Newspaper Page Text
TILE ARGUS, THURSDAY, O VEMBEIl 13, 1902.
M'CASKIilN & M'CASKRIN,
Attorneys at Law.
Rock Island and Milan. Bock Is
land 'office in Bengston Block. Slilan
office on Main street.
II. C. Connelly. B. D. Connelly.
CONNELLY & CONNELLY
Attorneys at Law.
Office 17194 Second
JACKSON, HURST & STAFFORD,
Attorneys at Law.
Office in Bock
W. L. Ludolph. Robert E, Reynolds.
LUDOLPH fc REYNOLDS,
Attorneys at Law.
Money to loan. ' General legal busi
ness. Notary public. 1705 Second
avenue, Buford block.
E. D. Sweeney. C. L. Walker.
SWEENEY & WALKER,
Attorneys and Counsellors at Law.
Office In Bengston block.
C. J. Searle. C. B. Marshall.
SEARLE & MARSHALL,
Money to loan on good real estate
security. Mitchell & Lynde block.
Rock Island, Illinois.
M'ENIRY 4 M'ENIRY,
Attorneys at Law.
Loan money on good security,
make collections. References, Mitch
ell & Lynde, bankers. Office, Mitchell
& Lynde buildings
JAMES F. MURPHY,
Attorney at Law.
A dainty little Desk, made of
richly polished birch, finished ma
hogany color; 2G Inches wide and 16
inches deep; has one lone; drawer.
curved lees and a number of nle-
I eon holes. A bargain at our No
vember Sale. Tn r o
Price 0)0.0 U
Office room, 12,
Mitchell A Lynde
WILLIAM M. WALKER,
Money to loan. General legal busi
ness. Notary public. Real estate,
insurance. 1714 Second avenue.
DR. CORA EMERY REED,
Special attention to diseases of
women and children, also diseases of
eye, ear, nose and throat. Office
hours 9:30 to 12 a. m.. 1 to 4 p. m.
321 Sixteenth street. Rock Island.,
N. M. MOORE, M. D.
Honrs 10:00 to 11:00 a, m., 2:00 to
4:00 and after 7:00 p. m.
" DOCTOR OSTROM,
Occulist and Aurist.
Entire attention given to eye, ear,
nose and throat. Hours, 9 to 12 a. m.,
1 to 5 p. m.; Sunday, 9 to 11. Thone
5054. New Illinois theatre, corner
Sixteenth street and Second avenue.
CITIES SHOULD UNITE
' Improvement of the
TO SEOUBE pbqpeb appeopeiation
Cheap Transportation Subject
MaJ. Townsend'i Address at
Qntncy ' Convention.
Whenever the railroad or steamboat
finds that someone is underbidding it,
down goes the rate.
Railroad a Factor.
"The railroad has been the prime
factor in the reduction of freight
rates in this country. Its first great
function was the reduction of steum
boat rates to reasonable limits.
Railroads then assailed one another
and their rate wars have been of in
estimable value to the community.
Attacking the pocketbooks of stock
holders, they have compelled those
economies to which I have just al
luded, which have reacted with great
benefit to themselves. But after all
the rivalry, shrewd railway managers
have discovered that there is a com
munity of interest that puts a limit
on competition, but as yet there is no
community of interest when u steam-
The upper Mississippi river im
provement convention, which opened
yesterday at Quincy, brought 200
men from the cities along the river boat enters into the question
from St. Louis to Minneapolis with
the idea of uniting on a general plan
for the preservation and improve
ment of the Mississippi from head
waters to its inaction with the Mis
A committee composed of one mem
ber from each of the 21 cities along
This picture shows one of a hun
dred Parlor and Bedroom Tables
that are "marked down." It is oak,
with lSxlS-inch top. beautifully
grained. Has four turned legs and
square lower shelf. Regular price
$1.50. November ff f
Sale Price 3 I I U
Special in Crockery
A Handsome Decorated Lamp,
with Rochester Burner, 24 In. high.
