davidaulloa/AmericanStories huggingface dataset:
Manchester Democrat. [volume] (Manchester, Iowa) 1875-1930, 1907-06-12

Inc average farmer could add from
10 to 25 per cent to his income from
vegetables and fruit If he was not too
proud to deliver them to customers
direct
Do not walt until the potato vines
are covered with beetles before spray
Ing paris green, but attend to the work
OF destruction on the first signs of the
appearance of beetles, SO as to avoid as
much damage to the plants as possible.
A man who tried 1t, says that the
best device for keeping crows away
from the newly-planted corn is to tie
ears of corn to poles placed at inter-
walls around the field. For some rea-
son after they came and looked at the
poles, they went away and stayed
away.
No plant will long survive-if the
leaves are cut off, hence the way to de-
stroy Canada thistles or other plants
that persist in growing is to keep them
cut down. AS fast as they appear
above the ground cut them, and, as
they will become weaker after each
cutting, there arrives a time when they
can no longer grow.
The government is after the western
thieves who have stolen thousands of
acres OF valuable coal and mineral
lads by fraudulent entries, perjury
and bribery. Many of these lands were
sold to the railroad coal companies at
less than IS an acre, on which the coal
royalties along would amount to thou
saids In most of these cases, the
thieves are the men who ride in pri
vate cars and control great business
entarnricac
Manchester Democrat. [volume] (Manchester, Iowa) 1875-1930, 1907-06-12


Observations made by the Tuskegee,
Ala. station on the methods of storing
sweet potatoes indicate that potatoes
dug and banked after long dry period
generally kept well, while those dug
and banked after and during rainy
season almost without exception kept
poorly. 1t was also observed that IL
potatoes were cut or broken and the
milky Juice turned to dark greenish
color when dried in the air they kept
poorly, but If the juice dried white and
the injury showed tendency to heal
over kept well.
Directions for harvesting and storing
crop are given. To store sweet pota-
toes successfully 1t is recommended
that the plants be set out as early in
the spring as late frosts permit, to
house or bank the crop only when thor
oughly ripe, and to avoid all injury in
harvesting. O.
Discriminating Cattle-Fever Tick.
The author of North Carolina bull
! ASfhih vans attShet0it w LIE 7YioSISSS
which has been made since 1902 In ex-
terminating cattle ticks in North Car
DINA.
During the past five years twenty
counties of the State have been freed
from ticks, and this is held as indicat-
ing what can be accomplished in all
sections where stock laws prevail. The
price paid for cattle below the quar-
antine line is from u to y cent per
pound less than for cattle Of the same
quality above the line. and this alone
would mean loss Of $4,000 annually
in the area which has been freed from
ticks. This amount is about three
times the total cost OF the work of
Graduating ticks in these counties dur
ing the entire five years For the most
part the ticks have been eradicated by
the use Of the starvation method.
Manchester Democrat. [volume] (Manchester, Iowa) 1875-1930, 1907-06-12

-

The average farmer could add from
10 to 25 per cent to his income from
vegetables and fruit If he was not too
proud to deliver them to customers
direct
Manchester Democrat. [volume] (Manchester, Iowa) 1875-1930, 1907-06-12

It's tough even OH the six-footer when
he has one foot in the grave.
Manchester Democrat. [volume] (Manchester, Iowa) 1875-1930, 1907-06-12

heard him ask who, that striking girl
with the red roses in her hair was.
That was you, Eleanor. Now, aren't
you fiattered?"
Connecticut western news., 1907-06-06

From the sanitary point of view Jap anese mating is far preferable to or dinary carpetinr for covering the floors of bedrooms In that it not only catches less dust, but Is not so con- venient to harbor disease germs.
Connecticut western news., 1907-06-06

From the standpoint of the !public weal farmers trust is just as sob jectionable as the beef trust, coal trust or harvester trust The underlying principle is the same in all-a holdup agreement
Connecticut western news., 1907-06-06

