davidaulloa/AmericanStories huggingface dataset:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
IRON, NOT GOLD, IS
FASHIONINC HISTORY
OF MODERN TIMES
War Teaches That Life Of Nation Depends
Upon Tool Power Rather | han Ac-
cumulated Wealth

mously more important than accumu.
lated wealth.
While this fact has been demon.
strated beyond any gainsaying, 4
will take a long time before msry
people in this country will recognip
It. unless the truth Of it is fond
upon them as it has been in Euroa.
This is a real source Of danger.
for it has been recognized all over
Europe to a much greater degree
than it had been in Germany before
the war. History tells US that where
q new idea beneficial TO people, or
new economic fact, dawns upon the
world, those who understand the new
idea. or recognize the new economic
fact. rapidly take the lead over those
who do not, with the result that
wealth and power rapidly grayitste
10 those taking advantage Of the new
idea or applying the economic fac.
The fundamental difference be.
tween this age and all past ages is
that Of tool power. Man raised hin.
self above beasts by his ability fy
to use such tools as nature afforded,
end then to make tools for himself.
The great difference between the
savage and the civilized man is ore
of tool power. All history points %
the triumph Of tool power oys
wealth, for arms are simply tools
Cortez and Pizarro not less than the
Greek phalanx illustrated this fact.
Why should we be so slow in com
pretending fact that is so obyiOus'
An ancient philosopher replied to
man Boosting of his possessions,
What availeth all thy wealth? He
that hath better iron than thou will
come and take away all thy gold"
For iron, read tools or weapons,
for that was what the philosopher
meant, and we can apply the same to
ourselves.
Did not our late military attache
at Berlin sum up the situation when
asked what position we should be in
after the war if we kept out Of i
when he said. I'VE shall have all the
gold and they will have all the
guns? He might have added that
they will also have capacity to
make more guns enormously greater
than ours and an ability to use them
far in excess Of that which we can
hope to acquire within any reason
able time.
The war has not shown US any
new principle. but has simply en-
phasized a fact which has been re.
peatedly demonstrated by history
The great power of Germany is due
TO the fact that the German leaders
did not entirely disregard the teach
ings of history.
Now that we are about to enter
the war, let us take advantage Of all
the knowledge that exists, and not
attempt to "muddle through
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Making Glad
Waste Places
b. ARCHER WALL DOUGLASS

IN FAR away Southern Texas,
4 about eighteen miles from the
Gulf and l2O miles from the Mex
lean border, lies a littlc city of
some 5000 people. Twenty years
ago it was an uninhabited spot, part
of a great ranch of many thousand
acres. and in the entire county there
were only one hundred white people,
a. distinguished from MeXicans.
The annual rainfall is about
twenty-six inches, mostly irregu-
lorly distributed. so that now and
then there are months of rainless
heat when the earth knows no pre-
cipitation. Consequently, the things
that they raise are drouth-resisting
plants, cotton, the sorghum grains,
both saccharine and non-saccharme,
and a new grass imported from
South Africa.
OF course, this little city has a
commercial club, but, unlike many
commercial clubs, it does more than
meet once every little while, pass
resolutions and go home. For the
president of the Commercial Club
is a composite banker, hardware and
lumber dealer, and, being possessed
Of some common sense and vision,
had an overweening desire to put
his town on the map. So, in com
pany with other fellow members of
his club, he proceeded to go out into
the contiguous country and hold
meetings Of the farmers a. churches
and schoolhouses with a view OF
establishing a cooperative creamery
In the little city, to which the farm
crs were asked 10 subscribe then
share.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

