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AUGUST VOL. XXXIX 1951 No.5

THE MILWAUKEE ROAD MAGAZINE

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A. G. Dupuis Manager

Marc Green Marie Hotton Editor Auistant to Editor

PUBLIC RELATIONS DEPARTMENT

UNION STATION-CHICAGO

The Milwaukee Road Magazine is pubIb::hed for active and refired employes of Tho Milwaukee Road. to whom it is distributed free. It is avail,ble to others at 10c per single copy or $1.00 per year.

IN THIS ISSUE

Page

A Job To Do Together By President J. P. Kiley. 2

Railroader's Pilgrimage By Walter C. Miller ... 3

Movie In The Making (The Cover) .. 5

A Wrench Fell. . So What! By G. Courtney Chapman. 6

Big City Vacation By V. L. Hit:zfeld and T. G. Austin . 8

Scholarship Winner Announced. 11

H. G. Crow.. ..... 11

Keeping Track of Freight Cars. 12

How To Make Friends By Telephone . 15

Name of Dan Healey Returns to LImelight. 15

Appointments 16

How Are We Doing? 17

Home Department . .. 18

Retirements . 20

How Well Do You Know Your Railroad?.... 20

Sparta Women's Club Honors Railroad Couple..... 21

About People of the Railroad. 23

A Job, To Do Together

THOSE who have watched the situation know that our railroad's business has suffered an alarming slump in recent months. A number of conditions, brought abOut largely by the uncertain course of national events, have reduced the volume of carloadings at a time when our business normally is on the increase. In terms Of dollars, The Milwaukee Road in June showed a net loss of $35,199. One year ago in June there was a net income of $1,497,550. Based on the volume of traffic handled in July this year, it is estimated that the loss for that month will be mucb larger tban for June.

Here is a challenge to bOth management and employes, for there's a job to be done by each. Together with Other railroads, we are seeking to establish freight rates at a level adequate to meet increased wages, material COStS and general prices. ~Ie are also making an aggressive bid for a larger share of the available traffic, at tbe same time doing our best to make every dollar we spend count in terms of dollars saved through more efficient equipment and improved metbods. But these efforts are worth exactly what the men and women who do the actual traffic-getting and on-the-ground operating of the railroad make them worth.

Whether we like to face the faCt or nOt, security of employment requires tbat every Milwaukee Road employe, regardless of occupation, understand tbe railroad's basic problems and take a conscientious interest in helping to solve them.

The future of The Milwaukee Road as a service organization and a dependable employer is in our bands. The task isn't all yours and it isn't all mine. It is a job f01' us to do together.

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No. 382, the locomotive which pulled the Cannon Ball Express on the night of the famous wreck. The engineer and fireman shown are unidentified. The engine wa~ repaired after the wreck and was finally retired from service in 1935.

Casey Jones as he appeared not long before his death.

{Photos Courtesy IllinoIs Central Railroad}

EXTRACTS from a telegraphic report of an accident now yellowing in the files of the Illinois Central Railroad at Chicago. The dispatching station is Water Valley, Miss.; the time, 9:04 A.M., April 30, 1900:

"Train? No.1 ... Conductor? J. C. Turner ... Engine: 382 ... Engineman? Casey Jones Kind of accident;> Rear-end collision Time? 3: 52 A.M.... Cause? Engineer of No. 1 failed to see or answer flag of No. 83 .

"Place? Vaughan, Miss Nearest milepost' 692 ... Situation? On curve ... Persons injured and extent? Engineer Casey Jones killed; Fireman Sim Webb hurt in shoulder; express messenger slightly hurt in back ... Track obstructed? Main line ..."

-from Throttle in His Hand

August, 1951

RAILROADER'S PILGRIMAGE by Walter C. Miller

The report at the left is the original account of an incident which has become railroading's great classic. For half a century its central figure has intrigued the imagination of a natio/I, and more partimlarly its railroad men. In the following article Walter C. iHiller of Alberton, Mont., Milwaukee Road freight conductor, tells of a pilgrimage which he and Mrs. Miller made to the homes of Casey's widow and his old fireman, Sim T. Webb. Actually, the trip was made in connection with their going to Miami Beach, Fla., last fall for the national conve17tion of the Brotherhood of Railroad Trainmen. It was a sentimental journey. one that many railroaders would like to make some day.

Mr. Miller is a veteran of 37 years with the Milwaukee, and is now in service between Alberton, Mont., and Avery, Idaho. His son, Walter L. Miller, is passenger agent in Seattle, currently assigned as passenger representative at Gallatin Gateway Inn, near Yellowstone Park.-Editor.

W E WERE scheduled to arrive in formation on the famous Casey Jones Memphis at 8: 30 in the morning, story. but we had breakfast on the train to save Within a few minutes a taxi left us at time. We checked our baggage, found 576 Wicks Avenue, where the Webbs a telephone and called a number listed live. Sim was waiting for' us on the under the name Webb, Sim T. porch. I was surprised at his vigorous

Afterpeing assured, that he was the appearance, having expected to see an Webb who had fired the engine for

old, gray-haired Negro. He is 77 years Casey Jones, I introduced myself as a

old now and works as a' bricklayer. HeMilwaukee Road conductor from west

is tall, slender, and appears to be noern Montana and explained that we had more than about 55. purposely come out of our way to pay

him a visit and get some first hand in. Entering the comfortable living room

3

Conductor Walter C. Miller receives a firsthand account of railroading's best known story from Sim T. Webb, who was Casey Jones' fireman at the time of the wreck.

we were greeted by Mrs. Webb, who told us that people from all parts of the country call on Sim for the same reason we had come. When I explained that I had planned this visit for a long time, he was pleased and went directly into the story of a ride he took in the cab of a locomotive with one John Luther ("Casey") Jones in the early morning of Apr. 30, 1900.

Engineer Jones and Sim Webb arrived in Memphis about 10 P. M. on the night of Apr. 29, 1900, pulling an Illinois Central local passenger train northbound from Canton, Miss" a distance of 250 miles. They were met by the crew dispatcher who told Casey that the regular engineer assigned to the Cannon Ball Express was ill. This mail train was running one hour late on its southbound run to New Orleans. Casey said, ''I'll double back."

Casey and Sim hurried to the beanery, ate and went straight to the station. The engine, No. 382, was serviced and coupled onto the train. And so it was that Casey Jones "climbed into the cab with the orders in his hand." Just before the

signal was given, the trainmaster asked Casey if he would do his best to bring the mail into Canton on time. Casey said he would.

The Cannon Ball Express thundered through the Memphis yards, and "all the switchmen knew by the engine's' moans that the man at the throttle was Casey Jones."

Everything went well and Casey was pleased.' He said to his fireman, "Sim, keep the steam up, because the old girl is wearing her high heeled slippers tonight."

About 150 miles south of Memphis Sim climbed into his seat after a shoveling stint. The speeding train was rounding a curve on the fireman's side, coming into a station known as Vaughan, Miss. Up ahead Sim saw a flare, and beyond this his eyes caught the red marker lamps of a southbound freight.

"Mr. Jones," he shouted at Casey, "two big red markers down the track!" Just then torpedoes exploded beneath the engine. Casey applied the brakes in emergency, reversed the engine drivers and yelled to his fireman, "Jump, Sim, jump!" These were the engineer's last words.

Left: Mrs. Jones (center) with J. D. Wallace, friend of the author, and Mrs. Miller.

(The pictures on this page are taken from the Millers' moving picture record of their trip.)

Right: Mr. Miller places his wreath of Montana evergreen on the grave of Casey Jones.

Sim slid down the grab irons until he touched the ground. Releasing his grip, he rolled like a ball into unconsciousness. The great Casey, like a captain on his ship, stayed on his engine, doing everything possible to brake his train. With his hand on the whistle cord, his train plowed into the rear end of the standing freight. The caboose and three cars fouling the main line were demolished. The cars and contents were thrown to the four winds. The engine remained upright, but its exterior accessories were stri pped and she came to rest in a carload of lumber. The cab was

demolished, and the engine's tender lay crosswise over the boiler head.

Casey's body was found badly mangled beneath a pile of coal, his hand still clutching a piece of the whistle cord. Sim was found beneath a pair of trucks from the engine "tender, and was out of service for some time with broken bones.

The siding at Vaughan was used for meeting and passing of trains. A northbound freight had entered the siding and another, southbound just ahead of the Express, had also entered, but the two together were too long and the crews were figuring on using the trick of "sawing-by," which involves clearing the main line at first one end of the siding and then the other" as the shorter train passes. However, the Cannon Ball Express arrived before the arrangements could be completed. It was only four minutes late on its schedule when the wreck occurred.

Casey left a young widow and three fine children to mourn his death. The family lived at Jackson, Tenn., about 60 miles east of Memphis.

Resuming our trip, we reached Jackson, Tenn., and telephoned the number

listed for Mrs. Casey lones. A clear musical voice answered, which I figured must be that of Mrs. Jones' young granddaughter. I asked, "Is this the residence of Mrs. Casey Jones?", and she replied, "You're talking to Mrs. Casey Jones."

When I told her my name, occupation and mission to Jackson, she told me that J. D. Wallace, a local trainman and friend of mine, had spoken to her about our coming and said she would be pleased to see us any time.

Mr. Wallace came for us at our hotel the following morning and we went to 147 Union St., where we were met at the

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door by .Mrs. Casey Jones. She invited u~ to her rooms and told us a long and interesting story of a strapping young man six feet four inches tall who came to Jackson to work for the G.M. & O. He took his meals at the Brady board. ing house where Janie, a 16 year old daughter, waited on tables. Here John Luther Jones from Caycee, Ky., became Casey Jones. And Casey fell in love with Janie, married her and raised a family of three daughters.

Mrs. Jones told us again of the wreck on the Illinois Central which cost the life of a devoted husband and father.

Before we left Mrs. Jones told us of being invited to Chicago by a broadcast· ing company to appear on a radio pro. gram. She was taken to the stage of the large studio auditorium and interviewed by the master of ceremonies, after which the orchestra played "Casey Jones" and a young lady began singing the original song. The audience joined in heartily and the singing continued until they

The Olympian Hiawatha, which has a leading role in "Pacific Northwest Holiday," pictured reached the lines: westbound just east of Eagle Nest Tunnel in Montana Canyon.

