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diff --git a/40242-h/40242-h.htm b/40242-h/40242-h.htm index 52b00fc..50c22f2 100644 --- a/40242-h/40242-h.htm +++ b/40242-h/40242-h.htm @@ -3,7 +3,7 @@ <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 Modern Railroad, by Edward Hungerford—A Project Gutenberg eBook </title> @@ -55,46 +55,7 @@ </style> </head> <body> - - -<pre> - -The Project Gutenberg EBook of The Modern Railroad, by Edward Hungerford - -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 www.gutenberg.org/license - - -Title: The Modern Railroad - -Author: Edward Hungerford - -Release Date: July 15, 2012 [EBook #40242] - -Language: English - -Character set encoding: ISO-8859-1 - -*** START OF THIS PROJECT GUTENBERG EBOOK THE MODERN RAILROAD *** - - - - -Produced by David Edwards and the Online Distributed -Proofreading Team at http://www.pgdp.net (This file was -produced from images generously made available by The -Internet Archive.) - - - - - - -</pre> - - +<div>*** START OF THE PROJECT GUTENBERG EBOOK 40242 ***</div> <div class="figcenter"><img src="images/cover.jpg" alt="" /></div> <p> </p><p> </p> @@ -312,7 +273,7 @@ rivalry for passenger traffic—Increasing luxury in Pullman cars—Many <td align="right"><a href="#Page_292">292</a></td></tr> <tr><td>Special trains provided—Private cars—Specials for actors, actresses, and musicians—Crude coaches on early railroads—Luxurious old-time sleeping-cars—Pullman’s sleepers made at first from old coaches—His pioneer—The first dining-cars—The -present-day dining-cars—Dinners, <i>table d’hôte</i> and <i>a la carte</i>—<i>Café</i>-cars—Buffet-cars—Care for the comfort of women.</td></tr> +present-day dining-cars—Dinners, <i>table d’hôte</i> and <i>a la carte</i>—<i>Café</i>-cars—Buffet-cars—Care for the comfort of women.</td></tr> <tr><td> </td></tr> <tr><td align="center"><a href="#CHAPTER_XIX">CHAPTER XIX</a></td></tr> <tr><td align="center"><span class="smcap">Getting the City out into the Country</span></td> @@ -1886,7 +1847,7 @@ railroad will be stepped through here, the group of nodding pines will be gone, for a culvert will span the creek at this very point.</p> <p>Sometimes the work of these parties becomes intense and dramatic. The -chief, lowered into a deep and rocky river cañon, is making rough notes +chief, lowered into a deep and rocky river cañon, is making rough notes and sketches, following the character of the rock formation, and dreaming the great dreams that all great engineers, great architects, great creators must dream perforce. He is dreaming of the day when, a year or @@ -1897,14 +1858,14 @@ the man who was slipped down over a six-hundred-foot cliff in order that the railroad might find its way.</p> <p>It is then that the surveying party begins to have its thrills. Perhaps to -put that line through the cañon the party will have to descend the river +put that line through the cañon the party will have to descend the river in canoes. If the river be too rough, then there is the alternative of being lowered over the cliffsides. Talk of your dangers of Alpine climbing! The engineers who plan and build railroads through any mountainous country miss not a single one of them. Everywhere the lines must find a foothold.<span class="pagenum"><a name="Page_40" id="Page_40">[Pg 40]</a></span> This is the proposition that admits of but one answer—solution. Sometimes the men who follow the chief in the deep river -cañons, the men with heavy instruments to carry and to operate—transits, +cañons, the men with heavy instruments to carry and to operate—transits, levels, and the like—must have lines of logs strung together for their precarious foothold as they work. Sometimes the foothold is lost; the rope that lowers the engineer down over the cliffside snaps, and the folk in @@ -2377,7 +2338,7 @@ acknowledge no conqueror.</p> <p>The first tiny aperture between the two bores is greeted with wild cheers. On the surface far above, the whistles of the shaft-houses carry forth the -news to the outer world; it is echoed and reëchoed by the noisy river +news to the outer world; it is echoed and reëchoed by the noisy river craft. The aperture grows larger. It is large enough to permit the passage of a man’s body; and a man, enjoying fame for this one moment in his life, crawls through it. The men knock off work and have a rough spread in the @@ -2803,7 +2764,7 @@ You cannot go into the caisson unless you are sound of heart and stout of body. This is no joking matter. The sand-hogs’ rules read like the training instructions for a college football team. No drink, regular hours, simple diet, the donning of heavy clothes after they leave the -pressure, constant reëxamination—these rules are inflexible when the +pressure, constant reëxamination—these rules are inflexible when the caissons go to far depths. By their observance the difficult foundation construction of this new bridge has been kept free from accident—there have been few cases of the “bends” brought to the specially constructed @@ -3042,13 +3003,13 @@ conquered.