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, an<J the
inscriptions which puzzle the unin
itiated, because they are part of the
rind, are unusually clever. In answer
to inquiry as to the yellow monsters
it was said that the pumpkins came
from a farm on the Hudson adjoining
that of Alton B. Parker, and that they
ranged in weight from 100 to 200
pounds. "About two weeks before they
are harvested,” said a waiter, “the in
scriptions are scratched on the rind,
and in the ripening process the let
ters become raised. Are they edible?
Well, rather! Every giant is con
verted into pies and there are no bad
pumpkin pies.”—New York Tribune.
Alaskan Waterways.
Alaska has 4,000 miles of water
ways navigable for steamers, of which
about 3,000 miles are included in the
Yukon river and its tributaries.
COULD AFFORD TO PASS AWAY
Man of Moderate Meant Did Not In
tend To, But Thought Was
Pleasant.
“I could afford now.’’ said' the man
of moderate means, “to die. What I
piean is that I have now got together
money enough so that if I should die
I could be buried in fairly decent
shape, and that is some satisfaction.
, “Once before I have been fixed that
way, even better fixed. At that time
I could have afforded to be buried in
almost any sort of style, fine casket
if I had wanted it, and that sort of
thing; and they have nowadays, you
know, burial caskets elaborately
carved, that run in price up to $2,000,
$3,000 and more.
“I wouldn’t want one of that sort
anyway. You can buy now, at prices
running from say $200 to $500, cas
kets of oak or mahogany shat are
simple and beautiful, and that’s about
the sort of casket, of mahogany, that
I’d like to be buried in—if 1 w as going
•to be buried.
“I am now so fixed that I. could
stand one of those if I had use for it,
and I suppose I might make sure of
one now by buying it while I have got
the money and having it stored for
me; I have heard of men who did
that, or who at least in their lifetime
indicated the sort of casket In which
they desired to be buried, and to that
I never could see any objection. I
should do that myself if I could.
“Still, though I’ve got the money
now. I don't think I'll lock it up in
that way, for I don’t really expect to
be buried for a long time to come,
and while it is a satisfaction to me
to think that I could afford it now,
yet I am in no hurry about this, for
I find life very pleasant, even though
my means are but modest.”
Ages of Celebrated Actresses.
Lillian Russell is near 48 and Annie
Russel dose to 45. Eleanor Robson,
who may soon be Mrs. August Bel
mont, was graduated from St. Peter’s
academy, Staten Island, in 1897. Nazi*
mova is 30.
Portuguese Proverb.
He that would have the fruit must
climb the tree.
HER CLAIM TO GREATNESS
Woman as Preparer of Food She
Never Enjoys Is Revealed as
True Hero.
It is to me an appalling thought that
practically all the women one en
counters know precisely what they
are going to eat to-night and most of
to-morrow. The burden of that knowl
edge would suffocate me or any man.
Women are only able to support it
because food' in itself does not appeal
to them. A meal to them is not a sur
prise or a delight or an occasion for
self-gratification. It is a domestic
crisis foreseen and prepared for, a
coup deliberately planned, and all the
satisfaction they get out of it is pure
ly managerial. Until a woman is able
to afford a housekeeper her palate
stands no chance, and she is never
able to sit down to table in the proper
spirit of anticipation. Food has no
surprises for her any more than it has
for the professional caterer. Full jus
tice has never been done to feminine
heroism—it is nothing less—in this
matter. Housekeeping is by far the
most difficult of all the professions,
and a woman who is a good house
keeper would, if she were a man, be
a Kitchener or a Carnegie. The dis
tinctive tragedy of her situation is
that while one may assume Lord
Kitchener to be interested in war and
Mr. Carnegie in steel, women have no
interest in iood, which is the pivot of
their household work, and only apply
themselves to its problems because
they are obliged to. The really ef
ficient mistress of a home has thus a
moral claim to greatness above and
beyond that of any masculine achieve
ment.—Harper's Bazar.
Another Myatery Gone.
Sir Oliver Lodge suggests how
house-bells may be set ringing without
any obvious cause. “The l>ell 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/<i/1T CELLS
BUJE
g£0
How Colors Affect the Eye-.
sight cells of your brain, tingling the
hairlike nerves on their way there.
When you look at anything blue the
same thing happens, only the nerve
wire to your brain is a different nerve
wire, for different colors tingle dif
ferent nerve wire lines, just like dif
ferent telephones signal “central'' over
different wires.
The red nerve lines pass through a
part of the brain that contains what
doctors call the cells of hate!
The blue nerve lines go a certain
distance on the red party nerve line,
and then switch onto the sight cells
through a part of the brain that con
tains the cells of love!
So with this in mind you can see
the point made by the French doctor
who says he can stop divorces, cure
family jars, and make happy homes
by changing red furniture and wall pa
per to blue.
For nearly 50 years the men of
science have known something about
the colors’ effect on the brain of man. 1i
The love cells are just below the /
hate cells, and as far back as 30 years
ago Prof. Fowler, the eminent reader
of men’s heads, called the place on
the head where the love cells are the
bump of Amativeness.
Above this bump of amativeness is
the bump of Hate, which ought to be
less prominent on your head' than the
other bump.
Prof. Frederick Starr, a present-day
student of the heads of Indians and i
other strange peoples, found that the |
bump of hate was larger cn an In
dian's skull than on a white man's.
He believes that is why an Indian
never forgets a grudge.
The possibilities of treatment ot
family jars with colored rays are al
most without limit, they say.
Wives, especially, will be interested
in the new discovery. Lots of even
ings a man will come home and scold
his wife, scold the nice supper she has
cooked for him and find fault with ev
erything.
Perhaps it's a red carpet in the
man's office, or a red curtain at home,
or red wall paper, or a red headed
maid in the kitchen!
Hereafter, instead of “painting the
town red,” a man will win honor it
he paints it blue. The way to a
man’s heart after all may be through
a blue glass wiSdow, or a blue silk
dress, rather than through his stom
ach.
In this marvelous discovery science
has again shown one of her most won
derful truths—that it is the little
things that cause trouble in the
world.
Monarch Liked Champagne.
Sparkling champagne was discov
ered in the seventeenth century by a
monk named Perignon, chemist to the
abbey of St. Pierre, Hautvilliers. The
monks kept the secret to themselves
till it was decided to send a present
of a case to Louis XIV. This mon
arch insisted on popularizing the bev
erage, thereby, we believe, justly
earning the title of Louis ie Grand.—•
Exchange.
Better Than Guessing.
To find the weight of a pig with
out weighing it, this is how to pro
ceed: Take a tape or piece of string,
and take the chest measurement,
then the length of the animal from
the shoulder to the tail. Multiply the
chest measurement by itself, then by
the length of the body aud finally by
87.5. The result will give approxi
mately the weight of the animal in
kilograms. Try it ou a live pig.
