davidaulloa/AmericanStories huggingface dataset:
Evening journal., 1921-10-25
CONouERING LEPRosY.

EPRosY, most dread disease. is being conquered by
~ the chaulmoogra oil treatment First successful at
Honolulu, 1t is being tried in Japan which has 100000
lepers
Dr. T. Hoyoshima head OF the medical college at Kyoto
Japan says that The treatment is successful that his
patients within few months lose all external evidences
Of the disease.
Lepers once were stoned and out but fortunately
no such stain rests upon Delaware. That a cure has
nearly been perfected, is due to medical men. MOSTLY
Americans, who brayed the disease for experimentation
/ DO you know Of greater form OF heroismY
Evening journal., 1921-10-25
RENT AND JUDGE ECONOMICS.

4 ANDLORDS viii cheer the ruling OF New York-court
~ that rents must be based on the landlords invest
ment not on present market value Of the properly.
This reverses ruling made few months ago by an
other court IL decided that the landlord who bought at
top prices before the market broke should swallow his
loss instead OF making tenants pay that part Of his in
vestment which had vanished by depreciation.
The case will be appealed. BY the Ame II reaches the
Supreme Court Judge Economics will have applied the
law OF supply and demand to all properties in Wilmington
and other places Competition by properties built at
lower costs will force all properties to rent ON the basis
Of replacement value,
Evening journal., 1921-10-25

The economic emergency which
confronts the railroads of the
United States today is not a theory
as to wages that were too low before
or wages that are too high now.
/aasured by the general standards.
II is not whether the chief fault Is
with the wage scales or with the
shop rules and other working condi-
tions II is condition which the
railroads face and this condition is
that, whatever causes the grand total
OF labor charges, the roads cannot
stand their payrolls. The country
which has to put up the money Cor
them cannot stand those payrolls.
In the three years OF 1912, 1913
and 1914 the average annual labor
cost OF the railroads on the direct
payrolls was some $1,000, 1000. 900.
But in 1920 the labor cost OF the
railroads on those direct payrolls
was s3,69S, 100000 The payroll in
crease OF s2.4OO, 100000 was thus
not far from twice what the wnofe
payroll had been before the war.
The payroll total was not far from
three times what the total had been
before the war.
That was not all. The locomotive
fuel had amounted for the three
year average before mentioned tC
about s23O.OO0. 900; in 1920 it was
S672, 100000. Here again the Goa
Evening journal., 1921-10-25
UTILIZING ENERGY WASTE.

EFFIC1ENCY experts here in Wilmington have long
~ amened the waste OF energy involved when dog
wags his tail They should be pleased with remarkable
invention OF J. T, Lemyre, OF Masknonge, Canada.
His invention would appeal TO lazy men than
to efficiency experts.
II consists Of machine actusted by rocking chair
which generates enough power to washing machines
sewing machines, electric fans ETC.
factory, to manufacture this device will be built
Sore, Quebec.
Lcmyres invention is pleasant Transformation OF the
od-tlme treadmill.
Those familiar with the law OF the conservation OF
ergy will smile at IT, However rocking in chair is
pleasant than running treadm even II the operator
only imagnes that he is not working
The lazy mans problems will be solved until scien-
lists discover how to take electricity OF the air and
ground, giving perpetual power without human labor
Evening journal., 1921-10-25
TUESDAY, OCTOBER Is, 1921
BADLY BuNcLED BUSINESS

