xxvii. (20) Psychol. Rev. Monog. Suppl., xxviii. PUBLIC SCHOOLS. See EDUCATION. mine PULITZER TROPHY, CONTEST. See little relief from the prevailing PULP. See PAPER. PUMPELLY, JOSIAH COLLINS. Lawyer, died January 5. He was born at Owego, N. Y., Aug. 16, 1839; graduated at Rutgers College in 1860, and studied at Columbia University. He aided in raising and drilling men in the Civil War. He was one of the founders of the Huguenot Society in the United States and a member of other social organizations. He published Our French Allies and Other Addresses (1889) and was on the staff of the American Magazine. QUAKERS. See FRIENDS. QUEBEC. A province of Canada, extending from Ontario to the northern border of the United States and New Brunswick, northward to the Hudson Strait and including most of the Labrador peninsula. Capital, Quebec. Estimated area, 706,834 square miles, including 15, 969 square miles of water. Population (1911) 2,003,032, of whom 1,605,339 were of French origin. The above figures apply only to the area possessed by Quebec before 1912, namely 351,873 square miles and do not include Ungava which was annexed in 1912. In 1917 the population of the whole province was estimated at 2,380,042, of which 1,145,646 was rural and 1, 234,396 urban. Population of the chief cities in 1917: Montreal, 700,000; Quebec, 103,000; Maisonneuve, 37,200; Hull, 25,400. It is under a Lieutenant-Governor who acts through an executive council or a responsible ministry; a legislative council of 24 members appointed for life and a legislative assembly of 81 members elected for five years. As the result of the election held in June, 1919, the members of the legislative assembly were distributed by political parties Liberat the beginning of the year as follows: Lieutenantals, 72; Conservatives, 7; Labor, 2. Governor at the beginning of 1920, Sir Charles Fitzpatrick; Prime Minister, Sir Lomer Gouin. QUEENSLAND. A state of the Commonwealth of Australia, situated to the north of New South Wales, and next to the largest of the Australian states. Area, 670,500 square miles; population (1911) 605,813; estimated, June 30, 1919, 712,827, exclusive of aborigines, who were estimated at 20,000. Immigration in 1918 was 110,878 and emigration including the expeditionary forces, 104,749. Total births in 1918 were 19,560; deaths, 7158. Capital, Brisbane, with a population estimated in 1918 at 181,199. Executive power is in a Lieutenant-Governor who acts through a responsible ministry; and legislative power in the legislative council of 49 members appointed by the Crown for life and the legislative assembly of 72 members elected by male and female adult suffrage. The Governor at the beginning of 1920 was Maj. Sir Hamilton John Goold-Adams and the Prime Minister, E. G. Theodore. See AUSTRALIA. QUICKSILVER. Preliminary figures showing the production of quicksilver in the United States in 1920, compiled by the United States a total of 13,070 Geological Survey, gave flasks. Of this output 9366 flasks was credited to California, 3601 flasks to Texas, 79 flasks to Nevada, and 24 flasks to Oregon. So far as known neither Idaho nor Arizona produced any quicksilver. The year was a discouraging one to quicksilver operators, who had to face a decline in prices consequent upon a decreased demand for their product and found high cost of labor and supplies. Such demand as there was for the metal was met from surplus stocks accumulated during the war, from quicksilver originally sold abroad but resold in this country, and from imports. The average price of quicksilver in 1920 per flask of 75 pounds, as quoted by the mining and scientific press for the San Francisco market, was $79.66. The highest monthly average was $100, in April, and the lowest was $52, in December. The price held up fairly well to the end of August but then fell steadily to the end of the year. RACING. Thoroughbred racing attained the heights of popularity in 1920 especially in the United States. Record crowds visited the tracks in the vicinity of New York daily, the climax being reached on Memorial Day at Belmont Park when there were 42,000 paid admissions. The season was also noted for the remarkable showing made by Man O'War, a three-year old owned by Samuel C. Riddle. This superhorse piled up the unprecedented total of $244,465 in winnings during 1919 and 1920, being undefeated in 11 starts in the last-named year. A summary of Man O'War's wonderful record during 1920 follows: May 18-won Preakness Stakes at Pimlico; May 29-won the Withers at Belmont Park, establishing a new track record of 1 minute, 354% seconds for the mile: June 12-won the Belmont Stakes at Belmont Park, establishing a world's record of 2 minutes, 14 seconds for a mile and three-eighths; June 22-won the Stuyvesant Stakes at Jamaica; July 10-won the Dwyer Stakes at Aqueduct, establishing a new American record of 1 minute, 491 seconds for a mile and one-eighth; August 8-won the Miller Stakes at Saratoga; August 21-won the Travers Stakes at Saratoga, establishing a new track record of 2 minutes, 14% seconds for a mile and a quarter; September 4-won the Lawrence Realization Stakes at Belmont Park, establishing a new world's record