"She said, 'Go to bed, children, and hush yo' cryin', Movie In The Making Two Men and a Horse

During the recent flood emergency in'CaTtse yotl've got another daddy on The Cover Kansas City our forces strained every re· the Salt Lake Line.'; source to keep freight and passenger

THE cover of this issue shows a "truckMrs. Jones said she ordered the music service moving with as little inconven. ing" operation, as the motion picture

and singing stopped and announced to ience as possible to the public. For apeople call it, in Montana Canyon late the audience that she wanted everyone gracious acknowledgment of this effort

this past June. The picture was taken to know that when John Luther Jones we quote the following letter from H. V.during the actual filming of a scene lost his life she did not re.marry, and Glen, merchandise manager of the Marfor The Milwaukee Road's new color that she never intended to. No one shall Field & Company Store for Men, motion picture, "Pacific Northwest Hal. would ever sing those lines in her pres· Chicago:iday", which is expected to be readyence, she said. "On July 10 I shipped my daughter'sfor release by January, 1952.

mare to Kansas via The Milwaukee Road Accompanied by Mrs. Jones, we went The picture will be a 30·minute pres· and the Santa Fe. The mare is not only

to Mt. Calvary Cemetery, passed down entation of travel attractions on The valuable but represents a great personal a long shady lane and were soon stand. Milwaukee Road. Like other films in attachment for all members of our fam·ing by the grave of John Luther Jones, the railroad's library, it will be available ily. She arrived in Kansas City just asmarked by an appropriate monument for showings before interested groups the floods were hitting that part of the bearing· the outline of his engine, his throughout the country. country and for the next 10 days her wel· name and the dates 1864.1900, together

Left to right in the cover picture: fare was completely in the hands of the with the following inscription: C. C. Dilley, advertising agent; R. A. Milwaukee and the Missouri Pacific rail·

Seng of Roche, Williams and Cleary roads."To the memory of the locomotive advertising agency; Harold Kite, cam "This letter is to commend especialiyengineer whose name as Casey

Jones became a part of folklore and eraman; and Frank Austin of Three the work of Mr. John Cerri (chief clerk

the American language. 'For I'm Forks, Mont., section foreman. to division freight agent, Chicago) and going to run her till she leaves the Mr. Melzer (R. E. Melzer, freight serv· r.1il or make it 011 time with the ice inspector, Chicago), both of whom JOllthbollnd mail.' This memorial took every possible step to keep us inaected in 1947 to perpetllate the mocking birds singing in a nearby tree formed as to the welfare and where· .'egend of American railroading and the bells of a church tolling in the abouts of our horse. I think it is are·

;;'ld the man whose name became distance. Our wreath qore this inscrip. markable tribute to the attitude of your

i:J' J')'lIIh()l of daring and romancetion: "In memory of a brave engineer, organization that these men co.ntinued to Casey Jones, we deposit this wreath of follow up one horse in the middle of allC"se)' lonel'." Montana evergreens as a symbol of life the devastation confronting your opera.

There in the solitude of Mt. Calvary everlasting. Walter and Mildred Miller, tions in the Kansas City area. This note Cemetery we laid our wreath at the B. of R.T. No. 834 and LAB. of R.T. is to express my personal appreciation graye of the great Casey, with the No. 554, Alberton, M9nt." for their service."

.;'ugust, 1951 5

A WRENCH FELL

So What!

by G. Courtney Chapman

Did yotl ever wonder what the professors think your chances are of going accident-free, or of being injured? Have yotl ever considered what bearing safety theory may have on the job at hand? Here are some interesting an-rwers sides of the subject.-Editor.

"H EY! Look at that wrench falling off that lad der"

"So what," you say, "nobody was near it, and no one was hurt."

Yes, that is an observation often made, but there is a story behind that wrench left by some careless worker. A story that it is hoped will prove just how dangerous an accident of this type can be.

The wrench might have fallen off in the middle of the night when no one was around, and no one would have ever known the difference. Or perhaps it might have fallen off when some'one was walking by, missing him but giving him a scare. There is another possibility that someone might have been directly underneath the wrench and been hit on the head. Such a blow could be fataL

given by a man who knows both

You may still hesitate and say, "Well, the chances that someone would be underneath the wrench are pretty slim."

This may be true. In fact several stu. dies have been made to determine how many times we can expect to be lucky enough to be out of the way of the wrench. Several different incidents were checked, such as operating a power saw with no guard, and taking chances crosSing the street. In each, one aspect of- the incident remained constant-for instance, the falling wrench. If you will recall, in the three examples just given the act of the falling wrench was the same in each case.

These are the conclusions that were finally reached:

Out of every 330 accidents, or acci. dent situations (such as the falling

wrench), 300 occurrences will .find no one injured; 29 will result in minor injuries; and one will result in a major injury, perhaps permanently disabling or even fatal to some individuaL In other words, a person's chances of being injured are one in 11. Another thing to remember is that the injuries may come in anyone of the 330 series.

This may be applied directly to your work. It could be boxes falling off a stack piled too high, or perhaps continued failure to secure runboards, or even neglecting to grasp objects firmly before lifting.

What, exactly, is an accident? In Heinrich's book, Industrial Accident Prevention, he defines an accident as "an unplanned or uncontrolled event in which the action or reaction of a person,

The Milwaukee Road Magazine 6

• About the Author

G. Courtney Chapman, author of the

accompanying article, is a former Mil

waukee Road employe, the son of an

employe, and a senior at the University

of Illinois, where he is working toward

a degree in mechanical engineering.

"A Wrench Fell ... So What!" is based

on a term paper which he recently pre

pared in connection w;th a course in

industrial safety at the university.

Mr. Chapman worked as a Mobilift

operator at the Union Street freight

house in Chicago during his summer

vacations in 1949, 1950, and for a time

earlier this summer. His mother, Mrs.

Ella May Chapman, was employed in

the agent's office at Union Street as a

comptometer operator in 1916 and 1917.

Commenting on the article, Mr. Chap

man said, "The ideas and principles ap

ply to any group of people, of course,

but you can guess which group I had

in mind as I wrote it. The men I worked

with at Union Street, of course."

object, substance, or radiation results in personal injury."

Later investigations found that 98 per cent are of a preventable type; and that two per of all accidents are unpreventable. This means that somewhere along the line of events leading to some personal injury something was done wrong by someone, or an unsafe condition exist· ed.

More investigations were made to reveal the things that would lead to an accident. It was fourid that there are four factors involved in an injury:

1. Social envi"onmel1t, such as inherited recklessness.

2. Fault of a pe'rson, such as violellt tempe,', excitability, etc.

3. Unsafe act or mechanical hazard, such as unguarded machines.

4. The accident, such as the Jalling wrench and, finally, the inj1l1')',

itself.

Anyone or all of these factors may be present before the injury occurs.

For example, take a man whose day hasn't been going too well. He be-

August, 1951

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comes angry (excitable), and leaves his job for a while. Even after repeated warOlngs about leaving tools lying around, he leaves the wrench (recklessness) balanced on top of the ladder (unsafe act), and it falls off (accident), striking a passerby (injury). In this case all the factors are present and it is very obvious that the removal of anyone of these factors would break the sequence and the injury would not have occurred. It is just that simple-the removal of anyone factor.

Safety is not a job for the other fel. low. Safety is something of which everyone must be conscious all the time. To some people safety comes as second nature, and it is possible that they are not aware of taking precautionary measures. For instance, a set of rules has been made for a person lifting a box. This is all very interesting, but it is probable that a worker selected at random would have never seen these rules. Yet, without a doubt, he follows these rules very closely. They state that he should have a firm footing, a firm grip, a straight back, lift with his legs, and before grasping the object he should

look over the object for protrusions and slivers.

Now, I want to ask, how marry of these things do you do? First of all, when you take a stance, the most firm will probably be one in which you just stand naturally. Of course, you wouldn't stand in slippery oil or water. As for looking for slivers, you do this in just a second as you glance over the box, without giving it too much extra thought. Yet, the important thing is that you do it, conscio~sly or not. It is the same thing in crossing the street. You look both ways automatically'. So, you see, things come naturally. Actually, it takes only five seconds of your time to think about safety on any job. This is a small price, indeed, to pay for the safety of an arm or leg and the elimination of perhaps weeks qf pain and suffering in a hospital.

To continue one step further, I would like to compare safety with insurance. Let me ask, "Why do you buy insurance on your car?" It's not because you hope to have an accident, but because it is quite. possible that somewhere along the way someone else may get careless and run into you, or that you might be the victim of the' two per cent of unpreventable accidents. I know no one with collision insurance who, ahead of time, hopes to use it. It is the same with safety, in that no one ever expects to have a wrench or box drop on him, but, as compared to the cost of insurance, the price of not being injured is just the small bit of time required to observe and check and then decide which way is the safe way.

The whole success of any safety pro. gram depends entirely upon you, and up to this point the safety engineers have done everything that they possibly can. From here on the whole program is in your lap. It is up to you to make sure that everything is safe and secu~e-to protect your own hide, as well as the other fellow's. Remember, if you don't value your life and limb enough to be cautious, who else is going to do it for you?

These few principles pointed out here apply everywhere-at work, while driving, or at home. Safety isn't a thing that is put on in the morning with your work clothes and taken off at night when you go home. Safety is something of which you must be conscious during aU your working hours.

You alone, as an individual, are the center of every safety program. A safety program's success depends entirely upon you and your actions.

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Chicago's famous skyscraper skyline looking north across Grant Park.

What'll you have ... baseball, concerts, a bit of night life? Chicago and Milwaukee offer everything for your

BIC CITY Vacation by V. L. Hitzfeld and T. G.

SPEAKING of vacations, either this . year's or next, there's a great deal to be said for the large metropolitan areas, They cater to all tastes and at prices from budget to de luxe. More· over, big city attractions are not limited to the summer holiday season but can be enjoyed the year round.

