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+Project Gutenberg's The Story of the Pullman Car, by Joseph Husband
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Story of the Pullman Car
+
+Author: Joseph Husband
+
+Release Date: June 28, 2014 [EBook #46122]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THE STORY OF THE PULLMAN CAR ***
+
+
+
+
+Produced by The Online Distributed Proofreading Team at
+http://www.pgdp.net (This file was produced from images
+generously made available by The Internet Archive)
+
+
+
+
+
+
+
+[Transcriber's Note: Underscores are used as delimiters for _italics_]
+
+
+
+
+  THE STORY OF THE
+  PULLMAN CAR
+
+
+[Illustration: GEORGE MORTIMER PULLMAN
+
+1831-1897]
+
+
+
+
+  The Story of the
+  Pullman Car
+
+  BY
+  JOSEPH HUSBAND
+  Author of "America at Work" and "A Year in a Coal-Mine."
+
+  _ILLUSTRATED_
+
+  [Illustration]
+
+  CHICAGO
+  A. C. McCLURG & CO.
+  1917
+
+
+  Copyright
+  A. C. McCLURG & CO.
+  1917
+
+  Published May, 1917
+
+  W. F. HALL PRINTING COMPANY, CHICAGO
+
+
+
+
+            To
+  George Mortimer Pullman
+
+
+
+
+ACKNOWLEDGMENT
+
+
+Of the many books from which information was drawn for the preparation
+of this volume the author wishes to make particular acknowledgment to
+_The Modern Railroad_, by Mr. Edward Hungerford, to the article "Railway
+Passenger Travel," by Mr. Horace Porter, published in _Scribner's
+Magazine_, September, 1888; and to _Contemporary American Biography_,
+as well as to the many newspapers and magazines from whose files
+information and extracts have been freely drawn.
+
+  J. H.
+
+  Chicago, April, 1917
+
+
+
+
+CONTENTS
+
+
+  CHAPTER                                                 PAGE
+
+  I    The Birth of Railroad Transportation                  1
+
+  II   The Evolution of the Sleeping Car                    19
+
+  III  The Rise of a Great Industry                         39
+
+  IV   The Pullman Car in Europe                            61
+
+  V    The Survival of the Fittest                          73
+
+  VI   The Town of Pullman                                  89
+
+  VII  Inventions and Improvements                          99
+
+  VIII How the Cars are Made                               123
+
+  IX   The Operation of the Pullman Car                    133
+
+       Index                                               159
+
+
+
+
+ILLUSTRATIONS
+
+
+                                                          PAGE
+
+  George Mortimer Pullman                       _Frontispiece_
+
+  One of the earliest types of American passenger car        8
+
+  First locomotive built for actual service in America       9
+
+  Early passenger cars                                      11
+
+  American "Bogie" car in use in 1835                       12
+
+  Cars and locomotive of 1845                               14
+
+  Car in use in 1844                                        20
+
+  Car of 1831                                               21
+
+  Midnight in the old coaches                               23
+
+  "Convenience of the new sleeping cars"                    24
+
+  Early type of sleeping car                                28
+
+  J. L. Barnes, first Pullman car conductor                 32
+
+  One of the first cars built by George M. Pullman          42
+
+  The car in the daytime                                    42
+
+  Making up the berths                                      42
+
+  George M. Pullman explaining details of car construction  46
+
+  One of the first Pullman cars in which meals were served  52
+
+  The first parlor car, 1875                                58
+
+  Interior of Pullman car of 1880                           64
+
+  The rococo period car                                     68
+
+  More ornate interiors                                     74
+
+  The latest Pullman parlor car                             76
+
+  First step in building the car                            84
+
+  Fitting the car for steam and electricity                 90
+
+  Work on steel plates for inside panels                    90
+
+  Preparing the steel frame for an upper section            94
+
+  Sand blasting brass trimmings                             94
+
+  Machine section, steel erecting shop                     100
+
+  Fitting up the steel car underframe                      100
+
+  Making cushions for the seats                            104
+
+  Making chairs for parlor cars                            104
+
+  Making frame end posts                                   106
+
+  Assembling steel car partitions                          106
+
+  The vestibule in its earliest form                       108
+
+  Axle generator for electric lighting                     110
+
+  The sewing room, upholstering department                 114
+
+  Forming steel parts for interior finish                  118
+
+  Forming steel shapes for interior framing                118
+
+  Punching holes for screws                                124
+
+  Shaping steel panelling                                  124
+
+  Riveting the underframe                                  126
+
+  Steel end posts in position                              126
+
+  Type of early truck                                      128
+
+  Modern cast-steel truck                                  128
+
+  Ready for the interior fittings                          130
+
+  Interior work                                            130
+
+  Pullman sleeping car, latest design                      134
+
+  Front end of a private car dining room                   136
+
+  Rear end of a private car dining room                    136
+
+  Robert T. Lincoln, ex-President                          138
+
+  Bedroom of a private car                                 142
+
+  Observation section of a private car                     142
+
+  Modern Pullman steel sleeping car ready for the night    146
+
+  Modern Pullman steel sleeping car during the day         146
+
+  Cleaning and disinfecting the Pullman car                152
+
+  John S. Runnells, President                              156
+
+
+
+
+THE STORY OF THE PULLMAN CAR
+
+
+
+
+CHAPTER I
+
+THE BIRTH OF RAILROAD TRANSPORTATION
+
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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 _secrétaire_ 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.
+
+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 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.
+
+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.
+
+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.
+
+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.
+
+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.
+
+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 the terminus with the applause of the
+amazed spectators.
+
+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.
+
+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.
+
+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."
+
+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.
+
+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 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.
+
+[Illustration: _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._]
+
+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 the power, and the cars were
+drawn over wooden rails fastened to stone sleepers.
+
+[Illustration: _"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._]
+
+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, 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.
+
+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 the trains consisted
+of one car each, in construction closely resembling the old-fashioned
+stagecoach.
+
+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.
+
+[Illustration: _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._]
+
+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 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.
+
+[Illustration: _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._]
+
+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. 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.
+
+The journal of Samuel Breck of Boston, affords an interesting glimpse of
+the conditions of contemporary railroad travel:
+
+  _July 22, 1835._ 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 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.
+
+[Illustration: _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._]
+
+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 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.
+
+
+
+
+CHAPTER II
+
+THE EVOLUTION OF THE SLEEPING CAR
+
+
+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.
+
+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. 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.
+
+[Illustration: _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._]
+
+In addition to these physical discomforts were added the dangers
+attending the operation of trains 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 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.
+
+[Illustration: _Car constructed by M. P. and M. E. Green of Hoboken, New
+Jersey, in 1831 for the Camden & Amboy Railroad._]
+
+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 or sometimes
+coal. For a number of years these makeshift cars found an appreciative
+patronage, and temporarily served the patrons of the road.
+
+[Illustration: _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._]
+
+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.
+
+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.
+
+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.
+
+[Illustration: Harpers Weekly MAY 28, 1859.
+
+CONVENIENCE OF THE NEW SLEEPING CARS.
+
+(_Timid Old Gent, who takes a berth in the Sleeping Car, listens._)
+
+BRAKEMAN. "Jim, do you think the Millcreek Bridge safe to-night?"
+
+CONDUCTOR. "If Joe cracks on the steam, I guess we'll get the Engine and
+Tender over all right. I'm going forward!"]
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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.
+
+[Illustration: Early type of sleeping car. The traveler rarely removed
+more than his outer clothing, and oftentimes kept his boots on]
+
+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.
+
+  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.
+
+  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.
+
+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 skilled mechanics set himself to the mastery of the problems
+which confronted him.
+
+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.
+
+  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.
+
+  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.
+
+  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 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.
+
+[Illustration: J. L. Barnes, the first Pullman car conductor, whose
+reminiscences of that early period are quoted in this book]
+
+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 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.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+
+
+
+CHAPTER III
+
+THE RISE OF A GREAT INDUSTRY
+
+
+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.
+
+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 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.
+
+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.
+
+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.
+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.
+
+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.
+
+What happened is best described in the words of a contemporary writer.
+
+  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 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.
+
+  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.
+
+  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 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.[1]
+
+[1]: _Contemporary American Biography_, p. 260.
+
+[Illustration: One of the first cars built by George M. Pullman]
+
+[Illustration: 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]
+
+[Illustration]
+
+It will probably be interesting at this point to describe with some
+detail the Pullman car of this early period. In the _Daily Illinois
+State Register_, Springfield, May 26, 1865, appears an interesting
+description of one of the new Pioneer type of cars just installed on the
+Chicago & Alton Railroad.
+
+  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. 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.
+
+  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.
+
+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 account for this apparent exaggeration. In the _Illinois Journal_,
+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.
+
+  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.
+
+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 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.
+
+[Illustration: George M. Pullman explaining details of car construction]
+
+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
+_Chicago Tribune_, June 20, 1865. After a veritable eulogy on the
+elegance and comfort of the Pullman car, the writer draws the following
+enviable contrast.
