April 10, 1018 



Partially Lift Memphis Embargo 



There is notable improvement in the embargo situation through 

 the Memphis gateway as outlined in the following circular letter 

 sent to members of the Southern Hardwood Traffic Association un- 

 der date of April 1: 



From points on the Illinois Central and connections: 



Effective today, embargoes are further modified to permit ac- 

 ceptance of shipments (of lumber) for points on the Pennsylvania 

 railroad, east of Pittsburgh, with the exception of New York City 

 and Baltimore. 



From points on the Missouri Pacific system and connections: 



The Missouri Pacific can now handle shipments (of lumber) to 

 points east of the Pennsylvania-Ohio state line, to the same points 

 as are shown to be open via the Illinois Central. It can also 

 handle shipments to points on the Pennsylvania railroad east of 

 Pittsburgh with the exception of New York City and Baltimore. 



From points on the St. Louis Southwestern (Cotton Belt) and 

 the Frisco system and connections: 



Same as on the Missouri Pacific system. 



This is the first time in a long while that it has been possible 

 for hardwood operators on either the east side or the west side to 

 send shipments of lumber through to destination in Eastern Trunk 

 Line territory and they are taking as full advantage as possible of 

 this change in conditions. Indeed, it has been well nigh impossible 

 recently to make shipments into much of Central Freight Associa- 

 tion territory but the latter is now practically wide open and 

 operators are likewise taking full advantage of the change in this 

 respect. 



It is still impossible to reach New York, Baltimore and other 

 port cities on the north Atlantic coast without permits but officials 

 of the association say that permits can be secured for handling 

 shipments to these, with the result that the situation is declared 

 materially improved. 



But, just when embargoes are being lifted and open routes are 

 being provided, there is an admitted shortage of cars for loading 

 with lumber. This is preventing as large movement of lumber as 

 desired. Furthermore, it is suggested that, with more routes being 

 opened up and with increasing quantities of hardwood lumber 

 offered for shipment, the car situation is almost certain to become 

 considerably worse. This is only another way of saying that lum- 

 ber interests are swapping open routes for car shortage and that 

 their transportation troubles are by no means ended as a result of 

 the lifting of embargoes to the important outlets already indicated. 



There has been a decided increase in the number of flat cars 

 offered by the Missouri Pacific system for log handling recently, 

 not only to Memphis and Helena but to other points on that line. 

 This information comes .direct from the offices of the Southern 

 Hardwood Traffic Association. Mills dependent on that road for 

 logs are therefore faring much better. 



There has been no improvement, however, in log handling on 

 the Yazoo & Mississippi Valley line of the Illinois Central or on 

 the Frisco system in Arkansas. The management of the former 

 has been promising more cars for some time but these have not 

 yet been provided. The Valley Log Loading Company is operating 

 at about half of its capacity with the machines now employed. It 

 <an make no better showing for the reason that cars are not being 

 provided by the Y. & M. V. road. As a result mills dependent on 

 that line are very short of logs despite the fact that there are 

 millions of feet of timber on the right of way awaiting immediate 

 handling. And, because of inability to secure full supplies of 

 logs, mills at Memphis and elsewhere in the valley, dependent on 

 that particular road for their log supplies, are still having to 

 operate on partial time. This means that production, so far as 

 these mills are concerned, is sharply below normal. 



Owing to the fact that mills bringing out their logs by water 

 are able to operate at capacity; owing to the fact that firms using 



their own railway and logging facilities are able to secure full 

 supplies of timber for their mills, and owing still further to the im- 

 provement on the Iron Mountain, production of hardwood lumber 

 is increasing somewhat above the recent average in this territory. 

 Still it is materially below what it should be under present con- 

 ditions. 



Logs are beginning to suffer from attacks from worms and in- 

 sects and there is an admitted slowing down of logging operations 

 because prospects are no brighter than they are for moving the 

 timber already awaiting loading. Weather conditions are fine for 

 logging and this work would be making far greater progress if 

 owners of timber saw any chance of moving this. But they are 

 naturally timid about preparing more material for the worms and 

 insects when they have so much already exposed to the depreda- 

 tions of these pests. 



Wood as Fuel 



Figures show that more wood is used as fuel in this country 

 than is sawed into lumber. The lumberman has been held up to 

 view as the greatest forest destroyer, but he does not take as much 

 from the forest as is taken for fuel. The lumber cut is about 

 40,000,000,000 feet a year, while if the amount of wood fuel is 

 reduced to board measure it exceeds 50,000,000,000 feet. The 

 quantity is placed at 83,000,000 cords, or nearly a cord for every 

 person. 



The value of a fuel is measured by the quantity of heat given 

 off in the process of burning. There is great difference in woods 

 in that respect. Any person accustomed to use various woods as 

 fuel, knows that some kinds give much more heat than others. 

 Theoretically, the fuel values of woods which are dry are in pro- 

 portion to their weight, with the proviso that, weight for weight, 

 resinous softwoods like yellow pine, give ten percent more heat 

 per pound than the hardwoods. The difference is due to the burn- 

 ing of the resin, of which hardwoods have little or none. If the 

 theory holds true, the fuel value of a dry wood may be determined 

 by weighing it. If persimmon is twice as heavy as basswood it 

 should furnish twice as much heat. That is the theory, but it is 

 not easy to convince some people that it will hold true in practice. 



It is too easy for them to cite their own experience to the con- 

 trary, when, on cold days, they shiver round a fire which hums 

 pretty well but refuses to give off much heat that can be noticed. 



Green wood develops as much heat while burning as the sarna 

 wood can furnish when dry. That statement would be disputed by 

 many persons who have had experience in firing with wood; but the 

 apparent difference in the fuel value of green wood and dry is 

 explained by the fact that in the combustion of green fuel, much 

 of the heat is required to evaporate the water in the wood, and 

 thus is not available for ordinary heating purposes. A fire that 

 is fed with soggy wood gives off little heat because nearly all is 

 required to drive off the water in the form of steam. Beech, birch, 

 maple and hickory are among the best fuel woods of this country, 

 and they are among the heaviest, but doubtless oak is more largely 

 used for fuel than any other kind of wood. 



TirE .\novr: is a reproduction of a copper ring taken 



FROM THE FINGER OP A GERMAN OFFICER BY ROY COOKSTON, 

 FORMERLY OF THE UTLEY-HOLI-OWAY COMPANY. CHICAGO. THE 

 RING WAS EVIDENTLY MADE FROM A PART OF A SHELL, AND THE 

 CROSS IS PROBABLY WORN HERE INSTEAD OF ON THE CUS- 

 TOMARY PIN. 



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