\.i 
 
THE RAILROAD 
 
 Element in Education 
 
 Revised and Enlarged with New Illustrations 
 
 (Special Edition.) 
 
 PROF. ALEX. HOGG, M. A. 
 
 SUPKRINTENUENT SCHOOLS, FoRT WoRTH. 
 
 Work and IVealth are Inseparable /lllies. 
 
 PRESS OF 
 
 JOHN P. MORTON & COMPANY, 
 
 LOUISVILLE 
 
CONTENTS. 
 
 PAGE 
 
 The Address: The Railroad as an Element in Education; or, What Steam 
 
 and Steel, Science and Skill have done for the world, delivered before the 
 
 International Congress of Educators, World's Exposition, New Orleans, . . 3 
 
 The Evolution of Steam— The Niagara Suspension Bridge— The Great Tunnels— The 
 
 Brooklyn Bridge— The Dispatcher's Accuracy— Temperance and Railroad Men— 
 
 "All Right?" "Go Ahead! " the Language of the Continents— The Rapid Spread 
 
 of the Mother Tongue— Charities of Railroad Men— Tribute to the Projector and 
 
 Builder of the Texas and Pacific Railway. 
 
 Addenda, 28 
 
 France compared with Texas— Loans of Ex-Senator Joseph E. Brown to Meritorious 
 Young Men— The Nature, Objects, and Purposes of the Stanford University— Work 
 and Wealth— Comparisons not Odious— The Interstate Commerce Bill— Brief 
 Memoirs : Messrs. Hoxie, Noble, and Foreacre— A Trip from Hell Gate to Gold 
 Gate— Resolutions of The National Educational Association— Sunday Trains- 
 Charities of Mr. Charles Crocker. 
 
 The Inception and History of Strikes, 65 
 
 Personal Liberty the Corner Stone of Our Governmeut- The Great Strike of 1877— The 
 Homestead Troubles— Judge Paxson's Opinion— The Pullman Strike— Resolutions 
 of Both Houses of Congress— Diagram : Average Freight Rates on Eighteen Trunk 
 Lines from 1873 to 1892— Diagram : Average Wages for Fifty-two Years from 1840 to 
 1891 — Government Control of Railroads not the Solution — The National Educa- 
 tional Association upon the Strike — The True Solution : The Education of the 
 People in the Schools and in the Family. 
 
 Fast Runs — Speed Records 89 
 
 Discussion Showing that on Roads Running East and West, the East Bound for Speed 
 Will Have the Advantage — The Jay Gould Special from Council Bluffs to Chicago 
 —The Knights of Pythias Train the Longest Fast Run in the World. JacksonxriHe 
 Ha., to Washington, D. C. — Comparative Statement of the Three ureax ttuus oi 
 the London and Northwestern, the New York Central, and the Lake Shore and 
 Michigan Southern Railroads— Other Runs, Not Special. 
 
 "Drew THE Wrong Lever," 97 
 
 Discussion Showing Why the Brakeman Threw the Switch the Wrong Way. 
 
 The St. Louis Union Passenger Station, 99 
 
 Comparison with the Great Tabernacle, Salt Lake City— Description of the Headhouse 
 and Train Shed, the Largest in the World- Diagram of the Tracks. 
 
 Tunnels and Bridges, 105 
 
 Simplon Tunnel — Baltimore and Ohio Tunnel — Electric Motor — The North River 
 Bridge. 
 
 Late Gifts to Educational Enterprises, , 209 
 
 Meesrs. C. P. Huntington, C. F. Crocker, and J. J. Hill. 
 
 The Evolution of the State of Illinois and the Illinois. CjEtrxpAL 
 
 R. R. Co.. . .i, . j.> ,:..•.: -•» '.*;.:. .: A *.''. .' ,.| /':. . \ ; : ;.*: i. ; . 112 
 
THE RAILROAD 
 
 AS AN 
 
 ELEMENT IN EDUCATION. 
 
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 THE ADDRESS. 
 
 Mr. President: 
 
 Steam is well-born ; is a lineal de- 
 scendant of the four elements of the 
 ancients — earth, air, fire, and water — 
 has survived, lived through more than 
 two thousand years, gaining strength 
 from its own usefulness and age; 
 is to-day in the full vigor of man- 
 hood. As a motive power steam was 
 known 130 years B. c* Hero of 
 Egypt exhibited his EolipOe, an ap- 
 paratus with a metallic boiler, pro- 
 vided at the top with two horizontal 
 jet-pipes bent into the form of an S. 
 The steam, escaping from these jets 
 and reacting upon the air, gave a 
 rotary motion to the pipes. Barker's 
 centrifugal mill is an example of this 
 kind of action. 
 Blanco de Goray, of Barcelona, as far back as 1543, propelled with 
 
 steam a vessel of two hundred tons. 
 
 But passing over historical details — leaving out the controversies of 
 
 aspiring inventors and discoverers — I come to a year in our civilization 
 
 memorable for rich results. 
 
 *Spiritalia seu Pneumatica. C"-) 
 
 45G691 
 
4 The Railroad as an Element in Education. 
 
 In l776, the " transmutations" of alchemy, the ideal of Paracelsus, 
 gave birth to the real of Priestley and Lavoisier, and chemistry as a practi- 
 cal science is announced to the world. This same year Adam Smith pub- 
 lished his Wealth of Nations. This same year the Declaration of Indepen- 
 dence was proclaimed by the Continental Congress. This same year Watt 
 produced — perfected his "improved," his " successful" steam-engine. 
 
 The man of science can, Avith pardonable pride, exclaim, "Arithmetic 
 fails to enumerate the 'agents' and 'reagents' of chemistry!" The politi- 
 cal philosopher can point to the real wealth of the nations as the best result 
 of his science ; the statesman can, with true patriotism, refer to our peace- 
 ful, our happy republic as the legitimate result of the Declaration. 
 
 Individuals may boast of the triumphs of these, but the millions whose 
 burthens have been lightened and lifted, who are fed and clothed by the 
 diversified labors of steam, may be excused too — will be pardoned — for 
 their appreciation of the result which gave to the world the steam-engine of 
 James Watt. 
 
 Patriotic as I am, and claiming as I do for our Fulton the first success- 
 ful application of steam to navigation, in the Clermont (1807), I as cheer- 
 fully accord to the mother-country the honor due George Stephenson (1829), 
 for his successful " run" in the Rocket over the Rainhill trial course. 
 
 It is a remarkable fact that within the last one hundred years sdence 
 has made its most rapid strides. Steam and electricity, motor and messen- 
 ger, have vied with, not rivaled, each other in tratisporting and transmitting, 
 until " there is no speech nor language ivhere their voice is not heard. Their line 
 is gone out through all the earth, and their words to the end of the world." 
 
 Classical scholars have insisted that our word ' ' educate " is from educere 
 — to draw out ; and hence they have taught that education is a "pumping" 
 process, that it is all in and within the mind of the child, the learner, and 
 must be drawn out ; and thus to their theory is due largely the one-sided 
 instruction, or the total disregard of every other method. The truth is, 
 our word "educate" is from a different word — it is from educare, which 
 means "to bring up," "to train," "to develop," " to increase and give power 
 to." There can be no mistake from this view, that there is a pouring-into 
 as well as a pumping-out in the process of education. 
 
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6 2^ Railroad as an Element in Education. 
 
 I have no war against the classics. So far from it, I assert to-day that 
 there can be no "liberal education" without the classics. 
 
 Among these, however, I claim the first place in order and importance 
 shall be assigned to our mother tongue. The Greek knew no other than 
 his own language, nor did the Roman go abroad to study until he had mas- 
 tered the Latin. Why, then, should we ignore, why should we be so slow 
 to acknowledge, the claims of modern science ? 
 
 In the demands made by the progressive development of railroad con* 
 struction, and the improvement in that vast field alone, every science and 
 every department of science is laid under contribution, until we have here 
 the fullest and happiest illustration of the great law of "supply and de- 
 mand." 
 
 A motive power greater than that of man or horse, an improved steam' 
 engine, is called for, and James Watt presents his. And now a locomotive 
 is needed that shall transfer this mighty energy, adapt it to the road, and 
 George Stephenson controls with his own hand the throttle of his own 
 engine. And now a trestle, and now a bridge, and now a suspension bridge, 
 and that, too, across Niagara, and the occasion — science, conscious of this 
 new requisition — gives to the world John A. Roebling. 
 
 Harmonizing circumstances — Time, the great arbiter, comes in, and so 
 orders it that Robert, the son of George Stephenson, should pass over 
 Niagara River in a railway train, and on the suspension bridge which he 
 had but lately declared to be an impracticable undertaking. 
 
 The purpose of this great engineer's visit to this country was to make 
 an inspection of the location for the celebrated tubular bridge at Montreal. 
 Stephenson had criticised and condemned the suspension principle, and had 
 approved the tubular girder for railway traffic. 
 
 At that time doctors of science — engineers — differed as to their theores. 
 Dut, as now, they also agreed upon the facts as exhibited in the results. 
 
 In 1874 I visited Niagara Falls, spent two days, was delighted, amazed, 
 and awed in turn at this wonderful manifestation, this remarkable phenom- 
 enon of nature. 
 
 From the Falls I went to the suspension bridge. Upon this structure 
 stood two through express trains awaiting the signals to move on their 
 
The Railroad as an Element in Education. 7 
 
 ways, east and west. At the appointed moment they did move. Without 
 tremor or oscillation that bridge sustained its accustomed load, performed 
 its duty, as it had done thousands of times before, as it had done fifty times 
 that very day. 
 
 When I saw this bridge spanning this angry river, supporting these 
 heavily laden trains, I felt this inspiration; I said, "This bridge for the 
 creature is equal to yon cataract for the Creator." 
 
 But again, another demand — a higher principle still — a fiat had gone 
 forth that not only shall ''Every valle^j be exalted, bid, every mourdain and hill 
 shall be made low; and the crooked shall be made straight, and the rough places 
 plain." 
 
 Streams, rivulets, rivers had been bridged, the valley had been exalted ; 
 the crooked route must now be made straight, the mountain must be made 
 low. No longer can time be consumed in searching out the passable passes, 
 in following the tortuous gorge. The yawning chasm, the deep canon, the 
 treacherous glacier, the awful avalanche, snow and ice, mountain-pass and 
 mountain-peak — all, all must be shunned — must be left to enjoy undisturbed 
 their lofty abode amid its chilly, frozen environments. 
 
 Whether Pyrenees or Alps, Alleghany or Hoosac, all ranges standing 
 in the way of the locomotive must be made low, must be tunneled. Sci- 
 ence, quietly observing what is going on, anticipating these new and still 
 greater demands, accordingly prepares for yet greater results, and at this 
 juncture and for this stupendous work furnishes both the engineering skill 
 to conduct and the new motors, Burleigh drills, and air-compressors to per- 
 form the boring, and dynamite to do the blasting, and we have Mount 
 Cenis Tunnel, a trifle less than eight miles in length, thirteen and a half 
 years building, at a cost of S15, 000,000; St. Gothard, nine and a quarter 
 miles, seven and a half years building, at a cost of $9,700,000, consuming 
 half the time, at two thirds the cost of the Cenis Tunnel; the Hoosac Tun- 
 nel, some five miles in length, eleven years in building, costing $13,000,000. 
 
 One among the first railroad tunnels in the United States was the Alle- 
 ghany Portage double-track, nine hundred feet long, costing some 821,840. 
 
 I must be pardoned for mentioning, in this connection, that here partic- 
 ularly the skill of the engineer is tested in the use of the most accurate 
 
8 Tfie Railroad as an Eleramt in Education. 
 
 instriiments and of the most celebrated makers. In boring the Mosconetcon 
 Tunnel on the Lehigh Valley Railroad— a work less in extent than some, 
 but said to be of as great magnitude, on account of the presence of water 
 and other difficulties, as any of the American tunnels— the east and west 
 headings met in December, 1874, whereupon it was found that the error in 
 level and alignmeiit was less than half an inch. 
 
 [The new East River Bridge, the plans of which have just been adopted by the 
 Commission in charge of the work, will be the longest suspension bridge in the world, 
 exceeding the present Brooklyn Bridge, however, by only four feet six inches.] 
 
 To be an engineer in the full and complete sense of the term embraces 
 all sciences, pure and applied. Nor are the languages to be left out. 
 Through the Latin we learn of Csesar's bridge, through the Greek of 
 Xerxes' bridge of boats (pontoons). That is not a complete curriculum that 
 would leave French and German out of the engineer's course. Our Latin 
 teachers are very proud when their brightest scholars can translate the 
 description of Csesar's bridge. It is considered hard Latin ; it is given as 
 
The Railroad as an Element in Educaiion. 9 
 
 a task — not for the information about the bridge, but because of the diffi- 
 culty of the translation. 
 
 Now, Mr. President, turn your countenance upward; exercise the pre- 
 rogative you enjoy above the rest of the animals (" . . . quae natura 
 prona"), behold the arches that support this Grand Structure! Tell me if 
 there is not more study, more beauty in one of these than in a whole book 
 of Caesar? 
 
 In 1883, and in this country, there has been completed and opened the 
 greatest structure — the grandest monument to skill and science — to father 
 and son, to John A. and Washington A. Roebling — to the former for the 
 conception, to the latter for the construction of the Brooklyn Bridge — the 
 longest span in the world. In the building of this highway, virtually 
 making New York and Brooklyn one city, the entire domain of science has 
 been laid under contribution. Every formula of mathematics, every dis- 
 covery of chemistry, every law of physics, all have furnished their quota. 
 Every department of human industry, every tool invented by the ingenuity 
 of man has borne its part in the final result. Without the most recent 
 discoveries of science, the converting of iron into steel by the pneumatic 
 process, the bridge in its present form could not have been built. 
 
 I can not describe in detail all the creative and constructive efforts ui 
 the human mind in this great work. It is not necessary; it is finished — 
 "Finis coronal opus." 
 
 All this, however, is upon but one side, the department of construction, 
 the building of railroads. 
 
 There is still another side, the operating department, in which to accu- 
 racy of calculation must be added discretion, sound judgment, and all the 
 higher qualities of head, and heart too. Here we learn — we take an account 
 of exceedingly small things; here we hear the name of the noneutitv, the 
 imaginary mill, and use it in actual daily transactions : 
 
 " So many tons a mile at so many mills per ton." 
 
 •'It will cost so many mills to move such freight; therefore, in order to 
 pay dividends and cover operating expenses, we must charge so much per 
 hundred." 
 
 The tables — operating expenses — have these items: "The amount of 
 
10 The Railroad as an Element in Education. 
 
 coal used this year compared with last on Division was 1.8 pounds 
 
 more, or 2.3 pounds less per mile." 
 
 In what school can a pupil be found who would distribute the tax- 
 assessment for eleven hundred miles of railway passing through twenty- 
 nine counties, and the miles and hundredths of a mile in each county to be 
 taken into account, each county assessing a different valuation, and balance 
 up the whole to mthin five mills, one half of one cent? 
 
 These are some of the problems, and these are some of the questions 
 that are solved by the railroad accountants. 
 
 The curse of our schools, and colleges, and universities too, is the want 
 of accuracy. And I am not sure but the careless use of slates and black- 
 boards has much to do w'ith it. It is so easy to say, "Oh! that is wrong — 
 rub it out." In railroading you can not "rub it out."* 
 
 The dispatcher who sits at his table with fifty — a hundred and fifty — 
 trains on the rail has more responsibility every way than the general who 
 
 directs an army. 
 
 "Soine one had blundered^* 
 
 was said when, at Balaklava, 
 
 " Then they rode back, but not — 
 Not the six hundred."' 
 
 Some one has blundered in Egypt. Had Palmerston built a railroad 
 from Cairo to Khartoum, there would not now be a rebel in the Soudan to 
 annoy Gladstone. 
 
 Your World's Exposition reminds me of the Centennial (1876) at Phil- 
 adelphia. The latter was full of examples — fruitful illustrations of what 
 the accuracy and precision in railroad managements accomplish in safety to 
 property and person. 
 
 The Pennsylvania road alone gave receipts for 16,039 cars of building 
 material — for 4,116 cars of exhibits placed within the Centennial grounds, 
 without a single claim being made for damage. The total number of pieces 
 of baggage received and delivered at the several stations amounted to 
 
 *You do not find slates and blackboards in the rooms of accountants. 
 
Ihe Railroad as an Element in Education. 11 
 
 730,486 pieces. Of these, twenty-six pieces were lost, the claims for which 
 amounted to $1,906.99. 
 
 Total number of passengers from May 10th to November 10th, 4,955,- 
 712, carried without injury to a single one. 
 
 Add to this that during the year 1876 this road moved 17,064,953 tons 
 of freight and 18,363,366 passengers without loss of Kfe or harm to any 
 one. 
 
