  bells  they  ring, 
Just  an  -anthem  sweet, 
As  the  angels  sing, 
A  welcome  to  a  future  friend, 
Who  has  brought  his  train 
To  the  journey's  end. 


GEORGE  BARNETT, 


KENTUCKY  DIVISION 

Kentucky  division  still  has  on  hand  sev- 
eral red  maple  and  elm  shade  trees.  Sec- 
tion foremen,  agents  and  others  who  desire 
same  for  use  in  beautifying  and  improving 
the  appearance  of  company  property  should 
make  application  to  roadmaster  for  as  many 
trees  as  they  will  need,  so  that  the  trees 
may  be  set  out  now  while  the  ground  is 
open. 

During  the  past  month  the  Kentucky  di- 
vision has  been  honored  by  receiving  visits 
from  quite  a  large  number  of  general  offi- 
cers and  officials,  who  inspected  our  prop- 
erty and  the  lines  in  Kentucky.  On  Febru- 
ary 1st,  Superintendent  Hill  stopped  over 
at  Princeton  enroute  to  Nashville.  On 
February  3rd,  General  Superintendent  Egan 
stopped  at  Princeton  over  night,  leaving  for 
Louisville  the  next  day.  On  February  19th, 
Mr.  W.  L.  Tarbet,  land  and  tax  commis- 
sioner, moved  over  the  division  from  Padu- 
cah  to  Louisville  on  train  122.  On  Febru- 
ary 22nd,  Mr.  A.  F.  Blaess,  engineer  main- 
tenance of  way,  moved  over  the  division 
from  Paducah  to  Louisville  on  train  102. 


74 


ILLINOIS  CENTRAL  MAGAZINE 


On  February  24th,  Mr.  C.  M.  Kittle,  senior 
vice-president,  was  in  Louisville.  On  Febru- 
ary 25th,  Mr.  C.  M.  Kittle,  senior  vice-presi- 
dent; Mr.  L.  W.  Baldwin,  vice-president; 
General  Superintendent  Egan,  Superinten- 
dent Hill  and  Roadmaster  Glynn  moved 
over  the  division  from  Louisville  to  Prince- 
ton on  train  121,  thence  over  the  Evansville 
district  from  Princeton  to  Evansville  on 
train  302. 

Mr.  J.  H.  Eaker,  assistant  chief  dispatcher, 
and  Mrs.  Eaker  left  Princeton  February  9th 
for  a  nice  vacation  trip  through  the  west. 
Their  first  stop  was  at  Phoenix,  Ariz.  From 
Phoenix  they  will  go  to  Los  Angeles,  San 
Francisco  and  San  Diego,  Calif.,  returning 
home  by  way  of  Denver,  Salt  Lake  City  and 
Chicago.  They  expect  to  be  gone  about 
three  weeks. 

Trainmaster  T.  A.  Downs  and  Mrs. 
Down  left  Princeton  February  21st  for  Los 
Angeles,  where  they  will  visit  Mrs.  Downs' 
sister,  who  is  now  residing  in  the  California 
city. 

Dispatcher  L.  K.  Butler  and  Mrs.  Butler 
have  returned  from  vacation  trip  to  Cuba 
and  Florida  winter  resorts. 

Mr.  George  Newman,  telegraph  operator 
at  Princeton  was  absent  from  his  work  the 
latter  part  of  January,  account  of  illness. 

District  Engineer  Crugar  and  Roadmaster 
Glynn  inspected  facilities  at  Princeton,  Jan- 
uary 27th. 

Chief  Accountant  R.  D.  Miller  and  Mrs. 
Miller  have  returned  from  vacation  trip  to 
Florida  winter  resorts. 

Assistant  Engineer  Carney  was  at  Camp 
Knox  and  Red  Hill,  February  14th. 

Mr.  T.  G.  Tierney,  special  accountant,  has 
been  checking  work  authorities  at  the  Louis- 
ville office  during  the  past  month. 

Miss  Glynn  Mackin,  grandniece  of  Road- 
master  Glynn,  accompanied  Mr.  Glynn  on 
his  regular  trip  over  the  Kentucky  division 


during  the  past  week.  All  who  had  the 
pleasure  of  meeting  Miss  Mackin  were 
charmed  with  her  simple  gracious  manner 
and  winning  personality. 

Miss  Marion  Waggoner,  clerk  in  the 
bridge  and  building  department  at  Prince- 
ton, was  in  Paducah  January  27th  to  see 
the  performance  of  Guy  Bates  Post  in  "The 
Masquerader"  and  afterwards  was  the  host- 
ess of  a  dinner  party  given  in  honor  of  her 
friends  at  the  Palmer  House. 

Mr.  Edward  Acree,  clerk  in  agent's  office 
at  Hopkinsville,  has  returned  home  after  a 
successful  operation  for  appendicitis  at  the 
Paducah  hospital. 

Mr,.  Leslie  Small  will  be  the  new  claim 
agent  on  the  Paducah  district  March  1st, 
succeeding  Mr.  H.  M.  Anthony,  who  will  re- 
turn to  the  Iowa  division. 

Mr.  Charles  Johnson,  pumper  at  Caney- 
ville,  who  was  operated  on  at  Paducah  hos- 
pital for  appendicitis,  has  now  returned  to 
work  after  making  a  successful  recovery. 

Miss  Mabel  Hoover,  telephone  operator 
at  Princeton,  is  confined  to  her  home  at 
Scottsburg  account  of  illness. 

Mr.  Elmer  Harris,  waterworks  repairman 
at  Paducah,  is  undergoing  treatment  for 
stomach  trouble  at  Paducah  hospital. 

Mr.  M.  J.  Price  has  been  appointed  clerk 
of  Supervisor  Hilliard  at  Louisville,  suc- 
ceeding Mr.  Hugh  Hunsaker. 

Mr.  Alvin  Pritchard  has  been  appointed 
private  secretary  to  Superintendent  Hill, 
vice  Clarence  Yost,  resigned  to  accept  other 
employment. 

Mr.  C.  R.  Knowles,  superintendent  of 
water  service;  Mr.  I.  B.  Tanner,  formerly 
water  supply  foreman  of  the  Kentucky  di- 
vision; Mr.  Will  Nelson  of  Jos.  E.  Nelson  & 
Sons;  Mr.  Dan  Lee  of  Fairbanks,  Morse  & 
Co.,  and  Mr.  H.  R.  Reid,  engineer  of  water 
service,  Louisville  &  Nashville  R.  R.,  in- 
spected pumping  station  at  Liberty  Lake, 


n  by  Clerk  of  Bridge  i  Building  Dept 
Princeton  Ky. 


ILLINOIS  CENTRAL  M.ICAZIXF. 


Princeton,  and  the  new  pumping  station  at 
Dawson  Springs  on  February  9th. 

Col.  I.  B.  Tanner,  formerly  water  supply 
foreman  of  the  Kentucky  division  and  Train- 
master J.  B.  Thomas,  attended  the  Knights 
Templar  banquet  at  Princeton,  February 
18th. 

Miss  Marion  Waggener,  supervisor's  clerk 
at  Princeton,  will  visit  Europe  early  in  the 
summer  as  a  member  of  a  party  of  young 
people  accompanying  the  Temple  tour  of 
Europe  for  the  year  1921.  The  party  will 
visit  the  battlefields  of  the  Great  War  be- 
fore returning  home. 

Messrs.  Heil,  Rice  and  Brevard  of  the 
engineering  department  were  in  Princeton, 
February  9th  and  24th. 

District  Engineer  Crugar  and  Roadmaster 
Glynn  inspected  that  part  of  the  Evansville 
district  between  Princeton  and  Hopkinsville 
February  16th. 

Mr.  A.  F.  Blaess,  engineer  maintenance 
of  way,  and  Roadmaster  Glynn,  inspected 
Paducah  yards  and  visited  Paducah  hospi- 
tal on  February  22nd. 

Mr.  H.  I.  Johnson  of  the  Louisville  ac- 
counting force  was  at  Cedar  Bluff  Quarry, 
February  25th,  checking  accounts. 

Dispatcher  Albert  Pitzer  and  Mrs.  Pitzer 
are  attending  the  Automobile  Show  at  Louis- 
ville this  week. 


Mr.  John  T.  Kavanau.;h,  supervisor's  clerk 
at  Louisville,  died  at  the  home  of  his  uncle, 
Patrick  Glynn,  in  Louisville,  on  February 
19th,  and  was  buried  at  Louisville,  February 
21st.  In  the  death  of  "Happy  Jack,"  as  he 
was  familiarly  known  to  his  friends,  Super- 
visor Milliard  loses  an  excellent  clerk,  and 
the  section  foremen  of  the  Louisville  dis- 
trict have  lost  a  very  good  friend;  albeit,  he 
was  also  their  stern  monitor;  exacting  at 
all  times,  and  insisting  upon  correct  reports 
and  faultless  time  rolls.  He  was  naturally 
talented,  high  principled,  witty,  eloquent  and 
sociable,  and  although  for  the  greater  part  of 
his  life,  he  carried  a  heavy  burden  of  afflic- 
tion, he  never  complained.  He  was  loyal  to 
the  company  and  he  exacted  loyalty;  he 
loved  many  men,  but  he  loved  his  own  men 
best.  His  mind  wa-s  eager,  his  heart  was 
true,  his  body  and  spirit  defiant  of  obstacles, 
ready  to  meet  what  might  come.  Wherever 
he  worked  he  did  his  part  of  the  hardest 
work;  and  throughout  his  life  he  kept  his 
conscience  as  his  guide.  His  presence  will 
be  missed  around  the  Louisville  office  for 
many  da^s  to  come. 

Mr.  K.  M.  Houtchins,  the  genial  repre- 
sentative of  the  Railway  Educational  Bureau, 
who  has  been  on  the  Kentucky  division  for 
the  past  month  enrolling  students  for  the 
bureau's  correspondence  courses,  is  very  en- 


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76 


ILLINOIS  CENTRAL  MAGAZINE 


thusiastic  when  speaking  of  the  reception 
accorded  him  among  the  employes  of  the 
Kentucky  division.  Mr.  Houtchins  states 
that  he  has  traveled  all  over  the  United 
States  and  has  enrolled  students  on  eighty- 
five  different  railroads,  but  that  nowhere 
has  he  met  with  the  reception  accorded  him 
on  the  Kentucky  division.  To  date  he  has 
enrolled  thirty  more  students,  than  he  en- 
rolled on  any  other  division  of  the  system, 
and  he  has  not  as  yet  been  over  the  Evans- 
ville  district.  Mr.  Houtchins  states  that  if 
the  employes  progress  in  their  studies 
equals  their  enthusiasm  that  the  Kentucky 
division  will  have  the  most  efficient  organi- 
zation of  employes  on  the  system. 

Miss  Ann  Sweeney,  our  sylphlike  stenog- 
rapher, and  Mrs.  Nance  McGregor,  the 
pretty  and  talented  utility  clerk  of  the  Louis- 
ville office  force,  were  Sunday  visitors  in 
Princeton,  February  13th. 


KENTUCKY    DIVISION 

Mr.  C.  V.  Dudderar,  formerly  accountant  at 
Camp  Knox,  Ky.,  has  been  appointed  to  fill 
the  same  position  in  the  local  office,  yice  Mr. 
B.  M.  Skees,  who  transferred  to  Camp  Knox 
in  Mr.  Dudderar's  place. 

Several  of  the  clerks  of  this  office  have  suf- 
fered recently  from  the  grip.  The  most  se- 
vere case  was  registered  by  our  chief  clerk, 
Mr.  E.  M.  Shaughnessy,  who  complained  of 
having  weak  knees  on  his  return  to  the  office 
to  resume  his  daily  chores. 

The    Passing   Throng 

Mr.  Walter  Smith  bowed  to  the  schemes 
of  "CUPID"  and  left  the  ranks  of  the  sin- 
glemen.  He  was  married  to  Miss  Elsie  Rus- 
sell on  January  the  7th.  in  Jeffersonville,  Ind. 

Mr.  Allen  Bruckter  traveled  to  New  Albany, 
Ind.,  in  company  with  Miss  Mary  E.  Logan, 
on  February  1st.  While  there  they  joined  the 
matrimonial  ranks. 

Mr.  Charles  Arthur  Miller,  formerly  of  this 
office,  but  at  present  forming  part  of  the 
special  agent's  staff,  joined  hands  with  Mis 
Alma  Hopkins  on  Valentine's  night  when  the 
minister  pronounced  the  words  "I  PRO- 
NOUNCE YOU  MAN  AND  WIFE."  There 
was  quite  a  large  assembly  of  guests,  but  the 
most  conspicuous  were  the  boys  from  the  lo- 
cal office  who  witnessed  the  ceremony  per 
formed. 

The  superstitious  belief  that  when  the 
ground  hog  sees  his  shadow  we  would  have 
good  weather,  was  knocked  in  the  head  on 
February  19th.  For  when  the  people  of  this 
city  arose  early  in  the  morning  they  were 
greeted  with  some  beautiful  snow  which  cov- 
ered the  ground  and  which  continued  to  fall 
throughout  the  day  with  never  a  minute's  in- 
termission. 


TENNESEE   DIVISION 

Mechanical  Department 
Mr.  L.  P.  Streeter,  air  brake  engineer,  spent 
a  week  at  Jackson  during  January. 

Mrs.  A.  R.  Sykes,  wife  of  our  general  fore- 


man at  Jackson  is  out  again  after  being  con- 
fined to  her  room  with  fever  for  several  days. 

Mr.  L.  Grimes,  master  mechanic  spent  a 
week  in  Chicago  recently,  attending  a  meeting 
of  the  master  mechanics. 

Traveling  Engineer  Harrington,  was  called 
to  Sioux  Falls,  Iowa,  account  sudden  death  of 
his  brother. 

Mr.  C.  W.  Wilson,  government  inspector, 
paid  Jackson  shops  a  short  visit  on  the  25th. 

Mr.  H.  O.  Voegeli,  chief  accountant,  attend- 
ed meeting  of  the  accountants  in  Memphis  on 
January  26th. 

Machinist  Edgar  Little,  who  was  operated 
on  at  the  Civic  League  Hospital,  is  out  again 
and  will  soon  be  able  to  return  to  work. 

We  are  glad  to  report  that  most  of  the 
mechanics,  recently  caught  in  the  reduction  of 
forces  have  obtained  employment  at  the  M.  & 
O.  shops  in  the  city,  and  hope  the  time  will 
come  when  they  can  again  be  called  back  home. 

Machinist  Helper  G.  C.  Wilson  had  the  mis- 
fortune to  get  his  left  arm  caught  in  drill 
while  operating  drill  press  and  received  a  bad 
cut  on  wrist,  besides  having  the  muscles  of 
his  arm  badly  wrenched,  suffering  intense  pain. 
We  hope  "Dock"  will  recover  rapidly  and  be 
back  at  work  soon. 

Master  Mechanic  Grimes  held  safety  meet- 
ing in  his  office  recently  and  after  receiving 
report  of  Shop  Safety  Committee  discussed 
various  safety  ways  and  means  to  keep  the 
Jackson  shop  personal  injuries  down  to  a  mini- 
mum. 

Despite  the  hard  times  that  have  hit  Jackson 
shop,  the  stork  has  been  very  busy,  having  left 
a  fine  boy  at  the  home  of  Boilermaker  Smith 
and  girls  at  the  homes  of  Engine  Inspector 
Williams  and  Boilermaker  Helper  Wells. 
These  men  have  been  wearing  the  smile  that 
won't  come  off. 

Boilermaker  Helper  Joe  Weir  at  last  decided 
that  two  could  live  as  cheap  as  one,  and  made 
a  flying  trip  out  in  the  country  near  Den- 
mark, Tenn.,  and  brought  back  a  pretty  little 
girl  that  is  now  Mrs.  Weir.  The  young  cou- 
ple have  the  hearty  congratulations  and  best 
wishes  of  the  entire  shop. 

Mr.  Joe  H.  Albritten,  clerk  round  house 
spent  the  week-end  with  friends  ???  in  Pop- 
lar Bluff,  Mo.,  last  week. 

Mr.  J.  A.  Brown,  car  clerk,  is  able  to  be  at 
work  again  after  being  off  several  days  ac- 
count of  sickness. 

Robt.  H.  White,  apprentice,  has  been  mak- 
ing regular  trips  to  Paducah  for  the  last  few 


MURINE   EYE   REMEDY. 

Murine  Allays  Irritation  Caused  by 
Smoke  —  Cinder  —  Alkali  Dust  —  Strong 
Winds.  Should  be  used  for  all  Eyes  that 
Need  Care.  These  suggestions  must  surely 
Appeal  to  Men  in  all  branches  of  Railway 
Service.  See  Murine  Eye  Remedy  Co.  Ad- 
vertisement in  this  issue  and  write  for  their 
Book  of  the  Eye. 


ILLINOIS  CENTRAL  MAGAZINE 


77 


ilt 


aitiott 


The  Railroad  Timekeeper  of  America" 


WE  owe  our  Limiteds  that  flash  from  city  to 
city,  our  fast -sparking  automobiles  that  shorten 
formerly  long  drives,   and  those  machine-guns  so 
marvelously  timed  that  they  shoot  between  the  swiftly- 
revolving  blades  of  aeroplane  propellers. 

Back  of  each  is  an  accurately-timed  schedule. 

Back  of  our  railroad  schedules  is  the  Hamilton — a 
watch  so  accurate  that  it  is  the  most  popular  time- 
keeper in  use  today  among  railroad  men. 

Charles  Hamilton,  the  efficient  engineer  shown 
here,  runs  the  Bangor  Flyer — one  of  the  longest 
hauls  on  the  B  &  M.  He  has  been  with  the  Boston 
&  Maine  48  years.  He  runs  the  Bangor  Flyer  by  a 
Hamilton  Watch. 

When  you  buy,  inspect  the  Hamilton  models  that  railroad 
men  favor,  particularly  No.  992  (16  size,  21  jewels). 
Hamilton  Watches  range  in  price  from  $40  to  $200;  move- 
ments alone,  $22  (in  Canada  $25)  and  up.  Send  for  "The  Time- 
keeper"—  an  interesting  booklet  about  the  manufacture  and 
care  of  fine  watches.  The  different  Hamiltons  are  illustrated 
and  prices  given. 

HAMILTON    WATCH    CO.,    Lancaster,    Pa. 


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78 


ILLINOIS  CENTRAL  MAGAZIXE 


Sundays.     Who  is  the  young  lady  Bob??? 

Adron  Hart,  machinist  helper,  who  was  op- 
erated on  at  I.  C.  Hospital  at  Paducah,  will 
soon  be  able  to  be  at  work  again. 

Boilermaker  M.  H.  Larkin  was  in  Chicago 
on  personal  business  a  few  days  ago. 

Car  Inspector  J.  T.  McGlaughlin,  who  was 
operated  on  at  the  I.  C.  Hospital  at  Paducah, 
is  reported  to  be  doing  nicely. 

Mr.  G.  L.  Rodenbaugh,  general  foreman  at 
Dyersburg,  is  wearing  a  smile  that  wont  rub 
off,  he  is  nice  and  kind  to  all  his  men  and  also 
to  his  9-pound  girl. 

Mr.  G.  S.  Gullege,  accompanied  by  Mr.  C.  C. 
Anderson  and  G.  W.  Wilkerson,  old  resigned 
car  men  of  Dyersburg,  made  a  business  trip  tc 
Fulton,  February  14th. 


"LET'S  LIVE" 
Rufus   Kemp,   Jr. 

Let's  not  pretend — that's  camouflage — 
When  we  can  realize  our  dreams  ; 
Let's  really  live  like  your  Mirage. 
For   in   Old    Sol's   brightest   gleams 
E'en  bits  of  glass  are  priceless  gems. 

Our  paths  are  strewn  with  beauty  rare, 
If -we  would  make  our  eyes — but  see, 
And   list  to  the  enchanting  air 
Of  warbling  birdies  in  the  tree ; 
And   nature's    intermingled   hymns. 

So  we  can  be  whate'er  we  will. 
If  we  have  faith  in  Him  above  ; 
And  e'er  enjoy  his  goodness,  'till 
We  cease  to  know  the  God  of  Love, 
Aiid  fling  aside  our  faith  in  Him. 

Transportation  Department 
Recently,    a    geologist  made    a    survey    and' 
found  a  number  of  live  oil  beds  in  Winston 
County,  Alabama.     It  is  expected  that  produc- 
tion will  begin  at  once  and  that  it  will  mean 
much  to  the  Illinois  Central  Railway  with  the 
principal  shipments,  as  Haleyville  is  the  chief 
shipping  point  of  the  county. 

The  business  men  at  Haleyville  have  ar- 
ranged to  establish  a  Bureau  of  Information 
in  the  Traders  &  Farmers  Bank  building  for 
the  benefit  of  the  traveling  public.  Guides 
and  other  matter  will  be  furnished  at  once. 

Mr.  W.  H.  Wright,  general  foreman,  has 
been  away  for  several  days  on  business  at  the 
interest  of  the  company. 

Mr.  Albert  C.  Mann,  vice  president  of  pur- 
chases of  supplies  has  recently  made  a  visit 
over  the  B'ham  District. 

Condr.  J.  A.  Cunningham,  and  wife  are 
spending  a  few  days  in  Florida  this  month. 

Fireman  W.  T.  Fuel,  has  again  been  sent  to 
the  hospital  at  Paducah,  Ky.,  where  he  will 
undergo  another  operation.  It  is  thought  that 
lie  will  soon  recover  and  resume  his  duties. 


Conductor  J.  J.  Powell,  Haleyville,  Ala.,  has 
been  highly  complimented  by  the  superintend- 
ent for  his  active  interest  in  securing  addi- 
tional business  for  the  Illinois  Central. 

Mr.  F.  P.  White  chief  clerk  to  trainmasters, 
is  back  at  work  after  a  short  stay  in  the  hos- 
pital, the  result  of  an  injured  knee. 

Miss  Vivian  Williams,  stenographer  spent 
Tuesday  in  Memphis  shopping. 

Mr.  L.  B.  Ryan,  in  company  with  Mr.  Rufus 
Kemp,  Jr.,  left  for  St.  Louis  Saturday  even- 
ing, where  Mr.  Ryan  took  unto  himself  a  bride. 
Mrs.  Ryan  was  formerly  Miss  Frances  Mun- 
roe  of  Kenton,  Tenn.,  and  is  a  very  charm- 
ing young  lady.  The  young  couple  have  a 
wide  circle  of  friends  in  Fulton,  who  wish  for 
them  much  happiness. 

Mr.  R.  C.  Pickering  spent  an  evening  in 
Paducah  not  long  since. 

We  are  very  sorry  to  learn  of  the  death  of 
Mrs.  T.  F.  Linton,  mother  of  H.  C.  Linton, 
timekeeper  Fulton  Division  office.  We  extend 
to  Mr.  Linton  and  his  family  our  deepest  sym- 
pathy in  the  time  of  their  bereavement. 

Mr.  C.  R.  Young,  superintendent,  was  in 
Birmingham  and  Memphis  this  week. 


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Welcome  surprises  await  you  in  the  large  amount  of 
furnishing  you  can  do  at  small  expense.  High  quality 
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ILLINOIS  CENTRAL  MAGAZINE 


Misses  Lois  Covington,  Helena  Workman 
and  Vernita  Tribble,  stenographers  superin- 
tendent's office  Fulton,  spent  George  Washing- 
ton's birthday  in  Memphis,  shopping. 

Mr.  Robert  Witty  and  Mr.  Waymond  Camp- 
Mi  file  clerks  this  office  were  in  St.  Louis 
one  day  this  week. 

Mr.  Enloe  West,  clerk,  superintendent's  of- 
fice, made  a  business  trip  to  Madisonville  re- 
cently. 

Mr.  Herbert  Rankin,  clerk  superintendent's 
office,  has  resumed  his  duties  after  several  days' 
illness. 

P.  M.  Newhouse,  timekeeper,  and  wife,  spent 
Washington's  birthday  in  St.  Louis  with  rela- 
tives and  friends. 

J.  F.  Williams,  yard  clerk,  has  been  trans- 
ferred from  Fulton  to  Jackson,  Tenn.  Some- 
body said  :'No  more  chocolate  milks  for 
Trib." 

Mrs.  B.  Burges  visited  relatives  in  Mem- 
phis, Tuesday,  February  22nd. 

Hard  and  hardly  fair,  the  force  on  the 
freight  train  performance  report  had  to  work 
on  Washington's  birthday,  while  the  rest  of 
the  office  force  enjoyed  a  holiday. 

General  Agent's  Office,  Birmingham,  Ala. 

Messrs.  A.  E.  Gift,  C.  R.  Young  and  T. 
T.  Keliher  made  Birmingham  a  short  visit 
coming  down  to  meet  Central  of  Georgia 
officials,  L.  A.  Downs,  Vice-President  and 
General  Manager,  H.  D.  Pollard  Gen.  Supt. 
C.  Baldwin,  Supt.  and  W.  J.  Poole  Chief 
Special  Agent  relative  to  Police  protection, 
Birmingham  Terminals. 

Mr.  W.  B.  Ryan,  AGFA  Memphis  made 
us  a  short  visit  looking  into  some  ware- 
house leases. 

Our  new  local  Agent,  Ben  Herring  sure 
is  doing  some  sood  work  and  he  says,  "lets 
keep  it  up".  Hurrah  for  Mr.  Herring. 

Mr.  J.  M.  Hoar  Ass't.  Engineer,  Fulton 
was  in  Birmingham  making  estimates  on 
warehouse  for  leasing. 

Mr.  E.  F.  Stovall,  General  Agent  spent 
part  of  the  week  in  Florida  retaive  increas- 
ing our  tonnage  from  that  section. 

Mr.  L.  W.  Collier  was  called  to  St.  Louis 
on  account  of  the  aeath  of.his  brother. 

Chief  Clerk  H.  B.  Hewitt  and  wife  spent 
the  week  end  in  Selma,  Ala.  visiting  relatives. 
He  reports  the  Merchants  and  Farmers  in 
that  section  are  very  optimistic  over  future 
business  outlook. 

N.  B.  Camp,  TFA  Jacksonville,  Fla.  has 
been  called  to  Asheville,  N.  C.  account  of 
serious  illness  of  his  sister. 

Supt.  of  Terminals  E.  M.  Mohlcr  is  still 
straightening  the  "k'nks"  out. 


MISSISSIPPI  DIVISION 

Mr.  L.  S.  Houston,  chief  dispatcher,  Mis- 
sissippi Division,  has  gone  to.  Chicago  for 
medical  treatment  at  the  Illinois  Central  Hos- 
pital. His  place  is  being  filled  while  he  is  off 
by  Mr.  J.  M.  Colson,  one  of  the  trick  dis- 
patchers. 


Railway  t> 
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  60c  per  bottle. 


The  Murine  Eye  Remedy  Co., 
Chicago,  will  mail  Book  of 
the  Eye  Free  upon  request. 


Tobacco  Habit 

BANISHED 

Let  Us  Help  You 


I 
I 
I 

I 
I 

I 


No  craving  for  tobacco  in  any 
form  after  you  begin  taking  Tobacco 
Redeemer.   Don't  try  to  quit  the  tobacco 

habit  unaided.  It's  often  a  losing  fight  against  heavy 
odds  and  may  mean  a  serious  shock  to  the  nervous 
system.  Let  us  help  the  tobacco  habit  to  quit  YOU. 
It  will  quit  you,  if  you  will  just  take  Tobacco  Re- 
deemer according  to  directions.  It  is  marvelously 
quick  and  thoroughly  reliable. 

Not  a  Substitute 

Tobacco  Redeemer  contains  no  habit-forming 
drugs  of  any  kind.  It  is  in  no  sense  a  substitute 
for  tobacco.  After  finishing  the  treatment  you 
have  absolutely  no  desire  to  use  tobacco  again  or 
to  continue  the  use  of  the  remedy.  It  makes  not 
a  particle  of  difference  how  long  you  have  been 
using  tobacco,  how  much  you  use  or  in  what  form 
you  use  it— whether  you  smoke  cigars,  cigarettes, 
pipe,  chew  plug  or  fine  cut  or  use  snuff.  Tobacco 
Redeemer  will  positively  remove  all  craving  for 
tobacco  in  any  form  in  a  few  days.  This  we  abso- 
lutely guarantee  in  every  case  or  money  refunded. 

Write  today  for  our  free  booklet  showing  the 
deadly  effect  of  tobacco  upon  the  human  system 
and  positive  proof  that  Tobacco  Redeemer  will 
quickly  free  you  of  the  habit. 

Newell  Pharmacal  Company, 
Dept.6Ol  St.  Louis.  Mo. 


Please  mention  this  magazine  when   writing  to   advertisers 


80 


ILLINOIS  CENTRAL  MAGAZINE 


Mrs.  Q.  B.  Gray,  wife  of  Operator  Gray 
Yard  Office,  Water  Valley,  has  been  quite  ill 
and  is  how  in  Memphis  for  medical  treatment. 

Mr.  Aubrey  Murray,  employed  as  clerk  in 
master  mechanic's  office,  is  confined  to  his  bed, 
having  serious  case  of  pneumonia. 

The  sympathy  of  the  entire  division  is  ex- 
tended to  Mr.  W.  M.  Ledbetter,  agent  at 
Sturgis,  Miss.,  account  of  the  recent  death  of 
his  mother. 

Mr.  J.  D.  Walker,  employed  in  the  mechan- 
ical department  at  Water  Valley,  was  take- 
suddenly  ill  and  was  carried  to  the  Water 
Valley  Hospital  for  treatment,  where  he  died 
on  February  2nd.  This  young  man  belonged 
to  a  prominent  family  of  Water  Valley.  Sym- 
pathy is  extended  to  his  young  wife  and  rela- 
tives in  their  sad  bereavement. 

Clarke  Chrisp,  son  of  Mr.  E.  F.  Chrisp, 
formerly  an  old  employe  of  the  Illinois  Cen- 
tral, died  at  the  home  of  his  mother  on  Febru- 
ary 7.  This  young  man  was  formerly  an  em- 
ploye in  the  clerical  department,  but  had  been 
in  failing  health  for  several  years.  To  his 
bereaved  family  the  deepest  sympathy  is  ex- 
tended. 

Mr.  F.  S.  Lathrop  and  wife,  of  Kansas  City, 
Mo.,  uncle  and  aunt  of  Train  Master  Spangler, 
were  welcome  visitors  in  the  home  of  Mr.  and 
Mrs.  Spangler  several  days  last  week.  Mr 
Lathrop  is  employed  as  passenger  conductor 
on  the  Burlington  Railroad,  with  52  year. 
service. 

Dispatcher  L.  K.  Butler  and  wife,  of  Prince- 
ton, Ky.,  on  their  return  home  from  Cuba 
and  points  in  Florida,  stopped  off  and  spent  a 
few  days  with  relatives  and  old  acquaintances. 

Mrs.  R.  S.  Roark,  wife  of  Claim  Agent 
Roark,  of  New  Orleans,  was  called  home  to 
Water  Valley,  account  of  illness  of  her  father. 


Dispatcher  T.  Q.  Ellis  and  W.  J.  Tipler  are 
in  Jackson,  Miss.,  attending  annual  Masonic 
Convention. 

Miss  Christine  Adams,  stenographer,  road- 
master's  office,  left  Friday  for  a  few  days' 
visit  with  friends  at  Hollandale,  Miss. 


Rheumatism 

A  Remarkable  Home   Treatment 
Given  by  One  Who  Had  It 

In  the  year  of  1893  I  was  attacked  by  Mus- 
cular and  Sub-Acute  Rheumatism.  I  suffered 
as  only  those  who  are  thus  afflicted  know  for 
over  three  years.  I  tried  remedy  after  rem- 
edy, but  such  relief  as  I  obtained  was  only 
temporary.  Finally,  I  found  a  treatment  that 
cured  me  completely  and  such  a  pitiful  condi- 
tion has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted,  even  bed- 
ridden, some  of  them  seventy  to  eighty  years 
old,  and  the  results  were  the  same  as  in  my 
own  case. 

I  want  every  sufferer  from  any  form  of  mus- 
cular and  sub-acute  (swelling  at  the  joints) 
rheumatism,  to  try  the  great  value  of  my  im- 
proved "Home  Treatment"  for  its  remarkable 
healing  power.  Don't  send  a  cent;  simply  mail 
your  name  and  address,  and  I  will  send  it 
free  to  try.  After  you  have  used  it,  and  it 
has  proven  itself  to  be  that  long-looked  for 
means  of  getting  rid  of  such  forms  of  rheu- 
matism, you  may  send  the  price  of  it,  One 
Dollar,  but  understand  I  do  not  want  your 
money  unless  you  are  perfectly  satisfied  to 
send  it.  Isn't  that  fair?  Why  suffer  any 
longer,  when  relief  is  thus  offered  you  free. 
Don't  delay.  Write  today. 

Mark  H.  Jackson, 
939G  Durston  Bldg.,  Syracuse,  N.  Y. 

Mr.  Jackson  is  responsible.  Above  state- 
ment true. 


Get  Rid 
of  That 

Free  Trial  Treatment 


A    T" 
A     I 


Sent  on  request.  Ask  for  my  "pay-when- 
reduced"  offer.  My  treatment  has  reduced 
at  the  rate  of  a  pound  a  day.  No  dieting, 
no  exercise,  absolutely  safe  and  sure  meth- 
od. Let  me  send  you  proof  at  my  expense. 

DR.  R.  NEWMAN.  Licensed  Physician 
State  New  York,  286  Fifth  Ave.,  New  York,  Desk  H-255 


Violin,  Hawaiian  Guitar.  Ukulele^ 

Guitar,  Mandolin,  Cornet,  Tenor  Banjo  or  Banjo 

Wonderful  new  system  of  teaching  note  music  by  mall.  To  flrtl 
pupils  In  each  locality,  we  give  a  $20  superb  Violin.  Mandolin. 
Ukulele,  Guitar.  Hawaiin  Guitar.  Cornet.  Tenor  Banjo  or  Banj?  abso- 
lutely free.  Very  small  charge  for  lesaona  only.  We  guarantee  suc- 
cess or  no  charge.  Complete  outfit  free.  Write  DOW.  No  obligation. 

SLINGERLAND  SCHOOL  OF  MUSIC,  Inc.   Dept.752  CHICAGO,  IlV 


High  Grade  Knife  $1.00 


Introduction    Offer — Full   sized   sample   of 
this      knife  with  the   emblem  or  de- 
sign of  the  order  of  which  you  are 
a    member    placed    under    the 
handle   will  be   mailed   you 
for    $1.00   and   this   ad- 
vertisement. For  only 
26o     extra     your 
name  and  ad- 
dress will  be 
shown    on 
knife. 

Size  8%   In- 
ches long. 


Fa«v  Mnnpv 

ieJ 


to  $200  Monthly 
All  or   Spare  Time 

Railroad     Employees:      Your    span    time 


Un 


can  be  turned   into  dollars  with   a  little 
effort. 

We  Want  a  Sales  Agent4n  Every  Locality 

to  Introduce  transparent  handle  pocket  knives  and  razors. 
nder  the  handles  can  be  placed  the  emblems  of  any  Ball- 
road  or  Labor  Organization,  Secret  Society  or  Fraternity  Order. 
Also  the  member's  full  name  and  address  on  the  other  side.    Bladei, 
finest  steel,    handles  handsome   as  pearl,   clear   as  glass   and  unbreak- 
able.    Every  knife  guaranteed  to  be  perfect.     Every  Ballroad  employe  will  want 
one  as  a  mark  of  identification.     We  can  also  gir»  permanent  employment  and  exclu- 
sive control  of  territory  to  those  who  can  give  full  time  In  taking  orders  from  the  general 
public.     If  you  are  earning  lew  than  $1500.00  yearly,  let  uf  show  you  how  to  make  more. 
NOVELTY   CUTLERY    COMPANY,    333    BAR     STREET.     CANTON,    OHIO 


Please  mention  this  magazine  when  writing  to  advertisers 


ILLINOIS  CENTRAL  MAGAZINE 


81 


Miss  Maude  Baker,  tonnage  clerk,  is  spend- 
ing several  days  with  her  parents  at  Blythe- 
ville,  Arkansas. 


LOUISIANA   DIVISION 
Superintendent's  Office 

About  the  time  that  the  Veile  Speedster 
made  its  debut  in  our  town — 

The  Assistant  Chief  Clerk,  Edw.  A.  McGuin- 
ness,  set  an  incubator. 

Chief  Clerk  to  Roadmaster,  Joe  Cope,  Jr., 
produced  a  poem  on  Darwinism.  _ 

Chief  Accountant,  C.  Bourgeois,  continued 
private  talks. 

Secretary  Dodds  was  seen  on  Delaware 
Avenue  eight  nights  out  of  the  week. 

Trainmaster's  chief  clerk,  Katye  Browne,  re- 
newed the  subject  of  bungalows. 

Steno  in  Accounting  Department,  Maude 
Walker,  became  so  interested  in  honeymoons 
that  she  asked  for  a  leave  of  absence  and  now 
is  at  home  to  her  friends  as  Mrs.  Fitzhugh 
Lee.  Congratulations ! 

File  Clerk,  Eppy  Prescott  and  Timekeeper 
"Andy"  Anderson  found  out  that  noon  strolls 
were  essential  for  their  good  health. 

Gladys  Browder,  car  recorder,  preferred  an- 
swering telephone  on  calls  from  Summit 
O-per-a-tor. 

Annette  Wilson,  steno  to  roadmaster,  contin- 
ued her  view  on  the  best  man  in  the  world. 


Loretta  Wilhemsen,  chief  car  recorder,  re- 
tained her  admiration  for  SPECK. 

Vivian  Johnson,  another  car  recorder,  was 
seen  to  take  frequent  one-way  rides  in  a  Ford 
at  noon-time. 

Marie  Wardlaw,  clerk  to  roadmaster,  con- 
tinued to  have  important  business  with  Mr. 
Quigley's  secretary  (wonder  when  he  works). 

Burton  Hayman,  car  recorder,  decided  that 
a  step  to  the  accounting  department  was  good 
for  his  soul. 

Joe  Stamps,  former  co-worker,  came  back 
to  us. 

Johnny  Beacham,  clerk  to  supervisors,  put  a 
soft  pedal  on  his  voice. 

Frances  Otken,  Beulah  Clendenning,  Altha 
Day,  Una  Holmes,  Mary  Browne,  Earl  Mc- 
Gowen,  Forrest  Kermeen  and  Delia  Mae  Dou- 
gall  became  intensely  interested  in  TON- 
NAGE and  have  chosen  that  subject  as  their 
LIFE  WORK. 

Azel  Ott,  car  recorder,  continued  his  battle 
with  box  and  flat  cars. 

Lylias  Browne  made  her  debut  in  superin- 
tendent's office,  first  as  steno  and  then  as 
record  clerk. 

Assistant  Charge  Account  Herbert  Wilmot, 
Accts.  Judge  Fant,  Emmett  Houeye,  Herbert 
Douglas  and  J.  A.  Parnell,  ascertained  the 
quickest  way  to  balance. 

Chas.  Douglas  accepted  a  position  as  pay- 
roll clerk. 

Louise  Bridges,  file  clerk,  went  shopping. 


E-J  employ  13,000  people.  Output  of  the  five  large  factories  is  over  94,800  pairs  daily, 
every  working  day.  The  output  of  the  six  large  tanneries  is  15,600  sides  of  leather  daily. 
3,951,000  yards  or  2,245  miles  of  thread  used  every  day;  10^  tons  of  tacks  and  nails  used 
daily  in  the  making  of  shoes.  In  the  seven  E-J  restaurants  12,000  good  wholesome  meals 
are  served  every  working  day  at  a  cost  of  20c  per  meal  to  the  workers. 

ENDICOTT-  JOHNSON 

Shoes  for  Worker*  and  their  Boys  and  Girls 

ENDICOTT,  N.  Y.  JOHNSON  CITY,  N.  Y. 

Ask  Your  Dealer  for  Endicott- Johnson  Shoes 


Please  mention  this  magazine  when   writing  to  advertiser* 


82 


ILLINOIS  CENTRAL  MAGAZINE 


I.  F.  Tullis,  accountant,  paid  us  a  visit  £<>•- 
several  weeks. 

Claire  Pimm,  clerk  to  supervising  agent,  de- 
cided it  was  time  for  the  MARCH  NEWS 

We  have  just  received  the  sad  news  that 
our  friend,  J.  L.  Small,  claim  agent  for  the 
Louisiana  Division,  has  been  transferred  to 
Paducah,  Ky.  Of  course,  we.  are  more  than 
sorry  to  see  him  go,  but  here's  hoping  that  he 
will  make  a  record  there  that  the  Southern 
Lines  will  not  forget. 

Messrs.  W.  E.  McCloy  and  Trainmasters 
McLaurine  and  Campbell  made  a  trip  over  the 
division  recently  in  interest  of  "long-haul." 

Scott  McAfee  is  still  here. 

We  have  with  us  this  week,  Mr.  O.  B. 
Wood,  traveling  auditor. 

WANTED — A  good  lawyer  to  straighten 
out  Harry  Campbell's  Income  Tax  Report. 

Chief  Dispatcher's  Steno  received  a  wonder- 
ful poem,  on  Valentine  Day  and  think  that 
she  will  submit  same  for  print  in  the  next 
month's  magazine. 

Miss  Mattie  Thornhill  is  taking  a  sixty  days' 
leave  of  absence  at  present. 

Mr.  H.  C.  Duckwitz,  representative  from 
office  of  General  Superintendent  Transporta- 
tion, has  been  spending  several  days  with  us. 

M.aster  Mechanic's  Office 

Master  Mechanic,  E.  C.  Roddie,  was  called 
to  Chicago  on  business  last  week  and  has  j,ust 
returned. 

Have  you  seen  Ruth  Lane's  Japonicas  ?  The 
question  is,  do  they  come  from  the  night  or 
day  roundhouse  office? 

Mrs.  C.  C.  Wilson  spent  the  day  in  New 
Orleans,  Saturday,  buying  Spring  slippers. 

We  have  had  Mrs.  Bessie  Holt  with  us  again 
substituting  for  Miss  Ruth  Holt  who  made  a 
business  trip  to  Carolina. 

Miss  Sallie  Flowers  spent  a  pleasant  day  in 
Brookhaven  last  week  with  friends. 

Why  is  our  file  clerk,  Reba  Womack  buying 
so  many  pretty  clothes?  Is  the  Atlantic  Fleet 
back  in  Port? 

Erecting  Foremen  Lyons  and  Miller,  as  well 
as  Man-Hour-Clerk  Simmons  are  very  happy 
over  the  discovery  of  oil  at  Magnolia.  They 
evidently  hold  large  shares  of  stock. 

Collections  have  been  taken  up  in  the  shop 
for  relief  of  starving  European  children  and, 
as  usual,  the  shop  men  donated  generously. 

Mrs.  Mabel  Wardlaw  enjoys  her  change  of 
hours.  Every  evening  at  3 :40  she  remarks, 
"Well,  girls,  I  hate  to  leave  you,  but  I  have  to 
go." 

Chief  Clerk  Wardlaw  attended  the  Fernwood 
hog  sale  last  week. 

Miss  Neola  Ansley,  timekeeper  spent  the 
week  end  in  Brookhaven. 

Mr.  H.  R.  McKnight,  assistant  accountant  is 
still  working  hard  raising  and  lowering  the 
windows  and  turning  steam  heat  off  and  on. 

We  are  so  busy  trying  to  figure  out  the 
amount  of  our  income  for  1920  that  we  haven't 
time  for  more.  Goodbye  ! 


Pont  Send  1  Penny 


fi  i  cf  send  your  name  and 

wo  L  address— no  money, ' 

—and  I  will  send  this 

hambray  shirt,  six 

airs   of  hose   and 

rousers  to  you  pre- 

aid.You  save  $2.95. 


EUVERYPAt 


IShirt 


$< 

(Pieces 

Reduced  to  I 


These  eight  pieces  consist 
of  six  pairs  of  hose,  one 
chambray  shirt  and  one  pair 
of  worsted  trousers.  The 
hose  are  made  of  good  qual- 
ity cotton  yarn,  woven  in  nar- 
row elastic  rib,  with  double 
heel  and  toe.  Colors:  Black 
or  brown.  Sizes  9%  to  11. 
Shirt  is  made  of  full  stands rd 
chambray  with  pocket,  at- 
tached Collar  and  cuffs.  Cut 
full.  Double  stitched  through- 
out. Color:  Blue.  Sizes:  14J4 
to  17  inches  neckband.  The 
Trousers  are  made  of  good 
quality,  heaver  woven  striped 
worsted,  which  will  give  an 
unlimited  amount  of  wear. 
Customary  pockets  and  belt 
straps.  Can  be  worn  for  work 
or  every  day.  Color:  Gray. 
Sizes:  30  to  42  in.  waist  meas- 
ure. Outfit  must  be  ordered 
complete.  A  big  money-saving 
bargain.  The  outfit  sold  for 
$6.64  a  month  ago.  For  a  lim- 
ited time  you  can  order  the 
8-piece  outfit  at  the  special 
price  of  $3.69. 

Delivery  Free 

Just  send  your  name  and  address— no  money.  When 
the  eight  pieces  are  delivered  at  your  door  by  the 
postman,  pay  him  $3.69  for  them.  We  have  paid 
the  delivery  charges.  Examine  the  articles,  and  if 
you  don't  find  them  all  you  expected  return  them  at 
our  expense  and  we  will  cheerfully  refund  your  money 
at  once.  Be  sure  to  give  sizes.  Order  by  No.  61. 

WALTER  FIELD  CO.,  Dept.  H  1119,  CHICAGO 


Don'1  Suffer  Front 

PILES 

Send  me  your  name  and  ad- 
dress and  I  will  gladly  send 
you  on  trial  my  mild,  soothing, 
guaranteed  treatment  for 
Piles,  which    has    proven    a 
blessing  to  thousands  who  no 
longer  suffer  from  the  pain  of 
this  cruel,  torturous  disease. 
Send  Post  Card  today  for  full 
treatment.    If  results  are 
satisfactory  costs  you  $2.00. 
If  not,  costs  nothing. 

H.  D.  POWERS,  Dept.  409,       Battle  Creek,  Mich. 

Show  This  to  Home  Pile  Sufferer 


ILLINOIS  CENTRAL  MAGAZINE 


The  Engineer  Says 

"Nearly  everybody  says  the 
President  is  the  Bi&  Boss  but 
I  differ  with  them.  I  say  the 
Bi&  Boss  is  the  Ball  Watch 
because  about  everything  on 
this  railroad  is  run  by  it," 


The  Ball  Watch  is  especially  designed 
to  meet  the  exact  official  requirements 
of  the  &reat  Railroad  Systems.  It  is 
necessarily  a  most  reliable  watch;  it  con- 
sequently should  be  your  watch.  Ask 
your  dealer. 

THE  WEBB  C.  BALL  WATCH  CO. 

Cleveland,  Ohio 


WINNIPEG 
Confederation  Life  Bld&. 


SAN  FRANCISCO- Jewelers  Bldfc. 


CHICAGO 
Garland  Building 


64 


"It  pays  to  be  careful  with  freight." 

It  is  evident  there  will  be  no  lack  of  social 
enjoyment  at  this  station  so  long  as  those 
Ward  McAllisters  of  the  Delta,  Messrs. 
Charles  S.  Kramer,  Everett  A.  McGowan  and 
Leonard  E.  Bonner  are  at  the  helm.  Their 
latest  stunt,  the  genuine  "Bud  Scott"  dance  at 
the  Elks  Lodge  was  a  grand  success  and  we 
are  looking  forward  to  their  next  move. 

Mr.  George  A.  Welch,  chief  clerk  to  Com- 
mercial Agent  Russell,  at  Hattiesburg,  Miss., 
visited  here  this  month. 

Mr.  O.  B.  Wood,  traveling  auditor,,  has  left 
after  a  two-week's  session  with  our  Statistical 
Division  in  connection  with  the  Mississippi 
Rate  Case. 

.  Reports  from  the  Company  Hospital  at  Chi- 
cago are  to  the  effect  that  Miss  Anne  McNair 
is  doing  well  and  we  hope  to  have  her  back 
with  us,  restored  to  health,  within  a  few 
weeks. 

Announcement  is  made  of  a  masquerade 
ball  to  be  given  by  our  social  leaders  at  the 
Elks  Lodge  April  1st,  the  grand  march  to  be 
lead  by  our  Beau  Brummel,  Chief  Clerk 
"Jack"  Martin. 


Memphis  Division 

Yard  Clerk  Arnold  "Crip"  Fulghum  was 
back  this  morning  on  his  old  East  Junction 
job. 

Conductor  T.  A.  Pomeroy  is  going  to 
prove  to  his  fellow  workmen  that  two  can 
live  cheaper  than  one.  He  and  Mr.  L.  G. 
Kelly's  stepdaughter  will  be  married  soon. 

Conductor  R.  L.  Wilson  said  today  that 
he  was  "crazy"  about  his  local  run  between 
Memphis  and  the  well  known  society  town, 
Clarksdale. 

Conductor  H.  B.  Robinson  has  returned 
from  Jackson,  Tenn.,  where  he  was  called 
on  account  of  his  mother  being  very  ilL  Mr. 
Robinson  is  train  master  of  the  Greenwood 
district,  Memphis  division. 

Conductor  Arthur  "Rube"  Edwards  and 
Conductor  C.  B.  Thomas  have  just  returned 
from  a  short  stay  at  Key  West,  Fla. 

The  Y.  &  M.  V.,  Memphis  division,  is  get- 
ting along  fine  with  new  double  tracking  at 
Greenwood.  Mr.  T.  H.  Robinson,  superin- 
tendent of  the  works,  said  yesterday  that  he 
expected  to  finish  the  job  this  week.  Mr. 
Robinson  will  return  to  Chicago. 

Flagman  T.  H.  Emerson  will  report  for 
duty  soon.  He  has  been  confined  in  the  St. 
Joseph  hospital  for  three  or  four  months. 

Conductor  "Boss"  Hazlewood  got  dis- 
placed yesterday  by  Conductor  Richardson 
on  account  of  senior  man.  Mr.  Hazlewood 
was  "G.  Y.  M."  at  Leflore. 

Flagman  C.  H.  Tennyson  will  leave  within 
a  few  days  for  Jacksonville,  Fla.,  where  he 
will  visit  his  uncle. 


MEMPHIS  TERMINAL. 

George  Barnett,  machinist  apprentice,  in 
the  fitting  shop,  has  gone  to  Stafford  Springs 
for  a  period  of  three  months  for  the  benefit 
of  his  health. 


PANTASOTE 

TRADE  MARK 

A  perfect  substitute  for  leather 
and  one-third  the  cost  of  genuine 
leather.  Will  be  pleased  to  for- 
ward samples  upon  application. 

THE  PANTASOTE  COMPANY 

11  Broadway,  New  York 


THOMAS 

Rail  Anchor  Tie  Plate 

Two  Devices  Combined  In  One.      Efficient,  Eco- 
nomical, Reasonable  in  Price 
Manuf actured  for  all  sectio  •  of  rail  by  the 

CHICAGO  MALLEABLE  CASTINGS  CO. 


West  Pullman  Station 


CHICAGO,  ILLINOIS 


"Become  a 

STOCKHOLDER 

IN 

ILLINOIS 
CENTRAL 

You  can  purchase  5  shares  of  stock  by 
making  initial  payment  of 

$90 

and  20  monthly  payments  of  about  $18  each. 
The  same  proportion  would  apply  to  smaller 
or  larger  orders. 

At  the  end  of  this  period  the  stock  certifi- 
cate is  transferred  into  your  name  and 
mailed  to  you. 

Dividends  are  credited  to  your  account  while 
payments  are  being  made.  At  present  price 
this  stock  yields  around  8%. 
Send  for  further  details  regarding  above, 
also  list  of  other  good  stocks  that  can  be 
bought  on  the 

Rose  20  Payment  Plan 

Write  for  FREE  Booklet  L  C.  26 

"How  to  Become 
Financially  Independent" 

ROSE  a  COMPANY 

Investment  Bankers 

50  Broad  St.  New  YorR 


Please  mention  this  magazine  when  writing  to  advertiser* 


ILLINOIS  CENTRAL  MAGAZINE 


85 


Sangamo 
Special 

Adjusted  to 

6 

Positions 


Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  dotvn, 
as  shown  ii> 
illustration 


Bun  n 
Special 

Adjusted  to 

6 

Positions 

Dial  up 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  in 
illustration 

Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Sunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request 

Illinois  Watch  Company 

Springfield 


Spencer  Otis  Company 

RAILWAY  8UPPLIH 

Cfcleflgo,    N«w  York    and    St. 


Chicago  Bearing  Metal  Go. 

Offices: 

2234-52  West  43rd  Street 
CHICAGO 


Journal  Bearings — Engine  Castings,  Bras* 

and  Bronze  Castings  for  all  purposes. 

Babbitt  Metal. 


T.  S.  LEAKE  CONSTRUCTION  CO. 

GENERAL    CONTRACTORS 

7th  Floor,  Transportation  Building: 

608  SOUTH  DEARBORN  ST.,     CHICAGO,  ILL. 

Telephone  Harrison  7682 

Railroad  Buildings  Our  Specialty 


RAILROAD    POLICIES   FOR   RAILROAD   MEN 

An  Income  for  Life 

is  provided  for  you  and  your  fam- 
ily if  you  are  a  Continental  policy- 
holder,  —  the  latest   policies  issued 
by  the  "Railroad  Man's  Company" 
pay  as  long  as  the  insured  is  totally 
disabled  by  accident  or  illness.  See 

our  agent  on  your  line  or  inquire 
by  means  of  the  coupon. 

About     $27,500,000     paid     to 
1,000,000  policyholders  and  their 
beneficiaries. 

Accident    and    Health 

Insurance 

(Cut  out  and  mail  today) 

Continental  Casualty  Co. 
910   Michigan   Ave., 
Chicago,    111. 

I    am    employed    by    the    ILLI- 
NOIS    CENTRAL     RAILROAD. 
Please     send     me     information     in 
regard  to  your  accident  and  health 
insurance    such    as    is    carried    by 
hundreds    of    my    fellow    employes. 

A(c            Occupation      ,        ,       ... 

Division    ...  .  — 

Nsirt 

Address 

Continental  Caanaltg  Company  H  a°££^DmClfirag0 

86 


ILLINOIS  CENTRAL  MAGAZINE 


C.  W.  Wilkins,  head  timekeeper,  has  been 
absent  from  his  duties  for  a  few  days  on 
account  of  a  gathering  on  his  face.  The 
boys  in  the  office  do  not  know  whether  it 
is  a  boil  or  a  smile. 

Wm.  A.  Frost,  air  fitting  room  foreman, 
has  returned  from  a  business  trip  to  Easley 
and  Birmingham,  Ala. 

Engine  2004,  which  has  been  in  shop  for 
new  application  of  Baker  valve  gear  and 
piston  valves,  has  been  marked  for  service. 
This  is  the  first  engine  of  this  class  on  this 
division  to  have  these  changes  made. 

Major  Owens,  and  Wm.  Chism,  machine 
shop  employees,  have  returned  home  from 
New  Orleans  where  they  visited  friends  for 
a  few  days  during  the  Mardi-  Gras. 

Master  Mechanic  Garber  has  returned 
from  a  business  trip  to  Chicago. 

Wm.  Gideon,  of  the  blacksmith  shop,  has 
returned  from  Knoxville,  Tenn.,  where  he 
was  called  by  the  serious  illness  of  his 
mother. 

James  Swanton,  tool  room  foreman,  is 
greeting  his  friends  with  a  smile  how.  It 
was  a  girl,  and  weighed  eight  pounds.  Con- 
gratulations and  cigars,  James. 

Martin  Creedon,  aged  23,  chief  clerk  at 
Nonconnah,  Tenn.,  while  driving  his  auto- 
mobile Jan.  29th,  was  struck  by  a  street  car 
and  seriously  injured.  He  died  the  follow- 
ing day  at  the  Baptist  Memorial  Hospital. 
Mr.  Creedon  was  a  young  man  of  sterling 
character,  and  had  been  with  the  I.  C.  Rail- 
road seven  years.  The  employees  of  the 


|O      Genuine  Blue-Bell     $O29 

|O  Chambray Shirts    £*- 

IPU 

H-'L 


Double 

Shoulder 

Yokec 

Extra  FulU 

Across c 

Chest  l 

Doublet 

Stitched 

Seams 

Non-Rip^ 
Sleeve 
Facing 

Reinforced 
Gusset 


SEND  NO  MONEY 


Rush  your  order  in 
today  sure.  Great- 
est shirt  offer  ever  made.  3  fine  heavy  Blue 
Chambray  shirts  for  work  and  semi-dress  guar- 
anteed fast  color  and  worth  $1.50  each,  only  $2.29. 
HMD  RIIADAUTCC  If  you  can  match  these 
UUlf  UU  All  AN  ICC  3  wonderful  shirts  for 
less  than  84.50,  and  do  not  think  you  have  saved 
at  least  82.50.  return  at  our  expense.  Don't  pay  high 
retail  prices.  Order  today  snre.  before  it  is  too  late. 
WE  PAY  DELIVERY  CHARGES  TO  YOUR  DOOR, 
anotherbig  saving.  All  3  shirts $2.29.  Giveneoksize. 
BERNARD-HEWITT  &  COMPANY 

Desk   F  353  91O  W.  Van  Buren  St.,  CHICAGO 


shop  wish  to  express  through  this  magazine 
their  sympathy  to  the  bereaved  parents  and 
relatives. 


SITKRIXTKXPEXT'S   OFFIOK   FORCK.   XKW  ORI.KAXS   TIORMIXAI,,    XEW   ORT^KAXR,   T.A. 


Two 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


1  OLD  KENTUCKV 

HOMESPUN  TOBACCO 

fi  Cream  of  the  Finest  Crops  Direct  tolftm 


RIPE,RICH,OLD-FASHION  LEAF 

OLD  KENTUCKY  HOMESPUN  is  no  more  like  the  manufactured  tobacco  than  day  is  like 
night — free  from  chemicals  and  all  other  adulterations  that  undermine  the  health,  that 
conceal  imperfections  and  delude  the  sense  of  taste.  Grown  and  nurtured  in  Kentucky's 
finest  soil,  cut  at  the  proper  time,  carefully  selected,  aged  and  mellowed  for  chewing 
and  smoking.   Like  old  wine  in  the  cellar,  its  rich,  rare  fragrance  permeates  the  air. 
Cured  and  "sweated"  by  the  same  method  as  employed  hi  the  early  days,  the  method 
our  grandfathers  used  in  preparing  tobacco  for  their  own  use — every  trace  of  harsh* 
ness  leaves  it—nothing  to  "bite"  your  tongue  or  parch  your  mouth;  nothing  to  tire 
your  taste.  No  fancy  packages,  no  decorations — just  QUALITY  and  lots  of  it.  Through- 
out the  country — North,  East,  South  and  West,  men  have  tested  this  fine  old  tobacco 
and  spread  the  news  of  its  inimitable  quality.  Grown  right  here 

in  the  greatest  tobacco  producing  district  in  the  world.  We  bank  on  it  you 
have  never  tasted  a  finer  flavored,  more  satisfying  tobacco  in  all  your 
life.  Give  the  old  "cob"  a  treat— "load  "er"  up  to  the  brim.  Cutoff 
a"hunk"as  big  as  your  fist  and  slip  it  between  your  teeth.  Smoke  or 
-^_  ~   chew  it  will  give  you  the  keenest  joy  since  the  days  of  Old  Bourbon. 

Old  ,     "l  have  used  the  best  tobacco  they  have  in  Canada,  Eng- 

land and  Ireland,  but  have  never  tasted  any  as  good  as  your  Old 
Kentucky  Homespun."—  J.  P.  O'Connor.  Gold  Beach,  Oregon. 

"I  am  a  retired  physician,  82  years  old.  Have  used  tobacco 
ever  since  I  can  remember.  I  chew  but  do  not  smoke.  None 
gives  me  such  satisfaction  as  Old  Kentucky  Homespun  Leaf 
Tobacco.  It  is  not  only  the  most  pleasant  and  agreeable  but 
goes  farther  than  any  other  kind  and  produces  no  ill  effects." 
— S.  S.  Button,  Klrby,  Ark. 

"Your  tobacco  is  everything  a  person  can  desire.     Even 
wife  enjoys  its  pleasanOxoma   in  the   house."— A.  C.  Evering, 
Grand  Center,  la. 


Send  No 
Money 


Kentucky 
Homespun 

in  the 

Natural 
Leaf 

as  We  Ship  It. 

Mellow 

as  Moonlight- 
Fragrant 

as  the  Rose. 


'The  tobacco  came  in  good  shape  and  I  like  it  fine.  Have  been  imposed 
open  long  enough  by  the  makers  of  high  priced,  doped  up  trash  called  to- 
bacco."-C.L.  Gates,  Morrisville.Vt. 


We  Pay 

All  Charges! 


REDUCE  YOUR  TOBACCO  BILL  75% 


We  are  growers  of  tobacco  and  sell  none  but  our  own  crops,  therefore  exempt  from  all  revenue 
tax.  We  pool  our  crops,  placing  them  in  our  warehouses  and  share  equally  all  the  expenses  of 
conducting  our  business, thus  our  expenses  are  reduced  to  a  minimum.  This  co-operative  mar- 
keting plan  eliminates  all  middlemen;  you  deal  directly  with  the  growers,  thereby  effecting  a 
saving  to  you  of  75  per  cent  or  more. 


Read  These  Money  Saving  Prices.  We  Pay  Postage 
5  Pounds,  $2.98  10  Pounds,  $5.85  20  Pounds,  $1  1.40 

S  pounds  of  our  tobacco  will  make  55  sacks  of  smoking,  or  65  chewing  or  smoking  twists. 
With  each  order  we  include  complete  instructions  (profusely 
illustrated)   showing  how  we  Kentuckians  make  the  old- 
fashion  chewing  and  smoking  twist,  granulated,  smoking,  etc. 
Which  do  you  prefer?  The  high-priced  manufactured  tobacco  that  has  been  adul- 
terated, sweetened,  chemically  treated,  or  otherwise  "doped"  in  order  to  minimize  the  amount  of 
real  tobacco  used,  or  do  you  want  the  OLD-FASHION   KENTUCKY  HOMESPUN  that  brings  to 
/  you  the  cream  of  Kentucky  s  famous  harvest  in  all  its  goodness. 

Pay  only  the  price  above  when  tobacco  arrives.  TRY  THE  TOBACCO 
IO  DAYS  and  if  it  doesn't  please  you—  if  it  doesn't  suit  your  taste—  if 


SEND  NO  MONEY 


TOBACCO  GROWERS  ASSOCATION  OFKY. 

„  (  Not  affiliated  with  anv  other  tobacco  ataociation  .  ) 

Warehouse  240  Mayfield,  Kentucky 

Send  me  .........  poouosof  Old  Kentucky  Homespun  Tobacco  by 

i'y'   parcel  post  prepaid.  I  will  pay  the  price  of  $  ...............  on  arrival. 

C'    If  not  satisfied  after  a  10-DAY  TRIAL,  I  will  return  the  tobacco  and 
you  will  refund  my  money. 


'  Address 

(Check  whether  chewing  D,  smoking  D,  strong  O,  medium  O.  mild  O) 


TOBACCO  GROWERS  ASSOCIATION  QFKY-2&3% 


Please  mention  this  magazine  when  writing  to  advertisers 


1921  ILLINOIS     CENTRAL     MAGAZINE 


Contents 


Albert  Clinton  Mann — Frontispiece. 

The  People  are  the  Real  Rulers  of  the  Railways  of  the  United 
States  11 

Dyer  County,   Tennessee,   Farmers   Interviewed  on  the  Subject  of 

Illinois    Central    Service    15 

Public    Opinion    22 

Robinson,    111 26 

Obituary — Hardin    L.    Anderson 33 

Comparative  Statements  of  Exception  Reports  Showing  Increased 
Efficiency  Between  the  Month  of  July,  1920  and  February,  1921 
in  Handling  L.  C.  L.  Freight  on  the  I.  C.  and  Y.  &  M.  V.  Rail- 
roads   : 34 

Illinois  Central  System  Discusses  Subject  of  Freight  Rate  Reduction  39 

Safety   First   : 41 

Springfield  Division  Fuel  Conservation  Committee  Meeting 42 

Beautifying    Section    Property    49 

Supply  Train   Service  53 

Claims  Department  54 

Spring  Health   Dangers 57 

Facts  and  Figures  About  Personal  Injury  Accidents 71 

Our  Need  of  Foreign  Trade 64 

Patrons  Express  Their  Appreciation  of  Illinois  Central  Service 66 

The  Conscience  Fund  of  the  Illinois  Central 63 

Editor's  Opinion  of  the  Illinois  Central  System 74 

Meritorious   Service   76 

Sports  77 

News  of  the   Divisions ...  78 


Ribl'shed  monthly  by  the  Illinois  Central  li.R.  in  the  interest 
of  the  railroad  and  its  jj^OOO  Employes 


Advertising  Rates  on  Application 

Office  1201  Michigan  Av.  Telephone  Wabash  2200 

Chicago  Locah  ^ 

per  copy       $1^?  per  year 


•-•••*•••*•••" 


ALBERT  C.  MANN 

VICE-PRESIDENT  IN  CHARGEJDF  PURCHASES  AND  SUPPLIES 


Illinois  Central  Magazine 


VOL.  9 


APRIL  1921 


No.  10 


The  People  Are  the  Real  Rulers  of  the 
Railways  of  the  United  States 

Reprinted  from  the  Nation's  Business  of  March  1921 

ames  B.  Morrow 


IN    THE    BEWILDERMENT    caused    by 
words — millions    of    words,    uttered    and 
written,    for    most    part,    in    ignorance    or 
self-interest — the  people,  otherwise  the  voters, 
male  and  female,  of  the  nation,  have  failed  to 
realize   that   they   now,   at  this   particular   in- 
stant, control  ("Control,  verb;  to  exercise  con- 
trol over,  hold  in  restraint  or  check ;   direct ; 
regulate ;    govern  ;    dominate" — Century    Dic- 
tionary)  the  railroads  of  the  United  States. 

This  is  done,  not  by  the  people  directly, 
which  would  be  harmful  to  everybody,  but 
by  authorized  agents.  All  things  governmental 
are  done  in  this  country  through  agents,  act- 
ing for  the  people,  and  the  people,  in  the 
main,  choose  the  agents.  This  great  underly- 
ing fact  needs  constantly  to  be  restated. 

The  voters  in  1918  elected  a  Congress ;  in 
1916,  a  President.  That  Congress  and  that 
President  are  jointly  to  be  praised  or  cen- 
sured for  the  Transportation  Act  of  1920  for 
that  is  the  act  that  gives  to  the  Government 
in  Washington  full  control  of  the  railroads. 

But  not  the  power  to  operate  them — that  is, 
to  run  them.  The  proprietors  still  enjoy  that 
right.  It  is  that  right,  and  that  right  only, 
over  which  railroad  labor  and  railroad  capi- 
tal are  now  contending. 

Capital  insists  on  operating  the  railroads 
because  it  owns  them.  Labor  seeks  to  oper- 
ate them  because  it  wishes  to  dictate  its  own 
terms;  its  working  conditions,  its  hours  of 
labor  and  its  wages.  All  talk  about  better 
service  to  the  public  is  claptrap. 
No  Danger  of  a  Surplus 

So  is  the  talk  about  turning  a  prophesied 
surplus  into  the  National  Treasury.  A  tan- 


gible deficit,  on  the  contrary,  and  a  huge 
one,  would  under  Government  ownership  and 
Government  operation,  be  taken  out  of  the 
Treasury,  out  of  the  taxes  collected  from 
the  public.  It  is  neither  well  in  wisdom  nor 
in  patriotism  to  be  mealy-mouthed  at  this 
juncture. 

Having  greatly  added  to  its  power  over 
the  railroads,  over  their  finances,  their  income 
and  their  outgo,  the  Government  has  given 
the  railroads  certain  guaranties.  This  was 
done  not  so  much  to  help  the  railroads  as 
to  increase  their  facilities  for  moving  the 
nation's  goods. 

The  Transportation  Act  of  1920,  for  in- 
stance, promises  the  railroads  a  return  of 
6  per  cent  on  their  capkal  investment — pro- 
vided they  can  earn  it  by  capable  management. 
Money  today  is  worth  from  7  to  8  per  cent. 
If  it  were  worth  but  4  per  cent,  lent  on  land 
mortgages  or  industrial  bonds  of  the  highest 
quality,  6  per  cent  dividends  on  railway  shares 
would  be  most  reasonable  and  moderate. 

Freight  rates  and  passenger  fares,  then, 
must  be  high  enough  to  meet  the  6  per  cent 
promised  by  law.  The  arithmetic  in  the  prob- 
lem begins  with  the  finding  of  the  money 
values  of  the  railroads.  Six  per  cent  on  what 
sums?  The  function  of  ascertaining  the 
sums  was  given  by  Congress,  in  the  law  of 
1920,  to  the  Interstate  Commerce  Commission, 
a  body  of  eleven  men  (agents  of  the  people), 
appointed  by  the  President  of  the  United 
States,  who  is  the  chief  national  agent  of  the 
people  and  is  chosen  by  the  people  themselves. 

Values  being  found — an  immense  and  com- 
plicated undertaking  in  itself — the  next  step, 


11 


Twelve 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


under  the  new  law,  is  to  establish  freight  rates 
and  passenger  fares  at  a  level  where  the  earn- 
ings of  the  railroads,  all  expenses  deducted, 
shall  equal  a  6  per  cent  profit  to  the  owners 
of  the  properties.  This  function  is  also  per- 
formed by  the  Interstate  Commerce  Commis- 
sion, as  agents  of  the  people  and  responsible, 
through  the  President,  to  the  people. 

Furthermore,  no  railroad  can  increase  its 
bonded  debt  (give  a  new  mortgage)  or  add  to 
its  capital  by  the  sale  of  shares  unless  it  has 
the  consent,  after  a  hearing,  of  the  Interstate 
Commerce  Commission.  It  must  explain  its 
needs  in  detail  and  have  its  needs  approved. 

The  National  Government,  therefore,  by  its 
control  over  the  capitalization  of  railroads,  by 
its  computation  of  railroad  values  and  by  its 
regulation  of  rates  and  fares  for  transporta- 
tion possesses  all  the  primary  and  dominating 
elements  that  are  inherent  in  ownership  itself. 

There  are  many  other  phases  of  the  Trans- 
portation Act  of  1920,  all  helping  to  intrench 
the  Government's  settled  policy  of  supervis- 
ing the  carrying  of  freights  and  passengers, 
at  cost,  with  a  profit  of  6  per  cent  added. 
The  law  was  written  by  agents  of  the  people 
and  enacted  by  agents  of  the  people.  The 
President  of  the  United  Statess  signed  it  and 
it  is  the  duty  of  the  Interstate  Commerce 
Commission  to  enforce  it. 

In  all  the  long  and  delicate  process  of  author- 
ship, enactment  and  enforcement  only  a  sin- 
gle interest  was  thought  of  and  that  interest 
was  neither  organized  labor,  as  such,  nor  or- 
ganized capital,  in  itself.  Instead,  it  was  the 
people,  all  of  the  people,  regardless  of  their 
business  or  where  they  are  located.  The  law 
will  be  bettered  when  experience  shows  that  it 
requires  betterment  and  the  work  will  be 
done  seriously  and  without  excitement. 

It's  a  Mighty  System 
The  eleven  agents  of  the  people — actually 
there  are  only  nine  at  this  writing,  two 
vacancies  still  existing — have  jurisdiction  over 
250,000  miles  of  main  tracks,  on  which  there 
are  69,000  locomotives  and  two  million  and  a 
half  freight  cars,  and  other  property  valued  at 
twenty  billion  dollars.  Next  to  agriculture, 
the  rairoad  industry  is  the  largest  in  the  coun- 
try. 

In  the  ten-story  building  occupied  by  the 
Interstate  Commerce  Commission  are  1,400 
accountants,  specialists,  stenographers  and 


clerks.  Eight  hundred  employees  are  engaged 
in  field  or  outside  work.  Each  commissioner 
has  his  own  room  and  staff  of  secretaries  and 
assistants.  His  term  is  seven  years  and  his 
salary  a  thousand  dollars  a  month.  "Not 
more  than  six"  of  the  commissioners,  reads  the 
law,  "shall  be  appointed  from  the  same  polit- 
ical party." 

Five  of  the  nine  commissioners  are  lawyers, 
three  are  college  professors  and  one  is,  or 
was,  a  labor  leader.  All  except  the  latter 
were  university  men  and  are  "progressives," 
if  anyone  understands  the  actual  meaning  of 
that  word  when  used  in  relation  to  politics 
or  social  questions. 

Clyde  B.  Aitchison,  age  46,  practiced  law 
at  Portland,  Oregon ;  Charles  C.  McChord, 
age  61,  at  Louisville,  Ky. ;  Henry  C.  Hall,  age 
61,  at  Colorado  Springs,  Colo.;  Joseph  B. 
Eastman,  age  38,  at  Boston — where  he  was 
counsel  for  street  railroad  employees  in  wage 
cases — and  Mark  W.  Potter,  age  55,  in  New 
York. 

The  college  professors  are  Balthasar  H. 
Meyer,  age  55,  political  economy  at  the  Uni- 
versity of  Wisconsin ;  Winthrop  M.  Daniels, 
age  53,  political  economy  at  Princeton,  and 
Henry  J.  Ford,  age  69,  politics,  also  at  Prince- 
ton. 

Edgar  Erastus  Clark,  age  65,  is  or  was  the 
leader  of  labor.  He  is  chairman  of  the  com- 
mission, having  twice  before  held  that  post, 
and  has  been  a  member  of  the  body  since  Au- 
gust, 1906.  He  is  the  only  railroad  man  among 
the  nine.  In  his  youth  he  was  first  a  brake- 
man  and  then  a  conductor. 

A  group  of  railroad  men,  minor  officials  and 
old  acquaintances,  were  talking  about  'the 
Clark  appointment,  just  announced  by  Presi- 
dent Roosevelt. 

"Ed,"  one  of  them  observed,  "always  was 
lucky." 

"You  may  call  it  luck,"  Job  A.  Edson  an- 
swered, "but  I  don't." 

"Jo"  Edson,  then,  as  now,  was  president  of 
the  Kansas  City  Soupthern  Railway.  Years 
before  he  had  been  a  telegraph  operator  for 
the  Lake  Shore,  then  a  train  master  for  the 
Union  Pacific,  then  a  division  superintendent 
for  the  Missouri  Pacific,  then  the  manager 
of  the  Denver  and  Rio  Grande.  Doubtless 
there  were  men  in  the  group  who  thought 
he  had  been  lucky. 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirteen 


"It  is  not  luck,"  Mr,  Edson  said.  "I  knew 
Ed.  Clark  when  he  was  a  conductor  on  the 
Rio  Grande,  running  passengers  and  freights," 
he  continued.  "I  saw  him  often,  day  and  night, 
as  1  traveled  up  and  down  the  line,  and  I  no- 
ticed that  whenever  his  train  was  on  a  siding 
that  he  was  outdoors  watching  and  waiting  for 
the  other  train  to  pass. 

"I  also  noticed,"  Mr.  Edson  went  on  to  say, 
"that  the  ordinary  conductor  on  such  occasions 
remained  in  the  caboose  and  took  a  nap,  de- 
pending on  his  crew  to  notify  him  when  it 
was  safe  to  go  ahead.  Ed.  Clark  has  not  been 
lucky  but  has  been  a  good  manager  of  his  job 
and  of  himself." 

"Clark  once  told  me  something  that  I  have 
never  forgotten,"  Mr.  Edson  remarked  to  the 
writer  of  this  article,  in  his  office  at  Kansas 
City.  "  'If  a  brakeman,'  he  said,  'walks  to  a 
switch  to  let  a  train  on  the  siding,  or  walks 
back  so  as  to  flag  any  train  that  may  be  ap- 
proaching, he  is  not  of  much  account.  If  he 
runs,  make  him  a  conductor  as  soon  as  you 
can.' " 

In  workable  theory  and  sound  practice,  as 
well  as  in  years  of  service,  Mr.  Clark  ranks 
first  on  the  Interstate  Commerce  Commission. 
His  character,  personality  and  methods,  there- 
fore, considering  the  new  relations  between 
the  people  and  the  railroads,  are  of  much  im- 
portance. They  are  also  interesting,  and,  in  a 
sense,  not  without  the  savor  of  romance. 

A  boy,  at  Lima,  in  New  York,  his  birth- 
place, he  aspired  to  be  a  blacksmith.  As  a 
volunteer,  he  pumped  the  village  bellows  and 
watched  the  man  at  the  anvil  hammer  hot 
iron  into  horseshoes.  But  when  Jimmy  Mur- 
phy let  him  use  his  saws,  planes  and  chisels 
the  making  of  furniture  captured  his  fancy 
and  intentions. 

But  the  father  died  and  the  mother  moved 
to  a  farm  in  Minnesota.  At  the  age  of 
eighteen  Edgar  Erastus  Clark  was  a  brake- 
man on  what  is  now  a  part  of  the  Rock  Island 
System.  His  future,  however,  as  he  read  it, 
lay  farther  to  the  West. 

"I  stopped,"  he  said  to  the  writer,  "at  vari- 
ous places  on  the  way  to  the  Pacific  Coast. 
At  Ogden  I  was  offered  $75  a  month  as  a 
brakeman  on  the  Central  Pacific.  I  had  been 
getting  $40  a  month  in  Minnesota.  In  two 
years  I  had  a  train  of  my  own.  I  was  em- 
ployed as  a  conductor  on  that  road,  on  the 


Northern  Pacific  and  on  the  Rio  Grande  un- 
til 1889,  when  I  became  an  officer  of  the  Con- 
ductor's Brotherhood." 

"Who  is  the  conductor?"  William  H.  Ban- 
croft, superintendent  of  the  Rio  Grande,  asked, 
when  he  was  told  by  telegraph  that  No.  8, 
with  ten  coaches  of  passengers,  was  waiting 
at  Pleasant  Valley  Junction  because  a  great 
storm  was  raging  ahead  on  the  desert.  The 
conductor  had  advised  remaining  there  until  he 
could  get  reports  that  the  track,  laid  on  sand, 
was  safe,  or  returning  to  Ogden. 

"It's  Clark,"  the  train  dispatcher  informed 
Bancroft. 

"If  it  is  Gark,"  said  Bancroft,  "tell  him  to 
use  his  own  judgment." 

No  passenger  that  rode  with  Mr.  Clark  ever 
lost  his  life.  No  passenger  was  ever  injured. 
When  his  train,  freight  or  passenger,  stopped 
for  orders  or  to  let  some  other  train  pass, 
Clark  walked  its  length  on  both  sides  to  ex- 
amine its  wheels,  brake-rods  and  connections. 
"And  he  was  not  above  making  any  repairs 
himself  that  were  necessary,"  said  Job  A. 
Edson. 

For  sixteen  years,  1890  to  1906,  Mr.  Clark 
was  chief  of  the  Order  of  Railway  Conduc- 
tors of  America.  When  Theodore  Roosevelt 
was  serving  as  President,  in  what  is  loosely 
called  his  first  term,  he  made  a  speaking  tour 
through  the  South,  timing  his  journey  so  as 
to  be  in  Chattanooga  during  a  convention  of 
the  Brotherhood  of  Locomotive  Firemen. 

;Mr.  Clark  also  went  to  Chattanooga  and 
Mr.  Roosevelt  and  he  talked  the  same  night 
from  the  same  platform  to  the  same  audience. 
Clark  spoke  without  notes  and  when  he  left 
the  floor  President  Roosevelt  grasped  his  hand 
heartily  and  said :  "You  are  a  man  of  unusual 
good  sense." 

That  meeting,  or  that  speech,  brought  great 
change  in  Mr.  Clark's  life.  The  very  next 
month  President  Roosevelt  appointed  him  a 
member  of  the  arbitration  committee,  agreed 
to  by  operators  and  miners,  for  the  settlement 
of  the  now  historical  anthracite  coal  strike. 
Four  years  later,  President  Roosevelt  made 
Mr.  Clark  a  member  of  the  Interstate  Com- 
merce Commission.  Both  President  Taft  and 
President  Wilson  have  honored  Mr.  Clark  with 
reappointments. 

The  facts  of  the  coal  strike  and  the  set- 
tlement of  the  strike,  the  parties  in  interest 


Fourteen 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


insisted,  should  be  ascertained  and  left  to  a 
committee  composed  of  a  United  States  judge, 
a  conspicuous  divine,  an  army  engineer,  a  min- 
ing engineer,  a  coal  operator,  and  an  "eminent 
sociologist."  Roosevelt  desired  to  choose 
Clark  as  a  member  of  the  committee,  but  Clark 
fitted  into  no  other  class,  so  Roosevelt  called 
him  an  "eminent  sociologist"  and  gave  him  the 
appointment. 

"This  is  my  eminent  sociologist,"  the  Presi- 
dent once  said,  in  introducing  a  notable  Eng- 
lishman to  Mr.  Clark.  The  Englishman,  im- 
pressed, bowed  most  gravely,  while  the  Presi- 
dent grinned  and  Mr.  Clark  had  trouble  in 
keeping  his  face  straight. 

Mr.  Clark  did  not  know  that  Mr.  Roosevelt 
ever  thought  of  him  in  connection  with  the 
Interstate  Commerce  Commission  until  he  read 
the  notice  of  his  appointment  in  the  newspa- 
pers. 

"There  is  only  one  way  of  making  the  rail- 
roads worthy  of  the  country,  said  Mr.  Clark, 
"and  that  lies  wholly  in  the  expenditure  of 
money  for  extensions  and  improvements.  And 
this  money  should  be  supplied  by  investors. 


"I  am  not  in  favor,  however,  of  letting  the 
railroads  earn  enough  surplus  over  expenses 
and  charges  to  pay  for  the  extensions  and 
improvements  that  are  needed  and  will  be 
needed  in  the  future.  Such  things  are  perma- 
nent and  money-making  additions  to  railroad 
property  and  should  be  capitalized — that  is, 
provided  for  with  money  invested  by  our 
people  in  railroad  securities." 

"You  were  once  opposed  to  the  Government 
owning  and  operating  the  railroads,"  the 
writer  observed.  "Has  there  been  any  change 
in  your  opinion  on  that  subject?" 

"None  whatever.  The  Government,  under 
the  best  of  conditions,  cannot  operate  the  rail- 
roads any  more  satisfactorily  to  the  public 
than  they  can  be  operated  under  private  own- 
ership. This  we  know.  Also  we  know  that 
the  Government  cannot  do  it  as  cheaply. 
Deficits,  were  the  Government  to  run  the  rail- 
roads, would  be  certain,  and  deficits  would 
have  to  be  met  with  money  from  the  United 
States  Treasury,  with  money  raised  by  taxing 
the  people." 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifteen 


Dyer  County,  Tennessee,  Farmers  Inter- 
viewed on  the  Subject  of  Illinois 
Central  Service 


OVERLAPPING  the  line  which  di- 
vides the  cotton  belt  from  the 
grain  producing  section  in  the  cen- 
tral Mississippi  Valley,  Dyer  County, 
Tennessee^,  possesses  agricultural  re- 
sources which  constitute  a  mine  of  un- 
explored wealth.  It  is  the  proud  boast  of 
Dyer  County  farmers  that  their  soil  and 
climatic  conditions,  their  transportation 
facilities  and  available  markets  are  fav- 
orable to  the  production  of  any  agricult- 
ural product  which  may  be  grown  in  the 
United  States,  which  the  exception  of 
tropical  fruits.  Farming  is  now  greatly 
diversified,  and  the  forward  looking 
farmers  predict  that  diversification  will 
be  considerably  extended  during  the  next 
few  years. 

An  example  of  growing  diversification 
is  in  the  strawberry  and  truck  farming 
interests  which  have  now  begun  to  take 
an  important  place  in  the  agricultural  life 
of  the  county.  This  is  the  second  year 
that  strawberries  are  being  shipped  out 
in  quantity.  Tomato  growing  is  being 
extended  rapidly  and  other  garden 
truck  is  being  developed  in  greater  abun- 
dance than  before.  Dairying  interests  are 
springing  up  through  the  county.  Beef 
production  is  well  established,  but  com- 
paratively is  so  recent  as  to  be  named 
among  the  developments  of  late  years. 

It  was  to  this  county  that  the  Illinois 
Central's  interviewer  was  sent  on  the 
seventh  of  a  series  of  trips  into  farming 
communities  to  sound  out  farmer  opinion 
on  railway  service,  particularly  Illinois 
Central  service. 


Dyer  County  farmers  are  not  pessi- 
mistic over  the  farm  outlook.  They  are 
not  highly  enthusiastic,  to  be  sure,  but 
they  are  conservatively  optimistic.  They 
have  a  belief  that  conditions,  which  just 
now  are  marked  with  a  bluish  tinge,  will 
right  themselves  in  the  near  future.  They 
certainly  are  not  laying  down  on  the 
job. 

The  interviewer  caught  one  farmer  just 
as  he  was  making  out  a  check  in  pay- 
ment for  a  bunch  of  hogs  which  he  was 
buying  for  feeding..  This  farmer — Ed. 
E.  Williams  of  Newbern  —  hasn't  dis- 
posed of  any  of  his  1920  corn  crop;  he 
is  feeding  it  all. 

"I  am  not  discouraged,"  Mr.  Williams 
said,  when  the  interviewer  expressed 
admiration  of  his  game  spirit.  "Of 
course,  I'm  not  jumping  up  in  the  air 
and  craking  my  heels  togeather  over 
farm  conditions.  None  of  us  farmers 
are.  But  I'm  not  discouraged.  I'm 
paying  for  these  hogs  and  still  leaving 
enough  of  a  balance  in  the  bank  to  carry 
me  over  until,  harvest." 

Not  all  the  farmers  have  recovered 
from  the.  shock  of  falling  prices  suf- 
ficiently to  display  Mr.  Williams'  buoy- 
ant spirit — it  must  be  admitted  that  his 
is  an  outstanding  case. 
Find  Diversified  Farming  Profitable 

The  farmers  of  Dyer  County  are  find- 
ing diversified  farming  highly  profitable. 
While  their  neighbors  on  the  south  have 
been  paralyzed  by  the  demoralization 
of  the  cotton  market,  they  have  gone 
on,  marketing  their  hogs  and  sheep  and 


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ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


cattle,  their  corn  and  wheat  and  oats 
and  grasses,  their  berries,  garden  truck 
and  dairy  products.  Very  few  of  them 
will  admit  having  made  money  this  last 
year,  but  at  the  same  time  nearly  all 
will  admit  that  their  losses  have  been 
light  in  proportion  to  those  other  farm- 
ing communities  have  suffered. 

The  trend  toward  diversification 
started  during  the  early  days  of  the  war, 
when  the  farmers  began  to  cut  their 
cotton  acreage.  When  the  United  States 
entered  the  war  and  the  government 
appealed  to  Southern  farmers  to  turn 
their  cotton  fields  over  to  the  production 
of.  foodstuffs,  cotton  acreage  was  cut 
nearly  one-half  in  Dyer  County.  Last 
year  the  cotton  produced  amounted  to 
considerably  less  than  half  the  pre-war 
normal  crop,  and  the  farmers  say  they 
are  cutting  their  1921  acreage  25  to  50 
per  cent  from  1920.  Conservative  esti- 
mates are  that  it  will  be  cut  on  an  aver- 
age of  35  to  40  per  cent  for  the  county 
as  a  whole. 

The  interviewer  found  the  farmers 
of  the  county  highly  appreciative  of  the 
Illinois  Central  System  and  its  facilities 
for  carrying  their  goods  to  market. 
When  the  purpose  of  the  visit  was  ex- 
plained, the  reporter  was  invariably 
greeted  with  a  reply  something  like  this : 

"We  folks  down  here  are  great  friends 
of  the  Illinois  Central.  We  think  it  is 
the  best  railway  system  in  the  South, 
and  we're  not  sure  but  that  it's  the  best 
in  the  country." 

The  farmers  have  found  that  the  rail- 
way is  a  real  friend  of  theirs,  anxious  to 
serve  their  needs.  They  have  faith  in 
the  ability  of  the  men  who  direct  the 
policies  of  the  road  and  they  are  well 
acquainted  with  and  like  the  men  who 
carry  out  these  policies  in  their  partic- 


ular territory.  The  reporter  failed  to 
hear  a  single  grievance  against  any  one 
of  the  railway's  representatives,  and 
many  expressions  of  appreciation  for 
the  courtesy  and  efficiency  of  their  serv- 
ice were  heard. 

Dyer  County  will  soon  celebrate  its 
100th  birthday,  having  been  founded 
in  1822.  It  was  originally  heavily  tim- 
bered, but  timberlands  have  been  largely 
cleared  away,  leaving  a  fertile  sandy 
loam.  Rainfall  is  from  46  to  50  inches 
annually,  and  artificial  drainage  systems, 
both  tile  and  surface,  are  being  employed 
to  carry  away  surplus  water. 

Markets  Brought  to  Back  Door 

Transportation  and  the  accessibility  of 
good  markets  are  important  factors  in 
any  farming  community,  and  Dyer 
County  is  especially  favored.  The  Illinois 
Central  brings  Chicago,  St.  Louis,  Louis- 
ville and  Memphis  right  to  the  back  door. 
Farm  products  can  be  marketed  over 
night  in  any  of  these  cities. 

"Always  topnotch"  is  the  way  A.  E. 
Menzies  of  Dyersburg,  one  of  the  larg- 
est farm  owners  in  the  county,  who 
counts  his  lands  by  thousands  of  acres, 
characterized  Illinois  Central  Service. 
"Everybody  says  the  Illinois  Central 
System  is  the  best  in  the  South ;  I  guess 
they're  right." 

Mr.  Menzies  has  large  farm  interests 
in  southwestern  Dyer  County,  served 
by  the  Tiger  Tail  branch  of  the  Illinois 
Central.  He  also  does  considerable  log- 
ging. He  declared  that  he  always  has 
received  the  best  of  freight  service  from 
the  Illinois  Central  and  particularly 
complimented  the  high  standard  of  serv- 
ice ,  rendered  'by  local  representatives. 

J.  T.  Bratton  of  Dyersburg  is  another 
extensive  farm  operator.  He  owns  a 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Seventeen 


230-acre  farm  adjoining  the  city  of 
Dyersburg  and  is  manager  of  a  2,500- 
acre  plantation  in  .northwestern  Dyer 
County,  near  the  inland  town  of  Bogota. 
Mr.  Bratton  discussed  farm  conditions 
in  western  Tennessee.  He  is  reducing 
cotton  acreage  considerably  on  both  his 
own  farm  and  the  plantation  of  which 
he  is  manager.  He  is  one  of  the  farmers 
who  has  been  .going  jnto  ^rawberry 
growing. 

In  discussing  the  reduction  of  cotton 
acreage,  Mr.  Bratton  explained  that  more 
grass  seed  has  been  sold  in  Dyer  County 
this  year  than  ever  before  in  a  single 
season. 

The  Forrest  Ferguson,  Farms  ,at 
Dyersburg  are  rapidly  being  made  into 
one  of  the  outstanding  showplaces  of 
western  Tennessee.  Mr.  Ferguson,  now 
a  highly  successful  merchant  at  St.  Louis, 
has  taken  the  family  home  of  1,200  acres 
east  of  Dyersburg  and  is  developing  it 
with  special  attention  to  dairying,  poultry 
raising  and  truck  farming. 

Would  Make  Dyer  Famous  for 
Dairying 

J.  W.  Magee,  an  experienced  dairy- 
man, has  been  placed  in  charge  of  the 
Holstein  herd.  A  modern  dairy  barn, 
said  to  be  one  of  the  finest  in  the  world, 
is  just  being  completed.  Other  dairy- 
ing facilities  are  being  developed  rapidly, 
and  efforts  are  being  made  to  interest 
other  famers  of  that  community.  Dur- 
ing the  reporter's  visit  preparations  were 
being  made  for  a  Dyer  County  sale  of 
nineteen  pure-bred  Holstein  bulls,  which 
the  Fergusons  hope  will  become  the  cen- 
ter of  other  dairy  herds,  making  Dyer 
County  noted  for  its  dairying  interests. 
Mr.  Magee  declared  that  Dyer  County  is 
unexcelled  in  its  natural  facilities  for 
dairying. 


The  general  activities  of  the  Ferguson 
Farms  are  under  the  direction  of  Charles 
Ferguson,  brother  of  the  owner.  Gen- 
eral farming  includes  more  than  small 
grain,  grasses  and  livestock.  All  sorts 
of  fruits  and  vegetables  are  produced. 
There  will  not  be  a  pound  of  cotton  on 
the  farm  this  year. 

Chester  Turner  is  director  of  the  poul- 
try department,  which  specializes  in 
Barred  Plymouth  Rocks.  It  is  an- 
nounced rather  modestly  that  Mr.  Fer- 
guson has  requested  producing  10,000 
hens  this  summer,  which  will  mean  the 
hatching  of  probably  25,000  to  30,000 
baby  chicks.  The  farm  held  something 
like  5,000  chicks  on  the  day  of  the  re- 
porter's visit  and  the  huge  incubator 
was  turning  them  out  faster  than  one 
man  could  count  them. 

Mr.  Magee  of  the  dairy  department 
spoke  on  behalf  of  Owner  Ferguson  in 
saying  that  his  chief  considered  Illinois 
Central  services  unexcelled.  He  added 
that  his  own  experience  had  been  highly 
satisfactory. 

R.  L.  Summers  of  Dyersburg  has  a 
115-acre  farm  of  his  own  and  manages 
a  1,164-acre  plantation  in  northwestern 
Dyer  County,  near  Bogota.  His  cotton 
acreage  will  be  cut  one-half,  he  said. 
His  comments  on  Illinois  Central  service 
were  favorable. 

A  Dairy  Campaign  Is  Suggested 

The  Illinois  Central  ought  to  send  a 
development  agent  into  Dyer  County  for 
at  least  a  week  in  the  interest  of  dairy 
promotion,  according  to  O.  P.  Bishop  of 
Dyersburg,  owner  of  a  140-acre  farm, 
who  is  a  dairy  enthusiast  and  is  ac- 
quainted with  the  educational  work 
which  the  Illinois  Central's  development 
bureau  has  been  carrying  on  for  several 
years  in  Mississippi.  Mr.  Bishop's  farm 


Eighteen 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


is  largely  devoted  to  wheat  and  clover. 
He  expects  to  add  a  Jersey  herd  soon. 

Mr.  Bishop  is  authority  for  the  state- 
ment that  the  Ferguson  interests  are 
considering  the  establishment  of  a  cream- 
ery at  Dyersburg,  if  enough  farmers  in 
that  section  can  be  interested  in  dairying 
to  make  the  project  worth  while.  He 
wants  Illinois  Central  to  encourage  it. 

Dyersburg  men  are  boosters,  accord- 
ing to  Mr.  Bishop,  who  might  well  qual- 
ify to  such  description  himself,  but  he 
believes  they  need  leadership.  Mr. 
Bishop  warmly  praised  the  Illinois  Cen- 
tral's service  and  spoke  especially  of  the 
value  of  the  educational  work  done  in 
the  South. 

While  Mr.  Bishop  advocated  the  need 
for  leadership,  Dr.  J.  A.  Green,  Dyers- 
burg farm  owner,  who  was  present  at 
the  conference,  gave  another  suggested 
remedy.  He  believes  the  country  needs 
new  blood  and  suggests  co-operation  with 
the  development  service  of  the  Illinois 
Central  to  bring  in  immigrants.  Doctor 
Green  owns  eighteen  Dyer  County  farms 
and  his  holdings  total  about  3,500  acres. 
He  expects  to  start  a  Jersey  herd  on 
one  of  his  farms  adjoining  the  city  in 
the  near  future,  making  his  son  manager 
of  the  place. 

J.  C.  Elder  of  Dyersburg  is  the  pio- 
neer in  developing  the  strawberry  in- 
dustry in  Dyer  County.  His  farm  hold- 
ings are  in  O'Brien  and  Gibson  counties, 
along  the  Illinois  Central  and  another 
line  of  railroad.  He  has  100  acres  in 
berries  in  O'Brien  County  and  30  acres 
in  Dyer  County,  the  latter  rented  land. 

"I  wouldn't  attempt  to  raise  strawber- 
ries any  place  except  on  the  Illinois 
Central,  that's  how  well  I  think  of  your 
company's  service,"  Mr.  Elder  said  when 
he  was  introduced.  "I  rent  strawberry 


land  in  Dyer  County  especially  to  take 
advantage  of  your  facilities  for  handling 
berries." 

Mr.  Elder  established  a  large  straw- 
berry field  in  Dyer  County  two  years 
ago  and  he  has  seen  the  industry  ex- 
tended until  scores  of  farmers  are  in- 
terested. 

D.  W.  Moss  of  Dyersburg  is  one  of  the 
principal  farm  operators  of  the  county, 
his  interests  extending  into  the  control  of 
about  10,000  acres,  including  the  Mid- 
way Farm  located  halfway  between 
Dyersburg  and  Newbern,  a  1,200-acre 
farm  which  he  expects  to  have  under 
complete  cultivation  within  a  few  years. 
Allen  Burkett  is  manager  of  Midway 
Farm,  which  has  general  farming  inter- 
ests and  a  Shorthorn  herd. 

Mr.  Moss  believes  that  railway  wages 
must  come  down,  especially  wages  paid 
unskilled  labor. 

Wages  of  Unskilled  Labor  Unfair 

"It  is  unfair  for  the  railways  to  be 
forced  to  pay  unskilled  negro  labor  $3.20 
a  day  for  eight  hours  work  when  sim- 
ilar labor  is  being  obtained  by  the 
farmers  for  $1  to  $1.25  a  day  and  worked 
from  sunup  to  surfdown.  It  is  unfair  to 
both  the  railroads  and  the  farmers  and 
creates  a  bad  condition  among  the 
negroes." 

Mr.  Moss  had  heard  rumors  that  the 
Illinois  Central  is  considering  the  estab- 
lishment of  a  demonstfation  farm  in 
western  Tennessee  and  he  declared  that 
if  such  a  plan  is  considered  he  thinks 
it  should  be  located  at  Dyersburg. 

Mr.  Moss  complimented  Illinois  Cen- 
tral service  highly. 

J.  W.  Hawkes,  whose  136-acre  farm 
lies  half-way  between  Dyersburg  and 
Newbern,  declared  that  Illinois  Central 
service  is  always  high  class. 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Nineteen 


Farming  in  the  vicinity  of  Newbern, 
in  the  northern  half  of  the  county,  is 
more  highly  diversified  than  in  any  other 
section  of  the  county.  Livestock  inter- 
ests are  especialy  heavy.  Newbern  is 
a  busy  shipping  point.  One  hundred 
eighty-seven  carloads  of  livestock  were 
shipped  out  last  year.  Other  shipping 
from  that  point  during  1920,  in  terms  of 
carloads,  included:  Hay,  126;  logs,  236; 
corn,  81;  cotton,  65;  cotton  seed,  52; 
straw,  17;  oats,  13;  wheat,  9,  and  eggs 
and  poultry,  5. 

C.  O.  French,  who  owns  535  acres 
near  Newbern,  discussed  freight  rates 
with  the  interviewer.  He  said  that  his 
relations  with  the  Illinois  Central  always 
had  been  pleasant. 

Similar  testimony  was  given  by  R.  W. 
Pace  of  Newbern,  who  ships  a  large 
amount  of  stock. 

E.  R.  Ditmore,  whose  675-acre  farm 
lies  three  miles  from  Newbern,  is  pointed 
out  in  the  country  round  about  as  one 
of  the  most  progressive  farmers  of  the 
vicinity.  He  has  one  of  the  finest  Short- 
horn herds  in  the  country  and  also  does 
general  farming.  His  son,  Oscar,  who  is 
associated  with  him,  met  the  interviewer, 
with  "his  father,  and  farmer-railway  re- 
lations were  discussed.  Both  father  and 
son  spoke  highly  of  their  association  with 
the  Illinois  Central  and  complimented 
the  service  which  they  have  received.  . 

Want  Covered  Stock  Pens 

H.  P.  Tigrett  '  is  another  Newbern 
farmer  who  is  pointed  out  as  a  repre- 
sentative of  the  progressive  spirit  of  the 
community.  On  his  400-acre  farm  (he 
has  other  holdings  in  addition  outside 
the  county)  he  raises  Hampshire  sheep, 
Berkshire  hogs  and  Shorthorn  cattle. 

Mr.  Tigrett  believes  that  the  Illinois 
Central  should  have  covered  stock  pens 


at  Newbern  to  protect  stock  from  the 
heat  and  rain. 

Albert  G.  Harris  of  Newbern  is  a 
wide  reader  and  has  followed  the  pub- 
lished articles  concerning  the  develop- 
ment of  better  relations  between  the  Illi- 
nois Central  and  its  patrons.  He  ex- 
pressed his  appreciation  of  this  work 
and  of  President  Markham's  direction  of 
it. 

"I  am  mighty  glad  to  see  it,"  Mr. 
Harris  said.  "I  might  have  been  a  critic 
of  the  railways,  but  it  may  make  a  sym- 
pathizer out  of  me  yet.  It  certainly  gives 
us  farmers  a  better  knowledge  of  railway 
problems. 

"I  had  a  special  opportunity  to  ob- 
serve Illinois  Central  service  during  the 
war,  when  my  boys  were  in  camps  in  all 
parts  of  the  country.  Going  back  and 
forth,  we  found  that  Illinois  Central 
was  outstanding.  It  always  was  a  re- 
lief when  we  got  back  to  the  Illinois 
Central  lines." 

S.  I.  Biffle  of  near  Newbern  is  another 
farmer  who  advocated  the  covering  of 
stock  pens.  He  also  suggested  that  a 
more  rapid  freight  service  on  cattle 
shipments  be  worked  out  between  that 
territory  and  St.  Louis.  A  competing 
road  is  able  to  make  the  St.  Louis 
market  with  its  stock  train  several  hours 
ahead  of  the  Illinois  Central,  he  said. 

Ed  E.  Williams,  who  is  quoted  earlier 
in  this  report,  was  another  advocate  of 
covered  stock  pens. 

James  T.  Harris — a  brother  of  Albert 
G. — spoke  highly  of  the  friendly  spirit 
which  marks  the  relationship  between 
the  railway  and  its  farmer  patrons  at 
Newbern.  He  believes  that  the  anti- 
railway  hostility  which  he  says  once 
could  be  found  in  farming  communities 
has  almost  entirely  disappeared.  Mr. 


Twenty 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


Harris  is  a  general   farmer  and  a  suc- 
cessful experimenter  in  strawberries. 

Rates  Are  Not  a  Tax  on  Business 

C.  C.  Redman  of  Newbern  hardly  be- 
longs in  the  catalogue  of  farmers,  but 
he  is  a  warm  friend  of  the  Illinois  Cen- 
tral and  an  incident  of  the  reporter's 
visit  with  him  is  worth  repeating.  Mr. 
Redman  had  just  read  President  Mark- 
ham's  statement  discussing  the  proposal 
of  freight  rate  reductions  and  approved 
it  heartily.  He  agrees  with  President 
Markham's  views  in  regard  to  freight 
rates. 

Mr.  Redman  told  the  reporter  that  the 
cost  of  freight  and  express  transporta- 
tion purchased  by  him  during  1920 
amounted  to  only  4  per  cent  of  his  gross 
sales,  whereas  prior  to  the  war  it  had 
run  from  7  to  9  per  cent. 

H.  M.  Hendrix  of  Finley,  who  farms 
700  acres  of  delta  land  along  the  Miss- 
issippi River  in  the  western  edge  of  the 
county,  predicted  a  great  future  for  the 
county  in  truck  farming.  Although  he 
spoke  of  what  he  termed  the  burden 
which  freight  rates  impose  on  the 
farmers,  he  said  that  he  realizes  the 
need  for  railway  solvency. 

E.  F.  Davis  of  Dyersburg  owns  2,000 
acres  of  farms  in  the  vicinity  of  Ro Ellen 
and  Tiger  Tail.  He  greeted  the  inter- 
viewer with  a  statement  that  he  is  un- 
alterably opposed  to  government  owner- 
ship of  railways. 

"I  don't  want  the  government  to  own 
anything  except  postage  stamps,"  was  his 
comment. 

Mr.  Davis  expressed  a  belief  that  rail- 
way labor  costs  should  come  down  and 
declared  that  high-handed  labor  leaders 
seeking  to  perpetuate  their  hold  on  labor 
(the  expression  is  his)  are  fast  losing 
sympathy  with  the  file  of  the  people. 


Mr.  Davis  believes  that  Illinois  Central 
equipment  and  service  are  extraordinarily 
good.  He  spoke  especially  of  how  cour- 
teous and  considerate  he  has  found  local 
representatives  of  the  railway  to  be.  He 
complimented  the  Illinois  Central's  din- 
ing service  as  unsurpassed  on  any  road 
on  which  he  has  traveled. 

James  Fuller"  of  Dyerburg  has  400 
acres  in  the  northern  part  of  the  county. 
Service  is  good,  he  said.  Freight  rates 
and  their  relation  to  farming  were  dis- 
cussed. 

Good  Roads  Big  Factor  in  Farming 

John  C.  Rogers,  editor  of  the  Dyers- 
burg  State  Gazette,  is  highly  interested 
in  the  development  of  Dyer  County  and 
his  comment  on  the  agricultural  situa- 
tion should  not  be  amiss.  He  believes  that 
good  roads  are  an  important  factor  in 
the  development  of  the  county  and  is 
working  earnestly  for  hard  surfaced 
roads.  Plans  were  being  made  in  the 
county  during  the  reporter's  visit  for 
letting  the  contract  for  a  hard  surfaced 
road  from  Dyersburg  to  Newbern,  the 
first  of  a  network  of  hard  surfaced  roads 
which  will  be  extended  throughout  the 
county  in  time. 

L.  P.  Glass,  editor  of  the  Newbern 
Tennessean,  is  another  live-wire  news- 
paper editor  whose  interests  are  strongly 
identified  with  farm  development. 


Things  to  Talk  About 

THE  coal  bill  of  the  Illinois  Central 
System   increased   217   per  cent   be- 
tween    1914     and     1920,     or     from 
$5,662,830   in    the   former   year   to   $17,- 
985,750.82  in  the  latter! 

In   1920   there   were  5,350,293   tons   of 
coal  used  on  the  Illinois  Central  System,    | 
when  the   average   price  paid  was  $3.36 
a   ton.     The   average   contract  price  in    | 
1914  was  $1.86  a  ton,  and  consumption    | 
was  4,151,424  tons. 

iiiiiiiiiiiiiiiiiniiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiink^ 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Twenty-ont 


Twenty-two 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Public  Opinion 

Good  Record  Made  by  Illinois  Central 


THE  Illinois  Central  railroad  made  a  re- 
markable record  for  punctuality  in 
August,  September,  October  and  No- 
vember, and  has  told  the  public  about  it  in 
newspaper  advertisements. 

The  average  on-time  record  of  a  number 
of  other  railroads  in  the  months  named  was 
83  per  cent;  that  of  the  Illinois  Central  was 
96  per  cent.  The  Illinois  Central  is  justified 
in  taking  pride  in  this  record. 

The  lowest  monthly  average  in  the  year 
1920  was  January,  with  93.4  per  cent  of  on- 
time  trains,  and  the  highest  was  October, 
with  97.3,  November  pushing  October  close 
with  a  flat  record  of  97  per  cent. 

No  public  utility  loses  by  letting  the  peo- 
ple know  how  it  is  conducted.  Utilities, 
like  individuals,  never  can  forsee  when  the 
need  of  friends  will  arise,  and  every  big  cor- 
poration makes  friends  by  taking  the  public 
into  its  confidence. — Birmingham  (Ala.) 
Age-Herald,  March  3,  1921. 


Ready  to  Listen 

A  few  days  since  Mr.  A.  J.  Martin  of 
Vicksburg,  wrote  a  communication  to  the 
Vicksburg  Herald,  complaining  about  the 
high  freight  rate  on  statuary  from  New  York 
to  Vicksburg. 

The  article  came  to  the  attention  of  Presi- 
dent C.  H.  Markham,  who  promptly  sent  a 
complete  and  satisfactory  reply  to  Mr.  Mar- 
tin, explaining  that  the  freight  rate  on  stat- 
uary is  double  the  first-class  rate  because  of 
the  fact  that  it  is  the  most  difficult  of  all 
freight  to  handle;  that  it  is  always  liable 
to  breakage,  which  means  heavy  damage 
claims,  and  is  invariably  shipped  in  less  than 
carload  lots,  making  several  transfers  at 
junction  points  necessary. 

The  incident  is  cited  as  an  illustration  of 
President  Markham's  free,  open  and 
r  straight-forward  method  of  dealing  with  the 
patrons  of  the  Illinois  Central.  No  subject 
is  too  small  to  command  his  attention.  A 
few  years  ago,  when  some  railroad  officials 
believed  in  the  "publicrbe-damned"  policy, 


a  letter  of  complaint  from  a  patron  would 
have  received  no  attention  whatever.  The 
very  best  he  could  hope  for  was  a  note  or 
personal  visit  from  a  local  freight  agent. 

But  that's  not  the  Markham  method.  The 
head  of  the  Illinois  Central  believes  in  pub- 
licity. He  has  no  secrets  from  the  general  pub- 
lic. He  is  ready  and  willing  at  all  times  to 
show  his  hand,  to  give  patient  and  courteous 
hearing  to  any  complaint  or  criticism  that 
may  be  offered,  and  do  everything  that  is 
reasonable  and  within  his  power  to  satisfy 
the  critic  or  complainant. 

Mr.  Markham  goes  even  further  than  this. 
For  the  past  several  months  he  has  had  a 
well-trained  newspaper  interviewer  touring 
the  various  lines  of  the  system  for  the  pur- 
pose of  actually  soliciting  complaints  and 
grievances  from  patrons.  This  interviewer 
also  solicits  suggestions  as  to  ways  and 
means  of  bettering  the  service,  and  Presi- 
dent Markham  frankly  acknowledges  that 
some  first-class  ideas  have  been  obtained 
through  this  method,  and  will  be  put  into 
practical  operation. 

And  herein  you  will  find  the  explanation 
of  why  the  Illinois  Central  is  one  of  the 
greatest  and  most  efficient  railway  systems 
in  the  world. — Jackson  (Miss.)  Daily  News, 
February  7,  1921. 


Who  Be  Damned? 

The  attitude  of  big  corporations  toward 
the  public  on  questions  of  service  and  safety 
has  been  familiarly  characterized  in  the  past 
by  the  phrase,  "The  public  be  damned." 

However  applicable  the  designation  might 
have  been  in  the  past,  or  might  be  at  the 
present  time  in  some  instances,  we  are  sure 
that  the  phrase  has  been  overworked  and 
very  often  has  become  mere  camouflage  be- 
hind which  the  public  cloaks  its  own  indiffer- 
ence and  remissness  of  duty  toward  public 
service  corporations. 

Fair  play  is  a  boasted  trait  of  Yankee 
character  and  is  as  much  due  toward  a  cor- 
poration with  its  tens  of  millions  of  assets 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Twenty-three 


as  it  is  toward  your  own  home  town  in- 
dustrial corporation  with  a  capital  stock  of 
ten  or  twenty  thousand  dollars. 

Just  now  there  is  a  clamorous  demand  on 
the  part  of  the  public  that  there  be  laws 
enacted  that  shall  eliminate  all  grade  railroad 
crossings. 

Statistics  now  available  show  that  in  the 
four  years  ending  December  31,  1920,  there 
were  4,350  persons  killed  and  12,750  injured 
in  the  United  States  in  automobile  grade 
crossings,  of  which  number  158  were  killed 
and  659  were  injured  on  the  Illinois  Central 
System. 

We  have  no  desire  to  minimize  the  re- 
sponsibility of  the  railroads  in  this  matter 
but  our  spirit  of  American  fair  play  impels 
us  to  call  attention  to  the  fact  that  there 
is  a  duty  resting  upon  the  public  no  less 
obligatory  than  that  upon  the  railroads. 

Inasmuch  as  nearly  all  of  these  automobile 
accidents  are  due  to  pure  carelessness  on 
the  part  of  the  drivers,  the  public  should 
consider  its  own  interests  and  duty  in  les- 
sening these  casualties  and  co-operate  with 
the  railroads  in  any  movement  tending  to- 
ward their  avoidance.  Do  we  heed  the  warn- 
ing, "Safety  First"  and  do  we  "Stop!  Look! 
Listen!"? 

The  Illinois  Central  System  has  8,000 
grade  crossings,  the  elimination  of  which 
and  the  substitution  of  subway  or  elevated 
crossings  would  cost  the  company  a  sum 
equal  to  the  combined  stock  and  bond  issues 
of  the  road.  The  public  desires  and  is  en- 
titled to  better  service  and  greater  safety 
on  the  part  of  the  railroads  but,  any  demand 
for  the  same  should  be  reasonable  and  not 
in  its  nature  confiscatory. 

It  is  as  much  the  duty  of  the  public  to 
share  in  the  burden  and  the  solution  of  the 
safety  problems  of  railroad  transportation  as 
it  is  to  secure  safety  of  traffic  on  our  public 
highways.  Let's  be  American  "play  fair" 
citizens  and  study  these  problems  of  public 
service  and  safety  as  the  people's  business 
as  well  as  the  railroad's. — A.  D.  McCallen, 
in  the  Newton  (111.)  Democrat,  February  3, 

1921.  

Public  Must  Pay  the  Bill 
C.  H.  Markham,  president  of  the  Illinois 
Central  Railroad,  argues  that  when  it  comes 


to  eliminating  grade  crossings  in  cities  the 
expense  should  be  shared  by  the  community 
and  the  railroad.  He  ventures  the  state- 
ment that  if  the  community  is  called  on  di- 
rectly to  pay  a  full  share  of  the  cost  the  de- 
mand for  overheads  and  subways  will  di- 
minish. Very  likely  he  is  right  about  this. 

There  is  something  more  to  'be  said  on 
this  point.  Among  intelligent  people,  such 
as  we  have  in  this  country,  there  should  be 
no  difficulty  in  realizing  that  in  the  end,  in 
fact  almost  right  away,  the  communities  are 
called  on  to  pay  practically  all  the  cost  bill. 
Surely  we  should  not  require  the  demonstra- 
tion of  a  direct  tax  to  make  us  sure  about 
this. 

Say  that  it  takes  a  hundred  million  dol- 
lars to  eliminate  certain  grade  crossings. 
If  the  public  does  not  pay  directlv  railroads 
must  find  money  to  do  the  work.  Thereupon 
the  railroad  company  has  a  much  heavier  in- 
vestment. When  rates  are  made  for  rail- 
road service  this  heavier  investment  is  -taken 
into  the  account,  has  to  be.  And  then  the 
public  begins  to  pay. 

We  must  not  be  foolish  enough  to  imagine 
we  can  order  the  expenditure  of  millions  and 
have  the  other  fellow  stand  all  the  bill.  If 
we  can't  think  straighter  than  this,  more  to 
the  point,  we  haven't  anything  on  the  Bol- 
shevists who  have  sent  Russia  to  the  dogs. 
— The  Decatur  (111.)  Re-view,  February  16, 
1921. 


Effect  of  Damage  Suits 

The  habit  of  people  rushing  to  court  for 
everv  single  personal  injury  or  alleged  in- 
iurv  has  grown  to  dangerous  prooortions 
in  Mississippi.  We  begin  bv  filching  the 
public  service  corporations,  because  of  prej- 
udice they  were  easy  prey;  but  there  were 
not  enough  of  these  to  supply  the  demand, 
and  get-rich-quick  individuals  have  been 
turning  their  attention  to  private  individuals 
who  happened  to  be  so  unfortunate  as  to 
have  accumulated  some  property. 

A  case  of  this  kind  occurred  in  Vicksburg 
recently,  but  the  sufferers  in  this  case  are 
not  quietly  submitting  to  an  unreasonable 
jury  verdict. 

A  driver  of  one  of  the  oldest  firms  in  the 
city  accidentally  backed  the  firm's  delivery 


Twenty-four 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


truck  against  the  hand  of  a  man  who  was 
opening  a  gate  for  the  truck,  and  mashed 
off  three  of  the  fingers.  We  are  told  that 
the  car  was  being  backed  through  the  gate 
at  the  solicitation  of  the  injured  man.  Suit 
was  brought  for  $15,000  damages  and  the 
jury  in  the  case  gave  $12,000.  The  members 
of  the  firm  representing  a  family  of  about 
thirty  men,  became  so  incensed  at  the  un- 
reasonable verdict  they  determined  to  sell 
the  business  and  remove  from  the  city.  It 
was  not  a  threat,  made  in  the  heat  of  pas- 
sion, but  a  determination  to  leave  a  state 
where  such  a  thing  could  be  perpetrated; 
and  the  business  was  immediately  advertised 
and  sold.  It  is  understood  the  large  family 
will  move  to  Detroit. 

We  hope  this  rebuke  will  cause  an  awak- 
ening in  Mississippi,  if  for  no  other  reason 
than  for  the  purpose  of  keeping  good  people 
from  leaving  the  state.  If  a  man  should 
be  carelessly  damaged  he  should  be  enti- 
tled to  fair  compensation,  but  unreasonable 
verdicts  simply  because  the  victim  has  mon- 
ey is  both  grossly  unjust  and  detrimental  to 
the  state. — Port  Gibson  (Miss.)  Reveille. 


RAILWAY   PERILS 

Accidents  like  the  recent  catastrophe  on 
the  New  York  Central  line  tend  to  arouse 
unjustified  fears  regarding  the  danger  of 
railroad  travel.  Here  are  some  simple  facts, 


vouched  for  by  statisticians,  which  any 
timorous  traveler  will  do  well  to  bear  in 
mind  when  boarding  a  train  or  rounding  a 
curve. 

During  the  last  30  years,  while  passenger 
traffic  in  the  United  States  has  increased 
more  than  300  per  cent,  the  increase  in  the 
number  of  passengers  killed  has  been  only 
16  per  cent.  Clearly,  the  degree  of  safety 
has  increased  enormously.  The  tendency  to 
regard  American  railroads  as  particularly 
careless  and  "murderous"  is  today  based  on 
tradition  rather  than  existing  conditions. 

It  may  be  reassuring  to  learn  what  the 
chances  are  of  losing  one's  life  in  a  wreck. 
According  to  the  best  obtainable  informa- 
tion, there  is  one  passenger  killed  for  a  lit- 
tle more  than  every  100,000,000  miles  of 
passenger  travel.  Therefore  a  man  who  has 
traveled  his  100,000,000  miles  may  fairly  re- 
gard himself  as  a  candidate  for  extinction. 

Evidently  the  danger  is  not  very  imme- 
diate, even  in  the  case  of  the  most  inveterate 
commuter.  At  this  rate  a  passenger  might 
reasonably  expect  to  travel  100  miles  a  day 
for  about  8,000  years  before  meeting  his 
fate. 

Anyone  who  started  at  birth  and  spent  his 
whole  life  on  American  trains  would  die  of 
old  age  about  450  years  before  he  used  up 
his  normal  allotment  of  -safe  mileage. — St. 
Petersburg  (Fla.)  Times,  March  10,  1921. 


Things  to  Talk  About 

DURING  September  and  October,  following  the  rate  increases  and  prior  to  the  traffic 
slump  brought  about  by  the  business  depression,  a  number  of  the  state  commissions 
had  not  granted  intrastate  increases  and  traffic  was  yet  moving  which  had  been  con- 
signed at  former  rates.    During  the  traffic  slump  there  has  been  no  opportunity  to  gauge 
what  the  earning  power  of  the  railways  will  be  under  the  present  rate  scale. 

Instead  of  the  6  per  cent  which  the  Interstate  Commerce  Commission  fixed  as  a  fair  re- 
turn, the  average  return  on  investment  actually  received  by  the  railways  of  the  country 
since  the  rate  increases  went  into  effect,  as  thus  far  reported,  is: 

September,  1920  4.1    per  cent 

October,  1920  ! 4.6    per  cent 

November,  1920  3.3    per  cent 

December,  1920  1.17  per  cent 

During  these  four  months  the  railways  should  have  earned  a  net  income  of  $407,816,000. 
They  actually  earned  $233,110,000. 

'liiliilliliiliiliiliiliiliiliiliiliilMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiin'; 


April  1921 


Twenty-five 


Twenty-six 


ILLINOIS     CENTRAL     MAGAZINE 


il  1921 


Robinson,  Illinois 

Robinson  the  Heart  of  the  American  Oil  Fields 


THERE  is  one  town  that  doesn't  feel 
the  pinch  that  is  accompanying  the 
world's  readjustment.  That  city  is 
Robinson,  Illinois,  located  on  the  Effingham  and 
Indianapolis  branch  of  the  Illinois  Central  and 
the  Danville  and  Cairo  branch  of  the  Big  Four. 
It  doesn't  feel  it  because  it  does  not  depend 
upon  any  one  industry.  The  city  of  the 
Southland,  depending  upon  cotton  alone,  is 
badly  hit  by  the  low  price  of  that  staple  crop. 
The  New  England  city  suffers  with  the  clos- 
ing of  its  factories.  The  city  of  the  great 
wheat  belt  of  the  plains  suffer  in  the  inabil- 
ity of  the  farmer  to  meet  his  maturing  ob- 
ligations. 

But  Robinson  is  especially  favored,  for, 
added  to  the  diversified  crops  that  grow  upon 
the  fertile  farm  lands  that  surround  it,  there 
is  the  great  additional  incpme  from  the  more 
than  eight  thousand  oil  wells  of  Crawford 
county,  yielding  annually  more  than  4,000,000 
barrels  of  oil,  worth  at  present  prices  more 
than  $10,000,000,  an  industry  that  gives  em- 
ployment to  more  than  5,000  people,  with  an 
average  yearly  wage  of  more  than  $6,000,000. 

Connected  with  the  production  of  crude 
oil  Robinson  has  a  number  of  important  in- 
dustries. There  is  the  Wabash  Refinery,  a 
plant  that  covers  about  eight  acres  of  ground, 
and  which  has  been  employing  more  than 
one  hundred  people.  Just  at  present  this 
plant  is  shut  down,  but  negotiations  are  un- 
der way  that  will  mean  its  re-opening  in  a 
short  time.  'This  plant  not  only  recovers  the 
gasoline  and  naphtha  and  kerosene,  but  a 
high  grade  of  lubricating  oil,  wax,  gas  oil, 
and  the  various  other  by-products. 

Then  there  is  the  well-known  plant  of  the 
Norris  Bros.,  which  manufactures  a  large  line 
of  supplies  connected  with  the  production  of 
oil  and  gas.  They  give  employment  to  more 
than  fifty  people,  and  the  output  of  this  en- 
terprising factory  finds  a  ready  sale  in  the 
various  oil  fields  of  the  world.  It  is  a  grow- 
ing concern,  and  will  soon  find  it  necessary 
to  double  its  capacity. 

And  no  mention  of  Robinson  is  complete 
without  a  reference  to  the  Bradford  Supply 


Company  and  their  shops  just  east  of  the  Big 
Four  station.  These  shops  are  the  most 
thoroughly  equipped  of  any  in  the  Illinois 
oil  fields,  and  Mr.  Flynn,  the  big-brained 
and  wide-awake  manager  of  the  corporation, 
has  other  important  things  in  mind  for  Rob- 
inson that  the  writer  is  not  permitted  to  re- 
fer to  at  this  time. 

One  of  the  most  interesting  industries  in 
the  city  is  the  pottery  of  the  Zwermann 
Company,  which  is  turning  out  about  2,500 
vitreous  bathroom  tanks  a  month,  the  most 
beautiful  ware  of  its  kind  to  be  obtained 
anywhere  in  the  United  States.  The  plant 
is  equipped  with  the  Zwermann  tunnel  kiln, 
the  patent  for  which  is  the  property  of  the 
corporation,  not  only  in  this  country,  but  in 
Canada  and  several  countries  of  continen- 
tal Europe  as  well.  They  began  operations 
less  than  a  year  ago,  but  the  demand  for  the 
tanks  is  so  great  that  it  will  be  necessary  to 
add  another  kiln  in  the  near  future. 

The  Robinson  Casket  Company  is  manu- 
facturing a  splendid  line  of  caskets  that  find 
a  ready  sale  in  thei  territory  covered  by  its 
traveling  men,  and  the  enlargement  of  that 
plant  is  being  contemplated. 

Robinson  has  four  strong  banks,  the 
Crawford  County  State  Bank,  the  First  Na- 
tional Bank,  the  Farmers  and  Producers 
Bank,  and  the  Robinson  State  Bank,  with 
combined  resources  of  more  than  $3,500,000. 
These  institutions  are.  alive  to  the  interests 
of  the  city  and  county  and  stand  ready  to 
co-operate  in  the  upbuilding  of  the  com- 
munity. 

The  city  is  fortunate  in  having  natural 
gas  for  cooking  purposes,  and  some  day 
the  coal  that  has  been  tapped  by  the  drill 
will  be  lifted  to  the  surface  and  its  millions 
added  to  that  yielded  by  the  crude  oil. 

And  as  for  water  we  know  of  no  city  in 
the  land  so  richly  favored.  Its  quality  is 
not  only  of  the  highest,  but  in  quantity  it  is 
practically  inexhaustible. 

The  schools  are  of  the  best.  Two  splen- 
did buildings  take  care  of  the  grades,  and 
work  is  in  progress  on  a  $200,000  high 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Twenty-seven 


school  building  to  accommodate  the  three 
hundred  high  school  pupils. 

The  spiritual  welfare  of  the  citizens  is 
entrusted  to  five  Protestant  denominations 
and  the  Catholic  church. 

The  secret  and  fraternal  orders  are  well 
represented,  and  have  good  quarters.  The 
Elks  Home  is  the  pride  of  the  city,  while 
plans  are  maturing  for  the  erection  of  a  Ma- 
sonic Temple  that  will  be  an  honor  to  the 
craft  in  this  part  of  the  state  . 

An  ice  plant  and  two  factories  for  the 
manufacture  of  ice  cream  are  worthy  of 
mention  among  the  industries  of  the  city. 

Robinson  is  also  fortunate  is  having  two 
splendid  hospitals,  the  Allen  Sanitarium  and 
the  Robinson  Hospital,  both  thoroughly 
equipped  and  in  charge  of  competent  spe- 
cialists. 

No  write-up  of  Robinson  would  be  com- 
plete that  did  not  include  a  reference  to  the 
grounds  of  the  Crawford  County  Country 
Club,  and  your  attention  is  directed  to  the 
special  article  elsewhere  in  this  issue. 

In  a  word,  Robinson  is  up-to-date.  It  is 
a  beautiful  little  city  of  more  than  five 
thousand  people.  No  place  of  its  size  any 
where  has  a  larger  proportion  of  elegant 
homes.  It  has  ten  miles  of  paved  streets 
and  fifty  miles  of  concrete  sidewalks.  It 


has  splendid  church  buildings  and  inviting 
stores. 

There  is  but  little  poverty  in  the  city  and 
a  minimum  of  the  ragtag  element.  There  is 
no  strife  between  employer  and  employee. 
You  will  like  the  city  and  its  people.  Its 
growth  is  not  of  the  mushroom  character. 
It  holds  out  no  particular  inducement  to  the 
idler;  but  if  you  wish  to  engage  in  some- 
thing worth  while — if  you  are  seeking  a 
location  more  to  your  liking, — you  are  in- 
vited to  give  Robinson  some  consideration. 

You  will  find  more  than  two  hundred  live 
men  in  its  Chamber  of  Commerce,  and  a  let- 
ter addressed  either  to  President  J.  S.  Ab- 
bott or  Secretary  O.  G.  Celwin  will  bring  a 
prompt  response  and  the  information  you 
seek. 


CRAWFORD  COUNTY  COUNTRY 
CLUB. 

Robinson  at  last  possesses  a  Country  Club 
and  golf  links.  How  often  in  the  days  of 
yore  as  we  motored  along  the  highways  we 
located  Country  Clubs,  never  thinking  of 
"When  dreams  come  true."  We  are  at  lib- 
erty now  to  use  all  these  hackneyed  expres- 
sions as  B.  L.  T.  is  no  more  and  we  of  the 
rural  districts  no  longer  fear,  as  well  as  love 
his  "line  O'  Type." 


Twenty-eight 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Our  little  city  has  a  number  of  leading 
spirits  who  have  the  vision.  "How  we  put 
it  over"  came  into  use  in  our  liberty  loan 
drives  during  the  World  War,  and  since  then 
we  cannot  divorce  ourselves  from  the  habit. 
(In  fact  before  we  finished  we  had  to  resort 
to  a  bond  issue.)  When  the  furnishing  stage 
had  been  reached  we  sent  out  an  S.  O.  S.  It 
was  then  the  beautiful  community  spirit 
responded,  all  either  donating  a  favorite 
chair,  table,  lamp,  rug  or  picture. 

Forgan  has  said  that  "golf  means  going 
into  God's  out-of-doors,  getting  close  to  na- 
ture, fresh  air,  exercise,  a  sweeping  away  of 


Permanent  Organization  May  24,  1920 

Purchased  in  fee  a  tract  of  land  consisting 
of  sixty  acres  located  a  short  distance  north 
of  the  city  of  Robinson,  111. 

Conveniently  located  and  accessible,  being 
only  about  ten  minutes'  drive  from  the  City 
Square,  on  a  good  road. 

A  very  artistic  and  convenient  club  house 
of  suitable  size;  enduring  construction, 
principally  paving  brick  and  cement. 

Room  used  for  banquets,  dancing  and  so- 
cial purposes  thirty-one  feet  by  fifty  feet. 
Ladies'  parlor,  kitchen  servery,  cloak  room, 
entrance,  commodious  basement  with  furnace 


the  mental  cobwebs,  etc."  On  misty  morn- 
ings hear  the  plovers  call,  and  see  the  keep- 
er's dog  make  a  point.  Not  since  this 
ground  was  the  scene  of  the  field  trials  for 
bird  dogs  had  I  witnessed  this.  This  is 
where  we  hunted  the  mushrooms  too.  The 
club  house  to  the  uninitiated  partook  of  the 
attributes  of  its  predecessors  in  seeming  to 
rear  itself  over  night.  The  first  thought  was 
to  build  a  sheep  shed  affair.  Perhaps  the 
alliterative  name  Crawford  County  Country 
Club,  the  4  C's  suggested  something  of  a 
western  sheep  ranch.  We  did  not  entertain 
that  thought  long;  in  fact  we  builded  better 
than  we  knew.  Let  us  summarize: 


room,  lockers,  shower  baths,  etc.,  for  men. 

All  walls  and  ceilings  of  basement  painted 
white,  twelve  foot  porch  around  all  sides 
of  Club  House,  except  the  north. 

Porte    Cochere,   flowers,   shrubbery. 

Other  buildings,  caretaker's  cottage, 
power  house,  tool  house,  electric  current 
for  lights  and  power.  Water  from  water 
wells  near  Club  House,  furnished  by  air 
pressure. 

Regulation  nine  hole  golf  course  laid  out 
by  Tom  Bendelow,  celebrated  Golf  Archi- 
tect. 

Grounds  are  unusually  picturesque  and  in- 
teresting. 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Twenty-nine 


A  beautiful  brook  winds  through  the 
grounds  with  a  fringe  of  forest  just  suffi- 
cent  for  beauty  but  not  too  dense  for  Golf. 

The  Golf  course  crosses  this  brook  a 
number  of  times  and  this,  with  other  natural 
hazards  renders  bunkers  and  other  artificial 
hazards  entirely  unnecessary. 

For  many  years  previous  to  the  Club's 
acquiring  this  land,  it  had  been  used  ex- 
clusively for  grazing,  so  there  was  an  ex- 
cellent unbroken  turf  ready  for  use  which 
has  greatly  aided  the  Club  in  getting  a  good 
course  for  play  in  a  very  short  time.  Also 
the  land  is  so  well  drained  naturally  that 


privilege  of  naming  one  associate  mem- 
ber and  children  of  regular  members  may 
become  junior  members. 

The  big  i-f  in  the  four  Seas. 

(A  mean  thing  to  do  to  Mr.  Kipling) 

If  you  can  clear  the  creek  when  all  about 

you 

Are  splashing  balls  and  blaming  it  on  you, 
If  you  can  trust  the  man  who  tries  to  trim 

you 

By  clipping  from  his  score  a  shot  or  two; 
If  you  can  wait  and  not  be  tired  by  waiting 
While  two  "fool  women"  hold   up  half  the 

course, 


Golf  can  be  played  almost  every  day  of  the 
year. 

As  a  result  of  these  advantages,  the  play- 
ing of  golf  is  a  great  pleasure  on  this 
course  and  there  is  much  interest  and  en- 
thusiasm among  the  members.  Already  a 
number  of  good  players  have  been  developed 
who  will,  doubtless  give  a  good  account  of 
themselves  in  various  matches  to  be  played 
this  year  with  neighboring  clubs. 

Membership  is  limited  to  one  hundred 
sixty  regular  members  who  are  the  stock- 
holders owning  the  property.  There  has 
always  been  a  waiting  list. 

In  addition,  each  regular  member  has  the 


Or  don't  develop  awful  fits  of  hating  while 

calling 

"Fore"  till  you  are  hot  and  hoarse: 
If   you   can  top   your  balls   and  glow   with 

gladness 

Or  foozle  thrice  and  still  appear  serene, 
If  slicing  doesn't  steep  your  soul  in  sadness 
And    you    don't    mind    five    putts    on    every 

green ; 
If  you   can   swear  in   Spanish,   French  and 

Sanscrit 

But  never  do  because  you're  never  mad 
Yours  is  the  game  and  all  the  fun  thats'  in  it. 
And — which  is  more — you're  one 
Good   Sport,  my  lad. 


Thirty 


April  1921 


Trimble  Brothers  are  known  in  Crawford 
County  as  the  promoters  of  the  biggest 
change  in  the  agriculture  of  the  county  that 
has  ever  happened.  Ten  years  ago  they 
shipped  in  a  carload  of  Grade  Jersey  cows. 
Today  they  own  the  largest  pure  bred  Jer- 
sey herd  in  Illinois.  In  the  meantime  they 
have  sold  from  their  barn  at  Trimble,  111., 
about  4,000  Jersey  cows  to  their  neighbors 
within  a  radius  of  20  miles.  Today  the  Jer- 
sey cow  is  the  basis  of  value  in  the  live 
stock  business  in  Crawford  County  and  the 
main  money  crop  produced  from  the  farms 
is  butterfat.  Trimble  Brothers  operate  a 
milk  business  in  Robinson,  are  stockholders 
in  the  Central  Ice  Cream  Co.  of  Robinson 
and  ship  large  quantities  of  Jersey  milk  to 
the  ice  cream  factories  along  the  Cairo 
Division  of  the  Big  Four  R.  R. 

In  1920  Homewood  butter  made  on 
Homewood  Farms  from  the  cream  produced 
in  the  surrounding  country  was  shipped 
from  Trimble  in  carload  lots  to  the  eastern 


markets.  At  the  present  time  Trimble 
Brothers  are  centering  their  attention  on 
the  ice  cream  business  in  Robinson  and 
have  an  abiding  faith  in  the  future  of  that 
town  as  one  of  the  greatest  ice  cream  pro- 
ducing centers  in  southern  Illinois. 

The  dairy  buildings  at  Homewood  Farms 
are  well  equipped  with  offices,  churn  rooms, 
etc.,  a  refrigerating  outfit.  The  barn  is 
modern  throughout  and  large  quantities  of 
silage  are  stored  in  the  three  large  silos. 
It  requires  the  alfalfa  hay  from  40  acres  to 
feed  this  large  herd  through  the  winter 
season.  Trimble  Brothers  are  doing  Regis- 
ter of  Merit  testing,  and  have  their  herd 
guaranteed  free  from  tuberculosis  by  the 
U.  S.  Dept.  of  Agriculture. 


CRAWFORD    COUNTY    THE    JERSEY 
CENTER  OF  ILLINOIS 

Fourteen  years  ago  the  first  can  of  cream 
was    shipped    into    Crawford    County.  •  Ten 


Oil  Well 
Derrick 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirty-One 


years  ago  the  first  carload  of  Jersey'  cows 
was  shipped  in  to  Crawford  County.  To- 
day the  products  from  the  Jersey  cows  in 
butterfat  cream  and  milk  exceed  the  value 
of  wheat  and  corn  raised  in  the  county. 
This  county  has  always  been  noted  for  the 
variety  of  farm  products  raised.  The  soil 
varies  greatly  in  the  different  sections  of 
the  county.  Everything  from  tobacco  and 
broom  corn  to  red  top  seed  have  been  pro- 
duced. Record  yields  of  wheat  and  corn 
have  made  sections  of  the  county  famous 
and  wealthy  while  the  live  stock  interests 
have  had  an  abundance  of  alfalfa  hay  and 
grazing  land  to  care  for  cattle  and  sheep. 

With  the  coming  of  the  Jersey  cow  all 
these  resources  have  found  a  common  mar- 
ket as  butterfat.  The  beef  feeding  has  de- 


clined as  the  dairy  business  has  grown. 
Cream  stations  have  replaced  the  live  stock 
buyers  and  the  pay  check  each  week  for 
cream  has  made  the  farmers  free  from 
worry  as  to  the  agricultural  depression. 

In  Crawford  County  there  are  more  herds 
of  Jersey  cattle  accredited  under  the  Bu- 
reau of  Animal  Industry  plan  for  the 
eradication  of  tuberculosis  than  in  any 
county  in  the  state.  A  live  organization  of 
Jersey  breeders  of  the  Wabash  Valley  has 
recently  been  organized  with  Robinson  as 
the  headquarters.  A  cow  testing  associa- 
tion is  being  organized  which  will  be  made 
up  of  some  25  pure  bred  herds  of  Jerseys. 
Crawford  County  extends  to  the  world  an 
invitation  to  come  and  see  the  "best  Jersey 
county  in  Illinois. 


Thirty -two 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


1921  ILLINOIS       CENTRAL       MAGAZINE  Thirty-three 


I  Sforftttt  3C, 


H 


ARDIN  L.  ANDERSON,  Editor  of  the  Illinois  Central  Magazine, 
died  suddenly,  March  16,  1921,  at  the  Illinois  Central  Hospital, 
Chicago,  after  a  brief  illness. 

The  seriousness  of  his  illness  was  not  fully  appreciated  by  himself, 
or  by  his  friends,  until  shortly  before  the  end.  Everything  humanly 
possible  was  done  to  stay  the  hand  of  the  grim  reaper,  but  in  vain.  At 
11:45  p.m.  Wednesday,  March  16,  his  spirit  quietly  and  peacefully  passed 
on  to  Eternal  Rest. 

He  leaves  a  loving  and  bereaved  wife  and  a  devoted  sister,  to  mourn 
his  untimely  death. 

"Colonel"  Anderson,  as  he  was  known  and  affectionately  called  by 
his  host  of  friends  everywhere,  was  born  at-  Columbus,  Mississippi, 
September  17,  1859,  the  son  of  Colonel  William  J.  Anderson  and  Mary 
Bostick  Anderson,  one  of  the  oldest  and  most  respected  families  of  the 
South.  His  father,  Colonel  William  J.  Anderson,  served  with  singular 
distinction  in  the  Confederate  Army  through  the  Civil  War. 

Colonel  Anderson's  boyhood  days  were  spent  in  Columbus,  Mississippi, 
and  on  his  father's  plantation,  near  by.  Later,  he  graduated  with  honors 
from  the  Virginia  Military  Academy. 

In  the  early  eighties,  Colonel  Anderson  sought  his  fortune  in  the 
West,  and  located  in  Salt  Lake  City,  Utah,  where  he  served  one  term 
as  Assistant  Post  Master  during  the  first  Cleveland  Administration, 
after  which  he  entered  the  employment  of  the  Denver  and  Rio  Grande 
Railroad.  Leaving  the  Denver  and  Rio  Grande  Railroad,  he  located  in 
Cheyenne,  Wyoming,  where  he  entered  the  Transportation  Department 
of  the  Union  Pacific  Railroad,  and  eventually  became  Superintendent  of 
the  Wyoming  Division,  which  position  he  held  up  until  1909,  when  he 
resigned. 

Feb.  1,  1910,  he  entered  the  service  of  the  Illinois  Central  Railroad, 
and  as  Editor  of  the  Illinois  Central  Magazine,  was  widely  known,  and 
has  been  closely  identified  with  the  publicity  and  development  work  of 
the  Company. 

Colonel  Anderson  was  "A  Gentleman  from  Mississippi"  in  all  that  the 
words  imply.  His  superiors  and  all  those  whom  he  served  know  best 
how  well  and  faithfully  he  discharged  the  responsible  duties  of  his 
position.  "Loyalty"  was  his  watch-word. 

Colonel  Anderon's  was  an  open  and  manly  character,  in  which  there 
was  no  dissimulation.  He  was  generous  and  warm-hearted — he  was  gen- 
erous to  the  point  of  actual  self-denial  and  self-sacrifice.  Friendship,  to 
him  was,  "A  sac'red  union  between  kindred  spirits,"  and  he  was  never 
known  to  violate  its  obligations.  Yet,  he  was,  withal,  a  man  of  deep 
and  strong  convictions,  and  stood  by  his  principles,  or  what  he  conceived 
to  be  principle,  with  the  zeal  and  tenacity  of  a  partisan,  but  never 
offensively. 

Although  the  Colonel  lived  many  years  in  the  West  and  North,  and 
absorbed  the  spirit  of  the  West  and  the  comradeship  of  the  pioneers  and 
the  push  and  energy  of  the  North,  he  always  remained  a  "Southern  Gen- 
tleman" of  the  old  South,  and  his  heart  was  ever  true  to  the  Land  of  his 
Birth — his  beloved  Southland. 

VALE,  COLONEL  ANDERSON. 


Thirty-four 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


Following  are  comparative  statements  of 
exception  reports  showing  increased  effi- 
ciency as  between  the  Month  of  July 
1920  and  February  1921  in  handling 
of  L.  C.  L.  freight  on  the  I.  C. 
and  Y.  &  M.  V.  Railroads. 


Furnished  by  Office  of  Superintendent 
Stations  and  Transfers 


COMPARATIVE  STATEMENT  SHOWING  THE  NUMBER  OF  TONS  LCL  FREIGHT 
,   HANDLED  AND  EXCEPTIONS  CHARGED  AGAINST  THE  FIVE  LARGER 
STATIONS  AND  ALL  DIVISIONS  ON  1C  NORTHERN  LINES 
FOR  THE  MONTH  OF  JULY  1920  AS  COMPARED  WITH 
FEBRUARY  1921 


TONNAGE      Per 
Cent 


EXCEPTIONS  Per 
Cent 


Chicago 

E.  St.  Louis 

Indianapolis 

Evansville 

Mounds 


July  Feb.  Dec.  Dec.  July  Feb.  Dec.  Dec. 

39684  33505 

20536  15485 

2749  2219 

3848  3014 

5319  2581 


6179 

15 

.5 

3607 

1520 

2087 

57. 

8 

5051 

24 

.5 

1232 

391 

841 

68. 

2 

530 

19 

.2 

169 

71 

98 

57. 

9 

834 

21 

.6 

150 

61 

89 

59. 

3 

2738 

51 

.4 

253 

57 

196 

77. 

4 

Chicago  Terminal 

Illinois 

St.  Louis 

Springfield 

Indiana 


39684  33505  6179 

14697  6359  8338 

37506  27919  9587 

9914  5668  4246 

6597  5233  1364 


15.5 

3607 

1520 

2087 

57.8 

56.7 

590 

177 

413 

70.0 

25.5 

2275 

663 

1612 

70.8 

42.8 

666 

179 

487 

73.1 

20.6 

319 

132 

187 

58.6 

PER 

CENT 

JULY  FEB.   DEC.  DEC. 


TOTAL  NORTHERN  LINE  OUTBOUND  TONNAGE 
TOTAL  NORTHHRN  LINE  EXCEPTIONS 


108398  78684  29714  27.4 
7457  2671  4786  64.1 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Thirty-five 


COMPARATIVE  STATEMENT  SHOWING  THE  NUMBER  OF  TONS  LCL  FREIGHT 

HANDLED  AND  EXCEPTIONS  CHARGED  AGAINST  THE  FIVE  LARGER 

STATIONS  AND  ALL  DIVISIONS  ON  1C  WESTERN  LINES 

FOR  THE  MONTH  OF  JULY  1920  AS  COMPARED 

WITH  FEBRUARY  1921 


Rockford 
Freeport 
Dubuque 
Bloomington, 
Fort  Dodge 

Wisconsin 
Minnesota 
Iowa 


111 


TONNAGE 

PER 

EXCEPTIONS 

PER 

CENT 

CENT 

JULY 

FEB. 

DEC. 

DEC 

JULY 

FEB. 

DEC. 

DEC 

. 

3078 

1317 

1761 

57. 

2 

119 

17 

102 

85. 

7 

2992 

2194 

798 

26. 

6 

297 

49 

248 

83. 

5 

4176 

3181 

995 

23. 

8 

337 

57 

280 

83. 

0 

1569 

925 

644 

41. 

0 

188 

52 

136 

72. 

3 

4207 

2067 

2140 

50. 

8 

321 

52 

269 

83. 

8 

7639 

4436 

3203 

41. 

9 

604 

118 

486 

80. 

4 

8063 

5295 

2768 

34. 

3 

655 

111 

544 

83. 

0 

12810 

9418 

3392 

26. 

4 

788 

212 

576 

73. 

0 

TOTAL  WESTERN  LINE  OUTBOUND  TONNAGE 
TOTAL  WESTERN  LINE  EXCEPTIONS 


PER 
CENT 

JULY  FEB.   DEC.  DEC. 

28512  19149  9363  32.8 

2047   441  1606  78.4 


COMPARATIVE  STATEMENT  SHOWING  THE  NUMBER  OF  TONS  LCL  FREIGHT 

HANDLED  AND  EXCEPTIONS  CHARGED  AGAINST  THE  SIX  LARGER 

STATIONS  AND  ALL  DIVISIONS  ON  1C  SOUTHERN  LINES 

FOR  THE  MONTH  OF  JULY  1920  AS  COMPARED 

WITH  FEBRUARY  1921 


Louisville 
Paducah 
Birmingham 
Jackson,  Tenn 
Jackson,  Miss 
New  Orleans 

Kentucky 
Tennessee 
Mississippi 
Louisiana 
New  Orleans 
Terminal 


TONNAGE 

PER 

EXCEPTIONS 

PER 

CENT 

CENT 

JULY 

FEB. 

DEC. 

DEC 

. 

JULY 

FEB. 

DEC. 

DEC. 

9056 

6012 

3044 

33. 

6 

663 

210 

453 

68.3 

4991 

3202 

1789 

35. 

8 

198 

92  . 

106 

53.5 

6132 

3381 

2751 

44. 

8 

383 

36 

347 

90.6 

2545 

1628 

917 

36. 

0 

54 

18 

36 

66.6 

5636 

4238 

1398 

24. 

8 

375 

123 

252 

67.2 

10836 

9162 

1674 

15. 

4 

601 

278 

323 

53.7 

17758 

11315 

6443 

36. 

2 

903 

321 

582 

64.4 

13135 

7061 

6074 

46. 

2 

518 

91 

427 

82.4 

3414 

2359 

1055 

30. 

9 

130 

30 

100 

76.9 

9324 

5669 

3655 

39. 

1 

470 

149 

321 

68.2 

10836   9162  1674  15.4   601   278   323  53.7 


TOTAL  SOUTHERN  LINE  OUTBOUND  TONNAGE 
TOTAL  SOUTHERN  LINE  EXCEPTIONS 


PER 
CENT 

JULY  FEB.   DEC.  DEC. 

54467  35566  18901  34.7 

2622   869  1753  66.8 


Thirty -six 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


COMPARATIVE  STATEMENT  SHOWING  THE  NUMBER  OF  TONS  LCL  FREIGHT 
HANDLED  AND  EXCEPTIONS  CHARGED  AGAINST  THE  SIX  LARGER 
STATIONS  AND  ALL  DIVISIONS  ON  THE  Y&MV  RAILROAD 
FOR  THE  MONTH  OF  JULY  1920  AS  COMPARED  WITH 
FEBRUARY  1921 


Memphis 

Greenwood 

Greenville 

Clarksdale 

Baton  Rouge 

Vicksburg 

Memphis 

Terminal 
Memphis 
Vicksburg 
New  Orleans 


TONNAGE 


JULY  FEB.  INC.  DEC. 

30243  19590     10653 

3388  1576  1812 

2400  2706  306 

1189  1986  797 

5060  3641  1419 

3044  2058  986 


PER 
CENT 
INC. 

OR 
DEC. 

35.2  2857 
53.4  101 


EXCEPTIONS 


PER 


JULY  FEB.  INC 
828 
42 


12.7 
67.0 
28.0 
32.3 


78 

93 

141 

175 


23 

59 

71 

106 


CENT 

INC. 

OR 

DEC.  DEC" 
2029  71.0 
59  58.4 
55  70.5 
34  36.5 
70  49.6 
69  39.4 


30243  19590 
7267  5229 
2400  2706  306 
9645  7461 


10653  35.2  2857  828 

2038  28.0  236  122 

12.7   78  23 

2184  22.6  348  194 


2029 

114 

55 

154 


TOTAL  Y&MV  OUTBOUND  TONNAGE 
TOTAL  Y&MV  EXCEPTIONS 


JULY  FEB.  INC.   DEC. 

49555  34986      14569 

3519  1167       2352 


71.0 
48.3 
70.5 
44.2 

PER 
CENT 
INC. 

OR 
DEC. 
29.3 
66.8 


COMPARATIVE  STATEMENT  SHOWING  THE  NUMBER  OF  TONS  LCL  FREIGHT 
HANDLED  AND  EXCEPTIONS  CHARGED  AGAINST  EACH  GRAND  DIVI- 
SION ON  THE  1C  AND  Y&MV  FOR  THE  MONTH  OF  JULY  1920 
AS  COMPARED  WITH  FEBRUARY  1921 


Total  Northern 

Lines 
Total  Western 

Lines 
Total  Southern 

Lines 

Total  Y&MV  Lines 
GRAND  TOTAL 


TONNAGE 

JULY   FEE .   DEC . 

108398  78684  29714 

28512  19149  9363 

54467  35566  18901 

49555  34986  14569 

240932  168385  72547 


EXCEPTIONS 


PER 
CENT 
DEC .  JULY  FEE . 


PER 
CENT 
DEC.  DEC. 


27.4  7457  2671  4786  64.1 
32.8  2047   441  1606  78.4 


34.7  2622 
29.3  3519 
30.1  15645 


TOTAL  OUTBOUND  LCL  TONNAGE 
TOTAL  EXCEPTIONS 

Office 

Superintendent  Stations  and  Transfers 


JULY 
240932 
15645 


869  1753  66.8 
1167  2352  66.8 
5148  10497  67.0 
PER 
Cent 

FEB.    DEC.  DEC. 

168385  72547  30 . 1 

5148  10497  67.0 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirty-seven 


l:-Damage  to  bins 

on  riverside 


•  General  View 

,    4-  -Sections  of  con- 

1    Crete  ml!  bbm  IVO  ft 


Elevator  Destroyed  by  Blast  Is 
World's  Biggest 


The  Armour  elevator  wrecked  by  explo- 
sion was  the  largest  in  the  world  and  every 
precaution  had  been  taken  to  guard  against 
such  a  disaster  as  last  night's.  Here  are 
salient  facts  concerning  it: 

Cost — $4,000,000. 

Capacity — 9,456,000  bushels  of  grain;  hold- 
ing 7,000,000  bushels,  mostly  corn,  when  the 
explosion  occurred. 

Owned  by  the  Chicago  &  Northwestern 
Railroad;  leased  by  the  Armour  Grain  Co. 

Built  by  the  Witherspoon-Englar  Com- 
pany and  Grant  Smith  &  Co. 

Time  necessary  for  construction — Three 
years. 

Construction — Concrete  and  steel  through- 
out, except  in  a  very  few  places. 

Safety  Equipment — Twelve-section  drier, 
made  up  of  three  Morris,  three  Hess  and  six 
Ellis  drier  units,  capable  of  drying  9,000 
bushels  of  grain  an  hour;  a  Zelony  thermom- 
eter system,  designed  to  warn  when  the  grain 
starts  to  heat,  with  supplementary  equip- 


ment capable  of  turning  over  all  the  grain  in 
storage  in  two  days,  in  addition  to  fire  doors 
and  scores  of  other  minor  safety  appliances. 

Miscellaneous  E  q  u  i  p  m  e  n  t — A  welfare 
building,  with  locker  rooms,  shower  baths, 
kitchen,  ice  plant  and  dining  room  "seating 
206,  dormitories  for  140  men. 

The  above  statistics  were  compiled  from 
an  article  describing  the  elevator,  published 
in  the  American  Elevator  and  Grain  Trade, 
a  trade  journal. 

The  elevators  were  considered,  aside  from 
'  the  largest  in  the  world,  the  most  perfectly 
constructed  and  safest.  The  capacity  was 
10,000,000  bushels  a  day  and  a  vacuum  sys- 
tem which  had  as  its  object  the  collection  of 
dust  and  chaff  was  supposed  to  make  the 
plant  absolutely  fire  and  combustion  proof. 

Each  of  the  400  bins,  ninety  feet  high, 
could  be  dried,  heated,  cooled  and  turned 
over  in  two  days,  a  remarkable  performance. 
— The  Herald  Examiner,  Sunday,  March  20, 
1921. 


Thirty-eight 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


April  1921  ILLINOIS       CENTRAL       MAGAZINE  Thirty-nine 

Illinois  Central  System  Discusses  Subject 
of  Freight  Rate  Reduction 

There  is  a  good  deal  of  discussion  at  this  time,  especially  in  the  press,  about  railway 
freight  rates.  Some  writers  contend  that  they  are  too  high  and  constitute  an  impediment  to 
business.  Others,  having  more  regard  for  the  necessity  of  adequate  transportation,  and  the 
'increased  cost  of  producing  it,  consider  the  present  level  of  freight  rates  reasonable  and 
advocate  at  least  a  fair  try-out — which  has  not  yet  been  had. 

It  is  admitted  that  there  are  inequalities  in  some  of  the  rates  that  will  have  to  be  ad- 
justed, but  the  basic  rate  is  not  too  high,  at  present  operating  costs,  if  the  railways  are  to 
be  expected  to  furnish  adequate  transportation.  The  question  of  adequate  transportation 
is  one  that  is  often  lost  sight  of.  Without  it  business  cannot  be  carried  on  successfully. 

So  eminent  an  authority  as  Chairman  Edgar  E.  Clark,  of  the  Interstate  Commerce 
Commission,  whose  ability  and  fidelity  to  the  public  interest  is  unquestioned,  has  recently 
called  attention  to  the  narrow  margin  between  railway  revenue  and  operating  expenses  and 
fixed  charges.  In  view  of  the  existing  conditions,  it  is  unfortunate  that  there  should  be  an 
agitation  for  the  lowering  of  freight  rates.  This  can  only  result  in  raising  false  hopes  that 
the  rates  can  be  reduced,  and  perhaps  in  retarding  the  development  of  business.  If  ship- 
pers are  led  to  believe  the  rates  can,  or  will,  be  reduced,  they  will  naturally  postpone  ship- 
ments. 

Stability  of  the  rates  at  which  the  commerce  of  the  country  is  carried  Is  of  the  utmost 
importance.  If  freight  rates  should  be  manipulated  up  and  down  in  response  to  every 
temporary  business  fluctuation,  it  would  naturally  result  in  more  serious  business  depres- 
sions. Railway  freight  rates  must  be  operative  over  a  period  of  time  to  insure  business 
stability. 

It  is  contended  by  some  that  a  reduction  of  rates  would  encourage  shipping  and  provide 
more  adequate  railway  revenue  through  a  greater  volume  of  traffic — that  the  August  rate 
increase  created  a  restriction  on  business  and  was  a  factor  in  precipitating  the  depression 
which  followed.  Take  cotton,  for  example.  A  year  ago  cotton  was  selling  for  about  40 
cents  a  pound,  while  in  November,  more  than  two  months  after  the  August  increase  became 
effective,  the  price  was  about  15  cents.  The  present  market  price  is  about  11  cents.  If  a 
reduction  of  &0  per  cent  were  made  in  the  freight  rate  on  cotton,  it  probably  would  not 
result  in  the  movement  of  ai  bale  of  cotton  which  will  not  move  at  the  present  rate. 

A  study  of  the  situation  will  show  that  the  August  increase  in  rates  had  an  almost 
negligible  effect  upon  business.  During  September  and  October,  and  well  into  November, 
the  railways  handled  a  maximum  traffic.  By  the  middle  of  November  the  "buyers'  strike." 
which  began  early  in  the  summer,  was  reflected  in  a  general  recession  of  business.  The 
public  had  gone  on  strike  against  war  prices  and  was  determined  to  force  liquidation. 

The  pre-war  freight  rates  were  not  sufficient  to  attract  as  much  new  capital  as  wag 
needed  for  enlargement  and  expansion  of  the  railway  plant.  The  cost  of  labor,  materials 
and  supplies,  in  all  probability,  will  never  go  back  to  pre-war  levels.  They  ought  not  to 
do  so  entirely.  Business  should  adjust  itself  to  the  present  level  of  freight  rates,  at  least 
until  net  railway  operating  income,  through  economical  and  efficient  management,  rises  to 
a  point  where  a  reduction  of  freight  rates  would  be  justified  without  impairment  of  service. 

There  are  few  lines  of  business  prospering  during  this  reconstruction  period.  The  far- 
mers are  not  prospering  and  the  great  manufacturing  industries  are  not  prospering.  They 
are  going  through  the  same  readjustment  process  that  the  railways  are  going  through. 
The  railways  are  struggling  back  to  normal,  and  they  will  succeed  if  they  have  the  sup- 
port and  confidence  of  the  public — if  the  public  is  not  led  astray  by  the  unconstructive  crit- 
icism of  those  who  would  like  to  see  them  fail. 

Wholesome  criticism  is  a  good  thing,  but  wholesome  criticism  coupled  with  a  remedy  is 
a  better  thing.  Any  student  of  the  railway  question  knows  that  the  railways,  carrying 
the  burdens  that  have  been  fastened  upon  them  by  war  prices  and  government  control, 
cannot  function  without  rates  commensurate  with  their  increased  expenses.  Since  1917 
freight  rates  in  the  United  States  are  estimated  to  have  increased  on  the  whole  about  68 
per  cent  and  passenger  fares  about  45  per  cent.  During  the  same  period  railway  wages 
have  increased  more  than  100  per  cent,  while  materials  and  supplies  have  increased  from. 
100  to  200  per  cent,  and  even  more. 

Ultimately,  the  burdensome  costs  of  producing  transportation  will  be  lower.  In  the  mean- 
time, the  basic  freight  rate  cannot  be  lowered  if  the  country's  transportation  plant  is  to 
function.  The  public's  stake  is  primarily  in  having  a  railway  plant  at  all  and  in  keeping 
it  at  service  pitch.  The  railway's  stake  is  in  earning  enough  net  income  to  maintain  itself 
and  attract  the  necessary  capital  to  improve  itself  so  that  service  can  be  rendered. 

America  is  sound  to  the  core;  American  business  principles  are  sound;  and  we  should  not 
be  disheartened  over  conditions.  However,  this  is  a  time  when  clear  thinking  is  needed — -a 
time  to  stand  for  the  principles  that  gave  to  America  the  greatest  and  most  efficient  system 
of  railways  in  the  world.  Above  all,  it  is  not  a  time  to  lend  encouragement  to  those  who 
are  seeking  to  fasten  permanently  upon  the  railways  the  very  evils  from  which  they  are 
now  struggling  to  free  themselves. 

Constructive   criticism   and    suggestions    are    invited.  C.   H.   MARKHAM, 

President,    Illinois   Central    System. 


Forty 


April  1921 


April  1921  ILLINOIS      CENTRAL      MAGAZINE  Forty-one 


Safety  First 

CARELESSNESS 


The  lack  of  knowledge  cannot  equal 
the  crime  of  CARELESSNESS. 

Imbecile  indifference,  childish  CARELESSNESS, 
is  enough  to  render  any  individual  poor  and 
worthless  without  the  handicap  of  another  vice. 

CARELESSNESS  is  inexcusable,  therefore  merits 
the  consequences  that  always  come  to  the 
CARELESS. 

Continued  CARELESSNESS  is  indisputable 
evidence  of  either  ignorance  or  indifference. 
TAKE  YOUR  CHOICE. 

"I  am  not  much  of  a  mathematician,"  says 
CARELESSNESS,  "but  I  can  add  to  your 
troubles,  I  can  subtract  from  your  earnings, 
I  can  multiply  your  aches  and  pains,  I 
can  take  interest  from  your  work,  and 
discount  your  chances  for  SAFETY." 


— From  The  Silent  Partner. 


Forty-two 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Springfield  Division  Fuel  Conservation 
Committee  Meeting 

The  following  is  a  report  of  meeting,  held  at  Clinton,  111.,  Feb- 
ruary 28,  1921.      This  meeting  was  filled  with  the  spirit 
of  enthusiasm  and  was  attended  by  a  large  repre- 
sentation   of  the  rank  and  file  of  division 
employes,   together  with  a  number  of 
visitors  from  outside  points. 


THE  meeting  was  called  to  order  at 
7:45  P.  M.  by  the  Chairman,  who 
delivered  the  following  address : 

Introductory  remarks 

"I  can  scarcely  find  words  to  express 
my  appreciation  of  this  wonderful  re- 
sponse to  the  invitation  of  our  fuel  com- 
mittee to  attend  this  meeting,  for  which 
I  thank  you  from  the  bottom  of  my 
heart.  I  am  very  thankful  to  our  Super- 
intendent for  having  placed  me  as  Chair- 
man, giving  me  the  opportunity  to  study 
the  question  and  talk  matters  over  with 
all  of  your  men,  and  I  am  only  sorry  he 
cannot  be  present  with  us  tonight  to  see 
for  himself  that  you  are  intensely  in  ear- 
nest in  anything  that  will  tend  to  further 
the  welfare  of  each  and  promote  the  in- 
terests of  the  Illinois  Central  Railroad 
Company,  and  perchance,  if  he  were  here, 
I  would  shift  the  burden  on  his  shoul- 
ders. 

Seeing  you  gentlemen  seated  as  you 
are,  representatives  of  the  many  crafts 
and  departments,  intermingled  one  with 
the  other,  grouped  for  the  comfort  of 
all,  I  am  reminded  of  the  wife  who  re- 
marked to  her  husband  after  her  guests 
departed,  "I  never  can  understand  why  it 
is  my  chairs  are  out  of  their  places." 
The  husband  assured  her,  "They  were 


not  in  the  right  places  to  start  with." 
We  lay  aside  the  chill  of  formality,  old 
rules  are  gone,  old  ways  are  out  of  date, 
the  times  are  new — ever  changing,  in 
fact  we  now  live  in  the  spirit  of  rotary 
times  and  thus  are  we  grouped,  each 
to  his  own  comfort  and  not  to  any  pre- 
determined position  or  placing  to  talk 
about  fuel  economy  on  our  railroad. 

All  of  us  have  heard  more  or  less 
about  the  conservation  of  fuel,  you  have 
heard  and  I  have  heard  that  the  fuel 
expense,  next  to  wages,  constitutes  our 
largest  single  item  of  expense,  but  has 
that  hearing  been  satisfactory?  From 
the  progress  made  I  judge  not.  We  must 
so  group  ourselves  to  actually  see  that 
instructions  are  carried  out  and  not  de- 
pend altogether  on  hearing  what  was  or 
should  be  done  and  in  due  time  we  will 
find  when  .we  pay  particular  attention 
to  fuel  economy,  the  movement  will  au- 
tomatically affect  other  operating  econo- 
mies which  will  materially  reduce  the  to- 
tal cost  and  bring  about  a  very  satis- 
factory and  ideal  condition. 

Committee 

The    Springfield   Division  Fuel   Com- 
mittee for  the  year  1921  consists  of: 
W.  A.  Golze,  Train  Master,  Chairman. 
F.  Walker,  Train  Master. 
J.    Mclntyre,   Traveling   Engineer. 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-three 


E.  Woods,  Road  Supervisor. 

William  Thomas,  General  Yard  Master. 

J.  Sweazy,  Locomotive  Engineer. 

P.  V.   Grimes,  Water  Works  Foreman. 

Arthur  McAboy,  Boiler  Inspector. 

B.  T.  Ohley,  Round  House  Foreman. 

Each  member  being  already  assigned 
to  certain  items  of  observance  and  super- 
vision, all  reporting  direct  to  the  Chair- 
man and  immediate  superiors  and  it  is 
the  earnest  desire  to  get  the  concerted 
co-operation  of  every  employe  on  this 
Division  to  assist  in  establishing  "Proper 
Standards  of  Performance"  with  regard 
to  fuel  consumption. 

Our  goal 

The  railroads  and  their  relation  to  the 
fuel  problem  is  found  in  the  fact  that 
they  consume  one-third  of  the  entire  out- 
put of  coal  in  producing  transportation 
and  on  the  Springfield  Division  of  the 
Illinois  Central  Railroad  Company  rep- 
resents 30.5  per  cent  of  our  transporta- 
tation  expense  with  the  possible  pre- 
ventable waste  of  at  least  6  per  cent.  We 
must  reduce  this  waste  to  the  minimum. 

In  other  words  the  one  item  of  coal 
consumption  per  one  thousand  gross  ton 
miles  is  too  high  and  the  possible  re- 
duction and  solution  lies  in  the  hand  of 
all  employes.  If  we  can  get  a'bsolute 
co-operation  between  all  members  of  the 
operating  and  mechanical  departments 
and  have  each  understand  it  really  exists. 

Transport  a  tion 

Every  man  present  has  been  in  the 
service  of  the  Illinois  Central  Railroad 
Company  many  years  and  I  know  you 
are  and  should  be  glad  of.it,  yet  I  won- 
der if  we  really  take  full  credit  for  the 
part  we  play  in  the  progress  in  the  Na- 
tion. 


Civilization  is  a  mighty  force  which 
uplifts  mankind  and  prepares  the  human 
race  for  greater  progress. 

Commerce  is  the  free  interchange  of 
trade  among  peoples  and  involves  the  de- 
velopment of  all  natural  resources. 
Transportation  makes  the  extension  of 
civilization  possible  and  permanent  and  is 
the  very  life  of  commerce. 

Therefore  RAILROAD  TRANS- 
PORTATION is  one  of  the  greatest 
agencies  of  civilization  in  the  world  and 
the  foundation  of  the  commercial  activ- 
itives  of  any  country,  hence,  we  should 
be  more  than  proud  of  our  present  voca- 
tion in  life,  and  do  everything  honorable 
to  push  it  onward  and  upward,  in  fact 
we  should  join  Emerson  in  his  advice  to 
"Hitch  our  wagon  to  a  star"  and  not 
permit  anything  to  tear  down  what  we 
build. 

(^American  Railroads 

The  United  States  with  about  seven 
per  cent  of  the  world's  population  owns 
and  operates  265,000  miles  of  main  line 
which  is  38  per  cent  of  the  world's  total 
railroad  trackage. 

The  minimum  capital  value  is  esti- 
mated by  the  Interstate  Commerce  Com- 
mission to  be  $18,900,000,000  or  about 
seven  per  cent  of  the  total  wealth  of 
the  country. 

Thirty-six  thousand  miles  are  dougle 
track,  102,000  under  the  Block  system 
and  38,000-  under  Automatic  Block  sys- 
tem. 

During  the  war  much  stress  was  ap- 
plied to  the  fuel  problem  and  our  man- 
agement has  never  let  up  on  it  because 
they  know  it  is  of  as  equal  importance 
in  this  period  of  re-adjustment.  Con- 
sider the  Illinois  Central  with  its  6,000 
miles  of  track  in  the  fourteen  states  of 


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ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


the  Mississippi  Valley,  17  divisions,  11 
shops,  2,400  way  stations  and  towers, 
65  important  coaling  stations,  hundreds 
of  pumping  and  heating  plants,  motor 
cars,  innumerable  electric  lights,  switch 
and  semaphore  lights,  16  wrecking  der- 
ricks, 42  locomotive  cranes,  1,417  loco- 
motives consuming  coal,  gas  and  oil,  and 
you  will  realize  what  a  great  field  we 
have  in  which  to  affect  economies. 

Time 

These  are  no  ordinary  times,  they  are 
extra  ordinary  times,  reckless,  careless 
times.  The  long  list  of  automobile  acci- 
dents gives  us  some  idea  of  the  reckless- 
ness and  the  immense  fire  losses  give 
some  idea  of  individual  carelessness. 
Fire  losses  cost  the  United  States  2,000,- 
000  dollars  a  day,  15,200  people  were 
burned  to  death  last  year  and  17,600 
seriously  injured. 

One-fourth  of  the  population  lives  in 
temporary  quarters,  yet  889  homes 
burned  every  day.  Sixty-five  per  cent 
of  fires  occur  in  dwellings.  Reckless 
times?  Careless  times?  Yes,  and  in 
many  other  ways,  even  in  the  waste  of 
fuel  regardless  of  cost  and  all  that  it 
implies. 

Can  you  define  time?  Time  is  fuel. 
Time  is  the  interval  between  the  begin- 
ning and  the  end,  time  is  the  essence  of 
railroading  and  we  must  conform  to 
schedule  time  as  is  equalled  by  no  other 
man-made  institution  and  surpass  only 
by  the  solar  system  itself.  Our  rail- 
road success  depends  on  the  efficiency 
with  which  all  operations  are  performed 
within  established  time  intervals.  No 
other  organization  spends  so  much  money 
to  regulate  and  maintain  this  wonderful 
spacing  and  utilization  of  time  and  in  no 
other  organization  is  "LOST  TIME" 
more  serious.  The  present  division  of 


time  means  more  than  ever  before  that 
we  must  not  be  one  minute  late. 

Every  division  on  the  Illinois  Central 
is  now  compiling  a  daily  report  of  freight 
train  performance  showing  the  engine 
number,  name  of  conductor  and  engineer 
and  for  information  which  gives  us  the 
relation  of  time  to  tonnage  and  wages, 
etc.,  and  no  doubt  will  eventually  include 
fuel. 

Extraordinary  times?  Yes.  During 
the  war  every  soldier  boy  was  taught  to 
mark  time.  You  know  what  that  refers 
to — mark  time  in  step  without  getting 
anywhere,  without  moving  until  the  com- 
mand is  given  to  "Forward  March"  and 
I  am  quite  sure  many  industrial  soldiers 
mark  time  and  there  are  a  number  yet 
waiting  or  have  not  heard  the  command 
to  forward  march  and  for  some  time, 
even  in  the  great  transportational  world 
a  number,  not  many,  thank  goodness, 
were  inclined  to  measure  their  work  in 
units  of  their  own  time  rather  than  in 
units  of  railroad  operating  cost  and  ton 
miles  and  that  extraordinary  condition 
confronted  the  world  in  the  beginning  of 
our  readjustment  period. 

Times  are  not  out  of  joint — they  are 
new — we  must  go  at  things  with  a  fresh 
vision  and  an  unbiased  judgment — let's 
co-operate. 

I  said  awhile  ago  "Our  success  de- 
pends on  the  efficiency  with  which  all 
operations  are  performed  within  estab- 
lished intervals."  Efficiency!  I  would 
like  to  add  one  word  "THRIFT"  and 
digress  for  a  moment  to  tell  you  men  of 
something  wonderful  that  occurred  in 
our  Superintendent's  office  last  Thursday 
and  Saturday.  Mr.  Shaw  called  the  en- 
tire dispatching  force  into  office  Thursday 
to  talk  over  efficiency  matters  and  dur- 
ing this  meeting  the  assistant  chief  dis- 
patcher suggested  as  a  matter  of  thrift 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-five 


that  there  be  organized  a  thrift  and  ef- 
ficiency club  on  this  division.  I  will  not 
consume  the  time  I  should  to  explain  in 
detail  except  to  inform  you  the  outcome 
was  a  second  meeting  with  the  entire 
staff  and  the  launching  in  spirit  and 
truth  of  the  Springfield  Division  Thrift 
and  Efficiency  Club  that  requires  for 
membership  the  ownership  or  purchase 
of  at  least  one  share  of  Illinois  Central 
Railroad  stock  and  the  movement  has 
drawn  like  a  whirl  wind. 

Thrift  and  efficiency  follow  this 
thought  if  you  will. 

Thrift 

•  Into  the  later  years  of  man's  existence 
(yours-mine)  comes  a  condition  of  af- 
fairs which  is  harmless — or  a  calamity. 
That  condition  is  stoppage  of  earning 
power.  Man  either  applies  the  lesson  of 
thrift  and  prospers — or  he  completes  the 
circle  back  to  childhood  dependent  on 
others — one  or  the  other,  either  an  asset 
or  a  liability.  This  is  the  last  cycle  of 
the  evolution.  Let  us  choose  thrift. 

Efficiency 

Perhaps  the  term  efficiency  so  often 
flashed  at  us  has  lost  its  real  meaning. 
Efficiency  has  nothing  to  do  with  being 
strenuous,  it  shows  the  easiest  way  to 
reach  our  goal. 

Efficiency  has  nothing  to  do  with  com- 
plicated system,  it  shows  the  simplest 
way. 

Efficiency  has  nothing  to  do  with 
theories,  it  shows  the  quickest  and  most 
practical  way  and  on  our  railroads  it 
always  means  everything  that  is  good 
and  spells  safety,  good  service  and 
economy. 

I  think  everybody  was  of  the  opinion 
that  the  aftermath  of  the  world's  war 


would  be  "intense  industrial  rivalry."  I 
am  still  of  that  opinion.  Perhaps  too 
many  of  us  overlook  the  meaning  of 
rivalry,  industrial  rivalry — rivalry  means 
competition  and  you  have  only  to  look 
present  conditions  in  the  face  to  see  the 
entire  industrial  world  sitting  up  nights 
figuring  by  all  known  methods  how  to 
meet  or  compete  each  with  the  other.  I 
know  this  much.  The  war  burdened 
countries  have  got  to  make  good  and 
pay  their  debts,  they  must  sell  more  than 
they  buy,  and  save  more  than  they 
spend,  and  in  order  for  us  to  com- 
pete and  progress  we  must  take  up  the 
slack,  cut  out  the  waste  and  apply  every 
ounce  of  efficiency.  Let  us  choose  thrift 
and  efficiency. 

We  would  certainly  be  glad  to  have 
every  employe  on  this  division  to  become 
a  member  of  the  thrift  and  efficiency 
club. 

Fuel 

Returning  to  our  subject  of  fuel. 

The  world  has  known  more  or  less 
about  coal  since  several  centuries  before 
the  Christian  era.  We  have  had  locomo- 
tives less  than  one  hundred  years,  yet 
it  was  only  eighteen  years  ago  that  our 
University  of  Illinois  at  Urbana  estab- 
lished their  experimental  station  and  I 
note  more  than  twenty-five  tests,  thor- 
ough in  every  respect,  made  on  Illinois 
coal. 

They  reach  us  many  ways  in  which  to 
take  advantage  of  our  fuel  and  state  it 
is  possible  to  save  six  per  cent  of  the 
total  coal  fired  on  our  locomotives  and  I 
am  quite  satisfied  the  time,  the  extraor- 
dinary time,  is  here  and  we  all  of  us 
should  be  only  too  glad  to  follow  up  any 
plan  and  now  see  for  ourselves  just  what 
our  concerted  efforts  will  result  in. 


Forty-fix 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Saving  Measures 

Immediate  savings  can  be  made  in 
two  ways,  by  improving  the  mechanical 
condition,  and  by  greater  care  in  firing 
and  handling,  and  I  will  add  still  another 
way  "the  heavier  loading  of  cars"  and 
Mr.  Agent,  Operator,  Conductor,  Brake- 
man,  Supervisor,  Clerk,  Freight  Handler, 
Accountant,  Stenographer,  Dispatcher, 
and  every  individual  employe  on  the 
pay  roll  of  the  Illinois  Central,  that 
means  you.  Let  us  talk  about  this  third 
way  and  its  relation  to  fuel  consumption. 
There  should  be  some  way  to  measure 
this  relation.  We  measure  of  length, 
surface,  volume,  capacity,  weight,  etc., 
and  we  measure  in  freight  handled  per 
thousand  gross  ton  miles. 

Each  locomotive  represents  a  certain 
indefinite  investment  on  which  a  return 
must  be  made.  They  have  a  given 
power;  the  sole  object  of  putting  fuel 
into  the  fire  box  is  to  develop  that 
power.  The  only  place  that  power  can 
be  measured  is  at  the  draw  bar  at  the 
rear  of  the  tender  and  when  we  call  five 
men,  expert  in  their  several  duties,  we 
should  haul  100  per  cent  tonnage  in  rev- 
enue freight  over  the  entire  district, 
within  a  reasonable  interval  of  time,  to 
secure  or  maintain  the  proper  return  on 
the  investment. 

Now  what  can  you  men  do  and  when 
should  you  do  it?  Right  now  in  times 
of  general  depression  is  the  ideal  mo- 
ment. The  nature  of  our  business  forces 
an  occasional  movement  of  certain  com- 
modities that  will  positively  not  permit 
delay  if  we  expect  to  continue  in  busi- 
ness and  to  that  end  we  are  now  seeing 
to  it  that  our  manifest  and  time  freight 
moves  in  certain  designated  trains  to 
offset  any  possible  delay  should  they  get 
in  dead  freight  trains  or  held  at  terminals 


for  additional  tonnage  to  warrant  move- 
ment. 

Many  cars  are  moving  over  the  road 
each  day  not  properly  loaded  to  the  max- 
imum, possible  through  the  fact  that  we 
have  plenty  of  cars  but  more  probably 
on  account  of  the  heavy  falling  off  in 
tonnage  offered  and  there  are  two  ways 
in  which  to  overcome  it,  first — get  more 
business,  get  new  business,  make  two 
blades  of  grass  grow  in  the  place  of  one. 
Second — have  our  storemen  get  more 
freight  into  each  car,  what  has  that  to  do 
with  fuel?  Let  me  explain  further. 

Fuel  consumption  per  gross  ton  mile 
decreases  as  the  train  load  increases  pro- 
vided we  maintain  the  average  speed. 
Right  here  let  me  mention  that  we  have 
certain  speed  restrictions  of  25  and  30 
miles  per  hour  but  you  know  that  does 
not  mean  9,  10  or  11  miles  per  hour  and 
our  new  performance  sheets  of  which  I 
mentioned  a  while  ago  indicate  some  de- 
lay as  well  as  what  we  might  consider 
bad  practices  en  route,  that  must  be 
looked  into  more  closely  by  our  train 
masters  and  traveling  engineers  and  dis- 
patchers. This  will  be  done  and  by  the 
way,  Mr.  Supervisor  and  Mr.  Agent,  you 
can  assist  materially  and  I  know  you  will 
respond  cheerfully  when  matters  are 
brought  to  your  attention. 

A  20  ton  empty  will  show  a  resistance 
of  8  pounds  per  ton  of  weight  of  160 
pounds  total  resistance  to  traction  on 
level. 

A  70  ton  car  shows  a  resistance  of  4 
pounds  per  ton  of  weight  or  280  pounds 
resistance  on  a  level.  Thus  the  resist- 
ance of  cars  varies  in  proportion  to  the 
weight  of  the  car.  For  example  a  45 
ton  car  (half  way  between  the  20  and 
70)  will  show  a  resistance  of  about  6 
pounds  per  ton. 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-seven 


Let's  get  the  tonnage  into  the  indi- 
vidual car,  load  them  heavier  and  save 
fuel. 

Waves 

Just  because  there  is  a  so-called  crime 
wave,  careless  or  reckless  wave  coming, 
going  or  just  gone,  is  there  any  reason 
why  we  should  not  set  up  a  contrary 
wave  of  good  intent?  No  country,  no 
people  can  be  truly  great  as  a  result  of 
individual  achievement.  They  must  get 
together,  co-operate,  keep  step  with  and 
attune  their  ears  to  the  music  of  the 
march  of  the  human  race  and  press  on 
to  better  things.  Let  there  be  no  delay, 
no  lost  time,  let  this  remind  us  that  time 
is  fuel — lost  time,  delay '  and  fuel  run 
hand  in  hand.  In  overcoming  delays  at 
terminals  and  on  the  road  we  will  auto- 
matically affect  other  operating  econo- 
mies including  fuel  from  the  fact  that 
one-fifth  of  all  coal  is  consumed  while 
our  locomotives  are  standing.  The  high- 
est degree  of  economy  in  the  use  of  loco- 
motive fuel  can  not  be  attained  without 
co-operation  between  the  transportation 
and  mechanical  departments,  shop  men 
and  officials,  round  house  forces  and  en- 
gine crews,  and  each  must  know  that  it 
really  exists. 

Locomotive  maintenance  rests  prin- 
cipally on  officials  of  the  mechanical  de- 
partment and  shop  and  round  house 
forces,  yet  the  engineers  must  render 
careful  reports  as  per  rule  997  about 
matters  requiring  attention  and  the 
round  house  forces  must  return  locomo- 
tives to  the  road  men  in  the  best  possible 
condition. 

It  will  be  my  purpose  as  chairman  of 
the  committee  to  issue  bulletins  quite  fre- 
quently covering  the  methods  recom- 


mended by  the  authorities  of  the  experi- 
mental departments  of  our  University  as 
well  as  instructions  from  the  heads  of 
our  own  company  with  the  expectation 
of  getting  every  man  on  this  division 
vitally  interested  so  that  we  can  feel  at 
the  close  of  the  year  that  everything 
done  worth  while  requires  a  sacrifice  of 
time  and  study  which  in  turn  reaps  ^ 
reward." 

From  9:05  to  9:30  P.  M.  was  taken 
up  in  detailed  explanation  of  the  thor- 
oughness of  the  experiments  conducted 
by  several  committees  and  also  by  our 
universities  and  how  other  lines  of  en- 
deavor are  always  making  careful  in- 
qijiries  into  the  correct  methods  of  get- 
ting results  and  why  we  should  not  be 
content  to  think  we  were  100  per  cent 
perfect. 

Mechanical  matters  bearing  on  the 
duties  of  the  shopmen,  the  engineer  and 
the  fireman  were  handled  in  turn  and 
much  interest  displayed  by  every  man 
present  as  that  manner  of  grouping  the 
study  seemed  to  appeal  to  them  and 
when  the  30  minutes'  interval  from  9 :30 
to  10  :00  P.  M.  was  given  over  to  open 
discussion  the  responses  were  numerous, 
open  hearted,  free  and  to  the  point  and 
without  an  ounce  of  enmity. 

Splendid  short  talks  were  made  by 
Traveling  Engineer  Zanies,  Road  Su- 
pervisors O'Brien  and  Wood,  Fuel  In- 
spector Porter  and  others.  Meeting 
closed  with  all  convinced  of  the  absolute 
necessity  for  real  honest  effort  to  save 
fuel  in  the  many  new  ways  suggested  by 
the  chairman  and  no  doubt  the  next  call 
will  require  a  town  hall  to  accommodate 
those  sincere  and  desirous  of  making  it 
a  study  and  lending  their  bit  towards 
creating  a  standard  of  performance. 


Forty-eight  ILLINOIS       CENTRAL      MAGAZINE  April  1921 

^niiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiitc 

Things  to  Talk  About 

THE  lines  of  the  Illinois  Central  System,  including  The  Yazoo  &  Mississippi  Valley 
Railroad,  constitute  2.66  per  cent  of  the  total  mileage  of  the  Class  I  railways  of  the 
country — Class  I  railways  being  those  whose  revenues  or  expenses  exceed  $1,000,000 
annually. 

During  the  year  1920,  the  Illinois  Central  System  handled  8.88  per  cent  of  the  freight 
carried  by  all  the  railways.  The  net  ton  miles  of  freight — the  number  of  tons  carried  one 
mile — on  all  the  railways  last  year  was  449,292,000,000.  The  net  ton  miles  handled  over 
Illinois  Central  lines  amounted  to  17,447,121,000. 

The  Illinois  Central  handled  2.52  per  cent  of  the  passenger  traffic  of  the  country  during 
1920.  The  number  of  passenger  miles — each  "passenger  mile"  being  the  equivalent  of  one 
passenger  carried  one  mile — on  all  the  railways  was  46,670,000,000.  The  Illinois  Central 
System's  record  was  1,177,988,401  passenger  miles. 

A  comparison  of  efficiency  records  shows  that  the  average  trainload  in  the  1920  freight 
traffic  of  all  the  railways  was  1,443  tons.  On  the  Illinois  Central  System  the  average 
trainload  was  1,571  tons. 

The  Illinois  Central  System  handled  an  average  of  38.9  cars  in  each  train.  On  the 
railways  generally  the  average  was  35.6  cars  per  train. 

The  average  load  carried  by  each  car  in  carload  traffic  on  the  railways  generally  was 
29.8  tons.  The  Illinois  Central  System's  average  carload  was  29.8  tons — lacking  but  two- 
tenths  of  one  ton  of  the  goal  of  80  tons  per  car,  set  by  the  Association  of  Railway 
Executives. 

nillMIIIIMIIIIIIIIIINIIIIIIIIIIMIIIIIIIIIIIIIIIIIIllllMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIiiig 

Another  Opportunity  for  Service  Presented 

to  Officers  and  Employes  of 

Operating  Department 

From  Remarks  Delivered  by  Mr.  R.  C.  Ross,  Traffic 
Manager,  Jos.  T.  Ryerson  fs*  Sons 

AS  an  indication  that  the  traffic  and  industry  said  not  so  long  ago  in  discuss- 
other  representatives  of  industrial  ing  the   relations  between  the  industry 
concerns  appreciate  calls  from  Op-  and   the   railroad    serving   it,    from  the 
erating  Department  representatives  of  the  standpoint  of  the  industry  Traffic  Man- 
Railroads,  a  Traffic  Manager  of  a  large  ager: 

"It  is  unfortunate  that  more  Superintendents  and  other  Operating  officials 
can  not  be  or  do  not  take  the  time  to  call  upon  shippers  personally.  That 
they  seem  to  feel  is  the  duty  of  the  traffic  department.  There  is  nothing  that 
tends  more  to  create  good  feeling  between  the  road  and  the  shippers  using 
it  than  to  have  the  man  actually  in  charge  of  physical  operation  drop  in  and 
discuss  matters  of  interest.  Cold  blooded  efficiency  is  never  successful  with- 
out a  plentiful  seasoning  of  the  personal  equation.  Personal  acquaintance 
with  those  in  charge  of  traffic  in  the  industries  served  paves  the  way  for 
prompt  settlement  of  complaints  of  operation  when  they  arise  and  puts  the 
Superintendent  and  his  subordinates  in  a  better  position  to  call  upon  the 
shipper  for  assistance  in  unloading  cars  promptly,  reducing  switching, 
labor,  etc," 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty -nine 


Beautifying  Section  Property 


THE  Illinois  Central  is  making  a  cam- 
paign on  improvement  in  and  around 
the  section  house  grounds  and  with  the 
idea  of  more  uniformity,  and  during  the  past 
year,  as  all  section  foremen  know,  the  Division 
Gardener,  parties  from  the  Engineering  force 
and  some  of  the  Division  Officers  have  been  on 
the  ground  looking  into  this  feature  with 
a  view  of  selecting  a  plan  at  each  location 
which  would  be  the  most  feasible,  and  blue 
prints  have  been  prepared  by  each  Division 
showing  the  proposed  layout  at  each  section 
house. 