The Chicago-Milwaukee area, at the eastern terminus of The Milwaukee Road, is the hub of big city vacations in the Midwest. Only 75 minutes apart by Hiawatha speedliner and serviced by many other fine trains, these cities at· tract thousands of holiday seekers. Let's consider some of their attractions.

As for Chicago, you can get any group of local residents together for· an hour and there's sure to be complaining about the weather. And yet, to mdlions of people in the South, Midwest and the great plains states, Lake Michigan breezes are one of the attractions that make the city a popular vacation spot.

From the shores of the Black Sea to the south coast of England, European

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Austin

resorts have been popular for centuries merely because they offered a place to bathe. Well, Chicago has 22 miles of wide sandy beaches on a marvelous fresh water lake.

Parks? There are 135 of them, rang. ing from a" few acres to the sguare miles of Lincoln and Jackson Parks on the lake shore. All are beautifully land· scaped, bright with flowers and shaded by fine old trees. Some of them have lagoons where you can row a boat, or harbors where you can watch hundreds of pleasure craft. Others have huge can· servatories containing flowers and plants f rom all over the world. Lincoln Park has a world famous zoo and Brookfield zoo is the largest in the nation. The latter's 133 acres include 22 exhibition halls and buildings containing more than 2,000 wild animals. Most of them are shown in their natural habitats, sef)· arated from the public only by wide moats. Wonderful for animal photog. raphy!

If you want a little exercise, the parks

offer rogue, croguet, horseshoes and 600 free tennis COurts. And golf? Chicago is the mid.continent golfing capital.

For those who prefer spectator sports there is a wide choice. For instance, throughout the summer there is thor· oughbred racing at such famous tracks as Arlington Park and Washington Park. There is also harness racing at tracks lighted for night operation. Midget car and stock car races take care of the gas buggy fans.

If baseball is your dish, remember that Chicago is the home city of the big league Cubs and White Sox. And if you have never seen girl's baseball, you may want to have a look-the pIay is sur. prisingly fast and sharp.

If your tastes are artistic or intellec. tual, you can spend weeks following that bent. The Art Institute is a treasure house of priceless paintings and sculp. ture. At the Milseum of Natural His· tory you can trace the whole stor.)' of mankind. The Museum of Science and Industry is more fun than a shooting

The Milwaukee Road Magazine

[;allery and has scores of "do it yourself" exhibits. The Shedd Aquarium, houses thousands of fascinating fish and tht Adler Planetarium offers a comfortable look at the romance and mystery of the heavens.

Maybe you like to sleep in the morning and have fun at night. In that case, after sundown you have a choice of anything from Chicagoland jazz to Brahms and Beethoven or the legitimate theater. Symphony concerts are free four nights a week in Grant Park on the lake front. Or you can get a nightclub tan in dozens of places, ranging from the small and intimate to the big, boisterous floor shows with famous name bands.

Shopping in Chicago's famous Loop and on Michigan Avenue is free-if you stick to the windows. You can tour the "Pit," largest grain trading floor in the world. You can visit the stock yards, the fabulous Merchandise Mart, radio and television studios-much of this entertainment is free. Inexpensive bus trips will take you to Chinatown, historic landm~rks, the parks and wonderful views of the skyscraper skyline. Boat trips 'provide an opportunity to see the magnificent skyline from the lake.

If anyone asks you to suggest a good spot for a vacation, tell them Chicago. You might even suggest that they come

T. G. Austin (left), general agent passenger department, Milwaukee, and V. L. Hitzfeld, general agent passenger department, Chi c ago, coauthors of "Big City Vacation."

Augusi,1951

Garfield Park Conservatory in Chicago is the world's largest under one roof. The chrysanthemum show attracts almost a million visitors.

Watching the animals put on the feed bag is a real show in itself. This is lunch time at the penguin pool in Lincoln Park Zoo, Chicago.

The man in the barber chair wanted to see a telecast during his big city vacation. He was a guest from the audience at one of the Don McNeill TV shows. the Breakfast Club program from Chicago.

here via The Milwaukee Road. : ' Milwaukee is internationally recog

nized for its· industrial prowess and the products that flow from its mills and factories. But it has another side, another character which is rapidly gaining recognition, and that is the one most evident to the visitor.

There is none of the "George Washington Slept Here" aspect to Milwaukee, no time-hallowed battlefields or home-

Concerts in air cooled comfort at the famous Emil Blatz Temple of Mus ic in Washington Park are a treat for Mil

waukee visitors.

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steads of early America greats. Its charm I, more vital, for Milwaukee is part of the great Middle West where history dates back little more than 100 years and 'where cities and towns are still flexing their muscles and working toward the achievements that bring world renown.

The visitor will find in this Wiscon. SIn metropolis a variety of attractions to make his stay memorable. Milwaukee is a city of parks and parkways, immaculately maintained and superbly equipped, with facilities for all outdoor sports, winter as well as summer. Washington Park has one of the nation's finest zoos and a natural outdoor amphitheater which is the scene of summer concerts featuring topnotch stage and radio per. sonalities and a concert orchestra. Flow.

Big city shops offer the' visitor rare merchandise from every corner of the earth. Scene in the gift court of Marshall Field & Company, Chicago.

An aerial view of Milwaukee's business district, showing the river which plays such an important role in its commerce.

The Milwaukee City Hall, a fine example of typical Milwaukee architecture. In the background can be seen one of the city's brewery districts.

er shows practically the year round attract thousands of visitors to the conservatory and sunken gardens at Mitchell Park, and the rose gardens at Whitnall Park are the delight of Milwaukeeans and visitors alike.

No Milwaukeean ever fails to drive his guests along Lincoln Memorial Parkway, for here is as lovely a scene as wilJ be found anywhere. The wooded bluffs above and the blue of Lake Michigan along the beautifully landscaped park

way from the foot of East Mason Street to Lake Drive is a sight which never fails to please. The colorful setting of the Milwaukee Yacht Club and the spick-and-span filtration plant impress everyone who takes this delightful drive.

From Lincoln Memorial Bridge the visitor can enjoy a clear view of Milwaukee harbor, Maitland Field-MiL waukee's downtown airport-and the docks where foreign and domestic ships take aboard American products and unload cargo destined for Midwestern cities.

Lake Michigan is Milwaukee's playground. Almost all of the shoreline is heavily wooded and excellent sandy beaches are easily accessible. Within an hour's drive of the city are 163 inland lakes where fishing, swimming and boating are at their best.

Adults and children alike will find pleasant and educational diversion at the Public Museum where a magnificent collection of more than 630,000 specimens of historical and scientific curios are displayed. The collection of Indian handicraft is the largest in the world. Housed in the same building is the

. public library which has some 150,000 volumes. The Milwaukee Art Institute

ThE> Milwaukee Road Magazine 10

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The continental atmosphere of many Milwaukee restaurants. transports the visitor into another era. Mader's Restaurant is known throughout the Midwest for fine German food.

is the scene of traveling exhibits, special art shows and educational lectures, while the Layton Art GalJery offers exhibits of paintings, sculpture and objects of art.

A drive through the thriving indus· trial area will give the visitor a glimpse of the city's numerOus manufacturing plants. Many welcome the opportunity to show visitors their facilities. At the city's famous breweries, for instance, there is a standing invitation on all week days except Saturday to tour the plant and sample the specialty of the house.

This custom, accepted by Milwau. keeans as a matter of course, is a unique experience for most visitors. In. deed, to really know Milwaukee you must stay long enough to enjoy its hospitality, for the people are friendly and eager to make. a visitor feel at home. The hotels are known for comfort and the restaurants for superlative cuisine, much of it in the manner of the famous European hostelries. As New Orleans is unchallenged for French cookery, so Milwaukee is known the nation over as the home of the rathskeller, where Ger· man food is served in' an authentic old world setting.

This old world atmosphere is one of the city's charms, a sort of "abroad at home" vacation thrill. It's a combination to be heartily recommended to any·o?e interested in a big city vacation.

A Russian widower, after spending a number 0/ years in ·France, returned to Russia. A' cautious man, he left his son and his five-yea,.old daughter Ann, promising to advise them later whether to follow him. Soon after the JOn:received this leller from his fath'er: . :)t is ~.o·ndetful to be back in Russia. I am enibying life very much. Come 01Jer as soon .as you can-but, of course, not until after Ann' J wedding." ,.:c---cPathfinder

August, 1951

Scholarship Winner Announced

GARY E. PURDY of 40212 South Main, Aberdeen, S.D., was selected to be the first recipient of the J. T. Gillick Scholarship according. to an announcement made Aug. 9 by Carl Kuehnert, secre: tary.' UOIverslty Scholarship ~ommittee, Northwestern University, chaJrman of the commltt~e whICh Judged the qualifications of candidates. The 17-year.old WlOner of the award is the dependent stepson of Russell O. Chambers,. Milwaukee Road pumper and water tester at Aberdeen.

Gary was graduated from the Central High School in Aberdeen on May 31, 1951, ranking ninth in a graduating class of 247, and third among the 107 boys in the class. At the time this issue of the MagaZlOe went to press he had not announced which university he proposed to enter.

A total of. 145 re~uests f~r application blanks were received by the scholarship committee.. Flfty.fo~r of those to whom application blanks were sent actually made applIcatIOn to be considered as candi. dates for the award.

More I'nformatl'on abo t th h I h" '11u e sc 0 ars Ip WlOner WI appear in later issues.

H. G. Crow Herman G. Crow, formerly employed in the engineering department 'and known by many Milwaukee Road people; died of a heart seizure in St. Joseph, Mich., on June 9. .

Mr. Crow was first associated with the Road in 1912 when he was employed to assist in the construction of a new section of track between Minneapolis and Aberdeen, S. D. He left the railroad for a time, returning in 1916 to serve in vari. ous engineering positions in the field before leaving the railroad on Dec. 31, 1928, to become city manager of St. Joseph, Mich. He held that position until his death, meanwhile achieving a nation. al reputation for his ability as an administrator and city officiaL

Correcting a Misleading Statement Widespread publicity has recently been given to a statement emanating from a prominent highway user's organization to the effect that motor trucks carry 75 per cent of the nation's tonnage. The basis for such a statement cannot be ascertained, but it is believed to refer to freight handled regardless of distance, including local deliveries, along with in. tercity transportation.

