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About The gazette-times. (Heppner, Or.) 1912-1925 | View Entire Issue (Jan. 12, 1922)
THE GAZETTE-TIMES. IIE1TXER. OREGON, TIIt'IvSDAY, JAN. 12, 1022. VAGZ FOUR L. MONTERESTELLI Marble and Granite Works PENDLETON, OREGON Fine Monument and Cemetery Work All parties interested in getting work in my line ' should get my prices and estimates before . placing their orders All Work Guaranteed UNCLE SAM'S 3 WOMEN CHIEFS The Byers Chop Mill ' , ' ,Korrl7 gCHE.Mri"J MILL) STEAM ROLLED B ABLET AND WHEAT After the 20th of September will handle Gasoline, Coal Oil and Lubricating Oil You' Will Find Prompt and Satisfactory Service Here 1 v ' s c V" . . V ' If Jr x,n are now holdina offices in the government at Washing. ton from chiefs of bureaus down to typists. Above are some of the lead ers: (I) Miss Grace Abbott, Chief of Children s Bureau. (2) Miss Mary Anderson, Chief of Women's Bureau. Labor Department; (3) Mrs Mabel Willebrandt, assistant attorney general. 14) Mrs Helen Gardner Bureau Chief, Civil Service Commission; (5) Dr. Valencia Parker,Secrctary Sociai Hyaiene Board. One Dollar The Auto Repair Shop wishes to announce that our work on big cars will be ONE DOLLAR per hour instead of $1.50 per hour, as you formerly paid for your car repairing. CONTRACT PRICES ON TiRD WORK Estimates Cheerfully Given All Work Guaranteed Fell Bros. Community Service RAIL FUTURE III 111 PUBLIC OPINION 18 II I. C. Railroad Head Holds Op timistic Viewpoint for Betterment. Country Start3 to Realize Val ue of Railways to New Civilisation. One Block East ef Hotel "horrible example" for the pointing finger of demagogues and the sound ing board foe the more or less silver tongues of spellbinders. Constructive legislation has been hindered rather than helped by this attitude for in their desire to please a suspicious public even fair minded legislators have leaned so far toward repressive legislation that the con structive sort has been lost and en- tangled in the maze of restrictive red tape of the former. i A better service to the nation at laree. a wider scoDe of production to the city and a lessening of cost to the farm producer who must move his ! product would have resulted long ago it the railroads, otten as unseeing as the public that frowned upon them had been met half way in friendly spirit and problems that were real and tangible been thrashed out to-1 gether rather than attacked from I varying angles that neither solved the problem or tended toward the creation of mutual benefit. . Both Sides Blamed. In thus olacine blame- upon the' public, 1 do not wish to give the im was wrong. But, regardless of where the blame , is to be placed, the fact remains that I the impression gained popularity that 'the railroads needed no protection. That, in fact, they were entitled to no protection, and that the public wel fare could best be served by attacking railway management, embarassing it land putting every hindrance in its way. Every action undertaken by the 'railroads looking toward an improve ment in their capacity for rendering service was viciously attacked; every application for rates whicn would provide revenues sufficient for oper ating expenses, fixed charges and a return which would be attractive to the capital needed for financing ex tensions, improvements and better ments was bitteriv foueht: Hamper ing legislation and restrictions were adopted, increasing the cost of ren dering transportation without increas- i ing the capacity for it. baiting tne 'railroads became popular political j sport. The public grew to look upon Ithe critics of the railroads as being 1 always worthy of belief, and the de ' fenders of the railroads as being al ways in the wrong. I Roads in Future. ! Mv optimism for the future of the railway situation is based upon a be lief that this deleterious period is passing. One finds it still cropping out in some quarters, but it is on the wane. We as a people seem to nave learned the lesson the last few years have taught us; namely, that tne tu- ture of our country is tied up with the well-being of transportation, ana that the two must develop together. But, even though I entertain an op timistic belief in the future of Amer ica's second largest industry second only to agriculture 1 believe there still remains a great and pressing need for further public education on railwav Questions. The public must be constantly reminded of what it has at stake in a solution of railway prob lems. Uur efforts must not lag. One of the most important steps, I helieve. in creatine a wholesome pub lic sentiment which will assure prog ress in transportation is inspiring public confidencec in the men who VAxvfw Poem Uncle Join INFLUENZY. IF vou should take the influenzy, in spite of all precautions wise, don't lose your head in useless frenzy, nor fill the air with dismal cries. . . . non'r rant an' rave