The  general  plan  provides  for  a  lawn  in 
the  front  and  on  both  sides  of  the  house, 
with  shade  and  fruit  trees  set  uniformly 
over  the  lawn;  wood  yard  and  out-houses 
in  the  back  yard,  hidden  by  clusters  of 
shrubbery;  garden,  a  few  fruit  trees,  grape 
vines  and  berry  bushes  on  one  or  both  sides 
of  the  lawn;  and  in  the  lower  end  of  the 
garden  a  lot  fenced  in  for  taking  care  of 
pigs,  chickens  and  cows.  These  plans  are 
laid  out  to  follow  the  same  general  plan 
but  with  variations  to  suit  the  different  lo- 
cations. 

Many  of  the  section  house  grounds  on  the 
Illinois  Central  are  not  up  to  the  standard 
they  should  be,  and  generally  speaking  there 


is  no  uniformity  in  caring  for  this  property. 
Some  foremen  make  practically  no  use  of 
these  facilities  except  to  live  in  the  house, 
notwithstanding  the  fact  that  there  are  all 
kinds  of  ground  suitable  for  pastures  and 
ideal  locations  for  raising  a  variety  of  vege- 
tables. Other  foremen  farm  a  small  patch 
of  ground  here  and  there  with  no  uniformity 
whatever;  while  others  with  not  as  good  a 
location  improve  the  place  by  raising  all 
kinds  of  garden  vegetables,  and  by  keeping 
a  few  pigs,  a  cow  and  some  chickens. 

In  the  movement  to  improve  the  sur- 
roundings of  section  houses,  the  foreman 
and  his  family  have  everything  to  gain  and 
nothing  to  lose  as  the  Company  is  furnish- 
ing the  trees,  both  fruit  and  shade,  vines 
and  bushes,  both  fruit  and  ornamental,  and 
an  experienced  gardener  to  direct  and  assist 
in  setting  them  out.  On  a  large  system  like 
the  Illinois  Central  this  is  a  very  consider- 
able expense,  and  the  section  foremen  and 
their  families  should  fully  cooperate  by  do- 
ing everything  in  their  power  to  assist  in 
this  work,  and  after  houses  and  premises 
are  once  put  in  shape,  take  sufficient  pride 
and  interest  in  so  maintaining  them. 

The  foremen  can  assist  greatly  in  keeping 
the  expense  down  to  a  minimum  by  select- 


Section  House,  McConnell,  111. 


Fifty 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


ing  young  trees  jout  of  nearby  woods  for 
shade  trees.  In  most  cases  the  farmer  own- 
ing the  woods  would  not  charge  anything. 
The  best  trees  for  this  purpose  are  elm,  soft 
maple  or  box  elder,  from  one  to  three  years 
old,  which  should  be  selected  and  then  re- 
planted in  proper  season,  according  to  vari- 
ety and  climate.  When  setting  out  these 
shade  trees  the  section  foreman  should  con- 
sult the  Division  Gardener  so  that  they  will 
be  set  out  in  accordance  with  plan  above 
referred  to,  and  in  proper  season,  and  to 
be  instructed  as  to  the  care  of  young  trees 
during  their  tender  age. 

An  appeal  is  hereby  also  made  to  the  sec- 
tion foremen's  wives  as  they  usually  have 
the  responsibility  of  tooking  after  the  wants 
and  necessities  of  the  home.  They  know 


well  that  many  a  dollar  can  be  saved  in 
meals  when  they  caoi  go  out  in  their  own 
yards  and  select  fresh  fruit  and  vegetables, 
and  in  addition  have  fresh  eggs  and  occa- 
sionally a  fowl.  Any  housewife  knows  there 
is  a  great  saving  in  keeping  cows  thereby 
furnishing  the  milk  and  butter,  and  in  keep- 
ing a  few  pigs  which  supply  meat  for  the 
winter. 

In  addition  to  the  advantage  of  such  a 
source  of  food  supply,  there  is  great  pleas- 
ure in  having  a  home  with  beautiful  sur- 
roundings, which  is  something  that  should 
be  highly  appreciated.  Therefore,  let  every 
section  foreman  who  has  a  home  furnished 
by  the  Company  cooperate  with  them  in 
this  laudable  undertaking. 


Homewood  Farms  Dairy,  Robinson,  III. 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-one 


Pro  and  Con  Discussion  of  Allowing  Rail- 
way Employes  Free  Transportation 


THE  question  of  whether  employes  of  a 
railroad  should,  under  certain  limita- 
tions and  restrictions,  receive  trans- 
portation, is  frequently  discussed. 

A  writer  in  the  "Views  on  Many  Topics" 
column  of  the  Chicago  Daily  News  recently 
assailed  the  practice  of  allowing  railway  em- 
ployes free  transportation.  His  article  was 
immediately  replied  to  by  a  number  who 
hold  the  opposite  view  of  the  subject.  Some 
of  the  arguments  which  the  opposing  sides 
produced  may  be  of  interest  to  readers  of 
the  Illinois  Central  Magazine. 

Thor  J.  Benson  of  Chicago  had  the  fol- 
lowing to  say  in  reference  to  employes  re- 
ceiving transportation: 

"Transportation  companies  grant  free 
service  through  passes  and  contracts  to  em- 
ployes and  not  only  individually  to  the  par- 
ticular employes  of  each  organization  but 
also  to  the  employes  of  other"  transporta- 
tion companies  with  which  they  may  have 
working  agreements.  Having  been  an  em- 
ploye of  one  of  these  organizations  for  many 
years  and  having  been  weak  enough  moral- 
ly, with  the  majority  of  my  fellow  em- 
ployes, to  ask  and  in  some  cases  receive 
these  so-called  courtesies  and  favors  of  free 
passenger  transportation  or  transmission  of 
intelligence  from  time  to  time  up  to  within 
four  years  ago,  I  have  by  observation  and 
experience  come  to  the  conclusion  that  the 
custom  has  no  justification  and  is  absolutely 
inconsistent  with  the  principles  of  'equal 
rights  to  all  and  special  privileges  to  none.' 
The  recipients  of  such  favors  are  in  most  in- 
stances themselves  losers,  as  they  have  a 
temptation  to  waste  their  time  in  taking 
needless  journeys  and  often  send  telegrams 
where  a  postal  card  would  serve  the  same 
purpose  and  save  time  in  writing. 

"There  should  be  no  free  service  to  any 
one." 

A  writer  who  signs  himself  with  his  in- 
itials "J.  I.  C."  replies  as  follows: 

"I  worked  many  years  for  retail  stores  and 
during  that  time  never  purchased  one  item 
without  discount,  which,  of  course,  was  mon- 


ey out  of  the  merchants'  own  profits.  The 
shoe  merchant  and  the  clothier  have  to  pay 
for  their  goods,  so  could  not  be  expected  to 
give  articles  to  their  employes.  The  rail- 
roads run  no  special  trains  for  free  pass  em- 
ployes. Trains  have  to  run  just  the  same. 
Therefore  the  roads  lose  absolutely  nothing 
by  passes.  Many  large  concerns  give  em- 
ployes a  bonus.  Did  the  shoe  salesman, 
whose  letter  I  have  read  in  The  Daily  News, 
ever  hear  of  a  bonus  for  railroad  workers? 
Thank  goodness,  owners  of  railroads  are  not 
selfish  enough  to  say:  'No,  you  can't  ride 
in  my  cars,  even  though  they  are  going 
your  way  and  cost  us  nothing.'  I  myself 
am  entitled  to  neither  discounts  nor  passes." 

A  correspondent  who  signs  herself  "Rail- 
road Man's  Wife"  writes  as  follows: 

"In  regard  to  railroad  men's  getting  free 
transportation,  I  think  they  are  entitled  to  it, 
working  from  year  to  year  without  a  vaca- 
tion, unless  they  take  one.  I  wonder  wheth- 
er 'Shoe  Salesman'  would  be  satisfied  to 
take  a  vacation  without  pay.  Indeed  not! 

"My  husband  has  been  an  employe  of  the 
railroad  for  seventeen  years  and  has  never 
been  paid  for  one  hour  that  he  did  not  work. 
I  would  far  rather  have  him  get  a  week 
or  two  of  vacation  with  pay  than  free 
passes,  for  the  laboring  class  cannot  afford 
to  go  away  very  often  even  with  free  trans- 
portation. With  all  the  grief  and  hardships 
they  put  up  with — my  husband  does  not  get 
home  until  3  a.  m.  and  has  no  recreation 
from  week  to  week — they  are  more  than 
entitled  to  free  passes.  Another  thing:  If 
the  railroads  did  not  think  so  they  surely 
would  not  issue  them." 

A  Detroit  correspondent,  signing  his  com- 
munication "Railroader,"  makes  this  com- 
ment: 

"If  railroad  people  would  get  a  nice  fat 
discount  on  everything  they  buy,  as  do 
salespeople,  they,  too,  could  afford  their  fur 
coats,  silk  shirts,  spats  and  diamond  jewel- 
ry. And  yet  the  railroader  is  begrudged  his 
ride  home  when  the  vehicle  that  carries  him 
would  run  whether  he  rode  or  not." 


Fifty -two 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Fifty-three 


Supply  Train  Service 

By  J.  G.  Warnecke,  Division  Storekeeper,  Centralia,  111. 


THE  service  of  the  Supply  Train  should 
be  to  deliver  specified  supplies  directly 
to  the  consumer  more  satisfactorily  and 
economically  than  could  be  done  by  any  other 
method.  To  do  this,  an  organization  is  re- 
quired, the  members  of  which  have  a  thorough 
knowledge  of  materials,  conditions,  and  who 
are  capable  of  discussing  Supply  Train  mat- 
ters intelligently  with  all  with  whom  they 
come  in  contact. 

Suitable  equipment  should  be  procured  for 
the  storing  of  oils  and  supplies  to  be  deliv- 
ered. Precautions  must  be  taken  to  avoid 
loss  by  leakage  in  tanks,  breakage  snd  theft. 

The  ordering  of  material  should  not  be 
delegated  to  anyone  not  competent  to  know 
whether  or  not  same  is  needed.  This  im- 
portant feature  should  be  closely  watched  by 
road  supervisors  and  division  agents  or  other 
responsible  party  designated  by  the  superin- 
tendent. 

After  this  feature  is  carefully  handled  it  is 
the  duty  of  the  party  in  charge  of  stocking 
cars  to  provide  every  item  ordered  when  pos- 
sible. Unnecessary  and  continued  shortages 
encourage  excessive  orders.  This  alone  will 
warrant  some  extra  expense  to  procure  ma- 
terial from  an  outside  source  when  not  on 
hand  at  the  general  store. 


Supply  Train  service  is  hindered  when  an 
attempt  is  made  to  cover  too  much  territory 
in  a  day.  With  the  support  of  all  con- 
cerned, one  trip  every  sixty  days  will  be 
sufficient  to  furnish  economical  and  satisfac- 
tory service.  At  all  times  where  possible, 
these  trains  should  be  operated  against  the 
direction  of  heavy  traffic.  All  L.  C.  L.  ship- 
ments from  division  stores  as  well  as  cinders, 
ballast,  ties,  etc.,  should  be  handled  on  these 
trains. 

As  many  of  the  officers  as  possible  should 
accompany  the  Supply  Trains.  The  trip  will 
afford  the  opportunity  of  inspection  and  that 
of  getting  in  personal  touch  with  men  and 
the  different  phases  of  their  work. 

It  is  the  experience  of  the  writer  that  many 
of  the  supervising  officers  are  not  familiar 
with  the  functions  of  a  Supply  Train  or  its 
possibilities. 

With  proper  attention,  the  Supply  Train 
will  be  the  most  convenient  as  well  as  the 
cheapest  source  of  supply  for  oils,  tools,  etc. 

Now  Mr.  Official,  won't  you  give  the  Sup- 
ply Train  more  attention?  If  you  will,  the 
service  rendered  will  be  improved  and  your 
men  will  get  what  they  need,  when  needed, 
and  only  such  material  that  is  really  needed. 


Things  We  Should  or  Should  Not  Do 


Make  a  resolution  that  you  will  eliminate 
using  foreign  cars  on  the  Illinois  Central. 
We  dp  not  need  foreign  cars  while  we  have 
plenty  of  our  own. 

Don't  approve  anything  tha'  will  cause  an 
expense  that  you  can  get  along  without  for 
the  next  few  months,  or  until  things  open 
up. 

Did  you  ever  stop  to  think  that  in  times 
like  this,  the  man  who  can  do  his  work  better 
and  more  economically  and  who  can  transmit 
confidence  to  his  associates,  is  needed  more 
than  ever  before?  Try  it. 

Why  order  material  when  you  have  not  the 
assurance  that  you  will  get  the  authority  for 


applying  it,  as  it  merely  makes  an  additional 
expense  to  carry  this  material  on  hand. 

Our  president  has  asked  that  we  make  two 
blades  of  grass  grow  where  one  grew  before. 
This  doesn't  apply  to  company  material  on 
the  line  of  road. 

Don't  find  fault  with  conditions  because 
they  do  not  suit  us.  Why  not  get  busy  and 
remedy  them? 

A  busy  man  is  ah  asset  to  the  community. 
Most  of  the  crime  and  suffering  you  see  in 
the  newspapers  when  sifted  down  came  from 
too  much  leisure  time. 

GOOD-BYE.  Will  see  you  in  the  May 
number. 


Fifty-four 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


Claims  Department 

To  Reduce  Personal  Injuries 


AN  active  campaign  to  reduce  personal 
injuries  is  being  carried  on  by  the  Ya- 
zoo  &  Mississippi  Valley  Railroad  under 
the  direction  of  General  Superintendent  A.  H. 
Egan.  It  had  its  beginning  in  a  letter  written 
January  1,  1921,  by  Section  Foreman  L.  E. 
Carrington  of  the  Memphis  Division  to 
Road  Supervisor  J.  W.  Fowler,  in  which 
Foreman  Carrington  called  attention  to  the 
fact  that  on  his  section  not  a  person  had 
been  injured  during  the  year  1920.  He 
pledged  himself  to  exert  every  effort  to 
make  a  perfect  record  again  in  1921. 

Foreman  Carrington's  letter  was  sent  to 
all  other  section  foremen  on  the  Memphis 
Division,  and  each  one  replied,  pledging  his 
efforts  to  make  as  good  a  showing  in  1921  as 
Foreman  Carrington  made  in  1920. 

So  much  interest  was  created  as  a  result 
of  this  effort  that  Superintendent  V.  V. 
Boatner  of  the  Memphis  Division  reported 
the  results  to  General  Superintendent 
Egan,  who  gave  this  information  to  the 
other  Yazoo  &  Mississippi  Valley  divisions, 
with  the  hope  that  a  friendly  rivalry  will 
tend  to  bring  about  a  great  reduction  in 
personal  injuries  on  the  entire  Yazoo  & 
Mississippi  Valley  Railroad. 

A  letter  which  Section  Foreman  E.  M. 
Sanders  of  Lula,  Miss.,  wrote  to  Road 
Supervisor  J.  Crahen,  outlining  his  ideas  on 
attaining  a  100  per  cent  record,  is  so  in- 
teresting that  it  is  given  in  part  as  follows: 

"I  will  not  run  motor  cars  to  exceed  the 
speed  limit,  which  is  fifteen  miles  per  hour, 
and  going  through  stations  or  approaching 
road  crossings  will  be  ready  to  stop  on 
sight  of  anything  that  may  be  on  crossings 
or  that  may  be  coming  across;  also,  any- 
where on  the  railroad  I  will  always  watch 
for  stock  that  may  run  up  on  the  track 
in  front  of  the  car.  I  will  not  load  any  tools 
on  the  front  of  the  car  that  may  fall  off 
in  front,  such  as  jacks,  water  kegs,  or  any- 
thing that  may  wreck  the  car. 

"I  will  keep  all  switch  points  fitted,  all 
bolts  around  switch  tightened,  and  see  that 


points  have  proper  throw  to  keep  trains 
from  splitting  them. 

"I  will  keep  up  my  track  to  the  best  of 
my  knowledge. 

"I  will  keep  all  road  crossing  signs  up  so 
they  may  be  seen  plainly  by  the  public. 

"I  will  stop  any  stock  or  persons  that 
may  be  coming  across  track  in  front  of 
trains  or  motor  cars. 

"I  will  keep  all  crossings  in  good  shape 
so  that  stock  or  people  will  not  get  caught 
in  them. 

"I  will  take  the  best  of  care  of  company 
tools  and  material. 

"I  will  work  my  men  so  as  to  get  a  rea- 
sonable day's  work  and  watch  them  to  keep 
them  from  injurying  themselves  or  one 
another. 

"I  will  watch  passing  trains  to  see  if  any- 
thing is  dragging  or  anything  that  may 
cause  train  to  have  accident. 

"I  will  keep  all  stock  off  of  right  of  way 
and  all  gates  closed. 

"I  will  not  allow  my  men  to  take  any 
chances  in  front  of  trains. 

"I  will  take  care  of  anything  that  I  may 
find  that  is  not  safe." 


A  COW  CHANGES  HER  MIND 

A  cow  has  the  privilege  of  changing  her 
mind — bless  her  feminine  heart! — but  the 
consequences  thereof  cannot  be  charged 
against  a  railroad,  according  to  the  Supreme 
Court  of  Mississippi. 

A  cow  belonging  to  J.  V.  Andrews  of 
Courtland,  Miss.,  crossed  the  track  in  front 
of  passenger  train  No.  4  at  Courtland,  Miss., 
December  12,  1917,  changed  her  mind,  re- 
traced her  steps,  attempted  to  recross  in 
front  of  the  engine  and  was  killed.  The 
owner  sued  the  Illinois  Central  and  was 
awarded  damages  in  the  lower  court  for 
$76.50.  The  railroad  held  that  the  death 
of  the  cow  was  caused  through  no  fault  of 
the  engineer,  and  that  the  owner  was  care- 
less in  allowing  the  cow  to  roam  at  large, 
contrary  to  the  stock  law.  The  case  was 
appealed,  and  the  Supreme  Court  of  Mis- 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Fifty-five 


sissippi  recently  reversed  the  award  of  the 
lower  court  and  decided  that  the  Illinois 
Central  was  not  at  fault. 

The  owner  lost  a  cow  and  was  required 
to  pay  all  court  costs.  The  railroad  was 
deprived  of  the  services  of  an  engine  'and 
section  crew  for  two  days.  The  county  in 
which  the  case  was  tried  paid  the  jurors 
and  court  officers.  Three  morals  may  be 
drawn: 

1.  The  bringing  of  a  non-meritorious  suit 
against  a  railway  is  not  a  profitable  occupa- 
tion. 

2.  It  is  an  unjust  burden  upon  the  tax- 
payers, as  well  as  upon  the  railway. 

3.  You  never  can  tell  what  a  cow  is  go- 
ing to  do. 


USED  TRACKS  AS  HIGHWAY 

For  using  the  Illinois  Central  tracks  at 
Crystal  Springs,  Miss.,  as  a  public  highway, 
a  young  man  who  is  said  to  have  lingered 
long  at  the  cup — of  "white  mule" — was  fined 
recently,  according  to  a  special  dispatch 
from  Crystal  Springs  to  the  Jackson  (Miss.) 
Daily  News  of  March  8.  The  case  is  said 
to  be  without  precedent  in  the  courts  of 
Mississippi.  The  Crystal  Springs  corre- 
spondent of  the  Daily  News  says  of  the  in- 
cident: 

"Saturday  night  the  young  man  imbibed 
too  freely  of  'white  mule'  and  to  prove  his 
expertness  as  an  automobile  driver  pro- 
ceeded to  convert  the  Illinois  Central  rail- 
road tracks  here  into  a  boulevard,  driving 
at  rapid  speed  up  and  down  the  track. 
Marshal  Tillman  inquired  if  there  was  any 
law  against  this  sort  of  conduct  and  found 
it  in  section  1342  of  the  code,  which  makes 
it  a  criminal  offense  to  make  a  driveway 
out  of  the  railroad  tracks  and  fixes  the  min- 
imum penalty  at  $10.  An  arrest  and  prose- 
cution followed,  with  the  usual  fine  turned 
into  the  town  treasury  and  the  costs  into  the 
pockets  of  the  town's  vigilant  officer." 


March,    1920.     The    instructions    to    crossing 
flagmen  follow: 
DON'T  forget  "Safety  First". 
DON'T  fail  to  ring    your   bell    before    low- 

ering gates. 
DON'T  fail  to  keep  sharp  lookout  for  trains 

as  alarm  bell  may  fail. 
DON'T  fail  to  keep  lamps  clean  and  burn- 

ing  brightly. 
DON'T  fail  to  use  lamps  on  dark  or  foggy 

days. 
DON'T  fail  to  get    name     and     address    of 

witnesses  in  case  of  accident. 
DON'T  fail  to  report    all    accidents    giving 

all  information  obtainable. 
DON'T  fail  to  report    all     hazard     of    acci- 

dents. 
DON'T  fail  to  flag    approaching    trains     if 

vehicle  is  stalled  on  track  or  to  prevent 

accident. 

DON'T  fail  to  keep   flag   shanty  clean. 
DON'T  fail  to  hold   stop  sign  so  it  can  be 

seen. 
DON'T  fail  to  watch  children  closely  when 

crossing  tracks. 
DON'T  allow  children  to  play  around  tracks 

or  shanty. 

DON'T  allow  visitors    around    flag    shanty. 
DON'T  raise  gates  until  last  car  or  engine 

has  cleared  crossing. 
DON'T  read  while  on  duty. 
DON'T  start    fire    in    stove    with    oil  —  it   is 

dangerous  and  expensive. 
DON'T  wait    until    last    minute    to    get    on 

crossing  with  stop  sign. 
DON'T  take     chances     though     others     are 

willing. 
DON'T  leave   work    before    end    of   assign- 

ment   without   permission    or    relieved    by 

regular  relief. 
DON'T   fail  to  report  for  work  on  time. 


WHAT  NOT  TO  DO 

Yard  Master  J.  C.  Kimble  of  the  Chicago 
Terminal  Division  has  issued  sets  of  safety 
instructions  to  crossing  flagmen  and  switch 
tenders  which  are  well  worth  consideration. 
Instructions  to  switch  tenders  were  pub- 
lished in  the  Illinois  Central  Magazine  for 


Things  to  Talk  About 


'COURTESY" 

^EFFICIENT  SERVICED 

ALWAYS 


IIIIIIIIIIM  iiiiiiiMiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiM  illinium  inn, 


Fifty-six 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-seven 


Spring  Health  Dangers 

Chief  Surgeon's  Office  Furnishes  Splendid 
Discussion  on   Timely  Topic 


DURING  the  seasons  of  settled  weather 
one  knows  what  to  expect  and  can  be 
prepared  for  the  rain,  excessive  heat  or 
cool  nights,  which  are  usually  correctly  pre- 
dicted by  the  weather  man.  Spring,  however, 
with  its  sudden  changes  and  youthful  humors, 
is  impossible  as  to  prognostication,  and  no  man 
knoweth  what  variations  to  expect.  Conse- 
quently, one  is  likely  to  be  caught  unprepared 
for  sudden  changes  and  a  common  result  of 
such  unpreparedness  is  that  uncertain  and 
insidious  form  of  sickness  spoken  of  as  a 
"cold,"  which  develops  with  swiftness  and 
much  discomfort  of  body. 

Inasmuch  as  every  one  knows  by  actual 
experience  just  the  miserable  feeling  to  which 
one  is  subject,  it  will  not  be  necessary  to  enter 
into  a  description  of  those  symptoms.  How 
to  avoid  such  trouble  is  the  all-important 
question,  and  the  consideration  of  this  subject 
will  be  divided  into,  first,  the  prevention  of 
colds,  and,  second,  what  to  do  after  "catching 
cold"  and  the  necessity  for  prompt  and  de- 
cisive action. 

The  consideration  of  prevention  takes  us 
back  quite  some  time,  involving  as  it  does 
the  building  up  of  bodily  resistance  to  the 
inroads  of  disease  invasion  through  the  route 
of  drafts,  wet  feet  and  many  other  causes. 
In  the  first  place  it  is  of  prime  importance  to 
so  live  each  day  as  to  be  at  the  highest 
possible  point  of  physical  health.  To  do  this 
requires  careful  training  and  the  formation  of 
the  proper  health  habits,  which  should  begin 
in  childhood.  One  should  also  study  carefully 
their  own  personal  peculiarities,  the  particular 
points  in  which  they  excel  and  those  in  which 
they  show  weakness. 

With  the  winter  clothing  still  being  worn 
a  great  danger  exists  in  working  and  pro- 
voking perspiration  and  then,  without  addi- 
tional outer  garments,  going  into  the  outer 
air,  which  is  usually  much  cooler,  thereby 
suddenly  cooling  the  skin  and  lower  resist- 
ance to  the  entrance  of  the  "cold"  germ. 
Once  this  occurs  it  would  seem  as  if  nothing 
would  stop  the  development  of  the  "cold" 


which,  while  not  dangerous  in  itself,  might  be 
the  forerunner  of  some  other  dangerous 
condition. 

It  is  always  wise  to  remove  the  outer  gar- 
ment, such  as  the  overcoat  or  coat  itself,  and 
to  replace  it  when  seeking  the  outer  air,  thus 
preventing   the   sudden   chilling  of  the   skin 
and   the   consequent   lowering   of   the  body 
resistance.    The  delay  caused  by  stopping  to 
put  on  some  outer  garment  is  only  momentary 
and  and  if  this  precaution  will  protect  one 
from  a  bad  cold  it  is  well  worth  the  trouble 
An  odd  circumstance  is  that  we  may  mistreat 
the  body   by  going  into   the   cool  air  when 
perspiring,  many  times  without  bad  results 
and  suddenly  perhaps,  on  a  balmy  spring  day, 
when  the  sun  is  shining  and  the  air  is  soft 
and  warm,  we  contract  a  violent  "cold."  This 
is  due  to  the  entrance  of  the  "cold"  germ  due 
to  lowered  bodily  resistance  and  resulting  in 
a  victory  for  the  army  of  invasion  and  sick- 
ness as  a  result.  Inasmuch  as  it  is  impossible 
to  tell  by  one's  feelings  when  the  body  re- 
sistance  is   lowered,   with   the   resulting   in- 
creased danger  of  disease,  it  is  the  part  of 
wisdom  to  use  proper  precautions  at  all  times. 
There  are  several  methods  by  which  one 
can  increase  their  bodily  resistance  and  the 
better  prevent  the  invasion  of  disease.    The 
first  to  be  mentioned  is   the  getting  rid  of 
waste  accumulations  in  the  body.    There  are 
two  channels  which  are  more  or  less  under 
their    owners'    control    and    several    others 
which  kindly  Nature  regulates  without  our 
knowledge. 

The  first  of  the  two  channels  is  the  bowels, 
which  with  the  stomach,  assimilate  strength 
and  store  waste:  this  waste  must  be  carried 
off  daily  lest  from  its  accumulation,  reabsorp- 
tion  take  place  and  self-poisoning  (auto-in- 
toxication) result.  Therefore,  it  is  of  the 
utmost  importance  that  the  bowels  be  moved 
each  day  thoroughly  and  it  is  to  be  noted 
that  Nature  will  do  this  for  us  if  the  proper 
food  is  eaten  and  opportunity  regularly  given 
for  the  necessary  action  to  take  place.  No 
more  important  habit  can  be  cultivated  than 


Fifty -eight 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


that  of  having  a  regular  set  time  for  the 
evacuating  of  the  bowels  and  no  ordinary 
duty  of  circumstances  should  ever  be  al- 
lowed to  interfere  with  this  function.  To 
the  failure  to  recognize  this  great  need  may 
be  attributed  the  foundation  of  many  of  the 
ills  to  which  the  flesh  is  heir. 

The  writer  frequently  in  discussing  with 
railroad  employes  the  condition  of  their  health 
finds  the  excuse  given,  particularly  in  train 
and  engine  men,  that  the  cause  of  the  irregu- 
larity of  their  hours,  such  as  in  "chain  gang" 
service,  that  it  is  impossible  for  them  to  pay 
proper  attention  to  the  regularity  of  the  bowel 
function.  Nature  makes  no  allowance  for  any 
irregularity  of  habit,  even  though  compelled 
by  an  industrial  necessity,  but  exacts  a  penalty 
for  failure  to  comply  with  Her  laws.  Con- 
sequently it  is  necessary  that  an  especial 
amount  of  effort  should  be  used  in  over- 
coming this  disadvantage.  It  is  important 
that  the  individual  should  overcome  the  ir- 
regularity of  their  daily  work,  with  especially 
well  laid  plans,  to  meet  the  regularity  of  daily 
habit  which  is  so  essential  to  life.  The  aver- 
age person,  however,  does  not  realize  the 
importance  of  this  necessity  until  failing 
health  compels  a  careful  analysis  of  the  daily 
habit.  Consequently,  it  is  of  great  importance 
for  the  person  in  good  health  to  forestall 
later  impairment  of  their  health,  by  a  well 
regulated  daily  life. 

The  second  channel  is  the  kidney  through 
which  the  soluble  wastes  of  the  body  are 
eliminated.  To  stimulate  the  kidneys  to  the 
best  performance  of  their  function,  plenty  of 
good  pure  water  should  be  imbibed  through- 
out the  day,  thus  promoting  the  solution  of 
many  wastes  and  their  elimination  later 
through  the  kidneys. 

Of  the  various  other  eliminatory  channels 
which  Nature  causes  to  function  without  any 
effort  on  the  part  of  their  possessor,  the  skin 
should  be  mentioned  first,  it  being  partly 
under  its  owner's  control  and  subject  to 
stimulatory  care  for  its  betterment.  Through 
the  perspiration  thrown  out  on  the  surface 
of  the  skin  by  the  sweat  glands,  elimination 
of  much  waste  material  is  carried  on  and 
anything  which  suddenly  causes  the  sweat 
glands  to  cease  their  activity  interferes  with 
the  healthy  functioning  of  the  body  and  tends 
to  retain  in  the  body  poisons  which  would 
otherwise  be  eliminated.  Hence  it  is  that 


the  proper  functioning  of  the  skin  must  be 
carefully  protected.  To  this  end  the  use  of 
bathing  to  remove  waste  material  deposited 
on  the  skin  by  evaporation  of  perspiration 
from  the  sweat  glands  becomes  very  neces- 
sary and  important.  This  habit  of  bathing 
should  be  cultivated  and  carried  on,  it  being 
quite  necessary  to  the  maintenance  of  good 
health. 

Of  all  the  preventive  measures  carried 
on  against  "colds"  none  is  perhaps  of  more 
value  than  the  daily  bathing  of  the  neck  and 
upper  chest  with  cold  water,  followed  by 
vigorous  friction  with  a  rough  towel.  This 
measure  increases  skin  resistance  and  enables 
the  user  to  more  readily  resist  the  invasion  of 
a  "cold."  That  it  does  this  is  known,  but 
how  it  does  it — whether  because  it  hardens 
the  skin  and  thus  increases  resistance  or  be- 
cause it  promotes  the  circulation  of  the  blood 
through  the  skin  and  thus  carries  off  poison 
— is  not  definitely  ascertainable.  All  in  all, 
the  necessity  for  careful  and  regular  bathing 
in  order  to  produce  increased  resistance  to  the 
invasion  of  disease-producing  bacteria  and  to 
overcome  lowered  cutaneous  resistance  and 
actual  harmful  accumulations  together  with 
interference  in  the  action  of  the  sweat  glands, 
cannot  be  too  strongly  emphasized.  The 
indulgence  in  of  at  least  two  baths  per  week 
in  Winter  and  daily  baths  in  Summer  i 
strongly  to  be  recommended. 

Another  channel  of  elimination  and  the 
last  to  be  mentioned  is  the  lungs.  They  be- 
long to  the  class  which  kind  Nature  has 
made  both  voluntary  and  involuntary  in 
action.  Their  usefulness  may  be  increased 
by  efforts  on  the  part  of  their  possessor,  but 
if  the  attention  be  directed  elsewhere  an  auto- 
matic function  continues.  The  lungs,  by  the 
action  of  the  diaphragm  and  chest  walls,  draw 
in  and  expel  air.  The  indrawn  air  contains 
the  life-sustaining  oxygen  and  exhaled  air 
carries  off  the  no  longer  needed  carbonic  acid 
gas  from  the  blood.  The  oxygen  goes  to  the 
numberless  fine  air  cells  in  the  lungs  and  is 
there  taken  into  the  blood  which  circulates 
through  the  small  vessels  lining  these  air 
cells.  At  the  same  time  carbonic  acid  gas 
is  given  off  from  the  blood  and  later  breathed 
out  as  a  waste  product.  This  taking  on  of 
oxygen  and  giving  off  of  carbonic  acid  gas 
changes  the  blue  used  up  blood  laden  with 
waste  products  to  rich  red  life  supporting  vital 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Fifty -nine 


fluid  which  is  then  sent  back  to  nourish  the 
body  and  increase  its  resistance.  Thus  the 
value  of  deep  breathing  as  a  health  measure 
will  be  readily  understood,  thereby  increasing 
the  nourishing  power  of  the  blood  and  pro 
moting  the  good  health  of  the  individual. 

Pneumonia,  one  of  the  most  treacherous 
and  to  be  dreaded  of  diseases  frequently  is 
brought  on  as  result  of  a  Spring  "cold." 
With  the  development  of  pneumonia,  the  air 
cells  of  the  lungs  become  filled  with  blood 
which  is  the  result  of  the  inflammatory  con- 
dition of  the  blood  vessels  in  the  lungs,  thus 
slowing  the  blood  current  so  that  the  cir- 
culation in  the  lung  becomes  sluggish  and 
overloaded.  The  later  development  is  the 
congestion  and  finally  the  consolidation  of 
the  lung  completely  filling  the  air  cells  and 
depriving  the  system  of  a  part  of  its  life- 
giving  air  supply.  The  individual  affected 
with  pneumonia,  therefore,  must  breathe 
faster  in  order  to  obtain  a  sufficient  amount 
of  fresh  air  to  support  lifc,  as  only  a  por- 
tion of  the  air  cells  in  the  lung  is  available. 
This  consolidation  continues  until  a  suf- 
ficient amount  of  reaction  is  brought  about 
in  the  bodily  resisting  forces  when  Nature 
begins  to  soften  these  solid  contents  of  the 
air  cells  and  what  is  known  as  "resolution, 
takes  place."  In  this  process  the  softened 
content  of  the  air  cell  is  expelled  through 
expectoration  or  absorbed  and  carried  away 
by  the  blood  current.  The  air  cells  thus 
gradually  become  freed  of  this  content  and 
resume  their  function  with  the  recovery  of 
health. 

The  value  of  systematic  deep  breathing  as 
a  health  measure  cannot  be  too  strongly 
emphasized.  This  is  especially  true  of  office 
workers  and  those  of  sedentary  habits.  Every 
one  of  us  would  be  the  more  healthy  and 
would  live  longer  if  we  were  to  practice  daily 
systematic  exercises.  Two  intervals  during 
the  day  should  be  selected,  preferably  in  the 
morning  on  arising  and  again  in  the  evening 
before  retiring.  In  moderate  weather  the 


windows  should  be  opened  preliminary  to 
these  exercises,  so  that  plenty  of  fresh  air  is 
permitted  to  enter  the  room.  Wearing  suffic- 
ient clothing,  the  patient  should  stand  erect 
facing  the  opened  window  and  slowly  breath 
in,  counting  up  to  ten  and  raising  the  extended 
arms  in  the  plane  of  the  body  until  the  hands 
meet  above  the  head.  Then  as  slowly,  breath 
out,  making  the  same  count  and  lowering  the 
arms.  Raising  of  the  arms  draws  up  the 
ribs  thereby  increasing  and  facilitating  the 
entrance  of  air  into  the  lungs  while  the  low- 
ering of  the  arms  assists  in  the  expulsion  of 
air,  thus  making  the  next  breath  deeper  and 
fuller.  The  counting  during  the  process  en- 
ables the  breather  to  inhale  more  slowly  and 
regularly;  likewise  furnishing  a  standard  ex- 
halation, If  the  nose  is  freely  open,  it  is 
very  much  better  to  inhale  and  exhale 
through  it;  otherwise,  the  lips  pursed  up 
should  be  used,  in  order  to  prevent  the  too 
rapid  entrance  of  air.  The  open  mouth 
should  never  be  used,  as  such  forcible  en- 
trance of  air  in  large  amounts  is  liable  to 
suddenly  expend  the  lung  tissue  and  impair 
by  continuous  use  of  its  elasticity. 

The  plan  of  deep  breathing  at  intervals 
during  the  day  is  a  good  one  to  follow.  This 
systematically  and  persistently  followed  is  an 
excellent  preventive  for  Spring  "colds"  as 
well  as  all  bronchial  and  pulmonary  diseases. 
For  the  tired  business  man  or  woman,  the 
practice  of  deep  breathing  will  often  bring 
surcease  from  the  monotony  of  the  business 
routine  and  clearify  the  mind  when  confused 
with  vexatious  and  perplexing  problems  which 
are  the  concomitant  of  all  business. 

In  closing  the  subject  of  Spring  Health 
Dangers,  the  probability  of  a  return  of  in- 
fluenza during  the  month  of  April  must  not 
be  forgotten  nor  the  danger  lightly  con- 
sidered. The  use  of  preventive  serum  treat- 
ment has  been  found  serviceable  and  is  of 
decided  value,  having  been  accepted  as  a 
standard  in  present  day  methods  of  preven- 
tive treatment. 


Sixty  ILLINOIS     CENTRAL     MAGAZINE  April  1921 

St.  Louis  Division 

Maintenance  of  Way  Staff  Meeting,  Carbondale,  III,  March  5, 
1921.     To  Discuss  Reduction  of  Expense 

Present:  R.  Thetford,  Supervisor. 

J.  W.  Korn,  Jr.,  Roadmaster.  Bert  Jones,  Supervisor. 

J.  H.  Miller,  Supervisor.  H.  B.  Sutliff,  Supervisor. 

T.  A.   Robertson,  Supervisor.  J.  W.  McKinney,  Supervisor. 

J.  M.  Garner,  Supervisor.  E.   E.   Goddard,   Signal  Supervisor. 

W.  C.  Costigan,  Supervisor.  A.  A.  Logue,  Assistant  Engineer. 
Visitors : 

W.  Atwill,  Superintendent. 

J.  G.  Warnecke,  Division  Storekeeper. 

L.  F.  Foley,  Chief  Accountant. 

1.  Subject  of  reduction  of  road  overtime  was  discussed  and  the  manner  in  which 
the  Road  Department  forces  can  assist  was  emphasized.     It  was  pointed  out  that  by 
reason  of  having  to  perform  a  large  amount  of  the  Road  Department  local  freights  are 
unable  to  get  over  the  road  within  the  allotted  time,  and  with  this  end  in  view  no  more 

,Road  Department  work  will  be  performed  by  locals.  Company  material  in  carload  lots 
will  be  accumulated  until  a  sufficient  number  of  cars  are  on  hand  to  justify  the  use  of 
work  trains.  Cinders  from  now  on  will  be  handled  in  side-dump  coal  cars,  and  will 
be  handled  henceforth  in  work  trains.  The  release  of  foreign  cars  will  in  all  cases  be 
given  preference.  The  necessity  of  lining  up  the  work  to  be  done  by  work  trains  so 
that  a  maximum  amount  of  work  can  be  obtained  with  the  least  amount  of  overtime,  was 
also  pointed  out. 

2.  Figures  were  read  showing  the  amount  of  maintenance  of  way  overtime  made  by 
each  supervisor  during  the  month  of  February,  1921,  and  the  entire  staff  requested  to  go 
through  the  month  of  March  with  as  little  overtime  as  possible.    The  question  of  Sunday 
track  walkers  was  discussed  at  length,  and  only  such  track  walkers  who  cover  localities 
where  sliding  fills  and  rail  conditions  require,  are  to  be  retained  from  this  time  on.    This 
will  effect  a  considerable  saving  in  overtime  which  we  have  heretofore  been  paying. 

3.  Comparative    figures    on    personal    injuries    in    the    Road    Department,    St.    Louis 
Division,  were  presented  for  the  first  two  months  of  1921  as  compared  with  the  first  two 
months  of  1920.     January,  1921,  8;  February,  1921,  5;  January,  1920,  11;  February,  1920, 
15,  or  a  reduction  of  50  per  cent.    While  this  reduction  is  very  gratifying  it  was  pointed 
out  that  by  constantly  keeping  the  question  of  personal  injuries  before  everyone  con- 
cerned, it  is  quite  possible  to  maintain  this  ratio  and  further  to  increase  it. 

4.  Comparative  figures  for  the  first  two  months  of  1921  and  1920  in  stock  killed  on 
the  St.  Louis  Division,  were  presented,  showing  fifteen  head  in  1920  and  eight  in  1921. 
Renewed  effort  on  the  part  of  everyone  was  urged,  pointing  out  the  necessity  of  having 
foremen  and  track  walkers  keeping  gates  closed  and  cattle  guards  in  good  condition. 

5.  It  was  pointed  out  that  in  January,  1921,  no  motor  car  accidents  occurred  in  the 
Road  Department  on  this  division,  while  there  was  one  in  the  month  of  February.    This 
compares  with  four  during  the  first  two  months  of  1920.     Attention  of  everyone  was 
emphatically  called  to  the  necessity  of  constantly  checking  the  operation  of  motor  cars 
to  see  that  they  are  handled  in  accordance  with  rules  and  instructions. 

6.  Monthly   efficiency  reports  which  have  been  put  into   effect  with  the  month   of 
February,  1921,  were  discussed  and  each  supervisor's  report  for  the  month  of  February 
examined  and  read.    The  purpose  of  this  report  is  to  correct  indifference  where  it  exists, 
to  take  out  all  slack  in  the  performance  of  work  and  to  create  the  habit  of  doing  work 
completely  and  thoroughly.    Good  that  can  come  from  a  report  of  this  kind  was  pointed 


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out  to  all  present  and  each  one  requested  to  study  conditions  as  observed  from  time  to 
time,  for  the  benefit  that  will  be  obtained  therefrom  and  with  a  view  of  raising  the  effi- 
ciency of  the  Road  Department  on  this  division  as  close  to  100  per  cent  as  it  is  possible 
to  obtain. 

7.  Superintendent's  letter  of  March  4th,  in  regard  to  completing  all  A  and  B.  projects 
within  ninety  days  after  authorities  are  issued,  was  read,  and  the  staff  requested  to  ex- 
ercise their  efforts  in  all  cases  to  this  end. 

8.  The  St.  Louis  Division  branch  of  the  Vice-Presidents'  Shovel  Club  was  organized 
with  the  following  membership:     Supervisor  of  B.  &  B.,  J.  W.  McKinney;  Supervisor 
H.  B.  Sutliff;  Supervisor  Bert  Jones;  Supervisor  R.  Thetford;  Supervisor  of  Signals  E.  E. 
Goddard;  Supervisor  J.  H.  Miller;  Supervisor  W.  C.  Costigan;  Supervisor  J.  M.  Garner; 
Supervisor  T.  A.  Robertson;  Chief  Clerk  L.  L.  Heilig  and  Material  Clerk  S.  F.  Conatser. 
With  the  end  in  view  of  carrying  out  literally  the  object  of  this  club  all  supervisors  were 
directed  to  make  without  delay  an  inventory  of  their  present  tool  supply,  and  after  so 
doing  to  ship  all  surplus  tools  to  Carbondale,  where  they  will  be  assembled  and  dis- 
tributed from  time  to  time  as  needed. 

9.  Plans  for  taking  tie  inventory  on  March  14th,  were  outlined  and  necessity  of  hav- 
ing ties  in  shape  to  be  accurately  inventoried  was  brought  out.    The  division  storekeeper 
being  present,  outlined  his  wishes  in  the  matter,  and  is  expected  that  a  good  inventory 
of  ties  on  this  division  will  result. 


Signal  Employes  Illinois  Division  Hold 
Educational  Meeting 


Some  more  about  Signal  Employes'  Edu- 
cational meetings  of  Illinois  Division,  which 
we  hope  will  be  interesting  to  all  employes 
on  the  system,  especially  signal  employes. 


February  meeting  was  held  at  Mattoon, 
Illinois,  Sunday,  the  13th,  and  Mr.  B.  F. 
Hines,  Southern  Manager  of  Thomas  A.  Edi- 
son, Inc.,  Primary  Battery  Division,  met 


Illinois  Division  Signal  Employes'  Educational  Meeting  Held  at  Mattoon,  III.,  Feb.  13,  1921. 


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with  us,  and  his  address  on  primary  battery 
was  the  main  attraction.  He  explained  in 
detail  the  process  of  manufacture  and  the 
rigid  inspections  and  tests  their  product  has 
to  go  through.  Next  he  explained  the  causes 
and  remedy  for  some  of  the  known  failures  of 
battery,  and  explained  in  detail  the  cause 
of  the  copper  oxide  plates  scaling,  which 
caused  several  signal  failures  in  the  past 
year,  and  how  this  defect  was  overcome, 
leaving  every  one  with  the  feeling  that  very 
little,  if  any,  trouble  would  be  experienced 
in  the  future.  Last  but  not  least,  a  cell  of 
battery  was  mixed  and  each  move  performed 
was  explained  in  detail,  with  a  great  deal  of 
stress  laid' on  accuracy,  so  as  to  get  the  right 
chemical  action  which  insured  the  rated  ca- 
pacity of  the  cell,  and  assured  uninterrupted 
service.  He  was  interrupted  a  great  many 
times  while  mixing  the  cell  to  answer  ques- 
tions, which  showed  men  were  interested. 

The  afternoon  was  too  short  to  complete 
the  subject  of  battery,  so  we  did  not  have  an 
opportunity  to  hear  from  any  of  the  com- 


mittees formed  during  the  January  meeting. 

The  March  meeting  was  held  at  Gibson 
City  on  the  13th,  and  Mr.  Stender,  represent- 
ing the  Adams  &  Westlake  Co.,  manufactur- 
ers of  the  noted  "Adlake"  semaphore  lamp, 
explained  the  development  of  this  lamp 
and  the  difficulties  that  had  to  be  overcome 
and  then  we  inspected  the  interlocking  plant 
and  automatic  signals  where  Mr.  Stender 
continued  his  explanations  with  lamps  from 
actual  service. 

The  inspection  is  one  of  the  benefits  de- 
rived from  holding  meetings  at  different 
points,  for  it  offers  an  opportunity  to  see  how 
different  apparatus  operates,  as  well  as 
equalizing  the  travel  of  all  men. 

We  then  went  back  to  coach  that  was  used 
to  meet  in,  where  a  few  minor  subjects  were 
brought  up,  with  the  progress  being  made 
on  circulating  library  being  established 
through  popular  subscription,  to  be  used  in 
connection  with  the  meeting,  and  then  Mr. 
Guy  Fox,  chairman  of  the  committee  study- 
ing compensation,  told  of  the  progress  made, 


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and  asked  several  questions  which  started 
a  discussion  involving  everyone  present,  and 
through  the  medium  of  the  portable  black- 
board, several  problems  were  solved  that 
brightened  the  way  some,  but  at  close  of 
meeting  left  everyone  feeling  that  the  task 
ahead  for  this  committee  was  great. 

At  the  February  meeting  this  question  was 
asked:  "Do  you  think  once  each  month  too 


often  to  hold  these  meetings?"  and  the  un- 
divided answer  was  "no,"  so  it  seems  that 
everyone  favors  the  meetings  which  will  in- 
crease the  good  they  do,  but  it  causes  us  to 
wonder  where  the  men  that  lag  and  do  not 
attend  regular  will  be  a  few  months  hence. 

Think  this  over  for  you  know  our  motto 
is,  "Use  Your  Head  and  Muscles,  Too." 


New  Freight  Engine  Viewed  by  Thousands 
in  Demonstration  at  Springfield 


ONE  of  the  Santa  Fe  type  freight  loco- 
motives purchased  by  the  Illinois  Cen- 
tral System  was  placed  on  exhibition 
at   Springfield,    111.,   March   16,   when   thou- 
sands of  visitors  witnessed  a  demonstration 
of  the  engine.     The  exhibition  was  handled 
by  the  officers  of  the  Springfield  Division. 

The  engine,  No.  2924,  arrived  at  Spring- 
field from  Clinton  at  11  o'clock  in  charge  of 
Engineer  Cal  Sanders,  Fireman  Joe  Davis 
and  Stoker  Demonstrator  John  Ball.  In  the 


construction  of  the  eng'ne,  especially  the 
construction  and  operation  of  the  Duplex 
Stoker.  For  more  than  an  hour  and  thirty 
minutes  following  the  talk,  hundreds  of  vis- 
itors passed  through  the  cab  to  view  the 
mechanism  of  this  machine. 

Returning  to  Clinton  the  engine  hauled  a 
train  of  3,000  tons. 

During  the  exhibition  there  occurred  an 
amusing  incident.  A  tall  negro,  as  black  as 
the  ace  of  spades,  was  watching  the  engine 


party  were  Superintendent  C.  W.  Shaw, 
Master  Mechanic  H.  L.  Needham,  Train 
Master  Frank  Walker,  Traveling  Engineer 
Charles  Zanies,  Chief  Dispatcher  P.  J.  Mal- 
lon,  Train  Dispatcher  H.  O.  Williamson, 
Road  Master  W.  E.  Russell,  and  Supervisor 
of  Bridges  and  Buildings  S.  C.  Draper. 

The  engine  was  placed  on  one  of  the  spur 
tracks  and  District  Passenger  Agent  J.  H. 
Lord  mounted  the  cab  and  opened  the  ex- 
hibition. A.  N.  Willsie,  district  engineer  of 
the  Locomotive  Stoker  Company  of  Chi- 
cago, gave  an  interesting  talk  on  the  general 


carefully,  when  a  passenger  train  on  the 
Chicago,  Peoria  &  St.  Louis  Railroad  from 
Peoria  pulled  into  the  station.  The  negro 
caught  a  glimpse  of  the  C.  P.  &  St.  L. 
engine  and  shouted: 

"Great  Gawd!  Look  there!  Th:s  big  bo} 
could  swallow  that  little  chap  without  us- 
ing a  chaser!" 

A  large  number  of  persons  who  failed  to 
arrive  in  time  for  the  exhibition  have  re- 
quested that  it  be  repeated  and  the  plan  is 
being  considered. 


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Our  Need  of  Foreign  Trade 

By  W.  M.  Rhett,  General  Foreign  Agent 


PREVIOUS  to  the  great  World  War, 
our  need  of  foreign  trade  was  not  gen- 
erally recognized  by  the  business  inter- 
ests of  this  country.  We  had  comparatively 
few  importers  who  were  forced  to  buy  their 
raw  materials  from  the  source  of  supply 
abroad,  such  as  nitrate  of  soda,  sisal,  petro- 
leiim  oils,  manganese  and  manganese  ore, 
magnesite,  mahogany,  potash,  etc.,  also  the 
importers  of  tropical  fruits.  Our  exports  in 
the  main  consisted  of  surplus  products,  such 
as  cotton,  cotton  seed  products,  forest  prod- 
ucts and  grain  and  its  products,  but  there 
were  comparatively  few  concerns  specializing 
in  export  or  import  business.  There  were 
such  firms,  located  mostly  at  the  Atlantic 
Seaboard,  acting  as  middlemen  between  the 
foreigner  and  the  home  merchant,  frequently 
using  their  own  brands  and  labels,  thus 
keeping  the  seller  and  buyer  apart.  Some 
notable  exceptions  to  the  rule  were  the 
manufacturers  and  exporters  of  iron  and 
steel  and  agricultural  machinery  and  im- 
plements, but  generally  speaking  we  are  not 
world  traders. 

For  the  lack  of  a  Merchant  fleet  under 
our  own  flag,  our  foreign  business  was  nec- 
essarily carried  mainly  in  ships  of  other 
nations.  This  was  a  serious  handicap,  which 
we  are  in  a  fair  way  to  overcome.  One  of 
the  benefits  so  far  realized  from  the  enor- 
mous waste  of  the  war  is  our  Merchant  Ma- 
rine, built  as  a  war  measure  but  furnishing 
the  most  powerful  means  and  incentive  for 
the  extension  of  our  foreign  trade.  This 
merchant  fleet  is  second  only  to  that  of 
Great  Britain  and  far  ahead  of  all  other 
nations.  We  are  beginning  to  see  that  we 
cannot  sustain  this  fleet  and  come  into  our 
own  as  a  maritime  power  except  by  de- 
veloping the  foreign  traffic  to  fill  these  ships 
and  others  to  be  built — nor  can  we  succeed 
as  world  merchants  without  owning  the 
ships  to  transport  our  goods.  Another  re- 
sult of  the  war  is  forcing  us  to  realize  that 
we  cannot  continue  our  isolation  and  self 
sufficiency  to  the  same  extent  as  in  the  past. 
We  are  in  the  world  game  willingly  or  un- 
willingly and  must  be  either  leaders  or  fol- 


lowers. Commercial  leadership  means 
ascendency  in  more  ways  than  one.  It  is 
unthinkable  that  we  should  be  less  than 
leaders,  we  never  have  been  in  any  under- 
taking to  which  we  aspire  and  there  will  be 
no. departure  from  the  rule  in  this  case. 

The  problem  of  successful  building  and 
operation  of  ships  by  us  in  competition  with 
foreigners  paying  lower  wages  has  not  been 
solved  and  the  same  difficulty  has  to  be  met 
in  selling  our  goods  in  competitive  markets 
against  cheaper  foreign  production  but 
these  obstacles  are  recognized  and  are  re- 
ceiving proper  consideration  and  study. 
They  will  be  overcome  because  they  must 
be  or  we  will  lose  instead  of  gaining 
ground. 

Before  the  United  States  had  reached  its 
present  population  and  volume  of  produc- 
tion we  lived  comfortably  at  home.  Our 
production  and  consumption  were  pretty 
evenly  balanced  with  the  exception  of  cer- 
tain natural  products  constituting  our  sur- 
plus, which  were  necessities  for  others  and 
sold  themselves,  such  as  cotton,  forest  prod- 
ucts and  food.  Now  we  produce  and  man- 
ufacture more  than  we  need  and  must 
find  additional  markets  abroad.  Where  we 
must  buy  or  invest  as  trade  will  not  be  last- 
ing if  one-sided,  hence  we  are  driven  to 
think  and  act  in  world  terms. 

We  need  young  men  who  will  fit  them- 
selves by  education  and  training  for  foreign 
trade.  They  should  be  prepared  to  live  in 
foreign  countries,  particularly  Central  and 
South  America,  the  West  Indies,  Mexico 
and  the  Orient,  to  identify  themselves  with 
the  communities  to  which  they  are  assigned 
and  not  be  temporary  sojourners  without 
local  interests  and  in  this  way  open  the 
door  not  only  to  successful  trade  but  make 
possible  safe  and  profitable  investment  of 
our  surplus  capital.  So  far  our  men  have 
not  been  willing  to  remain  away  from  home 
permanently  or  even  for  long  periods  and 
this  is  one  of  our  most  serious  handicaps 
which  must  be  remedied.  Our  schools  and 
universities  should  adapt  themselves  to  this 
need  by  providing  proper  courses  and  en- 


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ILLINOIS      CENTRAL     MAGAZINE 


Sixty-fivr 


couraging  boys  to  prepare  and  look  forward 
to  foreign  careers  that  this  necessity  may 

be  met. 
The  countries   lying  South   of  us  have   a 

large  European  population  and  England, 
Germany,  Spain  and  other  European  na- 
tions are  strongly  represented  by  trained 
specialists  in  various  lines,  who  spend  their 
lives  with  their  customers  and  thus  establish 
relations  which  give  them  enormous  advan- 
tages over  temporary  visitors  from  the 
United  States  who  expect  to  compete  for 
this  trade  by  superficial  means.  The  Latin- 
American  is  extremely  conservative  in  busi- 
ness matters  and  resents  any  attempt  to 
change  his  methods  or  to  hurry  him  into  do- 
ing things.  Personality,  friendship,  confi- 
dence and  understanding  are  the  large  fac- 
tors in  securing  and  holding  his  trade  and 
these  do  not  come  with  short  acquaintance. 
While  we  are  deeply  concerned  in  develop- 
ing foreign  trade  in  all  directions,  our  great- 
est interest  lies  with  these  Southern 


countries  which  are  near  our  doors,  first, 
because  this  trade  has  the  greatest  elements 
of  permanency  and  second  because  they  pro- 
duce what  we  need  and  need  what  we  pro- 
duce. This  is  the  field  promising  the 
greatest  yield  and  we  should  cultivate  it  ac- 
cordingly. 

We  of  the  Illinois  Central  must  naturally 
view  this  problem  from  a  company  stand- 
point and  it  is  at  once  apparent  that  the 
great  Mississippi  Valley  which  we  serve 
with  its  wonderful  production  of  food,  raw 
materials  and  ever  increasing  manufactures 
is  the  portion  of  our  country  best  located 
and  equipped  to  participate  in  and  develop 
this  trade.  New  Orleans  is  the  natural  and 
well  developed  port  through  which  the  great 
volume  must  flow  and  our  system  furnishes 
the  most  efficient  rail  and  port  service. 
This  we  know  and  must  bring  it  home  to  the 
shipping  public  by  constant  and  united  ef- 
fort on  the  part  of  the  whole  Illinois  Cen- 
tral family. 


Canned  Salmon  Industry  of  the  Northwest 

By  H.  J.  Nelson 


IN  the  clear,  ice  cold  streams  flowing  from 
snow  clad  mountains  of  Alaska  and  the 
Pacific  Northwest,  tiny  fish  hatch  from 
salmon  eggs.  These  fish  live  for  a  time  in 
the  fresh  water,  but  as  they  grow  larger 
following  the  currents  down  to  the  Pacific 
Ocean.  For  from  two  to  four  years  they 
swim  in  the  Sea  and  then  through  some 
strange  instinct  invariably  return  to  the 
stream  where  they  were  hatched.  It  is  on 
this  return  journey,  as  they  come  from  the 
ocean  to  the  mouth  of  their  native  river, 
that  they  are  caught  in  great  numbers  in 
various  kinds  of  nets  and  traps. 

After  being  captured,  the  Salmon  are 
taken  to  Canneries  where  they  are  dressed, 
trimmed  and  cut  into  slices  by  Machinery — 
"Iron  Chinks,"  derived  from  the  fact  that 
this  work  in  former  years  was  largely  done 
by  Chinese  labor.  These  slices  of  solid 
meat,  cut  to  fit  in  cans,  are  inserted  in  them 
also  by  machinery,  and  for  two  hours  they 
are  then  subjected  to  a  heat  of  from  240 
to  250  degrees  F.  Under  a  steam  pressure 
of  10J4  pounds.  This  cooks  the  flesh  thor- 


oughly, softens  the  bones,  and  insures  com- 
plete sterilization. 

The  number  of  cases  packed  annually  de- 
pends on  the  Salmon  run,  but  in  a  normal 
year  will  average  about  six  and  half  mil- 
lion cases,  each  containing  forty-eight 
pounds;  or  a  total  pack  of  from  six  to 
seven  thousand  carloads. 

This  in  itself  means  a  great  deal  to  the 
Railroads,  but  isn't  all,  for  before  any  sal- 
mon are  canned,  hundreds  of  cars  must  be 
hauled  westbound  from  Eastern  Manufac- 
turing Districts  with  supplies  used  by  the 
Canneries — tinplate  for  cans,  machinery,  cot- 
ton and  linen  used  in  nets,  etc.,  wire  for 
traps  and  so  on. 

Before  the  United  States  entered  the  War 
the  domestic  Salmon  Market  was  well  bal- 
anced with  regard  to  supply  and  demand. 
But  when  the  Government  raised  a  huge 
Army,  it  requisitioned  sixty  per  cent  of  the 
salmon  pack.  That  meant  sixty  per  cent  of 
the  civilian  population  accustomed  to  eat- 
ing salmon  had  to  find  a  substitute  for  this 
economical,  savory,  nutritious  article  of  diet. 


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April  1921 


But  this  phase  of  War  enterprise  was  al- 
most disastrous  to  the  salmon  industry, 
although  the  blow  did  not  fall  until  nearly 
eighteen  months  after  the  signing  of  the 
Armistice.  The  Packers  caught  the  fish  in 
1919,  and  1920,  and  packed  them.  Selling 
the  pack  was  another  matter  which  was  a 
problem  not  readily  solved,  but  the  solu- 
tion is  now  being  worked  out. 

A  few  weeks  ago  more  than  2,000,000  cases 
of  salmon  or  nearly  one  half  of  last  years 
pack,  were  in  storage  on  the  Coast,  con- 
sisting mainly  of  "Pinks"  and  "Chum" 
Brands.  . 

The  Pink  Salmon  is  the  smallest  member 
of  the  Salmon  family,  averagiing  about  four 
pounds  in  weight.  It  matures  in  two  years 
and  is  found  in  great  numbers  in  Puget 
Sound  and  along  the  Alaskan  Coast.  Its 
flesh  is  of  a  coral-pink  tint  and  is  especially 
tender  and  delicately  flavored.  The  Chum 
or  White  Salmon  is  a  larger  fish,  averaging 
about  eight  pounds.  It  matures  in  from 
three  to  four  years,  "Runs"  in  the  fall  and  is 
widely  distributed  along  the  North  Pacific 
Coast.  It  is  distinguished  by  the  Trout 
Like  Color  of  its  flesh  which  is  of  a  creamy 
tint. 

Dr.    Harvey   W.  Wiley,   for  thirty   years, 


Chief   of   the   U.   S.   Bureau   of   Chemistry, 

says: 
"The    light    meated    varieties    of    Salmon 

are  just  as  palatable  and  nutritious  as  the 
more  highly  colored  species,  but  people 
should  be  informed  more  definitely  about 
them  for  many,  when  they  open  a  can  and 
find  the  meat  is  not  red,  think  it  is  some 
other  kind  of  meat  or  is  inferior." 

Account  the  economic  conditions  through 
out  the  country  which  has  clogged  up  nor- 
mal distributing  channels,  a  very  small  per- 
centage of  the  Canneries  expected  to  be  in 
operation  for  1921,  with  resultant  loss  to 
business.  A  publicity  campaign  was  there- 
fore started  with  more  than  40  of  the  leading 
Railroads  of  the  United  States  participating, 
to  increase  the  use  of  Salmon.  Fortunately 
these  two  species  of  Salmon  constitute  the 
bulk  of  the  pack  with  resulting  lower  costs 
in  putting  them  up,  and  to  the  consumer. 

The  Railroads  have  agreed  to  feature  the 
use  of  Canned  Salmon  on  Diners  and  else- 
where and  employes  everywhere  are  asked 
to  cooperate  in  increasing  the  demand.  The 
Association  of  Pacific  Fisheries  have  issued 
a  recipe  book  which  can  be  obtained  free 
from  your  Grocer.  Ask  your  wife  to  get  a 
copy  and  a  few  cans  of  Pink  or  Chum  Sal- 
mon. Let  us  each  do  our  part. 


Patrons  Express  Their  Appreciation 
of  Illinois  Central  Service 


IT  is  something  unusual  when  the  em- 
ployes of  a  railroad  are  so  courteous 
that  the  pleased  patrons  sit  down  and 
write  letters  to  the  president  of  the  system 
commending  the  courtesy  and  faithfulness 
with  which  they  have  been  served.  But  that 
is  what  is  happening  every  day  on  the  Illinois 
Central  System.  During  the  last  month  a 
great  number  of  letters  commending  em- 
ployes for  their  devotion  to  the  patrons'  in- 
terests have  been  received  by  President 
Markham  and  other  general  officers. 

The  point  is  that  the  services  which  the 
writers  of  letters  commend  are  the  little 
things  which  take  place  every  day  in  the 
thousands  of  contacts  which  employes  have 
with  patrons.  It  proves  that  the  cultivation 


of  the  habit  of  courtesy  in  seemingly  unim- 
portant things  is  decidedly  worth  while.  It 
is  realized,  of  course,  that  the  letters  cover 
only  a  small  fraction  of  the  meritorious 
cases. 

One  correspondent  tells  President  Mark- 
ham  that  he  has  been  following  his  public 
statements  and  has  observed  the  president's 
desire  to  meet  citizens  and  patrons  on  com- 
mon ground,  and — as  he  puts  it — he  wants 
the  president  to  become  acquainted  "with 
one  of  the  fellows  doing  some  good  fielding 
for  your  pitching." 

Robert  Kay  of  the  Robert  Kay  Company 
of  Pontiac,  111.,  writes  to  President  Markham 
under  date  of  March  21  as  follows: 

"The  writer  has  been  following  your  pub- 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Sixty-seven 


lie  articles  and,  taking  it  that  there  is  at 
least  one  railroad  president  seriously  at- 
tempting to  meet  citizens  and  patrons  on 
common  ground,  he  wants  you  to  get  ac- 
quainted with  one  of  the  fellows  doing  some 
good  fielding  for  your  pitching. 

"His  name  is  J.  J.  Gardiner,  just  your 
local  agent,  but  if  all  the  Illinois  Central 
boys  were  as  watchful  and  efficient  as  he, 
the  road  would  have  a  lot  of  business  it 
does  not  have  now. 

"No  matter  what  our  wants  are — requests 
for  rates  to  100  stations,  service  on  outgo- 
ing shipments,  promptness — it  'is  always 
handled  with  diplomatic  courtesy  and  sci- 
ence by  Gardiner.  And  every  time  he  pulls 

in  on  time.    Never  late.    The (naming 

other  roads) — always  are.  There  is  a  tre- 
mendous difference  in  their  attitude  toward 
the  shipper — the  difference  between  crude 
and  refined. 

"Thank  you,  Mr.  Markham,  for  your  at- 
tention. We  feel  our  message  deserves  it." 

A  letter  from  Will  D.  Oldham  of  Lexing- 
ton, Ky.,  to  General  Passenger  Agent  H.  J. 
Phelps,  written  February  22,  follows: 

"On  Thursday,  February  17,  my  wife  went 
from  Louisville  to  Mayfield,  Ky.,  on  101, 
and  she  asks  me  to  thank  you  for  the  very 
splendid  service  on  every  part  of  your  road. 

"Her  suitcase  was  carefully  forwarded 
b"  check,  the  cars  were  clean  and  as  com- 
fortable as  the  weather  permitted,  the 
brakeman,  porter  and  conductor  were  polite 
and  the  whole  trip  to  and  from  Mayfield 
was  a  real  pleasure  in  these  days  when 
courtesy  is  so  lacking  from  public  service 
corporations  and  their  employes. 

"She  came  back  on  Saturday,  the  19th, 
and,  as  it  was  snowing  very  hard  at  May- 
field  when  she  got  on  the  cars,  the  brake- 
man of  102  asked  her  to  let  him  brush  the 
snow  from  her  cloak  so  as  not  to  have  it 
damp  or  ruined,  and  with  no  thought  of 
a  tip. 

"The  diningcar  service  was  also  good,  yet 
the  prices  should  come  down  some  since 
the  cost  of  food  has  been  lowered. 

"I  have  never  been  on  your  line,  but  if 
the  chance  cornes  or  our  friends  are  going 
your  way  we  shall  certainly  tell  them  of 
what  a  good  road  and  service  you  have.'' 


Mr.  Markham  has  received  the  following 
letter  from  the  Rev.  J.  K.  Farris  of  Little 
Rock,  Ark.,  under  date  of  March  9: 

"The  undersigned  is  a  Methodist  preacher, 
for  the  past  three  months  engaged  in  travel- 
ing over  North  Mississippi  in  the  interest  of 
the  Methodist  Hospital  situated  in  Memphis, 
Tenn. 

"My  work  calls  me  to  travel  very  ex- 
tensively over  the  Illinois  Central  Railroad, 
and  I  am  writing  to  say  that  never  have  I 
met  more  perfect  gentlemen  in  any  relation 
than  your  conductors,  station  agents  and 
flagmen. 

"It  is  a  pleasure  to  travel  on  your  railroad. 

"Without  a  single  exception,  every  em- 
ploye of  your  great  railway  impresses  me  as 
being  a  gentleman,  always  courteous  and 
anxious  to  do  everything  possible  to  add  to 
the  comfort  and  pleasure  of  the  traveling 
public.  You  are  to  be  congratulated  on 
the  personnel  of  the  men  in  your  employ." 

W.  H.  Hogle  of  the  Continental  Inter- 
State  Insurance  Agency  of  Iroquois,  111., 
writes  to  President  Markham  under  date 
of  March  7  as  follows: 

"It  may  be  a  little  unusual  to  receive  a 
letter  of  the  kind  I  am  writing,  but  I  just 
want  to  say  that  I  have  done  a  good  deal 
of  traveling  in  my  time,  have  been  in  a 
good  many  railroad  centers,  and  for  the  last 
year  have  been  leaving  Chicago  on  the 
Illinois  Central  at  your  63rd  Street  station, 
and  I  believe  that  I  am  a  competent  judge 
of  what  an  A-l  employe  is. 

"I  wish  to  say  that  I  have  never  come 
in  contact  with  a  more  gentlemanly,  oblig- 
ing and  accommodating  person  than  your 
caller  of  trains  at  the  63rd  Street  station. 
I  think  his  name  is  Townsend.  He  cer- 
tainly is  the  right  man  in  the  right  place. 
I  often  wonder  if  such  service  is  appreci- 
ated." 

A  letter  written  March  1  to  General 
Passenger  Agent  Phelps  by  Joseph  T. 
Moore,  542  Vine  Street,  Evansville,  Ind.,  fol- 
lows : 

"I  am  sure  it  is  very  gratifying  to  you 
and  the  management  in  general  of  the 
Illinois  Central  Railroad  System  in  showing 
such  a  creditable  high  percentage  'on  time' 
report  as  is  now  being  published  in  the  va- 


Sixty -eight 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


rious  city  papers.  I  am  only  a  commer- 
cial salesman  and  adjuster  for  a  manufac- 
turing concern,  completing  now  twenty 
years  of  travel,  principally  over  your  lines. 
I  'beg  to  say  I  am  expressing  the  sentiment 
of  a  majority  of  commercial  men  in  stating 
you  are  deserving  of  credit  and  the  honor 
you  have  won,  namely — 'Noted  for  being  on 
time.'  You  are  saving  us  and  our  firms 
much  time  and  money  in  rendering  this  effi- 
cient public  service.  You  are  being  praised 
and  credited  along  the  line  by  the  boys  on 
the  road  at  least  for  your  sincere  efforts  and 
achievements.  I  could  add  the  Illinois  Cen- 
tral station  agents  along  the  road  are  known 
for  businesslike  cleverness  and  co-operation 
with  the  commercial  public.  I  have  many 
matters  to  take  up  with  them.  I  know  they 
are  fair  and  ready  to  extend  courtesy.  I  was 
very  much  gratified  in  reading  the  news- 
paper report  above  Mr.  Markham's  name." 

Arthur  Jones,  head  of  the  Arthur  Jones 
Electric  Company  of  Chicago,  writes  to  Se- 
nior Vice-President  Kittle  under  date  of 
March  16,  as  follows: 

"I  am  sure  that  you  are  interested  in 
knowing  of  the  service  that  is  being  ren- 
dered travelers  by  your  passenger  depart- 
ment representatives. 

"I  have  just  recently  returned  from  my 
annual  trip  to  Florida  and  wish  to  compli- 
ment you  in  having  so  competent  and  cour- 
teous a  representative  in  Mr.  S.  C.  Baird, 
District  Passenger  Agent  at  Jacksonville, 
Fla.  The  manner  in  which  he  took  care  of 
reservations  for  myself  and  friends  I  appre- 
ciate, and  he  sure  reached  the  goal  of  top- 
notch  service  when  he  asked  the  diningcar 
conductor  to  introduce  himself  to  me  to  tell 
me  that  it  would  be  a  pleasure  to  render 


diningcar  service  to  my  friends  and  myself, 
homeward  bound. 

"I  thought  this  information  coming  vol- 
untarily would  be  of  interest  to  you  and  it 
will  be  a  pleasure  for  me  to  endeavor  to 
introduce  my  friends  to  Illinois  Central  won- 
derful service." 

G.  J.  Parke  of  Parke  &  Son  Company, 
Decatur,  111.,  writes  to  President  Markham 
March  16  as  follows: 

"We  have  in  this  city  a  number  of  young 
people  attending  Eastern  schools,  among 
these  being  two  of  my  children,  and  prac- 
tically 90  per  cent  of  these  return  east  via 
Chicago,  111. 

"Your  Mr.  G.  A.  Lavery,  local  ticket 
agent  here,  interested  me  a  short  time  ago 
in  making  it  plain  that  your  No.  232  train 
out  of  here  at  2:40  p  .m.  connecting  with  the 
Big  Four  fast  New  York  train  at  Mattoon, 
111.,  was  the  ideal  way  east. 

"My  son  went  this  way  the  first  of  the 
year  and  my  daughter  followed  shortly  after. 
Both  were  most  pleased,  and  my  daughter 
especially,  in  the  courteous  attention  ren- 
dered your  passengers  by  Conductor  C.  H. 
Wright  and  Brakeman  M.  A.  MacDonald  on 
this  train.  These  employes  are  without 
question  rendering  the  best  of  service,  as 
Mrs.  Frank  Elwood  of  this  city  in  going  to 
New  York  recently  has  made  the  same  com- 
ment regarding  this  service  as  have  my  son 
and  daughter. 

"Personally  I  a'm  much  in  favor  of  saying 
a  kind  word  to  those  that  faithfully  serve, 
and  if  it  is  opportune,  mention  by  you  to 
your  associates  of  this  good  service  would 
not  be  out  of  line,  as  the  Association  of 
Commerce  in  this  city  was  interested  in 
having  this  train,  and  I  shall  take  pleasure 
of  advising  it  along  the  lines  above  noted." 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Sixty -nine 


Reweighing  and  Stenciling  Empty  Cars 

B.  B.  Goe,  Superintendent  of  Weighing 


WITH    the    urgent    necessity    for    in- 
creased  earnings   and    economy,   no 
feature    that    will    result    in    saving 
should  be  neglected  and  the  correct  stencil- 
ing of  tare  weights  on  equipment  is  of  vital 
importance  affecting  net  freight  car  earnings, 
more  so  today  with  increased  freight  rates 
and    high    price    of    commodities,    than    ever. 
The  weight   of  the   contents   of  a    car   is 
obtained   by  subtracting   the   stenciled   tare 
weight    from    the    gross    scale    weight.     In 


some  few  instances  the  empty  is  weighed 
before  car  is  loaded,  but  in  the  great  ma- 
jority of  cases,  the  stenciled  tare  weight 
must  be  used. 

During  the  past  few  years  of  heavy  busi- 
ness, fewer  cars  were  restenciled  and  as  a 
result  the  intensive  use  of  all  classes  of 
equipment  have  been  more  or  less  reduced 
in  weight,  few  cars  remained  empty  long 
enough  for  reweighing  and  restenciling  and, 
no  doubt,  during  the  heavy  rush  of  business 


Seventy 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


many  cars  were  given  heavy  repairs  with- 
out reweighing. 

The  following  tabulation  of  390  cars  re- 
weighed  during  one  week  in  March  shows 
serious  differences  does  exist  in  tare  weights 
and  a  special  effort  should  be  made  by  all 
roads  to  reweigh  and  stencil  all  equipment 
during  this  period  of  car  surplus. 

Number  of  cars  reweighed,  weights  of 
which  were  lighter  than  stenciled  weight 
176 — average  difference  per  car  1,637  Ibs. 

Number  of  cars  reweighed,  weights  of 
which  were  heavier  than  stenciled  weight 
98 — average  difference  per  car  1,721  Ibs. 

Number  of  cars  reweighed,  weights  of 
which  were  correct  within  M.  C.  B.  toler- 
ance— 116. 

There  is  considerable  difference  of  opinion 
as  to  when  the  railroad  and  when  the  ship- 
per is  benefited  by  incorrect  tare  weight. 
There  is  no  question  in  my  mind,  however, 
that  both  shipper  and  railroad  will  be 
greatly  benefited  by  correct  tare  weights  as 
both  stand  to  lose  either  way  it  goes. 

If  the  tare  weight  of  a  car  is  heavy  the 
less  freight  revenue  the  railroad  receives 
for  transportation  of  its  contents,  and  ship- 
per when  selling  the  commodity  based  on 
such  weight  loses  as  well.  The  consignee 
receives  the  benefit  and  undue  advantage 
over  his  competitor  who  receives  a  car 


where  the  opposite  condition  exists. 

It  is  certainly  no  satisfaction  to  a  shipper 
to  Jae  told  that  where  he  loses,  some  one 
else  gains,  nor  to  a  railroad  to  know  that 
where  it  will  lose  on  one  car  it  may  gain 
on  another.  The  shipper  will  know  when 
such  conditions  exist  and  require  as  tariffs 
permit,  that  the  empty  car  be  weighed  and 
the  actual  stenciled  tare  be  used  in  deter- 
mining the  weight  on  which  freight  charges 
be  assessed  and  unless  railroad  keep  equip- 
ment correctly  stenciled,  a  great  deal  of 
extra  switching  will  be  required  and  at 
times  when  every  extra  move  means  delay. 

In  order  to  insure  the  reweighing  of  suffi- 
cient cars  to  conform  with  M.  C.  B.  re- 
quirements, an  allotment  of  a  certain  num- 
ber of  cars  per  month  to  be  reweighed  at 
the  various  weighing  stations  has  been  made 
and  reports  by  periods  showing  progress 
are  made  in  this  office.  The  following  copy 
of  this  report  for  period  January  1st  to 
March  12th  shows  progress  made: 

It  is  hoped  that  during  the  present  busi- 
ness depression  special  effort  will  be  made 
by  all  concerned  to  reweigh  and  stencil  all 
equipment  as  the  allotment  above  shown 
is  an  average  and  we  must  reweigh  consid- 
erable in  excess  of  this  figure  during  periods 
of  light  business  to  insure  100  per  cent  of 
allotment  during  the  year. 


Statement  of  Empty  Equipment  Reweighed 
January  1st  to  March  12,  1921 


Rank     Division 

1  Kentucky 

2  St.   Louis 

3  Louisiana 

4  Memphis  Term. 

5  Indiana 

6  Tennessee 

7  Springfield 

8  Illinois 

9  Iowa 

10  Minnesota 

11  Mississippi 

12  Wisconsin 

13  Chicago    Term. 

14  New  Orleans  Ter.     127 

15  New   Orleans 

16  Memphis    Div. 

17  Vicksburg 


Reweighed 
System     Foreign 
483        209 

1252 

38 

337 

248 

590 

375 

379 

45 

255 

52 

185 

5 

162 

10 

144 

19 

153 

22 

133 

14 

47 

21 

501 

48 

r.  127 

150 

28 

20 

26 

15 

Should 

Per  cent* 

Reweigh 

iReweighed 

450 

153.7 

960 

134.3 

450 

130.0 

800 

120.6 

400 

106.0 

300 

102.3 

250 

76.0 

240 

71.6 

250 

65.2 

350 

50.0 

360 

40.8 

250 

27.2 

2160 

25.4 

1100 

25.2 

300 

16.0 

TOTAL 


4802 


1291 


6093 


8620 


70.6 


April  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Seventy-ons 


FACTS  AND  FIGURES 


PERSONAL  INJURY  ACCIDENTS 


Bulletin  No.  6 


This  illustration  shows  one  of  the  frequent 
and  preventable  causes  of  accident  at  rail- 
way grade  crossings.  A  car  has  been  cut 
off  and  sent  rolling  over  a  busy  street  with 
no  one  protecting  the  crossing. 

Thirty-four  accidents,  in  which  one  person 
was  killed  and  sixteen  injured,  occurred  on 
the  Illinois  Central  System  in  1920  as  the 


result  of  this  practice.  It  is  a  bad  record — 
a  record  not  to  be  proud  of  and  differing 
from  other  records  established  by  the  Illi- 
nois Central. 

It  is  within  the  power  of  the  officers  and 
employes  of  the  Illinois  Central  to  stop  this 
class  of  accidents. 


Seventy-two 


ILLINOIS      CENTRAL      MAGAZINE 


April  1921 


New  Suburban  Engine  Recently 
Placed  in  Service 


F.  Roberts 


New  Illinois  Central  Locomotive  No.  1446  for  Suburban  Traffic 


Engine  1446,  a  picture  of  which  is  pro- 
duced in  this  issue,  has  just  been  turned  out 
of  Burnside  Shop.  This  practically  new 
locomotive  was  converted  from  2858  class  to 
1441  class  and  is  the  last  of  four  rebuilt  dur- 
ing the  past  six  months  for  use  in  suburban 
service.  The  preceding  engines  were  1445, 
1448  and  1447. 

These  engines  have  a  tractive  power  of 
17.5,  the  cylinders  are  18x24  inches  and  the 
total  weight  loaded  of  each  is  175,000 
pounds,  distributed  as  follows:  98,000  pounds 


on  the  driving  wheels,  16,500  on  engine  truck 
and  60,500  on  tender  truck. 

The  increased  suburban  traffic  which  ne- 
cessitated more  motive  power  was  the  prime 
factor  in  reconstructing  these  locomotives. 
The  two  figures  standing  in  the  foreground 
are  Mr.  J.  J.  Quinn,  machine  shop  foreman, 
and  Albert  Wipfli,  erecting  gang  foreman, 
in  charge  of  construction.  Both  these  gen- 
tlemen are  proud  of  results  obtained  and 
well  they  may  be  for  the  four  new  locomo- 
tives are  a  credit  to  the  mechanical  forces 
at  Burnside  and  the  suburban  service. 


^llllllllllirillllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIUIIIIlllllllllllllllllllllllllllllllllNllllllllllll 

Things  to  Talk  About 

THE  greatest  single  month's  record  in  the  history  of  the  Illinois  Central  System  for 
on  time  arrivals  of  passenger  trains  was  made  during  February,   1921.     Of  all  the 
passenger  trains  operated  over  more  than  6,000  miles  of  lines,  98y2  per  cent  arrived 
at  their  terminals  on  time. 

During  the  first  ten  days  of  March  this  record  was  increased  to  the  on  time  arrival  of 
99  per  cent  of  all  passenger  trains. 

|         The   management   recently   announced   with   pride   the   1920   record   of   passenger   train 
I     performance,  ranging  from  93.4  per  cent  in  January  and  April  to  97.3  per  cent  in  October. 

QiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiHiHiiiiHiuiuiuiiiiiiiiiiiiiiuiiiiiiiiiiiiiiMiiiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiH 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Seventy-thret 


The  Conscience  Fund  of  the  Illinois  Central 


THE  news  that  a  $5  banknote  had  been 
received  by  the  Illinois  Central  en- 
closed in  an  envelope  with  an  anony- 
mous request  that  it  be  credited  to  the  "con- 
science fund"  caused  the  writer  a  few  days 
ago  to  make  an  investigation  of  the  con- 
science inspired  letters  which  have  been  re- 
ceived by  the  railway.  It  was  an  interesting 
investigation,  some  phases  of  it  inspirational, 
some  pathetic  and  some  highly  amusing. 

Records  covering  the  last  ten  years  were 
read  over  for  the  material  with  which  to 
make  this  story.  During  those  ten  years  a 
number  of  confessions  have  been  received 
from  former  patrons  who  had  stolen  rides 
on  freight  or  passenger  trains,  eluded  gate- 
men  or  conductors,  used  passes  fraudulently 
or  otherwise  defrauded  the  company. 

The  writer  was  surprised  to  learn  that 
more  than  half  of  the  confessors  had  given 
their  names  and  addresses  in  writing  to 
the  company  and  had  asked  acknowledg- 
ment. The  others  had  hidden  their  identity 
behind  initials,  sent  unsigned  communica- 
tions or  had  asked  ministers  or  priests  to 
forward  the  money. 

It  is  interesting  to  know  that  there  were 
no  women's  names  to  be  found  in  the  rec- 
ords. Whether  any  women  are  represented 
in  the  anonymous  communications  cannot, 
of  course,  be  known,  for  such  correspond- 
ence is  considered  confidential  and  no  in- 
vestigations are  permitted.  Perhaps  women 
do  not  practice  fraud — or,  to  be  less  kindly, 
is  it  possible  that  women  have  a  habit  of 
forgetting?  Anyway,  there  are  no  women's 
names  in  the  list. 

Religious  experiences  seem  to  prompt  the 
majority  of  those  who,  in  seeking  to  recon- 
cile their  wrongs,  explain  their  motives.  A 
number  of  the  correspondents  go  into  the 
subject  of  their  religious  conversions  at  con- 
siderable length,  others  merely  state  that 
they  now  see  things  differently  and  want  to 
make  their  mistakes  right.  Some  even  grow 
fanatical  on  the  subject  and  draw  their  let- 
ters out  into  long-winded  sermons. 

The  first  record  in  the  ten-year  file  which 
was  read  for  this  article  is  of  a  man  who 
wrote  that  he  had  ridden  on  a  freight  train 
from  one  point  in  Illinois  to  another  a  num- 


ber of  years  previous  and  asked  what  would 
make  it  right,  stating  that  he  had  since  be- 
come a  Christian.  He  was  told  the  fare  and 
it  was  received  by  return  mail. 

Two  months  later  the  records  show  the 
receipt  of  $20  in  cash,  anonymous.  There 
is  no  record  as  to  the  identity  of  the  giver. 
However,  a  few  years  prior  to  that  a  Cath- 
olic priest  had  visited  the  president's  office 
and  stated  that  a  parishioner  had  given  him 
a  ring  to  make  good  an  amount  of  which  the 
parishioner  had  defrauded  the  company.  It 
is  not  known,  but  it  was  thought  that  the 
$20  was  from  the  owner  of  the  ring,  for  the 
priest  had  been  told  that  the  company  could 
not  accept  the  ring. 

A  record  in  1912  shows  the  receipt  of  a 
letter  from  a  convert  who  asked  that  he  be 
forgiven  for  stealing  rides.  He  offered  to 
appear  before  a  company  of  Illinois  Central 
employes  at  any  time  and  repeat  his  re- 
ligious experience — in  payment  for  his  mis- 
deeds! 

The  same  year  a  similar  letter  was  re- 
ceived from  another,  located  in  another  part 
of  the  country,  who  confessed  that  he  had 
ridden  trains  without  paying  fare  and  ask- 
ing forgiveness. 

A  correspondent  several  years  later  wrote 
in  to  tell  of  having  used  an  employe's  pass 
fraudulently.  He  enclosed  $6.  He  did  no< 
entirely  hide  his  identity,  however,  for  he 
asked  the  railway  company  to  address  hirr 
through  his  initials  in  the  personal  col- 
umns of  The  Tribune  if  the  $6  failed  to  make 
good  the  fraud. 

A  Texan  wrote  that  he  had  to  make  resti- 
tution with  fourteen  railroads  for  rides  which 
he  had  "bummed"  as  a  tramp.  He  had  rid- 
den the  Illinois  Central  100  miles,  he  ..said. 
He  was  told  that  the  fare  at  the  time  stated 
was  3  cents  a  mile,  and  a  money  order  for 
$3  was  received  from  him  shortly  after. 

One  of  the  most  mysterious  of  the  letters 
was  written  by  a  minister  in  a  Southern  city, 
who  sent  the  company  $200  from  a  person 
who  had  confessed  to  him.  He  wrote  that 
the  debt  was  unknown  to  the  company  and 
asked  that  no  publicity  be  given  it. 

From  California  came  a  letter  from  a 
penitent  who  confessed  to  stealing  a  ride. 


Seventy-four 


ILLINOIS      CENTRAL      MAGAZINE 


April  1921 


He  was  told,  the  fare,  and  shortly  after  a 
letter  was  received  from  his  wife,  stating 
that  her  husband  was  seriously  ill  and  asking 
for  a  letter  of  forgiveness,  saying  that  she 
believed  it  might  help  him  to  recover.  The 
letter  was  sent. 

One  correspondent  confessed  to  taking 
coal  from  the  railway  property,  a  sack  at  a 
time,  to  the  extent  of  about  ten  tons. 

Another's  correspondence  extended  over  a 
period  of  five  years.  He  first  wrote  to  the 
company  in  1914  explaining  his  religious 
regeneration  and  asking  to  be  allowed  to 
make  amends.  He  was  told  the  rate  of  fare 
at  the  time  he  had  stolen  rides.  Shortly  after 
came  a  letter  asking  that  the  company  set 
an  arbitrary  sum.  He  was  told  that  it  was 
impossible  for  the  company  to  estimate  the 
distance  he  had  traveled.  Further  corre- 
spondence followed  at  intervals,  until  in 
1919,  when  he  sent  a  check  for  $10.  He  wrote 
that  he  estimated  he  had  traveled  1,000  miles, 
but  that  since  he  had  ridden  "blind  baggage" 
he  did  not  consider  it  first  or  second-class 
passage  and  thought  it  worth  only  1  cent  a 
mile!  His  earnest  request  that  he  be  for- 
given brought  forth  a  letter  of  forgiveness. 

Money  received  from  such  sources  is  not 
accounted  for  in  a  "conscience  fund,"  but  is 


entered  under  "miscellaneous  profit  and 
loss." 

The  following  editorial  from  the  Lauder- 
dale  County  Enterprise  of  Ripley,  Tenn., 
March  11,  is  timely  in  connection  with  such 
an  article  as  this: 

"It  is  well  for  people  to  take  stock  occa- 
sionally and  see  how  they  stand;  to  weigh 
their  motives  behind  each  action;  to  analyze 
their  purposes;  to  determine  the  tendency  of 
life. 

"It  might  be  profitable  to  ask,  'How  hon- 
est am  I?' 

"It  is  a  patent  fact  that  Motive,  Purpose 
and  Tendency  determine  character. 

"Some  men  are  scrupulously  honest  in  all 
their  dealings  with  individuals,  yet  ease  their 
conscience  when  they  can  take  advantage  of 
a  corporation.  Some  men  do  not  deem  it 
wrong  to  dodge  a  conductor,  beat  a  ride  and 
thus  cheat  a  railroad  company.  In  fact,  we 
have  heard  good  men,  who  were  honest  in 
the  absolute  in  all  other  transactions,  boast 
of  'beating  a  ride'  on  a  train.  We  must 
change  our  conception  of  right  and  must 
realize  that  it  is  just  as  harmful  to  defraud 
a  railroad  company  or  a  corporation,  as  it  is 
to  be  dishonest  with  an  individual." 


Editor's  Opinion  of  the  Illinois 
Central  System 


READERS  of  the  Sullivan  Union  have 
recently  noticed  advertisements  that 
have  been  carried  in  this  paper  by  the 
Illinois  Central  Railroad  Company.  The  ef- 
fort of  these  advertisements  has  been  to  get 
in  touch  with  the  farmers  and  with  the  peo- 
ple in  the  counties  served  by  the  Illinois  Cen- 
tral Railroad.  We  are  informed  that  an  ad- 
vertising campaign  of  this  nature  is  being 
conducted  by  this  road  throughout  the  coun- 
ties in  the  several  states  through  which  the 
road  runs,  the  advertising  campaign  being  in 
charge  of  C.  H.  Markham,  president  of  the 
Illinois  Central  Railroad  Company,  assisted 
by  Mr.  C.  M.  Kittle,  senior  vice-president, 
and  Mr.  H.  B.  Hull,  general  claim  agent  of 
the  company. 


The  Union  wants  to  take  this  opportunity 
to  congratulate  the  executives  of  this  road 
on  the  wisdom  of  this  campaign.  The  cam- 
paign will  undoubtedly  perform  a  great  serv- 
ice in  bringing  the  general  public  closer  to 
the  .railroad  and  thereby  bring  about  a  more 
efficient  and  satisfactory  basis  of  operation. 

At  this  time  it  might  also  be  suggested 
that  the  Illinois  Central  Railroad  occupies 
one  of  the  highest  positions  of  all  railroads 
in  the  transportation  system  of  the  country. 
During  the  war  it  was  able  to  furnish  many 
other  railroads  with  motive  power  and  dur- 
ing the  war,  and  since,  has  broken  the  rec- 
ords of  all  the  roads  in  connection  with  the 
average  number  of  trains  that  it  operates 
on  exact  schedule  time.  It  might  also  be 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Seventy-five 


added  that  the  greatest  single  month's  record 
in  the  history  of  the  Illinois  Central  System 
for  on  time  arrivals  of  passenger  trains  was 
made  during  February,  1921.  Of  all  the 
passenger  trains  operated  over  more  than  six 
thousand  miles  of  lines,  ninety-eight  and 
one-half  per  cent  arrived  at  their  terminals 
on  time.  During  the  first  ten  days  of  March 
this  record  was  increased  to  the  arrival  of 
ninety-nine  per  cent  of  all  passenger  trains 
on  time.  The  management  recently  an- 
nounced with  pride  that  the  1920  record  of 
passenger  train  performances  ranged  from 
93.4  per  cent  in  January  and  April  to  97.3 
per  cent  in  October. 

This  is  altogether  a  wonderful  perform- 
ance when  we  consider  the  size  of  the  Illi- 
nois Central  Railroad  System.  This  road,  in- 
cluding the  Yazoo  and  Mississippi  Valley 
Railroad,  constitutes  2.66  per  cent  of  the  total 
mileage  of  class  one  railways  in  the  coun- 
try— class  one  railways  being  those  whose 
revenues  or  expenses  exceed  one  million  dol- 
lars annually.  During  the  year  1920  the  Illi- 
nois Central  System  handled  3.88  per  cent 
of  the  freight  carried  by  all  the  railroads. 


The  jiet  ton  miles  of  freight — the  number  of 
tons  carried  one  mile — on  all  the  railways  last 
year  was  four  hundred  forty-nine  billion  tons 
while  the  net  ton  miles  handled  over  the 
Illinois  Central  amounted  to  over  seventeen 
billion  tons.  The  Illinois  Central  Railroad 
Company  handled  2.52  per  cent  of  the  pas- 
senger traffic  of  the  country  during  1920.  A 
comparison  of  efficiency  record  shows  that 
the  average  train  load  in  the  1920  freight 
traffic  of  all  the  railways  was  1,443  tons, 
while  on  the  Illinois  Central  System  the 
average  train  load  was  1,571  tons. 

This  is  all  a  most  remarkable  record  and 
we  want  to  take  this  opportunity  of  con- 
gratulating the  Illinois  Central  Railroad 
Company  on  its  efficient  performance  and 
particularly  upon  the  effort  of  its  adver- 
tising campaign  to  humanize  the  transporta- 
tion systems  and  to  bring  the  Illinois  Cen- 
tral System  in  closer  touch  with  the  oeopie 
it  serves.  This  effort  should  be  productive 
of  great  good,  both  to  the  railroad  and  to 
the  general  public. — Sullivan  (Ind.)  Union, 
March  23,  1921. 


The  Test  of  Citizenship 

One  Man  Holds  That  It  Is  the  Cleaning  Out  ot 
Inflammable  Rubbish 


MR.  H.  E.  REYNOLDS,  chairman  of 
the  local  fire  prevention  committee  at 
Bemidji,  Minn.,  seeking  to  arouse 
the  interest  of  the  average  property  owner, 
sent  out  the  following  appeal  under  the 
heading  "The  Test  of  Citizenship": 

Tell  me  what  you  do  with  your  rubbish 
and  I  will  tell  you  what  sort  of  a  citizen  you 
are.  If  you  dispose  of  all  your  old  broken, 
worn-out  furniture,  old  newspapers,  oily 
rags,  worn-out  clothing,  and  all  rubbish  of 
every  kind,,  you  are  a  good  citizen,  but  if 
you  allow  them  to  accumulate  you  are  not 
only  a  bad  citizen,  but  a  menace  to  your 
neighbors. 

What  makes  such  things  catch  fire?  It 
may  be  heat  from  the  furnace,  a  spark,  a 
cigarette,  a  candle,  a  plumber's  torch,  or 
perhaps  they  just  catch  fire  from  spon- 


taneous combustion.  You  don't  know  what 
that  is?  It  is  a  fire  that  starts  itself.  Cotton 
waste,  oily  rags,  moist  hay  and  certain 
other  things  if  left  to  themselves  will  grow 
hotter  and  hotter  and  finally  burst  into 
flame. 

Recently  a  nice  new  church  was  de- 
stroyed. It  had  just  been  finished  and  on 
the  afternoon  before  the  day  set  for  the 
first  service  some  of  the  ladies  of  the  con- 
gregation wiped  the  woodwork  with  oily 
cloths.  When  they  had  finished  and  were 
going  home,  one  of  them  remarked  that  it 
was  a  pity  to  throw  away  those  new  dust- 
ers and  accordingly  they  were  put  in  a 
closet  for  safe-keeping.  That  night  the 
church  was  totally  destroyed  by  fire.  The 
cloth  in  the  closet  had  caught  fire  by  spon- 
taneous combustion.  So  remember  that  if 


Seventy-six 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


you  don't  burn  your  rubbish  it  may  burn 
all  by  itself  in  the  middle  of  the  night. 

Do  you  see  that  beautiful  house  across 
the  way?  Its  lawn  nicely  clipped,  flower 
beds  well  tended,  its  gravel  paths  nice  and 
smooth,  beautiful  vines  over  the  door — and 
yet  that  house  is  more  dangerous  to  its 
neighbors  than  a  German  plane  dropping 
bombs.  I  made  an  inspection  there  recently 
and  this  is  what  I  found:  In  the  cellar  and 
under  the  piazza  are  barrels  and  boxes  that 
were  used  when  the  family  moved  in,  also 
excelsior  that  came  around  the  new  parlor 
clock,  a  few  old  broken  chairs,  tables,  a 
disabled  rocking  horse,  and  boxes  of  papers 
and  magazines.  In  the  garret,  a  number  of 
old  straw  hats,  two  or  three  old  mattresses, 
a  lot  of  old  clothing,  a  trunk  full  of  old 
letters  and  a  lot  of  other  stuff,  and  right  now 
if  you  Ifiok  you  will  see  a  pile  of  leaves  near 
the  steps  of  the  side  door.  EVen  dead  leaves 
sometimes  take  fire  from  spontaneous  com- 
buustion.  Do  you  wonder  that  every  time  I 
hear  the  fire  alarm  I  think  of  that  house? 
When  it  burns  the  whole  block  may  burn 
with  it  if  there  is  a  strong  wind,  and  the 
people  will  blame  the  fire  department  for  not 
being  more  efficient. 

Oh!  you  live  next  door,  do  you?  Then  I 
would  suggest  that  you  make  a  little  call  up- 
on those  people  and  tell  them  a  few  things 
about  their  duty  to  their  neighbors.  They 
might  be  interested  to  know  that  fires  from 
spontaneous  combustion  alone  cost  more 
than  ten  million  dollars  last  year.  By  the 
way,  before  calling  on  your  neighbors,  how 
about  your  own  house?  Is  there  rubbish 
in  the  cellar,  garret,  closets,  wood  shed  or 
around  the  yard? 

Always  remember  that  a  clean  house 
never  burns  unless  a  dirty  house  sets  fire  to 
it,  and  by  dirty  I  mean  a  house  where  all 


kinds  of  silly  junk  is  preserved.  Also  don't 
forget  that  accumulations  of  dirt  and  rub- 
bish are  frequently  a  source  of  disease. 
From  every  point  of  view  they  are  waste- 
ful, unsightly  and  dangerous  and  they  tend 
to  lower  the  moral  standards  of  people  who 
tolerate  them. 

Stand  in  front  of  your  clock  and  watch 
the  minute  hand.  Every  time  it  passes  a 
minute  mark  say  to  yourself  another  fire  has 
broken  out,  somebody's  home,  some  child  is 
being  terribly  burned — then  add:  It  could 
have  been  prevented.  That  is  the  way  it 
goes  minute  by  minute,  hour  by  hour,  all 
through  the  year.  There  are  1,440  minutes 
in  the  twenty-four  hours  and  there  are  1,500 
fires  each  day.  There  will  be  1,500  tomor- 
row and  1,500  the  day  after,  and  these  have 
not  yet  occurred  and  would  not  if  people 
would  be  careful. 

It  is  not  merely  the  number  of  fires.  It 
is  the  damage  they  do.  The  government  re- 
ports state:  "The  loss  by  fire  is  greater 
than  the  combined  value  of  the  production 
of  all  our  gold  mines,  silver  mines,  copper 
mines  and  oil  wells  each  year."  That  was 
bad  enough,  but  the  report  went  on  to  say 
that  the  same  fire  tax  is  greater  than  the 
value  of  all  the  land  and  improvements  of 
any  of  the  following  states:  Maine,  West 
Virginia,  North  Carolina,  North  Dakota, 
South  Dakota,  Alabama,  Louisiana  or  Mon- 
tana. Like  feeding  one  of  these  great  states 
into  a  fire  each  year. 

If  the  people  would  really  take  proper 
precautions  we  could  save  enough  to  build 
a  Panama  Canal  each  year.  An  average  of 
20,000  lives  are  lost  in  fires  through  care- 
lessness. 

Are  you  a  good  citizen?  I  think  you  are 
or  will  be. 


Meritorious  Service 


CHICAGO  TERMINAL 

Conductor  D.  F.  Maroney  has  been  com- 
mended for  discovering  and  reporting 
something  dragging  under  car  in  extra  1664 
north,  passing  Matteson,  February  25.  This 
action  undoubtedly  prevented  possible  ac- 
cident. 

Engine  Foreman  W.  J.  Wilsey  has   been 


commended  for  action  taken  when  he  dis- 
covered N.  Y.  C.  257780,  merchandise,  with 
door  open  .and  three  boxes  on  the  ground. 
Boxes  were  placed  back  in  the  car  and  door 
nailed  shut,  thereby  preventing  possible 
claim. 

Engineer   C.    W.   Tarbell,   has   been   com- 
mended  for  discovering  and  reporting  I.  C. 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Seventy-seven 


125087,  extra  1590,  February  27,  loaded 
with  cinders  in  empty  coal  car  train  listed 
out  of  Fordham  Yard  and  carded  as  empty. 
Car  was  set  out.  This  action  prevented  un- 
necessary handjing  of  loaded  equipment. 

Chief  Clerk  H.  C.  Willeman  has  been 
commended  for  discovering  and  reporting 
fire  under  I.  C.  91985,  Wildwopd  Yard, 
March  8,  thereby  preventing  possible  prop- 
erty loss. 

ILLINOIS  DIVISION 

Agent  F.  W.  Dougan,  Chebanse,  has  been 
commended  for  discovering  and  reporting 
lum'ber  shifted  on  first  car  behind  engine, 
extra  1751  north.  Conductor  of  train  was 
notified  at  Otto,  and  crew  made  load  safe, 
thereby  preventing  possible  accident. 

Engineer  P.  H.  Connerty,  Burnside;  Con- 
ductor W.  W.  Kenney,  Fordham;  Fireman 
F.  S.  Lyons,  Burnside;  Brakeman  J.  A.  Car- 
roll, Fordham,  and  Brakeman  T.  A.  Yates, 
Fordham,  have  been  commended  for  dis- 
covering C.  C.  C.  &  St.  L.  53521,  lumber 
handled  in  extra  1578  north,  Monee,  Febru- 
ary 26,  on  fire,  and  prompt  action  taken  in 
extinguishing  fire,  thereby  preventing  prop- 
erty loss. 

Mr.  Clarence  Stull,  Mattoon,  111.,  has  been 
commanded  for  discovering  and  reporting 
broken  flange  on  M.  P.  car  73226,  loaded 
with  coal  for  Chicago,  extra  1811  north,  Jan- 
uary 1.  Car  was  set  out  at  Dorans  for  nec- 
essary repairs,  thereby  preventing  possible 
accident. 

Engine  Foreman  John  Wulff,  Kankakee, 
has  been  commended  for  discovering  and  re- 
porting fire  in  car  I.  C.  38018,  empty  car, 
stored  on  Consumers  Ice  House  track  be- 
tween East  and  Schuyler  Ave.  Necessary 
action  was  taken  to  extinguish  fire,  thereby 
preventing  property  loss. 

Operator  E.  R.  Burkhiser,  Kankakee,  111., 
has  been  commended  for  discovering  and 
reporting  fire  under  Sleeper  Alesia,  train 
No.  3.  Necessary  action  was  taken  to 
have  fire  extinguished,  thereby  preventing 
property  loss. 

Operator  Post,  Otto,  has  been  com- 
mended for  discovering  and  reporting  brake 
beam  dragging  under  car  in  extra  1754 


south,  February  8.  Necessary  action  was 
taken  to  have  car  examined  for  defective 
parts,  thereby  preventing  possible  accident. 


ST.  LOUIS  DIVISION 

Engineer  W.  H.  Randle,  Centralia,  has 
been  commended  for  discovering  and  re- 
porting fire  in  coach  standing  in  Du  Quoin 
Yard,  February  11.  Necessary  action  was 
taken  to  prevent  property  loss. 

Engine  Foreman  J.  Posten,  Engine  958, 
Herring  has  been  commended  for  discover- 
ing and  reporting  I.  C.  car  116786,  coal  at 
Hafer  No.  3  Mine,  with  broken  wheel.  Car 
was  brought  to  yard  and  placed  on  the  rip 
track  for  necessary  repairs,  thereby  pre- 
venting possible  accident. 

Brakeman  C.  F.  Schindler,  Centralia, 
111.,  has  been  commended  for  discovery  and 
reporting  broken  rail  in  south  leg  of  wye, 
Herrin,  111.,  January  26.  Section  Foreman 
was  notified,  and  necessary  repairs  made, 
thereby  preventing  possible  accident. 

Engine  Foreman  Ray  Mercer,  Herring, 
Engine  987,  has  been  commended  for  dis- 
covering derail  that  had  been  removed  from 
Missouri  Pacific  short  connection  placed  on 
main  rail  in  a  derailing  position,  and  having 
same  loaded  and  brought  to  Herrin  Yard 
scrap  pile. 


TENNESSEE  DIVISION 

Conductor  W.  E.  Coleman,  Memphis, 
Tenn.,  has  been  commended  for  action  taken 
while  in  charge  of  extra  1198  south,  Febru- 
ary 181,  enabling  operation  of  passenger 
trains  over  northward  track  from  Hem- 
ming to  Rialto  with  very  little  delay. 

Fireman  J.  T.  Muchison,  Jackson,  Tenn., 
has  been  commended  for  action  taken  at  in- 
terlocking plant,  Winford,  Ky.,  January  29, 
in  assisting  in  developing  trouble. 

Engineman  O.  C.  Walker,  Mounds,  111., 
has  been  commended  for  action  taken  in  de- 
veloping cause  of  failure  interlocking  plant 
at  Winford,  while  on  2-10,  January  29. 

Clerk  W.  W.  Claypool,  Fulton,  Ky.,  has 
been  commended  for  discovering  and  re- 
porting brake  beam  dragging  on  car  train 
51,  engine  1742,  January  29.  Prompt  action 
undoubtedly  prevented  accident. 


Sporfe 


"The  Burnside  Basket-ball  team  played 
the  Indiana  Division  Champions  on  their 
home  floor  at  Palestine,  Illinois,  on  Satur- 
day evening,  March  5th.  The  Burnside 
Team  was  defeated  by  a  score  of  26  to  10, 
but  was  a  much  better  game  than  the  score 
would  indicate.  It  was  a  fast  and  clean 


game  from  beginning  to  end  and  was  well 
refereed. 

Upon  returning  to  Chicago  the  Burnside 
team  played  another  game,  on  March  9th, 
with  the  First  Regiment  Team  and  won  this 
game  35  to  12.  Another  game  has  been 
scheduled  with  this  team  closing  the  season." 


Seventy-eight 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


They  will  let  you  watch  them  play  without 

charging  a  fee, 
And  they  will  beat  any  team  agoing  on  the 

whole  I.  C. 
Take  this  as  a  challenge,  we   don't  care  at 

all, 
For  the  bigger  they  come  the  harder  they 

fall. 


INDIANA  DIVISION 
Palestine  I.  C.  Team  Wins 

Saturday  night,  March  5th,  a  game  was 
played  between  Palestine  I.  C.  team  and 
Chicago  I.  C.  teams  (basketball)  for  the 
championship  of  the  northern  division  of  the 
Illinois  Central  R.  R. 

When  the  game  started  it  looked  as  if  it 
would  be  a  hard  fought  battle  but  the  fast 
floor  work  of  Bruner,  Brock,  and  Slater 
soon  made  things  look  better  for  Palestine. 
The  first  quarter  ended,  seven  to  four,  in 
favor  of  Palestine,  Chicago  making  two  field 
goals  and  Palestine  three  and  one  foul  goal. 
Nash  of  Chicago  was  playing  a  good  game 


as  guard  and  keeping  Palestine  from  run- 
ning up  the  score. 

The  score  at  the  end  of  the  first  half  was 
twelve  to  five  in  favor  of  Palestine.  Chi- 
cago was  beginning  to  weaken  and  Palestine 
scoring  machine,  Bruner,  was  just  beginning 
to  find  himself. 

The  third  quarter  was  rather  slow,  Pales- 
tine only  making  two  field  baskets  and  Chi- 
cago one  field  and  three  fouP  goals.  The 
score  for  this  being  sixteen  to  ten  with  Pal- 
estine in  the  lead.  Chicago  never  scored 
the  last  quarter  because  it  seemed  they 
could  not  get  through  Palestine's  defense. 
Palestine,  however,  made  six  field  baskets. 
The  score  at  the  end  of  the  game  being 
twenty-eight  to  ten  with  Chicago  in  the 
rear.  Thus  Palestine  holds  the  champion- 
ship of  the  northern  divisions  of  the  Illi- 
nois Central. 

Palestine  won  a  tournament  held  at  Pal- 
estine about  two  weeks  ago  in  which  Evans- 
ville,  Newton.  Mattoon  and  Palestine  par- 
ticipated. Palestine  has  lost  one  game  this 
season  and  is  going  to  Birmingham,  Ala.,  to 
take  the  southern  champs  over. 


of  the  Divisions 


ILLINOIS  DIVISION 
Division  Offices,  Champaign,  111. 

B.  &  B.  Supervisor,  J.  J.  Sekinger,  has 
been  busily  engaged  the  past  week  in  com- 
pleting the  new  concrete  pile  trestles  on 
the  Gilman-Clinton  Line. 

Master  Mechanic,  V.  U.  Powell,  visited 
Division  offices  last  week. 

Electrical  Engineer,  E.  W.  Jansen,  paid 
the  Division  a  visit  recently. 

Road  Supervisor's  Clerk,  J.  W.  Bostian, 
is  laying  in  quite  a  stock  of  fishing  para- 
phernalia for  the  coming  season.  John  is 
quite  a  lover  of  the  finny  tribe. 

Supervisor  of  Signals,  S.  C.  Hofmann,  held 
another  of  his  seres  of  educational  meetings 
at  Gibson  City,  111.,  Sunday,  AJarch  13th  and 
reports  a  very  large  attendance. 

Travelling  Time  Inspectors,  Chambers 
and  LaChance,  paid  the  Division  a  visit 
recently. 

Material  Clerk,  J.  J.  Gorman,  spends  his 
week-ends  •  in  Philo  quite  regularly  now, 
especially  since  a  certain  party's  return  to 
Chicago. 

B.  &  B.  Supervisor's  Clerk,  C.  A.  Brady, 
spent  a  few  days  visiting  friends  and  rela- 
tives in  "Egypt"  during  the  month. 

Road  Supervisor,  G.  W.  Shrider,  spent  the 
week-end  with  relatives  in  Gary,  Indiana. 
Champaign  Shops 

Mr.  W.  S.  Moorehead,  Assistant  General 
Storekeeper,  paid  us  a  visit  recently.  Come 
again,  Mr.  Moorehead. 

General  Superintendent  G.  E.  Patterson 
visited  Division  offices  and  shops  in  com- 


pany   with    Superintendent    Hevron    during 
the  last  week. 

G.  J.  Saathoff,  Car  Foreman,  spent  Tues- 
day, the  15th,  at  Odin  and  Tuscola  looking 
after  Company  business. 

C.  W.  Pierce,  Chief  Clerk  to  General 
Foreman  Donelly,  spent  Monday  in  Chicago 
on  Company  business. 

Don  Gates  and  wife  spent  Saturday  shop- 
ping in  Chicago. 

Mrs.  L.  C.  Moore,  wife  of  Storekeeper 
L.  C.  Moore,  and  daughter  have  spent  the 
past  three  weeks  in  the  South  visiting  rela- 
tives. 

Kankakee  Freight  House 

General  Superintendent  G.  E.  Patterson 
and  Division  Superintendent  J.  W.  Hevron 
visited  Kankakee,  March  16th. 

Supervising  Agent  H.  Kabbes,  paid  his 
usual  visit  to  the  Kankakee  freight  housr, 
March  17th. 

Agent  J.  M.  Purtill  made  a  trip  over  his 
territory  on  March  16th  and  reports  every- 
thing in  very  nice  shape. 

Accountant  George  Ravens  visited  the 
"Windy  City"  recently. 

Yardmaster  E.  Damon  is  taking  a  few 
days  rest  which  he  is  spending  at  home. 

A  new  up-to-date  telephone  switchboard 
carrying  two  trunk  lines  and  seven  stations 
has  recently  been  installed  in  the  Kankakee 
freight  house.  The  new  arrangement  is  a 
great  improvement  over  the  old  system. 

Kankakee  and  Bradley  freight  stations 
which  have  been  consolidated  for  the  past 
two  years  have  now  been  separated  and 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Seventy-nine 


Mr.  E.  O.  Arrington  installed  as  Agent  at 
Bradley. 

Mattoon  Freight  House 

Freight  House  Foreman  Fye  was  called 
to  Franklin,  Ind.,  account  of  the  death  of 
his  sister. 

Agent  Dorsey,  Chief  Clerk  Gorman  and 
Cashier  Welch  attended  the  Illinois  Divi- 
sion Agent's  meeting  in  Champaign  last 
month. 

Mr.  Sylvester  Myron,  Dining  Car  Inspec- 
tor, was  a  welcome  caller  at  Freight  Office 
last  week.  Mr.  Myron  was  formerly  Claim 
Clerk  on  the  Illinois  Division. 

Miss  Sylvia  Armstrong,  Stenographer, 
spent  March  5th  and  6th  with  her  brother 
in  Terre  Haute,  Ind. 

Miss  Beatrice  Moreau,  O.  S.  &  D.  Clerk, 
Albert  Rust,  Bill  Clerk,  Charles  Reece,  Stow- 
man  and  Kimmel  Moreau  were  out-of-town 
visitors  during  the  month. 

T.  F.  &  P.  Agent  Ray  Wolfe  has  installed 
his  office  in  the  Mattoon  freight  office. 


SOUTH  WATER  STREET  STATION 

Miss  Isabel  O'Connor,  of  the  Claim  De- 
partment, recently  spent  a  few  days  in 
Memphis. 

Mr.  Bert  Westall  and  wife  made  a  trip  to 
Detroit  recently. 

We  are  glad  to  see  Joe  Spain  back  at  his 
desk. 

Messrs.  Peter  Dobleskey  and  Carl  Son- 
dergard  spent  Washington's  birthday  in  St. 
Louis  and  report  a  very  good  time. 

Miss  Kate  Pipp,  formerly  of  Fordham,  has 
again  joined  the  In-Freight  Department 
force. 

Mr.  John  Kelly  wishes  to  convey  his  sin- 
cere thanks  to  those  who  extended  their  sym- 
pathy to  him  in  his  recent  bereavement  in  the 
death  of  his  father. 


BAGGAGE  AND  MAIL  TRAFFIC  DE- 
PARTMENT 

Mr.  and  Mrs.  C.  J.  Carlson  of  Fredonia, 
New  York,  formerly  employes  of  the  Illinois 
Central  Railroad,  have  been  visiting  friends 
and  relatives  at  Chicago. 

Saturday  evening  they  were  entertained  at 
dinner  by  Miss  Vesta  A.  Shoesmith,  after 
which  they  were  taken  to  the  home  of  Mr. 
and  Mrs.  Clauston  where  they  were  pleasantly 
surprised  by  a  party  given  in  their  honor  by 
Mr.  D.  L.  Trotter  who  is  a  royal  entertainer. 

It  is  reported  that  Miss  Florence  Fugen- 
schuh,  who  resigned  from  service  in  this  de- 
partment March  19th,  was  quietly  married  to 
Mr.  L.  H.  Langdon,  March  28th.  They  left 
immediately  after  the  ceremony  for  Cleveland, 
Ohio,  for  a  short  visit,  after  which  they  will 
make  their  home  at  Indianapolis,  Ind. 

Mrs.  Glen  Buell,  formerly  an  employe  in 
this  department,  was  a  visitor  Tuesday.  We 
are  always  glad  to  see  Mrs.  Buel  and  hope 
she  will  call  often. 


Mr.  Fred  Laenhardt,  chief  mail  clerk,  is 
again  able  to  take  charge  of  the  mail  room  at 
Central  Station.  He  returned  to  duty  after  an 
extended  leave  of  absence  account  ill  health, 
March  16. 

Miss  Rose  Litka,  stenographer  for  the  as- 
sistant chief  clerk,  general  baggage  office,  has 
been  transferred  to  position  as  accountant 
vice,  Miss  Fugenschuh  resigned. 

Mr.  Ralph  Spiro,  formerly  holding  a  posi- 
tion of  tariff  clerk,  has  now  assumed  the  du- 
ties of  a  stenographer.  We  wish  him  success. 


DINING  CAR  DEPARTMENT 

Where  was  Moses  when  the  light  went 
out?  Why  ask  such  a  foolish  question — in 
the  dark,  of  course,  just  as  we  were  when 
something  went  wrong  with  the  cables  one 
dark  afternoon  a  couple  of  weeks  ago. 
George  Koester  and  his  flock,  who  room 
across  the  hall  from  us,  bore  the  trial  very 
patiently  and  without  any  known  murmur- 
ings,  which  was  indeed  a  sprprise  to  all.  They 
made  the  best  of  it  and  burned  high-powered 
candles  (the  power  was  mostly  in  the  smoke) 
and  worked  like  troopers  because  they  had  to, 
on  account  of  getting  out  their  February  re- 
ports. The  rest  of  us  took  advantage  of 
the  situation  by  loafing  a  while  and  we  talked 
of  the  grand  old  days  of  lamps  and  candles. 
Martin  Carroll,  who  is  quite  a  philosopher, 
said  that  if  we  only  knew  it,  candle  and 
lamp  light  was  the  best  for  our  eyes.  It  may 
be  so,  Martin,  but  it  would  be  pretty  hard 
to  wean  us  back  to  the  old  kerosene  a~ 
tallow,  after  having  tasted  of  this  electric 
juice.  After  our  work  for  the  day  was  done 
the  lights  were  suddenly  flashed  on,  and  thev 
have  been  burning  ever  since.  (George 
likes  lots  of  light). 

There  haven't  been  any  new  arrivals  this 
month  except  Teddy  Robinson,  our  three 
weeks  old  chief  clerk,  whom  you  were  fore- 
told about.  He  is  doing  fine,  thank  you.  Ted 
of  course,  doesn't  smoke,  so  any  cigars  he 
receives  he  passes  on — he  ought  to  have  a 
host  of  friends  gathered  around  him  in  a 
very  short  time.  If  the  writer  was  in  T. 
R.'s  place,  he  would  say,  "No,  thank  you,  I 
don't  smoke,  but  I  like  Hershey's";  but  then 
it's  easier  said  than  done.  If  there  are  any 
good  results  from  this  friendly,  unsolicited 
exposure,  I  think  that  he  ought  to  go  fifty- 
fifty  with  the  writer,  don't  you? 

ST.  LOUIS  DIVISION 

"Of  what  shall  a  man  be  proud,  if  he  is 
not  proud  of  his  friends?" — Stevenson. 

Traveling  Auditor  H.  J.  Park  has  been 
transferred  from  the  Indiana  Division  to 
the  St.  Louis  Division  to  take  the  place  of 
Mr.  C.  H.  Dorman  who  was  transferred  to 
New  Orleans,  La. 

Accountant  Milton  Milligan  was  away 
from  duty  a  few  days  recently  on  account 
of  a  vaccinated  arm. 


Eighty 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


Chief  Accountant  L.  F.  Foley  and  Ac- 
countant H.  E.  Goetz  attended  regular  meet- 
ing of  accountants  in  Mr.  Dartt's  office  re- 
cently. 

A  short  while  ago  a  very  disastrous  fire 
started  at  Kathleen  Mine,  Dowell,  111.,  which 
is  on  St.  Louis  Division.  It  became  neces- 
sary to  seal  the  mine  as  that  was  the  only 
means  left  whereby  the  fire  might  be  extin- 
guished. The  efforts  of  rescuing  parties 
were  of  no  avail  in  getting  the  seven  men 
out  who  were  caught  therein. 

The  clerks  at  Centralia  recently  gave  a 
banquet  and  dance  at  Odd  Fellows'  Hall 
A  very  pleasant  time  was  had. 

The  only  child  of  Mr.  and  Mrs.  R.  A. 
Trammel  died  the  latter  part  of  February. 
Mr.  Trammel  is  a  clerk  in  Roadmaster 
Kern's  office.  We  extend  our  sympathies 
to  the  family  in  this,  their  loss. 

Accountant  H.  E.  Goetz  visited  his  par- 
ents in  Grand  Tower,  the  other  day. 

Miss  Helen  Foley,  stenographer  in  the 
superintendent's  office,  spent  over  Sunday 
with  friends  in  Chicago,  not  long  since. 

The  St.  Louis  Division  has  recently  in- 
stalled a  "Big  Ben"  in  the  superintendent1' 
office,  Carbondale,  111.  This  is  not  a  clock, 
as  you  might  suppose,  but  a  supervising 
agent,  Mr.  Ben  F.  Williams,  who  has  been 
appointed  to  fill  the  vacancy  of  Mr.  G.  T. 
Starkweather,  who  resigned  to  take  the 
agency  at  Dowell,  111.  Mr.  Williams  was 
freight  agent  at  Carbondale  for  a  number  of 
years  and  comes  to  us  as  no  stranger.  He 
was  supervising  agent  on  the  Iowa  Division 
before  coming  to  Carbondale. 

Misses  S.  E.  Patterson,  Sarah  and  Teresa 
McLafferty  of  the  superintendent's  office, 
went  to  St.  Louis,  March  7th,  to  see  the 
"Follies." 

Mr.  A.  F.  Blaess,  engineer  maintenance  of 
way,  was  in  Centralia  March  7th  on  busi- 
ness. 

Vice-President  L.  W.  Baldwin  was  on 
this  division  March  8th. 

Division  staff  meeting  was  held  in  Super- 
intendent Atwill's  office  March  3d,  with  all 
division  officers  present. 

Miss  Helen  Greif  and  her  mother  have 
moved  to  property  on  Normal  avenue,  they 
vacating  the  property  purchased  by  Ac- 
countant E.  B.  J.  Bush.  Miss  Greif  is  per- 
sonal injury  clerk  in  the  superintendent's 
office. 

Accountant  O.  H.  Ahl  was  off  duty  a  few 
lays  recently  on  account  of  sickness. 

Miss  Thelma  Gilpin,  stenographer  in 
Master  Mechanic  Branton's  office,  Centralia, 
was  visiting  friends  in  Carbondale  the  other 
day.  I  think  her  visit  was  more  particu- 
larly in  the  interest  of  ONE  friend.  That's 
right,  Thelma,  it's-  a  Tare  person  that  does 
not  have  that  experience  at  least  once  in  a 
lifetime. 

Division  Storekeeper  J.  G.  Warnecke  was 
in  the  superintendent's  office  to  see  all  his 


acquaintances  March  10th.  Come  again 
Mr.  J.  G.,  you  will  always  find  the  latch 
string  on  the  outside. 

Vivian  Hopper,  employed  in  the  Superin- 
tendent's office,  is  off  with  small  pox.  Vivian 
had  a  shot  of  vaccine  not  long  ago,  but  it 
didn't  hit  the  spot — tough  luck,  Vivian. 

Acting  General  Superintendent  G.  E.  Pat- 
terson and  Superintendent  Atwill  were  in 
East  St.  Louis  March  9th. 

R.  E.  Addington,  record  clerk,  visited 
friends  in  Memphis  over  Sunday,  March  13. 

Engine  3664,  one  of  the  big  engines  for  the 
Southern  Pacific,  handled  over  the  I.  C.  to 
New  Orleans,  passed  over  St.  Louis  Division 
March  15th. 

Vice-President  C.  M.  Kittle  was  on  this 
division  March  14th. 

Trainmaster  J.  D.  White,  East  St.  Louis 
has  been  taking  a  very  much  needed  rest  at 
Hot  Springs,  Ark.  J.  D.  does  not  look  so 
badly  physically,  but  a  rest  was  very  essen- 
tial to  the  welfare  of  his  health. 

St.  Patrick's  Day  was  appropriately  ob- 
served on  the  St.  Louis  Division,  everybody 
wore  green,  but  the  amusing  thing  about  it 
is,  that  some  pe.ople  wear  it  all  the  time — 
none  on  this  division,  of  course. 

Master  Mechanic  J.  W.  Branton,  Centralia, 
was  in  Carbondale,  March  21st. 

Vice-President  A.  C.  Mann  was  in  Cen- 
tralia, March  22nd. 

The  Carbondale  Legionaire  post  is  getting 
up  a  strong  base  ball  team,  many  of  the  men 
being  from  the  I.  C.  Division  offce,  and  if 
any  one  wishes  to  get  in  touch  with  this  or- 
ganization would  do  well  to  address  Harry 
E.  Goetz,  care  I.  C.,  Division  Office,  Car- 
bondale, 111. 

"True  happiness  consists,  not  in  a  multi- 
tude of  friends,  but  in  their  worth  and 
choice." — Ben  Johnson. 


SPRINGFIELD  DIVISION 
Superintendent's  Office,  Clinton 

At  a  meeting  of  Springfield  Division  em- 
ployees held  in  Clinton,  February  23rd,  the 
matter  of  organizing  a  club  for  the  purpose 
of  promoting  thrift  and  efficiency  among 
employes  of  the  division  and  to  bring  about 
greater  harmony  between  its  members  was 
discussed. 

At  this  time  permission  was  asked  of  Su- 
perintendent C.  W.  Shaw  for  a  larger  meet- 
ing to  be  held  in  his  office  and  at  this  second 
meeting  the  full  attendance  of  forty  heartily 
endorsed  the  proposition.  At  this  gather- 
ing a  suggestion  was  made  that  employes 
becoming  members  of  the  club  might  sub- 
scribe for,  stock  in  the  Illinois  Central, 
adopting  the  plan  outlined  by  the  company 
in  1893,  viz.,  the  latter  deducting  amounts 
in  multiple  of  five  dollars  until  the  share 
was  paid  for.  This  plan  was  also  unan- 
imously adopted. 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Eighty-one 


Trainmaster  W.  A.  Golz  was  elected  pres- 
ident of  the  new  association  and  Assistant 
Chief  Dispatcher  W.  W.  Huff  as  secre- 
tary. An  executive  committee  was  ap- 
pointed consisting  of  Master  Mechanic  H. 
L.  Needham,  Roadmaster  W.  E.  Russell, 
Supervising  Agent  F.  W.  Plate,  Trainmas- 
ter M.  Sheahan,  General  Yardmaster  Will- 
iam Thomas,  Agents,  C.  C.  Baldwin  and  G. 
VV.  Morgan  and  Engineer  Walter  Hays. 

At  a  regular  meeting  of  shop  employees, 
held  in  the  Firemans  Hall,  Clinton  on  Fri- 
day, March  4th,  President  Golze,  Secretary 
Hull  and  Master  Mechanic  Needham  ad- 
dressed about  150  men  present  in  the  in- 
terest of  the  club,  outlining  its  plans  of  co- 
operation and  dwelling  on  the  possibilities 
of  a  number  of  "Get  together  meetings," 
picnics  and  outings  for  the  future.  Up  to 
the  present  time,  three  hundred  shares  of 
stock  have  been  subscribed  for  and  the 
idea  seems  to  be  taking  hold  in  an  encourag- 
ing manner. 

Special  Agent  Briggs  of  Freeport  was  a 
business  visitor  March  22. 

M.  McClelland  made  a  business  trip  to 
Chicago,  Saturday,  March  19. 

C.  Gray  visited  in  Springfield  Saturday 
evening,  March  19. 

Several    of   the    clerks    from    the    superin-  ' 
tendent's  office  attended  "Sinbad"  at  Lincoln 
Square  in  Decatur,  March  22. 

Miss  O.  Draper  visited  with  relatives  in 
Chicago,  Sunday,  March  20. 

The  Springfield  Division  is  continuing  to 
receive  complimentary  letters  from  the 
shipping  public  commending  the  service  be- 
ing rendered. 

Springfield  Division  employes  regret  very 
much  to  hear  of  the  death  of  Colonel  Ander- 
son. 

Chairman  W.  A.  Golze  of  the  Coal  Con- 
servation Committee  held  a  meeting  at 
Clinton  on  the  night  of  March  2,  at  which 
time  there  were  125  employes  present  from 
the  various  departments.  The  interest  dis- 
played by  each  and  everyone  indicated  a 
very  healthy  inspiration  in  the  saving  of 
coal. 

The  assignment  of  the  2-10-2  type  engines 
has  been  filled  on  the  Wisconsin  Division 
and  the  Springfield  Division  assignment  is 
now  being  made  as  fast  as  engines  arrive 
from  the  locomotive  works.  Everyone  hav- 
ing anything  to  do  with  the  new  engines, 
have  very  wisely  pronounced  them  the  last 
word  in  locomotive  conveniences. 

A.  W.  Tilly,  pensioner,  died  on  the  morn- 
ing of  March  22,  after  an  illness  of  several 
weeks.  Mr.  Tilly  was  car  foreman  at  Clin- 
ton for  a  period  of  15  or  16  years  imme- 
diately prior  to  the  time  of  his  retirement. 
Mrs.  R.  Warrick  visited  several  days  in 
Chicago  recently. 


The  accounting  department  has  changed 
the  headquarters  of  Division  Traveling  Aud- 
itor F.  C.  Rich  from  Clinton  to  Decatur, 
Mr.  Rich  having  moved  his  family  to  the 
latter  named  city,  March  23. 

Special  Agent  Lindsey  was  a  business  vis- 
itor in  Clinton,  Wednesday,  March  23. 


Road  Department 

Assistant  Engineer  Swartz  and  Instru- 
mentmen  Kraft  and  Apperson  have  returned 
from  E.  St.  Louis  where  they  spent  several 
days  on  company  business. 

Signal  Maintainer  Robinson  has  returned 
to  work  at  Farmersville  after  being  off  duty 
account  of  sickness. 

Signal  Maintainer  Roberts  and  wife  spent 
Sunday,  March  13,  in  Greenup,  111. 

Signal  Maintainer  McNabb,  Marine,  has 
been  off  duty  account  of  sickness. 

Wm.  Sylvester,  clerk  in  supervisor's  6f- 
fice,  spent  the  week  end  in  Springfield. 

Harry  Miller,  clerk  in  roadmaster's  office, 
spent  Saturday,  March  19,  in  Bloomington. 

Instrumentmen  Kelley,  Richardson  and 
Buntin  are  in  Johnson  City  doing  survey 
work. 

B.  &  B.  Supvr.  Draper  spent  Monday  in 
Vernon  on  company  business. 

Inspector  J.  P.  Hanley  of  Mr.  Knowles' 
office,  spent  Wednesday,  March  23,  in  Clin- 
ton. 

Section  Foreman  C.  McKinney  and  family 
visited  over  Sunday,  March  20,  in  Pana. 

Misses  Geraldine  Reynolds,  stenographer 
in  roadmaster's  office  and  Julia  Coffey  of 
the  accounting  department  were  callers  in 
Bloomington,  Tuesday,  March  15th. 

Mrs.  W.  J.  Apperson  and  son  W.  J.  Jr., 
wife  and  son  of  Instrumentman  W.  J. 
Apperson,  will  leave  soon  for  an  extended 
visit  in  Cotulla,  Texas. 

The  Signal  gang  under  Foreman  M.  D. 
Weld  is  installing  crossing  bells  on  the 
Indiana  Division. 

Supervisors  E.  Wood.  J.  O'Brien,  Water 
Service  Foreman  Grimes  and  Section  Fore- 
men McKinney  and  Stewart  attended  the 
Railway  Appliance  Show  in  Chicago  last 
week. 

Miss  Elizabeth  O'Brien,  clerk  to  Super- 
visor Pana,  spent  Easter  Sunday  with  Mrs. 
J.  P.  Donegan,  Clinton.  She  also  visited 
friends  in  Wapella  on  that  day. 

Section  Foreman  Fred  Johnson,  Pana, 
111.,  returned  recently  from  an  extended 
business  visit  in  Bay  City,  Mich.  Mr. 
Johnson  has  a  peanut  farm  in  the  vicinity 
of  Bay  City. 

The  price  of  hair  cuts  and  shaves  in  Chi- 
cago is  considerably  out  of  line  compared 
with  the  prices  in  Clinton.  Ask  Water  Serv- 
ice Foreman  Grimes  and  East  Yard  Fore- 
man McKinney  if  this  is  not  correct. 


Eighty-two 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Roadmaster  E.  J.  Boland  and  Track 
Supervisor  D.  Peters  of  the  Wisconsin  Di- 
vision paid  us  a  visit  on  March  22nd. 

Among  other  callers  at  the  roadmaster's 
office  during  the  month  of  March  was  Mr. 
Edward  Burns,  the  congenial  "Gruber"  con- 
ductor. His  visit  was  rather  short — for  par- 
ticulars see  "Eddie". 

Resident  Engineer  Grover  C.  Harris  and 
party  have  been  pretty  busy  during  the 
month  working  up  plans  for  Clinton's  new 
yard. 


Trainmaster's  Office 

Conductor  W.  G.  Knowles  and  wife  have 
returned  from  a  several  weeks'  visit  in  Hot 
Springs.  Mr.  Knowles  will  return  to  work 
about  April  1st. 

J.  B.  Jones  of  Springfield,  Illinois,  for- 
merly employed  as  passenger  flagman  on 
this  division,  visited  with  old  railroad 
friends  a  few  days  ago.  "Jep"  left  service  to 
accept  employment  with  the  Jefferson  Sup- 
ply Company  of  Springfield,  Illinois,  but  is 
now  traveling  for  a  large  wholesale  supply 
company  with  headquarters  in  St.  Louis. 

Miss  Clara  Hoyt,  stenographer  in  train 
master's  office,  who  has  been  in  Eldorado 
Springs,  Missouri,  for  the  past  six  months 
for  benefit  of  her  health,  is  improving  and 
expects  to  be  able  to  shortly  return  to  her 
home.  . 

Conductor  J.  C.  Wklraven  has  returned 
from  New  Mexico  after  spending  several 
weeks  with  his  mother,  who  has  been  there 
some  time  account  ill  health.  "Click"  says 
New  Mexico  is  all  right  but  he  prefers 
Illinois. 

Train  Baggageman  W.  C.  McConnell  and 
wife  are  visiting  with  their  daughter  in  Chi- 
cago. 

Fred  Strain,  switchman,  has  gone  to  Hot 
Springs,  Arkansas,  for  several  weeks. 

Conductor  C.  »M.  Hays  has  been  laying 
off  worrying  over  his  income  tax.  Rather 
hard  on  a  single  fellow.  "C.  M."  says  he 
will  beat  them  next  year  by  getting  mar- 
ried. 


Dispatcher's  Office 

J.  A.  Vallow  resumed  work,  Thursday, 
March  24,  after  spending  two  weeks  visiting 
New  Orleans,  Corpus  Christi,  San  Antonio 
and  other  points  in  the  south. 

Dispatcher  R.  R.  Hollis  is  now  on  leave 
of  absence  due  to  having  his  tonsils  removed 
in  the  hospital  at  Clinton. 

W.  H.  Rooker  has  accepted  the  agency 
at  New  Holland  and  will  be  checked  in 
Monday,  March  28th. 

W.  T.  Swindle  is  taking  short  leave  of 
absence  beginning  Tuesday,  March  29th. 

R.  F.  Deveney  resumed  work  on  3rd  trick 
Kenney,  Wednesday,  March  16th,  after  hav- 


ing been  on  leave  of  absence  for  the  past 
two  months,  account  sickness. 

E.  H.  Smith,  first  trick  operator  at  De- 
catur,  resumed  his  duties  after  spending  a 
month  in  California. 

A.  Meliza,  second  track  operator  at  De- 
catur,  resumed  work  March  1st  after  spend- 
ing thirty  days  in  Florida. 

A.  J.  Anderson,  third  trick  operator  at 
Decatur,  resumed  his  duties  March  22nd 
after  spending  three  weeks  visiting  relatives 
in  Florida. 

R.  W.  Kinnison,  agent  at  Barclay,  is  on 
short  leave  of  absence  moving  his  family 
from  Altamont  to  Barclay. 

O.  E.  Donaldson  has  accepted  the  posi- 
tion as  agent  at  Season  and  checked  in 
at  that  station  about  March  30th. 

Operator  Frazier  of  Assumption  was  a 
Clinton  visitor  March  24. 


Freight  Office,  Clinton,  Illinois 

Mrs.  C.  W.  Donaldson  spent  several  days 
visiting  in  Springfield. 

Mrs.  Josephine  Thomas,  bill  clerk,  visited 
the  week  end  with  her  parents  in  Oconee. 

F.  C.  Clark,  cashier,  together  with  his 
wife  and  son,  Cyrus,  visited  relatives  in 
Lake  City,  Illinois. 

E.  R.  Evey,  made  a  business  trip  to  De- 
catur, Monday,  in  the  interest  of  perishable 
freight  inspection. 

Mr.  and  Mrs.  Fred  Freeman  were  called 
to  Bethany  on  account  of  the  serious  illness 
of  a  relative. 


Springfield  Station 

W.  F.  Peine,  operator  at  the  ticket  office, 
spent  Sunday,  February  27th,  with  his 
brother-in-law,  Bert  Constant  of  Dawson. 

J.  H.  Lord,  district  passenger  agent,  spent 
one  day  in  Delavan  on  business. 

O.  W.  Farnham,  from  assistant  comptrol- 
ler's office,  called  at  the  freight  office  gath- 
ering statistics  relative  to  advantages  of 
Chicago-Rockford  plan  of  billing  which  was 
put  into  effect  in  April.  1918. 

J.  R.  Mann,  division  claim  agent,  with 
headquarters  at  Clinton,  was  a  caller  at  this 
station  March  15th. 

Miss  Alice  Cheek,  clerk  in  supervisor's  of- 
fice, spent  March  12th  in  Clinton  visiting 
friends. 

C.  P.  Colvin,  extra  crossing  flagman,  was 
injured  March  2nd  when  he  fell  downstairs 
from  flag  shanty  at  9th  and  Madison  St. 
He  is  rapidly  improving  and  expects  to  be 
back  to  work  soon. 

Dan  Hardy,  veteran  crossing  flagman  at 
5th  and  Madison  St ,  has  been  transferred 
to  19th  and  Capitol  Ave.,  where  crossing 
flagmen  have  been  placed.  He  has  been 
succeeded  by  John  "Dad"  Stevens,  former 
freight  handler  in  warehouse. 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Eighty-three 


Carl  Atteberry,  car  inspector  at  Spring- 
field, and  family  spent  Sunday,  March  27th, 
with  his  mother  at  Petersburg. 

F.  Russel,  division  electrical  foreman, 
with  headquarters  at  Champaign,  was  in  the 
city,  March  16th,  placing  some  additional 
lighting  equipment  in  the  freight  warehouse. 

Alfred  Williams,  clerk  in  the  freight  of- 
fice, was  very  fortunate  in  winning  a  fifty- 
dollar  Liberty  bond  whic.h  was  given  away 
at  the  automobile  show  held  at  the  State 
Arsenal,  March  10,  11  and  12.  He  held  the 
13th  lucky  number  and  therefore  was  the 
recipient  of  the  bond.  The  bond  was  do- 
nated by  the  Continental  Automobile  In- 
surance Association. 

Mrs.  Minnie  Barnick  and  Mrs.  Luck  from 
Petersburg,  visited  with  Warehouse  Fore- 
man and  Mrs.  Otto  Franz,  March  13  and  14. 

W.  P.  Kromphardt,  commercial  agent, 
Erie  R.  R.,  with  headquarters  at  Peoria, 
called  at  the  local  freight  office  March  17. 

John  O'Dea,  ticket  clerk,  and  family  spent 
Sunday,  March  20th,  with  relatives  at  Lin- 
coln. 

Illinois  Central  Engine  No.  2924  was  on 
display  at  this  station  March  16th  and  was 
viewed  by  many  citizens  and  business  men 
of  this  city.  Following  is  the  write-up  given 
by  The  Illinois  State  Journal,  published  at 
Springfield:  * 

"More  than  five  thousand  people  visited 
the  Union  Station  yesterday  while  the  huge 
freight  locomotive  displayed  bv  the  Illinois 
Central  railroad  was  on  exhibition.  Supt. 
Shaw  of  Clinton  and  other  road  officials  ac- 
companied the  engine  to  Springfield  on  its 
maiden  trip. 

"Enginemen  and  officials  when  the  mam- 
moth engine  demonstrated  the  working 
parts  and.  control  apparatus  to  as  many  as 
could  crowd  into  the  huge  cab  at  a  time, 
during  the  entire  time  the  locomotive  stood 
on  the  tracks  of  the  stations.  Members  of 
Rotary,  city  officials  and  laymen  crowded 
about  the  great  machine  and  water  com- 
partments of  the  tender  to  see  that  no  part 
missed  their  vision. 

''During  the  noon  hour  the  school  stu- 
dents flocked  to  the  station  to  see  the  great- 
est single  unit  engine  used  for  heavy  traffic 
in  this  day. 

"One  of  the  most  interesting  features  of 
the  great  power  producer  is  the  stokers. 
Coal  is  automatically  fed  into  the  firebox 
and  evenly  distributed  over  the  fire  area  by 
air  pressure.  As  the  great  lumps  are  taken 
from  the  coal  box  through  a  bin  in  the  bot- 
tom they  are  carried  by  a  conveyor  shaft 
under  the  cab  of  the  locomotive.  The  feed 
pipe  to  the  stoker  comes  up  through  the 
floor  into  the  cab,  where  two  lump  crushers 
are  located.  This  breaks  the  chunks  up  in- 
to pieces  the  size  of  an  egg  and  air  pres- 


sure forces  the  fuel  into  the  fire  box.  The 
pressure  stokers  are  located  on  each  side 
of  the  door  to  the  firebox,  which  is  not 
opened  when  coal  is  being  fed  unless  the 
operators  desire  to  watch  the  operation. 

"The  engine  was  built  at  Lima  Locomo- 
tive works,  Ohio.  The  mechanical  stoker 
is  known  as  the  Duplex  and  was  built  by  the 
Locomotive  Stoker  Company,  Pittsburg, 
Pa.  There  are  one  hundred  engines  of  this 
class  all  equipped  with  Dnuplex  stokers  now 
under  construction  for  I.  C.  There  are  over 
three  thousand  locomotives  in  the  United 
States  equipped  with  this  type  of  mechanical 
stoker. 

"The  I.  C.  officers  accompanying  the 
engine  from  Clinton  were:  Supt.  C.  W. 
Shaw,  Trainmaster  F.  Walker,  Master 
Mechanic  H.  E.  Needham,  Roadmaster  Rus- 
sell, R.  F.  of  E.  C.  L.  Zaneis,  Road  Fore- 
man of  Engines  Ryan  of  Paducah,  A.  N. 
Willsie  of  Chicago,  District  Engineer  of 
Western  Territory  and  the  stoker  represen- 
tative, J.  B.  Ball,  in  charge  of  Duplex.  Mr. 
Willsie  gave  talks  to  visitors  and  assisted 
in  the  demonstration  of  the  Duplex  stoker." 


Clinton   Shops 

John  Hamilton  and  Lyle  Fisher  attended 
the  basket  ball  tournament  in  Decatur, 
March  13th  and  19th. 

General  Foreman  F.  J.  Holsinger  and 
wife  were  called  to  Freeport  to  attend  the 
funeral  of  a  relative  at  that  place. 

Mrs  C.  C.  Carroll,  wife  of  Erecting  Shop 
Foreman  transacted  business  in  Springfield 
last  week. 

Chief  Clerk  Britton  and  Accountant  Sterl- 
ing made  a  business  trip  to  Centralia  last 
week. 

Round  House  Clerk  Fount  C.  Crawford 
expects  to  make  a  trip  to  Chicago  within 
the  next  few  days  on  business  and  sight 
seeing. 

Special  Apprentice  Luecke  has  returned 
to  his  duties  at  the  shops  after  being  called 
to  Freeport  account  of  the  death  of  his 
mother. 

Hostler  Lee  Brown  and  son,  Herman, 
have  gone  to  Branton,  Missouri,  to  look 
over  their  farm,  and  get  ready  for  the  spring 
work. 

Chester  Russell  will  spend  a  few  days  in 
Mitchell,  S.  D.,  visiting  in  the  near  future. 

Geo.  Crang  is  giving  his  Oldsmobile  the 
spring  overhauling  preparatory  to  the  spring 
rush  of  business. 

Welby  Andrews  has  returned  from  Indian- 
apolis where  he  was  called  on  business. 


INDIANA  DIVISION 

Superintendent's  Office 
The  death  of  Col.  H.  L.  Anderson,  editor 
of  our  Magazine,  in  the  Illinois  Central  Hos- 


Eighty-four 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


pital  March  16th,  comes  as  a  sad  surprise. 
Mr.  Anderson  and  wife  visited  in  Mattoon 
just  a  few  weeks  ago,  at  which  time  he 
seemed  to  be  feeling  fine,  and  his  visit  was 
thoroughly  enjoyed  by  those  who  were  for- 
tunate enough  to  meet  him  during  his  short 
stay  here,  and  who  now  wish  to  extend  sym- 
pathy to  Mrs.  Anderson  in  her  sorrow. 

Word  received  from  Miss  Reams,  who  is 
in  Los  Angeles,  is  to  the  effect  that  she 
will  be  starting  homeward  shortly,  all  ready 
for  work.  Will  be  glad  to  see  you,  Essie. 

Superintendent  Roth  was  called  to  Silver 
Creek,  Neb.,  during  March  by  the  death  of 
his  brother. 

Mrs.  Laverne  Mitchell  and  Miss  Lucille 
Yount  spent  a  Sunday  recently  in  Decatur, 
111. 

Wonder  if  Harry  S.  has  found  out  yet  who 
Local  44  is  in  Chicago? 

We  second  the  motion  to  commend  the 
night  ticket  agent  at  Mattoon  for  the  de- 
lightfully courteous  manner  he  has  of  han- 
dling the  public. 

On  a  recent  trip  of  General  Superintendent 
Patterson  over  the  division,  we  were  glad  to 
see  Howard  Skelton  as  Mr.  Patterson's  sec- 
retary. Howard  worked  "right  amongst  us" 
several  years  ago,  and  we're  glad  to  see  him 
advance. 

After  closely  scrutinizing  the  "strange 
lady"  in  our  midst  a  few  days  ago,  found  out 
after  all  it  was  our  own  tonnage  clerk,  with 
a  very  badly  inflamed  cheek,  which  made  her 
sort  of  one-sided,  until  that  tooth  started  to 
behave. 


Train  Master's  Office 
Peoria  &  Mattoon  Districts 

Conductor  M.  Odea  and  family  have  re- 
turned from  an  extended  visit  in  Florida. 

Conductor  S.  A.  Taylor  and  wife  have  re- 
turned from  a  visit  with  friends  and  relatives 
in  Houston,  Tex. 

Engine  Foreman  E.  R.  Ramsey  and  wife 
have  returned  from  a  trip  to  Tampa,  Fla., 
and  other  southern  points. 

Brakeman  A.  Guess  and  wife  are  now 
home  from  an  extended  visit  with  relatives 
in  St.  Petersburg,  Fla. 

Brakeman  T.  H.  McGinnis  and  wife  have 
returned  from  a  visit  in  Tanneyville,  Mo. 

Brakeman  J.  E.  Howard,  who  sustained 
injury  at  Lincoln,  January  27,  1921,  is  get- 
ting along  as  well  as  could  be  expected,  and 
we  hope  to  have  him  with  us  again  soon. 

Switchman  Donald  Quiett,  who  recently 
submitted  to  an  operation  for  appendicitis, 
has  reported  for  duty. 

General  Yard  Master  Haettinger,  who  was 
off  duty  several  days  account  illness,  has 
reported  for  duty.  He  was  relieved  by  G.  A. 
Cunningham. 

Yard  Clerk  Glen  Foote,  who  has  been  on 
an  extended  leave  of  absence,  which  he 
spent  in  California,  is  again  checking  cars. 


While  Glen  had  a  wonderful  trip,  he  is  glad 
to  be  with  his  old  friends  again. 

Can  any  one  tell  us  why  Brakeman  Gus- 
tafson  was  so  peeved  when  the  work  train 
completed  their  work  at  Grayville? 

Yard  Clerk  R.  A.  Ver  Wayne,  of  Evans- 
ville,  Ind.,  spend  Sunday  in  Morganfield, 
Ky.  This  being  the  second  trip  during  the 
past  month,  we  are  wondering  what  the  at- 
traction is. 

S.  G.  Melchior,  yard  clerk,  Evansville, 
Ind.,  has  gone  to  Chicago  for  treatment. 
Here  is  hoping  to  see  you  back  again  soon. 

Switchman  W.  F.  Rousey  and  wife  have 
returned  from  a  trip  to  Florida  and  Cuba. 

Yard  Clerk  C.  E.  Nees,.  Mattoon,  111.,  is 
off  account  illness. 

Engine  Foreman  Bartlett,  Mattoon,  has 
disposed  of  his  motorcycle.  Says  he  is 
going  to  buy  a  "Ford." 

Yard  Clerk  Robert  Davis  is  confined  to 
his  home  account  illness. 

Berna  Banta,  who  has  been  .off  duty  ac- 
count sickness,  is  back  on  the  job — Nos. 
297  and  298. 

Cards  received  from  Mr.  and  Mrs.  Akers, 
Jacksonville,  Fla.,  by  Agent  Olney.  They 
report  having  a  fine  time  and  expect  to  visit 
several  other  southern  cities  before  return- 
ing home. 


Train  Master's  Office 
Indianapolis-Effingham  District 

Mr.  R.  B.  Smith,  agent  at  Palestine,  is 
touring  the  southern  region,  and  Operator 
C.  D.  Stucker  of  Palestine  is  filling  the  va- 
cancy. 

Conductors  J.  W.  Young  and  C.  H.  Web- 
ster and  wives  are  spending  the  month  of 
March  in  the  Sunny  South. 

Conductors  Burge  and  Algers  are  the 
proud  possessors  of  "Tin  Lizzies." 

Operator  C.  D.  Stucker  of  Palestine  was 
confined  in  the  Robinson  Hospital  the  latter 
part  of  February  with  blood  poisoning 

Indianapolis  Switchman  A.  G.  Welk,  who 
underwent  an  operation  in  I.  C.  Hospital, 
Chicago,  recently,  has  returned  home  and 
paid  the  yards  a  visit.  We  are  glad  to  see 
him  back. 

W.  H.  Hickson,  Indianapolis  switchman, 
called  to  Benton,  111.,  account  sickness. 

C.  C.  Sellers,  Indianapolis  switchman,  and 
family  are  spending  a  few  days  in  southern 
part  of  Indiana  with  his  people. 

C.  E.  Burnett  has  returned  from  a  visit 
to  Florida  and  southern  points.  He  says 
there  are  some  fine  looking  girls  down  on  the 
beach,  and  altogether  he  enjoyed  his  visit. 

W.  G.  Arn,  assistant  engineer,  main- 
tenance of  way,  and  L.  H.  Bond,  district 
engineer,  Northern  lines,  were  over  our  dis- 
trict Saturday,  the  19th. 

The  fuel  cars,  in  charge  of  Messrs.  Dodge 
and  Lindrew.  were  in  Indianapolis  on  Mon- 
day, the  21st. 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Eighty -five 


Mattoon  Shops 

J.  M.  Rossiter,  engineer  on  Mattoon  dis- 
trict, is  spending  a  few  days  in  Miami,  Fla., 
sightseeing. 

G.  W.  .Leach,  coach  cleaner  at  Mattoon 
shops,  has  returned  from  a  visit  to  Clara 
Water,  Fla.,  seeing  the  sights  and  visiting 
his  sister.  George  reports  the  same  good 
time  as  usual — "No  place  like  Florida." 

Miss  Alice  Titus,  stenographer  in  Store- 
keeper's office  at  Mattoon,  resigned  March 
15th. 

Ralph  Rhue  has  accepted  position  in  office 
of  division  storekeeper  at  Mattoon,  111.,  as 
stenographer. 

H.  Roetker,  machinist  apprentice,  has  just 
returned  from  a  two  weeks'  visit  in  Browns- 
ville, Texas,  and  states  that  the  "Spicks"  are 
plentiful.  There  is  a  snake  farm  at  this  loca- 
tion but  we  don't  say  that  Raetker  "was  see- 
ing snakes." 

K.  Robinson,  boiler  maker  at  Mattoon 
shops,  has  a  new  Ford.  The  question  arises 
"Why  didn't  Kelly  get  a  red  one  as  his 
first  intentions  were?" 


Palestine  Shops 

We  would  like  to  know  why  our  night 
foreman  is  making  such  regular  trips  to  Oak- 
town,  Ind. — if  it  were  later  in  the  season,  we 


would  not  wonder  as  he  tells  us  they  have  a 
fine  bathing  beach  there. 

Chas.  Roby  and  wife  have  returned  from  a 
visit  with  friends  and  relatives  at  Joliet,  111. 


Agent's  Office — Indianapolis,  Ind. 

Last  week  might  have  been  termed  as 
"Welcome  Home  Week,"  as  the  office  was 
visited  by  John  Foley  and  C.  C.  Thompson 
of  Chicago,  and  H.  O.  (Slim)  Williams,  of 
Ft.  Wayne,  all  former  employes  of  the  local 
office.  Come  often,  boys! 

Now  that  there  are  so  many  burglars 
hanging  around  the  city,  it  seems  it  would  be 
Rood  policy  for  everybody  to  make  it  a  prac- 
tice to  bring  in  the  family  washing  before 
dark.  This  is  advice  of  Miss  Pojlock. 

E.  J.  Schmoll,  visited  the  accounting  de- 
partment in  Chicago  last  week. 

Mr.  Hoeksema  and  Mr.  Smith,  from  J.  F. 
Porterfield's  office,  who  have  been  here  work- 
ing on  terminal  operations,  left  last  week. 
Come  again,  "Mutt  and  Jeff." 

The  new  fruit  shed,  now  under  construc- 
tion, adds  greatly  to  the  looks  of  our  facili- 
ties at  South  Street  and  should  bring  to  our 
lines  much  more  perishable  business  than 
heretofore.  Joe,  it's  up  to  you. 

Major  Arn  and  staff  inspected  the  terminal 
the  18th,  and  the  major  renewed  his  good 
standing  with  his  old  associates  here. 


SEND  YOU  THIS 

CIRCULAR? 


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bond  issue — an  extraordinarily  large  earning  power.  Ideal  location  assuring  liberal 
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SINCE 
1887 


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Send    me    the   Tivoli    Theatre    circular.      It    is 
understood    there    is   no   obligation  to   me. 


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Please  mention  this  magazine  when  writing  to  advertiser* 


Eighty-six 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Geo.  H.  Comstock,  there  is  one  sure  cure 
for  tobacco  chewers — pull  all  your  teeth  at 
one  setting.  Geo.  has  been  on  soup  for  three 
weeks  and  has  no  desire  for  a  "chew." 


Agent's  Office — Bloomington,  Ind. 

Train  Master  E.  N.  Vane  spent  today  in 
this  city  going  over  situations  concerning 
several  proposed  new  industries  here. 

Mr.  Warren  Eller,  clerk  in  our  local  freight 
office,  spent  Sunday,  March  6th,  visiting 
friends  in  Decatur,  111. 

Miss  Maggie  Lanum,  claim  clerk  in  our 
local  freight  office,  spent  last  Sunday  in  In- 
dianapolis, Ind.,  visiting  friends. 

Business  here  is  good.  We  have  been  too 
busy  to  visit  around  very  much,  hence  we 
haven't  many  items  this  time.  Hope  to  do 
better  next  time. 


KENTUCKY  DIVISION 

On  Tuesday  March  15th  a  small  cyclone, 
accompanied  by  a  severe  hail  storm,  swept 
over  the  southwestern  part  of  Kentucky  caus- 
ing considerable  damage  to  our  property 
located  in  McCracken  and  Marshall  counties. 
At  Paducah  the  storm  seems  to  have  reached 
its  greatest  intensity.  Trees  were  uprooted, 
houses  were  unroofed  and  large  plate-glass 
windows  were  broken.  The  hailstones  at 
this  point  were  about  as  large  as  hen  eggs. 
About  850  window  lights  were  broken  at 
Paducah  Roundhouse,  Paducah  Shops,  the 
Freight  station  and  other  buildings.  At  Cal- 
vert  City  several  window  lights  were  broken 
in  the  depot  and  the  home  of  Lawson  Davis, 
Piledriver  Engineer,  was  destroyed.  Mr. 
Davis  was  recently  married  and  had  pur- 
chased a  complete  outfit  of  new  furniture, 
which  was  destroyed  with  his  home. 

Supervisor  Josh  Pruitt  was  off  sick  for  a 
few  days  during  the  first  week  of  March. 

Telephone  Operator  Mabel  Hoover  who 
was  ill  at  her  home  at  Scottsburg  during  the 
first  part  of  the  month  has  now  returned 
to  work. 

Assistant  Engineer  Carney  was  in  Prince- 
ton March  2nd  and  March  24th. 

Supervisor  of  Bridges  and  Buildings  W. 
C.  Waggener,  Supervisor  of  Signals  T.  L. 
Davis,  Water  Supply  Foreman  J.  P.  Price, 
Waterworks  Repairmen  J.  S.  Stinebaugh  and 
O.  R.  Smith.  Motorcar  Repairman  Wilson 


Phillips  and  James  Gaines  and  Section  Fore- 
man Lee  Wheatley  attended  the  National 
Railway  Appliance  Exhibit  at  Chicago,  March 
15th  and  16th. 

Trainmaster  T.  A.  Downs  and  Mrs.  Downs 
have  returned  from  California. 

Assistant  Chief  Dispatcher  J.  H.  Eaker 
and  Mrs.  Eaker  have  returned  from  vacation 
trip  to  several  Western  states. 

Miss  Sudie  Cash,  Trainmaster's  Clerk  at 
Princeton,  did  considerable  shopping  in  Hop- 
kinsville,  Saturday  March  5th.  • 

Superintendent  Hill  was  at  Paducah  March 
8th  and  March  17th. 

Chief  Accountant  R.  D.  Miller  and  Ac- 
countant S.  B.  Miller  attended  meeting  in 
Memphis  March  24th. 

Superintendent  Hill  inspected  Paducah  ter- 
minals March  22nd. 

Mrs.  Lulu  Simpson,  "Mother"  of  the  pile- 
driver  crew  is  in  Munfordsville  this  week  at- 
tending reunion  of  the  Buckner  family  at 
"Glen  Lily,"  the  family  estate.  Mrs.  Simp- 
son is  a  second  cousin  of  Gen.  Simon  Bolivar 
Buckner  of  Civil  war  fame  and  is  closely 
'related  to  Mrs.  Morris  Belkaap  and  several 
of  the  first  families  of  Kentucky. 

Donald  Dugger,  son  of  Train  Auditor  J. 
H.  Dugger,  visited  in  Princeton  Sunday, 
March  20th. 

Chairman  H.  E.  Brannon  was  called  to 
Mont  Eagle,  Tennessee,  this  week  as  a 
witness  in  a  lawsuit.  As  the  time  was 
very  short,  Chairman  Brannon  made  the 
trip  from  Louisville  to  Mont  Eagle  in  an 
airplane,  which  was  piloted  by  an  aviator 
friend  from  Memphis. 

Miss  Ruby  Dearing,  clerk  to  General 
Foreman  McGuirk,  was  an  Easter  Sunday 
visitor  in  Louisville,  March  27th. 

Vice  President  A.  C.  Mann  was  in  Louis- 
ville March  20th. 

Mr.  E.  A.  Courtney,  chief  clerk  to  Engin- 
eer Maintenance  of  Way  Blaess,  was  on  the 
Kentucky  Division  during  the  past  week, 
the  guest  of  Roadmaster  Glynn. 

Section  Foreman  John  Storms  of  Vince 
Grove  is  in  Denver,  Colorado,  on  90  days' 
leave  of  absence  for  his  health. 

Miss  Mary  Leitchfield,  telephone  operator 
at  Louisville,  will  visit  Yellowstone  National 
Park  this  summer. 

Miss    Nonie    Murphy,    supervisor's    clerk 


High  Grade  Knife  $1.00 


Easy  Money 


Introduction    Offer — Full   sized   sample   of 
this      knife   with   the   emblem  or  de- 
sign of  the  order  of  which  you  are 
a    member    placed    under    the 
handle   will   be   mailed   you 
for    $1.00    and    this    ad- 
vertisement. For  only 
25c     extra     your 
name  and  ad- 
dress will  be 
shown    on 
knife. 

Size   Hi   in- 
ches  long. 


Dr 


Railroad  Employees:  Your  spar*  time 
can  to  turned  Into  dollars  with  a  little 
effort. 

We  Want  a  Sales  Agent  in  Every  Locality 
to  Introduce  transparent  handle  pocket  knives  and  razors. 
'nder  the  handles  can  be  placed  the  emblems  of  any  Hall- 
road  or  Labor  Organization,  Secret  Society  or  Fraternity  Order. 
Also  the  member's  full  name  and  address  on  the  other  side.     Blad«s, 
finest  steel,    bandies  handsome   as  pearl,   clear   as  glass   and   unbreak- 
able.    Every  knife  guaranteed  to  fee  perfect.     Kvery  Railroad  employe  will  want 
one  as  a  mark  of  identification.     We  can  also  give  permanent  employment  and  exclu- 
sive control  of  territory  to  those  who  can  give  fall  time  In  taking  orders  from  the  general 
public.     If  you  are  earning  less  than  $1500.00   yearly,  let  us  show  yon  how  to  make  more. 
NOVELTY   CUTLERY   COMPANY,    333    BAR     STREET,     CANTON,    OHIO 


Please  mention  this  magazine  when  writing  to  advertisers 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Eighty-seven 


at  Central  City,  was  in  Louisville  shopping 
March  25th. 

District  Engineer  Crugar  and  Roadmaster 
Glynn  inspected  facilities  at  Princeton,  Pa- 
ducah  and  Louisville  March  24th. 

Miss  Sudie  Cash,  trainmaster's  clerk  at 
Princeton  and  Dispatcher  C.  E.  Caddie  at- 
tended the  performance  of  "Listen  Lester" 
at  Paducah,  March  24th. 

Chief  Signal  Inspector  J.  H.  Buttridge, 
Signal  Inspector  Frank  Partridge  and  Sup- 
ervisor of  Signals  Davis,  inspected  the  new 
signals  between  Princeton  and  Illsley  March 
25th. 

General  Superintendent  Egan  passed 
thru  Louisville,  March  21st,  on  his  way  to 
Ohio  for  a  short  vacation,  returning  thru 
Louisville  March  25th. 

Superintendent  Hill  was  at  Princeton 
March  9th,  afterwards  leaving  for  Hopkins- 
ville  on  train  301. 

Miss  Sudie  Cash,  trainmaster's  clerk,  and 
Miss  Lucy  Howard,  supervisor's  clerk, 
Princeton,  were  in  Hopkinsville  March  18th. 

Assistant  Engineer  Carney  and  Messrs. 
Heil  and  Rice  of  the  engineering  department, 
were  in  Princeton  March  24th. 

Instrumentman  Brevard  of  the  engineer- 
ing department  was  in  Princeton  March 
22nd. 

Superintendent  Hill  and  Roadmaster 
Glynn  moved  over  the  division  on  train  122 
March  18th. 


Local  Freight  Office,  Twelfth  ?nd  Rowan 
Streets,  LouisvJlle,  Kentucky. 

Mr.  Martin  Kilkenny  has  succeeded  Mr. 
James  M.  Ballard  as  third  trick  Rate  Clerk. 
Jimmie  has  returned  to  the  bill  desk. 

Allen  Bruckert  after  spending  several 
months  on  the  expense  desk  hns  returned 
to  the  bill  desk  to  succeed  "Kil"  as  first 
bill  clerk. 

Bill  Granr'g  has  signed  to  play  with  the 
expense  desk.  His  batting  average  ranges 
between  275  and  300.  He  replaces  Allen 
Bruckert  who  has  entered  the  B.  D.  As- 
sociation. 

On  account  of  his  nerves  being  in  a  se- 
rious condition,  Mr.  Ernest  Metz  has  been 
granted  a  leave  of  absence  to  recuperate. 
He  has  been  under  the  doctor's  care  for 
several  months. 

Mr.  Clifford  Slider  from  across  the  pond 
is  filling  the  vacancy  temporarily  until  Mr. 
Metz  returns. 

Bill  Bennett  and  Martin  Berger  enlarged 
the  sick  and  indisposed  list  for  a  few  days 
by  annexing  a  slight  case  of  the  grip 

After  Bill  returned  and  checked  off  the 
sick  list  he  announced  that  after  March 
16th,  he  would  resign  his  position  of  file 
clerk  to  enter  the  tinning  business. 

Celestine  A.  Zeller  has  been  appointed  to 
fi!l  the  vacancy  made  by  the  resignation  of 


Send  Us  Your  Name  and  We'll 
Send  You  a  Lachnite 

DON'T  send  a  penny.  Just  Bay:  "Send  me  a  Lachnite  mounted  In  a  solid 
Bold  ring  on  10  day's  tree  trial."  We  will  mail  it  prepaid  right  to  your 
home.    When  it  comes  merely  deposit  $4.75  with  the  postman  and 
wear  the  ring  for  10  full  days.    If  you,  or  any  of  your  friends  can  tell  it 
from  a  diamond,  send  it  back  and  we  will  return  your  deposit.    But  if 
you  decide  ti  buy  It— send  us  $2.50  a  month  until  $18.75  has  been  paid. 

Write  Triflnv  Send  *our  name  now-  Te"  "s  which  °*  th'-»e 
rvnre  loatiy  ^^  go!d  rinKa  you  ^^  (|a(jiea.  or  men's). 

Be  Bare  to  send  your  finger  size. 

Harold  Lachman  Co.,204  S.   Peorla   St..  Dept.  4064.  Chicago  J 


Guaranteed 

Standard  Tires 


31x4 
32x4 
33x4 
34x4 


8.00 
8.25 
9.00 
10.25 
10.60 


Save  One-Half 

This  is  your  opportunity  to  cut 
your  tire  costs.  We  ship  only 
Standard  .Makes  adjusted  or 
demonstrating  tires  in  excellent  con- 
dition and  good  for  6,000  miles  service. 
Tires  that  have  won  national  reputa- 
tion for  high  quality  and  long  mileage. 
Shipped  to  you  for  inspection.  These 
are  not  double  tread  or  rebuilt  tires. 

Less  Than  1-2  Price 

Size   Tires  Tubes  Size    Tires  Tubes 
30x3     $  6.60   $1.50  32x3K  $12.00  $2.60 
30x3^     6.60      1.70  33x4}$   12.25    2.70 
1.90  34x4}£   12.60    2.90 
2.20  35x4K   12.60    3.00 
2.30  36x4K   12.76    8.30 
2.40  35x5       12.85    8.40 
2.60  37x5      12.96   8.70 
State    number 
and  size  of  tires 

wanted,  specify  S.  S.  clincher,  plain 
or  non-skid.  Send  only  $2.00  deposit 
on  each  tire,  balance  C.  O.  D.  subject 
to  examination.  EXTRA  10  per  cent  discount  if  you  send 
cash  with  order.  Send  today  and  be  a  pleased  customer. 

PEOPLE'S  TIRE  COMPANY 
2323  S.  State  Street,  Dept.     G  >  Chicago.  111. 

Bill    Bennett.     Zeller    was    formerly    con- 
nected with  the  warehouse  force. 

This  station  has  had  a  thorough  Spring 
house  cleaning  in  the  last  two  weeks,  as 
will  be  seen  from  the  following  list  of  vis- 
itors. Mr.  W.  P.  Luttrell,  inspector  of  de- 
murrage and  storage,  specialized  on  the  car 
service.  Mr.  E.  F.-Higgins  and  Mr.  W.  E. 
Hausan  from  Mr.  Porterfield's  office  con- 
fined their  checking  to  reconsigned  cars. 
Messrs.  Morrison  and  DeShara,  traveling  car 
agents,  saw  to  it,  that  the  yards  were  given 
a  rigid  cleaning.  Mr.  D.  J.  Mclsaacs  from 
Mr.  East's  office  gave  the  car  records  his 
undivided  attention.  Mr.  E.  F.  McPike, 
manager  perishable  freight  service  and 
Traveling  Inspector  Carney,  saw  that  all 
cars  of  perishable  were  being  given  proper 
attention.  Traveling  Agent  Smith  •  con- 
tented himself  with  checking  all  cars  of  ba- 


Please  mention  this  magazine  when  writing  to  advertisers 


Eighty-eight 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


Footsy  Rose  and  Johnny  Nick  are  pre- 
paring their  huskies  for  the  annual  game  of 
ball.  Both  are  confident  that  they  have  the 
winners  but  the  result  will  be  known  after 
Decoration  Day. 


LOUISIANA  DIVISION 

On  Tuesday,  March  8th,  a  Freight  Service 
Meeting  was  held  in  the  office  of  Superin- 
tendent. 

Loretta  has  finally  captured  "Speck,"  the 
event  taking  place  on  March  3d.  After  a 
week's  leave,  she  is  now  making  the  rest  of 
the  Car  Record  Clerks  step  lively. 

Swimming!  The  time  is  here  and  a  bunch 
of  the  girls  possessing  Mac  Sennett  Bath- 
ing Suits  are  planning  a  trip  to  Hammond 
this  week.  Will  the  girls  from  the  North- 
ern Lines  come  down  for  a  dip  at  this  time 
of  the  year? 

Scott  McAfee,  O.  E.  Bell  and  H.  G.  Duck- 
witz  are  still  with  us. 

Our  friend,  Joe  Schneider,  is  wearing  a 
button  today  bearing  the  inscription  "Recog- 
nize the  Republic  of  Ireland."  Understand 
same  was  given  him  by  his  friend  the  Hon. 
Pat  Hanrahan. 

Since  the  Freight  Service  Meeting  above 
mentioned,  there  have  been  several  indi- 
vidual meetings  held  on  the  Louisiana  Di- 
vision as  follows: 

Yazoo  City,  Miss. — Present:  Supt.  Quig- 
ley,  Supervising  Agent  McCloy,  Trainmaster 
Campbell,  Agent  Murphy,  office  and  ware- 
house force,  including  truckers. 

Jackson,  Miss. — Present:  Supt.  Quigley, 
Supervising  Agent  McCloy,  Trainmaster 
Campbell,  Agent  Morgan,  Yardmaster 
Hardin,  chief  clerk,  O.  S.  &  D.  department 
clerks,  entire  warehouse  force,  including 
check  clerks,  delivery  clerks,  stowmen  and 
truckers. 

Brookhaven,  Miss. — Present:  Supt.  Quig- 
ley, Supervising  Agent  McCloy,  Agent  Bar- 
ton, chief  clerk  and  entire  warehouse  force. 

Miss  Mattie  Thornhill,  one  of  the  tonnage 
clerks,  recently  granted  a  sixty  days'  leave, 
was  a  visitor  to  our  office  recently.  Says 
farm  life  is  fine. 

Traveling  Engineers  Harrell  and  Hoskins 
have  been  installed  in  their  private  office 
and  seem  to  be  enjoying  same  very  much. 
Understand  they  made  a  tour  of  the  other 
offices  looking  for  furniture  and  decorations, 
so  I  think  a  special  agent  will  have  to  be 
employed  to  look  after  the  interests  of  the 
other  offices. 

Harry  Campbell  had  quite  an  interesting 
experience  several  days  ago  while  on  No.  24, 
especially  after  the  train  arrived  at  Jackson. 
You  should  have  him  tell  you  all  about  it. 
He  is  some  impersonator. 

Note:  Gladys  Browder,  car  record  clerk, 
is  wearing  TWO  wonder-who-from  rings 
today.  Too  bad  that  the  rest  of  the  girls 
cannot  get  even  one.  Will  have  to  ask  her 
how  she  does  it. 


Sorry  to  report  that  Miss  Hettie 
McKnight  of  the  store  department  is  on 
the  sick  list,  but  here's  hoping  that  she  will 
soon  be  with  us  again. 

At  this  time  of  the  year  berries  usually 
come  from  south  of  here,  but  there  is  one 
that  is  often  seen  on  South  Broadway,  and 
investigation  developed  that  Summit,  Miss., 
is  the  originating  point. 

Jackson,  Miss.,  Jingles 
"Treat  'Em  Rough"  was  good,  hot  stuff 

In  the  days  when  the  Huns  were  battling, 
But  it's  mighty  poor  dope,  these  days  when 

we  hope 
To  avoid  checking  L  C  L  "Rattling." 

There    is    quite    too    much    damage    arising 

from  "Slam-mage," 

By  men  who,  though  active  and  agile, 
Forget,    in    their    hurry,    the    cost    and    the 

worry, 
Of  claims  paid  on  goods  which  are  fragile. 

You  may  be  a  brave  man,  but  don't  be  a 

"cave-man"; 

There  is  no  special  virtue  in  muscle. 
Make   use   of   your   head   in   the   "In"   and 

"Out"  shed, 

And  combine  care  and  thought  while  you 
hustle. 

By  earnest  attention  to  the  points  which  we 

mention, 

You  can  save  'till  the  sum  becomes  great, 
For  none  can  deny,  and  no  one  will  try, 
That  "It  Pays  To  Be  Careful  with  Freight." 


Jackson 

Congratulations  are  extended  to  our  fellow 
employe,  Charles  S.  Kramer,  and  to  Miss 
Lillian  Carmichael,  a  lovely  young  girl  of 
Jackson,  who  were  married  March  20th,  1921. 
After  a  honeymoon  trip  to  Memphis  they 
returned  and  are  now  living  at  No.  214 
Maple  Street. 

Cupid  has  been  with  us  twice  this  month. 
Miss  Alva  Shannon  of  our  office  was  mar- 
ried March  12,  1921,  to  Mr.  Thomas  Frank 
Dorman  of  this  city.  They,  too,  went  to 
Memphis  for  a  brief  wedding  trip,  and  we 
are  glad  to  know  that  Mrs.  Dorman  remains 
in  the  service. 

It  is  a  pleasure  to  see  Mrs.  Gregory  at 
her  desk  after  what,  at  first,  promised  to  be 
a  serious  illness. 

Supervising  Agent  Robinson  of  the  Ten- 
nessee Division  was  a  welcome  visitor  here 
during  March. 


It  pays  To  Be  Careful  with  Freight. 

The  proper  way  to  drive  a  nail  is  to  hit  it 
successive  whacks  with  a  hammer  until  the 
head  is  sent  home.  The  same  procedure 
must  be  adopted  if  an  idea  is  to  be  riveted 
into  the  brain.  It  is  not  necessarily  "Ham- 
mering" to  continually,  persistently  and 


April  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Eighty-nine 


everlastingly  harp  on  the  same  tune,  nor 
should  it  be  considered  "knocking"  to  re- 
mind those  employes  whose  work  is  covered 
by  this  subject  that  they  are  not  yet  quite 
fully  complying  with  instructions  or  that 
they  are  not  securing  one  hundred  per  cent 
in  results. 

There  is  one  truth  so  self-evident  that  it 
bears  repetition:  "It  pays  to  be  careful  with 
freight."  The  dividends  are  large  and  they 
include  a  satisfied  public,  a  decreased  loss 
and  damage  account,  an  increased  business 
and  revenue,  and  the  appreciation  of  the 
management  of  every  effort  put  forth,  and 
every  good  result  obtained. 

It  is  too  much  to  expect  that  the  millions 
of  packages  shipped  every  month  over  this 
railroad  will  reach  their  destinations  without 
any  loss  or  damage,  but  the  losses  and 
damage  which  do  occur  are  still  too  many 
and  too  great,  too  wasteful,  too  utterly  un- 
necessary. 

If  you  were  hauling  your  own  personal 
property  home  from  a  factory,  store  or 
depot,  the  majority  of  you,  perhaps  uncon- 
sciously would  give  it  much  better  care  and 
attention  to  avoid  loss  and  damage  than  you 
give  to  the  average  package  in  a  merchan- 
dise car  or  warehouse.  Take  the  subject  to 
heart,  put  yourself  in  the  place  of  the  man 
who  ships  or  receives  goods  and  of  the  rail- 
road which  pays  the  claims,  try  to  give 
everybody  else  the  same  sort  of  a  deal  you 
would  give  yourself.  Be  watchful,  be  rea- 


Send  No  Money 


This  21-jewel  Illinois  Watch—  the  Bunn  Special  sent  on 


Do  not  send  oa  a  penny. 
" 


The  Bunn  Special,  made  to  be 


is  adjusted  to  6  positions,  extreme 


heat,  extreme  cold  and  isochronism 


gomery    Dial,    handsome    guaranteed   20-year    gold-filled    case. 


Guaranteed  to  pass  inspection  on  any  railroad. 


J.  M.  LYON  &  Co.  i  g-  { 


Mrs.  D.   S.   Seibert  and  Daughter  Jane  Elisabeth   With  Pets. 


Ninety 


ILLINOIS      CENTRAL      MAGAZINE 


April  1921 


sonable,  be  earnest  in  your  efforts  to  pro- 
tect the  property  entrusted  to  your  care  and 
the  care  of  the  company  which  employs  you. 
Every  instinct  of  common  sense  tells  us 
that  "It  pays  to  be  careful  with  freight." 

Jane's  mother  who,  like  Jane,  enjoys  being 
among  her  pets.  Mrs.  Seibert  is  an  experi- 
«nced  dairy  woman,  born  and  reared  on  the 
great  Pennsylvania  dairy.  She  knows  all 
about  the  Art  of  Dairying  and  each  year 
raises  some  beautiful  Jersey  heifers,  none 
of  which  have  sold  for  less  than  $125.00  at 
the  age  of  two  years.  She  claims  the  state 
of  Mississippi  is  an  ideal  spot  to  raise  good 
Jersey  cows.  She  attends  to  all  matters 
about  their  beautiful  suburban  home,  where 
she  can  always  be  found,  while  Mr.  Seibert 
is  at  work  in  the  accounting  department  of 
the  I.  C.  R.  R.,  where  he  has  served  for  the 
last  ten  years.  Mrs.  Seibert,  when  ques- 
tioned, as  to  their  being  successful,  smiled 
and  said,  "Dp  you  see  our  beautiful  home 
and  surroundings?  Well,  we  have  built  three 
like  this  one  and  have  managed  to  save  a 
thousand  dollars  average  yearly,  for  the  last 
ten  years.  If  you  ask  me  how  it  was  done, 
I  will  answer  you  by  saying,  being  saving 
and  attending  to  business.  Others  can  do 
what  we  have  done,  if  they  will  get  busy." 


TENNESSEE  DIVISION 
Ten  Exceptions  for  Thirty  Days 

1.  Don't    fool    yourself — April     is     "NO 
EXCEPTION  MONTH." 

2.  Acceptions     govern     Exceptions,     and 
Exceptions   govern   deliveries. 

3.  You   will   help    decide — Will    there    be 
showers  of  Exceptions  in  April? 

4.  There  is   nothing    SHORT    about   the 
office     that  has     NO     EXCEPTION     this 
month,   but  the   one    that   does   is    in    BAD 
ORDER. 

5.  O.  S.  &  D. — Oil,  Sugar  and  Dynamite. 

6.  Exceptions    noted    prevent    noted    ex- 
ceptions. 

7.  Make     the     "NO     EXCEPTION 
MONTH"   an   Exception   of  a  month. 

8.  "Save       Stationery" — Exception       Re- 
port Blanks  are  stationery  too; 

9.  The     NO     EXCEPTION     PERIOD 
includes   car   loads  and   personal   injuries. 

10.  "All  to-gether,  boys,"  Let's  make  the 
Exception  Reports  Obsolete  forms. 

Milan,   Tenn. 

G.  H.  Dickey,  Chief  Clerk. 
"NO    EXCEPTION    MONTH." 
April,    1921. 

Check.      Stow,    '  Handle,      Bill,      Deliver 
Freight    Properly. 


Transportation  Department 

Mr.  and  Mrs.  L.  B.  Ryan  spent  Sunday 
in  Martin  with  relatives  recently. 

Account  serious  illness,  Mr.  R.  E.  Pick- 
ering was  called  to  the  bedside  of  his 
brother-in-law,  Rev.  W.  G.  Eldred,  of  Emin- 
ence, Ky.,  last  week.  However,  we  are  glad 
to  report  that  Rev.  Eldred  is  improving  at 
present  writing. 

Mrs.  W.  R.  Hales,  Clerk  Supt.'s  Office, 
visited  relatives  in  Memphis  last  week  end. 

Chief  Linton  went  to  St.  Louis  last  week 
end,  must  have  had  an  awfully  good  time, 
as  we  didn't  see  him  until  Tuesday  morning. 

Mr.  T.  C.  Kierman,  Traveling  Freight  and 
Passenger  Agent,  I.  C.  R.  R.,  was  in  Dyers- 
burg  March  4th. 

Mr.  H.  O.  Cole  and  wife  visited  relatives 
in  Greenfield,  Tenn.,  Sunday. 

Mr.  R.  D.  Benidict  spent  Sunday  in 
Clinton. 

Conductor  A.  L.  Robertson  was  active  in 
securing  routing  orders  on  several  car  loads 
of  gravel  fo'r  Illinois  Central. 

Mr.  J.  F.  Williams,  Yark  Clerk,  Jackson, 
spent  last  week  in  Fulton,  working  in  Yard 
Office  that  point. 

Mr.  C.  H.  Glisson.  Freight  Train  Per- 
formance Clerk,  visited  his  mother  in  Polk. 
Tenn  ,  Sunday. 

Conductors  W.  S.  Hutchinson  and  W.  D. 
Ray  secured  a  great  many  routing  orders 
for  cars  the  past  month. 

During  Solicitation  Drive,  period  ending 
March  20th,  through  efforts  of  employes, 
Tennessee  Division  has  been  able  to  secure 
19  car  load  routing  orders,  64  LCL  rout- 
ing orders,  through  personal  solicitation, 
personal  requests,  cards  and  etc..  it  has  been 
able  to  secure  385  car  loads  freight  and  22 
LCL  freight.  This  is  by  far  the  best  of  any 
division  on  the  Southern  Lines. 

Mr.  W.  P.  Luttrell,  Inspector  Demurrage 
and  Storage,  from  Chicago,  was  in  these 
parts  the  first  of  the  month. 

Claim  Agent  Seaboard  Air  Line,  Mr.  D. 
W-.  Anderson,  was  a  visitor  in  Dyersburg 
on  the  1st. 

Mr.  Joe  Hillman,  Accountant,  spent  the 
24th  in  Memohis. 

Messrs.  W.  T.  Page,  Traveling  Freight 
Agent,  Grand  Trunk,  and  Mr.  S.  L. 
Peeples,  Claim  Agent  C  of  Ga  were  in 
Dyersburg  not  long  since. 

Supervising  Agent  Robinson  and  Train- 
master Williams  held  Loss  and  Damage 
meeting  at  Dyersburg  March  24th,  rep>*"i- 
ing  a  very  interesting  meeting.  Mr.  E.  H. 
Brown,  District  Freight  Agent,  Pennf  Ry., 
was  a  visitor  in  Dyersburg  March  17th.  This 
was  Mr.  Brown's  first  visit  to  us,  but  we 
hope  it  will  not  be  the  last. 


Road  Department 

Assistant      Roadmaster      Woodson      went 
through  the  entire  month  of  February  with- 


April  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Ninety-one 


out  having  a  single  head  of  stock  struck  on 
the  Birmingham  District,  which  is  very 
commendable;  and  we  hope  he  will  continue 
this  good  record,  and  that  other  Supervis- 
ors will  follow  his  example,  as  we  are  go- 
iner  to  make  the  Tennessee  Division  100  per 
cent. 

The  Road  Department  Safety  Committee, 
composed  of  Messrs.  Holt,  Purcell,  Crocker, 
Jackson,  Moorhead,  Cox,  Hubbard  and 
Kemp,  met  in  the  Roadmaster's  office  at 
Fulton  on  March  llth,  and  brought  out  and 
discussed,  and  submitted  recommendations 
for  the  elimination  of  several  hazardous 
conditions  and  practices,  in  an  endeavor  to 
bring  the  personal  injuries  down  to  a  mini- 
mum. 

Mrs.  L.  Castleberry,  Stenographer,  spent 
Sunday  in  Memphis,  March  6th.  Mr.  Elvis 
Campbell,  Clerk  Supervisor,  spent  a  few 
days  in  Bowling  Green,  Ky.,  not  long  since. 

Rufas  Kemp,  Jr.,  Stenographer  to  Road 
Master,  took  unto  himself  a  bride.  The 
youns:  lady  was  Miss  Sadie  Ree  Grogg,  the 
charming  daughter  of  Rev.  and  Mrs.  P.  M. 
Grogg  of  St.  Marys,  Mo.  The  young  couple 
have  the  hearty  good  wishes  of  the  entire 
office  for  their  future. 


Mechanical  Department 

Messrs.  C.  M.  Starks  and  S.  R.  Mauldin 
spent  March  2nd  in  Jackson. 

Miss  Katie  Patterson,  Stenographer  in  Mr. 
Grimes'  office,  was  in  Corinth  February 
20th,  on  Company  business. 

Mrs.  Jas.  O'Connor,  clerk  in  Train 
Master  Ellington's  Office,  is  back  at  work 
after  being  on  the  sick  list  for  a  few  days 

Messrs.  F.  B.  Barclay,  L.  Grimes  and  C. 
H.  Smallwood  spent  last  week  riding  en- 
gines on  the  C  of  Ga.,  and  A.  C.  L.  Roads. 

Miss  Katie  Patterson,  Stenographer  in 
the  Master  Mechanic's  Office,  spent  the 
week  end  in  Memphis,  Tenn. 

General  Foreman  Huddleston  spent  a  day 
in  Memphis  on  business. 


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The  Round  House  and  Freight  House 
boys  are  getting  their  ball  players  together 
and  have  already  started  practice. 

Chief  Caller  M.  C.  Bugg  has  been  off  a 
day  or  two  account  of  sickness. 


MEMPHIS  TERMINAL 

B.  M.  Wilsom  (Mr.  Red),  clerk  in  Gen- 
eral Foreman  Arnold's  office,  is  rapidly  re- 
covering at  St.  Joseph's  Hospital  after  a 
serious  attack  of  pneumonia.  It  is  said  he 
likes  movie  magazines  and  flowers,  when  a 
certain  fair  one  brings  them. 

