Edward John RATZ

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The informant at the time of his death was H. C. Ratz in Rochester, Illinois. He was the 3rd child of his parents. There is no name given to him at the time of his birth. But his parents' names, their places of births, and the dates all fit the birth certificate I was sent. The doctor or attendant at his birth was R. J. McNeill(?) Graduated from Dodge's Institute of Telegraphy in Valparaiso, Indiana. A reception was held in the Pythian Hall in Valparaiso January 23 & 24, 1903. Source - Photograph of his class. From the Porter County Library in Valparaiso, Indiana: Pythian Hall was a Masonic Lodge building. Cloyd Patton, 3303 Pines Village in Valparaiso, 46383, (219)462-2212 - he taught 55 years at Dodge Institute. He was born in 1915. He has student transcripts for many years. At the time of his death he had lived in Plainview for 12 years. Obituary: Ratz, Edward J. - Died at 5 p.m. Feb. 21, 1925, at Pineview, at the age of 43 years, 8 months and 27 days. Born May 24, 1881. Survived by his wife, Mrs. Ella Ratz; two sons, Edward, Jr., Rollin Francis; two brothers, H. C. and George W. Ratz, Rochester; two sisters, Mrs. Alma Sturdy, Gertrude Ratz, Rochester. Remains will arrive in this city today via C & A and will be removed to E. P. Metcalf's undertaking establishment. Funeral services will be held at 11 a.m. tomorrow at the residence of brother, H. C. Ratz, Rev. Mr. Munch, Rochester, officiating. Interment will be made in Oak Hill cemetery, near Buckhart. Illinois State Journal, February 23, 1925, page 8. He is buried in "57-4" of Oak Hill. Source - Oak Hill Cemetery records. According to "The Chicago & Alton Railroad Company Rules and Rates of Pay for Telegraphers", rules effective 7/1/1922 and rates effective 1/1/1923, Edward made somewhere between 61 cents and 63 cents per hour. Title, 'trick' and commission standings all determined what his exact pay would have been. These rates were for the Plainview, Illinois, station. From www.nationalrrmuseum.org/DrumHeads/AltonLimited.htm: The Chicago & Alton Raidroad contributed greatly to passenger service in this country. For it was on the railroad that the sleeping car was introduced. In 1858 George Mortimer Pullman's open sleeping car, the Pioneer, was placed in service. This car was an open sleeping car with retractable lower and upper births. Two features of the Pioneer that withstood the test of time were the heavy green curtains that sectioned the corridor into more private areas and the green net hammock used for night storage of personal items. Three railroads competed for passengers between Chicago and St. Louis. Each broke out of the traditional olive green exterior and boasted that their train was the best. Because each of the trains was brightly colored the Chicago-St. Louis trip came to be known as the Rainbow Run. The trains involved were the Daylight Special (green train) of the Illinois Central Railroad, the Banner Blue Limited (blue train) of the Wabash Railroad, and the Alton Limited (red train) of the Chicago and Alton Railroad. Was a six hour trip. In the observation-parlor cars afternoon tea was served by a Japanese maiden in Oriental costume. Labelled train No. 1, the Alton Limited was C & A's flagship. New luxury cars were commissioned from Pullman in 1905 and in 1924 the all new Alton Limited painted in Tuscan Red and maroon was inaugurated. In the 1924 version even the mail cars were named. From www.trains.com/Content/Dynamic/Articles/000/000/000/389umrad.asp: Gateway Western (GWWR) is a 408-mile regional linking East St. Louis, Ill., with Kansas City, created on January 9, 1990. Originally the Kansas City, St. Louis & Chicago, the line came under Chicago & Alton control in 1878, but was never a profit-maker under successors Alton Railroad, GM&O, and Illinois Central Gulf. On April 28, 1987, ICG sold the K. C. line, and the Chicago (Joliet)-East St. Louis main line, to new 633-mile regional Chicago, Missouri & Western. Ill-fated CM&W soon went bankrupt. Southern Pacific, through new subsidiary SPCSL Corp., bought the Joliet main line on September 29, 1989; this route passed to UP in the 1996 SP merger. Santa Fe, always wanting St. Louis-area access, arranged for a New York investment firm to purchase CM&W's K. C. line, which created Gateway Western. After the BNSF merger in 1995, Santa Fe no longer needed the route, and KCS acquired GWWR on May 5, 1997. From Western Historical Manuscript Collection-Kansas City: The Alton was one of the more important railroads in the early history of Illinois, being one of the so-called air lines--meaning that it followed a very direct route, in this case to Saint Louis and Kansas City and to the cities in between. When the Santa Fe railroad opened in 1888, however, that became the more direct route. The Bridgeport segment of the Alton was in actual fact the Joliet & Chicago