The Birthplace of Lincoln The American People Now Own the Log Cabin Home 0» the Great Emancipator Sjl M , ' — 'l. itsaxMMUUiMHw . VMfWHViim tum*M»u»etftss- IIWIIJII)II WI M JY - • ' •> * pp ->< - ST':* 1 " On July 17, 1916, t-M*s',600. The Lincoln Farm Association, being forme* 1 shortly aft erward, Mr. Collier deeded both farm and cabin to it to be held in trust for the nation. A campaign to taise funds for the erect on of a memorial over the cabin was met witl. quick and generous re sponse. Over 270.000 persons contribut- Where, winding and twisting, the road pokes its way, gSffiffl rISM2Y through cuts that are dark in the middle of day, on up-grade Ggs&& VS®3a where fast locomotives must puff, on straight track where, jfifxSfe &ifi§ screeching, they show their real stuff, along by the river, where fgafsSj S curves widely sweep, past ridges and hills that rise rocky and gTSgpr vtzW Steep, from end to far end with alertness that's fine, there's al- ways a track-walker watching the line. ■ffijsSgS^ .*•>' ?>f The cold of the day is as sharp as a knife, the line is as still Eaj«gF/ as a place without life, and over the ties with his trackwalker's BV** » kit, Mike shuffles along with his brow tensely knit. And he iKSai'- tightens loose bolts, and he clears away snow, and he leaves the 4KP3& clogged switches all ready to throw, for emergencies come with- ||S2&JC out warnln K or sign, and Mike is a trackwalker, watching the E|||f£j: SKI£-S7 There are flangeways to clean out and crossings to clear, XW>V and cracked joints to look for and wide gauge to fear; while 1 rails that are broken, if not seen in time, mean wrecks caused raffg b > r slackness, and that's called a crime, and when the short day ffiMi draws at last to an end, the switch lamps the road from the .•• IW. JSplv; dark must defend, and that is Mike's work, too, to fill, clean and light these eyes of the railroad that watch through the night. 1 So, searching and watching for breaks and for flaws, in a iawSrc? work that's not governed by commonplace laws, in a work that >y|SfaU is followed in storm and in cold, the trackwalkers' kit the road's safety may hold. And when No. 3 bustles screaming along, or No. 6, late, comes a-galloplng strong, they're safe because al ways, in rain or sunshine, there's somewhere a trackwalker gjjfly *' ll " JOHN WINTHROP HAMMOND. |H| {Reprinted from Buffalo, Rochester & Pittsburgh Railway Employes' Magaiin#.] Man is great! He is the crowning work of the Maker of all created things! But he gains his greatness and maintains his position of supremacy, solely because he possesses that won derful power: MlND—the ability to think, reason, and forge forward along such lines as ne chooses. He is forever impassably separated from all other or ders of creation — because no other has this Mind attribute. —Albert Leicis Pel ton. Ed amounts ranging isc. to $25.- 000, total of $383,000 being raised. The corner stone was laid by Presi dent Theodore Roosevelt, Feb. 12, 1909, and the Memorial dedicated by Presi dent Wm. Taft, Nov. b, 1911. In the structure were used the largest pieces of marble ever set in any build ing in this country, each giant slab weighing 28 tons. And within this handsome structure, surrounded by a heavy bronze chain, so that none may enter, stands the little cabin, its travels over, safe under the protection of a mighty and grateful people who revere the memories sur rounding it. There is another thought to be add ed here, and because it has been ex pressed by another far more able, we quote the following from the pen of Charles A. Green in a communication to the (Rochester) Herald of Nov. 19th 1916: "It would appear from this that the loyal .people of this country are not ashamed of the humble beginnings of their notable men. We point proudly to this cabin and then to the glorious career of the man who rose from this lowly conlftion to the highest pinnacle of fame. How is it, then, that many people are ashamed of humble begin nings, of the lowly life of their fa thers, mothers or grandparents? How is it that the people are ashamed to wear plain clothes or live in small and unpretentious houses in these spend thrift days? How is it that young ]>eo ple are ashamed to have it known tt?t they must practice economy, when prac ticing of economy for them is an act of noble self-sacrifice? "Is there not a vast amount of false pride existing among us as men, and children?" —Buffalo, Rochester & Pittsburgh Railway Employes' Maga zine. "WHEN?" A Drinking Song. "Say when" The old bartender said, (You were with beer and whiskey wed; It's plain to see. for your nose is red.) "Say when." "Say when" (What sense you had is dead. You've had enough to fill your head With fumes to put your brains to bed.) "Say when.' 'Say when" (Some loving heart has bled With sorrow for the life you've led; Your honor gone, shame in its stead.) "Say when. "Say when" (All you held dear has fled. You broke the heart of the girl you wed. Health, happiness and manhood dead.) "Say when " —A. D. Redfem in Buffalo, Rochester & Pittsburgh Railway Employes' Maga zine. Method of Protecting Crossings on the Buffalo, Rochester & Pittsburgh Ry. m m - With a view of standard- the daytime, when a izing and improving the sig- train Is approaching nals given to the public by the flagman must stand crossing flagmen stationed beside the track in tht at various highway and center of the street 01 street crossings along the highway with arms ex- Buffalo, Rochester & Pitts- tended parallel with the burgh Railway, each flag- Hk track and with the stof man has been provided with - disc held in such a man a stop disc, replacing the ner that the word STOP white flag formerly used. can be seen by anyone These discs are eliptlcal in approaching the cross shape, the horizontal diame- tag, blow the whistle tc ter is 18 inches and the ver- attract attention, and tical dian&ter 12 inches, pro- continue to blow it at vided with a short handle. short intervals until the They are painted white with train is on the crossing, the word "STOP" in red let- IMB As soon as the train has ters across the face on both passed and the crossing sides, the letters measuring is safe for use, the flag -6 inches in height and the mSm man stands beside the whole word covering a space track at one side of the of 13 Inches. This word is ?street or highway with visible and c n be read at a arms extended parallel distance of several hundred with the street or high "?