November Sale mn -y r-
Price CZ.f 0
& Carpet Co.
J. T. TAYLOR,
Office hours 8:30 to 12 m., 1:30 to
5:00 p. m. 219 Eighteenth street.
Opposite Union office. Telephone
Architect and Superintendent.
Skinner block, second floor. Office
hours, 10 to 12 a. m., 4 to 5:30 p. m
5YI mc. zvzxirfx,
3 est rjn c v an tl 2Yt ; x he v of
gucnittfl ami cceUoxi
locli gslmxa, 11.
Winter Tourists' Rates
HENEY GAETJE, Prop.
Cut Fowers and Designs of all
kinds. City store, 1S07 Second avenue.
SAWED BUILDING STONE,
ASHLAR AND TRIMMINGS
For cheapness, durability and
beauty excelled by none. This
- stone does not wash or color
the wall with alkili, etc
Plana sent us for estimates
will receive careful attention
and be returned promptly at
. Quarries 12 miles from Rock
Island on the C, B. & Q. R. R.
Trains Nos. 5 and 10 will stop
and let visitors off and ou.
BRIDGE STONE, CORN CRIB
BLOCKS AND FOUNDATION '
STONE, ANY SlZE DESIRED.
Sample of stone and photos
of buildings can be seen at
Room No. 12, Mitchell A
Lynde's building. Address:
ARTOUR BURRALL, Manager.
Rock Island or Colona, 1IL
AND ALL INLAND
Gulf Coa.st Points
Commencing Oct. 15, 1002, and con
tinuing until April 30, 1003, tickets
will be on sale from all points on the
"BIO FOUR ROUTE," good for return
passage until May 31, 1903.
TAKE ADVANTAGE OF THE LOW
RATES AND LONG RETURN
For full information and particu
lars as to rates, tickets, limits, etc.,
call on agents "Gig Four Route," or
address the undersigned.
WARREN J. LYNCH,
Gen'l Pass. & Ticket Agt.
W, P. DEPPE,
Asst. O. P. & T. Agt.
ALLEN M. NYE, T. P. A., Peoria, 111.
VS.OAWDT C Jt,TM.M,Wri O If
nltii" ll' I nil I I III nihil
Genuine stamped C C C Never soli !a bulk.
Beware of the dealer who tries to sell
"semethin? lost us good."
YJ VTTr For Drur
For Drunkenness and
'lease write us.
D WIGHT. ILL
the river had a long session with
111 11c Ii discussion, and. after advancing
ideas for a concerted scheme of river
improvement, referred the details to
a suli-committee of five.
At the afternoon session addresses
were made by Lyman E. Cooley, of
Chicago; Congressman Prince, of II
linois; Congressman Lloyd, of Missou
ri, and Congressman Hedge, of Iowa.
The consensus of legislative opin
mn was that if the cities and states
alone the river coulu unite upon a di
rect and comprehensive plan for river
improvement free from local jealous
ies" or schemes, proper appropria
lions from congress could be secured
1 lie cluef address of the evening
session was given by Maj. ('. Mcl,
lownsend. of this citv. engineer' 111
charge of the improvement of tli'
uptier Mississippi. Maj. Townsend
said in part:
Think Money Squandered.
"The impression very generally pre
vails that money appropria teel for
our western rivers is money squan
dered. This idea has entered into t lie
minds of congressmen and permeates
the committee on river and harbors
It has born fruit in the abandonment
of the project for the improvement
of the Missouri river nn;l diminished
appropriations for our own river. It
therefore behooves those interested
in the river commerce to be up and
After alluding to the advantages of
watertransportationover that on land
and noting some of the elements of
cost that apply to both methods. Hit
"The halcyon days of steaniboating
were not days of cheap transporta
tion. hen a steamboat could pay
lor the cost of construction 111 a
round t rip, it was most decidedly tin1
consumer that paid the freight, but
he did not seriously omect. as he was
till more favorably situated than his
competitor with animal transporta
on. Hut woe to the community that
is at the mercy of a combination of
steamboat owners at the present day
Other combinations, the so-called
trusts, seek to make their profits by
reducing the cost of production, but
the steamboat men of our western
rivers have most lavishly frittered
away their mutual advantages and
would charge the cost to the com
munity if they had the opportunity.
