B
383804
ARTES
LIBRARY
OF THE
UNIVERSITY OF MICHIGAN
SPEKINTAAN
PRESENTED BY
THE AUTHOR
:
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2715
B952
A82
BUREAU OF RAILWAY ECONOMICS
Washington, L.
Selected Special Studies
1910-1914
WASHINGTON
!
1914
THE BUREAU OF RAILWAY ECONOMICS
Was established August 1, 1910, by railways of the United States for the
scientific study of transportation problems
Samuel Rea, President, Pennsylvania Railroad, Chairman
FAIRFAX HARRISON, President, Southern Railway
L. E. JOHNSON, President, Norfolk & Western Railway
DARIUS MILLER, President, Chicago, Burlington & Quincy Railroad
Daniel WillARD, President, Baltimore & Ohio Railroad
B. L. WINCHELL, Director of Traffic, Union Pacific Railroad
General Executive Committee for 1914
LOGAN G. MCPHERSON
Director
FRANK HAIGH DIXON
Chief Statistician
JULIUS H. Parmelee
Statistician
RICHARD H. JOHNSTON
Librarian
L. C. Card No. A14-3018
Reclass 7-21-26 NKI,
CONTENTS
Bulletin
No.
4. A Comparative Statement of Physical Valuation and Capitaliza-
tion.
21. The Cost of Transportation on the Erie Canal and by Rail.
24. Comparative Railway Statistics of the United States, the United
Kingdom, France, and Germany.
28. Effect of Recent Wage Advances upòn Railway Employees' Com-
pensation during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to
Traffic and Revenue, 1909-1910-1911.
34. A Comparative Study of Railway Wages and the Cost of Living
in the United States, the United Kingdom, and the Principal
Countries of Continental Europe.
'39. Comparison of Capital Values—Agriculture, Manufactures, and
the Railways.
45. Railways and Agriculture, 1900-1910.
53. The Arguments For and Against Train-Crew Legislation.
62. List of Publications Pertaining to Government Ownership of Rail-
ways.
268066
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the United States
for the Scientific Study of Transportation Problems
LOGAN G. MCPHERSON
DIRECTOR
FRANK HAIGH DIXON
CHIEF STATISTICIAN
A Comparative Statement
of
Physical Valuation
and
Capitalization
Serial No. 4
WASHINGTON, D. C.
1911
A Comparative Statement
of
Physical Valuation
and
Capitalization
Serial No. 4
WASHINGTON, D. C.
1911
PHYSICAL VALUATION AND CAPITALIZATION.
INTRODUCTION.
An attempt has been made in this study to compare as accurately
as possible the physical value and the capitalization of steam rail-
ways in the states in which official valuations have been made, that
is, in the states of Washington, South Dakota, Michigan, Minnesota
and Wisconsin. The state of Texas is considered only casually for
reasons which appear in the discussion. It should be noted that
in every case the statistics pertaining to value cover only physical
properties. No attempt has been made to secure intangible value,
which, as a matter of fact, has been arrived at only in one or two
instances by State Commissions. The omission of intangible value
should be held in mind in comparing physical value and capitaliza-
tion, for it is at least an open question whether intangible value may
not properly be capitalized.
The most significant question involved in the method of physical
valuation is the manner in which right-of-way and terminal value
is obtained; in other words, whether or not the railway is to be
allowed a value for its land greater than that of adjoining land,
because the railway corporation must settle all damages created by
its entry upon private property, and because it frequently must pay
an enhanced price for the land which it purchases due to the knowl-
edge on the part of the landowner that the railway must have it at
any price. The methods of valuing such land, so far as they could
be discovered, are given in the text. It will be observed that Wash-
ington, South Dakota, Michigan and Wisconsin make allowance for
this added cost in estimating cost of reproduction, and that the
Minnesota Railroad Commission while disapproving the method in
principle, has nevertheless had a valuation prepared upon this basis.
In this connection, it should be noted that the valuations of both
Michigan and Wisconsin were made for taxation purposes.
Assignment of capitalization to the different states has been made
upon the single track mileage, that is, upon the road mileage basis.
While this is not the most scientific basis, it is the only practicable
one which could be employed, for statistics are in most cases not
available for an assignment upon any other plan. With a few
notable exceptions, the commissions of the different states present
only incomplete and undigested statistical matter in their annual
reports.
It is necessary to call attention at this point to a matter of tech-
nical detail which becomes. in its application. of verv considerable
4
importance. Some of those who have already published comparative
statements of value and capitalization have made assignments of
capitalization to states upon an erroneous basis. It has apparently
been the practice to find the ratio of the aggregate mileage within
the state to the total mileage of all the systems traversing the state,
and then apply this percentage to their total capitalization to
determine the state's proportion of capitalization. This method is
simple, but it leads to erroneous results, because it applies to a
series of different capitalizations an average percentage, which, as
a matter of fact, is applicable to no one of them. The only correct
method is to determine the capitalization of each road separately
on the mileage pro-rate basis, and then add the results together to
obtain the aggregate of state capitalization. This latter method has
been followed in this presentation.
So many errors have been discovered in the statistical tables
prepared by the State Commissions that these reports have not been
relied upon in most cases for total mileage or total capitalization.
The Statistics of Railways of the Interstate Commerce Commission
has been generally used.
In attempting this comparison of physical value and capitaliza-
tion, many difficulties have arisen which could not be entirely
removed.
1. In the first place, when the valuation has been made by a body
other than the railroad commission, it has been difficult to identify
in every case the corporation whose property was valued, and to
assign to such corporation its proper capitalization. Roads report-
ing their capitalization to the Commission are as a rule the operating
roads, while the roads are valued under their corporate names
whether operating or not. Adjustments have in some cases been
necessary, but these adjustments have in no case affected the
conclusions drawn.
2. As a result of the intercorporate relationships of the various
railways, the aggregate capitalization, even within the limits of a
single state, contains more or less duplication. This duplication it
has been the purpose of this study to eliminate as far as possible.
The most striking case which has been encountered is in Minnesota,
where not only is the capitalization of the Chicago, Burlington &
Quincy included, but at the same time there is embodied the Great
Northern's share of the $215,000,000 bond issue with which the
C. B. & Q. stock was purchased. Moreover, in eliminating such
duplications, this study has followed the practice of the Statistician
of the Interstate Commerce Commission, who eliminates collateral
trust bonds before computing funded debt per mile for the individual
5
railway corporations. All collateral trust bonds have been elimi-
nated from the aggregate capitalization of the individual road before
its stock and bonds have been assigned to the various states. In the
same manner, bonds of proprietary companies have been deducted
when these proprietary companies appear separately with their
own capitalization. A third form of duplication has been corrected
by deducting securities held in the treasury. It is evident that
securities for which no value has yet been received cannot properly
be included in a study which compares capitalization and physical
value. Again, securities held in sinking funds have been eliminated
from total capitalization. Appropriations to the sinking fund are
merely appropriations for the retirement of debt, and the statement
that securities are "kept alive" in a sinking fund is largely a fiction.
Finally the total capitalization is increased beyond its proper size
for comparison with physical value by the fact that it is frequently
issued to cover "other properties" than railways. Railways are
frequently engaged in business other than transportation and no
distinction is made between securities issued for transportation and
those issued for miscellaneous purposes. So far as it has been
possible, capital issues covering "other properties" have been elimi-
nated, but to do this adequately would have required a more
extended investigation than was possible at this time. Hence, it is
probable that a considerable amount of capitalization is included
in the comparative tables which might properly be eliminated
because it does not represent railway property. Even with all these
deductions there are doubtless other duplications which might be
eliminated were a careful study made of the purpose for which
capital stock was issued by the various roads, yet it must be clear
from the eliminations which have been made that the object is to
set up against physical value the securities outstanding in the hands
of the public upon which corporations are entitled to earn.
3. It is evident that an allocation of capitalization upon a mileage
pro-rate basis is not an accurate figure for a comparative study of
this character. It does more than justice to some states and less
than justice to others. A state like South Dakota with most of its
mileage single track and with no valuable terminals gets on a
mileage pro-rate far more than its proportion of the capitalization
of the roads which operate within its borders, for there is credited
to the state a portion of the capitalization which belongs to valuable
properties located elsewhere. On the other hand it is possible that
the capitalization of the Washington railways should be increased
beyond the amount allotted on a mileage pro-rate if correct results.
are to be obtained. An illustration of the inaccuracy of this method
6
is found in Wisconsin where the Illinois Central with nothing but
branch line mileage in the state and no valuable terminals has its
capitalization assigned to the state on a road mile basis. This
difficulty is inherent in the situation. It only serves to make clear
the proposition that if railways are to be valued at all they should
be valued as units and not piecemeal by the separate states.
From what has just been said it must be clear that such a com-
parison as is presented in this study cannot be conclusive. It has
been made in the hope that some degree of accuracy might be reached
in a subject which has received of late much inaccurate treatment.
WASHINGTON.
The source of information for the valuation of Washington rail-
ways is the "Findings of Fact" of the Railroad Commission of
Washington published in 1909. The results of these findings were
embodied by Mr. J. C. Lawrence of the Washington Commission, in
an article in the Railway Age Gazette of February 18, 1910, from
which the facts here given were derived. Commissioner Lawrence
in this article discusses the methods employed in the valuation of
Washington railways, and it will be of interest to quote from his
discussion before presenting the statistical results:
The cost of reproducing right-of-way and terminals was estimated on the
basis of market value of adjacent property, plus the additional amount
experience has shown a railway company must pay for conséquential damages
in securing such property.
The unearned increment was allowed in the cost of reproduction. This
may be either in the cost of construction of roadbed, structures and equipment
or in the right-of-way and terminals. To fail to allow such increased value
would be as unfair to the public as to the railways. Take for instance the
terminals of an established road in an important city which were acquired
at a low value, say for a million dollars; a new line is constructed and, to
acquire its terminals contiguous to and of equal value to that of the estab-
lished road, pays, say $10,000,000. If the latter road were not allowed the
value it paid then it would be deprived of a return on the amount actually
and necessarily invested in acquiring its property, and in that way deprived
of the property itself, for the value of the use of the property is in reality the
property itself. If this value were allowed to the latter road and denied to
the former, then traffic tributary to the one would have an advantage over
the other, and the construction of additional and competing roads would be
discouraged. *
The Commission concluded that on an established road, maintained to a
proper standard of efficiency, there would be no continuing depreciation; that
on a newly constructed line there would be a rapid depreciation of certain
elements during the first few years. This would apply particularly to ties,
and, in a lesser degree, to wooden structures and equipment. On the other
hand, there would be an appreciation of roadbed on a new line, due to the
seasoning and hardening which follows its use, attributable not only to set-
7
tling of embankments, thus rendering the condition of the roadbed more
permanent and safe, but to the necessary labor involved in raising and
widening embankments, cleaning out and widening cuts, safeguarding them
from slides and remedying the defects occurring in construction and the
contingencies which necessarily follow. Such appreciated value of roadbed
would largely affect the depreciation in the value of the other items.
The appreciated value of the roadbed was added to the estimated cost of
reproduction new, and from this sum deductions were made to cover the
depreciation of all other items.
But the depreciated value of a
road in profitable operation does not equal its market value. To this depre-
ciated value must be added a sufficient amount to cover the enhanced value
due to building up a successful transportation business. It is inconceivable
that the value of such a business enterprise under efficient management
should depreciate from a market standpoint.
In his discussion of "market value" Mr. Lawrence considers such
influences as prices of outstanding securities, density of population,
amount, permanency and class of traffic, and value of facilities for
doing business.
In view of the fact that the Washington Commission has not
made any statistical summary of its findings, it has been somewhat
difficult to determine whether the entire mileage of the state was
valued and what was the length of mileage actually included. In a
personal letter under date of December 18. 1910, Commissioner
Lawrence writes that the valuation included in their "Findings of
Fact" of 1909, covers "the railway mileage in existence at the time
of the creation of the Commission, June, 1905, approximating 3,300
miles. Since that date the mileage has been increased to a little in
excess of 5,000 miles and the Commission is now engaged in valuing
this new construction."
Yet from the tabular summary presented in the article referred
to, the Commissioner seems to account for only 3,016 miles, and this
figure has been used in presenting the per mile of line valuations in
the table below. In view of the fact that the valuation included
only the mileage in existence in 1905, it has been necessary to use
the 1905 capitalization as a comparative figure. It has not been
found possible to present statistics of capitalization for the exact
mileage involved in the physical valuation, but the figure employed,
3,167 miles, is so nearly identical that the worth of the comparison
is not destroyed.
Washington-Physical Valuation and Capitalization.
Physical value (1905-08):
Cost of reproduction new.
Present value..
Market value.
Capitalization
•
Total.
Mileage. Per mile,
$194,057,240
3,016
$64,343
175,797,025
3,016
58,288
195,662,635
3,016
64,875
168,696,670
3,167
53,267
8
SOUTH DAKOTA.
At the time that this study was made, the report on physical
valuation for the state of South Dakota had been completed but had
not yet been published. Such information as is here given was
obtained by correspondence.
In valuing railway lands the Commission used the multiple of
250 per cent as an average, and applied it to all farm and city lands
traversed by the roads; that is, it estimated railway land to be worth
two and one half times that of adjoining land.
The number of miles valued was 3,953. Although the Commission
dated its valuation June 30, 1909, it appears that the valuation was
begun under an act of 1907, and that much of it had been completed
before January 1, 1909. A more accurate comparison of actual
conditions would probably have been made had capitalization figures
been used for 1908 instead of 1909. However, the 1908 figures have
been employed in the case of but one road, the Chicago, Milwaukee
& St. Paul of South Dakota, and this was because its intercorporate
relationships with the parent company were not fully adjusted on
June 30, 1909.
South Dakota-Physical Valuation and Capitalization.
Total.
$106,494,503
Physical value 1908:
Cost of reproduction new.
Present value..
Capitalization
Mileage. Per mile.
3,954
$26,933
91,695,132
138,850,297
3,954
23,190
3,954
35,116
MICHIGAN.
The original appraisal of the physical properties of Michigan rail-
ways was conducted in 1900-01, under the direction of the Board of ·
State Tax Commissioners. Since that time the Tax Board has
annually presented a table of assessed value of railway property,
which by law must be an assessment at what the Board considers the
actual value of the property, that is, a 100 per cent assessment. The
assessed value is doubtless intended to correspond with "present
value" as determined by the original valuation. Yet the Tax Board
in its annual presentation of assessed value omits figures of cost
of reproduction new, gives no table of mileage valued but merely the
name of each corporation, and gives no indication that a genuine
investigation of railway values has been made. This leads to the
inference that no valuation of railway property has been attempted
in the state of Michigan since the original valuation by Professors
Cooley and Adams. It has seemed best, therefore, to include a
comparative statement of valuation and capitalization for the year
9
1900, as well as the incomplete statement for 1907. In cases where
capitalization could not be found for corporations listed in the
report of the Tax Commissioners, the assessed value of such corpora-
tions has been deducted from the total in order that the statement
presented might be properly comparative.
The method of valuing right of way and terminal lands is
described as follows by Professor Cooley in his report to the Michi-
gan Board of State Tax Commissioners:
The question whether the increased cost of right of way over and above
the value as determined by contiguous property may properly be included in
the present value of a railroad, is a matter about which there may be a
difference of opinion. The true cash value of a thing has been defined as
the price upon which a purchaser and a seller mutually agree, and at which
an actual transfer takes place. If an attempt were made to purchase an
existing right of way, as, for example, an entrance into a city, if the owner
were willing to sell at all he surely would take into consideration what it
would cost the purchaser to get into the city by any other route, and the
prospective purchaser would surely consider what it would cost him by
another route. The conclusion finally reached was to add to the value of the
right of way, as determined by contiguous property, an amount fairly repre-
senting the additional actual cost to the railroad.
Michigan-Physical Valuation and Capitalization.
Physical value 1900:
Cost of reproduction new.
Present value..
Capitalization
Physical value 1907:
Present value..
Capitalization
Total.
Mileage. Per mile.
..$202,716,262
7,813
$25,946
166,398,156
7,813
21,298
291,605,232
7,813
37,323
204,033,500
8,343
24,456
357,555,907
8,343
42,857
MINNESOTA.
The State of Minnesota has recently completed a most exhaustive
physical valuation of railways as of June 30, 1907. This report
requires little comment as the very complete statistical presentation
explains itself. As already noted, the valuation was made on two
different bases, described below as Estimate A and Estimate B. In
Estimate A, allowance is made for the price which railways would
have to pay for the land for railway purposes, including damages
and monopoly prices for land. In Estimate B., land is valued on
the same basis as land lying in contiguous territory. The Minnesota
Commission contended for the valuation represented by Estimate B,
the railways maintained that Estimate A was the fairer one. In
this connection, reference should be made to the basis employed by
the states of Washington, South Dakota, Wisconsin and Michigan.
The capitalization figures are those for June 30, 1907. The
10
considerable reduction in the capitalization figure below that com-
monly quoted for Minnesota is due to the elimination from the
Great Northern's capitalization of $107,000,000, being its proportion
of the Chicago, Burlington & Quincy collateral 4's issued jointly by
the Great Northern and Northern Pacific. In view of the fact that
the Chicago, Burlington & Quincy capitalization is already included
in the total capitalization of Minnesota railways, it is an obvious
duplication to include in the capitalization of the purchasing com-
pany any part of the bonds with which the Burlington stock was
purchased.
*Minnesota-Physical Valuation and Capitalization.
Physical value, 1907, Estimate A:
Cost of production new-
Carrying roads..
Switching roads.
Total
Present value:
Carrying roads...
Switching roads.
Total.
•
Physical value, Estimate B1:
Cost of reproduction new.
Present value.....
Physical value, Estimate B2:
Cost of reproduction new-
Carrying roads...
Switching roads..
Total
Total.
$397,299,471
Mileage.
Per mile.
7,577.71
$52,430
14,435,724
18.72
770,933
411,735,195
7,596.43
54,201
347,051,336
7,577.71
45,799
13,428,824
18.72
717,160
360,480,160
7,596.43
47,454
•
373,820,141
7,596.43
49,210
322,565,107
7,596.43
42,463
350,106,321
7,577.71
46,202
10,855,227
18.72
579,718
360,961,548
7,596.43
47,517
Present value:
Carrying roads..
299,858,186
7,577.71
39,571
Switching roads..
9,848,327
18.72
525.945
Total
309,706,513
7,596.43
40,770
Capitalization:
Carrying roads.
292,299,292
7,577.71
38,574
Switching roads.
•
7,728,404
18.72
412,732
Total
$300,027,696
7,596.43
$39,496
*Estimate A includes multiples on lands for right of way, yards and term-
inals, and allowance for adaptation and solidification of roadbed. Estimate
B1 omits from Estimate A multiples on lands for right of way, yards and
terminals. Estimate B2 omits from Estimate A multiples on lands for right
of way, yards and terminals, and allowance for adaptation and solidification
of roadbed.
11
WISCONSIN.
The appraisal of the physical properties of Wisconsin railways is
in charge of the Wisconsin Tax Commission, and is made primarily
for taxation purposes. The original appraisal was made as of June
30, 1903, and annual revisions thereof have been made through the
medium of reports by the railways to the Engineer of the Commis-
sion. The last report just received is dated June 30, 1909.
Concerning the method of valuing right of way and terminals,
Professor W. D. Taylor, then Engineer of the Commission, made the
following statement in a report to the Commission dated January 2,
1905:
To determine the value of the land in the present right of way, such lands
must be deemed as belonging to the owners of the adjoining lands and to
be acquired by negotiations with such owners or under the power of eminent
domain, whereby the owners are entitled to just compensation for the land
actually taken and for depreciation in the market value of the residue in
consequence of the railroad crossing the part taken. In ordinary language,
the inquiry will be first, what is the fair average market price per acre for
ordinary purposes of the land taken, and second, how much is the depreciation
in the salable value of the residue of the parcel, lot, or tract with the buildings
thereon from which the right of way is severed. The sum of the two items,
first, the market price of the land taken, and the second item, depreciation in
the salable market value of the residue, will constitute the right-of-way value.
The figures of total capitalization are those reported by the rail-
ways to the Wisconsin Railroad Commission on June 30, 1909. The
Tax Commission has valued a number of private unincorporated
roads, which have no capitalization. The valuations of these roads
have been omitted from the table presented herewith in order to
make the comparison more accurate. The mileage figure used in
computing capitalization per mile could not be made to agree exactly
with the mileage valued but the discrepancy of 39 miles is not
sufficient to disturb the general conclusions.
Wisconsin-Physical Valuation and Capitalization.
Physical value 1909:
Cost of reproduction new.
Present value...
Capitalization
Total.
Mileage.
Per mile,
$296,803,322
7,098.70
$41,811
240,718,711
7,098.70
33,910
311,819,128
7,060.00
44,167
TEXAS.
The Texas Railroad Commission estimates the total value of
railroads in that state up to October 31, 1909, at $212,794,586 or
$17,198 per mile of line. The aggregate capitalization on June 30,
12
1909, including equipment trust obligations and current liabilities,
is given as $420,031,677, or $31,910 per mile of line. These two
totals have often been compared and conclusions have been drawn
from them unfavorable to the methods of railway capitalization.
Yet a moment's consideration will show that the two totals have no
relation to each other whatever. By the Stock and Bond Law of
April 8, 1893, the Railroad Commission was instructed to value the
property of the various railroads as a preliminary to the approval
or disapproval of the issue of additional securities. Valuations were
made immediately of all roads then in existence and changes in the
aggregate value of Texas railroads since that time have occurred
only when new lines have been constructed. In other words, the
valuation now so frequently quoted was made in 1894-6, when,
following the panic of 1893, land, right-of-way, terminal facilities
and construction materials were at their lowest prices. To present
that original value as the present value of Texas roads, as the Com-
mission has done, is to refuse to give the roads any credit for
permanent improvements, for the general settling and seasoning of
their properties, or for the advance in value due to the general
growth of the community to which the railroad has largely con-
tributed.
Whatever may have been the degree of overcapitalization in 1894,
no comparison of an 1894 valuation with a 1909 capitalization can
have the slightest validity. From 1896 to 1909 there was an increase
in the Commission's valuation of Texas roads per mile of line of
only 9.3 per cent. That this increase does not at all represent the
actual increase in investment in Texas roads is shown by a study of
gross earnings. Taking an average of the three years 1894-6 as a
base, and comparing this with an average for the three years 1907-9
there is found to be an increase in gross earnings per mile of road in
Texas of 71.8 per cent. At the same time, capitalization (stocks and
bonds) per mile actually decreased 22.24 per cent between 1896 and
1909.
Mr. Charles S. Potts, Professor of Law in the University of Texas,
in his monograph on Railroad Transportation in Texas, expresses
the opinion that if a thorough revaluation were made of Texas roads,
the margin between actual value and capitalized value would be
wiped out in the case of many roads. He quotes Mr. R. A. Thompson,
for many years chief engineer of the Texas Railroad Commission, in
a hearing before the Interstate Commerce Commission, as asserting
it to be his deliberate opinion that the physical property of Texas
railroads, valued by the Commission at $17,000, was worth on an
average $30,000 per mile of line.
13
It is of interest to observe that the Texas Railroad Commission
in its more recent valuations has placed a higher value per mile
upon railway property than in its earlier valuations. Between 1894
and 1896, forty-five roads with a mileage of 9,105 miles were valued
at an average of $15,589 per mile. Between 1905 and 1909, thirty-
seven roads, with a mileage of 1,678 miles, were valued at $22,227
per mile.
It is significant that the Texas Tax Board in 1908 estimated
the total value of railroad property, tangible and intangible, as
$409,957,928 or $31,776 per mile of line. This board in its estimate
includes all those elements of value which are omitted by the Rail-
road Commission.
For the reasons given, all figures for Texas are excluded as worth-
less from the summary table at the end of this discussion.
RECAPITULATION
STATE
PHYSICAL VALUE
COST OF
REPRODUCTION
Present Value
CAPITALIZATION
Total
Per Mile
Total
Per Mile
Total
Per
Mile
Washington, 1905*……….
South Dakota, 1908...
Michigan, 1900...
$194,057,240 $64,343
106,494,503 26,933
202,716,262 25,946
$175,797,025
1907....
Minnesota, 1907-
$58,288
91,695,132 23,190
166,398.156 21,298
204,033,500 24,456
$168,696,670 $53,267
138,850,297 35,116
291,605,232 37,323
357,555,907 42,857
Estimate A
Estimate B 1
Estimate B 2 ……..
411,735,195 54,201
....
Wisconsin, 1909.
296,803,322
373,820,141 49,210
360,961,548 47,517
41,811
360,480,160 47,454
322,565,107 42,463
309,706,514
40,770
240,718,711
300,027,696 39,496
33,910
311,819,128
44,167
*In Washington, a market value of $195,662,635, or $64,875 per mile, is also given.
It should be kept clearly in mind by any one who uses the figures
given in this pamphlet that this is not, and is not intended to be,
a definite or an absolutely accurate statement of the relation of
physical value to capitalization. Its purpose is to point out the
difficulties of comparison of these two items within the limits of
single states, and to resolve these difficulties so far as available
statistics will permit. Further investigation would make possible.
the production of a multitude of illustrations of the injustice to the
railways in most of these western states of the mileage pro-rate
method of capital distribution. Although the figures given are those
of physical value only, strong arguments might have been advanced
14.
for the capitalization of intangible values. But this pamphlet was
not designed as a discussion of the principles which should apply
in a valuation of railways, nor as an exhaustive discussion of the
statistical elements involved.
BUREAU OF
RAILWAY ECONOMICS
LOGAN G. MCPHERSON
DIRECTOR
FRANK HAIGH DIXON
CHIEF STATISTICIAN
The Cost of Transportation on
the Erie Canal and
by Rail
Bulletin No. 21
WASHINGTON, D. C.
1911
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
1. Suminary of Revenues and Expenses of Steam Roads in the
United States for July, 1910. (Monthly Report Series,
Bulletin No. 1.)
2. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1910. (Monthly Report Series,
Bulletin No. 2.)
3. Summary of Revenues and Expenses of Steam Roads in the
United States for September, 1910. (Monthly Report
Series, Bulletin No. 3.)
4. A Comparative Statement of Physical Valuation and Capitali-
zation.
5. Preliminary Bulletin for November, 1910-Revenues and
Expenses.
6. Railway Traffic Statistics.
7. Summary of Revenues and Expenses of Steam Roads in the
United States for October, 1910. (Monthly Report Series,
Bulletin No. 4.)
8. Summary of Revenues and Expenses of Steam Roads in the
United States for November, 1910. (Monthly Report
Series, Bulletin No. 5.)
9. Summary of Revenues and Expenses of Steam Roads in the
United States for December, 1910. (Monthly Report
Series, Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the
United States for January, 1911.
11. Comment on the Decision in the Western Advanced Rate Case,
No. 3500. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the
United States for February, 1911.
13. Summary of Revenues and Expenses of Steam Roads in the
United States for March, 1911.
(Continued on third page of cover.)
The uumbering of the monthly bulletins as a separate series was abandoned
with the December, 1910, issue. Since then all bulletins issued by the Bureau
have been given a consecutive number only.
The Cost of Transportation on
the Erie Canal and
by Rail
WASHINGTON, D. C.
OCTOBER, 1911
THE SOURCES OF INFORMATION utilized in the preparation
of this study are the following:
Annual reports of the New York State Superintendent of
Public Works.
Annual reports of the New York State Comptroller.
Annual reports of the New York State Engineer.
Report of the Committee on Canals of New York State
(Greene Committee), 1899.
Reports of the Inland Waterways Commission, the United
States Census Bureau, Bureau of Corporations, and Inter-
state Commerce Commission.
A. Barton Hepburn-Artificial Waterways and Commercial
Development, (New York, 1909).
Publications of the Buffalo Historical Society.
Articles by Secretary John A. Fairlie of the Greene Com-
mittee.
Personal interviews with the statistician to the New York
State Superintendent of Public Works, assistants in the
offices of the New York State Comptroller and State
Engineer, and others.
SUMMARY.
A comparison of the cost of transportation by canal and by rail
should include not only the immediate cost of conveyance, but also
the cost of capital, of operation, and of maintenance.
Since 1882 the canals of the state of New York have been main-
tained and operated at the expense of the state for the free passage
of boats, the only charges paid by the shipper by canal being those
of the boatmen for conveyance. This does not mean that the fixed
charges and cost of maintenance are obliterated but that they are
borne by the community as a whole instead of by the shipper.
Official data indicates that up to 1905 the cost of the Erie Canal
was about $57,600,000 or $163,600 per mile.
If only four per cent be allowed for interest charges and extraor
dinary repairs and depreciation on the Erie Canal, and its total
cost be taken at only $55,000,000, the annual fixed charge for these
purposes is $2,200,000. This may be termed the aggregate cost of
capital reduced to an annual basis.
As nearly as can be computed from ascertainable data the expense
of maintaining the Erie Canal borne by the state of New York
for the year 1909 was $672,105.
As nearly as can be computed from ascertainable data the average
ton-mile charge made by the boatmen for conveyance of traffic over
the Erie Canal is 2 mills.
A liberal estimate of the traffic on the Erie Canal for the year
1909 is 435,000,000 ton miles.
Apportionment of the aggregate annual cost of capital to this
ton mileage gives 5.06 mills per ton mile. The cost of maintenance
likewise apportioned gives 1.55 mills per ton mile. These items
added to the immediate charge for conveyance of 2 mills make the
total cost of transportation of freight on the Erie Canal 8.61 mills
per ton mile.
For the same year of 1909 the average freight receipts were 6.2
mills per ton mile by the New York Central, 6.1 mills by the Erie,
7.4 mills by the Lackawanna, and 6.4 mills by the Lehigh Valley.
Whichever one of these various railway average receipts per ton
4
mile be taken, the cost of transportation on the Erie Canal exceeds
it by from sixteen to more than forty per cent.
These average rail receipts moreover include returns from high-
grade merchandise such as is not carried in any quantity on the
Erie Canal. The traffic of the Erie Canal is composed princi-
pally of grain, lumber, iron and iron ore, stone, and coal. The
receipts of the railways from such traffic are lower than their aver-
age receipts, and therefore the ratio of rail receipts to canal receipts
on the kind of traffic that is carried by canal is lower than the above
percentages indicate.
The railways moreover are in service all of the time while the
canal is idle an average of four and one-half months of each year.
It is impossible at this time to compute or even estimate what the
total cost of transportation will be on the new barge canal into
which the Erie Canal is being transformed. The Greene Committee
of 1899 estimated the cost of the barge canal at about $60,000,000.
Already more than $100,000,000 have been appropriated for the pur-
pose, and it seems probable that another $19,000,000 will be required
for terminals.
The Cost of Transportation on the Erie Canal
and by Rail.
In the wide discussion regarding canals and inland waterways in
this country during the past few years, little attention has been
directed to the total cost of canal transportation. The term "total
cost" is here used to cover not only the immediate cost of conveying
goods, but also the cost of maintenance of the canal, cost of ordinary
repairs, and fixed charges, dividends, and depreciation charges, if any.
Freight rates via the Erie Canal are frequently contrasted with
freight rates via railway, but as they comprise only the immediate
transportation cost, that is, the direct charge for conveyance alone,
they are hardly comparable with railway rates, which provide the
revenue from which must be met not only the cost of conveyance, but
also fixed charges upon the capital invested in the plant and the
expense of maintenance of plant and equipment. All tolls on New
York State canals were abolished in 1882, and the canals since that
date have been maintained and operated at the expense of the state
for the free passage of boats. Thus the only charges made against
a shipper of goods by canal are those of the boatman who handles
the goods, and these charges do not help to pay for the maintenance
of the canal or for repairs. From the shipper's point of view a canal
rate of two mills a ton mile is unquestionably preferable to a railway
rate of six mills, if speed and convenience of handling are not as
important to him as a low rate. It will be shown, however, that
from the broader point of view of the community the railway rate,
although apparently higher, may not actually be so. The maintenance
and fixed charges on the canal, which are borne by the community,
may amount to more than the difference of four mills per ton mile,
which is the immediate saving to the shipper. This raises the ques-
tion whether the burdening of the entire community for the benefit
of the shippers, who constitute only a portion of it, is justified. But
leaving this question aside, a fair comparison of the cost of trans-
portation by canal and by rail should certainly be of aggregates that
include every element in those respective costs.
This study is an effort to estimate the total cost of transporting
a ton of freight one mile on the Erie Canal at the present time, and
to compare that cost with typical or average railway ton-mile freight
6
receipts. To reach an estimate of transportation cost on the Erie
Canal, it has been necessary to ascertain three items in that cost:
first, fixed charges on the canal, or cost of capital; second, cost of
maintenance; third, immediate cost of transportation. The sum of
these three items will give, fourth, the total cost of transportation.
The Erie Canal is a product of state enterprise, paid for from
funds obtained for the most part through loans made by the State of
New York. These loans have to a large extent been repaid, partly
out of the revenue from the canal, and partly from sinking funds
established and built up through taxation. Because of this liquida-
tion of the canal debt, interest charges paid by the state on behalf
of the canal have till recently been comparatively small. The canal
represents, however, the investment of the people of the State of New
York in a transportation plant, just as a railway represents an
investment on the part of its stockholders and bondholders. In
ascertaining canal transportation costs that shall be strictly com-
parable with railway transportation costs, it will therefore be neces-
sary to arrive by some method at the physical value of the Erie
Canal today and on that value compute fixed charges, representing
interest on the investment and depreciation.
But how estimate the value of the canal? There are two ways:
first, to take the total cost of construction and permanent improve-
ments to date or, second, to make a physical valuation of the whole
canal property. Clearly, it is impossible to value the property with-
out a careful appraisal. The statement so frequently made during
the New York State canal campaign of 1903 that the Erie Canal, as
it stood, was worth more than the total amount expended on it since
its inception, cannot be accepted without proof, especially as value
depends so definitely on performance. The canal is not of value
except as a canal, and as a canal is valuable only in proportion to
the service rendered by it. It is feasible, however, to ascertain the
total cost of construction and improvement of the Erie Canal as a
measure of its present value.
Complete official data showing the cost of the Erie Canal to 1905,
the year when work on the new barge canal was commenced, are not
available. The canal auditor of the State of New York, in his annual
report for 1882, stated the total cost to that year as $49,592,000.
From 1882 to 1905 a number of special appropriations were made by
the New York legislature for the purpose of improving the state
7
canals, chiefly by deepening the channels and lengthening the locks.
Among these appropriations was one of $9,000,000, made in 1895 for
the purpose of increasing the lock capacity and depth of the Erie,
Champlain and Oswego canals. Of the amounts spent under the
latter appropriation up to July 15, 1898, more than five-sixths, or
$6,787,000, was expended on the Erie Canal.* What proportion of
the other appropriations was applied to the Erie Canal it is not
possible to ascertain, but the share of that canal in the total was
considerably over one-half. The Greene Committee estimated that
the cost of constructing and improving the Erie Canal down to 1896
had amounted to $56,165,000.† It is probable, therefore, that Hep-
burn's estimate of $57,600,000‡ as the total cost to 1905 is well under
the truth. On the basis of $57,600,000, the cost of the Erie Canal
up to 1905 was $163,600 a mile, which may be compared with the
cost of road per mile of the four main trunk lines between Buffalo
and New York-New York Central, Erie, Lackawanna, and Lehigh
Valley. The cost of road per mile of these railways, according to the
reports made to the Interstate Commerce Commission for 1905, was
as follows:
New York Central..
Erie
•
Lackawanna.
Lehigh Valley..
Average.....
$181,250
292,970
90,240
60,490
$212,716
Canal construction is far more expensive than is ordinarily appre-
ciated, as is seen from the foregoing comparison.
It will now be possible to estimate the total cost of transportation
on the Erie Canal, made up of the three items already enumerated:
cost of capital, cost of maintenance, and immediate cost of transpor-
tation.
First. Cost of Capital: Taking four per cent as the rate of upkeep
on the Erie Canal-an item intended to provide for interest charges
and for extraordinary repairs and depreciation-and using a con-
* Report of Committee on Canals of New York State, 1899, p. 162. This com-
mittee is commonly known as the Greene Committee.
†Report, p. 153.
‡A. Barton Hepburn: Artificial Waterways and Commercial Development,
p. 100.
8
servative estimated value of but $55,000,000 for the canal at the
present time, instead of the $57,600,000 cited above, we have a total
annual fixed charge of $2,200,000. This amount will be apportioned
per ton mile of canal traffic in 1909 in a later paragraph.
Second. Cost of Maintenance: The cost to the state of New York
of maintaining the Erie Canal in 1909, according to data contained
in the annual report of the Superintendent of Public Works of that
state,* amounted to $672,105. This amount is ascertained by adding
to the $500,551 of operating expenditures and ordinary repairs a
proportion, obtained by pro-rating on the basis of comparative expense,
of the total general and division expenses of the canals of the state.
This added charge covers administrative and supervisory expenses.
The reduction of this item of maintenance to a ton-mile basis will be
made shortly.
Third. Immediate Cost of Transportation: This is composed of
the boatmen's charges for conveyance. Canal boat rates vary con-
siderably with the season, the condition of traffic, and the attitude
of the boatmen. There are so few owners of boats on the Erie Canal
at present that they can regulate boat rates practically at will. The
actual cost incurred by the boatmen in conveying wheat on the Erie
Canal was estimated by the Greene Committee of 1899† at 1.75 mills
per ton mile. This estimate covers interest at five per cent on invest-
ment in boats, all expenses for wages of boathands, and repairs,
deterioration and insurance on boats, without allowance, however,
for profit to the boatmen. The average rate on wheat from Buffalo
to New York during the season of 1909 varied from 2.07 mills per
ton mile‡ in July to 3.33 mills in October and November; and on
corn from 1.87 mills to 3.07 mills. The average for the season was
2.60 mills per ton mile on wheat and 2.35 mills on corn. These rates
differ by less than one-half of one per cent from the average of the
rates reported by the Superintendent of Public Works for the years
1900 to 1909, and may therefore be considered as representative.
The foregoing rates and estimates apply to grain only. For
all commodities moved on the canals of New York State, the
average ton-mile rate between 1903 and 1907 was 2.00 mills.§ An
*Report for 1909, pp. 31-39.
+Report of Committee on Canals of New York State, 1899, p. 57.
Ascertained by reducing the through rate per bushel to a ton-mile basis.
§Hepburn, p. 104.
9
estimate of 2.00 mills for the average ton-mile rate on the Erie
Canal today would therefore seem to be a reasonable one. This
represents the immediate charge for conveyance.
Fourth. Total Cost of Transportation: Of the three components
of transportation cost so far discussed, two have been gross amounts
for the Erie Canal as a whole, while only the last is expressed in
terms of ton-mile traffic. To reach a figure of total cost per ton per
mile it will be necessary to ascertain the total ton mileage of the
traffic on the Erie Canal in 1909, and reduce the first two amounts to
a ton-mile basis.
Unfortunately, no ton-mileage figures are reported for the canal
traffic in New York State at the present time. It will be necessary
to make an estimate for the Erie Canal based upon the reports
of tonnage carried. The total number of tons of freight carried
on the Erie Canal in 1909 was 2,031,307. What proportion of this
was through freight was not reported, but if the proportion was
the same as in 1908, then 436,731 tons consisted of through freight,
and 1,594,576 tons of way freight. If we assume that way freight
was carried an average of half the length of the canal, or 176 miles-
which is a liberal assumption-and that all the through freight was
carried the whole length of the canal, or 352 miles, we have a total
ton mileage of 435,000,000 for 1909.
On the basis of 435,000,000 ton miles of traffic in 1909, the fixed
charges or cost of capital, $2,200,000, were equivalent to 5.06 mills
per ton mile; and the cost of maintenance, $672,105, to 1.55 mills
per ton mile. The total cost of transporting one ton of freight one
mile on the Erie Canal in 1909 was made up, then, of the following
items:
Cost of capital..
Cost of maintenance...
Immediate cost of transportation..
Total.
...5.06 mills
..1.55
99
.2.00
99
..8.61 mills
Thus there is obtained a total charge for canal transportation of
8.61 mills per ton mile, directly comparable with a railway freight
rate. What railway freight rate or receipt shall be quoted in com-
parison with this 8.61 mills of canal cost? By the four principal
railways running between Buffalo and New York freight receipts
10
per ton mile in 1909 were reported to the New York State Public
Service Commission as follows:
New York Central…….
Erie
Lackawanna
Lehigh Valley.
...6.2 mills
.6.1
""
..7.4
""
..6.4
Whichever one of these various railway average receipts per ton
mile be taken, the cost of transportation on the Erie Canal will be
found to exceed it by from sixteen to more than forty per cent. Even
when compared with average railway receipts for the whole United
States, the Erie Canal cost of transportation is considerably the
higher. Thus average freight receipts per ton mile in 1909, for all
the railways of the United States, amounted to 7.63 mills, as com-
pared with 8.61 mills of cost on the Erie Canal. For specific com-
modities the result is similar. The Interstate Commerce Commis-
sion reports that average railway freight receipts in 1909, for four
of the commodities which make up a large part of the Erie Canal
traffic, were as follows:
Grain
Lumber
Anthracite coal.
•
Bituminous coal..
..6.11 mills
.7.70
""
.6.03
""
.5.12
29
None of these averages, it will be observed, is as high as the aver-
age cost of transportation via the Erie Canal.
All this is true despite the very conservative estimates in making
up the figures for the Erie Canal-and this conservatism is worthy
of special emphasis. Thus the ton mileage estimate used is probably
too large, and the ton-mile canal rates based on that estimate are
correspondingly low. In the opinion of the statistician to the New
York Superintendent of Public Works, the average length of haul
of way freight over the Erie Canal is not over 100 miles, yet the
estimate here adopted is 176 miles. Again, four percent is a con-
servative rate for depreciation and interest. The stock and bonds
of all the railways in the United States in 1909 had an average divi-
dend and interest rate alone that exceeded four per cent, and an
allowance of four percent for both interest and depreciation charges
11
in connection with the Erie Canal, is, in comparison, clearly a
minimum. Finally, the estimate of value of the Erie Canal property
used in the computation is considerably lower than the estimates of
the Greene Committee and of other careful students of canal history.
Another fact that must be recognized in a comparison of railway
and canal transportation costs is that the grade of goods shipped
via canal is far inferior to that shipped via railway. The goods sent
by canal are heavier, coarser, of less value, and naturally are car-
ried at a lower average rate. Of the tonnage carried over the New
York canals in 1909, for example, nearly a third (31.8%) consisted
of stone, rock, lime and clay; another third (36.6%) consisted of
coal, iron ore, pig iron, boards, timber, pulp wood and wood pulp;
while a fifth (21.2%) was made up of grain, ice and salt. It is clear
that an average railway freight rate based only on such articles as
were carried by the Erie Canal in 1909 would be lower than the
average freight rate on all articles carried by railways. The compu-
tations made above, therefore, result in an average canal rate lower
than if the grade of articles carried by the canal averaged as high
as on the railways. Notwithstanding this, the average canal rate, as
has been shown, is actually higher than the highest average railway
freight receipt quoted.
One cause of the high cost of transportation on the Erie Canal is
the fact that the canal remains idle so large a part of each year.
The average length of the canal season is 223 days, or about 71½
months. During the remainder of the year the plant and the boats
lie practically idle, although all of the general and many of the
maintenance expenses continue without change. In the estimate of
the Greene Committee regarding the actual cost of transportation.
allowance was made for this period of idleness by computing all
expenses on the basis of only seven round trips a year-a full load
on the down trip and a third of a full load on the return. But in
estimating depreciation and interest charges no such allowance can
be made the plant is in existence and must be maintained, whether
in operation or not. Whether or not this long period of idleness each
year on the part of the canal is responsible for a large or a small
part of the greater cost of canal as compared with railway trans-
portation, it is an inherent feature of canal business in the state of
New York and must be taken into account when comparing the
canals and railways of that state.
12
This study has been limited to the Erie Canal of today, all the
statistics being based on past performances of record. The people
of the state of New York are now engaged in spending more than
$100,000,000 in the enlargement and improvement of the canal sys-
tem of their state. What the total cost of transportation on the
new barge canal now emerging from the old Erie will be, no one is
in a position to know definitely. The Greene Committee of 1899
estimated the cost of the barge canal at about $60,000,000. Already
more than $100,000,000 has been voted for this purpose, with the
possibility that another $19,000,000 will be required for terminals.
The Greene Committee also made an estimate of the cost to the boat-
men of conveying goods through the barge canal, corresponding to
their estimate of 1.75 mills on the old Erie referred to in an earlier
paragraph. The estimate on the barge canal was 0.52 mill. Whether
this estimate will prove to be approximately accurate, or whether
time will show it to have been too low, no one at the present time can
tell, as no facts exist on which even an approximation may rest. It
is clear, however, that having added so greatly to the cost of the
canal, rates must be much lower, or volume of traffic far greater, or
cost of maintenance and repair lower in proportion to volume of
traffic-one or all of these must result before the total cost of trans-
portation on the new Erie will fall to or below the level of the
average railway freight rate.
It seems clear, then, from the data presented in the foregoing
pages, that the transportation of goods on the Erie Canal at the
present time is a more expensive process, considered from the broad-
est point of view, than on the typical or average American railway,
whether or not that railway be one that competes directly with the
canal.
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
(Continued.)
14. Summary of Revenues and Expenses of Steam Roads in the
United States for April, 1911.
15. The Conflict Between Federal and State Regulation of the
Railways.
16. Summary of Revenues and Expenses of Steam Roads in the
United States for May, 1911.
17. Railway Wage Increases for the year ending June 30, 1911.
Retrenchment in the Railway Labor Force in 1911.
18. Capitalization and Dividends of the Railways of Texas, Year
Ending June 30, 1909.
19. Summary of Revenues and Expenses of Steam Roads in the
United States for June, 1911.
20. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
BUREAU OF
RAILWAY ECONOMICS
LOGAN G. MCPHERSON
DIRECTOR
FRANK HAIGH DIXON
CHIEF STATISTICIAN
Comparative Railway Statistics
OF
The United States
The United Kingdom
France and
Germany
Bulletin No. 24
WASHINGTON, D. C.
1911
Comparative Railway Statistics
OF
The United States
The United Kingdom
France and
Germany
For 1900 and 1909
A
WASHINGTON. D. C.
NOVEMBER, 1911.
Summary
Text-
Introduction ...
CONTENTS.
Page
5
15
I
Railway Mileage in Proportion to Population and Area ......
18
II.
Motive Power and Equipment
21
III.
The Utilization of the Railways
IV.
Capitalization, Revenues and Expenses.
Tables-
Area of Population
Mileage
Equipment
Traffic
Capitalization, Revenues and Expenses
25
31
37
38
40
42
46
SUMMARY.
For the reasons stated in the introduction the comparisons in
this bulletin are in the main between the railways of that portion
of the United States designated by the Interstate Commerce Com-
mission as Group II (comprising approximately the States of New
York, Pennsylvania, New Jersey, Delaware and Maryland) and those
of the United Kingdom; between the railways of Group II and
those of France; between the railways of Group II and those of
Prussia-Hesse, wherein are the more important railways of Ger-
many. However, if the comparison be extended to include the entire
United States, it will set forth the contrast between the supply and
utilization of the railway facilities of the country as a whole and
the supply and utilization of those of its most densely populated
section; and as the comparison of the utilization is on a per mile
of line basis it will not be without significance if extended to indi-
cate the contrast between the United States as a whole and the
respective countries of Europe.
The more essential information contained in the text and the
tables is broadly and roughly summarized in the following para-
graphs. As pointed out there can be no exact and absolute com-
parison.
Group II and the United Kingdom:
The areas of Group II and of the United Kingdom are virtually
of the same extent.
The density of population of Group II is but half that of the
United Kingdom.
In proportion to area Group II has a greater number of miles of
line, but the miles of track are fractionally less.
In proportion to population Group II has over twice as many
miles of line, and virtually twice as many miles of track.
The railways of Group II, with number of freight cars per mile of
line only about two-thirds of that of the United Kingdom, have a
freight train density about three-fourths as great. The freight
revenues per mile of line are over one-fourth greater in Group II.
The railways of Group II, with less than one-sixth as many pas-
6
senger cars per mile of line, have a passenger train density about
two-fifths of that of the United Kingdom; the passenger revenues
per mile of line are less than half as great.
The fact that passenger mile and ton mile statistics are not
recorded for the railways of the United Kingdom prevents a more
specific comparison of the utilization of its railways.
The net capitalization per mile of line of the railways of Group
II is not available. The capitalization per mile of line of the rail-
ways of the United States is less than one-fourth that of the rail-
ways of the United Kingdom and less than one-fifth that of the
railways of England and Wales alone.
Group II and France:
The area of Group II is but little more than half as large as that
of France.
The density of population is virtually the same in Group II and
in France.
In proportion to area Group II has one and five-sixths times the
miles of line of France and over one and four-fifths times the
miles of track.
In proportion to population Group II has twice as many miles
of line and almost twice as many miles of track.
The railways of Group II, with freight cars per mile of line one
and two-thirds times as many as those of France, have a freight
train density over one and one-half times, and a freight density
nearly four and one-half times as great. The average tons per freight
train are nearly two and three-fourth times, and the average ton
miles per inhabitant are over eight times those of France, while
the freight revenues per mile of line are over two and one-sixth
times as great.
The railways of Group II, with less than one-third of the number
of passenger cars per mile of line, have a passenger train density
nine-tenths that of France, a little over nine-tenths the number
of passengers per train, while the passenger density is not quite three-
fourths that of France. The passenger miles per inhabitant are
one and one-third times and the passenger revenues per mile of
line about one and one-tenth times as great as for France.
The capitalization per mile of line of the railways of the United
States is considerably less than half that of the railways of France.
7
Group II and Prussia-Hesse:
The area of Group II is about four-fifths as large as that of
Prussia-Hesse.
The density of population of Group II is about three-fifths of that
of Prussia-Hesse.
In proportion to area Group II has one and one-third times the
miles of line and nearly one and one-third times the miles of track.
In proportion to population Group II has considerably more than
twice as many miles of line and over twice as many miles of track.
The railways of Group II, with number of freight cars per mile of
line exceeding that of Prussia-Hesse by about one-fifth, have a
freight train density about one-fourteenth greater and a freight
density over twice as great. The average tons per freight train
are over twice and the average ton miles per inhabitant nearly
five times those of Prussia-Hesse, while the freight revenues per
mile of line are only about one-sixth greater.
The railways of Group II, with less than one-fourth of the number
of passenger cars per mile of line, have a passenger train density
about three-fifths that of Prussia-Hesse, a little over two-thirds the
average number of passengers per train and a passenger density
about two-fifths that of Prussia-Hesse. The passenger miles per
inhabitant are only fractionally less, and the passenger revenues
per mile of line are about six-sevenths of those of Prussia-Hesse.
The average capitalization per mile of line for the United States
is but little more than half that of Prussia-Hesse.
The United States and Group II:
The area of the United States is over twenty-seven times as large
as that of Group II.
The density of population of the United States is but one-sixth
that of Group II.
In proportion to population the United States has a little more
than twice as many miles of line and over one and one-half times
as many miles of track. In proportion to area the United States
has a fraction over one-third the miles of line of Group II and but
little over one-fourth the miles of track.
The railways of the United States, with number of freight cars per
mile of line somewhat over one-third of that of Group II, have
a freight train density nearly half as great and a freight density
less than two-fifths as great. The average tons per freight train are
about three-fourths, the ton miles per inhabitant over four-fifths,
while the freight revenues per mile of line are less than one-half
those of Group II.
The railways of the United States, with less than two-fifths the
number of passenger cars per mile of line, have a passenger train
density nearly half as great. nine-tenths the number of passengers
per train, and a passenger density little more than two-fifths that
of Group II. The passenger miles per inhabitant are about nine-
tenths and the passenger revenues per mile of line a fraction less
than one-half those of Group II.
This comparison is of the whole United States including Group
II, with Group II.
The United States and the United Kingdom:
The area of the United States is twenty-four times as large as
that of the United Kingdom.
The density of population in the United States is less than one-
twelfth that of the United Kingdom.
In proportion to area the United States has a fraction over two-
fifths the miles of line and a fraction over one-fourth the miles of
track of the United Kingdom.
In proportion to population the United States has over five times
the miles of line and nearly three and one-third times the miles of
track.
The railways of the United States, with number of freight cars per
mile of line but a fraction over one-fourth of that of the United
Kingdom, have a freight train density over one-third as great. The
freight revenues per mile of line are over one-half as great.
The railways of the United States, with less than one-sixteenth
as many passenger cars per mile of line, have a passenger train
density nearly one-fifth that of the United Kingdom, and passenger
revenues per mile of line less than one-fourth as great.
The United States and France:
The area of the United States is about fourteen times as large
as that of France.
9
The density of population in the United States is about one-
sixth that of France.
In proportion to area the United States has about two-thirds as
many miles of line and one-half as many miles of track as France.
In proportion to population the United States has over four times
as many miles of line and over three times as many miles of track.
The railways of the United States, with number of freight cars per
mile of line two-thirds of that of France, with an aggregate
freight car capacity eight times as great in proportion to popula-
tion, have a freight train density three-fourths as great and a
freight density one and seven-tenths times as great. The average
tons per freight train are over twice, and the ton miles per inhabi-
tant seven times those of France, while the freight revenues per
mile of line are virtually the same.
The railways of the United States, with over one-ninth of the
number of passenger cars per mile of line, have a passenger train
density about two-fifths that of France, about six-sevenths the
number of passengers per train and a passenger density somewhat
less than one-third that of France. The passenger miles per inhabi-
tant are about one-fourth greater and the passenger revenues per
mile of line somewhat over one-half those of France.
The United States and Prussia-Hesse:
The area of the United States is over twenty-one times as large
as that of Prussia-Hesse.
The density of population of the United States is a fraction over
one-tenth that of Prussia-Hesse.
In proportion to area the United States has about one-half as
many miles of line and about one-third as many miles of track.
In proportion to population the United States has nearly five
times as many miles of line and over three times as many miles of
track.
The railways of the United States, with number of freight cars per
mile of line one-half of that of Prussia-Hesse, with an aggre-
gate freight car capacity more than five times as great in proportion
to population, have a freight train density over one-half and a
freight density over nine-tenths as great. The average tons per
freight train are one and one-half times and the average ton miles
10
per inhabitant four times those of Prussia-Hesse, while the freight
revenues per mile of line are only a fraction over half as great.
The railways of the United States, with slightly over one-twelfth
of the number of passenger cars per mile of line, have a passenger
train density less than one-third that of Prussia-Hesse, less than
two-thirds the average number of passengers per train, while the
passenger density is a fraction under one-fifth as great. The pas-
senger miles per inhabitant are about eight-ninths and the pas-
senger revenues per mile of line about two-fifths those of Prussia-
Hesse.
Among the striking points developed by these comparisons on the
per mile of line basis are the different relations sustained by the
freight traffic and the passenger traffic of Group II and of the
United States to the freight traffic and the passenger traffic of the
other countries.
With freight train units one and one-half times those of France,
the railways of Group II move four and one-half times the units of
freight, but receive freight revenues only two and one-sixth times as
great. With freight train units but one-fourteenth greater than
those of Prussia-Hesse the railways of Group II move over twice the
units of freight, but receive freight revenues only one-sixth greater.
With freight train units three-fourths of those of France the rail-
ways of the United States move one and seven-tenths times the units
of freight, while the freight revenues per mile are virtually the same.
With freight train units a fraction over one-half as great, the
railways of the United States move nine-tenths the units of freight
of Prussia-Hesse, while the freight revenues are but a fraction over
half as great.
With passenger train units nine-tenths those of France, the rail-
ways of Group II move only three-fourths the number of passenger
units, but receive passenger revenues one and one-tenth times as
great. With passenger train units three-fifths of those of Prussia-
Hesse, the railways of Group II move about two-fifths the number
of passenger units and receive passenger revenues six-sevenths of
those of Prussia-Hesse.
With passenger train units about two-fifths those of France, the
railways of the United States move somewhat less than one third of
the passenger units and receive passenger revenues somewhat over
one-half as great. With passenger train units less than one-third
11
those of Prussia-Hesse, the railways of the United States move a
fraction under one-fifth of the passenger units, while the passenger
revenues are about two-fifths those of Prussia-Hesse.
It is repeated that these comparisons are of the average per-
formance per mile of line and have no relation to the aggregate
utilization of the railways for any of the countries as a whole.
TEXT
INTRODUCTION.
As the service of the railways of a country is intimately related to
the needs of the people of that country, the volume of traffic in large
measure is determined at any given time by the aggregate of the
population and its character. As the population may be dispersed
over an extended region or concentrated in a small area, it is ap-
parent that the extent of the railways and the characteristics of
their service are related to the distribution of the population.
The serviceability of railways is to be viewed in the light of both
supply and demand.
First, what is the proportion of miles of railway to the population
and to the area over which that population is distributed; what are
the facilities for moving traffic, the number and power of locomo-
tives, the number and capacity of freight cars and of passenger
cars?
Second, what use is made of the railways; what is the number of
tons of freight they haul; what is the average number of ton miles
handled per mile of line; what are the average ton miles in propor-
tion to the population and in proportion to the area occupied by that
population? What is the number of passengers they haul, what is
the average number of passenger miles per mile of line, what are the
passenger miles in proportion to the population and in proportion
to the area occupied by that population?
A light is cast upon the economy of railway operation by the
number of tons of freight hauled per freight train, and the num
ber of passengers hauled per passenger train.
The pecuniary relation of the railways to the country they serve
is revealed by their capitalization and their revenues.
The financial status of the railways is shown by the relation that
their expenses for operation bear to their earnings, and by the rela
tion of their net earnings to their capitalization.
As the population of a country increases its traffic increases, and
therefore, other things equal, its railway facilities should increase.
A series of comparisons indicating for certain intervals the increase
in population, the increase in miles of railway and in facilities, the
16
•
increase in freight traffic and in passenger traffic, may indicate
roughly the growth in the industry and commerce of a country.
The development of the financial status of the railways will also be
indicated if this comparison include the changes in capitalization
per mile and in revenues and expenses per mile.
In this bulletin an attempt is made to present for the important
commercial countries the fundamental statistics which reveal the
railway status, and to demonstrate thereby the comparative serv-
iceability, physical efficiency and financial condition of the rail-
ways of these countries.
Although their areas are approximately equal, the geographical,
racial, and political characteristics of the United States and of
Europe are so different that a comparison of the railway facilities
and railway service of the total areas would not be enlightening.
The less advanced sections of the United States are naturally more
prosperous and are making greater progress than the backward
regions of Europe. The statistics of the whole United States are not
fairly comparable with those of any of the more advanced countries
of Europe because of the great difference in area, in diffusion of
population, and in general development. That portion of the United
States comprised in what the Interstate Commerce Commis-
sion designates as Group II, which consists approximately of
the States of New York, Pennsylvania, New Jersey, Delaware,
and Maryland, is comparable as to area, population, and in-
dustrial and commercial development with the United Kingdom,
with France, and with Prussia-Hesse, wherein are the more im-
portant railways of Germany. Therefore in this bulletin Group II
is compared with each of these countries respectively and a com-
parison is incidentally afforded of each of these countries with the
other. The comparison is also made to include the entire United
States in order to show the relation, in the respects referred to, of
the country as a whole to Group II and to the different foreign
countries.
The latest data available for the United Kingdom and for Prus-
sia-Hesse relate to the year 1909. For France there are no more re-
cent returns than for 1908. These are used in the text in comparison
with the data of other countries for 1909 in the belief that the re-
sults thereby obtained do not vary more than a negligible degree
17
from those that would be secured were the French statistics for 1909
available. It may be noted, however, that from the detailed tables
following the text may be obtained a comparison for the different
countries for the year 1908. Because of a change in the practice of
the Interstate Commerce Commission the figures throughout the
bulletin that apply to the United States as a whole and to Group II
are based upon returns which for the years 1900 and 1905 include
those of switching and terminal companies, but for the years 1908
and 1909 do not include those of switching and terminal companies.
It must be borne in mind that the industrial and commercial con-
ditions of the United States and of these various countries of
Europe widely differ, the channels of traffic are of different character,
the volume of traffic is differently constituted and there is difference
in the methods of keeping accounts. Therefore there can be no exact
and absolute comparison. However, for such items as have been
discussed, it is not thought that the variance from exact comparabil-
ity impairs the essential accuracy of the broad and general deduc-
tions. Where close comparisons are impossible, the fact has been
stated.
The small tables interspersed in the text immediately following
this introduction are epitomized from the more elaborate tables on
pages 37 to 47. For a comprehensive statistical comparison
the reader is referred to these tables. In connection therewith are
many qualifying references that are not indicated in the epitomized
tables or the accompanying text.
The statistics which appear in this bulletin were obtained from
the annual reports on Statistics of Railways of the Interstate Com-
merce Commission, the annual compilations of the returns of the
railways of the United Kingdom to the Board of Trade, the annual
railway reports of the French Minister of Public Works, the volum-
inous abstracts of official railway returns published from time to
time in the Archiv für Eisenbahnwesen, and the annual reports of
the Prussian Minister of Public Works. The unit of weight is the
short ton of 2,000 pounds. The compilations based upon these sta-
tistics were made by the statistical department of the Bureau of
Railway Economics.
18
I.
Railway Mileage in Proportion to Population and to Area.
The expression "density of population" indicates the number of
persons living in a given area. The average density of population of
any country is ascertained by dividing the total population by the
total units of area, for each of which the average density is desired.
The following table shows the density of population per square mile:
Population per square mile.
Group II
United Kingdom
France
Prussia-Hesse
United States
In 1909.
181.8 persons
Compared with 1900.
increased 21.4 per cent
"
370.8
increased 9.4
189.6
decreased .4
، ،
297.0
increased 14.8
30.4
increased 18.9
In the succeeding tables and text, "mile of line" and "mile of
track” have the significance that is customary in railway parlance.
By a "mile of line" is meant the entire roadway for a distance of
one mile over which trains are operated. Thus a railway over the
ten miles from A to B, whether it be composed of one, two, or any
other number of tracks, counts as ten miles of line.
By a "mile of track" is meant one track for the distance of one
mile over which trains are operated. Thus if a railway over the
ten miles from A to B has four tracks for the entire distance, it
would count as forty miles of track.
The number of miles of line in a given region indicates how ex-
tensively, and the number of miles of track how intensively, it is
supplied with railways.
In the comparisons of "mile of track" only main tracks are used,
siding and yard tracks being excluded.
Miles of line.
Group II
In 1909.
Compared with 1900.
23,887 increased 10.0 per cent
United Kingdom
France
Prussia-Hesse
23,280 increased 6.5
24,931 increased 5.5
เ
23,154 increased 21.2
United States
235,402 increased 22.3
19
Miles of track.
Group II
United Kingdom
France
Prussia-Hesse
United States
In 1909.
Compared with 1900.
33,558 increased 15.4 per cent.
39,622 increased 10.7
CC
35,650 increased 5.9
259,975
33,133 increased 23.1
increased 25.8
"
a First and second tracks.
Miles of line per 10,000 inhabitants. In 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
Compared with 1900.
12.18
decreased 9.4 per cent
26.05
5.17
6.35 increased 4.4
5.67 increased 5.6
increased 2.8
decreased 2.6 per cent
((
((
Miles of track per 10,000 inhabitants. In 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
Compared with 1900.
17.11 decreased 4.9 per cent
8.80 increased 1.1
9.08 increased 5.0
8.11 increased 7.3
28.77 increased 5.8
((
((
، ،
Miles of line per 100 square miles.
in 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
22.14
19.18 increased 6.5
12.04 increased 4.1
16.83 increased 21.2
7.93 increased 22.3
Compared with 1900.
increased 10.0 per cent
is
Miles of track per 100 square miles. In 1909.
Group II
31.11
Compared with 1900.
increased 15.4 per cent
United Kingdom
France
Prussia-Hesse
32.65
17.22 increased 4.6
24.08 increased 23.1
increased 10.7
เ
United States
8.75 increased 25.8
20
•
Per cent of line having two or more
tracks.
Group II
United Kingdom
France
Prussia-Hesse
United States
In 1909. Compared with 1900.
31.2 per cent 27.0 per cent
""
55.8
55.6
66
43.0
42.3
42.3
40.5
66.
8.9
6.3
:
That one country has a greater or less number of miles of line or
of track than another in proportion to population or to area cannot
alone be taken as a criterion of the relative adequacy of the supply
of railway facilities. In the aggregate of such facilities, number
and power of locomotives and number and capacity of cars are
factors of no less importance than miles of track. The demand for
transportation, and the efficiency with which railway facilities are
utilized in meeting that demand, must also be considered in de-
termining the adequacy of transportation service. It should be
noted that while a greater ratio of railway mileage to population or
to area ordinarily indicates greater responsiveness to transporta-
tion demands, it may not inconceivably signify a redundant and
excessive supply of mileage.
21
II.
Motive Power and Equipment.
While both locomotives and cars are frequently considered to con-
stitute the equipment of a railway there is a growing practice to
designate the locomotives as motive power, and the cars as equip-
ment.
Locomotives per 1,000 miles of line. In 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
561
Compared with 1900.
increased 24.9 per cent
66
980 increased 1.0
480 increased 8.4
838 increased 24.3
،،
243
increased 24.6
Tractive power, not number of locomotives, furnishes adequate
data for comparison of motive power facility. It is obvious that a
locomotive that can draw one thousand tons ought not to count the
same in a comparison with the locomotive that can draw but five
hundred tons. Unfortunately, however, the average tractive power
per locomotive or the aggregate tractive power of all locomotives is
not ascertainable except for the United States. As the average
freight train load of Group II is over twice as great as that of
Prussia-Hesse, it is conservative to estimate that the five hundred
and sixty-one locomotives per 1,000 miles of line of Group II are
capable of greater service than the eight hundred and thirty-eight
of Prussia-Hesse, and that the increase of 24.9 per cent in the
number of locomotives in Group II, and of 24.6 per cent in the United
States as a whole, represents an increase in motive power capacity
considerably greater than the increase of 24.3 per cent in the number
of locomotives in Prussia-Hesse. The conservatism of this estimate
is supported by the respective average capacity of freight cars and
average number of tons per freight train, given in following para-
graphs.
22
Cars of all kinds per 1,000 mile of
line.
Group II
United Kingdom
France
Prussia-Hesse
United States
Compared with 1900.
In 1909.
22,388 increased 17.4 per cent
36,060 increased .9
14,704 increased 10.2
19,607 increased 19.1
9,423 increased 25.1
In Group II, the increase in miles of line for 1909 over 1900 was
10 per cent. The ratio of increase in number of cars was three-
fourths greater than the increase in miles of line.
In the United Kingdom the increase in miles of line was 6.5 per
cent. The ratio of increase in the number of cars was one-seventh
as great.
In France the miles of line increased 5.5 per cent between 1900 and
1908. The ratio of increase in the number of cars was nearly twice
as great.
In Prussia-Hesse the increase in miles of line between 1900 and
1909 was 21.2 per cent. The ratio of increase in the number of
cars was nine-tenths as great.
In the United States as a whole the miles of line increased 22.3
per cent and the number of cars in a greater ratio by one-tenth.
Passenger and freight cars per 1,000
miles of line in 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
Passenger Cars.
Freight Cars.
375
21,128
2,270
32,020
1,159
*12,811
1,609
*17,530
136
8,809
The average seating capacity of passenger cars for Group II, for
the United Kingdom, for France, and for the United States is not
ascertainable. The average for the passenger cars of the Pennsyl-
vania Railroad in 1909 was 63, and for Prussia-Hesse 49.
average seating capacity for Group II is perhaps slightly lower than
for the Pennsylvania Railroad, and that for the United States as a
whole still lower. It is safe to estimate that the average seating
*Including cars in company's service.
The
23
capacity of the passenger cars of the United Kingdom and of France
is lower than for the United States.
The average capacity of the freight cars of France in 1908 was 13
tons, of those of Prussia-Hesse in 1909, 15.5 tons, and of those of the
United States 35 tons. There are very few, if any, freight cars in
England as large as those of the United States, the freight of that
country being carried in "waggons" or "trucks" holding from 4 to 8
tons each. The measure of the total freight car capacity of the re-
spective countries is afforded by the following table:
Total number and aggre-
gate capacity of freight
cars in 1909.
Freight car
capacity
Total number
of freight
Aggregate ca-
pacity of
freight cars,
cars.
tons.
per 10,000
inhabitants.
United States
2,071,338
73,137,546
8,093
United Kingdom
745,348
(Data not available)
France
*319,788
4,159,565
1,059
Prussia-Hesse
*405,900
6,280,260
1,537
For each inhabitant the United States provides seven and one-
half times as much freight car capacity as France, and nearly five
and one-half times as much as Prussia-Hesse.
It is true, however, that the canals and rivers are a larger factor
in the conveyance of freight in both France and Germany than they
are in the United States. Such waterways carry about one-seventh
of the total interior freight of Germany and about one-ninth of
that of France. Therefore, the aggregate capacity of the
interior watercraft should be considered in arriving at the aggre-
gate capacity of the freight vehicles of these countries. The ca-
pacity of the inland waterway craft in France in 1907 was 4,234,794
tons which, added to the capacity of the freight cars, gives an aggre-
gate capacity of 8,394,359 tons, or 2,138 tons per 10,000 inhabitants.
The capacity of the inland waterway craft of Germany in 1907 was
6,900,000 tons. This added to the freight car capacity of Prussia-
Hesse gives an aggregate freight capacity of 13,180,260 tons or 3,226
tons per 10,000 inhabitants. Therefore, it will be perceived that the
freight car capacity per inhabitant of the United States is over
*Including cars in company's service.
24
three and three-fourths times as great as the combined capacity per
inhabitant of the freight cars and boats of France, and over two
and one-half times as great as the combined capacity per inhabitant
of the freight cars and boats of Prussia-Hesse. The aggregate freight
car capacity of the United Kingdom is not ascertainable.
The development in power of locomotives and capacity of freight
cars in the United States is due to the great volume of long haul
traffic.
25
III.
The Utilization of the Railways.
Up to this point comparisons of the serviceability of railways
have been based upon their facilities. Further light is thrown upon
that serviceability by the extent to which these facilities are utilized.
If railways readily move all of the traffic offered to them the statis-
tics of utilization measure both the extent of the service and the
demand for that service. It is widely known that there have been
periods in the United States during the past decade when the rail-
ways were badly congested, when their facilities were not equal to
the immediate demand. However, there is no data to show that
all of the traffic offered was not moved sooner or later, and there is
no means of ascertaining with approximate accuracy whether such
a condition has existed in other countries. Therefore, the following
comparisons measure the extent or rather the degree of intensity to
which the railways have been utilized, and in the absence of quali
fying information may be accepted as a measure of the demand upon
them.
The performance of a railway is measured by several units. One
of these is
The train mile. This is constituted of the run of one train for
the distance of one mile. The total number of miles run by one
train counts as the total train miles for that train. The aggregate
of the train miles of all trains for a given period constitutes the
total number of train miles for that period. If on a railway fifty
miles long, ten trains were run each day for the entire length there
would be five hundred train miles a day, or for the three hundred
working days of the year a total of one hundred and fifty thousand
train miles. If on a railway one hundred miles long five trains were
run each day for the entire length, there would be five hundred train
miles a day, or for the three hundred working days of the year a
total of one hundred and fifty thousand train miles. As the aggre-
gate train miles in these two illustrations are the same for the rail-
way fifty miles long and for the railway one hundred miles long, it
is obvious that the intensity of train performance cannot be gauged
simply by train miles. If the total train miles be divided by the
number of miles of line, the quotient indicates the average number
26
of train miles run over each mile of road. In the case of the fifty-
mile road the train miles per mile of line would be three thousand;
in the case of the road one hundred miles long the train miles per
mile of line would be fifteen hundred. An equivalent expression for
train miles per mile of line is train density.
Every railway carries more or less freight for its own use and
therefore without pay, and in some countries both freight and pas-
sengers are occasionally carried free on governmental or other ac-
count. As such gratuitous service does not increase the monetary
receipts, it is ordinarily omitted from such statements as appear in
this bulletin. Therefore, the term "revenue train miles per mile of
line" indicates the train density of trains that have added to the
earnings.
The following tables show the density for all trains and for
freight trains and passenger trains separately:
Revenue train miles per mile of line. In 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
9,715
18,009
Compared with 1900.
(Data not available)
decreased 2.1 per cent
9,317 increased 2.2
12,164 increased 19.7
4,726
increased 2.6
Freight train miles per mile of line.
In 1909.
Compared with 1900.
Group II
4,930
decreased 5.3 per cent
""
United Kingdom
6,607
decreased 19.8
France
3,203
decreased 8.8
Prussia-Hesse
4,594 increased 2.7
،،
United States
2,417
decreased' 5.5
Passenger train miles per mile of
line.
In 1909.
Group II
Compared with 1900.
4,642 increased 11.2 per cent
United Kingdom
11,332 increased 12.6
France
5,129 increased 6.9
Prussia-Hesse
7,570 increased 64.5
United States
2,150 increased 14.3
27
No difference how long a train may be or how many passengers or
tons of freight it may carry, it counts a train mile for every mile it
runs. Therefore, a decrease in the number of train miles does not
necessarily indicate a decrease in traffic. It may indicate that a
greater quantity of traffic is being carried per train, and therefore
that the performance from the standpoint of the railway is more
economical. Of late years the railways in many countries have
given especial attention to attaining heavier loads per train.
Therefore from the viewpoint of economical operation, the serv-
iceability of a railway or of the railways of a country is to be judged
by the Revenue Train Miles per Mile of Line taken in connection
with certain other units. One of these is
Ton Miles per Mile of Line. This expression is analogous to train
miles per mile of line. Each ton carried one mile counts as a ton
mile. The total number of ton miles carried for a year constitutes
the aggregate ton mileage for that year. This aggregate ton mileage
divided by the miles of line gives the ton miles per mile of line, or
the density of freight traffic.
Ton miles per mile of line.
In 1909.
2,451,841
Group II
Prussia-Hesse
France
United States
Compared with 1900.
increased 29.0 per cent
565,158 increased 18.0
1,069,743
increased 20.3
953,986
increased 29.7
In Group II the density of freight traffic was nearly four and one-
half times as great as in France, and over twice as great as in Prus-
sia-Hesse. The fact that in Group II the increase of 29 per cent in
the density of freight traffic was accompanied by a decrease of 5.3
per cent in the number of freight train miles per mile of line, and
that the increase in freight density in France of 18 per cent was
accompanied by a decrease of 3.8 per cent in freight train miles per
mile of line indicates a greater intensive use of motive power and
equipment in each of these countries, that is, other things equal, a
greater economy in operation.
Another measure of this intensive utilization of motive power and
equipment is shown by the
28
Average tons per freight train.
Group II
France
Prussia-Hesse
United States
In 1909.
Compared with 1900.
479
increased 34.9 per cent
(6
177
increased 22.9
233
increased 42.9
363 increased 34.0
The success of the efforts to economize in operation through heavier
loading is indicated by the great increase in the average train load
secured in each country. It is significant that this average train
load in Group II is nearly two and three-fourths times as great as
in France and over twice as great as in Prussia-Hesse. The more
powerful locomotives and larger freight cars of the United States
are a great factor in this efficiency.
It will be perceived that in each country which shows a decrease
in the freight train miles per mile of line the decrease has been accom-
panied by an increase in the average tons per freight train and the
average ton miles per mile of line; that is, in each of these countries
a greater freight traffic has been moved with fewer freight trains.
An index to the volume of commerce in proportion to population is
afforded by the
Average ton miles per inhabitant,
Group II
France
Prussia-Hesse
United States
In 1909.
2,950
Compared with 1900.
increased 15.5 per cent
359
increased 22.9
606
increased 24.7
2,421
increased 30.0
For each inhabitant of Group II over eight times as many tons of
freight are moved by rail as for each inhabitant of France and
nearly five times as many as for each inhabitant of Prussia-Hesse.
The railways of the United States as a whole carry for each in-
habitant nearly seven times as many ton miles as are carried for each
inhabitant of France by its railways, and four times as many as are
carried for each inhabitant of Prussia-Hesse. This is all the more
remarkable when it is reflected that the density of population in
the United States is less than one-sixth of that in France and only
about one-tenth of that in Prussia-Hesse.
A comparison of the passenger traffic may be made in the same
29
manner as that of the freight, that is, with the use of analogous
units.
Passenger miles per mile of line.
. In 1909.
Compared with 1900.
Group II
290,023, increased 42.9 per cent
France
Prussia-Hesse
United States
398,984 increased 8.1
"
675,023 (Data not available)
127,299
increased 52.8 per cent
It will be perceived that in Group II and in the United States as a
whole the increase in the passenger miles per mile of line was
greater than the increase in the passenger train miles per mile of
line. In France the increase in passenger density was slightly
greater than the increase in passenger train density.
An explanation of the lower density of passenger traffic in Group
II than in France or Prussia-Hesse is found in the fact that in pro-
portion to population Group II has twice as many miles of line as
France, and considerably more than twice as many miles of line as
Prussia-Hesse. The significance of this is made manifest by a com-
parison of the
Passenger miles per inhabitant.
Group II
France
Prussia-Hesse
United States
In 1909.
347.5
Compared with 1900.
increased 27.4 per cent
253.7
increased 13.0
366.7 increased 49.8
322.1
increased 52.7
The ratio is greater for Group II and for the United States than
for France, and is only fractionally less for Group II than for
Prussia-Hesse. In consideration of the greater ratio of passenger
miles per inhabitant in Prussia-Hesse, there must not be overlooked
the fact that the component parts of the great army of Germany
are in frequent movement from one garrison to another and to and
from the often recurring reviews and maneuvers. Moreover, the
passenger traffic of the countries of Europe is constituted in no
small measure by tourists from other countries, particularly from
the United States, the passenger miles of this tourist traffic swell-
ing the aggregate which is credited to the inhabitants of the re-
spective countries.
30
That the number of passengers carried per train increases more
rapidly in the United States than in either France or Prussia-Hesse
is shown by a tabulation of the
Average Passengers per train.
Group II
France
Prussia-Hesse
United States
In 1909.
Compared with 1900.
60
increased 27.7 per cent
65
increased 1.6
85 increased 6.3
54 increased 31.7
The inability to take account of the ton mile and the passenger
mile traffic of the United Kingdom is regretted. Such statistics are
not compiled by any of the railways of Great Britain except that the
North Eastern Railway of England compiles freight statistics.
31
IV.
Capitalization, Revenues and Expenses.
The capitalization of the railways of the United States is the net
capitalization per mile reported by the Interstate Commerce Com-
mission. In arriving at this amount, the stocks and securities of
one railway corporation that are held by another are excluded be-
cause the stocks and securities so held are ordinarily covered by the
capital issues of the holding company. This net capitalization is not
ascertainable for Group II. There is probably little or no such dupli-
cation in the capital issues of the railways of foreign countries.
Capitalization per mile of line.
United States
United Kingdom
France
Prussia-Hesse
In 1909.
Compared with 1900.
$59,259 (Data not available)
274,766 increased 4.9 per cent
141,301 increased 5.8
110,727 increased 12.9
It is noteworthy that the capitalization per mile of the railways
of the United States is but little more than half that of the
railways of Prussia-Hesse, considerably less than half that of the
railways of France, and less than one-fourth that of the railways of
the United Kingdom. The capitalization of the railways of Eng-
land and Wales alone for 1909 was $328,761 per mile, over five
times as great as that of the United States. In view of these figures
it becomes clear, as stated by General Henry S. Haines, that the
burden of proof that the railway system of the United States is not
overcapitalized does not rest upon the railway corporations.
Operating revenues per mile of line.
Group II
United Kingdom
France
Prussia-Hesse
United States
In 1909.
$22,021
Compared with 1900.
increased 33.3 per cent
23,135 increased 5.1
13,406 increased 8.4
21,056 increased 20.7
10,356 increased 34.1
""
These operating revenues for the different countries are not ex-
actly comparable because they are not in all respects similarly con-
32
stituted. In Prussia-Hesse, for example, certain receipts are in-
cluded in revenues from operation that in the United States would
be classified as "other income." These amount, however, to less than
three per cent of the total. However, the relative significance of
these revenues cannot be fully appreciated without taking into ac-
count the volume of traffic. This factor is included in the comment
upon the immediately succeeding tables.
Freight revenue per mile of line.
Group II
United Kingdom
France
Prussia-Hesse
United States
In 1909.
Compared with 1900.
$15,693 increased 32.4 per cent
12,433 increased 4.4
66
7,196 increased 8.2
13,580 increased 17.1
7,184 increased 31.4
""
For Group II the freight revenues per mile of line are about 25
per cent greater than for the United Kingdom.
For Group II the freight revenues per mile of line are over twice
as great as for France. However, as already noted, the ton miles
per mile of line are nearly four and one-half times as great, and the
ton miles in proportion to population are over eight times as great.
For Group II the freight revenues per mile of line are one-sixth
greater than for Prussia-Hesse. However, the ton miles per mile
of line are over twice as great and the ton miles in proportion to
population nearly five times as great.
These comparisons would indicate that the average receipts per
ton mile are lower in the United States than in either France or
Prussia-Hesse, and this we find to be the case. For Group II the
average receipts per ton per mile are .65 cents, that is, six and five-
tenths mills; for France they are 1.21 cents, and for Prussia-Hesse
1.24 cents. The average receipts per ton mile for the one railway of
England that compiles such statistics are 2.30 cents, but this in-
cludes collection and delivery of certain high class traffic. Because
of the varying transportation conditions in the countries com-
pared, the average receipts per ton mile must not be accepted as an
absolute proof of the relative height of freight rates in Europe and
the United States.
A similar analysis of the passenger traffic and the passenger
revenues shows a different condition.
33
Passenger revenues per mile of line. In 1909.
Group II
United Kingdom
France
Prussia-Hesse
United States
$4,884
Compared with 1900.
increased 34.2 per cent
10,704 increased 5.9
4,418 increased 4.1
2,395
5,741 increased 24.3
increased 42.5
، ،
For Group II the passenger revenues per mile of line are less than
half of those of the United Kingdom. It should be noted, however,
that the English returns of passenger revenues cover all passenger
train traffic, and include receipts from baggage, mail, and the like.
For Group II the passenger revenues are about ten per cent
greater per mile of line than for France. The passenger miles per
mile of line are over one-third greater in France, while the passenger
miles per inhabitant are only about two-thirds of those of Group II.
For Group II the passenger revenues per mile of line are about
six-sevenths of those of Prussia-Hesse. The passenger miles per mile
of line are less than one-half those of Prussia-Hesse and the pas
senger miles are about five per cent less per inhabitant.
The average receipts per passenger mile in Group II are 1.7 cents,
in France 1.11 cents, and in Prussia-Hesse .94 cents, in the United
States as a whole 1.93 cents.
Operating expenses per mile of line.
Group II
United Kingdom
France
In 1909.
Compared with 1900.
$14,674 increased 38.0 per cent
14,833 increased 7.9
7,765 increased 15.6
14,527 increased 40.1
"
Prussia-Hesse
United States
6,851 increased 37.2
These operating expenses for the different countries are not ex-
actly comparable because they are not in all respects similarly con-
stituted. For example, in Prussia-Hesse rentals and certain other
items are included in operating expenses that in the United States
are charged to other accounts.
Although in the United Kingdom there were nearly twice as many
train miles per mile of line as in Group II, the operating expenses
per mile of line for Group II are only fractionally less.
34
Although the train miles per mile of line in France are virtually
the same as in Group II, the operating expenses for Group II per
mile of line are nearly twice as great.
The operating expenses per mile of line for Group II are sub-
stantially the same as for Prussia-Hesse, although the train miles
per mile of line are a fifth less.
Net operating revenue per mile of
line.
Group II
In 1909.
Compared with 1900.
$7,347 increased 25.0 per cent
United Kingdom
France
Prussia-Hesse
United States
8,302 increased .4
5,641
decreased .1
6,529
decreased 7.6
3,505 increased 28.4
""
As the operating revenues and the operating expenses are not
exactly comparable, it follows that the net operating revenues can
not be closely compared. The results in one country for one year are
of course comparable with the results in the same country for an-
other year.
In Group II the increase has been 25.0 per cent, while the ton
miles per mile of line have increased 29 per cent and the passenger
miles per mile of line 42.9 per cent.
In France there has been a decrease of one-tenth of one per cent
in net revenue per mile, while the ton miles per mile of line have
increased 18.0 per cent, and the passenger miles per mile of line 8.1
per cent.
In Prussia-Hesse there has been a decrease of 7.6 per cent in net
revenue per mile, while the ton miles have increased 20.3 per cent.
TABLES
37
TABULAR COMPARISON OF RAILWAY STATISTICS
The United States, The United States—Group II, The United Kingdom, France, Prussia-Hesse†
SUBJECT FOR COMPARISON
1900
1905
1908
1909
Area in square miles-
United States, Group II.
107,873
107,873
107,873
107,873
United Kingdom
121,371
121,371
121,371
121,371
France..
204, 321
204,321
207,075
Prussia-Hesse..
137,547
137,567
137,572
137,572
United States, All groups.
2,970, 230
2,970, 230
2,970, 230
2,970, 230
Population-
United States, Group II.
Per cent increase over 1900
United Kingdom
Per cent increase over 1900.
France.
Per cent increase over 1900.
Prussia-Hesse.
Per cent increase over 1900.
United States, All groups..
Per cent increase over 1900.
16,159,438
18,078,437
11.9
19,229,836
19,613,636
19.0
21.4
41,155,000 43,221,000
44,547,000
45,006,000
5.0
8.2
9.4
38,900,000 39,230,000
39,267,000
.8
.9
40,264,809
40,852, 245
8.2
75,994,575 83,983, 419 88,776,727
10.5
13.1
14.8
|
90,374,493
16.8
18.9
35,592,402 38,502,499
+Throughout these tables the statistics for the United States, and for the United States, Group II, for 1900 and 1905,
are based upon returns that include those of switching and terminal companies, for 1908 and 1909 upon returns which
do not include those of switching and terminal companies.
