regulations of the service and the orders of superior officers); lead them and share their perils on all occasions of rescue, taking always the steering oar when the boats are used, and directing all operations with the apparatus. They are also ex officio inspectors of customs, and as such take care of the government interests in relation to dutiable goods on wrecked vessels, until the arrival of other customs officers. By law they are also made guardians of all wrecked property until relieved by the owners or their agents, or until instructed by superior authority as to its disposition." DETAILS OF THE LIFE SAVING SERVICE The keeper of a Life Saving station receives a salary of one thousand dollars per annum. One surfman in each crew receives seventy dollars per month, the other members receive sixty-five dollars each while actually employed. Keepers are appointed, but surfmen are selected from eligible registers provided by the Civil Service Commission. Examinations are based on age, physical condition and experience, and a knowledge of reading and writing. The duties of a life saving crew are stated to be as follows: "Continuous watch is kept from the stations both day and night, with beach patrol during hours of darkness and in foggy or thick weather. Two surfmen are assigned to each night watch, one of whom proceeds on patrol (in the same direction at the same time from all stations in a district, if practicable) while the other remains on watch. On the return of the first man he takes the station watch, and the second man patrols in the opposite direction." Each patrolman is equipped with a lantern and a number of red lights, which are ignited in cases of vessels seen to be in distress, or of those running too near shore, thus serving the double purpose of warning mariners of their danger or assuring them of succor if assistance is needed. Among the various articles with which a life saving station is equipped is the gun from which is fired a projectile, and to which is attached a "shot line." The projectile is aimed so that it will fly over and beyond the deck of a vessel in distress, thus giving the sailors a line with which a larger line or hawser may be drawn aboard. The shot line is attached to the forward end of the projectile so that it will not be burned off in firing. When the gun is fired the weight and inertia of the line cause the projectile to become reversed in its flight. Only a small charge of powder is necessary, often not more than two ounces. The projectile weighs about fifteen pounds and the gun with its carriage about one hundred and sixty-five pounds. The line is coiled on a rack from which it is almost instantly drawn out by the flying projectile. NOTABLE INSTANCES OF RESCUES A difficulty is often met with in the case of a vessel in distress in the inability of the ship's company to co-operate with the rescuers. It is scarcely credible that sailors should have to be instructed in the use of the shot line after it reaches them, but instances have been known where the sailors made no effort to haul the line aboard with the hawser attached, and the work of the life savers through their ignorance has been delayed, and deliverance from peril jeopardized. The most usual method of rescuing persons on a stranded vessel is by means of the "breeches-buoy," which takes one person at a time over a stretched hawser. When there are many persons to be landed the "life-cars" are used, in which a number can be carried together. Crews from other stations are sometimes called in to assist in rescues where a number of vessels are stranded in one spot, or where for any reason there is a special emergency. The superintendent cites two instances where the Cleveland crew was called to Cincinnati, Ohio, and Newport, Kentucky, a distance of over two hundred miles, to render aid to sufferers from the inundations of the Ohio valley. Some two thousand persons were succored on these occasions. "The crew of the Sturgeon Bay Ship Canal station," the superintendent reports, "was once called at night to Chocolay Beach, near Marquette, Michigan, a distance of one hundred and ten miles. Proceeding by special train, running at the highest attainable speed, and taking with them their beach apparatus and boat, they reached the beach at midnight, and through a blinding snow storm and in spite of bitter cold were able to board two stranded vessels and rescue twenty-four persons, after every effort of the citizens had failed." The record of disasters on the Great Lakes, the lives lost, and the persons who were succored at the life-saving stations, for the years 1900 to 1909, inclusive, is given, as follows: The saving of lives at the time of the disaster, a description of which follows, was an achievement of the life saving crew stationed at Evanston. The particulars were related in an article printed in "The Junior Munsey," in November, 1900. "On the afternoon of November 27, 1889," runs the account, "the big steamship Calumet, deeply laden with coal, which she was carrying from Buffalo to Milwaukee, missed the lights of the city of her destination on account of a blinding snow storm; and although she was leaking badly, she was obliged to bear away for a port at Chicago. "On her way up the lake the leak increased, because she labored so heavily in the gale. To complete the disaster, a pump that had served to keep her afloat gave out, and her master was compelled to head for the beach. She struck a bar alongshore, just off Fort Sheridan, at ten