Indiana has succeeded in arousing an interest in good roads through the imposition of fine of from $1 to $25 for every day piece of road is left in bad condition after notice has been given for 1t to be put ira hape
Connecticut western news., 1907-06-06

As a result of research conducted by the federal department of agriculture parasite has been discovered of the gypsy moth, which has done immense damage to the trees and shrubs of Massachusetts and other New Eng land states. The parasite ranges in size from minute insect to that of mosquito. It Is a native of southeast ern Europe, and much Is expected from 1t provided 1t can be safely introduced into this country. A government repre- sentative Is to supervise the collection Of a large number of these parasites for immediate introduction into the moth tnfasted districts of the country.
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30
The People, the Railroads,
and the Government
BY 3. r. Yoakuni.

/ by the lawmakers of the United
States.
1. Elimination of the Rebate.
The Hepburn Act is effective, and
is both just and wise. AS time goes
on, the machinery for the enforcement
of the act will improve, and should
improve, and the enlightened railroad
managers will cooperate with the gov
eminent and with the people to en-
force the law. l believe in the prin-
ciple of the act, which is that there
shall be uniformity of charges with
out illegal discrimination or unlaw-
full devices to one class of Shoppers or
communities as against another. l be-
lieve that the rebate is a thing of
the past, as a principle, even though
in the very nature of things there
will probably never be absolute per-
lection in this matter any more than
there can be perfection in the matter
of mail delivery, army administration,
or any other organized administrative
function involving such large per-
centage of our population.
2. The Valuation Of Railroads.
Valuation for the purpose of estab-
fishing a basis for fixing transpOrta-
ton charges would not be of any dis
advantage to the railroads, except to
further disturb present financial con-
ditions, but of no practical value for
the purpose of arriving at a fair and
equitable basis for rate-making. and l
do not believe that would cure the aX-
listing ills.
AS railroad manager, 1 should not
oppose it, nor do l see how tho right
OF the government TO make such valu-
alton can be challenged, even though
off Rin in
complishing the praCtiacl results for
which it is being urged The expense
| it would entail on the government
would be unwise, as all the elements
constituting the principle of fair and
equitable rates can be had through,
other sources of information at the
government command-which will
be reliable while the valuation theory
will not.
The Limitation of Future Security
Issues.
This plank in the most radical of
all platforms meets my views. l be-
lieve that the capitalization Of the
railroads should be directly under fed
eral law, which would provide federal
authority to construct and operate a
railroad the purpose of which is to
engage in interstate traffic either over
| it's own rails or through connecting
| lines. Such legislation should be
made with the fact clearly in mind
| that in some sections of this country
there are large areas that need rail
roads, and that they cannot get the
railroads unless the builders are al
lowed to make a profit. or to see the
chance of profits. on the building The
law should, however. make it impos-
sible to gain these profits more than
once; and the requirements of rail-
roads for new capital for improve
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30

