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| author | Roger Frank <rfrank@pglaf.org> | 2025-10-14 19:05:02 -0700 |
|---|---|---|
| committer | Roger Frank <rfrank@pglaf.org> | 2025-10-14 19:05:02 -0700 |
| commit | 8e1eda2a78a7a174a4b285bcf1b4ca167eb943dc (patch) | |
| tree | 7a31acc054c32bd2713ccec3e7d723dfaacd13ce /46122-h | |
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diff --git a/46122-h/46122-h.htm b/46122-h/46122-h.htm new file mode 100644 index 0000000..d306fea --- /dev/null +++ b/46122-h/46122-h.htm @@ -0,0 +1,4969 @@ +<!DOCTYPE html PUBLIC "-//W3C//DTD XHTML 1.0 Strict//EN" + "http://www.w3.org/TR/xhtml1/DTD/xhtml1-strict.dtd"> + +<html xmlns="http://www.w3.org/1999/xhtml" xml:lang="en" lang="en"> + +<head> +<meta http-equiv="Content-Type" content="text/html;charset=UTF-8" /> +<meta http-equiv="Content-Style-Type" content="text/css" /> + +<title>The Project Gutenberg eBook of +The Story of the Pullman Car, by Joseph Husband</title> + +<link rel="coverpage" href="images/cover.jpg" /> +<style type="text/css"> + +body {margin-left: 10%; margin-right: 10%;} + +h1,h2 {text-align: center; font-weight: normal; page-break-before: always;} +h1 {font-size: 250%; margin-top: 2em;} +h2 {font-size: 125%; line-height: 1.5; margin-top: 6em;} +.subheader {display: inline-block; margin-top: 1em; font-size: 85%;} + +img {border: 1px solid black; padding: 0;} +.plain {border: none;} +.illustration {page-break-inside: avoid; text-align: center; margin-top: 1.5em; margin-bottom: 1.5em;} + +p { + font-size: 1em; + text-indent: 1em; + margin-top: .75em; + text-align: justify; + margin-bottom: .75em;} + +p.caption1 {text-align: justify; text-indent: 1em; margin-left: 10%; margin-right: 10%; page-break-before: avoid; margin-top: 0.5em; font-size: 0.9em;} +p.caption2 {text-align: center; text-indent: 0; margin-left: 10%; margin-right: 10%; page-break-before: avoid; margin-top: 0.5em; font-size: 0.9em;} +.centered {text-align: center; text-indent:0; clear: both;} + +.poetry-container {text-align: center; margin-top: 1em;} +.poetry {display: inline-block; text-align: left;} +@media handheld {.poetry {display: block; margin-left: 2.5em;}} +.stanza {line-height: 1.3; font-size: 90%; margin-bottom: 0.7em; page-break-inside: avoid;} +.verse {text-align: left;} + +.pagebreak {page-break-before: always;} +.nopagebreak {page-break-before: avoid;} +.noinsidepagebreak {page-break-inside: avoid;} + +.frame {margin-left: auto; margin-right: auto;} +.maxwidth32 {max-width: 32em;} +.maxwidth28 {max-width: 28em;} +.maxwidth24 {max-width: 24em;} +.maxwidth20 {max-width: 20em;} + +.citation {font-size: 0.9em; margin: 1.5em;} +.nodeco {text-decoration: none;} +.smcaps {font-variant: small-caps;} + +.indent0 {text-indent: 0em;} +.indent1 {text-indent: 1em;} + +.margbot2 {margin-bottom: 2em;} +.margright15 {margin-right: 1.5em;} +.margright30 {margin-right: 3.0em;} +.margtop2 {margin-top: 2em;} +.margtop4 {margin-top: 4em;} +.margtop6 {margin-top: 6em;} + +.fontxsmall {font-size: 70%;} +.fontsmall {font-size: 85%;} +.fontlarge {font-size: 120%;} +.fontxlarge {font-size: 140%;} +.fontxxlarge {font-size: 200%;} + +table {margin-left: auto; margin-right: auto;} +.tdchap {text-align: right; vertical-align: top;} +.tdcenter {text-align: center;} +.tdleft {vertical-align: bottom; padding-left: 1.3em; text-indent: -1.3em;} +.tdright {text-align: right; vertical-align: bottom;} + +.fnanchor {vertical-align: top; font-size: .9em; text-decoration: none;} +.signature {text-indent:0; font-size: 0.9em; text-align: right;} + +a[title].pagenum {position: absolute; right: 3%;} + +a[title].pagenum:after { + content: attr(title); + border: 1px solid silver; + display: inline; + font-size: x-small; + text-align: right; + color: #808080; + background-color: inherit; + font-style: normal; + padding: 1px 4px 1px 4px; + font-variant: normal; + font-weight: normal; + text-decoration: none; + text-indent: 0; + letter-spacing: 0;} + +.tnote { + padding: 10px; + background: rgb(220, 220, 220) none repeat scroll 0% 50%; + margin-top: 6em; +} + +hr {width: 10%;} +ul {list-style-type: none;} + +</style> +</head> + + + + +<body> +<div>*** START OF THE PROJECT GUTENBERG EBOOK 46122 ***</div> + +<p class="centered fontlarge"><a class="pagenum" id="frontispiece"> </a> +THE STORY OF THE<br /> +PULLMAN CAR</p> + +<div class="illustration"> + <img src="images/a004i.jpg" alt="" /> + <p class="caption2">GEORGE MORTIMER PULLMAN<br />1831-1897</p> +</div> + + + + +<p class="centered fontxxlarge margtop4 pagebreak"><b>The Story of the<br /> +Pullman Car</b></p> + +<p class="centered">BY<br /> +<span class="fontlarge">JOSEPH HUSBAND</span></p> + +<p class="centered fontxsmall">Author of "America at Work" and "A Year in a Coal-Mine."</p> + +<p class="centered fontsmall margtop2"><i>ILLUSTRATED</i></p> + +<div class="illustration"> + <img class="plain" src="images/a005i.jpg" alt="" /> +</div> + +<p class="centered">CHICAGO<br /> +<span class="fontlarge">A. C. McCLURG & CO.</span><br /> +1917</p> + + + + +<p class="centered fontsmall">Copyright<br /> +A. C. McCLURG & CO.<br /> +1917</p> + +<hr /> + +<p class="centered fontsmall">Published May, 1917</p> + +<p class="centered fontxsmall">W. F. HALL PRINTING COMPANY, CHICAGO</p> + + + + +<p class="centered margtop6 pagebreak">To<br /> +<span class="fontxlarge"><b><i>George Mortimer Pullman</i></b></span></p> + + + + +<h2>ACKNOWLEDGMENT</h2> + + +<p>Of the many books from which information +was drawn for the preparation +of this volume the author wishes to make +particular acknowledgment to <i>The Modern +Railroad</i>, by Mr. Edward Hungerford, to +the article "Railway Passenger Travel," by +Mr. Horace Porter, published in <i>Scribner's +Magazine</i>, September, 1888; and to <i>Contemporary +American Biography</i>, as well as to the +many newspapers and magazines from whose +files information and extracts have been freely +drawn.</p> + +<p class="signature margright30">J. H.</p> + +<p>Chicago, April, 1917</p> + + + + +<h2>CONTENTS</h2> + + +<table summary="contents" border="0" cellpadding="5"> +<tr> + <td class="fontsmall smcaps">Chapter</td> + <td colspan="2" align="right" class="fontsmall smcaps">Page</td> +</tr> +<tr> + <td class="tdchap">I</td> + <td class="tdleft">The Birth of Railroad Transportation</td> + <td class="tdright"><a class="nodeco" href="#page_001">1</a></td> +</tr> +<tr> + <td class="tdchap">II</td> + <td class="tdleft">The Evolution of the Sleeping Car</td> + <td class="tdright"><a class="nodeco" href="#page_019">19</a></td> +</tr> +<tr> + <td class="tdchap">III</td> + <td class="tdleft">The Rise of a Great Industry</td> + <td class="tdright"><a class="nodeco" href="#page_039">39</a></td> +</tr> +<tr> + <td class="tdchap">IV</td> + <td class="tdleft">The Pullman Car in Europe</td> + <td class="tdright"><a class="nodeco" href="#page_061">61</a></td> +</tr> +<tr> + <td class="tdchap">V</td> + <td class="tdleft">The Survival of the Fittest</td> + <td class="tdright"><a class="nodeco" href="#page_073">73</a></td> +</tr> +<tr> + <td class="tdchap">VI</td> + <td class="tdleft">The Town of Pullman</td> + <td class="tdright"><a class="nodeco" href="#page_089">89</a></td> +</tr> +<tr> + <td class="tdchap">VII</td> + <td class="tdleft">Inventions and Improvements</td> + <td class="tdright"><a class="nodeco" href="#page_099">99</a></td> +</tr> +<tr> + <td class="tdchap">VIII</td> + <td class="tdleft">How the Cars are Made</td> + <td class="tdright"><a class="nodeco" href="#page_123">123</a></td> +</tr> +<tr> + <td class="tdchap">IX</td> + <td class="tdleft">The Operation of the Pullman Car</td> + <td class="tdright"><a class="nodeco" href="#page_133">133</a></td> +</tr> +<tr> + <td class="tdchap"> </td> + <td class="tdleft">Index</td> + <td class="tdright"><a class="nodeco" href="#page_159">159</a></td> +</tr> +</table> + + + + +<h2>ILLUSTRATIONS</h2> + + +<table summary="illustrations" border="0" cellpadding="2"> + +<tr> + <td colspan="2" align="right" class="fontxsmall">PAGE</td> +</tr> +<tr> + <td class="tdleft">George Mortimer Pullman</td> + <td class="tdright fontsmall"><a class="nodeco" href="#frontispiece"><i>Frontispiece</i></a></td> +</tr> +<tr> + <td class="tdleft">One of the earliest types of American passenger car</td> + <td class="tdright"><a class="nodeco" href="#page_008">8</a></td> +</tr> +<tr> + <td class="tdleft">First locomotive built for actual service in America</td> + <td class="tdright"><a class="nodeco" href="#page_009">9</a></td> +</tr> +<tr> + <td class="tdleft">Early passenger cars</td> + <td class="tdright"><a class="nodeco" href="#page_011">11</a></td> +</tr> +<tr> + <td class="tdleft">American "Bogie" car in use in 1835</td> + <td class="tdright"><a class="nodeco" href="#page_012">12</a></td> +</tr> +<tr> + <td class="tdleft">Cars and locomotive of 1845</td> + <td class="tdright"><a class="nodeco" href="#page_014">14</a></td> +</tr> +<tr> + <td class="tdleft">Car in use in 1844</td> + <td class="tdright"><a class="nodeco" href="#page_020">20</a></td> +</tr> +<tr> + <td class="tdleft">Car of 1831</td> + <td class="tdright"><a class="nodeco" href="#page_021">21</a></td> +</tr> +<tr> + <td class="tdleft">Midnight in the old coaches</td> + <td class="tdright"><a class="nodeco" href="#page_023">23</a></td> +</tr> +<tr> + <td class="tdleft">"Convenience of the new sleeping cars"</td> + <td class="tdright"><a class="nodeco" href="#page_024">24</a></td> +</tr> +<tr> + <td class="tdleft">Early type of sleeping car</td> + <td class="tdright"><a class="nodeco" href="#page_028">28</a></td> +</tr> +<tr> + <td class="tdleft">J. L. Barnes, first Pullman car conductor</td> + <td class="tdright"><a class="nodeco" href="#page_032">32</a></td> +</tr> +<tr> + <td class="tdleft">One of the first cars built by George M. Pullman</td> + <td class="tdright"><a class="nodeco" href="#page_042">42</a></td> +</tr> +<tr> + <td class="tdleft">The car in the daytime</td> + <td class="tdright"><a class="nodeco" href="#page_042">42</a></td> +</tr> +<tr> + <td class="tdleft">Making up the berths</td> + <td class="tdright"><a class="nodeco" href="#page_042">42</a></td> +</tr> +<tr> + <td class="tdleft">George M. Pullman explaining details of car construction</td> + <td class="tdright"><a class="nodeco" href="#page_046">46</a></td> +</tr> +<tr> + <td class="tdleft">One of the first Pullman cars in which meals were served</td> + <td class="tdright"><a class="nodeco" href="#page_052">52</a></td> +</tr> +<tr> + <td class="tdleft">The first parlor car, 1875</td> + <td class="tdright"><a class="nodeco" href="#page_058">58</a></td> +</tr> +<tr> + <td class="tdleft">Interior of Pullman car of 1880</td> + <td class="tdright"><a class="nodeco" href="#page_064">64</a></td> +</tr> +<tr> + <td class="tdleft">The rococo period car</td> + <td class="tdright"><a class="nodeco" href="#page_068">68</a></td> +</tr> +<tr> + <td class="tdleft">More ornate interiors</td> + <td class="tdright"><a class="nodeco" href="#page_074">74</a></td> +</tr> +<tr> + <td class="tdleft">The latest Pullman parlor car</td> + <td class="tdright"><a class="nodeco" href="#page_076">76</a></td> +</tr> +<tr> + <td class="tdleft">First step in building the car</td> + <td class="tdright"><a class="nodeco" href="#page_084">84</a></td> +</tr> +<tr> + <td class="tdleft">Fitting the car for steam and electricity</td> + <td class="tdright"><a class="nodeco" href="#page_090">90</a></td> +</tr> +<tr> + <td class="tdleft">Work on steel plates for inside panels</td> + <td class="tdright"><a class="nodeco" href="#page_090">90</a></td> +</tr> +<tr> + <td class="tdleft">Preparing the steel frame for an upper section</td> + <td class="tdright"><a class="nodeco" href="#page_094">94</a></td> +</tr> +<tr> + <td class="tdleft">Sand blasting brass trimmings</td> + <td class="tdright"><a class="nodeco" href="#page_094">94</a></td> +</tr> +<tr> + <td class="tdleft">Machine section, steel erecting shop</td> + <td class="tdright"><a class="nodeco" href="#page_100">100</a></td> +</tr> +<tr> + <td class="tdleft">Fitting up the steel car underframe</td> + <td class="tdright"><a class="nodeco" href="#page_100">100</a></td> +</tr> +<tr> + <td class="tdleft">Making cushions for the seats</td> + <td class="tdright"><a class="nodeco" href="#page_104">104</a></td> +</tr> +<tr> + <td class="tdleft">Making chairs for parlor cars</td> + <td class="tdright"><a class="nodeco" href="#page_104">104</a></td> +</tr> +<tr> + <td class="tdleft">Making frame end posts</td> + <td class="tdright"><a class="nodeco" href="#page_106">106</a></td> +</tr> +<tr> + <td class="tdleft">Assembling steel car partitions</td> + <td class="tdright"><a class="nodeco" href="#page_106">106</a></td> +</tr> +<tr> + <td class="tdleft">The vestibule in its earliest form</td> + <td class="tdright"><a class="nodeco" href="#page_108">108</a></td> +</tr> +<tr> + <td class="tdleft">Axle generator for electric lighting</td> + <td class="tdright"><a class="nodeco" href="#page_110">110</a></td> +</tr> +<tr> + <td class="tdleft">The sewing room, upholstering department</td> + <td class="tdright"><a class="nodeco" href="#page_114">114</a></td> +</tr> +<tr> + <td class="tdleft">Forming steel parts for interior finish</td> + <td class="tdright"><a class="nodeco" href="#page_118">118</a></td> +</tr> +<tr> + <td class="tdleft">Forming steel shapes for interior framing</td> + <td class="tdright"><a class="nodeco" href="#page_118">118</a></td> +</tr> +<tr> + <td class="tdleft">Punching holes for screws</td> + <td class="tdright"><a class="nodeco" href="#page_124">124</a></td> +</tr> +<tr> + <td class="tdleft">Shaping steel panelling</td> + <td class="tdright"><a class="nodeco" href="#page_124">124</a></td> +</tr> +<tr> + <td class="tdleft">Riveting the underframe</td> + <td class="tdright"><a class="nodeco" href="#page_126">126</a></td> +</tr> +<tr> + <td class="tdleft">Steel end posts in position</td> + <td class="tdright"><a class="nodeco" href="#page_126">126</a></td> +</tr> +<tr> + <td class="tdleft">Type of early truck</td> + <td class="tdright"><a class="nodeco" href="#page_128">128</a></td> +</tr> +<tr> + <td class="tdleft">Modern cast-steel truck</td> + <td class="tdright"><a class="nodeco" href="#page_128">128</a></td> +</tr> +<tr> + <td class="tdleft">Ready for the interior fittings</td> + <td class="tdright"><a class="nodeco" href="#page_130">130</a></td> +</tr> +<tr> + <td class="tdleft">Interior work</td> + <td class="tdright"><a class="nodeco" href="#page_130">130</a></td> +</tr> +<tr> + <td class="tdleft">Pullman sleeping car, latest design</td> + <td class="tdright"><a class="nodeco" href="#page_134">134</a></td> +</tr> +<tr> + <td class="tdleft">Front end of a private car dining room</td> + <td class="tdright"><a class="nodeco" href="#page_136">136</a></td> +</tr> +<tr> + <td class="tdleft">Rear end of a private car dining room</td> + <td class="tdright"><a class="nodeco" href="#page_136">136</a></td> +</tr> +<tr> + <td class="tdleft">Robert T. Lincoln, ex-President</td> + <td class="tdright"><a class="nodeco" href="#page_138">138</a></td> +</tr> +<tr> + <td class="tdleft">Bedroom of a private car</td> + <td class="tdright"><a class="nodeco" href="#page_142">142</a></td> +</tr> +<tr> + <td class="tdleft">Observation section of a private car</td> + <td class="tdright"><a class="nodeco" href="#page_142">142</a></td> +</tr> +<tr> + <td class="tdleft">Modern Pullman steel sleeping car ready for the night</td> + <td class="tdright"><a class="nodeco" href="#page_142">146</a></td> +</tr> +<tr> + <td class="tdleft">Modern Pullman steel sleeping car during the day</td> + <td class="tdright"><a class="nodeco" href="#page_146">146</a></td> +</tr> +<tr> + <td class="tdleft">Cleaning and disinfecting the Pullman car</td> + <td class="tdright"><a class="nodeco" href="#page_152">152</a></td> +</tr> +<tr> + <td class="tdleft">John S. Runnells, President</td> + <td class="tdright"><a class="nodeco" href="#page_156">156</a></td> +</tr> +</table> + + + + +<p class="centered margtop6 fontxlarge pagebreak"> +<a class="pagenum" id="page_001" title="1"> </a> +THE STORY OF THE +PULLMAN CAR</p> + + + + +<h2 class="nopagebreak">CHAPTER I<br /> + +<span class="subheader">THE BIRTH OF RAILROAD TRANSPORTATION</span></h2> + + +<p>Since those distant days when man's migratory +instinct first prompted him to find fresh hunting +fields and seek new caves in other lands, +human energy has been constantly employed in +moving from place to place. The fear of starvation +and other elementary causes prompted the earliest +migrations. Conquest followed, and with increasing +civilization came the establishment of constant +intercourse between distant places for reasons that +found existence in military necessity and commercial +activity.</p> + +<p>For centuries the sea offered the easiest highway, +and the fleets of Greece and Rome carried the culture +and commerce of the day to relatively great +distances. Then followed the natural development +of land communication, and at once arose the necessity +<a class="pagenum" id="page_002" title="2"> </a> +not only for vehicles of transportation but for +suitable roads over which they might pass with comfort, +speed, and safety. Over the Roman roads the +commerce of a great empire flowed in a tumultuous +stream. Wheeled vehicles rumbled along the +highways—heavy springless carts to carry the merchandise, +lightly rolling carriages for the comfort of +wealthy travelers.</p> + +<p>The elementary principle still remains. The +wheel and the paved way of Roman days correspond +to the four-tracked route of level rails and the ponderous +steel wheels of the mighty Mogul of today. +In speed, scope, capacity, and comfort has the +change been wrought.</p> + +<p>The English stagecoach marked a sharp advance +in the progress of passenger transportation. With +frequent relays of fast horses a fair rate of speed +was maintained, and comfort was to a degree effected +by suspension springs of leather and by interior +upholstery.</p> + +<p>An interesting example of the height of luxury +achieved by coach builders was the field carriage of +the great Napoleon, which he used in the campaign +of 1815. This carriage was captured by the English +<a class="pagenum" id="page_003" title="3"> </a> +at Waterloo, and suffered the ignominious fate of +being later exhibited in Madame Tussaud's wax-work +show in London. The coach was a model of +compactness, and contained a bedstead of solid steel +so arranged that the occupant's feet rested in a box +projecting beyond the front of the vehicle. Over the +front windows was a roller blind, which, when +pulled down admitted the air but excluded rain. +The <i>secrétaire</i> was fitted up for Napoleon by Marie +Louise, with nearly a hundred articles, including a +magnificent breakfast service of gold, a writing desk, +perfumes, and spirit lamp. In a recess at the bottom +of the toilet box were two thousand gold napoleons, +and on the top of the box were places for the +imperial wardrobe, maps, telescopes, arms, liquor +case, and a large silver chronometer by which the +watches of the army were regulated. In such +quarters did the great emperor jolt along over the +execrable roads of Eastern Europe.</p> + +<p>The stagecoach was established in England as a +public conveyance early in the sixteenth century, +and soon regular routes were developed throughout +the country. Now for the first time a closed vehicle +afforded travelers comparative comfort during their +<a class="pagenum" id="page_004" title="4"> </a> +journey, and in the stagecoach with its definite +schedule may be seen the early prototype of the modern +passenger railroad. For three centuries the +stagecoach slowly developed, and its popularity carried +it to the continent and later to America. But +by a radical invention transportation was suddenly +transformed.</p> + +<p>As early as the middle of the sixteenth century, +and actually contemporaneous with the inception of +the stagecoach, railways, or wagon-ways, had their +origin. At first these primitive railways were built +exclusively to serve the mining districts of England +and consisted of wooden rails over which horse-drawn +wagons might be moved with greater ease +than over the rough and rutted roads.</p> + +<p>The next step forward was brought about by the +natural wear of the wheels on the wooden tracks, +and consisted of a method of sheathing the rails with +thin strips of iron. To avoid the buckling which +soon proved a fault of this innovation, the first actual +iron rails were cast in 1767 by the Colebrookdale +Iron Works. These rails were about three feet in +length and were flanged to keep the wagon wheels +on the track.</p> + +<p><a class="pagenum" id="page_005" title="5"> </a> +For a number of years this simple type of railroad +existed with little change. Over it freight alone +was carried, and its natural limitations and high +cost, compared with the transportation afforded by +canals, seemed to hold but little promise for future +expansion.</p> + +<p>As early as 1804 Richard Trevithick had experimented +with a steam locomotive, and in the ten +years following other daring spirits endeavored to +devise a practical application of the steam engine to +the railway problem. But in 1814 George Stephenson's +engine, the "Blucher," actually drew a train of +eight loaded wagons, a total weight of thirty tons, +at a speed of four miles an hour, and the age of the +steam railroad had begun.</p> + +<p>The first railroad to adopt steam as its motive +power was the Stockton & Darlington, a "system" +comprising three branches and a total of thirty-eight +miles of track. On the advice of Stephenson, horse +power was not adopted and several steam engines +were built to afford the motive power. This road +was opened on September 27, 1825, and preceded +by a signalman on horseback a train of thirty-four +vehicles weighing about ninety tons departed from +<a class="pagenum" id="page_006" title="6"> </a> +the terminus with the applause of the amazed spectators.</p> + +<p>The novelty of this new venture soon appealed +so strongly to popular fancy that a month later a +passenger coach was added, and a daily schedule +between Stockton & Darlington was inaugurated.</p> + +<p>This first railway carriage for the transportation +of passengers was aptly named the "Experiment." +Consisting of the body of a stagecoach it accommodated +approximately twenty-five passengers, of +which number six found accommodations within, +while the others perched on the exterior and the +roof of the vehicle. The fare for the trip was one +shilling, and each passenger was permitted to carry +fourteen pounds of baggage.</p> + +<p>This early adaption of the stagecoach to the +rapidly developed demand for passenger service +necessitated the coinage of a new terminology, and +it is not surprising that many words of stagecoach +days remained. Among these "coach" is still preserved, +and in England the engineer is still called +the "driver"; the conductor, "guard"; locomotive +attendants in the roundhouse, "hostlers," and the +roundhouse tracks the "stalls."</p> + +<p><a class="pagenum" id="page_007" title="7"> </a> +In 1829 a prize of five hundred pounds ($2,500) +for the best engine was offered by the directors of +the Liverpool & Manchester Railway which was +to be opened in the following year, and at the trial +which was held in October three locomotives constructed +on new and high-speed principles were +entered. These were the "Rocket" by George and +Robert Stephenson, the "Novelty" by John Braithwaite +and John Erickson, and the "Sanspareil" +by Timothy Hackworth. Due to the failure of +the "Novelty" and the "Sanspareil" to complete +the trial run and the successful performance of the +"Rocket" in meeting the terms of the competition, +the Stephensons were awarded the prize and received +an order for seven additional locomotives. It is +interesting to learn that on its initial trip the +"Rocket" attained the unprecedented speed of +twenty-five miles an hour.</p> + +<p>In 1819 Benjamin Dearborn, of Boston, memorialized +Congress in regard to "a mode of propelling +wheel-carriages" for "conveying mail and passengers +with such celerity as has never before been +accomplished, and with complete security from robbery +on the highway," by "carriages propelled by +<a class="pagenum" id="page_008" title="8"> </a> +steam on level railroads, furnished with accommodations +for passengers to take their meals and rest +during the passage, as in packet; and that they be +sufficiently high for persons to walk in without +stooping." Congress, however, failed to call this +memorial from the committee to which it was +referred.</p> + +<div class="illustration"> + <img class="plain" src="images/p008i.jpg" alt="" /> + <p class="caption1"><i>One of the earliest types of an American passenger car, +drawn by Peter Cooper's experimental locomotive, "Tom Thumb." +The tubular boilers of the locomotive were made from gun barrels.</i></p> +</div> + +<p>The development of the locomotive in America +approximates its development in England. As early +as 1827 four miles of track were laid between +Quincy and Boston for the transportation of granite +for the Bunker Hill Monument. Horses furnished +<a class="pagenum" id="page_009" title="9"> </a> +the power, and the cars were drawn over wooden +rails fastened to stone sleepers.</p> + +<div class="illustration"> + <img src="images/p009i.jpg" alt="" /> + <p class="caption1"><i>"The Best Friend," the first locomotive built for actual service +in America, hauling the first excursion train on the South Carolina +Railroad, January 15, 1831.</i></p> +</div> + +<p>But reports of the wonders of the new English +railways soon crossed the water, and in 1828 Horatio +Allen was commissioned by the Delaware & Hudson +Canal Company to purchase four locomotives in +England for use on its new line from Carbondale to +Honesdale, Pennsylvania. Of these locomotives +three were constructed by Foster, Rastrick, and +Company, of Stourbridge, and one by George +Stephenson. The first engine to arrive was the +"Stourbridge Lion" and on the ninth of August, +<a class="pagenum" id="page_010" title="10"> </a> +1829, it was placed on the primitive wooden rails +and, to the amazement of the spectators, Allen +opened the throttle and in a cloud of smoke and +hissing steam moved down the track at the prodigious +speed of ten miles an hour.