OARING SECOND BASEMAN OF THE CHICAGO CUBS. Johnny Evers has pulled off some sensational stunts since he has been a aiember of the former champions of :he world, the Chicago National league • team, but few of them were more stir ring than his steal of home in the Srst of the city championship games oetween the Cubs and White Sox. ‘Big Ed” Walsh was pitching for the Sox and Evers politely told him in ad vance that he intended to steal home. When Walsh wound up, Evers started for the plate. Walsh saw the Cubs’ second sacker dashing homeward and threw to Sullivan. The throw was wide and Evers is shown In the pic ture hitting the plate feet first. The final score was 4 to 0, and the Cubs didn’t need such daring work on Evers’ part, but the man from Troy wanted to show that be could do it. and did. GREATEST SEaSC-j IN HISTORY OF BASEBALL Total of 7,978,108 Persons Saw the Games—American League Again Outdraws Its Rival. The 1909 season was the most sue cessful the National and American leagues ever have known. A grand total of 7,978,108 persons witnessed the combined games of the two leagues. These figures are taken carefully from each individual city and after every game. The American league agair outdraw the National by 103,048, the grand total of the American being 3,740,570, while the National drew 3,637,538. In only three seasons since tbe American expanded east has the National out drawn it. this being 1908. 1903 and 1901. Both leagues increased their figures over last season, the American gain ing 129,204, while the National showed an increase of 2,550. The close race up to-the last few days had consider able to do with the large increase in the American, while Pittsburg led by h comfortable margin the major part of the National’s season. The New York Nationals again car ! ried off the individual honors, drawing | a total of 783,700. although they fell | off more than 100,000 from the season j before. Their average per game was I 12,439. The Athletics of Philadelphia,! with their mammoth new stands, fin ished second with a total of 674,915, drawing an average of 10,545 to a game. The Boston Americans were third with 668,965, and the Chicago Nationals fourth with 633,480. The Athletics of Philadelphia had a banner year and broke all records for the Quaker City, drawing 219,853 more persons than in 1908 and 49,334 more than In 1907, their previous banner year. The Phillies, of whom much was expected, proved a great disap pointment. which materially affected their attendance, and they fell off 117,483 from 1908. Four cities in the American, Philadelphia, Detroit, New York and Boston, and four in the Na tional, Cincinnati, Pittsburg, SL Louis and Brooklyn, showed an increase, while Chicago. St. Louis. Cleveland and Washington in the American and New York. Philadelphia, Chicago and Boston in the National showed a de crease. . As a road team Manager Hughey Jennings' Detroit team had every other dnb beaten, drawing a grand total of 685,538. or an average of 9,093 to a game. HiLDRiTH LEADS WINNERS Westerner’s Horses Have Taken More Than $153,000 in Purses in the East. S. C. Hildreth leads the list of win ning horse owners in the east with more than $153,Q00 to his credit. Hildreth has won the largest amount of money with Joe Madden, who leads all earners with $49,905 to his credit. Next in the Hildreth barn comes King James with $38,235, standing third on the list. These colts were purchased by Hildreth from John E. Madden Hildreth’s next good winner is Fitz Herbert, believed by many to be the greatest racing tool of the year. He stands fifth on the list with $29,582 won. Firestone and Fayette are the others which have added to Hildreth’s earpings materially. The former has a total of $9,055 won. but all of It did not go to Hildreth, as he only pur chased tbb son of Royal Flush a short time ago. James R. Keene gives credit to Sweep and Hilarious for most of his year's earnings. The former picked up $41,323, being the winner of the Futur ity, which boosted his standing. He is a son ot Ben Brush-Pink Domino. Hilarious is a son of Voter-Harpsi chord and has won $36,585. IN THE BASEBALL WORLD National League.Pittsburg American league. Detroit American association.Louisville Eastern league.Rochester Central league.Wheeling Ohio State league.Lima Ohio and Penn, league.Akron Blue Grass league.Winchester Penn.