 With these facts before me I am ready to believe the following: "A 
 French statistician observes that if a person were to live continually in a 
 railway carriage, and spend all his time in railway traveling, the chances 
 of his dying from a railway accident would not occur until he was nine 
 hundred years old." 
 
 But the railroad is solving other problems — social problems, commercial 
 problems, farming problems. 
 
 The poet has said : 
 
 " Seas shall join the regions they divide ;" 
 The railroad answers : And continents shall unite the oceans they separate. 
 The rich valleys of the interior, the fertile plains of the "Far West," are 
 made neighbors to, — find markets upon the very shores of the Atlantic, all 
 by and through the agency of the railroad. 
 
 We hear a great deal about the Great West ! Pray, what has made the 
 West so great? 
 
 Not greatness of territory solely — not great distances, but the potential- 
 ity, the living, working capacity of the locomotive — the greatest pioneer, 
 the greatest missionary ever sent out by Church or State. 
 
 What makes Chicago the successful rival of New York ? The latter is 
 the senior of the former, not only by scores, but by two hundred years. 
 
 The ten thousand miles of railway tributary to Chicago — the seven 
 hundred trains (three hundred and fifty arriving and three hundred and 
 fifty departing daily), with their heavily laden cars of both passengers and 
 freight — have something to do with the prosperity, the metropolitan pre- 
 tentions of the " Lake City." 
 
 What will make your city the rival of both New York and Chicago ? 
 
 Not because she is the outlet of the Mis.sissippi Basin, but because she 
 
12 The Railroad as an Element in Education. 
 
 is the eastern terminus of the railroads of the Pacific Slope, the Southwest, 
 the Northwest. 
 
 The superintendent of our last — the tenth — census says: "The close- 
 ness with which the center of population, through such rapid westward 
 movement as has been recorded, has clung to the parallel of 39° of latitude 
 can not fail to be noticed." 
 
 He does not, however, say a word as to the cause of this singular move- 
 ment westward four hundred and fifty-seven miles in ninety years. Near 
 and upon the 38°, 39°, and 40° of latitude may be found three of the great 
 trunk railways. 
 
 But their location is still another problem. The peculiar climate, pro- 
 ductiveness of the soil, and the early settlement of this region have all 
 something to do with it. Here is problem growing out of problem, fruitful 
 eacb to tbe student of social philosophy. 
 
 But again. I argue more directly, because more demonstratively tan- 
 gible, that the school interest, the schools themselves, have flourished and 
 spread their influence in the direct ratio of the number of miles of railroad 
 in the State. Massachusetts, at home and abroad, stands at the head of 
 ouj' school system; nor is it disputed that in her borders we find models 
 of true culture and refinement. Massachusetts has a mile of railroad to 
 every four square miles of territory. 
 
 This is a case from the extreme East. I take an example from what 
 used to be termed the West, now about the middle of our country : Ohio 
 has a mile of railroad for every six square miles of territory. Ohio has 
 pretty good school facilities, and of late has furnished her full quota of 
 presidents. 
 
 But select at will any State, and upon tbe map mark the seats of insti- 
 tutions of learning — schools, academies, colleges, and universities — and you 
 will find them all arranged along the lines of the great railroads. 
 
 England and Wales, Belgium, Switzerland, and Scotland possess the 
 greatest railway facilities. These also enjoy the greatest freedom, the best 
 systems of schools of all the European States. 
 
 But to come still nearer : Texas is an example in which from being the 
 largest State in the Union territorially, she has become also greater in 
 
The Railroad as an Element in Educaiion. 13 
 
 resources than any of her sister States of the South, simply on account of 
 the indissoluble bond between her school-lands and her railroads. 
 
 Of seventy-four cities and towns assuming control of their schools, sup- 
 plementing the amount received from the State (five dollars for each pupil 
 of scholastic age annually) by a special tax, sixty-six of these aie directly 
 upon the lines of railways, while the remaining eight are of easy access to 
 railroads. 
 
 We hear a great deal about what "The Fathers of Texas" have done 
 for the education of all the children of the State ; the thousands of leagues 
 of land reserved for the counties — the millions of acres for the general 
 school fund. 
 
 These historians should go a little further, and tell us what these "mil- 
 lions of acres" were worth before the railroad companies surveyed and 
 brought these lands to the attention of the world. 
 
 It is true that the railroads received sixteen sections of land for every 
 mile of road built, conditioned, however, upon the companies surveying 
 their own, together with an equal number of sections (alternates) for the 
 schools. 
 
 The entire expense of surveying and returning a double set of field 
 notes to the General Land Office, at Austin, was borne by the respective 
 railroads. 
 
 These lands were, for the most part, hundreds of miles beyond civifiza- 
 tion; indeed, the roads have been extended more rapidly than a paying 
 trafiic would warrant in order to develop their lands, to bring them into 
 market. 
 
 The Texas & Pacific wore out its main line of 44-4 miles in building 
 the extension west of 616 miles — was a practical example of the problem : 
 "How far would a boy travel, starting from a basket two yards from the 
 first egg, and carrying singly to the basket one hundred eggs, two yards 
 apart, in a straight line ? " * 
 
 But whatever develops, enhances the railroad ' ' sections," enhances the 
 school "alternates," until lands heretofore not commanding twenty -five 
 
 * Some idea can be formed of the amount of wear and tear on the road, when it is 
 understood that the boy traveled 11 miles 840 yards. 
 
14 The Railroad as an Element in Education. 
 
 cents an acre are now readily sold for two dollars ; or, the railroads have 
 increased the school funds eight-fold, have multiplied their values until Texas 
 boasts of a free-school fund of ninety-five million dollars — a fund that will 
 yield, at five jier cent per annum, $4,750,000. In valuation, the report of 
 the Comptroller shows the railroads to be the third in order. Of course 
 land and other realty hold the first place, and live stock the second. 
 
 The six thousand miles of railroad in Texas, at one half the average cost 
 throughout the United States, would amount to $210,000,000. 
 
 By reference to the report of the Comptroller, it appears that the tax- 
 able property of the State was 
 
 In 1871 $222,504,073 
 
 In 1877 319,373,221 
 
 In 1878 303,202,426 
 
 In 1879 304,193,163 
 
 In 1880 301,470,736 
 
 In 1881 375,000,000 
 
 In 1882 419,927,476 
 
 In 1883 , 527,537,390 
 
 In 1884 603,060,917* 
 
 In 1870 there was less than 300 miles of railroad in the State. From 
 1870 to 1877 there were added 1,300 miles ; 400 miles were built in 1877, 
 200 in 1878, and 700 each in 1879 and 1880, while in 1881 there were built 
 over 1,500 miles. Since 1881 there have been added by the completion of 
 roads projected nearly one thousand miles more. 
 
 It will be observed that the gains in the wealth of the State followed 
 the years of greatest mileage built. Was it not dependent on the increased 
 extension of the railroad ? 
 
 I know of no better criterion by which to measure the real wealth of 
 the State — the prosperity and progress — than by the railroad earnings. The 
 gross earnings of the Texas roads for 1883 are put down at $21,450,445. 
 But this is a small item, a very small factor, compared with the real amount 
 and value of the products themselves, when it is remembered that the 
 
 ♦See note, page 29. 
 
37te Railroad as an Element in Education. 15 
 
 freight was moved at an average cost of 1.8 cents per ton per mile; that 
 passengers were carried for 3.5 cents per mile before the late law (3 cents) 
 went into effect. However, passenger traffic is every where small as com- 
 pared with freight, being in Texas less than a third of the gross earnings. 
 
 By a comparison of the average cost of moving a ton a mile in the 
 several groups of States, it will be found that Texas roads are not exorbi- 
 tant in their charges. 
 
 It costs in New England 1.7 cents per ton per mile; in the Middle 
 States one cent per ton; in the Southern States 1.8 cents; in the Western 
 States 1.2 cents ; in the Pacific States 2.2 cents per ton per mile. 
 
 Nor is a comparison of these rates with the leading countries of Europe 
 damaging to America. The actual cost to the companies (not what they 
 charge for moving a ton a mile) in France is 1.7 cents; in Belgium 1.5 
 cents per ton per mile. 
 
 Much is heard about "The monopolies," "The soulless corporations!" 
 I can not see where so much monopoly, so much extortion, so much dis- 
 crimination comes in. That can not be very oppressive to the laboring 
 man which transports his year's provision, for one day's labor, from Chicago 
 to any eastern point. That can not be a discrimination against the con- 
 sumer, at least, which transports from Chicago to New York seventeen 
 barrels of flour at the rate of one mile for one cent. I know of no lesson 
 so fruitful in its teachings as the reduction in railway charges made by the 
 railroad managements themselves from 1873 to 1879. Competition, the 
 great law governing all trades, forced this reduction, and by which care- 
 fully prepared statistics show that these corporations lost, or there was 
 saved to the shippers — the consumers really — in the space of six years, 
 $922,000,000 in freights alone. 
 
 I do not wish to be understood as denying the rights of legislatures, or 
 Congress, as to the control of the traffic rates — the regulation, as it is termed, 
 of railroads. I simply propose to state the facts — the results in two cases : 
 The New York Central was chartered — consolidated in the face of deter- 
 mined opposition. Passenger-rates were fixed by law at two cents per mile. 
 After the lapse now of twenty years the rate is still two cents a mile. The 
 freight rates were left without regulation — the latter have been reauced 
 
16 TJie Railroad as an Element in Education. 
 
 from 3 cents per ton per mile to .83 of a cent a ton a mile; or the result 
 of competition has lowered the rate to less than one third of the former 
 rate. 
 
 The Texas & Pacific has reduced its freight from 3.34 cents per ton per 
 mile (1877) to 1.76 cents in 1883, a reduction of nearly one half. Here is 
 a fruitful study for the political mathematician — the legislative accountant. 
 
 When the legislature of Texas reduced the passenger fare from five to 
 three cents per mile, I was met by the Hon. John Hancock, now a member 
 of Congress from this State, and addressed thus : 
 
 "Professor, I understand you say that while the passenger gets the ben- 
 efit of 40 per cent reduction, that the railroads have really lost 66| per cent. 
 I do not see this." Said I: "Do you see the first?" "Yes," said he. I 
 asked, "What part of three must you add to make the result five?" Said 
 he, "Two thirds." "That is," said I, "the roads must now carry five pas- 
 sengers at three cents to realize the same that they did for carrying three 
 passengers at five cents. Or," said I, "to be more practical, hold up your 
 five fingers ; turn two down — two fifths off. Now, return from three to five, 
 add two, turn the same two up; tivo thirds of three this time." "I see it." 
 said he ; "You shall have the chair of mathematics in our university." 
 
 In this same legislative discussion another fallacy — a very grave mistake 
 — was made by these legislative accountants. It was contended that since 
 the New York Central carried j^assengers for two cents a mile, the Texas 
 roads could certainly do it for three — that the reduction of the rate would 
 more than double the amount of travel — that people would travel simply to 
 travel ! 
 
 Another comparison: The New York Central has not quite 1,000 miles 
 of main track (953). In 1883 this road carried 10,746,925 passengers. 
 Since a proportion is a comparison, "If 1,000 miles carry 11,276,930, how 
 many should 6,000 miles carry?" Answer, 67,661,580; or, according to 
 our last census, more than forty-two times the entire population of Texas — 
 that is every man, woman, and child — would have to make forty- two trips 
 each to put the roads of Texas upon the same basis as the New York 
 Central. 
 
 The facts show that the results of legislative restrictions have main- 
 
The Railroad as an Eletiient m Education. 17 
 
 tained maximum rates, while without these restrictions the tendency to lower 
 rates has been the uniform rule. 
 
 Killing the goose that lays the golden Qgg is not quite the fable to which 
 I would point our legislative regulators, but I would remind them of the 
 fate of Cadmus endeavoring to rescue his sister Europa, carried off by 
 Jupiter, that while he destroyed the dreadful serpent, that going still further, 
 following the advice of Minerva, he sowed the teeth of the dragon, whicli 
 immediately springing up as armed men destroyed each other, Cadmus him- 
 self not being exempt from the terrible catastrophe. 
 
 "The discriminations," as they are termed, between local and through 
 rates, are the same that are hourly met with between the retail and whole- 
 sale dealers in our towns as well as cities. 
 
 The railroad managements " do discriminate," and always in favor of the 
 press and the pulpit. A prominent minister of one of our leading denomi- 
 nations told me he had ridden free, in one year, 24,640 miles upon the vari- 
 ous roads of Texas — over 5,000 miles being upon the lines of a single com- 
 pany.* Hundreds of other ministers can testify to this same liberality of 
 these same corporations toward the spread of the Gospel. The Texas roads 
 keep a temperance lecturer continually traveling over the State, free as to 
 transportation, to wage a ceaseless war against intemperance. 
 
 One of our greatest General Managers says : "At all times put me down, 
 first, in favor of public free schools ; second, and under all circumstances, 
 against whisky." If temperance legislation would go as far as railroad man- 
 agers, soon we would be rid of drunkenness. Gradually, slowly, if you 
 choose, but they are coming to it. The general orders are beginning to 
 read, "No man who uses intoxicating liquors will be retained in the employ 
 of this company." 
 
 This year orders have been issued prohibiting the use of intoxicating 
 liquors off as well as on duty, on the whole Missouri Pacific system. It has 
 been the standing order of the Baltimore & Ohio and other roads for years. 
 
 The next step will be to prohibit the use of tobacco; a narcotic only, it 
 
 *This is not at all improbable. John Morriss, a conductor upon the Texas & 
 Pacific, made, around "The Quadrantal" 61,732 miles in one year, was in Ft. Worth 
 every day, and " in bed every night," with the usual " lay-overs." 2 
 
18 TJie Railroad as an Element in Education. 
 
 is true, but to the liabitual user is next in its deleterious influence to 
 whisky. 
 
 The railroads will regulate themselves — are doing it every day. There 
 are many things about them I would like to see changed ; there are many 
 things they would change themselves, and they themselves will change them. 
 
 There is also a growing apprehension, a needless alarm upon the part of 
 the people, as to the increasing power of the railroads. Fears are expressed 
 that they will control the government — not for good, but for evil. 
 
 The recent introduction of steam as a road motive-power (in this country 
 not till 1830), the rapid progress of railroad construction, and the length of 
 the lines operated — 122,000 miles — the immense values that are represented, 
 $6,500,000,000 (six thousand jive hundred millions of dollars), one eighth of 
 the aggregate values of all kinds of property in the Union — all these, with 
 the changed conditions wrought by them, have had much to do in creating 
 this alarm. But this has reference to our own country only. The lines of 
 railroads in the five divisions of the earth, according to Baron Kolb, cost 
 sixteen billions of dollars, and will reach eight times around the globe. And 
 all this has been brought about in a little over a half century.* 
 
 If Britannia ruled the seas through her ships, why not Columbia rule 
 the continents through her locomotives ? 
 
 We do not hear that the mother-country ever used her navy to oppress 
 her own people ; why fear that the daughter will use her railroads to mar 
 her own beauty or to defeat her own greatness? 
 
 I say, "The railroad is solving commercial and social problems — is the 
 greatest pioneer, the greatest missionary ever sent out by Church or State." 
 
 I have fully sustained the first propositions. I said, in 1880, to The 
 National Teachers' Association, a body of thinkers not surpassed in this or 
 any other country : 
 
 "J believe the ^vhistle of the Texas & Pacific locomotives will carry our civili- 
 zation, our enterprise, our religion, and our language into the rocky Sierra Neva- 
 das, until not o?dy Mexico, but from the lakes to the gtdf and from ocean to ocean 
 will be ours, and that, too, xvithout a batHe-fiag." 
 
 *The first railway worked by steam was opened between Darlington and Stockton, 
 September 25, 1825. 
 
The Railroad as an Element in Education. 
 
 19 
 
 During the past three years the American railroad has been pushing on, 
 is invading quietly, peacefully, successfully, the capital of the Montezumas. 
 The commission proposed by a member of Congress from Texas, only a 
 year ago, " To cultivate amicable and commercial relations with the coun- 
 tries in Central and South America," is actively about its mission of Peace 
 —Good Will. 
 
 The time is not far distant — "it is only a question of time" — when we 
 shall realize Columbus' grand conception, a passage to the East Indies by 
 sailing west — indeed much more than Columbus ever dreamed of — for the 
 American railroad builders, extending their efforts, pushing their lines south, 
 and north, into Central, into South America, into Alaska, crossing Behring 
 
 Straits (only twenty-six miles wide) in a steamer, will thus connect by a 
 continuous and unbroken highway all the continents ; will bind, will unite 
 by this great commercial artery the interests of Chili and Brazil with Japan 
 and China, New York, San Francisco and Yukon with Moscow and St. 
 Petersburg. 
 