</p> <p>The bridge problem is always different, it constantly has the fascination of variety. That variety will come into play at unexpected turns. Once, -down in a deep Colorado cañon, whose walls rose precipitously for a +down in a deep Colorado cañon, whose walls rose precipitously for a thousand-odd feet, and which was all but filled by a deep and rapid river, the engineers of the Rio Grande & Western found absolutely no ledge whatsoever upon which they might rest their rails. They puzzled upon the problem for a little while, and then they swung a girder bridge parallel with the river. The bridge was supported by braced girders, that fastened -their feet in the walls of the cañon, hardly wider there than a narrow +their feet in the walls of the cañon, hardly wider there than a narrow city house. The<span class="pagenum"><a name="Page_75" id="Page_75">[Pg 75]</a></span> railroad has been running over that construction for more than thirty years; it is one of the scenic wonders of the land, and a triumph for the engineer that built it. In constructing the expensive West @@ -5180,7 +5141,7 @@ the railroads make nowadays at this reconstruction work.</p> <p>Mr. Harriman, with his transcontinentals from the Mississippi watersheds west, was almost the pioneer in this work of wholesale reconstruction. The wholesale operating benefits that have resulted from it in the case of his -group of Pacifics have been largely responsible for his preëminence in the +group of Pacifics have been largely responsible for his preëminence in the railroad world. And yet, once his method was tried, it all seemed simpler than A, B, C.</p> @@ -5658,8 +5619,8 @@ maintenance-of-way or the master mechanics of the shops along the system. Those lines of railroad activity do not converge with that of train operation below the office of the general manager. The greatest outside power that is given to a division superintendent on a purely departmental -road is a sort of coöperation with the master mechanic in the matter of -the men who handle the road’s motive power. This coöperation is many times +road is a sort of coöperation with the master mechanic in the matter of +the men who handle the road’s motive power. This coöperation is many times intricate and involved. If the master mechanic and the division superintendent are not harmoniously inclined toward one another, and things very naturally go wrong with the motive-power, it is a difficult @@ -5855,7 +5816,7 @@ of the report, a high officer of his property.</p> was a railroader with the intuitive sense that gives genius to a great statesman or to a great general. The average railroad president does not hold a controlling interest himself and he must be guided pretty carefully -by the judgment of his department heads; he must win the coöperation of +by the judgment of his department heads; he must win the coöperation of his board by tact and subtlety rather than by the display of an iron will; and where he leads he must take the responsibility.</p> @@ -6086,7 +6047,7 @@ merely asking for information.”</p> <p>The next morning the president of the Pennsylvania summoned the trainmaster of that suburban division to his desk and reported the matter. -The trainmaster turned three colors. It was <i>lèse-majesté</i> of the most +The trainmaster turned three colors. It was <i>lèse-majesté</i> of the most heinous sort. He proposed the immediate dismissal of the offending brakeman. Cassatt ruled against that. He was too big a man to be seeking to rob any brakeman of his job.</p> @@ -6127,7 +6088,7 @@ young man with clever assistants, who both answers newspaper questions and advances newspaper information. His function is a new one of the American railroad, and allies itself directly with the office of the president.</p> -<p>W. C. Brown, of the New York Central, probably stands preëminent to-day +<p>W. C. Brown, of the New York Central, probably stands preëminent to-day among American railroad executives. He has shouldered himself up from the ranks of the railroad army, and only good wishes have gone to him as he has stepped from one high post to a still higher<span class="pagenum"><a name="Page_168" id="Page_168">[Pg 168]</a></span> one. He has come, as @@ -6338,7 +6299,7 @@ a matter for his own conscience to determine.</p> <p>There are special departments under the main heading of the law department. Counsel, the ablest of counsel, is retained at each important point reached by the railroad, and these counsel must act in conjunction -and coöperation with headquarters. Special tax counsel have an important +and coöperation with headquarters. Special tax counsel have an important office by themselves, for the railroad sometimes finds itself in a difficult position. In its pride it may announce to the world, through the newspapers, that the new Bingtown depot has cost $400,000, but when the @@ -8714,7 +8675,7 @@ throughout the nation, that we seem to touch it at every turn.</p> <p>This one out of twelve is the great army of industrial America. Composed of nearly 1,500,000 men, it is an army that inspires loyalty and -coöperation within its own ranks, and confidence and admiration from +coöperation within its own ranks, and confidence and admiration from without. To a nation whose creed is work, it stands as the uniformed host stands to a fighting nation like England or France or Germany. The army of industrial America inspires not one whit less affection than those great @@ -9767,7 +9728,7 @@ siding-switch there; it was packed in with ice and snow.