should he come in contact with the terminals by accident or intention. All danger of operation is, therefore, eliminated.

The heating is almost instantaneous so that many hundreds of welds can be made in an hour even by an unskilled workman.

Saving results not only in the eliminating of rivets and the punching of holes, but in the rapidity with which the work can be turned out and in the increased strength of the product.

To make a long story short, Chief Seattle sent his daughter, the Princess Angeline-who lived in Seattle for so long and who died at a ripe old age not long ago-to

BIRTHPLACE OF CHIEF

SEATTLE

MOST Easterners wonder where Seattle got her funny name. They are unfamiliar with the story of how the town was named after an Indian chief. Seattle's tribe lived in the Sound country long before Seattle, the city, was founded; or Seattle, the chief, was 'born. When the town was in its infancy certain hostile savages sought to destroy it by massacring the populace.

warn the whites. When the hostile Indians attacked the town they were repulsed, and the massacre averted. For that act of kindness, Chief Seattle's name is being perpetuated. Seattle is so proud of the old Indian that she lately put up a fitting monument over the exact spot where the chief was born, the stone having a suitable inscription for the enlightenment of strangers. Near the monument stands

the "stockade," a rustic retreat for housing pilgrims who wish to sojourn in the healthful surroundings.

The monument is quite simple, but tells its story no less effectively

SCRAP

To think that it is possible to make anything useful from the twisted pile of scrap iron usually found at the rear of a railroad shop, seems almost be

yond believing but even these rusted, tangled masses are being rolled into smooth, new iron bars with apparent ease and a speed that is bewildering.

The set of rolls, shown in the illustration, has recently been devised for this work and is so arranged that almost any desired shape of bar may be formed without a change of the rolls. The operator merely chooses the shape which he considers most economical for the particular piece of scrap he draws from the furnace and after passing through the rolls the clumsy, twisted piece comes out like new.

A bar which was formerly short and thick may come out of the rolls long and slender while the rough and rust pitted round bar may be transformed into a smooth square strip.

FOR FARMS

LL farmers

ALI

cannot be blessed with comparatively level land to cultivate, and even so, such lands sometimes require much care to see that excess rainfall is carried off underground by mcans of tile drains. On the other hand those who have farms on hillsides are confronted with the problem of preventing their land from being washed bodily away by heavy rains. On such farms it is highly important to have some sort of ditch or terrace system to prevent erosion. Many of the systems now in vogue are entirely satisfactory with reference to the removal of surplus water without erosion, but with the increased use of farming machinery, these systems are not at all suitable.

P. H. Mangum, of Wake Forest, N. C.,

Thousands of dollars are saved annually by this process for without the rolls the scrap would be sold to a junk dealer for a fraction of a cent a pound, while as new iron it is worth several cents per pound, the amount depending on the grade of iron and the shape.

It is claimed by the manufacturers that ten tons of new bars is not an unusual day's production for the machine and that the yearly saving pays for the machine and labor many times over.

Not only do such inventions as this make money directly for those using them, but they aid indirectly in the conservation of our natural resources. Utilizing of the old will lessen the drain upon our mineral treasures.

many years ago worked out a scheme of terracing which admirably meets the requirements of the farm for modern machinery equipment. In general, it is a broad bank of earth contouring the field at a grade of approximately 11⁄2 inches to 14 feet. It can be constructed in several ways, but under ordinary farm conditions the most practical way is by back-furrowing along the grade line. These terrace lines are usually laid off at intervals of about 6 feet of fall in the slope of the land. This would make them come on very steep land sometimes 20 or 30 steps apart and on very slightly sloping land 50 to 75 steps apart.

This

Mangum terrace system permits cultivation of the entire field. In fact experts. are of the opinion that, with this system in more general use, millions of acres could be most economically cultivated where at present it is possible to use only a one-horse outfit.

be seen several squares farther east on the same street-Liberty Street-where no less than 225 trains each way enter and depart from a great Union Station that bustles with life, noise, and gaiety. Both stations cost about the same amount of money.

The great depot that is all but deserted is that of the Wabash Railroad. The other that teems with life and moneymaking is the downtown depot of the Pennsylvania Railroad and its leased lines, or the lines West, connecting Pittsburgh with Chicago, St. Louis, Cincinnati, and other large cities of the Middle States.