of 2 minutes, 40% seconds for a mile and five-eighths. September 11-won the Jockey Club Stakes at Belmont Park, establishing a new American record of 2 minutes, 28% seconds for a mile and a half; September 18won the Potomac Stakes at Havre de Grace, establishing a new track record of 1 minute, 444% seconds for a mile and one-sixteenth; October 12 -won a match race from Sir Barton at Windsor, Canada, for a $75,000 purse and gold plate valued at $5000. The winners of the more important racing fixtures in the United States in 1920 were: Brooklyn Handicap, Cirrus; Saratoga Handicap, Sir Barton; Suburban Handicap, Paul Jones: Saratoga Cup, Exterminator; Futurity, Step Lightly; Latonia Derby, Upset: Kentucky Derby, Paul Jones; Brooklyn Derby, Man O'War. J. Butwell was the leading American jockey. He had 536 mounts, finishing first 109 times, second 92 times, third 105 times, and was unplaced on 230 occasions. J. Rodriguez piloted 105 winners and finished second 113 times. The most successful English jockey was S. Donoghue, who scored 122 firsts, 98 seconds, and 74 thirds. The leading English owner was Sir R. Jardine with $91,510. Capt. G. Loder's Spion Kop captured the English Derby and Comrade, owned by M. E. de St. Alary, won the Grand Prix de Paris. The Grand Circuit season comprised 310 races, 181 for trotters and 129 for pacers. Tommy Murphy and Fred Erdman were the leading driv ers, each winning 30 events. Peter Manning was the largest individual winner with a total of $26,550. This horse also set a new world's record for the best three heats at a mile, his times being 2:03, 2:0234, and 2:02. Single G. established a new world's pacing record by traveling three heats in 1:59. 2:00, and 2:0034. RACQUETS and COURT TENNIS. C. S. Pell captured the national amateur racquets singles, defeating S. G. Mortimer by scores of 9-15, 15-9, 15-2, 15-8. The doubles title went to Jay Gould and J. W. Wear who defeated C. S. Pell and S. G. Mortimer 15-9, 15-11, 9-15, 15-10, 16-18, 6-15, 15-7. Jack Soutar triumphed over Otto Glockler in matches for the American professional racquets championship by scores of 15-5, 16-5, 9-15, 15-10. A. J. Cordier of the Yale Club, New York City won the national amateur squash championship, defeating Anderson Dana of the Crescent A. C. 17-15, 15-9, 15-3. Jay Gould again reigned supreme in the court tennis singles. The court tennis doubles honors were gained by Gould and J. W. Wear. RADCLIFFE COLLEGE. A non-sectarian institution of the higher learning for the education of women, at Cambridge, Mass.. founded in 1879. The enrollment for the regular fall session of 1920 was 614. The faculty numbered 133. who were instructors and professors of Harvard University. The productive funds amounted to $1,900,000 and the income to $90,000. There were 44,000 volumes in the library. President, LeBaron Russell Briggs, LL.D., Litt.D. RADIO-TELEGRAPHY. See WIRELESS TELEGRAPHY AND TELEPHONY. RADIO-TELEPHONY. See WIRELESS TEL EGRAPHY AND TELEPHONY, RADIUM, MEDICAL USES OF. It is not yet generally understood that radium may extend more hope for the mitigation of persistent high blood pressure and hardening of the arteries than any other of our resources. This is pointed out by Dr. Field, Director of the New York Radium Institute, in the Medical Record for Dec. 25, 1920. The title of his paper is "The Influence of Radioactivity in the Treatment of Hypertension." The greatest proved efficiency of radium is in the treatment of malignant disease (see CANCER) and here the metal acts as a surgical resource, a substitute for the knife. Its use here is sometimes styled radiosurgery. But there are also radiomedical possibilities, for gaseous radium, known as emanation, has all the virtues of solid radium and solutions are easily rendered radioactive. Radium has in fact been used medicinally from the outset but heretofore has done nothing that could not have been done as well or better by other means. Dr. Field is, however, quite sanguine as to the future of the metal in the field of persistent high blood pressure and arteriosclerosis, and believes that at least threefourths of patients with these conditions can have their lives prolonged for many years. He be lieves that the drug will be as serviceable here as it has been in cancer, which is saying much. There is considerable similarity between the two affections, for both often attack the robust subject who has never been ill and at about the same age period; and both come on insidiously. To the latter characteristic is due the admonition to have periodical examinations made while yet in health, and needless to state the case which is soonest discovered is usually the one to benefit most from treatment. Persistent high blood pressure is the forerunner of actual hardening of the arteries and the latter in turn precedes the degenerative diseases of the heart, kidneys, and the blood vessels themselves. So commonly are these three types of degeneration associated in the same individual that we speak of cardiovasculorenal disease as a pathological entity. The great liability of these subjects to cerebral apoplexy makes the brain a participant to some extent in this great compli cation of