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diff --git a/40125-h/40125-h.htm b/40125-h/40125-h.htm index 9fd4546..0609547 100644 --- a/40125-h/40125-h.htm +++ b/40125-h/40125-h.htm @@ -2,7 +2,7 @@ "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> <html xmlns="http://www.w3.org/1999/xhtml"> <head> -<meta http-equiv="Content-Type" content="text/html; charset=ISO-8859-1" /> +<meta http-equiv="Content-Type" content="text/html; charset=UTF-8" /> <title>The Project Gutenberg eBook of The Railroad Problem, by Edward Hungerford</title> <style type="text/css"> @@ -57,25 +57,9 @@ </style> </head> <body> +<div>*** START OF THE PROJECT GUTENBERG EBOOK 40125 ***</div> <h1>The Project Gutenberg eBook, The Railroad Problem, by Edward Hungerford</h1> -<p>This eBook is for the use of anyone anywhere at no cost and with -almost no restrictions whatsoever. You may copy it, give it away or -re-use it under the terms of the Project Gutenberg License included -with this eBook or online at <a -href="http://www.gutenberg.org">www.gutenberg.org</a></p> -<p>Title: The Railroad Problem</p> -<p>Author: Edward Hungerford</p> -<p>Release Date: July 2, 2012 [eBook #40125]</p> -<p>Language: English</p> -<p>Character set encoding: ISO-8859-1</p> -<p>***START OF THE PROJECT GUTENBERG EBOOK THE RAILROAD PROBLEM***</p> <p> </p> -<h4>E-text prepared by David Edwards<br /> - and the Online Distributed Proofreading Team<br /> - (<a href="http://www.pgdp.net">http://www.pgdp.net</a>)<br /> - from page images generously made available by<br /> - Internet Archive<br /> - (<a href="http://archive.org">http://archive.org</a>)</h4> <p> </p> <table border="0" style="background-color: #ccccff;margin: 0 auto;" cellpadding="10"> <tr> @@ -558,7 +542,7 @@ or dishonesty in management of some of our railroads.</p> rotten condition throughout its affairs?” asked a distinguished economist at a dinner in Chicago last winter.</p> -<p>E. P. Ripley, the veteran president of the Santa Fé, answered that +<p>E. P. Ripley, the veteran president of the Santa Fé, answered that question.</p> <p>“It is because a road is never investigated until it is morally certain @@ -569,7 +553,7 @@ company because a few of its members have erred? Take another instance. A club for a while shelters a genuine blackleg. Are we to say that, because of this mere fact, its other members are<span class="pagenum"><a name="Page_12" id="Page_12">[Pg 12]</a></span> not as good as any of us? So it is with the railroads. You cannot point even the finger of suspicion to -such properties as the Santa Fé, the Burlington, the Pennsylvania, the +such properties as the Santa Fé, the Burlington, the Pennsylvania, the North Western, or the Baltimore and Ohio railroads—to mention a few out of many, many instances. These are good roads; in some instances because they have been extraordinarily well located, but in most instances because @@ -797,7 +781,7 @@ poorly protected, are more dangerous.</p> <p>One thing more, while we are upon this subject and are speaking particularly of this lack of development of the railroads of the West and of the Southwest. It is an interesting fact that there are but three -railroads—the Santa Fé, the Union Pacific, and the Southern +railroads—the Santa Fé, the Union Pacific, and the Southern Pacific—which have done any considerable amount of double-tracking west of the Missouri River. Yet, as we shall see when we come to the military necessity of our railroads, it is only a double-track railroad which is @@ -1365,7 +1349,7 @@ responsibility. But he has no monopoly of it.</p> railroad’s labor—the conductor. He will tell you that a goodly measure of responsibility rests upon his own broad shoulders. Yet your veteran railroad executive does not regard his conductor so much as a -responsibility man as a diplomat. This last, after all, is his chief rôle.</p> +responsibility man as a diplomat. This last, after all, is his chief rôle.</p> <p>You gather your brow. You do not understand.</p> @@ -1396,8 +1380,8 @@ movement of his train up and down the railroad’s busy lines he shares, in an important degree, the responsibility with the man with whom we have just ridden in the engine cab; but the engineer cannot very well make or lose business for his railroad unless he stops his train too sharply and -too many times. The conductor—well, we are going to see him in his rôle -of peacemaker plenipotentiary to the public. It, of itself, is a rôle +too many times. The conductor—well, we are going to see him in his rôle +of peacemaker plenipotentiary to the public. It, of itself, is a rôle where he can be and is of infinite value to the railroad.