The railroads, shrewdly managed.
have pursued an opposite course:
They have constantly sought to re
duce the -ost of transportation by
m proving1 their roadbeds, reducing
grades and eliminating curves. By in
creasing the size of the cars and the
weight of the locomotives they have
reduced by one-half the cost of train
crew per ton-mile, and have develop
ed their terminal facilities to the
greatest amount practicable. But the
railway magnate, like the steamboat
owner, is mortal. His object in mnk
inc these improvements has been to
benefit his own pocketbook, and he freight rates through the northwest-
does not voluntarily reduce f reiirht I crn portion of the state of Wisconsin
rates tr cnrrffsnnnfl with th. Imnrnvo- I and in anuthprn Illinois. The Ohio
ments he makes. He has to be forced J river produces a similar effect on the
to make such reductions bv outside I Chicasro 40c rate, and the Missouri
influences, and this brines us to the I river on the 60c St. Louis rate, while
ever a line of steamboats can be es
tablished, the railroads' community
of interest dictates as low a rate as
will absorb the great mass of busi
ness. "The United States government in
its improvement of rivers is not work
ing to benefit certain steamboat lines,
nor to injure certain railroads. Its
object is to obtain cheap transporta
tion for the coiuuiur.it ies living on the
waterways. To you and me it makes
no difference whether the railroad or
the steamboat carries our freight.
provided it does the work cheaply
ln fact, experience has shown that
the railroad is preferred, all other
things being equal, on account of the
quickness of delivery. The value of
a river improvement should not be
measured by the number of boats
that navigate it, but by the freight
charges that the people along its
banks have to pay. If the railroad re
duces its rates so that the shipper
prefers to send his commodities by
rail rather thr.11 by water, it is sad for
the stenmboat owner, but the rest of
the community are beneficiaries
Klver anil Freight Kates
Let us apply this test to the Mis
sissippi river: What effect does the
river produce upon the freight rates'.1
n investigating this question 1 am
perfectly aware that 1 am entering
upon a very complicated subject.
What with the '(ieneral Classifica
tion," the 'Western Classification,'
the 'Illinois Classification and the
Southern Classification, with com
modity rates an;l class rates, with
carload lots and less than carload
lots, the railroads have created a con
fusion that it takes nn Expert to un
ravel. Things too are not always
what they seem: the published rates
and the rates charged favored ship
pers do not always correspond. But
by asuining that the shipper is a
plain, ordinary citizen without in
fluence, that he desires to ship a
tandard article of first class freight.
in small quantities, the problem be
comes more simplified. It is also the
most unfavorable comparison that
can ne made lor nvers, as that class
or freight rarely seeks water transportation.
"The two markets that particular
ly interest the people along the Mis
sissippi river, are the Chicago and the
St. Louis and East St. Louis markets,
and I have prepared a map showing
the published railway first class
freight rates from these cities to lo
calities in the central states."
Flic map showed cities in the up
per Mississippi river valley, with lines
about indicating the distance at
which given freight rates obtain, be
ing calculated to show the effect up,n
railroad rates of water competition.
It was accompanied by a table pre
pared with the same object in
view. After explaining both, Maj.
"The published first class rates from
Quincy to St. Louis, a distance by
rail of 1711 miles, is the same as that
from St. Louis to a point '.ICj miles
south, or from Chicago to a point
miles west. Between Burlington and
St.. Louis, 222 miles by rail, is the
me rate as from St. Louis 61 miles
south, or from Chicago 111 miles west.
