davidaulloa/AmericanStories huggingface dataset:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

hoping against hope that the ban would be
lifted and that they would be permitted
to perform the functions for which they
were created in manner satisfactory to
themselves, the public and their stock
holders. 1t is "A wise man, however, who
knows when he is beaten, and the electric
rairoadcr, taken in the abstract is "A wise
man. lie now seeks to "gct out from
under" before the final crash comes II,
seeks to unload his property on the pub
lie that has been clamoring so long to get
possession of it, and to transfer to it the
burden of ownership and operation of tia.
which is no longer profitable. The trac-
ton owner does this in no spirit of vim
dictiveness, but the theory that the
public itself is responsible for the ptiabe
condition in which the average traction
property now finds itself; that the public
wants to own and operate the properties
so as TO demonstrate that it can do so in
a much better and cheaper manner than
any private owner can; and he is perfectly
willing to let the public try.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
Appeals to Washington
For Relief

railing of substantial relief at home, an
peal was made to the Federal authorities.
The Federal Finance Corporation had. in
the mean time, been formed for the purpose
Of lending governmental financial assist
ance to industries affected by war condi-
tions. Through its National COMMITTEES
on fubilc Utilities Conditions appeal was
made to this source in order to obtain
iuhds TO meet maturing obligations. Up
to the present time, however, although both
President Wilson and John Shelton Will
lams, Controller of the Currency. and
other prominent government officials all
openly agree that these useful industries
should not be permitted to lack substan
tial aid, nothing substantial has happened.
Before the Committee on Finance of the
United States Senate appeared, last Sep
TENDER, Philip H. Gadsden, chairman
Of the National Committee on Public Util
ltles Conditions, in an appeal for the relief
or the industries he represented. These in
dustrles. he stated, represent $4,000 900 900
IN real invested capital with annual gross
receipts amounting to $1,000, 100000. AL
though his able presentation of the case
fell upon apparently sympathetic ears. if
questions that were asked by the Sena-
tors, nothing has happened
Boiled down into brief analysis, there
is no great difficulty in pointing out the
cause OF the trouble in which the electric
railway industry now finds itself 1t is
briefly this: While the price of every
thing used by the railways, including labor,
has advanced from SO per cent to 400 per
cent, the price of trolley ride has re-
NAMED fixed at five cents; the same as i.
was ten or twenty years ago Five cents
OF the olden time is equivalent to but two,
or two and half, cents of to-day. With
the rapid advance of commodity prices
other industries have been able to pass
the obligation along to the consumer Not
so the trolley company. If the five cent
fare was a just and equitable price to pay
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

the industry seems TO cntitlc it the cleo
trio railway interests have organized, and
through their National Committee on Pub
lie Utilities Conditions have been doing yeo-
mans work. The results accomplished
have, however, been disappointing. They
have found it impossible TO arouse any
great amount of sympathy for their con-
dtion. Between traction managers and the
public there has always been dstrust and
it viii take more than the special plead
ngs of the publicity bureaus of the former,
however adrotly put forward, to convince
the latter that there is anything really
serious the matter with the patient
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
What of
the Fufure?

The lines of electric railway. as we know
them have filed certain gap in the econ
omic development Of urban and interurban
transportation. That the system has its
drawbacks none will deny. II is heavy,
cumbersome, inelastic, costly of construc-
ton and maintenance. but it is the best we
know. The trolley car is drafty, usually
crowded, stury, smelly but it gets us there.
We should remember however, that the
trolley was born before the advent OF the
automobile, with its smooth running pnen-
matte tires, had pampercd us into tho zeal
luxury of riding
But who can say that the trolley is here
to stay? That ii will outlast another gem
GRAFTON? In this age Of progress almost
anything in the way of an innovation may
be possible. Some OF the brightest minds
in the country arc seeking a substitute. WIZ
it be the airplanc, or some modified form
of the jitncy, or something else? Who can
tell?
In the mean time, under the terms OF ths
surrender, IL remains 10 be seen what VIII
happen to that form of transportation whifa
we now have. VIII the terms of the sun
render BIO accepted and will the public rise
to the occasion and take over what there -
left OF these hard pressed fractions lineipa-
ing their obliga;ionsl?
Or will matters drift along, the proper''ssa'
gradually goiag into receivership, bankfuP's'
and abandonment
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
Why the Recovery of Palestine of Special Significance the Jews Though
Only Some of Them Care Go Ihere--Iutah Place
a the Peace Table.