This noble and beautiful depot of the Wabash Pittsburgh Terminal Railroad is the costly monument that George Gould unwittingly erected to mark his demise in the American railroad and financial world. It has been called "Ramsey's million-dollar blunder," for it is said that the persuasions of the former President of the Wabash Railroad were what largely determined George Gould to build into Pittsburgh. It was Joseph Ramsey, Jr., who, with Andrew Carnegie and other big steel manufacturers, procured the famous contract that guaranteed more than eight mil

lion tons of freight to the new line; after

which victory,

Gould did

not hesitate

further. But before the first train

started from the million

dollar station and rumbled over the million-dollar bridge spanning the Monongahela River, just in front of the train-shed, $45,000,000 was spent. This enormous sum included $12,000,000 paid for the West Side Belt Road, as well as $5,000,000 for right of way from the Monongahela River front to the depot in Pittsburgh. In addition the legal expenses were very heavy. Moreover, several million dollars were paid for the Wheeling and Lake Erie Road from Toledo to Wheeling; which road reaches the Ohio River at Mingo Junction. The freight and passenger traffic of the road now scarcely pays the interest on this vast investment.

There is something almost pathetic in the aspect of the vast, silent waitingroom on the first floor of the Wabash Station. At times not a soul is visible, save a blue-garbed janitor or two, who step about noiselessly and with a constrained air as if the solemnity and quietness of the place laid a spell on them. This pathos is all the more pronounced by reason of the architectural design and coloring of the depot. The light is subdued, for the windows are of stained glass and the marble pillars, wainscoting, and railings are of sombre green and black, relieved partly by buffs. The woodwork is mahogany.

The ticket-windows are open only at train time. Besides the morning and the afternoon trains for Chicago and St. Louis, and the same trains from

those cities returning, there are four local trains; but these latter run only thirty or forty miles out from Pittsburgh, and do not carry many passengers. The heaviest travel is on the morning accommodation, bringing work-people to the city, and on the evening train, conveying them home from work. The arrival and departure of these two hundred or so of passengers mark the only real break in the monotonous, low-pedaled grind of the station.

The general air of innocuous desuetude is heightened by the closed and deserted cafe and dining-room; the vacant cab stand and express booth, the meagerness of the telegraph business, and the almost total absence of wagons, hacks, and other vehicles that are always to be found around depots, doing a good business.

The depot is a ten-story affair, or rather it combines a station with an office building. On the fourth and fifth floors the offices of the Wabash Company are located. This office building is almost all occupied, presenting quite a contrast to the station itself. The trains run out of the train-shed on the second floor and directly on to the immense cantilever iron bridge over the Monongahela. This bridge, by the way, is said to have the largest single span-nine hundred feetof any structure of this type in the world. It extends over the Pennsylvania and the New York Central tracks on the south bank of the river and practically up to the mouth of the tunnel, bored through the solid rock of Mt. Washington. This great hill is an almost perpendicular bluff four hundred feet high, rising about two hundred feet back from the stream.

The melancholy fate of the Wabash in Pittsburgh is due, of course, to the implacable enmity of its rivals. It is now

a matter of history how Gould's splendid system of western roads, including the Missouri Pacific, the Denver and Rio Grande, and other important lines, were wrested from his control by Edward H. Harriman and Alexander J. Cassatt, backed by John D. Rockefeller and the powerful banking firm of Kuhn, Loeb & Co., of New York. Everyone knows how George Gould was driven from breast-work to breast-work in defense of the heritage his father, Jay Gould, left him, until finally he passed from the category category of the railroad kings of America.

The entry of the Wabash into Pittsburgh was held up two years in the courts of Ohio, Pennsylvania, and West Virginia. All sorts of accidents happened on the new line from Jewett into the Steel City, but at last, in June, 1904, the road was ready for traffic. By means of the West Side Belt Line, bought for $12,000,000, access was had to large freight centers in the mill districts along the Monongahela. But the traffic failed to materialize to any extent and for eight years the Wabash has been bottled up.

During all this time its rivals exerted every means at their command to cripple its financial condition. Since 1908, the road has been in the hands of receivers. Harriman got a deadly grip by taking up and paying $8,000,000 worth of notes of the Wheeling and Lake Erie, guaranteed by the Wabash; and the reorganization, by eliminating Gould, began.

In the opinion of railroad authorities, Gould made the fatal mistake of diverting all the profits of his roads into the Gould family exchequer, instead of devoting part of them to rehabilitating the lines and to keeping them up to proper standard.