 Byron wrote, little more than half a century ago : 
 
 " But every mountain now hath found a tongue, 
 And Jura answers through her misty shroud, 
 Back to the joyous Alps, who call to her aloud." 
 
 To-day, were he living, he would realize his prophecy fulfilled ; he would 
 hear, and in his dear mother-tongue, not only amid Alpine heights, but upon 
 every plain in Europe and Asia : 
 
 ' ' All right ?" " Go ahead ! " 
 
20 Tlie Railroad as an Eleraent in Education. 
 
 A clever Modern Philologist shows that the English language is spoken 
 to-day by 100,000,000 of people, that soon — within a hundred years — will 
 be the language of 1,000,000,000 (one thousand million) souls; adds, that 
 then the great languages of the world will be the English, Chinese, and Rus- 
 sian, with the English far in the lead. But he does not tell us to what 
 influence this wonderful spread of our language — this universality of our 
 mother-tongue — is due. He does not tell why Europe was — is to-day — a 
 Babel. He does not tell us that steam and electricity, iron and steel, have 
 enabled this people to subdue, to possess the earth this side the Atlantic. 
 He does not tell us that the echoes and re-echoes of the steam-whistle were 
 not heard resounding through the corridors of the Alps till late this century! 
 
 Mr. Webster was a great admirer of the mother-country, especially of 
 her territorial acquisitions, her military glory, and in one of his grandest and 
 loftiest flights of imagination, describing the progress and prowess, the 
 greatness and extent, of the British nation, said: "It is a power which has 
 dotted the face of the whole globe all over with her possessions and military 
 posts, whose morning drum-beat, following the sun and keeping company 
 with the hours, circles the earth daily with one continuous and unbroken 
 strain of the martial airs of England." 
 
 It dehghts me — it thrills me — to think upon my country, my people, and 
 my language ! Could the immortals, could Jefferson, the ' ' author of the 
 Declaration," could Washington, " the father of his country," look out from 
 their celestial abode, they would behold to-day our Free Republic (stretching 
 through more than one hundred and eighty degrees of longitude), all dotted 
 over with school-houses and colleges and churches, whose rising-bells and 
 morning prayer-calls and evening hymns, following the sun in his course 
 and keeping company with the hours, fill the air daily with the merry laugh 
 and joyous shout and happy song of a continuous and unbroken continent 
 of English-speaking People! 
 
 The solution? The White Sails of Commerce brought this blue-eyed, 
 fair-skinned, light-haired race to our shores, the Locomotive carried into the 
 interior the messengers of peace, and in their tracks followed smiling Plenty, 
 with her attendant hand-maids. Religious Liberty, Political Freedom, an^ 
 Universal Education. 
 
22 The Railroad as an Element in Education. 
 
 I address to-day scientific men of the leading nations of earth. You 
 can bear witness of your efforts, your resolutions, your arguments, your 
 logic, your reasons to bring about standard time. You can testify, too, 
 with some mortification, that all your labors have been futile. Yet, you 
 have learned. I tell you that on the 18th day of November, 1883, the 
 clocks of 20,000 railroad offices, and the watches of 300,000 employes were 
 reset — the minute and second hands all pointing to the same division on the 
 dial — that the people who did the same could have been reckoned by mill- 
 ions; and that all this was accomplished without delay to commerce or 
 injury to person. No general, from Napoleon down, could have made such 
 a change, even in a single army corps, without the loss of property and life 
 too.* 
 
 Again, who have been foremost in building churches, schools, and col- 
 leges, in endowing universities, and in contributing to the advancement of 
 liberal, higher education? Where can it be so truthfully said, "charity 
 never faileth," as among railroad men? Who ever knew a real case of 
 charity turned from ofiice, home, or tent of a railroad man? 
 
 ^^ ^ * • " ' Tis mightiest in the mightiest. " 
 
 America's greatTriumvirate in action, in the successful completion, con- 
 trol, and management of the three great trunk railways of our country, 
 abounded in good works, in large beneficence, and 
 "Their deeds do follow them." 
 
 In addition to many smaller, but no less valuable charities. Col. lliomas 
 A. Scott, just before his death, gave the following amounts to the following 
 institutions : 
 
 To Jefferson Medical College, of Philadelphia $50,000 
 
 To the Orthopaedic Hospital, of Philadelphia 30,000 
 
 To Children's Department of Episcopal Hospital, of Philadelphia.. 20,000 
 
 To University of Pennsylvania, of Philadelphia 50,000 
 
 To Washington and Lee University, of Virginia 50,000 
 
 Total 200,000 
 
 ■"Mr. Wm. F. Allen, of the Traveler's Guide, is the author of Standard Time. The next 
 move will be to the Single Dir\ for the day, to 24 o'clock : " Train No. 1 will meet No. 2 at .S'ation 
 No. III. at 17 : 17 Coclockl. " 
 
The Railroad as an Element in Educaiion. 23 
 
 In regard to the numerous gifts of father and son — the Vanderbilts — I 
 do not know how better to present the same than by giving the letter of the 
 Chancellor of the Vanderbilt University, Bishop H. N. McTyeire. 
 
 ,, _ _ Nashville, Tenn., Jan. 29, 1885. 
 
 My Dear Professor: ' ' 
 
 I thank you for your letter Mr. Cornelius (Commodore) Yanderbilt 
 
 gave this University one million of dollars. Of that sum we have now as invested 
 
 endowment, bearing seven per cent per annum, §600,000. His son, Mr. Wm. H. 
 
 Vanderbilt, since his father's death, has given to Vanderbilt University $250,000; and 
 
 a $100,000 of this sum has been added to our endowment. Generous benefactors 
 
 to the South and to general education ! 
 
 The location of Vanderbilt University has made Nashville what they call "The 
 Athens of the South." Others have come here since. 
 
 I believe our catalogue this year will show students from twenty States and Ter- 
 ritories, all accessible to railroads. 
 
 In honor of our donors we give marked attention to civil engineering, including 
 the theoretical and practical knowledge of building railroads. We believe in rail- 
 roads with good cause. 
 
 For mounting and equipping the observatory for the Leander McCor- 
 mick telescope Mr. Wm. H. Vanderbilt gave $25,000 to the Virginia 
 University. 
 
 Last year he gave $500,000 to the College of Physicians and Surgeons, 
 of the city of New York. These two, father and son, gave for the pur- 
 poses enumerated, one million five hundred and twenty five thousand dollars. 
 
 But additionally, and in purpose and result too — a greater gift still — Mr. 
 Wra. H. Vanderbilt has given $150,000 to establish at Washington a 
 Museum of Patriotism, where the collections, the offerings and trophies, the 
 honors paid General Grant l)y the nations of the earth are to be perpetually 
 preserved for the inspection and admiration of all American youth, and that 
 through all future generations. 
 
 Or in the aggregate, Mr. Wm. H. Vanderbilt alone has contributed t 
 schools of science, schools of medicine, and a school of patriotism, nine hurt 
 dred and tioentyfive thousand dollars. 
 
 * He is still in the prime of life, full of vigor, abounding in good deetis, 
 and it may reasonably be expected that he will yet outstrip his father's g/eat 
 ■work, the founding and equipping of the Vanderbilt University. 
 
 * See note, page 30. 
 
24 T^e Railroad as an Element in Educaiion. 
 
 Col. John W. Garrett leaves the following, greater than either of 
 his associates in extent and in security of investment. These annuities 
 represent a basis of over a million dollars ($1,100,000) at six and five 
 per cent. 
 
 The clauses of the will pertaining to these gifts and their purposes seem 
 to be worthy of reprinting, even in so short an address as this : 
 
 And upon the further trust that my said trustees shall, from the stocks and bonds 
 belonging to my estate, select such good interest-bearing securities as shall amount to the 
 sum of one hundred thousand dollars, or in their option invest the sum of one hundred 
 thousand dollars of the moneys belonging to my estate in such manner as to produce 
 the yearly sum of sis thousand dollars, which said sum I desire shall be paid yearly to 
 aid in improving the condition of the poor in the city of Baltimore, the first payment 
 to be made at the expiration of one year from my death, and to continue thereafter in 
 perpetuity; and as I have a very favorable opinion of the usefulness and effectiveness 
 of the present organization or body corporate known as the " Baltimore Association 
 for the Improvement of the Condition of the Poor," I recommend my said trustees, 
 so long as in their judgment this charitable institution is efficiently managed, to give 
 said sum of six thousand dollars to the said association annually for the purposes afore- 
 said; and if at any future period, in the judgment of my said trustees, said sum of six 
 thousand dollars per year can be applied or distributed so as to confer greater benefit 
 upon the poor of Baltimore, in that event I direct my said trustees so in their discre- 
 tion to apply said sum. 
 
 And upon the further trust out of the net income of any estate to devote the sum 
 of fifty thousand dollars annually to such objects of benevolence, to educational pur- 
 poses, to aid virtuous and struggling persons, and to such works of public utility as are 
 calculated to promote the happiness, usefulness, and progress of society ; said amount 
 of fifty thousand dollars per annuna to be apportioned to the furtherance of such 
 objects and to the accomplishment of such ends in the judgment and at the discretion 
 of my trustees, it is my will, and I so direct that the contributions to the purposes 
 named in this clause shall continue during the lifetime of my children, Kobert Garrett, 
 Thomas Harrison Garrett, and Mary Elizabeth Garrett, and of the survivors and sur- 
 vivor of them, and that the same shall be continued thereafter by their heirs if the con- 
 dition of the estate will then justify the said appropriation. I desire that the contribu- 
 tions and assistance to be given under this clause of my will shall, as far as practicable, 
 be devoted to the promotion of the objects herein named in the city of Baltimore and 
 in the State of Maryland; but in case of special suffering or distress in other commu- 
 nities, my trustees shall have the power to use their discretion and judgment in reliev- 
 ing the same. 
 
The Railroad as an Element in Education. 25 
 
 From a personal friend to the two benefactors I learn that Mr. Garrett 
 really directed the gifts of Mr. Johns Hopkins. Mr. Garrett is reported as 
 having said: "Johns, give while you live, so that you may direct and see 
 the fruits of your labors." 
 
 Johns did give while living, and the Johns Hopkins University is the 
 result of the accumulated efforts of Mr. Hopkins, much of this being "the 
 earnings" of his stock in the Baltimore & Ohio Railroad. The latter road 
 during the lifetime of Mr. Garrett was proverbial for the care of its em- 
 ployes. The Baltimore & Ohio Relief Association, furnishing all the ad- 
 vantages of a mutual life insurance company, a savings bank, and a build- 
 ing association, was peculiarly the result of Mr. Garrett's forethought, and 
 the pride of his administration. 
 
 The company has announced the organization of a School of Technology 
 for the training of young men — the future employes of the company. This 
 school, located at Mount Clare (Baltimore), will be formally opened Sep- 
 tember next. The object and the purpose of this institution will be to give 
 the Baltimore & Ohio a force of trained men, those having the advantages 
 of a suitable amount of literary instruction as well as that practical teach- 
 ing which they will most need.* 
 
 I must add here, for the sentiment, for the lofty and manly and elevating 
 spirit of the donor, the following. Said Mr. George I. Seney: "If any 
 one asks you why I have given so much money to the Wesleyan Female Col- 
 lege, of Georgia, tell them it was to honor my mother, to whom, under 
 God, I owe more than to all the world besides." 
 
 Mr. Seney gave to the Wesleyan Female College and to Emory College, 
 of Georgia, $450,000.t 
 
 Mrs. Leland Stanford, since the spirit of her dear boy has departed 
 (abiit non jjeriit), has organized, in the city of San Francisco, four Kinder- 
 garten schools, locating them in those portions of the city most destitute, 
 and has dedicated them to ttie motherless and homeless little ones of her 
 great and lowly, her splendid and yet shadowy city. X 
 
 Already has this benefactress, if not repaid, been compensated in her 
 affliction for her loss. A mother writes her: " My childi-en shall be taught 
 to love Leland's memory, follow his example, and imitate his lovely char- 
 acter." 
 
 " See note, page 33. f See note, page 33. t See note, page 34. 
 
26 The Railroad as an Element in Education. 
 
 The ex-Governor, it is said, contemplates — has determined that Palo 
 Alto, "the beautiful, sweet Palo Alto," of the boy, shall be the site of 
 Leland's University. 
 
 Those who know the father, his liberal culture, his broad views, and his 
 entire acquaintance with all the educational systems and institutions of 
 learning at home and abroad, being a personal friend of many of the savants 
 of Europe, with an abundance of means at his command, know that this will 
 be a real university, surpassing the English universities and leading those 
 on the Continent, since it will deal with the practical, living issues of all 
 science, social, political, and physical. 
 
 There will be, too, a liberality toward the distinguished scholars called 
 to these appointments — their services in their specialties will be specially 
 rewarded. The man who pays the trainers of his horses more at present in 
 wages and perquisites than his State University pays her professors will evi- 
 dently pay to the conductors of the various departments of this university, 
 founded and named to honor his only child, salaries commensurate with the 
 founder's appreciation of mind over matter.* 
 
 Mr. President, I have seen much of this Continent, have seen more of 
 Texas. That which in our school geographies was called " The American 
 Desert" — later, "The Staked Plains" — is no desert at all. Since the build- 
 ing of the Texas & Pacific this vast area has become (was all the time) fer- 
 tile. All the cereals grow luxuriantly. Pure water, and in abundance, is 
 found all over, throughout these plai-ns, costs but the digging of a shallow 
 well. Here, sir, is so happily, so truthfully verified the great promise, 
 that not only " The wilderness and solitary places shall he glad for them" (the 
 railroads), but " The desert shall rejoice and blossoin as the rose," that I venture 
 to suggest — I assert, Africa is not Africa because it is the home of the col- 
 ored man ; but the colored man is the colored man because his home is in 
 Africa! Needs but the touch of Ithuriel's spear, the life-giving breath, the 
 awakening influences of the locomotive, and this "Dark Continent," this land 
 of Ham, will take its rightful place in the brotherhood of Shem and Japheth, 
 •ill then being of one speech and one language, and that the Anglo-Saxon. 
 But, sir, I must close, and yet I can not do so without adding one othei 
 reflection. A few days ago, standing upon the track of the Texas & Pacific, 
 and turning my eyes east and west, surveying its long line of 1,487 miles 
 
 * See note, page 34. 
 
The Railroad as an Element in Education. 27 
 
 traversing the most fertile portions of the territory of Texas, connecting 
 the waters of each ocean, I was forced to the conviction that, for mauy 
 miles on either side, there will be presented a phenomenon not unlike the 
 gulf stream, except that the warm waters of the latter will be replaced by 
 the warm hearts of an iutelligeut, enterprising, and thrifty population. 
 
 Some will select the fertile prairies, others will dwell amid the sierras, 
 in search of the rich placers, while others still will be content to tend their 
 flocks and count their herds. 
 
 Of these and those who shall come after them there will be an unbroken 
 (life-blood) current from the Pacific to the Atlantic and from the Atlantic 
 to the Pacific, for this will truly be the highway of nations. 
 
 Sir, it is said that the ancients never worshipped the setting sun. This is 
 more than true of our own modern devotees. Still it would be remissness, 
 indeed, upon my part, to close this address without asking the question, to 
 whose statesmanship, to whose forethought, to whose prophetic ken was due 
 this gigantic enterprise, this girdling the continent, uniting ocean with ocean? 
 
 Moving west, still west, and yet still west, pausing in front and at the 
 very base of rugged and awe-crowned Sierra Blanca, said I, "A hundred 
 thousand years hast thou stood sentinel over this vast valley and plain — long 
 hast thou guarded this Pass; mayst thou yet stand a thousand thousand 
 years, witnessing daily the transformations, 'the sweet influences,' of the 
 peaceful locomotive, and adding perpetually thy testimony to the sagacity 
 of the originator of the project ' to build a railroad on or near the thirty- 
 second parallel of latitude.' " 
 
 Monuments and mausoleums, bronze and brass, may fitly commemorate 
 the deeds of dead heroes, so styled by the world, amid the glare and glitter, 
 the flush and flurry of the battle-field, but the long lines of this road, 
 stretching across this united continent, bearing the trains heavily freighted 
 with the rich returns of honest toil, will ever be the most appropriate monu- 
 ment to the wisdom and skill of the builders and present managers — while 
 perennially the flower-decked prairie will add its fragrance to and forever 
 embalm the memory of Thomas A. Scott, the great projector of the Texas 
 & Pacific Railway Company. 
 
ADDENDA. 
 
 Note A. 
 
 Since the delivery and the publication (1885) of Th^ Railroad in Educa- 
 tion many changes have taken place — important economical results have 
 been reached — beneficial to the country, because cheapening the cost of 
 transportation. 
 