N rpe,sai Sss 1T rates, ns ''' ''''' ''''
The agricultural producers are opposed them
they are a burden upon what they sell.
Merchants are opposed to them because they add
the rates to their prices
Consumers are opposed TO them because the freight
charges add to the cost Of living
Railroad operators are opposed to them they
limit transportation business and cause hard feelings.
Why, then, with everybody opposed to high freight
rates. those rates established in the FIRST place and
why have they been continued to date7
An inspection OF the records which are open to all
Deawareans viii show that under government regulation
OF rates. the rates too low pay fair OF in
the value OF the property before the
With conditions there Increased costs Of op-
iaftculariy increased wages to employees and the
not advanced concdent with the increase in
costs
The Increases in wages were made retroactive while
layed Increases in rates were not made effective until
sin furthr postponed date.
The result was that the railroads starved-ther
treasures were depeed-their maintenance Of way
equipment were neglected.
Then, too the McAdoo management saddled upon the
roads series national agreements under which the
number Of employees needessly increased and enl-
cheney impaired
In brief the railroads. under government regulation and
management not permitted to adjust their rates In
harmony with changes in prices in all other lines OF bust
ness and when other prices have declined railroad
rates cannot down without bankruptng the rail
roads.
Everybody is opposed to high freight rates So is every
body opposed to bankrupng the railroads. for that would
government ownership and operation which would
be vastly costly than the present system Of about
cent private and 70 per cent government
management.
There 2 per cent cut in wages and many persons
IN Delaware that there should have been
responding cut railroad rates but the fact is that
had not been pushed up in proportion to wages the
i2 per cent cut in wages effort to meet the in
equality.
~ per cent cut in rates would place the roads prac
cally in as bad position before with relation in
and costs-they would be facing deficits
The truth is that government regulation and govern
ment management have bungled the whole business-aI
outcome which very properly might be expected whei
place men who never railroad OF their own in
position to the railroads OF otner people
Evening journal., 1921-10-25

annual average OF some three bill
lions of dollars for that three year
period to the terrific total in 1920 OF
six billions OF dollars. This was an
increase against the public. which
pays the freight, OF three billions Of
dollars a year. But the four items
OF labor. coal, materials and taxes.
without counting anything else, had
gone up that whole three billions OF
dollars and six hundred and forty
three millions besides.
Then came the smash. The in
creased railroad wages and other
bills broke the railroad back. and
the carriers could not go on with the
load. The increased traffic charges
bent the public's back. and the pub
lie would not go on with the load.
The small wage reacJustment
which was ordered by the United
States Railroad Labor Board to
take effect last July was not enough
ito enable the railroads 10 pay their
current bills and their interest
charges II they kept up the proper
ties with the proper expenditures on
rails, ties, ballast, rolling stock,
bridges and terminals And at the
same time they were compelled "a
begin revisions of the traffic rates in
an effort to hold their dwindling
business. So they were left between
the devil and the deep blue sea.
There is where they stand today.
Evening journal., 1921-10-25
What DO You Think of These Facts Mr.. Citizen ?
CFrOm the New York Herald)

bill increase OF s44O. 100000 was not
very far from twice what the whole
coal bill had been before the war
The coal bill total was not far from
three times what the total had been
before the war. And the cost Of
coal is largely labor.
Similarly the bill for material and
supplies had run up from s425. .OO0,-
600 for that three year average to
$1,063, ,0OO,0 900 in 1920 In this in
stance the increase OF s63S. 900, 900
was not twice the original total; 1t
was about one and a half times as
much. The total bill was not three
times the former bill; It was about
two and a half times what it had
been before the war.
Taxes also had done their share
OF the bankrupting work. From an
average for that three year period OF
Sis 100000 a year they had gone
up in 1920 to S27S,O00,OOO. The in
crease OF sl65.OOO,OOO was nearly
one and half times as much as the
old total tax bill. The total tax bill
was nearly two and a half times
what it had been before the war.
To try to pay these bewildering
multiplications Of crushing bills the
traffic rates were increased and then
increased and then increased again.
The total operating revenues OF the
roads were thus forced up from an
Evening journal., 1921-10-25
DEADuEsr DISEASE.

'ANchR is the greatest ally OF death. One woman in
~ nine and one man in i3 dies with cancer.
rive other diseases have heavier death tolls The
son medical men consider the deadles disease is
because science knows next to nothing about IT,
r'os'ess is slow, though DR.. Franz Kopsch, German
soen's" recently has made startling discoveries which
- Prov ,ns' cancer is Transmitted from sryae
Of me earth, carried by angle worms
''.' may prove 10 be red-etter discovery but de-
er''.p' 'o"alo cure OF preventive is bound to be
''o" Ne'i'ln,e' we must increase our vigilance
Cancer is with US all the time eating steadily into ,n
human race as it eats steadily the individual
DR. William T. Mayo calls it the arch enemy OF middle
life and beyond"
The week beginning October 30 is National Cancer yes
During that week. medical says the public in nela
ware and the other States should write these four fact
down in their brains with indeible pencil:
one-cancer, II discovered in its very early stages
curable
Two-Cancer is not contagious.
Three-Cancer is not hereditary
FourCancer is nearly always due to chronic irritation
Evening journal., 1921-10-25
'PennsyIuania Policy
From the PhIladelphIa Evening Bunetin.