One thing is certain: The statement is highly misleading either with regard to common-carrier transportation gr ~ith regard to ton-miles handled by.inter

;

city motor carriers of all sorts. Official reports of all common carriers, as well as contract carriers and private· c~rriers en. gaged in intercity service on the high. ways, show that they performed 93,653,000,000 ton-miles of service in 1949 compared with Class I railway traffi~ totaling 534,000,000,000. ton-miles Estimated figures for 1950 are 115000 : 000,000 ton-miles for motor c~r;ie;s against 596,000,000,000 ton.miles for the railroads.

Thus, on the basis of ton-miles of freight service performed, the Class I railroads in 1949-50 handled more than five times as much intercity traffic as was handled by the motor carriers.

Praise. from India A cosmopolitan traveler en route to his home in Bombay, India, stopped long enough to express his satisfaction with Milwaukee Road service, especially as it concerned Walter L. Miller, passenger agent at Seattle who during the summer travel s~ason has been our passenger rep. resentatlve at Gallatin Gateway, Mont.

."1 had the pleasure of riding over your raIlroad from Seattle to Chicago," wrote N. B. Jasani, "and I may say it was pleasant. During my visit to the Yellow Stone Park I had the pleasure of meeting your representative, namely Mr. Miller. He is such a fine fellow. He was very helpful and obliging. I must congratulate you in having such Al man."

11

Keeping Track of Freight Cars'

EVERY freight train is an advertisement. Flashing before the eye 'scores of railroad names and trademarks different from the one on the locomotive, it tells a fascinating story of a vast industry whose many independent, privately-owned companies work together in an operation which is the model and envy of the entire world.

The public takes it for granted with. out knowing how it works. Even many railroad people, unless they happen to be directly concerned with freight car distribution and accounting, check it off in their minds as another of the complex but smooth-operating systems which combine to make up their industry.

The complete story is not quickly told, but an interesting review of the major aspects of car distribution methods, particHlarly as they are worked out on The Milwaukee Road, was given at a recent luncheon meeting of the Civitan Club of Milwaukee by W. R. McPherson, assistant to genera! superintendent. of transportation. The following are extracts from his address:

U. S. Lines Own Two Million Freight Cars

On your travels to New York, Florida, California or other far away places, no doubt you may have seen a Mil-

W. R. McPherson, assistant to general superintendent of transportation

waukee box car and become a little homesick. You wondered just how the car got there. That is why keeping track of freight cars is fl.n important job on railroads, considering that there are approximately two million owned by U. S. lines, of which 58,001 are owned by The Milwaukee Road. Of the 58,001 Milwaukee cars, 30,000 are usually on other railroads, spread from one end of the country to the other.

To trace and handle the accounting for freight and passenger cars on our railroad reguires the full time of 150 employes in our auditor of eguipment accounts office, more commonly known as the general car record office, to say nothing of the thousands.·,of other em-

Staff of the auditor of equipment accounts office, Chicago, where all of the records pertaining herd on an am-azing volume of information vital to the operation of the railroad.

ployes 'who concern themselves in one way or another with car handling.

[At this point Mr. McPherson described and showed pictures of the various types of freight cars.}

Closed Box Car .~o, The most important is the closed box car, which is classified according to the condition o( the roof, walls, doors and floor by a car department employe who tacks a littk card on the outside of the car. For example, let's say there are some box cars released at Fowler Street team track. The best car with the fewest deficiencies would be classified "A P

and would be sent up to the malters for loading of malt, or up to Minnesota for flour loading. The next best would be carded "B" and would be sent out to the Dakotas for bulk grain loading. Those in the poorest condition are carded as rough freight cars and might be sent over to Armour to load hides.

Open Top Gondola The next most important car is an

open top gondola with a solid bottom. This is used for coal, sand, gravel, iron ore and scrap and also for the loading of pipe such as the A. O. Smith people manufacture and load as high as 150 cars a day. Incidentally, this is a car that people sometimes mistake for a

to cars are kept. These men and women ride

The Milwaukee Road Magazine 12

•

"dump car." They clean out their yard or warehouse, dumping their debris in when we are not looking'

The open hopper car is used for practically the same commodities, with the exception of pipe, and has a drop bottom, eliminating the clam-shelling of shipments.

Flat Cars and Refrigerators As you will note, flat cars have a

deck over the underframe and are used for big machinery, farm tractors, army trucks, trailers, boats, and similar items.

Refrigerators are insulated closed cars with ice bunkers used for handling meat and other perishables and, especially, for beer brewed right here in Milwaukee. These cars are usually supplied by private car lines,' namely the Union Refrigerator Transit Lines up on Green Bay Road here in Milwaukee and the Dairy Shippers Dispatch in Chi-

D. B. Ramsay, assistant auditor of equip'ment accounts, and Lorraine Dodovich, with one of the IBM tabulating machines recently installed to simplify and streamline many operations in connection with keeping car records and computing per diem costs and charges.

cago. These are the two that are under contract to supply cars for our line.

Tanks and Covered Hoppers Tanks are used for handling gas, oil,

acids, and similar substances. Covered hoppers, just as the name

implies, have hatches on the top and openings on the bottom. These cars were originally built for the handling of bulk cement but are now used for a number of other commodities and are becoming more popular each ye~r, due to time and money saved in loading and unloading.

All railroads have a general car record office to maintain records of the

August, ]951

Marie Sullivan, Eileen Joyce and Alice Franzak (left to right) sort junction tags in the auditor of equipment accounts office. The tags are sent to other railroads as a record of the where· abouts of their own cars. . .

movement of all cars, both loaded and empty, between stations, receipts and deliveries by their own line, as well as the .interchange of their own cars made by other railroads. For example, let us take a Milwaukee box car that leaves here for New York. It is recorded from Milwaukee to Chicago,. delivery to the Nickel Plate, interchanged Nickel Plate to the DL&W. Then let us suppose the car is reloaded at New York for California and is interchanged by six different railroads. Eight months later it is finally returned to us empty at Omaha. Each interchange transaction would be recorded and we would know on whose rails the car was located all the time it was away frbm home.

Two Basic Reports Tell the Story These records tell the story of every

body's cars and are obtained from just two basic reports that are uniform on all railroads. The first is a wheel report made by conductors for each train move· ment. It shows car owner's initials, number, contents, where taken from and where left.

The second report is the daily interchange report that is made at each junction point to show deliveries of all cars from one railroad to another. For ex· ample, let us say the junction point would be Racine, where The Milwaukee Road would deliver 15 cars to the C&NW. The report is made up in sets of six copies, each showing owner's ini· tials, number, whether loaded or empty, and the actual time of delivery. Eac\1 copy is signed by local agents of both the Milwaukee and C&NW, who keep one

copy for their permanent record and then mail two copies to their respective general car record offices, where they are recorded. Then the delivering line, which would be ours in this case, cuts up one sheet of the reports in strips and mails the strips to car owners, whether railroad or private. These strips have all the necessary information which en· abies the owner to know that his cars are on the C&NW, either at Racine or some other seaport on that line

In addition to all the bookkeeping and recording that is handled by mail, our auditor of equipment accounts has a service bureau which, by means of wire reports, keeps' track of loads moving on our line. This is called the manifest system. On departure of trains from large stations or terminals, the report shows car initials and number, originating point, consignee, destination and routing, and thereafter that car is covered only by a symbol number and is carried through to destination or delivery to connecting line.

For example, let's take a car of beer from Milwaukee to Portland, Ore., that would be carried as Symbol MI.1525, because it is the 152 5th shipment from Milwaukee. Wire passing reports are made from LaCrosse, St. Paul, Minne. apolis, Montevideo, Aberdeen, Marmarth, Miles City, Harlowton and Av· ery, and also when it is delivered to the Union Pacific at Marengo, Wash. Copies of the manifest report are also mailed to traffic officers on and off our line. This enables them to inform con. signees of the movement of their shipments.

13

The transportation department office, Chicago, freight and passenger cars is controlled.

Settlement for use of railroad.owned freight cars is on what is known as a per diem basis, the current rate being $1.75 per car per day, and that payment is made for each day a foreign car is in possession of a railroad, regardless of whether it is moving or not. A foreign car is not one from another country but a car that is owned by an· other line.

Strive to Minimize . Per Diem Costs

Because of 'the thousands of cars on the railroads, it is their goal to dispose of loads for connections and empties for home movement, at connections by 11 :59 P,M. in order to save on the enormous per diem expense, For example, we usually have about 30,000 foreign cars on our line, which means we payout about $52,000 a day to the owners of those cars. This expense works' both ways, of course, as each railroad has to render a monthly per diem report showing the amount due. let's say the Milwaukee owes the CB&Q $20,000 for their cars on our line, and the CB&Q owes us $30,000 for our cars on their line. The settlement is made for the difference of $10, 000, instead of . each company exchanging the full amount involved.

Recording of privately.owned cars, which consist mostly of tanks and refrigerators, is handled in the same man· ner, except that mileage, instead of per diem, is allowed to the owners, and the settlement is made once each month. At

/'

where the' distribution of both

present the refrigerator rate is three cents per mile, either loaded or empty, and tank cars 2,2 cents per mile.

Entirely aside from recording of the movement of cars and the manifest sys. tern, we have a bigger headache, and that is the matter of having the right cars at the right place at the right time. This is a problem principally because of car shortages which occur during peak periods of car loadings. This, of course, keeps us in hot water trying to make an even distribution and avoid any claims of discrimination.