diseases. We know very little of the first causes of persistent high blood pressure. According to the author it is hardly encountered in the manual toiler, but this statement should be qualified because certain of the physical workers are predisposed to arteriosclerosis, depending on the amount and character of the work performed. It is true that sedentary livers and mental workers are menaced by the disease, espe cially those who, carrying burdens of responsi bility, are under constant mental stress and who work for long hours at a stretch with neglect of exercise and with the habit of eating considerably more than their physical requirement. These subjects improve considerably under a radical change of habits-an active outdoor life and reduction in diet, with relief from mental strain. Since radium stimulates most of the functions it is difficult to understand its exact rôle in relieving arterial disease. Recently it has been claimed that it exerts a direct action on the automatic activity of the heart beat. That it does relieve the symptoms of high tension and arteriosclerosis is readily apparent, and it is probable that if used in season the treatment may prove curative. If only a palliative the treatment will of course need renewing from time to time. Even with advanced organic disease of the heart and kidneys life can be prolonged and symptoms relieved. The subject of administration is one of the greatest interest because radium is still scarce and the supply will hardly be equal to the constantly increasing demand. Used medicinally it exerts its influence in very small quantities, and even the minute amounts natural to certain mineral springs have given notable results. In addition to the use of radioactive mineral waters, gaseous radium or emanation may be inhaled and baths may be taken in radioactive water. Radium element proper in solution may be injected beneath the skin or into the veins. The metal is given thus in one of its saltsbromide or chloride. The author has used radium element in this manner in nearly 3000 treatments and has never seen any toxic effects. The foreign substance is not retained in the body but is eliminated in the usual manner. Gaseous radium does not remain long in the body but radium element may be demonstrated in the latter for as long as 12 weeks. Dr. Field will not undertake cases unless the subject will remain under treatment for a maximum of 16 weeks. He obtains good results without coinci dent dieting and hygiene, although he advises that other measures be utilized along with radium. The worst symptoms such as headache and dizziness, pain in the cardiac region, insomnia, etc., disappear in a few days, while at the end of the treatment the blood pressure may show a reduction of from 15 to 44 mm. in cases originally 160 to 200 mm., the greatest reduction being naturally seen in the higher pressures. As a rule the patients remain well from 6 to 12 months at which juncture there may be a return of high pressure; if this is promptly treated the period of treatment may be reduced to two or three weeks. Relapses are apt to follow certain abuses like overeating. Subjects threatened with relapse should be able by means of right living and the use of some form of gaseous radium such as radioactive mineral waters to ward off or keep down the tendency. Many patients treated four years ago have been free from relapse. RAILROAD TERMINALS. See CITY PLAN NING. RAILWAYS. The Transportation Act became a law on Feb. 28, 1920, and on March 1, 1920, the railroads which had been taken over by the United States government as a war measure Jan. 1, 1918, were returned to the private corporations that owned them. This Transportation Act was the enactment into law of certain parts of the Cummins bill originating in the Senate and the Esch bill originating in the House of Representatives, containing some provisions however, that were not in either bill and omiting many provisions that were in one or other of the bills. Its passage marked a distinctly new epoch in the history of regulation of American railroads. It provided for the termination of "Federal control" of railroads, the settlement of disputes between common carriers and their employees, and an amendment to the Act to Regulate Commerce of 1887. The larger railroads of the country had been rented by the government from the private corporations that owned them and operated by officers appointed by the government and by employees paid by the government from Jan. 1, 1918, to March 1, 1920. The Transportation Act provided for relinquishment of this rental but for a guarantee to such private corporations as elected to accept it of a net revenue equal to government rental for six months-that is up to August 31st-on condition that any net earnings in excess of the amount of the rental should be turned over to the government. Nearly all of the railroad corporations accepted this guarantee, the more important exceptions being the Southern Railway, the Pere Marquette, the St. Louis Southwestern, the New York, Chicago, and St. Louis, and Long Island. It provided also for the funding of indebtedness of the carriers to the government for a period of 10 years