• showing haknb m w ' T ' J"? "J* In addition to this risible WHICH „ m „ mB _ played that the word signal, each crossing flag- WH », raiins STOP cannot be seen by man is provided with a high- appsoachiwo anyone approaching the pitched, powerful whistle crossing and blows the used to call attention to the sign and whistle to attract attention. No other signal given by the flagman. During signals are given by day flagmen. MAKING GASOLINE FROM NATURAL GAS An Interesting Enterprise In the Bradford Oil Field. This is a wonderful world —dally we grow more efficient. Mother necessity adds daily to the inventions which add to human comfort or make for greater economy in the use of products. Chicago pork packers, to illustrate the degree to which they turned every thing to account, have been fond of the statement that they packed "all the pig but the squeal." Countless examples might be cited in similar vein. Right here we are going to tell about the making of gasoline from natural gas. The advent of the automobile increased the demand for gasoline, a demand, which, naturally, kept pace with the increase in their numbers. Due to this and other causes, TO BTORABE TANK —- fTO MAIN GAS LINE—— ' ■WW—|T . I 2*TUBING •I— 6 l/4*CABl>« I fl* CA3IN6 i & • i I I j | jjj AN OIL WELL. the price has more than doubled In the last year or two. The usual meth od of production was from crude oil. Those who are familiar with the oil country have noticed wells from which a jet of flame burned constantly. This is a method of getting rid of the nat ural gas which constantly escapes from an oil well. When the demand for gasoline in creased some thinking chap cast about for a method of making more, —experi- mented, figured and sat up nights a bit, and hit on a method of turning gas into liquefied gas, or better known as gasoline. This is how such things al ways happen —somebody gets a "hunch" and stays with it until he makes good. There are many gasoline plants in op eration in this country today making liquefied gas, or gasoline from gas. Down on the Buffalo, Rochester & Pittsburgh Railway, in the Bradford oil field, at the Johnston & Matthews plant, we got our first knowledge of how it is done. Forty years ago the Bradford oil fields were the greatest producers in the country, and Bradford wu some town. But that's another story. Passing through that section one sees from the car windows or the observation platform. hundreds of der ricks, each marking the location of a well, and these are but a small portion of the wells which were drilled, as the field extends over an area of some twenty miles. When the drill has penetrated at dis tance of say 250 ft., a pipe or tube, eight inches in diameter, is driven to prevent the caving of quicksand in the wall of the well. When another hun dred feet or so has been reached, a sec ond tube, six and one-quarter inches in diameter, known as the casing, is driven to shut off all fresh water. Inside of this casing the well is drill ed until the oil and gas bearing rock is reached, which is generally at a depth of from 1,100 ft. to 2 500 ft. A third and smaller pipe is then let down, through which oil is pumped practical ly as water is pumped from a well, only on a larger scale and with power methods employed. From the oil pool gas rises between the oil pipe and the outer casing. By capping the casing and attaching an outlet pipe to the side connection there in provided the gas can be conveyed to any desired place. The securing of the gas interferes In no way with the pumping of the oil. The gas Is conveyed from the well through pipe lines to the* converting plant, where it enters a central, up right, dirt trap tank at the bottom. As gas rises, any sediment naturally remains at the bottom of the tank, thus preventing any dirt or sediment from entering the compressor plant, this tank taking care of such dirt, etc. At the Johnston-Matthews plant gas from 225 wells is used. Owing to the fact that some of the wells are disfant three miles or more, a vacuum pump Is necessary to draw the gas Into the plant. This operates at a vacuum of fifteen inches or less, depending on the flow of gas. Through a pipe leading from the top of the trap tank mentioned gas is brought to the first condenser in the plant, first passing through a filter in side directly in front of compressor as a second preventative. Here it is placed under a 40-lb. pressure, which heats it moderately, and Is then passed through pipes into a set of coils known as the condensers, on which cold wa ter is constantly running. The sudden cooling throws a portion of the heated gas into a liquid form; gasoline of about 70°, which passes off into a tank and Is then piped to large storage tanks, awaiting shipment to market, The same gas, after obtaining the above mentioned gasoline, is again put through a similar operation, except that It is subjected to a pressure of 250 lbs., from which gasoline of about 60° test is obtained. Thus, whatever