So far as car distribution on our line is concerned, it starts off with the loc~l

agent, who makes a daily wire report to the chief dispatcher, telling how many box, coal cars, flats, etc., are needed for the next 24 hours, the total number of each class of car on hand empty, cars on hand to unload, as well as cars that were loaded during the previous 24. hour period. This information is used by the chief dispatcher in distributing cars between stations on his division. A summary of each division is made up by the transportation department which, likewise, needs this information for the proper distribution of cars between vari. ous divisions. In addition to cars needed for immediate loading, the transportation department. makes arrangements to accummulate cars in' advance to protect seasonal movements, such as fruits, vegetables, grain and heavy stock move· ments.

There are many complications, as you might imagine, in the distribution of

cars. One shipper wants a car with wide doors, another wants a longer car, and still another a car with high inside dimensions. All in all, it requires considerable figuring and sometimes involves the cross-haul of empty equipment.

Canadian-owned cars that move into this country must, according to custom regulations, be returned to that country, and if any of the cars are misused, the line responsible for the misuse is liable to prosecution and subject to fine. As a rule there are two Canadian box cars in the United States to one U.S. box car in Canada, due to the heavy movement of paper and lumber products from the North'. So far as other equipment is concerned, it is usually the other way around.

Very few Mexican.owned freight cars come into this country, and if they do they are returned promptly. The A.A.R. controls the movement of all U.S. cars to Mexico, and only by their permission to shippers are any cars allowed to go beyond our border.

A.A.R.Advised of Car Supply

Twice a month we are required to make a check of all cars, either en route or on hand, and report to the A.A.R" showing the class and making separation between our cars and foreign cars.

These figures are used by the A,A,R" which controls the distribution of cars between railroads over the country duro ing emergencies and does a good job of guiding cars to different parts of the country where there are serious shortages, even though quite often it results in our. moving as many as 100 empty box cars a day from Chicago to St. Paul for the Northern Pacific, paying per diem while on Our line, as well as the expense of hauling.

So far as the movement of traffic on western lines, such as ours, is con·

. cerned, the predominant trend is east. bound, mostly to the big eastern cities. There was only .one real exception in the past 30 years, and that was a six. month period during the last war when we were moving defense and war rna· terials west for the Asiatic front.

The A.A,R. car loading figures com· piled from reports received by railroads are important to shippers, industry, stock brokers, insurance companies and the railroads themselves, who use the figures as a barometer of their particular business.

The Milwaukee Road Magazine 14

•

HOW TO MAKE FRIENDS BY TELEPHONE

IT Will TAKE A LITTLE TIME TOwhen receiving a call ... CET THIS INFORMATION. IF YOII

WOIILP RATHER NOT WAIT, I'LL !EXPLAIN WAITS BE CLAP TO CAll YOII BACK.

When you leave your desk to get in

formation, tell your caller how long you'll be gone and offer to call him back. If he waits, make some intro

ductory remark to get his attention when you return-then give him the informa. tion he desires.

when receiving a call ...

liT IS WELL TO IDENTIFY YOURSELF

ldentify yourself and your firm or de. partment when answering. Examples: "Mr. Brown" or "This is Mr. Brown." "Bates Brothers, this is Mr. Smith." "Shipping Department, Mr. O'Brien."

-from How to Make Friends by Telephone, published by the Illinois Bell Telephone Co.

Name of Dan Healey Returns to Limelight

The good old days of railroading, when Milwa'ukee Road dining cars featured a 12·course dinner for one dollar, with seconds at no extra cost, and famed Mil. waukee Road Steward. Dan Healey passed out after·dinner cordials and ci. gars "on the house", are a feature of the September issue of Trains magazine, published by the Kalmbach Publishing Company of Milwaukee.

lnan article entitled "Dining Car Blues", Trains recalls that these lush days of railroad dining were a prime factor in the early demise of fabulous gourmet Diamond Jim Brady who so gorged himself with the railroads' de

Augusl,1951

luxe bill of fare eating.

that he died of over.

The article also gives The Milwaukee Road credit. for the invention of the non.spillable coffee cup.

The article, written by railroad writer Freeman S. Hubbard, tells of the prog. ress made by the nation's railroads in attempting to reach the "mirage" of profitable dining car operation. Dining car department managers have demon. strated themselves to be long on in. genuity when it comes to dealing with the many problems that beset the oper. ator of such a huge and difficult organ. ization as a present.day dining car de.

partment, says the writer. These officials, he states, have pulled out all stops in their battle to cut costs and improvl ~ervice., Automatic tape recording mao chines for reducing inventory paper work, meal reservation systems, experiments with frozen, ready-to-serve din. ners, single entry, "pot luck" meals, in· vestments in huge terminal kitchens for experimental purposes and advance preparation of dining car meals, con. tinental breakfasts, and many other ex· periments by the dining car managers are reported by Mr. Hubbard in "Dining Car Blues", in the September issue of Trains.

Fluoroscope Unmasks Laggard Hens

The behavior of many animals is still a mystery to man, but if science continues to probe their private lives at the present rate, it won't be for long.

We direct the attention of medical and poultry journals to a recent experi. ment of Dr. W. E. Nawrocki, Milwau· kee Road surgeon at Cle Elum, Wash., for the past 12 years. He had a flock of nine Rhode Island red hens. Some were good layers, some were not, and how to spot the prolific producers was the problem. After several nights of wres· t1ing with the puzzle, it occurred to him that if a fluoroscope will detect gall. stones in humans, why not eggs in hens?

Forthwith he went to work with his fluoroscope and the laggards were de. tected. The producers were assured of a home, the others are marked for chicken dinners.

To the best of Doctor Nawrocki's knowledge, this test has never been used before. He feels he should be credited with the discovery.

"It was the only way 1 could get him away from our television set."

15

appointlHf!Dts

W. A. Murphy E. C. Derr

Traffic Department Effective July 16, 1951:

W. A. Murphy is appointed assistant freight traffic manager with office at Chicago, Ill. Mr. Murphy started with the Milwaukee in the ffeight traffic department in the Chicago general offices in 1908, and following successive promotions was advanced to chief clerk to the assistant freight traffic manager in 1925. In 1935 he was appointed general agent in Denver, Colo., and in 1938 was transferred to Detroit, Mich., as general agent. Since 1942 Mr. Murphy has been general southwestern agent with headquarters in Kansas City, Mo.

E. C. Derr, who has been general agent with headquarters in Atlanta, Ga., since April, 1948, is appointed general southwestern agent in Kansas City, Mo. He started with the railroad in Kansas City in 1934, held several positions at that point, transferred to Atlanta in 1941, and from 1941 to 1948 was traveling freight and passenger agent with

. headquarters in Winston Salem, N. C.

W. B. Tigerman P. A. Larson

W. B. Tigerman, who has been chief clerk in the Kansas City freight traffic department, an employe of the Road since 1923, is appointed assistant to the general southwestern agent, with headquarters in Kansas City.

P. A. Larson, since 1945 traveling freight agent with headquarters in St. Louis, is appointed general agent in Atlanta, Ga., succeeding E. C. Derr. Mr. Larson started with the railroad in Chicago in 192 7 and was city freight agent there from 1938 to 1945.

M. E. McCarrell of Seattle is appoint. ed traveling freight and passenger agent v.ith headquarters in Atlanta. Starting in Chicago in 1946, he was later employed in the traffic offices in Indian. apolis and Atlanta. In April, 1948 he was appointed city freight agent in Seattle, and since August, 1950 has been chief clerk in the general freight agent's office there.

A. J. Berry, city freight agent in Chicago since No· vember, 1945, is appointed traveling

I freight agent with headquarters in Cleveland, Ohio. He started in the law department in 1936, served as sec-

A. J. Berry retary to vice president-traffic, beginning in 1938, and became assistant chief clerk in the freight 'traffic manager's office in November, 1944.

Effective July 1, 1951:

J. F. Conlin is appointed general agent at Madison, Wis. Entering service in Sept., 1912, in the Madison freight office, he served as assistant cashier, cashier and rate clerk. He was made assistant freight agent in 1934 and freight agent in 1936, serving in that capacity until his appointment as general agent.

E. E; White is appointed general agent at Portland, Ore., succeeding F. A. Swanson, who is retiring after 43 years with the railroad. He has been general agent at Portland since Oct. 1, 1935. Mr. White began his railroad service as a call boy at Bensenville roundhouse in 1924, and transferred to the traffic department as a clerk in the general agent's office in Chicago in April, 1942. He was promoted to city freight agent there in January, 1945, and in February, 1947, was appointed traveling freight agent at Cleveland, Ohio.

J. F. Conlin E. E. White

Effective Aug. 1, 1951:

1. P. Freeman is appointed general agent, San Francisco, Calif., succeeding F. C. Fairbairn, who retired after 45 years of service. Mr. Freeman was first employed by The Milwaukee Road in 1924 as traveling freight and passenger agent in San Francisco, where he had been employed during the previous eight years by the Southern Pacific. .

W. V. Dilworth, who has been city freight agent in San Francisco since 1946, succeeds Mr. Freeman as traveling freight agent. He was first employed in Philadelphia in 1927, and has since served in Washington, D. c., where he was appointed city freight agent in 1942.

L. P. Freeman W. V. Dilworth

David P. Davies, J r., is appointed city freight agent in San Francisco. He has been chief clerk in the Road's traffic department there since Mar. 26 of this year, and was with the Southern Pacific for the previous five years.

R. L. Audas is appointed traveling freight agent with headquarters at St. Louis, Mo. He started with the railroad in Perry, Ia., in 1940, was later chief clerk in the division freight and passen

)6 The Milwaukee Road Magazine

,.

,.

D. P. Davies, Jr. R. L. Audas

ger agent's office in Dubuque, and since 1948 has been city freight agent in Omaha.

R. D. Kieson is appointed city freight agent with headquarters in Omaha. His service with the railroad began in May, 1943 as station helper in Fu-lda, Minn. He transferred to East Moline, Ill., in August, 1944, and since September, 1947 has been traffic representative in Davenport, la.

A. W. Sabey is appointed city f rei g h tag en t at Chicago. He started with the Road in the local freight office in Chicago in 1918 and has been in the freigh t traffic department since 1936.A. W. Sabey

RECEIVED FROM CUSTOMERS

for hauling freight, passengers, mail, etc

PAID OUT IN WAGES

PER DOLLAR RECEIVED (CENTS) ..