</p> <hr style="width: 25%;" /> @@ -1561,7 +1545,7 @@ efficiency demands units—not thinkers!”</p> seems to. Yet some of these very same railroaders were overjoyed a little time ago—when the half-baked Adamson eight-hour law was being jammed through Congress—to see out from the Middle West, from the rails of the -Santa Fé, the Union Pacific, the Milwaukee roads, veteran conductors +Santa Fé, the Union Pacific, the Milwaukee roads, veteran conductors coming forward, who not only did not hesitate to speak their minds against the measure, but actually sought out injunctions against it. What it might cost these men in prestige and in the affection of their fellows, in @@ -1649,7 +1633,7 @@ politician alike. They have a power that is to be feared—they have said it themselves. And the politicians, the public, a good many of the biggest railroad executives have believed it. Once in a while you will find a railroad executive—like that stern old lion, Edward Payson Ripley, who -brought the Santa Fé Railroad out of bankruptcy into affluence and became +brought the Santa Fé Railroad out of bankruptcy into affluence and became its president—who states his disbelief and states it so plainly that there can be no doubt as to its meaning. For a long time Ripley has seen the handwriting on the wall. And so seeing,<span class="pagenum"><a name="Page_56" id="Page_56">[Pg 56]</a></span> he has had small patience @@ -2501,7 +2485,7 @@ benefits of practical suggestions.</p> <p>It has done more than these things. Today it would not censure him for spending $6.75 out of his cash drawers for giving it a representation on a -local fête-day. It would urge him to spend a few more dollars and make a +local fête-day. It would urge him to spend a few more dollars and make a really good showing. It is giving him a little more help in the office and insisting that he mix more with the citizens of the town. It will perhaps pay his dues in the Chamber of Commerce and in one or two of the local @@ -2714,12 +2698,12 @@ business at his station, is to be rewarded by a definite contribution from the pay-chest of the railroad which employs him. Up to very recently there apparently has not been a single railroad which has taken up this question of bonus payments for extra services given. To the abounding credit of the -Atchison, Topeka, and Santa Fé Railway and its president, Edward Payson +Atchison, Topeka, and Santa Fé Railway and its president, Edward Payson Ripley, let it be said that they have just agreed to pay the greater proportion of their employees receiving less than $2,000 a year<span class="pagenum"><a name="Page_98" id="Page_98">[Pg 98]</a></span> a bonus of ten per cent of the year’s salary for 1916—a payment amounting all told to $2,750,000. The employees so benefited must have been employed by -the Santa Fé for at least two years and they must not be what is called +the Santa Fé for at least two years and they must not be what is called “contract labor.” By that the railroad means chiefly the men of the four great brotherhoods whose services are protected by very exact and definite agreements or contracts. The men of the brotherhoods are hardly in a @@ -2727,7 +2711,7 @@ position to expect or to demand a bonus of any sort. And it also is worthy of record that practically every union man, big or little, has placed himself on record against bonus plans of every sort.</p> -<p>I hope that the example of the Santa Fé is to be followed by the other +<p>I hope that the example of the Santa Fé is to be followed by the other railroads of the country.<a name='fna_7' id='fna_7' href='#f_7'><small>[7]</small></a> It is stimulating and encouraging; it shows that the big sick man of American business apparently is not beyond hope of recovery. For, in my own mind, the bonus system is, beyond a doubt, the @@ -3132,7 +3116,7 @@ have long since enjoyed a world-wide reputation for their excellence. Upon our own continent both the Canadian Pacific and the Grand Trunk railroads have not been slow to take advantage of similar opportunities. And to a considerable degree, at least, their example has been followed by certain -roads right in the United States—the Santa Fé and the Delaware and Hudson +roads right in the United States—the Santa Fé and the Delaware and Hudson are the first to come to my mind. The hotels of these railroads may not be, in themselves, directly profitable. But there is no question but that they are distinct factors in the development of passenger traffic, and so, @@ -4930,7 +4914,7 @@ the conditions, a really remarkable performance.</p> Pershing’s expedition “somewhere in Mexico.”