o'clock at night. As she broached to, the bilge cocks were opened to fill her quickly and keep her from pounding. She settled in the sand, with the main deck almost down to the water level, and the seas making a clean breach across her. The eighteen members of her crew hud dled on her upper works, where they were drenched by clouds of spray that quickly sheathed them in an ever growing mail of ice. "About midnight, A. W. Fletcher, a resident of the neighborhood, sent a tele-. gram to Keeper Lawson of the Evanston life saving crew, twelve miles distant, saying: "There is a large vessel ashore off Fort Sheridan. Come.' The message reached the station at 12:30 on the morning of the 28th. How the keeper got his beach apparatus on a train that passed Evanston thirty-five minutes later, and how the gun was fired from the crest of the bluff and failed to reach because the wreck was more than a thousand yards away, need not be detailed. The surf boat, drawn by a livery team, was opposite the wreck when daylight enabled the crew to use it. "With the aid of about fifty soldiers who had come from the fort, the crew lowered the boat stern first down a steep gully until it was in the ice laden surf. Then, finding the boat was too far down alee of the wreck, the crew grasped the boat by the rails, and heading it up the beach, they half dragged and half floated it along, bracing themselves to meet the freezing waves that dashed over them with almost whelming force, until they were far enough above the wreck to make a trial. "Then they launched forth, to find their real danger just begun. The first breaker that rose upon them, as they crossed the inner bar, filled the boat to the thwarts. A less sturdy crew would have turned back to empty the boat, but these men only bent to their oars the harder till beyond the bar, when one bailed while the rest pulled away to the unfortunates on the breaking wreck. The oars were coated with ice till they were of more than double weight, and the oar locks had to be cleared repeatedly. And it must not be forgotten that these men had been wading through a tremendous surf, had been drenched to the skin, and that their clothing had frozen stiff upon them. They were knights fighting for lives while cased in a mail of ice an inch thick, and they won. Three trips in immediate succession were made on these terms, and six of the crew were brought at each trip." CAPTAIN LAWSON AND HIS LIFE SAVERS RECEIVE MEDALS It was the united opinion of all who witnessed the rescue of the shipwrecked mariners that but for the heroic conduct of the life saving crew, every man belonging to the Calumet must have perished; and in recognition of their noble devotion to duty, each man was presented with the gold medal of the service. The crew was made up of students in the Northwestern University. The names are as follows: Lawrence O. Lawson, captain; and the members of the crew, George Crosby, William Ewing, Jacob Loining, Edson B. Fowler, William L. Wilson, and Frank M. Kindig. CHAPTER LII THE PULLMAN STRIKE, CHICAGO HISTORICAL SOCIETY, ETC. THE TOWN OF PULLMAN-COMPREHENSIVE DESIGN OF ITS FOUNDER-GEORGE M. PULL- 1894-CARWARDINE'S THE PRESS-THE AMERICAN RAILWAY UNION-INCEPTION OF THE STRIKE-BOYCOTT AGAINST PULLMAN CARS THE BOYCOTT BECOMES A STRIKE-ALL THE RAILWAYS OF THE COUNTRY INVOLVED METHODS OF THE STRIKERS-INJUNCTION ISSUED AGAINST THE STRIKERS-PRESIDENT CLEVELAND ORDERS TROOPS TO CHICAGO GOVERNOR ALTGELD'S PROTEST-ORDER GRADUALLY RESTORED-FAILURE OF THE STRIKE-CHAUNCEY M. DEPEW'S REVIEW-AFTERMATH OF THE STRIKE THE CHICAGO HISTORICAL SOCIETY-NAMES OF THE INCORPORATORS-MISFORTUNES OF THE SOCIETY-THE COLLECTIONS TWICE DESTROYED GENEROUS GIFTS RECEIVED -THE SOCIETY RECOVERS FROM ITS LOSSES-PRESENT CONDITION OF THE SOCIETY -COOK COUNTY HISTORICAL SOCIETY. THE TOWN OF PULLMAN N 1880, Mr. George M. Pullman, the founder and president of the Pullman Palace Car Company, fixed upon a site for the location of the works of the company, at a point in the vicinity of Lake Calumet, about fourteen miles from the central business district of Chicago. At that time the region was practically unoccupied, and was beyond the limits of the city. Here Mr. Pullman purchased a tract of thirty-five hundred acres, and began the erection of an extensive system of buildings for manufacturing purposes. In addition there was built a "model town," "a town from which all that is ugly, discordant and demoralizing is eliminated, and which was built as a solution of the industrial problem, based upon the idea of mutual recognition.” In the designing and building of the town one architect directed the entire work. The architect who was entrusted with this task was S. S. Beman, well known as one of the World's Fair architects. He thus had an opportunity to form an aggregation of structures in accordance with a well defined plan. It was probably the first time, says Ely, 'a single architect had ever constructed a whole town systematically upon scientific principles," and the success of the completed design was acknowledged on every hand. "The plans were drawn for a large city at the start, and these have been followed without break in the unity of design. Pullman illustrates and proves in many ways both the advantages of enterprises on a vast scale, and the benefits of unified and intelligent municipal administration." One philosopher made a comparison reviewing all the communities which have had their rise and fall in the last few generations, and noted the faults in each of |