-W. Va. league.Uniontown South Atlantic league. .Chattanooga Southern league.Atlanta Minny league.Duluth New England league.Worcester Virginia State league.Roanoke Texas league.Houston Tri-State league.Lancaster Carolina league.Greensboro Eastern Carolina.WTlson Connecticut league.Hartford Western league.Des Moines Western association.Enid Wisconsin-Illinols .Madison Southern Michigan .Saginaw West. Canada league..Medicine Hat West. N. Caro, league. Waynesville Cent. N. Carolina league. Ellsworth New York State.Wilkesbarre Three 1 league.Rock Island Central association.Burlington Lake Shore league.Kenosha Arkansas league.Jonesboro •Northwestern league.Seattle •Coast league .San Francisco •Califorinia State league.Fresnc •Season not yeti closed: probable winners. '"'HARLEY TAFT TO BE BOXER President's Son Will Take Lessons from Jimmy Walsh, a Boston Pugilist. Charley Taft, the youngest son of ! the president, will, in all probability, i take lessons in boxing the coming win ter from Jimmy Walsh, a Boston boxer. Just when and where Jimmy will im- ! part his knowledge of boxing to his pupil could not be ascertained, but it j is thought that this will not be decid ed upon till after the president re turns from his swing around the country. Charley now is attending school in a town in Connecticut. Jimmy Walsh declined to be inter viewed on the matter. From a relia ble source, however, it was learned that the matter of obtaining Walsh’s services first was taken up by the president in Washington a few days before the last congress adjourned, the Boston boy having been highly recommended as one who could am ply fill the bill. __ MAROONS’ LEFT TACKLE Herman Ehrhorn has been doing good work for the University of Chi cago team this season. The second touchdown in the Maroons' game with Indiana resulted from a 45-yard sprint to the goal line which he made. Can Not Escape Taxation. Every day fresh instances are com ing to light of how strenuous efforts are being made in Germany to evade various forms of the new and heavy taxation. The imperial postal authori ties tried to escape the new taxes on gas mantles and electric globes by getting In a huge stock in advance of the day from which the altered legis lation came into force. The brewers In their spite against the government bare attempted to charge the public with a thousand per cent increase in excess of the true Increase, hoping thereby that the public would turn and rend the legislators. Instead of which the public has either quietly reduced Its expenditure on alcohol or boycot ted the saloons of notorious offenders. The German cafetiers, too, have be gun to raise the price of a cup of cof fee by a cent in order to recoup them selves for an increase in taxation to the extent of & quarter of a cent and have met with the same' fate at the .hands of the consumer. Enormous Amount of Money Spent On American Railroads Dwarfs Huge Sum World*s Powers Pour Out on Armament — HE news traveled fast— from railroad board rooms to Wall street banks, and the floor of the stock ex change, and then across the ocean to the money markets of Europe. It ran on to roll ing mills and blast furnaces on the Monongahela and the Allegheny, to car shops and locomotive works, to coal mines and coke ovens, to the iron ranges of Minnesota, and the forests of the Sierras. There were lighted the fires of the idle blast furnaces, from the Alleghen ies to Lake Michigan—beacon fires signaling the return of prosperity. The purse of the railroads, closed since tbe panic, had been opened again, and the country was glad. No intricate compilations of dry statistics are needed to understand the big part the railroads play in the American industrial drama. Their wealth—in lands, roadways, buildings, equipment, and securities—is as great as that of all the wealth of the south ern states, or the combined wealth of Belgium, Holland and Switzerland. One dollar in every eight of the wealth of this country is railroad prop erty: The railroads’ outlay next year for labor and materials and the pay ment of taxes, interest and dividends will be a sum as great as all the money in the country. The bills for labor and materials alone will far ex ceed all the money raised by taxation —national, state, county and town. Europe is groaning under her ter rific burden preparing for war. But the enormous cost of the armed peace of Europe is dwarfed by our railroad expenditures. What traveler thinks of the cost of the wooden ties? But, in the "fat” year before the panic, our railroads spent more on ties than England and Germany together spent in building fighting ships. Our steel rail bill next year will equal the com bined naval budgets of Russia and France. The smoke trailing from the stacks of our locomotives will evidence the burning up of more wealth than all the naval powers—England, Ger many, France, Russia, Japan and the United States—will spend on war ships. The German war lord's expenditures on an army that threatens the peace of Europe will be exceeded next year by the money our railroads will spend buying new freight cars and keeping the old ones in repair. Our locomo tives will cost more than the British army. The military establishment of F’rance will cost less than our track repairs. On