in wild distrac tion, an' wring yer hands an' tear yer hair. Of course it's time fer instant action, hut not the time fer fool des pair. . . . The influenzy can be throttled, which should be did the quickest way; don't cram yer hide with dope that s bottled, or stun tnat "cures you in a day." But, seek yer couch with heavy kiver, an' wrap yerself from top to toe; a red-hot (stove-lid on yer liver will sweat you in a day or so. . . Or, soak yer feet in bilin' water, an' drink a quart of pepper tea, so hot you couldn't stand it hotter there's everything in sweatin' free. . . But, if, in spite of my instructions, you keep on get tin' wuss an' wuss, we can't escape the sound deduction, that death must cor e to all of us! IIII11I1I1I11111111UI11M By C. H. Markham Editor's Note. C. H. Markham is president of one of the greatest railroad systems in the world. He speaks with a voice of absolute aa- J VnioAno Hie nninmns UC Ut-t-CftCU UlU ltim. v j ...... , yl t uvu . w .". ...... executives throughout the United always have followed the blameless . . ti .i l;. .ii kaIi r i l.ij ii You'dBe Surprised If you would start the New Year by depositing a small portion of your money each week or month in our savings department, you'd be sur prised at the end of 1922 to find how much you have saved and how little an effort it is to do it. TRY IT We pay ' 4 per cent on Savings Accounts. FARMERS & STOCKGROWERS NATIONAL BANK Heppner Oregon Tfirs and because of his close touch to the executives of other railroads wha he says may well be considered voicing of the sentiment oj ine American railroads as entertained by their governing heads. For twenty years the American public has withheld sympathy for the problems of the railroad, prob lems that were vital to the weitare ot the public. For twentv vears the American taking the public into their complete confidence and telling the public frankly what their problems were and what was being done, or should be done, to solve them. Railway men have largely pursued a policy of re ticence where their own actions were involved, seemingly proceeding upon the theory that the public did not railroad has proven too often to beineed their counsels. Recent railway .. r. . .. u:. u ... ..,! that their oftlfnrtp the football- ot. peanut pontics, ineimMuiy u ...- course: in act. I hold them jointly responsible for the mistakes of this dark period. 1 believe they erred in BAD TEMPER MAKES EVEN A GENIUS DISLIKED ; 600D TEMPER MAKES A frienos FER A MONKEY. 1 Th not pursuing at all times a policy of !stanj tne j)ead of America's great .!..- .un ihIa liil( rAmnlptp I . . I U n 1 . transportation systems. 1 have been in railway work a great many years and I know the calibre of the men who hold positions of trust in the rail wav industry. I know them to be honest, conscientious men, trained in their calling, and I know their ambi tion is that American railroads shall maintain their high rank among the transportation agencies of the world. 1 believe them worthy of the public trust HOW AN AIRPLANE BOMB DROPS ; i ! , fjf ' " E rTf I " ' ' y Uy (BP - ,v;n ' ' Now, you thought a heavy bomb dropped from an airplane fell like a plummet, didn't you? This picturo-diaKram. made by the "Scientific Amer ican" and which we print by special arrangement simultaneously with that journal shews that a released bomb travels with the swift airplane tor a while and then slowly turns to earth as the horizontah momentum tvs'sens:. 1 . At Public's Mercy. The erowth of public regulation has placed the railroads literally at the mercv of the public. The rail roads are controlled through govern mental agencies in the service tney shall give, the rates they shall charge, the. waoes thev shall pav and the con- ditions under which tneir employes shall work; while to management is iriven the power of directing opera tions within these limitations. But I hold for management a greater tw that of impressing upon public opinion the need of constructive poli cies, and or outlining wnat tnose pui icies should be. Railway manage U the trustee of vast properties 'valued at nearly $19,000,000,000, and it would be derelict to duty u u aia not exert its utmost toward con- srtuction as against destruction, tow-j ard progress as against retrogression. When we are ill we call upon men trained in the diagnosis and treat ment of human ailments to effect a cure; when questions of jurisprud ence arise we consult the best legal minds at our disposal to guide our actions; in railway matters men train ed m that science should ce our ad visers. In the consideration of every public question there always is pro posed a plethora of untried remedies, fake cures, auack panaceas; these have exercised in the past too great an influence upon public thought in railway matters. The first principle ot railway prog ress is the necessity of placing at the disposal of the railroads a net