+
+  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!
+
+It is small wonder that the new Pullman cars found an appreciative
+welcome!
+
+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:
+
+  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.
+
+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.
+
+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.
+
+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.
+
+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.
+
+The _Detroit Commercial Advertiser_ of June 1, 1867, comments:
+
+  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.
+
+The following bill of fare illustrates the variety of edibles provided
+on this celebrated excursion.
+
+
+                 MENU
+
+
+               OYSTERS
+
+  Raw                                  50
+  Fried and Roast                      60
+
+                 COLD
+
+  Beef Tongue, Sugar-cured Ham,
+    Pressed Corned Beef, Sardines      40
+  Chicken Salad, Lobster Salad         50
+
+               BROILED
+
+  Beefsteak, with Potatoes             60
+  Mutton Chops, with Potatoes          60
+  Ham, with Potatoes                   50
+
+                 EGGS
+
+  Boiled, Fried, Scrambled, Omelette
+    Plain                              40
+  Omelette with Rum                    50
+
+
+         _Chow-Chow, Pickles_
+
+
+  Welsh Rarebit                        50
+  French Coffee                        25
+  Tea                                  25
+
+The excursion party left Chicago on April 8, 1867, and comfortably
+established in the "Western 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.
+
+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 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."
+
+[Illustration: One of the first Pullman cars in which meals were served]
+
+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.
+
+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 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.
+
+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
+_Trans-Continental_ 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
+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.
+
+  _Resolved_, 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 _en route_ 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.
+
+  _Resolved_, 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.
+
+  _Resolved_, 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
+  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.
+
+The list of passengers on this notable excursion included:
+
+  Hon. Alex. H. Rice
+  Maj. Geo. P. Denny
+  Hon. J. M. S. Williams
+  James W. Bliss
+  Edward W. Kingsley
+  Frederick Allen and wife
+  H. S. Berry
+  Miss Josie W. Bliss
+  Hon. John B. Brown and wife
+  E. W. Burr and son
+  John L. Bremer
+  Geo. D. Baldwin and wife
+  Miss L. E. Billings
+  Chas. W. Brooks
+  M. S. Bolles
+  Alvah Crocker and wife
+  Mrs. F. Cunningham
+  Thomas Dana, Mrs. Thomas Dana, 2nd, Miss M. E. Dana
+  Mrs. Geo. P. Denny
+  Arthur B. Denny
+  Cyrus Dupee and wife
+  John H. Eastburn and wife
+  Robert B. Forbes and wife
+  Joshua Reed
+  J. S. Fogg
+  Mrs. E. E. Poole
+  Misses Farnsworth
+  Robert O. Fuller
+  J. Warren Faxon
+  N. W. Farwell and wife
+  Miss Mary E. Farwell
+  Miss Evelyn A. Farwell
+  Curtis Guild and wife
+  C. L. Harding and wife
+  Miss N. Harding
+  Edgar Harding
+  J. F. Hunnewell
+  J. F. Heustis
+  W. S. Houghton and wife
+  D. C. Holder and wife
+  Miss C. Harrington
+  A. L. Haskell and wife
+  Miss Alice J. Haley
+  J. M. Haskell and wife
+  H. O. Houghton and wife
+  John Humphrey
+  Hamilton A. Hill and wife
+  Benjamin James
+  C. F. Kittredge
+  Mrs. C. A. Kinglsey
+  Miss Addie P. Kinglsey
+  Miss Mary L. Kinglsey
+  Chas. S. Kendall
+  Miss M. C. Lovejoy
+  John Lewis
+  Jas. Longley and wife
+  Geo. Myrick and wife
+  Col. L. B. Marsh and wife
+  C. F. McClure and wife
+  Joseph McIntyre
+  Sterne Morse
+  Fulton Paul
+  F. H. Peabody, wife and servant
+  Miss F. Peabody
+  Miss L. Peabody
+  Master F. E. Peabody
+  Rev. E. G. Porter
+  Miss M. F. Prentiss
+  James W. Roberts and wife
+  Wm. Roberts
+  S. B. Rindge and wife
+  Master F. H. Rindge
+  J. M. B. Reynolds and wife
+  John H. Rice
+  Hon. Stephen Salisbury
+  M. S. Stetson and wife
+  D. R. Sortwell and wife
+  Alvin Sortwell
+  F. H. Shapleigh
+  T. Albert Taylor and wife
+  E. B. Towne
+  Lawson Valentine and wife
+  Miss Valentine
+  Rev. R. C. Waterston and wife
+  A. Williams
+  Dr. H. W. Williams and wife
+  N. D. Whitney and wife
+  Judge G. W. Warren
+  Geo. A. Wadley and wife
+  Henry T. Woods
+  Mrs. J. M. S. Williams
+  Miss E. M. Williams
+  Miss C. T. Williams
+  J. Bert Williams
+
+In the next few years the Pullman Palace Car Company established
+manufacturing shops in 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.
+
+[Illustration: The first parlor car, 1875]
+
+
+
+
+CHAPTER IV
+
+THE PULLMAN CAR IN EUROPE
+
+
+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.
+
+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 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.
+
+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 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.
+
+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 _Mobile Register_, 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.
+
+As the Pullman car was the first sleeping car to be installed for
+regular service in England, so credit 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.
+
+[Illustration: Interior of a Pullman car used about 1880. Here a
+tendency to ornamentation begins to show. Note the low-backed seats]
+
+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.
+
+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.
+
+                     TO
+     PULLMAN ESQUIRE, THE GREAT INVENTOR
+                   OF THE
+        SALOON COMFORTABLE CARRIAGES
+                    AND
+  MASTER RAPP THE CIVIL ENGINEER, DIRECTOR
+       OF THE MANUFACTURE OF THE SAME
+                    THE
+              ITALIAN WORKMEN
+              BEG TO UMILIATE.
+
+  Welcome, Welcome Master Pullman
+  The great inventor of the Saloon Carriages,
+  Italy will be thankful to the man
+  For now and ever, for ages and ages.
+
+    To Master Rapp we men are thankful.
+  Cause of his kindness and adviser sages,
+  Our hearts of true gladness is full:
+  And we shall remember him for ages.
+
+    Should Master Pullman ever succeed
+  To continue is work in Italy
+  What we wish to him indeed,
+    We hope to be chosen
+  To finish the work and work as a man,
+  To show our gratitude to Master Pullman.
+
+                       FINO AND HIS FRIENDS.
+
+  _Turin_, 10 January 1876.
+
+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 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.
+
+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 _London Telegraph_, which concluded a
+comment on the dining car with this friendly suggestion:
+
+  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.
+
+By the year 1879 Pullman sleeping and drawing room cars were in
+operation on three English and 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.
+
+[Illustration: The rococo period. Extravagance of florid ornamentation
+and design]
+
+[Illustration]
+
+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 illuminating railroad cars--a
+particular feature that received wide advertisement.
+
+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.
+
+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.
+
+
+
+
+CHAPTER V
+
+THE SURVIVAL OF THE FITTEST
+
+
+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.
+
+Distinct from the innovations afforded by Pullman car construction, the
+universal service of the Company afforded the public a new service of
+equal 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.
+
+[Illustration: More ornate interiors. (1) early Pullman parlor car; (2)
+old type Pullman sleeping car]
+
+[Illustration]
+
+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 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.
+
+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.
+
+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 only operated on the Lake Shore, were put in the New York,
+Buffalo, Chicago service.
+
+[Illustration: The latest Pullman parlor car, showing simplicity of
+modern car decoration, combining quiet elegance with good taste and
+comfort]
+
+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
+Vanderbilt interests, a connection which enabled him for many years to
+be a keen competitor of the Pullman Company.
+
+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 connection for the
+Vanderbilt lines between New York and Chicago.
+
+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.
+
+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:
+
+  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.
+
+The success of the new Erie Pullman coaches was immediately assured. The
+hotel cars especially were a great attraction. These were divided into
+two 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 _New York Tribune_,
+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?"
+
+These cars were nicknamed "French Flats."
+
+  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 _had their
+  hair crimped_ while traveling thirty or forty miles an hour! At this
+  time, while game is plenty in the West, the Pullmans, with their
+  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.[2]
+
+[2]: _New York Commercial Advertiser_, Nov. 30, 1875.
+
+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 consisted of a triple tier of two double and one
+single berth; an arrangement later changed to one double and two single
+berths.
+
+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.
+
+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 _Times_ 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.
+
+Mann's Boudoir Car Company was incorporated 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.
+
+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.
+
+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 _carte
+blanche_ 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 upholstered easy chairs, and a "refreshment buffet"
+moistened the throats of the smokers.
+
+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.
+
+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."
+
+[Illustration: The first step in the building of the car. The center
+construction in position, and the framework assembled]
+
+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 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.
+
+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.
+
+
+
+
+CHAPTER VI
+
+THE TOWN OF PULLMAN
+
+
+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.
+
+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 of the exact
+location became of paramount interest.
+
+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:
+
+  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.