</p> + +<p>One of the first railways in America was the old +Mohawk & Hudson, which was chartered by an act +of the New York legislature on April 17, 1826. The +commissioners who were entrusted with the duty of +organizing the company met for the purpose in the +office of John Jacob Astor, in New York City, on +July 29, 1826. One of their first official acts was to +appoint Peter Heming chief engineer and send him +to England to examine as to the feasibility of building +a railroad. Mr. Heming's salary was fixed at +$1,500 a year. In due course of time he returned +from his European visit of observation and reported +in favor of the project under consideration. Notwithstanding +that he was absent six months, the +expenses of his trip, charged by him to the company, +were only $335.59. The road first used horse power +and later on adopted steam for use in the day time, +retaining horses, however, for night work. It was +not deemed safe to use steam after dark. At first +<a class="pagenum" id="page_011" title="11"> </a> +the trains consisted of one car each, in construction +closely resembling the old-fashioned stagecoach.</p> + +<p>The road connected the two towns of Albany and +Schenectady, and was seventeen miles in length, +but the portion operated by steam was only fourteen +miles in length, horses being used on the +inclined plane division from the top of one hill to +the top of another.</p> + +<div class="illustration"> + <img class="plain" src="images/p011i.jpg" alt="" /> + <p class="caption1"><i>Early passenger cars, designed after the then prevalent type of +horse coach. These cars were part of the train that ran on the formal +opening of the Mohawk & Hudson Railroad (the first link of +the New York Central System) on July 5, 1831.</i></p> +</div> + +<p>Three years later a prize of $4,000 was offered +by the Baltimore & Ohio Company for an American +engine, and the following year a locomotive constructed +by Davis and Gastner won the award by +drawing fifteen tons at the rate of fifteen miles an +hour. In 1832, Matthias W. Baldwin, founder of +<a class="pagenum" id="page_012" title="12"> </a> +the Baldwin Locomotive Works in Philadelphia, +designed his first locomotive, "Old Ironsides," for +the Philadelphia, Germantown & Morristown Railroad; +and soon after his second locomotive, the "E. +L. Miller," was put in service on the South Carolina +Railroad.</p> + +<div class="illustration"> + <img class="plain" src="images/p012i.jpg" alt="" /> + <p class="caption1"><i>One of the first important improvements made by America in +passenger cars was the introduction of the "bogie," or truck; the +short curves of the American roads compelling the abandonment of +the English type of four-wheeled car with rigid axles. The illustration +shows a "bogie" car used on the Baltimore & Ohio Railroad +in 1835.</i></p> +</div> + +<p>The first passenger service to be put in regular +operation in America must be credited to the Charleston +& Hamburg Railroad in the late fall of 1830. +<a class="pagenum" id="page_013" title="13"> </a> +The following year construction was begun on the +Boston & Lowell Railroad, and in the same year a +passenger train, previously mentioned, was put in +service between Albany and Schenectady on the new +Mohawk & Hudson Railroad.</p> + +<p>The journal of Samuel Breck of Boston, affords +an interesting glimpse of the conditions of contemporary +railroad travel:</p> + +<p class="citation"><i>July 22, 1835.</i> This morning at nine o'clock I took +passage on a railroad car (from Boston) for Providence. +Five or six other cars were attached to the locomotive, +and uglier boxes I do not wish to travel in. They were +made to stow away some thirty human beings, who sit +cheek by jowl as best they can. Two poor fellows who +were not much in the habit of making their toilet, squeezed +me into a corner, while the hot sun drew from their garments +a villainous compound of smells made up of salt +fish, tar, and molasses. By and by just twelve—only +twelve—bouncing factory girls were introduced, who +were going on a party of pleasure to Newport. "Make +room for the ladies!" bawled out the superintendent. +"Come gentlemen, jump up on top; plenty of room +there!" "I'm afraid of the bridge knocking my brains +out," said a passenger. Some made one excuse, and some +another. For my part, I flatly told him that since I had +belonged to the corps of Silver Grays I had lost my gallantry +and did not intend to move. The whole twelve +were, however, introduced, and soon made themselves at +<a class="pagenum" id="page_014" title="14"> </a> +home, sucking lemons, and eating green apples.... +The rich and the poor, the educated and the ignorant, the +polite and the vulgar, all herd together in this modern +improvement in traveling ... and all this for the +sake of doing very uncomfortably in two days what +would be done delightfully in eight or ten.</p> + +<div class="illustration"> + <img class="plain" src="images/p014i.jpg" alt="" /> + <p class="caption1"><i>Cars and locomotive in use on the Camden & Amboy Railroad +in 1845. The cars were heated by wood stoves, the glass sash +was stationary, and ventilation was possible only from a wooden-panelled +window which could be raised a few inches.</i></p> +</div> + +<p>To follow further the rapid development of the +railroad in America would require many volumes. +As the canal building fever had seized the fancy of +the American public in preceding years, so a similar +enthusiasm was instantly kindled in the new railroad, +and railroad travel became immediately the +most popular diversion. In a relatively few years +a web of track carried the smoking locomotive and +its rumbling train of cars throughout the country. +Crude, and lacking almost every convenience of the +<a class="pagenum" id="page_015" title="15"> </a> +passenger coach of the present day, the early railway +carriage served fully its new-born function. To +the latter half of the century was reserved the +development of those refinements which have rendered +travel safe and comfortable, and the perfecting +of those vast organizations that have placed in +American hands the railroad supremacy of the world.</p> + + + + +<h2><a class="pagenum" id="page_019" title="19"> </a> +CHAPTER II<br /> + +<span class="subheader">THE EVOLUTION OF THE SLEEPING CAR</span></h2> + + +<p>The history of improved railway travel may be +said to date from the year 1836, when the +first sleeping car was offered to the traveling public. +In the years which followed the actual inception of +the railroad in the United States, railway travel was +fraught with discomfort and inconvenience beyond +the realization of the present day. Travel by canal +boat had at least offered a relative degree of comfort, +for here comfortable berths in airy cabins were +provided as well as good meals and entertainment, +but the locomotive, by its greatly increased speed +over the plodding train of tow mules, instantly commanded +the situation, and as the mileage of the +pioneer roads increased, travel by boat proportionately +languished.</p> + +<p>The first passenger cars were little better than +boxes mounted on wheels. Over the uneven track +the locomotive dragged its string of little coaches, +each smaller than the average street car of today. +<a class="pagenum" id="page_020" title="20"> </a> +From the engine a pall of suffocating smoke and +glowing sparks swept back on the partially protected +passengers. Herded like cattle they settled +themselves as comfortably as possible on the stiff-backed, +narrow benches. The cars were narrow and +scant head clearance was afforded by the low, flat +roof. From the dirt roadbed a cloud of dust blew +in through open windows, in summer mingled with +the wood smoke from the engine. In winter, a wood +stove vitiated the air. Screens there were none. +By night the dim light from flaring candles barely +illuminated the cars.</p> + +<div class="illustration"> + <img class="plain" src="images/p020i.jpg" alt="" /> + <p class="caption1"><i>Car in use in 1844 on the Michigan Central Railroad. Interesting +as showing the rapid improvement in passenger coaches +and how soon they approached the modern type of car in general +appearance.</i></p> +</div> + +<p>In addition to these physical discomforts were +added the dangers attending the operation of trains +<a class="pagenum" id="page_021" title="21"> </a> +entirely unprotected by any of the safety devices +now so essential to the modern railroad. No road +boasted of a double track; there was no telegraph +by which to operate the trains. The air brake was +unknown until 1869, when George Westinghouse +received his patent. The Hodge hand brake which +was introduced in 1849 was but a poor improvement +on the inefficient hand brake of the earlier days. +The track was usually laid with earth ballast and +the rail joints might be easily counted by the passengers +as the cars pounded over them. Add to these +discomforts the necessity of frequent changes from +<a class="pagenum" id="page_022" title="22"> </a> +one short line to another when it was necessary for +the passengers each time to purchase new tickets and +personally pick out their baggage, due to the absence +of coupon tickets and baggage checks, and the joys +of the tourist may be realized.</p> + +<div class="illustration"> + <img class="plain" src="images/p021i.jpg" alt="" /> + <p class="caption1"><i>Car constructed by M. P. and M. E. Green of Hoboken, New +Jersey, in 1831 for the Camden & Amboy Railroad.</i></p> +</div> + +<p>As early as 1836 the officers of the Cumberland +Valley Railroad of Pennsylvania installed a +sleeping-car service between Harrisburg and Chambersburg. +This first sleeping car was, as was later +the first Pullman car, an adaption of an ordinary +day coach to sleeping requirements. It was divided +into four compartments in each of which three bunks +were built against one side of the car, and in the +rear of the car were provided a towel, basin, and +water. No bed clothes were furnished and the weary +passengers fully dressed reclined on rough mattresses +with their overcoats or shawls drawn over them, +doubtless marveling the while at the fruitfulness of +modern invention. As time went on other similar +cars, with berths arranged in three tiers on one side +of the car, were adopted by various railroads, and +occasional but in no manner fundamental improvements +were made. Candles furnished the light, and +the heat was supplied by box stoves burning wood +<a class="pagenum" id="page_023" title="23"> </a> +or sometimes coal. For a number of years these +makeshift cars found an appreciative patronage, and +temporarily served the patrons of the road.</p> + +<div class="illustration"> + <img class="plain" src="images/p023i.jpg" alt="" /> + <p class="caption1"><i>Midnight in the old coaches previous to the introduction of +the Pullman sleeping car. A night journey in those days was something +to be dreaded.</i></p> +</div> + +<p>In the next ten years similar "bunk" cars were +adopted by other railroads, but improvements were +negligible and their only justification existed in the +ability of the passengers to recline at length during +the long night hours. The innovation of bedding +furnished by the railroad marked a slight progress, +but the rough and none too clean sheets and blankets +which the passengers were permitted to select from +a closet in the end of the car, must have failed even +in that day to give satisfaction to the fastidious.</p> + +<p><a class="pagenum" id="page_024" title="24"> </a> +But in the early fifties these very inconveniences +fired the imagination of a young traveler who had +bought a ticket on a night train between Buffalo +and Westfield, and in his alert mind was inspired, +as he tossed sleepless in his bunk, the first vision of +a car that would revolutionize the railroad travel +of the world and of a system that would present to +the traveling public a mighty organization whose +first purpose would be to contribute safety, convenience, +luxury and a uniform and universal service +from coast to coast.</p> + +<p>George Mortimer Pullman was born in Brockton, +Chautauqua County, New York, March 3, 1831. +His early schooling was limited to the country +schoolhouse, and at the age of fourteen his education +was completed and he obtained employment at a +salary of $40 a year in a small store in Westfield, +New York, that supplied the neighboring farmers +with their simple necessities. But the occupation of +a country storekeeper failed to fix the restless mind +of the boy, and three years later he packed his few +possessions and moved to Albion, New York, where +an older brother had developed a cabinet-making +business.</p> + +<div class="illustration"> + <img class="plain" src="images/p024i.jpg" alt="" /> + <p class="caption2">Harpers Weekly <span class="smcaps">May 28, 1859.</span><br /> +CONVENIENCE OF THE NEW SLEEPING CARS.<br /> +<span class="fontsmall">(<i>Timid Old Gent, who takes a berth in the Sleeping Car, listens.</i>)</span></p> + + <p class="caption1"><span class="smcaps">Brakeman.</span> "Jim, do you think the Millcreek +Bridge safe to-night?"</p> + + <p class="caption1"><span class="smcaps">Conductor.</span> "If Joe cracks on the steam, +I guess we'll get the Engine and Tender over all right. I'm going forward!"</p> +</div> + +<p><a class="pagenum" id="page_025" title="25"> </a> +Here Pullman found a wider field for his natural +abilities, and at the same time acquired a knowledge +of wood working and construction that was soon to +afford the foundation for larger enterprises. During +the ten years that followed there were times when +the demands on the little shop of the Pullman brothers +failed to afford sufficient occupation for the two +young cabinet makers, and the younger brother, +eager to improve his opportunities, began to accept +outside contracts of various sorts. The state of New +York had begun to widen the Erie Canal which +passed through Albion. Clustered on its banks were +numerous warehouses and other buildings, and the +young man soon proved his ability to contract successfully +for the necessary moving of these buildings +back to the new banks of the canal. The venture +was successful. An opportunity fortuitously created +was seized, and not only was an increased livelihood +secured, but the wider scope of this new activity +gave the young man an increased confidence in himself +on which to enlarge his future activities.</p> + +<p>It was during these years that George M. Pullman +experienced his first night travel and the hardships +of the sleeping car accommodations. As Fulton and +<a class="pagenum" id="page_026" title="26"> </a> +Watt and Stephenson, in the crude steam engine of +their time, saw the locomotive and marine engine +of today, so in this bungling sleeper George M. +Pullman saw the modern sleeping car and the vast +system he was in time to originate. In his mind a +score of ideas were immediately presented and on his +return to Albion he discussed the possibility of their +amplification with Assemblyman Ben Field, a warm +friend in these early days.</p> + +<p>The contracting business had increased Pullman's +field of observation, it had stimulated his invention, +it had accustomed him to the management of men. +When the widening of the Erie Canal had been +accomplished, the field for his new vocation was +practically eliminated; and it was but natural that +the ambition of youth could not be satisfied to return +to the cabinet-making business. Westward lay the +future. In the new town of Chicago, which had in +so few years grown up at the foot of Lake Michigan, +young men were already building world enterprises. +Chicago, named from the wild onion that grew in +the marsh lands about the winding river, offered +promise of greatness. Its romantic growth seized +the imagination of the youthful Albion contractor.</p> + +<p><a class="pagenum" id="page_027" title="27"> </a> +Naturally his first thought was to profit by his +contracting experience, and again a happy chance +favored him. Built on the low land behind the +sand dunes and south of the sluggish river Chicago +suffered from a lack of proper drainage. Mud +choked the streets; cellars were wells of water after +every rain. In 1855, the year of his arrival, Pullman +made a contract to raise the level of certain of +the city streets. It was a bold undertaking, but his +confidence knew no hesitation, and the work was +satisfactorily accomplished. Other contracts followed, +and in a short time Pullman had built himself +a substantial reputation and had raised a number +of blocks of brick and stone buildings, including +the famous Tremont House, to the new level.</p> + +<p>Chicago in 1858 was a town of 100,000 population. +Here Cyrus H. McCormick had built his +reaper factory on the banks of the river. Here R. +T. Crane was laying the small foundation for the +mighty industry of future years. Here Marshall +Field and Levi Z. Leiter were rising junior partners +in their growing business, and here the future heads +of the meat-packing industry were developing their +mighty business. To the country boy from a New +<a class="pagenum" id="page_028" title="28"> </a> +York village, its muddy streets and rows of frame +and brick buildings savored of a metropolis; in its +naked newness he sensed the vital energy that was +so soon to place it among the cities of the world.</p> + +<div class="illustration"> + <img src="images/p028i.jpg" alt="" /> + <div class="frame maxwidth32"> + <p class="caption2">Early type of sleeping car. The traveler rarely removed more than his outer clothing, and +oftentimes kept his boots on</p> + </div> +</div> + +<p>But even during these years of untiring activity +the thought of a radical improvement in railway +car construction was constantly working in the brain +of the young contractor, and in 1858 he determined +to give his ideas the practical test. The story of this +first application of these revolutionizing ideas to the +railroad coaches then in use is best told in the words +of Leonard Seibert, who was at that time an +employee on the Chicago & Alton Railroad.</p> + +<p class="citation">In 1858 Mr. Pullman came to Bloomington and +engaged me to do the work of remodelling two 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 forty-four 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.</p> + +<p class="citation"><a class="pagenum" id="page_029" title="29"> </a> +The wood used in the interior finish was cherry. +Mr. Pullman was anxious to get hickory, to stand the +hard usage which it was supposed the cars would receive. +I worked part of the summer of 1858, employing an +assistant or two, and the cars went into service in the +fall of 1858. There were no blue-prints or plans made +for the remodelling of these first two sleeping-cars, and +Mr. Pullman and I worked out the details and measurements +as we came to them. The two cars cost Mr. Pullman +not more than $2,000, or $1,000 each. They were +upholstered in plush, lighted by oil lamps, heated with +box stoves, and mounted on four-wheel trucks with iron +wheels. There was no porter in those days; the brakeman +made up the beds.</p> + +<p>In the construction of these first sleeping cars Mr. +Pullman introduced his invention of upper berth +construction by means of which the upper berth +might be closed in the day time and also serve as a +receptacle for bedding. Other improvements and +devices were worked out and tested, and from these +first experiments were drawn the detailed plans from +which the first cars entirely constructed by him were +made. Although without technical training himself, +Mr. Pullman was quick to recognize the necessity +of skilled assistance to express and improve his +embryonic ideas. To this end he soon established +a small workshop, and employing a number of +<a class="pagenum" id="page_030" title="30"> </a> +skilled mechanics set himself to the mastery of the +problems which confronted him.</p> + +<p>Another interesting personal reminiscence of the +first days of the Pullman car is afforded by J. L. +Barnes, who was in charge of the first car run from +Bloomington to Chicago over the Chicago & Alton.</p> + +<p class="citation">Mr. Pullman had an office on Madison Avenue just +west of LaSalle Street and I boarded with a family very +close to his office. I used to pass his office on my to +meals, and having read in the paper that he was working +on a sleeping car, one day I stopped in and made application +to Mr. Pullman personally for a place as conductor. +I gave him some references and called again and he said +the references were all right and promised me the place. +I made my first trip between Bloomington, Illinois, and +Chicago on the night of September 1, 1859. I was +twenty-two years old at the time. I wore no uniform +and was attired in citizen's clothes. I wore a badge, that +was all. One of my passengers was George M. Pullman, +inventor of the sleeping car.... All the passengers +were from Bloomington and there were no women on the +car that night. The people of Bloomington, little reckoning +that history was being made in their midst, did not +come down to the station to see the Pullman car's first +trip. There was no crowd, and the car, lighted by candles, +moved away in solitary grandeur, if such it might +be called.... I remember on the first night I had to +compel the passengers to take their boots off before they +got into the berths. They wanted to keep them on—seemed +afraid to take them off.</p> + +<p class="citation"><a class="pagenum" id="page_031" title="31"> </a> +The first month business was very poor. People had +been in the habit of sitting up all night in the straight +back seats and they did not think much of trying to sleep +while traveling.... After I had made a few trips it +was decided it did not pay to employ a Pullman conductor, +and the car was placed in charge of the passenger +conductor of the train which carried the sleeping car, +and I was out of a job.</p> + +<p class="citation">The first Pullman car was a primitive thing. Beside +being lighted with candles it was heated by a stove at +each end of the car. There were no carpets on the floor, +and the interior of the car was arranged in this way: +There were four upper and four lower berths. The +backs of the seats were hinged and to make up the lower +berth the porter merely dropped the back of the seat +until it was level with the seat itself. Upon this he +placed a mattress and blanket. There was no sheets. +The upper berth was suspended from the ceiling of the +car by ropes and pulleys attached to each of the four +corners of the berth. The upper berths were constructed +with iron rods running from the floor of the car to the +roof, and during the day the berth was pulled up until +it hugged the ceiling, there being a catch which held it +up. At night it was suspended about half-way between +the ceiling of the car and the floor. We used curtains +in front and between all the berths. In the daytime one +of the sections was used to store all the mattresses in. +The car had a very low deck and was quite short. It +had four wheel trucks and with the exception of the +springs under it was similar to the freight car of today. +The coupler was "link and pin;" we had no automatic +brakes or couplers in those days. There was a very +<a class="pagenum" id="page_032" title="32"> </a> +small toilet room in each end, only large enough for one +person at a time. The wash basin was made of tin. The +water for the wash basin came from the drinking can +which had a faucet so that people could get a drink.</p> + +<div class="illustration"> + <img class="plain" src="images/p032i.jpg" alt="" /> + <div class="frame maxwidth24"> + <p class="caption2">J. L. Barnes, the first Pullman car conductor, whose reminiscences +of that early period are quoted in this book</p> + </div> +</div> + +<p>The two remodeled Chicago & Alton coaches were +instantly accepted by the public, but despite their +popularity, and the popularity of a third car which +followed them, their originator considered them +merely as experiments and in 1864 plans for the +first actual Pullman car were completed which gave +promise of a car radically different in its construction, +appointments, and arrangement from anything +heretofore attempted. Into this car Pullman +resolutely cast the small capital that he had accumulated; +in its success he placed the unswerving +confidence that characterized his clear vision and +indomitable determination to succeed. This model +car was built in Chicago on the site of the present +Union Station in a shed belonging to the Chicago & +Alton Railroad, at a cost of $18,239.31, without +its equipment, and almost a year was required before +it was ready for service. Fully equipped and +ready for service it represented an investment of +$20,178.14. The "Pioneer" was the name chosen +<a class="pagenum" id="page_033" title="33"> </a> +for its designation, and with the faith that other +cars would soon be required the letter "A" was +added, an indication that even Mr. Pullman's vision +failed to anticipate the possible demand beyond the +twenty-six letters of the alphabet.</p> + +<p>Never before had such a car been seen; never had +the wildest flights of fancy imagined such magnificence. +Up to the building of the "Pioneer" +$5,000 had represented the maximum that had ever +been spent on a single railroad coach. It was unbelievable +that this $18,000 investment could yield a +remunerative return. The "Pioneer" had improved +trucks with springs reinforced by blocks of solid rubber; +it was a foot wider and two and a half feet +higher than any car then in service, the additional +height being necessary to accommodate the hinged +upper berth of Mr. Pullman's invention. Combined +with its unusual strength, weight, and solidity, +its beauty and the artistic character of its furnishing +and decoration were unprecedented. At one stride +an advance of fifty years had been effected.</p> + +<p>A further proof of Mr. Pullman's faith in the +success of the "Pioneer" type of car is illustrated +by the fact that due to its increased height and +<a class="pagenum" id="page_034" title="34"> </a> +breadth the dimensions of station platforms and +bridges at the time of its construction would not permit +its passage over any existing railroad. It is said +that these necessary changes were hastened in the +spring of 1865 by the demand that the new +"Pioneer" be attached to the funeral train which +conveyed the body of President Lincoln from Chicago +to Springfield. In this way one railroad was +quickly adapted to the new requirements, and a few +years later when the "Pioneer" was engaged to take +General Grant on a trip from Detroit to his home +town of Galena, Illinois, another route was opened +to its passage.