income which will be sufficient to pay obliga tions and attract the savings ot in vestors in order that extensions, im provements and betterments may be carried out. The only source of this revenue is in the rates charged for transnnrtatisn service. "What the traffic can bear" is the misnomer. The mnvpmpnt of traffic can be more se riously hampered by physical inabil ity to handle it than hy rates wnicn seem high as compared with those of another period. Kates, ot course, should be so distributed as to allow an easy flow of products from pro ducer to consumer, but the import ance of protecting the railroads acrainst rates which will impair ser vice is too easily lost sight ot in our desire to protect other industry from rates which might upset the scale of price adjustments. Oppressive Regulations Another important element in as suring railwav cronress is the need for curtailing oppressive regulations which increase the cost of producing transportation without increasing the capacity for producing transportation. n one of the states in which tne Illi nois Central operates bills were in troduced and passed for passage in the recent session of the legislature which, if thev had been passed and approved, would have increased the expenditures of the railroads ot tnat state more than $100,lX)U,uuu annual ly without in any way increasing their efficiency. Practically the same sit uation has existed in the regular ses sions of every state legislature of the forty-eight states for years past, for tunately for the railroads and tor tne nnhlic. which must underwrite the railroads' bills, the measures to which I have referred failed, but that nas not been the history of such legisla tion. Too often the ill-advised bur den has been placed. The cumulative effect of this shortsightedness nas been to place the railroads under great handicaps and to increase un necessarily the cost or transportation. The hope or the railroads lies in the establishment and maintenance of a wholesome public sentiment to ward them. The public should pear in mind that whatever hurts the rail roads hurts the public. Anything that affects railway service and rates detrimentally is opposed to the pub lic welfare, for anything that increas es the cost of transportation without a comparable betterment ot service has a bearing upon rates. The wel fare of the railroads and tne purine welfare are so interwoven that it is impossible to separate them. That the public has not been inclined to accept this viewpoint is unfortunate; IRISH ARMY It 'Mil ! 1 1 --va n i President Pi Valcra reviews the Irish army -at Six-Mile-Bridge, County Clare. that the public is now more favor ably minded toward the railroads augers well. On the Illinois Central bystem we are exerting our best efforts to ac quaint our patrons with railway prob lems and the best methods of their solution, and are asking their con structive criticism and suggestions. We are being rewarded by the co-operation of the public served by our line in a degree hitherto unknown. We have passed through trying times and our lesson in railway economies has been a hard one. it we have profited by it, it is well. I believe we have. SMILE AWHILE vrl ETDIE .YOU CfiH COME 'DOWN VDU CAKT STAY SO LATE tutu I ff 1 . KTOiW S'C I 0 I 1 nujan ill kyA-r 1 Sfc - i -T- tni 1 l AVyfWGHT-lUBC MWESW f ZT fA' DOWN A QUARTER 1XH-TS HWGOCXrf 11 1f7 Vlll AFTER'.'. Sure Thing, Now. Some years ago an engineering enmnanv. laving a railroad in the wilds, had occasion to employ a num ber of foreigners on grade route. In some cases, these men through their own ability or through tne scarcity or more competent workers, became sub-foremen, who were instructed to take charge of their particular part of the job in case of the death or ill ness of their immediate superiors. It was from one ot these that tne com pany received the following tele gram: "Ross dead. What to do?" j "If you are sure he is dead, bury him. Will send another boss," wired j back the company. The next day 'they received a second telegram from the obliging alien : "All right, buried him. Made sure he was quite dead. Hit him on head with shovel." With but three minutes to catch his train, the traveling salesman in quired of the street car conductor, as re was passing down the aisle: "Can't you go faster than this?" I "Yes," said the money taker, "but ' I have to stay with my car." LNCIfrSAM'S RAILROAD NEARLY'DONE Uncle Sam's own railroad, 47f miles- hi length', which lie has been building in Alaska for about eight years, is nearly completed. It Is a monu 'menial work, with numbers of great bridges over torrents, long tunnels, deep "fills" and many snowsheds.'; Above is a photograph of the interior of one long snowshed. The picture is one of a large number just obtained from Alaska by the "Scientific American" and is printed herewith sinmluiw ouslv with that journal, by peciai arrangement ,