+
+[Illustration: Fitting the car with steam pipes and electric conduits]
+
+[Illustration: At work on the steel plates for inside finish panels]
+
+An interesting personal reminiscence of this famous real estate
+operation may be found in Frederick Francis Cook's _Bygone Days in
+Chicago_.
+
+  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
+  _Times_. 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.
+
+  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 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.
+
+  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 _Tribune_--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.
+
+  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 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.
+
+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 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.
+
+[Illustration: Preparing the steel frame for the upper section of a
+Pullman sleeping car]
+
+[Illustration: Sand blasting the brass trimmings of the car before
+applying the finish]
+
+A contemporary writer closes an enthusiastic description of the town of
+Pullman with the following paragraph:
+
+  Imagine a perfectly equipped town of 12,000 inhabitants, built out
+  from one central thought to a beautiful 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.[3]
+
+[3]: _The Story of Pullman_, prepared for distribution at the World's
+Fair, 1893.
+
+
+
+
+CHAPTER VII
+
+INVENTIONS AND IMPROVEMENTS
+
+
+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.
+
+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 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.
+
+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.
+
+[Illustration: View of machine section. Steel Erecting Shops]
+
+[Illustration: Fitting up the steel car underframe. Steel Erecting
+Shops]
+
+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 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.
+
+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.
+
+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.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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.
+
+[Illustration: Making the cushions for the seats. Upholstery Department]
+
+[Illustration: Making the chairs for the parlor cars. Upholstery
+Department]
+
+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.
+
+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 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.
+
+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.
+
+[Illustration: The frame end posts for Pullman standard cars are made in
+this section of the shops]
+
+[Illustration: The assembling of the steel car partitions is shown in
+this picture]
+
+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 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.
+
+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.
+
+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 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
+the almost entire elimination of the oscillation of the cars.
+
+[Illustration: _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._]
+
+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.
+
+In the _Railway Review_ 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 _Railway Review_:
+
+  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
+  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.
+
+  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.
+
+[Illustration: Axle generator for electric lighting of the car]
+
+The list of business men and railroad managers who made up the party
+indicates the importance of the occasion. It included:
+
+  George M. Pullman
+  G. F. Brown
+  T. H. Wickes
+  C. H. Chappell
+  J. J. Janes
+  Orson Smith
+  O. W. Potter
+  W. T. Baker
+  H. R. Hobart
+  A. N. Eddy
+  Jesse Spalding
+  Frederick Broughton
+  W. P. Nixon
+  John M. Clark
+  A. C. Bartlett
+  J. W. Hambleton
+  E. L. Brewster
+  Henry S. Boutell
+  D. B. Fiske
+  Willard A. Smith
+  Stephen F. Gale
+  Edson Keith
+  O. S. A. Sprague
+  A. B. Pullman
+  J. T. Lester
+  H. J. MacFarland
+  S. W. Doane
+  Murray Nelson
+  A. H. Burley
+  C. K. Offield
+  E. T. Jeffery
+  Prof. Swing
+  W. K. Sullivan
+  W. K. Ackerman
+  A. C. Thomas
+  J. McGregor Adams
+  J. F. Studebaker
+  P. E. Studebaker
+  T. B. Blackstone
+  Rev. S. J. McPherson
+  C. S. Tuckerman
+  A. A. Sprague
+  P. L. Yoe
+  A. F. Seeberger
+  D. S. Wegg
+  F. N. Finney
+
+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:
+
+  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.
+
+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.
+
+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.
+
+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.
+
+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 years. The _Railroad Gazette_ of
+January 25, 1889, expresses this thought:
+
+  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.
+
+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.
+
+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 Mr.
+Lachlan of the Faure Accumulator Company composed the party, and at 3:25
+the train pulled out of the Victoria Station for Brighton.
+
+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.
+
+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.
+
+[Illustration: The sewing room. Upholstery Department]
+
+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 _London Times_ stated that "the car on the return
+journey in the evening was kept lighted the whole of the distance from
+Brighton to Victoria."
+
+It is interesting to read in the _London Daily Telegraph_ of October 15,
+1885, the following mention of this important event:
+
+  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 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.
+
+Four months later a correspondent of a Sheffield, England, paper,
+writing from London to the _Railway Review_ of the recent trial of
+electric lights on the Pullman train of the London, Brighton & South
+Coast Railway, says:
+
+  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.
+
+  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 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.
+
+  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.
+
+[Illustration: The steel parts used for interior car finish are all
+standardized, and are formed by powerful presses]
+
+[Illustration: Another large press at work on the forming of steel
+shapes for the interior framing of the cars]
+
+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.
+
+
+
+
+CHAPTER VIII
+
+HOW THE CARS ARE MADE
+
+
+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.
+
+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 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.
+
+[Illustration: This machine is at work punching holes for screws etc. in
+the steel for the inside finish]
+
+[Illustration: This great power press is engaged in shaping the steel
+panelling for the inside finish of the car]
+
+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 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.
+
+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.
+
+The roof deck is separately assembled, and as soon 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.
+
+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.
+
+[Illustration: Riveting the underframe]
+
+[Illustration: The steel end posts in position, providing strongest
+possible protection in case of collision]
+
+The car is now subjected to a thorough sand-blasting, a process that
+removes every particle of 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.
+
+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 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.
+
+[Illustration: Type of wood-frame truck used on early cars; four wheels
+only, with a big rubber block over each in place of springs]
+
+[Illustration: Modern cast-steel truck; six wheels with powerful springs
+to take up the jars and jolts of the road]
+
+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. _Steel! Veritably!_ One man
+can trundle in a single wheelbarrow all the wood that has gone into its
+construction.
+
+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 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.
+
+       *       *       *       *       *
+
+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.
+
+[Illustration: The car ready for the interior fittings. The floor is of
+monolith construction]
+
+[Illustration: Interior work. The steel framework for seats and berths]
+
+
+
+
+CHAPTER IX
+
+THE OPERATION OF THE PULLMAN CAR
+
+
+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.
+
+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 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.
+
+[Illustration: Pullman sleeping car, latest design, with outline drawing
+showing how the car is supplied with light, water, and heat]
+
+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
+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.
+
+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 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.
+
+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.
+
+[Illustration: Front end of a dining room in a private car]
+
+[Illustration: Rear end of the same dining room]
+
+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.
+
+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.
+
+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, 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.
+
+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.
+
+[Illustration: ROBERT T. LINCOLN
+
+President of the Pullman Company from 1897 to 1911]
+
+As a rule the berths in sleeping cars and seats in 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;
+not, however, without change, but in connecting cars, giving continuous
+sleeping car service over various routes.
+
+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.
+
+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.
+
+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.
+
+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.
+
+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.
+
+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 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.
+
+[Illustration: Bedroom and observation section of a costly private car.
+This car represents the apotheosis of railroad travel]
+
+[Illustration]
+
+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.
+
+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 tickets to
+the hotel guests at a premium or for the tip which invariably follows.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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.
+
+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.
+
+[Illustration: Modern Pullman steel sleeping car, ready to be made up
+for the night]
+
+[Illustration: Modern Pullman steel sleeping car during the day]
+
+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 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.
+
+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 these
+articles are provided, changed, washed, returned in traveling hotels, at
+times hundreds of miles removed from the nearest supply station.
+
+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.
+
+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.
+
+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 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.
+
+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.
+
+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
+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.
+
+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 that are passed by the committee
+serve to place still higher the standard that for fifty years has been
+constantly uplifted by the company.
+
+[Illustration: 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.]
+
+[Illustration]
+
+[Illustration]
+
+[Illustration]
+
+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 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.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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.
+
+To inspire in the car employees, conductors as well as porters, the
+ambition to satisfy and please 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.
+
+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.
+
+[Illustration: JOHN S. RUNNELLS
+
+President of the Pullman Company]
+
+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 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:
+
+  George M. Pullman
+  John Crerar
+  Norman Williams
+  Robert Harris
+  Thomas A. Scott
+  Amos T. Hall
+  C. G. Hammond
+  J. P. Morgan
+  Marshall Field
+  J. W. Doane
+  H. C. Hulbert
+  O. S. A. Sprague
+  Henry R. Reed
+  Norman B. Ream
+  William K. Vanderbilt
+  John S. Runnells
+  Frederick W. Vanderbilt
+  W. Seward Webb
+  Robert T. Lincoln
+  Frank O. Lowden
+  John J. Mitchell
+  Chauncey Keep
+  George F. Baker
+  John A. Spoor
+
+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.
+
+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 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.