changed. 1t has become subject to
the whole body of the federal law re
laung TO interstate common carriers,
and has removed itself from all state
laws governing the same subject.
Thereafter, the state of Illinois may
not. under the guise of a lOca, Law
reduce its interstate rates, but Sucn
power resides only in the federal
government.
The Importance of the Commission.
The scope of the Interstate Com
merce Commission should be suffi-
GENTLY broad, and. at a time not far
distant, full enforcement of the Law
should be had. 1t will in time become
a necessity that the proper fulfilment
Of the functions OF the government, IL
dealing with this most important
question affecting, as it does, every iu-
dustry, man, woman. and child in the
land. will require the creation OF a
new cabinet officer, whose department Mt
will be charged with responsibility in
matters pertaining to railroads and
navigation; who, through his position
in the cabinet, will enable the cab
met members to keep in touch with
all matters involving the movement of
the commerce of the nation, both do
nestle and foreign.
AS the laws multiply, the labor of
enforcing them, of Judging affairs IN
der them, of making rulings and in
Vestigating charges, must also multi
ply The commission. too. must con-
tinUe to grow strong, or the whole
system of administration VIII be lnef-
fective
believe that have touched upon
most of the vital points that are at
" ho
but one policy. That is, that the peo-
pie and the railroads shall get to-
getheT and confer upon the matters
that arise between them, and that the
government shall he the instrument to
enforce the agreement that the rail
road and the people make between
themselves.
l do not believe that railroads
should enter into politics, and [ lock
confidently for the time when rail-
roads will not be forced to 60 to a
state or federal capital to save them
selves from dangerous legislation.
That time will come when II: peo-
pie and the railroads bring to the set
tlement of their differences the SAME
common sense that they bring to the
settlements of their private disagree
ments.
Employees and investors AssIciatec.
The one and one-half million en-
ployees of the railroads and the stock
holders are closely associated and
their interests are identical. You Cau-
not injure one without affecting the
other. There is total stock issue on
railroads of about $3.50. 100000. OF
which amount about $4,150,O0O,000 is
dividend-paying stock and $1,000 600
in non-dividend-paying stock. The
stockholders receive annually about
s24O, 900. 900 as dividends. which is
SIS per cent. on the total dividend
paying stock, and but 3.6 per cent. on
the total stock issue of the railroads;
while the employees receive annually,
in monthly instaIlments, $S40.G0O.OC0
which is equal to a dividend of 1916
per cent on the total railroad stock
Capitalization of $3.50, 900. 900
An employee earning $500 Oh a rail-
read is receiving IN income equal to 5
per cent. on $4,000, and has stake in
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30
Badly Mixed Up.

Abraham Brown. of Winterton, n.
Y, had a very remarkable experience;
he says: Doctors got badly mixed
up over me; one said heart disease /;
two called it kidney trouble; the
fourth, blood poison, and the fifth
liver trouble; but none of them
helped me; so my wife advised trying
Electric Bitters, which are restoring
me to perfect health. One bottle did
me more good than all the five doctors
prescribed" Guaranteed for blood
poison, weakness and all stomach,
liver and kidney complaints by all
druggists, soc.
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30

the property equal TO an investment
of that amount in per cent securi-
ties. An employee who earns 81. 500
per annum has an income equal -
an income from $4,000 of . per cent
bonds or stock. and so on through the
list of railroad employees.
The railroad employees are an intel
Iigent class of citizens; and, as the
railroad question, now being so vigor-
ously discussed by the legislatures
and the people is campaign of cdr
cation-which is the only true method
of solving such a problem with fair
ness to all interests believe tho
voice of the employees. individually
and through their organizations, will
be steadily heard against unjust laws.
or laws that will unjuStly injure their
profession and retard the proper lie
Velopment of the country, which
means constant and increased employ
ment to a greater number of men. and
which furnishes safer tracks and in
strumentalities in handling the pas
sengers and the commerce of the
country
In point of fact TIE thing that the
shippers and the people of this coun-
try now desire IS not so much redUC-
ton of rates as il is better service
The people have right to insist that
their service shall he constantly inn
proved. I do not believe that the rail
road managers of the country VIII re-
fuse to treat with the people, through
their representatives in Congress.
openly and fairly on the question OF
how the best result may be brought
about. nor hesitate to endorse a leeis-
Iative policy that promises better con-
ditions.
Railroad managers VIII not stand II
the way of just legislation merely be-
cause such legislation might have an
adverse effect on railroad securities
in the market. We all recognize that
the true function Of Wall Street is of
supreme Importance to every section
of the United States Without its
agency we can neither build, extend,
nor improve our great railroad prop
critics TO any large extent.
The leading financial interests. in
New York and other money-centres,
are coming to realize that the only
true basis of public confidence in us
and our securities must Do found in
closer and more cordial relationship
between the people and the railroads
! and that the strong arm of the gov
eminent is necessary TO accomplish
the most satisfactory results.
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30