OF the order to the Pennsylvania sys-
tenn has been reserved for the last
step.
The Pennsylvania management
has been charged by union leaders
with carrying the fight against their
organizations. General Atterbury
has been pictured as the chief
devil in the plot to destroy the
brotherhoods and set up the open
shop In railroad operation The
difference between the Pennsylvania
management and the Railroad
Labor Board, as to the manner OF
election by which the systems "ad-
justment boards have been organ
lied, has been stressed as evidence
of unfrinedly purpose.
Nevertheless, IL appears. and is
demonstrated. that the Pennsylva-
MIA is the outstanding railroad sys-
Evening journal., 1921-10-25
WILMINGTON highs SPLENDID REooRD

N7ILMINGroN HIGH is making splendid football
~ record this season.
Thus far II has played four and all OF them
The teams defeated Newark High Tome Institute
Camden High and West Chester High
Harry Ashton, the local High School athletic director
and coach lightweight boxing championo New Jersey
He has whipped the football into nne shape That
fact is reflected by the made.
The results thus obtained have won for him and his
boys unqualified approval wherever they have played
The big game Of the season will be next Saturday
week with Chester High. II Coach Ashton make his
OF to win that game, he will establish for himself
and for them enyiable record.
Meanwhile home pride should lmpe the people OF VIII
mington 10 get back OF the team and TO give to il the
moral and material support it deserves; and when the
game with Chester High begins should find the grounds
packed with Wilmington partlsans to cheer the home
team on to victory hereditary athletic enemy
Evening journal., 1921-10-25
HOlU the Railroad Dollar Goes
CFrom the New York Heraid)

or more than 100000. 900. had to be
saved out OF the foregoing charges.
Four main items-labor. material
supplies. fuel and taxes - it will be
seen, swallowed up a shade more
than 92ih cents out Of every dollar
taken in. With everything else alb
solutely ignored the rest of the dol
lar was not quite enough to pay the
interest on the railroad debts
II the materials and supplies,
which had cost in round numbers
$1,000, 100000. could have been re-
duced one-fourth that saving would
not have been enough by upward of
5000, 100000 TO pay the interest on
the railroad debts. II the 1878. .O0O,-
600 for coal, which as the railroads
buy and handle it is almost wholly
labor costs, could have been cut in
half that reduction would not have
been enough by approximately $780,
100000 to equal the interest on the
railroad debts. II the s279.0OO. 900 in
taxes could have baen sponged out
altogether. that amount would not
have been enough by about $780,
100000 to cover the interest on the
railroad debts.
A 10 per cent. reduction OF the
$S,69S,216.351 Of wages paid in 1920
would not have been enough to make
up the amount required TO pay the
interest on the railroad debts. And
still, IL the stockholders we're never
thought Of there would have re-
mained the problem OF earning
money to pay off the principal Of
debts. to restore the roads TO their
old-time physical condition and to
build for the future with the growth
Of the country.
That was why when even at the
staggering toll of $4,000. 900. 900 col
lected from the public the railway
dollar could not keep the roads efa-
cient and solvent. the grossly
swollen payrolls absorbing so per
cent. Of all the receipts had to be
adjusted. It is why the payrolls, with
the railway properties still danger
ously starved in respect OF the up
keep of roadbed and other mainte-
nance, must be further adjusted.
Evening journal., 1921-10-25

The significance OF the vote OF 10y
atty transmitted to the Pennsylvania
Railroad management by the repre-
sentatives OF $4,000 maintenance OF
way and shop workers yesterday de-
serves to be recognized. The Gener-
al Chairman OF the Brotherhood OF
Locomotive Engineers for the Penn
sylvania lines east OF Pittsburgh de-
clares that the engineers on the
Pennsylvania have less cause to
strike than the employees on any
other road in the country. II is said
on good authority that the vote Of
the conductors on these lines was
against a strike.
II is an open secret oSat the strike
leaders are fearful as TO the response
to the order for a walkout on this
system and that because OF their
doubts on that score the application
Evening journal., 1921-10-25
Increases in Railroad Rates and Wages Compared