Store Department Effective Aug. 1, 1951:

H. A. Unmacht is appointed district storekeeper, Lines West, with headquar. ters in 'Tacoma. Starting in the store department in Dubuque, la., in 1919, he was appointed storekeeper at the Du. buque shops in 1924. He has since been general foreman of the reclaiming plant and general foreman of the car depart. ment there. Since May 1 of this year he has been assistant district storekeeper in Chicago. The position of assistant district storekeeper with headquarters in Chicago is abolished.

H. A. Unmacht E. W. Keil

Mechanical Department Effective July 16, 1951:

E. W. KeiJ is appointed assistant mas· ter mechanic of the Rocky Mountain Division with headquarters at Deer Lodge, Mont., succeeding A. W. Hallen.

berg, who has entered military service. Mr. Keil began his service with the Milwaukee as an electrician at the shops in Milwaukee in 1911, and continued in that capacity until October, 1934, when he was appointed electrical foreman at Milwaukee shops. Since Mar. 1, 1950 he has been assistant to superintendent of motive power.

Railroads and No Other

The railroads of the United States are the only agencies of transportation which:

1. Employ trained agricultural experts to help increase the income and improve the living standards of farmers.

2. Maintain industrial departments for the purpose of locating new industries and assisting established industires on their lines.

3. Pay hundreds of millions of dollars annually into federal, state, county and city treasuries for the general expenses of government, including the costs of maintaining the mili. tary establishment, paying interest on the public debt, supporting the veterans' program, and maintain· ing fire and police protection, courts, schools, hospitals, prisons, reformatories and other public in. stitutions.

how ore we doing?

JUNE SIX MONTHS

1951 1950 1951 1950

. $21,538,753 $20,719,920 $127,176,463 $1-1·1,525,745

11,275,144 9,870,807 66,735,751 57,387,438

(52.3) (47.6) (52.5) (51.5)

Payroll taxes on account of Railroad Retirement Act and Railroad Unemployment insurance . 649,185 599,448 3,899,383 3,481,705

PER DOLLAR RECEIVED (CENTS) . (3.0) (2.9) (3.1) (3.1) .,. .w. ALL OTHER PAYMENTS

for operating expenses, taxes, rents and interest .... 9,649,623 8,752,115 55,455,457 50,345,564

PER DOLLAR RECEIVED (CENTS) . (44.8) (42.2) (43.61 (45.1)

NET LOSS 35,199

NET INCOME 1,497,550 1,085,872 311,038

August, 1951 17

I If

t t

~

She Models Ceramics, Too

hODlP dvpart,nent

THERE is, it seems, no limit to the number of hobbies which Mrs.

Howard 1. Guzzle, wife of the equip. ment maintainer at Manilla, la., can take in stride. Mrs. Guzzle, who has a local reputation as a designer of clothes and hooked rugs, a musician and a singer of professional ability, recently discovered that she also has a talent for modeling in clay.

"My husband, is always interested in my hobbies". The framed placques in the back· ground are examples of the Eastern Star and Masonic emblems which Mrs. Guzzle works in colored yarns.

Several years ago Mrs. Guzzle took up the hobby of figurine painting, but she never attempted anything original until her mother, on a visit from California, left with her a quantity of clay and clay paints. Her first figure, which she made

at the kitchen table after the children had gone to bed, was a bride with a "soup bowl" gown. Encouraged by the result of the experiment, she next made a high-stepping drum majorette, using as her model a picture of the shapely majorette of the Manilla High School. The likeness was all that could be desired, and Mrs. Guzzle was off on another hobby. . Since then she has made other figures, some of the most attractive being a hula dancer in a feather costume (Betty Grable was the inspiration) and a hoopskirted ballerina. Her tools' are a paring knife and a toothpick. The first figures were taken to a ceramics shop in Omaha -a 90-mile drive-for firing, but she now rents a kiln and experiments with glazes at home.

Mrs. Guzzle did not realize how far she had progressed with her hobby until some figures she submitted for the third annual Iowa Artists Show were turned down with the explanation that they were of a commercial type for which there was no contest in the show, but that in their field they would be classified as postgraduate work.

This opinion probably surprised no one but herself, for Mrs. Guzzle has aI, ways been active in some form of creative design. Working without patterns, she makes most of the family's clothes, which means shirts for her husband, dresses for herself and daughter Janet, 12, and cowboy outfits for the boys, Dick, 13, and Danny, 2. She also de.

Plant Gladiolus for Late Summer Color The gardener who wants a good return for his money should consider gladiolus, since they give an exciting show of late summer color as well as wonderful returns in bulbs year after. You can choose between dainty miniatures for corsages and four-foot stalks with flowers up to eight inches across.

An article in the August issue of Bet- ' ter Homes & Gardens magazine suggests you select gladiolus bulbs from named collections. Hobbyists intent on winning awards at shows buy only Number 1

18

bulbs, but sizes two and three and even smaller do very well for the home gardener. You usually do not want fourfoot stems in your vases.

Plants can be dug for cleaning and storing when their foliage begins to turn yellow. With late-planted bulbs, lift them when frost threatens. Cut off the tops one to three inches above the top of the bulb. Next, spread your bulbs in an airy, frost-free spot for about three weeks.

. Before storing the bulbs, the article

Mrs. Guzzle's first attempt at clay modeling, the hoop-skirted bride.

signs hooked rugs and reproduces Ma. sonic and Eastern Star emblems. She has a fine contralto voice for which there is a steady demand at church and entertainment programs-she supplies her own accompaniment-and in addition, she is a good photographer I

Mr. Guzzle is an interested observer and critic of his wife's hobbies. He has been with the Road for 18 years, having started in the car department at Cedar Rapids. His father was also a car department employe, who retired with 35 years of service.

The fun of working with ceramics has pushed Mrs. Guzzle's other hobbies into the background for the moment. ''I'm just bursting with new ideas", she says. The new hobby is paying off in another way, too, for with recognition of her new-found talent have come orders for custom made work.

recommends that you dust them with five per cent DDT. Store at temperatures kept in the high thirties, if possible, until planting next year. Tiny bulbs or cormlets of expensive varieties are best kept in closed jars or cans of dry expanded mica.

Gladiolus are so showy that the end of your supply may seem like a disaster. To. avoid this, space your plantings two weeks apart. Gladiolus require weJJworked soil in full sunlight. Do not handle the bulbs roughly. Space them

The Milwaukee Road Magazine

four to six inches apart. Cover the bulbs three inches deep if your soil is mediumto-heavy clay loam. Increase this depth to five inches if you are planting in a light, sandy loam soil. See that they get the equivalent of a one-inch rain each week. This is especially necessary after the fourth leaf forms.

Cut the flowers in early morning. and leave at least four leaves uncut if you want a good bulb to develop next year.

Time for a Chimney Checkup Don't wait for the leaves to fall before you check your chimney. If you

. spot those crumbling mortar joints and cracked caps in time, you can fix them yourself. And a chimney kept in good repair may never need rebuilding.

A chimney is liable to wear both inside and out. It's subjected to the forces of alternate heating and cooling, the destructive gases of combustion, the ravages of weather. No wonder, then, that mortar crumbles and bricks get loose.

Take time to inspect your chimney at close range. Start checking at the cap. It may be cracked, or there may be an open joint between crack and extending flue.' Both let water into brickwork below. White stains on bricks below usually mean that the cap is not watertight.

Should you find a loose brick, remove it carefully. Chip off the old mortar and soak brick in water. Th~n use enough mortar to ooze out when the brick is pressed back in place:

BUTTERFLY BORDER. The newest crochet idea for decorating household linens, handkerchiefs and fashion accessories is the butterfly motif worked in brilliant color. In this pattern, yellow butterflies edged with china blue border a pale blue organdy runner. A single butterfly is appliqued to each end of the runner. A direction leaflet for making the border may be had wi thour charge by sending a post card to The Milwaukee Road Magazine, Room 356 Union Station, Chicago 6, IlL

1\:jlgusl, 1951 ..

Galley Housekeeping and

Chicken Pot Pie

Steward John Mlderski and Chef Brawley Guy being interviewed by Lois Keren and Mary Ann Chamberlain of the Green Bay (Wis.) Gazette.

Even at the family leyel and with all equipment at hand, the preparation of three meals a day is bound to take up a good part of the average housewife's time. How, then, does a railroad chef turn out those feathery breakfast hot cakes on order, the a la carte luncheons and the full course dinners, and for several hundred people, all in the narrow confines of a dining car galley?

These and related questions which intrigue many people were the subject of, a recent radio broadcast at Green Bay, Wis., when two young women reporters for the Green Bay Gazette interviewed Steward John Miderski and Chef Brawley Guyon station WJPG. The Milwaukee Road men obliged by reviewing the order of dining car housekeeping and further revealed the secrets of their trade by furnishing the recipe for chicken pot pic as it is prepared for Milwaukee Road I)alrons. The recipe, as given here, will m:ike 6 individual pies. .

Chicken Pot Pie "Milwaukee Road"

5 lb. fowl 1 lb. carrots

Y:2 lb. onions 1 lb. celery

salt and pepper Place fowl in pot, adding other ingre

dients, and cook till bird is tender. Remove fowl and carrots, place in cold water to keep a nice color. Now remove

meat from carcass, keeping white and dark meat separate.

Cut chicken in about I-inch squares, dice a few carrots that were cooked with chicken, add button onions, peas, mushrooms (canned) and a small piece of salt pork (previously cooked). Place these ingredients in individual casseroles and pour over a thin sauce made from broth in which chicken and vegetables were cooked. Cover casseroles with your favorite pie crust and bake in oven until crust is done.

Chicken Sauce

Use butter melted in sauce pot, adding enough white flour to absorb butter and let cook from 5 to 10 minutes, stirring constantly to prevent scorching. Add clear chicken broth and make sauce to medium thin consistency. Season with celery, salt and pepper.

Cop: "How did yotl knock this pedestrian down?" Motorist: "1 didn't. I jtlst pulled tip to him, stopped the Car to wait for him to pass, and he fainted."