I believe that the solution of the
railroad problem is to be found in the
cooperation of the people and the rail-
roads, through the government OF the
United States. The time has gone by
when the railroad could go ahead and
work out its plans, and carry on Its
operations, without consulting the in
terests of the people. The railroad
must fall in line with the democratic
institutions of this country.
That there have been mistakes by
the railroads. we admit, and that some
of the troubles of to-day are the legiti-
mate and logical outgrowth of such
mistakes. The object of the enlight-
ened railroad manager and of the en-
Hghtened legislator must be TO correct
as far as possible existing errors, TO
make a repetition of them impossible
and to establish a permanent basis
upon which the people and the rail-
road can transact their business in the
future without injustice either to one
or TO the other.
The current created by the existing
agitation must be turned into a safer
channel, or great harm will be done,
both to the railroads and to the peo-
pic. This agitation has now reached
point where it may be said to carry
a threat to the general welfare of the
country; because it threatens to affect
the industrial enterprises of the coun-
try, and with the millions of men,
women, and children directly depend
ent upon these enterprises. l do not
believe that the people desire tn de-
struction of the railroad properties;
and / believe that the people. the gov
eminent, and the railroads are unit
ed in the desire to turn this current
of agitation from destruction to con-
struction.
The public demands that the rail
roads of the United States shall be so
regulated by law as to prevent future
injustice in their management or dis
elimination in their conduct The
government of the United States is
shaping its administrative policy to
that end. AS a railroad manager and
as an individual, I heartily endorse
this policy, and shall do all 1 can TO
promote such a course.
We are not planning and legislating
for to-day alone, but for tomorrow,
when there will be more than 1OO,-
900 900 people in the United States
producing and consuming. Therefore
the problem of a fair adjustment be-
tween the railroads and the people
through the government is a proble.-
OF great responsibility than any other
problem of the generation. We must
face 1t with open minds, laying aside
all personal ambition and our private
prejudice to seek first the good of all
the people. which is also the good of
ali the railroads.
J should like to take up in sections
the several points that seem to form
the basis, not only of the popular agi-
tation, but also of most of the legis-
Jiation, wise and pnwise, now proposed
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30

be delivered to the consignees. The
limit should be abuadant!y reasonable.
because the nature OF the freight
business, over which the railroads
cannot always control, demands
great deal of IiberaIity in its move
ment, but | believe some of the time
now consumed in such delivery should
be and could be saved, to the profit
of both the consignees and the rail-
roads and the shippers.
8. Relation of State and Federal
Power.
Where the state regulation of rates.
or state legislation on other railroad
subjects, directly affects interstate
transportation, the federal authority
should rule For in stance, let us as
suT1e that the rate from Denver tC
ST. Louis is $3.50 mace up of 81 from
Denver to the Missouri river and 80
cents local from tka Missouri river to
St Louis. If Missouri should reduce
the local rate in Missouri TO 80 cents,
il would make the Interstate rate
s. &c, which means. in effect, mat the
rate on commerce between states has
been fixed by the state commissioners
Instead of the federal commissioners
This is only one of the numerous
LiGce in all the states and territories
where state legislation, ny reducing
state rates, is eSta GliShinG the rate
CT the interstate commerce; wIiie our
nat:cnal commits 5ioncr5 At WCShinc-
ton, although authorized hy specific
Act of Congress. charged with the
duty. and the only bod authorized BY
law to make such regulations. seem
pawerless to prevent the disturbances
OF the interstate rates.
Such cases, which can be multiplied
indefinitely, point to conclusion that
the federal regulation over rates
should be widely extended. J AM far
from being an enemy of the rights
of any state in the Union, hut l do
not understand that these rights give
a state the right 10 regulate rates nor
to make regulations to govern the
movement of traffic between states.
Such an application of the federal
power over corporations authorized
to- engGge in the handling of inter
state traffic, either by Federal author
ity or by direct Supervision, should
not take away any of the pOwe" Of the
states over purely interstate traffic
If the Interstate Commerce Commits
sioners should establish a standard OF
rates over the entire country, after
using all the information at their
command and the machinery Of the
government to adjust and establish
scale of rates that are fair and eQuit-
able, it is not right that the power
Of the various states. by their sepa-
rate acts, can break down the entire
fabric of rates so fixed by powe~
granted by Congress. There is, how
ever. no doubt that the state can
regulate the traffic of railroad, tele-
phone. telegraph. water, gas, or Othe-
like companies which are exclusively
state institutions.
For instance, a railroad from Chica-
go to East ST Louis which does not
engage in handling interstate traffic
is subject to the jurisdiction Of the
state of Illinois, alone. When, how
ever, it engages in interstate traffic
by interchanging with other roads eX-
tending beyond the state of Illinois
1t thereby becomes interstate, and its
situation under the law is entirely
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30