A  certain  M.  C.  B.  clerk  has  become  quite 
a  "Kodak  Hound"  since  Santa  Claus  de- 
livered one  to  "Miss  Sophie."  How  about  it, 
Harry? 

Clarksville  is  said  to  be  the  home  of  Clerk 
Broome,  but  then  there  is  a  nice  little  town 
seven  miles  up  the  road  called  St.  Bethle- 
hem. 

Fellow  workmen  of  Mr.  T.  F.  Morton, 
carpenter  at  Nonconnah  Shops,  who  died 
March  18th  after  a  long  illness,  wish  to  ex- 
tend their  sincere  sympathy  to  the  family 
of  the  deceased.  Mr.  Morton  had  been  in 
service  since  February,  1898. 

Jack  Stokes,  who  has  been  in  Chicago  for 
the  past  few  months  is  again  on  the  old  job 
of  storekeeper  in  the  Store  Department. 


Rheumatism 

A  Remarkable  Home   Treatment 
Given  by  One  Who  Had  It 

In  the  year  of  1893  I  was  attacked  by  Mus- 
cular and  Sub-Acute  Rheumatism.  I  suffered 
as  only  those  who  are  thus  afflicted  know  for 
over  three  years.  I  tried  remedy  after  rem- 
edy, but  such  relief  as  I  obtained  was  only 
temporary.  Finally,  I  found  a  treatment  that 
cured  me  completely  and  such  a  pitiful  condi- 
tion has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted,  even  bed- 
ridden, some  of  them  seventy  to  eighty  years 
old,  and  the  results  were  the  same  as  in  my 
own  case. 

I  want  every  sufferer  from  any  form  of  mus- 
cular and  sub-acute  (swelling  at  the  joints) 
rheumatism,  to  try  the  great  value  of  my  im- 
proved "Home  Treatment"  for  its  remarkable 
healing  power.  Don't  send  a  cent;  simply  mail 
your  name  and  address,  and  I  will  send  it 
free  to  try.  After  you  have  used  it,  and  it 
has  proven  itself  to  be  that  long-looked  for 
means  of  getting  rid  of  such  forms  of  rheu- 
matism, you  may  send  the  price  of  it,  One 
Dollar,  but  understand  I  do  not  want  your 
money  unless  you  are  perfectly  satisfied  to 
send  it.  Isn't  that  fair?  Why  suffer  'any 
longer,  when  relief  is  thus  offered  you  free. 
Don't  delay.  Write  today. 

Mark  H.  Jackson, 
939G  Durston  Bldg.,  Syracuse,  N.  Y. 

Mr.  Jackson  is  responsible.  Above  state- 
ment true. 


Please  mention  this  magazine  when  writing  to  advertisers 


Ninety-two 


ILLINOIS      CENTRAL      MAGAZINE 


April  1921 


We  wish  to  extend  our  sympathy  to  Miss 
Hazel  McDonald,  of  the  Store  Department, 
who  has  been  absent  for  a  few  days  on  ac- 
count of  the  death  of  her  sister,  Mrs.  C.  K. 
Townsend.  Also  to  Mr.  J.  P.  Flynn,  sta- 
tionary engineer,  whose  daughter,  Mrs. 
Usick,  died  at  the  hospital  last  week. 

Thomas  Foggo,  tool  room  apprentice,  is 
back  on  duty  after  a  short  illness. 

Machinist  Archie  Jackson  and  wife  have 
recently  welcomed  a  junior  machinist  at 
their  home.  He  tipped  the  scales  at  eight 
pounds,  and  Archie  is  certainly  wearing  the 
bright  smile. 

Louis  Bogadany,  machinist  in  the  Fitting 
Department,  has  returned  from  a  visit  to 
Susquehanna,  Pa.,  and  New  York. 

James  French,  air  man  in  the  Memphis 
round  house,  and  Miss  Margaret  Foster 
were  married  the  first  of  the  month.  Some 
one  must  have  tipped  Red  off  that  prices 
were  coming  down. 

A.  F.   Jones,   foreman    of   the   blacksmith 
shop,    has    returned   to   service   after   a   few 
days'  illness. 

Machinist  John  Scanlon,  of  the  Fitting 
Room,  has  returned  from  Galion,  Ohio, 
where  he  was  called  by  the  death  of  his 
brother-in-law. 

Mrs.  Harriet  Giddons,  of  Knoxville,  died 
February  1,  1921,  while  visiting  her  son,  Mr. 
William  Giddons,  of  the  Blacksmith  Depart- 
ment. Mrs.  Giddons  who  was  in  her  85th 
year,  had  been  an  invalid  some  time. 

E.  A.  Rogers,  clerk  to  General  Foreman 
W.  F.  Lauer,  has  been  transferred  to  the 
Car  Department  Office,  at  Nonconnah.  He 
was  succeeded  by  H.  D.  Glasgow  from  the 
Store  Department.  Guy  Hudson  is  now  fill- 
ing the  place  vacated  by  Mr.  Glasgow. 

Cotton  Belt  Engine  No.  510  which  has 
been  in  the  shop  for  general  repairs,  was 
completed  last  week  and  will  soon  be  in 
service. 

E.  A.  Rowe,  airman,  has  returned  from  a 
visit  to  Burnside,  Ky. 

B.  J.    Feeney,   traveling   engineer,    of   the 
Memphis  Terminal,  has  returned  from  Chi- 
cago, where  on  March  14th  he  was  elected 
president    of    the    Executive    Committee    of 
Consolidated     Railroad     Conventions.       Mr. 
Feeney   who   was   connected  with   the   Fuel 
Department  of  the  Federal  Government  dur- 
ing the  war,  did  splendid  work,  and  is  now 
giving  close  attention  to  his  present  line  of 
work.     You  know  you  cannot  keep  a  good 
man   down.     We  wonder  if  this  committee 
ever   discusses   "Fuel    Conservation." 


MEMPHIS  DIVISION 

Through  the  efforts  of  Division  Superintend- 
ent V.  V.  Boatner  and  his  secretary,  Miss  Julia 
Gaven,  $1,000  was  raised  by  subscription  from 
Division  officers  and  employes  for  the  bene- 
fit of  the  starving  children  of  Europe ;  the 
amount  being  forwarded  to  the  campaign  fund 
of  the  Literary  Digest  on  January  22nd,  1921. 


Joe  Weir,  former  file  clerk,  in  Division  Su- 
perintendent Boatner's  office  at  Memphis,  is 
visiting  relatives  in  Memphis.  Mr.  Weir  is 
now  holding  a  similar  position  in  the  general 
manager's  office  in  Chicago. 

Mr.  J.  S.  Reedy,  Inspector  of  Stations  and 
Transfers,  is  in  Memphis  on  a  short  business 
trip.  Mr.  Reedy  was  formerly  division  claim 
clerk  on  the  Memphis  Division. 

F.  W.  Winnefeld,  assistant  supervisor  of 
fire  protection,  with  headquarters  in  Chicago, 
is  in  Memphis  on  an  inspection  trip.  Mr. 
Winnefeld  was  formerly  assistant  accountant 
at  Memphis. 

Accountant  D.  C.  Clark  and  wife  spent  a 
week  in  Charleston,  Miss.,  Sunday. 

Mr.  J.  L.  Downs,  roadmaster  of  the  Illinois 
division,  is  visiting  friends  in  Memphis.  Mr. 
Downs  was  for  a  number  of  years  roadmas- 
ter of  the  Memphis  division  and  is  well  known 
throughout  this  section  of  the  country. 

J.  H.  Wiley,  assistant  chief  accountant, 
purchased  a  new  Ford  Sedan,  including  extra 
equipment  accessories — Life,  Liability,  and  Ac- 
cident Insurance.  While  Mr.  Wiley  is  very 
much  pleased  with  his  purchase,  it  seems  that 
he  has  very  little  confidence  in  "Henry's"  fut- 
ure conduct,  or  his  ability  as  a  pilot. 

C.  H.  Miller  is  back  with  us  after  having 
served  about  two  years  in  the  navy. 

Division  Superintendent  V.  V.  Boatner  held 
an  efficiency  meeting  in  his  private  office  last 
week,  and  it  was  very  evident  from  the  en- 


I  O 

I  «J 


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Chambray  shirts  for  work  and  semi-dress  guar- 
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OUR  GUARANTEE  If  you  can  match  these 
UUH  UU  AH  AH  ICC  3  wonderful  shirts  for 
less  than  $4.50,  and  do  not  think  you  have  saved 
at  least  S2.50,  return  at  our  expense.  Don't  pay  high 
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Please  mention  this  magazine  when  writing  to  advertisers 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Ninety-three 


thusiasm  shown  by  all  who  attended  that  the 
meeting  was  very  beneficial  as  well  as  in- 
structive, and  that  such  meetings  will,  with- 
out question,  arouse  competition  among  em- 
ployes, resulting  in  a  noticeable  improvement 
in  the  various  departments. 

General  Manager  A.  E.  Clift  accompanied 
by  his  efficient  staff  paid  the  Memphis  Division 
and  Memphis  Terminal  a  visit  several  days 
ago. 

The  Memphis  Division  Safety  Committee 
convened  February  22nd,  pursuant  to  call  of 
Mr.  V.  V.  Boatner,  superintendent.  Sixty  rep- 
resentatives present,  enthusiasm  100  per  cent. 

The  train  and  engine  crews  on  Memphis 
Division  are  after  the  blue  ribbon  for  ef- 
ficiency and  Safety  First  results.  Other  di- 
visions take  notice  and  look  well  to  your 
laurels. 

Colonel  A.  H.  Egan,  our  affable  and  efficient 
general  superintendent,  inspected  Memphis  di- 
vision and  spent  some  time  in  Baton  Rouge, 
week  February  22nd.  Mr.  Carmichael  our 
passenger  agent,  also  made  a  trip  over  the 
Memphis  division  recently. 

Conductors  A.  D.  Edwards  and  C.  B.  Thom- 
as, two  of  our  eligible  and  popular  bachelor 
conductors  returned  from  a  pleasant  sojourn 
in  Cuba.  They  state  Cuba  is  a  grand  and 
interesting  island.  Reports  indicate  they  were 
interested  in  the  blushing  senoritas  along  the 
Prado  as  well  as  the  race  track  and  other 
amusements.  American  Beauties  in  the  su- 
perintendent's office  take  due  notice. 

Our  Timekeeper,  D.  H.  Pope  has  many 
callers  on  the  masculine  persuasion.  Is  it  our 
pope  or  the  beauty  show. 

J.  W.  McNair,  live  wire  politician  and  our 
agent  of  Clarksdale,  Miss.,  attended  the  Safe- 
ty First  Meeting.  He  is  a  live  railroad  man 
from  a  live  town.  Mr.  W.  McLaurin,  popu- 
lar and  efficient  agent  at  Helena,  Ark.,  also 
attended  Safety  Meeting  and  attended  the 
novice  pilgrimage  over  the  "Hot  Sands"  of 
Al  Chymia  Temple. 

Safety  First  live  issue  Memphis  Division 
1921.  We  expect  great  results.  Get  your 
mind  on  your  business  we  must  win  out.  Mr. 
V.  V.  Boatner  our  capable  and  energetic  su- 
perintendent made  a  trip  over  the  division 
recently,  needless  to  say  he  saw  the  100  per 
cent  you  made  also  the  ones  who  failed  to 
mark  up  to  the  ideal  "I.  C."  standard. 

Our  genial  and  efficient  trainmasters  Messrs. 
Rea  and  McKay  circulating  among  the  boys 
distributing  the  "pep"  and  looking  things  over. 

Mr.  Baldwin,  vice-president  and  party  paid 
Memphis  Division  an  official  visit  third  week 
in  February.  The  boys  are'  hitting  the  ball 
and  always  ready  for  the  "once  over." 

Conductor  T.  A.  Pomeroy  one  of  our  popu- 
lar freight  conductors  became  a  benedict  a 
few  weeks  ago.  The  blushing  bride  being  a 
Miss  Thomas  o>f  Memphis.  Luck  to  you 
Tommie. 


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low  Factory-to-Family  prices  will  save  you  many  dollars. 
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PANTASOTE 

TRADE  MARK 

A  perfect  substitute  for  leather 
and  one-third  the  cost  of  genuine 
leather.  Will  be  pleased  to  for- 
ward samples  upon  application. 

THE  PANTASOTE  COMPANY 

11  Broadway,  New  York 


We  understand  Cupid  is  busy  with  his  darts 
around  Grand  Central  Station  Third  Floor. 
By  the  way  Paree  and  Kentucky  have  nothing 
on  that  bunch  of  roses,  Agent  Edwards,  the 
Y.  &  M.  V.  hustler  at  Tutwiler  visited  in 
Memphis  on  the  22nd. 

Conductor  W.  A.  Wyly  popular  passenger 
conductor  has  been  in  Chicago  at  I.  C.  hospital 
account  injured  arm. 

The  expensive  construction  work  at  Yalo- 
busha  River  near  Greenwood,  Miss.,  is  nearing 
completion.  Understand  our  Beau  Brummel 
Enginemen  and  Trainmen  on  these  assign- 
ments wish  they  could  stay  longer.  Greenwood 


Please  mention  this  magazine  when  writing  to  advertisers 


Ninety-four 


ILLINOIS      CENTRAL     MAGAZINE 


April  1921 


obacco  Habit 

BANISHED 

Let  Ds  Help  You 


mm 

I 


^ 

No  craving  for  tobacco  in  any 
form  after  you  begin  taking  Tobacco 
Redeemer.   Don't  try  to  quit  the  tobacco 

habit  unaided.  It's  often  a  losing  fight  against  heavy 
odds  and  may  mean  a  serious  shock  _to  the  nervous 
system.  Let  us  help  the  tobacco  habit  to  quit  YOU. 
It  will  quit  you,  if  you  will  just  take  Tobacco  Re- 
deemer according  to  directions.  It  is  marvelously 
quick  and  thoroughly  reliable. 

Not  a  Substitute 

Tobacco  Redeemer  contains  no  habit-forming 
drugs  of  any  kind.  It  is  in  no  sense  a  substitute 
for  tobacco.  After  finishing  the  treatment  you 
have  absolutely  no  desire  to  use  tobacco  again  or 
to  continue  the  use  of  the  remedy.  It  makes  not 
a  particle  of  difference  how  long  you  have  been 
using  tobacco,  how  much  you  use  or  in  what  form 
you  use  it — whether  you  smoke  cigars,  cigarettes, 
pipe,  chew  plug  or  fine  cut  or  use  snuff,  Tobacco 
Redeemer  will  positively  remove  all  craving  for 
tobacco  in  any  form  in  a  few  days.  This  we  abso- 
lutely .guarantee  in  every  case  or  money  refunded. 

Write  today  for  our  free  booklet  showing  the 
deadly  effect  of  tobacco  upon  the  human  system 
and  positive  proof  that  Tobacco  Redeemer  will 
quickly  free  you  of  the  habit. 

Newell  Pharmacal  Company, 
Dept.  t>Ol  St.  Louis,  Mo. 


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ILLINOIS 
CENTRAL 

You  can  purchase  S  shares  of  stock  by 
making  initial  payment  of 

$90 

and  20  monthly ^payments  of  about  $18  each. 

The  same  proportion  would  apply  to  smaller 
or  larger  orders. 

At  the  end  of  this  period  the  stock  certifi- 
cate is  transferred  into  your  name  and 
mailed  to  you. 

Dividends  are  credited  to  your  account  while 
payments  are  being  made.  At  present  price 
this  stock  yields  around  8%. 
Send  for  further  details  regarding  above, 
also  list  of  other  good  stocks  that  can  be 
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is  a  classy  town  and  in  high  favor  with  all 
the  Memphis  Division  boys. 

Why  is  Tchula  such  an  interesting  little 
city?  Agent  Cruger  please  speak  up. 

Mr.  A.  A.  Freiberger  our  efficient  chief  dis- 
patcher is  a  very  busy  man  these  days  of  un- 
equal traffic  density. 

Mr.  Mitchell  our  "R.  M."  keeps  very  busy. 
His  trick  reminds  us  of  "ye  olden  busy  times." 

Mr.  A.  T.  King  the  old  timer  on  the  Clarks- 
dale  District  as  dispatcher  is  the  popular  editor 
of  the  "Dog  Hill  paragraph"  in  the  ADTA 
National  Magazine  and  is  fast  achieving  a  Na- 
tional reputation  as  a  humorist. 

Mr.  T.  G.  Patterson,  one  of  our  popular 
enginemen  returned  from  a  visit  to  Iowa  and 
home  folks.  Tommie  says  Iowa  is  a  nice 
state,  but  the  land  of  the  Magnolias  for  him 
now. 

Mr.  M.  Gann,  our  genial  yardmaster  at 
Greenwood  was  in  Memphis  on  the  22nd,  for 
Safety  Committee. 

Conductor  John  H.  McCraney,  for  thirty 
years  an  employe  of  the  Y.  &  M.  V.  R.  R., 
was  shot  and  seriously  wounded  at  Sunflower, 
Miss.,  February  10,  while  in  charge  of  train 
523,  by  a  cocaine  crazed  negro  who  boarded 
the  train  at  Sunflower,  and  attempted  to  shoot 
his  wife,  who  was  a  passenger  on  train,  and 
the  sheriff  who  was  tryine  to  protect  the  wom- 
an. Mr.  McCraney  was  rushed  to  the  Bap- 
tist hospital  where  he  was  treated  by  Dr. 
Johnson,  who  now  pronounces  him  out  of 
danger.  The  best  wishes  for  a  speedy  recov- 
ery go  out  to  Mr.  McCraney  from  his  large 


circle  of  friends  and  acquaintances. 

Flagman  C.  D.  Casey,  who  was  shot  on  523 
at  Sunflower,  Miss.,  on  the  same  date  as  Con- 
ductor McCraney,  by  the  same  negro,  is  re- 
covering rapidly  from  his  wounds,  at  St. 
Joseph's  hospital,  where  he  has  been  under 
the  care  of  Dr.  Battle  Malone,  one  of  the 
finest  doctors  in  the  whole  country.  Many 
friends  are  rejoiced  to  know  that  he  was 
spared,  and  we  hope  he  will  long  live  to  com- 
fort his  mother. 

Conductor  O.  L.  Acree  visited  the  ceremo- 
nial session  of  the  Wahabi  Temple  of  Shrin- 
ers  at  Jackson,  Miss.,  last  Thursday  and  re- 
ports an  enjoyable  time. 

The  many  friends  in  railroad  and  business 
circles  of  Mr.  R.  J.  Carmichael,  assistant 
general  passenger  agent  of  the  I.  C.  and  Y.  & 
M.  V.  at  Memphis,  will  be  pleased  and  grati- 
fied to  learn  of  his  election  to  the  position  of 
chairman  of  the  local  passenger  committee,  an 
honor  worthily  bestowed  and  well  deserved. 

Mr.  F.  N.  Black,  depot  master  of  the  I.  C. 
and  Y.  &  M.  V.  at  Grand  Central  Station,  does 
a  great  deal  to  popularize  these  roads  with 
the  traveling  public.  Mr.  Black  is  never  too 
busy  to  give  a  kindly  reply  and  courteous  an- 
swer to  any  inquiry  and  his  attentions  to  the 
old,  decrepit,  and  ladies  and  children  have 
endeared  him  to  all  who  know  him. 

Engineer  Fred  Leach  has  bid  in  the  Green- 
wood passenger  run  and  will  in  future  make 
his  home  in  Clarksdale.  He  will  be  missed 
in  Memphis  by  many  friends. 


Please  mention  this  magazine  when  writing  to  advertisers 


April  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Ninety-five 


The  many  friends  of  Engineer  C.  H.  Bur- 
nell,  one  of  our  veteran  engineers  on  the 
Clarksdale  and  Greenville  Run,  will  be  glad 
to  know  he  is  recovering  from  a  severe  ill- 
ness and  at  his  post  once  more.  Chris  Burneli 
is  not  only  one  of  the  best  engineers  on  the 
railroad  but  one  of  the  best  citizens  of  Clarks- 
dale. 

The  "Get  Together"  meetings  held  by  the 
officials  of  the  Memphis  Division  are  a  great 
success,  largely  attended  by  the  employes,  and 
a  great  benefit  and  education  to  all  who  attend. 
Superintendent  V.  V.  Boatner,  Trainmasters 
J.  W.  Rea  and  W.  K.  McKay  command  the 
respect,  good  will  and  support  of  their  men, 
and  their  earnest  endeavors  to  put  this  di- 
vision in  the  100  per  cent  column  should  be 
a  further  incentive  to  duty  and  faithful  per- 
formance by  all  employes.  When  President 
Markham,  General  Manager  Clift,  General 
Superintendent  Egan,  and  others  meet  their 
men  on  common  ground  and  take  them  and 
the  public  into  their  confidence  in  all  questions 
concerning  the  welfare  of  the  property,  it 
marks  a  new  era  of  better  understanding,  and 
will  have  the  effect  of  bringing  the  employes 
closer  to  the  official  and  will  be  beneficial  in 
every  way.  When  I  say  our  officials  have  100 
per  cent  support  of  their  men  I  am  not  ex- 
aggerating it  any — wholesome  publicity  about 
the  affairs  of  a  large  corporation,  every  word 
of  which  is  true,  is  the  best  advertisement 
we  can  have. 


Saving  By    Mail 

HE  Merchants  Loan  Monthly 
Statement  Savings  Plan  saves 
you  the  trouble  of  going  to  the 
bank  every  time  you  make  a  de- 
posit and  puts  the  whole  matter 
of  saving  on  an  efficient,  business- 
like basis. 

This  plan  has  proved  to  be  a 
practical  aid  to  systematic  saving 
and  is  meeting  with  continued 
favor.  Circular  giving  full  particu- 
lars will  be  mailed  upon  request. 

"Identified    with   Chicago's 

Progress  Since    1857" 


•THE 

MERCHANTS, 
LOAN..  2B 


^COMPANY 


Capital  and  Surplus  $15,000,000 

112  W.  Adams   St.,    Chicago 


Lustrous  Silk  Satin 

Beautifully  Beaded 

-Georgette  Crepe 


THIS  beau- 
tiful Silk 
Satin  and 
Georgette  Crepe 
tunic  is  just  the  thing 
for  Easter  and  Spring 
wear.  You  must  see  this 
wonderful  garment  and  ao 
tually  wear  it  to  appreciate 
the  excellent  quality  of 
this  material.  Send  for 
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cheerfully  re- 
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Money 

Don't  send  a  sin- 
gle penny.  Just 
your  name  and 
address  on  a  post 
card.  We  deliver 
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no  matter  where 
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Tunic 
Style 


Latest  tunic  design 
with  overskirt.  Both  are ' 
heavily  beaded  in  a  very 
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neck  has  beads  encircling. 
Three  quarter  length  geor- 
gette sleeves  beaded  to  match. 
The  skirt  is  of  lurtrous  silk 
satin  with  silk   georgette 
crepe  overskirt.    Blouse 
has  loose   back   panel. 
The  waistline  is  denned 
with  silk  satin  belt.  Clos-' 
ing  is  at  left  side.  Only  our 
tremendous  buy  ing  power  makes  it  possi-  . 
ble  for  us  to  offer  this  beautiful  dress  at 
the  amazing  price  of  $9.89. 

I  Rush  your  order  in  now. 
Send  No  Money — just  your 
name  and  address  on  a  post 
card.  When  the  dress  is  de- 
livered, simply  pay  the  postman  the  sum  of  $9.89.  We 
gur.rantee  satisfaction  or  your  money  back.  Order 
now.  Comes  in  Navy  Blue,  Brown  and  Black. 

Misses  Sizes  14  to  20  years. 

Women's  Sizes  34  to  44  Bust  Measure. 

State  Size  and  color.    Order  by  No.  6A33. 

Gordon's  Cloak  House 

Now  at  Our  New  Location 
Dept.5304,      366  W.  Monroe  St.,     Chicago,  Illinois 


Please  mention  this  magazine  when  writing  to  advertisers 


Ninety -six 


ILLINOIS     CENTRAL     MAGAZINE 


April  1921 


W.G.  LLOYD  COMPANY 

626  to  636  Clark  Street  Sootfe 
CHICAGO 


Manufacturer*  ot 


Perpetual  Account  Books 
Loose  Leaf  Specialties  and  Blank 

Books 
High  Grade  Printing 


Loose  Leaf  System  Order  Blanks 

Telephone  Harrison  245 

H.J.  Armstrong  &Co. 

Blank  Book  Makers 
Railroad  and  Commercial  Printers 


538  So.  Clark  St. 


CHICAGO 


F.  W.  NAGEL 


Established  1865 


H.  L.  MEYER 


NAGEL  &  MEYER,  Jewelers 

Tkird  and  Broadway  PADUCAH,  KY. 

Expert  watchmakers  (only)  employed  to  care  for 
your  watches.  Ball  and  other  popular  makes  of 
railroad  watches  for  your  selection. 


Mortimer  &  Lindstrom  Co. 

(INCORPORATED) 

CONTRACTORS 

Plumbing,  Gas  Fitting,  Iron  and  Tile  Drainage 

Telephone  H.rrUon  8240 
Room  1306  Kimb.ll   Bldf.,  25  East  J.ekwo  Bl. 


Chas,  R,  Lone:  Jr,  Co, 

INCORPORATED 

MANUFACTURERS    OF 

Railway,  Station  and  Bridge  Paint 

622  to  63O  East  Main  St. 
LOUISVILLE,  KY. 


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GEORGE  E.  BRENNAN,  Manager  Telephone  Franklin  3600 


PATENTS 

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American  Rail  Leader 


Please  mention  this  magazine  when  writing  to  advertisers 


ILLINOIS      CENTRAL      MAGAZINE 


Contents 


Page 
Col.  H.  L..  Anderson.... Frontispiece 

History  and  Problems  of  Transportation,  Topic  of  Judge  R.  V.  Fletcher     7 

New   Question  on  the   Illinois   Central:   Have  You  Joined  the  I.   C 
E.  B.  A.  ? ^ .'.  11 

The  Thing  That  Will  Count  Most  If  You  Really  Want  To  Be  Pro- 
moted   .". 19 

Cross-Section  of  Chicago  History  Found  in  Cutting  Subway  Now  in 
Use 24 

"No  Exception"  Campaign  Successful  on  Our  Southern  Lines 27 

The  Busy  Bee  and  the  Orderly  Orchard  Turn  Spare  Time  Into  Money  31 

Primitive  Railroading  in  the  Far  East  Described  by  I.  C.  Employe 35 

Illinois  Central  System  Sounds  a  Warning  of  Impending  Coal  Shortage  40 
Idle  Mines  and  Empty  Coal  Cars  Demand  Attention  of  Buying  Public  42 
Wonders  of  Natural  History  Thrown  Open  to  Public  in  Field  Museum  45 

U.  S.   Railroad  Labor  Board  Rules   on  Subject  of  "National  Agree- 
ments"     ,- - 47 

Stage   and    Screen 50 

The  Home  Division + ,... 54 

Illinois  Central  Installs  Model  n  Station  Equipment  at  Centralia,  111 56 

Patrons  Express  Their  Appreciation  of  Illinois  Central  Service 61 

When  a  Good  Man  Moves 64 

Editorial    » 66 

The  Wayfarer  •-  71 

Public  Opinion   ,. 73 

Claims  Department  77 

Traffic   Department  - .'. - 82 

Law  Department  .- 85 

Hospital    Department  - 88 

Accident   and   Injury   Prevention 90 

News  of  the  Divisions.... - - 91 

Roll  of  Honor....  ~ 130 


Published  monthly  by  the  Illinois  Central  R.K..  in  the  interest 
of  the  railroad  and  its  ^4000  Employes 

Advertising    Kates  on  Application 

Office  13J51  East  11*  Place  Telephone  Wabash  '2200 

Chicago  Local  182 

per  copy        $  1^  p«r  year 


Col.  H.  L.  Anderson,  Editor  of  the  Illinois  Central  Magazine,  Who 
Died  March  16,  1921. 


Illinois  Central  Magazine 


VOLUME  9 


MAY,  1921 


NUMBER  11 


History  and  Problems   of  Transportation 
Topic  of  Judge  R.  V.  Fletcher 

General  Solicitor  Presents  Case  of  the  Railways  to  Iowa 

Business  Men 


A  REVIEW  of  the  history,  development 
and  present-day  problems  of  trans- 
portation formed  the  theme  for  the 
following  address  delivered  by  Judge  R.  V. 
Fletcher,  general  solicitor  of  the  Illinois  Cen- 
tral, before  the  Third  Iowa  Business  Con- 
gress, in  session  at  the  Hotel  Savery  III  in 
Des  Moines,  Iowa,  on  Wednesday,  April  6. 
The  Business  Congress  brought  together  in 
Des  Moines  many  of  the  important  merchan- 
disers of  Iowa.  The  bankers  and  newspaper 
men  of  the  state  likewise  were  invited.  The 
major  program  subjects  included  advertising, 
salesmanship,  merchandising,  turnover,  bank- 
ing and  credits,  agriculture,  export  trade, 
transportation,  building  trades  and  motor 
trades.  Judge  Fletcher  said: 

My  subject  is  transportation — a  subject  as 
broad  as  the  industrial  life  of  the  nation. 
Indeed,  if  we  are  to  consider  it  in  all  its  as- 
pects and  connotations,  it  is  as  broad  as  the 
problem  of  civilization.  It  suggests  here  and 
before  this  audience  perhaps  the  special  and 
restricted  question  of  the  railroad  problem, 
and  to  that  feature  of  the  subject  I  shall  de- 
vote my  observations.  But  it  may  not  be 
amiss  for  us  to  remember  that  this  question 
was  a  vital  one  before  railroads  were  con- 
structed, and  will  be  a  vital  one  if  perchance 
the  development  of  invention  shall  render 
railroads  obsolete  as  instrumentalities  of  trans- 
portation. The  barest  reference  to  the  familiar 
facts  of  history  will  show  that  the  inception 
and  development  of  what  we  commonly  call 
civilization  have  invariably  been  dependent 
upon  the  ability  of  particular  nations  to  solve 


the  problems  of  transportation.  This  is  not 
to  be  wondered  at  when  we  remember  that 
isolation  invariably  means  stagnation,  and 
stagnation  means  decay  and  retrogression. 

The  growth  of  nations  and  individuals  de- 
pends upon  the  development  of  the  social  in- 
stinct, and  this  instinct  is  vastly  stimulated 
and  nourished  by  the  widest  possible  inter- 
change of  peoples — their  ideas  and  their  in- 
dustrial products.  No  neighborhood  or  state 
or  nation  however  apparently  self-sufficient  in 
its  culture,  ideals  or  material  resources  can 
hope  to  retain  its  influence,  much  less  make 
progress,  if  it  adopts  a  policy  of  complete 
isolation.  We  have  instances  in  our  own 
country  where  peoples  of  good  blood  and 
fine  traditions  have  steadily  deteriorated  in 
all  the  fine  things  of  life  by  being  so  cir- 
cumstanced either  by  nature  or  by  mistaken 
policies  as  to  cut  off  the  humanizing  in- 
fluences that  come  from  contact  with  their 
fellow  men. 

Transportation  Made   Nations   Great 

And,  as  has  been  suggested,  a  glance  at 
the  nations  of  the  world  that  have  been 
counted  great  and  influential  serves  to  im- 
press the  truth  of  this  familiar  observation. 
We  cannot  estimate  the  debt  which  civiliza- 
tion owes  to  the  Phoenicians — a  people  with- 
out extended  boundaries,  few  in  number,  and 
so  hemmed  in  by  hostile  nations  as  to  con- 
fine them  to  a  narrow  strip  of  unfertile  soil 
along  the  shore  of  the  Mediterranean,  yet 
their  seafaring  instincts  drove  them  so  far 
afield  and  so  widened  their  horizon  that  they 
gave  to  the  world  the  first  alphabet,  the  first 


(7) 


Eight 


ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


system  of  accounting  and  the  first  correct 
ideas  of  geography.  Their  cultured  neigh- 
bors, the  Greeks,  sent  their  argosies  every- 
where and  scattered  their  culture  broadcast. 
The  Roman  power  depended  very  largely 
upon  the  splendid  highways  which  they  so 
constructed  as  to  reach  their  most  distant 
provinces,  causing  all  roads  literally  to 
stretch  to  Rome.  Even  the  Hebrews,  from 
whom  we  derive  our  theology,  were  fortu- 
hate  in  that  their  tiny  country  lay  in  the 
tracks  of  the  great  trade  routes  that  joined 
Egypt  and  the  culture  that  lay  to  the  North. 
In  our  own  times,  as  it  were,  we  behold 
the  example  of  Great  Britain,  whose  world- 
wide domain  is  clustered  about  an  insignifi- 
cant little  island,  but  bound  together  by  a 
mercantile  and  military  marine  that  makes 
all  these  people  one  when  it  becomes  neces- 
sary to  assert  the  power  of  the  Empire.  And 
in  contradistinction  to  these  peoples  who 
have  developed  their  transportation  facilities, 
we  have  the  melancholy  histories  of  the  ori- 
ental and  semi-oriental  nations  that  have 
been  dominated  by  religious  and  philosophic 
theories  that  have  retarded  their  growth  and 
made  them  useful  only  as  examples. 

Growth  of  America  Remarkable 

It  is  usual  to  refer  to  the  growth  and  de- 
velopment of  America  as  phenomenal,  and 
when  we  recall  that  we  have  existed  as  a 
nation  for  less  than  one  hundred  and  forty- 
five  years  (no  more  than  the  span  of  two 
lives)  and  in  that  time  we  have  grown  from 
a  string  of  insignificant  colonies  along  the 
Atlantic  seaboard  to  the  dominant  nation  of 
the  world,  it  is  indeed  a  marvelous  story. 
Much  of  this  progress  is  of  course  due  to  the 
wealth  of  our  soil,  to  our  inexhaustible  store 
of  natural  resources,  to  our  form  of  govern- 
ment, based  on  individualism,  an  important 
point,  and  to  our  policy  of  the  open  door  to 
all  worthy  citizens  of  whatsoever  clime  and 
language. 

But  these  factors  in  turn  have  produced 
and  stimulated  the  inventive  and  creative 
faculty  that  has  enabled  us  to  make  huge 
strides  in  solving  the  greatest  of  all  our  prob- 
lems— the  problem  of  transportation,  which, 
remaining  unsolved,  would  have  so  retarded 
our  growth  and  hindered  our  development 
that  our  record  would  have  been  far  other 
than  it  is. 


The  history  of  our  growth  is  largely  a 
history  of  the  expansion  of  our  transporta- 
tion facilities.  And  since  our  waterways 
(splendid  as  has  been  the  service  rendered 
by  them)  could  not  in  nature  of  things  reach 
our  vast  interior,  our  growth  has  depended 
essentially  upon  the  development  of  our  rail- 
roads, and  particularly  those  great  transcon- 
tinental systems  that  have  wedded  together 
East  and  West,  North  and  South,  that  have 
traversed  deserts  and  bridged  rivers  and 
hewn  down  mountains  and  defied  barriers  of 
storm,  cold  and  waste  and  forest.  These  are 
indeed  the  very  arteries  of  commerce  and 
hence  not  merely  the  advance  guard,  but 
truly  the  very  guardians  of  our  industrial  life. 

A  Story  Yet  to  Be  Written 

I  have  long  felt  that  it  would  be  well 
worth  the  while  of  some  student  of  transpor- 
tation with  the  literary  gift  to  write  the  ro- 
mantic and  fascinating  story  of  our  railroad 
systems — of  the  pioneer  spirit  that  conceived 
them,  of  the  genius  that  financed  them  and 
the  engineering  audacity  that  constructed 
them.  I  have  not  the  time  to  go  extensively 
into  the  history  of  our  railroads,  nor  to 
dwell  at  length  upon  the  curious  phase  of 
our  public  sentiment  that  has  viewed  with 
hostility  rather  than  with  sympathy  these 
immense  and  indispensable  agencies  of  our 
national  life. 

It  is  by  no  means  a  one-sided  story.  The 
exclusive  blame  for  the  breach  between 
patron  and  servant  is  not  to  be  laid  at  the 
door  of  either.  We  know,  however,  that 
prior  to  1870  we  lived  in  an  era  when  the  ac- 
tivities of  railroads  were  given  public  en- 
couragement, and  that  since  that  date  the 
tendency  has  been  the  other  way.  Prior  to 
the  period  of  regulation,  so  eager  were  the 
people  to  secure  the  construction  of  these 
national  highways  that  liberal  charters  were 
to  be  had  for  the  asking,  and  popular  sub- 
•  scriptions  to  their  stocks  were  very  usual. 

And,  moreover,  the  roads  when  constructed 
and  in  operation  were  rarely  if  ever  made 
the  victim  of  restrictive -and  annoying  legis- 
lation. Their  activities  in  the  matter  of  mak- 
ing rates,  operating  their  trains,  providing 
conveniences  and  facilities  for  the  public  and 
disposing  of  their  funds  were  precisely  such 
as  were  dictated  by  private  interests,  re- 
stricted only  by  the  provisions  of  their  char- 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Nine 


Judge  R.  V.  Fletcher,  General  Solicitor  of  the  Illinois  Central 


ters,  the  vague  mandates  of  the  common  law, 
and  the  powerful  spur  of  enlightened  self- 
advantage.  Unquestionably  this  early  period 
of  unregulated  railroad  activity  made  for  im- 
mense expansion  of  railroad  construction, 
but  it  indubitably  led  to  abuses. 

No  One  Entirely  Responsible 

It  is  an  interesting  field  of  speculation  to 
consider  the  influences  and  forces  which 
have  led  to  the  feeling  of  hostility  between 
railroad  owners  and  railroad  managers,  and 


those  upon  whom  the  railroads  must  depend 
for  their  sustenance.  The  limits  upon  my 
time  and  the  demands  of  the  occasion  will 
not  permit  me  to  pursue  that  question  at 
length.  Suffice  it  to  say  that  no  one  interest 
can  be  held  entirely  responsible  for  the  un- 
fortunate tendency  on  the  part  of  these  in- 
terests which  should  have  always  labored 
side  by  side,  to  array  themselves  in  hostile 
camps,  and  to  assume  toward  each  other  not 
an  attitude  of  mutual  helpfulness,  but  one 
which  was  severely  critical,  as  if  two  bitter 


Ten 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


enemies  were  fencing  for  advantage,  each 
seeking  every  possible  weak  point  in  the 
other's  armor. 

I  know  of  no  greater  duty  that  rests  upon 
railroad  man  and  patron  alike  than  to  do 
what  each  can  do  to  remove  this  feeling  of 
antagonism  and  to  bring  about  a  sentiment 
of  desire  for  mutual  support  and  assistance. 

Whatever  may  have  been  the  cause  of  the 
unhappy  tendency  to  friction,  certain  it  is 
that  about  1870  the  railroads  entered  upon  an 
era  of  restrictive  legislation  and  litigation, 
instituted  for  the  most  part  at  the  instance  of 
the  public,  who  felt  themselves  aggrieved, 
and  who  were  eager  for  an  opportunity  to 
exercise  the  power  of  regulation  which,  in 
the  absence  of  the  assertion  of  national  au- 
thority, the  states  undoubtedly  possessed. 

Rates  Too  Carelessly  Set 

It  is  difficult  to  resist  the  conclusion  that 
much  of  the  legislation  proposed  and  enacted 
between  the  years  1870  and  1890  was  to  some 
extent  at  least  vindictive  and  punitory  rather 
than  helpful  and  constructive.  These  rail- 
roads chartered  by  the  several  states  and 
therefore  subject  to  the  general  visitorial 
power  of  the  states,  affected  with  the  public 
interest,  and  there,  under  the  purview  of 
such  decisions  as  Munn  vs.  Illinois,  found 
themselves  confronted  with  a  body  of  legis- 
lation which  restricted  their  rate-making 
powers,  punished  them  for  all  sorts  of  real 
or  fancied  misdemeanors,  subjected  them  to 
orders  of  local  boards  as  to  public  improve- 
ments, provided  for  the  heaviest  possible 
taxation,  and  required  them  to  submit  to  a 
series  of  petty  regulations  which  were  both 
expensive  and  exasperating. 

This  form  of  regulation  went  so  far  even- 
tually as  to  bring  into  being  statutes  regulat- 
ing freight  rates  and  passenger  fares.  These 
statutes  violated  the  most  fundamental  prin- 
ciple of  rate-making,  and  were  enacted  in  a 
spirit  of  selfish  petulance  which  could  never 
be  justified  upon  any  principle  of  fairness  or 
upon  any  scientific  theory.  Obviously  the 
making  of  rates  is  a  matter  for  experts.  And 
yet  legislative  bodies  without  any  particular 
consideration  of  underlying  fundamental  prin- 
ciples undertook  the  task  of  naming  compli- 
cated rate  schedules,  under  which  railroads 
were  presumed  to  secure  a  fair  return. 

In   1887   the  national  government   entered 


the  field  of  regulation.  In  that  year  was  en- 
acted the  original  Act  to  Regulate  Com- 
merce. All  of  us  know  that  this  first  regu- 
latory measure  was  a  comparatively  innoc- 
uous one  so  far  as  the  interests  of  the  rail- 
roads were  concerned.  Under  it  the  Inter- 
state Commerce  Commission  for  a  period  of 
about  nineteen  years  functioned  in  a  leisurely 
fashion,  doubtless  accomplishing  much  good, 
but  leaving  the  railroads  largely  to  their  own 
devices,  particularly  in  the  field  of  inter- 
state rates. 

In  1906,  the  Act  to  Regulate  Commerce 
was  amended  by  the  Hepburn  Law,  and 
this  marked  the  beginning  of  intensive  regu- 
lation by  the  government.  Up  to  that  time 
the  states  had  been  predominant  in  the  field 
of  regulation,  but  from  1906  on,  by  a  series 
of  congressional  enactments,  and  by  a  course 
of  decisions  in  the  Supreme  Court  of  the 
United  States,  the  commerce  clause  of  the 
nstitution  of  the  United  States  was  so  en- 
forced and  construed  as  to  lead  to  a  con- 
stant widening  of  federal  influence  and 
power,  until  this  tendency  culminated  in  the 
Transportation  Act  of  1920,  which  if  cor- 
rectly construed  by  the  inferior  federal 
courts  will  greatly  restrict  state  regulation 
of  rates,  and  which  will  undoubtedly  greatly 
curtail  the  field  of  state  regulation  in  other 
respects.  The  amendment  to  the  Commerce 
Act  made  by  the  Hepburn  Law  was  accom- 
panied by  a  series  of  federal  statutes  regulat- 
ing other  phases  of  railroad  activity,  such  as 
the  Hours  of  Service  Law,  the  Twenty-Eight 
Hour  Law,  the  Safety  Appliance  Acts,  the 
Boiler  Inspection  Act,  the  Employers'  Liabil- 
ity Act,  the  Adamson  Eight  Hour  Law  and 
other  measures  which  were  supposed  to  in- 
crease the  safety  of  operation  and  the  wel- 
fare of  employes. 

Anti-Trust  Laws  Invoked 

Contemporaneous  with  the  enactment  of 
these  restrictive  statutes,  none  of  which 
could  be  said  to  be  favorable  to  investors  in 
railroad  securities,  there  came  into  existence 
the  illogical  theory  evidenced  by  legislation 
and  decision  that  the  railroads  were  subject 
to  anti-trust  laws,  and  should  be  forced  to 
compete  even  in  matters  which  by  their  very 
nature  were  not  the  subject  of  competition. 

(Continued  on  Page  113.) 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eleven 


A  New  Question  on  the  Illinois  Central: 
Have  You  Joined  the  I.C.E.B.A.  ? 

Employes  on   Western  Lines  Organize  to  Gather 
Business  for  the  Company 


OBJECTS 

To  interest  Illinois  Central  employes  in 
the  direct  solicitation  of  freight  and 
passenger  business. 

To  improve  the  service  for  the  benefit 
of  the  shipping  and  traveling  public. 

To  promote  courteous  treatment  of 
patrons  by  Illinois  Central  employes. 

To  encourage  all  legitimate  activities 
of  the  Illinois  Central  Railroad  in  this 
community. 

— From  the  card  of  the  Illinois  Central 
Employes'  Business  Association. 


W 


ATERLOO  is  familiar  to  most  peo- 
ple as  the  name  of  a  place  where 
the  allied  powers,  more  than  a  cen- 
tury ago,  gave  Napoleon  the  bump  of  his 
career,  and  thereby  vindicated  their  policy 
of  co-operation. 

Mark  that  name — Waterloo. 

Co-operation  is  just  as  effective  now  as 
it  was  then.  This  is  being  proved  daily 
by  Illinois  Central  employes  at  another 
Waterloo — Waterloo,  Iowa.  These  men  and 
women  have  organized  what  may  well  prove 
to  be  one  of  the  biggest  things  in  the  his- 
tory of  the  Illinois  Central,  an  active  and 
systematic  search  for  business  for  the  com- 
pany, thereby  assuring  its  prosperity  and 
their  own. 

Officially  organized  only  since  February 
4,  1921,  the  Illinois  Central  Employes'  Busi- 
ness Association  now  has  763  members 
scattered  along  the  western  lines  of  the 
Illinois  Central  from  Dubuque  to  Council 
Bluffs.  The  chief  organization  is  at  Water- 
loo, where  the  idea  originated,  but  branch 
associations  are  at  work  in  Sioux  City, 
Council  Bluffs,  Fort  Dodge  and  Cherokee, 
and  one  is  being  arranged  for  at  Dubuque, 
where  already  considerable  business  has 
been  obtained. 

A  Record  for  Getting  Business 

Each  of  these  eventually  will  be  an  in- 
dependent organization.  At  present,  how- 


ever, they  look  to  Waterloo  for  guidance. 
The  officers  of  the  association  at  Waterloo 
are:  President,  N.  Bell,  master  mechanic; 
vice-presidents,  H.  N.  Seely,  general  fore- 
man, H.  O.  Dahl,  general  yardmaster,  F. 
Higgins,  agent,  E.  C.  Stark,  engineer,  Iowa 
division,  Thomas  Dolan,  boiler  inspector, 
and  A.  J.  Robbins,  shipping  clerk;  secre- 
tary, K.  E.  Beal,  assistant  to  the  division 
storekeeper*  treasurer,  H.  Klempau,  gang 
foreman. 

Up  to  April  25 — in  less  than  three  months 
of  work — members  of  the  association  had 
obtained  733  routing  orders  at  Waterloo, 
159  at  Fort  Dodge,  41  at  Council  Bluffs, 
35  at  Sioux  City,  and  7  at  Dubuque.  Mem- 
bers have  also  accounted  for  approximately 
150  passenger  tickets — the  total  was  126  on 
April  15. 

These  orders  represent  many  thousands 
of  dollars'  worth  of  business.  They  are 


MEMBERSHIP  CARD  NO. 


ILLINOIS  CENTRAL ;'EMPLOYES 
BUSINESS  ASSOCIATION 


JH,S  CEKT.F, 


The  Card  of  Member  No.  1 

practically  all  clear  gain  to  Illinois  Central 
traffic,  as  they  have  been  obtained  in  a 
highly  competitive  field  and  at  a  time  of 
acute  business  depression  in  that  part  of  the 
country. 

The  record  at  Waterloo  is  especially  re- 
markable when  it  is  considered  that  this 
manufacturing  city  of  36,000  has  been  suf- 
fering from  unusually  hard  times,  since 
there  has  been  little  demand  for  one  of  its 


Twelve 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


chief  products,  farm  machinery.  Several 
thousand  men  have  been  laid  off  in  the 
factories.  One  would  scarcely  expect  at 
this  time  a  boom  in  business  for  the  Illi- 
nois Central. 

Payroll  a  Potent  Argument  ' 

But  that  is  exactly  what  has  taken  place, 
thanks  to  the  Illinois  Central  Employes' 
Business  Association.  The  Illinois  Central 
shops  at  Waterloo  employ  at  ordinary  times 
close  to  a  thousand  men,  and  the  payroll, 
which  eventually  gets  into  the  cash  regis- 
ters of  the  Waterloo  merchants,  is  always 
in  excess  of  $100,000  a  month. 

These  figures  give  the  solicitors  a  run- 
ning start  for  the  business.  The  merchants 
of  Waterloo  realize  the  amount  of  business 
the  Illinois  Central  means  to  them,  and 
the  employes'  association  points1  out  to  them 
what  their  freight  and  passenger  business 
means  to  the  Illinois  Central. 

In  addition,  the  Waterloo  solicitors  find 
that  the  rest  of  the  Illinois  Central  family 
is  behind  them  in  their  effort  to  give  the 
best  possible  service  in  return  for  the  new 
business.  Only  about  half  the  game  lies  in 
getting  the  business.  The  other  half  con- 
sists of  keeping  it  after  it  has  been  obtained. 
Two  of  the  points  presented  at  the  begin- 
ning of  this  article  deal  with  keeping  the 
business,  while  only  one  pertains  to  get- 
ting it. 

Must  Give  as  Well  as  Receive 
The  members  realize  that  the  Illinois  Cen- 
tral must  give  something  in  return  for  the 
new  business  obtained.  Service,  they  say, 
is  the  best  thing  the  company  has  to  sell. 
Consequently,  in  carrying  out  the  second 
point  of  their  platform,  "to  improve  the 
service  for  the  benefit  of  the  shipping  and 
traveling  public,"  they  plan  to  avoid  future 
troubles.  They  do  not  avoid  complaints 
or  suppress  them  when  they  come  up;  in- 
stead, in  each  case  they  make  notes  of  the 
matter,  investigate  it  themselves,  correct  it 
if  it  is  a  local  fault,  or  refer  it  to  the  proper 
authorities  if  it  requires  a  more  extensive 
remedy. 

Their  third  point,  courtesy,  they  preach 
by  pointing  out  the  costly  effects  of  dis- 
courtesy. If  a  local  friend  of  the  Illinois 
Central  has  been  lost  through  discourteous 
treatment,  the  example  is  held  up  as  some- 


thing to  be  avoided,  and  the  amount  of 
business  getting  away  from  the  association 
for  this  reason  is  made  the  subject  for  com- 
ment. The  members  have  seen  what  they 
can  accomplish  through  the  cultivation  of 
friendship,  and  they  are  able  to  point  it 
out  -to  their  fellow  employes  in  a  dollars 
and  cents  way  of  speaking. 

In  all  of  these  points,  as  well  as  in  the 
fourth,  "to  encourage  all  legitimate  activities 
of  the  Illinois  Central  Railroad  in  this  com- 
munity," the  employes  feel  that  they  are 
carrying  out  in  a  large  measure  the  wishes 
of  President  C.  H.  Markham  for  genuine  co- 
operation with  the  public.  In  seeking  busi- 
ness, they  plan  also  how  to  keep  it. 

Giving  Service  Part  of  the  Plan 

So  the  members  of  the  association  keep 
on  the  job  after  the  orders  have  been  ob- 
tained. They  arrange  shipping  schedules 
that  will  avoid  unnecessary  delays.  They 
keep  track  of  the  shipment  while  it  is  on 
the  road.  When  it  arrives,  they  see  that 
it  is  placed  promptly  and  properly  where 
it  belongs.  And  then,  from  time  to  time, 
they  drop  in 'to  see  the  merchants  and  to 
ask  them  how  everything  is  coming  along. 
When  there  is  a  complaint,  a  note  is  made 
of  it,  and  it  is  referred  to  the  proper  au- 
thorities. In  short,  every  effort  is  being 
made  to  give  Illinois  Central  patrons  the 
idea  that  all  connected  with  the  company — 
including  their  own  friends  and  customers, 
the  employes  at  Waterloo — are  alert  to  serve 
and  please. 

You  would  be  surprised  how  the  idea  is 
taking  hold  among  the  merchants.  The 
idea  that  employes  could  take  such  an  in- 
terest in  the  welfare  of  the  company  has 
appealed  to  them  so  much  that  they  are 
going  out  of  their  way  to  express  their 
appreciation  of  the  service. 

After  canceling  part  of  an  order  that  was 
improperly  handled  by  the  consigning  manu- 
facturers, a  Waterloo  shoe  company  wrote 
to  the  association  as  follows:  "We  under- 
stand this  firm  did  not  wish  to  honor  the 
shipping  instructions  we  gave  them.  If 
we  order  any  more  from  these  people,  we 
will  have  a  definite  understanding  to  send 
them  via  Illinois  Central." 

Pleased  With  Employes'  Interest 

An     electrical     supply     company     wrote: 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirteen 


"We  will  be  glad  to  route  a  considerable 
portion  of  our  business  via  the  Illinois  Cen- 
tral. This  matter  has  been  called  to  our 
attention  before,  and  with  the  interest  that 
the  employes  of  the  Illinois  Central  are 
showing  in  the  matter,  we  cannot  help  but 
feel  that  the  service  over  the  Illinois  Cen- 
tral will  be  beyond  criticism." 

A  prominent  clothing  company  wrote: 
"We  have  your  card,  and  will  say  that  we 
are  giving  the  Illinois  Central  every  dollars' 
worth  of  our  freight  business." 

"We  appreciate  very  much  the  interest 
you  take  in  your  employers  and  assure  you 
we  are  giving  the  Illinois  Central  all  the 
freight  we  possibly  can,"  wrote  a  women's, 
misses'  and  children's  wearing  apparel  com- 
pany. 

And  so  it  goes.  Firms  that  never  gave  a 
thought  before  to  the  routing  of  their 
freight  are  now  throwing  business  to  the 
Illinois  Central  and  telling  the  employes 
about  it. 

The  How,  Where,  and  What 

Questions  are  bound  to  arise.  How  did 
all  this  come  about?  How  does  the  or- 


ganization work?  What  do  the  solicitors 
work  with?  When  do  they  do  this  work? 
What  procedure  and  what  forms  will  be  re- 
quired for  similar  organizations  elsewhere? 
Where  are  the  best  places  for  these  organi- 
zations? 

Let  us  take  the  last  question  first.  Any 
place  business  is  to  be  obtained  is  a  good 
place  for  such  an  organization.  Generally 
speaking,  new  business  or  business  won 
from  competitors  is  the  only  kind  consid- 
ered in  the  record  of  the  Waterloo  solici- 
tors. Routings  that  naturally  would  have 
to  go  over  the  Illinois  Central  are  seldom 
scored.  Any  city,  town  or  country  station 
where  business  can  be  worked  up  is  a 
suitable  place  for  employes  to  solicit  busi- 
ness, and  the  size  of  the  organization  they 
have  can  be  limited  only  by  the  number 
of  employes. 

As  a  matter  of  fact,  the  easiest  places  to 
work  are  division  points  where  there  are 
competing  roads  and  the  number  of  Illi- 
nois Central  employes  is  relatively  large. 
One  of  the  best  arguments  for  business  is 
the  size  of  the  local  payroll,  although  a 


Guests    at    banquet    in    Odd   Fellows'    Hall,    Waterloo,     7<wa,   on  December  16.      (See  Page  14.) 

Left  to  right,  bottom  row:  N.  Bell,  master  mechanic;  L.  E.  McCabe,  superintendent;  A.  E.  Clift,  general 
manager;  N.  W .  Frisbie,  mayor;  S.  B.  Chapman,  travel  ing  engineer;  L.  E.  Strouse  trainmaster;  H.  S.  Taylor, 
chief  clerk  to  general  superintendent;  H.  D.  Smith,  claim  agent  F.  M.  Fuller,  car  foreman;  N.  W.  Johnson, 
tool  room  foreman;  Theo.  Winrdnger,  machine  shop  foreman. 

Middle  row:  Charles  Horsley,  assistant  round  house  foreman;  E.  S.  Shapland,  division  storekeeper;  William 
Mueller,  general  foreman.  Cedar  Rapids;  F.  Schroder,  pit  gang  foreman;  R.  L.  Jackson,  tank  foreman;  H.  N. 
Seeiy,  general  foreman;  Frank  Reynolds,  mill  foreman;  Tom  Ellis,  roundhouse  foreman;  C.  A.  Fish,  Chief  clerk 
to  master  mechanic;  A,  Feisner,  boilermaker  foreman;  Frank  Quinn,  foreman  car  department;  William  Kant- 
manns,  stationary  engineer;  Henry  Steinmeyer,  air  brake  foreman;  W.  J.  Mulvaney,  shop  engineer;  W. 
P.  Robinson,  painter  foreman;  A.  Horsley,  Dubuque;  A.  Weis,  boilermaker  foreman,  Fort  Dodge;  H.  Klempau, 
pit  gang  foreman. 

Top  row:  J.  Pennington,  pit  gang  foreman;  F.  Dahl,  tinshop  foreman;  L.  Fideler,  roundhouse  foreman,  Fort 
Dodge;  C.  A.  Kent,  car  foreman,  Cedar  Rapids;  Joe  Voeliinger,  engine  wiper  foreman;  P.  Doyle,  labor  fore- 
man; J.  Dewald,  foreman;  Herman  Becker,  night  round  house  foreman. 


Fourteen 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


promise  of  improved  service — backed  up  by 
improved  service — also  is  a  business-getter 
anywhere.  The  personal  factor  cannot  be 
emphasized  too  strongly.  No  Illinois  Cen- 
tral employe  should  be  Afraid  to  ask  his 
friends  for  their  business.  These  friends 
seldom  hesitate  to  ask  him  for  his.  It  is 
a  matter  of  give  and  take. 

Found  What  Routing  Order  Was 

How  did  the  Waterloo  employes  happen 
to  start  this  organization?  It  is  largely  a 
story  of  Frank  Fuller,  general  car  foreman, 
and  the  funeral  banquet  for  the  one-time 
Foremen's  Association,  composed  of  the 
foremen  working  under  Master  Mechanic 
Bell  on  the  western  lines. 

In  the  early  part  of  December,  1920,  Mr. 
Fuller  and  J.  E.  Allison,  agent  at  Dubuque, 
were  touring  the  Illinois  Central  on  another 
line  of  business.  Mr.  Allison  had  been 
talking  to  Mr.  Fuller  about  routing  orders. 
At  that  time,  so  Mr.  Fuller  professes,  he 
didn't  know  what  a  routing  order  looked 
like. 

At  Bloomington,  111.,  Mr.  Allison  showed 
him  a  blank  one — several,  in  fact — and  ex- 
plained how  they  were  to  be  filled  out.  At 
the  same  time  the  two  discovered  that  they 
had  three  hours  to  while  away  before  train 
time.  They  could  have  gone  to  a  movie  or 
something  of  the  sort,  but  if  they  had  this 
story  might  not  have  been  written. 

An  idea  occurred  to  Mr.  Fuller.  "Let  us 
take  these  twenty-five  blank  orders,"  he 
said.  "You  go  one  way,  and  I'll  go  the 
other.  .We'll  meet  at  the  station  just  before 
train  time  to  check  up  results." 

When  they  got  back,  twenty-three  of  the 
twenty-five  orders  were  filled  out,  including 
one  for  a  carload  of  oil  from  Oklahoma  to 
Bloomington.  The  possibility  of  getting 
business  had  been  proved. 

Idea  Taken  Up  at  Banquet 

The  next  boost  for  the  idea  came  on  De- 
cember 16,  when  a  banquet  was  he.ld  at  the 
Odd  Fellows'  Hall  in  Waterloo  to  disband 
the  old  Foremen's  Association.  This  ban- 
quet, incidentally,  was  an  Illinois  Central 
affair  from  beginning  to  end.  Everyone 
who  took  part  in  its  production,  from  the 
cook  to  the  musicians,  was  an  Illinois  Cen- 
tral employe,  and  its  success  was  a  matter  of 
much  pride  to  the  force  at  Waterloo. 


In  attendance  at  the  banquet,  by  special 
invitation,  were  A.  E.  Clift,  general  man- 
ager, and  L.  E.  McCabe,  superintendent  of 
the  Minnesota  division.  At  this  time  a 
campaign  was  on  for  better  relationship 
among  the  management,  the  employes  and 
the  public. 

Naturally,  this  was  one  of  the  main  topics 
for  discussion.  Mr.  Fuller,  when  called 
upon  to  speak,  had  "up  his  sleeve,"  as  he 
says,  a  collection  of  routing  orders  he  had 
quietly  gathered  up  in  Waterloo.  These  he 
passed  around  as  examples  of  what  the 
efforts  of  an  employe  could  accomplish. 
The  matter  was  seized  upon  by  the  officers 
as  an  opportunity  to  drive  home  the  point 
of  co-operation,  and  from  the  enthusiasm 
engendered  at  that  time  came  much  of  the 
later  success  of  the  work. 

Organization  Formed  February  4 
A  few  days  later  R.  W.  Bell,  general 
superintendent  of  motive  power,  arrived  at 
Waterloo.  Learning  of  the  campaign  for 
business  that  was  being  discussed  there,  he 
expressed  in  a  vigorous  way  to  all  with 
whom  he  talked  the  appreciation  of  the 
management  and  of  himself  for  the  interest 
being  taken  by  the  employes.  His  enthu- 
siasm gave  the  matter  further  encourage- 
ment. Good  support  of  the  movement  also 
was  given  by  T.  H.  Sullivan,  superintendent 
of  the  Iowa  division,  who  has  aided  the 
work  not  only  at  Fort  Dodge,  but  also  at 
other  points  in  his  territory.  Encourage- 
ment also  came  from  General  Superintendent 
W.  S.  Williams,  and  a  meeting  for  formal 
organization  was  held  February  4. 

Although  good  results  were  being  ob- 
tained before  the  organization  was  formed, 
there  had  been  considerable  lack  of  infor- 
mation and  also  some  duplication  of  effort. 
Since  then,  most  of  this  has  disappeared. 

General  Foreman  Seely  called  the  meeting 
of  shop  foremen.  The  minutes  of  this  first 
meeting  of  February  4  show  that,  after  the 
election  of-  officers  and  the  selection  of  a 
name  had  been  taken  care  of,  it  was  moved 
and  carried  "that  a  complete  list  of  all 
business  firms  in  the  city  be  compiled,  same 
to  show  what  firms  have  been  solicited  and 
dates  solicitation  was  made,  and  that  the 
secretary  maintain  a  book  record  which  will 
show  dates  on  which  various  firms  were 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifteen 


called  upon,  this  record  to  be  available  for 
members  to  determine  which  firms  should 
be  visited";  also  "that  members  report  to 
secretary  at  the  end  of  each  day  when  out 
soliciting  business  what  firms  have  been 
called  upon  and  results  of  their  visit,  and 
that  any  routing  orders  secured  be  delivered 
to  the  president  or  vice-presidents,  and  that 
any  difficulties  or  complaints  be  reported 
to  the  foregoing  officers." 

How  the  Plan  Works  Out 

How  does  the  organization  work?  Nat- 
urally there  have  been  some  changes  from 
the  original  plan,  but  the  heart  of  it  is  the 
same. 

The  original  time  of  soliciting  is  not  ad- 
hered to  absolutely.  A  good  deal  of  it  is 
spare-time  work.  Occasionally  days  are 
taken  off  for  special  trips  or  special  in- 
vestigations in  the  city,  but  for  the  most 
part  the  solicitors  attend  to  this  when  they 
haven't  anything  else  to  do. 

Two  lists  are  maintained:  a  list  of  all  the 
firms  in  the  city,  and  a  card  index  of  the 
firms  solicited.  On  each  card  appear  the 

A.W.S.-J-JI-WM 


names  of  the  workers  assigned  to  that  firm 
— -generally,  but  not  always,  they  work  in 
pairs.  On  each  card,  likewise,  is  a  list  of 
the  shippers  from  whom  that  firm  receives 
freight.  The  date  of  each  visit  is  also  re- 
corded there. 

The  assignments  are  made,  as  far  as  pos- 
sible, so  that  the  solicitors  handle  business 
with  which  they  are  acquainted  and  deal 
with  firms  whose  managers  they  know. 
The  vice-presidents  of  the  association  are 
purposely  chosen  from  widely  varying  de- 
partments, so  that  information  can  be  ob- 
tained on  all  angles  of  the  work.  When  a 
group  visit  is  made,  for  instance,  the  freight 
agent  is  along  to  quote  rates,  the  yardmas- 
ter  to  arrange  for  the  local  handling  of  the 
order,  and  so  on. 

Meetings  Held  Every  Week 

The  association  works  systematically.  A 
meeting  of  the  board  of  vice-presidents  is 
held  periodically — usually  every  Monday 
morning — in  Mr.  Bell's  office.  Ideas  are 
exchanged  here  and  plans  laid  for  the  week's 
campaign.  The  bulk  of  the  members  at 

Form  130J  R*r. 


Illinois  Central  Railroad  Co. 


ROUTING  DIRECTIONS 


Gentlemen: 
*  Pleatemark  and  route... 


care  of  Illinois  Central  R.  R.  at.. 
care  of . .     • 


._ .„ at.. 

Yours  truly. 


Here  Is  the  fVeapon  That  Does  the  Business 


Sixteen 


ILLINOIS      CENTRAL     MAGAZINE 


May  l.->21 


present  do  their  work  for  the  association 
through  the  vice-presidents,  but  is  hoped 
eventually  to  bring  out  the  social  features 
of  the  work  and  have  a  clubroom  and  a 
meeting  place  for  all. 

The  association  has  not  confined  its  ef- 
forts to  Waterloo.  Branch  associations  have 
been  established  at  these  other  points 
largely  as  a  result  of  the  enthusiasm,  en- 
couragement and  missionary  spirit  of  the 
Waterloo  workers.  In  one  case,  it  took 
three  visits  of  investigation  before  the  em- 
ployes at  another  city  took  hold,  but  when 
they  got  started  and  proved  for  themselves 
what  could  be  done,  they  became  as  en- 
thusiastic as  the  original  workers. 

Members  Are  Real  Salesmen 
It  is  profoundly  impressive  to  talk  with 
some  of  the  men  who  have  been  most  suc- 
cessful in  the  work  at  Waterloo.  They  are 
deeply  serious  about  the  possibilities  of  the 
plan,  and  are  developing  into  salesmen  who 
would  be  a  credit  to  any  line  of  work.  It 
must  be  remembered  that  selling  Illinois 
Central  service  is  only  a  small  part  of  their 
duties,  yet  they  have  developed  methods  of 
approach  and  follow-up  as  effective  as  those 
taught  by  many  a  school  of  salesmanship. 
They  won't  be  put  off  by  a  cool  reception; 
they  won't  leave  until  they  have  obtained 
some  concession,  and  they  hold  themselves 
ready  at  any  minute  with  facts  and  figures 
to  prove  Illinois  Central  superiority. 

The  tools  the  members  work  with  are: 
first,  their  cards  of  membership  in  the 
association,  showing  on  the  reverse  side  the 
purpose  of  the  work;  second,  blank  routing 
orders;  third,  an  idea  of  the  proposition 
they  are  approaching;  and  fourth,  figures  on 
Illinois  Central  service,  generally  and  lo- 
cally, and  on  the  contribution  of  the  Illi- 
nois Central  to  the  business  life  of  the 
city. 

Carload  Freight  Sought  Mostly 
Equipped  with  these  and  with  a  knowl- 
edge of  the  results  their  co-workers  have 
obtained,, they  seldom  fail  to  get  at  least  a 
promise  of  future  business.  Their  main 
effort  is  to  get  freight  in  carload  lots,  but 
they  do  not  disdain  less-than-carload  orders, 
especially  when  there  is  a  chance  of  render- 
ing noticeably  improved  service  and  getting 
carload  business  lined  up  for  later  on. 


Although  the  manufacturing  depression  in 
Waterloo,  with  the  consequent  shutting 
down  of  factories,  has  made  the  association 
seek  for  the  most  part  business  coming  into 
Waterloo,  the  committee  has  also  made  it 
a  point  to  solicit  the  manufacturers  for  in- 
formation regarding  their  products,  so  as  to 
be  able  to  talk  Waterloo,  as  well  as  the 
Illinois  Central,  to  the  customers  out  on  the 
lines.  The  members  have  met  with  most 
satisfactory1  treatment  from  the  factories 
visited,  and  have  left  an  impression  that  will 
undoubtedly  result  in  increased  business  for 
the  Illinois  Central  when  business  again 
opens  up. 

Tour  Works  Up  Stock  Business 

In  addition  to  working  Waterloo  and  en- 
listing new  organizations  at  other  cities,  the 
members  of  the  parent  association  have 
gone  out  in  the  vicinity  of  Waterloo  to  stir 
up  business  among  the  farmers  and  stock 
raisers.  A  committee  of  seven  on  March  8 
started  a  tour  of  the  Albert  Lea  district, 
toward  and  beyond  the  Minnesota  line,  seek- 
ing interviews  with  the  local  shippers.  As 
a  result  of  the  conversations  on  that  trip, 
when  it  was  found  the  average  movement 
of  stock  was  35  cars  every  Sunday,  plans 
were  made  to  set  aside  March  27  as  a  spe- 
cial stock  movement  day,  and  66  cars  were 
promised.  Arrangements  were  made,  as 
something  new  in  that  district,  to  give  the 
shippers  only  40-foot  steel  underframe  cars 
and  special  accommodations  out  of 
Waterloo. 

The  feeling  left  by  this  trip  and  by  the 
movement  of  the  stock  on  that  day  is  ex- 
pected to  result  in  material  and  lasting 
benefit  to  the  Illinois  Central.  The  farmers 
were  so  pleased  to  see  the  employes  at 
this  work  that  one  of  them  volunteered  to 
continue  the  efforts  of  the  tour  on  his  own 
account  at  points  away  from  the  line. 

As  another  accommodation  to  Waterloo, 
the  members  have  solicited  business  suf- 
ficient to  add  a  refrigerator  car  regularly 
to  the  Chicago-Waterloo  service.  They 
now  are  planning  to  re-ice  the  car  at  Water- 
loo and  arrange  for  local  business  to  han- 
dle it  regularly  back  to  Chicago.  This  serv- 
ice has  been  much  appreciated  by  the  mer- 
chants, who  carried  a  note  in  their  bulletin 
explaining  the  work  and  commenting  favor- 
ably upon  Illinois  Central  enterprise. 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Seventeen 


Passenger  Business  Also  Sought 
Freight  business,  however,  is  only  a  part 
of  the  story.  It  is  in  the  solicitation  of 
passenger  business  that  personal  relation- 
ships count.  Mr.  Dahl,  one  of  the  vice- 
presidents,  tells  of  a  friend  who  did  not  use 
the  Illinois  Central  on  his  trips  to  Chicago. 
On  two  occasions  in  the  last  sixty  days  he 
has  been  induced  to  use  the  Illinois  Cen- 
tral. On  one  of  these  occasions  Mr.  Dahl 
was  instrumental  in  making  arrangements 
for  him  to  get  a  berth  which  he  would  not 
otherwise  have  had,  and  this  little  extra  ac- 
commodation saved  the  day  for  the  Illinois 
Central. 

Many  Russians  are  leaving  Iowa  and 
other  western  states  to  return  to  Europe. 
In  Sioux  City  the  Illinois  Central  has  a 
Russian  employe  named  John  Levish,  who 
is  an  interpreter  and  business  agent  among 
his  own  people.  He  has  been  instrumental 
in  getting  most  of  their  business  for  the 
Illinois  Central.  On  March  26  he  turned  in 
7  passengers  for  Chicago;  on  April  2,  15; 
on  April  9,  11  (these  11,  incidentally,  with 
$160  worth  of  excess  baggage).  It  is  esti- 
mated that  he  handled  100  before  he  began 
making  reports.  Besides,  he  has  6  Swedes 
and  100  Russians  lined  up  for  passage  in 
May. 

A  Last-Minute  Bid  for  Business 

One  Waterloo  coach-cleaner  who  discov- 
ered that  his  fellow-countrymen  had  al- 
ready bought  tickets  to  Chicago  over  an- 
other line  was  so  insistent  in  talking  Illinois 
Central  to  them  that  they  got  their  money 
back  and  later  took  the  Illinois  Central,  a 
gain  to  the  company  of  22  full  fares  and 
2  half  fares. 

And  so  it  goes.  The  members  of  the 
Illinois  Central  Employes'  Business  Asso- 
ciation are  gathering  in  the  business  wher- 
ever it  is  to  be  found. 

The  Waterloo  workers  are  well  equipped 
with  stories  of  the  way  the  work  has  gone. 
One  of  Secretary  Beal's  best  examples  is 
that  of  Peter  Singer,  a  welder  in  the  shops, 
scarcely  able  to  speak  English,  who  did 
some  of  his  best  work  for  the  Illinois  Cen- 
tral while  laid  off.  Singer  was  off,  all  told, 
more  than  a  month.  He  didn't  have  much 
of  anything  else  to  do,  so  he  decided  to  see 
what  he  could  accomplish  in  the  way  of 


gathering  routing  orders.  In  a  remarkably 
short  time  he  brought  in  a  total  of  125  of 
these!  The  other  day  he  went  over  to  Ce- 
dar Falls,  six  miles  from  Waterloo,  and 
came  back  with  35. 

A  Profitable  Two-Hour  Visit 

Mr.  Fuller  spent  two  hours  in  Osage, 
Iowa,  the  other  day  and  returned  to  Water- 
loo with  16  routing  orders,  one  of  them  for 
30  carloads  of  coal  from  Stacy  &  Company. 
One  evening  not  long  ago  he  found  himself 
in  Omaha  with  J.  J.  Hocksema  of  Chicago, 
traveling  car  agent.  Just  to  see  what  could 
be  done,  instead  of  taking  in  a  show,  they 
strolled  to  a  home  builders'  exhibit  in 
progress  at  the  Coliseum  and  wandered 
around  talking  Illinois  Central  to  the  busi- 
ness men  represented  there.  It  was  an 
evening  well  spent,  for  they  got  the  busi- 
ness of  a  paint  contractor,  as  well  as  a 
furnace  man's  orders  from  Dowagiac,  Mich., 
and  a  lavatory  shipment  from  Detroit. 

Worked  It  From  All  Angles 

Mr.  Klempau,  listed  as  treasurer  of  me 
association,  drives  a  Buick.  So  he  went 
around  to  see  the  Buick  agent  at  Waterloo. 
The  automobile  business  hasn't  been  good, 
but  Mr.  Klempau  got  a  promise  of  ship- 
ments via  the  Illinois  Central.  Then  he 
went  to  see 'the  Nash  agent,  and  pledged  him 
for  five  carloads  in  March.  He  needed  four 
new  tires — saw  the  tire  man — made  a  trade 
on  patronage  both  ways — got  a  routing  or- 
der. He  asked  his  wife  where  their  bread 
came  from — visited  the  bakery  man  and 
lined  him  up  for  the  Illinois  Central.  And 
so  on.  The  people  Mr.  Klempau  trades 
with  are  expected  to  trade  with  the  Illinois 
Central. 

"It  is  a  case  of  bread  and  butter  with 
me,"  he  explains.  "When  the  company  gets 
business,  I  get  my  pay.  With  men  being 
laid  off  in  so  many  of  the  businesses  here, 
it  is  up  to  me  to  see  that  the  railway  busi- 
ness doesn't  suffer." 

Keeps  Record  of  the  Service 
Mr.  Dahl,  who  is  yardmaster  and  conse- 
quently has  much  to  do  with  the  local  end 
of  the  car  service,  has  started  a  record  of 
the  results  of  the  work  with  a  daily  form 
sheet  showing  the  arrival,  contents,  con- 


Eighteen 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


signee,  time  of  arrival,  time  ordered  placed, 
and  time  placed,  so  that  there  is  no  unnec- 
essary delay  in  delivery.  He  has  found  that 
the  switchmen  can  co-operate  by  showing 
care  in  placing  the  cars  and  seeing  that  the 
patron  is  satisfied. 

Alertness  to  seek  business  was  shown  at 
Fort  Dodge  by  A.  L.  Nicholas,  car  foreman, 
who  heard  of  a  new  furniture  store  that 
was  about  to  be  opened,  interviewed  the 
proprietors,  and  got  a  routing  order  for  7 
carloads  of  furniture. 

Off-Line  Business  Also  Sought 
Business  is  frequently  picked  up  even  off 
the  line.  A  committee  trip  was  made  to 
Urbana,  Iowa,  on  another  railway,  to  inter- 
view two  brothers  who  were  buying  horses 
for  the  New  Orleans  market.  Previously 
they  had  given  the  Illinois  Central  a  trial 
shipment,  but  had  not  received  entirely  sat- 
isfactory service.  At  the  time  of  the  visit 
they  were  urged  to  make  a  complaint  if 
they  thought  they  had  one,  but  declined. 
However,  they  agreed  to  try  the  Illinois 
Central  again  when  business  started  up.  At 
4  p.  m.  a  few  days  later  they  called  for  a 
stock  car  for  cattle  to  Chicago.  The  car 
was  sent  to  them  that  evening  on  the  other 


line,  came  back  loaded  early  the  next  morn- 
ing, and  was  off  almost  immediately  on  the 
Illinois  Central  for  its  destination.  It  is  ex- 
pected that  service  like  this  will  make  up 
for  any  previous  complaint  they  may  hare 
had. 

Carrying  Out  the  Company's  Policy 

Behind  every  movement  must  stand  a 
man.  The  employes  at  Waterloo  insist  that 
the  man  in  this  case  is  the  president  of  the 
association,  Master  Mechanic  Bell.  Mr.  Bell 
insists  that  the  teamwork  of  all  is  respon- 
sible for  the  success  of  the  association.  Cer- 
tain it  is,  a  visitor  must  realize  that  the  men- 
tion of  any  name  must  not  be  construed  as 
a  reflection  upon  the  rest.  Each  is  doing 
his  part,  though  it  be  large  or  small. 

And  each  feels,  according  to  Mr.  Bell, 
that  he  is  doing  something  to  carry  out  the 
wishes  of  President  C.  H.  Markham,  as  ex- 
pressed in  the  general  policy  of  the  company 
and  especially  in  his  letter  of  December  re- 
garding the  active  solicitation  of  business. 

It  is  a  modern  idea,  not  possible  fifteen 
years  ago,  Mr.  Bell  says;  the  new  relations 
among  management,  employes  and  the  pub- 
lic are  proper  and  legitimate  and  ought  to 
be  cultivated. 


New  Orleans  Opens  New  Way  to  Gulf 


A  step  in  developing  the  already  great 
business  importance  of  New  Orleans,  south- 
ern terminal  of  the  Illinois  Central  System, 
has  been  taken  by  the  completion  of  an  inner 
harbor  and  navigation  canal  to  shorten  the 
distance  to  the  Gulf  of  Mexico.  This  work 
was  dedicated  May  2.  Since  the  opening 
of  the  Field  Museum  at  Chicago  was  May 
3,  it  would  have  been  possible  for  a  person 
using  Illinois  Central  service  on  the  Panama 
Limited  to  attend  both  events  at  these  widely 
separated  cities. 

According  to  the  Chicago  Journal  of 
April  19,  "Within  a  few  days  New  Orleans 
will  dedicate  to  the  service  of  all  the  Missis- 
sippi River  valley  states  one  of  the  greatest 
engineering  works  ever  constructed  on  this 
continent.  On  May  2  the  Crescent  City  will 
move  forty  miles  nearer  the  Gulf  of  Mexico 


by  the  simple  process  of  going  to  salt  water 
by  way  of  Lake  Ponchartrain  and  Mississippi 
Sound,  instead  of  down  the  river  and  through 
the  delta. 

"It  is  costing  Louisiana  $25,000,000  to 
complete  the  inner  harbor  and  navigation 
canal,  which  will  lock  ocean  liners  down 
from  the  Mississippi  to  the  gulf  by  a  new 
and  economical  short  route.  Lake  Ponchar- 
train will  need  to  be  channeled  before  the 
largest  ships  can  cross  it,  but  that  task 
presents  no  great  difficulty. 

"While  cutting  forty  miles  from  the  pres- 
ent distance  from  New  Orleans  to  the  gulf, 
and  thus  effecting  a  saving  of  time  and  fuel 
on  all  coastal  and  foreign  commerce,  the  im- 
provement adds  to  the  port  of  New  Orleans 
nearly  twelve  miles  of  protected  water-front, 
including  much  that  can  be  leased  to  private 
interests  for  development." 


May  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Nineteen 


The  Thing  That  Will  Count  Most  if  You 
Really  Want  to  Be  Promoted 

Samuel  Instill,  President  of  Commonwealth  Edison 
Company,  Points  Out  Opportunity 


The  following  interview  with  Samuel  Insull, 
president  of  the  Commonwealth  Edison  Com- 
pany, Chicago,  by  Alfred  Pittman,  is  reprinted 
from  the  American  Magazine  for  March,  1921, 
by  courtesy  of  The  Crowell  Publishing  Com- 
pany, publishers  of  the  American  Magazine. 


By  ALFRED  PITTMAN 

A  YOUNG  lawyer  went,  one  day,  to  a 
friend  of  mine — a  man  who  had  been 
a   sort   of   big   brother   to   him — and 
said  he  had  been  wondering  if  he  ought  not 
to   quit   the   profession.     Business   was   not 
coming  in,  and  he  had  begun  to  think  that 
perhaps   he    wasn't   cut   out    for   a    lawyer, 
after   all.     My  friend,   also,   was   a   lawyer, 
and  had  been  through  that  very  same  phase 
in  his  own  career. 

"No  business  at  all  in  sight?"  he  asked. 

"Absolutely  not  a  bit!"  the  young  man 
said. 

"Have  you  followed  up  all  your  leads?" 

"Yes — all  that  looked  in  any  way  prom- 
ising." 

"H'mm,"  commented  the  older  man. 
"Then  there  were  some  that  didn't  look 
promising?" 

"Why— possibly." 

"I  ask,"  the  older  man  explained,  "because 
these  unpromising  leads  are  often  tremen- 
dously important.  And  there  always  is  some 
such  lead  lying  about,  some  idea  or  other. 
Always!  I've  never  known  it  to  fail. 

"I  tell  you  what  you  do,"  he  went  on 
presently.  "You  go  back,  look  through 
things  once  more,  and  see  what  there  is  that 
can  be  followed  up.  And  don't  skip  any- 
thing because  it  looks  small!  You  know 
what  a  lot  of  wool  you  can  sometimes  pull 
out  with  a  raveling.  Just  try  it,  and  then 
come  back  and  see  me." 

When  the  young  man  came  back  he  had 
finished  a  two-hundred-dollar  job  and  col- 
lected the  fee — his  biggest  exploit  up  to  that 
time.  A  neglected  telephone  memorandum 


had  been  the  "raveling."  It  was  a  call  from 
a  man  who  had  failed  to  pay  him  for  some 
previous  service,  and  who  now,  it  appeared, 
was  in  jail  again!  It  looked  like  just  an- 
other chance  to  do  something  for  nothing, 
and  he  had  passed  it  up.  But  it  let  him 
into  a  good  piece  of  business,  and  he  has 
been  going  right  ahead  ever  since. 

Most  of  the  men  I  have  known  who  have 
stood  still  or  have  fallen  down  have  been 
a  good  deal  like  this  young  lawyer.  They 
thought  they  lacked  ability  or  opportunity, 
when  the  real  trouble  was  simply  that  they 
did  not  recognize  the  form  that  opportunity 
was  taking  for  them. 

Opportunity  has  been  present  to  prac- 
tically all  of  them — to  all,  I  think,  who  have 
had  passable  health.  It  has  been  there  in 
the  form  of  something  a  little  beyond  the 
absolute  requirements  of  their  job,  some- 
thing for  which  they  thought  they  "did  not 
have  time,"  or  which  did  not  seem  to  be 
"their  business,"  or  which  they  did  not  feel 
competent  to  do.  They  failed  to  study  up 
on  some  phase  of  their  work;  or  they 
neglected  to  do  anything  about  some  good 
idea  that  occurred  to  them.  A  few  things 
like  that — and  they  were  static.  They  were 
not  making  any  headway. 

The  men  who  have  gone  ahead  with  us 
have  not  done  it  because  of  any  extraor- 
dinary natural  ability.  The  near-geniuses 
among  us  have  not,  as  a  rule,  done  so  well. 
Near-geniuses  have  a  way  of  getting  tangled 
up  in  the  special  limitations  which  brilliant 
people  so  often  seem  to  have. 

The  men  I  know  who  have  gone  ahead 
fastest  have  been  just  normal  fellows.  They 
were  set  off  from  the  others,  in  the  begin- 
ning, only  by  the  fact  that  they  made  a 
practice  of  using  the  constructive  little  op- 
portunities which  others  neglected.  And 
that  practice  gave  them  the  special  abilities 
they  needed. 

One   of    our    vice-presidents    came    with    us 


Twenty 


ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


as  an  inspector  of  underground  work,  an- 
other as  a  bookkeeper,  another  as  an  office 
boy.  Our  secretary  and  treasurer  began 
with  us  as  an  office  boy.  And  so  on  down 
the  line. 

None  of  them  was  rich  or  had  influential 
friends  to  back  him.  Some  had  not  so  much 
as  a  high-school  education;  but  they  all  had 
the  characteristic  I  have  mentioned;  a  sort 
of  eagerness  to  be  serviceable  in  unexpected 
ways.  It  was  this,  more  than  all  other  fac- 
tors put  together,  that  has  put  them  where 
they  are  today. 

Everyone  has  been  told  that  the  way  to 
get  on  is  to  do  more  than  is  expected  of 
him.  But  not  everyone  realizes  just  how 
the  method  works.  The  qualities  which 
most  often  hold  up  the  progress  of  men  in 
business  are  lack  of  knowledge,  lack  of  self- 
confidence,  and  that  idle  habit  of  thought 
which  does  not  lead  to  action. 

The  effort  to  do  the  little  unnecessary, 
useful  thing  just  beyond  one's  absolute 
duties  is  a  direct  attack  on  all  three  of  those 
failings.  It  develops  knowledge,  right  where 
knowledge  is  needed  most,  by  the  incom- 
parable method  of  experience.  It  develops 
self-confidence  in  the  same  way.  And  it  is 
itself  the  very  process  of  getting  action  as  a 
result  of  thought.  The  most  elaborate  cur- 
riculum for  developing  business  ability 
couldn't  serve  the  purpose  better. 

The  advantage  of  the  method  in  my  own 
case  began  to  be  illustrated  soon  after  I 
took  my  first  grown-up  job.  I  had  an- 
swered a  "blind"  advertisement,  and,  as  a 
result,  had  secured  a  place  as  secretary  to 
Mr.  Edison's  business  representative  in  Lon- 
don. I  had  gone  into  the  business  without 
any  knowledge  of  either  the  technical  or  the 
commercial  side  of  it. 

What  prepared  me  rather  quickly  for  a 
better  place,  and  attracted  the  attention  and 
support  necessary  to  get  it,  were  two  pieces 
of  work  outside  of  my  regular  duties. 

The  first  chance  came  only  a  few  weeks 
after  I  had  taken  the  job,  when  my  chief 
sailed  for  the  United  States  and  left  me 
behind.  There  was  not  much  to  be  done  in 
the  office  and  I  might  have  had  most  of  my 
time  free.  In  fact,  it  was  expected  that  I 
would.  But  thanks  to  an  immense  curiosity 
about  the  business,  I  didn't;  I  stayed  in 


the  office  and  read,  and  reread,  every  docu- 
ment I  could  lay  my  hands  on. 

When  the  chief  came  back,  I  was  able  to 
supply  him  with  information  on  current 
affairs  and  even  on  things  which  had  oc- 
curred before  I  came  with  the  business. 
And  I  could  relieve  him  of  more  work  than 
he  had  expected  I  could.  It  had  all  come 
about  in  the  simplest  possible  way,  that 
would  have  been  open  to  anyone,  yet  it 
made  a  considerable  impression  on  him. 

The  second  outside  task — of  course,  there 
were  other  smaller  ones  in  between — came 
a  year  or  so  later.  Mr.  Edison's  technical 
representative  in  London  was  getting  out 
a  report  on  electrical  developments  in  Eng- 
land and  on  the  Continent.  He  wanted  a 
stenographer  to  work  with  him  evenings,  for 
perhaps  two  months,  and  he  asked  me  if  I 
couldn't  find  one  for  him. 

By  this  time  I  had  become  fairly  well 
informed  on  the  commercial  side  of  the 
business,  but  on  the  technical  side  I  was 
still  pretty  ignorant.  It  struck  me  that  here 
was  my  opportunity  to  brush  up  on  that 
side,  and  I  volunteered  for  the  job. 

It  was  hard  work.  It  kept  me  busy  often 
until  midnight,  on  top  of  unusually  active 
days,  as  it  turned  out.  But  it  brought  quick 
results. 

This  is  the  way  they  developed.  The 
technical  man  went  to  New  York  with  his 
finished  report.  While  he  was  away  he 
wanted  someone  in  the  London  office  to 
keep  posted  on  certain  European  properties 
in  which  he  was  interested,  and  to  send  him 
weekly  reports.  I  was  chosen  to  do  it.  I 
was  chosen  simply  because  of  the  familiarity 
with  the  properties,  and  with  the  require- 
ments of  this  technical  man,  which  I  had 
gained  from  my  evening  sessions  with  him 
ns  a  stenographer. 

In  the  ordinary  course,  the  weekly  reports 
were  shown  by  the  technical  man  to  Mr. 
Edison.  There  was  nothing  elaborate  or 
difficult  about  them.  They  were  simple  com- 
pilations of  certain  data,  which  my  work 
with  the  technical  man  had  made  it  easy 
for  me  to  prepare.  But  they  showed  a 
familiarity  with  the  properties,  and  with 
other  details  of  the  business,  that  Mr.  Edi- 
son liked.  It  happened  that  he  himself  was 
needing  a  secretary  at  the  time.  He  asked 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Twenty-one 


the  technical  man  about  me,  and  then  sent 
for  me. 

You  see  how  directly  one  of  the  unneces- 
sary tasks  brought  the  opportunity;  how  the 
two  of  them  together  had  prepared  me  for 
it;  and  how  impossible  the  opportunity 
would  have  been  but  for  my  undertaking 
those  tasks,  no  matter  what  sort  of  natural 
ability  I  might  have  had.  As  a  matter  of 
fact,  the  real  opportunity  was  not  the  call 
from  Mr.  Edison,  but  the  chance  at  those 
bits  of  outside  study  and  work.  And  there 
are  similar  opportunities  opening  up  from 
every  job. 

I  found  them  again  when  I  became  Mr. 
Edison's  secretary,  although  it  was  not  so 
easy  to  take  advantage  of  them.  The  actual 
requirements  of  the  work  were  stiffer.  The 
night  I  landed  in  New  York — I  got  there 
about  six  in  the  evening — I  called  on  Mr. 
Edison  immediately,  and  worked  straight 
through  with  him  until  four  in  the  morning. 
.  That  was  unusual;  but  even  under  ordi- 
nary conditions  there  was  a  good  deal  of 
overtime  work.  Mr.  Edison  was  as  likely 
to  be  in  his  laboratory  at  midnight-  as  at 
midday.  Often  the  most  convenient  time 
for  him  to  attend  to  his  business  affairs  was 
after  he  had  finished  in  the  laboratory.  It 
was  not  uncommon  for  me  to  spend  the 
day  in  the  office  in  New  York  and  then  go 
down  to  his  home  at  Menlo  Park,  in  New 
Jersey,  for  a  session  with  him  at  almost 
any  hour  of  the  night. 

In  spite  of  these  long  hours  on  many 
days,  there  were  still  opportunities  to  learn 
more  about  the  business  than  I  was  actually 
required  to  know.  Mr.  Edison  helped  to 
make  these  opportunities,  as  any  good  ex- 
ecutive would.  He  used  to  stay  after  his 
own  work  was  finished  and  explain  things 
to  me. 

Gradually  I  was  able  to  relieve  him  more 
and  more  of  business  matters.  At  first,  I 
only  handled  his  correspondence,  with  his 
help.  Then  I  handled  it  mostly  without  his 
help,  and  certain  other  business  matters  as 
well.  Finally,  I  was  put  in  full  charge  of 
all  his  business  interests. 

So  much  for  my  own  experience.  The 
experience  of  all  the  principal  executives  in 
our  organization  has  been  fundamentally 
the  same. 

You  asked  me  how  we  have  selected  and 


trained  these  executives.  In  a  way,  they 
have  selected  and  trained  themselves,  by  this 
method.  By  the  time  there  was  a  vacancy 
somewhere  higher  up,  we  had  unconsciously 
absorbed  the  fact  that  a  certain  man  had 
the  ability  to  fill  it. 

Take  a  typical  example,  that  of  a  secre- 
tary I  had  some  years  ago.  He  began  by 
doing  quite  a  surprising  lot  of  things  more 
satisfactorily  than  I  expected.  He  catered 
to  my  peculiarities,  you  might  say.  For  ex- 
ample, I  get  down  to  the  office  pretty  early, 
often  before  eight  o'clock.  But  I  never 
managed  to  arrive  before  this  secretary.  He 
did  not,  by  chance,  come  in  after  me  some 
morning,  and  thus  find  out  that  I  liked  to 
get  down  early.  In  some  way  he  found  out 
before  that  happened,  and  kept  it  from  hap- 
pening. 

He  did  a  number  of  things  like  that — little 
things  most  of  them,  at  first.  But  a  man- 
ager naturally  generalizes  from  small  things. 
My  thought  was  that  a  man  who  handled  a 
small  matter  with  such  care  would  hardly 
slight  a  larger  one. 

The  secretary  kept  on  confirming  and 
elaborating  that  first  impression.  Soon  after 
he  came  with  me,  we  made  a  trip  to  Lon- 
don together.  I  had  a  long  list  of  people 
to  see  there,  and  I  was  doubtful  about  get- 
ting through  with  them 'all  with  any. com- 
fort, because  for  the  first  time  but  one  in 
years  I  was  going  without  a  secretary  who 
knew  them  all  well,  knew  where  they  were 
to  be  found,  and  what  my  relations  with 
them  were.  The  one  previous  time,  in  re- 
cent years,  that  I  had  gone  without  an  ex- 
perienced secretary  had  been  full  of  exas- 
peration. 

But  this  new  secretary  was  different.  He 
didn't  apparently  have  to  spend  any  time 
at  all  in  getting  onto  the  ropes  after  we 
reached  London.  He  seemed  to  know  them 
already.  He  hadn't  been  there  before;  but 
in  some  way — by  going  through  old  corre- 
spondence back  in  Chicago  and  by  talking 
with  men  who  had  traveled  with  me  before, 
I  suppose — he  had  prepared  himself  so  that 
the  trip  went  through  about  as  smoothly  as 
if  my  old  secretary  had  been  along.  And 
all  this  without  more  than  the  barest  sug- 
gestion from  me. 

Well,  you  simply  can't  keep  from  promot- 
ing a  man  like  that!  It  hasn't  been  many 


Twenty-two 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


years  since  that  secretary  started  with  us, 
but  he  is  now  one  of  our  principal  executive 
officers. 

One  of  the  great  advantages  of  this  con- 
stant effort  to  be  more  serviceable  is  the 
alertness  it  usually  gives  a  man  to  sugges- 
tions for  improving  his  work,  even  if  the 
suggestions  are  only  implied.  The  fact  is 
that  the  best  suggestions  in  the  air  in  any 
office  are  likely  to  be  apparent  only  to  peo- 
ple who  are  peculiarly  sensitive  to  them — 
who  are  on  the  lookout  for  them. 

Some  years  ago  we  had  a  new  clerk  who 
was  starting  off  by  allowing  things  to  ac- 
cumulate on  his  desk.  That  is,  of  course, 
a  bad  habit  to  start.  Everything  ought  to 
be  disposed  of  every  day,  even  if  the  dispo- 
sition is  only  a  definite  decision  to  lay  it 
aside  for  future  consideration.  The  things 
a  man  leaves  on  his  desk  overnight  are 
usually  things  he  just  hasn't  been  decisive 
about.  And  if  a  man,  when  he  is  just  be- 
ginning, and  hasn't  much  to  do,  habitually 
fails  to  dispose  of  the  matters  before  him, 
you  are  likely  to  think  he  will  follow  the 
same  course  in  a  higher  position,  where 
more  and  larger  matters  will  come  to  him. 

This  young  man  was  somewhat  influenced, 
I  imagine,  by  the  bad  example  of  an  other- 
wise excellent  older  employe  in  the  same 
room,  who  left  things  on  his  desk. 

One  way  to  handle  the  situation  would 
have  been  to  call  both  men  in  and  tell  them 
plainly  where  they  were  wrong,  and  why. 
I  have  done  it  that  way  sometimes;  but 
there  are  other  ways  that  often  are  more 
satisfactory,  and  on  this  occasion  I  used  one 
of  them.  I  called  in  the  older  man  and 
asked  him  to  speak  to  the  new  man  about 
leaving  things  on  his  desk.  And  I  suggest- 
ed that  it  would  probably  be  better  if  he 
did  it  as  if  on  his  own,  initiative,  without 
mentioning  me. 

The  next  morning  both  men's  desks  were 
clear.  Neither  knew  that  I  criticised  him. 
The  older  only  knew  that  I  had  criticised 
the  younger;  and  the  younger  did  not  know 
that  I  had  spoken  at  all.  But  both  were 
quick  to  get  the  point;  and  it  showed  some- 
thing about  them  that  I  liked  to  see. 

There  is  a  great  deal  to  be  said  for  the 
explicit  methods  of  training  executives 
which  more  and  more  managers  are  using 
today.  Doubtless  it  does  help  if  they  state 


point-blank — one,  two,  three — just  what  con- 
stitutes executive  ability  and  how  the  vari- 
ous points  may  be  developed. 

The  trouble,  from  the  employe's  stand- 
point, is  that  such  methods  are  not  yet  in 
general  use.  Many  managers  still  find  that 
they  can  get  all  the  executives  they  need 
without  going  to  so  much  bother  about  it. 
Moreover,  there  is  a  conviction  among  them 
that,  whereas  there  may  be  a  good  deal  of 
executive  ability  in  the  organization  that 
could  be  dug  up,  the  best  of  it  rises  to  the 
top  by  some  buoyancy  of  its  own.  I  do  not 
justify  this  view,  I  simply  state  that  it  exists 
and  that  it  satisfies  the  requirements  of  large 
numbers  of  managers.  So  long  as  that  is 
the  case,  the  man  who  waits  for  explicit 
instructions,  and  does  not  meantime  sharpen 
his  senses  for  useful  hints,  stands  a  good 
chance  of  remaining  where  he  is. 

The  effort  to  do  more  and  better  work 
than  was  expected,  therefore,  has  been,  in 
my  experience  and  in  the  experience  of  the 
men  who  have  grown  up  with  me,  the  big- 
gest factor  in  promotions. 

But  there  have  been  two  other  important 
factors:  One  is  patience — especially  in  the 
matter  of  salary  increases.  Sometimes,  of 
course,  a  man  should  ask  an  increase — 
firmly.  No  one  has  a  right,  to  say  nothing 
of  his  desires,  to  deprive  himself  of  the  sort 
of  encouragement  to  good  work  that  comes 
through  the  pay  envelope. 

But  until  he  is  sure  he  has  a  water-tight 
case,  he  had  better  give  the  manager  the 
benefit  of  the  doubt.  He'd  better  tighten 
up  his  case,  not  present  it  just  yet.  For  a 
premature  demand  for  an  increase  means  a 
great  deal  more  to  the  manager  than  may 
appear.  It  means  that  the  employe  is 
thinking  more  of  his  own  interest  than  of 
the  company's;  and  that  is  deadly.  The 
precise  thing  you  want  to  know,  before  you 
push  a  man  ahead,  is  that  he  will  put  the 
company's  interest  first.  Then  you  can  feel 
tolerably  sure  that  if  he  reaches  a  point 
where  the  company  cannot  easily  get  on 
without  him,  he  will  not  try  to  hold  it  up. 

Half  the  battle  is  choosing  the  right  place 
to  work,  getting  at  least  near  to  the  sort  of 
thing  we  want  to  do.  But  a  great  many 
men  seem  to  forget  that  even  after  they 
have  found  a  good  place  to  work,  they  are 
still  not  going  to  be  entirely  satisfied  with 


May  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Twenty-Three 


everything  connected  with  it.  That  is  what 
all  the  men  who  have  gone  ahead  have 
seemed  able  to  remember.  They  have  kept 
a  sense  of  proportion  about  really  minor 
things  which  didn't  please  them — especially 
those  things  they  weren't  in  a  position  to 
correct — and  have  gone  serenely  on  with  the 
main  business.  Sometimes,  by  that  policy, 
they  have  got  themselves  into  a  position 
to  correct  some  of  the  things  they  hadn't 
liked — to  our  advantage  as  well  as  to  their 
own.  Or  they  may  have  got  the  chance  to 
revise  their  own  misapprehension  about 
them. 

This  kind  of  loyalty  is  a  prime  essential 
if  the  qualities  I  have  been  talking  about 
are  to  have  a  fair  chance  to  do  their  work. 

I  don't  want  to  imply  that  everyone  has 
it  in  him  to  do  executive  work.  That 
probably  is  not  so — although  I  suspect  it  is 
more  nearly  so  than  is  commonly  supposed. 


Good  business  management  is,  after  all, 
just  another  phase  of  good  personal  man- 
agement. A  man  who  can  handle  his  own 
affairs  well  can  usually  direct  others. 

But  I  would  not  generalize  too  far.  Cer- 
tainly there  are  men  who  are  happier  with- 
out executive  responsibility,  and  who  seem 
to  have  been  cut  out  for  private  soldiers. 
My  point  is  simply  that  a  good  many  men 
who  have  it  in  them  to  be  executives,  or 
to  become  bigger  executives,  keep  them- 
selves out  of  those  classes  by  wrong  meth- 
ods which  might  rather  easily  be  set  right; 
that  the  men  I  have  seen  go  ahead  have 
done  it  by  means  that  have  been  perfectly 
practical  for  others  whom  I  have  seen  stand 
still. 

Copyright,  1921,  The  Crowell  Publishing 
Company.  The  United  States  and  Great 
Britain. 


Another  Case  Where  Hard  Work  Won 


The  old,  old  story  of  hard  work  and  at- 
tention to  opportunity  overcoming  a  lack  of 
education  and  "pull"  is  to  be  seen  in  the 
history  of  Edward  H.  Shaughnessy,  once  a 
Chicago  messenger  boy,  now  second  as- 
sistant postmaster  general  of  the  United 
States,  in  charge  of  the  railway  and  air  mail 
service  of  the  country. 

The  recent  appointment  of  Colonel 
Shaughnessy  (he  has  a  war  record  with  the 
Thirteenth  Engineers)  by  Postmaster  Gen- 
eral Will  H.  Hays,  is  a  tribute  to  railroad 
training  that  came  largely  in  the  vicinity  ot 
Chicago.  He  is  a  native  of  Chicago,  born 
in  1883.  His  only  schooling  was  in  the 
grammar  school  at  Green  Bay,  Wis.,  from 
which  he  was  graduated.  He  then  came  to 
Chicago,  carried  messages  for  a  time,  and 
learned  telegraphy. 

According  to  the  newspaper  accounts  of 
him,  he  became  ticket  agent  at  the  Elgin 
station  of  the  Chicago  &  Northwestern  when 
he  was  only  15  years  old.  Then  he 
moved  up,  becoming  successively  telegraph 
operator,  chief  operator,  assistant  train  dis- 
patcher, train  dispatcher,  assistant  train 
master  and  train  master.  When  the  super- 
intendent was  ill,  he  took  charge. 


When  appointed  to  the  Postoffice  Depart- 
ment, Colonel  Shaughnessy  was  assistant 
director  of  the  American  Petroleum  In- 
stitute, New  York  City.  In  accepting  the 
federal  appointment,  he  is  reducing  his  salary 
by  many  thousands  of  dollars. 

Colonel  Shaughnessy  joined  the  Thir- 
teenth Engineers  as  first  lieutenant  when  the 
war  broke  out.  He  studied  French  until  he 
spoke  it  fluently  and  worked  up  a  book  of 
rules,  adapting  American  methods  to  French 
practice.  So  they  promoted  him  fast.  He 
was  praised  by.  Brigadier-General  George 
Van  Horn  Mosely,  assistant  chief  of  staff, 
for  his  work  as  superintendent  of  the  trans- 
portation corps  in  the  Chateau  Thierry 
region,  and  as  general  superintendent  at 
Is-sur-Tille  during  the  St.  Mihiel  and  Meuse- 
Argonne  offensives,  and  as  general  manager 
in  the  zone  of  advance. 

He  was  given  the  distinguished  service 
medal  by  General  Pershing  "for  exception- 
ally meritorious  and  distinguished  service." 

"In  the  performance  of  his  manifold  duties 
he  constantly  displayed  marked  enthusiasm, 
originality,  and  sound  judgment,"  the  note 
of  award  read.  Last  year  he  was  made  a 
colonel  in  the  reserve. 


Twenty-four 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


Cross- Section  of  Chicago  History  Found 
in  Cutting  Subway  Now  in  Use 

Randolph  Street  Crossing  Eventually  Will  Open  Into 
New  Suburban  Station 


The  thing  of  greatest  interest  about  the 
completion  of  the  Illinois  Central's  Randolph 
street  subway,  connecting  the  west  side  -of 
Michigan  avenue  with  the  Randolph  street 
suburban  station,  Chicago,  is  that  it  is  the  first 
permanent  step  toward  electrification  of  the 
Illinois  Central's  Chicago  terminals.  The  sub- 
way was  opened  to  public  use  March  25. 

The  following  article  by  C.  H.  Mottier, 
office  engineer  of  the  Chicago  Terminal  Im- 
provement, will  be  found  highly  interesting. 


By  C.  H.  MOTTIER 

ON  JULY   21,   1919,   the   Chicago   City 
Council  passed  the  Lake  Front  Ordi- 
nance, which  deals  with  the  develop- 
ment of  the  lake  front  and  various  railroad 
improvements,  including  the  construction  by 
the  Illinois  Central  Railroad  Company  of  a 
new  passenger  terminal. 

The  ordinance,  which  represents  the  result 
of  many  years  of  negotiations  among  the 
various  interested  parties,  makes  possible 
the  construction  along  the  lake  shore  of  a 
park  system  which  will  be  unsurpassed  and 
which  will  assist  in  the  realization  of  the 
dreams  of  her  early  planners  to  make  Chi- 
cago the  "city  beautiful." 


The  ordinance  requires  the  Illinois  Cen- 
tral Railroad  Company  to  operate  its  trains 
on  the  Chicago  terminal  by  electrical  mo- 
tive power.  In  connection  with  the  elcc 
trification  of  its  suburban  service,  the  rail- 
road company  proposes  to  reconstruct  the 
Randolph  Street  suburban  station,  which  is 
the  northern  terminus  of  the  suburban  serv- 
ice. The  station  is  north  of  Randolph  street 
and  east  of  Michigan  avenue.  Due  to  the 
fact  that  the  business  district  is  west  of 
Michigan  avenue,  it  is  necessary  for  the 
suburban  patrons  to  cross  that  thorough- 
fare in  going  to  and  from  their  trains.  An 
average  of  approximately  30,000  passengers 
use  the  station  daily.  During  the  late 
afternoon  as  many  as  5,000  suburban  patrons 
cross  Michigan  avenue  in  the  thirty  minutes 
between  5:15  and  5:45  o'clock. 

Michigan  avenue  has  long  been  the  prin- 
cipal north  and  south  automobile  thorough- 
fare in  the  city.  It  has  just  recently  been 
widened  north  of  Randolph  street  to  a  width 
of  127.5  feet,  corresponding  to  the  width 
south  of  that  street,  and  a  double-deck 
bridge  constructed  across  the  Chicago  River. 
With  this  improvement,  it  has  become  the 
most  heavily  traveled  automobile  thorough- 
fare in  the  world.  The  city  officials  had 


Cutting  Half  at  a   Time;   Completed,  Note  the  Entrances 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Twenty -five 


this  situation  in  mind  at  the  time  the  Lake 
Front  Ordinance  was  being  prepared,  and 
when  the  railroad  company  requested  the 
right  to  rebuild  the  Randolph  street  subur- 
ban station,  the  city  immediately  made  that 
grant  contingent  upon  the  railroad  com- 
pany's constructing  at  its  own  expense  a 
subway  crossing  Michigan  avenue  which 
would  reach  the  new  suburban  station 
and  thereby  relieve  the  interference  to  the 
high  speed  automobile  traffic  caused  by  sub- 
urban patrons'  crossing  the  street  at  grade. 

Had  to  Start  Work  at  Once 

By  the  terms  of  the  ordinance,  the  rail- 
road company  was  not  required  to  complete 
its  suburban  electrification  and  the  con- 
struction of  the  new  Randolph  street  sta- 
tion for  seven  years  after  the  acceptance  of 
the  ordinance.  The  city  officials,  however, 
were  desirous  of  completing  the  subway  at 
once.  They  therefore  required  the  railroad 
company  to  begin  the  construction  of  the 
subway  ninety  days  after  acceptance  of  the 
ordinance,  even  though  the  new  station  to 
which  the  subway  was  to  connect  need  not 
be  completed  for  seven  years. 

The  railroad  company  began  the  prepara- 
tion of  plans  immediately  upon  the  accept- 
ance of  fhe  ordinance,  February  20,  1920. 
The  contract  was  let  and  ground  broken  the 
latter  part  of  August. 

Arrangements  were  made  with  those  in 
authority  to  close  half  of  the  street  at  a 
time.  To  accommodate  the  heavy  traffic,  it 
was  necessary  to  utilize  the  sidewalk  for 
roadway  purposes.  One  direction  traffic 
would  use  half  of  the  roadway,  and  the  other 
the  sidewalk.  This  arrangement  made  half 
of  the  street  available  for  construction  oper- 
ations, and  it  was  possible  to  prosecute  the 
work  by  the  open-cut  method  instead  of 
tunneling  under  the  street,  which  would 
have  been  slow  and  costly.  As  soon  as  one- 
half  of  the  subway  was  completed,  traffic 
was  diverted  back  to  that  side,  and  the 
other  made  ready  for  construction  opera- 
tions. 

Some  of  the  Obstructions  Found 

The  usual  interesting  obstructions  and 
difficulties  accompanying  sub-surface  con- 
struction projects  were  found  to  consist 
mainly  of  the  rearrangement  of  public  utility 


facilities.  Several  gas  mains,  the  largest  of 
which  was  20  inches  in  diameter,  lay  direct- 
ly in  the  line  of  the  subway  and  had  to  be 
re-adjusted  before  its  construction  was  pos- 
sible. Water  mains  serving  the  city  fire 
protection  system  were  depressed  complete- 
ly under  the  foundation.  Two  Chicago 
postal  pneumatic  tubes  used  to  convey  par- 
cels of  United  States  mail  between  postal 
sub-stations  by  air  pressure  were  raised  so 
as  to  pass  through  the  roof  or  deck  con- 
struction of  the  subway.  High  voltage  and 
domestic  service  duct  lines  of  the  Common- 
wealth Edison  Company,  together  with  elec- 
tric ducts  for  several  other  utilities,  tele- 
phone and  telegraph  wires  and  cables,  were 
likewise  re-located. 

A  Cross-Section  of  Chicago  History 

Many  interesting  pages  of  the  history  of 
Chicago's  early  and  rapid  development  were 
opened  with  the  excavation  for  this  work, 
carrying  one  back  to  the  days  when  the 
city's  water  supply  was  distributed  through 
hollow  logs,  to  the  days  when  a  bed  of 
gravel  over  a  base  of  1-inch  boards  was  the 
forerunner  of  the  present  magnificent  boule- 
vard pavement,  later  to  be  supplanted  with 
the  round  cedar  blocks;  then  the  granite 
block,  bringing  us  up  to  the  present  with  a 
pavement  of  sheet  asphalt,  over  which  is  the 
last  word  in  paving,  asphaltic  concrete. 
These  different  layers  of  pavement  also  rep- 
resent a  growth  upward  of  several  feet,  as 
a  result  of  the  city's  early  attempt  to  lift 
herself  out  of  the  mud  and  protect  herself 
from  the  waves  of  Lake  Michigan. 

An  Early  Competitor  of  the  I.  C. 

Memories  of  the  old  shore  line  were  re- 
freshed by  uncovering  the  old  timber  bulk- 
head which  established  the  early  water-line 
near  the  present  east  sidewalk  of  the  ave- 
nue. The  top  of  this  bulkhead  was  approx- 
imately eleven  feet  below  the  present  side- 
walk level.  The  old  beach  was  clearly  in- 
dicated, and  a  well-defined  line  existed  be- 
tween the  lake  sand  and  the  filling  material, 
which  first  lifted  Michigan  avenue  well 
above  the  lake  level. 

Evidence  of  early  suburban  competition 
was  uncovered  in  the  remains  of  the  old 
Cottage  Grove  street  car  cable  line,  which 
operated  on  Michigan  avenue  between 


Twenty-six 


ILLINOIS      CENTRAL    -MAGAZINE 


May  1921 


Washington  and  Randolph  streets,  looping 
around  a  small  public  park  now  occupied 
by  the  Chicago  Public  Library. 

It  was  found  necessary  to  flatten  a  large 
brick  trunk  line  sewer  just  below  the  floor 
line  of  the  subway,  the  location  of  which 
necessitated  the  installation  of  electrically 
operated  automatic  bilge  pumps  to  raise 
drainage  from  the  floor  into  this  sewer 
outlet. 

All  energy  was  at  first  directed  toward 
constructing  only  such  part  of  the  structure 
as  was  necessary  to  receive  the  steel  roof 
or  deck,  and  replace  the  pavement  over  it 
to  allow  traffic  to  revert  to  its  regular 
course  as  quickly  as  possible.  This  opera- 
tion was  accomplished  in  approximately 
ninety  days.  Attention  was  then  directed 
to  the  construction  of  the  kiosk  entrances 
and  interior  finish  of  the  subway. 

Entrance  at  Public  Library 

The  west  entrance,  or  kiosk,  is  just  off 
the  west  line  of  Michigan  avenue  in  Ran- 
dolph street,  immediately  adjoining  the 
Chicago  Public  Library  on  the  north.  It  is 
constructed  of  Concord,  Mass.,  granite  and 
covered  with  a  slab  of  reinforced  concrete 
supported  by  ornamental  iron. 

The  east  kiosk  is  just  off  the  east  line  of 
Michigan  avenue  and  forms  an  opening 
.  through  an  ornamental  stone  wall  partly 
surrounding  Grant  Park.  It  is  constructed 
of  ornamental  artificial  stone,  steel  and  con- 
crete. Each  kiosk  has  been  treated  archi- 


tecturally   to    harmonize    with    its    environ- 
ment. 

The  subway  proper  is  16  feet  wide,  8  feet 
high  and  146  feet  long,  not  counting  the 
stairs.  The  walls  are  lined  with  white  enam- 
eled tile,  and  the  ceiling  is  covered  with 
cement  plaster,  painted  a  cream  white. 

Lighting  System  Automatic 

The  entire  subway  is  encased  in  a  water- 
proof membrane  which  is  embedded  in  the 
concrete  on  the  sides  and  bottom  and  pro- 
tected by  the  pavement  base  on  the  roof. 
In  order  to  provide  floor  drainage  so  that 
the  subway  can  be  flushed  out,  a  complete 
system  of  interior  drainage  has  been  pro- 
vided, which  as  previously  mentioned  is 
operated  by  an  automatic  bilge  pump  dis- 
charging into  the  sewer  under  the  subway. 

The  lighting  system  is  equipped  with  a 
time  switch  and  so  divided  into  circuits  as 
to  control  automatically  such  lighting  as  is 
not  needed  continuously. 

Provision  has  been  made  at  the  east  end 
of  the  subway  to  permit  of  its  future  exten- 
sion eastward  directly  into  the  new  sta- 
tion. Suburban  patrons  can  then  enter  the 
subway  at  the  west  side  of  Michigan  avenue 
and  proceed  to  the  station  in  a  direct  for- 
ward movement  without  further  use  of 
stairs.  The  full  benefit  of  the  subway  will 
then  be  realized. 

The  accompanying  photographs  show  the 
subway  as  now  built  and  illustrate  in  a  gen- 
eral way  the  method  used  in  its  construc- 
tion. 


Looking  West  Through  the  Tube;  View  of  East  Entrance 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Twenty -seven 


No  Exception"  Campaign  Is  Successful 
on  Our  Southern  Lines 


Figures  Presented  Herewith  Show  Marked 
Decreases  From  Other  Months 


By  C.  G.  RICHMOND 
Superintendent,  Stations  and  Transfers 

A  REDUCTION  of  more  than  70  per 
cent  in  the  number  of  exceptions  re- 
ceived against  stations  on  the  Illinois 
Central  southern  lines  and  the  Yazoo  &  Miss- 
issippi Valley  in  the  handling  of  less-than-car- 
load  freight  was  brought  about  in  the  "No 
Exception"  campaign  last  month.  Only  879 
exceptions  were  charged  against  these  stations 
in  April,  as  compared  with  3,020  in  March, 
1921,  and  5,107  in  October,  1920,  the  month  of 
heaviest  traffic. 

The  "No  Exception"  campaign  is  being  car- 
ried on  this  month  on  the  Illinois  Central 
northern  and  western  lines. 

As  this  is  written  it  is  yet  too  early  to  de- 
termine the  rank  of  the  competing  divisions,  in 
the  determination  of  which  the  amount  of  less- 
than-carload  tonnage  originated  is  -used.  How- 
ever, the  entire  record  is  one  of  which  the 
officers  and  men  may  well  feel  proud,  not  only 
those  of  the  competing  divisions,  but  of  the 
entire  system.  It  is  well  known  that  the  Illi- 
nois Central  System  is  one  of  the  leaders  in 
holding  down  the  number  of  exceptions,  which 
are  so  fruitful  of  claims. 

Great  Reduction  Apparent 

The  following  shows  the  exceptions  which 
were  received  against  the  two  grand  operat- 
ing divisions  last  month,  with  the  totals  com- 
pared with  the  totals  for  March  and  October : 

I.C. 
Sou  Lines  Y&MV  Total 

Shorts   46        108        154 

Bad    Orders    146       218       364 

Pilferages    10         32         42 

Overs    102          98        200 

Astrays    46         73        119 

Total   April,    1921 350        529        879 

Total   March,   1921 1,426     1,594    3,020 

Total   October,  1920 2,311     2,796     5,107 


C.  G.  Richmond 

The  campaign  was  marked  by  the  co-oper- 
ation of  all  officers  and  employes.  Superin- 
tendents, trainmasters,  supervising  agents, 
master  mechanics,  yardsmasters  and  agents 
conducted  personal  campaigns  with  all  em- 
ployes under  their  supervision,  holding  meet- 
ings at  which  the  earnest  co-operation  of  the 
individual  employe  was  sought  to  obtain  the 
best  possible  results  in  the  handling  of  freight 
during  the  month. 

Unusual  Cafe  Was  Shown. 

Platform  foremen  held  10-minute  meetings 
daily  with  their  forces.  The  agent  or  fore- 
man at  principal  stations  made  frequent  trips 
on  local  freight  trains.  Agents  at  loading  sta- 
tions placed  a  form  addressed  to  the  conduc- 
tor or  agent  (if  loaded  at  a  break  bulk  sta- 
tion) in  each  jacket  containing  merchandise 


Twenty-eight 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


waybills,  requesting  return  information  rela- 
tive to  the  condition  of  lading  and  any  ex- 
ceptions noted.  The  agents  at  larger  stations 
solicited  the  co-operation  of  shippers  in  the 
proper  packing  and  marking  of  shipments. 

In  order  to  overcome  exceptions  caused  by 
rough  handling  and  improper  stowing  of  cars, 
at  least  two  tests  a  week  were  made  at  larger 
merchandise  loading  stations,  inspecting  lading 
at  the  close  of  the  day's  business  and  again 
after  the  cars  were  placed  in  trains  to  go 
forward,  and  through  destination  merchan- 
dise cars  were  bulkheaded  when  the  nature 
of  lading  required  this  additional  protection. 
Campaign  But  a  Beginning 

Inspectors   from  the  department  of  stations 


and  transfers  were  assigned  to  each  division 
one  week  prior  to  the  inauguration  of  the  cam- 
paign, co-operating  with  division  officials  in 
assisting  to  make  the  drive  a  success,  and 
remaining  on  the  respective  divisions  during 
the  month. 

I  am  confident  that  'the  campaign  is  but  the 
beginning  of  a  marked  improvement  in  the 
handling  of  less-than-carload  freight  on  the 
Illinois  Central  southern  lines  and  the  Yazoo 
&  Mississippi  Valley  Railroad. 

The  table  presented  herewith  shows  the  to- 
tal number  of  exceptions  which  were  charged 
against  principal  stations  and  the  divisions  for 
the  period  of  the  campaign. 

(See    opposite    Page.) 


A  Little  Chuckle  Now  and  Then- 


"Maw  ?" 

"Well,   Junior — " 

"faw  don't  know  much  about  music,  does 
he?" 

"Not   very    much;    but   why    do   you   ask?" 

"At  the  show  this  afternoon  a  man  told 
Paw  the  lady  on  the  stage  was  singing  high 
G  and  Paw  said  it  sounded  like  L." 


Professor  in  Agronomy — Name  three  arti- 
cles containing  starch. 

Student — Two  cuffs  and  a  collar. — Lombard 
Review. 


Wherein  Rastus  expresses  the  sentiment  of 
the  average  man  who  has  just  paid  his  in- 
come tax : 

"Rastus,  loan  me  two  bits,"  said  Sambo. 
"The  old  wolf's  a-scratchin'  at  mah  do'." 

Rastus  shouted:  "Go  'long  'way  from  heah, 
niggah;  you  don't  know  nothin'.  That  ole 
wolf's  done  scratched  under  mah  door  and 
had  pups  in  mah  kitchen." — Central  District. 


"Is  there  any  money  in  a  perpetual  motion 
machine?"  asked  an  inventor. 

"I  guess  there  is,"  said  the  man  with  the 
red  tie.  "I  have  a  little  machine  in  my 
store  that  would  bring  me  in  millions  if  I 
could  keep  it  in  perpetual  motion." 

"What  is  it?"  asked  the  other. 

"A  cash  register." 


"The    Eighteenth    Amendment    just    ruined 
my  uncle's  toad  farm." 
"Don't  see  the  connection." 
"He  used  to  sell  their  hops  to  the  brewery." 


A  farmer  hitched  his  team  to  a  telephone 
pole. 

"Here !"  exclaimed  a  policeman.  "You  can't 
hitch  there." 

"Can't  hitch?'  shouted  the  irate  farmer. 
"Well,  why  does  the  sign  say,  'Fine  for 
hitching'?" — Bessemer  Monthly. 


"Jonas,"  ordered  the  farmer,  "All  the 
clocks  in  the  house  have  run  down.  Wish 
you'd  hitch  up  and  ride  down  to  the  junction 
and  find  out  what  time  it  is." 

"I  ain't  got  a  watch.  Will  you  lend  me 
one?" 

"Watch !  Watch  !  What  d'ye  want  a  watch 
for?  Write  it  down  on  a  piece  of  paper."  • 


"Tell  me  truly,  does  the  baby  really  take 
after  its  father?"  asked  Mrs.  Jones. 

"Yes,  indeed — why,  when  we  took  the  dar- 
ling's bottle  away,  he  tried  to  creep  down 
the  cellar  stairs." — Bottler. 


Minister — Would  you  care  to  join  us  in  the 
new  Missionary  Movement? 

Miss  A  La  Mode — I'm  crazy  to  try  it.  Is 
it  anything  like  the  Toddle? 


A/av  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Twenty-nine 


Number  of  Exceptions  Received  Against  Stations  on 

Illinois  Central  Southern  Lines  and  Yazoo  & 

Mississippi  Valley  in  April,  Compared  with 

March,  1921,  and  October,  1920 


Total 

Total 

Bad 

Pilfer- 

Total 

March 

,  Oct., 

Division 

Station               Shorts 

Orders 

ages 

Overs 

Astrays 

April 

1921 

1920 

Kentucky 

Central  City  

0 

0 

0 

0 

0 

0 

1 

1 

Louisville    

7 

20 

0 

14 

5 

46 

290 

456 

Paducah  

4 

11 

4 

7 

3 

29 

120 

151 

Princeton  

0 

0 

0 

0 

0 

0 

6 

10 

Other  Stations 

and  Train  Caews 

0 

4 

0 

3 

0 

7 

75 

94 

TOTAL    11 

35 

4 

24 

8 

82 

492 

712 

Tennessee 

Jackson   

0 

2 

0 

0 

0 

2 

19 

44 

Birmingham  

6 

3 

2 

8 

2 

21 

67 

113 

Dyersburg  

0 

0 

0 

0 

0 

0 

18 

25 

Fulton  

1 

1 

0 

1 

1 

4 

25 

34 

Other  Stations 

and  Train  Crews 

0 

3 

0 

0 

0 

3 

72 

131 

TOTAL  

7 

9 

2 

9 

3 

30 

201 

347 

Mississippi 

Water  Valley  

0 

1 

0 

0 

0 

1 

3 

2 

Durant  

1 

7 

0 

0 

1 

9 

15 

52 

Grenada  

1 

0 

0 

0 

0 

1 

15 

25 

Other  Stations 

4 

and  Train  Crews 

6 

8 

0 

10 

4 

28 

70 

126 

TOTAL    

r 

16 

0 

10 

5 

39 

103 

205 

Louisiana 

Jackson  

4 

23 

2 

2 

5 

36 

195 

327 

Yazoo  City  

0 

1 

0 

0 

0 

1 

21 

67 

McComb   

1 

0 

0 

1 

0 

2 

9 

8 

Other  Stations 

and  Train  Crews 

0 

13 

0 

5 

4 

22 

56 

113 

TOTAL    

5 

37 

2 

8 

9 

61 

281 

515 

New  Orls.  Term. 

New  Orleans  

15 

49 

2 

51 

21 

138 

349 

532 

Memphis 

Greenwood  

1 

1 

3 

0 

0 

5 

30 

64 

Clarksdale    

0 

0 

1 

0 

1 

2 

43 

78 

Tutwiler    

0 

1 

0 

0 

0 

1 

7 

17 

Helena  

0 

1 

0 

0 

0 

1 

7 

6 

Other  Stations 

-* 

and  Train  Crews 

1 

4 

7 

2 

2 

16 

126 

313 

TOTAL    

2 

7 

11 

2 

3 

25 

213 

478 

Vicksburg 

Greenville   

0 

3 

2 

0 

1 

6 

31 

57 

Leland  

0 

0 

0 

0 

0 

0 

0 

0 

Rosedale    

0 

0 

0 

0 

0 

0 

3 

3 

Other  Stations 

and  Train  Crews 

1 

4 

3 

3 

4 

15 

61 

60 

TOTAL    

1 

7 

5 

3 

5 

21 

95 

120 

New  Orleans 

Vicksburg  

5 

12 

3 

17 

3 

40 

107 

166 

Baton  Rouge  

3 

9 

3 

3 

2 

20 

56 

106 

Natchez  

0 

8 

0 

0 

4 

12 

21 

20 

Other  Stations 

and  Train  Crews 

1 

8 

0 

7 

17 

33 

114 

124 

TOTAL 

9 

37 

6 

27 

26 

105 

298 

416 

Memphis  Term. 

Memphis  

96 

167 

10 

66 

39 

378 

988 

1782 

Thirty 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


BUSINESS   GETTERS 


These  twenty  men  and  women,  who  are  em- 
ployed in  the  accounting  department  of  the 
Memphis  division  at  Memphis,  Tenn.,  are 
business  getters  for  the  Illinois  Central  and 
the  Yazoo  &  Mississippi  Valley  railroads.  Su- 
perintendent V.  V.  Boatner  writes  that  they 
have  canvassed  the  Memphis  territory  thor- 
oughly and  secured  a  large  number  of  orders 
and  routing  instructions. 

They  are,  from  left  to  right:  top  row — E. 
Mitchell,  E.  L.  Galloway,  N.  Brien,  D.  H. 
Pope,  C.  H.  Miller,  J.  H.  Wiley,  J.  V.  Digel ; 
middle  row — Miss  Adron  Smith,  Mrs.  H.  E. 
Frederick,  Miss  Ada  Johns,  Joe  Concklin,  Miss 
Diamond  Crowe,  Mrs.  W.  H.  Wolf,  Miss 
Jauwice  Tabb;  bottom  row — C.  B.  Hall,  C.  M. 
Coburn,  T.  H.  Canon,  G.  M.  Digel,  R.  C. 
Lipsey,  D.  C.  Clark. 


AGENTS  REORGANIZE 

Increased  efficiency  is  the  object  of  the 
reorganization  of  the  Agents'  Association  of 
the  St.  Louis  Division  of  the  Illinois  Central, 
which  took  place  at  Centralia,  111.,  on  April 
4,  following  the  regular  loss  and  damage 
meeting.  The  next  meeting  probably  will 
be  held  in  May. 

The  following  officers  were  elected: 
President,  J.  D.  Ladd,  Cairo;  vice-president, 
W.  H.  Rhedemeyer,  East  St.  Louis;  secre- 
tary-treasurer, B.  Runalls,  Carbondale. 

The    following    members    were    present. 


Agent  C.  N.  Scott,  Murphysboro;  C.  W. 
Cary,  Centralia;  I.  C.  Barbee,  Herrin;  A.  M. 
Mathis,  Tamaroa;  G.  W.  Mercer,  Marion; 
M.  J.  Moffett,  Pinckneyville;  W.  A.  Steers, 
Metropolis;  F.  M.  Block,  Mounds;  C.  R. 
Isherwood,  Du  Quoin;  J.  D.  Ladd,  Cairo; 
W.  H.  Rhedemeyer,  East  St.  Louis;  B. 
Runalls,  Carbondale;  B.  F.  Williams,  super- 
vising agent,  Carbondale. 

President  Ladd  was  introduced  to  the 
agents  present  by  Supervising  Agent  Wil- 
liams, after  which  President  Ladd  made  a 
talk  outlining  each  man's  duty  to  the  Illinois 
Central  and  requesting  that  each  man  go 
home  from  the  meeting  determined  to  de- 
velop at  least  50  per  cent  more  efficiency 
at  his  station. 

President  Ladd  then  called  in  turn  each 
agent  personally  for  a  short  talk. 

Supervising  Agent  Williams  and  Travel- 
ing Freight  Agent  F.  E.  Wallace  were  taken 
into  the  organization  as  honorary  members. 

On  request  of  the  agents  present  C.  G. 
Richmond,  superintendent  of  stations  and 
transfers,  was  also  taken  into  the  organiza- 
tion as  an  honorary  member  and  has  been 
requested  to  be  at  the  next  regular  meeting 
to  make  a  talk  on  the  handling  of  freight 
in  general. 


ON  THE%LEVEL  OF  RATES 

Although  there  have  been  reductions  in 
prices,  the  general  scale  is  still  in  advance 
of  the  cost  of  railway  transportation  as 
compared  with  pre-war  conditions.  In  other 
words,  the  advance  in  general  prices  is  still 
greater  than  the  advance  in  transportation 
costs,  taking  the  ante-bellum  figures  as  a 
basis. 

Conductor  T.  O.  McCarthy,  of  Waterloo, 
is  one  of  the  members  of  the  Illinois  Cen- 
tral family  who  has  been  making  a  point  of 
that  fact  in  his  talks  with  patrons  who  ex- 
press themselves  against  a  continuance  of 
the  present  level  of  rates.  The  real  argu- 
ment for  continuing  the  present  rate  level 
is  entirely  separate,  of  course,  but  a  reminder 
of  that  comparison  is  timely,  in  view  of  the 
arguments  put  forth  for  making  declining 
prices  a  signal  for  decreasing  rates. 

The  incident  also  shows  that  Conductor 
McCarthy  is  one  of  the  many  Illinois  Cen- 
tral men  who  are  using  their  heads. 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirty-one 


The  Busy  Bee  and  the  Orderly  Orchard 
Turn  Spare  Time  Into  Money 

Occupations  Yield  Pleasure  and  Profit  to  Employes 
at  Central! a,  Illinois 


IT  has  been  said  that  you  can  tell  the  suc- 
cessful man  from  the  unsuccessful  man 
by  the  way  he  puts  in  his  spare  time, 
since  the  effort  put  forth  in  regular  working 
hours  is  more  or  less  the  same  for  all. 

The  Illinois  Central  boasts  many  forward- 
looking  employes  who  are  putting  in  their 
extra  time  at  good  money-making  work. 
Occasionally  they  are  making  names  for 
themselves  in  occupations  entirely  outside 
their  regular  employment  with  the  com- 
pany. 

Centralia,  111.,  is  the  home  of  several  of 
these  men.  One  is  J.  T.  Adams,  a  fireman, 
who  is  getting  himself  into  the  orchard  busi- 
ness. Another  is  Vernon  C.  Welch,  also  a 
fireman,  who  finds  that  bee  keeping  gives 
him  good  extra-time  occupation  and  a  motor 
car,  the  latter  the  product  of  two  years' 
profits  from  his  twenty-five  colonies  of  bees. 

Mr.  Adams  lives  at  205  South  Walnut 
Street,  Centralia.  He  is  married.  His 
regular  occupation  is  firing  over  the  district 
s"outh  of  Centralia.  Every  third  day  he  has 
about  six  hours  to  spend  on  his  orchard. 

Mr.  Welch,  the  bee  keeper,  lives  at  828 
East  Fifth  South  Street,  Centralia.  He  like- 
wise is  a  fireman  and  married.  His  bees 


are  on  the  farm  of  a  friend,  four  miles  west 
of  Centralia. 

Money  and  Other  Advantages 

Both  Mr.  Adams  and  Mr.  Welch  have 
found  the  joy  there  is  in  keeping  busy  and 
in  touch  with  affairs  distinctly  different  from 
their  usual  line  of  work.  One  has  realized, 
and  the  other  expects  soon  to  realize,  prac- 
tical results  in  the  shape  of  money  in  the 
bank  and  money  invested  in  the  various 
good  things  of  life.  The  profits  they  make, 
or  will  make,  are  clear  gain  above  and  be- 
yond those  they  realize  from  the  Illinois 
Central.  And  when  the  time  comes  for  them 
to  retire,  they  will  know  some  other  line 
of  work  into  which  they  can  put  their  best 
efforts.  '  %  .•• 

Bee  keeping,  Mr.  Welch  has  found,  is  a 
nice  side  line  for  spare-time  occupation.  As 
he  has  always  been  interested  in  nature,  he 
finds  that  the  work  yields  him  pleasure  as 
well  as  profit.  That  the  profit,  however, 
is  nothing  to  be  overlooked  is  testified  to  by 
any  visitor  who  has  had  the  opportunity 
to  ride  in  Mr.  Welch's  motor  car.  That 
car  (shown  in  the  picture)  was  bought  with 
the  money  Mr.  Welch  cleared  in  his  side  line 


Mr.   Welch,  the  Motor  Car,  and  the  Bees  That  Earned  It 


Thirty-tzvo 


ILLINOIS      CENTRAL      MAGAZINE 


May   192! 


venture  in .  1917   and   1918.     As   a   concrete 
example  of  what   extra-time  work  will  ac- 
complish Mr.  Welch's  motor  car  ought  to 
have  a  prominent  place  in  this  story. 
Not  Always  a  Farmer's  Job 

Incidentally,  that  car  enables  him  to  get 
to  his  bees  and  back  to  town  with  a 
minimum  loss  of  time.  However,  he  points 
out  that  bee-keeping  is  not  necessarily  a 
farmer's  job;  it  can  be  done  about  as  well 
in  town  as  out  of  town.  Little  space  is  re- 
quired; the  knoll  he  has  fenced  off  on  his 
friend's  farm  is  probably  less  than  ten  yards 
square,  yet  it  gives  him  plenty  of  room  for 
his  bees. 

Mr.  Welch  has  had  bees  about  six  years. 
He  bought  just  a  few  to  start  with,  and 
has  gradually  added  to  his  equipment  until 
how  he  has  twenty-five  colonies.  In  add- 
ing to  his  stock,  he  generally  buys  from 
some  farmer  who  has  had  a  few  and  who 
is  selling  out  preparatory  to  moving  to 
town.  Some  good  bargains  are  to  be  picked 
up  at  sales,  he  has  found;  generally  he  has 
paid  from  $3  to  $10  for  a  colony.  There  is 
no  set  price,  he  says.  Sometimes  bees  are 
bought  by  the  pound,  but  Mr.  Welch  ad- 
vises the  beginner  to  get  them  already  in 
a  colony. 

Uses    Government    Information 

About  8,000  or  9,000  bees  are  to  be  found 
in  a  colony,  he  has  heard,  though  he  has 
never  taken  the  trouble  to  count  his.  The 
average  life  of  a  worker  is  six  or  eight 
weeks  in  the  summer  months.  A  queen  bee 
ordinarily  is  not  kept  more  than  two  years, 
although  they  have  been  known  to  live  five 
years.  Bee  disease  is  the  worst  enemy  the 
bee  keeper  has,  Mr.  Welch  says.  One  of  the 
first  things  he  advises  is  a  study  of  this 
subject,  usually  from  bulletins  printed  for 
distribution  by  the  government. 

Mr.  Welch  also  recommends  the  Italian 
bees — the  golden  ones — in  preference  to  the 
black  variety.  They  are  quieter,  he  believes, 
although  anyone  is  in  danger  on  cold  and 
wet  days,  when  the  bees — like  most  human 
beings — are  irritable.  Even  with  the  quietest 
bees,  Mr.  Welch  says,  it  is  best  to  use  screen 
protections  for  the  face  and  hands  when 
working  around  the  hives. 

Extracts    His    Own    Honey 

In  addition  to  the  outlay  for  the  bees,  the 


hives,  and  the  owner's  protection,  Mr.  Welch 
has  found  it  profitable  to  buy  an  extractor 
to  prepare  his  own  honey  for  the  market. 
This  enables  him  to  use  the  same  combs 
from  one  year  to  another.  The  bees  pro- 
duce more,  he  says,  when  they  have  the 
comb  to  start  with.  He  .says  he  has  had 
as  high  as  250  pounds  of  extracted  honey 
from  one  colony.  At  Centralia  he  can  get  :>() 
cents  a  pound  for  this  in  10-pound  pails. 
Thus,  that  one  colony  brought  him  on  that 
one  occasion  a  check  for  $75 — not  a  bad 
bonus  for  spare-time  work! 

Although  at  times  when  flowers  are  scarce 
Mr.  Welch  has  had  to  feed  his  bees  to  keep 
them  alive,  he  believes  that  it  has  been 
money  well  invested. 

Good  Honey  From  Spanish  Needle 

Around  Centralia  the  white  clover  season 
starts  about  June  1.  This  busy  season  for 
the  bees  lasts  about  two  or  three  weeks. 
Then  again  in  the  last  of  August  and  the 
first  of  September  the  main  honey  flow 
comes  from  the  Spanish  needle,  a  yellow- 
flowered  plant  that  grows  in  wheat  fields 
and  on  waste  land.  This  honey  from  the 
Spanish  needle,  Mr.  Welch  declares,  is  even 
better  than  the  clover  honey.  It  has  a 
golden  color  when  extracted  and  a  very 
fine  flavor.  About  the  last  of  September 
the  honey  is  taken  off,  and  the  summer's 
work  is  over. 

As  to  the  care  of  the  bees,  aside  from 
looking  out  for  bee  disease,  Mr.  Welch 
believes  that  it  is  not  necessary  to  be  with 
the  bees  himself  when  they  are  swarming, 
if  someone  else  can  watch.  For  methods  of 
preventing  swarming,  he  refers  to  govern- 
ment bulletins  and  to  a  book  on  the  "A.  B. 
C.  and  X.  Y.  Z.  of  Bee  Culture."  In  the 
winter  the  bees  should  be  packed  and  put 
away  in  a  case  whare  they  will  not  be  ex- 
posed to  the  weather.  The  government  has 
good  bulletins  on  this,  too. 

Land  Needed  for  This  Work 

Mr.  Adams,  in  contrast  to  Mr.  Welch,  has 
a  sideline  occupation  that  requires  the  use  of 
some  land.  Fruit-raising  is  his  work. 

in  the  fall  of  1919  he  fell  heir  to  ten  acres 
about  nine  miles  southwest  of  Centralia. 
For  a  good  many  years  before  that  he  had 
been  thinking  of  doing  something  in  his 
spare  time,  as  doubtless  many  thousands  of 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Thirty-three 


Illinois  Central  employes  are  thinking  this 
minute.  The  possession  of  the  land  and  a 
motor  c^r  to  reach  it  gave  him  just  the  op- 
portunity he  had  desired. 

The  land  around  Centralia  is  not  well 
adapted  for  successful  farming  of  the  usual 
sort.  Fruit  raising  is  about  its  best  industry. 
So  Mr.  Adams  in  the  fall  of  1919  and  the 
spring  of  1920  set  out  220  apple  trees  and 
400  peach  trees.  As  the  soil  has  hard-pan  on 
top,  he  used  dynaVnite  for  shooting  out  the 
holes  for  the  trees. 

Practically  all  the  trees  he  set  (purchased 
from  a  nurseryman)  were  one-year  growths, 
mere  "whips,"  as  he  calls  them.  His  idea 


that  grows  one  year  raises  peaches  the  next; 
the  bearing  surface  advances,  so  that  it  is 
necessary  to  prune  peach  trees  more  severely 
than  apple  trees.  It  is  necessary  to  keep 
the  top  down  and  to  keep  the  supply  of  new 
wood  growing. 

Mr.  Adams  doesn't  want  anybody  to  get 
the  idea  that  you  can  just  set  the  trees  out 
and  forget  about  them.  Handling  an 
orchard  requires  about  as  much  attention  as 
a  crop  of  corn,  he  says — that  is,  if  you  want 
good  results.  A  good  many  orchards  in  his 
neighborhood  have  died  from  lack  of  care. 

Proper  cultivation  is  especially  important. 
The  ground  should  be  broken  under  and  be- 


Mr.  Adams  and  His  Trees;  Note  Where  He  "Headed"  Them 


in  setting  out  such  young  trees  was  to  en- 
able him  to  make  the  "head"  of  the  tree  low, 
so  that  the  fruit  can  be  handled  without  dif- 
ficulty when  the  time  comes  for  a  harvest. 
Most  nurserymen,  he  says,  "head"  a  tree 
at  from  28  to  36  inches.  In  order  to  be  on 
the  safe  side,  he  "headed"  his  apple  trees  at 
18  inches  and  his  peach  trees  at  from  6  to 
10  inches. 

Where  Apples  and  Peaches  Differ 

This  apparent  great  difference  in  handling 
the  apple  trees  and  the  peach  trees  he  ex- 
plains by  pointing  out  that  the  apple  tree 
raises  its  fruit  on  spurs  grown  on  the 
branches;  it  is  necessary  to  save  the  spurs, 
as  the  fruit  will  not  grow  when  they  are  de- 
stroyed. Peaches,  on  the  other  hand,  h-; 
explains,  grow  on  new  wood;  the  new  wood 


tween  the  trees  every  ten  days  or  two  weeks 
to  keep  it  loose  and  to  enable  it  to  absorb 
all  the  moisture  possible.  The  latter  is  im- 
portant, since  there  is  frequently  a  dry  sea- 
son in  late  summer  in  that  part  of  the  coun 
try. 

How  to  Shape  the  Trees 

In  shaping  the  trees,  the  orchard  man 
should  cut  off  the  heads  at  the  height  desired 
while  the  trees  are  dormant.  When  the 
buds  break  in  the  spring,  he  should  select 
those  he  wants  to  form  the  framework  of  tht 
tree — mostly  at  the  top — and  rub  the  rest  off. 

A  cover  crop  beween  the  trees  that  will 
yield  something  on  its  own  account  and  at 
the  same  time  build  up  the  soil  is  also  desir- 
able. Last  year  Mr.  Adams  used  cowpeas, 
and  this  year  he  is  going  in  for  buckwheat, 
which  has  been  recommended  to  him  as 


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ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


leaving   the    soil    in    a   good    physical   con- 
dition. 

Some  expense,  naturally,  is  attached  to 
going  into  the  fruit-raising  business.  In 
addition  to  the  cost  of  the  trees,  the  begin- 
ner ought  to  have  a  cultivator  and  something 
to  pull  it,  a  harrow,  fertilizer,  and  tools  for 
trimming  the  trees.  Mr.  Adams  advises  any- 
one contemplating  the  orchard  business  to 
look  forward  to  some  good  hard  work.  So 
far,  however,  he  has  managed  to  handle  it 
almost  altogether  in  his  spare  time,  with  oc- 
casional assistance  from  his  14-year  old  son 

Must  Select  Right  Variety 

It  is  well  to  consult  a  nurseryman  before 
starting,  he  advises,  and  also  to  select  the 
variety  of  fruit  best  adapted  to  the  particu- 
lar locality.  Southern  Illinois  he  recom- 
mends as  good  for  any  kind  of  fruit,  except 
perhaps  cherries.  The  frost  has  not  been  a 
common  trouble  there,  although  this  year  it 
caused  considerable  damage  because  it  fol- 
lowed an  early  spring  that  gave  the  trees 
a  growing  start. 

As  to  profit,  Mr.  Adams  cannot  speak  from 
his  own  standpoint,  as  it  will  be  some  time 
yet  before  his  trees  begin  to  bear.  However, 
he  points  out  that  almost  any  small  yield 
from  fruit  will  give  a  better  return  than  any 
other  crop  in  that  part  of  the  country,  as 
fruit  is  the  best  thing  the  soil  will  produce 
Last  year  the  yield  from  a  40-acre  apple 
orchard  sold  for  $3,500  on  the  trees,  which 
any  mathematician  can  figure  out  as  a  high- 
ly profitable  return  from  land  that  sells  ordi- 
narily around  $75  an  acre. 

Goes  in  for  Berries,  Too 

Mr.  Adams  does  not  confine  himself  alto- 
gether to  fruit  that  grows  on  trees.  He  has 
about  a  quarter  of  an  acre  of  strawberries, 
some  3,000  plants.  He  has  also  about  a  hun- 
dred fall-bearing  red  raspberry  bushes  (called 
the  St.  Regis)  which  give  two  crops  a  year. 
This  is  a  variety  uncommon  in  this  part  of 
the  country.  Scattered  here  and  there  over 
his  ten  acres  are  samples  of  various  kinds 
of  berries  and  garden  vegetables.  He  has 
some  of  almost  everything  from  grapes  to 
potato  onions. 

In  addition  to  the  return  he  anticipates 
from  his  spare-time  venture,  Mr.  Adams  ap- 
preciates the  opportunity  he  has  to  study  the 
processes  of  nature.  He  cites  the  case  of 


briar  fruits,  such  as  blackberries  and  black- 
cap raspberries,  which  grow  their  "canes," 
or  stalks,  one  year,  produce  fruit  the  next 
year,  and  then  die.  This  is  the  reason  dead 
briars  are  such  a  common  sight.  The  stalks 
should  be  cut  out  after  they  have  yielded 
their  one  crop.  When  the  growing  stalks 
lean  over  and  touch  their  tips  to  the  ground, 
new  stalks  spring  up  there,  so  that  a  new 
stalk  is  growing  one  year  while  the  parent 
stalk  is  producing  its  fruit. 

Fruit  and  Bees  Go  Together 
In  connection  with  the  discussion  of  fruit 
and  of  bees,  it  is  a  good  idea  to  combine  the 
two  kinds  of  work,  according  to  J.  R.  Wool- 
dridge,  Pullman  conductor  on  the  Illinois 
Central  between  Chicago  and  Carbondale. 
Mr.  Wooldridge,  who  lives  at  2021  West 
70th  street,  Chicago,  has  had  much  bee-keep  • 
ing  experience.  At  present,  he  is  interested 
in  having  every  fruit-grower  keep  at  least 
a  few  colonies  of  bees  for  the  assistance  that 
they  give  in  pollenizing  the  blossoms  while 
engaged  in  gathering  honey  for  themselves 
and  their  owner.  An  additional  argument 
he  advances  is  that  a  fruit-grower  is  likely 
to  spray  his  trees  at  the  right  time  to  spare 
the  lives  of  his  own  bees,  and  thus  keep  free 
from  danger  the  b.ees  belonging  to  other 
persons. 


ADVICE  GOOD  IN  MAY,  TOO 
AGENTS: 

P — Prevent  Exceptions. 
R — Recooper  ALL  Broken  Packages. 
E — Exercise  Great  Care. 
V— Very  Best  Efforts  Required. 
E — Earnest  Co-operation  Necessary. 
N — Never  Depend  on  the  Other  Fellow. 
T— Take  Hold  With  a  Determination. 

E — Exceptions  Mean  Claims. 
X — X'tra  Care  Is  Rewarded. 
C — Cultivate  and  Practice  Being  Careful. 
E — Erroneous  Freight  Checking  Means  Ex- 
ceptions. 

P — Perfect  Stowing  of  Freight  Essential. 
T — Talk  Claim  Prevention. 
I — Ignorance  Is  the  Poorest  Excuse. 
O— Only  Honest  Efforts  Will  Win. 
N— Never  say  CAN'T. 
S— Say  I  WILL  DO  IT. 

W.  B.  SIEVERS,  Inspector, 
Stations  and  Transfers. 


May  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Thirty-five 


Primitive  Railroading  in  the  Far  East 
Described  by  an  Employe 

J.  J.  Chalup  Traveled  and  Observed  7,000  Miles 
in  Siberia  and  China 


A  great  deal  has  been  heard  recently  about 
famine  in  China  and  general  conditions  of  dis- 
tress in  the  Far  East.  One  factor  contributing 
to  these  conditions  has  been  the  lack  of  ade- 
quate transportation  facilities  in  that  region. 
When  one  district  .falls  short  of  supplying  its 
own  needs,  it  has  not  the  ready  recoufse  to  an- 
other district,  such  as  we  in  the  United  States 
enjoy.  Everyone  knows  how  easy  it  is  to  send 
material  from  one  place  to  another  in  this 
country.  This  is  because  the  United  States, 
with  its  population  of  approximately  105,000,000 
and  area  of  3,000,000  square  miles,  has  260,000 
miles  of  railway  lines.  China,  on  the  other 
hand,  with  a  population  three  times  that  of  the 
United  States  and  an  area  a  million  square 
miles  greater,  has  only  7,000  miles  of  railroads, 
or  less  than  3  per  cent  of  the  mileage  in  the 
United  States. 

Joseph  J.  Chalup,  an  Illinois  Central  employe, 
served  with  the  American  Expeditionary  Forces 
in  Siberia  and  had  occasion  to  use  the  rail- 
roads in  that  region  and  in  Eastern  China.  Be- 
low is  his  account  of  railroad  accommodations 
in  that  part  of  the  world,  where  a  nickel  is 
worth  more  than  a  dime,  where  sleeping-car 
patrons  furnish  .their  own  bedding,  and  snow 
falls  in  June. 


By  JOSEPH  J.  CHALUP 
Office  of  the  Auditor  of  Passenger  Receipts 
T  T  7  E  were  stationed  in  the  Far  East  for  a 
*  ^  little  more  than  a  year,  and  I  had  occa- 
sion to  travel  some  7,000  miles  in  the  interior 
of  the  broad  and  desolate  countries  of  Siberia 
and  Eastern  China. 

In  the  early  spring  of  1919  we  left  our  win- 
ter quarters  at  Khabarovsk,  Siberia,  located 
480  miles  north  of  Vladivostok,  destined  for 
our  new  summer  out-of-doors  camp  situated 
at  Verkhne  Udinsk,  Siberia,  2,800  miles  north. 
As  the  railroad  in  some  parts  of  Siberia  was 
in  a  dilapidated  condition,  it  was  necessary  to 
take  a  round-about  course  through  Eastern 
China. 


The  train  was  made  up  of  one  cook  car, 
three  supply  cars  and  twenty-two  berth  cars, 
just  sleepers  of  the  boxcar  type,  on  four 
wheels  and  minus  brakes.  Every  car  was 
equipped  with  a  4-foot  iron  stove  set  up  in 
the  center,  and  at  night  a  double  deck  of 
berths  was  made  out  of  boards  at  each  end 
of  the  car,  each  deck  accommodating  six  men 
with  their  heads  toward  the  ends  of  the  car 
and  their  feet  toward  the  stove.  Many  un- 
pleasant and  uncomfortable  nights  were  spent 
in  this  way,  chiefly  because  the  boards  were 
not  of  the  same  thickness  and  because  the 
scanty  bedding  consisted  of  only  four  blankets 
to  each  man. 

Side  Doors  on  These  "Pullmans" 

Early  every  morning,  whoever  was  up  first 
threw  the  side  doors  of  our  "Pullmans"  wide 
open,  and  the  crisp,  invigorating  spring  air 
soon  filled  the  car.  The  bunks  were  arranged 
to  allow  everyone  a  good  view  of  the  rolling 
country,  and  another  day  of  excitement  and 
good  cheer  was  unfolded,  so  that  the  hardships 
and  discomforts  of  the  night  before  were  soon 
forgotten. 

The  meals  were  served  from  our  kitchen 
car  enroute  three  times  a  day.  The  only  time 
any  real  activity  on  the  part  of  the  men  was 
noticeable  was  when  the  bugler  sounded  the 
mess  call.  A  board  placed  slantwise  from  the 
car  to  the  ground  was  immediately  available, 
and  the  general  wild  rush  for  the  chow  line 
followed.  The  meals,  when  the  weather  per- 
mitted, were  eaten  along  the  tracks,  fences 
and  station  platforms ;  otherwise  the  crowded 
cars  served  this  purpose. 

Most  of  the  first  two  days  was  spent  in  a 
mountainous  and  rocky  country,  the  road  twist- 
ing in  and  out  of  tunnels  and  winding  up  and 
down  and  around  the  more  massive  rocks.  As- 
cending some  of  the  steeper  slopes,  one  or  two 
additional  locomotives  were  often  required  to 
help  us  along.  Descending  reminded  one  of 
our  "Figure  Eight,"  as  the  brakeless  train 


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ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


was  sent  dashing  helplessly  from  its  dizzy 
heights  to  the  plains  below. 

Leaving  the  mountains  we  soon  pulled  into 
Manchuria,  where  we  made  connections  from 
the  Trans-Siberian  to  the  Chinese  Eastern 
Railroad.  The  vast  tracts  of  land  throughout 
this  country  were  heavily  overgrown  with 
weeds  and  grass.  This  indicated  that,  owing 
to  the  unrest  of  the  country,  farming  had  been 
neglected  for  more  than  four  years. 

After  another  two  days  we  passed  out  of 
Manchuria  into  Mongolia.  Here,  too,  farm- 
ing was  at  a  standstill. 

Across  the  Gobi  Desert 

After  a  day  of  travel  in  Mongolia  we  entered 
that  forsaken  and  barren  waste  known  as  the 
Gobi  Desert.  Here  the  only  visible  objects  of 
civilization  were  an  occasional  caravan  of 
weary  Russian  or  Chinese  merchants,  or  gyp- 
sies, usually  accompanied  by  herds  of  camels 
and  horses  heavily  laden  with  commodities. 
These  were  often  followed  by  large  flocks  of 
sheep  and  other  livestock  traveling  far  be- 
hind. Several  trails  leading  to  the  principal 
cities  of  Siberia  and  China  cross  the  heart  of 
this  desert,  the  Pekin  trail  being  the  longest. 

Nearly  two  days  were  spent  before  this  vast 
stretch  of  loneliness  was  crossed.  About  a 
day's  journey  out  of  the  desert  the  weather 
commenced  to  get  cooler,  and  we  were  soon 
aware  that  Siberia  was  not  far  away. 

Another  two  days,  and,  to  our  sorrow,  the 
ten  days  of  our  journey  was  at  an  end.  We 
all  wanted  to  go  a  little  farther — yes,  if  pos- 
sible, through  the  entire  broad  countries  of 
Siberia  and  Russia. 

We  found  the  picturesque  villages  of  China 
the  most  interesting.  Besides  the  old  log 
houses  and  huts  there  were  numerous  dwell- 
ings built  of  clay,  moss  and  grass.  The 
chimneys  on  many  of  these  shacks  were  made 
from  a  stout  piece  of  a  limb  of  a  tree  hol- 
lowed out.  Many  of  these  dwellings  were 
deserted,  for  during  the  Bolsheviki  terror 
the  occupants  had  fled  to  a  more  peaceful 
territory.  At  each  railway  station  along  the 
line  there  were  numerous  stands  from  which 
the  peasants  of  the  villages  sold  eatables  con- 
sisting chiefly  of  fried  and  dried  fish,  eggs, 
shrimp  and  fried  chicken.  They  ajso  sold 
trinkets  of  silk  and  bead  handiwork. 

Some  of  these  things  were  sold  at  an  ex- 
tremely low  price.  A  hatful  of  fresh  eggs 


could  be  purchased  anywhere  along  the  way 
for  as  little  as  5  cents.  Just  before  the  train 
reached  each  station  one  could  see  these  coun- 
try merchants  at  a  distance  trotting  toward 
these  stands  from  all  directions  with  their 
bags  and  baskets  filled  with  wares.  One  good 
feature  -about  this  trip  was  that  a  stop  of 
ten  to  thirty  minutes  was  made  at  each  sta- 
tion. This  allowed  us  sufficient  time  to  make 
purchases  and  make  a  more  thorough  study 
of  each  town. 

At  some  of  the  towns  where  a  longer  stop 
was  made,  games  of  all  sorts  were  soon  put 
into  action.  The  more  popular  among  these 
were  baseball  and  dice.  It  was  amusing  to 
see  a  group  of  Mongolians,  attired  in  black 
robes  and  black  skull  caps,  gather  around  a 
dice  game  and  watch  the  "galloping  dominoes" 
as  they  decided  the  fate  of  the  players.  Gaz- 
ing with  wide-eyed  curiosity  and  conversing 
in  their  hurried  and  excited  language,  they 
eagerly  viewed  each  paper  bill  or  coin  that 
was  tossed  to  the  ground  and  wondered  what 
it  was  all  about.  One  Mongolian  in  particu- 
lar was  so  interested  in  one  of  these  games 
that  he  did  not  notice  one  of  our  boys  cut  the 
rope  to  which  he  had  a  tiny  white  poodle  dog 
tied.  When  he  discovered  that  he  held  but 
two  feet  of  the  rope,  he  created  a  disturbance 
that  nearly  ended  in  a  riot.  The  dog,  how- 
ever, was  returned  to  him.  Pranks  of  this 
nature  were  frequently  played  on  this  peace- 
ful and  gullible  people. 

Five  Different  Kinds  of  Money 
One  of  the  most  difficult  problems  which 
we  had  to  face  was  that  of  making  purchases. 
During  this  one  journey  alone,  we  handled 
about  five  different  kinds  of  government  pa- 
per money.  These  ranged  in  size  from  a 
common  postage  stamp  to  a  fairly  good-sized 
handbill.  This  money,  received  in  exchange 
for  American  money  in  one  province,  was  not 
good  in  another,  and  many  good  American 
dollars  were  thus  lost  for  a  lot  of  worthless 
paper.  Although  many  of  the  inhabitants  ac- 
cepted American  coin,  they  were  wholly  ig- 
norant of  its  face  value,  for  they  sold  accord- 
ing to  its  appearance. 

*  For  instance,  an  ordinary  nickel,  thought  to 
be  silver,  bought  twice  as  much  as  a  dime, 
and  again  a  copper  cent  was  in  many  in- 
stances taken  for  a  gold  piece.  Cigarette  and 
tobacco  coupons,  as  well  as  chewing  gum 


May   1921 


ILLINOIS      CENTRAL     MAGAZINE 


Thirty-seven 


Thirty-eight 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


wrappers,  were  liberally  and  successfully 
passed  in  making  purchases.  The  buying 
power  of  this  new  American  paper  money 
originated  in  the  barracks  at  Khabarovsk, 
where  one  Chinaman  in  less  than  twenty  min- 
utes sold  out  a  large  basket  of  fresh  eggs  for 
a  handful  of  these  coupons  and  wrappers. 

From  90  Above  to  90  Below 

Verkhne  Udinsk,  Siberia,  situated  in  an 
upper  valley  in  a  mountainous  region,  has  a 
peculiar  climate.  The  warm  season,  which 
lasts  but  three  months,  is  hot  and  dry,  with 
heavy  rainfalls  in  periods  three  or  four 
weeks  apart.  The  days  are  unusually  long, 
bright  and  sunny,  the  twilight  lasting  until  10 
o'clock.  The  average  temperature  in  the  sum- 
mer is  90  degrees,  with  the  mercury  often 
mounting  to  110  degrees.  The  winter  season, 
which  generally  lasts  from  the  latter  part  of 
September  until  July,  is  severely  cold,  the 
thermometer  frequently  showing  90  degrees 
below  zero.  An  occasional  blizzard,  with  its 
blinding  wind,  keeps  piling  up  high  drifts  of 
snow  which  remain  on  the  ground  until  the 
close  of  the  winter.  The  nights  are  always 
bright,  with  the  moon  and  star-lit  sky  re- 
flecting on  the  crystal-like  snow  below.  Here 
I  have  seen  snow  fall  on  the  16th  of  June, 
so  that  we  knew  summer  was  still  far  off. 

The  railroad  operations  in  Siberia  are  very 
unlike  our  modern  and  systematic  operations. 

The  engine  has  no  bell.  This  hangs  above 
the  main  entrance  of  each  station.  Before  any 
train  is  allowed  to  depart  from  the  station, 
the  bell  must  be  rung  six  times,  first  one  ring, 
then  two,  and  then  three  at  intervals  of  five 
minutes  or  more.  A  small  kerosene  lamp 
about  eight  inches  high  serves  as  a  headlight. 

The  brakeman's  lantern  is  a  glass  box  about 
ten  inches  square  with  a  lighted  candle  in 
the  center.  This,  however,  is  not  used  for 
signaling,  but  rather  to  guide  him  to  couple 
and  uncouple  the  cars  and  for  other  duties  in 
line  with  his  work. 

A  bone  horn,  usually  slung  over  the  brake- 
man's shoulder,  is  used  to  give  the  necessary 
signals  to  the  engineer.  This  kind  of  signal- 
ing is  sometimes  very  confusing  to  the  en- 
gineer, especially  in  the  yards,  as  he  is  often 
compelled  to  leave  his  cab  to  learn  which 
brakeman  gave  the  signal. 

The  coaling  is  still  done  by  hand;  it  is  con- 
veyed by  wheel-barrows  to  an  elevated  plat- 


form and  dumped  into  the  coal  tender.  Coal 
is  scarce  there.  Cedar  and  pine  make  up  the 
fuel  used  most  extensively  for  operating 
trains.  During  a  prolonged  blizzard  the  crew 
is  often  compelled  to  quit  the  train  and  cut 
timber  for  fuel  or  melt  snow  to  get  up  steam 
before  reaching  a  destination  where  these  sup- 
plies can  be  had. 

The  first-class  sleeping-car  berths  are  made 
up  in  an  ordinary  4-wheel  day  coach.  At 
night  the  wooden  seats  are  converted  into 
shelves,  three  tiers  high,  the  two  lower  about 
six  feet  in  length  and  the  upper,  used  chiefly 
for  children,  but  four  feet.  The  travelers 
furnish  their  own  bedding.  The  cheaper  class 
of  service  is  generally  patronized  by  the  poor 
Russians  and  Chinese,  who  are  crowded  Into 
a  4-wheel  boxcar,  often  taking  with  them  a 
pig  or  two,  some  poultry,  etc.,  besides  their 
other  domestic  belongings. 

Every  Snowfall  Shoveled  Off 

The  right-of-way  throughout  the  country  is 
usually  maintained  by  the  old  people,  the  rail- 
road company  providing  for  their  livelihood, 
together  with  a  furnished  shack  standing  near 
some  lonely  country  crossroads.  The  flagging 
along  the  country  roads  is  do'ne  by  the  old 
women.  The  men  attend  to  the  more  strenu- 
ous duties  along  the  tracks,  their  territory 
usually  covering  about  five  miles.  During  the 
winter  months,  after  every  snowfall,  the  snow 
is  shoveled  from  the  tracks.  This  is  done  be- 
cause the  snow  which  falls  during  the  winter 
never  thaws  until  the  arrival  of  the  warm 
season.  In  places  where  the  snow  is  likely 
to  drift,  a  gate-like  fencing  of  laths  is  set 
up  in  the  first  snow.  This  is  then  banked 
with  the  snow,  which  makes  a  firm  barricade 
against  impending  storms. 

Upon  arriving  at  Verkhne  Udinsk,  we  were 
formed  into  companies  and  immediately  pro- 
ceeded to  our  new  home,  which  we  found  to 
be  in  the  midst  of  a  dense  pine  forest. 
Though  the  air  was  very  chilly  and  damp, 
we  soon  got  warm  by  cutting  down  a  num- 
ber of  pine  trees  and  pitching  enough  tem- 
porary tents  to  shelter  us  for  the  night. 

Here,  in  less  than  five  weeks,  one  of  the 
most  modern  American  out-of-door  camps  in 
a  foreign  country  was  completed.  As  we  had 
brought  along  our  own  power  plant  equipment 
from  Khabarovsk,  electricity  was  soon  in- 
stalled throughout  the*  camp.  Electric  lights 


May   1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirty-nine 


were  also  strung  along  for  two  miles  from  the 
camp  through  the  dense  forest  into  town.  At 
the  main  entrance  of  the  camp  a  powerful 
red  guiding  light  of  high  voltage  was  visible 
at  a  distance  from  all  sides,  glistening  now 
and  then  through  the  towering  pines.  A 
separate  kitchen,  connecting  with  a  mess  hall 
seating  180  men,  was  built  for  each  company. 
The  supports  of  these  structures  and  those  of 
the  long  tables  and  bench-like  seats  were  built 
of  pine  logs,  and  a  heavy  canvas  covering  was 
used  for  the  slant  roof. 

A  large  out-door  theater,  with  a  capacious 
stage  and  ample  seating  capacity,  was  also 
built  in  camp.  Here  quite  frequently  we  were 


entertained  with  vaudeville  acts  and  boxing 
contests  staged  by  American  and  Russian 
soldiers,  as  well  as  Russian  civilians.  Motion 
pictures,  the  subtitles  of  which  were  in  both 
English  and  Russian  print,  were  run  every 
night.  The  inhabitants  of  Verkhne  Udinsk 
and  surrounding  villages  were  invited  to  these 
entertainments  Wednesday,  Saturday  and 
Sunday  nights. 

Owing  to  the  limited  number  of  bath-houses 
at  Verkhne  Udinsk,  a  shower  bath-house  of 
our  own  was  built  in  camp. 

In  the  early  part  of  September  we  quit  this 
camp  and  moved  into  the  Russian  winter  bar- 
racks at  Barazovka,  located  seven  miles  south. 


Moves  Livestock  From   Illinois   to  South 


AN  effective  step  in  introducing  the 
livestock  business  in  the  southern 
states  was  taken  along  the  Illinois 
Central  recently  when  the  equipment  of  a 
large  livestock  farm  was  moved  from 
Illinois  to  Mississippi.  John  Borden  of 
Chicago  is  the  man  responsible  for  the 
movement.  Commenting  on  the  act  as  a 
marker  of  the  change  of  southern  farming 
conditions,  of  the  decline  in  cotton,  and  of 
the  engagement  in  a  substitute  industry,  the 
Vicksburg  (Miss.)  Herald  of  March  30 
declared  that  "it  is  not  apt  to  be  dupli- 
cated in  the  extent  of  the  transaction;  if 
this  change  should  prove  a  success  it  may  be 
a  forerunner  of  the  upbuilding  of  large 
livestock  farms  in-  Mississippi." 

The  move  was  made  from  Pike  County, 
Illinois,  to  Grenada  County,  Mississippi. 
The  Grenada  Sentinel  of  March  28  ex- 
plained how  Mr.  Borden,  "the  owner  of 
Glenwild  plantation,  three  miles  south  of 
Grenada,  a  farm  of  5,600  acres,  received  a 
shipment  of  twenty-two  carloads  of  live- 
stock consisting  of  260  purebred  Herefords, 
twenty-six  purebred  Holsteins  and  twenty 
head  of  highbred  sheep.  The  shipment  came 
from  Fernwood  Stock  Farm,  Pike  County, 
Illinois,  the  entire  livestock  holding  of  this 
celebrated  farm.  The  purchase  involves 
over  $100,000. 

"In  addition  to  the  recent  arrival  of  pure- 
bred cattle,  this  already  famous  farm  has 
Maxwalton  Rodney,  the  renowned  Short- 


horn bull  bred  by  Carpenter  &  Ross,  Mans- 
field, Ohio.  The  Shorthorn  herd  consists 
of  twenty-five  cows  and  heifers  from  the 
best  herds  in  the  United  States.  It  is  the 
owner's  aim  and  ambition  to  make  Glen- 
wild  second  to  no  stock  farm  in  the  country, 
and  if  money  and  care  and  attention  will 
succeed,  he  most  certainly  will  not  be  dis- 
appointed. 

"Something  more  than  a  year  ago,  Mr. 
Borden  became  the  owner  of  what  had  long 
been  known  as  the  Payne  Farm  upon  which 
was  situated  one  of  the  few  ante-bellum 
residences  in  Grenada  County. 

"But  it  was  left  to  its  present  owner  to 
work  a  transformation.  It  has  been  re- 
modeled; the  premises  have  been  under  the 
care  of  a  landscape  gardener,  and  today  it 
stands  forth  almost  a  model  in  homely 
dignity  and  plantation  grandeur.  «  It  stands 
upon  an  eminence  upon  a  hillside  which 
gives  it  a  view  of  the  farm  and  the  valley 
below  that  adds  wonderfully  to  its  pic- 
turesqueness  and  charm.  In  addition  to 
what  has  been  done  toward  making  anew 
this  old  home,  handsome  cottages  have 
been  erected  and  others  are  in  process  of 
erection  over  the  entire  holdings. 

"The  weekly  payroll  of  this  plantation 
runs  to  $2,000  and  besides  this,  there  are 
quite  a  number  on  the  general  salary  list ; 
thus  it  will  be  seen  what  an  important 
factor  it  is  in  the  business  wheel  of 
Grenada  County"." 


Forty  ILLINOIS      CENTRAL     MAGAZINE  May  1921 


Illinois  Central  System  Sounds  a  Warning 
Of  Impending  Coal  Shortage 

It  is  earnestly  to  be  hoped  that  coal  dealers  and  consumers  have  not 
forgotten  the  lessons  taught  by  coal  shortages  of  recent  years,  particu- 
larly the  one  of  1920.  These  shortages  were  produced  largely  by  dealers 
and  consumers  themselves  in  not  beginning  to  buy  and  store  coal  in  ade- 
quate volume  until  late  in  the  year.  It  is  clear  that  unless  coal  dealers 
and  consumers  profit  by  the  lessons  of  the  past  and  begin  at  once  to  lay 
in  necessary  fall  and  winter  supplies  another  coal  shortage  will  be  brought 
about. 

As  a  result  of  the  shortage  of  coal  in  1920,  the  Interstate  Commerce 
Commission  was  forced  to  require  the  railways  to  furnish  open  top  cars 
preferentially  for  the  handling  of  coal  from  June  19  to  November  29  in 
order  to  prevent  suffering  in  various  parts  of  the  country.  Open  top  cars 
are  also  used  for  carrying  building  and  highway  construction  materials, 
and  one  of  the  effects  of  diverting  open  top  cars  to  the  coal  traffic  last 
year  was  the  postponement  of  construction  work  that  was  vitally  needed. 
It  would  be  most  unfortunate  if  this  action,  which  was  highly  necessary 
last  year,  should  be  made  necessary  again  this  year.  The  housing  and 
other  construction  which  depend  largely  upon  the  use  of  open  top  cars 
are  too  imperative  to  be  delayed  by  a  congestion  of  coal  traffic  that  can 
be  avoided  by  the  immediate  movement  of  coal  on  a  large  scale. 

The  coal-carrying  equipment  of  the  railways  is  sufficient  to  handle  a 
large  evenly-balanced  coal  tonnage,  but  it  is  inadequate  to  handle  the  coal 
movement  when  the  bulk  of  it  is  thrown  upon  the  railways  in  a  compara- 
tively short  period  after  midsummer. 

For  the  last  five  )'ears  the  total  annual  output  of  bituminous  coal  in 
the  United  States,  in  tons,  was  as  follows: 

1916 502,519,682 

1917 551,790,563 

1918 579,385,820 

1919 458,063,160 

1920 556,563,000 

The  strike  of  the  coal  miners  which  lasted  from  November  1  to  De- 
cember 15,  1919,  had  a  paralyzing  effect  on  the  coal  output  for  that  year, 


May  1921  ILLINOIS       CENTRAL       MAGAZINE  Forty-one 


and  the  strike  of  railway  ^switchmen,  which  was  in  effect  from  April  3 
to  August  1,  1920,  likewise  affected  the  coal  output  for  1920. 

During  the  first  six  months  of  1920,  the  output  of  bituminous  coal  was 
261,760,750  tons,  or  at  the  rate  of  43,626,791  tons  a  month.  During  the 
first  three  months  of  1921  the  average  monthly  output  was  only  about 
32,750,000  tons,  and  it  is  estimated  that  the  April  output  did  not  exceed 
26,000,000  tons.  If  the  April  figures  should  not  be  exceeded  in  May  and 
June,  the  coal  movement  for  the  first  six  months  of  1921  would  amount 
to  approximately  176,000,000  tons,  a  decrease  of  more  than  85,000,000 
tons,  as  compared  with  the  actual  output  for  the  first  six  months  of  1920. 

This  would  mean  that  the  mines  would  have  to  produce,  and  the  rail- 
ways would  have  to  move,  more  than  380,000,000  tons  during  the  latter 
half  of  the  year  to  equal  the  record  of  coal  production  for  the  year  1920 
when  there  was  a  shortage. 

To  accomplish  that  would  not  only  overtax  the  coal-carrying  capacity 
of  the  railways,  but  would  overtax  the  mines,  probably  resulting  in  higher 
prices  of  coal.  Coal  can  be  purchased  and  moved  more  cheaply  during 
spring  and  early  summer  than  later.  Delay  in  purchasing  and  storing 
coal  at  points  of  consumption  makes  for  higher  prices  during  the  time 
of  heavy  movement.  There  is  now  practically  no  surplus  of  bituminous 
coal  above  ground  anywhere  in  the  United  States. 

Coal  mine  operators  are  now  in  a  position  to  produce,  and  the  rail- 
ways are  in  a  position  to  move,  a  large  volume  of  coal.  If  dealers  and 
consumers  fail  to  take  advantage  of  the  present  opportunity  to  lay  in 
fall  and  winter  supplies,  and  another  coal  shortage  eventuates,  the  public 
in  fairness  certainly  will  not  attach  blame  to  the  coal  operators  and  the 
railways.  More  than  255,000  open  top  cars  are  now  standing  idle  on  the 
side-tracks  of  the  railways.  Nearly  one-half  of  the  open  top  equipment 
of  the  Illinois  Central  System  is  idle. 

The  situation,  as  we  visualize  it,  is  that  the  country  is  headed  for  a 
serious  coal  shortage  unless  consumers  immediately  start  moving  coal  in 
large  volume.  We  are  emerging  from  the  business  depression.  Within 
a  few  months  the  railways  may  be  taxed  to  their  capacity  in  handling 
traffic  other  than  coal. 

The  Illinois  Central  System,  as  one  of  the  largest  coal-carrying  roads 
in  the  Middle  West,  considers  it  a  duty  to  sound  this  warning. 

Constructive  criticism  and  suggestions  are  invited. 

C.    H.   MARKHAM, 
President,   Illinois   Central   System. 


Forty-two 


ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


Idle  Mines  and  Empty  Coal  Cars  Demand 
Attention  of  Buying  Public 

Superintendent  W.  Atwill  of  St.   Louis  Division 
Explains  Situation  He  Faces 


THE  statement  from   President  Mark- 
ham    calling  attention   to   the    danger 
of  a  national  coal  shortage  is  timely 
and  should  be  given  the  earnest  considera- 
tion of  every  person,  according  to  W.  At- 
will, superintendent  of  the  St.  Louis  division, 
the    largest    coal-loading     division     on    the 
Illinois    Central   System. 

Mr.  Atwill,  in  commenting  on  President 
Markham's  statement  and  the  coal  situa- 
tion, said: 

"The  St.  Louis  division,  as  the  largest  coal- 
loading  division  on  the  Illinois  Central 
System,  serves  100  coal  mines,  and  four  or 
five  others  will  soon  be  in  process  of  develop- 
ment. The  smallest  mine  loads  three  cars  a 
day  and  the  largest  mine  has  loaded  157 
carloads  of  coal  in  eight  hours.  The  aver- 
age mine  loads  about  30  cars  a  day.  The 
largest  mine  on  the  division — and  it  is  said 
to  be  the  largest  bituminous  coal  mine  in 
the  world — is  the  Orient  mine  near  West 
Frankfort,  owned  by  the  Chicago,  Wilming- 
ton &  Franklin  Coal  Company.  This  com- 
pany will  soon  begin  sinking  another  mine 
with  an  equal  capacity. 

"At  the  present  time  we  have  hundreds 
of  empty  coal  cars  stored.  Engines  are  not 
being  worked  to  their  capacity.  We  have 
in  the  neighborhood  of  300  engineers,  fire- 
•men,  conductors,  brakemen  and  switchmen 
who  are  not  employed  at  this  time  because 
of  the  slump  in  the  coal  business.  Thou- 
sands of  coal  miners  also  are  idle. 

How  Coal  Loading  Has  Slumped 

"We  are  loading  not  to  exceed  500  car- 
loads of  coal  a  day,  when  we  should  be  load- 
ing 1,600  carloads  a  day.  The  largest  coal- 
loading  day  was  during  December,  1920, 
when  1,722  carloads  of  coal  were  loaded  on 
the  St.  Louis  division.  During  the  last 
three  months  we  have  loaded  an  average  of 
13,000  cars  of  coal  a  month,  when  we  should 
have  been  loading  32,000  cars  a  month. 


Superintendent  W.  Atwill 

"The  reason  for  this  slump  is  the  'no- 
market'  condition.  Consumers  are  not  buy- 
ing. If  users  of  coal  could  be  encouraged 
to  purchase  at  this  time — when,  in  the  opin- 
ion of  everyone  connected  with  the  coal 
business,  the  price  of  coal  is  probably  the 
cheapest  that  it  will  be  during  this  year — 
it  would  furnish  work  for  a  large  number 
of  railroad  men  and  coal  miners  now  unem- 
ployed, and  at  a  time  when  we  are  handling 
a  light  business  and  are  in  a  fine  position  to 
move  the  coal  rapidly. 

"We  have  the  men  who  want  to  work  on 
the  railroad.  The  coal  miners  who  now  are 
only  working  two  and  three  days  a  week 
would  be  glad  to  work  six  days  a  week.  We 
are  in  excellent  shape  to  move  the  coal 
rapidly,  making  use  of  cars  and  engines 
that  are  standing  idle.  If  coal  dealers  and 


A/03-  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-three 


coal  users  could  be  brought  to  realize  the 
danger  of  delay  and  could  be  induced  to 
purchase  at  this  time  it  would  insure  against 
a  shortage  next  winter. 

A  Cause  of  High  Prices  for  Coal 

"People  complain  of  high  prices  of  coal, 
caused  by  high  wages  paid  miners.  And 
yet  one  of  the  chief  reasons  why  miners  de- 
mand high  rates  in  pay  is  that  during  cer- 
tain periods  of  the  year  they  are  enabled  to 
work  only  two  and  three  days  a  week  be- 
cause of  seasonal  market  conditions,  caused 
by  these  same  persons  whd  protest  against 
the  high  costs  which  they  create  by  their 
lack  of  foresight.  If  the  miners  were  able 
to  work  six  days  a  week  regularly  I  believe 
they  would  be  satisfied  with  a  lower  wage 
based  on  the  ton  output  or  the  day  of  labor. 
They  require  a  certain  amount  of  money  to 
live  and  they  have  not  been  able  to  work 
regularly,  and  this  results  in  their  demand- 
ing increased  rates  of  pay  in  order  to  get  a 


sufficient  wage  to  support  themselves  and 
their  families. 

"Mining  is  not  like  other  industry  in  one 
essential  point.  Coal  mines  are  not  equipped 
to  put  coal  on  the  ground  as  they  hoist  it 
during  slack  periods  and  then  reload  it  when 
the  coal  is  in  demand.  To  so  equip  them 
would  call  for  a  considerable  outlay  and 
would  require  two  additional  handlings  of 
the  coal,  unloading  it  on  the  ground  and 
reloading  in  the  cars  when  wanted,  both  of 
which  would  add  to  the  cost  of  coal.  The 
only  way  that  coal  mines  can  operate  con- 
tinuously is  to  put  the  coal  in  the  cars  and 
have  the  cars  hauled  away. 

"I  am  in  thorough  accord  with  President 
Markham's  statement  on  this  subject.  I 
sincerely  hope  that  people  heed  its  warning 
— not  only  because  to  heed  it  will  make  busi- 
ness for  the  railroad,  but  because  it  may 
possibly  prevent  the  coal  famine  which  cer- 
tainly threatens  the  country  if  it  is  not 
heeded. 


What  Discourtesy   Can — and  Does — Cost 


The  Illinois  Central  System  has  had  few 
reports  of  active  discourtesy,  and  consequent- 
ly has  not  suffered  greatly  from  the  resent- 
ment of  the  public.  That  discourtesy  may 
cost  the  railway,  and  the  individual  employe 
in  the  long  run,  is  brought  out  by  the  fol- 
lowing discussion  of  the  subject  recently 
sent  out  by  the  president  of  an  eastern  rail- 
way to  his  officers  and  employes. 

"Not  long  ago  a  doctor,  driving  hurriedly 
to  reach  a  patient  in  the  country,  was  de- 
layed for  thirty-six  minutes  by  a  freight  train 
standing  over  a  highway  crossing.  Instead 
of  clearing  the  crossing  when  the  doctor  pro- 
tested, the  train  crew  only  aggravated  the 
situation  by  making  a  discourteous  reply. 

"Soon  afterward,  as  a  direct  result  of  the 
resentment  aroused  in  the  neighborhood  by 
this  occurrence,  a  bill  was  introduced  in  the 
legislature  of  that  state  heavily  penalizing 
railroads,  as  well  as  individual  railroad  em- 
ployes, for  the  blocking  of  highway  crossings. 

"Had  this  law  been  passed  it  would  have 
caused  constant  annoyance,  delay  and  trouble 
to  train  crews  operating  in  that  territory, 
making  the  work  just  that  much  harder  for 


all,  and  also  would  probably  have  proven  a 
source  of  continual  expense  to  the  railroad, 
thus  raising,  by  just  that  much,  the  cost  of 
operation  and  leaving  just  that  much  less  in 
the  treasury  with  which  to  pay  the  good 
wages  demanded  by  the  very  employes  who 
blocked  that  crossing. 

"Upon  the  successful  operation  of  a  rail- 
road depends  the  prosperity  of  its  employes, 
because  steady  employment  and  good  wages 
cannot  be  afforded  by  a  railroad  which  is  not 
successful,  and  perhaps  no  other  one  thing 
so  seriously  endangers  the  success  of  a  rail- 
road— and  therefore  the  prosperity  of  its 
men — as  adverse  public  opinion,  yet  much  of 
this  adverse  feeling  is  directly  traceable  to 
something  which  some  employe  has  said  or 
done  to  injure  or  offend  some  member  of  the 
public. 

"It  is  well  to  remember,  therefore,  that  em- 
ployes who  are  discourteous  or  disobliging, 
or  who  fail  to  give  the  public  their  very 
best  service,  are  not  only  working  against  the 
success  of  their  railroad,  but  are  also  actually 
working  directly  against  their  own  personal 
interests." 


Forty-four 


ILLINOIS      CENTRAL     MAGAZINE 


May   1921 


COMMUNICA  TIONS 


A  TRAVELING  SALESMAN'S  VIEW 

To  THE  EDITOR:  The  article,  "Pro  and 
Con  Discussion  of  Allowing  Railway  Passes 
to  Employes,"  in  the  Illinois  Central  Maga- 
zine, has  just  come  to  my  attention.  I  am 
a  traveling  salesman  selling  large  tools  made 
of  steel  and  iron.  If  I  could  use  any  of  the 
articles  I  sell  I  could  get  them  15  per  cent 
cheaper  than  the  consumer. 

I  want  to  relate  my  experience  in  travel- 
ing sixty  miles  last  Saturday  night.  I  got 
on  a  passenger  train  at  B  to  go  to  C;  at  S 
I  changed  cars,  got  a  seat,  and  the  car  was 
filled,  but  everybody  had  a  seat.  In  front 
of  me  was  a  railroad  employe's  wife  riding 
on  a  pass. 

At  T,  a  large  town,  the  car  was  nearly 
emptied  and  refilled.'  When  the  car  emptied 
the  woman  in  front  put  her  grip  on  the  seat, 
beside  her.  When  the  train  left  the  station 
four  women  and  six  men  were  standing  in 
the  aisle.  The  woman  in  front  of  me  took 
her  grip  off  the  seat  and  allowed  an  elderly 
woman  to  sit  down;  two  men  up  in  front 
got  up  and  gave  their  seats  to  two  more  wo- 
men. That  left  three  women  standing. 

I  came  very  near  giving  up  my  seat,  but 
I  was  tired  and  wanted  to  rest.  Just  about 
that  time  the  woman  in  front  of  me  riding 
on  a  pass  turned  around  and  remarked  about 
men  not  giving  their  seats  to  women.  I 
nearly  boiled  over  then. 

The  conductor  was  getting  alongside  me 
then.  I  was  watching  him.  He  took  up 
eight  passes  within  three  seats  from  me, 
three  women  and  five  men,  and  three  of  the 
men,  young  men,  were  sitting  in  seats  and 
two  women  who  had  paid  good  money  for 
passage  were  standing  in  the  aisle. 

One  writer  says  it  does  not  cost  the  rail- 
roads anything.  I  know  it  cost  one  railroad 
$2.16  today  and  $1.87  yesterday. 

If  passes  are  to  be  given  railway  employes, 
for  the  love  of  Mike  let  paying  passengers 
get  a  seat  before  they  take  one  away  from 
them.  Would  a  merchant  allow  a  clerk  to 
buy  the  last  article  he  had  in  stock  away 
from  a  customer  going  to  pay  full  price? 


Also  let  the  pass  rider  have  a  discount,  say 
33  1/3  per  cent,  instead  of  a  free  pass.  Step 
around  to  one  side  and  get  another  view- 
point :  Would  you  like  to  see  something 
presented  to  someone  else  and  you  have  to 
pay  good  money  for  it? — C.  H.,  Muskogee, 
Okla. 


READY   FOR  A   BUSY   SUMMER 


Here  is  a  typical  group  of  the  men  who 
will  be  putting  in  good  licks  this  summer 
in  the  maintenance  of  way  work.  This 
husky  bunch  of  Illinois  Central  employes 
is  composed  of  C.  G.  Hall,  section  fore- 
man at  Metropolis,  111.,  and  members  of  his 
gang.  Mr.  Hall  is  the  second  from  the 
right — holding  a  stout  shovel  too,  by  the 
way.  He  is  described  by  his  superintendent, 
W.  Atwill,  of  the  St.  Louis  Division,  as  one 
of  the  best  foremen  working  under  Road- 
master  J.  W.  Kern,  Jr.  He  is  on  territory 
covered  by  Road  Supervisor  W.  C.  Costigan. 


