Southwestern is Cloudcroft, New Mexico, on a branch line from Clamagords. Here on the summit of the Sacramento mountains, 9,000 feet above the level of the sea, is a wonderful summer playground among the pines. The Cloudcroft golf links-a nine-hole course-are the highest links on the continent with fairway and greens kept in first class condition all through the summer. Cloudcroft is surrounded by wonderful roads and paths through the woods for motorist, equestrian and hiker and some of the grandest scenery in the Southwest.

There's room at Cloudcroft for everyone that loves the outdoors. The Reserve Officers' Training Camp is located there and it is a center for clubwomen of the Southwest. The climate is so healthful that a summer sanitarium for babies has been established at Cloudcroft and the little ones are brought there from hundreds of miles, especially during the warm months of the year.

Within easy drive of Cloudcroft is the Mescalero Indian reservation, a place of rare interest to the student of aboriginal life. The Ruidoso River offers famous trout fishing during the

season.

Following are some of the principal towns in the territory traversed by the El Paso & Southwestern with the population of each as given in the census report of 1920:

Through passenger service of the El Paso & Southwestern between Tucumcari and El Paso consists of two trains daily in each direction, Nos. 1 and 2 (The Californian) and Nos. 3 and 4, (Golden State Limited).

Between El Paso and Tucson Train No. 3 operates westbound over the Southwestern and No. 4 eastbound over the Southern Pacific, while Train No. 1 operates westbound over the Southern Pacific and No. 2 eastbound over the Southwestern; in addition, the Southwestern operates a local train in each direction, Nos. 7 and 8. One train daily is also operated on the Dawson and Clifton branches; four trains daily on the Bisbee branch; one train daily on the Tombstone branch: tri-weekly on the Courtland and Cloudcroft branches, and bi-weekly on the Capitan branch.

In addition to the two overland trains mentioned above, it is the intention of the Southern Pacific to inaugurate a third train carrying stand

ard sleepers and coaches between Chicago and Los Angeles and tourist sleepers between Minneapolis and Los Angeles and between Chicago and Los Angeles with dining car attached at all meal hours. The schedule of this train will be 70 hours and 30 minutes westbound and 69 hours eastbound between Chicago and Los Angeles.

DAHLIA SHOW PRIZES WON BY S. P. EXHIBITOR

C. M. Redfern, assistant to consulting geologist, won a silver cup at the recent Dahlia Show in San Francisco for the most artistic display. He also won a number of individual prizes and awards for his beautiful collection o dahlias.

Mr. Redfern recently created a sensation at the Dahlia Show of the American Dahlia Society in New York, when his complimentary display of dahlias, shipped by air mail, arrived in such excellent condition that they were not the least handicapped in demonstrating the superiority of dahlias grown on the Pacific Coast. One of his displays was awarded a silver medal at this show. The stems of the dahlias were sealed with wax and the flowers were wrapped in iced cotton for shipment across the continent.

Here's what's left of Samuel Small; he paid no attention to "slow" signs a-tall.-Capper's Weekly.

Under the caption, "Genius of Kruttschnitt Guides Southern Pacific," the New York Evening Post on October 4, 1924, printed the following article by Vincent Grey Sanborn:

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T the age of three score years and ten most people would make it a point to celebrate their birthday at home. In the railroad industry seventy years has been set as the arbitrary age at which executives and workers alike are scheduled to step down and make way for the younger generation. Pensions and kind words are the order of the day, while friends and fellow workers surround the recipient and tell him what a good man he "was."

On his seventieth birthday, Julius Kruttschnitt, chairman of the executive committee of the Southern Pacific Company, was out on the line inspecting one of the most prosperous stretches of railroad in the United States. If he stopped for retrospection, whatever regret he might have had over not being the center of an admiring throng of relatives at home and associates at his office should have been wiped out by the realization that his road is one of the best because he, perhaps more than any other single person, has helped to make it so.