progress is to be found in the fact that the
Jewish question need not be put by Jews
and yet must be answered by the peace
conference. For one thing, as already in
dicated, half of the thirteen or fourteen
millions Of Jews dwell in that East-European
zone which was swept by war dozen times
and now is ravaged yet again by those lesser
wars which are not lesser in their hurt to
their victims. The conference may not ad-
Journ without taking into account and
firmly graphing with the difficulties of an
unlocalized Balkan problem, the Jewish
question. Some there are at the peace
conference who are utilizing the facts Of
the Bolshevst terror in order to excite
the wrath of Europe assembled in Paris
against Jews and thus to avert solution
just and equitable Of the Jewish question.
But statesmen at Paris worthy of the name
understand that Boshevism is not Jewish
phenomenon but a Russian symptom of
European unrest and that, though hand
full of Jewish renegades led by Trotzky
arc among the leaders in Bolshevst counsel,
the great mass of Russian Jews are the
bitter and implacabe foes of Bolshevi sm.
even as they we're great-hearted and glori-
ously forgiving in their loyalty to the Russia
which had long scourged them
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
The Other Side
Of the Story

In order to carry these 100000 peop]e
day over lines originally built to carry
out third of the number the Inter
borough has been compelled to spend enor-
nous sums OF money on equipment, on adj
ditionai power plant installations. on
iengthening out platforms at nearly every
station, and in many other ways, includ-
ing that transportation anomaly, the Forty
second Street shuttle"
Furthermore, the five-cent fare of the
time when 100000 people daily were being
carried is worth but about two or two and
half cents in purchasing power now.
~ no city in the country U think / am
safe in making this assertion) can mas.
senger ride so many miles, If he chooses
for single fare, as on the Transportation
lines of New York City. The money in the
traction business is in the short riders and
very large proportion Of the elevated and
subway patrons are long riders.
These are some Of the elements Of tho
proportion that nobody seems able to work
out No one has ever been able to solve
70 the satisfaction Of everybody, the value
Of the unknown quantity; the @ Of the
equation.
There are, however, few points tina.
stand out distinctly and must be recognized.
~ We can believe what Mr.. shonts SAYS.
the patrons Of these lines must give more
money for the privilege of "sardinirgv
themselycs into their cars, or the companies
be represents will surely follow the foot.
steps OF the Brooklyn Rapid Transit and
lake on y new manager in the person Of
receiver And IL we can believe what
Mayor Hylan and other members Of the
Board OF Estimate say, the city will surely
Fake over and operate thu lines IL Mr.,
bhcnts abandons his contracts In either
sase Y means an increase In fare, for
+ neither receiver rof municipal manager
Wi pc able 10 dodge the Issue.
z nut No FIR ~ any Improvement In scr.
81 xa<e 0F In riding conditions IL concerned
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
By Richard Hoadley 7'ingley

vt SEEMS like paradoxical state that
b the traction lines serving the most
densey populated section OF the
United States should be unable to earn
a living.
The paradox is still further accumulated
when account is taken of the fact that the
patrons of these lines arc daily compelled
to ride under conditions of "high density
compression" to which human beings never
should be subjected. "Straphangers" is
the name that used to be applied to the
unfortunate riders on the surface the ele-
waited and the subway lines Of New York.
The name is longer applicable, since,
during the rush" hours at least, one cannot
get near enough to a strap to hang to it;
indeed, straps have almost ceased to be a
necessity, for, in the density of compress
sion, one needs no other support than that
afforded by the other unfortunates who
surround him.
Mr. Shonts further adds to the difficulty
when he states, he has recently stated
in his Subway Sum- that the subway lines
were designed at the start to carry AGO.
600 passengers Il day. and that now (this
was before the "H" system was put into
operation last summer) they are carrying
100000 people daily. This increase in
business having been brought about with
cut materially increasing the mileage. the
question naturally presents ITSELF "If the
subways could make money (and they did
by carrying 100000 people a day, why can
not they now live while carrying 100000
people day."
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