LOSING  A  GOOD  AGENT 

The  following  highly  complimentary  ref- 
erence to  the  transfer  of  Agent  G.  C. 
Bounds  is  taken  from  an  editorial  which  ap- 
peared in  The  Cotton  Farmer  of  Scott,  Boli- 
var County,  Mississippi,  issue  of  April  23, 
1921:  "To  the  great  regret  of  all  the  pa- 
trons, and  the  general  public,  the  manage- 
ment of  the  Y.  &  M.  V.  R.  R.  transferred 
Mr.  G.  C.  Bounds,  the  popular  station  agent 
here,  to  the  Leland  office.  Mr.  Bounds  has 
been  station  agent  here  for  something  over 
four  years,  and  has  greatly  endeared  him- 
self to  the  general  public." 


May  1921 


Fo>ty-five 


Wonders  of  Natural  History  Thrown  Open 
to  Public  in  Field  Museum 


New  Chicago  Lakefront  Structure  Built  on  Land 
Once  Illinois  Central's 


The  Field  Museum,  Viewed  From  Tenth  Floor,  Central  Station 


THE  traveler  coming  into  Chicago  over 
the  Illinois  Central  tracks  gets  a  view 
first  of  the  suburbs,  then  of  a  long 
stretch  of  the  shore  line  of  Lake  Michigan, 
and  finally,  as  his  train  slows  down  for  the 
final  stop  at  Central  Station,  of  a  vast  and 
most  impressive  marble  building  between  the 
tracks  and  the  lake.  That  building  stands 
as  a  bulwark  against  the  lake,  on  a  point  of 
land  directly  opposite  the  station.  Some  day 
it  will  be  part  of  the  development  of  the 
Chicago  Plan,  which  includes,  among  other 
things,  a  great  new  passenger  station  for  the 
Illinois  Central  terminal.  Just  now  it  is 
somewhat  lonely  out  on  that  point  of  land, 
but  the  fact  of  its  existence  there,  with  the 
promise  of  what  is  to  come,  is  a  tribute  not 
only  to  the  memory  of  Marshall  Field,  who 
gave  the  money  for  its  construction,  but  also 
to  the  community  spirit  of  the  Illinois  Cen- 
tral Railroad  Company,  which  provided  the 
site. 

That  building  is  the  new  Field  Museum  of 
Natural  History,  which  after  six  years  of 
preparation  was  thrown  open  to  the  public 


on  May  3.  Every  member  of  the  Illinois 
Central  family  should  feel  with  pride  that  he 
or  she  has  a  part  in  the  location  of  this 
building.  A  visit  to  its  treasures  of  informa- 
tion could  well  be  included  in  the  program  of 
a  visit  to  Chicago.  It  is  one  of  the  outstand- 
ing pieces  of  architecture  in  the  United 
States,  and  its  collection  of  exhibits  is  one  of 
the  greatest  in  the  world. 

Construction  Started  in  1915 

Since  1915  workmen  have  been  busy  on  the 
handsome  marble  palace.  For  nearly  a  year 
transportation  experts  have  been  engaged  in 
moving  the  valuable  exhibits  from  the  former 
Fine  Arts  building  of  the  World's  Columbian 
Exposition  in  Jackson  Park  to  the  new  struct- 
ure. 

The  Field  Museum  was  established  as  a 
permanent  memorial  of  the  world's  fair.  With 
the  subscriptions  of  numerous  public  spirited 
Chicagoans,  including  $1,000,000  from 
Marshall  Field,  the  project  was  launched.  In 
1894  numerous  exhibits  from  the  fair  were 
housed  in  the  temporary  quarters  on  the  ex- 


Forty-six 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


position  grounds  and  formulation  of  plans  for 
the  permanent  museum  was  begun. 

Up  to  the  time  of  his  death  in  1906  Mr. 
Field  made  good  each  annual  deficit  of  the 
museum,  and  in  his  will  he  left  $4,000,000  as 
a  building  fund,  and  an  additional  $4,000,000 
as  a  maintenance  fund.  The  new  edifice  cost 
approximately  $6,750,000. 

Helped  Settle  Lake  Front  Dispute 

For  fifty  years  or  more  the  city  of  Chicago 
and  the  Illinois  Central  disputed  over  the 
lake  front,  according  to  Blewett  Lee,  New 
York  counsel  of  the  company.  The  city  hall 
at  Chicago,  the  capitol  at  Springfield,  the  su- 
preme court  at  Washington  were  the  scenes 
of  long  battles.  Step  by  step  parts  of  the 
great  controversy  over  riparian  rights,  re- 
claimed lands,  and  submerged  lands  were  dis- 
posed of,  but  no  one  dreamed  of  a  settlement 
of  the  whole  controversy,  fruitful  as  it  was 
continually  of  political  issues,  for  the  benefit 
of  the  public.  Powerful  political  forces  were 
always  arrayed  against  any  settlement  at  all. 

The  cause  of  the  coming  of  peace  was  a 
little  clause  in  the  will  of  the  late  Marshall 
Field.  A  liberal  gift  was  made  for  the  con- 
struction of  a  building  for  the  Field  Colum- 
bian Museum,  provided  within  a  certain  time 
a  site  should  be  furnished  free  of  charge  in 
the  downtown  portion  of  the  city.  Such  a 
building  requires  great  space.  It  could  not 
be  erected  in  Grant  Park,  for  the  city  was 
effectually  prevented  from  authorizing  the 
erection  of  any  building  in  the  park. 

Here  was  the  opportunity.  The  Illinois 
Central  had  the  only  suitable  site  for  the 
museum,  which  could  be  located  upon  part 
of  the  railroad  terminal.  But  the  company 
could  not  be  compelled  to  surrender  the  land. 
The  time  for  the  fulfillment  of  Mr.  Field's 
conditions  had  almost  expired.  The  gift  was 
about  to  be  lost  and  the  great  museum  left 
in  a  location  difficult  of  access  to  more  than 
half  the  people  of  the  city. 

Illinois  Central  Offers  Land 

At  this  point  President  C.  H.  Markham  of 
the  Illinois  Central,  who  had  for  some  time 
been  conducting  negotiations  with  the  South 
Park  commissioners  for  a  settlement  of  the 
lake  front  controversy,  waived  the  final  ad- 
justment among  the  railroad  company,  the 
South  Park  commissioners,  and  the  City 
of  Chicago  and  voluntarily  agreed  that  the 
museum  should  be  located  on  its  present 


site,  which  is  upon  property  that  was  either 
absolutely  owned  by  the  Illinois  Central  Rail- 
road Company  or  covered  by  its  riparian 
rights,  Mr.  Markham  believing  that  in  the  end 
the  city,  which  had  not  at  that  time  endorsed 
the  agreement  reached  between  the  South 
Park  commissioners  and  the  railroad  com- 
pany, would  fairly  protect  the  railroad  com- 
pany's interests. 

The  city's  price  for  accepting  the  settle- 
me'nt  was  electrification.  After  long  and  dif- 
ficult negotiations,  the  president  was  enabled 
to  reach  a  final  agreement  upon  this  subject 
also,  and  in  1919  the  ordinance  of  settlement 
reached  passage  in  its  final  form.  The 
struggles  of  almost  two  generations  of  men 
were  ended.  The  lake  front  controversy  was 
settled. 

Using  the  Field  Museum 

"To  many  the  Field  Museum  has  been 
only  a  collection  of  exotic  souvenirs  of  the 
world's  diversity,  designed,  no  doubt,  to  in- 
struct as  well  as  to  amuse,  but  to  instruct 
only  in  curiosities  which  are  more  aesthetic 
than  practical  in  motive,"  said  the  Chicago 
News  in  its  issue  of  April  18. 

"To  increasing  numbers  of  persons,  how- 
ever, the  museum  is  a  great  laboratory,  and 
a  marvelous  exhibit  of  materials,  processes, 
methods,  designs  and  experiments  for  indus- 
trialists, business  men  and  artists  who  care 
to  put  its  great  resources  to  use.  Indeed  the 
museum  soon  to  be  thrown  open  to  the  pub- 
lic in  the  new  building  in  Grant  Park  has  un- 
limited potential  value  in  the  field  of  experi- 
mental, industrial  and  commercial  operations. 

"Some  day,  not  far  distant,  we  Americans 
may  find  ourselves  scurrying  from  our  de- 
nuded hills  to  South  America  and  Africa  for 
timber.  Today  one  of  the  finest  timber  ex- 
hibits in  the  world  is  in  the  Field  Museum, 
to  guide  those  future  expeditions.  Rubber, 
coffee,  gums,  tea,  sugar,  oils,  alkalis,  clays — 
the  entire  world  of  materials  which  interest 
the  business  man — are  scientifically  classified 
and  exhibited  there  for  his  instruction.  The 
procedures  in  manufacture  are  illustrated. 
The  technic  of  the  handling  of  materials  is 
set  forth. 

"The  great  aid  which  science  can  give  to 
industry  is  here  offered  for  those  who  will 
use  it.  The  future  no  doubt  will  see  the 
Field  Museum  not  only  a  center  of  the  art 
but  of  the  industrial  interests  of  the  city." 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-seven 


U.    S.   Railroad  Labor  Board  Rules 
Subject  of  "National  Agreements" 

Sets  July  1  flv/  Date  of  Termination  and  Urges 
Conferences  Start  Immediately 


on 


AFTER  a  hearing  which  began  January 
10,  the  United  States  Railroad  Labor 
Board,  on  April  14,  handed  down  a  de- 
cision on  the  so-called  "national  agreements," 
which  regulate  rules  and  working  conditions 
of  certain  classes  of  railway  employes.  The 
decision  has  been  termed  a  "middle  of  the 
road"  ruling,  in  that  it  embodies  certain  prin- 
ciples advocated  by  the  railways,  through  the 
Association  of  Railway  Executives,  and  cer- 
tain principles  advocated  by  the  employes, 
through  their  national  representatives.  The 
representatives  of  both  the  railways  and  the 
employes  have  been  quoted  in  press  statements 
as  expressing  approval  of  the  decision. 

The  following  is  a  copy  of  the  decision  of 
the  Labor  Board : 

"The  evidence  and  arguments  submitted  in 
this  case  support  the  following  conclusions : 

"The  duty  imposed  by  Section  301  on  all 
carriers  and  their  officers,  employes  and  agents 
to  consider  and  if  possible  to  decide  in  con- 
ference all  disputes  between  carriers  and  their 
employes  has  not  been  performed  by  the  parties 
hereto  either  with  regard  to  the  wage  or  the 
working  conditions  portion  of  this  dispute. 
The  record  shows  that  the  representatives  of 
the  carriers  were"  unwilling  to  assume  the  re- 
sponsibility of  agreeing  to  substantial  wage  in- 
creases. Hence,  the  conference  of  March  10th 
to  April  1st  on  the  side  of  the  carriers  was. 
merely  a  perfunctory  performance  of  the 
statute.  Nor  was  the  action  of  the  organiza- 
tions with  regard  to  the  individual  carriers 
more  than  perfunctory.  Naked  presentation  as 
irreducible  demands  of  elaborate  wage  scales 
carrying  substantial  increases,  or  of  volumi- 
nous forms  of  contract  regulating  working 
conditions,  with  instructions  to  sign  on  the 
dotted  line,  is  not  a  performance  of  the  obli- 
gation to  decide  disputes  in  conference  if  pos- 
sible. The  statute  requires  an  honest  effort 
by  the  parties  to  decide  in  conference.  If  they 
cannot  decide  all  matters  in  dispute  in  confer- 
ence, it  is  their  duty  to  there  decide  all  that 


is  possible  and  refer  only  the  portion  impos- 
sible of  decision  to  this  board. 

"Although  Section  301  has  not  been  com- 
plied with  by  the  parties,  the  board  has  juris- 
diction of  this  dispute  as  it  is  and  has  been 
one  likely  substantially  to  interrupt  commerce. 

What  Each  Side  Asked 

"The  carriers  parties  hereto  maintain  that 
the  direction  of  this  board  in  Decision  No.  2, 
extending  the  national  agreements,  orders,  etc., 
of  the  Railroad  Administration  as  a  modus 
vivendi  should  be  terminated  at  once ;  and  that 
the  matter  should  be  remanded  to  the  indi- 
vidual carriers  and  their  employes  for  negotia- 
tion and  individual  agreement. 

"The  organizations  maintain  that  the  na- 
tional agreements,  orders,  etc.,  with  certain 
modifications  desired  by  the  employes  should 
be  held  by  this  board  to  constitute  just  and 
reasonable  rules ;  and  should  be  applied  to 
all  carriers  parties  to  the  dispute,  except  to 
the  extent  that  any  carrier  may  have  entered 
into  other  agreements  with  its  employes.  They 
maintain  that  local  conferences  requiring  nec- 
essarily the  participation  of  thousands  of  rail- 
road employes  for  several  weeks  would  con- 
stitute an  economic  waste  and  would  produce 
a  multiplicity  of  controversies  as  v^tell  as  ir- 
ritation and  disturbance.  They  also  urge  that 
to  require  local  conferences  would  be  to  ex- 
pose the  local  organizations  on  the  several  car- 
riers to  the  entire  power  and  weight  of  all 
the  carriers  acting  through  the  Association  of 
Railway  Executives  on  the  conferring  carrier, 
that  such  a  disparity  of  force  would  produce 
an  inequitable  result  highly  provocative  of  dis- 
content and  likely  to  result  in  traffic  inter- 
ruptions. They,  accordingly,  insist  that  the 
conference  should  be  national. 

"The  carriers  maintain  that  rules  negotiated 
by  the  employes  and  officers  who  must  live 
under  them  are  most  satisfactory,  that  the  par- 
ticipants in  such  negotiations  know  the  intent 
of  the  rules  agreed  to  and  advise  their  fellow 


Forty-eight 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


workmen  and  officers  accordingly,  thereby 
avoiding  a  litigious  attitude  on  both  sides,  that 
substantial  differences  exist  as  between  the 
several  carriers  with  relation  to  the  demands 
of  the  service,  necessary  division  of  labor 
and  other  factors  which  differences  should  be 
reflected  in  the  rules,  that  these  local  differ- 
ences can  be  given  proper  consideration  only 
by  local  conferences.  The  carriers  refuse  to 
confer  nationally. 

"The  Labor  Board  is  of  the  opinion  that 
there  is  merit  in  the  contentions  of  each  party 
and  has  endeavored  to  take  action  which  will 
secure  some  of  the  advantages  of  both  courses. 

"This  board  is  unable  to  find  that  all  rules 
embodied  in  the  national  agreements,  orders, 
etc.,  of  the  Railroad  Administration  constitute 
just  and  reasonable  rules  for  all  carriers  par- 
ties to  the  dispute.  It  must,  therefore,  refuse 
the  indefinite  extension  of  the  national  agree- 
ments, orders,  etc.,  on  all  such  carriers  as 
urged  by  the  employes. 

"This  board  also  deems  it  inadvisable  to  ter- 
minate at  once  its  direction  of  Decision  No.  2 
and  to  remand  the  dispute  to  the  individual 
carriers  and  their  employes.  Such  a  course 
would  leave  many  carriers  and  their  employes 
without  any  rules  regulating  working  condi- 
tions. 

"If  the  Labor  Board  should  remand  the  dis- 
pute to  the  individual  carriers  and  their  em- 
ployes and  should  keep  the  direction  of  De- 
cision No.  2  in  effect  until  agreements  should 
be  arrived  at,  it  is  possible  that  agreements 
might  not  be  arrived  at. 

Matters    Local    and    General 

"The  Labor  Board  believes,  nevertheless, 
that  certain  subject  matters  now  regulated  by 
rules  of  the  national  agreements,  orders,  etc., 
are  local  in  nature  and  require  consideration 
of  local  conditions.  It  also  believes  that  other 
subject  matters  now  so  regulated  are  general 
in  character  and  that  substantial  uniformity  in 
rules  regulating  such  subject  matters  is  de- 
sirable. 

"The  board  also  believes  that  certain  rules 
are  unduly  burdensome  to  the  carriers  and 
should  in  justice  be  modified.  It  may  well 
be  that  other  rules  should  be  modified  in  the 
interest  of  employes. 

"To  secure  the  performance  of  the  obliga- 
tion to  confer  on  this  dispute,  imposed  by 
law  on  officers  and  employes  of  carriers,  to 


bring  about  the  recognition  in  rules  of  differ- 
ence between  carriers  where  substantial,  to  pre- 
serve a  degree  of  uniformity  in  rules  regu- 
lating subject  matters  of  a  general  nature,  to 
prevent  to  some  extent  the  operation  in  ne- 
gotiations of  a  possible  disparity  of  power  as 
between  the  carriers  and  their  employes,  and 
to  enable  the  representatives  of  employes  of 
each  carrier  and  the  officers  of  that  carrier  to 
participate  in  the  formulation  of  rules  under 
which  they  must  live,  the  Labor  Board  has 
determined  upon  the  following  action : 

Agreement  to  End  July  1 

"1.  The  direction  of  the  Labor  Board  in 
Decision  No.  2,  extending  the  rules,  working 
conditions  and  agreements  in  force  under  the 
authority  of  the  United  States  Railroad  Ad- 
ministration, will  cease  and  terminate  July  1, 
1921. 

"2.  The  Labor  Board  calls  upon  the  officers 
and  system  organizations  of  employes  of  each 
carrier  parties  hereto  to  designate  and  au- 
thorize representatives  to  confer  and  to  de- 
cide so  much  of  this  dispute  relating  to  rules 
and  working  conditions  as  it  may  be  possible 
for  them  to  decide.  Such  conferences  shall 
begin  at  the  earliest  possible  date.  Such  con- 
ferences will  keep  the  Labor  Board  in- 
formed of  final  agreements  and  disagree- 
ments to  the  end  that  this  board  may  know 
prior  to  July  1,  1921,  what  portion  of  the  dis- 
pute has  been  decided.  The  Labor  Board  re- 
serves the  right  to  terminate  its  direction  of 
Decision  No.  2  at  an  earlier  date  than  July  1st 
with  regard  to  any  class  of  employes  of  any 
carrier  if  it  shall  have  reason  to  believe  that 
such  class  of  .employes  is  unduly  delaying  the 
progress  of  the  negotiations.  The  board  also 
reserves  the  right  to  stay  the  termination  of 
the  said  direction  to  a  date  beyond  July  ], 
1921,  if  it  shall  have  reason  to  believe  that  any 
carrier  is  unduly  delaying  the  progress  of  the 
negotiations.  Rules  agreed  to  by  such  con- 
ferences should  be  consistent  with  the  prin- 
ciples set  forth  in  ^Exhibit  B,  hereto  attached. 

"3.  The  Labor  Board  will  promulgate  such 
rules  as  it  determines  just  and  reasonable  as 
soon  after  July  1,  1921,  as  is  reasonably  pos- 
sible and  will  make  them  effective  as  of  July 
1,  1921,  and  applicable  to  those  classes  of  em- 
ployes of  carriers  parties  hereto  for  whom 
rules  have  not  been  arrived  at  by  agreement. 

"4.    The  hearings  in  this  dispute  will  neces- 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Forty -nine 


sarily  proceed  in  order  that  the  Labor  Board 
may  be  in  position  to  decide  with  reasonable- 
promptness  rules  which  it  may  be  necessary 
to  promulgate  under  Section  3  above. 

"5.  Agreements  entered  into  since  March  1, 
1920,  by  any  carrier  and  representatives  of  its 
employes  shall  not  be  affected  by  this  de- 
cision." 

-   The  Board's  "Basic  Principles" 

"1.  An  obligation  rests  upon  management, 
upon  each  organization  of  employes  and  upon 
each  employe  to  render  honest,  efficient  and 
economical  service  to  the  carrier  serving  the 
public. 

"2.  The.  spirit  of  co-operation  between  man- 
agement and  employes  being  essential  to  effi- 
cient operation,  both  parties  will  so  conduct 
themselves  as  to  promote  this  spirit. 

"3.  Management  having  the  responsibility 
for  safe,  efficient  and  economical  operation, 
the  rules  will  not  be  subversive  of  necessary 
discipline. 

"4.  The  right  of  railway  employes  to  or- 
ganize for  lawful  objects  shall  not  be  denied, 
interfered  with  or  obstructed. 

"5.  The  right  of  such  lawful  organization 
to  act  toward  lawful  objects  through  repre- 
sentatives of  its  own  choice,  whether  employes 
of  a  particular  carrier  or  otherwise,  shall  be 
agreed  to  by  management. 

"6.  No  discrimination  shall  be  practiced  by 
management  as  between  members  and  non- 
members  of  organizations  or  as  between  mem- 
bers of  different  organizations,  nor  shall  mem- 
bers of  organizations  discriminate  against  non- 
members  or  use  other  methods  than  lawful 
persuasion  to  secure  their  membership.  Es- 
pionage by  carriers  on  the  legitimate  activities 
of  labor  organizations  or  by  labor  organiza- 
tions on  the  legitimate  activities  of  carriers 
should  not  be  practiced. 

"7.  The  right  of  employes  to  be  consulted 
prior  to  a  decision  of  management  adversely 
affecting  their  wages  or  working  conditions 
shall  be  agreed  to  by  management.  This  right 
of  participation  shall  be  deemed  adequately 
complied  with,  if  and  when,  the  representa- 
tives of  a  majority  of  the  employes  of  each 
of  the  several  classes  directly  affected  shall 
have  conferred  with  the  management. 

"8.  No  employe  should  be  disciplined  with- 
out a  fair  hearing  by  a  designated  officer  of 
the  carrier.  Suspension  in  proper  cases  pend- 
ing a  hearing,  which  shall  be  prompt,  shall 


not  be  deemed  a  violation  of  this  principle.  At 
a  reasonable  time  prior  to  the  hearing  he  is 
entitled  to  be  apprised  of  the  precise  charge 
against  him.  He  shall  have  reasonable  oppor- 
tunity to  secure  the  presence  of  necessary  wit- 
nesses and  shall  have  the  right  to  be  there 
represented  by  a  counsel  of  his  choosing.  If 
the  judgment  shall  be  in  his  favor,  he  shall 
be  compensated  for  the  wage  loss,  if  any, 
suffered  by  him. 

"9.  Proper  classification  of  employes  and  a 
reasonable  definition  of  the  work  to  be  done 
by  each  class  for  which  just  and  reasonable 
wages  are  to  be  paid  is  necessary,  but  shall 
not  unduly  impose  uneconomical  conditions 
upon  the  carriers. 

"10.  Regularity  of  hours  or  days  during 
which  the  employe  is  to  serve  or  hold  him- 
self in  readiness  to  serve  is  desirable. 

"11.  The  principle  of  seniority  long  applied 
to  the  railroad  service  is  sound  and  should 
be  adhered  to.  It  should  be  so  applied  as  not 
to  cause  undue  impairment  of  the  service. 

"12.  The  board  approves  the  principle  of 
the  8-hour  day,  but  believes  it  should  be  lim- 
ited to  work  requiring  practically  continuous 
application  during  eight  hours.  For  eight 
hours'  pay  eight  hours'  work  should  be  per- 
formed by  all  railroad  employes  except  engine 
and  train  service  employes,  regulated  by  the 
Adamson  Act,  who  are  paid  generally  on  a 
mileage  basis  as  well  as  on  an  hourly  basis. 

"13.  The  health  and  safety  of  employes 
should  be  reasonably  protected. 

"14.  The  carriers  and  the  several  crafts 
and  classes  of  railroad  employes  have  a  sub- 
stantial interest  in  the  competency  of  appren- 
tices or  persons  under  training.  Opportunity 
to  learn  any  craft  or  occupation  shall  not  be 
unduly  restricted. 

"15.  The  majority  of  any  craft  or  class 
of  employes  shall  have  the  right  to  determine 
what  organization  shall  represent  members  of 
such  craft  or  class.  Such  organization  shall 
have  the  right  to  make  an  agreement  which 
shall  apply  to  all  employes  in  such  craft  or 
class.  No  such  agreement  shall  infringe,  how- 
ever, upon  the  right  of  employes  not  members 
of  the  organization  representing  the  majority 
\o  present  grievances  either  in  person  or  by 
representatives  of  their  own  choice. 

"16.  Employes  called  or  required  to  report 
for  work,  and  reporting  but  not  used,  should 
be  paid  reasonable  compensation  therefor." 


Fifty 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


and  j&e 


"BAB,"  a  comedy. — Mary  Roberts  Rine- 
hart,  in  her  short  story  pen-pictures  of  Bar- 
bara Archibald,  flapper  extraordinary,  has 
portrayed  American  teen-age  girlhood  in  a 
manner  comparable  to  Booth  Tarkington's 
depiction  of  American  teen-age  boyhood. 
Edward  Childs  Carpenter  has  woven  Mrs. 
Rinehart's  stories  into  a  delightful  stage 
comedy  which  compares  well  with  its  com- 
panion piece,  Mr.  Tarkington's  "Seven- 
teen." "Bab,"  as  the  Rinehart-Carpenter 
production  is  named,  is  at  the  Illino's  the- 
ater, Chicago,  an  engagement  which  doubt- 
less will  be  followed  by  a  tour  of  the  col- 
onies. You  will  enjoy  seeing  it.  The  story 
concerns  Barbara,  her  family  and  their 
friends,  her  ruminations  upon  "life  in  gen- 
eral" and  her  experiments  with  "the  grand 
passion."  It  is  highly  amusing  and  is  said 
to  be  accurate — it  would  be  presumptuous 
for  a  male  reviewer  to  pass  upon  its  accu- 
racy, but  the  opinion  of  others  may  be 
passed  along.  Helen  Hayes,  an  elfish  per- 
sunal'ty  who  plays  the  flapper  in  the  ver- 
sion of  the  comedy  which  has  come  out  of 
the  East,  is  a  captivating  little  creature, 
and  is  well  supported  by  a  cast  in  which 
Tom  Powers  is  a  principal  figure. 

THE  H  C  OF  L  is  the  subject  of  an 
engaging  musical  comedy,  "Mary,"  which 
is  one  of  the  successes  of  the  present  and 
past  seasons.  Its  song  h:ts  have  preceded 
it  throughout  the  country.  "The  Love 
Nest."  in  which  a  pair  of  romantic  lovers 
dream  of  their  home-to-be,  is  known  to  the 
frequenters  of  motion  picture  theaters  and 
vaudev'lle  houses  everywhere.  There  is  a 
a  number  of  other  engaging  ballads. 


THE  COUNTRY  is  being  given  an  in- 
troduction to  "Irene,"  the  girl  of  the  "Alice 
blue  gown,"  which  is  out  among  the  na- 
tives after  highly  successful  engagements 
in  the  theatrical  metropolises.  The  par- 


ticular production  which  is  in  Chicago  is 
said  to  have  reaped  a  harvest  of  someth-'ng 
more  than  half  a  million  dollars  already, 
and  it  is  still  going  strong  in  the  city  by 
the  Lake-side.  Dale  Winter  is  supplanting 
Helen  Shipman  in  the  title  role.  Miss  Wm- 
ter,  it  will  be  remembered,  is  the  widow 
of  the  late  James  Colosimo,  Chicago 
restaurateur. 


A  COMEDY  which  is  said  to  have  been 
acclaimed  with  unusual  success  on  Broad- 
way, "The  Meanest  Man  in  the  World," 
George  M.  Cohan,  producer,  is  leaving  the 
East  for  the  hinterland.  Frank  M.  Thomas 
and  Marion  Coakley  are  the  chief  figures. 


FRANK  TINNEY  has  an  unusually  loyal 
following  among  the  playgoers  of  the 
United  States  and  in  "Tickle  Me,"  the  mus- 
ical comedy  in  which  the  popular  star  is 
at  present  brightening  the  American  stage, 
he  is  indeed  the  chief  "tickler."  The  briefest 
review  of  the  piece  possible,  and  indeed 
the  most  accurate,  is  to  say  that  it  is  Frank 
Tinney.  The  comedian  recently  gave  away 
the  secrets  of  making  people  laugh  in  an 
interview  with  the  American  Magazine. 


FLORENZ  ZIEGFELD,  JR.,  producer 
of  spectacular  musical  revues  which  bear 
the  perennial  name  of  "Follies,"  is  reported 
as  making  the  announcement  that  he  will 
abolish  chorus  men  from  his  future  enter- 
tainments. He  holds  that  they  clutter  up 
the  stage  without  adding  to  the  adornment 
thereof.  Male  parts  in  the  background  of 
his  pieces  will  be  taken  by  young  women 
in  masculine  garb. 


STORIES  OF  THE  WAR  are  losing 
their  interest  to  theater  and  movie  fans, 
it  is  said,  and  yet  the  screen  production  of 
V.  Blasco  Ibanez'  "The  Four  Horsemen 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Fifty -one 


1  ptatsof 
Current 
Attractions 


Fifty-two 


ILLINOIS      CENTRAL      MAGAZINE 


of  the  Apocalypse"  is  meeting  great  ap- 
proval from  the  followers  of  the  silver  sheet. 
The  picture  features  the  war,  but  it  car- 
ries such  an  impelling  story  that  the  war 
pictures  fade  into  the  background. 


BILLIE  BURKE  is  promised  to  the 
American  stage  once  more  in  the  forthcom- 
ing Eastern  production  of  Clare  Kummer's 
"Goodness  Gracious.  Annabel." 


"MADE  IN  HEAVEN,"  romantic  pic- 
ture, will  present  to  motion  picture  fans 
Tom  Moore  and  his  bride  of  a  few  weeks 
ago,  formerly  Mile.  Renee  Adoree.  It  is 
chronicled  that  the  Irishman  and  the 
French  girl  met  New  Year's  Eve  and  were 
married  forty-two  days  later. 


D.  W.  GRIFFITH  is  going  to  do  "Faust" 
for  his  next  big  production. 


MOVIE  FANS  are  interested  in  the  cost 
of  the  materials  with  which  movies  are 
made.  The  following  list  of  prices  paid  by 
producers  for  various  successes  afterwards 
made  into  screen  stories  is  compiled  by 
Photoplay : 

"Turn  to  the  Right"  cost  $250,000— the 
record  to  date. 

"Way  Down  East,"  which  cost  Mr.  Grif- 
fith $175,000. 

"Experience,"  purchased  by  Paramount 
for  $150,000. 

"A  Tailor-Made  Man,"  which  Goldwyn 
bought  for  $105,000. 

"The  Wanderer,"  bought  .by  the  same 
company  for  $100,000. 

"The  Sign  on  the  Door,"  purchased  by 
Joseph  Schenck  for  his  wife,  Norma  Tal- 
madge,  for  $75,000. 

"The  Virginian,"  which  Douglas  Fair- 
banks purchased  from  Famous  Players — 
after  they  had  made  a  screen  production 
of  it  with  Dustin  Farnum — for  $55,000. 

"The  Deep  Purple,"  which  R.  A.  Walsh 
paid  $45,000  for. 

"Daddy  Long  Legs,"  bought  by  Mary 
Pickford  for  $40,000. 

WHEN  THEY  were  all  working  at  the  old 
Biograph  studio  in  New  York,  under  Grif- 
fith direction,  Mary  Pickford,  Blanche 
Sweet,  Mabel  Normand,  and  the  Gish  girls 


used  to  have  a  contest  to  see  which  one 
could  cry  the  quickest.  They  all  used  to 
go  out  to  lunch  together,  sit  around  the  ta- 
ble, and  try  to  bring  the  tears  spontaneously 
and  artistically.  Blanch  Sweet,  according  to 
the  records,  almost  always  won.  The  losesr 
had  to  pay  for  the  lunch.  It  cost  30  cents. 


WILLIAM  DE  MILLE  is  said  to  have 
"followed  copy"  more  closely  than  is  al- 
leged to  be  the  screen  producer's  wont  in 
adapting  Sir  James  Barrie's  novel  into 
"What  Every  Woman  Knows." 


OUR  NEWEST  SUMMER  RESORT 

The  advantages  of  New  Orleans  as  a  sum- 
mer resort  are  shortly  to  be  made  known 
to  the  world.  The  real  estate  division  of  the 
Association  of  Commerce  there  has  taken 
this  as  one  of  its  tasks.  According  to  the 
Times-Picayune  of  April  17,  "New  Orleans 
is  one  of  the  coolest  summer  cities  in  Amer- 
ica, and  as  soon  as  the  lake  and  river  are 
properly  exploited  as  assets,  quick  trans- 
portation to  the  lakes  and  the  gulf  provided, 
and  the  lakeside  and  other  fine  roads  con- 
structed, people  from  all  over  the  country 
will  come  here  to  spend  the  summer. 

"Just  as  things  are,  there  are  few  more 
pleasant  places  during  the  warm  months. 
The  trouble  is  that  few  -people  know  that 
the  charm  is  perpetual,  and  the  real  estate 
division  of  the  Association  of  Commerce 
proposes  to  educate  the  world  through  the 
medium  of  the  American  Realtors'  Associa- 
tion. 

"This  great  organization  will  meet  in  Chi- 
cago in  July,  and  it  will  be  invited  to  come 
here  next  year.  It  met  in  this  city  about 
six  years  ago,  and  as  ignorance  was  not  then 
dissipated  it  changed  its  assembly  time  for 
that  year  to  March.  Carroll  Walmsley, 
chairman  of  the  division,  this  time  will  ask 
the  realtors  to  come  in  July,  and  will  take 
along  official  weather  statistics  to  prove  that 
New  Orleans  is  far  from  being  as  hot  as 
most  cities  where  the  association  has  held 
its  reunions. 

"Even  if  acceptance  of  the  invitation  is 
postponed,  it  will  be  beneficial  to  the  com- 
munity to  have  the  superiority  of  its  climate 
impressed  upon  so  many  directors  of  national 
investment." 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-three 


Fifty-four 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


iiiliiluiiiiHiuiJiliiliiliiliniiliiliiliiluiiillil  liiiiininiiiiiiiiiiiiiiiiiiiiiiiilllllllllllllliliiliiliiliiliiiiiiiiiiiiniii: 


The  Home  Division 


To  Keep  the  Home  Fires  Burning 
Dinner  was  over.  The  men  had  gone  oft" 
to  smoke  and  read.  My  sister  and  I  re- 
mained to  chat  over  the  teacups.  And 
speaking  of  teacups,  I  noticed  then  that 
out  of  six  on  the  table  only  two  matched. 
Oh,  we  had  a  complete  set  of  fine  china  tor 
"company"  dinners.  But  these  every-day 
dishes  were  a  fright.  Two  of  the  cups  were 
chipped.  The  meat  platter  showed  a  long 
brown  crack  on  one  end.  The  fern  in  the 
center  of  the  table  was  skinny  and  turning 
brown — not  good  to  look  at.  The  tablecloth 
showed  two  fruit  stains — a  reminder  of  yes- 
terday's strawberry  shortcake.  I  was  not 
proud  of  the  table.  But  it  never  looked 
like  that  again! 

It  is  not  enough  for  the  housewife  to  be 
a  good  cook.  An  attractively  laid  table, 
tnowy  linen,  a  bowl  of  something  green 
and  growing  in  the  center  of  the  board, 
carefully  selected  china,  are  essential  to  the 
perfect  meal  which  smoothes  the  wrinkles 
from  hubby's  brow  and  prompts  him  to 
admire  his  wife's  new  though  expensive  hat. 


Household   Hints  for  Home  Makers 

| 

A  pinch  of  salt  added  to  the  whites  of 
eggs  before  beating  will  make  them  fluffier. 

Keep  an  old  pair  of  scissors  in  the  kitchen 
for  trimming  lettuce  and  greens. 

Wash  your  best  silk  stockings  as  soon  as 
possible  after  taking  them  off.  Add  a  few 
drops  of  vinegar  to  the  rinsing  water.  They 
will  wear  twice  as  long. 


Spring  Showers  for  June  Brides 

One  clever  hostess  used  a  color  scheme 
of  pale  green  and  white.  Suspended  above 
the  center  of  the  table  was  a  child's  um- 
brella, open,  entirely  covered  with  pale 
green  and  white  ruffles  of  crepe  paper.  On 
the  table  beneath  the  umbrella  were  piled 
the  gifts  for  the  bride-to-be.  A  tiny  green 


and  white  paper  umbrella  stood  open  at 
each  place.  Daisies  and  asparagus  fern 
completed  the  decorations. 

Another  table  was  decorated  in  pink  and 
white.  For  the  centerpiece  a  large  paste- 
board ship,  cleverly  covered  with  colored 
paper,  "came  -sailing  home"  laden  with 
packages  for  the  guest  of  honor.  Small 
American  flags  waved  at  each  place.  Pink 
and  white  roses  and  ferns  were  used. 


Tested   Recipes 

SUNSHINE  CAKE.  1  cup  sugar,  sifted 
5  times;  1  cup  flour,  sifted  5  times;  6  eggs; 
1  teaspoon  vanilla  extract;  1  teasspoon  lemon 
extract;  %  teaspoon  cream  of  tartar. 

Chill  eggs.  Separate  carefully  yolks  and 
whites.  To  whites  add  3  tablespoons  ice 
water,  beat  until  foamy,  add  cream  of  tartar 
and  continue  beating  until  they  "point." 
Add  sugar  gradually  (folding  it  in  with 
Van  Deusen  egg  whip).  Add  yolks  (beaten 
until  thick  and  lemon  colored),  then  add 
flavoring  and  last  of  all  the  flour,  sifted 
in.  Bake  in  slow  oven  50  minutes,  using 
angel  cake  pan. 


CHICKEN  A  LA  KING.  Melt  two 
tablespoons  of  butter  in  saucepan  or  in 
"blazer"  (the  upper  pan  of  a  chafing  dish), 
add  one-half  green  pepper,  finely  chopped, 
and  one  cup  of  fresh  mushrooms  (canned 
mushrooms  may  be  used,  and,  after  slicing 
them,  they  need  only  be  reheated  in  the 
mixture),  peeled  and  broken  in  pieces;  stir 
and  cook  five  minutes;  add  two  tablespoons 
of  flour,  one-half  teaspoon  salt,  one-fourth 
teaspoon  paprika;  stir  until  well  blended, 
then  add  slowly  two  cups  of  cream  or  rich 
milk,  stirring  constantly  until  the  boiling 
point  is  reached;  set  over  boiling  water 
(use  a  double  boiler),  add  three  cups  of 
cooked  chicken,  cut  in  cubes.  Beat  one- 
fourth  cup  of  butter  until  creamy,  stir  in 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-five 


one-half  teaspoon  onion  juice,  one  table- 
spoon of  lemon  juice  and  the  yolks  of  three 
eggs,  adding  them  one  at  a  time;  continue 
stirring  while  adding  this  to  the  hot  mix- 
ture; cook  until  the  eggs  are  set.  Serve 
on  hot  buttered  toast,  in  patty  shells  or  in 
a  border  of  savory  rice.  This  dish  is  usually 
served  at  luncheon  or  late  suppers. 


occupation,  a  mile  walk  every  day  in  the 
open  is  invaluable  to  "keeping  fit."  Deep 
breathing  and  long  strides  will  bring  a  rosy 
glow  to  the  pale  cheeks.  One  Saturday 
afternoon  spent  hiking  in  the  country  will 
be  worth  more  than  two  matinees  in  town. 


PERFECTION  SALAD.  Contents  of 
one  envelope  of  Knox  gelatine,  one-half  cup 
lemon  juice,  one  cup  sugar,  one  cup  hot 
water,  salt  and  pepper  to  taste.  When  it 
jells,  add  one  and  one-half  cups  chopped 
celery,  one  and  one-half  cups  chopped  cab- 
bage, a  small  can  of  pimentos,  chopped,  and 
one  cup  of  chopped  nuts.  This  mixture 
may  be  molded  in  fancy  shapes.  Dress 
with  mayonnaise  and  serve  on  crisp  lettuce 
leaves. 


Every  Woman's  Duty 

To  make  the  ankles  slender,  try  rising  on 
the  toes  slowly,  poise  on  the  toes,  then 
lower  heels.  Twenty-five  times  morning 
and  night. 

Half  a  lemon  kept  near  the  kitchen  sink 
will  save  embarrassment  at  the  card  club, 
where  one's  hands  attract  especial  atten- 
tion. It  removes  stains  instantly. 

For  the  woman  employed  in  a  sedentary 


TREES 

I  think  that  I  shall  never  see 
A  poem  lovely  as  a  tree, 
A  tree  whose   hungry  mouth   is   prest 
Against  the  earth's  sweet  flowing  breast. 
A  tree  that  looks  to  God  all  day, 
And  lifts  her  leafy  arms  to  pray. 
A  tree  that  may  in  summer  wear 
A  nest  of  robins  in  her  hair; 
Upon  whose  bosom  snow  has 'lain; 
Who  intimately  lives  with  rain. 
Poems  are  made  by  fools  like  me, 
But  only  God  can  make  a  tree. 

— JOYCE  KILMER. 


Life's   Little   Lies 

Smiling  and   kissing   the   "other   woman." 

Bubbling  enthusiasm  over  some  of  your 
wedding  gifts. 

Exclaiming  over  chocolate  creams  when 
you  prefer  "hard  centers." 

Looking  interested  when  you  have  to 
work  on  a  sunny  Saturday  afternoon. 


Things  We  Should  or  Should  Not  Do 


Don't  let  outsiders  along  the  right-of-way 
use  grain  doors  for  fencing,  etc.;  they  cost 
money.  Why  not  protect  the  company's 
property? 

Don't  try  to  beat  a  train  across  the  track; 
you  may  slip.  What  will  be  the  answer? 

If  you  don't  know — say  so.    Don't  stall! 

Platforms  on  passenger  trains  are  for  pas- 
sageway, not  to  stand  on.  Keep  in  the  coach 
where  you  belong. 

Cut  your  wires  short.  The  operator 
works  only  eight  hours. 

You  need  your  awnings  and  screens  now. 
What  did  you  do  with  them  last  fall? 

Be  sure  that  skid  is  properly  fastened  to 
the  car.  You  may  save  an  accident. 

Have    your   file    ready   when    telephoning. 


Don't  get  your  party  and  then  look  for 
your  papers. 

Spring  is  here.  Clean  up.  You  know  the 
places  that  need  it. 

Don't  drive  nails  in  the  sides  of  boxcars. 
When  you  pull  them  out,  it  invites  a  leak, 
and  a  leak  invites  a  damage.  Why  have 
either? 

Why  do  you  handle  boxes  of  electric  light 
globes  like  footballs?  They  are  expensive: 
be  careful  or  they  will  break. 

Read  and  be  wise.     It  may  help  you. 

Why  use  new  track  spikes  when  old  ones 
will  do  just  as  well  in  some  places?  This  is 
like  taking  dollars  out  of  the  treasury. 

Don't  pour  more  paint  into  a  bucket  than 
you  really  need.  You  will  only  have  to 
carry  extra  weight  around. 


Fifty -six 


ILLINOIS     CENTRAL     MAGAZINE 


May  1921 


Illinois  Central  Installs  Modern  Station 
Equipment  at  Central! a,  111. 

Three   Up- to- Date  Buildings  Compose  Plant 
Recently  Opened  to  the  Public 


The  Illinois  Central's  new  station  facilities 
at  Centralia,  111.,  meeting  point  of  three 
divisions,  cost  approximately  $390,000.  They 
were  dedicated  March  25.  The  work  began 
in  June,  1920,  and  was  finished  early  this 
year.  The  facilities  consist  of  new  passen- 
ger and  freight  stations,  with  an  adequate 
boiler  plant  serving  both. 

A  description  of  the  Centralia  plant,  with 
a  summary  of  the  work  involved,  is  given 
in  the  following  article,  prepared  for  the 
Illinois  Central  Magazine,  by  Assistant  En- 
gineer O.  T.  Dunn  and  Mechanical  As- 
sistant D.  J.  Jones,  of  the  building  depart- 
ment. 


THE    new    facilities    at    Centralia,    111., 
are   built  on   the   site   of   the   original 
Illinois  Central  Centralia  shops,  in  the 
heart  of  the  town,  a"nd  extend  from  Broad- 
way,  on  the  north,   to   Third   South   Street, 
east    of.  the    main    tracks,    occupying    three 
blocks. 

The  original  passenger  station,  in  the 
northwest  corner  of  this  property,  was  a 
three-story  brick  building,  built  by  the  rail- 
road in  1853  for  depot  and  hotel  purposes. 
On  the  first  floor  of  the  original  station 
were  the  men's  and  women's  waiting  rooms, 
smoking  and  writing  room,  dining  room  and 
ticket  office;  also,  what  to  a  young  railroad 
man  of  the  present  day  sounds  almost  like 
the  impossible,  a  bar,  where  drinks  of  all 
kinds  were  served  the  public  and  railroad 
men  alike.  The  second  and  third  floors 
were  used  for  hotel  purposes.  At  one-  time 
the  division  superintendent's  office  was  in 
this  building.  The  baggage  and  express 
was  handled  in  separate  two-story  frame 
buildings  to  the  north  of  the  brick  build- 
ing. 

Lincoln  and  Grant  on  Hotel  List 

From  the  time  the  railroad  was  built 
through  Centralia  until  1895,  a  period  of 


forty  years,  this  was  a  point  where  pas- 
senger trains  stopped  for  all  meals,  and  the 
dining  room  and  hotel  played  an  important 
part  in  serving  the  traveling  public,  as  well 
as  the  railroad  men  running  into  this  ter- 
minal. Among  the  names  of  notables  who 
have  stopped  at  this  old  hotel  appear  those 
of  Abraham  Lincoln  and  Ulysses  S.  Grant. 
This  brick  building,  with  some  of  the  ad- 
joining frame  buildings,  was  destroyed  by 
fire  on  the  night  of  February  5,  1918,  with 
the  thermometer  at  10  degrees  below  zero. 
The  fire  broke  out  about  2  a.  m.  in  the 
kitchen. 

The  original  freight  house  was  a  one-story 
frame  building  40  feet  by  60  feet  with  ad- 
joining platforms,  east  of  the  main  track 
and  one  block  north  of  the  passenger  sta- 
tion. It  was  built  about  the  same  time  as 
the  passenger  station. 

In  removing  the  old  freight  house  it  was 
found  that  the  posts  and  frame  of  the  build- 
ing were  white  oak;  the  floor  joists  and 
rafters  yellow  poplar;  the  siding  white  pine, 
and  the  sheeting  yellow  poplar  from  12  to 
18  inches  wide.  All  the  framing  on  this 
building  was  mortised  and  draw  pinned,  an 
old  form  of  timber  construction.  Some  in- 
teresting old  relics  were  brought  to  light, 
among  them  a  time  check  to  a  discharged 
employe  dated  June,  1854. 

Business   Warranted   New   Buildings 

Centralia,  of  about  13,000  population,  is 
the  meeting  point  of  three  divisions  of  the 
Illinois  Central  System — the  original  main 
line  from  Freeport  and  the  Chicago  branch 
line  meeting  just  north  of  the  town.  At 
this  point  there  also  is  a  large  freight  dis- 
tributing hump  yard.  A  mechanical  ter- 
minal is  south  of  the  town.  The  Chicago, 
Burlington  &  Quincy  and  the  Southern 
railways  cross  the  Illinois  Central  at  Cen- 
tralia, and  the  Illinois  Central  alone  has 


May   1921 


ILLINOIS      CENTRAL     MAGAZINE 


Fifty-seven 


thirty-five  trains  in  and  out  of  this  station 
every  twenty-four  hours. 

The  increase  in  business  at  this  station 
warranted  the  building  of  separate  passenger 
and  freight  facilities  of  appropriate  size  and 
construction  to  meet  the  future  requirements 
of  the  growth  of  the  station  and  town.  The 
new  facilities  consist  of  a  passenger  station 
313  feet  11  inches  by  36  feet  10  inches, 
parallel  to  the  main  tracks  and  275  feet  from 
Broadway;  south  of  this  a  boiler  house  30 
feet  by  34  feet  with  coal  and  ash  bins  ad- 
joining, and  to  the  east  of  the  boiler  house 
and  on  a  line  with  its  north  side,  a  freight 
house  182  feet  2  inches  by  40  feet  8  inches, 
with  a  timber  transfer  platform  24  feet  wide 
and  274  feet  long  at  the  south  end  of  the 
freight  house. 

The  freight  house  is  served  by  three 
tracks  on  the  west  side  and  has  a  concrete 
driveway  70  feet  wide  on  the  east  side  of 
the  .building.  In  addition  to  the  three 
freight  house  tracks  there  is  a  team  track 
to  the  west  of  the  freight  house  tracks 
divided  by  a  concrete  driveway  32  feet  wide. 
Concrete  driveways  extend  from  Broadway 
to  the  passenger  station  and  around  it  on 
the  east  side  of  the  building  to  the  freight 
house,  a  total  of  10,000  square  yards  of  con- 
crete driveway.  On  the  west  side  of  the 
passenger  station  are  four  parallel  tracks, 
serving  the  passenger  trains,  with  three 
brick  platforms  between  them.  Two  of 
these  platforms  are  16  feet  wide  and  1,000 
feet  long  and  the  third  is  12  feet  wide  and 
400  feet  long.  They  will  be  well  lighted  by 
electric  lights  on  poles.  Three  brick  walks 
extend  from  the  station  to  these  platforms. 


There  are  four  street  entrances  to  the  facili- 
ties. 

All  three  of  the  buildings  are  of  concrete 
foundation  and  brick  and  concrete  super- 
structure, with  slate  roofs.  The  exterior 
brick  is  a  rough  "West  Salem"  brick  of  dark 
red  shade,  and  on  the  passenger  station 
only  the  sills,  belt  course  and  coping  are 
of  cut  Bedford  limestone. 

How  Passenger  Station  Is  Arranged 

At  the  north  end  of  the  passenger  station 
is  a  dining  room  with  adjoining  kitchen  and 
storeroom.  Separating  this  from  the  bag- 
gage room  is  an  arcade.  Directly  south  of 
the  baggage  room  is  the  main  waiting  room 
connecting  with  a  women's  rest  room  and 
men's  smoking  room  and  the  toilets.  South 
of  this  is  -  the  express  room,  with  another 
arcade  between  the  express  room  and  rooms 
for  trainmen,  car  repair  men  and  an.  ice 
box.  In  the  waiting  room  are  a  ticket  office, 
news  stand,  window  to  the  baggage  room 
for  checking  baggage  and  parcels,  and  two 
telephone  booths.  The  interior  finish  of  the 
waiting  room  is  an  art  marble  tile  floor, 
buff  colored  pressed  brick  wainscot  7  feet 
high,  above  this  the  walls  and  ceiling 
plastered  and  painted.  The  interior  wood- 
work in  this  room  is  golden  oak  finish.  The 
dining  room  is  finished  the  same  except  that 
the  wainscot  is  burlap,  painted,  with  oak 
vertical  strips  forming  panels. 

Entrance  to  the  second  floor  of  the  pas- 
senger station,  which  is  above  the  waiting 
room,  is  from  the  track  side  of  the  build- 
ing. On  the  second  floor  are  the  telegraph 
office,  conductors'  room,  conference  room, 


TIME  OF 

During  the  Month  of 


7 


£fia/nnft  dim  *im       - 

Received   Payment  in  fall, 


A   Time  Check  in  1854 — Note  the  Pay  and  Prices! 


Fifty-eight 


assistant  yardmaster's,  switchmen's,  track 
supervisor's  and  special  agent's  offices  and 
a  toilet.  The  interior  woodwork  on  this 
floor  is  natural  finish  of  yellow  pine. 

At  the  freight  house  the  wareroom  oc- 
cupies the  first  floor,  along  with  an  office 
for  the  platform  foreman,  a  perishable 
freight  room,  locker  room,  toilet  and  two 
checker's  booths.  On  the  second  floor, 
above  the  north  half  of  the  building  are 
the  offices  of  the  agent  and  his  force,  file 
room  and  toilets  for  men  and  women.  The 
interior  finish  of  this  room  is  maple  floor, 
natural  finish  yellow  pine  trim  and  plast- 
ered walls  and  ceiling. 

The  boiler  plant,  used  for  generating 
steam  for  the  heating  of  the  passenger  sta- 
tion, freight  house  and  lay-over  coaches, 
consists  of  the  following  equipment:  One 
125-horsepower  Page  water  tube  boiler,  1 
7  by  4  by  8-inch  American  Marsh  boiler 
feed  pump,  1  Webster  open-feed  water 
heater.  1  7  by  8  by  8-inch  American  Marsh 
vacuum  pump,  1  Yoeman  combination  steam 
and  electric  drive  Duplex  bilge  pump,  and 
1  Webster  Manufacturing  Company  ash 
elevator. 

Boiler  Plant  Equipment  Complete 

The  boiler  is  hand  fired  and  is  designed  to 
carry  a  safe  working  pressure  of  125  pounds 
per  square  inch.  This  boiler  is  what  is 
known  as  a  self-contained  sectional  water 
tube  boiler  and  was  manufactured  by  the 
Page  Boiler  Company,  of  Chicago.  It  is 
equipped  with  a  soot  blower  and  apparatus 
for  automatically  regulating  the  amount  of 
water  fed  to  the  boiler. 

The  boiler  feed  pump  was  manufactured 
by  the  American  Steam  Pump  Company, 
of  Battle  Creek,  Mich.  The  operation  of 
this  pump  is  controlled  automatically  by 
apapratus  connected  to  the  boikr,  which 
insures  the  correct  amount  of  water  being- 
kept  in  the  boiler  at  all  times. 

All  water  passing  through  the  boiler  feed 
pump  is.  heated  to  a  temperature  of  approxi- 
mately 210  degrees  Fahrenheit  by  what  is 
known  as  the  open-feed  water  heater,  the 
heating  medium  being  the  exhaust  from  the 
various  steam-consuming  apparatus  in  the 
boiler  room.  In  the  event  that  there  is 
not  sufficient  exhaust  steam  available,  ar- 
rangements have  been  made  to  supply  live 


May  1921 


steam  to  the  heater.  In  heating  the  feed 
water  by  this  method  a  considerable  sav- 
ing in  coal  can  be  made.  For  every  11 
degrees  the  temperature  is  raised,  a  saving 
of  1  per  cent  in  fuel  can  be  accomplished, 
and  the  steam  condensed  when  intermingled 
with  the  water  can  be  used  over  again  in 
the  boilers.  This  heater  is  equipped  with  a 
cold  water  makeup,  and  purifier  and  filter 
for  purifying  the  water.  This  feed  water 
heater  was  manufactured  by  Warren  Webster 
&  Company,  of  Camden,  N.  J.,  and  is  capable 
of  raising  the  temperature  of  9,000  pounds  of 
water  from  50  degreess  to  210  degrees  Fahr- 
enheit per  hour. 

Little  Waste  in  This  Respect 

The  vacuum  pump,  manufactured  by  the 
American  Steam  Pump  Company,  is  used 
for  creating  the  vacuum  on  the  return  line 
of  the  heating  system  for  the  removal  of 
accumulated  air  and  water.  All  water  re- 
turned from  the  heating  system  is  dis- 
charged into  the  feed  water  heater  and  is 
used  over  again  in  the  boilers.  It  can  there- 
fore be  seen  that  none  of  the  condensate 
)'rom  steam  furnished  for  heating  the  various 
buildings  is  wasted. 

The  floor  of  the  boiler  room  is  below  the 
level  of  the  city  sewers.  It  could  not  be 
drained  fiy  gravity,  and  a  bilge  pump  was 
provided.  This  bilge  pump  was  manufac- 
tured by  Yoeman  Brothers,  of  Chicago,  and 
is  so  arranged  that  it  can  be  operated  by 
either  a  steam  engine  or  electric  motor. 

Coal  is  delivered  to  this  building  in  cars 
and  is  dumped  directly  from  the  cars  into  a 
storage  hopper  under  the  track  outside  of 
the  building.  The  ashes  from  the  boiler 
are  removed  from  the  boiler  room  floor  to  a 
storage  room  adjacent  to  the  boiler  room 
where  they  are  held  until  there  is  sufficient 
ashes  to  fill  a  car.  From  this  storage  room 
the  ashes  are  conveyed  to  the  cars  by  means 
of  a  continuous  bucket  ash  elevator.  The 
ash  removing  apparatus  is  electric  driven 
and  was  manufactured  by  the  Webster 
Manufacturing  Company.  It  is  capable  of 
removing  ten  tons  of  ashes  per  hour  from 
the  ash  storage  room  floor  level  to  the 
cars. 

Steam  at  a  pressure  of  125  pounds  per 
square  inch  is  delivered  to  the  steam  pumps 
in  the  boiler  room,  these  pumps  being  the 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-nint 


Sixty 


ILLINOIS     C'ENTRAL     MAGAZINE 


May  1921 


only  apparatus  that  use  steam  at  boiler 
pressure.  The  steam  is  then  reduced  to  a 
pressure  of  60  pounds  per  square  inch,  and 
at  this  pressure  it  is  delivered  to  the  steam 
lines  leading  to  the  coach  yards.  The  steam 
pressure  used  for  heating  the  lay-over 
coaches  is  60  pounds  per  square  inch.  Steam 
used  for  heating  the  passenger  station  and 
freight  house  is  reduced  to  2  pounds  per 
square  inch  at  the  buildings  by  means  of 
pressure-reducing  valves.  The  steam  pres- 
sure carried  on  the  various  pipes  can  be 
seen  readily  on  gauges  that  are  set  on  the 
gauge  board  in  a  prominent  location  in  the 
boiler  room.  By  means  of  these  gauges, 
the  engineer  in  charge  of  the  boiler  room 
can  see  at  a  glance  whether  everything  is 
functioning  properly. 

Ready  for  Future  Extension 

In  the  design  of  the  boiler  room  provision 
is  made  for  the  possible  future  extension 
of  the  boiler  plant  equipment  that  may 
necessitate  the  use  of  an  additional  boiler, 
boiler  feed  pump  and  vacuum  pump. 

The  passenger  station,  adjacent  buildings 
and  freight  house  are  heated  by  means  of 
direct  radiation,  live  steam  at  reduced  pres- 
sure being  used  in  all  buildings.  This  is 
necessary  because  there  is  insufficient  ex- 
haust steam  for  heating  purposes.  The 
total  amount  of  direct  radiation  in  the  build- 
ings is  5,400  square  feet.  The  vacuum 
specialties  used  in  connection  with  the  heat- 
ing system  are  manufactured  by  the  Illinois 
Engineering  Company,  of  Chicago. 

One  feature  in  connection  with  the  heat- 
ing system  which  is  considered  worthy  of 
mention  is  the  pipe  tunnel  in  which  the 
supply  and  return  piping  under  the  pas- 
senger station  is  installed.  This  tunnel  will 
allow  the  piping  to  be  accessible  for  repairs 
and  changes  at  all  times.  In  addition  to 
the  piping  used  in  connection  with  the  heat- 
ing system  all  plumbing,  electric  conduit  and 
water  lines  are  installed  in  this  tunnel. 

The  buildings  are  fitted  with  modern 
plumbing,  electric  lights  and  telephone  serv- 
ice. There  also  are  water  connections  in 
the  freight  house  with  hose  for  fighting  fire. 
There  are  four  hydrants  outside  at  various 
points  for  fire  protection. 

East  of  the  main  track  and  south  of  the 
boiler  house  are  two  coach  tracks  for  pas- 


senger coaches  standing  at  this  station  over 
night.  There  are  heating  and  water  con- 
nections through  this  yard.  • 

Work   Done   by   Chicago   Firms 

The  general  contractor  on  the  work  was 
Joseph  E.  Nelson  &  Sons,  Chicago.  They 
started  work  June  7,  1920.  Mortimer  & 
Lindstrom  and  Kehm  Brothefs  Company, 
both  of  Chicago,  had  the  contracts  for  the 
plumbing  and  heating  work,  respectively. 
The  electrical  work,  all  track  work  and  the 
telegraph  and  telephone  service  were  placed 
by  railroad  forces. 

The  grounds  around  the  buildings  and 
approaches  from  the  different  streets  will 
be  improved  and  made  attractive  by  shrub- 
bery, flowers  and  grass  plots. 


Courtesy  and  railroading  should 
go  hand  in  hand.  All  employes,  es- 
pecially  those  dealing  with  the  pub- 
lie,  should  stress  courtesy.  Courtesy 
pays  in  any  line  of  work  and  the 
courteous  railroad  man  cultivates  a 
great  field  and  the  harvest  will  be 
bounteous  for  the  railway  company 
for  which  he  works. 

To  be  courteous  it  is  not  necessary 
to  be  a  Chesterfield,  but  to  have  a 
pleasant  word  to  reply  to  all  queries. 
In  this  day  of  keen  competition 
among  the  transportation  companies 
the  public  pulse  must  be  felt.  The 
traveling  passenger  agents  and  trav- 
eling  freight  agents  of  all  big  rail- 
way  systems  are  diplomats  in  cour- 
tesy.  Courtesy  should  permeate  the 
physical  system  of  the  railway  body. 
The  Illinois  Central  and  the  Yazoo  & 
Mississippi  Valley  railroads  have 
always  considered  courtesy  a  valu- 
able  asset.  In  fact,  the  Illinois 
Central  System  seems  to  have  been 
a  pioneer  in  this  line.  Let  every  em- 
ploye  of  the  Illinois  Central  System 
form  the  "courtesy  habit,"  for  it 
pays  handsome  dividends  to  the  em- 
ploye  and  the  great  system. — S.  L. 
BRANNAN,  Transfer  Clerk,  Leland, 
Miss. 


May  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Sixty-one 


Patrons  Express  Their  Appreciation  of 
Illinois  Central  Service 


Letters  From  Many  Sources  Show  Regard 
for  Courtesies  Received 


COURTESY,  as  a  rule,  does  not  become 
impressive  until  it  has  been  exhibited 
many  times  by  many  persons.  A  single 
act  of  courtesy  may  stand  out  in  contrast 
to  acts  of  discourtesy,  it  is  true;  but  when 
a  considerable  number  of  persons  prove  by 
their  conduct  that  they  are  imbued  with  a 
common  ideal  of  service — that  they  all  arc 
trying  to  make  life  more  worth  living  for 
those  with  whom  they  come  in  contact — 
then,  more  than  at  .any  other  time,  does  a' 
patron  realize  that  a  company,  a  firm,  a 
system,  can  be  a  courteous  organization  as  a 
whole. 

The  French  people  have  a  reputation  for 
courtesy  because  you  can  depend  upon  be- 
ing treated  kindly  by  almost  all  of  them — 
not  merely  because  you  will  find  outstanding 
examples  of  kindness. 

The  Illinois  Central  System  has  been  try- 
ing to  make  its  service  unusual  in  this  re- 
spect. Its  patrons  have  been  taught  to  ex- 
pect— and  have  received — courteous  treat- 
ment, not  just  from  some  classes  of  its  em- 
ployes or  on  some  parts  of  its  lines,  but  any- 
where they  happen  to  be  and  from  anyone 
they  approach.  If  there  ever  was  a  taint 
of  the  "soulless  corporation"  about  the 
Illinois  Central  System,  proof  of  its  abso- 
lute and  final  removal  is  contained  from 
month  to  month  in  the  letters  from  satisfied 
patrons  which  have  been  published  in  these 
columns.  Service  is  the  best  thing  the 
Illinois  Central  has  to  sell,  and  the  people 
who  buy  it  are  getting  their  money's  worth. 

The  letters  this  month  show  the  range  of 
Illinois  Central  courtesy. 

An  agent,  after  considerable  effort,  found 
a  purse  lost  by  a  woman  patron,  and  its 
restoration  gave  her  a  "very  bright  memory'' 
of  the  finder — who  incidentally,  would  not 
accept  the  reward.  That  "bright  memory" 
may  mean  more  business  for  the  Illinois 
Central  some  of  these  days. 

At    the    other    extreme    of    the    railroad's 


work  is  a  commendation  of  the  success  of  a 
claim  agent  in  inducing  another  line  to  ar- 
range for  a  settlement  of  certain  freight 
claims  without  resort  to  the  courts.  A  be- 
lief in  the  fairness  of  the  Illinois  Central's 
methods  of  doing  business  undoubtedly  will 
rest  with  the  merchants  who  took  part  in 
the  transaction. 

From  the  Commission  Men 

The  following  letter  is  from  F.  W.  Morff, 
of  Chicago,  president  of  the  National  League 
of  Commission  Merchants  of  the  United 
States: 

"In  a  discussion  of  topics  of  interest  at 
the  regular  monthly  meeting  of  the  Chicago 
branch  of  the  National  League  of  Commis- 
sion Merchants,  some  of  our  members 
called  attention  of  our  organization  to  the 
manner  in  which  Mr.  Breidenstein,  your 
claim  agent,  induced  the  Gulf  Lines  to  make 
an  equitable  settlement  of  numerous  onion 
and  cabbage  claims.  These  cars  were 
originally  routed  under  supervision  of  the 
A.  R.  T.,  via  St.  Louis  Gateway,  for  han- 
dling via  Wabash,  but,  owing  to  conditions 
prevailing  by  that  route,  it  was  impossible 
to  move  cars  through,  and,  in  consequence 
the  Illinois  Central  opened  a  gateway  via 
Memphis  and  Baton  Rouge,  which  enabled 
them  to  give  service  to  Chicago.  Claims 
on  these  shipments  had  been  filed  against 
the  Illinois  Central  as  delivering  carrier,  al- 
though it  developed  that  most  of  the  delay 
and  consequent  legal  liability  was  a  matter 
between  the  Gulf  Coast  Lines  and  the  ship- 
pers. 

"We  understand  that  after  the  Gulf  Coast 
Lines  had  refused  to  admit  of  any  liability 
for  these  claims,  your  claim  agent,  believ- 
ing in  their  merit,  sent  your  Mr.  Pierce  to 
interview  the  president  of  the  Gulf  Coast 
Lines  at  Houston,  Texas.  The  result  was 
that  a  representative  of  the  southern  lines 
was  sent  to  Chicago  to  work  in  harmony 


Sixty -two 


ILLINOIS     CENTRAL      MAGAZINE 


May   1921 


with  Mr.  Pierce  in  an  endeavor  to  adjust 
these  claims.  Practically  all  the  firms  on 
this  market  who  were  interested  in  these 
claims  have  had  same  adjusted  and  the 
merchants  are  well  satisfied.  While  we  could 
no  doubt  have  collected  these  claims  by  re- 
sorting to  our  legal  remedies,  it  would  have 
caused  delay  and  considerable  expense. 

"A  resolution  was  adopted  at  our  meet- 
ing, thanking  the  Illinois  Central  Railroad 
Company  for  the  interest  which  they  took 
in  our  behalf.  It  was  also  suggested  that  we 
address  a  letter  to  you  advising  as  to  the 
above  facts  and  to  assure  you  that  such 
action  on  the  part  of  your  company  helps 
greatly  to  cement  the  friendly  relationship 
which  already  exists  between  the  Illinois 
Central  Railroad  and  firms  in  this  line  of 
business." 

More  Than  Worth  the   Trouble 

Writing  from  Mason,  111.,  C.  E.  O'Key, 
agent,  reports: 

"Enclosed  find  letter  of  appreciation  from 
one  of  our  patrons  who  had  lost  her  pocket 
book  on  Train  No.  23,  Sunday,  April  10,  and 
did  not  discover  her  loss  for  several  hours. 

"I  made  every  effort  to  locate  same  and 
was  successful  after  several  days. 

"Am  today  returning  to  Mrs.  Parks  her 
money  which  she  enclosed  to  me." 

And  the  letter  enclosed  is  from  Mrs.  Edna 
Parks,  of  Helena,  Mont.,  dated  at  Vandalia, 
111.: 

"Enclosed  find  $1  bill  for  your  trouble. 
That  is  a  very  small  amount,  I  know,  but 
my  circumstances  are  very  poor  as  I 
had  to  borrow  money  to  take  me  home.  But 
it  is  surely  appreciated  from  the  bottom 
of  my  heart,  for  I  never  expected  to  see  it 
any  more. 

"I  thank  you  a  hundred  times,  for  I  will 
always  have  a  very  bright  memory  of  Mr. 
O'Key." 

Alert  at  Getting  Business 

An  instance  of  service  on  the  part  of  an 
employe  which  is  bringing  business  to  the 
company  is  contained  in  the  following  letter 
from  S.  Freshman,  of  the  Ehrlich-Pierce 
Coal  Company,  of  Chicago: 

"Through  the  efforts  of  your_coal  recon- 
signing  clerk,  Louis  M.  Berngen,  we  have 
diverted  approximately  ten  cars  of  coal  per 


day,  coming  off  the  M.  P.,  via  C.  &  A.  to 
us  at  Chicago  via  your  line. 

"We  have  found  in  our  dealings  with  him, 
that  he  has  always  been  on  the  job,  able  to 
give  us  prompt  information  and  handled 
our  orders  in  a  satisfactory  manner. 

"We  thought  you  would  like  to  know 
this." 

Good  Employes  Are  Appreciated 

An  appreciation  of  the  service  of  the 
Seminole  Limited  and  of  the  "on  time"  ar- 
rival is  to  be  found  in  the  following  from 
John  B.  Drake,  vice-president  of  the  Drake 
Hotel  Company,  Chicago: 

"I  have  recently  returned  ffom  a  trip  to 
Florida  and  cannot  refrain  from  writing  you 
to  congratulate  you  on  the  good  service  of 
the  Seminole  Limited.  We  arrived  at  Jack- 
sonville exactly  on  the  minute  the  train  was 
due,  and  on  returning  -to  Chicago  we  also 
came  in  right  on  time.  The  service  in  the 
dining  car  was  excellent,  the  conductors  and 
porters  courteous  and  attentive,  and  alto- 
gether it  was  one  of  the  most  pleasant  trips 
I  have  taken  in  a  long  time.  ^ 

"I  know  from  experience  how  hard  it  is 
to  get  good  employes  and  keep  up  good 
service  these  days,  and  the  Illinois  Central 
is  certainly  doing  more  than  could  be  ex- 
pected during  these  strenuous  times." 

Appreciates  the  Panama  Limited 

The  following  appreciation  of  the  service 
on  the  Panama  Limited  is  from  Edward  J. 
Young,  Madison,  Wis.  Mr.  Young  is  with 
the  Foster  Creek  Lumber  &  Manufacturing 
Company: 

"I  am  a  frequent  traveler  on  your  Panama 
Limited  between  Chicago  and  New  Orleans 
and  Chicago  and  Jackson,  Miss.,  and  it  oc- 
curred to  me  that  in  these  days  of  tribulation 
you  would  be  glad  to  know  that  some  of  us 
appreciate  the  difficulties  with  which  rail- 
road operators  are  concerned.  Because  of 
that  fact  we  more  than  ever  appreciate  good 
service. 

"On  April  11  I  took  the  Panama 
Limited  north  out  of  McComb,  Miss.,  and 
as  I  have  always  found  it,  the  train  was  on 
time.  The  conductor  and  all  other  employes 
were  not  only  courteous,  but  solicitous  ot 
the  comforts  of  their  passengers.  This  par- 
ticular crew  seemed  as  near  100  per  cent 
efficient  as  it  would  be  possible  to  get.  It  is 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Slxty-thret 


a  pleasure  to  travel  under  such  conditions. 
"I   do  not  recall  names  of  the  train  con- 
ductors,  but  I   was  in  car  No.  28  and  the 
Pullman  conductor,  I  believe,  was  Mr.  Dell." 

Perfect,   Except  for   One  Bump 

The  following  letters,  both  from  Clinton 
M.  Hall,  United  Retail  Stores  Corporation, 
511  Fifth  Avenue,  New  York  City,  are  self- 
explanatory.  Mr.  Hall  has  had  the  advantage 
of  some  railroad  experience,  and  conse- 
quently is  in  a  position  to  speak  with  some 
authority. 

The  first  letter: 

"Noticing  your  request  for  constructive 
criticism  of  your  service,  I  take  this  op- 
portunity to  give  you  a  few  comparisons 
and  suggestions  as  I  see  them. 

"Your  Panama  Limited  is  the  finest  train 
in  the  country,  and  I  base  this  statement  on 
its  equipment,  its  prompt  schedule  and  its 
excellent  dining  car  service.  I  find  it  neces- 
sary to  go  to  New  Orleans  several  times  a 
year  and  shall  always  use  your  line  in  pref- 
erence to  the  Southern.  The  Southern  Rail- 
way has  heavy  trains  and  in  starting  and 
changing  engines  nearly  breaks  our  neck 
against  the  headboard  of  a  berth.  Your 
starting  and  engine  changing  is  far  less 
barbaric,  but  there  is  room  for  improvement, 
and  this  is  the  only  criticism  I  can  make  of 
your  excellent  service." 

The  second  letter: 

"I  appreciate  yours  of  March  30,  which 
came  during  my  absence  from  town.  In  an- 
swer I  would  say  I  left  New  Orleans. on 
March  28  and  the  only  jar  I  experienced 
in  changing  engines  or  starting  was  at 
Memphis,  just  as  I  was  falling  asleep. 
Throughout,  the  balance  of  the  trip  was  as 
perfect  as  railroad  skill  could  make  it. 

"My  letter  to  you  written  on  the  train 
was  intended  and  meant  to  be  more  of  a 
compliment  than  a  criticism. 

"I  was  born  in  New  Orleans  and  my 
father,  the  late  Harry  H.  Hall,  was  a  director 
in  the  N.  O.  N.  E.,  V.  S.  &  P.  and  N.  O.  T. 
Railroads,  and  as  a  boy  brougfft  up  on 
those  southern  railroads  it  was  a  delight  to 
go  back  and  see  what  your  road  has  ac- 
complished." 

Good   Service  at  Memphis   Station 
The    following   is   a   letter   received   from 


Mrs.  J.  W.  Martin,  Covington,  Tenn.,  by 
Terminal  Superintendent  J.  M.  Walsh,  at 
Memphis: 

"Just  a  few  words  to  commend  you  and 
congratulate  you  for  having  in  your  service 
a  man  who  understands  the  art  of  being1 
human,  gentlemanly  and  businesslike  at  one 
and  the  same  time.  I  am  compelled  to  use 
the  Illinois  Central  between  Memphis  and 
Covington  a  great  deal  and  am  often  in  a 
last-minute  rush  and  usually  loaded  with 
bundles,  etc.  And  the  little  stout  agent  iu 
charge  of  your  Poplar  Street  Station  at 
night  time,  through  his  courtesy  and 
pleasantness,  has  done  a  great  deal  to  make 
my  trip  more  pleasurable  than  burdensome. 

"I  have  noticed  that  this  is  his  general 
manner  to  all  who  make  use  of  the  Poolar 
Station,  and  the  Illinois  Central  will  have 
no  difficulties  forging  ahead  of  other  com- 
petitive roads  when  the  independent  lines 
are  fully  established  if  it  keeps  in  its  em- 
ploy a  majority  of  men  like  this  one. 

"The  world  is  so  full  of  knockers  that  I 
believe  it  onlv  fair  to  boost  a  man  when  he 
deserves  it.  I  believe  his  name  is  Gregory, 
but  am  not  sure.  However,  it  is  the  stout, 
short  man  on  duty  at  night  and  I  hope  he 
makes  rapid  strides  in  promotion.  He  most 
certainly  seems  to  deserve  it " 

The  letter  refers  to  W.  F.  Gregory,  ticke« 
seller  at  the  Poplar  Street  Station,  Memphis. 

Appreciated  a  Personal  Letter 

H.  H.  Taylor,  president  of  the  Taylor 
Coal  Company,  of  Chicago,  recently  sent  the 
following  letter  to  W.  E.  Pleasants,  ticket 
agent  at  Jackson,  Miss.:  "Recently  I  made 
reservations  for  my  family  to  come  north 
from  Jackson  to  Chicago,  and  I  had  the 
courtesy  of  a  personal  reply  advising  me  you 
had  taken  care  of  the  request.  This  is  cer- 
tainly thoughtful  and  greatly  appreciated  by 
me,  and  I  just  wanted  you  to  know  that  the 
same  is  appreciated." 

Real  Service — Like   Old   Times 

"This  is  real  service — something  like  old 
times,"  is  a  quotation  from  a  letter  received 
by  Superintendent  T.  H.  Sullivan  from  the 
Farmers  Elevator  Company  of  Williams, 
Iowa,  thanking  the  Illinois  Central  for  the 
prompt  handling  of  a  car  of  oats. 


Sixty-four 


ILLINOIS      CENTRAL     MAGAZINE 


May   1921 


When  a  Good  Man  Moves 


Those  in  attendance  at  farewell  party  for  H.  O.  Kelly,  held  in  LaSalle,  III.,  freight  of- 
fice March  22,  1921.  Identified  in  the  crowd  are  the  LaSalle  girls  in  the  first  row,  left  to 
right:  Miss  Margaret  Confrey,  stenographer,  Miss  Elisabeth  Keys,  waybill  clerk,  Miss  Hel- 
en Siegler,  Miss  Mary  Clarke,  Mrs.  H.  W.  Vroman,  Miss  Marie  Egan,  Miss  Helen 
Kearnes,  Miss,  Mary  Cawley,  record  clerk,  and  Miss  Anna  Cawley.  Mr.  Kelly  is  sitting  di- 
rectly behind  Mrs.  Vroman;  to  his  left  is  Mrs.  Kelly,  while  to  his  right  are  H.  W.  Vro- 
man, C.  B.  &  Q.  agent,  H.  H.  Martin,  C.,  R.  I.  &  P.  agent,  and  •/.  M.  Egan,  Mr.  Kelly's 
successor. 


SPEECHES,  music,  food  and  a  boxing  ex- 
hibition were  among  the  things  enjoyed 
by  those  in  attendance  at  the  farewell 
party  given  in  honor  of  H.  O.  Kelly,  freight 
agent  for  the  Illinois  Central  at  LaSalle, 
111.,  on  March  22.  The  entertainment  was 
held  in  the*  new  freight  office  at  LaSalle. 
The  mayor  of  LaSalle  and  the  secretary  of 
the  Chamber  of  Commerce  were  in  attend- 
ance, in  addition  to  about  seventy-five  other 
friends  and  well-wishers. 

According  to  the  story  by  L.  J.  Hampden, 
editor  of  the  LaSalle  Daily  Post,  who  was 
in  attendance,  "Not  for  many  a  long  day  has 
an  entertainment  of  such  a  friendly  and  social 
character  been  enjoyed  by  those  fortunate 
enough  to  be  guests." 

The  affair  was  planned  without  Mr.  Kelly's 
knowledge  according  to  Mr.  Hampden's  ac- 
count, and  until  fifteen  minutes  before  he  ap- 
peared at  the  station,  he  did  not  know  that 
any  sort  of  "blowout"  was  to  be  given.  It 


was  no  wonder  then  that  he  was  overcome 
with  surprise  when  he  and  Mrs.  Kelly  reached 
the  top  of  the  flight  of  steps  of  the  spacious 
main  office  of  the  freight  station  and  saw 
the  large  gathering.  After  he  had  mastered 
his  emotion,  at  such  a  demonstration  of  friend- 
ship, he  confided  to  an  old  railroad  friend, 
"When  they  called  me  up  and  told  me  they 
were  giving  me  a  'send-off',  I  just  thought  it 
would  be  some  of  the  old  'gang' — the  boys — 
but  when  I  saw  all  these  people  gathered  here 
1  didn't  know  what  to  do." 

The  "boys"  presented  Mr.  Kelly  with  a 
handsome  gold  finished  fountain  pen  with  his 
initials  engraved  as  a  token  of  their  love  and 
esteem.  ^.  telegram  from  the  division  super- 
intendent said  "Regrets.  I  can't  come.  New 
station  is  yours.  Have  a  good  time." 

Hereafter  the  women  of  LaSalle  will  have 
a  very  different  opinion  of  a  ring  battle.  Up 
to  last  night  they  had  harbored  "dreadful" 
thoughts  of  two  men  knocking  each  other 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Sixty  fa  e 


about  in  the  roped  arena.  They  have  changed 
their  minds.  One  of  the  entertainment  fea- 
tures on  the  program  was  a  three-round  box- 
ing battle  between  "Kid"  Tommy,  of  LaSalle, 
and  his  trainer  and  manager,  Terry  Martin. 
An  improvised  ring  furnished  the  space  and 
one  of  the  prettiest  little  scraps  seen  here 
recently  was  staged  for  the  benefit  of  the 
guests.  Referee  Confrey  called  it  a  draw, 
but  in  the  popular  mind  "Kid"  Tommy  had  a 
"shade." 

Messrs.  Martin  and  Vroman,  agents  of  the 
two  other  competing  roads  here,  spoke  in 
praise  and  sincere  friendship  of  Mr.  Kelly. 
"Bill"  Confrey  presided  as  master  of  ceremo- 
nies, introducing  each  speaker  and  superin- 
tending the  "buffet"  luncheon  which  was 
served,  a  la  I.  C.  employe  waiters,  followed  by 
cigars,  etc. 

Tom  Christopher  sang  two  selections  that 
were  thoroughly  enjoyed.  The  last  one,  "The 
Sunshine  of  Your  Smile,"  particularly  ap- 
pealed to  the  guests.  The  accompaniment  was 
played  by  Ben  Flynn.  The  last  was  an  encore. 
"Sam"  Kidd  sang  a  Scotch  ditty  that  was 
also  enjoyed,  and  he  was  given  a  round  of 
applause. 

Homer  Reynolds,  yard  foreman,  was  the 
"chief"  for  the  occasion  and  he  won  a  bet  with 
Mrs.  Reynolds  when  all  of  his  especially  pre- 


pared sandwiches  were  "put  away"  by  the 
guests.  Mrs.  Reynolds  had  questioned  their 
deliciousness  and  she  lost  her  bet.  The  ex- 
cellent food  which  formed  the  menu  was  pre- 
pared by  the  switchmen,  and  their  expert  work 
was  complimented  on  all  sides. 

Following  the  banquet,  the  entire  group 
were  assembled  by  Photographer  Max  Freu- 
denberg  and  a  flashlight  picture  was  taken. 
When  the  floor  was  cleared  dancing  was  en- 
joyed for  the  remainder  of  the  evening. 

One  of  the  features  was  the  old  time  "Vir- 
ginny  Reel",  directed  by  Ex-Mayor  W.  J. 
Brennan  and  which  was  well  executed  by  a 
bunch  of  "green"  hands  as  he  "called"  the 
numbers  and  figures.  Many  of  the  young 
ladies  and  gentlemen  saw  this  famous  dance 
for  the  first  time. 

Mr.  and  Mrs.  Kelly  will  soon  leave  for 
Wisconsin,  where  Mr.  Kelly  has  been  assigned 
new  duties.  They  will  carry  with  them  the 
best  wishes  of  a  host  of  friends.  J.  M.  Egan, 
formerly  of  Mendota,  who  succeeds  Mr.  Kelly 
here  as  freight  agent,  and  Mrs.  Egan  and 
their  daughter,  were  present  last  night  and 
were  given  a  warm  welcome  as  future  resi- 
dents of  La  Salle.  They  are  estimable  people 
and  Mr.  Egan  has  a  splendid  record  of  ac- 
complishment as  the  company's  representative 
at  Mendota.  His  success  is  predicted  here. 


Forty  Years  With  Illinois  Central;  Dies 


William  Smith,  one  of  the  pioneer  rail- 
road men  of  this  community,  died  at  St. 
Francis  hospital  on  April  20  following  a 
three  weeks  illness,  says  the  Freeport  (111.) 
Journal-Standard.  Mr.  Smith  suffered  a 
stroke  of  paralysis  three  weeks  ago  and 
gradually  failed  since  that  time.  He  was 
one  of  the  best  known  railroad  men  in  this 
section  having  been  employed  by  the  Illi- 
nois Central  for  a  period  of  about  forty 
years.  He  had  been  an  engineer  for  many 
years  and  was  pensioned  by  the  company 
seven  years  ago. 

"Hoke,"  as  he  was  familiarly  known  to 
his  many  friends,  was  a  very  popular  citizen 
and  he  had  scores  of  friends  all  of  whom 
will  regret  to  learn  of  his  taking  off. 

William  Smith  was  born  in  Chatham,  Illi- 


nois, December  4,  1843,  a  son  of  the  late 
Mr.  and  Mrs.  Alexander  Smith.  He  served 
with  honor  during  the  Civil  War,  having 
been  a  member  of  Company  B,  114th  Illi- 
nois Volunteer  Infantry.  He  was  a  mem- 
ber of  John  A.  Davis  Post,  G.  A.  R. 

In  1866  he  was  united  in  marriage  to  Miss 
Rebekah  McDaniels,  who  died  two  years 
ago  last  November.  The  family  moved  to 
Freeport  in  1888,  and  Mr.  Smith  had  re- 
sided here  since  that  time.  He  was  a  mem- 
ber of  Excelsior  lodge  of  Masons  and  of 
the  B.  of  L.  E. 

He  is  survived  by  the  following  children: 
William  Smith,  Clinton,  111.;  Mrs.  S.  F. 
Clark  and  Miss  Lura  Smith,  both  of  Free- 
port;  Frank  Smith,  Charles  City,  Iowa;  Mrs. 
R.  L.  Brodt,  Davenport,  Iowa. 


Sixty-six 


ILLINOIS     CENTRAL     MAGAZINE 


May  1<?2I 


ON  DAMNING  THE  PUBLIC 

The  enemies  of  progress  in. the  field  of 
transportation  have  made  effective  use,  in 
bygone  days,  of  that  historic  expression, 
"the  public  be  damned,"  credited  to  the 
late  William  H.  Vanderbilt.  Much  of  the 
oppressive  regulation  born  of  the  last  gen- 
eration doubtless  could  be  traced  back  to 
the  publicity  given  the  unfortunate  phrase. 
Every  act  of  discourtesy  and  every  failure 
to  oblige  was  magnified.  The  adjective 
"soulless"  came  into  general  use  among  the 
propagandists. 

Mr.  Vanderbilt  was  an  intelligent  man. 
There  is  nothing  in  the  record  of  his  suc- 
cessful and  useful  life  to  reflect  the  spirit 
breathed  by  the  caustic  phrase.  Railway 
men  for  years  have  had  their  doubts  as 
to  its  inception.  Now  comes  Melville  E. 
Stone,  founder  of  the  Chicago  Daily  News, 
and  for  many  years  general  manager  of  the 
Associated  Press,  with  an  explanation  which 
deserves  wide  circulation.  Mr.  Stone's 
reminiscences  of  his  newspaper  life,  now 
being  published  by  Collier's  Weekly,  relate 
the  incident  as  it  actually  happened.  The 
public  may  be  left  to  judge. 

Mr.  Vanderbilt,  it  appears,  arrived  in 
Chicago  in  his  special  car,  which  was  set 
out  in  a  remote  part  of  the  Michigan 
Central  yards.  There  were  a  number  of 
friends  in  his  party.  A  free-lance  reporter 
whom  Mr.  Stone  describes  as  "of  an 
offensively  aggressive  type,  importunate 
and  impudent,"  sought  an  interview.  Brush- 
ing porters  aside,  he  located  the  executive 
at  dinner.  A  request  for  an  interview  was 
met  with  the  statement  that  the  financier 
was  engaged.  Further  insistence  brought 
the  concession  that  Mr.  Vanderbilt  would 
talk  to  him  if  the  reporter  would  wait  until 
the  dinner  was  finished.  This  was  not 
enough.  The  reporter  insisted  upon  an  im- 
mediate interview.  It  was  late,  he  said. 
He  would  not  reach  the  office  in  time.  The 
public  must  be  served. 


At  this  juncture,  according  to  Mr.  Stone, 
Mr.  Vanderblit's  temper  arose.  "The  public 
be  damned,"  he  said;  "you  get  out  of  here." 
And  out  the  reporter  went. 

The  story  he  wrote,  arid  which  he  suc- 
ceeded in  selling  to  a  Chicago  newspaper 
— not  the  Daily  News,  for  Mr.  Stone  refused 
it — emphasized  Mr.  Vanderbilt's  reference 
to  the  public.  The  remark  spread  rapidly 
over  the  country.  The  misinterpretation 
was  seized  upon  and  circulated  as  a  state- 
ment of  Mr.  Vanderbilt's  carefully  formed 
opinion. 


A  GOOD  START  AT  WATERLOO 

In  this  issue  of  the  Illinois  Central  Maga- 
zine appears  an  article  describing  the  syste- 
matic solicitation  of  freight  and  passenger 
business  at  various  cities  in  Iowa  by  the  Illi- 
nois Central  Employes'  Business  Associa- 
tion, which  orig;nated  in  Waterloo.  The 
article  explains  the  aims  of  the  organization 
and  its  method  of  going  after  the  business. 

With  certain  alterations  to  fit  local  con- 
ditions, this  plan  will  insure  a  similar  suc- 
cess on  any  part  of  the  Illinois  Central 
System. 

The  employes  at  Waterloo  have  proved  to 
themselves,  their  friends  and  the  company 
that  they  have  it  in  their  power  to  do  great 
things  for  the  company  outside  of  their 
regular  dut'es.  Organized  effort,  they  have 
shown,  can  vastly  improve  upon  unorgan- 
ized effort  in  the  direct  solicitation  of  busi- 
ness and  in  the  promotion  of  good  will. 
They  have  given  the  idea  its  first  practical 
application,  but  they  do  not  intend  to  insist 
upon  a  copyright. 

Gladly  do  they  explain  their  system  and 
its  success,  in  the  hope  that  similar  or- 
ganizations may  spring  up  on  other  parts 
of  the  Illinois  Central  and  its  allied  lines. 
If  each  station  can  increase  business  in 
proportion  to  the  Waterloo  returns,  they 
say,  then  the  prosperity  of  the  Illinois  Cen- 


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ILLINOIS      CENTRAL     MAGAZINE 


Sixty-seven 


tral — and,  of  course,  the  prosperity  of  its 
employes — will  be  assured. 

The  members  of  the  association  at  Water- 
loo make  no  secret  of  the  fact  that  their 
main  effort  is  to  carry  out  the  policies  of 
the  management  in  such  a  way  as  to  make 
the  Illinois  Central  known  as  the  greatest 
railway  in  the  country.  They  believe  that 
they  have  hit  upon  the  most  effective  way 
to  co-operate. 

Certain  it  is  that  they  have  made  a  good 
start.  But  still — when  one  considers  the 
possibilities  for  this  sort  of  work  in  the  vast 
organization  of  this  company — it  is  only  a 
start. 


THE   RAILWAY   HEARING 

A  hearing  having  for  its  primary  purpose 
the  production  and  interpretation  of  infor- 
mation bearing  on  the  "state  of  health"  of 
the  railways  of  the  country  will  begin  in 
Washington  this  month  before  the  interstate 
commerce  comittee  of  the  Senate.  It  is  hoped 
that  the  hearing  will  be  given  wide  publicity, 
in  order  that  the  general  public  may  have 
the  information  upon  which  to  base  an  in- 
telligent analysis  of  railway  questions. 

The  hearing  necessarily  will  be  broad  in 
scope,  covering  all  phases  of  railway  oper- 
ation and  management.  The  railways  wel- 
come the  investigation  and  have  promised 
their  utmost  co-operation.  They  hope  that 
from  the  mass  of  statistics  and  volumes  of 
testimony  which  will  be  brought  out  will 
come  an  understanding  of  railway  problems 
which  will  foster  a  constructive  attitude  on 
the  part  of  the  public. 

The  reasons  for  and  purposes  of  the  hear- 
ing are  well  set  forth  by  Senator  Albert  B. 
Cummins  of  Iowa,  chairman  of  the  com- 
mittee, in  an  article  published  in  The  Nation's 
Business  for  April,  1921. 

"There  seems  to  be  a  widespread  misap- 
prehension with  regard  to  the  causes  for 
this  lamentable  result;  or  if  not  misappre- 
hension at  least  a  failure  to  understand  a 
situation  which  threatens  the  solvency  of 
many  of  the  best  railways  of  the  country." 
writes  Senator  Cummins,  in  reference  to  the 
fact  that  the  railways  as  a  whole  showed  a 
small  net  operating  income  following  th£ 
rate  advances  of  last  September,  while  many 
of  them  have  not  earned  the  cost  of  main- 
tenance and  operation.  "I  find  among  those 


who  have  given  some  study  to  the  prevailing 
conditions  radical  differences  of  opinion, 
both  as  to  the  cause  and  the  remedy.  This 
conflict  of  opinion  arises,  in  my  judgment, 
from  a  misunderstanding  of  the  facts  which 

have  transpired  in  the  last  year 

The  people  want  to  know,  and  ought  to 
know,  just  what  has  happened  during  the 
last  year;  why  existing  railroad  rates  have 
not  accomplished  the  purpose  of  the  act 
which  returned  the  roads  to  their  owners; 
and  especially  why  the  cost  of  maintenance 
and  operation  has  not  been  reduced." 

Senator  Cummins  then  goes  into  the  oper- 
ating and  financial  statistics  of  last  year  and 
concludes : 

"If  the  railways  are  to  survive  and  ren- 
der the  service  which  the  people  of  the 
country  must  have,  the  question  I  have 
proposed  must  be  answered.  It  must  be  an- 
swered speedily,  wisely  and  justly.  It  will 
be  found,  I  think,  that  the  answer  does  not 
lie  in  the  main  with  additional  legislation, 
but  in  the  prompt  and  fair  administration  of 
existing  law.  However  that  may  be,  the 
people  have  a  right  to  know  all  the  facts  and 
make  up  their  own  minds  after  an  intelli- 
gent consideration  of  the  entire  subject." 

It  will  be  seen  that  Senator  Cummins  does 
not  propose  that  the  hearing  in  any  sense 
will  be  a  trial  of  the  railways.  It  will  be  an 
open-minded  investigation  of  the  complex 
problems  affecting  the  railways  and  it  should 
be  productive  of  more  constructive  thought 
than  has  ever  before  been  given  our  railway 
problems  by  the  general  public. 

There  doubtless  will  be  influences  at  work 
which  will  attempt  to  give  the  hearing  the 
air  of  a  criminal  proceeding,  with  the  rail- 
ways in  the  role  of  prisoners  at  the  bar. 
It  will  be  surprising  indeed  if  the  old  buga- 
boos which  have  been  used  to  rally  opposi- 
tion to  intelligent  appreciation  of  railway 
problems  are  not  re-vamped  and  re-aired 
before  the  committee.  The  quack  doctors 
will  be  there  with  their  fake  "cures."  There 
should  be  no  attempt  to  bar  them.  Let 
them  offer  what  they  have  to-  say.  It  will  do 
the  country  good  to  have  their  "profes- 
sional" advice  critically  analyzed,  as  it 
should  be  analyzed. 

The  hearing  will  permit  railway  manage- 
ments to  clear  themselves  of  the  unfounded 
charges  which  have  been  made  by  those 


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who  have  sought  to  hamper  successful  oper- 
ation under  the  present  plan  of  things.  It  is 
not  expected  that  the  record  of  the  last  year 
will  be  a  perfect  one.  The  railways  of  the 
country  are  a  great  complex  organization. 
The  review  doubtless  will  show  that  mis- 
takes have  been  made.  That  is  natural.  But 
it  also  will  show  why  those  mistakes  were 
made — the  causes  back  of  them.  And  that 
also  the  public  should  know. 

There  should  be  no  attempt  to  pre-judge 
the  hearing.  We  should  enter  into  it  with 
open  minds.  And  it  will  do  the  railway 
cause  much  good.  •"  - 


THINK  AND  TALK  ABOUT  COAL 

As  will  be  seen  by  reading  the  president's 
statement,  headed  "Illinois  Central  System 
Sounds  a  Warning  of  Impending  Coal 
Shortage,"  which  appears  on  another  page 
of  this  issue,  the  management  is  trying  hard 
to  stimulate  the  movement  of  coal  during 
May  and  June,  believing  that  if  coal  is  not 
moved  in  large  volume  during  these  months 
the  open  top  car  supply  will  be  inadequate 
to  take  care  of  the  coal  movement  during 
the  latter  half  of  the  year.  Many  employes 
are  co-operating  enthusiastically  with  the 
management  by  talking  to  coal  dealers  and 
consumers  in  regard  to  the  great  importance 
of  laying  in  their  coal  supplies  for  fall  an1 
winter  immediately.  It  is  hoped  that  all 
employes  will  throw  themselves  whole-heart- 
edly into  this  movement.  By  doing  this  in 
a  vigorous  way  they  can  accomplish  a  great 
deal  for  the  company  at  a  time  when  the  as- 
sistance will  prove  of  the  greatest  benefit. 

THE      GOVERNMENT      OWNERSHIP 
BOGEY   MAN 

Every  now  and  then  someone  with  a  real 
or  fancied  grievance  against  a  railroad 
rushes  into  print  with  his  complaint  and 
concludes  his  story  with  what  he  conceives 
to  be  the  railroad  man's  nightmare — the 
threat  of  government  ownership.  This  has 
about  ceased  to  terrorize.  It  has  come  to  be 
understood  very  generally  that  if  govern- 
ment ownership  is  best  for  the  country  it 
will  inevitably  come  about  under  the  opera- 
tion of  economic  laws  that  never  fail.  The 
question  is:  Is  this  method  of  disposing  of 


the  transportation  problem  best  for  the 
people  of  the  United  States? 

Students  of  the  'transportation  question  are 
in  the  habit  of  saying  that  if  the  railroads 
do  not  succeed  under  private  ownership, 
nothing  remains  but  government  ownership, 
and  doubtless  they  are  right.  For  the  prod- 
ucts of  our  farms,  mines,  forests  and  fac- 
tories must  be  moved  to  markets,  else  our 
whole  industrial  system  will  collapse. 

Whether  the  roads  do  succeed  under 
private  management  rests  with  the  American 
people.  Public  sentiment  is  the  real  ruler 
in  a  republic,  and  public  sentiment  can  re- 
duce expenses,  strengthen  railroad  credit, 
and  put  the  railroads  upon  a  basis  of  effi- 
ciency and  security. 

Why  should  the  people  want  the  rail- 
roads to  be  owned  and  operated  by  the  gov- 
ment?  What  would  they  get  out  of  it?  How 
would  they  be  better  off?  These  questions 
must  be  answered  and  answered  practically, 
not  by  theorists  and  visionaries,  not  by  poli- 
ticians who  see  hopes  of  building  up  a  huge 
partisan  machine,  not  by  selfish  interests 
that  look  forward  to  easy  and  lucrative  em- 
ployment, but  by  the  patrons  of  the  rail- 
roads, the  producers  and  consumers  of  the 
things  that  are  shipped,  who  pay  their  hard- 
earned  cash  for  transportation. 

There  is  a  class  of  people  many  of  whom 
are  professed  political  economists  who  have 
always  believed  in  government  ownership 
and  who  always  will  believe  in  it  in  the  face 
of  the  most  stubborn  facts  and  the  bitterest 
experiences.  These  men  argue  that  since 
railroad  business  is  public  business,  it  must 
be  transacted  by  the  government — the 
agency  set  up  by  the  people  to  handle  public 
affairs.  It  is  useless  to  argue  with  this 
class.  They  are  perfectly  sincere  and  in 
every  discussion  they  appeal  to  what  they 
call  the  certain  logic  of  the  situation.  To 
them  a  syllogism  is  more  substantial  than  a 
brick  wall.  They,  like  Ephraim,  are  joined 
to  their  idols. 

But  what  of  the  average  hard-headed 
citizen  who  is  neither  a  theorist  nor  a  fel- 
low with  an  ax  to  grind?  We  assume  that 
this  average  citizen  is  an  intense  American, 
loving  his  country,  proud  of  its  history  and 
devoted  to  its  ideals.  He  knows  that  our 
wonderful  growth  and  our  present  proud 
position  in  the  world  are  based  on  our  spirit 


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ILLINOIS     CENTRAL     MAGAZINE 


Sixty-nine 


of  individualism — our  policy  of  giving  to  the 
individual  the  largest  possible  latitude  in 
working  out  his  own  salvation.  He  knows 
that  government  business  is  nearly  always 
badly  handled,  because  there  broods  over 
all  of  it,  like  a  deadly  blight,  the  methods 
of  the  bureaucrat.  It  is  stereotyped,  reduced 
to  rigid  rule,  carried  on  by  formulas.  It 
stands  still.  It  holds  out  no  rewards  for 
men  with  initiative.  It  discourages  innova- 
tion. It  is  disturbed  by  reforms  and  re- 
formers. It  never  commands  the  best 
talent.  Those  eminent  men  who  fill  con- 
spicuous positions  for  a  limited  time,  and 
who  determine  general  policies,  rarely  be- 
come familiar  with  the  routine  work  of  their 
departments.  That  work  is  carried  on  year 
after  year  in  the  same  wooden  fashion  by 
men  whose  ambition  has  been  buried  in  red 
tape. 

Our  average  well-informed  citizen  knows 
that  if  our  railroads,  our  mines,  our  fac- 
tories and  our  shops  had  been  always  gov- 
ernment controlled,  we  would  be  about: 
where  we  were  fifty  years  ago.  Govern- 
ment control  of  industry  is  foreign  to  our 
whole  theory  of  civilization.  The  average 
man  knows,  too,  that  politics  would  surely 
dominate  the  policies  and  management  of 
the  roads.  At  the  head  would  be  a  cabinet 
member  or  a  director  general  who  would 
be  chosen  as  a  reward  for  political  activity. 
The  higher  salaried  positions  would  go  as 
plums  to  the  faithful;  the  roads  would  be 
run  by  the  servants,  of  bureaucracy,  grind- 
ing away  at  their  desks  and  waiting  for  the 
quitting  whistle  to  blow. 

It  is  usually  said  that  our  experiment  with 
government  control  was  not  a  fair  test.  The 
statement  is  true.  It  was  not.  It  was  under- 
stood that  the  control  was  temporary,  and 
consequently  nearly  all  the  able  railroad 
men  elected  to  stay  with  their  properties. 
It  was  a  time  of  war,  and  these  same  men 
were  fired  by  patriotic  ardor  not  to  desert 
the  ship  in  time  of  peril.  Had  the  govern- 
ment taken  over  the  roads  permanently  in 
time  of  peace  and  applied  the  usual  policies 
as  to  salaries  and  methods,  the  fine  corps 
of  railroad  men  who  stood  by  the  enterprise 
in  1918,  and  made  it  measurably  successful, 
would  have  left  the  government  to  its  own 
devices,  with  what  results  we  can  only 
imagine.  Say  what  you  will,  a  railroad  man 


must  be  on  his  toes  all  the  time.  He  must 
be  a  born  fighter.  In  the  government 
service  it  is  unethical  to  be  enthusiastic.  It 
is  bad  form,  to  say  the  leest,  and  this  spirit 
works  right  down  from  the  highest  in 
authority  to  the  lowest.  You  cannot  get 
men  away  from  the  idea  that  when  they  are 
working  for  Uncle  Sam  they  are  not  ex- 
pected to  hustle.  It  seems  undignified. 

Aside  from  the  effect  of  taking  this  huge 
industry  out  of  private  hands  and  making  it 
and  its  two  million  employes  a  part  of  a 
political  machine,  we  may  well  inquire  what 
benefit  will  come  to  the  public  from  such  a 
course.  No  one  can  be  found  to  predict 
that  railroad  employes  will  be  willing  to 
•  work  for  the  goverment  for  less  wages  than 
for  the  present  owners.  It  is  nowhere  sug- 
gested that  the  government  will  be  expected 
to  bring  about  greater  economies  than  the 
present  management  by  reducing  wages  be- 
low a  reasonable  basis.  The  intimation  is 
rather  that  government  ownership  will  im- 
prove the  condition  of  employes  by  increas- 
ing their  pay.  No  one  can  hope  that  dealers 
in  materials  and  supplies  will  sell  to  the 
government  for  less  than  to  the  railroad 
companies.  Why  should  they?  True,  cer- 
tain salaries  of  officers  might  be  reduced 
to  the  government  standard,  but  the  saving 
would  not  be  one-fourth  of  1  per  cent  of  the 
total  operating  expenses.  There  is  nothing 
in  the  nature  of  the  thing,  and  nothing  in 
the  history  of  the  industry  that  gives  the 
slightest  ground  for  believing  that  the  gov- 
ernment could  operate  the  road  more  cheaply 
than  the  present  management.  On  the  con- 
trary, the  indications  are  all  the  other  way. 
But  some  one  says  the  government  would 
reduce  freight  and  passenger  rates.  How? 
Where  would  it  get  the  money  to  pay  ex- 
penses? There  can  be  but  one  answer  if 
rates  are  generally  reduced.  It  must  come 
from  the  treasury,  and  be  raised  by  taxa- 
tion. Are  the  American  people  willing  to 
be  taxed  to  take  care  of  the  deficits  which 
would  certainly  result  from  such  a  program? 
The  people  must  answer. 

We  believe  a  great  majority  of  the  peo- 
ple think  the  railroads  should  be  self  sup- 
porting. It  is  not  likely  that  the  government 
will  ever  again  rent  the  railroads.  If  it  takes 
them  ovei  again,  it  will  buy  them.  They 
will  cost  the  government  upon  a  fair  basis 


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ILLINOIS     CENTRAL      MAGAZINE 


May  1921 


of  valuation  not  less  than  $20,000,000,000. 
The  Interstate  Commerce  Commission  fixed 
the  tentative  value  in  1920  for  temporary  rate 
making  purposes  at  $18,900,000,000.  The 
government  cannot  confiscate  this  property. 
The  owners  have  a  constitutional  right  to 
receive  the  fair  value  of  the  property.  Where 
will  the  government  get  the  $20,000,000,000? 
Can  a  bond  issue  be  sold  in  this  amount? 
Let  the  answer  come  from  those  who  sold 
the  Libertys  under  the  whip  and  spur  of 
patriotic  fervor.  It  is  doubtful  if  it  can  ex- 
change its  securities  at  par  for  the  property 
unless  the  securities  bear  at  least  5  per  cent. 
This  would  add  $1,000,000,000  a  year  to  the 
public's  interest  charge,  and  with  no  result 
except  a  loss  in  efficiency,  poor  operation 
and  huge  operating  deficits. 

Government  ownership — forget  it!  Let  us 
all  go  to  work. 

THE  HARRIMAN  START 

To  the  day  of  his  death,  individuals,  maga- 
zines and  learned  societies  pestered  E.  H. 
Harriman,  the  great  railroad  man,  to  outline 
the  secret  of  success.  Mr.  Harriman  gave 
little  advice  along  those  lines,  not  because 
he  was  loath  to  aid  others,  especially  young 
men,  with  his  experiences,  but  because  he 
realized  the  futility  of  attempting  to  teach 
higher  mathematics  to  those  who  had  not 
yet  learned  to  count. 

A  young  friend  of  Mr.  Harriman,  anxious 
to  get  ahead,  once  asked  him  how  to  be  suc- 
cessful. 

"Well,  I'd  take  $5,000—"  began  the  rail- 
road magnate. 

"But  I  haven't  got  $5,000,"  objected  his 
questioner. 

"You  haven't  $5,000?"  Mr.  Harriman  con- 
tinued. "Then  go  out  and  save  it,  young 
man,  save  it!" 

He  knew  that  capital,  a  reserve  fund,  was 
necessary  to  grasp  opportunity.  He  realized 
that  the  only  safe  and  sure  method  of  ac- 
quiring capital  for  the  first  step  upward  on 
the  financial  ladder  was  by  saving.  Oppor- 
tunity was  knocking  on  his  questioner's  door 
when  Mr.  Harriman  said  "Why,  I'd  take 
$5,000 — ."  His  advice  probably  would  have 
meant  financial  independence  or  possibly 
wealth  to  his  questioner,  but  he  got  no  fur- 
ther, because  the  man  he  was  about  to  help 
did  not  have  $5,000. 


Have  you  got  $5,000?  If  you  have  not, 
follow  Harriman's  advice  and  "go  out  and 
save  it."  The  process  under  modern  con- 
ditions is  neither  hard  nor  long.  The  United 
States  treasury  has  issued  government  sav- 
ings securities  for  that  very  purpose. 

All  that  is  necessary  for  you  to  do  is  to 
set  aside  a  certain  part  of  what  you  earn 
every  week  and  transform  it  in  government 
savings  securities  regularly.  In  that  form, 
it  will  be  both  safe  and  profitable.  Your 
money  will  make  money,  and  you  can  get 
it  and  use  it  when  opportunity. calls. 

If  you  follow  that  system,  and  a  man  of 
the  caliber  of  E.  H.  Harriman  is  willing  to 
point  out  to  you  the  path  to  affluence,  you 
won't  have  to  stop  him  when  he  says  "I'd 
take  $5,000 — ."  You  can  say:  "Yes,  yes,  go 
on.  You  interest  me  strangely." 

THE   RATE  IS  NOT  THE   VILLAIN 

The  cost  of  transportation  still  plays  a 
relatively  unimportant  part  in  the  retail 
selling  price  of  commodities,  despite  the 
decreases  which  have  been  effected  in  the 
cost  of  living  since  the  peak  was  reached 
last  August. 

A  survey  by  the  Bureau  of  Railway  Eco- 
nomics shows  that  immediately  following 
the  rate  increases  last  fall  the  average  rail- 
road receipts  per  ton  mile  for  all  freight 
handled  was  an  increase  of  60  per  cent  over 
the  average  for  1914,  while  the  average  cost 
of  a  large  number  of  commodities  had  in- 
creased 142  per  cent  over  their  1914  costs. 
The  commodities  were  the  ones  selected  by 
the  United  States  Bureau  of  Labor  Statis- 
tics for  its  statistical  findings.  Since  then, 
however,  the  reductions  in  prices  have 
brought  the  average  cost  of  the  commodities 
listed  down  to  a  point  where  they  show  an 
increase  of  only  77  per  cent  over  the  1914 
level,  while  the  average  railroad  receipts  per 
ton  mile  for  the  same  time — the  month  of 
January — were  66  per  cent  over  1914. 

A  nation-wide  campaign  is  being  waged 
for  the  reduction  of  freight  rates.  One  of 
the  arguments  advanced  is  that  the  present 
scale  of  rates  forms  an  impediment  to  the 
resumption  of  business.  It  was  not  argued 
in  1914  that  rates  were  a  parasite  on  busi- 
ness, and  yet  in  January,  the  latest  month 
covered  in  this  survey,  rates  were  actually 


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ILLINOIS      CENTRAL      MAGAZINE 


Seventy-one 


lower,    compared    with    coimmodity    prices, 
than  prior  to  the  war. 

The  case  of  California  lemons  is  frequent- 
ly cited  by  those  who  seek  to  show  that  the 
present  level  of  freight  rates  has  caused 
depression.  It  is  well  to  examine  the  facts. 
Prior  to  the  rate  increase  of  August  26  last, 
the  carload  rate  on  lemons  from  California, 
to  New  York  was  $1.25  a  hundred  pounds. 
At  present  the  rate  is  $1.66^  a  hundred 
pounds.  California  lemons  received  in  New 
York  average  300  lemons  to  the  box,  the 
boxes  averaging  84  pounds.  This  means 
that  the  former  rate  was  approximately  4  1/5 
cents  a  dozen.  The  present  rate  is  about 
5  3/5  cents  a  dozen,  or  an  increase  of  1  2/5 
cents — hardly  enough  to  destroy  the  indus- 
try. 

Samuel  O.  Dunn,  writing  in  the  Railway 
Age,  replies  to  the  attacks  on  freight  rates 
which  he  says  has  been  made  by  commis- 
sion merchants  in  Texas,  Florida,  other 
southern  states  and  California.  He  shows 
that  freight  rates  do  not  play  the  big  part 
in  retail  prices  of  cabbage,  onions,  spinach 
and  other  products  that  those  who  attack 
freight  rates  would  have  us  believe,  but  that 
the  big  factor  is  the  margin  between  the 
cost  of  production  and  transportation  and 
the  retail  selling  price. 

Mr.  Dunn  shows  that  on  April  16  an 
average  of  $7  a  ton  was  being  paid  the 
Texas  producers  of  cabbage.  The  cost  of 
transporting  it  1,300  miles  to  Chicago  was 
$26.30  a  ton,  including  not  only  freight  rate, 
but  the  cost  of  refrigeration  and  the  federal 
tax.  The  total  paid  the  producer  and  the 
railways  was  $33.30  a  ton,  or  approximately 
1.67  cents  a  pound.  On  the  same  day  cab- 
bage was  selling  in  Chicago  for  7  cents  a 
pound,  or  at  the  rate  of  $140  a  ton,  leaving 
a  margin  of  $106.70  a  ton,  or  approximately 
75  per  cent  of  the  selling  price. 

On  the  same  date  the  Texas  producer  re- 
civd  $42  a  ton  for  white  onions.  The  cost 
of  transportation  to  Chicago  was  $29.64, 
making  a  total  of  $71.64,  or  3.58  cents  a 
pound.  But  white  onions  from  Texas  were 
being  retailed  that  day  in  Chicago  at  10 
cents  a  pound,  or  $200  a  ton,  leaving  a 
$128.36  margin. 

The  Texas  producer  received  $5  a  ton  for 
spinach  at  that  time,  the  railways  $30.36  a 
ton  for  hauling  it  1,300  miles — a  total  of 


$35.36  a  ton — and  spinach  was  sold  in  Chi- 
cago at  15  cents  a  pound,  or  $300  a  ton, 
leaving  $264.64  to  be  accounted  for. 

A  conductor  on  an  Illinois  Central  pas- 
senger train  heard  a  passenger  commenting 
on  the  cost  of  travel  the  other  day.  The 
passenger  was  a  farmer. 

"What's  the  matter  with  you?"  the  con- 
ductor asked.  "When  eggs  were  10  cents  a 
dozen  and  oats  20  cents  a  bushel  you  paid  3 
cents  a  mile  and  the  accommodations  you 
had  were  nothing  like  so  luxurious  as  you 
get  now,  when  you  pay  3.6  cents  a  mile  and 
your  products  are  selling  for  what  seems, 
in  comparison  with  the  old  figures,  bumper 
prices." 


There  probably  is  no  section  of  God's  coun- 
try that  does  not  hold  at  least  a  few  patriotic 
souls  who  believe  their  particular  corner  of 
the  globe  the  finest.  The  sun  shines  brighter, 
the  potatoes  grow  bigger,  the  women  are  pret- 
tier, the  fish  bite  better — or  there  are  other 
compensations  to  life  thereabouts  commanding 
the  superlative. 


Conversely,  there  are  those  in  each  section 
who  rail  at  their  alloted  portion  of  the  sphere. 
They  can  tell  you  of  fairer  lands  where  there 
is  brighter  sunshine,  bigger  potatoes,  prettier 
women  or  keener  fish. 


The  Wayfarer  was  brought  up  to  regard 
the  land  of  his  nativity  as  the  choicest  spot 
in  God's  garden.  Any  one  who  voiced  a  doubt 
thereof  was  thought  lacking  in  judgment,  to 
put  it  kindly. 


We  have  visited  many  sections  of  the 
country  served  by  the  Illinois  Central  System, 
meeting  and  talked,  with  the  home  folks,  and 
have  yet  failed  to  find  a  spot  without  a  few 
loyal  boosters  and  a  few  disloyal  knockers. 


The  conclusion  is  hardly  a  discovery — it 
has  been  accepted  many  years  as  a  truth,  but 
it  will  bear  repeating.  That  is,  that  a  com- 


Seventy-two 


ILLINOIS     CENTRAL      MAGAZINE 


May  1921 


munity  lends  itself  to  the  talents  of  a  man  in 
direct  proportion  to  his  own  adaptiveness.  If 
a  man  has  the  desire  to  surround  himself  with 
dependable  friends  and  to  create  a  worth- 
while life,  he-  will  do  it,  and  'in  the  doing  his 
eyes,  looking  upon  the  sunshine,  the  potatoes, 
the  women  and  the  fish,  will  pronounce  them 
good.  If  he  doesn't  have  that  desire  and  the 
ability  to  translate  it,  he  fails. 


Community  development  offers  an  especial- 
ly Fertile  field  for  railway  station  agents.  The 
Wayfarer  recently  had  the  privilege  of  ob- 
serving what  a  number  of  agents  have  ac- 
complished along  this  line.  A  case  in  point 
comes  from  western  Tennessee. 


No  member  of  the  community  of  Newbern 
is  more  respected  than  Agent  J.  E.  Milner. 
Not  only  is  his  influence  felt  over  that  com- 
munity, but  his  good  works  are  known 
throughout  the  county.  Agent  Milner  is  a 
student  of  the  problems  of  farm  and  com- 
munity life.  He  knows  his  own  job — and 
more.  His  advice  is  sought  by  railway  pa- 
trons on  subjects  other  than  railway  business. 


"A  station  agent  to  be  successful  must  know 
his  community,  its  resources  and  its  needs — 
and,  above  all,  its  people,"  Agent  Milner  told 
to  Wayfarer. 


This  man  represents  a  type  of  agent  well 
known  to  patrons  of  Illinois  Central  lines.  As 
a  class,  Illinois  Central  agents  are  community 
builders — progressive  men. 


Handling  shipments  was  being  discussed  at 
the  wayside  where  the  Wayfarer  lingered. 
"I  always  handle  a  piece  of  freight  just  ex- 
actly as  I  would  if  it  were  my  own,"  a  frieght 
train  conductor  remarked.  "Mishandling  is 
costly  to  the  company,  it  prevents  the  getting 
of  new  business  and  it  is  likely  to  make  an 
enemy  instead  of  a  friend  out  of  the  shipper 
and  consignee."  Comment  should  be  unneces- 
sary. 


A  friend  of  the  Wayfarer  recently  used 
Illinois  Central  lines  for  the  first  time.  He 
heard  of  Illinois  Central  courtesy  and  he  was 
watching  to  see  how  it  worked  out.  By  the 
time  he  arrived  in  Chicago  he  was  enthusi- 


astic. "The  best  bunch  of  trainmen  I  ever 
saw,"  he  said,  when  he  stepped  from  the  Dia- 
mond Special. 


Wedding  Bells 


The  wedding  of  Miss  Charlotte  Van 
Housen  and  Elmer  A.  Axen  took  place  in 
Chicago  on  April  1.  Mr.  Axen  is  chief  clerk 
in  the  office  of  A.  M.  Umshler,  superintend- 
ent of  the  Chicago  terminal.  Among  the 
many  gifts  was  an  engraved  silver  service 
given  by  the  officers  of  the  terminal  di- 
vision. A.  Bernard,  formerly  acting  super- 
intendent, made  the  speech  of  presentation. 


A  CLAIMS  DEPARTMENT  WEDDING 

The  claims  department  has  been  bright 
ened  by  the  marriage  of  William  J.  Heck- 
mann  to  Miss  Hilda  Barbara  Schwartz, 
which  took  place  at  Dubuque,  Iowa,  Tues- 
day, April  26.  Mr.  and  Mrs.  Heckmann 
have  the  best  wishes  of  the  many  employes 
of  the  claims  department. 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Seventy-thre* 


PUBLIC  OPINION 


WHY  FREIGHT   RATES  ARE   HIGH 

We  call  particular  attention  to  the  Illinois 
Central  System's  discussion  of  the  subject 
of  freight  rates  in  this  issue.  In  this  article 
President  Markham  goes  on  to  show  that 
the  pre-war  freight  rates  were  really  too 
low,  that  under  those  rates  the  earnings 
were  not  sufficient  to  make  these  securities 
yield  an  attractive  return,  with  the  result  that 
these  securities  were  not  taken  sufficiently  to 
maintain  their  properties,  to  make  improve- 
ments or  betterments,  with  further  results 
that  their  properties  now  need  a  great 
amount  of  money  spent  upon  them.  This 
money  can  only  be  had  by  allowing  earnings 
sufficient  to  induce  investors. 

Even  as  it  is,  freight  rates  have  not  kept 
pace  with  cost  of  operation  and  material. 
Since  1917  freight  rates  have  been  increased 
on  the  whole  about  68  per  cent  and  pas- 
senger rates  about  45  per  cent,  while  in  the 
same  period  wages  have  increased  more 
than  100  per  cent. 

Evidently,  Mr.  Markham  is  writing  to 
warn  against  propagandists  who  seek  to  un- 
dermine confidence  and  faith  in  the  railroads 
when  he  says: 

"However,  this  is  a  time  when  clear  think- 
ing is  needed — a  time  to  stand  by  the  prin- 
ciples that  gave  America  the  greatest  and 
most  efficient  system  of  railways  in  the 
world.  Above  all  it  is  not  a  time  to  lend 
encouragement  to  those  who  are  seeking  to 
fasten  permanently  upon  the  railways  the 
very  evils  from  which  they  are  now  strug- 
gling to  free  themselves." — The  Argenta, 
(111.)  Register,  April  7. 


A  BASIS  FOR  DISCUSSION 

Any  discussion  of  the  transportation  prob- 
lems now  confronting  the  American  people 
must  be  based  upon  the  assumption  that  rail- 
road transportation  can  be  successfully  df 


World  thinks 


veloped  only  by  adhering  to  private  owner- 
ship and  operation.  If  the  people  of  the 
United  States  become  discouraged  or  be- 
wildered and  adopt  government  ownership, 
American  railroads  will  gradually  pass  into 
a  state  of  coma  and  over  industry  will 
slowly  come  a  creeping  paralysis. — PROFES- 
SOR EMORY  R.  JOHNSON,  dean  of  the  Whar- 
ton  School  of  Finance  and  Commerce,  Univer- 
sity of  Pennsylvania. 


GOOD  WAGES  FOR  GOOD  WORK. 

In  industry  good  wages  and  good  work 
are  equally  important.  Good  work  makes  a 
good  product.  Good  wages  make  a  good 
market. 

A  high  standard  of  wages  means  a  high 
purchasing  power,  and  it  should  be  one  of 
the  business  objects  of  employers  to  main- 
tain a  general  high  standard  of  wages  in 
order  to  maintain  a  general  market  for  their 
products. 

On  the  other  hand,  it  should  be  the  in- 
telligent purpose  of  the  labor  unions  to  meet 
any  depressed  situation  in  business  by  in- 
creasing productivity,  and  removing  hamper- 
ing union  rules  which  interfere  with  produc- 
tivity and  profits. 

The  first  requisite  for  the  payment  of  good 
wages  is  that  the  employers  make  enough 
money  to  be  able  to  pay  good  wages. 

Wealth  cannot  be  distributed  until  it  is 
created,  and  whatever  interferes  with  the 
creation  of  wealth  interferes  with  the  dis- 
tribution of  wealth  in  wages  as  well  as  in 
profits. 

When  union  rules  interfere  with  the  cre- 
ation of  wealth  they  interfere  with  the  wel- 
fare of  labor  as  much  as  they  interfere  with 
the  welfare  of  capital. 

As  a  matter  of  mathematical  fact  they 
interfere  with  the  welfare  of  labor  a  great 
deal  more  than  they  interfere  with  the  wel- 


Seventy-four 


May  19?1 


fare  of  capital,  because  about  90  per  cent  of 
the  wealth  created  is  distributed  in  wages, 
and  capital  is  well  content  with  anything 
like  10  per  cent  of  the  wealth  created. 

Wealth  is  production.  There  may  be  pros- 
pective wealth,  putative  wealth,  potential 
wealth,  in  the  soil,  in  the  ore  veins,  in  va- 
rious latent  forms — but  actual  wealth  is  only 
that  which  has  been  produced  into  the  things 
that  men  require. 

The  more  there  is  of  production,  there- 
fore, the  more  there  is  of  wealth. 

And  everything,  from  human  skill  to  labor- 
saving  machinery,  which  increases  produc- 
tion, increases  wealth,  and  increases  the  wel- 
fare of  the  entire  human  race. 

The  greater  comforts,  luxuries,  conven- 
iences and  advantages  that  modern  man 
possesses  over  the  men  of  former  ages  are 
due  directly  to  increased  productivity,  which 
puts  many  of  these  comforts  and  advantages 
within  the  reach  of  all. 

Still  greater  skill,  still  greater  mechanical 
ingenuity  and  productive  machinery  will 
provide  still  greater  comforts,  conveniences 
and  advantages,  and  place  them  at  the  dis- 
posal of  absolutely  all. 

Whenever  labor  by  restrictive  rules,  or 
capital  by  curtailing  production,  interferes 
with  the  creation  of  wealth,  it  interferes  with 
the  material  development  of  the  race  and 
with  the  common  possession  of  the  advan- 
tages of  modern  productivity  as  far  as  each 
restrictive  act  is  operative. 

There  are  two  fundamental  facts  to  be 
recognized:  first,  that  productivity  is  neces- 
sary for  permanently  high  wages,  and,  sec- 
ond, that  high  wages  are  essential  to  general 
prosperity. 

The  less  the  productivity,  the  less  there 
is  to  be  distributed  in  profits  and  wages. 

That  is  reasonably  obvious. 

And  since  the  vast  majority  of  the  people 
of  this  or  any  other  country  are  wage  earn- 
ers, and  general  prosperity  depends  upon 
the  prosperity  of  the  mass,  it  is  equally 
obvious  that  only  liberal  wages  will  create 
general  prosperity  and  the  general  purchas- 
ing power,  which,  in  turn,  means  the  pros- 
perity of  every  individual  and  of  every  indi- 
vidual business. 

Let  us,  therefore,  pay  good  wages  for 
good  work,  and  give  good  work  for  good 
wages. 


For  only  by  such  co-operative  effort  can 
we  create  the  fullest  productivity,  the  great- 
est purchasing  power  and  the  greatest  pros- 
perity.— WILLIAM  RANDOLPH  HEARST  in  April 
issue  of  Hearsfs  Magazine. 


RAILROADS  HAVE  A  SIDE 

President  Markham  of  the  Illinois  Central 
railway  system  once  a  month  gives  the  read- 
ers of  the  Leader  a  discussion  of  railroad 
matters  that  is  well  worth  the  careful  perusal 
of  people  who  really  want  to  be  informed 
on  questions  that  are  to  the  fore  in  our  so- 
cial, industrial  and  political  life. 

Now  someone  will  interrupt  at  this  junc- 
ture and  exclaim  that  President  Markham 
gives  the  railroad's  side  of  the  matter.  As- 
suredly. And  that  remark  is  an  admission 
that  the  railroads  have  a  side.  But  aside 
from  that,  when  a  man  is  occupying  the 
position  Mr.  Markham  does,  he  cannot  afford 
to  come  out  in  a  signed  article  with  statements 
which  have  no  foundation  whatever. 

Now,  as  to  the  railroads  and  the  freight 
rates.  People  are  demanding  freight  reduc- 
tions with  a  loud  and  persistent  voice  as  the 
panacea  for  our  financial  ills.  Mr.  Markham 
insists  that  freight  rates  cannot  move  up 
and  down  in  response  to  every  temporary 
business  fluctuation,  which  is  most  reason- 
able. 

The  gist  of  the  communication  is  that  the 
public  be  patient  and  give  the  railroads  a 
fair  try-out;  that  they  are  passing  through  a 
critical  period  or  readjustment,  as  is  every 
other  business. — West  Point  (Miss.)  Leader, 
April  15. 


ASKS  SUSPENSION  OF  JUDGMENT 
President  C.  H.  Markham,  of  the  Illinois 
Central,  has  written  a  very  interesting  and 
enlightening  letter  to  the  public  on  the  sub- 
ject of  existing  freight  rates.  He  deals  with 
all  phases  of  the  subject,  and  makes  the 
point  against  those  who  argue  that  the  pres- 
ent rates  are  too  high,  that,  even  if  the  rates 
were  reduced  to  the  pre-war  level  on  cotton, 
for  instance,  not  a  bale  more  would  have 
moved  than  has  actually  moved,  because  of 
the  low  price  and  stagnation  in  the  market. 
He  argues  that  the  same  condition  exists 
with  commerce  and  trade  the  country  over 
and  rail  rates  have  nothing  whatever  to  do 
with  the  period  of  business  depression  which 


May   1921 


ILLINOIS      CENTRAL      MAGAZINE 


Seventy -five 


is  just  now  beginning  to  pass.  Nor,  from 
his  argument,  has  any  advocate  of  a  reduc- 
tion of  rail  rates  as  a  stimulant  to  traffic  a 
plank  to  stand  upon  after  reading  the  presen- 
tation by  this  practical  railroad  man. 

He  goes  on  to  show  that  the  pre-war 
freight  rates  were  really  too  low;  under 
those  rates  there  was  not  sufficient  earning 
by  the  railroads  to  make  their  securities 
yield  an  attractive  return,  with  the  result 
that  those  securities  were  not  taken  suffici- 
ently to  enable  the  roads  to  maintain  their 
properties  as  they  should,  and  to  make  im- 
provements or  betterments,  with  further  re- 
sult that  the  various  properties  now  need  a 
great  amount  of  money  spent  upon  them. 
This  money  can  only  be  had  if  the  roads 
are  allowed  to  earn  sufficient  to  induce  in- 
vestors to  take  their  stocks  and  bonds.* 

Even  as  it  is,  freight  rates  have  not  kept 
pace  with  the  cost  of  operation  and  material. 
Since  1917  freight  rates  have  been  increased 
on  the  whole  about  68  per  cent  and  pas- 
senger rates  about  45  per  cent;  but  during 
the  same  period  railway  wages  have  been 
increased  more  than  100  per  cent  while  ma- 
terials and  supplies  have  increased  from  100 
to  200  per  cent — and  even  more. 

Evidently,  Mr.  Markham  is  writing  to 
warn  against  propagandists  who  seek  to  un- 
dermine confidence  and  faith  in  the  railroads 
when  he  says: 

"However,  this  is  a  time  when  clear  think- 
ing is  needed — a  time  to  stand  by  the  prin- 
ciples that  gave  America  the  greatest  and 
most  efficient  system  of  railways  in  the 
world.  Above  all  it  is  not  a  time  to  lend 
encouragement  to  those  who  are  seeking  to 
fasten  permanently  upon  the  railways  the 
very  evils  from  which  they  are  now  strug- 
gling to  free  themselves." 

Undoubtedly  there  is  strong  propaganda 
being  now  fostered  with  the  evident  inten- 
tion of  weakening  and  breaking  down  the 
railroads  so  that  the  government  will  take 
them  over.  That  is  precisely  what  these 
socialistic  "borers  from  within"  want.  There 
may  be  a  degree  of  selfish  interest  in  it  also. 
Under  government  control  it  was  so  easy 
to  organize  a  demonstration  and  intimidate 
Congress  that  the  scheme  appears  susceptible 
of  being  worked  again  and  again — provided 
the  railroads  can  first  be  gotten  into  the 


government's  hands.  Then,  every  time 
wages  are  desired  to  be  boosted  it  will  be 
easy.  All  that  is  necessary  to  do  is  to 
threaten  Congress  with  "the  railway  vote," 
and  such  raises,  bonuses  or  other  demands 
will  be  speedily  forthcoming. 

But  the  people  will  have  to  pay  the  bills — 
even  as  they  are  now  paying  the  bills  for 
the  expensive  government  experiment.  Mr. 
Markham  has  done  well  to  sound  a  warning 
against  the  insidious  effort  to  reopen  the 
most  wasteful  and  extravagant  regime  the 
world  has  ever  seen  in  the  whole  history  of 
transportation.  The  high  rates  the  railroads 
charge  now  are  a  necessary  legacy  from 
that  period. — Birmingham  (Ala.)  News, 
April  2. 


A  WORD   FROM/LABOR 

Melvin  Dexter,  writing  in  the  Chicago 
Labor  News,  issue  of  March  25,  1921,  says : 
"  'By  their  words  and  action  ye  shall  know 
them.'  Any  one  who  believes  that  Trotsky's 
form  of  freedom  is  better  than  American 
Freedom  should  go  to  Russia  and  take  his 
chance  at  starving  to  death  or  being  shot; 
but  those  who  believe  the  American  Govern- 
ment is  better  than  Trotsky's  should  put 
their  belief  into  action  by  being  good  and 
useful  citizens." 


CRUX  OF  RAILROAD  QUESTION. 

There  is  nothing  to  be  gained  by  getting 
hysterics  over  discussion  of  the  railroad 
freight  rate  question.  It  is  true  that  the 
situation  is  bad — even  critical — and  that 
something  must  be  done  with  the  least  pos- 
sible delay,  b.ut  mere  denunciation  of  the 
rates  charged  gets  us  nowhere.  The  ques- 
tion is  whether  the  rates  ought  to  be  lower, 
and,  if  so,  how  that  can  be  accomplished. 

.Now,  for  one  thing,  the  official  reports  of 
the  railroads  as  filed  with  the  interstate 
commerce  commission  and  subject  to  check- 
ing by  the  commission  to  ascertain  their  ac- 
curacy, show  that  the  roads  as  a  whole  are 
not  getting  enough  out  of  current  operation 
to  pay  current  operation  expenses.  The 
roads  are  not  getting  rich  at  the  expense  of 
the  people — that  is  certain. 

Moreover,  there  is  something  of  interest 
in  a  comparison  of  freight  rates  with  prices 
of  commodities.  Such  a  comparison,  tak- 


Seventy-six 


ILLINOIS     CENTRAL      MAGAZINE 


May   1921 


ing  the  year  1913,  before  the  war,  as  a  basis 
for  computation,  shows  that  freight  rates, 
when  figured  on  an  average  ton-mile  basis, 
have  advanced  66  per  cent,  while  the  average 
wholesale  prices  of  commodities  have  ad- 
vanced 77  per  cent.  Comparisons  for  other 
years  make  an  even  more  impressive  show- 
ing. In  1919  the  average  receipts  per  ton 
mile  had  advanced  35  per  cent  as  compared 
with  1913  while  the  average  wholesale  price 
of  commodities  had  advanced  112  per  cent. 

It  is  clear  from  this  that  freight  rates  did 
not  go  up  in  proportion  to  the  prices  of 
commodities.  There  was  good  reason  why 
they  didn't.  Prices  of  commodities  are  de- 
termined by  supply  and  demand — by  private 
agreement  as  to  prices.  Freight  rates  are 
regulated  by  the  government  through  the 
interstate  commerce  commission.  During 
1915,  1916  and  1917,  the  average  receipts 
of  railroads  per  ,ton  mile  remained  practi- 
cally stationary,  as  there  was  no  advance  in 
rates.  But  commodity  prices  had  advanced 
24  per  cent  by  1916,  and  76  per  cent  by  1917. 

The  unfortunate  circumstance  is  that  the 
railroads  did  not  get  their  advances  along 
with  advances  in  other  lines  of  business. 
Their  rates  were  not  materially  increased 
until  near  the  time  for  the  after-war  slump. 
The  government  failed  to  authorize  collec- 
tion of  higher  rates  when  everybody  would 
have  been  both  able  and  willing  to  pay  them 
out  of  the  high  prices  received  for  commodi- 
ties, and  then  authorized  the  increase  when 
prices  of  basic  commodities  had  fallen  almost 
to  pre-war  levels.  In  addition  to  that,  the 
government,  through  its  railroad  administra- 
tion, adopted  rules  which  required  the  rail- 
roads to  pay  for  services  not  rendered  and 
placed  upon  their  payrolls  large  numbers 
of  men  not  needed. 

These  are  facts  shown  by  the  record.s. 
The  private  managers  of  the  railroads  are 
not  responsible  for  the  conditions  above  de- 
scribed. It  is  quite  likely  of  course  that  pri- 
vate management  can  effect  some  economies, 
and  this  has  evidently  been  done,  as  indi- 
cated by  the  increased  amount  of  freight 
carried  per  car  and  the  increased  mileage 
the  cars  make  per  day.  But  economies  of 
this  kind  cannot  possibly  be  sufficient  to 
meet  the  critical  situation.  Government 
regulation  proved  unequal  to  its  task  in  the 


days  when  the  country  could  have  easily 
paid  freight  rates  somewhat  in  proportion 
to  increased  prices  of  commodities.  The 
owners  of  the  roads  ought  not  be  made  tc 
suffer  for  the  acts  of  the  government  or  its 
agents.  Manifestly,  freight  rates  cannot  go 
up,  the  roads  cannot  pay  the  present  oper- 
ating expenses  on  present  rates,  hence  the 
expenses  must  come  down  or  the  govern- 
ment must  take  over  the  roads  and  pay  the 
deficits  out  of  the  treasury  as  it  did  in  the 
period  of  the  McAdoo  regime. — Dubuque 
(Iowa)  Times-Journal,  April  26. 


MODERN  CHARIOTEERS 

Phaeton,  having  been  promised  by  his 
father,  Apollo,  that  any  wish  that  he  might 
express  should  be  granted,  demanded  that 
he  be  permitted  for  one  day  to  drive  the 
chariot  of  the  sun.  Unable  to  dissuade  his 
son  and  unwilling  to  break  his  promise 
Apollo  gave  Phaeton  careful  instructions 
and  warnings  and  permitted  him  to  start. 
The  last  advice  Apollo  gave  was  "Spare  the 
whip  and  hold  tight  the  reins."  Phaeton 
started,  but  soon  found  that  he  could  neither 
control  nor  guide  the  fiery  steeds.  They 
dashed  headlong  and  unrestrained  into  un- 
known regions,  now  high  in  the  heavens, 
now  down  almost  to  earth.  The  earth  was 
scorched  and  blackened  and  was  saved  from 
destruction  only  by  Jupiter  launching  a 
lightning  bolt  that  struck  Phaeton  dead  from 
the  chariot.  Modern  Phaetons  now  clamor 
to  be  given  permission  to  drive  the  chariot 
of  transportation  by  railroad. 

I  knew  a  locomotive  fireman  who  had 
difficulty  in  keeping  the  water  in  the  boiler 
warm  enough  to  shave  with,  but  who  could 
see,  day  by  day,  that  the  master  mechanic 
and  the  superintendent  were  making  pretty 
nearly  clear  scores  of  errors.  Such  men  are 
now  in  evidence. — Extract  from  an  address 
by  EDGAR  E.  CLARK,  Cha;rman,  Interstate 
Commerce  Commission. 


SURGEONS  HOLD  MEETING 

The  annual  meeting  of  the  joint  associa- 
tion of  Illinois  Central  and  Yazoo  &  Mis- 
sissippi Valley  surgeons  was  held  at  the 
Hotel  Chisca  in  Memphis,  Tenn.,  April  29 
and  30.  Included  in  the  program  was  a 
stag  dinner  the  evening  of  April  29. 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE  Seventy-seven 


CIAIMS  DEPARTMENT 


:•    • 

jp 

I 


WHAT  HERNIA  REALLY  IS 

Hernias  are  frequently  made  the  basis  of 
personal  injury  claims.  Claim  agents  are 
therefore  constantly  confronted  with  the 
subject  of  dealing  with  this  class  of  claims. 
They  have  difficulty  in  convincing  claimants 
that  hernias  do  not  result  from  injuries.  In 
this  connection  the  following  article  by  Dr. 
W.  A.  Evans,  appearing  in  the  Chicago  Trib- 
une, March  25,  will  be  interesting : 

"Hern'a  is  rupture  and  rupture  is  hernia. 
Beyond  this  there  is  no  need  to  define  the 
term  for  people  of  the  intelligence  of  those 
who  read  this  column.  In  hernia  of  the  ab- 
domen some  of  the  contents  of  the  cavity 
push  out  between  layers  of  muscle  and  fi- 
brous tissue  and  come  to  occupy  a  sac  which 
is  covered  by  skin  and  sac  wall  and  not 
much  else  as  a  rule. 

"Why  a  hernia?  Because  there  is  in  the 
abdominal  wall  either  an  opening  or  a  weak 
place  located  in  a  zone  where  the  contents 
of  the  abdomen  are  under  a  good  deal  of 
pressure. 

"Why  the  openings  and  the  weak  places? 
One  way  to  answer  the  question  is  by  say- 
ing nature  made  them  so,  but  that  answer 
is  nothing  more  than  a  string  of  words.  As 
a  rule  the  weak  places  are  those  in  or  near 
which  something  naturally  comes  out  or 
came  out  before  birth  or  soon  after.  For 
instance,  navel  hernia  is  frequent  because 
up  to  birth  all  of  the  food,  blood  and  air  sup- 
ply went  in  and  out  through  the  navel  ring. 
There  is  not  time  after  that  to  build  up  a 
strong  wall  to  close  the  ring. 

"Whenever  a  person  develops  a  hernia  it 
is  because  he  was  born  with  an  open  hernial 
ring  or  with  one  that  was  so  loosely  closed 
that  it  was  easily  pushed  up.  But  most 
hernias  are  discovered  just  after  some  jerk, 
jar  or  hard  muscle  strain. 

"How  is  that  to  be  explained?  The  hernia 
was  there  all  the  time.  The  soreness  from 
the  strain  caused  an  investigation  which  re- 


vealed the  hernia.  Or  under  the  strain  a 
small  hernia  bulged  out  and  became  more 
prominent,  or  muscle  strain  caused  a  con- 
genitally  weak  drumhead  stopping  a  hernia 
ring  to  give  way  and  permit  the  hernial  sac 
to  bulge.  What  the  man  was  born  with  is 
more  blamable  than  was  the  accident  or 
strain. 

"How  does  a  hernia  do  harm?  The  herni- 
ated  tissues  may  strangulate.  That  very 
hazardous  accident  may  be  suspected  if 
colicky  pain  radiating  from  the  hernia  region 
is  felt.  A  person  with  hernia  who  develops 
colicky  pain,  shock,  faintness,  nausea  must 
get  surgical  help  instantly.  To  wait  until 
tomorrow  probably  will  mean  death.  Leav- 
ing out  this  hazard,  the  harm  done  by  hernia 
is  limited  pretty  much  to  the  inconveniences 
caused  and  to  limitation  of  working  power. 

"What  is  to  be  done  about  it?  Some  cases 
can  be  cured  by  exercises  to  develop  the 
muscles  of  the  abdominal  wall.  Some 
hernias  of  the  navel  in  children  can  be  cured 
by  wearing  binders.  If  a  hernia  incapaci- 
tates one  enough  or  causes  enough  trouble 
of  it  or  has  a  way  of  causing  colic  octasion- 
ally,  it  should  be  operated  on.  But  the  aver- 
age man  with  the  average  hernia  will  wear 
a  suitable  fitting  truss  and  let  it  go  at  that. 
For  him  that  policy  represents  good  judg- 
ment." 


A  RECORD  TO  SHOOT  AT 

The  maintenance  of  way  department, 
Iowa  division,  is  to  be  congratulated  on  its 
100  per  cent  record  in  prevention  of  acci- 
dents in  March,  1921.  Not  a  personal  injury 
occurred  in  that  period.  This  record  illus- 
trates what  can  be  done  by  being  constantly 
on  the  alert  to  avoid  dangerous  practices. 

SAW  A  CHANCE  FOR  A  SUIT 

Miss  M.  R.  Baggett  and  Mrs.  R.  H.  How- 
ard brought  suit  for  $25,000  each,  actual  and 
punitive  damages,  in  the  circuit  court  of 


Seventy-eight 


ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


Bolivar  County,  Mississippi,  for  failure  of 
the  railroad  on  April  22,  1920,  to  have  sepa- 
rate accommodations  for  the  races  on  its  train 
on  the  Helm  &  Northwestern,  a  branch  line 
twelve  miles  long  on  which  tri-w«ekly  train 
service  is  maintained. 

The  cases  were  tried  .together  on  April  4, 
1921,  resulting  in  a  verdict  of  $100  each, 
which  was  the  amount  offered  in  compro- 
mise of  the  suits  some  months  ago. 

The  proof  showed  that,  a  few  days  before 
the  date  complained  of,  the  combination 
coach  which  was  originally  used  on  that  run 
broke  down  and  had  to  go  to  the  shop  for 
repairs.  Another  compartment  car  was  not 
readily  available,  so  a  few  trips  were  made 
with  a  car  one  end  of  which  was  used  for 
baggage,  the  other  for  passengers. 

Proof  further  showed  that  no  white  pas- 
sengers ride  on  that  line,  except  in 
rainy  weather,  and  very  few  negroes.  On 
the  trip  in  question  there  were  no  passengers 
except  the  two  white  women  who  brought 
suit  and  a  negro  man  and  woman.  The 
white  women  made  complaint  to  the  con- 
ductor about  not  having  separate  accommo- 
dations, so  he  directed  his  flagman  to  stay 
in  the  passenger  end  of  the  car  and  see  that 
the  women  were  in  no  way  annoyed.  The 
train  being  a  little  late,  the  conductor 
stopped  it  near  a  farmhouse  and  held  it  until 
one  of  the  women  could  go  to  the  house  and 
telephone  a  relative  about  meeting  them. 

The  railroad,  being  technically  guilty  of 
violation  of  the  separate  coach  law,  cannot 
well  complain  of  the  result  of  the  trial,  but 
in  filing  the  suits  advantage  was  taken  of  a 
mere  technicality,  as  no  inconvenience  or 
unpleasantness  could  possibly  have  been  ex- 
perienced. Instead  unusual  courtesy  and  ac- 
commodation were  shown  by  the  conductor  of 
the  train. 


CATTLE  GUARDS  AND  STOCK 

E.  G.  Nelson  sued  the  Y.  &  M.  V.  in  the 
circuit  court  of  Sunflower  County,  Mississ- 
ippi, for  $650,  for  injury  to  two  mules,  in- 
cluding the  death  of  one  of  them,  because 
the  animals  were  chased  over  a  cattle  guard 
by  a  train.  The  suit  was  tried,  and  a  per- 
emptory instruction  given  for  the  railway. 

It  frequently  occurs  that  stock  trespassing 
on  the  railroad  right-of-way  takes  fright  at 
an  approaching  train  and  runs  ahead  of  it 


over  cattle  guards  and  into  bridges,  resulting 
in  serious  damage  to  the  stock. 

Of  course,  if  an  engineer  were  malici- 
ously to  continue  to  chase  the  animals  for  a 
long  distance  and  not  slow  down,  giving 
them  an  opportunity  to  leave  the  track, 
liability  might  be  predicated  on  such  an  act, 
but  where  they  are  not  chased  for  an  un- 
reasonable distance  or  when  stock  fails  to 
leave  the  track  when  given  an  opportunity 
to  do  so,  recovery  cannot  be  had  for  in- 
jury sustained  while  being  chased. 

If  owners  of  livestock  would  keep  their 
animals  away  from  the  railroad  they  would 
save  themselves  loss  and  annoyance;  they 
would  save  engineers  and  trainmen  many  anx- 
ious moments,  and  they  would  save  the  rail- 
way much  expense. 


SUIT  TRAVELS  LONG  ROUTE 

The  Supreme  Court  of  Mississippi  on 
March  28,  added  another  chapter  to  a  long- 
drawn-out  personal  damage  law  suit. 

On  October  14,  1915,  J.  D.  Mullins,  train 
flagman,  was  found  fatally  injured  beside  the 
track  after  his  train  had  pulled  away  from 
the  town  of  Harriston,  Miss.  He  was  taken 
to  the  hospital  at  Natchez,  Miss.,  but  lived 
only  a  short  time.  A  substantial  offer  of 
compromise  was  made  his  mother,  who  was 
his  only  next  of  kin,  but  other  counsels  pre- 
vailed and  a  law  suit  was  filed. 

The  trial  in  April,  1916,  brought  a  verdict 
of  $20,000.  On  appeal,  the  Supreme  Court 
of  Mississippi  cut  the  verdict  to  $12,000  and 
stated  that,  were  it  not  for  the  application 
of  the  state  prima  facie  act,  they  would  have 
to  hold  that  there  was  no  liability. 

The  case  was  taken  to  the  United  States 
Supreme  Court,  which  reversed  and  re- 
manded it  on  the  ground  that  the  prima 
facie  act  of  Mississippi  did  not  apply  to  a 
case  falling  under  the  Federal  Liability  Act. 

A  second  trial  was  held  in  April,  1920,  and 
a  verdict  of  $10,000  rendered.  It  was  an  ap- 
peal from  this  verdict  which  the  Mississippi 
Supreme  Court  just  decided. 

The  court  had  considerable  difficulty  in 
arriving  at  a  decision.  The  case  was  first 
assigned  to  Division  A  to  decide,  but  that 
division,  not  being  able  to  agree,  asked  to 
have  the  case  argued  before  the  whole  court 
of  six  judges,  which  was  done.  They  took 
several  weeks,  and  then  failed  to  agree,  three 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Seventy-nine 


of  the  judges  holding  there  was  no  liability 
whatever  under  the  evidence,  and  three  of 
the  judges  holding  that  there  was. 

Under  the  law  an  equal  division  of  the 
court  means  an  affirmation  of  the  judgment 
below,  so  the  result  is  an  affirmation  as  to 
liability,  but  the  whole  court  agreed  that  the 
case  must  be  sent  back  for  another  trial  be- 
cause of  an  error  in  the  instruction  as  to  the 
mitigation  of  damages  on  account  of  con- 
tributory negligence  of  the  deceased.  The 
case  cannot  again  be  taken  up  for  trial  until 
October,  so  that  the  final  determination  is 
some  distance  away. 

Of  course,  all  these  trials,  appeals  and  de- 
lays mean  much  expense  to  both  sides. 

A  FINE  "COON"  DOG,  BUT— 

A  suit  by  W.  F.  Arrington  against  the 
Illinois  Central  was  recently  tried  in  the 
Ballard  County  Circuit  Court  at  Wickliffe, 
Ky..  and  resulted  in  a  verdict  for  the  rail- 
road. The  suit  was  for  the  alleged  negli- 
gent killing  of  a  fox  hound,  estimated  to 
be  worth  $100.  It  was  shown  to  be  a  good 
"coon"  dog  with  superior  individual  quali- 
ties which  made  it  valuable.  The  evidence 
disclosed  that  it  was  killed  by  a  north- 
bound passenger  train  on  a  crossing  near 
Wickliffe,  Ky.,  October  25,  1920.  Mr. 
Arrington  was  most  unfortunate  in  losing 
his  dog,  but  the  railroad  was  not  to  blame 
for  it.  That  is  what  the  jury  thought,  too. 


ALERT  AGENT  CAN  SAVE  MONEY 

A  Mississippi  farmer  came  into  the  office 
of  Agent  T.  J.  Trull,  at  Lexington,  Miss., 
recently  to  file  claim  for  $250  for  a  hog 
killed  by  a  train.  The  agent,  realizing  the 
large  amount  involved,  decided  to  investi- 
gate. He  found  the  hog  lying  in  the  pas- 
ture just  off  the  right-of-way  with  a  wound 
indicating  she  had  either  been  gored  by  a 
cow  or  torn  by  some  other  hog. 

Examination  of  the  fence  showed  no  open- 
ing where  the  hog  could  have  passed 
through.  Together  with  the  claimant,  Mr. 
Trull  examined  the  track  in  the  vicinity. 
They  could  find  no  sign  to  indicate  that 
anything  had  been  struck  by  a  train.  The 
claimant  wanted  the  railroad  company  to 
bury  the  hog,  but  the  agent  told  him  that 
he  could  not  find  anything  to  indicate  that 


the   railroad   had   anything   to   do   with   the 
killing  of  the   hog. 

Had  this  agent  merely  given  the  claimant 
a  stock  blank  to  fill  out  in  the  regular 
course  and  not  looked  into  it  immediately, 
when  all  the  evidence  was  there,  we  might 
have  had  trouble  successfully  defending 
this  claim.  As  the  matter  now  stands,  we 
feel  safe  in  declining  to  pay  anything  and 
have  little  fear  of  the  result  of  a  law  suit 
if  this  man  files  one,  which  he  threatens  to 
do. 

BETTER  BE  SAFE  THAN  UNDER  SOD 

Spring  is  here.  Fair  weather  and  good 
roads  stimulate  a  desire  to  "step  on  it,"  with 
the  result  that  florists,  relief  associations, 
casket  manufacturers,  grave  diggers,  am- 
bulance chasing  lawyers  and  the  like  will 
profit  by  reason  of  the  carelessness  of  motor 
drivers  in  crossing  railway  tracks  at  grade. 
This  is  the  beginning  of  the  harvest  time. 

As  a  note  of  warning  to  those  who  heed- 
lessly disregard  the  care  required  of  human 
beings,  S.  M.  Copp  and  C.  D.  Gary  will 
furnish  the  illustration  and  message  in  the 
spring  and  summer  issues  of  the  magazine, 
in  the  hope  that  some  good  may  result. 
Here  is  No.  1: 


BENEATH  THIS  MOUND 

-    LIES  HENRY  DRAKE 

H^HEARD  THE  BELL 

BUT  HAD  NO  BRAKED 


Eighty 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


Dies  in  Our  Service 


Joseph   W.  Moore 

Joseph  Womack  Moore,  assistant  engi- 
neer, valuation  department,  Illinois  Central 
and  Yazoo  &  Mississippi  Valley  System, 
died  at  the  Illinois  Central  Hospital  at  Chi- 
cago, April  13,  1921,  after  a  short  serious 
illness,  but  following  a  year  or  more  of 
poor  health.  He  was  buried  at  his  former 
home,  Lexington,  Ky.,  on  April  16,  from  the 
home  of  his  sister,  Mrs.  L.  N.  Meffert,  the 
only  surviving  member  of  his  immediate 
family. 

Mr.  Moore  was  born  at  Louisville,  Ky., 
March  20,  1874,  the  son  of  Frank  J.  and 
Julia  Redman  Moore.  He  received  his  edu- 
cation at  the  University  of  Kentucky,  where 
he  took  a  special  3-year  course  in  engineer-  • 
ing,  which,  however,  did  not  lead  to  .a 
degree. 

From  August,  1898,  to  June,  1907,  he  was 


in  the  employ  of  the  engineering  department 
of  the  Louisville  &  Nashville  Railroad,  both 
in  maintenance  and  construction,  where  he 
served  as  rodman,  instrument  man,  assistant 
engineer  and  assistant  roadmaster,  his  last 
position  with  that  company  being  as  assist- 
ant roadmaster  on  the  Cumberland  Valley 
Division  at  Middlesboro,  Ky.  He  then 
served  for  one  year  as  track  engineer  of 
the  A.  &  B.  Construction  Company  on  the 

A.  B.   &  A.   Railroad  in  Georgia,  and  from 
June  1,  1908,  to  November  1,  1909,  was  road- 
master  of  the   A.  B.   &  A.  Railroad  at  At- 
lanta,   Ga.      He    then    served    until    March, 
1910,  as  assistant  engineer  in  the  valuation 
department   of   the   Central   of   Georgia. 

From  June,  1910,  to  March,  1913,  he  was 
roadmaster  of  the  Southern  Pacific  lines  at 
Morgan  City,  La.  From  December,  1914, 
to  September,  1916,  he  was  roadmaster  of 
the  I.  &  G.  N.  Railroad  at  Navasota,  Texas. 
From  September,  1916,  until  May  16,  1917, 
he  was  pilot  engineer  in  the  valuation  de- 
partment of  the  Illinois  Central  Railroad. 
From  August,  1919,  to  the  time  of  his  death, 
he  was  assistant  engineer  in  the  valuation 
department  of  the  Illinois  Central  Railroad. 

Mr.  Moore  served  through  the  second 
training  camp  at  Plattsburg,  N.  Y.,  in  the 
summer  of  1916,  and  after  the  entrance  of 
the  United  States  in  the  World  War,  en- 
tered the  first  training  at  Fort  Sheridan 
in  May.  From  there  he  was  sent  to  the 
First  Engineering  Officers'  Training  Camp 
at  Fort  Leavenworth,  Kan.,  after  which 
he  was  sent  to  Camp  Grant,  commissioned 
captain  and  assigned  to  command  Company 

B,  35th    Engineers.      He    served    until    Au- 
gust, 1919,  and  following  his  discharge  from 
service    was    commissioned    major    in    the 
Engineers  Reserve  Corps. 

During  his  service  in  France  he  was  sta- 
tioned for  a  number  of  months  at  La 
Rochelle  and  later  at  Marseille,  where  "the 
force  under  his  command  made  an  enviable 
record  on  repairing  bad-order  cars.  After 
service  at  other  points  he  was  finally  as- 
signed in  charge  of  maintenance  of  way  and 
structures  on  the  standard-gauge  lines 
through  Verdun. 

Mr.  Moore  was  a  member  of  the  Castle 
Post  of  the  "American  Legion,  the  Society 
of  American  Military  Engineers,  and  the 
American  Railway  Engineering  Association 


May  1921 


ILLINOIS     CENTRAL.     MAGAZINE 


Eighty-one 


Retires  After  32  Years 


Thirty-two  years  in  one  place  and  one  job 
is  the  record  of  .William  Fischer,  section 
foreman  for  the  Illinois  Central  at  Seward, 
111.,  who  recently  was  placed  upon  the  pen- 
sion list.  He  entered  the  service  of  the 
company  on  May  4,  1888,  as  assistant  fore- 
man at  Freeport,  in  the  Freeport  district, 
putting  in  the  first  ballast  after  the  road 
was  built.  Pie  was  promoted  to  section  fore- 


William  Fischer 

man  on  September  8,  1888,  by  Superinten- 
dent P.  Laden,  with  headquarters  at  Rock- 
ford,  and  was  transferred  on  November  27 
of  that  year  to  Seward,  where  he  has  since 
lived,  worked,  and  won  friends.  That  every 
employe  can  be  a  credit  to  the  company  is 
proved  by  the  following  said  about  him  on 
his  retirement  December  31,  1920.  The 
Seward  Items  declared  that  "he  has  been 
careful  and  painstaking  in  his  work,  and 


most  obliging  to  farmers  along  the  right-of- 
way,  and  under  all  conditions  kept  up  pleas- 
ant relations  between  the  land  owners  and 
the  railway  company." 

An  editorial  in  the  Rockford  Register- 
Gazette  said : 

"That  is  a  good  record  they  give  William 
Fischer,  retiring  section  foreman  for  the 
Illinois  Central  at  Seward,  who  has  given 
his  company  and  the  general  public  30  years 
of  superior  service.  Although  not  occupying 
a  position  that  kept  him  in  the  lime-light, 
Mr.  Fischer  had  the  faculty  of  keeping  the 
patrons  and  neighbors  of  the  road  well  satis- 
fied and  in  good  humor  while  attending 
strictly  to  the  business  of  the  company. 
Service  like  that  reflects  well  on  the  com- 
pany as  well  as  on  the  man,  giving  a  good 
impression  as  to  the  soul  of  the  man  behind 
the  job.  It  is  not  the  job  a  man  holds  that 
gives  him  standing  but  the  spirit  of  his  serv- 
ice. No  one  could  come  into  contact  with 
Mr.  Fischer  and  not  feel  that  it  was  a  satis- 
faction to  do  business  with  him  and  with 
the  company  to  which  he  was  faithful." 


ELECTED  JUDGE  WITHOUT  TRYING 

We  of  the  Illinois  Central  are  certainly 
glad  to  learn  that  the  election  held  at  Mat- 
toon,  111.,  April  19,  resulted  in  the  election 
of  Samuel  Boruff  to  the  office  of  police 
judge,  writes  M.  E.  Young,  claim  agent, 
Mattoon,  111. 

"Sam,"  as  he  is  best  known  by  his  friends' 
and  former  fellow  workmen,  has  been  a  resi- 
dent of  Mattoon  for  about  sixty  years.  Un- 
til 1911  he  was  one  of  our  most  worthy  em- 
ployes. At  that  time  he  became  a  pensioner, 
after  having  served  twenty-odd  years  in  our 
Mattoon  shops. 

Sam  is  a  Democrat  from  head  to  foot.  As 
the  town  is  declared  to  be  at  least  1,500  Re- 
publican, a  Democrat  has  to  run  well  to  be 
elected.  Although  in  his  seventy-ninth  year, 
Sam  was  elected  by  more  than  300  majority. 

Sam  did  not  want  the  office.  He  did  not 
file  a  petition  to  run  for  the  office;  so  his 
name  was  written  on  the  ballot  by  his 
friends  at  the  primary.  This  placed  his 
name  on  the  official  ballot  at  the  election. 

On  the  day  of  the  election,  Sam  was  busy 
painting  his  house. 


Eighty-two 


ILLINOIS     CENTRAL      MAGAZINE 


May   1921 


jiiiiiiHiiiiiiiiiiniiiiiiiiiiiiiiiiinMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiininiiiiiiiiiiiiiiii 


Illllllllllllllllllllllll 


I         Traffic  Department         j 

niiiliilHiiiiiiiiiiniiiliiiiiiiiiiiiniiiiiiiiiiiiliiliiliiiiiliiliiiiiliiliiiiiiiiiiiliiiiiliiiiiiiiiiiiiiiilliiiiiiiiiiiiiiliiiiiiiiiiiliiliiiuiiiiiiiiiiiiiiiiiiiiiiniiiiiiiii,," 


Selling  Transportation 

By  WILLIAM  B.  RYAN, 
Asst.  Gen.  Freight  Agent,  Memphis,  Tenn. 

A  RAILWAY  with  as  perfect  a  plant 
as  human  hands  and  brains  can 
make;  with  de  luxe  passenger  service, 
fast  freight  schedules,  and  everything  which 
enters  into  its  makeup,  such  as  great  ter- 
minals, double  track,  excellent  motive  power 
and  a  plenitude  of  equipment;  with  all  this, 
ind  yet  lacking  one  vital  auxiliary — a  sales 
force — cannot,  under  the  present  competitive 
conditions,  secure,  maintain  and  improve  its 
share  of  the  available  freight  and  passenger 
traffic. 

After  experience  in  thirteen  states  during 
the  course  of  eighteen  years,  the  writer  can 
testify  to  the  fact  that  salesmanship — or 
solicitation,  if  you  please — is  as  important  to 
a  great  common  carrier  as  it  is  to  the  manu- 
facturer or  the  jobber. 

We  Know  What  We  Have 
We  of  the  Illinois  Central  know  that  a 
passenger  may  board  the  Panama  Limited 
at  Chicago,  after  trudging  through  the  slush 
and  cold  of  a  wintry  day,  and  arrive  the  fol- 
lowing day  in  the  midst  of  the  glories  of  a 
summer  dawn,  having  at  his  beck  and  call 
courteous  and  efficient  servants  and  pro- 
tected through  the  night  by  the  combined 
efforts  of  thousands  of  employes.  We  know 
further  that  he  may  accomplish  the  trip  of 
921  miles  from  Chicago  to  New  Orleans 
within  twenty-three  hours. 

We  also  know  that  our  freight  service  be- 
tween Chicago  and  New  Orleans  is  incom- 
parable. 

But  the  important  thing  is  to  post  the 
prospective  passenger  or  shipper  as  to  these 
advantages,  and  here  is  where  we,  all  of  us, 
can  prove  our  salesmanship.  Get  it  across  to 
the  other  fellow.  Once  he  rides  the  Panama 
Limited  and  once  he  tests  our  freight  service, 


we  have  won  a  friend  and  have  gone  a  long 
way  toward  securing  his  future  patronage. 

Results,  however,  are  secured  only  by  per- 
sistent, systematic  effort.  It  has  been  well 
said  that  "Eternal  vigilance  is  the  price  of 
success."  Our  competitors  are  always 
active,  and  we  have  to  meet  the  situation. 
Service,  human  service,  the  personal  touch, 
the  intelligent  exposition  of  what  we  have 
to  offer  and  how  best  our  facilities  may  be 
used,  are  some  of  the  things  required. 

Today  every  employe  of  the  Illinois  Cen- 
tral Railroad  is  a  soliciting  agent,  and  the 
majority  of  them  are  doing  the  work  in  an 
intelligent  manner.  Properly  supervised,  this 
will  result  in  an  irresistible  force.  When 
Engineer  Smith,  in  answer  to  a  postal  card, 
receives  word  from  his  grocer  or  clothier 
that  he  has  routed  a  certain  consignment 
from  Kalamazoo  for  New  Orleans  via  the 
Illinois  Central  Railroad,  we  are  not  sure  of 
the  business.  Mr.  Smith  probably  reports 
the  matter  to  his  superior  officer,  who  in 
turn  should  send  it  to  the  traffic  officer  in 
charge  of  that  territory. 

The  information  should  by  all  means  ulti- 
mately (and  quickly)  reach  our  solicitor  in 
the  Kalamazoo  territory,  that  he  may  fol- 
low it  up  with  the  Kalamazoo  concern ;  other- 
wise one  of  our  competitors  may  beat  us  to 
it,  regardless  of  favorable  instructions. 
Routing  Instructions  Disobeyed 

Every  instance  of  this  sort  should  be 
closely  followed  up  to  secure  the  desired 
result.  I  have  seen  the  most  imperative  of 
routing  instructions  deliberately  disobeyed 
by  the  shipper,  because  for  reasons  of  his 
own  he  preferred  to  use  other  routes. 
Working  on  the  business  at  both  ends  prac- 
tically insures  us  the  haul.  Business  so- 
licited without  being  followed  to  a  conclusion 
is  only  half  solicited,  and  experience  has 
shown  that  full  results  do  not  follow  unless 
the  work  is  well  done. 

The  Illinois  Central  Railroad  has  many 
friends,  real  friends,  who  are  sincere  in  their 
efforts  to  favor  our  line  with  their  tonnage. 


.W ay    1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eighty-three 


But  we  lose  some  of  their  business  in  spite 
of  their  desire  for  us  to  handle  it.  Why? 
Because  some  competitor  has  been  indus- 
triously cultivating  the  shipping  clerk,  or  be- 
cause our  friend  neglects  to  see  in  each  case 
that  we  are  favored. 

Here  Is  Our  Best  Agent 

The  best  soliciting  agent  is  he  who  is 
never  satisfied  until  he  sees  the  passenger 
buy  his  ticket,  or  until  he  checks  the  car 
number  containing  the  promised  freight  from 
our  junction  passing  reports.  He  has  sys- 
tematized his  work;  he  calls  upon  the  shipper 
in  his  territory  with  the  regularity  and  pre- 
cision of  clockwork.  Our  patrons  know  the 
day  he  is  due  in  their  city,  and,  they,  there- 
fore, hold  their  traffic  problems,  and  inci- 
dentally their  routing  orders,  until  he  comes. 
He  hits  without  a  miss.  No  one  can  work 
in  this  systematic,  intelligent  manner,  and 
not  know  success.  He  is  ever  alert,  efficient, 
obliging,  and  has  a  wide  knowledge  of  traffic 
affairs  indispensable  to  the  shipper. 


One  western  road  some  years  ago  adver- 
tised in  its  folders  to  the  effect  that  "every 
ticket  has  a  car  of  freight  tied  to  it."  The 
management  urged  the  passenger  forces  not 
to  stop  when  the  ticket  had  been  sold,  but 
to  see  that  the  ticket  holder  had  a  pleasant 
trip  and  courteous  treatment. 

The  wise  general  passenger  agent  who 
issued  these  orders  knew  that  a  pleased  pas- 
senger might  be  a  heavy  freight  shipper. 
We  have  been  told  many  times  by  shippers 
that  they  were  giving  us  freight  because  of 
their  comfortable  trips  between  certain 
points  on  our  lines.  Our  passenger  agents, 
therefore,  can  be  a  large  factor  in  building 
up  the  freight  business. 

We  need  have  no  hesitation  in  recommend- 
ing the  use  of  our  passenger  and  freight 
facilities,  because  they  rank  with  the  best 
the  world  offers.  But  they  have  to  be  rec- 
ommended; they  have  to  be  advertised;  they 
have  to  be  pushed. 


The  Art  of  Correct  Ticket  Selling 


J.  S.  McClure,  manager  of  the  consolidated 
ticket  office  at  Denver,  Colo.,  in  a  recent 
circular,  gave  his  clerks  a  list  of  "a  few  good 
things  to  do,"  which  will  make  interesting 
reading  in  any  ticket  office.  He  begins  by 
telling  the  clerks  that  "this  is  old  stuff" — 
which  is  true;  but  it  is  fresh  advice  neverthe- 
less. Following  are  some  samples: 

Trying.  Try  to  grant  the  passenger's  re- 
quest. Try  to  find  instructions  that  will  let 
you  do  so.  Most  requests  can  be  granted  if 
you  try  to  find  a  way.  When  reasonable 
requests  are  apparently  unauthorized,  take  up 
with  agent's  office  and  we  will  try  to  help 
you.  When  refusal  is  necessary,  do  so  with 
regret,  and  explain  why.  We  can  please 
nearly  everyone  if  we  really  try. 

Don't  take  the  easiest  way  and  try  to  find 
an  instruction  that  will  allow  you  to  refuse. 
Don't  be  curt  or  seem  in  a  hurry  in  refusing. 

Know  your  business.  Know  it  in  advance. 
Study  and  understand  tariffs  and  fares. 
Understand  folders  and  guides.  Understand 


routes  and  optional  routes,  and  give  pas- 
senger the  benefit.  Understand  tickets.  If 
you  don't  know,  don't  guess.  Find  out,  and 
remember.  Learn  the  reason.  There  is  a 
reason  for  rates,  routes,  etc.,  and  you  can 
find  out.  It  will  help  avoid  mistakes. 

Interest.  Take  an  interest  in  your  pas- 
senger. His  trip  means  a  good  deal  to  him, 
and  he  welcomes  your  interest.  Cultivate 
talking  and  getting  an  interest.  It  is  easy  to 
do,  and  enjoyable.  It  really  makes  your  work 
easier,  and  much  more  satisfactory.  It  makes 
for  a  satisfied  and  thankful  patron.  But  it 
must  be  a  real  interest,  and  not  put-on  or 
deceptive. 

Be  sure  about  little  things.    They  count. 

Pleasing.  Most  anyone  can  get  along 
nicely  with  19  out  of  20  of  our  patrons.  Make 
a  study  of  it  and  please  the  other  one.  The 
really  good  man  can  "handle"  them  all.  If 
you  make  a  mistake  in  your  "handling"  of  a 
patron,  profit  by  it  and  never  make  the  same 
mistake  again. 


Eighty-four 


ILLINOIS      CENTRAL      MAGAZINE 


May   1921 


A  Section  House  That  Is  a  Home 


C.  Dorsey,  Section  Foreman,  and  Family,  Norwood,  La. 


The  officials  of  the  Illinois  Central  and 
the  Yazoo  &  Mississippi  Railroads  have  al- 
ways realized  the  fact  that  the  homes  of  the 
section  forces,  where  owned  by  the  com- 
pany, should,  within  reasonable  limits,  be 
made  as  comfortable  and  attractive  as  pos- 
sible. They  have  from  time  to  time  made 
such  repairs  to  the  houses  as  were  neces- 
sary, endeavoring  to  provide  good  drinking 
water  and  in  other  ways  have  done  a  great 
deal  to  make  the  houses  real  homes,  instead 
of  simply  shelters. 

This  question  has  recently  been  taken  up 
anew,  and  a  systematic  plan  adopted,  lead- 
ing toward  the  desired  end.  The  company 
wants  the  homes  to  be  comfortable  and  of 
good  appearance,  primarily  for  the  good 
of  the  section  forces  and  their  families,  and 
also  because  it  is  felt  that  a  shabby,  un- 
sightly section  house  is  as  disgraceful  to 
the  company  as  any  other  company  building 
or  property  in  poor  condition. 

It  is  a  regrettable  fact  that  in  a  few  cases 
it  has  not  been  possible  to  obtain  the  co- 
operation of  those  who  should  be  most 
highly  interested,  and  without  this  co- 


operation it  is  obviously  impossible  to  make 
much  progress.  The  section  foreman  and 
his  assistants  have  in  their  own  hands  the 
power,  with  the  assistance  of  the  company, 
to  make  their  homes  what  a  home  should 
be.  As  a  rule,  the  best  foremen  have  the 
neatest  homes,  and,  partly  as  a  consequence, 
are  men  of  standing  in  their  communities. 

And  this  is,  indeed,  what  they  should  be. 
Their  position  is  a  highly  responsible  one 
which  brings  them  into  frequent  contact 
with  the  public,  and  very  frequently  they 
are  the  only  local  representatives  of  the 
company  in  a  community.  If -a  man  does 
not  have  pride  enough  and  consideration 
enough  for  his  neighbors  to  keep  his  home 
as  neat  as  possible,  it  is  certain  that  he 
will  not  receive  much  respect  from  them. 

The  company  is  spending  a  considerable 
amount  of  money  in  providing  shade  and 
fruit  trees,  shrubbery,  garden  space,  good 
water  and  other  essentials,  but  the  money 
will  be  largely  wasted,  unless  the  foremen 
take  a  personal  interest  in  the  matter. 
Happily,  in  a  vast  majority  of  cases,  this  is 
being  done. 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eighty-five 


t'liiiiiniiiiiiiiJiiiii!! 


IIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIII 


|  Law  Department          I 

rjllliiliillilillillilliiliililllilliliilil'lllliiliilillillliltllMliiliiliililllllllllllllllllllllllllllllllllllllllllllllllllllllllllilliiliililllllllllllllllllllllllllllllllllllllIlT; 


Compressed  Air  Is  No  Plaything 
Examination  of  the  recent  cases  dealing 
with  workmen's'compensation  laws  indicates 
a  large  number  of  injuries  that  have  resulted 
from  the  actions  of  employes  in  pranking 
with  compressed  air.  In  the  recent  case  of 
Sochia  vs.  Cudahy  Packing  Company,  181 
N.  W.  (Neb.)  706,  the  opinion  of  the  court 
states  that  the  injuries  of  the  kind  discussed 
in  that  case  resulting  from  the  sportive  use 
of  compressed  air  have  been  before  the 
courts  in  a  number  of  cases. 

It  seems  to  us  that  employes  ought  to 
have  learned  by  this  time  that  this  is  a  dan- 
gerous form  of  sport.  Not  only  does  it  re- 
sult in  fastening  liability  upon  the  employer 
in  many  cases,  but  the  records  of  the  courts 
show  that  dozens  of  employes  have  been 
killed  or  seriously  injured  within  the  past 
two  or  three  years  by  this  foolish  form  of 
horseplay.  Every  effort  should  be  made  to 
get  workmen  to  understand  that  a  hose 
filled  with  compressed  air  is  about  as  dan- 
gerous a  plaything  as  they  could  find. 


Psychic  Phenomena  and  the  Law 
Blewett  Lee,  New  York  counsel  of  the 
company,  contributes  a  learned  and  interest- 
ing article  to  the  April  number  of  the 
Harvard  Law  Review  upon  the  topic  "Psych:c 
Phenomena  and  the  Law." 

The  purpose  of  the  article  is  to  show  just 
how  the  courts  have  handled  instances 
where  the  action  of  individuals  has  been 
influenced  by  alleged  communications  from 
the  other  world.  Sometimes  litigation  takes 
the  form  of  contests  over  wills  or  con- 
veyances of  property,  and  sometimes  the  be- 
lief of  the  individual  in  spiritual  phenomena 
has  entered  into  questions  of  the  sanity  of 
persons  under  investigation. 

The  article  shows  that  Mr.  Lee,  with  his 
usual  thoroughness,  has  gone  carefully  into 
this  hitherto  unworked  field.  He  has  found 
a  surprising  number  of  cases  in  which  the 


courts  have  been  called  upon  to  deal  with 
this  subject.  In  addition  to  the  wealth  of 
legal  learning  displayed,  the  subject  is 
treated  with  that  grace  and  charm  which 
characterizes  all  Mr.  Lee's  literary  efforts. 
It  is  an  article  well  worth  reading  and  con- 
stitutes a  distinctive  contribution  to  a  most 
interesting  subject. 


Language  Counts  in  the  Law 
The  courts  make  some  nice  distinctions  in 
administering  workmen's  compensation  acts. 
It  should  always  be  remembered  that  a  good 
deal  depends  upon  the  exact  language  of  the 
law  in  the  particular  state  where  the  ques- 
tion arises.  In  some  states  it  is  provided 
that  compensation  should  be  paid  if  the  in- 
jury occurs  in  the  course  of  employment. 
In  many  other  states  the  law  goes  a  little 
further  and  provides  that  not  only  must  the 
injury  occur  in  the  course  of  employment, 
but  that  it  must  arise  out  of  the  employ- 
ment. 

A  case  illustrating  the  distinction  was  re- 
cently decided  by  the  Supreme  Court  of 
Ohio.  [Industrial  Commission  of  Ohio  vs. 
Weigandt,  130  N.  E.  (Ohio)  38.]  In  that 
case  the  claimant,  Weigandt,  was  going  to- 
ward his  machine  to  begin  his  day's  work. 
He  passed  two  employes  who  were  engaged 
in  a  friendly  scuffle  for  the  possesion  of  a 
file.  The  file  flew  out  of  the  hands  of  one 
of  these  workmen,  and  the  sharp  point  struck 
Weigandt  in  the  eye,  destroying  its  sight. 

The  court  held  that  this  was  an  injury 
which  occurred  in  the  course  of  Weigandt's 
employment,  and  allowed  compensation.  It 
may  well  be  doubted  whether  such  a  rule 
would  occur  in  a  state  in  which  the  law 
required  the  injury  to  be  not  only  in  the 
course  of  the  employment,  but  to  arise  out 
of  the  employment.  The  Ohio  court  justified 
its  action  by  saying  that  it  is  a  matter  of 
common  knowledge  that  it  is  one  of  the 
ordinary  risks  of  employment  to  receive  in- 
juries from  fellow  employes.  The  decision 


Eighty-silt 


ILLINOIS      CENTRAL      MAGAZINE 


May   1921 


is  probably  sound  in  view  of  the  provisions 
of  the  Ohio  Compensation  Statute. 

These  compensation  decisions  have  come 
to  depend  so  greatly  upon  the  particular 
law  of  the  particular  state  that  it  is  unsafe 
to  base  judgment  upon  them  without  know- 
ing what  are  the  precise  provisions  of  the 
statute  which  in  any  case  is  construed  and 
applied. 


An  Extended  Interpretation 

The  Safety  Appliance  Act  was  passed  by 
Congress  as  a  remedial  measure  to  give  to 
employes  the  greatest  possible  protection. 
However,  it  is  being  given  such  construc- 
tion by  some  of  the  federal  courts  as  to 
work  what  seems  to  us  to  be  a  great  in- 
justice. 

Recently  prosecutions  have  been  instituted 
against  the  Illinois  Central  at  Louisville,  un- 
der the  following  circumstances:  The  cars 
were  carefully  inspected  at  Louisville  and 
found  to  be  free  from  any  penalty  defects. 
They  moved  toward  Central  City,  the  next 
repair  point,  in  regular  traffic.  Inspectors 
for  the  government  discovered  penalty  de- 
fects at  Cecilia  and  intermediate  points. 
Cecilia  is  not  a  repair  point,  and,  in  fact, 
there  is  no  repair  point  between  Louisville 
and  Central  City. 

Had  the  defects  been  discovered  by  the 
railway  inspectors  the  only  thing  which  the 
railroad  could  have  done  would  have  been 
to  haul  the  cars  to  Central  City,  the  nearest 
repair  point.  The  discovery  was  made,  how- 
ever, by  the  government  inspectors  at 
Cecilia,  and  now  the  railroad  is  being  prose- 
cuted for  violating  the  act. 

The  act  provides  that  where  any  car  shall 
have  been  properly  equipped  and  the  equip- 
ment becomes  defective  while  the  car  is  be- 
ing used,  such  car  may  be  hauled  from  the 
place  where  the  equipment  was  first  dis- 
covered to  be  defective  to  the  nearest  avail- 
able repair  point  without  liability  for 
penalties.  The  point  made  against  us  here, 
however,  is  that  we  were  hauling  defective 
cars  without  their  defects  having  been  dis- 
covered by  the  railroad  employes. 

Curiously  enough  the  position  of  the  gov- 
ernment finds  support  in  a  case  decided  by 
the  Court  of  Appeals  of  the  Sixth  Circuit, 


(Chesapeake  &  Ohio  Railroad  Company,  vs. 
U.  S.,  249  Federal,  805).  That  case  holds 
that  the  handling  of  a  defective  car  before 
its  bad  order  condition  is  discovered  is  a 
violation  of  the  law,  although  the  carrier  is 
without  fault,  and  that  no  obligation  rests 
upon  the  government  inspectors  when  the 
defect  is  discovered  to  inform  the  railroad 
of  the  fact.  It  would  seem  that  this  is  carry- 
ing the  statute  pretty  far. 

It  is  to  be  hoped  that  the  Supreme  Court 
of  the  United  States  will  not  sanction  such 
a  literal  construction  of  the  statute. 


Are  YOU  in  Interstate  Commerce? 

When  is  an  employe  engaged  in  interstate 
commerce?  This  is  a  question  that  has 
been  asked  thousands  of  times  and  answered 
many  hundreds  of  times.  It  requires,  how- 
ever, an  ingenious  intellect  to  reconcile  the 
answers  which  have  been  given  by  the 
various  courts,  state  and  federal. 

The  Supreme  Court  of  the  United  States 
tried  its  hand  again  quite  recently  in  the 
case  of  Erie  Railroad  Company  vs.  Collins, 
253  U.  S.,  77.  In  that  case  the  employe. 
Collins,  was  assigned  by  the  Erie  Railroad 
to  operate  a  signal  tower  and  a  water  tank. 
Part  of  the  time  he  operated  the  signal 
tower,  and  part  of  the  time  he  ran  a  gasoline 
engine  which  pumped  water  into  a  tank. 
This  water  was  used  both  by  interstate  and 
intrastate  engines.  He  was  hurt  while  run- 
ning the  gasoline  engine.  It  was  admitted 
all  around  that  while  operating  the  signal 
tower  he  was  engaged  in  interstate  com- 
merce, since  among  other  duties  he  had  to 
give  signals  to  trains. 

The  Supreme  Court  held  in  a  previous 
case  (Chicago  Burlington  &  Quincy  Rail- 
road Company  vs.  Harrington,  241  U.  S., 
177)  that  one  who  was  injured  while  switch- 
ing cars  of  coal  to  storage  tracks,  whence 
it  would  be  removed  to  chutes,  to  coal  both 
interstate  and  intrastate  engines,  was  not 
engaged  in  interstate  commerce,  because 
his  work  was  too  remote  from  such  com- 
merce. 

It  held,  however,  in  the  Collins  case  that 
the  employe  was  engaged  in  interstate  com- 
merce while  pumping  this  water.  The  court 
seems  to  have  attached  some  importance  to 
the  fact  that  just  before  Collins  began 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eighty-seven 


operating  the  pump  he  had  been  operating 
the  signals,  which  was  clearly  interstate 
commerce.  However,  the  Supreme  Court 
said  in  a  previous  decision  (Illinois  Central 
Railroad  Company  vs.  Behrens,  233  U.  S., 
473)  that  it  was  a  matter  of  no  importance 
as  to  what  the  employe  had  been  previously 
engaged  in,  the  test  being  as  to  precisely 
what  he  was  doing  at  the  time  of  the  in- 
jury. Of  course,  in  the  Collins  case,  where 
the  man  was  pumping  water  he  was  just  a 
little  nearer  to  actual  interstate  operations 
than  in  the  Harrington  case,  since  in  the 
Harrington  case  coal  would  probably  have 
to  be  unloaded  from  the  cars  before  being 
placed  in  the  chutes. 

A  consideration  of  these  two  cases  shows, 
however,  what  a  delicate  question  it  is  some- 
times as  to  whether  or  not  the  work  is  inter- 
state commerce.  In  some  cases  the  solu- 
tion seems  to-  depend  largely  upon  how  skill- 
ful a  guesser  the  court  is  when  it  goes  to 
decide  the  question. 


An  Angle  of  the  28-Hour  Law 

The  28-Hour  Law  is  a  statute  which  is 
sometimes  difficult  to  administer.  All  sorts 
of  questions  are  constantly  arising  as  to  its 
interpretation. 

A  somewhat  involved  question  under  this 
law  was  recently  submitted  to  and  decided 
by  the  Kansas  City  Court  of  Appeals,  in 
Missouri.  It  appeared  that  W.  E.  Brad- 
ford shipped  a  carload  of  fine  livestock  from 
Columbia,  Mo.,  to  Fayette,  Miss.  It  traveled 
over  the  Wabash  to  East  St.  Louis  and 
thence  by  Illinois  Central. 

Mr.  Bradford,  the  shipper,  signed  the 
usual  36-hour  release.  The  stock  was  un- 
loaded at  the  National  Stock  Yards,  at  East 
St.  Louis,  and  Mr.  Bradford  contended  that 
the  stock  was  there  infected  with  certain 
contagious  diseases,  which  caused  some  of 
them  to  die.  His  whole  complaint  was  that 
the  railroad  had  unloaded  the  stock  sooner 
than  was  necessary.  He  based  his  case  upon 
the  contention  that  where  a  36-hour  release 
had  been  signed,  the  railroad  company  was 
negligent  if  it  unloaded  the  cattle  before  the 
expiration  of  twenty-eight  hours. 

His  claim,  however,  was  denied  by  the 
court,  the  court  pointing  out  that  while  the 


stock  had  been  confined  only  sixteen  hours 
when  it  reached  East  St.  Louis,  if  it  were 
not  there  unloaded,  fed,  watered  and  rested, 
it  would  not  reach  a  regular  unloading  point 
within  thirty-six  hours  from  the  time  the 
shipment  was  made.  The  court  was  em- 
phatic in  its  declaration  that  railroads  could 
not  be  required  to  have  unloading  places  at 
all  intermediate  stations  and  that  there  was 
nothing  in  the  fact  that  a  36-hour  release 
had  been  signed  to  make  it  negligence  on 
the  part  of  a  railroad  to  unload  the  stock 
any  time  it  desired,  whether  before  or  after 
the  expiration  of  the  28-hour  period. 

The  case  was  not  so  pleaded  and  practiced 
as  to  make  it  a  question  as  to  whether  the 
railroad  was  guilty  of  negligence  in  unload- 
ing stock  in  pens  which  were  known  to  be 
infected.  That  question  was  not  passed  on 
by  the  court.  The  case  to  which  we  refer 
is  Bradford  vs.  Hines,  Director  General,  227 
S.  W.  (Mo.)  889. 


DAUGHTER  OF  H.  B.  HULL  WEDS 

Mrs.  Sinclair  Hull  Richards,  daughter  of 
Mr.  and  Mrs.  Henry  Burke  Hull,  of  5304 
Cornell  Avenue,  Chicago,  was  married  to  Mr. 
Thomas  Rowan  Wagner  of  Chicago,  Wednes- 
day evening,  April  20,  at  the  Church  of  the 
Redeemer,  Fifty-sixth  Street  and  Blackstone 
Avenue,  Chicago.  The  bride's  father  is  gen- 
eral claim  agent  of  the  Illinois  Central  Sys- 
tem. Mr.  Wagner,  who  is  in  the  oil  business 
in  Chicago,  is  the  son  of  Mr.  and  Mrs.  Sam- 
uel T.  Wagner  of  Philadelphia.  His  father 
is  chief  engineer  of  the  Philadelphia  &  Read- 
ing Railroad. 

The  ceremony  was  read  by  the  Rev.  Dr. 
John  Henry  Hopkins,  rector  of  the  Church 
of  the  Redeemer.  The  bridgegroom's  father 
was  best  man.  The  bride's  mother  was  ma- 
tron of  honor.  The  bridegroom's  sister,  Miss 
Mary  Wagner,  of  Philadelphia,  was  maid  of 
honor.  Ushers  were:  Mr.  John  Wagner,  of 
Philadelphia,  uncle  of  the  bridegroom;  Mr. 
Jack  Scott,  of  Grenada,  Miss.,  cousin  of  the 
bride;  Mr.  Robert  S.  Maxey,  Jr.,  of  Chicago, 
and  Dr.  Lawrence  G.  Mullineux,  of  Chicago. 

Mr.  and  Mrs.  Wagner  will  be  at  home  after 
May  10  at  5469  Cornell  Avenue,  Chicago, 
Mrs.  Wagner  is  widely  known  in  the  Illinois 
Central  family. 


