There are economic and sensible reasons for this in many cases. Some railroads have great through passenger traffic, demanding Pullman equipment in summer and little or none in winter. Others reverse this need and so whole trains of sleeping and parlor cars go flocking north and south and then north again with the private cars. Special occasions, like great conventions, call for extra Pullmans by hundreds; and because of the enormous capital that must be tied up, a single supplying company is best able to handle the problem. Still, big roads like the New Haven, the Milwaukee, and the Great Northern have been most successful in building and operating their own sleeping and parlor-car service. A great road like the Pennsylvania might do the same thing, and because of that possibility the Pennsylvania was one of the first roads in the country to make the Pullman Company pay it for the privilege of hauling its cars. As a rule, the railroad pays the Pullman Company for hauling by the mile--a very few cents a mile--and the Pullman Company also takes the entire receipts to itself. * * * * * The body of Abraham Lincoln was carried to its final resting-place in the first real Pullman car that was ever built. President Lincoln rode in one of Pullman's earliest attempts at railroad luxury, some sleeping-cars that he had remodelled from day coaches on the Chicago & Alton Railroad and that were put in service between Chicago and St. Louis in 1860. These cars were almost as crude as the barbaric predecessors that had induced Pullman to tackle the problem of railroad comfort approaching the standards of boat comfort. Leonard Seibert, a veteran employee of the Chicago & Alton, told a few years ago of Mr. Pullman's first attempts to remodel the old coaches of that road into sleeping-cars. Said he: "In 1858 Mr. Pullman came to Bloomington and engaged me to do the work of remodelling the Chicago & Alton coaches into the first Pullman sleeping-cars. The contract was that Mr. Pullman should make all necessary changes inside of the cars. After looking over the entire passenger car equipment of the road, which at that time constituted about a dozen cars, we selected Coaches Nos. 9 and 19. They were 44 feet long, had flat roofs like box cars, single sash windows, of which there were fourteen on a side, the glass in each sash being only a little over one foot square. The roof was only a trifle over six feet from the floor of the car. Into this car we got ten sleeping-car sections, besides a linen locker and two washrooms--one at each end.