Two explorers met in the heart of the African jtlngle. "I'm here", declared one, "to commune with nature, to contemplate the etemal velities and to widen my horizon. And you sil'?"

"1", sighed the second explorer, "came because my young daughter has begun piano lessons." .

r

.rl!tireHlt!Dts

The following employes'dpplications for retirement were recorded during- June and July, 1951

June, 1951 CHICAGO TERMINALS

COUSINS, FRED H. Switchman . Chicago, Ill.

DAVIS, JOHN C. Porter . Chicago, Ill.

FISHERKELLER, FRANK ). Boilermaker . . Bensenville, Ill.

KALAS, JAMES Trucker Chicago, Ill.

KOLINSKI, MICHAEL Machinist Chicago, Ill.

KOWALCZUK, THEODORE Cook ... . ..... Chicago, Ill.

MEENAN, WILLIAM Srevedore . Chicago, Ill.

POLEMERES, GUST A. Ex. Gang Laborer Chicago, Ill.

COAST DIVISION

EARLY, BENJAMIN F. Sec. Laborer. . ..... Rosalia, Wash.

HOTCHKISS, HENRY Conductor. . . . . . . . . . . Tacoma, Wash.

McGAHAN, ROBERT C. Sec. Laborer........ .Tacoma, Wash.

RODERICK, PAUL Ex. Gang Foreman Rosalia, Wash.

STEUBY, RAY Sec. Laborer Tacoma, Wash.

DUBUQUE & ILLINOIS DIVISION PEARSON, EMIL E. Sec. Laborer Storm Lake, Iowa

CRANDALL, EARL H. Agent Roselle, Ill.

MORITZ, ALVIN P. Loco. Engineer..... .Otrumwa, Iowa

NEIGHBORS, MARK L. Sec. Laborer. ... . . .. Elgin, Ill.

POGUE, JOHN L. Operator Orrumwa, Iowa

SACK, JOHN T. Conducror . . .. . ..... Savanna, Ill.

HASTINGS & DAKOTA DIVISION

NESTOR, GEORGE C. Stockyard Laborer Aberdeen, S. D.

IDAHO DIVISION

CRAVENS, JACOB A. Janitor ..... . ..... Spokane, Wash.

FREDERICK, ELMER Sec. Laborer. . ... Sherwin, Idaho

PETERSON, WAINO M. Special Officer... . . Spokane, Wash.

SI\TYDER, PETER, Ex. Gang Laborer .. Spokane, Wash.

IOWA DIVISION

BROWN, EVERETT C. Sec. Laborer. . ..... Springville, Iowa

How Well Do You Know Your Railroad? This should be one of the most easily identified scenes on the railroad, as it is a main line point visited yearly by thousands of people. If you can imagine yourself at the far end of the view, looking toward the front of the picture, it will seem more familiar.

For the answer turn to page 42.

SCHOON, EGGIE E. Sec. Laborer. . Monricello, Iowa

SMITH, HENRY C. Janitor . . . . . . Omaha, Neb.

IOWA & DAKOTA DIVISION

ASHLEY, EDWARD A. Clerk . Cancon, S. D.

GIRARD, LOUIS G. Sec. Laborer. Vermillion, S. D.

REED, ROY C. Conductor . .. Sioux Ciry, Iowa

ROSE, VINCENT G. Fireman . Spencer, Iowa

IOWA & SOUTHERN MINNESOTA DIVISION

ANDERSON, PETER ). Conductor . Austin, Minn.

KINGSBORO, MARK ). Agent-Operator .... Plymouth, Iowa

LEE, WILLIAM ConduCtor Northfield, Minn.

WERTH, OTTO H. Secrion Foreman. . . . .. Zumbrora, Minn.

LA CROSSE & RIVER DIVISION

DOEPKE, FRED L. Sec. Laborer" Warerloo, Wis.

DOUGLAS, LOUIS H. Trucker . . . . .. .. Eau Claire, Wis.

EHLENFELT, LAWRENCE L. Sec. Laborer. .... . ... Weaver, Minn.

GROESCHNER, HENRY A. Sec. Laborer. . . . . . .. La Crosse, Wis.

MECKES, CARL F. Swirchman ... Water[own, Wis.

ROST, BENJAMIN H. Loco. Engineer. . .. La Crosse, Wis.

RYHLICK, FRANK M. Mach. Helper... . Wausau, Wis.

SWEET, ALFRED L. Laborer Tomah, Wis.

WINDT, ADOLPH E. Sec. Laborer. . . . . . . . Red Wing, Minn.

MADISON DIVISION

ANDERSON, OLE Sec. Laborer..... . ..... Grarior, Wis.

COOTS, CLARE W. Sec. Laborer. . . . . . .... Beloir, Wis.

GORDINIER, FREMONT F. Crossing Watchman. . .... Boscobel, Wis.

GRAY, SAMUEL Sec. Laborer..... . ..... Oglesby, Ill.

JENSEN, PAUL H. Laborer . . . . . . . . . . . . . . Madison, Wis.

LORBERTER, GEORGE A. Loco. Engineer... . .. Milwaukee, Wis.

ZIGER, MIKE Sec. Laborer Madison, Wis.

MILWAUKEE DIVISION

AYLWARD, WALTER C.

The Milwaukee Road Magazine20

Sparta Women's Club Honors Railroad Couple -.. -_.------......,..~...,.--,,~------

Mr. and Mrs. Charles Shutter (La Crosse Tribune photo.)

A N old time style show, a mock wedding ceremony and ago Ide n wedding observance were some of the features which enlivened the annual picnic held by Sparta, Wis., chapter of The Milwaukee Road Women's Club for members' families on July 12. The affair attracted a great deal of attention locally, since it was held on the lawn of the depot in full view of passersby.

The costumes worn by the picnickers were a tribute to Mr. and Mrs. Charles

. Shutter, the honored guests, who were married Jan. 1, 1902, and to Mr. Shutter's retirement after 50 years of railroad service. The couple was presented with a purse of money.

Under the supervision of Mrs. Leo Belke, chapter president, and a committee, about 60 people were served a cafeteria supper. There was a fishpond for the children and Mrs. Harry Koss,

Cusrodian Solon Mills, Ill. DRABINOWICZ, KAZIMIERZ

Ex. Gang Laborer. Momence, 111. JINKINS, ROY. 1.

Sec. Laborer. . Park Siding, Mich. MANEY, GEORGE F.

Warehouse Foreman ... Fond du Lac, Wis.

MILWAUKEE TERMINALS & SHOPS

GRAFENAUER, VALENTINE Carpenter .. . Milwaukee, Wis.

KAPKE, ARTHUR G. Conclucror Milwaukee, Wis.

MADDEN, RICHARD V. Laborer. . ..... Milwaukee, Wis.

THOMPSON, JOHN J. Clerk. . . . . ..... Milwaukee, Wis.

ROCKY MOUNTAIN DIVISION

DRAKE, JAMES A. Loco. Engineer Deer Lodge, Mont.

August, 1951

dressed as a gypsy, circulated through the crowd selling her wares. However, the big events of the evening were the Gay Nineties style parade and the mock wedding. Among the outstanding costumes shown were an 1880 dress worn by Mrs. Alva Day, and a blouse, skirt and dress hat many years old worn by Mrs. Jess Cross; also, the old fashioned bathing suit modeled by Mrs. Dean Habel and an umbrella 100 years old carried by Miss Saunders.

The attendants at the mock wedding also wore the garb of the Nineties. Mrs. George Kiefer officiated at the ceremony and Mrs. Koss and Mrs. Peter Hensgen were the principals. The latter, as the

There were many attendants at the mock

McELWAIN, LEE C. Stationary Engineer .... Deer Lodge, Mom.

STRONG, CHARLES R. Asst. Engineer... . . Bune, Mont.

TERRE HAUTE DIVISION

JACKSON, ELMER Sec. Laborer. . Delmar, Ill.

McDONALD JOE C. Laborer. . . . . . . W. Clinton, Ind.

PIPHER, HOMER Crossing Watchman ..... Terre Haute, Ind.

ROOD, HARRY A. Crane Operator. . . . . W. Climon, Ind.

TRANS-MISSOURI DIVISION

ANDERSON, OSCAR A. Ex. Gang laborer. . .... Mcintosh, S. D.

DENSON, FARNHAM 1. Foreman. . . . . .. Miles Ciry, Mom.

RAWLINGS, JOHN J.

bridegroom, was costumed in railroad overalls and carried a railroad lantern. Member's children, also 10 costume, formed the processional.

Mr. and Mrs. Shutter, the honored couple, have lived in Sparta for the past .37 years. They .have three daughters, two grandchildren and three greatgrandchildren. Mr. Shutter entered the service of the Road Oct'. 8, 1898, and has served as assistant trainmaster, yardmaster and conductor. He retired Feb. 27, 1950. Among his prized possessions is a letter from Army headquarters in Washington, D. C, commending his work as yardmaster during World War I in connection with troop movements.

wedding, even a doll buggy holding twins.

Conducror. Miles Cicy, Mom.

TWIN CITY TERMINALS

CLEMENT, PETER Sec. Laborer. . .. Minneapolis, Minn.

LARSEN, NED E. Machine Operawr. .Minneapolis, Minn.

SILSETH, KNUTE A. General Foreman .. So. Minneapolis, Minn.

SUNDIN, LEO F. Ex. Gang Laborer .... Minneapolis, Minn.

WARMUTH, VALENTINE Loco. Carpemer. ..... Minneapolis, Minn.

July, 1951 CHICAGO GENERAL OFFICES

FLECK, FRED H. Ass!. Eng; neer

KEARNES, JAMES E. Asst. Bureau Head .Chicago, Ill.

.Chicago. 111.

21

L. Auchampaugh to Supervise Fullerton Avenue Building Leo Au c ham· paugh, assistant engineer in the office of the auditor of capital expenditures, was made sup e r i n. tendent of the Fullerton Avenue office building in Chicago July 16.