38
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
1900
1905
1908
1909
Miles of line operated at end
of fiscal year, single track—
United States, Group II ..... 21,717 23,281
Per cent increase over 1900
7.2
23,697
9.1
23,887
10.0
United Kingdom
21,855
22,847.
23, 205
23, 280
Per cent increase over 1900
4.5
6.2
6.5
France.
23,639
24,597
24,931
Per cent increase over 1900
4.1
5.5
Prussia-Hesse
19,102
21,629
...
22,657
23, 154
Per cent increase over 1900
13.2
18.6
21.2
United States, All groups.... 192,556
216,974
230,494
235,402
Per cent increase over 1900
12.7
19.7
22.3
Total miles of track—all main
tracks-
United States, Group II ..... 29,084
32,119
33, 222
33,558
Per cent increase over 1900
10.4
14.2
15.4
United Kingdom
a35,804
38,431
39,316
39,622
Per cent increase over 1900
7.3
France...
33,650
35,047
9.8
35,650 ..
10.7
Per cent increase over 1900
4.2
5.9
Prussia-Hesse
26,911 30,132
32,316
33,133
Per cent increase over 1900
United States, All groups... 206,631
12.0
236,855
20.1
23.1
254,193
259,975
Per cent increase over 1900
14.6
23.0
25.8
a Partially estimated.
Per cent of line having two or
more tracks—
United States, Group II .....
27.0
29.4
30.9
31.2
United Kingdom
55.6
55.6
55.7
55.8
France
42.3
42.5
43.0 ...
Prussia-Hesse
40.5
38.6
41.8
42.3
United States, All groups...
6.3
7.9
8.8
8.9
39
TABULAR COMPARISON OF RAILWAY STATISTICS
Total miles of line per 100
square miles—
(CONTINUED)
United States, Group II.....
Per cent increase over 1900
1900
1905
1908
1909
20.13
21.58
21.97
22.14
7.2
9.1
10.0
United Kingdom
18.01 18.82
19.12
19.18
Per cent increase over 1900
4.5
6.2
6.5
France.
11.57
12.04
12.04
Per cent increase over 1900
4.1
4.1
Prussia-Hesse ..
13.89
15.72
16.47
16.83
Per cent increase over 1900
United States, All groups...
Per cent increase over 1900
13.2
18.6
21.2
6.48
7.30
7.76
7.93
12.7
19.7
22.3
Total miles of track per 100
square miles—
United States, Group II .....
26.96
29.77
30.80
31.11
Per cent increase over 1900
10.4
14.2
15.4
United Kingdom
@29.50
31.66
32.39
32.65
Per cent increase over 1900
7.3
9.8
10.7
France
16.47
17.15
17.22
Per cent increase over 1900
4.2
4.6
Prussia-Hesse
19.56
21.90
23.49
24.08
Per cent increase over 1900
12.0
20.1
23.1
United States, All groups ……..
Per cent increase over 1900
6.96
7.97
8.56
8.75
14.6
23.0
25.8
a Partially estimated.
Population per square mile-
United States, Group II
Per cent increase over 1900
149.8 167.6
178.3
181.8
United Kingdom
339.1
Per cent increase over 1900
11.9
356.1
5.0
19.0
21.4
367.0
370.8
8.2
9.4
France.
190.4 192.0
189.6 ..
Per cent increase over 1900
Prussia-Hesse
.8
.4
258.8
279.9
292.7
297.0
Per cent increase over 1900
United States, All groups …….
Per cent increase over 1900
8.2
13.1
14.8
25.6
28.3
29.9
30.4
10.5
16.8
18.9
*Decrease.
40
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
1900
1905
1908
1909
Miles of line per 10,000
inhabitants-
United States, Group II .....
13.44
12.88
12.32
12.18
Per cent increase over 1900
*4.2
*8.3
*9.4
United Kingdom
5.31
5.29
5.21
5.17
Per cent increase over 1900
*.4
*1.9
*2.6
France.
6.08
6.27
6.35 ..
Per cent increase over 1900
3.1
4.4
Prussia-Hesse
5.37
5.62
5.63
5.67
Per cent increase over 1900
United States, All groups...
Per cent increase over 1900
Total miles of track per 10,000
inhabitants—
4.7
4.8
5.6
25.34 25.84
25.96
26.05
2.0
2.4
2.8
United States, Group II.....
18.00
17.77
17.28
17.11
Per cent increase over 1900
1.3
*4.0
*4.9
United Kingdom
"8.70
8.89
8.83
8.80
Per cent increase over 1900
2.2
1.5
1.1.
France....
8.65
8.93
9.08 ...
Per cent increase over 1900
3.2
5.0
Prussia-Hesse...
7.56
7.83
8.03
8.11
Per cent increase over 1900
3.6
6.2
7.3
United States, All groups...
27.19
28.20
28.63
28.77
Per cent increase over 1900
3.7
5.3
5.8
a Partially estimated.
Locomotives per 1,000 miles
of line-
United States, Group II
449
507
563
561
Per cent increase over 1900
12.9
25.4
24.9
United Kingdom
970
980
980
980
Per cent increase over 1900
1.0
1.0
1.0
France....
443
452
480 .
Per cent increase over 1900
2.0
8.4
Prussia-Hesse
674
711
"816
4838
Per cent increase over 1900
5.5
21.1
24.3
United States, All groups.
195
223
246
243
Per cent increase over 1900
14.4
26.2
24.6
a Includes an appreciable number of motor wagons (Triebwagen).
*Decrease.
41
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
1900
1905
1908
1909
Cars (all kinds) per 1,000 miles
of line-
United States, Group II..... 19,077
20,098
23,028
22,388
Per cent increase over 1900
5.4
20.7
17.4
United Kingdom
35,740 35,750
36, 190
36,060
Per cent increase over 1900
a
1.3
.9
France
13,347 13,5
Per cent increase over 1900
13,595
1.9
14,704
10.2
Prussia-Hesse ...
16,458
16,687
19,332
19,607
Per cent increase over 1900
1.4
17.5
19.1
United States, All groups...
7,535
8,494
9,680
9,423
12.7
28.5
25.1
Per cent increase over 1900
a Less than one-tenth of one per cent.
Average capacity of freight car
(tons)—
United States, Group II
Per cent increase over 1900
United Kingdom
Per cent increase over 1900
France
11.2
12.2
13.0
Per cent increase over 1900
8.9
16.1
Prussia-Hesse
14.1
14.7
15.3
15.5
Per cent increase over 1900
United States, All groups
•
Per cent increase over 1905
Average seating capacity of
passenger car-
4.3
8.5
9.9
31.0
35.0
35.0
12.9
12.9
United States, Group II" ...
57
59
62
63
Per cent increase over 1900
3.5
8.8
10.5
United Kingdom
Per cent increase over 1900
France..
Per cent increase over 1900
Prussia-Hesse
46
48
49
49
4.3
6.5
6.5
Per cent increase over 1900
United States, All groups
Per cent increase over 1900
a Pennsylvania Railroad only.
42
TABULAR COMPARISON OF RAILWAY STATISTICS
Revenue train miles per mile
of line-
United States, Group II.....
Per cent increase over 1908
United Kingdom ....
(CONTINUED)
1900
1905
1908
1909
10,217
9.715
*4.9
18,397 17,548
18,237
18.009
Per cent increase over 1900
*
4.6
.9
$2.1
France
9,112
8,612
9,317
Per cent increase over 1900
*5.5
2.2
Prussia-Hesse
10,166
11,724
12,489
12, 164
Per cent increase over 1900
15.3
22.9
United States, All groups...
4,605
4,786
4,899
Per cent increase over 1900
3.9
6.4
19.7
4,726
2.6
Ton miles per mile of line-
United States, Group II..... 1,900,578 2,200,372 2,565,154 2,451,841
France..
Per cent increase over 1900
United Kingdom"
15.8
739,466
35.0
808,857
29.0
814,713
Per cent increase over 1905
9.4
10.2
478,920 491, 955
565, 158
18.0
11.1
15.6
735, 352
861,396
974,654
20.3
953,986
17.1
32.5
29.7
Per cent increase over 1900
Prussia-Hesse ..
Per cent increase over 1900
United States, All groups...
Per cent increase over 1900
a North Eastern Railway only.
Average tons per freight train—
United States, Group II"
2.7
889,441 988,157 1,028,503 1,069,743
355
412
464
479
Per cent increase over 1900
16.1
30.7
34.9
United Kingdom
107
116
123
Per cent increase over 1905
8.4
15.0
France ....
144
173
177
Per cent increase over 1900
20.1
22.9
Prussia-Hesse.
"163
a159
210
233
Per cent increase over 1900
*2.5
28.8
42.9
United States, All groups"
271
322
352
363
Per cent increase over 1900
18.8
29.9
34.0
a Mixed train miles included în divisor.
¿ North Eastern Railway only.
*Decrease
43
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
Average haul per ton (miles)—
United States, Group II.....
Per cent increase over 1900
United Kingdom".
Per cent increase over 1905
France
Per cent increase over 1900
Prussia-Hesse
Per cent increase over 1900
United States, All groups (as
a system)……..
Per cent increase over 1900
United States (average rail-
way)
Per cent increase over 1900
a North Eastern Railway only.
Receipts per ton per mile
(cents)-
United States, Group II.....
1900
1905
1908
1909
110.9 114.6
130.6
130.3
3.3
17.8
17.5
22.7
23.2
23.1
2.2
1.8
81.1
79.0
81.0...
*
$2.6
* .1
73.1
69.6
69.5
69.0
*4.8
*4.9
*5.6
242.7
237.6
253.9
251.1
*2.1
4.6
3.5
130.9 130.6
143.8
141.9
*
.2
9.9
8.4
.61
.66
.64
.65
Per cent increase over 1900
8.2
4.9
6.6
United Kingdom"
2.36
2.31
2.30
Per cent increase over 1905
*2.1
$2.5
France
1.32
1.27
1.21
Per cent increase over 1900
*3.8
*8.3.
Prussia-Hesse"
1.24
1.25
1.24
1.24
Per cent increase over 1900
.8
0.0
0.0
United States, All groups...
.73
.77
.75
.76
5.5
2.7
4.1
Per cent increase over 1900
a North Eastern Railway only.
6 Excluding receipts from miscellaneous sources (Nebenerträge), for which
ton-mileage figures are not given.
Ton miles per inhabitant—
United States, Group II.....
2,554
2,826 3,125 2,950
Per cent increase over 1900
10.7
22.4
15.5
United Kingdom
Per cent increase over 1900
France
292
309
359
...
Per cent increase over 1900
5.8
22.9
Prussia-Hesse
486
555
579
606
Per cent increase over 1900
14.2
19.1
24.7
United States, All groups...
1,863
2,220
2,460
2,421
Per cent increase over 1900
19.2
32.0
30.0
*Decrease.
44
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
1900
1905
1908
1909
Passenger miles per mile of
line-
United States, Group II ..... 202,902 255,718 304,163 290,023
Per cent increase over 1900
United Kingdom ...
Per cent increase over 1900
France.
Per cent increase over 1900
Prussia-Hesse
Per cent increase over 1908
United States, All groups...
Per cent increase over 1900
Average passengers per train—
United States, Group IIª
26.0
49.9
42.9
•
369,021
357,574
*3.1
398,984
8.1
627,032
675,023
7.7
83,290 109,949
130,073
127,299
32.0
56.2
52.8
47
55
62
...
Per cent increase over 1900
17.0
31.9
60
27.7
United Kingdom
Per cent increase over 1900
France....
64
62
65
Per cent increase over 1900
*3.1
1.6
Prussia-Hesse
"80
978
79
85
•
Per cent increase over 1900
*2.5
*1.2
6.3
United States, All groups"..
•
41
48
54
54
Per cent increase over 1900
a Mixed train miles included in divisor.
17.1
31.7
31.7
Average journey per passenger
(miles)-
United States, Group II
20.7
21.6
23.0
22.8
Per cent increase over 1900
4.3
11.1
10.1
United Kingdom,..
Per cent increase over 1900
France
19.3
19.8
20.8
Per cent increase over 1900
2.6
7.8
Prussia-Hesse
15.0
14.6
14.3
14.4
Per cent increase over 1900
*2.7
*4.7
*4.0
United States, All groups...
27.8
32.2
32.9
32.8
Per cent increase over 1900
15.8
18.3
18.0
*Decrease.
45
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
1900
1905
1908
1909.
Receipts per passenger per mile
(cents)-
United States, Group II.....
1.79
1.72
1.69
1.70
Per cent increase over 1900
*8.9
*5.6
*5.0
United Kingdom
Per cent increase over 1900
France
1.16
1.15
1.11
Per cent increase over 1900
*.9
*4.3
Prussia-Hesse ..
1.01
.95
.90
.94
Per cent increase over 1900
*5.9
$10.9
*6.9
United States, All groups...
2.00
1.96
1.94
1.93
Per cent increase over 1900
*2.0
*8.0
*3.5
Passenger miles per inhabitant-
United States, Group II .....
272.7
328.5
368.1
347.5
Per cent increase over 1900
20.5
35.0
27.4
United Kingdom
Per cent increase over 1900
France....
224.6
224.3
253.7
Per cent increase over 1900
*.1
13.0
Prussia-Hesse
244.8
299.5
339.5
366.7
Per cent increase over 1900
22.3
38.7
49.8
United States, All groups...
211.0
283.4
327.6
322.1
Per cent increase over 1900
34.3
55.3
52.7
Average trips per inhabitant—
United States, Group II.....
13.2
15.2
16.2
15.5
Per cent increase over 1900
15.2
22.7
17.4
United Kingdom"
27.8
27.7
28.7
28.1
*
Per cent increase over 1900
.4
3.2
1.1
France
11.7
11.3
12.2
Per cent increase over 1900
*3.4
4.8
Prussia-Hesse ..
16.3
20.4
23.7
25.4
Per cent increase over 1900
25.2
45.4
55.8
United States, All groups...
7.6
8.8
10.0
9.9
Per cent increase over 1900
15.8
31.6
30.3
a Excludes trips on season and periodical tickets.
*Decrease.
46
TABULAR COMPARISON OF RAILWAY STATISTICS
(CONTINUED)
Capitalization per mile of line-
United States, Group II......
Per cent increase over 1900
United Kingdom ....
Per cent increase over 1900
France"
Per cent increase over 1900
Prussia-Hesse.
b
Per cent increase over 1900
United States, All groups
Per cent increase over 1908
a "Cost of construction."
1900
1905
1908
1909
.$261,863 $271,069 $274,842 $274,766
4.9
3.5
133,583 138,053
3.4
98,050 100,062
2.1
5.0
141,301
5.8
108,293
110,727
10.4
57,201
12.9
59,259
3.6
b Net capitalization.
Total revenue per revenue
train mile-
United States, Group II
Per cent increase over 1908
$2.24
$2.26
.9
United Kingdom
$1.20
$1.28
1.27
1.28
Per cent increase over 1900
6.7
5.8
6.7
France
1.35
1.43
1.43
Per cent increase over 1900
5.9
5.9
Prussia-Hesse
1.60
1.52
1.50
1.61
Per cent increase over 1900
*5.0
*6.2
.6
United States, All groups...
1.66
1.98
2.11
2.17
Per cent increase over 1900
19.3
27.1
30.7
Ratio of passenger to total
revenues (per cent)——
United States, Group II .....
22.0
21.7
22.4
22.2
United Kingdom
38.5
38.3
38.5
37.9
Francea
34.3
33.0
32.9
Prussia-Hesse
27.6
27.5
28.2
28.6
United States, All groups...
21.8
22.7
23.7
23.3
a "Grande Vitesse" train revenues, which correspond roughly to passenger
service train revenue in the United States.
*Decrease.
47
TABULAR COMPARISON OF RAILWAY STATISTICS
Operating revenues per mile
(CONTINUED)
1900
1905
1908
1909
of linea
United States, Group II ..... $16,514
$16,514 $20,752
$22,915
$22,021
Per cent increase over 1900
25.7
38.8
United Kingdom
22,011 22,391
23,184
33.3
23,135
Per cent increase over 1900
1.7
5.3
5.1
France
12,363
12,364
13,406 ...
Per cent increase over 1900
b
8.4
Prussia-Hesse....
17,440
19,171
20,221
21,056
Per cent increase over 1900
9.9
United States, All groups...
7,722
9,598
15.9
10,491
20.7
10,356
Per cent increase over 1900
24.3
35.9
34.1
a Figures are not strictly comparable as between the different countries,
owing to variations in accounting methods.
b Less than one-tenth of one per cent.
Operating expenses per mile of
linea
United States, Group II..... $10,635
$13,671 $15,972 $14,674
Per cent increase over 1900
28.5
50.2
38.0
United Kingdom
13,743
14,157
15,159
14,833
Per cent increase over 1900
3.0
10.3
7.9
France
6,717
6,455
7,765 ...
Per cent increase over 1900
*3.9
15.6
Prussia-Hesse..
10,373
11,622
14,621
14,527
Per cent increase over 1900
12.0
41.0
40.1
United States, All groups...
4,993
6,409
7,320
6,851
Per cent increase over 1900
28.4
46.6
37.2
mile of linea -
a Figures are not strictly comparable as between the different countries,
owing to variations in accounting methods.
Net operating revenue per
United States, Group II ..... $5,879
$7,081
$6,943 $7,347
Per cent increase over 1900
20.4
18.1
United Kingdom
8,268
8,234
8,025
Per cent increase over 1900
*
4
France
5,646
5,909
*
2.9
5,641
25.0
8,302
.4
Per cent increase over 1900
4.7
*
1
Prussia-Hesse
7,067
7,549
5,600
Per cent increase over 1900
6.8
$20.8
6,529
7.6
United States, All groups...
2,729
3,189
3,171
3,505
Per cent increase over 1900
16.9
16.2
28.4
a Figures are not strictly comparable as between the different countries,
owing to variations in accounting methods.
*Decrease.
•
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the United States
for the Scientific Study of Transportation Problems
LOGAN G. MCPHERSON
DIRECTOR
FRANK HAIGH DIXON
CHIEF STATISTICIAN
Effect of Recent Wage Advances upon Railway
Employees' Compensation During the
Year Ending June 30, 1911
Variations in the Number of Railway Employees
1909-1910-1911
Relation of the Number of Employees
and Their Compensation to Traffic and Revenue
1909-1910-1911
Bulletin No. 28
WASHINGTON, D. C.
1912
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
1. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1910. (Monthly Report Series,
Bulletin No. 1.)
1
2. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1910.
Bulletin No. 2.)
3. Summary of Revenues and Expenses
United States for September, 1910.
Bulletin No. 3.)
(Monthly Report Series,
of Steam Roads in the
(Monthly Report Series,
4. A Comparative Statement of Physical Valuation and Capitali-
zation.
5. Preliminary Bulletin for November, 1910--Revenues and Ex-
penses.
6. Railway Traffic Statistics.
7. Summary of Revenues and Expenses of Steam Roads in the
United States for October, 1910.
Bulletin No. 4.)
8. Summary of Revenues and Expenses
United States for November, 1910.
Bulletin No. 5.)
(Monthly Report Series,
of Steam Roads in the
(Monthly Report Series,
9. Summary of Revenues and Expenses of Steam Roads in the
United States for December, 1910. (Monthly Report Series,
Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the
United States for January, 1911.
11. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the
United States for February, 1911.
13. Summary of Revenues and Expenses of Steam Roads in the
United States for March, 1911.
14. Summary of Revenues and Expenses of Steam Roads in the
United States for April, 1911.
15. The Conflict Between Federal and State Regulation of the Rail-
ways.
(Continued on third page of cover.)
Effect of Recent Wage Advances upon Railway
Employees' Compensation During the
Year Ending June 30, 1911
Variations in the Number of Railway Employees
1909---1910-1911
Relation of the Number of Employees
and Their Compensation to Traffic and Revenue
1909-1910---1911
WASHINGTON, D. C.
FEBRUARY, 1912
Summary
•
CONTENTS
5
Effect of Recent Wage Advances upon Railway Employees' Com-
pensation During the Year Ending June 30, 1911.....
Tables:
By Classes for the United States.
•
By Combined Classes for the United States.
Eastern Group by Combined Classes..
Southern Group by Combined Classes.
Western Group by Combined Classes.
Detailed Table for the United States.
Detailed Table for the Eastern Group.
Detailed Table for the Southern Group.
Detailed Table for the Western Group..
•
•
Variations in the Number of Employees, 1909-1910-1911.
Comparison in the Aggregate..
Comparison by Wage Accounts..
•
Comparison by Specific Classes of Employees
Tables:
•
·
United States by Wage Accounts.
Eastern Group by Wage Accounts
Southern Group by Wage Accounts.
Western Group by Wage Accounts.
United States by Classes..
Eastern Group by Classes..
Southern Group by Classes.
Western Group by Classes.
•
•
United States by Combined Classes.
Eastern Group by Combined Classes.
Southern Group by Combined Classes..
Western Group by Combined Classes.
•
•
7
9
ΙΟ
II
I2
13
14
15
16
17
19
20
21
24
21, 38
.22, 39
.23, 40
.24, 41
.25, 30
31
32
•
33
•
26, 34
.27,35
28, 36
.29, 37
Relation of the Number of Employees and their Compensation to
Traffic and Revenue, 1909-1910-1911..
Tables:
•
Table for the United States.
Table for the Eastern Group.
Table for the Southern Group.
Table for the Western Group.
•
•
43
44
45
46
47
3
SUMMARY
I
Railway employees received as wages for the fiscal year 1911 an
amount greater by $41,868,822, or four and three-tenths per cent,
than they would have received had the 1910 rates of wages been
in effect; and greater by $69,297,678, or seven and four-tenths per
cent, than they would have received had the 1909 wage rates been
in effect. These results were obtained from the reports of railways
over 500 miles long, which pay about 83 per cent of the total rail-
way wages of the country. Probably there were increases, also, in
the aggregate wages paid by the railways less than 500 miles long,
but they are not included in this comparison. These results were
arrived at through calculations that take account solely of the aug-
mentation in the wage aggregate resulting from increases in rates
of pay. Increases or decreases in wage totals due to variations in
the number of employees are eliminated from consideration. The
increases have accrued to all employees except general and other
officers.
II
Notwithstanding an increase of 2,108 miles in the steam railway
mileage of the United States, the number of employees on railways
over 500 miles long was less on June 30, 1911, by 31,037, or 2.1 per
cent, than on June 30, 1910. This is a decline of 252 employees per
1,000 miles of line, or 3.2 per cent. Switch-tenders, trackmen, tele-
graph operators, and trainmen are the classes in which there were
the greatest decreases.
III
Although for railways over 500 miles long the total number of
employees on June 30, 1911, was less by 31,037, or 2.1 per cent, than
the total number of employees on June 30, 1910, the total compen-
sation paid to the total number of employees during the fiscal year
1911 was greater than the total compensation paid to the total num-
so
5
6
ber of employees during the fiscal year 1910 by $49,976,216, or 5.0
per cent.
As the total operating revenues of these railways were greater in
1911 than in 1910 by $27,381,095, the increase in compensation to
employees exceeded the increase in gross earnings by $22,595,121,
or 82.5 per cent.
The increase of nearly fifty million dollars in employees' com-
pensation between 1910 and 1911 took effect in the face of a decline
in net revenue of $40,988,539.
The traffic units were less in 1911 than in 1910 by 1,510,321,143,
Dr 0.6 per cent. The number of traffic units per dollar of employees'
compensation was less in 1911 than in 1910 by 13.45, or 5.3 per cent.
EFFECT OF RECENT WAGE ADVANCES UPON RAIL-
WAY EMPLOYEES' COMPENSATION DURING THE
YEAR ENDING JUNE 30, 1911.
The study, the results of which are here presented, was undertaken
to ascertain what proportion of the amount of compensation paid by
railways to their employees in 1911 was due solely to increases in rates
of pay. Increases or decreases in aggregate compensation for the dif-
ferent years due to increases or decreases in labor force are not shown
in these results. In view of the fact that a part of the advances in rates
of pay which applied throughout the whole of the fiscal year 1911 were
originally placed in effect during 1910, the year 1911 is compared not
only with 1910, but also with 1909, in order to bring out the full effect
of the movement of the last three years for higher wages. These com-
parisons are of the fiscal years ending June 30, respectively.
The railways report to the Interstate Commerce Commission the
total compensation received by each class of employees for each fiscal
year, and the total number of days worked by each class. It is evident
that a division of the total compensation of each class by the total
number of days worked by that class will give the average daily com-
pensation of each employee in that class." If the number of days worked
by employees of each class in 1911 be multiplied by this average daily
a From such inquiry as has been instituted, it may be asserted that most roads
determine the average daily compensation in the manner ordered by the Commis-
sion. The real difficulty lies in the determination of the number of days worked,
and here there is a variety of methods employed by the railways. In some cases
the determination of what constitutes a day's work rests with the officer employ-
ing the specific class of labor. In classes of labor remunerated on a mileage
basis it is possible, and frequently is the case, that individuals receive compensa-
tion for more constructive days than there are actual days in the period. In
such cases the average daily compensation, as reported, appears to be less than it
really is. For example, trainmen are commonly paid on a mileage basis, the
usual practice being to consider one hundred miles as a day's work. Frequently,
however, trainmen make more than one hundred miles per day, so that when the
total miles run during the month are reduced to the basis mentioned, the number
of constructive days exceeds the actual number of days in the month. Some roads
add together the total days worked each month to get the total for the year;
others compute the annual total from the total of typical months, and there are
still other methods employed. The conclusion is obvious that comparisons can be
made only in a general way between different railways, but that comparisons from
year to year on individual roads will be valid, provided the methods used by each
road are not changed during the period of comparison. It may be assumed
that the method employed by each railway is approximately the same from year
to year and therefore the data are satisfactory for the comparisons here made.
7
8
wage, as computed for that class for the years 1909 and 1910, re-
spectively, the products will show the total compensation which would
have been received in 1911 had the average wage of 1909 or of 1910
been in force. The subtraction of these two results, respectively, from
the actual compensation paid in 1911 shows the increase in wages in
1911 due to the increased rates of pay.
For the purposes of this study data have been utilized for all rail-
ways over 500 miles long. These include eighty-three roads, operating
on June 30, 1911, a total of 188,760 miles of line, or 77.4 per cent of
the total steam railway mileage reported by the Interstate Commerce
Commission in its monthly bulletin for the same date.ª
Perhaps a more significant indication of the extent to which this
study approximates a complete presentation for the entire United
States is found in the fact that the figures cover about 83 per cent of
the total compensation to their employees paid by the railways of the
country in 1909, 1910, and 1911, respectively. The only roads over
500 miles long omitted from the list are the Chicago, Milwaukee &
Puget Sound, and the Oregon-Washington Railroad and Navigation
Company, for which it was not possible to secure consecutive and com-
parable data for the three years.
The wages paid in 1911 by the eighty-three roads whose reports are
tabulated amounted to $1,005,277,249. The increase in compensation.
over 1909 due to advances in rates of wages over the rates of 1999
amounts to $69,297,678, or 7.4 per cent. The increase in compensation
over 1910 due to advances in rates of wages over the rates of 1910
amounts to $41,868,822, or 4.3 per cent.
The following table shows the total compensation paid in 1911 to
each class of employees, and the difference between that compensation
and what it would have been at the rates of wages effective during
1909 and 1910.
a. Because of the fact that the data as to employees' compensation reported by
several of the Western roads was incomplete for some classes of employees, the
mileage represented in the returns varies in some degree from class to class.
This variation is shown in the tables following the text. The mileage mentioned
here is the maximum for all roads.
9
BY CLASSES FOR THE UNITED STATES.
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911, DUE TO ADVANCES IN
RATES OF PAY.
Class.
Total
compensation
1911
Difference between compensation in 1911
and what that compensation would have been
at rate of wages effective during-
1910.
1909.
Amount.
Per
cent.
Amount.
Per
cent.
General officers
Other officers.
General office clerks.
Station agents..
Other station men.
Enginemen
$13,669,727
$135,646
1.0
$551,318
17,852,412
246,777
1.4
2,088
4.2
*
•
53,873,729
I,252,563
2.4
2,769,872
5.4
22,842,503
755,750
3.4
1,138,021 5.3
• •
•
81,038,692
2,912,948
3.7
3,788,193 4.9
79,636,834
3,945,320 5.2
5,791,868 7.8
Firemen.
Conductors
Machinists
49,151,135
3,533,079 7.7
4,657,490 10.5
3000 5
•
54,077,929
2,828,366
5.5
Other trainmen.
Carpenters
Other shopmen
Section foremen..
•
99,154,674
7,457,443
8. I
43,714,414
41,151,335
1,330,545 3.I
1,080,337 2.7
129,182,032
4,138,253
3.3
• •
25,607,524
1,100,026
4 5
Other trackmen.
•
115,662,828
2,877,371
2.6
17356
4,746,785
11,247,889
2,648,127
9.6
12.8
64
2,172,422
7,663,046
1,531,441
9,279,486
ܣܩܩܪ
5.6
6.3
6.4
8.7
46 347
Switch tenders, crossing
tenders and watchmen
19,359,983
715,827
3.8
569,676 3.0
Telegraph operators and
dispatchers.
• •
30,236,595
1,348,022 4.7
1,709,745 6.0
Employees account
floating equipment....
All other employees and
laborers.
5,070,787
123,994,116
262,252 5.5
6,713,143 5.7
222,849 4.6
8,811,538
7.7
Total...
1,005,277,249
41,868,822 4.3
69,297,678
7.4
Increases in roman type. Decreases in italics.
* Decrease of less than one-tenth of one per cent.
From this table it appears that increases due to advances since 1909
in the rates of pay have applied to all classes with the exception of
"other officers"; that increases due to advances since 1910 have ap-
plied to all classes except general officers and other officers; the de-
-creases in these two classes are not significant because of the compara-
tively small number of such officers. The larger aggregate increases
resulting from the advances in rates of pay of 1911 over those in effect
in 1909 are found to apply to the classes of "other trainmen," "other
trackmen," enginemen, conductors, and firemen. The larger increases
resulting from the advances in rates of pay of 1911 over those in effect
in 1910 apply to "other trainmen," "other shopmen," enginemen, fire-
men, and conductors.
10
In order more clearly to indicate the extent to which the advances
in rates of pay have affected the constituent divisions of railway oper-
ation, the classes of employees have been grouped in the following
table, according to the general character of their work.
BY COMBINED CLASSES FOR THE UNITED STATES.
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911, DUE TO ADVANCES IN
RATES OF PAY.
Combined class.
Total
compensation
1911.
Difference between compensation in 191г
and what that compensation would have been
at rate of wages effective during-
Officers and clerks..
Station men.
Trainmen
•
• •
Shopmen
Track men
•
•
1910
1909
Amount.
Per
cent.
Amount.
Per
cent.
•
$85,395,868
103,881,195
$870, 140
I.O
$3,319,102
4 0
3,668,698
3.7
4,926,214
5.0
282,020,572
17,764,208
6.7
26,444,032
10.4
214,047,781
6,549,135
3.2
12,483,595
6.2
•
141,270,352
3,977,397 2.9
10,810,927
8.3
19,359,983
•
30,236,595
715,827 3.8
1,348,022 4.7 1,709,745
569,676 3.0
60
129,064,903
1,005,277,249
Switch tenders, crossing
tenders and watchmen.
Telegraph operators and
dispatchers
•
All other employees and
laborers
•
Total.
6,975,395 5.7 9,034,387 7.5
41,868,822 4.3 69,297,678 7.4
From this table it will be observed that increases in compensation
due to advances in rates of pay have applied to all these large general
groups. The largest increase due to advances in the rates of pay of
1911 over those in effect in 1909 is in the wages of trainmen, amount-
ing to 10.4 per cent; the wages of trainmen also show the largest in-
crease due to advances over the rates of pay of 1910, the percentage-
being 6.7 per cent. Trackmen show an increase due to advances in
rates of pay of 1911 over those effective in 1909 of 8.3 per cent, and
an increase resulting from advances over the wage rates of 1910 of 2.9
per cent.
Following are similar comparisons for the railways of the three geo-
graphical divisions. The Eastern group comprises roads east of the
Mississippi and north of the Ohio and Potomac rivers, the Southern
group those east of the Mississippi and south of the Ohio and Potomac,
and the Western group those west of the Mississippi. Roads lying in
more than one group are assigned to that group containing the largest
portion of their mileage.
II
EASTERN GROUP-BY COMBINED CLASSES.
Increased Compensation to RAILWAY EMPLOYEES IN 1911, DUE TO ADVANCES IN
RATES OF PAY.
Combined class.
Total
compensation
1911.
Difference between compensation in 1911
and what that compensation would have been
at rate of wages effective during—
1910
1909
Amount.
Per
cent.
Amount.
Per
cent.
Officers and clerks..
Station men..
Trainmen.
Shopmen
Track men
•
• •
$42,931,572
58,736, 140
151,922,635
III,510,245
59,043,261
$512,883
2,135,926
3.8
II,155,376 7.9
3,870,361 3.6
2,630,969 4.7
I.2
$1,686,628
∞ 96 7
3,134,534
15,107,280
7,250,592
4,872,973
4. I
5.6
7.0
II.O
9.0
Switch tenders, crossing
tenders and watchimen
13,720,356
721,618 5.6
956,006 7.5
Telegraph operators and
dispatchers....
14,749,346
All other employees and
laborers...
Total....
66,168,177
518,781,732
807,709 5.8
5,949,628 99 6,891,663
27,784,470 5.7 40,999,467 8.6
1,099,791
8.1
11.6
Increases in compensation for 1911 due to advances in the rates of
pay over those effective in 1910 and 1909 occurred in each of these
large general classes of the Eastern group of railways. The largest
increase due to the advance in the rates of wages of 1911 over those
effective in 1910 was in the compensation to trainmen, amounting to
$11,155,376, or 7.9 per cent. The compensation to telegraph operators
and dispatchers in 1911 included an increase due to advances in the
rates of wages over those effective in 1910 amounting to 5.8 per cent;
the corresponding increase included in the compensation to switchmen
and watchmen amounted to 5.6 per cent, and in that to trackmen to 4.7
per cent. For 1911, as compared with 1909, the compensation of train-
men again includes the largest increase due to advances in rates of pay,
amounting to $15,107,280, or 11 per cent. The increase in the compen-
sation to trackmen due to the same cause amounted to 9 per cent, to
telegraph operators, 8.1 per cent, to switchmen and watchmen, 7.5 per
cent, and to shopmen, 7 per cent. This comment does not include the
considerable increases in the wages of the miscellaneous group of em-
ployees included under "all other employees and laborers."
12
SOUTHERN GROUP-BY COMBINED CLASSES.
INCREASED COMPENSATION To Railway EMPLOYEES IN 1911, DUE TO ADVANCES IN
RATES OF PAY.
Difference between compensation in 1911
and what that compensation would have been
at rate of wages effective during-
Combined class.
Total
compensation
1911.
1910.
1909.
A mount.
Per
cent.
A mount.
Per
cent.
Officers and clerks....
$9,796,057
$294,040
Station men
Trainmen.
Shopmen.
Trackmen
•
• •
12,253,442
531,799
33,916,860
2,586,534
25,955,962
934,554
14,826,414
306,034 2.I
NWOODW
3.I
4.5
8.3
3.7
1537H
$581,152
632,195
4,189,480
1,467,683
6.3
5.4
14. I
6.0
779,096
5.6
Switch tenders, crossing
tenders and watchmen.
1,763,817
129,570 7.9
135,242
8.3
Telegraph operators and
dispatchers....
3,755,564
149,885 4.2
202,790
5.7
All other employees and
laborers..
Total...
14,228,905
116,497,021
437,464 3.2
5,369,880
552,306 4.0
48 8,539,944 7.9
The compensation of each of the several large general classes of
employees on the Southern group of railways for 1911 included in-
creases due to advances in the rates of wages over those effective
during 1910 and 1909. In 1911 the greatest increase due to advances
in wage rates over those effective in 1910 was in the compensation to
trainmen, its amount being $2,586,534, or 8.3 per cent. The increase
included in the total wages of switchmen and watchmen was 7.9 per
cent, that in the wages of station men 4.5 per cent, and in the wages of
telegraph operators and dispatchers 4.2 per cent. The total compen-
sation paid to trainmen in 1911 also includes the largest percentage due
to advances in the rates of wages over those applying in 1909, the
amount being $4,189,480, or 14.1 per cent. The corresponding increase
in the pay of switchmen and watchmen amounted to 8.3 per cent, in
that of officers and clerks to 6.3 per cent, and in that of shopmen to 6
per cent.
13
WESTERN GROUP-BY COMBINED CLASSES.
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911, DUE TO ADVANCES IN
RATES OF PAY.
Difference between compensation in 1911
and what that compensation would have been
at rate of wages effective during-
Combined class.
Total
compensation
1911.
1910.
1909.
Amount.
Per
cent.
Per
Amount.
cent.
Officers and clerks..
Station men..
Trainmen.
• ·
$32,668,239
$63,217
.2
32,891,613 1,000,973
3. I
96,181,077
4,022,298
4.4
214
$1,051,322
3.3
Shopmen
76,581,574
I,744,220 2.3
Trackmen
67,400,677
1,040,394 1.6
1,159,485 3.7
7,147,272 8.0
3,765,320 5.2
5,158,858
8.3.
ON 3
Switch tenders, crossing
tenders and watchmen.
3,875,810
135,361 .3.4
521,572
11.9.
Telegraph operators and
dispatchers..
I1,731,685
390,428 3.4
407,164
3.6
All other employees and
laborers..
48,667,821
588,303 I.2
1,590,418 3.4
Total...
369,998,496
8,714,472
2.4
19,758,267 5.6
Decreases in italics.
Increases in roman type.
The compensation for 1911 of all but one of the large general classes
of employees in the Western group of railways included increases due
to advances in the rates of pay over those effective during 1910. The
only decrease was in the rate of wages of switchmen and watchmen.
The compensation to other groups included increases due to advances
in wage rates as follows: Trainmen, $4,022,298, or 4.4 per cent; tele-
graph operators, 3.4 per cent; station men, 3.1 per cent, and smaller
percentages in the remaining classes. The total compensation paid in
1911, as compared with 1909, shows a decline in the rate of wages of
switchmen and watchmen. The compensation to other classes includes
increases due to advances in the rates of wages over those effective in
1909 amounting in the case of trainmen to $7,147,272, or 8 per cent;
to $5,158,858, or 8.3 per cent, in the case of trackmen; to 5.2 per cent
in the case of shopmen, and to 3.7 per cent in the case of station men.
The remaining classes show smaller rates of increase.
In general, the largest per cents of increase in 1911 due to advances.
in rates of wages over those effective in 1910 or 1909 are found in
the Eastern group, and the smallest in the Western group."
Comparisons in greater detail are contained in the tables following
a. The smallness of these percentages in the case of the Western group of
railways may be partly due to incomplete returns for certain roads of that group.
14
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911 DUE TO ADVANCES IN RATES OF PAY.
Class.
Mileage for
1911 included
in compari-
son. (b)
(Roads over 500 miles long.a)
Total
UNITED STATES.
compensation
paid in 1911.
What compensation for 1911
would have been, if paid
at rate of wages effective
during-
Difference between compensation in 1911 and
what that compensation would have been at
rate of wages effective during-
1910.
1909.
1910.
1909.
Amount. Per cent.
Amount.
Per cent.
General officers
Other officers
188,760.04
$13,669,727
$13,805,373
$13,118,409
$135,646
Ι.Ο
$551,318
4.2
General office clerks.
188,760.04
188,760.04 17,852,412 18,099,189
53,873,729 52,621,166
17,854,500
246,777
1.4
2,088
51,103,857
I,252,563
2.4
2,769,872
5.4
Station agents
182,561.76
22,842,503 22,086,753 21,704,482
755,750
3.4
1,138 021
5.3
Other station men.
182,561.76
81,038,692 78,125,744
77,250,499
2,912,948 3.7
3,788,193
4.9
Enginemen
175,315.56
79,636,834 75,691,514
73,844,966
3,945,320 5.2
5.791,868
7.8
Firemen
175,315.56
49,151,135 45,618,056
44,493,645
3,533,079 7.7
4,657,490
10.5
Conductors
175,315.56
54,077,929 51,249,563
49,331,144
2,828,366 5.5
4,746,785
9.6
Other trainmen
175,315.56
Machinists
99,154,674 91,697,231
179,088.99 43,714,414
87,906,785
7,457,443 8.1
11,247,889 12.8
42,383,869
41,066,287
1,330,545 3.I
2,648,127 6.4
Carpenters
177,442.80 41,151,335 40,070,998
38,978,913
1,080,337 2.7
2,172,422 5.6
Other shopmen
179,088.99
129,182,032
125,043,779
121,518,986
4,138,253 3.3
7,663,046
6.3
Section foremen
188,760.04
25,607,524 24,507,498
24,076,083
1,100,026 4.5
1,531,441
6.4
Other trackmen
188,760.04
115,662,828 || 112,785,457
106,383,342
2,877,371 2.6
9,279,486
8.7
Switch tenders, crossing tend-
ers and watchmen..
182,561.76
19,359,983 18,644,156
18,790,307
715,827 3.8
569,676
3.0
Telegraph operators and dis-
patchers
188,760.04
30,236,595 28,888,573
28,526,850 1,348,022 4.7
1,709 745
6.0
Employees account floating
equipment
182,561.76
All other employees and la-
borers
182.561.76
5,070,787 4,808,535 4,847,938 262,252 5.5
123,994,116 117,280,973
222,849
4.6
115,182,578 6,713,143 5.7
8,811,538
7.7
Total.
188,760.04
1,005,277,249 || 963,408 427 935,979,571 41,868,822 4.3
69,297,678
7.4
Increases in roman type. Decreases in italics.
*Decrease of less than one-tenth of one per cent.
• Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington R. R. and Navigation Co.
b Variations of mileage represented in different classes are due to incompleteness of returns from certain Western roads.
15
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911 DUE TO ADVANCES IN RATES Of Pay.
(Roads over 500 miles long.)
Eastern Group.
Class.
Mileage for
1911 included
in compari-
son.
Total
compensation
paid in 1911.
What compensation for 1911
would have been, if paid
at rate of wages effective
during-
Difference between compensation in 1911 and
what that compensation would have been at
rate of wages effective during-
1910.
1909.
1910.
1909.
Amount.
Per cen.
Amount.
Per cent.
General officers
52,836.08
$5,695,791
$5,663,802
$5,309,120
$31,989
.6
$386,671
7.3
Other officers
52,836.08
8,593,545
8,663,729
8,572,172
70,184 .8
21,373
.2
General office clerks.
52,836.08
28,642,236 28,091,158
27,363,652
551,078
2.0
1,278,584
4.7
Station agents
52,836.08 10,138,877
9,671,777
9,403,273
467,100
4.8
735,004
7.8
Other station men.
Enginemen
Firemen
Conductors
Other trainmen
Machinists
52,836.08 48,597,263 46,928,437
52,836.08 42,227,196 39,531,073
52,836.08 25,964,668 23,813,920
52,836.08 29,108,995 26,989,311
52,836.08 54,621,776 50,432,955
52,836.08 26,029,913 24,926,357
46,198,333
1,668,826 3.6
2,398,930
5.2
38,779,190
2,696,123 6.8
23,427,867 2,150,748 9.0
26,123,487 2,119,684 7.9
48,484,811 4,188,821 8.3
24,052,790 1,103,556 4.4
3,448,006 8.9
2,536,801 10.8
2,985,508 11.4
6,136,965 12.7
1,977,123 8.2
Carpenters
52,836.08
20,916,953 20,110,253
19,504,328
806,709 4.0
1,412,625 7.2
Other shopmen
52,836.08
64,563,379
62,603,274
60,702,535
1,960,105 3.1
3,860,844
6.4
Section foremen
52,836.08
9,878,119
9,415,129
9,240,144
462,990 4.9
637,975
6.9
Other trackmen
52,836.08
49,165,142
46,997,163
44,930,144
2,167,979
4.6
4,234,998
9.4
Switch tenders, crossing tend-
ers and watchmen
52,836.08
13,720,356
12,998,738 12,764,350
721,618 5.6
956,006
7.5
Telegraph operators and dis-
patchers
52,836.08
14,749 346
13,941,637
Employees
13,649,555 807,709 5.8
1,099,791
8.1
account floating
equipment
52,836.08
4,782,012
All other employees and la-
borers
52,836.08
61,386,165
Total.
52.836,08
4,528,579
55,689,970
518,781,732 || 490,997,262 477,782,265 || 27.784,470
4,569,040 253,433 5.6
212,972 4.7
54,707,474 5,696,195 10.2
6,678,691 12.2
5.7
40,999,467
8.6
Increases in roman type. Decreases in italics.
16
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911 DUE TO Advances in Rates of Pay.
(Roads over 500 miles long.)
SOUTHERN GROUP.
Class.
Mileage for
1911 included
in compari-
son.
Total
compensation
paid in 1911.
What compensation for 1911
would have been, if paid
at rate of wages effective
during-
Difference between compensation in 1911 and
what that compensation would have been at
rate of wages effective during-
1910.
1909.
1910.
1909.
Amount. Per cent.
Amount.
Per cent.
General officers
30,676.62
$1,328,449
$1,414,485
$1,332,537
$86,036
6.1
$4,088
.3
Other officers
30,676.62
3,026,869
2,983,372
2,876,280
43:497 1.5
150,589
5.2
General office clerks.
30,676.62
5,440,739 5,104,160
5,006,088
336,579 6.6
434,651
8.7
Station agents
30,676.62
3,607,838 3,457,502
3,408,035
150,336 4.3
199,803
5.9
Other station men.
30,676.62
8,645,604 8,264,141
8,213,212
381,463 4.6
432,392
5.3
Enginemen
30,676.62
10,558,230 9,958,457
9,509,009
599.773 6.0
1,049,221
11.0
Firemen
30,676.62
5,414,180
Conductors
•
30,676.62
7,304,782
5,003,375
7,237,174 6,510,422
4,829,146
410,805
585,034
12. I
67,608
.9
794,360
Other trainmen
Machinists
Carpenters
Other shopmen
30,676.62
10,639,668
9,131,320
8,878,803 1,508,348
16.5
1,760,865
12.2
19.8
30,676.62
4,078,587
3,930,334
3,854,367
148.253
224,220
30,676.62
5,804,506
5,508,342
5,438,331
296,164 5.4
366,175
30,676.62
16,072,869
15,582,732
15,195,581
490,137
3.I
877,288
Section foremen
30,676.62
3,186,811
2,977,668
2,930,935
209,143
7.0
255,876
Other trackmen
30,676.62
11,639,603
11,542,712
II,116,383
96,891
.8
523,220
A pour ou
5.8
6.7
5.8
8.7
4.7
∞∞ 7∞ ^^
Switch tenders, crossing tend-
ers and watchmen
30,676.62
1,763,817
1,634,247
1,628,575
129 570
7.9
135,242
8.3
Telegraph operators and dis-
patchers
30,676.62
3,755,564
3,605,679
3,552,774
149 885
4.2
202,790
5.7
Employees
account floating
equipment
30,676.62
135 189
131,608
131,420
3,581
2.7
3,769
2.9
All other employees and la-
borers
30,676.62
14,093,716
13,659,833
Total.
30,676.62
116,497,021 || 111,127,141
13,545,179
107,957,077
433,883 3.2
548,537
4.0
5,369,880
4.8
8,539,944
7.9
Increases in roman type. Decreases in italics.
17.
INCREASED COMPENSATION TO RAILWAY EMPLOYEES IN 1911 DUE TO ADVANCES IN RATES OF Pay.
(Roads over 500 miles long.")
WESTERN GROUP.
Class.
Mileage for
1911 included
in compari-
son. (b)
Total
compensation
paid in 1911.
What compensation for 1911
would have been, if paid
at rate of wages effective
during-
Difference between compensation in 1911 and
what that compensation would have been at
rate of wages effective during-
1910.
1909.
1910.
1909.
Amount. Per cent.
Amount.
Per cent.
General officers
105,247.34
$6,645,487
$6,727,086
$6,476,752
$81,599
1.2
$168,735
2.6
Other officers
105,247.34
6,231,998
6,452,088
6,406,048
220,090 3.4
174,050
2.7
General office clerks.
105,247.34
19,790.754 19,425,848
18,734,117
364,906 I.9
1,056,637
5.6
Station agents
•
99,049.06
9,095,788
8,957,474
8,893,174
138,314 1.5
202,614
2.3
Other station men.
99,049.06
23,795,825
22,933,166
22,838,954
862,659 3.8
956,871 4.2
Enginemen
Firemen
Conductors
Other trainmen
91,802.86
26,851,408 26,201,984
25,556,767
649,424 2.5
1,294,641
5.I
91,802.86
17,772,287 16,800,761
16,236,632
91,802.86
91,802.86
Machinists
Carpenters
Other shopmen
95.576.29
17,664,152 17,023,078
33,893,230 32,132,956 30,543,171
95,576.29 13,605,914 13,527,178
93,930.10 14,429,876 14,452,403
48,545,784 46,857,773
971,526 5.8
1,535,055
9.5
16,697,235
641,074 3.8
966,917
5.8
1,760,274 5.5
3,350,059
II.O
13,159,130
78,736
446,784
3.4
14,036,254
45,620,870
22,527
1,688,011 3.6
.2
393,622 2.8
2,924,914
6.4
Section foremen
105,247.34
Other trackmen
105,247.34
Switch tenders, crossing tend-
ers and watchmen
99,049.06
3,875,810
Telegraph operators and dis
patchers
105.247.34
11,731,685
Employees
account floating
equipment
99,049.06
153,586
All other employees and la-
borers
99,049.06
48,514,235
Total.
105,247.34
12,542,594 12,114,701 I1,905,004
54,858,083 54,245,582 50.336,815
4,011,171
11,341,257 II,324,521
148,348 147,478
47,931,170 46,929,925
369,998,496 || 361,284,024 | 350,240,229
427,893
3.5
637,590
5.4
612,501 I.I
4,521,268
9.0
4,397,382
135,361 3.4
521,572
11.9
390,428 3.4
407,164
3.6
5,238 3.5
6,108 4.1
583,065
I.2
1,584,310 3.4
8,714,472 2.4
19,758,267 5.6
Increases in roman type. Decreases in italics.
Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington R. R. and Navigation Co.
b Variations of mileage represented in different classes are due to incompleteness of returns from certain roads.
19
VARIATIONS IN THE NUMBER OF RAILWAY
EMPLOYEES, 1909-1910-1911.
The study, the results of which are here presented, was undertaken
to show how the number of railway employees in 1911 compared with
the number of such employees in 1910 and in 1909. The data, taken
from the annual reports of the railways to the Interstate Commerce
Commission, covers all roads over 500 miles long, with the exception
of those whose reports are in some respects incomplete and hence un-
available for use. The railways here included had 188,760 miles of
line on June 30, 1911, or 77.4 per cent of the mileage of the country,
as shown by the report of the Commission for that month. The em-
ployees of these railways constitute for each of the years entering
into this comparison about 86 per cent of the total number employed.
The tabulations show the aggregate number of these employees, and
the number in each class according to the reports of the railways to
the Interstate Commerce Commission for June 30 of the years 1909,
1910, and 1911. They indicate the increase or decrease in the number
in service on June 30, 1911, as compared with the number in service
on June 30, 1910 and June 30, 1909, and the percentage of such in-
crease or decrease.
The number of employees in service on June 30 of any particular
year does not indicate the variations that may have taken place during
the year, and therefore is not so satisfactory for comparative pur-
poses as would be the average of the number of employees in service
during the year. The reports of the railways are made, however,
in accordance with the requirements of the Interstate Commerce Com-
mission, and the number of employees at the close of each fiscal year
has a general value for comparison. Therefore it will be understood
that throughout this bulletin reference to the number of employees
in service for any of the years specified means the number of em-
ployees in service on June 30 of that year.
In order that the comparison be comprehensive it is presented from
various aspects. First is given the aggregate number of employees
for each of the three years. Next are comparative tables giving, ac-
cording to the accounts under which their wages are classified, the
number of employees per 1,000 miles of line. Then follows a table
showing by specific classes the number of employees per 1,000 miles of
line, and following this are tables in which the employees of these
specific classes are combined into larger classes, indicating the broad
and general phases of railway work. Finally are the tables giving in
detail the information which has been abstracted and summarized in
the preceding tables just referred to.
20
FOR THE UNITED STATES.
(Railways having over 500 miles of line.)
June 30
1909.
June 30
1910.
June 30
1911.
1911 compared with||1911 compared with
1910, increase or 1909, increase or
decrease.
decrease.
Number.
Per
cent.
Per
Number.
cent.
COMPARISON IN THE Aggregate.
of the respective years, and the number per 1,000 miles of line:
The following table shows the total number of employees for each
Miles of line...
182,220.19
186,651.76
Total number of employees.
1,281, 112
Employees per 1,000 miles of line.
7,030.7
1,459,749
7,820.7
1,428,712
188,760.04
7,568.8
2,108.28
31,037
I. I
2.1
251.9 3.2
6,539.85
147,600
3.6
II.5
538.1
7.7
Increases in roman type. Decreases in italics.
This
It will be noted that the miles of line of railways over 500 miles long increased 1.1 per cent
between 1910 and 1911, but the number of employees declined 31,037, or 2.1 per cent.
is a decrease of 252 employees per 1,000 miles of line, or 3.2 per cent.
From 1909 to 1911 there was an increase of 3.6 per cent in the miles of line, and an increase
of 147,600, or 11.5 per cent, in the number of employees. This is an increase per 1,000 miles
of line of 538 employees, or 7.7 per cent. It is obvious from this that there was a considerable
increase in the number of employees between 1909 and 1910, and that the reduction began in
the fiscal year 1911.
21
COMPARISON BY WAGE ACCOUNTS.
The following tables contrast for the respective years the number
of employees per 1,000 miles of line, classified according to the general
accounts to which their wages are charged:
Account.
UNITED STATES.
Employees Per 1,000 Miles of Line.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
1911 compared with 1909,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Maintenance of way
and structures..
Maintenance of equip-
2,339
123
5.0
189
8.8
ment
•
1,706
52
3.I
226
15.3
Traffic ..
Transportation
107
4
3.9
13
14.3
•
3,064
242
7.3
72
2.4
General..
224
•
5
2.2
13
6.2
Outside operations..
168
•
3
1.9
43
34.I
Increases in roman type. Decreases in italics.
It will be noted that between 1910 and 1911 there was a general
decrease in the number of employees per 1,000 miles of line. Those
employed in maintenance of equipment and in securing traffic alone
show increases. The largest decrease, 7.3 per cent, was in the number
of employees immediately engaged in transportation, including prin-
cipally those engaged in the running of trains. It was to be expected
that in a year of diminishing earnings there would be a decline in
the number of laborers employed in maintenance of way, and this
decline is shown to be 5 per cent.
An increase in the number of employees of all classes is indicated
for 1911 over 1909, the decrease between 1910 and 1911 not having
been so great as the increase of 1910 over 1909.
A similar summary is presented by groups in order to show the
variations in the different geographical sections. The Eastern group
comprises roads east of the Mississippi and north of the Ohio and
Potomac rivers; the Southern group, those east of the Mississippi and
south of the Ohio and Potomac; and the Western group, those west
of the Mississippi. Roads lying in more than one group are assigned
to that group containing the largest portion of their mileage.
22
Account.
Eastern Group.
Employees Per 1,000 Miles of Line.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
1911 compared with 1909,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Maintenance of way
and structures..
Maintenance of equip-
3,295
178
5.1
431
15. I
ment
•
2,994
99
3.4
465
18.4
Traffic..
Transportation
143
3
2.3
12
9.1
•
5,613
168
2.9
197
3.6
General...
324
22
7.3
34
11.5
Outside operations.
•
329
13
3.9
55
19.9
Increases in roman type. Decreases in italics.
From 1910 to 1911 the number of employees engaged in mainte-
nance of way on the Eastern group of railways decreased 178 per
1,000 miles, or 5.1 per cent, and the number of those immediately
engaged in transportation decreased 168 per 1,000 miles, or 2.9 per
cent. The number of employees engaged in outside operations and
securing traffic decreased slightly. The number of employees engaged
in maintenance of equipment and general service increased.
From 1909 to 1911 each wage account shows an increased number
of employees. The largest actual increases occurred in the number
of employees engaged in maintenance of equipment-465 per 1,000
miles of line, and in those engaged in maintenance of way-431 per
1,000 miles, while the largest proportional increases were those of
employees engaged in outside operations-19.9 per cent, in maintenance
of equipment-18.4 per cent, and in maintenance of way-15.1 per
cent.
23
Account.
Maintenance of way
and structures..
Maintenance of equip-
ment
Traffic ..
•
Transportation
General……….
SOUTHERN Group.
Employees Per 1,000 Miles of Line.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
1911 compared with 1909,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
1,695
22
1.3
187
12.4
1,407
22
1.5
174
14. I
87
*
*
.I
.I
•
•
2,407
21
.9
158
7.0
149
16
*
9.7
.3
65
II
20.3
ΙΟ
17.4
Outside operations.
Increases in roman type. Decreases in italics.
* Decrease of less than one employee.
The number of employees on the Southern group of railways
classified under maintenance of equipment, traffic, and general, de-
creased from 1910 to 1911 per 1,000 miles of line. The number classi-
fied under maintenance of way, transportation, and outside operations
increased.
A comparison of 1911 with 1909 shows that but two of these groups
of employees, those classified under traffic and general, decreased
per 1,000 miles of line, and these to an almost negligible degree. The
employees engaged in maintenance of way and structures increased by
187 per 1,000 miles, or 12.4 per cent; those engaged in maintenance
of equipment, 174 per 1,000 miles, or 14.1 per cent; those engaged in
transportation, 158 per 1,000 miles, or 7.0 per cent.
24
Account.
WESTERN GROUP.
Employees Per 1,000 Miles of Line.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
1911 compared with 1909,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Maintenance of way
and structures..
Maintenance of equip-
2,015
142
6.6
54
2.7
ment
1,073
54
5.3
116
12. I
Traffic..
•
93
ΙΟ
11.9
19
26.2
Transportation
1,834
370
16.8
13
.7
General.
192
17
8.0
3.3
Outside operations...
III
3
2.3
48
76.7
Increases in roman type. Decreases in italics.
From 1910 to 1911 the number of employees of the Western group
of railways immediately engaged in transportation decreased 370 per
1,000 miles, or 16.8 per cent-a greater falling off than was shown by
any other class. The decrease in number of employees charged with
the maintenance of way was 142 per 1,000 miles, or 6.6 per cent.
From 1909 to 1911, employees engaged in transportation decreased
in number 13 per 1,000 miles, or 0.7 per cent. Those in the other
classses increased in number, the greatest increase being in those en-
gaged in maintenance of equipment-116 per 1,000 miles, or 12.1
per cent.
COMPARISON BY SPECIFIC CLASSES OF EMPLOYEES.
The succeeding table contrasts for the United States for the re-
spective years the number of employees per 1,000 miles of line in
each of the specific classes for which they are reported by the railways
to the Interstate Commerce Commission. Following it are tables for
the United States and the three geographical sections, in which the
employees of these specific classes are combined in larger classes, indi-
cating the broad and general phases of railway work.
25
UNITED STATES.
Employees Per 1,000 Miles of Line.
1911 compared with 1909,
increase or decrease.
Class.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
General officers...
Other officers...
*
*
II
34
4I
+
9.2
9
1.7
27.0
General office clerks..
347
4
I.
1.2
23
7.2
Firemen
Employees
Station agents...
Other station men
Enginemen
• • •
Conductors
Other trainmen
Machinists..
Carpenters.
•
Other shopmen
Section foremen
Other trackmen
Switch tenders, cross-
ing tenders and
watchmen.
Telegraph operators
and dispatchers
floating equipment..
161
2
I.2
2
1.5
711
8
I.
1.2
53
8.0
•
285
12
3.9
19
7.1
• •
298
16
5.1
16
5.7
216
5
2.2
14
6.9
607
27
4.2
68
12.7
258
3
I.
1.1
I
24
10.3
302
13
4.0
17
6.1
1,060
8
.7
117
12.4
191
2
.9
7
3.6
•
•
•
1,611
100
5.9
148
IO. I
185
28
13.1
32
14.7
...
190
ΙΟ
5.0
2
1.3
account
43
4
7.7
5
12.8
All other employees
and laborers....
1,051
19
1.7
46
4.6
Total....
7,569
252
3.2
538
7.7
Increases in roman type. Decreases in italics.
* Decrease of less than one employee.
Between 1910 and 1911 there was a reduction of the total number
of employees per 1,000 miles of line of 252, or 3.2 per cent. Reduc-
tions occurred in every class except "other officers" and station agents,
the decline being as much as 13.1 per cent in the case of switch-
tenders, crossing-tenders, and watchmen. The other material declines
occurred among the firemen, "other trackmen," telegraph operators,
and employees connected with floating equipment.
Between 1909 and 1911 the total number of employees increased
538 per 1,000 miles of line, or 7.7 per cent. There were decreases in
only two classes of employees, i. e., general officers and switch-tenders
and watchmen, the former declining 1.7 per cent in number per 1,000
miles of line, the latter 14.7 per cent. Considerable increases occurred
26
among the "other officers," floating-equipment employees, "other train-
men," "other shopmen," machinists, and "other trackmen." As already
noted, the increases which appear for the two-year period in most of
the classes are due to increases during the year 1910.
The changes by classes will be made clearer by a combination into
groups as follows:
UNITED STATES.
Employees Per 1,000 Miles of Line.
Combined class.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
1911 compared with 1909,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Officers and clerks..
399
I
.3
32
8.7
Station men.
872
6
.7
55
6.7
Trainmen.
• •
1,406
59
4.0
117
9.I
Shopmen
1,620
23
1.4
158
10.8
Track men..
1,802
102
5.4
155
9.4
Switch tenders, cross-
ing tenders and
watchmen.
185
28
13.1
32
14.7
Telegraph
operators
and dispatchers.
190
10
5.0
2
1.3
All other employees
and laborers..
1,095
22
2.0
51
4.9
Total....
7,569
252
3.2
538
7.7
Increases in roman type. Decreases in italics.
The greatest decline between 1910 and 1911 is in the number of
trackmen, who were reduced 102 per 1,000 miles of line, and the next
in the number of trainmen, who were reduced 59 per 1,000 miles of
line. Measured by percentages, the decline of 13.1 per cent in the
number of switch-tenders is most severe; next is the decline of 5.4 per
cent in trackmen; then 5 per cent in telegraph operators, and 4 per cent:
in trainmen.
27
EASTERN GROUP.
Employees Per 1,000 Miles of Line.
1911 compared with 1909,
increase or decrease.
Combined class.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Officers and clerks...
708
32
4.7
76
12.0
Station men.
1,674
7
.4
108
6.9
Trainmen
• • •
2,527
54
2.I
186
7.9
Shopmen
•
2,858
14
.5
325
12 8
Trackmen.
• •
2,432
118
4.6
257
11.8
Switch tenders, cross-
ing tenders and
watchmen.....
454
60
II.7
32
6.5
Telegraph operators
•
and dispatchers ..
341
8
2.3
.I
All other employees
and laborers..
1,861
77
4.0
215
13.0
Total...
12,855
278
2.I
1,135
9.7
Increases in roman type. Decreases in italics.
* Increase of less than one employee.
During the year 1911 the total number of employees per 1,000 miles
of line in the Eastern group of railways decreased 278, or 2.1 per cent.
There occurred a decrease in each large class except that of officers
and clerks and that of shopmen. The largest decrease occurred among
the trackmen, whose number was reduced 118 per 1,000 miles; switch-
tenders, crossing-tenders, and watchmen show the largest proportional
decrease, 11.7 per cent. The number of employees in 1911 shows an
increase over 1909 in each of these large and general classes except
one, switch-tenders, crossing-tenders and watchmen being the only
class to show a decrease.
28
SOUTHERN GROUP.
Employees Per 1,000 Miles of Line.
1911 compared with 1909,
increase or decrease.
Combined class.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Officers and clerks..
272
43
13.6
22
7.3
Station men
722
31
4.4
75
11.6
Trainmen.
I, 069
13
I.2
86
8.7
Shopmen
1,384
66
5.0
270
24.3
Trackmen.
1,279
42
3.2
54
4.4
Switch tenders, cross-
ing tenders and
watchmen........
117
23
16.2
22
16.0
Telegraph operators
and dispatchers
All other employees
and laborers...
...
151
15
9.1
7
4.5
824
36
4.6
104.
14.4
Total....
5,819
23
.4
537
IO.2
Increases in roman type. Decreases in italics.
During 1911 the total number of employees on the Southern group
of railways increased 23, or 0.4 per cent per 1,000 miles of line. The
number of station-men, trainmen, and shopmen increased, while the
number of officers and clerks, trackmen, switch-tenders, and telegraph
operators declined. In 1911 the total number of employees was
greater by 537 per 1,000 miles of line, or 10.2 per cent, than in 1909.
Considerable increases per 1,000 miles were as follows: Shopmen, 270,
or 24.3 per cent; "all other employees and laborers," 104, or 14.4 per
cent; station-men, 75, or 11.6 per cent. There were slight increases
in the number of trainmen and trackmen. Decreases occurred among
the officers and clerks, switch-tenders, crossing-tenders, and watch-
men, and telegraph operators.
29
WESTERN GROUP.
Employees Per 1,000 Miles of Line.
Combined class.
Number of
employees,
June 30
1911.
1911 compared with 1910,
increase or decrease.
1911 compared with 1909,
increase or decrease.
Number.
Per cent.
Number.
Per cent.
Officers and clerks....
282
5
1.8
28
II.O
Station men.
•
513
16
3.0
29
6.1
Trainmen
• •
942
81
7.9
ΙΟΙ
12.0
Shopmen
1,067
66
5.8
51
5.I
Trackmen.
•
1,638
112
6.4
136
9.0
watchmen......
Switch tenders, cross-
ing tenders and
Telegraph operators
and dispatchers .
All other employees
and laborers...
Total...
70
13
15.5
33
31.7
125
9
6.9
8
6.5
789
10
1.3
42
5.1
5,426
312
5.4
278
5.4
Increases in roman type. Decreases in italics.
The total number of employees per 1,000 miles of line on the West-
ern group of railways decreased 312 during the year 1911, or 5.4 per
cent. The largest reductions were in the number of trackmen, who
decreased 112 per 1,000 miles, or 6.4 per cent, and of trainmen, who
decreased 81 per 1,000 miles, or 7.9 per cent. The largest proportional
decrease was in the number of switch-tenders, crossing-tenders, and
watchmen, which fell off 15.5 per cent. The year 1911, as compared
with 1909, shows an increase in the total number of employees
amounting to 278 per 1,000 miles of line, or 5.4 per cent. The number
of trainmen per 1,000 miles increased 12 per cent; the number of
officers and clerks, II per cent, and the number of trackmen, 9.0 per
cent.
TABLES IN DETAIL.
The following tables give in detail the information which has been
abstracted and summarized in the preceding tables and comment:
NUMBER OF RAILWAY Employees, and NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO CLASS: 1909, 1910, AND 1911.
(Roads over 500 miles long.*)
June 30,
1909.
UNITED STATES.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Class.
1910
1909.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
Number per
1,000 miles
Total
number of
Number per
1,000 miles
employees.
of line.
employees.
of line.
Number.
Per
cent.
Per
Number.
cent.
General officers
2,091
11.5
2,187
11.7
2,142
11.3
.4
3.4
.2
1.7
Other officers
5,936
32.6
7,072
37.9
7,808
41.4
3.5
9.2
8.8
27.0
General office clerks.
58,912
323.3
65,491
350.9
65,426
346.6
4.3
1.2
23.3
7.2
Station agents
28,934
158.8
29,732
159.3
30,425
161.2
1.9
1.2
2.4
1.5
Other station men.
119,935
658.2
134,241
719.2
134,190
710.9
8.3
1.2
52.7
8.0
Enginemen
48,517
266.3
55,358
296.6
53,810
285.1
11.5
3.9
18.8
7.1
Firemen
51,415
282.2
58,660 314.3
56,296
298.2
16.1
5.1
16.0
5.7
Conductors
36,790
201.9
41,218
220.8
40,762
215.9
4.9
2.2
14.0
6.9 8
Other trainmen
98,170 538.7
118,280 633.7
114,599
607. I
26.6
4.2
68.4
12.7
Machinists
Carpenters
Other shopmen
42,676
234.2
48,749
261.2
48,756
258.3
2.9
I. I
24.1
10.3
51,785
284.2
58,654
314.2
56,905
301.5
12.7
4.0
17.3
6.1
171,816
942.9
199,227
1,067.4
200,056
1,059.8
7.6
.7
116.9
12.4
Section foremen
33,634
184.6
36,022
193.0
36,089
191.2
1.8
.9
6.6
3.6
Other trackmen
266,529
1,462.7
319,304
1,710.7
304,009
1,610.6
100.I
5.9
147.9
IO.I
Switch tenders, crossing ten-
ders and watchmen.
39,623
217.4
39,841
213.4
35,004
185.4
28.0
13.1
32.0
14.7
Telegraph operators and dis-
patchers..
34,144
187.4
37,294
199.8
35,829
189.8
10.0
5.0
2.4
1.3
Employees-floating equip-
ment.
6,966
38.2
8,714
46.7
8,144
43. I
3.6
7.7
4.9
12.8
All other employees and
laborers.
Total.
183,239 1,005.6 199,705 1,069.9
1,281,112
198,462 1,051.4
18.5
1.7
45.8
4.6
7,030.7 1,459,749 7,820.7
1,428,712 7,568.8
251.9
3.2
538. I
7.7
182,220.19
Miles represented
*Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington R. R. and Navigation Co.
186,651.76
188,760.04
Increases in roman type.
Decreases in italics.
NUMBER OF RAILWAY EMPLOYEES, and NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO CLASS: 1909, 1910, and 1911.
(Roads over 500 miles long.)
Class.
June 30,
1909.
EASTERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
employees.
1910.
1909.
Number per
1,000 miles
of line.
Number.
Per
cent.
Per
Number.
cent.
General officers
828
16.0
799
15.3
817
15.5
.2
1.3
.5
3.1
Other officers
2,809
54.4
3,144
60. I
3,504
66.3
6.2
10.3
11.9
21.9
General office clerks.
28,978
561.6
31,428
600.4
33,063
625.8
25.4
4.2
64.2
II.4
Station agents
12,258 237.6
12,490
238.6
12,644
239.3
.7
.3
1.7
.7
Other station men.
68,546
1,328.4
75,497
1,442.4
75,824
1,435.I
7.3
.5
106.7
8.0
Enginemen
23,986 464.8
27,055
516.9
27,127
513.4
3.5
.7
48.6
10.5
Firemen
25,929
502.5
28,168
538.2
28,181
533.4
4.8
.9
30.9
6.1
Conductors
19,016
368.5
21,120
403.5
21,183
400.9
2.6
.6
32.4
8.8 w
Other trainmen
51,873
1,005.3
58,760
I,I22.6
57,018
1,079. I
43.5
3.9
73.8
7.3
Machinists
24,928
483. I
28,998
554.0
29,747
563.0
9.0
1.6
79.9
16.5
Carpenters
25,664
497.4
29,331
560.4
27,758
525.4
35.0
6.2
28.0
5.6
Other shopmen
80,123
1,552.7
90,515
I,729.4
93,483
1,769.3
39.9
2.3
216.6
13.9
Section foremen
12,464
241.5
13,095
250.2
13,192
249.7
.5
.2
8.2
3.4
Other trackmen
99,793
1,934.0
120,350
2,299.5
115,313
2,182.5
117.0
5.I
248.5
12.8
Switch tenders, crossing ten-
ders, and watchmen.
25,066
485.8
26,927
514.5
23,997
454.2
60.3
II.7
31.6
6.5
Telegraph operators and dis-
patchers..
17,577
340.6
18,268
349.0
18,025
341.I
7.9
2.3
.5
.I
Employees-account floating
equipment.
5,778
112.0
6,273
119.8
5,631
106.6
13.2
II.0
5.4
4.8
All other employees and
laborers.
79,146 1,533.8
95,152 1,818.0
92,672
1,753.9
64.I
3.5
220. I
14.3
Total.
604,762
I1,720.0
687,376 13,132.8
.8
679,179 12,854.5
278.3 2.I
1,134.5
9.7
Miles represented
51,601.03
52,340.24
52,836.08
Increases in roman type.
Decreases in italics.
32
NUMBER OF RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO CLASS: 1909, 1910, AND 1911.
(Roads over 500 miles long.)
SOUTHERN GROUP.
Class.
June 30,
1909.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
1910.
1909.
Total
number of
Number per
employees.
I,oco miles
of line.
Total
number of
Number per
employees.
1,000 miles
of line.
Total
number of
Number per
1,000 miles
employees.
of line.
Number.
Per
cent.
Number.
Per
cent.
General officers
209
7.0
187
6.1
203
6.6
.5
8.2
Other officers
1,454
48.7
1,454
47.6
1,548
50.5
2.9
6.1
1.8
1.8
.4
5.7
3.7
General office clerks.
7,106
238. I
7,990
261.5
6,603
215.2
46.3
17.7
22.9
9.6
Station agents
4,894
164.0
5,106
167.1
5,209
169.8
2.7
1.6
5.8
3.5
Other stationmen
14,425
483.3
16,021
524.3
16,944
552.3
28.0
5.3
69.0
14.3
Enginemen
6,187
207.3
6,633
217.I
6,602
215.2
1.9
.9
7.9
3.8
Firemen
6,439
215.7
7,009
229.4
7,117
232.0
2.6
I.I
16.3
7.6
Conductors
4,900
164.2
5,239
171.4
5,416
176.6
5.2
3.0
12.4
7.6
53066
Other trainmen
11,813
395.8
13,376 437.7
13,644
444.8
7.I
1.6
49.0
12.4
Machinists
3,972
133.I
4,622
151.2
4,607
150.2
1.0
.7
17.1
12.8
Carpenters
7,473
250.4
8,101
265.I
8,704
283.7
18.6
7.0
33.3
13.3
Other shopmen
21,778
729.7
27,545
901.4
29,133
949.7
48.3 5.4
220.0
30. I
Section foremen
4,681
156.8
4,852
158.8
4,850
158.1
.7
.4
1.3
.8
Other trackmen
31,896
1,068.7
35,503
1,161.8
34,385 I,120.9
40.9 3.5
52.2
4.9
Switch tenders, crossing ten-
ders, and watchmen..
4,165
139.6
4,274
139.9
3,597
117.3
22.6
16.2
22.3
16.0
Telegraph operators and dis-
patchers..
4,729
158.5
5,087
166.5
4,642
151.3
15.2
9.1
7.2
4.5
Employees-account floating
equipment.
234
7.8
228
7.5
222
7.2
.3
4.0
.6
7.7
All other employees and
laborers.
21,281
713.0
23,858
780.7
25,066
817.1
36.4
4.7
104.1
14.6
Total.
157,636
5,281.7
177,085
5,795. I
178,492
5,818.5
23.4
.4 536.8
10.3
Miles represented
29,845.65
30,557.77
30,676.62
Increases in roman type.
Decreases in italics.
33
NUMBER OF RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO CLASS: 1909, 1910, AND 1911.
(Roads over 500 miles long.*)
June 30,
1909.
WESTERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Class.
Total
number of
employees.
Number per
1,000 miles
of line.
1910.
1909.
Total
number of
Number per
1,000 miles
Total
number of
Number per
1,000 miles
employees.
of line.
employees.
of line.
Number
Per
cent.
Number.
per
cent.
General officers
1,054
10.5
1,201
11.6
1,122
10.7
.9
7.8
.2
Other officers
1,673
16.6
2,474
23.8
2,756
26.2
2.4
IO.I
9.6
1.9
57.8
General office clerks.
22,828
226.5
26,073
251.3
25,760
244.7
6.6
2.6
18.2
8.0
Station agents
11,782
116.9
12,136
117.0
12,572
119.4
2.4
2.I
2.5
2.I
Other stationmen
•
36,964
366.8
42,723
411.8
41,422
393.6
18.2
4.4
26.8
7.3
Enginemen
18,344
182.0
21,670
208.9
20,081
190.8
18.1
8.7
8.8
4.8
Firemen
19,047
189.0
23,483
226.3
20,998
199.5
26.8
11.8
10.5
5.6
Conductors
12,874
127.8
14,859
143.2
14,163
134.6
8.6
6.0
6.8
5.3
Other trainmen
34,484
342.2
46,144
444.7
43,937
417.4
27.3
6.1
75.2
22.0
Machinists
Carpenters
13,776
136.7
15,129
145.8
14,402
136.9
8.9 6.1
.2
.I
18,648
185.0
21,222
204.6
20,443
194.2
10.4
5.I
9.2
Other shopmen
69,915
693.8
81,167
782.3
77,440
735.8
46.5
5.9
42.0
ம்ம்
5.0
6.1
Section foremen
16,489
163.6
18,075
174.2
18.047
171.5
2.7
1.5
7.9
4.8
Other trackmen
134,840
1,338. I
163,445
1,575.3
154,311
1,466. I
109.2
6.9
128.0
9.6
Switch tenders, crossing ten-
ders and watchmen..
10,392
103. I
8,640
83.3
7,410
70.4
12.9
15.5
32.7
31.7
Telegraph operators and dis-
patchers..
11,838
117.5
13,939
134.3
13,162
125.I
9.2
6.9
7.6
6.5
Employees-account floating
equipment.
954
9.5
2,213
21.3
2,291
21.8
.5
2.3
12.3
129.5
All other employees and
laborers.
82,812
821.7
80,695
777.8
80,724
767.0 10.8
1.4
54.7
6.7
Total.
518,714
5,147.3
595,288
5,737.5
571,041 5,425.7 311.8 5.4
278.4
5.4
100,773.51
Miles represented
*Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington R. R. and Navigation Co.
103,753.75
105,247.34
Increases in roman type.
Decreases in italics.
34
Number of RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO COMBINED CLASSES: 1909,
1910, AND 1911.
(Roads over 500 miles long.*)
June 30,
1909.
UNITED STATES.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Combined Class.
Total Number per
Total
Number per
uumber of
employees.
1,000 miles
number of
1,000 miles
Total
number of
Number per
1,000 miles
of line.
employees.
of line.
employees.
of line.
1910.
1909.
Number.
Per
cent.
Number.
Per
ceut.
Officers and clerks.
66,939
367.4
74,750
400.5
75,376
399.3
I.2
.3
31.9
8.7
Station men
148,869
817.0
163,973
878.5
164,615
872. I
6.4
.7
55. I
6.7
Trainmen
234,892
1,289. I
273,516
1,465.4
265,467
1,406.3
59.1
4.0
117.2
9.1
Shopmen
266,277
1,461.3
306,630
1,642.8
305,717
1,619.6
23.2
1.4
158.3
10.8
Trackmen
300,163
1,647.3
355,326
1,903.7
340,098
1,801.8
101.9
5.4
154.5
9.4
Switch tenders, crossing ten-
ders and watchmen.
39,623
217.4
39,841
213.4
35,004
185.4
28.0
13.1
32.0
14.7
Telegraph operators and dis-
patchers..
34,144
187.4
37,294
199.8
35,829
189.8
I0.0
5.0
2.4
1.3
All other employees and
laborers.
190,205
Total.
1,043.8
1,281,112 7,030.7 1,459,749
208,419
1,116.6
206,606
1,094.5
22.I
2.0
50.7
4.9
7,820.7 1,428,712 7,568.8
251.9
3.2 538.1
7.7
182,220.19
Miles represented
*Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington R. R. and Navigation Co.
186,651.76
188,760.04
Increases in roman type.
Decreases in italics.
35
Number of RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO COMBINED CLASSES: 1909,
1910, AND 1911.
(Roads over 500 miles long.)
June 30,
1909.
EASTERN Group.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Combined Class.
1910.
1909.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
Number per
number of
employees.
1,000 miles
of line.
Total
number of
employees.
Number per
1,000 mi.es
of line.
Number.
Per
cent.
Number.
Per
cent.
Officers and clerks..
32,615
632.0
35,371
675.8
37,384
707.6
31.8
4.7
75.6
12.0
Station men
80,804 1,566.0
87,987 1,681.0
88,468 1,674.4
6.6
.4
108.4
6.9
Trainmen
120,804
2,341.I
135,103 2,581.2
133,509
2,526.8
54.4
2.1
185.7
7.9
Shopmen
130,715
2,533.2
148,844
2,843.8
150,988
2,857.7
13.9
.5
324.5
12.8
Trackmen
112,257
2,175.5
133,451
2,549.7
128,505
2,432.2
117.5 4.6
256.7
11.8
Switch tenders, crossing ten-
ders and watchmen.
25,066
485.8
26,927
514.5
23,997
454.2 60.3
11.7
31.6
6.5
Telegraph operators and dis-
patchers..
17,577
340.6
18,268
349.0
18,025
341.I
7.9
2.3
.5
.I
All other employees and
laborers.
84,924 1,645.8
101,425 1,937.8
98,303 1,860.5
77.3
4.0
214.7
13.0
Total.
604,76- 11,720.0 687,376 13,132.8
679,179 12,854.5
278.3 2.I I,I34.5
9.7
Miles represented
51,601.03
52,340.24
52,836.08
Increases in roman type.
Decreases in italics.
36
Number of RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO COMBINED CLASSES: 1909,
1910, AND 1911.
(Roads over 500 miles long.)
June 30,
1909.
SOUTHERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Combined Class.
Total
number of
Number per
1,000 miles
Total
Number per
Total
number of
employees.
of line.
employees.
1,000 miles
of line.
number of
1,000 miles
employees.
Number per
of line.
1910.
1909.
Number.
Per
cent.
Number.
Per
cent.
Officers and clerks.
8,769
293.8
9,631
315.2
8,354
272.3
42.9 13.6
21.5
7.3
Station men
19,319
647.3
21,127 691.4
22,153
722.I
30.7 4.4
74.8
11.6
Trainmen
29,339
983.0
32,257
1,055.6
32,779
1,068.6
13.0
I.2
85.6
8.7
Shopmen
33,223
1,113.2
40,268
1,317.7
42,444
1,383.6
65.9
5.0
270.4
24.3
Trackmen
36,577
1,225.5
40,355
1,320.6
39,235
1,279.0
41.6
3.2
53.5
4.4
Switch tenders, crossing ten-
ders, and watchmen..
4,165
139.6
4,274
139.9
3,597
117.3 22.6
16.2
22.3
16.0
Telegraph operators and dis-
patchers....
4,729
158.5
5,087 166.5
4,642
151.3
15.2
9.1
7.2
4.5
All other employees and
laborers.
21,515
720.8
24,086
788.2
25,288
824.3
36.I
4.6 103.5
14.4
Total.
157,636
5,281.7
177,085 5,795.I
178,492 5,818.5
23.4
.4 | 536.8
10.2
Miles represented
29,845.65
30,557.77
30,676.62
Increases in roman type.
Decreases in italics.
37
NUMBER OF RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO COMBINED CLASSES: 1909,
1910, AND 1911.
(Roads over 500 miles long.*)
June 30,
1909.
WESTERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Combined Class.
Total
number of
Number per
Total
Number per
1,000 miles
number of
1,000 miles
employees.
of line.
employees.
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
1910.
Number.
Per
cent.
Per
Number.
cent.
1909.
Officers and clerks.
25,555
253.6
29,748
286.7
29,638
281.6
5.I
1.8
28.0
II.0
Station men
48,746
483.7
54,859
528.8
53,994
513.0 15.8
3.0
29.3
6.1
Trainmen
84,749
841.0
106,156
1,023. I
99,179
942.3
80.8
7.9
101.3
12.0
Shopmen
102,339 1,015.5
117,518
1,132.7
112,285
1,066.9
65.8 5.8
51.4
5.I
Trackmen
151,329 1,501.7
181,520
1,749.5
172,358
1,637.6
III.9
6.4
135.9
9.0
Switch tenders, crossing ten-
ders, and watchmen..
10,392
103.I
8,640
83.3
7,410
70.4
12.9
15.5
32.7
31.7
Telegraph operators and dis-
patchers..
11,838
117.5
13,939
134.3
13,162
125.I
9.2
6.9
7.6
6.5
All other employees and
laborers.
83,766 831.2
82,908
799. I
83,015
788.8
10.3
1.3
42.4
5.I
Total.
518,714
5,147.3
595,288
5,737.5
571,041
5,425.7
311.8 5.4
278.4
5.4
100,773.51
Miles represented
Increases in roman type.
Decreases in italics.
*Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington R. R. and Navigation Co.
103,753.75
105,247.34
38
NUMBER OF RAILWAY EMPLOYEES, and NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO EXPENSE ACCOUNTS: 1909,
1910, AND 1911.
(Roads over 500 miles long.*)
Account.
June 30,
1909.
UNITED STATES.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
1910.
1909.
Total Number per
number of 1,000 miles
employees.
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
Number.
Per
cent.
Number.
Per
cent.
Maintenance of way and
structures.
355.098
2,150.4
414,852
2,462.3
398,692
2,338.9
123.4 5.0
188.5
8.8
Maintenance of equipment.
244,387
I,479.9
278,760
1,654.6
290,841
1,706.2
51.6
3.I
226.3
15.3
Traffic
15,427
93.4
17,315
102.8
18,213
106.8
4.0
3.9
13.4
14.3
Transportation
494,080
2,992.0
557,062
3,306.4
522,319
3,064.2
242.2 7.3
72.2
2.4
General
34,832
210.9
38,565
228.9
38,163
223.9
5.0
2.2
13.0
6.2
Outside operations
20,684
125.3
28,864
171.3
28,638
168.0
3.3
1.9
42.7
34.I
Total.
1,164,508
7,051.9 1,335,418
7,926.3
1,296,866 7,608.0
318.3 4.0 556.I 7.9
Miles represented
165,136.05
168,479.72
170,460.28
Increases in roman type.
Decreases in italics.
* With the exception of the Chicago, Burlington and Quincy R. R., Chicago, Milwaukee and Puget Sound Ry., Erie R. R.,
Missouri Pacific Ry., Oregon-Washington R. R. and Navigation Co., and St. Louis, Iron Mountain and Southern Ry.