bridges and culverts we will spend as much as will Italy on her army. All the money spent on the army of the czar would not pay for the steel the Steel corporation will make for the railroads. The huge out lay the railroads will make this com ing year-for new materials will equal the combined cost of the military and naval establishments of all Europe. In the "fat year" before the panic one combination of eastern lines bought $30,000,000 worth of cars and locomotives, $12,000,000 worth of ties and rails, and spent $30,000,000 In track improvements. They have spent $300,000,000 in improvements * in the past ten years—a sum greater than the entire capital stock of any single railroad in America, two only ex cepted. In the west the big spenders for the past ten years have been the Harri man lines. "Mad Harriman" they called him because he spent $30,000, 000 improving properties that his pre decessors had let go to ruin. Harri man gave more orders—big orders—to rail mills, bridge works, car shops, lo comotive works and lumber mills than any other man who ever crossed the Mississippi to run railroads. Here, then, are three American rail roads whose expenditures for improve ments in the past ten years foot up $1,000,000,000. A billion dollars—how much is that? With that money you could build a railroad girdling the earth. Railroad buying follows the tide of prosperity. Every great boom in this country has been marked by enormous railroad expenditures, and the great Industrial and financial crises have been the aftermaths of these booms. The first big waves of prosperity were marked by the building of new rail roads; the latter ones by railroad re construction. The ebb and flow of prosperity In this country is like the tide in the Bay of Fundy—greater than anywhere else GIANT INDUSTRY [jEjudwit The wealth of American railroads equal's the total wealth of all the southern states, or Belgium, Holland and Switzerland combined. More money will be spent in 1910 In this country on cross-ties than England and Germany will spend on warships. More wealth in coal will be consumed in locomotives than the world’s naval powers will spend on warships—England, France, Ger many, Russia, Japan and the United States. The locomotives will cost more than the maintenance of the Eng lish army. The cars will cost more than the maintenance of the German army. New materials—mostly from the steel mills—will cost the railroads more than all Europe will spend on armies and navies. The railroads will take one-third the product ef the steel mills. The coal bill nearly equals all the dividends. Car and locomotive repairs equal the bondholders’ returns. in the world. The country never runs along on even keel. The railroads, the arteries of commerce are highly sen sitive to the ups and downs of trade, because they carry nearly everything the country produces, from producer to consumer. In boom times the pro duction of the country rapidly in creases, and the demand for transpor tation increases accordingly. Railroad gross earnings mount to record fig ures, and with them profits. To carry the growing tonnage big outlays must be made for new tracks, cars and loco motives. and for enlarging the capacity of the tracks and equipment already in use. The greater part of the hundreds of millions of dollars spent in recent years has been devoted, not to new mileage, but to increasing the ton nage capacity of the lines built years ago. Hundred-pound rails, hundred ton locomotives, and 50-ton cars have replaced 60-pound rails, 50-ton locomo tives. and 25-ton cars. It is in the west that most of the mileage has been built. This extension and improvement of the railroads in boom times are paid for partly from surplus profits and the rest from new capital. Heavy out lays are accelerated in boom times by the ease with which new capital may be raised in the world’s money 1 markets. The big profits make rail road investments attractive, and, as ' everything else in the country is ma king money and searching for a place to put it at work, new railroad se curities find a ready sale. The rail road purse, therefore, in boom times, is doubly stuffed—by receipts from big earnings and new capital from in vestors. Money is spent lavishly. N But the tables are turned in periods of panic and depression. The country produces less, trade slackens, and the demand for the product the railroads have to sell—transportation—declines. “Car famines" are quickly followed by miles of “idle cars” on the sidings Earnings fall away, surplus profits dis appear. The railroads, having more transportation for sale than the mar ket demands, have no need for big outlays to produce more transporta tion. They could not spend much mon ey, anyway, because of their declin ing profits and the disappearance of the investment