THE OMAITA SUNDAY BEE: AVVAL 7. 1P07.
fnauroaaing i niny i ears go onirasieo vviin rresent uay rvemoas
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XTEJINALLY, the life o fthe rail-
rrd man is very much the. same
today bh It ha hrcn fiorn the 1-
Binning, Is how, and Very likely
will be to tne end of time Or-
E
tain features of the routine never vary,
but Bo on und on with each run fiom one
mjcI of the dlvlMon to the other. Hut the
Internal, that H'ase of existence with
which the public !' rot come into con-
tact, how changes that have be-n m iny
and. in mine resct, sweeping. It I only
urni inai tnis snould be o, for the gen-
il biwlnrm'of raid nailing has advanced
uh accumulation, of knowledge and wli-
lnm born of experience, and the men hive
advanced with It. New types of Murine.
new forms of car construction, new de
vices ti.r promoting wifety of trains and
facility of traffic, have brought new condi
tions, and the men, have had to keep up
with the times. Not so very many years
ago but what men still In the business can
recall the time with ease, nothing was
asked of a man when he applied for a place
but that he be ready to go to work when
the caljcr came for him. It was under
stood without asking that he wuld be
ready to risk his life at any time, and that
he depended on his strength and aglUty to
protect his llmba. He took chance dally
that would make the ordinary man's hair
stand on end, and dallied with Death In a
familiar fashion through nil his life. Sooner
or later Death won the game, but that
didn't deter any from trying the business.
It was a life that made men reckless, that
dlvrced them In a large sense from their
fellows and deprived them of many little
things that soften existence. Only hard.
dangerous work was theirs, but It was a
llfe with Its compensations. The work was
such ns called Into the service the bolder
and more venturesome spirits, and the an-
na.1 of railroading teem with talea of the
elf-devoted heroism and quick-witted
adaptability of these forerunners of their
craft. Life and limb at alt times and com-
pany property at other depended on doing
the right thing at the right mutant, and
the man who was called upon to act didn't
have than a week to make up his
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. Knalnemen In Spotlight.
Many discussions have been carried on
by the small boy In his efforts to determine with" a graduated feed, which could be
which end of the' train he wants for his filled at one end of the 'run., and was good
own when he comes to be a man nnd goes for fifty to seventy-five miles of ordinary
to railroading, as ho has fully determined running. I fired for one fellow who was
to do. In favor of the engineer. It Is a crank on the subject and Insisted on my
chiefly alleged that he has a distinct ad- treating the Dreyfus .cup the same as the
V vantage. In that he can see any danger outside oiler. I had to carry a wrench
that Impends on the track, and therefore along to 'open the cup.'and this made It
has the earlier opportunity to seek safety, all the. more unpleasant. Another of. the
The conductor's alleged Immunity from delightful features of tl)e outside oiler was
danger Is scoffed at by these young heroes, that now and then" the engineer would
none of whom would shrink from any ex- forget that the fireman was out there and
posure In line of duty. Whatever the cause, would turn on steam Just as the fireman
the men on the engine have always had opened the cup. Several firemen I knew
the spotlight. To the engineer the poet were badly burned this way, 'and I nar
bas sung and the orator has directed his rowly escaped a dose of It myself on one
most eloquent phrases. Not without reason, occasion. After the Dreyfus cup came the
for these men are of the bravest and best, Inside oiler, wjilch.was merely the outside
as has boon proven on many, an occasion oiler brought Into the cab and connected
when the man at the throttle has given his by pipes running to the valve chest. After
life to save those In his keeping. Ills fulthful the tallow was poured Into the oiler It
companion In all the dangers of the rail, was closed - and steam . admitted, which
the fireman, now and agnln comes In for blew the oil Into the cylinder. The slght
a little of the glory, but always shares, in food oiler Is an outgrowth of this method
the hasard. Those men, probably, have and Is very' nearly perfection for its pur
been more affected by the march of science poses..,.', ,- , ; . - ; ,
as applied to railroading, than any of the ; 5v
others. All that has to do with generating ' Relief, for the . Engine Crew,
steam or applying It to the work' of haul-, : "In .those two regards are the greatest in
Ing the trains haB undergone such change , novations that havooine to the rallef of the
. tflthln a generation' that the engine man firemen, although tho. bigger firebox and