+
+
+
+
+INDEX
+
+
+  Berth construction, Mr. Pullman's new and radical, 99, 100
+
+  Boudoir cars, the Mann, introduced in Europe, 64, 81
+
+  _Bygone Days in Chicago_, its story of the locating of the Pullman
+          shops, 91
+
+
+  _Chicago Tribune_, the, eulogy of the first Pullman cars, 46
+
+  Cleaning the cars, 152-154
+
+  Colebrookdale Iron Works, cast the first rails, 4
+
+  Construction of Pullman cars, 123-129
+
+
+  _Detroit Commercial Advertiser_, the, comments of, on the hotel car,
+          49
+
+  Dining car, the first designed by Mr. Pullman, 52;
+    he constructs "The Delmonico," 104;
+    railroads adopt the, 104;
+    its operation given up by the Pullman Company, 105
+
+
+  Electric lighting of cars, 112-119;
+    in England, 113-118
+
+  England, introduction of Pullman cars in, 61-63;
+    reception of cars in, 66;
+    "The Pullman Limited Express," 68, 69;
+    electric lighting of Pullman cars in, 113-118
+
+  Erie railroad, gets the through Pullman service, 78, 79, 82
+
+  Europe, the Pullman car in, 61-69
+
+
+  Flower Sleeping Car Company, 81
+
+
+  Gates Sleeping Car Company, competitor of the Pullman Company, 75
+
+  Gauge, railway, standardized, 48
+
+
+  Heating, early, 22, 31;
+    by locomotive steam, 119
+
+  Hotel cars, the first in service, 49, 50, 52, 103;
+    give way to the diner, 104
+
+
+  _Illinois Journal_, the, comments on the first Pullman cars, 45
+
+  _Illinois State Register_, the, describes the new type of car, 43, 44
+
+
+  Knight car, used on eastern roads, 80
+
+
+  Lighting, 31, 112;
+    the Pintsch light, 82, 112;
+    electric, 112-119
+
+  Linen, requirements to supply the cars, 147-149
+
+  Locomotive, the beginnings of the, 5-9;
+    the American, 11, 12
+
+  _London Telegraph_, the, comments on the dining car, 67;
+    on the introduction of electric lighting in Pullman cars, 115, 116
+
+
+  Mann Boudoir Car Company, incorporated, 81;
+    acquired by the Pullman Company, 83
+
+  Mann, Colonel, designs a sleeping car, 63;
+    his "boudoir cars" installed in Europe, 64;
+    his Company acquired by the Pullman Company, 83
+
+  Monarch Sleeping Car Company, competitor of the Pullman Company, 84
+
+
+  Napoleon's field carriage, 2, 3
+
+
+  Operation of the Pullman car, the, 133-158
+
+
+  Parlor car, or reclining chair car, the first, 58
+
+  Porter, the, of the Pullman car, 155, 156
+
+  Presidents and directors of the Pullman Company, 157
+
+  Pullman, A. B., assistant of his brother, George M., 47
+
+  Pullman car, the first actual, 32-34;
+    rise of the great industry, 39-58;
+    first trip of, to the Pacific coast, 53, 54;
+    first through train from Atlantic to Pacific, 54-57;
+    in Europe, 61-69;
+    shop for making, established in Turin, 65;
+    reception of in England, 66-69;
+    imitation of, and competition from others, 73-85;
+    acquires the Mann and Woodruff companies, 83;
+    wins suits against the Wagner Company, 85;
+    rapid expansion of business, 89;
+    locates new shops at Chicago, 89-93;
+    berth construction for, 99, 100;
+    vestibuled trains of, 106-111;
+    electric lighting in, 112-119;
+    heating of, by locomotive steam, 119;
+    how the cars are made, 123-129;
+    the first all-steel, 123ff.;
+    trucks for, 126;
+    fittings, 128;
+    operation of the, 133-158;
+    travel distances possible for, 136-139, 146;
+    tickets sold yearly, 140;
+    linen required for, 147-149;
+    other furnishings for, 149-151;
+    cleaning, 152-154;
+    the working force, 154;
+    the porters, 155
+
+  Pullman, George M., birth and early years, 24, 25;
+    first activities in Chicago, 26, 27;
+    first sleeping-car work, 28-32;
+    his first Pullman car, 32-34;
+    the second car, 40;
+    incorporates the Pullman Palace Car Company, 47;
+    his purpose, 48;
+    introduces the hotel car, 49;
+    the first dining car, 52;
+    visits England, 61;
+    installs his cars there, 62, 66-69;
+    establishes shop at Turin, 65;
+    puts vestibule trains in operation, 84;
+    locates new shops at Chicago, 89-93;
+    builds town of Pullman, 93-95;
+    his radical changes in berth construction, 99, 100;
+    introduces the dining car, 103-105;
+    invents the vestibule for trains, 106-110;
+    his vision and achievement, 135, 158;
+    president of the company till his death, 157
+
+  Pullman Palace Car Company, incorporated, 47;
+    establishes shops in Detroit, 57;
+    its business, 137, 140, 141;
+    list of directors and presidents, 157
+
+  _Pullman, The Story of_, quoted, 94, 95
+
+  Pullman, the town of, 89-95
+
+
+  _Railroad Gazette_, the, on electric lighting of trains, 113
+
+  Railroad restaurants, the oldtime service, 101-103
+
+  Railroad transportation, birth of, 1-15
+
+  Rails, the first iron, 4
+
+  _Railway Review_, the, describes vestibuled trains, 109, 110;
+    on trial of electric lighting in English trains, 116-118
+
+  Railways, the first in England, 4-7;
+    in America, 7-15;
+    change gauge to suit Pullman cars, 48
+
+  Reclining chair car, or parlor car, the first, 58
+
+  Repairs and repair shops, 146
+
+
+  Sleeping car, the evolution of the, 19-35;
+    the early, 22, 23, 99;
+    Mr. Pullman's first, 28-32;
+    rise of the industry, 39-58
+
+  Stagecoach, the English, 2-4, 6
+
+  Steel, the first all-, Pullman cars, 123ff.
+
+  Stephenson, George and Robert, and the first steam engines, 5, 7, 9
+
+
+  _Trans-Continental_, the paper published by Pullman car tourists in
+          1870, 54
+
+  Transportation, birth of railroad, 1-15
+
+  Trevithick, Richard, experiments with steam locomotive, 5
+
+  Trucks, the, used for Pullman cars, 126
+
+  "Twenty minutes for dinner," failure of the system of, 102, 103
+
+
+  Vanderbilts, back the Wagner car, 76, 77, 84, 85
+
+  Vestibule invented, 106, 107;
+    vestibuled trains in service, 109;
+    trial trip, 110;
+    welcomed in Mexico, 111
+
+
+  Wagner Palace Car Company, competitor of the Pullman Company, 76-79,
+          84;
+    loses to the Pullman Company, 85
+
+  Wagner, Webster, founder of the Wagner Palace Car Company, 76
+
+  Woodruff sleeping car, 81;
+    acquired by the Pullman Company, 83
+
+
+
+
+[Transcriber's Notes
+
+
+All words printed in small capitals have been converted to uppercase
+characters.
+
+Duplicate chapter headings have been removed.