39
Number of RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO EXPENSE ACCOUNTS: 1909,
1910, AND 1911.
(Roads over 500 miles long.*)
June 30,
1909.
EASTERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
Account.
Total
Number per
number of
1,000 miles
Total
number of
employees.
of line.
employees.
Number per
1,000 miles
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
1910.
1909.
Number.
Per
cent.
Per
Number.
cent.
Maintenance of way and
structures.
142,132
2,863.4
174.952
3,472.7
167,504
3,294.7 178.0
5.I
431.3
15.1
Maintenance of equipment.
125,542
2,529.2
145,857
2,895.2
152,209
2.993.8
98.6
3.4 464.6
18.4
Traffic
6,500
130.9
7,366
146.2
7,258
142.8
3.4
2.3
11.9
9. I
Transportation
268,819
5,415.6
291,219
5,780.5
285,366
5,612.9 167.6
2.9
197.3
3.6
General
14,440
290.9
15,224
302.2
16,494
324.4
22.2
7.3
33.5
11.5
Outside operations
13,632
274.6
17,257
342.5
16,735
329.2
13.3
3.9
54.6
19.9
Total.
571,065 11,504.6
651,875 12,139.3
645,566 12,697.8
241.5
1.9
1,193.2
10.4
Miles represented
49,638.03
50,379.44
50,840.66
Increases in roman type.
Decreases in italics.
* With the exception of the Erie R. R.
4C
NUMBER OF RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO EXPENSE ACCOUNTS: 1909,
1910, AND 1911.
(Roads over 500 miles long.)
Account.
June 30,
1909.
SOUTHERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with
Total Number per
number of
employees.
1,000 miles
of line.
1910.
1909.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
Number.
Per
cent.
Per
Number.
ceut.
Maintenance of way and
structures.
44,996
1,507.6
51,124
1,673.0
51,989
1,694.7
21.7
1.3
187.1
12.4
Maintenance of equipment..
36,805
1,233.2
43,666
1,429.0
43,161
1,407.0
22.0
1.5
173.8
14.1
Traffic
2,613
87.5
2,674
87.5
2,680
87.4
.I
.I
.I
.I
Transportation
67,110
2,248.6
72,909
2,385.9
73,838
2,407.0
21.I
.9
158.4
7.0
General
4,453
149.2
5,031
164.7
4,565
148.8
15.9
9.7
.4
.3
Outside operations
1,659
55.6
1,659
54.3
2,003
65.3
II.O
20.3
9.7
17.4
Total.
157,636 5,281.7
Miles represented
29,845.65
177,063 5,794.4 178,236 5,810.2
30,557.77
15.8
.3
528.5
10.0
30,676.62
Increases in roman type.
Decreases in italics.
41
NUMBER OF RAILWAY EMPLOYEES, AND NUMBER PER 1,000 MILES OF LINE, DISTRIBUTED ACCORDING TO EXPENSE ACCOUNTS: 1909,
1910, AND 1911.
(Roads over 500 miles long.*)
Account.
Maintenance of way and
structures
Maintenance of equipment..
Traffic
Transportation
General
Outside operations
Total.
Miles represented
June 30,
1909.
WESTERN GROUP.
June 30,
1910.
June 30,
1911.
Increase or decrease per 1,000 miles
of line, 1911 compared with-
1910.
1909.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
employees.
Number per
1,000 miles
of line.
Total
number of
Number per
1,000 miles
employees.
of line.
Number.
Per
cent.
Number.
Per
cent.
167,970
1,961. I
188,776
2,156.4
179,199
2,014.8
141.6
6.6
53.7
2.7
82,040
957.8
89,237
1,019.4
95,47I
1,073.4
54.0
5.3
115.6
12.I
6,314
73.7
7,275
83.1
8,275
93.0
9.9
II.9
19.3
26.2
158,151
1,846.4
192,934
2,203.6
163,115
1,833.9
369.7
16.8
12.5
.7
15,939
186.1
18,310
209. I
17,104
192.3
16.8
8.0
6.2
3.3
5,393
63.0
9,948
113.9
9,900
III.3
2.6
2.3
48.3
76.7
435,807
5,088. I
506,480
5,785.5
473,064 5,318.7
466.8 8.1
230.6
4.5
85,652.37
87,542.51
88,943.00
Increases in roman type.
Decreases in italics.
* With the exception of the Chicago, Burlington and Quincy R. R., Chicago, Milwaukee and Puget Sound Ry., Missouri Pacific
Ry., Oregon-Washington R. R. and Navigation Co., and St. Louis, Iron Mountain and Southern Ry.
RELATION OF THE NUMBER OF EMPLOYEES AND
THEIR COMPENSATION TO TRAFFIC AND REVENUE,
1909-1910-1911.
In the first study included in this bulletin the total compensation
paid to railway employees in 1911 was contrasted with what that total
would have been had the rates of pay effective during 1910 remained
in effect during 1911, and with what that total would have been had
the rates of pay effective during 1909 been in effect throughout 1911.
As the number of employees and the number of days worked by them
were different for each year, the aggregates entering into the com-
parison were (1) the total compensation actually paid in 1911, (2)
what that total would have been for the same number of employees
of each class and the same number of days worked by them at the
rates of wages paid in 1910, and (3) what that total would have been
for the same number of employees of each class and the same number
of days worked by them at the rates of wages paid in 1909. There-
fore the only total representing compensation actually paid with which
this first study was concerned was that for 1911.
The following tables and comment compare the total compensation
actually paid in the respective years 1909, 1910, and 1911: this of
course applies for each year to the total number of employees and the
total number of days worked in that year.
The following as well as the preceding tabulations are of the re-
turns of 83 railways aggregating, in 1911, 188,760.04 miles of line.
These are all of the railways in the United States operating over 500
miles of line, with the two exceptions that have been noted. The fact
that for the first study detailed information was not available for sev-
eral Western roads, as to the number of employees in certain specific
classes and as to the number of days worked by them, accounts for
the slight differences in the total compensation for the year 1911 indi-
cated for the United States and for the Western group in the first
study and in the following tables. In these latter tables are included
the total number of these employees and their total compensation,
these totals being available although the details are not.
43
44
RELATION OF THE NUMBER OF EMPLOYEES AND THEIR COMPEN-
SATION TO TRAFFIC AND REVENUE, 1909-1910-1911.
(Roads over 500 miles long.")
UNITED STATES.
1911.
1910.
1909.
Total number of employees
on June 30...
Total compensation to em-
ployees.
Ton miles
•
Passenger miles
Total traffic units (ton miles
plus passenger miles)....
Traffic units per dollar of
compensation
ployees ..
to
Total operating revenues.
Net operating revenue.
Mileage operated ...
em-
•
250,973,413,026 | 218,157,489,711
1,428,712
I,459,749
1,281,112
$1,047,079,198b
$997,102,982 b
$856,163,525b
220,375,529,183
222,470,437,344
192.518,238,392
29,087,562,700
28,502,975,682 25,639,251,319
249,463,091,883
249,463,091,883
•
238.25
$2,393,878,069
251.70
254.81
$2,366,496,974
$2,079,007,256
$752,541,780
$793,530,319
188,760.04
186,651.76
$721,054,478
182,220.19
a Except the Chicago, Milwaukee and Puget Sound Ry. and Oregon-Washington
R. R. and Navigation Co.
b Varies slightly from compensation shown in table on page 14, owing to
omissions in that table resulting from incomplete returns for several Western
roads.
It will be perceived that the total number of employees on railways
of the United States over 500 miles long was less in 1911 than in
1910 by 31,037, or 2.1 per cent, while the total compensation paid to
the total number of employees was greater in 1911 than in 1910 by
$49,976,216, or 5.0 per cent. The total operating revenues of these
railways were greater in 1911 than in 1910 by $27,381,095, or 1.2 per
cent, while the net revenues were less by $40,988,539, or 5.2 per cent.
The increase in total compensation paid to employees in 1911 over
the compensation paid in 1910 was greater than the increase of total
operating revenues for 1911 over 1910 by $22,595,121. That is, the
increase in employees' compensation absorbed the total increase in
gross revenues and $22,595,121 in addition. The traffic units were
less in 1911 than in 1910 by 1,510,321,143, or 0.6 per cent. The num-
ber of traffic units moved per dollar of employees' compensation was
less in 1911 than in 1910 by thirteen and forty-five hundredths, or
5.3 per cent; and less in 1911 than in 1909 by sixteen and fifty-six
hundredths, or 6.5 per cent.
a Traffic handled is usually expressed in the form of ton-miles and passenger-
miles. For the purpose of this study these two items are added together under
the designation of traffic units. This combines two somewhat dissimilar things,
but it has the advantage of giving one figure to use for comparison.
45
RELATION OF THE NUMBER OF EMPLOYEES AND THEIR COMPEN-
SATION TO TRAFFIC AND REVENUE, 1909-1910-1911.
(Roads over 500 miles long.)
EASTERN GROUP.
1911.
1910.
1909.
Total number of employees
on June 30...
•
Total compensation to em-
ployees.
Ton miles
Passenger miles
Total traffic units (ton miles
plus passenger miles)..
679,179
687,376
604,762
$518,781,736
120,432,006,181
$479,364,934
120,454,796,599
$413,634,620
102,665,622,883
14,171,402,592
13,710,551,027
12,602,639,984
134,603,408,773
134-165.347,626
115,268,262,867
• •
259.46
$1,114,027,248
279.88
278.67
$1,095,467,589
$950,785,447
$330,159,909
$357,810,109
$317,551,255
52,836.08
52,340.24
51,601.03
Traffic units per dollar of
compensation
ployees..
to
em-
Total operating revenues.
Net operating revenue.
Mileage operated
•
On the Eastern group of railways, the total number of employees
was less in 1911 than in 1910 by 8,197, or 1.2 per cent, while the
total compensation paid to the total number of employees was greater
in 1911 than in 1910 by $39,416,802, or 8.2 per cent. The total oper-
ating revenues of the Eastern railways were greater in 1911 than in
1910 by $18,559,659, or 1.7 per cent, while the net revenue was less
by $27,650,200, or 7.7 per cent. The increase in total compensation.
paid to employees in 1911 over that paid in 1910 was greater than the
increase in total operating revenues by $20,857,143. That is, the
increase in employees' compensation absorbed the total increase in
gross revenues and $20,857,143 in addition. The traffic units were
more in 1911 than in 1910 by 438,061,147, or 0.3 per cent. The
number of traffic units moved per dollar of employees' compensation
was less in 1911 than in 1910 by twenty and forty-two one hundredths,
or 7.3 per cent; and less in 1911 than in 1909 by nineteen and twenty-
one one hundredths, or 6.9 per cent.
46
RELATION OF THE NUMBER OF EMPLOYEES AND THEIR COMPEN-
SATION TO TRAFFIC AND REVENUE, 1909–1910–1911.
(Roads over 500 miles long.)
SOUTHERN GROUP.
:
1911.
1910.
1909.
Total number of employees
on June 30..
Total compensation to em-
ployees....
Ton miles
Passenger miles
Total traffic units (ton miles
plus passenger miles)....
Traffic units per dollar of
compensation
em-
178,492
177,085
157,636
$116,497,011
$107,120,503
$94,387,318
29,320,322,375
29,098,129,180
24,684,178,488
2,849,399,735
2,573,711,304
2,337,822,591
32,169,722,110
31,671,840,484
27.022,001,079
to
ployees ...
276.14
295.67
286.29
Total operating revenues.
• •
Net operating revenue..
$291,537,258
$93,925,087
$278,725,010
$95,725,353
$245,703,609
$81,818,855
Mileage operated
30,676.62
30,557.77
29,845.65
On the Southern group of railways, the total number of employees
was greater in 1911 than in 1910 by 1,407, or 0.8 per cent, while the
total compensation paid to the total number of employees was greater
in 1911 than in 1910 by $9,376,508, or 8.8 per cent. The total operat-
ing revenues of the Southern railways were greater in 1911 than in
1910 by $12,812,248, or 4.6 per cent, while the net revenue was less
by $1,800,266, or 1.9 per cent. The increase in total compensation paid
to employees in 1911 over that paid in 1910 absorbed $9,376,508 of
the increase of $12,812,248 in total operating revenues, or 73.2 per cent.
The traffic units were greater in 1911 than in 1910 by 497,881,626, or
1.6 per cent. The number of traffic units moved per dollar of em-
ployees' compensation was less in 1911 than in 1910 by nineteen and
fifty-three one hundredths, or 6.6 per cent; and less in 1911 than in
1909 by ten and fifteen one hundredths, or 3.5 per cent.
47
RELATION OF THE NUMBER OF EMPLOYEES AND THEIR COMPEN-
SATION TO TRAFFIC AND REVENUE, 1909-1910-1911.
(Roads over 500 miles long.a)
WESTERN GROUP.
1911.
1910.
1909.
Total number of employees..
571,041
595,288
518,714
Total compensation to em-
ployees..
$411,800,451b
$410,617,545 b
$348,141,587 b
Ton miles
Passenger miles
plus passenger miles)...
compensation
ployees
70,623,200,627
72,917,511,565
65,168,437,021
12,066,760,373
12,218,713,351
10,698,788,744
Total traffic units (ton miles
82,689,961,000
85,136,224,916
75,867,225,765
Traffic units per dollar of
to em-
200.80
207.34
217.92
Total operating revenues.
Net operating revenue.
•
$988,313,563
•
$328,456,784
$992,304,375
$339,994,857
$882,518,200
$321,684,368
105,247.34
103,753.75
100,773.51
Mileage operated
a
• Except the Chicago, Milwaukee and Puget Sound Ry. and the Oregon-Wash-
ington R. R. and Navigation Co.
b Varies slightly from compensation shown in table on page 17, owing to
omissions in that table resulting from incomplete returns for several roads.
The total number of employees on the Western group of railways
was less in 1911 than in 1910 by 24,247, or 4.1 per cent, while the
total compensation paid to the total number of employees was greater
in 1911 than in 1910 by $1,182,906, or 0.3 per cent. While the total
operating revenues in 1911 were less than in 1910 by $3,990,812, em-
ployees' compensation increased at the same time by $1,182,906, and
the net revenue was less by $11,538,073, or 3.4 per cent. The traffic
units were less in 1911 than in 1910 by 2,446,263,916, or 2.9 per cent.
The number of traffic units moved per dollar of employees' compen-
sation was less in 1911 than in 1910 by six and fifty-four one hun-
dredths, or 3.2 per cent; and less in 1911 than in 1909 by seventeen
and twelve one hundredths, or 7.9 per cent.
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
(Continued.)
16. Summary of Revenues and Expenses of Steam Roads in the
United States for May, 1911.
17. Railway Wage Increases for the Year Ending June 30, 1911.
Retrenchment in the Railway Labor Force in 1911.
18. Capitalization and Dividends of the Railways of Texas, Year
Ending June 30, 1909.
19. Summary of Revenues and Expenses of Steam Roads in the
United States for June, 1911.
20. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
22. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1911.
23. Analysis of the Accident Statistics of the Interstate Commerce
Commission for the Year Ending June 30, 1911.
24. Comparative Railway Statistics of the United States, the United
Kingdom, France, and Germany.
25. Summary of Revenues and Expenses of Steam Roads in the
United States for September, 1911.
26. Summary of Revenues and Expenses of Steam Roads in the
United States for October, 1911.
27. Summary of Revenues and Expenses of Steam Roads in the
United States for November, 1911.
28. Effect of Recent Wage Advances upon Railway Employees' Com-
pensation during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to
Traffic and Revenue, 1909-1910-1911.
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the United States
for the Scientific Study of Transportation Problems
LOGAN G. MCPHERSON
DIRECTOR
FRANK HAIGH DIXON
CHIEF STATISTICIAN
A Comparative Study
of Railway Wages and the Cost of Living in
The United States
The United Kingdom
and the Principal Countries of Continental Europe
Bulletin No. 34
WASHINGTON, D. C.
1912
A Comparative Study
of Railway Wages and the Cost of Living in
The United States
The United Kingdom
and the Principal Countries of Continental Europe
WASHINGTON, D. C.
JUNE, 1912
Summary
I. Railway Wages.
United States
CONTENTS
Page
5
United Kingdom
Board of Trade Annual Report-1900 to 1910...
Board of Trade Special Report for 1907..
Wages under Conciliation Scheme, 1909 and 1910...
Report of the Amalgamated Society of Railway.Ser-
vants-1907
Railway Wages in the United States and United Kingdom
compared
Compensation of Enginemen and Firemen for Specific
Runs-1912
Note to the Study of Railway Wages on the Continent of Europe.
France
78
ΙΟ
ΙΟ
II
14
15
17
19
23
24
24
26
29
30
32
34
35
37
39
43
44
46
47
49
50
50
Paris-Orleans Railway.
French State Railways.
•
•
Paris-Lyons-Mediterranean Railway
•
Southern Railway.
•
Railway Wages in the United States and France compared
Germany
Prussian State Railways..
Saxon State Railways...
Railway Wages in the United States and Germany com-
pared
Austria-Hungary
Austrian State Railways.
•
Südbahn of Austria.
Hungarian State Railways.
Railway Wages in the United States and Austria-Hun-
gary compared...
Belgium
Belgian State Railways
•
3
4
Page
Railway Wages in the United States and Belgium com-
pared
Italy
Italian State Railways....
Railway Wages in the United States and Italy compared..
II. Cost of Living.
Rents
Retail Prices..
Budgets
The United States and England and Wales..
Appendix
Reports of the British Board of Trade.
Rents
Retail Prices.
Budgets
53
55
55
70
•
70
71
72
76
59
60
61
68
5 1855 RONNO
SUMMARY.
I.
Information is not obtainable upon which can be based a com-
prehensive statement of railway wages being paid at this time in
the different countries. Therefore it is necessary to make compari-
sons for the latest year for which comparable data are available.
The average daily compensation of railway employees of all classes
for the year 1910 was in the United States, $2.23; in the United
Kingdom, $1.05; excluding supplementary allowances negligibly
affecting the average, it was in Prussia-Hesse 81 cents, and in
Austria 89 cents. The lowest paid railway employee in the United
States, the ordinary trackman, receives a greater compensation than
many of the railway employees of France, even those of higher
grades and with responsible duties. The compensation of railway
employees is from two to three times as high in the United States
as in Italy.
A recent report of the Board of Trade on railway wages shows
that the average weekly pay of enginemen in the United Kingdom
in 1907 was $11.17; of firemen, $6.67. In the same year enginemen
on American railways received an average weekly compensation of
$25.80, counting six days to the week, and firemen $15.24. Recent
returns make it clear that in 1912 enginemen and firemen in the
United States are compensated at rates of pay for specific runs
that are two, three and four times as high as the corresponding
rates on representative English railways. The annual compensation
of enginemen in the United States, as reported by two representa-
tive railway companies, now ranges from $1,100 in switching service
to over $2,800 in passenger service, and of firemen from $700 in
switching service to over $1,700 in passenger service.
For Continental Europe official returns in requisite detail are not
available for a later year than 1908. The salaries and allowances
of the typical engineman in Germany amounted for that year to
$646.88, in Austria to $870.80; of a fireman in Germany to $424.59,
in Austria to $532.03. The annual compensation of enginemen on
5
6
two of the principal railways of France ranged in 1908 from
$505.66 to $906.91, and of firemen from $324.24 to $595.98. In Italy
enginemen received in 1908, salary and allowances included, from
$581.10 to $812.70 a year; firemen, from $330.30 to $475.05 a year.
In these Continental countries the maximum compensation is re-
ceived only after many years of service..
The average annual compensation of enginemen in the United
States in 1908, on an estimated basis of 300 days' service, was
$1,335; of firemen, $792. In this country the rate of compensation
to these employees does not depend on length of service.
In Belgium enginemen received in 1907 from $23.16 to $38.60
a month; firemen, from $17.37 to $23.16 a month; conductors and
station employees, from 46 cents to 96 cents a day. In the United
States, in the same year 1907, enginemen averaged, on the basis of
25 days' service, $107.50 a month; firemen, $63.50 a month; con-
ductors, $3.69 a day; station employees, from $1.78 to $2.05 a day.
II.
An accurate wage comparison must take into account relative
cost of living, and this has been done, so far as ascertainable data
permits.
The rental of a three or four room house or flat is almost as high
in Berlin, Paris, or London as throughout the United States, but in
England and on the Continent it generally runs from thirty dollars
to ninety dollars a year less. The quantity of food and fuel esti-
mated by the Board of Trade of England as the standard consump-
tion of a typical workingman's family costs in the United States
17.8 per cent more than in France or in Germany; 35.3 per cent
more than in Belgium, and 38 per cent more than in the United
Kingdom.
III.
It is well within the truth to estimate in a broad and general way
that while the cost of living of a railway employee in the United
States is less than fifty per cent higher than that of a corresponding
employee in the United Kingdom or on the Continent, his compensa-
tion averages over twice as great.
A COMPARATIVE STUDY OF RAILWAY WAGES AND THE
COST OF LIVING
I. RAILWAY Wages.
United States, United Kingdom, France, Germany, Austria-Hungary,
Belgium, and Italy.
The following comparison of wages received by railway employees
in the United States and various foreign countries does not attempt
to analyze the wages or the conditions surrounding their payment
so minutely that the results can be regarded as strictly comparable at
every point. Such an analysis would be impracticable, owing to the
lack of data which would enable the taking account of all the condi-
tions that directly or indirectly influence the real value of wages—that
is, their value to the recipient. A few of these conditions are regular-
ity of payment, permanence of position, social status, opportunities for
advancement or promotion, amount and value of incidental additions
to wages in the shape of bonuses and allowances, and most important
of all, the purchasing power of money, which to the wage-earner is
expressed by the retail prices of commodities that he buys. The
mere enumeration of these factors which enter into the ascertainment
of real wages, as contrasted with nominal or money wages, sufficiently
indicates the difficulty, if not the impossibility, of a strictly accurate
wage comparison. The effort here is by bringing together aver-
age or typical wages paid to railway workers in the several coun-
tries, with such qualifications and explanations as available data per-
mit, to indicate along broad and general lines the relative wage levels
in these countries. The comparison is more or less comprehensive as
the extent of the available data has been greater or less. The rela-
tively greater amount of specific information obtainable as to condi-
tions in England gives especial significance to the English and Amer-
ican comparisons.
7
8
UNITED STATES.
The average daily compensation received by the railway employees
of the United States during each year of the decade ending 1910 was
as follows:
Year.
1900..
1901.
1902.
1903..
Average
daily com-
pensation. a
$1.90
г.91
1.92
1.99
2.05
2.07
2.08
2.20
2.25
2.24
2.29
1904..
1905.
1906..
1907.
1908..
1909.
1910..
•
•
• • •
•
•
•
• •
It will be seen that there has been an almost steady increase for ten
years, the wage in 1910 being higher than in 1900 by more than one-
fifth. The average daily earnings of the several groups or classes of
employees, according to the report of the Interstate Commerce Com-
mission, were as follows in 1910:
a. These figures are derived from the returns made by carriers in their annual
reports to the Interstate Commerce Commission. In their annual reports to the
Commission railways are required to give, relative to each one of eighteen classes
of employees, the following information:
1. Number of employees on June 30.
2. Aggregate number of days worked during the year.
3. Aggregate compensation paid during the year.
4. Average daily compensation. This is to be determined by dividing the total
yearly compensation by the total number of days worked.
The problem of determining average daily compensation rests upon the deter-
mination of the number of days worked, and here a variety of methods are em-
ployed by the railways. In some cases the determination of what constitutes a
day's work rests with the officer employing the specific class of labor. In classes
of labor remunerated on a mileage basis it is possible, and frequently is the case,
that individuals receive compensation for more constructive days than there are
actual days in the period. In such cases the average daily compensation, as
reported, is less than it really is for the calendar day. For example, trainmen are
commonly paid on a mileage basis, the usual practice being to consider one hun-
dred miles as a day's work. Frequently, however, trainmen make more than one
hundred miles per day, so that when the total miles run during the month are
reduced to the basis mentioned, the number of constructive days exceeds the
actual number of days in the month. Some roads add together the total days
worked each month to get the total for the year; others compute the annual total
from the total of typical months, and there are still other methods employed. The
conclusion is obvious that while comparisons can be made only in a general way
between different railways, comparisons from year to year for all roads will be
valid, since it may be assumed that the method used by each railway is approxi-
mately the same from year to year.
9
Station agents.
Other station men..
Enginemen..
Firemen..
•
Conductors..
•
Other trainmen.
Machinists.
•
•
Carpenters..
•
Other shopmen.
Section foremen..
Other trackmen.
Average
daily compen-
sation, 1910.
Switch tenders, crossing tenders, and watchmen.
Telegraph operators and dispatchers...
Employees-account floating equipment.
All other employees and laborers.
General officers..
Other officers.
•
General office clerks..
· •
$2.12
1.84
4.55
2.74
3.91
2.69
3.08
2.51
2.18
1.99
1.47
•
1.69
2.33
2.22
2.ΟΙ
13.27
6.22
2.40
IO
UNITED KINGDOM.
BOARD OF TRADE ANNUAL REPORT-1900 TO 1910.
The British Board of Trade, which is a department of the English.
Government corresponding roughly to the Department of Commerce
and Labor in the United States, has for a number of years, ascertained
the average earnings of the employees of the larger railways of the
United Kingdom for a selected week in December. These returns
cover 27 railway companies, employing over 90 per cent of the railway
employees of the United Kingdom. They apply to all classes of em-
ployees except officers and clerks and persons employed casually for
less than three days. The earnings ascertained are actual cash earn-
ings during the week, no allowance being made for uniforms or other
perquisites. The results are as follows for the decade 1900 to 1910:
Average Weekly EarninGS OF RAILWAY EMPLOYEES.
Year.
1900..
1901.
1902.
1903.
• •
1904.
1905.
1906..
1907..
1908..
•
•
1909.
1910.
• •
•
United
Kingdom.
England
Scotland.
Ireland.
and Wales.
•
$6.10
$6.22
$5.58
$4.74
6.09
6.21
5.63
4.72
6.07
6.19
5.62
4.69
6.05
6.17
5.59
4.72
6.09
6.23
5.62
4.65
6.15
6.29
5.67
4.68
6.19
6.32
5.68
4.82
6.29
6.42
5.71
4.79
6.08
6.21
5.53
4.79
6.17
6.30
5.67
4.85
6.27
6.40
5.66
5.01
If each of these weekly averages be divided by six," the respective
results will be the daily average wage, which may be compared with
corresponding returns for the United States as follows:
• According to the Board of Trade report on railway earnings, nearly 96 per
cent of the men employed regularly on the railways of the United Kingdom in
1907 were "six-day workers," that is, employees who were paid overtime for Sun-
day work, or were allowed equivalent time off. Hence a division of the weekly
earnings of British railway employees by six gives a very close approximation to
their average earnings per day.
II
Average Daily Earnings of RAILWAY Employees.
Year.
1900.
1901
1902.
1903.
United
States (a)
United
Kingdom.
England and
Scotland.
Jreland.
Wales.
·
$1.84
$1.017
$1.037
$0.93
$0.79
1.84
• •
1.015
1.035
0.938
0.787
1.86
1.012
1.032
0.937
0.782
•
• •
1.93
1.008
1.028
0.932
0.787
1904.
2.00
1.015
1.038
0.937
0.775
1905.
2.01
•
1.025
1.048
0.945
0.78
1906...
2.02
1.032
1.053
0.947
0.803
1907.
1908
·
2.14
1.048
1.07
0.952
0.798
2.19
1.013
1.035
0.922
0.798
1909.
1910.
•
2.17
1.028
1.05
0.945
0.808
2.23
1.045
1.067
0.943
0.835
Not only have the daily wages been higher in the United States
throughout the whole decade than in the United Kingdom as a whole
and in its constituent parts, but the rate of increase since 1900 has
been faster in the United States. Thus the per cent of increase of the
wages in 1910 over those of 1900 was as follows:
United States...
United Kingdom.
•
England and Wales.
Scotland.....
Ireland....
• ·
21.2 per cent.
2.8 per cent.
2.9 per cent.
1.4 per cent.
5.7 per cent.
Board of TRADE SPECIAL REPORT FOR 1907.
An important report on the earnings of English railway employees
was issued in February, 1912, by the British Board of Trade. This is
one of a series of reports relating to the earnings and hours of labor
of workpeople in the United Kingdom. The returns contained in this
report are for the year 1907, and cover virtually all the railways of the
United Kingdom. These returns were furnished voluntarily by the
railway companies, the preliminary classification and tabulation of the
figures being made by the Railway Clearing House, an organization
maintained by the railways.
While the data contained in the report was in course of preparation
the condition of railway workmen improved, in regard both to wages
and to hours. What this improvement amounts to it is impossible to
ascertain statistically, but it has been, according to the report, "in the
direction of increases of wages and reductions of hours, the more
(a) To make the table comparable throughout, the averages for the United
States given in this column exclude compensation to general and other officers
and general office clerks.
12
recent changes especially affecting the lower grades of labor." Mr.
W. M. Acworth, of London, estimates that from 1907 to 1912, the
period in question, there occurred an allround increase of from three to
four per cent in wages and a decrease of from one and one half to two
per cent in the hours constituting a week's work.
The number of steam railway employees included in the report was
407,802. Of these, 401,437 were male time workers in regular em-
ployment. This number was in turn made up of 365,901 men and
35,536 lads and boys. These figures cover all workers employed in
railway operation receiving regular weekly wages. Thus there are
excluded officers, clerks, and station masters, who are on annual salary,
employees engaged in construction of equipment, who receive wages
by the day, and workers casually employed. The report further ex-
cludes employees engaged in outside operations, such as canals,
harbors, docks, steamships and hotels. A statement including all
these groups would cover 621,341 railway employees, which was the
total number in the United Kingdom in 1907, according to an enum-
eration made in that year by the Board of Trade.
The number of employees in 1907 was, ascertained from the pay-
rolls of the last pay-week of January, April, July, and October, 1907.
For the last pay-week in October there were also ascertained the rate
of wages, or nominal earnings, of each regular time worker and the
actual earnings of each employee, whether time or piece worker. The
report is confined chiefly to a study of the wages of the 365,901 adult
male workers employed on a regular time basis.
The average annual cash earnings of all the employees covered by
the investigation amounted to nearly £65, or about $316. This is an
average of $6.08 per week. Lads and boys averaged 11 shillings II
pence a week, or $2.90, while the 365,901 adult male time workers re-
ceived an average of 26 shillings 8 pence per week, or $6.49. These
earnings include all cash bonuses, i. e., extra payments made to pro-
mote the zeal and efficiency of men in certain positions (principally
goods checkers, goods porters, one-horse carmen and draymen, signal-
men, engine drivers, firemen, passenger guards, and foremen). These
bonus payments were made to about one-tenth of the men; averaged
over all the men employed, they amounted to four cents per week per
man. The earnings also include all extra payments for overtime work,
but do not take account of allowances made to employees in the shape.
of uniforms or other clothing, houses rent-free or at a reduced rental,
13
etc. Allowances for uniforms" were granted to over one-half of the
men, principally conductors, brakemen, signalmen, engine drivers, fire-
men, switchmen, porters, and foremen. These men received allow-
ances for uniforms averaging about 14 cents a week, or nearly 8 cents
per man per week for all the men employed. Housing allowances were
granted to about four per cent of the men, averaging 44.6 cents a week
per recipient, or about 2 cents per man for all the men. Smaller allow-
ances were those granted in the shape of food to dining-car attendants,
garden ground to trackmen, and travel free or at reduced rates. Add-
ing these various supplementary allowances, so far as their cash value
can be ascertained, to the weekly earnings of the men employed on a
time basis, the average compensation per man is found to be increased
from 26 shillings 8 pence a week to 27 shillings I penny, or from $6.49
to $6.59.
Hours of duty, exclusive of meal times, averaged 58 hours a week
for the men and 58.9 hours for the lads and boys. Over two-thirds
of the regular employees had the privilege of annual leave, usually of
from 3 to 6 days, on full pay.
Average rates of wages, and as a corollary average earnings, we're
affected by the places of residence of the different grades of em-
ployees. Thus 69 per cent of the checkers, 65 per cent of the one-
horse carmen, 63 per cent of the goods porters, 56 per cent of the
passenger guards, and 42 per cent of the mechanics were found in the
large cities, but only 14 per cent of the plate layers and packers and
only 20 per cent of the signalmen were city dwellers. The wages for
the same grades of labor are commonly higher in the large than in the
small cities.
The average actual weekly earnings for the principal classes of
employees, based on the pay-roll for the last pay-week in October,
1907, were as follows:
• In general, it may be stated that in the United States railway employees are
not furnished uniforms at the expense of the companies.
14
Average Weekly Earnings and Hours of Labor of the Railway EmPLOYEES
of the United Kingdom, BY CLASSES: 1907.
Average
weekly
Hours of
duty
Occupation a
Number.
earn-
ings-
per
week. ¿
Foremen..
Gangers (permanent way)..
14,208
$8.70
58.8
10,772
6.3.1
55.0
Signalmen.....
Engine drivers..
Porters (coaching and traffic) :
"Six-day" workers...
Other workers..
Porters (goods)
•
Checkers (goods).
Shunters...
Porter shunters.
Passenger guards..
Porter guards...
Goods guards and brakesmen.
Porter brakesmen.
•
Ticket collectors and examiners.
Porter signalmen.
18,146
4.81
60.7
5,760
4.34
•
18,506
5.31
60.4
10,095
6.51
60.3
14,097
6.23
55.0
238
4.87
61.7
6,586
7.12
61.4
773
5.15
62.8
15,643
7.58
61.0
444
6.12
61.5
•
3,360
6.00
60.7
26,849
6.69
57.5
2,287
4.87
63.3
26,430
11.17
62.0
Carriage cleaners..
•
Firemen...
Engine cleaners..
•
Carriage and wagon examiners and greasers.
Mechanics...
Platelayers and packers..
26,029
6.67
62.0
9,930
4.91
58.6
•
4,173
6.47
59.2
4,478
4.93
56.9
27,095
7.71
54.3
44,355
5.15
55. I
Carmen and draymen-one horse.
• •
15,078
6.02
Carmen and draymen-two or more horses.
2,017
6.68
}
61.2
Cartage staff...
2,570
6.29
59.3
Laborers (locomotive, carriage, and wagon dept.).
Laborers (permanent way)..
8,518
5.29
55.5
27,197
5.27
55.0
Other men...
16,098
5.94
58.3
WAGES UNDER CONCILIATION SCHEME, 1909 AND 1910.
Later data regarding English railway wages than that embodied in
the foregoing table are contained in the reports of settlements of wages
on individual railways under the conciliation scheme. The conciliation
scheme was put into effect by an agreement of November 6, 1907, and
all the revisions reported under the scheme relate to wages that are
more nearly current than those covered by the Board of Trade report
from which the foregoing table was taken. Certain of these revisions
(a) Unless otherwise specified these employees are "six-day" workers. "Other
workers" are those who work Sundays in turn without extra pay or equivalent
time off. "Other workers" are shown in the table only where their number is
considerable.
"Gangers" correspond in general to gang foremen on American railways.
"shunters" to switchmen, "guards" to conductors, "plate layers and packers" to
ordinary trackmen. "Goods" refers to freight.
(b) Exclusive of mealtimes and overtime.
15
are cited below. It should be noted that the amounts given in this
connection are rates of pay, and not average amounts actually earned.
On the Brecon & Merthyr Railway, a Welsh railway operating about
60 miles of line, the following minimum and maximum rates of pay
were instituted during 1909 and 1910:
BRECON & MERTHYR RAILWAY.
Goods and mineral guards...
Brakesmen..
Passenger engine drivers...
Goods and mineral engine drivers.
Passenger firemen...
Goods and mineral firemen
Foremen (per day)...
Gangers...
Second hands.
Platelayers..
•
•
Weekly rate of pay
$5.60 to $6.81
4.87
•
5.35
7.30 10.58
<<
7.30 I0.22
""
4.38 6.08
4.38 5.84
"
5.84 6.45
1.05
I.22
"C
(C
5.11
5.60
""
4.87 5.35
On the North Eastern Railway, an English railway operating about
1,700 miles of line, an arbitrator's award of November 4, 1909, estab-
lished maximum and minimum rates of pay under the conciliation
scheme as follows:
NORTH EASTERN RAILWAY.
Cleaners..
Goods and mineral guards..
Firemen (per day)
Passenger guards (class 3)
Lengthmen..
Point oilers a
•
•
·
Weekly rate of pay.
$2.43 to $4.87
7.54
7.79
.85 I.22
6.57
4.38 to 6.33
4.38 6.33
On the Great North of Scotland Railway, operating something over
300 miles of line, the following rates of pay were instituted late in
1909:
Guards..
GREAT NORTH OF SCOTLAND RAILWAY.
Weekly rate of pay.
$6.08 to $6.81
6.57
·
•
First relief signalmen.
Foremen
Laborers
•
5.II
4.38
Report of thE AMALGAMATED SOCIETY OF RAILWAY SERVANTS-1907.
An investigation into wages and hours of labor of railway employees
was carried on during the months of August, September, and October.
1907, by the Amalgamated Society of Railway Servants, the leading
a "Point" is the English term for switch.
16
railway labor union of the United Kingdom. The report of the invesu-
gation appeared in 1908. As the date of this investigation closely
approximates that of the Board of Trade report already discussed, an
interesting comparison is offered. The Board of Trade report, it will
be recalled, was based on returns furnished by the railways as em-
ployers; the report of the Amalgamated Society was based on returns
furnished by the branch secretaries of the union—that is, by the rep-
resentatives of the employees."
The report of the Amalgamated Society of Railway Servants covers
all railway employees except high officials, station masters, clerks, ma-
chine-shop workers, casual and miscellaneous workers. The total
number included for the United Kingdom is 259,284. Of this number
15,921 were estimated to be boys. The report presents in tabular
form the standard weekly wage ascertained for the various grades of
employees on the several railways. The average weekly wage of all
grades combined, exclusive of additions for overtime or Sunday pay,
bonuses, and allowances, was found to be as follows:
Standard weekly rate
of pay.
Men.
United Kingdom.
England and Wales.
Scotland..
•
Roys
$5.82
$2.86
5.90
2.86
5.56
3.00
4.62
2.39
Ireland..
Additional payments and allowances mentioned by the report are as
follows: Bonuses, which are given chiefly to engine drivers and signal-
men; lodging allowances, made to employees who find it necessary to
lodge away from home; uniform allowances in the shape of overcoats,
caps, and jackets, or full uniforms. No attempt is made by the report
to estimate the average weekly cash value of these various allowances.
It is possible to compare the average weekly rates of pay returned
in this report for the United Kingdom with the corresponding returns
of the Board of Trade report of 1907, exclusive of overtime pay,
bonuses, and other allowances. The comparison is made in the fol-
lowing table for all occupations combined, and for those occupations
which are classified with sufficient definiteness to be identified as the
same in both reports.
a Although the report of the Amalgamated Society has been subjected to
criticism, its results closely approximate those of the Board of Trade, and it is
of interest to bring the two reports into comparison.
17
Standard Weekly Rate of PAY: UNITED KINGDOM, 1907 a
Board of Trade Report. Report of Amalgamated
Society of Ry. Servants,
Occupation.
All occupations...
Engine drivers..
Firemen
•
Passenger guards and conductors.
Goods guards and brakesmen..
Shunters
Examiners
Signalmen
...
Carriage cleaners.
Passenger porters.
Ticket collectors..
Checkers
Goods porters.
• •
Gangers
Platelayers
Number.
Weekly rate
of pay.
Number.
Weekly rate
of 1 ay.
365,901
$5.92
243,363
$5.82
26,430
9.73
25,991
9.45
26,029
5.78
25,518
5.84
• •
6,586
6.73
6,873
6.35
15,643
6.85
15,576
6.53
14,097
5.78
11,006
5.88
4,173
5.86
2,801
5.88
26,849
6.00
26,072
5.74
4,478
4.66
4,383
4.48
•
18,146
4.54
20,571
4.24
3,360
5.60
3,058
5.23
10,095
5.84
4,346
5.70
18,506
4.87
14,581
4.74
10,772
5.74
7,914
5.86
44,355
4.72
37,870
4.70
It will be seen that for the most part the weekly rates of pay re-
turned in the two reports very nearly coincide. The average for all
occupations combined is $5.92 per week in the Board of Trade report
and $5.82 in the report of the Amalgamated Society.
RAILWAY WAGES IN UNITED STATES AND UNITED KINGDOM
COMPARED.
Below are shown the earnings of employees of the several classes for
the United Kingdom and for the United States, the American returns
for the fiscal year 1908 (July 1, 1907, to June 30, 1908) being selected
as most nearly comparable with the returns of the Board of Trade for
the last pay week of October, 1907. The returns in each case are
given as actual earnings, except that uniform, housing, and minor
allowances, which averaged about ten cents per man per week in the
United Kingdom, are not included. The British returns have been
reduced to a per diem basis by dividing the weekly earnings by six.
• This table relates to adult males only. Inasmuch as the returns received by
the Amalgamated Society in some instances neglected to distinguish men and
boys, only those occupations are here shown from which, by the nature of the
work, boys are almost wholly excluded.
2-34
18
AVERAGE DAILY EARNINGS.
Occupation.
United States,
1907-8.
United Kingdom,
October, 1907.
All occupations a
Station agents..
Other station men.
Enginemen.
•
Firemen.
Conductors
..
Other trainmen.
Machinists..
•
• •
•
•
$2.19
2.09
c
1.82
4.45
2.64
I. II
3.81
2.60
2.95
Carpenters..
2.40
$1.048 (6)
0.90 (d)
1.86
1.23 (e)
1.25 (1)
1.285(8)
1.285(8)
Other shopmen.
2.12
o 88 (h)
Trackmen (other than section foremen).
I.45
0.89 (i)
Switch tenders, crossing tenders and watchmen.
"All other employees and laborers".
1.78
1.07 (k)
I.97
0.99 (2)
The average daily earnings of railway employees in 1907 amounted
to $2.19 in the United States and $1.048 in the United Kingdom,
the earnings for the United States being 109 per cent greater
than for the United Kingdom. If the value of all extra allowances
for uniform, housing, etc., be added to the English earnings, the Amer-
ican compensation is still the greater by about 100 per cent. Roughly
the American railway employee was paid in 1907-8 twice as much per
day as the English railway employee.
For the separate occupation classes, the pay received in the United
States is higher than the pay of the corresponding classes in the
United Kingdom by the following percentages:
(a) Except officers and clerks.
(b) First week in December, 1907.
(c) Not covered by investigation of Board of Trade.
(d) Passenger and goods porters, goods checkers, and ticket collectors and
examiners.
(e) Passenger guards, porter guards, goods guards and brakesmen. It is
impossible to separate guards and brakesmen.
(f) Porter brakesmen, goods guards and brakesmen. It is impossible to
separate guards and brakesmen.
(8) Mechanics.
(h) Engine and carriage cleaners, carriage and wagon examiners and greasers.
(i) Gangers, platelayers and packers, and permanent way laborers.
(k) Shunters and porter shunters, signalmen and porter signalmen.
(1) "Other men."
19
Conductors.
Enginemen.
Firemen.
•
Machinists...
"Other trainmen”
"Other station men".
"All other employees”.
Switch tenders, crossing tenders, and watchmen.
Trackmen (other than section foremen).
209.8 per cent.
139.2
137.8
(6
129.6
108.0
66
"
"6
(
102.2
99.0
66.4
62.9
<<
"C
COMPENSATION OF ENGINEMEN AND FIREMEN FOR SPECIFIC RUNS-
1912.
Statements have been obtained from several English railways re-
garding the amounts paid to enginemen and firemen for specific runs.
The amounts are given in the next table. In comparison with the data
for England, there are shown mileage payments made by the Balti-
more & Ohio Railroad to its enginèmen and firemen, which are typical
of their wages in that part of the United States east of the Mississippi
and north of the Ohio River. These are rates of pay in effect during
January, 1912.
ENGINEMEN.
Passenger.
Goods.
LONDON & SOUTH Western
RAILWAY.
Total
Miles.
Express. Slow.
Express. Slow.
London to Southampton and back..
158
London to Salisbury and back.
168
688
$1.95
$1 821
$2.31
$2.92
1.95
1.82
2.31
2 92
London to Portsmouth and back.
150
I.95
1.82
2.31
2.92
London to Dorset and back...
272
3.89
O
4.74
London to Bournemouth and back.
222
2.92
• •
London to Yeovil and back.
London to Exeter and back..
250
4.25
344
3.89
5.11
GREAT WESTERN RAILWAY.
London to Plymouth (limited)
London to Bristol and back
London to Bristol and back
•
•
Time on duty. Time allowed.
Total
miles.
Maxi-
mum
rate.
Hrs. Min.
Hrs. Min.
•
22534
6
3
II
3
$2.15
236/2
9
14
13
2.53
236/2
ΙΙ
44
14
15
2.77
20
BALTIMORE & OHIO RAILROAD.
Payment per mile,
cents.a
main line……….
Passenger service.......{branch lines..
Through freight service. {branch lines.
main line..
Local and mixed service. {branch lines.
4.0 -4.25
3.9
4.45-5.0
4.I -4 45
4.7 -5.0
4.2-4.45
FIREMEN.
Passenger.
Goods.
LONDON & SOUTH WEstern
RAILWAY.
Total
miles.
Express. Slow.
Express. Slow.
London to Southampton and back..
London to Salisbury and back...
London to Portsmouth and back..
London to Dorset and back
158
$1.16
$1.095
$1.46
$1.82
168
1.16
1.095
1.46
1.82
•
150
I 16
1.095
1.46
1.82
272
2.31
2.72
London to Bournemouth and back
London to Yeovil and back..
222
•
1.74
250
2.74
London to Exeter and back.
344
231
3.28
Time on duty. Time allowed.
GREAT WESTERN RAILWAY.
Total
miles.
Maxi-
mum
rate.
Hrs. Min.
Hrs. Min.
London to Plymouth (limited).
London to Bristol and back..
London to Bristol and back…….
2254
6
3
II
3
236/2
9
14
13
$1.34
1.58
236/2
II
44
14
15
1.73
• In passenger service, 100 miles or less constitute a day. Overtime is computed
on a speed basis of 20 miles per hour at 45 cents per hour. In through freight
and local and mixed service 100 miles or 10 hours, or less, constitute a day. All
over 100 miles or 10 hours are compensated pro rata. The variations in rates are
due to differences in weight and style of engine.
21
BALTIMORE & OHIO Railroad.
Payment per mile,
cents. a
Passenger service…………
Through freight service..
Local freight and pick-upservice. {
main line.....
{branch lines.
main line.
branch lines..
main line.
•
branch lines..
2.3 -2.5
2.25
2.75-3.I
2.75-29
2.95-3.1
2.75-2.9
The foregoing tables may be summarized on a per mile basis, as
follows:
ENGINEMEN.
Rate of pay per mile-cents.
B. & O.
Great Western. London & S. W.
Passenger:
Express.
Local.
Freight :
Fast or through...
Slow or local...
4.I-5.0
4.2-5 O
Passenger:
Express
Local.
Freight :
•
Fast or through.
Slow or local.
3.9-4.25
3.9-4 25
0.95
1.07-1.17
1.13-1.43
1.08-1.21
1.375-1.54
1.49-1.95
FIREMEN.
Rate of pay per mile-cents.
B. & O.
Great Western. London & S. W.
2.25-2.5
2.25-2.5
0.59
0.67-0.735
0.67-0.85
0.65-0 73
2.75-3.1
0.87-0.97
2.75-3.1
0.95-1.21
a In passenger service, 100 miles or less constitute a day. Overtime is computed
on a speed basis of 20 miles per hour at a pro rata rate per hour. In through
freight and local and pick-up service, 100 miles or 10 hours, or less, constitute a
day. Overtime is compensated pro rata. The variations in rates are due to
differences in weight and style of engines.
22
These tables make it clear that enginemen and firemen on a typical
Eastern road in the United States are compensated at rates of pay
that are two, three, and four times as high as the rates of compensation
of engineers and firemen on representative English roads. This is
strikingly brought out by placing by the side of the amounts paid by
the railways of England for representative runs of those listed on
pages 19 and 20 the amounts which would be paid at the minimum rate
of wage prevailing on the eastern railways of the United States for
corresponding service. If the maximum American wage were used in
this comparison the disparity would be still greater.
Character of run.
Distance-
Miles.
Wage received
at English rate of
pay.
What wage would
be at American rate
of pay.
Enginemen.
Passenger-Express.
158
$1.95
$6.32
do.
do.
do.
236½
2.53
9.46
Slow ...
168
1.82
6.72
Freight-Fast…..
150
2.31
6.67
do.
Slow...
272
4.74
12.78
Firemen.
Passenger-Express
158
$1.16
$3.63
do.
do.
236/2
1.58
5.44
do.
Slow..
168
1.095
3.86
Freight-Fast....
150
1.46
4.12
do.
Slow...
272
2.72
8.02
While it has been shown that English railway wages are much lower
than in the United States, it must also be borne in mind (1) that the
level of commodity prices is much lower in England, and (2) that the
standard of comfort demanded by the English workman is lower and
his manner of living simpler than that of his American colleague. An
attempt is made in the second part of this study to ascertain the cost
of living and the level of prices in the United States and foreign coun-
tries.
23
NOTE TO THE STUDY OF RAILWAY WAGES ON THE CONTINENT OF
EUROPE.
In the countries of Continental Europe there are scales of annual
salaries for railway employees which, however, do not apply to the
lower classes who are usually paid at a daily rate of wage. Each scale
provides for a gradation in the salaries of the class of employees to
which it applies, progression from the minimum to the maximum re-
quiring service throughout an extended series of years.
Such gradations do not exist in the United States. Here, in some
departments of the railway service advance in salary depends to an
extent upon experience, but in the case of trainmen there are virtually
no distinctions in rates of pay based on seniority, variations in the com-
pensation to enginemen, firemen, conductors, and other trainmen de-
pending mainly upon the length and character of their run. The range
of such variations in the United States is roughly indicated by the
following table, based upon statements furnished by two representative
railways, one operating in the East and one in the West, showing the
minimum and maximum of annual earnings of enginemen and firemen
during 1911-1912.
ENGINEMEN.
Minimum.
Maximum.
Railway A
Railway B.
Passenger service.
Freight service……
Switching service.
FIREMEN.
Railway A
Railway B.
•
Passenger service..
Freight service.
•
Switching service..
•
$1,606.00
$1,971.00
I,293.60
2,855.16
1,372.80
2,442.00
•
1,102.00
1,830.00
Minimum.
Maximum.
$1,022 00
$1,204.50
806.40
1,799.84
842.40
1,630.80
735.00
1,217.00
24
FRANCE.
Railway employees in France are classified either as officials who
receive an annual salary or as workmen who are paid a daily wage.
Salaries and fixed wages on the French railways are so arranged
that there is for every class of employee a minimum rate of pay,
effective at the beginning of the employee's term of service, and a
maximum rate, reached after passing, during a number of years,
through several intermediate stages of gradually advancing compen-
sation. Thus on the state railway system every class is subdivided
into from four to seven subclasses, each representing a certain number
of years of service. From this it is clear that the maximum rates
paid on French railways are reached only after an extended service
and by comparatively few employees, and that the predominant range
of salaries and wages must in all cases lie considerably below the
maximum.
Employees of French railways at the close of the year 1909 num-
bered 330,000 persons, of whom a fifth were employed on the state
railway system (réseau de l'État).
FRENCH STATE RAILWAYS.
Annual salaries on the state railways, as fixed by decrees of 1899
and 1901, are as follows:
Annual salary.
Minimum.
Maximum.
Heads of departments..
$1.158.00
$3.667.00
Assistant heads of departments.
1,158.00
1.833.50
Assistant secretaries.
1,158.00
1,833.50
Chief engineers and assistants...
2.509.00
3,667.00
Assistant chief engineers, principal engineers; and
engineers...
1,351.00
2.509.00
Assistant engineers..
1,158.00
1,833.50
Principal mechanics.
694.80
1,080.80
Mechanics...
347.40
636.90
Examiners, mechanical department.
231.60
405.30
Electricians..
•
231.60
405.30
a Unless otherwise specified, the data contained in this discussion are drawn
from the report of the British Board of Trade on Railways in Belgium, France,
and Italy, 1910, pp. 202-218, which relates to the year 1908.
25
Annual salary.
Maximum.
Minimum.
Traffic manager.
Assistant traffic manager.
Principal commercial staff..
Chief and assistant medical officers.
Inspector general and chief inspector.
Assistant chief inspector.
Inspectors and chief station inspectors.
Assistant inspectors....
$2,509.00
$3.667.00
1,351.00
2,509.00
1,158.00
1,833.50
386.00
965.00
1,351.00
2,509.00
1,158.00
1,833.50
• • •
772.00
1,351.00
521.10
810.60
Principal clerks......
521.10
1,833.50
Chief clerks and rate clerks..
772.00
1,351.00
Assistant chief clerks.....
694.80
1,080.80
Chief clerks for grande vitesse and petite vitesse.
• •
347.40
636.90
Clerks..
289.50
810.60
Dispatchers' clerks.
289.50
636.90
Principal clerks for grande vitesse and petite vitesse.
· •
289.50
521.10
Booking office clerks...
260.55
434.25
Telegraph clerks....
231.60
405.30
Principal accountants and clerks accountants.
Accountants..
Cashiers..
Chief draughtsmen.
Draughtsmen...
Storekeepers.
Distributors of stores.
Store laborers..
Works managers...
Foremen...
521.10
810.60
289.50
810.60
289.50
521.10
521.10
810.60
289.50
636.90
231.60
810.60
• •
231.60
405.30
202.65
270.20
772.00
1,351.00
260.55
810.60
Assistant foremen..
231.60
636.90
Station masters and assistant station masters.
•
347.40
694.80
Controllers...
521.10
810.60
Controllers of trains..
347.40
636.90
First-class engine drivers.
•
•
521.10
810.60
Engine drivers..
347.40
636.90
Conductors...
347.40
694.80
Firemen and firemen stationary engines.
260.55
434.25
Guards
260.55
434.25
Brakesmen.
231.60
405.30
District chiefs.....
347.40
694.80
Timekeepers..
289.50
694.80
26
Minimum.
Annual salary.
Maximum.
Principal messengers..
Messengers..
$260.55
$434.25
231.60
405.30
Leading porters.
•
289.50
521.10
Registering porters..
•
260.55
434.25
Office and door porters..
231.60
347.40
Representatives at joint stations.
289.50
521.10
Chief shunters...
260.55
434.25
Pointsmen
231.60
405.30
Chief rail-layers....
260.55
434.25
Rail-layers....
Watchmen....
Bridge watchmen.
Signalmen....
173.70
241.25
231.60
405.30
202.65
270.20
231.60
405.30
Semaphore and lamp keepers.
• •
202.65
270.20
Gatekeepers....
173.70
241.25
Cranesmen..
260.55
434.25
Weighing-machine attendants
231.60
405.30
Coopers....
231.60
405.30
Laborers..
•
202.65
270.20
In addition to wages or salaries paid by the state railways, a certain
• amount of money, not to exceed 2 per cent of the gross earnings of
the year, 'is distributed to selected employees each year in the form of
premiums for thrift and good management. Employees with large
families are specially assisted, and grants are made in individual cases
for funeral expenses, for assistance to orphans, and for various other
purposes. All employees who are on permanent salary or fixed wages
share in a pension fund, which is supplied partially by state subsidy
and partially by annual deductions from the employees' salaries. The
minimum pension is about $70 a year.
PARIS-ORLEANS RAILWAY.
On the Paris-Orleans Railway, a private railway employing about
one-seventh of the railway workers of France, the following scale of
salaries is in effect:
27
D
Annual salary.
Minimum.
Maximum.
Chief clerks (head office)
•
Assistant chief clerks (head office).
$579.00
$1,737.00
463.20
1,042.20
Principal assistant chief clerks..
•
463.20
1,158.00
Central administrative principal clerks.
405.30
694.80
Booking office clerks..
347.40
579.00
Chief clerks, assistant chief clerks, and principal clerks,
grande vitesse and petite vitesse..
347.40
579.00
Clerks, grande vitessee and petite vitesse.
289.50
521.10
Secondary station masters..
Central administration staff.
Ticket clerks
Principal station masters.
Station masters.....
Station masters, small stations.
Assistant principal station masters.
Relieving principal station masters.
Platform superintendents.
Assistant station foremen.
289.50
579.00
231.60
376.35
694.80
1,389.60
521.10
1,158.00
•
405.30
810.60
• •
347.40
521.10
347.40
694.80
·
260.55
318:45
·
347.40
521.10
231.60
376.35
Checkers..
Inspectors..
231.60
318.45
521.10
1,158.00
Traffic and assistant traffic inspectors..
Inspecting collectors..
•
405.30
810.60
289.50
347.40
Overseers.
•
231.60
318.45
Principal accountants..
347.40
579.00
Accountants.
405.30
694.80
Cashiers..
463.20
810.60
Lighting overseers.
405.30
810.60
Foremen lampmen.
•
260.55
405.30
Lampmen and lamp cleaners (per month)……….
14.72
29.38
Leading under porters..
•
289.50
463.20
Registering porters..
•
289.50
405.30
Porters....
231.60
318.45
Section foremen..
Gangers....
•
Guards...
Brakesmen.
289.50
405.30
231.60
318.45
318.45
376.35
260.55
318.45
Telegraph staff
231.60
376.35
Semaphore staff..
•
231.60
318.45
Signal workmen..
231.60
289.50
Pointsmen..
231.60
376.35
Storemen..
231.60
347.40
Office keepers..
231.60
289.50
Workmen (per month)..
14.72
29.38
Watchmen..
231.60
289.50
28
Dwelling allowances are granted by the railway to employees living
in Paris or Bordeaux whose salary is less than $463.20, and to employ-
ees living elsewhere whose salary is less than $405.30. The dwelling al-
lowance varies in amount according to the size of the city of residence,
running from $38.60 a year in Paris down to $6.95.
In addition, the Paris-Orleans Railway grants subsidies to heads of
families on the following basis: Employees with a salary not exceed-
ing $289.50 a year, who have dependent on them more than two chil-
dren under 15, or sick children of any age, or orphan relatives under
15, or father, mother, father-in-law or mother-in-law, are granted
monthly subsidies of $0.965 for the third dependent person of any of
the classes named, and from $0.965 to $1.93 for the fourth and each
additional person. Employees with a salary exceeding $289.50 but not
over $405.30 do not receive the monthly subsidy for the third depend-
ent of any of the classes named, but are granted $0.965 for the fourth
and from $0.965 to $1.93 for the fifth and each additional member.
The variation in the subsidy for the fourth (or fifth) person is deter-
mined by the size of the city of residence, the largest subsidy being
paid to employees living in Paris and Bordeaux.
Engine drivers and firemen receive additional allowances in the
shape of "kilometric" premiums; that is, premiums varying with the
kilometers traveled. Thus to engine drivers on passenger trains a
premium of $1.20 is paid for each 1,000 kilometers (621 miles) up to
4,000 kilometers a month; $1.39 for the fifth thousand, $1.97 for the
sixth, $2.45 for the seventh, $2.93 for the eighth, and $3.90 for the
ninth and each additional thousand. To engine drivers on freight or
mixed trains, the payment per 1,000 kilometers is two-fifths greater
than on passenger trains, and to engine drivers on switching locomo-
tives three-fifths greater than on passenger trains, switching mileage
being counted at the rate of 5 kilometers (3.1 miles) per hour. To
firemen on passenger trains the monthly premium is 60 cents for each
1,000 kilometers (621 miles) up to 4,000, 74 cents for the fifth thou-
sand, 98 cents for the sixth, $1.23 for the seventh, $1.47 for the eighth,
and $1.95 for the ninth and each additional thousand. These payments
to firemen are increased in the case of freight trains and switching
locomotives, respectively, in the same ratio as the payment to engine-
men. A further premium is paid to firemen on compound engines,
amounting to 29 cents per 1,000 kilometers (621 miles). Premiums
are also granted for the economical use of fuel at the rate of $1.54 for
every unused ton of fuel under a specified maximum.
29
Premiums are given to engine drivers and firemen for maintaining
the regular time schedule. In case a train is late, the engine driver
receives for every minute of time made up a premium of from 1.2 cents
to 14.5 cents, according to the class of train handled, while the fireman
receives from 0.4 cent to 6.8 cents. The engine driver and the fire-
man may also be fined corresponding amounts for each minute of
time lost
PARIS-LYONS-MEDITERRANEAN RAILWAY.
The salary list of the Paris-Lyons-Mediterranean Railway, a private
railway employing about one-fourth of the railway workers of France,
is as follows:
Annual salary.
Minimum.
Maximum.
Inspectors, and assistant and commercial inspectors....
Telegraph and weighing-machine inspectors.
$579.00
$1,254.50
231.60
772.00
Auditors.
405.30
1,254.50
Cashiers.
•
405.30
694.80
Principal clerks....
Clerks.....
Booking office clerks...
405.30
1,254.50
405.30
694.80
231.60
772.00
Gangers.
Telegraphists..
Chief goods porters and checkers.
Chief guards and guards....
Chief gangers..
Station masters (1st and 2d class)…….
Assistant goods porters...
260.55
1,254.50
•
318.45
579.00
196.86
405.30
196.86
463.20
231.60
463.20
196.86
405.30
231.60
Signalmen..
Watchmen and messengers.
463.20
231.60
405.30
231.60
405.30
Monthly lodging allowances of from $1.16 to $3.47 are paid to
employees with an annual salary of less than $347.40 who live in par-
ticularly expensive localities. The amount varies with the locality, the
maximum being granted to employees assigned for duty at stations on
the Riviera during the months of the winter-resort season.
To em-
ployees receiving a monthly salary no lodging allowance is paid, as this
is included in the salary.
An indemnity of from one to six per cent of their salary is paid to
employees who are required by the company to change their residence,
providing the change is not made as a punishment.
30
The company grants monthly premiums for the economical use of
coal and lubricants. For every ton of coal which is economized under
a certain standard allowance the engine driver and fireman receive
$1.93, divided between them proportionately to the distance they have
respectively covered during the month; for every kilogram of lubri-
cant economized they receive 5.8 cents. Conversely, the same amounts
are charged against engine drivers and firemen as fines for the extrava-
gant use of coal and lubricants above the standard amounts; these
fines are not charged against the employee's salary, but against the
premiums he may have earned.
Distance or kilometric premiums are paid to engine drivers and to
firemen. The company also grants premiums to engine drivers for
making up time, and fines them for loss of time. These premiums.
to enginemen and firemen are of a similar nature to those described
above for the Paris-Orleans Railway.
SOUTHERN Railway.
On the Southern Railway (Sud de la France), a small private rail-
way, the salaried staff receives compensation as follows:
Annual salary.
Minimum.
Maximum.
Clerks (chief office).
• •
Booking clerks..
Inspectors....
Engine drivers..
Firemen..
Guards..
•
•
Train crews.
Chief clerks and head office clerks.
District clerks..
Shop clerks..
Excise clerks..
$289.50
$1,061.50
254.76
254.76
694.80
254.76
694.80
231.60
254.76
46.32
289.60
289.50
521.10
312.66
597.00
208.44
312.66
231.60
463.20
202.65
254.76
Station masters....
231.60
Assistant station masters.
•
312.66
Relieving chief station staff..
Relieving station staff....
289.50
Platform superintendents.
231.60
Checkers..
289.50.
Telegraphists,
231.60
347.40
•
289.60
Cashiers..
Accountants..
Accountant porters.
312.66
254.76
• •
231.60
463.20
Porters...
231.60
405.30
31
Foremen shunters..
Pointsmen..
Yard staff...
Day laborers (per day)
Annual salary.
Maximum.
$463.20
Minimum.
$231.60
231.60
202.65
.483
312.66
254.76
.676
Allowances are granted to employees as follows: Chief office clerks
receive, in addition to their regular salary, an annual allowance
amounting to about one month's pay. A number of classes are given
liberal traveling allowances, amounting in some cases to more than
100 per cent of their regular salaries. These classes are inspectors,
guards, train crews, relieving station staff, assistant station masters,
platform superintendents, telegraphists, foremen shunters, checkers,
and pointsmen.
To engine drivers and firemen premiums are given for distance
covered, for economy of fuel and lubricants, and for keeping to sched-
ule time, aggregating from $193 to $231.60 a year for engine drivers
and $115.80 to $144.75 a year for firemen. In addition, when they are
obliged to sleep away from home, engine drivers are entitled to 48
cents per night and firemen to 39 cents.
Dwelling allowances varying from $32.81 to $38.60 a year are made
to employees entitled to lodging, when such lodging is not provided
by the company.
To every employee of limited salary, a subsidy is granted for each
member of his family over four. A similar subsidy has already been
described in connection with the Paris-Orleans Railway.
The Southern Railway also grants subsidies, or indemnities, to cer-
tain grades of employees, because of the high cost of living in certain
regions or because of residence in unhealthful localities. These vary
from $13.90 to $44.00 per annum, according to the locality and to the
rank of the employee.
Certain perquisites in the way of free transportation for his family
and indemnities for rents still due are allowed when an employee is
shifted by order of the company. When an employee is necessarily
absent from his residence by day or night on exceptional temporary
duty, he is entitled to sustenance allowance of from 68 cents to $1.25
per day.
Finally, bonuses are awarded each year to such employees as have
shown zeal and attention to work. These bonuses are never less than
$3.86 and may run as high as $347.40 in exceptional cases.
32
All the railway companies of France carry luggage porters on their
rolls, but as a general rule pay them little or no wage, reliance being
placed wholly or in part upon gratuities from the public. Two rail-
ways pay small salaries to their porters, who are not entitled to de-
mand gratuities. All the railways, also, use female labor to some de-
gree. Women act as gatekeepers at crossings, as typists in offices, as
ticket agents in stations, and on the state railways as petty station
masters.
Hours of labor are regulated by the Minister of Public Works,
whose decrees define and prescribe in detail the time schedules which
shall apply on the railways. Hours of duty and periods of rest are
allotted to all groups of employees under careful regulations.
As a general rule the railways of France do not supply their em-
ployees with uniforms, although in some cases the company assists in
obtaining uniforms at a reduced price..
Certain privileges as to free passes and reduced rates of travel are
granted by all the French railways to their employees. In addition,
all the railway companies maintain pension funds, which are supplied
in part by deductions from the salaries of employees and in part by
subventions from the companies.
Railway WAGES IN THE UNITED STATES AND FRANCE Compared.
It is difficult to secure, from the foregoing data, a statement of
French railway wages comparable with American wage statistics,
because the United States reports show actual earnings, while the
French statistics are merely of maximum and minimum rates of pay.
From the statistics presented the following rough comparisons may,
however, be drawn:
On the Southern railway of France, day laborers receive from 48.3
to 67.6 cents per day. Whether this wage is compared with the daily
compensation of "other trackmen" in the United States in 1908, which
averaged $1.45, or of "all other employees and laborers," which aver-
aged $1.97, or of "other station men," which averaged $1.82, it will be
seen that the American wage is two or three times as high as the
French.
The yearly salary and allowances of engine drivers on the Southern
railway of France range from $505.66 to $828.60, and the salary and
allowances of firemen from $324.24 to $457.41. The yearly compensa-
tion, including premiums, of engine drivers on the Eastern railway of
33
France runs from $649.06 to $906.91, and the compensation of firemen
from $458.38 to $595.98.
Taking for purposes of approximate comparison an annual rate of
pay about halfway between the minimum and maximum in each of
these cases, and for the United States multiplying by 300 (the work-
ing days per year), the average daily compensation of enginemen
($4.45) and firemen ($2.64) in 1908, the following results are reached:
ESTIMATED YEARLY COMPENSATION: 1908.
United States
-France-
Enginemen
Firemen
All railways.
Eastern
Railway.
$1,335
792
$777.98
527.18
Southern
Railway.
$667.13
390.82
On several of the French railways, even the lowest grades of em-
ployees are dignified by the receipt of salaries on a stated annual basis.
While the range of salaries is in general low, it is difficult to compare
them with American railway wages, as the latter are calculated on a
daily earnings basis. It may be pointed out that the daily wage of the
lowest paid class of American railway employees in 1908, "other track-
men," multiplied by 300 working days per year, amounts to about
$435, and that this minimum American wage is higher than the great
majority of the wage minima on French railways, and higher also than
many of the maxima, even among the upper grades of employment.
Even when the different bonuses and allowances granted by the French
railways to employees are added to their salaries and made a part of
their annual compensation-and it must be remembered that the allow-
ances are limited to the lower paid employees-the range of American
railway wages is clearly very much higher than in France.
3--34
34
GERMANY."
Railway employees in Germany are divided into two classes-the
official staff (Beamte) and the workmen (Arbeiter). The official staff
comprises all permanent officials from president down to office messen-
gers, while the workmen include assistants to the official staff and all
ordinary laborers and temporary employees. Thus a foreman shunter
is classed as an official, while his assistant, the ordinary shunter, is
classed as a workman.
Officials (Beamte) are paid every three months in advance. In
Prussia they receive a dwelling allowance in addition to salary, while
train crews and other persons whose duties necessitate constant travel
are granted "journey money" on a mileage scale. In Bavaria still
another allowance is made to certain officials, constituting a bonus
because of the important character of particular duties performed.
Further allowances are made to the officials of the Bavarian and Saxon
railways whose duties necessitate their permanent residence in some
other state or country. No overtime pay is allowed to officials, but
every provision possible is made in order that they may not have to
work overtime.
Uniforms are not supplied to the employees on the German state
railways. In Prussia and Saxony, however, the state railway manage-
ments contribute toward uniforms for the men. On the private rail-
ways uniforms are supplied by the company.
Workmen (Arbeiter) are paid at the end of each month, and are
subject to dismissal on short notice. They do not wear distinctive
uniforms, except caps provided by the railways.
Wages and salaries on the German railways in the aggregate were
as follows for the years 1904 to 1909.
Year.
COMPENSATION TO RAILWAY EMPLOYEES, GERMANY: 1904-1909.b
Average
miles
operated.
Average
annual
compen.
sation.
Average
number of
employees.
Total
compensation.
1904.
1905.
1906.
33,290
582.370
$186,956.879
$321.03
•
33,916
606,612
197,338,162
325.31
•
•
34.422
648,437
217,562,675
335.52
1907.
1908..
34,898
695,558
243,344,944
349.86
35,391
699,156
257,443,345
368.22.
1909.
• •
36,045
691,087
261,847,535
378.89
a Unless otherwise specified, the data contained in this discussion is drawn
from the Report of the Board of Trade Railway Conference, 1909, pp. 135-151,
which relates to the year 1908.
b Official statistics of the railways of Germany (Statistik der im Betriebe
befindlichen Eisenbahnen Deutschlands), 1909. Table 25. The reported compen-
sation includes supplementary allowances in part.
35
In 1908 the average compensation of employees on the railways.
included in the Association of German Railway Administrations was as
follows:"
Germany
Prussia-Hesse
Saxony.
Bavaria
Austria-Hungary (including Bosnia-Herzegovina)
Austria
Hungary
Luxemburg, Holland, etc..
•
Average annual
compensation: 1908.
$367.67
366.93
369.75
378.11
269.23
255.54
284.96
274.73
These data relate to yearly compensation. For daily compensation,
it will be necessary to turn to the annual report of the Prussian-Hessian
railway system. The average daily wage of all the employees of that
system for the years 1900 to 1910 was as follows:
Average daily earnings.b
1900..
1901..
•
•
1902.
1903..
•
1904.
1905..
1906...
1907..
1908.
1909.
1910.
·
• · •
• •
$0.647
0.652
0.657
0.662
0.671
0.688
0.726
0.757
0.771
0.783
0.807
The increase from 1900 to 1910, it will be noted, was 16 cents per
day, or 25 per cent.
PRUSSIAN STATE RAILWAYS.
The scale of annual salaries on the Prussian state railways is given
in the following table, which shows the minimum and maximum sala-
ries, the value of the various allowances, and the years required to
reach the maximum salary.
a Statistische Nachrichten von den Eisenbahnen des Vereins Deutscher Eisen-
bahnverwaltungen, 1908, pp. 132-135.
Official statistics of Prussian-Hessian railways (Bericht über die Ergebnisse
des Betriebes der vereinigten preussischen und heshischen Staatseisenbahnn),
1910, p. 226. These returns do not include overtime payments or premiums for
distance paid to train crews. They do not, in all probability, include dwelling
allowances.
36
Class of employee.
Annual salary.
Dwelling allow-
Kilomet-
ric allow-
ance.
Mini-
mum.
Maxi-
mum.
ance.
Years re-
quired
to reach
maxi-
mum
salary.
Auditors..
Technical office assistants
First class clerks...
Draughtsmen and second
class clerks..
Foremen ...
Foremen in workshops.
•
First class station masters
Second class station masters.
Station porters and platform
$428.40 $999.60 $51.41 to 128.52
21
·
•
357.00 714.00
357.00 642.60
""
44
21
"6
18
357.00 523.60
S
"
18
333.20 428.40 25.70 85.68
12
499.80
999.60
999.60
51.41
"' 128.52
18
•
•
571.20
999.60
་་
12
428.40
856.80
18
collectors..
214.20
285.60
25.70 ·
25.70"
85.68
15
Engine drivers
333.20 523.60
51.41
128.52 $128.52
15
Locomotive firemen.
238.00
Chief guards...
333.20
Baggage guards.
285 60
357.00 25.70
452.20 51.41
380.80 25.70
85.68
71.40
18
"128 52
71.40
18
"
85.68 71.40
15
Goods guards and brakesmen,
2:4.20
285.60
47.60
21
Traveling carriage and wagon
examiners
214.20
333.20
47.60
21
Foremen shunters, telegraph-
ists and first class signalmen
333.20
428.40
15
Signalmen
...
285.60
380.80
"
18
53
Pointsmen and gangers a.
• •
•
214.20 333.20
""
18
Messengers
238.00
357.00
21
Railway and night watchmen.
190.40
238 00
((
"
18
A few officials receive extra payment for onerous duty, varying
from $47.60 to $95.20 per annum. "Kilometric" allowances varying
from one cent to 1.4 cents per 10 kilometers (6.2 miles) are paid to
passenger-train crews and from 1.4 cents to 2.1 cents per 10 kilometers
to crews of goods, military and mixed trains. To crews of coal, min-
eral and similar trains, also for shunting service performed at other
than home stations, an hourly allowance of from 1.4 cents to 2.4 cents
is paid instead of journey money. In cases where train crews are away
from their home station over night, an allowance of from 15.9 cents.
to 35.7 cents is granted per night of absence.
In Prussia coöperative clothing supply clubs exist, to which the
state makes contributions at the rate of $7.30 per man per annum.
In addition to other allowances, a special service bonus is granted
to workmen who have been in the continuous service of the Prussian
state railways for 20 years or more and have conducted themselves
in a satisfactory manner. Time served in the army, or in the employ
a "Pointsmen" correspond to switchtenders.
37
of private railways which have been acquired by the state, is counted
as part of the term of service. This bonus amounts to about $5 a year
after 20 years of service, $7.50 after 25 years, $10 after 30 years, $15
after 35 years, $20 after 40 years, $25 after 45 years, and $37.50 for
each year of service greater than 50. In 1906 workmen on the state
railways to the number of 7,363 were receiving service bonuses,
amounting in the aggregate to $63,630. Of this number, 39 had served
50 years or more, 441 had served from 40 to 50 years, 2,329 had served
from 30 to 40 years, and 4,554 had served from 20 to 30 years.
Rewards are also granted to workmen in special circumstances,
when they have distinguished themselves in some calamity or crisis.
Absence on enforced civil duty is compensated in full, while military
duty up to 14 days a year is compensated at two-thirds the regular
rate of pay.
SAXON STATE RAILWAYS.
On the Saxon state railways the scale of salaries is as follows:
38
SAXON STATE RAILWAYS.
Annual salary.
Supplement for living in
foreign country-
Class of employee.
Minimum.
Maximum. With official
residence.
for
uniform.
in official
Without offi-
cial residence.
house.
House rent
Allowance charge if Dwelling allowance.
Years re-
quired
to reach
maximum
salary.
Draughtsman
$357.00
$528.36
First class station master.
556.92
642.60
$44.98
$72.11
$17.37
$57.12
$42.84 to $71.40
"
12
42.84 71.40
6
Second class station master
399.84
571.20
36.41
58.55 17.37
42.84
42.84
71.40
8
Station porter.
249 90
357 00
22.13
35.70
15.71
28.56
28.56
57.12
15
Engine driver.
442.68
656.88
41.41
66.40
5.95
42.84
71.40
10
First class fireman
314.16
428.40
27.85
44.98
5 95
28.56
57.12
8
Second class fireman.
257.04
385.56
24.28
38.56
5.95
28.56
57.12
12
Chief guard.
357.00
528.36
33.56
53.55
18.56
42.84" 71.40
12
Guard
257.04
385.56
24.28
38.56
18.33
28.56" 57.12
18
Foreman shunter.
357.00
528.36
33.56
53.55
14.99
42.84
42.84" 71.40
12
First class signalman.
342.72
428 40
29.27
46.41
11.66
28.56
&
57.12
12
Second class signalman
257.04
385.56
24.28
38.56
11.66
28.56
57.12
18
Messenger
314.16
428.40
14.04
35.70
28.56“ 57.12
12
39
Dwelling allowances vary according to the cost of living in the
various cities. If a rented house is furnished to a railway official, his
dwelling allowance is fixed at the rental figure.
Station masters who have supervision of "halts," or way stations,
receive as a rule a supplementary allowance of $8.57 per "halt" per
year.
Engine drivers receive while on duty, in addition to subsidies for
dwellings and uniforms, 3.6 cents per hour plus 1.7 cents per kilometer
traveled. Chief guards receive 3.6 cents per hour while on duty, in
addition to salary and other allowances; guards receive 2.6 cents per
hour, and firemen 1.4 cents per hour.
The foregoing statistics apply to officials, or Beamte. Arbeiter, or
workmen, are paid in general the standard wages obtaining for that
grade of labor in each district. Practically all workmen receive the
same rates of pay, whatever the duties performed. Thus in Hamburg
a shunter, or switchman, receives from 76.2 to 83.3 cents a day, with
a supplementary payment in consideration of the arduous nature of his
work amounting to from 4.8 cents to 7.1 cents a day, or a total of
from 81 cents to 90.4 cents. Goods porters are paid on a piece-work
basis with a guarantee of 83.3 cents per day.
Luggage porters, or "gepäckträger," receive no wages, except at
small stations where traffic is light. In the latter case they receive a
small amount for lamp and room cleaning and sundry small services.
Otherwise, in lieu of wages they depend upon the public for gratuities.
As in France, hours of labor on the German railways are governed
by detailed regulations. These are agreed upon by all the German
confederated states.
Privileges of travel free or at reduced rates are granted to employees
and their families under certain provisions, which vary from state to
state. The age limit for entering the employ of German railways is
40 years. Lower railway officials are allowed from one to three weeks
of annual leave. Workmen are allowed from three to eight days
annually, after seven years of satisfactory service. Higher officials
may obtain leave up to five or six weeks.
RAILWAY WAGES IN THE UNITED STAtes and GerMANY COMPAred.
From the railway wage data presented in the foregoing pages for
Germany, it is possible to draw certain comparisons with American
railway wages.
40
The average daily earnings of all employees on the Prussian-Hes-
sian railways for the years 1900 to 1910 may be compared with the
average daily compensation of all employees on American railways for
the same years. It should be recalled that the Prussian-Hessian aver-
ages omit certain special allowances such as premiums and dwelling
allowances.
Average daily compensation.
United States.
Prussia-Hesse.
Percentage by
which American
compensation
is greater than
Prussian-Hessian.
1900.
1901.
1902.
•
$1.90
$0.647
193.6
1.91
0.652
192.9
•
1.92
0.657
192.2
1903..
..
1.99
0.662
200.6
1904.
2.05
0.671
205.5
1905.
2.07
0.688
200.9
1906...
1907.
1908.
1909.
1910.
...
2.08
O 726
186.5
2.20
0.757
190.6
2.25
0.771
191.8
2.24
0.783
186. I
·
2.29
0.807
183.8
The average daily earnings of the several classes of employees on
the Prussian-Hessian railways in 1910 are given below. The daily
earnings for 1909-1910 of the most nearly corresponding classes of
American railway employees are included in the table for comparison:
AVERAGE DAILY EARNINGS OF RAILWAY EMPLOYEES. BY CLASSES-FOR 1910.
PRUSSIA-HEsse and UNITED STATES.
Class of employees in
Prussia-Hesse.
Average daily earnings-
Prussia-Hesse. United States.
Equivalent class in
United States.
General office clerks.
Technical office employees, drafts-
men, etc.
$1.76
Employees in inside work..
.86
}
$2.40
Station employees, freight hand-
lers, etc.
.77
1.84
"Other station men."
Track walkers, section hands, etc.
.62
I.47
"Other trackmen."
4.55
Enginemen.
Engineers, conductors, etc....
.74
2.74
3.91
Other train service men.
.68
Workmen in train operation.
.80
Workmen in inside work...
.80
Maintenance of way employees...
.67
8885
}
2.69
2.0I
1.47
3.08
Shopworkers
..99
2.51
2.18
{"
Firemen.
Conductors.
"Other trainmen.”
"All other employees
and laborers."
"Other trackmen."
Machinists.
Carpenters.
"Other shopmen."
41
Class of employees in
Prussia-Hesse.
Artisans and mechanics,
rates....
Average daily earnings-
Prussia-Hesse. United States.
Equivalent class in
United Sates.
Artisans and mechanics, piece
rates.....
time
$1.03
$3.08
Machinists.
1.17
•
.92
3.08
Machinists.
1.08
2.51
Carpenters.
.80
.96
•
}
2.18
.27.
Skilled shopworkers, time rates..
Skilled shopworkers, piece rates..
Other shopmen, time rates..
Other shopmen, piece rates.
Shop apprentices...
“Other shopmen.”.
No such group.
The classification is rough, but the variation from accuracy is prob-
ably slight. A glance over the table shows that the American earnings
in nearly every case are higher than the German by one hundred per
cent or more.
From the table of salaries and allowances on Prussian state railways,
the following statement of aggregate annual payments to the several
classes of trainmen may be drawn:
Engine drivers..
Locomotive firemen.
Chief guards...
Baggage guards
Goods guards and brakesmen.
•
Annual salary.
Dwelling allowance.
Kilometric
allowance.
$333.20-$523.60
$51.41-$128.52 $128.52
238.00- 357.00
25.70- 85.68
71.40
333.20 452.20
►
51.41 128.52
71.40
285.60 380.80
25.70 85.68
71.40
214.20- 285.60
25.70 85.68
47.60
Taking for purposes of further comparison an amount halfway be-
tween the minimum and maximum salary and dwelling allowance,
this table may be summarized as follows:
Average
annual
salary.
Average
dwelling
allowance.
Kilometric
allowance.
Total
annual
allowance.
Engine drivers.
$428.40
$89.96
$128.52
$646 88
Locomotive firemen.
•
297.50
55.69
71.40
Chief guards...
424 59
392.70
89 96
71 40
Baggage guards..
333 20
55.69
71.40
Goods guards and brakesmen.
554.06
460.29
249.90
55.69
47.60
353.19
These statistics of trainmen's compensation in Prussia, which may
be taken as representative, are compared with the compensation of
trainmen in the United States in 1908 in the following table. The
yearly compensation of each class of trainmen in the United States
42
has been reached by multiplying the average daily compensation by
300 working days per year.
Engine drivers.
Locomotive firemen.
Chief guards..
Baggage guards.
Goods guards and brakesmen.
Estimated
annual compensation; 1908.
Prussia.
$646.88
424 59
554.06
460.29
353.19
United Stater.
$1.335
792
}
1,143'a
780 b
This table is presented not so much for an exact comparison of
trainmen's compensation in the United States and Prussia as for an
approximate indication of the level of salaries in the two countries.
It has been stated that switchmen in Hamburg receive from 81 cents
to 90.4 cents a day, and goods porters a minimum of 83.3 cents per
day. These typical instances of wages in a large German city may be
compared in passing with the average daily earnings of railway switch-
men and laborers in the United States during 1910, amounting to
$1.69 and $2.01 respectively.
a Conductors. b "Other trainmen.”
43
AUSTRIA-HUNGARY."
As in Germany, railway employees in Austria-Hungary are divided
into two broad classes-Beamte, or permanent-salaried officials, and
Arbeiter, or workmen employed by the day.
Rates of pay vary as between the state and the private railways in
Austria and Hungary, the higher officials being better paid and the
lower grades of employees not so well paid on the private lines. Day
by day, however, the disparity between the pay on private and on
public lines becomes less marked, as the private railways recognize the
expediency of paying approximately as much as the state railways.
The prospect of the nationalization of the private lines has also a
tendency toward unification of pay.
The fixed pay of higher and lower officials on all the railways is in
the form of a yearly salary, plus a fixed dwelling allowance. These
two items are taken into consideration in calculating pensions. In ad-
dition, certain supplementary payments will be noted.
According to official returns, the average pay of the two main classes
of employees on the Austrian railways in 1910, not including supple-
mentary allowances, was as follows:
AUSTRIA-ALL RAILWAYS: 1910.b
(Operated Mileage, 14,212 Miles.)
Number.
Total
compensation
Average
annual
compensation.
Officials (Beamte, Unterbeamte, Diener)..
Workmen (Arbeiter)..
134.690
$57.362,115
$425 88
142,929
24,239,503
169.59
Total.....
277.619
$81,601,618
$293.93
Inasmuch as the compensation of officials is computed on the basis
of 365 days a year, and the compensation of workmen on the basis of
300 days, the foregoing annual results may be reduced to a per diem
• Unless otherwise stated, the data in this discussion of railway wages in
Austria-Hungary are taken from the report of the British Board of Trade on
Austro-Hungarian railways, issued in 1909 as one of its series of reports on
Continental Railways, pp. 84-104. The rates of pay described in this report were
those in effect in 1907.
Official statistics of Austrian railways (Österreichische Eisenbahnstatistik),
1910, Vol. I, pp. 551-553.
