Omaha Daily Bee Newspaper, September 6, 1903, Page 35

! - Beptember 6, 1903 Helps Civilization (Continwed from Page Five.) One of the original type of horse cars—in fact, one of the very early vehicles—which was not much better than a box with seats along the side, is even now rusting out its existence as a sort of house car on a vacant lot near Boston. As it began its life in Boston, it has seen pretty nearly the whole history ef local transportation werked out, for from Boston George Francis Train first introduced the tramway te London; in Bos- ton the trolley, although it had an earlier start in one or two places of the south and west—notably Richmond and the Puget sound cities—was developed into an efficient and trustworthy public railway servant, and the census report shows that the Bos- ton Elevated Railway company, which op- erates the surface as well as the overhead lines of the Hub, has more cars today than any other one road. But it is the long-dis- tance cross-country lines that have added to the trolley the features that make its present widespread use. With the coming of the trolley the oil lamp gave way to the electric light, the damp straw, which was a sort of natural freezer in the winter time, to the electric heater, the day's journey to the hour’s ride. Buburban life had its real beginning then, for those who had been city dwellers be- eause they were city workers, found at last & means of living in fresh alr and sun- shine at least a few hours in the day. The summer stay-at-home, whose only refuge had been the beach or the roof tops, was given a vehicle of escape from sweltering streets, and found a method of healthful recreation In the mere swish of the air on the flying trolley. The most extraordi- nary change of all came over the farmer, whose secluded life had been relieved be- fore only by a weekly or annual visit to town, and whose activity and prosperity expanded at once under the influence of cheap and convenient access to his fellow- men. In the cities the modern trolley car Is much like the pioneer in its appearantce, though larger in size and wonderfully su- perior in its equipment; but out on the interurban roads, where high speed is often possible, more particularly if part of the track lies over a private right-of-way, the electric car has supplied a cheaper, quicker, pleasanter and more convenient mode of travel than any other. Roadbeds are made with the care that would be bestowed on & transecontinental line, and in many cases the practice of steam roads in the matter of safety devices and mechanical pro- tectors has been adopted bodily; great cars, almost as big as the steam coach—and even heavier, which gives them greater steadiness—airbrakes and automatic signals have become everyday features. Down in California, on the road from Los Angeles to Long Beach, ‘‘express’” cars are soon to run on the regular schedule of sixty miles an hour over parts of the way, and the equipment is capable of a speed of seventy- five or even ninety miles. In the growing state of Washington—on the Seattle-Tacoma interurban lins, for example—the trolley gets a good share of the local freight and express business, and is doing much for the industrial develop- ment of a country not yet thickly enough settled to support short-haul steam traffic, The rice lands of Texas, the eotton fialds of Georgia, the copper mines of Michigan are finding the trolley a powerful ally in thelr campaigns of progress. Twelve years ago less than a dozen roads in the coun- try had fifty miles of track; today there are nearly 100 that have that length of line, while twenty-five roads have more than 100 miles of rails. In the same perind the number of passengers carried in a year has incre d from a little over 2,000,- 000,000 to neariy 5,00),000,(0) and the capital Invested from approximately $289,000,00 to $1,315,000,000. Like all good American inventions, the trolley car has not stayed at home, Some of the early specimens, outgrown by Am r- fcan roads fifteen years ago, are doing service in Japan now. 8idney, Australia, has one of the best equipped systems in the world; American enterprise is already car rying the electrie line into our new pos- session Pcrto Rico, which until the com- ing of the Americans, knew nothing better than the rumbling ox carts or uneasy vo- lantes, now has a flest class trolley line, owned and operated by New England man- agement, connecting Ponce with its port, wlile other roads are planned to hasten the long neglected development of the fsland. In faet, a magazine writer said recently that a Ponce dry goods merchant told him ‘‘the trowley is more change Ponce to America than all de Americanos.” The thing that has doubtless helped on the expansion of electric transportation has been its peculiar adaptability to economical management and the industrial facility it brings with it Water power is just as good for making electricity as anything else, and has been the means of establish- Ing electrical plants In places where fuel is =0 expensive that it would have exeluded them. In the Paeific northwest, where the coast streams are too rapid to allow of the direct application of their falls to power- making, long-distance transmission has heen resorted to, and even the glacial flow of Mount Raimier is being wtilized to rum the Street cars, lights and machinery of the THE Puget sound citles. Furthermore, the power equipment necessary for electric roads can with comparatively little additional expense be made to furnish Mght and cheap in- dustrial power; while on the other hand, a trolley line that starts In a small way is often successful because of the pervious ex- istence of an electric lighting plant. This interchangeability, so to speak, has made electric roads a good