ment, equipment, and development of
the property, and the country served,
should be placed under the Superyi-
sion of the Interstate Commerce Com
mission, with authority only to au-
thorize such increase of capital as the
property needs fully to take care OF
its requirements.
This is a question that will require
careful consideration and the Com
missioners should be allowed sTffi-
cient latitude for them to use some
discretion as conditions may warrant.
4. Uniform System of Accounts.
/ believe that there should be uni
foTmity in accounts, and l am glad to
see the efforts now being made in
that direction by the government
When the end is accomplished and the
plan is in working order, the investor
will know that the reports of The diff
ferent companies are a correct guide
to the value of their securities. In
other words, the annual reports of the
railroads will be a proper and legiti-
mate basis for public confidence. as
they should be.
5. Publicity.
There should be no mystery in the
railroad business. l think that our
accounts should be subject to inspec-
ton by the government, as openly and
as freely as the accounts of a ma
tional bank are now subject to the
inspection of the examiners; but all
information pertaining to the rail
roads business should be protected
against improper use. Such publicity
will be found the ultimate safeguard
of the laws looking toward fair rates
and equitable dealings, and will. at
the same time, afford to the investor
another proper test of value for the
securities he buys or owns.
6. LegaIized Traffic Association.
| do not believe that railroad pools
should be legaliZed, but l do believe
that traffic associations between rail
roads should be allowed. Suppose, for
instance, that two railroads can reach
ali the lumber traffic of the states of
Texas and Washington. They might
form a pool with certain connecting
lines nOrthward and eastward. where
by those connecting lines should re-
ceive all this lumber for tranSpOrta-
ton beyond the northern and eastern
termini of the two lines. A pool s
a closed association. A traffic asso-
citation, on the other hand, is open,
and all the connecting lines are al
government, by endorsing pool
would give an advantage to few of
the stronger lines to the detriment OF
others not parties to the pool. BY le-
CALLING the traffic association, how
ever, the government would be legis-
lating for the whole, rather than for
the part This is the true function
of government.
When the government shall have
established it's interstate traffic agents
at the different commercial centres
of the country, the federal traffic rep
resentative should attend the meet
ings of the railroad traffic assOcia-
tons, where all matters pertaining to
the movement of traffic, rules. rates.
and regulations governing same, could
be discussed between the officers of
the roads and the representative of
the government
7. Reasonable Time for Delivery.
The railroads should fix 4 reason
able time in which the freight is to
The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1907-06-30
HOOtOn'S Pharmacy
A Traaic Heirloom.

Carefully preserved at Slams castle.
the Aberdeenshire seat Of the Earl OF
Enroll, is a single playing card, which
recalls a never to be forgotten tragedy.
1t is the nine of diamonds (hence
called to this day the curse of Scot
land') on which the Duke of Cumber-
land wrote his order for the butchery
of the brave highlanders who were
taken prisoners at the fateful battle
of Culloden.-LondonW oman's Life.