demand for their se curities. So, as the railroad purse in boom times is doubly stuffed, in pe riods of depression it is doubly deplet ed—by the cutting down of profits and the withdrawal of new capital. Hence the rigid economy of “lean” years. When economy is forced on the rail roads, money is saved along the line of least resistance. Taxes must be paid; the failure to meet Interest charges means bankruptcy; the con tinuance of dividends at the regular rate is the salvation of credit The first saving is made by stop ping improvement work out of sur plus earnings; then the current ex penditures for materials for the main tenance of way and equipment are cut down, and along with this economy goes the pruning of the cost of labor —the biggest item of railroad expense. It is interesting to note, in attempt ing to realize the magnitude of these outlays, that the 500,000 owners of American railroad securities, from the Rockefellers and Morgans and Harri mans down to the little one-share in vestors. all received in dividends but a little more than was spent on coal to be fed to the locomotives; that all the bondholders, spread over Europe and America, received no more than was spent on the upkeep of rolling stock, and that the heavy taxes but slightly exceeded the cost of wooden ties. “Steel is either prince or pauper,” said Carnegie—and it’s railroad buy ing that turns the wheel of fortune in the industry. The railroads are the foundation of the steel trade, for they buy more than a third of all the prod ucts that are made from the ore of American iron ranges. When the rail roads stopped buying in the “silent panic” of 1903, the steel business dwindled to the pauper stage, and the shares of the new steel trust tumbled from $55 to $8. Again, when the panic of 1907 closed the railroad purse, gloom spread over the Alleghenies, and steel shares col lapsed a second time. Late last win ter, when all up and down the Alle heny and Monongahela valleys blast furnaces were cold and dark, Pittsburg was in the doldrums because the rail roads didn’t buy. Prices were slashed, and the gloom spread to Wall street Steel shares sold at $41. Weeks went by, and then the news came across the mountains. “The railroads are buy ing.” Now there is hardly an idle blast furnace to be seen in the valleys, for the big spenders—the railroads— are pouring in orders. And Pittsburg is beginning to complain that the re bound is too sudden and the pace too swift. Some conception of the relation be tween the railroad business and the steel industry is had by taking an in ventory of some of the visible railroad property made from iron and steel— the rails and rolling stock, the re newal of which is the foundation of the steel industry. The rolling stock consists of 2,250,000 freight cars, 50, 000 passenger cars and 65.0C0 locomo tives. The locomotives art worth an average of $12,000each; the passenger cars, $6,000; and the freight cars $1,000—giving an aggregate value of rolling stock of more than $3,900,000, 000. The rails now laid—35,000,000 tons—cost about $1,000,000,000, so that rails and rolling stock represent up ward of $4,000,000,000. This four billions' worth of steel made products wears out rapidly un der our heavy American traffic. Age adds no luster to the materials of in dustry on this side of the water. Over in England, when a locomotive gets along in middle life, they begin to tie ribbons on her, like a pet cow, and proudly keep count of her mileage from year to year. This is nice for the locomotive, but hard on the steel mills and locomotive works. Over here, to-day’s giant of the rails is to morrow’s candidate for the scrap heap. To keep rails and equipment up to the American standard of use costs upward of $400,000,900 a year, while Cars Alone Cost More Them the Huge German Army One-Third of the Product of Our Steel Mills Used additional equipment and new rail mileage is now costing around $300. 000,000 a year—that is. we have now reached the point of putting $700,000, 000 a year—as much as the whole cost of running the government—into rails, cars and locomotives. These are the big items of railroad steel consump tion. Steel bridges, structural steel for buildings and block signals and other structures, steel tools and machinery, and all the countless minor products of iron and steel used on the railroads add, perhaps, $200,000,000 more. Here, then, we find the railroads now on a prosperity consumption basis of $900,000,000 worth of steel products a year. Small wonder that the news. "The railroads are buying,” vitalized the steel Industry this summer and lifted the cloud of gloom from Pitts burg. Steel is a prince again; six months ago it was a pauper—or thought it was. What the closing of the railroad purse meant to the steel industry in the year following the