rested wards Yard and terminal
congestion is due not only to the I'M
adcquatc size of the railroad ter
minal. bat also to the inability OF
consignees promptly TO unload cars
or Of shippers promptly 70 accept
and load the cars which they order
from the carriers. Terminal conges-
ton cannot be eliminated merely by
an increase i'm the size Of railroad
wards. Since 1914 the Pennsylvania
Railroad. for instance, has increased
its Philadelphia yard capacity from
$500 TO 1000 cars, while the track
leading and unloading capacity pro-
vided by shippers and consignces
has increased only from l,4OO to
/ 800 cars. Indeed, many large
plants erected during the last two
years have been constructed not only
without private railroad tracks adj
iacent to the plants, but also with
cut warehouse and storage facilities.
In doing this manufacturers have
dcpendcd upon the carriers to pro-
vide storage and warehouse faclli-
ties. which the industries, instead OF
the railroads, should maintain.
The government must assist the
carriers in solving the car service
problem. The Interstate Commerce
Commission, after investigating the
problem last November and Deem
Der. decided that it was necessary for
the commission TO prescribe a new
set Of car service rules and practl-
callv to take charge Of car distrlbu-
ton. The prompt action Of the car
riers made it unnecessary for the
commission actually to take charge
of car service; but the commission,
as the result of its experience, Is
clearly of the opinion that 1t should
be in a position to control car SER
vice when a period of shortage IS
present or is threatened. There IS
some question as to the power OF
the commission to act under exist
ing statutes, and bills are pending
in Congress to give the Interstate
Commerce Commission definite au-
thority over car service. After the
bills have been perfected they should
be enacted into law.
Satisfactory car service, it should
he remembered, requires adequate
equipment. Cars, tracks, yards and
freight terminals must correspond
with business needs. The trans
portation requirements Of this coun-
try can be met only by a growing,
rot by static, railroad system. Cap
ital must steadily flow into the rail
read business, and government regu-
lation that prevents the railroads
from securing adequate capital I'M
der favorable terms must inJure the
nublic. In other words, the complete
remedy for car shortage is DEEPEN
dent upon the adoption Of a policy
of constructive railroad regulation.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Common Ownership
OF Cars Advocated

There are those who believe that
serious efforts should be made to
bring about the pooling Of freight
equipment. 1t is proposed to sub
stitute common ownership and dis
tribution of freight equipment in
place Of the individual ownership of
cars that are subject to service rules
intended to give the several owners
of cars possession Of their individual
equipment. 1t seems to the writer
useless to advocate car pooling as a
practical measure. The obstacles to
the adoption of the plan are, for the
present at least, probably insupcr-
able. 1t would, apparently, not be
impossible for the railroads to agree
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

whether further change are ncces-
sary. The difficulty Is not SO much
in framing rules a i'm enforcing
them. and icrc success will depend
unon the degree Of organization Of
the carriers and upon the require
mcnts made by the government
The per diem which carriers
charge each other for the use Of
foreign" cars has recently been
raised from ID cents to - cents. a
railroad company now having on It's
track, cars belonging 10 other rail
road companies pays the owners 20
cents per car per day. This per diem
is high enough to induce railroad
companies not to hold on their tracks
cars which they do not own. The
dcmurrage charged shippers for
reeping cars over the free time
usually two days., which was for
merry 81 per day, has now been
made 81 for the first day Of over
time. s. for the second, So for the
third and 50 for the fourth and each
succeeding day that the car IS held
by the shipper or consignce in excess
Of the allowed free time. These
higher per diem and demurrage
charges were imposed to meet an
emergency, but it is probable that
it would be well to maintain per diem
and demurrage rates upon a higher
level than they have been kept IN the
past.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

2gers To he cautious about eXpendi-
lures for equipment and facilities at
the present time is undoubtedly due,
I'M part. to the increasingly stringent
government regulation of railroads
that prevailed during the ten years
prior to the present car shortage pc
Rod. Rising wages and high prices
for materials have increased Operat-
ing expenses, while public regulation
has limited income. Railroad man
ayers have adopted the practice OF
planning TO meet only the problems
o. the day instead Of looking ahead
to meet the needs of the future.
Sufficient until the day has been the
evil thereof. The experience of the
past winter must, however, show the
necessity for constructive rs well as
corrective railroad regulation. In
deed. the creation by Congress Of a
Joint Congressional committee TO in
vcstigatc the whole subject of gov
eminent regulation indicates that the
public realizes the need for reviewing
and possibly revising the purposes
and methods Of railroad regulation.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Trouble Was
Long Anticipated