44
basis by dividing 365 and 300, respectively, into the annual compen-
sation of the officials and the workmen. The results are $1.17 per
day for the officials, $0.565 for the workmen, and $0.89 for all em-
ployees combined.
The report of the Board of Trade on the railways of Austria-
Hungary states that railway Arbeiter are paid in the city of Vienna at
the following rates per day:
Ordinary workmen..
Skilled laborers.
Foremen ..
• •
Daily wage.
50.7 cents
77.1
81.2
AUSTRIAN STATE RAILWAYS.
On the Austrian state railways, employing about four-fifths of all
the railway workers of Austria, the annual salaries are as follows:
Annual salary.
Years required to
Minimum. Maximum.
reach maximum.
Engine drivers (1st class)..
$243.60
$527.80
24
Engine drivers (2d class).
182.70
365.40
32
Chief guards
243.60
446.60
18
Guards
162.40
324.80
24
Firemen
162.40
324.80
24
Works foremen
263.90
609.00
27
Carriage and wagon foremen..
• ·
182.70
365.40
32
Carriage and wagon cleaners.
Lampmen
• •
162.40
284.20
16
162.40
284.20
16
Station masters (1st class)
Station masters (2d class)
243.60
527.80
24
·
182.70 365.40
32
Ticket inspectors
Ticket examiners
Station foremen
243.60
527.80
24
162.40
324.80
21
162.40
324.80
21
Station attendants
Porters
•
162.40
284.20
16
162.40
324.80
24
Stores foremen
Gangers
Foremen shunters
Shunters
Signalmen
182.70 365.40
32
182.70
365.40
32
182.70 365.40
32
162.40
284.20
16
162.40
324.80
24
Messengers
162.40
324.80
24
Watchmen
152.25
203.00
15
A glance through this table will show that the length of time re-
quired to reach the maximum salary is in some cases so great that but
a small proportion of the employees would at any one time be receiv-
ing the maximum rate. Advances from the minimum to the maxi-
mum salary is not by regular annual progression, but through grades.
45
For example, each employee who is obliged to wait 32 years before.
attaining the maximum salary is obliged to pass through nine grades.
The first grade is made up of employees of less than two years' serv-
ice; the second grade includes employees of two to five years' service;
the third, fourth, fifth, and sixth grades each represent three addi-
tional years of service; while the seventh, eighth, and ninth grades
each represent five years of service.
There is a dwelling allowance which for all classes is highest in
Vienna, and is a given percentage of the Vienna allowance for other
cities. Thus the allowance for any individual employee is computed
according to his rank as an employee and according to the size of his
city of residence. The dwelling allowances range from $60.90 to
$203.00 in Vienna, and are 80 per cent, 70 per cent, 60 per cent, and 50
per cent of the Vienna allowance, respectively, in the various grades of
the other Austrian cities.
Additional allowances on the Austrian state railways are as follows:
Engine crews receive so-called "kilometric money," which is a bonus
based on kilometers traveled, while the train crews receive hourly
money, or a bonus based on hours of duty. Engine drivers receive a
kilometric allowance of 3.2 cents for each 10 kilometers (6.2 miles)
of passenger train mileage. Freight train drivers receive 1½ times
as large an allowance. For all mileage over 5,000 kilometers (3,107
miles) a month the rates are increased 50 per cent. Firemen receive
1.6 cents per 10 kilometers (6.2 miles) for passenger train duty, and
their bonus also is increased by one-half for freight train mileage.
Premiums are paid to the locomotive staff for economical use of
fuel and lubricants. For every unused ton of standard coal under a
certain maximum, the engine driver receives 24.4 cents and the fireman
8.1 cents, but the premium cannot in any one quarter year exceed
$36.54 for the engine driver or $12.18 for the fireman. Similarly, for
every kilogram of unused lubricating oil, a premium of 1.4 cents is
allowed.
The train crew also receive bonuses, which are paid on an hourly
basis. Chief guards and baggage and goods guards receive from 3.7
to 4.9 cents per hour. For "traveling time off duty," i. e., time rep-
resented by intervals of waiting between trains, periods during which
the men hold themselves in readiness for duty, they receive 1.6 cents.
an hour. Guards and other trainmen receive from 2.6 to 3.7 cents an
hour for train duty, and 1.2 cents for "traveling time off duty."
46
Lodging allowances are paid to employees who are absent from
home more than 72 hours, and are not within reach of official barracks.
To officials who travel constantly over fixed portions of the line,
such as members of the engineering staff, a yearly traveling allow-
ance, or journey money, is granted, ranging from $97.44 to $487.20,
according to their rank. To officials who are called upon to make
considerable journeys on foot, walking allowances are made for dis-
tances greater than 7 kilometers (4.3 miles), ranging from 5.3 cents
per kilometer (8.5 cents per mile) to 18.7 cents per kilometer (30
cents per mile).
Other forms of payment for traveling expenses are made to the
official class in the shape of per diem allowances, intended to cover the
expenses incurred by them when on service journeys, or when em-
ployed at other than their home stations. These per diem allowances
range in amount from 61 cents per day to $1.22 per day. Workmen
sent on journeys receive for traveling expenses an amount equal to
their daily wage for each day's absence up to 20 days.
SÜDBAHN OF AUSTRIA.
On the Südbahn, or Southern railway of Austria, a private line
employing one-ninth of the railway workers of Austria, the following
is the scale of salaries:
Annual salary.
Maximum
Minimum. Maximum
Chief foreman in workshops. $284.20 $609.00
Dwelling allowance
(Vienna).
$133.98-$203.00
113.68 203.00
Years requir-
ed to reach
maximum
salary.
20
Foremen in workshops.....
Station masters
Clerks (1st class)……….
Clerks (2d class)
243.60
568.40
23
243.60
527.80
113.68 174.58
22
243.60 527.80
182.70
345.10
113.68- 174.58
73.08-133.98
Engine drivers (1st class)...
Engine drivers (2d class)
Firemen
263.90 609.00
·
162.40
Chief guards
•
Guards
243.60
203.00 243.60
345.10
487.20
162.40
345.10
Goods guards
Ticket inspectors
Foremen shunters
•
162.40 324.80
243.60
527.80
•
162.40
345.10
Shunters
162.40
324.80
Signalmen
162.40
324.80.
Lampmen
162.40
324.80
113.68-203.00
73.08 113.68
60.90- 133.98
113.68 174.58
60.90- 133.98
60.90- 133.98
113.68 174.58
60.90- 133.98
60.90- 133.98
60.90- 133.98
60.90- 133.98
21
31
NO MOON NO~ gumo
22
26
23
29
27
26
21
29
26
26
Porters
182.70
345.10
73.08- 133.98
26
Messengers
•
162.40
345.10
60.90- 133.98
29
Line watchmen
•
162.40
243.60
60.90- 113.68
19
Day and night watchmen.. 152.25 203.00
60.90- 73.08
12
•
47
As on the state railways, the dwelling allowance for cities other than
Vienna is computed as a percentage of the Vienna allowance.
On the Südbahn, as on the State railway system, engine drivers
and firemen receive kilometric bonuses. The remainder of the train
crew receives "travel money," or bonuses, for each hour of travel
while on duty, and also while "traveling off duty"-i. e., while stopping
at other than the home station or while experiencing minor delays.
The following tabulation shows the average yearly bonuses and al-
lowances of various kinds paid to the locomotive crews on the
Südbahn:
Kilometric money
Daily and overnight allowances
Economical use of stores.
Other allowances
Total...
• •
Engine drivers.
$206.05
Firemen.
$149.21
6.50
4.87
131.95
44.05
20.30
10.15
$364.80
$208.28
If to these allowances be added the yearly salary of the median, or
half-way, grade of engine drivers and firemen, and estimated average
dwelling allowances of $100 and $70 respectively, the result will show
the total annual earnings of representative grades of these two classes
of employees. These are as follows:
First-class engine drivers.
Firemen
•
Typical
annual salary. Allowances.
Total.
$406.00
253.75
$464.80
278.28
$870.80
532.03
HUNGARIAN STATE RAILWAYS.
On the Hungarian state railways, the scheme of salaries is as fol-
lows:
Years required
to reach
maximum.
Annual salary.
Minimum. Maximum.
Chief foremen in workshops.
Foremen in workshops....
$507.50
$730.80
I2
284.20
568.40
21
Chief engine drivers..
365.40
568.40
14
Engine drivers
•
Ticket inspectors
Chief guards
Guards
Goods guards
Firemen (Ist class)
Firemen (2d class).
243.60
406.00
13
487.20
649.60
12
365.40
527.80
14
243.60 406.00
13
162.40 284.20
23
243.60
324.80
15
162.40
263.90
12
Station masters (1st class).
365.40
649.60
25
Station masters (2d class)
•
243.60
406.00
15
48
Annual salary.
Minimum. Maximum.
Years required
to reach
maximum.
Inspectors
Chief telegraphists
Telegraphists
Clerks (1st class)..
Clerks (2d class)
Foremen
Foremen shunters
Shunters
•
$365.40
$649.60
25
365.40
649.60
25
243.60
406.00
15
365.40
649.60
25
·
243.60
406.00
15
243.60
406.00
15
243.60
324.80
16
162.40
263.90
17
243.60
324.80
19
162.40
263.90
20
243.60
162.40 263.90
324.80
19
20
243.60
324.80
19
·
162.40 263.90
20
203.00
406.00
20
162.40
223.20
15
121.80
182.70
15
Signalmen (1st class)
Signalmen (2d class)..
Lampmen (1st class)
Lampmen (2d class)
•
Messengers (1st class)...
Messengers (2d class)
Porters
Watchmen (1st class).
Watchmen (2d class)..
Dwelling allowances are granted to all salaried employees, ranging
from $30.45 to $162.40 a year, according to amount of salary and the
size of city of residence. In addition, engine and train crews receive
mileage or hourly allowances. As in Austria, these allowances add
considerably to their income.
In general, the scale of lodging allowances, premiums for economy.
of stores, traveling allowances and traveling expenses, is similar on all
the Austro-Hungarian railways. The scale has been described in some
detail for the state lines in Austria, and is for the most part applicable
to the Südbahn and other private lines.
Only in the case of the Arbeiter, or daily workmen, and piece-
workers do railway employees in Austria-Hungary receive extra pay
for overtime or Sunday duty; employees receiving a fixed salary work
seven days a week, when called upon, without extra remuneration.
All salaried employees coming into contact with the public are required
to wear uniforms. Only to the lower grades are these uniforms sup-
plied free of charge; to the higher grades they are usually furnished
by the company in the case of the first outfit, but not afterward. A
regular system of fines exists for breaches of discipline, carelessness,
and inefficiency. Other disciplinary measures consist in reductions of
grade, transfers, and the like.
Hours of duty are regulated under a series of detailed and fixed
rules. The age limits for entering the service of the railways of
Austria-Hungary are 18 to 35 years. Holidays are granted to offi-
49
cials, varying from 8 days to 4 weeks annually, according to rank and
length of service. The staff receives in addition certain well-defined
privileges as to travel free or at reduced rates.
Pensions on the various lines are on the contributory basis, but the
scale varies from railway to railway.
Railway Wages in the United States AND AUSTRIA-HUNGARY
COMPARED.
On the Austrian railways as a whole, it has been shown that rail-
way employees received in 1910 an average daily compensation of 89
cents, not including supplementary allowances. Employees on the
railways of the United States in 1910 averaged $2.29 in daily earn-
ings, which was 157 per cent higher than in Austria.
Wages in Vienna are probably as high as in any city of Austria-
Hungary and higher than throughout the country generally. There-
fore it is conservative to compare the rates of wages of workmen,
skilled laborers, and firemen in that city with the daily earnings of
corresponding classes of American railway employees. Ordinary em-
ployees and laborers on American railways received in 1907, for ex-
ample, an average daily wage of $1.92, which may be compared with
the 50.7 cents and the 77.1 cents of the ordinary and skilled workmen
in Vienna; while section foremen on American railways received
$1.90, compared with 81.2 cents received by foremen in Vienna.
The estimated annual earnings of engine drivers and firemen on
the Südbahn of Austria have been shown for 1907. If the average
daily earnings of American enginemen in 1907 ($4.30) and of fire-
men ($2.54) be multiplied by 300 working days per year, the result
is an estimated annual earning of $1,290 for enginemen, which may
be compared with $870.80 for first-class engine drivers on the Süd-
bahn; and for American firemen an estimated annual earning of $762,
as compared with $532.03 for firemen on the Südbahn.
50
BELGIUM."
ways is as follows:
Over nine-tenths of the total railway mileage of the kingdom of Bel-
gium is operated by the state. The employees of the Belgian state
railway system in 1909 numbered 67,475.
The salary scale which applies to the official staff of the state rail-
Annual salary.
Maximum
Belgian State Railways.
Minimum.
Higher officials
$1,737.00
$2,547.60
Director of technical department....
1,351.00
1,737.00
Inspector of control and director of service.
• •
1,158.00
1,737.00
Inspector (2 classes).
1,061.50
1,351.00
Head of division (2 classes)...
1,061.50
1,351.00
Principal chief clerk...
Chief clerk
Assistant chief clerk
1,158.00
1,158.00
868.50
1,061.50
772.00
868.50
Principal clerk
675.50
772.00
Clerks (3 classes)
•
231.60
598.30
Chief draughtsman
868.50
1,061.50
Assistant chief draughtsman
•
772.00
868.50
•
•
Principal draughtsman
Draughtsman (2 classes)
Principal controller
Controller (3 classes)
Head of main depot...
Head of depot (2 classes)
Principal station master.
Station master (4 classes).
Principal head station porter.
Head station porter...
Porters at principal stations..
Porters
Principal policeman
Policeman and interpreter.
Chief accountant (2 classes).
Accountant
Chief engineer (2 classes).
Engineer (2 classes).
Head of principal technical section (3 classes)
1 061.50
675.50
772.00
328.10
598.30
1.158.00
1,158.00
675.50
1,061.50
868.50
965.00
521.10
772.00
1,061.50
328.10
965.00
501.80
617.60
424.60
463.20
386.00
424.60
231.60
386.00
386.00
424.60
231.60
386.00
772.00
1,061.50
521.10
772.00
1,061.50
1,351.00
598.30
1,061.50
•
•
772
158.00
Section head (3 classes)...
Principal architect (2 classes)
·
Architect (3 classes)..
386.00
772.00
772.00
1,158.00
• •
386.00
772.00
Chief chemist (2 classes)..
Chemist
1,061.50
1,351.00.
386.00
1,061.50
Chief guard
•
Guard
386.00
463.20
231.60
386.00
• Unless otherwise specified, the data contained in this discussion are drawn
from the report of the British Board of Trade on Railways in Belgium, France,
and Italy, 1910, pp. 67-82.
51
Employees of the state railways who are not of the official staff
receive compensation on a monthly, daily, or hourly basis. The salary
scale for workmen who are paid by the month is applied to workmen
in the permanent way and mechanical departments, and is as follows:
BELGIAN STATE RAILWAYS.
Monthly salary.
Works foreman
Leading machinist
Leading brake, heating, and lighting overseer.
Foreman of lamps or gashouse.
Foreman inspector of stock..
Foreman electrician
Electrician
Timekeeper
Storekeeper
Gas stoker
Engine driver
Fireman
Leading cleaner
Carriage inspector
Leading shunter
Ganger
Checker
Minimum.
Maximum.
$59.83
$77.20
34.74
54.04
• •
34.74
54.04
27.02
38.60
27.02
38.60
27.02
38.60
21.23
28.95
25.09
46.32
17.37
27.02
17.37
23.16
23.16
38.60
17.37
23.16
19.30
27.02
34.74
54.04
21.23
27.02
28.95
50.18
- 17.37
27.02
Employees paid by the day are connected with the traffic department.
These employees are divided within each class into three grades, for
each of which there is a minimum and maximum wage. In the fol-
lowing table there is presented for each class of employees only one
minimum and one maximum, the minimum of the lowest grade and
the maximum of the highest grade. Thus there is shown the whole
range of wages within which each class of employees is compensated:
BELGIAN STATE RAILWAYS.
Chief loader
Loader
Packer
Weigher
Overseer
Leading shunter
Shunter
Daily wage.
Minimum.
Maximum.
$.579
$.965
:463
.618
.463
.618
.540
.772
.965
I 158
.579
.965
.463
.695
52
Brakesman
Conductor
•
Ticket sorter
Watchman
Cleaner
Daily Wage.
Minimum.
Maximum.
.540
.965
.463
.656
.463
.579
.463
.579
.463
.579
.193
.425
Messenger
Officials on the Belgian state railways are entitled to increases in
salary at least as often as once every six years. Other employees
are promoted according to seniority, merit, attention to duty, and
good conduct.
Premiums for the running of trains are granted to such station men
as are directly concerned with the train service, and to head guards,
guards, enginemen, and train crews. Each year a certain sum is ap-
propriated by the management for these premiums, and this is then
apportioned among the classes named according to a ratio which de-
pends partly on length of service and partly on rank and number of
days of duty. For specially important service or for special attention
to duty additional or supplementary premiums may also be granted.
Quarterly premiums for economy of fuel and stores are paid to
the employees concerned. If the amount consumed is considerably
greater than the standard amount allowed per unit of work, the em-
ployees responsible for the extravagance are subject to penalties.
Engine drivers and firemen are allowed premiums for punctuality, and
conversely are fined for delays due to their own negligence. Other
premiums are granted to various classes of employees; such, for ex-
ample, are the premiums to employees who discover irregularities in
the shipment of goods.
Traveling allowances are granted to all employees traveling on serv-
ice, and in addition lodging allowances to certain grades of officials
and to clerks for each night which they are required to spend away
from their residence.
Station masters are entitled to heated and lighted lodgings. When
lodgings are not furnished by the state, station masters may receive
annual dwelling allowances. Cottages built along the railway line are
reserved for married employees living with their families; a nominal
rental for this is deducted from the salary of the occupier, amounting
to 1.93 cents per day, or about 58 cents a month.
53
Uniforms are obtained by employees through a benefit club, which
is supported by monthly deductions from their salaries, and which dis-
tributes uniforms to employees at or below cost price, according to the
state of its reserve fund.
As in other countries, employees are entitled to certain privileges in
the way of travel free or at reduced rates. All employees may receive
12 free coupons a year for stated journeys, and this number may be
increased in the case of those who live at some distance from parents
or relatives and wish to visit them frequently.
Workmen on the state railways must be Belgian citizens not over
32 to 35 years of age at the time of appointment, must have met all
military requirements, must be of good moral character and free from
physical defects.
Hours of duty and rest are carefully regulated. Pensions are paid
to retired staff employees by the state, the pension being wholly non-
contributory. In addition there is maintained a fund for the payment
of pensions to the widows and orphans of employees. To this fund
employees are required to contribute, and to the fund are allotted all
fines, confiscations, or other deductions from salaries. There exists
also a workmen's fund, designed to afford pensions or temporary relief
to workmen and their families. This fund is maintained in part by
enforced contributions and deductions from the wages of workmen,
in part by government subsidies, and in part by private donations.
RAILWAY WAGES IN THE UNITED STATES and BELGIUM COMPARED.
It will be noted that the daily wages cited above for certain classes.
of Belgian railway employees are rates of wages per day actually em-
ployed. As such, they are comparable with the average compensation
received per day by railway workmen in the United States. Compari-
son of these wages per day with the average compensation per day of
corresponding grades of workmen in the United States is given in the
following table. Against each class of Belgian employees is set the
class of American employees most nearly corresponding to it. The
data relate to the year 1907 in the case of both countries:
54
Class of employee.
Chief loader .
Average DAILY WAGE: 1907.
Belgium.
United States.
Daily wage.
Class of employee.
Daily wage.
$.579-.965
.463-.618
“Other station men”…………
$1.78
.540-.772
.463-.579
.540-.965
"Other trainmen”
2.54
.463-.656
Conductor.....
3.69
.463-.695
Switch tenders, crossing
.463-579
tenders and watchmen
1.87
Loader and packer
Weigher....
Ticket sorter..!
Brakesman
Conductor.
Shunter
Watchman..
ITALY."
Of the railway mileage of Italy over eight-tenths is owned by the
state. The number of employees on the Italian state railway system.
is about 150,000.
The average compensation of state railway employees in Italy dur-
ing the year 1909 amounted to $289.19. This was made up of an
average salary or wage of $211.57 and an average supplementary
allowance of $77.62. In addition, the administration expended for
pensions and various forms of assistance to employees an amount
equivalent to $18.72 for each employee on its rolls."
The salary scale of the principal classes of employees on the state
railways is as follows:
Italian State Railways.
Minimum.
Annual salary.
Maximum.
Years required
to reach
maximum.
Chief station masters..
$694.80
$1,042.20
Station masters and inspectors (3 grades). 347.40
810.60
19
12-17
Yard inspectors..
208.44
405.30
25
Chief station clerks..
•
636.90
926.40
18
Assistant station clerks.
Engine drivers..
Chief guards..
Goods guards.
•
463.20
675.50
14
289.50
521.10
18
208.44
405.30
25
150.54
231.60
15
Firemen ..
Draughtsmen...
173.70
318.45
23
Workshop foremen..
•
Messengers, Class I...
A number of classes of employees attached to the staff are paid at a
daily rate, as follows:
231.60
868.50
16-23
289.50
579.00
25
208.44
347.40
19
Brakesmen..
Signalmen.
Station porters..
Messengers, Class II.....
ITALIAN STATE Railways.
Daily wage.
Years required to
Minimum.
Maximum. reach maximum.
$.405
$.618
23
.405
.618
18
386
.733
30
.482
.772
21
• Unless otherwise specified, the data contained in this discussion are drawn
from the report of the British Board of Trade on Railways in Belgium, France,
and Italy, 1910, pp. 271-282.
b Official statistics of the Italian state railways (Ferrovie dellostato-statistica
generale dell' esercizio), 1909, pp. 314–317.
56
The average amount of supplementary allowances received annually
by various classes of train employees is as follows:
Engine drivers.
Chief guards.
Goods guards.
Firemen ..
Brakesmen..
•
$291.60
192.24
152.40
156.60
118.20
These supplementary allowances received by trainmen are made up
of hourly and kilometric allowances, allowances for unusual absence
from the home station and for traveling expenses under certain condi-
tions of work, and premiums for the economical use of fuel and oil
and for time made up by trains within authorized speed limits. On
certain sections of the line, where tunnels abound, special daily tunnel
allowances are granted.
In addition to the fixed rates of pay and supplementary allowances
to trainmen, various forms of extra pay are given, the most important
of which is the "locality allowance," granted to employees in propor-
tion to the importance of their home station. Locality allowances are
allotted at a normal percentage of the daily or monthly salary, the
percentage ranging as high as 15 per cent in some cases. Certain
classes of employees, in addition, are expected to live on premises pro-
vided by the administration; in default of accommodations a dwelling
allowance is granted them. This allowance is never over $9.65 a
month.
Members of the staff residing in malarial districts receive a special
daily allowance proportioned to their rank, the season of the year, and
the district.
Further subsidiary payments are made, in the shape of premiums
for satisfactory performance of duty, to switching employees, the sig-
naling staff, station masters, inspectors, and to the higher grades of
station clerks.
In general, the hours of duty must not ordinarily exceed 12 hours,
day or night, nor in any case can they run over 17 hours. Overtime
is commonly compensated by time off at another period or by overtime
payments. The rate of such pay is usually one-eighth of the daily
wage per hour of overtime. Permanent employees and also temporary
employees with a minimum service record of 12 months are entitled
to annual leave on full pay, ranging from 7 to 10 days for the lower
grades, and from 10 to 20 days for the middle and higher grades.
57
Privileges of travel free or at reduced rates are granted to employ-
ees under well-defined regulations. Uniforms are not provided by the
administration, but it contributes toward their cost and supplies the
various articles at fixed prices.
Applicants for positions must be Italian citizens, and not over 30
to 35 years of age. Special preference is given to men who have com-
pleted a term of first-class military service.
The pension fund is maintained partly by enforced contributions
from employees and partly by state subventions.
In general, the rates of pay on state and private lines are on approxi-
mately the same scale.
RAILWAY WAGES IN THE UNITED STATES AND ITALY Compared.
The yearly salaries and supplementary allowances of trainmen in
Italy have been shown above. These may be summarized as follows:
•
Engine drivers
Chief guards
Goods guards.
Firemen..
Brakesmen a.
·
Annual salary.
Supplementary
allowances.
$289.50-$521. 10
$291.60
208.44-405.30
192.24
150.54
231.60
152.40
173.70
318.45
156.60
121.50
185.40
118.20
For purposes of comparison a salary halfway between the max-
imum and minimum may be taken. To this may be added the
annual supplementary allowance and the result, which represents the
total estimated annual compensation, may be roughly compared with
trainmen's compensation in the United States. This is done in the
following table, the American statistics having been secured by multi-
plying the average daily compensation of the several classes of train-
men in 1908 by 300 working days per year.
ESTIMATED AVERAGE ANNUAL COMPENSATION OF TRAINMEN: 1908.
Engine drivers.
Italy.
$696.90
499. II
343.47
402.67
271.65
}
United States.
$1.335
1,143
Chief guards.
Goods guards
Firemen
792
Brakesmen.
780 b
a Annual salary estimated by multiplying daily wage by 300 working days per year.
b "Other trainmen."
58
The daily wage of signalmen, station porters, and second class mes-
sengers, statistics of which have been presented, may be compared
with the daily compensation of closely corresponding classes of Amer-
ican railway employees in 1908 as follows:
Class of employee
Signalmen…..
Station porters..
Messengers, Class II.
Average Daily Wage: 1908.
United
States.
1
Italy.
$.405-$.618 | $2.30
.386— .733
1.82
.482- .772 1.97
Equivalent class-United States.
Telegraph operators and dispatchers.
"Other station men.
"All other employees and laborers.'
Even when these Italian wages are increased by the "locality allow-
ance," which is never greater than 15 per cent of the daily wage, and
by any premiums that may be granted for satisfactory service, it is
clear that they run far below the level of compensation paid to similar
classes of railway labor in the United States.
59
A COMPARATIVE STUDY OF RAILWAY WAGES AND THE
COST OF LIVING.
II. COST OF LIVING.
United States, United Kingdom, France, Germany, and Belgium.
No comparative study of wages is complete without a correlative
study of the cost of living. Only when measured by the price standard
can wages be accurately compared, and there can be no satisfactory
study of wages in different countries unless it applies to real wages.
i. e., wages in their relation to the level of commodity prices.
It is proposed to bring together here, so far as possible, what mate-
rial is available regarding retail prices of commodities and cost of liv-
ing in the principal European countries, so as to throw light on the
relation which the purchasing power of the higher wage of the Ameri-
can workman, and especially the American railway employee, bears to
the purchasing power of the lower wage of the English or Continental
railway employee.
The subject of the cost of living has been much discussed in recent
years both in this and other countries. The United States Bureau of
Labor has made a number of budgetary studies, i. e., studies of the
expenditures of typical workingmen's families, and a number of un-
official bodies and private individuals have done the same. The com-
mission on the cost of living recently appointed in Massachusetts re-
ported to the legislature of that State in May, 1910. More recently, a
committee of the United States Senate on Wages and Prices of Com-
modities has issued a report consisting of several volumes of hearings,
statistical compilations, and findings. Most important of all, the Labor
Department of the British Board of Trade completed in 1911 a series
of five reports on the wages, housing, and living conditions in selected
industrial towns and cities of the United Kingdom, Germany, France,
Belgium, and the United States. These reports were issued between
1908 and 1911.
The present survey of the comparative cost of living in various
countries will comprise three divisions: first, a discussion of rents;
second, a presentation of retail prices; third, a discussion of family
budgets, with especial reference to the United States as compared with
England and Wales. The text will be followed by an appendix, pre-
senting in detail the material on which the summaries and conclusions
are based.
60
RENTS.
The material regarding rents gathered by the British Board of
Trade in its investigations into cost of living may be summarized in
the following tabular statement. The statistics relate to the housing
accommodations of the kind and grade usually occupied by working-
men's families in the different countries.
RENTAL PER YEAR. a
Country.
Two Rooms. Three Rooms.
Four rooms. Five rooms.
United States..
$85-121
England and Wales b.
$38-44
47-57
$110-152
57-70
$146-189
London...
57-95
76-114
95-133
70- 82
114-164
Scotland..
48-54
66— 81
Ireland..
32-44
50-63
70- 85
France..
30-36
37-53
44-55
Paris..
39-78
58-94
78-97
Germany
34-44
44-
60
54 - 76
Berlin.
63-76
88-117
Belgium.
22-29
28-36
34-44
The Board of Trade found that the predominant type of dwelling
in the United States and in England and Wales was the four or five-
room house. The English house usually possesses, in addition, a scul-
lery, or back kitchen. In the other European countries the houses, or
in some instances flats, contained a smaller number of rooms, usually
from two to three or from three to four. That is, the standard of
housing was higher, on the average, in the United States and England
than elsewhere. With this fact in mind, it becomes clear that a com-
parison of rental expenditures, for example, of the United States and
France, would involve setting the rental value of a four-room house in
the United States over against that of a three-room house or flat in
France. Such a comparison would undoubtedly be proper and fair,
but in the interest of caution rental values of the same grade of accom-
modation are here compared, regardless of standards of housing in the
several countries.
a Inasmuch as local rates, or taxes, in the United Kingdom are paid by the occupier of a
house, they are included in the rentals here reported for the United Kingdom, but not for the
other countries. The burden of taxation must in the last analysis fall on the renter, whether the
tax is paid directly by him or by the owner; this being true, no deduction is made in this table
of the tax paid by the British occupier.
b Exclusive of London.
61
Reference to the table shows that the rental value of a three-room
house or flat in the United States is higher than in any other country.
In fact, with the exception of London, Paris and Berlin, the minimum
value of such accommodation in the United States is higher than the
maximum value of the same accommodation elsewhere. The same is
true of four-room houses or flats, again excepting London. While
data are not available for two-room accommodations, it is safe to as-
sume that the rentals for these, as in the case of larger accommoda-
tions, are higher in the United States than elsewhere.
The range of rents secured by the Board of Trade may be standard-
ized by taking the median or halfway point as the type in each
case. This is made possible because of the fact that, as is stated in
the reports, the rental most often encountered is always close to a point
half way between the maximum and the minimum points of a given
range of values. The foregoing table may therefore be summed up
as follows:
TYPICAL ANNUAL RENTALS.
Country.
United States..
England and Wales"..
London..
•
Scotland.
Ireland.
France..
•
• •
Paris
Germany
Berlin..
•
Belgium...
•
•
Three rooms.
Four rooms.
Five rooms.
$102
$131
$167
52
63
76
95
114
139
73
56
77
45
76
52
102
32
W: GON
49
87
65
39
This table, while only approximate, shows clearly that rental values
in the United States range considerably higher than in the several
European countries under consideration.
RETAIL PRICES.
Statistics of retail prices are available in abundance, yet only a
few of them can be utilized in an international comparison, because of
differences of measurements, grading, and naming of articles. Thus
tea comes in many brands, varieties, and mixtures, and the quotation
a Exclusive of London.
62
of the price of tea in one place means nothing as a standard with which
to compare the price of tea anywhere else. Meats vary widely as to
age and quality of animal and cut of steak or roast. The prices of
none of the commonest staples can be quoted in comparison, country
with country, with full confidence as to their comparability. Thus a
degree of uncertainty attaches to all international cost comparisons.
With these qualifications borne constantly in mind, current retail
prices of the most easily standardized articles of general consumption
in the United States and other countries may be compared as in the
following table. The detailed table from which it has been sum-
marized, together with a statement of the sources from which the
statistics were taken, will be found in the appendix.
63
RETAIL PRICES OF COMMODITIES.
Place and Year.
U. S.
United Kingdom.
Germany.
France.
Article.
Basis
cents
per
cents cents cents cents cents cents cents cents cents cents cents cents cents cents cents cents
Beef..
1b.
20
16-20
12
Pork.
1b.
17.9
12-16
21
15-16
17-20 16
16-20
20
18.4 15-19 18.7
16.8 32.7 39
19.1-
26.4
20 9
16
17-21
19.4 23.6 40
23.6-
17.7
14-16
30.5
Ham.
1b.
20.5
20-28 24-26
17
28
27.2
28
36.4-
30.2
60.9
32
Flour
lb.
3.8 2.6-2.9
3.5
3
3.2 2.7-3.2
4.3
4.8
9.1-
4.3
8
5.7
4.5-5 4.5
10.9
Bread.
lb.
5.2
3
3
3.6
5.8
3.6-4.5
4 3.5-3.9 3.7
4
Milk.
qt.
7.7
8
8
6-7
4.9
6
5.5 5.7-9.5
6
7.3 5.7
6
Butter
lb.
35.5
24-32
29
30
28-32 26-32
30
28
30.9-
31.1
44
30.5
18-30
45.5
Eggs...
doz.
29.4
18-24
24
32
24
30
23
24
22.8
58
Sugar, granu- lb.
6
lated.
5
4.5
5
4.5-6 4.5
6.2 5.9-6.8 10
7.3
7.7
12
Sugar, brown
lb.
5.5
4
Potatoes..
bu.
67.5
38.6-
70
68.6
58.4
45.6
42.6
51.4
Beans.
1b.
6
3.6
2.73
3
4
4.3
5
Oil
gal.
12
12-15 16-20
16-28
21.9
54
$1.64 $1.50 78.7 $3.27
8.2 26.5 22
7-8
Anthracite
coal..
ton $7.814
$5.83
$4.38-
5.11
$13.50 $11.55
$11.88-
13.61
64
Naval vessels are obliged to purchase stores in ports throughout
the whole world, and figures are available showing the prices paid by
them. Inasmuch as these stores are bought in large quantities, and
therefore at the most favorable rates, the data do no more than
throw interesting light on the problem. Thus the Massachusetts train-
ing ship "Ranger" bought bread in 1909 for 4 cents a pound in Boston,
6.5 cents in England, 3.8 cents in Nice, 4 cents in Amsterdam, 3.5 cents
in Antwerp, and 5 cents in Gibraltar. Secretary of the Navy Meyer re-
ported in 1909 that bread cost the navy 3.1 cents a pound in Boston,
4 cents in Nice, 5 cents in Naples, and 5.7 cents in Gibraltar."
By far the best available data as to the comparative cost of living is
that contained in the reports of the British Board of Trade already
described. The predominant range of retail prices of the various
articles of food included in its investigation by the Board of Trade is
given in the following table for the several countries covered by its
study.
a These instances are from the report cî the Massachusetts Commission on the
Cost of Living, p. 369, and from Sen. Doc. 488, 61st Cong., 2d sess.
65
RETAIL PRICES OF COMMODITIES.
Report of British Board of Trade on Cost of Living, 1908–1911.
United Kingdom-October, 1905.
Article.
Basis-
United States.
cents per February, 1909.
France,
October, 1905.
Germany,
October, 1905.
Belgium,
June, 1908.
England and
Wales.
Scotland.
Ireland.
cents.
cents.
cents.
cents.
cents.
cents.
cents
Tea
lb.
41 -56
32
-41
32 -45
43. -49
Coffee
lb.
20 -25
35.5 -42.5
22-26
13
-17 5
Sugar, granulated
1b.
5.5-6
4
4
Cheese, American
1b.
20
14
Butter.
1b.
32 -35 24
-26
14-16
26-28
4
15 -17
5.5 -6 a
4.5-5
5.5-6.5
28
22.5-28.5
26 -30
25.5-27.5
Milk.
qt.
8.5-9.5
6
- 8
6 - 8
5
4.5
5.5
Flour.
1b.
3.4-3.9
2.3
2.9
2.9- 3.1
2.6 2.9
3.6
4.4
Bread
1b.
5.5-6
2.25
2.75
2.5-3
2.5-3
Potatoes.
bu.
97.6-145.742.9 -60
34.3-51.4
Beef
lb.
12 -16
15 -17
18 -20
34.3-51.4
13 -16
2.75- 3
51.4
13 -16.5
Mutton
lb.
13 -17
15
-18
16-19
14-16
Pork..
Ib.
12 -15
15
-17
16 -18
14 -16
14 -20
15.5 -22
Bacon
1b.
17 -20
14
-18
17 -21
15 -19
18 -22
18 -22
Veal.
lb.
14 -17
Eggs
doz.
27-32
16 -22
22.5 -26.5
55.5
3.3-4
b 2.5-3.25
38.6-51.4
16 -18
4.5
2.7-2.9
2.I- 2.6
42.9-51.4
12 -14
13 -15
15 -19.5
14 -17.5
17 -21
21-24.5
Kerosene
gal.
II -18
Coal :
Anthracite
Bituminous
a Loaf sugar.
cwt.
cwt.
35 -46
23-27
} 19
-24
19 -25
24
33.5 -40.5
22-32
25 -30
b "Gray" bread, made of rye and wheat mixed in various proportions.
5-34
66
It should be borne in mind that these prices are not necessarily the
minimum prices at which the commodities could be obtained, but repre-
sent the prices most commonly paid by the working classes. Even
where a range of prices is quoted, the lowest price of the range is not
necessarily the minimum. The range simply represents a group of
prices which relate to the commonly purchased grades or qualities of
foods. As was true of rents, where a range of prices is given, the
commonest or typical price found is about the median point, half way
between the lowest and the highest prices quoted.
The comparison made by the Board of Trade of the cost of living
in England and Wales with that in France shows that an English
workingman transported to France would pay for the same standard
of comfort about 18 per cent more than he does in England. If coal
be excluded, he would pay 11 per cent more. Conversely, a French
workingman would pay in England about 5.7 per cent less for the
same standard of comfort than he is paying in France.
The comparison of the cost of living in England and Wales with
that in Germany indicates that the English workingman, transported
to Germany and living at his own standard of comfort, would pay 18
per cent more than he is paying in England. This excludes a com-
parison of tea and coffee. Conversely, a German workingman trans-
ported to England, and living at his old standard of comfort, would
find that his English price level was about 7.4 per cent lower than it
was in Germany.
The comparison of the cost of living in England and Wales and in
Belgium shows that, excluding commodities for which comparative
prices could not be secured, the English workingman who moved to
Belgium would find his budget increased by 2 per cent, or if coal were
excluded, slightly decreased. Conversely, a Belgian workingman mov-
ing to England would find his cost of living increased by about 2 per
cent, or if coal were excluded, increased by slightly over 5 per cent.
The comparison of the cost of living in England and Wales and in
the United States shows that an English family moving to the United
States and maintaining its regular standard of living, would find its
budgetary expenses increased by 38 per cent. Conversely, an Ameri-
can family would pay 20 per cent less for its accustomed dietary if it
moved to England than it is now paying in the United States. These
comparisons between the cost of living in England and the United
States relate to the year 1909, a special investigation being made into
67
English prices in February, 1909, to provide a budgetary basis com-
parable with that of the United States.
Combining these various comparisons, and bringing them to a com-
mon basis, the following are the results. An English family which
was transferred in turn to the respective countries named below and
maintained its normal standard of living, would find its expenditures
for food and fuel to stand in the following relations to its expenditures
in England, the latter being taken as par, or 100 per cent :
In England and Wales.
In Belgium
In France
•
In Germany
In the United States.
•
100 per cent.
102
118
118
138
(8
From this it will be seen that the cost of living in the United States,
compared with that of France, is in the ratio of 138 to 118, or 117.8
per cent—that is, it is 17.8 per cent higher than in France. Similarly,
the cost of living in the United States is
17.8 per cent higher than in Germany,
35.3 per cent higher than in Belgium, and
38.0 per cent higher than in the United Kingdom.
This is not a complete statement of the situation, inasmuch as it
takes into account only those articles, and in only those proportions,
used by the British workingman in his dietary. His standard would
doubtless rise in moving to the United States; but for the same stand-
ard of living, the foregoing comparisons hold.
BUDGETS.
The Board of Trade, in its investigations, made a study of budgets
of workingmen's families in the five countries studied. The results are
given in some detail in the appendix. Below will be found a brief
résumé, presented on a per capita basis:
EXPENDITURES FOR FOOD PER CAPITA.
United States
France
Germany
United Kingdom..
Belgium
•
• • •
Per week.
Per year.
$1.78
$92.33
I.20
62.40
.98
50.96
.98
50.85
.94
49.12
68
Thus the actual expenditure of the average American workingman
for food in the northern part of the United States is seen to be greater
than that of the average workingman in France by 48.0 per cent;
greater than that of the workingman in Germany by 81.2 per cent;
greater than that of the workingman in England and Wales by 81.6
per cent; and greater than the amount spent by the workingman of
Belgium by 88.0 per cent.
THE UNITED STATES AND ENGLAND AND Wales.
The English-American comparison of the cost of living, as ascer-
tained by the British Board of Trade in 1909, is here presented in
somewhat greater detail. While this comparison rests on returns
secured from but three trades-the building, the engineering, and the
printing trades-yet a comparison of the conditions of these trades in
one country with that of the same trades in another country sheds sig-
nificant light on the relative position of other classes of workmen,
such, for example, as railway employees.
In the three trades indicated, the Board of Trade investigators
found that on the average the wages of the American workman were
higher than those of the English by 130 per cent; that his hours of
work per week were fewer by 4 per cent; that his payments for rent
for the same kind and amount of house accommodation were higher
by 107 per cent; that the retail prices of his food, weighted according
to the consumption shown in the British budgets, were, as has earlier
been shown, higher by 38 per cent. Put more briefly, it is found that
while the wages of the American workman are the higher by 130 per
cent, his expenditures for food and rent combined, on the British stand-
ard of living, are the higher by only 52 per cent. A much greater
margin over the expenditures for food and rent is, therefore, available
in the United States than in England and Wales. This margin, says
the report of the Board of Trade, "makes possible a command of the
necessaries and conveniences of life that is both nominally and really
greater than that enjoyed by the corresponding class in this country
(England)."
a
A thoughtful American reviewer of this comparison of English
and American conditions has said: "While these precise figures.
must be taken with broad qualifications, the conclusion that the
a W. C. Mitchell, in the Quarterly Journal of Economics, November, 1911.
69
economic condition of the classes studied is better in America than in
England is abundantly confirmed by other evidence. The American
dietary is found to be more liberal and more varied than the English,
and the proportion of income left after paying rent and food bills
is larger in America. Indeed, even the lowest income class of Ameri-
can families spend relatively less of their income upon food and rent
than the highest income class of British families. Thus the American
family has a wider margin of income for buying non-necessaries,
enjoys a higher standard of living, and can save more money' if so
disposed."
For the detailed discussion of the data summarized in Part II, refer-
ence is made to the appendix.
70
APPENDIX.
REPORTS OF THE BRITISH BOARD OF TRADE.
The first of the five reports of the Labor Department of the British
Board of Trade on Cost of Living related to the United Kingdom and
was based on data collected as of October, 1905, in 77 cities in England
and Wales, II in Scotland, and 6 in Ireland. For the international
comparisons, only the returns from the English and Welsh cities were
utilized. These cities aggregated in 1901 a population of 13,500,000.
The second report covered 33 cities of the German Empire, with an
aggregate population of 9,000,000, and was based on data collected
mainly in October, 1905, and partly also in March and April, 1908.
The third report related to France, and was also based on data col-
lected mainly as of October, 1905, and partly as of August-October,
1907. The French report covered 30 cities aggregating 6,000,000 popu-
lation. The fourth report covered 15 cities in Belgium with an aggre-
gate population of 1,680,000, and the data were obtained as of June,
1908. The final report included 28 cities in the northern and southern
parts of the United States east of the Mississippi, the data being se-
cured as of the month of February, 1909. The population of these
cities aggregated 15,488,000 according to the United States census of
1910.
With reference to the extent to which the statistics presented in
these reports are modified by the changes in prices between October,
1905, the date of the investigation in England and Wales, and the
dates of the several investigations in the other countries, it may be
stated that in Germany, so far as it was possible to judge from the
few returns obtained in March, 1908, prices appear to have undergone
little change. In France the average increase in food prices between
October, 1905, and October, 1907, was estimated at slightly under 5
per cent. In Belgium no appreciable change appears to have occurred
down to the autumn of 1908. Allowance has already been made in
this study for the increase of 4 per cent which took place in the prices
of English commodities between October, 1905, and February, 1909.
The material contained in these reports relates to rates of wages,
rents, retail prices, and budgets. The wage data brought together by
the Board of Trade in these reports deal with the building, engineer-
ing, printing, and furnishing trades.
71
RENTS.
The predominant type of housing accommodation in England and
Wales was found by the Board of Trade to be the tenement of four
or five rooms; that is, the self-contained two-story dwelling, in which
are four or five rooms and a scullery, or back kitchen. For such aç-
commodations as these the principal range of weekly rents in 1905,
including all rates or taxes, was $1.09 to $1.34 for the four-room, and
$1.34 to $1.58 for the five-room dwellings. This would be a yearly
rental of $57 to $70 for the four-room type, and $70 to $82 for the
five-room type. Corresponding rents in London for the four-room
dwelling ranged from $1.83 to $2.55 per week, or $95 to $133 per
year, and for the five-room dwelling from $2.19 to $3.16 per week, or
$114 to $164 per year.
In Scotland the Board of Trade found the typical residence of the
workingman to be the flat of one, two, or three rooms of considerable
size. The predominant range of rents (including rates, or taxes) for
such flats in Scotland was in 1905 as follows: for one-room flats, $25
to $32 per year; for two-room flats, $48 to $54 per year; and for
three-room flats, $66 to $81 per year.
Irish residential conditions were found to be similar to those of
England and Wales. Outside of Dublin, the predominant type is the
two to five-room dwelling; in Dublin, the tenement house. Rents
ranged as follows: one room and scullery, $19 to $32 per year; two
rooms and scullery, $32 to $44 per year; three rooms and scullery, $50
to $63 per year; four rooms and scullery, $70 to $85 per year.
In Germany, the British Board of Trade found the predominant
type to be the flat of two or three rooms, with appurtenances, in a large
tenement house. "Appurtenances" in this connection refer to a share
of the cellar for the storage of fuel or for laundry use, the use of a
loft on certain days for drying purposes, and the like. German rents
do not include local taxes, which must be paid separately by the occu-
piers. Rents paid for two-room flats, outside of Berlin, ranged in 1905
from $.65 to $.85 per week, or $34 to $44 per year, and for three-
room flats from $.85 to $1.16 per week, or $44 to $60 per year. In
Berlin, two-room flats cost $1.22 to $1.46 per week, or $63 to $76 per
year, while three-room flats rented for $1.70 to $2.25 per week, or $88
to $117 per year.
The French type of housing, according to the British Board of
72
Trade, is largely of the tenement-house flat type, but partly also of
the small-house type. French rents, like the German, do not include
local taxes, nor as a rule any charge for water. Rent for two rooms
in Paris in 1905 ranged from $.75 to $1.50 per week, or $39 to $78 per
year; in other French towns from $.57 to $.69 per week, or $30 to
$36 per year. Three rooms rented for $1.12 to $1.80 per week, or
$58 to $94 per year, in Paris; in other French towns $.71 to $1.01 per
week, or $37 to $53 per year. Four rooms cost $1.50 to $1.86 per
week, or $78 to $97 per year, in Paris; in other French towns, $.85 to
$1.05 per week, or $44 to $55 per year.
Belgian rent data were collected by the British Board of Trade in
1908. The predominant housing type in Belgium is the small self-
contained' house or cottage, with fewer but larger rooms than in Eng-
land. Local rates or taxes are not included in the Belgian rental.
Rents in Belgium were reported as follows: two-room dwellings, $.43
to $.55 per week, or $22 to $29 per year; three-room dwellings, $.53
to $.69 per week, or $28 to $36 per year; four-room dwellings, $.65
to $.85.per week, or $34 to $44 per year.
The Board of Trade pursued its rent investigations in the United
States in February, 1909. The predominant type of dwelling was
found to be the one-family house, although exceptions to this type were
numerous. Four and five rooms were most commonly found, the
houses containing them being more often built of frame or timber
than of brick. Rentals for four-room dwellings or tenements, which
were the prevailing type, were from $2.11 to $2.92 per week, or $110
to $152 per year. For five-room dwellings, which also formed a pre-
dominant type, rents per week ranged from $2.80 to $3.63, represent-
ing yearly rentals of $146 to $189.
RETAIL PRICES.
The complete table from which the summary table of retail prices
on page 63 was taken is shown on pages 74 and 75. The bibliography
of the table appears on page 73.
73
BIBLIOGRAPHY TO TABLE ON Pages 74 and 75.
Massachusetts.-Average of prices in 7 cities and 2 towns in Massachusetts,
March, 1910. Report Massachusetts Commission on Cost of
Living, pp. 64, 70, 163. The price of bread represents the
average of prices in five Massachusetts cities in 1909, taken
from the report of the Board of Trade on the Cost of Living
in the United States.
London (A).—Prices in three laboring districts in London, secured late in 1909
or early in 1910. Report on Wages and Prices of Commodi-
ties, pp. 1406-7.
London (B).-Prices in London, 1910. Wages and Prices Abroad, Part I. pp.
II, 12, 19.
Sheffield.-Prices in Sheffield, England, 1910. Wages and Prices Abroad, Part I,
pp. 26-27.
Manchester.-Prices in Manchester, England, 1910. Wages and Prices Abroad,
Part II, p. 8.
Bradford.-Prices in Bradford, England, 1910. Wages and Prices Abroad, Part
III, pp. 58-71.
Dublin.-Prices in Dublin, Ireland, 1910. Wages and Prices Abroad, Part I, p. 60.
Germany.-Prices in 51 German cities in September, 1911. Coöperation and Cost
of Living in certain Foreign Countries, 62d Cong., 2d Sess.,
H. R. Doc. 617, pp. 6-7.
Berlin.-Prices in Berlin, Germany, 1910. Wages and Prices Abroad, Part I,
p. 82.
Frankfort.-Prices in Frankfort, Germany, February, 1910. Wages and Prices
Abroad, Part IV, p. 16.
Chemnitz.-Prices in Chemnitz, Germany, 1910. Wages and Prices Abroad, Part
I, pp. 4-5.
Paris. Prices in Paris, France, March 10, 1910. French pound reduced on the
basis of 1.1 English pounds each; liter reduced on the basis
of 1.05 quarts each. Wages and Prices Abroad, Part I, p. 69.
Havre-Prices in Havre, France, November, 1911. Coöperation and Cost of
Living in certain Foreign Countries, p. 6.
Marseilles.-Prices in Marseilles, France, January-February, 1910. Wages and
Prices Abroad, Part I, pp. 76-77.
Lyons.-Prices in Lyons, France, February, 1910. Wages and Prices Abroad,
Part IV, pp. 12-13.
Bordeaux.-Prices in Bordeaux, France, 1910. Wages and Prices Abroad, Part
IV, p. 7.
Milan.-Prices in Milan, Italy, 1908. Digest of recent statistical publications,
issued by Committee on Wages and Prices of Commodities,
61st Cong., 2d Session, Sen. Doc. 631, p. 77.
74
RETAIL PRICES OF COMMODITIES.
(The bibliography of this table is given on page 73.)
U.S.
Article.
Basis-
cents
per
Place and Year.
United Kingdom.
cents
cents
cents
Beef.....
lb.
20
16-20
cents cents
12
cents cents
.....
17-20
Veal......
ib.
16
14-20
20
Mutton...
lb.
Pork..
1b.
17.9
12-16
14.5
15-16
20-21
21
18-20 d
20
16-20
Bacon
1b.
16-24
18-28
22-24
18-24
26
Ham.........
1b.
20.5
20-28
24-26
17
28
Lard.......
Wheat.
Flour....
Bread......
ܩܩܩ
lb.
16
17
18
1b.
2.2 b 2.4-2.5
1.7
2.I
Ib.
3.8
2.6-2.9
3.5
3
3.2
2.7-3.2 3.5.
lb.
5.8
3
3
3.6
Milk........
qt.
7.7
8
8
6-7
Butter…..….…………….
lb.
35.5
24-32
29
Cheese
lb.
14-16
17-20
४४
30
28-32
26-32
30
20
14-20
17-20 24
doz.
29.4
18-24
24
32
24
30
Sugar, gran……………………….
lb.
5
4.5
5
4.5-6
4.5
Sugar, brown...
lb.
5.5
4
Potatoes..
bu.
67.5 38.6-51.4
70
200
Rice........
lb.
4
5.5
Beans.......
lb.
6 a
3
64
68.6
3-6
58.4
Oatmeal...
lb.
4-6
5.5
4
•
3.5
Salt....
1b.
Lemons
Oranges.............
Oil.....
doz.
8-12
doz.
....
gal.
12
Anthractie coal ....
ton
....
$7.814
Bituminous coal.
ton
1 $4.29-
14.64
a Quart = 2 lbs.
-
b Bu. 60 lbs. c Petroleum 28-30 cents.
16-20 C
12-15
$5.83
$6.32-$4.01
7.05
24-30
20
16-28
$3 91-
4.56
d N. Z. frozen = 9-11 cents.
} $6.08
75
Germany.
RETAIL, PRICES OF COMMODITIES.
(The bibliography of this table is given on page 73.)
Place and Year.
France.
Italy.
Ba-
sis-
cents
per
Article.
cents cents cents
18.4 15-19 18.7
cents
16.8
20.1
17-20
18.4
19.9
16-19
18 2
16
17-21
19.4
18 4 25.4-29.1
18 4 21.8-32.7 48
e
23.6
40
18.5
19
26
19.4
36.4
cents cents cents
32.7
39
19.1-26.4
23.6-30.5 20.9 18-25
19.1-23.6 20.9
17.3.20.9 17.7
20.9
cents cents cents]
20.9
14.4
1b.
Beef.
1b.
Veal.
f
lb.
Mutton.
14-16 20.6. lb.
Pork.
16
lb.
Bacon.
27.2
28
30.2
17
19.5
16.8
36.4-60.9
18.2
.....
32
lb.
Ham.
182
18
lb.
Lard.
2.4
2.6
4
2.6 b
lb.
Wheat.
சம்
4.3
4.8
4.3
5.8
9.-10.9
3.6-4.5
∞ 4
8
5.7
4.5-5
4.5
Ib.
Flour.
4
3.5-39
3.7
4
3.9 1b.
Bread.
4.9
6
5.5
= .7-9.5
6
73
5.7
6
qt.
Milk.
28
31.1
30.9-45.5 44
30.5
18-30 27.1
Ib.
Butter.
23.8
21.8-26.4
....
...
1b.
Cheese.
23
24.
22.8
58
.....
6.2
5.5-6.8 10
7.3
7.7
•
12
doz.
Eggs.
ib.
Sugar, gran.
lb.
Sugar, brown
45.6
42.6
4.3
3.6
+
6.2
$1.64-2.73 $1.50
78.7
$3.27
bu.
Potatoes.
5.3
6.4-8.2 ΤΟ
•
3.6
lb.
Rice.
6.4-7.3
7-8
lb.
Beaus.
23
3
2
Ib.
Oatmeal.
1b.
Salt.
.........
13:2-18 20
9.6-13.2 20
$21.9
doz.
Oranges.
doz.
Lemons.
54
8.2
26.5
22
gal.
Oil.
$10.30-$13.50
$6.05
e Lamb-14-22-cents.
f Lamb-14-22 cents.
-$10.30-{
12.52 $12.00 $7.35
$13.50 $11 55
$11.88}
ton
Anthracite coal
$7.33
ton
Bituminous coal
76
BUDGETS.
In the United Kingdom budgets were procured by the Board of
Trade in 1903-4 from 1,944 families, averaging 3.6 children living at
home, or about 5.6 persons per family. It was found that these fami-
lies spent for food, not including liquors, an average of $5.47 per
week, or $285 per year. This is an individual average of $.98 weekly,
or $50.85 annually.
In Germany budgets were obtained in 1906-7 from 5,046 families,
which averaged 2.7 children living at home, or about 4.7 persons per
family. Expenditures for food, excluding beer, averaged $4.60 per
week, or $239 a year, for each family. This is an individual average
of $.98 weekly, or $50.96 annually. Expenditures for beer amounted
to 20 cents per family per week, or $10.40 per year.
In France budgets were secured in 1907-8 from 5.605 families,
which averaged 2.2 children living at home, or about 4.2 persons per
family. Expenditures for food, excluding wine and beer, amounted
to $5.11 per week, or $266 per year, for each family; and for each
person $1.20 weekly and $62.40 annually. The amounts spent for
wine and beer increased the expenditures of the average family by
$.67 a week, or $35 a year.
In Belgium budgets were collected in 1908-9 from 1,859 families,
which averaged 2.7 children at home, or about 4.7 persons per family.
Expenditures for food, exclusive of wine and beer, were $4.44 per
week per family, or $231 per year. This amounts to $.94 per person
per week, or $49.12 per person per year. Wine and beer expenditures
added $.14 a week, or $7 a year, to the average family budget.
In the United States budgets were secured in 1909 from 3,215
British-American (i. e., American, Irish, English, Scottish, Welsh, and
Canadian) families living in the north. These families averaged 4.9
persons each, and expended for their food $8.70 per week, or $452 per
year. For each member of the family this amounts to $1.78 per week,
or $92.33 per year.
A London workingman's family, consisting of man and wife and
possibly two small children, may subsist on $3.66 a week, or $190 a
year, according to the report of the Senate Committee on Wages and
Prices. This estimate is based on a study of 75 poor families in Lon-
don, and may be regarded as a bare minimum. Compare this with the
estimate of the Bureau of Labor in 1907 as to the average cost of food
77
of the American workingman's family in that year-$374.75-or the
Massachusetts commission estimate for 1910 of $478.10 per year.
These estimates may be called standard or typical, rather than mini-
mum, budgets. The Bureau of Labor estimate rests on a study of
2,567 families, while the Massachusetts commission's estimate was
reached by adjusting to the year 1910 a Bureau of Labor study of
prices in 1903.
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the United States
for the Scientific Study of Transportation Problems
LOGAN G. McPHERSON
DIRECTOR
FRANK HAIGH DIXON
CHIEF STATISTICIAN
Comparison of Capital Values-
Agriculture, Manufactures, and the
Railways
Bulletin No. 39
WASHINGTON, D. C.
1912
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
1. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1910. (Monthly Report Series,
Bulletin No. 1.)
2. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1910. (Monthly Report Series,
Bulletin No. 2.)
3. Summary of Revenues and Expenses of Steam Roads in the
United States for September, 1910. (Monthly Report Series,
Bulletin No. 3.)
4. A Comparative Statement of Physical Valuation and Capitali-
zation.
5. Preliminary Bulletin for November, 1910-Revenues and Ex-
penses.
6. Railway Traffic Statistics, 1900-1909. (See No. 31.)
7. Summary of Revenues and Expenses of Steam Roads in the
United States for October, 1910. (Monthly Report Series,
Bulletin No. 4.)
8. Summary of Revenues and Expenses of Steam Roads in the
United States for November, 1910. (Monthly Report Series,
Bulletin No. 5.)
9. Summary of Revenues and Expenses of Steam Roads in the
United States for December, 1910. (Monthly Report Series,
Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the
United States for January, 1911.
II. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the
United States for February, 1911.
13. Summary of Revenues and Expenses of Steam Roads in the
United States for March, 1911.
14. Summary of Revenues and Expenses of Steam Roads in the
United States for April, 1911.
15. The Conflict Between Federal and State Regulation of the Rail-
ways.
16. Summary of Revenues and Expenses of Steam Roads in the
United States for May, 1911.
(Continued on third page of cover.)
Comparison of Capital Values-
Agriculture, Manufactures, and the Railways
WASHINGTON, D. C.
September, 1912
Summary
Introduction ..
CONTENTS.
National Wealth of the United States.
Capital Values of the Agricultural, Manufacturing, and Railway
Industries
Agricultural Capital by Geographical Divisions and States. .......
Manufacturing Capital by Geographical Divisions and States.....
Capitalization by Interstate Commerce Commission Groups......
Comparison of Capital in Railways and in the Principal Manu-
facturing Industries..
Return on Manufacturing and Railway Capital.
Appendix
Agriculture
Manufactures...
Railways
Commercial Value of the Railways by Geographical Divisions
and States...
Page
5
7
ΤΟ
12
17
17
24
27
28
32
33
35
37
SUMMARY.
According to the estimates of the national wealth of the United
States made by the Bureau of the Census the value of the railways
increased but little more than half as fast as the value of all prop-
erty from 1890 to 1904.
The capital value of agriculture includes all farm property, land,
buildings, implements, machinery, and live stock. The capital
value of manufactures includes the value of property employed for
the purposes of production, excepting rented property, but does not
include any allowance for patent rights or good will. The capital
value of the railways used in this comparison is the "cost of road
and equipment" as it stands on their books.
From 1900 to 1910 the capital value of agriculture increased from
$20,439,901,164 to $40,991,449,090; the capital value of manufac-
tures from $8,975,256,000 to $18,428,270,000; the cost of road and
equipment of the railways from $10,263,313,400 to $14,387,816,099.
The gross value of the products of manufacture increased from
$11,406,927,000 in 1900 to $20,672,052,000 in 1910. The total oper-
ating revenues of the railways increased from $1,487,044,814 to
$2,750,667,435. Thus the increase of 81.2 per cent in the gross
value of manufactured products was accompanied by an increase
of 105.3 per cent in manufacturing capital; while the increase of
85 per cent in the total operating revenues of the railways was ac-
companied by an increase of only 40.2 per cent in their cost of road
and equipment.
The report of the Bureau of the Census for 1900 indicated that
the gross capitalization of the industrial combinations then in exist-
ence was more than twice as great as their capital value. The gross
capitalization of the railways was about 12 per cent greater than
the cost of road and equipment in 1900 and 28 per cent greater in
1910. The net capitalization of the railways, which is the amount.
for which they are responsible to the public, almost exactly coin-
cided in 1910 with the cost of road and equipment.
Because of the peculiar nature of the industry, it is impracticable
to arrive at a satisfactory and comparable estimate of the net return
on the capital in agriculture. The greater similarity of the manu-
(5)
6
facturing and railway industries permits estimates of the return on
capital that in a broad and general way are comparable. Approxi-
mately, the percentage of net return on the capital value of manu-
factures in 1900 was 17.119 per cent and that on the cost of road
and equipment of the railways 4.650 per cent. In 1910, when the
capital value of manufactures had increased 105.3 per cent, the per-
centage of net return was 12.041 per cent, while on the cost of road
and equipment of the railways, which had increased 40.2 per cent,
the percentage of net return was 5.729 per cent. That is, in 1900
the percentage of net return on capital in manufactures was nearly
four times as great as that on the cost of road and equipment of the
railways; in 1910 it was over twice as great. In both cases the
interest on capital is included in net return.
While these comparisons are subject to qualification, it is not be-
lieved that, were absolutely accurate and comparable data available,
there would be any substantial change in the general conclusions.
COMPARISON OF CAPITAL VALUES-
AGRICULTURE, MANUFACTURES, AND THE RAILWAYS.
INTRODUCTION.
Agriculture, which includes the production of the food supply and
in a measure that of the raw material of manufacture; manufactur-
ing, which is the transformation of raw material into a partly finished
state, or into the finished product itself; and transportation, which
is the conveyance of materials and products, of passengers and the
mails, are the principal industries of the United States, and in this
country the most important factor in transportation is the railway
system.
It is of the first importance to know what are the amounts of capital
invested respectively in agriculture, manufactures, and railways, and
the amount and rate of return upon such capital. The impossibility,
however, of ascertaining with absolute exactness the amount of the
investments that have been made in these widespread and ramifying.
industries becomes apparent at the beginning of the inquiry, as does
also the inability to make a precise distinction between the amount of
investment and present capital value. This is especially true of a new
and growing country like the United States, where values often have
literally sprung from the ground almost without the investment of
capital, and where natural increment has accounted in large part for
the current value of land. Even so, the study of capital investment
and return, carried out with care and a full appreciation of the diffi-
culties involved, leads to significant results.
First of all must be considered certain essential differences in the
character of the capital of these respective industries.
Although buildings, improvements such as fences, drains, etc., and
appliances, such as implements and machinery, are indispensable for
farm cultivation, the productivity of farm land in the United States
depends in greater measure upon the fertility of the soil than upon the
utilization of invested capital. As a growing population demands
more and more of farm products, the value of farm land rises as the
population increases, especially if it lies contiguous to populous centres.
Although the use of continually improving methods of cultivation in-
(7)
8
creases the production of a given area and gives it a greater earning
capacity, the declining yield after years of tillage makes necessary the
increasing use of fertilizer, and thus tends to offset the larger earn-
ings. Clearly, the land itself is the largest factor in the value of a
farm, and the owner does not bring about that increase in value due to
the growth of population, which is commonly designated as the “un-
earned increment."
Investment in a manufacturing plant includes the price paid for the
land which forms the site, but the principal investment in the case of
a plant of any magnitude is in the buildings and appliances in which
and by means of which the processes of manufacture are carried on.
In no small measure the return upon capital in manufacture depends
upon efficient and economical methods, and upon skill in the designing
and marketing of products for which there is demand. The value of
the land may increase as other land in the vicinity becomes more val-
uable, and to this extent the value of a manufacturing plant may be
enhanced by unearned increment. The buildings and appliances, how-
ever, tend to deteriorate as they are used, involving more rapid depre-
ciation than is suffered by farm land because of tillage.
With a railway, as with a manufacturing plant, the land is an indis-
pensable factor, and its value also enhances by unearned increment
unless it be considered that it is largely because of transportation serv-
ice that the value of adjoining land is enhanced, and that therefore
in a measure the rising value of railway real estate is a reflex of the
service performed by the railways. With a railway, as with a manu-
facturing enterprise, the principal investment is in the plant; in the
case of the railway it is in the roadbed, cars and locomotives, buildings,
and appliances. With a railway, as with a manufacturing plant, the
return upon capital depends in no small measure upon efficient and
economical methods of operation, and also upon the vigor with which
traffic is secured and developed; and there is rapid depreciation.
Therefore there is a greater similarity between the railway and
manufacturing industries than between either of these and the agri-
cultural industry. A respect in which the agricultural distinctly differs
from the manufacturing or railway industry is in the comparatively
slight extent to which establishment as a "going concern" affects the
capital value of the farm as contrasted with the considerable value
which establishment as a going concern attaches to a manufacturing
plant or a railway. A farm may change the character of its product
9
or even lie fallow for a year or more without great deterioration in its
capital value. This applies in far less degree to a manufacturing
establishment, and it does not apply at all to a railway, which is obliged
to continue in transportation service without cessation. The continu-
ing organization necessary to such permanence as a going concern is
alone a considerable factor in its value.
Certain localities, and even particular farms, may gain a distinctive
reputation for the production of certain grades of fruits, of vegeta-
bles, of live stock, or even of grains which command preferential
prices, but in the main the bulk of the products of agriculture are
marketed without regard to the immediate locality or the particular
farm whence they came. In the case of most manufacturing estab-
lishments the distinctive reputation for a particular kind and grade of
production is an asset of great value.
So also with a railway company. While a considerable share of
the traffic of every railway is non-competitive, there are but few of
the railway systems of the United States which are not dependent
upon competitive traffic. In securing such traffic, and especially com-
petitive passenger traffic, the reputation of a railway for efficient
transportation is an asset of the highest value, and this reputation can
only be gained through the development of an organization that must
increase in efficiency.
Value as a "going concern" is therefore no doubt of some impor-
tance in the agricultural industry, but it is a prime factor in the aggre-
gate value of a manufacturing establishment or of a railway. The
amounts representing capital value used in this study, however, are the
book values of the actual investment only, and contain no allowance
for the value of patents, trade-marks, good will, or establishment as a
going concern.
This study of capital values in the agricultural, manufacturing, and
railway industries has been prepared with a keen appreciation of the
differences in the nature of the capital in those industries, as well as
of other difficulties, already discussed, that are inherent in the com-
parison of capital values.
For the reasons that are set forth in the appendix this study has
been limited in the case of the railways and of agriculture to the
twenty-year period extending from 1890 to 1910, and in the case of
manufactures to the ten-year period from 1900 to 1910.
10
NATIONAL WEALTH OF THE UNITED STATES.
Because of its significance in relation to this study there is here pre-
sented a comparative statement of the national wealth of the United
States in 1890, 1900, and 1904 as estimated by the Bureau of the Cen-
sus. The Census Bureau does not purpose to extend this investigation
in the near future to include a period later than 1904.
ESTIMATE OF WEALTH: UNITED STATES a
Subject
1890.
1900.
1904.
Real property and improve-
ments-taxed………….
$35,711,209,108
$46,324,839,234
$55,510,228,057
Real property and improve-
ments-exempt....
Farm implements and ma-
chinery..
Live stock
Manufacturing machinery,
tools and implements..
Gold and silver coin and
bullion.
Railroads and their equip-
ment.....
Street railways.
Telegraphs.
Telephones..
Shipping and canals.
3,833,335,225
6,212,788,930
494,247,467
2,308,767,5736
3.o58,593,44I
1,158,774, 948
8,296,050,034
389,357,289
701,755,712
749,775,970
3,306,473,278
2,541, 046,639
1,677,379,825
9,035,732,000
1,576,197, 160
211,650,000
6,831,244,570
844,989,863
4,073, 791,736
3,297,754, 180
I, 998, 603, 303
II,244,752,000
2,219,966,000
227,400,000
585,840,000
400,324,000
• •
537,849,478
Pullman and private cars
•
98,836,600
9,185,000, 400
15,844,413,661
All other..
·
Total...
846,489,804
123,000,000
19,300, 132, 897
$65,137,091, 197d $88,517,306,775 $107, 104, 192,410
a Special Report of the Census Bureau on Wealth, Debt, and Taxation, 1907, pp. 27-29.
b This does not include the value of live stock in cities. towns, and villages. The value of
such live stock is included in the value of live stock for 1900 and 1904, amounting to about one-
tenth of the total value.
c Including product on hand, raw and manufactured. These items are partially covered
under the heading "all other" in 1900 and 1904.
dThis total exceeds the total given on page 29 of the Census report by $100,000,000. The dis-
crepancy is due to an error of addition in the original table prepared by the Census Bureau in 1890.
Inasmuch as the classification of items followed by the Census
Bureau in preparing these estimates of national wealth varied some-
what for the respective years, the rates of increase are not strictly
comparable throughout. They suffice, however, for the purpose of a
broad and general comparison.
11
Therefore it may be noted that the augmentation in the total esti-
mated wealth of the United States. between 1890 and 1904 was
$41,967,101,213. This was an increase of 64.4 per cent, or nearly two-
thirds, while the increase in the value of railroads and their equipment
for the same period was $2,948,701,966, or 35.5 per cent. The rate of
increase in the value of taxed real property and improvements from
1890 to 1904 was 55.4 per cent; in the value of untaxed real property
and improvements, 78.2 per cent; in the value of farm implements
and machinery, 71.0 per cent, and in the value of street railways, in-
cluding interurban railways operated by electricity, 470.2 per cent. It
will be noted that the value of the railroads, as shown by these reports.
of the Census, increased from 1890 to 1904 but little more than half
as fast as the value of all property, and that the rate of increase in the
value of every other form of property for which comparable values
are available was considerably greater than in that of the railways.
12
CAPITAL VALUES OF THE AGRICULTURAL, MANUFACTURING, AND
RAILWAY INDUSTRIES.
That the term "capital" as used in the reports of the Bureau of the
Census on manufactures refers to the estimated or book value of the
property employed in the business is made clear by the explanation
of the term in the instructions to the Census enumerators. In 1910,
for example, the instructions read as follows: "Capital invested. The
purpose of this inquiry is to determine the value of property employed
by the establishment for the purposes of its productive operation, but
not including rented property. Patent rights and good will must not
be considered as a part of the capital."
In its reports upon agriculture the Census Bureau uses the term
"value of farm property" throughout, in preference to "capital" or
"capital value." The value of farm property is the value placed upon
it by the owner thereof, modified or adjusted in accordance with preva-
lent standard values.
In
The Interstate Commerce Commission has not attempted either to
compute or to estimate the value of American railway property, but
in its annual reports has shown the gross capitalization, the net capital-
ization, and the cost of road and equipment as reported by the rail-
ways. By "gross capitalization" is meant the total par value of out-
standing stocks and bonds. "Net capitalization" is gross capitaliza-
tion less such part of it as is held by the railways themselves.
other words, net capitalization is the total par value of stocks and
bonds owned and held by the general public; that is, the amount of
railway capitalization for which the railways are responsible to the
public. Net capitalization stands therefore as a far better criterion of
railway values than gross capitalization. The "cost of road and equip-
ment" of the railways is the book value of road and equipment. No
one of these three aggregates has exactly the same basis as the capital
value reported for manufactures or the value of farm property re-
ported for agriculture.
As is pointed out in the following extracts from the statistical re-
ports of the Interstate Commerce Commission," the amount of "cost
of road and equipment" of the railways is not a wholly satisfactory
criterion of the value of railway property:
a Statistics of Railways in the United States, 1888, pp. 5-6; 1890, pp. 97-98.
13
"Is it
•
possible to discover 'the cost and value of the carrier's prop-
erty, franchises, and equipment?' The papers giving evidence respecting these
facts may have been destroyed, or in the fierce struggle of rival managements for
control of territory by means of the absorption of lines already built the records
of the original companies may have been lost, the consolidated companies caring
nothing for records except such as proved their right to the property absorbed.
But of greater significance is the fact that in many instances the books of rail-
way corporations do not go beyond settlement with the construction companies.
Moreover, since the inception of the railway system in the United States,
the changes in mechanical appliances and the constant fluctuation in the prices
of railway supplies are so great that the cost of railway property, even though
it could be taken from the books of a company, would be useless as showing
the present value of the property."
Notwithstanding these qualifications, the amount of "cost of road
and equipment" of the railways shown in the reports of the Inter-
state Commerce Commission for 1890, 1900, and 1904 is so close to the
value of railroads and their equipment as reported by the Bureau
of the Census for the same years that it may be used as roughly
approximating the tangible value of American railway property, and
therefore may be taken as the aggregate more nearly analogous to
the capital value of manufactures and the value of farm property as
reported by the Bureau of the Census than the aggregates either of
gross or of net capitalization.
The close correspondence of the value of the railways as reported
by the Census Bureau for the years 1890, 1900, and 1904 and as
shown by the aggregate of their reports of "cost of road and equip-
ment" to the Interstate Commerce Commission for the same years is
made clear in the following table. It will be perceived that the valua-
tion for 1904 is indicated at an almost identical amount by the re-
spective authorities."
1890.
1900..
1904
•
• •
•
Year.
Estimate of
Census Bureau.
$8,296,050,000
9,035,732,000
II,244,852,000
Reports of the railways.
to the Interstate
Commerce Commission.
$7,755,387,000
10,263,313,000
11,511,537,000
a It may be pointed out in this connection that the estimate made by the Census
Bureau of railway valuation in 1904 was prepared under the supervision of joint
officials of the Census Bureau and the Interstate Commerce Commission. This
fact does not explain the close relationship between the cost of road and equip-
ment of railways as returned to the Commission in 1904 and the valuation of rail-
way property as computed by the Census Bureau for the same year. The former
represents the value of railway property on the books of the railways them-
selves; the latter is a wholly original computation of the commercial valuation
of railway operating property, arrived at by capitalizing the average net earnings
of individual railways and railway systems. The complete difference of method
utilized in reaching the respective aggregates for 1904 makes their close corre-
spondence both striking and significant.
14
The capital values of the agricultural, manufacturing, and railway
industries in 1890, 1900, 1905, and 1910, except as noted, are given in
the next table." It must be borne in mind that the significance of these
amounts is limited by the qualifications that have been specified. As
explained in the appendix, it is not possible to show manufacturing cap-
ital for 1890 on a comparable basis with that of 1900, 1905, and 1910;
returns for that year in the case of manufactures are therefore omitted.
The reports of the Bureau of the Census are the source of the amounts
for agriculture and manufactures; the reports of the Interstate Com-
merce Commission for the items in regard to the railways. For the
railways there are given cost of road and equipment, gross capitaliza-
tion, and net capitalization. It will be perceived that in each case the
cost of road and equipment exceeds the net capitalization, which is the
amount of capitalization for which the railways are responsible to the
public. The two amounts for 1910 are almost identical. Because of
its correlative interest, the population of continental United States in
each of the census years 1890, 1900, and 1910 is shown in the table.
A census was not taken of either agriculture or the population in 1905.
Capital VALUE OF AGRICULTURE, MANUFACTures and RailLWAYS OF THE
1890.
UNITED STAtes.
1900.
Manufactures..
1905.
1910.
Agriculture…….. $16,082,267,689 $20,439,901,164
$40,991,449,090
8,975,256,000 $12,675,581,000
18,428,270,000
Railways:
Cost of road
and equip-
ment..
7,755,387,381
10,263,313,400 11,951,348,949
14,387,816,099
Gross capitali-
zation.... 9,437,343,420
I1,491,034,960
13,805,258,121
18,417, 132,238
Net capitaliza-
tion b
7,126,673,041
8,803,156,067
9,940,853,945
14,375,529,748
62,947,714
75,994,575
Population.....
91,972,266
The relative importance of the three industries is indicated by this
table. In 1910, for example, using round numbers, the aggregate value
of American farm property, including real estate, implements and
6
In the tables of this study giving capital values the statistics presented_for
agriculture in 1890 and 1900 relate to June 1, and in 1910 to April 15. The
statistics for manufactures in each case refer as nearly as possible to January
I, and the statistics for the railways to June 30.
b Up to 1906 the amounts representing net capitalization published by the Inter-
state Commerce Commission were incomplete to the extent that they did not
include income bonds, equipment trust obligations, and miscellaneous obliga-
tions in the hands of the public.
15
machinery, and live stock, was reported at $41,000,000,000; the amount
of capital invested in manufactures was reported as $18,500,000,000;
while the total cost of road and equipment of the railways was re-
ported as $14,400,000,000.
The rates of increase in the capital values thus reported, and of the
population, are shown in the following table:
Percentage OF INCREASE IN CAPITAL Value.
Agriculture.
Manufactures.
• •
Railways:
Cost of road and equipment
Gross capitalization.
Net capitalization.
Population..
·
•
•
•
1900 over
1890.
1905 over
1500.
1910 over
1905.
1910 over
1900.
27. I
100.5
41.2
45.4
105.3
32.3
16.4
20.4
40.2
21.8
20. I
33.4
60.3
•
23.5
12.9
44.6
63.3
20.7
21.0
For the ten-year period, 1900 to 1910, the rate of increase in the
capital value of agricultural property was 100.5 per cent, the rate of
increase of capital invested in manufactures 105.3 per cent, and the rate
of increase in the cost of road and equipment of the railways 40.2 per
cent. Gross capitalization of the railways increased 60.3 per cent,
and the net capitalization 63.3 per cent. The greater percentage of
increase in capitalization than in cost of road and equipment was
largely due to the fact that railways to a large extent have not written
up on their books the values of their real properties as they increased,
and that they have invested large amounts in their properties which
they did not charge to property account. For the preceding decade,
1890 to 1900, the capital value of agriculture increased at the rate of
27.1 per cent, and the cost of road and equipment of the railways at
the rate of 32.3 per cent. That is, during the earlier decade agricul-
tural value increased in a somewhat lower ratio than railway invest-
ment, while during the second decade the rate of increase was two and
a half times as high for agriculture and over two and a half times as
high for manufactures as for railways. The increases in the capital
values of agriculture and of manufactures in this second decade were
each more than 50 per cent greater than even the increase in the capi-
talization of the railways.
As an indication of the extent to which the capitalization of indus-
tries, i. e., their outstanding stock and bond issues, exceeds their capital
value as reported to the Census Bureau and embodied in this study
the following comparison has been made by that Bureau of the two
16
items for all the industrial combinations existent in the United States
a
in 1900: "
Total capitalization authorized and outstanding....
Total capital, as reported to the Census Bureau.......
$3,093,096,000
1,461,632,000
Thus the capitalization of these combinations was more than twice
as great in amount as the capital value, represented by land, buildings,
machinery, tools, and implements, cash, bills receivable, etc. The gross
capitalization of the railways was about 12 per cent greater than the
cost of road and equipment in 1900, and 28 per cent greater in 1910.
a See the report of the Census Bureau on manufactures, 1900, Part I, pp.
LXXVIII-LXXIX.
17
AGRICULTURAL CAPITAL BY GEOGRAPHICAL DIVISIONS AND STATES.
The value of agricultural property in the larger geographical di-
visions of the United States and in the several States for 1890, 1900,
and 1910, and the increase in value during these two decades, are
given in the following Table No. 1. The amounts shown cover the
value of farm land and buildings, but do not include farm implements
and machinery and live stock. In other words, the table applies to
real estate as distinguished from personal property.
This Table No. I covers only land and buildings, the value of which
is governed in large measure, as has been pointed out, by the general
development of the community. For comparison with the increase in
values of manufacturing and railway properties, the following Table
No. 2 is presented, covering all farm property, including land and build-
ings, implements and machinery, and live stock.
MANUFACTURING CAPITAL BY GEOGRAPHICAL DIVISIONS AND STATES.
The amount of capital invested in manufactures in the larger geo-
graphical divisions and in the several States is shown in the following
Table No. 3 for the years 1900, 1905, and 1910, together with the rate
of increase for each five-year period and for the decade as a whole.
Table No. 1.
VALUE OF FARM LAND AND BUILDINGS
(Reports of the Twelfth Census, 1900, Vol. v, pp. 696-7, Bulletin of
1890.
1900.
Division or State.
Amount.
Amount.
The United States.
$13,279,252,649
$16,614,647,491
North Atlantic division.
South Atlantic division.
North Central division.
South Central division.
Western division.
•
2,539,200;537
2,477,265,688
•
1,135,319,670
1,206,349,618
·
7,069,767,154
9,563,880,438
1,440,022,598
2,072,671,891
1,094,942,690
1,294,479,856
Alabama..
Arizona..
Arkansas.
•
•
California..
$111,051,390
$134,618,183
7,222,230
13,682,960
118,574,422
135,182,170
697,116,630
707,912,960
Colorado.
85,035,180
106,344,035
Connecticut.
95,000,595
97,425,068
Delaware..
39,586,080
34,436,040
District of Columbia..
6,471,120
II,273,990
Florida.
72,745,180
40,799,838
Georgia.
152,006,230
183,370,120
Idaho.
Illinois.
Indiana.
Iowa.
Kansas..
17,431,580
42,318,183
1,262,870,587
1,765,581,550
754,789,110
841,735,340
857,581,022
1,497,554,790
559,726,046
643,652,770
•
Kentucky.
Louisiana.
Maine..
346,339,360
382,004,890
85,381,270
141,130,610
98,567,730
96,502,150
Maryland..
Massachusetts.
Michigan..
Minnesota.
175,058,550
175,178,310
127,538,284
158,019,290
556,190,670
582,517,710
340,059,470
669,522,315
Mississippi
Missouri.
Montana.
Nebraska.
Nevada...
•
· •
New Hampshire...
New Jersey..
New Mexico.
New York..
•
North Carolina.
North Dakota..
Ohio.....
Oklahoma a
Oregon.
•
Pennsylvania.
127,423,157
152,007,000
625,858,361
843,979,213
25,512,340
62,026,090
•
402,358,913
577,660,020
12,339,410
15,615,710
66,162,600
70,124,360
•
159,262,840
162,591,010
8,140,800
20,888,814
968,127,286
888,134,180
183,977,010
194,655,920
75,310,305
198,780,700
1,050,031,828
1,036,615,180
•
8,581,170
170,804,675
115,819,200
132,337,514
922,240,233
898,272,750
Rhode Island.
21,873,479
23,125,260
South Carolina.
99,104,600
126,761,530
South Dakota.
·
107,466,335
220,133,190
Tennessee.
•
242,700,540
265,150,750
Texas..
399,971,289
691,773,613
Utah.
28,402,780
50,778,350
Vermont.
80,427,490
83,071,620
Virginia..
•
Washington.
West Virginia..
Wisconsin...
Wyoming.
254,490,600
271,578,200
83,461,660
115,609,710
151,880,300
168,295,670
477,524,507
686,147,660
14,460,880
26,965,530
a Includes returns for Indian Territory in 1890 and 1900.
(18)
BY STATES: 1890, 1900, AND 1910.
the Thirteenth Census on Agriculture-United States, 1910, pp. 12-13.)
1900.
Increase over 1890.
Amount.
Amount.
Per cent.
1910.
Increase over 1900.
Amount.
Per cent.