While freight rates increased by
the percentage state q per cent?
and wages we're increased 11s per
cent, the freight rate increase per-
centage Is a theoretical one, while
the wage increase percentage is ac-
tual. Between 1915 and 1920 the
average anual compensation per en-
ploye increased from $3.50 to $3.50
or 119 per cent
on the other hand, with rates
theoretically rs per cent. higher in
1920 than in 1915. the average re-
ceipts OF the railroads per ton mile
Increased only from 1922 cents in
1915 to 1862 cents in 1920, or only
46 per cent.
Evening journal., 1921-10-25

tenn in the country on which a plan
OF cooperative and representative
adjustment OF grievances has been
created with such a degree OF sat
isfaction TO the majority OF the
thousands employees that the strike
project is regarded with disfavor.
and in all likelihood will be rejected
by sucha number Of them. chcos-
ing between their own interest and
the demand of their organization
leaders. that it will prove a fizzle.
II vindication OF the "Pennsylva-
MIA policy" which is in the spirit
Of the Esch-Cummins act. providing
for the peaceful settlement OF dis
putes between railroads and their
employees, with the Labor Board
serving as a court OF appeal, we're
needed. it is offered by the present
situation
Evening journal., 1921-10-25
The Same Old Dilemma
tFrom the New York Tribune).

farmers and suggested that the car-
riers seek their relief through a fur-
ther reduction OF inflated railroad
wages. But here is the tragic weak
ness OF the present two-sided scheme
OF Federal control. The Interstate
Commerce Commission cannot re-
duce wages so as to offset the lossos
caused by reduced rates. The carriers
must go with their petitions to an
other body, the Railroad Labor
Board. which doesn't work in CO.
ordination with the commission ana
is not bondd by what the commis-
sion does.
The board recently reduced rail-
road wages and has been urging tha
carriers ever since to transmute that
reduction into lower freight rates
The commission now orders lower
rates, yet at the same time recog-
nizes their injustice, so far as the
railroads are concerned, and recon,-
mends compensation for them in
the shape OF further wage reduo-
tions.
Since wages and rates are inter
dependent, both ought TO be rer,,-
lated by the same agency. m.
Esch-Cummins law has set up a al
vided responsibility and permits two
separate bodies TO approach what is
really single problem from widely
divergent points of view.
1t may be, as the commission ur-
gests, that the roads will be helned
eventually by return TO normal
traffic conditions so far as rates are
concerned. But it is equally i'm
portant and only plain justice to
them that there shall be a return 10
FORMAL in operating costs as wen a.,
in rates.
Evening journal., 1921-10-25
With the Photographers

The German mark seems to set DINNER with ase-Des
Noines Register.
Now the faddsts telling TO spend the nrst mr.
teen minutes Of the day in thinking That isn't long
enough Make it an hour. BY that time we would be
ready to get up.-Leayenworth Times.
Believed to be the oldest licensed tavern in the CITY OF
London, Ne Olde Or. Buffers Head in Masons ayenue
Coleman street. +. c., reopened yesterday II was
founded in 1915 by William Butler. whose ale so took
the fancy OF King Jane that he bestowed on the tay
erner the degree OF "doctor'-London Daily Mail
While playing trout which he had hooked in the River
Loddon. Strathneldsaye. Hampshire and which had
disappeared deep water Mr. John Richards felt sud
den tug at the line A few moments later a large otter
the surface making frantic efforts TO dsgorge the
trout In catching the nsh he had fallen prey 10 the
fisherman whose hook held both trout and otter can
tive.-London Daily Mail.
Evening journal., 1921-10-25

In ordering a reduction OF freight
rates on grain. grain products and
hay carried by the Western roads,
the Interstate Commerce Commission
faced a painful dilemma. Two un-
fortunate economic groups wre in
volved-the carriers and the West
ern farmers. The latter are suffering
from a disproportionate shrinkage
in the value OF agricultural products.
The railroads are suffering from a
vast overlooking OF their operating
account by the defunct Federal Rail-
road Administration. The commits
sion has a duty under the law to
both these groups--to give the agrt-
cultural producers just and reason
able shipping rates and to permit
the carriers to make fair and
reasonable return on their property
The commission says;
Summarizing the situation
before us, petitioners speak for
a basic industry which the evil
dence shows is in a state of
financial prostration, receiving
for its products prices which
approach. and in some cases
have fallen below, pre-war lew
els. but paying transportation
costs. many Of which arc still
at the wartime peak. on the
other hand. the evidence shows
with equal clarity that respond
ents are likewise suffering from
their net earnings have been far
below the standard which has
been fixed by the law, although
the tendency is now upward"
The commission did what VA,
natural enough under the circum
stances. II ordered relief for III.
Evening journal., 1921-10-25