That these special causes would
tring about "A severe and even dan
gcrous car shortage was fully real
ized by the Interstate Commerce
Commission long before the trouble
came. Shippers were urged by the
commission TO aid the railroads by
reducing car detention TO as low
terms as possible. and at the same
time carriers were warned 70 pre-
rare for the difficulties certain to be
net in supplying equipment. After
car shortage was upon the country
the Interstate Commerce Commission,
in November, 1916, began hearings IN
Louisville. KY, for the purpose of
ascertaining what could be done 10
relieve the situation, which had al
READY become acute In consequence
OF the accumulation Of cars at the
Seaboard and in the eastern part of
the United States at the very time
when the equipment was especially
recdcd 10 transport the crops from
the West and South and TO provide
the industries Of the interior part OF
the United States with fuel and other
materials
4 committee OF the American Rail
way Association cooperated with the
Interstate Commerce Commission
and two facts soon became evident
ttHt the railroad companles would
hive 70 give this committee adenuale
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Cash Plus
Publicity

Moreover, farm mortgages and
longtime credits are rarities in the
country, for the farmers receive
cash for all their dairy products and
cash payments are the prevailing
business method. There has been
recently put into operation a
monthly bulletin, which tells Of those
who wish to buy and those who have
something to sell SO farmers thus
trade not only with the town folks,
hut with each other.
Nor has everything been fair sail
ing, for not long ago there was a
prolonged drouth, when for eight
long, weary months the pitiless sun
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

defect inherent in the present car
service rules is that they do not AT
tempt seriously to deal with the frst
Of these two problems. The purpose
of the rules is to protect car owners
and to enable them to maintain con-
troll over their equipment. In times
of severe car shortage rules break
down. the owners lose control of their
cars. and the equipment Of the rail-
roads as a whole is not efficiently en-
ployed.
At the height OF the present car
shortage period little attempt was
made by the car service commission
TO bring about the return Of boxcars
t. their owners. The commission
sought rather to relieve car short
ages by sending empty cars where
needed without regard to ownership.
In other words, the freight equip
ment of the country was temporarily
pooled and, in so far as possible, was
used as a whole with reference TO
the transportation requirements Of
the hour. The action was justified; ;
indeed, it will probably be necessary
t. resort to similar procedure when
even the country is confronted with
a severe car shortage.
BY what means may future car
shortages be prevented or so limited
as to remove the danger Of serious
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

power 10 control the distribution Of
equipment. and tnat the car service
rules would require amendment. The
carriers were loaih to surrender
their control Of equipment and ship
pDrs were opposed TO the adoption OF
more severe penalties for the deten-
ton Of cars. However, the necessities
Of the situation and the pressure
brought to bear by the Interstate
Commerce Commission caused the
carriers. on the second Of February
1917. acting through the American
Railway Association. to give to a
special car service commission full
power to distribute equipment 80 as
better to meet the traffic demands OF
the country as a whole. A new code
o. car service rules was also framed
by the Railway Association, the rules
70 become effective on February ~
1917, by signed agreement Of the
railroad companies.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
How French Farmer
Feels Cost Of W1

What the war means 20 the freh''
farmer in increased costs is shown "
the Paris correspondent OF THE L''
don Times" by the following hgl'A
which have been furnished By 'ario"
agricultural unions, showing the
creased cost per cent OF various ESSEX
tai commodities:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Amount of Car IdlenesS Compared with
Car Shortage for Ten Years

loss and Inconvenience? There are
three parties in interest-the car
riers, the public and the government
each of which must do its part in
the development Of remedial plans.
Il is the carriers problem to de-
velop and enforce rules that will eX-
pedite car movement, reduce car de-
tention and idleness and increase the
average loading Of cars and trains.
The facts regarding present car per
iormance would seem to indicate that
there are great opportunities for in
creased economy and efficiency. 4
study based upon the facts for the
year 1913 shows that the typical
freight car on each trip moves $50
lies under load and l24 miles
empty. The average load in 1913
was u tons. or little over one-half
OF the average capacity Of freight
cars. The average time consumed in
= trip of 384 miles was 17.72 days.
The most surprising fact is that dur
ing only l6 days of the l7.72 days
was the car under motion in trains.
Under ordinary demurrage rules a
car is allowed two days for loading
and two days for unloading. Thus
the car was under motion or was held
for loading or unloading only 90
days out Of the l7.72 days taken for
the average trip. For more than -
Gays the car was presumably idle.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Markets for Life S
Necessities Affected