+
+The following modifications have been made,
+
+  Page 129:
+  "carrry" changed to "carry"
+  (will carry from coast to coast)]
+
+
+
+
+
+
+End of Project Gutenberg's The Story of the Pullman Car, by Joseph Husband
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+<pre>
+
+Project Gutenberg's The Story of the Pullman Car, by Joseph Husband
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Story of the Pullman Car
+
+Author: Joseph Husband
+
+Release Date: June 28, 2014 [EBook #46122]
+
+Language: English
+
+Character set encoding: ISO-8859-1
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THE STORY OF THE PULLMAN CAR ***
+
+
+
+
+Produced by The Online Distributed Proofreading Team at
+http://www.pgdp.net (This file was produced from images
+generously made available by The Internet Archive)
+
+
+
+
+
+
+</pre>
+
+
+<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 &amp; CO.</span><br />
+1917</p>
+
+
+
+
+<p class="centered fontsmall">Copyright<br />
+A. C. McCLURG &amp; 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">&nbsp;</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&mdash;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 &amp; 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 &amp; 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 &amp; 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 &amp; 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 &amp; 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 &amp; 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 &amp; 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 &amp; 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 &amp; 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
+&amp; 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 &amp; Lowell Railroad, and in the same year a
+passenger train, previously mentioned, was put in
+service between Albany and Schenectady on the new
+Mohawk &amp; 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&mdash;only
+twelve&mdash;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 &amp; 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 &amp; 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 &amp; Alton Railroad.</p>
+
+<p class="citation">In 1858 Mr. Pullman came to Bloomington and
+engaged me to do the work of remodelling two Chicago
+&amp; 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&mdash;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 &amp; 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&mdash;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 &amp; 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 &amp;
+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 &amp; 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&mdash;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&mdash;the features of safety and
+luxury&mdash;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&mdash;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 &amp; Alton Railroad.</p>
+
+<p class="citation">To the train on the Chicago, Alton &amp; 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&mdash;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 &amp;
+Alton depot in this city to examine an improved sleeping-car,
+manufactured by Messrs. Field &amp; 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 &amp; 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">&nbsp;</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">&nbsp;</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">&nbsp;</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">&nbsp;</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">&mdash;</td></tr>
+<tr>
+  <td colspan="2" class="tdcenter"><i>Chow-Chow, Pickles</i></td>
+</tr>
+<tr><td colspan="2" class="tdcenter">&mdash;</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 &amp; 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&mdash;"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&mdash;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"&mdash;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, &amp; 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&mdash;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&mdash;a particular feature that
+received wide advertisement.</p>
+
+<p>The London, Brighton, &amp; 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 &amp;
+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&mdash;a Pullman&mdash;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, &amp;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 &amp; Amboy and Baltimore
+&amp; 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 &amp; 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 &amp; Ohio Railroad and built the
+Chicago &amp; 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&mdash;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"&mdash;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&mdash;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&mdash;for the whole real-estate
+market in at least three cities waited on the decision&mdash;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&mdash;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&mdash;Henry D. Lloyd was then in charge for the
+<i>Tribune</i>&mdash;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&mdash;a trip most ostentatiously advertised
+in advance&mdash;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&mdash;without
+<a class="pagenum" id="page_093" title="93"> </a>
+committing himself, however&mdash;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&mdash;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&mdash;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 &amp; Alton, and other Pullman diners
+were added the same year. At about the same time
+the Michigan Central and the Chicago, Burlington
+&amp; Quincy Railroads also began to operate dining
+cars on their trains. To the Chicago &amp; 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 &amp; 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 &amp; 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&mdash;especially
+the important one of the great waste of power which is
+illustrated every night at the Savoy Theatre&mdash;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&mdash;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&mdash;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&mdash;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&mdash;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>
+
+
+
+
+
+
+
+
+<pre>
+
+
+
+
+
+End of Project Gutenberg's The Story of the Pullman Car, by Joseph Husband
+
+*** END OF THIS PROJECT GUTENBERG EBOOK THE STORY OF THE PULLMAN CAR ***
+
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+Project Gutenberg's The Story of the Pullman Car, by Joseph Husband
+
+This eBook is for the use of anyone anywhere at no cost and with
+almost no restrictions whatsoever.  You may copy it, give it away or
+re-use it under the terms of the Project Gutenberg License included
+with this eBook or online at www.gutenberg.org
+
+
+Title: The Story of the Pullman Car
+
+Author: Joseph Husband
+
+Release Date: June 28, 2014 [EBook #46122]
+
+Language: English
+
+Character set encoding: ASCII
+
+*** START OF THIS PROJECT GUTENBERG EBOOK THE STORY OF THE PULLMAN CAR ***
+
+
+
+
+Produced by The Online Distributed Proofreading Team at
+http://www.pgdp.net (This file was produced from images
+generously made available by The Internet Archive)
+
+
+
+
+
+
+
+[Transcriber's Note: Underscores are used as delimiters for _italics_]
+
+
+
+
+  THE STORY OF THE
+  PULLMAN CAR
+
+
+[Illustration: GEORGE MORTIMER PULLMAN
+
+1831-1897]
+
+
+
+
+  The Story of the
+  Pullman Car
+
+  BY
+  JOSEPH HUSBAND
+  Author of "America at Work" and "A Year in a Coal-Mine."
+
+  _ILLUSTRATED_
+
+  [Illustration]
+
+  CHICAGO
+  A. C. McCLURG & CO.
+  1917
+
+
+  Copyright
+  A. C. McCLURG & CO.
+  1917
+
+  Published May, 1917
+
+  W. F. HALL PRINTING COMPANY, CHICAGO
+
+
+
+
+            To
+  George Mortimer Pullman
+
+
+
+
+ACKNOWLEDGMENT
+
+
+Of the many books from which information was drawn for the preparation
+of this volume the author wishes to make particular acknowledgment to
+_The Modern Railroad_, by Mr. Edward Hungerford, to the article "Railway
+Passenger Travel," by Mr. Horace Porter, published in _Scribner's
+Magazine_, September, 1888; and to _Contemporary American Biography_,
+as well as to the many newspapers and magazines from whose files
+information and extracts have been freely drawn.
+
+  J. H.
+
+  Chicago, April, 1917
+
+
+
+
+CONTENTS
+
+
+  CHAPTER                                                 PAGE
+
+  I    The Birth of Railroad Transportation                  1
+
+  II   The Evolution of the Sleeping Car                    19
+
+  III  The Rise of a Great Industry                         39
+
+  IV   The Pullman Car in Europe                            61
+
+  V    The Survival of the Fittest                          73
+
+  VI   The Town of Pullman                                  89
+
+  VII  Inventions and Improvements                          99
+
+  VIII How the Cars are Made                               123
+
+  IX   The Operation of the Pullman Car                    133
+
+       Index                                               159
+
+
+
+
+ILLUSTRATIONS
+
+
+                                                          PAGE
+
+  George Mortimer Pullman                       _Frontispiece_
+
+  One of the earliest types of American passenger car        8
+
+  First locomotive built for actual service in America       9
+
+  Early passenger cars                                      11
+
+  American "Bogie" car in use in 1835                       12
+
+  Cars and locomotive of 1845                               14
+
+  Car in use in 1844                                        20
+
+  Car of 1831                                               21
+
+  Midnight in the old coaches                               23
+
+  "Convenience of the new sleeping cars"                    24
+
+  Early type of sleeping car                                28
+
+  J. L. Barnes, first Pullman car conductor                 32
+
+  One of the first cars built by George M. Pullman          42
+
+  The car in the daytime                                    42
+
+  Making up the berths                                      42
+
+  George M. Pullman explaining details of car construction  46
+
+  One of the first Pullman cars in which meals were served  52
+
+  The first parlor car, 1875                                58
+
+  Interior of Pullman car of 1880                           64
+
+  The rococo period car                                     68
+
+  More ornate interiors                                     74
+
+  The latest Pullman parlor car                             76
+
+  First step in building the car                            84
+
+  Fitting the car for steam and electricity                 90
+
+  Work on steel plates for inside panels                    90
+
+  Preparing the steel frame for an upper section            94
+
+  Sand blasting brass trimmings                             94
+
+  Machine section, steel erecting shop                     100
+
+  Fitting up the steel car underframe                      100
+
+  Making cushions for the seats                            104
+
+  Making chairs for parlor cars                            104
+
+  Making frame end posts                                   106
+
+  Assembling steel car partitions                          106
+
+  The vestibule in its earliest form                       108
+
+  Axle generator for electric lighting                     110
+
+  The sewing room, upholstering department                 114
+
+  Forming steel parts for interior finish                  118
+
+  Forming steel shapes for interior framing                118
+
+  Punching holes for screws                                124
+
+  Shaping steel panelling                                  124
+
+  Riveting the underframe                                  126
+
+  Steel end posts in position                              126
+
+  Type of early truck                                      128
+
+  Modern cast-steel truck                                  128
+
+  Ready for the interior fittings                          130
+
+  Interior work                                            130
+
+  Pullman sleeping car, latest design                      134
+
+  Front end of a private car dining room                   136
+
+  Rear end of a private car dining room                    136
+
+  Robert T. Lincoln, ex-President                          138
+
+  Bedroom of a private car                                 142
+
+  Observation section of a private car                     142
+
+  Modern Pullman steel sleeping car ready for the night    146
+
+  Modern Pullman steel sleeping car during the day         146
+
+  Cleaning and disinfecting the Pullman car                152
+
+  John S. Runnells, President                              156
+
+
+
+
+THE STORY OF THE PULLMAN CAR
+
+
+
+
+CHAPTER I
+
+THE BIRTH OF RAILROAD TRANSPORTATION
+
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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 _secretaire_ 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.
+
+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 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.
+
+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.
+
+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.
+
+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.
+
+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.
+
+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 the terminus with the applause of the
+amazed spectators.
+
+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.
+
+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.
+
+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."
+
+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.
+
+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 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.
+
+[Illustration: _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._]
+
+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 the power, and the cars were
+drawn over wooden rails fastened to stone sleepers.
+
+[Illustration: _"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._]
+
+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, 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.
+
+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 the trains consisted
+of one car each, in construction closely resembling the old-fashioned
+stagecoach.
+
+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.
+
+[Illustration: _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._]
+
+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 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.
+
+[Illustration: _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._]
+
+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. 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.
+
+The journal of Samuel Breck of Boston, affords an interesting glimpse of
+the conditions of contemporary railroad travel:
+
+  _July 22, 1835._ 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 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.
+
+[Illustration: _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._]
+
+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 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.
+
+
+
+
+CHAPTER II
+
+THE EVOLUTION OF THE SLEEPING CAR
+
+
+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.
+
+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. 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.
+
+[Illustration: _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._]
+
+In addition to these physical discomforts were added the dangers
+attending the operation of trains 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 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.
+
+[Illustration: _Car constructed by M. P. and M. E. Green of Hoboken, New
+Jersey, in 1831 for the Camden & Amboy Railroad._]
+
+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 or sometimes
+coal. For a number of years these makeshift cars found an appreciative
+patronage, and temporarily served the patrons of the road.
+
+[Illustration: _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._]
+
+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.
+
+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.
+
+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.
+
+[Illustration: Harpers Weekly MAY 28, 1859.