Thomas de Witt Cuyler. Chat
Executives. authorizes the followin
The railway executives are anxious
that the public should understand
that they deplore the disturbance to
the morale of their organizations
that is involved in threats of strike
far more than they fear-the results
Of an attempt to carry out such
threats.
The railroads of the United States
cannot give good service to the pub
lie unless the employees perform
their duties in good spirit, and unless
the employees themselves are con-
vinced that they are treated reason
ably and generously by the railroad
companies. The supreme need of
the times is cooperation and under
standing among those engaged in in
dustry.
Regret Necessity to Reduce Wages.
Railroad managements earnestly
deplore the necessity of reducing
wages. They appreciate the fact that
certain classes of railroad wages
were among the last to go up, and
that they ought not to go down ex-
cept under pressure of the most ur-
gent necessity.
The railroads are not seeking to
place the whole burden of the pres
ent situation upon labor. Railroad
owners have made their sacrifices.
The fact is that agriculture and
industry generally are unable TO pay
many of the current charges for
railroad transportation. Yet those
charges are absolutely necessary il
money is to be obtained to pay pres.
ent wages.
Public the Real Paymaster.
The railroads are not making high
charges against the public on the
one hand, and refusing, on the other
to pay high wages to their men. The
public is the real paymaster, and th'
public simply cannot pay rates which
are necessitated by present laboi
costs. The rates must come down II
the interest of the farmer. the man
ufacturer and the public generally.
Neither labor nor management car
resist inexorable economic forces
These forces have brought dowr
costs and wages in practically all in
dustries. and they have reduced tn
cost of living. The costs of trans
portation cannot escape the opera
Evening journal., 1921-10-25

A total increase OF 119 per cent.
for 1920 over 1915. The average for
the calendar year 1920 includes only
eight months service under the in
creased rate OF pay established by
the United States Railroad Labor
Board in July retroactive TOT May.
Had these increased rates OF pay
been in effect throughout the entire
year, the average annual compensa-
tion would have been increased 1872
per cent. over 1915.
Evening journal., 1921-10-25

man OF the Association OF tNa-i"~'
statement:
ton OF forces which are overwneiHi-
ing in their compplsion.
That the railroads are not them
selves capable of bearing further
loses will be evident from these
facts:
While others Profited, Rail Earnings
Declined.
During the years when other in
dustries were making very large
profits, when the prices Of farm
products and the wages OF labor
were soaring to unheard OF heights
the earnings upon railroad invest
ment in the United States were held
within very narrow limits, and they
have. during the past four years.
progressively declined.
The railroads in 1920 realized
net railway operating income OF
about S62, ,00o,0 900 upon a property
investment of over s19,O00,0o0,OOO'
and even this amount OF So millions
included back mail pay for prior
years received from the government
OF approximately S64,0OO,o0O, thus
showing, when the operations OF
that year alone are considered, an
actual deficit before making any
allowance for either interest or divi-
dends.
For the eight months ending
August 81, 1921, the railroads Of
this country did not earn sufficient
to pay interest on their outstanding
bonds.
Current Savings on Maintenance
Must BE Made Up Later.
That the railroads we're able to
realize any net earnings whatever
for that period was due to drastic
reductions in expenditures for the
/ maintenance of the properties
failure TO spend money which must
later on be put into their property.
The railroads spent for main
tenance in the first eight months Of
1921, S373,oeo.ooo less than they did
for the same period OF 1920. Had
the expenditures for maintenance in
1921 been equal to those for 1920,
the railroads instead OF realizing
the net operating income Of s50S,-
! 100000 for the eight months, as
shown in the Interstate Commerce
Commission reports, would have
been faced with an actual deficit Of
more than s70.o00,o0o.