</p> + +<p>Other roads soon made the necessary alterations +to permit the passage of the "Pioneer" and its sister +cars which were now under construction. The +"Pioneer" had, by this time, won wide recognition +and popularity, and a few months later was put in +regular service on the Alton Road. So well were +its dimensions calculated by Mr. Pullman that the +"Pioneer" immediately became the model by which +all railroad cars were measured, and to this day practically +the only changes in dimensions have been in +increased length.</p> + +<p><a class="pagenum" id="page_035" title="35"> </a> +To secure the continuous use of the "Pioneer" +and other similar cars an agreement was effected +between Mr. Pullman and the Chicago & Alton +which marked the beginning of the vast system +which today embraces the entire country and makes +possible continuous and luxurious travel over a large +number of distinct railroads. Thus in the space of +a few years George M. Pullman not only evolved +a type of railroad car luxurious and beautiful in +design and embracing in its construction patents of +great originality and ingenuity, but, in addition, +evolved the rudimentary conception of a system +by which passengers might be carried to any destination +in cars of uniform construction, equipped for +day or night travel, and served and protected by +trained employees whose sole function is to provide +for the passengers' safety, comfort, and convenience.</p> + + + + +<h2><a class="pagenum" id="page_039" title="39"> </a> +CHAPTER III<br /> + +<span class="subheader">THE RISE OF A GREAT INDUSTRY</span></h2> + + +<p>The "Pioneer" had cost Mr. Pullman $20,000. +Compared with the finest sleeping cars previously +in use, it was clearly evident that a new +development in luxurious travel had been accomplished. +The best ordinary sleeping cars were +considered expensive at $4,000. There was no more +comparison between the "Pioneer" and its predecessors +in comfort than in cost. But it remained to be +seen what the public would think of it; whether +they preferred luxury, comfort, and real service, to +hardship, discomfort, and no service at a lower cost.</p> + +<p>The new cars were larger, heavier, and more substantial +than any previously constructed. Increased +safety was one of their advantages. Moreover, they +were far more beautiful from every aspect—artistically +painted, richly decorated, and furnished +with fittings for that day remarkable for their elaborate +nature. They were universally admired, and +quickly became the topic of interest among the +<a class="pagenum" id="page_040" title="40"> </a> +traveling public. It is remarkable that at this early +date the two features of the Pullman car which +characterize it today—the features of safety and +luxury—should have been so clearly defined.</p> + +<p>It is human nature to accept each step forward +as a new standard and it is characteristically American +to refuse to accept an inferior article as soon as +one superior is available, even if at greater cost. The +"Pioneer" and its successors established such a +standard, and immediately those accustomed and +able to afford the increased rate required by the +greater investment in the car, gladly and thankfully +accepted it; while those whose nature usually inclines +to haggling when the purse is touched, were convinced +of the worth of the innovation by the +assurance against disaster which the weight and +strength of the Pullman cars assured.</p> + +<p>The next car constructed by Mr. Pullman, after +the "Pioneer" cost $24,000. And very soon after +several additional cars were built at approximately +the same cost, and were put in operation on the +Michigan Central Railroad. Here was the great +test. In these luxurious carriages and in the verdict +of the traveling public rested the future of Mr. +<a class="pagenum" id="page_041" title="41"> </a> +Pullman's project. The question simply resolved +itself to this: Did the public want them? In the +old sleeping cars a berth had cost considerably less +than it was necessary to charge for one in the new +Pullman cars. In the mind of the inventor there +was no question as to the verdict. The railroad +authorities were equally certain the other way. +They did not think the public would pay the extra +sum.</p> + +<p>There was but one way to decide, and Mr. Pullman +made the suggestion that both Pullman cars +and old style sleeping cars be operated on the same +train at their respective prices. The results would +show.</p> + +<p>What happened is best described in the words of +a contemporary writer.</p> + +<p class="citation">Mr. Pullman suggested that the matter be submitted to +the decision of the traveling public. He proposed that +the new cars, with their increased rate, be put on trains +with the old cars at the cheaper rate. If the traveling +public thought the beauty of finish, the increased comfort, +and the safety of the new cars worth $2 per night, there +were the $24,000 cars; if, on the other hand, they were +satisfied with less attractive surroundings at a saving of +50 cents, the cheaper cars were at their disposal. It was +a simple submission without argument of the plain facts +<a class="pagenum" id="page_042" title="42"> </a> +on both sides of the issue—in other words, an application +of the good American doctrine of appealing to the people +as the court of highest resort.</p> + +<p class="citation">The decision came instantly and in terms which left no +opening for discussion. The only travelers who rode in +the old cars were those who were grumbling because they +could not get berths in the new ones. After running +practically empty for a few days, the cars in which the +price for a berth was $1.50 were withdrawn from service, +and Pullmans, wherein the two-dollar tariff prevailed, +were substituted in their places, and this for the very +potent reason, that the public insisted upon it. Nor did +the results stop there. The Michigan Central Railway, +charging an extra tariff of fifty cents per night as compared +with other eastern lines, proved an aggressive competitor +of those lines, not in spite of the extra charge, but +because of it, and of the higher order of comfort and +beauty it represented. Then followed a curious reversal +of the usual results of competition. Instead of a levelling +down to the cheaper basis on which all opposition was +united, there was a levelling up to the standard on which +the Pullman service was planted and on which it stood +out single-handed and alone.</p> + +<p class="citation">Within comparatively a short period all the Michigan +Central's rival lines were forced by sheer pressure from +the traveling public to withdraw the inferior and cheaper +cars and meet the superior accommodations and the necessarily +higher tariff. In other words, the inspiration of +that key-note of vigorous ambition for excellence of the +product itself, irrespective of immediate financial returns, +which was struck with such emphasis in the building of +the "Pioneer," and which ever since has rung through all +<a class="pagenum" id="page_043" title="43"> </a> +the Pullman work, was felt in the railroad world of the +United States at that early date, just as it is even more +commonly felt at the present time. At one bound it put +the American railway passenger service in the leadership +of all nations in that particular branch of progress, and +has held it there ever since as an object lesson in the +illustration of a broad and far-reaching +principle.<a id="FNanchor_01" href="#Footnote_01" class="fnanchor">[1]</a></p> + +<div class="illustration"> + <img src="images/p042ai.jpg" alt="" /> + <p class="caption2">One of the first cars built by George M. Pullman</p> +</div> + +<div class="illustration"> + <img src="images/p042bi.jpg" alt="" /> + <img src="images/p042ci.jpg" alt="" /> + <div class="frame maxwidth24"> + <p class="caption2">Interior of the car. (1) the car in the daytime showing wood +stove and fuel box; (2) making up the berths. There +were no end divisions, and a thin curtain only +separated the berths</p> + </div> +</div> + +<p>It will probably be interesting at this point to +describe with some detail the Pullman car of this +early period. In the <i>Daily Illinois State Register</i>, +Springfield, May 26, 1865, appears an interesting +description of one of the new Pioneer type of cars +just installed on the Chicago & Alton Railroad.</p> + +<p class="citation">To the train on the Chicago, Alton & St. Louis Railroad, +which passed up at noon today, was attached one +of Pullman's improved and beautiful sleeping carriages, +containing a party of excursionists from the Garden +City [Chicago], to whom the trip was complimentarily +extended by the company of the road, and among whom +was George M. Pullman, Esq., of Chicago, the patentee +of the car. This carriage, which we had the pleasure of +inspecting during the stay of the train at our depot, we +found to be the most comfortable and complete in all its +appurtenances, and decidedly superior in many respects to +any similar carriage we have ever seen. It is fifty-four +feet in length by ten in width, and was built at a cost of +$18,000, the painting alone costing upwards of $500. +<a class="pagenum" id="page_044" title="44"> </a> +Besides the berths, sufficient in number to accommodate +upwards of a hundred passengers, there are four state +rooms formed by folding doors, and so constructed with +the berths that the whole can easily be thrown into one +apartment. When the car is not used for sleeping purposes, +as in the day, every appearance of a berth or a bed +is concealed, and in their stead appear the most comfortable +of seats.</p> + +<p class="citation">Westlake's patent heating and ventilating apparatus is +applied so that a constant current of pure and pleasant +air is kept in circulation through the car. In fact, it was +useless to attempt to enumerate, in so brief a notice, even +a few of the many improvements which have been introduced +by the patentees into the carriage, rendering it as +they have, superior to any that we have ever inspected. +To one fact, however, we will refer in this connection, as +especially conducive to the comfort of the traveling +public, viz., that a daily change of linen is made in the +berths of this new carriage, thereby keeping them constantly +clean and comfortable, and rendering the car much +more attractive than are similar carriages where this is +neglected. As we are informed by Mr. Pullman that +these cars will hereafter be run on the St. Louis and +Chicago line, we would especially direct the attention of +travelers to the fact, and recommend them to investigate +the matter of our notice for themselves.</p> + +<p>Exactly how "upwards of a hundred passengers" +could have been accommodated is hardly clear, but +the enthusiasm of the reporter, fired perhaps by the +luxury of clean linen for each berth each day, may +<a class="pagenum" id="page_045" title="45"> </a> +account for this apparent exaggeration. In the +<i>Illinois Journal</i>, another Springfield paper, of May +30, the reporter reduces the estimate of the capacity +to fifty-two and comments with perhaps more detail +on the decorative features of the car.</p> + +<p class="citation">We are reminded by a prophecy which we heard some +three years since—that the time was not far distant when +a radical change would be introduced in the manner of +constructing railroad cars; the public would travel upon +them with as much ease as though sitting in their parlors, +and sleep and eat on board of them with more ease and +comfort than it would be possible to do on a first-class +steamer. We believed the words of the seer at the time, +but did not think they were so near fulfillment until +Friday last, when we were invited to the Chicago & +Alton depot in this city to examine an improved sleeping-car, +manufactured by Messrs. Field & Pullman, patentees, +after a design by George M. Pullman, Esq., Chicago.</p> + +<p>The writer describes his impressions of the interior. +The absence of "mattresses or dingy curtains" by +day, the beauty of the window curtains "looped in +heavy folds," the "French plate mirrors suspended +from the walls," as well as the "several beautiful +chandeliers, with exquisitely ground shades" +hanging from a ceiling "painted with chaste and +elaborate design upon a delicately tinted azure +<a class="pagenum" id="page_046" title="46"> </a> +ground," while the black walnut woodwork and +"richest Brussels carpeting" make the picture complete. +It is small wonder that the Pullman car +excited admiration, and that its first appearance in +the Illinois towns was probably recorded by similar +editorial appreciation.</p> + +<div class="illustration"> + <img src="images/p046i.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">George M. Pullman explaining details of car construction</p> + </div> +</div> + +<p>But perhaps one of the most interesting insights +into the condition which the new Pullman cars were +so quick to remedy, is found in the <i>Chicago Tribune</i>, +June 20, 1865. After a veritable eulogy on the +elegance and comfort of the Pullman car, the writer +draws the following enviable contrast.</p> + +<p class="citation">It leaves to others to ticket the actual transit, so many +miles for so much money, and comes in with its cars as +the Ticket Agent of Comfort, sells you coupons to rest +and ease by the way. So you wish to go through to New +York or Baltimore, yourself, Belinda, Biddy and the +baby, baskets, bundles, etc? You think of changes of +cars by night, and rushes for seats for your party by day, +of seats foul with the scrapings of dirty boots, of floors +flowing with saliva, of coarse faces and coarse conversation, +of seats you cannot recline in, of the ordinary discomforts +of a long journey by rail!</p> + +<p>It is small wonder that the new Pullman cars +found an appreciative welcome!</p> + +<p><a class="pagenum" id="page_047" title="47"> </a> +In 1866 five Pullman sleeping cars were put in +operation on the Chicago, Burlington & Quincy +Railroad, and late in May an excursion for several +hundred invited guests was given from Chicago to +Aurora, Illinois, and return. The new cars were +named, "Atlantic," "Pacific," "Aurora," "City of +Chicago," and "Omaha." Occasioned by the comforts +which this new equipment disclosed a current +newspaper remarked:</p> + +<p class="citation">Pullman is a benefactor to his kind. The dreaded +journey to New York becomes a mere holiday excursion +in his delightful coaches, and, by the way, he will soon +have a through line from Chicago to New York, in which +a man need never leave his place from one city to the +other.</p> + +<p>The year 1867 marks the incorporation of Pullman's +Palace Car Company, for the purpose of the +manufacture and operation of sleeping cars. At +the time of incorporation George M. Pullman owned +all of the sleeping cars on the Michigan Central +Railroad, Great Western [Canada] Railroad, and +the New York Central Railroad lines, a grand total +of forty-eight cars. In the operation of these cars +he was ably assisted by his brother, A. B. Pullman, +who held the office of general superintendent.</p> + +<p><a class="pagenum" id="page_048" title="48"> </a> +In forming the Pullman Company, the founder +aspired to establish an organized system by which +the traveling public might be enabled to travel in +luxurious cars of uniform construction, adapted to +both night and day requirements, without change +between distant points, and over various distinct +lines of railroads. In addition, such a service would +provide the heretofore unknown asset of responsible +employees to whose care might be entrusted women, +children, and invalids. It was a service that was +sorely needed, and indication pointed to its prompt +acceptance by the railroads and the public.</p> + +<p>In the same year a remarkable achievement in +railroad travel was accomplished. Due to the different +gauge tracks in use by the several railroads +connecting Chicago and New York, the continuous +passage of a car from one city to the other was +impossible. But in 1867 the standardization of the +gauge was effected by the completion of a third rail +on the Great Western [Canada] Railroad, and to +mark this opening of through communication, an +excursion was arranged from Chicago to New York +on the "Western World," the newest Pullman +"hotel" sleeping car.</p> + +<p><a class="pagenum" id="page_049" title="49"> </a> +At this point it is interesting to note that the first +"hotel car," the "President," was put in service +by the Pullman Company in 1867 on the Great +Western Railroad of Canada. The hotel car was +a combination car, in reality a sleeping car with a +kitchen built in at one end. The meals were served +at tables placed in the sections. To the Pullman +Company, accordingly, must be accorded the credit +of first supplying to the public the service of meals +on board a train. The success of the "President" +led to the immediate construction of the "Western +World" and its sister car "Kalamazoo." These +cars, however, must not be confused with the dining +car which was later developed from the "hotel car" +by the Pullman Company, and to which the "hotel +cars" rapidly gave place.</p> + +<p>The <i>Detroit Commercial Advertiser</i> of June 1, +1867, comments:</p> + +<p class="citation">But the crowning glory of Mr. Pullman's invention is +evinced in his success in supplying the car with a cuisine +department containing a range where every variety of +meats, vegetables and pastry may be cooked on the car, +according to the best style of culinary art.</p> + +<p>The following bill of fare illustrates the variety +of edibles provided on this celebrated excursion.</p> + + +<table summary="menu" border="0" cellpadding="2" class="maxwidth20 noinsidepagebreak margtop2 margbot2"> +<tr> + <td colspan="2" class="tdcenter fontlarge">MENU<a class="pagenum" id="page_050" title="50"> </a></td> +</tr> +<tr><td colspan="2" class="tdcenter"> </td></tr> +<tr> + <td colspan="2" class="tdcenter fontsmall">OYSTERS</td> +</tr> +<tr> + <td class="tdleft">Raw</td> + <td class="tdright">50</td> +</tr> +<tr> + <td class="tdleft">Fried and Roast</td> + <td class="tdright">60</td> +</tr> +<tr><td colspan="2" class="tdcenter"> </td></tr> +<tr> + <td colspan="2" class="tdcenter fontsmall">COLD</td> +</tr> +<tr> + <td class="tdleft">Beef Tongue, Sugar-cured Ham, Pressed Corned Beef, Sardines</td> + <td class="tdright">40</td> +</tr> +<tr> + <td class="tdleft">Chicken Salad, Lobster Salad</td> + <td class="tdright">50</td> +</tr> +<tr><td colspan="2" class="tdcenter"> </td></tr> +<tr> + <td colspan="2" class="tdcenter fontsmall">BROILED</td> +</tr> +<tr> + <td class="tdleft">Beefsteak, with Potatoes</td> + <td class="tdright">60</td> +</tr> +<tr> + <td class="tdleft">Mutton Chops, with Potatoes</td> + <td class="tdright">60</td> +</tr> +<tr> + <td class="tdleft">Ham, with Potatoes</td> + <td class="tdright">50</td> +</tr> +<tr><td colspan="2" class="tdcenter"> </td></tr> +<tr> +<td colspan="2" class="tdcenter fontsmall">EGGS</td> +</tr> +<tr> + <td class="tdleft">Boiled, Fried, Scrambled, Omelette Plain</td> + <td class="tdright">40</td> +</tr> +<tr> + <td class="tdleft">Omelette with Rum</td> + <td class="tdright">50</td> +</tr> +<tr><td colspan="2" class="tdcenter">—</td></tr> +<tr> + <td colspan="2" class="tdcenter"><i>Chow-Chow, Pickles</i></td> +</tr> +<tr><td colspan="2" class="tdcenter">—</td></tr> +<tr> + <td class="tdleft">Welsh Rarebit</td> + <td class="tdright">50</td> +</tr> +<tr> + <td class="tdleft">French Coffee</td> + <td class="tdright">25</td> +</tr> +<tr> + <td class="tdleft">Tea</td> + <td class="tdright">25</td> +</tr> +</table> + + +<p>The excursion party left Chicago on April 8, +1867, and comfortably established in the "Western +<a class="pagenum" id="page_051" title="51"> </a> +World" arrived in Detroit the following day. At +Detroit the river was crossed on the "great iron +ferry boat," the first company of passengers that +ever passed from Chicago to Canada without change +of cars. On the new third rail of the Great Western, +a speed of forty miles was often maintained +for considerable periods. "The cars were decorated +with American and British flags, symbolizing the +union which is destined to take place between the +United States and Canada. A train has just rolled +by, the engine and passenger cars on the broad gauge, +and freight cars from the East on the narrow +gauge." So goes the journal of one of the passengers.</p> + +<p>Large crowds visited the train at Rochester, Syracuse, +and Utica, and at Albany, Erastus Corning +telegraphed Commodore Vanderbilt that the car +must be taken to New York, if possible, and the +gauge of the Harlem road be taken for that purpose. +The party arrived in New York on April 14. One +of the purposes of sending the "Western World" +to New York was that it might transport on its +return trip, Dr. J. C. Durant, vice president of the +Union Pacific Road, and a committee of directors, +to examine a portion of their new transcontinental +<a class="pagenum" id="page_052" title="52"> </a> +line which the contractors were ready to turn over. +A member of the party describes the call on Dr. +Durant in his office on Nassau Street and refers to +the office as "probably the finest in New York, +beautiful with paintings and statuary, and enlivened +with the singing of birds."</p> + +<div class="illustration"> + <img src="images/p052i.jpg" alt="" /> + <p class="caption2">One of the first Pullman cars in which meals were served</p> +</div> + +<p>Following the "Western World," the "hotel +cars" were promptly put in service and regular +through service was established between Chicago +and eastern points. The new "City of Boston" +and "City of New York" surpassed even the +"Western World" in magnificence and were popularly +reported to have exceeded $30,000 each in +cost. These cars were known as "hotel cars" for +the reason that each contained all the requirements +for a protracted journey. The main body of the +car was occupied by the berths and seats and at one +end a kitchen and pantry provided the culinary +service. The dining car, devoted entirely to restaurant +purposes, was a second step which soon followed. +The first dining car personally designed +by Mr. Pullman was named the "Delmonico," +and was operated on the Chicago & Alton in +1868.</p> + +<p><a class="pagenum" id="page_053" title="53"> </a> +But it was in 1869 that the Pullman car made +perhaps its greatest advance in the interest and confidence +of the public for in that year the Union +Pacific, building westward from the Missouri River +at Omaha, met the Central Pacific, which built from +San Francisco eastward. By their union a line was +established between the two coasts of the continent, +a slender thread of track which stretched for 1,848 +miles through a practically uninhabited country. +Almost simultaneously with the completion of the +road there was put upon the rails one of the most +superb trains ever turned out of the Pullman shops. +Its journey to California and its reception there were +in the nature of a progressive ovation. From that +time forth the great population of the Pacific coast +knew no train for long distance travel save a Pullman +train, and would hear of no other. When +people from California reached Chicago on their way +eastward, the road over which Pullman cars ran got +their patronage, and roads over which other cars +were operated did not. Newspapers and magazines +were awakened to studies of the Pullman cars and +the Pullman system, and scores of printed pages +were filled with the marvels of a journey to the +<a class="pagenum" id="page_054" title="54"> </a> +Pacific Ocean which was nothing more than a six +days' sojourn in a luxurious hotel, past the windows +of which there constantly flowed a great panorama +of the American continent, thousands of miles in +length and as wide as the eye could reach. Illustrated +magazine articles which appeared telling the +story of a trip to California had as many pictures +of Pullman interiors as they had of the big trees or +the Yosemite Valley. The effect of all this was far +reaching. The great Pennsylvania line abandoned +its own service and adopted the Pullman, and many +other lines made application for inclusion in the +Pullman system.</p> + +<p>In May, 1870, the first through train from the +Atlantic to the Pacific crossed the continent, engaged +for a special excursion by the Boston Board of +Trade, many distinguished Bostonians being numbered +among the passengers. During the trip a daily +newspaper entitled the <i>Trans-Continental</i> was published. +In the issue of May 31, published on the +sixth day out, as the train was crossing the summit +of the Sierra Nevadas, an account is given of a meeting +of the passengers in the smoking car, and resolutions +passed by them were printed. The Hon. Alex +<a class="pagenum" id="page_055" title="55"> </a> +H. Rice presided at the meeting, and the resolutions +were offered by Frank H. Peabody, a Boston banker, +and seconded by Robert B. Forbes, another Bostonian.</p> + +<p class="citation"><i>Resolved</i>, That we, the passengers of the Boston Board +of Trade Pullman excursion train, the first through train +from the Atlantic to the Pacific, having now been a week +<i>en route</i> for San Francisco, and having had, during this +period, ample opportunity to test the character and quality +of the accommodations supplied for our journey, +hereby express our entire satisfaction with the arrangements +made by Mr. George M. Pullman, and our admiration +of the skill and energy which have resulted in the +construction, equipment and general management of this +beautiful and commodious moving hotel.</p> + +<p class="citation"><i>Resolved</i>, That we return our cordial thanks to Mr. +Pullman for the very great pains taken by him beforehand +to make the present journey safe and pleasurable; +that we recognize the complete success which has followed +all his efforts, and that we extend to him our sincere +wishes for such a degree of prosperity to attend all his +operations as will be proportionate to his merits as one +of the most public-spirited, sagacious, and liberal railroad +men of the present day.