+
+CONVENIENCE OF THE NEW SLEEPING CARS.
+
+(_Timid Old Gent, who takes a berth in the Sleeping Car, listens._)
+
+BRAKEMAN. "Jim, do you think the Millcreek Bridge safe to-night?"
+
+CONDUCTOR. "If Joe cracks on the steam, I guess we'll get the Engine and
+Tender over all right. I'm going forward!"]
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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.
+
+[Illustration: Early type of sleeping car. The traveler rarely removed
+more than his outer clothing, and oftentimes kept his boots on]
+
+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.
+
+  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.
+
+  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.
+
+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 skilled mechanics set himself to the mastery of the problems
+which confronted him.
+
+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.
+
+  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.
+
+  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.
+
+  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 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.
+
+[Illustration: J. L. Barnes, the first Pullman car conductor, whose
+reminiscences of that early period are quoted in this book]
+
+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 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.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+
+
+
+CHAPTER III
+
+THE RISE OF A GREAT INDUSTRY
+
+
+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.
+
+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 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.
+
+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.
+
+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.
+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.
+
+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.
+
+What happened is best described in the words of a contemporary writer.
+
+  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 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.
+
+  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.
+
+  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 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.[1]
+
+[1]: _Contemporary American Biography_, p. 260.
+
+[Illustration: One of the first cars built by George M. Pullman]
+
+[Illustration: 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]
+
+[Illustration]
+
+It will probably be interesting at this point to describe with some
+detail the Pullman car of this early period. In the _Daily Illinois
+State Register_, Springfield, May 26, 1865, appears an interesting
+description of one of the new Pioneer type of cars just installed on the
+Chicago & Alton Railroad.
+
+  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. 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.
+
+  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.
+
+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 account for this apparent exaggeration. In the _Illinois Journal_,
+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.
+
+  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.
+
+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 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.
+
+[Illustration: George M. Pullman explaining details of car construction]
+
+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
+_Chicago Tribune_, June 20, 1865. After a veritable eulogy on the
+elegance and comfort of the Pullman car, the writer draws the following
+enviable contrast.
+
+  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!
+
+It is small wonder that the new Pullman cars found an appreciative
+welcome!
+
+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:
+
+  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.
+
+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.
+
+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.
+
+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.
+
+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.
+
+The _Detroit Commercial Advertiser_ of June 1, 1867, comments:
+
+  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.
+
+The following bill of fare illustrates the variety of edibles provided
+on this celebrated excursion.
+
+
+                 MENU
+
+
+               OYSTERS
+
+  Raw                                  50
+  Fried and Roast                      60
+
+                 COLD
+
+  Beef Tongue, Sugar-cured Ham,
+    Pressed Corned Beef, Sardines      40
+  Chicken Salad, Lobster Salad         50
+
+               BROILED
+
+  Beefsteak, with Potatoes             60
+  Mutton Chops, with Potatoes          60
+  Ham, with Potatoes                   50
+
+                 EGGS
+
+  Boiled, Fried, Scrambled, Omelette
+    Plain                              40
+  Omelette with Rum                    50
+
+
+         _Chow-Chow, Pickles_
+
+
+  Welsh Rarebit                        50
+  French Coffee                        25
+  Tea                                  25
+
+The excursion party left Chicago on April 8, 1867, and comfortably
+established in the "Western 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.
+
+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 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."
+
+[Illustration: One of the first Pullman cars in which meals were served]
+
+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.
+
+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 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.
+
+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
+_Trans-Continental_ 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
+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.
+
+  _Resolved_, 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 _en route_ 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.
+
+  _Resolved_, 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.
+
+  _Resolved_, 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
+  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.
+
+The list of passengers on this notable excursion included:
+
+  Hon. Alex. H. Rice
+  Maj. Geo. P. Denny
+  Hon. J. M. S. Williams
+  James W. Bliss
+  Edward W. Kingsley
+  Frederick Allen and wife
+  H. S. Berry
+  Miss Josie W. Bliss
+  Hon. John B. Brown and wife
+  E. W. Burr and son
+  John L. Bremer
+  Geo. D. Baldwin and wife
+  Miss L. E. Billings
+  Chas. W. Brooks
+  M. S. Bolles
+  Alvah Crocker and wife
+  Mrs. F. Cunningham
+  Thomas Dana, Mrs. Thomas Dana, 2nd, Miss M. E. Dana
+  Mrs. Geo. P. Denny
+  Arthur B. Denny
+  Cyrus Dupee and wife
+  John H. Eastburn and wife
+  Robert B. Forbes and wife
+  Joshua Reed
+  J. S. Fogg
+  Mrs. E. E. Poole
+  Misses Farnsworth
+  Robert O. Fuller
+  J. Warren Faxon
+  N. W. Farwell and wife
+  Miss Mary E. Farwell
+  Miss Evelyn A. Farwell
+  Curtis Guild and wife
+  C. L. Harding and wife
+  Miss N. Harding
+  Edgar Harding
+  J. F. Hunnewell
+  J. F. Heustis
+  W. S. Houghton and wife
+  D. C. Holder and wife
+  Miss C. Harrington
+  A. L. Haskell and wife
+  Miss Alice J. Haley
+  J. M. Haskell and wife
+  H. O. Houghton and wife
+  John Humphrey
+  Hamilton A. Hill and wife
+  Benjamin James
+  C. F. Kittredge
+  Mrs. C. A. Kinglsey
+  Miss Addie P. Kinglsey
+  Miss Mary L. Kinglsey
+  Chas. S. Kendall
+  Miss M. C. Lovejoy
+  John Lewis
+  Jas. Longley and wife
+  Geo. Myrick and wife
+  Col. L. B. Marsh and wife
+  C. F. McClure and wife
+  Joseph McIntyre
+  Sterne Morse
+  Fulton Paul
+  F. H. Peabody, wife and servant
+  Miss F. Peabody
+  Miss L. Peabody
+  Master F. E. Peabody
+  Rev. E. G. Porter
+  Miss M. F. Prentiss
+  James W. Roberts and wife
+  Wm. Roberts
+  S. B. Rindge and wife
+  Master F. H. Rindge
+  J. M. B. Reynolds and wife
+  John H. Rice
+  Hon. Stephen Salisbury
+  M. S. Stetson and wife
+  D. R. Sortwell and wife
+  Alvin Sortwell
+  F. H. Shapleigh
+  T. Albert Taylor and wife
+  E. B. Towne
+  Lawson Valentine and wife
+  Miss Valentine
+  Rev. R. C. Waterston and wife
+  A. Williams
+  Dr. H. W. Williams and wife
+  N. D. Whitney and wife
+  Judge G. W. Warren
+  Geo. A. Wadley and wife
+  Henry T. Woods
+  Mrs. J. M. S. Williams
+  Miss E. M. Williams
+  Miss C. T. Williams
+  J. Bert Williams
+
+In the next few years the Pullman Palace Car Company established
+manufacturing shops in 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.
+
+[Illustration: The first parlor car, 1875]
+
+
+
+
+CHAPTER IV
+
+THE PULLMAN CAR IN EUROPE
+
+
+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.
+
+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 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.
+
+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 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.
+
+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 _Mobile Register_, 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.
+
+As the Pullman car was the first sleeping car to be installed for
+regular service in England, so credit 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.
+
+[Illustration: Interior of a Pullman car used about 1880. Here a
+tendency to ornamentation begins to show. Note the low-backed seats]
+
+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.
+
+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.
+
+                     TO
+     PULLMAN ESQUIRE, THE GREAT INVENTOR
+                   OF THE
+        SALOON COMFORTABLE CARRIAGES
+                    AND
+  MASTER RAPP THE CIVIL ENGINEER, DIRECTOR
+       OF THE MANUFACTURE OF THE SAME
+                    THE
+              ITALIAN WORKMEN
+              BEG TO UMILIATE.
+
+  Welcome, Welcome Master Pullman
+  The great inventor of the Saloon Carriages,
+  Italy will be thankful to the man
+  For now and ever, for ages and ages.
+
+    To Master Rapp we men are thankful.
+  Cause of his kindness and adviser sages,
+  Our hearts of true gladness is full:
+  And we shall remember him for ages.
+
+    Should Master Pullman ever succeed
+  To continue is work in Italy
+  What we wish to him indeed,
+    We hope to be chosen
+  To finish the work and work as a man,
+  To show our gratitude to Master Pullman.
+
+                       FINO AND HIS FRIENDS.
+
+  _Turin_, 10 January 1876.
+
+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 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.
+
+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 _London Telegraph_, which concluded a
+comment on the dining car with this friendly suggestion:
+
+  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.
+
+By the year 1879 Pullman sleeping and drawing room cars were in
+operation on three English and 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.
+
+[Illustration: The rococo period. Extravagance of florid ornamentation
+and design]
+
+[Illustration]
+
+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 illuminating railroad cars--a
+particular feature that received wide advertisement.
+
+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.
+
+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.
+
+
+
+
+CHAPTER V
+
+THE SURVIVAL OF THE FITTEST
+
+
+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.