Keeps in Harness

Instead of "growing old gracefully," "J. K." as he is affectionately calledbehind his back of course-is keeping young and vigorous through hard work. The Southern Pacific's improvement program is one of the most pretentious and J. K. is right on top of every move. The rush of younger men to make their bid for the front rank in railroading but renders this veteran's crown the more secure. And as for quitting-well, when this interview was arranged it was suggested that the question of retirement be not brought up at all. Some newspaper men spoiled a good story for themselves on Mr. Kruttschnitt's last inspection trip by asking him first off if he was ready to resign.

That man carries his road around in his vest pocket. By training an engineer, he thinks in terms of graphs. The world, Mr. Kruttschnitt feels, demands pictures for everything. Certainly he has a complete and handy picture of Southern Pacific. In the space of a score of small-sized pages within a flexible cover he has graphs of every phase of operation of all the component parts of the great Southern Pacific System. Increases or decreases in efficiency are plotted up or down the pages of small squares. A glance at his book will tell J. K. just what he wants to know, provided, of course, that the desired knowledge is not supplied from his card-indexed mind.

J. K. has a spacious office in the upper regions of the skyscraper at 165

J. KRUTTSCHNITT

Broadway, with a bird's-eye view of the Hudson River and the Upper Bay at his elbow. His coastwise steamers pass almost below his window. When the writer entered for this interview J. K. was sitting in a big chair with his back to a rolltop desk that faces a large work table. He smiled, a fleeting smile that lighted up his kindly face, as he apologized for the trifling delay in granting the arranged interview.

Devoid of Bombast

Right here it might be said that answering questions is a serious matter with Mr. Kruttschnitt. Regardless of the nature of a query, he will hesitate before replying.

When his reply comes it is worth while; a complete answer, carefully thought out. There is no bombast about J. K. He is sincere, is dead earnest. He goes about his work unhurriedly.

His desk is a model of neatness. At his elbow is a formidable array of push buttons and his demands are thoughtful and are formed so as to save his assistants' time.

I first asked Mr. Kruttschnitt about the good will toward Southern Pacific and the improvement in conditions since "The public be damned" policy of a decade or more ago. At first J. K. hesitated to reply on the ground that it might not sound proper. His gray-blue eyes looked away for a long moment, then:

"The Southern Pacific has, from the Atlantic to the Pacific, no question at issue which can create friction or illfeeling."

He went on to tell how, instead of making the shipper pay for facilities and discouraging him, he had preached the doctrine of adopting the opposite course, "to encourage him to come to us and to tie him to us with bands of

steel." When he saw the shadow which was to be cast on the business of the transcontinental lines by the building of the Panama Canal, Mr. Kruttschnitt preached the gospel of "intensive cultivation of traffic" and treatment of the local shipper on as good a basis as, if not a better basis than, that accorded to the big fellow.

Meets Shippers First Hand

Even now on an eight or ten thousand-mile trip over his lines Mr. Kruttschnitt mixes with the shippers at every point. "I encourage complaints," he said, adding that "I have returned from a few trips without having heard a single complaint." He then discussed the lengthy contest by his road to retain control of the Central Pacific.

"The public won that case for us," he declared, telling how business men from the territory served by Central Pacific appeared and testified to their wish for Southern Pacific control. Developing this idea further, he gave the public credit for influencing the Interstate Commerce Commission to authorize the addition of the El Paso & Southwestern to the Southern Pacific System.

"The only discordant note arose from a misconception on the part of some El Paso interests that in some way the merger would result in rates that would operate against El Paso. When this matter was explaned the objection was promptly withdrawn," he said.

Mr. Kruttschnitt has on many occasions rendered the railroad industry signal service by the scope and painstaking detail of his testimony on various important questions.

"I try never to have to take anything back," he modestly remarked when it was suggested that he had proved a real "big brother" to the roads. His testimony is rarely challenged. He told, however, of one dispute with a Government official. A portion of his testimony had been challenged. He refused to retract it. Even when his associates said, "Now you'll catch it," he steadfastly refused to back down. The Government agent and his associates conferred, but nothing happened. Two days later he again met the man who had warned him and he was none too hopeful over Mr. Kruttschnitt's future.

"Well, I have never heard from that Government official to this day," he smiled.

Mr.