First class freight does not, however.
usually seek a water route, and if the
Hurlington shipper happens to be a
manufacturer who handles plow
shares or stove castings in carload
lots, he will be as favorably located
as if he resided in a town 32 miles
. . a a . flit j 1 -
soul 11 of it. and win nave me same
freight rate as the town 5G miles west
of Chicago has to that city. It is evi
dent from the map and tables that
the Mississippi river has materially
affected freight rates to St. Louis,
but what is still more surprising is its
nfluence on Chicago rates.
The St. Louis railroads have been
cutting rates to meet river competi
tion, and the Chicago roads have to
follow their example or the commerce
of the river towns will go to St.
Louis. The long and short haul reg
ulations of the interstate commerce
commission compel the establishment
of as low rates to intermediate points,
r.isd the Mississippi river has pro
duced a marked effect on Chicago
THAT HUNTiriG TRIP
Incidents of the President's Jour
ney to the Sunny
GREETING OF SCHOOL CHILDREN
Way to Mississippi.
Memphis. Tenn., Nov. 13. The spe
cial train bearing President Roosevelt
and party arrived here at 9:35. After
a brief stop the train left for .Mississippi.
The train did not run into the sta
tion, stopping at the yarns wnue tne
engines were changed.
The president s train made a pleas
ant trip through Ohio and Kentucky
as wen as 1 ennessee.
A Pretty Incident.
At Tiinway, si sniali place went of
Dennison. O.. the school children lined
up 011 either side of a large United
States flag and waved their handker
chiefs. The president stepped out on
th rear platform and waved his bat
in response to the demonstration of the
little ones. .t Columbus he changed
trains and before leaving the first train
he shook hands with the engineer and
fireman. Neither at Columbus ncr
Cincinnati was there any speaking, but
he held quite a reception at his car
window. At Louisville the president
was greeted ly the mayor, a reception
committee, jroinineiit citizens and
Spanish war veterans. He only stopped
V ; ")Bi-
which was used in olden days to curs a cough or cold, is the most
cancerous kind of treatment. It opens the pores and very often
ine patient when exposed after the sweating contracts pneumonia
.lull's Gough Syrup
will cure thorough and cold and heal the throat and
limps without leaving any bad al'ter-eifects or danger of
contracting pneumonia or consumption, lie sure vou
get DK. BULL'S, with the "Bull's Head"' on t ho package,
offered by unreliable deairrs. Thcv contain dangerous
dnijrs and are injurious to the system. N'o substitute
ia "just as pood" an Or. Bull's Cough Syrup. At all
druggists, a large bottle for 25 cunts.
SMALL DOSE. PLEASANT TO TAKE.
essential element of cheap transpor
tation as far as the shipper is con
cerned. The elements I have men
tioned affect materially the dividends
of the stockholders of the rail of
steamboat lines, but active compe
tition between carriers is the controll
ing factor in reducing freight rates
to the shipper.
Hased on any theory of cost of
transportation, any tariff schedule
of either railroad or boat is a glaring
absurdity, but based on theory that
the rate is as great as the business
will pay the schedule becomes logical.
the eastern rates of both cities with
in the Influence of the Ohio river and
great lakes show marked reduction.
This lateral influence of a river on
transportation is of more alvantage
to a community at large than its ef
fect on rates along its line of flow,
ns the latter is confined to the towns
immediately along its banks, while
the former extends over large areas
Work Done by Government-
'If it were not for the work done
on the Mississippi river by the general
government, the Des Moines rapids
and the Uock Island Tapids would t
dav be impassible at low stages; sand
bars and snags would exist as bad a
thev are in the Missouri river, rnd
the history of its steamboat navijja
tion would have followed that of th
Missouri, and would have becom
practically a thing of the past.