Eighty-eight  ILLINOIS       CENTRAL       MAGAZINE  May  1921 

LiiiiiiiitniiTliiiiiiniiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiNiiiiiiiiiiiiiiiiiiiiiiHiiiiiiiiiiiiiiiiiiiuiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniHiiiiiiiiiiiiiiiiiiii'; 

Hospital  Department        | 


TllllllllllllllllMllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllMI 


IN  addition  to  preventing  accidents  and 
s.ickness  as  much  as  possible,  the  Illinois 
Central  is  well  prepared  to  take  care  of 
these  things  when  they  do  come  to  pass.  Wit- 
ness the  following  letters  of  appreciation  re- 
cently received  in  the  office  of  the  chief  sur- 
geon, Dr.  G.  G.  Dowdall. 

The  first  is  from  Dr.  J.  H.  Letcher,  local 
surgeon  at  Henderson,  Ky.  He  writes : 

"As  neither  my  wife  nor  myself  had  been 
well  for  several  weeks,  we  left  our  home  at 
Henderson,  Ky.,  the  early  part  of  last  month 
for  this  place  (Gulfport,  Miss.),  where  we 
hoped  a  needed  rest  in  this  genial  climate 
would  soon  put  us  on  our  feet  again. 

"Within  about  three  hours  after  leaving 
home,  I  was  taken  with  an  agonizing  pain 
in  my  left  side  which  the  doctors  diagnosed 
as  a  stone  in  the  kidney.  Being  in  the  neigh- 
hood  of  Paducah,  I  was  taken  to  Illinois  Cen- 
tral Hospital  at  that  point,  and  I  am  desir- 
ous of  having  you  know  just  what  care  I 
received  while  a  patient  there.  I  could  not 
possibly  have  received  more  skillful  and  care- 
ful treatment  than  was  given  me  at  the  Illi- 
nois Central  Hospital.  Everybody  from  the 
doctors  and  nurses  down  to  the  colored  or- 
derlies gave  gladly  the  most  prompt  and  ef- 
ficient service. 

After  I  had  improved  to  such  an  extent 
that  I  could  enjoy  my  food,  I  found  that 
the  culinary  department  was  par  excellence. 
The  finest  hotel  could  not  have  furnished 
better  food,  nor  more  elegantly  prepared  or 
daintily  served. 

While  in  the  hospital  I  talked  with  a 
number  of  the  Illinois  Central  patients,  who 
were  sick  or  injured  and  receiving  hospital 
treatment  also,  and  all  were  universally 
pleased  with  the  service  they  received. 

"1  have  visited  a  great  many  hospitals  in 
this  country  and  abroad  and  have  been  espe- 
cially interested  in  their  construction.  At  one 
time  I  built  a  hospital  myself,  but  I  feel  that 
I  must  congratulate  you  in  building  such  a 


complete  up-to-date  hospital  in  all  of  its  ap- 
pointments as  I  have  found  in  the  Illinois 
Central  Hospital  at  Paducah.  I  do  not  think 
that  this  hospital  can  be  excelled  by  any 
hospital  in  the  country  today,  and  person- 
ally I  feel  that  it  is  a  matter  of  pride  to 
myself  to  be  associated  with  the  Illinois 
Central  hospital  department." 

O.  P.  Atkinson,  clerk  in  the  general  store- 
keeper's office,  likewise  expresses  his  appre- 
ciation of  the  hospital  care  he  received.  He 
says : 

"I  desire  at  this  time  to  express  a  few  words 
of  commendation  for  the  excellent  work  done 
in  our  Chicago  hospital  as  evidenced  by  the 
treatment  that  I  have  received  while  under  the 
care  of  the  Illinois  Central  hospital  depart- 
ment. The  mind  that  conceived  the  plans  for 
this  institution  must  have  been  one  of  high 
character,  as  the  results  are  showing  every 
day.  The  sanitary  conditions,  together  with 
the  careful  dieting  and  the  watchfulness  of 
those  in  charge,  go  a  long  way  toward  helping 
a  patient  regain  his  health. 

"It  was  necessary  that  I  submit  to  a  serious 
operation.  Due  to  the  careful  attention  that 
I  received  from  those  in  charge  and  from 
those  who  watched  over  the  healing  process, 
I  have  made  what  seems  to  me  a  wonderful 
recovery.  Those  responsible  for  this  excellent 
result  deserve  much  credit  for  the  successful 
handling  of  my  case  in  such  a  way  as  to  bring 
about  my  rapid  recovery.  To  the  doctors, 
nurses,  orderlies,  and  others  at  the  hospital 
I  feel  greatly  indebted  for  the  excellent  re- 
sult which  I  have  obtained.  I  shall  also  say 
that  the  food  served  to  the  patients  was  ex- 
cellent and  palatable,  and  just  the  kind  of 
food  that  is  necessary  to  strengthen  the  sick 
and  convalescent  patients. 

"Words  are  inadequate  to  express  to  the 
Illinois  Central  hospital  management  the  heart- 
felt appreciation  and  thanks  that  they  deserve 
for  giving  back  to  me  my  former  health.  The 
only  thing  that  I  can  do  to  show  my  thorough 


May  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Eighty-ntne 


appreciation  is  to  increase  my  loyalty  to 
the  company  while  in  its  employ." 

Fred  C.  Wilson,  6115  Vernon  avenue,  Chi- 
cago, writes  to  Dr.  G.  G.  Dowdall,  chief 
surgeon,  as  follows: 

"My  father,  Sven  Wilson,  employed  at 
Burnside  Shops  as  carpenter,  was  injured 
off  duty  January  2,  1921,  by  being  struck 


by    an   automobile,   from   which    injuries   he 
later  died. 

"I  wish  to  thank  the  hospital  department, 
the  doctors  and  the  nurses  at  Illinois  Cen- 
tral Hospital,  Chicago,  for  their  kindnesses 
and  care  which  they  gave  my  father  during 
his  illness  there.  I  cannot  praise  the  hospital 
enough." 


When  Uncle  Sam  Needed  Our  Help 


One  of  the  big  problems  of  the  recent 
world  war  was  raising  funds  to  carry  on 
the  extraordinary  operations  of  the  United 
States  government  in  the  greatest  of  all  con- 
flicts. In  addition  to  equipping  and  main- 
taining our  army  and  navy,  this  country 
a:ded  its  severely  strained  allies  in  the  shape 
of  substantial  monetary  loans,  all  of  which 
called  for  financing  on  a  scale  heretofore 
unheard  of.  This  financing  was  accom- 
plished by  the  issuance  of  a  series  of  United 
States  Liberty  Loan  Bonds  and  Victory 
Liberty  Loan  Notes  and  it  will,  no  doubt,  be 
of  interest  to  our  readers  to  know  the  ex- 
tent Illinois  Central  employes  participated 
'  in  these  issues. 

There  were  five  issues  of  these  obliga- 
tions, including  the  Victory  Loan  which  was 
issued  after  the  armistice  was  declared.  Em- 
ployes of  Illinois  Central  lines  subscribed 
through  the  company  for  approximately 
$9,000,000  of  these  obligations.  In  addition 
to  this,  many  employes  purchased  bonds 
privately  through  banks  and  brokers.  The 
subscriptions  through  the  company  were  in 
the  main  for  small  amounts,  $50,  $100,  $200, 
etc.,  payable  in  monthly  installments  by 
deductions  on  the  payrolls.  At  one  time 
there  were  in  the  neighborhood  of  50,000 
open  Liberty  Bond  subscriptions  on  the 
company's  books. 

When  the  final  installment  on  a  subscrip- 
tion with  the  accounting  and  treasury  de- 
justing  interest,  that  is  to  say,  employes 
were  allowed  interest  on  the  amounts  paid 
in  on  their  subscriptions  and  charged  with 
the  accrued  interest  called  for  by  the  cou- 
pons on  the  bonds  delivered.  Employes 
who  left  the  service  prior  to  completing  pay- 


ments on  their  subscriptions  had  the  option 
of  paying  the  balance  due  and  obtaining 
their  bonds  or  of  having  the  amount  paid 
in  refunded  to  them  without  interest.  Some- 
thing like  34,000  refunds  were  made  on  this 
account. 

All  Liberty  Bond  transactions  were  han- 
dled by  the  various  payroll  offices  in  connec- 
tion with  the  accounting  and  treasury  de- 
partments without  seriously  interfering  with 
the  regular  business  of  the  company. 

Liberty  Bonds  and  Victory  Notes  are  a 
direct  obligation  of  the  United  States  gov- 
ernment and  on  account  of  the  high  rate  of 
interest  paid  are  regarded  as  exceptionally 
good  investments.  It  is  hoped  that  em- 
ployes of  the  Illinois  Central  Lines  have 
been  able  to  retain  their  bonds,  as  the  mar- 
ket affords  no  safer  investment  for  surplus 
funds. 


NAMES  LABOR  BOARD  MEM.BERS 

President  Harding  has  filled  the  vacancies 
on  the  Railroad  Labor  Board.  As  a  repre- 
sentative of  the  labor  group  he  has  named 
Walter  L.  McMenimen  of  Massachusetts, 
deputy  president  of  the  Brotherhood  of  Rail- 
way Trainmen ;  for  the  management  group, 
Samuel  Higgins  of  New  York,  former  general 
manager  of  the  New  York,  New  Haven  & 
Hartford  Railway,  and  for  the  public  group 
Ben  W.  Hooper,  former  governor  of  Tennes- 
see. Mr.  McMenimen  succeeds  J.  J.  Forrester 
of  Washington,  D.  C.  Mr.  Higgins  takes  the 
place  of  W.  L.  Park  of  Chicago,  formerly  of 
the  Illinois  Central.  Mr.  Hooper  holds  the 
former  position  of  Henry  T.  Hunt  of  Cin- 
cinnati. 


Ninety  ILLINOIS       CENTRAL       MAGAZINE  May   1921 


ACCIDENT  AND 


INJURY  PREVENTION 


Bulletin  No.  7 

TO   THE   WlVES   AND   FAMILIES  OF   EMPLOYES  : 

During  1920  there  were  78  employes  killed  and  11,280  injured  on  the  Illinois 
Central  System.  For  the  3-month  period  of  1921  13  employes  have  been  killed  and 
1,627  injured,  a  rate  of  4  deaths  and  542  injuries  a  month.  If  this  ratio  continues 
for  the  rest  of  the  year,  it  may  extend  to  some  member  of  your  family — your  hus- 
band, son  or  brother.  Upon  you  will  fall  the  burden  of  such  an  accident.  A 
word  of  caution  spoken  by  you  from  time  to  time  to  your  husband,  your  son  or 
your  brother  will  go  a  long  way  in  preventing  an  accident  in  which  they  may  be- 
come injured. 

Employes  are  not  required  by  the  company  to  take  chances.  Ask  your  husband, 
son  or  brother  if  he  uses  his  feet  to  line  up  draw  bars.  Ask  him  if  he  goes  be- 
tween moving  cars  to  couple  or  uncouple  them.  If  so,  tell  him  to  discontinue  this 
dangerous  practice. 

The  company  asks  your  co-operation.  It  does  not  wish  its  employes  to  be  killed 
or  become  injured  and  maimed.  Won't  you  help? 

.To  EMPLOYES: 

We  ask  that  you  call  the  attention  of  your  wife,  mother  or  sister  to  this  matter. 


To  S WITCH M*EN  :  Do  you  know  that  8  switchmen  were  killed  and  295  switchmen 
were  injured  on  the  Ililnois  Central  System  for  the  6-month  period  ending  March 
31?  Out  of  this  number  4  switchmen  were  killed  and  91  were  injured  on  the  Chi- 
cago Terminal.  Three  per  cent  of  the  average  number  of  switchmen  employed 
per  month  on  the  system  were  injured,  as  compared  with  5  per  cent  of  the  average 
number  employed  per  month  on  the  Chicago  Terminal. 


To  TRAINMEN  AND  SWITCHMEN:  Do  you  know  that  violation  of  Rule  838  dur- 
ing 1920  caused  the  death  of  1  person  and  injury  of  16  persons?  This  rule  reads 
in  part  as  follows: 

"In  switching,  where  it  is  necessary  to  disturb  cars  that  are  being  loaded,  or  un- 
loaded, notice  must  first  be  given  to  all  persons  in  or  about  the  cars  that  are  to  be 
moved." 

Be  sure  to  warn  persons  working  in  and  about  the  cars  before  coupling  to  or 
moving  cars.  You  may  save  someone's  life. 


May   1921 


ILLINOIS      CENTRAL      MAGAZINE 


Ninety-one 


LOUISIANA  DIVISION 

Superintendent's    Office,    McComb,    Miss. 

We  want  first  place  in  the  "No  Exception" 
campaign.  Will  we  get  it,  is  yet  to  be  seen. 
From  the  vigor  and  vim  being  put  in  the 
fight  the  Louisiana,  division  ought  to  win. 

H.  G.  Duckwitz  has  at  last  tired  of  the 
South  and  returned  to  his  Chicago  home. 

We  have  a  new  timekeeper,  by  name, 
Cross,  disposition  yet  to  be  learned. 

Miss  Mattie  Thornhill  of  the  Tonnage 
Desk  is  back  after  a  60-day  leave. 

C.  H.  Douglas  of  the  accounting  depart- 
ment is  on  his  vacation. 

The  washouts  do  not  seem  to  be  the  least 
interested  in  claim  prevention,  for  we  have 
had  several  lately. 

Supervising  Agent  McCloy  and  Represent- 
ative Sievers  are  keeping  the  road  hot  in  the 
interest  of  the  "No  Exception"  campaign. 
We  are  glad  that  Mr.  Richmond  sent  Mr. 
Sievers  to  us,  for  he  is  always  on  the  job. 

Our  visitors  have  not  been  so  numerous 
this  month  as  usual,  but  we  welcomed 
Messrs.  Stokes,  Flinn,  Sievers,  Bell  and 
Boodro. 

Another  that  I  forgot  to  mention  was  the 
general  superintendent's  private  secretary, 
Mr.  Alverson.  Although  he  did  not  come  to 
see  us,  he  was  in  town. 

Private  Secretary  Dodds  enjoyed  several 
days  out  on  the  road  with  Superintendent 
Quigley. 

Forrest  Kermeen,  one  of  our  tonnage 
clerks,  is  on  the  sick  list.  He  is  now  in  the 
Illinois  Central  Hospital  at  Chicago  for 
treatment. 


W.  B.  Sievers,  who  is  representing  Super- 
intendent Richmond's  office  on  the  Louisiana 
Division  during  the  "No  Exception"  cam- 
paign, is  a  frequent  visitor  at  this  office. 

Mrs.  Homer "Mill  is  absent  from  the  office 
undergoing  treatment  for  her  eyes. 

Miss  Anne  McNair  is  reported  as  improv- 
ing at  the  company  hospital  in  Chicago  and 
has  been  granted  a  six  months'  leave  of  ab- 
sence, which  she  will  spend  at  Colorado 
Springs,  Colo. 

Our  traffic  solicitation  campaign  is  making 
fine  progress.  Between  March  12  and  April 
12  we  forwarded  routing  orders  covering  314 
carloads,  and  80  less  carload  orders.  J.  B. 
Terry  heads  the  merit  list  with  222  carloads, 
and  M.  C.  Lemly  has  26  LCL  orders. 

Dr.  W.  W.  Smithson,  district  surgeon,  and 
Mrs.  Smithson,  have  returned  from  a  pleas- 
ant vacation  spent  in  Memphis,  Tenn. 

The  Ilinois  Central  agency  baseball  team 
is  practicing  vigorously. 

Check,  stow,  handle,  bill  freight  properly, 
not  only  during  the  "No  Exception"  month 
but  ALWAYS.  "It  Pays  To  Be  Careful 
With  Freight." 


Jackson,  Miss. 

Supervising  Agent  Thomas  of  the  Ken- 
tucky Division  was  a  welcome  visitor  re- 
cently at  the  Jackson  Agency. 


Gwin,  Mississippi 

Don't  let  news  from  Gwin  shock  anyone 
beyond  recovery.  We  may  not  be  on  the 
postal  map,  but  we'll  tell  the  world  the  Y.  & 
M.  V.  knows  where  we  are. 

Chief  Clerk  Buck  made  a  flying  trip  to 
Memphis  and  reports  all  O.  K.  at  that  ter- 
minal. 

Switchman  Jones  turned  in  the  following: 
Oh,  business  may  be  poor, 
And  tonnage  may  be  light, 
But  let's  thank  God  for  bananas, 
For  their  coming  day  and  night. 
The   banana   man   at   this  point   does   not 
agree    with    the    above    insofar    as    the    night 
arrivals  are  concerned. 


Ninety-two 


ILLINOIS     CENTRAL      MAGAZINE 


A/av  1921 


Matrimony  in  the  past  several  months  has 
hit  the  clerks.  To  say  it  is  contagious  is  put- 
ting it  mildly. 

Before  we  are  through  you  will  know  at 
least  just  where  Gwin  is. 


NEW  ORLEANS  DIVISION 
Superintendent's  Office,  Vicksburg,   Miss. 

Supervising  Agent  Hurt,  Division  Agent 
Ford  and  Chief  Clerk  Lynch  went  to  Baton 
Rouge  Sunday,  April  17,  and  held  a  "Loss 
and  Damage"  and  "Business  Solicitation" 
meeting. 

Chief  Accountant  Schaffer  recently  visited 
Louisville,  combining  business  with  pleasure. 

We  are  glad  to  have  our  .assistant  tonnage 
clerk,  Miss  Mary  Kate  Pattison,  back  with 
us  after  recuperation  from  a  recent  attack  of 
appendicitis. 

Miss  Annie  Marcus,  who  has  been  with  the 
road  department  as  stenographer  for  a  num- 
ber of  years,  resigned,  effective  April  1.  She 
was  succeeded  by  Miss  Jessie  Billit,  former 
stenographer  to  the  signal  supervisor.  Miss 
Sarah  Sullivan  is  Miss  Billit's  successor. 

The  New  Orleans  division  is  now  honored 
from  time  to  time  by  short  visits  from  our 
genial  friend,  R.  S.  Ruby,  who  is  stationed  in 
Memphis  and  checks  our  D.  V.  reports. 

Messrs.  Byrum  and  Mulholland,  of  the 
chief  engineer's  office,  left  Vicksburg' a  few 
days  aro  after  having  been  here  for  several 
weeks  accumulating  data  covering  various 
operating  costs.  They  had  a  big  job  on  their 
hands,  but  applied  themselves,  and  submitted 
it  in  a  very  creditable  manner.  Mr.  Byrum 
was  accompanied  by  his  wife  and  young  son. 

Some  time  ago,  we  had  a  division  auditor 
(D.  E.  Moody)  of  whom  we  were  all  very 
proud.  The  accounting  department  moved 
him  to  the  western  lines,  and  we  thought  we 
had  lost  him  for  good.  Recently  we  were 
pleasantly  surprised  to  find  that  he  had  been 
assigned  to  New  Orleans  as  joint  accountant, 
which  will  bring  him  to  visit  us  from  time 
to  time.  His  visits  are  a  source  of  genuine 
pleasure  to  the  entire  organization  at  Vicks- 
burg. 

As  we  travel  the  New  Orleans  division  and 
come  within  the  vicinity  of  the  filtering  plants 
we  are  likely  to  find  our  smiling  friend,  Billy 
Bryant,  who  is  Mr.  Knowles'  representative, 
pursuing  his  specialty  of  clearing  Mississippi 
River  water  until  it  is  more  transparent  than 
almost  any  kind  of  glass. 


Mechanical  Department 
"The  difference  between  doing  and  going 
to  do,  is  success."     Fellow  employes,  are  you 
practicing  what  you  are  preaching? 

Record  Writer  R.  V.  Handcock  is  to  be 
married  within  the  next  three  weeks. 

Jimmy  Spraker  (one  of  the  four  Jimmys  in 
the  general  car  foreman's  office)  spent  sev- 
eral dull  days  in  the  sanitarium  last  week  on 
account  of  a  rising  on  his  foot. 

The  Y.  &  M.  V.  employes  at  Vicksburg 
are  organizing  a  baseball  team.  The  associ- 
ation has  been  formed,  equipment  bought, 
grounds  picked  out,  and  in  about  three  or 
four  weeks  we  will  have  a  team  that  can 
stand  up  under  any  challenge. 

The  supply  department  has  lost  two  ef- 
ficient employes  during  the  last  week,  Miss 
Gladys  Anderson  and  Walter  McCaa.  In 
their  places  we.  now  have  George  Schaffer 
and  Howard  Rice. 

J.  F.  Monger  has  left  here  to  spend  a  few 
days  at  his  home  in  Lenori  City,  Tenn. 

The  "No  Exception"  campaign  is  in  full 
swing  at  present,  and  the  Vicksburg  shop  is 
much  alive  to  the  situation,  doing  everything 
to  make  a  good  record. 

Chief  Accountant  Ed  Hopper  and  Assist- 
ants Guy  Raner  and  H.  Emerick  attended 
the  accountants'  meeting  held  in  Memphis 
the  latter  part  of  last  month  and  report  a 
successful  meeting  and  a  good  time. 

Pat  Gallagher,  A.  M.  Houston,  J.  M. 
White,  J.  Ryan,  H.  Ballinger,  Jessie  Smith, 
C.  Trivillian,  W.  H.  Houston,  U.  T.  Am- 
mons,  C.  Hibou,  R.  H.  Flanagan  and  B.  V. ' 
Wright,  employed  at  the  Vicksburg  shops  in 
various  departments,  were  appointed  as  a 
committee  and  made  a  drive  during  the  week 
ending  April  16.  As  a  result  of  their  diligent 
efforts  they  obtained  197  routing  cards  from 
merchants  who  are  doing  business  in  Vicks- 
burg and  vicinity  and  also  mailed  out  93 
postal  cards  to  various  merchants,  request- 
ing them  to  route  their  business  over  the 
Y.  &  M.  V.  and  I.  C.  We  are  still  mailing 
these  cards  and  hope  to  make  the  campaign 
a  greater  success  than  it  has  already  been. 
We  feel  they  have  made  a  good  showing  in 
this  line. 


Natchez,  Miss. 

Thomas  S.  Bloodworth,  rate  clerk  at  the 
Natchez  freight  office,  is  back  at  his  desk 
after  having  undergone  an  operation  for  ap- 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Ninety-three 


pendicitis  at  the  I.  C.  Hospital,  New  Orleans. 
Tom  reports  he  had  the  best  and  kindest 
of  treatment  while  a  patient  in  the  hospital 
at  New  Orleans.  His  operation  was  a  suc- 
cess, and  he  was  out  again  on  record  time. 

Chief  Clerk  Neal  McLean,  Yard  Clerk 
John  Herman,  Cashier  Victor  Jehleri  and 
Rate  Clerk  Tom  Bloodworth  attended  the 
big  Knights  of  Columbus  initiation  in  Vicks- 
burg  on  April  10.  They  report  that  the  "Hill 
City"  generally  spread  itself  in  courtesy  and 
entertainment,  and  that  all  had  a  most  en- 
joyable time.  The  historic  city  of  Vicksburg 
(Will  Jaquith's  town)  never  does  anything 
by  halves.  The  Union  army,  which  was  be- 
fore her  gates  from  '61  to  '64,  can  testify  to 
this.  The  Confederate  army  which  opposed 
it  sealed  this  testimony  with  its  blood. 
The  grand  reunion  which  took  place  there  in 
1917  was  another  testimonial  to  Vicksburg's 
splendid  hospitality,  whole-hearted  enthu- 
siasm for  true  reunion  of  the  North  and 
South,  and  high  patriotism  in  the  manner  in 
which  she  welcomed  at  that  time  the  soldiers 
of  a  reunited  country  who  were  on  their  way 
to  the  battlefields  of  France. 

Claim  Clerk  Homer  Green  and  Warehouse 
Foreman  W.  K.  Carney  attended  a  freight 
service  meeting  at  Baton  Rouge  on  April  17. 
Both  report  a  pleasant  and  useful  day  spent 
mingling  with  their  comrades  of  the  New  Or- 
leans division,  and  in  obtaining  and  imparting 
information  for  the  prevention  of  loss  and 
damage  to  freight,  and  in  the  interest  of  the 
betterment  of  service  in  general.  Agent 
Montgomery  was  billed  to  be  at  this  meeting 


also.  He  was  headed  that  way  from  his 
farm,  but  high  water  on  the  Natchez  district 
cut  him  off,  and  he  was  unable  to  make  train 
connections  at  Harriston. 

Mechanical  Foreman  John  Fox  made  a  re- 
cent short  visit  to  Jackson  to  bring  home 
with  him  Mrs.  Fox,  who  had  been  making  a 
pleasant  visit  with  relatives  in  the  capital  city. 

Agent  Montgomery  and  Warehouse  Fore- 
man Carney  are  proud  of  a  record  for  prompt 
handling  of  two  cars  of  merchandise  re- 
cently. Michigan  Central  car  92824,  loaded 
with  merchandise,  arrived  Natchez  train  145, 
4:30  a.  m.,  April  8,  placed  at  warehouse  7 
a.  m.,  unloaded,  reloaded  with  merchandise 
for  Natchez  &  Southern,  delivered  Natchez 
&  Southern  12.30  p.  m.,  same  date.  M.  O.  P. 
5466  received  from  Natchez  &  Southern  10:30 
a.  m.,  April  6,  loaded  with  merchandise  for 
Y.  &  M.  V.,  unloaded,  reloaded  with  mer- 
chandise for  Natchez  &  Southern,  delivered 
to  that  line  12:30  p.  m.  same  da'e.  The 
Natchez  force  believes  this  record  hard  to 
beat. 

Major  Montgomery,  local  agent  of  the  Y. 
&  M.  V.  at  Natchez,  was  the  recipient  re- 
cently of  a  beautifully  engraved  diamond 
studded  watch  charm  from  the  five  hundred 
members  of  the  Elks'  Lodge  at  Natchez,  on 
his  retirement  as  Exalted  Ruler.  He  was 
chosen  at  the  same  meeting  to"  be  represent- 
ative of  Natchez  Lodge  553  to  the  Grand 
Lodge  to  be  held  at  Los  Angeles,  Cal.,  in 
July  of  this  year.  He  also  received  notice  a 
few  days  ago  that  he  had  been  chosen  Vice- 
Commander  of  the  American  Legion,  De- 


Things  to  Talk  About 

The  extent  to  which  freight  traffic  has  declined  on  the  Illinois  Central  System  is  shown 
in  a  comparison  of  net  ton  miles  for  the  months  of  February  and  March,  1921,  against 
those  months  last  year.  The  number  of  net  ton  miles  carried  in  February  was  a  decrease 
of  17.1  per  cent  from  that  of  last  year.  The  net  ton  miles  carried  in  March  was  a  decrease 
of  26  per  cent  from  March,  1920.' 

Stagnation  in  the  building  industry  and  the  fact  that  retail  dealers  and  consumers  are 
not  buying  coal  are  responsible  for  a  large  measure  of  the  freight  traffic  slump  on  the 
Illinois  Central  System.  In  normal  years  coal  and  lumber  are  among  the  most  important 
commodities  carried  by  the  Ilinois  Central  and  its  affiliated  lines. 

The  number  of  cars  of  coal  loaded  in  February,  1921,  was  a  decrease  of  11.3  per  cent 
from  the  number  loaded  in  February,  1920.  The  coal  car  loadings  of  March  were  a  de- 
crease  of  39.6  per  cent  from  the  loadings  of  March,  1920. 

The  number  of  cars  of  lumber  loaded  on  the  Illinois  Central  System  during  February 
was  a  decrease  of  51.4  per  cent  from  the  loadings  of  February,  1920.  In  March  the  number 
of  cars  of  lumber  loaded  was  a  decrease  of  43.4  per  cent  from  the  number  loaded  in 
March,  1920. 


Ninety-four 


ILLINOIS      CENTRAL      MAGAZINE 


May   1921 


partment  of  Mississippi. 

Engine  Foreman  Frank  J.  Moore  is  again 
on  the  job  after  a  recent  visit  to  his  very 
sick  mother  at  Chattanooga,  Tenn.  He  re- 
ported his  mother's  condition  as  improved, 
at  least  to  such  an  extent  as  to  permit  of  his 
leaving.  Agent  Montgomery  says  he  is  will- 
ing to  put  the  efficiency  of  handling  cars  in 
the  Natchez  yard  by  Engine  Foreman  Moore 
up  against  any  yard  on  the  I.  C.  System. 

The  title  of  Ticket  Clerk  Walter  Lowry 
has  been  changed  to  that  of  Ticket  Agent, 
and  the  genial  incumbent  of  the  ticket  office 
makes  that  magnificent  bass  laugh  of  his 
carry  many  leagues  farther  than  it  was  wont 
to  do.  Anyone  who  has  had  the  good  for- 
tune to  listen  to  the  spontaneous  bursts  of 
mirth  from  Lowry  can  say  that  his  laugh 
carried  well  even  when  he  was  ticket  clerk. 
A  good  laugh  surely  is  a  good  thing  and  is 
contagious.  Even  the  solemn  visage  of  Night 
Ticket  Clerk  Bart  Harper  has  caught  the 
laughing  disease  from  his  colleague,  and  can 
be  seen  smiling  through  the  ticket  window  at 
t:mes,  even  when  a  prospective  ticket  pur- 
chaser is  calling  for  a  skeleton  ticket  with 
forty-seven  coupons  on  it,  and  you  know  that 
is  something  for  Bart.  Our  freight  men  as 
well  as  our  passenger  men  might  adopt  the 
plan  in  as  far  as  possible  of  perpetual 
smiling: 

"A  little  of  the  smiling  bluff 

Oft  proves  to  be  the  winning  stuff; 

A  little  laugh  or  honest  grin 

Has   pulled   full  many  a  prospect   in." 


Baton  Rouge  Freight  Office 

Mercer  Barrow,  cashier,  spent  the  week- 
end, March  19  and  20,  in  St.  Francisvillei  La. 

Cecil  Bell  spent  March  19  and  20  in  New 
Orleans.  He  is  making  visits  to  New  Or- 
leans frequently. 

Abe  Martin  spent  Sunday,  March  13,  in 
McManus  and  did  not  return  until  late  Mon- 
day evening,  on  account  of  a  washout. 

Louis  Kirkland  spent  the  week-end  in 
Good  Hope  instead  of  Covington  recently. 

Willie  Stirling  spent  the  week-end,  March 
12  and  13,  with  home  folks  at  Wakefield. 

S.  J.  Chambers  spent  Sunday,  March  20, 
in  Denham  Springs. 

Mrs.  E.  E.  Ratelle  spent  Sunday,  March 
13,  in  New  Orleans. 


Miss  Hazel  Henry  was  called  to  the  bed 
side  of  an  aunt  in  New  Orleans  recently. 

Miss  Anna  Cox  is  making  a  tennis  court 
on  a  $10,000  lot  on   North   Boulevard. 

T.  C.  Freeman  made  a  trip  to  Chicago  re- 
cently on  important  business. 


IOWA  DIVISION 

W.  J.  Heckman,  claim  agent  at  Fort 
Dodge,  is  taking  a  10-day  vacation  from 
his  duties  and  has  left  for  New  Orleans. 
He  was  accompanied  by  his  wife,  formerly 
Miss  Hilda  B.  Schwartz  of  Dubuque. 

Miss  Vera  Bong  has  accepted  a  position 
as  clerk  to  Trainmaster  N.  P.  Mills  at  Fort 
Dodge. 

Miss  Ruth  Benton  has  been  promoted 
from  position  of  clerk  to  the  trainmaster  to 
a  position  as  clerk  in  the  superintendent's 
office,  vice  Miss  Ethyl  Chalus,  resigned  ef- 
fective April  16. 

J.  A.  Sims,  clerk  in  the  superintendent's 
office,  recently  appeared  with  cigars  in  his 
hands,  making  explanation  simultaneously 
that  a  baby  girl  had  arrived. 

H.  M.  Anthony,  freight  house  clerk  at 
Fort  Dodge,  resumed  his  duties  April  30 
after  a  vacation  of  several  weeks  in  Cali- 
fornia. 

J.  M.  Sullivan  and  R.  J.  Cain,  clerks  in 
the  superintendent's  office  at  Fort  Dodge, 
were  week-end  business  visitors  in  Bemidji, 
Beltrami  County,  Minnesota.  They  report 
the  country  south  of  Minneapolis  as  a 
mecca  for  duck-hunters. 


MISSISSIPPI  DIVISION 

Sympathy  is  extended  to  Supervising 
Agent  B.  A.  Talbert  on  the  loss  of  his 
s'ster,  'who  died  suddenly  April  16,  while 
en  route  from  her  home  at  Grenada  to  Duck 
Hill,  Miss. 

Mrs.  F.  H.  Stanford  of  Indianapolis,  for- 
merly Miss  Loryne  Holcomb,  stenographer 
for  the  Illinois  Central,  and  little  daughter, 
Martha,  have  been  visiting  relatives  and 
friends  in  Water  Valley. 

T.  G.  Brown,  "Red"  Green,  "Peanut" 
Shelton  and  P.  C.  Whitehead  took  in  the 
ball  game  between  the  New  York  "Giants" 
and  Washington  "Senators"  at  Jackson,  Tenn., 
recently. 

Louis    Kelly,    blacksmith    apprentice,    re- 


May  192 1 


ILLINOIS      CENTRAL      MAGAZINE 


Ninety-five 


cently  spent  a  week  with  relatives  in  New 
Orleans. 

Mr^and  Mrs.  E.  W.  Holliwell  spent  the 
week-end  with  relatives  in  Durant. 

W.  E.  Hoyt,  storekeeper,  has  been  elected 
president  of  the  Water  Valley  baseball 
team. 

Assistant  Accountant  Charles  W.  Doyle 
recently  paid  a  visit  to  Eldorado,  Ark.,  look- 
ing after  his  oil  interests. 

E.  A.  Truett,  clerk  to  a  general  foreman 
at  Durant,  is  now  located  in  the  master 
mechanic's  office. 

Pipefitter  Foreman  Catchings  and  Painter 
Foreman  Jamison  of  McComb  were  here 
recently. 

General  Foreman  Royal  of  McComb  was 
here  recently. 

Ray  Kennedy,  timekeeper,  recently  made 
a  trip  to  Durant  on  company  business. 

Miss  Annie  Bell  Anderson,  clerk  in  the 
accountant's  office,  spent  a  week  of  her  va- 
cation visiting  her  brother,  John,  in  Mc- 
Comb. Before  returning  home  she  also 
visited  in  New  Orleans  and  Cruger,  Miss. 

Dispatcher  and  Mrs.  W.  J.  Tipler  spent 
a  week-end  at  the  home  of  Mrs.  Tipler's 
parents. 


G.  C.  McClamroch  accompanied  the  sup- 
ply cars  over  the  division  recently. 

Mrs.  J.  R.  Huff,  wife  of  the  dispatcher, 
and  Miss  Kathleen  Hadaway,  clerk  to  the 
superintendent,  ware  in  Fulton  one  day  re- 
cently. 

Miss  Christine  Adams,  stenographer  in 
the  road  department,  was  in  Memphis  a 
few  days  recently  shopping. 

Mrs.  Fleeta  Harris,  clerk  to  Trainmaster 
Spangler,  is  off  on  several  months'  leave  of 
absence.  Her  place  is  being  filled  by  Mrs. 
Gertrude  Turner,  formerly  a  clerk  in  the 
superintendents  office. 

Operator  H.  G.  Rosser  of  Grenada  and 
his  bride,  formerly  Miss  Louise  McNeill  of 
Memphis,  visited  in  Water  Valley  recently. 

Mrs.  Janie  Hussey,  telephone  operator, 
and  Mrs.  J.  J.  Knight,  wife  of  the  agent 
at  Torrance,  were  in  Memphis  shopping 
recently. 

Dispatcher  E.  L.  Shelton  has  been  elected 
as  one  of  the  Illinois  Central  System's  rep- 
resentatives to  the  Train  Dispatchers'  Asso- 
ciation to  be  held  in  Kansas  City  in  June. 

We  are  glad  to  have  our  porter,  Ben 
Edwards,  back  at  work  after  an  illness  of 
three  weeks. 


"Before  the  Blue  Laws" — Employes  of  General   Freight   Office,  Memphis,   Tenn.,  in   Sunday 

Afternoon  Football  Practice. 


Ninety-six 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


MEMPHIS,  TENN. 
General  Freight  Office 

The  entire  office  will  be  pleased  to  know 
that  Miss  Lucille  Yard  has  returned  to  work. 
Quotation  Clerk  Roth  also  is  back  on  the 
job. 

Norma  Talmadge  has  nothing  on  the 
latest  acquisition  to  our  stenographic  force 
— Miss  Rose  Heaney.  She  has  her  hair 
bobbed,  too. 

J.  L.  Weeks  is  a  papa  now.  It's  a  girl. 
J.  F.  Dugan  is  also  the  proud  father  of  a 
9^-pound  baby  girl.  Both  families  are  do- 
ing well. 

Mechanical  Department 

Major  Owens,  machine  shop  apprentice, 
who  lacerated  his  finger  a  few  days  ago,  has 
resumed  work. 

E.  P.  Wilkes,  valve  setter  in  the  erecting 
shop,  who  has  been  confined  at  St.  Joseph's 
hospital  with  appendicit;s,  has  been  removed 
to  his  home  and  is  now  able  to  greet  his 
many  friends. 

The  Illinois  Central  apprentice  boys  have 
organized  a  volley  ball  team  with  the  follow- 
ing members:  T.  Waycoster,  William 
Chism,  Anthony  Kelly,  C.  Cobb,  G.  Gordon, 
Claude  Wilson  and  Major  Owens.  A  net 
has  been  placed  in  front  of  the  main  office, 
and  the  team  has  become  so  proficient  they 
defeated  the  Y.  M.  C.  A.  team  two  games : 
first  game,  15  to  12;  second  game,  13  to  10. 
George  Matero  is  manager. 

Chas.  Leonard  of  the  machine  shop  has 
returned  from  Fairmont,  W.  Va.,  where  he 
was  called  by  the  death  of  his  mother,  Mrs. 
John  Leonard.  Mrs.  Leonard  was  84  years 
old. 

G.  R.  Wilcox  of  the  fitting  shop,  who  was 
ill  at  St.  Joseph's  hospital  with  appendicitis, 
is  able  to  be  at  work  again.  Mr.  Wilcox 
speaks  highly  of  the  treatment  he  received 
while  there. 

Ewing  Morgan,  carpenter  shop  foreman, 
who  voluntarily  asked  to  be  pensioned  after 
being  in  the  service  since  1898,  was  pre- 
sented with  a  complete  smoking  set  by  em- 
ployes and  fellow  workmen  upon  his  de- 
parture. 

Hudson  Irby  of  Sardis,  Miss.,  formerly  of 
the  air  room,  -.vas  a  visitor  to  Memphis  re- 
cently. 


The  library  at  St.  Joseph's  hospital,  which 
was  installed  some  time  ago  by  the  shop 
men,  has  proved  a  success,  according  to  the 
report  of  many  patients  who  have  had  the 
pleasure  of  using  the  books.  Ten  new  books 
were  added  this  month.  This  makes  a  total 
of  172  books. 

E.  Watson,  machine  erecting  shop,  has  re- 
turned to  work  after  a  three  weeks'  lay-off, 
caused  by  a  rusty  nail  penetrating  his  foot. 

J.  McGregor,  who  was  on  the  sick  list  for 
a  few  days,  is  again  in  service. 

Little  Miss  Ila  May  Higgason,  accom- 
panied by  her  father  and  mother,  paid  a  long- 
promised  visit  to  the  master  mechanic's  of- 
fice recently.  Ila  May  is  the  daughter  of 
J.  W.  Higgason,  our  well-known  inspector 
foreman.  She  gives  promise  of  having  as 
ready  a  smile  as  "Daddy." 


SPRINGFIELD  DIVISION 
Superintendent's   Office,   Clinton,   111. 

Miss  Helen  Benson  and  mother,  Mrs.  E. 
Benson,  were  business  visitors  in  Chicago 
April  15. 

Miss  Delia  Morrison  and  mother  visited 
relatives  in  Hoopeston  Sunday,  April  17. 

Misses  Ethel  and  Esther  Jones  were  busi- 
ness visitors  in  Chicago  recently. 

A.  Watt,  of  Chicago,  was  a  business  caller 
at  the  division  offices  Thursday,  April  14. 

Dr.  Lawrence  Draper,  of  Chicago,  visited 
the  home  folks  recently. 

Adane  Bowles  and  Ed  Rundle  attended  a 
Shrine  meeting  in  Springfield  Thursday 
evening,  April  14. 

John  Sproat  visited  home  folks  in  Kincaid 
recently. 

Accountant  Warrick  spent  Tuesday,  April 
19,  in  East  St.  Louis. 

Mrs.  M.  J.  Williams  was  a  visitor  in 
Bloomington  April  20. 

Superintendent  Hevron,  of  Champaign, 
was  a  business  visitor  in  Clinton  April  22. 

Accountant  C.  Edmonson  is  taking  several 
days'  vacation. 

Miss  Jennie  Gleadall  was  shopping  in 
Bloomington  recently. 

Assistant  Chief  Clerk  C.  May  spent  Thurs- 
day, April  21,  in  St.  Louis. 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


\inetj-sevcn 


Miss  Gladys  Westerholt  made  a  business 
trip  to  Springfield  Saturday,  April  23. 

G.  F.  Thing,  of  Weldon,  has  been  granted 
a  leave  of  absence,  effective  April  28.  He 
will  be  relieved  by  J.  D.  Healea.  Mr.  Thing 
expects  to  take  a  much-needed  rest. 

F.  E.  Rorer,  agent  at  Mt.  Pulaski,  is 
now  on  leave  of  absence  on  account  of  the 
serious  illness  of  his  brother. 

R.  F.  Deveney,  third  trick  operator  at 
Kenney,  returned  to  service  April  5,  hav- 
ing been  absent  for  two  months  on  account 
of  sickness. 

R.  F.  Harford,  agent  at  Thomasville,  re- 
turned to  the  service  Tuesday,  April  26, 
having  been  absent  one  week  on  account 
of  sickness.  He  was  relieved  by  Agent 
O.  L.  Oxley. 

W.  H.  Rooker  has  been  checked  in  as 
permanent  agent  at  New  Holland,  relieving 
O.  E.  Donaldson,  who  in  turn  has  accepted 
a  position  as  agent  at  Reason,  relieving 
L.  C.  Grandfield. 

Miss  Eva  Gilliland,  third  trick  operator 
at  Maroa,  returned  to  the  service  April 
28,  having  been  absent  about  two  months, 
on  account  of  sickness. 

A  great  deal  of  interest  has  been  shown 
in  the  recent  tests  being  made  with  the 
2-10-2  type  engines  now  in  service  on  the 
Clinton  d:'strict.  It  is  understood  these  en- 
gines are  showing  remarkable  efficiency. 


Road  Department 

Assistant  Engineer  J.  W.  Swartz  and  In- 
strument Man  W.  J.  Apperson  returned  on 
April  20  from  St.  Louis,  where  they  had 
been  several  days  on  company  business. 

Section  Foreman  Joseph  A.  Frey,  with 
Mrs.  Frey  and  daughter,  left  Alhambra 
April  18  for  two  weeks'  visit  to  friends  at 
Detroit,  Mich. 

Section  Foreman  Charles  Perry,  of  Glen 
Carbon,  was  elected  president  of  the  village 
board  April  19. 

Section  Foreman  Edward  Haley,  of 
Litchfield,  was  elected  alderman  of  the  sec- 
ond ward  April  19. 

Miss  Pauline  McKinney,  daughter  of 
Section  Foreman  Charles  McKinney,  spent 
Sunday,  April  16,  in  Pana. 

The  extra  gang  in  charge  of  W.  K.  Horn 
moved  from  East  Grand  Avenue  to  Binney, 


where  they  are  busy  laying  new  90-pound 
rail. 

Instrument  Man  Frank  Kraft  and  Instru- 
ment Man  and  Accountant  Apperson  spent 
Friday,  April  23,  in  Pana. 

Signal  Foreman  Yeager  visited  relatives 
in  Kinmundy  April  2  and  3. 

Maintainer  Robinson  has  returned  to  his 
position  at  Farmersville,  after  submitting 
to  an  operation  at  the  Illinois  Central  Hos- 
pital, Chicago. 

Assistant  Maintainer  Connelly  is  reliev- 
ing Leverman  Crowley  at  Springfield.  Mr. 
Crowley  was  slightly  injured  in  throwing 
levers  at  an  interlocking  tower. 

Section  Foreman  and  Mrs.  D.  Cheek,  of 
Mt.  Pulaski,  spent  Saturday  and  Sunday, 
April  16  and  17,  in  Springfield. 

Harry  Miller,  clerk  in  the  roadmaster's 
office,  and  A.  E.  Walters,  assistant  store- 
keeper, attended  a  banquet  at  the  St. 
Nicholas  Hotel  in  Springfield,  April  17. 

Miss  Alice  Cheek,  clerk  in  the  supervisor's 
office,  Springfield,  spent  Sunday,  April  10, 
with  friends  at  Clinton. 

Noah  McMahon,  Springfield  division  Bur- 
bank,  has  been  busier  than  the  proverbial 
paper  hanger  for  the  past  month  planting 
fruit  trees  and  otherwise  beautifying  sec- 
tion house  grounds  along  the  division. 

Assistant  Maintainer  Smith  and  family 
visited  relatives  in  Springfield  Sunday, 
April  9. 

Road  Supervisor  M.  Doyle  was  in  Cham- 
paign April  22,  on  company  business. 

Instrument  Man  and  Accountant  W.  J. 
Apperson  has  just  completed  his  quarterly 
task  of  moving  his  household  goods.  Jeff 
claims  that  homes  in  Clinton  are  some- 
what like  dollar  bills — hard  to  get  and  hard 
to  keep  after  you  get  them. 

Signal  Maintainer  Frank  Lynch  and  family 
visited  relatives  in  Springfield  April  9. 

Grover  Cleveland  Harris,  resident  en- 
gineer in  charge  of  our  new  yards,  and  chief 
puzzle  expert  on  our  division,  has  taken  his 
party  to  Johnson  City  for  some  locating 
work  at  that  place. 

Supervisor  S.  C.  Draper  was  in  Fisher, 
April  22. 

Roadmaster  Boland  and  son,  of  Freeport, 
were  callers  at  this  office  April  14. 

Miss    Geraldine    Reynolds,    stenographer, 


Ninety-eight 


ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


in    the   roadmaster's   office,   spent   April    23 
and  24  with  friends  at  Normal. 

Miss  Elizabeth  O'Brien,  clerk  in  the  sup- 
ervisor's office,  at  Pana,  visited  in  Clinton 
with  her  sister,  Mrs.  J.  P.  Donegan,  April 
24. 


Trainmaster's    Office 

Conductor  Chris  Cully  has  gone  to  Hot 
Springs,  Ark.,  where  he  will  remain  for  at 
least  three  weeks,  taking  the  baths. 

T.  W.  Mclntyre,  conductor,  is  spending 
several  weeks  in  Eldorado  Springs,  Mo. 

Conductor  and  Mrs.  W.  A.  Knight  have 
just  returned  from  a  visit  of  two  weeks  in 
Denver,  Colo.  Mr.  Knight  also  attended 
a  meeting  of  the  O.  R.  C.,  there  being  about 
three  hundred  initiated  into  the  mysteries 
of  the  order. 

Conductor  William  Baughman  has  re- 
turned to  work,  after  being  out  of  service, 
due  to  sickness  in  his  family. 

Extra  Conductor  Rea  Lawrence  and 
family  have  moved  to  Havana,  111.  Mr. 
Lawrence  has  been  assigned  as  baggageman 
on  trains  624  and  623  between  Havana  and 
Champaign.  As  soon  as  fishing  gets  good, 


Rea  intends  to  entertain  a  few  of  his  friends 
with  a  good  old-fashioned  fish  fry. 

Conductor  George  F.  Gibson  has  been 
granted  a  leave  of  absence  and  departed 
for  Denver,  Colo.,  in  order  to  be  with  his 
wife,  who  went  there  for  the  benefit  of  her 
health. 


Freight  Department 

C.  W.  Donaldson,  agent,  was  in  Decatur 
recently  on  company  business. 

L.  P.  Young,  houseman,  was  a  Decatur 
visitor  recently. 

Bernard  R.  Murphy,  night  baggage  agent, 
has  a  badly  mashed  finger. 

Mrs.  Josephine  Thomas,  bill  clerk,  who 
was  off  duty,  has  returned  to  work. 

Guy  M.  Preston,  refrigeration  clerk,  has 
returned  to  work  after  several  days'  ab- 
sence on  account  of  a  sprained  arm. 

C.  C.  Cundiff,  O.  S.  &  D.  clerk,  is  back 
again  on  the  job  after  several  days'  lay-off 
on  account  of  the  illness  of  his  mother. 

Springfield  Station 

Two  extra  sleeper  coaches  were  placed 
on  train  No.  17  March  31  to  provide  for  a 


1.- Office  Force  at 
Springfield  Frei&tt. 
Office  m  1894? 


1894- 

2.- I.C.  Passenger 
Station  in  1887 


Reminiscences  of  the  Station  at  Springfield,  III. 


May  1921 


Ninety-nine 


large  delegation  of  admirers  and  sympathiz- 
ers of  Miss  Mary  McSwiney,  who  spoke  at 
a  mass  meeting  at  the  Arsenal  April  1. 

Noel  B.  Clark,  yardmaster  at  East  Grand 
Avenue,  has  been  successful  in  securing 
business  from  the  Springfield  Clay  Prod- 
ucts Company  and  Poston  Brick  Company 
which  heretofore  has  been  routed  via  other 
lines. 

Margaret  O'Brien,  abstract  clerk,  in  the 
local  freight  office,  spent  April  2,  3  and  4 
in  St.  Louis. 

J.  J.  Stevens,  traveling  freight  agent,  with 
headquarters  at  Springfield,  has  moved  his 
household  goods  here  from  Chicago. 

Alfred  Williams,  clerk  in  the  freight  of- 
fice, spent  Sunday,  April  3,  in  Champaign. 

J.  B.  Hudson,  former  freight  agent  at 
Springfield,  now  pensioned,  has  returned 
from  St.  Petersburg,  Fla.,  where  he  spent 
the  winter. 

L.  R.  Carpenter,  former  conductor  out  of 
Springfield,  now  pensioned,  an  old  Civil 
War  veteran,  now  a  resident  of  Lima,  Ohio, 
was  in  Springfield  April  4  on  his  return  trip 
from  St.  Petersburg,  Fla. 

A.  J.  Rakers,  traveling  freight  agent  of 
the  Union  Pacific  with  headquarters  in  St. 
Louis,  called  at  the  local  freight  office 
April  6. 

Jesse  Davise,  ticket  agent  at  Springfield, 
spent  from  April  11  to  April  14  in  Belle- 
flower,  visiting  his  father. 

Sheridan  Messenger,  second  trick  oper- 
ator at  Springfield  passenger  station,  spent 
April  16  and  17  in  Rantoul,  visiting  relatives. 

A.  U.  Sawbridge,  city  passenger  agent 
of  Chicago,  accompanied  Senator  Mark  to 
his  assumption  of  duty  here  April  19. 

R.  W.  Bell,  general  superintendent  of 
motive  power,  was  in  Springfield  April  20. 

John  Riser,  trucker  in  the  Springfield 
warehouse,  departed  April  7  for  Hot  Springs, 
Ark.,  to  seek  relief  from  rheumatism. 

E.  C.  Rich,  traveling  auditor,  with  head- 
quarters at  Decatur,  checked  the  accounts 
of  the  Springfield  station  April  18  to  21. 


entire  month.  That  was  a  small  calf.  The 
section  foreman  saw  the  calf  on  the  way- 
lands  and  sent  one  of  his  men  to  chase  it 
off.  While  the  calf  was  being  chased  down 
the  track,  it  decided  suddenly  to  change  its 
course  and  ran  down  the  side  of  the  em- 
bankment, falling  and  breaking  its  neck. 


ILLINOIS  DIVISION 

The  Illinois  Division  made  an  enviable  rec- 
ord for  March  in  the  reduction  of  stock 
killed  on  the  waylands.  But  one  head  of 
stock  was  killed  on  the  division  during  the 


Division  Offices,  Champaign,  111. 

R.  W.  Bell,  general  superintendent  of 
motive  power,  was  a  Champaign  visitor  re- 
cently. 

Timekeeper  R.  J.  Truitt  has  had  a  new 
position  of  late.  Mrs.  Truitt  is  sick  with 
the  flu  and  "Bunny"  has  taken  the  role  of 
nursemaid. 

Acting  General  Superintendent  G.  E.  Pat- 
terson paid  the  division  a  visit  recently. 

Timekeeper  G.  H.  Strauss  is  the  proud 
father  of  a  7-pound  baby  girl,  who  arrived  at 
his  home  on  April  2. 

Georg^  however,  has  nothing  on  Chief 
Accountant  E.  F.  Kramer,  who  has  a  9- 
pound  baby  boy  to  support  at  his  home 
since  March  25. 

Traveling  Auditor  C.  D.  Rau  spent  a 
week  on  this  division  checking  joint  facili- 
ties. 

Accountants  Kramer  and  Sheehan  at- 
tended the  accountants'  meeting  in  Chicago 
April  21. 

The  girls  of  the  division  offices  have  or- 
ganized a  sewing  club,  which  met  at  the 
homes  of  the  Misses  Lona  and  Blanche 
Lawson,  April  14.  This  being  only  the  third 
meeting  of  the  club,  they  have  not  yet  de- 
cided what  they  will  sew. 

Roadmaster  J.  L.  Downs  and  staff  have 
just  completed  an  inspection  trip  of  the  en- 
tire division  in  the  interests  of  efficiency 
and  economy,  and  there  is  no  doubt  now 
but  that  everyone  in  the  maintenance  of 
way  department  on  the  Illinois  division  is 
an  enthusiastic  member  of  the  "Tool  Club." 

Road  Supervisor's  Clerk  J.  W.  Bostian 
is  negotiating  for  the  purchase  of  a  canoe. 
John  intends  to  spend  his  week-ends  fish- 
ing in  the  Kankakee  River  this  summer. 

Mattoon  Freight  House 
Mr.  and  Mrs.  B.  E.  Nichols,  of  Chicago, 
were    the    guests    of    Agent    and    Mrs.    M. 


One  Hundred 


ILLINOIS      CENTRAL     MAGAZINE 


May  1021 


Dorsey  the  first  of  the  month.  Mr.  Nichols 
and  Mrs.  Dorsey's  birthdays  fall  on  the 
first  of  April,  and  they  have  celebrated  them 
together  for  many  years.  Mr.  Nichols 
was  formerly  commercial  agent  at  Sioux 
City,  Iowa.  He  retired  five  years  ago,  after 
forty-six  years  of  service. 

Chief  Clerk  and  Mrs.  Tony  Gorman  were 
week-end  visitors  in  Chicago,  April  9. 


MINNESOTA  DIVISION 

Superintendent's  Office,  Dubuque,  Iowa 

Conductor  Tom  Graham  has  purchased  a 
new  Overland  and  is  rolling  all  the  wrin- 
kles out  of  the  asphalt  in  Waterloo. 

D.  C.  Burnside,  operator  at  Peosta,  re- 
cently visited  in  East  Dubuque. 

Mrs.  T.  H.  Graham  and  Mrs.  Mike  Lavin, 
wives  of  conductors,  attended  a  meeting  of 
the  auxiliary  of  the  B.  of  R.  T.  at  Waterloo, 
April  18. 

The  "Krazy  Kat"  club  entertained  their 
friends  at  a  hard  time  party  at  the  Moderne 
Ball  Room  April  9.  The  affair  was  given 
in  honor  of  several  of  the  members'  birth- 
days, and  also  complimentary  to  Miss  Hilda 
Schwartz,  accountant,  and  W.  J.  Heckman, 
claim  agent,  Iowa  division,  whose  marriage 
was  solemnized  April  26.  On  account  of 
the  difficulty  Bill  was  experiencing  in  find- 
ing a  house  in  Fort  Dodge  they  were  pre- 
sented with  a  small  celluloid  bungalow. 
Prizes  for  costumes  were  awarded  to  Miss 
Olivett  Ryder  and  O.  J.  Oster.  Dancing 
was  indulged  in  until  11:30,  after  which  _a 
box  luncheon  was  served. 

As  a  prenuptial  courtesy  to  Miss  Hilda 
B.  Schwartz,  the  girls  from  the  division  of- 
fices were  entertained  by  the  Misses  Grace 
McDonald  and  Margaret  Walsh  at  the  home 
of  the  latter  on  the  evening  of  April  19. 
After  Hilda  had  spent  some  time  stumbling 
over  the  rocky  road  to  matrimony,  and 
passing  comments  on  each  stumbling  stone, 
music,  dancing  and  gossiping  were  indulged 
in.  At  11  o'clock  a  dainty  luncheon  was 
served,  the  table  decorations  being  in  pink 
and  white.  The  favors  were  pink  roses 
drawn  by  cupids,  and  the  center-piece  was 
a  huge  basket  of  carnations.  The  evening 
was  brought  to  a  close  by  presenting  the 
bride-to-be  with  a  painting  of  "Hanging  of 
the  Crane." 


Miss  Hilda  Schwartz  was  also  honored 
by  a  "Sewing-bee"  given  by  her  aunt,  Mrs. 
R,  H.  Heller,  Saturday  afternoon,  April 
23,  at  which  the  girls  of  the  division  office 
force  had  a  chance  to  put  a  few  stitches  on 
some  tea  towels.  At  the  close  of  the  after- 
noon a  dainty  luncheon  was  served. 

There  has  been  excitement  among  the 
force  in  the  superintendent's  office.  Miss 
Hilda  B.  Schwartz,  who  has  been  with  us 
four  years,  and  W.  J.  Heckman,  an  old- 
timer  in  this  office,  but  now  located  at  Fort 
Dodge  as  claim  agent,  were  married  April 
26. 

Transportation  Department 

W.  J.  Fitz,  operator  at  Dubuque,  resumed 
his  duties  April  21,  after  spending  three 
weeks  in  Louisiana  and  Cuba. 

J.  R.  Sims,  agent  at  Scales  Mound,  on 
April  20  began  his  venture  in  matrimony, 
taking  as  his  wife  a  young  woman  from  the 
shores  of  Apple  River.  They  are  spending 
their  honeymoon  in  the  South. 

J.  B.  Parkins,  third  trick  operator  at 
Warren,  111.,  was  off  duty  ten  days  in  April, 
attending  the  funeral  of  his  wife's  mother 
in  Canada. 

M.  E.  Stoeffel,  operator,  has  resumed  his 
duties  at  Dubuque  Junction  after  an  illness 
of  about  three  months. 

V.  M.  Duncan,  third  trick  operator  at 
Peosta,  is  now  the  proud  possessor  of  a 
runabout. 

C.  E.  Conklin,  third  trick  operator  at 
Manchester,  was  off  duty  two  weeks  in 
April  on  account  of  the  illness  of  Mrs. 
Conklin. 

H.  G.  Krueger  has  been  appointed  reg- 
ular third  trick  operator  at  Winthrop. 

C.  E.  Dodge,  third  trick  operator  at  In- 
dependence, on  April  13  gained  considera- 
ble notoriety  and  more  experience  when 
he  was  held  up  and  abducted  by  mail  rob- 
bers, taken  fourteen  miles  in  the  country, 
and  abandoned  on  a  lonely  country  road  at 
4  a.m.,  with  hands  tied  and  eyes  blind- 
folded. Dodge  is  now  in  a  position  to  give 
pointers  to  Wild  West  heroes  or  movie 
fans. 

E.  L.  Bayler,  second  trick  operator  at 
Osage,  took  a  vacation  of  ten  days  during 
April,  being  relieved  by  A.  J.  Beckage. 


May  1921 


ILLINOIS      CENTRAL      MAGAZINE 


One  Hundred  One 


Sincere  sympathy  of  the  Minnesota  Di- 
vision employes  is  extended  to  R.  C  Genz, 
third  trick  operator  at  South  Junction,  Du- 
buque,  in  the  loss  of  his  wife,  who  died 
April  15. 

N.  Malgrem,  second  trick  operator  at 
Manchester,  is  again  on  the  job  after  a 
honeymoon  of  three  weeks.  On  their  re- 
turn to  Delaware  (formerly  the  home  of 
both  bride  and  groom)  we  understand  it 
was  necessary  to  hold  their  reception  in  the 
city  hall  to  accommodate  their,  numerous 
friends. 

Mrs.  J.  J.  Duffy,  wife  of  our  Dyersville 
agent,  recently  underwent  a  serious  opera- 
tion at  Mercy  Hospital,  Dubuque.  Our  last 
bulletin  reports  her  condition  good  and  a 
speedy  recovery  expected. 

T.  F.  Frentress,  agent  at  Glenville,  is 
again  taking  treatment  at  Rochester,  Minn. 

Chief  Dispatcher  and  Dispatchers  Heins 
and  Morton,  Assistant  Engineer  Jump  and 
Agent  Braden,  attended  the  Shrine  Cere- 
monial at  Rockford,  111.,  April  20. 


During  the  belated  snowstorm  of  April 
15  and  16,  East  End  Dispatchers  Huebsch, 
Russell  and  McKelvie  established  a  tem- 
porary office  at  Galena,  on  account  of  wire 
trouble  west  of  Portage.  After  three  days 
of  pioneering  they  were  pleased  to  return 
to  original  quarters  at  Dubuque. 

H.  T.  Driscoll  has  been  appointed  first 
operator  at  Nashua,  la. 

We  are  all  glad  to  know  that  Mrs.  E.  C. 
Russell,  wife  of  the  chief  dispatcher,  is  on 
the  speedy  road  to  recovery. 


Maintenance  of  Way  Department 

Instrument  Man  C.  J.  Nash  spent  April  24 
in  Fort  Dodge. 

Miss  Margaret  Walsh,  stenographer,  vis- 
ited in  Oelwein  recently. 

'Miss  Camilius  Collings,  stenographer,  is 
planning  a  trip  to  New  York  for  her  va- 
cation. 


Dubuque  Yard 

Yard  Clerk  Bert  Pape,  19  years  old,  died 


';    1.-  The  Telegraph 
Gang. . 

|    2.-  Snow  bound 
engine  and  Snow 
plow  between  For- 

reston  and  Ualdaiie  H 


•i        ' 
3--  Passenger  ti-ain*.  1 

tied  up,  on  account  I 
ofsnowstornt,at' 
Raldane.  * .  > 


for  makinji  repairs  1 
after  the  stom  K 


The  Middle  of  April  in  Northern  Illinois 


One  Hundred  Two 


ILLINOIS      CENTRAL     MAGAZINE 


May  1921 


March  3  at  the  Illinois  Central  Hospital, 
Chicago.  The  funeral  was  held  March  6 
from  the  home  of  his  parents,  Dubuque, 
Iowa.  He  is  survived  by  his  father,  mother, 
three  brothers  and  one  sister.  Mr.  Pape 
acted  as  yard  clerk  and  checker  until  eight 
months  ago,  when  he  went  to  the  hospital 
for  treatment 

Dubuque  Freight  House 

J.  S.  Allison,  freight  agent,  has  returned 
from  a  week's  trip  in  the  South.  He  went 
over  the  New  Orleans  terminals  and  met 
many  traffic  and  operating  department  of- 
ficials and  employes.  He  also  met  import 
and  export  agents,  as  well  as  the  captains 
on  board  the  large  steamers.  Upon  his 
return  he  spent  a  few  days  in  Chicago. 

Mrs.  Mabel  Logelin  is  the  proud  pos- 
sessor of  300  baby  chicks.  Anyone  wishing 
a  Christmas  fry  had  better  place  an  order  now. 

According  to  the  statement  of  claims  for 
March,  1921,  Dubuque  station  has  made  a 
record  to  be  proud  of,  the  number  being 
reduced  from  141  in  March,  1920,  to  41  in 
the  same  month  this  year. 

Waterloo  Terminal 

Conductor  Floyd  Love  has  been  assigned 
to  the  Cedar  Rapids  district  in  place  of 
Conductor  Povlick. 

The  Cedar  Rapids  district  passenger  run 
has  been  awarded  Conductor  P.  M.  Berg, 
but  that  does  not  mean  that  Conductor 
Berg  will  stay  away  from  Waterloo,  as 
he  still  claims  Waterloo  as  his  official  resi- 
dence. 

Conductor  T.  O.  McCarthy,  who  has  been 
on  passenger  runs  31  and  32  in  place  of 
Conductor  Cornelius  between  Dubuque  and 
Freeport  for  the  past  several  months,  is 
back  with  us  at  Waterloo  again  and  claims 
his  former  run  in  freight  service  62  and  51. 
T.  O.  says  that  he  still  wants  the  old 
98798. 

H.  G.  Brown,  trainmaster,  Waterloo  ter- 
minal and  Albert  Lea  district,  has  returned 
from  Chicago,  after  spending  several  days 
there  working  on  the  new  time  table,  which 
recently  went  into  effect  on  the  Minnesota 
division. 


Conductor  E.  L.  Morse  was  in  charge  of 
the  Russell  snow  plow  which  was  sent 
from  Waterloo  to  clear  the  main  track  of 
snow  east  of  Dubuque. 

Paul  J.  Goswiller  has  been  assigned  as 
caboose  supply  man  at  the  Waterloo  ter- 
minal. 

Owing  to  slack  business  and  subsequent 
slack  work  it  has  become  necessary  to  make 
a  reduction  in  the  crews  and  many  of  the 
old  heads  are  now  back  on  the  extra  list. 


Galena,  111. 

Henry  Conoughy,  our  bill  clerk,  was  called 
to  Hastings,  Neb.,  by  the  death  of  his 
brother,  John  Conoughy,  who  had  been 
commercial  agent  for  the  Union  Pacific  for 
forty  years. 

We  were  pleased  to  have  a  visit  from  our 
division  agent,  B.  L.  Bowden,  on  April  21. 
He  found  everything  at  Galena  in  good  con- 
dition. 

LeRoy  Hirst,  car  clerk,  spent  April  3  in 
Dubuque. 

Mr.  and  Mrs.  Russel  Ward  spent  April 
24  in  Elgin  visiting  relatives. 

H.  L.  Day  took  the  Master  Mason  degree 
April  12. 

The  Elks  initiated  a  class  of  200  in  Galena 
March  30.  A  large  number  of  our  I.  C. 
employes  were  initiated. 

We  closed  March  with  a  nice  increase  in 
tonnage  over  the  same  month  last  year, 
both  in  and  out  of  Galena. 

"If  there  ever  has  been  a  building  in  Ga- 
lena greatly  improved  in  appearance  within 
the  past  year  it  is  the  Illinois  Central  freight 
depot,"  said  the  Galena  Gazette  recently. 
"This  building  for  several  years  was  a  di- 
lapidated looking  affair,  the  lack  of  paint 
and  attention  being  sadly  in  evidence. 

"Today,  through  the  efforts  of  the  local 
agent,  H.  L.  Day,  the  freight  depot  has  been 
painted  on  the  exterior  and  interior,  the 
floors  oiled  and  as  clean  as  a  whistle,  while 
the  various  patrons  of  the  road  are  allotted 
certain  sections  of  the  freight  depot,  their 
sections  being  neatly  marked  off  with  at- 
tractively printed  signs. 

"The  office  of  the  depot  .is  likewise  an 
example  of  system  and  order.  Flower  boxes 
have  been  placed  at  the  windows  on  the 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE          One  Hundred  Three 


outside  of  the  structure,  while  on  the  in- 
side are  numerous  potted  flowers  and  vines. 
"The  passenger  station  and  grounds  are 
also  kept  in  a  clean  and  attractive  manner. 
George  Miller  and  Russel  Ward  have  charge 
of  the  two  depots  and  the  grounds,  they 
likewise  deserving  a  share  of  the  credit  for 
the  improvements." 


CHICAGO 

Baggage  and  Mail  Traffic  Department 

The  sewing  club  of  the  baggage  and  mail 
traffic  department  spent  Saturday  afternoon 
and  evening,  April  23,  with  Miss  Mae  J. 
Nolan  at  her  home,  906  East  64th  Street. 
After  a  busy  afternoon,  Miss  Nolan's  mother 
served  a  delicious  supper.  The  yoking  women 
of  this  club  are  endeavoring  to  reduce  the 
H.  C.  L.  by  becoming  proficient  in  dress- 
making. 

Miss  Vesta,  A.  Shoesmith  has  just  re- 
turned from  a  business  trip  to  Greenwood, 
Miss.,  where  she  was  called  to  look  after 
her  land  interests.  While  in  the  South,  she 
visited  friends  in  Memphis,  Tenn.,  Clarks- 
dale,  Sidon  and  Jackson,  Miss.  Upon  Miss 
Shoesmith's  return,  she  found  it  necessary 
to  have  her  tonsils  removed,  and  this  opera- 
tion was  performed  at  the  Illinois  Central 
Hospital. 

We  have  a  few  "Babe  Ruths,"  "Grover 
Alexanders,"  and  "Ray  Schalks"  in  the 
tariff  and  mail  rooms.  They  take  a  short 
workout  every  noon  and  are  getting  in  trim 
for  Saturday  and  Sunday  afternoons.  When 
the  1  o'clock  whistle  blows,  they  are  back 
on  the  job  with  lots  of  pep — the  kind  that 
wins. 

Miss  Ida  May  Hayden  has  severed  her 
connection  with  this  department  to  become 
the  wife  of  Clarence  Plummer,  office  man- 
ager of  the  Earnshaw  Knitting  Company. 
The  wedding  will  take  place  in  May. 
Mr.  and  Mrs.  Plumnaer  will  make  their 
home  in  Boston. 

Miss  Elsie  Carlson  has  been  absent  for 
a  couple  of  days  on  account  of  illness. 

Mrs.  M.  Z.  Courtright,  who  has  been  a 
resident  of  Windsor  Park  for  many  years, 
is  moving  to  Woodlawn. 

F.  A.  Barr  has  taken  off  a  couple  of  days 
to  move  into  new  quarters. 


South  Water   Street   Station 

Charles  Foley  has  been  on  the  sick  list 
for  the  past  month  or  so,  but  we  are  pleased 
to  see  him  back  on  the  job. 

A.  H.  Scott,  assistant  chief  claim  clerk, 
paid  a  short  visit  to  his  ranch  in  Montana 
just  recently. 

Messrs.  Bowman,  Baechle  and  Callahan 
are  planning  a  trip  to  the  Marengo  farm 
in  the  near  future. 

About  a  week  ago  the  stork  visited  the 
Collins  home  and  left  a  dear  little  baby  girl, 
girl. 

The  Prendergast  family,  Frances,  Jean- 
nette  and  Martial  X..  are  planning  their 
spring  hegira. 


ST.  LOUIS  DIVISION 

Miss  Bertha  Schuler,  clerk  for  Train- 
master Givens,  Mounds,  spent  several  days 
the  first  part  of  April  in  Lafayette,  Ind., 
visiting  her  sister. 

Miss  Helen  Greif,  P.  I.  clerk  in  the  super- 
intendent's office,  spent  Sunday,  April  3, 
with  friends  in  Jonesboro,  111. 

Trainmaster  J.  D.  White,  East  St.  Louis, 
was  in  Carbondale  on  business  April  4. 

Miss  Lena  Hampton,  stenographer  in 
Superintendent  Atwill's  office,  spent  a  week- 
end recently  with  relatives  in  Mount  Ver- 
non,  111. 

H.  C.  Marmaduke,  from  the  general  man- 
ager's office,  Chicago,  visited  friends  in  Car- 
bondale the  first  of  the  month. 

Various  members  of  the  division  office 
force  are  preparing  a  tennis  court  just 
across  the  tracks  from  the  passenger  sta- 
tion and  will  soon  be  ready  for  some  games. 

Freezes  during  April  have  killed  prac- 
tically all  the  fruit  in  Southern  Illinois. 
This  means  much,  not  only  to  Southern 
Illinois,  but  to  various  other  parts  of  the 
world  as  well,  as  Southern  Illinois  is  famed 
for  her  excellent  fruit  products. 

There  are  being  run,  on  an  average,  two 
express  trains  from  the  South,  containing 
strawberries  and  vegetables,  most  of  which 
have  been  conr'ng  from  Louisiana  and  Mis- 
sissippi. Usually  there  is  a  St.  .Louis  dis- 
trict train  run  from  Carbondale.  If  there  are 
five  or  more  cars,  they  are  run  as  a  special. 

President  C.  H.  Markham  and  Vice-Presi- 


One  Hundred  Four  ILLINOIS       CENTRAL       MAGAZINE 


May   1921 


dent  C.  M.  Kittle  were  on  the  division 
April  9. 

Traveling  Auditor  Kermeen,  from  Mem- 
phis, has  been  on  the  division  for  several 
days  recently. 

Accountant  H.  E.  Goetz  was  in  St.  Louis 
April  10  to  see  the  "Browns"  wallop  the 
"Cardinals." 

Miss  Lillian  Milligan,  clerk  in  the  Super- 
intendent's office,  and  her  brother  Milton, 
accountant,  were  in-  St.  Louis  April  9  on 
business. 

Night  Chief  Dispatcher  O.  T.  Newman's 
father  died  recently  at  Carmi,  111. 

Southern  Pacific  engine  No.  3666  passed 
by  the  division  office,  Carbondale,  April  8, 
enroute  to  New  Orleans  for  delivery  to  the 
Southern  Pacific.  This  is  another  one  of 
the  big  engines  recently  purchased  by  the 
S.  P. 

Train  Auditor  G.  E.  Dunlop  was  in  to 
see  us  April  11. 

Miss  Florence  Sill,  stenographer  for  Chief 
Clerk  Culley,  has  bought  a  new  bicycle. 
Not  long  since  Miss  Sill  was  cruelly  bruised 
by  being  thrown  from  a  wild  and  reckless 
horse,  which  convinced  her  that  walking 
to  her  work  is  a  more  reliable  way  of  get- 
ting there.  She  says  she  also  feels  much 
safer  on  the  "bike." 

Miss  Jane  Murphy,  clerk  in  yard  office, 
East  St.  Louis,  has  been  off  duty  on  account 
of  illness.  Miss  Bergdoll  has  been  keeping 
up  Miss  Murphy's  work. 

The  forces  in  the  various  departments  in 
the  superintendent's  office  had  their  pic- 
tures taken  April  12. 

Superintendent  Atwill  and  Claim  Agent 
Clemans  went  to  St.  Paul,  Minn.,  April  12, 
to  attend  court. 

Vice-President  A.  C.  Mann  was  in 
Mounds  April  14. 

General  Foreman  C.  M.  Wilkins,  Car- 
bondale, was  in  St.  Louis  April  15. 

Miss  Jennie  Kleine  was  visiting  in  Chi- 
cago over  Sunday,  April  17. 

Mrs.  P.  D.  Johnson  has  been  visiting 
relatives  in  Louisville,  Ky.  Mr.  Johnson 
is  clerk  for  Trainmaster  E.  D.  Holcomb. 

Miss  Louise  Bradshaw,  clerk  in  the  car 
distributor's  office,  was  called  to  Ifaducah, 
Ky.,  by  the  illness  of  relatives  recently. 

J.  L.  Butler,  secretary  to  Mr.  Atwill,  was 


called  to  Sparta  April  24  by  the  illness  of 
his  mother.  We  are  glad  to  hear  that  she 
is  improving. 

P.  Hill,  chief  timekeeper,  H.  E.  Goetz 
and  F.  Crouse,  accountants,  and  Bill  Gris- 
som,  operator,  went  to  St.  Louis  April  24 
to  see  the  "Cubs"  take  the  "Cardinals"  to 
a  trimming. 

News  has  come  to  us  that  Miss  Esta 
Wesner,  stenographer  for  Division  Store- 
keeper J.  G.  Warnecke,  Centralia,  has  been 
married  to  a  Mr.  Smith,  who  is  employed 
by  the  C.  B.  &  Q.,  at  Centralia.  Miss 
Wesner  was  for  some  time  stenographer  in 
the  superintendent's  office,  Carbondale. 

Conductor  R.  S.  ("Boffie")  Smith,  who  is 
showing  up  well  on  Rockford's  baseball 
team,  was  recently  married  to  Miss  Gladys 
Jean  of  Anna,  111. 

Miss  Birdie  Quinnelly,  invoice  clerk  for 
the  Mobile  &  Ohio  at  Meridian,  Miss.,  is 
visiting  Mr.  and  Mrs.  P.  D.  Johnson  at 
Carbondale. 

Trainmasters  Hatch,  Holcomb  and  Gibbs 
and  Traveling  Engineer  H.  E.  Exby  have 
been  busy  recently  getting  out  a  new  time 
table. 

R.  C.  Montgomery  and  family  and  Mrs. 
Aletha  Walker,  mother  of  Conductor  W.  M. 
Walker,  are  visiting  in  Los  Angeles,  Cal. 

R.  T.  Cooper  and  family  expect  to  spend 
a  few  days  visiting  in  Mount  Vernon,  the 
first  part  of  May. 


East  St.   Louis  Freight  Office 
Now   that  we  are   in   the  select  class   in 
efficiency,    we    are    going    to    put    forth    a 
determined   effort    in    the   field    of  journal- 
ism. 

Speaking  of  being  in  the  select  class,  we 
might  add  that  we  want  to  be  second  to 
none  in  all  standings.  East  St.  Louis  may 
not  be  the  largest  station,  but  when  we 
all  get  together,  we  accomplish  things. 
Look  out,  Chicago. 

This  writing  would  not  be  complete  with- 
out something  about  our  waybill  checker, 
"Goldie"  Zimpleman,  who  is  now  dabbling 
in  politics  and  has  been  appointed  precinct 
chairman. 

Our  bill  clerk,  Lester  Heitgras,  put  one 
over  on  all  of  us  on  April  9,  when  he  joined 
the  ranks  of  the  Benedicts,  thereby  in- 


May  1921 


ILLINOIS      CENTRAL     MAGAZINE 


One  Hundred  Five 


creasing  the  number  to  three  on  the  bill 
desk.  He  refuses  to  be  interviewed,  and 
all  we  know  is  that  the  lucky  girl's  name 
is  Frieda. 

Chief  Inbound  Clerk  E.  I.  Upton,  who 
has  been  confined  to  his  home  for  several 
weeks,  is  convalescing. 

The  local  office  baseball  team  has  been 
reorganized  with  a  strong  lineup.  Any  team 
desiring  to  schedule  a  game  can  do  so  by 
getting  in  touch  with  the  manager,  A.  M. 
Shaneman,  care  of  the  local  freight  office. 

Miss  Margaret  McKenzie,  comptometer 
operator  in  the  local  office,  is  at  present  in 
the  Chicago  hospital  for  a  minor  operation. 

The  employes  of  the  local  freight  office 
are  actively  soliciting  business  as  requested 
by  Superintendent  Atwill,  and  some  good 
results  have  been  obtained,  among  them 
being  the  following: 

All  future 

C/L      C/L  and  LCL 
Shipments       Shipments 

J.  M.  Ferryman 33 

J.    H.    Muelken 49  2 

H.  K.  DuHadway 8 

A.  M.   Shaneman 4  1 

W.   R.   McQuillan 1 

B.  M.  Benjamin _ 4 

E.   R.   McCallister 2 

J.   A.   Roberts 1 

W.  J.  Thebus 2 

In  addition  to  interviewing  the  shippers 
and  consignees,  the  employes  are  protect- 
ing the  company's  interest  by  securing  long 
hauls  on  every  shipment  possible,  thereby 
increasing  the  tonnage  and  revenue.  By 
giving  prompt,  courteous  and  efficient  serv- 
ice we  need  not  hesitate  to  call  on  shippers 
or  consignees  to  favor  the  company  with 
their  business. 


Cairo  Local  Freight  Office 

J.  D.  Ladd,  agent  at  Cairo,  and  his  fam- 
ily, have  returned  from  a  six  weeks'  visit 
in  Leesburg,  Tampa,  and  other  Florida 
points.  Mr.  Ladd  is  one  of  the  oldest  and 
best  known  agents  on  the  Illinois  Central, 
having  been  in  the  service  about  forty-five 
years,  and  agent  at  Cairo  thirty-six  years. 
His  health  was  improved  by  his  Florida 
trip.  He  is  very  enthusiastic  in  regard 


to  the  beauty  and  charm  of  Florida,  and 
tells  some  good  stories  about  the  number 
and  size  of  the  fish  he  caught.  F.  M..  Block, 
agent  at  Mounds,  was  in  charge  at  Cairo 
during  Mr.  Ladd's  absence. 

Stevenson's  "Of  what  shall  a  man  be 
proud  if  not  of  his  friends?"  can  at  the 
present  day  be  changed  to  read  "What  can 
a  man  be  proud  of,  if  not  his  job?" 

Elzy  Newton,  train  clerk,  has  been  off  a 
week  on  account  of  an  automobile  accident. 

Cairo  may  be  well  down  in  Illinois,  but 
when  it  comes  to  making  herself  known, 
she  surely  can  make  a  racket  in  the  way  of 
solicitation  of  freight  that  can  be  heard  from 
East  to  West  and  North  to  South.  Every- 
one is  alive  to  the  situation  at  this  station, 
and  with  the  standing  committee  appointed 
at  recent  staff  meeting  good  results  have 
already  been  obtained. 

Cairo  did  so  well  on  the  campaign  south 
of  the  river  in  the  "No  Exception"  month 
of  April  that  everyone  is  determined  that 
Cairo  shall  be  100  per  cent  during  the  May 
"No  Exception"  campaign  north  of  the  river. 

Chief  Clerk  Bernard  White  has  returned 
after  a  few  days  spent  in  St.  Louis  on 
business. 

Another  of  our  interesting  staff  meetings 
was  held  on  Friday,  April  22.  These  meet- 
ings are  called  once  a  month,  and  all  sta- 
tion employes  attend.  Matters  of  very  great 
importance  to  the  station  are  brought  up 
and  discussed,  such  as  O.  S.  &  D.'s,  proper 
handling  of  freight,  avoidance  of  errors  in 
billing,  revision,  etc.,  and  each  employe  is 
called  upon  to  give  his  or  her  view  on  any 
subject  brought  forth,  which  results  in  many 
items  being  presented  which  are  helpful  not 
only  to  the  employe  involved  but  to  the 
company.  Next  month  all  employes  en- 
gaged in  waybills,  revision,  etc.,  are  to  give 
talks  on  what  they  consider  improvements 
in  way  of  assistance  from  other  clerks, 
method  in  which  work  they  are  engaged  in 
may  be  handled  to  better  advantage,  etc., 
and  we  look  forward  to  a  lively  meeting. 

Who  can  beat  it!  We  have  five  em- 
ployes at  this  station  who  have  been  em- 
ployed at  Cairo  a  total  of  166  years,  an 
average  of  33  y$  years  each. 

Arthur  Karr,  demurrage  clerk  at  this  sta- 
tion, will  leave  next  month  for  Tampa,  Fla., 
his  future  abode. 


One  Hundred  Six  ILLINOIS       CENTRAL       MAGAZINE 


Mav  1921 


J.  Harvey  Wooldriege  is  the  oldest  em- 
ploye at  Cairo  station  in  length  of  service 
(53  years)  and  one  of  the  oldest  in  years. 
He  surprised  everyone  a  few  weeks  ago  by 
appearing  without  the  mustache  which  had 
adorned  his  face  as  long  as  the  memory 
of  the  oldest  inhabitant  extends.  At  the 
last  staff  meeting  Mr.  Wooldriege  read  an 
article  on  loyalty  and  co-operation  of  sta- 
tion forces. 

Edward  Zerfass,  city  delivery  clerk  in  the 
freight  warehouse,  has  been  assigned  the 
demurrage  clerk's  position,  to  fill  a  vacancy 
caused  by  the  resignation  of  Mr.  Karr. 

Charles  Lehning  has  been  assigned  as 
assistant  cashier,  a  post  vacant  since  the 
death  of  Miss  Margaret  Tanner. 

Ben  Williams,  William  R.  Givens,  and  J. 
McEwen  were  official  callers  on  the  25th. 

The  Mississippi-Warrior  interchange  busi- 
ness is  heavy,  now,  as  they  are  handling  a 
volume  of  export  wheat  through  the  ele- 
vators and  barges  for  transportation  to  New 
Orleans. 

The  sympathy  of  the  office  is  extended 
to  Miss  Mary  Wilhoit,  abstract  clerk,  on 
account  of  the  death  of  her  father  March 
28.  Mr.  Wilhoit  had  been  an  invalid  for 
several  years.  He  had  three  other  children 
in  the  employ  of  the  company — Miss  Grace 
in  the  freight  claim  department,  Chicago; 
James,  in  yard  service  at  Mounds,  and  Mor- 
ton, electrician  at  Carbondale. 

April  15  we  lost  one  of  our  co-workers, 
Miss  Margaret  Tanner,  assistant  cashier  at 
this  station,  who  passed  away  after  a  linger- 
ing illness  of  about  nine  months.  Mar- 
garet's services  will  be  greatly  missed,  as 
she  was  a  highly  efficient  clerk.  During 
the  staff  meeting  on  the  22nd  a  committee 
was  appointed,  and  the  following  resolu- 
tions offered: 

"Whereas,  the  Almighty  God  in  His  in- 
finite wisdom  has  seen  fit  to  take  from  our 
midst  our  little  friend  and  co-worker,  Mar- 
garet E.  Tanner,  for  duties  in  higher  realms, 

"Be  it  resolved,  That  we  bow  our  heads 
in  humble  submission  to  His  immutable 
Will,  conceding  it  is  ever  benificently  di- 
rected toward  us  in  good. 

"Be  it  further  resolved,  That  the  freight 
office  as  a  whole  extend  to  the  bereaved 
loved  ones  our  sincerest  sympathy  in  the 
affliction  they  have  just  sustained." 


KENTUCKY  DIVISION 

Supervisor  Josh  Pruitt,  of  the  Central 
City  district,  was  at  Bakersport  April  19. 

Dr.  S.  C.  Beach,  health  and  sanitary  offi- 
cer of  the  system,  was  at  Princeton  and 
Hodgenville  April  22.  Doctor  Beach  was 
trying  to  find  some  bacteria  in  the  drinking 
water  supply,  but  was  not  very  successful. 

Col.  I.  B.  Tanner,  formerly  water  supply 
foreman  of  the  Kentucky  division,  under- 
went two  serious  operations  for  gallstones  in 
a  Chicago  hospital  recently. 

Miss  Marion  Waggener,  supervisor's  clerk 
at  Princeton,  was  in  Louisville  April  4. 

Hugh  Hunsakjer,  formerly  supervisor's 
clerk  at  Princeton  and  Louisville,  has  ac- 
cepted a  position  as  ballast  inspector  at 
Memphis. 

H.  D.  Brannon,  formerly  chainman  in  the 
engineering  department  of  the  Kentucky  di- 
vision, has  just  completed"  a  successful  non- 
stop round-trip  airplane  flight  between 
Louisville  and  Memphis. 

Harry  Devinney,  chief  clerk  to  the  road- 
master,  Louisville,  accompanied  Roadmaster 
Glynn  to  Horse  Branch,  Ky.,  on  company 
business  April  12. 

Neal  Sisk,  supervisor's  clerk  at  Princeton, 
attended  another  big  banquet  in  Madison- 
ville  April  14.  The  occasion  was  that  Neal 
was  being  made  a  Shriner. 

Miss  Sudie  Cash,  trainmaster's  clerk  at 
Princeton,  attended  the  Elks'  ball  at  Prince- 
ton April  15.  The  ball  was  for  the  benefit 
of  the  Princeton  Athletic  Association. 

The  Princeton  Athletic  Association  has 
been  organized  at  Princeton,  and  has  pur- 
chased ground  for  a  ball  park.  A  grand- 
stand and  pavilion  are  now  being  erected, 
and  there  will  be  a  ball  game  nearly  every 
Saturday  afternoon.  This  organization  is 
composed  almost  exclusively  of  Illinois  Cen- 
tral employes.  J.  W.  Taylor,  chief  dis- 
patcher, J.  E.  Moss,  yardmaster,  Littleton 
Groom,  dispatcher's  clerk,  and  Sam  Catlett, 
yard  clerk,  are  on  the  board  of  directors. 
The  ball  team  is  composed  exclusively  of 
IlPnois  Central  employes,  as  follows: 

Harry  Blades,  ticket  agent,  center  fielder. 
James  Walker,  yard  clerk,  right  fielder. 
Thomas  Miles,  flagman,  left  fielder. 
Charles  Eaker,  apprentice,  first  base. 
George   Stevens,  yard  clerk,  second  base. 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE         One  Hundred  Seven 


Carl   Karlsbach,  yard   clerk,  third  base. 
Carmon  Cartwright,  shopman,  short  stop. 
Roy  Stevens,  yard  clerk,  catcher. 
Dick  Meecham,  machinist,  pitcher. 
J.  E.  Moss,  yardmaster,  manager. 

The  team  will  play  Central  City  at  Central 
City  soon  and  is  open  for  engagements  with 
any  other  Illinois  Central  team. 

Assistant  Engineer  Carney  and  Instru- 
ment man  Brevard  were  at  Camp  Knox  April 
19.  Rodman  Rice,  of  the  engineering  de- 
partment, was  at  Princeton  April  19. 

Roadmaster  Glynn  inspected  facilities  at 
Paducah  and  Gravel  Switch  April  20. 

We  are  very  sorry  to  report  the  death 
of  Waddy  Allen,  ticket  "clerk  at  Paducah 
storehouse,  who  died  at  Paducah  April  19 
and  was  buried  at  Paducah  April  21.  We 
extend  our  deepest  sympathy  to  his  be- 
reaved family. 

G.  R.  Hurd,  supervisor  of  fire  protection, 
inspected  facilities  at  Louisville  April  20 
and  Paducah  April  21. 

Miss  Mabel  Hoover,  telephone  operator 
at  Princeton,  and  Miss'  Lucy  Howard,  su- 
pervisor's clerk  at  Princeton,  visited  Padu- 
cah Sunday,  April  23,  and  -were  t'k.n 
through  the  Paducah  shops  and  roundhor^ 
by  the  accountant  in  Master  Mechanic 
Walker's  office.  They  also  inspected  the 
new  Central  Type  Locomotive  2936,  which 
is  now  at  Paducah. 

Superintendent  Hill  passed  over  the  di- 
vision on  train  101  April  26  on  his  way  to 
Chicago.  He  was  accompanied  out  of  Pa- 
ducah by  Master  Mechanic  Walker. 

Signal  Inspector  Partridge,  Signal  Test- 
man  J.  A.  Sauer  and  Instrument  Man  Bre- 
vard of  the  engineering  department  were 
at  Grand  Rivers  April  27  on  company  busi- 
ness, afterward  leaving  for  Princeton  on 
train  136. 

Roadmaster  Glynn  passed  over  the  di- 
vision on  train  101  April  28  on  his  way  to 
attend  an  expense  meeting  at  Chicago. 

Dan  Lee,  of  the  Fairbanks-Morse  Com- 
pany, was  at  Princeton  April  29,  inspecting 
Fairbanks-Morse  motor  cars. 

Supervisor  of  Bridges  and  Buildings  W.  C. 
Waggener,  Bridge  Inspector  Andy  Hower- 
ton  and  Masonry  Inspector  J.  P.  Beschaud 
have  been  inspecting  permanent  bridges  on 
the  Kentucky  division  recently. 


Local   Freight   Office,   Twelfth  and   Rowan 
P.  Welch  has  been  added  to  the  car  record 
department,  to  succeed  Mark  Sheehan. 

Mark  Sheehan  was  transferred  to  the  ac- 
counting department,  to  fill  the  vacancy  left 
by  the  resignation  of  J.  L.  Reinhardt. 

J.  L.  Reinhardt  recently  res'igned  his 
position  in  this  office  and  has  moved  to 
Indianapolis,  Ind. 

E.  O.  Byers,  agent,  Leitchfield,  Ky.,  was 
a   recent  visitor  to   this  office. 

F.  B.  Sherwood,  auditor  of  freight  over- 
charge  claims,   was   also   a   visitor. 

J.  S.  Reedy,  inspector  of  stations  and  trans- 
fers, was  here  in  the  interest  of  "No  Excep- 
tion" month. 

Miss  Nellie  May  DeLaney  took  a  pleasure 
trip  to  Indianapolis,  Ind.,  recently. 

W.  V.  Milliken,  chief  clerk,  auditor, 
O.  C.  F.  C.,  and  O.  W.  Farnham,  special 
accountant,  assistant  comptroller's  office, 
gave  us  a  brief  visit  recentLv 


TENNESSEE  DIVISION 

Auditor  E.  L.  Yontz  was  a  visitor  in  Dy- 
ersburg  March  28. 

Supervising  Agent  Robinson  paid  the 
Dyersburg  office  a  visit  April  6. 

D.  A.  Corum,  car  repairer,  has  been  paid 
$1,500  in  settlement  of  injuries,  which  re- 
sulted in  blood  poisoning. 

Mrs.  Wordie  Brooks,  stenographer  in  the 
offi.ce  of  the  agent  at  Jackson,  Tenn.,  spent 
the  week-end  in  Memphis. 

A.  T.  Franklin,  pensioned  assistant  master 
mechanic,  was  called  recently  to  Corsicana, 
Texas,  by  the  serious  illness  of  his  brother. 

Jackson  shop  employes  wish  to  extend 
sympathy  to  their  agent,  F.  B.  Wilkinson, 
in  the  death  of  his  mother  on  March  26. 

Agent  W.  N.  Woggoner  has  made  sev- 
eral trips  on  the  Dyersburg  district  in  the 
interest  of  "No  Exception"  month,  and  re- 
ports success. 

Chief  Clerk  Walker  of  Dyersburg  was 
called  to  St.  Louis  recently  by  the  illness 
of  his  sister. 

Dave  Ligon  of  the  superintendent's  office, 
Fulton,  visited  in  Dyersburg,  April  19. 

The  superintendent's  office  force  is  glad 
to  welcome  Ulric  Jones,  a  lately  returned 
soldier. 

We  must  report  the  death  of  Henry  Estes, 


One  Hundred  Eight 


ILLINOIS      CENTRAL      MAGAZINE 


May  1921 


porter,  in  the  office  of  Master  Mechanic 
Grimes,  Jackson,  Tenn.  Henry  had  been  a 
faithful  employe  of  the  company  for  twenty- 
five  years,  and  the  many  floral  designs 
proved  the  high  esteem  in  which  he  was 
held  by  both  white  and  negro  employes. 

Baggage  Clerk  Bruce  Johnson  of  Dyers- 
burg  was  a  visitor  in  Water  Valley,  Miss., 
April  3. 

The  motion  pictures  put  on  at  Jackson 
shops  by  the  Chicago  Railway  Equipment 
Co.  proved  both  interesting  and  instructive. 


INDIANA  DIVISION 
Superintendent's  Office,  Mattoon,  I1L 

Our  genial  friend,  Harry  Sumner,  is  smil- 
ing among  us  again,  for  a  while,  at  least. 

Superintendent  Roth  has  been  busy  with 
meetings.  On  April  9  one  of  large  attend- 
ance and  "big  enthusiasm"  was  held  con- 
cerning exceptions.  We're  bound  to  make 
it  100  per  cent.  It  Must  Be  Done! 

A  safety  meeting  was  held  in  the  super- 
intendent's office  on  April  11  with  the  usual 
good  attendance. 

Trainmaster  Keene  and  family  pleasantly 
surprised  Mr.  Keene's  mother  with  a  few 
days'  visit  at  his  old  home  this  month. 

Messenger  Richard  Brown,  better  known 
as  "Brownie,"  has  accepted  the  position  of 
file  clerk  in  the  superintendent's  office  in 
place  of  Mrs.  Laverne  Mitchell. 

Included  in  Miss  Lillian  Walker's  audience 
at  Champaign  one  evening  recently  were 
some  of  our  force.  Mrs.  Lou  Osborne  Mor- 
ris, Misses  Florence  McShane,  Norienne 
Quinn  and  Cora  Tiffany. 

Our  assistant  chief  clerk  is  deserting  our 
ranks  to  become  a  "farmer"  up  in  Wiscon- 
sin. Best  of  luck  to  you,  Earl,  and  raise 
lots  of  good  things — our  vacations  are  near 
at  hand. 


Agent's  Office,  Indianapolis,  Ind. 

F.  B.  Sherwood  visited  the  local  office  re- 
cently with  a  view  to  re-establishing  the  re- 
vising bureau,  which  will  be  welcomed  very 
much  by  Indianapolis  station  and  the  In- 
diana division. 

M.  Dorsey,  agent  at  Mattoon,  recently 
made  his  first  visit  to  Indianapolis  since  this 
part  of  the  line  has  been  in  operation. 

Archy  Buckton,  of  Mattoon,  has  taken  a 


position  in  the  general  foreman's  office, 
C.  R.  Woods  (former  chief  clerk  for  Mr. 
Loughery)  leaving  to  take  up  work  in  Mr. 
Bell's  office  at  Mattoon. 

Miss  Ida  Pollock  spent  the  week-end  re- 
cently with  relatives  in  Cincinnati. 

H.  C.  Noel,  formerly  of  Bloomfield,  Ind., 
has  received  a  promotion  at  the  Indianapo- 
lis local  office,  where  he  is  now  employed. 

Our  supervisor  of  fire  prevention,  Mr. 
Hurd,  recently  paid  us  his  frequent  visit 
and  his  usual  compliment  that  we  are  in 
first-class  shape. 


Agent's    Office,    Bloomington,    Ind. 

C.  R.  Pleasants,  agent,  was  in  Indianapo- 
lis April  8. 

Miss  Eugenia  Pleasants,  daughter  of 
Agent  Pleasants,  has  returned  to  her  school 
at  Greensburg,  Pa.,  after  spending  the  spring 
vacation  with  home  folks. 

Dehzil  Languell,  bill  clerk  in  our  local 
freight  office,  spent  Sunday,  April  3,  visiting 
friends  in  Indianapolis. 

Warren  Eller,  clerk  in  our  local  freight 
office,  spent  Sunday,  April  10,  in  Decatur, 
111.,  visiting  friends. 

C.  J.  Walker,  supervising  agent,  called  on 
us  April  5. 

Trainmaster  E.  N.  Vane  was  with  us  April 
2.  He  was  accompanied  by  Mrs.  Vane,  who 
spent  the  day  with  Mrs.  Pleasants. 

Verne  Morse,  freight  house  foreman,  and 
Agent  Pleasants  were  in  Mattoon,  111.,  April 
9  to  attend  a  meeting. 

Miss  Maggie  Lanum,  claim  clerk  in  our 
local  freight  office,  spent  Sunday,  April  10, 
visiting  friends  at  Bedford,  Ind. 

Robert  Eller,  clerk,  spent  Sunday,  April 
10,  in  Indianapolis. 

G.  E.  Patterson,  general  superintendent, 
and  H.  J.  Roth,  superintendent,  passed  over 
the  district  April  14,  in  the  general  superin- 
tendent's car. 

Mattoon  Shops 

Blacksmith  Foreman  C.  T.  Miller  recently 
visited  French  Lick  Springs. 

C.  R.  Plummer,  chief  accountant,  and 
J.  L.  Warren,  assistant  chief  accountant,  and 
their  wives,  were  in  Chicago  recently,  where 
Mr.  Plummer  and  Mr.  Warren  attended  an 
accountants'  meeting. 


May   1921 


ILLINOIS      CENTRAL      MAGAZINE 


One  Hundred  Nine 


Palestine  Shops 

Engineer  F.  H.  Chambers  has  a^thirty 
days'  leave  of  absence,  which  he  is  spending 
in  Little  Rock  and  Hot  Springs,  Ark.  Mrs. 
Chambers  is  acompanying  him. 

The  Illinois  Central  was  well  represented 
at  the  recent  election,  Engineer  C.  S.  Clay- 
ton having  been  elected  mayor,  while  Engi- 
neer B.  Bruner  and  Caller  M.  Thompson 
were  elected  aldermen. 

General  Foreman  Smith  recently  spent 
a  few  days  in  East  St.  Louis. 


DINING  CAR  DEPARTMENT 

Reduction  of  crews  has  taken  place. 

Steward  L.  B.  Frame  took  a  trip  off  re- 
cently to  be  initiated  into  the  Knights  Tem- 
plar. 

H.  E.  Holt,  inspector,  and  H.  S.  Holt,  as- 
sistant commissary  storekeeper,  spent  Sun- 
day, May  1,  in  St.  Louis,  celebrating  the 
eightieth  birthday  of  Grandmother  Holt. 

Steward  George  McCullough  has  been  so- 
journing in  New  Jersey  recently.  He  was 
called  east  by  the  illness  of  his  wife,  who  is 
now  convalescing.  George  will  resume  his 
place  as  steward  on  the  New  Orleans 
Limited  in  a  few  days. 

Teamster  Albert  Ballard  has  gone  to  the 
hospital,  suffering  from  an  attack  of  appen- 
dicitis. He  passed  the  operation  nicely,  and 
is  on  the  road  to  recovery. 

Four  antiquated  body  ironers  operated  by 
gas  have  been  replaced  by  two  tandem  steam 
presses,  allowing  the  laundry  to  turn  out 
700  coats  daily  with  three  girls,  whereas  it 
formerly  took  four  girls  to  turn  out  550. 

Former  Steward  Axel  Enquist  has  ac- 
cepted the  position  of  platform  man  for  this 
department.  Mr.  Enquist,  who  has  been  in 
the  service  for  four  years,  is  always  on  the 
job  promptly,  notwithstanding  the  fact  that 
his  residence  is  in  Wheaton,  111.  He  con- 
templates moving  to  Chicago  soon,  having 
sold  his  home  recently. 

W.  A.  Aylesworth  has  returned  to  this 
department  after  an  absence  of  two  years. 
He  was  formerly  a  steward  on  the  New  Or- 
leans run,  and  has  accepted  a  similar  posi- 
tion on  the  Daylight  Special.  They  all  come 
back,  especially  to  the  I.  C.,  where  good 
treatment  and  good  service  go  hand  in  hand. 
Mr.  Aylesworth  is  in  Steward  H.  B. 


Goldthwaite's   place,    Mr.    Goldthwaite   hav- 
ing a  severe  case  of  the  gout 

Mack  Harrison,  manager  of  the  news 
stand  at  Memphis,  announces  the  arrival 
April  20  of  a  boy,  Forrest  Marion.  Com- 
missary Accountant  Koester  came  a  close 
second  with  a  charming  daughter  on  the 
21st. 

P.  E.  Utterback  has  tendered  his  resigna- 
tion as  manager  of  the  Champaign  Eating 
House,  to  take  effect  May  1.  Mr.  Utter- 
back  has  been  with  the  Illinois  Central  for 
three  years  as  steward  and  restaurant  man- 
ager. He  has  accepted  the  management  of 
the  Elks'  Club  at  Champaign.  Miss  Mary 
Clowry,  who  has  been  night  waitress1  for 
several  years,  has  been  promoted  manager. 

Steward  J.  E.  Foley  and  crew  were  as- 
signed to  render  dining  car  service  on  the 
"Governor's  Special"  on  April  14,  when  Gov- 
ernor and  Mrs.  Small,  accompanied  by  fifty- 
one  legislators,  left  Springfield  for  Rockford, 
enroute  to  points  in  Southern  Wisconsin, 
where  good  roads  were  investigated  by  the 
the  committee  designated  to  solve  the  prob- 
lems of  concrete  road  construction  in  Illi- 
nois. Under  the  direction  of  Inspector  C. 
A.  Castle,  the  dining  car  service  was  pro- 
nounced 100  per  cent  perfect  by  the  patrons. 
Many  complimentary  remarks  were  passed 
regarding  food,  service  and  floral  decora- 
tions. 

Mr."  Elliott's  friends  will  be  glad  to  know 
that  he  is  improving  wonderfully,  in  Los 
Angeles.  He  writes  that  up  to  date  (a  mat- 
ter of  about  six  weeks),  he  has  actually 
gained  fifteen  pounds,  and  feels  like  a  new 
man.  He  is  still  taking  things  easy  and  sun- 
ning himself.  His  wife  and  son  are  with 
him. 


ROAD    DEPARTMENT,    CHICAGO 

O.  M.  Kaplan,  chief  clerk  to  the  signal 
supervisor  and  B.  &  B.  supervisor,  has  been 
in  the  hospital  at  57th  Street  for  several 
days,  undergoing  an  operation  on  his  nose. 

K.  B.  Thrasher,  instrument  man  in  Mr. 
Porter's  office,  is  sporting  a  new  pair  of 
glasses. 

Our  office  boy,  Gardner,  is  becoming  quite 
a  chainman  in  the  engineering  force,  and  ;s 
looking  forward  to  promotion  as  rodman 
soon. 


One  Hundred  Ten 


ILLINOIS      CENTRAL     MAGAZINE 


May    1921 


PURCHASING  DEPARTMENT 
Stories  of  beautiful  California  have  lured 
one  of  our  most  faithful  office  associates, 
Miss  Nina  J.  Berger,  for  a  two  months'  trip 
through  that  region.  Most  of  her  time  will 
be  taken  up  sight  seeing  in  Los  Angeles, 
but  she  hopes  her  friends  will  spare  her 
time  also  to  visit  Hollywood.  Miss  Nina 
has  been  a  faithful  employe  for  seven  years 
and  her  friends  in  the  purchasing  depart- 
ment wish  her  all  the  pleasure  possible  for 
every  day  of  her  visit. 


B.  OF  R.  T. 

The  wives  and  women  relatives  of  B.  of 
R.  T.  members  of  No.  341  and  No.  60  or- 
ganized a  women's  auxiliary  to  be  known 
as  Silver  Star  Lodge  No.  696  at  Dubuque, 
Iowa,  on  April  1  and  2  with  a  charter  mem- 
bership of  forty-four.  Thirty-two  members 
of  Sunshine  lodge  of  Waterloo  attended  and 
assisted  with  the  ceremonies,  which  were 
held  in  Eagles'  Hall.  The  following  offi- 
cers were  elected:  Worthy  president,  Clara 
Graham;  vice-president,  Pearl  Savin;  past 
president,  Mae  Cooper;  secretary,  Frances 
Smith;  treasurer,  Marie  Tanner;  chaplain, 
Minnie  Muir;  conductress,  Virginia  Larson; 
warden,  Elizabeth  Schildman;  inner  guard, 
Ethel  Hayes;  outer  guard,  Lillian  Hanley 
musician,  Margaret  Deyo;  counselor,  Broth- 
er Michael  Lavin;  editress,  Tenie  McLaugh- 
lin.  The  new  lodge  will  hold  its  meetings  on 
the  first  Tuesday  afternoon  and  third 
Thursday  evening  of  each  month  at  Eagles' 
Hall. 


WISCONSIN  DIVISION 
Headquarters,  Freeport,  111. 

Mrs.  Mabel  Lordan,  stenographer  to  the 
chief  clerk,  is  confined  to  her  home,  having 
undergone  a  serious  operation.  Reports  are 
that  she  is  doing  very  nicely. 

The. Illinois  Central  offices  are  anxiously 
awaiting  the  close  of  the  Beauty  Contest 
now  running  in  the  Chicago  Tribune  f  as 
Miss  Isabel  Gugger,  accountant,  has  sent  in 
her  photograph. 

Clarence  Winning  and  Walter  Tappe, 
clerks  in  the  freight  office,  have  accepted 
positions  in  the  accounting  department,  su- 
perintendent's office. 

Miss    Theresa    Johnson    has    accepted    a 


position  as  temporary  stenographer  during 
the  absence  of  Mrs.  Mabel  Lordan. 

G.  S.  Rought,  trainmaster  on  the  Freeport 
district,  who  has  .been  in  the  service  of  the 
Illinois  Central  for  thirty-one  years  and 
who  has  never  been  off  of  the  Illinois  Cen- 
tral rails,  is  contemplating  a  deferred  honey- 
moon for  himself  and  Mrs.  Rought  to 
places  of  interest  in  California  and  other 
western  points.  He  expects  to  be  gone  for 
about  a  month. 

Miss  Honor  Thro,  stenographer  in  the 
road  department,  spent  the  week-end  in 
Madison,  visiting  friends. 

H.  A.  Lichtenberger  has  accepted  the 
position  of  assistant  chief  accountant. 

W.  W.  Wilkinson  of  the  accounting  de- 
partment has  been  granted  a  30-day  leave 
of  absence. 

Miss  Frances  Lavelle,  of  the  accounting 
department,  and  Miss  Marguerite  Doyle, 
trainmaster's  clerk,  contemplate  taking  a 
trip  to  Minneapolis  to  visit  friends. 


Freeport  Freight  Office 

The  Freeport  Traffic  Club  held  its  first 
meeting  at  the  City  Hall  Friday  evening, 
April  15.  The  following  officers  were 
elected:  President,  C.  H.  Credicott,  man- 
ager, Freeport  Produce  Co.;  secretary,  B.  J. 
Sanford,  traffic  manager,  Stephens  Motor 
works;  treasurer,  J.  O.  Owens,  agent,  C.  & 
N.  W.  R.  R.;  chairman  of  membership  com- 
mittee, J.  J.  Reilly,  agent,  I.  C.  R.  R.  The 
club  has  a  membership  of  forty-six.  The 
purpose  is  to  get  together  on  matters  per- 
taining to  traffic  and  also  to  see  that  goods 
are  packed  and  marked  correctly  to  do  away 
with  unnecessary  claims. 

Supervising  Agent  J.  F.  Riordon  checked 
Freeport  station.  Everything  checked  100 
per  cent. 

Supervising  Agent  B.  L.  Borden,  of  the 
Minnesota  division,  visited  Freeport  station, 
April  18. 

Much  interest  is  being  manifested  in  the 
"No  Exception"  drive  which  starts  May  1, 
and  we  hope  to  be  able  to  obtain  100  per 
cent. 

Miss  Joan  Peck,  abstract  clerk,  has  been 
home  ill  for  the  last  few  days,  but  she  is 
back  on  the  job  again. 

Walter  Tappe,  clerk,  who  has  been  trans- 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE         One  Hundred  Eleven 


ferred  to  the  accounting  department,  was 
also  recently  elected  alderman  of  the  fourth 
ward.  As  yet  we  have  failed  to  see  the 
cigars  or  candy. 

Earl  Green  has  accepted  the  J.  M.  Daly 
position.  He  formerly  worked  at  Wallace 
yard  as  checker. 

Miss  Irene  Keister,  stenographer,  visited 
in  Chicago  for  a  few  days.  The  State  Bank 
Building  doesn't  look  so  tall  now. 


Rockford  Freight  Office 

In  the  "No  Exception"  campaign  to  be 
launched  for  May,  it  may  be  well  -to  men- 
tion what  Rockford  has  been  doing  along 
this  line  for  the  past  six  months.  Every 
day  has  been  a  "No  Exception"  day,  and 
both  the  freight  department  and  billing  de- 
partment have  worked  unceasingly  toward 
that  end.  As  reports  from  Mr.  Richmond, 
superintendent  of  transfers  and  stations,  are 
received,  bulletins  are  compiled  at  once  and 
posted,  showing  Rockford's  standing  and 
also  comparisons  with  other  stations.  A 
spirit  of  pride  and  of  competition  has  sprung 
up  in  addition  to  the  loyalty  and  the  desire 
to  perform  work  well'.  Rockford  is  enter- 
ing for  first  place  in  the  campaign  for  May. 

On  April  18  a  number  of  our  boys  at- 
tended a  banquet  served  by  the  Rockford 
Traffic  Club  of  which  they  are  members. 

John  Gutzwiller,  warehouseman,  will  leave 
soon  for  western  South  Dakota. 

Signalman  Howard  Young  sustained  pain- 
ful injuries  recently  when  the  radiator  of  his 
automobile  blew  up. 

Vern  Lawson,  who  spent  a  day  at  Chi- 
cago, viewed  the  big  snowstorm  from  a 
point  of  vantage,  at  Grant  Park. 

Employes  at  Rockford  freight  house  are 
contemplating  organizing  a  cornet  band. 
There  is  dissension,  however,  as  each  mem- 
ber insists  upon  .being  appointed  leader. 

Strange  .how  the  average  railroad  man 
longs  to  raise  chickens  as  a  means  of  get- 
ting rich  quick!  About  half  of  Rockford's 
Illinois  Central  employes  are  getting  into 
the  poultry  game  this  spring  as  a  side  line 
or  as  a  pastime.  The  market  should  be 
swamped  with  eggs  and  chickens  later  on. 

Elmer  Gruber,  checker,  visited  his  par- 
ents at  Oregon,  111.,  recently. 


Minonk  Freight  Office 

A  rather  peculiar  incident  recently  was  in 
our  delivering  to  the  Santa  Fe  on  April.  15 
a  car  A.  T.  &  S.  F.  21117  and  on  the  same 
date  their  delivering  to  us  car  I.  C.  21117. 

The  local  fans'  basketball  team  just  fin- 
ished a  most  successful  season.  They 
played  thirty  games,  winning  twenty-five, 
played  the  strongest  independent  teams  in 
the  state,  and  closed  the  season  with  two 
games  against  Bloomington's  crack  all-star 
team.  The  two  Hoffman  brothers  and 
Devon  are  employed  in  the  local-  freight 
office,  and  Illinois  Central  employes  are 
much  interested  in  the  team. 

It  has  become  a  regular  thing  for  the 
local  newspapers  to  give  the  Illinois  Cen- 
tral "favorable  mention"  on  the  first-class 
condition  in  which  the  station  grounds  and 
yards  are  kept  up.  Foreman  Roath  cer- 
tainly has  brought  about  a  decided  im- 
provement. 

The  egg  season  is  at  its  height.  The  Illi- 
nois Central  is  securing  all  of  this  business, 
and  furthermore  we  expect  to  hold  it. 

Warehouseman  Green  has  just  moved  to 
the  north  part 'of  town. 


An  April  Scene   at  Frecport 


On  e  Hundred  Twelve        ILLINOIS       CENTRAL       MAGAZINE 


May  1921 


Local  Agent  Kelly  was  elected  city  treas- 
urer in  a  red  hot  election  April  19,  at  which 
time  Mayor  Simater  was  re-elected.  The 
fight  was  on  mayor. 

During  the  business  depression  the  coal 
chutes  are  working  but  one  shift. 

Mr.  Hanley,  Mr.  Jurgenson  and  several 
others  from  the  water  department  have 
been  working  in  this  territory  the  past  few 
weeks  trying  to  locate  or  figure  out  where 
a  water  supply  can  be  obtained.  The  well 
which  was  drilled  near  the  coal  chutes  is 
proving  unsatisfactory  in  that  the  water  is 
a  very  poor  quality  for  engine  use. 


Freeport   Shops 

One  of  the  worst  April  snow  storms  in 
the  last  forty  years  visited  us  on  Friday 
night  and  Saturday,  April  15  and  16,  com- 
pletely blocking  traffic  around  Freeport  and 
making  it  necessary  to  use  snow  plows  on 


•-'iiiiiiiiiini 


:    :    :    r    c    I    (    [    I    I    i    i 


Loyalty 

We  are  now  undergoing  a  period 
of  reconstruction  on  this,  as  well  as 
all  other  railroads  in  the  United 
States,  and  .if  loyalty  to  your  em- 
ployer was  ever  necessary,  now  is 
the  time. 

Instead  of  trying  to  find  all  weak 
places  in  railway  operation  and 
complain  about  them,  let  us  find 
these  weak  places  and  by  loyalty 
fix  them,  thus  showing  our  em- 
ployer that  we  are  striving  to  make 
this  railroad  the  biggest  and  best 
one  in  the  country. 

Finally,  let  us  believe  in  the  uni- 
versality of  the  Golden  Rule:    "All  ' 
things    whatsoever   ye    would    that 
men  should  do  unto  you,  do  ye  even 
so  unto  them." 

I  contend  that  if  we  follow  this 
rule  we  are  bound  by  loyalty  to  each 
other,  the  reconstruction  period  will 
be  safely  passed  and  we  will  remain 
one  big  loyal  family,  all  working 
for  one  another's  good. — B.  RUN- 
NALLS,  Agent,  Carbondale,  111. 


all  the  lines  out  of  Freeport.  Engine  1134 
reached  Freeport  from  Chicago  with  No. 
27  on  April  16,  six  hours  late  and  covered 
with  snow. 

On  Thursday  evening,  April  7,  the  clerks 
in  the  master  mechanic's  office  at  Freeport 
gave  a  6  o'clock  dinner  in  honor  of  Mis? 
•Esther  Powell,  who  is  to  be  married  on 
May  14  to  Merril  C.  Hoefer  of  Chicago. 
Miss  Powell  resigned  Saturday,  April  9,  and 
in  the  afternoon  the  foremen  and  clerks 
in  the  mechanical  department  presented  her 
with  an  electric  percolator.  With  it  went 
the  best  wishes  of  the  entire  force.  We  are 
all  contemplating  a  visit  to  Mr.  and  Mrs. 
Hoefer  this  summer  at  their  home  in  Chi- 
cago and  expect  to  try  out  the  merits  of  the 
new  percolator. 

The  official  photographer  of  the  mechani- 
cal department  took  a  photograph  of  Di- 
vision Storekeeper  F.  L.  Rhynders,  his  ac- 
countant, E.  Lawless,  and  stenographer,  k. 
Thompson  in  their  office  at  Freeport  shops 
Here  it  is. 


IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIIIIIIIMIIIIIIIItllllllllllllllllllllU 

That  "Miss."  Part  Makes  It 
Perfect 

Quotation  Clerk  O'Dell  has  a  way 
all  his  own  when  telephoning.  He 
was  overheard  the  other  day  talking 
to  "Sarah,"  "Maud"  and  "Lula."  The 
chief  clerk  cautioned  him  about  talk- 
ing to  the  ladies  during  office  hours, 
but  upon  looking  into  the  matter 
further  it  was  discovered  that  he  was 
in  conversation  with  the  agents  at 
Sarah,  Maud,  and  Lula,  Miss. — News 
Item  from  the  offices  at  Memphis, 
Tenn. 


lUinillllllllllllllllllXIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIUIIHIIlNIN.minMnni:         •r-IHIIIIHl..!..!..!!.!,.!!,,,,,,,,,,.,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,! 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE     One  Hundred  Thirteen 


Talks  on   Transportation 

(Continued  from  Page   10) 

The  Sherman  Anti-Trust  Law,  enacted  in 
1890,  was  held  by  the  Supreme  Court  in  the 
Trans-Missouri  and  the  Joint  Traffic  Associ- 
ation cases  to  apply  to  traffic  associations  or- 
ganized by  the  railroads  for  the  purpose  of 
stabilizing  rates. 

In  many  states  somewhat  similar  laws 
were  enforced  to  prevent  consolidations  of 
railroads  and  to  subject  these  companies  to 
enormous  penalties  based  on  the  theory  that 
they  should  be  artifically  forced  to  compete. 
It  requires  no  careful  thinking  to  reach  the 
immediate  conclusion  that  there  can  be  no 
consistency  in  the  application  of  anti-monop- 
oly statutes  to  public  service  corporations 
whose  rates  are  under  the  control  of  public 
authority,  and  who  are  not  permitted  to  bid 
for  business  by  making  rates  on  a  competi- 
tive basis. 

While  the  railroads  were  struggling  with 
this  mass  of  hostile  restrictive  legislation, 
whereby  their  income  was  held  down  ac- 
cording to  the  whim  or  fancy  of  uninformed 
legislative  bodies,  there  was  going  on  in  the 
field  of  labor  the  formation  of  those  powerful 
instrumentalities  which  we  call  labor  unions, 
pressing  on  steadily  to  a  form  of  organiza- 
tion which  would  be  too  powerful  for  the 
railroads  to  resist.  The  ideal  of  the  leaders 
of  these  unions  seems  to  be  the  bringing 
about  of  what  is  essentially  the  nationaliza- 
tion of  the  railroads  by  adopting  as  far  as 
possible  uniform  rules  and  regulations,  as 
well  as  a  uniform  schedule  of  wages. 

Regulated  Revenue,  Not  Expenses 

These  bodies,  not  given  express  official 
recognition  until  the  passage  of  the  Adam- 
son  Law  in  1916  and  the  Clayton  Anti-Trust 
Act  a  little  earlier,  were  yet  powerful  forces 
tending  always  to  increase  the  expense  of 
the  railways,  so  that  for  a  considerable  time 
prior  to  our  entry  into  the  European  War 
we  had  the  curious  and  anomalous  situation 
of  having  the  revenue  of  the  railroads  regu- 
lated by  law,  while  their  expenses  were  not 
in  any  way  regulated.  In  other  words,  the 
income  was  restricted  by  rate-regulating 


bodies,  and  the  out-go  was  subject  to  attack 
from  forces  which  were  becoming  increas- 
ingly powerful  and  aggressive.  As  indi- 
cated, the  situation  was  rendered  all  the 
more  difficult  and  embarassing  by  reason  of 
the  provisions  in  the  law  prohibiting  .co-op- 
erative effort.  These  and  other  difficulties 
with  which  the  public  has  become  familiar 
are  responsible  for  what  is  commonly  known 
as  "The  Railroad  Problem,"  which  rffight 
properly  be  characterized  as  "The  Crisis  in 
Railroad  Affairs,"  which  pressed  upon  the 
attention  of  public  men  and  financiers  prior 
to  the  stress  of  war. 

Prior  to  1918  we  had  reached  a  condition 
which  served  to  convince  many  thoughtful 
students  of  the  question  that  something 
would  have  to  be  done  to  strengthen  and 
improve  railroad  credit  as  to  permit  the  ac- 
quisition of  larger  facilities  in  order  to  care 
for  the  expanding  commerce  of  the  country. 

Not  a  Breakdown  in  1917 

This  meant  of  course  the  acquisition  of 
tremendous  quantities  of  new  capital.  It 
meant,  however,  something  even  more  funda- 
mental. Confidence  must  be  restored  in  the 
value  of  railroad  securities  as  a  medium  for 
investment,  not  merely  on  the  part  of  cap- 
tains of  industry,  and  of  financial  interests 
with  immense  sums  to  invest,  but  confidence 
must  be  restored  on  the  part  of  the  small  in- 
vestor, the  ordinary  citizon  with  limited 
means  but  with  some  desire  to  secure  safe 
and  sound  investments  which  could  be  left 
to  take  care  of  themselves,  and  which  might 
be  left  by  the  investors  as  heritages  to  their 
children.  Everywhere  the  soundness  of  in- 
surance companies  and  savings  banks  and 
trust  companies  who  had  invested  large  sums 
in  these  railroad  securities  was  being  shaken 
or  questioned  by  the  lack  of  confidence  in 
railroad  securities,  due  largely  to  these  vari- 
ous sources  of  attack. 

It  is  the  usual  thing  to  state  that  the  rail- 
road transportation  systems  of  the  country 
had  broken  down  late  in  the  autumn  of  1917, 
so  that  it  was  necessary  to  take  over  the 
railroads  by  the  government  in  order  that 
they  might  be  operated  so  efficiently  as  to 
do  their  part  in  winning  the  war.  This  state- 
ment, cannot  be  taken  at  its  full  value,  since 
the  real  difficulty  at  the  time  grew  out  of 


One  Hundred  Fourteen    ILLINOIS       CENTRAL       MAGAZINE 


May   1921 


the  fact  that  the  railroads  were  required  by 
the  necessities  of  the  situation  to  act  in  uni- 
son and  to  function  co-operatively,  while  at 
the'  same  time  they  were  prohibited  by  law 
from  doing  the  only  thing  which  could  save 
the  situation. 

Undoubtedly  there  was  necessity  for  pref- 
erential movement  of  certain  commerce,  but 
the  law  did  not  permit  these  common  car- 
riers to  discriminate  among  different  classes 
of  traffic,  and  it  subjected  any  railroad  that 
denied  equal  treatment  to  the  payment  of 
heavy  damages.  The  necessities  of  the  situ- 
ation made  it  important  that  some  arrange- 
ment should  be  made  which  should  be  tanta- 
mount to  the  pooling  of  earnings,  so  that 
one  railroad  might  surrender  its  traffic  to  an- 
other which  could  more  efficiently  transport 
it  without  loss  of  revenue;  but  a  specific  pro- 
vision of  law  prohibited  this  from  being  done. 
It  was  doubtless  important  that  there 
should  be  a  common  use  of  terminals,  but 
the  carriers  hesitated  to  enter  into  an  ar- 
rangement of  this  kind  for  fear  that  they 
would  suffer  penalties  under  state  and  federal 
anti-trust  laws.  In  whatever  direction  the 
railroad  executives  turned  in  their  efforts  to 
do  something  constructive  to  handle  the  com- 
merce of  the  country  in  accordance  with  the 
war  needs  of  the.  nation,  they  were  met  by 
rigid  and  illogical  laws  which  had  been 
passed  to  remedy  some  real  or  fancied 
wrong. 

Indictment  of  Public  Policy 
I  am  not  questioning  the  wisdom  of  tak- 
ing over  the  railroads  by  the  government, 
but  I  do  say  with  confidence  that  the  taking 
over  of  the  railroads  by  the  government  was 
an  indictment,  not  of  the  railroad  officials 
who  were  handling  the  properties,  but  an  in- 
dictment of  the  unwisdom  of  legislation  and 
of  the  public  policy  manifested  thereby  which 
prevented  the  railroads  from  operating  as  a 
unit  at  a  time  when  such  unified  operation 
was  necessary  to  the  very  life  of  the  natron. 
Of  course,  government  control  permitted 
this  unified  operation,  and  I  do  not  think  it 
can  be  said  that  government  control  was 
otherwise  than  successful  during  the  extreme 
period  extending  from  January  1,  1918,  to 
November  11,  1918,  which  was  the  era  of  in- 
tense military  activity. 

That  was  a  time  when  every  energy  of  the 


United  States,  all  its  man  power,  all  its  re- 
sources, all  its  store  of  patriotism,  all  its 
wealth  of  sentiment  and  feeling,  all  its  power 
of  will,  were  being  steadily  and  consistently 
exerted  toward  the  accomplishment  of  a  sin- 
gle purpose — the  overthrow  of  the  forces  of 
aggression  and  of  evil.  At  that  time  every 
private  interest  was  subserved  to  the  public 
good,  or  at  least  should  have  been.  The  rail- 
roads, important  instrumentalities  in  the  con- 
duct of  the  industrial  life  of  the  nation,  were 
dedicated,  set  apart  and  indeed  consecrated 
to  the  task  of  winning  the  war. 

Results  of  Federal  Control 
Federal  control  was  protracted  beyond  the 
armistice  by  the  necessity  of  retaining  the 
roads  until  helpful  and  constructive  legisla- 
tion could  be  enacted,  under  which  it  was 
hoped  and  believed  that  they  would  survive 
and  continue  upon  some  basis  which  would 
strengthen  railroad  credit  and  establish  the 
securities  of  the  carriers  as  desirable  media 
for  investment.  The  country  generally  is 
familiar  with  the  protracted  hearings  which 
were  had  by  committees  of  Congress  during 
the  year  1919,  culminating  in  that  piece  of 
legislation  which  we  call  the  "Transporta- 
tion Act." 

It  is  no  part  of  my  purpose  to  discuss  that 
act  in  all  its  details,  nor  to  give  my  personal 
opinion  as  to  the  merits  of  the  things  in  the 
act  which  are  new.  I  am  concerned  here 
rather  with  a  plain  statement  of  the  condi- 
tion in  which  the  roads  found  themselves  at 
the  end  of  federal  control,  a  condition  due 
partly  to  the  policy  pursued  by  the  govern- 
ment during  federal  control,  and  partly  to 
certain  natural  causes  and  forces  .which  op- 
erated during  the  war  period. 

For  reasons  which  were  no  doubt  satisfac- 
tory to  the  director  general,  it  was  con- 
ceived to  be  helpful  to  the  general  cause  that 
the  management  of  the  railroad  properties 
should  be  taken  out  of  the  hands  of  their 
owners  and  their  direct  representatives,  the 
boards  of  directors,  and  vested  in  experi- 
enced railroad  men  who  were  responsible 
only  to  the  federal  administration.  There 
would  seem  to  be  no  reason  to  think  that 
purely  from  the  viewpoint  of  operating  ef- 
ficiency this  change  resulted  badly  since, 
with  rare  exceptions,  the  property  of  each 
of  the  railroads  was  left  under  the  direct  con- 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE       One  Hundred  Fifteen 


trol  of  men  most  familiar  with  its  operation 
and  most  interested  in  its  success. 

Here  and  there  have  been  heard  what  has 
always  seemed  to  me  idle  and  childish  com- 
plaints against  this  course,  it  having  been 
suggested  in  certain  irresponsible  quarters 
that  the  railroad  properties  should  have  been 
turned  over  to  men  who  had  no  experience 
in  their  operation  and  were  unfamiliar  with 
the  peculiarities  of  each  system,  but  who 
were  theoretical  advocatess  of  government 
operation  and  control.  I  do  not  .think,  how- 
ever, that  any  serious  body  of  opinion  can 
be  found  to  advocate  a  plan  so  illogical  and 
absurd.  But  I  think  I  am  justified  in  say- 
ing that  there  was  a  positive  harmful  result 
in  many  cases  coming  about  by  severing  the 
close  relations  between  the  properties  and 
those  who  owned  them. 

Hard  to  Watch  Maintenance 
While  the  Railroad  Administration  gave 
opportunity  to  those  whose  money  had  built 
the  railroads  and  who  owned  them  to  make 
frequent  inspections  of  the  properties,  yet  in 
the  nature  of  things  these  managing  direc- 
tors and  owners  were  out  of  touch  with  the 
conditions  of  the  properties,  and  what  was 
going  on  affecting  their  value.  Particularly 
in  the  matter  of  maintenance,  both  of  road 
and  structures  and  equipment,  was  it  impos- 
sible for  those  men  interested  in  the  proper- 
ties to  make  sure  that  adequate  measures 
were  being  taken  to  keep  the  properties  in 
proper  running  order  and  repair. 

Furthermore,  during  the  exigencies  of  the 
war,  when  every  energy  was  being  exerted  to 
moving  traffic,  indispensable  to  the  conduct 
of  the  huje  military  enterprise  in  which  we 
were  engaged,  it  was  difficult  to  maintain 
road  and  equipment  in  a  condition  of  normal 
repair.  This  is  shown  clearly  by  the  fact  that 
while  the  Railroad  Administration  moved 
an  enormous  volume  of  business. in  1918,  a 
volume  of  business  which  up  to  that  time 
was  without  precedent,  and  which  has  been 
exceeded  only  through  the  herculean  efforts 
of  the  railroad  companies  in  1920,  and  while 
the  volume  of  business  was  very  great  in 
1919  relatively,  there  was  added  to  the  equip- 
ment of  the  railroads  of  the  country  only  one 
hundred  thousand  new  freight  cars  during 
the  period  of  federal  control,  whereas,  based 
on  the  experience  of  the  carriers  to  that 


time,  there  should  have  been  added  one  hun- 
dred thousand  freight  cars  annually  to  the 
equipment  of  American  railroads. 

This  can  only  be  explained  by  the  fact 
that  many  cars  which  should  have  been  re- 
tired on  account  of  defective  condition,  and 
which  normally  and  ordinarily  would  have 
been  subjected  to  this  process,  were  kept 
in  service  during  the  years  1918  and  1919, 
partly  because  of  the  prime  need  of  the 
equipment,  and  partly  because  the  Railroad 
Administration  was  struggling  with  enorm- 
ous deficits,  which  were  being  made  the 
subject  of  public  criticism. 

Equipment  in  Poor  Condition 

Whatever  may  be  the  cause  the  fact  re- 
mains conceded  by  practically  everyone  fa- 
miliar with  the  facts  that  the  equipment  of 
the  carriers  was  in  subnormal  condition 
when  on  March  1,  1920,  the  railroads  were 
restored  to  their  owners.  The  condition  of 
;quipment  and  to  some  extent  the  condition 
of  road  structures  have  been  made  the  sub- 
ject of  claims  against  the  Railroad  Adminis- 
tration which  await  adjudication  and  adjust- 
ment. But  perhaps  the  most  serious  injury 
which  was  done  to  these  railroad  properties 
and  their  managements  during  federal  con- 
trol was  the  issuance  of  comprehensive  or- 
ders by  the  Railroad  Administration  fasten- 
ing upon  the  railroads  of  the  country  the  so- 
called  national  agreements,  governing  the 


Business  and  Pleasure 

North  and  South,  East  and  West, 
employes  of  the  Illinois  Central  Sys- 
tern  are  seeking  business  for  the 
company.  Witness  the  following 
handbill  from  New  Orleans:  "Effi- 
ciency  —  Courtesy  —  Co-operation;  The 
membership  of  Central  Lodge  No. 
540,  Brotherhood  of  Railway  Clerks 
(I.  C.  and  Y.  &  M.  V.)  ask  that  they 
have  the  pleasure  of  meeting  you  on 
their  Moonlight  Boat  Ride  and  Dance 
De  Luxe  on  the  beautiful  new 
steamer,  Capitol,  Tuesday  evening, 
April  5,  1921;  modern  dances;  ex- 
cellent  music;  positively  an  affair  de 
luxe;  tickets  (including  war  tax),  one 
dollar;  boat  leaves  at  8:30  p.  m.  For 
service,  ship  and  travel  via  the  rails 
of  the  Illinois  Central  and  the  Yazoo 
&  Mississippi  Valley  Railroads." 


One  Hundred  Sixteen       ILLINOIS       CENTRAL       MAGAZINE 


May   1921 


relations    between    the    railroads    and    their 
employes. 

I  of  course  do  not  refer  to  the  increases 
which  were  made  in  the  rates  of  pay  by  Gen- 
eral Order  No.  27  and  by  subsequent  and 
less  sweeping  orders  made  from  time  to 
time  by  the  Railroad  Administration.  It 
seems  to  me  that  the  decision  of  the  Labor 
Board  in  the  summer  of  1920  still  further 
advancing  the  basis  of  wages  indicates  that 
the  director  general  made  no  mistake  in  in- 
creasing wages  at  the  time  he  did. 

When  I  speak  in  a  somewhat  critical  mood 
of  the  action  of  the  Railroad  Administration 
as  to  labor  I  refer  to  those  sweeping  orders 
made  late  in  the  period  of  federal  control 
and  after  the  war  emergency  had  passed, 
providing  for  nation-wide  agreements  as  to 
conditions  of  labor,  the  effect  of  which  was 
to  take  out  of  the  hands  of  the  managements 
of  the  several  railroads  the  solutions  of  their 
peculiar  problems.  Much  has  been  said  in 
the  public  press  and  elsewhere  with  respect 
to  these  agreements,  and  as  to  their  effect 
I  shall  refer  a  little  later,  but  there  is  a  great 
deal  of  misunderstanding  in  the  public  mind 
as  to  the  time  when  these  agreements  be- 
came effective. 

It  is  very  commonly  said  that  they  were 
put  in  during  the  stress  of  war  as  war  emerg- 
ency measures,  intended  for  temporary  ap- 
plication, with  the  view  that  they  would  be 
rescinded  and  abolished  when  the  war  emer- 
gency had  passed.  While  this  would  doubt- 
less justify  the  abrogation  of  the  agreements 
in  this  time  of  peace,  yet  we  must  face  the 
facts  as  made  by  the  record  and  bear  in  mind 
that  these  agreements  were  not  made  upon 
any  such  theory. 

Five  Separate  Agreements 
As  a  matter  of  fact  there  are  five  of  these 
national  agreements  which  constitute  what 
is  commonly  referred  to  as  "the  national 
agreement."  The  agreement  with  the  shop 
crafts,  represented  by  the  American  Federa- 
tion of  Labor,  was  entered  into  on  October 
20,  1919;  with  the  United  Brotherhood  of 
Maintenance  of  Way  Employes  and  Rail- 
way Shop  Laborers  on  December  16,  1919; 
with  the  Brotherhood  of  Railway  Steamship 
Clerks,  Freight  Handlers,  Express  and  Sta- 
tion Employes,  January  1,  1920;  with  the  Na- 
tional Brotherhood  of  Firemen  and  Oilers, 
January  16,  1920,  and  with  the  Brotherhood 


of    Railroad   Signal    Men   of   America,    Feb- 
ruary 1,  1920. 

It  will  thus  be  seen  that  the  first  of  these 
agreements  was  entered  into  almost  a  year 
after  the  signing  of  the  armistice  and  the 
latest  of  them  only  one  month  before  the 
termination  of  federal  control.  I  am  not 
concerned  to  speculate  as  to  the  persons  who 
were  responsible  for  the  making  of  these 
agreements,  nor  the  motives  which  actuated 
them  in  fastening  this  incubus  upon  the  rail- 
roads of  the  country,  and  incidentally  upon 
the  people  of  America,  burdened  as  they  are 
with  the  staggering  cost  of  conducting  the 
greatest  war  in  history.  Doubtless  the  per- 
sons who  are  responsible  for  these  national 
agreements  thought  that  they  were  doing 
only  what  was  best  for  the  common  cause. 
I  think  I  am  justified  in  saying,  however, 
that  the  effort  to  deliver  the  railroads  of  the 
country  bound  hand  and  foot  to  the  associa- 
tions of  their  employes,  thereby  making 
practically  impossible  the  practice  of  ordi- 
nary economies,  did  a  substantial  disservice 
to  the  nation  in  that  it  destroyed  all  possi- 
bility of  adapting  the  expenses  of  the  rail- 
roads to  their  incomes. 

Resulted  in  Great  Deficits 
It  is  a  matter  of  common  knowledge  that 
the  operation  of  the  railroads  of  the  United 
States  under  federal  control  resulted  in 
enormous  deficits  amounting  probably  to 
more  than  a  billion  dollars  for  the  two  years 
and  two  months  of  federal  operation.  This 
was  true  in  spite  of  the  fact  that  under 
General  Order  No.  28,  effective  June  26,  1918, 
the  freight  rates  of  the  country  were  in- 
creased 25  per  cent,  and  the  passenger  fares 
put  upon  a  uniform  3-cent  basis.  The  Rail- 
road Administration  knew,  therefore,  as  the 
end  of  the  federal  control  approached,  that 
the  expenses  of  the  railroads  without  taking 
into  account  the  impending  increase  in  wages 
which  had  been  long  insisted  upon  by  the 
employes  would  be  far  greater  than  their 
possible  revenues.  The  Railroad  Administra- 
tion for  reasons  of  its  own  did  not  see  proper 
to  advance  the  rates  so  as  to  take  care  of 
mounting  costs,  but  it  is  no  part  of  my  prov- 
ince to  criticize  the  action  of  the  director 
general  in  this  respect.  I  am  merely  stat- 
ing the  facts  as  they  existed  at  the  end  of 
federal  control. 
We  find,  therefore,  that,  when  the  roads 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE     One  Hundred  Seventeen 


were  ready  to  be  returned  to  their  owners, 
they  faced  these  serious  situations.  The 
ones  who  were  directly  responsible  for  the 
welfare  of  the  roads  had  been  for  a  year 
and  a  half  out  ef  touch  with  the  properties. 
The  equipment  was  admittedly  in  bad  repair. 
The  rate  basis  in  effect  was  demonstrably 
too  low  to  take  care  of  the  ordinary  oper- 
ating expenses  of  the  carriers.  There  had 
been  no  increase  in  rates  at  all  commensur- 
ate with  the  increase  in  expenses.  They 
were  returned  bound  by  the  inexorable  pro- 
visions of  these  national  agreements,  the  ef- 
fect of  which  was,  as  you  will  see  a  little 
later,  vastly  to  increase  the  expenses  due  to 
economic  waste,  to  duplications  and  to  the 
necessity  for  employing  great  numbers  of 
men  to  do  the  same  work  that  fewer  were 
able  to  accomplish  under  pre-existing  pri- 
vate control. 

According  to  the  figures  compiled  by  the 
Bureau  of  Railway  Economics,  in  1917  the 
American  railroads  employed  1,732,876  men, 
for  an  aggregate  wage  of  $1,739,482,142;  in 
1918  they  employed  1,841,575  men  for  an 
aggregate  wage  of  $2,613,813,351;  in  1919, 
they  employed  1,913,000  men  for  an  aggre- 
gate wage  of  $2,836,800,000:  while  in  1920 
they  employed  1,993,524  men  for  an  aggre- 
gate wage  of  $3,599,746,000.  It  was  evident 
to  all  thoughtful  students  of  the  question  that 
before  the  roads  could  be  returned,  in  view 
of  these  indisputable  and  alarming  conditions, 
some  provision  must  be  made  to  guard 
against  their  depressing  effect. 

Intention  of  Transportation  Act 

The  Transportation  Act  was  the  answer 
made  by  Congress.  It  had  two  important 
ends  in  view.  In  the  first  place,  it  sought 
to  devise  a  method  for  insuring  to  the  rail- 
roads an  income  which  would  take  care  of 
operating  expenses,  fixed  charges,  and  give 
some  fair  return  upon  the  value  of  its  prop- 
erty. This  was,  as  everybody  knows,  the 
constitutional  right  and  privilege  of  these 
railroads,  and  the  machinery  set  up  in  the 
Transportation  Act  was  intended  to  do  no 
more  than  to  furnish  a  practical  and  con- 
crete method  for  enabling  the  railroads  to 
assert  and  secure  their  constitutional  privi- 
lege. The  other  great  problem  had  to  do 
with  the  relations  between  the  railroads  and 
their  employes,  the  effort  being  so  to  frame 


the  legislation  as  to  make  strikes  and  inter- 
ruptions of  traffic  practically  impossible. 

It  was  recognized  and  understood  that  it 
would  take  some  time  for  the  Interstate 
Commerce  Commission  to  adjust  the  rate 
base  so  as  to  secure  a  fair  return  upon  the 
property,  and  it  was  therefore  provided  that 
for  the  first  six  months  of  private  control 
the  railroads  should  be  guaranteed  by  the 
government  a  net  railway  operating  income 
equal  to  the  amount  paid  as  compensation 
during  a  similar  period  of  federal  control. 
This  of  course  was  a  temporary  measure 
which  ceased  to  be  effective  on  September  1, 
1920. 

It  is  scarcely  necessary  for  me  to  refer  at 
length  to  the  rate-making  provisions  of  the 
Transportation  Act.  They  were  designed 
upon  the  theory  that  they  would  to  some  de- 
gree at  least  solve  the  problem  of  the  strong 
and  weak  lines,  and  would  take  care  of  the 
difficulties  which  grew  out  of  the  economic 
fact  that  differing  bases  of  rates  could  not- 
be  applied  in  the  same  territory,  and  that 
a  rate  base  which  would  be  adequate  for 

^.iMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiii!: 

Cherette 

I  knew  she  was  only  a  pert  grisette, 

Sorrowless,  soulless,  gay, 
With  a  heart  as  light  as  the  cigarette 

She  daintily  puffed  away, 
Only  a  lonely  soldier's  pet, 
A  dancing,  prancing  marionette, 

Queen  of  the  cabaret. 

I  knew  I  could  leave  her  without  re- 
gret, 

Hoydenish,  heartless  fay, 
Kiss  her  as  lightly  as  when  we  met, 

And  carelessly  sail  away, 
Frothy,  frivolous  amusette, 
Toy  to  covet  and  then  forget, 

Queen  of  a  pretty  play. 

But   I   suddenly   saw — and   it   thrills 

me  yet — 

Down  by  the  gleaming  bay, 
Saw  with  surprise  that  her  eyes  were 

wet, 

Tears  of  an  April  day, 
Love  in  the  eyes  of  a  gay  coquette, 
Ah,  would  to  heaven  I  could  forget 
That  I  kissed  her  and  sailed  away. 
— R.  Jere  Black,  Jr.,  Long  Beach, 
Cal.,   in   the  Stars   and  Stripes, 
Washington,  D.  C. 

liiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiii  linn  IP 


One  Hundred  Eighteen     ILLINOIS       CENTRAL       MAGAZINE 


May   1921 


certain  railroads  would  be  totally  inadequate 
for  others. 

Rate  Results  Disappointing 

I  am  not  disposed  to  enter  upon  a  dis- 
cussion as  to  the  constitutionality  of  the  rate 
provisions.  The  fact  remains  that  owing  to 
the  remarkable  fall-off  in  traffic  and  the  in- 
ability of.  the  railroads  to  reduce  expenses 
due  to  the  wage  scale  fixed  by  the  Labor 
Board,  and  therefore  inflexible,  the  results  of 
operation  since  the  new  rates  authorized  by 
ex  parte  74  went  into  effect,  have  been  ex- 
tremely disappointing.  It  is  a  matter  of  easy 
confirmation  that  the  railroads  of  the  United 
States  for  the  four  months  ended  December 
31,  1920,  during  a  portion  of  which  time  the 
higher  rates  were  in  effect,  earned  a  net 
railway  operative  income  of  only  3.3  per  cent 
upon  the  valuation  of  the  property  as  found 
by  the  Interstate  Commerce  Commission. 
The  rate  of  return  is  much  lower  based  on 
earnings  for  the  months  of  January  and 
February,  1921. 

It  will  serve  no  useful  purpose  here  to 
consider  whether  £he  rates  established  by 
the  Interstate  Commerce  Commission  under 
the  rate-making  mandate  of  the  Transporta- 
tion Act  are  so  high  as  to  impede  the  free 
flow  of  traffic,  and  consequently  to  produce 
less  net  revenue  than  rates  fixed  upon  a 
lower  basis.  I  have  little  doubt  that  in- 
stances may  be  found,  and  particular  classes 
of  traffic  discovered,  where,  under  the  de- 
pressed industrial  conditions  that  now  pre- 
vail, the  freight  rates  have  had  a  deterrent 
effect  upon  the  movement  of  the  traffic. 
Generally  speaking,  however,  I  doubt  if  the 
fall-off  in  railroad  revenue  can  be  attributed 
to  the  high  rates. 

But  Business  Fell  Off 

The  Interstate  Commerce  Commission  in 
fixing  the  rate  base  at  a  figure  which  would 
in  the  judgment  of  the  Commission  yield  6 
per  cent  upon  the  value  of  the  property, 
based  their  computation  and  their  prophecy 
upon  the  theory  that  business  would  con- 
tinue during  the -latter  months  of  1920  in  sub- 
stantially the  same  volume  as  in  the  early 
months  of  1920.  While  it  is  true  that  the 
carriers  presented  their  case  upon  the  .traf- 
fic that  moved  in  1919,  yet  it  is  difficult  to 
resist  the  conclusion  that  the  Interstate  Com- 
merce Commission  was  influenced  to  a  very 
great  degree  by  the  tremendous  volume  of 


traffic  that  was  offered  to  the  carriers  in  the 
early  months  of  1920.  If  business  conditions 
throughout  the  year  had  fulfilled  the  promise 
of  the  early  months  it  may  be  that  the  rates 
fixed  by  the  Commission  would  have  been 
barely  sufficient. 

There  can  be  no  doubt,  however,  that  the 
history  of  the  railroads  functioning  under  the 
Transportation  Act  has  demonstrated  that 
no  legislative  enactment,  however  carefully 
thought  out,  can  ever  repeal  the  great  eco- 
nomic laws  of  supply  and  demand,  or  bring 
about  artificially  conditions  which  are  at 
war  with  sound  principles  of  political  econ- 
omy. And  so  it  comes  about  that,  in  spite 
of  the  constructive  provisions  of  the  Trans- 
portation Act,  and  the  patient  and  intelligent 
efforts  of  the  Interstate  Commerce  Commis- 
sion to  administer  it,  we  have  an  unsatisfac- 
tory condition  of  affairs  in  the  railroad  world, 
which  challenges  the  gravest  attention  of 
business  men,  legislators  and  the  public  gen- 
erally. 

Two  Remedies  Are  Offered 

The  Congress  of  the  United  States  is  about 
to  enter  upon  an  investigation  of  the  rail- 
road situation.  That  investigation  is  wel- 
comed by  railway  men  generally.  The  com- 
mittee of  the  Congress  will  in  all  probability 
soon  enter  upon  hearings  in  an  effort  to  as- 
certain why  it  is  that  the  railroads  of  the 
United  States,  with  the  highest  freight  and 
passenger  rates  ever  known  in  their  history, 
are  not  able  to  earn  a  sufficient  income  to  in- 
sure their  prosperity,  and  particularly  to  in- 
sure such  a  development  of  the  industry  as 
will  take  care  of  the  growing  needs  of  com- 
merce. 

It  is  a  common  saying  in  certain  quarters 
that  the  Transportation  Act  has  failed.  Two 
remedies  are  offered.  On  the  one  hand  it  is 
said  that  the  only  solution  of  the  matter  is 
government  ownership;  on  the  other  it  is 
said  that  the  Transportation  Act  should  be 
repealed,  and  the  roads  go  back  to  that  in- 
tensely individualistic  .system,  in  which  each 
shall  be  left  to  fight  for  itself,  without  ref- 
erence to  the  revenue  needs  of  others. 

I  have  neither  the  time  nor  the  inclination 
to  go  into  an  extended  discussion  of  the  prin- 
ciple of  government  ownership.  I  know 
nothing  in  the  theory  of  our  government  nor 
in  the  government's  practical  experience  with 
the  railroads  which  indicates  the  desirability 


May  1921 


ILLINOIS       CENTRAL       MAGAZINE       One  Hundred  Nineteen 


of  such  a  course.  Certain  it  is  that  our  gov- 
ernment was  founded  upon  the  broad  princi- 
ple that  the  common  good  was  best  to  be 
furthered  by  cultivating  the  initiative  of  the 
individual,  and  by  letting  the  sanction  of 
.the  law  rest  upon  him  in  the  lightest  pos- 
sible form.  We  have  grown  to  a  nation  of 
supreme  greatness  through  our  policy  of  en- 
couraging individual  initiative  rather  than 
through  a  policy  of  placing  upon  industry 
the  blight  of  official  bureaucracy.  We  are 
perhaps  as  little  devoted  to  the  socialistic 
principle  as  any  ot'her  nation  in  the  world. 

Whatever  may  be  said  about  socialism,  I 
do  not  think  even  its  ardent  advocates  will 
contend  that  it  makes  for  intense  individual- 
ism, or  the  growth  of  the  individualistic  idea. 
Its  purpose  rather,  even  viewed  in  its  high- 
est and  most  benevolent  aspects,  is  to  reduce 
mankind  to  a  level,  upon  the  theory  that  the 
welfare  of  society  is  best  subserved  by  mak- 
ing all  equally  prosperous,  intelligent  and 
influential.  I  do  not  think  the  American 
people  are  prepared  to  enter  upon  a  scheme 
or  plan  which  will  deny  to  the  humblest  in- 
dividual in  the  land  the  opportunity  to  reach 
the  highest  point,  whether  it  be  in  the  field 
of  pure  intellectual  effort,  in  the  field  of  in- 
dustry or  in  the  field  of  political  preferment. 
Immense  Investment  Involved 

The  railroads  of  the  country  represent  an 


investment  of  nearly  twenty  billion  dollars. 
They  employ  at  the  present  time  nearly  two 
million  heads  of  families.  In  1920  they  paid 
out  nearly  four  billion  dollars  in  wages, 
which  was  more  than  the  national  debt  at 
the  end  of  the  Civil  War.  If  this  tremendous 
industry  is  turned  over  to  the  government 
permanently,  it  is  easy  to  see  what  effect  it 
will  have  on  the  struggle  between  the  social- 
istic principle  and  the  principle  of  individual- 
ism, to  the  latter  of  which  most  of  us  are  de- 
voted. 

And  again,  I  know  of  no  reason  why  any- 
one should  think  that  the  railroads  of  the 
country  can  be  more  economically  and  effici- 
ently operated  by  the  government  than  by 
the  private  interests.  It  is  a  matter  of  com- 
mon knowledge  that  during  the  period  of 
government  control  the  tax-payers  of  the 
United  States  were  called  upon  to  expend 
nearly  a  billion  dollars  to  make  up  for  de- 
ficits in  railroad  operations.  It  is  true,  too, 
that  the  experience  of  the  American  people 
with  railroads,  particularly  in  1920,  has 
shown  that  under  private  operation  the  rail- 
roads may  be  more  efficiently  operated  than 
under  government  control. 

Indeed,  I  know  of  no  more  notable  or  re- 
markable record  than  that  made  by  the  rail- 
roads in  1920,  after  their  return  to  their 
owners.  We  have  referred  to  the  fact  that 


Things  to  Talk  About 


Perishable  freight  formed  3.55  per  cent  of  the  tonnage  carried  by  the  Illinois  Central 
System  in  1920.     The  total  was  2,160,848  tons.     The  revenue  from  perishable  freight  was 
$9,864,214,  or  7.78  per  cent  of  the  total  freight  revenue  of  the  system. 

The  growth  of  the  perishable^freight  traffic  is  shown  by  the  fact  that  in  1911  the  number 
of  tons  carried  on  the  Illinois  Central  System  was  1,107,640.     The  increase  in  nine  years 
ivas  95  per  cent.    This  increase  has  been  brought  about  largely  through  the  encouragement 
and  co-operation  of  the  management  of  the  Illinois  Central  System  in  various  ways. 

The  following  table  shows  the  Illinois  Central  System  revenue  from  perishable  freight 
for  the  vear  1920:  ' 

Citrus   Fruits  ..................  ,  ........  -  .....  <  .......................................................  $    606,849.00 

Bananas    .....  ..........................................................  -  ..................................  2,893,737,00 

Deciduous   Fruits   ................................  ---      653,045.00 

Other  Fresh  Fruits  (Inc.  LCL)  ........  i04,514.00 

Potatoes  .................  •  .......................................      737,632.00 

Other  Fresh"  Vegetables   (Inc.  LCL)  .............. 

Fresh    Meats    ............. 

Other   Packinghouse   Products  ............ 


11706700 


$9,864,214.00 


May  1921 


they  came  back  with  their  organizations 
somewhat  disrupted;  with  their  equipment 
in  bad  repair;  with  an  insufficient  amount  of 
equipment,  measured  by  the  experience  of 
the  past.  They  came  back  practically  with- 
out working  capital,  and  it  is  a  fact  that  on 
the  first  day  of  March,  1920,  many  railroads 
were  compelled  before  the  day  was  over  to 
call  on  their  local  agents  for  funds  with 
which  to  get  through  the  first  day.  They 
were  confronted  with  an  exasperating  so- 
called  "outlaw"  strike  among  their  switch- 
men and  to  some  extent  among  other  em- 
ployes, which  persisted  throughout  the  busi- 
est months  of  the  year.  They  were  over- 
whelmed with  unprecedented  traffic,  a  traffic 
which  was  stimulated  by  feverish  activity  in 
all  lines  of  industry.  There  was  a  great  deal 
of  hysteria  in  the  country.  The  cars  of 
most  of  the  railroads  were  scattered  far  and 
wide,  and  there  was  such  a  mal-distribution 
of  equipment  that  this  added  greatly  to  the 
difficulties  of  the  situation. 

And  yet,  with  all  these  handicaps,  they 
moved  during  the  year  1920  a  substantially 
greater  volume  of  traffic  than  ever  had  been 
moved  before.  In  1918,  which  was  the  high- 
est year  in  the  matter  of  traffic  handled  prior 
to  1920,  the  railroads  of  the  country  trans- 
ported 437,018,918,000  net  tons  of  freight  one 
mile.  In  1919,  which  was  a  year  of  slightly 
lower  traffic  density,  the  railroads  of  the 
country  transported  393,684,000,000  net  tons 
of  freight  one  mile,  while  in  1920,  with  all 
the  adverse  conditions  that  surrounded  the 
operations  of  the  railroads,  the  number  6f 
net  tons  carried  one  mile  amounted  to  445,- 
975,000,000. 

More  Traffic  Than  Ever  in  1920 
The  highest  tonnage  ever  carried  by  rail- 
roads prior  to  1920  for  any  one  month  wa.s 
in  August,  1918,  which  was  considered  a 
high-water  mark.  In  that  month  the  number 
of  net  tons  carried  one  mile  was  40,776,125,- 
000,  but  in  August,  1920,  during  private  oper- 
ation, the  net  tons  carried  one  mile  on  Amer- 
ican railroads  amounted  to  42,646,000,000, 
while  in  October,  1920,  the  net  tons  carried 
one  mile  were  42,562,685,000.  I  know  of  no 
more  creditable  record  than  that  made  by 
the  American  railroads  in  1920,  in  the  face 
of  adverse  conditions,  confronted  as  they 
were  with  an  unparalleled  amount  of  busi- 


ness and  crippled  by  restrictive  and  adverse 
influences. 

There  is,  however,  the  lamentable  fact  that 
although  this  immense  business,  was  done  in 
1920,  it  was  not  done  at  a  profit,  and  we 
have  the  troublesome  financial  problem  now 
pressing  upon  us.  There  is  no  gainsaying 
the  fact  that  while  the  gross  operating  rev- 
enue of  the  railroads  for  1920  was  the  great- 
est in  history,  the  net  was  the  lowest.  The 
net  railway  operating  income  of  American 
railroads  in  1916  was  $1,100,545,422,  or  6.17 
per  cent  upon  the  property  investment.  In 
1917  it  was  $986,819,181,  or  5.31  per  cent 
upon  the  property  investment.  In  1918  it 
was  $682,546,759,  or  3.6  per  cent  upon  the 
property  investment.  In  1919  the  income 
was  $509,601,118,  or  2.64  per  cent  upon  the 
property  investment,  while  in  1920  the  net 
railway  operating  income  was  $62,264,421,  or 
.33  of  1  per  cent  upon  tht  value  of  railroad 
property  as  fixed  by  the  Interstate  Com- 
merce Commission. 

Net  Operating  Income  Insufficient 

It  is  of  course  obvious  that  a  net  railway 
operating  income  of  sixty-two  millions  is 
not  sufficient  to  keep  the  railroads  alive  when 
it  will  be  remembered  that  this  is  the  net 
income  before  fixed  charges  and  dividends 
have  been  paid.  What,  therefore,  is  the  ex- 
planation of  a  situation  in  which  rates,  hav- 
ing been  fixed  by  the  Interstate  Com- 
merce Commission,  which  were  supposed  to 
yield  6  per  cent  upon  the  valuation  of  the 
property,  have  in  fact  yielded  such  an  inade- 
quate amount?  And  what  is  the  trouble 
when  the  railroads  of  America  for  1920  have 
earned  only  one-third  of  1  per  cent  upon 
the  value  of  the  property?  It  must  be  re- 
membered of  course  that  the  wage  increase 
made  by  the  Labor  Board  in  the  summer  of 
1920  was  retroactive  from  May  1,  whereas 
the  rates  fixed  by  the  Interstate  Commerce 
Commission  did  not  become  operative  until 
August  26. 

It  must  also  be  remembered  that  many  of 
the  states  unfortunately,  either  from  mis- 
taken public  policy  or  because  they  were 
restrained  by  state  statutes,  did  not  give  to 
the  railroads  the  full  increases  which  were 
contemplated  by  the  decision  of  the  Inter- 
state Commerce  Commission.  While  there 
are  no  figures  to  show  just  what  loss  resulted 
from  this  failure  of  the  state  commissions  to 


ILLINOIS 


CENTRAL       MAGAZINE   One  Hundred  Twenty-on, 


measure  up  to  their  full  responsibility,  it  has 
been  estimated  that  in  the  states  of  New 
York,  Illinois,  Minnesota,  Ohio,  Wisconsin, 
Iowa,  Nebraska  and  Indiana  alone  the  loss 
of  revenue  amounts  to  more  than  forty-five 
millions  of  dollars. 

Of  course  this  addition  to  the  revenue  of 
the  carriers  would  have  been  almost  entirely 
net,  since  the  expense  of  performing  the 
service  at  the  lower  rates  is  as  great  as 
performing  it  at  the  higher  rates.  But  un- 
questionably' the  chief  difficulty  lies  in  the 
fact  that  the  railroads  have  not  been  able  to 
adjust  their  expenses  to  their  shrinking 
revenues,  which  came  about  through  the 
depression  in  business,  and  indeed  it  is 
doubtful  whether  all  concerned  have  not 
vastly  underestimated  the  amount  of  wage 
increases  which  resulted  from  the  decision 
of  the  Labor  Board  in  1920.  The  Inter- 
state Commerce  Commission  estimated  this 
increase  as  amounting  to  $618,000,000,  but 
undoubtedly  it  was  more  —  probably  $100,- 
000,000  more. 

Agreements  Increased  Expenses. 
Furthermore,  it  has  been  considered  that 
the     existence     of     the     so-called     national 


agreements  which  were  fastened  upon  the 
railroads  in  the  final  days  of  federal  control 
have  increased  the  expenses  of  the  roads 
more  than  half  a  billion  dollars.  It  is  of 
course  difficult  to  estimate  in  dollars  and 
cents  precisely  how  these  national  agree- 
ments do  work  out  to  increase  the  expenses 
of  the  railroads.  They  are  wasteful  and  un- 
scientific. They  are  particularly  objection- 
able in  that  the  effect  is  to  nationalize  the 
railroads  of  the  country,  and  to  ignore  the 
difference  in  conditions  that  prevail  in  dif- 
ferent parts  of  the  United  States. 

This  is  the  theory  of  the  national  agree- 
ments: That  a  railroad  station  agent  in  a 
remote  section  of  the  country,  where  the 
cost  of  living  is  low,  shall  be  paid  the  same 
as  an  agent  in  a  metropolitan  center,  where 
the  cost  of  living  is  high;  where  a  skilled 
and  industrious  workman  capable  of  turn- 
ing out  work  which  both  as  to  quality  and 
quantity  indicates  his  skill  and  industry  must 
receive  no  higher  reward  than  an  incompe- 
tent and  indifferent  worker  who  is  content  to 
drag  through  the  day  without  interest  in  his 
work;  where  men  are  paid,  not  in  proportion 
to  their  efficiency,  but  in  proportion  to  their 


How  Successful  Men  Build  Up  Their  Fortunes 


IF  I  ONLY  HAD  SOME 
MONEY  AHEAD  I  could  make 
a  fortune.  Thousands  realize  this 
when  their  big  chance  comes.  The 
few  who  lay  the  foundation  for 
wealth  and  happiness  by  saving  and 
safe  investment  are  always  ready. 
They  suceed. 

Make  a  start  by  saving  as  little  as  $10 
a  month  under  our  system,  combin- 
ing saving  at  6  per  cent  compound 
interest  with  safe  investment  in  first 
mortgage  serial  gold  bonds  secured 


by  the  finest  Chicago  real  estate.    In 
10  years  you  will  have  $1,640. 

If  you  can  save  $25,  $50  or  $100  a 
month  under  the  H.  O.  STONE  & 
CO.  System  you  are  that  much  closer 
to  wealth.  Save  $50  a  month  for  five 
years  and  you  will  have  $3,500;  in 
seven  years  over  $5,000;  in  10  years 
over  $8,000;  in  20  years 
over  $23,000.  Our  plan 
brings  money  and  proper- 
ty and  on  these  success 
is  built.  Call  or  write  for 
circular  No.  C-5. 


H.O.  STONE  &  CO- 

ESTABLISHED  1887          CHICAGO          INCORPORATED 

•REAL'ESTATE-BONDS- 

CONWAYBLDG.  Ill  w. WASH moroN  ST.  S.W.COR.CLARH 


Coupon — C5. 


H.  O.  STONE  &  CO. 
Conway  Bldgr.,  Chicago. 

Please  send  rne  "A  Message  that  Leads  t- 
Wealth,"  showing  me  how  I  may  build  up  e 
fortune. 


NAME 


ADDRESS 


.(99) 


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One  Hundred  Twenty-two        ILLINOIS       CENTRAL       MAGAZINE 


May  1921 


cunning  and  'ingenuity  in  putting  in  time 
without  labor;  where  there  has  been  such  re- 
fined classification  of  employes  as  to  make 
impossible  the  practice  of  economy  by  reduc- 
ing forces. 

A  Complicated  Piece  of  Work 
Some  of  the  illustrations  which  have  been 
given  by  the  experts  in  this  highly  intricate 
field  are  indeed  astonishing.  It  has  been 
shown  that  under  the  present  classification 
rules  of  the  shop  class,  in  order  for  a  rail- 
road to  get  a  nozzle  tip  in  the  front  end  of  a 
locomotive  changed,  it  is  'necessary  to  do 
this:  First,  to  call  a  boilermaker  and  his 
helper  to  open  the  door,  because  that  is 
boilermaker's  work;  second,  to  call  a  pipe- 
man  and  his  helper  to  remove  the  blower 
pipe,  because  that  is  pipeman's  work;  third, 
to  call  a  machinist  and  his  helper  to  re- 
move the  tip,  because  that  is  machinist's 
work.  The  same  three  forces  must  be  em- 
ployed to  put  in  the  new  tip.  Before  these 
national  agreements  were  adopted,  any 
handy  man  could  do  all  this  work  and 
put  on  this  nozzle  tip.  Indeed,  I  pre- 
sume that  there  is  no  person  present  in  this 
audience  who  could  not  unscrew  a  door  and 
take  off  a  nozzle,  but  under  these  national 
agreements  six  men  must  be  employed  for 
this  small  task. 

My  attention  has  been  called,  to  the  fact 
that  on  the  Rock  Island  Railroad  there  was 
a  pump  man  employed  to  do  nothing  but 
pump  water  into  a  tank,  at  $80  a  month.  It 
appears,  however,  that  in  order  to  start  his 
pump,  he  had  to  go  every  day  and  turn  an 
electric  switch  (precisely  the  same  thing 
which  all  of  us  do  every  hour  of  the  day  in 
our  homes).  Thereupon  the  high  lords  of  the 
labor  world  proceeded  to  classify  this  man 
as  an  electrician,  and  his  wages  were  there- 
fore automatically  increased  from  $80  a 
month  to  $200  a  month. 

On  the  Pere  Marquette  Railroad  that  un- 
fortunate .line  was  compelled  to  pay  $9,364  in 
)ack  pay  to  four  employes,  because  without 
any  change  in  duties  their  titles  were 
changed  under  a  decision  of  the  Railroad 
Administration. 

On  the  Virginian  Railway  it  was  found 
that  one  employe  had  been  laid  off  because 
he  had  no  work  to  do,  but  when  he  was 
put  back  under  the  seniority  rights  rule 


that  prevailed,  he  was  paid  $1,000  back  pay 
for  the  time  that  he  was  idle. 

On  the  El  Paso  &  Southwestern  Rail- 
road, in  one  instance  where  a  train  was  de- 
layed one  hour  and  thirty  minutes,  an  em- 
ploye was  paid  five  hours'  time  for  making 
repairs  to  a  window,  when  as  a  matter  of 
fact  it  took  him  just  thirty  minutes  to  do 
the  job.  Had  the  rules  permitted,  a  fore- 
man who  was  there  present  could  have  done 
the  work  without  delaying  the  train.  • 
Cases  from  the  Santa  Fe 

On  the  Santa  Fe  it  appears  that  a  fore- 
man was  sick,  and  while  he  was  ill  a  ma- 
chinist performed  his  duties.  The  machin- 
ist received  $921  for  the  work,  while  the 
foreman  would  have  received  $665  for  the 
same  time.  The  Santa  Fe  reports  another 
case  where  four  car  men  were  sent  out 
on  the  line  to  do  a  piece  of  work  that  took 
four  hours  and  thirty-three  minutes.  These 
men,  however,  were  paid  for  112  hours' 
work. 

On  the  Norfolk  &  Western,  five  ma- 
chinists were  sent  to  an  outlying  point 
where  they  actually  worked  eight  hours  a 
day  for  three  days.  However,  under  the 
rules,  they  received  straight  time  for  the 
twenty-four  hours  which  they  did  work,  and 
time  and  a  half  for  seventy-two  hours  which 
they  did  not  work. 

According  to  one  of  the  rules  of  the  shop 
craft's  agreement,  every  man  is  paid  an 
hour's  extra  time  at  the  close  of  each  week, 
by  reason  of  the  fact  that  he  is  supposed  to 
check  in  and  out  on  his  own  time.  It  has 
been  reliably  estimated  that  this  one  rule 
alone  will  cost  the  railroads  of  the  nation 
$14,500,000. 

These  rules  absolutely  prohibit  piece  work 
in  the  shops,  which  is  one  of  the  most 
powerful  stimuli  to  effective  and  productive 
work.  They  limit  the  number  of  appren- 
tices which  can  be  taken  into  shops  to  one 
apprentice  for  every  five  mechanics.  The 
rules  prevent  the  railroads  from  employing 
as  special  apprentices  young  men  with  tech- 
nical education,  equipping  themselves  for 
supervisory  work  in  the  mechanical  and 
electrical  fields.  They  shut  the  door  to 
those  who  have  spent  their  money  in  en- 
deavoring to  equip  themselves  for  better 
service,  by  refusing  to  give  them  the  prac- 


May   1921 


ILLINOIS       CE  NTRAL       MAGAZINE    One  Hundred  Twenty-three 


ilt. 


amiHon 


The  Railroad  Timekeeper  of  America" 


Are  You  Being  Handicapped 
with  an  Inaccurate  Watch  ? 

Keep  to  your  schedules  by  a  watch  whose  accuracy 
is  proved  by  the  thousands  of  railroad  men  who  have 
tested  it.  Hamilton  Watches  are  the  timekeepers  most 
popular  with  American  railroad  men.  Their  experience 
points  the  way  for  you. 

Conductor  Dan  Mandaville,  shown  here,  has  been 
in  Erie  Service  45  years.  His  run  is  between  Jersey 
City  and  Binghamton — out  on  No.  5,  back  on  No.  6. 
He  has  been  carrying  for  14  years  that  Hamilton  he 
holds  in  his  hand. 

When  you  buy,  look  first  at  the  Hamilton  models  which  are  the 
favorites  with  railroad  men,  particularly  No.  992  (16  size,  21  jewels). 
Hamilton  Watches  range  in  price  from  $40  to  $200;  movements  alone, 
$22  (in  Canada,  $25)  and  up.  Send  for  "The  Timekeeper,"  an  inter- 
esting booklet  about  the  manufacture  and  care  of  fine  watches.  The 
different  Hamiltons  are  illustrated,  and  prices  given. 

HAMILTON    WATCH    COMPANY,  Lancaster,    Pa. 


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One  Hundred  Twenty-four         ILLINOIS        CENTRAL       MAGAZINE 


May   1921 


tical    experience   which   comes   from   actual 
contact  with  the  work. 

A  Selection  from  the  Rules 
These  rules  are  defended  by  those  who 
are  professional  labor  union  leaders  by  say- 
ing that  each  and  all  of  them  existed  in 
some  part  of  the  country  or  upon  some  rail- 
road system  prior  to  their  being  placed  in  the 
national  code.  The  plan  of  these  skillful  and 
expert  men  is  to  search  through  all  the  agree- 
ments which  were  had  between  railroads 
and  their  employes,  and  to  select  out  of 
these  rules  the  most  favorable  one  in  each 
case,  and  to  reject  all  the  rules  which  are 
not  entirely  for  the  benefit  of  the  employe 
It  is  easy  to  understand  that  a  railroad 
threatened  with  a  strike  or  under  strong 
pressure  from  the  men  would  yield  in  one 
point,  and  the  men  would  yield  in  other 
points.  It  is  entirely  unfair  to  comb  through 
all  the  rules  and  regulations  in  effect  on  all 
American  railroads,  and  make  up  a  national 
code  which  consists  of  all  those  things  most 
favorable  to  the  men,  and  leave  out  those 
which  look  the  other  way. 

I  find  that  by  taking  1914  as  the  basis,  the 
wages  of  railroad  labor  in  1915  increased 
1.83  per  cent,  in  1916  9.31  per  cent,  in  1917 
23.04  per  cent,  in  1918  73.89  per  cent,  in  1919 
81.74  per  cent,  in  1920  prior  to  the  Labor 
Board's  decision,  121.32  per  cent,  and  subse- 
quent to  the  Labor  Board's  decision  134.07 
per  cent.  According  to  the  figures  compiled 
by  the  Bureau  of  Labor,  the  cost  of  living 
in  December,  1920,  was  94.5  per  cent  in  ex- 
cess of  the  cost  of  living  in  1914. 

That  this  figure  indicates  that  there  should 
be  a  very  material  reduction  in  the  schedule 
of  railroad  pay  is  indicated  by  the  fact  that 
in  June,  1920,  when  the  decision  of  the 
Labor  Board  was  rendered,  the  figures  of 
the  Bureau  of  Labor  indicate  that  the  cost 
of  living  then  was  113  per  cent  of  what 
it  was  in  1914.  No  one  can  doubt  that  there 
has  been  a  substantial  retrogression  in  the 
cost  of  living  within  the  last  six  months. 
This  has  been  shown  by  the  statistics  which 
have  been  gathered  with  reference  to  the 
men  employed  in  such  industries  as  auto- 
mobiles, car  building  and  repairing,  cotton 
manufacturing,  cotton  finishing,  hosiery  and 
underwear,  woolen  goods,  silks,  ready-made 
clothing,  leather,  boots  and  "shoes,  etc. 


Reduction   Not  An  Injustice 

It  is  clear,  therefore,  that  no  injustice  will 
be  done  to  the  great  mass  of  railroad  labor 
if  some  reduction  were  made  in  the  basic 
rate  schedule  to  correspond  to  the  decrease 
in  the  other  lines  of  industry  and  in  the 
cost  of  living.  But  one  of  the  most  im- 
portant things  right  now  is  the  abolition  of 
the  national  agreements  with  their  illogical 
and  absurd  results.  If  it  could  be  brought 
about  that  each  man  would  be  required  to 
do  an  honest  day's  work  for  an  honest  day's 
wage,  a  great  reform  would  be  accomplished. 
The  trouble  lies  in  the  unfortunate  fact  that 
the  money  of  the  railroads,  and  consequently 
the  money  of  the  people,  is  being  wasted 
in  accordance  with  these  improvident  rules. 
Aside  from  the  actual  waste  of  money  which 
grows  out  of  the  enforcement  of  these  na- 
tional agreements,  there  is  the  fundamental 
objection  to  which  I  have  referred,  that  the 
plan  looks  toward  the  nationalization  of  the 
railroads.  I  have  always  thought  that  one 
of  the  principal  reasons  why  federal  control 
was  unsatisfactory  to  the  country  generally 


KERITE 

Insulated  Wires  and  Cable 

Out  of  the  experienced  past,  into 
the  exacting  present,  KERITE 
through  more  than  a  half -century 
of  successful  service,  continues  as 
the  standard  by  which  engineering 
judgment  measures  insulating 
value. 


1921 


1850 


KERITE 

NEWYORK.  CHICAGO 


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May   1921 


ILLINOIS       CENTRAL       MAGAZINE       One  Hundred  Twenty-five 


was  the  fact  that  no  group  of  men,  however 
intelligent  or  patriotic,  could  sit  down  at  the 
nation's  capitol  and  administer  so  compli- 
cated a  piece  of  mechanism  aa  the  railroad 
plant  throughout  the  vast  extent  of  this  na- 
tion according  to  any  uniform  basis,  by  at- 
tempting to  standardize  methods  of  doing 
business.  A  reasonable  working  condition 
in  North  Dakota  may  be  Altogether  unrea- 
sonable in  Georgia.  What  is  a  proper  wage 
in  New  York  City  may  not  be  a  proper 
wage  in  Texas.  Each  railroad  has  its  own 
peculiar  conditions,  growing  out  of  its  traf- 
fic, its  physical  location  aad  its  peculiar 
situations. 

There  can  be  no  sound  economic  reason 
why  the  railroads  of  the  United  States  as  a 
whole  should  agree  with  all  railroad  em- 
ployes as  a  whole  to  conditions  which  should 
govern  their  employment.  One  might  as 
well  say  that  there  should  be  a  fixed  rule  as 
to  the  character  of  material  out  of  which 
houses  shall  be  built  in  this  nation,  without 
regard  to  climate  or  other  influences.  The 
thing  is  wrong  in  principle.  It  is  eminently 
a  socialistic  scheme.  The  inevitable  effect 
is  to  multiply  expenses  by  the  adoption  of 
purely  artificial  conditions,  and  to  take  away 
from  those  most  expert  in  the  management 
of  the  particular  railroads  all  power  to  make 
necessary  changes  as  conditions  vary  from 
time  to  time. 

Adjust  Expenses  to  Revenues 
In  considering  what  must  be  done  to  in- 
sure restored  continued  efficiency  in  the  rail- 
road world,  I  know  of  no  one  thing  which 
is  so  important  as  to  enable  the  railroads  in 
a  time  like  this — of  extraordinary  business 
depression,  when  all  lines  of  industry  are 
suffering,  when  the  credit  of  the  nation  is 
strained  to  the  utmost,  and  when  the  farmers 
of  the  country  are  unable  to  sell  their  prod- 
ucts at  a  price  which  will  pay  for  the  cost 
of  production,  when  the  warehouses  of  the 
manufacturers  are  crowded  with  goods 
which  were  costly  to  manufacture,  with  no 
market — to  bring  about  a  condition  of  af- 
fairs which  will  enable  the  railroads  when 
their  revenues  shrink  to  adjust  their  expenses 
accordingly. 

The  ordinary  business  man,  unhampered 
by  rules  of  law,-  is  able  to  reduce  his  ex- 
penses as  his  business  falls  off,  by  asking  his 
employes  to  share  some  part  of  the  sacrifice 
which  he  is  called  upon  to  make.  But  the 
railroads,  with  a  fixed  scale  of  wages  and 


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This  21-]ewel  Illinois  Watch—  the  Bunn  Special  sent  on 
trial.  Do  not  send  us  a  penny.  The  Bunn  Special,  made  to  be 
"the  watch  for  railroad  men,"  is  adjusted  to  6  positions,  extreme 
heat,  extreme  cold  and  isochronism.  21-jewel  movement,  Mont- 
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Guaranteed  to  pass  inspection  on  any  railroad. 


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send  only  (5.76  a  month  until  $57.60  is  paid. 

d  <u  your  name  and  address.  No  red 
ist  gay.  "send  me  the  Bunn  Special." 
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Maiden  Lane 
New  York  C  ty 


BYRON  CENTER 
MICHIGAN 

ft.  F.  D.  No.  64 


A  Worthy  Charitable 
Institution 


Mr«,  Mary  D.  McKee 

MATRON 


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One  Hundred  Twenty-six      ILLINOIS       CENTRAL       MAGAZINE 


May  3  Q21 


burdened  by  these  national  agreements,  are 
helpless  in  an  emergency  like  this. 

It  is  useless  to  talk  about  increasing  rates 
or  to  say  that  it  is  up  to  the  Interstate  Com- 
merce Commission  to  provide  the  revenues. 
Everyone  is  agreed  that  an  increase  in  rates 
is  now  out  of  the  question.  There  can  be 
but  one  remedy  for  the  situation,  and  the 
only  way  in  which  expenses  can  be  effective- 
ly reduced  is  a  saving  in  the  labor  and  a  sav- 
ing in  the  price  of  materials. 

If  I  have  been  discussing  the  labor  ques- 
tion more  than  the  material  question  it  is 
because  the  price  of  labor  is  fixed  by  a  pub- 
lic board,  and  the  price  of  materials  by  nat- 
ural laws.  I  have  some  hope  that  these  nat- 
ural laws,  as  soon  as  present  contracts  have 
expired,  will  operate  to  permit  the  railroads 
to  buy  their  supplies  of  fuel  and  other  ma- 
terials at  prices  which  are  responsive  to  the 
changed  conditions  of  industry.  On  the 
other  hand,  the  price  of  labqr  is  fixed  partly 
by  the  award  of  the  Labor  Board,  and  partly 
by  the  fiat  of  the  leaders  of  organized  Iab6r. 
Insofar  as  the  railroads  have  been  victims  of 
conscienceless  profiteers  in  the  fields  of  ma- 
terial and  supplies,  I  have  no  more  patience 
with  that  class  than  with  those  who  have  in- 
exorably insisted  upon  a  rigid  wage  scale 
and  rigid  wage  conditions  which  shall  take 
10  accounting  of  decreased  revenues. 
Matter  to  Be  Investigated 

I  am  aware  of  the  charge  which  has  been 
made  in  certain  irresponsible  quarters  that 
the  railroads  have  been  paying  excessive 
prices  for  their  materials  and  have  been  sub- 
jected to  excessive  costs  for  repairing  cars 
and  locomotives,  on  account  of  the  desire 
of  certain  influential  persons  to  favor  con- 
struction and  repair  companies.  That  phase 
of  the  matter  will  be  investigated  by  the 
congressional  committee,  and  this  investiga- 
tion is  welcomed  by  the  railroads.  I  venture 
to  say,  however,  in  connection  with  the 
charge  that  the  railroads  have  farmed  out 
their  repair  work,  it  will  be  found  that  it 
could  be  more  economicaly  done  in  this  way 
for  the  reason  that  these  private  repair  con- 
cerns were  operated  on  a  piecework  basis, 
which  insured  efficiency  at  a  minimum  cost, 
while  the  railroads  were  prohibited  from 
using  the  piecework  basis  in  their  own  re- 
pair shops.  I  venture  to  say  further  that  the 
investigation  will  show  that,  in  some  cases, 
at  least,  under  the  stress  of  the  immense 
traffic  which  was  tendered  to  the  railroads  in 


performance  on 

9^m  .  -*  j^m*   .^m^.  ^B>  •«    fc.     >_^_^_   .^^. 


the  Job  COUNTS 


Not  a  cent  for 
Repairs  in  42 
Months'  Service 

Mr.  E.  F,  Thomas,  working  out  of  Blaine, 
Washington,  on  the  Great  Northern,  has 
used  his  Fairmont  Motor  steadily  for  forty- 
two  months  and  has  never  spent  one  cent 
for  repairs.  He  also  writes — "there  is  no 
better  engine  for  railway  work  and  if  you 
are  in  a  hurry  you  can  get  there  with  the 
Fairmont." 

Ask  Any  "Old  Timer" 
Who  Uses  a  Fairmont 

Section  foremen  everywhere  use  and  rec- 
ommend the  Fairmont  because  it  stands  up 
under  heaviest  loads  day  in  and  day  out 
for  many  years.  The  Fairmont  has 
proved  its  wonderful  power  and  strength 
wherever  used.  The  mighty  Fairmont 
costs  practically  nothing  to  run — and  will 
make  you  enjoy  your  job.  Let  us  send 
you  complete  information  about  the 
mighty  Fairmont.  Write  us  today. 

Fairmont  Gas  Engine  and 
Railway  Motor  Car  Co. 

Dept.  K5  Fairmont,  Minnesota 


Ball  Bearing 
Motor? 


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1921 


ILLINOIS       CENTRAL       MAGAZINE     One  Hundred  Tn 


1920,  the  shop  forces  were  unable  to  take 
care  of  the  repairs  with  sufficient  speed  so  as 
to  permit  the  greatest  possible  use  of  rail- 
road equipment. 

There  is  another  and  very  interesting 
phase  of  the  transportation  problem  which  I 
would  like  to  discuss,  if  time  and  opportun- 
ity permitted  it.  I  have  reference  to  the  de- 
velopment of  our  inland  waterways.  This  is 
a  subject  which  has  engaged  the  thought  and 
attention  of  most  of  our  unbiased  students 
of  the  question.  It  seems  to  me  however 
that  there  has  been  much  superficial  think- 
ing on  this  subject.  It  has  been  considered 
that  the  railroads  were  responsible  for 
strangling  water  transportation.  If  this  be 
true,  it  grows  out  of  the  fact  that  we  have 
been  trying  to  do  by  law  what  ought  to  have 
been  left  to  the  working  out  of  natural 
forces. 

Caused  a  Loss  to  Chicago 

A  statute  was  passed  some  time  ago 
known  as  the  Panama  Canal  Act,  which  pro- 
hibited a  railroad  from  having  any  interest 
in  a  water  transportation  line,  if  the  effect 
was  to  interfere  with  keen  competition.  Un- 
der the  operation  of  this  law  many  freight 
vessels  have  disappeared  from  Lake  Michi- 
gan, and  the  great  city  of  Chicago  has  been 
largely  deprived  of  the  benefits  of  water 
transportation  on  the  lake,  because  the  rail- 
roads were  compelled  to  dispose  of  the  ves- 
sels in  which  they  had  an  interest. 

The  transportation  problem  is  not  a  rail- 
road problem  alone,  nor  it  is  a  water  prob- 
lem alone.  What  good  reason  can  there  be 
for  prohibiting  railroad  companies  from 
owning  vessels  on  the  navigable  waters  of 
the  country?  All  the  rates  would  be  subject 
to  public  regulation.  There  is  no  reason 
why  the  rate-regulating  bodies  should  not 
establish  a  lower  rate  for  water  transporta- 
tion than  for  rail  transportation.  Would  it 
not  be  infinitely  better  to  deal  with  trans- 


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in 
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home.    When  it  comes  merely  deposit  $4.75  with  the  postman  and 
wear  the  ring  for  10  full  days.    If  you,  or  any  of  your  friends  can  tell  it 
from  a  diamond,  send  it  back  and  we  will  return  your  deposit.    But  if 
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Rheumatism 

A  Remarkable  Home   Treatment 
Given  by  One  Who  Had  It 

In  the  year  of  1893  I  was  attacked  by  Mus- 
cular and  Sub-Acute  Rheumatism.  I  suffered 
as  only  those  who  are  thus  afflicted  know  for 
over  three  years.  I  tried  remedy  after  rem- 
edy, but  such  relief  as  I  obtained  was  only 
temporary.  Finally,  I  found  a  treatment  that 
cured  me  completely  and  such  a  pitiful  condi- 
tion has  never  returned.  I  have  given  it  to  a 
number  who  were  terribly  afflicted,  even  bed- 
ridden, some  of  them  seventy  to  eighty  years 
old,  and  the  results  were  the  same  as  in  my 
own  case. 

I  want  every  sufferer  from  any  form  of  mus- 
cular and  sub-acute  (swelling  at  the  joints) 
rheumatism,  to  try  the  great,  value  of  my  im- 
proved "Home  Treatment"  for  its  remarkable 
healing  power.  Don't  send  a  cent;  simply  mail 
your  name  and  address,  and  I  will  send  it 
free  to  try.  After  you  have  used  it,  and  it 
has  proven  itself  to  be  that  long-looked  for 
means  of  getting  rid  of  such  forma  of  rheu- 
matism, you  may  send  the  price  of  it,  One 
Dollar,  but  understand  I  do  not  want  your 
money  unless  you  are  perfectly  satisfied  to 
send  it.  Isn't  that  fair?  Why  suffer  any 
longer,  when  relief  is  thus  offered  you  free. 
Don't  delay.  Write  today. 

Mark  H.  Jackson, 
939G  Durston  Bldg.,  Syracuse,  N.  Y. 

Mr.  Jackson  is  responsible.  Above  state- 
ment true. 


For  OVERALLS,  JUMPERS  and  UNIFORMS 

It's  fast  color  and  will  not  break  in  the  print. 

Look  for  the  boot  trademark  on  the  back  of  the  cloth.   Garments  made  of  Stlfel 
Indigo  sold  by  dealers  everywhere.    We  are  manufacturers  of  the  cloth  only. 

J.  L.  STIFEL  &  SONS,  Indigo  Dyers  and  Printers 
Wheeling,  W.  Va.  260  Church  St.,  N.Y- 


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One  Hundred  Twenty-eight    ILLINOIS       CENTRAL       MAGAZINE 


May  1921 


portation  companies  having  the  right  to 
transport  by  rail,  by  water  or  by  motor 
trucks,  as  the  exigencies  of  the  occasion  and 
the  laws  of  economical  operation  might  dic- 
tate? But,  as  indicated,  I  have  not  the  time 
to  go  elaborately  into  this  phase  of  the 
matter. 