at 6 per cent interest. This indebtedness was incurred by the carriers through the expenditure by the government of sums for additions and betterments to the property of the carriers and advances by the gov ernment of sums for the refunding of corporation securities maturing during the period of government operation. The operating expenses of the carriers had been increased so much under Federal operation that with few exceptions the government was called upon to make up very considerable deficits for the six months period. The Act created a Railroad Board of Labor Adjustment composed of nine members, three representing the employees, three representing the managements, and three representing the public, with salaries of $10,000 each, to pass upon wages and working conditions. The findings of this board are to be made public but are not enforceable by law. President Wilson on April 13th appointed the following nine men as members of the Railroad Labor Board: Public representatives: G. W. W. Hanzer, assistant commissioner of the United States Board of Mediation and Conciliation; Henry Hunt, former mayor of Cincinnati; R. M. Barton, former member of the Tennessee Court of Appeals. Management representatives: Horace Baker, former general manager of the Cincinnati, New Orleans, & Texas Pacific; J. H. Elliott, former general manager of the Texas & Pacific; W. L. Park, Federal manager of the Chicago Great Western. Labor representatives: Albert Phillips, vicepresident Brotherhood of Locomotive Firemen and Enginemen; A. O. Wharton, president Railroad Employees Department American Federation of Labor; J. J. Forrester, president Brotherhood of Railway and Steamship Clerks, Freight Handlers, and Express and Station Employees. The Interstate Commerce Act is amended so as to provide that the Interstate Commerce Commission shall fix such freight and passenger rates as will provide the railroads as a whole with a net operating income equal to 5%1⁄2 per cent or 6 per cent on the fair value of the property devoted to transportation. Earnings by any railroad in excess of 6 per cent shall be divided, half to be retained by the railroad company as a reserve fund and half to go to the government for the establishment of a contingent fund. The commission is also given the power to fix minimum rates as well as maximum rates. The commission is given the power to pass on the division of through rates as between two or more railroads. Approval of the commission must be obtained for the issuance of new securities. approval of the commission must also be obtained for the building of extensions and new facilities. The The Act provides that combinations of railroads may be formed subject to the approval of the Interstate Commerce Commission but that the combinations shall be carried out in such a way as to preserve existing competition. The commission is empowered to lay out a general plan for the combination of railroads and has interpreted this to mean that it shall lay out such a general scheme. It was working on this scheme at the end of 1920. As indicative of the attitude of the commission towards this subject the handling of the application of the Delaware, Lackawanna, & Western is significant. The Lackawanna has for a number of years been paying 20 per cent dividends on its stock and earning a large surplus over and above its dividend requirements. The company claimed in its application to the Interstate Commerce Commission that the value of the property was many times (the petition does not fix an exact amount) the amount of the par value of the stock and asked permission to declare a stock dividend. At the same time permission was asked to merger another road-name not made public— with the Lackawanna. The commission has held up both applications on the ground that this proposal may not coincide with the plan which the commission is making for the consolidation of all roads into various systems. Another important application in regard to the capitalization of surplus was made to the commission in 1920 and has been left undecided. The Chicago, Burlington, & Quincy has outstanding 110,839,100 par value of stock of which 107,611,600 is deposited as collateral for an issue of joint bonds of the Great Northern and the Northern Pacific with a face value of double the par value of the Burlington stock. These 4 per cent bonds become due in 1921. The Burlington has been paying regular dividends of S per cent on its stock (just sufficient to meet the interest on the 4 per cent bonds under which it is deposited) and occasional extra dividends and has put back into the property very large surpluses. The proposal of the company is to issue additional stock against this surplus. The question presented to the commission is interesting. The Transportation Act specifically provides that even where surpluses are earned by successful competition against other roads charging the same rates that is rates fixed by the commission itself this surplus above 6 per cent must be divided with the government. This applies however to surpluses under rates which by the new law are required to be high enough to yield at least 51⁄2 per cent on the aggregate value of railroad