$3,335,394,842
25.I
$34,801,125,697 | $18,186,478,206
109.5
d 61,934,849
d 2.4
3,161,493,911
684,228,223
27.6
71,029,948
6.3
2,486,436,474
1,280,086,856
106.1
2,494,113,284
35.3
20,488,657,464
10,924,777,026
II4.2
632,649,293
43.9
4,866,994,721
2,794,322,830
134.8
199,537,166
18.2
3,797,543,127
2,503,063,271 193.4
$23,566,793
21.2
$288,253,591
$153,635,408
II4. I
6,460,730
89.5
47,285,310
33,602,350
245.6
16,607,748
14.0
309,166,813
173,984,643
128.7
10,796,330
1.5
1,450,601,488
742,688,528
104.9
21,308,855
25.I
408,518,861
302,174,826
284. I
2,424,473
2.6
138,319,221
40,894,153
42.0
d
5,150,040
d
13.0
53,155,983
18,719,943
54.4
4,802,870
74.2
8,231,343
d 3,042,647
d 27.0
d
31,945,342
d 43.9
118,145,989
77,346,151
189.6
31,363,890
20.6
479,204,332
295,834,212
161.3
24,886,603
142.8
245,065,825
202,747,642
479. I
502,710,963
39.8
3,522,792,570
1,757,211,020
99.5
86,946,230
11.5
1,594,275,596
752,540,256
89.4
639,973,768 74.6
3,257,379,400
1,759,824,610
117.5
83,926,724
15.0
1,737,556,172
1,093,903,402
170.0
35,665,530
10.3
635,459,372
253,454,482
66.3
55,749,340
65.3
237,544,450
96,413,840
68.3
d 2,065,580
d 2.1
159,619,626
63,117,476
65.4
119,760
O. I
241,737,123
66,558,813
38.0
30,481,006
23.9
194,168,765
36,149,475
22.9
26,327,040
4.7
901,138,299
318,620,589
54.7
329,462,845
96.9
1,262,441,426
592,919,III
88.6
24,583,843
19.3
334,162,289
182,155,289 119.8
218,120,852
34.9
1,716,204,386
872,225,173 103.3
36,513,750
143. I
251,625,930
189,599,840
305.7
175,301,107
43.6
1,813,346,935
1,235,686,915
213.9
3,276,300
26.6
39,609,339
23,993,629
153.7
3,961,760
6.0
85,916,061
15,791,701
22.5
3,328,170
2.1
217,134,519
54,543,509
33.5
12,748,014
156.6
111,830,999
90,942,185 435.4
d 79,993,106
10,678,910
123,470,395
d 13,416,648
162,223,505
16,518,314
d 23,967,483
1,251,781
d 1.3
1890.5
14.3
d 8.3
5.8
1,184,745,829
296,611,649
33.4
456,624,607
261,968,687 134.6
163.9
822,656,744
623,876,044 313.9
1,654,152,406
617,537,226 59.6
738,677,224
567,872,549 332.5
455,576,309
323,238,795 244.3
d 2.6
1,041,068,755
142,796,005 15.9
5.7
27,932,860
4,807,600 20.8
27,656,930
27.9
332,888,081
206,126,551 162.6
112,666,855 104.8
1,005,080,807
784,947,617 356.6
22,450,210
9.3
480,522,587
215,371,837
81.2
291,802,324
73.0
1,843,208,395
1,151,434,782
166.4
22,375,570
78.8
117,545,332
66,766,982 131.5
2,644,130
3.3
112,588,275
29,516,655
35.5
17,087,600
6.7
532,058,062
260,479,862
95.9
32,148,050 38.5
571,968,457
456,358,747
394.7
16,415,370
10.8
264,390,954
96,095,284
57.I
208,623,153
43.7
1,201,632,723
515,485,063
75.I
12,504,650
86.5
97,915,277
70,949,747
263. I
d Decrease.
(19)
Table No. 2.
Value of FarRM PROPERTY (INCLUDING LAnd,
(Reports of the Twelfth Census, 1900, Vol. v, pp. 694-5, Bulletin of
C
1890.
Isco.
Division or State.
Amount.
A mount.
The United States.
$16,082,267,689
$20,439,901,164
•
•
North Atlantic division..
South Atlantic division.
North Central division.
South Central division..
Western division...
Alabama.
Arizona.
Arkansas.
California.
Colorado.
•
Connecticut.
•
2,969,971,293
2,950,532,628
1,333,395489
1,454,031,316
8,517,696,731
II,504,919,848
1,890,521,698
2,815,823,403
1,370,682,478
1,714,593,969
$146,339,765
$179,399,882
20,646,263
29,993,847
155,019,702
181,416,001
777,381,767
796,527,955
117,439,558
161,045,101
108,050,708
113,305,580
Delaware..
45,620,460
40,697,654
District of Columbia.
6,680,000
11,535,376
Florida..
81,046,200
53,929,064
Georgia.
189,249,198
228,374,637
Idaho.
25,857,530
67,271,202
Illinois..
Indiana..
Iowa.
· •
Kansas.
Kentucky.
1,477,759,187
2,004,316,897
869,322,787
978,616,471
1,100,682,579
1,834,345,546
•
706,664,141
864,100,286
428,170,266
·
471,045,856
Louisiana.
Maine.
Maryland..
II0,447,005
198,536,906
122,347,283
122,410,904
200,792,960
204,645,407
Massachusetts.
Michigan.
Minnesota.
Mississippi.
Missouri.
Montana.
Nebraska.
•
•
*47,677,402
•
182,646,704
647,938,255
690,355,734
•
414,701,626
788,684,642
167,328,457
204,221,027
786,390,253
1,033,121,897
60,135,102
117,859,823
511,799,810
747,950,057
Nevada..
•
18,678,710
28,673,835
New Hampshire.
80,207,575
85,842,096
New Jersey.
182,452,914
189,533,660
New Mexico.
33,543,141
53,767,824
New York..
1,139,310,716
1,069,723,895
North Carolina.
North Dakota.
•
Ohio...
Oklahoma (a)
216,707,500
100,745,779
1.195,688,864
18,197,749
233,834,693
255,266,751
1,198,923,946
277,525,433
Oregon....
Pennsylvania.
•
Rhode Island..
•
South Carolina.
143,024,800
172,761,287
1,062,939,846
1,051,629,173
25,179,479
26,989,189
119,849,272
153,591,159
South Dakota.
Tennessee.
Texas.
Utah..
• •
Vermont.
Virginia..
•
Washington.
145,527,556
297,525,302
312,891,650
341,202,025
552,127,104
962,476,273
39,482,206
75,175,141
101,805,370
108,451,427
294,488,569
323,515,977
100,724,970
144,040,547
West Virginia.
Wisconsin..
Wyoming..
178,961,330
203,907,349
560,475,894
811,712,319
33,768,431
67,477,407
a Includes returns for Indian Territory in 1890 and 1900.
(20)
BUILDINGS, IMPLEMENTS AND MACHINERY, AND LIVE STOCK) BY STATES.
the Thirteenth Census of Agriculture-United States, 1910, pp. 12-13.)
1900.
Increase over 1890.
Amount.
1910.
Increase over 1500.
Amount.
Per cent.
Amount,
Per cent.
$4,357,633,475
27.I
$40,991,449,090
$20,551,547,926
100.5
19,438,665
d.7
3,826,829,479
876,296,851
29.7
120,635,827
9.0
2,951,200,773
1,497,169,457
103.0
2,987,223,117
35.I
23,654,437,577
12,149,517,729
105.6
925,301,705
48.9
6,020,926,116
3,205,102,713
113.8
343,911,491
25.I
4,538,055,145
2,823,461,176 164.7
$33,060,117
22.6
$370,138,429
$190,738,547
106.3
9,347,584
45.3
75,123,970
45,130,123
150.5
26,396,299
17.0
400,089,303
218,673,302
120.5
19,146,188
2.5
1,614,694,584
818,166,629
102.7
43.605,543
37.1
491,471,806
330,426,705
205.2
5,254.872
4.9
159,399,771
46,094,191
40.7
d
4,922,806
d 10.8
63,179,201
22,481,547
55.2
4,855,376
72.7
8,476,533
d 3,058,843
d 26.5
d
27,117,136
d 33.5
143,183,183
89,254,119
165.5
39,125,439
20.7
580,546,381
352,171,744
154.2
41,413,672
160.2
305,317,185
238,045,983
353.9
526,557,710
35.6
3,905,321,075
1,901,004,178
94.8
109,293,684
12.6
1,809,135,238
830,518,767
84.9
733,662,967
66.7
3,745,860,544
1,911,514,998
104.2
157,436,145
22.3
2,039,389,910
1,175,289,624
136.0
42,875,590
10.0
773,797,880
302,752,024
64.3
88,089,901
79.8
301,220,988
102,684,082
51.7
63,621
b
199,271,998
76,861,094 62.8
3,852,447
1.9
286,167,028
81,521,621
39.8
34,969,302
23.7
226,474,025
43,827,321
24.0
42,417,479
6.5
1,088,858,379
398,502,645
57.7
373,983,016
90.2
1,476,411,737
687,727,095
87.2
36,892,570
22.0
426,314,634
222,093,607
108.8
246,731,644
31.4
2,052,917,488
1,019,795,591
98.7
57,724,721
96.0
347,828,770
229,968,947
195.I
236,150,247
46. I
2,079,818,647
1,331,868,590
178.1
9,995,125
53.5
60,399,365
31,725,530
110.6
5,634,521
7,080,746
20,224,683
d 69,586,821
17,127,193
7.0
103,704,196
17,862,100
20.8
3.9
254,832,665
65,299,005
34.5
60.3
159,447,990
105,680,166
196.6
d 6.1
1,451,481,495
381,757,600
35.7
7.9
537,716,210
303,881,517
130.0
154,520,972
153.4
974,814,205
719,547,454 281.9
d 11,310,673
3,235,082
259,327,684
29,736,487
1,809,710
.3
1,902,694,589
703,770,643
58.7
1425.I
918,198,882
640,673,449 230.9
20.8
528,243,782
355,482,495
205.8
d 1.1
I.I
I,253,274,862
201,645,689
19.2
7.2
32,990,739
6,001,550
22.2
33,741,887
28.2
392,128,314
238,537,155
155.3
151,997,746
104.4
1,166,096,980
868,571,678 291.9
28,310,375
9.0
612,520,836
271,318,811
79.5
410,349,169
74.3
2,218,645,164
1,256,168,891
130.5
35,692,935
90.4
150,795,201
75,620,060
100.6
6,646,057
6.5
145,399,728
36,948,301
34. I
29,027,408
9.9
625,065,383
301,549,406
93.2
43,315,577
43.0
637,543,411.
493,502,864 342.6
24,946,019
13.9
314,738,540
110,831,191
54.4
251,236,425
44.8
1,413,118,785
601,406,466 74.I
33,708,976
99.8
167,189,081
99,711,674
147.8
b Less than one-tenth of one per cent.
d Decrease.
(21)
Table No. 3.
CAPITAL INVESTED IN MANUFACTURES,
(From 13th Census Bulletin on Manufactures—U. S., Table II, pp. 85-87; includes
Total capital, 1905.
Division or State.
Total capital,
1900.
Increase over 1900.
Amount.
Amount.
Per cent.
The United States..
$8,975,256,000
North Atlantic division
South Atlantic division.
North Central division.
South Central division.
Western division...
Alabama.
•
• •
Arizona.
Arkansas.
California.
•
• •
•
Colorado.
Connecticut..
4,958,249,000
583,328,000
$12,675,581,000
6,613,352,000
$3,700,325,000
41.2
1,655,103,000
33.4
930,420,000
347,092,000
59.5
2,633,570,000
3,753,350,000
1,119,780,000
42.5
427,983,000
734,267,000
306,284,000
71.6
372,126,000
644,192,000
272,066,000
73.1
$60,166,000
$105,383,000
$45,217,000
75.2
9,517,000
14,396,000
4,879,000
51.3
25,385,000
46,306,000
20,921,000
82.4
175,468,000
282,647,000
107,179,000
61.1
58,173,000
107,664,000
49,491,000
85.1
299,207,000
373,283,000
74,076,000
24.8
Delaware..
38,791,000
50,926,000
12,135,000
31.3
District of Columbia.
•
17,961,000
20,200,000
2,239,000
12.5
Florida.
25,682,000
32,972,000
7,290,000
28.4
Georgia.
Idaho.
•
Illinois..
Indiana..
Iowa..
Kansas.
• ·
•
• •
•
Kentucky..
Louisiana.
Maine..
•
• •
Maryland...
Massachusetts.
Michigan..
Minnesota.
Mississippi.
Missouri.
Montana.
Nebraska.
Nevada..
•
• •
New Hampshire.
• •
New Jersey.
New Mexico.
New York...
North Carolina.
North Dakota.
Ohio..
Oklahoma.
Oregon.
• •
• •
Pennsylvania.
•
Rhode Island.
South Carolina.
South Dakota.
Tennessee.
Texas..
Utah.
•
Vermont.
Virginia...
Washington.
West Virginia.
Wisconsin.
Wyoming..
•
d Decrease.
• •
79,303,000
135,211,000
55,908,000
70.5
•
2,130,000
9,689,000
7,559,000
354.9
732,830,000
975,845,000
243,015,000
33.2
219,321,000
312,071,000
92,750,000
42.3
85,668,000
III,428,000
25,760,000
30. I
59,458,000
88,680,000
29,222,000
49. I
87,996,000
147,282,000
59,286,000
67.4
100,875,000
150,811,000
49,936,000 49.5
114,008,000
143,708,000
29,700,000
26.1
149,155,000
201,878,000
52,723,000
35.3
• •
781,868,000
965,949,000
184,081,000
23.5
246,996,000
337,894,000
90,898,000
36.8
133,077,000
184,903,000
51,826,000
38.9
22,712,000
50,256,000
27,544,000
121.3
223,781,000
379,369,000
155,588,000
69.5
38,225,000
52,590,000
14,365,000
37.6
65,906,000
80,235,000
14,329,000
21.7
1,251,000
2,892,000
1,641,000
131.2
92,146,000
109,495,000
17,349,000
18.8
477,301,000
715,060,000
237,759,000
49.8
2,161,000
4,638,000
2,477,000
114.6
· • •
•
1,523,503,000
68,283,000
2,031,460,000
141,001,000
507,957,000
33.3
72,718,000
106.5
•
3,512,000
5,704,000
2,192,000
62.4
570,909,000
856,989,000
286,080,000
50. I
•
•
4,054,000
16,124,000
12,070,000
297.7
28,359,000
44,023,000
15,664,000
55.2
1,449,815,000
1,995,837,000
546,022,000
37.7
176,901,000
215,901,000
39,000,000
22.0
• ·
•
62,750,000
113,422,000
50,672,000
80.8
• •
6,051,000
7,585,000
1,534,000
25.4
63,140,000
102,440,000
39,300,000
62.2
63.655,000
115,665,000
52,010,000
81.7
13,219,000
26,004,000
12,785,000
96.7
43,500.000
62,659,000
19,159,000 44.0
92,300,000
147,989,000
55,689,000 60.3
41,575,000
96,953,000
55,378,000 133.2
•
49,103,000
86,821,000
37,718,000 76.8
286,061,000
412,647,000
126,586,000 44.3
2,048,000
2,696,000
648,000 31.6
(22)
BY STATES: 1900, 1905, AND 1910.
lands, buildings, machinery, tools, and implements, cash and sundries.)
Total capital, 1910.
Increase over 1900.
Increase over 1905.
Amount.
Amount.
Per cent.
Amount.
Per cent.
$18,428,270,000
$5,752,689,000
45.4
$9,453,014,000
105.3
9,009,529,000
2,396,177,000
36.2
1,368,475,000
438,055,000
47. I
4,051,280,000
785,147,000
81.7
134.6
5,718,797,000
1,965,447,000
52.4
3,085,227,000
117. I
1,134,015,000
399,748,000
54.4
706,032,000
165.0
1,197,454,000
553,262,000 85.9
825,328,000
221.8
$173,180,000
$67,797,000
64.3
$113,014,000
187.8
32,873,000
18,477,000
128.3
23,356,000
245.4
70,174,000
23,868,000
51.5
44,789,000
176.4
537,134,000
254,487,000
90.0
361,666,000
206.1
162,668,000
55,004,000
51.1
104,495,000 179.6
517,546,000
144,263,000
38.6
218,339,000
73.0
60,906,000
9,980,000
19.6
22,115,000
57.0
30,553,000
10,353,000
51.3
12,592,000
70. I
65,291,000
32,319,000 98.0
39,609,000
154.2
202,778,000
67,567,000
50.0
123,475,000
155.7
32,477,000
22,788,000 235.2
30,347,000
1,424.7
1,548,171,000
572,326,000
58.6
815,341,000
III.3
508,717,000
196,646,000 63.0
289,396,000
132.0
171,219,000
59,791,000
53.7
85,551,000
99.9
156,090,000
67,410,000
76.0
96,632,000
162.5
172,779,000
25,497,000
17.3
84,783,000
96.3
221,816,000
71,005,000
47. I
120,941,000
119.9
202,260,000
58,552,000
40.7
88,252,000
77.4
251,227,000
49,349,000
24.4
102,072,000
68.4
1,279,687,000
313,738,000
32.5
497,819,000
63.7
583,947,000
246,053,000 72.8
336,951,000
136.4
275,416,000
90,513,000
49.0
142,339,000
107.0
72,393,000
22,137,000
44.0
49,681,000
218.7
444,343,000
64,974,000
17.1
220,562,000
98.6
44,588,000
d 8,002,000
d 15.2
6,363,000
16.6
99,901,000
19,666,000
24.5
33,995,000
51.6
9,806,000
6,914,000 239.I
8,555,000
683.9
139,990,000
30,495,000
27.9
47,844,000
51.9
977,172,000
262,112,000
36.7
499,871,000
104.7
7,743,000
3,105,000
66.9
5,582,000
258.3
2,779,497,000
748,037,000
36.8
1,255,994,000
82.4
217,185,000
76,184,000
54.0
148,902,000
218.1
11,585,000
5,881,000
103. I
8,073,000
229.9
1,300,733,000
443,744,000
51.8
729,824,000
127.8
38,873,000
22,749,000 141.I
34,819,000
858.9
89,082,000
45,059,000 102.4
60,723,000
214. I
2,749,006,000
753,169,000
37.7
1,299,191,000
89.6
290,901,000
75,000,000
34.7
114,000,000
64.4
173,221,000
59,799,000
52.7
110,471,000
176.0
13,018,000
5,433,000
71.6
6,967,000
115.I
167,924,000
65,484,000
63.9
104,784,000
166.0
216,876,000
101,211,000
87.5
153,221,000
240.7
52,627,000
26,623,000
102.4
39,408,000
298. I
73,470,000
10,811,000
17.3
29,970,000
68.9
216,392,000
68,403,000
46.2
124,092,000
134.4
222,261,000
125,308,000 129.2
180,686,000
434.6
I50,922,000
605,657,000
64,101,000 73.8
193,010,000
101,819,000 207.4
46.8
319,596,000
III.7
6,195,000
3,499,000
129.8
4,147,000
202.5
(23)
24
CAPITAL BY INTERSTATE COMMERCE COMMISSION GROUPS.
Statistics as to the cost of road and equipment of the railways are
not available for the several States, nor for any geographical area less
extensive than the United States as a whole. Statistics of the com-
mercial value of the railways of each State were compiled by the
Census Bureau in 1904, and will be found in the appendix to this study.
The Interstate Commerce Commission publishes annually the gross
capitalization of the railways for each of the ten territorial groups
defined at the time it undertook the compilation of railway statistics.
These groups are numbered consecutively and comprise respectively
the areas indicated in the following map:
VII
VI
X
III
II
ir
TERRITORIAL GROUPS OF THE UNITED STATES
ADOPTED BY THE
INTERSTATE COMMERCE COMMISSION
VIII
IV
IX
The gross capitalization of the railways of each of these ten terri-
torial groups was as follows in 1890, 1900, and 1910:
RAILWAY GROSS CAPITALIZATION BY INTERSTATE COMMERCE COMMISSION GROUPS.
•
•
I....
II.
III..
IV
V
• •
VI..
VII..
VIII..
IX
X.
•
•
•
•
Group.
1890.
$377,477,302
2,032,242,616 2,337,874,067
1900.
$472,329,210
I,309,390,715
I,490,997,662
410,704,029
631,863,020
903,681,993
742,670,372
1,818,588,865
443,136,450
1,047,274,401
372,982,285
882,876,385
2,024,541,064
560,763,313
1,395,350,723
511,034,132
1,162,599,776
1910.
$799,627, 536
3,543,053, 383
2,414,370, 374
960, 183, 380
1,346,913, 136
3, 102, 203, 094
1,047,244, 431
2,260,370, 943
808,905, 131
2, 134, 260, 830
25
To secure statistics of the amount of capital invested in manufac-
tures and of the value of agricultural property that may be com-
pared with these aggregates of gross railway capitalization by groups,
it will be necessary to combine into corresponding groups the returns
of agricultural and manufacturing values shown by States in the pre-
ceding tables. While the group lines do not in every instance follow
State boundaries, yet it will be possible to obtain a very close approxi-
mation to the several groups by including the returns of any State,
parts of which are in different groups, in the returns of the group in
which lies the greater part of its area. The results of this approxima-
tion are presented in the next two tables. The first gives the value of
the farm property of each group in 1890, 1900, and 1910. This table
covers farm property of all kinds, including land, buildings, imple-
ments, machinery, and live stock.
I..
II..
III...
IV...
V....
VI...
VII...
VIII..
IX..
X...
Value of FARM PROPERTY BY CORRESPONDING GROUPS.
Group.
1890.
$585,267,817
2,637,796,896
2,712,949,906
1900.
$639,645,900
1910.
$867,240,457
2,567,765,165
2,867,896, 151
3,317,411,784
4,800,688, 206
810,006,671
914,849, 178
1,869,648,447
•
•
I,325,025,536
1,473,172,491
2,906,501,343
•
3,654,365,065
5,694, 326, 155
11,515,526,346
751,230,899
1,783;711,403
1,230,812,589
3,760,933,478
2,517,208,718
5,902,067,389
662,574, 109
1,161,013,179
2,519,866, 152
•
1,159,339,387
1,368,211,638
3,531,565,488
The amounts of capital invested in the manufacturing industries of
each group in 1900 and 1910 are shown in the following table:
CAPITAL INVESTED IN MANUFACTURES BY CORRESPONDING GROUPS.
Group.
1900.
• •
II.
•
III..
IV..
V..
VI..
VII.
VIII.
IX.
•
X..
•
•
·
$1,507,630,000
3,656,526,000
1910.
$2,503,854,000
6,848,361,000
I, 037,226,000
272,436,000
338,999,000
1,241,148,000
112,230,000
370, 851,000
164,530,000
273,680,000
2,393,397,000
757,720,000
854,345,000
2,612,048,000
163,702,000
872, 148,000
438,692,000
984,003,000
26
The following table gives the rates of increase of the capital amounts
set forth in the three preceding tables:
PERCENTAGE RATE OF INCREASE.
1890 to 1900.
1900 to 1910.
Group.
Agriculture.
Railways.
Agriculture.
Manufactures.
Railways.
I.
9.3
25.I
35.6
66.1
69.3
II
III
•
IV..
· •
d 2.7
15.0
29.2
87.3
51.6
5.7
13.9
67.4
130.7
61.9
12.9
53.8
104.4
178.1
52.0
V..
11.6
21.7
96.6
152.0
49.0
VI.
•
55.8
11.3
I02.2
110.5
53.2
VII
· •
63.8
26.5
205.6
45.9
86.8
VIII..
4I.I
33.2
134.5
135.2
62.0
IX
•
75.2
37.0
117.0
166.6
58.3
X..
18.0
31.7
158.1
259.5
83.6
d Decrease.
It will be borne in mind that these tables by groups give railway
gross capitalization only. Neither net capitalization nor the cost of
road and equipment are ascertainable for the respective groups. From
1890 to 1900 the gross capitalization of the railways increased in six.
of the ten groups at a higher ratio than the value of agricultural prop-
erty. From 1900 to 1910, however, in all except Groups I, II, and III,
where agriculture has not kept pace with other activities, the rate of
increase in gross capitalization of the railways has been approximately
one-half the rate of increase in the value of farm property. From
1900 to 1910 gross railway capitalization has increased in much lower
ratio than the capital value of manufacturing, which is far less than
the gross capitalization of the manufacturing industries. An exception
is in Group I, and the only other exception in Group VII, where the
development of railways has been especially necessary to serve the
agricultural industries.
27
COMPARISON OF CAPITAL IN RAILWAYS AND IN THE PRINCIPAL
MANUFACTURING INDUSTRIES.
The following table compares railway capital with the capital in each
of 21 principal manufacturing industries, and shows the respective
rates of increase from 1900 to 1910:
1900.
1905.
1910.
Gross capitalization... $11,491,035,000 $13,805,258,000 $18,417,132,000
Railways :
Net capitalization
• •
Cost of road and equip-
Increase,
1910 over
1900.
Per cent.
60.3
8,803,156,000
9,940,854,000
14,375,530,000
63.3
ment.
Agricultural implements
Boots and shoes.
10,263,313,000
II,951,349,000
14,387,816,000 40.2
157,708,000
196,741,000
256,281,000
62.5
110,363,000
136,802,000
222,324,000 IOI. 4
Clothing (men's)
Electric machinery, ap-
Bread and other bakery
products.
·
Copper, tin, and sheet
iron
Cotton.goods.
paratus and supplies..
Flour and grist mill
products...
80,902,000
122,353,000
212,910,000 163.2
•
140,191,000
176,557,000
275,320,000 96.4
•
49,679,000
467,240,000
147,608,000
217,532,000 337.9
613,111,000
822,238,000 76.0
83,660,000
174,066,000
267,844,000 220.2
189,281,000
265,117,000
349, 152,000
84.5
Foundry and machine
shop products.
790,741,000
1,034,135,000
1,514,332,000
91.5
Gas, illumination and
Furniture and refrigera-
tors.
•
heating..
109,267,000
158,986,000
227,134,000 107.9
567,001,000
725,035,000
915,537,000 61.5
Iron and steel, blast fur-
naces.
Iron and steel, rolling
mills.
•
143, 159,000
236,146,000
487,581,000 240.6
430,232,000
700,182,000
1,004,735,000
133.5
Leather.
173,977 000
242,584,000
332,727,000 91.2
Liquors, malt
413,767,000
515,630,000
671,158,000 62.2
Lumber and timber
products...
541,595,000
733,708,000
1,176,675,000 117.3
Paper and wood pulp...
167,508,000
277,444,000
409,348,000 144.4
Printing and publishing.
Slaughtering and meat
333,003,000
432,854,000
588,346,000 76.7
packing
190,209,000
240,419,000
383,249,000 101.5
II1,517,000
265,730,000
Tobacco manufactures..
Woolen, worsted and felt
goods, and wool hats .
This table shows that from 1900 to 1910 the amount of capital
invested in the principal manufacturing industries of the United
States increased at a higher rate than either the gross capitalization,
the net capitalization, or the cost of road and equipment of the rail-
ways. This higher rate of increase for the principal manufacturing
323,982,000
245,660,000 120.3
314,081,000
430,579,000 62.0
28
industries is shown by the fact that the aggregate combined capital of
the twenty-one industries-which is far less than their gross capitaliza-
tion-increased 99.6 per cent from 1900 to 1910, whereas the gross
capitalization of the railways increased 60.3 per cent, the net capital-
ization 63.3 per cent, and the cost of road and equipment but 40.2 per
cent.
RETURN ON MANUFACTURING AND RAILWAY CAPITAL.
Even more difficult and uncertain than a comparison of the capital
values of the agricultural, manufacturing, and railway industries is
a comparison of the annual returns upon these capital values. Indeed,
it has been found impracticable even to attempt an estimate of the
returns from agriculture that would be suitable for such a comparison."
In the case of manufactures and railways, however, the operating or
running expenses and the taxes may be ascertained, and thus an ap-
proximation may be had to the net returns on capital. In this manner,
for the following tables the gross and net value of the products of the
two industries have been computed upon as nearly a comparable basis
as possible. The net return has been ascertained by deducting from
the respective gross value of products in the case of manufactures, and
from gross earnings in the case of the railways, all operating expenses,
a The returns of gross value of agricultural products, as compiled by the
Census Bureau in 1910, contain considerable duplications, due for the most part
to the inclusion of both the value of all live stock products and the value of all
crops. A large proportion of the crops being fed to the live stock, the value of
live stock is thereby enhanced, and there occurs a duplication of value-the value
of the crops so fed being included in the value of all crops and in the value of all
live stock. The Census Bureau discusses this duplication in the following words:
"The Census Bureau has made no attempt to ascertain the total net value
of farm products for 1909, including both that of crops and that of animal
products. To add the value of these two groups of products together
involves extensive duplication, since large quantities of crops reported are
fed to the animals on the farms. It is impossible to ascertain accurately
the amount of such duplication, and the attempt to do so, which was made
at the Twelfth Census, was not considered satisfactory in its results.
Moreover the amount spent by farmers for animals purchased in 1909 has
not been subtracted from the value of animals sold and slaughtered in 1909.
The gross total of $8,498,311,413 for 1909 is not closely comparable with
that reported for 1899, $4,739,118,752, because of differences in the method
of reporting the value of live stock products."
In addition to the difficulties presented by this duplication, it is impossible to
make a satisfactory estimate regarding the taxes paid on agricultural property,
the value of the labor of farm proprietors and their families, the amount of certain
minor expenditures, such as for twine, oil, etc., and the cost of depreciation on
buildings, implements, and appliances.
29
including taxes. In each case, interest on capital is included in the
net return."
Gross returns:
Gross and NET RETURNS FROM MANUFACTURES.
1900.
Gross value of products.... $11,406,927,000
1905.
$14,793,903,000
1910.
$20,672,052,000
Expenses:
Cost of materials.
6.575,851,000
8,500, 208,000
12,141,791,000
Salaries and wages..
2,389,132,000
3,184,884,000
4,365,613,000
Miscellaneous expenses, in-
cluding taxes..
905,442,000
1,453,168,oco
1,945,676,000
Total ..
$9,870,425,000
$13,138,260,000
$18,453,080,000
Net return...
$1,536.502,000
$1,655,643,000 $2,218,972,000
GROSS AND NET RETURNS FROM RAILWAY OPERATION.
Total operating rev-
enues.
Expenses:
Total operating
expenses, includ-
ing wages..
Taxes...
• •
1890
1900
1905
1910
$1,051,877,632 $1,487,044,814 $2,082,482,406 $2,750,667,435
692,093,971.
31,207,469
1,822,630,433
63,474,679 103,795,701
Total....
including
Net return,
interest on
capital.....
961,428,511 I 390,602,152
48,332,273
$723,301,440 $1,009,760,784 $1,454,076,831 $1,926,426,134
$328,576,192
$477,284,030
$628,405,575
$824,241,301
a In the following discussion of net returns, the statistics of manufacturing
products cover as nearly as possible the calendar year preceding the census
year, while the statistics of railway operating returns apply to the fiscal year
ending June 30 of the census year. Thus the product manufactured during the
calendar year 1909 was that covered by the census of 1910, and is here discussed
under the latter year; with the manufacturing returns for the calendar year
1909 are compared the railway returns for the fiscal year ending June 30, 1910.
b It should be pointed out that the item "salaries and wages" does not include
salaries paid to proprietors or firm members interested in non-corporate manu-
facturing establishments. There were 273,265 of these proprietors and firm
members in 1910 for whom no definite salaries were reported. The railways are
virtually all owned by corporations, all employees from president down being
paid a definite salary or wage. To some extent, therefore, the expenses shown
for the manufacturing and railway industries are not comparable. On the other
hand, non-corporate manufacturers produced in 1910 only one-fifth of the total
value of products manufactured in that year, while the average size and im-
portance of the individual non-corporate establishment was so small that the
return to the proprietor or firm owner could not be differentiated between wage
and profit.
Depreciation of the road and equipment of railways is, under the accounting
system prescribed by the Interstate Commerce Commission, provided for through
the operating expense account. The practice of manufacturing establishments in
regard to depreciation of plant is not uniform, but it may be supposed that
prudent management will, in the long run, charge the cost of repairs and replace-
ment (which may be said to stand for a depreciation account where no such
definite account is maintained) to running expenses.
30
As has been specified in these pages, and especially in the appendix,
there have been variations in the requirements of the Bureau of the
Census at different times for ascertaining the capital value of manu-
factures. Moreover, in computing such vast aggregates there is always
the necessity for adjustments of one kind and another so that different
persons may not always arrive at identically the same results in handling
the intricate data. Indeed the same person may be obliged at one
time to give consideration to various factors that bring about results
varying from those of a similar adjustment at another time. Further-
more, the income account here shown for manufactures differs from
that of the railways in the fact that the reported railway returns repre-
sent cash actually received, while the reported value of products manu-
factured in any year is not only partially made up of cash already
taken in, but is also in part an estimate of the probable market value
of such portion of the product as is not yet sold, and in part consists
of outstanding accounts the settlement of which may entail loss. In
other words, the manufacturing returns are partially at least based on
estimates. It therefore cannot be too strongly insisted that the tables
and the deductions therefrom on the preceding pages are of broad and
general significance only. It is believed, however, that possible varia-
tions, to whatever cause they may be due, do not impair such broad and
general significance.
If it be necessary to bear in mind these qualifications as pertaining
to the fundamental statements of capital values and of the return
thereon, it will be all the more necessary to bear in mind the limita-
tions that must govern any attempt at comparison of the relative re-
turn on capital. Yet in this country the dollar is the common denomi-
nator of values. The dollar measures the values of things utterly
dissimilar, of all things which enter into purchase and sale. Dissim-
ilar in many respects in their essential nature and in their relations as
are the products of manufacture and the service of transportation,
they are measured by dollars when they are sold, and the net return
upon capital values is measured in dollars. It is the expression of
these net returns in dollars that guides the investor in placing his
money in one or another industry.
In the table on page 14 were given, subject to the qualifications that
repeatedly have been expressed in these pages, the capital values of
manufacturing and the railways. On page 29, subject to the quali-
fications that likewise repeatedly have been expressed, are tables giv-
ing the gross and net returns from manufactures and from railway
31
transportation. It therefore may be possible in terms of the dollar to
arrive at the ratio of the net returns on the capital of each industry
and to compare the net returns on the capital of one industry with the
net returns on capital in the other.
In the next table are set forth the capital values of the two indus-
tries, the return on capital as expressed in the preceding tables, and
the percentage of that return. It will be perceived that the years for
which there is available complete information that is approximately
comparable for each industry are those designated as 1900 and 1910.
These may be considered to mark the beginning and the end of a decade
which comprised a fairly distinct industrial era. In 1900 the country
was on the high tide of recovery from prolonged industrial depression;
in 1910 it was enjoying exceeding prosperity, both the gross and the
net earnings of the railways attaining a higher mark than for any pre-
ceding or subsequent year. It will be noted that in the case of the
railways the percentage of net return is computed on the cost of road
and equipment, which is the item comparable with the capital value of
manufactures as given.
Manufactures:
Capital.....
COMPARISON OF NET RETURNS ON CAPITAL.
Net return on capital .
Per cent of net return.
1900.
$8,975,256,000
1,536,502,000
17.119
1905.
$12,675,581,000
I, 655,643,000
13.062
1910.
$18, 428,270,000
2,218,972,000
12.041
Railways:
Cost of road and equip-
ment..
•
Net return..
$10,263,313, 400
$11,951,348,949
Per cent of net return.
477,284, 030
4.650
628,405,575
5.258
$14,387,816,099
S24, 241,301
5.729
In 1900 the percentage of net return upon capital in manufactures
was nearly four times as great as that on the cost of road and equip-
ment of the railways. In 1905 it was two and one-half times as great.
From 1900 to 1910 the capital in manufactures increased 105 per
cent, and the cost of road and equipment of the railways increased
40.2 per cent. In the latter year the percentage of net return on
capital in manufacture was two and one-tenth times as great as that'
of the railways.
While these comparisons are subject to qualification, it is not be-
lieved that were absolutely accurate and comparable data available
there would be more than a negligible change in the relation of these
ratios of return.
32
APPENDIX.
A careful study of the census reports discloses that the variations.
specified below affect the comparability of the data as to the capital
value of the agricultural and manufacturing industries as set forth by
the Census Bureau even for 1890 and in subsequent reports. They
demonstrate clearly that the data included in the reports prior to 1890
are entirely unavailable for comparative purposes.
Agriculture.
Census statistics extending back to 1850 show for each State the
value of land and buildings employed in agriculture and the value of
implements and machinery and live stock.
The Census of Agriculture of 1860 included all farms with an
annual marketed product to the value of $100 or more. This mini-
mum was changed in 1870 to farms containing three acres in area or
marketing annually $500 of product, with the proviso that no farm be
enumerated unless it utilize the labor of at least one able-bodied man.
This limit for 1870 was retained in the enumerations of 1880 and 1890,
but for that of 1900 it was modified to take in any farm not otherwise
included, provided the operation of such a farm required the constant
attention and services of one man.
The census of 1870, although intended to cover the year ending
June 1st, actually presented data relating in part to 1869 and in part
to 1870. The same difficulty of securing returns all relating to the
same specific year was met in 1880.
The enhancement in the value of farm property shown by the re-
turns of 1870 over those of 1860 was in part due to the premium of
25 per cent on gold in 1870.
Moreover, the returns for 1870 were regarded by the census au-
thorities themselves as defective and incomplete. Many farms were
omitted in the South, in Massachusetts, and elsewhere. There was
the same difficulty in 1880, many farms and western ranges failing
of enumeration, although in some other respects the census of 1880
was the most nearly complete of any prior to 1900.
It is pointed out in the census report for 1900 that the data as to
capital return for agriculture and for manufactures do not correspond.
The only forms of agricultural capital reported by the census were
33
land, buildings, improvements, implements, machinery, and live stock
which correspond to fixed capital in manufacture. Live or free manu-
facturing capital, such as cash and sundries, has its counterpart in
agriculture in the items "value of farm products on hand," money due
from sale of products, or in bank for supplementary use on the farm,
and value of growing crops, but as to the value of these items definite
information was not obtained. The same qualifications as to the com-
parability of agricultural and manufacturing capital values apply to
the census returns for 1910.
Manufactures
The schedules for the earlier censuses of manufactures were
changed from census to census, the data therefore not being com-
parable. From the census of 1870 "many industries from which it
was difficult to obtain satisfactory statistics" were omitted. Likewise
in 1880 some manufactures were not included, and in lesser degree
this was also the case in 1890. Twenty industries or branches of
industries omitted in 1880 were included in 1890.
The census report of 1870 admitted the returns for that year to be
"entirely untrustworthy and delusive," owing to the difficulty of secur-
ing uniform or complete statements from industrial units. The re-
port expresses the opinion that not over a fourth of the capital actually
invested was returned. Moreover, all values reported in 1870 were
expressed in terms of currency, which was then 25 per cent in excess
of values in gold.
The report of 1890 was elaborated to include under capital such
items as borrowed cash, of which cognizance had not theretofore been
taken, and allowance was made for rented capital, such as rented
buildings.
Not until the census of 1900 had there been used the same schedule
as of the previous census. The schedule of 1890 was adopted for
1900, and substantially this same schedule was used in 1905 and 1910,
but with changes in the definition of what constitutes a factory and in
the classification of factories. The census of 1900 stated that returns
of capital in manufactures prior to 1890 "have no real statistical value,
owing to the vague and general character of the form of inquiry."
The statement that statistics as to manufactures for periods earlier
than 1890 are practically useless for comparative purposes is repeated
in the census for 1905.
34
Even as late as 1905 the census report emphatically declares that it
is impossible to so define the word "capital" for statistical purposes as
to make the thing measured tangible, restricted, and uniform.
For the census of 1905 the definition of a factory was considerably
restricted as compared with that of 1900 and earlier census years. A
retabulation of the data for 1900 was made to accord with the classifi-
cation of factories established for 1905, but this retabulation applied
to the capital as a whole, not being carried out to include its component
parts. It is therefore feasible to show only the total capital invested
in manufactures by States on a comparable basis for 1900, 1905, and
1910.
To a better understanding of the change in definition of a factory
and classification of factories made by the Census Bureau in 1905 it
is necessary briefly to consider the prior practice. From 1850 to 1890
the census law provided for a census of establishments "of productive
industry." The law authorizing the census of 1900 provided more
specifically for a census of the "manufacturing and mechanical prod-
ucts" of the country. These terms were broad enough to include all
industry that could be reached by the census agents. In 1905 the law
distinctly restricted the census of manufactures "to manufacturing
establishments conducted under what is known as the factory system
exclusive of the so-called neighborhood and mechanical industries."
This definition, which was also followed in 1910, restricted the in-
quiries of the census agents to factory establishments with a product
to the value of at least $500 a year. Neighborhood and local me-
chanical industries were excluded, as well as manufacturing in edu-
cational, eleemosynary, and penal institutions.
The difference between the results obtained under the definition
of a factory followed in 1900 and that which obtained in 1905 is
shown in the following table, which shows the number of establish-
ments, the capital, and the value of products returned and promul-
gated by the census of 1900 and the returns of that census under the
revision made in 1905 in order that the returns might be comparable.
with those for the latter year:
1900,
original.
Number of establishments..
Capital...
•
512,254
$9,S17,434,709
Value of products.
• •
•
•
13.004.400, 143
1900,
revised.
207,562
$S, 978,825, 200
II,411,121, 122
35
Railways.
There is no attempt in this study to settle the controverted question
as to what properly constitutes the capital value of the railways. Gross
capitalization, net capitalization, and the cost of road and equip-
ment, the three capital items set forth in the reports of the Interstate
Commerce Commission, have all been utilized, and it has been pointed.
out that cost of road and equipment is perhaps more nearly analogous
to the capital values used for agriculture and for manufactures. A
comparative study of railway investment extending back over any
considerable period must rest on one or another of these items.
Clearly it cannot rest on bases that have but recently entered into con-
sideration. Thus studies of physical valuation and the theory of
basing railway capitalization upon physical valuation are of com-
paratively recent origin. "Cost of road and equipment" is an item
that did not appear in official governmental reports until 1890, when
it was embodied in the annual statistical report of the Interstate Com-
merce Commission, but the term was used as early as 1863 by Samuel
Hallett & Company, New York bankers, in a report on the resources
of the United States. Data as to capitalization are available to a cer-
tain extent for the period prior to 1890, but the earliest statistics that
have been found deal with cost of construction of road, as distin-
guished from cost of equipment.
Thus David Stevenson, an English civil engineer, who discussed
American engineering in 1837, cited the cost per mile of seven different
pieces of railway lying in Maryland, Pennsylvania, New York, and
South Carolina. The weighted average of these costs, which are given
by him for an aggregate of 468.33 miles, is $19,009.50 per mile If
this cost be assumed as applicable to all the railway mileage in the
United States in that year, we have for a total of 1,652.25 miles, also
cited by Stevenson, a cost of $31,408,000.
F. Von Gerstner, in a German work published in 1843, estimated
the railway mileage in the United States as 9,220.96 miles. For
8,488.46 miles of this he gives data as to cost which average $20,437
per mile. At this rate per mile the cost of all the railways in the
United States at that time was about $188,448,000.
The American Almanack for 1847, discussing the cost of 4,760.75
miles of railway in the United States, set the aggregate for 1845 at
$129,177,000. Although admittedly incomplete both as to mileage and
as to cost, the reduction of the aggregates to a per mile basis sheds
36
light on the cost of railway construction at that time. The average cost
per mile was $27,138.
Hinton R. Helper, in "The Impending Crisis,” estimated the mileage
of American railways in 1857 at 24,714 miles. The aggregate cost of
the railways was $633,566,000, but as this amount relates to 1855 and
a somewhat different mileage than that of 1857, no average per mile
can be computed.
Henry H. Flint, writing in his "Railroads of the United States” of
1857, estimated the cost of the American railways existing in that year
at $920,000,000. As this estimate covered 26,000 miles, their average
cost per mile was not far from $35,400.
Appleton's Annual Cyclopedia estimated the cost of the railway
mileage of the United States in 1868-9 at $1,517,500,000. Flint's esti-
mate for 1868 is not far from this-$1,532,500,000. Poor's Manual
for 1868-9 gives a slightly higher amount, $1,600,000,000. This last
estimate is based on the capital account which Mr. Poor remarked
as considerably exceeding the money actually expended. The costs per
mile based on these estimates appear to be as follows: Appleton, $41,-
022; Flint, $40,300; Poor, $41,000.
President Hadley's estimate of cost for January 1, 1884, was
$7,320,000,000, while the Interstate Commerce Commission in its
statistical report for 1890 returned the cost of road as $7,333,096,000.
This was exclusive of cost of equipment.
It will be seen from this that statistics of cost of railway plant and
equipment prior to 1890, when the Interstate Commerce Commission
first presented complete official reports of such costs, are scattering,
incomplete, and far from reliable. That is, they were based on in-
dividual estimates and opinions which, however careful and intelli-
gent, are not in the nature of things as accurate as official compila-
tions. Even the amounts showing cost of road in the reports of the
Interstate Commerce Commission are open to the criticism that the
returns of individual railways from which they are compiled rest in
part on the estimates and opinions of railway officials and not on
written records. This criticism is especially applicable to the data.
published by the Commission in 1890, which embodies for the first
time these reports of the railways, but it is applicable also in greater
or less degree to subsequent data which are built upon the returns
for 1890.
37
Commercial Value of the Railways by Geographical Divisions and
States.
The United States Census Bureau made a careful investigation in
1904 into the commercial value of the American railways, distributed
according to States, and the result of its investigation is given in the
following table.
Commercial Value of Railway Operating Property by States: 1904.
(Census Bureau Bulletin 21, 1905, page 8.)
State.
Commercial value of
railway operating
property as of
June 30, 1904.
$11,244,752,000
The United States.
North Atlantic Division.
South Atlantic Division.
North Central Division.
South Central Division.
Western Division.
Alabama..
Arizona.
• •
•
Arkansas.
California...
•
Colorado.
Connecticut.
Delaware.
•
•
District of Columbia.
Florida....
Georgia..
Idaho..
Illinois.
Indiana.
Iowa.
• •
•
Kansas.
Kentucky.
Louisiana.
Maine..
•
•
Maryland..
Massachusetts.
Michigan.
Minnesota.
Mississippi.
Missouri..
Montana.
Nebraska.
Nevada..
•
·
•
•
•
New Hampshire.
New Jersey.
New Mexico.
New York…..
•
North Carolina.
North Dakota.
•
•
• ·
·
•
· •
• • •
3,230,781,000
994,035,000
4,346,413,000
1,188,851,000
1,484,672,000
$150,211,000
68,356,000
124,626,000
350,694,000
198,261,000
105,369,000
17,285,000
5,578,000
80,467,000
156,603,000
91,877,000
805,057,000
375,541,000
344,847,000
356,356,000
155,772,000
123,401,000
80,146,000
132,342,000
250,052,000
277,597,000
466,734,000
107,884,000
309,768,000
196,209,000
263,170,000
43,745,000
•
79,786,000
333.568.000
86,400,000
• •
898,222,000
113,146,000
123,390,000
38
Commercial Value of Railway Operating Property by States: 1904-Continued.
Ohio...
State.
Oklahoma.
Oregon.
Pennsylvania.
Rhode Island..
South Carolina..
South Dakota..
Tennessee.
Texas..
•
Utah...
Vermont.
• •
•
Virginia
Washington..
West Virginia.
Wisconsin.
Wyoming.
•
Commercial value of
railway operating
property as ef
June 30, 1904.
•
689,797,000
158,073,000
75,661 000
1,420,608,coo
25,719,000
75,500,000
49,646,000
131,166,000
237,718,000
90,325,000
37,311,000
211,315,000
182,837,000
201,799,000
•
284,510,000
100,307,000
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
(Continued.)
17. (Out of Print.)
18. Capitalization and Dividends of the Railways of Texas, Year
Ending June 30, 1909.
19. Summary of Revenues and Expenses of Steam Roads in the
United States for June, 1911.
20. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
22. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1911.
23. Analysis of the Accident Statistics of the Interstate Commerce
Commission for the Year Ending June 30, 1911.
24. Comparative Railway Statistics of the United States, the United
Kingdom, France, and Germany.
25. Summary of Revenues and Expenses of Steam Roads in the
United States for September, 1911.
26. Summary of Revenues and Expenses of Steam Roads in the
United States for October, 1911.
27. Summary of Revenues and Expenses of Steam Roads in the
United States for November, 1911.
28. Effect of Recent Wage Advances upon Railway Employees' Com-
pensation during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to
Traffic and Revenue, 1909-1910-1911.
29. Summary of Revenues and Expenses of Steam Roads in the
United States for December, 1911.
30. Summary of Revenues and Expenses of Steam Roads in the
United States for January, 1912.
31. Railway Traffic Statistics, 1900-1910.
32. Summary of Revenues and Expenses of Steam Roads in the
United States for February, 1912:
33. Summary of Revenues and Expenses of Steam Roads in the
United States for March, 1912.
(Continued on fourth page of cover.)
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
(Continued.)
34. A Comparative Study of Railway Wages and the Cost of Living
in the United States, the United Kingdom, and the Principal
Countries of Continental Europe.
35. Summary of Revenues and Expenses of Steam Roads in the
United States for April, 1912.
36. Summary of Revenues and Expenses of Steam Roads in the
United States for May, 1912.
37. Summary of Revenues and Expenses of Steam Roads in the
United States for June, 1912.
38. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1912.
39. Comparison of Capital Values-Agriculture, Manufactures, and
the Railways.
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the United States
for the Scientific Study of Transportation Problems
FRANK Haigh dixON
CHIEF STATISTICIAN
LOGAN G. MCPHERSON
DIRECTOR
JULIUS H. PARMELEE
STATISTICIAN
Railways and Agriculture
1900-1910
Bulletin No. 45
WASHINGTON, D. C.
1913
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
1. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1910. (Monthly Report Series, Bulletin No. 1.)
2. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1910. (Monthly Report Series, Bulletin No. 2.)
3. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1910. (Monthly Report Series, Bulletin No. 3.)
4. A Comparative Statement of Physical Valuation and Capitalization.
5. Preliminary Bulletin for November, 1910-Revenues and Expenses.
6. Railway Traffic Statistics, 1900-1909.
(See No. 31.)
7. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1910. (Monthly Report Series, Bulletin No. 4.)
8. Summary of Revenues and Expenses of Steam Roads in the United States
for November, 1910. (Monthly Report Series, Bulletin No. 5.)
9. Summary of Revenues and
for December, 1910.
Expenses of Steam Roads in the United States
(Monthly Report Series, Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1911.
11. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1911.
13. Summary of Revenues and Expenses of Steam Roads in the United States
for March, 1911.
14. Summary of Revenues and Expenses of Steam Roads in the United States
for April, 1911.
15. The Conflict Between Federal and State Regulation of the Railways.
16. Summary of Revenues and Expenses of Steam Roads in the United States
for May, 1911.
17. (Out of Print.)
18. Capitalization and Dividends of the Railways of Texas, Year Ending
June 30, 1909.
19. Summary of Revenues and Expenses of Steam Roads in the United States
for June, 1911.
20. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
22. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1911.
23. Analysis of the Accident Statistics of the Interstate Commerce Commis-
sion for the Year Ending June 30, 1911.
24. Comparative Railway Statistics of the United States, the United King-
dom, France, and Germany.
25. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1911.
(Continue to page 3 of cover.)
Railways and Agriculture
1900-1910
WASHINGTON, D. C.
March, 1913
Summary.
Introduction...
CONTENTS.
Comparison of Plant...
Comparison of Aggregate Output...
Comparison of Output Per Unit of Plant...
Comparison by Geographical Districts..
Conclusion...
Crop Values and Purchasing Power.........
Service of Agriculture and the Railways in Relation to the
Population ..
Page
5
7
12
14
15
17
18
21
26
(3)
In the preparation of this bulletin use has been made of the
latest available official statistics. It is impossible to make compari-
sons at this time to cover years subsequent to those indicated.
(4)
SUMMARY
During the last Census decade the miles of main track of the
railways increased at nearly double the rate of increase in im-
proved farm land, and at three times the rate of increase in the
area devoted to crops.
Measured in the aggregate, the output of the railways-ton-
miles and passenger-miles-increased 80 per cent and 102 per cent
respectively, while the output of the ten principal crops averaged
an increase of about 9 per cent.
While the railway output per mile increased 40 per cent and 56
per cent respectively, the output per acre of the ten principal
crops averaged a decrease of about 1 per cent.
Measured per one thousand inhabitants, the output and the
revenue of the railways-that is, the work performed and money
received—increased at very nearly the same ratio. The output of
five of the ten principal crops, however, measured per one thou-
sand inhabitants, decreased from 5 to 21 per cent, while the farm
value increased from 37 to 80 per cent. The output of the remain-
ing five crops increased, in the same relation, from one-half of
1 per cent to 20 per cent, while the farm value increased from 34
to 83 per cent.
The increase in the farm value of the crops was at a greater
ratio than the increase in the prices of the staple commodities.
For example, one thousand bushels of corn in 1910 would pur-
chase greater quantities of all commodities by 52.4 per cent than
would one thousand bushels of corn in 1900, one thousand bushels
of wheat greater quantities by 43.8 per cent, and one thousand
bales of cotton greater quantities by 63.4 per cent. One thousand
bushels of corn would purchase in 1910 75.7 per cent more ton-
miles and 87.6 per cent more passenger-miles than would one
thousand bushels in 1900; one thousand bushels of wheat 65.8
per cent more ton-miles and 77.1 per cent more passenger-miles;
one thousand bales of cotton 88.4 per cent more ton-miles and
101.1 per cent more passenger-miles.
Conversely the purchasing power of the receipts from one thou-
sand ton-miles in 1910 of all commodities was 13.3 per cent less
than that of one thousand ton-miles in 1900, and the purchasing
power of one thousand passenger-miles was 18.8 per cent less.
(5)
RAILWAYS AND AGRICULTURE.
1900-1910.
INTRODUCTION.
Bulletin No. 39 of the Bureau of Railway Economics, entitled
'Comparison of Capital Values-Agriculture, Manufactures and
the Railways," makes certain comparisons that are concerned mainly
with the capital value of these three major industries of the United
States, and the return on capital in the case of the manufacturing
industry and the railways. The statistics of the Interstate Com-
merce Commission and the Bureau of the Census permit of a serv-
iceable comparison of the return on railway capital and manufactur-
ing capital, but there are not available data which would permit a
similar comparison with the return on capital in agriculture.
Official statistics do, however, record the output of the principal
agricultural crops, so that the output can be computed per acre.
This is the unit of area by which land is measured, and in connection
with the unit of output constitutes the basic unit for statistics of
the productivity of agriculture, that is, bushels per acre, bales per
acre, etc.
In the case of the railways, a mile of main line track may be
taken as the unit of operation and together with a unit of traffic as
constituting a basic unit for statistics of the density of railway
traffic. That is, as one ton carried one mile, i. e., a ton-mile, is a
traffic unit, and one passenger carried one mile, i. e., a passenger-
mile, is also a traffic unit, the railway output may be measured by
ton-miles per mile of main track, and by passenger-miles per mile
of main track.
The available official data permit the relation of the total agri-
cultural output of the country to the total acreage; that is, the land
under cultivation may be taken as one large farm. This for the
purposes of the present comparison may be considered the agricul-
tural plant.
The available official data also permit the relation of the total
ton-miles and the total passenger-miles to the total main track of
(7)
8
the railways; that is, the railways of the country may be taken as
one large system. The total main track for the purposes of the
present comparison may be considered the railway plant.
It is different with the manufacturing industry. Because of the
great diversity in the nature and size of manufacturing plants, the
kind of power used by them, and especially because of the in-
finite variety of the products, some of which are measured by the
yard, some by the pound or ton, and some by the dozen, and because
of other complications, it is impossible to relate the entire manu-
facturing output to the entire manufacturing plant, except in terms
of value. This is done in Bulletin No. 39.
The present study is a comparison of the increases in the plant
and output of agriculture with the increases in the plant and the
output of the railways. Bushels and bales are so different from
ton-miles and passenger-miles that there cannot be any direct com-
parison between them, but it is fair to compare in a general way
the respective ratios of increase. That is, if during an extended
period the ton-miles and the passenger-miles per mile of main track
have increased at a substantially greater ratio than have the bushels
per acre or the bales per acre of a particular crop, it is fair to say
that the railways have made greater progress in efficiency than has
agriculture as measured by that particular crop. In this way, by
considering the ratios of increase in the production per acre of the
various crops, a rough but significant and serviceable comparison
of their relative productivity can be made between agriculture and
the railways. Then, again, it is perhaps true that an acre of even
the most fertile soil does not have an elasticity of production com-
parable with the range of traffic that can be moved over a mile of
railway. The practice of European agriculture, however, demon-
strates a vastly greater productivity per acre than has been obtained
in the United States. Therefore the present comparison of the in-
crease in productivity is well within the limits of practicable achieve-
ment."
• Light is thrown on the possibilities of intensive agriculture by the records
of corn production per acre made by farmers of the United States under the
auspices of the Bureau of Plant Industry of the Department of Agriculture.
In a number of instances over 200 bushels of corn have been raised on a
single acre of land, the record for the season of 1912 being 207 bushels.
Per-acre yields of from 175 to 200 bushels are not uncommon. These records
may be contrasted with the average corn crop of the United States per acre
in 1910 of about 26 bushels. Over a century ago one Paul Hathaway raised
124.5 bushels of corn on a single acre of land in southern Massachusetts.
9
Within certain limitations increased productivity means increased
efficiency. Greater production per unit. of plant, other things equal,
means greater serviceability to the users and consumers of the
product. There are radical differences between industries however,
in the extent to which the application of human effort and of ma-
chinery and appliances increases efficiency in this sense. Before
proceeding to the comparison of the relative productivity of the
railway and the agricultural industries, attention should be directed
to differences in addition to those already pointed out.
In the railway industry so large an initial investment in fixed
plant is required in order to operate at all, that for a considerable
time after being opened for traffic the plant is likely not to be fully
utilized, and hence additional applications of labor and equipment
are rewarded by a more than proportionate increase in output. In
other words, efficiency tends steadily to increase up to the time that
the plant is completely utilized. No such large initial investment is
required in agriculture, and the point is more quickly reached where
there is even a less than proportionate reward for each new applica-
tion of capital and labor. That the point of diminishing return has
been reached in the case of many railways is undoubtedly true.
It is frequently asserted that the farmer suffers from the dis-
advantage that the quantity of land is fixed, and that he cannot
increase it at will. This impression, only in part true, probably
arises from the fact that the governmental policy of free land is
practically at an end, and that if the farmer wants more land, he
must, as does the railway when it extends its lines, invest more
capital. There is still opportunity open to the farmer to extend his
productive area.
But efforts to develop efficiency meet hampering restrictions not
alone in agriculture. Agriculture is not subject to such public regu-
lation as the railways, and in the railway field much in the way of
unproductive or relatively unproductive investment is demanded in
the public interest. These investments, being to a considerable de-
gree beyond the control of the railway, may hamper that develop-
ment of physical plant which is best fitted to handle traffic efficiently.
Again the output of the agricultural plant, eliminating natural forces,
is within the control of the farmer; within a practicable limit he can
produce as much or as little as he chooses, and hence the responsi-
bility for a large or a small product per acre within this limit is his
alone. The railway, on the other hand, performs a service, is, there-
10
fore, dependent upon patronage for its output, and hence its output
is not under its sole control. The fact that it is a service which the
public are obliged to use modifies the force of this contention, but
does not remove the fact that the intensiveness of traffic depends
largely upon the volume of traffic offered.
These fundamental differences in the character of the agricultural
and railway industries would seem on first thought to destroy the
value of any comparison of their efficiency. But it must be remem-
bered, as has been said, that the two industries are not being com-
pared directly with each other; rather the increase in the efficiency
of each is being compared over a series of years. The record for
efficiency of each industry is compared at one period with its record
at another. Account is taken of the degree in which the plant of
agriculture and the plant of the railways have been extended, of
the aggregate increases in output, of the increases in output per unit
of plant, of increases in value in relation to output, and of the rela-
tion that extensions of plant and increases in output bear to the
growth of population.
As the census of the United States is taken decennially the com-
parison cannot now be made of any more recent period than that
indicated by the years 1900 and 1910." It would not, however, be
fair to utilize the results of these two years in this comparison be-
tween the railways and agriculture, unless they were normal years.
in both industries. As to agriculture the following is the opinion.
of John L. Coulter, expert special agent for agriculture, Bureau
of the Census, expressed in an article in the Quarterly Journal of
Economics for November, 1912:
"After a very extensive study of climatic conditions and general
agricultural conditions for the two years thus necessarily selected,
I am ready to state my belief that they were typical or representa-
tive years, not abnormal in any material respect. In some districts
conditions were exceptionally bad or exceptionally good in 1899
(the farm year covered by the census of 1900), and the same was
true of 1909 (covered by the census of 1910). For the United
a The agricultural census of 1900 was taken as of the date of June 1, 1900,
and that of 1910 as of the date of April 15, 1910. The inventory statistics of
these censuses-statistics of farm land, improved land, livestock, and the like-
relate to the dates indicated. The crop statistics of each census cover as
nearly as possible the preceding calendar year-that is, the years ending De-
cember 31, 1899, and 1909. respectively. All the railway statistics in the
present study are of fiscal years ending June 30th.
II
States as a whole, and for all crops which it is possible to bring into
the analysis here presented, these years are as comparable as it is
possible to find two years any distance apart.'
It may also be said in a general way that 1900 and 1910 were
normal years for the railways of the United States. Freight
traffic showed steady and continuous increases each year from
1897 to 1907, indicating that 1900 was one of a series of normal
years; in 1908 and 1909 there was a recession, but the traffic of
1910 again presented a growth over the preceding years. Passenger
traffic increased steadily each year from 1897 to 1910.
12
COMPARISON OF PLANT.
The physical plant of the railways of the United States comprised
206,631 miles of main track in 1900. By 1910 this had grown to
266,185 miles, an increase of 59,554 miles, or 28.8 per cent.
Improved land in the farms of the United States amounted to
414,498,000 acres in 1900 and 478,451,000 acres in 1910, an increase
of 63,953,000 acres between 1900 and 1910, or 15.4 per cent."
It is evident that the railway plant has increased at nearly double
the rate of the agricultural plant. Additional light is obtained by
showing the rates of increase separately for the three principal dis-
tricts of the United States-Eastern, Southern, and Western.b
INCREASE IN RAILWAY TRack Mileage and in Improved Farm Land
Eastern, Southern, and WESTERN DISTRICTS.
Item.
Eastern district:
Railway main track...
•
1900.
64,537
Increase, 1900-1910.
1910.
A mount.
75,129
10,592
Per cent.
16.4
d 1.4
Improved farm land... 90,921,000 89,641,000 ₫ 1,280,000
Southern district:
Railway main track....
33,117 43,694
10,577
31.9
Improved farm land... 82,061,000 88,353,000
6,292,000
7.7
Western district:
Railway main track...
108,977 147,362
38,385
35.2
Improved farm land... 241,516,000 300,458,000
58,942,000
24.4
d Decrease.
a The extent to which the farmer utilizes his plant is indicated by a state-
ment of the amount of land devoted to crops, or aggregate crop area.
In
some respects crop area better represents the agricultural plant than does the
acreage of improved land, but as statistics of crop area are not available for
all agricultural products, it is not a wholly satisfactory index. The area
covered by the crops for which acreage statistics were secured by the Census
Bureau in 1910 showed an increase of 9.9 per cent over the area covered by
the same crops in 1900.
The Eastern district comprises the New England States, New York, New
Jersey, Pennsylvania, Delaware, Maryland, the District of Columbia, Ohio,
Indiana, and Michigan. The Southern district includes all the States south of
the Potomac and Ohio and east of the Mississippi rivers. The Western dis-
trict comprises the States of Illinois and Wisconsin, and all States west of the
Mississippi. As regards railway operation, the Eastern district corresponds
very closely to combined Groups I, II, and III of the teritorial classification of
the Interstate Commerce Commission; the Southern district to Groups IV
and V combined; the Western district to Groups VI, VII, VIII, IX, and X
combined. The boundaries of the groups that lie along the borders of these
districts do not always follow state boundaries; but the districts specified
above so closely correspond to the combined groups of the Interstate Com-
merce Commission that there is no appreciable variation from strict com-
parability.
13
Of the increase in improved farm land, over nine-tenths was in
the West, where new lands are being put into cultivation through
irrigation and settlement. The South shows a substantial increase,
but in the older and more closely settled East there was a decrease.
The improved land in the farms of the United States amounts to
but one-half of the total farm area. Although it must be recognized
that a certain area must always be held out of cultivation, yet it is
clear that it is not because the farmer has no more land to cultivate
that he has not enlarged his field of operations. The increase in
railway trackage was distributed over the three sections of the coun-
try, the rate being about twice as great in the South and West as in
the East.
The conclusion is clear that the railways have been extending
their plant with greater vigor than the farmers in all sections of
the United States, especially so in the older sections of the country,
east of the Mississippi River.
14
1
COMPARISON OF AGGREGATE OUTPUT.
Railway output in the United States in 1900 and 1910, expressed
in terms of ton-miles and passenger-miles, was as follows:
Output in-
1900.
1910.
255,016,910,000
32,338,496,000
Per cent of in-
crease,
1900-1910.
Ton-miles
Passenger-miles
141,596,551,000
16,038,076,000
80. I
IOI.6
The immediate comparison in the case of agriculture will be con-
cerned with the ten principal crops, those which enter into uni-
versal use and consumption and constitute over 80 per cent of the
value of all crops-corn, wheat, oats, barley, rye, buckwheat, po-
tatoes, hay and forage, tobacco, and cotton. The area devoted to
these ten crops in 1900 aggregated 274,380,000 acres, while in 1910
it was 297,865,000 acres. This area of the ten crops, representing
over four-fifths of the total crop area of the United States both in
1900 and 1910, increased 23,485,000 acres during the decade, or 8.6
per cent.
The increases in the respective crops are shown by the following
table:
•
•
Corn (bushels)..
Wheat (bushels)...
Oats (bushels) .
Barley (bushels)
Rye (bushels)...
• •
Buckwheat (bushels)..
119,635,000 173,344,000
Production in-
1900.
1910.
2,666,324,000 2,552,190,000
658,534,000 683,379,000
943,389,000 1,007,143,000
Per cent of
increase,
1900-1910.
d 4.3
3.8
6.8
44.9
25,569,000
29,520,000
15.5
II,234,000
14,849,000
32.2
Potatoes (bushels)
•
273,318,000
389,195,000
42.4
Hay and forage (tons)
79,252,000
97,454,000
23.0
Tobacco (pounds)..
868,113,000 1,055,765,000
21.6
Cotton (bales)..
9,535,000 10,649,000
11.7
d Decrease.
The rate of increase in gross railway output, between 1900 and
1910, is shown to be from 80 to 100 per cent. The increase in
the output of the ten crops combined, each crop being assigned a
weight proportionate to its acreage, was about nine per cent.
15
COMPARISON OF OUTPUT PER UNIT OF PLANT.
It may be asserted as a general principle that an increase in out-
put per unit indicates a gain in efficiency.
However, this statement is subject to qualifications, for a loss in
output per unit does not always denote lowered efficiency. Agri-
culture is affected directly and railway operation indirectly by
climatic changes, seasonal variations, and calamities of one kind
or another-factors that can neither be anticipated nor controlled.
The pushing of agriculture into new fields may for a time increase
output per unit, while the extension of railway lines into new terri-
tory may temporarily decrease output per unit, yet in neither case
does this influence play any necessary part in determining for the
time being the actual efficiency of operation.
With this condition clearly in mind, it will be interesting to com-
pare the output of agriculture and railways per unit of plant.
Railway output per mile of main track in 1900 and in 1910 was
as follows:
Ton-miles
Passenger-miles
•
RAILWAY OUTPUT PER MILE.
Output per mile of
main track in-
Per cent of in-
crease,
1900-1910.
1900.
1910.
685,263
77,617
958,044
121,489
39.8
56.5
The output per acre of the ten crops in 1900 and 1910 and the
rates of increase or decrease during the decade are indicated in the
following table:
OUTPUT PER ACRE.
1900.
1910.
28.1
25.9
12.5
15.4
Per cent of in-
crease, 1900-1910.
d7.8
23.2
31.9
28.6
d 10.3
26.8
22.5
d 16.0
12.4
13.4
8.0
13.9
16.9
21.5
•
93.0
106. I
14. I
1.285
I.345
788.1
815.3
4.7
3.5
0.393
0.332
d 15.5
Corn (bushels) ……..
Wheat (bushels)
Oats (bushels)
• •
Barley (bushels)
Rye (bushels)
Potatoes (bushels)
Buckwheat (bushels)..
Hay and forage (tons)..
Tobacco (pounds).
Cotton (bales).
d Decrease.
16
The rate of increase in railway efficiency from 1900 to 1910,
measured by the increase in traffic per mile of main track, is shown
to be 39.8 per cent in respect to ton-miles and 56.5 per cent in
respect to passenger-miles-that is, the increased efficiency of rail-
way operation as a whole was not less than 40 per cent for the
decade. When each crop is given a weight proportionate to its
acreage, it will be found that the average of the increases and de-
creases in the output per acre for the ten crops combined shows a
decrease of about one per cent. None of the ten crops shows as
great an increase in output per acre as 40 per cent, while the out-
put per acre of four of the ten crops decreased.
The highest rate of increase of any of the ten crops was that
of wheat, the production per acre increasing 23.2 per cent. The
reason for this increase should be carefully noted. Had the land
devoted to wheat remained the same in quality, this would have
indicated a real increase in output. But as a matter of fact the rate
of average increase is due in part, probably, to the fact that the
later year was a somewhat better crop year for wheat than the
earlier, and in part, also, to the withdrawal of poorer wheat land
from wheat cultivation in the East and South during the decade,
and the substitution of newer and better for older and poorer wheat
land in the West. In a number of states the extent of the transfer
of land planted in wheat in 1900 to other crops or to pasturage in
1910 is very striking, and the fact that in practically all such states
the average output of wheat per acre increased during the decade
proves that it was the poorer wheat land that was so transferred.
For example, the wheat area of Minnesota decreased three million
acres between 1900 and 1910, or over 50 per cent, while the average
of wheat per acre rose from 14.5 bushels to 17.4 bushels; in Ohio
the wheat area decreased 1,400,000 acres, or 43 per cent, while the
average production per acre rose from 15.7 bushels to 16.8 bushels;
in Indiana the wheat area decreased 810,000 acres, or 28 per cent,
while the average per acre rose from 12.1 bushels to 16.3 bushels.
These examples can be multiplied to include nearly all the states
whose wheat acreage decreased.
Buckwheat production per acre increased 21.5 per cent; potato
production per acre increased 14.1 per cent; rye, hay and forage
and tobacco showed small increases-less than ten per cent-while
in the case of four crops-corn, oats, cotton, and barley-there
were decreases in production per acre. Without exception the in-
17
crease in railway efficiency between 1900 and 1910, as measured
by increased output per mile, seems to have been greater than the
increase in the efficiency in the production of the ten crops. Four
of the crops decreased in output per acre, indicating not only that
there was no gain in efficiency of production, but probably an actual
loss.
Comparison by Geographical Districts.
That the same general conclusion is applicable to each of the
three great geographical districts of the United States-Eastern,
Southern, and Western-is made clear by the comparison given
below. Wherever it appears that one of the three districts produced
less than a tenth of the total output of any one of the ten crops, the
production of that crop per unit is not shown for that district.
OUTPUT PER UNIT.
Eastern District.
1900.
1910.
Per cent of in-
crease, 1900-1910.
Railways:
Ton-miles
Passenger-miles
Agriculture:
Corn (bushels)
Wheat (bushels)
Oats (bushels)..
Rye (bushels)
•
Buckwheat (bushels)..
Potatoes (bushels)
Tobacco (pounds)..
Railways:
Ton-miles
• ·
1,162,810 1,664,134
•
134,689 191,669
43.I
42.3
36.9
37.3
I.I
13.7
17.3
26.3
33.6
29.3
d 12.8
12.9
13.7
6.3
14.3
17.5
22.6
92.0
113.3
23.2
Hay and forage (tons)...
1.175
I.305
II.I
1004.8
970.8
d 3.4
Southern District.
516,251
774,487
50.0
Passenger-miles
45,340
73,762
62.7
Agriculture:
Corn (bushels)...
15.7
16.8
7.0
Tobacco (pounds)
725.9
767.3
5.7
Cotton (bales)....
0.395
0.386
d2.3
Western District.
Railways:
Ton-miles
453,841
652,486
43.8
Passenger-miles
Agriculture:
Corn (bushels).
53,636
99,860
86.2
30.9
26.7
Wheat (bushels)..
Oats (bushels)
Barley (bushels)
12.8
15.4
d 13.6
20.3
33.5
29.7
d 11.3
26.8
22.5
d 16.0
Rye (bushels)..
Potatoes (bushels).
Hay and forage (tons)
Cotton (bales).
¿Decrease.
12.8
14.2
II.4
97.5
IOI.9
4.5
I.370
I.404
2.5
· •
0.390
0.272
d 30.3
18
In the Eastern district the gain in railway efficiency ranged
above 40 per cent. The efficiency of production of the eight crops,
which were raised in sufficient quantities in the Eastern district to
warrant comparison with the railways of that district, without
exception increased at a lower rate than the 40 per cent of the rail-
ways.
For the Southern district comparison is made between railways
and the three principal crops of that district-cotton, tobacco, and
corn. Railway efficiency as a whole increased something more than
50 per cent. The corn and tobacco crops show small increases in
efficiency measured by production per acre-less than 10 per cent-
while the cotton crop shows a slight decrease in per-acre production,
indicating no gain in efficiency of cultivation and handling.
Comparison is offered for the Western district between the rail-
ways and eight crops. Railway efficiency as a whole may con-
servatively be said to have gained more than 45 per cent. Of the
four crops showing increased efficiency, no one has as high a rate
of increase as this in output per acre, and four crops show de-
creases in output per acre.
Conclusion of Comparison of Output.
While emphasis must again be laid on the fact that the foregoing
comparisons are not absolute and are at best of the most general
type, yet the constancy with which the rate of increase in the pro-
duction per acre of the several crops has lagged behind the rate of
increase in railway traffic per mile of main track is significant.
The same tendency is shown when attention is directed to all the
crops of the United States for which returns of acreage and pro-
duction for 1900 and 1910 are available. The following table
covers all the crops for which the indicated data are given in rè-
ports of the Census Bureau:
19
PER CENT OF INCREASE: 1910 OVER 1900.
Crop.
Total
Acreage.
Total
Output.
Cereals
3.5
1.7
Other grains and seeds (beans, peas, peanuts,
and flaxseed)..
24.6
23.4
Hay and forage.
17.2
23.0
• •
Tobacco
17.6
21.6
Cotton
32.0
11.7
Sugar-beets
230.5
395.7
Sorghum and sugar-cane.
Broom corn..
35.4
29.0
• •
82.6
d
13.2
d
Hemp
Hops
Potatoes
•
52.3
d 36.3
d 19.6
d 17.3
24.8
42.4
19.3
39.3
d 12. I
d 7.9
Sweet potatoes and yams.
Small fruits (strawberries, blackberries,
raspberries, cranberries, etc.)...
d Decrease.
Scrutiny of this table will show that the cereal crops, to which
over three-fifths of the total crop area is devoted, did not quite hold
their own, acreage increasing at a slightly higher rate than output.
The general conclusion warranted by the table, when the importance
of each crop is considered in connection with its relative increase
in acreage and output, is that the crop production of the United
States increased at no greater rate from 1900 to 1910 than did the
crop area.
The same fact is presented from a different angle by
the Census Bureau in the statement that there was practically no
difference in the average quantity of crops produced per acre in
1900 and 1910. In contrast is the record of the railways, in which
the increase of 28.8 per cent in miles of main track was far less
than the increases of 80.1 per cent in ton-miles and 101.6 per cent
in passenger-miles; that is, the average output per mile of main
track in 1910 was considerably greater than in 1900.
That the efforts put forth by the farmers of the United States
during the past decade have only barely maintained the production
of crops at the same level, without leading to any appreciable in-
crease in efficiency of production, is the opinion expressed by John
L. Coulter, in the article cited in the introduction. He says: "It is
true that the hope has been, and I believe I may say that the belief
has been, that agriculture was increasing rapidly, if not keeping
pace with the increase of population. The people of the United
States have been more than willing to supply the Department of
Agriculture, State agriculture experiment stations, and a great
20
variety of agricultural schools, colleges, and lecturers with all of the
funds necessary, believing that all this pointed towards a larger pro-
duction of goods as a basis for the food, beverage, and clothing
supply of our people. Hundreds of millions of dollars have been
expended for this purpose. It may seem that this expenditure has
been in vain, since the average production of agriculture has not
increased. But without it doubtless there would have been far-
reaching decreases due to depreciation of the soil and failure of the
farmers to maintain the average production secured when they first
took charge. Tho hundreds of millions of pages of literature have
been distributed among farmers; only a small percentage has act-
ually been read, and only a small percentage of that read has been
put into practice. It has taken almost all, if not all, of the educa-
tion which has reached the farmers to date to prevent any down-
ward movement in the quantity produced per acre of land actually
cultivated."
21
CROP VALUES AND PURCHASING POWER.
In the light of this agricultural record, which shows an absence
of increased efficiency in crop production, it is of interest and sig-
nificance to note the extraordinary increase in agricultural prices
and, in consequence, of the capital value of the agricultural in-
dustry.
According to the United States Department of Agriculture the
average value of an acre's output of the ten important crops of
the United States was $9.13 in 1899 and $15.51 in 1911, an in-
crease of $6.38, or 69.9 per cent.
The details for each individual crop are as follows:
Corn
Wheat
Oats
Barley
•
•
Rye
Buckwheat
•
Potatoes
Hay
Tobacco
Cotton
Crop.
Value of an acre's
output, 1911.
Per cent of in-
crease over 1899.
$14.79
73.8
10.96
50. I
10.98
38.3
18.38
70.2
12.96
105.1
15.29
97.5
64.60
78.1
11.38
11.8
84.13
61.7
20.32
52.3
Compared with the prices of things which farmers buy, the pur-
chasing power of the crop of an average acre was greater in 1911
than in 1899 by 41.6 per cent. In other words, while there has been
an increase in the market prices of such commodities as the farmer
purchases in considerable quantity, the increase in the prices he
receives for his crops has been so much greater that his purchasing
power has been increased in considerably greater proportion. Ex-
pressing this situation in terms of the several important crops, the
purchasing power of an average acre's output of corn in 1911 was
50.7 per cent greater than in 1899; that of an average acre's output
of wheat was 30.2 per cent greater than in 1899; that of an average
acre's output of cotton was 32.3 per cent greater than in 1899.
This comparison of a farmer's purchasing ability at different
periods has been carried a step further by the Department of Agri-
culture, to apply to specific commodities purchased and used by the
farmers of the United States. While many of these commodities
vary widely in grade, quality, or size, that grade or quality has in
22
each case been selected which represents what is most generally sold
to farmers, and the comparisons from year to year are always of
retail prices of the same grades or qualities.
The following table shows the increase in purchasing power in
1911 over that of 1899 of the output of the average acre of corn,
wheat, cotton, and of all crops, respectively, in terms of these
specific commodities.
PER CENT OF INCREASE, 1911 OVER 1899, IN THE PURCHASing Power
Of these Commodities-
By an average acre's output of-
Corn. Wheat. Cotton. All crops.
Coal-oil ...
112
83
86
99
Coffee
Flour
Lard
II
d 4
d 3
33
20
25
8
Salt
•
Sugar
Tin pails.
44
23
Do you
4
18
25
ΙΟ
18
26
35
37
19
20
29
•
63
4I
43
53
Overalls
·
30
13
14
23
Calico
33
15
16
Axes
60
38
40
Nails
68
45
47
Shovels
57
37
38
Steel wire..
70
47
49
Hose
•
46
26
27
Lime
47
28
29
38
Paints
9
d
7
d 4
Twine
71
48
50
61
Stoves
SI
30
32
42
Harness
45
20
22
Wagons-single
55
34
35
46
Wagons-double
42
23
24
waw BOA ww gacica
25
50
58
48
60
37
4
30
d Decrease.
The 21 representative commodities entered in this table were
taken from a list of 83 commodities in the report of the Department
of Agriculture. Between 1899 and 1911 the purchasing power of
the output of the average acre of crops increased in the case of 82
of these 83 staple commodities—that is, the price received for an
average acre's crop rose at a greater rate than the price paid for
these commodities. The only commodity, the price of which rose.
faster than the prices of agricultural products, was brooms. This
increase in the purchasing power of the farmer took place in face of
the fact that the prices of 79 of the 83 commodities advanced,
23
POWER OF Average Acre'S CROP TO PURCHASE TRANSPORTATION
The amount of transportation purchasable by the output of an
average acre of these same crops in 1899 and 1911 is shown in the
following table:
Corn.
Wheat.
Cotton.
All crops.
Ton-miles....
Passenger-miles
1899 1911 1899 | 1911 | 1899 | 1911 | 1899 | 1911
| |
1175 1954 1008 1448 1843 2684 1261
442 749 379 555 693 1029 474 786
2049
The percentages of increase in the amounts of transportation
purchasable with the average output of an acre are as follows:
Ton-miles
Passenger-miles
Corn.
Wheat.
Cotton.
All crops.
66.3
69.5
43.7
46.4
45.6
62.5
48.5
65.8
PURCHASING Power of 1,000 CROP UNITS AND 1,000 TRAFFIC Units
Taking the purchasing power of the farm value in 1900 of 1,000
bushels of the crops indicated, and of 1,000 bales in the case of cot-
ton, as 100, the relative quantities of the commodities named below
purchasable at wholesale with 1,000 bushels of the same crops and
1,000 bales of cotton in 1910 are as indicated in the following table:
RELATIVE PURCHASING POWER IN 1910
Of these commodities.
Farm products..
Food
Cloths and clothing.
Fuel and lighting.
Metals and implements...
•
Lumber and building materials.
Drugs and chemicals..
House-furnishing goods..
Miscellaneous
All commodities.
Ton-miles
Passenger-miles
•
• •
By 1,000 bushels of-
Seven
Cotton
Corn.
Wheat.
food
(bales.)
crops.
120.7
114.0
100.I
129.5
146.9
138.7
121.9
157.5
156.7
147.9
130.0
168.0
175.0
165.2
145.I
187.6
170.2
160.6
141.2
182.5
137.0
I29.4
113.7
147.0
•
179.4
169.4
148.9
192.4
•
172.5
162.9
143.I
185.0
149.7
141.3
124.2
160.5
152.4
143.8
126.4
163.4
175.7
165.8
145.7
188.4
187.6
177.I
155.6
201.I
Taking the purchasing power of the receipts of the railways from
1,000 ton-miles and 1,000 passenger-miles in 1900 as 100, the relative
quantities of the commodities named below purchasable at whole-
sale with 1,000 ton-miles and 1,000 passenger-miles respectively in
1910 are as indicated in the following table:
24
RELATIVE PURCHASING POWER IN 1910
Of these commodities.
By the Receipts from-
1,000 ton-miles. 1,000 passenger-
Farm products.
Food...
Clothes and clothing.
Fuel and lighting..
•
Metals and implements
•
·
•
Lumber and building materials.
Drugs and chemicals..
House-furnishing goods
•
Miscellaneous
All commodities...
miles.
1900.
1910.
1900. 1910.
ΙΟΟ
68.7
100
64.4
100
83.6
100
78.3
100
89.2
100
83.5
100
99 6
100
93.3
100
96.9
100
90.7
100
• • •
78.0
100
73.I
100
102. I
100
95.7
100
98.2
100
92.0
100
85.2
100
79.8
100
86.7
100
81.2
The purchasing power of the value of 1,000 bushels of corn has
risen from 100 in 1900 to 152.4 in 1910, an increase of 52.4 per cent;
similarly the purchasing power of wheat has risen from 100 to 143.8,
or 43.8 per cent; the purchasing power of cotton has risen from 100
to 163.4, or 63.4 per cent; the purchasing power of the seven prin-
cipal food crops, covered by earlier tables, has risen from 100 to
126.4, or 26.4 per cent. The purchasing power of the receipts from
1,000 ton-miles has fallen from 100 in 1900 to 86.7 in 1910, a de-
crease of 13.3 per cent; the purchasing power of the receipts from
1,000 passenger-miles has fallen from 100 in 1900 to 81.2 in 1910,
a decrease of 18.8 per cent. These statistics have reference to pur-
chasing power in general-i. e., power to purchase all commodities.
When specific groups of commodities are considered, such as food,
clothing, and the like, it is perceived that the purchasing power of
the various crops indicated largely increased during the decade,
while the power of the receipts from ton-miles and passenger-
miles to purchase these same commodities with but one exception
decreased.
The increase in the purchasing power by crops of transportation
is of course explained by the fact that in contrast to the rapid in-
crease in the average value of farm products during the period,
there has been no more than a slight variation in average receipts
per ton-mile and in average receipts per passenger-mile.
25
Correlative with the increase in value of farm crops, and in large
measure as a direct result of such increase, the value of farm prop-
erty greatly increased during the decade ending in 1910. This
value as a whole, including land, buildings, implements and ma-
chinery, and livestock, increased 100.5 per cent, or practically dou-
bled. The value of farm land alone increased 118.1 per cent, an
increase in average value per acre of 108.1 per cent.
In the same
period the cost of road and equipment of the railways increased 40.2
per cent, their gross capitalization increased 60.3 per cent, and their
net capitalization increased 63.3 per cent.
NOTE. In the preceding paragraphs retail prices as computed by the Depart-
ment of Agriculture have been used for the comparison between 1899 and
1911. The fact that such prices were not computed for 1900 compels the
utilization of wholesale prices for the comparison between 1900 and 1910.
26
SERVICE OF AGRICULTURE AND THE RAILWAYS IN
RELATION TO THE GROWTH OF POPULATION.
There is another basis upon which the comparison of the devel-
ment and efficiency of the great industries that serve the people of
this country should be made; this is in relation to the growth of the
population. That is, as the service of agriculture and the railways
is to the whole people, it is appropriate and significant to measure
that service in relation to the population to which it is rendered.ª
For example, the production of 25,000,000 more bushels of wheat
in 1910 than in 1900 might seem a gratifying increase. But an ad-
dition of sixteen million to the population reduced the per capita
supply in 1910 to eighty-six per cent of what it was in 1900. And
so also should facilities of the railways be measured. There was
an increase of 25 per cent in the miles of line, 29 per cent in
the miles of main track, and 36 per cent in the miles of all tracks
between 1900 and 1910. But if the comparison be made in relation
to the population we find that in 1900 there were 2.53 miles of line
for each one thousand inhabitants, and in 1910 2.62 miles of line, an
increase in proportion to population of only 3.4 per cent. Miles of
main track on the same basis increased 6.4 per cent, and the miles
of all tracks 12.3 per cent.
The following tables bring out the ratio of increase in plant and
output of the agricultural industry and in the plant and output of
the railways in relation to the population.
• Part of the crops are exported and part of the traffic of the railways is
for export. As exported products are bartered for imports, or enter into the
settlement of international balances, it is not considered unfair to include
the export traffic in the aggregates of production and service that are related
to the population.
27
ACREAGE OF AGRICULTURE PER 1,000 INHABITANTS.
•
Corn
Wheat
Oats
Barley
• •
•
Rye
Buckwheat
Potatoes
(Ten Principal Crops.)
1900.
1,248.9
692.0
388.7
58.8
1910.
Per cent of
increase.
d 14.4
d 30.5
d 1.7
42.3
1,069.7
481.3
382.3
83.7
d 11.7
111
27.0
10.6
38.7
23.9
9.5
39.9
785.9
Hay and forage.