</p> + +<p class="citation"><i>Resolved</i>, That we take pleasure in witnessing, as we +journey from point to point, through all the Western +States, the many evidences of Mr. Pullman's enterprise +and the extent of his operations in the cars which we meet +belonging to the Pullman Company, attached to the regular +trains for the use of the public, or appropriated especially +<a class="pagenum" id="page_056" title="56"> </a> +to private excursion parties, and we earnestly hope +that there will be no delay in placing the elegant and +homelike carriages upon the principal routes in the New +England States, and we will do all in our power to +accomplish this end.</p> + +<p>The list of passengers on this notable excursion +included:</p> + +<ul> + <li>Hon. Alex. H. Rice</li> + <li>Maj. Geo. P. Denny</li> + <li>Hon. J. M. S. Williams</li> + <li>James W. Bliss</li> + <li>Edward W. Kingsley</li> + <li>Frederick Allen and wife</li> + <li>H. S. Berry</li> + <li>Miss Josie W. Bliss</li> + <li>Hon. John B. Brown and wife</li> + <li>E. W. Burr and son</li> + <li>John L. Bremer</li> + <li>Geo. D. Baldwin and wife</li> + <li>Miss L. E. Billings</li> + <li>Chas. W. Brooks</li> + <li>M. S. Bolles</li> + <li>Alvah Crocker and wife</li> + <li>Mrs. F. Cunningham</li> + <li>Thomas Dana, Mrs. Thomas Dana, 2nd, Miss M. E. Dana</li> + <li>Mrs. Geo. P. Denny</li> + <li>Arthur B. Denny</li> + <li>Cyrus Dupee and wife</li> + <li>John H. Eastburn and wife</li> + <li>Robert B. Forbes and wife</li> + <li>Joshua Reed</li> + <li>J. S. Fogg</li> + <li>Mrs. E. E. Poole</li> + <li>Misses Farnsworth</li> + <li>Robert O. Fuller</li> + <li>J. Warren Faxon</li> + <li>N. W. Farwell and wife</li> + <li>Miss Mary E. Farwell</li> + <li>Miss Evelyn A. Farwell</li> + <li>Curtis Guild and wife</li> + <li>C. L. Harding and wife</li> + <li>Miss N. Harding</li> + <li>Edgar Harding</li> + <li>J. F. Hunnewell</li> + <li>J. F. Heustis</li> + <li>W. S. Houghton and wife</li> + <li>D. C. Holder and wife</li> + <li>Miss C. Harrington</li> + <li>A. L. Haskell and wife</li> + <li>Miss Alice J. Haley</li> + <li><a class="pagenum" id="page_057" title="57"> </a> + J. M. Haskell and wife</li> + <li>H. O. Houghton and wife</li> + <li>John Humphrey</li> + <li>Hamilton A. Hill and wife</li> + <li>Benjamin James</li> + <li>C. F. Kittredge</li> + <li>Mrs. C. A. Kinglsey</li> + <li>Miss Addie P. Kinglsey</li> + <li>Miss Mary L. Kinglsey</li> + <li>Chas. S. Kendall</li> + <li>Miss M. C. Lovejoy</li> + <li>John Lewis</li> + <li>Jas. Longley and wife</li> + <li>Geo. Myrick and wife</li> + <li>Col. L. B. Marsh and wife</li> + <li>C. F. McClure and wife</li> + <li>Joseph McIntyre</li> + <li>Sterne Morse</li> + <li>Fulton Paul</li> + <li>F. H. Peabody, wife and servant</li> + <li>Miss F. Peabody</li> + <li>Miss L. Peabody</li> + <li>Master F. E. Peabody</li> + <li>Rev. E. G. Porter</li> + <li>Miss M. F. Prentiss</li> + <li>James W. Roberts and wife</li> + <li>Wm. Roberts</li> + <li>S. B. Rindge and wife</li> + <li>Master F. H. Rindge</li> + <li>J. M. B. Reynolds and wife</li> + <li>John H. Rice</li> + <li>Hon. Stephen Salisbury</li> + <li>M. S. Stetson and wife</li> + <li>D. R. Sortwell and wife</li> + <li>Alvin Sortwell</li> + <li>F. H. Shapleigh</li> + <li>T. Albert Taylor and wife</li> + <li>E. B. Towne</li> + <li>Lawson Valentine and wife</li> + <li>Miss Valentine</li> + <li>Rev. R. C. Waterston and wife</li> + <li>A. Williams</li> + <li>Dr. H. W. Williams and wife</li> + <li>N. D. Whitney and wife</li> + <li>Judge G. W. Warren</li> + <li>Geo. A. Wadley and wife</li> + <li>Henry T. Woods</li> + <li>Mrs. J. M. S. Williams</li> + <li>Miss E. M. Williams</li> + <li>Miss C. T. Williams</li> + <li>J. Bert Williams</li> +</ul> + +<p>In the next few years the Pullman Palace Car +Company established manufacturing shops in +<a class="pagenum" id="page_058" title="58"> </a> +Detroit, and in 1875 a new "reclining-chair car," +the first parlor car to be operated in the United +States, was presented by Mr. Pullman to the public. +For several years parlor cars of Pullman design and +construction had been in satisfactory use on the Midland +Railway, between London and Liverpool, +England. The success of these cars promptly +resulted in the construction of the "Maritana" for +use in the United States. The chairs in this new +car were heavily and richly upholstered and revolved +on a swivel, on the same principle as the chairs in the +parlor car of the present day.</p> + +<div class="illustration"> + <img src="images/p058i.jpg" alt="" /> + <p class="caption2">The first parlor car, 1875</p> +</div> + + + + +<h2><a class="pagenum" id="page_061" title="61"> </a> +CHAPTER IV<br /> + +<span class="subheader">THE PULLMAN CAR IN EUROPE</span></h2> + + +<p>A modest paragraph in many American newspapers +in February, 1873, announced the +momentous news that England was soon to enjoy +the novelty of Pullman transportation—"The Midland +Railway Company has entered into a contract +with the Pullman Palace Car Company for the +equipment of their road with American drawing +room and sleeping coaches." The Midland was the +longest and most important of three great railroads +which started from London and extended to Liverpool +and Scotland, transversing the rich central +counties of England where so few years before the +coach horn had sounded through the hills. The +adoption of Pullman equipment by this prominent +railroad was singularly conspicuous.</p> + +<p>On February 15, 1873, at a "half-yearly meeting +of the shareholders of the Midland Railway," +Mr. Pullman personally addressed the officers of +the company. It appears that Mr. Allport, the +<a class="pagenum" id="page_062" title="62"> </a> +general manager of the Midland Railway, on a +recent visit to the United States and Canada, had +been greatly impressed by the accommodations +afforded the traveling public, and had made a particular +study of the Pullman cars. Acting on his +advice the directors invited Mr. Pullman to England +to appear before the meeting. Mr. Pullman proposed +that the Midland Company should authorize +the speedy construction of carriages particularly +adapted to their requirements, and a motion was +carried to authorize the construction of such cars on +the basic Pullman principles. It was accordingly +agreed that eighteen new cars should be constructed +in America and shipped to England in August and +that Mr. Pullman should return to England at that +time to superintend their installation.</p> + +<p>By the contract the Pullman Company agreed to +furnish as many dining-room, drawing-room, and +sleeping cars as the demands of the traveling public +required, without charge to the road, its +compensation being in the extra fare paid for use of +the cars. The road, on the other hand, received its +compensation in the free use of the cars, in return +for which it guaranteed to the Pullman Company +<a class="pagenum" id="page_063" title="63"> </a> +the exclusive right to furnish such cars for fifteen +years. As in America, the porters, conductors, cooks, +waiters and other attendants were hired by the Pullman +Company. Two night trains and two day +trains of American cars only, were to be put on at +the start. The contract was not exclusive, and other +English railroads watched with interest the working +out of the American innovation.</p> + +<p>The popularity of the Pullman car at home and +abroad quite naturally inspired a host of imitators. +Among the first was Colonel W. D. Mann, the proprietor +of the <i>Mobile Register</i>, who designed a +sleeping car embodying certain characteristic Pullman +features, but divided transversely into compartments +or "boudoirs," each entered directly from +the sides, and connected by a private door permitting +the passage of the attendant to and through the +several compartments. Each compartment contained +seats for four persons, which by night could +be made up into beds. The design was ingenious but +failed in many vital respects to compete with the +greater comfort and roominess of the Pullman car.</p> + +<p>As the Pullman car was the first sleeping car to be +installed for regular service in England, so credit +<a class="pagenum" id="page_064" title="64"> </a> +should be given to Colonel Mann for affording the +first sleeping car for public service ever operated on +the Continent. Mann's "Boudoir Cars" were +installed on the Vienna and Munich line in 1873, +and their favorable reception and popularity unquestionably +went far to better the trying conditions of +European travel.</p> + +<div class="illustration"> + <img src="images/p064i.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">Interior of a Pullman car used about 1880. Here a tendency to +ornamentation begins to show. Note the low-backed seats</p> + </div> +</div> + +<p>Designed in America and introduced on the continent, +the Mann boudoir cars enjoyed an almost +unoccupied field in Europe, with the exception of +England, where the railway managers had adopted +the Pullman cars as their standard. The Mann car +was developed to suit European railroads and +European wants. A Belgian company was organized +to introduce sleeping cars by contracts with +railroad companies, somewhat like those of the Pullman +Company in America. The Mann cars which +were put in service in the United States between +Boston and New York in 1883 were divided into +eight compartments, some accommodating two persons, +some four. The seats were arranged transversely +instead of longitudinally. Due to their +smaller passenger capacity a higher rate was necessarily +charged than for Pullman accommodations.</p> + +<p><a class="pagenum" id="page_065" title="65"> </a> +But exclusive possession of the Continental field +was not left to Colonel Mann undisputed, for during +the year 1875 Mr. Pullman established a shop at +Turin, Italy, and under the direction of a Mr. A. +Rapp, who was sent on from the Detroit works, a +number of cars were constructed for use on through +trains on the principal Italian lines. The following +testimonial presented to Mr. Rapp at the conclusion +of the work by the men who had been employed +expresses, although in none too polished English, +their appreciation of the work that had been provided +them.</p> + +<p class="centered margtop2 nopagebreakinside">TO<br /> +PULLMAN ESQUIRE, THE GREAT INVENTOR<br /> +OF THE<br /> +SALOON COMFORTABLE CARRIAGES<br /> +AND<br /> +MASTER RAPP THE CIVIL ENGINEER, DIRECTOR<br /> +OF THE MANUFACTURE OF THE SAME<br /> +THE<br /> +ITALIAN WORKMEN<br /> +BEG TO UMILIATE.</p> + +<div class="poetry-container margtop2"> + <div class="poetry"> + <div class="stanza"> + <div class="verse">Welcome, Welcome Master Pullman</div> + <div class="verse">The great inventor of the Saloon Carriages,</div> + <div class="verse">Italy will be thankful to the man</div> + <div class="verse">For now and ever, for ages and ages.</div> + </div> + <a class="pagenum" id="page_066" title="66"> </a> + <div class="stanza"> + <div class="verse indent1">To Master Rapp we men are thankful.</div> + <div class="verse">Cause of his kindness and adviser sages,</div> + <div class="verse">Our hearts of true gladness is full:</div> + <div class="verse">And we shall remember him for ages.</div> + </div> + <div class="stanza"> + <div class="verse indent1">Should Master Pullman ever succeed</div> + <div class="verse">To continue is work in Italy</div> + <div class="verse">What we wish to him indeed,</div> + <div class="verse indent1">We hope to be chosen</div> + <div class="verse">To finish the work and work as a man,</div> + <div class="verse">To show our gratitude to Master Pullman.</div> + </div> + </div> +</div> + +<div class="frame maxwidth24"> +<p class="signature smcaps margright15">Fino and His Friends.</p> + +<p class="fontsmall"><i>Turin</i>, 10 January 1876.</p> +</div> + +<p class="margtop2">The appearance of the new Pullman cars in England +created immediate and favorable comment, for +not only were the cars radical in the service which +they afforded, but their construction, following the +advanced principles of American car building, offered +sharp contrast to the less modern cars of +English construction. From the most gorgeous first-class +carriage down to the dumpiest begrimed coal +car, all British railway conveyances rested on four +iron wheels, placed in the position where Artemus +Ward located the legs of the horse—one at each +corner. Until the Pullman sleepers were introduced +into Britain, the sight of a car resting on eight +<a class="pagenum" id="page_067" title="67"> </a> +wheels was unprecedented, as no one thought of +doubting the entire security from danger of a carriage +with only four points of support. Indeed, the conservative +Briton saw no more real necessity for a +railway carriage having eight wheels than for a horse +to have more than four legs.</p> + +<p>Under arrangements with the Great Northern +Railway, Pullman "dining room" carriages were +put in service on November 1, 1879, between Leeds +and King's Cross Station, London. Luncheon and +dinner were served and the menu included "soups, +fish, entrees, roast joints, puddings and fruits for +dessert," a truly English bill of fare. The reception +of this innovation is described by the <i>London Telegraph</i>, +which concluded a comment on the dining +car with this friendly suggestion:</p> + +<p class="citation">If the British public can be brought to give this new +refreshment-car system, just inaugurated by the Great +Northern Railway, a fair trial, there will be another +traveling infliction, besides Dyspepsia and Discontent, +which will be speedily laid in the Red Sea. I mean the +ghost of Ennui. Luncheon or dinner on board a Pullman +palace-car will surely banish Boredom from railway +journeys.</p> + +<p>By the year 1879 Pullman sleeping and drawing +room cars were in operation on three English and +<a class="pagenum" id="page_068" title="68"> </a> +three Scotch lines, and at the invitation of the +Italian Government, cordially responded to by the +Pullman Palace Car Company, sleeping cars, similar +to those in use in England on the Midland and Great +Northern railways were put in weekly service between +Brindisi and Bologna, in connection with the +steamers of the Peninsula and Oriental Company. +At Bologna the service was taken up by the Belgian +"Societe Anonyme des Wagons Lits"—an interesting +recognition by a foreign government of the +superiority of the American railway carriages.</p> + +<div class="illustration"> + <img src="images/p068ai.jpg" alt="" /> + <img src="images/p068bi.jpg" alt="" /> + <p class="caption2">The rococo period. Extravagance of florid ornamentation and design</p> +</div> + +<p>In 1888 "The Pullman Limited Express" began +regular service on the London, Brighton, & South +Coast Line, between Victoria Station and Brighton. +Single cars of the American pattern had been running +on this line for five or six years, but in this +train for the first time the English public was offered +a "solid Pullman" equipment. Four cars comprised +the train—a parlor car, a drawing room car with +ladies' boudoir and dining room, a restaurant car, +and a smoking car, while a compartment at each end +of the train next to the luggage compartment was +provided for servants. On this train electric lighting +was first employed by the Pullman Company for +<a class="pagenum" id="page_069" title="69"> </a> +illuminating railroad cars—a particular feature that +received wide advertisement.</p> + +<p>The London, Brighton, & South Coast Railway +opened the New Year of 1889 with the first "vestibule" +train that had ever greeted the eyes of foreign +travelers. Three Pullman cars, "Princess," +"Prince," and "Albert Victor," were regularly attached +to a train of three first-class cars. The Pullman +cars were built at the Pullman plant at Detroit, +Michigan, and were shipped in sections to England. +By this innovation Yankee genius again demonstrated +its leadership, and the travelers of a distant +nation profited by the genius and energy of an American +inventor.</p> + +<p>The Pullman Company, Limited, of England, existed +as a property of the American company until +the year 1906, when, due to the enormous development +of the system in the United States, it was +deemed wise for economic reasons to separate the +two companies. But today the British company +still proudly bears the name of Pullman, a tribute +to the inventive genius, untiring energy, and wide +vision of a country boy of the new world.</p> + + + + +<h2><a class="pagenum" id="page_073" title="73"> </a> +CHAPTER V<br /> + +<span class="subheader">THE SURVIVAL OF THE FITTEST</span></h2> + + +<p>One of the most interesting elements in the +history of the Pullman car and the Pullman +Company is the story of imitation and competition +which for a period after the foundation of the parent +company thrived and later disappeared. The success +of the Pullman car necessarily brought competition. +It was wholesome that such competition should arise. +If a car more convenient than the car of Mr. Pullman's +invention could be devised, it was right that +it should be given the test of public opinion. That +no car constructed along different basic lines survived, +established the right of the Pullman car to its +preeminence. That certain cars patterned after Mr. +Pullman's basic ideas, and in most cases directly infringing +on his patents, received a degree of popularity +again reflects creditably to the Pullman car.</p> + +<p>Distinct from the innovations afforded by Pullman +car construction, the universal service of the +Company afforded the public a new service of equal +<a class="pagenum" id="page_074" title="74"> </a> +value. Where formerly it was necessary for the +traveler to change from car to car whenever and +wherever one railroad connected with another line, +the uniform service of the Pullman Company created +a new and infinitely more desirable situation, for it +was now possible to travel without inconvenience or +interruption between practically any two points in +the country regardless of the number of different +railroads over whose tracks the traveler's ticket required +passage. By competition, the value of such +a service was tested; tested alike by the individual +railroads and their patrons. That each and every +competing company ultimately retired from the field, +and that practically every railroad in the United +States has today contracted with the Pullman Company +for its standardized service, is tacit recognition +to the worth of the service rendered.</p> + +<div class="illustration"> + <img src="images/p074ai.jpg" alt="" /> + <img src="images/p074bi.jpg" alt="" /> + <div class="frame maxwidth32"> + <p class="caption2">More ornate interiors. (1) early Pullman parlor car; (2) old type +Pullman sleeping car</p> + </div> +</div> + +<p>There are still other reasons why the control of +sleeping and parlor service should be delegated to a +single company. Due to the vast area embraced by +the boundaries of the United States and the wide +range of climate which these boundaries contain, +there are many railroads which require during certain +months of the year a larger number of cars to transport +<a class="pagenum" id="page_075" title="75"> </a> +their through passengers than in others. Other +roads require an equally great number of sleeping and +parlor cars during other months, as for instance those +roads which carry the winter tourists to the South and +Southwest in winter as opposed to the roads which +feel the peak of passenger travel in summer when +the vacationists are headed for the Atlantic coast +resorts or the northwestern mountains. Again, there +are special occasions, like great conventions, when +the railroads touching the convention city must +have hundreds of sleeping cars above their normal +needs.</p> + +<p>Few railroads could afford to tie up capital in the +cars required for such brief periods of demand; it +would be an economic fallacy to pass the expense of +the maintenance and constant replacement of such +an equipment on to the public. To meet this situation +is the mission of the Pullman Company.</p> + +<p>Of the numerous sleeping car companies the Gates +Sleeping Car Company was perhaps the earliest. +This car was named after Mr. G. B. Gates, General +Manager of the Lake Shore Road, and with the +consolidation of the Hudson River Railroad and the +New York Central in 1869, these cars, previously +<a class="pagenum" id="page_076" title="76"> </a> +only operated on the Lake Shore, were put in the +New York, Buffalo, Chicago service.</p> + +<div class="illustration"> + <img src="images/p076i.jpg" alt="" /> + <div class="frame maxwidth24"> + <p class="caption2">The latest Pullman parlor car, showing simplicity of modern car +decoration, combining quiet elegance with good taste and comfort</p> + </div> +</div> + +<p>Among the various competitors of the Pullman +Company, the Wagner Palace Car Company, which +succeeded, in 1865, the New York Central Sleeping +Car Company, and absorbed in 1869 the Gates +Sleeping Car Company, developed by far the widest +and most formidable competition and continued its +service over the longest period. The underlying +reasons for the strength of this competition lay primarily +in the fact that the Wagner cars followed +more closely the Pullman characteristics, and in +fact the infringement of certain basic Pullman patents +by the Wagner Company was a cause of +frequent litigation over a period of many years. +Webster Wagner, the founder of the Wagner Palace +Car Company, began his career as a wagon +maker. The first cars which he constructed had +a single tier of berths, and the bedding was packed +away by day in a closet at the end of the car. Commodore +Vanderbilt backed Wagner and became +interested in his company, a connection which gave +Wagner invaluable assistance and a hold on the +sleeping-car business of the lines controlled by the +<a class="pagenum" id="page_077" title="77"> </a> +Vanderbilt interests, a connection which enabled +him for many years to be a keen competitor of the +Pullman Company.</p> + +<p>Early in June, 1881, suit was brought by the +Pullman Palace Car Company against the New York +Central Sleeping Car Company and Webster Wagner, +claiming $1,000,000 damages for infringement +and use of patents in the construction and use of +Wagner sleeping coaches. The bill stated that in +1870 the Wagner Company began building sleeping +cars, and for several years its coaches ran only on +the New York Central Railroad and its various +branches. The company finding it impossible to +build satisfactory cars without using the Pullman +patents, contracted with the Pullman Company to +use certain of its patented improvements. This arrangement +was made with the distinct understanding +that the Wagner Company was to run its cars only +over the New York Central Railroad. For five years +this arrangement was satisfactorily carried out. But +in 1875 the Pullman Company's contract with the +Michigan Central Railroad expired and the Wagner +Company secured the contract to run the cars between +Detroit and Chicago, thus making a through +<a class="pagenum" id="page_078" title="78"> </a> +connection for the Vanderbilt lines between New +York and Chicago.</p> + +<p>By this new routing of the Wagner cars direct +from New York to Chicago and the elimination of the +Pullman cars from the Chicago and Detroit service, +an opportunity offered for some other road to avail +itself of the Pullman service and effect a through +Pullman service between New York and Chicago.</p> + +<p>The Erie was the road that grasped the opportunity. +By arrangements with the Baltimore & +Ohio and several other roads, through Erie trains +between New York and Chicago, comprising Pullman +hotel coaches, sleeping cars and drawing room +cars were put in service on November 1, 1875. A +circular published in Chicago announcing the new +arrangement said:</p> + +<p class="citation">From the first of November, the Pullman hotel and +drawing room coaches, for many years so popular on the +Michigan Central line, will be withdrawn from that +route, and with new and increased improvements will +thereafter run exclusively on the Erie and Chicago line, +forming the first and only Pullman hotel coach line +between Chicago and New York.</p> + +<p>The success of the new Erie Pullman coaches was +immediately assured. The hotel cars especially were +a great attraction. These were divided into two +<a class="pagenum" id="page_079" title="79"> </a> +compartments, in one of which the kitchen was +located, the other compartment being utilized as a +sleeping car. First-class meals, including all manner +of game and seasonable delicacies, were served on +movable tables placed in the sections. In fact, the +<i>New York Tribune</i>, in commenting on the new Pullman +equipment, asked: "Should the Erie have a +monopoly of such comforts? Why does not Wagner +imitate or improve upon Pullman?"</p> + +<p>These cars were nicknamed "French Flats."</p> + +<p class="citation">All the modern conveniences of a first-class house are +condensed into one of these hotels on wheels. The beds +at night are put away to make room for spacious seats +by day, between which a table is placed, covered with +damask cloths and napkins folded in quaint devices, at +which four may sit with ease. The whole car—a Pullman—is +luxuriously fitted up, and one end is partitioned +into a storeroom and kitchen; there is a smoking-room +for lovers of the weed, and a separate toilet room for +ladies. As the porter of the car blackens the boots, and +there is a telegraph office at each stopping place, the +waggish question of "Where is the barber shop?" is often +made. But this may come, too, as last summer an excursion +party of ladies and gentlemen took a hair-dresser +with them over the Erie to Niagara Falls, and two or +three ladies actually <i>had their hair crimped</i> while traveling +thirty or forty miles an hour! At this time, while +game is plenty in the West, the Pullmans, with their +<a class="pagenum" id="page_080" title="80"> </a> +facilities, and two fast trains each way per day, are able +to make a bill of fare and serve it in a style which would +cause Delmonico to wring his hands in anguish. The +service is on the European plan; that is, you pay for what +you order, and we give the prices of the principal articles, +to show at what a reasonable rate one can take a superior +meal of fifty or a hundred miles long: Prairie chicken, +pheasant, and woodcock, whole, $1; snipe, quail, golden +plover and blue-winged teal, each 75 cents; venison, 60 +cents; chicken, whole, 75 cents; cold tongue, ham, and +corned beef, 30 cents; sardines, lobster, and broiled ham +or bacon, 40 cents; mutton and lamb chops, veal cutlets, or +half a chicken, 50 cents; sirloin steak, 50 cents, &c. Every +traveler who has missed his dinner to catch a train will +rejoice in knowing that a warm meal awaits him at the +cars, and that he can wake up in the morning and choose +his time for breakfast, instead of bolting it down at the +twenty minutes' convenience of the railroad +company.