property. The surpluses of the Lackawanna and the Burlington were earned in a period when there was no guarantee of minimum net earnings of all railroads except such as may be found in the Constitution. As provided for in the Transportation Act the railroad companies made an application, on May 1, to the Interstate Commerce Commission for an increase in freight rates. It was estimated by the companies that an increase of 28 per cent in freight rates in Eastern territory and of 23.4 per cent in western territory would be necessary to yield in the aggregate 52 per cent on the investment in their property. Before the hearing had gone far various classes of railroad labor appealed to the Labor Board for increase in wages. The two hearings went on simultaneously, but before different government commissions. It was necessary however for the Interstate Commerce Commission to make some estimate of what the new wage scale would be because to arrive at a figure for net income gross income must be adjusted to a presupposed expense. What actually happened was that there was some unofficial consultation between the two Commissions and the Railroad Labor Board made its award on July 20 and the Interstate Commerce Commission made its award on July 29. WAGE AWARD. The United States Railroad Labor Board awarded the various classes of employees a flat increase in wages averaging 21 per cent above the wages then being paid and adding $586,340,336 to the annual pay rolls of the railroad companies making no allowance for increased rates of overtime. Clerks got an increase of 25 per cent, maintenance of way emploves 25 per cent, mechanics and shop labor 19% per cent, station agents and telegraphers 23 per cent, and enginemen and trainmen, each 23 per cent. In making the award it was said that, "the board has endeavored to fix such wages as will provide a decent living and secure for the children of the wage earners opportunity for . education, and yet to remember that no class of Americans should receive preferred treatment and that the great mass of the people must ultimately pay a great part of the increased cost of operation entailed by the increase in wages determined herein." The different labor unions representing railroad employees generally accepted the award, but it is of importance in the history of labor legislation to make a note of the fact that although the responsible leaders of the unions had agreed to await the decision of the Wage Board there were serious strikes of railroad employees while the hearings were going on. These strikes were called "outlaw" strikes by the labor leaders and it was claimed that they were without the sanction of the unions and were engaged in by members of the unions in defiance of their leadThe argument, however, was continuously used before the Wage Board by the labor leaders -while these outlaw strikes were in progressthat unless the Wage Board granted the demands of the unions the leaders would no longer be able to control the action of the membership. The outlaw strikes started with the switchmen in Chicago, but spread to other classes of employees and pretty well all over the country. They died out in time, but so far as is known no punishment was imposed on the "outlaws" by the labor unions. ers. In the last four months of 1920 the supply of railroad labor for the first time since 1915 exceeded the demand and some reduction in forces was made possible by a falling off in freight busi ness. The in THE RATE ADVANCE. The Interstate Commerce Commission on July 29 granted a general increase in freight and passenger rates. crease in passenger rates was 20 per cent above the 3 cents a mile fixed during government operations. To this there was added a surcharge of 2 a cent a mile for passengers riding in Pullman cars. road company not to the Pullman Company. The surcharge goes to the railThe eastern roads were allowed an increase of 40 per cent in freight rates, the western roads east of the Colorado common points were given an increase of 35 per cent, the Mountain-Pacific roads were given an increase of 25 per cent and the southern roads were given an increase of 25 per cent. Both freight and passenger rate increases were to apply to both interstate and intrastate business, but some states were still withholding increased rates on intrastate business up to the end of 1920 Commission took as its tenative value of all the In making the award the Interstate Commerce roads $18,900,000,000, which is less by $1,700,000,000 than the total of the property investment accounts of the railroads. The par or face value of all outstanding railroad securities roughly corresponds to the total of the property investment accounts tentatively accepted a valuation for the railso that the Commission roads lower by some 8 per cent than the face value of outstanding securities, but very far above the market value of the aggregate of these securities. The net operating income which the Commission found to be fair under 1920 wage and traffic conditions was $1,134,000,000 per year. The Commission was unanimous as to the increases, but Commissioners Woolley objected to the method of arriving at Eastman and the decision. |