It  has  been  suggested,  too,  that  the  rem- 
edy is  by  having  the  railroads  consolidated 
into  a  few  large  and  important  systems. 
Some  of  the  most  careful  students  of  the 
problem  in  the  United  States  advocate  this. 
T  think  there  can  be  no  doubt  that  many 
of  the  so-called  independent  roads  would 
function  more  economically  if  they  were  a 
part  of  large  railroad  systems.  But  on  the 
other  hand  I  think  this  may  be  carried  too 
far.  As  the  law  stands  now,  consolidations 
are  permitted,  though  not  absolutely  re- 
quired. In  my  judgment,  before  new  dras- 
tic legislation  is  adopted,  it  would  be  well 
to  see  if  under  the  present  permissive  law, 
when  conditions  become  more  normal,  con- 
solidations do  not  go  on  in  obedience  to  the 
principles  of  enlightened  self-interest,  with- 
out attempting  to  lay  the  strong  hands  of  the 
law  upon  these  companies  to  force  them 
into  undesired  unions  which  would  lead  only 
to  unhappiness  and  unrest. 


Wise  Administration  Needed 
We  are  governed  too  much;  we  have  too 
many  laws;  we  are  entirely  too  prone  to 
look  to  legislation  to  remedy  all  our  troubles. 
I  doubt  if  there  is  any  use  in  tinkering  with 
the  Transportation  Act.  What  it  needs  is 
a  fair  trial  under  wise  administration.  As  a 
general  thing  I  would  rather  have  a  poor 
law  with  wise  and  fearless  persons  to  ad- 
minister it  than  a  good  law  with  weak  per- 
sons in  charge  of  its  administration. 

Nor  does  it  seem  to  me  that  anything  is 
to  be  gained  by  an  agitation  for  a  general 
reduction  in  rates.  The  very  intelligent 
chairman  of  the  Interstate  Commerce  Com- 
mission, one  of  the  ablest  students  of  the 
problem  in  the  United  States,  has  recently 
said,  in  a  public  address,  that  it  is  useless 
to  talk  about  reducing  rates  as  a  whole  until 
expenses  are  reduced.  Stated  in  the  sim- 
plest possible  form  the  question  is:  "How 
may  the  railroads  bring  their  expenses  with- 
in their  revenues?" 

It  must  be  done  by  paying  less  for  their 
labor  and  for  their  materials.  Those  who 
are  selling  labor  and  those  who  are  selling 
materials  to  the  railroads  must  come  to  un- 
derstand this.  Turning  the  railroads  over  to 
the  government  will  do  no  good.  One  of 


The    Minstrel   shows   given  by  our  workers  this  -year  was  largely  attended 
Over  10,000  people  saw  each  performance. 

EN  DICOTT-  JOHNSON 

Shoes  for  Workers  and  Their  Boys  and  Girls 

ENDICOTT,  N.  Y.  "Ask  yoar  dealer  for  E-J  shoes"  JOHNSON    CITY,  N.  Y  . 


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ILLINOIS       CENTRAL       MAGAZINE       One  Hundred  Twenty-nine 


two  things  will  certainly  happen  then — 
either  the  federal  government,  unembar- 
rassed and  unhindered  by  laws,  will  reduce 
the  wages,  or  the  deficit  will  be  made  up  out 
of  the  taxes  from  a  people  already  stagger- 
ing under  a  load  of  taxation  which  is  the 
heritage  of  the  war.  If  there  is  a  general 
revival  of  industry  so  that  the  tremendous 
number  of  freight  cars  now  standing  idle 
will  begin  to  earn  money  for  their  owners, 
this  will  be  helpful  in  solving  the  problem, 
but  the  fundamental  thing  to  remember  is 
that  we  cannot  go  on  maintaining  our  ex- 
penses upon  a  basis  fixed  in  the  period  of 
the  high  cost  of  living,  and  expect  the  rail- 
roads to  survive  in  the  presence  of  the  de- 
termination of  the  American  people  no 
longer  to  pay  abnormal  prices  for  that  which 
they  have  to  buy. 

A  Question  for  the  People 
The  problem  is  riot  to  be  solved  by  legis- 
lation nor  by  litigation,  nor  indeed  by  leg- 
islative investigations,  helpful  as  they  may 
be.  The  question  is  one  for  the  people  of 
the  United  States  in  the  exercise  of  sound 
common  sense  and  according  to  principles 
of  natural  justice.  Certain  it  is  that  if  we 
are  to  exist  as  a  nation  we  must  not  only 
maintain  but  must  expand  our  transporta- 
tion facilities. 

The  railroad  problem  is  the  problem  of 
every  citizen.  It  is  the  problem  of  democ- 
racy against  that  atrocious  form  of  autoc- 
racy which  is  called  communism,  or  pro- 
letariatism,  or  bolshevism,  according  to  our 
choice  of  terms..  It  is  for  the  American 
people  to  decide  this  question,  for  back  of 
all  laws  and  the  edict  of  despots,  whether 
they  be  captains  of  industry  or  leaders  of 
labor,  is  the  sentiment  of  the  great  body  of 
American  people.  To  that  sentiment  we 
appeal,  and  to  the  sober  judgment  of  the 
thinking  persons  of  the  nation  we  submit 
our  cause. 


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one  as  a  mark  of  identification.     We  can  also  give  permanent  employment  and  exclu- 
sive control  of  territory  to  those  who  can  give  full  time  in  taking  orders  from  the  general 
public.     If  you  are  earning  less  than  $1500.00  yearly,  let  us  show  70*  how  to  make  BMC*. 
NOVELTY   CUTLERY    COMPANY,    333    BAR     STREET,     CANTON.    OHIO 


Pleas*  mention  thl»  magazine  when  writing  to 


One  Hundred  Thirty 


ILLINOIS     CENTRAL     MAGAZIN-E 


May   1921 


Roll  of  Honor 

Below  is  a  list  of  employes  who  were  retired  at  meeting  of  the  Board  of  Pen- 


sions held  March  22: 

Name 

James  H.  Quinlan 
Julia  Cuming  (Miss) 
August  Carlson 
Swan   L.  Sullivan 
Patrick  J.  Donovan 
Ewing  Morgan 
William    H.    Sherman 
Anton  Pickel 
Abe   Malone    (Col.) 

The  following  deaths 

Name 

Samuel  Carson 
James  Farmer 


Years  of  Date  of 
Occupation                                  Service     Retirement 

Engineman,  Chicago  Terminal 24  10/31/20 

Telegraph  Operator,  Summit,  Miss.     34  11/30/20 

Section  Laborer,  Manson,  Iowa 18  12/31/20 

Section    Laborer,   Paxton,    111 '21  12/31/20 

Section  Foreman,  Watson,  111 41  1/31/21 

Carpenter  Frmn.,   Memphis,  Tenn.     23  3/31/21 

Foreman  (B&B)  St.  Louis  Div 28  3/31/21 

Laborer,   E.   St.   Louis   Storehouse     27  3/31/21 

Engine  Cleaner,  Jackson,  Tenn 18  3/31/21 

of  pensioners  were  reported  at  same  meeting: 

Date  of  Term  as 

Last   Employment                         Death  Pensioner 

Crossing  Flagman,  Illinois  Div.     2/10/21  4  years 
Checker,  U.  S.  Yards,  Chicago 

Term 2/28/21  3  years 


Below  is  a  list  of  employes  who  were  retired  at  a  meeting  of  the  Board  of  Pen- 
Years  of     Date  of 
Occupation  Service.  Retirement 

Caller,  Chicago  Terminal..: 26  12/31/20 

Machinist  Helper,  Centralia,  111 31  12/31/20 

Section  Laborer,  Buckley,  111 27  1/31/21 

Section  Laborer,  Horse  Branch,  Ky.     20  1/31/21 

Signal  Helper,  Chicago  Terminal....     34  2/28/21 

Stationary  Fireman,  McComb,  Miss.    30  4/30/21 

Laborer,  Fordham,  111 22  4/30/21 

Towerman,  Champaign,  111 24  4/30/21 

Engineman,    Jackson,   Tenn 32  5/31/21 

The  following  deaths  of  pensioners   were  reported  at  same  meeting : 

Date  of     Term  as 
Last  Employment  Death.   Pensioner. 

Storehouse  Porter,  Mississippi   Div 3/21/21     17  years 

Agent,  Iowa  Division 3/12/21 

Carpenter,  Kentucky  Division 3 /I Of/21 

Laborer,   Kentucky   Division 3/18/21 

Car  Inspector,  Springfield  Division 3/22/21 

Engineman,   New   Orleans  Terminal. ..3/13/21 

Section   Laborer,  Iowa  Division 3/27/21 

Dist.  Pass.  Agent,  Traffic  Deot 4/  7/21 


sions  on  April  28  : 

Name 

Stephen  Cusack 
Silas  N.  Barr 
Fred  Schwarz 
Joe  Stewart 
August  Ogren 
Wyatt    Gordon    (Col.) 
Frank  Domezalski 
William  W.  Ferris 
James   B.   Good 


Name 

Albert  G.  Woods 
Lester  L.  Neeley 
John  T.  Householder 
Dave  Nelson  (Col.) 
Alfred  W.  Tilley 
Edward  A.  Baldwin 
John  Nord 
Samuel   North 


Frederick  W.  Harlow    Div'n.  Pass  Agent,  Traffic  Dept 4/10/21 


T  nines  J.  Roberts 
William  Smith 


Clerk,   Accounting  Department 4/15/21 

Engineman,  Wisconsin  Division 4/19/21 


5  years 
11  years 
1  year 
1  year 
4  years 
10  years 
1  year 
1  year 
9  years 
7  years 


June  1921 


Five 


Contents 


Page 

Robert  A.  Trovillian  Frontispiece 

Save  Coal,  Urges  New  Fuel  Committee,  in  Effort  to  Check  Waste 7 

How  a  "Go-Getter"  Won  the  Business  That  Was  Going  the  Other  Way....    9 

What  I  See  Ahead :    A  Future  That  Holds  Little  for  the  Alarmist 11 

Promotions  on  Southern  Lines  Follow  Departure  of  Superintendent 15 

How  the  "Y"  Came  Back  at  Waterloo 18 

The  Railroad  Situation  Today  Explained  by  President  C.  H.  Markham....  20 

U.  S.  Railroad  Labor  Board  Announces  the  Decreased  Rates  of  Pay 23 

The  Evils  of  a  Car  Surplus  Pointed  Out  by  Superintendent  J.  W.  Hevron  26 
Illinois  Central  System  Calls  Attention  to  Things  the  Public  Does  Not  See  28 

What  the  Illinois  Central  Has  Gained  From  Institutional  Advertising 30 

Bananas  and  the  Illinois  Central  Prove  the  Best  Combination  Ever „...  33 

Illinois  Central  Men  Manage  Railroad  in  Honduras,  Central  America 37 

"No  Exception"  Campaign  Scores  Another  Success  Both  North  and  West  41 

Stage  and  Screen  44 

The  Home  Division  . _ 48 

The  Story  of  a  Successful  Life  Is  That  of  Victor  H.  Hanson,  Publisher..  50 

Yardmaster  Presents  Railway  Problems  to  Omaha  Hardware  Men 54 

"A  Lost  Quixote,"  by  Earl  Derr  Biggers,  Complete  in  This  Issue 57 

Editorial - -  64 

Accident  and  Injury  Prevention 71 

How  the  Agent  Can  Build  or  Break 72 

Railway  Hearing  at  Washington  Brings  Facts  Before  the  Public 74 

Death  Separates  Two  Old  Friends 79 

How  the  Vegetable  and  Fruit  Industry  Grows  With  Illinois  Central 80 

A  Little  Chuckle  Now  and  Then 82 

Claims    Department - - — 84 

What  Patrons  Say  of  Our  Service 88 

Purchasing  and   Supply   Department 90 

Public  Opinion  92 

Law    Department    ."- 98 

News  of  the  Divisions 1°2 


RiMished  monthly  In;  the  Illinois  Central  R..R..ih  the  interest 
of  the  railroad  and  its  ^4000  Employes 


Advertising    Kates  on  Application 
Office  K 

§1 


Office  13J?  East  U*Plaoe  Telephone.  Wabash  2200 

Chicago  Local  182 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


Robert  A.  Trovillian 

Introducing  Robert  A.  Trovillian,  newly  appointed  assistant  general 
freight  agent  of  the  northern  and  western  lines  of  the  Illinois  Central 
System,  with  headquarters  at  Chicago.  Mr.  Trovillian,  who  succeeds 
H.  G.  Powell,  recently  appointed  traffic  manager  of  the  Illinois  Ter- 
minal Railroad  at  Alton,  111.,  was  born  at  Gblconda,  111.,  August  26, 
1887.  He  is  an  Illinois  Central  product  from  the  word  "go,"  as  he 
began  work  on  December  10,  1906,  as  stenographer  in  the  office  of  the 
assistant  general  freight  agent  at  St.  Louis.  That  was  before  he  be- 
came of  age,  and  he  has  been  with  the  Illinois  Central  ever  since,  with 
the  exception  of  a  year  in  the  service  of'  Uncle  Sam  during  the  war. 
After  holding  various  positions  in  the  office  at  St.  Louis,  Mr.  Trovillian 
was  transferred  to  Chicago,  February  16,  1916,  as  assistant  chief  clerk 
in  the  general  freight  office;  March  11,  1917,  he  was  made  chief  clerk; 
January  16,  1918,  he  enlisted  in  the  army;  January  1,  1919,  he  returned 
to  his  work  as  chief  clerk;  May  19,  1921,  he  was  appointed  to  his  pres- 
ent position. 


Illinois  Central  Magazine 


VOLUME  9 


JUNE,  1921 


NUMBER  12 


Saves  Coal,    Urges  New  Fuel  Committee, 
in  Effort  to  Check  Waste 


Points  Out  Methods  by  Which  Our  Annual  Expen- 
diture of  $15,000,000  Can  Be  Reduced 


By  J.  F.  PORTERFIELD 

General  Superintendent  of  Transportation 

WE  are  setting  about  on  the  Illinois 
Central  System  to  effect  a  saving  of 
at  least  half  a  million  dollars  a  year  in 
coal  consumed  by  our  locomotives.  Our  pres- 
ent locomotive  fuel  costs  are  running  at  more 
than  $15,000,000  annually.  Coal  is  the  second 
largest  item  of  expense  in  the  cost  of  produc- 
ing transportation,  being  exceeded  only  by 
wages. 

In  order  to  accomplish  this  saving  we  must 
have  the  co-operation  of  every  person  on  the 
railroad  concerned  in  the  handling  and  con- 
sumption of  coal,  from  the  time  the  coal  leaves 
the  mines  until  it'is  consumed  in  the  handling 
of  freight  and  passengers.  If  we  have  this 
whole-hearted  co-operation  of  every  officer 
and  employe,  we  shall  win.  If  we  do  not, 
our  effort  will  be  only  partly  successful. 

Vice-President  L.  W.  Baldwin  on  April  26 
appointed  the  following  officers  to  be  members 
of  the  general  fuel  conservation  committee : 
J.  F.  Porterfield,  general  superintendent  of 
transportation,  chairman ;  R.  W.  Bell,  general 
superintendent  of  motive  power ;  A.  F.  Blaess, 
engineer,  maintenance  of  way ;  W.  A.  Sum- 
merhays,  purchasing  agent ;  J.  F.  Dartt,  audi- 
tor of  disbursements,  and  J.  W.  Dodge,  trans- 
portation inspector. 

This  committee  will  undertake  to  prescribe 
plans  and  practices  to  further  economies  in 
fuel  consumption — distribution  with  a  mini- 
mum amount  of  transportation,  purchases, 
storage  and  handling  costs,  mechanical  and 
otherwise.  To  secure  maximum  economies, 
however,  the  committee  must  depend  largely 
upon  suggestions  and  criticism  received  from 
division  fuel  conservation  committees,  officers 
and  employes.  Their  co-operation  and  assist- 


Superintendent  J.  F.  Porterfield 

ance  are  earnestly  solicited. 

The  divisional  committees  will  include  di- 
vision superintendents  as  chairmen,  master  me- 
chanics, traveling  engineers,  trainmasters, 
chief  train  dispatchers,  roadmasters,  road  su- 
pervisors, train  dispatchers,  enginemen,  fire- 
men, conductors  and  such  other  employes  as 
may  be  selected  as  necessary  or  helpful.  Their 
meetings  will  be  held  bi-monthly  or  more  fre- 
quently as  conditions  may  warrant.  Officers 
and  employes  are  requested  to  give  these  di- 
visional committees  every  possible  assistance 
in  the  way  of  suggestions  and  criticism. 

Since  Transportation  Inspector  J.  W.  Dodge 


Eight 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


and  Traveling  Engineer  O.  Lindrew  were 
placed  in  charge  of  the  educational  branch  of 
this  work,  there  has  been  a  substantial  saving 
in  the  fuel  consumption  per  unit  of  service. 
Notwithstanding  these  gratifying  results,  the 
general  fuel  conservation  committee  at  its 
preliminary  meeting  sees  the  possibility  of  fur- 
ther economies,  which,  we  believe,  should 
reach  half  a  million  dollars  a  year. 

By  co-operation,  education  and  persistent 
effort,  we  have  succeeded  in  maintaining  an 
on-time  passenger  train  service.  We  can  ac- 
complisK  the  same  results  in  getting  100  per 
cent  efficiency  out  of  the  more  than  $15,000,- 
000  which  we  spend  annually  for  fuel. 

To  assist  in  reducing  the  fuel  cost  per  unit 
of  service,  the  purchasing  and  transportation 
departments  will  undertake,  so  far  as  possible, 
to  supply  coal  uniform  as  to  quality  and  prep- 
aration so  the  engines  may  be  drafted,  main- 
tained, operated  and  fired  to  obtain  maximum 
service  from  a  minimum  amount  of  fuel. 

Education  and  co-operation  are  necessary  to 
establish  proper  and  economical  methods  of 
operation  and  firing.  Careful  attention  should 
be  paid  to  instructions  and  suggestions  given 
at  educational  meetings  by  Inspectors  Dodge 
and  Lindrew,  as  well  as  those  from  master 
mechanics,  traveling  engineers  and  others  ex- 
perienced in  this  work. 

I  shall  not  attempt  to  detail  the  many  avoid- 
able practices  which  result  in  wasteful  fuel  con- 


sumption further  than  to  call  attention  to  the 
following,  which  can  be  greatly  minimized : 
Unnecessarily  high  speed;  unnecessary  stops, 
including  those  for  31  orders ;  hot-boxes ;  im- 
proper classification  and  forwarding  of  short 
loads  and  empties,  etc. ;  unnecessary  slow  or- 
ders, and  failure  to  observe  instructions  cov- 
ering the  proper  classification  of  freight 
trains,  thereby  creating  unnecessary  switching 
at  terminals  and  on  the  road. 

Further  saving  can  be  effected  by  furnishing 
power  plants  and  pumping  stations  with 
screenings.  This  grade  of  coal  can  be  pur- 
chased from  outside  mines  at  a  reduced  cost, 
and  where  the  supply  is  obtained  from  our 
own  mines  the  use  of  screenings  by  these  sta- 
tionary plants  will  give  us  a  better  grade  of 
coal  for  hand-fired  engines. 

In  the  cost  of  handling  fuel,  economies  can 
be  effected  by  the  following  practices : 

Loading  the  proper  kind  of  cars,  as  out- 
lined in  distribution  instructions,  to  avoid 
shovel  unloading. 

Storing  a  small  supply  to  avoid  delay  to 
cars  at  stations  where  coal  is  handled  by  loco- 
motive crane. 

Storing  winter  supplies  of  station  and  office 
fuel  during  the  summer  when  cars  are  plenti- 
ful and  transportation  costs  are  minimum. 

It  is  scarcely  necessary  for  me  to  add  that, 
by  helping  to  save  coal,  every  employe  is 
safeguarding  his  own  paycheck. 


Council  Bluffs  Employes  Lend  a  Hand 


The  Omaha  (Neb.)  Daily  Bee  recently  had 
the  following  note  about  Illinois  Central 
roundhouse  employes  at  Council  Bluffs,  Iowa : 

"A  destitute  family  which  had  trudged  all 
the  way  to  Council  Bluffs  from  a  little  town 
in  Missouri,  100  miles  south,  with  the  ex- 
pectation of  continuing  on  foot  to  Danbury, 
Iowa,  northeast  of  Sioux  City,  is  now  nearing 
its  destination  by  train,  thanks  to  the  kindness 
of  shopmen  at  the  Illinois  Central  roundhouse 
in  the  Bluffs. 

"Footsore,  hungry  and  penniless,  a  husband 
and  wife  with  three  small  children,  the  eldest 
a  boy  of  nine,  reached  Council  Bluffs  Satur- 
day night.  All  of  their  earthly  possessions 
were  contained  in  three  grips,  two  of  which  the 
father  carried,  while  the  eldest  boy  lugged  the 
other.  The  family  was  on  its  way  to  the 
home  of  relatives  in  Danbury. 


"The  weary  little  group  stopped  to  rest  near 
the  Illinois  Central  roundhouse.  Shopmen 
became  interested  when  the  family  seemed  to 
be  preparing  to  camp  there  for  the  night. 

"Inquiry  disclosed  that  the  wayfarers  were 
not  only  without  the  means  of  procuring  shel- 
ter, but  were  hungry.  James  Oliver,  mechan- 
ical foreman  of  the  roundhouse,  learned  their 
story. 

"Soon  a  big  pot  of  coffee  had  been  prepared 
and  every  man  who  had  brought  luncheon  had 
given  up  a  part  of  it.  The  little  family  had  a 
real  feast. 

"The  shopmen  were  so  moved  by  the  desti- 
tute condition  of  the  family  that  enough 
money  was  raised  among  them  for  railroad 
tickets  to  Danbury  and  to  provide  a  surplus  of 
$7  for  emergencies." 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Nine 


How  a  "Go-Getter'  Won  the  Business  That 
Was  Going  the  Other  Way 

The  Story  of  Bill  Williams  and  Johnson  Jones  and 
a  Knowledge  of  Motor  Cars 


Some  of  the  best  lessons  in  business  meth- 
ods are  not  to  be  found  in  textbooks;  they 
are  in  the  cvery-day  experiences  of  successful 
men. 

We  recently  asked  the  freight  agent  at  one 
of  our  southern  line  stations  for  a  contribu- 
tion for  the  magazine,  and  he  came  back  with 
a  story  of  his  experiences  which  constitutes 
one  of  the  best  lessons  we  have  read  on  sales- 
manship. With  all  of  us  engaged  in  the  work 
of  securing  more  business  for  the  Illinois 
Central  System,  his  story  is  extremely  timely, 
and  vae  recommend  it  for  your  reading. 

The  author  has  asked  us  not  to  u\se  his  name 
or  the  names  of  the  two  men  who  figure 
in  the  story,  and  we  have  complied  with  his 
request,  for  reasons  which  the  reader  will  un- 
derstand. 

A  VACANCY  had   occurred  at  one  of 
our  larger  southern  line  stations,  and 
the   Illinois   Central   management   de- 
cided   to    appoint    Bill    Williams    to    fill    the 
place. 

The  station  was  situated  in  a  rich  terri- 
.  tory,  and  competition  was  unusually  keen. 
The  outgoing  agent  had  won  promotion  on 
his  reputation  for  securing  business,  and  Bill 
was  given  to  understand  that  he  must  hustle 
to  maintain,  even  approximately,  the  high 
standard  set  by  his  predecessor. 

Up  Against  a  Stiff  Proposition 

Bill  immediately  got  busy,  and  to  his  sur- 
prise soon  found  that  Johnson  Jones,  the 
biggest  wholesaler  in  town,  was  unfriendly 
to  the  Illinois  Central,  and  that  he  was  sys- 
tematically routing  his  freight  via  a  compet- 
ing line.  Bill  discovered  further  that  he  was 
up  against  an  unusually  tough  proposition. 
Mr.  Jones  was  a  man  of  strong  prejudices 
and  was  nursing  a  grudge  of  long  sending. 
To  make  matters  more  difficult,  Bill  found 
that  the  service  of  his  competitor  was  entire- 
ly satisfactory.  Bill  knew  the  management 
had  hesitated  before  deciding  to  appoint 


him;  he  had  been  in  another  branch  of  the 
service  for  a  number  of  years,  and  it  was 
feared  that  he  might  not  be  able  to  hold  his 
own  with  his  competitor  whose  prowess  in 
securing  business  was  only  too  well  known. 

Bill  began  to  think  and  to  plan.  He  must 
win  the  wholesaler  and  secure  his  business 
for  the  Illinois  Central. 

Met  a  Frost  Every  Time 

Weeks  passed,  and  little  or  no  progress 
was  made.  Bill  made  frequent  visits  to  Mr. 
Jones,  offered  the  best  possible  service,  yet 
he  was  met  always  with  an  atmosphere  of 
coolness  which  was  extremely  discouraging. 

But  Bill  would  not  let  himself  be  down- 
hearted. He  knew  there  was  some  way  to 
reach  that  wholesaler  and  to  get  his  busi- 
ness. He  studied  the  man  and  found  that 
Mr.  Jones  had  two  hobbies,  one  of  which 
was  automobiles  of  a  certain  make,  for  which 
he  was  the  distributor.  Bill  began  to  feel 
better.  He  felt  now  that  he  had  in  his  hands 
the  key  to  the  problem,  if  he  could  only  use 
it  properly.  The  question  was:  "How  could 
he  use  it  to  best  advantage?" 

Bill  decided  that  he  must  know  that  auto- 
mobile. He  set  about  to  learn  it.  He  mem- 
orized its  specifications;  he  studied  its  every 
part;  he  frequented  the  garage  where  ad- 
justments and  repairs  were  made  and  talked 
with  the  mechanics,  who  explained  its  ma- 
chinery and  told  tales  of  its  sturdiness  and 
splendid  performance.  Bill  learned,  and 
after  a  short  time  he  knew  that  automobile. 
Snatched  the  Opportunity 

Then  the  opportunity  came  quickly.  He 
was  passing  the  wholesaler's  place  and  found 
'him  busy  unloading  an  automobile  which 
had  moved  in  via  the  rival  railroad.  The 
wholesaler  was  proud  of  the  machine  and 
was  willing  to  discuss  it  with  anyone,  and 
especially  with  a  man  who  seemed  to  under- 
stand it  and  to  appreciate  its  numerous 
points  of  superiority  over  rival  makes 
Soon  Bill  and  he  were  engaged  in  an  ani- 


Ten 


ILLINOIS     CENTRAL      MAGAZINE 


mated  conversation  in  regard  to  its  various 
parts,  each  of  which  helped  to  make  it  the 
superior  machine  that  it  really  was.  Mr. 
Jones  invited  Bill  to  accompany  him  on  the 
initial  tryout  of  the  car,  and  Bill  was  able  to 
assist  in  making  some  minor  adjustments 
which  were  needed  to  make  it  run  smoothly. 
When  the  trial  trip  was  ended  Bill  was  asked 
to  be  present  when  the  next  carload  of  auto- 
mobiles came  in,  for  Mr.  Jones  wanted  him 
to  see  the  improvement  which  would  be 
made  in  the  ignition  system  of  the  new 
model.  The  old  one  was  a  crackerjack,  but 
the  new  model  would  be  some  car! 

In  due  time  the  next  carload  arrived  and 
— it  came  in  via  Bill's  railroad!  With  it  came 
the  beginning  of  a  lasting  friendship  which 
grew  as  the  days  passed  by  and  which  final- 
ly resulted  in  the  Illinois  Central's  enjoying 
almost,  if  not  quite,  100  per  cent  of  the  com- 
petitive .business  of  the  great  firm  of  which 
Mr.  Jones  was  the  head. 


And  Bill?  Bill  had  won  a  friend  and  had 
made  good!  Next  to  making  a  friend,  what 
is  better  than  the  satisfaction  of  having  made 
good? 

Bill's  predecessor  had  used  his  feet  only, 
while  Bill  used  both  feet  and  brains.  Service 
means  feet;  salemanship  means  brains.  Use 
both  and  you  will  be  invincible. 


AN  ECHO  OF  THE  WAR 

The  body  of  Sergeant  John  McCarthy,  son 
of  Conductor  C.  H.  McCarthy,  who  died  at 
Toul,  France,  while  in  service  overseas,  was 
brought  to  Dubuque,  Iowa,  on  Train  ,No.  11, 
Thursday,  May  26.  The  funeral  was  held 
from  St.  Columkill's  Church  Saturday  morn- 
ing, May  28.  Before  going  to  war,  Mr. 
McCarthy  was  an  accountant  in  the  superin- 
tendent's office  on  the  Iowa  division. 


The  Crossings  of  the  Future 


Is  it  coming  to  this  ? 

Warning  to  locomotive  engineers:' 
"  STOP,  LOOK  andLISTEN  !  Look  out  for  the  trucks 


June   1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eleven 


What  I  See  Ahead:  A  Future  That  Holds 
Little  for  the  Alarmist 


Much  of  the  Clamor  Now  Being  Raised  Is  by  the 
Usual  Prophets  of  Disaster 


By  C.   A.  TWEEDY, 

General  Chairman,  B.  of  L.  F.  &  E., 

Illinois   Central  Lines 

THERE  has  probably  never  been  a 
time  when  the  average  man  was  more 
intensely  interested  in  what  the  fu- 
ture might  hold  in  store  for  him  than  he  is 
right  now.  There  has  never  been  a. time 
when  he  felt  that  there  were  so  many  things, 
or  combinations  of  things,  any  of  which 
might  come  to  pass.  It  seems  the  easiest  thing 
possible  for  most  of  us  to  conclude  that  the 
thing  which  would  be  most  calamitous  for  us 
as  individuals  will  be  the  identical  disaster  in- 
flicted upon  us  as  a  nation,  and  there  is  nothing 
either  new  or  alarming  in  such  an  idea 

For  so  long  as  we  have  had  a  civilization, 
we  have  contended  with  the  element  which  felt 
that  the  limit  had  been  reached,  and  tnat  fur- 
ther effort  would  be  useless.  Columbus  en- 
countered it.  There  was  mutiny  among  the 
colonists.  In  the  Revolution,  this  class  was 
sure  that  we  could  not  establish  our  independ- 
ence. Later,  they  were  equally  sure  that  a 
government  such  as  was  proposed  could  not 
endure. 

Dissatisfaction  Not  a  New  Thing 

It  seems  strange,  indeed,  that  a  perversity  so 
apparent  should  perpetuate  itself.  It  appears 
to  be  inherent,  and  certainly  it  is  to  be  reck- 
oned with.  A  variation  of  it  is  found  in  the 
fact  that  a  farmer  seldom  admits  that  he  is 
getting  a  fair  price  for  his  produce.  Business 
men  are  equally  loath  to  admit  that  profits 
are  what  they  should  be.  Both  employer  and 
employe  are  apt  to  feel  that  they  are  being 
cheated.  Old  men  bewail  the  passing  of  "the 
good  old  days,"  and  executives  have  been 
heard  to  mourn  that  the  rising  generation  had 
no  material  which  could  be  developed  sufficient- 
ly to  take  their  places.  In  short,  it  appears 
to  be  the  natural  conclusion  of  a  great  num- 
ber of  men  that  things  are  not  as  they  should 
be,  and  that  they  are  getting  worse  ins'ead  of 
better,  particularly  at  this  time. 


C.  A.   Tiveedy 

In  justice  to  those  people,  it  must  be  con- 
ceded that  many  grave  problems  confrort  the 
country  in  this  period  of  readjustment.  A  man 
prominent  in  industrial  circles  recently  ex- 
pressed the  opinion  that  the  country  is  on  the 
very  verge  of  an  industrial  breakdovn.  and 
he  isn't  alone  in  that  opinion.  He  is  one  of  a 
group  which  feels  that  the  purposes  of  the 
employer  and  employe  are  so  wholly  at  vari- 
ance that  it  will  be  impossible  for  them  to 
reconcile  their  differences. 

A  Statement  of  Two  Platforms 

Briefly,  it  appears  that  the  employers  regard 
concessions  made  to  the  workers  during  the 
war  as  sacrifices  to  expediency.  Consequent- 
ly, nothing  like  normal  conditions  car  be  re- 
stored until  those  concessions  are  withdrawn. 


Twelve 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


They  regard  this  as  being  of  sufficient  im- 
portance to  warrant  the  employment  of  any 
lawful  means  to  bring  about  the  desired  Jesuit. 
They  charge  the  workers  with  holding  up  the 
progress  of  the  country  by  refusing  to  accept 
a  revision  of  their  wage  schedules,  as  an  in- 
evitable step  in  the  nation's  readjustment. 

The  employe  group  contends  that  not  one 
demand  was  submitted  during  the  entire  war 
period  that  was  not  fully  justified,  and  its 
concession  warranted.  Consequently,  what- 
ever other  change  may  be  instituted  to  restore 
pre-war  conditions,  nothing  must  be  considered 
which  will  even  indirectly  affect  any  conces- 
sion secured  by  them  at  any  time. 

A  New  Kind  of  "Strike" 

They  further  contend  that  the  action  of  the 
employers  in  reducing  their  working  forces, 
postponing  work  until  labor  becomes  c  hc-aper, 
is  a  "strike,"  in  the  same  sense,  with  the  same 
effect,  as  if  the  employes  for  any  reason 
had  seen  fit  to  leave  the  service  They 
charge  that  it  has  slowed  production,  main- 
tained high  levels  of  prices  in  general, 
and  so  retarded  a  normal  readjustment. 
Finally,  they  contend  that  a  reduction  in  pay 
would  result  only  in  a  reduction  of  the  buying 
or  consuming  power  of  the  people,  and  that, 
consequently,  a  readjustment  in  that  direc- 
tion would  be  of  no  benefit  in  any  sense — 
would  actually  be  prejudicial  to  the  inter- 
ests of  a  vast  number  of  people. 

During  the  war  it  was  necessary  to  stimu- 
late production  in  certain  lines  of  industry, 
and  conditions  were  created  which  were  dis- 
tinctly favorable  to  those  industries.  Now 
that  the  war  is  over,  each  industry  so  fa- 
vored is  clamoring  for  the  perpetuation  of 
such  protection  or  favor,  insisting  that  the 
welfare  of  the  nation  depends  on  the  success 
of  its  particular  line.  A  glance  at  some  of  the 
recently  proposed  legislation  will  verify  this. 

Bring  in  a  Man  From  Mars 

It  is  not  the  purpose  of  this  article  either 
to  justify  or  condemn  any  faction  mentioned. 
We  are  going  to  guess,  however,  that  if  a  man 
from  Mars  might  be  set  down  among  us — 
wholly  disinterested  and  impartial — he  might 
find  some  merit  in  the  claims  of  each  group. 
It  is  also  possible  that  he  might  find  conten- 
tions which  would  appeal  to  his  sense  of 
humor,  and  it  isn't  difficult  to  imagine  him 
asking  whether  some  of  us  were  not  taking 


ourselves  a  bit  more   seriously   than  the   facts 
in  the  case  warranted. 

The  Same  Old  Fears  Again 
It  is  the  purpose  of  this  article  to  under- 
take to  demonstrate  that,  while  important  prob- 
lems confront  us,  much  of  the  clamor  is  being 
made  by  the  element  which  never  concedes  the 
possibility  of  any  undertaking  until  it  is  an 
accomplished  fact.  The  descendants  of  the 
people  who  prophesied  that  a  government  such 
as  ours  could  not  exist  are  today  telling  us 
that  we  shall  not  be  able  to  effect  a  read- 
justment of  our  affairs,  and  the  bogey  of  bol- 


Advertising  Pays 

In  a  city  which  the  Illinois  Central 
serves  there  is  a  large  railroad  Y.  M. 
C.  A.,  where  conductors  of  many 
roads  meet  and  visit.  Among  them 
is  a  veteran  of  many  years  of  train 
service,  white  haired  and  well  along 
in  years,  but  with  a  young  eye  and  a 
pleasant  personality,  which  makes 
him  a  friend  to  all.  In  any  discus- 
sion he  always  has  a  logical  view  and 
is  able  to  analyze  a  question  so  well 
that  his  remarks  are  always  well  re- 
ceived. 

A  short  time  ago  I  met  him  at  din- 
ner and  he  said,  as  he  produced  a 
copy  of  a  daily  paper : 

"1  was  just  waiting  for  some  of 
you  Illinois  Central  boys  to  come  in. 
Have  you  seen  Mr.  Markham's  ad- 
vertisement regarding  the  Illinois 
Central's  showing  of  on-time  trains? 
I  think  it  is  wonderful,  when  you 
stop  to  think  of  the  organization  nec- 
essary to  make  such  a  showing,  the 
condition  of  the  power,  cars,  track, 
and  the  human  element  all  the  way 
up  and  down  the  line.  You  certainly 
have  a  wonderful  organization,  and 
you  can  well  be  proud  of  it,  and  I 
believe  you  all  are,  for  I  have  never 
heard  an  Illinois  Central  man 
make  a  disloyal  remark  about  his  * 
railroad." 

These  remarks,  coming  from  a  man 
of  this  kind,  naturally  were  very 
gratifying  to  me,  and  I  believe  will 
be  to  all  members  of  the  Illinois 
Central  organization. 

He  also  said : 

"If  I  were  a  passenger  agent  of 
your  road  I  would  want  nothing  bet- 
ter to  lay  before  a  prospective  pas- 
senger. I  would  say,  'These  are 
facts,  not  press  agent  stuff.'  Do  you 
want  anything  better?" — C.  H.  DRA- 
PER, Conductor,  Chicago. 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Thirteen 


shevism  is  as  real  to  them  as  was  the  witch 
to  Tam  o'  Shanter. 

The  employer  who  has  indulged  himself  in 
dreams  that  the  post-war  situation  will  afford 
him  an  opportunity  at  one  stroke  to  undo  all 
that  has  been  done  by  labor  organizations  is 
an  unusual  type,  and  is  doomed  to  sad  disap- 
pointment. The  man  across  the  table  from 
him  who  may  have  dreamed  of  the  day  when 
he  and  his  associates  would  by  their  industrial 
organization  dominate  the  country  is  equally 
rare,  and  doomed  to  the  same  disappointment. 
No  One  Class  Can  Dominate 

Again  submitting  the  question  to  the  man 
from  Mars,  we  fancy  he  might  tell  us  it  was 
infinitely  better  for  each  of  them  to  be  dis- 
appointed. No  one  class  will  ever  be  permitted 
to  dominate  any  field  of  endeavor  in  this  coun- 
try. A  question  in  one  of  the  older  textbooks 
on  natural  philosophy  was :  "What  would  be 
the  result  if  an  irresistible  force  came  in  con- 
tact with  an  immovable  body?"  That  question, 
considered  from  the  standpoint  of  employer 
and  employe,  affords  opportunity  for  interest- 
ing speculation. 

The  definite  answer  to  the  readjustment 
problem?  We  can't  state  it  in  concrete  terms. 
There  are  these  things,  however,  that  we  know : 
Those  people  who  always  have  seen  disaster 
and  destruction  just  in  the  offing  will  continue 
to  see  it.  The  men  who  live  in  the  past  will 
continue  to  mourn  the  good  old  days,  bliss- 
fully unmindful  of  the  fact  that  in  a  few  years 
they  will  be  referring  to  this  time  as  a  part  of 
the  "good  old  days."  It  is  quite  logical  for 
them  to  feel  so,  because  they  are  looking  back, 
and  no  man  can  tell  anything  of  the  road 
ahead  while  looking  back.  Fortunately,  those 
composing  this  element  are  in  so  great  a  minor- 
ity that  they  demand  no  attention,  save  to 
note  that  they  are  not  a  factor  in  the  problem 
of  readjustment. 

Hard  to  Fix  a  Day's  Pay 

There  is  this  to  be  said  in  the  matter  of 
wage  readjustments:  No  man  has  ever  been 
able  to  set  up  a  sum  of  money  and  say  with 
any  authority,  "This  is  the  proper  amount  of 
pay  for  a  day's  work,"  and  prove  that  one 
cent  more  or  less  would  be  incorrect.  The 
best  we  have  been  able  to  do  is  to  fix  on  a 
compromise  figure,  which  is  a  composite  of 
various  elements.  It  will  not  be  possible  to 
change  this  method,  so  we  shall  have  with  us 


the  employer  who  feels  that  he  is  getting  too 
little  for  his  money,  and  the  employe  who  is 
equally  sure  that  he  is  getting  too  little  for 
his  work. 

Generally,  employers  and  employes  have  ad- 
justed their  differences  and  maintained  their 
contractual  relations  on  compromises  of  some 
form  or  other.  There  is  nothing  in. the  pres- 
ent situation  to  indicate  that  a  change  would 
be  benefic:al  or  desirable.  There  is  nothing 
today  that  warrants  serious  apprehension  of 
the  probability  that  the  irresistible  force  will 
meet  the  immovable  body. 

Following  each  war  in  which  this  country 
has  been  involved,  there  has  been  the  period 
of  readjustment,  and  in  each  instance  it  has 
been  successfully  negotiated.  There  is  not  one 
element  in  the  present  situation  that  has  not 
existed,  in  some  degree,  in  previous  readjust- 
ments. If  it  be  true  that  certain  principles 
-prominent  now  were  almost  wholly  absent 
then,  it  is  also  true  that  their  most  important 
problems  may  not  be  factors  in  the  present 
situation.  Considered  as  a  whole,  thry  will 
just  about  balance. 

A  Better  Result  Possible 

Another  factor  in  the  present  situation  is 
that  our  people  today  are  a  better,  higher  type 
than  ever  before.  It  wouldn't  be  difficult  to 
find  men  to  deny  that  statement,  but  to  deny 
it  means  that  we  have  failed  as  a  nation  to 
make-  progress.  A  highly  developed  people 
resents  an  injustice  much  more  quickly,  and 
is  more  insistent  on  a  "square  deal"  for  every- 
one than  a  people  less  highly  developed.  It 
•  is  as  reasonable  to  accept  this  idea  as  to  say 
that  the  thorough-bred  horse  is  more  sensi- 
tive and  more  responsive  than  the  plow-borse. 
This  is  surely  a  factor  that  will  influence  our 
readjustment.  • 

Briefly,  the  people,  regardless  of  class  or 
affiliation,  who  are  now  "viewing  with  alarm" 
have  not  established  a  case.  If  "l:kc  causes 
produce  like  effects,"  the  forces  which  have 
carried  us  through  like  situations  in  ihe  past 
will  again  produce  "like  results,"  and  per- 
haps better,  by  reason  of  the  improved  per- 
sonnel of  our  country. 

Those  expecting  a  crisis  at  a  given  hour 
with  red  fire  and  spectacular  demonstrations 
will  be  sorely  disappointed.  Governmental 
matters  will  be  adjusted  on  a  compromise 


Fourteen 


ILLINOIS      CENTRAL     MAGAZINE 


June   1921 


basis.  Labor  questions  will  be  disposed  of  in 
the  same  manner,  and  we  know  in  advance 
that  no  one  element  will  be  completely  satis- 
'fied.  They  never  have  been,  and  no  reason- 
able man  expects  that  ever  they  will  be.  Talk- 
ing in  platitudes?  Bless  your  life,  yes.  Nine- 
tenths  of  your  life  is  made  up  of  platitudes. 
Why  not  talk  of  them? 

And  when  the  dust  finally  settles,  when 
normalcy  returns,  we  shall  realize  that  we 
owe  no  thanks  to  the  men  who  "viewed  with 
alarm,"  to  those  who  kept  us  awake  nights 
proving  that  we  were  headed  straight  for  bol- 
shevism,  or  to  those  who  shrieked  to  high 
heaven  that  the  universe  could  no  longer  en- 
dure unless  their  little  problem  was  solved  to 
their  entire  satisfaction. 


Instead,  the  credit  for  whatever  may  be 
accomplished  will  go  to  those  people  who  day 
by  day  went  quietly  about  their  allotted  tasks, 
doing  the  thing  immediately  in  front  of  them 
to  the  very  best  ot  their  ability,  calm  in  their 
belief  that  there  were  more  good  men  :n  the 
country  than  ever  before  and  serene  in  the 
conviction  that  those  men  would  so  act  as  to 
bring  about  the  best  possible  conditions  for  the 
greatest  number  of  people. 

Picturing  the  millenium?  Not  at  all.  1 
have  only  pointed  out  to  you  that  our  progress 
as  a  nation  has  been  due  to  the  existence  of 
certain  forces,  that  those  forces  are  still  in 
existence  as  factors  in  our  development.  They 
will  carry  us  through  the  period  of  readjust- 
ment. 


A  Man's  Size  Job  in  Handling  Freight 


The  accompanying  photographs,  taken  at 
Lincoln,  111.,  recently  by  J.  R.  Mann,  claim 
agent  at  Clinton,  111.,  show  the  Illinois  Central 
derrick  from  Clinton  handling  a  commercial 
shipment  of  granite.  This  granite  was  for  a 
monument  in  memory  of  a  wealthy  man  who 
died  recently  after  amassing  a  considerable 


fortune  in  Jand  in  Logan  County.  Two  ship- 
ments, consisting  of  two  large  pieces  of  gran- 
ite, weighing  22  tons  and  18  tons,  were  re- 
ceived on  specially  constructed  cars.  In  order 
to  unload  these  stones,  which  were  partly  pol- 
ished and  required  great  care  in  handling,  it 
was  necessary  to  obtain  the  Illinois  Central 
wrecking  derrick  and  crew.  The  snapshots 
are  of  the  larger  stone,  which  was  picked  up 
off  the  car,  carried  about  one-fourth  of  a 
mile  and  placed  on  a  house-moving  apparatus, 
on  which  it  was  taken  to  the  cemetery. 


Illinois  Central  Derrick  from  Clinton  to  the  Rescue 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifteen 


Promotions  on  Southern  Lines  Follow 
Departure  of  Superintendent 

J.  M.  Walsh  Succeeds  V.  V.  Boatner,  Who  Becomes 
President  of  Another  Road 


VV.  BOATNER,  superintendent  of 
the  Memphis  division  of  the  Yazoo 
'  &  Mississippi  Valley  Railroad,  was 
elected  May  26  to  the  presidency  of  the  Pe- 
oria  &  Pekin  Union  Railroad,  effective  June 
1,  on  which  date  he  took  up  his  new  duties, 
with  headquarters  at  Peoria,  111.  He  suc- 
ceeds R.  K.  Pinkney,  resigned. 

Mr.  Boatner's  resignation  from  the  Illinois 
Central  service  brought  a  number  of  changes 
to  the  road. 

J.  M.  Walsh,  superintendent  of  the  Mem- 
phis Terminals,  has  been  made  superintend- 
ent of  the  Memphis  division,  succeeding  Mr. 
Boatner. 

Edward  Bodamer,  trainmaster  of  the 
Memphis  Terminals,  has  been  made  super- 
intendent of  the  Memphis  Terminals,  suc- 
ceeding Mr.  Walsh.  Mr.  Bodamer  held  the 
position  of  terminal  superintendent  during 
Mr.  Walsh's  absence  in  military  service. 

Joseph  A.  Zanone,  assistant  general  yard- 
master  at  Memphis,  has  been  appointed 
trainmaster  to  succeed  Mr.  Bodamer.  Mr. 
Zanone  held  the  position  of  trainmaster 
during  the  war  period. 

The  three  promotions  brought  about  by 
Mr.  Boatner's  resignation  were  effective 
June  1. 

Twenty  Years  With  Illinois  Central 

Mr.  Boatner  has  been  in  railroad  service 
twenty  years,  all  of  that  time  with  the  Illi- 
nois Central  System.  He  was  born  at  Beth- 
lehem, Miss.,  May  6,  1881.  He  received  his 
schooling  in  the  elementary  schools  of  Potts 
Camp,  Miss.,  Mississippi  College  at  Clinton 
and  Bowling  Green  Business  University, 
Bowling  Green,  Ky. 

Mr.  Boatner's  first  position  with  the  Illi- 
nois Central  System  was  as  a  station  helper 
at  Elizabeth,  Miss.,  May,  1901.  He  was 
transferred  to  the  trainmaster's  office  at 
Greenville,  Miss.,  August  8,  1901,  as  time- 
keeper and  stenographer.  On  March  1, 
1902,  he  was  transferred .  to  Wilson,  La., 


V.  V.  Boatner 

where  he  was  successively  clerk  in  the  train- 
master's office,  copy  operator,  train  dis- 
patcher and  chief  dispatcher. 

On  April  1,  1907,  he  was  appointed  train- 
master, and  he  served  in  that  capacity  on 
the  New  Orleans,  Vicksburg,  Memphis  and 
Indiana  divisions  of  the  system  until  July 
15,  1916,  when  he  was  appointed  superinten- 
dent of  the  New  Orleans  division  at  Vicks- 
burg. He  was  made  superintendent  of  the 
Memphis  division  August  1,  1917,  holding 
that  position  until  his  election  to  the  pres- 
idency of  the  Peoria  &  Pekin  Union  Rail- 
road. 

Has  Extensive  Railroad  Career 

Mr.  Walsh  has  had  an  extensive  railroad 
career,  supplemented  by  two  years'  service 
in  the  army.  He  was  born  March  16,  1866, 


Sixteen 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


at  Des  M'oines,  Iowa  and  had  a  high  school 
education.  He  entered  the  Illinois  Central 
service  in  1884  as  a  fireman-switchman,  con- 
tinuing in  that  position  two  years,  when  he 
went  with  the  Louisville  &  Nashville  Rail- 
road, serving  as  conductor,  switchman, 
brakeman  and  yardmaster.  In  1890  he  was 
made  a  general  yardmaster  in  the  Mobile  & 
Ohio  Railroad  service.  The  following  year 
he  became  a  trainmaster  on  the  C.  O.  &  S. 
W.  Railroad. 

In  1894  Mr.  Walsh  entered  the  Missouri 
Pacific  service,  first  serving  as  a  trainmaster 
and  later  as  a  superintendent.  In  1901  he 
was  made  general  superintendent  of  the 
Arkansas  Southern,  but  in  1903  he  returned 
to  the  Missouri  Pacific,  serving  as  terminal 
superintendent  at  St.  Louis  during  the 
World's  Fair.  In  1908  he  was  made  a  ter- 
minal superintendent  for  the  Frisco,  and  left 
that  position  in  1912  to  become  terminal  su- 
perintendent for  the  Yazoo  &  Mississippi 
Valley  at  Memphis. 

Two  Years  in  the  Army 

Mr.  Walsh  was  out  of  the  civilian  railroad 
service  between  May  6,  1917,  and  July  25, 
1919,  when  he  was  in  foreign  service  with 
the  United  States  Army.  He  went  overseas 
as  a  captain  with  the  13th  Engineers  and 
was  appointed  superintendent  of  the  mili- 
tary railroad  division  which  had  its  head- 
quarters at  Commeile-Nettancourt.  He  was 
later  promoted  to  major  and  made  general 
superintendent  over  a  number  of  military 
railroad  divisions  with  headquarters  at  Ver- 
dun. 

Upon  returning  to  the  Illinois  Central 
service,  he  again  became  terminal  superin- 
tendent at  Memphis,  continuing  there  until 
appointed  superintendent  of  the  Memphis 
division  to  succeed  Mr.  Boatner. 

With  Illinois  Central  Since  1903 

Mr.  Bodamer,  the  new  superintendent  of 
the  Memphis  Terminals,  has  been  in  the 
railroad  service  since  1886,  but  his  service 
with  the  Illinois  Central  System  dates  from 
1903.  He  was  born  June  9,  1870,  at  Logan, 
Ohio,  and  received  his  schooling  in  the  com- 
mon schools. 

Mr.  Bodamer's  first  railroad  employment 
was  as  a  switchman  for  the  Pennsylvania 
Railroad.  In  1889  he  entered  the  service 
of  the  Terminal  Railroad  Association  as 
a  switchman  at  St.  Louis  and  in  1894  he 


became  a  switchman  for  the  Wiggins  Ferry 
Railroad  at  St.  Louis.  He  served  as  a  con- 
ductor for  the  Frisco  from  1899  to  1903. 
Mr.  Bodamer  received  his  intiation  into  the 
Illinois  Central  service  as  a  conductor  in 
1903,  and  continued  in  that  position  ten 
years.  In  1913  he  was  made  a  trainmaster 
of  the  Illinois  Central  at  Memphis.  Five 
years  later  he  was  made  a  trainmaster  on 
the  Tennessee  division  of  the  Illinois  Central 
and  in  1918  was  transferred  as  trainmaster 
to  the  Yazoo  &  Mississippi  Valley.  The  same 
year  he  was  appointed  superintendent  of 
the  Memphis  Terminals,  relieving  Mr.  Walsh 


/.  M.  Walsh 

for  rriilitary  service.  Upon  Mr.  Walsh's  re- 
turn in  1919  he  served  as  trainmaster  on  the 
Memphis  division  and  the  Memphis  Termi- 
nals, holding  the  latter  position  until  his 
recent  appointment. 

New  Trainmaster  a  Kentuckian 

Mr.    Zanone    has    been    with    the    Illinois 

Central  since   1899.    He   was  born  June  21, 

1873,  at  Louisville,  Ky.,  and  was  graduated 

in  engineering  from  the  University  of  Vir- 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Seventeen 


ginia.  After  serving  in  the  city  engineering 
department  at  Louisville,  he  entered  the  en- 
gineering department  of  the  Louisville  & 
Nashville  Railroad.  His  first  position  with 
the  Illinois  Central  was  as  an  inspector  in 
the  car  department  at  Memphis.  In  1901  he 
was  made  a  switchman  at  Memphis  and 
from  that  position  he  rose  in  the  service 
as  assistant  yardmaster,  general  yardmaster 
and  trainmaster,  holding  the  latter  position 


during  the  war,  when  Mr.  Walsh  was  re- 
leased for  military  service.  Upon  the  latter's 
return  he  was  made  assistant  general  yard- 
master,  continuing  in  that  position  until 
his  recent  appointment. 

Mr.  Zanone's  work  as  assistant  general  yard- 
master  has  been  taken  over  by  L.  Overpeck, 
who  ajso  has  been  an  assistant  general  yard- 
master.  Mr.  Overpeck  will  change  from 
the  night  to  the  day  shift. 


New  Yard  Under  Way  at  Clinton,  111. 


The  construction  of  a  new  yard  at  Clinton, 
111.,  to  have  a  capacity  of  2,255  cars,  has  be- 
gun. Considerable  activity  is  being  displayed 
in  pushing  the  work  to  an  early  completion, 
and  it  is  anticipated  that  the  new  yard  will 
be  in  full  operation  by  October  1,  or  in  suffi- 
cient time  to  care  for  the  usual  traffic  in- 
crease of  the  fall  months.  Its  cost  is  esti- 
mated at  $750,000. 

The  construction  of  the  yard,  which  was 
recently  authorized,  was  made  necessary  by 
increased  traffic  on  the  Springfield,  Wiscon- 
sin and  Illinois  divisions. 

The  yard  is  to  be  located  on  the  east  side 
of  the  present  main  track,  north  of  the  sta- 
tion. The  necessary  waylands  involved  the 
purchase  of  a  strip  of  ground  approximately 
700  feet  wide  and  2  miles  in  length,  contain- 
ing about  128  acres,  the  price  of  which  is  in- 
cluded in  the  estimated  cost. 

The  contract  for  the  grading  work  was 
awarded  to  P.  E.  Shugart  &  Blythe  Brothers 
of  Nevada,  Iowa,  who  are  using  three  ele- 
vating graders  with  wagons,  and  about  75 
teams.  The  concrete  work  for  the  culverts 
and  scale  pits  is  being  done  by  the  Bates  & 
Rogers  Construction  Company  of  Chicago. 

The  plan  of  tracks  consists  of  a  south- 
bound yard,  known  as  the  west  unit,  provid- 
ing for  10  tracks  of  a  capacity  ranging  from 
88  to  100  cars,  or  a  total  of  940  cars,  and  a 
northbound  yard,  known  as  the  east  unit, 
providing  for  14  tracks  of  a  capacity  ranging 
from  78  to  95  cars,  or  a  total  of  1,200  cars. 
The  north  end  of  the  east  unit  and  the  south 
end  of  the  west  unit  will  be  constructed  with 
switches  alternating  for  double  switching 
operation. 

Track  scales  will  be  installed  north  of  the 
east  unit  and  south  of  the  west  unit,  and 


sufficient  thoroughfare  tracks  are  to  be  con- 
structed to  afford  double  track  operation  for 
trains  arriving  and  departing,  in  order  to 
avoid  unnecessary  delay. 

Repair  tracks,  to  accommodate  about  115 
cars,  on  which  light  repairs  may  be  neces- 
sary, will  be  located  midway  between  the 
east  and  west  units. 

The  yard  also  will  be  equipped  with  addi- 
tional water  facilities,  including  a  new  tank, 
with  penstocks  located  at  convenient  points 
in  the  yard  for  furnishing  water  to  locomo- 
tives. Pipe  lines  will  connect  these  facilities 
with  the  citywater  supply.  Water  pipe  lines 
will  be  extended  to  furnish  water  for  the 
yardmaster's  office  and  fire  protection  for 
disabled  cars  which  may  be  placed  on  the 
repair  tracks. 

The  plan  also  provides  for  the  construc- 
tion of  a  compressor  house  and  air  testing 
plant,  which  will  be  electrically  operated 
from  power  obtained  from  the  Illinois  Trac- 
tion Company. 


Eighteen 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


How  the     Y"  Came  Back  at  Waterloo 


OUT  on  the  western  lines  of  the  Illinois 
Central,  where  the  Minnesota  and  the 
Iowa  divisions  join  hands,  on  the  sec- 
ond floor  over  the  company's  shops  are  sev- 
eral insignificant  rooms,  with  a  few  beds,  some 
lockers,  washstands  and  baths,  which  are 
called  a  Y.  M.  C.  A.  Very  little  will  be  said 
about  the  "Y"  at  Waterloo  prior  to  February 
this  year.  Suffice  it  to  say  that  from  that 
date,  someway  or  somehow,  this  "Y"  plant 
began  to  put  forth  new  roots,  and  new  blood 
began  to  flow  through  its  veins.  New  furni- 
ture was  added,  a  branch  library  was  installed, 
the  crack  of  a  ball  and  the  click  of  a  cue  be- 
gan to  be  heard  once  again,  and  many  a  tired 
footstep  was  heard  on  the  stairs  as  the  smoke- 
covered  and  grease-besmeared  worker  made 
his  way  back  to  the  washrooms.  A  wrestling 
mat,  a  punching  bag,  boxing  gloves  and  vari- 
ous other  kinds  of  paraphernalia  assembled 
themselves  into  what  might  be  called  a  gym. 

Steam  was  coming  up  in  this  old  "Y"  organ- 
ization, but  the  bunkers  were  mighty  low  with 
fuel.  The  best  the  committee  of  management 
could  possibly  do  was  to  scrape  together  208 
names  on  the  membership  list. 

So  continental  membership  week  rolled 
around,  and  a  campaign  committee  was 
brought  together,  with  J.  P.  Harris,  air-brake 
inspector,  as  chairman,  and  fifteen  captains. 
With  much  doubt  and  many  misgivings  the 
goal  was  set  at  200  new  members.  Full  in- 
structions were  given  at  the  opening  supper, 
Monday,  April  25,  that  Waterloo  must  have 
200  new  members  or  the  work  could  not  pro- 
gress as  had  been  planned.  The  second  gath- 
ering of  the  captains  was  at  a  dinner  on 
Thursday  of  that  week,  and  the  campaign 
closed  with  a  supper  May  2,  when  the  grand 
total  of  313  new  members  was  reported — a  rec- 
ord unsurpassed  by  any  other  "Y"  on  the 
system  serving  strictly  Illinois  Central  em- 
ployes. 

Credit  for  the  success  of  the  campaign  is 
given  to  the  men  whose  pictures  are  here 
shown.  Harry  G.  Brown,  trainmaster,  was 
the  champion  "go  and  get  them"  captain  of 
the  soliciting  teams.  He  obtained  176  new 
members.  Mr.  Brown  and  H.  O.  Dahl  went 
on  an  inspection  trip  during  the  week,  and  ev- 
ery man  on  the  train  was  a  "Y"  member  be- 
fore they  got  out  of  the  yards.  On  the  return 
trip  every  station  agent  between  Waterloo  and 


Albert  Lea  took  out  a  membership  ticket  in 
the  Waterloo  Railroad  Y.  M.  C.  A.  H.  S. 
Taylor,  by  his  close  co-operation  and  untiring 
use  of  the  wires,  added  many  members  who 
probably  never  knew  that  Waterloo  had  a  "Y." 

Chairman  Harris  received  numerous  con- 
gratulations from  railroad  officials  as  well  as 
from  Y.  M.  C.  A.  quarters.  At  the  closing 
supper  it  was  fully  decided  that,  to  take  ade- 
quate care  of  the  greatly  increased  member- 
ship, numerous  repairs  and  additions  must  be 
made  to  the  present  quarters.  The  workers 
then  resolved  that  the  present  group  be  kept 
together  as  a  Boosters'  Club,  with  the  idea 
of  promoting  plans  for  greater  activities  of 
their  "Y,"  which  they  hope  will  materialize 
into  a  new  and  up-to-date  railroad  Y.  M.  C. 
A.  building.  Roy  A.  Graham  is  the  executive 
secretary  of  the  Illinois  Central  Branch  of  the 
Waterloo  Young  Men's  Christian  Association. 

To  explain  the  accompanying  pictures,  Mr. 
Brown  is  trainmaster  of  the  Minnesota  di- 
vision ;  Mr.  Pennington,  machinist  foreman ; 
T.  J.  Winninger,  machine  shop  foreman ;  Mr. 
Taylor,  chief  clerk  to  the  general  superinten-  • 
dent  of  the  western  lines;  Mr.  Harris,  air- 
brake inspector ;  Mr.  Mulvaney,  chief  station- 
ary engineer ;  Mr.  Dahl,  yardmaster ;  Joe  Win- 
ninger, machinist;  Mr.  Graham,  executive  sec- 
retary, Y.  M.  C.  A. ;  Mr.  Robbins,  shipping 
clerk;  Mr.  Robinson,  foreman,  paint  shop; 
Mr.  Barnes,  accountant;  Mr.  Crowell,  appren- 
tice instructor. 


A  FAITHFUL  PORTER  GONE 

The  Illinois  Central  lost  one  of  those  old- 
time  negroes,  a  good  man  and  thoroughly  hon- 
est, the  crystalization  of  simple,  unaffected 
courtesy,  when  Henry  Estes,  for  26  years  a 
porter  in  the  office  of  Master  Mechanic  L. 
Grimes  at  Jackson,  Tenn.,  died  at  his  home 
there  on  April  11.  The  funeral  service  was 
held  in  the  Liberty  Methodist  Church  (negro), 
conducted  by  the  bishop  and  two  ministers, 
and  many  of  Henry's  white  friends  were 
among  those  who  crowded  the  church.  The 
numerous  floral  offerings  testified  to  the  re- 
gard in  which  Henry  was  held.  He  knew 
every  Illinois  Central  employe  in  that  part 
of  the  country.  Master  Mechanic  Grimes, 
who  spoke  at  the  funeral,  praised  Henry's  de- 
votion to  the  company  he  had  served  so  long 
and  so  well. 


June   1921 


ILLINOIS      CENTRAL      MAGAZINE 


Nineteen 


Twenty 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


The  Railroad  Situation  Today  Explained 
by  President  C.  H.  Markham 

Basic  Scale  of  Freight  Rates  Has  Nothing  to  Do  With 
the  Business  Depression,  He  Says 


THE   basic  scale  of  freight  rates  has 
had  nothing  to  do  with  the  business 
depression,    C.    H.    Markham,    presi- 
dent of  the  Illinois  Central  System,  told  citi- 
zens of  Decatur,  111.,  in  an  address,  May  31, 
before  the  City  Club  of  Decatur. 

"If  you  could  reduce  tomorrow  the  basic 
freight  rates  of  this  country  25  per  cent,  it 
wouldn't  have  the  slightest  influence  upon 
the  movement  of  traffic,"  he  said. 

Air.  Markham's  subject  was  "The  Railroad 
Situation  Today."  He  and  Vice-President 
Bowes  were  guests  of  the  City  Club  at  a 
dinner  served  in  the  Y.  M.  C.  A.  Annex 
the  evening  of  May  31.  About  400  men  and 
women  were  present.  M.  C.  Nelson,  presi- 
dent of  the  City  Club,  served  as  toastmaster. 
Vice-President  Bowes  was  introduced  and 
spoke  a  few  words,  followed  by  Mr.  Mark- 
ham,  whose  address  was  informal. 

The  Illinois  Central's  president  reviewed 
the  railway  history  of  the  last  two  decades 
briefly,  dwelling  especially  upon  the  changed 
relationship  between  managements  and  em- 
ployes brought  about  by  the  "national 
agreements"  as  they  were  passed  upon  the 
railroads  by  federal  administration. 

About  the   Illinois  Central   Family 

"The  railroads  of  the  country  actually 
came  into  the  possession  of  their  owners 
again  September  1,"  Mr.  Markham  said. 
"Since  that  time  there  have  been  some  de- 
cided changes.  Speaking  particularly  for  the 
Illinois  Central  System,  I  take  pleasure  in 
testifying  to  the  fact  that  we  have  got  by 
this  time  far  away  from  the  old  conditions 
of  which  I  have  been  telling  you,  and  today 
there  exists  between  the  management  of  the 
Illinois  Central  System  and  its  employes  an 
understanding  as  good  as,  if  not  better  than, 
ever  before  existed  in  the  history  of  the 
road.  There  is  no  more  loyal  set  of  people 
in  the  world  than  railway  employes.  This 
loyalty  was  destroyed  for  a  period,  but  it  is 


coming  back.  It  has  come  back  on  the  Illi- 
nois Central,  and  I  expect  it  to  remain — 
certainly  as  long  as  I  have  anything  to  do 
with  the  property." 

Mr.  Markham  told  his  hearers  that  the 
Transportation  Act,  given  reasonable  time 
and  opportunity  to  work  itself  out,  will 
solve  the  railroad  problem. 

"But  if  it  is  to  be  solved,"  Mr.  Markham 
said,  "it  must  be  because  of  the  bringing 
about  of  a  perfect  understanding  on  the  part 
of  the  shippers  of  this  country  as  to  the 
needs  of  the  great  transportation  systems. 
Aims  of  the  Transportation  Act 

"Briefly,  the  Transportation  Act  instructs 
the  Interstate  Commerce  Commission  to  fix 
rates  on  a  basis  that  will  yield  5J4  or  6 
per  cent  upon  the  value  of  the  railroads  as 
found  by  the  commission.  Many  people  are 
under  a  misapprehension  as  to  just  what  this 
means;  they  think  it  refers  to  stock,  but  it 
doesn't  do  anything  of  the  kind.  It  refers 
to  a  return  on  the  value  of  the  roads,  divided 
into  certain  territorial  groups,  as  determined 
by  the  commission. 

"The  commission  found  the  value  to  be 
about  $18,900,000,000.  The  theory  of  the 
commission  was  that  the  rates  prescribed  last 
August  would  yield  a  return  sufficient  to  pro- 
vide this  6  per  cent  return  on  $18,900,000,- 
000.  But  instead  of  getting  the  6  per  cent 
the  commission  intended  we  should  get,  we 
fell  upon  evil  days.  Business  began  to  drop 
off,  and,  for  the  four  months  of  September 
to  December,  the  returns  were  far  below 
that — somewhere  near  2  per  cent.  , 

"The  European  situation  changed.  Our 
exports  began  to  drop  off,  and,  seemingly 
all  at  about  the  same  time,  everyone  who 
was  buying  anything  throughout  the  whole 
length  and  breadth  of  this  country  decided 
to  stop.  Naturally,  railroad  earnings  began 
to  fall  off,  and  a  great  many  people  are  now 
discussing  very  seriously  the  question  as  to 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Twenty-one 


what  effect  the  increase  in  rates  granted  by 
the  commission  has  had  and  is  having  upon 
the  business  depression. 

Not    Affected    by   the    Rates 

"My  own  opinion  is,  and  it  is  based  on  a 
considerable  inquiry  into  conditions  in  the 
territory  served  by  the  Illinois  Central  lines, 
that,  up  to  the  present  time,  there  isn't  a 
single  commodity  the  movement  of  which  by 
railroad  has  been  materially  affected  by  this 
increase  in  rates.  I  don't  mean  to  say  by 
that  that  all  the  rates  are  what  they  ought 
to  be.  I  don't  mean  to  say  that  some  rates 
are  perhaps  not  too  high.  As  a  natural  out- 
come of  the  method  pursued  by  the  commis- 
sion in  making  a  blanket  increase,  certain 
inequalities  and  more  or  less  of  them  in 
rates  as  between  different  sections  and  per- 
haps as  between  different  commodities  were 
brought  about.  I  do  say  that  so  far  as  the 
basic  rates  are  concerned,  up  to  the  present 
time  they  haven't  had  the  slightest  thing  to 
do  with  the  business  depression.  If  you 
could,  out  of  hand,  tomorrow,  reduce  the 
basic  freight  rates  of  this  country  25  per 
cent  it  wouldn't  have  the  slightest  influence 
upon  the  movement  of  traffic. 

"The  wholesale  price  of  lumber  has  been 
substantially  reduced,  compared  with  a  year 
ago,  yet  no  one  pretends  to  say  that  if 
lumber  rates  were  reduced  25  per  cent  any 
one  would  buy  more  lumber  than  he  is 
buying  now. 

"The  people  won't  make  up  their  minds 
that  the  time  has  come  for  them  to  begin 
buying.  They  are  going  to  some  day.  We 
are  not  going  to  continue  this  business  de- 
pression much  longer. 

Safe  With  the  Commission 

"There  is  a  great  deal  of  propaganda  go- 
ing on  all  over  the  country,  encouraging  an 
attack  on  basic  rates,  and  an  effort  is  being 
made  in  some  quarters  to  stampede  the  In- 
terstate Commerce  Commission  into  making 
reductions  in  rates  out  of  hand.  I  have  no 
means  superior  to  yours  of  knowing  what 
the  commission's  policy  is  in  this  regard, 
other  than  gained  by  the  public  expressions 
of  the  chairman  of  the  commission.  I  am 
satisfied,  however,  from  what  he  has  said, 
that  the  commission  is  not  going  to  permit 
itself  to  be  stampeded  into  taking  action 
which  would  be  contrary  to  the  spirit  of  the 
Transportation  Act  of  1920,  as  well  as  the 


direct  instructions  embodied  in  that  act  and 
addressed  to  the  commission,  and  which 
would  do  more  harm  than  it  could  possibly 
do  good. 

"The  commission  is  addressing  itself  to 
the  matter  of  encouraging  the  railroads, 
through  their  traffic  departments,  to  take  up 
from  time  to  time  and  carry  forward  to  a 
conclusion  the  adjustment  of  rates  that  were 
brought  out  of  line  by  reason  of  increases 
granted  by  the  commission  last  year.  That  is 
going  on  in  an  orderly  way  and  will,  I  am 
sure,  be  carried  to  a  successful  conclusion. 
No  Time  to  Hamper  the  Railroads 

"No  worse  harm  could  come  to  the  busi- 
ness interests  of  this  country  than  for  the 
people  to  insist  on  a  policy  which  would 
result  in  putting  the  railroads  in  a  position 
that,  when  there  is  a  revival  of  business, 
they  would  not  be  able  to  provide  the 
transportation  necessary  to  take  care  of  it. 
I  am  sure  that  with  the  experience  you  have 
had  during  the  last  three  or  four  years  you 
have  all  been  brought  to  realize  as  you  have 
never  realized  before  the  importance  of  at 
all  times  being  provided  with  the  quantity 
and  quality  of  transportation  that  is  needed 
to  ever  take  care  of  the  constantly  increasing 
business  of  this  country. 

"Another  factor  in  connection  with  rates 
is  worth  noting.  Ocean  shippers  can  prac- 
tically name  their  own  rates.  There  is  no 
Interstate  Commerce  Commission  standing 
in  the  way  of  reduced  rates  there,  and  yet 
the  harbors  of  the  world  are  crowded  with 
idle  ships  awaiting  tonnage.  There  is  no  dif- 
ference between  the  question  of  transporta- 
tion by  water  and  the  question  of  transporta- 
tion by  rail.  The  ships  are  idle  simply  be- 
cause business  isn't  moving,  and  the  rates 
haven't  anything  to  do  with  it." 

Discussing  the  employment  of  inland 
waterways  in  the  handling  of  commerce,  Mr. 
Markham  urged  the  adoption  of  a  general 
plan  of  action  and  the  elimination  of  waste1 
ful  expenditures.  In  conclusion,  he  said: 

"Speaking  personally,  I  am  trying  to  han- 
dle the  affairs  of  the  Illinois  Central  just  as 
every  merchant  within  the  sound  of  my 
voice  is  trying  to  handle  his  business.  It  is 
the  policy  of  the  management  of  the  Illinois 
Central  to  try  to  satisfy  its  customers.  It 
is  the  policy  of  the  management  of  the  road 
to  provide  the  kind  of  working  conditions 


Tiventy-two 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


that  make  for  happy  employment.  It  has 
been  my  observation  and  experience  that, 
when  you  have  happy,  satisfied  employes, 
you  have  the  kind  of  employes  who  produce 
the  proper  sort  of  contact  with  the  patrons 
of  the  road.  We  have  a  fairly  good  railroad. 
It  is  fairly  well  equipped.  But,  beyond  all 
of  that,  I  believe  we  have  today  the  happiest, 


most  contented,  best  satisfied  lot  of  employes 
of  any  railroad  in  the  country.  I  speak  of 
that  because  it  has  a  direct  bearing  upon  the 
question  of  relationship  with  the  public,  be- 
cause, as  I  said  before,  when  employes  are 
happy  in  their  employment  they  are  happy 
in  their  contact  with  the  patrons  of  the  rail- 
road." 


Served  Illinois  Central  Almost  50  Years 


Frederick  W .  Harloiv 

Frederick   W.    Harlow,  almost  fifty  years 
an  Illinois  Central  employe,  born  at  Charles- 


town,  N.  H.,  September  15,  1850,  died  at 
Dawson  Springs,  Ky.,  April  10,  1921,  at  the 
age  of  70.  He  was  buried  at  Rutland,  Vt. 

When  but  a  lad  he  was  employed  by  the 
Troy  &  Albany  Railroad  in  Troy,  N.  Y. 
From  there  he  went  to  Chicago  and  entered 
the  service  of  the  Illinois  Central,  where  he 
remained'  continuously  for  forty-eight  years. 
From  July,  1880,  he  was  chief  rate  clerk  in 
the  passenger  department  until  April  1, 
1900,  when  he  succeeded  the  late  S  G. 
Hatch  as  district  passenger  agent  at  Cin- 
cinnati. He  remained  in  that  city  until 
January  1,  1903,  when  he  was  appointed  di- 
vision passenger  agent  with  headquarters 
at  Louisville,  Ky.,  where  he  remained  until 
his  retirement  on  account  of  ill  health  in 
March,  1920. 

Mr.  Harlow  was.  married  in  Troy,  N.  Y., 
May  11,  1870,  to  Miss  Mary  P.  Jordon,  and 
to  this  union  were  born  three  children, 
Fred,  Jr.,  Julia  and  Harry.  Mrs.  Harlow 
died  November  12,  1888,  and  he  married 
Miss  Mary  E.  Lewis,  of  Chicago,  April  6, 
1893.  She  died  June  22,  1918. 


Dies  After  34  Years  With  Illinois  Central 


Samuel  North,  until  a  year  ago  district 
passenger  agent  at  Omaha,  died  at  his 
home,  510  North  30th  Street,  Omaha, 
Thursday,  April  7,  at  the  age  of  60. 

The  funeral  was  under  the  auspices  of 
St.  John's  Lodge  of  Masons,  the  interment 
being  in  Forest  Lawn  Cemetery,  Omaha. 
Mr.  North  is  survived  by  his  wife  and  two 
daughters,  Katherine  and  Maybelle. 

Born  at  Simcoe.  Ontario.  Canada,  No- 
vember 27.  1860,  Mr.  North  came  to  the 


"States"  in  1886.  "Sam,"  as  he  was  known 
to  all  his  friends,  was  employed  by  the  Il- 
linois Central  as  clerk  at  Sioux  City,  la.. 
in  October,  1887,  after  which  he  was  depot 
ticket  agent,  1893,  city  passenger  and  ticket 
agent,  1898.  traveling  passenger  agent  with 
headquarters  at  Omaha,  1900,  and  district 
passenger  agent  in  1914.  This  position  he 
held  until  he  retired,  April  1,  1920. 

For  thirty-four  years  Mr.  North  gave  his 
best  to   the    Illinois   Central. 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE. 


Twenty-three 


U.   S.   Railroad  Labor  Board  Announces 
the  Decreased  Rates  of  Pay 

Decision  Effective  July  1  Is  Planned  to  Meet 
the  Lowered  Cost  of  Living 


THE  United  States  Railroad  Labor 
Board,  on  June  1,  announced  a  de- 
cision prescribing  decreased  rates,  of 
pay  for  certain  classes  of  railway  employes. 
The  decreases  will  become  effective  July  1. 
The  decision  applies  to  those  roads  which 
filed  disputes  prior  to  April  18,  and  affects 
on  each  road  only  those  'classes  of  employes 
with  whom  cases  were  held  in  dispute.  A 
second  hearing  began  before  the  Labor 
Board  June  6  on  cases  submitted  subse- 
quently to  April  18,  covering  classes  of  em- 
ployes not  covered  by  a  number  of  the  roads 
in  their  earlier  petitions. 

Cases  covering  other  classifications  are 
to  be  heard  this  month.  The  Labor  Board 
has  announced  that  its  decision  on  the  sub- 
sequent hearings  this  month  will  prescribe 
rates  of  pay  which  also  will  be  made  effective 
July  1. 

Much  Evidence  Available 
In    reciting   the    information    upon    which 
the  board  bases  its  decision,  the  statement 
issued  by  the  board  reads: 

"In  the  hearing  and  consideration  of  these 
cases  there  has  been  available  to  the  board 
all  the  evidence  taken  and  now  on  file  ad- 
duced in  the  hearings  of  the  cases  heretofore 
brought  before  the  board,  information  gath- 
ered by  the  board  and  its  forces  under  the 
directions  of  the  statute,  including  reports  of 
the  Interstate  Commerce  Commission  and 
various  other  governmental  agencies,  state 
and  national  in  addition  to  the  very  volumin- 
ous mass  of  evidence  submitted  at  these 
hearings  by  the  respective  parties,  as  well  as 
matters  of  general  and  universal  public 
knowledge." 

There  has  been  a  decrease  in  the  cost  of 
living  since  the  rendition  of  the  decision  last 
summer  in  which  wages  were  increased.  The 
board  says: 

"What  that  decrease  has  been  it  is  impos- 
sible to  state  with  mathematical  accuracy  or 


even  what  the  general  average  for  the  United 
States  has  been  up  to  and  on  any  given  date. 
The  machinery  for  procuring  and  stating 
with  accuracy  the  data  to  fix  this  is  by  no 
means  perfect.  The  decreases  vary  greatly 
according  to  the  locality,  and  affect  different 
people  in  different  degrees.  In  some  lo- 
calities the  general  decrease  has  been  greater 
than  in  others.  In  the  cities  the  general  de- 
creases in  some  lines  have  been  offset  to 
some  extent  by  the  high  rents.  In  some  of 
the  items  or  products  that  enter  into  the 
costs  of  living  the  fall  in  prices  has  been 
great;  in  others,  much  less." 

Wages  Down  in  Other  Lines. 

In  reference  to  the  wages  paid  in  other 
lines  of  industry,  the  board  makes  the  fol- 
lowing statement: 

"The  board  also  finds  that  the  scale  of 
wages  for  similar  kinds  of  work  in  other 
industries  has  in  general  been  decreased. 
The  same  conditions  are  also  found  as  to  this 
element.  It  is  practically  impossible  to  find 
any  exact  average  line  of  decrease  for  the 
entire  country.  The  decreases  vary  in  dif- 
ferent industries,  and  in  different  localities, 
and  in  some  instances  with  different  indus- 
tries, individuals  or  corporations.  In  some 
places  and  classes  the  decrease  has  been 
heavy;  in  others,  not  so  great.  There  has 
been  a  decrease,  and  the  tendency  is  at  pres- 
ent downward." 

As  a  keynote  to  the  decision  may  be  taken 
this  paragraph  from  the  board's  announce- 
ment: 

"It  should  be  recognized  by  all  that  the 
problem  before  us  is  chiefly  an  economic 
one,  and  we  are  all  confronted  by  adverse 
and  troublesome  conditions  which  everyone 
must  help  to  solve.  It  should  not  be  looked 
upon  as  a  struggle  between  capital  and  labor, 
or  the  managements  and  the  employes." 

Application  of  the  Decreases. 

The    regulations  prescribed  by  the   board 


Twenty-four 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


to  govern  the  application  of  its  decision  are 
as  follows: 

The  provisions  of  this  decision  will  not  apply 
in  cases  where  amounts  less  than  $30  per  month 
are  paid  to  individuals  for  special  service  which 
takes  only  a  part  of  their  time  from  outside 
employment  or  business. 

Decreases  specified  in  this  decision  are  to  be 
deducted  on  the  following  basis: 

(a)  For  employes  paid  by  the  hour,  deduct 
the  hourly  decrease  from  the  hourly  rate;  (b) 
For  employes  paid  by  the  day,  deduct  eight 
times  the  hourly  decrease  from  the  daily  rate; 
(c)  For  employes  paid  by  the  month,  deduct 
204  times  the  hourly  decrease  from  the  monthly 
rate. 

The  decreases  in  wages  hereby  established 
shall  be  incorporated  in  and  become  a  part  of 
existing  agreements  or  schedules,  or  future  ne- 
gotiated agreements  or  schedules,  and  shall  re- 
main in  effect  until  or  unless  changed  in  the 
manner  provided  by  the  Transportation  Act, 
1920. 

It  is  not  intended  in  this  decision  to  include 
or  make  decreases  in  wages  for  any  officials 
of  the  carriers  affected  except  that  class  desig- 
nated in  the  Transportation  Act,  1920,  as  "sub- 
ordinate officials,"  and  who  are  included  in  the 
act  as  within  the  jurisdiction  of  this  board. 
The  act  provides  that  the  term  "subordinate 
officials"  includes  officials  of  carriers  of  such 
class  or  rank  as  the  Interstate  Commerce 
Commission  shall  designate  by  regulation  duly 
formulated  and  issued.  Hence,  whenever  in  this 
decision  words  are  used,  such  as  "foremen," 
"supervisors,"  etc.,  which  may  apply  to  offi- 
cials, such  words  are  intended  to  apply  to  only 
such  classes  of  subordinate  officials  as  are  now 
or  may  hereafter  be  defined  and  classified  by 
the  Interstate  Commerce  Commission  as  "sub- 
ordinate officials"  within  the  meaning  of  the 
Transportation  Act,  1920. 

Here  Are  the  Reductions. 
The  following  are  the  decreases  ordered, 
or  the  decreased  rates  of  pay  prescribed,  for 
each  class  of  employes  covered  in  the  de- 
cision, with  the  exception  of  floating  equip- 
ment employes,  for  which  specific  decreased 
rates  of  pay  are  prescribed.  (The  latter  is 
omitted  because  of  length,  lack  of  general 
interest  and  the  fact  that  no  employes  of 
the  Illinois  Central  System  fall  in  that  class- 
ification): 

Clerical  and   Station    Forces 

Per  hour 

Storekeepers,  assistant  storekeepers, 
chief  clerks,  foremen,  sub-foremen 
and  other  clerical  supervisory  forces  6  cents 

Clerks  with  experience  of  two  years 
or  more  _ 6  cents 

Clerks  with  experience  of  one  year  and 

less   than   two   13      cents 

Clerks  with  experience  of  less  than 
one  year  6%  cents 

Train  and  engine  crew  callers,  assist- 
ant station  masters,  train  announc- 
ers, gatemen  and  baggage  and  parcel 
room  employes  (other  than  clerks). .10  cents 

Janitors,  elevator  and  telephone 
switchboard  operators,  office,  station 
and  warehouse  watchmen,  and  em- 
ployes engaged  in  a.ssor.ting  way 
bills  and  tickets,  operating  appli- 
ances or  machines  for  perforating, 
addressing  envelopes,  numbering 
claims  and  other  papers,  gathering 
and  distributing  mail,  adjusting  dic- 
taphone cylinders,  and  other  similar 
work 10  cents 


Office  boys,  messengers,  chore  boys 
and  other  employes  under  18  years 
filling  similar  positions,-  and  station 
attendants  5  cents 

Station  platform,  warehouse,  trans- 
fer, dock,  pier,  store-room,  stock- 
room, and  team-track  freight  han- 
dlers or  truckers,  and  'others  sim- 
ilarly employed 6  cents 

Other  common  laborers  about  stations 

and    warehouses    8^  cents 

Hereafter  inexperienced  clerks  are  to  be  paid 

$67.50     per     month     the     first     six    months   and 

$77.50  the  second  six  months. 

Sealers,     sealers,     and     fruit     and     perishable 

freight    inspectors    are    to    be    paid    1    cent    per 

hour  above  truckers'   rates. 

Stowers    and    stevedores,    cullers    or    loaders, 

locators  and  coopers  are  to  be  paid  2  cents  per 

hour    above    truckers'    rates. 

Maintenance    of    Way     and    Structural     and 
Unskilled    Forces 

Per  hour 

Bridge,  building,  painter,  construc- 
tion, mason  and  concrete,  water 
supply,  and  plumber  foremen. 10  cents 

Assistant  bridge,  building,  painter, 
construction,  mason  and  concrete, 
water  supply,  and  plumber  foremen, 
and  for  coal  wharf,  coal  chute,  and 
fence  gang  foremen,  pile  driver, 
ditching  and  hoisting  engineers  and 
bridge  inspectors  10  cents 

Section,  track  and  maintenance  fore- 
men, and  assistant  section,  track 
and  maintenance  foremen 10  cents 

Mechanics  in  the  maintenance  of  way 
and  bridge  and  building  depart- 
ments (except  those  that  come 
under  the  provisions  of  the  nation*! 
agreement  with  the  Federated  Shop 
Trades)  10  cents 

Mechanics'  helpers  in  the  maintenance 
of  way  and  bridge  and  building  de- 
partments (except  those  that  come 
under  the  provisions  of  the  national 
agreement  with  the  Federated  Shop 
Trades)  _ 7x/£  cents 

Track  laborers,  and  all  common  la- 
borers in  the  maintenance  of  way 
department  and  in  and  around  shops 
and  roundhouses,  not  otherwise 
provided  for  8%  cents 

Drawbridge  tenders  and  assistants, 
pile-driver,  ditching  and  hoisting 
firemen,  pumper  engineers  and 
pumpers,  crossing  watchmen  or 
flagmen,  and  lamp  lighters  and 
tenders SYz  cents 

Laborers  employed  in  and  around 
shops  and  roundhouses,  such  as  en- 
gine watchmen  and  wipers,  fire 
builders,  ash-pit  men,  flue  borers, 
coal  passers,  coal  chute  men,  etc. ...10  cents 

Shop    Employes 

Per  hour 

Supervisory    forces   8       cents 

Machinists,  boilermakers,  black- 
smiths,  sheet  metal  workers,  elec- 
trical workers,  carmen,  molders, 
cupola  tenders  and  coremakers,  in- 
cluding those  with  less  than  four 

years'    experience,    all    crafts 8      cents 

Regular    and    helper    apprentices    and 

helpers    : 8      cents 

Car  cleaners  are  to  be  paid  2  cents  per  hour 
above  the  rate  for  regular  track  laborers  at 
points  where  car  cleaners  are  employed. 

Telegraphers,    Telephoners    and    Agents 

Per  hour 

Telegraphers      and      telephone      oper- 
ators,   except    switchboard   operators  6      cents 
Agents,      except     at     small     non-tele- 
graphic  stations   6      cents 


June   1921 


ILLINOIS     CENTRAL     MAGAZINE 


Twenty-five 


Agent  telegraphers,  agent  telephoners, 
towermen,  levermen,  tower  and  train 
directors,  block  operators,  and 
staff  men  ..........................................................  6 

Agents   at    small    non-telegraphic   sta-  • 
tions     ..............................................................  5 


cents 
cents 


A    CHAMPION  DIES 


Engine   Service    Employes 

Per  day 

Passenger  engineers  and  motormen 48      cents 

Passenger    firemen    (coal    or   oil) 48      cents 

Passenger    helpers    (electric) 48      cents 

Freight  engineers,  motormen,  fire- 
men (coal  or  oil)  and  helpers  (elec- 

ric)    64      cents 

Per  hour 
Yard    engineers,    firemen    (coal   or   oil) 

and    helpers    (electric) 8      cents 

Per  day 
Hostlers  and   helpers :. 64       cents 

Train    Service    Employes 

Per  day 
Passenger      conductors,      baggagemen, 

flagmen,    and    brakemen 60      cents 

Freight       conductors,       flagmen,       and 

brakemen    : 64      cents 

Yard  foremen,  helpers,  switch  tend- 
ers  „ 64  cents 

Stationary    Engine    and    Boiler    Room    Employes 

Per  hour 

Stationary  engineers,  firemen,  and  en- 
gine room  oilers  8  cents 

Boikr  room  water  tenders  and  coal 
passers  _ 6  cents 

Signal    Department    Employes 

Per  hour 

S'gnal  foremen,  assistant  signal  fore- 
men, and  signal  inspectors  8  cents 

L(  ading  maintainers,  gang  foremen, 
and  leading  signalmen  8  cents 

Signalmen,  assistant  signalmen,  sig- 
nal maintainers,  and  assistant  sig- 
nal maintainers  8  cents 

Helpers    _ _ 6      cents 

Other  Supervisory   Employes 

Per  hour 

Train  dispatchers,  yardmasters  and 
assistant  yardmasters  -. 8  cents 


FOUND   A   BROKEN   RAIL 

Thanks  of  Illinois  Central  employes  have 
been  extended  to  Herbert  Fielding,  17-year-old 
son  of  Mr.  and  Mrs.  John  Fielding  of  Mur- 
physboro,  111.,  who  discovered  and  reported  a 
broken  rail  on  the  Illinois  Central  tracks  near 
Texas  Junction,  111.,  the  morning  of  April  30, 
and  thereby  prevented  a  serious  delay  of  traf- 
fic, if  not  a  disastrous  wreck.  According  to 
the  report  of  Operator  W.  L.  Morris,  the  break 
must  have  occurred  when  extra  483  south, 
handling  a  wrecker  outfit,  passed  the  station 
about  6  :25  o'clock  that  morning.  A  few  min- 
utes later,  young  Fielding  found  the  broken 
rail  as  he  was  on  his  way  to  work.  Prompt 
notification  brought  Bridge  Foreman  H.  P. 
Marmaduke  and  his  crew,  who  made  the  nec- 
essary repairs,  so  that  No.  424  was  only  one 
minute  late  in  passing  Texas  Junction. 


Lady  Walnut  Hill,  world's  champion  White 
Leghorn  hen  at  the  College  of  Agriculture  of 
the  University  of  Kentucky,  died  on  May  9  of 
septicemia.  She  had  laid  her  876th  egg  the 
day  before. 

The  champion  died  in  the  harness,  an  at- 
tendant at  the  college  poultry  farm  finding 
her  dead  on  a  trap  nest  where  she  had  gone 
to  lay,  according  to  the  story  in  the  Louisville 
(Ky.)  Courier- Journal.  She  held  the  world's 
record  for  continuous  egg  production,  having 
produced  ninety-four  eggs  in  ninety-four  con- 
secutive days.  She  also  had  a  record  of  810 
eggs  in  four  years  and  was  expected  to  pass 
the  1,000  mark  early  in  her  sixth  year. 

She  was  hatched  April  12,  1916,  and  at  the 
time  of  her  death  lacked  three  days  of  being 
five  years  and  one  month  old.  She  started  lay- 
ing November  6,  1916,  and  during  her  pullet 
year  laid  292  eggs,  ninety-four  of  which  were 
laid  consecutive  days,  giving  her  a  world'? 
championship  record. 

She  produced  180  eggs  the  second ;  184  the 
third,  and  154  the  fourth  year.  She  began  her 
fifth  year  of  laying  January  28,  1921,  produc- 
ing her  811th  egg  on  that  day.  She  laid  four 
in  January,  18  in  February,  24  in  March,  14  in 
April  and  6  in  May,  a  total  of  66  for  her 
fifth  year. 


Twenty-Six 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


The  Evils  of  a  Car  Surplus  Pointed  Out 
by  Superintendent  J.  W.  Hevron 

Use  of  Tracks  for  Storage  Slows  Up  Train  Operation 
and  Causes  Other  Troubles 


WHEN  a  railroad  hasn't  enough  cars 
to  meet  the  demands  of  traffic,  the 
public  is  likely  to  hear  a  great  deal 
about  the  unfortunate  condition.  But  what 
about  the  other  extreme,  when  a  railroad  has 
entirely  too  many  cars  and  no  place  in  particu- 
lar to  store  them?  A  great  car  surplus  recently 
has  been  the  problem  of  the  Illinois  Central,  in 
common  with  all  the  railroads  of  the  country. 

In  the  May  issue  of  the  Illinois  Central 
Magazine,  Superintendent  W.  Atwill  of  the 
St.  Louis  division,  the  largest  coal-loading  di- 
vision on  the  Illinois  Central  System,  explained 
the  necessity  for  getting  the  empty  coal  cars 
at  work.  Herewith  is  presented  an  article  by 
Superintendent  J.  W.  Hevron  of  the  Illinois 
division  on  the  evil  effects  of  a  car  surplus 
and  the  difficulties  of  storage  the  management 
has  to  face.  Mr.  Hevron's  division,  as  one  of 
the  largest  grain-loading  divisions  on  the  sys- 
tem, frequently  has  to  contend  with  an  erratic 
demand  for  cars. 

"The  effect  of  a  car  surplus  upon  the  suc- 
cessful and  economical  operation  of  a  railroad 
is  a  subject  that  is  apparently  given  little  con- 
sideration by  the  public,"  writes  Mr.  Hevron. 
A  Problem  the  Last  Six  Months 

"We  are  all  very  familiar  with,  and  many 
suggestions  have  been  advanced  to  remedy, 
the  car  shortages  occurring  from  time  to  time, 
but  a  matter  as  vitally  important  to  the  oper- 
ating official  is  what  to  do  with  the  empty 
car  equipment  during  a  car  surplus  period, 
such  as  we  have  experienced  during  the  past 
six  months. 

"Our  yards  and  business  and  industry  fa- 
cilities were  not  constructed  with  view  of  using 
them  as  storage  tracks,  but  to  take  care  of 
the  current  handling  of  the  business  from  that 
station  or  community.  However,  during  a  car 
surplus  period  it  is  necessary  to  utilize  such 
tracks,  as  well  as  a  number  of  exclusive  pass- 
ing sidings  on  each  division,  for  the  storage 
of  empty  cars.  This  prevents  the  legitimate 


Superintendent  J.  W .  Hevron 

use  of  such  tracks  for  weeks  and  often  months, 
slows  up  train  operation,  increases  the  con- 
sumption of  fuel  and  the  work  of  way  freight 
trains  in  handling  an  unusually  large  num- 
ber of  cars  in  switching  stations,  reduces  the 
working  capacity  of  yards,  and  often  causes 
delay  to  passenger  trains  by  reason  of  a  re- 
duced number  of  available  sidings  to  permit 
freight  trains  to  give  them  a  clear  track,  unless 
the  dispatcher  uses  the  other  and  very  expen- 
sive alternative  of  instructing  the  freight  train 
to  lie  back  at  an  open  siding. 

Stored  Cars  Must  Be  Guarded 
"There    is    additional    expense    directly   con- 
nected  with   the   storage   of  empty   equipment, 
such  as  providing  watchmen  at  isolated  points 
to  prevent  the  theft  of  valuable  parts  of  the 


June  1921 


ILLINOIS     CENTRAL      MAGAZINE 


Twenty-seven 


car,  such  as  air  hose  and  journal  brasses,  and 
the  ever-present  hazard  of  fire. 

"When  equipment  is  plentiful,  shippers  are 
inclined  to  become  lax  in  utilizing  the  maxi- 
mum loading  capacity  of  the  car,  which  is 
of  the  utmost  importance  at  all  times  and  is 
one  of  the  best  remedies  that  can  be  applied 
during  a  car  shortage. 

"It  is  not  possible  during  a  car  surplus  period 
for  each  division  to  take  care  of  all  the  equip- 
ment adapted  for  loading  on  that  particular 
division,  and  although  the  Illinois  division  is 
not  a  coal-loading  division,  we  have,  at  times 
during  the  past  six  months,  been  compelled 
to  store  as  many  as  one  thousand  coal  cars 
because  the  adjoining  coal-loading  divisions 
did  not  have  sufficient  storage  facilities  for  the 
cars. 

Three  Years  of  Loading  Grain 

"The  Illinois  division  is  one  of  the  largest 
grain-loading  divisions  on  the  system,  our 
loading  record  being  as  follows  for  the  past 
three  years : 

1918  19,064  cars, 

1919  14,295  cars, 

1920  12,956  cars, 

or  an  average  of  15,438  cars  a  year.    In  order 
to  anticipate  the   requirements  of   this   move- 
ment, which  is   rather  erratic,   it  is  necessary 
for  the  division  car  distributor  to  keep  in  close 
touch  with  the  market  conditions  and  the  activi- 
ties of  the  country  elevators,  as  well  as  with 
the  farmers  themselves. 

"The  railroads  have  been  severely  criticized 


for  their  failure  to  provide  enough  equipment 
to  move  the  business  during  peak  periods,  but 
little  consideration  has  been  given  to  the  ad- 
ditional burden  it  would  place  upon  the  rail- 
road during  periods  of  business  depression. 
For  example :  Quoting  the  figures  of  the  car 
service  section,  in  September,  1920,  the  car 
shortage  of  the  railroads  reached  a  total  of 
144,000  cars ;  in  April,  1921,  or  only  six  months 
later,  the  car  surplus  of  the  railroads-  was 
504,000  cars. 

Would  Mean  Two  Billions  Now 

"Had  it  been  financially  and  physically  pos- 
sible to  have  provided  these  144,000  additional 
cars  in  September,  it  would  have  amounted  to 
an  outlay  of  $432,000,000,  which,  added  to  the 
present  day  value  of  504,000  surplus  cars  in 
April,  1921,  would  aggregate  the  staggering 
total  of  a  surplus  of  648,000  cars,  or  approxi- 
mately two  billions  of  dollars,  tied  up  in  4,871 
miles  of  idle  equipment. 

"Therefore,  it  is  manifestly  unfair  to  expect 
the  railroads  to  maintain  a  sufficient  number 
of  cars  to  take  care  of  the  maximum  business 
in  certain  periods  and  store  them  at  other 
times.  In  my  opinion,  the  completion  of  the 
admirable  system  of  hard  roads  already  begun 
in  Illinois  will  enable  the  farmer  to  market  the 
products  of  the  soil  with  a  degree  of  regular- 
ity through  the  year,  and  not  be  compelled  to 
crowd  it  on  the  railroads  during  a  period  of 
passable  roads,  as  at  present.  This  will  greatly 
assist  in  equalizing  the  recurring  periods  of 
car  shortage  and  the  car  surplus." 


y^lllllllllll 


Things  to  Talk  About 

Figures  compiled  by  the  Bureau  of  Railway  Economics  from  the  statistical  reports  of 
the  Interstate  Commerce  Commission  show  how  greatly  railway  expenses  have  increased 
during  the  last  four  years.  Although  operating  revenues  increased  from  $3,625,252,371  in 
1916  to  $6,225,402,762  in  1920,  or  71.7  per  cent,  operating  expenses  increased  from 
$2,376,372,042  in  1916  to  $5,826,197,474  in  1920,  or  145.1  per  cent. 

In  1916  65.55  cents  of  even'  dollar  received  by  the  railways  went  to  the  payment  of  ex- 
penses  and  taxes,  but  in  1920  it  required  93.59  cents  of  each  dollar. 

The  following  table  shows  how  expenses  have  been  steadily  encroaching  on  earnings  the 
last  few  years.  It  is  the  operating  ratio  of  each  year  —  the  percentage  of  each  revenue  dollar 
which  is  paid  out  for  expenses  and  taxes,  but  not  including  fixed  charges: 

1916  ................................................  93.59          1918  ................................................  81.54 

1917  ................................................  85.25          1919  ................................................  70.57 

1920  .............  .  ..................................  65.55 

During  the  period  of  1917  to  1920,  freight  rates  on  the  whole  are  estimated  to  have  in- 
creased  68  per  cent  and  passrnger  rates  45  per  cent. 

The  weight  of  this  comparison  should  be  conclusive  proof  that  a  reduction  of  operating 
expenses  greater  than  any  yet  effected  must  precede  any  reduction  in  rates. 


-.iliiliiliiliiininiiiliu  IIM  JIIJM  in  jii]ii:n]ii}ii  ;;i  jii.,:;, i. n  ]n]i:jii:iuii  in  JH  in  in  in  in  mill  IIIIIIIIIIIIIMIIIIIIIIIIMIMIMIIIIMIMIIII 


I   I   I   I   I   I   I   :.. 


Twenty-eight  ILLINOIS       CENTRAL       MAGAZINE  •  June  1921 


Illinois  Central  System  Calls  Attention  to 
Things  the  Public  Does  Not  See 


The  public  is  accustomed  to  see  passenger  and  freight  trains  arrive  at 
stations  and  depart  from  stations  and  travel  between  intermediate  points 
on  the  railway,  performing  a  necessary  service  without  which  almost  all 
commerce  would  be  paralyzed.  It  seldom  gets  a  glimpse  behind  the 
scenes  and  realizes  the  magnitude  and  diversification  of  railway  operation. 

The  public  sees  an  engineer  and  a  fireman  in  charge  of  a  locomotive — 
a  conductor  and  brakeman  in  charge  of  a  train.  It  sees  comparatively 
little  of  all  there  is  back  of  the  actual  running  of  a  train — the  executive 
and  general  officers,  the  heads  of  departments,  the  division  officers,  the 
train  dispatchers,  the  signal  maintainers,  the  foremen,  the  skilled  and  un- 
skilled laborers,  the  shopmen,  the  track  walkers,  the  miners  producing 
the  coal,  the  workers  producing  the  steel,  the  woodsmen  producing  the 
ties  and  the  plants  where  they  are  treated  with  preservative  chemicals,  the 
mills  producing  the  lumber,  the  refineries  producing  the  lubricants,  the 
rock  quarries  and  rock  crushers,  the  gravel  pits  and  steam  shovels,  and 
the  thousand  and  one  other  operations  which  enter  into  the  production 
of  railway  transportation. 

Few  outside  of  those  whose  business  it  is  to  do  so  ever  examine  the 
anatomy  of  a  modern  locomotive,  a  passenger  coach,  a  refrigerator  car  or 
an  ordinary  freight  car.  A  modern  locomotive  contains  more  than  4.200 
parts,  not  including  rivets  and  bolts,  all  of  which  must  be  inspected  daily 
and  kept  in  perfect  condition,  some  requiring  the  constant  attention  of 
highly  specialized  experts.  For  example,  the  lighting  system  is  cared 
for  by  a  corps  of  trained  electricians,  the  superheater  attachment  is  looked 
after  by  specialists,  the  boiler  requires  the  attention  of  expert  boiler 
makers,  the  separate  and  distinct  engine  which  operates  the  reversing 
mechanism  must  have  special  and  constant  attention  and  the  airbrake 
system  also  demands  the  attention  of  experts. 

A  modern  all-steel  passenger  coach,  exclusive  of  bolts,  rivets,  screws, 
nuts,  washers  and  nails,  has  more  than  3,000  parts.  The  wheels,  trucks, 
airbrakes  and  draw  gear  require  constant  inspection  and  special  attention. 
The  dynam.o,  which  generates  electricity  for  lighting  the  coach  when 
the  train  is  running  and  restores  the  batteries  to  provide  lighting 
when  the  train  is  standing,  must  be  carefully  handled.  The  same  is 
true  of  many  other  parts.  The  single  item  of  cleaning  and  ventilating 
passenger  coaches  runs  into  large  figures. 


1921  ILLINOIS       CENTRAL       MAGAZINE  Twenty-nine 


A  modern  refrigerator  car  has  more  than  1,500  parts.  Perfect  insula- 
tion must  be  maintained  and  the  car  must  be  kept  absolutely  clean.  The 
ice  boxes  and  many  other  parts  require  constant  attention. 

The  ordinary  box  car  has  more  than  500.  parts  which  must  be  regularly 
and  constantly  inspected  and  kept  in  safe  condition.  Just  as  a  chain 
is  as  strong  as  its  weakest  link,  the  safety  of  a  train  is  gauged  by  the 
weakest  car  in  the  train. 

The  men  who  actually  operate  the  trains  on  the  Illinois  Central  System 
compose  a  comparatively  small  proportion  of  the  more  than  50,000  em- 
ployes back  of  them. 

One  out  of  every  eleven  persons  in  the  United  States  depends  directly 
upon  the  railways  for  a  living,  counting  one  worker  to  every  five  persons. 

Railway  prosperity  is.  necessary  to  national  prosperity.  Anything  that 
injures  the  railways  also  injures  the  public.  Anything  that  helps  the 
railways  helps  the  public. 

The  railways  consume  28  per  cent  of  all  the  bituminous  coal  pro- 
duced in  the  United  States.  They  consume  25  per  cent  of  all  the  steel 
produced  in  the  United  States.  They  consume  18  per  cent  of  all  the 
timber  and  lumber  produced  in  the  United  States.  They  are  also  large 
users  of  lubricating  oils  and  other  commodities. 

The  Illinois  Central,  like  other  railways,  is  a  citizen  of  each  town  on  its 
lines.  It  pays  taxes  and  means  as  much  to  the  life  of  each  community 
as  any  other  business  concern  in  the  community.  It  has  but  one  thing  to 
sell — transportation.  When  you  buy  that  transportation,  remember  the 
investment  in  the  property  that  makes  it  possible  to  run  the  train  that  fur- 
nishes you  with  service,  and  remember  the  great  expense  back  of  running 
that  train,  aside  from  the  salaries  of  the  enginemen  and  trainmen  whom 
you  see  and  the  agent  with  whom  you  deal. 

The  railways  do  not  claim  perfection.  Every  railway  in  the  United 
States  has  locomotives  and  cars  that  should  be  replaced  by  better  ones; 
machinery  and  appliances  that  should  be  replaced  by  later  and  better 
models;  steel  rails  that  should  be  replaced  by  heavier  ones;  track  that 
should  be  provided  with  better  ballast ;  terminals  that  should  be  enlarged. 
The  railways  are  striving  to  overcome  these  deficiencies.  They  are  suc- 
ceeding gradually.  They  are  fighting  for  the  privilege  of  serving  you — 
the  public.  They  ask  no  advantage  of  any  kind.  They  ask  only  a  square 
aeal. 

Constructive  criticism  and  suggestions  are  invited. 

C.  H.  MARKHAM, 
President,  Illinois   Central  System. 


Thirty 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


What  the  Illinois  Central  Has  Gained  From 
Institutional  Advertising 

H.  B.  Hull  Tells  lowans  How  Our  Educational 
Work  Is  Conducted 


THE  delivery  of  two  addresses  on  rail- 
way topics  furnished  a  busy  day  for 
H.  B.  Hull  at  Fort  Dodge,  Iowa,  Thurs- 
day, April  19.  Mr.  Hull  was  a  guest  of  the 
Associated  Advertising  Clubs  of  Iowa  and  ad- 
dressed the  advertising  men's  convention  in 
the  forenoon  and  the  luncheon  of  the  Kiwanis 
Club  at  noon.  The  talk  to  the  advertisers  was 
based  upon  Mr.  Hull's  experiences  in  assist- 
ing in  handling  the  informative  advertising  of 
the  Illinois  Central  System.  In  his  noon  ad- 
dress, he  spoke  of  general  railway  problems. 

Other  Illinois  Central  people  in  the  party  at 
Fort  Dodge  for  the  convention  were:  J.  F. 
Porterfield,  general  superintendent  of  trans- 
portation, Chicago ;  W.  S.  Williams,  general 
superintendent,  western  lines,  Waterloo ;  F.  H. 
antf  C.  A.  Helsell,  district  attorneys,  Fort 
Dodge ;  S.  M.  Copp,  assistant  general  claim 
agent,  Chicago ;  W.  B.  Livingston,  local  at- 
torney, Fort  Dodge  and  George  M.  Crowson, 
editor  Illinois  Central  Magazine,  Chicago. 

A  Tonic,  but  Not  a  Cure 

The  use  of  advertising  space  to  give  in- 
formation to  the  public  is  profitable  for  a  live 
business  organization,  Mr.  Hull  told  the  ad- 
vertisers, "but  the  widest  distribution  of  the 
cleverest  advertising  matter  ever  written  will 
not  revive  a  business  that  is  dead." 

Mr.  Hull  told  how  the  Illinois  Central's 
series  of  informative  advertisements  was  insti- 
tuted with  the  letter  which  President  Markham 
addressed  to  patrons  of  the  system  last  August, 
acknowledging  some  imperfections  in  the  serv- 
ice, pledging  the  efforts  of  the  railway  organi- 
zation to  the  perfection  of  service  and  asking 
the  co-operation  of  patrons. 

"The  response  to  the  letter  was  so  great  and 
so  encouraging,"  Mr.  Hull  said,  "that  I  think  it 
surprised  Mr.  Markham  himself.  Patrons  of 
the  road  accepted  the  letter  in  the  same  spirit 
in  which  it  was  sent.  Many  commendatory 
letters  were  received.  Some  criticisms  were 
also  received.  The  latter  were  Investigated 


and  answered  over  Mr.  Markham's  signature. 
Causes  of  friction  were  removed,  and  im- 
provements ,in  the  service  of  the  r&ilway 
brought  about,  resulting  in  greater  saisfaction 
to  the  patrons  at  only  a  minor  cost  to  the  rail- 
way." 

Mr.  Hull  explained  that  he  was  inducted 
into  the  public  relations  work  of  the  Illinois 
Central  because  of  his  newspaper  experience 
obtained  in  early  life,  and  continued : 

Dealing  Only  With  Facts 

"Mr.  Markham  explained  to  me  that  he 
wished  to  use  this  letter  to  patrons  as  a  pre- 
lude to  a  monthly  advertisement  to  be  pub- 
lished in  every  newspaper  on  the  lines  of 
the  Illinois  Central.  He  explained  that  he 
wanted  to  deal  with  facts,  avoiding  all  specu- 
lation or  exaggeration  of  any  kind.  H:5  said 
he  wanted  to  'hew  to  the  line,  let  the  chips  fall 
where  they  may.' 

"In  pursuance  of  instructions,  I  contracted 
with  the  newspapers  for  a  space  three  col- 
umns wide  by  ten  inches  deep  to  be  used  in 
the  daily  papers  on  the  first  day  of  each 
month  and  in  the  weekly  papers  in  the  first 
issue  of  each  month — in  about  450  newspapers, 
all  told." 

Each  of  the  advertisements  which  have 
been  published  in  the  educational  series  was 
explained,  Mr.  Hull  telling  about  the  condi- 
tions which  caused  each  one  and  the  results  ac- 
complished. In  discussing  the  advertisement 
dealing  with  the  scale  of  freight  rates  and  ex- 
plaining why  rates  cannot  be  reduced  at  this 
time,  Mr.  Hull  said: 

"It  showed  that  under  present  costs  of  pro- 
ducing transportation  it  was  not  possible  to 
reduce  basic  freight  rates.  Chairman  Edgar 
E.  Clark  of  the  Interstate  Commerce  Commis- 
sion was  quoted  to  this  effect.  It  was  shown 
that  since  1917,  the  last  year  in  which  the  rail- 
ways were  operated  under  private  contiol  be- 
fore they  were  taken  over  by  the  government, 
the  cost  of  producing  transportation  had  in- 


ILLINOIS     CENTRAL     MAGAZINE 


Thirty-one 


creased   substantially  more   than   freight  rates 
had  increased. 

"We  expected  that  this 'advertisement  would 
stir  up  hotbeds  of  criticism.  Instead  of  that, 
a  large  number  of  newspapers  carried  favor- 
able editorial  comment  upon  the  facts  pre- 
sented, and  but  comparatively  few  newspapers 
dissented  from  our  viewpoint.  Everybody 
wants  lower  freight  rates,  but  the  majority 
is  fair  enough  to  see  that  a  reduction  cannot 
be  had  under  present  conditions. 

Trustees  of  a  Great  Investment 

"It  is  a  new  thing  for  a  great  railway  sys- 
tem to  take  its  case  to  the  public  through  paid 
advertising  space  in  the  newspapers.  You  will 
be  able  to  decide  for  yourself  the  advisability 
of  such  a  course  from  the  standpoint  of  the 
railway  when  you  give  a  moment's  thought  to 
the  situation  of  that  railway.  It  may  have 
$500,000,000  invested  in  its  property.  Its  di- 
rectors and  officers  are  the  trustees  of  that  in- 
vestment. They  realize  that  the  affairs  of  the 
property  are  in  the  hands  of  the  public,  and 
that  the  property  will  be  dealt  with  according- 
ly as  public  sentiment  may  develop  and  crys- 
talize.  They  must  try  their  case  before  the 
court  of  public  opinion,  or  lose  it.  If  thej 
lost  it  without  presenting  their  facts,  they 
would  be  unworthy  of  the  trust  respcsed  in 
them." 

Mr.  Hull's  remarks  concerning  the  adver- 
tisement dealing  with  the  danger  of  a  coal 
shortage  were: 

"In  that  advertisement  we  presented  figures 
showing  the  great  reduction  in  the  output  of 
bituminous  coal  this  year,  also  explaining  that 
there  is  now  practically  no  surplus  of  bitumin- 
ous coal  above  ground  anywhere  in  the  United 
States.  We  showed — and  it  is  a  fact — that,  if 
coal  is  not  moved  in  large  volume  before  July 
1,  the  railways  will  not  be  able  to  furnish 
enough  open  top  cars  to  take  care  of  the  de- 
mands for  coal  thrown  upon  them  in  a  com- 
paratively short  period  after  midsummer,  and 
that,  if  coal  consumers  could  not  be  aroused 
to  this  situation,  some  of  them  would  suffer 
for  the  want  of  coal  next  fall  and  winter.  We 
also  reminded  coal  consumers  that  this  con- 
dition might  easily  result  in  higher  prices  of 
coal. 

Want  to  Avert  Car  Shortage 

"We  reminded  coal  consumers  that  open  top 
cars  are  used  for  carrying  building  and  high- 


way materials  and  that,  on  account  of  the  coal 
shortage  last  fall,  the  Interstate  Commerce 
Commission  was  compelled  to  require  the  rail- 
ways to  furnish  open  top  cars  preferentially 
for  the  handling  of  coal  from  June  19  to  No- 
vember 29  in  order  to  prevent  suffering  in 
various,  parts  of  the  country.  We  also  ex- 
plained that  the  diversion  of  open  top  cars 
last  fall  resulted  in  the  postponement  of  con- 
struction work  that  was  vitally  needed.  This 
diversion  of  cars  was  necessary  last  fall,  but 
it  will  not  be  necessary  this  fall  if  coal  con- 
sumers will  take  advantage  of  the  present  op- 
portunities to  lay  in  supplies." 

That  informative  advertising  is  worth  while 
and  that  the  public  appreciates  the  presenta- 
tion of  sound  information,  unbiased  and  con- 
cise, Mr.  Hull  firmty  believes.  He  told  the 
advertising  men  of  an  experience  in  point. 

"I  was  in  the  smoking  compartment  of  a 
sleeping  car  en  route  from  Memphis  to  Chi- 
cago," he  said.  "The  space  was  crowded  with 
men  who  were  discussing  railway  passenger 
service.  Different  ones  had  been  traveling 
extensively  over  different  railways,  and,  un- 
fortunately, some  of  the  trains  on  which  they 
had  traveled  had  been  late.  One  man  1  noticed 
particularly  had  not  said  anything.  The  con- 
versation became  heated.  The  man  who  had 
not  been  talking  took  a  newspaper  containing 
the  Illinois  Central's ,  record  of  'on  time'  ar- 
rivals of  passenger  trains  for  1920  out  of  his 
pocket  and  read  it  to  the  crowd.  I  enjoyed 
watching  the  effect,  which  was  most  impres- 
sive to  me.  Those  present  agreed  instantly 
that  the  Illinois  Central  was  all  right,  but  made 
it  clear  that  that  did  not  apply  to  the  other 
railways. 

We  Must  Not  Keep  Silent 

"All  railways  are  sometimes  unfortunate 
enough  to  have  trains  that  are  late.  Perhaps 
the  very  railways  that  were  being  condemned 
by  these  men  in  the  sleeping  car  had  records 
of  'on  time'  arrivals  of  passenger  trains  at 
final  destinations — I  will  not  say  as  good  as 
the  Illinois  Central's — but  probably  almost  as 
good. 

"The  point  is  that  it  is  not  well  for  a  rail- 
way, any  more  than  for  any  other  large  busi- 
ness institution,  to  hide  its  light  under  a  bushel. 

"When  the  railways  are  right  on  a  question, 
it  behooves  them  to  give  out  the  facts  with 
which  fair-minded  citizens  may  defend  them 


Thirty -two 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


— and  there  are  a  lot  of  fair-minded  citizens 
in  this  country. 

"We  of  the  Illinois  Central  have  found  that 
to  be  true.  And  we  believe  that  the  best  way 
to  give  out  facts  is  through  paid  space  in  news- 
papers and  periodicals,  to  be  filled  with  insti- 
tutional and  competitive  advertising  matter  of 
an  informative  nature." 

Another  effect  of  the  advertisements  has 
been  to  strengthen  the  esprit  de  corps  of  the 
railway  organization,  Mr.  Hull  said. 

"In  a  railway  organization  complaints  sel- 
dom reach  the  executive  officers.  They  are 
looked  after  by  others,  and  the  executives  do 
not  always  know  about  them.  President  Mark- 
ham  has  opened  up  a  circuit  through  which 
complaints  may  reach  them,  and  he  extends 
the  invitation  to  patrons"  constantly  for  con- 
structive criticism  of  the  service  rendered  by 
the  Illinois  Central  System.  That  has  net  only 
pleased  and  gratified  patrons  of  the  road,  but 
it  has  also  had  its  effect  upon  the  esprit  de 
corpus  of  the  organization.  Great  efforts  have 
been  put  forth  by  the  division  units,  as  well  as 
by  the  general  officers,  to  render  a  service  of 
satisfaction — one  that  will  not  provoke  com- 
plaints. 

"At  first  there  were  great  numbers  of  com- 
plaints, but  they  soon  began  to  dwindle,  and 
they  have  been  dwindling  ever  since.  At  the 
present  time  a  complaint  is  such  a  rare  thing 
that  it  is  looked  upon  almost  as  a  curios-'ty  in 
the  executive  offices  of  the  Illinois  Central 
System." 

How  to  Sell  Transportation 
Mr.  Hull  concluded  his  advertising  address 
as  follows : 

"Selling  transportation  is  not  a  great  deal 
different  from  selling  any  other  commodity, 
except  that  there  is  no  competition  in  rates  be- 
tween the  railways.  Their  only  competition  is 
in  service.  The  railway  that  is  well  equipped 
to  give  service  and  has  the  good  will  of  its 
patrons  is  the  one  that  will  prosper  most.  If 
shippers  and  travelers  know  that  a  railway  is 
striving  to  give  the  best  service  possible;  that 
it  has  good  equipment  and  is  adding  to  it  con- 
stantly ;  that  its  employes  are  on  their  toes  to 
be  courteous  and  attentive  and  efficient,  that 
railway  will  not  only  retain  its  old  customers, 
but  will  gain  many  new  ones. 

"Institutional  and  competitive  advertising  is 
an  excellent  thing  for  a  live  railway,  just  as  it 


is  an  excellent  thing  for  any  kind  of  live 
business,  but  unless  you  have  behind  jcur  ad- 
vertising the  goods  to  back  it  up,  it  will  prove 
harmful  rather  than  helpful. 

"In  closing,  let  me  say  that  the  Illinois  Cen- 
tral has  given  institutional  and  competitive 
advertising  a  fair  try-out,  beginning  before 
the  period  of  business  depression  set  in,  and 
continuing  regularly  up  to  the  present  time, 
and  that  no  railway  in  this  country  has  made 
a  better  showing  during  the  hard  time?  than 
has  the  Illinois  Central." 

The  Kiwanis  Club,  which  Mr.  Hull  ad- 
dressed at*  noon,  is  an  organization  of  live- 
wire  business  men.  Charles  A.  Helsell,  of 
Helsell  &  Helsell,  the  Illinois  Central's  dis- 
trict attorneys  in  Iowa,  is  president  of  the 
club.  The  luncheon  was  interspersed  with 
(Continued  on  Page  122.) 

jJIIIIIIIIIIIIHIIIIIIIMIILIIIIIIIIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIMIII'. 

|      Get  Your  Coal  in  Early 

s  The  following  is  an  excerpt   from 

=  a   talk   made    recently   by    Conductor  | 

§  T.  M.  Joyce  of  Waterloo,  Iowa,  be-  | 

=  fore   a   group   of   railway   employes :  | 

|  "The  warning  given  to  the  people 

and  coal  dealers  by  President  Mark-  - 

|  ham  through  the  press,  I  think,  should  § 

=  be  taken  seriously  because  Mr.  Mark-  | 

|  ham  is  in  a  position  that  enables  him  | 

|  to  see  more  readily   into  the    future 

=  than  you  or  I  and  to  be  more  able  ^ 

_  to  procure  and  publish  for  our  knowl-  = 

=  edge    more    facts    on   what    the   con-  = 

|  ditions   will  be   in   six   months    or   a  | 

|  year    than    possibly    any    other   busi- 

=  ness  man  in  the  coal  producing  sec-  | 

-  tions  or  the  middle  western  states. 

"Mr.   Markham   is  at  the  head  of  - 

§  one  of  the  best  railroads  in  the  United  = 

=  States,  and  it  was  through  his  indi-  | 

|  vidual   efforts,   backed  by  his  ability  | 

|  and    hard    work,    that    he    made    it 

|  what  it  is  today.    He  has  the  welfare  | 

|  of   the   whole  country  at   heart,   en-  | 

|  deavoring    at    all    times    to    give    the  | 

|  best  possible  service  to  the  patron  of  § 

s  the  Illinois  Central  System.   His  talks  = 

through  the  press  to  the  people  are  | 

-  not    as    an    advertisement ;_  they    are  = 
=  conditions  as  he  sees  them.     Let  us  | 
|  hope   that   the   people   who   read   his  | 
§  articles    will    act    and    be    benefited  = 
=  by   his   advice.  | 

"Get  your  winter's   supply  of  coal       = 
in  early."  = 


minimi  mi  in  mm  iiiiiiiiii!iiiiiiii!iii!iiiiiiiiiiiiini.~ 


1921 


ILLINOIS      CENTRAL     MAGAZINE 


Thirty-three 


Bananas  and  the  Illinois  Central  Prove  the 
Best  Combination  Ever 


How  That  Fruit  of  Mysterious  Origin  Gets  From 
the  Tree  to  the  Market 


By  FRANK  A.  SHAW, 
Commercial    Agent,    New    Orleans. 

EVERY  resident  along  the  main  line  of 
the  Illinois  Central  Railroad  has  seen 
train  after  train  of  yellow  refrigerator 
cars  loaded  with  bananas  sweep  through  the 
town  limits,  but  there  is  hardly  one  of  the 
population   who   has   ever  given   thought   to 
the   great  industry  behind   these   trains,  the 
great  fleet  of  ships,  miles  of  plantations  and 
the    thousands    of    skilled    workmen    which 
make  them  possible. 

Little  is  known  of  the  origin  of  the  ba- 
nana. Frederick  Upham  Adams,  in  his 
"Conquest  of  the  Tropics,"  says:  "Botanical 
history  still  gropes  in  the  dark  in  the  search 
for  accurate  knowledge  concerning  the  ori- 
gin and  development  of  the  banana;  where  it 


came  from,  what  it  was  called  in  olden  times, 
who  was  responsible  for  its  transplanting 
from  one  country  to  another,  the  part  it 
played  in  various  stages  of  the  world's  his- 
tory— all  these  are  mysteries  yet  hid  from 
those  who  seek  to  learn  the  truth."  Farther 
on  he  says:  "Since  the  origin  of  the  banana 
is  lost  in  the  shadows  of  antiquity,  there  is 
no  reason  why  we  should  not  entertain  the 
theory  that  it  was  the  banana  and  not  the 
apple  which  played  so  important  a  part  in 
the  Garden  of  Eden;  certain  it  is  that  early 
botanists  had  this  thought  in-  mind  when 
they  gave  the  fruit  its  names — Musa  Para- 
disiaca,  'Fruit  of  Paradise,'  and  Musa  Sa- 
pientium,  'Fruit  of  Knowledge.' " 

A  Small  Business  Some  Years  Ago 
Years  ago,  when  the  banana  industry  was 


Cutting  the  Bananas — See  the  Bunch? 


Thirty-four 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


in  its  infancy,  the  business  from  a  transpor- 
tation standpoint  amounted  to  but  little; 
no  one  really  paid  much  attention  to  this 
class  of  freight,  and  the  shippers  themselves 
knew  but  little  of  the  commodity  which  now 
has  grown  into  a  commerce  amounting  to 
tens  of  millions  of  dollars  annually  and  is 
today  one  of  the  greatest  revenue  producers 
of  the  transportation  world.  In  those  days, 
schooners,  small  tramp  steamers  and  trading 
vessels  working  under  cheap  charters  sailed 
from  the  ports  of  the  United  States,  prin- 
cipally the  port  of  New  Orleans,  to  southern 
seas,  touching  one  after  another  the  points 
along  the  tropical  shores  of  Central  Amer- 
ica where  a  few  planters  were  growing  small 
patches  of  fruit,  bargaining  for  the  bananas, 
paying  for  the  fruit  as  it  reached  the  ves- 
sels' side  in  "dugouts,"  and,  after  a  cruise  of 
days,  returned  to  the  American  market  to 
peddle  the  greater  part  of  the  cargo  among 
the  people  of  the  port  of  import,  the  re- 
mainder being  forwarded  to  nearby  points 
in  stock  cars. 

With  prosperity  in  a  small  way,  came  in- 
to the  industry  farsighted  men  of  brain  and 
nerve  who  began  to  appreciate  the  prospects 
as  well  as  the  possibilities  which  the  busi- 
ness offered.  These  pioneer  men  of  vision 


quickly  realized  that  future  development 
meant  that  the  old  manner  of  doing  busi- 
ness, the  lack  of  system  and  the  antiquated 
methods,  would  have  to  be  succeeded  by  ad- 
vanced methods  and  permanent  organiza- 
tions. Fathered  by  these  pioneers  having 
unlimited  financial  resources,  the  industry 
gradually  grew  until  great  plantations  owned 
and  operated  by  the  steamship  companies 
were  planted,  miles  of  railroads  were  built 
— some  of  them  of  the  most  expensive  con- 
struction imaginable  and  with  a  fearful  loss 
of  life,  the  work  being  executed,  according 
to  Mr.  Adams,  against  handicaps  and  perils 
which  cannot  be  imagined,  much  less  de- 
scribed. 

Railroad  Building  Hazardous  There 

The  appalling  hardships  and  risks  of  this 
enterprise  may  faintly  be  understood  when 
it  is  stated  that  the  construction  in  Central 
America  of  the  first  twenty-five  miles  of  the 
railroad  (extending  from  Port  Limon  to 
San  Jose)  cost  the  lives  of  more  than  4,000 
men. 

The  development,  while  not  rapid,  was 
steady,  and  now  in  addition  to  the  vast  plan- 
tations and  the  railroads  there  are  concrete 
piers  extending  out  into  the  ocean  at  many 
points  along  the  coast  line  between  the 


Loading  for  the  Trip  to  the  Port 


June    1921 


ILLINOIS      CENTRAL     MAGAZINE 


Thirty-five 


United  States  and  South  America,  the  con- 
struction of  which  has  cost  millions.  Hun- 
dreds of  thousands  of  acres  of  bananas  have 
been  planted,  there  being  no  such  thing  as 
the  "wild  banana"  on  lands  that  were  for- 
merly fever-infested  jungles  requiring  drain- 
age, which  work  in  itself  cost  millions  to 
accomplish.  Towns  which  were  formerly 
miasmic  swamps  and  fever  pest  holes  have 
been  reconstructed,  raised  above  tide  level, 
drained  and  sewered,  until  where  the  most 
primitive  surroundings  formerly  existed  there 
now  prospers  one  of  the  greatest  single  in- 
dustries in  the  world. 

These  men  who  became  interested  in  the 
production  of  the  banana  and  saw  the  fu- 
ture of  this  great  fruit  realized  that  the  pro- 
duction was  not  the  only  important  feature 
of  the  industry;  there  was  another  which  was 
of  equal  force,  that  of  transportation.  It  was 
necessary  that  the  fruit  reach  the  market  in 
the  shortest  possible  time  and  in  the  best 
possible  condition.  To  this  end  the  schoon- 
ers and  slow  steam  vessels  were  abandoned 
for  larger  and  faster  ships  of  modern  type, 
equipped  with  the  latest  cooling  and  venti- 
lating devices  known. 

Co-operation  of  Railroads  Needed 

It  also  meant  the  establishment  of  faster 


schedules  by  the  railroads,  and  the  furnish- 
ing of  proper  equipment.  A  system  of  han- 
dling and  disposing  of  shipments  while  in 
transit  would  have  to  be  provided  for,  in 
order  to  make  the  whole  a  complete  success. 
With  this  end  in  view,  these  men  sought  out 
the  management  of  the  railroads,  and  to- 
gether the.  planting  and  the  transportation 
ends  worked  out  the  future  of  the  banana. 
With  increased  acreage  of  bananas  in  the 
tropics,  grew  the  great  banana  trade  of  the 
Illinois  Central,  and  with  growth  came  the 
demand  for  improved  equipment.  The  use 
of  cattle  cars  was  discontinued,  and  venti- 
lated equipment  was  used.  This  was  later 
abandoned,  and  a  specially  constructed  type 
of  refrigerator  car  was  substituted. 

The  banana  is  possibly  the  most  difficult 
_class  of  refrigerated  freight  common  carriers 
are  called  on  to  handle;  it  can  only  stand  a 
cold  of  55  degrees  and  a  heat  of  80  degrees, 
and  neither  the  one  nor  the  other  for  any 
great  length  of  time  without  becoming  un- 
merchantable. It  is  the  duty  of  the  trans- 
porting carrier  to  supply  equipment  which 
will  withstand  the  cold  and  ward  off  the 
heat,  and  the  success  with  which  the  Illinois 
Central  has  accomplished  both  of  these  im- 
portant requirements,  coupled  with  the  un- 


The  Transfer  From  Land  to  Water 


Thirty-six 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


equaled  service  furnished,  is  the  keynote  of 
the  wonderful  success  the  company  has  made 
in  the  handling  of  this  business. 

A  Help  to  Other  Commerce 

The  banana  itself  carries  with  it  a  com- 
merce which  has  been  as  profitable  to  the 
American  merchant  as  the  fruit  industry  has 
been  to  the  planter.  With  increased  produc- 
tion, there  was  demanded  increased  steam- 
ship tonnage;  the  northbound  demands  far 
exceeded  the  available  equipment,  but  there 
were  no  cargoes  for  the  returning  steamers. 
However,  with  transportation  came  trade  ex- 
pansion; the  American  merchant  began  to 
realize  that  there  was  a  trade  in  the  tropics 
which  amounted  to  over  two  billion  dollars 
a  year.  This  trade  was  not  coming  to  the 
United  States,  but  was  monopolized  by  Eu- 
rope, as  a  result  of  years  of  continuous  ef- 
fort on  the  part  of  the  European  manufac- 
turers to  establish  these  business  connec- 
tions so  much  sought  after  by  American 
merchants  and  manufacturers. 

The  banana  steamships  became  the  means 
of  communication  and  the  means  by  which 
the  greater  part  of  this  trade  has  been  di- 
verted from  Europe  to  the  American  busi- 
ness centers.  The  banana  men,  although 
never  given  the  proper  credit,  have  really 
been  the  means  of  linking  the  United  States 
commercially  and  industrially  with  the 
American  tropics.  This  vast  volume  of  ex- 
port business  and  the  great  banana  import 
trade  are  so  closely  interwoven  with  the 
Illinois  Central  System  that  the  line  itself 
can  really  be  classed  as  a  part  of  it,  for  with- 
out the  whole-hearted  co-operation  of  this 
great  artery  of  commerce  with  the  banana 
people  in  the  days  when  the  banana  business 
was  in  the  period  of  its  creation,  develop- 
ment would  not  have  been  so  rapid,  the 
great  fleets  would  not  have  been  built  so 
promptly,  nor  would  the  return  cargoes 
have  reached  their  present  magnitude. 

A  Case  of  United  Effort 

These  red-blooded  men  who  built  this 
vast  industry  in  the  south  under  the  most 
trying  conditions,  both  financially  and  phys- 
ically, worked  closely  with  the  men  who 
were  building  great  railroads  to  the  north 
under  conditions  in  many  respects  equally  as 
trying,  with  the  result  that  America  is  rap- 
idly being  won  back  for  Americans. 


Just  as  an  illustration  of  the  growth  of 
the  banana  business,  figures  furnished  by 
the  collector  of  the  port  show  there  were 
imported  through  New  Orleans  during  the 
calendar  year  of  1910,  12,745,980  bunches, 
while  the  importations  for  1920  show  a  total 
of  20,072,224  bunches,  an  increase  of  7,326,- 
244  bunches  or  approximately  52.5  per  cent, 
the  greater  portion  of  the  fruit  having  been 
handled  by  the  Illinois  Central. 

The  Illinois  Central  has  become  the  father 
of  the  banana  trade  in  the  railroad  world 
for  one  reason  only — it  has  developed  with 
the  business  itself,  improving  equipment  and 
schedules  as  conditions  warranted.  Other 
lines  have  from  time  to  time  attempted  to 
handle  this  traffic,  but  they  have  one  by  one 
retired.  The  reason  the  importers  have  re- 
mained so  closely  allied  with  the  Illinois 
Central  is  the  spirit  of  co-operation  shown 
by  this  company,  which  has  meant  mutual 
prosperity. 

Great  New  Dock  Now  Building 

So  great  has  banana  importation  through 
the  port  of  New  Orleans  grown  that  the  two 
great  docks  constructed  to  handle  this  class 
of  cargo  exclusively  have  long  since  become 
inadequate — so  much  so,  in  fact,  that  there 
is  now  under  construction  an  additional  dock, 
which  is  to  be  equipped  with  an  overhead 
carrying  system,  which  is  expected  to  revo- 
lutionize the  handling  of  cargoes  of  this  char- 
acter. This  latest  dock,  with  its  improved 
equipment,  will  cost,  when  completed,  in  the 
.neighborhood  of  three-quarters  of  a  million 
dollars,  and  the  bulk  of  the  fruit  handled  over 
this  wharf,  as  well  as  that  handled  over  the 
two  others,  will  be  forwarded  north  via  the 
Illinois  Central,  the  greatest  banana  carrier 
in  the  world. 


NEW   ROADMASTER  NAMED. 

T.  M.  Pittman,  Jr.,  formerly  assistant  en- 
gineer of  the  Louisiana  division,  with  head- 
quarters at  McComb,  Miss.,  has  been  ap- 
appointed  roadmaster  of  the  Mississippi 
division,  with  headquarters  at  Water  Valley, 
Miss.  He  succeeds  C.  M.  Chumley,  who 
becomes  roadmaster  of  the  Louisiana  di- 
vision. J.  J.  Desmond,  roadmaster  of  the 
Louisiana  division,  in  turn  has  become  road- 
master  of  the  Chicago  Terminals,  succeed- 
ing P.  H.  Leonard,  who  is  on  a  six  months' 
leave  of  absence. 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Thirty-seven 


Illinois  Central  Men  Manage  Railroad  in 
Honduras,  Central  America 

Chief  Engineer  F.  L.  Thompson  Pays  Visit  to  Frank 
Moone^  and  Roy  McClellan 


Chief  Engineer  F.  L.  Thompson  has  just 
returned  from  a  visit  to  Honduras,  Central 
America,  where  he  was  a  guest  for  three 
days  of  Frank  T.  Mooney,  general  superin- 
tendent of  the  railroad  interests  owned  by 
Vaccaro  Brothers  &  Company.  Members  of 
the  Illinois  Central  family  will  remember 
Frank  Mooney  for  his  thirty-five  years  of 
service  with  us.  He  began  in  1883  as  a  flag- 
man at  New  Orleans  and  rose  through  the 
service  to  the  position  of  'superintendent  of 
the  New  Orleans  terminal  division,  from 
which  he  retired  in  1918  to  become  superin- 
tendent of  police  at  New  Orleans. 

Mr.  Mooney  went  to  Honduras  the  first  of 
the  year  to  take  charge  of  the  railroad.  He 
also  has  charge  of  the  hospital  which  is  op- 
erated by  the  Vaccaro  interests  and  the  elec- 
tric lighting  plant  at  La  Ceiba,  the  port  town 
which  serves  as  headquarters  for  the  rail- 
road. 

Another  former  Illinois  Central  man  serv- 
ing the  Vaccaro  railroad  is  Roy  M'cClellan, 
general  auditor.  Mr  McClellan  also  is  sec- 
retary of  the  sugar  company  owned  by  the 
Vaccaro  interests.  He  has  been  in  Honduras 
twelve  years.  He  formerly  was  an  account- 
ant in  the  roadmaster's  office  of  the  Illinois 
Central  at  Memphis  and  also  at  one  time 
was  an  accountant  in  the  superintendent's 
office  at  Louisville. 

Road  to  Be  Extended 
As  a  guest  of  Mr.  Mooney,  Chief  Engineer 
Thompson  was  shown  over  the  railroad 
property.  The  main  line  of  the  Vaccaro 
railroad  extends  westward  from  La  Ceiba 
for  47  miles,  and  a  new  line  is  being  con- 
structed 30  miles  eastward.  From  the  west 
main  line  there  are  62  miles  of  branch  line 
and  23  miles  of  sidings  serving  the  cane  and 
banana  industries,  the  principal  industries  of 
Honduras. 

It  is  an  up-to-date  railroad  property 
that  Frank  Mooney  has  charge  of,  according 
to  Mr.  Thompson.  The  main  track  and  a 


F.  L.  Thompson 

large  part  of  the  branch  lines  are  laid  with 
good  60-pound  rail,  creosoted  6-by-8  ties,  7 
feet  long,  and  8  to  12  inches  of  ballast.  The 
gauge  of  the  track  is  3  feet. 

"The  alignment  and  surface  of  the  main 
track  are  as  good  as  anything  we  have  on 
the  Illinois  Central,"  M<r.  Thompson  said. 
"But  this  is  due  principally  to  the  heavy 
material  used  in  the  track  construction  in 
proportion  to  the  weight  of  equipment  used. 
The  track  stays  up  with  very  little  work." 

If  the  Illinois  Central  had  ties,  rail  and  bal- 
last as  heavy  in  proportion  to  its  equipment 
as  this  Hunduran  railway,  we  would  be  using 
140-pound  rail,  ties  12  inches  deep,  15  inches 
wide,  and  11  feet  long,  and  3  feet  of  ballast, 
according  to  Mr.  Thompson's  computation. 

The  locomotives  which  are  used  on  this 
Honduran  railway  weigh  about  15  tons,  as 
compared  with  the  190-ton  locomotives  which 
the  Illinois  Central  recently  purchased.  The 


Thirty-eight 


ILLINOIS      CENTRAL      MAGAZINE 


June   1921 


freight  cars  which  are  used  weigh  about  25 
tons  when  loaded. 

Pull  Weeds  Every  Three  Months 

Although  the  track  requires  little  work,  it 
takes  a  large  force  to  keep  the  weeds  down. 
Track  laborers  have  to  pull  the  weeds  out 
of  the  ballast  every  three  months  over  the 
entire  railroad. 

The  Vaccaro  railroad  owns  about  25  loco- 
motives, 250  banana  cars  and  20  flat  cars. 
The  locomotives  are  oil  burning. 

There  are  10  passenger  coaches,  and  pas- 
senger service  is  operated  on  the  main  line, 
leaving  La  Ceiba  in  the  morning  and  return- 
ing in  the  evening. 
If  you  know  of 
anyone  who  is  ob- 
jecting to  passen- 
ger fares  on  Amer- 
ican railroads,  you 
might  tell  him  to 
go  to  Honduras. 
The  rate  of  fare 
there  is  6^  cents  a 
mile  for  first  class 
and  4l/2  cents  a 
mile  for  second 
class. 

Mr.  Thompson 
reports  that  there 
is  seldom  any  de- 
lay in  passenger 
traffic  caused  by 
waiting  for  pas- 
sengers to  board 
the  trains.  They 
are  usually  at  the 

stations  about  two  hours  before  the  train  is 
due,  waiting  for  it.  One  day,  while  going 
over  the  line,  the  train  was  stopped  for 
about  an  hour,  and  Mr.  Thompson  saw  a  num- 
ber of  the  natives  climb  aboard.  When  he 
asked  about  this,  he  was  told  that  the  natives 
knew  when  such  stops  were  to  be  made,  and 
that  they  climbed  into  the  cars  and  waited 
until  the  train  was  ready  to  move  and  then 
got  out  again.  Being  a  passenger  even  on  a 
standing  train  is  a  thrill  for  them. 

Vaccaro  Brothers  own  the  ice  plant  and 
brewery  at  La  Ceiba,  producing  all  the  ice 
and  all  the  beer  used  in  that  part  of  Hon- 
duras. 


Rov  McClellan 


The  production  of  sugar  is  one  of  the 
principal  industries  in  which  the  Vaccaro 
Brothers  are  interested.  They  have  about 
6,000  acres  in  cane,  which  produce  about  28 
tons  of  cane  to  the  acre,  or  the  equivalent  of 
2  4/5  tons  of  sugar  per  acre.  The  feeder 
lines  running  off  from  the  main  line  of  the 
railroad  reach  into  the  cane-producing  sec- 
tions. 

The  distillery  is  operated  in  connection 
with  the  sugar  refinery.  Many  different 
kinds  of  whiskey  are  made  out  of  the  alcohol 
which  is  distilled  from  the  molasses  from 
the  cane  syrup,  2J4  to  3  gallons  of  medium 
molasses  making  one  gallon  of  alcohol 
95J4  per  cent  proof.  The  distillery  also  re- 
fines rum,  the  national  drink  of  Honduras, 
and  the  entire  output  of  rum  is  turned  over 
to  the  government  for  retailing. 

Harvesting  the  Banana  Crop 

The  Vaccaro  interests  have  large  orange, 
cocoanut  and  banana  farms.  The  oranges 
grow  the  year  around,  and  one  can  see  blos- 
soms, small  green  oranges  and  ripe  oranges 
on  the  trees  at  the  same  time.  The  Vaccaros 
have  about  20,000  acres  in  bananas.  The  ba- 
nanas are  cut  and  laid  on  mules,  about  0 
bunches  to  the  mule,  and  taken  to  the  cars 
and  loaded.  These  cars  are  spotted  all  over 


Jiii'c  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Thirty-nine 


WATER  FRONT,  LA  CEIBA 


Forty 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


the  territory  on  branch  lines  and  side  tracks. 
In  the  afternoon  of  the  day  before  the  ship 
is  to  be  loaded  the  train  and  engine  crews 
are  sent  out  to  pick  up  the  bananas  and  take 
them  to  town,  where  they  are  stored  under  a 
steel  shed  similar  to  our  car  repair  sheds  at 
Memphis.  They  are  kept  under  roof  until 
ready  to  be  taken  to  the  wharf.  The  loading 
of  the  ship  starts  about  6  o'clock  in  the 
morning  and  is  completed  about  4  o'clock  in 
the  afternoon.  An  ordinary  shipload  consists 
of  about  60,000  bunches  of  bananas. 

Bananas  cost  about  40  cents  a  bunch  in 
Honduras. 

Entering  the  port  of  La  Ceiba,  the  trav- 
eler's first  sight  of  land  is  of  mountains  and 
rows  of  tall  cocoanut  trees  along  the  sea- 
shore. It  gives  a  movie  atmosphere,  accord- 
ing to  Mr.  Thompson. 

M.et  by  the  Honduran  Army 

"Before  getting  off  the  boat,"  Mr.  Thomp- 
son said,  "I  had  to  be  examined  by  a  Hon- 
duran doctor,  and  in  order  to  prevent  any- 
one from  getting  on  the  shore  the  'large' 
Honduran  army  was  there — consisting  of 
three  men  with  old  army  muskets.  The  sol- 
diers were  bare-footed  and  wore  ragged 
shirts  and  pants.  A  single  strip  over  the 


shoulders  ,  served  for  suspenders,  and  a 
slouched  felt  hat  topped  off  the  uniform. 
The  soldiers  are  paid  50  cents  a  day,  and 
they  feed  and  clothe  themselves." 

The  railroad,  of  which  Mr.  Mooncy  is 
general  superintendent,  represents  an  invest- 
ment of  nearly  $3,500,000.  The  labor  is  per- 
formed by  natives,  and  they  have  native  fore- 
men. The  officers  are  Americans. 

The  section  of  Honduras  which  Mr. 
Thompson  visited  is  the  strip  west  from  La 
Ceiba  which  is  being  developed  by  the  Vac- 
caro  interests.  To  the  west  of  this  are  the 
United  Fruit  Company's  holdings. 

The  seashore  country  is  very  fertile.  Mr. 
Thompson  says  that  he  saw  Indian  corn  in 
all  stages,  from  six  inches  high  to  ready  for 
husking.  One  doesn't  pay  very  much  atten- 
tion to  the  seasons  in  Honduras.  You  can 
be  planting  corn  and  husking  it  on  the  same 
day. 

Tegucigalpa,  the  capital  city  of  Honduras, 
is  farther  inland,  and  it  takes  four  or  five 
days  to  reach  it  from  La  Ceiba  by  muleback. 
There  are  no  railroads  crossing  the  moun- 
tains. Mr.  Thompson  sailed  from  New  Or- 
leans May  21,  and  his  trip  consumed  ten 
days. 


Our  Own  Folks  at  the  O.  R.  T.  Convention 


To  accommodate  Chicago  and  St.  Louis  dele- 
gates to  the  convention  of  the  Order  of  Rail- 
road Telegraphers  at  Savannah,  Ga.,  on  May  9, 
the  Illinois  Central  operated  two  extra  sleepers 
on  the  Seminole  Limited,  train  No.  9,  from 
Chicago  May  6  and  two  from  St.  Louis,  train 
No.  203-9,  the  same  date,  through  to  Savan- 


nah, via  Birmingham,  in  connection  with  the 
Central  of  Georgia  Railway.  There  were  ap- 
proximately sixty-five  delegates  from  the  Chi- 
cago territory  and  thirty-five  from  the  St. 
Louis  territory.  The  group  pictured  above 
consists  of  Illinois  Central  representatives  at 
the  convention. 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-one 


No  Exception"  Campaign  Scores  Another 
Success  Both  North  and  West 


Reduction  of  83  Per  Cent  Noted  in  May;  Whole  System 
Takes  Part  in  Effort  During  June 


By  C.  G.  RICHMOND 
Superintendent,  Stations  and  Transfers 

A  successful  "No  Exception"  campaign 
was  conducted  on  the  nothern  and  western 
lines  of  the  Illinois  Central  during  May,  re- 
sulting in  a  reduction  of  83  per  cent  in  the 
number  of  exceptions  received  against  sta- 
tions on  these  two  grand  divisions.  Only 
1,033  exceptions  were  charged  against  these 
stations  in  May,  compared  with  6,164  in 
March,  a  reduction  of  5,131,  or  83  per  cent, 
and  9,310  in  October,  1920,  a  reduction  of 
8,277,  or  88.7  per  cent. 

The  less-than-carload  tonnage  in  May  was 
approximately  the  same  as  in  March  and  was 
a  reduction  of  only  30  per  cent  as  compared 
with  October. 

The  officers  and  employes  on  the  north- 
ern and  western  lines  are  to  be  complimented 
on  this  remarkable  showing  and  should  feel 
proud  of  the  results  obtained. 

A  system  "No  Exception"  campaign  is  be- 
ing carried  on  this  month,  on  both  the  Illi- 
nois Central  and  Yazoo  &  Mississippi  Val- 
ley Railroads. 

Here's  the  "Box   Score" 

The  following  shows  the  number  of  ex- 
ceptions received  against  the  two  grand  di- 
visions during  May,  with  the  total  compared 
with  the  totals  for  March  and  October: 

Northern  Western 

Lines  Lines  Total 

Shorts   116  15  131 

Bad    Orders    499  43  542 

Pilferages  50  28  78 

Overs    172  11  183 

Astrays  92  7  99 

Total,  May,  1921 929         104      1,033 

Total,   March,  1921 5,085      1,079      6,164 

Total,  October  1920 7,481      1,829      9,310 

The  campaign  was  conducted  along  lines 
similar  to  the  "No  Exception"  campaign  on 


the  Illinois  Central  southern  lines  and  the 
Yazoo  &  Mississippi  Valley  during  April. 
Intense  interest  and  co-operation  were  man- 
ifested by  all  officers  and  employes. 

Superintendents,  supervising  agents,  train- 
masters, master  mechanics,  yardmasters  and 
agents  actively  campaigned  with  all  employes 
under  their  supervision,  soliciting  the  personal 
interest  and  co-operation  of  the  indivdual  em- 
ploye toward  seeing  that  all  shipments  deliv- 
ered to  the  company  for  transportation  were 
handled  in  such  a  manner  as  to  insure  reaching 
destination  in  identical  condition  in  which 
received,  eliminating  all  cause  for  exception. 

How  They  Did  It 

Agents  at  larger  stations  held  meetings 
with  both  platform  and  office  organizations. 
Platform  foremen  held  10-minute  meetings 
daily  with  their  forces.  Agents  or  platform 
foremen  made  frequent  trips  on  local  freight 
trains  to  observe  loading.  All  waybills,  way- 
bill jackets  and  correspondence  bore  a  spe- 
cial stamp  calling  attention  to  the  campaign. 
Agents  at  loading  stations  placed  a  special 
form  in  each  waybill  jacket  containing  mer- 
chandise waybill,  requesting  return  informa- 
tion as  to  the  condition  of  the  loading  of 
their  cars  and  soliciting  suggestions  for  im- 
provement. 

Loading  stations  were  notified  by  wire  of 
all  important  irregularities  noted  in  the  load- 
ing of  their  cars  coming  to  the  attention  of 
agents,  conductors  and  inspectors  when 
riding  locals. 

In  order  to  overcome  bad  order  exceptions 
caused  by  rough  handling  in  yards  and 
terminals,  also  the  improper  stowing  of  cars, 
tests  were  made  each  week  at  the  larger 
loading  stations,  inspecting  lading  at  the 
close  of  the  day's  work  and  again  after  cars 
were  switched  and  placed  in  trains. 
Results  From  Bulk-Heading 

A  remarkable  reduction  was  made  in  the 
number  of  bad  order  reports  received.  The 


Forty -two 


ILLINOIS      CENTRAL      MAGAZINE 


June   1921 


total  for  May  was  542,  compared  with  2,747 
in  March  and  3,859  in  October,  1920,  a  re- 
duction of  50  per  cent  as  compared  with 
March  and  71  per  cent  as  compared  with 
October. 

The  reduction  of  bad  orders  at  the  larger 
stations  was  largely  due  to  the  bulk-heading 
of  thorough  destination  break  bulk  cars. 
Mounds  transfer  platform  bulk-headed  183 
cars  with  only  5  bad  orders  reported,  East 
St.  Louis  523  cars  with  only  17  bad  orders 
reported,  Chicago  726  cars  with  only  36  bad 
orders  reported,  showing  conclusively  that 
bulk-heading  of  destination  merchandise  cars 
will  practically  eliminate  bad  order  excep- 
tions. 

Inspectors  from  the  department  of  the 
superintendent  of  stations  and  transfers  were 
assigned  to  each  division  one  week  prior  to 
the  inauguration  of  the  campaign  and  as- 
sisted division  officials  in  making  the  cam- 
paign a  .success,  remaining  on  division  dur- 
ing the  entire  month. 


At  Fort  Dodge,  Waterloo,  Dubuque,  Free- 
port  and  other  cities  of  similar  size,  the 
larger  shippers  co-operated  with  agents  by 
conducting  a  "Perfect  Package"  month  in 
connection  with  our  "No  Exception"  month. 
Agents  reported  daily  to  each  shipper  the 
number  of  packages  received  improperly 
packed  or  marked.  This  co-operation  on 
the  part  of  the  shippers  assisted  materially 
in  bringing  about  this  excellent  showing. 

The  experience  gained  during  the  "No  Ex- 
ception" campaign  conducted  during  the 
months  of  April  and  May,  together  with  a 
continuance  of  the  interest  displayed  by  em- 
ployes of  all  departments,  will,  I  am  con- 
fident, result  in  fewer  exceptions  being  re- 
ceived in  June  than  in  any  of  the  previous 
months. 

The   table   presented    herewith    shows   the 
total     number     of     exceptions    which     were 
charged    against    principal    stations    and    di- 
visions  for  the  period  of  the   campaign. 
(See  opposite  page.) 


Some  Overtime  for  the  Illinois  Division 


An  explanation  of  electric  interlocking  was  given  to  the  fifty  employes  in  attendance  at  the 
Illinois  division  signal  employes  educational  meeting  at  .Oilman ,  111.,  Sunday,  May  15,  Is  any- 
body you  know  in  the  croivd?  Our  correspondent  reports  a  profitable  meeting. 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-three 


May  Exceptions,  Northern  and  Western  Lines 


Division 
Chicago 


E.   St.   Louis 
Illinois 


St.  Louis 


Springfield 


Indiana 


Wisconsin 


Minnesota 


Iowa 


Bad 
Station  Shorts  Orders 

.Chicago    63         274 

Other  Stations 
&  Train    Crews  0 

TOTAL  63 

E.  St.  Louis 19 

TOTAL  !..19 

Champaign    1 

Effingham    0 

Kankakee  0 

Other  Stations 

&  Train  Crews..  1 
TOTAL  2 

Cairo   1 

Carbondale    6 

Centralia 4 

Du  Quoin  2 

Mounds    1 

Other  Stations 

&  Train  Crews..  2 
TOTAL   16 

Clinton    5 

Decatur 3 

Springfield  0 

Other  Stations 

&  Train  Crews..  2 
TOTAL  10 

Evansville    2 

Indianapolis  1 

Peoria  2 

Mattoon   0 

Other  Stations 

&  Train  Crews..  1 
TOTAL  *  6 

Bloomington  1 

Freeport  1 

Rockford    0 

Minonk  0 

Other  Stations 

&  Train  Crews..  3 
TOTAL  5 

Dubuque  ,.  0 

Waterloo    0 

Cedar   Rapids   0 

Other  Stations 

&  Train  Crews..  1 
TOTAL  1 

Ft.   Dodge  5 

Sioux   City  1 

Sioux  Falls  1 

Cherokee    1 

Omaha    0 

Council  Bluffs  0 

Other  Stations 

&  Train  Crews..  1 
TOTAL  ..  9 


Pilfer-  Total   Total    Total 

ages    Overs  Astrays    May  March,  Oct. 


105 


52 


519       2,598       3,696 


0 

0 

0 

0 

0 

24 

65 

!74 

25 

105 

52 

519 

2,622 

3,761 

100 

7 

43 

7. 

176 

627 

1,189 

.00 

7 

43 

7 

176 

627 

1,189 

0 

0 

0 

0 

1 

48 

77 

4 

0 

0 

1 

5 

33 

67 

0 

0 

0 

0 

0 

22 

72 

3 

1 

2 

2 

9 

92 

143 

7 

1 

2 

3 

15 

195 

359 

10 

0 

3 

0 

14 

42 

47 

15 

0 

1 

5 

27 

160 

146 

15 

2 

4 

5 

30 

86 

152 

7 

0 

2 

0 

11 

72 

53 

5 

0 

2 

2 

10 

118 

119 

14 

0 

2 

3 

21 

139 

220 

'66 

2 

14 

15 

113 

617 

737 

6 

2 

0 

1 

14 

139 

275 

5 

-  0 

1 

3 

12 

96 

172 

0 

0 

0 

1 

1 

32 

69 

7 

.  2 

1 

2 

14 

152 

152 

18 

4 

2 

7 

41 

419 

668 

11 

1 

1 

4 

19 

69 

126 

4 

1 

3 

1 

10 

108 

176 

8 

1 

2 

2 

15 

120 

126 

7 

0 

0 

1 

8 

147 

208 

4 

8 

0 

0 

13 

161 

131 

34 

11 

6 

8 

65 

605 

767 

6 

1 

0 

0 

8 

89 

181 

2 

0 

1 

0 

4 

107 

281 

2 

1 

0 

0 

3 

30 

90 

2 

0 

0 

0 

2 

26 

10 

1 

0 

3 

0 

7 

122 

199 

13 

2 

4 

0 

24 

i   374 

761 

4 

9 

0 

1 

14 

101 

157 

3 

0 

0 

1 

4 

57 

127 

1 

0 

1 

0 

2 

12 

27 

0 

11 

0 

0 

12 

41 

91 

8 

20 

1 

2 

32 

211 

402 

7 

3 

3 

2 

20 

102 

157 

0 

1 

0 

0 

2 

45 

81 

0 

0 

0 

0 

1 

9 

12 

5 

0 

0 

0 

6 

86 

100 

1 

0 

0 

1 

2 

29 

32 

1 

2 

2 

0 

5 

47 

58 

8 

0 

.  1 

2 

12 

176 

226 

22 

6 

8 

5 

48 

494 

666 

Forty-four 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


GEORGE  M.  COHAN'S  newest  musical 
comedy,  "The  O'Brien  Girl,"  is  being  ac- 
claimed as  a  great  success  in  Boston,  where 
it  has  had  an  auspicious  opening.  The  crit- 
ics, with  even  more  exuberance  than  usual, 
are  saying  nice  things  about  the  show — its 
mounting,  its  tunes,  its  dialogues,  its  dances. 
Among  the  entertainers  employed  are  Fritzi 
Scheff,  Margaret  Hines,  Andrews  Tombes, 
Ada  Mae  Weeks  and  James  Marlowe. 


JOHN  GOLDEN  is  busy  making  arrange- 
ments for  new  plays  in  which  to  employ  the 
173  legitimate  actors  with  whom  he  has  con- 
tracted for  the  approaching  season.  "Easy 
Come,  Easy  Go,"  Montague  Glass'  comedy,  will 
feature  Robert  North.  Among  the  other  pres- 
entations planned  are :  "Katy  Did,"  a  comedy 
by  William  Gillette;  "Poor  Man's  Pudding," 
by  Winchell  Smith  and  Thomas  Gushing; 
"Three  Candies,"  by  Austin  Strong,  and 
"Happy  New  Year,"  by  Viola  Brothers  Shore 
and  Hale  Hamilton. 


SPEAKING  of  John  Golden  is  a  reminder 
that  Frank  Bacon's  "Lightnin',"  which  has 
had  a  spectacular  run  exceeding  1,175  per- 
formances in  New  York,  is  due  to  leave  the 
metropolis  and  may  be  one  of  next  season's 
attractions  at  Chicago. 


GUY  BATES  POST,  who  has  gained  new 
laurels  in  "The  Masquerader,"  announces  that 
he  is  going  to  play  "Hamlet."  Before  that, 
however,  he  will  make  his  debut  in  the  films 
with  "Omar,  the  Tentmaker,"  which  was  his 
stage  vehicle  for  five  prosperous  years. 


THOMAS  MITCHELL,  now  playing  in 
stock,  has  signed  a  three-year  contract  with 
Belasco  and  will  appear  opposite  Lenore  Ulric. 
He  was  once  a  newspaper  reporter. 


REHEARSALS  have  begun  on  George 
White's  "Scandals  of  1921,"  which  are  sched- 
uled to  begin  in  New  York  late  in  June.  Ann 


Pennington  and  Lou  Holtz  have  been  re-en- 
gaged. 


ELSIE  JANIS— soldiers  of  the  A.  E.  F.  will 
remember  Elsie — is  said  to  be  captivating 
Paris  with  her  revue. 


MORRIS  GEST  has  sailed  for  London, 
Paris  and  Berlin  to  arrange  an  extension  for 
the  production  in  the  United  States  of  vari- 
ous plays  under  contract.  It  is  Mr.  Gest's 
fifty-third  transatlantic  trip. 


FLORENZ  ZIEGFELD,  who  is  beginning 
rehearsals  for  his  perennial  entertainment, 
says  actors'  salaries  must  be  reduced. 


THE  ROAD  TO  STARDOM  is  a  rough 
one,  according  to  Taylor  Holmes,  starred  in 
"Smooth  as  Silk."  He  began  with  a  four 
weeks'  engagement  with  the  Four  Cohans,  the 
proceeds  from  which  financed  a  trip  to  Lon- 
don. He  was  not  a  howling  success  there, 
but  he  finally  saved  enough  from  a  minor  en- 
gagement to  get  back  to  the  United  States. 
After  calling  on  Daniel  Frohman  forty-eight 
times  .the  manager  shipped  him  off  on  E.  H. 
Sothern,  who  suggested  stock.  He  entered 
stock  in  Newark,  thence  into  vaudeville.  Mr. 
Belasco  saw  him  and  approved.  The  great 
producing  manager  gave  him  the  post  of -the 
prosecuting  attorney  in  "The  Grand  Army 
Man,"  with  David  Warfield,  at  the  Stuyvesant 
Theater.  He  also  appeared  with  Mr.  War- 
field  in  "The  Music  Master."  Later  he  was 
associated  with  the  late  Henry  B.  Harris  as 
general  stage  director,  in  which  capacity  he 
produced  "Strongheart."  He  scored  his  big- 
gest success  in  "Bunker  Bean,"  which  made 
him  a  star. 


ANNIE  HUGHES  has  gone  to  France  to 
join  James  K.  Hackett  in  his  Paris  presenta- 
tion of  "Macbeth." 


OLGA    PETROVA    is    enroute    to    Spain, 
where  she  will  study  the  character  which  she 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Forty-fivt 


Fortv-six 


ILLINOIS      CENTRAL      MAGAZINE 


June   1921 


will  portray  next  season  in  "The  White  Pea- 
cock," a  Selwyn  production. 


HARTWIG  BARUCH,  brother  of  Bernard 
M.  Baruch,  the  financier,  and  known  to  the 
theatergoing  public  as  Nathaniel  Hartwig,  has 
been  prevailed  upon  by  his  old  "pal,"  John 
Golden,  to  return  to  the  stage  next  season  to 
play  the  leading  part  in  "Three  Wise  Fools." 
Mr.  Baruch  has  been  on  Wall  street  for  the 
past  twenty  years,  having  retired  from  the 
stage  at  the  height  of  his  career  in  1901.  He 
won  fame  with  Olga  Nethersole  in  "Carmen," 
when  they  put  on  a  sixty-second  kiss. 


"DANIEL,"  the  play  in  which  Sarah  Bern- 
hardt  is  appearing  in  London  and  which  will 
be  produced  by  the  Selwyns  in  this  country 
next  fall,  is  scheduled  for  early  rehearsals 
with  Martha  Hedman,  Lynn  Harding,  Jose 
Reuben  and  Claude  King. 


A  TRAIN  will  be  wrecked  to  make  "Star 
Dust,"  the  film  adaption  of  Fannie  Hurst's 
story,  starring  Hope  Hampton.  It  won't  be 
a  half-way  affair,  either,  the  producers  prom- 
ise. There  will  be  no  scrapped  cars  in  the 
picture,  and  it  won't  be  faked,  and  it  won't 
be  made  from  old  strips  of  film  taken  years 
ago  and  revamped  over  and  over  for  wreck 
pictures.  A  spot  will  be  selected  on  a  bridge 
spanning  a  river,  railway  engineers  will  be 
consulted  in  making  the  plans  and  real  mod- 
ern railway  equipment  will  be  used.  It  is 
said  that  the  one  scene  will  cost  a  fortune. 
Ten  to  fifteen  cameramen  will  be  stationed  in 
advantageous  spots  to  shoot  the  event  from 
all  angles. 


HELENE  CHADWICK  will  play  the  lead- 
ing feminine  role  in  "The  Glorious  Fool," 
Mary  Roberts  Rinehart's  story. 


AFTER  AN  ABSENCE  of  several  years 
Ethel  Grandin  is  returning  to  pictures  and  will 
play  opposite  Gareth  Hughes. 


RITA  WEIMAN,  short  story  writer,  is 
working  with  William  DeMille  on  a  picture 
for  Paramount.  She  is  the  author  of  "Foot- 
lights," which  Elsie  Ferguson  is  now  mak- 
ing. 


BALZAC,  the  French  satirist,  is  a  much 
filmed  author  lately.  Robertson-Cole  is  re- 
leasing one  of  his  stories,  and  Rex  Ingram  is 
wprking  on  another,  "The  Conquering 
Power,"  in  which  Alice  Terry  and  Rudolph 
Valentino  will  head  the  all-star  cast. 


JAMES  RENNIE,  who  has  been  playing  on 
Broadway  in  "Spanish  Love,"  is  making  his 
first  venture  into  screenland  since  his  marriage 
last  December  to  Dorothy  Gish,  motion  pic- 
ture star.  He  has  been  engaged  as  leading 
man  for  Hope  Hampton  in  the  picturization  of 
the  Fannie  Hurst  story,  "Star  Dust." 


CHARLIE  CHAPLIN  weighs   125  pounds, 
is  5  feet  4  and  has  brown  hair  and  blue  eyes. 


THE  "Q"  in  Anna  Q.  Nilsson's  name  stands 
for  Querentia. 

JACK  HOLT,  whose  latest  picture  is  "The 
Grim  Comedian,"  began  life  as  a  surveyor, 
then  turned  explorer  and  was  a  cowpuncher. 


THEY  CALL  IT  the  "silent  drama,"  yet 
these  sang  on  the  stage  before  they  entered 
pictures :  Johnny  Hines,  Dorothy  Mackaill, 
Dorothy  Leads,  Fay  Tincher,  Dorothy  Devore, 
Neal  Burns,  Eddie  Barry  and  Bobby  Vernon. 


NAZIMOVA  was  so  painstaking  in  making 
the  film  for  the  death  scene  in  "Camille"  that 
it  took  her  six  days  to  "die." 


DOROTHY  DAVENPORT,  otherwise  Mrs. 
Wally  Reid,  will  be  seen  ere  long  in  "Every 
Woman's  Problem." 


MADGE  BELLAMY  is  another  who  is 
leaving  the  stage  for  a  debut  in  the  celluloids. 
She  will  make  her  bow  in  "Hail  the  Woman !" 


YOU  WILL  remember  Edith  Story.  She's 
coming  back  to  the  films  after  a  long  absence 
and  will  be  seen  in  "The  Beach  of  Dreams," 
a  Robertson-Cole  production. 


ROSEMARY  THEBY  and  Harry  Myers 
are  planning  a  series  of  domestic  comedies 
like  those  made  by  the  late  Sidney  Drew  and 
Mrs.  Drew. 


June   1921 


ILLINOIS      CENTRAL      MAGAZINF 


Forty-seven 


Forty-eight 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


Household  Hints  for   Home   Makers 

Tumblers  which  have  contained  milk  should 
always  be  rinsed  in  cold  water  before  being 
washed  in  hot  water.  The  hot  water  dries 
the  milk  in,  and  leaves  a  cloudy  appearance  on 
the  glass  forever  after. 

The  pet  peeve  of  the  tall  woman  is  the  low 
kitchen  sink.  One  woman  sits  on  a  long- 
legged  stool  when  washing  dishes,  and  wears 
a  rubber  apron  with  a  bib  to  catch  the  splash- 
es. These  aprons  may  be  made  at  home.  Se- 
lect for  pattern  one  of  your  bib  aprons. 
Rubberized  material  can  be  purchased  at  al- 
most any  store.  Bind  the  edges  with  tape  and 
use  tape  for  strings. 

To  remove  the  odor  of  onions  from  the 
hands,  rub  the  hands  with  dry  mustard  and 
rinse  off  in  cold  water. 


Tested  Recipes 

LAZY  DAISY  CAKE.  (Use  measuring 
cup  for  measurements.)  Sift  into  mixing  bowl 
2  cups  flour,  1  cup  sugar,  2  teaspoons  baking 
powder,  pinch  salt.  Melt  a  heaping  table- 
spoon of  butter;  when  it  cools,  add  yolk  of  1 
egg,  and  beat  together  with  a  fork ;  then  add 
1  cup  milk  and  teaspoon  lemon  extract  Mix 
together  the  liquid  and  dry  ingredients.  Bake 
in  2  layers.  Fill  and  frost  with  apple  snow, 
made  as  follows :  To  well  beaten  white  of  1 
egg  add  ^  cup  granulated  sugar  and  one 
apple  (pared  and  cored)  put  through  the  ricer 
or  'grated.  Beat  with  Dover  egg  beater  until 
it  has  the  appearance  of  snow.  (Two  bananas 
may  be  substituted  for  the  apple.) 

RUSK.  Beat  2  eggs  light,  stir  in  1  cup 
sugar,  1  small  teaspoon  salt,  1  pint  luke- 
warm milk,  1  cake  compressed  yeast  dissolved 
in  a  little  warm  water,  and  flour  enough  to 
make  a  sponge.  Let  rise ;  when  very  light, 
add  small  half  cup  lard,  and  flour  enough  to 
handle  dough  without  sticking  (work  in  lard 


and  flour  with  hands),  then  let  rise  again  un- 
til very  light,  pinch  off  rolls  with  as  little 
handling  as  possible,  and  let  rise  again.  When 
rolls  are  light,  bake  in  moderate  ovei;  If 
desired,  beat  up  a  little  white  of  egg  with 
some  sugar  and  rub  on  top  when  done 

DRESSING  FOR  FRUIT  SALAD.  Yolks 
3  eggs  beaten  light,  *4  cup  vinegar,  Vi  cup 
sugar,  Y-2.  teaspoon  mustard.  Cook  in  double 
boiler  until  thick  as  custard.  Set  aside  to  cool. 
Whip  1  bottle  cream,  add  the  cooked  mixture, 
and  continue  beating  until  well  blended. 


Every  Woman's  Duty 

One  woman  attributes  her  pink  and  white 
complexion  to  the  two  glasses  of  cold  water 
which  she  drinks  each  morning  on  arising. 

A  lemon  rinse  after  the  shampoo  is  excellent 
for  hair  and  scalp.  Use  the  juice  (carefully 
strained)  of  1  lemon  to  a  pint  of  water. 


From  the  Shops 

Ruffled  bobbinet  curtains  in  tones  of  ivory 
or  in  beige  are  charming  for  summer  use. 
Voile  curtains  also  are  pleasing  to  the  eye. 

The  rare  days  of  June  are  upon  U3,  and 
our  fancy  turns  to  the  summer  porch  and  its 
furnishings.  Soft  pillows  of  cool  cretonne 
will  make  the  swing  inviting.  A  hickory  rus- 
tic rocker  and  a  natural  willow  chair  will 
beckon  your  callers.  And  they  will  bless  your 
hospitable  heart  when  you  serve  iced  tea  and 
little  cakes,  using  your  new  iced  tea  set  of 
clear,  deep  blue  glass. 

Mary  is  a  grand  old  name,  and  Mary  is  the 
name  of  a  beautiful  one-strap  pump  of  black 
satin,  with  Louis  heels.  This  pump  comes 
also  in  pearl  gray  suede  with  gray  satin  strap. 

New  and  nobby  are  skirts  of  white  flannel 
for  sports  wear. 

Put  on  your  old  gray  bonnet  with  the  blue 
ribbons  on  it — and  Dame  Fashion  will  smile 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Forty-nine 


upon  you.  Gray  continues  to  hold  its  own  in 
summer  millinery. 

Black  hats — a  window  full  of  stunnii  g  crea- 
tions, many  of  them  with  white  trimmings — 
are  shown  in  an  avenue  shop. 

Skirts  will  be  skirts  and  present  a  "shiny" 
appearance  when  the  suit  coat  is  almost  as 
good  as  new.  Last  year's  suit  coat  can  be 
worn  effectively  with  a  skirt  of  plaid  or 
checked  material.  Such  a  variety  of  plaids 
and  checks  is  displayed  in  the  stores  that 
one  can  find  a  combination  to  harmonize  with 
almost  any  desired  shade 


Life's  Little  Lies 

Guard  on  "L"  platform :  "Move  up  in  the 
car,  please.  Lot  o'  room  up  in  front." 

Feminine  voice,  as  telephone  bell  rings :  "If 
that's  a  woman,  say  I  have  gone  out." 


Watch  the  Way  for  Snares 

It  ain't  the  trees  that  block  the  trail, 

It  ain't  the  ash  or  pine ; 
For,  if  you  fall  or  if  you  fail, 

It  was  some  pesky  vine 
That  tripped  you  up,  that  threw  you  down, 

That  caught  you  unawares  ; 
The  big  things  you  can  walk  aroun' — 

But  watch  the  way  for  snares. 

— DOUGLAS   MALLOCH. 


Edith  Stands  the  Acid  Test 

Allen  was  driving.  "Let's  call  for  Bill 
Robbins,"  he  suggested,  turning  his  head  so 
that  the  other  occupants  of  the  car  might  hear. 
"He  was  a  pal  of  Nixon's  before  Nix  went  to 
Santiago." 

"Good  idee,  Allen,"  seconded  Bradley,  from 
the  rear. 

"Fat  chance  you  have  of  getting  Rollins," 
grumbled  Page.  "They've  just  moved  into 
their  new  apartment.  Ten  to  one  he  will  be 
dolled  up  in  an  apron,  lending  a  helping  hand. 
I've  never  met  Edith  Rollins,  but  if  she  is 
anything  like  my  wife  on  moving  day — well, 
'nough  said." 

"Let's  stop  anyhow."  And  Allen  drew  up 
to  the  curb.  "Pile  out,  fellows,"  to  his  five 
companions.  "This  is  dirty  work,  and  1 
can't  turn  the  trick  alone.  We  will  go  in 
all  together,  and  here's  hoping  we  leave  all 
together — if  we  get  kicked  out." 

Bill  Rollins  came  to  the  door,  rolling  down 
his  shirt  sleeves. 


"  'Lo,  Bill,"  greeted  the  crowd,  as  they  pushed 
into  the  apartment. 

"Hello,  what's  all  this?"  Surprised,  Bill 
stood  surrounded  by  his  lares  and  penates. 
Chairs  and  tables,  boxes  of  books  and  piles  of 
pictures,  heaps  of  rugs  and  barrels  of  dishes, 
presented  a  disheartening  spectacle. 

At  this  moment  Mrs.  Rollins,  in  a  neat  dark 
dress,  her  glorious  auburn  hair  protected  by  a 
blue  and  white  cap,  burst  into  the  crowd, 
hand  outstretched,  smiling  a  greeting. 

"Welcome  to  our  new  and  happy,  but  at 
present  unsettled,  home !"  she  said. 

It  was  the  fellows'  turn  to  be  surprised. 
That  a  woman  could  be  unruffled  and  smil- 
ing on  moving  day  was  a  miracle. 

Encouraged,  Allen,  who  acted  as  spokes- 
man for  the  party,  began :  "Thanks.  We 
haven't  come  to  call.  Nixie  is  passing  through 
tonight  enroute  to  New  York,  and  we  fellows 
are  going  to  meet  him  and  have  a  little  time 
downtown.  We  wanted  you  to  join  us  Bill. 
Nixie  was  a  pal  of  yours  in  the  old  days. 
But  I'm  ashamed  of  our  intrusion,  seeing  the 
confusion  you  folks  are  in." 

Bill  Rollins  hesitated.  He  wanted  to  see 
old  Nixie — let's  see,  it  was  six  years  since  he 
left  the  States — but  he  couldn't  leave  Edith  in 
this  mess. 

Mrs.  Rollins  broke  in :  "No  such  thing.  Mr. 
Allen.  Bill  will  go  with  you,  of  course.  Find 
a  place  to  sit  down  and  I  will  help  him  get 
some  clean  things.  Why,  we  have  plenty  of 
time  to  get  settled.  I  wouldn't  have  Bill  miss 
Mr.  Nixon  for  anything." 

And  she  hastened  from  the  room,  Bill  at  her 
heels. 

"By  George,  she's  a  brick!"  Bradley  said, 
admiringly. 

"Well,  she  is  an  exception,"  put  in  Page. 
"Didn't  know  they  made  'em  so  good-natured." 

"Bill  always  was  a  lucky  devil,"  commented 
Allen.  "Edith  Rollins  is  a  sensible  woman — 
not  the  kind  to  have  hysterics  over  moving 
day.  Say  what  you  please  about  red  heads, 
I  am  for  'em." 

And  Edith  Rollins'  popularity  with  Bill's 
friends  was  assured.  On  the  way  to  the  sta- 
tion they  hinted  something  of  the  kind  to 
Bill.  And  Bill— well,  he  was  so  pro<:d  of 
Edith  that  he  burst  two  buttons  off  his  Sun- 
day waistcoat. 


Fifty 


ILLINOIS     CENTRAL     MAGAZINE 


June   1921 


The  Story  of  a  Successful  Life  Is  That  of 
Victor  H.  Hanson,  Publisher 

Harry  Dyke  Writes  Up  Editor  of  Birmingham  (Ala.) 
News,  Who  Started  When  Onty  11 


Stories  of  achievement  by  successful  men 
never  grow  old,  for  behind  every  success  is 
the  lure  that  beckons  to  the  ambition  of  each 
one  of  us.  Under  the  department  of  "Men  and 
Women  Who  Make  Our  Mediums,"  the  May 
7  number  of  the  Advertising  and  Selling 
Magazine  carried  the  following  story  by  Harry 
Dyke  about  Victor  H.  Hanson,  publisher  of 
the  Birmingham  (Ala.)  News,  an  outstanding 
public  servant  in  Illinois  Central  territory : 

rHAT    do   you    like   to   do    on    rainy 
days  ?" 

"Plan  for  sunshiny  days." 
The  answer  came  without  a  moment's  re- 
flection, like  a  ray  breaking  suddenly  through 
the  clouds,  as  Victor  H.  Hanson,  publisher 
of  the  Birmingham  News,  turned  from  a  big 
window  in  his  office  which  looked  down  upon 
a  long  line  of  motor  cars  sloshing  past.  Lead- 
en skies  and  a  driving  rain  lent  atmosphere 
to  the  question,  and  the  answer  was  typical 
of  the  man. 

To  any  analyst,  character  and  purpose  are 
summed  up  in  those  few  words,  spoken  with 
such  spontaneity,  for  they  may  be  paraphrased 
into  a  dozen  different  axioms  that  define  the 
life  and  ambitions  of  this  Southern  publisher. 

Back  in  Georgia,  when  he  was  eleven,  Vic- 
tor Hanson  began  planning.  There  were 
never  any  dull  gray  clouds  to  trouble  him 
then  and  the  sun  shone  every  day,  but  he 
dreamed  dreams,  just  as  he  plans  on  rainy 
days  today,  and  the  City  Item,  a  paper  con- 
sisting of  one  page,  two  columns  wide  and 
six  inches  deep,  was  born.  With  its  birth 
life  was  given  to  a  career,  and  ever  since  one 
purpose  has  been  the  motive  power  driving  it 
forward.  That  purpose  is  to  own  the  South'? 
greatest  newspaper. 

Born  to  the  Newspaper 

Most  newspaper  men  drift  into  the  pro- 
fession, to  be  sure,  but  Victor  Henry  Hanson 
was  born  to  it,  and  on  January  16,  1876,  when 


he  arrived  at  the  home  of  Major  Henry  C. 
Hanson,  in  Barnesville,  Ga.,  it  was  written  in 
the  books  that  he  was  to  follow  in  the  foot- 
steps of  his  father,  who  was  for  many  years 
editor  of  the  Macon  (Ga.)  Telegraph.  Young 
Hanson  attended  the  public  schools  of  Macon, 
to  which  his  parents  had  removed  shortly  after 
his  birth,  and  it  was  while  in  school  that  he 
founded  his  first  newspaper,  the  City  Item. 
Then,  as  now,  the  stamp  of  the  man  showed : 
the  City  Item  was  a  financial  success  from 
the  first  issue. 

In  a  year  or  two  the  Hansons  moved  to 
Columbus,  Ga.,  where  Victor's  father  became 
the  editor  of  the  Columbus  Enquirer-Sun. 
Young  Hanson  then  started  the  Columbus 
Times,  a  Sunday  morning  paper,  which  de- 
veloped into  a  twelve-page  sheet,  four  columns 
wide  by  twelve  and  a  half  inches  deep.  Its 
circulation  grew  to  2,500,  and  it  was  at  the 
time  the  best  paying  newspaper  property  in 
Columbus.  Before  he  reached  the  age  of  fif- 
teen he  sold  the  paper  and  the  equipment  he 
had  acquired  for  more  than  $2,000.  Bound 
volumes  of  the  files  of  these  two  little  news- 
papers are  treasured  in  the  Hanson  home  to- 
day. 

Worked  for  $10  a  Week 

Major  Hanson  removed  to  Atlanta  and  Vic- 
tor went  to  school  at  Gordon  Institute  for  a 
brief  time,  but  at  the  age  of  sixteen  went  to 
work  as  a  solicitor  for  Nichols  and  Holliday, 
advertising  managers  of  the  Atlanta  Consti- 
tution. At  nineteen  he  went  to  Baltimore  as  a 
classified  solicitor  for  the  World,  and  at  twen- 
ty went  to  work  for  the  Montgomery  (Ala.) 
Advertiser  at  $10  per  week  as  a  circulation 
solicitor.  Within  three  months  he  was  trans- 
ferred to  the  advertising  department,  and  by 
the  end  of  a  year  was  advertising  manager  in 
charge  of  both  national  and  local  advertising. 
He  remained  with  the  Advertiser  until  he  was 
thirty-three  years  old,  making  a  splendid  rec- 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Fifty-one 


ord  for  volume  during  the  period  in  which  he 
had  charge  of  the  advertising. 

In  February,  1909,  leaving  the  Advertiser, 
Mr.  Hanson  purchased  from  General  Rufus 
N.  Rhodes  a  one-third  interest  in  the  Birming- 
ham News  and  became  its  vice-president  and 
general  manager.  On  March  1,  1910,  shortly 
after  General  Rhodes'  death,  he  purchased  a 
majority  interest  in  the  paper  and  became  its 
president  and  publisher.  He  had  associated 
with  him  in  the  deal  Frank  P.  Glass,  his  for- 
mer employer  in  Montgomery,  who  was  vice- 
president  and  editor  of  the  News  from  that 
date  until  April  1,  1920,  when  he  sold  his  one- 
third  interest  to  Mr.  Hanson  and  a  small 
group  of  business  associates.  Then  Mr.  Han- 
son immediately  began  negotiations  for  the 
purchase  of  the  Birmingham  Ledger,  an  after- 
noon and  Sunday  morning  paper.  On  April 
19,  1920,  he  acquired  the  property,  and  the 
News  absorbed  it. 

He  Likes  the  Movies 

That,  in  brief,  is  the  story  of  the  rise  of 
Victor  H.  Hanson.  So  far,  nearly  all  his  life 
has  been  devoted  to  digging  from  the  solid 
rock  a  splendid  financial  success.  He  has 
been  on  the  job  almost  continuously  for  eleven 
years,  and  his  employes,  many  of  whom  have 
served  with  him  from  the  beginning  of  his 
days  on  the  News,  have  the  greatest  difficulty 
in  persuading  him  to  take  the  proper  amount 
of  rest  and  recreation.  He  really  has  more 
fun  running  his  newspaper  than  he  gets  out 
of  any  of  the  things  he  does  on  the  outside. 

Turning  to  the  other  side  of  Mr.  Hanson, 
one  finds  that  golfing,  motoring  and  fishing 
provide  most  of  his  recreation,  and  what  they 
don't  the  movies  do.  He  is  an  ardent  screen 
fan,  and  for  relaxation  he  finds  a  film  thriller 
"just  the  ticket."  But  he  golfs,  motors,  fishes 
and  does  the  movies  far  less  than  most  devo- 
tees of  these  pastimes.  His  hobby  is  the  Birm- 
ingham News,  and  he  can't  get  away  from  it. 
Making  the  paper  bigger  here,  brighter  there 
— that's  almost  his  sole  thought,  and  in  doing 
both  he  has  as  much  fun  as  if  he  were  landing 
a  big  tarpon  at  Coden. 

His   Paper  Is  His  Hobby 

Just  to  illustrate :  When  Victor  was  a  boy 
he  played  baseball,  in  common  with  all  boys. 
Today  he  rarely  sees  a  game.  To  go  further : 


He  doesn't  like  football,  baseball  or  boxing, 
and  he-  doesn't  shoot  pool.  Naturally,  of 
course,  he  likes  to  read,  and  when  he  isn't 
looking  over  his  own  newspaper  he's  inspect- 
ing others.  Outside  of  newspapers  and  news- 
paper publications,  he  enjoys  reading  popular 
novels.  In  the  theaters  he  enjoys  musical 
comedy  best.  Drama  comes  next.  Among 
the  singers,  Madame  Schumann-Heink  is  his 
favorite. 

Thus  one  gets  a  sort  of  thumb-nail  sketch 
of  the  off-side  of  the  man.  Aside  from  his 
paper  he  has  no  other  business  interests,  his 
whole  time  and  attention  being  an  example  of 
concentration  upon  one  thing. 

As  the  years  have  gone  on,  more  and  more 
of  Mr.  Hanson's  attention  has  been  turned  to 
his  newspaper  as  a  newspaper,  as  a  leader 
of  thought  and  most  of  all  as  a  great,  effec- 


A  Hit  With  the  Public 

A  short  time  ago  I  was  sitting  in 
the  hotel  at  Dixon,  111.,  after  supper, 
and  a  traveling  man  alongside  me 
remarked  how  rotten  business  was. 
I  told  him  I  hadn't  found  it  so,  and 
that  I  had  picked  up  several  cars  of 
freight  that  day.  He  looked  at  me  a 
moment,  and  said,  "What  on  earth 
are  you  selling?" 

I  told  him:  "Transportation.  I  am 
with  the  Illinois  Central." 

Then  he  said:  "Say,  I  came  down 
from  Freeport  this  afternoon,  and  I 
nearly  dropped  dead  when  the  con- 
ductor  took  up  my  ticket.  He  said, 
'Thank  you,'  and  then  added,  'This 
train  is  due  at  Dixon  at  three  minutes 
past  five'." 

I  knew  pretty  well  who  the  con- 
ductor  was,  but  to  make  sure  I  looked 
on  the  register  next  morning  and 
found  he  was  W.  H.  Sharkey. 