 Says Mr. Edward Atkinson : 
 
 •'The New York Central and Hudson River Railroad may be taken as a good ex- 
 ample of an important line of railroad under most efficient management, and as a 
 standard of what all other lines may accomplish when the magnitude of their traffic 
 will permit them to make as great a reduction in rates. The average charge per 
 ton per mile on this line from 1865 to 1868, four years, was 3.0097 cents per ton per 
 mile. From 1882 to 1885, four years, the charge was 0.7895. Difference 2.2202 cents 
 
 "If we may assume that the people of the United States have been saved two and 
 one fifth cents per ton per mile on the whole railway traffic of the last four years, 
 either from the construction of railways where none before existed, or by such a reduc- 
 tion in the charge for their service, the amount of money's worth saved in four years 
 has been $3,898,373,159, which sum would probably equal the cash cost of all the rail- 
 ways built in the United States since 1865, to which sum may probably be added 
 the entire payment upon the national debt since 1865." 
 
 Or, these conditions fulfilled, there has been enough saved in transpor- 
 tation alone in the short space of four years to give every man, woman, 
 and child in the United States $77.70 apiece. 
 
 But to what is this great reduction due? How has this revolution on 
 freight charges been brought about ? Simply by the invariable and congiat- 
 ent law of commerce, a ?i07i-commissioned regulation. 
 (28) 
 
Addenda. 29 
 
 Note B. 
 
 Taxable property in 1885 $621,011,989 
 
 Taxable property in 1886 630,525,123 
 
 As observed, the gains in the wealth of the State have followed the years 
 of active railroad building. 
 
 During the years 1885 and 1886 there was added to the mileage of 
 Texas nearly an equal amount each year, aggregating 1,234 miles, or swell- 
 ing the total railway system, beginning 1887, to 7,234 miles ; placing Texas 
 as the sixth State in the Union in regard to railroads. Illinois, Iowa, Penn- 
 sylvania, New York, and Ohio, in this grouping lie immediately above her, 
 Illinois being the highest, with 9,579 miles. 
 
 This year, 1887, gives evidence so far as being a year of greater activity 
 than both the preceding, and hence an increased taxable value largely over 
 1886 may be confidently anticipated. Texas should have for her full de- 
 velopment double the present mileage ; indeed, to put her upon the same 
 footing as Illinois, she should have over 40,000 miles — should have really 
 44,444. 
 
 Illinois has at present a mile of railroad to every 321 inhabitants ; Texas 
 a mile to every 277. But the area of Texas — the territory to be traversed 
 is five times as great as that of Illinois ; hence capitalists need not hesitate 
 about " occupying the ground." There is still room for investment in rail- 
 road building in Texas. 
 
 In 1878 I prepared, and published in 1879, 
 
 Industrial Education — (Origin and Progress). 
 
 In this pamphlet will be found : 
 
 " Wheat is one of the chief staples of Texas. Fully peopled and fully 
 developed, Texas can furnish for exportation for the markets of the world 
 64,000,000 bushels of wheat, can furnish more than is now furnished by the 
 United States, Russia, and Austria combined. ' Fully developed ' is the 
 talismanic word. But that this may be shown to be within bounds, has 
 been actually done, I cite but a single case : France, less in area than Texas, 
 in 1869 produced 297,000,000 bushels of wheat, or 67,000,000 bushels more 
 than the whole United States, as given by the census of 1870." 
 
•30 Addenda. 
 
 This year Mr. Edward Atkinson, eminent authority on all statistics, says: 
 
 The entire wheat crop of the United States could be grown on wheat land of the 
 best quality selected from that part of the area of the State of Texas by which that 
 single State exceeds the present area of the German Empire." 
 
 The German Empire has only 8,000 square miles more than France. 
 Again says Mr. Atkinson : 
 
 " The cotton factories of the world now require about 12,000,000 bales of cotton of 
 American weight. Good land in Texas produces one bale to an acre. The world's 
 supply of cotton could therefore be grown on less than 19,000 square miles, or upon 
 an area equal to only seven per cent of the area of Texas." 
 
 Note C. 
 
 Contrary to our then reasonable expectations Mr. Wm. H. Vanderbilt 
 on the 8th of December, 1885, was stricken down, really " in the prime of 
 life" and " full of vigor." 
 
 The shock with which his immediate friends received the news of his 
 death is the best evidence of how unexpected it was, while the tribute of 
 these same friends closely associated with him is given as the best exponent 
 of the life and character of the man. 
 
 "His sudden death, in the very midst of the activities whose influence 
 reached over the continent, has startled the whole country, and in the hush 
 of strife and passions the press and public give tender sympathy to the be- 
 reaved family, and pay just and deserving tribute to his memory. But to 
 us who were his associates and friends, endeared to him by the strongest ties 
 and years of intimacy, the event is an appalling calamity, full of sorrow 
 and the profoundest sense of personal loss ; while officially we feel that his 
 sagacity, his strong common sense, his thorough knowledge of the business, 
 his willingness to lend his vast resources in times of peril, and his counsel 
 and assistance were of invaluable and incalculable service in conducting and 
 sustaining these great enterprises. 
 
 " He came into the possession of the largest estate ever devised to a 
 
Addenda. 31 
 
 single individual, and has administered the great trust with modesty, with- 
 out arrogance, and with generosity. He never used his riches as a means 
 of oppression, or to destroy or injure the enterprises or business of others, 
 but it constantly flowed into the enlargement of old and the construction 
 and development of new works, semi-public in their character, which opened 
 new avenues of local and national wealth, and gave opportunity and em- 
 ployment directly and indirectly to millions of people. To the employes 
 of his railroads he was exacting in discipline and the performance of duty. 
 He was merciless to negligence or bad habits in a vocation where millions 
 of lives were dependent upon alertness and fidelity. But within these limits 
 he was a just and generous employer and superior officer. He knew how to 
 reward faithfulness and remember good conduct, and always held the re- 
 spect and allegiance of the vast bodies of men who called him chief. With 
 all the temptations which surround unlimited wealth his home-life was sim- 
 ple, and no happier domestic circle could any where be found. The loved 
 companion with whom he began his active life in the first dawn of his man- 
 hood was his help, comfort, and happiness through all his career, and his 
 children have one and all honored their father and their mother, and taken 
 the places which they worthily fill in their several spheres of activity and 
 usefulness." 
 
 As an evidence of the direction given by the example of the family, 
 grandfather and father, we find the follo^ving, and in behalf of and for the 
 benefit of the same employes, that a social school, with halls and libraries 
 and even home comforts is provided by Cornelius : 
 
 "As an outgrowth of this work the Young Men's Christian Association, 
 and because of the felt need of larger and better accommodations, Mr. 
 Vanderbilt, on the 30th of June, made a proposition to the Board of 
 Directors of the New York Central Railroad, that if they would set apart a 
 plot of land eighty by forty feet, on the corner of Forty-fifth Street and 
 Madison Avenue as a site for a building to be used by the railroad men 
 centering at the Grand Central Depot, he would at his own expense erect 
 thereon a magnificent building, adapted in all respects to the growing de- 
 mands of the work of the society with whose progress and development he 
 was so familiar." 
 
 The proposition was accepted on behalf of the company in an appro- 
 
32 Addenda. 
 
 priate and characteristic letter by President Depew, who said, among other 
 things : 
 
 " Individually I am deeply sensible that this work will lighten the burdens of the 
 administration of the affairs of the company, and promote that good feeling and mu- 
 tual and interdependent interest between the executive and all departments of our busi- 
 ness, which, increasing with years, will furnish more acceptable service to the public 
 and add to the value of the property." 
 
 Ground was broken for the new building 1st September, 1886. When 
 finished it will contain, on the first flioor, reception-room, offices and com- 
 mittee rooms, reading-room and library containing 7,000 volumes, and a 
 room for games. In the basement Avill be located the gymnasium and bowl- 
 ing alleys, bath-rooms of the most modern kind, including a large plunge, 
 and a boiler for heating the building. The second floor will be devoted to 
 the large hall for lectures, concerts, and other entertainments, and will 
 contain rooms for classes; and on the third floor quarters will be pro- 
 vided for the janitor, while in the upper story provisions will be made for 
 men to sleep who occasionally remain in the city over night. The building 
 will be of brick, trimmed with terra cotta, and the interior finished in the 
 most handsome and modern style. 
 
 Turning from the provision completed for the comforts of the working 
 classes, and of his employment, Mr. Vanderbilt contributes to the promotion 
 of taste and a love of the fine arts, presenting to the Metropolitan Museum 
 of Art, in New York City, the painting by Rosa Bonheur, entitled ' ' The 
 Horse Fair," purchased at the sale of the Stewart collection at a cost of 
 $53,000. His reason for this presentation is best given in his own words: 
 
 " It seems to me to be a work of art which should be in a position where it can 
 permanently be accessible to the public. In the gallery of the Museum this object 
 will be attained." 
 
 An appreciative public, as these facts become known, must forget the 
 millionaire in their admiration of the man. 
 
Addenda. 33 
 
 Note D. 
 
 Has it not been established that good deeds are hereditary — are trans- 
 mitted from father to son? The school established at Mont Clare, at a cost 
 to the Baltimore & Ohio of $25,000, has been by the company voted an 
 annual appropriation for its support of $20,000. 
 
 Soon this, for the employes, is followed by a gift of $8,000 by the 
 President, Mr. Robert Garrett, to ' ' The New Art Museum" of Princeton 
 College. 
 
 Thus again is exhibited the broad philanthropy of the benefactor, suit- 
 ably contributing to the needs of one, as well as to the tastes of another 
 class of persons. 
 
 Note E. 
 
 While Mr. Seney was making an outright gift of $450,000 to Emory, 
 and the Wesleyan Female College, (ex-Governor) Senator Joseph E. Brown, 
 the President of "The Western & Atlantic Railroad," was purchasing in 
 the market bonds of the State of Georgia belonging to the University, in 
 order to establish a perpetual fund to aid in educating indigent young men, 
 by a loan on certain easy conditions. 
 
 The number benefited now, from twenty to twenty five, will increase 
 annually. 
 
 This is not a donation ; the beneficiaries agree to pay back the amount 
 received with 4 per cent interest, the main idea being to help those who 
 make an effort to help themselves. 
 
 The original fund was $50,000, bearing seven per cent interest. 
 
 This gift, or loan rather, is known as ' ' The Charles McDonald Brown 
 Scholarship Fund." 
 
 The real object and scope of this fund is best given in the language of 
 the sagacious donor : 
 
 "The object is to help indigent young men who are poor and promising and who 
 are not able to help themselves, and who have not friends able to help them. The 
 
 3 
 
34 Addenda. 
 
 terms of the donation do not permit any young man to receive more than two hun- 
 dred dollars per annum for his expenses while at college. The tuition is free, and 
 where a young man has one hundred dollars per annum, or can command that, he is 
 permitted to have an additional hundred to help out and enable him to finish his 
 education when he could not otherwise do it. 
 
 " The same is true, whether the amount he can furnish be more or less than one 
 hundred dollars, as he would be allowed to receive the benefit of the fund to the ex- 
 tent of the balance necessary to make up the two hundred dollars per annum. The 
 object here, as they are poor boys, is not to put it in their reach to be extravagant, 
 but to compel them to get along on two hundred a year, their tuition being free, 
 which they can do and live comfortably." 
 
 Provision is made for a system of competitive examinations, where they 
 can be had, -which are reported from the different counties, and upon these 
 reports the trustees of the University make up their decision as to who is 
 most entitled. 
 
 Within less than a half century the rich fruits of this scholarship will be 
 observed in the field and forum, in the workshop and in the counting house, 
 in all the peaceful, productive walks of life of the great empire State of 
 Georgia. 
 
 Note F. 
 
 The four kindergarten schools have grown into eight, with an attend- 
 ance of over six hundred children. Mrs. Stanford bears the entire expense, 
 receiving as a grateful compensation that many mothers now write her : 
 
 " ' My children shall be taught to love Leland's memory, follow his example, and 
 imitate his lovely character.' " 
 
 Note G. 
 
 " His liberal culture, his broad views, and an abundance of means at his 
 sommand," have enabled the Governor to name a Board of Control for 
 
Addenda. 35 
 
 ^'LelancTs University." Thirty millions of property has been designated 
 as the foundation of this school. 
 
 The design of it is truly to ' ' deal with the practical living issues of 
 all science, social, political, and physical." Article I of the grant sets 
 forth : 
 
 "The Nature, Object, and Purposes of the Institution hereby founded to be: 
 
 " Its nature, that of a University, with such seminaries of learning as shall make 
 it of the highest grade, including mechanical institutes, museums, galleries of art, 
 laboratories and conservatories, together with all things necessary for the study of 
 agriculture in all its branches, and for mechanical training, and the studies and exer- 
 cises directed to the cultivation and enlargement of the mind. 
 
 " Its object, to qualify its students for personal success and direct usefulness in life. 
 "And its purposes, to promote the public welfare by exercising an influence in be- 
 half of humanity and civilization, teaching the blessings of liberty regulated by law, 
 and inculcating love and reverence for the great principles of government as derived 
 from the inalienable rights of man to life, liberty, and the pursuit of happiness." 
 
 "Article IV. 
 
 " POWERS AND DUTIES OF THE TRUSTEES. 
 
 " Section 9. To appoint a President of the University, who shall not be one of 
 their number, and to remove him at will. 
 
 " Sec. 10. To employ professors and teachers at the University. 
 
 "Sec. 11. To fix the salaries of the president, professors, and teachers, and to fix 
 them at such rates as will secure to the University the services of men of the very 
 highest attainment. ■ 
 
 " Sec. 14. To prohibit sectarian instruction, but to have taught in the University 
 the immortality of the soul, the existence of an all-wise and benevolent Creator, and 
 that obedience to His laws is the highest duty of man." 
 
 Do not these quotations justify the prediction of 1885 : " There will be 
 too, a liberality toward the distinguished scholars called to these appoint 
 ments — their services in their specialties will be specially rewarded. The 
 man who pays the trainers of his horses more at present in wages and per- 
 quisites than his State University pays her professors will evidently pay to 
 the conductors of the various departments of this University, founded and 
 named to honor his only child, salaries commensurate with the founder's ap- 
 preciation of mind over matter." 
 
36 Addenda. 
 
 One othei remarkable fact about this grant, that while our endowments 
 for colleges and universities have been usually the gifts of either a man or 
 woman singly, this is the joint-grant of: 
 
 " We, Leland Stanford and Jane Lathrop Stanford, husband and wife, grantors, 
 desiring to promote the public welfare by founding, endowing, and having maintained 
 upon our estate, known as the Palo Alto Farm, etc." 
 
 The foundations have been laid : 
 
 " Menlo Park, Cal., May 15th. — The corner-stone of the first building of the 
 L«land Stanford, jr., University was laid this morning at Palo Alto." 
 
 Note H. 
 "Work and Wealth. 
 
 These are not the same — they are not " equals" — they are mathematical 
 ' equivalents." 
 
 Work is the cause, wealth the result — work the instrument, wealth the 
 effect — work the procuring agent, wealth the accumulated product : 
 
 "As unto the bow the cord is," 
 
 So is work unto wealth, 
 
 " Useless each without the other." 
 
 And while by no amount of discussion can work and wealth be shown to 
 be the same, it is equally true, however, that there must be peace — har- 
 mony between them. 
 
 Work is most effective, most productive when it is "sustained" and 
 "protected" by wealth. 
 
 This position presupposes organization, and there is as much reason for 
 organization among working men as among moneyed men — but this organiza- 
 tion must be in the direction of doing, not in the prevention of doing. 
 
 Hence " the strike" is wrong in theory and doubly so in practice. In 
 
Addenda. 37 
 
 practice it not only requires the withdrawal of certain individuals from 
 work but prevents others from working. 
 
 While it may not be so easy to establish the position, that no one has a 
 right, in health, to quit work, it can easily be shown that the prevention of 
 others is clearly wrong and a direct interference with personal liberty. 
 
 " This is theory ! " says one. 
 
 Take an example of the late strike in the Southwest ; take the evidence 
 of disinterested and also of interested sources : 
 
 " The loss to the Missouri Pacific Kailway through last year's strike is placed in 
 the annual report of the company at $500,000, while the losses to the strikers are 
 estimated at $900,000, making a total of $1,400,000. 
 
 "The Curtin Congressional Committbb." 
 
 Mr. Martin Irons, a conspicuous leader at the time of these men, says : 
 
 " Of the 4,800 engaged in this strike, there are 4,000 of them to-day without lucra- 
 tive employment." 
 
 The loss here stands in the relation of five to nine — wealth coming out 
 " ahead " nearly as two to one, but the country — the whole people — with an 
 aggregate destruction of $1,400,000 of productive values — a shortage of the 
 actual necessaries of life to this amount. 
 
 The remedy for these troubles can not be discussed here. 
 