+
+Distinct from the innovations afforded by Pullman car construction, the
+universal service of the Company afforded the public a new service of
+equal 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.
+
+[Illustration: More ornate interiors. (1) early Pullman parlor car; (2)
+old type Pullman sleeping car]
+
+[Illustration]
+
+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 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.
+
+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.
+
+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 only operated on the Lake Shore, were put in the New York,
+Buffalo, Chicago service.
+
+[Illustration: The latest Pullman parlor car, showing simplicity of
+modern car decoration, combining quiet elegance with good taste and
+comfort]
+
+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
+Vanderbilt interests, a connection which enabled him for many years to
+be a keen competitor of the Pullman Company.
+
+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 connection for the
+Vanderbilt lines between New York and Chicago.
+
+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.
+
+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:
+
+  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.
+
+The success of the new Erie Pullman coaches was immediately assured. The
+hotel cars especially were a great attraction. These were divided into
+two 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 _New York Tribune_,
+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?"
+
+These cars were nicknamed "French Flats."
+
+  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 _had their
+  hair crimped_ while traveling thirty or forty miles an hour! At this
+  time, while game is plenty in the West, the Pullmans, with their
+  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.[2]
+
+[2]: _New York Commercial Advertiser_, Nov. 30, 1875.
+
+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 consisted of a triple tier of two double and one
+single berth; an arrangement later changed to one double and two single
+berths.
+
+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.
+
+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 _Times_ 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.
+
+Mann's Boudoir Car Company was incorporated 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.
+
+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.
+
+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 _carte
+blanche_ 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 upholstered easy chairs, and a "refreshment buffet"
+moistened the throats of the smokers.
+
+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.
+
+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."
+
+[Illustration: The first step in the building of the car. The center
+construction in position, and the framework assembled]
+
+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 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.
+
+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.
+
+
+
+
+CHAPTER VI
+
+THE TOWN OF PULLMAN
+
+
+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.
+
+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 of the exact
+location became of paramount interest.
+
+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:
+
+  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.
+
+[Illustration: Fitting the car with steam pipes and electric conduits]
+
+[Illustration: At work on the steel plates for inside finish panels]
+
+An interesting personal reminiscence of this famous real estate
+operation may be found in Frederick Francis Cook's _Bygone Days in
+Chicago_.
+
+  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
+  _Times_. 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.
+
+  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 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.
+
+  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 _Tribune_--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.
+
+  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 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.
+
+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 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.
+
+[Illustration: Preparing the steel frame for the upper section of a
+Pullman sleeping car]
+
+[Illustration: Sand blasting the brass trimmings of the car before
+applying the finish]
+
+A contemporary writer closes an enthusiastic description of the town of
+Pullman with the following paragraph:
+
+  Imagine a perfectly equipped town of 12,000 inhabitants, built out
+  from one central thought to a beautiful 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.[3]
+
+[3]: _The Story of Pullman_, prepared for distribution at the World's
+Fair, 1893.
+
+
+
+
+CHAPTER VII
+
+INVENTIONS AND IMPROVEMENTS
+
+
+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.
+
+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 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.
+
+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.
+
+[Illustration: View of machine section. Steel Erecting Shops]
+
+[Illustration: Fitting up the steel car underframe. Steel Erecting
+Shops]
+
+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 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.
+
+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.
+
+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.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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.
+
+[Illustration: Making the cushions for the seats. Upholstery Department]
+
+[Illustration: Making the chairs for the parlor cars. Upholstery
+Department]
+
+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.
+
+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 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.
+
+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.
+
+[Illustration: The frame end posts for Pullman standard cars are made in
+this section of the shops]
+
+[Illustration: The assembling of the steel car partitions is shown in
+this picture]
+
+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 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.
+
+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.
+
+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 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
+the almost entire elimination of the oscillation of the cars.
+
+[Illustration: _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._]
+
+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.
+
+In the _Railway Review_ 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 _Railway Review_:
+
+  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
+  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.
+
+  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.
+
+[Illustration: Axle generator for electric lighting of the car]
+
+The list of business men and railroad managers who made up the party
+indicates the importance of the occasion. It included:
+
+  George M. Pullman
+  G. F. Brown
+  T. H. Wickes
+  C. H. Chappell
+  J. J. Janes
+  Orson Smith
+  O. W. Potter
+  W. T. Baker
+  H. R. Hobart
+  A. N. Eddy
+  Jesse Spalding
+  Frederick Broughton
+  W. P. Nixon
+  John M. Clark
+  A. C. Bartlett
+  J. W. Hambleton
+  E. L. Brewster
+  Henry S. Boutell
+  D. B. Fiske
+  Willard A. Smith
+  Stephen F. Gale
+  Edson Keith
+  O. S. A. Sprague
+  A. B. Pullman
+  J. T. Lester
+  H. J. MacFarland
+  S. W. Doane
+  Murray Nelson
+  A. H. Burley
+  C. K. Offield
+  E. T. Jeffery
+  Prof. Swing
+  W. K. Sullivan
+  W. K. Ackerman
+  A. C. Thomas
+  J. McGregor Adams
+  J. F. Studebaker
+  P. E. Studebaker
+  T. B. Blackstone
+  Rev. S. J. McPherson
+  C. S. Tuckerman
+  A. A. Sprague
+  P. L. Yoe
+  A. F. Seeberger
+  D. S. Wegg
+  F. N. Finney
+
+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:
+
+  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.
+
+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.
+
+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.
+
+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.
+
+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 years. The _Railroad Gazette_ of
+January 25, 1889, expresses this thought:
+
+  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.
+
+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.
+
+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 Mr.
+Lachlan of the Faure Accumulator Company composed the party, and at 3:25
+the train pulled out of the Victoria Station for Brighton.
+
+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.
+
+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.
+
+[Illustration: The sewing room. Upholstery Department]
+
+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 _London Times_ stated that "the car on the return
+journey in the evening was kept lighted the whole of the distance from
+Brighton to Victoria."
+
+It is interesting to read in the _London Daily Telegraph_ of October 15,
+1885, the following mention of this important event:
+
+  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 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.
+
+Four months later a correspondent of a Sheffield, England, paper,
+writing from London to the _Railway Review_ of the recent trial of
+electric lights on the Pullman train of the London, Brighton & South
+Coast Railway, says:
+
+  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.
+
+  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 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.
+
+  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.
+
+[Illustration: The steel parts used for interior car finish are all
+standardized, and are formed by powerful presses]
+
+[Illustration: Another large press at work on the forming of steel
+shapes for the interior framing of the cars]
+
+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.
+
+
+
+
+CHAPTER VIII
+
+HOW THE CARS ARE MADE
+
+
+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.
+
+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 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.
+
+[Illustration: This machine is at work punching holes for screws etc. in
+the steel for the inside finish]
+
+[Illustration: This great power press is engaged in shaping the steel
+panelling for the inside finish of the car]
+
+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 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.
+
+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.
+
+The roof deck is separately assembled, and as soon 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.
+
+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.
+
+[Illustration: Riveting the underframe]
+
+[Illustration: The steel end posts in position, providing strongest
+possible protection in case of collision]
+
+The car is now subjected to a thorough sand-blasting, a process that
+removes every particle of 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.
+
+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 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.
+
+[Illustration: Type of wood-frame truck used on early cars; four wheels
+only, with a big rubber block over each in place of springs]
+
+[Illustration: Modern cast-steel truck; six wheels with powerful springs
+to take up the jars and jolts of the road]
+
+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. _Steel! Veritably!_ One man
+can trundle in a single wheelbarrow all the wood that has gone into its
+construction.
+
+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 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.
+
+       *       *       *       *       *
+
+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.
+
+[Illustration: The car ready for the interior fittings. The floor is of
+monolith construction]
+
+[Illustration: Interior work. The steel framework for seats and berths]
+
+
+
+
+CHAPTER IX
+
+THE OPERATION OF THE PULLMAN CAR
+
+
+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.
+
+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 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.
+
+[Illustration: Pullman sleeping car, latest design, with outline drawing
+showing how the car is supplied with light, water, and heat]
+
+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
+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.
+
+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 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.
+
+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.
+
+[Illustration: Front end of a dining room in a private car]
+
+[Illustration: Rear end of the same dining room]
+
+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.
+
+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.
+
+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, 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.
+
+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.
+
+[Illustration: ROBERT T. LINCOLN
+
+President of the Pullman Company from 1897 to 1911]
+
+As a rule the berths in sleeping cars and seats in 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;
+not, however, without change, but in connecting cars, giving continuous
+sleeping car service over various routes.
+
+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.
+
+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.
+
+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.
+
+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.
+
+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.
+
+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 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.
+
+[Illustration: Bedroom and observation section of a costly private car.
+This car represents the apotheosis of railroad travel]
+
+[Illustration]
+
+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.
+
+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 tickets to
+the hotel guests at a premium or for the tip which invariably follows.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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 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.
+
+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.
