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J L Tht Baniwll Peoples—Barawtll 8. €. Thmday, DtmAtr^U #• £jtiaxA/t out STREAMLINES BRING OUT CROWDS TO WATCH THE TRAINS ROAR BY By WILLIAM C. UTLEY W E HAD just finished dinner in a home in one of Chicago*s north shore suburbs. We settled back, lighted our ciga rettes. There was that temporary after-dinner lull when I could read the minds of my host and hostess with ease. They were thinking, "Well, now that dinner’s over, what are we going to do to entertain him?” I was wondering the same thing. The sun had not yet sunk in the west and there was a long evening ahead of us. My hostess hail an idea. “Let’s ^ drive Bill out to see the Hiawatha,” she said. “Swell!” replied the man of the house. “But grab your hats, we’ll have to hurry! And we have five miles to go!” “What time does it begin?” I asked. “Begin?” Both were plainly puz zled at my question. “Yes,” I said. “I assume it’s a pageant or something of the sort.” “Oh, no,” she explained. “It’s one of those new railroad trains? We thought you might like to ride out and see it go by.” “House Is Packed.” I was too polite to ask aloud if it were true that people in this won derful year of 1936 still gathered at the stations to see a train go by. I simply went along, resignedly. I remember wondering if anyone would catch me at it and josh me about having a stiff neck from look ing at the tall buildings. I got the surprise of my life. This was out in the country, but the rails were lined with little groups of peo ple as far as the eye could reach in either direction. They were all eager, intent, out for a good time, as if they had been coming to watch a parade or a circus. A century ago the crowds that gathered to watch the first railroad trains could not have been much more excited. It was contagious. When the mur mur of the crowds, heralding the approach of the train, reached us, the hair bristled on the back of my neck like a bull pup's. In the twin kling of an eye the Hiawatha, like a long, slim serpent with the speed of light was upon and past us,' a swift red and orange streak that created a chill wind in the wake of its roar, depressing the tall grass and making dead leaves and cin ders leap momentarily to life for many feet on either side of the right-of-way. The spectators were all waving their hats ano cheering, and I swear that I cheered louder than any. We all went home happy that we had seen a good show. The amazing thing is that this little scene is being re-enacted in hundreds of places throughout the United States, wherever the stream liners run. Crowds like that which watched the Hiawatha are also thrilling to the sight of the Mark Twain Zephyr, the Mercury, the Su per Chief, the Sunset Limited, the Argonaut, the Green Diamond, the roads. A thousand petty annoy ances and a few serious ones are being ironed out. Even rates are being streamlined, and now you can often travel for two cents a mile or less. There are remaining only a handful of extra fare trains. Typical of the streamliners is the Mark Twain Zephyr, a long tube of stainless steel which weighs not vation of this city on wheels. An Innovation in Trains. New types of berths have been created for these trains. They have sliding aluminum panels which op erate like roll-top desks and allow the traveler certain privacy. The upper berths have windows, and some of them even have running water. What these trains stand for in the streamlined design trend, the Chal lenger, which runs between Chicago and Los Angeles, stands for with respect to streamlined service. Thip train is the brainchild not of any engineer or designer, but of the people who ride the railroads. The vice president of the road hired a woman. Miss Avis Lobdell, to ride all the trains on a large western system, interview passengers and Above: Serving meals from a loaek* lined trains. At top of page: The ballet-like one of the newest streamliners. eart on one of the new stream- so ef the City ef Denver, much more than a standard Pull man car. ^t does not have cars, but is completely articulated, that is to say, it is all in one piece. Only the varying decorations of the different sections of the train allow the passenger to know when he is passing from one “unit” to another. Diaphragm vestibules al low the train to “bend” around the curves. Riding on Robber. Interiors are light and gay in ap pearance, pastel shades displacing the customary reds and greens of the old-time trains. Baggage racks are gone and grips are stored out of sight. Specially treated windows will not frost or steam to obstruct the view. Complete air condition ing, doubly important on trains that are traveling at high speed, makes every breath of air purer and fresher than if you breathed it out in the woods. Rubber-cushioned The Twentieth Century Limited, probably the world’s most famous train, is now pulled by a streamlined locomotive. Inset: England’s streamliners look more weird than our own; this one, built at Swindon, is called the King Henry VIII. Columbine, the Mountain Blue-Bird, the Abraham Lincoln, the Royal Blue, the Ak-Sar-Ben and others. The -Twentieth Century and the Broadway limiteds are now partly streamlined. It’s Fun to Travel. This is the age of speed, and the railroads with their streamliners 'Ire beginning to live