investment and so has resulted in their extension to communities that could not otherwise support a local railway. Electric systems have grown to the dig- nity of railway stations—in Boston some of the street car stations rank well up among the passenger stations of the world in the amount of traffic they handle; but after all thelr great usefulness outside the cities lies in the fact that the “broomstick train” stops when and where it pleases, but yields nothing to its ponderous steam driven rival in speed, comfort or safety. Carpenter’s Letter (Continued from Page Twelve.) Other Japanese ships connect Yokohama and ‘San Francisco, so that in respect to transport vessels the mikado is perhaps better off than the czar. The Japanese are at home upon the sea. They are a nation of sailors. They had their men-of-war in feudal days and sent out armies to Corea and China. They are won- derfully nimble with their feet and hands, it being commonly said that the Japanese has twenty fingers, ten on his hand and ten on his feet. They are also good fighters, and may be called a nation of warriors. At the time that Commodore Perry opened the country it was ruled by a class of feudal knights and retainers whose profession was war. The sons of these old warriors are now at the head of the Japanese government, and are the leaders of the army and navy. They are animafed by the spirit of their fathers. They are the most patriotic people on earth, the maost sentimental and the most ambitious. They delight in the spectacular, and almost any one of them would be will- ing to die if his death would leave a repu- tation behind him. At present every Japanese between 17 and 40 is subject to military service. The army organization is much like that of Germany. The troops have been trained by German officers, and in all the military schools there are German instructors. There are at present more than 600,000 men in the regular army, including 11,000 officers. There are more than 35,00 officers and men in the navy. The training there has been the same as that of the navies of Europe, and the naval officers and thelr marines are as well disciplined as our own. In case war should come between Japan and Russia the question of supplies will be a most important one. In this Japan will have the advantage. Almost every part of its empire is productive and it can feed its troops without trouble. It is one of the richest food-producing countries of the far east, raising vast quantities of rice and other cereals. It has plenty of coal and sufficient iron to keep it going. Its railroad system is such that every part of the empire can send goods and troops to the seaports, =so that all the resources of its 40,000,000 people are available. Besides the Japanese can live upon almost nothing. Their staple diet is rice. At the time of the Chinese-Japanese war the sol- diers lived almost entirely on rice, dried fish and canned meat, a large part of the latter article being supplied by the United States. The people are fond of canned salmon and they like to have pickles to eat with their rice. They are not great eaters and can work long on small rations. The same is true to some extent of the Rus- slans, although the Russian peasant is fond of gorging and overloads his stomach whenever it is possible to do so. One of the most interesting possibilities of this war will be the future of Corea. That little peninsula, only about as large as the state of Kansas, is coveted by both Japan and Russia. It is one of the richest countries of the far east. It has gold mines now worked by the Americans and Ger- mans, coal mines which are sald to be of enormous vilue and a vast area of cul- tivable soil. It has good forests and it would be worth everything to Russia, as it would bring its empire and railroad several hundred miles further south, Ever since the Chinese-Japanese war the Japanese have been colonizing Corea. Each of the port citles has a Japanese quarter, where some of the finest huildings are and where the most of the business is done. This fs the case with Pusan on the southern coast, with Chemulpo on the west and Gen- san on the east. At these places there are Japanese banks, Japanese exporting and importing firms and the business generally Is In the hands of the Japanese. This is go to some extent in Seoul, the eapital. The Japanese are building a number of new railroads in Corea. They have bought the little lMine which was constructed by Americans from Chemulpo to Secoul., and they are building a trunk line from Fusan to Seoul, which will have a great trade anmd will bring Japan within a very few hours of the capital of Corea. 1 understand they are also planning reads te the east and to the morth of Seoul, se that in time their railroads will cover the country. l P : [~ l ILLUSTRATED BEE, At the same time the Coreans do not want to be swallowed up by the Japanese, and they are giad to have Russia as a buffer Le tween them and their almond-eyed cousins across the strait. FRANK G. CARPENTER. No Apologies to Offer “Sir,” said the caller, pale with angvr, “you had an item about me in your papcr this morning in which you said I was ‘tor turing the western cities with a lecture on political economy." 1 shall ask you to apologize and retract. If you don't you will get into trouble!" “Sir,” replied the editor of the Daily Bread, “I will acknowledge that an ex planation is due you. I did not intend (o say you were ‘torturing the western citics with your lecture.’ 1 wrote it ‘touring.’ but since then I have read the lecture and have decided to stand by the item. There will be no apology and no retraction.” Beckoning to his fighting editor he waited for the trouble to begin.--Chicago Tribunec. 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