</p> <p>“Tell him to get a pick-axe and shovel and get in at it,” said the superintendent.</p> -<p>“He says that it’s 20° below up there; they’ve swiped his shovel, and he +<p>“He says that it’s 20° below up there; they’ve swiped his shovel, and he hasn’t anything but a broom,” the despatcher returned.</p> <p>“A broom! Tell him a broom’s a God-send. He can sweep with the one end and @@ -10362,7 +10323,7 @@ measures his worth in the assets that he brings to it.</p> and Musicians—Crude Coaches on Early Railroads—Luxurious Old-time Sleeping-cars—Pullman’s Sleepers made at First from Old Coaches—His Pioneer—The First Dining-cars—The Present-day Dining-cars—Dinners, -Table d’ Hôte and A la Carte—Café-cars—Buffet-cars—Care for the Comfort of Women.</span></p></div> +Table d’ Hôte and A la Carte—Café-cars—Buffet-cars—Care for the Comfort of Women.</span></p></div> <p> </p> <p class="dropcap"><span class="caps">If</span> a man stops you in Nassau Street, New York, in the late afternoon, and @@ -10838,7 +10799,7 @@ hundred, ofttimes many more dinners, of seven or eight courses each, are carefully prepared, with a skill in the cooking that is a marvel to restaurateurs.</p> -<p>The <i>table d’hôte</i> dinner—the famous “dollar dinner”—of the American +<p>The <i>table d’hôte</i> dinner—the famous “dollar dinner”—of the American railroad has almost disappeared. The constant increase in foodstuffs is most largely responsible for this. The Pullman Company long ago gave up this particular feature of passenger luxury, save in a few isolated cases. @@ -10850,7 +10811,7 @@ still do—and each was willing to lose a little money, perhaps, to induce travel to come its way because of the superior meals it served upon its trains. But as the price of food-stuffs continued steadily to rise, the advertising feature of these meals began to be more and more expensive, -and the dollar dinner quickly disappeared. A high priced <i>à-la-carte</i> +and the dollar dinner quickly disappeared. A high priced <i>à -la-carte</i> service took its place, and the railroads sought to establish their commissary upon a money-making basis.</p> @@ -10862,7 +10823,7 @@ from folk who went out of their way to eat on dining-cars to folk who eat there only because of dire necessity. And these last still have found prices high and the result is to be eventually a return to former methods in part—slower trains stopping again for meals at important stations, the -faster trains returning to the <i>table d’hôte</i>. Beginnings have been made +faster trains returning to the <i>table d’hôte</i>. Beginnings have been made along that line recently. The dollar dinner may never return to some roads—although it remains a joy and a delight to travellers upon the New Haven system—but the “regular dinner” at least, capable of quick service @@ -10871,7 +10832,7 @@ in a crowded car, bids fair to have a renaissance.</p> <p>While the problem of dining-car economy, and profit even, remains a problem, the idea is nevertheless being steadily extended all the while to branches and to trains that could not support full-sized dining-cars. To -meet these needs smaller cars—generally called <i>café</i>-cars—in which the +meet these needs smaller cars—generally called <i>café</i>-cars—in which the dining-compartment is much reduced in size, have been built and operated. In these two cooks, two waiters and a steward form the working force and the fixed charges of the outfit are correspondingly reduced. They are @@ -10948,7 +10909,7 @@ other country in the world. From the moment he steps from his cab, the American traveller passing through the magnificence of superb waiting-rooms enters palatial trains, superior to the private trains of royalty upon the other side of the ocean. A corps of well-trained -<i>attachés</i> look to his comfort and his ease, every moment that he is upon +<i>attachés</i> look to his comfort and his ease, every moment that he is upon the train,<span class="pagenum"><a name="Page_310" id="Page_310">[Pg 310]</a></span> whether his ride be of an hour’s duration or a four-days’ run across the continent. Other railroaders whom he does not see, engine crews, changing each few hours upon his run, signalmen in the towers along @@ -11539,7 +11500,7 @@ the carriers, bear in mind that the week after this particular one was settled it cost the old rate—$110 a car—to ship cattle from Chicago to New York.</p> -<p>Out of such guerilla warfare came the one possible thing—coöperation. The +<p>Out of such guerilla warfare came the one possible thing—coöperation. The railroads were not then big enough to consolidate their properties, J. P. Morgan had not then developed his fine art of welding them together. So they did the next best thing and made secret contracts—pooling. That is, @@ -11599,7 +11560,7 @@ and that he would have to pay 44 cents a hundred pounds for the haul. If he was shipping steel beams between the same points he would find them under Class 4 and he would find the tariff at 23 cents a hundred. These six classes have been made standard throughout the country by all the -railroads in coöperation. The roads north of the Ohio River and east of +railroads in coöperation. The roads north of the Ohio River and east of the Mississippi use the so-called Official Classification; south of the Ohio and still east of the Mississippi, the Southern Classification; while all those west of the Mississippi use the Western Classification. So the @@ -12192,7 +12153,7 @@ the early part of a day and on the householder’s table in the big city the next morning. From without this inner circle and within the outer, comes the second-day milk which has another twenty-four hours in its transit to town. The whole thing, once rather badly handled by itinerant single -dealers, has been reduced to scientific business by skilful coöperation +dealers, has been reduced to scientific business by skilful coöperation between the big milk-dealers of the present day and the railroads.