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 ,