Conductor  Sharkey  makes  it  a  rule 
when  passengers  are  going  any  dis- 
tance  to  advise  them  when  he  takes 
up  the  tickets  just  what  time  the 
train  is  due  at  their  destination.  He 
does  it  in  such  a  nice,  quiet  way  that 
it  does  not  attract  the  attention  of 
anyone  except  the  passenger,  and  by 
it  he  has  made  a  hit  with  the  travel- 
ing  public. 

—  N.  J.  HANLEY,  traveling  freif/ht 
and  passenger  atjent,  Freeport,  111. 


IIIIIIIIIIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIl.- 


Fiftylwo 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


tive  public  servant.  One  of  the  first  things 
he  did  after  acquiring  the  News  was  to  or- 
ganize a  News  Welfare  Department. 

Mr.  Hanson's  achievements  have  been  many 
and  varied,  but  perhaps  the  greatest  was  the 
settlement  of  the  most  troublesome  and  tur- 
bulent coal  miners'  strike  in  Alabama's  his- 
tory. That  settlement  came  at  a  time  when 
the  whole  state  had  despaired  of  industrial 
peace. 

Stopped  Mine  Warfare 

Trouble  broke  out  in  June,  1920,  with 
sporadic  strikes.  Mine  walk-outs  have  always 
been  things  to  dread  in  Alabama,  and  with 
the  first  talk  of  strike  Mr.  Hanson  began  to 
turn  over  in  his  mind  possible  ways  of  settle- 
ment, of  mediation,  of  anything  that  would 
keep  peace  in  the  state.  In  September  a  gen- 
eral strike  order  was  issued.  Inside  a  fort- 
night the  state  militia  was  in  charge  of  all 
mining  fields  in  the  state.  Blood  had  begun 
to  flow.  All  along  Mr.  Hanson  had  been  at 
work.  There  had  been  no  publicity,  but  he 
grasped  at  every  straw,  hoging  to  be  of  some 
service.  Day  after  day  the  front  pages  of 
the  Birmingham  newspapers  told  of  disorders, 
strike  breakers  shot  down,  homes  dynamited, 
union  men  attacked,  but  still  the  strike  kept 
the  state  in  turmoil. 

Three  separate  times  the  publisher  reached 
what  he  felt  would  be  a  definite  solution, 
but  each  time  something  happened  to  prevent 
attainment  of  the  desired  result.  In  February, 
however,  he  tried  again,  this  time  devising 
a  plan  that  was  acceptable  to  all,  and  on 
Washington's  birthday  anniversary  peace  was 
declared.  The  agreement  which  settled  the 
warfare  was  known  as  "The  Hanson  Agree- 
ment." 

Where   Fairness   Counted 

Here  again  the  man's  method  of  conduct- 
ing his  newspaper  served  a  great  purpose : 
he  could  not  have  brought  about  a  settlement 
if  his  editorial  and  news  policies  had  not  been 
far  to  both  sides,  for  when  the  miners  and 
operators,  both  obstinate  and  in  the  fight  to 
win,  finally  gave  him  their  written  pledges 
to  abide  by  the  result,  that  action  showed  con- 
fidence in  his  fairness,  his  neutrality  and  his 
ability. 

Approximately  $3,000,000  was  spent  by  the 
United  Mine  Workers  of  America  in  con- 


ducting the  strike,  and,  while  no  figures  were 
ever  announced,  the  operators  must  have  spent 
a  very  large  sum.  The  state  also  had  dipped 
into  its  treasury  heavily  to  preserve  order, 
and,  had  it  not  been  for  Victor  Hanson,  this 
economic  waste  would  have  continued  much 
longer. 

Such  leadership  as  this,  of  course,  naturally 
threw  the  spotlight  on  the  leader,  and  now 
they're  talking  of  Victor  Hanson  for  gover- 
nor, but  that's  where  it  will  all  end — in  talk — 
for  Victor  Hanson  has  but  one  hobby  and  he's 
going  to  stick  to  that.  What  praise  he  has 
won  from  service  must  end  in  praise,  for  he 
does  not  want  and  will  not  have  political 
office. 

Urges   Public   Service 

_In  settling  the  strike  one  sees  the  vision  of 
the  boy  again,  the  same  vision  that  resulted 
in  launching  the  Birmingham  News  Loving 
Cup  plan,  which  he  announced  in  1920,  offer- 
ing a  $500  cup  annually  to  that  citizen  who 
best  served  'his  city  during,  the  year.  The 
first  cup  was  awarded  in  January,  1921,  and 
the  interest  in  the  competition  stretched  back 
over  almost  every  day  of  the  year  that  had 
gone  before.  Attention  had  been  focused  on 
service,  and  the  impulse  to  serve  had  been 
quickened.  Moreover,  attention  was  directed 
to  public  appreciation  of  public  service,  and 
that  appreciation  was  attested  in  the  thou- 
Surreuiuiou  uj  pomod  ;nqi  sjajpj  jo  spues 
those  who  were  believed  qualified  to  be  con- 
sidered for  this  honor,  the  thousands  who 
packed  and  jammed  the  theater  when  the 
cup  finally  was  awarded  and  the  thousands 
who  were  turned  away  for  lack  'of  space. 

Succinctly,  these  points  stand  out  promi- 
nently when  one  takes  a  "close  up"  of  Victor 
Hanson :  He  makes  it  a  rule  to  see  every 
man,  woman  and  child  who  calls  to  see  him. 
He's  a  member,  a  deacon  and  chairman  of 
the  finance  committee  of  the  Independent  Pres- 
byterian Church  and  takes  an  active  interest 
in  it,  especially  in  all  its  charitable  under- 
takings. He  remains  cool  and  collected  un- 
der all  circumstances,  and  if  he  is  ever  ruffled 
one  would  never  know  it  by  any  external  dis- 
play of  emotion.  He  has  never  lost  his  tem- 
per in  the  News  building  and  boasts  that  he 
has  never  spoken  crossly  to  an  employe  in  his 
life.  He  builds  on  the  news  end  of  his  paper, 


June   1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-three 


knowing  that  everything  depends  on  it.  Ac- 
curacy is  a  religion  with  him.  He's  a  mighty 
observant  man  and  pays  attention  to  details. 
He  keeps  his  own  office  spick  and  span  and 


desk  is  a  model  of  order  and  neatuess  at  all 
times. 

In   sum,   Victor   Hanson   is  wrapped   up   in 
the   News  and   that's   all  there   is   to   it — that 


insists  that   everybody  else   do  likewise.     His       and  work  and  public  service. 


With  Our  Sailors  at  Jackson,  Miss 


THEY  say  that  lightning    never    strikes 
twice  in  the  same  place,  but  we  know 
to  our  sorrow  that  Town  Creek  has 
been   over   the    floor    of    the    Illinois    Central 
warehouse  at  Jackson  twice  in  recent  history, 
and  that  such  a  situation  is  no  laughing  mat- 
ter,    writes     our     correspondent    at    Jackson, 
Miss. 

Historically  speaking,  rain  began  falling  in 
the  afternoon,  Friday,  April  15.  This  is  to 
put  it  mildly.  In  fact,  it  poured.  Before 
dark  it  ceased,  but  early  in  the  night  it  be- 
gan again  and  came  down  in  torrents,  without 
stopping,  until  nearly  daylight.  According  to 
the  Weather  Bureau,  it  rained  6.5  inches  in 
twenty  hours,  which  is  "going  some." 

Long  before  dawn,  Saturday,  April  16,  the 
"hurry  call"  had  gone  forth  from  the  night 
men,  and  employes  began  coming  down  in 
their  old  clothes,  any  way  they  could  get  down, 
as  a  relief  brigade.  Some  in  fact  were  ma- 
rooned in  the  outskirts  of  the  city  by  high 
water  and  missing  bridges,  and  did  not  reach 
the  scene  of  action  until  the  excitement  was 
over.  The  warehouse  was  immediately  opened, 
and  the  work  of  raising  all  freight  above  the 
level  of  the  last  flood  began  with  a  rush. 
Trucks,  floats  and  all  available  vehicles  were 
pressed  into  service. 

More  Than  80  Tons  of  Freight 

As  a  result,  166,269  pounds  of  freight,  83.2 
tons,  consisting  of  2,324  pieces  of  merchandise, 
of  every  conceivable  size,  shape  and  character, 
were  elevated  about  twelve  inches  above  the 
warehouse  floor,  on  improvised  scaffoldings  of 
timber,  trucks,  empty  oil  barrels  and  every- 
thing available.  All  carloads  of  merchandise 
on  the  transfer  were  pulled  by  the  switch  en- 
gines, except  two  which  could  not  be  reached, 
and  these  were  unloaded  and  the  freight  also 
elevated. 

By  1  p.  m.  the  crest  was  reached,  and  the 
water  slowly  began  to  subside,  having  risen 
from  four  to  six  inches  over  the  entire  floor, 


whence  it  poured  in  a  rushing  cataract  into  the 
street.  The  freight  was  allowed  to  remain 
elevated  until  Sunday,  when  the  floors,  hav- 
ing dried,  were  swept,  and  the  freight  was 
lowered. 

Notwithstanding  all  the  conditions  and  the 
difficulties  encountered,  we  are  proud  to  re- 
port that  not  one  single  piece  of  freight  was 
damaged  by  water,  or  otherwise,  not  one  "Bad 
Order"  report  was  required,  and  not  a  com- 
plaint was  received  from  consignees. 

Scarcely  Heroic,  but  Useful 
"All's  well  that  ends  well,"  and  we  look 
back  now  on  that  busy  and  damp  morning 
with  some  amusing  memories,  although  there 
was  nothing  funny  about  it  at  the  time.  No 
railroad  employe,  big  or  little,  is  heroic  in  ap- 
pearance while  sloshing  around  in  six  or  eight 
inches  of  water,  in  his  old  clothes,  loaded 
down  with  boxes  of  freight,  or  pushing  a 
truck,  and  perhaps,  if  his  luck  is  bad,  slip- 
ping down  into  the  middle  of  the  flood.  How- 
ever, everybody  worked  with  a  will  and  a 
smile,  wet  or  dry,  and  now  that  it  is  all  over, 
we  are  satisfied  with  the  results. 

The  main  portion  of  the  Capitol  City  also 
had  its  troubles,  Capitol  Street  and  various 
cross  streets  being  flooded  to  a  depth  of  four 
feet.  Many  stocks  of  goods  were  ruined, 
wood-block  pavements  floated  away  to  Pearl 
River,  and  surrounding  roads  were  badly  dam- 
aged. Altogether  it  was  a  wild  and  tempestu- 
ous day,  and  we  hope  that  it  will  be  the  last 
of  such  experiences  for  the  Illinois  Central 
warehouse  and  office  and  for  the  city.  This 
leads  us  to  say : 

"We  like  the  gentle  raindrops, 

We  enjoy  the  cooling  showers, 
But  we  do  not  love  the  downpour 

Which  lasts  for  twenty  hours. 
•     With  Town  Creek  on  the  rampage 

Life  is  not  a  dream  of  bliss. 
We  are  willing  to  be  reasonable ; 

We  have  had  enough  of  this." 


Fifty-four 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


Fare/master    Presents    Railway  Problems 
to   Omaha   Hardware  Men 


Interest  Shown  Now-  Is  Encouraging,  Though  Tardy, 
Says  Phil  H.  Waldorf  in  Address 


Phil  H.  Waldorf,  general  yardmaster  of  the 
Illinois  Central  at  Council  Bluffs,  Iowa,  ad- 
dressed the  Omaha  (Neb.)  Hard^vare  Club 
the  evening  of  May  19,  presenting  a  summary 
of  railway  problems.  The  club  comprises 
hardivare  jobbers  and  retailers  of  Omaha  and 
Council  Bluffs.  About  forty  were  present  at 
the  meeting,  which  is  a  monthly  affair.  The 
other  speakers  included  members  of  the  club 
and  Joseph  Koutsky,  city  commissioner  of 
Omaha. 

In  talking  to  the  hardzvare  men,  Mr.  Wal- 
dorf said,  in  part : 

THE  railroads  are  of  such  vital  interest 
to  the  nation  as  a  whole  that  the  think- 
ing   citizen    is    today    concerned    to    a 
great    extent    in    the    satisfactory    solution    of 
their   difficulties. 

The  public  press,  magazines  and  other  peri- 
odicals have  been,  and  are,  devoting  a  consid- 
erable portion  of  their  space  to  setting  these 
problems  before  the  public  and  seeking  the 
answer.  Railways  are  a  subject  of  discussion 
everywhere,  on  the  street  corners,  in  club- 
rooms  and  at  gatherings  of  all  sorts,  as  well 
as  among  passengers  riding  trains.  It  is  en- 
couraging to  know  that  these  problems  are 
having  the  attention  of  the  best  minds  in 
the  country  today,  and  it  is  to  be  regretted 
that  we  as  a  people  did  not  devote  more  en- 
ergy toward  the  field  of  transportation  and 
become  more  thoroughly  acquainted  with  the 
whys  and  wherefores  from  the  beginning, 
rather  than  wait  until  a  situation  confronted 
us  such  as  is  with  us  today. 

In  Session  for  Four  Months 

No  doubt  each  of  you  has  read  in  the  daily 
papers  the  decisions  recently  handed  down  by 
the  United  States  Railroad  Labor  Board  at 
Chicago.  This  board  has  been  in  continuous 
session  for  more  than  four  months,  hearing 
railway  problems  in  an  endeavor  to  find  an 
answer  to  those  as  come  within  its  jurisdic- 
tion. 


Phil  H.  Waldorf 

One  of  the  decisions  was  that  dissolving 
what  is  known  as  "the  national  agreements." 

Briefly,  the  "national  agreements"  not  only 
destroyed  the  pleasant  relationship  between 
the  employer  and  employe,  but  also  caused  the 
railways  to  pay  for  work  which  was  not  done. 
As  a  matter  of  illustration,  it  was  necessary  to 
put  half  a  dozen  men  on  a  job  which  could 
easily  have  been  done,  as  well  or  better,  by 
one  man.  This  tended  utterly  to  demoralize 
some  railway  employes  and  resulted  in  ineffi- 
cient and  wasteful  practices.  Also,  the  re- 
classifying  of  employes  automatically  in- 
creased their  wages.  By  referring  to  the 
statements  credited  to  Air.  Julius  Kruttsch- 
nitt,  you  can  readily  understand  for  yourselves 
what  this  meant  to  the  railways. 

The  need  of  reducing  wages  of  railroad  em- 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Fifty-fire 


ployes  is_  one  that  is  to  be  regretted,  although  I 
believe  that  each  one  of  us,  regardless  of  our 
professions,  vocations,  positions  or  jobs,  must 
lend  our  assistance  to  the  bringing  of  every- 
thing down  to  normalcy,  and  stand  our  losses, 
one  with  another.  I  would  like  to  quote  an 
extract  from  an  address  made  by  the  presi- 
dent of  the  Illinois  Central  System,  Mr.  C. 
H.  Markham: 

"As  a  man  who  came  up  through  the  ranks 
of  the  service,  I  want  to  say  that  railway  men 
cannot  be  paid  too  much  providing  they  do 
the  amount  of  work  that  is  represented  by  the 
money  they  are  paid.  There  is  no  more  loyal, 
efficient,  capable  and  self-reliant  class  of  men 
in  the  world  than  railway  men,  in  my  opin- 
ion. I  speak  of  the^rank  and  file." 

How   Present   Conditions   Arose 

I  would  like  to  go  back  in  history  and  make 
a  brief  survey  of  the  conditions  which 
brought  about  some  of  the  problems  we  are 
now  facing.  Some  years  ago  an  era  of  de- 
structive legislation  and  regulations  concern- 
ing railroads  seems  to  have  visited  us,  and 
for  a  decade  prior  to  the  war  railroads  were 
not  allowed  to  charge  such  rates  for  transpor- 
tation as  would  justify  extensions  and  im- 
provements to  their  facilities  and  equipment 
which  they  should  'have  been  making  in  order 
to  keep  abreast  of  our  growing  country.  I  un- 
derstand the  enlargement  of  railway  facilities 
and  buying  new  equipment  are  carried  on 
largely  with  borrowed  capital,  and,  as  rates 
were  not  sufficient  to  form -a  basis  of  credit, 
this  needed  capital  could  not  be  invited.  As 
a  result,  railway  construction  fell  off,  no  new 
lines  were  extended,  and  the  construction  of 
larger  yards  and  terminals,  and  of  needed 
roundhouses  and  shops,  was  sidetracked  to  a 
very  large  extent,  although  the  welfare  of 
the  country  demanded  that  they  be  built  or 
enlarged.  The  roads  could  not  buy  new  cars 
and  locomotives  or  make  improvements  and 
repairs  to  such  equipment  as  they  had,  and 
you  know  the  result. 

Another  factor  that  affected  railways  vi- 
tally was  the  war.  You  remember  the  rail- 
ways were  taken  over  by  the  government  at 
the  beginning  of  1918,  and  their  entire  machin- 
ery was  utilized  to  the  winning  of  the  war. 
This  was  necessary,  but  it  prevented  the  buy- 
ing of  equipment  and  enlargement  of  facili- 
ties on  even  the  modest  scale  which  had  pre- 
ceded the  war.  I  quote  the  following  figures : 

"During  the  ten  years  prior  to  government 


control,  the  railways  added  an  average  of 
118,846  freight  cars  to  their  equipment  each 
year;  during  the  twenty-six  months  of  gov- 
ernment control  there  were  only  46,152  cars 
added  a  year.  For  the  same  period  there  were 
2,569  locomotives  per  year  added  prior  to,  as 
against  923  per  year  during  government  con- 
trol ;  an  average  of  2,762  passenger  cars  per 
year  prior  to,  as  against  not  a  single  one 
during  government  control." 

It  is  far  from  me  to  criticize  or  quarrel 
with  government  operation.  Each  one  of  us 
had  a  modest  part  to  perform  during  that 
strenuous  period,  and  we  believe  we  performed 
our  parts  well.  However,  it  is  necessary  that 
we  should  appreciate  these  facts. 

I  have  always  believed,  and  I  am  happy  to 
say  a  large  number  of  railway  men  are  of  the 
same  opinion,  that  the  Transportation  Act, 
commonly  known  as  the  Esch-Cummins  bill,  is 
one  of  the  best  pieces  of  legislation  ever  en- 
acted, so  far  as  the  railways  in  general  are 
concerned.  Heretofore,  the  Interstate  Com- 
merce Commission  was  charged  with  seeing 
that  the  railways  did  not  levy  excessive  rates, 
but  no  thought  was  given  to  seeing  whether 
rates  were  adequate  for  the  railways  to  func- 
tion. The  Transportation  Act,  however,  makes 
it  the  duty  of  the  Interstate  Commerce  Com- 
mission to  levy  rates  which  are  fair  to  rail- 
way investors. 

Cost  of  Labor  Had  Increased 

When  the  railways  were  returned,  their  own- 
ers faced  a  multitude  of  complex  problems. 
The  old  relation  between  employer  and  em- 
ploye had  been  done  away  with,  and  rules 
and  working  conditions  made  to  apply  through- 
out the  country  under  widely  varying  condi- 
tions were  in  effect.  The  cost  of  labor  had 
increased  more  than  100  per  cent,  but  rates 
had  not  been  increased  sufficiently  in  propor- 
tion to  offset  the  increased  labor  cost,  as  well 
as  the  cost  of  material.  In  1917  the  railways 
of  the  United  States  had  gross  earnings  of 
$11,250,000  a  day,  which  was  increased  to  $17,- 
300,000  a  day  in  1920. 

But  while  gross  revenues  had  been  gaining, 
net  income  had  been  depreciating.  In  1917 
the  net  operating  income  of  the  railways  ran 
at  $2,800,000  a  day,  while  in  1920  this  had 
diminished  to  less  than  $175,000  a  day.  The 
railways'  labor  bill  in  1917  was  $4,800,000  a 
day,  while  in  1920  it  had  increased  to  approx- 
imately $10,000,000  a  day,  and  as  now  consti- 
tuted the  direct  payroll  consumes  about  62 


Fifty-six 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


per  cent  of  the  net  earnings.  Labor  also  is  a 
big  factor  in  virtually  every  other  item  of  cost 
the  railway  incurs — in  railway  equipment,  sup- 
plies, fuel  and  other  material. 

Attempt  to  Remedy  Shortages 

All  of  you  no  doubt  remember  the  acute 
car  situation  about  which  so  much  noise  was 
made  during  the  past  year.  That  subject  was 
in  everyone's  mind.  In  the  last  year  the 
roads  have  been  making  every  effort  possible 
to  overcome  the  insufficient  and  deteriorated 
facilities  and  equipment,  even  going  to  the 
trouble  of  having  some  of  the  heavier  repairs 
made  in  outside  shops. 

During  the  past  year  the  Illinois  Central 
System  has  contracted  for  more  than  $27,000,- 

000  worth  of  new  equipment,  a  great  part  of 
which  has  now  been  delivered  and  is  ready  for 
use. 

On  account  of  the  general  depression 
through  the  country  it  has  been  impossible  to 
judge  fairly  what  the  effect  of  the  general  in- 
crease of  rates  would  be  on  railway  finances 
under  normal  conditions.  Notwithstanding 
that  they  were  based  on  an  estimate  of  normal 
traffic,  some  argue  that  reducing  rates  would 
hasten  business  revival,  thus  giving  the  rail- 
ways more  traffic  and  increasing  earnings.  I 
believe  the  experiment  would  be  a  hazardous 
one,  inasmuch  as  the  present  rates  were  fixed 
to  earn  an  adequate  income  under  normal 
conditions. 

No  Reduction  Just  Now 

Railway  men  are  not  anxious  to  keep  the 
present  rate  level,  but  desire  rates  to  be  re- 
duced as  soon  as  possible;  however,  they  feel 
that  the  reduction  cannot  be  made  until  busi- 
ness is  stabilized  and  the  great  disparity  of 
railway  income  and  outgo  is  done  away  with 
by  the  reduction  of  operating  expenses,  which 
must  come  largely  through  the  reduction  of  la- 
bor cost  in  the  actual  reduction  of  wages  and 
adjusting  working  conditions  to  provide  a  fair 
day's  pay  for  a  fair  day's  work.  Therefore, 

1  do   not   believe   that   a   reduction   is    at   all 
possible  at  this  time. 

Your  attention  is  called  to  the  fact  that  rail- 
ways are  absolutely  essential  to  national  pros- 
perity, and  their  failure  to  function  properly 
has  a  disastrous  effect  upon  business  generally. 
They,  like  other  lines  of  business,  cannot  suc- 
ceed without  earning  an  adequate  net  income, 
and,  in  order  to  earn  it,  their  rates  must  be 
adequate. 

In  soliciting  a  merchant  for  freight  traffic, 


he  informed  me  that  he  was  satisfied  prices 
would  come  down  and  that  he  did  not  antici- 
pate buying  anything  until  next  fall,  or  rather 
would  not  have  anything  shipped  before  Sep- 
tember, and  that  he  was  of  the  opinion  that  the 
present  alleged  high  freight  rates  was  one  of 
the  causes  of  business  depression.  I  do  not 
agree  that  this  is  true.  No  doubt  the  so-called 
"buyers'  strike"  which  began  early  last  sum- 
mer had  the  effect,  so  far  as  our  domestic 
trade  is  concerned,  of  creating  a  "no-market" 
in  this  country.  People  did  not  buy  because 
they  were  determined  to  force  a  lower  price 
level. 

Another  cause  closely  aligned  with  the  pres- 
ent railway  problem  is  the  present  coal  situ- 
ation. Normal  buying  this  year  has  been  very 
small.  During  the  first  *six  month  of  1920 
the  output  of  bituminous  coal  averaged  44,- 
000,000  tons  per  month,  as  compared  with  31,- 
000,000  tons  per  month  for  the  first  four 
months  of  1921.  From  June  to  November,  in- 
clusive, last  year,  open  top  cars  were  assigned 
almost  exclusively  for  the  handling  of  coal  in 
order  to  prevent  suffering,  although  the  win- 
ter was  one  of  the  mildest  we  have  had  in 
years.  There  is  danger  of  a  large  coal  short- 
age this  year  unless  coal  buying  is  carried  on 
to  a  greater  extent  within  the  next  few 
months. 

I  respectfully  call  your  attention  to  pages 
40  and  41  of  the  Illinois  Central  Magazine, 
which  I  have  the  pleasure  of  presenting  you, 
which  contains  an  article  on  this  subject  by 
the  president  of  the  railroad  by  which  I  am 
employed. 

BOOSTER  FOR  ILLINOIS  CENTRAL 

Among  the  effective  advertisers  of  Illinois 
Central  service  should  be  entered  the  name 
of  Fred  Abrahamson,  in  the  office  of  the 
general  superintendent^  of  transportation, 
Room  306,  Central  Station,  Chicago.  In 
addition  to  volunteering  his  services  for  the 
Illinois  Central  Magazine,  which  many  of 
the  employes  have  done,  Mr.  Abrahamson 
keeps  the  people  of  his  home  town,  Win- 
throp,  Minn.,  fully  informed  about  the 
Illinois  Central  and  the  territory  through 
which  it  runs.  The  Winihrop  News  re- 
cently carried  three  columns  and  a  half 
of  a  letter  he  wrote  about  a  trip  through 
Illinois  and  Kentucky,  and  he  did  not  leave 
the  readers  in  doubt  as  to  what  railway  he 
traveled  over,  either. 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty-seven 


A  Lost  Quixote— Short  Story 

Complete  in  This  Issue 

By  EARL  DERR  BIGGERS 


LANDLORD  "Benny"  Sharp  of  the  Crys- 
tal Palace  hotel  lounged  in  an  ample 
chair  and  regarded  lovingly  three  friends 
of  his  on  the  shelf  behind  the  bar.  These 
three  were  brandy,  rum,  and  gin,  all  so  dis- 
reputable and  time-stained  as  to  label  that 
Sharp  alone  knew  one  from  the  others. 

Turning  from  an  inspection  of  his  three 
cronies  to  that  portion  of  Kiowa  Junction 
visible  from  the  window,  Mr.  Sharp  was  con- 
fronted with  a  less  happy  picture.  In  the 
merciless  blaze  of  the  Arizona  sun,  the  town 
seemed  to  crinkle  and  turn  up  round  the 
edges.  The  false  fronts  of  the  shacks  ami- 
ably referred  to  as  "business  blocks"  drooped 
as  if  weary  of  the  pretense  they  preserved ; 
the  squat  red  station  crouched  close,  seem- 
ingly for  protection,  to  the  redder  water-tank. 
The  scattered  adobe  houses  lay  blistering  in 
the  heat. 

Inevitably  this  scene  of  parched  desolation 
drove  Mr.  Sharp  back  to  his  liquid  friends 
on  the  shelf.  Sighing  heavily,  he  pried  him- 
self from  his  chair  and  toddled  behind  the 
bar. 

"I  say,  it's  hot,"  he  muttered,  pouring  out 
that  which  would  make  him  hotter. 

"Doc"  Haywood,  dozing  in  his  accustomed 
corner,  displayed  his  usual  animation  at  the 
sound  of  tinkling  glass. 

"Hot!"  he  sympathized.  "It's  hotter  than 
Tophet."  And  then,  his  discerning  eye  noting 
no  second  glass  on  the  bar,  he  dropped  back 
into  a  stupor. 

Thus  fortified,  Landlord  Sharp  returned  to 
his  chair  and  faced  again  the  dusty  prospect 
from  his  window.  From  time  to  time  his 
thick  lips  moved  in  whispered  protest  against 
the  heat. 

Mr.  Sharp  was  a  sight  at  which  the  gods 
might  weep.  Beelzebub,  flung  from  heaven, 
could  have  fallen  no  farther.  His  face  was 
that  deep  shade  of  red  that  emotion  readily 
converts  to  purple.  The  fire  through  which 
he  had  passed  had  singed  away  his  eyebrows, 


leaving  mercilessly  defenseless  before  the 
world  a  pair  of  watery  eyes  long  ago  washed 
destitute  of  color.  In  that  hothouse  climate 
his  nose  blossomed  the  year  round,  regardless 
of  the  seasons.  Sole  testimony  of  his  ancient 
state,  his  hands  remained  thin  and  girlish,  with 
long,  slender  fingers,  at  the  sudden  sight  of 
which  men  about  to  play  the  faro  lay-out 
in  the  corner  had  been  known  to  restore  their 
money  to  their  pockets  and  turn  away. 

As  Mr.  Sharp  gazed  dully  out  at  the  sun- 
struck  town,  a  bob-tailed  train  crawled  into 
view  and  paused  wheezily  at  the  station.  From 
this  a  husky  young  man  alighted,  and,  after 
a  word  with  the  station  agent,  climbed  the 
burning  street  toward  the  Crystal  Palace  hotel. 

Mr.  Sharp  made  no  move  to  rise  and,  in 
his  capacity  of  landlord,  welcome  a  possible 
guest.  Instead,  as  the  young  man  mounted 
the  steps,  he  called  out  to  indicate  his  where- 
abouts, and  listened  as  the  stranger  pounded 
down  the  hallway,  past  the  hideous  "ladies' 
parlor,"  to  appear  finally  in  the  barroom  door- 
way. 

"What  can  I  do  for  you?"  Mr.  Sharp  in- 
quired. 

The  young  man  sank  into  a  chair.  Benny 
Sharp  noted  that  he  was  big  and  good  to  look 
at,  with  the  manner  of  one  who  has  spent  his 
days  in  the  open  fields  of  "God's  country." 

"Nothing,"  he  answered.  "You  can't  do 
nothing.  I  take  the  2  :10  train  ba"ck  East." 

"It  don't  stop  here,"  grunted  Mr.  Sharp, 
parsimonious  of  words. 

"They'll  flag  it  to  slow  down,  and  I  can 
grab  it,  I  guess.  Yes — I'm  goin'  back — back 
home." 

The  laws  of  hospitality  seemed  to  demand 
of  Mr.  Sharp  some  slight  interest. 

"Where's  that?"  he  inquired  languidly. 

"Indiana,"  returned  the  boy  with  feeling. 
"Say,  don't  you  ever  get  to  longing  for  a 
snow  storm  out  in  this  furnace?  Don't  you 
hanker  for  a  chilly  morning,  when  the  wagon 


Fifty-eight 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


wheels  creak  and  your  breath's  white  with 
the  frost?" 

It  was  a  disconcerting  picture.  Mr.  Sharp 
ran  his  fingers  through  his  hair — a  dirty  gray 
in  color. 

"Now  and  then,"  he  admitted.  "So  you're 
from  Indiana,  hey?  I've  knowed  a  good  many 
from  there  in  my  day." 

The  boy  leaned  forward  quickly. 

"Maybe  you  can  help  me,"  he  said  hope- 
fully. "You're  my  last  chance.  I  came  out 
here  to  find  a  man  who  left  Indiana  fifteen 
years  ago.  I've  tracked  him  from  Seattle 
down  here,  and  now  the  trail  leads  up  to 
Oregon,  and  my  money's  gone.  So  I  got  to 
go  back — without  him.  I  got  to  go  to  her — 
alone." 

He  sat  gazing  unhappily  out,  past  the  hud- 
dled shacks  of  the  Junction  to  the  silent  desert 
beyond.  Regularly  from  the  corner  came  the 
snore  of  the  sleeping  Hay  wood.  In  sympathy 
with  this  somnolence,  Mr.  Sharp  yawned. 

"What's    the    fellow's    name?"    he    inquired. 

"Stubbs,"  was  the  answer.  "Henry  Stubbs 
of  Greensburg,  Indiana." 

Mr.  Sharp  crossed  his  fat  legs,  and  then, 
as  if  he  had  done  it  merely  to  prove  that  the 
trick  was  still  in  his  repertoire,  uncrossed  them 
again. 

"Seems  to  me  I  wouldn't  go  very  far,"  he 
remarked  facetiously,  "to  find  a  man  with  a 
name  like  Stubbs." 

The  boy's  eyes  flashed. 

"You  would  if  you  was  me !"  he  cried.  "I'd 
go  through  hell  fire  to  come  face  to  face 
with  Stubbs.  Oh,  I'm  lookin'  for  Stubbs,  all 
right.  I  want  to  talk  to  him.  I  want  to  say : 
'There's  a  little  woman  back  in  Indiana  'd 
like  mighty  well  to  see  you,  Henry  Stubbs. 
There's  a  little  woman  who's  been  waitin' — 
waitin'  all  these  long  years,  with  never  a  word 
to  cheer  her,  or  a  dollar  to  lighten  the  burden 
of  running  that  scrawly,  played-out  farm.' " 

He  stood  up.     His   cheeks  were  aflame. 

"Yes,  I  reckon  I'm  lookin'  for  Stubbs.  I'm 
lookin'  for  him  to  tell  him  how,  every  night 
for  fifteen  years,  when  the  six  thirty-five 
train  from  the  West  has  whistled  round  the 
bend,  she's  gone  to  the  door  and  shaded  her 
eyes  with  her  hand — her  hand,  that's  skin- 
ny and  ugly,  slavin'  for  the  kids  he  left  be- 
hind. And  I  don't  need  to  tell  him,  I  guess, 


how,  every  night  for  fifteen  years,  she's  gone 
back  to  her  work  with  a'  sigh,  settin'  her  hopes 
twenty-four  hours  ahead  to  the  next  night's 
train.  Yes,  sir ;  1  want  to  see  Stubbs.  1 
want  to  ask  him  where  he's  been  these  fifteen 
years." 

Mr.  Sharp  blinked  in  awed  wonder  in  the 
face  of  this  outburst. 

"What's  Stubbs  to  you?"  he  inquired,  with 
his  first  display  of  interest. 

"He's  my  father,"  said  the  boy,  in  a  lower 
tone.  He  sat  down  again.  "I'm  Bill — I'm  the 
oldest  boy.  Five  years  old  I  was  when  he 
came  out  here  on  a  get-rich-quick  gamble, 
and  since  that  day,  almost,  I've  had  to  take 
his  place  on  the  farm.  They  preach  about 
honorin'  your  father;  but  when  I  think  about 
the  load  on  that  woman's  heart  these  years  1 
could  strangle  him  on  sight." 

"Oh,  no,"  put  in  Mr.  Sharp  pacifically.  "Oh, 
no,  now." 

"But    I    wouldn't,"    the   boy    went    on — "for 


"Every  night  for  fifteen  years  when  the  six- 
thirty-fire  train  from  the-  West  has  ivhistled 
round  the  bend,  she's  gone  to  the  door  and 
shaded  her  eyes  with  her  hand." 


June   1921 


ILLINOIS     CENTRAL     MAGAZINE 


Fifty -nine 


her  sake.  She  wants  him-  Mortgaged  the 
farm,  she  did,  and  sent  me  out  here  to  find 
him.  She's  waitin'.  Arid  now  the  money's 
gone,  and  .1  got  to  go  back — without  him.  I 
know  how  it'll  be.  The  train  from  the  West 
'11  whistle,  and  she'll  wait  in  the  door — for  us. 
And  I'll  come  down  the  old  Miller  road  and 
up  the  lane  past  the  crooked  beech.  I'll  come 
— alone." 

His  Voice  broke,  and  he  turned  hastily  back 
to  the  window.  Mr.  Sharp  pulled  out  a  veiy 
dirty  handkerchief  and  passed  it  lightly  over 
his  forehead. 

"Stubbs,"  he  mused  thoughtfully.  "Stubbs, 
of  Indiana.  I  don't  recall  the  name." 

"It  wouldn't  be  by  name  you'd  remember 
him,"  the  boy.  said.  "He'd  change  that.  Trust 
him.  Always  got  on  his  nerves,  that  name 
did.  No  name  for  a  dreamer,  nohow." 

"Dreamer?"  queried  Mr.  Sharp. 

"Dreamer,"  repeated  the  boy  bitterly.  "That's 
what  Henry  Stubbs  was.  That  was  what 
sent  him  driftin'  clear  out  here,  away  from 
a  woman  a  million  times  too  good  for  him. 
Read  books,  he  did.  His  hands  was  too 
white  for  a  farm — his  soul  was  too  high- 
toned." 

His  voice  rose  in  scorn. 

"Started  his  fool  ways  when  he  was  a  boy. 
They  talk  about  it  yet  in  Greensburg.  Read 
lyin'  books,  and  pretended  he  was  a  knight, 
or  something.  Carved  himself  a  shield  and  a 
spear,  and  every  night,  when  work  was  over, 
he  used  to  get  on  my  grandfather's  old  white 
farm-horse  and  ride  round  town  for  the  folks 
to  laugh  at.  They're  laughin'  yet — in  Greens- 
burg.  Used  to  sweep  down  on  the  kids  play- 
in'  under  the  street  lamps,  and  scatter  them 
with  his  bum  spear.  That's  the  kind  of  a 
fool  Henry  Stubbs  was — an  Indiana  Quixote, 
some  called  him." 

Mr.  Sharp's  mottled  face  contorted  into  a 
smile. 

"A   funny  kid,   sort  of,"  he  commented. 

"A  fool,"  sneered  the  boy.  "Followed  his 
silly  notions  out  here.  Wife,  children,  home 
—they  didn't  count  with  him.  Said  he  was 
comin'  out  here  to  make  a  fortune.  Him — 
make  a  fortune !  Said  he'd  come  back  with 
a  thousand  dollars — that's  a  fortune  in  Greens- 
burg — or  he  wouldn't  come  at  all." 

"And  he  never  came?" 


"No." 

"You  never  heard  from  him?' 

"At  first,"  said  the  boy,  "he  wrote  to  my 
mother  regular.  Said  he  was  doin'  well — cut- 
tin'  timber  in  Oregon  with  a  man  named  Hard- 
ing. A  few  months  later  he  wrote  that  Hard- 
ing had  gone  to  Portland  to  sell  their  lumber, 
and  that  when  he  got  his  share — two  thousand 
dollars — he  was  comin'  home." 

"Well?" 

"The  next  letter  was  the  last  she  ever  got. 
It  was  scrawly — discouraged — sort  of — well, 
pitiful,  in  a  way.  You  see,  this  Harding 
turned  out  a  cur — a  mean,  contemptible  cur. 
He  sold  the  timber  and  skipped  out  with  the 
money.  Somehow,  that  seemed  to  do  my — do 
Henry  Stubbs — all  up.  He  said  he  was  goin' 
to  try  again,  but  there  was  no  heart  in  his 
words.  He  never  wrote  again.  Now  and 
then  people  from  home  would  send  word  that 
they'd  run  across  him  out  here.  Some  said 
there  was  another  woman." 

He  stopped,  and  his  breath  came  heavily  as 
he  gazed  out  at  the  drooping  town.  In  his 
favorite  corner,  Doc  Haywood  still  snored 
lustily.  With  difficulty  the  landlord  of  the 
Crystal  Palace  extricated  himself  from  his 
chair  and  toddled  toward  his  friends  on  the 
shelf.  He  returned  smacking  his  lips. 

"You  can't  believe  all  you  hear,"  he  remarked 
charitably.  "If  I  was  you,  1  wouldn't  add  any 
sin  on  to  Henry  Stubbs'  list  I  wasn't  sure  of." 

"I  don't  intend  to,"  returned  the  boy.  "She 
says" — his  voice  softened — "he  was  a  good 
man.  Keeps  sayin'  that  right  along  through 
it  all.  Says  he  was  a  man  who  loved  his 
home  and  his  family.  She  blames  it  all  on 
the  West." 

He  turned  sharply  on  the  landlord  of  the 
Crystal  Palace. 

"What  sort  of  a  country  is  this  out  here," 
he  cried,  "that  makes  a  coward  of  an  honest 
man?  You  yawp  about  your  magnificent  dis- 
tances, and  how  they  draw  a  man  closer  to  his 
God.  What  about  their  drawin'  him  a  hell  of 
a  ways  from  his  wife?" 

Mr.  Sharp  did  not,  with  his  accustomed 
fervor,  come  to  the  defense  of  his  vaunted 
West.  Instead  he  carefully  studied  the  dis- 
tant station  agent,  nodding  in  the  shadow  of 
his  shack  over  his  copy  of  a  San  Francisco 
paper  a  week  old.  Then  he  passed  his  hand 


Sixty 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


tenderly  over  his  ugly  chin,  red  through  its 
bristles. 

"I  don't  recollect,"  he  said,  "that  any  amateur 
.Quixotes  ever  strayed  across  my  path  out  here. 
But  then,  you  haven't  described  Henry  Stubbs 
very  clear  yet." 

"I've  just  seen  his  picture  myself,  to  remem- 
ber," answered  the  boy.  "She  showed  it  to  me 
the  day  I  left.  There  in  the  shabby  parlor — 
her  in  her  old-fashioned  black  silk  in  honor 
of  my  going — she  showed  me  his  picture  and 
talked  of  him.  He  was  handsome  enough,  I 
guess :  keen  eyes — gray,  she  said — and  curly 
black  hair.  Handsome,  but  the  chin  was  weak. 

"She  told  me  he  talked  like  the  books  he 
read — always  about  queer  people  and  places 
he'd  got  out  of  them.  Nobody  in  Greenburg 
could  make  him  out.  'And  every  now  and 
then,'  she  says,  'he'd  pass  his  hand  quick  be- 
fore his  eyes,  like  a  man  brushin'  strange 
dreams  away.  I'd  know  him  in  a  million  by 
that/  she  says.  'He  was  a  good  man,  your 
father  was/  she  says,  'and  I  can't  believe, 
somehow,  that  the  years  have  changed  him. 
If  he's  dead  I  want  to  know  it,  and  if  he's 
alive — I  want  him  back.  I  love  him  in  spite 
of  all,  and  I  want  him  back!'" 

Mr.  Sharp  took  out  a  vile-looking  cigar, 
and  lighted  it. 

"Hard  luck,"  he  remarked.  "So  you  got  to 
go  back  without  him — without  even  news  of 
him.  That's  tough." 

"It  is,"  said  the  boy.  "And  there's  the 
mortgage  to  be  paid — God  knows  how  that's 
to  be  done.  And,  whether  he  came  back  or 
not,  I  wanted  her  to  have  a  little  finery,  and 
some  comfort,  these  last  years  of  her  life. 
She's  slaved  so  long — she  looks  so  tired — I 
wanted  her  to  put  on  a  decent  dress  and  sit 
down  in  a  chair  with  a  tidy  on  it,  and  rest — 
just  rest — to  the  end  of  her  days.  And  now — " 

The  boy  sat,  his  mouth  twisted  into  bitter 
lines,  his  eyes  fixed  on  the  shacks  lying  in  hot 
despair  on  the  bosom  of  the  desert.  No  sound 
broke  the  stillness,  for  Doc  Haywood's  snore 
was  silenced,  and  he  slept  peacefully,  his  head 
far  forward  on  his  breast.  Mr.  Sharp,  looking 
at  him,  envied  him  his  obliviousness  to  the  heat 
and  to  the  tragic  confidences  of  the  youth 
from  Indiana. 

In  a  spirit  of  broad  hospitality,  Mr.  Sharp 
suggested  a  drink.  His  offer  was  brusquely 


refused — so  brusquely,  in  fact,  that  he  post- 
poned his  own  visit  to  the  bottle.  He  had  re- 
course to  his  dirty  handkerchief  to  cover  his 
disappointment. 

Then  they  sat,  silent  as  the  desert,  Mr.  Sharp 
seemingly  as  hot,  while  minute  after  minute 
ticked  by,  and  the  hands  of  the  scratched  and 
mutilated  clock,  back  of  the  gambling  look- 
out's empty  chair,  crept  on  toward  the  hour 
that  must  start  the  boy  on  his  long,  unhappy 
pilgrimage  back  to  Indiana — alone.  No  sign 
of  life  was  visible  in  the  picture  before  them. 
In  the  shade  of  the  station  the  agent  was  hud- 
dled, as  soundly  asleep  as  Doc  Haywood,  over 
his  week-old  news. 

Finally  Mr.  Sharp  rose,  and,  walking  over 
to  the  faro  layout,  examined  carefully  the  lit- 
tle box  of  cards.  Then  he  glanced  back  at 
the  boy;  but  the  latter  made  no  sign.  Heavily 
Mr.  Sharp  plodded  on  to  the  roulette  wheel, 
over  which  his  hand  passed  with  the  soft 
caress  of  a  lover. 

"Want  to  try  the  wheel?"  he  asked  sud- 
denly, a  bit  startled  at  the  sound  of  his  own 
voice  echoing  through  the  stillness. 

The  boy  laughed  harshly. 

"Not  me,"  he  said.  "I  don't  care  to  buy  a 
gold  brick,  either." 

Mr.  Sharp  assumed  a  bearing  of  offended 
dignity. 

"You  think  the  wheel's  fixed,"  he  said  in  a 
hurt  tone. 

There  was  no  reply. 

"They  say  that — some  of  "em,"  went  on  the 
landlord.  "It's  a  lie.  They  lose,  and  then 
they  go  away  and  lie.  Your  chance  is  as 
good  as  mine." 

"Forget  it,"  answered  the  boy.  "I've  got 
my  ticket  and  all  of  eleven  dollars  besides." 

Mr.  Sharp's  tone  became  wheedling.  A 
coaxing  smile  crept  evilly  out  from  its  hid- 
ing-place in  the  watery  eyes. 

"I  don't  want  your  money,"  he  argued 
softy.  "It's  just  to  pass  the  time — just  to 
forget  the  heat.  It's  the  excitement  I'm  after. 
Always  start  something.  Always  have  some- 
thing doing.  That's  my  motto." 

He  spun  the  wheel  invitingly. 

In  his  search  for  Henry  Stubbs  in  strange 
pastures  the  boy  had  gained  some  knowledge 
of  those  who  browsed  therein.  He  felt,  now, 
that  Benny  Sharp  spoke  the  truth — that,  obvi- 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Sixty -one 


ously,  a  man  whose  resort  was  at  regular  in- 
tervals the  scene  of  wholesale  gambling  could 
have  no  mercenary  motive  in  drawing  into  a 
game  a  boy  whose  fortune  consisted  of  eleven 
lone  and  precious  dollars.  It  was  the  thrill  of 
the  game  Sharp  craved,  the  boy  decided.  He 
would  play  with  his  opponent  as  a  cat  with  a 
mouse,  stretching  the  contest  over  as  long  a 
period  of  time  as  he  could.  And  why,  young 
Stubbs  asked  himself,  might  not  the  mouse, 
by  some  chance,  outwit  the  cat?  In  Mr. 
Sharp's  bloated  face  there  were  no  evidences 
of  unconquerable  cunning. 

The  boy  rose  from  his  chair  and  walked 
over  to  the  wheel,  with  which  Mr.  Sharp  still 
toyed  fondly.  •• 

"I  reckon  I  couldn't  be  much  worse  off  than 
I  am,"  he  said.  "Give  me  ten  dollars'  worth 
for  a  starter.  I'll  keep  the  dollar  for  a  reserve 
fund." 

Joy  surged  into  the  face  of  Mr.  Sharp  as 
he  counted  out  the  chips.  He  ran  his  long, 
thin  fingers  over  the  wheel. 


"What's  the  word?"  he  asked. 

"I'll  stick  to  the  colors,"  said  the  young 
man.  "I  don't  understand  all  this  other  busi- 
ness. The  red  to  win."  And  he  threw  half 
his  chips  upon  the  table. 

There  followed  a  quick  movement  of 
Sharp's  clever  fingers,  and  the  ball  spun  mer- 
rily round  the  whirling  saucer.  Hurdle  after 
hurdle  it  climbed  successfully,  then  it  dropped 
into  the  ordained  cup — which  was  red. 

"Your  money,"  said  Mr.  Sharp  nonchalantly, 
pushing  to  the  visitor  his  spoils.  "Make  your 
bets.  She's  going  to  roll." 

The  boy  hesitated.  "The  red  again,"  he 
said. 

"She  rolls,"  cried  Mr.  Sharp.  Again  the 
ball  cavorted  over  its  course,  past  one  metal 
hurdle  after  another.  Again  it  dropped  into 
the  cup  of  the  boy's  color. 

"House  loses  again,"  commented  Mr.  Sharp, 
without  seeming  interest.  "Make  your  bets." 

This  time  the  boy  tried  the  black,  with  equal 
success.  As  the  minutes  passed  it  became 


"Your  money,"  said  Mr.  Sharp  nonchalantly,  pushing  to  the  visitor  his  spoils.   "Make  your 

bets.    She's  going  to  roll." 


Sixty-two 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


startlingly  evident  that  the  thing  called  luck 
was  on  his  side.  Only  at  rare  intervals  did 
he  lose,  and  then  at  times  when  the  sum 
risked  was  unusually  small.  The  hands  of  the 
dirty  clock  crept  toward  train-time,  yet  the 
pile  of  chips  before  him  showed  no  signs 
of  diminishing. 

It  came  to  him  suddenly,  that  the  game  was, 
for  some  reason,  deadly  dull.  It  seemed  as  if 
he  and  the  silent  Sharp  played  at  gambling, 
with  a  rosewood  wheel,  an  ivory  ball,  and 
make-believe  chips  for  toys.  Sharp's  cigar 
had  accommodatingly  gone  out;  but,  unlike 
the  gamblers  of  fiction,  he  did  not  hold  it  be- 
tween clinched  teeth.  Any  perspiration  on  his 
brow  was  due  to  climatic  conditions,  and  not 
to  excitement  over  the  game.  To  the  land- 
lord 'of  the  Crystal  Palace  the  whole  affair 
seemed  a  wearisome  farce — one  that  must  not 
end  too  soon. 

A  weird  suspicion  shot  through  the  boy's 
mind.  At  the  same  moment  he  heard  the  aged 
clock  wheeze  out  the  hour  of  two. 

"Wait !"  he  cried,  interrupting  Mr.  Sharp's 
monotonous  chant.  "It's  just  ten  minutes  of 
train  time.  This  is  my  last  stake — all  I've  got. 
About  eleven  hundred  there,  I  guess/' — he 
gasped  a  little  as  he  named  the  sum — "goes 
down  on  the  red." 

Without  comment,  Mr.  Sharp  spun  the 
wheel.  It  traveled  with  exasperating  slowness 
round  the  whirling  saucer.  After  ages  ot  wait- 
ing, it  dropped. 

"All  yours,"  said  Mr.  Sharp  calmly.  "This 
is  my  off  day.  Too  hot  to  play.  Serves  me 
right." 

He  waddled  to  his  safe,  hidden  behind  the 
bar.  With  an  unhappy  grunt,  he  stooped  and 
brought  forth  a  large  roll  of  bills,  many  of 
which  had  yellow  backs. 

"There's  your  twenty-two  hundred,"  he  said 
in  a  moment,  placing  the  roll  on  the  bar. 
"You  better  count  it  yourself,  to  make  sure. 
You  see,  I  ain't — "  He  stopped,  for  he  had 
caught  sight  of  the  boy's  face. 

With  young  Bill  Stubbs  weird  suspicion  of  a 
moment  before  had  become  a  bitter  reality. 
He  laughed — a  harsh,  unnatural  laugh.  -His 
hand  shook  as  he  pushed  the  bills  back  to- 
ward Mr.  Sharp. 

"It's  not  your  money  she  wants !"  he  cried. 
"It's  not  your  money  she  watches  for  each 


night  on  that  train  from  the  West.     It's  you !" 

Mr.  Sharp  turned  a  startled  gaze  on  the 
boy. 

"What  d'ye  mean  ?"  he  asked  roughly. 

"I'm  no  fool,"  the  boy  answered.  '"I  know 
well  enough  no  man  walks  away  from  here  with 
twenty-two  hundred  of  your  money  unless  you 
want  him  to  have  it.  I'm  no  fool — I  can  see 
all  this  pretty  plain.  You  gave  me  this 
money — gave  it  to  me !  Yes ;  it's  a  little  gift 
from  Henry  Stubbs — a  little  gift  from  father !" 

"What  are  you  talking  about?"  whined 
Benny  Sharp.  "The  wheel's  straight.  You 
won  the  money.  You're  crazy !  Wrhat  are  you 
talking  about?" 

"God  knows,  there's  little  enough  of  the 
Henry  Stubbs  she  told  me  of  in  you,"  broke 
in  the  boy.  "I  don't  see  the  keen  eyes — nor 
the  black  hair.  I  don't  see  the  handsome  face. 
I  don't  hear  the  talk  out  of  books.  I've  got 
nothing  to  go  by — nothing — except  twenty-two 
hundred  dollars  you  made  me  a  present  of. 
And  that's  enough,  I  guess." 

"You  run  for  your  train,"  urged  Mr.  Sharp. 
"You  got  just  five  minutes  to  catch — " 

"Don't  fool  yourself,"  the  boy  interrupted. 
"Im  not  catching  trains  just  now.  I  think 
you're  Henry  Stubbs,  and  I'm  not  leaving 
Kiowa  Junction  till  1  get  the  truth." 

"You're  a  young  fool,"  Sharp  expostulated. 
"I  ain't  your  dad.  All  this  is  a  joke,  if  we 
just  had  time  to  laugh.  I  ain't  your  father. 
Do  I  look  like  a  dreamy-eyed  wanderer  from 
Indiana  to  you?" 

"I  should  say  not !"  answered  the  boy.  "Not, 
I  don't  see  it  myself.  But  tell  me  one  thing; 
who  else  besides  Henry  Stubbs  would  want  to 
make  me  a  present  of  twenty-two  hundred  dol- 
lars? Tell  me  that,  if  you  can." 

Mr.  Sharp  stood  for  a  moment;  then  sud- 
denly he  snatched  the  roll  of  bills  from  the 
bar  and  thrust  it  into  the  hands  of  the  boy. 

"I'll  tell  you !"  he  cried,  his  words  rushing 
out  in  a  torrent.  "I'll  tell  you,  and  then  you 
hike  for  that  train.  There's  one  other  man 
besides  Henry  Stubbs  might  want  to  give  you 
money.  How  about  Harding?  How  about 
Harding — the  dog  who  stole  from  your  dad 
the  money  he'd  sweat  blood  for — who  stopped 
him  from  keeping  his  honest  promise  to  go 
back  to  the  woman  he  loved — who  started  him 
on  the  road  to — to  his  death?  Don't  stare  at 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Sixty-three 


me  like  that.  You  got  a  train  to  catch,  boy. 
Go  back  to  her.  Stubbs  is  dead — he  died  in 
the  Yukon.  Hurry.  Go  back — ' 

The  train  was  whistling  over  the  desert,  and 
the  agent  had  started  up  the  track  with  his 
flag  as  Sharp  pushed  the  bewildered  boy  down 
the  steps.  For  a  second  the  young  man  stood 
gazing  at  him,  and  then,  without  a  word,  he 
turned  and  ran  toward  the  station.  Sharp  stood 
watching  him  as  he  snatched  the  old  carpet- 
bag from  the  platform  and  swung  safely 
aboard  the  train.  He  remained  watching  until 
the  great  black  snake  had  crawled  far  out 
into  the  desert's  blaze. 

Then  he  returned  to  the  barroom,  a  half 
smile  on  his  mottled  face,  and  roughly  shook 
Doc  Haywood. 

"Wake  up,  Doc !"  he  shouted.  "Wake  up 
and  have  a  drink." 

Mr.  Haywood,  having  quickly  digested  this 


invitation,  stood  instantly  at  attention  before 
the  bar.  Mr.  Sharp  hastened  behind  it,  and 
then  stood  for  a  moment,  facing  the  three 
bottles  with  an  unusually  serious  face. 

"Brandy,  rum,  or  gin?"  He  turned  to  Hay- 
wood.  "Which  windmill  shall  we  tackle, 
Sancho  ?  They  always  put  us  down  and  out. 
They  always  throw  us.  And  we  always  come 
back  for  another  scrap.  Which  shall  it  be?" 

"What  the  hell  ?"  began  the  uncomprehend- 
ing Haywood. 

"Don't  mind  me,"  said  Sharp.  "I'm  wan- 
dering, Doc;  I've  got  a  bum  spear  and  a  white 
horse — I  can  hear  the  thud  of  his  hoofs  in 
the  dust." 

He  laughed. 

"I've  got  'em  again,"  he  muttered. 

And  he  passed  his  hand  quickly  before  his 
eyes,  as   a  man   who  brushes   strange   clreams 
away. 
(Copyright,  Adams  Newspaper  Service,   New  York.) 


How  Conductor's  Courtesy  Has  Been  Tried 


Hopping  down  from  the  steps  of  my  train 
one  morning  I  turned  abruptly  to  assist  a 
middle-aged  woman  to  the  platform.  As  I 
reached  to  take  her  elbow  she  jerked  back 
rather  suddenly.  I  tried  a  second  time  and 
a  third,  each  in  an  unassuming  way.  I  did  not 
seem  to  grasp  the  significance  of  her  actions. 
Finally,  she  blurted  out :  "Don't  touch  me ; 
I'm  ticklish !" 

I  wonder  if  she  has  ever  thought  just  how 
ticklish  our  position  is  sometimes  when  we 
are  trying  to  be  courteous  or  trying  to  do 
some  little  act .  of  kindness  for  our  passen- 
gers. We  do  not  always  know  how  our  at- 
tempts at  courtesy  are  going  to  be  received. 
We  are  requested  to  be  courteous  to  passen- 
gers at  all  times  and  under  all  circumstances. 
If  anybody  can  speak  of  trying  circumstances, 
we  trainmen  surely  can.  For  instance,  a  col- 
lector recently  told  me  of  this  incident. 

"A  man  boarded  the  train  at  a  suburban 
station  to  ride  to  the  next  station  and  handed 
me  a  nickel.  I  told  him  we  had  no  single  5- 
cent  fares,  that  the  fare  would  be  10  cents. 
He  looked  at  me  squarely  and  remarked,  'I 
don't  believe  you.'  " 

What   would   you    have    done?      You   know 


what  ordinary  men  under  ordinary  conditions 
would  have  done.  In  this  case  courtesy  was 
obviously  the  only  course.  •  Although  it  might 
have  taken  a  little  extra  will-power,  it  no  doubt 
saved  the  other  passengers,  as  well  as  the 
collector,  much  embarrassment  and  annoyance. 

Lack  of  courtesy,  on  one  occasion,  caused 
me  a  few  minutes  of  discomfiture.  I  neglect- 
ed to  step  down  and  assist  a  woman  off  the 
train.  She  looked  up  and  said :  "Huh,  the 
conductor  must  be  tired  this  morning."  Ima- 
gine how  I  felt  about  that  time. 

One  little  realizes  how  far-reaching  may  be 
the  effect  of  one  kind  word  or  action.  Re- 
gardless of  all  the  rebuffs  we  receive  in  our 
daily  work,  we  must  not  lose  sight  of  the 
fact  that  it  is  our  patrons  that  make  the 
wheels  go  around  and  keep  us  at  work. 

I  never  travel  on  foreign  roads  that  my 
attention  is  not  called  to  the  way  in  which' 
the  different  train  crews  handle  their  pas- 
sengers. I  have  come  to  the  conclusion  that 
the  Illinois  Central  passenger  men  rank  sec- 
ond to  none  in  courtesy.  , 

We  try  to  live  up  to  the  motto  of  the  Illinois 
Central,  which  is :  "Courtesy  and  Efficient 
Service  Always." — A.  E.  JOHNSON,  Conductor, 
Chicago. 


Sixty-four 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


"It   ain't   the    guns,    nor   armament, 
Nor  funds  that  they  can  pay, 

But  the   close   co-operation 

That  makes  them  win  the  day. 

"It  ain't  the  individuals, 
Nor  the  army  as  a  whole, 

But  the  everlastin'  team  work 
Of  every  bloomin'  soul." 

— KIPLING. 


A  FEW  WORDS  TO  THE  FAMILY 

Our  magazine  must  be  humanly  interesting, 
first,  and  then  instructive.  If  it  is  not  interest- 
ing enough  to  compel  reading,  its  educational 
message  is  likely  to  be  lost.  You  probably 
know  this  as  well  as  we  do,  but  we  bring  it 
up  here  to  make  it  the  subject  of  a  message 
to  our  contributors. 

We  are  going  to  do  our  best  to  achieve  this 
aim;  but  we  need  your  help.  A  story  or  a  pic- 
ture that  has  human  interest,  human  appeal,  is 
just  as  valuable,  in  its  way,  for  this  maga- 
zine as  the  most  technical  contribution  you 
can  send  us,  for  our  readers  are  human  per- 
sonalities before  they  are  railway  men  and 
women.  If  you  have  interesting  material  at 
hand  do  not  pass  it  by  merely  because  it  does 
not  meet  a  highly  technical  requirement. 

We  do  not  receive  from  employes  nearly 
enough  interesting  pictures  to  allow  us  to 
make  the  selections  we  should  like  to  make. 
We  want  more  pictures — Illinois  Central  views, 
pictures  illustrating  current  events  relating 
to  the  Illinois  Central  and  historical  events 
also,  pictures  of  our  employes  and  their  fam- 
ilies. 

At  the  same  time  we  must  not  forget  the 
technical  side  of  the  magazine's  mission.  Bet- 
ter railroading  must  be  encouraged  in  every 
issue. 

The  more  material  submitted,  the  better  our 
choices  can  be  made.  Do  not  be  offended  if 
your  contribution  is  not  used  in  the  next  is- 
sue of  the  magazine  following  its  submission, 
or  if  it  is  rejected.  There  probably  was  some- 
thing else  which  fitted  in  better  with  the  edi- 


tor's plans.  Each  number  of  the  magazine 
must  maintain  a  balance,  and  contributors  are 
not  always  in  a  position  to  realize  all  the  ele- 
ments which  go  to  make  up  the  editors'  choice 
of  material.  The  most  noted  and  successful 
authors  have  shelves  full  of  manuscripts  that 
didn't  appeal  to  the  editors  at  first. 

Both  pictures  and  manuscripts  will  be  re- 
turned to  contributors  if  requested,  whether 
used  or  not. 

Another  point :  Typewritten  material  is 
preferred  to  longhand.  The  printers,  as  well 
as  we,  prefer  that  typewritten  contributions 
be  double-spaced. 

The  Illinois  Central  family  ought  to  pro- 
duce, not  only  the  best  railway  system  in  the 
country,  but  the  best  magazine  of  its  kind. 
Your  support  toward  this  end  is  invited.  Criti- 
cism and  suggestions  are  wanted. 

It  is  our  aim  to  produce  a  magazine  that 
our  fellow  employes  will  look  forward  to  each 
month,  one  that  they  will  place  on  their  library 
tables  at  home,  and  encourage  members  of 
their  family  to  read. 

Another  phase  of  this  subject  is  that  of 
magazine  distribution.  We  want  the  maga- 
zine to  reach  our  patrons,  as  well  as  our  fel- 
low employes,  because  they  are  members  of 
this  family  of  ours,  too.  An  agent  in  Illinois 
writes  us  to  commend  the  magazine  and  says 
that  hereafter  he  is  going  to  take  his  copy 
of  the  magazine  and  place  it,  personally,  in  the 
hands  of  farmers,  business  men  and  laborers 
in  his  community  and  ask  them  to  take  it 
home,  read  it,  and  return  it  to  him  again  for 
lending  to  some  one  else.  This  sort  of  co-op- 
eration is  greatly  appreciated. 

The  magazine  is  yours.  We  want  you,  our 
fifty  thousand  fellow  employes  of  the  Illinois 
Central  System,  to  help  make  it  100  per  cent 
worth  while. 


WE  NEEDED  THIS 

A  staff  correspondent  of  the  Chicago  Trib- 
une, writing  from  Washington  May  25,  quoted 
Senator  Cummins  in  saying  that  "a  reduction 
in  freight  rates  is  unthinkable  until  railway 


ILLINOIS     CENTRAL     MAGAZINE 


Sixty -five 


operating  expenses  have  been  reduced,  unless 
the  Congress  makes  another  appropriation  to 
aid  the  lines." 

That  is  something  the  country  has  needed, 
a  statement  from  a  man  in  a  position  to  know 
and  one  whose  word  carries  weight,  that  rates 
cannot  be  reduced  at  this  time.  Senator  Cum- 
mins is  such  a  man;  no  other  statesman  not 
connected  with  the  railways  is  in  a  better  po- 
sition to  know  what  he  is  talking  about,  and 
the  senator's  constructive  record  is  the  kind 
that  should  inspire  confidence  in  what  he  says. 

Unquestionably  the  agitation  for  lowering 
rates  has  worked  as  a  restriction  upon  busi- 
ness. Because  of  the  agitation  people  have 
been  led  to  expect  that  rates  can  be  lowered, 
and  that  they  will  be,  and  they  have  been  put- 
ting off  business  activities  which  could  be 
postponed  until  the  question  is  settled.  A  busi- 
ness revival  is  sorely  needed  at  this  time,  and 
it  is  to  be  regretted  that  the  activities  of 
those  who,  to  be  perfectly  frank,  do  not  know 
what  they  are  talking  about,  should  be  a  hin- 
drance. 

Months  ago  Chairman  Edgar  E.  Clark  of 
the  Interstate  Commerce  Commission  made 
the  statement  which  the  Iowa  senator  made  a 
few  days  ago.  It  was  hoped  that  Mr.  Clark's 
statement,  coming  from  a  man  representing 
the  public  on  the  commission,  a  man  thor- 
oughly alive  to  railway  conditions,  would  be  a 
check  upon  ill-founded  speculation,  but,  if  it 
was,  it  was  soon  forgotten  and  the  agitation, 
if  anything,  has  increased  in  recent  weeks. 

Samuel  O.  Dunn,  editor  of  the  Railway  Age 
and  student  of  transportation  economics,  con- 
tributes a  masterly  article  to  the  May  number 
of  Review  of  Reviews,  in  which  he  discusses 
"What  Has  Happened  to  the  Railroads."  He 
tells  how  economic  conditions  have  worked 
out  since  the  railways  were  returned  to  their 
owners  fifteen  months  ago,  how  it  was  impos- 
sible then  to  estimate  accurately  how  the  costs 
of  producing  transportation  would  increase 
through  increased  wages,  increased  cost  of 
materials,  increased  taxes,  etc.,  and  how  the 
business  depression  had  worked  out  in  creat- 
ing the  most  gigantic  traffic  slump  of  railway 
history  in  this  country.  And  when  he  deals 
with  the  rate  question  he  doesn't  quibble  a  bit. 
This  is  what  he  says  : 

"Suggestions  for  reductions  of  rates  which 
are  not  predicated  on  the  assumption  of  previ- 
ous and  relatively  much  larger  reductions  of 


expenses  betray  an  ignorance  of  the  railway 
situation  which  is  almost  inconceivable." 

The  railway  men  of  the  country  have  not 
been  hesitant  about  letting  the  people  know 
where  the  railways  stand  as  regards  their  fi- 
nancial problems.  A  number  of  careful  and 
accurate  statements  of  fact  have  been  pub- 
lished, showing  exactly  why  rates  cannot  be 
reduced  until  there  has  been — as  Mr.  Dunn 
puts  it — "previous  and  relatively  much  larger 
reductions  of  expenses."  President  Markham 
made  a  careful  statement  on  this  subject 
through  all  the  newspapers  published  on  our 
lines  April  1. 

While  the  Iowa  senator's  statement  does  not 
tell  us  something  we  didn't  know  before,  it 
ought  to  be  highly  beneficial,  because  of  his 
acquaintance  with,  and  his  disinterested  view 
of,  the  situation  and  because  of  his  record  for 
constructive  thought  and  action. 


PASSING  OF  A  GREAT  AMERICAN 

Edward  Douglass  White,  chief  justice  of 
the  Supreme  Court  of  the  United  States,  died 
full  of  years  and  honors  May  19.  He  was  75 
years  old.  He  had  been  a  judge  of  the  Su- 
preme Court  more  than  twenty-seven  years, 
and  for  more  than  ten  years  was  its  chief 
justice. 

Under  the  immediate  sense  of  loss  that  usu- 
ally attends  the  death  of  a  great  man  who  is 
a  familiar  figure  in  our  public  life,  one  is 
prone  to  use  the  language  of  exaggeration  in 
dwelling  on  his  life  and  character.  And  yet, 
it  is  perhaps  not  too  much  to  say  that  it  prob- 
ably will  be  the  verdict  of  history  that  Justice 
White  was  the  greatest  of  our  chief  justices, 
save  only  the  towering  and  colossal  form  of 
John  Marshall.  Fortunately  for  his  fame  and 
for  the  country,  he  remained  upon  the  bench 
long  enough  to  make  a  definite  impression  up- 
on the  jurisprudence  of  our  time.  He  par- 
ticipated in  the  decision  of  cases  involving 
important  constitutional  questions,  and  in 
cases  that  had  the  greatest  influence  on  our 
public  policy.  A  Southerner,  a  Confederate 
soldier,  and  therefore  traditionally  a  Demo- 
crat, he  was  yet  essentially  a  vigorous  Feder- 
alist when  it  came  to  asserting  the  complete- 
ness of  the  national  power  in  its  appropriate 
field.  His  decisions  on  the  authority  of  the 
government,  acting  under  the  war  power,  in 
the  field  of  rate  regulation  and  as  affecting 
the  selective  draft,  ring  true  to  the  national 
spirit.  His  long  line  of  clear  and  positive 


SMy-su  ILLINOIS      CENTRAL     MAGAZINE  /«««  "21 

holdings  as  to  the  scope,  meaning  and  supre-  demanded.  He  was  not  to  be  deterred,  either 
macy  of  the  Interstate  Commerce  Act  so  vit-  by  the  clamor  of  public  opinion  or  by  the 
alized  the  Interstate  Commerce  Commission  fear  that  some  would  think  that  he  had 
that  its  power  is  now  unquestioned  in  the  field  weakly  yielded  to  such  clamor, 
of  railroad  regulation.  His  persistent  and  It  is  doubtful  if  he  could  be  classified  as 
powerful  hammering  upon  the  early  views  of  either  essentially  radical  or  conservative.  He 
the  court  as  to  the  true  interpretation  of  the  had  that  necessary  qualification  for  a  great 
Sherman  Anti-Trust  Act  so  transformed  that  judge  —  open-mindedness.  Unquestionably  he 
statute  that  it  became  a  sensible  and  reason-  was  influenced  by  the  trend  of  dominant  pub- 
able  law,  under  which  legitimate  business  Hc  opinion.  The  law  is  always  more  or  less 
could  safely  operate,  instead  of  what  it  once  so  influenced.  If  it  were  not,  it  would  cease 
threatened  to  be  —  a  clog  upon  industry  and  to  be  a  vital  force  in  the  life  of  nations  and 
a  menace  to  business  activity.  individuals.  But  Judge  White  did  not  seem 
To  review  his  opinions  would  be  to  write  to  permit  his  judicial  work  to  be  colored 
the  history  of  the  court  for  the  past  twenty  markedly  by  any  pre-formed  mental  attitude 
years,  for  it  is  evident  that  his  influence  was  as  to  whether  it  is  best  for  a  people  to  be 
felt  in  all  the  great  cases,  if  only  in  dissent.  radical  or  conservative.  Naturally,  to  some, 
He  was  a  prodigious  worker,  as  his  monu-  all  judges  seem  to  be  conservatives,  since  they 
mental  labors  attest.  His  courage  was  of  the  cannot  run  wild  and  decide  everything  without 
finest  —  that  form  of  high  moral  courage  that  regard  to  precedent  and  constitutional  safe- 
fears  neither  to  follow  nor  to  break  with  guards,  as  many  lay  thinkers  pretend  to  be- 
precedent  if  the  justice  of  the  course  and  his  lieve. 
conception  of  the  true  principles  of  the  law  Justice  White  brought  to  his  work  on  con- 

^iMiMiiiiniiiiiiiniiiiiiifikiiiiiiiiiiiiiiiiiiniiiiuiniiiliiiiiiniiiiiiin 

I  Things  to  Talk  About 

Charges    that   the    railways   are   bankrupting  themselves   by   paying   their    officers     = 
=     "fancy"  salaries  have  been  revived  recently  to  detract  public  attention  from  important     | 

-  issues.    The  public  should  know  the  facts.  = 

The   salaries   paid   the  executive  and  general   officers   of  all  the  railways   in  1920  | 

|  amounted  to  only  three-fourths  of  ojje  cent  out  of  each  dollar  the  railways  earned,  | 

5  or  four-fifths  of  one  cent  out  of  each  dollar  of  operating  expenses.    If  every  officer,  = 

|  from  presidents  down  to  division  officers  whose  pay  is  less  than  that  of  skilled  workers  | 

-  in  many  so-called  "private"  industries,  had  served  without  pay  in  1920,  it  would  have  = 
=  cut  only  one  and  one-half  cents  off  each  dollar  the  railways  earned,  it  would  have  = 
§  reduced  the  total  railway  payroll  only  two  and  one-half  per  cent  and  it  would  have  | 
jij  eliminated  only  one  and  three-fourths  cents  from  each  dollar  of  operating  expenses.  | 

There  were  22,322  executive,  general  and  division  officers  in  1920  on  all  the  railways.  | 

|     If  every  one  of  these  positions  could  have  been  done  away  with,  or  if  the  men  holding  = 

=     them  could  have  been  secured  to  give  their  services  without  pay,  it  would  have  had  = 
|     little  effect  on  railway  finances,  compared  with  the  total  payroll. 

It  is  urged  that  officers'  salaries  be  reduced,  the  argument  put  forth  being  that  they  = 

=     benefited  as  did  railway  workers  generally  in  the  wage  increases.   The  average  salary  | 

|     of  executive  and  general  officers  in  1920  was  $5,442  a  year,  an  increase  of  20.7  per  cent  = 
~     over  1916.    The  average  salary  of  division  officers  was  $3,319  a  year,  an  increase  of 

|     66.1  per  cent  over  1916.    But  the  average  pay  of  all  railway  workers,  including  officers,  | 

=     increased  104  per  cent  between  those  years.    Leaving  the  officers  out  of  the  comparison  = 

=     makes  the  increase  still  greater  for  other  grades  of  employes.  | 

The  situation  is  the  same  on   the  Illinois  Central  System.    The  salaries  of  all  ex-  § 

-  ecutive  and  general  officers  in  1920  was  only  one-fourth  of  one  per  cent  of  the  earn-  = 
|     ings  of  the  system,  while  the  pay  of  all  other  employes  constituted  61.44  per  cent  of  | 
=     total  earnings. 

The  real  argument  in  the  case,  however,  is  not  in  these  figures.    A  great  railway  | 

§  system  must  have  responsible  directing  heads  and  to  secure  the  services  of  men  to  fill  r 

§  those  positions  it  must  pay  attractive  salaries.    If  salaries  are  not  attractive  competent 

|  men  will  enter  other  fields.    Not  only  that,  but  young  men  in  the  railway  service  will  | 

§  find  an  incentive  removed  and  will  seek  other  fields.    One  reason  why  young  men  of  § 

=  ability  are  attracted  to  railway  service  is  the  opportunity  for  advancement.    Most  of  | 

§  the  railway  executives  of  the  country  rose  from  the  ranks. 

rrilllllllllllllllllllllllllllllllllllllMIIIIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIllllllllllllllllllilllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllllF 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Sixty-seven 


stitutional  questions  a  profound  and  sympa- 
thetic knowledge  of  the  history  and  spirit  of 
our  fundamental  law.  It  was  a  field  in  which 
he  delighted,  and  to  which  his  talents  were 
peculiarly  fitted.  His  style  in  the  early  part 
of  his  career  on  the  bench  was  admirably 
clear.  Many  of  his  admirers  have  thought 
that  in  his  late  years  his  opinions,  if  not  ob- 
scure, were  often  unfortunately  phrased,  so 
as  to  becloud  in  some  respects  the  thought  that 
occasionally  had  to  struggle  to  express  itself. 
This  change  in  style  was  certainly  not  due  to 
any  mental  obscuration,  for  the  giant  intel- 
lect of  the  judge  was  never  impaired  by  age 
or  infirmities.  It  is  probable  that  this  .ob- 
scurity was  caused  by  the  judge's  effort  so  to 
condense  his  thought  as  to  avoid  long  and 
prolix  opinions.  It  has  been  said,  too,  that 
in  recent  years  his  eyesight  has  been  bad. 
This  may  have  interfered  with  his  search  for 
authorities.  Certainly  it  does  seem  that,  as 
the  years  passed,  he  depended  less  upon  de- 
cided cases,  and  was  hence  thrown  more  and 
more  back  upon  his  general  store  of  legal 
knowledge,  fortified  by  the  weapons  of  logic. 
As  presiding  justice  of  the  greatest  court  in 
the  world,  Justice  White  was  a  commanding 
figure.  He  had  the  face  and  bearing  of  a 
judge.  He  carried  much  flesh  without  seem- 
ing to  be  obese.  In  his  contact  with  the  bar  he 
was  positive  and  often  emphatic,  but  never 
discourteous  and  seldom  impatient.  He  had 
the  habit  of  closing  his  eyes  during  an  argu- 
ment and  assuming  an  attitude  of  repose. 
But  he  was  not  asleep.  The  advocate  at  the 
bar  was  often  surprised  at  the  alert  response 
from  the  judge  to  any  statement  that  chal- 
lenged his  attention.  If  severity  ever  marked 
his  attitude,  it  was  due  to  his  impression  that 
the  lawyer  was  uncandid  or  insincere.  To 
honest  and  diligent  lawyers  he  was  invariably 
gracious,  though  his  patience  must  often  have 
been  sorely  tried. 

Justice  White  was  a  devoted  member  of  the 
Catholic  Church,  and  was  buried  with  its  sol- 
emn ritual.  His  intimate  friends  pay  a  beau- 
tiful tribute  to  the  singular  purity  of  his  pri- 
vate character.  Among  his  colleagues  he  was 
greatly  beloved.  His  tact,  his  gentleness,  and 
his  unselfish  consideration  for  others  made 
him  so.  He  was  indeed  a  great  and  a  good 
man.  He  died  at  the  height  of  his  fame,  bear- 
ing his  imperial  honors  with  becoming  mod- 
esty, recognized  as  the  greatest  of  our  con- 


temporary judges,  and  leaving  behind  the 
memory  of  a  superb  intellect  wisely  ordered 
in  the  service  of  the  Republic. 


COURTESY 

Hail,  ye  small  sweet  courtesies  of  life,  for 
smooth  do  ye  make  the  road  of  it. — Sterne, 
"Sentimental  Journey." 

The  practice  of  courtesy,  or  lack  of  it, 
denotes  one's  breeding.  A  well-bred  person 
is  courteous  by  nature;  discourtesy  is  a  cer- 
tain indication  of  ill-breeding  or  deficient 
early  training.  A  gentleman  cannot  be  dis- 
courteous, else  he  loses  his  gentility  and  be- 
comes a  boor. 

"Life  is  not  so  short  but  that  there  is  al- 
ways time  for  courtesy,"  wrote  Emerson,  in 
Letters  and  Social  Aims.  The  constant  prac- 
tice of  courtesy  is  an  easier  task  for  some  of 
us  than  for  others,  but  the  returns  from,  it 
are  so  profitable  that  it  pays,  even  if  being 
courteous  is  an  effort. 

Successful  men  are  courteous.  As  Tenny- 
son wrote,  in  The  Last  Tournament,  "the 
greater  man  the  greater  courtesy." 

The  courteous  man  makes  friends.  He 
finds  life  sweet-savored  and  worth  while. 
He  finds  others  willing  to  perform  acts  of 
kindness  for  him.  As  he  smooths  the  path- 
ways of  others,  he  finds  his  own  smoothed. 

No  epitaph  could  be  more  gracious  than 
these  words  from  The  Merchant  of  Venice : 
The  kindest  man, 

The  best-condition'd  and  unwearied  spirit, 

In   doing   courtesies. 


RAILROAD   LEGISLATION 

The  following  article  by  President  Mark- 
ham  was  published  in  the  June  bulletin  is- 
sued by  the  Kankakee  County  Soil  and 
Crop  Association: 

"Notwithstanding  the  fact  that  both  freight 
and  passenger  rates  are  high,  the  railways 
are  far  from  prosperous.  They  are  strug- 
gling .through  the  greatest  crisis  in  their 
history.  In  1917,  the  last  year  of  private 
operation  preceding  government  control,  the 
operating  expenses  of  the  Class  1  railways 
were  $2,800,000,000.  When  the  freight  and 
passenger  rates  were  increased  by  the  Inter- 
state Commerce  Commission  last  August, 
the  operating  expenses  of  the  same  railways 
were  running  at  the  rate  of  over  $6,000,000,- 
000  a  year.  Railway  wages  alone  increased 


Sixty-eight 


June  1921 


from  $1,700,000,000  to  $3,800,000,000.  The 
railway  managers  are  doing  all  they  can  to 
bring  expenses  down,  but  they  need  the  help 
of  the  public.  The  Transportation  Act  of 
1920  provides  that  for  two  years  the  Inter- 
stale  Commerce  Commission  shall  so  fix  the 
rates  as  to  enable  the  railways  of  each  group 
to  earn  5l/2  per  cent  on  their  aggregate  value, 
and  may  add  thereto  a  sum  not  exceeding 
one-half  of  1  per  cent.  As  a  whole,  they 
are  not  now  earning  anything.  Many  indi- 
vidual railways  are  not  earning  interest  on 
their  bonds,  and  many  are  not  earning  their 
operating  expenses. 

"The  point  I  wish  to  make  is  that  the  in- 
terests of  the  farmers  and  those  of  the  rail- 
ways are  so  interwoven  that  there  can  be 
no  separation.  The  hope  of  both  is  in  work- 
ing together  and  not  in  pulling  apart.  The 
farmers  should  be  as  much  interested  in 
helping  to  bring  down  the  expenses  of  the 
railways  as  are  the  railways  themselves,  be- 
cause in  bringing  down  those  expenses  lies 


the  only  chance  of  bringing  down  freight 
and  passenger  rates. 

"Above  allr  it  seems  to  me  that  the  farm- 
ers should  be  exerting  themselves  to  see  that 
additional  burdens  are  not  fastened  upon  the 
railways.  Many  seem  to  lose  sight  of  the 
fact  that  those  burdens  invariably  rebound 
upon  the  farmers.  If  one  class  adds  to  the 
burdens  of  the  other,  both  suffer  alike.  At 
.the  present  time  there  are  pending  in  the 
Illinois  Legislature  a  number  of  bills  which 
are  doubtless  being  pressed  by  those  who 
introduced  them  in  the  best  of  faith,  yet,  if 
they  should  be  enacted  into  law,  the  effect 
would  be  to  increase  the  expenses  of  the 
railways  of  Illinois  approximately  $100,000,- 
000  a  year. 

"Just  as  the  farmer  is  anxious  to  improve 
his  farm,  every  railway  manager  is  anxious 
to  bring  the  property  under  his  jurisdiction 
up  to  a  high  standard  of  perfection,  but  the 
cost  must  be  considered — more  now  than 
ever  before.  That  is  true  of  the  farmer  as 
well  as  of  the  railways." 


Some  Good  Things  to  Remember 


Don't  mock  and  condemn  the  other  fellow 
when  an  error  is  made,  but  correct  it  and 
show  him  the  right  way.  Remember,  by  oth- 
ers' faults  and  mistakes  we  correct  our  own. 

Be  careful  at  all  times— look  where  you're 
going  and  know  where  you're  looking. 

Make  your  work  a  pleasure  and  a  duty. 
Remember,  idleness  is  the  downfall  of  man; 
so  don't  let  your  brains  or  tools  get  rusty. 

Don't  blow  off  and  do  a  lot  of  talking 
when  you  are  not  sure  of  what  you're  say- 
ing—for speaking  comes  from  nature,  but 
silence  from  understanding. 

It  is  something  great  to  be  good,  but  far 
better  to  be  good  for  something.  Find  out 
what  you're  good  for. 

Cling  to  the  good  things  that  you  can 
see  through,  just  as  an  insect  does  on  a  pane 
of  glass. 

Use  your  brains,  THINK.  If  you  held 
your  arm  in  a  sling  for  a  year  it  would  be- 
come powerless— the  brain  will  become  so 
likewise  if  you  do  not  use  it. 

You  don't  have  to  be  made  president  of 
the  firm  you  are  working  for  to  make  good 
—make  good  at  your  present  occupation  if 
you  want  to  be  recognized. 


Think  before  you  act — remember,  the  mob 
has  many  heads,  but  no  brains. 

The  WILL  is  the  SOUL  of  your  work. 

When  you  are  giving  others  a  square  deal, 
you  arc  treating  yourself. 

Never  chase  a  lie — leave  it  alone.  It  will 
run  itself  to  death. 

Remember,  EVERYBODY  knows  more 
than  ANYBODY. 

Don't  get  discouraged  when  obstacles  and 
dark  clouds  appear  before  you — remember, 
man's  brightest  thoughts  are  born  in  his 
darkest  hours. 

Be  truthful  at  all  times.  Remember,  false- 
hood may  have  its  hour,  but  no  future. 

Be  straightforward  and  honest.  You  can- 
not miss  promotion.  Remember,  every  man 
marks  his  own  value  on  himself. 

Don't  brag  and  argue  about  what  you're 
going  to  do,  but  do  it,  as  a  single  fact  is 
worth  more  than  a  shipload  of  arguments 
and  promises. 

Keep  your  mind  occcupied  and  on  your 
work.  Remember,  an  empty  head  keeps  an 
empty  pocket. 

— W.  W.  SADLER,  Timekeeper,  District  Fore- 
man's Office,  New  Orleans,  La. 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Sixty-nine 


A  young  man  who  had  been  employed  sev- 
eral years  by  a  certain  railway  system  as  a 
passenger  brakeman  became  dissatisfied  with 
himself.  He  felt  he  was  not  securing  recog- 
nition, that  life  was  developing  into  a  routine 
that  would  take  him  into  advancing  years 
without  the  assurance  of  progress  which  every 
ambitious  man  longs  for.  He  felt  that  he 
was  capable  of  handling  a  better  job  than  he 
held,  but  his  superiors  obviously  had  not  rec- 
ognized it.  He  held  a  council  with  his  wife. 

"I  am  going  down  to  that  superintendent's 
office  and  tell  him  a  few  things,"  he  exclaimed, 
when  his  wife  had  pronounced  her  sympathy. 
"I  deserve  a  better  job  and  I  am  going  to 
have  it."  He  left. 


Several  hours  later  he  returned,  a  crest- 
fallen expression  on  his  face,  and  seated  him- 
self without  a  word. 

"What's  the  matter?"  his  wife  asked.  "Didn't 
you  see  the  superintendent  ?" 

"No." 

"Why?  Wasn't  he  in?" 

"Yes,  he  was  in  all   right." 

"Well  then,  wouldn't  he  see  you?" 

"Yes,  I  guess  he  would.  But  I  sat  there 
in  his  outer  office  waiting  my  turn  and  watch- 
ing the  people  come  and  go.  And  I  tried  to 
think  of  what  I  was  going  to  say  when  I  got 
inside — what  argument  I  was  going  to  present 
to  show  the  superintendent  I  was  worthy  of 
promotion.  I  tried  to  think  of  something  I 
had  done  for  the  railroad  that  was  more  than 
any  other  brakeman  had  done.  And  I  couldn't 
think  of  a  single  thing  I  had  done.  So  I  de- 
cided I  was  on  the  wrong  tack.  I'm  going 
to  have  something  to  show  the  superintendent 
when  I  talk  to  him." 


Another  council  with  the  wife  followed, 
and  the  young  man  decided  there  were  sev- 
eral things  he  could  do.  He  could  announce 
his  stations  in  a  clear,  loud  voice,  so  that 
everyone  could  hear.  He  could  take  special 
pains  to  see  that  every  passenger  was  pleased. 


He  could  help  women  with  their  luggage.  He 
could  have  a  pleasant  word  and  a  smile  at 
all  times.  The  wife  was  a  help,  too. 

"I  have  ridden  on  lots  of  trains,"  she  told 
him,  "and  it  seems  to  me  that  courtesy  and 
efficiency  should  be  first." 


The  council  was  followed  by  practice,  and 
the  brakeman  began  to  notice  the  friendship 
which  regular  passengers  held  for  him.  One 

day  a  man  heard  him  call  a  station :  "B is 

the  next  stop.  This  way  out.  Don't  forget 
your  bundles."  He  called  the  brakeman  over 
to  him. 

"Lad,"  he  said,  "I've  ridden  on  lots  of 
passenger  trains,  and  you're  the  first  brake- 
man I  ever  saw  who  was  a  real  brakeman 
I'm  going  to  see  that  you  are  promoted.  You 
ought  to  be  a  conductor." 


That  man  was  the  president  of  the  railroad. 
A  letter  to  the  superintendent,  and  the  brake- 
man became  a  conductor. 

"A  conductor  is  an  important  man,"  he  told 
his  wife.  "Lots  of  things  depend,  on  him." 

"Yes,"  she  said,  "but  there  are  conductors 
and  conductors." 

So  there  was  another  council,  and  the  con- 
ductor decided  there  were  certain  things  he 
could'  do  that  would  make  him  an  outstanding 
conductor  among  conductors.  In  general,  they 
were  extensions  of  the  plans  he  had  formed 
as  a  brakeman.  He  put  them  into  practice. 


It  wasn't  very  long  before  the  conductor's 
good  work  came  to  the  attention  of  his  superi- 
ors again,  and  he  was  made  a  trainmaster. 


"Now  I  have  arrived,"  he  told  his  wife, 
while  they  rejoiced  over  his  promotion.  "A 
trainmaster  is  a  big  man.  He  has  lots  of 
men  under  his  supervision,  and  he  is  an  of- 
ficer. We  can  settle  down  now  and  enjoy 
the  fruits  of  our  labor." 

But  the  wife  held  a  different  view.  She 
thought  the  top  of  the  ladder  had  not  yet  been 
reached. 

"I  don't  know  very,  much  about  trainmas- 
ters," she  told  him,  "but  I'll  bet  they  are  just 
like  beans  in  a  barrel.  You  want  to  study 
them  and  find  out  how  they  are  doing  things, 


Seventy 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


and  you  want  to  be  the  biggest  bean  in  the 
barrel." 

A  short  time  after  that  the  new  train- 
master went  to  his  first  trainmaster's  conven- 
tion. He  returned  jubilant. 

"I've  looked  'em  over,"  he  told  his  wife, 
"and  I've  decided  I'm  going  to  be  the  big- 
gest bean  in  the  barrel."  And  he  set  about 
it. 


It  didn't  take  long  for  the  trainmaster  to  win 
a  place  in  the  admiration  of  his  superiors, 
and  when  a  vacancy  as  superintendent  occurred 
he  was  chosen  to  fill  it.  Still  he  wasn't  sat- 
isfied. 


But  that  is  where  the  story  ends.  It  was 
pubished  a  number  of  years  ago  in  a  popu- 
lar magazine,  written  by  a  railway  official  who 
had  come  up  from  the  ranks.  He  left  his 
readers  with  the  superintendency,  for,  he  said, 


"I'm  getting  too  near  home  now."     The  arti- 
cle  was   anonymous. 


The  Wayfarer  missed  the  article,  but  he 
heard  it  a  few  days  ago  from  the  lips  of  a 
general  superintendent  of  the  Illinois  Central. 
It  might  very  well  have  applied  to  that  man. 
He  had  come  up  through  the  ranks  of  the 
train  service  to  his  present  position.  And 
you  may  be  sure  that  he  is  on  his  toes,  trying 
to  show  his  superiors  that  he  is  eligible  for 
another  place  ahead. 


One  of  the  chief  appeals  in  railroading  is 
the  opportunity  it  gives  every  young  man  who 
goes  into  the  service  with  the  ideal  of  giving 
the  best  that  is  in  him  for  advancement.  The 
positions  at  the  top  are  not  filled  with  out- 
siders. They  are  men  who  have  been  section 
hands,  or  country  agents,  or  brakemen,  or 
yardmen,  or  clerks,  and  who  have  .honestly 
and  loyally  applied  themselves. 


A  Farwell  Party  at  Burnside  Shops 


Our  old  friend,  Frank  Leaverton,  comes  to 
the  front  again,  writes  a  correspondent  from 
the  Burnside  shops,  Chicago.  Ten  years  ago 
Frank's  picture  appeared  in  the  magazine  as 
"the  model  man,"  but  this  time  it  is  on  account 
of  his  retirement.  The  photograph  herewith 
is  of  a  farewell  reception  given  by  Burnside 
employes  in  honor  of  Mr.  and  Mrs.  Leaverton 
at  the  noon  hour,  April  26.  Mr.  Leaverton 
has  completed  twenty-four  years  of  service 
with  the  company,  and  on  this  occasion  was 
the  recipient  of  a  watch  and  chain  presented 
to  him  by  the  employes  with  whom  he  has 


worked.  An  automobile  and  flowers  were  fur- 
nished for  the  use  of  the  honor  guests,  and 
music  for  the  occasion  was  provided  by  E. 
Hennessee,  the  Y.  M.  C.  A.  representative. 
George  Hilmes,  roundhouse  clerk,  acted  as 
master  of  ceremonies,  assisted  by  Frank 
Plevo,  machinist.  The  speech  of  presenta- 
tion was  made  by  R.  P.  Bamrick,  yardmaster 
at  Burnside,  and  was  replied  to  by  Mr.  Lea- 
verton's  son.  Both  Mr.  and  Mrs.  Leaverton 
expressed  their  appreciation  of  the  honor.  Mr. 
Leaverton's  last  employment  at  Burnside  was 
as  tool-room  tender. 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Seventy-one 


ACCIDENT  AND 


INJURY  PREVENTION 


Bulletin  No.  8 


EVERY  hour  and  eighteen  minutes  an 
employe  of  the  Illinois  Central  fam- 
ily was  injured  during  the  four  months 
ending  April  30.  During  the  same  period 
there  was  an  average  of  one  employe 
killed  every  seven  days.  You  may  be  the 
next  victim  to  be  killed  or  injured  unless 
you  correct  your  careless  habits. 

One  of  our  enterprising  employes,  L. 
J.  Dodge,  agent  at  Jesup,  Iowa,  who  is 
alive  to  the  necessity  for  accident  and  in- 
jury prevention,  submits  his  ten  com- 
mandments on  "Safety  First,"  as  fol- 
lows: 

1.  Thou  shalt  not  "Take  a  chance." 

2.  Thou  shalt  not  say  in  thy  heart, 
"There  is  no  danger  ahead." 

3.  Thou  shalt  not  approach  railroad 
crossings  under  high  rates  of  speed. 

4.  Thou  shalt  not  take  thy  life  and 
that  of  thy  brother  into  possible  danger. 

5.  Thou  shalt  not  "steal"  a  minute  of 
supposedly    valuable    time    and    thereby 
subject  thyself  and  others  to  injury  or 
death    by    hurrying    through    a    danger 

zone. 

6.  Thou  shalt  not  "judge"  the  speed  of  an  approaching  train  and  say  in  thy 
heart,  "I  can  beat  her  to  the  crossing." 

7.  Thou  shalt  not  "bear  false  witness"  and  say  that  thy  auto  was  under  full 
control  and  that  the  train  was  approaching  with  unusual  speed,  when  the  re- 
verse was  true. 

8.  Thou  shalt  not  "swear"  that  thy  animal  was  the  best  in  the  flock,  when  he  was 
nothing  but  a  "canner." 

9.  Thou  shalt  stay  on  the  safe  side  until  thy  reasoning  faculty  has  asserted  it- 
self; then  thou  canst  proceed  and  see  clearly  to  pick  the  mote  from  thy  brother's 
eye,  not  having  had  a  "brake  beam"  rammed  into  thy  own  eye. 

10.  Thou  shalt  STOP,  LOOK  and  LISTEN,  lest  thou  come  before  Saint  Peter 
unprepared. 


One  employe  injured  ewrtf  hour  and  eighteen, 
fa^  £m-wnAl  period  ending  April  30 


Sc-'cntv-tit'O 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


How  the  Agent  Can  Build  or  Break 


Hozv  the  official  conduct  of  the  agent  can 
make  or  break  a  railroad's  reputation  in  the 
small  town  was  brought  out  by  Special  Agent 
J.  W.  Reid,  who  was  a  guest  and  speaker  at 
the  meeting  of  agents  at  Harrlston,  Miss.,  on 
May  22.  Mr.  Reid  said: 

There  is  a  time  in  most  people's  lives  when 
they  receive  most  lasting  or  indelible  im- 
pressions, and  if  you  were  from  the  country, 
as  I  am,  you  could  more  readily  appreciate 
this,  or  better  understand  just  what  I  mean. 
I  was  brought  up  in  the  country  about 
twenty  miles  from  the  railroad,  and  had  a 
hard  time  as  I  came  up,  experiencing  the 
few  joys  and  many  sorrows  of  the  ordinary 
run  of  poor  country  boys,  but  I  know  that 
the  impression  I  received  of  the  agent  at 
the  little  station  that  served  my  folks  and 
those  in  the  vicinity,  has  remained  with  me 
even  to  this  day. 

We  all  know  that  the  country  boys  of 
today  are  our  jurors  of  tomorrow,  and  if  I 
were  not  connected  with  the  railroad,  but 
on  the  contrary  serving  on  a  jury  hearing  a 
railroad  case,  and  the  agent  at  the  little 
station  to  which  I  referred  should  testify, 
I  know  that  I  would  have  the  utmost  con- 
fidence and  faith  in  his  testimony,  and  would 
absolutely  believe  every  word  that  he  said. 
I  don't  know  that  he  ever  did  anything  spe- 
cial for  me — probably  he  gave  me  my  freight 
a  few  times  after  hours — but  his  general 
conduct  toward  me  was  such  as  to  make  the 
impression  that  I  have  just  given  you. 

I  want  to  tell  you  a  little  story  told  by 
Ex-Governor  Stone,  in  my  opinion  one  of 
the  foremost  sons  of  Mississippi.  Years 
ago,  he  was  an  agent  at  a  small  station  in 
Northeast  Mississippi,  and  one  evening  an 
old  negro  came  in  from  far  out  in  the  coun- 
try and  called  for  his  freight  after  hours. 
Mr.  Stone  said  he  not  only  declined  most 
emphatically  to  give  him  the  freight,  but 
turned  on  him  and  said  a  great  deal  that 
was  unnecessary.  When  he  had  concluded, 
the  old  negro  walked  away,  shaking  his  head, 
and  mumbled:  "Well,  sir,  the  littler  the 
station,  the  bigger  the  agent." 

Now  Mr.  Stone  says  he  was  really 
ashamed  of  what  he  had  said,  for  the  negro 


was  ignorant  and  undoubtedly  did  not  even 
know  that  there  was  a  regular  time  for  get- 
ting freight.  He  says  that  this  little  simple 
statement  of  the  negro  made  an  impression 
upon  him  that  he  shall  never  forget. 

Now,  gentlemen,  we  all  know  that  an 
agent  for  a  railroad,  particularly  at  a  small 
station,  is  really  and  truly  a  big  man  in  the 
community,  and  the  attitude  of  all  of  the 
citizens  toward  both  the  agent  and  the  rail- 
road is  governed  by  the  policy  he  pursues 
or  the  attitude  that  he  adopts  toward  each 
and  every  one  of  them. 

Picture  to  yourselves,  for  instance,  that, 
instead  of  being  a  negro,  this  was  a  white 
man  in  the  story  as  told  by  Ex-Governor 
Stone,  and  that  the  piece  of  freight  was  a 
present  or  something  of  the  kind  that  every 
member  of  the  household,  possibly  consist- 
ing of  half  a  dozen  boys  bordering  on  their 
majority,  was  interested  in,  and  the  old  man 
journeyed  back  home,  and  as  they  all  gath- 
ered around  the  supper  table,  lighted  very 
probably  by  a  torch,  he  would  tell  his  story 
about  not  getting  the  freight  and  what  the 
railroad  agent  had  said  to  him — picture  in 
your  own  mind  the  feeling  that  these  young 
men  would  have  for  railroads  and  railroad 
employes  in  general  for  years  to  come,  and 

^-iiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiii^ 

The  Panama  Limited 

jj        Silent  as  night  we  make  our  flight,  | 

I       Through     the     shadowy,     terminal  = 

zone, 

=        With  never  a  sound  but  the  echo-  | 

ing  ground  | 

|        And  our  warning  bell's  clear  tone.  ? 

|        We   skim   and  trail,  along   the   rail,  - 

|        Silent,  fleet,  alone.  | 

|  Over  the  trails  we  haul  the  mails 

=  That  travel  afar  in  the  night,  ^ 

=  And,  whirling  down,  we  pass  each 

|  town, 

=  A   flare   of  electric   light.  | 

is  Silent  and  grim,  we  trust  to  Him,  = 

|  In  the  rush  of  our  shadowy  flight. 

"llllllllllililliiliiliilitliiliiliiliiliillllilllllllllllilllllllllllllllillllllllllllln 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Seventy-three 


probably  for  their  entire  lives.     This  is  one 
of  the  impressions  of  which  I  speak. 

I  know  that  we  all  frequently  have  a 
hard  day,  may  not  feel  well,  and  know  that 
it  is  trying  when  cases  of  this  kind  come  up, 
but  just  think  about  it,  and  you  will 
realize  that  each  and  every  agent  sitting 
here  today  has  within  his  hand  the  power 
to  do  more  real  good  or  more  serious  harm 
than  any  twelve  men  in  any  other  branch  of 
service. 


to  shipments  along  the  Y.  &  M.  V.  from  those 
sections  where  farmers  have  within  the  past 
few  years  gone  in  heavily  fq.r  truck  growing. 


THE  LOUISIANA  CROPS 

Louisiana  is  going  to  come  near  making  an 
early  corn  crop  record  this  year  unless  the 
weather  from  now  until  the  first  making  of 
the  crop  changes  drastically,  is  the  opinion  of 
Colonel  A.  H.  Egan,  general  superintendent 
of  the  Yazoo  &  Mississippi  Valley  Railroad, 
as  quoted  in  a  recent  issue  of  the  Memphis 
(Tenn.)  Commercial  Appeal. 

Colonel  Egan  was  back  from  an  inspection 
trip  over  the  main  line  of  the  Y.  &  M.  V. 
from  Memphis  to  New  Orleans.  He  said 
along  the  line  of  the  railroad  there  was  the 
finest  prospect  for  an  early  corn  crop  of  con- 
sequence he  had  seen  in  several  years.  The 
corn  below  Baton  Rouge  is  tasseling  and  in  a 
few  days  the  ears  will  begin  forming.  Farm- 
ers in  the  corn  growing  districts  anticipate  a 
record  crop,  and  he  believes  they  arc  going 
to  get  it. 

"In  the  districts  where  truck  gardening  is 
the  principal  industry  I  found  people  prosper- 
ous. They  had  a  good  producing  early  crop 
of  Irish  potatoes  and  sold  most  of  them  for 
good  prices.  Other  crops  now  coming  on  will 
bring  in  handsome  revenues  and  help  put  more 
money  in  the  bank  for  the  individual  deposi- 
tor," said  Colonel  Egan. 

Colonel  Egan  reported  the  sugar  cane  crop 
looking  as  good  as  he  had  ever  seen  it.  Oats 
have  been  cut  and  shocked.  Threshing  of  this 
crop  will  start  soon.  He  saw  some  wheat  be- 
low Baton  Rouge  and  the  growers  of  it  said 
they  expected  more  than  an  average  yield. 

Keeping  in  close  touch  with  agricultural 
conditions  along  the  Yazoo  &  Mississippi  Val- 
ley lines  is  one  of  the  greatest  hobbies  Colo- 
nel Egan  has.  He  is  in  a  positon  to  give  some 
good  advice  as  to  the  money  realization  from 
these  crops,  because  of  the  close  study  given 


IT'S  NESTING  TIME 


This  homemaker  has  solved  the  problem 
of  high  rents  and  grasping  landlords,  which 
prove  so  terrifying  to  the  youths  and  maid- 
ens who  select  this  month  for  building  their 
nests.  She  has  made  her  nest  in  a  train- 
man's old,  rusty  lantern. 

The  lantern-nest  was  found  along  the 
Illinois  Central  right-of-way,  in  a  clump  of 
grass,  near  Nortonville,  on  the  Kentucky 
division.  The  find  was  made  by  Spencer 
Melton,  formerly  employed  in  the  bridge 
and  building  department  of  the  Louisville  & 
Nashville,  and  a  brother  of  J.  K.  Melton 
of  the  Illinois  Central. 

The  nest  was  made  by  a  "ground  lark," 
ancTif  you  will  look  closely  you  will  see 
three  tiny  speckled  eggs. 


Seventy-four 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


Railway  Hearing   at   Washington  Brings 
Facts  Before   the  Public 


Interstate  Commerce  Committee  of  Senate  Calls 
Prominent  Executives  to  the  Stand 


THE  hearing  which  the  interestate 
commerce  committee  of  the  United 
States  Senate  is  conducting  into  the 
railway  situation  has  been  in  progressist 
Washington  since  May  10.  As  brought  out 
in  an  editorial  in  the  Illinois  Central  Magazine 
for  May,  the  hearing  is  primarily  for  the  pur- 
pose of  determining  the  adequacy  of  existing 
railway  legislation  and  giving  the  public  in- 
formation upon  which  to  base  an  intelligent 
appreciation  of  the  railway  situation. 

The  witnesses  who  have  testified,  up  to 
June  1,  have  included:  Julius  Kruttschnitt, 
chairman  of  the  board  of  directors  of  the 
Southern  Pacific;  Daniel  Willard,  president 
of  the  Baltimore  &  Ohio;  A.  H.  Smith,  pres- 
ident of  the  New  York  Central;  W.  C.  Wish-- 
art, comptroller  of  the  New  York  Central; 
Howard  Elliott,  chairman  of  the  board  of 
directors  of  the  Great  Northern;  H.  E.  By- 
ram,  president  of  the  Chicago,  Milwaukee  & 
St.  Paul;  Edward  Chambers,  vice-president 
of  the  Atchison,  Topeka  &  Santa  Fe,  and 
Samuel  Rea,  president  of  the  Pennsylvania. 

The  testimony  has  dealt  with  a  number  of 
phases  of  railway  problems.  The  executives 
have  read  statements  into  the  records  of  the 
hearing  and  have  been  closely  cross-exam- 
ined by  the  members  of  the  committee.  Sen- 
ator Cummins,  chairman,  has  made  a  num- 
ber of  interpretations  of  the  testimony  which 
have  been  of  unusual  interest  and  should 
have  considerable  effect  in  clarifying  the  sit- 
uation as  it  appears  to  the  general  public. 

Important  Statement  by  Cummins 
The  effect  of  freight  rates  upon  economic 
conditions  and  the  question  of  whether  the 
scale  of  rates  should  be  reduced  to  stimulate 
trade  have  been  a  subject  commanding  con- 
siderable attention,  and  the  country  is  in- 
debted to  Senator  Cummins  for  the  state- 
ment which  he  made  May  25: 

"Whenever  the  Congress  is  willing  to 
make  an  appropriation  to  sustain  the  rail- 


roads— another  appropriation — I  think  we 
can  consider  the  general  reduction  of  rates, 
but  with  a  situation  in  which  there  is  no  net 
income  shown  for  the  operations  during  the 
last  year,  it  is  quite  obvious  that  rates  can- 
not be  reduced." 

Mr.  Kruttschnitt  of  the  Southern  Pacific 
was  the  first  witness  before  the  committee 
and  was  on  the  stand  five  days. 

In  explaining  the  great  increase  in  operat- 
ing expenses  of  the  railroads  in  1920,  M'r. 
Kruttschnitt  testified  that  97^  cents  out  of 
every  dollar  of  operating  expenses  was  cov- 
ered by  prices  either  fixed  by  the  govern- 
ment or  by  general  market  conditions  over 
which  the  railroads  had  no  control.  Sixty- 
four  cents  went  to  the  payment  of  wages, 
fixed  by  the  government;  15  cents  for  ma- 
terials and  supplies,  at  government-fixed 
prices;  3J4  cents  for  other  expenses  incurred 
by  the  government  in  the  first  two  months 
of  1920,  and  15  cents  for  materials  and  sup- 
plies, purchased  at  prices  governed  by  mar- 
ket conditions  altogether  out  of  the  control 
of  the  roads. 

Roads  Made  Wonderful  Records 

In  showing  the  splendid  records  which 
the  roads  made  in  operation  in  1920,  Mr. 
Kruttschnitt  presented  these  figures: 

Revenue 
Net  ton  miles,    passenger  miles 

1918     440,001,713,665          42,676,579,199 

1919     395,679,051,729         46,358,303,740 

1920    449,292,355,000         46,724,880,000 

Mr.  Kruttschnitt  went  into  the  rate  situa- 
tion at  some  length,  stating  flatly  that  freight 
rates  were  not  responsible  for  business  de- 
pression and  analyzing  the  economic  situa- 
tion. 

"That  the  stagnation  of  business  is  not 
caused  by  the  cost  of  transportation,"  Mr. 
Kruttschnitt  said,  "is  convincingly  shown  by 
the  fact  that  stoppage  of  buying  has  caused 
an  over-supply  of  ships.  Ocean  tonnage 
rates  have  recently  been  at  the  lowest  point 
in  their  history.  Notwithstanding  these  low 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Seventy-five 


rates,  ocean  traffic  shows  as  great  stagnation 
as  rail  traffic,  and  millions  of  tons  of  ship- 
ping here  and  abroad  are  rusting  in  idle- 
ness." 

In  speaking  of  the  problems  with  which 
the  roads  are  grappling,  Mr.  Kruttschnitt 
said  they  had  been  intensified  by  the  period 
of  federal  control. 

Must  Conduct  Their  Own  Affairs 

"The  first  requisites  for  the  prosperity  of 
any  property  is  the  right  to  conduct  its  own 
affairs,"  he  said.  "Without  this,  efficient  op- 
eration is  impossible.  It  is  not  a  question  of 
revenues  and  reasonable  return  as  much  as 
one  of  life  and  death  to  every  industry  in  the 
land.  Poor  service,  no  matter  how  low  the 
rate,  is  expensive  and  increases  the  cost  of 
everything. 

"You  call  us  here  to  tell  you  what  ails  the 
railroads.  We  have  been  telling  regulatory 
bodies  for  years  that  railroads  are  subject 
to  the  same  inflexible  economic  laws  to 
which  all  other  industries  are  subject. 

"The  government,  having  strangled  the 
railroads  into  something  like  bankruptcy,  at 
last  removed  its  hands  and  permitted  a  sud- 
den increase  in  rates  that  should  have  been 
gradual  and  started  at  least  twelve  years  ago. 
We  should  bear  in  mind  and  circulate  widely 
the  President's  epigram:  'More  business  in 
government  and  less  government  in  busi- 
ness.'" 

During  Mr.  Kruttschnitt's  testimony  the 
question  of  competition  with  the  Panama 
Canal  was  brought  up,  and  Mr.  Kruttschnitt 
declared  that,  while  the  railways  do  not  dis- 
approve of  the  construction  of  highways 
and  waterways  by  the  government,  they  do 
object  to  the  "unrestricted  use  for  common 
carrier  purposes  of  those  works,  built  with 
public  money,  to  destroy  the  business  of 
public  service  corporations  built  with  pri- 
vate moneys  and  dedicated  to  public  use." 
Salaries  of  Railway  Officers 

The  subject  of  compensation  to  railway 
officers  was  brought  up  by  Mr.  Kruttschnitt, 
who  showed  that  the  wages  of  employes 
other  than  general  and  division  officers  had 
increased  from  55  27/100  cents  out  of  each 
dollar  expended  in  1917  to  59  62/100  cents  out 
of  each  dollar  expended  in  1920,  while  sala- 
ries of  general  officers  had  decreased  from 
1  15/100  cents  out  of  each  dollar  expended  in 
1917  to  78/100  of  1  cent  out  of  each  dollar 


expended  in  1920.  The  salaries  of  division 
officers  remained  practically  stationary,  in 
relation  to  expenses.  Their  pay  constituted 
74/100  of  1  cent  out  of  each  dollar  expended 
in  1917  and  75/100  of  1  cent  out  of  each  dol- 
lar expended  in  1920. 

In  his  cross-examination  Mr.  Kruttschnitt 
emphasized  the  following  points: 

That  a  reduction  in  operating  expenses  is 
the  most  vital  and  important  point  now. 

That  the  proposal  to  reduce  rates  in  order 
to  stimulate  traffic  to  a  profitable  point  is  a 
"purely  speculative"  proposal  and  the  roads 
are  in  no  position  to  undertake  problemati- 
cal experimentation. 

That  the  present  financial  plight  of  the 
railroads  grows  directly  out  of  the  policies 
and  decisions  during  federal  control  in  rela- 
tion to  rules  and  working  conditions,  wages' 
and  prices. 

That  the  Transportation  Act  should  be  al- 
lowed to  have  a  full  and  fair  trial  without 
being  tinkered  with. 

Situation  Is  Working  Itself  Out 

Mr.  Willard  of  the  Baltimore  &  Ohio  fol- 
lowed Mr.  Kruttschnitt  to  the  stand.  Re- 
referring  to  a  statement  made  by  Senator 
Cummins  that  the  existing  conditions  of  the 
railroads  constitute  a  challenge  to  private 
management,  Mr.  Willard  said: 

"As  soon  as  revenues  and  operating  costs 
of  the  railroads  can  again  be  brought  to  a 
proper  relationship,  the  railroad  problem  as 
it  presents  itself  today  will  have  been  largely, 
if  not  entirely,  solved." 

Mr.  Willard  presented  figures  to  show  that 
in  spite  of  the  fact  that  receipts  from  trans- 
portation service  increased  by  l\l/2  per  cent 
in  1920  compared  with  1916,  the  net  operat- 
ing income  was  reduced  from  $1,040,084,517 
in  1916  to  $61,928,626  in  1920.  While  the 
public  paid  the  railroads  in  1920  for  trans- 
portation service  $2,574,627,535  more  than 
they  did  in  1916,  the  roads  were  compelled  to 
pay  out  in  expenses  $3,411,321,601  more  than 
they  paid  in  1916.  The  increased  cost  of 
wages  and  fuel  alone  in  that  period,  Mr.  Wil- 
lard pointed  out,  was  $2,681,869,186. 

Some  of  the  most  effective  testimony  given 
by  Mr.  Willard  was  that  in  which  he  replied 
to  the  statement  made  before  the  United 
States  Railroad  Labor  Board  by  W.  Jett 
Lauck  that  the  railroads  could  save  $1,000,- 
000,000  annually  in  operating  expenses. 

One  of  Mr.  Lauck's  statements  was  that  a 
saving  of  $278,000,000  might  be  made  by 


Seventy-six 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


modernizing  locomotives.  To  realize  the 
economies  claimed  to  be  possible  in  this 
direction  would  require  capital  expenditures 
on  the  railroads  of  the  country  of  $4,000,- 
000,000,  Mr.  Willard  said. 

Lauck  Savings  Not  Practicable 

Mr.  Willard  stated  that  he  raised  no  issue 
with  the  proposition  that  there  are  possibili- 
ties of  still  further  savings  on  the  part  of  the 
railroads.  He  questioned  only  the  practica- 
bility of  such  savings  as  have  been  proposed 
by  Mr.  Lauck  when  considered  from  the 
point  of  view  which  confronts  railway  man- 
agements. 

It  was  because  railway  managers  had  not 
been  unmindful  of  opportunities  for  econo- 
mies, Mr.  Willard  said,  that  American  rail- 
roads have  been  able  to  carry  the  'freight 
traffic  of  the  country  at  lower  rates  than 
those  in  effect  in  any  other  country  in  the 
world. 

"I  can  hardly  believe,"  he  said,  "that  those 
who  have  been  directly  charged  with  the 
financial  integrity  of  these  properties  could 
possibly  have  been  less  interested  in  the 
subject  than  Mr.  Lauck  and  others,  however 
well  disposed,  who  must  of  necessity  view 
the  subject  from  a  somewhat  academic  stand- 
point." 

In  speaking  of  the  conditions  which  fol- 
lowed government  control,  Mr.  Willard  said 
that  a  "chaotic  state"  pervaded  the  staffs  and 
employes  of  the  various  roads.  He  explained, 
however,  that  he  never  had  seen  men  doing 
better  railroading  than  they  are  at  present, 
this  being  one  of  the  results  of  the  re-estab- 
lishment of  normal  relations  between  em- 
ployes and  employers. 

Says  Charges  Are  Unfair 

Referring  to  charges  of  interlocking  direc- 
torates controlling  the  railroads  of  the  coun- 
try, Mr.  Willard  said  such  statements  were 
made  purely  for  the  purpose  of  creating  the 
impression  that,  because  of  the  interlocking 
relationships,  such  directors  were  able  to 
exercise  a  detrimental  influence.  Mr.  Willard 
said  such  influence  could  only  be  exercised 
through  the  chief  executives,  and  he  denied 
that  at  any  time  in  his  experience  as  presi- 
dent of  the  Baltimore  &  Ohio  had  any  effort 
been  made  to  exert  any  such  influence  over 
him. 

"It  is  unfair  and  unjust  to  the  whole  rail- 
road situation  to  accuse  railroad  officials  of 


being  dishonest  because  some  at  some  time 
have  been,"  he  said. 

In  reference  to  charges  made  before  the 
Labor  Board  that  the  roads  were  unprogres- 
sive  in  making  improvements  in  methods 
and  appliances,  Mr.  Willard  filed  exhibits 
showing  that  for  thirty-eight  years  the  rail- 
roads, through  the  American  Railway  Asso- 
ciation and  its-  technical  and  expert  commit- 
tees, had  been  conducting  studies  and  re- 
search for  improvement  in  railroad  practice. 
M'r.  Smith  of  the  New  York  Central,  who 
followed  Mr.  Willard  to  the  stand,  deplored 
the  delay  in  settling  up  the  accounts  of  the 
Railroad  Administration. 

"I  never  dreamed  that  the  Railroad  Ad- 
ministration would  be  continued  beyond  a 
year  after  the  end  of  federal  control,"  inter- 
rupted Senator  Cummins.  "I  thought  it 
would  have  settled  up  its  affairs  within  that 
time,  and  such  claims  as  could  not  be  set- 
tled could  be  adjusted  in  the  courts." 

Praises  Loyalty  of  Men 
Interrupting  the  reading  of  a  statement  in 
which  he  was  showing  the  effect  of  increases 
in  wages,  Mr.  Smith  praised  the  loyalty  and 
services  of  trainmen  and  enginemen.  Unlike 
ordinary  workmen,  he  said,  they  are  spe- 
cialists— men  who  have  devoted  their  lives  to 
railroading  and  who  are  the  backbone  of  the 
transportation  systems. 

The  efficiency  of  a  railroad,  'Mr.  Smith 
said,  depends  principally  upon  its  men. 

"It  is  estimated  that  95  per  cent  of  rail- 
roading is  human;  it  is  a  business  of  moving 
things;  it  is  a  live  thing.  At  the  close  of 
government  control  labor  naturally  desired 
to  have  rules  and  regulations  set  up  for  their 
best  interests  in  the  future,  and  the  corpora- 
tions inherited  what  was  awarded  to  then^. 
Railroad  men  are  no  different  in  their  desire 
than  labor  in  other  endeavors. 

"These  men  in  this  special  endeavor  of 
handling  transportation  on  which  our  coun- 
try so  greatly  depends  should  receive  an  ad- 
equate wage.  But  after  compensation  comes 
results — that  is,  what  labor  shall  do  for  what 
it  receives,  and  that  is  in  a  measure  where 
our  difficulties  have  been.  It  is  a  matter  be- 
tween management  and  labor,  to  be  decided 
on  its  merits,  and  will  no  doubt  be  taken 
care  of." 

Why  Some  Rates  Are  Inequitable 
Mr. ,  Smith  declared  that  the  business  de- 


June  1921 


ILLINOIS     CENTRAL      MAGAZINE 


Seventy-seven 


pression  had  been  due  to  the  industrial  situ- 
ation, the  state  of  mind  of  the  people  being 
a  great  factor.  He  said  he  believes  some 
rates  should  be  readjusted  because  succes- 
sive percentage  increases  have  thrown  some 
of  the  rates  out  of  line,  but  that  there  cannot 
be  any  general  reduction  in  rates  until  there 
is  a  reduction  in  expenses  which  will  assure 
the  earning  capacity  of  the  carriers. 

Mr.  Elliott  of  the  Northern  Pacific,  in  com- 
menting upon  the  provision  in  the  Transpor- 
tation Act  that  rates  shall  be  fixed  to  earn  a 
fair  return,  declared  that  this  is  not  a  guar- 
anty, but  merely  a  declaration  of  principle 
that  under  reasonable  business  conditions 
railroad  property  in  groups  is  entitled  to  a 
fair  return,  with  rates  being  fixed  to  accom- 
plish that. 

"A  railroad  is  a  complicated  and  delicately 
adjusted  manufacturing  plant,  and  its  prod- 
uct is  transportation,  manufactured  daily 
and  in  countless  forms,  and  under  widely 
varying  conditions,"  he  said.  "Its  product, 
however,  must  be  used  as  produced;  it  can- 
not be  stored  up  for  the  future. 

"Other  people  are  manufacturing  other 
commodities;  generally  they  can  raise  their 
prices  in  prosperous  times  and  can  store 
their  products  in  poor  times  for  future  de- 
livery, or  close  their  plants  entirely;  the  rail- 
road has  not  been  allowed  to  raise  its  prices 
to  the  extent  that  the  manufacturers  and  pro- 
ducers have,  and  it  has  nothing  accumulated 
from  the  large  business  of  the  past  few  years 
to  care  for  the  present  period,  and  it  cannot 
close  down  its  plant. 

Railroad  Managements  Are  Bound 

"It  is  self-evident  that  the  railroad  manu- 
facturing transportation  cannot,  on  a  falling 
business,  long  continue  to  be  a  solvent  en- 
terprise if  it  cannot,  as  other  manufacturers 
do,  have  some  control  of  its  income  and  out- 
go and  pay  wa-ges  substantially  on  the  same 
basis  as  may  be  paid  by  other  employers  in 
similar  territory.  This  is  not  the  case  today, 
and  the  inability  of  the  railroad  to  adjust 
promptly  its  costs  to  meet  depressed  busi- 
ness conditions  is  the  chief  cause  of  the  pres- 
ent situation. 

"Making  a  general  reduction  in  freight 
rates  will  not  help  solve  the  present  compli- 
cated economic  and  psychological  conditions 
in  this  country,  but  will  still  further  reduce 
the  ability  of  the  railroads  to  survive  and 
become  buyers  themselves  of  those  articles 


which,  when  they  are  prosperous,  they  use 
in  such  large  quantities." 

.Mr.  Elliott  emphasized  particularly  that 
there  was  no  inflation  of  railroad  prices  to 
the  point  where  any  large  profit  was  re- 
ceived, as  was  the  case  with  many  indus- 
tries. 

"In  fact,"  he  said,  "no  profit  was  made  at 
all  in  1918,  1919  and  1920,  so  there  is  no 
basis  for  deflation  of  railroad  prices  or  rates 
at  the  present  time.  Rather,  there  is  a  neces- 
sity for  holding  them  where  they  are  until 
the  country  finds  out  what  will  be  the  results 


SlIIHIIIIIIIIIIIIIHI 


Working  Together 

5  "A  chain  is  as  strong  as  its  weak-  | 

est    link." 

Think  of  the  Illinois  Central  Sys-  i 

"  tem  as  the  chain,  and  of  every  em-  = 

|  ploye  as  a  link,  and  you  will  realize  | 

5  that   the    performance    of    the    whole  | 

depends   entirely   upon   the   perform- 

|  ance    of    each    individual.      Not    only  f 

=  that,  but  there  must  be  perfect  co-op-  = 

|  eration  between  all  links,  if  the  best  = 

5  results  are  to  be  obtained. 

A  station   may  be   operated   in   the  i 

§  most    efficient    manner    possible,    and  5 

i  may  include  a_  number  of  genuinely  = 

=  interested    employes    who  are  in  the  5 

|  habit  of  performing  their  duties  con- 

|  scientiously,  when  a  careless  worker,  | 

I  by   a   single   act   of   negligence,    may  § 

=  destroy    hours    of    labor.      At    times  = 

i  it  is  an  unavoidable  mistake,  but  usu-  | 

|  ally    it    is    a    blunder    occasioned    by  | 

=  the    fact  that  the    employe   does   not  I 

H  take  the  proper  interest  in  his  \york.  ~ 

*  Every     person     from     the     president  = 

down    who    is    included   In   this    vast  - 

|  organization    should    feel,    not   mere-  |. 

|  ly  that  he  is  working  for  the  Illinois  | 

=  Central,  not  that  he  is  an  unimpor-  § 

.  tant  part  of  the  Illinois  Central,  but  = 

I  that   he   is   the  Illinois   Central.     He  j; 

i  is  a  link,  therefore  he  is  the  chain,  § 

§  for    if    a    link    breaks,    the   chain    is  | 

=  severed. 

|  Each    employe    should    firmly    be- 

=  lieve  that  the  Illinois  Central  is  the  - 

1  greatest     of     all     railroads,    and    he  = 

|  should  be  proud  that  he  is  numbered  i 

=  among   its    forces.      Only    by    so   be-  § 

|  lieving  can  he  make  the  public  real- 

5  ize  it,  and  only  in  this  manner  can  he  _ 

|  do  his  important  part  in  making  the  = 

|  Illinois   Central   System  the  strongest  | 

|  chain     on     earth. — J.     E.     ALLISON,  - 

|  ^Agcnt,  Dubuque,  Iowa. 

ViiiiiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiirr 


Seventy-eight 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


on  the  railroads  under  the  Transportation 
Act  and  the  orders  of  the  Interstate  Com- 
merce Commission  and  the  Railroad  Labor 
Board." 

Regulation  Has  Been  Overdone? 

In  response  to  requests  from  members  of 
the  committee  for  specific  recommendations 
as  to  what  could  be  done  to  improve  the 
present  system  of  governmental  regulation, 
Mr.  Elliott  submitted,  with  recommenda- 
tions looking  toward  a  more  constructive 
attitude  toward  railway  managements,  this 
statement: 

"It  is  a  very  grave  question  whether  reg- 
ulation has  not  been  overdone,  encroaching 
on  the  field  of  management,  and  by  dividing 
responsibility  and  checking  initiative  done 
more  to  increase  costs  and  therefore  raise 
rates  than  would  have  been  the  case  with 
more  freedom  of  action  permitted." 

Mr.  Byram  of  the  St.  Paul  denied  that  the 
roads  are  not  being  operated  efficiently  and 
praised  the  work  being  done  by  the  rank 
and  file  of  employes  who  are  seeking  to  aid 
the  carriers  in  securing  better  results. 

"Ifr  is  to  be  regretted,"  Mr.  Byram  said, 
"that  the  attitude  of  some  of  those  who  speak 
for  the  railroad  employes  of  the  country 
does  not  tend  to  promote  good  service.  For 
some  time  past  efforts  have  apparently  been 
made  to  develop  the  belief  on  the  part  of  the 
public  as  well  as  railroad  employes  that  the 
resonsible  officers  of  the  railroads  were  not 
operating  them  efficiently  and  economically. 
It  is  greatly  to  the  credit  of  the  rank  and 
file  of  employes  of  the  railroads  of  the  coun- 
try that  they  have  not  been  misled  by  these 
false  doctrines,  as  is  shown  by  their  willing- 
ness to  co-operate  with  the  managements  of 
the  railroads  in  bringing  about  the  necessary 
efficiency  and  economy  in  their  operation 
which  prevails  at  the  present  time." 
Rate  Readjustments  Being  Made 

Mr.  Chambers  of  the  Santa  Fe  gave  in- 
formation that  thousands  of  rate  readjust- 
ments have  already  been  made  by  the  carri- 
ers to  restore  former  relationships  or  remove 
discriminations.  Mr.  Chambers  declared  that 
the  readjustment  downward  of  freight  rates 
on  lumber  from  the  Pacific  coast  has  not 
resulted  in  a  stimulation  of  traffic  in  that 
product,  while  existing  rates  on  coal  and 
grain  have  not  impeded  shipments  of  those 
commodities. 

There   has   been   much   discussion   of  the 


rates  on  citrus  and  other  fruits  and  vegeta- 
bles from  California,  Florida  and  Texas. 
Mr.  Chambers  showed  that  in  the  period 
since  the  increased  rates  became  effective 
shipments  of  these  commodities  not  only 
have  not  fallen  off,  but  actually  have"  in- 
creased over  the  corresponding  period 
twelve  months  previous. 

Mr.  Rea  of  the  Pennsylvania  testified  that 
the  government  could  materially  assist  the 
roads  in  their  present  difficult  situation  by 
completing  at  once  payments  still  due  them 
from  the  federal  control  period.'  If  this  were 
done  and  the  roads  were  permitted  to  issue 
1-year  obligations  for  the  amounts  spent  by 
the  government  for  permanent  improve- 
ments, as  would  have  been  done  if  the  roads 
had  themselves  spent  the  money,  their  pres- 
ent condition  would  be  greatly  improved,  he 
said. 

Mr.  Rea  declared  that  the  promises  made 
by  the  government  in  taking  over  the  rail- 
way properties  should  be  performed  in  letter 
and  spirit.  Under-maintenance  claims  by  the 
railroads,  it  is  estimated,  will  amount  to 
more  than  $700,000,000. 


A  Musical  Deluge 

By   F.    S.    Cerny. 

I've  heard  the  sharp  staccato  of  drum- 
beats from  afar;  I've  listened  to  the  croon- 
ing of  a  darkey's  old  guitar;  a  mandolin 
and  violin  make  light  and  shaded  tone; 
and  in  the  crash  of  brass  I've  heard  the 
dutiful  trombone;  and  e'en  the  shaking  tam- 
bourine, with  its  tinny  tinkle,  I've  heard 
accompany  the  flute,  to  guide  feet  in  their 
twinkle:  I've  sat  entranced,  while  o'er  the 
keys  slim  fingers  played  their  lark;  and 
then  again  I've  stuffed  my  ears,  when  I 
heard  the  cornet's  bark;  a  clarinet  for  the 
"Minuet"  is  an  instrument  divine;  but  the 
saxophone  outdoes  it,  for  "trots"  of  pres- 
ent-time; an  organ,  light  and  soothing,  a 
harp  of  strumming  key  add  to  one's  en- 
joyment, when  list'ning  attentively;  and  in 
phonographic  eddies,  I've  heard  the  opera 
stars,  making  vocal  diction  to  inhabitants 
on  Mars;  but  when  you  hear  the  swishing 
of  two  pistons  in  refrain,  you'll  agree  that 
the  best  little  warble,  is  the  puff  of  an  I.  C. 
train. 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Seventy-nine 


Death  Separates  Two  Old  Friends 


Death  has  intervened  to  part  friends  of  long 
standing,  as  will  be  seen  in  the  two  following 
items,  the  first  an  obituary  contributed  by  a 
friend,  the  second  an  account  of  a  happy  birth- 
day celebration  only  a  few  weeks  before. 


Burton  E.  Nichols  was  born  April  1,  1846, 
at  Kankakee,  111.,  and  died  at  his  home  in 
Cicero,  111.,  on  April  27,  1921,  after  a  sick- 
ness of  only  a  few  hours,  at  the  age  of  75 
years  and  27  days.  He  entered  the  service 
of  the  Illinois  Central  Railroad  Company  in 
1870  as  agent  at  Kankakee,  being  stationed 
there  for  many  years.  He  was  afterward 
made  traveling  freight  agent  of  the  Illinois  di- 
vision, was  later  agent  at  Madison,  Wis.,  and 
at  the  time  of  his  retirement  was  commer- 
cial agent  for  this  company  at  Sioux  City, 
Iowa,  a  position  he  efficiently  filled  for  many 
years.  He  was  retired  on  pension  on  May  1, 
1916,  after  a  continuous  service  of  46  years. 

"Burt,"  as  he  was  familiarly  called,  was  a 
veteran  of  the  Civil  War  and  an  active  mem- 
ber of  the  G.  A.  R.,  the  Masonic  and  Elk 
fraternities.  He  leaves  to  mourn  his  loss  his 
wife,  Mrs.  Annie  Nichols  of  Cicero,  III.,  and 
one  son,  Henry  D.  Nichols  of  Gary,  Ind.  His 
friends  were  legion,  and  enemies  he  had  none. 


Two  friends  of  many  years'  standing,  M. 
Dorsey,  Illinois  Central  agent  at  Mattoon, 
111.,  and  B.  E.  Nichols  of  Chicago,  celebrated 
their  birthdays  together  April  1,  on  which 
date  Mr.  Dorsey  was  seventy  years  old  and 
Mr.  Nichols  seventy-five.  Mr.  Nichols  and 
his  wife  were  guests  of  the  Dorseys  at  Mat- 
toon.  The  Mattoon  Journal-Gazette  had  the 
following  to  say  of  the  occasion: 

"For  many  years  these  friends  have  ob- 
served the  anniversary  together.  There  was 
a  birthday  dinner  on  April  1,  and  on  April  3 
both  families  went  to  Paxton,  where  a  daugh- 
ter of  Mr.  and  Mrs.  Dorsey,  Mrs.  H.  P.  Lar- 
son, gave  another  birthday  dinner  and  in- 
vited in  Mr.  and  Mrs.  C.  H.  Brady  of  Ef- 
fingham,  Agent  and  Mrs.  W.  J.  Pagan  of 
Odin  and  Mr.  and  Mrs.  W.  H.  Harvey  of 
Manteno,  all  railroad  people  or  with  previous 
railway  connections,  and  all  friends  of  both. 

"Forty  years  ago  Mr.  Nichols  appointed 
Mr.  Dorsey  as  yardmaster,  but  he  had  be- 


Burton  E.  Nichols 


gun  his  railway  work  at  El  Paso  six  years 
before.  Mr.  Dorsey  is  one  of  the  most  re- 
spected and  best  liked  officials  of  the  Illinois 
Central  System  in  Illinois.  He  is  known  as 
the  Lord  Chesterfield  of  the  division  for  his 
polished  manners  and  his  agreeable  and  tact- 
ful handling  of  a  position  as  full  of  thorns 
as  a  barberry  hedge.  He  was  eligible  for  re- 
tirement on  a  pension  five  years  ago,  but  the 
management  could  not  spare  such  a  valuable 
official,  and  he  has  been  continued  regularly 
in  office  from  the  need  for  his  services." 


A  MISTAKE  IN  STATES 

Through  the  courtesy  of  H.  J.  Schwietert, 
general  development  agent,  the  attention  of  the 
magazine  has  been  called  to  the  fact  that  the 
movement  of  livestock  reported  on  page  39  of 
the  May  issue  was  to  Grenada  County,  Miss- 
issippi, from  Pike  County,  Mississippi,  and 
net  from  Pike  County,  Illinois. 


Eighty 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


How   the    Vegetable    and   Fruit  Industry 
Grows  With  Illinois  Central 


Work  Was  Started  in  "Egypt"  in  the  Early  Sixties, 
According  to  If.  J.  Schwietert 


By  H.  J.  SCHWIETERT, 
General  Development  Agent 

THE  vegetable  and  fruit  industry  had 
its   beginning  on  the    Illinois    Central 
Railroad    in    the    territory    commonly 
known  as  "Egypt,"  or   Southern   Illinois  in 
the  Ozark  region,  and  more  particularly  in 
Union    County,    around    Anna   and    Cobden, 
where  the  soil  is  well  adapted  to  orcharding 
and  garden  trucking. 

It  was  in  the  early  60's  that  the  farmers 
in  that  territory  conceived  the  idea  of  grow- 
ing and  supplying  the  Chicago  market  with 
fresh-grown  vegetables  and  fruits,  consist- 
ing largely  at  that  time  of  tomatoes,  beans, 
peas,  and  asparagus  in  the  vegetable  line, 
and  berries  and  early  applies  in  the  fruit 
shipments.  Since  then  some  of  the  very 
finest  peach,  pear,  cherry  and  late  variety 
of  apple  orchards  have  been  developed,  and 
a  little  farther  south  in  the  same  territory, 
the  growing  of  cantaloupes  has  become  a 
nourishing  industry,  making  additional  traf- 
fic for  this  company. 

In  addition  to  the  above,  the  sweet  potato 
industry  has  been  developed,  and  thousands 
of  bushels  of  this  product  are  placed  in  dry 
kilns  and  storage  and  sold  during  the  winter 
and  spring  months. 

Early  Development  Slow 

In  the  early  history  of  the  industry  the  de- 
velopment was  very  slow,  due  to  inadequate 
transportation  facilities  for  handling  highly 
perishable  products,  and  the  condition  in 
which  the  products  would  arrive  in  the 
market  was  highly  problematical.  Natural- 
ly, the  grower  was  cautious  in  his  operations 
as  to  the  volume  of  business  he  would  pro- 
duce. However,  with  the  introduction  of 
better  methods  of  handling  fruits  and  vege- 
tables by  means  of  refrigerator  cars,  by  care- 
fully packing  them  in  the  cars,  by  standard- 
izing the  packages  and  by  having  faster 
train  schedules,  which  insure  the  shipments' 
reaching  the  markets  in  practically  as  good 


condition  as  when  they  left  the  field,  the  in- 
creased production  has  grown  apace,  and 
the  industry  has  gradually  spread  south 
along  our  line  until  it  now  reaches  Kenner, 
La.,  just  north  of  New  Orleans,  from  which 
fresh  vegetables  are  shipped  to  Chicago  and 
other  points  throughout  the  year. 

Due  to  the  activities  of  the  railroad  in  its 
development  work  and  the  vegetable  and 
fruit  growers'  associations,  great  progress 
has  been  made.  We  give  below  figures  on 
yearly  shipments  that  are  approximately  cor- 
rect at  points  where  the  industry  has  been 
highly  developed: 

Shipping  Point.  .  Cars. 

Anna,  111 800 

Cobden,  111 500 

Makanda,  111 400 

Alma,   111 600 

Farina,  111 200 

Shipments  From  Crystal  Springs 
Crystal    Springs,   Miss.,   is   considered  the 
largest    vegetable    shipping     point     on    our 
southern  lines.    We  give  below  statistics  cov- 
ering shipments  from  this  point: 

Year.  Cars. 

1915   1,288 

1916  1,306 

1917  (bad  year) 911 

1918   1,675 

1919   1,341 

1920  1,555 

About  twenty-seven  years  ago  Doctor 
Buck  of  Independence,  La.,  was  induced  to 
experiment  with  a  few  strawberry  plants  in 
his  yard,  and  the  experiment  proved  so 
highly  satisfactory  that  others  were  en- 
couraged to  try  it  out  on  a  small  scale.  From 
this  small  beginning  the  development  spread 
south  on  the  main  line  of  the  Illinois  Central 
as  far  as  Ponchatoula  and  north  to  Rose- 
land,  until  the  shiments  from  Tangipahoa 
Parish  alone  this  year  reached  a  total  of 
1,200  carloads. 

The   total   number  of   carloads  of  berries 


June  1921 


ILLINOIS     CENTRAL      MAGAZINE 


Eighty-one 


and  vegetables  loaded  by  express  and  freight 
to  May  30,  1921,  was  4,388 — an  increase  .of 
1,008  carloads  over  the  same  period  for 
1920. 

The  development  bureau  has  been  mak- 
ing strenuous  efforts  to  increase  the  acreage 
in  berries  and  vegetables,  specializing  this 
past  season  at  the  following  points  in  Miss-, 
issippi:  Jackson,  Utica,  Raymond,  Fayette, 
Hermanville,  Gloster,  Port  Gibson,  Center- 
ville,  Madison,  Hazelhurst,  Durant  and 
Batesville ,  the  results  indicating  that  there 


has   been   an   acreage   increase   of   about   25 
per  cent. 

We  are  still  in  our  infancy  in  the  develop- 
ment of  the  territory  along  our  lines  agri- 
culturally, but  with  our  unparalleled  trans- 
portation service  for  the  careful  and  rapid 
handling  of  highly  perishable  products,  the 
opportunity  for  development  on  the  fruit 
and  vegetable  industries  can  be  extended  to 
the  point  where  the  revenue  from  that  traffic 
will  be  tripled  and  quadrupled. 


A  Wreck  That  Might  Have  Been 


What  might  have  happened  is  always  a  mat- 
ter of  guesswork,  but  nevertheless  the  story 
of  wreck  prevention  is  one  that  never  grows 
old. 

It  was  3  o'clock  in  the  morning  of  Sunday, 
April  17 — just  the  hour  when  a  man  wants  to 
sleep  the  most,  es- 
pecially after  a  hard 
week  of  work.  Past 
the  home  of  Walter 
Porter,  a  negro 
farmer  at  Lyon, 
Miss.,  rolled  a 
freight  train  on  the 
tracks  of  the  Yazoo 
&  Mississipppi  Val- 
ley. All  at  once  an 
unusual  noise  devel- 
oped— a  hammering 
as  the  wheels 
pounded  over  a 
broken  rail.  It  awak- 
ened Porter.  He 
could  hear  each 
wheel  as  it  jumped 
over  the  broken 
place. 

Up  he  jgot,  and 
out  he  went  to  in- 
vestigate. True  enough,  more  than  twelve 
inches  of  rail  was  broken  and  considerably 
beaten  down  below  the  rest  of  the  track.  This 
piece  was  over  ties,  but  the  impact  had  beaten 
the  ties  so  that  this  piece  of  rail  was  much 
lower. 

And  then  Porter  realized  that  it  was  almost 
time  for  what  he  calls  the  "cannon-ball"  (No. 
12),  and  that  the  safety  of  the  passengers  on 


Walter  Porter 


that  train  might  depend  upon  his  action.  So 
he  caught  his  horse,  ran  him  all  the  way  to 
Clarksdale  and  told  the  agent,  who  had  sev- 
eral men  go  to  the  scene  at  once.  They 
flagged  No.  12,  fixed  the  place  temporarily 
so  that  the  train  could  get  over,  and  then  put 
in  a  new  rail. 

A  simple  story,  with  no  particular  climax — 
but  if  Porter  had  rolled  over  and  gone  back 
to  sleep  that  April  morning,  the  number  of 
widows,  orphans  and  cripples  in  the  world 
might  have  been  slightly  increased. 


RESIGNS  AFTER  25  YEARS 

C.  S.  Van  Antwerp,  agent  at  Blue  Island, 
111.,  has  resigned  his  position  after  twenty-five 
years'  service  with  this  company. 

Mr.  Van  Antwerp  entered  the  service  of  the 
Illinois  Central  May  10,  1896,  in  the  trainmas- 
ter's office  at  Fordham,  where  he  spent  seven 
years.  For  the  past  eighteen  years  he  has 
been  at  Blue  Island,  where  he  has  made  many 
friends  for  himself  and  the  railroad  company. 

On  Thursday  evening,  May  5,  about  one 
hundred  and  fifty  of  his  friends  gathered  at 
Calumet  Lodge,  No.  716,  A.  F.  &  A.  M.,  and 
tendered  him  a  farewell  reception.  The  Rev. 
R.  Keene  Ryan  expressed  the  sentiments  of 
those  present,  after  which  Mr.  Van  Antwerp 
was  presented  with  a  beautifully  embossed 
testimonial  and  a  ring  bearing  the  thirty-sec- 
ond degree  emblem.  Lunch  was  then  served, 
and  the  meeting  adjourned  after  those  present 
had  wished  Mr.  Van  Antwerp  success  in  his 
new  venture. 

Since  May  17  he  has  been  at  home  to  all  his 
friends  on  his  farm  at  Paw  Paw,  Mich. 


Eighty -two 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


A  Little  Chuckle  Now  and  Then — 


LIFE 

Chapter  I. 
"Glad  to  meet  you." 

Chapter    II. 

"Isn't  the  moon  beautiful?" 
Chapter    III. 

"Just   one   more,    dear.     .     .     .    please !" 
Chapter    IV. 

"Do  you ?" 

"I   do." 

Chapter  V. 
"Da — da — da — da." 

Chapter   VI. 

"Aint  dinner  ready?    Well  I'll  be  *  *  *    !" 
— Arcola  (111.)  Record-Herald. 


In  the  casual  camp  at  St.  Aignan  one  out- 
fit of  negro  Yanks  was  used  exclusively  in 
the  p'ck  and  shovel  brigade.  Hence  the  fol- 
lowing conversation  at  mess : 

"Man,  what  yo'  all  doin'  eatin'  bean  soup 
wid  a  fawk?" 

"Big  boy,  Ah  hates  mah  shovel  so  bad  Ah 
done  throwed  away  mah  spoon." — American 
Legion  Weekly. 

Home — Why  do  they  tread  grapes  with 
their  feet  to  make  wine? 

Brew — To  put  the   kick   in   it. 

"Will   you    marry   me,   dearest?"    he    asked. 

"Oh  George,"  she  remonstrated,  "I'm 
afraid  you  only  want  me  for  my  vote." — 
American  Legion  Weekly. 

An  ambitious  young  man.  went  to  a  uni- 
versity professor  and  said:  "Sir,  I  desire 
a  course  of  training  which  will  fit  me  to 
become  the  superintendent  of  a  great  rail- 
way system.  How  much  will  such  a  course 
cost,  and  how  long  will  it  take?" 

"Young  man,"  replied  the  professor,  "such 
a  course  would  cost  you  twenty  thousand 
dollars,  and  require  twenty  years  of  your 
time.  But,  on  the  other  hand,  by  spending 
three  hundred  dollars  of  your  money  and 
three  months  of  your  time  you  may  be 
elected  to  Congress.  Once  there  you  will 
feel  yourself  competent  to  direct  not  one  but 


all  the  great  railroad  systems  of  our  coun- 
try."— New   York  Evening  Post. 


From  an  Oregon  motor  guide — "Miles 
31.2 — Joe's  Bluff.  Don't  call  it.  Drive 
slow." — Boston  Transcript. 

"I  suppose  you're  disappointed  it  isn't  a 
boy?" 

"No  siree !  When  I  think  that  women  now 
vote,  smoke,  go  anywhere,  wear  whatever 
clothes  they  like,  if  any,  and  that  the  men  can't 
even  have  a  glass  of  beer  any  more,  I'm  satis- 
fied."— Carolina  Tar  Baby. 


"I  see  a  visitor  to  New  York  was  arrested 
the  other  day  because  he  had  three  hundred 
and  fifty  dollars  in  his  pocket,"  said  Church. 

"And  it  wasn't  his  own  money?"  asked 
Gotham. 

"Oh,  yes ;  it  was  proved  in  court  that  it  was 
his  own  money,"  replied  Church. 

"Why  on  earth  did  they  arrest  him,  then?" 

"He  was  trying  to  get  out  of  town  with  it." 
— Pittsburgh  (Pa.)  Chronicle-Telegraph. 


A  book  agent  walked  unsuspectingly  into  an 
insurance  office  and  before  he  got  through 
struggling  he  had  signed  a  policy.— Youngs- 
town  (Ohio)  Telegram. 


A  Cambridge  undergraduate,  contrary  to 
regulations,  was  entertaining  his  sister,  relates 
the  London  (England)  Tit -Bits,  when  they 
heard  some  one  on  the  stairs.  Hastily  hiding 
his  sister  behind  a  curtain,  he  went  to  the  door 
and  confronted  an  aged  man  who  was  revisit- 
ing the  scenes  of  his  youth  and  was  desirous 
of  seeing  his  old  rooms. 

Obtaining  permission,  he  looked  around,  and 
remarked,  "Ah,  yes,  the  same  old  room."  Going 
to  the  window,  he  said,  "The  same  old  view" ; 
and  peeping  behind  the  curtain,  he  exclaimed, 
"The  same  old  game !" 

"My  sister,  sir,"  said  the  student. 

"Oh,  yes,"  said  the  visitor,  "the  same  old 
story !" 


"It  is  a  question  in  my  mind,"  remarked  the 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eighty-three 


dentist  who  had  got  up  from  a  warm  bed  to 
respond  to  a  cry  from  his  baby,  "if  a  fellow 
makes  most  noise  when  his  teeth  are  coming, 
or  when  they  are  going."— Yonkers  (N.  Y.) 
Statesman. 


A  certain  railway  official  has  preached  econ- 
omy, in  and  out  of  season,  until  it  has  rather 
got  on  the  nerves  of  the  employes.  He  likes 
to  talk  to  the  men,  putting  questions  which  he 
thinks  will  bring  out  their  special  abilities  and 
demonstrate  their  fitness  for  promotion,  and 
recently  he  cornered  a  locomotive  firemen. 

"What  would  you  do,"  the  official  asked,  "if 
you  saw  that  your  train  was  heading  into  an 
unavoidable  collision  that  promised  to  be  an 
utterly  destructive  wreck?" 

"Why,"  the  fireman  responded  promptly,  "I'd 
grab  a  lump  of  coal  in  each  hand,  yell  to  the 
engineer  to  bring  the  oil  can,  and  jump !" — 
Life. 

Anyone  who  does  not  marry  is  a  fool. 
Consider  the  picture:  My  wife  and  I  before 
the  fire — she  is  sitting  curled  on  the  sofa 
like  a  dear  little  kitten.  The  dim  light  from 
the  fire  is  reflected  in  the  ripples  of  her  hair. 
She  is  smiling,  and  her  eyes  are  half  closed 


and  sparkling.    How  wonderful  she  is!    We 
say  nothing — are  too  happy  for  words.   Here 

is  heaven  on  earth. 

*       *       * 

Anyone  who  marries  is  a  fool.  Consider 
the  picture:  My  wife  and  I  before  the  fire 
(coal  ten  dollars  a  ton) — she  is  sitting  curled 
on  the  sofa  like  a  cat  (which  she  is).  The 
dim  light  from  the  fire  shows  quite  clearly 
that  most  of  her  hair  is  false.  She  is  frown- 
ing, and  her  eyes  are  half  closed  and  threat- 
ening. How  tiresome  she  is!  We  say  nothing 

there  is  nothing  to  say.    Ain't  married  life 

awful  ? — Princeton   Tiger. 


On  mules  we  find  two  legs  behind, 

And  two  we  find  before; 
We  stand  behind,  before  we  find 

What  the  two  behind  be  for. 

— Lafayette  Lyre. 


Jones  &  Co.  employed  a  homely  girl  be- 
cause they  thought  they  could  keep  her. 
The  following  week  Sam  Smith  married  her 
for  the  same  reason. 


Many  who  kiss  and  make  up  don't  like  the 
taste  of  the  "make-up." 


Hi!  JACK 

SWING  THET 
BOOM  AROUHD| 

SO  I  KIN 

~.,ILAND  THIS 


>  ™ E 


THE  DAYS   OF  REEL 
SPORT 


An  Engineering  Department  Contribution 


Eighty-four 


ILLINOIS     CENTRAL      MAGAZINE 


June  1921 


CIAIMS  DEPARTMENT 


"Ambulance  Chasers" 

While  working  as  a  switchman  at  Chicago, 
Ernest  P.  Carpenter  sustained  fractures  of  his 
right  leg  and  his  left  ankle,  due  to  coming  in 
contact  with  a  support  under  the  Randolph 
Street  viaduct  in  the  early  morning  of  July 
17,  1920.  Mr.  Carpenter  was  of  the  opinion 
that  lawyers  could  obtain  more  money  from 
the  railroad  company  than  he  could,  so  he 
employed  three  different  law  firms,  discharging 
one  and  hiring  another  when  they  failed  to 
collect  the  large  sum  he  expected.  Finally  an 
action  was  brought  before  the  Industrial  Com- 
mission, and  the  arbitrator  allowed  Mr.  Car- 
penter compensation  which  the  company  was 
originally  willing  to  pay  him  in  settlement,  and 
out  of  this  amount  he  paid  his  lawyers. 

Later,  writing  to  the  claim  agent  about  the 
matter,  Mr.  Carpenter  says,  among  other 

things :  "D those  'ambulance  chasers' 

with  their  salve — they  should  all  be  hanged. 
Truly,  I  am  sorry  that  I  had  any  of  them." 

It  is  unfortunate  that  injured  employes  do 
not  learn  this  bitter  truth  until  after  their 
claims  are  disposed  of. 


Getting  Back  to  Normalcy 

Since  April  23  there  have  been  tried  on  the 
Illinois  Division  five  lawsuits.  Four  con- 
cerned collisions  with  automobiles,  and  one 
was  a  case  in  which  a  boy  11  years  old  was 
killed  on  a  public  crossing. 

All  five  cases  went  to  the  jury  for  consid- 
eration, and  in  all  five  cases  verdicts  were 
returned  for  the  defendant  railway. 

We  feel  that  the  juries  who  considered  these 
cases  were  made  up  of  men  of  the  average 
jury  in  the  average  case,  and  that,  because  the 
company  was  fortunate  in  securing  a  favorable 
verdict  in  each  and  every  case,  it  is  not  to  be 
taken  that  these  juries  were  men  whose  sym- 
pathies and  inclinations  favored  the  railway, 
but  rather  that  the  cases  presented  were  such 
that  the  equities  of  the  situation  were  with 


the  railway.  It  was  right  for  the  railway  to 
be  excused  from  payment  and  wrong  for  the 
plaintiff  to  be  rewarded. 

It  must  be  understood  that,  had  it  been 
shown  that  the  railway  was  at  fault,  these 
same  juries  would  not  have  hesitated  in  award- 
ing substantial  damages. 

It  is  the  duty  of  the  claims  department  to 
be  able  properly  to  select  those  cases  which 
should  be  tried — which,  if  properly  prepared 
and  presented,  we  should  be  likely  to  win — 
and  to  avoid,  if  possible,  suit  and  trial  of 
cases  that  are  likely  to  be  resolved  against  us. 


Owe  Lives  to  Fireman 

When  the  Illinois  Central  recently  built  its 
hew  bridge  across  Rock  River  at  Dixon,  111., 
every  precaution  was  taken  to  prevent  persons 
from  risking  their  lives  by  going  on  this 
bridge,  where  they  might  be  struck  by  trains. 
A  planked  footway,  convenient  for  the  use  of 
trainmen,  was  dispensed  with,  lest  it  might 
attract  others  to  the  bridge.  After  its  com- 
pletion, a  watchman  was  stationed  at  each  end 
of  the  structure  to  compel  persons  to  keep 
off.  Since  then  large  signboards  at  both  ends 
of  the  bridge  have  stood  as  a  constant  warn- 
ing. 

All  this  meant  but  little  to  two  of  the  local 
youths,  who,  probably  in  search  of  adventure, 
took  their  lives  in  their  hands,  hied  Out  .on 
the  bridge  just  in  front  of  a  northbound  pas- 
senger train,  and  got  enough  of  a  thrill  to  do 
them  for  the  rest  of  their  lives. 

One  of  them  was  hanging  by  his  hands  from 
the  end  of  a  bridge  tie,  dangling  over  the 
water,  while  the  other  was  trying  to  climb 
out  into  space  when  his  red  shirt  was  spied  by 
Fireman  G.  I.  Fry  of  the  passenger  train  just 
in  time  to  bring  the  train  to  a  stop. 


All  Is   Not  Gold  That  Glitters 

The  local  newspapers  publish   from  time  to 
time    writeups    of    lawsuits    against    railroad 


June   1921 


ILLINOIS     CENTRAL     MAGAZINE 


Eighty-five 


companies,  showing  the  result  of  a  trial.  In 
cases  where  the  railroad  company  loses  in  the 
trial  court,  the  articles  are  often  used  by  so- 
liciting lawyers  and  their  emissaries  to  induce 
injured  persons  or  claimants  to  begin  a  law- 
suit. Unfortunately  for  the  injured  person, 
the  concluding  chapter  of  the  story  is  not  al- 
ways told,  but  after  the  lapse  of  a  year  or 
two  another  article  appears  in  the  same  paper 
with  a  different  ending.  Here  is  an  illustra- 
tion of  two  write-ups  appearing  in  the  Galena 
(111.)  Gazette,  run  nearly  a  year  apart,  telling 
of  the  route  and  final  resting  place  of  many 
a  lawsuit : 

June  9,  1920.  The  damage  suit  of  Garrett 
Pluym  vs.  Illinois  Central  Railroad  Company, 
which  has  been  occupying  the  attention  of  the 
circuit  court  for  several  days,  was  concluded 
last  evening  when  the  jury  returned  a  verdict 
in  favor  of  the  plaintiff  after  being  out  two 
and  one-half  hours.  The  jury  awarded  the 
plaintiff  $600,  including  attorney's  fees.  The 
attorney  for  the  defense  argued  for  a  new 
trial  before  the  court  this  mortrng,  but  the 
new  trial  was  not  granted.  It  is  rumored  that 
the  case  will  be  taken  to  the  appellate  court. 

March  19,  1921.  The  case  of  Garett  Pluym 
vs.  Illinois  Central  Railroad  Company,  which 
was  tried  at  the  last  May  term  of  the  circuit 
court  of  this  county  and  in  which  there  was 
a  verdict  in  favor  of  Pluym  for  $330  and  $225 
attorney's  fees,  was  reversed  by  the  appellate 
court  yesterday. 

Pluym  brought  suit  against  the  company 
for  some  cattle  that  were  killed  on  the  track 
near  East  Dubuque  on  the  night  of  June  13, 
1916.  He  had  bought  the  cattle  a  day  or  two 
before  that  date  and  put  them  in  pasture  west 
of  the  Illinois  Central  track.  There  was 
a  very  high  stage  of  water  at  the  time,  and 
the  cattle  swam  across  the  railroad  right-of- 
way,  broke  the  top  wire,  got  on  the  railroad 
track  and  were  killed. 

The  case  has  been  tried  twice  in  the  circuit 
court,  the  first  trial  resulting  in  a  directed 
verdict  for  the  railroad  company,  from  which 
Pluym  appealed,  and  the  case  was  reversed 
and  remanded ;  in  the  second  trial,  in  which 
the  case  was  submitted  to  the  jury  last  May, 
a  verdict  was  returned  as  above  stated  against 
the  railroad.  The  railroad  company  appealed, 
and  the  appellate  court  found  that  the  com- 


pany had  constructed  and  maintained,  at  the 
place  where  the  cattle  got  on  the  railroad 
track,  a  suitable  and  sufficient  fence  and  that 
the  company  was  not  liable  for  the  loss. 

The  court  decided  that  the  company  was  not 
expected  to  fence  against  a  high  stage  of 
water,  and  that  the  water  in  the  Mississippi 
was  a  14.6-foot  stage  when  the  cattle  were 
killed.  M.  H.  Geary  appeared  for  Pluym  in 
the  circuit  and  appellate  court,  and  Martin 
J.  Dillon  appeared  for  the  railroad  company. 


How  the  Report  Helps 

If  all  engine  crews  would  give  a  little  more 
time  and  intelligent  thought  to  making  reports 
of  accidents,  instead  of  simply  stating,  "Struck 
mule ;  impossible  to  help  it,"  the  immense  drain 
on  the  treasury  through  stock  claim  payments 
would  be  considerably  reduced,  writes  A.  A. 
Dodson,  claim  agent  at  New  Orleans. 

Mr.  Dodson  cites  the  case  of  a  mule  killed 
at  New  Orleans  in  January.  The  owner  of  the 
mule  refused  an  offer  to  compromise  and  sued 
the  Illinois  Central.  The  report  of  the  engi- 
neer— "made  out  in  an  intelligent  manner/' 
Mr.  Dodson  points  out — showed  that  while  the 
train  was  running  about  fifteen  miles  an  hour 
the  mule  approached  the  track  on  the  inside  of 
the  curve,  from  the  fireman's  side.  The  fire- 
man, mounting  his  seat,  saw  the  mule  just  as 
it  stepped  on  the  track  and  was  struck.  He 
called  to  the  engineer,  who  immediately 
stopped. 

Engineer  P.  F.  Mumford  and  Fireman  H. 
J.  Joyner  told  their  story  in  a  straightforward, 
intelligent  fashion  to  the  judge  of  the  city 
court  in  New  Orleans,  who  immediately  or- 
dered a  verdict  for  the  defendant.  The  plain- 
tiff appealed  to  the  court  of  appeals,  where  the 
same  evidence  was  given  and  the  same  verdict 
returned. 


Prevention  of  Stock  Claims 
The  killing  of  livestock  on  the  right-of- 
way  on  the  Illinois  Central  and  the  Yazoo 
&  Mississippi  Valley  is  a  matter  of  serious 
importance  from  two  points  of  view,  one 
being  the  risk  incurred  of  derailing  trains 
and  causing  probable  injury  or  loss  of  life 
to  employes  or  passengers.  The  other  is 
the  enormous  expense  to  the  railway  in  the 
payment  for  stock  killed. 

Of  course,  as  long  as  trains  are  run  and 


Eighty -six 


ILLINOIS      CENTRAL      MAGAZINE 


June  192} 


the  right-of-way  is  not  protected  by  stock- 
proof  fence,  there  will  be  some  stock  killed. 
It  should  be  the  purpose  of  the  officers  and 
employes  to  take  the  situation  as  it  is  and 
do  everything  possible  to  minimize  this  loss, 
hazard  and  expense. 

On  my  territory  we  have  tried  several  ex- 
periments. The  foremen  have  all  been  in- 
structed to  drive  stock  off  the  waylands, 
and  to  keep  right-of-way  gates  closed.  We 
have  gone  so  far  as  to  put  on  special  stock 
watchmen  in  some  localities,  and  through 
these  efforts  we  have  doubtless  prevented 
the  killing  of  a  great  many  head  of  stock. 

I  am  now  trying  another  experiment,  and 
I  believe  it  is  resulting  in  some  good,  al- 
though there  is  no  way  to  tell  just  what  has 
been  accomplished.  A  great  deal  of  stock 
killed  in  this  territory  is  the  property  of 
negro  farmers  and  tenants.  In  my  various 
trips  over  the  road  on  a  motor  car,  I  call 
upon  negro  preachers,  negro  school  teachers 
and  the  more  prominent  negro  farmers,  as 
well  as  the  owners  or  managers  of  planta- 
tions, and  explain  to  them  what  the  killing 
of  stock  means  in  the  loss  of  food  at  a 
time  when  people  are  starving,  and  the  loss 
of  money  to  the  owners  of  the  stock  as 
well  as  to  the  railroad,  at  a  time  when  the 
financial  situation  in  the  country  is  ex- 
tremely critical. 

I  hope  by  this  method  to  get  the  negroes 
living  adjacent  to  our  lines  interested  to 
such  an  extent  that  they  will  keep  their  stock 
off  of  the  right-of-way — L.  E.  WHATLEY,  Road 
Supervisor,  Greenwood,  Miss. 


He  Wouldn't  and  He  Didn't 

Ferd  Althoff  lives  in  Teutopolis,  111.  Ferd 
is  engaged  in  the  farm  implement  business — 
and  incidentally  the  lawsuit  business,  as  the 
occasion  seems  to  require. 

On  the  last  day  of  last  August  a  brother 
of  Ferd's  by  the  name  of  Harry  was  driving 
Ferd's  second-hand  car  along  certain  divers 
and  sundry  highways  in  the  county  of  Ef- 
fingham,  Illinois.  It  was  a  beautiful  after- 
noon, and  along  toward  the  closing  hours  of 
the  day,  while  the  sun  was  yet  high,  he  did 
betake  himself  thither  to  cross  the  Illinois 
Central  tracks  north  of  Mason,  111.  Yea,  two 
miles  north  of  Mason,  with  his  view  in  both 
directions  unhindered  and  undiminished. 

It  was  that  hour  of  the  day  when  there  is 


due  on  that  crossing,  at  the  same  hour  and 
moment  as  was  Harry,  the  Panama  Lim- 
ited, going  south.  In  the  preparation  of  the 
time  card  no  consideration  of  that  fact  seems 
to  have  been  observed  by  the  railway  com- 
pany. As  a  counterpoise  to  that  reality, 
Harry  seems  also  to  have  been  lukewarm 
and  indifferent.  All  these  trivialities  tend  to 
make  up  an  interesting  moment  sooner  or 
later  in  the  lives  of  those  participating. 

Harry,  in  his  splendid  achievement  of  pro- 
pelling the  car,  came  near  pulling  a  "boner" 
on  this  crossing  and  escaping  contact  with 
the  Panama  entirely,  whereupon  the  whole 
dramatic  production"  would  have  been  a  fail- 
ure. As  it  was,  the  end  of  the  pilot  beam 
came  in  contact  with  only  about  a  nickel's 
worth  of  the  automobile,  but  in  some  way 
the  entire  nervous  system  of  that  car  seems 
to  have  been  wrecked  and  shattered  and  to 
have  become  sick,  sore  and  lame. 

Nearly  four  hundred  feet  to  the  north  on 
the  right-of-way  was  growing  a  small  patch 
of  popcorn — little,  low-down,  measly  pop- 
corn. Harry  complained  about  this  pop- 
corn's interfering  with  his  view.  The  track 
is  five  feet  higher  than  the  rest  of  the  right- 
of-way,  and  the  engine  is  still  fourteen  feet 
higher  than  the  track,  but  Harry  saw  only 
the  little  popcorn  and  missed  observing  the 
locomotive  entirely.  He  could  particularize 
upon  the  kernels  in  the  little  nubbins  and  the 
chaffy,  crackling  leaves  as  they  rasped  each 
other  under  the  blistering  summer  sun  of 
that  August  day,  but  to  rumbles  and  crash- 
ings  of  a  mighty  monster,  such  as  a  gigantic 
locomotive,  Harry  was  supine  and  inert. 

It  was  here  that  Ferd  took  a  hand  in  the 
game  and  launched  out  on  a  campaign  of 
"No  bell  and  no  whistle."  He  said  he  would 
make  no  compromise  and  give  no  quarter  to 
those  who  had  ruined  that  car,  and  he  didn't. 

We  have  always  been  admirers  of  that 
great  statesman,  Henry  Clay.  He  was  called 
"the  Great  Compromiser."  He  believed  in 
the  give-and-take  doctrine.  He  was  willing 
to  negotiate,  see  both  sides,  pick  out  the  best 
of  both  and  make  a  settlement,  a  compro- 
mise. That  is  what  the  railway  tried  to  do 
with  Ferd.  It  coaxed,  begged  and  besought 
Ferd  to  be  reasonable,  not  to  have  a  lawsuit, 
and  to  accept  something  as  a  compromise. 

But  he  said  he  wouldn't,  and  he  didn't. 

He  started  a  suit — had  a  splendid  suit.   All 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Eighty-seven 


the  embellishments  were  there:  That  is,  it 
cost  money;  took  men  away  from  their  ordi- 
nary pursuits  of  life;  the  lawyers  howled 
with  their  customary  howl;  all  the  bunk  that 
is  usually  bunked  around  a  case  was  bunked 
in  this  one.  Oh,  it  was  a  regular  suit;  no 
doubt  about  that. 

But  how  about  Ferd?  Well,  the  jury  said 
Ferd  should  not  have  sent  Harry  out;  fur- 
ther, that  Ferd  should  have  a  driver  who 
can  distinguish  popcorn  from  a  locomotive, 
or,  when  he  insists  on  a  collision,  have  a  real 
one,  and  not  just  be  content  to  get  the  off- 
side nut  on  the  far  corner  knocked  off  and 
then  raise  a  row  about  a  little  thing  like  that, 
and  popcorn. — C.  D.  C. 


Better  Be  Safe  Than  Under  Sod 

Someone  very  truly  said,  "A  fool  used  to 
blow  out  the  gas,  but  now  he  steps  on  it." 
For  the  first  three  months  of  1921,  three  lives 
have  been  snuffed  out  and  nineteen  persons  in- 
jured in  automobile  grade  crossing  accidents 
on  the  Illinois  Central  System.  This  is  an  in- 
crease of  one  killed  and  five  injured  over  the 
corresponding  period  of  last  year.  The  open 
season  begins,  and  the  harvest  will  be  large 
unless  care  is  taken  by  automobile  drivers  in 
crossing  railroad  tracks.  The  Clinton  (111.) 
Morning  Journal  of  April  27  calls  attention  to 
deaths  by  auto  accidents,  as  follows: 

"The  auto  death  season  has  opened  very 
early  and  with  very  disastrous  results.  From 
all  sections  of  the  country,  from  even  the  most 
remote  corners,  come  the  reports  of  accidents 
in  which  lives  are  lost. 

"The  auto  as  a  death-dealing  machine  has 
far  outstripped  the  railroad  in  effectiveness 
and  precision. 

"It  is  rare  that  railroad  passengers  lose  their 
lives  as  the  result  of  accidents  in  the  opera- 
tion of  trains. 

"The  perfection  of  signaling  systems  and 
their  general  installation,  the  improvement  of 
roadbed,  heavier  rails,  the  substitution  of  steel 
for  wood  coaches,  shorter  hours  for  the  em- 
ployes responsible  for  train  operation,  all  have 
tended  to  make  steam  railroad  travel  safe  and 
secure. 

"But  the  dangers  from  auto  driving  increase. 
Both  drivers  and  pedestrians  are  in  a  continu- 
ously growing  danger  to  life  and  limb. 

"Drastic  regulatory  laws  and  well-enforced 


c'ty  ordinances  have  no  effect  in  slowing  up 
the  speeding,  careless,  negligent  or  neurotic 
driver  who  jeopardizes  his  own  life  and  the 
lives  of  countless  others  in  his  hurry  to  get 
somewhere. 

"Collision  between  trains  and  automobiles  at 
railroad  crossings  are,  almost  without  excep- 
tion, inexcusable.  The  responsibility  for  safe- 
ty is  upon  the  auto  driver,  and  he  understands 
it. 

"An  ounce  of  caution  would  save  scores  of 
lives  who  meet  death  at  grade  crossings. 

"  'Stop,  look  and  listen'  was  designed  to 
protect  life  at  such  dangerous  places. 

"The  average  driver  is  willing  to  look  and 
listen,  but  he  is  not  willing  to  stop,  hence  the 
smash-up." 


A  WESTERN  ANNIVERSARY 

Veterans  of  many  a  cab  and  caboose,  of 
railroad  offices  and  yards,  gathered  -together 
to  renew  old  acquaintances,  revive  old  mem- 
ories and  to  tell  the  younger  generation  how 
they  "used  to  do  it  in  the  good  old  days" 
when  the  pensioned  employes  of  the  South- 
ern Pacific  Company's  Pacific  System  met  at 
their  annual  luncheon  Tuesday,  May  10,  in 
San  Francisco.  It  was  the  fifty-second  anni- 
versary of  the  driving  of  the  last  spike  at 
Promontory  Point,  Utah,  May  10,  1869,  which 
joined  the  Union  Pacific  and  Central  Pacific 
systems  and  formed  the  last  link  in  the  first 
transcontinental  railroad  line.  About  700 
were  present  at  the  luncheon. 


Eighty-eight 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


What  Patrons  Say  of  Our  Service 


A  Little  Service  Note 

From  the  Nine  Line  City  Nezvs,  published 
by  the  Chamber  of  Commerce,  Freeport,  111.: 
A  Freeport  citizen  offers  the  following  as  an 
indication  that  travel  service  is  really  im- 
proving: "I  wanted  to  go  to  Kansas  City 
last  week.  It  was  necessary  to  get  there  at  8 
a.  m.  I  walked  into  the  I.  C.  Ticket  Office, 
asked  the  agent  if  I  could  connect  with  the 
Burlington  at  Mendota  and  reach  Kansas 
City  by  8  a.  m.  The  answer  was  prompt  and 
in  the  affirmative.  The  instant  I  asked  for  a 
ticket  a  clerk  in  the  office  grabbed  the  re- 
ceiver from  the  phone,  called  the  Pullman 
office  in  Chicago,  and  had  my  berth  reserved 
actually  before  the  ticket  was  written  out. 
Some  service!" 


Courtesy  at  a  Trying  Time 

President  C.  H.  Markham  is  in  receipt  of 
the  following  letter  from  C.  H.  Morse,  Jr.,  of 
Fairbanks  Morse  &  Company,  Chicago : 

"I  want  to  express  to  you  my  appreciation 
of  the  very  excellent  service  rendered  by 
various  employes  of  the  Illinois  Central  Rail- 
road, particularly  on  the  Seminole  Limited. 

"During  my  father's  illness,  I  was  obliged  to 
make  the  round  trip  to  Winter  Park,  Fla.,  four 
different  times ;  and  on  each  one  of  these  trips 
I  received  every  possible  consideration  which 
would  tend  to  make  my  journey  as  comfort- 
able and  as  pleasant  as  could  be. 

"On  the  last  return  trip,  at  which  time  I 
brought  back  my  father's  body  in  a  special 
car,  the  attention  and  courtesies  from  em- 
ployes could  not  have  been  better ;  and  I  want 
you  to  know  how  much  all  of  us  appreciated 
at  that  time  the  attention  shown." 


Good  Service  at  Both  Ends  , 

The  following  letter  is  from  David  G. 
-Joyce,  McCormick  Building,  Chicago,  111. 

"Believing  that  good  service  deserves 
commendation  just  as  much  as  bad  service 
should  receive  condemnation,  I  am  writing 
you  in  regard  to  the  excellent  way  in  which 
S.  C.  Baird,  your  district  passenger  agent 


at  Jacksonville,  Fla.,  has  taken  care  of  my- 
self and  friends  during  the  past  two  winters. 

"I  have  a  home  and  spend  three  or  four 
months  at  Miami  each  winter,  but  make 
very  frequent  trips  between  Chicago  and 
there  and  from  Jacksonville  and  other 
points.  Also,  during  that  time  I  usually 
have  a  number  of  friends  who  are  visiting 
me,  going  back  and  forth.  Between  here 
and  Jacksonville  I  always  use  the  Seminole 
Limited,  on  which  train  I  have  always  re- 
ceived excellent  service.  The  way  in  which 
Mr.  Baird  has  taken  care  of  myself  and 
friends  on  many  occasions  with  regard  to 
reservations,  connections,  etc..  has  been  ex- 
tremely gratifying  and  very  helpful  in  the 
case  of  some  business  trips  which  I  have 
had  occasion  to  make.  He  has  helped  me  a 
great  many  times  in  securing  reservations 
on  other  roads  out  of  Jacksonville,  when  it 
was  necessary  for  me  to  use  them,  such  as 
the  Seaboard  over  to  New  Orleans. 

''I  am  simply  writing  this  to  call  your  at- 
tention to  the  fact  that  Mr.  Baird  is  cer- 
tainly a  good  man  to  make  friends  for  the 
Illinois  Central,  and  he  has  gone  out  of  his 
way  many  times  to  help  me  in  instances  in 
which  the  Illinois  Central  did  not  directly 
benefit. 

"I  should  also  call  your  attention  to  the 
fact  that  I  am  also  receiving  the  same  kind 
of  good  treatment  from  your  city  passen- 
ger agent  here,  A.  U.  Sawbridge,  who  has 
also  taken  very  good  care  of  me  during  the 
rush  season-  when  it  was  necessary  for  me 
to  travel  back  and  forth  on  the  Seminole 
on  account  of  business. 

"This  all  tends  to  get  business  for  the 
Illinois  Central  passenger  department  from 
myself,  my  friends  and  their  friends." 


Uses  the  Panama  Limited 
The    following   letter   is    from    Dwight    B. 

Cheever,  of  the  law  firm  of  Cheever  &  Cox, 

1133   Monadnock  Building,   Chicago,  111. 
"As    I    have    in    the    past   sent   you    some 

complaints,    perhaps    you    would    like    some 

good   news  from  me. 

"Yesterday  your  Panama  Limited  stopped 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


Eighty-nine 


at  Flossmoor  and  let  off  Mrs.  Cheevcr  and 
the  rest  of  my  family,  completing  their 
six  and  one-half  months'  residence  at  Bi- 
loxi,  Miss.  Both  Mrs.  Cheever  and  her 
mother,  Mrs.  Vallette,  were  very  enthusiastic 
about  the  courtesies  extended  them  on  the 
entire  trip,  all  of  which  was  very  beautifully 
arranged  by  Mr.  Sawbridge,  with  the  as- 
sistance of  your  Mr.  Mitchell  of  New  Or- 
leans. If  I  were  chairman  of  the  board 
of  directors  of  your  company  or  the  con- 
trolling stockholder,  the  party  could  not 
have  had  better  attention.  The  stopping 
of  this  wonderful  train  at  Flossmoor,  both 
going  last  fall  and  returning  yesterday,  was 
of  very  great  service  to  all  of  the  party  of 
five,  and  I  am  very  grateful  to  you  for  per- 
mitting it. 

"I  particularly  want  to  congratulate  you 
on  having  such  an  efficient  employe  as  Mr. 
Sawbridge,  who  not  only  arranged  this  trip 
for  the  ladies  but  also  with  great  skill  and 
extreme  courtesy  arranged  several  winter 
trips  for  me  personally." 


For  Panama  Limited  Engineers 

The  following  neat  compliment  for  engi- 
neers on  the  Panama  Limited  was  written 
by  Thomas  P.  Jackson,  4601  Harrison 
street,  Kansas  City,  Mo.,  to  S.  B.  Mitchell, 
city  passenger  agent  at  New  Orleans,  La.: 

"The  trip  on  your  pet  train,  the  Panama 
Limited,  was  a  thoroughly  enjoyable  one 
from  every  angle.  My  business,  as  you 
know,  takes  me  all  over  God's  country,  and 
I  can  truthfully  say  that  I  have  yet  to  find 
a  better  train  than  the  Panama  Limited. 
Service,  equipment  and  courtesy  can  be 
found  a-plenty  on  that  train.  And  one  word 
for  your  engine  drivers.  They  make  it 
possible  to  get  as  good  a  night's  rest  as 
though  you  were  in  your  own  bed  at  home. 
I  can't  say  as  much  for  dozens  of  other 
roads,  where  I  have  been  banged,  and 
knocked  about  in  my  berth  until  I  would 
give  up  trying  to  sleep." 


cently    addressed    the     following    letter    io 
Agent  A.   H.   Wallace,  at  Lincoln: 

"We  very  much  appreciate  the  interest 
which  you  have  shown  in  locating  the  five 
rolls  of  paper  that  went  astray  before  reach- 
ing your  line.  It  was  an  unfortunate  occur- 
rence for  us,  but  we  fully  realize  that  you 
hastened  the  arrival  of  the  paper  by  giving 
it  the  personal  attention  that  finally  had  it 
transferred  to  the  Illinois  Central,  when  it 
was  delivered  promptly. 

"It  is  service  of  this  kind  that  has  made 
us  appreciate  you  in  Lincoln,  and  while  we 
realize  the  Illinois  Central  has  many  posi- 
tions of  greater  emolument  and  title  that 
you  would  ably  fill,  we  sincerely  hope  that 
no  inducement  will  be  offered  that  might 
take  you  from  us. 

"In  appreciation  of  your  assistance  we 
shall  order  further  consignments  of  paper, 
shipped  by  the  Illinois  Central." 


A  Newspaper  Man  Pleased 

Willard    E.    Carpenter,    publisher    of    the 
llrenuuj    Courier-Herald   at    Lincoln,    111.,    re- 


Made  a  Fire  for  the  Patrons 

H.  H.  King,  of  the  Chicago  Motor  Bus 
Company,  1124  Rosemont  avenue,  Chicago, 
111.,  recently  wrote  to  President  C-  H. 
Markham  as  follows: 

"I  should  like  to  call  to  your  attention 
the  courtesy  and  consideration  shown  the 
patrons  of  your  road  by  Station  Agent  S,  R. 
Crawford  at  Genoa,  111. 

"This  station  is  not  generally  open  on 
Sundays,  but  on  Sunday,  May  1,  1921,  due 
to  the  fact  that  the  train  scheduled  to  arrive 
at  7:40  p.  m.  did  not  reach  Genoa  until  10:20 
p.  m.,  your  Mr.  Crawford  opened  the  sta- 
tion-house, and,  as  it  was  quite  cold,  lit  a 
fire  and  kept  us  informed  from  time  to  time 
as  to  the  progress  the  train  was  making,  not 
leaving  until  he  had  seen  us  all  safely 
aboard. 

"At  various  times  when  I  have  been  at 
Genoa,  I  have  remarked  the  unfailing  cour- 
tesy of  your  Mr.  Crawford  and  his  seeming 
desire  to  be  of  the  greatest  service  to  every- 
one, and  have  intended,  a  number  of  times, 
writing  you  regarding  the  exceptional  serv- 
ice your  patrons  receive  at  this  station,  but, 
having  failed  to  do  so  in  the  past,  I  wish 
to  make  the  best  of  the  present  opportun- 
ity, and,  through  you,  thank  Mr.  Crawford 
for  the  many  courtesies  he  has  shown  me." 


Ninety 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


CHASING  ™?  S 


ENT 


Storing  Material 

By  G.  W.  RICE 
Division    Storekeeper,    Memphis,    Tenn. 

HAVING  had  some  experience  in  mov- 
ing of  store  stocks  from  one  point  to 
another,  I  have  always  found  that 
the  first  thing  necessary  is  to  have  suitable 
racks  built  for  the  material  to  be  stored, 
having  a  bin  for  each  item,  all  bins  properly 
labeled,  showing  material  they  contain,  and 
the  stock  arranged  iri  sectional  order.  After 
the  stock  is  so  arranged,  stock  books  should 
be  written  in  sectional  order  and  in  the  order 
that  the  material  is  stored. 

With  the  items  neatly  stacked  in  the  bins 
and  stock  books  written  to  correspond,  it  is 
an  easy  matter  at  stock-taking  time  to  cover 
the  entire  stock  in  a  short  time,  and  the  ma- 
terial so  stored  and  properly  labeled  permits 
the  taking  of  stock  by  men,  if  necessary, 
who  are  not  thoroughly  familiar  with  all 
items  of  material.  An  arrangement  of  this 
nature  in  the  storehouse  not  only  facilitates 
the  taking  of  stock,  but  also  expedites  the 
service  of  the  counter  and  affords  an  educa- 
tion to  storehouse  apprentices. 

Proper  Arrangement  Necessary. 
The  unit  system  for  material  on  shelves 
at  this  point  is  not  used  to  any  great  extent, 
as  with  the  majority  of  items,  if  properly  ar- 
ranged in  the  bins,  one  can  tell  at  a  glance 
the  quantity  on  hand.  Of  course,  in  such 
bins  as  contain  powders,  nuts,  washers,  nails, 
rivets,  etc.,  their  constant  use  gives  the  store- 
house men  the  benefit  of  knowing  the  amount 
the  bins  contain.  Please  bear  in  mind  that 
the  bins  above  would  represent  only  broken 
packages,  the  main  storage  being  taken  care 
of  in  original  containers  in  the  wholesale 
room  or-  some  other  part  of  the  storehouse. 
The  practice  of  opening  up  packages  is 
guarded  against  as  much  as  possible  to  insure 
only  a  working  stock  in  the  bins,  leaving  a 


balance   on   hand   in   original   containers   for 
shipment   if  necessary. 

Material  stored  on  the  outside,  such  as 
castings,  tires,  driving  axles,  knuckles,  etc., 
in  my  estimation  should  all  be  stenciled  at 
time  of  receipt  with  white  lead,  showing 
pattern  number,  sheet  reference,  size  or 
class  of  engine.  This  will  avoid  the  neces- 
sity of  rehandling  material  at  stock-taking 
and  other  times,  hunting  for  pattern  num- 
bers, or  the  measuring  and  checking  up  with 
blue  prints  to  secure,  size  or  sheet  reference. 
This  material  should  be  stacked  in  units  or 
groups,  with  stock-books  written  according- 
ly, to  permit  accurate  and  prompt  checking 
of  stock  at  stock-taking  time. 

Where  Markers  Should  Be  Placed. 

On  items  such  as  bar  iron,  finished  lumber 
for  buildings  and  cars,  1-in.  and  2-in.  lumber 
tie  plates,  rail  joints,  etc.,  I  believe  the  unit 
system  should  be  used  to  avoid  the  necessity 
of  recounting  the  entire  stock  each  time  it  is 
desired  to  know  the  quantity  on  hand.  To 
do  this  the  piles  should  be  graduated  in  sec- 
tions, with  a  marker  designating  the  amount 
on  hand  in  each  section.  These  markers 
can  be  placed  on  the  pile  itself,  but  where 
certain  bins  are  used  for  piling  a  certain 
size  item,  such  as  iron,  flues,  pipe,  etc.,  1 
believe  the  bin  contents  should  be  marked 
on  the  standards  of  the  bin.  Marking  of 
this  nature  will  furnish  the  person  taking 
stock  at  a  glance  the  quantity  on  hand.  Oil 
tanks  should  be  properly  gauged,  which  I 
believe  is  a  common  practice. 

Some  roads  advocate  the  perpetual  inven- 
tory of  every  item  of  material  carried, 
whether  in  storehouse  bins  or  in  the  yard, 
and  run  the  unit  system  throughout  the 
storehouse,  in  fact  on  all  items,  but  as  yet 
I  have  not  been  convinced  that  we  would 
receive  sufficient  returns  for  the  time  and 
expense  involved.  With  the  stocks  properly 
arranged,  good  stock-books  written  up  to 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Ninety-one 


coincide  with  the  material  as  stored,  the 
proper  placing  of  material  in  bins  and  the 
unit  marking  of  items  on  the  outside  as  men- 
tioned, I  feel  that  considerable  will  be  ac- 
complished in  the  way  of  an  economical 
method  to  insure  monthly  checks  being  taken 
properly  and  promptly. 


Things  We  Should  or  Should  Not  Do 

Have  you  talked  to  your  merchant,  coal 
dealer  or  any  of  your  friends  to  find  out  if 
they  are  routing  their  freight  over  other  lines 
that  could  be  routed  over  the  Illinois  Central? 

When  breaking  ice,  always  sweep  up  the 
small  lumps.  You  may  walk  back  over  them 
and  cripple  yourself. 

Fix  that  leaky  water  hose. 

Keep  things  moving ;  don't  stop. 

Don't  be  satisfied  until  you  get  every  for- 
eign car  off  your  division.  We  don't  need 
them.  We  have  system  cars  standing  idle. 
Why  pay  per  diem  on  foreign  cars? 

Help  yourself.  This  means  results.  Results 
mean  income  to  the  company.  The  company's 
prosperity  is  yours.  It's  up  to  you ! 

Let  everyone  get  interested  in  the  "No  Ex- 


ception"   campaign.      Exceptions    can    be    de- 
creased and  must  be  decreased. 

Get  all  the  scrap  from  fence  to  fence  and 
get  it  off  your  division.  Disposal  of  it  means 
money  in  the  treasury. 

Pick  up  those  scattered  grain  doors.  You 
will  need  them  when  the  grain  begins  to  move. 

There  are  some  live  and  intelligent  work- 
ers procuring  freight  business  among  em- 
ployes. They  are  to  be  congratulated.  Are 
you  open  for  congratulations? 

Talk  moving  of  coal  at  this  time.  If  all 
take  advantage  of  stocking  up  when  business 
does  open  up,  someone  is  liable  to  suffer  for 
the  want  of  coal.  Just  think  of  those  cold, 
wintry  days  that  are  sure  to  come. 

Have  you  ever  contributed  anything  to  the 
Illinois  Central  Magazine?  You  certainly  must 
have  some  good  ideas.  Let  the  company  have 
the  benefit  of  them. 

Have  you  returned  all  of  your  surplus  sta- 
tionery? If  not,  do  so.  It  may  save  the  pur- 
chase of  some  forms  that  you  have  on  hand. 

Clean  up  that  old  dirty  corner  in  the  freight 
house.  You  know  what  corner  I  mean. 

Talk  for  business  for  the  Illinois  Central 
whenever  opportunity  presents  itself. 


One  Short  a  Year  This  Agent's  Record 


That  the  opportunity  for  service  to  the 
company  is  relatively  as  great  in  the  small 
town  as  in  the  city,  that  care  will  keep  down 
claims,  and  that  there  is  something  in  a 
name  is  proved  by  J.  W.  Loyal,  agent  at 
Narrows,  Ky.,  who  recently  addressed  the 
following  self-explanatory  letter  to  T.  E. 
Hill,  superintendent  at  Louisville: 

"I  have  just  read  an  article  in  the  February 
issue  of  the  Illinois  Central  Magazine,  which 
was  written  by  C.  H.  Williams,  agent,  Jack- 
son, Miss. 