Mrho died Just after the big strike In' 1S77 flues have brought greater heating surface
Would need some one to show him around into, the- boilers and consequent . economy,
if he were taken Into a roundhouse today, although this latter, was the result cf con
It Is not only In slxe that the locomotive slderation -for the-stockholders -rather than
has changed, although Its Increase Is such for the . fireman. The engineer has been
as can only be' understood by those who relieved ' of much of i the responsibility of
have watched Its . growth from the dinky caring .for: his' machine. The machinists'
little thirty-ton "mill" of the day referred work Is doiie by machinists nowadays, and
to the monster hundred and even 150-ton the engineer is not expected to keep up his
machine that pulls the train today. Some engine as he once was. The new airbrake
engines have been constructed that weigh B something "more complicated than the
In the neighborhood of 200 tons, but their old,. but its use makes the handling of the
use has not become general. It seems that heavy' train possiblo, and without any seri
a limit has been very nearly reached ai ous strain on the man who operates It, The
to the weight that will be safely borne by electric headlight Is- anotser Innovation
rails and ties, and It Is doubtful If any tBat mre, tne ngine.r mucn trouble, and
Increase In the slxe of the locomotive Is so does the -metallic packing - Thousands
attempted unless some new and better of men are. running engines who neve.r saw
mothod of track construction can be de- a rinK cf hf,mp pacu an1 wno wouldn't
vlned. know how' to make, a headlight' wick out of
canton flannel . These men are good engl
1 . Memories of Bone Days. neers. too. Getting the work out of the
1 "I love to go down to the yards and Ug em?lne; Bnd dolnfr ,t' economically and
look over the big new engines that are efflcpnuy, u the problem for the engineer
In service nowadays," said an old timer of y ; - -
j whose way of life has been along quieter ', . ' ' '
paths for many years. "I still feel .tne old
Impulse stirring In my veins, but I manage
ta restrain It, and I am content to make
an occasional examination of . the loco
motives. I have tried to keep posted on
the development of the Iron horse through
reading technical magaxlnes, and have fol-
lowed fairly closely all the great changes
that have been made as well as the details
and minor points that would escape any
bat the professional railroad man. When
J climb up on one of these new engines
and look over the conveniences, . planned
not so much for the comfort of the men
as for the economical operation of the
machine, my mind goes back Irresistibly
to the day when I was a fireman. Thirty
years ago I climbed on the footboard of
a locomotive ana inrrw my urisi biiuvviiui
of coal Into the firebox.
"That engine had a firebox fifty-six
inches long by forty wide, swung between
the front and back axles. The back springs
came up Into tho cab. Nowadays ' the
standard slxe for the firebox is 106 inches
long by sixty wide, and It rides over at
least one driving axle, while the springs
re all far below the cab floor. The In
jector was Just being debated then. It was
being uin-d in an experlmentai . way to
fed niutlonary boilers, and a few months
i after I begun firing It was put on a few
of the locomotives to see what it. could do.
It was a nucccss when the engine was
standing, but no one dreamed of 'running
by an injector, on one engine I fired a
JSuthan & Dreyfus injector worked with
SUi'li succt
cess that it could occasionally
'd 1' the engine was running
be started
lowly on a straight, sniootn piece of track.
I recall very well when I made this dis
covery and told the engineer, lie wouldn't
believe it till be had sen It working.
At the roundhouse the announcement was
-received with a scornful boot, but within
Jl tliroo years most -of those fellows who
looked on inc as a monumental liar were
running enelnr on which the pump had
been discarded, and the Injectors InsiHlled.
Told Walrr 1 auiit a Terror.
'That cold water pump was a heart
breaker for the fireman, us well as a
ouue of trouble fur the engineer. The
cartlets runner could cause his fireman
11 sui ts of grief. Iiefore the water glass
Was Installed, the engineer was apt to let
the watr trt toe low in the boiler. All of
a sudjfu he would try his cocks and fln-1
scant showing at the lower gauge. . Then
he would tuin the pump wlje open, and
each revolution of the wheels sent a Jet
of cold water Into the butler right on the
flues. This sent the steam back with a
i rush, for the fireman had twen careful
1 with his fire not to have too great a pies
' sure. It meant hustle for him to hold any
steam at all, and generally several miles
would be covered before be had the pointer
back up to the mark, lty this time the
boilers would be full, and the pump shut
' off, and then It would be the siune thing
k Ol'1 ' HK-lt'l In tt.i.fe tlm. ( th r.-..