gasoline is left in the gas after com pression of 40 lbs. Is obtained under the 250 lb. pressure, unless it is a hiprh er gravity gasoline. Under this meth od 1000 ft. of gas will give up about three gallons of 90° and one gallon of 70° gasoline. But that isn't the most interesting part. The gas still left is utilized for operating gas engines throughout the property and for heating and lighting purposes, and it is of a better quality than before. For whereas ordinary gas contains 1300 heat units, this gas has some 2200. The gasoline and wa ter thus taken from the gas Is a hy drocarbon and contains "no heat, thus, this hydrocarbon eliminated, gives the gas a perfect heat, which Is the same as when slack coal is thrown into a clean fire, the slack must burn out be fore heat is produced. Talk about packing "everything but the squeaL" This is taking something from nothing and having the some thing left—better than before. The outlet for 90° gasoline is some what limited, being used by airships, racing cars. etc. For automobile use. it is reduced to lower degree test by blending it with naphtha, a commo dity described as low grade gasoline or high grade kerosene. It is then piped to railroad siding (In this case the Buffalo. ' Rochester & Pittsburgh), and loaded in tank cars for shipment to various parts for automobile use.— Buffalo. Rochester & Pittsburgh Rail way Employes' Magazine. Wanted—Sane and Safe Railway Regulation A System That Will Be National, Business-like and Compre hensive, Not One That Is Sectional, Unco ordinated and Burdensome By FRANCIS H. SISSON, Assh rives' Adviso: Nothing Is ever really settled until it is settled right, and no fair-minded student of the question can 1> ""ve that our present system of r. d regulation is right. The railrouw .to j not, and they want a change. The public Is not satisfied and wants a change. It is hoped that improvement may follow as a xesult of the inquiry begun by the Newlands Joint Committee of Congress. President Wilson suggested this investigation in his message to Congress in December, 1915, observing that the whole governmental railroad policy ought to be investigated. In a letter to the House floor leader on March 28, last, he again urged that the resolution pending for such an inquiry be passed. Congress assented to this, and on July 20 the President approved its action. Four months later this in vestigation was started but was post poned after a session of two weeks, in order to permit the members of the House and Benate conducting this in quiry to report on the President's rail road program now being considered by Congress. Few as were the sessions of the Joint Committee, the railroads through their counsel, Mr. Alfred P. Thom, made a noteworthy showing and when the hearings are .esumed the development of Mr. Thorn's opening statement will follow. No Forty-nine Varieties. All that the railroads want is effi cient, consistent regulation. With reg ulation itself they have no quarrel; it is the accepted order. But to the forty nine var'eties, handed out by Congress and forty-eight States, they have a positive objection. They want a system that will be na tional, business-like and comprehensive —not one that is sectional, uncoordi nated and burdensome. They want a system that shall pro tect their credit and financial integrity and shall respect the experience, initia tive and judgment of their executives. They want a system that shall en courage and permit the exercise of these functions in the lawful operation and management of their properties, for the benefit and advantage of in vestor and nation jointly. They want a system under which new capital can be readily and reason ably attracted, for the continuous and necessary development of our rail roads, not one which makes investors hesitant and borrowing excessively costly. Practically three-fifths, or 60 millions, of our people are directly and vitally interested in the prosperity of our rail roads. It is a basis of income for about 0 million investors, and a source of ac tual livelihood for 9 million workers. An additional 5 millions are employed by industries dependent upon the car riers; while the security of 30 million insurance policy-holders and 11 million savings bank depositors rests largely on railroad earnings. The railroads insist that the super- j vision of an industry of such tremen- j dous importance to our national ex istence. both social and economic, can not longer be entrusted with safety to forty-nine different rulers, lacking the essentials of cohesion and co-operation. Such a system has led to needless duplications, unfair and selfish discrim inations, wasteful litigation, and un warranted increases in cost of opera tion, with but little, If any, improve ment in service or efficiency. Such a system has bred endless con fusion, because the States are working at cross-purposes. The resulting tan gle i« beyond the power of the rail roads to untie. Under it more than 40,000 miles of railroad are l ow bankrupt, and new railroad mileage during the year 1915 was the smallest annual addition to the country':; total since the civil war. Last year's total was only 1098 miles. Under it needed railroad development is checked, f or the capital requisite for extensions, betterments and equip ment is not forthcoming. This is due largely tc the belief that the prevail ing rule of 49 masters is a malady em bodying within itself possibilities of disaster. Under it is the interstate character of our railroads and of a large per centage of their traffic is subordinated to the prejudices and sectional beliefs of individual States. Under it States, having no authority over such matters, and possessing at best only a