"This  letter  is  interesting  to  those  who  de- 
sire to  keep  down  claims.  f  •  • 

"I  am  one  of  the  many  'small'  agents.  I 
do  not  handle  quite  so  much  freight  as  most 
agents  do;  therefore,  I  do  not  have  so  many 
chances  for  claims,  though  a  shortage  will 
cost  the  company  just  as  much  here  as  it 
would  in  a  larger  place. 

"I  have  been  trying  to  keep  down  short- 
ages here  as  best  I  could.  I  have  failed  to 
do  this  in  many  instances,  yet  my  record  is 


not  so  bad  as  it  could  have  been.  In  check- 
ing over  my  short  orders,  for  which  claims 
were  made,  I  find  them  as  follows: 

1 December  21,  1914 

1 April  17,  1917 

1 June  8,  1917 

1 August  9,  1919 

1 '. December   7,   1918 

1 March  12,  1919 

1 May  10,  1919 

"This  makes  an  average  of  about  one  each 
year  for  seven  years.  Is  this  record  as  good 
as  it  could  have  been?  If  not,  why  not?  If 
there  is  a  record  on  the  Kentucky  Division 
that  will  beat  this,  I  would  like  to  hear  from 
it.  Should  each  agent  co-operate  and  work 
to  keep  down  claims,  as  Mr.  Williams  has 
outlined,  it  would  not  be  long  until  claims 
would  be  forgotten. 

"I  will  appreciate  any  suggestions  that  will 
enable  me  to  show  a  better  report  on  short 
freight." 


Ninety-two 


June  1921 


PUBLIC  OPINION 

"WLtthe          J^lk     World  thinks 


ROBBING  RAILROADS 

A  short  time  ago  a  Holmes  County  farmer 
filed  a  claim  with  the  Y.  &  M.  V.  Railroad 
for  $250  damages  on  account  of  the  alleged 
killing  of  one  of  his  hogs  by  a  train. 

A  claim  agent  was  assigned  to  the  case 
who  must  have  been  from  Missouri,  for  he 
politely  asked  to  be  shown.  The  dead  hog 
was  found  in  a  pasture  just  off  the  right-of- 
way  with  a  wound  in  the  side.  It  looked  sus- 
picious, and,  to  make  a  long  story  short,  the 
investigation  developed  proof  that  the  hog 
had  not  even  been  on  the  right-of-way,  but 
was  gored  to  death  by  a  bull. 

There  are  a  lot  of  folks  in  this  state,  as 
elsewhere,  who  are  ordinately  honest,  but 
they  have  no  compunctions  of  conscience 
whatever  about  robbing  a  railroad  whenever 
they. get  the  opportunity.  The  owner  of  this 
particular  hog  probably  would  not  enter  a 
store  and  steal  $250  out  of  the  cash  drawer, 
neither  could  he  be  induced  to  rob  a  bank, 
but  he  was  quite  willing  to'tap  the  railroad's 
cash  box  for  $250  to  which  he  was  not  enti- 
tled. 

In  a  majority  of  our  courts  there  has  been 
a  healthy  improvement  of  public  sentiment 
on  this  subject  in  recent  years.  Juries  no 
longer  give  verdicts  against  railroads  merely 
because  they  are  railroads.  In  a  few  of  the 
counties  there  is  still  room  'for  improvement 
in  this  respect,  but  it  is,  gratifying  to  see  that, 
in  most  instances,  juries  recognize  that  cor- 
porations are  as  much  entitled  to  the  square 
deal  as  individuals. — 'Jackson  (Miss.)  Daily 
News,  May  22. 

SHOULD  NOT  BE  URGED  NOW 

A  few  days  ago,  a  motion  was  made  and 
carried  in  the  Grenada  County  Chamber  of 
Commerce  that  a  committee  be  named  to 
request  the  Illinois  Central  Railroad  Com- 
pany to  erect  a  shed  over  the  railroad  tracks 
where  passengers  board  trains  in  Grenada 


and  to  cover  stock  pens.  We  are  advised 
that  Mr.  A.  D.  Caulfield,  superintendent  for 
this  division,  has  answered  the  committee, 
stating  that  under  the  circumstances  it  would 
be  impossible  at  this  time  to  comply  with 
the  request. 

It  is  our  judgment  that  the  matter  should 
not  be  urged  on  the  railroad  now.  Unless 
those  who  ought  to  be  in  position  to  know 
are  either  misinformed  or  are  fooling  the 
public,  and  we  do  not  believe  this  to  be  the 
case,  the  railroads  are  stretched  like  a  wet 
shoestring  now,  hence  it  is  an  unwise  policy 
to  insist  on  any  expenditures  that  can  be 
avoided.  We  believe  that  this  will  be  the 
position  of  the  Chamber  of  Commerce  when 
the  matter  is  again  called  up.  This  is  the 
time  for  every  good  citizen  to  pull  with 
every  other  good  citizen;  for  every  loyal 
American  enterprise  to  co-operate  with 
every  loyal  American  enterprise,  and  to  sup- 
press any  'possible  local  selfishness. — Gre- 
nada '(Miss.)  Sentinel,  April  22. 


SAVES  PARISH  MUCH  MONEY 

The  Illinois  Central  Railroad  deserves 
much  credit  for  the  excellent  manner  in 
which  it  handled  the  washout  situation  on  its 
lines  through  Mississippi  during  last  week.' 

The  most  torrential  rain  observed  in  Mis- 
sissippi and  Louisiana  for  twenty  years  fell 
on  Sunday  night,  causing  all  streams  to 
overflow  and  inundating  the  railroad  tracks 
in  several  places.  Traffic  was  delayed  for 
many  hours;  but  the  Illinois  Central  crews 
were  soon  on  the  job,  and  traffic  was  re- 
stored almost  to  normalcy  by  Wednesday. 

Despite  the  washouts,  the  Illinois  Central 
shot  through  fourteen  cars  of  berries  Tues- 
day, and  Wednesday  all  cars  necessary  to 
handle  the  crop  were  rolling. 

People  do  not  appreciate  the  fact  that  the 
Illinois  Central  is  a  railroad,  and  at  the  first 
opportunity  the  harpoon  is  stuck  into  its 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Nineiy-thrtt 


hide.  Had  we  been  living  on  some  of  the 
jerk-water  lines  operating  in  Louisiana,  then 
the  berry  crop  would  have  been  a  total  loss, 
for  it  takes  some  of  the  roads  a  week  to  clear 
a  small  freight  wreck.  How  long  would  it 
take  them  to  rebuild  bridges  and  many  miles 
of  track? — Ponchatoula  (La.)  Enterprise, 
March  25. 


THROUGH    RAILROAD    SPECTACLES 

Boldly  challenging  the  opinion,  so  gen- 
erally expressed,  that  a  reduction  in  the  pres- 
ent high  freight  rates  will  bring  a  revival  of 
business,  C.  H.  Markham,  president  of  the 
Illinois  Central  Railroad  and  one  of  the  emi- 
nent authorities  on  transportation,  declares 
that  present  rates  have  little  to  do  with  gen- 
eral business  conditions  at  this  time,  and 
that  to  reduce  tariffs  out  of  hand  without 
waiting  to  see  if  there  shall  be  a  sufficient 
revival  of  trade  to  justify  reductions,  would 
be  a  serious  and  dangerous  experiment. 

-Speaking  to  business  men,  he  says  that 
one  of  the  great  factors  of  business  revival 
will  be  stability  of  the  business  of  railroad- 
ing. "The  volume  of  business  in  this  coun- 
try," asserts  Mr.  Markham,  "will  not  in- 
crease until  the  man  who  buys  has  made  up 
his  mind  that  stable  conditions  have  been 
reached.  That  time,  I  hope,  is  not  far  off 
and  I  implore  that  we  all  have  patience." 

To  prove  that  freight  tariffs  are  not  in  any 
way  impeding  business,  Mr.  Markham 
quotes  many  rates  and  phases  of  declining 
commerce.  With  a  certain  class  of  lumber 
selling  in  Chicago  a  year  ago  at  $53.50  a 
thousand  feet,  which  included  freight  charges 
of  $8.50,  the  railroads  could  not  find  cars 
enough  to  handle  the  business.  This  year 
the  same  lumber  is  selling  in  Chicago  at 
$41.34,  including  freight  charges  of  $11.34. 
Despite  the  fact  that  lumber  is  offered  at 
$12  a  thousand  less  than  it  was  a  year  ago, 
no  business  is  moving. 

A  year  ago  cotton  sold  for  40  cents  a 
pound.  Last  November  it  was  15  cents,  and 
now  it  is  12  cents.  Mr.  Markham,  who  is  an 
authority  on  the  cotton  .industry,  declares 
that  if  the  freight  rate  were  taken  off  entire- 
ly not  a  bale  of  cotton  would  move  that  can- 
not move  with  the  present  freight  charges. 
The  railroad  chief  does  not  insist  that  freight 
tariffs  are  just  right  and  should  not  be 
changed.  He  contends  that  the  future  of 


the  railroads  must  be  settled  before  the  tariff 
tinkering  is  done.  He  does  not  maintain 
that  prices  should  not  be  brought  down,  but 
asks  only  that  the  public  withhold  judgment 
until  the  interstate  commerce  commission 
shall  have  thoroughly  investigated  the  situa- 
tion and  rendered  its  decision.  "The  inter- 
state commerce  commission  is  a  responsible 
body.  It  is  the  physician  in  charge  of  a  very 
sick  man,"  he  says  "and  it  is  not  for  us  to 
recommend  a  cure  when  we  have  the  great- 
est specialist  of  all  on  the  job." 

In  behalf  of  the  railroads  it  must  be  ac- 
knowledged that  the  business  is  not  like  a 
manufacturing  plant— to  be  shut  down  when 
business  is  poor.  The  railroad  must  keep 
going  all  the  time,  and  it  is  required  by  law 
to  maintain  a  certain  standard.  Fixed 
charges  must  be  met  and  money  raised  to 
take  care  of  these.  The  establishment  of 
credit  can  only  be  secured  from  freight  and 
passenger  earnings.  If  the  traffic  is  light,  the 
tariffs  must  go  up,  for  if  the  roads  are  to 
continue  to  operate  they  must  earn  the  funds 
to  pay  the  expenses. 

Mr.  Markham's  argument  in  defense  of 
the  railroads  is  logical  and  receives  the  sup- 
port of  many  business  men.  There  are, 
however,  many  in  the  business  world  who 
declare  that  rates  on  many  basic  commod- 
ities such  as  coal,  grain,  livestock  and  other 
raw  materials  are  so  high  as  to  prove  ex- 
tremely burdensome  in  many  localities. 

Whether  such  burdens  can  be  eased,  at 
the  same  time  doing  full  justice  to  the  roads 
themselves,  is  the  question  which  the  fed- 
eral commission  must  determine. — Anaconda 
(Mont.)  Standard,  May  1. 

GOOD  WORD  FOR  ROCKFORD 

"I  have  long  been  impressed  with  your  for- 
ward-looking city,"  declared  President  C.  H. 
Markham,  of  the  Illinois  Central,  upon  his 
arrival  here. 

"Rockford,  in  its  natural  beauties,  its  ac- 
quired beauties,  its  growth  and  its  prosperity, 
is  an  outstanding  city  in  all  respects. 

"If  I  were  asked  to  state  what  I  consider  its 
most  dominant  feature,  1  would  say  it  is  the 
vision,  ability  and  'pull-together'  spirit  of  its 
business  men,  for  such  is  reflected  in  the  city's 
growth  from  a  little  more  than  31,000  inhabi- 
tants in  1900  to  approximately  69,000  in  1920 — 


Ninety-four 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


an  increase  of  123  per  cent  in  a  period  of  twen- 
ty years. 

"This  is  also  manifest  in  its  more  than  450 
manufacturing  industries,  and  in  the  fact  that 
it  is  the  second  largest  furniture  manufactur- 
ing city  in  the  world. 

"Rockford's  natural  advantages  alone  would 
not  have  attracted  all  these  industries.  Her 
natural  advantages  were  merely  the  foundation 
upon  which  your  business  men  have  builded 
so  successfully. 

"I  predict  that  Rockford's  growth  and  pros- 
perity of  the  past,  brilliant  as  it  has  been,  will 
seem  small  in  comparison  with  its  growth  and 
prosperity  of  the  future.  I  am  proud  that  the 
Illinois  Central  has  long  been  identified  with 
the  growth  and  development  of  your  wonder- 
ful city.  In  all  your  plans  for  the  future,  so 
long  as  I  am  its  president,  I  pledge  the  Illinois 
Central's  heartiest  cooperation." — Rockford 
(111.)  Register-Gazette. 

SAFETY  FIRST  IN  SCHOOLS 

Principal  E.  George  Payne  of  the  Harris 
Teachers  College,  St.  Louis,  is  a  leader  in  a 
distinctive  phase  of  safety-first  effort.  In 
this  phase,  without  relaxing  energy  in  in- 
culcating in  the  general  public  the  habits 
tending  to  accident-prevention,  it  is  held 
that  the  best  results  are  obtained  by  catch- 
ing the  citizen  when  young  and  impressing 
on  him  from  early  age  the  principles  that 
ought  to  be  kept  in  mind  and  form  a  guide 
during  all  his  remaining  years.  In  other 
words,  Doctor  Payne's  idea  is  that  by  teach- 
ing safety  first  in  the  public  schools  as  other 
important  branches  are  taught,  special  re- 
gard to  accident-prevention  is  made  to  ex- 
tend over  a  longer  period  of  the  average  life 
and  the  pupil  comes  to  man's  estate  with  a 
firmer,  more  intelligent  grasp  of  the  entire 
subject  than  he  could  acquire  in  any  other 
fashion. 

Of  course,  after  instruction  of  this  kind 
had  been  given  in  the  schools  for  a  consider- 
able length  of  time,  its  results  could  be  mea- 
sured by  the  prevalence  of  accidents  in  in- 
dustry, in  rail,  highway  and  water  trans- 
portation, in  the  miscellaneous  activities  of 
adult  life.  Just  now  assembly  of  highly  in- 
teresting data  on  the  value  of  this  part  of 
the  public  school  curriculum  to  the  children 
themselves,  those  who  still  have  the  subject 
under  study,  is  made  possible.  In  the  three 


years,  1917,  1918  and  1919,  the  public  utility 
fatalities  to  St.  Louis  children  of  school  age 
numbered  forty,  an  average  of  13  1-3  a  year. 
In  1920  they  numbered  but  two.  In  1917 
the  fatal  accidents  from  all  causes  to  chil- 
dren of  school  age  were  fifty.  In  1920  they 
were  but  twenty.  Notwithstanding  the 
enormous  increase  in  the  number  of  auto- 
mobile's operated,  the  deaths  among  children 
due  to  automobiles  increased  but  two  since 
1917. 

The  only  known  factor  accounting  for  this 
exhibit  of  relative  and  actual  decreases  is 
the  introduction  of  safety-first  instruction  in 
the  schools  in  1919.  The  exhibit  is  equally 
significant  when  carried  into  detail.  Com- 
parisons among  schools  seem  to  show,  a  va- 
riation in  fatal  accidents  proportioned  to  the 
length  of  time  and  thoroughness  with  which 
the  new  subject  is  studied.  Schools  most 
disadvantageously  located  in  respect  to  near- 
by car  lines  and  congestion  of  traffic  in  adja- 
cent streets  are  placed  on  a  parity  in  serious 
accidents  with  schools  in  the  quietest  res- 
idental  neighborhoods. 

Probably  the  figures  on  nonfatal  accidents 
would  be  just  as  interesting,  were  complete 
figures  for  such  a  showing  obtainable.  In 
adding  safety-first  principles  to  the  prepara- 
tion given  our  children  for  their  life  work, 
we  provide  a  safeguard  for  their  own  pro- 
tection. What  part  of  the  public  school 
training  could  be  more  practical? — St.  Louis 
(Mo.)  Globe-Democrat,  May  25. 


AN  ETERNAL  TRUTH 

All  the  wild  ideas  of  unbalanced  radical 
agitators  the  world  over,  in  their  ignorant 
and  pitiable  quest  for  happiness  through 
revolution,  confiscation  of  property,  and 
crime,  cannot  overthrow  the  eternal  truth 
that  the  one  route  to  happiness  through 
property  or  government  is  over  the  broad 
and  open  highway  of  service.  And  service 
always  means  industry,  thrift,  respect  for 
authority,  and  recognition  of  the  rights  of 
others. — W.  G.  SIBLEY,  in  the  Chicago  Jour- 
nal of  Commerce,  May  14,  1921. 

MARKHAM  SOUNDS  WARNING 

Will  the  public,  which  consists  of  all  coal 
users,  allow  itself  to  be  caught  napping  this 
year,  or  will  it  profit  by  experience  and  lay 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


Ninety -five 


in  a  supply  early  while  coal  is  more  easily 
and  quickly  obtained  at  a  lower  price? 

C.  H.  Markham,  president  of  the  Illinois 
Central  Railroad,  has  issued  a  timely  warn- 
ing. He  calls  attention  to  the  proverbial  car 
shortage  in  the  fall,  when  every  business 
wants  cars  at  the  same  time,  and  mines  run 
short  of  a  supply.  That  makes  coal  difficult 
to  obtain  and  affords  the  dealer  so  inclined 
an  opportunity  to  raise  the  price  to  the  con- 
sumer. Many  coal-consuming  manufactur- 
ers act  as  foolishly  as  the  householder  and 
pay  the  forfeit.  Mr.  Markham  calls  attention 
to  the  inevitable  when  he  says: 

It  is  clear  that  unless  coal  dealers  and  con- 
sumers profit  by  the  les.°ons  of  the  oast  and 
begin  at  once  to  lay  In  necessary  fall  and 
winter  supplies  another  coal  shortage  will  be 
brought  about. 

More  than  250,000  open-top  cars  are  nowi 
standing  idle.  Nearly  one-half  of  the  open-top! 
equipment  of  the  Illinois  Central  is  idle.  Coal 
operators  are  in  a  position  to  produce  and  thei 
railroads  in  a  position  to  move  a  large  tonnage 
of  coal. 

It  is  a  timely  warning,  and  coal  consumers 
will  take  notice  or  stand  the  consequence. 

As  for  the  individual  consumer  in  Bir- 
mingham, high-grade  coal  good  for  grates 
and  furnaces  is  obtainable  for  $7.50  to  $8.50. 
There  is  coal  that  costs  more,  but  fuel  satis- 
factory for  home  purposes  is  obtainable  at 
these  prices. — Birmingham  (Ala.)  Age  Her- 
ald, May  3. 

RAILROAD  LABOR'S  DEFENDERS 

Labor  would  probably  willingly  endorse 
its  well-meaning  defenders  if  they  would 
merely  confine  tfiemselves  to  blackguarding 
Wall  Street,  and  capital  generally.  But  union 
leaders  with  a,  capacity  for  reasoning  are 
naturally  embarrassed  by  such  a  defense  as 
that  offered  by  the  New  York  World  of  May 
12.  Speaking  of  the  fact  that,  in  spite  of 
actually  lower  cost  of  transportation  from 
Texas  to  Liverpool,  40.  per  cent  of  that 
state's  cotton  crop  is  still  unmoved,  the 
World  editorial  says : 

Accordingly,  says  Mr.  Kruttschnitt,  the  high 
rates  are  not  responsible  for  the  low  volume  of 
traffic.  Good.  Then  by  the  same  token  the 
high  wages  which  he  chiefly  complains  of  are] 
not  responsible  for  the  low  volume  of  traffic. 

This  might  be  called  the  prize  non  sequi- 
tur.  No  railroad  manager  in  his  senses  ever 
said  that  high  wages  were  responsible  for 
low  traffic.  His  practical  mind  could  not 
possibly  connect  the  two  things,  for  the 
good  reason  that  they  are  unrelated.  The 
World's  equation  does  not  balance.  The 


heavier  the  freight  carried,  in  fact,  the  more 
hopelessly  bankrupt  must  nine-tenths  of  our 
railroads  become  if  they  continue  to  pay  the 
present  scale  of  wages.  If  there  are  no  net 
earnings  from  operation,  if  operating  costs 
are  101  per  cent  and  over,  every  additional 
ton  carried  makes  them  more  insolvent. 

Of  course,  the  high  wages  are  not  respon- 
sible for  the  low  volume  of  traffic.  They 
are  responsible  for  the  small  or  non-exist- 
ent net  earnings.  And  then  the  World  goes 
on  to  say  that: 

The  railroad  experts  will  not  get  anywhere 
with  their  problem  before  Congress  until  they 
begin  to  tell  Congress  in  plain  terms  just  what 
is  the  matter. 

Anyone  using  the  accepted  processes  of 
reasoning  wonders  where  the  World  critic 
thinks  he  is  going,  or  if  he  is  merely  con- 
tented that  he  is  on  his  way.  Be  it  remem- 
bered that  the  high  wages  have  been  or- 
dained by  Congress,  not  merely  through  the 
railroad  administrators,  but  by  the  Adamson 
law  of  1916  and  the  Esch-Cummins  act  itself, 
whose  first  result  was  a  wage  increase  of 
$500,000,000  out  of  $1,300,000,000  asked. 
There  is  no  other  reason  for  impending  re- 
ceivership for  all  the  railroads  but  a  bare 
half-dozen,  and  no  other  railroad  problem  is 
before  Congress  or  the  American  people. 

Closed  shop,  crippling  working  conditions 
and  wages  in  excess  of  those  for  the  same 
service  in  any  other  trade  constitute  the  leg- 
acy of  government  ownership.  The  railroad 
problem  is  labor.  If  we  solve  that,  we  auto- 
matically solve  the  problem  of  credit. — New 
York  (N.  Y.)  Wall  Street  Journal,  May  13. 


SAVE  MONEY  FOR  YOURSELF 

The  Illinois  Central  Railroad,  through 
President  Markham,  the  other  day  printed  a 
statement  in  the  State-Times,  paid  for  at 
advertising  rates,  in  which  the  head  of  this 
great  railroad  system  urged  upon  the  peo- 
ple of  Baton  Rouge  the  importance  of  buy- 
ing their  winter  coal  now. 

The  advantage  of  this  is  so  obvious  that  it 
should  hardly  be  necessary  for  a  railroad  or 
a  newspaper  to  point  out  the  need  of  buying 
coal  now. 

Coal  is  cheaper  now  than  it  will  be  in  the 
winter,  when  the  demand  is  at  its  peak,  and 
coal  is  plentiful  now.  In  the  winter  it  will 
probably  be  scarce  and  high. 

The  railroad  is  interested  in  the  coal  proh- 


Ninety-sir 


June  \c)il 


lem  from  a  traffic  standpoint.  At  the  present 
time  it  can  move  coal  without  difficulty.  It 
has  plenty  of  cars  and  plenty  of  motive  pow- 
er for  this  purpose.  There  will  be  no  delay 
in  getting  coal  moved  from  the  mine  to  the 
consumer. 

Seven  or  eight  months  from  now  not  only 
may  coal  itself  be  scarce,  but  cars  in  which 
lo  haul  it  and  motive  power  with  which  to 
move  it  may  not  be  obtainable. 

We  should  all  draw  a  lesson  from  the  coal 
shortage  "of  last  winter.  During  the  early 
spring  of  1920  coal  was  to  be  had  at  reason- 
able figures.  By  fall  it  was  so  scarce  that  it 
could  not  be  bought  at  any  price  in  some 
cities. 

Those  who  bought  their  coal  early  saved 
money  for  themselves. 

The  same  will  probably  be  true  this  year. 
Make  certain  of  your  coal  by  getting  it  now. 
— Baton  Rouge  (La.)  State-Times,  May  5. 


THE  WASTERS 

Railroads,  through  inefficiency  of  managers, 
waste  billions  annually,  union  labor  tells  the 
Railroad  Labor  Board. — Chicago  dispatch. 

The  "Iliad"  and  the  "Odyssey"  were  not 
the  works  of  Homer.  The  Homeric  legend 
is  not  more  based  upon  truth  than  the  stories 
of  the  adventures  of  the  Homeric  heroes. 

Shakespeare  was  a  man-about-the-theater, 
his  genius  a  pleasing  myth.  Works  attrib- 
uted to  him,  bound  under  his  name,  should 
be  attributed  to  somebody  else,  albeit  the 
identity  of  the  writer  has  not  been  estab- 
lished definitely. 

George  Washington  was  more  politician 
than  patriot.  He  was  the  favored  son  of  his 
country,  by  no  means  its  father.  The  fable 
of  his  fatherhood  is  more  fictional  than  the 
story  of  the  cherry  tree,  and  that  was,  may- 
be, borrowed  from  a  Chaldean  source. 

Abraham  Lincoln  was  a  man  of  luck,  cre- 
ated, as  history  reveals  his  dimensions,  by 
circumstances  of  the  times  in  which  he 
lived. 

Thackeray  didn't  know  how  to  write  nov- 
els. Dickens  fooled  the  publishers  and  the 
public.  The  Bible,  is  folklore.  The  dictionary 
is  opinionated.  The  pride  of  Americans  in 
what  they  have  regarded  as  the  mighty 
achievements  of  the  constructors  of  Amer- 
ican railroads  is  a  typical  example  of  false 
pride. 

A  footing  up  of  the  figures  relating  to  the 


transportation  enterprises  of  the  United 
States  would  show  appalling  mismanage- 
ment, all  but  incomprehensible  waste,  and 
shockingly  poor  results,  the  outlay  consid- 
ered. The  "giants"  of  railroad  building  were 
mere  white  collar  boys,  leeches  upon  the 
stockholders,  who  blindly  permitted  them- 
selves to  be  bled. 

It  is  saddening  to  contemplate  the  ingenu- 
ousness of  the  people  of  America,  who  have 
regarded  the  period  of  the  development  of 
transportation  in  the  United  States  as  he- 
roic, when  it  was  a  matter  of  fact  horrendous 
because  of  slipshod  management.  It  was  a 
spectacle  of  bungling  and  slacking. 

It  is  melancholy  to  recall  the  bamboozle- 
ment  of  railroad  employes  in  the  past  to 
whom  the  quality  of  the  service,  the  spirit  of 
the  forces  employed  out  upon  the  line  and  in 
the  central  offices  was  a  matter  of  pride,  and 
to  whom  "the  road"  was  an  inspiration. 

Waste,  waste,  waste.  All  was  waste.  From 
the  rocky  coast  of  Maine  to  the  California 
beaches;  from  the  Lakes  to  the  Gulf,  money 
was  spread  on  the  right-of-way,  poured  into 
rivers.  Civil  engineers  who  planned  grades, 
tunnels,  bridges  were  paid  as  much  as  a  good 
old  negro  aunty  in  Mobile  or  Macon  now 
gets  for  washing  car  windows  eight  hours  a 
day.  In  all  ways,  at  all  times,  money  was 
spent  as  if  the  management  was  composed 
of  drunken  sailors. 

Consider  the  result!  We  have  the  greatest 
mileage  of  railroads  in  the  world,  and,  with 
rates  so  high  that  they  all  but  stifle  the  traf- 
fic, they  cannot  pay  labor  war  prices  for  time 
and  for  overtime,  and  make  buckle  and 
tongue  meet.  Could  anything  be  more  dis- 
graceful to  railroad  management  and  to  a 
people  which  has  taken  a  fatuous  pride  in 
what  has  been  foolishly  called  "the  conquest 
of  the  continent"  by  steam  transportation? 
— Louisville  (Ky.)  Courier- Journal,  April  2~>. 


WHAT  A  MAN  READS 

I  live  in  a  great  city  and  go  to  and  from 
my  work  on  the  transportation  furnished 
by  a  public  utility.  I  study  the  faces  of 
the  people  about  me.  They  are  never  the 
same,  and  change  kaleidoscopically  from 
day  to  day.  A  good  many  of  them  are 
stupid;  not  a  few  are  kindly  and  sympa- 
thetic. But  on  every  trip  I  notice  here  and 
there  the  pseudo-intellectual  countenance  of 


June  1921 


ILLINOIS      CENTRAL     MAGAZINE 


Ninety-seven 


the  fox,  the  beady  eyes  of  the  rat  and  the 
snapping  jaws  of  the  wolf.  And  wherever 
I  note  these  phenomena  of  the  human  face 
I  note  also  that  it  is  as  nine  to  one  that  its 
nose  is  buried  in  some  newspaper,  periodical 
or  book  in  which  the  traditions  of  this 
country  and  its  established  order  are  as- 
sailed.— JAY  E.  HOUSE,  in  "The  Biography 
of  a  Small  Town,"  from  the  Saturday  Even- 
ing Post  of  May  7. 

STOP  IT 

It  would  seem  that  intelligent  human 
beings  would  learn  a  few  things,  especially 
the  necessity  of  protecting  their  own  lives 
and  the  lives  of  those  whom  they  profess  to 
think  a  great  deal  of. 

It  would  seem  that,  with  all  the  publicity 
given  in  regard  to  automobiles  being 
crushed  and  human  lives  snuffed  out  beneath 
the  wheels  of  passenger  and  freight  trains  in 
various  parts  of  the  country,  that  the  aver- 
age automobile  driver  would  use  some  de- 
gree of  caution  when  approaching  a  railroad 
crossing. 

And  yet  the  average  automobile  driver 
gives  no  pause  to  such  things  and  judging 
from  the  manner  in  which  they  speed  their 
automobiles  over  railroad  crossings,  with 
trains  rapidly  approaching,  would  seem  to 
indicate  that  they  really  enjoy  laughing  into 
the  very  face  of  death. 

Only  a  couple  of  days  ago  a  citizen  of  this 
city  was  driving  his  car  containing  two 
ladies  and  several  children  in  the  vicinity  of 
the  Packing  House  railroad  crossing.  The 
Y.  &  M.  V.  train  was  coming,  and  the  en- 
gineer blew  his  whistle  and  blew  it  long  and 
strong.  The  automobile  driver  saw  the  ap- 
proaching train,  and  the  engineer  saw  the 
automobile.  It  was  reasonable  to  believe 
that  the  automobilist  would  stop  his  car  and 
permit  the  train  to  whiz  past.  But  not  so; 
he  was  determined  to  clear  the  crossing  be- 
fore the  train  passed.  He  was  pleasure- 
riding  and  could  not  afford  to  wait  one  min- 
ute, even  though  that  one  minute  meant  pro- 
tection of  human  life — his  life  and  the  life  of 
every  inmate  of  the  car.  He  managed  to 
clear  the  tracks,  however,  but  the  cow- 
catcher of  the  engine  did  not  miss  that  auto- 
mobile six  inches. 

Suppose  he  had  been  just  a  second  slower, 


or  suppose  that  the  engine  in  the  auto- 
mobile had  gone  dead  just  as  it  reached  the 
tracks,  what  would  have  been  the  result? 
Disaster  simply  hung  upon  every  revolution 
of  that  automobile's  wheels,  and  simply  luck 
prevented  a  terrible  tragedy. 

Stop  that  kind  of  practice,  friends,  and 
stop  it  before  a  human  life  is  unnecessarily 
sacrificed.  Safety  first  should  be  our  motto, 
and  safety  first  demands  that  we  use  pre- 
cautions when  approaching  railroad  cross- 
ings.— Natchez  (Miss.)  Democrat,  April  24. 


Neither  Bird  Nor  Beast 


Odd-looking,  but  extremely  useful,  this  sad- 
dle-tank switching  engine  No.  2510  repre- 
sents the  smallest  type  of  motive  power  now 
in  use  on  the  Illinois  Central.  Originally  con- 
sisting of  thirty-four  engines,  this  class  has 
now  dwindled  to  fourteen,  two  of  which,  the 
one  pictured  above  and  No.  2518,  are  in  use 
at  the  Burnside  shops  at  Chicago.  The  fig- 
ures for  this  type  are  as  follows :  cylinders 
16x24  inches,  driving  wheels  48  inches, 
weight  67.000  pounds,  tractive  effort  15,232 
pounds.  At  Burnside  the  opinion  is  that  the 
shops  couldn't  get  along  without  these  midgets. 


A  CHICAGO  OFFICE  ROMANCE 

Claude  Keaton  Drake,  refund  clerk  in  the 
passenger  department,  and  Miss  Margaret 
Lillian  Hart  of  the  local  treasurer's  office, 
both  of  Chicago,  were  married  Saturday, 
May  14.  Owing  to  the  illness  of  Mrs. 
Drake's  mother,  the  honeymoon  had  to  be 
postponed  until  later  in -the  month. 


Ninety-eight 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


JHIIIIIIIIIIIIIIIIIIINIIIININIIIIIIIIIIMIIIIIIIIIIIIIIIINIIIIMIIIINIMIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII 


Law  Department          1 

jiiiiiiNiiiiMiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiiiiiiiiiiuiiiiniiiiniiiiiiiiU 


Station  Clock  More  Than   Ornamental 

If  an  Alabama  court  is  correct,  railroad  em- 
ployes must  see  to  it  that  clocks  in  a  waiting 
•room  are  correct  to  the  minute.  In  a  iccent 
case,  (Louisville  &  Nashville  Railroad  Com- 
pany vs.  Clark,  87  Sou.  676,)  it  appeared  that 
a  woman  depended  upon  a  clock  in  a  waiting 
room  to  inform  her  when  a  train  would  prob- 
ably arrive.  The  clock  was  seven  minutes 
slow,  and  she  missed  her  train.  The  court 
held  that  the  clock  was  evidently  put  in  the 
waiting  room  for  the  convenience  and  guidance 
of  travelers,  and  that  the  company  must  see  to 
it  that  travelers  were  not  misled  by  it.  The 
judgment  secured  by  the  plaintiff  was  reversed 
on  other  grounds,  but  the  court  was  emphatic 
in  its  declaration  that,  while  no  duty  rested 
on  a  company  to  place  clocks  in  waiting 
rooms,  yet  if  they  were  installed,  it  was  negli- 
gence for  the  company  'to  allow  them  to  be 
incorrect.  The  court  in  its  opinion  states  that, 
so  far  as  its  research  goes,  this  is  the  first 
"clock  case"  which  has  ever  been  reported. 

Some  Research  in  History 

A  suit  out  of  the  ordinary,  but  of  the  great- 
est importance  to  this  company,  has  recently 
been  won  in  the  Supreme  Court  of  Mississippi. 

Some  time  ago  suits  were  brought  against 
the  Yazoo  &  Mississippi  Valley  Railroad  Com- 
pany by  Washington  County,  Mississippi,  and 
the  city  of  Greenville,  in  which  the  county 
sought  to  be  declared  the  owner  of  $100,000 
of  the  capital  stock  of  the  Y.&M.V.  and  the 
city  of  Greenville  sought  to  be  declared  the 
owner  of  $50,000  worth  of  the  stock. 

The  case  required  a  search  to  be  made 
through  the  ancient  records  of  the  company. 
It  was  based  upon  the  fact  that  the  city  and 
county  in  1883  subscribed  to  the  capital  stock 
of  the  long  since  defunct  Memphis  &  New 
Orleans  Railroad  and  Levee  Company.  That 
company  was  organized  in  Washington  Coun- 
ty to  build  a  line  from  Leland  to  the  Issa- 
quena  County  line.  This  railroad  company 
issued  bonds.  Default  having  been  made  in 


their  payment,  the  property  was  foreclosed 
and  passed  into  the  control  of  the  Louisville, 
New  Orleans  &  Texas  Railway  Company, 
which  afterward  was  merged  with  the  Yazoo 
&  Mississippi  Valley. 

Of  course,  the  foreclosure  of  this  mortgage 
and  the  sale  of  the  property  to  pay  the  mort- 
gage indebtedness  wiped  out  the  stock.  How- 
ever, the  county  of  Washington  and  the  city 
of  Greenville  claimed  that  the  entire  transac- 
tion was  a  fraudulent  one,  and  that  they  were 
at  this  late  date  entitled  to  be  declared  owners 
of  stock  in  the  Y.&M.V.  Railroad  Company, 
the  consolidated  corporation. 

However,  the  chancellor  and  the  supreme 
court  found  little  difficulty  in  agreeing  that  the 
transaction  was  bona  fide,  that  the  Y.&M.V. 
had  paid  its  good  money  for  the  property,  and 
that  no  fraud  had  been  practiced. 

The  case  was  handled  for  the  Y.&M.V.  by 
Charles  N.  Burch,  general  solicitor,  and  by  Le- 
roy  Percy  of  Greenville,  local  attorney  for  the 
Y.&M.V.  in  Washington  County.  Much  of 
the  credit  for  the  gratifying  results  is  due  to 
the  efforts  of  E.  A.  Smith  of  the  general  of- 
fice, who  gave  a  great  deal  of  his  time  to 
searching  through  the  files  and  records  to 
establish  the  facts. 


First  Case  Before  a  Mixed  Jury 

So  far  as  the  records  of  the  law  depart- 
ment show,  Local  Attorney  A.  D.  Kirk  of 
Hartford,  Ky.,  has  the  distinction  of  being 
the  first  of  the  company's  attorneys  to 
try  a  railroad  case  before  a  jury  upon  which 
the  fair  sex  was  represented.  In  the  trial 
of  a  freight  claim  case,  the  style  of  which 
was  J.  C.  Vinson  &  Son  vs.  Illinois  Central 
Railroad  Company,  heard  at  Hartford  on 
May  4,  a  jury  composed  of  six  women  and 
six  men  brought  in  a  verdict  for  the  rail- 
road company. 

The  claim  was  that  the  railroad  company 
had  delayed  a  shipment  of  summer  goods 
bought  from  the  Baltimore  Bargain  House. 
It  is  fair  to  assume  that  the  women  on  the 


June   1921 


ILLINOIS      CENTRAL      MAGAZINE 


Ninety-nine 


jury  were  particularly  competent  to  pass 
upon  this  r  tse,  in  view  of  the  inference 
drawn  fro  the  name  of  the  consignor, 
and  the  ?'  erment  in  the  petition  that  bar- 
gains in  summer  dresses  were  involved. 

In  any  event,  the  railroad  company  did 
not  cause  the  delay.  The  result  of  this 
case  is  a  favorable  omen  indicating  that 
women  jurors  have  a  keen  sense  of  justice, 
even  where  corporations  are  involved. 


Should  Consignee  Inspect  Goods? 
In  the  case  of  Bernie  Mill  &  Gin  Com- 
pany vs.  Cotton  Belt  Railroad  Company, 
228  S.  W.  (Mo.)  847,  the  Springfield,  Mo., 
Court  of  Appeals  discussed  the  question  of 
whether  a  railroad  is  liable  as  for  the  con- 
version of  the  goods  where  it  permits  in- 
spection contrary  to  the  provisions  of  the 
bill  of  lading. 

The  shipment  moved  on  order  bill  of  lad- 
ing with  instructions  to  notify  a  certain 
person  at  the  destination.  The  bill  of  lad- 
ing contains  this  paragraph: 

"Inspection  of  property  covered  by  this 
bill  of  lading  will  not  be  permitted  unless 
provided  by  law,  or  unless  permission  is 
endorsed  on  this  original  bill  of  lading,  or 
given  in  writing  by  the  shipper." 

No  provision  of  law  required  inspection, 
nor  did  the  shipper  give  his  consent  in 
.any  way.  The  railroad  permitted  the  person 
to  be  notified  to  inspect  the  goods,  and 
they  were  rejected.  The  shipper  sued  the 
railroad  on  the  ground  that  it  was  liable 
for  the  full  value. 

The  court  held,  however,  that,  while  the 
railroad  had  unquestionably  violated  the 
bill  of  lading  and  while  it  would  be  re- 
sponsible for  damages  to  the  goods  if  any 
could  be  shown  growing  out  of  the  unau- 
thorized inspection,  it  could  not  be  held 
for  the  full  value  of  the  goods  on  the 
ground  that  it  had  made  a  misdelivery,  and 
was  therefore  liable  as  if  it  had  converted 
the  property.  In  other  words,  the  court 
said  that  to  allow  a  consignee  to  inspect 
was  -not  the  same  as  to  deliver  the  goods  to 
him. 

This  holding  seems  to  be  sound  both  on 
principle  and  authority.  The  authorities  are 
set  out  in  the  opinion  of  the  court.  Upon 
principle  it  is  difficult  to  see  how  a  railroad 


company  can  be  held  to  have  converted  the 
shipment  when  the  only  wrong  done  was  to 
allow  inspection.  If  the  goods  had  been 
misrepresented  and  if,  therefore,  the  con- 
signee was  justified  in  rejecting  them,  the 
shipper  certainly  could  not  complain  if  his 
fraud  is  detected  by  inspection. 

On  the  other  hand  if  the  goods  were  as 
represented,  the  shipper  has  fulfilled  his 
contract  and  has  his  right  of  action  against 
the  purchaser.  In  either  event,  there  would 
seem  to  be  no  good  reason  for  holding 
that  the  railroad  company  had  done  a  seri- 
ous legal  wrong  to  the  shipper,  when  its 
only  offense  is  to  allow  the  purchaser  to 
ascertain  just  what  goods  have  been  sent 
to  him. 

In  the  absence  of  physical  injury  to  the 
goods,  it  would  seem  that  the  rajlroad  com- 
pany's violation  of  the  contract  is  danmum 
absque  injura.  This  is  not  to  say,  however, 
that  railroad  agents  should  permit  inspec- 
tions contrary  to  the  provisions  of  bills  of 
lading,  since  such  action  does  violate  the 
contract  and  subjects  the  carrier  not  only 
to  the  loss  of  good  will,  but  to  vexatious 
suits  attended  by  a  recovery  of  nominal 
damages,  if  nothing  else.  The  award  of 
nominal  damages  usually  carries  costs,  and 
often  subjects  the  company  to  the  payment 
of  attorney's  fees. 

A  Story  That  Proved  Fatal 

A  rather  curious  case  arising  under  the 
Workmen's  Compensation  Act  comes  to  us 
from  the  Supreme  Court  of  Errors  of  Con- 
necticut (Reeves  vs.  John  A.  Dady  Corpora- 
tion, 113  Atl.  162),  wherein  it  appears  that 
the  employe  had  been  working  in  a  large, 
well-lighted  room,  free  from  dust  or  smoke, 
at  a  time  when  the  temperature  was  normal. 
He  engaged  in  conversation  with  a  fellow  em- 
ploye, who  described  to  him  vividly  the  details 
of  a  surgical  operation  which  the  fellow  em- 
ploye had  recently  witnessed.  The  first  em- 
ploye remarked,  "That  makes  me  faint." 

Declining  assistance,  he  went  to  an  open 
door,  which  was  guarded  by  a  bar  about  three 
feet  from  the  floor.  While  leaning  on  this 
bar  he  was  overcome  by  faintness  and,  slip- 
ping through  the  opening,  fell  to  the  ground. 
The  fall  caused  his  death. 

The  court,   holding  that  the   injury  did   not 


One  Hundred 


ILLINOIS     CENTRAL      MAGA  *TNE 


June  1921 


grow  out  of  his  employment,  distinguished 
between  an  injury  of  this  character  and  one 
which  would  have  occurred  had  it  been  neces- 
sary for  the  employe  to  work  near  the  door. 
Two  justices  vigorously  dissented.  It  must 
be  admitted  that  the  point  is  a  close  one. 


No  Case  for  a  Soldier 

An  interesting  case  has  recently  been  decided 
by  the  Supreme  Court  of  Alabama,  Moon  vs. 
Hines,  Director  General,  87  Sou.  603,  dealing 
with  the  right  of  a  soldier  to  recover  from 
the  Director  General  for  injuries  sustained 
while  the  soldier  was  traveling  on  a  Central 
of  Georgia  train.  The  court  held  that  the 
government  had  never  given  its  consent  to  be 
sued  by  a  soldier  of  the  United  States,  and 
that  the  War  Risk  Insurance  Act,  providing 
compensation  for  injuries  to  a  soldier,  was 
exclusive  of  all  other  remedies.  It  was  held 
that  neither  the  Federal  Control  Act  nor  the 
Transportation  Act  permitted  a  soldier  to  re- 
ceive compensation  from  the  government  un- 
der the  War  Risk  Insurance  Act  and  also  from 
the  government  as  operator  of  the  railroads. 

The  Question  of  Drainage 

No  one  can  seriously  question  that  railroad 
companies  should  be  sympathetic  with  the  de- 
sire of  the  citizens  in  the  territory  traversed 
by  the  railroad  to  improve  drainage  conditions. 
Generally  speaking,  it  has  been  the  policy  of 
the  Illinois  Central  not  to  oppose  the  organ- 
ization of  drainage  districts  if  it  appeared  that 
the  productivity  of  the  argicultural  lands 
could  be  improved  at  anything  like  a  reason- 
able expense. 

No  state  served  by  the  Illinois  Central  has 
recently  been  more  active  in  the  matter  of  new 
drainage  projects  than  Kentucky.  A  recently 
enacted  statute  in  that  state  has  led  to  the  or- 
ganization of  a  great  many  drainage  districts 
along  the  line  of  the  Illinois  Central.  It 
sometimes  happens,  however,  that  the  dreams 
and  aspirations  of  those  who  are  promoting 
such  districts  seem  to  run  away  with  their 
judgment.  Such  a  case  was  presented  by  the 
efforts  of  certain  property  owners  in  Ballard 
County,  Kentucky,  to  organize  and  put  into 
operation  the  North  Ballard  Drainage  Dis- 
trict, having  for  its  alleged  purpose  the  re- 
clamation of  lands  just  south  of  the  Ohio 


River,  opposite  Cairo.  Ma.,x.  of  our  readers 
are  familiar  with  the  territc'- 

The  scheme  was  to  drain  atrjut  forty  thou- 
sand acres  by  constructing  a  ditch  twelve  miles 
long  located  near  the  foothills,  by  building  a 
levee  along  the  Ohio  River  supposed  to  pre- 
vent overflows,  by  digging  laterals  within  the 
territory  to  take  care  of  water  which  would 
fall  upon  the  reclaimed  area,  and  by  estab- 
lishing pumping  stations  to  handle  the  situa- 
tion in  times  of  threatened  inundation  from 
back-water. 

The  whole  scheme  contemplated  an  expendi- 
ture so  large  that  many  of  the  property  own- 
ers in  the  territory  protested  against  it,  feeling 
that  the  tax  which  would  be  placed  upon  their 
property  would  be  virtually  confiscatory. 

The  Illinois  Central  and  the  Mobile  & 
Ohio,  after  having  carefully  examined  the 
plan  and  after  having  had  the  opinion  of  the 
best  expert  engineers,  concluded  that  the 
scheme  was  not  feasible  and  that  the  expense 
•would  be  far  greater  than  any  possible  benefit 
which  could  be  derived  from  it.  The  railroad 
companies  therefore  joined  with  the  protesting 
citizens  in  opposing  the  creation  of  this  dis- 
trict. Their  investigation  showed  that  the  en- 
gineers employed  by  the  promoters  of  the  proj- 
ect had  mis-conceived  the  situation,  had  vast- 
ly underestimated  the  probable  expense,  anil 
had  greatly  overestimated  the  probable  ben- 
efits. The  railroad  companies  were  convinced 
that,  if  the  plan  went  through  as  proposed, 
neither  the  levee  nor  the  main  ditch  would  be 
sufficient  to  take  care  of  the  water  which  it 
was  proposed  to  divert  from  its  natural  course. 
They  believed,  too,  that,  if  the  plan  was  put 
into  effect  as  suggested,  very  serious  injury 
would  be  done  to  the  railroad  embankments 
without  substantial  benefit  to  the  property 
owners  of  the  territory. 

The  County  Court,  to  which  the  project 
was  first  submitted,  sanctioned  the  creation  of 
the  district  and  allowed  $33,000  as  attorney's 
fees,  to  be  taxed  against  the  district.  On  ap- 
peal of  the  case  to  the  Circuit  Court  of  Ballard 
County,  after  a  trial  which  lasted  two  days 
and  three  nights,  Circuit  Judge  Gardner  de- 
cided that  the  scheme  was  impracticable  and 
that  the  expense  would  far  outweigh  any  pos- 
sible benefits  to  the  property.  He  therefore 
entered  an  order  dismissing  the  petition  for 


June  1921 


ILL1.  ^  O  I  S       CENTRAL       MAGAZINE  One  Hundred  One 


the    creation    of    rtu    district,    thereby    putting 
an  end  to  th.  ,  unless  his  judgment  shall 

be  reversed  by  me  Court  of  Appeals. 

If  Judge  Gardner's  view  is  sustained,  the 
railroad  companies,  as  well  as  the  citizens 
owning  land  within  the  proposed  district,  will 
escape  what  would  have  been  doubtless  a  very 
large  assessment  for  alleged  benefits,  and 
property  in  that  territory  has  been  saved  from 
the  injury  which  would  probably  have  re- 
sulted from  a  badly  conceived  and  impractic- 
able scheme. 

The  case  was  tried  by  Local  Attorney  Kane 
of  Bardwell,  by  Local  Attorneys  Corbett  and 
White  of  Wickliffe,  and  by  District  Attorney 
Doolan  of  Louisville. 


More  About  Interstate  Commerce 

In  the  May  number  we  referred  to  the  case 
of  Erie  Railroad  Company  vs.  Collins,  253 
U.  S.  77,  and  noted  the  very  slight  distinction 
between  that  case  and  C.  B.  &  Q.  Railroad 
Company  vs.  Harrington,  241  U.  S.  177,  both 
of  these  cases  dealing  with  the  question  of 
when  an  employe  is  engaged  in  interstate  com- 
merce. We  referred  to  the  fact  that  it  some- 
times requires  a  good  deal  of  ingenuity  to  dis- 
tinguish the  decisions  of  the  United  States 
Supreme  Court  on  this  vexing  question. 

We  are  not  the  only  ones  who  have  found 
difficulty  along  this  line.  The  Supreme  Court 
of  Errors  of  Connecticut,  in  a  recent  case 


(Grusgewsky  vs.  Director  General  of  Rail- 
roads, 13  Atl.  160),  was  called  upon  to  de- 
cide whether  an  employe  was  engaged  in  in- 
terstate commerce  when  it  was  his  duty  to 
operate  the  boiler  of  a  heating  plant,  from 
which  steam  was  directly  transmitted  through 
pipes  to  cars  standing  on  the  tracks,  these 
cars  being  used  in  interstate  commerce.  The 
court  held  that  the  plaintiff's  work  was  so  di- 
rectly connected  with  interstate  commerce  that 
it  was  part  thereof,  and  that  the  federal  Em- 
ployers' Liability  Act  applied. 

It  will  be  remembered  that  the  Supreme 
Court  of  the  United  States  held  in  the  Har- 
rington case  that  one  who  was  switching  coal 
to  a  trestle,  from  which  the  coal  would  be 
placed  in  engines,  was  not  engaged  in  inter- 
state commerce,  and  that  the  same  court  held 
in  the  Collins  case  that  one  who  was  pump- 
ing water  into  a  tank,  whence  it  would  supply 
engines  engaged  in  interestate  commerce,  was 
himself  engaged  in  interstate  commerce. 

The  Connecticut  court  makes  this  comment 
upon  the  cases :  "The  two  cases  may  perhaps 
be  dist'nguished  upon  the  theory  of  the  sep- 
arability or  non-separability  of  the  several 
steps  in  the  work  performed.  It  must  be 
conceded  that  the  Collins  case  and  the  Har- 
rington case  are  not  very  far  apart." 

The  Connecticut  court  ruled  the  case  before 
it  largely  upon  the  theory  that  the  Collins 
case  was  the  latest  expression  of  the  Supreme 
Court's  view,  and  should  therefore  control. 


Former  General  Freight  Agent  Dies 


Robert  C.  Perkins,  formerly  general  freight 
agent  of  the  Illinois  Central  Railroad  at  New 
Orleans,  died  Friday,  May  6,  at  Covington, 
La.,  where  he  had  gone  for  the  benefit  of  his 
health.  Mr.  Perkins  was  born  near  Brook- 
haven,  Miss.,  March  20,  1857.  He  had  been 
in  railroad  service  since  boyhood. 

Mr.  Perkins  had  a  large  part  in  the  con- 
struction of  the  terminal  facilities  of  the  Illi- 
nois Central  Railroad  at  New  Orleans,  and 
through  this  and  other  large  activities  he  be- 
came one  of  the  best  known  railroad  men  in 
the  United  States.  The  first  railroad  work 
performed  by  Mr.  Perkins  was  that  of  way- 
bill clerk  for  the  old  St.  Louis,  Alton  &  Terre 
Haute  Railroad  at  St.  Louis.  This  was  soon 


after  he  had  left  the  public  schools  at  Brook- 
haven. 

Claim  agent  for  the  same  line  was  the  next 
place  he  held.  He  then  became  superintendent 
of  the  St.  Louis  Weighing  Association,  a  posi- 
tion he  held  until  1886,  when  he  became  trav- 
eling freight  agent  of  the  Mobile  &  Ohio  Rail- 
road at  Jackson,  Tenn.  The  following  year  he 
was  appointed  general  agent  of  the  same  com- 
pany at  New  Orleans.  In  1901  Mr.  Perkins 
was  appointed  division  freight  agent  of  the 
Illinois  Central  at  New  Orleans.  He  was  made 
general  freight  agent  of  the  same  line  at  New 
Orleans  in  1905  and  held  the  place  until  De- 
cember 31,  1919,  when  he  retired  voluntarily 
on  account  of  ill  health. 


One  Hundred  Two 


ILLINOIS     CENTRAL     MAGAZINE 


June  192. 


AROUND  CHICAGO 
South  Water  Street  Station 

Our  night  chief  clerk,  Mr.  Wallace,  will 
soon  join  hands  with  a  beauty  from  Mis- 
souri. He  has  been  given  some  very  good 
advice  by  an  old  and  experienced  married 
man  in  the  office,  but  he  still  believes  that 
two  can  live  as  cheaply  as  one. 

Mr.  and  Mrs.  V.  O'Brien  spent  Decoration 
Day  at  Madison,  Wis. 

Joe  O'Brien  has  left  the  O.  S.  &  D.  desk 
for  the  in-freight  department. 

James  E.  Davis  of  the  claims  has  returned 
from  a  week's  vacation. 

O.  W.  Siros  of  the  claims  has  returned 
from  a  visit  to  New  Orleans. 

M.  Prendergast  has  returned  from  his  va- 
cation and  is  back  at  his  desk. 

We  are  sorry  to  announce  the  death  of 
Mrs.  Mary  McCarthy,  mother  of  Patrick 
McCarthy  of  the  claims,  who  passed  away 
on  April  28. 


Accounting  Department 

J.  H.  Burns  has  a  new  little  daughter,  Miss 
Marjorie,  who  arrived  at  his  home  a  short 
while  ago. 

F.  J.  Stanton  and  R.  Rose  recently  attend- 
ed the  Louisville  races. 

The  most  popular  literature  in  the  office 
at  the  present  time  are  the  railroad  time 
tables  and  the  folders  of  the  national  parks 
and  summer  resorts.  Vacation  time  is  almost 
here. 

Miss  Maybelle  Larsen  attended  the  derby 
at  Louisville. 

Six  young  women  of  the  baggage  and  mail 
traffic  department  entertained  Miss  Ida  May 
Hayden,  who  was  leaving  to  be  married,  with 
the  first  course  of  a  farewell  luncheon  on 
May  24.  '  She  was  then  invited  by  the  entire 
office  force  to  join  them  in  the  second,  or  last, 


course,  which  consisted  of  ice  cream  and  cake. 
At  this  time,  H.  T.  Coleman,  in  the  absence 
of  Mr.  Fairfield,  was  called  upon  to  present 
the  wedding  gift.  This  was  a  set  of  sterling 
silver  sherbet  cups.  Mr.  Coleman  admirably 
expressed  the  sentiments  of  all  present,  and 
Miss  Hayden,  in  turn,  showed  her  appreci- 
ation. 

Miss  Elsie  Carlsxm  recently  spent  a  few 
days  at  the  Illinois  Central  Hospital  having 
her  tonsils  removed. 

The  employes  of  the  baggage  and  mail  traf- 
fic department  are  all  enthusiasts  on  tennis. 
The  other  afternoon  Miss  Ella  Berkley,  Miss 
Daisy  Fairfield,  Leonard  Sutherland,  Joe  Skid- 
more,  Wally  Shoemaker,  Lewis  Troy,  Joe 
Hanrahan,  John  Mitchell  and  Ralph  Spire 
played  in  Jackson  Park.  They  all  had  such 
a  good  time  that  they  are  going  to  try  it  again. 

Several  employes  of  the  baggage  and  mail 
traffic  department  left  town  for  Decoration 
Day.  Miss  Leta  Visel  went  to  Knox,  Ind.,  to 
attend  a  house-party  at  Bass  Lake.  Miss 
Shoesmith  visited  her  old  home  town,  Lena, 
111.  Ray  Goldberg  played  with  the  Illinois 
Central  baseball  team  at  Memphis,  Tenn. 

Miss  Ella  Berkley  is  with  a  party  of  Home- 

^HIIIIIIIIIIHIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIHIMIIIIIIIIIIIIIIIIIIIMti 

Just  a  Word  | 

|  Our  best  items  are  those  which  tell  = 

=  of  really  important  happenings — those  | 

=  which  have  first  names  or  initials  to  = 

|  identify  the  persons  named — those  | 

which  have  pictures  with  them,  if  = 

_  possible — those  which  will  be  of  as  = 

=  much  interest  to  the  folks  at  the  | 

|  other  end  of  the  system  as  to  the  = 

|  folks  in  the  office — and,  last  but  not  | 

least,  those  which  get  in  by  the  25th  = 
-  of  the  month. 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE          One  Hundred  Three 


wood  friends  on  an  automobile  trip  through 
Central  Illinois. 

E.  H.  Bock,  chief  clerk  to  the  assistant 
general  passenger  agent,  Memphis,  Tenn.,  gave 
us  a  short  call  recently. 

H.  W.  Phillis  is  confined  to  his  home  on 
account  of  illness,  and  Frank  Farley  is  unable 
to  work  on  account  of  an  infection  in  his 
hand. 


Auditor  of  Freight  Receipts 

Mr.  Brainerd  of  the  earnings  statistics  bu- 
reau is  enjoying  his  vacation  in  Indiana. 

We  are  pleased  to  announce  that  Miss  Mau- 
rice Ahern  of  the  calculating  bureau  has  been 
graduated  from  St.  Anne's  College  of  Music. 

Miss  Zeporah  Gash  of  the  calculating  bu- 
reau spent  her  vacation  in  New  York  visiting 
her  sister. 

Mrs.  Minnie  Waugh,  head  clerk  of  the  dic- 
taphone bureau,  left  on  May  28  for  an  ex- 
tended trip  west.  She  will  visit  Salt  Lake 
City,  Utah,  Portland,  Ore.,  Vancouver,  B.  C, 
Lake  Louise,  and  other  points  of  interest. 

The  A.  F.  R.  won  another  baseball  game 
Friday,  May  13,  beating  the  A.  S.  A.  6  to  5 
in  seven  innings,  at  Jackson  Park.  The  A. 
F.  R.  team,  with  such  league  material  as 
"Hank"  Nelson,  former  Gunther  shortstop, 


"Babe"  Reha  of  the  Peoria  Three-I  League, 
Larson  of  the  Wellners  and  Layman,  one  of 
the  best  pitchers  in  prairie  baseball,  should  be 
able  to  play  the  best  team  on  the  Illinois  Cen- 
tral. 

Interline  division  defeated  the  rate  clerks 
recently  in  a  thrilling  baseball  game,  the  score 
being  11  to  9.  The  feature  of  the  game  was 
the  air-tight  pitching  of  Hackinson  and  the 
fielding  of  Nelson,  Cullom,  Miller,  Walther 
and  Hue.  Hitting  was  featured  by  Carrig 
("Kid  Murphy"),  who  made  three  hits  and 
two  walks  in  six  trips  to  the  plate. 

Teams  desiring  to  match  games  should  call 
Dorchester  4200,  Local  31,  ask  for  J.  Levin 
or  "Hank"  Nelson. 


Suburban  Service,  Chicago 

Tom  Moran,  suburban  flagman,  was  mar- 
ried on  May  25.  The  suburban  service  train- 
men presented  him  and  his  bride  with  a 
beautiful  set  of  silver. 

Chief  Clerk  Brussow  is  away  for  a  few 
days,  visiting  his  father,  who  is  very  low. 

Switch  Tender  C.  L.  McDaniels  paid  a 
visit  to  his  home  town,  McComb,  Miss.,  re- 
cently. 

Mrs.    L.   Van    Antwerp,   ticket '  agent,    has 


In  the  Mississippi  Division  Offices 


Superintendent  A.  D.  Caulfield's  office  force 
at  Water  Valley,  Miss.,  headquarters  for  the 
Mississippi  division. 

Left  to  Right.  Top  Row:  Lola  Bell  Wiggs, 
tonnage  clerk;  O.  E.  Hallman,  accountant;  H. 
P.  Crawford,  cashier;  B.  G.  Wright,  account- 
ant; J.  J.  Ford,  tonnage  clerk;  E.  A.  Cleveland, 
valuation  accountant;  D.  O.  Green,  accountant. 

Second  Row:  G.  C.  McClamroch,  material 
clerk;  Janie  Hussey,  clerk,  chief  dispatcher's 
office;  Christine  Adams,  clerk,  roadmaster's  of- 


fice; Kathleen  Hadaway,  record  clerk;  M.  L. 
Woods,  chief  clerk  to  roadmaster;  L.  A.  Payne, 
timekeeper;  T.  H.  Harper,  timekeeper. 

Bottom  Row:  G.  L.  Gafford,  chief  accountant; 
G.  M.  Hubbard,  B.  &  B.  supervisor;  J.  P. 
Phillips,  agent;  Annie  Bell  Anderson,  stenogra- 
pher; Katie  Mai  Moorhead,  stenographer; 
Maude  Baker,  tonnage  clerk;  Gladys  Walker, 
file  clerk;  Vera  Nation,  clerk  to  supervisor,  B. 
&  B.;  J.  G.  Skogsberg,  chief  clerk  to  superin- 
tendent. 


One  Hundred  Four 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


resigned  from  the  service.  She  and  her  hus- 
band have  gone  on  the  farm. 

William  Teschner,  switch  tender,  reports 
the  arrival  of  a  girl  at  his  home.  Mother 
and  daughter  doing  well. 

Gatewoman  Una  Simmons  and  daughter 
are  on  a  trip  east  to  visit  relatives. 

Suburban  Conductor  C.  Hollingsworth  has 
returned  to  work  after  touring  the  West. 

Flagman  M.  E.  Judge  is  on  an  extended 
trip  through  the  East. 

Assistant  General  Yardmaster  Ortel  is  vis- 
iting his  daughter  at  St.  Louis. 

Trainmaster  Guyton  has  invested  in  a  new 
automobile. 

The  agents  at  Randolph  Street  are  very 
much  pleased  with  their  new  office. 

The  trainmen  in  suburban  service  at  Chi- 
cago are  organizing  a  baseball  club  and 
would  like  to  arrange  for  games  with  other 
teams  on  the  system.  Address  communica- 
tions to  E.  A.  Smittle,  Conductor,  Randolph 
Street  Station,  Chicago. 


Dining  Car  Department 

Superintendent  Dugan  made  a  trip  of  in- 
spection to  New  Orleans  recently,  stopping 
at  Harahan  and  Memphis  enroute  to  Chi- 
cago. 

Business  is  picking  up.  Increase  in  travel 
is  noted,  and  several  special  trains  requir- 
ing dining  car  service  have  been  scheduled 
for  the  coming  months. 

Commissary  Storekeeper  C.  A.  Roswall 
and  Mrs.  Roswall  enjoyed  a  trip  to  Kansas 
City,  Mo.,  and  Wichita,  Kan.,  visitftig  friends 
and  relatives. 

The,  Kankakee  Rotary  Club  (party  of 
sixty)  attended  the  governor's  reception  on 
May  26  at  Springfield,  111.  They  traveled 
via  the  Illinois  Central  on  Train  No.  20.  and 
enjoyed  a  sumptuous  table  d'hote  luncheon 
rnroute,  having  a  special  dining  car  for  the 
trip. 

Inspector  Holt  accompanied  a  special 
party,  the  Chicago  Medical  Society,  on  the 
Daylight  Special,  Tuesday,  May  17.  to 
Springfield  111.,  where  a  convention  was  in 
session.  They  decided  to  return  via  the 
Illinois  Central,  fully  recognizing  the  serv- 
ice, comforts  and  schedule  maintained  by 
this  train. 

Steward  H.  J.  Miller  and  crew  enjoyed  an 
"outing"  Tuesday,  May  17,  when  they  served 


a  buffet  luncheon  to  members  of  the  Chi- 
cago Terminal  Committee  who  were  in- 
specting lakefront  and  South  Chicago  term- 
inals preliminary  to  future  improvements. 
Dining  Car  Inspector  Myron  was  in  charge 
of  the  "eats,  drinks  and  smokes,"  and  re- 
ported that  all  enjoyed  this  Suburban  Spe- 
cial. 

V.  K.  Simmons,  steward  on  Diner  399S. 
was  assigned  to  render  dining  car  service  on 
"The  Greeters' "  Special  on  May  8.  This 
party  (a  group  of  the  principal  hotel  pro- 
prietors of  the  East)  was  enroute  to  a  con- 
vention in  New  Orleans.  The  comments  on 
the  dining  car  service  rendered  to  this  party 
(who  are  connoisseurs  of  the  culinary  art) 
gave  great  satisfaction  to  all  concerned. 

R.  W.  Burton,  a  veteran  steward  on  the 
Seminole  Limited,  has  been  transferred  to 
the  Daylight  Special,  where  a  change  of 
scenery  and  climate  will  be  appreciated  after 
many  months  of  travel  on  the  southern  lines. 
Vacation  travel  is  increasing  on  this  line, 
necessitating  the  use  of  standard  all-steel 
diners.  The  cafe-parlor  cars  will  be  con- 
verted into  luxurious  lounging  and  buffet 
cars  and  continued  in  the  service  ot  this 
famous  train. 

Al  Ballard  has  been  making  the  dining  cars 
at  Chicago  for  the  past  ten  years.  Kitty,  the 
horse,  has  never  been  sick.  She  has  lost  only 
one  month  in  her  thirteen  years  of  service, 
and  that  was  when  an  ice  wagon  ran  over 
her  hoof.  Tommy,  the  cat,  is  seen  beside  Mr. 
Ballard. 


Al,  Kitty  and  Tom 

On  the  third  anniversary  of  Tom's  arrival 
in  Chicago  from  Fort  Dodge,  Iowa, 
(when  he  volunteered  to  ride  on  Train  No. 
16  and  on  arrival  immediately  reported  at 
the  commissary),  he  suffered  an  operation 


June  1921 


ILLINOIS      CENTRAL      MAGAZINE 


One  Hundred  Five 


at  the  Dog  and  Cat  Hospital  for  a  festered 
foot.  He  survived  the  operation  and  the 
anesthetic  and  is  now  convalescent.  Be  it 
known  that  Tom  is  a  regular  employe  and 
has  proved  loyal  to  the  core,  as  evidenced  by 
his  extermination  of  all  the  mice  and  rats  in 
the  building,  in  exchange  for  his  bed  and 
board. 


MINNESOTA    DIVISION 
Superintendent's  Office,  Dubuque,  Iowa 

The  first  25  days  of  the  "No  Exception" 
drive  the  Minnesota  division  had  a  total  of 
24  exceptions,  19  of  which  were  brought 
about  by  freight  being  pilfered,  leaving  a 
total  of  but  5  chargeable  to  actual  station  op- 
eration for  which  employes  are  strictly  ac- 
countable. This,  when  compared  with  174 
for  the  first  25  days  of  March,  1921,  and 
325  for  25  days  of  October,  1920,  reflects 
a  very  commendable  performance. 

Misses  Marge  and  Margaret  Walsh  spent 
the  week-end  in  Chicago  recently.  While 
there  they  witnessed  the  baseball  game  be- 
tween Chicago  and  Washington. 

O.  J.  Oster,  assistant  chief  clerk,  has  re- 
turned from  a  week's  vacation  spent  in  Chi- 
cago and  Milwaukee. 

Bert  Patrick  has  been  on  this  division  dur- 
ing May  assisting  us  with  the  "No  Excep- 
ton"  drive.  Mr.  Patrick  is  well  known  on 
this  division,  as  he  was  claim  clerk  here  for 
some  time. 

Conductor  J.  J.  Wheelan  has  returned  to 
his  run  between  Dubuque  and  Chicago,  after 
being  away  from  his  duties  for  some  time 
on  account  of  poor  health. 

B.  A.  Rice,  brakeman  on  No.  33  and  No. 
34,  has  moved  his  family  from  Waterloo  to 
Cedar  Rapids. 

Traveling  Freight  Agent  A.  E.  Lillig,  in 
calling  on  the  Webster  Brothers  Manufactur- 
ing Company,  who  are  manufacturers  of  boxes 
and  egg  cases  at  Waucoma,  Iowa,  recently 
found  they  handled  about  300  cars  of  southern 
and  southeastern  lumber  annually,  which  moves 
to  points  in  the  northern  part  of  Iowa,  Min- 
nesota and  Wisconsin.  The  originating  points 
of  these  shipments,  as  well  as  the  final  destina- 
tion, are  mostly  off  the  lines  of  the  Illinois 
Central,  but  we  are,  however,  in  position  to 
handle  as  an  intermediate  carrier.  Previous 
to  the  personal  solicitation  of  L.  W.  Farnum, 


a  locomotive  fireman  at  Waterloo,  Iowa,  we 
had  the  pleasure  of  handling  only  an  occa- 
sional shipment.  Mr.  Farnum's  efforts,  how- 
ever, resulted  in  the  firm's  willingness  to  speci- 
fy Illinois  Central  routing  on  all  their  future 
business  we  may  be  in  position  to  handle  for 
them.  This  is  entirely  new  business,  and  Mr. 
Farnum's  efforts  on  behalf  of  the  Illinois  Cen- 
tral Railroad  have  been  commended  by  the 
management. 

v 

Maintenance  of  Way  Department 
S.  C.  Jumj),  assistant  engineer,  is  in  Chat- 
tanooga, Tenn.,  for  a  few  days. 

G.  J.  Nash,  instrument  man,  spent  Decora- 
tion Day  in  Minneapolis. 

Section  Foreman  P.  Nolan,  Apple  River, 
is  on  a  leave  of  absence  on  account  of  ill- 
ness. A.  Grindy  is  taking  his  place  as  fore- 
man at  Apple  River. 


Transportation    Department 
Harry  Rice,  son  of  Brakeman  B.  A.  Rice, 
recently  spent  the  week-end  in  Dubuque. 
D.  Duggan  is  now  calling  days. 
Ezra   Berry,  engine  forem/an,  made  a  fly- 
ing trip  to  the  Twin  Springs  last  week. 


Waterloo  Freight 

Our  agent,  Mr.  Higgins,  was 'out  on  the 
inspection  trains  for  a  few  days  during  May. 

Floyd  Belscamper,  our  operator,  is  the 
proud  father  of  a  son.  Floyd,  Jr.,  has  been 
at  the  office  already.  He  does  not  know 
how  to  telegraph,'  but  has  evinced  a  great 
interest  in  the  work. 

Tom  Vincent  just  returned  from  a  visit 
in  Galena. 

Through  the  personal  solicitation  of  C.  W. 
Williams,  chief  clerk,  a  car  of  dried  fruit 
moving  from  California  to  Waterloo  was 
secured  via  the  Illinois  Central,  also  one 
car  of  rneat  to  Aurora,  111.,  which  will  move 
weekly  routed  Illinois  Central  to  Dubuque. 
He  also  secured  movement  on  one  car  of 
well-drilling  machinery  to  Cameron,  Texas, 
routed  Illinois  Central  to  St.  Louis. 

Miss  Linna  Gardiner  through  personal  ef- 
forts induced  a  party  going  to  Colorado 
Springs  from  Lament,  Iowa,  to  buy  a  ticket 
to  Waterloo  and  take  the  Illinois  Central  to 
Omaha. 


One  Hundred  Six 


ILLINOIS     CENTRAL     MAGAZINE 


1921 


Dubuque  Freight 

Miss  Grace  Phillips,  cashier,  spent  the 
week-end  in  Chicago  recently. 

Miss  Gertrude  McCarthy,  stenographer, 
visited  her  rrjother  at  Benton,  Wis.,  May  15. 

Miss  Pearl  Houk,  clerk,  visited  her  sister 
in  Chicago,  Decoration  Day. 

Effective  June  1,  all  waybills  formerly  re- 
vised in  Chicago  from  stations  at  East  Du- 
buque, 111.,  and  west  will  be  revised  in  the 
office  of  J.  E.  Allison,  agent  at  Dubuque, 
and  a  force  of  seven  clerks  and  one  comptom- 
eter operator  will  be  added  to  the  present 
force. 

Miss  Ethyl  Lassance,  stenographer,  spent 
Decoration  Day  with  relatives  on  a  farm 
near  Dyersville,  Iowa. 

Mrs.  Maybelle  Logelin,  bill  clerk,  reports 
a  loss  of  twenty-five  little  chickens  from 
her  flock,  due  to  recent  heavy  rains. 

Miss  Vivian  Brand,  freight  solicitor,  is 
enjoying  the  summer  evenings  in  her  cot- 
tage at  Frentress  Lake. 

The  warehouse  forces  of  Dubuque  are 
proud  of  their  "No  Exception"  campaign. 
Only  three  exceptions  had  been  charged  to 
this  station  during  the  first  twenty-seven 
days  of  May.  J.  E.  Allison,  agent,  and 
Warehouse  Foreman  T.  H.  Callahan  have 
been  making  frequent  trips  over  the  divi- 
sion in  the  interest  of  this  campaign. 


Operating  Department 

L.  A.  Hintz,  telegraph  operator  at  Man- 
chester, was  off  duty  several  days  on  ac- 
count of  illness. 

D.  C.  Burnside,  formerly  second  trick  op- 
erator at  Peosta,  has  accepted  third  trick  at 
Jesup  and  expects  to  make  Jesup  his  future 
residence. 

W.  D.  McKelvie,  dispatcher  at  Dubuque, 
has  taken  up  his  residence  at  East  Dubuque. 

L.  J.  Dodge,  agent  at  Jesup,  spent  a  re- 
cent Sunday  on  an  extended  motor  trip, 
being  relieved  for  the  day  by  Operator 
Fichtl. 

H.  J.  Baker,  has  been  assigned  third 
trick  at  Waterloo  C.  W.  office,  which  was 
recently  re-opened. 

Agent  Frentress  has  resumed  his  duties 
at  Glenville  after  a  sojourn  in  the  hospitals. 

Operators  J.  J.  Davis  of  Galena,  and  J. 
W.  WelJs  of  East  Cabin  are  attending  the 
O.  R.  T.  convention  at  Atlanta,  Ga. 


J.  W.  Benda,  agent  at  Council  Hill,  is  the 
proud  possessor  of  a  new  automobile. 

C.  S.  Davis,  second  trick  operator  at  East 
Cabin,  has  been  kept  away  from  home  dur- 
ing the  past  several  weeks.  Quarantine  was 
placed  on  his  residence  on  account  of  scarlet 
fever. 

Mrs.  Mae  Howard,  clerk  in  the  dispatch- 
er's office  at  Dubuque,  recently  spent  Sun- 
day with  relatives  at  Cedar  Falls. 

Dispatcher  L.  W.  Morton  and  Mrs.  Mor- 
ton recently  spent  a  day  at  Dennison,  la., 
visiting  relatives. 

V.  M.  Duncan,  third  trick  operator  at 
Peosta,  is  again  at  work,  after  a  trip  to  the 
Illinois  Central  Hospital  in  Chicago. 

M.  E.  Stoffel,  second  trick  operator  at 
Dubuque  Junction,  is  again  on  the  sick  list, 
being  relieved  by  Operator  Wilhelm. 

H.  L.  Day,  agent  at  Galena,  was  confined 
to  his  home  several  days  recently  on  ac- 
count of  illness. 

Miss  Martha  Wunderlich,  telephone  op- 
erator at  Dubuque,  spent  Sunday  recently 
with  friends  in  Waterloo. 

P.  H.  Steinhoff,  extra  operator,  was  re- 
cently called  to  his  home  at  Norwalk,  Wis., 
by  the  death  of  his  father. 

L.  R.  Fear,  agent  at  Earlville,  la.,  went 
to  Dubuque  recently  and  was  initiated  into 
the  mysteries  of  the  Oxus  Grotto. 

J.  R.  Sims,  agent  at  Scales  Mound,  has 
just  recovered  from  the  mumps 


WISCONSIN  DIVISION 

Freeport 

Miss  Madge  Gray  attended  the  interscho- 
lastic  meet  at  Champaign  recently. 

Miss  Theresa  Johnson,  stenographer,  spent 
the  week-end  in  Chicago  recently. 

Miss  Isabel  Gugger  of  the  accounting  de- 
partment attended  the  wedding  of  Miss  Es- 
ther Powell,  former  stenographer  in  the 
master  mechanic's  office,  which  was  solem- 
nized in  Chicago  May  14. 

Miss  Honor  Thro  spent  Saturday  and  Sun- 
day in  Rockford  recently,  visiting  friends. 


Road  Department 

The  roundhouse  at  Freeport  is  being  ex- 
tended eight  stalls  at  the  present  time,  in 
order  to  take  care  of  the  2-10-2  type  engines 
to  be  used  on  the  Minnesota  division. 

Val    Wickler,    division    gardener,    is    busy 


June   1921 


ILLINOIS       CENTRAL       MAGAZINE          One  Hundred  Seven 


these  days,  planting  flowers  and  looking 
things  over. 

The  Illinois  Central  bridge  at  Genoa  over 
the  C,  M.  &  S.  P.  tracks  is  being  renewed 
with  one  through-plate  girder,  with  encased 
I-beam  floor. 

L.  Wallom,  supervisor  on  the  Madison 
and  Dodgeville  district,  made  a  record  the 
first  four  months  of  this  year  by  not  having 
a  single  personal  injury  on  his  district. 

Traveling  Auditor  Ran  of  Fort  Dodge  was 
a  recent  visitor  at  Freeport. 


LaSalle  Freight  Office 

A.  J.  Finlen,  yard  clerk,  and  family  left  in 
their  automobile  for  a  90-day  sojourn  in 
California.  Ralph  Hurst  fills  in  the  vacancy 
left  by  Mr.  Finlen,  while  Tommy  Shea  is 
now  on  the  second-trick  yard  job. 

Chief  Clerk  W.  F.  Confrey  spent  a  few 
days  in  New  York  City  recently  on  a  busi- 
ness and  pleasure  trip. 

George  O'Connor,  our  rapid  transit  bag- 
gageman, has  a  new  dog,  Sport,  who  is  rap- 
idly becoming  popular  with  the  trainmen. 
Traveling  back  and  forth  between  LaSalle 
and  Oglesby  is  getting  to  be  a  great  hobby 
with  Sport,  and  George  is  in  a  quandary  as 
to  whether  he  ought  to  get  Sport  a  LaSalle 
or  an  Oglesby  license. 

Agent  Egan  and  family  spent  a  Sunday  in 
Joliet  recently,  taking  in  the  sights  in  the 
vicinity  of  Dejlwood  Park. 

The  "Coal  Chutes"  boys  are  about  to  start 
rehearsing  for  their  minstrel  show,  which  is 
to  be  held  in  the  near  future — full  announce- 
ment to  be  made  later. 

Indications  point  to  a  record  crowd  at  the 
opening  of  Starved  Rock.  The  boys  in  the 
warehouse  are  making  all  sorts  of  prepara- 
tion for  their  annual  picnic  to  be  held  at 
the  Rock. 

Joe  Gorski  of  the  car  department  under- 
w.ent  an  operation  for  appendicitis  in  the 
Illinois  Central  hospital  in  Chicago  some 
time  ago.  Joe  is  up  and  around  again  and 
was  in  to  see  us  the  other  day.  Although 
under  weight,  Joe  is  doing  well  and  will  be 
back  on  the  job  again  soon. 

Dr.  P.  M.  Burke  has  resigned  as  district 
surgeon  for  this  company  and  is  succeeded 
by  Dr.  R.  C.  Fullenweider  of  this  city.  Doc- 
tor Burke  made  numerous  friends  during  his 
long  service. 


Dixon  Freight  Office 

Chief  Clerk  P.  L.  Reilly  suffered  damage 
by  fire  on  his  residence  on  May  14.  Early 
discovery  by  a  neighbor  saved  him  a  serious 
loss. 

P.  J.  Mclntyre  spent  Sunday,  May  8,  with 
his  parents  in  Aurora. 

Agent  C.  G.  Shepherd  and  Mrs.  Shepherd 
were  called  to  Edenburg,  Ind.,  the  first  of 
last  month  by  the  serious  illness  of  his  broth- 
er, who  was  superintendent  of  a  veneer  com- 
pany of  that  city. 

P.  L.  Reilly  was  called  to  Chicago  on 
business  May  18. 

The  freight  house  force,  under  Hugh  L. 
Curran,  foreman,  has  made  a  hard  stand  for 
100  per  cent. throughout  the  "No  Exception" 
campaign,  nothwithstanding  that  merchan- 
dise movements  have  greatly  increased  and 
no  additional  force  is  employed. 

J.  M.  Reynolds,  O.  S.  &  D.  clerk,  attended 
the  K.  of  C.  convention  at  Joliet  May  10  and 
11. 

J.  E.  Mclntyre,  switchman,  is  back  on  the 
job  in  the  Dixon  yard. 


Rockford  Freight  Office 

Charles  Wallick  spent  Sunday  with  home 
folks  at  Freeport  recently. 

George  Wells,  W.  P.  Mullane  and  Hbward 
Young  plan  a  trip  to  Indianapolis  in  the 
near  future. 

Ben  Schrieber  of  the  billing  department 
is  contemplating  entering  the  dry  goods 
business  on  a  wholesale  plan. 

Arrangements  for  the  organization  of  the 
Illinois  Central  freight  house  band  have 
been  perfected,  and  the  instruments  will  be 
purchased  as  rapidly  as  funds  are  secured 
We  understand  that  Sam  Northall,  who  once 
was  a  member  of  the  Coldstream  .Guards 
Band  in  England,  has  been  selected  as 
leader. 

The  daily  noon-time  meetings  held  in  the 
foreman's  office  have  developed  into  get-to- 
gether meetings,  where  ideas  are  exchanged 
and  suggestions  offered  for  the  betterment  of 
the  service.  Our  men  are  now  working  out 
a  plan  to  increase  the  business  of  the  Illinois 
Central  at  this  point. 

Supervising  Agent  Riordan  of  Freeport 
spent  several  days  at  the  East  Rockford 
station  in  May. 

Assistant  Agent  H.   R.  Aufdenspring  has 


One  Hundred  Eight          ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


been  riding  the  local  freight  to  Chicago  dur- 
ing the  "No  Exception"  campaign. 

Ed  Ray,  day  baggageman,  was  called  to 
Kankakee  recently  by  the  serious  illness  of  a 
relative. 

Signalman  "Red"  Cheeseman  visited  rela- 
tives at  Chicago  recently. 

During  the  "No  Exception"  drive,  all  man- 
ners of  slogans  have  been  employed  at  this 
station.  "Rockford  to  win,"  "Stop,  check 
your  number,"  "Accuracy  before  speed," 
and  "Don't  pull  back  on  the  load,"  are  just 
a  few  of  the  phrases  appearing  on  bulletin 
boards  and  written  with  chalk  on  skidways. 
Our  men  needed  no  goading  to  put  the  "No 
Exception"  drive  across,  as  every  month  is 
"No  Exception"  month  with  us. 


IOWA   DIVISION 

Stanley  McCurdey,  the  11-year-old  son  of 
A.  E.  McCurdey,  employed  in  the  division  ac- 
countant's office  at  Fort  Dodge,  met  with  a 
serious  accident  Friday  night,  May  27.  He 
was  riding  a  bicycle  at  the  time  of  the  ac- 
cident. An  auto  collided  with  the  bicycle, 
throwing  him  to  the  ground.  He  sustained  a 
broken  leg  and  arm  and  other  injuries  of  a 
.serious  nature. 

V.  L.  Richey,  clerk  in  the  superintendent's 
office,  spent  Decoration  Day  in  Fargo,  N.  D. 

Miss  Vera  Bong,  trainmaster's  clerk  at 
Fort  Dodge,  and  Miss  Ruth  Benton,  clerk  in 
the  superintendent's  office,  spent  Sunday,  May 
29,  visiting  friends  and  relatives  in  Cherokee 
and  Clare,  Iowa,  respectively. 

The  girls  in  the  division  offices  are  plan- 
ning on  a  picnic  to  be  held  during  June  "some- 
where along  the  Des  Moines  River."  It  is 
hoped  that  the  entire  personnel  of  the  di- 
visflta  offices,  as  well  as  employes  in  other 
offices  at  this  point,  will  be  able  to  attend  this 
social  function.*  Mosquitoes,  please  copy. 

This  vicinity  has  been  visited  with  some 
heavy  rainstorms.  The  storm  at  Fort  Dodge 
on  Thursday  afternoon,  May  26,  assumed  the 
proportions  of  a  cloudburst.  The  creeks,  as 
well  as  the  river,  are  very  high.  A  tornado 
descended  upon  Garner,  Iowa,  north  of  Cedar 
Falls,  four  deaths  being  the  toll  of  the  storm 
at  that  place. 

The  visitor  to  Fort  Dodge,  hustling  and 
hospitable  metropolis  of  northwestern  Iowa 
and  division  point  on  the  western  lines  of 


the  Illinois  Central,  misses  a  treat  if  he  fails 
to  include  a  visit  to  the  warehouse  where  is 
stored  the  Cardiff  Giant,  money-maker  for 
the  late  P.  T.  Barnum  and  one  of  the  clever- 
est advertising  hoaxes  ever  perpetrated.  The 
story  of  the  slumbering  giant  is  now  too  well 
known  to  give  it  an  anthropological  signifi- 
cance, but  where  it  loses  interest  to  the  stu- 
dent of  anthropology  it  gains  interest  to 
the  less  learned  visitor. 

Fort  Dodge,  as  you  should  know,  and  may 
not,  is  the  center  of  the  gypsum  industry  in 
the  United  States.  The  land  surrounding  it 
is  underlaid  with  an  inexhaustible  supply  of 
gypsum  rock.  The  problem  of  the  time  in 
which  the  Cardiff  Giant  hoax  was  perpe- 
trated was  to  get  the  story  before  the  peo- 
ple. 

So  a  huge  block  of  gypsum  rock  was  carved 
into  the  form  of  a  massive  man,  to  represent 
a  prehistoric  body.  It  was  done  scientifically. 
A  gifted  sculptor  modeled  the  form  to  show 
the  wearing  of  water-courses.  A  small 
stream  of  water  was  imagined  to  have  found 
its  course  across  one  of  the  massive  legs  for 
countless  centuries,  cutting  away  grain  by 
grain  the  rock  to  a  tiny  rivulet-bed,  and  the 
sculptor  made  allowance  for  it.  The  form 
completed,  the  two-ton  "man"  was  shipped 
to  New  York  State,  where  it  was  buried. 
One  day  a  farmer  digging  a  well  "accident- 
ally" discovered  the  body,  and  it  was  brought 
to  light  and  placed  on  exhibition.  For  a  long 
time  it  was  studied  by  anthropologists,  and 
it  is  said  that  many  pronounced  it  genuine — 
the  probable  remains  of  a  prehistoric  man 
who  lived  in  the  western  world  back  in  the 
centuries  before  the  coming  of  the  race  we 
know  as  the  Indian.  The  master  showman, 
P.  T.  Barnum,  capitalized  the  discovery  and 
carried  it  about  over  the  country  with  his 
collection  of  exhibits,  allowing  the  curious 
to  look  upon  it,  at  a  stated  sum  per  look. 

And  then  the  story  became  known.  If  was 
only  a  method  of  advertising  Fort  Dodge's 
gypsum  deposits,  which  have  been  commer- 
cialized and  exploited  until  it  is  said  with 
some  verity  that  Fort  Dodge  "plasters  the 
earth." 

In  the  gypsum  mills  of  Webster  county 
products  worth  $2,500,000  are  turned  out  an- 
nually. About  33,500  carloads  of  gypsum 
plaster  are  shipped  out  of  Fort  Dodge  annu- 
ally. 


June  1921 


ILLINOIS     CENTRAL     MAGAZINE 


One  Hundred  Nine 


SPRINGFIELD  DIVISION 

Traveling  Car  Checker  Schilling  of  Chicago 
was  on  the  division  several  days  in  May. 

Mr.  Uhland  of  Chicago  was  in  Clinton,  May 
25. 

D.  S.  Bailey,  formerly  trainmaster  of  the 
Rantoul  line,  was  a  visitor  at  division  of- 
fices May  13. 

L.  J.  Joffray,  general  fuel  inspector,  of  Chi- 
cago, was  in  Clinton  May  18  on  company  busi- 
ness. 

Trainmaster  M.  Sheahan  of  Rantoul  attend- 
ed a  meeting  in  Mr.  Shaw's  office  May  16. 

Mr.  Marley  of  Chicago  called  at  division 
offices  May  17. 

Miss  Helen  Benson,  stenographer  in  Mr. 
Shaw's  office,  who  underwent  an  operation 
May  10  at  St.  John's  Hospital,  Springfield, 
is  reported  as  getting  along  nicely  and  will 
soon  return  to  work. 

Trainmaster  Walker,  Claim  Agent  Mann, 
Supervising  Agent  Plate  and  Chief  Clerk 
Gleadall  made  a  business  trip  to  St.  Louis, 
Saturday,  May  21. 

File  Clerk  Jennie  Gleadall  spent  May  29  and 
30  visiting  relatives  in  Peoria,  111. 

Miss  Esther  Jones  of  the  store  department 
was  a  Springfield  visitor  Wednesday,  May  25. 

John  Sproat  of  the  superintendent's  office 
spent  May  29  and  30  with  home  folks  at  Kin- 
caid,  111. 

General  Superintendent  G.  E.  Patterson,  As- 
sistant Engineer  L.  H.  Bond,  Roadmaster  W. 
E.  Russell  and  Claim  Agent  C.  D.  Gary  made 
a  trip  over  the  Rantoul  district  April  19. 

D.  S.  Bailey,  former  supervisor  of  trains  and 
track,  Rantoul,  was  over  the  Rantoul  district 
the  first  part  of  May,  looking  over  his  old 
territory  and  shaking  hands  with  friends  along 
the  line. 

Traveling  Engineer  J.  H.  McGuire  of  the 
St.  Louis  division  was  a  business  visitor  in 
Clinton  May  26. 

Superintendent  Shaw  attended  a  meeting  in 
Chicago  May  27. 

C.  demons  of  the  store  department  has  re- 
turned from  a  ten  days'  vacation. 

Miss  Esther  and  Miss  Ethel  Jones  are  en- 
joying a  vacation  this  month  (June)  in  Can- 
ada, visiting  Toronto,  Niagara  Falls  and  other 
points  of  interest. 

L.    Mulholland    of    Chicago    is    in    Clinton, 


working  in  the  accounting  department  in  con- 
nection with  the  new  yards. 

O.  B.  Wood,  traveling  auditor,  spent  Fri- 
day, May  27,  in  Clinton. 

Miss  Julia  Coffey  visited  in  Vandalia  May 
29  and  30. 

Accountant  O.  D.  Moore  and  Mrs.  Moore 
spent  Decoration  Day  in  Toledo. 

Accountant  Lee  Ely  and  Mrs.  Ely  visited 
Decatur  recently. 

Tonnage  Clerk  K.  A.  Groves  has  returned 
to  work  after  several  days'  vacation. 

Mrs.  Earl  Banks  and  son  Robert  spent  an 
evening  in  Pana  recently. 

Mrs.  C.  N.  Doyle  has  returned  to  Clinton 
from  a  visit  at  Flora,  111. 

Miss  Olive  Draper  visited  in  Champaign, 
Saturday,  May  28. 

Agent  H.  A.  Morgan  of  Kenney  has  re- 
turned to  work  after  several  days'  absence  ac- 
count of  sickness. 

Adane  Bowles  and  Claire  Grey  were  Spring- 
field visitors  May  27. 

Operator  O.  S.  Jackson  made  a  trip  to  De- 
catur Ma-y  27. 

•  F.  E.  Rorer,  agent  at  Mount  Pulaski,  is 
taking  a  leave  of  absence  visiting  relatives  in 
Dixpn,  111. 

Wesley  Stone,  agent  at  Marine,  is  taking 
three  weeks'  leave  of  absence  and  attending 
the  O.  R.  T.  convention  at  Atlanta,  Ga.  Mr. 
Stone  expects  to  take  in  several  side  trips, 
returning  via  Washington.  Relief  Agent  F.  E. 
Stuber  is  filling  the  vacancy  at  Marine. 

A.  D.  Tilman,  agent  at  Forsyth,  is  taking 
thirty  days'  leave  of  absence,  being  relieved  by 
L.  C.  Grandfield.  Mr.  Tilman  is  spending  his 
vacation  on  his  farm  near  Forsyth. 

H.  L.  Gates,  agent  at  Shobonier,  is  taking 
a  few  days'  leave  of  absence  on  account  of 
sickness.  He  is  being  relieved  by  W.  K.  Sim- 
cox. 

W.  A.  Yoder,  agent  at  Litchfield,  is  taking 
two  weeks'  leave  of  absence.  He  is  being  re- 
lieved by  J.  S.  McMichaels. 

G.  F.  Thing  returns  to  the  service  on  June 
1,  after  thirty  days'  leave  of  absence.  He 
was  relieved  by  J.  D.  Healea. 

Dispatcher  J.  A.  Vallow  spent  May  21  in 
St.  Louis  and  enjoyed  the  trip  over  the  St. 
Louis  terminal  with  the  annual  inspection 
train. 


One  Hundred  Ten 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


Conductor  C.  P.  Freeman,  who  was  injured 
at  his  home  in  Springfield  several  months  ago, 
is  improving  and  expects  to  resume  work 
within  a  short  time. 

Brakeman  C.  F.  Troth  has  taken  a  leave  of 
absence  and  has  gone  to  Akron,  Ohio. 

J.  W.  Mumbower,  conductor,  who  has  been 
in  a  hospital  in  Chicago  undergoing  treat- 
ment, has  been  discharged  from  that  institution 
and  returned  to  his  home  in  Springfield. 

Conductor  C.  Abrell  is  taking  a  lay-off.  He 
has  gone  to  Chicago  on  committee  work  for 
the  Order  of  Railway  Conductors. 

Conductor  T.  W.  Mclntyre  has  returned 
from  a  trip  of  three  weeks,  the  time  being 
spent  in  Eldorado  Springs. 

Trainmaster  W.  A.  Golze  and  Mrs.  Golze 
have  gone  to  Hollywood,  Cal.,  for  an  ex- 
tended visit  with  their  daughter.  They  ex- 
pect to  visit  other  points  of  interest  in  the 
state  before  returning  home. 

Several  from  the  Springfield  division  attend- 
ed the  races  at  Indianapolis  Decoration  Day. 

Miss  Gladys  Westerholdt  was  a  Decatur 
visitor  recently. 


Road  Department 

Assistant  Engineer  G.  F.  Arthur  spent  May 
22  in  Chicago. 

Instrument  Man  J.  W.  Apperson  spent  the 
week-end  of  May  21  with  relatives  in  Mem- 
phis, Tenn. 

Road  Supervisor  J.  O'Brien  of  Pana  spent 
May  28  in  Manteno. 

Harry  Miller,  clerk  in  the  roadmaster's  of- 
fice, attended  the  races  in  Indianapolis  May  30. 

Mrs.  J.  W.  Swartz,  wife  of  Assistant  En- 
gineer Swartz,  left  May  20  for  a  visit  with 
relatives  in  Jacksonville,  Fla. 

Road  Supervisor  Martin  Doyle  spent  the 
week-end  recently  at  Johnson  Siding. 

Miss  Elizabeth  O'Brien,  clerk  in  the  super- 
visor's office,  Pana,  was  a  visitor  in  Kan- 
kakee  May  8. 

Rodman  Buntin  of  the  assistant  engineer's 
office  visited  friends  in  Marion  May  22. 

Instrument  Man  E.  M.  Richardson  of  the 
assistant  engineer's  office  visited  in  Mattoon, 
May  22. 

B.  &  B.  Supervisor  Draper  and  Bridge  In- 
spector J.  R.  Morphew  were  in  Spaulding,  May 
23,  on  a  business  trip. 


William  Sylvester,  clerk  in  the  supervisor's 
office,  Clinton,  attended  the  races  in  Indianap- 
olis, Ind.,  May  30. 

Motor  Car  Repair  Man  C.  L.  McAboy  spent 
Sunday,  May  22,  on  a  fishing  trip  at  Havana. 
He  had  a  fair  run  of  luck,  as  Superintendent 
Shaw  and  Roadmaster  Russell  can  vouch  for. 
Each  had  a  nice  mess  of  channel  cat. 

Supervisor  E.  Wood  was  in  Mount  Pulaski 
May  24  on  company  business. 

Extra  Gang  Foreman  W.  K.  Horn  of  Al- 
hambra  was  in  Clinton  on  business  May  23. 
While  here  he  was  initiated  into  Clinton 
Lodge  No.  785,  B.  P.  O.  E. 

Section  Foreman  C.  McKinney  and  family 
of  Clinton  were  visitors  in  Pana  May  22. 

Section  Foreman  William  Clary  and  Mrs. 
Clary  attended  the  funeral  of  a  relative  in 
Mechanicsburg  May  24. 

Maintenance  Foreman  F.  W.  Yeager  spent 
the  week-end  of  May  21  visiting  relatives  at 
Kinmundy. 

Signal  Foreman  Weld  is  moving  his  signal 
gang  and  outfit  to  Clinton,  preparing  to  in- 
stall wig-wag  signals  at  that  point. 

J.  J.  Ryan,  water  service  repair  man,  Spring- 
field, and  Sidney  Exkerlc,  assistant  extra  gang 
foreman,  Alhambra,  were  in  Clinton  on  May 
9th.  While  here  they  were  initiated  into  Clin- 
ton Lodge  No.  785,  B.  P.  O.  E. 

Miss  Geraldine  Reynolds,  stenographer  ifi 
the  roadmaster's  office,  left  May  27  for  a  sev- 
eral days'  visit  in  Eagle  Grove,  Iowa. 

Signal  Maintainer  Murphy  of  Alhambra 
attended  the  races  in  Indianapolis,  Ind.,  May 
30. 

J.  M.  Watkins,  labor  agent,  St.  Louis,  was  a 
caller  at  the  roadmaster's  office  May  18. 

Grover  C.  Harris,  resident  engineer,  is  in 
Princeton,  getting  acquainted  with  his  lately 
acquired  son  and  heir.  During  his  absence 
Assistant  Engineer  G.  F.  Arthur  is  in  charge 
of  his  party. 

Assistant  Engineer  Sims  and  Instrument 
Man  Francis  of  the  valuation  department  are 
making  subsidence  tests  on  the  Springfield  di- 
vision. Mr.  Sims  was  formerly  assistant  en- 
gineer on  our  division. 

Instrument  Man  Richardson  of  the  resident 
engineer's  office  spent  the  week-end  of  May 
14  in  Kankakee. 

Instrument  Man  and  Accountant  W.  J.  Ap- 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE         One  Hundred  Eleven 


person  informs  us  that  Mrs.  Apperson,  who 
has  been  visiting  at  her  home  in  Texas  for 
the  past  month,  will  return  to  Clinton  in  the 
near  future. 

Assistant  Engineer  H.  D.  Walker  of  Mr. 
Davis'  office  spent  the  week-end  in  Clinton. 

M.  M.  McClelland,  former  rodman,  is  spend- 
ing a  protracted  vacation  in  California. 

Mr.  Hanley  of  Mr.  Knowles'  office  has  been 
in  Clinton  for  the  past  several  days  looking 
after  the  water  department's  interest  in  our 
new  yard. 


Freight  Department 

L.  P.  Young  has  returned  from  Taylorville, 
111.,  where  he  was  called  by  the  death  of  a 
relative. 

The  Springfield  division  is  showing  a  very 
good  record  in  the  "No  Exception"  campaign. 
Springfield  ranks  second  on  the  northern  lines 
and  fourth  on  the  northern  and  western  lines. 

The  employes  of  the  freight  department  are 
planning  a  picnic  in  the  near  future  at 
Turkey  Run  Park,  Marshall,  Ind. 

V.  Pritchett  has  returned  to  work  after  a 
few  days'  lay-off. 

C.  E.  Slonaker,  agent  at  Bloomington,  was 
a  caller  at  Clinton  recently. 

Mr.  and  Mrs.  Fred  Perkins  and  daughter 
Dessa  visited  friends  and  relatives  in  Sho- 
bonier  recently. 

Mr.  and  Mrs.  George  White  visited  the 
former's  parents  in  Patoka  recently. 


Clinton  Shops 

The  shop's  baseball  team  is  experiencing  a 
successful  season,  having  played  five  games 
and  won  four.  The  one  lost  was  to  Farmer 
City  by  the  close  score  of  6  to  5. 

Machinist  Ed  Baker  has  returned  to  his 
home  in  Clinton  after  a  visit  in  Freeport. 

Foreman  D.  T.  Hess  returned  to  his  duties 
as  night  roundhouse  foreman,  after  having 
had  an  operation  in  the  Chicago  hospital. 

Mrs.  Schell  Samuels  plans  to  spend  a  few 
days  soon  with  her  parents  in  St.  Louis. 

Lyle  Fisher  and  John  Hamilton  visited  in 
Lincoln  recently. 

Foreman  West  is  off  on  account  of  an  oper- 
ation on  his  throat. 

Sylvester  Jenkins  was  in  Decatur  on  busi- 
ness recently. 


Springfield  Station 

C.  L.  Lanois,  traveling  engineer  with  head- 
quarters at  Clinton,  was  in  Springfield  on 
business  April  30. 

Little  Eleanor  Franz,  daughter  of  Ware- 
house Foreman  Franz,  was  slightly  hurt  May 
1  when  she  was  struck  by  a  speeding  motorist. 

H.  R.  Peters,  station  inspector  with  head- 
quarters in  Chicago,  was  in  Springfield  May  2. 

A  special  train  of  ten  Pullman  cars  was 
chartered  to  bring  Chicago  Democrats  to 
Springfield  for  the  meeting  held  at  the  Arsenal 
May  3. 

L.  E.  Barton,  cashier  of  the  C.  &  E.  L  at 
Pana,  called  on  Mr.  Baldwin,  local  freight 
agent  at  this  station,  May  3. 

The  marriage  of  William  A.  Mallot,  as- 
sistant baggageman  at  the  Springfield  pas- 
senger station,  and  Miss  Harriet  LeSurd, 
waitress  at  the  Van  Noy  restaurant  at  the 
Springfield  passenger  station,  was  solemn- 
ized April  19.  The  couple  will  make  their 
home  at  H5l/2  North  Fifth  street,  Springfield, 
111. 

John  Kiser,  trucker  in  the  Springfield  ware- 
house, has  returned  from  Hot  Springs,  Ark., 
where  he  has  been  taking  baths  for  his  rheu- 
matism. He  is  very  much  improved. 

J.  H.  Love,  general  agent,  freight  depart- 
ment of  the  New  York  Central  lines,  with 
headquarters  at  Kansas  City,  was  caller  at  the 
local  fre:ght  office  May  17. 

Miss  Anna  Herzog  and  Miss  Margaret 
O'Brien  of  the  local  freight  office,  spent  Deco- 
ration Day  in  Omaha,  visiting  friends. 

Miss  Hilda  Marie  Schmitt,  clerk  in  the  lo- 
cal freight  office,  spent  Decoration  Day  in 
St.  Louis. 

Hiram  L.  Parkinson,  car  clerk  in  the  local 
freight  office,  recently  went  to  Hot  Springs, 
Ark.,  where  he  will  remain  for  three  weeks  to 
take  hot  baths. 

Martin  L.  Pieper,  bill  clerk  in  the  local 
freight  office,  the  "Babe  Ruth"  of  the  Chat- 
ham baseball  team,  played  against  the  Athens 
baseball  team  Sunday,  May  22.  He  also  par- 
ticipated in  the  game  against  Litchfield  Decor- 
ation Day. 

H.  C.  Midkiff,  assistant  baggageman,  has 
been  touring  around  the  various  cities  in  Illi- 
nois in  his  automobile. 


One  Hundred  Twelve        ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


ST.  LOUIS  DIVISION 

"A  few  days  ago  it  was  brought  to  my 
attention  that  there  was  a  pile  of  old  dry 
rotten  logs  lying  on  our  right-of-way  near 
a  grain  house  at  Finney,  111.,"  writes  Super- 
intendent W.  Atwill,  "and  Section  Foreman 
L.  Corzine  was  instructed  to  remove  these 
logs.  When  he  and  his  men  arrived  at  Fin- 
ney, neighbors  around  Finney  assisted  him 
in  removing  this  pile  of  logs.  There  were 
about  a  dozen  people  who  used  teams  in  as- 
sisting our  section  gang  in  disposing  of  these 
old  logs,  which  totaled  about  a  carload. 
These  people  made  no  charge  for  their  serv- 
ices. Such  co-operation  from  the  public  in 
matters  of  this  kind  is  very  gratifying." 

Following  is  copy  of  a  letter  recently  re- 
ceived from  Engineer  H.  H.  Banks,  Cen- 
tralia,  111.:  "Every  trip  for  three  straight 
months  I  have  taken  No.  24  into  Centralia 
on  time,  and  for  the  entire  four  months  I 
have  come  in  late  only  twice — on  the  first 
of  January  1  hour  and  7  minutes  late,  due  to 
a  derailment,  and  on  the  twenty-second  7 
minutes  late,  waiting  at  DuQuoin  to  get  the 
fuel  economy  cars  from  624,  which  was  late. 
How  is  this  for  an  on-time  record  for  this 
train?" 

Recently  a  group  of  persons  made  a  visit 
to  Fountain  Bluff,  on  the  Illinois  Central,  to 
look  over  that  section  of  Jackson  County, 
Illinois,  with  a  view  of  locating  one  of  the 
state  parks  there.  They  reported  favorably 
on  the  site  for  a  park. 

The  division  office  ball  team  defeated  the 
roundhouse  team  May  5,  score  10  to  8.  Any 
team  looking  for  real  baseball  playing  should 
schedule  a  game  with  this  division  office 
team.  You  can  do  so  by  addressing  Harry 
E.  Goetz,  Illinois  Central  Division  Office, 
Carbondale,  111. 

Miss  Helen  Foley,  stenographer  in  the 
superintendent's  office,  was  kept  home  May 
7  by  the  severe  illness  of  her  mother,  Mrs. 
L.  F.  Foley. 

Chief  Clerk  H.  Culley  and  family  visited 
Sunday,  May  8,  in  McClure,  111. 

J.  I.  Gunn  of  Marion,  111.,  has  been  ap- 
pointed as  secretary  of  the  Southern  Illinois 
Development  Association  to  fill  the  vacancy 
caused  by  the  recent  death  of  Prof.  J.  P. 
Gilbert.  Mr.  Gunn  is  secretary  of  the  Cham- 
ber of  Commerce  at  Marion  and  gives  prom- 
ise of  doing  great  things  in  carrying  for- 
ward the  work  of  developing  Southern  Illi- 


nois which  was  so  well  under  way  under 
the  leadership  of  Professor  Gilbert.  All  of 
us,  particularly  in  Southern  Illinois,  are  in- 
terested in  the  full  development  of  this  sec- 
tion of  the  State. 

Agent  C.  N.  Scott,  Murphysboro,  drop- 
ped into  the  superintendent's  office  May  11. 

Supervising  Agent  B.  F.  Williams  held  a 
meeting  of  agents  the  first  of  the  month  in 
reference  to  the  "No  Exception"  campaign. 
Mr.  Williams  and  E.  A.  Barton  have  been 
busy  during  the  month  in  keeping  excep- 
tions down. 

Robert  Bradshaw,  electrician,  and  Mrs. 
Bradshaw  were  recently  called  to  Paducah, 
Ky.,  by  the  death  of  Mr.  Bradshaw's  sister. 

J.  P.  Westerfield,  dispatcher,  was  operated 
on  at  Holden  Hospital  recently  for  ap- 
pendicitis. 

Trainmaster  W.  R.  Givens,  Mounds,  was 
in  Carbondale  May  20,  on  business. 

Assistant  Chief  Clerk  M.  L.  Foley  was  in 
St.  Louis  May  21  on  business. 

Miss  Lena  Hampton,  stenographer  in  the 
superintendent's  office,  was  in  St.  Louis 
May  24. 

Miss  Bertha  Schuler,  trainmaster's  clerk, 
Mounds,  and  her  mother  spent  a  few  days 
in  Mexico,  Mo.,  attending  graduating  ex- 
ercises. 

D.  C.  Moss,  tonnage  clerk,  and  R.  E.  Ad- 
dington,  timekeeper,  were  in  Chicago  Sun- 
day, May  22. 

O.  H.  Ahl,  H.  E.  Goetz,  accountants,  and 
H.  C.  Brewer,  tonnage  clerk,  were  in  St. 
Louis  May  22. 

P.  D.  Johnson  trainmaster's  clerk,  visited 
relatives  in  Mississippi,  Sunday,  May  22. 

Chief  Accountant  L.  F.  Foley  went  to 
West  Frankfort  May  25  on  business. 

One  of  the  big  type  of  engines  (No.  2937) 
was  handled  through  Carbondale  May  27 
on  its  way  to  the  southern  lines. 

J.  F.  Reiner,  who  has  been  for  some  time 
on  leave  of  absence  on  account  of  his 
health,  has  returned  to  his  work  as  record 
clerk  in  the  superintendent's  office. 

Miss  Jennie  Kline  was  married  May  3  to 
Fred  Pabst.  They  are  both  from  Carbon- 
dale,  and  both  have  been  working  for  the 
Illinois  Central, — Miss  Kline  as  a  telephone 
switchboard  operator  in  the  division  office 
and  Mr.  Pabst  in  the  mechanical  depart- 
ment. 

Trainmaster   F.   T.   Gibbs  of   Centralia  is 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE    One  Hundred  Thirteen 


in  the  Illinois  Central  Hospital  at  Chicago 
undergoing  a  slight  operation. 

Miss  Lena  Watts,  722  clerk  i\  the  trans- 
portation department,  spent  a  Monday  in 
St.  Louis  recently. 

The  Misses  Anna  Carpenter,  "Honey" 
Buehler  and  Thelma  Gilpin  of  the  mechan- 
ical department  have  gone  to  New  Orleans, 
where  they  will  see  the  sights  for  a  few 
days. 

Miss  Bertha  Owen,  'Trainmaster  Gibbs' 
clerk,  slipped  away  May  14  and  came  back 
as  Mrs.  Walter  A.  Schultz. 

Misses  Grayce  Webster  and  Anna  Car- 
penter spent  a  Sunday  recently  in  Cham- 
paign, 111. 

Miss  Clara  Schroeter,  record  clerk,  spent 
a  few  days  in  Bloomington,  111.,  recently. 

Brakeman  L.  L.  Baysinger  spent  a  few 
days  with  his  parents  in  Carbondale  re- 
cently. 

Conductor  H.  Taylor,  who  was  injured 
some  time  ago,  is  improving  nicely  and  is 
expected  home  from  the  Illinois  Central 
Hospital  at  Chicago  in  a  few  days. 


Trainmaster's  Office,  East  St.   Louis 

Miss  Stella  Gain,  stenographer  in  the 
trainmaster's  office,  spent  a  few  days  in 
Chicago  recently. 

Miss  Alice  Jane  Murphy  of  the  yard  of- 
fice spent  a  few  days  at  Golconda,  111.,  re- 
cently. 

Trainmaster  J.  D.  White  has  been  on  the 
sick  list  for  the  past  week  or  two. 

Assistant  General  Yardmaster  H.  S. 
Symon  has  returned  from  a  week's  vaca- 
tion. 

Miss  Alice  Jane  Murphy  has  returned  to 
work  in  the  yard  office  after  being  off  duty 
on  account  of  a  severe  cold. 

Traveling  Car  Agent  John  McEwen  spent 
a  few  days  with  us  recently. 

Superintendent  C.  W.  Shaw  of  the  Spring- 
field division  made  a  short  visit"  at  the  yards 
recently. 

Switchman  R.  J.  Ford  had  a  narrow 
escape  recently  while  switching  in  the  yards. 
He  was  knocked  down  by  a  car.  His  pres- 
ence of  mind  led  him  to  lie  between  the  rails 
close  to  the  ties  until  after  the  cars  passed 
over  him. 

Extra  Train  Caller  T.  M.  Barrett  worked 


a  few  days  in  place  of  Clarence  Dixon,  who 
was  on  a  fishing  trip. 

•Everyone  at  East  St.  Louis  was  very  much 
pleased  with  the  visit  of  General  Superinten- 
dent G.  E.  Patterson,  Superintendents  W. 
Atwill  and  C.  W.  Shaw  on  May  5. 

Superintendent  of  Suburban  Passenger 
Service  A.  Bernard  made  a  visit  to  East  St. 
Louis  on"  May  5. 

Mr.  McPike  and  Mr.  Tultle  of  the  perish- 
able freight  service  made  a  short  visit  at 
East  St.  Louis  May  11. 

Traveling  Car  Agents  Pinkerton  and 
Green  made  a  visit  to  East  St.  Louis  yards 
recently  and  found  everything  in  first-class 
condition,  all  cars  moving  through  this  ter- 
minal promptly. 

Yard  Clerk  Paul  King  is  all  smiles  lately 
as  the  result  of  the  arrival  of  a  10-pound 
baby  girl. 


East  St.  Louis  Freight  Office 

Supervisor  O.  M.  Ferguson  recently  pur- 
chased a  new  automobile. 

Waybill  Clerk  J.  M.  Trendley  recently 
spent  a  few  days  in  Louisville. 

Miss  Margaret  McKenzie  has  returned  to 
work  after  a  three  weeks'  absence -spent  in 
the  company's  hospital  at  Chicago,  having 
undergone  a  minor  operation. 

Chief  Inbound  Clerk  E.  I.  Upton,  who 
has  been  confined  to  his  home  for  the  past 
three  months,  is  convalescing  and  is  ex- 
pected to  resume  his  duties  in  the  near  fu- 
ture. 

The  indoor  baseball  team  continued  its 
winning  streak  by  defeating  the  Big  Four 
local  office  team  23  to  2,  at  the  East  St. 
Louis  Y.  M.  C.  A.  Thursday  evening,  May 
12,  and  also  by  defeating  the  Elliott  "Frog  & 
Switch  Company's  team  on  Thursday  even- 
ing, May  19,  score  11  tb  0.  The  pitching  of 
DuHadway  was  of  big  league  caliber  and 
proved  baffling  to  the  opponents.  The  bat- 
ting of  the  entire  team  was1  excellent  on  both 
occasions. 

When  it  comes  to  solicitation,  it  will  be 
noted  that  new  names  are"  appearing  on  our' 
reports.  Miss  Calh'e  O'Brien  is  educating 
herself  along  the  lines  of  soliciting  passenger 
business;  always  mentioning  Illinois  Central 
when  making  a  purchase. 

Telephone    Operator    Gertrude    Johnson 


One  Hundred  Fourteen       ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


recently   sprained   her  ankle   while   hurrying 
to  work.  ,', 

Demurrage  Clerk  J.  H.  Muelken  acts  like 
a  veteran  when  it-  comes  to  soliciting  the 
lumbermen  for  their  business. 


Cairo  Freight  Station 

Miss  Lois  Schuler  has  returned  from 
Covington,  Tenn.,  where  she  went  to  at- 
tend the  funeral  of  a  friend. 

Masons  have  been  busy  improving  the 
appearance  of  the  yard  and  street  in  front 
of  the  building  by  replacing  broken  side- 
walks and  erecting  a  wall  around  the  pave- 
ment to  prevent  cars  from  over-running 
tracks  and  injuring  pedestrians.  The  garden- 
er also  has  beautified  the  premises  by  plant- 
ing flowers  in  our  flower-beds.  The  ivy 
vines  on  the  depot,  which  are  very  luxuriant, 
have  been  admired.  We  take  especial  pride 
in  the  looks  of  Cairo  freight  station  and 
yard. 

Misses  Eva  Clanton  and  Mary  Wilhoit 
spent  Decoration  Day  with  relatives  and 
friends  at  Carbondale. 

All  at  the  station  are  putting  their  should- 
ers to  the  wheel  and  endeavoring  to  make 
100  per  cent,  or  as  near  as  possible,  in  the 
"No  Exception"  campaign  north  of  the  river 
this  month. 

Al.  Steele,  warehouse  foreman,  has  re- 
turned from  Chicago. 

F.  M.  Block,  agent  at  Mounds,  and  Inspec- 
tor E.  A.  Barton  were  Cairo  business  callers 
May  23  and  24. 

Victor  Honey,  claim  clerk,  left  Sunday, 
May  29,  for  a  visit  with  relatives  at  Tipton- 
ville,  Tenn. 

Louis  Rehmus,  northbound  bill  clerk, 
spent  Decoration  Day  visiting  home  folks 
at  St.  Louis. 

Egypt  Lodge  No.  42,  B.  R.  C.,  held  an  en- 
joyable meeting  Tuesday,  May  24. 

John  Winstead,  rate  clerk,  has  had  an  in- 
fected finger,  which  necessitated  an  opera- 
tion and  handicapped  him  in  his  work. 

Grain  traffic,  both  in  and  outbound,  has 
increased  materially,  and  a  large  volume  of 
the  traffic  is  moving  via  Illinois  Central. 

The  barge  line  traffic  is  also  holding  up 
well,  with  a  large  tonnage  in  sight,  unless  the 
rapidly  falling  rivers  prevent  handling. 

John  A.  Hodge,  night  clerk,  has  returned 
from  St.  Louis,  where  he  received  medical 
treatment. 


INDIANA  DIVISION 

Acting  General  Superintendent  Patterson 
went  from  Afattoon  to  Evansvillc  on  the  In- 
diana division  May  12. 

J.  L.  Puig,  inspector,  stations  and  trans- 
fers, has  been  busily  engaged  on  our  division 
the  last  several  weeks,  with  exceptions,  etc. 

Miss  Lucille  Yount  spent  a  day  in  St.. 
Louis  recently. 

We  were  mighty  sorry  to  learn  of  the 
death  of  Agent  C.  R.  Pleasants  at  Blooming- 
ton  on  May  9.  Mr.  Pleasants,  with  his  con- 
tagious smile,  was  always  welcomed  by  our 
division  office  when  he  attended  various 
meetings.  Our  sincere  sympathy  to  the  wife 
and  daughters. 

Chief  Clerk  R.  G.  Miller  spent  a  day  ir 
Peoria  recently. 

E.  E.  Batson  has  been  made  assistant  chiei 
clerk  to  the  superintendent,  as  E.  F.  McFad- 
den  has  become  a  farmer.  Material  Clerk 
Kenneth  Holmes  succeeds  Mr.  Batson  as 
chief  clerk  to  the  roadmaster,  Donald  Mc- 
Lain  (formerly  clerk  to  supervisor  B.  &  B.) 
succeeding  Mr.  Holmes.  Dale  Arnold  of 
Newton  fills  the  vacancy  in  supervisor  B. 
&  B.'s  office. 

Miss  Cora  Tiffany,  stenographer  in  the 
roadmaster's  office,  left  the  first  of  June  to 
take  up  new  duties  in  the  Chicago  offices, 
B.  &  B.  department. 

Mr.  Duggan,  chief  clerk  to  the  general 
superintendent,  spent  half  a  day  with  us 
recently. 


Agent's  Office,  Indianapolis,  Ind. 

W.  V.  Milliken,  the  genial  representative 
of  the  A.  F.  R.  office,  renewed  his  acquaint- 
ance here  recently  and  incidentally  looked 
over  the  office  building  with  a  view  to  re- 
establishing the  revising  bureau. 

The  sudden  death  of  Agent  C.  R.  Pleas- 
ants was  keenly  felt  by  all  employes  of  the 
Indianapolis  terminal,  and  many  acquaint- 
aces  went  to  Bloomington  to  pay  their  re- 
spects and  to  extend  their  sympathy  to  the 
wife  and  daughters. 

F.  T.  Wilbur,  superintendent  of  telegraph, 
was  here  recently  to  look  over  the  extension 
of  the  telephone  service  from  the  P.  B.  X. 
board  to  the  new  fruit  shed. 

J.  J.  Hesler,  traveling  auditor,  spent  sev- 
eral days  with  us  recently,  making  special 
investigation  into  accounts  of  the  company. 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE        One  Hundred  Fifteen 


Agent's  Office,  Evansville,  Ind. 

Miss  Bertha  Thomas,  bill  clerk,  will  leave 
shortly  for  an  extended  visit  in  Cripple 
Creek,  Colo. 

Miss  Veleda  Kirwer  is  back  on  the  job, 
after  visiting  friends  and  relatives  in  Indi- 
anapolis, Ind. 

George  Spiegel  left  the  grind  of  rates  for 
a  few  days  and  journeyed  to  St.  Louis,  Mo., 
where  he  saw  "Babe"  Ruth  in  action. 

Mr.  Patterson,  acting  general  superintend- 
ent of  the  northern  lines,  Mr.  Roth,  super- 
intendent, and  Mr.  Keene,  trainmaster,  were 
in  Evansville  recently,  completing  a  tour  of 
the  Jndiana  division. 


KENTUCKY  DIVISION 

A.  F.  Blaess,  engineer  of  maintenance  of 
way,  General  Superintendent  Egan,  C.  C. 
Westfall,  engineer  of  bridges,  Superinten- 
dent Young  and  Roadmaster  Holt  of  the 
Tennessee  division  and  Superintendent  Hill 
and  Roadmaster  Glynn  of  the  Kentucky  di- 
vision made  an  inspection  of  the  facilities  at 
Cedar  Bluff  Quarry  on  May  3. 


Roadmaster  Glynn,  Supervisor  Dearing, 
Water  Supply  Foreman  Price  and  Division 
Electrician  E.  O.  King  were  at  De  Koven 
on  May  4,  making  an  inspection  of  track  fa- 
cilities of  the  Madison  Coal  Corporation  and 
the  pumping  station  on  the  Ohio  River. 

A  large  crowd  of  Morganfield  residents, 
occupying  a  special  coach  on  Train  321, 
passed  through  Princeton  on  May  6  on  their 
way  to  attend  the  Pal  Moore-Joe  Lynch 
bantam-weight  championship  fight  at  Louis- 
ville on  the  eve  of  the  forty-seventh  annual 
running  of  the  Kentucky  Derby.  Train  102 
out  of  Princeton  also  carried  two  extra 
coaches  to  accommodate  extra  travel  on 
this  day. 

John  Martin  has  been  appointed  signal 
maintainer  at  Rockport  in  place  of  Herbert 
Kunnekee,  transferred  to  Paducah.  M.  V. 
Hennessey  has  been  appointed  signal  main- 
tainer of  the  new  installation  of  signals  be- 
tween Princeton  and  Ilsley,  with  headquar- 
ters at  Dawson  Springs.  C.  L.  Bromley  has 
been  appointed  signal  maintainer  at  Prince- 
ton in  place  of  John  Martin,  transferred. 
J.  A.  Sauer,  signal  testrnan  has  been  ap- 


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One  Hundred  Sixteen       ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


pointed  signal  foreman  in  place  of  C.  L. 
Bromley,  transferred. 

Miss  Sudie  Cash  trainmaster's  clerk  at 
Princeton,  spent  May  8  in  Hopkinsville. 

F.  S.  Coates  assistant  engineer,  has  been 
inspecting  rail  and  switches  on  the  division 
the  past  few  weeks. 

Trainmasters  T.  A.  Downs  and  J.  B. 
Thomas  have  been  at  Louisville  working  on 
a  new  time  card. 

General  Superintendent  Egan  and  Super- 
intendent Young  of  the  Tennessee  division 
were  at  Louisville  on  May  17. 

Yardmaster  Moss,  with  the  Princeton  bas'e- 
ball  team,  has  been  sweeping  through  west- 
ern Kentucky  like  a  comet.  This  team,  which 
is  composed  entirely  of  Illinois  Central  em- 
ployes, has  met  and  defeated  some  of  the 
best  rated  baseball  teams  in  Western  Ken- 
tucky. On  Sunday,  May  15,  the  Tigers  de- 
feated the  fast  Central  City  team  in  an  over- 
time contest  of  eleven  innings  the  score  be- 
ing two  to  one  in  favor  of  the  Tigers  when 
the  fracas  ended.  The  following  Sunday, 
May  22,  they  met  and  defeated  the  Provi- 
dence team  by  the  score  of  14  to  7.  The  bril- 
liant playing  of  Tom  Miles  and  the  pitching 
of  Hill  featured  this  game.  Miles  secured 
two  triples,  two  two-baggers  and  one  sin- 
gle out  of  six  trips  to  the  plate.  Several 
games  have  been  booked  that  will  keep  the 
team  busy  for  many  Sundays,  and  the  boys 
are  looking  forward  eagerly  to  battles  with 
Fulton,  Mayfield,  Paris,  Paducah,  Dyers- 
burg,  Maxon  Springs  and  Louisville. 

Instrument  Man  Heil  and  Rodman  Rice 
of  the  engineering  department  were  in 
Princeton,  May  22. 

General  Superintendent  Egan  was  at 
Paducah,  May  25. 

Chief  Signal  Inspector  J.  H.  Buttridge 
and  Signal  Supervisor  Davis  are  making  a 
motor  car  inspection  trip  of  the  division. 

The  Travelers'  Protective  Association,  an 
organization  composed  of  traveling  sales- 
men from  all  over  Kentucky,  held  their  an- 
nual convention  at  Paducah  May  13.  Most 
of  the  posts  brought  their  own  brass  bands 
along  and  entertained  the  passengers  on  the 
Illinois  Central  trains  into  and  out  of  Pad- 
ucah. While  at  Paducah  they  were  shown 
through  the  Illinois  Central  Shops,  and  were 
very  much  interested  in  the  newest  Illinois 
Central  locomotive,  the  2936,  which  is  now 
at  Paducah. 


Local  Freight  Office,  Louisville 

E.  E.  Troyer  and  E.  L.  Yontz,  have  been 
checking  the  accounts  at  this  station  for  sev- 
eral weeks 

The  wedding  bells  rang  May  5  for  Klinger 
Thomas  of  this  office  and  Miss  Mayme  An- 
derson. Their  honeymoon  was  spent  in 
Memphis,  Tenn. 

Celestine  A.  Zeller,  one  of  our  foreign 
co-workers  from  New  Albany,  Ind.,  and 
Miss  Alice  Hinkebein,  a  resident  of  the 
same  city,  are  traveling  the  matrimonial 
road  together  since  May  11. 

Bill  Allen,  Gus  Schoenlaub  and  John  Hig- 
gins  honored  Nashville,  Tenn.,  April  24,  with 
their  presence. 

Rev.  and  Mrs.  Held  announce  the  engage- 
ment of  their  daughter,  Martha,  to  Adolph 
Buchold  of  this  office. 


Mortimer  &  Lindstrom  Co. 

(INCORPORATED) 

CONTRACTORS 

Plumbing,  Gas  Fitting,  Iron  and  Tile  Drainage 

Telephone  Htrriion  8241 
Room  ISM  Kimbill  Bldf..  25  E.,t  J.ek.o    Bl. 


Manuf  aeturet*  of 


Perpetual  Account  Book* 
Loose  Leaf  Specialties  and  Blank 

Books 
High  Grade  Printing 


WE  WILL  BOND  YOU 

UNITED  STATES  FID  ELITY&  GUARANTY  CO, 

BALTIMORE,  MARYLAND 
Total  Resources  $31,433,868.05 

FIDELITY— JUDICIAL— SURETY 
BONDS 

Accident  and  Health — Burglary — Automobile — 

Liability  and  Plate  Glass  and  all 

Casualty    Lines 

CHICAGO  OFFICE    134  s.  LA  SALLE  ST. 

GEORGE  E.  BRENNAN,  Manager  Telephone  Franklin  3600 


Please  mention  this  magazine  .when  writing  to  advertisers 


June   1921 


ILLINOIS      CENTRAL      MAGAZINE 


One  Hundred  Seventeen 


TENNESSEE  DIVISION 
Road  Department 

Willie  Perry,  brother  of  James,  from  Jack- 
son, Tenn.,  is  now  employed  in  the  road  de- 
partment. 

J.  M.  Hoar,  assistant  engineer,  attended  a 
conference  at  Nashville,  Tenn.,  recently. 

Dame  Rumor  is  playing  havoc  with  the 
single-blessedness  in  this  office,  and  every- 
one is  trying  to  define  marriage.  Some  say: 
"It's  what  lovers  look  forward  to,  widows  and 
widowers  look  back  to,  bachelors  look  out 
for,  and  old  maids  long  for — and  that  no 
one  but  the  mother  of  a  bunch  of  lively  kids 
understands." 

Paul  Pickering,  chief  clerk  of  the  road  de- 
partment, visited  in  Memphis,  Tenn.,  Friday, 
May  21. 

Elvis  R.  Campbell  supervisor's  clerk,  made 
a  business  trip  to  Jackson,  Tenn.,  May  24. 


Superintendent's  Office 

Messrs.  Ligon,  Witty,  Albritton,  Alberts 
P.  P.  Pickering,  Carl  Croft  and  G.  B.  Butter- 
worth  attended  the  races  in  Louisville  May  7. 

Mr.  and  Mrs.  W.  R.  Hales,  Miss  Vernita 
Tribble  and  J.  F.  Williams  spent  a  Sunday 
in  Cairo  recently. 

That  the  superintendent's  office  is  behind 
the  Fulton  nine  this  year  is  evident  from  the 
number  of  rooters  who  went  to  Cairo  with 
them  a  few  Sundays  ago.  And  at  home — 
everyone  has  the  fever. 

Mrs.  L.  Castleberry  spent  a  Sunday  re- 
cently in  Clinton,  JCy. 

L.  B.  Ryan,  stenographer  to  the  superin- 
tendent, was  recently  with  Superintendent 
Young  in  Louisville,  where  the  superintend- 
ent was  working  on  the  new  time  tables. 

Robert  Britton,  machinist,  is  able  to  return 
to  work,  after  being  off  for  a  while  on  ac- 
count of  sickness. 

Are  you  following  up  the  Tennessee  divi- 
sion_  on  the  solicitation  of  CL  business?  If 
so,  please  note  that  the  Minnesota  and  Jowa 
divisions  are  the  only  divisions  on  the  entire 
system  that  secured  more  CL  business  dur- 
ing the  period  from  January  1,  1921,  to  May 
10,  1921. 


Jackson,  Tenn. 

Mrs.  J.  O'Connor,  who  has  been  clerk  to 
A.  W.  Ellington,  trainmaster,  for  the  past 
fourteen  years,  has  resigned,  taking  effect 
April  20.  She  was  succeeded  by  James  R. 
.Hplley. 


|O 


$O29 


Chambray  Shirts    ^- 


Double 

Shoulder 

Yokec 

Extra-Full 

Acrossc 

Chest  J 

Double. 

Stitched 

Seams 


Slceve 
Facing 

Reinforced 
Gusset 


SEND  NO  MONEY 

est  shirt  offer  ever  made.  3  fine  heavy  Blue 
Chambray  shirts  for  work  and  semi-dress  guar- 
anteed fast  color  and  worth  $1.50  each,  only  $2.29. 
OUR  RIIARAUTEC  If  you  can  match  these 
UUn  llUAnANICC  3  wonderful  shirts  for 
less  than  S4.50,  and  do  not  think  you  have  saved 
at  least  $2.50.  return  at  our  expense.  Don't  pay  high 
retail  price*.  Order  today  sure,  before  it  is  too  late. 
WE  PAY  DELIVERY  CHARGES  TO  YOUK  DOOR, 
another  big  saving.  All  3  shirts  $2.29.  Give  neck  size. 

BERNARD-HEWITT  &  COMPANY 
Desk  F356 91O  W.  Van  Buren  St.,  CHICACO 


F.  W.  NAGEL          Established  1865          H.  L.  MEYER 

NAGEL  &  MEYER,  Jewelers 

Third  and  Broadway  PADUCAH.  KT. 

Expert  watchmakers  (only)  employed  to  care  for 
your  watches.  Ball  and  other  popular  makes  of 
railroad  watches  for  your  selection. 


T.  S.  LEAKE  CONSTRUCTION  CO. 

GENERAL    CONTRACTORS 

7th  Floor,  Transportation  Building 

608  SOUTH  DEARBORN  ST.,     CHICAGO,  ILL. 

Telephone  Harrison  7682 

Railroad  Buildings  Oar  Specialty 


Illinois  Central  Concert  Band    | 

of  Waterloo,  Iowa 


"Iowa's  Best  Concert 
Band" 


Band  Malic  Farniihed  for  any  occasion,  from     y, 

25  to  50  pieces 
Beit    equipped,  belt  uniformed   band  in   Iowa     jij 

For  engagements  address 

Mr*  W.  P.  Robinson,  Mgr. 

WATERLOO. IOWA 


Please  mention  this  magazine  when  writing  to  advertisers 


One  Hundred  Eighteen     ILLINOIS       CENTRAL       MAGAZINE 


June   1921 


Assistant  General  Claim  Agent  P.  M. 
Gatch  and  Claim  Agent  Payne  visited  Jack- 
son May  3. 

Stockkeeper  J.  C.  Blackwell  is  receiving 
congratulations  on  the  arrival  of  a  fine  boy 
at  his  home. 

Miss  Rubie  Philips,  cashier  to  the  agent, 
has  returned  from  a  month's  visit  to  Cali- 
fornia. 

Mrs.  Wordie  Brooks,  stenographer  to 
Agent  Wilkinson,  has  gone  to  Denver,  where 
she  will  join  relatives  for  a  trip  through  Cal- 
ifornia. 

Trainmaster  Ellington  and  Mr.  Holley 
went  to  Haleyville,  Ala.,  the  other  day  to 
conduct  an  investigation  on  an  accident. 

Miss  Katie  Paterson,  stenographer  to  the 
master  mechanic,  spent  a  week  at  Dawson 
Springs,  Ky.,  recently. 

Messrs.  Raps,  Carver  and  Shaw  visited 
Jackson  shops  on  May  3. 

Mr.  and  Mrs.  J.  J.  Kisler,  formerly  of 
Jackson,  now  living  in  Birmingham,  paid 
Jackson  a  short  visit  recently. 

Miss  Edna  Watkins,  stenographer  to  the 
stockkeeper,  visited  friends  in  Greenfield 
recently. 

The  fuel  car,  with  Messrs.  Dodge  and 
Lindrew,  was  at  Jackson  May  4  and  5. 

We  notice  in  the  last  issue  of  the  Illinois 
Central  Magazine  that  McComb,  Miss.,  is 
striving  to  head  the  list  on  the  "No  Excep- 
tion" campaign,  but  Jackson,  Tenn.,  has 
stated  that  she  will  be  in  the  race,  deter- 
mined to  stay  out  of  the  "also  rans"  list. 

The  Tennessee  division  has  a  "No  Stock 
Struck"  campaign  on.  Are  you  doing  your 
part? 


cross  tie,  the  invention  of  a  patron  of  this 
line  at  Lombardy. 


MEMPHIS  DIVISION 
Maintenance  of  Way  Department 

Instrument  Man  E.  H.  Lewis,  who  has  been 
located  at  Helena,  Ark.,  in  charge  of  raising 
the  Mississippi  River  levee,  under  general 
supervision  of  Resident  Engineer  E.  O.  He- 
bert,  has  been  promoted  to  the  position  of 
assistant  engineer  in  the  office  of  the  chief 
engineer.  The  work  of  raising  the  levee  at 
Helena,  Ark.,  has  been  completed. 

The  slide  work  in  the  vicinity  of  Green- 
wood, Miss.,  has  been  -completed,  and  T.  H. 
Robertson,  superintendent  in  charge,  has  left 
the  division. 

C.  A.  Maynor,  roadmaster,  was  in  Clarks- 
dale  recently,  inspecting  a  newly  patented 


Accounting  Department 

The  accounting  department  baseball  team 
is  fast  approaching  the  pace  set  by  the  Mem- 


Double  Your  Mileage 

^~%L    Save  Your  Money 


Long  Wear  Double  Tread  Tires 
have  double  thickness,  which  in- 
<Q  sures  them  against  punctures  and 
blowouts;  also  weather  proof.  These 
tires  are  guaranteed  on  a  6,000-mile 
basis,  but  often  give  the  user  8,000 
miles.  .  Take  advantage  of  this  great 
offer  and  order  at  once  while  our  stock 
is  complete. 

Size  Tire  Tube 
34x4  $8.76  $2.66 
34x4K  10.26  2.76 
35x4K  10.60  2.76 
36x4K  11.00  2.76 
36x5  11.76  2.75 


Size     Tire  Tube 

3  30x3      $5.60  $1.75 

30x3^    6.60  1.75 

7.00  2.05 

31x4       8.00  2.35 

32x4        8.26  2.45 

33x4       8.50  2.50 


37x6      12.26     2.85 

When  yon  order,  state  whether  yon  want  straight 
side  or  clincher,  plain  or  non-skid  tires.  Send  $2 
deposit  for  each  tire  ordered,  balance  C.  O.  p., 
subject  to  examination.  We  allow  a  special  dis- 
count of  5  per  cent  if  yon  send  full  amount  with 
order.  Rellner  free  with  every  tire.  We  ship 
the  same  day  order  ii  received.  5 


LONG  WEAR  TIRE  WORKS,  Dept. 

3817    W.     HARRISON     ST.    CHICAGO 


Don't  Suffer  From 


Send  me  your  name  and  ad- 
dress and  I  will  gladly  send 
you  on  trial  my  mild,  soothing, 
guaranteed  treatment  for 
Piles,  which    has   proven    a 
blessing  to  thousands  who  no 
longer  suffer  from  the  pain  of 
this  cruel,  torturous  disease. 
Send  Post  Card  today  for  full 
treatment.    If  results  are 
satisfactory  costs  you  $2.00. 
If  not,  costs  nothing. 

H.  D.  POWERS,  Dept.  658,       Battle  Creek,  Mich. 

Show  This  to  Home  Pile  Sufferer 


PATENTS 

BOOKLET  FREE.         HIGHEST  REFERENCES. 
PROMPTNESS  ASSURED.     BEST  RESULTS. 

Send  drawing  or  model  for  examination  and  re- 
port as  to  patentability. 

WATSON  E.  COLEMAN 
Patent  Lawyer 

624  F  Street  Washington,  D.  C. 


Please  mention  this  magazine  when  writing  to  advertisers 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE        One  Hundred  Nineteen 


phis  ball  team  in  the  Southern  League.  Our 
genial  chief  accountant,  Joe  Conklin,  how- 
ever, in  a  last  endeavor  to  show  the  boys 
that  he  was  still  as  young  as  he  "used  to 
be,"  strained  a  tendon  in  his  left  leg  and  is 
walking  around  now  with  a  decided  limp. 

Now  that  vacation  time  is  approaching,  we 
hear  of  proposed  trips,  ranging  all  the  way 
from  Lakeview  to  Binghamton. 

Much  interest  is  being  manifested  in  the 
coming  baseball  game  with  the  team  repre- 
senting the  general  manager's  office. 

Bill  Conklin,  terminal  timekeeper,  is  back 
on  the  job  after  a  5-day  vacation  spent  in 
having  some  teeth  extracted.  Bill  says  he 
didn't  eat  anything  for  four  days;  in  fact,  he 
says,  he  couldn't  even  "chew  the  rag." 

W.  H.  Wilkins,  representing  the  U.  S.  R. 
R.  A.,  recently  checked  our  division  for 
"prior"  payroll  items. 

We  are  still  going  full  force  in  the  solici- 
tation campaign.  Miss  Diamond  Crowe  se- 
cured sixty-five  routing  orders  for  carload 
business  in  one  day. 


Correspondence  Department 
Assistant  File  Clerk  Jim  Doherty  has  re- 
cently been  absent  on  account  of  the  death 
of  his  grandmother  and  the  illness  of  his 
mother.  We  all  sympathize  with  him  and 
are  glad  that  his  mother's  condition  has  im- 
proved. 


With  the  Trainmen 

Conductor  S.  M.  Todd,  who  operates  the 
Riverside  Express,  has  been  off  a  week  at- 
tending the  Shrine  celebration. 

G.  T.  Reeves,  conductor  on  the  Grenada 
run,  who  has  been  off  on  a  30-day  vacation 
spent  at  Hot  Springs,  is  back  on  the  job  and 
looks  well  indeed. 

John  H.  McCraney,  conductor  on  the  Ya- 
zoo  City  passenger  run,  is  out  of  the  hospi- 
tal, fully  recovered  from  the  dangerous 
wounds  received  at  the  hands  of  a  negro 
desperado  in  a  gun  battle  at  Sunflower,  Miss. 

W.  P.  Moore,  former  agent  at  Lula,  Miss., 
and  pensioner  of  the  company,  died  in  Mem- 
phis on  May  12.  HV  was  buried  at  Clarks- 
dale,  Miss.  There  was  not  a  more  beloved 
citizen  in  Lula,  Miss.,  his  old  home,  than 
"Pat"  Moore,  or  one  more  universally  re- 
spected. His  long,  useful  life  was  spent  in 
relieving  the  burden  of  his  fellow  man. 

The    Memphis    division    safety    committee 


met  in  Memphis  May  16,  with  Superintend- 
ent Boatner  presiding. 

April  checked  100  per  cent  in  watch  com- 
parison. We've  set  the  mark  to  shoot  at. 

Our  esteemed  president,  C.  H.  Markham, 
visited  Memphis  recently  and  was  a  guest  of 
the  Rotary  Club,  where  he  made  a  splendid 


BAND  OFFICERS:  W.  Davidson,  G.  S.  K.,  Pres.; 
J.  H.  Nash,  Supt.,  M.  P.,  Vice  Pres.;  L.  A.  North, 
Shop  Supt.,  Vice  Pres.;  G.  F.  Fraser,  Director;  F.  P. 
Nash,  G.  F.  Loco.  Dept,  Mgr.;  E.  G.  Nylander, 
G.  F.,  Car  Dept.,  Treas. 

Care  of  I.  C.  Shops,  95th  St.,  Chicago 
Organized  1896 

ILLINOIS  CENTRAL 
RAILROAD  UNION 
BAND  &  ORCHESTRA 

The  only  R.  R-  Band  and  Orch  estra  in  Cook 
County.  Music  Furnished  for  All  Occasions 


ANGORA 
FINISH 

Actual 
Value 

m 


money.     . —  — 
$3.49  on  arrival. 


beautiful 

Angora  -finished 
scarf  of  pure 
wool  worsted  is 
the  stylish  mod- 
el New  York's 
best  dressed 
women  are 
now  wearing. 
Ideal  for 
wear  over 
Spring  suits  or 
on  cool  Sum- 
mer evenings. 
Two  patch  pock- 
ets, patent-leath- 
er-flnished  belt, 
fringed  ends.  Sev- 
enty-eight inches 
long,  18  inches 
wide.  Pockets, 
fringe  and  stripes 
i  n  contrasting 
colors:  Havana 
brown,  turquoise 
blue  or  buff  tan-. 
State  color  de- 
sired. Money  back 
if  not  satisfied 
after  examina- 

„„„...._.,„,..  „„.,.„.,..-.      tion.      Send      no 
Just  name  and   color  desired.      Pay  postman 


3.48  on  arrival. 

SURPLUS  CLEARINGHOUSE 

Dept.  79  712  Broadway  NewYorkNY., 


Please   mention  this   magazine  when   writing   to  advertisers 


One  Hundred  Twenty 


ILLINOIS      CENTRAL      MAGAZINE 


June  1921 


address,    which    was    well    received    by    the 
business  and  professional  men  of  our  city. 


Genuine  Imported  $5.00  Toyo 


VICKSBURG  DIVISION 

Dispatcher  Murrell  is  walking  around  with 
his  chest  sticking  out,  everyone  congratulating 
him  upon  the  safe  arrival  at  his  home  of  an 
8-pound  girl. 

Our  former  tonnage  clerk,  Mr.  Olin,  who 
was  in  the  automobile  industry  for  a  while,  is 
backing  punching  the  "Comp." 

The  baseball  team  of  the  superintendent's 
office  defeated  Greenville  High  School  one 
Saturday,  but  lo !  the  next  Saturday  went 
down  to  a  drubbing — got  licked  by  a  score  of 
12  to  11 ;  also  we  met  defeat,  score  9  to  3, 
Saturday,  May  9,  by  the  Cleveland  Aggies. 

Timekeeper  Lane  spent  a  Saturday  recently 
in  New  Orleans. 

Assistant  Chief  Accountant  Cadenhead  spent 
a  Friday  recently  in  the  master  mechanic's 
office  at  Vicksburg. 

The  employes  of  the  Vicksburg  division  are 
;  still  proud  of  the  fact  that  we  had  the  least 
number  of  exceptions  of  any  division  on  the 
southern   lines   during  April. 

Agent  J.  Y.  Dawkins  of  Rosedale  is  en-joy- 
ing a  toHiple  of  weeks'  vacation,  being  relieved 
by  Robert  Henley. 

Agent  ICenney  of  Deeson  is  away  on  leave 
of  abs'ence. 

Division  .Accountant  Tynes  and  Accountant 
Cadenhead  attended  the  meeting  at  Memphis, 
May  25. 

Trainmaster's  Clerk  Loyacono  recently  paid 
a  visit  to  Vicksburg. 

Superintendent  Dubbs  and  Roadmaster  Wel- 
ling attended  the  regular  expense  meeting  in 
Chicago,  May  26  and  27. 

Effective  June  1,  we  will  enter  into  a  TtStrike 
No  Stock"  campaign,  and  nothing,  less  than 
a  100  per  cent  will  be  acceptable  to  the  Vicks- 
burg division. 

Accountant  C.  A.  McPheters  of  the  super- 
intendent's office  enjoyed  a  two  weeks'  vaca- 
tion, visiting  his  old  home. 

Dispatcher  L.  C.  Murrell  is  now  away  on 
his  annual  vacation,  having  his  entire  family 
with  him  to  enjoy  the  breezes  down  \on  the 
coast. 

We  have  enjoyed  several  social  and  business 
visits  from  our  congenial  health  officer,  Dr. 
S.  C.  Beach,  recently. 

In  one  of  the  fastest  and  snappiest  games 
of  the  season,  the  crack  Y.  &  M.  V.  team 


PA 

Delivered 
FREE 

Pay  Only 
$2.79  on 
Arrival 


m 


A 

Stunninc 

Stylish 

Hal 


THIS 

SEASON'S 

LATEST 

MODEL 


Becoming  to 
Yeung  or  Old 

Write  quick  for  this 
amazing  bargain. 
Only  limited  lot  at 
this  profit-smashim 

value  for  only  S2."?!? 

SEND   NO   MONEY 

Just  mail  post-card  or  letter  today  for  this  handsome 
Toyo  Panama  Hat.  Beautiful  drop  crown  style:  flexible 
non-breakable  brim;  made  of  the  finest  guper-Tex;  fine 
tough  fibre,  tightly  woven.  Looks  and  wears  like  a  reg 
ular  112.00  hat.  Heavy  black  grosgrain  silk  ribbon  band, 
non-soil  able  sweat  band,  tremendous  bargain.  Send  no 
money,  pay  only  $2.79  on  arrival.  We  pay  delivery 
charges,  another  big  saving. 

\A/o  filiaran+AA  to  refund  your  money  if  you 

wye  tauaraniee  can  match  this  wonderful 

hat  for  less  than  85.00.  Save  money  by  writing  loday 
eure  before  this  astounding  offer  is  withdrawn.  Just 
give  your  name,  address  andsize. 

BERNARD,  HEWITT  &  CO. 

Dept.    A   365     9OO  W.  Van  Buren  St..  Chicago.  III. 


Saving  By    Mail 

THE  Merchants  Loan  Monthly 
Statement  Savings  Plan  saves 
you  the  trouble  of  going  to  the 
bank  every  time  you  make  a  de- 
posit and  puts  the  whole  matter 
of  saving  on  an  efficient,  business- 
like basis. 

This  plan  has  proved  to  be  a 
practical  aid  to  systematic  saving 
and  is  meeting  with  continued 
favor.  Circular  giving  full  particu- 
lars will  be  mailed  upon  request. 

"Identified    with    Chicago's 

Progress  Since    1857" 


THt 

MERCHANTS,. 
LOAN  ^ -* 


^COMPANY 


Capital  and  Surplus  $15,000,000 
112  W.  Adams   St.,    Chicago 


Please   mention  this  magazine  when   writing  to  advertisers 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE      One  Hundred  Twenty-one 


took  the  A.  &  Vs.  into  camp  by  the  score  of 
10  to  8,  says  the  Vicksburg  (Miss.)  Monday 
Morning  Sun  of  May  30.  A  large  crowd 
turned  out,  and  by  the  time  play  was  called 
the  playgrounds  of  the  Brothers'  School  was 
jammed,  there  being  about  250  women  from 
the  various  offices  present.  Heavy  hitting  and 
sensational  fielding  by  both  teams  kept  the 
crowd  on  edge  throughout.  McCabe,  pitch- 
ing for  the  Y.  &  M.  V.  boys,  had  his  curves 
working  like  a  corkscrew,  and  his  control  was 
perfect,  causing  twelve  of  the  A.  &  V.'s  -heavy 
hitters  to  go  out  via  the  strike-out  route. 


LOUISIANA   DIVISION 
Mechanical  Department,  Gwin,  Miss. 

Storekeeper  D.  W.  Boyd  took  a  business 
trip  to  McComb  recently. 

Boilermaker  Wells  has.  moved  his  family 
to  Gwin. 

Newton  Rueff,  machinist  apprentice,  has  a 
brand  new  Ford. 

Car  Inspector  Craft  took  in  the  Shrine 
meeting  at  Jackson  May  20,  in  company  of 
Assistant  Car  Foreman  Walker. 

Car  Inspector  Robertson  is  spending  a 
few  weeks  at  Hot  Springs,  Ark. 

Switchman  Varner  was  married  to  a  Miss 
Davis  of  Lexington,  Miss.,  May  2. 


Jackson  Freight  Office 

Reports  from  the  hospital  at  New  Orleans 
are  to  the  effect  that  Mrs.  Homer  Hill  is  rap- 
idly recovering,  that  she  will  entirely  recover, 
and  that  we  shall  have  the .  pleasure  of  her 
company  in  the  office  by  the  first  of  June. 

Friends  of  E.  A.  Taylor  are  glad  to  welcome 
him  back  to  the  office  after  a  successful  oper- 
ation for  appendicitis. 

Vacation  time  has  arrived.  Each  week  will 
find  faces  missing,  only  to  return  quickly  in 
order  that  some  one  else  may  go.  Everything 
is  on  the  list :  fish:ng  trips,  tours  to  the  "big 
cities,"  and  even  just  "working  around  home." 

"No  Exception  Month"  has  come  and  has 
passed  into  history.  On  the  Louisiana  division 
of  the  southern  lines,  the  effort  was  especially 
strong  to  make  a  good  record.  A  good  record 
certainly  was  made.  We  have  learned  a  lot 
about  concerted  effort,  about  efficient  handling 
of  freight,  about  the  "pep"  necessary  to  carry 
out  such  a  campaign  as  this.  Now  we  are 
trying  to  live  up  to  the  record  made  in  April. 
When  the  grand  campaign  in  June  is  on,  we 
hope  to  be  among  the  top-notchers. 


Made  in 
and  address  "*"  U.S.A. 

Not  one  cent  in  advance  for  this  combination 

7-Window  Pass  Case,  Card  Case  and  Bill  Fold 

Will  show  7  regular  size  passes,  identification  cards, 
and  photos,  each  under  a  separate  transparent  celluloid 
face  protecting  it  from  dirt  and  wear.  Also  has  gusseted 
pockets  for  smaller  cards  and  roomy  billfold  pocket  in 
back.  Railroad  men  tell  me  it  is  the  handiest  thing  they 
ever  saw.  Over  2O.OOO  of  them  now  being  carried. 

Your  name  and  address  (3  lines)  and 
your  emblem  or  insignia  (order,  brother- 
hood, lodge — I  have  them  all)  engraved 
in  23K  gold  absolutely,  free.  This  work 
alone  is  worth  $1.50  of  anybody's  money. 

Case  ia  beautifully  made  of  fine  black  seal  grain 
genuine  leather.  Strongly  sewed,  neat  and  conven- 
ient. Size,  31-2x4  1-2  inches  closed. 
Don't  send  me  a  single  penny  in  advance.  Just  send 
your  name  and  address  on  the  coupon  below  with  the 
emblem  or  insignia  you  want.  I  will  send  you  this  won- 
derful pass  case  at  once,  ard  when  the  postman  deliv- 
ers it  to  you,  when  you  actually  have  the  goods,  pay 
him  only  $3.00  and  postage.  I  positively  guarantee 
that  if  you  don't  think  this  is  the  best  buy  yon  ever 
made,  you  may  return  it  and  I  will  refund  your 
money  immediately.  I  have  been  in  this  busi- 
ness for  over  10  years. 
You  take  no  risk!  Send  the  coupon  TODAY! 

„„  Olaf  Halvorsen,   The  Pass  Case  Man., 
Dept.A.406        Masonic  Temple,  Chicago 

iay_  send  me  your  genuine  leather  7-Window  Pass 


Y 

Case  with  my 

23K  gold.     I 

deli 


,  ,  engra 

ill  pay  the  postman  only  13.00  and  postage 
If  I  am  not  entirely  satisfied  with  the 


. 
I  tak 


. 
I  will  return  it  and  yo 


Emblem 
Name... 
Address. 
City 


State.... 

Be  sure  to  print  name,  etc.  clearly 


TRADE  MARK 

A  perfect  substitute  for  leather 
and  one-third  the  cost  of  genuine 
leather.  Will  be  pleased  to  for- 
ward samples  upon  application. 

THE  PANTASOTE  COMPANY 

11  Broadway,  New  York 


Please  mention  this  magazine  when  writing  to  advertisers 


One  Hundred  Twenty -two      ILLINOIS       CENTRAL       MAGAZINE 


June   1921 


Talks  on  Advertising 

(Continued   From   Page   32) 

community  singing  and  a  program  of  music 
and  speeches.  Among  the  guests  were  E.  T. 
Meredith  of  Des  Moines,  editor  of  Successful 
Fanning  and  Secretary  of  Agriculture  under 
President  Wilson,  who  spoke  on  farming  and 
pleaded  for  business  men  generally  to  take 
a  greater  interest  in  farm  problems. 

Touched  on  Many  Problems 

Mr.  Hull's  address  covered  present-day  rail- 
way problems,  especially  present  inadequate 
earnings,  the  agitation  for  a  reduction  in  the 
scale  of  freight  rates,  the  effect  of  business 
depression,  the  under-maintenance  of  equip- 
ment during  federal  control,  the  increased  cost 
of  producing  railway  transportation,  labor 
problems,  the  salaries  paid  general  and  execu- 
tive officers  and  the  influence  of  the  railways 
and  their  prosperity  upon  general  business 
conditions. 

The  higher  .scale  of  freight  rates  instituted 
last  August  has  not  been  a  cause  of  business 
depression,  Mr.  Hull  said ;  he  pointed  rather 
to  the  "no-market"  condition  which  exists 
throughout  the  world.  Because  of  a  great 
reduction  in  ocean  tonnage  rates,  the  rate  on 
cotton  from  producing  points  in  Texas  to 
Liverpool  has  been  reduced  $1.28^  a  hundred 
pounds  since  last  fall,  he  said,  but  still  cot- 
ton does  not  move,  and  it  is  doubtful  whether 
it  would  move  if  transportation  rates  were 
wiped  out  entirely. 

"It  is  important  to  remember  that  railway 
rates  did  not  go  up  with  the  prices  of  com- 
modities and  were  not  advanced  to  the  pres- 
ent levels  until  after  prices  of  commodities 
began  to  fall,"  Mr.  Hull  said. 

"We  Americans  have  short  memories.  Many 
of  us'  have  forgotten  that  freight  rates  re- 
mained practically  stationary  during  1915,  1916 
and  1917,  while  commodity  prices  advanced  24 
per  cent  over  the  1915  level  by  1916  and  76 
per  cent  by  1917.  To  put  it  differently,  while 
shippers  were  receiving  the  benefit  of  much 
higher  prices,  the  railways  were  serving 
them  with  transportation  at  the  old  rates. 

"There  are  many  who  believe  that  the  pres- 
ent agitation  for  lower  rates  is  serving  as  a 
great  restriction  upon  business. 

Wants  This  Agitation  Stopped 

"A  letter  to  one  of  our  general  officers  which 
I  have  just  read  is  in  point.  The  writer,  a 
prominent  lumberman  in  the  South,  says  that 


his  business  is  being  ruined  by  the  agitation 
for  lowering  freight  rates — that  consumers 
will  not  buy  because  they  are  encouraged  to 
believe  that  the  rates  will  be  lowered  soon. 
He  said  the  scale  of  rates  does  not  mean  so 
much  to  his  business  as  to  have  the  question 
settled  one  way  or  the  other,  so  there  will  be 
a  definite  basis  upon  which  to  transact  busi- 


Spencer  Otis  Company 

RAILWAY  SUPPLIES 


Chicago,     New  Yorh 


St. 


Chicago  Bearing  Metal  Co, 

Offices: 

2234-52  West  43rd  Street 
CHICAGO 


Journal  Bearings — Engine  Castings,  Bras* 

and  Bronze  Castings  for  all  purposes. 

Babbitt  Metal. 


•^  •"— •  ^^  • 

andComfo 

' — slip-loop  back 


ent  of  the  body.     No  strain  on  buttons  or  ga 
merits.     The  stretch  is  always  there 


•Sttspencfens 

"A  Full  Year's  Wear  in 
Every  Pair."  They  outwear 
two  pair  of  ordinary  kind. 
That's  why  it  pays  to  buy 
them.  No  rubber  to  rot. 
Phosphor  Bronze  Springs  give 
'he  stretch — they  don't  rust. 

Ask  Your  Dealer 
Or.  srnt  direct  on  receipt  of  price 
and  dealer's  name.  Insist  on 
Nu-Ways.  None  genuine  with- 
out our  Guarantee  label  attached 
to  buckle. 

^ifrccn  ^uxpcni/cr  (n 


Please  mention  this  magazine  when  writing  to  advertisers 


ILLINOIS       CENTRAL       MAGAZINE    One  Hundred  Twenty-three 


ness ;  that  his  customers  will  not  buy  in  the 
face  of  all  the  discussion  to  the  effect  that 
the  rates  arc  going  to  be  lowered  soon. 

"Suppose  the  viewpoint  of  those  who  are 
clamoring  for  lower  transportation  rates  were 
accepted  by  the  Interstate  Commerce  Commis- 
sion and  the  rates  were  substantially  reduced, 
and  still  the  traffic  did  not  move,  what  would 
then  be  the  situation  of  your  transportation 
systems  upon  which  you  must  depend  for  the 
conduct  of  your  business?  Is  it  not  true  that 
the  railways  would  be  thrown  into  a  condition 
of  bankruptcy  and  that  that  would  under- 
mine the  entire  business  fabric  of  the  country? 
This  Is  a  Matter  for  All 

"This  is  not  a  matter  in  which  the  railways- 
alone  are  involved.  It  is  a  matter  in  which 
you,  as  business  men,  are  just  as  seriously  in- 
volved as  are  the  railways." 

Mr.  Hull  pointed  out  that  operating  ex- 
penses and  taxes  of  the  railways  of  the  coun- 
try increased  from  $3,043,245,000  in  1917  to 
$6,047,588,000  in  1920. 

Discussing  the  recent  announcement  of  the 
Railroad  Labor  Board  that  wages  would  be 
reduced,  Mr.  Hull  said : 

"Already   many   newspapers   throughout  the 


country  are  advising  the  public  that  this  action 
of  the  Railroad  Labor  Board  means  that  rail- 
way rates  are  coming  down,  leaving  the  in- 
ference that  they  are  coming  down  immedi- 
ately. 

"It  is  feared  that  this  will  place  upon  busi- 
ness another  restriction.  Many  bridges  will 
have  to  be  crossed  before  the  basic  rates  can 
be  lowered. 

"Eventually,  of  course,  basic  freight  rates 
will  have  to  come  down,  but  before  that  can 
happen  it  is  clear  that  the  relative  c«_st  of 
operation  will  have  to  come  down  to  a  greater 
extent,  and  t-he  fall  in  operating  costs  will 
have  to  precede  the  fall  in  rates,  if  railway 
securities  are  to  be  restored  in  the  confidence 
of  investors. 

"Our  system  of  railways  in  this  country 
was  built  up  almost  entirely  by  individual  initi- 
ative and  private  capital.  To  these  we,  as  citi- 
zens, are  indebted  for  the  greatest  system  of 
railways  in  the  world  and  for  giving  us  in  the 
past  the  lowest  transportation  rates  in  the 
world." 

On  Salaries  Paid  Officers 

In  reference  to  the  subject  of  salaries  paid 
executives  and  general  officers  Mr.  Hull  said: 


RAILROAD    POLICIES   FOR   RAILROAD   MEN 

An  Income  for  Life 

is  provided  for  you  and  your  fam- 
ily if  you  are  a  Continental  policy- 
holder,  —  the  latest  policies  issued 
by  the  "Railroad  Man's  Company" 
pay  as  long  as  the  insured  is  totally 
disabled  by  accident  or  illness.  See 
our  agent  on  your  line  or  inquire 
by  means  of  the  coupon. 

About     $27,500,000     paid     to 
1,000,000  policyholders  and  their 
beneficiaries. 

Accident     and     Health 
Insurance 

(Cut  out  and  mail  today) 

Continental  Casualty  Co. 
910    Michigan   AT*., 
Chicago,    111. 

I    am    employed    by    the    ILLI- 
NOIS    CENTRAL     RAILROAD. 
Please     send     me     information     in 
regard  to  your  accident  and  health 
insurance    such    as    if    carried    by 
hundreds    of    my   fellow    employes. 

Age            Occupation 

Division    . 

•MM 

Address 

Contttmttel  Caaualtg  Campatuj  H  a  V.^xrDERCljtrag0 

Please   mention  this  magazine   when   writing  to  advertisers 


One  Hundred  Twenty-four    ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


"When  those  who  would  like  to  see  private 
operation  of  the  railways  fail  get  cornered  in 
an  argument,  it  is  a  favorite  practice  of  theirs 
to  raise  a  great  hue  and  cry  about  the  large 
salaries  paid  railway  executives  and  general 
officers. 

"If,  during  my  more  than  twenty-five  years 
of  railway  experience,  I  have  learned  anything 
at  all  about  the  organization  and  workings  of 
a  railway,  I  have  learned  that  efficiency  starts 
at  the  top  and  radiates  downward. 

"Wherever  you  find  a  railway  syste:n  that 
is  thoroughly  alive  at  the  top,  you  will  find  in 
that  system  efficiency  at  the  bottom  and  at  all 
intermcd'ate  points. 

"Out  of  every  dollar  expended  by  the  rail- 
ways in  1920,  division  officers  and  employes 
ranking  below  them  received  about  61  cents, 
while  the  executive  arid  general  officers  re- 
ceived only  about  three-fourths  of  1  cent. 

"You  will  readily  perceive  that  if  executive 
and  geii2ral  officers  had  served  the  railways 
without  compensation,  the  amount  saved  would 
have  been,  comparatively  speaking,  so  lutle  as 
to  have  had  no  appreciable  effect  upon  the 
revenues  of  the  railways — certainly  no1,  enough 
to  have  affected  freight  and  passenger  rates  at 
all. 

"Of  course,  there  are  a  few  large  sa'aried 
railway  executives  and  general  officers.  One 
good  set  of  brains  on  a  railway  is  worth  many 
pairs  of  heads. 

"That  is  not  all.  Those  who  have  intimate 
acquaintance  with  the  workings  of  a  large  rail- 
way system  know  the  great  importance  of  hav- 
ing graduated  salaries  in  all  departments, 
with  positions  at  the  top  paying  more  cr  less 
attractive  salaries. 

"That  constitutes  the  main  driving  force  be- 


Ciias,  R,  Lone  Jr,  Co, 

INCORPORATED 

MANUFACTURERS    OF 

Railway,  Station  and  Bridge  Paint 

622  to  63O  East  Main  St. 
LOUISVILLE,  KY. 


BE 
GUIDED 

by  facts,  not  theories 
by  performance  records, not  claims 
by  experience,  not  prophecy.   Every 
consideration  points  straight  to  KER1TE 

for  permanently  satisfactory  and  economical  servii 


COMPANY 

CHICAGO 


SOLVE  THIS  PUZZLE  AND  GET  FREE  SURPRISE  PRESENT 

This  picture  shows  one  of  our  friends  driv- 
ing an  automobile.  In  the  scenery  and 
around  the  automobile  are  six  partly  hidden 
faces  which  it  will  be  lots  of  fun  for  you  to 
find.  Can  you  find  them?  Try  it.  It  wlllj 
pay  you.  When  you  have  found  four  of  the 
faces,  mark  each  with  a  cross  (X),  cut  out 
the  advertisement  and  mail  it  to  us  and 
inclose  four  cents  in  stamps  for  packing, 
postage,  mailing,  etc.,  and  a  beautiful  free 
surprise  present  will  be  sent  you.  You  will  /•. 
delight  in  owning  this  present. 

AUTOMOBILE    GIVEN    AWAY 

We  will  also  make  you  a  present  of  a  Cer- 
tificate     good      for      2,000      free      auto      votes  %.- 
and   tell   you   all   about  this  splendid   touring 
car  which  we  are  going  to  give  away  free. 

MEN,  WOMEN,  BOYS  AND  GIRLS — You  can  also  win  an  automobile  in  addition  to  splen- 
did prizes,  such  as  phonographs,  jewelry,  silverware,  bicycles,  watches,  cameras,  and  other 
things  you  like.  We  will  also  send  you  a  copy  of  two  great  national  publications  worth  ten 
cents.  Write  your  name  and  address  plainly,  and  inclose  the  four  cents  in  stamps  for  packing, 
mailing,  etc.,  of  the  free  surprise 'present. 

Auto  Puzzle  Dept.  258  W.  D.  Boyce  Co.,  500  N.  Dearborn  St.,  Chicago,  111. 

Please  _  mention  this  magazine  when  writing  to  advertisers 


June  1921 


ILLINOIS       CENTRAL       MAGAZINE       One  Hundred  Twenty-five 


hind  the  railway  organization.  It  is  the  thing 
that  attracts  desirable  young  men  to  the 
railway  service.  It  is  the  incentive  that  brings 
about  wholesome  competition  for  the  better 
positions." 


The  Juliette 

Richly  Embroidered 


LINENE  DTOSS 


Diiriny 

This 

Sale 


Only  because  we  secured  several 

thousand  during  the  manufacturers* 
Black  season  can  we  offer  this  beau- 
tiful Juliette  Lincne  dress  at 
euch  an  amazingly  low  price. 
The  bewitching   beauty  of 
this  newest  style  dress  is 
impossible  to  describe  — 
that's  why  we  send  it  to 
you  without  a  penny  in 
advance— on  approv- 
al. This  is  the  kind  of 
dress  for  which  you 
would    expect    to 
pay  about  double 

this  special  adver- 
tising price.  Anex- 
clusiveDavidStrone 
model  —  perfectly 

fookinK* 

panels 

skirt. 


mazing  b 
ne  of  th 

ending  th 


Special 

Adver- 
tising 

Offer 


Launders  pe 
along  lull    l 

popul 


s  14    to   18.    Col... 
d  rose.  STATE  COLOR 


WRITF   flllirK!  J"*t  mail  coupon  or 

n  nil  t  vuiun:  write  letter  uick_ 


sit  $4.98  and  poet- 
arrival.  Try  on  and 
If  then  not  con- 
utiful  lin.no 


Send 
Mo  Money 


COMPANV 

Dept.  M  396       Same  Management  Since  1SS5         CHICAGO 


DAVID  STRONG  COMPANY,  Dept.M  3tfo  Chicago* 

Send  Juliette  Embroidered  Linene  Dress  at  once.  I  will  deposit 
$4.98  and  postage  with  postman  on  arrival  and  examine  carefully. 
If  not  satisfied  will  send  it  back  and  you  will  return  my  money. 

-Bust  ...............  in.       Color  ........................ 


pef/ortncince  on 
the  job  CQUNIS 


Eight  Years 
Steady  Work 

wffs  good  as  new 


J.  J.  Synak's  Fairmont  illustrated  above 
has  been  in  steady  operation  for  eight 
years  on  the  C.  B.  &  Q.  in  Nebraska — 
and,  Mr.  Synak  writes,  "My  Fairmont 
is  running  as  good  today  as  ever." 

No  matter  where  you  go  you'll  find  the 
Mighty  Fairmont  giving  good,  depend- 
able service  every  day  though  it  has 
been  in  continuous  use  for  many  years. 

23,000  Fairmont  Motors  on  over  700 
different  railway  systems  explain  the 
real  value  of  this  time  and  strength 
saving  railway  motor. 

Every  section  foreman  is  interested  in 
making  his  job  better,  easier  and  more 
efficient.  The  Mighty  Fairmont  is 
your  answer. 

We  have  some  valuable  information 
which  you  will  be  pleased  to  have. 
Write  us  today. 

Fairmont  Gas  Engine  and 
Railway  Motor  Car  Co. 

Dept.  J6  Fairmont,  Minn. 


Address 

City  .....................................................  State 


Ball  Bearing 
Motors* 


Please   mention  this   magazine  when   writing   to  advertisers 


One  Hundred  Twenty-ii*  ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


Below  is  a  list  of  employes  who  were   retired  at  the  meeting  of  the  Board  of 
Pensions  on  May  27: 

Years  of  Date  of 
Occupation.                                     Service.  Retirement. 

Gang  Foreman,  Burnside  Shops 36  12-31-20 

Section  Laborer,  Buckley,  111 30  1-31-21 

Laborer,  Mattoon,  111 23  3-31-21 

Pump  Tender,  Burnside  Shops 20  4  30-21 

Conductor,  Mississippi  Division 30  3-31-21 

Conductor,  Louisiana  Division  28  3-31-21 

Section  Foreman,  Apple  River,  111 35  3  31-21 

Laborer,  New  Orleans,  La 33  3-31-21 

Engineman,  Chicago  Terminal 36  4-30-21 

Laborer,  Fordham  22  5-31-21 

Agent,  Fowlkes,  Tenn 19  5-31-21 

Engineman,  Wisconsin  Division  23  3-31-21 

Blacksmith  Helper,  Vicksburg 25  5-31-21 

)  Laborer,  Lake  Cormorant,  Miss 40  5-31-21 


Name. 

Joseph  H.  Verran 
Christian  Knuth 
John  W.  Vandeventer 
J.  Frank  Leaverton 
Oliver  A.  Harrison 
Robert  H.  Bowles 
Patrick  Nolan 
Arthur  Pierre  (Col.) 
Frank  W.  Bellows 
John  Convent 
Thomas  J.  Murchison 
Henry  C.  Alwood 

Y.  &  M.  V.  R.  R. 
Mose  Williams   (Col.) 
Sylvester  Hamblett  (Col 


The  following  deaths  of  pensioners  were  reported  at  the  same  meeting : 


Name. 

Burton  E.  Nichols 
Henry  S.  Morrish 
Robert  C.  Perkins 
Knox  I.  Alexander 
Louis  G.  Ernst 

Y.  &  M.  V. 
Winston  P.  Moore 


Last  Employment. 
Commercial  Agent,  Traffic  Dept-. 

Baggageman,  St.  Louis  Division 

Gen.  Freight  Agent,  Traffic  Dept... 

Agent,  Iowa  Division 

Foreman  Car  Inspector,  -N.  O.  Ter. 


Date  of     Term  as 
Death.  Pensioner. 


4-27-21 
.  5-  1-21 
...5-  6-21 
..  4-25-21 
.  5-19-21 


5  years 
9  m'ths 
1  5-12  yr. 
8  years 
1  year 


Agent,  Memphis  Division 5-11-21       2  years 


Niles-Bement-Pond  Co. 

Ill  Broadway,  New  YorR  McCormicH  Bldrf..  CHicarfo 

COMPLETE  EQUIPMENT 

For  Locomotive  and  Repair  Shops 

NILRS  RAILWAY  MACHINE  TOOLS 

MILES  CRANES  BEMENT  HAMMERS 

PRATT  A  WHITNEY  SMALL  TOOLS  AND  GAUGES 


Please   mention  this  magazine   when   writing   to  advertisers 


Save  Goal,  Says  Kiel  Committee 

J.  F.  Portei-field 

What   I    See  Ahead 

C.  -A.  .  Tweedv 

The  Railroad   Situation/  Today 

C.H.M-arkham; 

Evils  of  a  Car  Surplus 
J.  "V\?.  Hevrorw 


Our  E/xpei'ieru2e  iiv 
H.  D.  Hull 


D  ananas  and  the  Illinois  Central 
F  A.  Shaw 

Another   3Sfo  Exception,  Success 

C  .  G  .  Richmond- 


Two 


ILLINOIS      CENTRAL     MAGAZINE 


June  1921 


Loose  Leaf  System  Order  Blanks 

Telephone  Harrison   245 


Blank  Book  Makers 
Railroad  and  Commercial  Printers 


538  So.  Clark  St. 


CHICAGO 


United  Supply  &  Manufacturing  Co. 

McCormick  Bldg. 
Chicago 

Wool  and  Cotton  Wiping  and  Packing  Waste 

Nuts,  Bolts,  Rivets,  Spikes 

Axles 

American  Rail  Leader 


High  Grade  Knife  $1.00 


sample   of 
or  de- 


Easy  Money  ffjg, 


Introduction    Offer — Full   sized 
this      knife   with   the   emblem 
sign  of  the  order  of  whicb  you 
a    member    placed    under    the 
handle   will   be    mailed   you 
for    $1.00    and    this   ad- 
vertisement. For  only 
25c     extra     your 
name  and  ad- 
dress will  be 
shown    on 
knife. 

Size   3%    In- 
ches  long. 


,  . 


Railroad     Employees:      Your    spare    time 
can    be   turned    Into    dollars   with    a  little 


effort. 

We  Want  a  Sales  Agent  in  Every  Locality 

to  Introduce  transparent  handle  pocket  knives  and  razors. 
Under   the  handles  can  be  placed  the  emblems  of   any  Ball- 
road  or  Labor   Organization,   Secret  Society  or   Fraternity   Order. 
Also  the  member's  full  name  and  address  on  the  other  side.     Blades, 
finest  steel,    handles   handsome    as   pearl,   clear   aa   glass    and   unbreak- 
able.    Every  knife  guaranteed  to  be  perfect     Every  Railroad  employe  will  want 
one  as  a  mark  of  Identification.     We  can  also  give  permanent  employment  and  exclu- 
sive control  of  territory  to  those  who  can  give  full  time  In  taking  orders  from  the  general 
public.     If  you  are  earning  less  than  $1500.00  yearly,  let  us  show  you  how  to  make  more. 
NOVELTY    CUTLERY    COMPANY,    333    BAR     STREET,     CANTON,    OHIO 


Bunn 
Special 

Adjusted  to 

6 

Positions 

Dial  op 
Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  down, 
as  shown  in 
illustration 


Sangamo 
Special 

Adjusted  to 

6 

Positions 

Dial  op 

Dial  down 
Pendant  up 
Pendant  left 
Pendant  right 
Pendant  dovon, 

as  shown  ii 

il  lustration 

Is  Your  Watch  Adjusted  to 

Six  Positions? 

Most  railroad  watches  are  adjusted  to  only  five 
positions  but  owing  to  their  superior  quality 
the  famous 

"Sangamo  Special" 
and  "Bunn  Special" 

Railroad  Watches  are  adjusted  to  six  posi- 
tions. Ask  your  jeweler  about  these  superor 
watches.  Descriptive  folder  sent  on  request. 

Illinois  Watch  Company 

Springfield 


Michigan 
Home  for  Girls 

BYRON  CENTER 
MICHIGAN 

ft.  P.  D.  No.  64 


A  Worthy  Charitable 
Institution 


Mrs;  Mary  D,  McKee 

MATRON 


Please  mention  this  magazine  when    writing  to   advertisers 


June   1921 


ILLINOIS     CENTRAL     MAGAZINE 


Three 


Full  Room  Size 

9  Feet  by  12  Fett 


Splendid  Rug 

One  dollar  brings  your  choice  of  the  two  splendid  rug  bargains  for  30  days'  free 
trial  in  your  own  home.  Both  are  seamless,  worsted  face  tapestry  Brussels  rugs  of  fine 
quality.  Use  the  rug  you  select  for  30  days.  If  not  delighted  with  the  rug  return  it  to 
us.  We  will  refund  your  $1  and  pay  transportation  charges  both  ways.  If  you  decide 
to  keep  the  rug,  pay  on  our  easy  monthly  payment  plan.  Take  nearly  a  year  to  pay. 

Amazing  Rug  Bargains 

Rug  No.  2 

Noat,  Floral 


fffff  Bargain 


Catalog 


ruga,  watches,  silverware, 
dishes,  washing  machines,  sew- 
ing: machines,  aluminum  ware, 
phonographs,  gas  engines  and 
cream  separators,  etc.  All  sold  on  30 
days'  free  trial— and  on  our  easy 
monthly  payment  plan.  Post  card 
brings  it.  'Let  Hartman  Feather 
Your  Nest." 


Rug  Afo.f 

Stunning 
All-Over  Pattern 

Elegant  "Dmballa" 
Tapestry  Brussels. 
Seamless— with  fine 
worsted  face.  Pop- 
ular all-over  pat- 
tern. The  grround 
color  is  tan  harmo- 
nizing with  green 
and  brown.  Firmly 
woven  to  give  long 
wear.  Full  room 
size,  9  x  12  feet. 
Order  by  No.  37CMA36. 
Price  only  $29.85.  Send 
$1  now.  Balance  only 
$2.75  monthly. 


Medallion  Pattern 
Magnificent  Seamless 
Tapestry  Brussels 
rug.  Firmly  woven  of 
fine  quality  worsted 
yarns  to  give  durabil- 
ity. Handsome  color- 
ings of  red,  green, 
brown  and  tan  won- 
derfully blended.  Pretty 
center  floral  medallion 
with  floral  sprays  and 
border  to  match.  Full 
room  size,  9  x  12  feet. 

Order  by  No.  34CMA13. 
Price  only  $29.85.  Send 
$1.00  now.  Balance  only 
$2.75  monthly. 


Send  today  for  one  of  these  magnificent 
Brussels  rugs  on  free  trial.  See  how  beautiful 
the  pattern,  how  rich  the  colorings.  Note  tha 
fine  quality  of  the  worsted  and  how  strongly 
woven.  Then  make  your  choice  for  the  30- 
day  free  trial  offer  at  our  risk.  . 

HiARTMAN  Furniture  &  Carpet  Co! 

3913  Wentworth  Ave.,  Dept.  3415ChlcaKo 

Enclosed  is  $1.  Send  the  Hug  marked  X  below.  I 
am  to  have  30  days'  trial.  If  not  satisfied,  will  ship  it 
back  and  you  will  refund  my  $1  and  pay  transporta- 
tion charges  both  ways.  If  I  keep  it,  I  will  pay  tha 
amount  named  each  month  until  full  price  is  paid. 
Title  remains  with  you  until  final  payment  is  madt. 

DRug  No.   1                I — I  Rug  MO.  X 
37CMA36.    Price  I I  84CMA13. 

$29.86.    lldown.  Price  $29.85.    $1  down. 

Balance  $2.76  monthly.         Balance  J2. 76  monthly. 


HARTMAN 

FURNITURE   &   CARPET   CO. 

3913  Wentworth  Ave.,  Dept.  3415  Chicago 

Copyrighted,  1921,  by  Hartman'a.  Chicago 


Name. 


R.  F.  D .Box  No 

|  Town StaU... 


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Four 


ILLINOIS     CENTRAL     MAGAZINE 


June  1921 


The  Superintendent  Says 


"A  dependable  time  piece  makes  de- 
pendable men.  That's  why  the  men 
on  my  division  who  carry  the  Ball 
Watch  can  be  depended  upon,  be- 
cause they  can  always  depend  upon 
the  Ball  Watch." 


The  confidence  in  the  Ball  Watch  by  rail- 
road men  everywhere  is  due  to  its  day-in 
and  day-out  performance;  a  uniformly  de- 
pendable watch  under  every  condition  of 
service  and  use. 

Your  next  watch  should  be  a  BALL. 


THE  WEBB  C.  BALL  WATCH  CO. 

Cleveland,  Ohio 

CHICAGO  WINNIPEG 

Garland  Building  Confederation  Life  Bldfc. 

SAN  FRANCISCO-Jewelers  Bldfc. 


Twentieth  CenturyModel 


Flease  mention   this   magazine  when   writing   to    advertisers 


ILLINOIS       CENTRAL       MAGAZINE      One  Hundred  Twenty-seven 


Standard  for  over  75  years 

'-:"•> ,-,     J 


— "   REGISTERED         *V''  \ 


Equal  parts  good  looks  and  real 
quality— that's  why  OVER- 
ALLS, JUMPERS,  AND 
UNIFORMS  of  Stifel  Indigo 
Cloth  are  100%  work  Clothes! 

No  amount  of  wearing  or 
washing  will  dim  Stifel 
Indigo's  beautiful  blue  color. 
And  its  dotted  stripes  and 
other  patterns  are  guaranteed 
not  to  break  in  the  print. 

Be    sure   this    trademark  is    on    the 

back   of   the   cloth  inside  the  OVER. 

ALLS.  JUMPERS.  AND  UNIFORMS 

you    buy,  if 

you  would 

be    sure   of 

wearing  gar- 

ments    of 

genuine 

Stifel  Indigo 

Cloth. 

GARMENTS  SOLD  BY  DEALERS 
EVERYWHERE— WE  ARE 
MAKERS  OF  THE  CLOTH  ONLY. 

J.  L.  STIFEL  &  SONS 

Indigo  Dyers  and  Printers 
Wheeling,  W.  V*. 


SALES  OFFICES 

NEW  YORK 260  Church  St. 

PHILADELPHIA 1033  Che.tnut  St. 

BOSTON 31  Bedford  Si. 

CHICAGO 233  W.  Jack.oo  Blvd. 

SAN  FRANCISCO... Postal  Telegraph  Bldg. 

ST.  JOSEPH.  MO Saxlon  Bank  Bldg 

BALTIMORE : 123  Market  Place 

ST.LOUIS 604  Star  Bldg. 

ST.  PAUL 238  Endicott  Bldg. 

TORONTO 14  Mar.che.ier  Bldg. 

WINNIPEG 400  Hammond  Bldg 

MONTREAL 508  Read  Bide. 

VANCOUVER 506  Mercant.le  Bldg 

A  Railroader 
in  tht  Mating 


Please   mention  this   magazine   when   writing   to  advertisers 


One  Hundred  Twenty-eight       ILLINOIS       CENTRAL       MAGAZINE 


June  1921 


Here's  the  Greatest  Typewriter  Bargain 
Ever  Offered! 

Put  This 

STANDARD 
UNDERWOOD 

on  Your  Desk! 


5  Years9  Unqualified 
Guarantee 


Actual  Photo 
of  one  of  our 

Rebuilt 
Underwood 
Typewriters 


Factory-Rebuilt 
UNDERWOOD 

That's  what  we  want  to  show  yon.  We  rebuild 
Standard  Underwoods  as  no  man  ever  did  before. 
tear  them  right  down  to  the  bone,  replace  worn 
parts  with  new,  include  the  late  down-to-the- 
minute  improvements,  things  you  will  find  only 
on  the  highest  priced  machines  made.  But  for 

challenge  the  world  to  tell  one  of  our'Typorium 
Rebuilt  UNDERWOODS  from  a  new  machine. 
We  put  on  new  keys,  back  spacer,  stencil  device, 
automatic  ribbon  reverse,  two-color  ribbon,  etc. 
STANDARD  KEYBOARD  ONLY.  Free  touch 
system  instruction  book  and  waterproof  cover. 


•^^ 

Direct  From  Factory  to  You 


Right  now  we  want  to  make  you  the  greatest 

typewriter  offer  you  ever  dreamed  of — an  eye-opener.   This 

beautiful  new  Typorium  rebuilt  Standard  visible  writing  Underwood  will 
be  shipped  to  you  now,  direct  from  our  big  factory,  at  a  very  special 
price— cash  or  easy  monthly  payments. 

Only  $3  Puts  it  in  Your  Home 

ONLY  $3  DOWN.  This  offer  is  made  to  get  the  machine  into  your 
hands.  We  want  to  prove  the  solid,  bed-rock  merit  of  this  offer  to  you.  We  are 
in  our  big  new  factory  devoted  entirely  to  the  expert  rebuilding  of  Standard  Under- 
woods. Only  the  best  machinery  and  the  most  skilled  workmen  in  the  typewriter 
industry  are  employed.  Over  250,000  satisfied  Typorium  customers  stand  back  of 
every  claim  we  make. 

10  Days' Free  Trial  Challenge  Offer 

Let  us  ship  you  this  machine  direct.  Try  it  for  10  days.  Put  it  to  doing 
your  work.  If  you  or  anyone  else  can  get  finer  work,  or  as  much  of  it,  out  of  any 
other  machine  in  the  world,  regardless  of  price,  don't  keep  this  machine.  Ship  it 
back  to  us  and  we  will  send  back  your  money  with  any  express  charges  you've  paid. 

Let's  Get  Together — Send  Coupon! 

The  great  schools,  the  U.  S.  Government,  the  fastest  typists  in  the  world 

demand  the  Underwood.  Owing  to  this  enormous  demand,  they  are  harder  to  get 
every  day.  Let  us  show  you  how  to  get  this  eye-opening  value  on  easy  monthly 
terms  or  cash.  Our  Challenge  Offer  is  ready  for  you  now.  Don't  miss  it!  If  yon 
want  the  best  and  squarest  offer  ever  made  on  a  typewriter,  just  mail  the  coupon 
in  an  envelope  or  paste  it  on  a  post  card,  but  do  it  now. 


Typewriter  Emporium 

E.  W.  S.  Shipman  President        Established  1892 

A234  Shipman  Bldg.,Montrose  and 
Ravenswood  Aves.,  Chicago,  111. 


FREE  TRIAL 
COUPON 


All  shipments  made 
direct  to  you  from       ^» 
this  big  modern       «» 

factory— the  largest        **        Nam*, 
typewriter  re-       ^* 
building  plant       >        street  or 
in  the  world.        .«•         R.  F.  D.  No. 


f       Typewriter  Emporium 

«t          A234  Shipman  Buildine,    Mont  rose  and 
*  Ravenswood  Avenues,  Chicago,  Illinois 

Send  by  return  mail  Easy  Payments  Bargain  Offer  No. 
\W4  of  a  Standard  Visible  Writing  Underwood.    This  to 
not  an  order  and  does  not  obligate  me  to  buy. 


1'ostOffi.ct State. 


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