+
+[Illustration: Modern Pullman steel sleeping car, ready to be made up
+for the night]
+
+[Illustration: Modern Pullman steel sleeping car during the day]
+
+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 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.
+
+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 these
+articles are provided, changed, washed, returned in traveling hotels, at
+times hundreds of miles removed from the nearest supply station.
+
+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.
+
+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.
+
+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 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.
+
+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.
+
+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
+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.
+
+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 that are passed by the committee
+serve to place still higher the standard that for fifty years has been
+constantly uplifted by the company.
+
+[Illustration: 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.]
+
+[Illustration]
+
+[Illustration]
+
+[Illustration]
+
+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 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.
+
+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.
+
+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 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.
+
+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.
+
+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.
+
+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.
+
+To inspire in the car employees, conductors as well as porters, the
+ambition to satisfy and please 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.
+
+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.
+
+[Illustration: JOHN S. RUNNELLS
+
+President of the Pullman Company]
+
+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 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:
+
+  George M. Pullman
+  John Crerar
+  Norman Williams
+  Robert Harris
+  Thomas A. Scott
+  Amos T. Hall
+  C. G. Hammond
+  J. P. Morgan
+  Marshall Field
+  J. W. Doane
+  H. C. Hulbert
+  O. S. A. Sprague
+  Henry R. Reed
+  Norman B. Ream
+  William K. Vanderbilt
+  John S. Runnells
+  Frederick W. Vanderbilt
+  W. Seward Webb
+  Robert T. Lincoln
+  Frank O. Lowden
+  John J. Mitchell
+  Chauncey Keep
+  George F. Baker
+  John A. Spoor
+
+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.
+
+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 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.
+
+
+
+
+INDEX
+
+
+  Berth construction, Mr. Pullman's new and radical, 99, 100
+
+  Boudoir cars, the Mann, introduced in Europe, 64, 81
+
+  _Bygone Days in Chicago_, its story of the locating of the Pullman
+          shops, 91
+
+
+  _Chicago Tribune_, the, eulogy of the first Pullman cars, 46
+
+  Cleaning the cars, 152-154
+
+  Colebrookdale Iron Works, cast the first rails, 4
+
+  Construction of Pullman cars, 123-129
+
+
+  _Detroit Commercial Advertiser_, the, comments of, on the hotel car,
+          49
+
+  Dining car, the first designed by Mr. Pullman, 52;
+    he constructs "The Delmonico," 104;
+    railroads adopt the, 104;
+    its operation given up by the Pullman Company, 105
+
+
+  Electric lighting of cars, 112-119;
+    in England, 113-118
+
+  England, introduction of Pullman cars in, 61-63;
+    reception of cars in, 66;
+    "The Pullman Limited Express," 68, 69;
+    electric lighting of Pullman cars in, 113-118
+
+  Erie railroad, gets the through Pullman service, 78, 79, 82
+
+  Europe, the Pullman car in, 61-69
+
+
+  Flower Sleeping Car Company, 81
+
+
+  Gates Sleeping Car Company, competitor of the Pullman Company, 75
+
+  Gauge, railway, standardized, 48
+
+
+  Heating, early, 22, 31;
+    by locomotive steam, 119
+
+  Hotel cars, the first in service, 49, 50, 52, 103;
+    give way to the diner, 104
+
+
+  _Illinois Journal_, the, comments on the first Pullman cars, 45
+
+  _Illinois State Register_, the, describes the new type of car, 43, 44
+
+
+  Knight car, used on eastern roads, 80
+
+
+  Lighting, 31, 112;
+    the Pintsch light, 82, 112;
+    electric, 112-119
+
+  Linen, requirements to supply the cars, 147-149
+
+  Locomotive, the beginnings of the, 5-9;
+    the American, 11, 12
+
+  _London Telegraph_, the, comments on the dining car, 67;
+    on the introduction of electric lighting in Pullman cars, 115, 116
+
+
+  Mann Boudoir Car Company, incorporated, 81;
+    acquired by the Pullman Company, 83
+
+  Mann, Colonel, designs a sleeping car, 63;
+    his "boudoir cars" installed in Europe, 64;
+    his Company acquired by the Pullman Company, 83
+
+  Monarch Sleeping Car Company, competitor of the Pullman Company, 84
+
+
+  Napoleon's field carriage, 2, 3
+
+
+  Operation of the Pullman car, the, 133-158
+
+
+  Parlor car, or reclining chair car, the first, 58
+
+  Porter, the, of the Pullman car, 155, 156
+
+  Presidents and directors of the Pullman Company, 157
+
+  Pullman, A. B., assistant of his brother, George M., 47
+
+  Pullman car, the first actual, 32-34;
+    rise of the great industry, 39-58;
+    first trip of, to the Pacific coast, 53, 54;
+    first through train from Atlantic to Pacific, 54-57;
+    in Europe, 61-69;
+    shop for making, established in Turin, 65;
+    reception of in England, 66-69;
+    imitation of, and competition from others, 73-85;
+    acquires the Mann and Woodruff companies, 83;
+    wins suits against the Wagner Company, 85;
+    rapid expansion of business, 89;
+    locates new shops at Chicago, 89-93;
+    berth construction for, 99, 100;
+    vestibuled trains of, 106-111;
+    electric lighting in, 112-119;
+    heating of, by locomotive steam, 119;
+    how the cars are made, 123-129;
+    the first all-steel, 123ff.;
+    trucks for, 126;
+    fittings, 128;
+    operation of the, 133-158;
+    travel distances possible for, 136-139, 146;
+    tickets sold yearly, 140;
+    linen required for, 147-149;
+    other furnishings for, 149-151;
+    cleaning, 152-154;
+    the working force, 154;
+    the porters, 155
+
+  Pullman, George M., birth and early years, 24, 25;
+    first activities in Chicago, 26, 27;
+    first sleeping-car work, 28-32;
+    his first Pullman car, 32-34;
+    the second car, 40;
+    incorporates the Pullman Palace Car Company, 47;
+    his purpose, 48;
+    introduces the hotel car, 49;
+    the first dining car, 52;
+    visits England, 61;
+    installs his cars there, 62, 66-69;
+    establishes shop at Turin, 65;
+    puts vestibule trains in operation, 84;
+    locates new shops at Chicago, 89-93;
+    builds town of Pullman, 93-95;
+    his radical changes in berth construction, 99, 100;
+    introduces the dining car, 103-105;
+    invents the vestibule for trains, 106-110;
+    his vision and achievement, 135, 158;
+    president of the company till his death, 157
+
+  Pullman Palace Car Company, incorporated, 47;
+    establishes shops in Detroit, 57;
+    its business, 137, 140, 141;
+    list of directors and presidents, 157
+
+  _Pullman, The Story of_, quoted, 94, 95
+
+  Pullman, the town of, 89-95
+
+
+  _Railroad Gazette_, the, on electric lighting of trains, 113
+
+  Railroad restaurants, the oldtime service, 101-103
+
+  Railroad transportation, birth of, 1-15
+
+  Rails, the first iron, 4
+
+  _Railway Review_, the, describes vestibuled trains, 109, 110;
+    on trial of electric lighting in English trains, 116-118
+
+  Railways, the first in England, 4-7;
+    in America, 7-15;
+    change gauge to suit Pullman cars, 48
+
+  Reclining chair car, or parlor car, the first, 58
+
+  Repairs and repair shops, 146
+
+
+  Sleeping car, the evolution of the, 19-35;
+    the early, 22, 23, 99;
+    Mr. Pullman's first, 28-32;
+    rise of the industry, 39-58
+
+  Stagecoach, the English, 2-4, 6
+
+  Steel, the first all-, Pullman cars, 123ff.
+
+  Stephenson, George and Robert, and the first steam engines, 5, 7, 9
+
+
+  _Trans-Continental_, the paper published by Pullman car tourists in
+          1870, 54
+
+  Transportation, birth of railroad, 1-15
+
+  Trevithick, Richard, experiments with steam locomotive, 5
+
+  Trucks, the, used for Pullman cars, 126
+
+  "Twenty minutes for dinner," failure of the system of, 102, 103
+
+
+  Vanderbilts, back the Wagner car, 76, 77, 84, 85
+
+  Vestibule invented, 106, 107;
+    vestibuled trains in service, 109;
+    trial trip, 110;
+    welcomed in Mexico, 111
+
+
+  Wagner Palace Car Company, competitor of the Pullman Company, 76-79,
+          84;
+    loses to the Pullman Company, 85
+
+  Wagner, Webster, founder of the Wagner Palace Car Company, 76
+
+  Woodruff sleeping car, 81;
+    acquired by the Pullman Company, 83
+
+
+
+
+[Transcriber's Notes
+
+
+All words printed in small capitals have been converted to uppercase
+characters.
+
+Duplicate chapter headings have been removed.
+
+The following modifications have been made,
+
+  Page 129:
+  "carrry" changed to "carry"
+  (will carry from coast to coast)]
+
+
+
+
+
+
+End of Project Gutenberg's The Story of the Pullman Car, by Joseph Husband
+
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