"Instead of sensational stories, the papers either used our reports or ran nothing," he said. The policy of exposure resulted in a great decrease in accidents. Within the first two or three years there was a reduction of 75 per cent in the number of fatalities. Quiet, courteous, dignified, Kruttschnitt guides the destinies of one of the few great railway systems of the country. Last year was the greatest single year in Southern Pacific's history. This year the directors have authorized extensive improvements and a variety of new construction work that runs up into many millions of dollars and that is being cared for out of funds in the company's treasury. The boss of this program and the man who knows every small detail of the work in some ways resembles a college professor.

His high forehead and the steelbowed spectacles that he calls into use when referring to figures, carry out this illusion. The record shows that he actually taught school for five years after being graduated from Washington & Lee University, but this work was undertaken rather unwillingly and to fill a gap when conditions made it impossible for him to find employment as an engineer.

J. K. devotes the greatest care to his public speeches. As a speaker he is impressive, not because of any flourish, but because of the masterful way in which he marshals his facts to support his arguments. With his engineering training it is not surprising that his hobbies include chemistry and astronomy. He is an omnivorous reader, able to enjoy books ranging from the scientific to pure fiction. Golf claimed him until a year or so ago. He loves trees and his estate at New Canaan includes many specimens foreign to Connecticut landscapes.

At work, Mr. Kruttschnitt is deliberate. His face usually is passive and thoughtful. A sudden slight frown may pass across it, to be followed by a smile that sometimes precedes a slight agitation of his massive shoulders and a faint chuckle.

His statesmanlike qualities have endeared him to his associates in the profession to which he has devoted almost fifty years of an active and useful life. Chosen by the late E. H. Harriman to assist him in his dream of empire, J. K. has used his mighty influence to expand and make finer an industry that offers a world of roto the average red-blooded

mance

American.

CONDUCTOR LEWIS RESCUES BOY FROM DROWNING

Dick Lewis, a conductor of the Coast Division, performed an act of bravery recently at Pacific City, near San Francisco, which brought him considerable recognition. Mr. Lewis, who was spending Sunday afternoon at the beach resort, saw a little boy fall from a raft and heard him scream for help. Without waiting to shed his coat Lewis plunged into the water and rescued the little fellow, while the mother, frantic with fear, watched on.

the

In calling the meeting to order, Chairman Leroy Magers said gathering was only the forerunner of a series of "business getting" meetings to be held on the division in line with the general policy adopted by the clerks' organization in promoting “bigber business and better service" for Southern Pacific. The meeting, he said, was intended to bring out some of the ways in which this spirit of cooperation might be developed.

S. H. Cooper, assistant general freight and passenger agent of the Arizona Eastern, pointed out many ways that employes outside the regular traffic solicitation forces could be of great help in lining up business for the Company. He explained that news items and society notes telling of contemplated movements of people, or of new contracts proposed or let, may be used as clues and if called to the attention of the traffic offices through means of the traffic tip cards found in every issue of the Bulletin, or by other means, would often result in obtaining freight or passenger business.

R. B. Rhodes, division chairman of the clerks' organization, gave an interesting and enthusiastic talk, telling of the pleasant relations existing between the employes and the Company and of the earnest desire of the clerks to assist in bringing greater prosperity to Southern Pacific, which would in turn be to the advantage of all employes.

While efforts were being made to obtain greater business, J. C. Goodfellow, assistant superintendent, pointed out the equal importance of holding

M. of W. Article Delayed

ON account of space given

the El Paso & Southwestern properties in this number of the Bulletin it has been necessary to delay publishing the second part of the Maintenance of Way article, the first part of which appeared in the October Bulletin. This feature article, covering activities of the Maintenance of Way employes, will be concluded in the December Bulletin.

the business the Company is already favored with, through courteous and efficient service. He traced a train of perishables from the time it left Colton to its delivery to connecting lines at El Paso. He told how it was possible for the train to be delayed through carelessness, often causing the dispatcher to cut down the tonnage of the train in order to keep up schedule time; that the cars cut off would be delayed in reaching destination, causing the shipper dissatisfaction and often resulting in loss of business and claims against the Company.