railroad, but it had been perpetually leased by the Chicago & Alton from the early 1860's onward. The line later became part of the Gulf, Mobile & Ohio railroad, which itself was merged with the Illinois Central railroad to form the Illinois Central Gulf railroad. Although the depot is long vanished, this line still runs through Bridgeport today. Also from Western Historical Manuscript Collection-Kansas City: The Chicago and Alton Railroad began service in 1847 in Illinois as the Alton and Sangamon Railroad and by the early 1850's linked Alton to Springfield and Joliet. However, financial reverses forced the Company through several bankruptcies and name changes until about 1855 when the Road was reorganized as the Chicago and Alton. The heydey of the Chicago and Alton Railway occurred after the Civil War when it operated nearly 1000 miles of track. By 1879 the Line was complete; beginning in Chicago, it bridged the Mississippi River and Louisiana, Missouri, extended through the town of Mexico to bridge the Missouri River at Glasgow and arrived at Kansas City, its western terminus, all on its own rails. Around 1900, the E. H. Harriman Syndicate bought the Line, watered its stock, and shifted its assets first to the Union Pacific, then the Rock Island, and finally the Clover Leaf. After the Company's third receivership, it was sold to the Baltimore and Ohio Railroad in 1929 and renamed the Alton Railroad. In 1942, the Line was again sold to the Isaac Tigrett System where it helped form the nation's second Mid-Continent trunk line between Chicago and the Gulf under the Gulf, Mobile and Ohio Railroad name. Finally, in 1972, the Company merged with the Illinois Central to form the current Illinois Central Gulf System. The collection contains a volume of plat maps of towns and cities in Illinois and Missouri through which the Chicago and Alton Railroad ran between the years 1880 and 1890. The maps are hand drawn, with the exception of one sheet for Kansas City, and show the areas where the tracks and depots were located. 1880-1890. Suggestions to Deborah Rowe from other Country Woman readers: look for a Chicago & Alton Historical society online; a portion of one of the trains may be in St. Louis at the Museum of Transport. From The Telegraph Instructor, Dodge's Telegraph, Railway Accounting and Radio (Wireless) Institute, 6th edition, 1917, by G. M. Dodge, President: The word "telegraph" strictly defined means "to write afar off." Duties of the telegraph operators (pages 82 & 83) - The telegraph operator reports to and receives his instructions from the division operator, and in his absence from the Dispatcher. An operator at a station must obey the instructions of the station master or station agent, when they do not interfere with his duties as operator. The operator is required to be constantly on duty during the hours assigned him, and must not leave his office without permission. The office is in charge of the day operator. Where two or more operators are employed during the day or night, there must be always one on duty. Where both day and night operators are employed, they must not leave their posts until relieved by each other, and those going off duty must inform those taking their places respecting unfinished business and the position of trains. An operator must not leave his office when a train is at the station, unless required by business connected with the train. Each operator must keep a register of the times at which trains pass his office, and such other offices as may be required; give particular attention to the adjustment of his instruments, and be ready at all times to receive train orders; in transmitting, receiving and delivering train orders conform to the prescribed rules; keep a full set of signals, in good order and ready for use, and use them in accordance with the rules; and observe the rear of trains and report at once to the superintendent and the next telegraph office, if the proper signals are not displayed. When orders are sent for delivery to trains at the meeting point he must take special precautions to insure safety. The operator must be courteous in his intercourse with other operators, and with persons transacting business at his office, and must use no improper language over the wire. He must not take students or leave his office in charge of another operator, without permission; and must not permit employes or others to frequent his office. He must not receive messages to be transmitted free, unless signed by, or addressed to, an officer, agent or employe, and on each message sent and received must appear the date, the time, the signal and call of the operator who sent and received it. He must preserve messages sent, and promptly deliver those received; and must consider all messages confidential, and not permit them to be read by any person except those to whom they are addressed, nor make their contents the subject of