 The want of harmony, of entire cordiality between work and wealth, has 
 had its origin of late in this country in the results of the civil war. 
 
 Prices of every thing for whatever purpose became fabulously high during 
 tne war. The demand was far greater than the supply. 
 
 The war ended and a return to normal conditions, not suddenly even, but 
 a tendency continually in this direction, wrought a change in the demands. 
 The increased and increasing number of working men with a less and less 
 demand for them, even at lower wages, has brought about a feeling of un- 
 rest — a spirit of discontent. The idea has become prevalent that the poor 
 (the working man) has become poorer, because he gets less for his same 
 work, forgetting the fact that he can purchase more with the same amount 
 of money ; and that the rich (wealthy man) has become I'icher, which again 
 is not the fact, it is only an aggregation of the riches, wealth of many men, 
 controlled, it may be, by one man. 
 
 45GG91 
 
38 Addenda. 
 
 And as the railroad corporations seem to have gotten this control in long 
 lines, accumulated wealth, they have been attacked as the common enemy 
 of the poor man. 
 
 It is true these lines have been lengthened, and these corporations have 
 become larger, and immense amounts of money have been invested in them, 
 not realized or made by them — so much that they have attracted the criti- 
 cisms and provoked the envy of the discontented, receiving at the same 
 time the denunciations of a large number of people who ought to know bet- 
 ter the actual situation. 
 
 As compared with other aggregations of wealth the railroad should be 
 ranked high, and the accumulation of vast properties, franchises, and even 
 privileges should be readily conceded to these corporations. For the whole 
 economy of nature and art is comprised under these three heads : Transmu- 
 tation, Transformation, and Transportation. 
 
 The former is chemical, the second mechanical, and the third, that which 
 deals with the products ready for the use of man, comes under and justly 
 belongs to the transporting power, whether by sail or steam, whether on 
 water or land. 
 
 The activity of railroad building lately has been the salvation of the 
 farmer and mechanic — has been a means of distributing this accumulated 
 wealth that would have been forever "hoarded" but for them. This is 
 especially true of the South : railroads have been built far in advance of the 
 demand for them, and years must elapse before they reach even an expense 
 basis, much less a " dividend-declaring" basis, having penetrated far into the 
 unpeopled sections in order to provide for the approach of the coming settler. 
 
 These same railroads, all along their lines, are boring for water, demon- 
 fertrating the fact, or putting beyond experiment the question that an abun- 
 dance of the purest water can be obtained all across what have heretofore 
 been reckoned barren plains. These railroads are doing all this for the 
 benefit of the new citizen, who with his small means can not afibrd to incur 
 the expense of such investigation. 
 
 There is a strange inconsistency in the action of the men who are without 
 railroads and those who have them. The former work for their location, 
 talk for them, and even pay money in subsidy to secure them ; the latter 
 abuse them as monopolies, as oppressors of the poor. 
 
Addenda. 39 
 
 There never has been a field in which the poor man (the working man) 
 has had such a chance to come to the front as in the building, the equipping, 
 and the managing of railroads. Xeither the forum, nor the legislative hall, 
 nor the battle-field has ever offered such opportunities to men, whose ener- 
 gies have been directed by their brains, as the railway service. 
 
 Comparisons not Odious. 
 
 On page fifteen of this address occurs the following : 
 
 " That can not be very oppressive to the laboring man which transports 
 his year's provisions, for one day's labor, from Chicago to any Eastern point. 
 That can not be a discrimination against the consumer, at least, which trans- 
 ports from Chicago to New York seventeen barrels of flour at the rate of 
 one mile for one cent." 
 
 Convert a barrel of 
 
 FLOUR into bread. 
 
 A $7 barrel of flour will make one hundred and eighty loaves of bread. 
 At ten cents a loaf, the estimated cost of converting this barrel of flour into 
 one hundred and eighty loaves of bread is S3, showing a net profit of $8. 
 Total charge by railroad for transporting that barrel of flour from St. Louis 
 to New York, 40 cents. 
 
 Or the retail dealer received twenty times as much for his little manipu- 
 lations as does the railroad that transports it 1,000 miles. The receiving 
 and delivering both being an extra expense to the railroad. 
 
 BEEF. 
 
 Good beef that costs about 9 cents per pound retails at 16 cents, a profit 
 of over 75 per cent. 
 
 Fresh beef is transported from the Western market, say Chicago to New 
 York or Boston, for 40 cents per 100 pounds, or less than a half cent a 
 pound. Should the consumer complain of this ? 
 
 HAMS. 
 
 The average rate of freight on hams is, say 20 cents per hundred weight ; 
 the average weight of hams about 12 pounds, or eight hams per hundred 
 weight. That is, the freight on eight hams is about 20 cents ; on a single 
 
40 Addenda. 
 
 ham, one eighth of that, or 2^ cents ; gross charge by railroads, 2^ cents on 
 the whole ham, against a profit of 4 or 5 cents on a single pound paid by 
 the consumer. Or the freight from the Western to the Eastern cities is 
 about one sixtieth of the cost of the ham. 
 
 TEA. 
 
 The av^age cost of tea to the consumer is 80 cents per pound. Aveiage 
 profit 30 cents per pound. Freight charged by the railroads for carrying 
 this tea 1,000 miles is 45 cents per hundred weight, the profit on a single 
 pound exacted from the consumer is two thirds of the gross charge by rail- 
 road for carrying 100 pounds 1,000 miles. 
 
 BOOTS AND SHOES. 
 
 The profit on a single pair of $4 boots or shoes is equal to three times the 
 freight charges on a dozen or even twenty pair for 1,000 miles. 
 
 CLOTHrNG. 
 
 A good suit of clothes can be bought for $20. Weight of suit five 
 pounds. Maximum rate for carrying this class of goods to Chicago, St. 
 Louis, and Western points from 'New York, say 1,000 miles, 50 cents per 
 hundred weight. 
 
 This suit weighs 5 pounds, 20 suits weigh 100 pounds, transportation 
 1,000 miles 50 cents, 2^ cents each ; average profit per suit to the dealer $<S. 
 Profit to dealers 320 times the transportation. 
 
 And yet nobody complains of these profits. No regulation is discussed, 
 no " Interstate Commerce Bill" is passed to prevent these discriminations, 
 these monopolies. The regulation of these is left to the laws of trade, 
 to competition, and in which the " shorter" the " haul," the larger and the 
 " longer" this profit is exacted of the consumer, the working man. 
 
 The Interstate Commerce Bill. 
 
 The constitutional authority upon which this is based reads : 
 
 Article I, Section 8, Clause 3 : " The Congress shall have power to regulate com- 
 merce with foreign nations, and among the several States and with the Indian tribes." 
 
 This constitution was adopted in 1787, or one hundred years ago, twenty- 
 
Addenda. 41 
 
 nine years before the first canal, thirty-two years before the first steamship 
 crossed the Atlantic, twenty years before the Clermont ascended the Hud- 
 son, and forty-two years before a railroad, even of the rudest equipment, 
 was constructed in this country, and hence could not have been designed to 
 control the present railroads, or even regulate the commerce transported by 
 them. Section 9, clause 5, of the Constitution clearly sustains this inter- 
 pretation, viz., that our present Constitution never so much as anticipated 
 railroads or their management by congressional enactment : 
 
 " No tax or duty shall be laid on articles exported from any State. No preference 
 shall be given by any regulation of commerce or revenue to the ports of one State 
 over those of another ; nor shall vessels bound to or from one State be obliged to en- 
 ter, clear or pay duties in another." 
 
 " Vessels" and " ports" — steam vessels are not even mentioned. 
 
 But that railroads as now operated should be regulated by law no one 
 assumes to dispute. They are " public highways," " common carriers," but 
 they are not the property of the public, they are not built by the public 
 not maintained by the public, and should not be controlled by the public in 
 the sense that the navy, the army, or even a light-house is sustained. 
 
 " Rights," " privileges," " franchises," and " charters" are granted them 
 with extraordinary powers, still their ownership, liabilities, and duties ar; 
 vested in private individuals, and these should be allowed to operate them 
 as any other business, for the profit in them. 
 
 There are scores of railroads the property wholly of one man, or family, 
 and hence whatever may be said of their relation or duty to the public they 
 owe no more than other individuals, or other corporations composed as they 
 are, of individuals. 
 
 " The Interstate Commerce Bill " errs in attempting to regulate tariffs, 
 to say at what cost certain service shall be performed, ignoring the expense 
 of building, equipping, maintaining, and ojjerating the several different 
 roads, all subject to entirely different conditions. That is, in its aim to pre- 
 vent discrimination it does discriminate. That while it proposes to prevent 
 small local hardships, it entails upon the general and great public, tbe 
 numberless consumers, still greater hardships, heavier freights. That the 
 object of the bill is good no one doubts, but that it is full of difficulties, 
 " hardships," and even in the interpretation of a wise and judicious com- 
 
42 Addenda. 
 
 mission will take many years, with other congressional amendments and 
 " suspensions" to harmonize and to understand the true meaning of " Under 
 substantially similar circumstances and conditions." 
 
 There is still another side, and one in this era of anti-monopoly that 
 should not be overlooked by the statesman, nor be lost sight of by the 
 patriot. That when our Republic was threatened, was in the very throes of 
 destruction, civil war and dissolution, the Government called to its aid these 
 same " builders," these railroad owners and managers, to aid, to come to the 
 rescue, to build more roads, to bind this continent together by transconti- 
 nental railways. A net-work was soon the result. Soldiers and the mu- 
 nitious of war could be placed at any desired point within a few hours. The 
 effect of their potency and efficiency is seen to-day in an unbroken conti- 
 nent, one government, and a happy, united people. 
 
 The railroad during this time solved still another heretofore vexed ques- 
 tion — the Indian question. The locomotive has been to the Indian upon 
 our plains what the white sails of commerce have been to the inhabitants of 
 the isles of the sea — the calumet of peace. 
 
 " The camp has had its day of song ; 
 
 The sword, the bayonet, the plume 
 Have crowded out of rhyme too long 
 
 The plow, the anvil, and the loom. 
 Oh ! not upon our tented fields 
 
 Are Freedom's heroes bred alone ; 
 The training of the work-shop yields 
 
 More heroes true than war has known. 
 
 " Who drives the bolt, who shapes the steel, 
 
 May, with a heart as valiant, strike 
 As he who sees a foeman reel 
 
 In blood before his blow of might. 
 The skill that conquers space and time, 
 
 That graces life, that lightens toil, 
 May spring from courage more sublime 
 
 Than that which makes a realm its spoil." 
 
 Other Heroes than the "World's, 
 
Addetida. 43 
 
 Some men are great in conception — some in execution — in Doth were 
 
 H. M. HoxTE, George Noble, G. J. Fokeacke, 
 
 Circumstances do not make men, neither do men make circumstances. 
 The proper direction of circumstances makes men. And whoever becomes 
 great in whatsoever walk of life is the man who is able to see, to grasp and 
 direct circumstances. Such a man was H. M. Hoxie, another was George 
 Noble, and still another was G. J. Foreacre. There were in their lives re- 
 markable likenesses, peculiarities, contrasts, in their deaths coincidences 
 worthy of mention here. 
 
 Mr. Hoxie died (1886) November 23d, aged fifty-six ; Mr. Noble died 
 eleven days later, December 4th, aged fifty-six, and Mr. Foreacre died Decem- 
 ber 15th, eleven days later, aged fifty-eight. However, their arduous toils, 
 their disappointments, their successful labors, and their rich rewards can 
 best be narrated separately. 
 
 H. M. Hoxie. 
 
 Mr. H. M. Hoxie was a native of Macedon, New York. He early in 
 life moved to Iowa ; showed in boyhood energy, decision of character, and, 
 during the war, on account of his conspicuous ability and tact in the con- 
 trol and management of men, was appointed Provost Marshal of the State. 
 In this position he performed his duties in such an impartial manner as to 
 attract the attention of the civil as Avell as military ofiicials. 
 
 When the building of the Union Pacific Railway was undertaken, Mr. 
 Hoxie was offered a position of trust and responsibility, which he filled in 
 such a manner as to win for himself the respect and admiration of General 
 G. M. Dodge, the Chief Engineer, to whose brains and energy the incep- 
 tion and completion of the Union Pacific are mainly due. 
 
 A change in the administration of this road was brought about and Mr. 
 Hoxie, at the earnest solicitation of Mr. Wm. E. Dodge and others, took 
 charge of the International Railroad then building in Texas. He remained 
 with this road some twelve years. By his economical management and wise 
 forethought he succeeded in making this road one of the best in Texas, 
 greatly strengthening himself in the estimation of both the stock and bond- 
 
44 Addenda. 
 
 holders. The International was at this time of no small importance, em- 
 bracing in its system seven hundred and eighty-two miles. 
 
 During this long connection, these twelve years, Mr. Hoxie endeared 
 himself to the people of progressive ideas on account of his decided favor 
 and approval of every enterprise for the development of the country and 
 the advancement of the people. The Christian minister, the temperance 
 lecturer, and the school-master were the recipients of his favors and his 
 substantial support. " Put me down in favor of public schools and against 
 whisky," was his pronounced position. 
 
 When the great Southwestern system was formed out of the International, 
 the Texas Pacific, the Missouri Pacific, the St. Louis, Iron Mountain, 
 Great Southern, and other roads, aggregating some six thousand five 
 hundred miles, Mr. Gould selected Mr. Hoxie as one of the higher officials. 
 His successful management continuing through years, his promotion keep- 
 ing apace all the time, till at his death we find him Vice-President and 
 General Manager, the sole executive of the entire system. While his death 
 was doubtless occasioned by the arduous labor growing out of the intricate, 
 the delicate problems of the great strike, 1886, on the system, the seeds of 
 disease were sown long before this. His physical frame was never strong 
 enough to fully meet the demands of his brain-power. 
 
 His greatest service to his 
 
 COMPANY, THE RAILROADS, AND THE COUNTRY 
 
 was performed in his exercise of a clear conception of right, and an inflexi- 
 ble adherence to this conception, his fairness and uniform courtesy to 
 those opposing him. He was not unwilling to change, even to yield ; his 
 was not a stubborn, stolid obstinacy, it was a consistent firmness, based upon 
 that highest of intellectual powers, an unerring perception of the truth, 
 however surrounded and complicated with the environments of policy. 
 These mental convictions were sustained by a necessary, an equal moral 
 courage. In short, the life of Mr. Hoxie can be summed up in these thres 
 words — -firmness, fairness, faithfulness. 
 
 The strike on the Southwestern system settled two great questions : 
 First, the right of employers, the owners of property, whether corpor 
 ate or individual, to manage it in their own way under the laws. 
 
Addenda. 45 
 
 Second, it settled also as divine a right as sacred a duty, that of em- 
 ployes to demand for their labor the greatest compensation ; this not granted, 
 to stop work or continue as preferred. 
 
 In this contest there was a strange inconsistency upon the part of the em- 
 ployes, a discrimination in their own actions : If it were right to derail, to 
 stop freight trains, why not right to stop, to destroy passenger and mail 
 trains too ? 
 
 Harmony restored, Mr. Hoxie sought to regain his shattered health by 
 travel and by the aid of the best surgical skill in our country, but without 
 restoration. Still, in his sick-chamber his mind went back to the faithful in 
 his employment. One of his last inquiries, perhaps the very last, away in 
 New York City, he telegraphed his Chief Superintendent in that depart- 
 ment: "What has become of the boy-operator, E. H. Sladek, that saved 
 bridge Thirty-seven on the night of the 14th of February, 1885?" The 
 answer was sent : " He is occupying an humble position as night operator." 
 Mr. Hoxie directed his promotion at once, he was sent to Sedalia, an^ 
 occupies a lucrative position in the Superintendent's office. What a con 
 trast ! Napoleon on the lonely island of his last banishment, that stormy 
 night on which his spirit left his doubly exiled body, kept muttering : 
 " Tete de l'Armee," Head of the Army. Mr. Hoxie, forgetful of himself, 
 inquires : What has become of the boy that saved the burning bridge ? 
 