<a id="FNanchor_02" href="#Footnote_02" class="fnanchor">[2]</a></p> + +<p>Some time prior to 1861 sleeping cars were being +operated over the Camden & Amboy and Baltimore +& Ohio railroads. These cars were known as +"Knight" cars, after their designer, E. C. Knight. +The "Knights" were built at a cost of about +$7,000, and were regarded as the handsomest things +on wheels. As in the bunk cars, all of which found +their model in the sleeping arrangements of the canal +boat, the berths were only on one side of the car and +<a class="pagenum" id="page_081" title="81"> </a> +consisted of a triple tier of two double and one single +berth; an arrangement later changed to one double +and two single berths.</p> + +<p>The Woodruff sleeping car also was designed +about this time by T. T. Woodruff, Master Car +Builder of the Terre Haute & Alton Railroad. In +this car both sides of the car were utilized as in +the Pullman car, and the sleeping accommodations +consisted of twelve sections, six on a side. A company +was formed to operate the Woodruff cars in +1871, with a capital of $100,000.</p> + +<p>The Flower Sleeping Car Company was another +characteristic competitor. This short-lived company +was organized in 1882 in Bangor, Maine, with a +capital of $500,000. The seats in this new car were +placed in the middle instead of on the sides of the +cars, thus leaving an aisle on each side instead of one +in the center. Claims were made that a freer circulation +of air would result, and a news item of the +<i>Times</i> further recommended this unique construction +as more convenient to families, the berths being so +arranged, side by side, that two could be made up +into a double bed.</p> + +<p>Mann's Boudoir Car Company was incorporated +<a class="pagenum" id="page_082" title="82"> </a> +in 1883, with a capital of $1,000,000, and experienced +considerable popularity due to their unique +arrangement, which has been described in a previous +chapter.</p> + +<p>In 1883 the Erie Railroad realized the long entertained +ambition of entering Chicago on its own rails. +To accomplish this, the Erie had leased the New +York, Pennsylvania & Ohio Railroad and built the +Chicago & Atlantic. Through connection was actually +made May 15, on which date freight traffic was +begun.</p> + +<p>The train by which the Erie inaugurated the passenger +business over the new trunk line was probably +the most complete and elegant train ever to that +time constructed. All of the cars were of Pullman +manufacture and consisted of a baggage car, second-class +coach, a smoking car, and first-class coaches and +sleepers that were "models of perfection and beauty, +as might be expected where the Pullman Company +had <i>carte blanche</i> to produce the best possible." +Each coach was lighted with the new Pintsch lights. +The smoking car deserves more than passing mention, +for it was the first one ever constructed of +Pullman standard. The car was equipped with +<a class="pagenum" id="page_083" title="83"> </a> +upholstered easy chairs, and a "refreshment buffet" +moistened the throats of the smokers.</p> + +<p>Early in 1889 the Pullman Company acquired the +control of the Mann Boudoir Car Company and the +Woodruff Sleeping Car Company, including the entire +car equipment and plants. By this acquisition +a long step was taken for the unification of sleeping +car service, and the further development of a uniform +and widely extended scope of operations. For +years the success of the Pullman Company's service +had been too generally acknowledged to escape the +notice of enterprising railroad men, and these two +companies were fair examples of the numerous competing +companies that were organized. But the success +of the Pullman service was based on an idea +of too wide conception ever to be successfully imitated. +The success of the company engendered competition; +its success resulted only in a comparison +of service injurious to the imitators. Behind all this +lay the fundamental reason for Pullman supremacy. +Created to give a standardized service everywhere +for the convenience of travelers, it was quickly apparent +that competition was but a reversal to the old +order—the more companies, the less uniform service.</p> + +<p><a class="pagenum" id="page_084" title="84"> </a> +About a month previous, the Mann Boudoir Company +and the Woodruff Sleeping Car Company had +joined hands and formed the Union Palace Car +Company. By the purchase of this combine the +Pullman Company added about 15,000 miles of road +to that already operated, and by that many miles +extended its through car service. The only remaining +sleeping car companies of any importance outside +of the Pullman Company were the Wagner Company, +belonging to the Vanderbilts, and operated +over the Vanderbilt lines, and the Monarch Sleeping +Car Company, which operated entirely in the New +England States with the exception of one Ohio line. +A newspaper of the time commented on the merger, +and closed with the verdict: "While this will add +to the volume of the Pullman business, it will also +render the service upon the absorbed lines far more +efficient and satisfactory for the traveling public."</p> + +<div class="illustration"> + <img src="images/p084i.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">The first step in the building of the car. The center construction +in position, and the framework assembled</p> + </div> +</div> + +<p>In 1888, Mr. Pullman had put in operation his +vestibule trains, which immediately met with extraordinary +favor and patronage. In a very few +days the Wagner Company also advertised a vestibule +train and were promptly met with an injunction +holding the Wagner appliances to be an infringement +<a class="pagenum" id="page_085" title="85"> </a> +of the Pullman patent. After another hearing, +the injunction was superseded, the Wagner Company +giving an unlimited bond, signed by the Vanderbilts, +to pay any damages ascertained by the courts.</p> + +<p>After months occupied in taking the evidence of +travelers, expert mechanics, railroad officials, prominent +citizens, and others, a final hearing was had. +The judges, owing to the vast interests involved and +the legal difficulties presented, took ample time for +consideration, but finally adhered to their first conclusion. +The main feature of the Pullman vestibule +system was the Sessions patent, without which the +vestibule system was worthless. The court declared +this invention to be of the highest order of utility, +not only as shown by the testimony in the ease and +the adoption of the patent by the principal railroads +of the country, but also by the acts of the Wagner +Company in appropriating the device, and in the +tenacity with which they clung to it in the courts +under an immense bond for any damages to result, +and so, in April, 1889, the United States Circuit +Court delivered its opinion in favor of the Pullman +Palace Car Company in its long and stubborn fight +with the Wagner Palace Car Company.</p> + + + + +<h2><a class="pagenum" id="page_089" title="89"> </a> +CHAPTER VI<br /> + +<span class="subheader">THE TOWN OF PULLMAN</span></h2> + + +<p>Like most other industries, the Pullman Palace +Car Company felt the effect of the financial +depression immediately following 1873, but the reaction +followed, and on the resumption of specie +payments in 1879 dawned a new era in the Company's +history and a rapid expansion of its business. +To meet this expansion and to extend the business +still farther along the line of general car building, +it became necessary to enlarge the plant. The shops +already established in St. Louis, Detroit, Elmira, +and Wilmington were unable to provide the volume +required by the increasing demand for the Company's +output. It was evident that new shops must +be built on a larger and more comprehensive scale +than any that had gone before.</p> + +<p>In 1879 the Chicago newspapers were alert to confirm +the rumor that George M. Pullman was planning +to locate his new shops at Chicago. The +following year the rumor became fact and the question +<a class="pagenum" id="page_090" title="90"> </a> +of the exact location became of paramount +interest.</p> + +<p>Chicago with its central position with reference +to the railway systems of the continent, seemed the +natural site, but there were weighty objections, +touching both finance and the matter of labor, to be +urged against building within the city limits proper. +Sites were visited by representatives of the Company +at Hinsdale, Illinois, and Wolf Lake, Indiana, but +in April it was definitely announced that the works +would be located on the Illinois Central Railroad on +the shore of Lake Calumet. A Chicago newspaper +commented on the decision of the Company as follows:</p> + +<p class="citation">A notable addition to Chicago's mercantile industry is +to be the extensive car works of the Pullman Palace Car +Company, ground for which is to be broken today. A +larger establishment for manufacturing purposes will not +exist in the West, and while it will contain all the latest +and most improved mechanical appliances in use, it will +embody in its architecture grace and beauty that is quite +characteristic of the palace car. The works are to cost +$1,000,000; about 2,000 men are to be employed in them, +and the extended arrangement of machinery is to be +moved by the Corliss engine, one of the Centennial wonders, +which has been purchased by the Pullmans.</p> + +<div class="illustration"> + <img src="images/p090ai.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">Fitting the car with steam pipes and electric conduits</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p090bi.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">At work on the steel plates for inside finish panels</p> + </div> +</div> + +<p><a class="pagenum" id="page_091" title="91"> </a> +An interesting personal reminiscence of this famous +real estate operation may be found in Frederick +Francis Cook's <i>Bygone Days in Chicago</i>.</p> + +<p class="citation">Another "Pullman scoop" was of an extraordinary +real-estate and manufacturing interest when "negotiated"—the +slang to be accepted for once in its proper +meaning. In the later seventies, besides other duties, I +had charge of the real-estate department of the <i>Times</i>. +It became known that the Pullman Company intended to +build a manufacturing town somewhere, but whether in +the environs of Chicago, St. Louis, Kansas City, or other +western point, was for the public an open question for +many months—and, I dare say, for a time was an unsettled +proposition with the company itself, for St. Louis +offered large inducements in the way of land grants. +What finally turned the scales in favor of Chicago, +according to Mr. Pullman's declaration to me, was the +more favorable climatic conditions presented by Chicago. +It was his contention that during the summer a man +could do at least ten per cent more work near Lake Michigan +than in the Mississippi Valley in the latitude of +St. Louis.</p> + +<p class="citation">During many disturbing weeks—for the whole real-estate +market in at least three cities waited on the decision—frequent +announcements were made that the +directors of the company, or its committee on site, had +inspected this locality, or that, in the vicinity of one city +or another, and so the wearisome time went on. Many +places were visited about Chicago—some to the north, +some on the Desplaines, some in the neighborhood of the +<a class="pagenum" id="page_092" title="92"> </a> +Canal, but somehow none near Calumet Lake, a fact +which finally aroused my suspicions. In the meantime, +unverifiable reports of large transactions in that locality +floated about in real-estate circles. Finally, I pinned +down an actual sale of large dimensions, with Colonel +"Jim" Bowen as the ostensible purchaser. That opened +my eyes, for the colonel's circumstances at this time put +such a transaction on his own account altogether out of +the question.</p> + +<p class="citation">Almost daily at this time Mr. Pullman was interviewed +on the situation by the real-estate newspaper +phalanx—Henry D. Lloyd was then in charge for the +<i>Tribune</i>—but "nothing decided," was the stereotyped +reply. By and by I discovered that almost invariably if +I went at a certain hour, "Colonel Jim" would be largely +in evidence about the Pullman headquarters, with an air +of doing a "land-office business," and, as it turned out, +he was actually doing something very much like it. +Slowly I picked up clue after clue, pieced this to that, +and one day felt in a position to say to Mr. Pullman that +I had located the site. He seemed amused, and laughingly +replied that he was pleased to hear it, as it would +save the committee on site a lot of trouble; and, as some +of them were that very day looking at a Desplaines River +site near Riverside—a trip most ostentatiously advertised +in advance—he thought he would telegraph them +to stop looking, and come back to town.</p> + +<p class="citation">It was always a pleasure to interview Mr. Pullman, for +he had a way of making you feel at ease, and I entered +heartily into the humor of his jocularity. But, as in a +bantering way, I let out link after link of my chain of +evidence, he became more and more serious, and finally—without +<a class="pagenum" id="page_093" title="93"> </a> +committing himself, however—took the ground +that even if true, in view of the importance of their plans, +no paper having the good of Chicago at heart ought by +premature publication to interfere with them. He +pressed this point more and more, and finally made frank +confession that I was on the right track, by acknowledging +that they had already bought many hundreds of +acres, were negotiating for many hundreds more which +would be advanced to prohibitive prices by publication, +and the whole scheme would thus be wrecked. On the +other hand, if I withheld publication, he promised that I +should have the matter exclusively—the whole vast +improvement scheme, unique plan of administration, etc. +As there was the danger in waiting that one of my rivals +might get hold of the facts, exploit them, and thus turn +the tables on me, I replied that the matter was of too +great moment for me to take the responsibility of holding +the news, and that I should have to consult Mr. Storey. +It happened that Mr. Storey had invested quite extensively +in South Side boulevard property; and, as a great +improvement southward could not fail to add to the value +of his holding, and there was the further prospect of a +more complete exclusive account later than was possible +with my skeleton information, he gave a ready assent.</p> + +<p>The town of Pullman meant far more in the mind +of its founder than a mere industrial establishment. +The dreary, water-soaked prairie was raised to high, +dry land; an entire town was planned and blocked +out following Mr. Pullman's own design. Architects +<a class="pagenum" id="page_094" title="94"> </a> +and landscape architects worked together to carry +out the plan to a harmonious and pleasing fulfillment. +Among the more prominent details of this +vast work were included a system by which the +sewage of the town was collected and pumped far +away to the Pullman produce farm; the equipment +of every house and flat regardless of rental with the +most modern appliances of water, gas, and plumbing; +the establishment of athletic fields; the concentration +of the merchandising of the town under the glass +roof of the central arcade building, and the construction +of a handsome market house, a fine schoolhouse +to accommodate a thousand pupils, a library containing +over 8,000 volumes, a savings bank and a large +and artistically decorated theater. The population +of Pullman in January, 1881, counted four souls. +In February, 1882, there were 2,084 inhabitants, a +total which had increased to 8,203 by September, +1884.</p> + +<div class="illustration"> + <img src="images/p094ai.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">Preparing the steel frame for the upper section of a Pullman +sleeping car</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p094bi.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">Sand blasting the brass trimmings of the car before applying +the finish</p> + </div> +</div> + +<p>A contemporary writer closes an enthusiastic description +of the town of Pullman with the following +paragraph:</p> + +<p class="citation">Imagine a perfectly equipped town of 12,000 inhabitants, +built out from one central thought to a beautiful +<a class="pagenum" id="page_095" title="95"> </a> +and harmonious whole. A town that is bordered with +bright beds of flowers and green velvety stretches of +lawn; that is shaded with trees and dotted with parks +and pretty water vistas, and glimpses here and there of +artistic sweeps of landscape gardening; a town where +the homes, even to the most modest, are bright and wholesome +and filled with pure air and light; a town, in a +word, where all that is ugly, and discordant, and demoralizing, +is eliminated, and all that inspires to self-respect, +to thrift and to cleanliness of person and of thought is +generously provided. Imagine all this, and try to picture +the empty, sodden morass out of which this beautiful +vision was reared, and you will then have some idea of +the splendid work, in its physical aspects at least, which +the far-reaching plan of Mr. Pullman has +wrought.<a id="FNanchor_03" href="#Footnote_03" class="fnanchor">[3]</a></p> + + + + +<h2><a class="pagenum" id="page_099" title="99"> </a> +CHAPTER VII<br/> + +<span class="subheader">INVENTIONS AND IMPROVEMENTS</span></h2> + + +<p>The invention of the folding upper berth combination +by Mr. Pullman was the first of many +contributions by himself, and in later years by the +Pullman Company and those associated with it, to the +development of railway travel. Sleeping cars for +a number of years had given night accommodations +to travelers; there was nothing new in the idea that +a night journey required sleeping accommodations. +But in the new and radical berth construction devised +by Mr. Pullman lay the difference between +impracticability and practicability—between discomfort +and luxury.</p> + +<p>The earliest sleeping cars were mere bunk cars in +which the male passengers might recline during the +night hours. Later, bedding was furnished, but the +necessity of storing it by day in a closet at the end +of the cars created a situation in which order and +cleanliness were far from practicable. By the Pullman +invention, however, all this was changed. A +<a class="pagenum" id="page_100" title="100"> </a> +type of car was developed that was not only comfortable +and convenient for day travel, but one that +might be quickly transformed into a comfortable +sleeping apartment. Furthermore, the new upper +berth construction made it possible to pack away by +day the entire bedding, mattresses, curtains, and +partitions necessary to convert each section into a +double sleeping apartment.</p> + +<p>With this simple mechanical innovation the inventor +combined an idea characterized by a breadth +of vision that ranks with the great ideas of the century. +In few words, he conceived the thought that +it would be possible at one stroke to supplant the +inadequate and inefficient service of the day with a +new service so complete in its comforts and conveniences +that no one might express a wish that the +service might be unable to fulfill.</p> + +<div class="illustration"> + <img src="images/p100ai.jpg" alt="" /> + <p class="caption2">View of machine section. Steel Erecting Shops</p> +</div> + +<div class="illustration"> + <img src="images/p100bi.jpg" alt="" /> + <p class="caption2">Fitting up the steel car underframe. Steel Erecting Shops</p> +</div> + +<p>It is interesting, in passing, to consider the fact +that up to the development of the Pullman car, +night trains were patronized exclusively by men, for +no woman would have considered subjecting herself +to the inconvenience and lack of privacy of the +ordinary sleeping car. The development of the Pullman +car and Pullman service made continuous day +<a class="pagenum" id="page_101" title="101"> </a> +and night travel practical for women and children; +it created the comforts and privacies they naturally +required. To be sure it was several years before the +new order of things received general recognition, but +the public quickly caught on. "Travel by Pullman" +soon became a popular diversion.</p> + +<p>The story of the early years of the Pullman sleeping +car has been told in the foregoing chapters. Due +in large measure to the comfort and convenience of +the cars, continuous travel lengthened, and at once +arose the necessity for eating as well as sleeping +accommodations on the through long-distance trains.</p> + +<p>For a number of years foreign travelers in America +had praised the elaborate restaurant service afforded +by certain station eating-houses. Towns developed +keen rivalry in respect to the meals provided by their +station "counters," and the station restaurants of +certain towns developed among constant travelers a +reputation for unusual culinary excellence. Our +fathers will doubtless recall the glorious fame of +dining rooms at Poughkeepsie, Springfield, and Altoona, +and of certain dishes that enjoyed nation-wide +reputation and might be had only at this or that particular +station restaurant.</p> + +<p><a class="pagenum" id="page_102" title="102"> </a> +But, on the other hand, the uninviting, indigestible +nature of the so-called refreshment offered at some +railway eating stations had long been a byword. In +most sections of the country it was practically impossible +to procure a respectable meal or lunch while +traveling. Railway officials had wrestled with the +subject in vain. Recognizing the fact that the heart +of the railway traveler is most susceptible to influences +reaching it by way of his stomach, they +made repeated and continued endeavors to improve +the fare offered during the "twenty minutes for +dinner" stops. With a few exceptions the results +were not encouraging, and the traveling public continued +its dyspeptic round three times a day.</p> + +<p>The station eating-house was on an unsound basis, +and its disadvantages were obvious. With the increase +of the speed of through trains and the demand +for shorter running times between terminals it became +quickly apparent that a train could not be +stopped three times a day to permit the passengers +to gorge a hasty meal at the station restaurant. +Three meals at a minimum of twenty minutes each +was an hour lost, and twenty minutes for eating +was as bad for the passenger as it was for the running +<a class="pagenum" id="page_103" title="103"> </a> +time of the trains. There were still other disadvantages. +In addition to the delay of the train and +the tax on the passenger's digestion, there was the +frequent discomfort of wet or wintry weather. On +a fine day it was well enough to "stretch one's legs," +but in rain or snow the tri-daily evacuation of the +car was a decidedly unpopular feature.</p> + +<p>The installation of "hotel-car" service by the +Pullman Company sang the knell of the station +eating-counter. The "President," a car combining +sleeping and eating accommodations, was put in +service in 1867 on the Grand Trunk Railway, then +the Great Western of Canada. Its instant success +necessitated the building of the "Kalamazoo" and +"Western World," and in the years immediately following +many hotel cars were put in service.</p> + +<p>The second step in the evolution was inevitable. +At best, the hotel car was only a sleeping car with +restaurant accommodations. Eating and sleeping +have never been associated in the modern mind; +there must be a separate place for each.</p> + +<p>To meet the demand, or rather to anticipate a demand +which his keen eyes foresaw, Mr. Pullman set +himself to the task of developing a car which would +<a class="pagenum" id="page_104" title="104"> </a> +be only a dining car, serving no other purpose, and +practical for operation in conjunction with through +trains of the fastest speed. The first real dining +car which Mr. Pullman constructed was aptly named +the "Delmonico." It was a complete restaurant +with a large kitchen and pantries at one end. The +main body of the car was fitted up as a dining room +in which the passengers from all the cars of the train +could enter and take their meals with entire comfort. +The "Delmonico" was put in regular service in 1868 +on the Chicago & Alton, and other Pullman diners +were added the same year. At about the same time +the Michigan Central and the Chicago, Burlington +& Quincy Railroads also began to operate dining +cars on their trains. To the Chicago & Alton, however, +belongs the honor of having first inaugurated +the dining-car system. The Michigan Central and +Burlington did not put on dining cars until 1875. +The Chicago & Alton dining cars were run between +Chicago and St. Louis, and were constructed and +managed by Mr. Pullman. The price for a meal +was $1.00. Later the Alton acquired an interest +in the dining cars, and finally assumed full control +of them.