I have calleo attention to the in
herent natural advantages that the
waterway possesses for cheap trans'
portation. No matter what advance
the railroads may make, the steam
boat has but to imitate them to re
tain the ascendency. If the railway
engineer places a compound engine on
his locomotive, the steamship can
have the quadruple expansion engine
If the railroad diminishes the relative
dead weight by increasing the size of
cars, by increasing the size of steam
boats, the same end can be acconi
plisheil. and that is precisely what is
taking place today everywhere cx
cent on our western rivers. While we
have remained satisiied with th
steamboat of -i( years ng: and mad
Jew improvements. the world lias
been moving. On the ocean and great
lakes the improvements in the marine
engine have far outstripped those of
the locomotives. The steamship built
as late as 1S!H) cannot compete with
the one built in 1900. The steam
ship of IS'.M) expends 10 potinos of
coal to carry one ton of freight 1(
miles, while the steamship of 11)00 ex
pends but 4 pounds. The terminal
facilities of the boats navigating the
lakes are such as to enable them t
load and unload at approximately one
tenth the cost per ton that is expend
ed for a river boat.
'But if without keeping pace with
the progress of the day the Missis
sippi river steamboat has given you
cheaper transportation than your
neighbors off the river possess, by the
application of modern methods still
greater benefits could be derived. If
for example, the boat could be navi
gated with an expenditure of one-
half the fuel, the owrter could afford
to charge n still lower 'life, which the
railroad would have to meet in some
manner or loose more of its trade
But to obtain the benefits of modern
invention it is necessary that the ini
provement of our river keep pace
with modern progress. A river with
six inches of water would float the
Indian canoe; one foot was ample for
the bateau of the voyageur, but it
will not do for the modern steamboat.
It demands as much water as it can
get, and its economies are proportion
al to its displacement.
What Is Wanted-
"The project of improving the river
is exceedingly moderate. to get a
navigable depth of 42 feet at extreme
low water, to be ultimately increased
to 0 feet. This 4-foot channel would
permit boats to move at least double
the' amount of freight at low water
that they now carrj-. 10 make this
improvement would cost about $25.-
000 per mile less than is expended in
constructing an ordinary single track
railroad. The amount appropriated
by the last river- and harbor bill for
the present year was $400,000, from
which $75,000 was allotted to local
purposes, leaving $325,000, or $500 per
mile to be expended on the improve
ment of the river bed. With this
amount it is necessary to maintain
the structures alrealy built, as well
as to continue the improvement. As
the work progresses this cost of
maintenance constantly increases. A
railroad annually expends about $1,-
000 per mile for maintenance 01 way
alone. The railroads on the banks
of the Mississippi have largely exceed
ed that mount during the last few
. : 4
years. 1 ne river engineer ia ri-vicu
to maintain ami develop nis waterway
for one-half Ihe amount the railroad
en,"ineer is anoweu ir mcminnm.!... r
alone. The river engineer s progress
under such conditions must netes
sarily be slow, and the time remote
when railroads will be subject to in-
Whatever fuel is most Economical, most conve
nient to your house, ran be.used In a Round Oak
Furnace chunks of wood," soft coal, hard coal,
coke anything that Are will consume. What
ever you put iu It will plve most heat, because
Hound Oak Furnaces waste 110 fuel; burn all the
fuel, ihe gases, cud most of the mnoke; keep fire
rz hours with wood, 'ii hours with coal. The
Is solidly constructed and is airtight (the
furnace), and in
reason a hlc lu
price. All of the
heat goes into Hie
house no waste
through flues out
sldethe catons, chim
ney or iu cellar.
If yoii want n ftimaep,
write for Hie ltouml Oak
Furna hook full of
fuel fads. litntH on fur
Dace regulation, etc
P. D. BECKWITH,
Downciar, M irb.