ular practice to pump the boiler as full
as it. .would, hold. on -spproaching a hill,
and thrn ohut oft the pump until well over
the grade. At mnn n It wns niwured that
the grade would be surmounted, the left
hand pump would In. put On. as well a the
engineer on the right hand sidf. and by
the time st-nm wan glint' off the holler
would tie, Wcll filled with water again,
Sometimes the engineer would forget that
the pump wss nn and would (ill the holler
too full. TMs would nlwnys delight the
fireman, fpr It pimply meant that he would
have to. cleap the engine from end to end.
'I'll get a wafer gauze on the smokestack
for 'ynil,'" wan the customary comment for
the fireman on such occasion. The injec
tor lias solved nil thse (llfTioultles. for the
water la .now under the fireman's control,
and he has diie notice alwayi when he la
bout to replenish the boiler supply. The
water is sent Into the boiler (it almost the
boiling point, too, and Is delivered at mich
a spot aslvis the least effect on .the steam
ing; of'the boiler. ...
Olltngr.the Valves Thirty Years Ago.
"The' sight-feed oiler Is another great
Innovation. When I went to firing the
Dreyfus cups were being experimented
with., but had not yet been generally
adopted. -Outside oilers were still In use
on most of' the engines. These were a cup
on the top' of the valve chest, so arranged
as to be craned or closed readily by hand.
When the engineer Shut off .stenm It Was
the duty of the fireman to grab a tallow
pot off the boiler head and skate out over
the tunning .board to ,the front end, where
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nnrdB , ppen:ng the bilprs. pouring a gob
of taUow down Into the cylinder and clos-
lng the oiler.' In good weather this wasn't
bod; but when the weather was stormy
or co)d it was anything but a pleasant
proposition.' Every now and then lima
nreman lost his hold and ell off. This
never happened to me, but I d!d drop sev-
eral tallow pots and a.lantern or twoas a
result of being shaken around on the front
end. In cold weather two trips were nee-
apv n'jia''rule.'"f6r'a" tallow Dot 'would'
freeze up by the time one valve was oiled,
. ...
an1 me fireman naa to return to tne caD
for a second.'. The Dreyfus cup brought' the
first , relief from this; this was a . big oil
cun. holding about 'two' pounds of tallow.
Rmi, thf Fireman's Helleht.. .
, "The disappearance of the brass orna
mentation from the englnea- was jk. great
boon to the fireman., Once It was deemed
artistic at least to put brass on wherever
it might be applied, and to polish whatever
of Iron" work was not concealed by brass.
I fired' for thirteen moruhs on a passenger
run of "ISO miles a'dky an -engine of the
Mason type .that was literally covered with
brass. , -Outside I had to. clean two domes,
a sand box and a bell, the sand box cover
and the .w-Jilntle, the flagBtaffs. the rim of
the headlight stand, the handrail and its
stanohlona on each side of the engine, the
check valve, caps and Ave brass bands
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OLD PTTT.R op REAR PLATFORM
LINE TRAIN.
above the running board. Below the run
ning hoard I had to olon two cylinders
and valve chests, two pumps, two feed
pipes, two oil cups, tho rims of the driving
wheel mudguards, the rim of the running
board, the rim of the number plate and
the numbers, and five brass bands on the
Jacket. Then the rtHfia Iron Jacket nnd tho
gold-leafed paint work took ns much care
as the brass, and the smoke arch arid
smoke stark had to be cared for with a '
mixture of bulled oil nnd beeswax, applied
with care by means of a hempen swab.
Inside the cnb I had to go over two heater
cocks something unknown nowadays two
water glass cocks, four gauge cocks, one
gauge cock dripper, nn air brake throttle-,
a blower throttle, a hell rln;;er throttle and :
an injector throttle; the pipes from all
these aa far as they were exposed; the
bracket on which the steam gauge and air
gauge were fastened; the cab gong; the
three-way valve for the air brake; the
torch and Its bracket; the squirt cans; the
Bteam gauge lamps, and the water gautre
lamp, and a few llttlo ornaments addd
by vanity. This was all the brass, but
the throttle lever nnd quadrant and the
reverse lever and quadrant were of polished
steel and required as much attention as
did the brass, while the bollerhead Itself
was a place where you might work alwaya
With a scraper, swiped ono day from a
monkey wrench machinist when he wasn't
looking, and with emery paper of several
degrees of fineness, usually obtnlned ns was
jthe scraper, the bollerhead was attacked
and scraped and papered and rubbed until
it shone like the rest of the Interior, When
all the brass nnd Ironwork was cleaned
the windows and woodwork remained, nnd
these had to be kept shining, too. The
quickest time I ever remember of making
In cleaning the outside brass on that engine
was four hours, while It took about five
hours us a rule to clean the Inside. In
ordinary weather the outside brass had to
be clewned nt least twice a week, while
the Inside brass would run about a week.