Il is the public. however, that suf-
lors most from car shortage. Pro-
Gucers Of perishable commodities are
unable to marke; their products; in
duStries eager to eXpcnd their actlvi-
ties are unable TO obtain materials or
20 dispose of their finished work;
while consumers are obliged to pay
high prices because markets are ir-
regularly and inadequately supplied
with the necessities of life.
In order to adopt measures to pre-
vent recurring car shortages or at
least to reduce them to the lowest OBJ
tainable minimum II is necessary to
deal with causes. The seasonal varl-
alton in traffic and the changes IN
volume of tonnage due TO the ups and
downs OF business cannot be pre-
vented; although something more
Tran mas yet been accomplished can
bc done. 10y foresight and orgauiza-
ton. to distribute more evenly
throughout the year the movement
of coal, ore, lumber. fertilizers. grain
and other commodities constituting
the major share OF railroad tonnage.
To do this the carriers must have the
cooperation of shippers. manufac;-
urcrs and traders. Organized effort
mus; take the place OF the present
practice whereby each shipper seeks
70 gain his own individual ends with
out regard 20 the effect upon others.
The car shortage that has pre-
vailed for the last SiX months has
been acccntuatcd 10y certain special
causes that have discouraged the
purchase Of equipment and have
prevented the most effective use of
the cars m service. Though these
causes are well known, their connec-
ton with the present situation IS
probably not fully appreciated by the
general public.
In the latter part Of 1915 there
was a sudden expansion of industries
tha, use coal. ore and similar mate
rails and that manufacture bulky
products for shipment. Likewise
there was phenomenal increase m
the cAportatior OF foods, munitions
and other war supplies at time
when the tonnage OF ocean shipping
vas being steadily reduced. There
quickly developed "a serious congcs.
tom Of traffic OF scaUoaId terminals
and freight yards Many shipper.
used s-rs 70 store e>po,t freight for
which ocean transportation could not
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

The price Of the ecal VINCE =,
farmer needs to drive his t''" -,
machines has gone UP 25O per cent 80
increase in the prices oi iH'P.' A.
during the last two years Is s''
The following figures:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
X, ENORN Il. JOHNSON.
Professor Of transportation and COM
mcrcc. University Of Penns, kaRia

merce' University OF ''o''' VAN"
~NCE A,o,,s, .r las, vcar the
u..lro.4. Sd, .ho I,ri.o5 states
~ h.,o bocr ,qc-c5 FAR more
,rsGc tbsr they have had car, to-
,ro,s,or- For ,,,~c tban three
Years nrior TO that date. with the OK
rontion If October 1913. and March.
1916. there had been "a continuous.
ood o., t,r,cs o. LARGO surp]us of
r,eiob. continent p1r.n,, 1914 and
Tho c~.. ,;ro months If 1918 the
,,,lro.d. ,o,or had los. than t25 600
;,Do oa~s and mos. Of tho tip,o tho
- ,.., to.,roo, ooo oo0 and
400 ooo
Cor e,,,.,.,.saco ,s+bor than car
do6c;. &c tho rorual characteristic
- ..;l~ooa oo,,;rr,o,, &C 10 sbo,cn
80. 5,nio+;.c, tbo .r,o,,,,, of
- iIIonoss o,,d coz. sbortsoo fo,. the
80. 80 1oo7-1otc inclusive With
a.-.1.4 .~.,, oF tho autumn Of 1912
- ,,.d. 80 .or sborto,,o of corse-
o.,onoo for tho noriod Of nearly nine
49,. eror, Notor,hor iona 70 Sem
- 1otc u.h;Ia d,,,;,,. ,bo ,.ears
49,. 5,,,,o..;o, l., 1o0-,o8
IL to1t,,- ,ho roiIrood wards and
" ''' 80 49,, - .,.:.h o,,r+,.
s'u'''FS "''' INV W. AVA =
'"lS' .-..- g.: ..o
"'i' - 81" " C.. .'',,'. J.ga,o,,+
o'''''' y, H on, ',' .'.'' ra;I,oaJs
''''0'', W. ,''' . -. -. I'LL +bo
CO a.. -, ord
'''''''s, .. "a. - .,,,,.h ,,oro
-, tL.a +bo,. co,, loon ON
- -. 49,. - and sum,
P''' ~ . g.. ,,lat;rol,. lioht
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Purpose Of Car
Service Commission

The action Of the carriers IN Great
ing a car service commission with
plenary power and in modifying
their rules was the result of an or
Ger Of the Interstate Commerce Com
mission. issued on January IS. 1914
prescribing a partial code of car ser
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08
Purchases OF
Equipment Put Of