 But let those speak who were nearer, more competent to judge, and 
 abler to express the appreciation of his associates and their estimate of him : 
 
 " Whereas, we have to-day received the sad news of the death of H. M. Hoxie, first 
 Vice-President of the Company ; 
 
 "Whereas, we have been associated with Mr. Hoxie as employes during the past five 
 years, in which he has been connected with the management of the Missouri Pacific 
 system as General Manager, third Vice-President, and first Vice-President, some of us 
 having held positions in connection with hia management of railways for a still longer 
 period, and 
 
 " Whereas, the successful results which nave attended his management of railway 
 affairs are a source of gratification and pride to all who have worked in harmonious 
 relations with him in carrying out the policy which he adopted, and 
 
 " Whereas, the uniform courtesy and kindness of Mr. Hoxie toward all employes 
 with whom he came into personal relations, and the interest and appreciation shown 
 by him in the work and welfare of all, whether personally known to him or not, have 
 
46 Addenda. 
 
 established between himself and those connected with his management the relationship 
 of friends as well as co-laborers, therefore, 
 
 "Resolved, That in the death of H. M. Hoxie, first Vice-President, this Company has 
 lost an executive whose ability, judgment, and strength of purpose have been of great 
 and lasting benefit not only to this system of railways but to the railway interest of the 
 entire country. The employes have lost a leader whose methods have tended to en- 
 large the dignity of the business in which we are engaged, and whose example has 
 been an incentive to the attainment of the highest rewards of our profession through 
 diligence, fidelity, and labor. We have lost a friend whose personal qualities endeared 
 him to all who were brought into relations with him, and bound all who were within 
 the circle of his oflEicial authority by ties of admiration and respect. 
 
 "Resolved, That the signatures of all who are present be attached to these resolu- 
 tions, and that the original be forwarded to Mrs. Hoxie as a memorial." 
 
 These resolutions were signed by the officers and employes of the Mis- 
 souri Pacific system. 
 
 George Noble 
 
 "Was born in Franklin County, Pennsylvania, 1830. While yet a boy he 
 embarked in the railroad business, commencing like all beginners at the bot- 
 tom round of the ladder in a subordinate position on the Pennsylvania Rail- 
 road. He remained with this road until 1862 or 1863, when he severed his 
 connection with it and went West to look after the mining interests of his 
 uncle. Col. Thomas A, Scott, in California and Arizona. He returned from 
 the West in 1866, and was appointed Superintendent of the eastern division 
 of the Kansas Pacific Railroad. He served in this capacity until March 1, 
 1874, when he resigned to accept the general superintendency of the Texas 
 & Pacific Railroad, which office he held until May, 1881. Col. Thos. A. Scott 
 (1872) came into the possession of the Texas & Pacific Railroad, formed out of 
 three distinct corporations, all together controlling only forty-four miles of 
 road-bed. Thirteen miles were added before Col. Noble took charge (1874). 
 Under his administration the line had reached. May, 1880, four hundred 
 and forty-four miles; May, 1881, eight hundred miles with contracts per- 
 fected for the completion of the lines from New Orleans to El Paso ; or in 
 the aggregate, in January, 1882, arrangements had been made for the 
 completion of the whole, one thousand four hundred and eighty-seven miles, 
 virtually (via Southern Pacific) connecting the waters of the two oceans. 
 
Addenda. 47 
 
 Col. Scott's health failing rapidly, he sold his interest in the Texas <St 
 Pacific to Mr. Gould. 
 
 With " the great projector " of the system gone, Col. Noble tendered Ms 
 resignation, retired with his uncle. His connection with the road began at 
 a most inauspicious time. It was virtually without road-bed, without roll- 
 ing stock, and paralyzed with an accumulated debt, without credit, and 
 without friends. 
 
 At the close of the seventh year he left it the longest line in the State. 
 
 Details are out of place here, but when it is estimated that it requires of 
 material, twelve thousand cars, equal to one hundred and twenty thousand 
 tons for each one hundred miles, equivalent to twelve million tons hauled 
 one mile, some conception of the extra work done by the road can be gained, 
 and all in addition to a heavy commercial traffic besides. All this extra 
 transportation had to be provided for by the General Superintendent 
 through his subordinates. 
 
 What a grand peace army ! 
 
 Still all were not sunshiny days. Col. Noble had in that great army 
 discordant, discontented men. When the strike of 1877 swept over the 
 whole country, the Texas & Pacific, with other roads in the State, suffered 
 its full share of loss of property and traffic. 
 
 An incident occurring then must not be omitted. Col. Noble was absent, 
 returning on Saturday night. Sunday morning he was met by a committee 
 of the men making certain demands. His reply, so characteristic of him, 
 was : " No, gentlemen, I will not give you an answer on the Sabbath day. 
 I do not engage to transact any business on that day, but if you will wait 
 until to-morrow morning (Monday) I will give you a reply." The excited 
 crowd withdrew. He went to church as usual. Monday he gave his answer, 
 and men, who the previous day were frenzied with their imaginary wrongs, 
 throwing their hats into the air, hurrahed for George Noble. 
 
 It was a fixed habit of the Colonel never to go to his office on Sunday, 
 never to transact any business on this day. In the morning he attended 
 Sabbath-school, and at 11 o'clock he was in his accustomed seat listening to 
 his pastor as he dispensed the light and truth of the Gospel. 
 
 For nearly five years after his resignation he engaged in private business, 
 having large interests in- both mining and cattle. 
 
48 Addenda. 
 
 The Texas & Pacific going into the hands of receivers, January, 1886, 
 Governor John C. Brown called again to his aid his tried friend, believing 
 that the buildei' was the best rebuilder, and hence we find the Colonel put as 
 agent of the receivers, and soon as General Manager of the Texas & 
 Pacific, with headquarters at Dallas. The work of rebuilding had hardly 
 begun before upon them was the "the strike," which, although originating 
 upon the Texas & Pacific, was soon transferred to the Missouri Pacific, or 
 Southwestern system. The Texas & Pacific, being in the hands of the 
 United States Court, received the prompt and efiicient protection of the 
 Government, and the interference was of short duration. 
 
 Still, while the whole people were excited over the troubles, railroad 
 managers and employes alike. Col. Noble stood in the storm with all his 
 senses about him, firm, unembarrassed — looked upon as a reliable friend by 
 the employes, and known to be faithful by the employers. His address, his 
 work, his uniform good temper did much toward bringing about harmony. 
 Like Neptune of the seas, his very presence calmed the tumultuous crowd, 
 and dispelled the angry passions of the excited multitude. 
 
 His loss to the people among whom he lived, and for whom he worked, 
 can not be estimated, and there w'ill not be an employe on the railroad of 
 which he was one of the heads, who will not feel that a friend truly is gone. 
 
 Visiting his office a few days since, the draped walls, the vacant chair, 
 all, all too truthfully forced upon me the realization, and involuntarily I 
 
 repeated : 
 
 " But, O, for the touch of a vanished hand 
 And the sound of a voice that is still ! " 
 
 But let the man of God, one of his spiritual advisers, add his tribute : 
 
 "It was my privilege to have known our deceased brother for many years. To 
 know him was to love him. His friendship honored those who were allowed to share 
 it. He was a brave defender of good government, yet always with respectful regard 
 for the rights of others. To his superiors in office he was loyal and true, to his equals 
 generous and courteous, to his subordinates considerate and kind. While a master of 
 minute detail in matters of business, he grasped with the mind of a statesman meas- 
 ares of wide policy. He was the friend of Texas. He loved her climate ; he loved 
 /ler soil. He was among the first to perceive her grand possibilities and to execute 
 measures by which their realization became practicable. His mind was early aware of 
 her vast latent resources, and his best years were given to perfecting agencies for their 
 
Addenda. 49 
 
 development. But why speak of these things with my stammering tongue ? The 
 growing towns from Texarkana to El Paso, owing their prosperity largely to his 
 genius, weave the chaplet of laurel we lay upon his brow. The happy families all 
 along the line, helped to comfort by his toil, place their sprig of evergreen within his 
 sepulcher. The laborers, who loved to serve beneath his gentle hand, gem with tears 
 the floral honors on his bier. This is the homage which virtue alone can attain, and 
 is rendered only to the good. He is not dead but sleepeth ; not lost to us, but gone 
 before. He filled out the rounded requirements of God's law. ' "What doth the Lord 
 require of thee but to do justly, and to love mercy, and to walk humbly with thy 
 God?' No man ever accused him of an injustice to the value of a hair; none was 
 ever weak who did not experience his mercy ; no glance of pride ever burned in his 
 eye. Such men are rare in any age. It is the glory of ours to have produced this 
 one, and we lay him down to rest with the best homage of our grateful but afflicted 
 hearts, a recognition of his worth. 
 
 " Kest in peace, and let eternal light shine upon thee, and the glory of the everlast- 
 ing day gather round about thee : Thy example is our incentive to noble deeds, thy 
 memory our benediction." 
 
 G. J. FOREACRE 
 
 Was born at Rainsborough, Ohio, February 19, 1828. Early in the " fifties " 
 he removed from Ohio to Atlanta, Georgia, beginning work with the stage 
 line between that city and Montgomery, Alabama. He remained with the 
 stage line a short time only, and then accepted a position as section boss on 
 the Central Railroad. This he filled with credit to himself, and with such 
 satisfaction to the company that in a short time he was appointed conductor. 
 
 The appointment was quickly followed by an order from the manager 
 promoting him to the Atlanta agency. 
 
 While serving in this capacity he manifested that peculiar tact, a knowl- 
 edge of men and business, the ability to manage, to direct, which made him 
 sought by many roads. As agent of the road he was upon the eve of being 
 again promoted when the war broke out. Although an Ohio man, he had 
 lived long enough in Georgia to become thoroughly identified with her 
 interests, and when the time for action came he enlisted and went to the 
 front. 
 
 In 1861 he left Atlanta as Captain of company B of the famous Seventh 
 Georgia regiment, and throughout the sanguinary contest was unwavering 
 in his fidelity to the Southern cause. He was a gallant soldier, and was 
 
 4 
 
50 Addenda. 
 
 wounded severely in the first battle of Manassas. His illness, consequent 
 upon this wound, was painful and protracted, and at times his life was 
 despaired of by his friends. When but partially restored to health he 
 resumed his place in the army and was subsequently promoted to the 
 colonelcy. The war ended, he wisely accepted the situation and went 
 bravely to work to repair his broken fortunes. 
 
 Although Atlanta was in ashes he believed she would become a thriving, 
 busy city, that she was not only the " Gate City," but the railroad center of 
 the Southeast. 
 
 The wound received at Manassas was still annoying him to such an 
 extent that his activity was greatly impaired. He purchased a farm near 
 Atlanta and started the successful Sugar Creek Paper Mills. 
 
 Here, while his health was recovering, he declined several fine railroad 
 positions, but after growing strong and sufficiently restored, as he thought, 
 he accepted a place with the Central Railroad again, as General Agent. 
 
 During this time the Montgomery & West Point Railroad, then a long 
 line of some two hundred miles with its branches, was in such a condition 
 that it must be either repaired or abandoned. Mr. Charles T. Pollard, its 
 president, applied to Mr. Wadley, of the Central, to let his company have 
 Col. Foreacre for this important and expensive work, requiring the rarest 
 combination of economic, executive, and administrative ability. Mr. 
 Wadley consented, and Col. Foreacre from June, 1870, to Api'il, 1872, ad- 
 dressed himself to this difiicult task. 
 
 When he took charge, the fact that a train arrived on time was the 
 agreeable surprise — not to come at all was the rule. 
 
 Col. Foreacre was a man of magnificent physique, of splendid personal 
 appearance, of frank and easy address. He possessed a high practical 
 knowlege of the work he was about to undertake. Once a poor employe, he 
 had the liveliest interest in the employes, and soon became acquainted with 
 every man on the road. 
 
 Before a train would leave the depot he would personally interview the en- 
 gineer, examine the engine, see for himself that every thing was " all right," 
 then with an approving smile he would say, "Jack, try to get over to-day." 
 
 The result was the train steamed out with every body in a good humor, 
 and a determination to look out for and avoid running recklessly over the 
 
Addenda. 51 
 
 bad places. Within less than three years this road (now the Western Rail- 
 road of Alabama) was the best equipped and made the quickest time and 
 surest connections of any in the State or in the South. 
 
 Here Col. Foreacre showed his economic management in lengthening the 
 runs. He saw the same cars over the saine gauge roads could be advan- 
 tageously handled by the same train hands and with more comfort to the 
 passengers. Hence the trip from Atlanta to Montgomery (heretofore two 
 separate managements with two separate crews) could be run as one solid 
 through train. This was done, and with such success that soon after leaving 
 the "Western" he secured, by his personal influence, a through sleeping- 
 car line from the North to the South, inaugurating the line from Washing- 
 ton to New Orleans via the Kenesaw route. This was really the pioneer 
 line, using a car-hoist to overcome the broken gauge at Lynchburg, Vir- 
 ginia. It was also at his suggestion that the first sleeping-car line from 
 Boston to Florida was established. And to this arrangement to-day Florida 
 owes her popularity as a winter resort for invalids. 
 
 It was during his connection with the "Western" that his interest in 
 schools and colleges became known to the Avriter. The Agricultural and 
 Mechanical College of the State was to be located by the legislature, and, 
 with four other towns and cities competing, Auburn was an applicant. His 
 idea was that the college would be a source of revenue as well as an orna- 
 ment to his road. Its location at Auburn has verified his anticipation. It 
 is one of the most popular and flourishing institutions in the State. Educa- 
 tional gatherings all along his lines received his pei"sonal recognition and his 
 strong support. 
 
 From the " Western" he returned to the "Central" and was Superin- 
 tendent of the Atlanta Division. From April, 1875, to March, 1877, he 
 was General Manager of the Washington City, Virginia Midland & 
 Great Southern Railroad ; while, returning to his home, from March, 1877, 
 to April, 1881, he was General Manager of the Atlanta & Charlotte Air 
 Line Road. During his connection with this road he projected many 
 smaller lines, becoming Superintendent of the Georgia Pacific. 
 
 He entered the service of the Baltimore & Ohio Railroad, January 1, 
 1884, as the General Superintendent of the Trans-Ohio Division, with head- 
 quarters at Newark, Ohio. This position he held till his death. 
 
52 Addendn. 
 
 The Virginia Midland was really a Baltimore & Ohio line, and his return 
 to this company was a reciprocal gratification. 
 
 Here, besides having a larger sphere, he had a company that was stable 
 in its management, progressive enough, conservative enough, appreciating 
 and rewarding diligent and faithful officials. 
 
 Col. Foreacre possessed those great prime requisites of all successful 
 managers. He was a man of marked intellectual vigor, conscientious in the 
 discharge of every duty, inflexible in his adherence to the right, unswerving 
 in his support of order and good government. He had a heart of womanly 
 tenderness, dispensing on all occasions with an open hand to the calls of 
 deserving charity. With a most happy temper and pleasant deportment he 
 won his way without effort into the respect and love of every one whom he met. 
 
 He loved Atlanta. It was the home of his adoption. The field of his 
 greatest efforts and most successful triumphs. The graves of his children 
 were there, and naturally he desired that his last resting place should be 
 there. Loving and devoted friends saw that his wish should be carried out. 
 His was one of the largest, if not the very largest funeral procession ever 
 witnessed in that city. Citizens of high and low degree, senators, governors, 
 all were present to show their appreciation of the life and their profound 
 sorrow at the death of G. J, Foreacre. 
 
 Fit inscription for his tomb would be : 
 
 " Mark the perfect man and behold the upright ; for the end of that man is peace." 
 
 Conclusion. 
 
 H. M. Hoxie, George Noble, G. J. Foreacre were alike poor boys, in- 
 dustrious youths, good citizens. Christian gentlemen (consistent members 
 respectively of the Episcopal, Presbyterian and Methodist Church). They 
 alike so directed circumstances as to become honored, because most useful 
 to their country in their day and generation. 
 
 Young man, in their lives you have the key of your own success ! 
 
||liiiSpi^5^'''''''''""'' 
 
 "From Hell Gate to Gold Gate 
 And the Sabbath unbroken. 
 A sweep continental 
 
 And the Saxon yet spoken." 
 
 "Whether on the trail of " '49," or on the rail of " '69," or by the tedious 
 voyage around "the Horn," our mother tongue has had much to do iu the 
 occupation of this continent. 
 
 There left Boston, Friday (4:30 p. m.), July 6, 1888, under Mr. Charles 
 A. Brown, of the Chicago, Milwaukee & St. Paul Railway, as nuinager for 
 the New England States, a train consisting of eight Pullmans and a bag- 
 gage car for San Francisco. This train did not travel as fast as the one 
 (centennial year) making the time between New York and San Francisco, 
 3,317 miles, in 83 hours and 23 minutes, three days and a half (3.47) or 
 forty miles an hour, but, stopping at many points of interest, spending whole 
 days in cities, reached San Francisco Tuesday, July 16th (4:30 p. M.), with 
 231 passengers, all delighted with the safety, comfort, and pleasure of the trip. 
 
 r53) 
 
54 
 
 Addenda. 
 
 There were trains from the Lakes, trains from the Guif, trains from the 
 Prairies, trains from all points of the educational compass, until there were 
 gathered and housed within the Golden Gate twenty tJwusand souls. 
 
 Not all of these were teachers — they were all learners, however, and 
 carried home with them lessons of wisdom more precious than the gold of 
 Ophir, more enduring than the riches of " the silver satrap of the Sierras." 
 