The pay for this was nothing. The fireman
was rated according to tire looks of his
engine, and If he didn't keep It shining ho
was not regarded as much of a fireman.
Ask a fireman nowadays to put In fifteen
or twenty hours a week working to keep
an old scrapheup' looking neat and see what
he will say to you.
Difference In Sle.
"In the day I am speaking of the en
gines weighed around thlrty-fivo tons, with
cylinders of fourteen, fifteen or sixtccn-lnch
bore and twenty-four inch stroke. Now the
engine weighs up as high as 200 tons, and
tho cylinders are twenty-two, twenty-four
or twenty-six inch bore with thirty to
thlrty-plx Inch stroke. All this tells in
the load hauled. Some of the trains we
used to haul didn't weigh as much as a
modern locomotive.
Comfort . for Trainmen.
"Air brakes, patent couplers, block sig
nals and the like have worked as much
change In the life of the conductor and
brakeman as the advance in locomotive
practice has In the existence of the en-glnemt-n.
llandbraking would render Im
possible the loads hauled now. It would
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END CAR ON A BRANCH
NEW STYLE
LIMITivD.
tako- a brtikeman on top of each car, and
half an hour's notice to bring one of the
tremendous freight trains of today to a
ftop after it had gotten under good head-
way. The'brakeman's life has been reduced
to one of Inglorious ease compared to what
his -predecessor of thirty of even twenty
years ago bad to do. Coupling now Is
merely a matter of Vuroplng 'he d-rs to
gether. Thrn It was n caso of being quick
and wure, and . occasionally contributing u
finger or a. hand; sometimes a foot or leg
went .aleuig, and often e.nough a life. When
a freight train was getting near a station
In the oldon time, the hind man sighted
a' familiar landmark, and climbed out of
tho cupola window on top of the train, and
took up the slack by setting the first brake.
Presently the long hoot from the engine
announced that the town was right ahead,
nnd If a stop was to be made the head man
also got out on top and the pair began to
set brakes.
' Coming; to n Stop.
'"Weather, conditions made no difference,
and the shack was expected to mount the
hurricane deck no matter how, hnrd the
wind or how wet or Icy the running board
might be. Sometime, when the Bldewalk
Is covered 'with Ice, you try running half
a block on It. The .think what It would
be If the walk was 6nly twenty Inches wldo,
and 'that It was cut Into sections about '
thirty feet long, and that each section was
heaving and tossing in a different dlre-c-tlon,
and that between'each of these sec
tions yawned a chasm-of about three feet,
where death In Its most hideous form
awaited for the man who made a misstep,
and that you had to stop at each of these
chasms and twist a brake tight, with all
the chances of a chain breaking or a wheel
coming off, or something similar, and then
repeating the operation from dark till dawn
at uncertain-Intervals through the longest
of winter nights, and you will have a faint
notion of one phase of an old time brake-
man's life. Only one phase, though.-
Other Things n Bpikrmtn Did. ' '
"Besides setting brakes to hold or stop
trains, tho brakeman had to make coup
lings, pull pins, open switches and do a
varied lot of stunts that required strength,
agility and cool daring. For example, when
a train was coming to a station where it
was to take a 'siding 'head In' Is the tech
nlcal term the hind brakeman checked the
speed of the train as It neared the switch,
while; the front brakeman Jumped off the
engine and raced ahead that he might
open, the swltqh In time to let the train
run In without stopping. This sounds sim
ple enough, but It required much skill ns
well as speed, and at times It became very
difficult. I recall one place where we used
to have to head In for a short stretch of
double track on a .hill. To 'open the gate"
there was a trick that tried the mettle of
the .best brakeman, and the misses were
numerous. When one did occur tho head
man usually heard much concerning his
breeding, Including his ancestry for sev
eral generations back, not to speak of com
ment on his personal qualifications and
the likelihood of his becoming president of
the road "or something of that sort. It
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OF PLATFORM END CAR OF TIIE OVERLAND
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always made the engineer feel so good to
have to hack his train half a train length,
uphill to accommodate a slow-footed brake
man. Then, when the train had gone
through the side track and out at the
other end, it was tho business of the head
man to hold the tr-iln back while the hind
man closed the switch. This meant a nice
little race for the man behind, for he was
expected to drop off the way car nnd shut
the gate and then overtake the train. It
was a fifty-yard dash, at least, for him.