</p> + +<div class="illustration"> + <img src="images/p104ai.jpg" alt="" /> + <p class="caption2">Making the cushions for the seats. Upholstery Department</p> +</div> + +<div class="illustration"> + <img src="images/p104bi.jpg" alt="" /> + <p class="caption2">Making the chairs for the parlor cars. Upholstery Department</p> +</div> + +<p><a class="pagenum" id="page_105" title="105"> </a> +Although founded and developed, and for a number +of years successfully operated by the Pullman +Company, the dining car is no longer under its management. +Due primarily to the vast increase in this +particular share of the business and the variety of +service required by travelers in different sections of +the country, it became advisable to turn over to the +various roads the details of catering to their particular +patrons. On some of the leading railroads +the highest type of dining-car service is maintained +and advertised as a particular feature. On other +roads of lesser prominence a corresponding degree of +service may be found. It is, perhaps, unfortunate +from the point of view of the traveler that the Pullman +Company found it necessary to discontinue a +service that it had so auspiciously inaugurated.</p> + +<p>The installation of dining-car service immediately +drew attention to a serious defect in railway train +construction that had previously escaped notice, a +defect which was the more apparent in comparison +with the relatively high development of other features +of train construction. By the adoption of the +dining car it became necessary for the passengers to +pass from car to car across the platform while the +<a class="pagenum" id="page_106" title="106"> </a> +train was in motion, and often during a condition +of rain and snow which added discomfort to actual +danger. Where the crossing of platforms while the +train was in motion had formerly been prohibited, +the railroads were now forced to encourage passengers +to subject themselves to this dangerous procedure +in order that they might avail themselves of +the convenience of the dining cars.</p> + +<p>Attempts had been made at different times to provide +a safe and covered passageway between the cars, +especially on fast express trains, but nothing of a +practical nature had resulted. In 1852 and 1855 +patents were taken out for canvas devices to connect +adjoining cars and create a passage way between +them. These appliances were installed in 1857 on +a train on the Naugatuck Railroad, in Connecticut, +but soon proved to be of little practical use and were +abandoned several years later.</p> + +<div class="illustration"> + <img src="images/p106ai.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">The frame end posts for Pullman standard cars are made in this +section of the shops</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p106bi.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">The assembling of the steel car partitions is shown in this picture</p> + </div> +</div> + +<p>But in 1886 Mr. Pullman, realizing the handicap +of existing conditions to the full enjoyment of the +various types of cars which he had established, set +himself to the solving of the problem by devising a +perfect system for constructing continuous trains and +at the same time providing sufficient flexibility in the +<a class="pagenum" id="page_107" title="107"> </a> +connecting passage ways to allow for the motion of +the train, particularly when rounding curves. The +result of his efforts combined with those of his associates +was the complete solution of the problem and +the establishment of the "vestibule" train, practically +as it exists today. The vestibule patent was +granted to Mr. H. H. Sessions, of the Pullman Company, +and covered many important features, and +particularly the arrangement of the springs which +kept the cars in line in a vertical plane.</p> + +<p>The vestibule was patented in 1887. By its application +the appearance of the train as a unit was +materially increased, but of far greater importance +was the contribution which it made to safety. Not +only did the enclosed vestibule afford protection to +passengers crossing the platform from one car to another, +but the entire vestibule construction immediately +gave greater safety in case of wreck by +preventing one platform from "riding" the other +and producing a telescoping of the cars.</p> + +<p>The vestibule as designed and patented did not +extend to the full width of the car. It consisted of +elastic diaphragms on steel frames attached to the +ends of the cars, the faces of the diaphragms when +<a class="pagenum" id="page_108" title="108"> </a> +the train was made up, pressing firmly against each +other by powerful spiral springs which held them in +position. A further advantage of the vestibule was +<a class="pagenum" id="page_109" title="109"> </a> +the almost entire elimination of the oscillation of +the cars.</p> + +<div class="illustration"> + <img class="plain" src="images/p108i.jpg" alt="" /> + <p class="caption1"><i>The vestibule was invented by George M. Pullman. This +illustration shows its earliest form which extended only to the width +of the doorway of the car. In 1893 it was extended to the full +width of the car.</i></p> +</div> + +<p>The first vestibuled trains were put in service in +April, 1887, on the Pennsylvania Railroad, and in a +few years were adopted by every railroad using Pullman +equipment. In 1893 the vestibule was redesigned +to enclose the entire platform by means of +a drop which lowered over the stair openings, thus +increasing the roominess of the car and utilizing +every inch of possible space.</p> + +<p>In the <i>Railway Review</i> of April 16, 1887, occurs +an interesting description of the first "solid-vestibuled" +train. For a number of months following, +this radical innovation was widely recognized by the +press throughout the country, and Pullman vestibuled +cars were advertised by the railroads on which +they were operated. We quote in part from the +article in the <i>Railway Review</i>:</p> + +<p class="citation">This week there was turned out of the Pullman works, +at Pullman, Ill., a train of three sleepers, one dining car, +and one combination baggage and smoker, that for perfection, +in detail of manufacture and ornament, and in +completeness of comfort and luxury, is unquestionably +far ahead of any train ever before made up. This train +was on public exhibition for a few days at Chicago, and on +<a class="pagenum" id="page_110" title="110"> </a> +Friday was taken on its christening trip, over a short run +on the Illinois Central Railroad. The train is intended +for "Limited" service on the Pennsylvania system.</p> + +<p class="citation">The trial trip was a success in every way. The train +went to Otto, a short distance south of Kankakee, sixty +miles from Chicago. There it was reversed on a Y, and +an opportunity afforded of witnessing its operation on a +sharp curve. The action of the flexible connection of the +vestibules was perfect. On the return trip the train was +run at a high rate of speed, and it was evident that the +cars were held very firmly together, by the springs at the +top of the vestibules, and that there was much less jarring +and swaying than is usual even on a very level track.</p> + +<div class="illustration"> + <img src="images/p110i.jpg" alt="" /> + <p class="caption2">Axle generator for electric lighting of the car</p> +</div> + +<p>The list of business men and railroad managers +who made up the party indicates the importance of +the occasion. It included:</p> + +<ul> + <li>George M. Pullman</li> + <li>G. F. Brown</li> + <li>T. H. Wickes</li> + <li>C. H. Chappell</li> + <li>J. J. Janes</li> + <li>Orson Smith</li> + <li>O. W. Potter</li> + <li>W. T. Baker</li> + <li>H. R. Hobart</li> + <li>A. N. Eddy</li> + <li>Jesse Spalding</li> + <li>Frederick Broughton</li> + <li>W. P. Nixon</li> + <li>John M. Clark</li> + <li>A. C. Bartlett</li> + <li>J. W. Hambleton</li> + <li>E. L. Brewster</li> + <li>Henry S. Boutell</li> + <li>D. B. Fiske</li> + <li>Willard A. Smith</li> + <li>Stephen F. Gale</li> + <li>Edson Keith</li> + <li>O. S. A. Sprague</li> + <li>A. B. Pullman</li> + <li>J. T. Lester</li> + <li>H. J. MacFarland</li> + <li>S. W. Doane</li> + <li>Murray Nelson</li> + <li>A. H. Burley</li> + <li>C. K. Offield</li> + <li>E. T. Jeffery</li> + <li>Prof. Swing</li> + <li>W. K. Sullivan</li> + <li>W. K. Ackerman</li> + <li>A. C. Thomas</li> + <li>J. McGregor Adams</li> + <li>J. F. Studebaker</li> + <li>P. E. Studebaker</li> + <li>T. B. Blackstone</li> + <li><a class="pagenum" id="page_111" title="111"> </a> + Rev. S. J. McPherson</li> + <li>C. S. Tuckerman</li> + <li>A. A. Sprague</li> + <li>P. L. Yoe</li> + <li>A. F. Seeberger</li> + <li>D. S. Wegg</li> + <li>F. N. Finney</li> +</ul> + +<p>During the days in which the train was exhibited +at Van Buren street, Chicago, it was visited by approximately +20,000 people. The article continues:</p> + +<p class="citation">This fact shows that the public has a deep interest in +improvements in traveling conveniences. We do not +remember that any previous invention or improvement +has ever excited such general public interest. Mr. Pullman +has again struck the popular chord.</p> + +<p>The first vestibule train to the land of the Aztecs, +the "Montezuma Special," was naturally of Pullman +construction, and began regular tri-monthly +trips from New Orleans to the City of Mexico and +return, via the Southern Pacific, Mexican International, +and Mexican Central Railway, on February +7, 1889. Four magnificent cars, electrically lighted, +comprised the train. The initial trip of 1,835 miles +was made in about seventy-one hours, and on its +arrival in the City of Mexico a banquet was given +to President Diaz and his cabinet to signalize the +advent of the first international vestibule train into +the capital of Mexico.</p> + +<p><a class="pagenum" id="page_112" title="112"> </a> +The lighting of railway cars shows an interesting +evolution. Undoubtedly candles were used at the +earliest period, but the use of oil dates back beyond +the birthday of the Pullman car. Oil lamps, at best, +were a poor substitute for the light of day. Casting +a dim, yellow light, flickering in every draught, +smelling and smoking when not properly cared for, +and vitiating the car atmosphere, it was small wonder +that the public showed prompt appreciation of the +first substitute that was provided.</p> + +<p>The brilliant Pintsch light, which for a number +of years had had wide use in Europe, was first introduced +into America by the Pullman Company on the +crack Erie train in the through New York-Chicago +service in 1883. The gas used for these lights was +of high candle power and was manufactured from +petroleum. As a car illuminant it has held its own +almost to the present day.</p> + +<p>It is impossible to exaggerate the part played by +the Pullman Company in the development of electric +lighting of cars. Without its inspired initiative and +its vast resources for practical and costly experiment +it is fair to believe that electricity would not have +been successfully utilized for this purpose for many +<a class="pagenum" id="page_113" title="113"> </a> +years. The <i>Railroad Gazette</i> of January 25, 1889, +expresses this thought:</p> + +<p class="citation">Without extended experiments we can scarcely hope +to develop a good system of electric lighting for railroad +service. Such experiments are rather expensive, and it is +only by the co-operation of liberal-minded managers that +anything like a perfect system can be expected in a reasonable +time. The Pullman Company has great confidence +in the success of electric lighting, and therefore, in +spite of the annoyance and expense of the present system, +expresses a determination to use it, expecting that something +better will result in the near future from the +extended experience now being obtained.</p> + +<p>Although the incandescent electric lamp was introduced +by Edison in 1879, following by two years +the introduction by Brush of the arc lamp, it was +on an English railway in an American Pullman car +supplied with electricity by French accumulator cells +that the electric light on October 14, 1881, barely +fifty years from the first suggestion of the iron horse +by Stephenson, cast its brilliant light for the first +time in a railway carriage.</p> + +<p>The trial was made in a Pullman car, forming +part of a special train on the Brighton Railway. A +number of officials of the road, a representative of +the Pullman Company, and Mr. F. A. Pincaffs and +<a class="pagenum" id="page_114" title="114"> </a> +Mr. Lachlan of the Faure Accumulator Company +composed the party, and at 3:25 the train pulled +out of the Victoria Station for Brighton.</p> + +<p>Only a few months before, Mr. Faure had sent to +Sir William Thomson his little box of lead plates +coated with red oxide and fully charged with electricity. +The great physicist saw at once its possibilities, +and in a relatively short time inventors were +developing countless applications of the new wonder. +Its application to car lighting was an important test.</p> + +<p>The Pullman car on which this first experiment +was made, carried beneath it on a shelf some thirty-two +small metal boxes or cells, each containing lead +plates coated with oxide. Stored in these cells was +the power to light the car. It was nothing more than +the most elementary storage battery, a far cry from +the compact batteries of today and the massive generator +swung beneath the floor of the modern car.</p> + +<div class="illustration"> + <img src="images/p114i.jpg" alt="" /> + <p class="caption2">The sewing room. Upholstery Department</p> +</div> + +<p>All the previous night a steam engine had created +power to charge the cells. In the roof of the car +were twelve small Edison incandescent lights with +bamboo filaments. The light was uneven; it was +"garish," but at the turn of a switch its rays filled +the car. With pardonable enthusiasm the <i>London Times</i> +<a class="pagenum" id="page_115" title="115"> </a> +stated that "the car on the return journey in +the evening was kept lighted the whole of the distance +from Brighton to Victoria."</p> + +<p>It is interesting to read in the <i>London Daily Telegraph</i> +of October 15, 1885, the following mention +of this important event:</p> + +<p class="citation">Yesterday's trial was understood to have special reference, +however, to a new train, wholly composed of Pullman +cars, which it is proposed shortly to put on the +service between Victoria and Brighton, and should the +experiment be deemed fully satisfactory it is probable +that the new train will from the first be fitted with the +electric light. So far as the travelers were concerned the +result was eminently successful. It would scarcely be +possible to conceive a steadier, more equable, or more +agreeable light. On the down journey the first trial was +made in the Merstham tunnel, and then in the Balcombe +and Clayton tunnels. All that was needed was to move +the little switch, and instantaneously the delicate carbon +thread enclosed in the lamps was aglow with pure white +light. The return journey was made in the night, and +the electric lamps were alight during the whole distance. +There had been some question whether the supply would +prove sufficient, as owing to stoppages the special had +taken a somewhat longer time than had been allowed for; +the event, however, showed that the storage had been +ample. It would be possible to generate electricity by the +energy of the moving train itself, and this has indeed +been suggested to be done. By this means enough energy +<a class="pagenum" id="page_116" title="116"> </a> +could be supplied to the incandescent lamps, but in any +case the accumulator would be necessary to act as a reservoir +when the train was not in motion. It possesses, however, +another advantage equally important. Experience +shows that a current of absolutely uniform strength supplying +an even and constant light can only be derived +from stored electricity. The oxide of lead which covers +the plates not only prevents leakage, but enables the +supply to be withdrawn with perfect regularity, and renders +sub-division easy. Yesterday the smoke room and +lavatory of the car were lighted, and occasionally the +lights were turned off without in any way interfering with +the other lamps in the same circuit. Before the train +started on the return journey the brightly illuminated +carriage was an object of interest to many members of +the Iron and Steel Institute who visited Brighton and +Newhaven yesterday. With regard to expense, it is +claimed for the accumulator and the incandescent lamps +that the expenditure would be decidedly less than on +oil, while, as to the comparative value of the two there +is no room for difference of opinion. It was the general +feeling of all who took part in the excursion that the +question of the electric lighting of trains had been solved, +and that to the Brighton Company, whatever may be the +immediate results of the experiment, would belong the +honour of taking the first decisive and practical step in +the way of reform.</p> + +<p>Four months later a correspondent of a Sheffield, +England, paper, writing from London to the <i>Railway +Review</i> of the recent trial of electric lights on +<a class="pagenum" id="page_117" title="117"> </a> +the Pullman train of the London, Brighton & South +Coast Railway, says:</p> + +<p class="citation">There is no doubt whatever on the point that this, +apart from the question of cost, is a decided success. +It is easily manageable, and diffuses through the train a +pleasant, equable light, scarcely less agreeable than daylight. +It is turned on and off with instantaneous effect +as the train enters and leaves a tunnel, and of course is +kept burning the whole of the time during the night +journeys. The electricity is stored in a number of lead +plates, which are kept in water in iron boxes in the +guard's van. There are two lots, one at either end of the +train, and two mechanics in charge of them. This discovery +of the ability to store electricity for application +to lighting purposes seems to carry the discovery farther +than anything since it was first introduced. It gets over +many difficulties which seemed insuperable—especially +the important one of the great waste of power which is +illustrated every night at the Savoy Theatre—and would +be applicable to the introduction of electricity for household +use.</p> + +<p class="citation">At the Savoy, when the exigencies of the play require +that the lights should be turned down in the auditorium, +there is no cessation of the enormous power required to +produce the full effect. What happens is that by a +mechanical contrivance, the electricity is carried off from +the light and goes to waste. With this system of storing, +electricity can be used just like gas, as much or as little +as people chance to want. Another great advantage is the +freedom from jumping, inseparable from the action of +<a class="pagenum" id="page_118" title="118"> </a> +the driving power of the steam engine, or of the motion +power of water. The lights of the Brighton train burn +just as steadily as gas, an effect not in any way obtained +where the light is maintained directly by the driving +power of steam.</p> + +<p class="citation">But after all, the question of gas vs. electricity will +resolve itself into one of cost, and it is here where gas +will inevitably hold its own. The fundamental principle +of the electric light is that for a given exertion of power +you obtain a given proportion of light, neither more nor +less. For every hour it is burning there will be required +a certain exactly-ascertained proportion of revolutions of +the steam engine, and therefore, if the whole town is +lighted it can be done only at a strictly proportionate +expense to the lighting of a single house. As to what that +expense will be, as compared with gas, the Brighton train +would, if we had an idea of the actual figures, afford a +precise means of information. I met on the train a well-known +gas engineer, attracted, like myself, by the novelty +of the experiment. What the electric light cost he was +not able to say, but when we take into account the capital +sunk in plant, involving a steam engine with the necessary +buildings, consumption of coal and necessary employment +of skilled labor, it must be something considerable. +Against this is the bare fact that the Brighton train could +be lighted with gas for the double journey at the cost of +10d. It is a physical impossibility that electricity should +ever come anywhere near this, and that probably explains +the singular phenomenon that at the time when electricity +is making conspicuous advances in public favor, the value +of gas shares is not only steadily maintained, but is actually +rising in the market.</p> + +<div class="illustration"> + <img src="images/p118ai.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">The steel parts used for interior car finish are all standardized, +and are formed by powerful presses</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p118bi.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">Another large press at work on the forming of steel shapes for +the interior framing of the cars</p> + </div> +</div> + +<p><a class="pagenum" id="page_119" title="119"> </a> +The present method of heating an entire train with +steam from the locomotive was satisfactorily tested +out in the winter of 1887, and was generally adopted +the following year. By this improved system the +individual heaters in each car were abolished, and +a source of much discomfort and complaint was +removed. The Pullman cars were immediately +altered to benefit by the new system.</p> + + + + +<h2><a class="pagenum" id="page_123" title="123"> </a> +CHAPTER VIII<br /> + +<span class="subheader">HOW THE CARS ARE MADE</span></h2> + + +<p>In former chapters has been told the story of the +birth of the Pullman car and its development +through the various phases of its evolution. Generally +speaking, this evolution for the first forty +years was characterized chiefly by the addition, at +one time or another, of certain inventions and improvements, +such as the electric light and the vestibule, +and by a changing style of interior decoration +conforming to contemporary fashions. But at no +time is recorded a change in the basic idea of car +construction that can in any measure compare with +the revolutionizing change which was recorded in +1908 by the construction of the first "all-steel" +Pullman car.</p> + +<p>For a number of years steel sills and under frames +had furnished a staunch foundation for all cars manufactured +by the Pullman Company for its operation. +Further strengthened by steel vestibules, it is +to be doubted if the all-steel car offered any very +<a class="pagenum" id="page_124" title="124"> </a> +material increase in the safety already afforded to +the passengers. But the change which the steel car +brought in the process of manufacture was radical in +the extreme. The first Pullman cars, and in fact +every car up to and through the nineties, was of all-wood +construction. Wood-making machinery filled +the great shops at Pullman; carpenters and cabinet-makers +numbered a big percentage of the pay roll. +It was a wood-working industry. At one fell stroke +the old order changed to the new. The songs of the +band-saw and the planer were stilled and in their +stead rose the metallic clamor of steam hammer and +turret lathe, and the endless staccato reverberation +of an army of riveters. Ponderous machines to bend, +twist, or cut a bar or sheet of steel filled the vast +workrooms. An army of steel workers, Titans of +the past reborn to fulfill a modern destiny, fanned +the flames in their furnaces and released the leash +of sand blast, air hose, and gas flame.</p> + +<div class="illustration"> + <img src="images/p124ai.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">This machine is at work punching holes for screws +etc. in the steel for the inside finish</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p124bi.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">This great power press is engaged in shaping the +steel panelling for the inside finish of the car</p> + </div> +</div> + +<p>But fascinating as unquestionably was the work +of the patient artisans who inlaid the beflowered +Eastlake Pullman or the Moorish cars of another +day, there is equal romance in the product of the +modern worker who builds these rolling hostelries +<a class="pagenum" id="page_125" title="125"> </a> +of steel. Under the high glass roof the tumult of +ponderous machines fills the air with pandemonium. +At one side of one of the main aisles a half dozen +great steel girders, like keels for giant ships, lie on +the floor. These are the mighty box girders, eighty-one +feet in length and weighing over nine tons each, +which will form the backbone of future Pullmans. +To each of these girders, or sills, are riveted plates, +angles, and steel castings which extend the full +length of the car and platforms, as well as floor +beams, cross bearers, bolsters, and end sills of pressed +steel. On this foundation the side sills are riveted, +steel beams that run the entire length of the car.</p> + +<p>When this gray mass of steel is finally riveted +together with its coverplates, tieplates, and floorplates, +the underframe of the car is completed—an +almost indestructible foundation which alone weighs +27,365 pounds. On this underframe the superstructure +or frame is erected to form the body of the +car. This frame is composed of pressed steel posts +and plates forming for each side a complete girder +which would by itself alone carry the entire weight +of the loaded car.</p> + +<p>The roof deck is separately assembled, and as soon +<a class="pagenum" id="page_126" title="126"> </a> +as the superstructure of the car is ready it is swung +up by a crane and dropped into place. Like the rest +of the car, the roof is of steel, braced and riveted +to defy the greatest possible strains. The ends and +vestibules are now built on, piece by piece, until the +skeleton of the car is complete. The vestibules are +particularly imposing, for on each side, framing the +side doors through which the passengers enter +the car, are giant beams of steel so built into the +construction of the frame that only under most +extraordinary circumstances could the force of a collision +crush the vestibule or the car behind it.</p> + +<p>The trucks which carry this tremendous burden +of steel are marvels of strength and efficiency. Each +of the two trucks has six steel wheels weighing nine +hundred pounds apiece. Added to this is the weight +of the three six hundred pound axles, the two steel +castings which form the framework for the trucks +together with the bolsters, springs, equalizers, and +brake equipment—a total weight of 42,000 pounds +for the trucks alone, contributed to the total weight +of the car.