 One agency, a great factor in the success of this meeting, was the Palace 
 Car. Travel by night as well as by day, economy of time, made the sleep- 
 ing car a necessity, and the inventive genius of man was not long in solving 
 the question. 
 
 ■A.Z££J£SCOJM. 
 
 Without entering into a discussion — leaving out all controversy — it 
 seems that Mr. Woodruff was the first to conceive and to carry out practically 
 his idea of a sleeping car. It is not denied that both Mr. Wagner and Mr. 
 Pullman profited by Mr. Woodruff"s invention ; and while, doubtless, the 
 very first attempt to furnish the railway traveller a place to sleep was upon 
 the Cumberland Valley Railroad of Pennsylvania, Mr. George M. Pullman 
 early comprehended the real magnitude of the problem, and set about its 
 solution. 
 
 In 186-4 he perfected plans for what was to be a radical change even in 
 sleeping cars. He built at a cost ther. thought to be a fabulous sum for the 
 purpose, $18,000, the "Pioneer." 
 
Addenda. 
 
 55 
 
 This car being wider aud higher than any heretofore in use, required 
 changes on the part of the railroads in their bridges and culverts. This was 
 cheerfully done by the roads ; the travelling public now demanded this sleeper. 
 
 In 1867 the Pullman Car Company was organized. About the same time 
 the Wagner Company came into the field, furnishing sleepers for the 
 Vanderbilt and connecting lines. 
 
 Sleepers by night, luxurious couches, suggested spacious drawing-rooms 
 for day travel, and the Parlor Car is furnished. Aud now Hotel Cars 
 are needed, and the Pullman Company introduced the first, aptly named the 
 "President." This car was put into sex'vice on the Great Western Rail- 
 way of Canada, 1867. 
 
 The Hotel Car was rather cramped. The tables, portable, had to be ar- 
 ranged between the seats; hence the Dining Car " Delmonico" makes its ap- 
 pearance, 1868. 
 
 But to reach this car, passengers — men, women, and children — had to 
 pass through other cars, cross over platforms with more or less inconven- 
 ience aud positive danger. And now another demand. Not only a " cov- 
 ered way," but '■'guards" must be furnished, and a tunnelled train — " vestibu- 
 led " called — is the latest product of Mr. Pullman's fruitful evolutions. 
 
 The first road running these was the Pennsylvania (1886). 
 
 On these trains carrying sleeping cars, a dining car fitted out with a 
 smoking saloon, a library with books, desks, and writing material, a bath- 
 room and a barber shop, an American citizen travels in as princely style as 
 does the crowned head in Europe on his " royal special train," and at figures 
 that should always be pasted in the hats of party politicians, chronic dis- 
 turbers of the peace and quiet of our people. 
 
 COMPARATIVE RAILROAD AND PALACE CAR RATES. 
 
 Countries. 
 
 First 
 Class. 
 
 Second 
 Class. 
 
 Third 
 Class. 
 
 Routes. 
 
 Distance 
 in Miles. 
 
 Berth 
 Fare. 
 
 United Kingdom 
 France 
 
 Cents. 
 4.42 
 3.86 
 3.10 
 2.18 
 
 Cents. 
 3.20 
 2.88 
 2.32 
 
 * 
 
 Cents. 
 1.94 
 2.08 
 1.54 
 
 Paris to Rome 
 
 901 
 
 912 
 
 1,374 
 
 1,330 
 
 $12 75 
 5 00 
 
 New York to Chicago.... 
 Calais to Brindisi ... 
 
 Oerniany 
 
 22 25 
 
 United State? 
 
 Boston to St. Louis 
 
 6 50 
 
 
 ' 
 
 
 *The first-class passengers constitute about 99 per cent of tLie travel in this country. 
 
56 Addenda. 
 
 The policy inaugurated under the following action doubtless had much 
 to do in the increased and increasing success of the association : 
 
 "Under the head of resolutions, the following was oflerod by Professor Alexander 
 Hogg, of Texas, and unanimously adopted: 
 
 "In order to effect a better and more uniform system of special rates upon the 
 various railroads and other methods of conveyance, to secure, so far as possible, some 
 definite concert of action upon the part of the authorities of the various lines of trans- 
 portation for the next annual meeting of the association, therefore, be it 
 
 "Resolved, By this association, that a committee of seven be appointed by the 
 president, to be known and styled as "The Department of Transportation." 
 
 " Resolved, That one of them by appointment shall be the president of the depart- 
 ment, and that the remaining six shall act as chairmen of the six districts to be here- 
 after determined, and they shall have power to appoint an assistant or assistants to aid 
 them in properly organizing and perfecting this department. 
 
 "The author in presenting the resolutions said: That heretofore there had been 
 no proper understanding upon this subject of transportation, which was one of the 
 most important as well as the most vital business points of the association, and that 
 this failure grew out of the neglect on the part of the association to properly present 
 the claims of the members, coming as they do from all parts and quarters of the 
 United States, to what is known as special or excursion rates ; that it was true at first 
 sight there seemed to be insurmountable difficulties in the way, but that it was not so 
 at all; that the great carrying community was deeply interested in this educational 
 work, and that if properlj" acquainted with its objects, that a system could be per- 
 fected; that instead of hundreds of teachers there would be thousands in attendance 
 on these gatherings; that the liberality of these corporations was greatly misunder- 
 stood; that as a general rule — if there was merit, if there was any good reason 
 why they should grant special rates — they had never failed to do it. He hoped that 
 the plan proposed would meet with the cordial indorsement of the association ; and 
 that the great carrying interests of our country would be invited to show their appre- 
 ciation of and their interest in the education of the common country as represented 
 by this. The National Educational Association." — Proceedings of Natioiial Educational 
 Association, Louisville, 1877. 
 
 The " insurmountable difficulties in the way" were studied just like any 
 other problem, and while the vexy best arrangements were not secured " for 
 the next annual meeting," nor at the next, still the transportation has been 
 the main question in selecting the place of meeting, till now, through the com- 
 binations — traffic associations — not only is one fare granted for the round 
 trip, with side excursions, some for less than a fare, but the railroads have 
 
Addenda. 57 
 
 become the financial agents, the collectors of the association (all tickets hav- 
 ing a coupon for the "plus two dollars" membership fee). 
 
 This arrangement made the Madison meeting the first great meeting, 
 reaching the "thousands," and San Francisco the greatest up to date. 
 
 The railroads have shown their interest in the education of our common 
 country in this, the finest and largest collection of "systems" and " meth. 
 ods," in bringing together the leading and controlling spirits of the three 
 hundred thousand men and women engaged in the responsible training of 
 the twenty millions of children for the highest duties known to the American 
 citizen, the casting of an intelligent ballot. 
 
 Again, as late as 1850 there was not a mile of railroad west of the Missis- 
 sippi. The " centennial year " train could not have made the trip " 3. 47 days " 
 before 1869 — neither could the great National Association have collected its 
 teachers — nor could the thousands, millions, who now ti'averse the continent 
 without comprehending the time and the distance, have done so, but for the 
 undertakings — the accomplishments of the projectors and builders of the 
 Pacific Railways. Commercial interests had time and again suggested these 
 great enterprises, and men theii called ' ' visionary " for the lack of the 
 later coinage, "crank," had sent out reconnoitering parties — who made 
 preliminary surveys ; but the necessity for so stupendous a work was not 
 brough't home to the nation until the Southern States attempted to secede — 
 to divide this Union by a geographical, an imaginary line east and west. 
 This action forced the Government to lend its aid in constructing a real line — 
 two lines of steel rail from the Missouri to the Pacific — thus uniting by Art 
 what long since had been decreed by Nature — the perpetuity of this Republic. 
 
 A faithful description of the work is beyond the scope and purpose of 
 this humble contribution. 
 
 To determine the location alone of a route for the Union Pacific, 15,000 
 miles of instrumental and preliminary lines were run ; 25,000 miles of re- 
 connoisances were travelled. The engineers of the Central Pacific had to do 
 the same thing, and in the face of the same difficulties, both parties in sight 
 of the native tribes, less hospitable than the deserts and mountains. 
 
 But the preliminaries completed, the work of construction begins, and 
 for five years, under the leadership of Gen. G. M. Dodge and Charles 
 Crocker respectively, armies of men, roll-calls of thousands, Teuton, Celt, 
 
58 
 
 Addenda. 
 
 and Celestial (the latter the most willing worker), with snovels and pick 
 axes, the implements of peace and progress, are marching west and east 
 over boundless plains, through waterless deserts, and up the rugged moun- 
 tain with its whelming snow-drifts. 
 
 But these giants, instead of piling Pelion upon Ossa so as to scale 
 Olympus, by a system of loops and tunnels made step-ladders of the lesser 
 
 peaks, not to ascend to heaven, but 
 to place among the heavens a smooth 
 path, "a plain way" for all tongues 
 and all nations, and that. too. for all 
 coming centuries. 
 
 A loop is a happy device of engi- 
 neering to go through a mountain by 
 going around it — a tunnel, to go over a 
 mountain by going through it. 
 
 '' The end draweth nigh," and vic- 
 tory complete over nature's barriers is 
 proclaimed upon the morning of the 
 9th of May, 1869, when near the head 
 of the great Salt Lake they lay down 
 the last tie of polished laurel bound 
 with silver bands. Nevada sends a 
 silver spike, California sends two of 
 gold, while Arizona, more practical 
 than either, sends three — one of silver, 
 one of gold, and one of iron. 
 
 "The silver sledge gleams in the 
 air, and the blow that follows is heard 
 farther than any other I, low ever struck by mortal man, and all over the 
 continent the ringing of bells and booming of cannon simultaneously an- 
 nounce the tidings of the feat."* Instinctively the locomotives salute each 
 other, touch pilots, and with a hearty hurrah — a shrill whistle — add their con- 
 gratulations upon the consummation of this union, this wedlock of the oceans. 
 
 *The last spike and the hammer that drives it are in electric communication with 
 nearly all the fire alarms in the country. 
 
Addenda. 
 
 59 
 
 The costs of these two enterprises respectively, the Union Pacific about 
 $39,000,000, and the Central Pacific about $140,000,000, but in the two 
 years, 1872 and 1873, there were saved to the Government alone in the 
 transportation of postal and war materials, 83,789,788, or over twenty per 
 cent upon first cost. 
 
 The builders of this highway, elated by continued success, flushed with 
 recent victory, soon again are found approaching each other from " the 
 West" and " the East," and the Southern Pacific and the Texas Pacific, 
 under respectively the same leaders, with the same associates, meet a second 
 time, 1882, at Sierra Blaxca, and another transcontinental railway is 
 furnished "on or near the 32° parallel of latitude." 
 
 Upon the Southern Pacific 
 the engineering and building, 
 too, if possible, were even 
 more difiicult than upon 
 either the Union or Central 
 Pacific. The cut of the Te- 
 hachapi Love Knot is here 
 inserted for those teachers 
 who are still in the Kinder- 
 gaHen. It is a fine object lesson. 
 A description as given by a 
 great teacher is added : 
 
 " Now we look down upon four tracks we have come, and now we look 
 up upon three tracks we are going, that are forever crossing themselves like 
 a confused witness." . . . "The double-stranded thread on which these 
 heights are strung, called the Loop, is three thousand seven hundred and 
 ninety-five feet long, a great double-bow knot of steel." 
 
 New Roads. — In our country railroad building (1888) has not kept 
 pace with previous years; not so much as in 1887, but is even more active in 
 foreign countries. 
 
 It is announced that "The Tientsin Railway, the first practical rail- 
 way in China, which was formally opened in October, 1888, is eighty-ope 
 miles long. This road extends from Tientsin to Tonsham." 
 
 It is but fair to believe that this railway work is the dawn of a new 
 
60 Addenda. 
 
 civilization within the heretofore closed walls of this mighty empire. The 
 returning Celestial may have had something to do with it. 
 
 South America perhaps, in Peru and Bolivia, is prosecuting the most 
 stupendous railway enterprises of this era. 
 
 It is gratifying to note that the suggestion found on page 19 of this ad- 
 dress is now fulfilling ; roads are building, up into Alaska, and from the 
 west through Siberia, the object is said to be a connection by steamer cross- 
 ing Behring's Strait, shortening the passage to the East by traveling west. 
 
 Railroading Above the Arctic Circle. — "An important engineer- 
 ing enterprise, now in progress, is a railroad to the Arctic Circle. The 
 Swedish and Norwegian railroad now building from Lulea, on the Gulf of 
 Bothnia, to Luffoden, on the North Sea, is partly situated within the Arctic 
 Circle, and is some 1,200 miles farther north than any railroad in Canada." 
 
 Since the railroad is the only invading army that never breaks its line of 
 communication, never "changes its base," why not attempt, not to reach the 
 North Pole, but the "open polar sea," by building a railway to it. Such 
 "an expedition" not able to go forward, could at least retreat. 
 
 Safety Appliances. — Great progress has been made in the past two 
 years in safety appliances. The deadly coal stove has been superseded — 
 not on all trains, but a beginning ; a successful test has been made of steam 
 heating. The first road to adopt steam heat was the Elevated, in New 
 York ; the next, the Boston & Albany. 
 
 An official of the latter gives the following : " We equipped two trains 
 in the fall of 1886, and ran them through that winter. In the spring of 
 1887 the contract was made with the Martin Steam Heating Company to 
 equiji all our trains as fast as possible. In the fall of 1887 our New York 
 train was equipped with steam heat, and now most of our passenger trains 
 are so equipped." 
 
 The same official adds : ' ' The electric light for trains was first tried by 
 the Pennsylvania Railroad in 1884 on a few drawing-room cars only. The 
 first entire train to be lighted by electricity in America (and as far as known 
 in the Avorld) ran from Boston to New York, over the Boston & Albany 
 (Springfield Line), March 30, 1887. This train has been running continu- 
 ously since." 
 
 This light bids fair to become universal. 
 
Addenda. 61 
 
 In this advance heat and light have travelled together, the result of 
 their merciful mission, has been greater security to the life and comfort of 
 the passengers. Meantime, the safety of the exposed and too-long-neglected 
 train hand has received the consideration due him, and the following is 
 quoted in evidence that legislatures are looking into this matter: "The 
 bill compelling all roads operating in the State of New York to equip their 
 freight cars with automatic couplers has become a law. Until November 1, 
 1890, is given the roads to comply with the provisions of the law. The 
 penalty for non-compliance is $500 for each offense." 
 
 When we consider the great army of brakemen exposed to heat and 
 cold, to sunshine and storm (on the cars, between the cars, under the 
 cars), and the number of these faithful fellows daily maimed or killed 
 outright, the universal adoption of the automatic coupler must be hailed 
 as the most advanced advance in railway safety appliances. 
 
 Sunday Trains. — This is perhaps the most difficult problem, being both 
 a religious and an economic question at the same time, that the managers of 
 the roads have to confront. It is not true that the managers are responsible 
 for Sunday trains. They would prefer no sound of whistle or engine-bell 
 be heard on their lines on the Sabbath. It is true that the patrons, the trav- 
 ellers, the shippers, are responsible. Says a late writer: 
 
 " Competition is perhaps more severe between railroad companies than between 
 any other class of business or carriers in the world. The merchant in Chicago, who 
 desires to ship to Liverpool one hundred car loads of grain, knowing that his steamer 
 sails from Boston on a certain day, and the choice of route rests between two roads, 
 one of which runs trains on Sunday and the other does not, would not hesitate long in 
 giving the business to the road running the Sunday trains. The Detroit merchant, go- 
 ing to his store this morning, finding some article of merchandise called for by his cus- 
 tomers which he can not obtam in the city, telegraphs to New York or Boston, for 
 example, therefor. It is shipped by what road ? By the road bringing it in the least 
 time for the least money. Of two roads, one running Sunday trains and the other not, 
 which will probably get the business?" 
 
 Again : In California you receive a dispatch calling you to the bedside 
 of some dear one in Boston, or any city east of the Mississippi, would you 
 purchase a ticket by the road that lays over on Sunday in Ogden or Omaha? 
 
 Efforts are now making on several of the trunk lines to withdraw as 
 many trains as possible from their roads on Sunday. This can be done in 
 
Q2 Addenda. 
 
 many cases without detriment to shippers, and will be done in all cases when 
 all merchants will openly say: " We will not patronize nor have any thing to 
 do with the railroad that runs Sunday trains." This change must come 
 through public opinion — through press and pulpit. The transcontinental 
 trains between the Atlantic and the Pacific in the prompt delivery of the mails 
 —in the interests of the public — ought, perhaps, to run ; and within the States 
 trains laden with perishable freight, or suffering live stock, should be allowed 
 to reach destination without detention, with all dispatch. 
 