with a fair handicap to overcome.
"When it came to making couplings the
men were on an equal footing. No matter
how careful the engineer In handling the
cars, accidents were numerous enough,
and even the most careful got pinched now
and then. As a rule, the link was placed
in the drav.bar of the car that was stand
ing, while the pin was balanced at the
edge of the hole In the niovlnpr drawbar.
At the psychological moment tho link was
tipped up with one hunt nnd the pin top
pled over by tho other, while the man
who was In between sprang out to escape
being carried along with the cars. All
these stunts kept the brakman's muscles
In a state of high development, und When
he wasn't engaged et these he was run
ning up or down the ladders, hanging on
the ends or something else. Of course,
darkness Increased the dangers, but It
didn't lessen the necessity, for railroads
run around the clock.
Conductor Xnt Kxemnt.
"The mere fact that a man had gotten
far enough along to be mude a conductor
didn't exempt him from all the work, not
by a good deal, and he was expected to
twist brakes, make couplings and take his
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UNION TACIFIC WAYCAR A TYPE OF TIIE MODERN
full share In the work of handling tho
trains, lie was responsible also for Its
movements, and for the cure of the cars
making up his train. He still has the train
records to keep, listing of waybills, car
reports, switch lists and tho rike, but his
office Is one of more comfort today than it
used to be. The air brake lins done away
with moBt of the hard work for tho train
crow, and the automatic couplers have re-
moved most of the danger. Switches still
have to be opened nnd shut, but are lroked
after under much better conditions than
formerly, while the block signal system
has reduced tho danger of colllslcn to
minimum. Long hours are still the r,ule,
but they are spent under conditions that
render them more nearly endurable. It Is
still required that tho brakeman b: clear
headed and nimble footed, but he wears
more of lils own fingers than he used to,
while the conductor has n chance to ae-
quite tho rotundity cf nn alderman without
endangering hiu usefulness
to tho coin-
pany.
In Passenger Service.
"All the changes that have affected the
freight service have also iifforted the pas
senger service. Trains are heavier now
than they uoed to bo, nnd run faster, but
the engines are bigger nnd the tracks nre
better. On some roads a train agent has
been Introduced to relieve the conductor of
the responsibility of looking after the fares
as well as tho movement of the train. On
other lines the conductor has to collect
fares as well as train orders. The front
brakeman Btill retains his title, but the
rear brakeman has become a flagman, and
is stationed at the rear of the train always
with hla fligs, lanterns, fuses and tor
pedoes. The train porter looks after the
Striving to Impose Penalties on Single Blessedness
rv n-nn W1WKV of St Iula is
preparing a lilil il icing a poll tax
3 I of SHI :l vear on all unmarried
mule citizens of sound mind over
twenty-live years for the benefit
of the state road fund. The state hud such
a statute fer several year after admitted
to the union. The tax was 1 a year.
The present bill will not apply to widowers.
The Illinois legislature will hot at this
session paws a bill to tax bachelors. It
might have done so had not Representative
Tony C-rmak of Chicago lost his nerve.
Mr. Cermak drafted u measure to put an
annual levy of i-" on every male of more
than years, but after framing up things
with the speaker to have It reforred to a
favorable committee he weakened.
The bachelors of Texan are aroused over
the prospect of the legislature imposing u
tax upon them. A bill with this in view
has been Introduced in the house by E. C.
Lively of Irving. He h:i.s canvassed tho
sentiment in house and senate, and ho says
the bill will be passed by a large majority.
It levies a tax of $5 a year upon every
bachelor between 1.5 and 30, und 110 between
30 and 4.