811.8
Tobacco
Cotton
14.5
319.4
14. I
348.4
d 10. I
3.I
d 3.2
d 2.9
9.I
d Decrease.
TRACK AND EQUIPMENT OF THE RAILWAYS PER 1,000 INHABITANTS.
Miles of line..
1900.
1910.
Per cent of
increase.
2.534
2.619 3.4
2.719
2.894
6.4
3.405
3.825 12.3
.496
.641
29.2
17,275.8
70.8
17.97
23.21 29.2
a 556.5
832.6
49.6
.457
.512 12.0
Miles of main track.
•
Miles of all track.
Locomotives (number)
• •
Locomotive tractive power (lbs.).. a 10,112.6
Freight cars (number).
Freight car capacity (tons)...
Passenger cars (number)
..
• 1902.
The acreage of seven of the ten crops under consideration de-
creased between 1900 and 1910 in relation to the population. These
crops were corn, wheat, oats, rye, buckwheat, hay and forage, and
tobacco. The remaining three crops show increases in acres planted
per thousand inhabitants, namely, barley, potatoes, and cotton. The
acreage of these three crops with the exception of cotton is com-
paratively small. All the track and equipment factors of railway
operation in the United States increased between 1900 and 1910 in
relation to population. The increases in mileage have already been
indicated. Locomotives per thousand inhabitants increased 29.2
per cent and the tractive power of locomotives 70.8 per cent; freight
cars per thousand inhabitants increased 29.2 per cent and their ca-
pacity in tons 49.6 per cent, while passenger cars per thousand in-
habitants increased 12 per cent.
The next two tables present the increase or decrease in output of
agriculture, and the increase in output of the railways, in relation
to population, during the decade 1900 to 1910.
28
OUTPUT OF AGRICULTURE PER 1,000 INHABITANTS.
(Ten Principal Crops.)
1900.
1910.
Corn (bushels)....
Wheat (bushels)
Oats (bushels)
Barley (bushels)
Rye (bushels).
•
35,085.7
27,749.6
•
8,665.5
7,430.3
Per cent of
increase.
d 20.9
d 14.3
12,413.9
10,950.5
d 11.8
II.8
1,574.3
1,884.7
19.7
336.5
321.0
d 4.6
Buckwheat (bushels)
• •
147.8
161.5
9.2
Potatoes (bushels)
3,596.5
4,231.7
17.7
Hay and forage (tons)..
1,042.9
1,059.6
1.6
Tobacco (pounds).
II,423.4
II,479.2
0.5
Cotton (bales)..
125.5
115.8
d 7.7
d Decrease.
OUTPUT OF THE RAILWAYS PER 1,000 INHABITANTS.
Per cent of
increase.
Ton-miles
Passenger-miles
1900.
1910.
1,863,256
211,042
2,772,759
351,611
48.8
66.6
The output of five of the ten crops increased in relation to popu-
lation during the ten years ending 1910. The largest increase per
thousand inhabitants was that of barley, which was 19.7 per cent.
Potato production per thousand inhabitants increased 17.7 per cent,
and the production of buckwheat, hay and forage, and tobacco less
than ten per cent. The remaining five crops decreased in output
as related to population, rye showing a decrease of 4.6 per cent per
thousand inhabitants, cotton of 7.7 per cent, oats of 11.8 per cent,
wheat of 14.3 per cent, and corn of 20.9 per cent. The output of
the railways for the same period increased per thousand inhabitants,
ton-miles by 48.8 per cent and passenger-miles by 66.6 per cent.
The value of the output of these ten crops and of that of the rail-
ways in relation to population is shown in the next two tables.
Value in the case of agriculture is the farm value, that is, the esti-
mated price at the farm for the crops. In the case of the railways
value represents the receipts for handling traffic, and is expressed in
terms of freight and passenger revenue.
29
VALUE OF THE TEN CROPS PER 1,000 INHABITANTS.
Corn
Wheat
Oats
Barley
Rye
•
·
Buckwheat
Potatoes
•
Hay and forage
Tobacco
Cotton
•
•
1900.
1910.
Per cent of
increase.
$10,898
$15,641
43.5
4,868
7,151
46.9
2,857
4,509
57.8
548
1,005
83.4
162
222
37.3
76
ΙΟΙ
34.I
1,295
1,810
39.8
6,372
8,959
40.6
750
1,134
51.2
4,260
7,650
79.6
VALUE OF OUTPUT OF THE Railways per 1,000 INHABITANTS.
Freight revenue.
Passenger revenue.
$13,807
4,260
$20,936 51.6
6,839
60.6
The average value of the ten crops per thousand inhabitants in-
creased 50.2 per cent. It should be noted that this relative increase
in the farm value of crops has been due entirely to the increased
prices received by farmers. The five crops that relatively increased
in quantity increased in value at a far greater ratio, and the value of
the remaining five crops materially increased, notwithstanding the
decrease in quantity. In the case of the railways, however, the in-
crease in revenues per thousand inhabitants is about the same as the
increase in ton-miles and passenger-miles, indicating that the in-
creased revenues were due almost entirely to the increase in traffic.
This contrast is presented graphically on the next page.
30
The following diagram shows the increases or decreases in quantity per inhabitant, and the concurrent
increase in value per inhabitant, of the ten principal crops, and of railway traffic, expressed in percentages.
OUTPUT
1900-1910
VALUE
DECREASE
20%
10%
INCREASE
10%
20%
AGRICULTURE
30%
40%
50%
60%
70%
80%
CORN
WHEAT
OATS
BARLEY
RYE
BUCKWHEAT
POTATOES
HAY AND FORAGE
TOBACCO
COTTON
RAILWAYS
TON-MILES
FREIGHT-REVENUE
-
PASSENGER MILES
PASSENGER-REVENUES
THIUMITUT
3I
The foregoing diagram presents output and value in relation to
population. The situation in detail in respect to three of the most
important crops is as follows:
The cotton production in 1900 was of 125.5 bales per thousand
inhabitants; in 1910 it was 115.8 bales, a decrease in the quantity
of cotton per thousand inhabitants of 7.7 per cent. The value of
the cotton crop, however, which was $4,260 per thousand persons
in 1900, had risen to $7,650 in 1910, an increase of 79.6 per cent.
That is, while cotton production had fallen off 7.7 per cent per
inhabitant, the value of the product had increased 79.6 per cent per
inhabitant.
There were produced in 1900 8,666 bushels of wheat per thou-
sand inhabitants, while in 1910 there were produced but 7,430,
a falling off in bushels per thousand inhabitants of 14.3 per cent.
The value of the wheat crop, however, that was $4,868 per thou-
sand inhabitants in 1900, had risen to $7,151 in 1910, an increase of
46.9 per cent. That is, while the wheat crop had decreased 14.3
per cent per inhabitant, its value increased 46.9 per cent per inhab-
itant.
The corn crop amounted in 1900 to 35,086 bushels per thousand
inhabitants, but had dropped by 1910 to 27,750 bushels, a decrease
in quantity of 20.9 per cent. The value of the corn crop, however,
that was $10,898 per thousand inhabitants in 1900, was $15,641 in
1910, an increase of 43.5 per cent. That is, while the quantity of
the corn crop had fallen off 20.9 per cent per inhabitant, its value.
had increased 43.5 per cent per inhabitant.
An incidental point in this connection is that the railways are
dependent to a very great extent on the farm products of the coun-
try for their traffic.
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
(Continued from page 2 of cover.)
26. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1911.
27. Summary of Revenues and Expenses of Steam Roads in the United States
for November, 1911.
28. Effect of Recent Wage Advances upon Railway Employees' Compensation
during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to Traffic
and Revenue, 1909-1910-1911.
29. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1911.
30. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1912.
31. Railway Traffic Statistics, 1900-1910.
32. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1912.
33. Summary of Revenues and Expenses of Steam Roads in the United States
for March, 1912.
34. A Comparative Study of Railway Wages and the Cost of Living in the
United States, the United Kingdom, and the Principal Countries of
Continental Europe
35. Summary of Revenues and Expenses of Steam Roads in the United States
for April, 1912.
36. Summary of Revenues and Expenses of Steam Roads in the United States
for May, 1912.
37. Summary of Revenues and Expenses of Steam Roads in the United States
for June, 1912.
38. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1912.
39. Comparison of Capital Values-Agriculture. Manufactures, and the Rail-
ways.
40. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1912.
41. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1912.
42. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1912.
43. Summary of Revenues and Expenses of Steam Roads in the United States
for November, 1912.
44. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1912.
45. Railways and Agriculture, 1900-1910.
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the United States
for the Scientific Study of Transportation Problems
LOGAN G. McPHERSON
DIRECTOR
FRANK HAIGH DIXON
STATISTICIAN
The Arguments For and Against
Train-Crew Legislation
Bulletin No. 53
WASHINGTON, D. C.
1913
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
1. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1910. (Monthly Report Series, Bulletin No. 1.)
2. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1910. (Monthly Report Series, Bulletin No. 2.)
8. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1910. (Monthly Report Series, Bulletin No. 3.)
4. A Comparative Statement of Physical Valuation and Capitalization.
5. Preliminary Bulletin for November, 1910-Revenues and Expenses.
& Railway Traffic Statistics, 1900-1909.
(See No. 31.)
7. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1910. (Monthly Report Serles, Bulletin No. 4.)
8. Summary of Revenues and Expenses of Steam Roads in the United States
for November, 1910. (Monthly Report Series, Bulletin No. 5.)
9. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1910. (Monthly Report Series, Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1911.
11. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1911.
18. Summary of Revenues and Expenses of Steam Roads in the United States
for March, 1911.
14. Summary of Revenues and Expenses of Steam Roads in the United States
for April, 1911.
15. The Conflict Between Federal and State Regulation of the Railways.
16. Summary of Revenues and Expenses of Steam Roads in the United States
for May, 1911.
17. (Out of Print.)
18. (Out of print.)
19. Summary of Revenues and Expenses of Steam Roads in the United States
for June, 1911.
20. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
22. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1811.
23. (Out of print.)
24. Comparative Railway Statistics of the United States. the United King
dom, France, and Germany.
25. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1911.
26. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1911.
27. Summary of Revenues and Expenses si Steam Roads ln the United States
for November, 1811.
(Continued to page 3 of cover.)
The Arguments For and Against
Train-Crew Legislation
WASHINGTON, D. C.
October, 1913
CONTENTS.
Page
Introduction ..
3
Changing Conditions of Train Operation....
Development of Air-Brakes and Automatic Couplers....
Increase in Trainloads.
•
Train Crews under Present Conditions..
Passenger Service...
Freight Service...
Effects of Train-crew Legislation..
Increase of Operating Expenses..
Issues Involved in Train-crew Legislation.
Number of Trainmen for Work Performed.
Train Crews and Accidents.
Accidents to Trainmen during Year 1912.
In Connection with Train Operation.
In Connection with Train Accidents.
Accidents to Trainmen from 1901 to 1912..
6
7
9
II
II
12
15
15
18
20
•
23
23
23.
•
25
26
Accidents to Long Freight Trains..
Accidents to all Persons..
30
31
Train-crew Legislation as Affecting the Provision of Safety
Appliances
Train-crew Legislation Vetoed by Governors.
Governor Cruce's Veto Message-1913.
33
34
•
34
Governor Hughes' Veto Message-1907.
Governor Dix's Veto Message—1911.
Governor Foss's Veto Message—1912.
Addendum
•
•
35
36
36
37
INTRODUCTION.
Within recent years, numerous bills to regulate the number of men
that railways must employ in their train crews have been introduced
in the state legislatures and in Congress. These measures are com-
monly known as "full-crew bills." They specify, sometimes the
number of men that must be employed on passenger trains; some-
times the number of men that must be employed on freight trains;
sometimes the number that must be employed in switching service;
and sometimes the number that must be employed in all of these
classes of service. Such measures have become laws in twenty
States, namely, Arizona, Arkansas, California, Connecticut, Indi-
ana, Maryland, Missouri, Nebraska, Maine, Nevada, New Jersey,
New York, North Dakota, Ohio, Oregon, Pennsylvania, South Caro-
lina, Texas, Washington, and Wisconsin. In some cases they merely
require the employment of the number of men that it is customary
for the railways to employ, existing practice not being affected. In
at least twelve States these laws compel the employment of addi-
tional men. Within the last four years, eight bills have been pre-
sented in Congress, each of which would have compelled the em-
ployment of more men; but no federal train-crew law has yet been
enacted.
The first efforts to secure train-crew legislation date back a num-
ber of years, and these efforts have been continued with great energy
and perseverance. For example, a bill was introduced in the Massa-
chusetts Legislature in 1902 and defeated. It was again introduced
in 1903 and 1904 and defeated in both years. It reappeared in 1908.
On this occasion the legislature referred the whole matter to the
State Railroad Commission for investigation. The commission,
after inquiry, reported that if the officers of the railways would see
that the provisions of the Standard Code of operating rules were en-
forced, and make some changes in methods locally, legislation would
be unnecessary. The bill was again introduced in 1909 and defeated.
It was again introduced in 1912, and this time was passed by both
houses. Governor Foss vetoed it; whereupon an unsuccessful at-
tempt was made to pass it over his veto. Later, the Board of Rail-
road Commissioners issued several recommendations regarding the
manning of trains, with which all the roads at once complied.
(3)
4
Both state and federal bills have been introduced from time to
time at the instance of railway labor organizations, the chief pro-
moter of such legislation being the Brotherhood of Railroad Train-
men. The legislative representatives of the brotherhoods have re-
peatedly announced that their members would vote against law-
makers who did not support the measures they demanded. Many
members of the Brotherhood itself have not favored, or have
been opposed to, the proposed legislation. But opposition on their
part is now stopped by a resolution of the Brotherhood to the effect
that its members cannot sign petitions against labor legislation, "nor
interfere with the work of their legislative representatives, without
violating the law of the. Brotherhood, which would mean expulsion
for the offending party.”
The labor brotherhoods and the members of state legislatures
and of Congress who have favored such legislation have advocated
it chiefly on the ground that the employment of more men in train
service is necessary to the safety of railway employees and passengers.
Such legislation has been opposed by officers of the railways, by
many commercial and agricultural organizations, and by many mem-
bers of state legislatures and of Congress on the ground that it does
not increase the efficiency or safety of railway operation or otherwise
benefit the public, and hence that it does add unnecessarily to rail-
way expenses. Therefore, railway managers have in several cases
urged state governors to veto such measures. In New York and
Missouri the governors, notwithstanding earnest protests from rail-
way officers, signed the bills as passed by the legislatures and issued
statements indicating their belief that they would promote safety and
were therefore in the public interest. On the other hand, Governor
Sulzer's two immediate predecessors, Governors Hughes and Dix,
vetoed train-crew bills that had been passed by the New York
legislature. Governor Cruce of Oklahoma, Governor Foss of
Massachusetts, and Governor Harmon of Ohio also have vetoed
similar bills, on the ground that general legislation requiring the
railways to employ additional men on trains was undesirable. But
in all except Massachusetts and Oklahoma subsequent enactments
2
'From "The Railroad Trainman," the official publication of the Brotherhood
of Railroad Trainmen, for May, 1913, p. 465.
'In Missouri the railroads circulated a referendum petition, and secured
enough signatures to have the measure submitted to a vote of the people,
which cannot be taken before October, 1914.
5
have been approved. A number of state legislatures have also re-
fused to pass train-crew bills: of these are the legislatures of Colo-
"rado, Delaware, Florida, Georgia, Illinois, Iowa, Kansas, Kentucky,
Louisiana, Michigan, Minnesota, Mississippi, Montana, New Hamp-
shire, New Mexico, North Carolina, South Dakota, Tennessee, Utah,
Virginia, West Virginia, and Wyoming.
In a movement concerning which there is such wide diversity of
opinion it is desirable that there should be the fullest information
as to the views both of those who advocate and of those who oppose
such legislation. In the following pages there is presented the his-
tory and present status of train operation, out of which has grown
the demand for "full crew" legislation, the provisions of the meas-
ures enacted and proposed, the expense resulting from the legisla-
tion already passed as estimated by the railways, the estimated ex-
pense of proposed legislation, and a discussion of the effect of such
legislation upon the efficiency and safety of transportation.
CHANGING CONDITIONS OF TRAIN OPERATION.
Until within a comparatively recent time trains were ordinarily
made up at the point of origin by the same employees who subse-
quently handled them on the road. The trainmen switched the cars
into place, coupled them, and did all the work necessary to prepare
the train for its run, including the inspection of its condition before
starting. Cars were coupled to each other and to the engine by the
link and pin couplers. Brakemen had to carry links and pins to
supply couplers lacking them, and to carry those unused back to the
caboose or engine. Coupling had to be effected by hand, for which
purpose the employees had to go between the cars. Trains were
controlled entirely by hand-brakes, which had to be worked from
the tops of freight cars and from the platforms of passenger cars.
Practically all trains rendered local as well as through service-that
is, they not only carried through traffic between large terminals, but
also stopped at stations along the line to put off and take on goods
or passengers. When a car was taken out of a train or taken into a
train at one of these local stations, it was necessary to use the hand-
brake in the switching needed to make the requisite changes. The
work of trainmen at that time was hard and hazardous. The num-
ber of cars in a train was considerable. More than thirty years ago,
before the introduction of air-brakes, it was the custom of many
railroads to handle regularly freight trains of forty cars or more
with two brakemen. That is, the crew of a freight train, aside from
employees on the engine, usually consisted of a conductor and two
brakemen. The labor of controlling the train exposed the brake-
men to all kinds of weather and involved strenuous physical exer-
tion, for the application of hand-brakes sufficient to hold a train
often required both strength and quickness of action. The brake-
men had to spend most of their time on the tops of the cars, which
in winter were often slippery with ice. Going between cars to
couple by hand necessarily involved danger, so that accidents to
trainmen were numerous. Passenger cars were heated by wood and
coal stoves, which it was the brakemen's duty to take care of.
(6)
7
Development of Air-brakes and Automatic Couplers.
In 1868, the first successful application of air-brakes to passenger
trains was made. In July, 1886, and in May, 1887, the Master Car
Builders Association held a series of competitive trials, with the
result that the air-brake was found to be as adaptable to freight
trains as to passenger trains. Its use in freight service was there-
after rapidly extended.
The principle of the air-brake is simple. Cylinders under each
car are filled with compressed air, which, when released, rushes
into adjoining cylinders, where, through connecting mechanism, it
forces brake-shoes upon the wheels, thus bringing the train to a
stop. These cylinders are supplied with air by a continuous line of
air-pipe and hose leading from the locomotive. Application of the
brakes is thus effected by the engineer. Moreover, any disconnec-
tion of the train line at any place in its length, as when a train
breaks in two, automatically applies the brakes. There are also
"conductors' valves" in each passenger car, and in the caboose of
each freight train, by means of which the brakes may be applied.
In 1887, the Master Car Builders Association, after several years
of investigation, recommended a standard type of automatic coupler.
In 1890 the type that had become known as the "Master Car Build-
ers Freight Coupler" was recognized as standard by the railroad
companies of the United States through their official organization,
the American Railway Association. In order, however, to com-
pel the adoption of a standard type of coupler by all of the railways
of the United States, there was federal legislation. In 1893 the
Railway Safety Appliance Act was adopted. This law provided
that after January 1, 1898, it should be unlawful for any common
carrier to use in interstate commerce any car "not equipped with
couplers coupling automatically by impact, and which can be un-
coupled without the necessity of men going between the ends of the
cars." It also provided that it should be unlawful for any carrier
to use in interstate commerce any locomotive "not equipped with
the power driving wheel brake, and appliances for operating the
train-brake system, or to run any train in such traffic after said
date that has not a sufficient number of cars in it so equipped with
power or train brakes that the engineer on the locomotive drawing
such trai-. can control its speed without requiring brakemen to use
8
the common hand-brake for that purpose." The law was amended
in 1903 to provide that at least 50 per cent of the cars in a train
should be controlled by air-brakes applied from the engine, and
the Interstate Commerce Commission was authorized from time to
time, after full hearing, to "increase the minimum percentage of
cars in any train required to be operated with power or train brakes
which must have train brakes used and operated as aforesaid." The
commission subsequently increased to 75 per cent the proportion of
cars in a train on which power brakes must be operative, and on
September 1, 1910, raised this minimum to 85 per cent.
In consequence of these requirements, the use of automatic coup-
lers and train brakes has become practically universal in the United
States. For the fiscal year ending June 30, 1911, there were 98.79
per cent of the locomotives and cars fitted with train brakes and
99.56 per cent fitted with automatic couplers. Today it is very ex-
ceptional for a train to have any cars that are not equipped with air
brakes.
These improvements in equipment have had a far-reaching effect
upon the work of railway trainmen. The engineer of a train,
whether passenger or freight, is now its real brakeman and, save
under exceptional conditions, sets and releases the brakes from
his cab on the engine. The "brakemen," so called, seldom have any-
thing to do with the brakes except on detached cars during switch-
ing operations. Indeed, the term "brakeman" is now a misnomer
and is being displaced in railway usage by the term "trainman.”
The general substitution of the automatic coupler for the old link
and pin has changed the character of the trainman's work in coup-
ling and uncoupling and has very greatly diminished the hazard.
Indeed, railway managers claim that, if the trainmen comply with
their instructions, the hazard is eliminated entirely. Formerly, when
coupling cars, the brakeman had to stand between the cars at the
moment of their coming together in order to guide the link into its
place. This entailed great risk of having his hand crushed, as well
as of being thrown down and run over. Now, any necessary adjust-
ment of the coupler can be made, and ought to be made, before the
cars are put in motion to effect the coupling. Formerly, when un-
coupling, the brakeman had to stand between the cars to remove the
pin. Now, the pin that locks the coupling can be removed by a rod
extending to the side of the car. Thus during neither the coupling
9
nor the uncoupling does the trainman need to stand between the cars.
These changes apply to both freight and passenger cars. How
greatly they have reduced the hazard of coupling and uncoupling
cars is indicated by the following table:
CASUALTIES TO TRAINMEN FROM COUPLING ACCIDENTS 1890 AND 1910.
Year.
Total
number of
trainmen.
Total
killed.
Total
injured.
Number
killed for
each 10,000
trainmen.
1890...
153,235
265
6,073
17
1910....
318,632
174
2,826
5
Number
injured for
each 10,000
trainmen.
400
88
In addition to the changes in their work directly resulting from
the introduction of air-brakes and automatic couplers, there have
been other modifications in the duties of trainmen which may be
briefly noted. In the first place, the train crew as a rule no longer
makes up and inspects the train at terminals. Switching crews now
make up all trains at all important points of origin and, after they
have been inspected by inspectors employed for that purpose, de-
liver them to the train crew ready for operation. The train crew
has no more to do with the preparation for the run than to test the
brakes. At the end of the run the train crew has only to deliver a
train to the switching crews, which separate the cars for further
disposition. It may also be noted that the work and responsibility
of freight conductors en route has been lightened by the present
practice whereunder a yard clerk furnishes them a statement of the
cars in the train, with the respective destinations, from which the
conductor checks off each car as it is set out and to which he adds
other cars as they are picked up. Formerly, the conductors had to
prepare these statements of the cars composing the trains.
Again, the trainman's duties on passenger trains are less arduous
because passenger trains are now almost universally heated with
steam or hot water from the engine, and the trainman has only to
regulate the degree of heat. The gradual displacement of the oil
lamp by gas and electric lighting has relieved the trainman of many
former duties.
Increase in Trainloads.
Coincident with the development of safety appliances on trains,
there has been a steady and rapid increase in the length and load,
particularly of freight trains. Generally speaking, transportation is
IO
conducted most economically when traffic is handled in the largest
units. The larger the loads per car and per train, the less the
relative investment that must be made in roadway, track, and equip-
ment, and the less the relative expenditures that must be made for
maintenance of way and equipment, and for conducting transpor-
tation.
Faced with steadily increasing expenditures for wages, materials,
and taxes, while their revenues from the transportation of freight
and passengers do not increase at nearly the same rate as expenses,
the railways have found it necessary to practice economics in opera-
tion. The greatest economies have been secured by increasing the
number of tons hauled per train, and by increasing the amount of
traffic handled in proportion to the number of men employed. The
extent to which, in their efforts to handle traffic economically, the
railways of the United States have increased their trainloads is
indicated by the fact that the average number of tons per train in
this country in 1890 was 175; in 1900, 271, and in 1910, 380. In the
region of heaviest traffic, that comprising in general the States of
New York, Pennsylvania, New Jersey, Delaware, and Maryland,
the average number of tons per train increased from 218 in 1890 to
502 in 1910. On some lines the average trainload exceeds 1,100
tons; trainloads of minerals ranging from 3,000 to 5,000 tons are
not uncommon, and sometimes a train has as many as 6,000 tons.
These heavy increases in trainloads have been effected very largely
by increasing the capacity of cars and their loading, and by increas-
ing the number of cars in a train. The average capacity of a freight
car in this country increased from 28 tons in 1902 to 36 tons in 1910.
Loaded freight trains often contain 50 to 75 cars, and trains con-
taining even larger numbers of empty cars and exceeding a half mile
in length are run not infrequently in some parts of the country.
There has been no such corresponding increase in the length of
passenger trains, although passenger trains on main lines are some-
what longer than they were in past years. Often 12 to 16 and even
more cars are pulled by a single engine; the passenger cars have
increased in size and especially in weight.
With this increase in car loading and train loading has been a
decrease in the number of men required to handle a given amount
of traffic. It has not, however, been accompanied by a decrease in
the total number of trainmen, for, as is shown later, their number
has increased from 1901 to 1910 at a greater rate than the car
mileage or the train mileage.
TRAIN CREWS UNDER PRESENT CONDITIONS.
Passenger Service.
The number of men employed on passenger trains varies with
conditions. On many local trains containing only two or three
cars the crew behind the engine consists merely of the conductor,
acting also as baggagemaster, and one man who serves as brakeman
or flagman.
In the South many two-car trains are run with crews behind the
engine consisting of a conductor, brakeman, and negro porter, the
conductor or the brakeman acting as baggagemaster. Another com-
bination in the South consists of a conductor, a messenger who
takes care of both baggage and express, and a porter. In this case,
the baggagemaster serves as flagman.
Throughout the country on trains of four or five cars, the crew
customarily includes conductor, baggagemaster, brakeman or flag-
man, and frequently a porter; there are additional brakemen for
trains with greater numbers of cars. The brakemen on passenger
trains announce stations, help the passengers as they get on and off,
set switches, load and unload baggage, look out for hot boxes and
other defects, and flag. When there are both a porter and a flag-
man or a brakeman and a flagman, as is the case on most main-line
passenger trains, the flagman's sole duty is to flag and to set switches
behind the train.
The object of many of the legislative enactments affecting train
crews in passenger service is to require the employment on every
passenger train, whatever its length, in addition to the men on the
engine, of at least a conductor, a baggagemaster, and a brakeman or
flagman; and to require still other men on trains exceeding certain
specified lengths. For example, a bill introduced in Congress in
1909 provided that the crew of a passenger train having three cars
or less must include a conductor, a baggagemaster, and a brakeman.
This would have made it necessary to add a baggagemaster on many
short branch-line trains carrying at present only a conductor and a
brakeman; and in many cases in the South either to add a brakeman
or to substitute a brakeman for the porter. The same bill provided.
that the crew, on trains of three cars or more, include at least a con-
(II)
12
ductor, a baggagemaster, and two brakemen. This would have made
necessary the employment of an additional man on many trains.
The law in Nevada requires two brakemen on trains of three or
more cars; the laws in New Jersey, Oregon, Pennsylvania, Wash-·
ington, and Wisconsin, on trains of four or more cars; the law in
Indiana, on trains of five or more cars, and the law in Nebraska, on
trains of six or more cars. Under the New Jersey law there must
be at least six trainmen on every train containing a baggage car in
addition to four or more passenger cars, and under the New York
law every train having a baggage car must have a baggageman in
addition to the engineer, fireman, conductor, and two brakemen.
These laws prescribe the number of trainmen according to the
number of cars in the train. But the necessity or occasion for hav-
ing more rather than fewer trainmen is not necessarily determined
by the number of cars. A great many trains carry Pullman cars,
on which there are Pullman conductors and porters to assist passen-
gers and to look after the heating and lighting and ventilation of
their respective cars. In such cases, there is no need for as large
a regular train crew as in the case of trains of the same length carry-
ing no Pullmans. And yet the laws make no allowance for the
service of the Pullman porters. Such laws appear especially illogical
in the case of trains composed exclusively of Pullman cars.
Freight Service.
Modern freight trains are roughly divided into two classes-
through freight trains and local freight trains. The broad distinc-
tion is that through trains ordinarily run from terminal to terminal
with little or no work en route in picking up or setting out cars
or in delivering or receiving freight at intermediate points, while
local trains make numerous stops at intermediate local stations to
receive and deliver freight, switching cars at such stations when
necessary. The difference in the service not only expedites the
movement of traffic, but is more economical from an operating stand-
point.
On a through freight train there are usually five men-an engi-
neer, fireman, conductor, and two brakemen-one of the brakemen
sometimes being called a "flagman." At the point of origin the
train, made up and ready for its run, is delivered by a switching
crew to the train crew. The place of one of the brakemen is on the
13
1
engine, the other goes into the caboose with the conductor. The
ordinary duties of the forward brakeman are to transmit signals
from the conductor to the engineer and to open switches in front
when it is necessary for the train to go on a siding at a meeting
point. The ordinary duties of the rear brakeman are to flag at the
rear end of the train when it stops and to close switches behind the
train when it has gone on a siding. In an emergency caused, for
example, by a draw-bar pulling out or the air-hose parting, the con-
ductor may need the direct assistance of one of the brakemen. In
that case the rules require the rear brakeman to flag the rear of
the train and the fireman to flag the front of the train, while the
forward brakeman assists the conductor. In these very rare cases,
the fireman may be used to protect the front of the train, because
at such times he is not performing any other duties. As already
indicated, there is ordinarily a valve in the caboose by which, in
case of emergency, the brakes can be set by any one who is in the
caboose; or if anything goes wrong with the apparatus, the brakes
on all cars are at once set automatically. Failures in the braking
apparatus that cannot be promptly remedied on the spot are ordi-
narily due to something that has happened in or to the engine. In
this case the train moves slowly and under control to the next sta-
tion, where it is held until another engine is supplied.
In addition to the air-brakes, all freight cars are still equipped
with hand-brakes. These hand-brakes are not worked by employees
on through freight trains in the ordinary course. They are resorted
to only in case the air-brakes fail, or under especial conditions, such
as going down steep grades. When hand-brakes are used on such
heavy grades as, for example, on some parts of the New York Cen-
tral lines, it is the usual custom to employ three or more brakemen
on through freight trains. On some roads under similar circum-
stances a mechanical device known as a "retainer" is used to sup-
plement the air-brake, but even then where the grades are severe
extra brakemen are usually employed. As a general rule, the duties
of brakemen on through trains, between terminals in non-mountain-
ous territory, are confined to throwing switches, flagging, and assist-
ing the conductor in examining the running gear. On arrival at the
terminal, the signal lamps are put away and the caboose locked up
by the train crew, and the train is turned over to the regular yard
switching crew.
While it is the general custom to employ two brakemen on a
14
through freight train, it is usual to employ three or more brakemen
on a local freight train, notwithstanding that local trains have fewer
cars. This is not to serve the need for safety, but to expedite the
service. Local trains set out and pick up cars at way stations, and
load and unload a great deal of less-than-carload freight. Hence
there is much switching to be done and much handling of freight at
way stations, and the additional brakemen are ordinarily necessary
that the trains may not be unduly detained. Similarly, three brake-
men are usually employed on a train switching cars to and from
industrial tracks. It is only in these cases when cars are being
switched that brakemen are obliged to go on the top of cars to
operate hand-brakes. When a train is under way the third brake-
man has no particular duties or station, but frequently rides in the
caboose with the conductor and rear brakeman.
So far as freight-train service is concerned, the purpose of train-
crew legislation usually is to require the railways to employ at least
three brakemen on a through freight train. As has been said, it is
standard practice to employ at least two brakemen on every through
train and at least three brakemen on every local train. Following
is a list of the States in which laws have been passed requiring
three brakemen on trains and specifying the minimum number of
cars to which this requirement shall apply: Arkansas and Wash-
ington, 25 cars or more; New York, 26 cars or more; Maryland,
New Jersey, and Pennsylvania, 30 cars or more; Arizona, Missouri,
and Oregon, 40 cars or more; California, Nevada, and Indiana, 50
cars or more; North Dakota, 46 or more cars. The bills that have
been introduced in Congress usually have required three brakemen
on every train containing 25 cars or more.
Here, again, it will be seen that the laws prescribe the number of
trainmen on the basis of the number of cars in the train. From
what has just been said of the character of the work to be done on
through and local trains, it is evident that the number of cars in a
train is not the logical basis for the determination of the size of the
train crew.
EFFECTS OF TRAIN-CREW LEGISLATION.
Increase in Operating Expenses.
It is obvious that an increase in the number of men in a train crew
means an increase in the operating expenses and, unless accom-
panied by a corresponding increase in the traffic per train or in
rates, means a decrease in net operating revenues. The railways
are reporting to the Special Committee on the Relation of Railway
Operation to Legislation careful estimates of the additional expense
resulting from state legislation already enacted. At the time this
bulletin goes to press, that committee had not received estimates
from some of the largest lines. However, the estimates that have
been reported up to this time are given in the following table as a
partial indication:
ESTIMATES OF ADDITIONAL Annual Expense TO THE RAILWAYS IN CERTAIN
STATES, SO FAR AS REPORTED TO OCTOBER 1, 1913, RESULTING FROM TRAIN-
CREW LAWS ENACTED BY THOSE STATES.
Arkansas
California
Indiana
•
Maine
Maryland
$179,085
66,297
244,052
602
,96,921
Missouri (a general estimate)
Nebraska
New Jersey.
•
New York…….
Ohio
• •
500,000
24,367
381,851
854,016
Oregon (O., R. & N. Co. alone)
Pennsylvania
Washington
•
• •
139,592
47,000
1,211,233
158,026
$3,903,042
Total, reported to date.
Considering the number of railways not represented in these esti-
mates, and the importance of some of them, it is not improbable
that the additional annual expense to the railroads in the above-
named states on account of the train-crew laws enacted by these
states will amount to $6,000,000.
These estimates apply to the expense to the railroads on account
of train-crew laws enacted in only a limited number of states. But
the full effect can be seen only from estimates that apply on account
(15)
16
of all such laws to all the railways in the United States. Four train-
crew bills were introduced in Congress in 1909 and 1910. The
Special Committee on the Relation of Railway Operation to Legis-
lation made inquiries early in 1910 of all the railways as to the cost
to them of complying with these federal bills, if enacted, as well as
the expense they were being put to on account of state legislation
then in force in 13 states. The following table is a summary of the
replies received:
Amount of addi-
tional annual cost
ESTIMATE OF 1910.
Number. Mileage.
of compliance
with full-crew bill.
Roads replying..
166
205,547
$18,328,302.32
Estimated for other roads exclusive of
Canadian and Mexican roads...
126
23,254
1,953,336.00
Total...
292
228,801
$20,281,638.32
Another bill was introduced in Congress in 1912 which required
that on each freight train containing 25 or more cars the crew shall
consist of at least an engineer, a fireman, a conductor, and three
brakemen, "regardless of any modern equipment of automatic
couplers and air-brakes." This bill made no reference to passenger-
train crews. As a result of inquiries made of the railways by the
Special Committee on Relations of Railway Operation to Legis-
lation, in connection with this proposed Federal law, the following
compilation was made from the replies received from 143 operating
companies:
*
ESTIMATES OF COST, IN 1912, OF TRAIN-CREW LAWS FURNISHED BY 143
OPERATING COMPANIES OPERATING 195,049 MILES.
Trains affected by state laws then in effect, per annum..
Additional trains affected by proposed federal law in states then
having full-crew law, per annum.
678,661 b
468,483
Trains affected by proposed law in states then having no full-crew
law, per annum.
3,211,056
Total trains affected by state laws and proposed Federal
statute, per annum.
4,358,200
Cost of compliance with state laws then in effect, per annum.. $1,797,589.94 ↳
Additional cost of compliance with proposed law in states then
having full-crew law, per annum.
Cost of compliance with proposed law in states then having no
full-crew law, per annum.
•
1,342,237.17
10,255,790.66
$13,395,617.77
Total cost per annum of compliance with state laws
and proposed statute..
b Does not include states where laws were passed subsequent to 1911.
17
This tabulation shows that, according to the estimates of these
143 railways operating approximately 85 per cent of the steam rail-
way mileage of the country, the additional cost to them of comply-
ing with the proposed federal bill in States where train-crew legis-
lation is already in operation would amount to $1,342,237.17 per
annum, or approximately 75 per cent of the cost of compliance with
state laws already in effect. The estimated cost to them of com-
pliance with the proposed federal act in States where there was no
train-crew legislation was estimated to be $10,255,790 per annum;
the estimated cost to them of compliance with state laws then in
effect was $1,797,589.94; making the total estimated expense of these
143 companies for federal and state legislation to be $13,395,617.
It should not be overlooked that this expense is only a part of the
total increase in operating expenses that has been caused by legis-
lative requirements imposed upon railroad operation. Such legisla-
tion includes laws requiring 8-wheel cabooses in place of 4-wheel
cabooses, laws limiting the hours of service, requiring electric head-
lights, requiring the installation of improved safety appliances, regu-
lating the stops of passenger trains, the speed of stock and freight
trains, requiring the abolition of grade crossings, or the installation
of additional watchmen at crossings, requiring double track, and
providing for days off at the company's expense. Quite independ-
ent of the question of the defensibility of these laws is the fact that
they add greatly to the expense of railway operation, which must
eventually find expression in higher charges to the public than
would otherwise be made.
However, the fact that such train-crew legislation increases oper-
ating expenses is not a conclusive argument against it. The legisla-
tion, presumably, is intended to promote the interest of the public,
and the question at issue is whether there are benefits directly or in-
directly conferred on the public, and, if so, are they commensurate
with the expense incurred.
ISSUES INVOLVED IN TRAIN-CREW LEGISLATION.
In order that the arguments in favor of train-crew legislation may
be fairly presented, it is desirable to give the fullest consideration
to any statement from an authoritative source. To this end a thor-
ough search has been made throughout the existing body of railway
literature, throughout the reports of hearings before the Committees
of Congress, and recent issues of The Railroad Trainman, the official
organ of the Brotherhood of Railroad Trainmen. An effort was
made to secure reports of hearings before State legislatures also,
but without success, except in the case of Kansas. On account of
the paucity of available data, of precise and specific character, sup-
porting the trainmen's side of the case, a copy of the first page proof
of this study was sent to each of the presidents of the four railway
brotherhoods, with a letter inviting their criticisms and suggestions
and expressing an especial desire to receive further concrete and
definite information. But this effort has not elicited any further
data.¹ The only arguments containing definite statements why extra
crew legislation should be enacted that have been found are em-
bodied in a statement by W. G. Lee, President of the Brotherhood
of Railway Trainmen, quoted in the Metropolitan Magazine for
June, 1913, and in a statement made by A. A. Roe, representing the
Brotherhood of Railway Trainmen at a hearing held in 1911 by a
committee of the Kansas legislature.
Mr. Lee's statement is as follows:
"The necessity for such legislation arose out of the practice of
the railway companies reducing the number of men to an extent
considered unsafe by the employees. Some years ago certain rail-
ways reduced the number of freight trainmen to one, whose duty
was to flag, leaving the work of running and looking after the train
to the conductor.
"Further necessity (for such legislation) arose through increased
tonnage and fewer men employed, which was made possible by
safety appliances and heavier equipment. The railways assumed
the position that as trainmen no longer had to control trains by
hand-brakes they were unnecessary. The heavier demands for in-
creased tonnage placed on trainmen in other ways were not con-
sidered. On the majority of our railways freight trains are com-
1 ¹ See addendum, page 37.
(18)
19
posed of 50 to 100 cars; they are from half a mile to a mile in
length. Such trains must be carefully inspected at water tanks and
other stops. They require extra care in handling, particularly in
crossing over to permit superior class trains to pass. If switching
is to be done, and less than three men are employed, it leaves this
work to be done by one man under conditions most dangerous to
himself and the traveling public, particularly when the work is done
at night.
"Railway companies have forced men to work under unsafe con-
ditions, with the result that hundreds are disabled or killed every
year. Our Brotherhood paid one claim for every sixty-seven mem-
bers in the year 1912, which is evidence that train service is most
hazardous.
"Statement is made that extra men have not prevented wrecks.
No one can speak advisably on this subject. Wrecks that are pre-
vented do not figure in the statistics.
"Railway managers rest their case on the statement that full-crew
legislation will not prevent wrecks. Employees, speaking from daily
experience, contend that it will make wrecks less frequent than they
otherwise would be, and that it will increase the personal safety of
employees and the public. Managers argue that such legislation
would put an unnecessary cost on the public. Employees point to
the fact that every six minutes, day and night, year after year, one
of their number is killed or injured. In the name of humanity they
ask from the State the protection denied them by the company.'
This statement by the official head of the trainmen's organization
appears to contain two definite points: 1. The adoption of safety
appliances and the increase in trainload has resulted in a reduction
of the number of trainmen relative to the work to be done.
reduction in the number of trainmen has increased.the risk both to
the trainmen and to the public and consequently the number of
casualties in train service.
2. This
In his argument before the committee of the Kansas legislature,
Mr. Roe specifically disclaimed that the efforts to obtain train-crew
legislation were prompted by any desire to secure a reduction in the
work performed by any trainman, or that if enacted it would result
in any such reduction in their work. He based his argument en-
tirely upon the ground of safety, stating that there are occasions
when an additional man is needed to ensure the accurate and prompt
transmission of signals between the conductor and the engineer, and
that there are occasions when the protection of the rear of the train
requires an additional man.
20.
In the argument that an additional man is sometimes needed to
transmit signals he instanced cases where in the absence of such a
man there might be an accident, but did not cite any specific acci-
dent as having been due to this cause. His examples to show the
need of another man to protect the rear of the train were no more
concrete, and he admitted that there was no work for an additional
man to do when the train was running between stations.
Number of Trainmen for Work Performed.
Available statistics on the question of fact in the first point made
by Mr. Lee may now be noted. It is difficult to present any official
statistics that will determine with absolute accuracy the relation of
the number of trainmen to the work performed. It has already
been noted that it is at present an almost universal practice to em-
ploy at least a conductor and two trainmen on through freight trains.
It has also been indicated that it is the general custom to employ at
least three brakemen on local freight trains, which are almost the
only trains whose crews do switching en route. Even in this serv-
ice, according to the contention of the railways, a third brakeman is
employed to expedite business, and not because he is needed in the
interest of safety. The fireman can, when necessary in emergency,
flag the front of the train and the flagman the rear, leaving the con-
ductor and forward brakeman to perform the switching.
In the case of through trains it is difficult for the railways to
discover any duties for a third brakeman that could not be per-
formed easily by other members of the crew. One duty frequently
suggested, but not mentioned by Mr. Lee in his statement in the
Metropolitan Magazine, is that a third brakeman is needed to ride
on the top of the train. Except on mountain grades, where a third
brakeman is provided, he is not needed on top of the train to manip-
ulate the hand-brakes; and even although he might possibly at
times be useful in that position to transmit signals to the engineer,
it is the experience of operating officers that no discipline has yet
been devised sufficiently severe to keep him there. It is an uncom-
fortable and dangerous position, and the brakeman naturally prefers
the comfort and companionship of the caboose.
In this connection Mr. Lee voices the complaint that the longer
trains and heavier equipment have increased the responsibility of
trainmen in the inspection of the trains when stops are made at
21
coaling and water stations. It has already been noted that the
train crews no longer make the careful and detailed inspection of
cars at the terminals before setting out upon their run. This work
is now done by special employees at the terminals. But each train
crew is required to keep a lookout en route for such faulty con-
ditions as hot boxes, broken couplers, broken brake-gear, and the
like. The rules governing such observation of the train differ
on different roads. But, in a general way, the requirement is that
whenever trains stop at coaling and water stations the trainmen
shall examine the train for the purpose of detecting any such de-
fects. Sometimes, when the conditions are favorable, or when the
occasion requires a more careful observation, the forward brake-
man walks down one side of the train while the conductor or a rear
brakeman walks up the other side until they are directly opposite to
each other. They then cross over, and the rear brakeman inspects
the other side to the rear of the train in going back to the caboose,
while the forward brakeman looks over the other side to the front
of the train in going back to the engine. But the ordinary condi-
tions of train operation do not require such an examination. It is
not necessary, except after a train has undergone some special
strain, as when passing over a heavy grade, or making an uncom-
monly fast run, or when it is about to be placed under some such
unusual stress. The customary practice is for the forward brake-
man to watch the train as it pulls by, then to climb on the caboose
and walk over the train to the engine, continuing the examination
as he goes.
It is conceivable that additional men in the crew could reduce the
time and labor required for the more careful examination first de-
scribed, or could permit it to be made in a greater number of cases.
But opportunities for such observation in the case of through trains
are few because the stops are infrequent, and the number of men
always on local trains is sufficient to make any needed examination.
Therefore, the practical effect of a larger crew upon the number or
the carefulness of these so-called "inspections" of trains on the road
would be very small.
The following table, drawn from the annual statistical compila-
tions of the Interstate Commerce Commission, is presented for the
purpose of showing as accurately as possible the relation of the
increase in the number of trainmen to the increase in work per-
formed between the years 1901 and 1910. The term "trainmen"
22
as here used includes enginemen, firemen, conductors, and all other
men employed on trains for the purpose of their operation; the
term "other trainmen" as here used includes all trainmen except en-
ginemen, firemen, and conductors. It is impracticable to separate
men employed in passenger service from those employed in freight
service; hence the train mileage shown is total train mileage, both
passenger and freight, in revenue service. It is impossible to secure
passenger-car mileage from the reports to the commission for 1901,
and therefore it has been necessary to use the freight-car mileage
alone. In view of the fact that the statistics are presented merely
to show a tendency, the conclusions drawn are not disturbed by the
slight degree of non-comparability.
1901.
1910.
Increase.
Per cent of
increase.
Total train-miles,
revenue service.
908,092,818
1,221,852,647
313,759,829
34.55
Freight car-miles,
revenue service. 12,832,092,209
18,981,573,779
18,981,573,779
6,149,481,570
47.92
Total number
trainmen......
209,043
318,632
109,589
52.42
"Other trainmen”
84,493
136,938
52,445
62.07
These statistics show that while train-miles have increased over
34 per cent between 1901 and 1910, and freight-car miles about 48
per cent, the number of trainmen employed has increased over 52
per cent, and of "other trainmen," largely brakemen and flagmen, 62
per cent.
It has already been noted that the number of trainmen
in proportion to the tonnage handled has decreased. But, since the
trainmen's work is with cars and trains, rather than with tons car-
ried, car-miles and train-miles are a much better index of the amount
of their work. On that basis, while the data given do not abso-
lutely prove that the number of trainmen has increased more rap-
idly than the work to be performed by them, it would seem to be a
fair conclusion that Mr. Lee's contention that railways have reduced
the number of their trainmen relative to the work to be done is not
sustained.
TRAIN-CREWS AND ACCIDENTS.
Accidents to Trainmen During the Year 1912.
In order to reach a conclusion as to whether accidents to trainmen
have increased in recent years as a result of more economical
methods of operation, it is desirable in the first place to analyze, so
far as the statistics will permit, the causes of accidents to trainmen.
In the first place, Mr. Lee's statement that the Brotherhood of
Trainmen paid one claim for each 67 members in 1912 is apt to be
misleading. It implies that this proportion of claims was due to
accidental causes; but a hasty check shows that of the claims paid
in 1912 no less than 48 per cent were ascribed to natural causes and
only 52 per cent to accidental causes. Based on the average mem-
bership for the year, the claims paid that were due to accidental
causes thus numbered only one for each 119 members.
In Connection with Train Operation.
Turning to the official statistics of the Interstate Commerce
Commission, the following table, compiled by the accident division,
shows the casualties to trainmen classified according to the causes,
as reported by the railways in their monthly returns to the commis-
sion. These statistics are for the fiscal year ending June 30, 1912.
They are divided into two parts-those relating to casualties in
connection with train operation, but not resulting from accidents
to trains, and the other covering casualties directly due to train
accidents.
(23)
24
I.
TABLE 1.
Causes of ACCIDENTS TO TRAINMEN DURING FISCAL YEAR 1912.
Trainmen.
Trainmen in yards. Yard trainmen.
Total.
Casualties in connection with train operation, but not in
Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured.
train accidents.
Being struck or run over by engine or car at stations or yards
Being struck or run over by engine or car at other places
Falling from cars or engines.
62
112
80
187
100
60
80
I
I
2
325 58
242
63
624
89
178
2,173
56
1,131
122
Coupling or uncoupling
2,062
3.56
5,366
50 852
37
510
Getting on or off cars or engines.
98
1,802
185
3, 164
While doing other work about trains (uot in shops or engine-
houses) or while attending switches.
Coming in contact while riding on cars with overhead bridges,
tunnels, or any fixed structure above or at side of track.
Other accidents on or around trains not here mentioned.
Accidents to railway or bridges not causing derailments, such as
fires, floods, landslides, explosions, etc
Being struck or run over by engine or car at highway grade
crossings.
•
Other causes
55
3,162
21
1,480
33
2,841
109
7,483
55 10,876
28
3,610
39
4,787
: &
45
635
7
297
17
540
14
14
...
I I
69
19,273
1,472
122
12
3
:
:
39
15
...
Total.
5
107
I
58
::
86
6
251
510 18,023
231
7,291
4II 12,462
1,152
37,776
II.
Casualties in train accidents.
Collisions...
186
I, 740
26
526
37
463
Derailments..
249
2,729
191
1,610
7
134
21
222
219
Bursting of, or defects in, locomotive boilers or boiler attach-
I,966
ments...
27
601
I
146
8
114
Accidents to trains, cars, or engines, except collisions, derail-
ments, and boiler explosions.
36
861
3
416
105
4
122
7
643
Total.
407
4,367
34
911
70
921
511
6,199
Grand total..
917 22,390
265 8,20
202
481 13,383
1,663
43,975
25
It will be seen that a large proportion of the accidents to trainmen
were due to their being struck or run over by engine or car, falling
from cars or engines, coming in contact with overhead or lateral
obstructions, or that they occurred while getting on or off cars or
engines. Of the total casualties in 1912, 50.4 per cent of those that
were fatal and 34.1 per cent of those entailing injury were so caused.
While it may be conceivable that an indirect connection might be
shown between some of these accidents and a supposedly insufficient
number of employees on the train, such a connection seems remote
and cannot be established by any existing information. It does not
seem clear that an increase in the number of employees would tend
to reduce such accidents as these. Rather might it be assumed that
an increase in the number of trainmen would tend to increase the
number of such accidents. For example, if a third brakeman on
freight trains were required to ride on the top of the train, it is
fair to assume that there would be an increase in the number of
brakemen killed and injured by falling from cars or coming in con-
tact with lateral or overhead obstructions. An increase in the num-
ber of trainmen would not, of course, reduce the casualties resulting
from fires, floods, landslides, or explosions.
This conclusion seems to be well supported: An analysis of the
causes of accidents to trainmen indicates little or no possibility that
larger crews would reduce the risk of accident to trainmen.
In Connection with Train Accidents.
Turning to train accidents proper, the important causes are col-
lisions and derailments. The Interstate Commerce Commission
makes the following classification of the causes of derailments oc-
curring in 1912:
Derailments due to defects in roadway, etc.
Derailments due to defects of equipment.
•
Derailments due to negligence of trainmen, signal men, etc.
Derailments due to unforeseen obstructions of track, etc..
Derailments due to malicious obstruction of .track.
Derailments due to miscellaneous causes.
Total...
•
•
Number.
1,877
•
3,847
423
412
75
1,581
8,215
Out of the 8,215 derailments reported, only 423, the number at-
tributed to "negligence of trainmen, signal men, etc.," can be spe-
cifically connected with the train crews. The language used by
26
the commission does not imply that any of these derailments could
be attributed to too few men in train crews. It rather implies that
they were due to the "negligence" of those who were so employed.
It is of course conceivable that defects in equipment might have
been noted and derailments avoided had the crew been larger; but
this is an assumption which cannot be sustained by any evidence
that has been found.
As to collisions, the Interstate Commerce Commission said in its
annual report for 1912:
"The most disquieting and perplexing feature of the problem
of accident prevention is the large proportion of train accidents
caused by dereliction of duty by the employees involved. By far
the greatest number of our serious train accidents are due to the
failure of some responsible employee to perform an essential duty
at a critical time. The seriousness of this problem is indicated by
the fact that of the 81 accidents investigated up to September 1, 52,
or more than 63 per cent of the whole number investigated, were
caused by mistakes on the part of employees. These 52 accidents
comprise 48 of the 49 collisions investigated and 4 of the 41 derail-
ments. They caused the death of 248 persons and the injury of
1,309 persons. Of the 48 collisions caused by the errors of em-
ployees, 33 occurred on roads operated under the train-order system
and 15 occurred under the block system. The most numerous
failures were by trainmen or enginemen. These were disobedience
of orders, disobedience of signals, failure to keep clear of superior
trains, improper flagging,, and failure to control speed at danger-
ous points. Such lapses were responsible for 41 of the accidents
investigated."
There is no indication in this statement that the commission
believed that the collisions or other accidents investigated were due
to an insufficient number of train employees, yet in all fairness it
must be noted that the statement of causes is not sufficiently com-
plete or thorough to permit the positive statement that none of these
accidents would have been avoided had the train crews been larger.
Accidents to Trainmen from 1901 to 1912.
In connection with Mr. Lee's assertion that casualties to trainmen
are in part due to the insufficient size of the train crew, and his im-
plication that casualties are increasing, it is of interest to examine
the statistics of casualties to trainmen from 1901 to 1912, classified
by their causes, here shown in Table II. These statistics compiled
27
by the Interstate Commerce Commission are not wholly comparable,
as certain changes have been made in the classification of accidents
during the period. Moreover, the statistics from 1901 to 1910 are
taken from the annual reports of the railways to the commission,
while those for 1911 and 1912 are from the annual summary of the
monthly reports of accidents, annual reports of accidents having
been abandoned in 1910. Because of the fact that for the last two
years here presented the reports are made by the railways to the
commission monthly instead of annually, and because the inspec-
tion of accidents has been more rigorous, the statistics for these last
two years have doubtless been more complete; this will probably
account, in considerable part, for the striking increases in the num-
ber injured. The fact that the larger number of casualties to train-
men are due to causes which have little, if any, relation to the num-
ber of men employed has already been discussed. This table simply
emphasizes the fact by showing the same situation for 12 successive
years. It should be noted, further, that while the number of in-
juries considerably increased from 1901 to 1904, they then did not
vary greatly year by year until 1911, when they again appear to
increase (due in part, as already noted, to more complete reports).
The number of deaths, taking the period as a whole, was about the
same for each year.
28
TABLE II.
Casualties to TRAINMEN, 1901-1912.
Falling from and
Collisions and
derailments.
Coupling and
uncoupling.
Year.
jumping on or
off trains, loco-
motives and cars.
Struck by trains,
locomotives,
Overhead
obstructions.
All other causes.
Total.
or cars.
Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured. Killed. Injured.
1901
464
2,508 163
2,377
441
5, 130
255
574
48
457 166
5,669
I, 537 16,715
1902
534
3, 350
141
2, 475
449
6, 502
256
739
78
664
216
7,773
1,674 21,503
1903
•
648
4,526
211
3, 023
541
7,324
367
824
82
656
221
9, 323
2,070 25, 676
1904
613
4,337
269
3, 506
573
8, 683
357
920
75
840
227
10, 989
2, 114 29, 275
1905
579
4, 736
217
3, 316
526
8, 443
365
866
59
839
244
II, 653
I, 990
29,853
1906
693
5, 245°
266
3,590
584
10, 024
428
931
82
1,042
257
14, 157
2,310
34,989
1907
776
6,273
272
4, 062
644
II, 394
475
I, 171
91
I, 017
279
16, 838
2, 537 40, 755
1908¹
480
4, 759
198
3, 115
516
10, 280
358
902
72
914
218
15,850
1,842
35, 821
1909¹.
389
3, 159
137
2, 271
379
8,568
243
577
47
775
149
13, 768
I, 344 29, 118
1910¹.
500
4, 296
174
2,826
442
10, 407
363
924
55
875
189
16,513
1,723 35, 841
19112.
480
4, 241
198
2, 898
45I
II, 902
302
682
71
I, 454
206
19, 8311, 708
41, 0083
19122.
468
4, 695
185
3, 164
465
12, 849
305
713
69
I, 472
171
21, 082
1,663 43, 9752
¹ Does not include accidents reported by switching and terminal companies.
2 Data for these last two years are more exact and more complete than for previous years. This fact alone would cause an apparent increase in the
number of casualties. It will be noted that from the year 1904 to 1910 the number of casualties fluctuates about a fairly constant level. As pointed out in the
text, the large number of the casualties to trainmen are due to causes which have little or no connection with the number of trainmen employed.
29
During the ten years, 1902-1912, the Interstate Commerce Com-
mission investigated directly through its own agents 1,431 train
accidents, which were responsible for the death of 3,447 persons,
or about one-third of the total number killed in such accidents dur-
ing this period, and the injury of 18,908 persons, or about one-
eighth of the total number injured in such accidents during this
period.
The following tabulation shows the causes to which the commis-
sion attributed these 1,431 train accidents:
CAUSES OF PRINCIPAL TRAIN ACCIDENTS ON RAILWAYS OF UNITED STATES,
Fiscal Years 1902 TO 1912, INCLUSIVE.
Fault of train crew other than brakemen:
Disobedience of rules or orders..
Misread orders..
Ran past signal..
Ran past meeting point.
Carelessness
Forgetfulness
Asleep
·
Intoxication
•
Failure to follow schedule.
Excessive speed..
Other errors.
Total……….
Fault of brakemen:
Failure to set brakes.
Failure to flag..
Improper flagging.
Other errors.
Total.....
·
·
Fault of dispatchers, operators, etc.:
Wrong orders...
Failure to deliver orders.
Signal incorrectly set.
Switch misplaced.
Other errors.
Total....
Fault of other employees..
Mechanical defects:
វវឌ888
02000
Number.
63
69
36
95
49
40
16
•
137
I
577
40
72
26
5
143
89
67
60
59
2
277
18
59
96
30
4
189
II
68
•
•
4I
35
72
1,431
Defective or weakened track....
Defective or weakened equipment.
Failure of air-brakes..
Failure of block signals.
Total...
Parting of trains...
Hostile weather conditions.
· • •
Malicious interference with track or equipment.
Miscellaneous causes.
Causes uncertain or unknown.
•
Total....
ggq
988
30
Again, it may be said that, while the commission attributes none
of these accidents to an insufficient number of men, yet it is clear
that the commission does not follow the causes to their ultimate
source, and hence it cannot be claimed that these statistics alone
demonstrate that none of these accidents were due to an insufficient
train force.
Accidents to Long Freight Trains.
The argument that more than two brakemen should be employed
on long through trains in the interest of safety implies that these
trains are more liable to accidents than short local trains with three
brakemen, and that the third brakeman should be employed on
through trains to reduce this liability. In this connection may be
quoted statistics compiled by C. W. Kouns, general manager of
the Atchison, Topeka & Santa Fe Railway's eastern lines, presented
to the Joint Railroad Committee of the House and Senate of the
Kansas Legislature last winter. Mr. Kouns said:
"For the purpose of aiding an understanding, these reports have.
been divided to show the number of accidents occurring to trains.
having more or less than 25 cars.
"The Missouri, Kansas & Texas report, covering three divisions,
shows 2,718 trains run. Of this number, there were 79 accidents to
trains carrying more than 25 cars and 119 to trains carrying less
than 25 cars.
In other words, under the first item there was one
accident to every 345 trains, while the second shows one accident to
every 179 trains.
"On the Union Pacific, in Kansas, during January, 1913, there
were five accidents; all to trains having less than 25 cars. There
were 873 such trains, so that the rate was one for each 175 trains
run. They ran during the same period 644 trains with over 25 cars
without accident.
"On the Atchison, Topeka & Santa Fe, from August, 1912, to
January 31, 1913, there were 19,407 trains run with 25 cars or less.
There were 128 accidents to these trains, or one to every 152 trains
run. There were 22,348 trains run with more than 25 cars. There
were 123 accidents to these trains, or one to each 182 trains run.
"A significant fact in connection with these accidents is, that
while a large per cent of the smaller trains were equipped with an
additional man, 61 of the 128 accidents were due to errors of em-
ployees. On the heavier trains, and greater total number run, there
were but 44 due to that cause.
"The Chicago, Rock Island & Pacific, reporting for six months
ending December 31, 1912, shows 56 accidents to trains having less.
>
31
than 25 cars, or one for each 103 trains run, and 88 accidents to
trains having more than 25 cars, or one for each 122 trains run.
"They also show a much larger number of accidents due to errors
of employees on the smaller trains than the large ones; the figures
being 54 on the smaller and 17 on the larger trains."
While the available evidence is not finally destructive of the claim
that a number of the accidents in train service is due to the employ-
ment of too few men, yet the presumption from all the evidence
is so strongly to the contrary that it throws the burden of proof
upon those who make the statement. Thus far they have presented
no specific evidence in support of their contention.
On the other hand, it is the unanimous opinion of railway operat
ing officers that an increase in the number of men normally em-
ployed on trains will tend to increase the number of accidents not
only to individual employees, but to the trains themselves. It will
either result in a dangerous division of responsibility or else in an
idle and unnecessary man becoming a hindrance to other employees
in the performance of their duties. Replies received in 1909 by the
Special Committee on the Relation of Railway Legislation to Opera-
tion from railways operating in states where train-crew legislation
had been passed were unanimous in expressing the view that no
duties were performed by the extra man on a train that could not
be performed by the other employees. It was, moreover, the unani-
mous opinion that the legislation did not and would not increase
safety, while many expressed the opinion that it was bound to have
the opposite effect.
Accidents to all Persons.
Larger train crews are urged, not only in behalf of the safety of
trainmen, but also for the further reason that they would increase
the safety of the traveling public and of railway employees other
than trainmen. With respect to that claim, an analysis of the causes
of accidents to railway employees, passengers, trespassers, and other
persons is shown in Table III. It will be seen that more than half
of the casualties to passengers are due to collisions and derailments,
which have been considered. As to the other casualties, there is no
indication that the size of the train crew was a factor in their cause.
32
TABLE III.
Causes of ACCIDENTS TO ALL PERSONS SUSTAINED IN CONNECTION WITH TRAINS, FISCAL YEAR 1912.
I.
Employees on
duty.
Employees not
on duty.
Passengers.
Trespassers.
Other persons
not trespassing.
Total.
Casualties in connection with train operation, but
Killed. Injured. Killed.
Injured. Killed. Injured. Killed. Injured.
Killed. Injured. Killed. Injured.
not in train accidents.
Being struck or run over by engine or car at stations or yards
Being struck or run over by engine or car at other places.
Falling from cars or engines
697 1,476
107
117
30
110
1,083
1,016
121
261
2,038
2,980
567
557
126
47
3
I 2,946
1,386
70
ΙΟΙ
3,712
2,092
409
5,724
15
43
39
298
423
521
17
71
903
6,657
Coupling or uncoupling.
192
3,234
2
192
3,236
Getting on or off cars or engines..
164
8,150
38
269
87
2,530
574
1,811
16
121
879
12,881
While doing other work about trains (not in shops or engine
houses) or while attending switches.
137
19,516
......
.....
......
137
19,516
Coming in contact while riding on cars with overhead
bridges, tunnels, or any fixed structure above or at side
of track
Other accidents on or around trains not here mentioned,
Accidents to railway or bridges not causing derailments,
such as fires, floods, landslides, explosions, etc....
Being struck or run over by engine or car at highway
grade crossings
อง
77
1,523
I
12
7
58
1,327
2
142
6
27
3,267
34
27
273
233
70
I
3
120
1,635
16
623
109
5,632
3
34
I
I
I
4
I
9
36
I
I
2
IO
136
138
893
2,357
1,032
Other causes
19
480
3
160
7
762
119
321
47
I, 208
195
2,506
2,931
Total
2,324 42,022
295
803
179
6,995
5,343 5,536
1,185
4,746
9,326
60, 102
II.
Casualties in train accidents.
Collisions.
275
3,060
6
Derailments.
244
2,380
13
60
88
83
66
4,716
72 4,541
62
3335
25
109
338
30
6
60
378
7,949
3
57
394
7,147
Bursting of, or defects in, locomotive boilers or boiler
attachments.
64
936
I
6
I
......
35
65
978
Accidents to trains, cars, or engines, except collisions,
derailments, and boiler explosions..
13
722
I
13
128
་
4
II
4
125
22
999
Total..
596
7,098
20
156
139
9,391
91
151
13
277
859
17,073
Grand total
2,920
49,120
315
959
318
16,386
5,434
5,687 1,198
5,023
10,185 77,175
33
Train-crew Legislation as Affecting the Provision of Safety
Appliances.
There is another side to this question of the effect of full train-
crew laws on safety. If it be admitted that train-crew legislation is
unnecessary, it must then be granted that such legislation not only
will not promote safety, but may by reason of its expense be an
actual obstruction in the way of the development of greater safety
of the railways of the country. The Interstate Commerce Commis-
sion has frequently called attention to the need for physical improve-
ments. In its annual report for 1912 it directs attention to condi-
tions of track and equipment that lead to derailments, and recom-
mends the universal installation of the block system as a means of
reducing collisions. The improvement of track and equipment and
the installation of block-signal systems and other physical improve-
ments can be made only by the investment of a large amount of cap-
ital. As has been shown, the railways estimate that train-crew
legislation applying throughout the country would increase railway
expenses to the extent of from $13,000,000 to $20,000,000 per year.
The former amount is the annual interest at 5 per cent on $260,-
000,000; the latter on $400,000,000. It has been estimated by the
Special Committee on the Relation of Railway Operation to Legis-
lation that for $260,000,000 block-signal systems could be installed
on all railway mileage of the United States not now so equipped—
in other words, train-crew legislation would cost the railroads at
least as much as the universal installation of the block-signal system.
Railway officers contend that net earnings are insufficient even
now to enable them to make these needed physical improvements.
On this point the Block Signal and Train Control Board created by
Congress to investigate appliances for the promotion of safety of
railroad operation, in its final report to the Interstate Commerce
Commission, on June 29, 1912, said:
"In discussing this subject it may be assumed at the outset that
railroad officers and employees are as anxious to do everything in
their power to promote safety as the public is to have safeguards
provided, and that railroad officials and employees are not immune
to the horrors of a terrible wreck. If all think alike and have the
same desire, why are not better safeguards provided? The general
answer for most railroads is the expense involved. Money is not
available with which to provide and install the apparatus.
needed elsewhere."
It is
TRAIN-CREW LEGISLATION VETOED BY GOVERNORS.
In conclusion, there are appended messages accompanying vetoes
of train-crew bills by Governor Cruce of Oklahoma, in 1913, and
Governor Hughes of New York, 1907; and extracts from veto
messages of Governor Dix of New York, 1911, and Governor Foss
of Massachusetts, 1912.
Governor Cruce's Veto Message—1913.
"I have studied this bill from every angle, and the more I have
studied it the more I have become convinced that it should not
receive my approval. In the enactment of this bill it is only the
railway companies and their employees that have been considered.
The thousands of people in this State who travel upon the rail-
roads and ship their products and merchandise over same have not
entered into the discussion. This fact, however, must remain after
all has been said, that every dollar of expense placed upon railway
corporations in Oklahoma will ultimately be paid by those who
patronize the railroads. The cost of putting this bill into operation
is estimated by the corporation commission at something like $250,-
ooo, while the cost is estimated by the railroad companies at more
than $400,000. But whether it be $100,000 or $500,000, that amount
in the end will be paid by those who use the railroads. Another
thing I have learned to believe is that those who have made a life-
time study of railroad operations are better judges of the proper
method of operating them than I am, and I believe that this is
equally true when applied to a majority of the members of any legis-
lative body. The trouble in Oklahoma is and has ever been that in
dealing with public service corporations we have assumed to know
more about how properly to operate them than those who have
given the matter careful study. Public service corporations need
to be regulated and need to be controlled. Oklahoma has under-
taken to do this by the creation of a corporation commission, and
has clothed that commission with unusual authority in dealing with
such matters. That commission, after having studied this question,
is better able to place suitable regulations upon the railroads than
is the governor or the legislature.
"The practical effect of this bill would be to give employment to
a number of railroad men without increasing the efficiency of the
(34)
35
service, and would be supplying positions for three men to do the
work that can be done by two. It is in entire harmony with the
principle that has prevailed in this State of creating an army of
officials to do the work that ought to be done by half that number
of men.
This legislature has set itself to the task of reducing the
number of officials drawing salaries from the State, and a Herculean
task it is proving. It is certainly inconsistent, while trying to curtail
the number of useless public officials, to increase the number of
appointed employees, who in the end must draw their subsistence
from the same source that is now drawn upon by these useless
public employees."
Governor Hughes' Veto Message-1907.
"I return herewith, without my approval, Assembly Bill No. 455
(Senate Reprint No. 1338), entitled 'An act to better protect the
lives of railroad employees.'
"This bill provides that it shall be unlawful for any railroad com-
pany in the State of New York 'that runs more than four freight
trains in twenty-four hours' to run over any part of its road outside
of yard limits any freight train composed of more than twenty cars
with less than a full crew of six persons, to-wit: one engineer, one
fireman, one conductor, and three brakemen; or a light engine with-
out cars, without a crew composed of one engineer, one fireman,
one conductor or flagman, when running a distance of ten miles or
more from starting point.
"According to present practice, freight trains are very generally
operated with a crew of five persons, and the object of this bill is
to compel the employment of an additional brakeman. The neces-
sity for this is said to lie in the fact that without three brakemen
the freight trains are insufficiently manned, and that firemen are
compelled to leave their places in all kinds of weather to throw
switches when the two brakemen are required respectively to go
ahead of and behind the train.
"This bill, however, upon the facts developed before me upon
the hearing and undisputed, is clearly unconstitutional. Such a
measure should define the service required, with suitable reference
to circumstances and conditions, so that the law would apply in
proper cases and not otherwise. The bill takes no account of the
difference between the different roads and parts of roads, in track-
36
age and switching facilities, and of the fact that what may be neces-
sary in the case of some railroads may be wholly unnecessary in
others. In the case of the New York Central Railroad it was shown
that the trackage and switching facilities on its main line were of
such a character as to make unnecessary the employment of a third
brakeman in accordance with the provisions of the bill. This was
frankly conceded by supporters of the bill.
"To require the expenditure of a very large amount of money
(estimated at several hundred thousand dollars annually) without
necessity for the outlay is simply arbitrary exaction and a taking
of property without due process of law. The bill does not refer its
requirements to any proper standard of necessity or provide any
criterion by which its proper application, under varying conditions,
is to be determined. It contains an absolute requirement which,
upon the facts conceded before me, cannot be justified."
Governor Dix's Veto Message-1911.
"This bill is objectionable for the reason that it takes away from
the Public Service Commission a right which it now has for the
proper regulation of railroads."
Governor Foss's Veto Message-1912.
Governor Foss vetoed a train-crew bill passed by the Massachu-
setts Legislature in 1912 on the ground that the public interests in
such matters of detail in railway operation cannot be well protected
by means of special arbitrary legislative enactments, but should be
entrusted to an expert regulative commission. He said:
"I cannot pass judgment upon the question as to whether or not
all freight trains of thirty cars should carry crews of six men, and
all trains of twenty-nine cars five men. These matters can, in my
judgment, be determined only by a permanent and powerful com-
mission of experts skilled in railroad operation and regulation.”
ADDENDUM.
As stated on page 18, under date of July 9, 1913, a letter reading
as below was sent by registered mail to the respective headquarters
of-
Mr. Warren S. Stone, Grand Chief Engineer, Brotherhood of Loco-
motive Engineers.
Mr. W. S. Carter, President, Brotherhood of Locomotive Firemen
and Enginemen.
Mr. A. B. Garretson, President, Order of Railway Conductors.
Mr. W. G. Lee, President, Brotherhood of Railroad Trainmen.
DEAR SIR: The Bureau of Railway Economics has under way a
study of train-crew legislation, proposed for issue as one of its
bulletins.
In all of its studies the bureau is committed to fairness, accuracy,
and thoroughness. In this study it especially desires to adhere to
these fundamental principles of its procedure, and is therefore seek-
ing information from every source that may tend to impart these
qualities to this bulletin.
In the thought that you may be interested in the subject, a first
page-proof of the bulletin is enclosed for your scrutiny. If you
have the time and the inclination to read this, as I hope you will, we
shall be very glad to have your comments, criticisms, and sug-
gestions. We especially desire definite, specific, and substantiated
information such as may not have come to our attention that bears
upon the merits of the questions discussed.
Yours very truly,
(Signed)
L. G. MCPHERSON,
Director of the Bureau.
Under date of July 12th, Mr. Carter replied "that so far mem-
bers of this organization have not seriously endeavored to secure
'full train-crew' legislation for firemen."
Under date of August 4th, Mr. Garretson replied: "I have not
yet had time to go through the document in question, owing to
press of other business incident to a long-continued absence from
my office."
Up to October 6, the day this bulletin is placed upon the press,
no reply has been received from either Mr. Stone or Mr. Lee.
(37)
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
(Continued from page 2 of cover.)
28. Effect of Recent Wage Advances upon Railway Employees' Compensation
during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to Traffic
and Revenue, 1909-1910-1911.
29. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1911.
30. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1912.
31. Railway Traffic Statistics, 1900-1910.
32. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1912.
33. Summary of Revenues and Expenses of Steam Roads in the United States
for March, 1912.
34. A Comparative Study of Railway Wages and the Cost of Living in the
United States, the United Kingdom, and the Principal Countries of
Continental Europe.
35. Summary of Revenues and Expenses of Steam Roads in the United States
for April, 1912.
36. Summary of Revenues and Expenses of Steam Roads in the United States
for May, 1912.
37. Summary of Reveuues and Expenses of Steam Roads in the United States
for June, 1912.
38. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1912.
39. Comparison of Capital Values-Agriculture, Manufactures, and the Rail-
ways.
40. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1912.
41. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1912.
42. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1912.
43. Summary of Revenues and Expenses of Steam Roads in the United States
for November, 1912.
44. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1912.
45. Railways and Agriculture, 1900-1910.
46. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1913.
47. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1913.
48. Summary of Revenues and Expenses of Steam Roads in the United States
for March, 1913.
49. Summary of Revenues and Expenses of Steam Roads in the United States
for April, 1913.
50. Summary of Revenues and Expenses of Steam Roads in the United States
for May, 1913.
51. Summary of Revenues and Expenses of Steam Roads in the United States
for June, 1913.
52. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1913.
53. The Arguments For and Against Train-Crew Legislation.
BUREAU OF RAILWAY ECONOMICS
Established by Railways of the¡United States
for the Scientific Study of Transportation Problems
FRANK HAIGH DIXON
CHIEF STATISTICIAN
LOGAN G. MCPHERSON
DIRECTOR
RICHARD H. JOHNSTON
LIBRARIAN
List of Publications Pertaining to Government
Ownership of Railways
Bulletin No. 62
WASHINGTON, D. C.
1914
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS,
WASHINGTON, D. C.
1. Summary of Revenues and Expenses of Steam Roads in the United States
for July, 1910. (Monthly Report Series, Bulletin No. 1.)
2. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1910. (Monthly Report Series, Bulletin No. 2.)
3. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1910. (Monthly Report Series, Bulletin No. 3.)
4. A Comparative Statement of Physical Valuation and Capitalization.
5. Preliminary Bulletin for November, 1910-Revenues and Expenses.
6. Railway Traffic Statistics, 1900-1909. (Superseded by No. 31.)
7. Summary of Revenues and Expenses of Steam Roads in the United States
for October, 1910. (Monthly Report Series, Bulletin No. 4).
8. Summary of Revenues and Expenses of Steam Roads in the United States
for November, 1910. (Monthly Report Series, Bulletin No. 5.)
9. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1910. (Monthly Report Series, Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1911.
11. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1911.
13.
66
for March, 1911.
14.
""
66
66
for April, 1911.
15. (Out of Print.)
16. Summary of Revenues and Expenses of Steam Roads in the United States
for May, 1911.
17. (Out of Print.)
18. (Out of Print.)
19. Summary of Revenues and Expenses of Steam Roads in the United States
for June, 1911.
20.
22
66
66
for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
•
22. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1911.
23. (Out of Print.)
24. Comparative Railway Statistics of the United States, the United Kingdom,
France, and Germany.
25. Summary of Revenues and Expenses of Steam Roads in the United States
for September, 1911.
26.
66
27.
66
66
for October, 1911.
66
66
for November, 1911.
28. Effect of Recent Wage Advances upon Railway Employees' Compensation
during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to Traffic
and Revenue, 1909-1910-1911.
(Cóntinued to page 3 of cover.)
List of Publications Pertaining to Government
Ownership of Railways
Bulletin No. 62
WASHINGTON, D. C.
1914
L. C. card no. A14-973.
Prefatory note...
General
Australasia
Austria-Hungary
Belgium and the Netherlands.
Canada
France
Germany
Great Britain..
Italy
Japan
Mexico
Russia
Switzerland ...
United States
Alaska
CONTENTS
5
7
17
19
20
21
22
31
34
:
4I
•
44
Georgia
Massachusetts
North Carolina.
Oklahoma
Pennsylvania
Panama Railroad ..
Other countries
List of authors .
45
45
46
50
64
66
6 8 8 8 8 8 8 8
71
(3)
In the preparation of this bibli-
ography every effort has been made
to include references to all the
available literature on the subject-
good, bad, and indifferent-for and
against government ownership.
1
PREFATORY NOTE
The following libraries are represented in the bibliography of rail-
ways maintained by the Bureau of Railway Economics. The books
and pamphlets in this list may be found in the libraries respectively
indicated by the key letters:
APS
-American Philosophical Society
ASCE -American Society of Civil Engineers
AmhC
-Amherst College
BA
-Boston Athenæum
BPL
-Boston Public Library
Bow C
B
-Bureau of Railway Economics
Clark
-Bowdoin College
Clark University
Cleve PL-Cleveland Public Library
-Columbia University
-Connecticut Historical Society
-Connecticut State Library
-Dartmouth College Library
-Harvard University
-Collection of Professor Henry D. Gardner, Providence
-Harvey Fisk & Sons, New York City
CU
CtHS
CtSL
CornU
-Cornell University
DCL
HU
HDG
HF&S
Hh
H
IndSL
IntRC
ICC
JC
JHU
-Johns Hopkins University
LU
-Private Collection of James Hillhouse, Esq., New Haven
-Hopkins Railway Library, Leland Stanford Jr. University
-Indiana State Library
-International Railway Congress Library, Berne
-Interstate Commerce Commission
-John Crerar Library
-Lehigh University
LibCo —Library Company of Philadelphia
LC
LSE
-Library of Congress
-London School of Economics
MeHS -Maine Historical Society
MeSL -Maine State Library
MassHS-Massachusetts Historical Society
MIT
MassRR
Mass SL
MechL
-Massachusetts Institute of Technology
Massachusetts Railroad Commission, now Public Service Com-
mission
Massachusetts State Library
-Mechanics' Library of Altoona, Pa.
(5)
6
NHSL -New Hampshire State Library
NJSL -New Jersey State Library
NY
PrU
Prussia
Rgy
-New York Public Library
-Princeton University
Bibliothek des Königl. Ministeriums der Öffentlichen Arbeiten,
Berlin
-Ridgeway Library, Philadelphia
StLPL -St. Louis Public Library
-
SpgPL Springfield City Library Association, Springfield, Mass.
-Syracuse University
SU
TPL -Toronto Public Library
Trent PL-Trenton Public Library
Tufts
-Tufts College
UCal
-University of California
UC
UI
UM
---University of Chicago
-University of Illinois
-University of Michigan
UMinn -University of Minnesota
UP
-University of Pennsylvania
UT -University of Toronto
UW
-University of Wisconsin
WRHS -Western Reserve Historical Society
WorcAS-Worcester Antiquarian Society
WorcPL-Worcester Public Library
Y
-Yale University
Files of general periodicals, such as the Arena, Atlantic Monthly,
Forum, Fortnightly, etc., are to be found in all the larger libraries, as
well as in those especially indicated.
Files of the Railway Age Gazette are to be found in most of the
public and university libraries. The Archiv für Eisenbahnwesen is to
be found in most of the university libraries.
No attempt has been made to include in this list references to the
larger subject of the relations of railways to the state, or to books and
articles that are merely descriptive of state railroads.
In the preparation of this list the Bureau of Railway Economics has
received valuable assistance from the Division of Bibliography of the
Library of Congress and from the New York Public Library.
GENERAL
Acworth, William M. Railways under
government control.
(Forum, v. 11: 79–90; March 1891) B,
LC, NY.
Acworth, William M. The relation of
railroads to the state; an address
delivered as president of the
Section of economic science and sta-
tistics, at the annual meeting of the
British association for the advance-
ment of science, at Dublin, Ireland,
September 2, 1908. Philadelphia, Press
of Allen, Lane & Scott, 1908. 14 p.
8°. B, BPL, CtSL, H, HU, IndSL,
ICC, JC, LC, MIT, NY, PrU, UCal,
UI, UP, UT, UW, Y.
Same. London, 1908. 12 P.
8°. B.
Acworth, William M., and Cook, Wil-
liam W. Acworth and Cook, on a
government holding company.
(Railway age gazette, v. 52:1534-36;
June 21, 1912).
Acworth, William M., and others. The
state in relation to railways. Papers
read at the congress of the Royal eco-
nomic society, January 11, 1912. West-
minster, P. S. King & co., 1912.
8°. B, CU, ICC, LC, LSE,
UMinn.
100 p.
NY,
Contents: 1. The state in relation
to railways in England, by W. M. Ac-
worth. 2. The state control of British
railways, by W. Tetley Stephenson.
3. Parliament and the railways, by E.
Cleveland-Stevens. 4. The nationali-
sation of railways in Prussia, by Prof.
H. Schumacher. 5. State railways in
France, by Prof. Leroy Beaulieu. 6.
The Belgian experience in state rail-
ways, by Prof. E. Mahaim.
7. The
state in relation to railways in the
United States, by Prof. E. R. Dew-
snup.
Adams, Charles Francis, Jr. The state
and the railroads.
(Atlantic monthly, v. 37: 360–71; Mar.
1876) 691-699 (June 1876); v. 38:
72-85 (July 1876) B, HU, LC, NY.
Reprinted separately. Boston, 1876.
P. 352-365. H.
Allen, Walter S. Some problems of
public ownership.
(North American review, v. 197:8-21;
Jan. 1913) B, HU, LC, NY.
Allix, Georges. Régies nationales et
municipales.
(Journal des transports, 37th year; 37-
39; Jan. 24, 1914) B, LC.
Arena [Editorial]. Andrew D. White's
special plea for private ownership of
railways.
(Arena, v. 34: 79-82; July 1905) B, LC,
NY.
Avebury, John Lubbock, 1st baron. On
municipal and national trading. Lon-
don, New York, Macmillan, 1907. vi,
178 p. 8°. B, BPL, CU, HU, JC, LC.
State management of railways dis-
cussed, p. 125-43. The author believes
that its results have been unfortunate.
Baxter, Robert Dudley. Results of rail-
way extension. A paper read before
the Statistical society of London in
November 1866. Four hundred and
forty millions of government subsidy
to the cotton railroads in India.
[Washington, 1867] 40 p. 8°. B,
BPL, ICC, JC, LC, MassRR, NY.
Reprinted in Hunt's merchants'
magazine, v. 57:44-63, 89-107; July-
Aug. 1867; under title: "Railway ex-
tension and its results." B, HF&S,
LC.
Beach, Charles F., Jr. Railway consoli-
dation. In Encyclopedia Americana,
v. 13. B, LC.
(7)
8
Beach, Charles F., and Segnitz, Henri.
The railways of Europe.
(Moody's magazine, v. 7, 8, 9, Apr.
1909-Apr. 1910) B, ICC, JC, LC, NY.
A monthly series of 13 articles cov-
ering the more important railway sys-
tems of Europe, with especial refer-
ence to the question of government
versus private ownership.
Bellamy, Edward.
nationalism.
First steps toward
(Forum, v. 10: 174-84; October 1890)
B, LSE.
Reasons for early nationalization of
railways in the United States: p. 179.
Brooks, Sydney. Aspects of public own-
ership.
(North American review, v. 194: 199-
210, 355-66, 541-52, 737-47; v. 195:
496-512, 649–64; Aug. to Nov. 1911;
April and May 1912) B, LC, NY.
Results of government ownership of
railways considered in chapter VI,
May 1912. Reprinted by Bureau of
railway economics.
Brown, C. S. Vesey. The nationaliza-
tion of railways. The practical work-
ings of state ownership in various
countries.
(Cassier's magazine, v. 35: 288-95; Dec.
1908) B, ICC, LC.
Browne, Edward F. Socialism or em-
pire; a danger.
Omaha, Klopp
& Bartlett co., 1906. 229 p. 8°. ICC,
JC, LC.
•
In describing the railways of the
principal countries of the world, the
author shows the disadvantages of
government ownership or of strict
government control.
Bureau of railway economics. List of
references to publications pertaining
to the government ownership of rail-
ways. Washington, D. C., 1913. 16 p.
4°. B, ICC, JC, LC.
Bureau of railway economics. Railway
economics; a collective catalogue of
books in fourteen American libraries,
prepared by the Bureau of railway
economics, Washington, D. C. Chi-
cago, Ill., Pub. for the Bureau of rail-
way economics by the University of
Chicago press [1912]. x, 446 p. 4°.
B, BA, BPL, Cleve PL, CtSL, CornU,
CU, DCL, H, HU, ICC, IndSL,
IntRC, JC, LC, LSE, LU, MIT,
MassSL, NY, Prussia, SpgPL, TPL,
UCal, UC, UI, UM, UMinn, UP, UT,
UW, Y.