</p> <hr class="break" style="width: 25%;" /> @@ -13466,7 +13427,7 @@ given to their care, and vastly more valuable human lives. The list of the post-office employees who have met death while on duty in the railroad mail service is not a short one.</p> -<p>But the railroads are coöperating with the Government<span class="pagenum"><a name="Page_387" id="Page_387">[Pg 387]</a></span> in giving the +<p>But the railroads are coöperating with the Government<span class="pagenum"><a name="Page_387" id="Page_387">[Pg 387]</a></span> in giving the finest type of steel cars to its mail service,—sixty of these are already in use on the Pennsylvania system,—for, as we stated at the outset of this chapter, the transportation of Uncle Sam’s mail is no slight function @@ -14123,7 +14084,7 @@ stately craft. But no captain, even though he walk the bridge of an eight-hundred foot steamship, sneers at a tug. It takes eighteen of them to place the new giant <i>Olympic</i> in her wharf on the North River, and no crack company of horsemen ever moved in more precise drill or better -coöperation than these noisy, punting, helping-hands of the harbor of New +coöperation than these noisy, punting, helping-hands of the harbor of New York. For ocean ports are different from those along the lakes. A captain sailing a five-thousand ton ship on fresh water would be ashamed to use a tug at Detroit, or any other of the Great Lake ports, even where the @@ -15670,7 +15631,7 @@ name; it was beginning to be a tangible something. Military men called it the “staff idea,” and when you<span class="pagenum"><a name="Page_453" id="Page_453">[Pg 453]</a></span> asked them to explain it they told you that officers who handled men were known as “line officers,” and those who handled things as “staff officers.” In other words, men could be -lifted—as it were, in an aëroplane of scientific organization—away from +lifted—as it were, in an aëroplane of scientific organization—away from their commands and their narrow environments, up to a point where they could have perspective, where they could handle men, regiments, small arms, heavy ordnance on a large scale. The staff officers work in things @@ -15807,7 +15768,7 @@ all transactions regardless of the number of judges and other officers.</p> <p>You must have worked in a railroad office to appreciate the fearful condition of official files in this year of grace, nineteen hundred eleven. You ask for the file on that culvert at Jones’ farm on the -Martinsburgh branch, and an anæmic office-boy staggers toward you with +Martinsburgh branch, and an anæmic office-boy staggers toward you with enough manuscript to be the making of a novel. There are the contract arrangements and the correspondence with the J. B. & G. concerning the union station privileges that are enjoyed with it at Blissville; why, @@ -16358,7 +16319,7 @@ Construction work of railroads, <a href="#Page_454">454</a>.<br /> <br /> Cooper, Peter, <a href="#Page_17">17-19</a>, <a href="#Page_120">120</a>.<br /> <br /> -Coöperation of railroads, <a href="#Page_328">328</a>.<br /> +Coöperation of railroads, <a href="#Page_328">328</a>.<br /> <br /> Cornell University, agricultural school at, <a href="#Page_360">360</a>.<br /> <br /> @@ -16368,7 +16329,7 @@ Cowan, John F., <a href="#Page_22">22</a>.<br /> <br /> Crede, the English railroad town, <a href="#Page_393">393</a>.<br /> <br /> -<i>Crédit mobilier</i>, <a href="#Page_31">31</a>.<br /> +<i>Crédit mobilier</i>, <a href="#Page_31">31</a>.<br /> <br /> <i>Crescent City</i>, the, <a href="#Page_299">299</a>.<br /> <br /> @@ -17544,388 +17505,6 @@ Young Men’s Christian Association, <a href="#Page_418">418</a>, <a href="# <p><a name="f1" id="f1" href="#f1.1">[1]</a> “Our Inland Seas,” by James C. Mills, 1910.</p> - - - - - - - - -<pre> - - - - - -End of Project Gutenberg's The Modern Railroad, by Edward Hungerford - -*** END OF THIS PROJECT GUTENBERG EBOOK THE MODERN RAILROAD *** - -***** This file should be named 40242-h.htm or 40242-h.zip ***** -This and all associated files of various formats will be found in: - http://www.gutenberg.org/4/0/2/4/40242/ - -Produced by David Edwards and the Online Distributed -Proofreading Team at http://www.pgdp.net (This file was -produced from images generously made available by The -Internet Archive.) - - -Updated editions will replace the previous one--the old editions -will be renamed. - -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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