1t is safe to say that there is not mem
Der of the American Railways Association,
nor an officer or manager OF any privately
owned traction company In the United
States, that indorscs the principle Of pub
lie ownership Of utilities properties. Any
one OF these men. il asked, could, no doubt,
point out to you tho most cogent reasons
why such properties should not be owned
and operated by the public. They could and
would give you reasons based on theoreti-
cal and economic grounds that would be
all-convncng. They could 20 back and
quote from the early authorities on politi-
cal economy, Adam Smith and others. and
could prove to you by the principles laid
down by them that, for political reasons if
for no other, the public ownership of utili-
ties properties could not succeed They
could quote to you from the practical ex-
perfences of something more than 200 public
utilities properties municipality owned
and operated, and could prove to YOU by
exact facts and figures that these arc all
failures.
Notwithstanding all this at recon.
meeting of the American Railways Assocja-
ton, at which upward of five hundred
members were present, resolutions were
introduced and passed recommending that
traction managers throughout the country
"lend all possible aid in the promotion
of legislation necessary by public author
ity to bring about public ownership of all
electric railway lines" and to "arrange for
such terms of payment could conveniently
accord with the financial limitations of
present state laws" 1t was pointed out
by one of the members that cost of opera
ton has prevented practically all electric
railway lines from earning on their in
vestment, this condition being accentuated
by the fact that traction lines are accorded
the least amount of public sympathy "Thc
remedy for these conditions is public own
ership," said Richard McCulloch, prcsi-
dent of the United Railways Of St. Louis.
under present conditions local franchises
are valucess"
1t has taken several years to bring about
this change of heart in the traction men;
several years of intensive struggle in an
effort to live under the old conditions
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
The Jews
To-day

The Jews are mt one and the same time
more and less happily circumstanced in
1915 than in 1878 More happily in that the
world has in part, because of the war and
the things for which the war was fought,
reached higher levels of international prin-
ciple and practice than those which gov
etned the Bismarck dominated procedure Of
1878. More happily because the dominant
powers of 1918 are not the Germanic nations
which, because of the nimbus Of the 1871
triumph, were still in the ascendant in 1878,
but the two English speaking common
which have brought to triumphant close
mans supreme struggle for freedom.
Less happily. on the other hand, are Jews
eircumstanced to-day because Russia, land
rather than hofne OF half of the worlds
Jewry Of yesterday, is gone for time in
any event, and because Of It's temporary
IL must not he petmanent-decine, the great
Je#fy Of Russia is broken UP into n
series of Jewish fragments which find IL
impossible to speak with one voice. Less
The worlds unrest II that Eastern Europe
which includes nearly two thirds Of the
Jewish people, 80 that IL ~ tragedy upon
tragedy for the Jew that they whose homes
and benrths were efienest seourged by the
rayages OF German~ Russian alterations Of
victory and defeat still find themselves 81
the centre of storm zone which an in
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

for trolley ride ten years ago il certain.
~ is rot so now; and herein lies the
seat Of the trouble with the fractions.
1t is easier, hoyever. to point out the
trouble than the remedy; but the remedy
must certainly be found much as you and
! would dislike to dig down into our peck
cts for that extra cent, or two, or three.
The experience, however, of some Of the
lines that have been given permission to
increase the fare is not reassuring. On
short hauls {and it is in short hauls that
the money is made in transportation it
has been found that former riders now
But this condition can never happen in
New York.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

justly by the Jew. II 50 happens-and the
happening Is far from fottutous--that
Jewish claims have long been identical with
and shtieipatiVe Of Allied aims md IRE
therefore wholly eohfotmhble 10 the puf.
poses Or The peace conference, Thus, lhn
FIRST of the inevitable demands of the Jow,
submitted to the conference Is 30 domnnd
Ut MI, bat merely the insistaneo thal rs the
Jew IL dealt with and aa he has long farod
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
The Jews
and the League