"Government ownership": p. 62–64.
Reviewed by A. F. von der Leyen in
the Archiv für eisenbahnwesen, Nov.-
Dec. 1912.
The Death toll of state-owned railroads.
(Mediator, v. 5:47-48; July 1913) B,
ICC, LC.
Comparisons of deaths caused by
railway accidents on state-owned and
privately-owned railroads. From sta-
tistics tabulated by Bureau of railway
economics.
Deligny, Paul. Étude comparée du droit
de rachat dans les concessions de
chemins de fer d'intérêt général et de
son rôle dans la politique des états.
Paris, Guillaumin & cie, 1904. 232 p.
8°. CornU, JC, LC, UCal, UW.
Dewsnup, Ernest R. The attitude of the
state toward railways; a discussion of
the question of nationalization.
American economic association. Bulle-
tin, 4th ser., no. 2, p. 175-87; April
1911. B, ICC, JC, HU, LC, LSE, NY.
Reprinted separately by Bureau of
railway economics.
In
Dunn, Samuel O. Government owner-
ship of railways.
New York
and London, D. Appleton & co., 1913.
vii p., I 1., 400 p. tables. 12°. B,
ICC, LC, MeSL, NY.
Reviewed by George O. Virtue in the
Journal of political economy, v. 22:
396-99; April 1914. B, LC.
The author's conclusions as to the
results of government ownership in
the United States are quoted in the
9'
Railway news, v. 101:828; April 18,
1914.
Dunn, Samuel O. Some often over-
looked points regarding government
ownership of railways. Address
before the Traffic club of New Eng-
land at Boston, Mass., December 6,
1912. 25 p. 8°. B, CU, ICC, JC, LC,
NY.
Same. Boston, Traffic club of
New England, 1912. 16 p. 8°. IndSL,
LSE, NY, WorcPL.
Experiments in government ownership.
(Bache review, v. 22:1-2; Mar. 28,
1914) B.
Flower, B. O. Extension of public
ownership of railways.
(Arena, v. 34:79-82; July 1905) B,
BPL, HU, LC, NY.
Extension of public ownership
of railways.
(Arena, v. 29: 91-92; Jan. 1903) B,
BPL, HU, LC, NY.
Foxwell, E., and Farrer, T. C. Express
trains, English and foreign; a statisti-
cal account of all the express trains
of the world. Lond., 1889. 181 p.
6 maps. 8°. H.
A comparison of operation in Great
Britain and in countries where there
are state railroads.
Gallatin, Albert R. Government owner-
ship. Railroads operated by the state
invariably show deficits or give bad
service.
(N. Y. Sun, Feb 17, 1914) B, LC.
Gardony, Charles N. de. How the Con-
tinent finances its railways.
(Financial review of reviews, no. 66: 30-
33; Apr. 1911) B, LC.
Reprinted in Rand-McNally Bank-
ers' monthly, June 1911.
Reprinted in Journal of commerce,
May 10, 1911.
Government ownership a failure.
(Railway and marine news, v. 10:10;
Sept. 15, 1912) B.
Government ownership of railroads.
(Public, v. 12: 171-75; Feb. 19, 1909)
LC.
Gt. Brit. Board of trade. Continental
railway investigations. Reports to the
Board of trade on railways in Bel-
gium, France, and Italy. London,
1910. vii, 282 p. fº. (Parliament.
Papers by command, 5106) B, ICC,
JC, LC.
Gt. Brit. Board of trade. Railways
(foreign countries and British posses-
sions). . . . Return "showing, sɔ
far as the particulars can be obtained"
[government ownership of railways].
London [1908] 70 p. fº. (Parlia-
ment. Papers by command, 331) B,
ICC, LC, LSE, NY.
•
Gt. Brit. Board of trade. State railways
(British possessions and foreign coun-
tries). Return to an order of the hon-
ourable the House of commons, dated
the 14 December, 1911.
Or-
dered by the House of commons, to
be printed, 12 August, 1913. London,
Eyre and Spottiswoode, ltd., 1913.
73 p. fº. (Parliament, 1913. H. of C.
Repts. and papers, 287) B, ICC, LC.
Return "showing
(a) in
what foreign countries and British
possessions the railways have been
built or acquired by the gov-
ernment; (b) the cost of building or
acquisition of such government rail-
ways, and in the latter case the date
and terms of purchase; (c) the finan-
cial results in each case.
(In
continuation of Parliamentary paper,
no. 331, of session 1907 . . .)”
Gunton's magazine [Editorial]. The
fallacy of public ownership.
(Gunton's magazine, v. 25: 277-85; Nov.
1903) B, ICC, LC.
Gunton's magazine [Editorial]. High-
ways, railroads, and public ownership.
(Gunton's magazine, v. 23: 422–23; Nov.
1902) B, ICC, LC.
IO
Guyot, Yves. La gestion par l'état et
les municipalités. Paris, 1913. 437 p.
12°. B, LC.
Includes state ownership and oper-
ation of railroads. Translated under
title: "Where and why public owner-
ship has failed."
Guyot, Yves. Where and why public
ownership has failed.
Tr.
from the French by H. F. Baker. New
York, Macmillan, 1914. ix, [3] p. 1 1.,
459 p. 8°. B, ICC, LC.
Translation of "La gestion par l'état
et les municipalités."
Hadley, Arthur T. Difficulties of public
business management.
New
(Political science quarterly, v. 3:572-
91; Dec. 1888) B, HU, LC, NY.
Hadley, Arthur T. Railroad transporta-
tion; its history and its laws.
York and London, Putnam, 1886. 269
p. 12°. B, BowC, ClevePL, CU, H,
HU, HF&S, IndSL, ICC, JC, LC,
MIT, NHSL, NY, Prussia, UI, UM,
UP, UT.
"Railroad policy in France": p. 187;
"The railroad systems of central Eu-
rope”: p. 203; "Railroad legislation in
Italy": p. 219; "Results of state rail-
road management": p. 236.
Same. New York and London,
1885.269 p. BPL, ICC, LC, H.
Same. New York and London,
1893. H, ICC, SU.
Same. New York and London,
1899. 269 p. B, CU, H, HU, JC, LC,
UI, UM, UW, Y.
Same. 1895. CornU, UP.
Same. French, Traduit par A.
Raffalovich et L. Guerin. Paris,
1887. 391 p. H, LC, UCal.
Same. 1903. ICC, LC.
Harper's weekly [Editorial].
ownership of railways.
State
(Harper's weekly, v. 50: 544; April 21,
1906) B, LC, NY.
Its results in various countries.
Hendrick, Frank. Railway control by
commissions. New York, Putnam's
sons, 1900.
161 P.
12°. B, BowC,
ClevePL, CU, CornU, HU, ICC, JC,
LC, LSE, MIT, NY, Prussia, UI,
UW, Y.
Discussion of government owner-
ship in most of the European coun-
tries, specifically in Switzerland.
Hodgson, John S. A modified attitude
toward state ownership. [Letter to
the editor.]
(Stone & Webster's public service jour-
nal, v. 14:195–98; Mar. 1914) B, ICC,
JC, LC, NY.
The ill results of state ownership in
various countries.
Railroad commission.
Iowa.
Accidents
on government railways. Percentage
alarming in comparison with private
lines. n. p. [1912]. 1 1. 8°.
Reprinted from Philadelphia public
ledger, Feb. 11, 1912. LC, NY.
Jacqmin, F. Les chemins de fer de
l'état solutions dans les divers pays.
(Journal des économistes, 1877, v. 2:
297-301)
Jacqmin, F. Étude sur l'exploitation des
chemins de fer par l'état. Paris, 1878.
2, 104 p. 8°. H, UW.
"Extrait de la Revue des deux
mondes, du 15 mars 1878."
Jeans, James S. Railway problems an
inquiry into the economic conditions.
of railway working in different coun-
tries. London, Longmans, Green and
co., 1887. xxviii, 560 p. 8°. B, BPL,
BowC, Cleve PL, CornU, CU, H, HU,
IndSL, ICC, JC, JHU, LC, LU, MIT,
NY, SU, UI, UM, UW.
"Railways as state property": p.
456-71. Discussion of both sides of
the question.
Journal of commerce [Editorial]. Is
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(Journal of commerce, Jan. 4, 1913, p.
4, col. 2) B, LC, NY.
II
Katzenstein, Louis. Les limites de
l'étatisation.
(Revue économique internationale, 8th
year: 211-28; August 1911) B, LC.
Application of the fiscal principle in
the management of state railways and
state contracts; disadvantages result-
ing from such an application, p. 223-
25.
Keller, Gottfried.
Der staatsbahnge-
danke bei den verschiedenen völkern
historisch dargestellt.
Bern,
Aarau, 1897. 240 p. 8°. ICC, NY,
UI, UW.
•
•
Kirkman, Marshall M. Basis of railway
rates and private vs. governmental
management of railroads
form-
ing one of the series of volumes com-
prised in the revised and enlarged
edition of The science of railways.
Ed. 1905.
New York and Chicago,
The World railway publishing co.,
1905. vi, 7-350 p. 12°. B, BPL, Cleve
PL, JC, LC, LSE, LU, MIT, UW.
This work, under slightly differing
titles, occurs as volume VIII of the
author's "The science of railways"
which, in one or another of its various
editions, is found in most libraries.
Kirkman, Marshall M. Railway rates
and government control. Economic
questions surrounding these subjects.
Chicago, New York, Rand, McNally
& co., 1892. 354 p. 12°. B, ClevePL,
CU, CornU, H, ICC, LC, MIT, UI,
UP, UW.
con-
Government control and value of
private ownership: p. 205-251.
Lane, Franklin K. [Letter to Hon. Wil-
liam C. Houston, House of represen-
tatives, relative to railroads
structed by different countries in
opening up new lands.]
(Congressional record, v. 51: 2026–29;
Jan. 20, 1914. Current file) B, ICC,
LC, NY.
Lane, Franklin K. Success of federal
railroad regulation. Is government
ownership of railroads necessary?
Railroad problems would continue to
exist under government ownership.
European experience.
(Journal of commerce, Jan. 3, 1912) B,
ICC, LC, NY.
Reprinted separately by Bureau of
railway economics.
Le Chevalier, Roger. Du caractère
juridique de l'administration des che-
mins de fer de l'état. Paris, A. Rous-
seau, 1902. 2 p. l., 139 p. 4°. B, JC,
LC, UW.
"Bibliographie”: p. [133]-135. Ar-
gues that exploitation of the railroads
is a legal attribute of the state and is
not necessarily socialistic.
Leroy-Beaulieu, Paul. L'état moderne
et ses fonctions. 3. éd., rev. et aug.
Paris, Guillaumin & cie., 1900. 487 p.
8°. B, LC (also 4th ed., 1911).
"De l'exploitation des chemins de
fer par l'état": p. 204–29.
Leroy-Beaulieu, Paul. Traité de la sci-
ence des finances. 8. éd. rev. et aug.
Paris, F. Alcan, 1912. 2 V. 8°. B,
CU, JC (3d ed., 1883; 6th ed., 1889),
LC.
22.
Government ownership: v. I, p. 104–
Lewis, David J. Government ownership
of railways in Europe.
(Moody's magazine, v. 9, 35-39; Jan.
1910) B, ICC, JC, LC, NY.
•
Leyen, A. F. von der. Die eisenbahnen
der erde, 1830 bis 1910.
[Ber-
lin, 1912] 27 p., incl. tables. I fold.
fº.
pl.
Reprinted from the Archiv für eisen-
bahnwesen, Jan.-Feb. 1912.
Comment in Railway age gazette, v.
53:85-86; July 19, 1912, under title:
"The extent of government owner-
ship."
Comment in Market world and
chronicle, v. 90: 125; July 27, 1912. B,
LC, NY.
12
The article is one of the series of
statistical statements appearing an-
nually in the Archiv under title "Die
eisenbahnen der erde," which contain
statistics of mileage of state-owned
railroads.
McPherson, Logan Grant. Transporta-
tion in Europe. New York, H. Holt
& co., 1910. iv, 285 p. 8°. ASCE, B,
Cleve PL, CtSL, CornU, CU, H, HU,
ICC, JC, JHU, LC, MassRR, NY,
Prussia, UCal, UC, UM, UP, UW, Y.
"Phases of governmental control":
P. 149-75.
McVey, Frank L. Modern industrial-
ism; an outline of the industrial or-
ganization as seen in the history, in-
dustry, and problems of England, the
United States, and Germany. New
York, Appleton, 1904. XV, 300 p.
front. (fold. map) illus. 8°. (Apple-
tons' business series) B, LC.
"Government ownership": p. 256–72.
McVey, Frank L. State ownership of
railroads.
(Gunton's magazine, 11:54-63; July
1896) B, ICC, LC.
Unfavorable to government owner-
ship.
Mavor, James. Transportation. In Or-
ganization, correspondence, transporta-
tion. N. Y., Alexander Hamilton in-
stitute, 1912. Part III. B, LC.
Discusses nationalization in various
countries.
Meyer, Balthasar H. Railway regulation
under foreign and domestic laws. In
U. S. Industrial commission. Report.
Washington, 1901-2. Vol. IX, p. 897–
1091. B, BPL, ICC, LC, UW.
Meyer, Hugo R. Government ownership
of railways [13 parts].
(Railway age, v. 36: 32–430; July 10-Oct.
2, 1903)
Meyer, Hugo R. Governmental regula-
tion of railway rates; a study of the
experience of the United States, Ger-
many, France, Austria-Hungary, Rus-
sia, and Australia. New York, Mac-
millan, 1905. xxvii, 486 p. 8°. B, BPL,
CornU, ClevePL, CU, HU, IndSL,
ICC, JC, JHU, LC, MIT, NY, SU,
UCal, UI, UM, UP, UW, Y.
See also reviews and reply of author
in Yale review, February, 1906; and
Journal of political economy, February
and April, 1906.
Opposed to government ownership.
Same. 1906. HU, LibCo.
Reviewed by Ralph Albertson in the
Arena, v. 36: 103-05; July, 1906.
Milhaud, Edgard. Les accidents de
chemins de fer sur les réseaux privés
et sur les réseaux d'état.
(Annales de la régie directe, v. 2:353-
65; Geneva, 1909-10) NY.
Milhaud, Edgard. Le rachat des chemins
de fer. Paris, Édouard Cornély et cie,
1904, xiii, 315 p. 12°. B, CornU, CU,
JC, LC, NY, UI, UW.
Discusses government ownership in
Switzerland, Belgium, Italy, Germany,
and France. Favorable to the repur-
chase of 1898 in Switzerland.
Moreno Calderón, Antonio. Examen y
juicio de la explotación exclusiva por
el estado de tierras, industrias, vías de
comunicación, etc. Memoria premiada
con accèsit por la Real academia de
ciencias morales y politicas en el con-
curso ordinario de 1907, escrita por D.
Antonio Moreno Calderón.
Madrid, Tip. de J. Ratés, 1909. 160 p.
4°. LC.
Nationalization of railways. In Socialist
year book, and labor annual. By J.
Bruce Glasier. Manchester, 1913. p.
151-52. B, CU, LC.
New York Daily people. Railroad slaves
of Europe. Their "government owner-
ship" serves to render them more help-
less against task masters.
(New York Daily people; Sept. 5, 1911)
B.
Newcomb, Harry Turner. Public owner-
ship and the wage-earner, a paper pre-
13
sented at the special summer meeting
of the American association for the ad-
vancement of science, before the Sec-
tion on social and economic science, at
Ithaca, New York, on July 2, 1906.
New York, M. O. Publishing bureau,
n. d. 14 p. 8°. B, UCal.
Reviewed in Science, n. s., v. 24:
523-24; Oct. 26, 1906.
Newcomb, Harry Turner. Railways in
foreign countries. In U. S. Congress.
Senate. Committee on interstate com-
merce. Hearings on the regulation of
railway rates. Washington, 1905-6.
Appendix L. B, ICC, LC.
Noël, Octave. Les rachats des chemins
de fer et l'exploitation par l'état, 1878.
(Revue générale d'administration, v. 1:
378; 1878) LC, NY.
Unfavorable to state ownership, es-
pecially in France.
Oberg, Erik. Public ownership of rail-
roads.
(Public, v. II: 232-33, 449-51; June-
Aug. 1908) LC.
A study of its results in the trans-
portation systems of Europe.
Parsons, Frank. Private monopoly in
transportation contrasted with public
ownership and coöperative operation.
In U. S. Industrial commission. Re-
port. Washington, 1901.
Vol. 9, p.
123-93, 883-90. B, ICC, LC, LSE, NY.
Parsons, Frank. Public ownership.
[Washington, 1900.] 20 p. 8°.
(56th Cong., Ist sess., Senate. Doc. 69)
ICC, LC.
Parsons, Frank. The railways, the
trusts, and the people.
With
the assistance of Ralph Albertson.
Ed.
by C. F. Taylor.
Philadelphia, C. F. Taylor, 1905. 2 V.
in 1. diagr. (On cover: Equity series,
vol. vii, no. 3-4.) B (1905, 1906), BPL
(1906), ClevePL, CU, ConnStL (1905,
1906), CornU (1906), HU, ICC, JC,
LC, NY, PrU (1905, 1906), UCal, UI,
UP, UW.
Extract under title: "The Swiss
railways for the Swiss people,” Equity
series, v. 9:27-30; July 1907.
Pew, Arthur. Notes on government rail-
roads. Atlanta, Ga., The American
pub. & eng. co., 1894. 68 p. 8°. B,
CornU, H, ICC, JC, LC, LSE, MIT,
NY, UC, UW.
Phelps, Edith M. Selected articles on
government ownership of railroads.
Minneapolis, The H. W. Wilson com-
pany, 1912. xxxi, 179 p. 8°. (De-
baters' handbook series.) AmhC, B,
BowC, ICC, IndSL, JC, LC, LSE, NY,
StPL.
This important work, which includes
a considerable number of references to
the more general subject of the rela-
tions of the railways to the state, re-
produces many of the more valuable
articles from magazines and extracts
from books relating to government
ownership.
G
Picard, Alfred. Traité des chemins de
fer; économie politique-commerce-
finances administration droit
études comparées sur les chemins de
fer étrangers. Paris, J. Rothschild,
1887. 4 v. diagrs. 8°. B, BPL, CU,
H, HU, ICC, LC, NY, Prussia, UC,
UI, UM, UW.
Treats of state construction and op-
eration.
Porter, Robert P. The dangers of mu-
nicipal trading. London, G. Rout-
ledge & sons, ltd., 1907. xii p., I l.,
320 p. 12°. B, CtSL, JHU, LC.
"Nationalization of railways”: p. 285–309.
Pratt, Edwin A. Railways and their
rates, with an appendix on the British
canal problem. London, J. Murray,
1905. ix, 361 p. 8°. B (1906), CornU
(1905), HU (1906), IndSL (1905),
ICC (1905, 1906), JC (1905), LC
(1905, 1906), MIT (1905), UCal
(1906), UI (1906), UP (1905), UW
(1905, 1906), Y (1905).
14
Contains chapters on the railways of
France, Germany, Holland, Belgium,
Denmark.
Pratt, Edwin A. State railways; object
lessons from other lands. With a
translation of M. Marcel Peschaud's
articles on "Les chemins de fer de
l'état belge" in the "Revue politique et
parlementaire." London, 1907. 107 p.
8°. B, BPL, CU, HU, ICC, IntRC,
JC, LC, LSE, NY, UCal, UI, UM, UP,
UW, Y.
Pratt, Edwin A. The world's railways.
State-owned lines
lines in a minority.
(London times, Oct. 1, 1912) LC.
Reprinted by Bureau of railway
economics.
Reprinted in Journal of commerce,
Oct. 16, 1912. B, LC, NY.
Comment in Daily consular and trade
reports, Nov. 20, 1912. B, LC.
Pret, C. A. L'exploitation des voies
ferrées par l'état. Dans les pays
étrangers et ses résultats.
•
(Le monde économique, 15th year: 99-
100; Jan. 28, 1905) LC.
Prevey, C. E. Comparative statistics of
railroad service under different kinds
of control. In American statistical as-
sociation. Publications, v. 6: 133-45;
Sept. 1898. ICC, LC.
Railroad regulation in Europe.
(Arena, v. 39: 612-15; May, 1908) LC.
Railway age [Editorial]. State railways.
(Railway age, v. 44: 101-02; July 26,
1907)
Railway age gazette [Editorial]. Acci-
dents on private and state railways.
(Railway age gazette, v. 54:1165–66;
May 30, 1913)
Railway age gazette [Editorial]. Car
shortages in the United States and
Prussia.
(Railway age gazette, v. 53:1125-26;
Dec. 14, 1912)
Railway age gazette [Editorial]. [Gov-
ernment ownership of railways and
decreased rates.]
(Railway age gazette, v. 55:739-40;
Oct. 24, 1913)
Raper, Charles Lee. Railway transpor-
tation; a history of its economics and
of its relation to the state, based, with
the author's permission, upon Presi-
dent Hadley's "Railroad transporta-
tion: its history and its laws." New
York and London, G. P. Putnam's
sons, 1912. xi, 331 p. 8°. B, CU,
CtSL, IndSL, ICC, JC, LC, Prussia.
"State operation of railways": p.
278–316.
Ringwalt, Ralph Curtis.
ownership of railways.
on public questions.
Government
In his Briefs
New York,
1906. p. 163–73. B, CU, LC, NY, Rgy.
Robbins, Edwin C. The high-school de-
bate book. Chicago, A. C. McClurg
& co., 1911. 229 p. CU, LC.
"Government ownership of rail-
ways" p. 88-99.
Russell, Charles Edward. Railroad revo-
lution.
(Pearson's magazine,
Sept. 1913) B, LC.
V. 30:325–36;
A comparison of railways in the
United States with state-owned rail-
ways to the disadvantage of the
former.
Sarlat, Joseph. Du rôle économique de
l'état en matière d'exploitation de
chemins de fer. Sarlat, Michelet, 1913.
157 p. 8°. B, CU, JC, LC, NY, UCal,
UW.
Thèse-Univ. de Paris.
Schelle, Gustave. Statistique des ex-
ploitations industrielles des états et des
municipalités. In Institut international
de statisque. Bulletin, v. 19, pt. 2, p.
286-331: Hague, 1911. LC.
Report of a committee of which
Yves Guyot was chairman and Gustave
Schelle secretary
15
The report includes a review of the
state railway administrations of the
various European countries.
Schindler, Solomon. The nationaliza-
tion of railroads.
(Arena, v. 7: 209-12; Jan. 1893) B, LC.
Schindler, Solomon. Nationalization of
railroads.
(Arena, v. 9: 460-65; March, 1894) H,
LC.
Seligman, Edwin R. A. Government
ownership of quasi-public corpora-
tions.
(Gunton's magazine, v. 20: 305-22; April
1901) B, ICC, LC.
State and company owned railways.
(Daily consular and trade reports, Nov.
20, 1912; p. 928-29) B, ICC, LC.
Comment on article by E. A. Pratt,
entitled "The world's railways. State-
owned lines in a minority," in the
London Times, Oct. 1, 1912.
The State purchase of railways.
(Republic, v. 1: 201-04; June 1873) LC.
State rails. The drift of thought in this
country and the drift of practice in
Europe toward government owner-
ship of the means of transportation.
Taking the first steps in Great Britain.
(New York Times annalist, v. 2:581-
82; Nov. 10, 1913) B, LC.
Sterne, Simon. Curious phases of the
railway question in Europe.
(Quarterly journal of economics, v. 1:
453-68; July 1887) B, HU, JC, LC,
NY.
Sterne, Simon. The relation of the rail-
roads to the state.
Philadel-
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B, CU, HU, NY, Y.
"Reprinted from the Citizen (LC),
the journal of the America society for
the extension of university teaching."
Sterne, Simon. [The relations of the
governments of Europe to railway
corporations. Washington, 1887.] 45
p. 8°. (49th Cong., 2d sess. Senate.
Mis. doc. 66) B, HU, ICC, JC, LC,
LSE, NY, Prussia.
Stewart, John L. Government owner-
ship. In Progress. Issued monthly
by the University association in the
interests of university and world's
congress extension. Chicago, 1900.
Vol. 5, no. 4, p. 203-62. LC.
Railroads in Germany, France, Bel-
gium, Italy, and Switzerland, and gov-
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States.
Stone & Webster public service journal
[Editorial]. On nationalizing public
utilities.
(Stone & Webster public service jour-
nal, v. 13: 406-10; Dec. 1913) B, ICC,
LC, NY.
The probable results of nationaliza-
tion, especially in Great Britain.
Todd, Mrs. Marion Marsh. Railways
of Europe and America; or, govern-
ment ownership. With notes from
official sources. Boston, Arena publ.
co., 1893. 293 p. 12°. B, BPL, CtSL,
ICC, JC, LC, LSE, MIT, UI, Y.
Same. Lansing, Mich., 1897.
293 p. 12°. Cleve PL, JC.
Troubles of government owned and op-
erated roads.
(Ohio journal of commerce, v. 8:76–77;
Aug. 16, 1913)
B.
U. S. Interstate commerce commission.
Railroad regulation in foreign coun-
tries. In its 4th Annual report, 1890.
p. 303-62. Appendix G. B, ICC, LC.
U. S. Library of Congress.
A
list of books (with references to peri-
odicals) relating to railroads in their
relation to the government and the
public. With appendix: List of refer-
ences on the Northern securities case.
Washington, Govt. print. off., 1904.
I pl., 72 p. 4°. B, ICC, LC, MassHS,
NJSL.
U. S. Library of Congress. A list of
books with reference to periodicals
16
relating to railroads in their relation
to the government and the public. 2d
issue. Washington, Govt. print. off.,
1907. 131 p. 4°. B, HU, ICC, JC,
LC, NHSL, NJSL.
U. S. Library of Congress.
Se-
lect list of books on railroads in for-
eign countries. Government regula-
tion. General; Continental Europe;
International freight agreement; Great
Britain; France; Germany; Belgium;
Switzerland; Italy; Austria-Hungary;
Russia. Washington, Govt. print. off.,
1905. 72 p. 4°. B, ICC, LC.
U. S. Library of Congress.
Select list
of references on government owner-
ship of railroads. Washington, Govt.
14 p. 4°. APS, B,
LC, NJSL, NY,
print. off., 1903.
CU, ICC, JC,
Trent PL, Y.
Vrooman, Carl S. American railway
problems in the light of European ex-
perience, or Government regulation v.
government operation of railways.
London, New York [etc.]
[1910] 376 p. 12°. AmhC, B, BPL,
CU, HU, ICC, JC, LC, LSE, NHSL,
NY, Prussia, UCal, UI, UP, UW, Y.
Vrooman, Carl S. Railway corruption.
(Twentieth century magazine, v. 1:118–
25, 221–28; Nov.-Dec. 1909) B, LC.
State-owned railway administration
contrasted with private management in
the United States, showing that Gov-
ernment ownership would remedy
rather than increase corruption.
Vrooman, Carl S. Railway nationaliza-
tion not confiscatory.
(Arena, v. 41: 160-70; Feb. 1909). B,
LC, NY.
Vrooman, Carl S. Varieties of railroad
regulation.
(Van Norden magazine, v. 2:42-54;
March 1908) B, LC.
Walkden, A. G. State railways in Eu-
rope. Railway clerks' tour of inspec-
tion.
(South African railway magazine, v. 6:
950-51; Sept. 1912) B.
Na-
Weber, Max Maria, freiherr von.
tionalität und eisenbahnpolitik. Wien,
Pest, Leipzig, A. Hartleben's verlag,
1876. 111, [1] p. 8°. B, BPL, CornU,
CU, H, MIT, Prussia, UI, UP, UW.
Discusses state ownership and oper-
ation in Austria and other European
countries.
Wehrmann, Leo. Stimmen aus verschie-
denen ländern über die verstaatlichung
der eisenbahnen.
(Archiv für eisenbahnwesen, 36th year:
925-42; July-Aug. 1913)
Wernekke, Friedrich. Staatsbahnen und
privatbahnen.
(Weltverkehr und weltwirtschaft, 3d
year: 332–35; Berlin, 1913) NY.
Wittek, Henri de. Les maximes fonda-
mentales du régime des chemins de
fer de l'état. Observations écono-
miques.
(Revue économique internationale, roth
year, v. 2: 78-97; Apr. 15-20, 1913) B,
LC, LSE, NY.
17
AUSTRALASIA
Statistics of the state railways of New Zealand, Australia, and the various
provinces of the latter Commonwealth are contained in the annual official publica-
tions of the railway departments of the various states as follows:
•
•
New Zealand. Railway statement.
Australia (Commonwealth). Transport and communication. Bulletins.
New South Wales. Government railways and tramways report.
Queensland. Queensland railways. Report of the commissioner.
South Australia. Annual report of the South Australian railway commissioners.
Victoria. Victorian railways. Report.
Western Australia. Report on the working of the government railways.
Acworth, William M. Government rail-
ways in a democratic state.
(Economic journal, v. 2:629–36; Dec.
1892) LC.
With special reference to Australia.
The Australian railways. State owner-
ship versus private enterprise.
(London Times, May 24, 1913, p. 13, col.
2-5) B, LC.
Australian railways supported big tax.
Government insures success of new
lines. Sparsely settled sections as-
sessed to keep down demand for ex-
tension of many systems.
(Railway record, v. 4: 12; July 13, 1912)
B, ICC.
Bonner, Francis A. State railway rush-
ing to ruin.
(Rand-McNally bankers' monthly, v. 31:
9-14; Feb. 1914) B, LC, NY.
Reprinted in Railway age gazette,
v. 56: 365–66; Feb. 20, 1914.
The results of Government owner-
ship in Australia.
Brown, A. A. The government-owned
railways of New Zealand.
(Arena, v. 38:113-17; Aug. 1907) B,
LC, NY.
1
Favorable to government ownership.
Bureau of railway news and statistics.
New Zealand railways not comparable
to American. Capitalized at more per
mile of track, they have a carrying
efficiency of less than one-fifth per
mile of track. Chicago, Sept. 1912.
4 p. 8°. (Leaflet no. 21) B, ICC,
LC.
Reply to C. E. Russell's article on
"The New Zealand altruistic railway”
in Pearson's for Sept. 1912.
Les Chemins de fer australiens.
(Revue générale des chemins de fer,
31st year, Ist sem., 57-61; Jan. 1908)
B, LC.
Clark, Victor S. Australian economic
problems. I. The railways.
(Quarterly journal of economics, v. 22:
399-451; May 1908) B, HU, ICC,
JC, JHU, LC, NY.
Felton, Eric. New South Wales govern-
ment railways.
(Railway magazine [London], v. 30: 12-
21, 1912)
LC, NY.
Flower, B. O. New Zealand in the van
of progress.
(Arena, v. 27: 429-32; April 1902) B,
BPL, HU, LC, NY.
:
Government-owned railroads in New
Zealand.
Fortescue, J. W. Guileless Australia;
a rejoinder.
(Nineteenth century, V. 30: 430–43;
Sept. 1891)
LC.
Contains some account of Australian
railways. A reply to article entitled
"The seamy side of Australia," by
Howard Willoughby, 19th century, v.
30; Aug. 1891.
18
Government-owned railways of Aus-
tralia yield millions to the public treas-
ury.
(Arena, v. 35:86-87; Jan. 1906) LC,
.NY.
Hill, William.
tralia.
(Journal of political economy, v. 3: 1-
23; Dec. 1894) B, HU, JC, LC, LSE,
NY.
State railways in Aus-
Hirsch, Max. Government railways in
Australia.
(Public, v. 11: 103-05; May 1, 1908)
LC.
Jenkins, J. G. Australian railways.
(Journal of the Royal Society of arts,
v. 60:715-24; June 7, 1912) B, LC.
Discusses effects of state ownership.
Kandt, Moritz. Über die entwicklung
des australischen eisenbahnpolitik
nebst einer einleitung über das prob-
lem der eisenbahnpolitik in theorie
und praxis. Berlin, 1894. Prussia.
Le Rossignol, James E. New Zealand
railway finance. Government railways
conducted at an annual loss of $2,-
500,000.
(Moody's magazine, v. 4:233–40; Aug.
1907) B, HU, ICC, JC, LC, NY.
Le Rossignol, James E., and Stewart,
William D. Railways in New Zealand.
(Quarterly journal of economics, v. 23:
652-96; Aug. 1909) B, HU, JC, LC,
NY.
Le Rossignol, James E., and Stewart,
William D. State socialism in New
Zealand. New York, T. Y. Crowell &
CO., 1910. xi, 311 p. maps. 12°.
(Library of economics and politics)
B, ICC, LC.
"Roads and railways": p. 52-67;
"Railway finance”: p. 68–93.
Lloyd, Henry D. Newest England;
notes of a democratic traveler in New
Zealand, with some Australian com-
parisons. New York, Doubleday, Page
& co., 1900. 4 p. 1., 387 p. front.,
plates, ports. 8°. B, LC.
Describes the good results of state
operation of railroads.
Maratta, Daniel W. The railways of
Australia.
(Railway review, v. 34: 553-55; Aug. 11,
1894) B, H, HU, ICC, LC, NY, UI,
UM, UP, Y.
New South Wales. Laws, statutes, etc.
Government railways. An act to make
better provision for the management
of the government railways and tram-
ways (17 May, 1888) [Sydney, 1892]
27 p. 8°. BPL, LC.
New Zealand government railways: 1898-
99.
(Railway engineer, no. 238: 344; Nov.
1899)
Newcomb, Harry T. The government
railways of New Zealand.
(Railway world, v.
•
57: 109-15; Feb.
1913) B, H, HU, ICC, JC, LC, NY,
UI, UM, UP, Y.
Reply to article by C. E. Russell,
"New Zealand's altruistic railroads,"
in Pearson's magazine, Sept.-Oct. 1912.
Pratt, Edwin A. The state railway mud-
dle in Australia. London, J. Murray,
1912. viii, 164 p. 12°. B, BPL, CU,
ICC, LC, LSE, NY, StLPL.
Reviewed in Stone & Webster's pub-
lic service journal, v. 13: 231-35; Oct.
1913, under title: "An example of
government ownership.”
Railway age [Editorial]. Government
ownership in New Zealand.
(Railway age, v. 44:452-53; Oct. 4,
1907)
Russell, Charles E. New Zealand's al-
truistic railroads.
(Pearson's magazine, v. 28: 17-23, 93-
99; Sept.-Oct. 1912) B, LC.
Reprinted in Railway and engineer-
ing review, v. 52:854-55; Sept. 14,
1912. B, LC.
Comment in Train dispatchers' bul-
letin, v. 17: 103; Nov. 1912.
Speight, Richard. State-owned railways
in Australia.
19
(Engineering magazine, v. 4:661–76;
Feb. 1893) B, LC.
"The results obtained prove the
practicability of state ownership with
private administration."
The State railways of Australia and
New Zealand.
(Market world and chronicle, v. 93:
368-69, 390-92; Mar. 21, 1914) B, LC.
Statistics of operation and comment
on the state management.
Victorian government railways.
(Daily consular and trade reports, p.
1089-97; Nov. 30, 1912) B, LC.
AUSTRIA-HUNGARY
For statistics of the state railways of Austria see the annual statistical publication
of the ministry of railways: Hauptergebnisse der österreichischen eisenbahnstatistik.
Austria.
Eisenbahn-ministerium.
Die
österreichischen staatsbahnen seit dem
bestande des Eisenbahnministeriums,
1896-1908. Über ermächtigung des K.
K. Eisenbahnministeriums, bearb. von
dr. Adolf, ritter v. Strigl, k. k. hofrat
im Eisenbahnministerium. Wien, K.
K. Hof- und staats druckerei, 1910.
vi, 107 p. incl. tables. f°. ICC, LC.
Braun, Antoine. L'exploitation des
chemins de fer par l'état en Autriche
depuis le dernier rachat.
(Annales de la régie directe, 5th year:
118-43; Geneva, 1913) NY.
Czernin, Rudolf, count. Lie regierungs-
vorlage über die verstaatlichung der
Kaiser Ferdinands Nordbahn. Wien,
Carl Gerold's sohn, 1906. 25 p. 8°.
NY.
Ellenbogen, Wilhelm. Die eisenbahnen
und die socialdemokratie. Wien, Ver-
lag des "Eisenbahner," 1896. 44 p.
8°. NY.
Ellenbogen, Wilhelm, and Wittek, R.
von. Die eisenbahnverwaltung und
die eisenbahnen in Oesterreich. Wien,
1902. 32 p. 8°. JC.
•
Grell, M. Vortrag über die verstaat-
lichung der Nordbahn und über ver-
staatlichung im allgemeinen und
deren soziale folgen. Wien, 1883.
I Prussia.
•
Kaizl, J. Die verstaatlichung der eisen-
bahnen in Oesterreich. Leipzig, 1885.
Prussia.
?
Kar, Paul. Eisenbahnverstaatlichung in
Oesterreich. Erweiterter separatab-
druck aus der Monatschrift "Der
kampf." Mit einer einleitung von Dr.
Wilhelm Ellenbogen. Wien, Ig. Brand,
1908. 19, (1) p. 8°. LC, NY.
Mündl, Richard. Die tragikomödie der
eisenbahnverstaatlichung in Österreich.
(Österreichischer rundschau, v. 4:559-
68; Wien, 1905) LC, NY.
Nemenyi, Ambros. Die verstaatlichung
der eisenbahnen in Ungarn. Leipzig,
1890. 8, 232 p. 8°. CU, ICC, Prus-
sia, UW.
Sieveking, Heinrich. Die österreichi-.
schen bahnprojekte.
(Jahrbuch für gesetzgebung, v. 25: 1079–
1104; 1901) AmhC, CU, LC, NY.
Strach, Hermann. Die verstaatlichung
der Kaiser-Ferdinands-Nordbahn.
(Oesterr. eisenbahn-zeitung, 29th year:
309-13, 321-25, 345-49; Berlin, 1900)
LC.
W., Fr. von. Eisenbahn-verstaatlichung
in Oesterreich.
(Kultur, 6th year: 385-95; Wien, 1905)
LC, NY.
Weidlinger, Rudolf. Leitfaden der or-
ganisation der österreichischen eisen-
bahnen, unter besonderer berücksichti-
gung der staatseisenbahnverwaltung.
Wien, A. Hölder, 1911. vi, 95 p. · 8°.
(Lehrbuch für eisenbahnfachkurse)
B, NY.
20
Wolff,
Der erwerb der österrei-
chischen Kaiser-Ferdinands-Nordbahn
für den staat.
(Archiv für eisenbahnwesen, 30th year:
136-68; Jan.-Feb. 1907)
Zebegényi - Gründorf.
Entstaatlichung
nicht verstaatlichung.
(Oesterreichischer rundschau, v. 6: 453–
62; 1906) LC, NY.
BELGIUM AND THE NETHERLANDS
For statistics of Belgian railways see the annual statistical publication of the
Ministry of railways, post and telegraphs: Chemins de fer, postes, télégraphes, télé-
phones et marine. Compte rendu des opérations.
door den Raad van toezigt op de
For railways of the Netherlands see the annual publication of the government of
the Netherlands: Verslag over het jaar
spoorwegdiensten.
Belgian state railways.
(Railway magazine [London], v. 29:
445-55; v. 30: 31-41, 99-110; 1911-12)
LC, NY.
Broek, G. J. van don. Eenige beschouw-
ingen over de financieele zijde van
het Spoorweg-vraagstuk.
}
(Economist, 56th year: 461-88; 1907)
LC, NY.
Devys,
•
Les chemins de fer
de l'État belge.
Paris, A. Rous-
seau, 1910. 4 p. 1., 236 p. 4°. B, JC,
LC, NY.
"Bibliographie": 4th prelim. leaf.
Favorable to government ownership
in Belgium.
2.
Est-il vrai? 1. Que des dépenses d'ex-
ploitation du chemin de fer de l'état
soient prélevées sur les fonds votés
pour la construction du railway?
Que l'exploitation des chemins de fer
administrés par le gouvernement belge
ne produise pas plus de 6.30 0/0 du
capital de premier établissement. Ré-
ponse aux critiques et aux observa-
tions de Moniteur des intérêts maté-
riels. Bruxelles, 1864. 29 p. 8°. BPL,
Prussia.
,
Litwinski, Léon de. La question de la
situation financière des chemins de fer
de l'état belge. Bruxelles, Goemaere,
1911. 118. p., 1 1. 8°. IntRC, JC, LC,
NY.
Bibliography: p. 5–7.
Mahaim, Ernest. The Belgian experi-
ence in state railways. In Acworth,
William Mitchell, and others. The
state in relation to railways.
minster, 1912.
West-
For location see Acworth, General
section.
Malou, J. Encore cinq lettres sur le
chemins de fer de l'Etat belge. Rép-
lique à M.
Bruxelles: E.
Guyot, 1867. 52 p., I diagr. 8°. LC,
NY.
Extrait du Moniteur des Intérêts
matériels (d'octobre 1867).
Same. Imprint pasted over
original reads: Paris: E. Lacroix.
NY.
Monge, Francis de. Une question déli-
cate.
(Revue sociale catholique, v. 3:129–40,
203-04; 1898-99) CU, LC.
The results of state ownership, es-
pecially in Belgium.
Peschaud, Marcel. Les chemins de fer
de l'état belge.
(Revue politique et parlementaire, no.
143:233–59 [May 1906]; no. 144: 504-
36 [June 1906]. B, LC.
Translation in "State railways; ob-
ject lessons from other lands,” by Ed-
win A. Pratt, London, 1907. BPL,
LC.
Abstract in Railroad gazette, v. 41:
190; Sept. 7, 1906.
21
Railroad gazette [Editorial]. State rail-
roads; the lesson of Belgium.
(Railroad gazette, v. 41: 190; Sept, 7,
1906)
Renkin, J. Les chemins de fer de l'état
belge.
(Revue économique internationale, v. 3,
593-632; Nov. 1904) B, LC.
History of the development of the
Belgian state railways.
Trent, Marie Willem Frederik. Staats-
exploitatie van spoorwegen. [Amster-
dam? 1898?] 47 p. 8°. NY.
Excerpt.
Vrooman, Carl S. The Belgian solution
of the railroad problem.
(Government, v. 3: 231-46; Nov. 1908)
LC.
CANADA
For statistics of government-owned railroads in Canada see the annual reports
entitled "Railway statistics," published by the Department of railways and canals,
and the Annual reports of the Temiskaming and northern Ontario railway commis-
sion.
Government owned and operated lines are: Intercolonial, Prince Edward Island,
Temiskaming and northern Ontario, New Brunswick coal and railway.
Beveridge, Albert J. Canada's govern-
ment railway; an experiment in public
ownership and operation.
(American review of reviews, v. 46:
585-93; Nov. 1912) B, JC, LC, NY.
Editorial comment, p. 532.
Canada. National transcontinental rail-
way investigating commission. Re-
port
Ottawa, 1914. 2 v. illus.,
plates, maps. 8°. (Sessional paper no.
123) B, ICC, LC.
In regard to the mismanagement of
government employees in the construc-
tion of the National transcontinental
railway.
Canada's government-owned railroads.
(Moody's magazine, v. 6: 162-68; Sept.
1908) B, ICC, JC, LC, NY.
Canadian northern as a government en-
terprise.
(Wall street journal, July 4, 1913, p. 2,
col. 1) B, ICC, LC, NY.
Chipman, George F. Government own-
ership in the west.
(Canadian magazine, v. 31:487–89; Oct.
1908) B, LC.
Givens, W. R. Canada's government-
owned railroad.
(Moody's magazine, v. 6: 162–68. Sept.
1908) B, HU, ICC, JC, LC, NY.
McLean, Simon J. The Canadian gov-
ernment and the railway problem.
(Economic journal, v. 12: 403-15; Sept.
1902) B, LC.
McLean, Simon J. La politique canadi-
enne de subvention des chemins de
fer.
(Revue économique internationale, Aug.
1908, p. 257–90) B, LC, UT.
Pomeroy, Eltwood. A Manitoba rail-
way experiment. How a government
built a railroad and what was done
with it.
(World to-day, v. 3:1547-51; July 1902)
B, ICC, LC.
n. p.,
The Railway question [Canada]. Gov-
ernment ownership and operation.
Mr. Borden's policy considered.
n. d. 56 p. 8°. B, ICC, LSE, UT.
Richardson, R. L. Government owner-
ship of railroads.
(Canadian magazine, v. 15:403-09, 531-
36 [Sept., Oct. 1900]; v. 16:60-66,
164-71 [Nov., Dec. 1900]) B, LC, NY.
Troubles of government-owned · rail-
roads.
22
(Public service magazine, v. 16: 168;
May 1914)
With special reference to the Inter-
colonial in Canada.
Wall street journal [Editorial]. Let
well enough alone. (Proposed gov
ernment ownership of the Canadian
Pacific railway.)
(Wall street journal, Aug. 2, 1912, p. I.,
col. 2) B, ICC, LC, NY.
FRANCE
For statistics of French railways see Revue générale des chemins de fer et des.
tramways, and Statistique des chemins de fer français (the annual statistical publi-
cation of the Ministry of public works).
Acworth, William M. Herr Von Kauf-
mann and the French railway system.
(Economic journal, v. 8:553–56; Dec.
1898) B, LC.
Review of "Die
eisenbahnpolitik
Frankreichs," by R. von Kaufmann
(Jena, 1896).
Aimond, Émile.
Rapport fait au
nom de la commission des travaux
publics, des chemins de fer et des voies
de communication chargée d'examiner
le projet de loi tendant à autoriser le
Ministre des travaux publics à ouvrir
la procédure du rachat à l'égard de la
Compagnie des chemins de fer de
l'Ouest
[Paris, 1906] 173 p.
4°. (Chambre des deputés, 9. légis.
sess., no. 486) B, LC.
•
Gives results of operation of state
railways in Germany and Switzerland.
Allix, Georges. Le budget des chemins
de fer de l'état.
(Journal des transports, 37th year: 121-
24; Mar. 14, 1914) B, LC.
Allix, Georges. Le budget des conven-
tions.
(Journal des transports, 37th year: 145–
48; March 28, 1914) B, LC.
In regard to the present demand for
the acquisition of all French railways
by the state.
Astier, P.. .. Rapport fait au nom
de la Commission des finances chargée
d'examiner le projet de loi, adopté par
le Chambre des députés, portant fixa-
tion du budget général de l'exercice
1913
(Budget annexe des
chemins de fer de l'État). Paris, Im-
primerie du Sénat, 1913. 163 p. 4°.
B, LC.
Shows result of operation of the
state lines and considers that these re-
sults demonstrate the success of gov-
ernment administration.
Barthou, Louis, and Caillaux, J. .
Projet de loi tendant à autoriser le
Ministre des travaux publics à ouvrir
la procédure du rachat à l'égard de la
Compagnie des chemins de fer de
l'Ouest
[Paris, 1906] 4 p.
4°. (Chambre des députés, 9. légis.
sess. extraordinaire de 1906, no. 368)
B, LC.
Baum, Charles. Les chemins de fer de
l'état et les chemins de fer concédés
à des compagnies privées. Étude éco-
nomique. Lille, 1877. 50 p. 8°. LSE,
NY.
Same. 2d ed. Lille, 1877. 50
p. B, LC, NY, UW.
Unfavorable to state administration.
Baum, Charles. Résultats des chemins
de fer de l'état et des chemins de fer
des compagnies.
(Journal des economistes, 1877, v. 3:
259-70) LSE.
Benoit, Félix. Les chemins de fer fran-
çais et leur rachat par l'état. Paris,
Baudry et cie; Dijon, J. Berthoud, im-
primeur, 1896. 36 p. incl. table. 8°.
B, JC, LC, UW.
23
A study based on the history of the
financial relations of the railroads and
the state. Favorable to state acquisi-
tion of the lines.
Besnard, René.
Rapport fait au
nom de la commission du budget
chargée d'examiner le projet de loi
portant fixation du budget général de
l'exercice 1911 (Budget annexe des
chemins de fer de l'État).
Paris, 1910. 629 p. 4°. (Chambre
des députés. 10. légis. sess. 1910, no.
383) B.
Blanchier,
Conséquences économ-
iques et financières du rachat de
l'Ouest.
(Documents du progrès, May, July,
1910)
Blanchier,
Conséquences finan-
cières du rachat de l'Ouest. Paris,
Ed. de la "Revue du mois," 1908. 31
P. 8°
Boinvilliers, Édouard. L'état et les
chemins de fer en 1865. Paris, La
Revue contemporaine, 1865. 40 p. 8°.
LC, NY.
Reprinted from Revue contempo-
raine, March 31, 1865.
Bonnet, N. L'exploitation des chemins
de fer par l'état.
(Réforme économique, 16th year: 1042;
Oct. 4, 1907) LC.
Bordeaux, Georges. Notes sur les che-
mins de fer: la question du rachat.
Paris, Aux bureaux de "L'Information
financière" [1904] 157 p. 8°. B, CU,
CornU, JC, LC, NY, UW.
Unfavorable to state administration.
Boudenoot, L. .. Avis présenté
au nom de la commission des finances
sur les conséquences financières du
projet de loi, adopté par la Chambre
des députés, concernant le rachat du
réseau de la Compagnie des chemins
de fer de l'Ouest.
Paris, 1908.
106 p. 4°. (Sénat, année 1908, sess.
ordinaire, no. 67) B, LC.
•
•
Boudenoot, L. Le rachat des chemins
de fer de l'Ouest.
(Revue politique et parlementaire, v. 54:
453-90; Dec. 10, 1907; v. 55:18–59;
Jan. 10, 1908) LC.
Bourgarel,
Bourgarel,
l'Ouest.
Georges. Le rachat de
(Économiste européen, v. 31: 106–07;
Jan. 25, 1907) LC.
Bourrat, Jean.
Avis présenté au
nom de la commission du budget sur
le projet de loi tendant d'autoriser le
Ministre des travaux publics à ouvrir
la procédure du rachat à l'égard de la
Compagnie des chemins de fer de
l'Ouest. [Paris, 1906] 76 p.
76 p. 4º.
(Chambre des députés, 9. légis, sess.
extraordinaire de 1906, no. 508) B,
LC.
Shows results of government owner-
ship in and reports favorably on the
purchase of the Western railway by
the state.
Bresson, Léopold. Du régime et du
rachat des chemins de fer. Paris, Im-
primerie nouvelle, 1882. 79, [1] p. 4°.
NY.
Buisson, G. L'état et les chemins de fer.
Privas, Ardéchoise, 1899. 56 p. 12º.
LC, NY.
Cacaud, Henri. Le rachat des chemins
de fer, et l'exploitation par l'état.
Paris, L. Boyer, 1902. 182 p. 4°.
LC, NY, UW.
Dissertation, Paris.
Calonne, A. de. Les chemins de fer et
l'état. Paris, Imprimerie de la Soc.
de typographie par procédés rapides,
1882. 2 p. 1., 87 p., I l. 12°. H, NY,
UW.
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Paris, 1913) LC, NY.
Tisne, Walter E. The proposed exten-
sion of state ownership of railways in
France.
(Business world, v. 28: 211-15; April
1908) B, LC.
,,
Valette, Marc de. State railways of
France. In The Railway library, 1911.
Chicago, 1912. p. 288-99. B, CU, ICC,
JC, LC, SU, UC, UP, UW, Y.
Vibert, Paul. ... Les crimes de l'état-
isme; le rachat de l'Ouest: Le rachat
de l'Ouest.-Les chemins de fer de
l'Ouest. Les chemins
Les chemins de fer de
l'état. Les chemins de fer du Midi.—
Quelques conséquences.-Les canaux.—
Paris port-de-mer. - Nos ports de
mer.-Nouvelles conventions. — L'état
industriel et commerçant.-Le rachat
de l'Ouest et la question sociale.-Vi-
tesse et contrôle. Paris, A. Schleicher,
1909. 3 p. 1., xii, 662 p. tables (2
fold.) 4°. B, JC, LC.
Vrooman, Carl S. Railway nationaliza-
tion in France.
(Arena, v. 40: 15-63; Sept. 1908) B,
ICC, LC.
Wickersheimer, Émile. À propos du
rachat du chemin de fer de l'Ouest.
Industries d'état. Administrations
privées. Paris, Dunod et Pinat, 1906.
40 p. 8°.
Wickersheimer, Émile. Étude sur le
rachat des chemins de fer d'Orléans,
de l'Ouest, de l'Est et du Midi. Con-
struction de 20.000 kilomètres de che-
mins de fer économiques. Préface de
M. Camille Pelletan. Paris, Impr.
Chaix, 1892. xiii, 213 p. 4°. B, LC,
UW.
Favorable to state operation.
In addition to the reports on the ad-
ministration of French state railway
lines submitted by senators and depu-
ties named in this list, full discussions
may be found in the annual parlia-
mentary reports in regard to the na-
tional budget.
Parliamentary discussion in regard
to the results of government adminis-
tration of the railways is. published
annually in the Journal officiel de la
République française.
.31
GERMANY
"
For statistics of German railways see the following annual statistical publica-
tions:
Empire. Statistik der im betriebe befindlichen eisenbahnen Deutschlands.
Baden. Jahres-bericht über die staatseisenbahnen und die Bodensee-dampschiff-
fahrt im grossherzogthum Baden.
Bavaria. Bericht über die ergebnisse des betriebes der königlich bayerischen
staatseisenbahnen.
Prussia. Bericht über die ergebnisse des betriebes der vereinigten preussischen
und hessischen staatseisenbahnen.
Saxony. Statistischer bericht über den betrieb der
eisenbahnen.
staats- und privat-
Statistische nachrichten von den eisenbahnen des Vereins deutscher eisenbahnver-
waltungen.
Archiv für eisenbahnwesen (bi-monthly).
Acworth, William M. "The railways of
Germany" and England-A reply.
(Contemporary review, v. 87:570–76;
April, 1906) B, LC.
Acworth, William M. State railways.
(Economic journal, v. 7:606-07; Dec.
1897) B, LC.
Their results in Prussia.
Alberty, M. Der übergang zum staats-
bahnsystem in Preussen; seine be-
gründung, seine durchführung und
seine folgen. Eine wirtschaftspoliti-
sche untersuchung. Jena, G. Fischer,
1911. viii, 345, [13] p. diagrs. 8°.
CU, JC, LC, NY, Prussia.
Allix, Georges. La congestion du réseau
prussien en 1912.
(Journal des transports, 36th year: 561-
63; Nov. 22, 1913) B.
Translated and printed by Bureau
of Railway Economics.
Translation under title "The conges-
tion on the Prussian state railways in
1912" in Railway age gazette, v. 55:
1232-33; Dec. 26, 1913.
Baudin, Pierre. Les exploitations indus-
trielles de l'état et leurs méthodes
financières.
(Revue économique internationale, 6th
year: 225-43; Nov. 1909) B, LC, NY.
•
"Les chemins de fer prussiens" p.
:
231-43.
Bradford, Ernest S. Prussian railway
administration.
(Annals of the American academy of
political and social science, v. 29: 310–
22; March 1907) B, ICC, LC, NY.
Concludes that "Prussia has satis-
factorily solved the problem of gov-
ernment ownership."
Cohn, Gustav. Railway policy of Prus-
sia.
(Journal of political economy, v. 1: 179–
92; March 1893) B, LC, NY.
Cunningham, William J.
The
administration of the state railways of
Prussia-Hesse. [New York, E. C.
Bruen, inc.] c1913. 38 p. 8° B, LC,
NY.
At head of title: New York railroad
club. Advance copy of paper to be
presented at the meeting of Friday,
April 18, 1913.
Reprinted in Railway age gazette, v.
54:935-40; Apr. 25, 1913.
Reprinted in Proceedings N. Y. rail-
road club, v. 23:3124-61; Apr. 1913.
B, LC, NY.
Eltzbacher, O. Railways of Germany.
(Contemporary review, v. 87: 174-92;
Feb. 1905) B, LC.
32
Compares the railway systems of
Great Britain and Germany to the dis-
advantage of the former.
Erzberger, M. Zur eisenbahnpolitik in
Deutschland.
(Hist.-polit. blätter., v.
München, 1903) LC, NY.
Fochier, Emmanuel. L'exploitation des
chemins de fer par l'état en Allemagne.
132: 589-98;
. . Paris, L. Larose, 1901. 3 p. l.,
204 p., 1 l. 8°. (Université de Paris.-
Faculté de droit.) B, ICC, JC, LC,
NY, Prussia, UW.
Shows the beneficial results of gov-
ernment ownership.
German government railways reflect in-
creasing cost of operation. Mounting
operating ratios and slump in traffic
show remarkable similarity with United
States and England.
(Railway review, v. 54:249–50; Feb. 14,
1914) B, H, ICC, LC.
German state-owned railways.
(Outlook, v. 82: 286-87; Feb. 10, 1906)
B, HU, ICC, JC, LC, NY.
German state railways [Government
ownership].
(Coast seamen's journal, April 6, 1910)
B, LC.
Gt. Brit. Foreign office. Diplomatic and
consular reports. Miscellaneous series,
1902, No. 574. Report on Prussian
railways. Presented to both Houses
of Parliament, by command of His
Majesty, February, 1902. London,
1902. 56 p. 8°. B, ICC, JC, LC,
Prussia.
An historical survey of the opera-
tion and administration of Prussian
railroads from 1850, the beginning of
state ownership, down to 1901.
Grooss, A. Die hessischen eisenbahnen
unter preussischer verwaltung. Darm-
stadt, 1908. 55 p. 8°. B, JC, UC.
Grooss, A. Der hessische staatshaus-
halt und die eisenbahngemeinschaft im
nachgang zu: Die hessischen eisen-
bahnen unter preussischer verwaltung.
Darmstadt, 1909. 29 p. 8°. B, JC.
Hoff, Wilhelm. Zur wiederkehr des
zehnten jahrestages der neuordnung
der preussischen staatseisenbahnver-
waltung. 1. April 1895 bis 1. April
1905.
(Archiv für eisenbahnwesen, 28th year:
307-30; Mar.-Apr. 1905)
Hummel, Hermann. Baden und die
eisenbahngemeinschaft; eine studie.
Karlsruhe i. B., G. Braun, 1912. 2 p. l.,
26 p. 8°. B, LC, NY.
Jacob, Oskar. Die k. württembergischen
staatseisenbahnen in historisch-statis-
tischer darstellung. Ein beitrag zur
geschichte des eisenbahnwesens. Tü-
bingen, H. Laupp'sche buchhandlung,
1895. xi, 198 p. I map. 8°. ICC,
JC, NY, UW.
Kapp, F. Government absorption of
Prussian railroads.
(Nation, v. 34: 224-25; March 16, 1882)
B, HU, JC, LC, NY.
Kirchhoff, Hermann. Die deutsche
eisenbahngemeinschaft. Stuttgart, J.
G. Cotta, 1911. vii, 117 p. 8°. JC,
LC, NY.
Kirchhoff, Hermann. Vereinheitlichung
des deutschen eisenbahnwesens; eine
ergänzung der schrift: Die deutsche
eisenbahngemeinschaft. Stuttgart, J.
G. Cotta, 1913. vi, 228 p. 8°. B, LC,
NY.
Krönig, Fritz. Die verwaltung der
preussischen staats-eisenbahnen. Bres-
lau, W. G. Korn, 1891-1892. 2 v. 8°.
CU, H, HU, ICC, JC, LC, MIT, UI,
UM, UW.
Krueger, Alexander. Zur geschichte des
Bismarckschen reichseisenbahn pro-
jekts vom jahre 1876. Berlin, Putt-
kammer & Mühlbrecht, 1909. 71 p.
8°. JC, LC, NY.
Bibliography: p. 70–71.
Lotz, Walther. Der fiskus als arbeit-
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33
(Archiv für sozialwissenschaft und so-
1.zialpolitik, v. 21: 612-58; Tübingen,
1. 1905) CU, LC, NY.
Macdonnell, John. German railways; a
comparison.
(Fortnightly review, v. 19: 67-81; Jan.
1, 1876) B, LC, NY.
Mange, Alfred. L'exploitation des che-
mins de fer de la Prusse depuis leur
rachat par l'état.
(Revue des deux mondes, 63d year, v.
117: 142-68; May 1, 1893) B, HU,
JC, LC, NY.
Marcus, Victor. Gegen die verstaatlich-
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Berlin, 1879. 30 p. 8°. In Volkswirt-
schaftliche zeitfragen, 1879, v. I, pt. 7.
BPL, CU, H, LC, Prussia, UW.
Meyer, Balthasar H. Administration of
Prussian railroads.
(Annals of the American academy of
political and social science, v. 10: 389–
423; Nov. 1897) B, HU, ICC, LC,
MIT, NY.
•
Reprinted in "Railway problems,"
ed. by W. Z. Ripley, editions of 1907
and 1913, under title: "Railroad owner-
ship in Germany." ASCE, B, BPL,
Cleve PL, CU, CornU, HU, IndSL,
ICC, JC, LC, LSE, MIT, NY, SU,
UCol, UI, UM, UP, UW, Y.
Mills, J. F. German state enterprise and
German officialdom.
(Railway review [Lond.], Oct. 4, 1912.
P., 3) B.
Comment on railway statistics in
the "Statistisches jahrbuch für das
Deutsche Reich."
Ownership and regulation of railroads
in Germany.
(Nation, v. 28: 298-99; May 1, 1870)
B, HU, JC, LC, NY.
Parsons, Frank. Railway experience of
Germany.
(Arena, v. 37: 113–20, 250–54; Feb.-Maṛ.
1907) B, ICC, JC, LC, NY.
Prussia. Ministerium der öffentlichen
arbeiten. The argument for state rail-
road ownership. A translation of the
document submitted to the Prussian
Parliament by the Cabinet in 1879,
with a bill granting the power and
means necessary for acquiring several
important railroads then owned by pri-
vate corporations. New York, 1880.
64 p. 12°. B, CU, H, HU, ICC, JC,
LSE, MIT.
Quaatz, R. Der nationale gedanke und
die eisenbahnen.
(Preuss. jahrbücher, v. 145: 237-76;
Berlin, 1911) JC, LC, NY, Prussia.
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Prussia.
(Nation, v. 30: 40–41; Jan. 15, 1880) B,
LC.
Discusses the process of nationaliza-
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Railway age gazette [Editorial]. The
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(Railway age gazette, v. 54: 933–34; Apr.
25, 1913)
Ritter, Paul. Eine deutsche eisenbahn-
gemeinschaft?
(Jahrbücher für nationalökonomie und
statistik, v. 46:721-61; Jena, 1913)
LC, NY.
Roberts, Elmer. German railway policy.
(Scribner's magazine, v. 49: 245-49; Feb.
1911) B, LC, NY.
Roberts, Elmer. Monarchical socialism
in Germany.
(Scribner's magazine, v. 47:71–75; Jan.
1910) B, LC, NY.
Government ownership of various
business enterprises in Germany, in-
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Russell, Charles Edward. Soldiers of
the common good. Chapter 7. Rail-
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(Everybody's magazine, v. 14: 178-89;
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Schumacher, Hermann.. The nationalisa-
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1
34
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(Quarterly journal of economics, v. 9:
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NY.
Totsuka, Kendso.
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auf die entstehung und ergebnisse der
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1909. 4 p. 1., 68 p., 1 1. 8°. LC, NY,
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Diss.-Giessen. One p. of bibliogra-
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Valbert, G. Le rachat des chemins de
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(Revue des deux mondes, ser. 3, v. 46:
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Vegesack, Manfred von. Zur verstaat-
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Bibliography: p. 5–6.
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Contains comparisons of state and
private operation of railroads.
Weichs-Glon, Friedrich, freiherr zu.
Entspricht die gegenwärtige organisa-
tion der staatsbahnverwaltungen den
zwecken und aufgaben des verkehrs-
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B, CU, UW.
Weichs - Glon, Friedrich, freiherr zu.
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(Zeitschrift für die gesamte staatwis-
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Acworth, William M. The present po-
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(Bulletin of International railway con-
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Acworth, William M. Professor Cohn
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35
Bellot, Hugh H. L. [Review of] James
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B, LC.
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Reprinted separately under title
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Favorable to government ownership.
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London, 1872. 30 p. 8°. H, LSE.
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(Railroad herald, v. 16:75; April 1912)
B, ICC.
Reprinted from the London Stand-
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British railways nationalisation: The
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(Railway news, v. 98: 539-41; Aug. 31,
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Brown, Humphrey. Irish wants and
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practical and economical grounds as to
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Lecture delivered before the Mid-
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(Reprinted from the "Bateman" [Rithe-
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Bogle, William R. Railway nationalisa-
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Lon-
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8 p. 12°. B, LSE.
Cause and cure of railway labour dis-
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Cecil, Evelyn. Railway nationalization.
(Railway news, v. 97: 1296; June 22,
1912) B, H, JC, LC, NY.
Cleveland-Stevens, Edward. British rail-
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(Railway news, v. 95:721; March 25,
1911) B, H, JC, LC, NY.
Reprinted separately by Bureau of
railway economics.
36
Cohn, Gustav. Die aussischten eines
staatsbahnsystems in England.
•
(Archiv für eisenbahnwesen, 21st year:
1123-164; Nov.-Dec. 1898)
Same.
(Archiv für eisenbahnwesen, 32d year:
321-33; Mar.-Apr. 1909)
Same.
(Archiv für eisenbahnwesen, 35th year:
1417-32; Nov.-Dec. 1912)
Cohn, Gustav. On the nationalisation
of railways. London, 1908. LC, LSE,
NY.
Reprinted in Economic journal, v.
18: 520-31; Dec. 1908.
Collins, J. P. England "shopping" for
railroads. Toying with the nationali-
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chaos.
(Boston Transcript, Dec. 31, 1913) B,
BPL, LC.
Cooper, R. A. Free railway travel: a
proposal that the state should acquire
and maintain the railways, making
them free to the public like the high-
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31 p. 8°. CU, LSE, MIT, NY, Prus-
sia.
Cox, Harold. Railway nationalisation.
In Railway news. The jubilee of the
Railway news.
London, 1914.
p. 160-61. B, LC, LSE.
Crammond, Edgar. Nationalization of
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(Quarterly review, v. 211:333–66: Oct.
1909) LC, NY.
Crossley, F. W. State purchase of the
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(Statist, v. 57: Feb. 10, 17, 1906) LC,
LSE.
Cunningham, W. Should our railways
·
be nationalised? A comparison of
British, German, and American sys-
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JC, LC, LSE, UC, Y.
Same. 4th ed., 1906. CU, JC,
LC, UP, UW, Y. ·
Davies, Albert Emil. The case for raili
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Glasgow, Collins' clear-type press,
1913. 262 p. 12°. B, LC, LSE, NY.
Reviewed by A. F. von der Leyen
in the Archiv für eisenbahnwesen,
Mar.-Apr. 1914, p. 627–31.
Davies, Albert Emil. The nationaliza-
tion of railways. London, A. and C.
Black, 1908. 125 P. 12°. B, BrU,
CU, CornU, HU, JC, LC, · LSE,
Prussia, StLPL, UC, UI, UM.
- Same. 2d ed. 1911. CU, NY.
Davies, Albert Emil. The railways and
the nation.
(Socialist review, Feb. 1909: p. 889-99)
Davies, Albert Emil. State purchase of
railways: a practicable scheme. Lon-
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Davies, Dixon H. Nationalisation of
railways: historical aspects. In Rail-
way news. The jubilee of the Railway
London, 1914. P. 163–
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66. B, LC, LSE.
Davis, F. R. E. State ownership v. state
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(Railway news, v. 96:1333-36; Dec. 9,
1911) B, JC, HU, LC, LSE, NY.
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(Railway gazette, v. 17:482-84; Oct. 25,
1912) B, ICC, JC, LC, LSE, UP.
Dent, F. H. The state acquisition of
railways.
(Railway news, v. 99: 315-16; Feb. 8,
1913) B, HU, JC, LC, NY.
Extract from lecture before the Lon-
don school of economics.
The
Reprinted in Railway news.
jubilee of the Railway news.
London, 1914. p. 162. B, LC, LSE.
Dilton, James. On the railways of Ire-
land and the most economical method
of providing for the construction of
cheap branch railways. Dublin, 1879.
LSE.
Dodds, John. Railway reform: a public
necessity, with practical suggestions.
Belfast, 1868. LSE.
37
Dunckley, Henry. Would the nationali-
sation of the railways be an advantage
to the country? In Co-operative
wholesale societies limited, England
and Scotland. Annual for 1895. Man-
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LSE.
Edge, W. H. Railway nationalization
and the staff.
(Railway news, v. 85; 879-81; March 12,
1906) JC, HU, LC, NY.
Edwards, Clement. Railway nationaliza-
tion. With a preface by the Rt. Hon.
Sir. Charles W. Dilke. London, 1898.
233 p. 12°. (Social questions of to-
day.) B, BPL (1898 and 1907), BrU,
Cleve PL, CornU, CtSL, CU, HU, ICC,
JC, LC (2d ed.), LSE (1907), MIT;
NY, PrU, Prussia, Trent PL, UCal,
UC, UI, UW, Y.
Revised from articles in weekly
Times and Echo.
Edwards, William B. Nationalization of
railways.
(Nineteenth
•
century, v. 63: 501 - 16;
March 1908) LC.
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land. London, 1899. 15 p. 8°. (Fa-
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Field, William. Irish railways compared
with state-owned and managed lines.
Dublin, 1898. 22 p. 8°. LSE,
NY.
Findlay, George. Irish railways and
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ITALY
·
•
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Trevisonno, N. Ferrovie di stato e
finanza in Italia.
(Giornale degli economisti, ser. 2, v. 39:
11-18; Roma, 1909) LC, NY.
JAPAN:::
1
For statistics of Japanese railways see the Annual reports of the Imperial railway
bureau.
}
Abe, Keikichi. Railway control in Japan:
(Arena, v. 24: 64-75; July 1900) LC.
Arena [Editorial]. The nationalization
of the railways of Japan. Another
object lesson for the United States.
(Arena, v. 35: 541-43; May 1906) B,
ICC, LC, NY.
Bedinger, George Rust. How govern-
ment ownership of railways works in
Japan.
(Harper's weekly, v. 57:22; Jan. 18,
1913) B, LC.
f
Chautauquan [Editorial]. Paternalism
and state ownership in Japan.
(Chautauquan, v. 43: 199–200; May 1906)
B, LC.
Clavery, Édouard. La nationalisation
des chemins de fer au Japon.
(Revue générale d'administration, v. 93:
22-32; Paris, 1908) LC, NY.
Engineering [Editorial]. Nationalisation
of Japanese railways.
(Engineering, v. 81:624-25; May 11,
1906) B, LC.
Reprinted by the Bureau of railway George, Henry. The government rail-
economics.
Bouvier, Émile. Les chemins de fer de
l'état en Japon.
(Annales de la régie directe, v. 3:97-
106; Geneva, 1910-11)
NY.
roads of Japan.
(Times magazine, Feb. 1907; p. 269–76)
B, LC.
Government ownership of railways in
Japan.
45
(Outlook, v. 82: 818; April 14, 1906)
B, HU, ICC, JC, LC, NY.
Japan. Communications department.
Tetsudo kokuyn shimatsu ippan. [Gen-
eral report relative to the purchase of
railways by the Japanese government.]
Tokyo, 1909. I p..l., 23, 1011, 66 p.,
I l., 3 maps, 10 tables. 4°.
T. p. and text in Japanese only.
Japanese state railways.
(Railway news, v. 101: 295-96; Feb. 7,
1914) B, JC, LC, NY.
Japan's railway appropriation.
(Far eastern review, v. 8:456; May
1912) B, LC.
Lévy, Maurice. Le rachat des chemins
de fer du Japon.
(Annales des sciences politiques: v. 25?
684-97, 717-39; Sept., Nov., 1910) ·LC.
Lowther, Gerald. The railways of Japan.
[Tokyo? 1896] II p. 4°. B.
A report made to the British gov-
ernment.
Nationalisation of Japanese railways.
(Engineering [Lond.], v. 81:624-25;
May 11, 1906) B, LC.
Purchase of Japanese railways by the
government.
(Railway age, v. 44: 147; Aug. 2, 1907)
Slater, J. E. The railways of Japan.
(Railroad men, v. 26: 216–20; May, 1913)
B, ICC.
MEXICO
!
For statistics of Mexican railways see the annual statistical "Memoria" of the
Ministry of communication and public works.
Gurza, Jaime. La politica ferrocarrilera
del gobierno. México, Tipografia de
la oficina impresora de estampillas,
1911. 2 p. 1., (1)4-139 p., 2 l., 16 p.,
9 1., 2 maps, 2 tables. 8°. NY.
Mexico acquires full control of her rail-
ways.
(Arena, v. 37: 309-10; March 1907) B,
ICC, JC, LC, NY.
Nationalization of railways in Mexico.
By an American residing in Mexico.
(Moody's magazine, v. 4:39-48; June
1907) B, ICC, JC, LC, NY.
Nichols, H. C. Mexico buying railroads
wholesale.
(Moody's magazine, v. 3, p. 543-48; April
1907) B, ICC, JC, LC, NY.
Railroad control in Mexico.
(American review of reviews, v. 36:
747-48; Dec. 1907) B, ICC, LC, NY.
Railroad gazette [Editorial]. Mexican
government railroad high finance.
(Railroad gazette, v. 43:56–57; Jul. 19,
1907)
RUSSIA
For statistics of Russian railways see the annual statistical publication of the
Ministry of transportation: Recueil statistique.
Allix, Georges. Les chemins de fer
russes.
(Journal des transports, 37th year: 133-
36; Mar. 21, 1914) B, LC.
Berliner Boersen-courier. Private rail-
roads wanted in Russia. More suc-
cessful than government-owned sys-
tems. Effects of the change in Rus-
sian policy in 1905.
Chemins de fer.
(Journal of commerce, Aug. 27, 1913,
p. 4, col. 7) B, LC, NY.
Cohn, Gustav. State railways and state
revenue in Russia.
1
(Economic journal, v. 9:93-100; March
1899) B, LC.. .
Government ownership failures in Rus-
sia.
•
}
46
(Public service, v. 12: 236-37; June 1912)
B, LC.
Matthesius, Oskar. Russische eisenbahn-
politik im xix. jahrhundert, 1836–1881,
d. h. von den ersten anfängen bis zum
ende des reinen privatbahnsystems.
Erste periode: 1836-1855.
Berlin, J. Springer, 1903. 34, [2] p.
8°. B, CU, LC, UW.
Inaug.-diss.-Berlin.
Pub. in full in "Archiv für eisen-
bahnwesen," Sept.-Oct., Nov.-Dec.
1903; Jan.-Feb. 1904.
Matthesius, Oskar. Russische eisen-
bahnpolitik, 1881-1903.
(Archiv für eisenbahnwesen, July-Aug.,
Sept.-Oct., Nov.-Dec. 1906; July-Aug.
1907; Sept.-Oct., Nov.-Dec. 1908;
Jan.-Feb. 1909)
A continuation of the foregoing.
A Popular phase of government owner-
ship [in Russia].
(Railroad gazette, v. 41: 208; Sept. 7,
1906)
State ownership badly criticized [Rus-
sia]. State railways show a deficit for
the year 1908 of sixty-one million dol-
lars.
(Philadelphia Inquirer, March 17, 1912)
B, LC.
SWITZERLAND
Statistique des
For statistics of Swiss railways see the annual statistical reports of the Post and
railway department: Schweizerische eisenbahn-statistik.
chemins de fer suisses.
Achard, A. Le rachat des chemins de
fer en Suisse.
(Revue d'économie politique, 19th year,
p. 704-36, 1905) LC, NY.
Achard, A. Le rachat du Gothard.
(Revue d'économie politique, 26th year:
584-602; Sept.-Oct. 1912) LC, NY.
An account of the history and re-
sults of the acquisition of the St.
Gotthard railway by the state.
Acworth, William M. The nationaliza-
tion of Swiss railways.
(Economic journal, v. 8: 265-69; June
1898) B, LC.
Allix, Georges. Les résultats du rachat
en Suisse.
(Journal des transports, 36th year: 537-
39; Nov. 8, 1913) B.
Charton, P. Gli ultimi risultati della
nazionalizzazione delle ferrovie nella
Svissera.
(La Riforma sociale, ser. 2, v. 15:71–74;
Jan. 15, 1905) B, LC.
Clerget, Pierre. La vie économique. La
politique de la Suisse en matière de
chemins de fer.
(Revue économique internationale, 2d
year, v. 2:372-85; May 15-20, 1905)
B, LC, NY.
Favorable to the repurchase of
Swiss railways.
Curti, Theodor. Die verstaatlichung der
schweizerischen eisenbahnen.
(Archiv für soziale gesetzgebung und
statistik, v. 12: 349-72; Berlin, 1898)
CU, LC, NY.
Dietler, Hans. The regulation and na-
tionalization of the Swiss railways.
A paper submitted to the American
academy of political and social science.
Philadelphia [1899]. 62 p. 8°. AmhC,
B, BPL, CU, ICC, LC, LSE, MIT,
NY.
Translated from the German by B.
H. Meyer.
Reprinted in American academy of
political and social science. Annals,
v. 13: 143-72 [March, 1899]; 291-322
[May, 1899].
Dietler, Hans. Die schweizerische eisen-
bahnfrage.
Zürich, O. Füssli &
co., 1877.
(Schweizer-
68 p.
8°.
zeitfragen. [hft. 4]) B, LC, NY.
•
47
Droz, Numa. Le rachat des chemins de
fer suisses. Bâle et Genève, Georg et
co., 1898. 52 p. 8°. B, LC, Prussia,
UW.
"Sources consultées": p. [2].
Opposed to the repurchase of Swiss
railways.
Favarger, Ph. Le situation des chemins
de fer fédéraux en Suisse.
(Journal des économistes, 69th year:
398-414; Dec. 15, 1910) AmhC, LC,
NY.
Financial results under government
ownership.
Ferroni, Ferruccio. Un organismo fer-
roviario moderno: le ferrovie di stato
svizzere (1903-1910). Bologna, Fani-
chelli, 1911. viii, 322 p. 8°.
Fischer, Joh. Staat und eisenbahnen.
Baden, J. Zehnder, 1894. 44 P.
12°. B, ICC, Prussia, UW.
Favorable to the repurchase of
Swiss railways.
Gariel, Georges. Une expérience récente
de chemins de fer d'état: Les chemins
' de fer fédéraux suisses.
(Revue économique internationale, 11th
year, v. 1:84-123; 15-20 Jan. 1914)
B, LC, NY.
Shows that the state administration
of Swiss railways has succeeded for
the present, but that it does not prom-
ise to fulfil all the hopes of the ad-
vocates of nationalization nor for all
countries.
Gautschy, Henry. Die nationalisirung
der schweizerischen eisenbahnen. Vor-
trag gehalten in Zürich am 9. decem-
ber 1894.
Basel, Birkhäuser &
Dubi [1894]. 24 p. 4°. B.
An argument in favor of the repur-
chase of Swiss railways.
Government-owned railways in Switzer-
land.
(Arena, v. 39: 630-31; May 1908) ICC,
LC, NY.
Government railroads in Switzerland.
(American review of reviews, v. 46: 94-
95; July 1912) B, ICC, LC.
Government railways in Switzerland.
(Independent, v. 64: 932-33; April 23,
1908) ICC, LC, NY.
Gubler, Heinrich. Die kontrolle des
Bundes über das rechnungswesen der
eisenbahnen. Zürich, 1898. 152, I p.
8°. LC, UW.
Haguet, Henri. Le rachat des chemins
de fer suisses et ses conséquences.
Paris, Ch. Béranger, 1903, 128 p. 8°.
B, ICC, IntRC, JC, LC, Prussia,
UW, Y.
Concerning the repurchase of Swiss
railways in 1898.
Henry, L. Paul. Le rachat des chemins
de fer en Suisse.
(Annales des sciences politiques, v. 19:
p. 718–40; v. 20, p. 442–64; Paris,
1904-05) LC, NY.
Herold, Robert. Der schweizerische
bund und die eisenbahnen bis zur
jahrhundertwende. Der allmähliche
sieg zentralistischer tendenzen und die
durchführung der verstaatlichung. . . .
Stuttgart, J. G. Cotta, 1902. viii, 372
p., I map. 8°. (Münchener volks-
wirtschaftliche studien
v. 49)
HU, LC, NY, UC, UW, Y.
Holcombe, A. N. The first decade of
the Swiss federal railways.
(Quarterly journal of economics, v. 26:
341-62; Feb. 1912) B, HU, ICC, JC,
LC, NY.
Reviewed in the Nation under title
"Switzerland's railway success," v. 94:
255-57; March 14, 1912.
Independent [Editorial].
railways in Switzerland.
Government
(Independent, v. 64:932-34; Apr. 23,
1908) B, LC, NY.
Laveleye, G. de. Le rachat des chemins
de fer suisses.
32 p. 8°. B.
Bruxelles, 1897.
Opposed to methods of repurchase
employed in Switzerland.
48
Macdonald, J. R. The referendum and
the Swiss railroads.
(American review of reviews, v. 17;
443-45; April 1898). B, HU, ICC, JC,
LC, NY.
Micheli, Horace. Le rachat des chemins
de fer en Suisse. Paris, 1898. (Cir-
culaire du Musée sociale, no. 18, May
25, 1898.)
•
Micheli, Horace. State purchase of rail-
ways in Switzerland. Tr. by John
Cummings.
New York, Pub.
for Amer. econ. assoc. by the Macmil-
lan company; London, 1898. [353]-
420 p. 8°. (American economic as-
sociation. Economic studies, v. I:
355-420; Dec. 1898) APS, B, BPL,
Cleve PL, CU, HU, ICC, JC, LC, LSE,
NY, Tufts, UCal, UW, Y.
This is a translation from the Musée
sociale. An abridged translation is in
Popular science monthly, v. 53 : 609–20;
Sept. 1898, with title "Nationalization
of the railroads in Switzerland."
Milhaud, Edgard. Les accidents de che-
mins de fer en Suisse avant et après
le rachat.
(Annales de la régie directe, v. 3:225-
36; Geneva, 1910-11) NY.
Milhaud, Edgard. La nationalisation
des chemins de fer suisses.
(Revue socialiste, v. 38: 434-55, 547-63,
683-711; Oct., Nov., Dec., 1903) LC,
NY.
A refutation of the arguments ad-
vanced by Haguet against government
control.
•
Milhaud, Edgard. Les tarifs, le trafic et
le matériel des chemins de fer en
Suisse avant et après le rachat.
(Annales de la régie directe, v. 3:353-
65; Geneva, 1910-11) NY.
Müller, Gustav. Das eisenbahn-rech-
nungsgesetz und die expropriations-
initiative.
Zürich, Kommissons-
verlag der Grütlibuchhandlung, 1896.
32 p. 8°. B...
In favor of nationalization of Swiss
railways.
Oetiker, J. Législation suisse des che-
mins de fer. Recueil des lois, ordon-
nances et arrêtés les plus importants
relatifs aux chemins de fer suisses.
Berne, Newkomm & Zimmermann,
1903. x, 800 p. 8°. JC, LC.
Loi fédérale concernant l'acquisition
et exploitation de chemins de fer pour
le compte de la Confédération, ainsi
que l'organisation de l'administration
des chemins de fer fédéraux (du 15
octobre 1897), p. 66–88.
Translation in Vrooman's American
railway problems, p. 315-31.
Parsons, Frank. Nationalization of rail-
ways in Switzerland.
(Arena, v. 36: 577-84; Dec. 1906) B,
ICC, LC.
Peschaud, Marcel. Le bilan du rachat
des chemins de fer suisses.
(Revue politique et parlementaire, v. 78:
57-80; Oct. 1913) B, LC, NY.
Reprinted in Bulletin du Comité
central industriel de Belgique, 19th
year: 1281-1304; Dec. 1913.
Racca, Vittorio. A proposito della na-
zionalizzazione delle ferrovie in Sviz-
zera.
(Giorn. degli econ., ser. 2, v. 29: 526–39:
Roma, 1904) LC, NY.
Raynaud, L. Étude sur la nationalisa-
tion des chemins de fer suisses. Paris,
A. Rousseau, 1901. 286 p. 4°. B,
CornU, HU, NY.
Die Rechte des staats in eisenbahn an-
gelegenheiten der Schweiz. Ein bei-
trag zur lösung bestehender und kom-
mender eisenbahnkonflikte. .. Von
einem mitgliede der schweiz. Bundes-
versammlung. Zürich, E. Riesling,
1861. viii, 159 p. 8°. LC, NY.
Russell, Charles Edward. Soldiers of
the common good. Chapter 12. Gov
ernmental peculiarities of a strange
people.
49
(Everybody's magazine, v. 14:469–82;
April 1906) B, ICC, LC.
Government ownership of railways
in Switzerland.
Seiler, O. Ueber die rechtliche natur der
eisenbahn-konzessionen nach schwei-
zerischem recht. Zürich, Meyer &
Zeller, 1888. 146 p. 8°. H, LC, NY.
Bibliography: p. 5.
Stämpfli, Jakob.
eisenbahnen.
Die schweizerischen
Deren betriebsüber-
nahme und rückerwerbung durch den
bund..
Bern, Im selbstverlage
des verfassers, 1878. 68 p. 8°. B.
Steiger, Jacob. Zur orientierung über
die frage der eisenbahnverstaatlich-
ung in der Schweiz. Zürich, F. Schult-
hess, 1897. viii, 239 p. 12°. B, JC,
NY, Prussia.
In opposition to repurchase of
Swiss railways.
Same. 2. aufl. Zürich, F.
Schulthess, 1898. viii, 239 p. 8°. B,
BPL, JC, LC, NY, UI.
Stettler, E. Zu gunsten der eisenbahn-
verstaatlichung. Zürich, C. Schmidt,
1898. 36 p. 8°. NY.
Switzerland. Bundesrat. Botschaft des
Bundesrates an die Bundesversamm-
lung betreffend den rückkauf der
schweizerischen hauptbahnen, vom 25.
märz 1897. [Bern, 1897] 59 p. 8°.
B, ICC, LC.