</p> + +<div class="illustration"> + <img src="images/p126ai.jpg" alt="" /> + <p class="caption2">Riveting the underframe</p> +</div> + +<div class="illustration"> + <img src="images/p126bi.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">The steel end posts in position, providing strongest possible +protection in case of collision</p> + </div> +</div> + +<p>The car is now subjected to a thorough sand-blasting, +a process that removes every particle of +<a class="pagenum" id="page_127" title="127"> </a> +scale, grease, or dirt and leaves the steel in perfect +condition to receive the first coat of paint and the +insulation. To the passenger, the presence of the +steel construction is apparent, but the insulation, +which forms a vital factor in the car's construction, +can be seen only during the process of building. +Composed of a combination of cement, hair, and asbestos, +this insulating material is packed into every +cubic inch of space between the inner and outer shells +of the roof and sides, forming a perfect non-conductor +to protect the passengers against the biting +cold of winter or the heat of summer sunshine. A +similar cement preparation is next laid on the floor, +combining the quality of a non-conductor of heat +and cold with sanitary qualities invaluable as an aid +in maintaining the cars in a strictly sanitary condition.</p> + +<p>At this point in the construction the car is turned +over to the steamfitters, plumbers, and electricians, +who perform their work with the skill and dispatch +bred of a long familiarity with the particular requirements +of car construction. To see the Pullman car +at this stage is to see a network of steam-pipes and +electric conduit lacing in and out between the gaunt +<a class="pagenum" id="page_128" title="128"> </a> +steel frame of the car, and everywhere the white +plaster-like insulation packed into every cavity. As +soon as these gangs of workmen have finished, other +workers fit into place the interior panel plates, partitions, +lockers, and seat frames, and the car instantly +assumes a new and almost completed aspect. Meanwhile +the painters have completed their work on the +exterior of the car and begin the finer finish of the +interior. Here coat upon coat is laid, and after each +coat laborious rubbing to give the required finish. +The graining, by which various woods are so faithfully +imitated, is then applied, and last the varnishing.</p> + +<div class="illustration"> + <img src="images/p128ai.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">Type of wood-frame truck used on early cars; four wheels only, +with a big rubber block over each in place of springs</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p128bi.jpg" alt="" /> + <div class="frame maxwidth28"> + <p class="caption2">Modern cast-steel truck; six wheels with powerful springs to +take up the jars and jolts of the road</p> + </div> +</div> + +<p>The car is now completed with the exception of +the fittings. A gang of men hang curtains in the +doors and windows; the upholsterers contribute the +carpets, cushions, mattresses, and blankets; the various +little fixtures are added, and the car is finished. +<i>Steel! Veritably!</i> One man can trundle in a single +wheelbarrow all the wood that has gone into its +construction.</p> + +<p>Rich Brewster green, the new paint gleaming in +the sunlight, a long line of these seventy-ton steel +mile-a-minute hostelries are waiting for the hour +<a class="pagenum" id="page_129" title="129"> </a> +when the white-jacketed porters will open their doors +in welcome to their first passengers. Above the windows +the word "Pullman" in dull gold will carry +from coast to coast the name of their founder. +Below the windows is the name of the car, selected +usually with local significance in consideration of +the lines over which that particular car will operate.</p> + +<hr /> + +<p>In a corner of the great yards at a track end +stands a little yellow car, smaller than many of our +interurban trolley cars, the paint peeling from the +boards that have seen the changing seasons of half +a century. It is old number "9," not the earliest, +but one of the early Pullmans. Perhaps there are +nights, when the roar of the machines is stilled, that +the ghosts of a long-past day once again walk up +and down the narrow aisles, strangers to the age of +steel.</p> + +<div class="illustration"> + <a class="pagenum" id="page_130" title="130"> </a> + <img src="images/p130ai.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">The car ready for the interior fittings. The floor +is of monolith construction</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p130bi.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">Interior work. The steel framework for seats +and berths</p> + </div> +</div> + + + + +<h2><a class="pagenum" id="page_133" title="133"> </a> +CHAPTER IX<br /> + +<span class="subheader">THE OPERATION OF THE PULLMAN CAR</span></h2> + + +<p>On the magic carpet of Bagdad the fortunate +travelers of a fabulous age were transported +to their destination, over valley, river, and mountain +with a certainty and dispatch that has been +unparalleled in the annals of passenger transportation. +But the magic carpet, despite the generous +measure of its service, seems to have been lost to +following generations, and only its reputation, +doubtless somewhat amplified by the telling, remains +to set a high standard to succeeding transportation +enterprises.</p> + +<p>Service is a much-used and a much-abused word. +It has manifold significance. It may be a personal +thing and carry the conscientious effort of individuals +eager to do for others offices which they +desire performed; it may be purely mechanical and +consist only in the provision of the "ways and +means" to secure a desired end. It may be a combination +of both; a system or organization instituted +<a class="pagenum" id="page_134" title="134"> </a> +for the accomplishment of a duty or work beneficial +to a community. A great railroad affords such +a service. Greater in its scope than any railroad, +the Pullman Company provides a more vast, intricate, +and complete service to the people of the +United States, a service unequaled in all the world.</p> + +<div class="illustration"> + <a href="images/p134xi.png"> + <img class="plain" src="images/p134i.jpg" alt="" title="[click for larger drawing]" /></a> + <p class="caption2">Pullman sleeping car, latest design, with outline drawing showing how the car is supplied with light, +water, and heat</p> +</div> + +<p>A study of the scope and ramifications of the +Pullman operations deserves more than passing comment; +it is of interest to everyone, for everyone is +to some degree a traveler; an actual or a potential +Pullman patron. In preceding chapters has been +traced the story of passenger transportation in +America; how the first railroads offered communication +only between a few closely related cities, and +how later the growth of the railroads brought into +direct communication practically every village and +metropolis throughout the land. Then came the +time when the inadequacy of such complete but disconnected +service struck the imagination of a man +who saw the endless miles of track of countless railroads +bound together by a supplemental system to +which all railroads contributed and from which they +profited, and by which, most of all, the public would +enjoy a service of a scope which could otherwise only +<a class="pagenum" id="page_135" title="135"> </a> +be attained by an actual combination of these railroads +into a single company. But the vision of the +founder of the Pullman Company did not stop at +the idea of a unified system. He had not only seen +the discomfort and inconvenience of countless +changes from one train to another at railroad junctions +and the midnight gatherings on the station +platform; he had seen in tired eyes the fatigue of +sleeplessness; he had seen in the preponderance of +male passengers the lack of a protection sufficient to +permit the free travel of unescorted women; he had +realized, and his realization ranks high with the +thoughts of the world's innovators, that travel was +a hardship and that it could be made a pleasure.</p> + +<p>With the realization constantly before him that +the most perfect service could be given only by the +most radically improved equipment and the widest +extension of this company's activities, Mr. Pullman +identified the early years of organization with a +development of the passenger car to a degree of comfort, +convenience, safety, and luxury that passed +popular comprehension. Nothing was too good for +the Pullman car; too much money could not be +invested in it. Hand in hand with this development +<a class="pagenum" id="page_136" title="136"> </a> +of the mechanical side of service he developed +its extension throughout the country, by means of +which it might be put into the hands of the greatest +number of people for their greater convenience. +Never has history more completely justified a business +that from its character must be to a certain +extent a monopoly. Never has competition more +promptly yielded to unification.</p> + +<p>It is natural to think of the Pullman Company +as housed in some miraculous manner in the cars +which it operates, as a company which expends its +restless existence in untiring travel from state to +state. But, as a matter of fact, the vast organization +which makes possible the movement of the +seventy-five hundred cars which comprise the present +equipment holds an interest secondary only to the +actual operation of the cars themselves.</p> + +<div class="illustration"> + <img src="images/p136ai.jpg" alt="" /> + <p class="caption2">Front end of a dining room in a private car</p> +</div> + +<div class="illustration"> + <img src="images/p136bi.jpg" alt="" /> + <p class="caption2">Rear end of the same dining room</p> +</div> + +<p>There was a day when the run from Albany to +Schenectady was the longest continuous railroad +ride that a traveler might take. Today it is possible +to travel in a Pullman car without change from +Washington, D. C., to San Francisco, a distance of +3,625 miles, requiring one hundred and eighteen +hours, or approximately five days.</p> + +<p><a class="pagenum" id="page_137" title="137"> </a> +But distance is not alone characteristic of Pullman +service; equal attention is given to shorter +"hauls." From Greensboro to Raleigh, North +Carolina, for instance, a distance of only eighty-one +miles, Pullman sleeping cars are regularly operated. +Here, as in many other instances, arrangements exist +whereby the passengers may retire early in the evening +while the car is at rest on a siding in the station, +and arise at a reasonable hour in the morning. By +such service hotel accommodations are practically +afforded and it becomes possible for the travelers to +have a whole day for pleasure or business at one +place, spend a night in which a hundred or five +hundred miles are traversed, and arrive without +fatigue at another place the following morning.</p> + +<p>The hotel desk corresponds to the ticket office of +the Pullman Company. Imagine a hotel with +260,000 beds and 2,950 office desks, and a total +registration of 26,000,000 people each year. This +is what the Pullman Company does, however, and +incidentally it does it often at a mile a minute and +in every state in the Union. The 2,950 offices +where Pullman berths, seats, drawing rooms or compartments +may be purchased include Quebec, +<a class="pagenum" id="page_138" title="138"> </a> +Winnipeg, Manitoba, and Vancouver on the north; +San Diego, El Paso, New Orleans, Key West, and +Havana on the south; San Francisco on the west, +and the seaboard towns of Maine on the east. +Under normal conditions the southern limit is still +further extended to fifty-six additional offices in the +Republic of Mexico, as far south as Salina Cruz on +the Gulf of Tehuantepec, and approximately two +hundred miles from the boundary between Mexico +and Guatemala, Central America.</p> + +<p>The longest distance which it is possible to travel +with a single Pullman ticket is from Portland, +Maine, to San Francisco, by the way of Washington, +D. C., New Orleans and Los Angeles. This +cannot be done, however, in one sleeper, and changes +must be made at New York and Washington. +But a brief consideration of the perfect organization +necessary to provide such continuous passage +with berths reserved at each point of change +by the mere purchase of a ticket at the starting point, +grants to the Pullman Company a measure of credit +due. In actual mileage the distance covered by this +trip is 4,199.</p> + +<div class="illustration"> + <img src="images/p138i.jpg" alt="" /> + <p class="caption2">ROBERT T. LINCOLN<br /> +President of the Pullman Company from 1897 to 1911</p> +</div> + +<p>As a rule the berths in sleeping cars and seats in +<a class="pagenum" id="page_139" title="139"> </a> +parlor cars are on sale at the terminals of the different +lines, but to provide facilities at intermediate +points where the demand is sufficient to justify it, a +limited number of sections are assigned for sale at +such stations and tickets may be purchased from +them on application. At stations of less importance +and where the demand is not sufficient to assign any +definite space, an arrangement exists whereby the +vacant accommodations are telegraphed by ticket +agents or conductors from point to point in order to +accommodate passengers taking the trains at such +stations. It is also possible and a very common +practice to purchase a single sleeping car ticket +between stations a great distance apart—for +instance, between Boston, New York, Philadelphia, +and Washington, to Los Angeles, San Francisco, +Portland, and Seattle, via any of the ordinary +routes of travel, by sufficient notice to the ticket +agent to enable his reserving the accommodations, +and it is also possible to purchase under similar conditions +a sleeping car ticket in Havana, Cuba, for +a berth, section, or drawing room from Key West, +Florida, to Seattle, Washington, a distance of 3,923 +miles, taking one hundred and thirty-three hours; +<a class="pagenum" id="page_140" title="140"> </a> +not, however, without change, but in connecting +cars, giving continuous sleeping car service over +various routes.</p> + +<p>During the year 1916, 16,398,450 tickets of +various forms were printed in Chicago and distributed +to the various ticket offices, and in addition, +8,150,000 cash-fare tickets or checks were issued by +conductors to travelers purchasing on the train.</p> + +<p>In addition to offices where tickets may be purchased, +arrangements exist in many thousands of +smaller points whereby the public may secure sleeping-car +accommodations by application to the station +agent or other representative of the railroad company, +who will arrange by telephone, telegraph, or +letter the desired space to be called for, with a +reasonable time at a designated point.</p> + +<p>In order to extend to the public every courtesy +consistent with lawful requirements and good business +principles, the Pullman Company endeavors to +provide prompt and careful attention to all requests +for refund of fares where service paid for is not +furnished, whether through the acts of its agents or +employees or the passenger, or due to interruption +of traffic.</p> + +<p><a class="pagenum" id="page_141" title="141"> </a> +Applications of this nature are usually made to +the company's general offices in Chicago, but when +this is not convenient, a report made to the company's +representative in any of the important cities +throughout the country is forwarded to the central +offices and receives the most careful consideration.</p> + +<p>It would seem of interest in this connection to +state that during the year 1916, 53,743 applications, +amounting to $152,446.00, were received for refund +of fares, an average of one hundred and seventy-nine +for each working day. Of the total number +received 48,025 were considered favorably and +paid, indicating the liberal policy of the company +in such matters. Regardless of the amount involved, +great or small, it is necessary that each case be considered +on its individual merits, and the result +determined with due regard to fairness to the passenger +and the company, and not conflicting with +legal necessities.</p> + +<p>Probably seventy-five per cent of these requests +for refunds are occasioned by passengers changing +their plans or missing their train. Most frequent is +the reason given that the wife has packed the tickets +in the trunk, that the cab or taxi broke down, or +<a class="pagenum" id="page_142" title="142"> </a> +that the last act of the theater caused unrealized +delay. Often the tickets are lost, and not infrequently +they are turned in by others for refund.</p> + +<div class="illustration"> + <img src="images/p142ai.jpg" alt="" /> + <img src="images/p142bi.jpg" alt="" /> + <div class="frame maxwidth32"> + <p class="caption2">Bedroom and observation section of a costly private car. +This car represents the apotheosis of railroad travel</p> + </div> +</div> + +<p>But one of the most convenient features of the +Pullman service is the ease with which the traveler +may reserve in advance accommodations on the +train which he intends to take. In the ordinary +railway coach it is a rule of "first come, first served" +and the late arrival is often obliged to take a seat +with a stranger. By the Pullman system, however, +a call over the telephone or a stop at the local ticket +office is all that is necessary to make as definite +reservation of space as for a theater, and the traveler +is wroth indeed when in rare instances a slip occurs +and he finds his seat or berth has not been held for +him and has been sold to another.</p> + +<p>Naturally so general a convenience has led to +rank abuses from which the passengers invariably +suffer. Chief among them is the practice of hotel +clerks and porters, especially in large cities and at +summer and winter resorts, to reserve far in advance +all the desirable Pullman accommodations on popular +trains in the names of supposititious travelers +whom they claim to represent, and later sell these +<a class="pagenum" id="page_143" title="143"> </a> +tickets to the hotel guests at a premium or for the tip +which invariably follows.</p> + +<p>By such practice the distribution of space is placed +in the hands of outside parties, out of the control +of the railroads or the Pullman Company, and the +traveler is obliged to look to these irresponsible +individuals for his accommodations. In addition, +the tip or extra fee increases the cost of the ticket, +errors in "duplicate sales" are made more frequent, +and a critical and unfriendly feeling is created in +the mind of the passenger who has been unable to +secure a "lower" on early application at the ticket +office, but was able perhaps to secure one at train +time from the unused tickets turned in by hotel +porters. Naturally the feeling is created that the +railroad or Pullman agents are holding back space +for a tip or a favorite, and "playing favorites" is +never popular with the public.</p> + +<p>There are several good stories told of the action +of the Pullman Company in cases where they "had +the goods" on the offending hotel porters. As the +company is in no sense required by law to make +refund, but does so only for a convenience to its +patrons, it is possible to refuse to make a refund if +<a class="pagenum" id="page_144" title="144"> </a> +the case justifies the action. At a popular watering +place an enterprising hotel employee figured out +that on the day following Easter a large number of +guests would leave on a certain popular train. +Accordingly, like the theater "scalper," he purchased +outright a large block of tickets on this train, in fact, +every lower on the two Pullman sleepers. Fortunately +the local agent of the company sensed that +there was something "rotten in the state of Denmark" +and made provision for two additional sleepers +beyond the usual two which travel warranted. +Being able to secure satisfactory accommodations +direct from the agent the passengers failed to patronize +the hotel porter's be-tipped and premiumed +wares, and he, "stuck with the goods," tried a few +days later to throw them back for refund on the +Pullman Company. Their refusal cost him an even +hundred dollars and broke up a peculiarly bad condition +in that particular locality.</p> + +<p>Many, indeed, are the difficulties attending the +operation of a system of such magnitude, and it is +only by a consideration of these difficulties that the +true wonder of a service so nearly perfect can be +appreciated.</p> + +<p><a class="pagenum" id="page_145" title="145"> </a> +The operation of a system of such magnitude as +the Pullman Company necessitates an operating +organization letter perfect in its detail. Such an +organization cannot be built to order; it must be a +development, the result of years of wearying experience +and costly experiment. In the introduction to +the official book of instruction provided to car +employees of the company, occurs, above the signature +of the general superintendent, this sentence: +"The most important feature to be observed at all +times is to satisfy and please passengers." It is an +apparently simple commission, a natural expression +of desire, but a brief investigation of the requirements +necessary "to satisfy and please" twenty-six +million passengers, traveling rapidly from place to +place, from north to south and from coast to coast, +regardless of climate or locality, discloses a service +and machinery for the carrying out of that service +complete beyond the realization of the most discerning +traveler.</p> + +<p>To comprehend more clearly the details of this +nation-wide service it must be considered in its two +aspects—the material equipment which the operation +of the cars requires, and the personal service +<a class="pagenum" id="page_146" title="146"> </a> +afforded by the employees of the company. To give +this service 7,500 cars of the Pullman Company are +operated over one hundred and thirty-seven railroads, +or a total of 223,489 miles of track, reaching +practically every point in the country from which +or to which a person might desire to travel. To +operate these cars an army of over ten thousand car +employees are required, while seven thousand more +are employed to keep the cars in repair, and maintain +them in a clean and sanitary condition.</p> + +<p>The Pullman Company maintains, in addition to +the great plant at Pullman, six repair shops situated +at various convenient points throughout the country +where cars are repaired and maintained in good condition. +In 1916, a total of 5,115 cars were repaired +at these various shops at a cost of over five million +dollars. Only by such rigid maintenance can the +cars be kept in the almost invariably excellent condition +in which they are found by the public.</p> + +<div class="illustration"> + <img src="images/p146ai.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">Modern Pullman steel sleeping car, ready to be +made up for the night</p> + </div> +</div> + +<div class="illustration"> + <img src="images/p146bi.jpg" alt="" /> + <div class="frame maxwidth20"> + <p class="caption2">Modern Pullman steel sleeping car during +the day</p> + </div> +</div> + +<p>Years ago the wearied traveler wrapped his great +coat about him for his midnight journey. Later a +few "sleeping" cars of primitive construction provided +sheets and blankets which were stored in a +cupboard in the end of the car. As these were +<a class="pagenum" id="page_147" title="147"> </a> +washed only at irregular intervals, it was a lucky +passenger who found clean linen for his bed, and +if he did not make up the bed himself, it was the +brakeman who provided this domestic service. Naturally +no one thought of undressing for the night, +and when the Pullman car was first introduced it +was necessary to print on the back of the tickets and +in the employees' rules book the warning that passengers +must not retire with their boots on.</p> + +<p>Today the Pullman Company to provide clean +linen nightly for each passenger, keeps on hand +1,858,178 sheets, which are valued at $980,553.00, +and 1,403,354 pillow slips worth $186,475.00. In +the twelve months ending April 27, 1916, over two +hundred thousand sheets, valued at over one hundred +thousand dollars, and nearly two hundred thousand +pillow cases, valued at over twenty thousand dollars, +were condemned. And during the same period +108,492,359 pieces of linen, including both sheets +and pillow cases were washed and ironed. In the +matter of condemnation, it is interesting to learn +that the slightest tear or stain is considered sufficient +cause. These figures are staggering in their immensity, +but even more amazing is the system by which +<a class="pagenum" id="page_148" title="148"> </a> +these articles are provided, changed, washed, +returned in traveling hotels, at times hundreds of +miles removed from the nearest supply station.</p> + +<p>In the oldtime washroom a roller towel gave satisfaction +to travelers less particular than those of the +present day. But now how things have changed. +Two million seven hundred thousand towels are +needed to supply an ever increasing demand. Three +hundred and twenty-five thousand dollars was their +cost and each year seventy million towels is the +laundry order. When Brown has shaved in the +men's washroom in good American style, he will +probably wipe his razor on a towel. It is not his +custom at home, but the traveler seems to have +scant respect for property. That one little cut will +destroy the towel for future service. Pullman towels +rarely have a chance to wear out. Over a hundred +thousand a year are condemned chiefly because of +such usage, and, sad to relate, each year over half +a million are "lost." A Pullman towel is a handy +wrapping for a pair of shoes, but the annual lost +charge amounts to nearly seventy thousand dollars. +It is a charge that must be accepted by the company. +It will not do to question a passenger's integrity.