In truth. 1t had been thought by some Of
those with whom it fell to my lot to dcai
among the representatives Of the govern
inehts Of England France and America that
clause In the constitution Of tic league
would so stlpuata against discriminatory
statute and practice on religious and rneiai
grounds ns TO insure the unalternble aqua1-
~ Of statns, political, civil, religious, Of
Jews IN all lands TINT seek asmjttance With
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

AS far as l could gather from the gene raj
temper Of the peace conference and learn
from It's leading personalities. English.
French and American, there Is general
resolve to do what III the conference lies
to bring order out Of the Jewish chaos. and,
better yet, Ia make IL possible for Jews
everywhere and under all circumstances 10
recorder jewish affairs,
There ~ nothing millennia IN the temper
Of tho conference which moves to deal
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
1zzle: How to Haul the United States for Nicke

little relief can be expected from any
quarter. So long as Manhattan Island con-
tinues to be SO much longer than it is wide.
and so long as New York people all insist
upon travelling in the same direction at the
same time, there is only one way by which
the intolcrable riding conditions can be i'm
proved and that is by building duplicate,
parallel lines of both elevated and subway
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30
"IiE Jewish question is bound in one
b way or another to come before tho

"YIiE Jewish question is bound in one
way or another TO come before tho
peace conference. not in one way
or another, but in all ways. II it be
true that the Jewish question is a moral
barometer, then the conference cannot de-
Gently evadc the responsibility of meeting
and solving those interviewer questions
which together are involved in the Jewish
status.
The peace conference of 1919 will differ
from the peace conference of 1878 in that
no such dazzlingly gifted Jew as was Dis
raeli is dominant in its counsels--though
Disraeli's service to his people was one of
good will rather than of achievement. Self
revering Jews such as the writer hold it to
be the happiest augury that the attitude of
the peace conference to the Jew will be de-
termined not by the power of any outstand-
ing Jewish personality but by the moral
necessities alike of the Jewish problem and
the protested purposes of the conference
itself.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1919-03-30

the companies operated, and could not be
lightly altered
The spectator., 1919-06-13
GREAT RESULTS FROM CLUBS
Opinion of Or. Thomas F. Hunt, Dean and Director of the California
 Agricultural College.

Prepared by the United States Depart
 ment of Agriculture)
 The United States department of agriculture, the state agricultural colleges. and other agencies for the promotion of better farming are spend ing considerable money in club work among boys.
 Does it pay? Here is the opinion of Dr. Thomas r. Hunt, dean and direc- tor of the college of agriculture. Uni verslty of California.
 "The college of agriculture did not, in my opinion, get as effective results from any other equal sum of money which 1t expended as 1t did from the amount of money spent on boys clubs.
 "These clubs have been running long enough for us to have some knowledge of their influence on the future lives of the boys concerned. l think l am well within the mark when I say that for the amount of money expended we get the greatest human results"
The spectator., 1919-06-13
] I'VE STOCK
SELF-FEEDER IS ECONOMICAL
One of Best Labor Savers and Eff cent Means Of Feeding Hogs-
 More Fencing Urged.