conversation or remark. If the telegraph line fails at an office for an unusual length of time, the operator must test the wires and report, if possible, on which side of his office the failure is. If it is at a point which the lineman cannot reach promptly, the operator must immediately notify the track foreman. The telegraph is not to be used for the transmission of communications which may be sent by train without detriment to the company's interests, and the operator should report any such cases observed. Page 319 - the school was founded in 1874 and chartered in 1900. Page 320 - (Dodge's school is) the largest and most completely equipped institution of the kind in the world; the annual enrollment exceeding 600 students. Pages 337 & 338 - Very few people realize the full value of a course in penmanship. They don't appreciate what a tremendous influence for promotion clean and attractive handwriting is - how often it is the means of getting the attention and good will of some one higher up. Poor, scrawly penmanship, on the contrary, is almost sure to arouse unfavorable comment, and gives the impression of the writer as being a slovenly, careless, shiftless individual. In fact, legible handwriting is absolutely essential for a successful telegrapher, station agent or radio operator. Realizing this fact, years ago we added a course of drill penmanship, which has been made a regular feature of the course. Students practice penmanship at least thirty minutes daily. This department is under the direction of Dean Swain, who is ably assisted by Dean Ranier. The Palmer Method of Business Writing is taught. No additional tuition is charged, and what we give in this work is usually sufficient to make a good penman out of an ordinary poor writer. This is our aim. All students are required to attend the penmanship drill classes. Pages 34-343 - Depending on the course of study, tuition ranged from $20.00 to $77.50; and room and board could be found for $2.75 to $3.25 per week. From The Chicago & Alton Railroad by Gene V. Glendinning: pg. 3 - Illinois was the 21st state, admitted to the Union in 1818. It was mostly prairie. pg. 13 - Lincoln bought 2 shares of C&A stock of 480 shares available in the first days. In 1847 he bought 4 more shares. pg. 48 - Stephen Douglas rode the C&A to deliver a speech. Abe Lincoln faithfully used the C&A to Bloomington for court sessions. He was a "company-favored attorney" and rode for free. Millard Fillmore was the first president in office to use the C&A, going to Alton in 1854. pg. 55 - George Pullman rode trains overnight and found the rides long, uncomfortable and sleepless. In 1859 he came up with the idea of building sleeping cars. pg. 56 - Pullman's sleeping cars weren't the first in America, but they were the first Pullman-designed sleepers for the C&A. On September 1, 1859, a train with the first sleeping car arrived at Bloomington from Chicago. This was the first time for their passengers to have a sleeping car available with the C&A. pg. 62 & 63 - In February, 1861, legislators granted a charter for the C&A, the 4th corporate name in their history. Official founding of the railroad was February 27, 1847. But February 14, 1861, marked a new beginning with a new name. In the last 40 years of the 1800's, they saw their greatest profits and made a name for themselves on Wall Street and among other railroad leaders. pg. 70 & 71 - April to May, 1865, a 1,700-mile trip was taken from D. C. to Springfield with the body of President Abraham Lincoln. It took 13 days through 180 cities and towns, stopping at state capitals and major cities, mostly retracing the route taken when Lincoln was elected president. The President's Car was draped in mourning cloth. By military order, the train length was limited to 9 cars. Every telegraph office was open, guards were posted at road crossings, and all track and bridges inspected the day before. Passing a railroad station, the station's bell was rung. To avoid any potential embarrassment to the C&A, every possible precaution was taken. pg. 122 - In May of 1893 the Columbian Exposition opened in Chicago. It closed in October of 1893. The C&A carried over 500,000 visitors to Chicago for the fair. Expenses from Wilson Park Funeral Home: hearse - $15; lining - $5, car. - $3; service - $10. Total expenses - $33. The paperwork is dated February 23, 1925. Jim Frank of Macoupin County, Illinois, said the C&A depot in Plainview was torn down in about 1955. The Ratz home in Shipman sat vacant for years. Next to it was parked a trailer. The trailer caught fire which then caught the house on fire and burned it to the ground.

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Titel	Familienforschung Masch
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Hochgeladen	2023-11-26 11:56:15.0
Einsender	Sebastian Masch
E-Mail	sebastian.masch@wilsen.de
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