L. AuchampaughHe succeeds the late M. K. Darnell.

Mr. Auchampaugh has been with the Road since 1911, starting in Seattle. He was employed on maintenance and damage surveys, maritime installations and construction at Tacoma Terminals, also location work and surveys for the Bever· ly-Hanford line, until 1917 when he left the railroad for a brief period of service with the Michigan State Highway as assistant chief draftsman. Returning in 1918, he became a special cost analyst and in 1922 transferred to the AFE bureau, where he has since been em

. ployed.

MASON, GEORGE C. Poner . .. '. Chicago, Ill.

SAVIDIS, PERICLES G. Office Engineer ..... Chicago, Ill.

CHICAGO TERMINALS

CHRISTOPULOS, JOHN Secrion Laborer . Bensenville, Ill.

HANLEY, JOHN F. Ex. Gang Laborer . . . . . . .. Chicago, Ill.

KONZ, PETER J. Janitor .. , ... Bensenville, Ill.

SKAWINSKI, FELIX Trucker Chicago, Ill.

COAST DIVISION

SHOOK, NANCY A. Coach Cleaner ... Tacoma, Wash.

DUBUQUE & ILLINOIS DIVISION

BRECKLER, LOUIS Laborer . .. Marquerre, Iowa

CEWE, ELMER L. Crossingman ' .Easr Moline, Ill.

COLLINS, THOMAS Car Inspecror .... Savanna, Ill.

DIAL, CHARLES H. Machinist Helper Otrumwa, Iowa

FIELDS, RAYMOND D. Agenr ' Savanna, Ill.

LINEHAN, JOHN A. Ciry Frr. & Pass. Agt. ... Davenpon, Iowa

LUKE, RENWICK J. Crossing Flagman Dubuque, Iowa

MEYER, FRANK I. Currer . . . . . . Dubuque, Iowa

MOTTET, JOHN R. Loco. Engineer Onumwa, Iowa

SIMPSON, CARL A. Loco. Engineer Orrumwa, Iowa

SLOAN, JOHN Ex. Gang Laborer . I tasca, Ill.

SWINGLEY, CHARLES Box Packer .. . . Savanna, Ill.

HASTINGS & DAKOTA DIVISION DERRICK, CLAUDE G.

Laborer . ,Milbank, S. D, HARNOIS, WILLIAM A.

Sec. Laborer . . . . . , . Bath, S. D. Y AGGY, LUTHER M.

Coal Heaver Brisrol, S. D.

IDAHO DIVISION CORBETT, MICHAEL ].

Ex. Gang Laborer Plummer, Idaho HILL, CLIFFORD D.

Yard Clerk .... Clarkia, Idaho LARSEN, FRANK A.

Loco. Engineer Spokane, Wash. PUGH, RUFUS

Mach. Helper " ... Orhello, Wash. WHITE, CHARLES W.

Loco. Engineer Spokane, Wash.

IOWA DIVISION AKERS, EARL R.

Train Direcror ., .. ,... .. Manilla, Iowa BARR, JOHN A.

Secrion Laborer , Jamaica, Iowa KUYKENDALL, JOHN W.

Loco. Fireman Marion, Iowa LUNDT, JOHN B.

Seerion Laborer ... Gillett Grove, Iowa

IOWA & DAKOTA DIVISION ELTON, GEORGE H .

Agenr·Operator . . Canron, S. D. LEUTENGGER, JACOB

Sec. Laborer . Belvidere, S. D. MARBLE, DELOS R.

Yd. Clerk & Baggageman . ,Spencer, Iowa RADER, J. PAUL

Secrion Foreman .. Clear Lake, Iowa SANQUIST, LAWRENCE A. ,

Agenr Opr. Inwood, Iowa

IOWA & SOUTHERN MINNESOTA DIVISION ABERLE, FRED C.

SeCtion Laborer , ... Flandreau, S, D. ANGUS, FRANK C.

Groundman ... Madison, S. D. BLACKMORE, SYLVAN R.

Agenr Hunrley, Minn. CLOSS, MORSE N.

Ex. Gang laborer . Fairmonr, Minn.

LA CROSSE & RIVER DIVISION BECKER, MAX G.

Extra Gang Laborer ... Hasrings, Minn. HAVEY, JOHN

Clerk : Red Wing, Minn. JAEGER, ARTHUR

Secrion Laborer Necedah, Wis. KEHOE, PETER R.

Flagman Ponage, \,{!is. OPEL, JULIUS A.

Machinisr ... .Tomah, Wis. SERUM, SEVER

Ex. Gang Laborer ... Winona, Minn.

MADISON DIVISION TAYLOR, HENRY

Conductor .... . . Madison, Wis. TUCKER, EDWIN W.

Agent .. '..... Eagle, Wis.

MILWAUKEE DIVISION BEYER, ANNA

Trucker .•.. . Oshkosh, Wis. BEYERS, EMIL A.

loco. Fireman .. . Chicago, Ill.

CLIFTON, ESTLE S. Swirchman . Milwaukee, Wis.

LAMBERT, ADELARD J . O.re Dock Laborer Escanaba, Mich.

SCHRADER, JOHN A. Cusrodian . Rush Lake, Wis.

SCHROEDER. EDWARD F. Crossingman ..... . .... Rockford, III.

MILWAUKEE TERMINALS & SHOPS GLAUB, FRANK M.

Laborer .. Milwaukee, Wis. HOSTERMAN, RAY . Laborer Milwaukee, Wis. KINNE, HIRAM E.

Janitor . Milwaukee, Wis. ROMDENNE, WILLIAM

Loco. Fireman Milwaukee, Wis. SMOLINSKI, FRANK P.

Checker .. Milwaukee, Wis. SUDAR, JOSEPH

Laborer . . ..... Milwaukee, Wis.

OFF LINE & MISCELLANEOUS LUTZ, WILLIAM E.

Disr. Pass. Agenr Philadelphia, Pa.

ROCKY MOUNTAIN DIVISION HAYS, JAMES W.

Secrion Laborer .. Drummond, Monr. KING, LOUIS F.

Laborer ..... . ... Grear Falls, Monr. SPENCER, MARK E.

Agt.·Teleg. . Srraw, Mont.

TERRE HAUTE DIVISION BALLARD, WILLIAM C. ,

Carman Helper ..... Terre Haure, Ind . COLLOM, MOSES A.

Secrion Laborer Danna, Ind. CURRIE, CLIFFORD J. .

Conducror ..... Terre Haute, Ind. GRANDSTAFF, MELVIN H.

Loco. Engineer.. . .... Terre Haute, Ind. HINES, DANIEL

SeCtion Laborer Fairhorn, Ill. McCALLUM, JAMES S.

Ex. Gang Laborer ..... ~ Terre Haute, Ind.

TRANS· MISSOURI DIVISION HAMRE, NELS

Secrion Foreman . Miles Ciry, Monr. JAHN, WILLIAM F.

Carman ..... . .... Miles Ciry, Monr. LINDSAY, MARK

Train Baggageman Mobridge, S. D. TRAFTON, LESLIE E.

Loco. Engineer . . . . Miles Ciry, Mont.

TWIN CITY TERMINALS BENSON, JOHN G.

Car Inspecror ... Minneapolis, Minn. FAWCETT, WILLIAM

Gen. Foreman Minneapolis, Minn. NEESE, ALVAH G.

Roundhouse Foreman .. Minneapolis, Minn. ROARTY, DANIEL E.

Clerk . . . . . ... St. Paul, Minn. SCHMEIDEL, HUGO C.

Ex. Gang Laborer .... Minneapolis, Minn.

Tbe nervous little man, standing wearily by tbe door at tbe station, glanced buniedly at his watcb, grabbed bis bag and "usbed out to tbe station platform.

The elJect on tbe other t"avelers was all tbat could be desired. They also picked up their luggage and burried out tbe door.

Sbortly afterward tbe little man retumed, picked out tbe best seat in tbe station, and sat down to wait tor tbe train, which was not due tor 30 minutes.,

The Milwaukee Road Magazine22 ..

about people ot the railroad

Milwaukee Shops CAR DEPARTMENT-OFFICE AND SHOP

SUPERINTENDENT

Vincent O. Freihoefer, Correspondent

The shops building program is now in rhe process of building 250 covered hoppers.

George 1. Wood, Jr., former carman apprentice here and also former correspondent for rhe Magazine, paid us a visit in July. He is now car foreman ar Sioux Falls. Another visiror was Dick Bauck, former carman apprentice who is now wirh the Rock Island as general. foreman of rhe coach shop.

General Foreman E. H. Poenisch returned to his posirion in July, after being off due ro an operation.

James Rieger returned ro his job as electrician helper on July 30 afrer serving as a PFC ar Camp Atterbury, Ind.

Mosr of rhe employes spent rheir vacations this year carching up on home work. Some of the more fortunate ones, like Welders Clarence Krause and John'Sowle, rried their Juck ar fishing bur rhey gor a little' wer when rheir boar tipped over one night at Lake Denoon.

George Malon, laborer in the somh crane, spent his vacarion at home as he became ill. He is still ill ar rhis wriring.

Thomas Nedin, carman, rerired on July 16 afrer serving 43 years. with rhe Road.

Symparhy is extended ro rhe families of rhe following who passed away during July: Anton Kinder, rerired upholsrerer, died July 10; John Gruetzmacher, rerired carpenter, died July 14; and Emil Schroeder, retired carpenter, died July 21.

Chicago General Offices OFFICE OF AUDITOR OF PASSENGER

ACCOUNTS

Bill Tidd, Correspondent

Dottie May has raken a month's furlough due to ill health.

Clyde Stanley is convalescing very nicely and expecrs to be back to work around Ocr. 1.

Dolores Konieczny is on a furlough because of an operarion.

. Bob Zahnen has been kepr busy larely building a garage for his new Plymourh.

Vacarion Nores: Dolores Check and Marg Yonan Went on a shopping spree in New York Ciry and enjoyed every penny of it. Ev Gunnell rook a rrip ro Vancouver and then down rhe west coast ro Los Angeles. Due ro rhe flood condirions, she had ro fly back from Los Angeles. Hank Korerke and famil