The railroads were IN no condition
90 NEE: this abnormal demand. For
fully two years, during 1914 and
1918. there had been a serious busl-
ness depression, and the revenues Of
the railroads had been so low that
expenditures for rolling stock and
terminal development were reduced
to a minimum. Expenses were cut
10 the utmost limit. In the latter
part Of 1915 the tide turned, traffic
rose in volume, and gross revenues
mounted rapidly; but the high prices
of 1916. due TO the war, both in
creased the operating expenses Of
the railroads and caused the railway
managers 20 postpone the purchase
of equipment and the expenditure Of
funds for increased terminal facili-
ties. Interest rates were high, the
market for stocks was depressed, and
conditions generally were such az to
discourage railway investments.
The disposition Of railroad man
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-04-08

Repairs have doubled 81" os,s,
treblod in cost. Sabop
,uplcd and boots doubled N
The Seward gateway., 1917-01-22
-=----.sts-s. WONDERFUL SURGICAL WORK

Sufficient time has now elapsed to render assured the complete success of one of the most striking surgical experiments resulting from the war.
 The patient, a young officer at the Queen Alexandra Hospital for OEceyS at Highgate, had been severely wounded in the forearm, four ;nches of the ulnar nerve, one of the i'm portant nerves supplying the hand. being totally destroyed, thus render ing the hand practically useless.
 About one ease in ten of ordinary nerye-gratting with laboratory-treat- ed nerves succeeds" the surgeon who did the operation told me, so l dccid- ed to replace the destroyed nerve with another similar nerve as nearly alive as possible
 Search was therefore made at a number of London hospitals until the surgeon found what he wanted a case of a limb amputation, from which was obtained the required length of practically living, healthy nerve of the same quality and size as the destroyed ulnar. This was sent to the officers hospital by taxicab. On, its arrival the office was at once an acsthetised, the wound in his forearm was opened, and the section of leg nerve was sewn to the two ends of the injured uluar, thus bridging the gap. The wound was then closed.
 After some weeks faint sensation, and later, power to move the muscles of the hand governed by the uInar nerve gradually returned, until a few weeks ago the officer was able to leave the hospital and take up light duties at a home station. - London Mail.
The Seward gateway., 1917-01-22
COLORED LABOR
 IN ENGLAND

Little is being said at home about
 the coming importation of coloureC labour The government has certain ly resolved to bring large contingents of Africans to Europe. Some of them are already in France, and many more are on the their way They are to be used not to fight, but to do manual lubour in the rear lines, the unload ing of ships, the handling of cargoes
 and the like It is still uncertain if the government means to bring the "darkies' to England for labour at the military docks. Apparently 1t does. The Labow Party is very un- easy at the prospect, and is making early protests. All acquainted with life for Europeans in communities where there are many blacks, wheth- CT in the Southern United States, in South Africa, or elsewhere, will agree with me that England iS tackling a very tjckIish problem. Labour must be provided The black can supply the Iabour But what then? Are the wives to come over? Are We to have coloured quarters at Southampton and Liverpool: 1t is at least possible that the incoming of the coloured man. still more of the yellow man, if he arrives, many centuries hence be regarded as the most lasting result of the Gcat War on European life. Peo- pie who have never been out of Eng land will laugh at this But do not think that my readers in lands where the coloured problems is an actuality will find anything ridiculous in the tatcmeut.-London Mail.
The Seward gateway., 1917-01-22
PUBLICATION OF NOTICE TO
 CREDITORS.

Notice is hereby given by the un- dersigned, ALTAMON KNIGHT, ADMINISTRATOR or THE ESTATE OF c. NJ. JOHNSON, De ceased, that he has been appointed by the Probate Court of Kenai Precinct for the Territory of Alaska, as ad- ministrator of the said estate, and notice is hereby given to the creditors of, and all persons holding claims against said deceased, to exhibit them with the necessary vouchers within six months after date of the first publication of this notice, to the said administrator at his residence in the town of Hope, Alaska, which said residence of said administrator shall be the place for the transaction of all business regarding the probate OI the above estate.
 Date of first publication, December 20, 1916.
 Date of last publication January IT, 1917.
 Dated, this 10th day, of Dec, A. D., 1916.
 ALTAMON KNIGHT,
 Administrator.