up to it. New York to Chicago in 16ft hours, Chi cago to Los Angeles in 39ft hours; Washington to New York in 4 hours; Denver to Chicago in 16 hours. Trains fly along regularly at 90 miles an hour, sometimes hit it up to 115 or 120. " What is important is that stream lining has come to be the symbol of a great awakening of virtually all the roads to the dawn of a new day of service and accommodation which is already revolutionizing passenger travel. New little attentions arc being upon the customers of the wheels make it possible to ride with the greatest of ease at 100 miles an hour and more. Radios provide entertainment and keep the passenger in touch with the world. Stewardesses look after his com fort. There are three “cars” beside the power unit on the Mark Twain. Trains like the City of San Fran cisco and the City af Portland, de signed for longer runs, may have ten or twelve. On these trains, decorations and sections are planned to make the passenger’s trip enjoyable over longer periods. The City of Den ver, for instance, has a “room” that is a reproduction of a frontier tavern shack of the period shortly after the Civil war. Walls and ceil ings of rough white pine board, lighting fixtures that accurately simulate old kerosene lanterns, rough log furniture and spikes to hang your hats on make an inno- flnd out what they wanted on train. The suggestions were in corporated in the Challenger, which carries travelers on a limited sched ule for about 1ft cents a mile, and is always packed. Some persons said that the coot of meals in the diners was too high, and some even disliked having to go from their coach into the diner because they might meet friends who were traveling first class. As a result, there Is only one class on the Challenger—everybody’s class Stainless steel lunch wagons are operated through the aisles, serving b r **kfasta for a quarter, luncheons for 30 cents and dinner for 35 cents. Prices are just as low in the two diners. Porters Refuse Tips. Many other things on trains had annoyed some of the passengers— the petty charges for drinking cups, towels and pillows; the fact that there was usually no one to help day-coach travelers with their lug gage unless they engaged a redcap, and many of them could not af ford that;* the straight-backed seats became broken-back seats on a long ride; the lights were left burning throughout the night and trainmen were constantly disturbing the sleep of passengers by calling out the stations. On the new train there are adjust able reclining seats and pillows are provided free. So are towels and drinking cups. Every car carries a colored porter who takes care of the baggage, giving it to a redcap on the platform wt the station. Nei ther of'them is ^rmitted to take a tip. Lights in the coaches are put out at 10 o’clock, but little blue and ambpr lights are left to guide pas sengers and keep them from trip ping; there are tiny individual lamps for those who want to read. Passengers who must get off in the night are told individually—no sta tions are called.' Another nuisance was done away with when the rule was established that tickets were to be collected only once during the 2,300-mile ride. Stewardesses Make Hit. But perhaps the greatest innova tion of all in this remarkable train is its stewardess—the first in the history of railroading. A registered nurse, this pleasant young woman is able to give first aid, is invalu able in looking after old or infirm persons. She takes care of chil dren, too, when they are traveling alone, or when their parents wish to leave them for a little while. The Challenger has two cars re served for women. The stewardess keeps the key to these cars, lock ing them at night to keep out stroll ers; even the train crews must have permission from her to walk through them. This busy young lady looks after babies that cry during the night She even keeps a baby’s bottle warmer and a milk cooler in each car. This is what the railroads are doing—and finding out that it pays. The people Idve it Is it any won der they are going down to the tracks to watch the trains go by again? • W( UNCOMMON AMERICANS By Elmo Scott Watson • Western Newspaper Union First War Correspondent r\ N THE monument which they erected over his grave are in scribed these words: “He was a po et, journalist, author, and farmer- eminent in all.” Yet this does less than justice to the career of George Wilkins Kendall. A native of New Hampshire, Ken dall became a L printei at an early age and followed his trade in many cities. He was in New York in 1833 vhen an outbreak of the dreaded cholera caused him to take ship for New Orleans. There he entered the employ of a paper called the True American, and while working there conceived the idea of a new daily newspaper which, should fol low the policies that had made the New York Sun and Philadelphia Ledger so successful. Taking into partnership Francis A. Lumsden, a fellow employee, Kendall launched the New Orleans Picayune in January. 