"This message constituted a plat-
form and campaign handbook of the
advocates of public ownership previous
to the referendum election in Febru-
ary, 1898."-Holcombe.
Switzerland. Bundesrat. Recueil des
pièces officielles relatives aux chemins
de fer suisses. (Établi conformément
au voeu exprimé par le Conseil na-
tional suisse, le 1 febrier 1853.) Berne,
1853. vii, 3-359 p. 8°. NY.
Switzerland. Eisenbahnkommission. Be-
richt und anträge der majorität der
nationalräthlichen kommission.
1852. 206 p. 12°. H, NY.
Bern,
Bericht und anträge der mi-
norität der nationalräthlichen kommis-
sion. Bern, 1852. 101 p. 12°. NY.
These reports were discussions of
the question of government versus pri-
vate ownership. The report of the
minority was against state ownership
and its view was enacted into law July
8, 1852.
See also: Exner, W. Studien über
die verwaltung dès eisenbahnwesens
mitteleuropäischer staaten. Wien, 1906,
P. 43-61.
See also: Oetiker, J. (above).
Tallichet, M. (Director of the Biblio-
theque universelle) Le peuple Suisse,
doit-il racheter les chemins de fer?
(Bibl. du Musée sociale, v. 8456)
On the repurchase of Swiss rail-
ways.
Vrooman, Carl S. Switzerland's experi-
ence with government ownership.
(Van Norden magazine, v. 17:33-48;
Feb. 1908) B, ICC, LC.
Weissenbach, Placid. Der abschluss der
verstaatlichung der hauptbahnen und
zehn jahre staatsbetrieb in der Schweiz.
(Archiv für eisenbahnwesen, 35th year:
815-48; July-Aug.; 1127–66, Sept.-Oct.
1912)
Reprinted in the Bulletin of the In-
ternational railway congress associa-
tion, English ed., v. 27: 830-77; Oct.
1913.
Weissenbach, Placid. Die durchführung
der verstaatlichung in der Schweiz.
(Archiv für eisenbahnwesen, 27th year:
i259-1327; Nov.-Dec. 1904; 28th year:
105-56; Jan.-Feb.; 1905)
In regard to the repurchase of 1898.
Weissenbach, Placid. Die eisenbahnver-
staatlichung in der Schweiz.
Berlin, J. Springer, 1905. iv, 192 p.
8°. B, CU, LC, MIT, NY, Prussia,
UW.
Reprinted from the Archiv für
eisenbahnwesen, 1898, 1904, and 1905.
50
Weissenbach, Placid. Das eisenbahn-
wesen der Schweiz.
Zürich,
Art. institut Orell Füssli, 1913-14.
v. fold map. 8°. B, LC, Prussia.
"Literatur": v. 1, p. [262]–264.
2
Weissenbach, Placid. Rückkauf oder
expropriation? Ein beitrag zur ver-
staatlichung der schweizerischen eisen-
bahnen. Basel, B. Schwabe, 1894. 58
p. 8°. B, Prussia, UW.
UNITED STATES
The following railroads in the United States are or have been owned by state or
city governments or by the national government :
Western Atlantic (Georgia), Columbia (Pennsylvania), North Carolina, Western
North Carolina (North Carolina), Texas state (Texas), Troy and Greenfield rail-
road and Hoosac tunnel (Massachusetts), Richmond, Fredericksburg and Potomac
(Virginia), United railways of New Jersey (New Jersey), Cincinnati southern
(City of Cincinnati), Panama railroad (United States government).
Acworth, William M. The prospects of
state ownership of railways in Eng-
land and in the United States.
(Bulletin of International railway con-
gress, v. 25: 882-92; Aug. 1911) B,
CU, H, HU, ICC, JC, LC, LSE, UI.
Reprinted in Engineering magazine,
v. 42: 100-03; Oct. 1911.
Reprinted separately by Bureau of
railway economics.
Reprinted in part in Railway news,
April 20, 1912.
Reprinted in Railway world, May
17, 1912.
Reprinted in Railway library, 1911.
Chicago, 1912.
Reprinted by Bureau of railway Altgeld, John P. Government owner-
economics.
Reprinted in Railway age gazette,
v. 51: 876; Nov. 3, 1911.
Reprinted in the Railway library,
1911, Chicago, 1912, p. 159-72, under
same title. B, CU, ICC, JC, LC, NY,
SU, UC, UP, UW, Y.
Adams, Charles Francis, Jr. The gov-
ernment and the railroad corporations.
(North American review, v. 112: 31-61;
Jan. 1871) B, ICC, LC.
Same. [Reprinted.]
1871. 33 p. 8°. B, Y.
Boston,
Also in his Chapters of Erie and
other essays, New York, 1886. p. 414-
29. B, BPL, ICC (1871), Cleve PL,
HU, MIT.
Allen, W. F. Railways and nationaliza-
tion in the United States. Apropos
of a work by Mr. E. A. Pratt.
(Bulletin of the International railway
congress, v. 26:403-12; April 1912)
B, CU, H, HU, ICC, JC, LC, UI.
!!:
ship of the great monopolies as a solu-
tion of present problems.—Municipal
franchises, postal savings banks, tele-
graphs and telephones, railroads, gov-
ernment by injunction. Extracts from
an address, Labor day, Sept. 6, 1897.
[Boston, Democratic state committee,
1897] 16 p. 8°. BPL.
American shippers' gazette [Editorial].
No government ownership.
(American shippers' gazette, v. 2:8-9;
Dec. 15, 1913) B, ICC.
Andrews, Edward L. A federal railroad
system.
(New York Sun, July 29, 1907) B, LC,
NY.
Andrews, Edward L. The President's
proposal for a federal railroad system.
Is the plan constitutional? (Reprinted
in part from the New York Sun.)
[1905.] 17 p. 8°. B, ICC, NY.
Also in Albany law journal, v. 69:
266–71; Sept. 1907.
51
Arnold, B. W., Jr. Railroads and the
government.
(Gunton's magazine, v. 15: 125–33; Aug.
1898) B, ICC, LC.
Argues against government owner-
ship in the United States.
Bancroft, William A. Address at the
annual banquet of the New England
street railway club, at the Hotel Somer-
set, Boston, March 23, 1911. 7 p. 16°.
· B.
Opposed to government ownership.
Barker, Wharton. The great issue. Re-
prints of some editorials from the
American, 1897 -- 1900. Philadelphia,
1902. 391 p. 12°. B, ICC, JC, LC.
"Railroad as the master," "Our rail-
roads as oppressors of the honest and
servitors of the unscrupulous," "Na-
tionalize the railroads or pauperize the
nation," "Railroad monopoly": p. 32-
59.
Barr, W. B. Government ownership of
railways. Regulation is correcting the
evils. The danger of deception. Po-
litical possibilities.
(American shippers' gazette, v. 2:3-4;
Mar. 31, 1914) B, ICC.
II.
Also in New York lumber trade
journal, March 15, 1914.
Bemis, Edward W. The iron octopus.
I. Evils of our railroad system.
How these evils are to be abated.
(Cosmopolitan, v. 2: 365–71; Feb. 1887)
B, LC.
Benson, Allan L. Public ownership from
the business standpoint.
(Appleton's magazine, v. 8: 601-05; Nov.
1906) B, LC.
[A
Favorable to government ownership.
Berry, John M. Five cent fares on steam
railroads for 100 miles. 10 cents to
Albany, 25 cents to Washington.
folder including reprinted quotations
from newspapers, etc. and a petition
from J. M. Berry to the General court
of Massachusetts asking that the com-
monwealth take possession of the
Boston and Albany railroad.] [Spring-
field, 1899] 4 p. 8°. BPL, Spg PL,
Tufts, WorcAS, WorcPL.
Beveridge, Albert J. Supervision, not
ownership.
(Reader, v. II: 294-305; Feb. 1908) B,
LC.
A Big man for government ownership;
Edward H. Harriman by dominating
the transportation lines furnishes the
nationalization of railroads advocates
with their most effective argument for
their policy.
(Ridgway's, v. 1: 3-5; Dec. 1, 1906) B,
LC.
Blackstone, T. B. The danger and wrong
of existing legislation concerning rail-
ways; a review of its results; govern-
ment ownership of railways advocated,
instead of the present public policy.
Chicago, 1890. 39 p. 8°. H, LSE.
Reprinted from 27th Annual report
of the Chicago & Alton railroad, 1889.
B.
Brown, William C. "Higher rates or gov-
ernment ownership." Retiring presi-
dent of the New York Central thinks
end of private control of railroads
likely if Interstate commerce commis-
sion does not decide pending rate case
in their favor.
(St. Louis [Mo.] Star, Dec. 24, 1913)
B:
Brown, William C. W. C. Brown sees
railroad crisis. Predicts government
ownership if rate case fails.
(Journal of commerce, Dec. 9, 1913, p. 1,
col. 3) B, LC, NY.
Bryan, James W. Government owner-
ship of railroads would save two mil-
lion dollars a day to the American
people.
(Congressional record, v. 51:2545–57;
Jan. 28, 1914. Daily ed.) B, ICC, LC.
Same. Reprinted. [Washing-
ton, Govt. printing off., 1914] 32 p.
8°. ICC.
52
Bryan, William Jennings. Government
ownership of railroads. To be oper-
ated by the state rather than by the
Federal government.
(Municipal journal and engineer, v. 17:
109-11; Sept. 1904) B, LC.
Bryan, William Jennings. Mr. Bryan on
government ownership.
(Railway age, v. 38: 138-39; July 29,
1904)
Full text of Mr. Bryan's pronounce-
ment on this subject is in the Com-
moner for July 22, 1904.
Editorial comment, p. 133.
Bryan, William Jennings. Wm. J. Bryan
on communal ownership.
(Freight, v. 6: 177; Oct., 1906) B, H,
ICC, LC, UI.
"Railroads and the Russian land
question."
Burkett, Elmer J. The protest of Amer-
icanism against government ownership
of railroads. In The George Wash-
ington University Bulletin. Alumni
number. June, 1908. Vol. VII, no. 2.
8°. p. 13-30. B, CU, ICC, LC, LSE.
UW.
Byrnes, Timothy E. "Uncle Sam to own
all roads soon."
(Boston journal, January 14, 1913) LC.
Car-Skaden, Delos. Do American rail-
ways pay? Decline of rates, foreign
traffic charges, government ownership
and government supervision. Chicago,
1900. 37 p. nar. 4°. JC, LC, NY.
Cator, T. V. Rescue the republic. The
necessity and advantages of national
ownership of railroads and telegraphs.
San Francisco, Citizens' alliance, 1892.
18 p. 8°. BPL, LSE, NY.
Chandler, William E. Railroad rate
regulation. Legislation constitutional
and legal questions not many or diffi-
cult.
(Green bag, v. 18:9–13; Jan. 1906) B,.
H, LC.
Through government ownership
$600,000,000 annually will be saved to
or
the people, and to this form of owner-
ship "no possible constitutional
legal objection can be stated."
Chapin, Ben E. Will history repeat?
"Government ownership" from the
vantage of one who was employed by
a publicly owned and operated rail-
road. Excerpts from an unpublished
manuscript of Col. William Bender
Wilson.
•
(Railroad employee, v. 24, no. 2: 3, 9;
May 1914) B.
The
The Cincinnati southern railway.
Ferguson railway act, proceedings of
the citizens, City council and Superior
court of Cincinnati under said act.
Cincinnati, 1869. 31 p. 8°. B.
Clay, Cassius M. The railway issue,
labor, money, etc. . . . Philadelphia,
Printed by J. B. Lippincott company,
1891. 44 p. 8°. B, BowC, CornU,
HU, JHU, LC, LU, PrU, UCal, UW,
Y.
Clews, Henry. No government guaran-
tee of bank deposits and no ownership
of railroads by the government. An
address delivered at the annual meet-
ing of the American institute of bank-
ing, Baltimore chapter, Baltimore, Md.,
Oct. 13, 1908. [New York? 1908] 14
p. 8°. APS, B, HU, ICC, LC, LSE, NY.
Cook, William W. A governmental rail-
road holding company.
(North American review, v. 187:886–97;
June 1908) LC.
Cook, William W. How to stop gov-
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(Harper's weekly, v. 58: 21; Apr. 4,
1914) B, LC
Separately printed under the title:
Safer than government ownership."
n. p. n. d. 8 p. 8°. B.
Cook, William W. Industrial democ-
racy or monopoly? A new plan for
the public ownership of our railroads.
An article printed in McClure's
magazine, January, 1912, with appen-
dix. [New York? 1912] 36 p. 8°. B.
53
Cowles, James Lewis. Equality of op-
portunity: how can we secure it? Con-
sidering the making of the railways,
tramways, telegraph and telephone sys-
tems of the country, free to the use of
the whole people in their ordinary
transactions and supporting these great
public works by the ordinary forms of
taxation.
(Arena, v. 15: 80-94; Dec. 1895) LC.
Cowles, James Lewis. A general freight
and passenger post; a practical solu-
tion of the railroad problem. New
York [etc.] G. P. Putnam's sons, 1896.
xii p., 1 l., 155 p. 8°. [Questions of
the day, no. 89] B, Cleve PL, CU, HU,
ICC, JC, LibCo, LC, UW, Y.
Same. 2d ed. rev. New York,
1897. ICC, IndSL.
Same. 3d ed, enl. New York,
1898. 23, 312 p. CU, HU, UW.
Same. 3d ed. rev., enl. New
York, London, 1902. 23, 312 p. ICC,
JC, LC, UCal.
Same. 1905. Cleve PL, CornU,
ICC, UM.
Curtis, George Ticknor. The ownership
of railroad property.
(North American review, v. 132: 345-55;
April 1881) B, HU, LC.
Davis, C. Wood. Should the nation own
the railways? Part 1. Objections to
national ownership considered. Part
2. The advantages of national owner-
ship.
(Arena, v. 4:152-59, 273-92; Jul.-Aug.
1891) B, LC.
Reprinted in Industrial freedom,
Boston, 1892, p. 36-63. B, BPL, LC,
LSE, NY.
Davis, John, and Stockwell, L. A. Pub-
lic ownership of railroads.
[Girard, Kan., 1898] 96 p. 8°. LC,
NY.
Contents: An investigation into the
public ownership of railroads, by John
Davis.-Public ownership of railroads.
What benefit would accrue? By L. A.
Stockwell.
Dewsnup, Ernest R. The state in rela-
tion to railways in the United States.
In Acworth, William Mitchell, and
others. The State in relation to rail-
ways. Westminster, 1912.
For location see Acworth, General
section.
Dodge, Louis A. Public belt railroad
of New Orleans.
(American city, v. 5: 328–31; Dec. 1911)
B, LC.
"The only road in the United States
dedicated to perpetual public uses as a
belt line system, built by public money
and operated by public officials."
Eggleston, W. G. Oregon railroad
amendment.
(Public, Oct. 21, 1910; 994-95)
A proposed amendment to the con-
stitution authorizing the purchase or
construction of railroads by the state,
counties or municipalities.
Engineering news [Editorial]. An ad-
mirable opportunity to experiment in
state railway ownership. [Rhode Isl-
and and the extension of the Grand
Trunk railway to Providence.]
(Engineering news, v. 69:791–92; Apr.
17, 1913) B, ICC, LC, NY.
Esch, John J. Is government ownership
in sight?
(Railway age gazette, v. 56:9-10; Jan.
2, 1914)
Evans, Arthur M. First railway venture
just 75 years ago disastrous to Illinois.
(Chicago Record-Herald, Feb. 27, 1912,
p. 6) B, JC, LC.
Reprinted under title: "Big railway
venture disastrous to state," in Kanka-
kee Gazette, Aug. 31, 1912.
Farrar, Edgar Howard. The post-road
power in the federal constitution and
its availability for creating a system
of federal transportation corporations.
n. p., 1907. 38 p. 8°. B, ICC, JC,
LC, NY.
54
Ferguson, Edward A. Founding of the
Cincinnati southern railway with an
autobiographical sketch. Cincinnati,
The Robert Clarke co., 1905. vi, 163
p. front. (port.) 8°. B, BrU, ICC,
LC.
Finty, Tom. Future of our railway sys-
tem. Big corporation lawyer for na-
tionalization, rather than government
ownership. Has holding company
idea.
(Galveston [Tex.] news, Jan. 3, 1912)
B, LC.
Gallagher, Augustine. The carrier crisis;
plain spoken treatment of the govern-
ment ownership of railroads issue-
the canal a commercial liberator.
Columbus, F. J. Heer, 1907. 91 p.
12°. B, ICC, JC, LC, UI.
Gibbons, James, Cardinal. Cardinal raps
ownership by government. Fight
against Socialism takes another turn
when Gibbons makes statement. Trusts
are necessary.
(Washington Herald, Sept. 4, 1912) B,
LC.
Giddings, Franklin H. The railroads
and the state.
(Chautauquan, v. 10: 413-17; Jan. 1890)
B, LC.
Believes that railroads in the United
States will not be owned by the gov-
ernment.
Gordon, F. G. R. Government owner-
ship of railways. Chicago, 1898. 32
p. 12°. BPL, CU, ICC, JC, LSE,
NHSL, NY, UW, Y.
Gordon, J. A. Nationalizing the rail-
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(Case and comment, v. 18:530–35; Feb.
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Government ownership and railway em-
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(Santa Fé employees' magazine, v. 5:
81-82; June 1911) B, LC.
Reprint of an editorial in the Rail-
way record.
Government ownership expensive. Santa
Fé official [J. F. Jarrell] enlightens
students on subject.
(Railway record, v. 4:3; July 13, 1912)
B, ICC, LC.
Government ownership perilous and un-
necessary.
(Journal of commerce, Dec. 13, 1913, p. 4,
col. 4-5) B, LC, NY.
Reprinted from the Philadelphia
Public ledger.
Greene, Thomas L. Federal ownership
of railways.
(Nation, v. 51: 205-06; Sept. 11, 1890)
B, HU, LC, NY.
Gruhl, Edwin F., and Robinson, Edgar
E. Is railroad rate-regulation a step
to government ownership?
(Arena, v. 36: 622-26; Dec. 1906) B,
ICC, LC, NY.
Hadley, Arthur T. Difficulties of rail-
road regulation.
(Popular science monthly, v. 29:1-11;
May 1886) B, LC.
Discusses the possibility of state
ownership in the United States.
Hadley, Arthur T. The government and
the railroads.
(Youth's companion, April 18, 1912, p.
205-06) B, LC, BPL.
Reprinted separately by Bureau of
railway economics.
Haines, Henry S.
Restrictive railway
legislation. New York, 1905. vii, 582
p. B, BPL, Cleve PL, CornU, CU, H,
HU, ICC, IndSL, JC.(x, 355 p.), JHU,
LC, LU, MIT, NHSL, NY, Prussia,
UCal, UC, UI, UM, UP, Y.
Government ownership in the United
States: p. 313-19.
The author believes in private own-
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Hambleton and company. Federal own-
ership of railroads? Baltimore, Jan. 2,
1914. 4 p. 8°. B.
Hampton's magazine [Editorial]. The
government and the railroads.
55
(Hampton's magazine, v. 26:265-66;
•
•
Feb. 1911) B, LC.
Haney, Lewis Henry.
. A con-
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United States to 1850.
Madi-
son, Wis., 1908. 273 p. incl. maps,
tables. fold. tab. 23½ cm. (Bulletin
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LC, MIT, UCal, UC, UI, UM, UP,
UW, Y.
1
Contains mention of early projects
for government ownership in the
United States.
Hardesty, Jesse. The mother of trusts;
railroads and their relation to "the
man with the plow." Kansas City, Mo.,
Hudson-Kimberly pub. co., 1899. 262
p. 12°. B, BPL, HU, ICC, JC, LC,
NY, UI, UM, UW.
Advocates ownership by the several
states.
Harrison, Fairfax. Government owner-
ship of the railways as unnecessary as
it is undesirable. An address before
the Conference on southern problems
at the University of the South, Se-
wanee, Tenn., Aug. 1, 1911. 13 p. 8°.
B, CU, ICC, JC, LC, LU, NY, UT.
Extracts reprinted separately by Bu-
reau of railway economics.
Reprinted in Railway age gazette,
Aug. 4, 1911.
Has the campaign for federal ownership
begun?
(Baltimore news, June 1, 1902) LC.
1
Hill, J. Garrett. Uncle Sam's freight
cars. When and where you need them.
(Everybody's magazine, v. 29:414-16;
Sept. 1913) B, LC.
An argument in favor of govern-
ment ownership of railway freight
equipment.
Hollander, Jacob Harry.
The
Cincinnati southern railway: a study
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•
kins universty studies in historical and
political science. Baltimore, 1894.
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Horner, John M. National finance and
public money; settling the money ques-
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and personal history of the author.
Honolulu, H. I., Hawaiian gazette co.
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Howes, Osborne, Jr. Government mo-
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489 p. 8°. B, BowC, BrU, ClevePL,
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"Discussion of remedies": p. 316–67.
Treats of government ownership as
one alternative.
A reply to this was made by Apple-
ton Morgan, q. v.
Same. 2d ed. New York, Har-
pers, 1887. 497 p. 8°. ICC, IndSL.
Same. 3d ed. New York, Har-
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Independent [Editorial]. Mr. Bryan on
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Johnson, Emory R. American railway
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Same. Rev. ed., 1904.
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This work in one or another of these
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Relations of the railways to the state
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Johnson, John Martin. The magnate or
the people; or, Lowest instead of high-
est railroad rates in the world. Mil-
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4 P., 1., 5–307 p. 8°. B, LC, NY.
Believes that public ownership of
our railroads means vastly improved
economic conditions, purer political
conditions, etc.
Journal of commerce [Editorial]. A
dangerous drift for railroads [toward
government ownership].
(Journal of commerce, Nov. 20, 1913, p.
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(Journal of commerce, Jan. 3, 1913, P. 4,
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Bibliography: I 1. at end.
"Government ownership": p. 125–57.
The author considers eventual own-
ership of the railways by the govern-
ment of the United States as not im-
probable and not to be dreaded.
Kennedy, James. Government regula-
tion or government possession of rail-
roads, one or the other is inevitable.
Which shall we have? Speech in the
House of representatives, Tuesday,
Dec. 20, 1910. Washington 1910.
p. 8°. B, ICC.
21
Kenyon, William S. Movement for
U. S. ownership of railroads. Senator
Kenyon said to have amassed data in
support of government taking over
lines. Would add $19,000,000,000 to
public debt.
(American shippers' gazette, v. 2:3-4;
Dec. 15, 1913) B, ICC, LC.
Kerr, Harry D. If the people could
own what they use.
(Oriental review, v. 3:527-35; June
1913) B, LC.
Keys, C. M. State ownership of rail-
roads in Missouri and Pennsylvania.
Six failures with a loss of $25,000,000
in Missouri, with one success. Penn-
sylvania's unhappy experience with
graft and political discrimination.
(World's work, v. 13:8333-37; Dec.
1906) B, ICC, LC, NY.
Extracts reprinted separately by
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Kindelan, Joseph. An argument against
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Government owner-
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[Washing-
Same. Reprinted.
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ICC, LC, LSE, UW.
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Knapp, Martin A. Roads face crisis.
Judge Knapp predicts it will come
within generation. Address in Phila-
57
delphia. If rate regulation fails, gov-
ernment ownership only alternative.
Must pay larger wages.
(Washington Star, Nov. 16, 1911) B,
LC.
•
La Bach, Paul M. Probable results of
government ownership.
(Railway age gazette, v. 55: 1214; Dec.
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La Follette, Robert M. The next step.
(La Follette's weekly, v. 5: 1-3; May 31,
1913) B, ICC, LC.
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"Remedies": p. 388-457.
Leary, John. Ocean to ocean, a great
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Lewis, George H. Governmental con-
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A lecture given at Drake University,
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Lewis, George H. National consolida-
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Loucks, H. L.
Government ownership
of railroads and telegraph, as advo-
cated by the National farmers' alli-
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Huron, S. D., 1893. 122 p. 8°. B.
Mann, Eugene D. Shall the government
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16 p. 12°. H, ICC, LSE.
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Mellen, Charles Sanger. Government
ownership of railroads coming.
(American shippers' gazette, v. 2:15;
Nov. 15, 1913) B, ICC.
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Mr. Barber.
(Pearson's magazine, v. 28:74-83; Aug.
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Miller, Jay D. Finance and transporta-
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Oak Park, Ill., 1898. 96 p. 16°. B,
ICC, UC.
Montgomery, Harry Earl. Government
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(Moody's magazine, v. 4:143-45; July
1907) B, HU, ICC, JC, LC, NY.
Moody's magazine [Editorial]. Govern-
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(Moody's magazine, v. 16:252; Dec.,
1913) B, HU, ICC, JC, LC, NY.
•
58
Morgan, Appleton. The people and the
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what it would mean": p. 169–82. A
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Uncle Sam could operate our railroads
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(New York Tribune, April 23, 1911) B,
ICC, LC, NY.
•
Nation [Editorial]. Mr. Taft and gov-
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(Nation, v. 95: 397; Oct. 31, 1912) B,
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LSE, NY, UC, UI, UM, UP, UW, Y.
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JHU, LC, LSE, NY, UC, UI, UM,
UP, UW, Y.
The report is signed by A. K. Teis-
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New Orleans. Public belt railroad com-
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situation. A publicly owned and pub-
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New York Sun [Editorial]. Federal
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NY.
Reprinted as Bureau of railway eco-
nomics leaflet no. 14.
Newlands, Francis G. Commonsense of
the railroad question.
(North American review, v. 180:576–
85; April 1905) B, LC.
"National ownership can, in my
judgment, be met successfully only by
a policy of national incorporation and
control."
Same. Reprinted. [New York,
1905] 12 p. 12°. B, ICC.
Newlands, Francis G. Regulation of
railroad rates-national incorporation
of railroads national ownership of
railroads. Speech in the Senate of the
U. S., April 4 and 5, 1906. Washing-
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Nimmo, Joseph, Jr. Government own-
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rate-making. The impracticability and
revolutionary character of the entire
scheme. Washington, D. C., 1905.
18 p. 8°. B, ICC, LC, LSE, NY, Y.
Nimmo, Joseph, Jr. The railroad prob-
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of history. New York, 1891. 8 p.
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Noyes, Theodore W. Railroad control
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(Washington [D. C.] Star, May 3, 1913)
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Parsons, Frank. The heart of the rail-
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the chief efforts at control and the
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Boston, Little,
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Rgy, UCal, UI, UM, UP, UT, UW, Y.
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The result of too much restrictive
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ownership by the government.
Patterson, Thomas M. Government own-
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Senate, February 27, 1907.
(Congressional record, v. 41, pt. 5: 4075-
86; Feb. 27, 1907) B, ICC, LC.
Same. [Reprinted.] Washing-
ton, 1907. 36 p. 8°. ICC, LC.
Perkins, J. C. Why the farmers of this
country should require the railroads
of this country to be nationalized.
n. p., n. d. 9 p. 8°. Y.
Petersburg [Va.] Index - appeal [Edi-
torial]. Government ownership.
(Petersburg Index-appeal, Nov. 14, 1913)
B.
Phillips, John Burton. Possibilities of
government railroad control.
(Arena, v. 34:458-61; Nov. 1905) B,
ICC, LC.
Powderly, T. V. Government ownership
of railroads.
(Arena, v. 7: 58-63; Dec. 1892) B, ICC,
LSE.
Powell, Fred Wilbur. Two experiments
in public ownership of steam railroads.
Boston, 1908. 138-50 p. 8°. ASCE,
B, LC, LSE, NY.
Reprinted from the Quarterly jour-
nal of economics, v. 23: 137-50; Nov.
1908.
Prouty, Charles A. Address [on gov-
ernment regulation and ownership of
railroads]. In Proceedings at the din-
ner of the Baltimore chamber of com-
merce, March 10, 1911. B, ICC.
Prouty, Charles A. National regulation
of railways. In American economic
association. Publications. 3d series,
v. 4, no. 4:71-83: 1903. B, ICC, JC, LC.
The Public highways. New York, Henry
Laurens, publisher, c1906. 32 p. nar.
8°. B, LC.
Contents: Private ownership, and its
effects; Vital nature of public high-
ways; Iniquity of private ownership;
Public ownership the only remedy;
Objections to public ownership.
Public ownership of natural monopolies.
(Arena, v 36: 653-56; Dec. 1906) B,
ICC, LC.
Public or private railroad ownership.
(Gunton's magazine, V. 24: 252-55;
March 1903) B, ICC, LC.
Quincy, Josiah. Public interest and pri- .
vate monopoly. An address delivered
before the Boston Board of trade,
October 16, 1867. Boston, J. H. East-
burn, 1867. 15 p. 8°. CU, ICC, LC,
NY, UI, Y.
Railroad employee [Editorial].
ownership.
State
(Railroad employee, v. 22:8-9; Dec.
1912) B, ICC.
Railroads and their relations to the pub-
lic. Should they be owned by the
state? Owned by individuals, should
their earnings be fixed by the state?
A colloquy between a farmer, a gov-
ernment official, and a railroad super-
intendent. .. Chicago, J. J. Spald-
ing & co., 1875. iv, [5]-36 p. 8°. B,
BPL, LC, Mass HS, WorcPL.
Railway age gazette [Editorial]. The
agitation for government ownership of
railways.
60
Railway age gazette [Editorial]. The
discussion of government ownership.
(Railway age gazette, v. 55: 1110-11;
Dec. 12, 1913)
Railway age gazette [Editorial]. Jug-
gling railway statistics.
(Railway age gazette, v. 55:853-54;
Nov. 7, 1913)
Comment on the government owner-
ship statistics used by Clifford Thorne.
Railway age gazette [Editorial].
Mr.
Thorne and Senator Kenyon on gov-
ernment ownership.
(Railway age gazette, v. 56: 153–54; Jan.
23, 1914)
Railway age gazette [Editorial]. When
doctors disagree.
(Railway age gazette, v. 56: 410; Feb.
27, 1914)
Comment on the statistics used by
Mr. Prouty and Mr. Thorne, in their
arguments for and against government
ownership.
Railway and engineering review [Edi-
torial]. Government - owned freight
cars.
(Railway and engineering review, v. 53:
870-71; Sept. 13, 1913) B, H, HU,
ICC, JC, LC, NY, UC, UI, UM, UP, Y.
Railway and engineering review [Edi-
torial]. Government ownership of
postal cars.
(Railway and engineering review, v. 53:
1152-53; Dec. 13, 1913) B, H, HU,
ICC, JC, LC, NY, UC, UI, UM, UP,
Y.
Railway and marine news [Editorial].
Government ownership.
(Railway and marine news, v. 12:20;
Mar. 1914) B.
The Railway economy of the future.
n. p. [1872] 8 p. 8°. B.
Signed "Engineer." Alabama, Jan-
uary 1, 1872.
Advocates government ownership of
railroads in the United States.
Railway record [Editorial]. Govern-
ment ownership not approved.
(Railway record, v. 4:2; July 6, 1912)
B, ICC, LC.
The Railways and the possibility of gov-
ernment ownership.
(Santa Fe magazine, v. 8:43; January
1914) B, LC.
Reprinter from the San Diego
Union.
Rankin, George A. American transpor-
tation system. New York and Lon-
don, G. P. Putnam's sons, 1909, xv,
464 p. 8°. B, ClevePL, CU, CornU,
H, HU, ICC, JC, JHU, LC, NY, UCal,
UI, UM, UP, UW, Y.
The proposed plan and government
ownership: p. 368-72.
Ray, Charles F. What government own-
ership would mean to you and me.
Address delivered at the silver anni-
versary of the Brotherhood of railroad
trainmen at East Syracuse, N. Y.,
Tuesday, Sept. 29, 1908. [New York,
1908.] 8 p. nar. 8°.
nar. 8°. ICC.
Raynor, Isidor. Why government own-
ership of railroads is not to be thought
of.
(Leslie's weekly, v. 103:326; Oct. 4,
1906) B, LC.
Rea, Samuel. President Rea doubts suc-
cess of government ownership.
(Wall street journal, Nov. 14, 1913, p. 7,
col. 3) B, ICC, LC, NY.
Reagan, John H. J. H. Reagan on gov-
ernment ownership. Extract from a
letter addressed to Congressman Kle-
berg of Texas.
(Railway age, v. 25: 75-76; Feb. 4, 1898)
Reece, Benjamin. Why the states should
not own the railroads.
(Engineering magazine, v. I: 592-98;
Aug. 1891) B, ICC, LC.
Reihl, John F. Our economic and social
relations; what they are and what they
might be. Seattle, Wash. [The Ivy
press] 1911. 31, [1] p. 12°. B, LC.
Rice, Isaac L. Remedy for railway
abuses.
61
(North American review, v. 134: 134-48;
B, H, LC.
Feb. 1882)
Favors government ownership in the
United States.
Ripley, Edward P. Government owner-
ship of American railways. Chicago,
Railway news bureau, 1898. 8 p. 8°.
B, CornU, ICC, JC, LSE.
Reprinted in Railway and engineer-
ing review, v. 38: 38; Jan. 22, 1898.
Ripley, Edward P. Shows up false
arguments on government ownership.
(Railway and engineering review, v. 53:
1032; Nov. 8, 1913) B, ICC, LC.
Robertson, William A. An argument
against government railroads in the
U. S. In Annals of the American
academy of political and social science,
v. 29, no. 2: 342-51; March 1907. B,
ICC, LC, NY.
Reprinted in Publications of the
American academy of political and
social science, no. 533.
Extract reprinted by Bureau of rail-
way economics.
Rogers, Joseph M. Complexity in gov-
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socialism.
(Railway world, v. 50: p. 337–38; April
20, 1906) B, H, HU, ICC, JC, LC,
NY, UI, UM, UP, Y.
Schultz, A. E. Effect of government
ownership on employees.
(Railway age gazette, v. 59:738–39;
Mar. 27, 1914)
Reprinted from the Railroad em-
ploye, February 26, 1914.
Scott, J. W. A national system of rail-
roads.
(Hunt's merchant's magazine, v. 17: 564–
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Senate forestalled Bryan. Government
ownership considered officially back in
1888 [Sic]. Report made by Commit-
tee on commerce, with Cullom as
chairman, is brought to light by Gaines.
(Washington Herald, Oct. 22, 1906) LC.
The Senate Select committee on in-
terstate commerce (49th Cong., Ist
sess., Sen. rept. 46), briefly considered
government ownership as one of four
methods of railroad regulation. (See
p. 53 of the report.)
Sidney, Frederic H. Government col-
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employes and their organizations.
(Railroad employee, v. 24:2; April,
1914) B.
Reprinted in Railway record, v. 6,
no. II: 2-3; Apr. 11, 1914. B, ICC.
Smith, Hoke. Radical views on state
ownership. Speech of Hoke Smith, of
Georgia, at Cincinnati.
(Railway world, v. 51:251-52; March
22, 1907) B, H, HU, ICC, JC, LC,
NY, UI, UM, UP, Y.
Squire, William P. The political prob-
lem of national ownership of railroads.
Will it benefit the farmers? San José,
Cal., 1894. 8 p. 8°. B, ICC, LC, LSE.
Same. Washington, D. C.
Press of Hartman & Cadick, 1894. LC.
State interference with railways.
(Nation, v. 45: 346-47; Nov. 3, 1887)
LC.
State ownership of railroads.
(American law review, v. 28: 608-11;
July-Aug. 1894) ICC, LC.
Stevens, Isaac N. The liberators: a
story of future American politics.
New York, 1908. 352 p. 12°. LC.
A novel dealing with the public
ownership of railroads.
Stewart, John L. See same author in
the General section.
Thompson, Slason. The future of
American railways. Just regulation
or government ownership.
(Railway world, v. 57: 25-29; Jan. 1913)
B, H, HU, ICC, JC, LC, NY, UI, UM,
UP, Y.
Reprinted in Santa Fe magazine, v.
7:69-75; Mar. 1913.
Thompson, Slason. Government versus
private control of railways. An ad-
62
dress delivered before the Railway de-
partment of the Y. M. C. A., Chicago,
Oct. 24, 1905. n. p. n. d. 8 p. 8°. B,
ICC, LC.
"From the Chicago Evening post."
Thompson, Slason. Misinformation
about American railways. In St. Louis
railway club. Proceedings, v. 18: 363–
84; Feb. 13, 1914. B, ICC, LC.
Thorne, Clifford. Government owned
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(Dubuque [Iowa] Telegraph - herald,
Dec. 21, 1913) B.
Thorne, Clifford, and Ripley, E. P. Clif-
ford Thorne and E. P. Ripley on pos-
sible savings under government own-
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(Railway age gazette, v. 55: 1020-21;
Nov. 28, 1913)
To sell railroads.
(Southern lumberman, v. 70: 31; Aug.
9, 1913) B, LC.
Failure of state ownership in Texas.
Turner, J. K. Government ownership
and the railway employee. Cleveland.
O., 1913. 25 p. 16°. ICC.
Reprinted in the Mediator, v. 5, 1913.
ICC.
Reprinted in Railway age gazette, v.
55:1165-66; Dec. 19, 1913.
Reprinted in Train dispatchers' bul-
letin, v. 18: 151-54; Jan. 1914.
Tustin, J. C. S. Pharaoh and his crop.
Address delivered at the convention of
the Illinois Grain dealers at Blooming-
ton, in June [on government owner-
ship].
(National hay and grain reporter, July
15, 1911) B.
•
U. S. Congress. Senate Committee on
interstate commerce.
Nation-
alization of the railways of the United
States.
Report of hearing be-
fore the Committee on interstate com-
merce on the bill (S. 1770) contem-
plating the nationalization of the rail-
ways of the United States. [Wash-
ington, 1900] 59 p. 8°. (56th Cong.,
•
Ist sess. Senate Doc. 420) B, ICC,
B, ICC,
LC.
Statements of David J. Lewis, Hugh
H. Lusk, Frank Parsons.
U. S. Congress. Senate. Report of the
Select committee on transportation
routes to the seaboard, April 24, 1874.
Washington, 1874, 2 v. 8°.
8°. (43d
Cong., Ist Sess., Senate Rept. 307, pts.
I and 2) B, ICC, JC, LC.
Indirect regulation and reduction of
charges through the agency of one or
more railway lines to be owned or
controlled by the government: p. 155-
61.
U. S. Industrial commission. Report of
the Industrial commission on transpor-
tation. [Vols. 4 and 9] Washington,
1900-01. 2 v. 8°. B, ICC, JC, LC.
Government ownership: vol. 4. p.
123-29 [Report of Frank Parsons];
vol. 9: p. xxxvi-xlvii, etc.
U. S. Interstate commerce commission,
Collection of statements from the
chairman of the Interstate commerce
commission relative to foreign railway
ownership and operation. Aug. 27,
1894. [Washington, 1894.] 16 p. 8°.
(53d Cong., 2d session, Senate misc.
doc. 276.) B, ICC, LC, LSE.
•
The subject is treated under the fol-
lowing heads: 1. Relations of govern-
ments to the railroads of the world.
2. The foregoing data tabulated. 3.
Comparison of freight and passenger
rates on government-owned railroads
and on roads within the U. S. 4.
Views of various writers on the sub-
ject.
Also reprinted in Annual report of
the Interstate commerce commission,
1894, p. 219-36.
[Wash-
Same. Feb. 24, 1898.
ington, 1898.] 18 p. 8° (55th Cong.,
2d sess., Senate doc. 158.)
U. S. Laws, statutes, etc.
•
ICC, LC.
An act to au-
thorize the President of the United
States in certain cases to take posses-
63
sion of railroad and telegraph lines,
and for other purposes. (37th Cong.,
Sess. II., Chap. 15, 1862) B, ICC.
Vail, Charles Henry. National owner-
ship of railways. New York, 1897. 47
P. 12°.
(Twentieth century library,
no. 83.) B, CU, JC, LSE, NY.
Van Wagenen, Anthony. Government
ownership of railways considered as
the next great step in American prog-
ress. New York, London, 1910. ix,
256 p. 12º. ASCE, B, BPL, BowC,
Cleve PL, CornU, CU, HU, IndSL
ICC, JC, LC, LSE, NHSL, NY, Prus-
sia, StLPL, Trent PL, UCal, UP, UW,
Y.
Vrooman, Carl S. Our railroad riddle.
(Arena, v. 40: 533-60; Dec. 1908) B,
ICC, LC, NY.
Favors government ownership in the
United States.
Vrooman, Carl.
The present railway
situation in the United States-Regu-
lation versus public ownership. An
address, before the City club of Chi-
cago, January 11, 1913.
(City club bulletin, v. VI: 17–26; Feb. 3,
1913) B, ICC, LC.
Same.
•
(20th Century magazine, v. 7, no. 4: 1–
10; Mar. 1913) LC, NY.
Wall street journal. Is public owner-
ship inevitable?
(Wall street journal, May 23, 1913, p. 1,
col. 2) B, ICC, LC, NY.
Wall street journal [Editorial].
tionalization of the railroads.
Na-
(Wall street journal, Nov. 4, 1913, p. 1,
col. 2) B, ICC, LC, NY.
Wall street journal [Editorial]. Some
thoughts on state ownership.
(Wall street journal, Sept. 4, 1913, p. 1,
.col. 2) B, ICC, LC, NY.
Wall street journal [Editorial].
Will
nationalization of railroads fit a dual
form of government?
(Wall street journal, May 6, 1911) B,
ICC, LC, NY.
Wallace, Alfred Russel. The railways
for the nation.
(Arena, v. 37:1-6; Jan. 1907) B, ICC,
LC.
Watkins, A.
ownership.
The outlook for public
(Forum, v. 32: 201-16; Oct. 1901) B,
LC.
What government ownership of rail-
roads would do.
(Railway and marine news, v. 10:5-6;
May 1, 1912) B.
What
government
ownership would
mean to American railroads and rail-
roadmen.
(Santa Fe magazine, v. 7:79-82; Nov.
1913) B, LC.
Wilson, James F. Government regula-
tion of railways.
(Forum, v. 5: 469-76; June 1888) B, H,
LC.
Opposed to government ownership
in the United States.
Wilson, W. The state purchase of rail-
ways: A reply.
(Locomotive engineer's and firemen's
monthly journal, no. 7: 306; July 1900)
Wimbish, William A. Should the gov-
ernment own the railroads?
(Sewanee review, v. 20: 318-32; July
1912) B, LC.
An address delivered at the Uni-
versity of the South, Sewanee, Ten-
nessee, August, 1911.
Reprinted in Traffic world, v. 8: 314-
19; Aug. 12, 1911.
Winchell, Benjamin L.
Criticizes gov-
ernment ownership. Panama railroad
figures used as basis.
(Railway record, v. 4: 10; April 13, 1912)
B, ICC.
Winchell, Benjamin L. The drift toward
government ownership of railways.
(Atlantic monthly, v. 110:746–58; Dec.
1912) B, LC, MeSL.
Comment in Public service, v. 14:
29-30; Jan. 1913.
64
Same. [Reprinted.] Boston
[1913] p. 746–58. 8°. B, IndSL.
Discussion in Commercial and finan-
cial chronicle, v. 96: 449-50, Feb. 15,
1913, under title: The ultimate settle-
ment, of transportation problems.
Winchell, B. L. Freight rates under
government ownership.
(Railway world, v. 56: 326–27; April 12,
1912) B, H, HU, ICC, JC, LC, NY,
UI, UM, UP, Y.
Wisconsin University. Twenty-third an-
nual joint debate.
Would na-
tional ownership and operation of the
railroads in the United States be pref-
erable to ownership and operation by
private corporation?
(Aegis, v. 8: 119-56; Feb. 2, 1894) B,
H, LSE, UW.
Woodlock, Thomas F. The choice.
Shall the private ownership of rail-
roads under government supervision
be continued? The naked question
analyzed.
(New York Times annalist, v. 1:712;
June 23, 1913) B, LC, NY.
Woodlock, Thomas F. Superstition.
That a government body can teach
railroad men how to fire locomotives
and handle freight cars through a
yard, even with the help of Mr. Bran-
deis.
(New York Times annalist, v. 3: 10-11;
Jan. 5, 1914) B, LC, NY.
Worthington, B. A. Government own-
ership of railroads. From a practical
viewpoint.
(Manufacturers' news, v. 4: 19-20, 22;
Jan. 1, 1914) B, ICC, LC.
Zimmerman, J. L. Government owner-
ship [of railroads].
(Ohio magazine, v. 2: 402-09; May 1907)
LC.
ALASKA
Chase, Frederick H. Coal crisis in
Alaska: Government-owned railroads
and government-leased coal lands the
only solution.
government build a railroad to the
coal field.
(New York Sun, April 6, 1912) B, LC,
NY.
Į
(Collier's, v. 48: 19-20; Oct. 7, 1911) B, Independent [Editorial]. For railroads
LC.
Chase, Frederick H. The nation's pot
of gold. Need of government rail-
roads to harvest Alaska's riches.
(Collier's, v. 45:21, 36; Sept. 17, 1910)
B, LC.
Federal railroads for Alaska.
(Literary digest, v. 46: 1212; May 31,
1913) B, LC.
Government $50,000,000 for Alaskan rail-
way.
(Traffic world, v. 11: 1081-82; May 17,
1913) B, ICC, LC.
Government railroads in Alaska.
(Literary digest, v. 48: 193; Jan. 31,
1914) B, LC, NY.
Guggenheims offer to sell Alaska rail-
road. Result of Taft's proposal that
in Alaska.
(Independent, v. 77:294; Mar. 2, 1914)
B, LC, NY.
Joslin, Falcon. Need of Alaska for rail-
road aid. Government restrictions have
killed new rail enterprises. Subsidy
or government roads the only thing
left.
(New York Times annalist, v. 1:647;
June 9, 1913) B, LC, NY.
Joslin, Falcon. Railroads in Alaska.
Statement.
Washington, 1910.
•
15 p. 8°. B, ICC.
Journal of commerce [Editorial]. The
Alaskan railroad project.
(Journal of commerce, Dec. 1, 1913, p. 6,
col. 3) B, LC, NY.
Journal of commerce [Editorial]. Gov-
ernment enterprise in Alaska.
65
(Journal of commerce, May 20, 1913, p.
6, col. 2) B, LC, NY.
Lane, Franklin K. Secretary Lane on
Alaskan railroad building.
(Railway review, v. 54: 115-16; Jan. 17,
1914) B, ICC, LC.
Mitchell, Guy Elliott. Government rail-
roads for Alaska.
(American review of reviews, v. 47:
579-84; June 1913) B, HU, JC, LC,
NY.
New York Times [Editorial]. Railways
for Alaska.
(Railway record, v. 4: 1-2; June 8, 1912)
B, ICC.
Saturday evening post [Editorial]. A
government railroad in Alaska.
(Saturday evening post, v. 184: 24; May
11, 1912) B, LC:
Schuette, Oswald F. Unlocking a long-
neglected empire. Uncle Sam to build
a $14,000,000 government railroad in
Alaska to open up its vast resources
to speedy development.
(Leslie's weekly, v. 118:203; Feb. 26,
1914) B, LC.
(New York Times, Aug. 21, 1913) B, Turner, Avery. Government ownership
LC, NY.
Outlook [Editorial].
Alaska's wealth.
The keys to
(Outlook, v. 104: 267-68; June 7, 1913)
B, HU, JC, LC, NY.
Outlook [Editorial]. Transportation in
Alaska.
(Outlook, v. 106: 278-79; Feb. 7, 1914)
B, HU, JC, LC, NY.
Plans for railway building in Alaska.
Senate considering bills for construc-
tion.
(Journal of commerce, May 21, 1913, p.
7, col. 1) B, LC, NY.
Railway age gazette [Editorial]. Pro-
posed government ownership in Alaska.
(Railway age gazette, v. 54:1119–20:
May 23, 1913)
Railway and engineering review [Edi-
torial]. Alaskan railroads.
(Railway and engineering review, v. 53:
484-85; May 24, 1913) B, H, HU,
ICC, JC, LC, NY, UC, UI, UM, UP,
Y.
Railway and marine news [Editorial].
Secretary Lane's first break. [Com-
ment on his views relative to govern-
ment-owned railroads in Alaska, and
a road connecting Alaska with the
United States.]
(Railway and marine news, v. 11:8;
Nov. 1, 1913) B.
Railway record [Editorial].
The gov-
ernment and Alaska railways.
in Alaska.
(Railway age gazette, v. 55:6; July 4,
1913)
U. S. Alaska railroad commission.
Railway routes in Alaska. Message
from the President of the United
States transmitting report of Alaska
railroad commission.
Washing-
ton, 1913. 172 p. fold. maps. 8°.
(62d Cong., 3d sess. House. Doc.
1346, pts. 1 and 2) B, ICC, LC, Prus-
sia.
"Publications relating to transpor-
tation and railway routes in Alaska":
p. 167–72.
U. S. Congress. House. Committee on
the territories. The building of rail-
roads in Alaska.
before the committee.
8°.
Hearings
July
1913. Washington, 1913. 459 p.
B, ICC, LC.
U. S. Congress. House. Committee on
the territories.
Construction
Report.
of railroads in Alaska.
(To accompany H. R. 1739.) [Wash-
ington, Govt. print. off., 1913] 19 p.
fold. charts. 8°. (63d Cong., Ist sess.
House. Rept. 92) B, ICC, LC.
U. S. Congress. Senate. Committee on
public lands. Government railroad and
coal lands in Alaska. Hearing before
the Committee
on S. 4844, a
bill to provide for the construction
and operation of a railroad in Alaska,
66
and for other purposes, and S. 7030.
Part I. Washington, 1912. 177
p. 8°. B, LC.
U. S. Congress. Senate. Committee on
territories. Construction of railroads
in Alaska. Hearings before the Com-
mittee on territories, United States
Senate. Sixty-third Congress, first
session, on S. 48, a bill to authorize
the President of the United States to
locate, construct, and operate railroads
in the territory of Alaska, and for
other purposes, and S. 133, a bill to
provide for the construction of rail-
roads in Alaska, and for other pur-
poses [May 2-23, 1913] (with addenda
and index). Washington, Govt. print.
off., 1913. 718 p. 8°. B, ICC, LC.
U. S. Congress. Senate. Committee on
territories. Railroads for Alaska.
Hearing before the Committee on ter-
ritories, United States Senate
on railroads for Alaska. April 12,
1912.
Washington, 1912. 32 p.
8°. B, ICC, LC.
B, ICC,
Statement of Mr. Falcon Joslin, rep-
resenting the Alaskan committee of
the American mining congress.
The speeches and debates in Con-
gress preceding the passing of the law
providing for a government railway
in Alaska are in the Congressional
record, v. 51, nos. 23–54, from January
14 to February 18, 1914.
Wall street journal [Editorial]. Gov-
ernment railroads for Alaska.
(Wall street journal, May 19, 1913, p. 1,
col. 2) B, ICC, LC, NY.
Weems, Carrington. Government rail-
roads in Alaska.
(North American review, v. 199: 572-
584; Apr. 1914) B, LC.
GEORGIA
Christian science monitor, Boston. [Edi-
torial] Future of Georgia's state rail-
road.
(Christian science monitor, June 25,
1913) B, LC.
Phillips, Ulrich Bonnell. An American
state-owned railroad: the Western &
Atlantic. . [Reprinted from Yale
review, Nov. 1906.] [New Haven?]
1906. [259]-282 p. 8°. B,ICC,LC,UW.
Abstract in Railroad gazette: v. 43:
122-24; Aug. 2, 1907.
Railroad herald [Editorial]. A test of
government ownership. [The Atlantic
& Western railroad and its disposition
by state of Georgia at expiration of
present lease.]
(Railroad herald, v. 17: 157; Sept. 1913)
B, ICC.
Railroad herald [Editorial]. The West-
ern and Atlantic railroad.
(Railroad herald, v. 17: 140; Aug. 1913).
B, ICC.
MASSACHUSETTS
A list of Massachusetts state documents in regard to the Troy and Greenfield
railroad and the Hoosac tunnel is contained in "Index of economic material in
documents of the United States: Massachusetts," by Adelaide R. Hasse; published
by the Carnegie institution of Washington, May, 1908.
Adams, Charles Francis, Jr. The regu-
lation of all railroads through the
state-ownership of one. Speech on be-
half of the Massachusetts. Board of
railroad commissioners, made before
the Joint standing legislative commit-
tee on railways, Feb. 14, 1873. Boston,
J. R. Osgood & co., 1873. 39 p. 12º.
B, BPL, CU, H, HU, ICC, JC, LC,
LSE, MIT, NY, UI, Y.
See reply by Richard S. Spofford,
Boston, 1873.
67
Atkinson, Edward. Argument of Ed-
ward Atkinson before the Railway
committee, against the state undertak-
ing to buy, equip, or operate railroads.
March, 1873. Boston, Wright & Pot-
ter, 1873. 40 p. 8°. . B, Bpl, LSE,
NY, UCal, UI.
Bemis, Edward W. An argument for
state ownership.
(Railroad gazette, v. 32:258–59; April,
1900)
Abstract of argument before the
Massachusetts legislature in opposition
to the lease of the Boston and Albany
to the New York Central and in favor
of its acquisition by the state.
Blanchard, Nathaniel. Address before
the railroad committee of the Legisla-
ture, March 5, 1875, in support of the
resolution unanimously adopted by the
citizens of Weymouth, requesting the
state of Massachusetts to purchase
the Boston and Albany railroad. Bos-
ton [1875] 16 p. 8°. BA, BPL.
Fagan, James O.
Fagan versus Foss.
Boston & Maine ex-towerman tells au-
dience at Well's Memorial that rail-
road problems are now political wran-
gles.
(Boston Evening transcript, Feb. 17,
1912) B, BPL, HU, LC.
Foss, Eugene N. Address of His Ex-
cellency, Eugene N. Foss, to the two
branches of the Legislature of Massa-
chusetts, January 2, 1912. Boston,
1913. 30 p. 8°.
In favor of government ownership
of railroads in the United States.
Hoar, Samuel. Argument of Samuel
Hoar before the Committee on rail-
roads on the several propositions of
state purchase of the Boston and Al-
bany railroad company. March 21,
1900. [Boston, 1900] 34 p. 8°. LC,
NY, UI.
Independent [Editorial]. Railroads and
the public.
(Independent, v. 73: 1323-24; Dec. 5,
1912). B, LC, NY.
Comment on the proposed state
ownership of railroads in Massachu-
setts.
Massachusetts. Governor (Thomas Tal-
bot) Protest against policy of man-
agement of railroad enterprise by gov-
ernor and council. In Governor's
message, Jan. 1879, p. 34.
Quincy, Josiah. Legislative hearing.
Proposed purchase of the Boston and
Worcester and Western railroads by
the state. From Boston Daily adver-
tiser. Boston [1867] Broadside. 4°.
LC, NY.
Written argument to the Joint spe-
cial committee.
Spofford, Richard S. The railroad ques-
tion. State ownership no remedy for
existing evils. A reply to the speech
of Mr. Charles Francis Adams, jr., be-
fore the Joint standing committee on
railroads, of the Massachusetts legis-
lature. Boston, 1873. 50 p. 8°. B,
BPL, HU, ICC, LC, LSE, UCal,
UW, WorcPL.
Walsh, David
David I. Gov.-elect Walsh
frowns on railroad state aid.
(Practical politics, v. 16: 5970-72; Dec.
27, 1913) B.
Weymouth (Mass.). Resolves of the
town of Weymouth in favor of pur-
chase of the Boston & Albany railroad
by the state of Massachusetts and the
address of Nathaniel Blanchard, chair-
man of the town committee before the
Railway committee of the Legislature,
Feb. 5, 1874, in favor of a public rail-
road from Boston to Albany. Wey-
mouth, 1874. 12 p. 8°. B, BPL, ICC.
68
NORTH CAROLINA
Womack, T. B. State ownership in
North Carolina.
(State topics [Houston, Tex.], v. 4: I-2;
May 10, 1913) B.
Womack, T. B.
State ownership in
North Carolina. An experiment with
plank roads in country districts and
railroads from mountains to sea-How
the hungry politician brought about
the awakening.
(World's work, v. 13:8333-36; Dec.
1906) B, ICC, LC.
Extracts reprinted separately by
Bureau of railway economics.
OKLAHOMA
Outlook [Editorial]. A state discusses
building a railway.
(Outlook, v. 98: 295-96; Feb. 11, 1911)
B, HU, JC, LC, NY.
PENNSYLVANIA
Bishop, Avard Longley.
The
p.
state works of Pennsylvania.
New Haven, Connecticut, 1907.
[149]-297. 8°. (Transactions of the
Connecticut Academy of arts and sci-
ences, v. 13, Nov. 1907) B, BPL, CU,
H, HU, LC, UC, UW.
Bibliography: p. 289-92.
"What we know technically in the
history of Pennsylvania as the 'State
works' comprised a system of trans-
portation which was built, owned and
operated by the commonwealth."
Caruthers, C. H. The first railroad
owned and operated by a government,
[Pennsylvania State].
(Railroad gazette, v. 41: 163-68; Aug.
24, 1906)
Early government ownership in Penn-
sylvania.
(Railroad gazette, v. 41: 348; Oct. 19,
1906)
Keys, C. M. See Keys, C. M. in United
States Section.
Kupka, P. F. The first government rail-
road in America.
(Railroad gazette, v. 42: 35-36; Jan. 11,
1907)
Construction of railroads in Penn-
sylvania by the state.
The Main line of the Pennsylvania
state improvements; its history, cost,
revenue, expenditures and present and
prospective value. Philadelphia, T. K.
and P. G. Collins, printers, 1855. 76
p. 8°. B, ICC, LC.
Pennsylvania. Canal commissioners.
Communication from Canal commis-
sioners relative to the sale of the main
line of public works of the state. Har-
risburg, 1856. 9 p. PaHS.
Pennsylvania. Canal commissioners.
Transportation of passengers and
mails upon [the Columbia and Phila-
delphia] road, with documents in re-
gard to the transfer from private
companies to state control. In their
Annual report, 1851-52; p. 21–26, 31–
82. LC.
Pennsylvania. Governor (Porter) Gov-
ernor's message
message accompanied with
communication from the Canal com-
missioners relative to the purchase of
the Valley railroad.
(House journal, 1838–39, v. 2, pt. 1, 846–
47, doc. 139)
Pennsylvania. Governor (Porter) Gov-
ernor's message (Porter) accompa-
nied with a communication from the
Canal commissioners relative to the
purchase of the Valley railroad and
the West Philadelphia railroad.
69
(House journal, 1838–39, v. 2, pt. 1, 800-
03, doc. 122)
Pennsylvania. Legislature. Senate. Re-
port with bills of the Select commit-
tee of the Senate, relative to the sale
of the public works of Pennsylvania.
Harrisburg, 1854. PaHS.
Sale of public works. Report read in
Senate, Feb. 4, 1854, by Mr. Evans.
16 p. 8°. PaHS.
Caption title.
Sale of the main line. An act to provide
for the sale of the main line of public
works. Harrisburg, 1855. PaHS.
PANAMA RAILROAD
Carpenter, Frank G. Uncle Sam's own
railway (Panama railroad).
(Washington, D. C., Star, Aug. 4, 1912)
B, LC.
New York Sun [Editorial]. Federal
railroad management.
(New York Sun, Feb. 14, 1912)
LC.
Reprinted as Bureau of railway eco-
nomics leaflet no. 14.
U. S. Congress. Senate. Committee on
interoceanic canals. Panama railroad.
Report. [Washington, 1907]
21 p. 8°. (59th Cong., 2d sess. Sen-
ate. Rept. 5179) ICC, LC.
Placing the Panama railroad in
charge of the Isthmian canal commis-
sion.
Winchell, Benjamin L. Government op-
eration of the Panama railroad.
(Railway age gazette, v. 52:857–58;
April 12, 1912)
Winchell, Benjamin L. The govern-
ment's Panama railway. Freight rates
ten times higher than privately owned
lines.
(Public service, v. 13: 83-84; Aug. 1912)
B.
OTHER COUNTRIES
The following are annual government statistical reports of some other countries
having state ownership of railroads:
Denmark. De danske statsbaner. Beretning om driften.
Norway. De offentlige jernbaner. Beretning om de norske jernbaners drift.
Sweden. Statens järnvägar.
Spain. Estadistica de las obras públicas.
India. Administration report on railways in India.
South Africa. Statement of accounts of the South African railways and har-
bours.
Argentine Republic. Estadistica de los ferro-carriles de la república.
Brazil. Estatistica das estraras de ferro da União e das fiscalisadas pela união.
For Comparative freight rates on state-owned and other European railways see
the Documents of the National waterways commission, nos. 16, 17, 18, 19, 20, 22,
which are reports of American consuls dealing with freight rates and inland water-
ways of Belgium, Holland, Germany, France, United Kingdom, and Russia.
Argentine getting tired of operating its
railways. Proposal to rent under con-
sideration, the government finding the
national system a failure.
(Wall street journal, Aug. 5, 1913, p. 7:
col. 1) B, ICC, LC, NY.
Bompaire, Jean.
Le rachat des
chemins de fer algériens; étude de la
70
loi du 23 juillet, 1904. Paris, Librairie
de la Société du Recueil général des
lois et des arrêts, L. Larose & L.
Tenin, 1905.
2 p. l., 130 p. 4°. B,
CU, JC, LC, NY.
Thèse-Univ. de Paris.
"Bibliographie": p. [129]-130.
Caleb, Albert. Étude sur le réseau des
chemins de fer de l'état bulgare.
(Bulletin mensuel de la Société de
legislation comparée, v. 42: 395-409;
Aug.-Sept. 1912) LC.
Dutch East Indies railways. A lesson
in state management. illus.
(Far eastern review, v. 10:7-10; Shang-
hai, 1913) B, LC, NY.
Egyptian gazette. Transfer of Helouan
railway to the Egyptian government.
(Daily consular & trade reports, Nov.
19, 1913, p. 917) B, ICC, LC.
Egyptian gazette [Editorial]. An excel-
lent bargain.
(Egyptian gazette, March 9, 1914) B,
LC.
Transfer of the Cairo Helouan rail-
way to the state.
Die Eisenbahnen Afrikas. Grundlagen
und gesichtspunkte für eine koloniale
eisenbahnpolitik in Afrika. Berlin, C.
Heymann, 1907. [2], 367, [1] p. incl.
illus., tables. I fold. map. fº.
fº. JC,
UW.
JC,
"Quellen :" p. 5, and with geographi-
cal districts.
Edwards, William Ben. The nationalisa-
An object lesson
tion of railways.
from the Cape.
(Nineteenth century, no. 373: 501-16;
March 1908) B, LC.
The Cape Government railways.
Lewis, E. R. Railways of the Union of
South Africa.
(Railway age gazette, v. 54: 1072-74;
May 16, 1913)
Maclean, J. M. State monopoly of rail-
roads in India.
(Journal of the Society of arts, v. 32:
261-76; Feb. 22, 1884) LC.
Rogers, Campbell O. Natal government
railways.
(Loco, v. 2: 88-92; Aug. 1911) B.
Salerou,
Le rachat des chemins
de fer et l'exploitation par l'état. . . .
1902.
Thèse.
Railroads of Algeria.
State railways of the Dutch West Indies.
(Railway and marine news, V. II:7;
Jan. 15, 1913) B.
Thuillier,
Le régime des chemins
de fer algériens. Paris, 1900.
Thèse.
Woodington,
Charles.
Egypt: the state line.
Railways in
(Railway news, v. 97: 512-13; March 2,
1912) B, LC.
Abe, K. 44
Achard, A. 46
Acworth, W. M. 7, 17,
20, 22, 27, 31, 33, 34,
40, 46, 50
Adams, C. F., Jr. 7, 50,
66
Aimond, É. 22
Albertson, R.
12, 13
Alberty, M.
31
Allen, W. F. 50
Allen, W. S. 7
Allix, G. 7, 22, 31, 44,
45, 46
Altgeld, J. P. 50
LIST OF AUTHORS
Bompaire, J. 69
Bonneau, H. 29
Bonner, F. A. 17
Bonnet, N.
23
Boon, M. J. 35
Bordeaux, G. 23
Boudenoot, L. 23
Bourgarel, G. 23
Bourrat, J.
23
Boussac, E. 41
Bouvier, E. 44
Bowerman, C. W. 35
Bradford, E. S. 31
Braun, A. 19
Bresciani, C. 41
Bresson, L. 23
Broek, G. J. van den 20
Amoroso, L. 41
Andrews, E. L. 50
Arnold, B. W., Jr.
51
Brooks, S. 8
Arnold, W. C. 34
Brown, A. A. 17
Brown, C. S. V. 8
Brown, W. C. 51
Brown, H. 35
Browne, E. F. 8
Bryan, J. W. 51
Buisson, G. 23
Cleveland-Stevens, E. 7,
35
Clews, H. 52
Cohn, G. 31, 36, 45
Collins, J. P. 36
Colson, L. C. 24
Comny, P. de 42
Cook, W. W. 7, 52
Cooper, R. A. 36
Cowles, J. L. 53
Cox, H. 36
Crammond, E. 36
Crossley, F. W. 36
Cullom, S. M. 61
Cummings, J. 48
Cunningham, W. 36
Cunningham, W. J. 31
Curti, T. 46
Curtis, G. T. 53
Czerin, R. 19
Davies, A. E. 36, 38
Davies, D. H. 36
Davis, C. W.
53
Asquith, H. H. 34
Astier, P. 22
Atkinson, E. 67
Austria 19
Avebury, J. L. 7
B., F. 41
Baker, H. F. 10
Bancroft, W. A. 51
Barker, W. 51
Barr, W. B. 51
Barthou, L.
22
Baudin, P. 31
Baum, C. 22
Baxter, R. D. 7
Bedinger, G. R. 44
Bellet, D.
Bryan, W. J. 52, 55, 61 Davis, F. R. E. 36
Bureau of railway econo-
mics 8
Bureau of railway news
and statistics 17
Burkett, E. J. 52
Byrnes, T. E. 52
Cacaud, H. 23
Beach, C. F., Jr. 7, 8 Caillaux, J.
Bellamy, E. 8, 43
4I
Bellot, H. H. L. 35, 38
Bemis, E. W. 51, 67
Benoit, F. 22
Benson, A. L. 51
Benson, R.
35
Bermingham, T. 35
Berry, J. M. 51
Besnard, R.
23
Beveridge, A. J. 21, 51
Bilbrough, G. F. 35
Bishop, A. L. 68
Blackstone, T. B. 51
Blanchard, N. 67
Blanchier,
23
Bogle, W. R. 35
Boinvilliers, É. 23
Bolas, T. 35
Bolland, W. 35
Caleb, A. 70
22
Calonne, A. de 23
Canada 21
Car-Skaden, D.
52
Carmine, P. 41
Carpenter, F. G.
69
Caruthers, C. H. 68
Cator, T. V. 52
Cattin, H. 23
Cazeneuve, A. 23
Cecil, E. 35
24
Chandler, W. E. 52
Chapin, B. E. 52
Charton, P. 46
Chase, F. H. 64
Chérot, A.
Chipman, G. F.
Clark, V. S.
Clavery, É. 44
Clay, C. M. 52
Clerget, P. 46
21
17, 40
Davis, J. 53
Deligny, P. 8
Deubel, R. 24
20
Dent, F. H. 36
Devys,
Dewsnup, E. R. 7, 8, 53
Dietler, H. 46
Dilke, C. W. 37
Dilton, J. 36
Dodds, J. 36
Dodge, L. A. 53
Domergue, J. 24
Dominguez, C. 24
Droz, N. 47
Dunckley, H. 37
Dunn, S. O. 8, 9
Dupont-White, C. 27
Dupré de Pomarede, P.
24
Edge, W. H. 37
Edwards, C. 37
Edwards, W. B. 37, 70
Eggleston, W. G. 53
Ellenbogen, W.
19
Eltzbacher, O. 31
Engerand, F. 24
Erzberger, M. 32
Esch, J. J. 53
Evans, A. M. 53
Exner, W. 49
(71)
72
37
Fabian society
Fagan, J. O. 67
Farrar, E. H. 53
Farrer, T. C. 9
Favarger, P. 47
Felton, E. 17
Ferguson, E. A.
54
Ferro, G. V. del
42
Ferroni, F. 47
Feydeau de St.-Chris-
tophe, R. de 24
Field, W.
37
Findlay, G. 37
Finty, T. 54
Fischer, J. 47
Flower, B. O. 9, 17
Fochier, E. 32
Fortescue, J. W. 17
Foss, E. N. 67
Foxwell, E. 9
France 25
Chambre des députés
24, 25
Sénat 25
Francheschi, R. 25
Gallagher, A. 54
Gallatin, A. R. 9
Galpin, 25
Galt, W. 37
Galtier, J. B. 25
Gardony, C. N. de
Gariel, G. 47
Garnier, J. 24
Gautschy, H. 47
George, H. 44
Gibbs, G. S. 37
Gibbons, J. 54
Giddings, F. H. 54
Gillet, P. 25
Givens, W. R. 21
Glasier, J. B. 12
Gordon, F. G. R. 54
Gordon, J. A. 54
Gouget, F. 25
9
Great Britain. Board of
trade 9
Foreign office
32
Royal commission on
railways 37
Greene, T. L. 54
Grell, M. 19
Groos's, A. 32
Gruhl, E. F. 54
Gubler, H. 47
Guène, E. 25
Guerin, L.
IỌ
Gurza, J. 45`
4
Guyot, Y. 10, 14, 25'
H., D. S. 37, 42
Hadley, A.37.
Hadley, A. T. 10. 14, 54
Haguet, H. 47
Haines, H. S. 54
Hambleton & co. 54
Hamon, F. 25
Haney, L. H. 55
Hardesty, J. 55
Harriman, E. H. 51
Harrison, F. 55
Hasse, A. R. 66
Hawes, W. 37
Heavisides, M. 37
Hendrick, F.
ΙΟ
Henry, L. P. 42, 17
Herold, R. 47
Hill, J. G. 55
Hill, W. 18
Hirsch, M. 18
Hoar, S. 67
Hodgson, J. S. 10
Hoff, W. 32
Holcombe, A N. 47
Hole, J. 37, 38
Hollander, J. H. 55
Horner, J. M. 55
Houston, W. C. II
Howes, O., Jr. 55
Hudson, J. F. 55
Hummel, H. 32
Iowa. Railroad commis-
sion ΙΟ
Italy. Commissione d'in-
chiesta sull' esercizio
delle ferrovie italiane
42.
Jacob, O. 32
Jacqmin, F.
ΙΟ
James, E. J. 42
Japan. Communications
department 45
Jaray, G. L. 25. 42
Jaros, S. 55
Jean. C.
Jeans, J. S. 19
25
Jenkins, J. G.
18
Jevons, W. S.
Johnson, E. R.
38
56
Johnson, J. M. 56
Joslin, F. 64, 66
Jovinelli, E. 42
Kandt, M. 18
Kapp, F. 32
Kar, P. 19
Karzl, J. 19
Katzenstein, L.
II
Kaufmann, R. von 22,
26
Keddell, F. 38
Keller, G. II
Kenna, E. D. 56
Kennedy, J. 56
Kenyon, W. Š. 56, 60
Kerr, H. D. 56
Keys, C. M. 56, 68
Kindelan, J. 56
Kingdom, W. 38
Kirchhoff, H.
Kirkman, M. M. II
32
Knapp, M. A. 56
ww
Knoop, D. 38
Krönig, F. 32
Krueger, A. 32
Kupka, P. F. 68
La Bach, P. M. 57
Labour representative
committee 38
Labry, de 24
La Follette, R. M. 56,
57
Lainé, A. 26
Laing, S. 38
Lamane, H. 26
Lane, F. K. 11,65
Larrabee, W. 57
Lasteyrie, C. de 38
Laveleye, G. de 47
Lavergne, A. de 42
Lavollée, C. H. 26
Lawson, W. R. 38
Leak, V. T. 26
Leary, J. 57
Lebon, A.
30
Le Chevalier, R. II
Lehfeldt, R. A. 38
Le Rossignol, J. E. 18
Leroy-Beaulieu,
'II, 26
Leroy-Beaulieu,
7, 26, 27
Level, E. 27
Leverdays, É. 27
Lévy, M. 45
Paul.
Pierre.
Lewis, D. J. II, 57
Lewis, E. R. 70
Lewis, G. H. 57
Leyen, A. F. von der 8,
11, 27, 38
Liesse, A. 27
Limousin, C. M. 27
Lissenden, G. B. 38
Litwinski, L,. de 20
Lloyd, H. D. 18
Lockwood, M. 38
73
Lògan, R. S. 57
Lotz, W. 32
Loucks, H. L. 57
Lowther, G. 45
Lucas, F. 42
Macaulay, J. 38
Macdonald, J. R. 48
Macdonnell, J. 33
Maclean, J. M. 70
McLean, S. J. 21, 27
Macler, C. 27
McPherson, L. G. 12
Macquart, É. 27
McVey, F. L. 12
Mahaim, E. 7, 20
Malo, L. 27
Malou, J. 20
Mange, A. 30, 33
Mann, E. D. 57
Maratta, D. W. 18
Marchesi, C. 42
Marcus, V. 33
Margaine,
Marqfoy, G. 27
25
Marteau, A. 27
Martin, R. B. 38
Mason, J. W. 57
Massachusetts.
ernor
67
Matagrin, A. 27
Matthesius, O. 46
"
National board of trade
58
National convention of
railroad commis-
sioners 58
Nemenyi, A. 19
New Orleans. Public
belt railroad commis-
sion 58
New South Wales 18
Newcomb, H. T. 12, 13,
18
Newlands, F. G. 58
Neymarck, A. 28
Nichols, H. C. 45
Nimmo, J., Jr. 58
Noël, O. 13, 28
North, E. P. 43
Nouvion, G. de 28
Noyes, T. W. 58
Oberg, E. 13
O'Conner, J. 39
Oetiker, J. 48, 49
Pantano, E. 43
Powderly, T. V. 59
Powell, F. W. 59
Pratt, E. A. 13, 14, 15,
18, 20, 38, 39, 40, 50
Presutti, E. 43
Pret, P. A. 14
Prevet, C. 28
Prevey, C. E. 14
Price, G. 28
Prouty, C. A. 58, 59, 60
Prussia. Ministerium
der öffentlichen ar-
beiten 33
Quaatz, R. 33, 43
Quincy, J. 59, 67
Racca, V. 48
Raffalovich, A. 10
Railway nationalisation
league
•
40
40
Railway nationalisation
society
Railway reformer 40
Rankin, G. A. 60
Raper, C. L. 14
Ratoin, E. 29
Parsloe, J. 38, 39
Parsons, F.
13, 33, 48,
Ray, C. F. 60
Gov-
58, 59
Patterson, G. S. 59
Patterson, T. M. 59
Pawloski, A. 28
Payne, W. 28
Pelletan, C. 30
Pendrié, H. 28
12, 33, 46
57
Mavor, J. 12
Mele, A. 42
Mellen, C. S.
Meyer, B. H.
Meyer, H. R.
Micheli, H. 48
Milhaud, E. 12, 27, 48
12, 27, 43
Millard, T. F. 43
Miller, D. 57
Miller, J. D. 57
Mills, J. F.
33
Mitchell, G. E. 65
Mond, A. 38
Money, L. G. C. 39
Monge, F. de
Monkswell, R. A. H. C.
39
20
Montgomery, H. E. 57
Moreno Calderón, A. 12
Morette, A. 27
Morgan, A. 58
Morrow, J. B. 58
Mudge, R. Z. 39
Müller, G.
48
Mündl, R. 19
'Pennsylvania. Canal
commissioners 68
Governor 68
Legislature 69
Perkins, J. C. 59
Perris, G. H. 39
Perrissoud,
28
Peschaud, M. 14, 20, 48
Pew, A.
13
42
Phelps, E. M. 13
Phillips, J. B. 59
Phillips, U. B. 66
Picard, A. 13, 28
Pieck, [Dr.]
Pietri, F. J. 42
Pim, F. W. 39
Pim, J. 39
Pim, J. T. 39
Place, P. 28
Pomeroy, E. 21
Porter, D. R. 68
Porter, R. P. 13
Potter, F. 39
Poussin, G. T. 28
Raynaud, L.
Raynor, I. 60
Rea, S. 60
48
Reagan, J. H. 60
Reece, B. 60
Regnier, M. 29
Reihl, J. F. 60
Renkin, J. 21
Ribes-Christofle,
29
Ribès-Méry, R. 29
Rice, I. L. 60
Richardson, R. L. 21
Ringwalt, R. C. 14
Ripley, E. P. 61, 62
Ripley, W. Z. 33
Ritter, von 43
Ritter, P. 33
Riviere, L. 29
Robbins, E. C. 14
Roberts, E. 33
Robertson, W. A. 61
Robinson, E. E. 54
Rogers, C. O. 70
Rogers, J. M. 61
Roussel, F. 29
Roy, H. 29
Ruskin, J. 40
de
Russell, C. E. 14, 17, 18,
33, 43, 48
74
Salerou, 70
Saporito, V. 43
Sarlat, J. 14
Say, J. B. L. 29
Schelle, G. 14
Schindler, S. 15
Schlemmer, G. 29
Schuette, O. F. 65
Schultz, A. E. 61
Schumacher, H. 7, 33
Scott, J. W. 61
Segnitz, H. 8
Seiler, O. 49
Shaw, L. M. 57
Sidney, F. H. 61
Sieveking, H. 19
Taylor, C. F. 13
Teisberg, A. K. 58
Thomas, A. 30
Thompson, S. 61, 52
Thorne, C. 60, 62
Thuillier,
70
Tisne, W. E. 30
Todd, M. M. 15
Totsuka, K. 34
Trent, M. W. F. 21
Trevisonno, N. 44
Turner, A. 65
Turner, J. K. 62
Seligman, E. R. A. 15 Tustin, J. C. S. 62
Silvestri, B. 43
Simons, W. 40
Sinceny, P. 30
Slater, J. E. 45
Smith, H. 61
Souchon, A. 30
Speight, R. 18
Spera, G. 43
Spofford, R. S. 66, 67
Squire, W. P. 61
Stämpfli, J. 49
Stanton, T. 30
Steeg, T. 30
Steiger, J. 49
Stephenson, W. T. 7
Sterne, S. 15
Stettler, E. 49
Stevens, I. N. 61
Stewart, J. L. 15, 61
Stewart, W. D. 18
Stockwell, L. A. 53
Strach, H. 19
Switzerland. Bundesrat
49
Eisenbahnkommission
49
Taft, W. H. 58
Tajani, F. 44
Talbot, T. 67
Tallichet,
49
Taussig, F. W. 34
United States 62
Alaska railroad com-
mission 65
Congress, House Com-
mittee on the terri-
tories 65
Senate Committee
interoceanic
on
canals 69
Committee on in-
terstate com
merce 62
Committee on pub-
lic lands 65
Committee on ter-
ritories 66
Select Committee
on transporta-
tion routes to
the seaboard 62
Industrial commission.
62
15, 62
Interstate commerce
commission
Library of congress
15, 16
30
Vail, C. H. 63
Valbert, G. 34
Valette, M. de
Van Wagenen, A. 63
Vegesack, M. von
Vibert, P. 30
Virtue, G. O. 8
34
Vrooman, C. S. 16, 21,
30, 42, 48, 49, 63
W., F. von 19
Wagner, A. H. G. 34
Walkden, A. G.
Wallace, A. R. 63
Walsh, D. I. 67
Ward, J. G. 41
Wardle, G. J. 41
Waring, C. 41
16, 40
Watherston, E. J. 41
Watkins, A. 63
Weber, M. M.
16
Wedgewood, R. L. 41
Weems, C. 66
Wehrmann, L. 16, 34
Weichs-Glon, F. 34
Weidlinger, R. 19
Weissenbach, P. 49, 50
Wernekke, F. 16
Weymouth (Mass.) Cit-
izens 67
White, A. D. 7
Wickersheimer, E. 30
Williams, A. J. 41
Williams, E. E. 41
Williams, T. 41
Willoughby, H. 17
Wilson, J. F. 63
Wilson, S. O. 58
Wilson, W. 63
Wilson, W. B. 52
Wimbish, W. A. 63
Winchell, B. L. 63, 64,
69
Wisconsin University 64
Wittek, H. de 16
Wittek, R. von 19
Wolfe, A. G. 41
Wolff,
20
Womack, T. B. 68
Woodington, C. 70
Woodlock, T. F. 64
Worthington, B. A. 64
Zebegényi-Gründorf,
20
Zimmerman, J. L. 64
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS,
WASHINGTON, D. C.
(Continued from page 2 of cover.)
29. Summary of Revenues and Expenses of Steam Roads in the United States
for December, 1911.
30.
66
66
66
for January, 1912.
31. Railway Traffic Statistics, 1900-1910. (Supersedes No. 6.)
32. Summary of Revenues and Expenses of Steam Roads in the United States
for February, 1912.
33.
66
66
for March, 1912.
34. A Comparative Study of Railway Wages and the Cost of Living in the
United States, the United Kingdom, and the Principal Countries of Con-
tinental Europe.
35. Summary of Revenues and Expenses of Steam Roads in the United States
for April, 1912.
36.
66
46
37.
38.
66
66
66
for May, 1912.
for June, 1912.
for July, 1912.
39. Comparison of Capital Values-Agriculture, Manufactures, and the Rail-
ways.
40. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1912.
66
66
for September, 1912.
41.
42.
66
for October, 1912.
43.
66
66
66
for November, 1912.
44.
66
for December, 1912.
45. Railways and Agriculture, 1900-1910.
46. Summary of Revenues and Expenses of Steam Roads in the United States
for January, 1913.
47.
(6
64
for February, 1913.
48.
66
for March, 1913.
49.
66
(6
for April, 1913.
50.
66
66
for May, 1913.
51.
66
for June, 1913.
52.
66
for July, 1913.
53. The Arguments For and Against Train Crew Legislation.
54. Summary of Revenues and Expenses of Steam Roads in the United States
for August, 1913.
55.
66
"
for September, 1913.
56.
66
66
57.
46
for October, 1913.
for November, 1913.
58.
"6
for December, 1913.
59.
66
66
66
for January, 1914.
60.
for February, 1914.
61.
66
66
for March, 1914.
62. List of Publications Pertaining to Government Ownership.
BULLETINS OF THE
BUREAU OF RAILWAY ECONOMICS
WASHINGTON, D. C.
August, 1910, to June, 1914
1. Summary of Revenues and Expenses of Steam Roads in the
United States for July, 1910. (Monthly Report Series,
Bulletin No. 1.)
2. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1910. (Monthly Report Series,
Bulletin No. 2.)
3. Summary of Revenues and Expenses of Steam Roads in the
United States for September, 1910. (Monthly Report Series,
Bulletin No. 3.)
4. A Comparative Statement of Physical Valuation and Capitali-
zation.
5. Preliminary Bulletin for November, 1910-Revenues and Ex-
penses.
6. Railway Traffic Statistics, 1900-1909.
7. Summary of Revenues and Expenses
United States for October, 1910.
Bulletin No. 4.)
(Superseded by No. 31.)
of Steam Roads in the
(Monthly Report Series,
8. Summary of Revenues and Expenses of Steam Roads in the
United States for November, 1910.
Bulletin No. 5.)
(Monthly Report Series.
9. Summary of Revenues and Expenses of Steam Roads in the
United States for December, 1910. (Monthly Report Series,
Bulletin No. 6.)
10. Summary of Revenues and Expenses of Steam Roads in the
United States for January, 1911.
11. (Out of Print.)
12. Summary of Revenues and Expenses of Steam Roads in the
United States for February, 1911.
13.
66
""
for March, 1911.
14.
66
15. (Out of Print.)
for April, 1911.
16. Summary of Revenues and Expenses of Steam Roads in the
United States for May, 1911.
17. (Out of Print.)
18. (Out of Print.)
19. Summary of Revenues and Expenses of Steam Roads in the
United States for June, 1911.
20.
66 66
for July, 1911.
21. The Cost of Transportation on the Erie Canal and by Rail.
22. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1911.
23. (Out of Print.)
24. Comparative Railway Statistics of the United States, the United
Kingdom, France, and Germany.
25. Summary of Revenues and Expenses of Steam Roads in the
United States for September, 1911.
26.
27.
66
(6
for October, 1911.
for November, 1911.
28. Effect of Recent Wage Advances upon Railway Employees' Com-
pensation during the Year Ending June 30, 1911.
Variations in the Number of Railway Employees, 1909-1910-1911.
Relation of the Number of Employees and their Compensation to
Traffic and Revenue, 1909-1910-1911.
29. Summary of Revenues and Expenses of Steam Roads in the
United States for December, 1911.
30.
(6
""
for January, 1912.
31. Railway Traffic Statistics, 1900-1910. (Supersedes No. 6.)
32. Summary of Revenues and Expenses of Steam Roads in the
United States for February, 1912.
33.
for March, 1912.
34. A Comparative Study of Railway Wages and the Cost of Living
in the United States, the United Kingdom, and the Principal
Countries of Continental Europe.
35. Summary of Revenues and Expenses of Steam Roads in the
United States for April, 1912.
36.
66
37.
38.
66
for May, 1912.
""
for June, 1912.
(6
for July, 1912.
•
39. Comparison of Capital Values-Agriculture, Manufactures, and
the Railways.
40. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1912.
66
4I.
66
42.
43.
44.
66
for September, 1912.
for October, 1912.
for November, 1912.
for December, 1912.
45. Railways and Agriculture, 1900-1910.
46. Summary of Revenues and Expenses of Steam Roads in the
United States for January, 1913.
66
47.
for February, 1913.
48.
66
for March, 1913.
66
66
49.
for April, 1913.
66
66
66
50.
for May, 1913.
66
66
51.
for June, 1913.
66
for July, 1913.
52.
53. The Arguments For and Against Train Crew Legislation.
54. Summary of Revenues and Expenses of Steam Roads in the
United States for August, 1913.
55.
56.
57.
58.
،،
59.
60.
(C
((
for September, 1913.
for October, 1913.
for November, 1913.
for December, 1913.
for January, 1914.
for February, 1914.
61.
(6
for March, 1914.
62. List of Publications Pertaining to Government Ownership.
UNIV. OF MICHIGAN,
J
1914
B-2033
#
3 9015 01641 9783
UNIVERSITY OF MICHIGAN
!
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Punat Das