(Prepared by the United States Depart
 ment of Agriculture.)
 One of the best labor savers and one of the most economical and eff cient means of feeding hogs is the self feeder. Experiments comparing the self-feeder with feeding by hand have been made at q number of experiment stations, and most of them have shown not only that the self-feeder is time saver, but that more pounds of pork will be produced with given number of pounds of grain by using the self feeder. This applies not only to the use of corn, but to ground and mill feeds such as tankage, shorts, mid- dlings, peanut meal, Soy-bean meal, etc. By using the self-feeder in feeding the ground and mill feeds one does
The spectator., 1919-06-13

away with the laborious work of feed. ing slop to hogs. No definite experi- ments have been made along the line of comparing, feeds of this kind fed dry as against slop, yet some work of this kind has been done and results were very satisfactory with the self-feeder plan. Many farmers and hog growers have tried feeding these feeds in self feeder, and the results were fully as good or better than those obtained by the system of slop feeding.
 It is highly desirable that feeds used in feeding hogs, especially corn, be fed as near as possible to the crib or granary. Feeding floors should be built adjoining corncrib or granarles holding shelled corn.
 Another means of saving labor in hog growing is the more extended use of wovenwire fence. If the hog grow CT has all his fields and lots fenced with hog-tight fencing, he can save the waste in these fields after harvest and can also follow the method of hagging down corn, which is highly destXp ble
 " " and economical. H
 Probably the best use to which woven-wire fencing can be put is in making possible the use of forage crops. Our best hog growers have be. come convinced that feeding hogs in dry lots is no longer the best method. In nearly every part of the country vrbA forage crops can be successfully used, and they offer three distinct advan- tages: First, the saving of grain by allowing hogs to get all the green feed they want; second. the building up of the soil through the use of ma nure obtained from hogs continuously on these pastures, and, third, the much more sanitary conditions under which the hogs live, plus the exercise which the hogs get in pastures, both of which are necessities in successful"hog grow ing. In some parts of the hog-grow- ing country farmers are able to pas ture their hogs 10 or II months in the year. In almost all parts of the coun- try hogs can be pastured at least six or seven months.
 All these practices save labor in feeding. and In addition save con- siderable amount of labor in hauling out and scattering manure that accu- mulates when feeding under the dry lot plan.
 Many hog feeders dip or spray their hogs to keep down the lice. Many commercial hog oilers on the market are practical and effective in keeping hogs from becoming infested with lice.
 The general practice of growing hogs and feeding them the grains raised on the farms has n tendency to distribute the labor throughout the year.
The spectator., 1919-06-13

certain amount of knowledge on the part of the operator can scarcely be considered a disadvantage. The train ing can be easily obtained at small ex- pense. But too many men attempt to run tractors without learning anything about them except the starting, stop. ping and shifting gears. The inn portant thing is the ability to detect trouble the minute it begins to de- velop, and know how to remedy it promptly instead of allowing it to run along until an expensive delay results.
 It pays to spend few days gaining experience under a competent instruc- tor. It is unwise to attempt to run tractor without such preparation. With the increasing use of tractors, as we'll as automobiles and stationary engines, farmers are rapidly becoming familiar with the care and operation of gas engines. At the same time, tractors are being improved and simplified so that difficulties in operation are grow ing less each year.
 The comparatively large investment, rapid depreciation and fuel and repair bills have also been mentioned by farmers as points against owning tractor. They point out, too. that tractor is not adaptable to all farm work where horses are ordinarily used. However, the tractor can do much work that horses cannot do-work where belt power is needed.
 Fit the Tractor to the Farm.
 One of the most important points to consider when buying a tractor is the size of the farm. Experienced tractor owners rarely recommend the purchase of a tractor for use on farm with less than 1oO or 130 acres under cultivation. and for such farms the two-plow outfit is usually preferred. However, most of the farms on which tractors are being used successfully are somewhat larger than this, and a ma jority of the tractors pull three blows. Fourplow machines are being used satisfactorily on some farms where there is a larger amount of work to be done. and where the conditions are such that one man can operate an out fit of this size.
 Size, however, is not the only fac tor to be considered, and the question whether or not tractor will prove profitable is problem in farm man. agement which must be worked out for the individual farm.
The spectator., 1919-06-13
HOW THE SENATE
 WILL HANDLE PACT
PRESIDENT WILSON PROBABLY wsIL DELIVER THE TREATY
 TO IT IN PERSON.
LODGES COMMITTEE GETS IT

There tae Document Will Be Subjected tc Careful Study and Debats-New Peace Conference May Be Found Necessary.