panic a! 1907 Is strikingly shown In the slump in the output of rails and equipment. The rail mills In 1906 rolled 4,000,000 tons, sold for $112,000,000; the car shops in 1907 turned out 290,000 cars, wor th up ward of $300,000,000; the locomotive works output was 7,500 locomotives, bringing in something like $90,000,000 —all told, $500,000,000. Last year the output fell away to 1,900,000 tons of rails, $53,000,000; 76,000 cars, $80,000, 000, and 2,300 locomotives, $27,000',000 —in all, $160,000,000, showing a loss in business to these three branches of the steel industry of $340,000,000. One need go no further than the re ports of the big works to see the hav oc that was wrought in the steel trade by the closing of the railroad purse. The Steel Corporations’ sales were $766,000,000 in 1907 and $482,000,000 in 1908, a loss of $284,000,000. The American Locomotive Company’s gross fell from $50,000,000 to $19,000, 000. One of the car works reported, a decline in Income from $36,000,000 to $8,000,000. The car builders were the worst sufferers, for the railroads al ways stop buying cars when traffic de clines. In the dull times after the bank panic the idle cars on American railroad sidings would have made ten solid strings across the country. Railroad buying to-day Is enormous, but men like Hill of the Great North ern. and Brown of the New York Cen tral, predict that the railroad purse is small compared with what it will be. Hill says that the railroads haven’t grown as fast as the country, and that we ought to build them twice as fast as we are now. Five billions of new capital ought to be put into railroads in five years, he thinks. Brown be lieves that seven and a half billions in 15 years is a conservative estimate. But this is too low a figure. We are now on a half billion a year basis for new railroad capital. Four billions of new capital has been put into Ameri can railroads since the panic of '93, and half these years have been “lean” years. One great Industry that ts Just be ginning to feel the stimulus of rail road buying, and that is likely soon to be revolutionized by an era of new construction, is the copper industry Copper to-day is waiting for the rail roads to open their purses in electrical reconstruction like that now in prog ress on the New York Central and the New Haven. Copper will boom as never before in its spectacular career when the news comes that "The rail roads are buying.” The Goodly Pumpkin Pie. The annual display of pumpkins in front of a downtown restaurant i3 larger than usual this year, anell wire# collect atmospheric electricity, by in duction or otherwise, which the walls are Insufficiently conducting to carry off freely; consequently the bells get charged, are attracted to a neighbor ing wall or pipe, and released sudden ly by a spark. This little lateral jerk rings the bell.” This, he nays, may explain a phenomenon often attrib uted to less familiar causes. EFFECT OF MBS ' Red' Makes You Angry, Blue is Soothing. Paris Medical Experts Claim to Have Found * Cure for Divorce as Re sult of Experiments with Colors. Paris. — Medical experts of the French capital have found the latest cure for divorce. It is a result of ex periments in colors made by eminent medical men* who declare that red wall paper, red clothes and red glass windows make persons angry. Blue, on the other hand, is soothing to the nerves of excited and “touchy" hus bands and wives. A Paris husband who had been hav ing trouble with his wife consulted one of these experts as a last chance before seeing a lawyer. The doctor visited the man’s office and saw a bril liant crimson carpet on the floor. A large oil painting, the prevailing tone of which was red, hung on the wall. At the home he found red wall pa per. red curtains and red furniture. “Red," said the doctor, “excites your temper and your wife’s too. Try some other color. Put blue wall paper in the house and throw away every red piece of furniture you have." The husband obeyed the doctor's orders and since then there has been no trouble in that family. You remember the old crusade over blue spectacles? Everybody wore them once. They were thought to hold a wonderful power to ease pain, toothache and other troubles. The principle was the same that is being used in Paris now, but the doc tors of 30 years ago had not quite solved the secret of the effect of bluo light on the human brain. They were going it blindly—just > like the farmer who put green goggles on his cow and fed her shavings. But now science has found the real reason for the effect of red and blue on people’s overworked minds. There's a quality in the red and blue rays that doctors call an actinic . quality. \ vVhen you look at anything bright red, the red rays of light quicker than t*' the mind can conceive, travel to the S/