The meeting was adjourned to the banquet room where refreshments were served by a committee headed by Mrs. Ethel Greene, during the course of which, Dick Smith, district freight and passenger agent, talked on conditions at Phoenix. His challenge to the Tucson clerks to contest with the Phoenix clerks in business getting during a thirty day period was accepted by Chairman Magers. A dinner will be given the winner.

Letters of regret were read from Wm. Wilson, superintendent Tucson Division, and E. J. Fenchurch, assistant general freight and passenger agent at Tucson, who were unable to attend the meeting.

During the evening the following entertainment program was given:

Piano selections, Miss Georgia Brown; violin solos, H. J. Cooke, accompanied by Miss Brown; vocal solo. Μ. R. Cleveland; mixed quartet. Misses Lottie C. Bower and Velma Henderson, M. R. Cleveland and W. C. Puelle, with Tom Hudepeth at the piano.

Those present, in addition to the speakers already mentioned, were:

R. A. Hamlin, A. C. McGuire, V. A. Davis, B. I. Wilson, Mrs. J. L. Garth, Eleanor Ellingston, Hedwig Blanc Ethel Greene, Blanche Morrison, M. M. Chelegrene, Catherine Hubbel, Mary Belle Sandberg, Anna Puelle, H. J. McCaffery, V. H. Billings, A. I. Collins, R. J. Mahoney, E. H. Mauch, C. E Dunn, E. T. Carey, O. H. Robson, A. D. Caballero. W. C. Manning, A. E. Brown, Eleanor Griswold, G. A. Gomez, C. H. Smith, Mrs. Jameson.

UNIVERSITY CLASS LEARNS ABOUT S. P. STORE DEPT.

C. H. Thompson, district storekeeper at Los Angeles, recently talked to a class of 35 students of the University of Southern California on the operation of the Southern Pacific Store Department. His talk touched on the subjects of stock books, receipt and inspection of material, storing material, delivery of material, exchange of material and stamping identification marks on material. He states that the professor and the class of young men. most of whom are in various purchasing agents' offices, were surprised at the volume of work handled and showed keen interest in the systems employed to efficiently handle the work on the Pacific System.

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N entirely new Sunset Limited. running between San Francisco and New Orleans, was placed in operation by the Southern Pacific on November 1 as the most modern transcontinental train in the country. One hour and 15 minutes is cut from the running time of the former Sunset Limited.

New equipment of steel construction throughout has been specially built for the Limited with the view of providing every modern convenience for the comfort of passengers. There will be a maid, barber and valet to serve the travelers. Two cars of each train will be fitted with bath rooms, while other new features will make it truly a speeding hotel. The train will not carry tourist cars or coaches.

Running time and service of the Sunset Express will also be improved between San Francisco and New Orleans, the running time being shortened one hour and 35 minutes.

Hundreds of people in cities and towns along the lines of the Company on the Pacific System and in Texas and Louisiana, inspected the new Limited when special trains consisting of the brand new passenger equipment and the powerful locomotives that will be used on the Limited trains, were placed on exhibition October 24 to 30.

Starting at San Luis Obispo on October 24 one special train visited cities in Southern California, including Santa Barbara, Ventura, Oxnard, Los Angeles, Pasadena, Pomona, Ontario. Colton, Riverside, San Bernardino, and San Diego, stops being made for a few hours in each city.

Another train was placed on exhibition at San Francisco, October 25. The following day the train was on display for a few hours in Burlingame, San Mateo, Redwood and Palo Alto. San Jose and Oakland were visited on the 27th and 28th.

hibition at various points on the lines in Texas and Louisiana.

The Sunset Limited, operated between two of America's most colorful cities, is one of the famous trains of the United States, and has been operated for 28 years, or since November 1, 1894, first as a weekly train, then bi-weekly, then tri-weekly and then daily.

The Limited connects with fast trains from New York, Boston, Philadelphia, Baltimore and Washington, D. C., and also with the Southern Pa cific's steamers sailing weekly on specific dates from New York and from New Orleans, the transcontinental rait and water route providing "100 golden hours at sea."

By the Sunset Limited San Francisco is "only two nights from New Orleans."

The Sunset Route, followed by the Sunset Limited reaches around in a great semi-circle through the South,

Two trains were also placed on ex