A bill was prepared for Introduction in
the Minnesota legislature Imposing a tax
on baehtlon--, but it met with strong pro
test, and whs not presented for the r'-ason
that bachelors of the northwest are only
too anxious to marry, und young women
are at a premium.
A UH will be Introduced In the Iowa leg
islature within the next few days taxing
bachelors. It Is the result of concerted ef
fort bf women of the state ut the Old
Maids' and Old H-k helors' convention at
Forest City last summer. 1'nder the pro
posed m-aimre bachelors past 40 will be
assessed S-S a year und over 4o at 130. The
money will lie used to found a home for
fallen women. No bachelor may be taxed
whose Income Is not over 11.00 yiarly. His
ago must be sworn before a notary. The
assessment will continue until the bachelor
marries or reaches the age of 5S. The
fircumble of the bill declares unmarried
men sro a menace to society; that the
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III3 ORDERS TO RUN.
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passengers' needs, the brakemnn and flag
man attend exclusively to tho business of
getting the train over the road, und tlds
is enough to occupy them.
"The vestibule on tho passenger coaches
has brought with it much relief for con
ductor and brakemen, as It protects thent
from the terrific rusih of air between tho
cars that used to make it almost Impossible
to get from coach to coach under the old
conditions. The platforms and couplings
are In keeping with this, and tho steam
heatlng and electric or gas lighting plants
have nlao added to tho comfort of the train
men as well as tho travelers. Some of the
old-fashioned platforms are Btill In use on
bra-h line couches, although the patent
couplers are universal, or nearly so, today..
"With all the improvements hus come a
demand for greater exertion on part of the
men. Each Is required to do mote In a way
than used to be asked. Tho bigger trains
and faft runs have added to the nerve
dtraln us well ns to the responsibility, and
while the work of the trainman Is free from
much of the discomfort, tho hardship and
tho real danger of thirty years ago, It Is
still a service In which men find ample
scope for the exercise of all their wit and
strength. I have found nn easier way to
serve my fellow man, and I am glad of It.
I know the fascination of the service, and
I also know its reverse side. When I turn
In my warm bed at nicht It Is with no
dread of tho caller's visit, and when I sit
down to a meal with my family I am
thankful that I am not feeding from a
lunch bucket or at a depot counter. The
odor of hot grease and coal gas Is as
grateful to me as It ever was. but other
considerations enable me to keep away
from tho railroad except when I have to
travel."
morals cf the largi r cities ore degenerating
owing to them.
Delegate Victor Obertlng of Indiana
failed to procure advanced salaries for
teachers, hut proposed to tax bachelors to.
pay teach' rs' salaries. His bill was re
ferred to a committee, nnd ho asked to be
heard.
"It is not good for mnn to live alone
and if he does he ought to have to pay
for It," said Mr. Obertlng. addressing the
commltt'-o yesterday afternoon. His plan
Is to require unmarried men between Z5
nnd 30 to pay i'l.'J) u year Into the school
fund. Bachelors between 30 and So, he
thought, should pay $t a year, and those
between 35 and 45. $3. His bill provides
a tax of 17 a year for confirmed bachelors.
This petition Is on exhibition at the Mas
sachusetts state house:
"To t he tlreat and General Court of
Massachusetts We. the unmarried indies
of the town of Wakefield, petition your
honorable body for a law levying a tax
upon bachelors, said tax to he graduated as
follows: From 30 to 'A years, $0; from 35 to
30 years, $10; from 30 to 3.) year. tl5; from
35 to 40 years, jn; over 40 years, chloroform
In large doses. Anil your petitioners further
represent that bachelors are a fungus
growth on the ship of society, impending
its progress, and are of no earthly use ex
cept as pallbearers. Therefore, li It
"Resolved, That we. the unmarried
ladles of Wakefield, are not udvoeatlrg this
law because we are single. That concerns
us the least. If you don't bellev it, ask
us and see. We are women of taste, and
if we could vote we believe bachelors would
be scarce art lei- among us."
Not Overly Liberal
Nobody supioed that the little 4-year-old
had ever paid any attention to the con
versation of the family concerning church
matters, but she hud.
"Flossie," said the caller, "won't you
come and sit on my knee?"
"No, thank you," answered Flossie. "Mr.
Plnshem, aren't you going to glvn more
than U for the support of the gutpW this
yearT"
rrrr. -A . .. ; '