Maker of Berivith'x J?mind
Oak. the most famouM
tun In Ute worltL
Kohm4 Oak Ftartitttea arc for aalc la
Round Oak Firaimi
with outer c&aiut,' removed.
iT.ilnfnT Int. .Till
11. K. CASTE EL,
t 9. .w. . -T- ,y. 1 t, .t i.l. .1
L. D. MUDGE, II. B. SIMMON,
Vice President. Cashier X
Central Trust and Savings Bank
ROCK ISLAND, ILL.
INCORPORATED UNDEK STATE LAW.
Capital Stock. IOO.OOO- Three-and-a-half IVr Cent Interest I'ald on Itortoatta
'. Estates and property of a'l kinds are managed by this depart
ment, which is kept entirely separate from the banking business of
the company. We act as executor of and trustee under Wills, Ad
ministrator, Guardian and Conservator of Estates.
Receiver and assignee of insolvent estates. General financial
agent for non-residents, women, invalids and others.
Brewed from carefully selected barley and hops never permitted to
leave the brewery nntil properly aged.
in 1 wimruM mm nu 1
MONEY. MONEY. MONEY.
We advance liberal amounts on all articles of value. We also have
some jrreat bargains in unredeemed goods. Greater New York Loan Dank,
320 Twrntieth street. 'Phone Ct3 brown.
Wholesal TWr 5n PIT11K WINES AKD LIQUOIIS. T
WAUKESHA AND COLFAX MINERAL $
Manufacturer of WINTER'S CELEBRATED BITTERS.
1616-1618 Third Avenue, Kock Island, IU. J
creased competition from steamboats
on the .Mississippi river.
Klrat Officers Klcetrt.
A permanent organization was ef
fected as follows:
of St. Paul.
from Wisconsin -
Lon Uryson, of
Mavor John Espy,
John C. Ibirns, La Crosse.
Vice President from Missouri
saac 11. .Mason, t. l.ouis.
Vice President from Illinois-r-C. II.
Vice President from Iowa Thomas
. Wilkinson. Hurlington.
Secretary L. li. Boswell, Quincy.
Davenport, Iowa, was selected as
he place for holding the next annual
onvention, the time to be fixed by
the executive committee.
Ice Cream. 1
Place your order with us and ret
the purest and richest ice cream in
the tri-citiea. Thone West 1241. Tri
City Milk & Butter company. Hock
E H. Guyer, Attorney.
State ot mtnota, I
Rock Island County, 1
In the Circuit Court of said county. In chan
cery. Foreclosure. No. 5093
Rock Island Mutual Build'ner Loan & SavlDgi
Je's Jessea and Anna Jessen.
Notice !s hereby given tbat by virtue of a
decree of saia Court, entered in the above en
titled cause, on the il day of Osto
ber A. IX, 1902, I shall, on Saturday, tbe
1 wenty ninth day of November, A. D., W02,
at tbe hour of two o'clock In the after
noon, at the north doT of th" Court House,
in the City of Kock Island, in said County
of Hock Inland, to satisfy said dece'. sell at
public vendue to tne dike eat oiaucr iur
caxh In band, that certain parcel of land
situate 1-j the County of Kock lsiano, ana
Mtate of Illinois, Jrnown and aescrioea as
Hetrtcnlo on the east H e "f Forty-fonrth
stiee . in tbe city 01 noca isi&ca, t a point
elkht hundred and ninety x (rfe6) feet north
of tne north U'e of E yhteenth avenue (nth
avenue) in 'said rlty: tbence ran east, one
hundred and twenty i20) fee: tierce nortn
fortv-three 13) feet: tfcence west to the east
line of raid Forty fourth stree ; thence soutn
a'onff the sast line or saia street to the place
of beginning: being a prt of h southeast
quarter (4) of toe ncrtbwest quarter rH) of
unction No six (6) hi toDr-bip (so. seventeen
(IT) nurh range No. one (1) west of tne
fourth P M
Dated at Moline 1 linois, this lourth day of
November, A. li , 1903.
w. j. EiiTaiKijr.
Mater In Chancery. Rock bland County, m.
E. H Gctib, Complainant's Solicitor.