tentative right over the moiety of traffic originating and end ing within their borders, nullify the commerce clause of the Constitution by an assertion of so-called State's rights. Under it State rates have been low ered almost to the point of confisca tion, and cost u* operation of interstate carriers has been heavily increased. These developments are discriminations against the commerce of other States and against interstate commerce borne by the carriers in question. Under it various States give prefer ences to their own shippers by impos ing heavy penalties upon interstate carriers for failure to furnish freight ears, and, also, for failure to maintain a minimum daily movement of State thipments, fully twice as great as the average daily movement of a freight car throughout the country. In some States the penalty is five doi itant Chairman, Railway Ex ecu* ry Committee lars a car for each i lay's delay: to oth ers, two dollars, and one dollar. Under the Federal system, there are no such penalties. Hence. State regulation, in this re* spect, is nsed to discriminate against the commerce of other States, and against interstate commerce. Since the question of fair distribu tion of car supply is of equal impor tance to shippers tn all States, the rail roads want it regulated by an author ity representing all the States and not have its determination depend upon the selfishness of a particular state or states. We hear much in the present of a movement to organize our business in general to meet a tremendous foreign competition after the European war. What of the railroads in this connec tion ? Is it possible for anyone to believe that commercial or industrial prepar edness can be achieved without a coin cident and concurrent quickening la railroad efficiency and expansion? And when unity is the keynote of a purposeful program for business, must the railroads remain impotent under the sceptre of a widely scattered and devitalizing control? Similarly, we hear much of another movement to develop foreign trade—an unprecedented opportunity for whicu is now at hind. What provision is lie Ing made hereunder for railroad growth and expansion, an essential feature of any such achievement? That the States are now regulating interstate commerce and the commerce of other States is patent to all. That this policy can continue seems incon ceivable, in the light of results attend ing it. What, then, is necessary as a cor rective? Simply a remodeling of our system of railroad regulation upou a sane, modern and constructive basis, and the establishment of a supervision with creative opportunities for the fu ture. Build For the Futur*. This is possible only through Federal regulation. We must ever build for the future; and a system of railroad control which frustrates, Interferes with, or virtual ly enjoins this public duty of a car rier, is unwt < and must be unsuccess. ful. Such a system is Incredibly careless of our national well-being, and is, in effect, an impediment to progress. Commerce everywhere is dependent upon two indispensable factors: money to finance production; transportation facilities to move the commodities to market. Banks supply the former pre requisite and railroads furnish the lat ter. The services rendered in either case are national in scope and are interde pendent. Goods or commodities are only commerce when they are moved;, and while banks may assist in their production, the railroads alone can give them real value by the development of markets. Yet banks of Issue—indeed, since the establishment of the Federal Reserve system, we might say nearly all banks —are under Federal regulation and states exercise neither Jurisdiction nor control over them. The success of our banking system is not questioned; but the status and the prospects of the railroads are totally different. In this close, intimate, indissoluble dependence of the nation upon our banks and railroads, there is a potent and persuasive suggestion for the solu tion of our railroad difficulties. And that is to govern our railroads as we do the banks oi issue; through Federal authority only. The only striking particular in which; the railroad business differs from any other business Is in tjiis matter of regulation. All other problems it! shares in common with other business es. It is in this ineffective and uncer tain system of regulation that we find the answer to impaired railroad credit and reduced railroad efficiency. When we view comparatively the large earnings averaged by industry generally upon its property Investment and the relatively low earnings of the railroads upon their property which they place at the service of the public, less than 5 per cent even in 1015, and not even 6 per cent in 1916, despite a billion-dollar total for net earnings, we have a graphic illustration of the effect of 111-directed regulation. It is more nearly strangulation. In reporting to the Massachusetts Legislature, recently, the condition of the New York, New Haven and Hart ford Railroad, the Massachusetts Puth lie Service Commission suggested the simplification of the problem of regu lation that would follow a reorganiza tion of that company under a single Federal charter with Federal control. The railroads generally favor Fed eral incorporation of their properties and complete emancipation from State control. That seems to offer the best solution of the railroad problem, and it should be possible to frame a law providing for it, containing every nec essary safeguard demanded by the public interest. Such a result must in evitably follow, sooner or later, anj Intelligent and open-minded investiga tion into the subject— Buffalo, Roches ter & Pittsburgh Railway Employes. Magazine.