</p> <p> </p> -<p>The Santa Fé and the Rock Island operate direct lines from Chicago to El +<p>The Santa Fé and the Rock Island operate direct lines from Chicago to El Paso. They were called upon during many months of the past year to carry munitions south to the border—particularly motor trucks—and were not found wanting. The Rock Island with its complementary line, the El Paso @@ -5266,7 +5250,7 @@ System. In any military crisis requiring the rapid transcontinental movement of troops they would become extremely important parts.</p> <p>The Union Pacific is, of course, supplemented by other transcontinentals. -To the south rests the long main stem of the Santa Fé, which boasts not +To the south rests the long main stem of the Santa Fé, which boasts not only that it is the only railroad with its own rails direct from Chicago to California, but that it already has more than fifty per cent of its main line double-tracked. Farther south still is the Southern Pacific, @@ -5358,7 +5342,7 @@ lines there—the Milwaukee, the Northern Pacific, and the Great Northern—and by keeping the<span class="pagenum"><a name="Page_205" id="Page_205">[Pg 205]</a></span> traffic moving in a single direction, we gain at once a practical and effective double-track railroad. This method can be repeated in the South from Chicago to El Paso and thence across to -Los Angeles, by a similar operating combination of the Santa Fé, the Rock +Los Angeles, by a similar operating combination of the Santa Fé, the Rock Island, the El Paso and Southwestern, and the Southern Pacific. The map itself will suggest numerous other combinations of the same sort.</p> @@ -5958,7 +5942,7 @@ delay, until the standard minimum fare is again reached.</p> hand.</p> <p>“We shall put a winter train from Chicago to Los Angeles and San Francisco -that will be <i>de luxe</i> in every sense of the word,” said the Santa Fé four +that will be <i>de luxe</i> in every sense of the word,” said the Santa Fé four or five winters ago. “We shall have the very best of train comforts—library, barber shop, ladies’ maids, compartments a-plenty—and we shall charge twenty-five dollars excess fare for the use of this @@ -5975,7 +5959,7 @@ our fastest train today.”</p> <p>“Five dollars an hour! That’s going some!” whistled railroad Chicago.</p> -<p>“Five dollars an hour—nothing!” replied the Santa Fé. “We are going to +<p>“Five dollars an hour—nothing!” replied the Santa Fé. “We are going to charge for luxury—not for speed. We are going to charge folks eighty-five dollars for the ride between Chicago and San Francisco instead of the standard price of sixty dollars; and we are going to have them standing in @@ -5984,7 +5968,7 @@ having ridden on that train just as folks come home from across the Atlantic and boast of the great hotels that have housed them in Europe. You never hear a man brag of having ridden in a tourist-sleeper.”</p> -<p>The Santa Fé was right. It gauged human nature successfully. Its <i>de luxe</i> +<p>The Santa Fé was right. It gauged human nature successfully. Its <i>de luxe</i> train at twenty-five dollars excess fare has become a weekly feature between Chicago and the Pacific coast the entire winter long. Its chief rival has also installed an excess-fare train—in connection with its @@ -6324,7 +6308,7 @@ timid creature at first, gradually feeling her increasing strength, however, and not hesitating to use it. For a long time she had a dangerous enemy, a fellow who up to that time had allied himself almost invariably with railroads and railroaders—the practical politician. Eventually this -fellow took upon himself the rôle of best friend to Railroad Regulation.</p> +fellow took upon himself the rôle of best friend to Railroad Regulation.</p> <p> </p> <div class="bbox" style="width: 344px; height: 500px;"><img src="images/img19.jpg" alt="" /></div> @@ -7716,360 +7700,6 @@ railroads.”—The <i>New York Sun</i>.</p> <p> </p> <p> </p> -<hr class="full" /> -<p>***END OF THE PROJECT GUTENBERG EBOOK THE RAILROAD PROBLEM***</p> -<p>******* This file should be named 40125-h.txt or 40125-h.zip *******</p> -<p>This and all associated files of various formats will be found in:<br /> -<a href="http://www.gutenberg.org/dirs/4/0/1/2/40125">http://www.gutenberg.org/4/0/1/2/40125</a></p> -<p> -Updated editions will replace the previous one--the old editions -will be renamed.</p> - -<p> -Creating the works from public domain print editions means that no -one owns a United States copyright in these works, so the Foundation -(and you!) can copy and distribute it in the United States without -permission and without paying copyright royalties. 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