</p> + +<p><a class="pagenum" id="page_149" title="149"> </a> +All told, the investment by the Pullman Company +in car linen amounts to $1,856,708.00, +representing 6,597,714 separate pieces. And this +is only for sleeping and parlor cars and a relatively +small number of buffet and private cars, for the +company no longer operates the diners. To provide +new linen to replace the lost and condemned costs +an annual sum of over four hundred thousand +dollars.</p> + +<p>But the quantities and the cost of other articles +which the company provides are even more impressive. +These, for the most part, are expressions of +Pullman service over and above the service itself, +but it is unquestionably true that by such "over and +above" service is the whole service most truly +judged. Who would think, for instance, that in one +year 5,819,656 women's hats were protected against +dust by paper bags provided by the porters. And +yet these paper bags represented a total cost of +$14,549.00. Smokers in the same period consumed +two million boxes of matches, and over forty-two +million drinking cups costing nearly eighty thousand +dollars gave the modern touch of sanitation to the +water coolers. Soap would naturally be considered +<a class="pagenum" id="page_150" title="150"> </a> +an essential part of the service, but a soap bill for +one year of sixty thousand dollars is a large order +for cleanliness. So, too, is the sum of $20,000 for +hair brushes and a third of that amount for combs.</p> + +<p>Back in the dark ages of blissful ignorance of +germs, railroad coaches were hallowed breeding +places for sickness. But times have changed, and +today it is a pretty safe remark to make that the +Pullman car is more healthful than almost any place +where people frequently congregate. It does not +take many gray hairs to remember the days of sleeping +cars furnished with heavy carpets tacked to +wooden floors, of stuffy hangings, and plush +upholstery, of fancy woodwork rife with cracks and +crannies, and of washrooms and toilets that no +amount of cleaning could ever maintain entirely +innocuous.</p> + +<p>It is difficult to enumerate the countless little +details that are constantly incorporated into Pullman +car construction. The berth light has been +frequently changed to embody some new idea to +improve its convenience and efficiency. The coat +hanger, and the mirror in the upper berth are minor +details, but their convenience is attested by their +<a class="pagenum" id="page_151" title="151"> </a> +constant use by passengers. In the washrooms the +design of the wash basins has been frequently +altered to afford a more convenient resting place +for the toilet articles unpacked from the traveler's +bag. Even the location of a coat hook receives a +consideration that would perhaps seem exaggerated +to the casual outsider. Double curtains are now +provided on the newer cars, one set for the lower +and another set for the upper berth.</p> + +<p>Once a month a Committee on Standards, composed +of the higher officials of the company, meets +at the big plant at Pullman. On a track near the +main entrance, stands a car in which every practical +suggestion has been incorporated for the inspection +of the committee. Some of these suggestions are +quickly eliminated by their experienced verdict; +others, possessing apparent worthiness, are passed +and are later incorporated in the construction of +the next cars manufactured, when the public will +become the final judge. Many of these improvements +are of a technical character, and primarily +affect the construction of the cars; others are of a +more directly personal nature and contribute more +to the comfort and convenience of the traveler. All +<a class="pagenum" id="page_152" title="152"> </a> +that are passed by the committee serve to place +still higher the standard that for fifty years has +been constantly uplifted by the company.</p> + +<div class="illustration"> + <img src="images/p152ai.jpg" alt="" /> + <p class="caption1">At the end of its journey +the Pullman car is thoroughly +cleaned and disinfected. The +first picture on this page +shows the bedding being +given a sun bath. The +next, the appearance of the +car when ready for fumigation, +and the two illustrations +at the bottom, the +vacuum machine at work.</p> +</div> + +<div class="illustration"> + <img src="images/p152bi.jpg" alt="" /> +</div> + +<div class="illustration"> + <img src="images/p152ci.jpg" alt="" /> + <img src="images/p152di.jpg" alt="" /> +</div> + +<p>As a car-building material wood has had its day, +and the concrete floor of the Pullman car is tacit +tribute to the sanitary properties of a widely used +material. On the floor of concrete the familiar +green carpet is lightly stretched to be easily removed +at the journey's end, and after the floor has been +thoroughly scrubbed, returned after a complete +cleansing with vacuum cleaners. Instead of insanitary +woodwork, the smooth surfaces of steel which +form the interior of the car offer no lurking place +for germs, and soap and water at frequent and +regular intervals maintain a high degree of cleanliness. +Of course, the porter with his portable vacuum +cleaners and his dustcloth, can keep the car tidy en +route, but the real cleaning comes when the trip is +over and a gang of professional workers with every +appliance to serve this end attacks the cars. Then +not only are the carpets renovated but the prying +nozzles of powerful vacuum cleaners suck up every +particle of dust from seats, berths and cushions. +Each mattress is given similar treatment, and mattresses +<a class="pagenum" id="page_153" title="153"> </a> +and pillows are hung in the open air for the +action of that greatest of all purifiers, the sun. +Blankets are given a similar treatment. Water +coolers are cleaned and sterilized with steam. In +fact, nothing that could harbor a speck of dust is +neglected.</p> + +<p>The slight, acrid odor sometimes noticeable in a +Pullman car at the beginning of a run is caused by +the disinfectants which are liberally employed. A +jug of disinfectant solution is a part of the equipment +of every car and this is used for all car washing +and particularly on the floors and in the toilet and +washrooms.</p> + +<p>To protect still further the health of the passengers, +the cars are regularly fumigated with a gas +which kills all disease-producing bacteria. Whenever +a car has carried a sick person it is fumigated +as soon as it is vacated, in addition to the regular +monthly, weekly, or other schedule of fumigation +for various lines and terminals. In order that the +district offices may be promptly informed as to the +necessity of this extra fumigation, the conductor is +required to note on his inspection report the fact +that a sick passenger has been carried, and the car +<a class="pagenum" id="page_154" title="154"> </a> +is immediately taken out of service and thoroughly +cleaned and fumigated. Moreover, if space occupied +by a sick passenger is vacated en route, it must +not be resold until the car has reached its terminal +and has been fumigated.</p> + +<p>To provide the necessary facilities for car cleaning, +the company maintains a cleaning force in +two hundred and twenty-five principal yards, and, +in addition, at one hundred and fifty-eight outlying +points. These yards require the service of over four +thousand cleaners.</p> + +<p>Stationed throughout the United States, in nearly +every city of prominence, are six superintendents, +thirty-nine district superintendents and thirty agents. +These men each week make personal inspection of +cars in operation with the sole purpose of keeping +the service up to the highest standard. In addition, +a corps of electrical and mechanical inspectors constantly +inspect and test the cars and their devices, +at various places, and another corps of local inspectors +carefully examine every departing and every +incoming train with particular attention to the +appearance and deportment of the car employees and +the apparatus for heating, lighting and water.</p> + +<p><a class="pagenum" id="page_155" title="155"> </a> +The Pullman Company is today the greatest single +employer of colored labor in the world. Trained as +a race by years of personal service in various +capacities, and by nature adapted faithfully to +perform their duties under circumstances which +necessitate unfailing good nature, solicitude, and +faithfulness, the Pullman porters occupy a unique +place in the great fields of employment. There are +porters who for over forty years have been employed +by the company, and of all the porters employed, an +army of nearly eight thousand, twenty-five per cent +have been for over ten years in continuous service. +The reputation of any company depends in a large +measure on the character of its employees, and particularly +in those concerns which render a personal +service to the general public is it necessary that the +standards of the employees be exceptionally high. +Such standards of personal service cannot be quickly +developed; they can be achieved only through years +of experience and the close personal study of the +wide range of requirements of those who are to be +served.</p> + +<p>To inspire in the car employees, conductors as +well as porters, the ambition to satisfy and please +<a class="pagenum" id="page_156" title="156"> </a> +the passenger, rewards of extra pay are made for +unblemished records of courtesy; pensions are provided +for the years that follow their retirement from +active service; provision is made for sick relief, and +at regular intervals increases in pay are awarded +with respect to the number of years of continuous +and satisfactory employment.</p> + +<p>One characteristic of the Pullman business that is +peculiarly significant is the average length of service +of the employees. In a general way it may truly +be said that from the car porter to the highest official +every man who enters the business enters it as a life +work. In most lines of business there is a variety +of concerns operating along similar lines, and it is +a natural step for a man to pass up from one company +to another. But the unique position held by +the Pullman Company has eliminated such a situation, +and a man entering its employ looks forward +to a personal development in this one concern.</p> + +<div class="illustration"> + <img src="images/p156i.jpg" alt="" /> + <p class="caption2">JOHN S. RUNNELLS<br /> +President of the Pullman Company</p> +</div> + +<p>During the half-century which has seen the sure +and perfect development of this vast and complicated +organization it is but natural to expect among +the names of those who have guided its destiny many +that must rank high in the business history of the +<a class="pagenum" id="page_157" title="157"> </a> +country. A glance at the list of past and present +Directors of the company confirms the expectation. +Here are the names of men who have found high +places in a variety of business activities not only in +Chicago but in other great cities. The list includes:</p> + +<ul> + <li>George M. Pullman</li> + <li>John Crerar</li> + <li>Norman Williams</li> + <li>Robert Harris</li> + <li>Thomas A. Scott</li> + <li>Amos T. Hall</li> + <li>C. G. Hammond</li> + <li>J. P. Morgan</li> + <li>Marshall Field</li> + <li>J. W. Doane</li> + <li>H. C. Hulbert</li> + <li>O. S. A. Sprague</li> + <li>Henry R. Reed</li> + <li>Norman B. Ream</li> + <li>William K. Vanderbilt</li> + <li>John S. Runnells</li> + <li>Frederick W. Vanderbilt</li> + <li>W. Seward Webb</li> + <li>Robert T. Lincoln</li> + <li>Frank O. Lowden</li> + <li>John J. Mitchell</li> + <li>Chauncey Keep</li> + <li>George F. Baker</li> + <li>John A. Spoor</li> +</ul> + +<p>In this same period but three men have occupied +the office of president: George M. Pullman, the +founder of the company, who held office from 1867, +the year of incorporation, until his death in 1897, +and Robert T. Lincoln until 1911, when John S. +Runnells, the present president, was elected.</p> + +<p>Pullman service has revolutionized the method of +travel. Night has been abolished, the sense of distance +has been annihilated; fatigue has been reduced +to a minimum. In the oldest districts of the east, +along the valleys of western rivers, on the wide-spread +<a class="pagenum" id="page_158" title="158"> </a> +plains, among the remote peaks of the Rockies, +in the deserts of the great southwest, the Pullman +car, served by the same trained employees, furnishes +the same comforts, and gives the same nights' repose. +Improved each year in its mechanical construction, +amplified in its service, better served by its attendants, +it has set a high standard to the world in the +development of railway travel, and in the fifty years +of its development it has contributed more to the +safety, comfort, convenience, and luxury of travelers +than any other similar contribution that has been +given to mankind.</p> + + + + +<h2><a class="pagenum" id="page_159" title="159"> </a> +INDEX</h2> + + +<ul> + <li>Berth construction, Mr. Pullman's new and radical, <a href="#page_099">99</a>, <a href="#page_100">100</a></li> + + <li>Boudoir cars, the Mann, introduced in Europe, <a href="#page_064">64</a>, <a href="#page_081">81</a></li> + + <li><i>Bygone Days in Chicago</i>, its story of the locating of the Pullman shops, <a href="#page_091">91</a></li> +</ul> + +<ul> + <li><i>Chicago Tribune</i>, the, eulogy of the first Pullman cars, <a href="#page_046">46</a></li> + + <li>Cleaning the cars, <a href="#page_152">152-154</a></li> + + <li>Colebrookdale Iron Works, cast the first rails, <a href="#page_004">4</a></li> + + <li>Construction of Pullman cars, <a href="#page_123">123-129</a></li> +</ul> + +<ul> + <li><i>Detroit Commercial Advertiser</i>, the, comments of, on the hotel car, <a href="#page_049">49</a></li> + + <li>Dining car, the first designed by Mr. Pullman, <a href="#page_052">52</a>; + <ul> + <li>he constructs "The Delmonico," <a href="#page_104">104</a>;</li> + <li>railroads adopt the, <a href="#page_104">104</a>;</li> + <li>its operation given up by the Pullman Company, <a href="#page_105">105</a></li> + </ul> + </li> +</ul> + +<ul> + <li>Electric lighting of cars, <a href="#page_112">112-119</a>; + <ul> + <li>in England, <a href="#page_113">113-118</a></li> + </ul> + </li> + + <li>England, introduction of Pullman cars in, <a href="#page_061">61-63</a>; + <ul> + <li>reception of cars in, <a href="#page_066">66</a>;</li> + <li>"The Pullman Limited Express," <a href="#page_068">68</a>, <a href="#page_069">69</a>;</li> + <li>electric lighting of Pullman cars in, <a href="#page_113">113-118</a></li> + </ul> + </li> + + <li>Erie railroad, gets the through Pullman service, <a href="#page_078">78</a>, <a href="#page_079">79</a>, <a href="#page_082">82</a></li> + + <li>Europe, the Pullman car in, <a href="#page_061">61-69</a></li> +</ul> + +<ul> + <li>Flower Sleeping Car Company, <a href="#page_081">81</a></li> +</ul> + +<ul> + <li>Gates Sleeping Car Company, competitor of the Pullman Company, <a href="#page_075">75</a></li> + + <li>Gauge, railway, standardized, <a href="#page_048">48</a></li> +</ul> + +<ul> + <li>Heating, early, <a href="#page_022">22</a>, <a href="#page_031">31</a>; + <ul> + <li>by locomotive steam, <a href="#page_119">119</a></li> + </ul> + </li> + + <li>Hotel cars, the first in service, <a href="#page_049">49</a>, <a href="#page_050">50</a>, <a href="#page_052">52</a>, <a href="#page_103">103</a>; + <ul> + <li>give way to the diner, <a href="#page_104">104</a></li> + </ul> + </li> +</ul> + +<ul> + <li><i>Illinois Journal</i>, the, comments on the first Pullman cars, <a href="#page_045">45</a></li> + + <li><i>Illinois State Register</i>, the, describes the new type of car, <a href="#page_043">43</a>, <a href="#page_044">44</a></li> +</ul> + +<ul> + <li>Knight car, used on eastern roads, <a href="#page_080">80</a></li> +</ul> + +<ul> + <li>Lighting, <a href="#page_031">31</a>, <a href="#page_112">112</a>; + <ul> + <li>the Pintsch light, <a href="#page_082">82</a>, <a href="#page_112">112</a>;</li> + <li>electric, <a href="#page_112">112-119</a></li> + </ul> + </li> + + <li>Linen, requirements to supply the cars, <a href="#page_147">147-149</a></li> + + <li>Locomotive, the beginnings of the, <a href="#page_005">5-9</a>; + <ul> + <li>the American, <a href="#page_011">11</a>, <a href="#page_012">12</a></li> + </ul> + </li> + + <li><i>London Telegraph</i>, the, comments on the dining car, <a href="#page_067">67</a>; + <ul> + <li>on the introduction of electric lighting in Pullman cars, <a href="#page_115">115</a>, <a href="#page_116">116</a></li> + </ul> + </li> +</ul> + +<ul> + <li>Mann Boudoir Car Company, incorporated, <a href="#page_081">81</a>; + <ul> + <li>acquired by the Pullman Company, <a href="#page_083">83</a></li> + </ul> + </li> + + <li>Mann, Colonel, designs a sleeping car, <a href="#page_063">63</a>; + <ul> + <li>his "boudoir cars" installed in Europe, <a href="#page_064">64</a>;</li> + <li>his Company acquired by the Pullman Company, <a href="#page_083">83</a></li> + </ul> + </li> + + <li><a class="pagenum" id="page_160" title="160"> </a> + Monarch Sleeping Car Company, competitor of the Pullman Company, <a href="#page_084">84</a></li> + + <li>Napoleon's field carriage, <a href="#page_002">2</a>, <a href="#page_003">3</a></li> +</ul> + +<ul> + <li>Operation of the Pullman car, the, <a href="#page_133">133-158</a></li> +</ul> + +<ul> + <li>Parlor car, or reclining chair car, the first, <a href="#page_058">58</a></li> + + <li>Porter, the, of the Pullman car, <a href="#page_155">155</a>, <a href="#page_156">156</a></li> + + <li>Presidents and directors of the Pullman Company, <a href="#page_157">157</a></li> + + <li>Pullman, A. B., assistant of his brother, George M., <a href="#page_047">47</a></li> + + <li>Pullman car, the first actual, <a href="#page_032">32-34</a>; + <ul> + <li>rise of the great industry, <a href="#page_039">39-58</a>;</li> + <li>first trip of, to the Pacific coast, <a href="#page_053">53</a>, <a href="#page_054">54</a>;</li> + <li>first through train from Atlantic to Pacific, <a href="#page_054">54-57</a>;</li> + <li>in Europe, <a href="#page_061">61-69</a>;</li> + <li>shop for making, established in Turin, <a href="#page_065">65</a>;</li> + <li>reception of in England, <a href="#page_066">66-69</a>;</li> + <li>imitation of, and competition from others, <a href="#page_073">73-85</a>;</li> + <li>acquires the Mann and Woodruff companies, <a href="#page_083">83</a>;</li> + <li>wins suits against the Wagner Company, <a href="#page_085">85</a>;</li> + <li>rapid expansion of business, <a href="#page_089">89</a>;</li> + <li>locates new shops at Chicago, <a href="#page_089">89-93</a>;</li> + <li>berth construction for, <a href="#page_099">99</a>, <a href="#page_100">100</a>;</li> + <li>vestibuled trains of, <a href="#page_106">106-111</a>;</li> + <li>electric lighting in, <a href="#page_112">112-119</a>;</li> + <li>heating of, by locomotive steam, <a href="#page_119">119</a>;</li> + <li>how the cars are made, <a href="#page_123">123-129</a>;</li> + <li>the first all-steel, <a href="#page_123">123ff.</a>;</li> + <li>trucks for, <a href="#page_126">126</a>;</li> + <li>fittings, <a href="#page_128">128</a>;</li> + <li>operation of the, <a href="#page_133">133-158</a>;</li> + <li>travel distances possible for, <a href="#page_136">136-139</a>, <a href="#page_146">146</a>;</li> + <li>tickets sold yearly, <a href="#page_140">140</a>;</li> + <li>linen required for, <a href="#page_147">147-149</a>;</li> + <li>other furnishings for, <a href="#page_149">149-151</a>;</li> + <li>cleaning, <a href="#page_152">152-154</a>;</li> + <li>the working force, <a href="#page_154">154</a>;</li> + <li>the porters, <a href="#page_155">155</a></li> + </ul> + </li> + + <li>Pullman, George M., birth and early years, <a href="#page_024">24</a>, <a href="#page_025">25</a>; + <ul> + <li>first activities in Chicago, <a href="#page_026">26</a>, <a href="#page_027">27</a>;</li> + <li>first sleeping-car work, <a href="#page_028">28-32</a>;</li> + <li>his first Pullman car, <a href="#page_032">32-34</a>;</li> + <li>the second car, <a href="#page_040">40</a>;</li> + <li>incorporates the Pullman Palace Car Company, <a href="#page_047">47</a>;</li> + <li>his purpose, <a href="#page_048">48</a>;</li> + <li>introduces the hotel car, <a href="#page_049">49</a>;</li> + <li>the first dining car, <a href="#page_052">52</a>;</li> + <li>visits England, <a href="#page_061">61</a>;</li> + <li>installs his cars there, <a href="#page_062">62</a>, <a href="#page_066">66-69</a>;</li> + <li>establishes shop at Turin, <a href="#page_065">65</a>;</li> + <li>puts vestibule trains in operation, <a href="#page_084">84</a>;</li> + <li>locates new shops at Chicago, <a href="#page_089">89-93</a>;</li> + <li>builds town of Pullman, <a href="#page_093">93-95</a>;</li> + <li>his radical changes in berth construction, <a href="#page_099">99</a>, <a href="#page_100">100</a>;</li> + <li>introduces the dining car, <a href="#page_103">103-105</a>;</li> + <li>invents the vestibule for trains, <a href="#page_106">106-110</a>;</li> + <li>his vision and achievement, <a href="#page_135">135</a>, <a href="#page_158">158</a>;</li> + <li>president of the company till his death, <a href="#page_157">157</a></li> + </ul> + </li> + + <li>Pullman Palace Car Company, incorporated, <a href="#page_047">47</a>; + <ul> + <li>establishes shops in Detroit, <a href="#page_057">57</a>;</li> + <li>its business, <a href="#page_137">137</a>, <a href="#page_140">140</a>, <a href="#page_141">141</a>;</li> + <li>list of directors and presidents, <a href="#page_157">157</a></li> + </ul> + </li> + + <li><i>Pullman, The Story of</i>, quoted, <a href="#page_094">94</a>, <a href="#page_095">95</a></li> + + <li>Pullman, the town of, <a href="#page_089">89-95</a></li> +</ul> + +<ul> + <li><i>Railroad Gazette</i>, the, on electric lighting of trains, <a href="#page_113">113</a></li> + + <li>Railroad restaurants, the oldtime service, <a href="#page_101">101-103</a></li> + + <li>Railroad transportation, birth of, <a href="#page_001">1-15</a></li> + + <li>Rails, the first iron, <a href="#page_004">4</a></li> + + <li><i>Railway Review</i>, the, describes vestibuled trains, <a href="#page_109">109</a>, <a href="#page_110">110</a>; + <ul> + <li>on trial of electric lighting in English trains, <a href="#page_116">116-118</a></li> + </ul> + </li> + + <li>Railways, the first in England, <a href="#page_004">4-7</a>; + <ul> + <li>in America, <a href="#page_007">7-15</a>;</li> + <li>change gauge to suit Pullman cars, <a href="#page_048">48</a></li> + </ul> + </li> + + <li><a class="pagenum" id="page_161" title="161"> </a> + Reclining chair car, or parlor car, the first, <a href="#page_058">58</a></li> + + <li>Repairs and repair shops, <a href="#page_146">146</a></li> + + <li>Sleeping car, the evolution of the, <a href="#page_019">19-35</a>; + <ul> + <li>the early, <a href="#page_022">22</a>, <a href="#page_023">23</a>, <a href="#page_099">99</a>;</li> + <li>Mr. Pullman's first, <a href="#page_028">28-32</a>;</li> + <li>rise of the industry, <a href="#page_039">39-58</a></li> + </ul> + </li> +</ul> + +<ul> + <li>Stagecoach, the English, <a href="#page_002">2-4</a>, <a href="#page_006">6</a></li> + + <li>Steel, the first all-, Pullman cars, <a href="#page_123">123ff.</a></li> + + <li>Stephenson, George and Robert, and the first steam engines, <a href="#page_005">5</a>, <a href="#page_007">7</a>, <a href="#page_009">9</a></li> +</ul> + +<ul> + <li><i>Trans-Continental</i>, the paper published by Pullman car tourists in 1870, <a href="#page_054">54</a></li> + + <li>Transportation, birth of railroad, <a href="#page_001">1-15</a></li> + + <li>Trevithick, Richard, experiments with steam locomotive, <a href="#page_005">5</a></li> + + <li>Trucks, the, used for Pullman cars, <a href="#page_126">126</a></li> + + <li>"Twenty minutes for dinner," failure of the system of, <a href="#page_102">102</a>, <a href="#page_103">103</a></li> +</ul> + +<ul> + <li>Vanderbilts, back the Wagner car, <a href="#page_076">76</a>, <a href="#page_077">77</a>, <a href="#page_084">84</a>, <a href="#page_085">85</a></li> + + <li>Vestibule invented, <a href="#page_106">106</a>, <a href="#page_107">107</a>; + <ul> + <li>vestibuled trains in service, <a href="#page_109">109</a>;</li> + <li>trial trip, <a href="#page_110">110</a>;</li> + <li>welcomed in Mexico, <a href="#page_111">111</a></li> + </ul> + </li> +</ul> + +<ul> + <li>Wagner Palace Car Company, competitor of the Pullman Company, <a href="#page_076">76-79</a>, <a href="#page_084">84</a>; + <ul> + <li>loses to the Pullman Company, <a href="#page_085">85</a></li> + </ul> + </li> + + <li>Wagner, Webster, founder of the Wagner Palace Car Company, <a href="#page_076">76</a></li> + + <li>Woodruff sleeping car, <a href="#page_081">81</a>; + <ul> + <li>acquired by the Pullman Company, <a href="#page_083">83</a></li> + </ul> + </li> +</ul> + + + + +<h2>Footnotes</h2> + +<p class="indent0"><a class="nodeco" id="Footnote_01" href="#FNanchor_01">[1]</a>: +<i>Contemporary American Biography</i>, p. 260.</p> + +<p class="indent0"><a class="nodeco" id="Footnote_02" href="#FNanchor_02">[2]</a>: +<i>New York Commercial Advertiser</i>, Nov. 30, 1875.</p> + +<p class="indent0"><a class="nodeco" id="Footnote_03" href="#FNanchor_03">[3]</a>: +<i>The Story of Pullman</i>, prepared for distribution at the World's Fair, 1893.</p> + + + +<div class="tnote"> +<p class="centered fontlarge">Transcriber's Note</p> + +<p class="indent0">Duplicate chapter headings have been removed.</p> + +<p class="indent0">The following modifications have been made,</p> + +<p class="indent0">Page <a href="#page_129">129</a>:<br /> +"carrry" changed to "carry"<br /> +(will carry from coast to coast)</p> +</div> + +<div>*** END OF THE PROJECT GUTENBERG EBOOK 46122 ***</div> +</body> +</html> diff --git a/46122-h/images/a004i.jpg b/46122-h/images/a004i.jpg Binary files differnew file mode 100644 index 0000000..9bd1440 --- /dev/null +++ b/46122-h/images/a004i.jpg diff --git a/46122-h/images/a005i.jpg b/46122-h/images/a005i.jpg Binary files differnew file mode 100644 index 0000000..79e8f65 --- /dev/null +++ b/46122-h/images/a005i.jpg diff --git a/46122-h/images/cover.jpg b/46122-h/images/cover.jpg Binary files differnew file mode 100644 index 0000000..8a8fde3 --- /dev/null +++ b/46122-h/images/cover.jpg diff --git a/46122-h/images/p008i.jpg b/46122-h/images/p008i.jpg Binary files differnew file mode 100644 index 0000000..419457b --- /dev/null +++ b/46122-h/images/p008i.jpg diff --git a/46122-h/images/p009i.jpg b/46122-h/images/p009i.jpg 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