1837. He was only twenty-eight at the time and his resources were small. But he was such an enterprising editor that the Picayune soon became one of the best known papers in the country.. At the outbreak of the War with Mexico in 1848, New Orleans be came the chief outfitting point for the American forces. It was also the natural center of communica tion between the armies in the field and Washington. Ker dall was quick to see the journalistic opportunity which this offered. He organized a system of relays of horses and rid ers between Mexico and New Or leans and of fast boats between New Orleans and Baltimore. Then he accompanied the armies of Scott and Taylor and began sending back vivid first-hand accounts of their battles, frequently writing his dis patches while cannon roaied and bullets whistled around him. Kendall supplied the government with its first knowledge ol the bat tle of Buena Vista and it was again this enterprising journalist who in formed Washington that the treaty of peace had been sigt.ed. He came out of the war with the title of major and a bullet in his knee, re ceived at the storming of Chapulte- pec. In his later years he retired to a farm in Texas where he was a successful farmer and stock raiser and he died there in 18U7. Ambassador to His Native Land LIE WAS born a Yankee during 11 the early days of the American republic. Forty years later, having helped establish a new American republic, he came back to his native land, the accredited minister to its government from the government of the younger nation of which he later became the last president. And that in brief is the paradoxical ca reer of Anson Jones. Born at Grea*. Barrington, Mass., on January 20, 1798, young Jones decided to become a doctor. After several years study in Litchfield, Conn., he was licensed to practice in 1820. Then the wanderlust seized him and he wandered to Philadel phia, to New O.'leant, to South America and Anally settled in Texas in 1833. At the outbreak of the troubles between Texas and Mexico he was among the first to advocate a dec laration of Texar independence. When the war started he enlisted as a private but was soon appointed a surgeon in the Texas army of liberation. With it he served at San Jacinto and after the republic was founded he became representa tive from Brazoria to 'he Texan congress. In 1838 he was appointed minister to the United States. Thus this Yankee came back to his home land as an “ambassador” from a “foreign power.” While in Wash ington, he was elected to the Texas senate and later became its presi dent. During the second term of Sam Houston as president of the Lone Star republic. Jones was his secretary of state, and in 1844 he was elected president. That was a critical year in the affairs of the new nation. There was talk of annexation by the United States and a sharp division of opinion arose among Texans over it. One of ^osc who was opposod to it was ine President. But the citizens of the republic voted over whelmingly in favor of it and on December 29, 1845, the republic of Texas came to an end ana the state of Texas succeeded it. Bowing to the inevitable, Jones turned over the reins of govern ment to James Pinckney Hender son, the first governor of the state of Texas, and retired to his home in Washington county. In 1857 he was prominently mentioned as a candi date for United States senator but he was destined never to return to Washington where be had once gone as “ambassador.” In a fit of in sanity he died by his own hand on January 8, 1858, convinced to the last that Texas had made a mistake in giving up its independence. — Simple, Elegant Practical 1812 'T'lME and Sew-Your-Own A fashions march on. To day’s trio have the simplic ity, elegance and practical ity so vital to the up-to-the- minute well-groomed woman—and so within reach of the modem, pro- ghessive members of The Sewing Circle. Pattern 1812—Little Miss Two- To - Five can manage her own dressing with the aid of this frock that buttons down the front. She will be the picture of daintiness too, with such clever aids as prin cess lines, puff sleeves and an in triguing little collar. The one piece step-in is the essence of practical ity—a great boon U the young ster's comfort This ensemble is available in sizes 2, 3, 4 and 5 years. Size 3 requires 2ft yards of 35 or 39 inch fabric and ft yard contrasting. Pattern 1988—This new dress “belongs” in almost any company. Its great simpUcity will endear it to homemakers, and business women alike. It is a combination of charm, good lines and youth fulness. You'll want two versions of this style — one with short sleeves, the other with long. Pique, silk crepe or velveteen will serve nicely as the material. It is available in sizes 34, 36, 38, 40. 42, 44 and 46. Size 36 requires 4ft yards of 35 inch material, with long sleeves 4ft yards. Pattern 1938—Daytime distinc tion takes on a new meaning in this supei - styled frock. The squared shoulders, swing skirt and peplum fulness are the im portant details which give it such perfectly balanced finesse. Yet not one part of it is /iifllcult to cut or to sew. This is a dress which is adequate fdr every occasion—save the strictly formal. Available for sires 14 to 20 (32 Foreign Words ^ and Phrases * Arriere pensee. (F.) A mental reservation Crescite et multiplicaminl. (L.) Increase and multiply. (The motto of Maryland.) Faites vos jeux. (F.) Place your stakes (at roulette, etc ). Ipso jure. (L.) By unques tioned right. Lusus naturae. (L.) A freak of nature. Sartor resartus. (L.) The tailor retailored. to 42 bust). 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