 Whatever may be the solution to this problem fraught with so many 
 difficulties, surrounded by so many conflicting interests, it is safe to say that 
 the railroad managers will cheerfully do their part in bringing about a speedy 
 and a just settleinent of the question. 
 
 Gifts to Schools. — Mr. W. H. Vanderbilt left in his will, additional 
 to his former gifts, 8200,000 to be added to the general endowment of the 
 Vanderbilt University. Cornelius, the grandson, desiring to fit the Uni- 
 versity to educate the whole man, liberal provisions having already been 
 made for the departments of Letters and Theology, gave (1888) $20,000 
 for building and equipping "Mechanical Hall," the second building of the 
 Engineering Department, and $10,000 for additions to the University 
 library. Thus father, son, and grandson have contributed, and to this one 
 institution, $1,480,000. 
 
 The Death of Mr. Charles Crocker. — The National Educational 
 Association, the success of which was so largely due to the management of 
 the Southern Pacific Railway, had just adjourned. Many of the members 
 were still enjoying the hospitalities of new-made friends on the coast, or at 
 the numerous pleasure resorts in the mountains, when it was announced that 
 "at the Hotel del Monte, Mr. Charles Croclier died, 14th August, 1888, 
 aged 65 years and 11 mouths." 
 
 The resolutions passed by the Board of Directors of the Southern Pacific 
 Company, of which he was Second Vice-President, set forth : 
 
 First : The irreparable loss the company has sustained. 
 
 Second: The great work accomplished by him as director in the construction of 
 thousands of miles of railroads, thereby rendering millions of acres of land valuable. 
 
 Third: His personal characteristics, determination, directness, frankness, fairness; 
 that the most exacting integrity and strictest honesty were interwoven in every muscle 
 
Addenda. 63 
 
 and fiber of his being; that his uprightness of character and sincerity of purpose 
 commanded the admiration and respect of those who knew him best, and were a con- 
 stant inspiration to the officers and employes who were sut ect tc his direction. 
 
 Fourth: That for his abilities and achievements they hrve the highest respect and 
 admiration ; for his high character and broad humanity they hold his memory in great 
 aflfection, and that even in this day oi sorrow they are truly thankful that they have 
 enjoyed the benefit of his personal friendship and experience in all their official relations 
 
 His charities, as gathered from press and persons near him : 
 
 Some eleven years ago Mr. Crocker purchased The Ward Natural History and 
 Geological Collection for $50,000, presenting the same to The California Academy of 
 Science. To the same institution he gave $20,000 as a fund, the interest of which 
 should be spent in giving employment to such persons as in their devotion to scien- 
 tific pursuits have become incapacitated for active life. 
 
 This fund is known as "The Crocker Scientific Investigation Fund." In 1885 he 
 presented to the Boys' and Girls' Aid Society $33,000 as a fund, independent of an 
 annual sum, for its support. The same year he rebuilt the dome of the Golden Gate 
 Park, destroyed by fire, 1882. The specific amount contributed to this could not be 
 ascertained, Mr. Crocker under his own personal supervision furnishing the material, 
 the architect, and workmen. 
 
 His private beneficence was even greater. In addition to a large list of old 
 friends, to whom he gave regularly, he furnished his wife, monthly, $5,000, to be 
 distributed by her in charities of her own selection. It was his custom to send checks 
 every Christmas to all the Homes and Orphan Asylums, the only condition enjoined 
 was that no publicity should be given as to the donor. "When, in October, 1885, 
 the establishment of H. S. Crocker & Co., stationers, was totally destroyed, in which, 
 while the largest sufferer, he did not stop to inquire the extent of his loss, but tele- 
 graphed from New York $5,000 as a gift to the families of the two brave firemen 
 who had perished at the fire. 
 
 While always affable and pleasant, Mr. Crocker sometimes became facetious, and 
 in the goodness of his heart often gave when he doubted the propriety of the act. It 
 is related by one present, that on one occasion two ladies seeking an audience with 
 him were detained in the waiting-room, and on its becoming known to him, he said: 
 "Show them in immediately; it does not do to keep ladies waiting." They had 
 come in the interest of the "Old Ladies' Home." Mr. Crocker smilingly asked how 
 much he was to give. " Oh, anything you please; we will be perfectly content with 
 any sum." Whereupon he responded: "Another cool robbery," and, drawing his 
 chock-book, he wrote and handed them an order for $2,500. 
 
 In 1887, when it became known that the Sacramento Orphan Asylum needed 
 money, he sent his check of $1,000; and the very last act of his business Ivfe was to 
 sign a check of $250 for the Free Kindergarten School of Sacramento. 
 
64 Addenda. 
 
 A very fitting close of his benevolent career. Sacramento was the home 
 of his early activities : it Avas here that the four life-long associates, Hunt- 
 ington, Hopkins, Stanford, and Crocker projected and matured the plans 
 for constructing, and from which as a basis of supplies was built, the Central 
 Pacific Railway. 
 
 As if preparing the State for a happier race and greater destiny, he 
 and his associates levelled or tunnelled mountain chains, penetrated the 
 forests, turned the channels of rivers, checked the ocean's inroads, changed 
 the whole face of this Western Empire, until now is fully realized the 
 poet's dream : 
 
 " Beneath the rocky peak that hides 
 In clouds its snow-flecked crest, 
 Within these crimson crags abides 
 An Orient in the West." 
 
 I 
 
 ifriiwfjr 
 
THE INCEPTION AND HISTORY OF STRIKES. 
 
 Since : 
 
 "... Man's first disobedience and the fruit 
 Of that forbidden tree, whose mortal taste 
 Brought death into the world, and all our woe, 
 
 With loss of Eden, " 
 
 Men have been discontented. 
 
 The giants in their wars against the gods, in their daring attempts tu 
 scale the heavens, "the piling of Ossa upon Pelion," and "the rolling 
 upon Ossa the leafy Olympus," as narrated by both Virgil and Homer, though 
 mythical and mystical too, are nevertheless convincing evidence of this 
 same discontent. 
 
 Again : 
 
 "And w^hen thej' had received it (their wages) they murmured against the good 
 man of the house. . . . But he answered one of them and said: 'Friend, I do 
 thee no w-rong: Didst thou not agree with me for a penny? ... Is it not law- 
 ful for me to do what I will with mine own?' " 
 
 Oh, yes, but we are not satisfied. We thought it all right then, but 
 we have been told it was not — that we should have received more. 
 
 Dissatisfaction, strikes, disaffection, and boycotts are nothing new in 
 the world, whether among the flute-players mentioned by Livy two thousand 
 two hundred and four years ago, or among the bread-bakers in the city of 
 Magnesia in Asia Minor, when that town was included in the "Empire of 
 the East." 
 
 With the increase of capital and the introduction of labor-saving 
 machines strikes have become more frequent on this continent. The first 
 strike in this country occurred in New York City in 1803, when a number 
 of sailors struck for an advance of wages. In 1806 the tailors established 
 the first organization in the United States in the present form of trades- 
 union. The hatters organized in 1819 a union of their craft. 
 
66 The Inception and History of Strikes. 
 
 The workingmen's party, 1828, appeared as a local political party in 
 New York, Boston, Philadelphia, and other cities. 
 
 1829, at the State election in New York, a workingmen's ticket was put 
 into the field, and one candidate was elected to the legislature, Ebenezer 
 Ford. 
 
 The first local union of printers was formed, 1831, and this same year 
 the New England association of printers, mechanics, and workingmen was 
 formed. 
 
 Passing over many organizations and unions, and even strikes with 
 varying results, we come down to 1850-60, a period full of labor agitation. 
 National and international trades-unions were organized, granting charters 
 to local bodies and organizing new branches from Maine to California. 
 
 1861-65, during the war, the eight-hour movement obtained a great 
 impetus. 1866, an eight-hour bill for the benefit of Government employees 
 was introduced into Congress, and finally became a law in 1868. 
 
 The Knights of Labor were organized in Philadelphia, 1869. Since 
 this time to the present there has been a continuous growth in the num- 
 ber of trades-unions and an increase in their membership, attended by 
 "strikes," "lockouts," and "settlements," sometimes by arbitration, 
 usually otherwise, the trend, however, being toward political party organiza- 
 tion. 
 
 1884, Congress created a National Bureau of Labor. 
 
 The American Federation of Labor, a national organization with con- 
 stitution, was formed, 1886. This body and the order of Knights of Labor 
 of America have been the two principal national labor organizations of 
 the United States up to date. 
 
 The American Railway Union, a still later organization, an effort to 
 draw from all the other railroad associations, thus to concentrate, crystal- 
 lize, and solidify all the interests of all railroad employees, to amass, as it 
 ■were, an army trained to obey the mandates of their leader, sprang into 
 being June 20, 1893, and that too in Chicago. Just a little over a year 
 ago, pretty youthful, not quite a year old, when they declared the strike 
 upon the Pullman Company.^ 
 
 *This paper was written late in 1894. 
 
TJie Inception and History of Strikes. 67 
 
 Cne weak point of this organization, and seems not taken into considera- 
 tiovi by its leader, was that it could only bring into its union portions of 
 oth*; r orders. 
 
 Uome of the Knights of Labor joined, some of the American Federa- 
 tion, and some of all the various orders, but these could not control their 
 own. The part belonging to the American Railway Union would strike, 
 but by far the larger part would not strike, and the same was found true of 
 other organizations. All of these leagues, unions, or associations are secret, 
 and their main object is to give to their members an advantage over all 
 other citizens, and therefore when they come to deal with the actual of 
 social and political rights they ignore the rights of all others. 
 
 Personal liberty is the corner-stone of our Government, and without it 
 " Our Free Rej)ublic " is a failure. No one has ever maintained or asserted 
 that one person, one citizen, or one " Sovereign," if you choose, has not the 
 right to -quit work, but his right stops there ; it does not go so far as to 
 say that another shall not. And here is where the strike is radically wrong, 
 at variance with the spirit and constitution of free government. 
 
 Our Government is "of the people, for the people, and by the people ;" 
 it is not " of the unions," nor for the "federations," nor by " the associa- 
 tions," and can never be. 
 
 So much for the theory. Let us see what the practical teachings are. 
 
 The most desperate and extensive strike occurring in this country up 
 to date was that of 1877. 
 
 This was participated in and originated mainly by the employees of the 
 following railroads and their western connections : The Baltimore & Ohio, 
 the Pennsylvania, the Erie, and the New York Central. 
 
 One hundred thousand employees and other persons are estimated to 
 have taken part in this movement. At a preconcerted time, junction sta- 
 tions and other main points were seized. All freight traffic was suspended, 
 passenger and mail service greatly impeded 
 
 Baltimore and Pittsburgh were each tUe scene of a bloody riot. The 
 presence of the militia seemed but to exasperate the rioting parties. At 
 Pittsburgh, particularly, where the mob was most immense and furious, the 
 militia were overcome and besieged in a round-house. An attempt was 
 
68 ITie Inception and History of Strikes. 
 
 made to burn this with all its incumbents by lighting oil-cars and pushing 
 them against it. Without harm, however, the soldiers escaped across the 
 river. Fortunately, and at the request of the several governors. President 
 Hayes dispatched troops to Pennsylvania, Maryland, and West Virginia. 
 
 Faced by these forces the rioters in every instance gave way without 
 bloodshed. Meantime the torch had been applied with wonderful destruc- 
 tion ; machine shops, warehouses, and two thousand freight cars were pil- 
 laged or burned ; men, women, and children fell to thieving, carrying off 
 all sorts of goods, parasols, coffee-mills, sewing-machines, gas stoves, whips, 
 and kid ball-shoes. It is said sewing-machines sold on the streets from ten 
 cents to one dollar apiece. 
 
 The results : The destruction of property is estimated at ten millions of 
 dollars. The Pennsylvania Railroad alone shared in this to the amount of 
 five millions. No estimate is given of the loss to employees deprived of 
 work ; and, worst of all, some of these, with many others, lost their lives. 
 For, in these disturbances, lasting from the 14th to the 27th of July, four- 
 teen short days, nineteen persons were killed in Chicago, nine at Baltimore, 
 and thirteen at Reading. 
 
 It is safe to say that three times as many were wounded as killed. 
 
 By the end of the month all or nearly all of the old employees had 
 returned to work, and that at the old schedule. 
 
 Right was maintained, law was vindicated, the supremacy of the Govern- 
 ment was acknowledged, and the strike of 1877 was chronicled a failure. 
 
 For "the Great Southwestern Strike, 1886," see page 37. 
 
 From another phase: Take the Homestead troubles. "It was shown 
 upon investigation that the lowest grade of workmen was receiving $660 per 
 year ; and the next higher grade of the lowest three hundred was receiving 
 $3,062 per year. The wages paid the remaining workmen was still higher, 
 the highest amounting to 88,400 per year. They were earning from $5 to 
 $25 per day, and many a man unable to write his name made his mark for 
 one hundred dollars per week wages, owned his own home, had a good bank 
 deposit, and kept his own horse and carriage. Compare this with the 
 salaries of the judges, of college presidents, professors, lawyers, or clergy- 
 men." 
 
The Inception and Hidory of Stnkes. 69 
 
 This same authority adds : "They are the best paid mechanics in this 
 or any other nation." I add still another paragraph from the same : "Now 
 it was proposed by the company regulating their scale by the condition of 
 the market, temporarily to reduce the wages of the lowest three hundred 
 and twenty-five, So^ per cent. 
 
 "This was the occasion, but not the cause of the strike. These men 
 struck, claiming that they had been wronged, and the I'emaining thousands 
 having no grievance struck from sympathy and to aid in forcing the com- 
 pany to retract. They armed themselves, and forming in the character of a 
 mob waged war even unto death upon the private force employed by the 
 company to protect their property, and upon non-union men who were 
 jiuxious to take their places at the reduced wages." 
 
 The same authority adds: "Now, what have been the results of this 
 >-trike to the company, to the State, and to the strikers themselves ; and what 
 view shall we take of the whole subject with this object lesson before us? 
 The company has suffered the loss of $4,000,000 ; the State, a loss of $500,- 
 000 in taxes to pay a Standing Army for months to protect the property 
 and rights of the corporations and the rights of the non-union men whom 
 they had employed ; and the strikers, some ten thousand in all', have lost two 
 Fifiillion dollars in wageg alone, and many of them have lost lucrative posi- 
 tions in the rolling-mills which they voluntarily left, and the end is not yet. 
 
 "Scores of them are in prison awaiting trial for murder and treason, 
 relief funds will now stop as the strike has ended, and great suffering will 
 result to many." 
 
 Other organized efforts of laborers to maintain their rights and avenge 
 their real or fancied wrongs are animated by the same spirit, and must result 
 in similar consequences in a greater or less degree. The fact is their 
 methods are wrong in principle and ruinous in practice. 
 
 Let us see how our interpretation is borne out by the interpretation of 
 the law. Judge Paxson said in this case : 
 
 " When the company shut down its works and discharged its men it was acting 
 strictly in the lines of law ; it could not compel the men to work, nor could the men 
 compel the company to employ them; no arrangements could be made in such regar'' 
 except in the nature of a contract agreed upon by the parties. 
 
70 The Inception and History of Strikes. 
 
 " Upon these subjects the rights are mutual. The company had the undoubted 
 right to protect its property ; for this purpose it could lawfully employ as many men 
 as it saw proper, and arm them if necessary. Many of our banks and places of busi- 
 ness are guarded by armed watchmen. The law did not require it to employ a watch- 
 man from whom it anticipated the destruction of its works. The right of the men 
 was to refuse to work unless their terms were acceded to, and persuade others to join 
 them in such refusal, but the law will sustain them no further. 
 
 " The moment they attempt to control the works and to prevent by violence or 
 threats of violence other laborers from going to work, then they place themselves 
 outside the pale of the law. 
 
 "If w'e were to concede the doctrine that the employee may dictate to the em- 
 ployer the terms of employment; and upon the refusal of the latter to accede to them 
 to take possession of his property and drive others away who were willing to work, 
 we would have anarchy. No business could be constructed upon such a basis, and 
 that doctrine when once countenanced would be extended to every industry." 
 
 The Pullman Strike, or rather boycott, brought about by the American 
 Railway Union, when divested of all sentiment, when reduced to the facts, 
 was first a demand upon the part of the employees to a return to wages of 
 the first half of 1893. 
 
 This not being acceded to by the Pullman management, the American 
 Railway Union took up the cause and declared a strike against the Pull- 
 man Company, and all railroads using Pullman cars. Or, to come still 
 nearer the truth of the matter, this was a movement to coerce the Pullman 
 Company to pay more for the manufacturing of their goods than they 
 would sell for in the market — or a step further, viz., to say to the Pullman 
 Company, we will regulate your business, we will say what you shall pay us, 
 we demand that you shall employ us and at our prices — and this with the 
 yet still further proviso, and you shall employ no others. 
 
 The action of the American Railway Union was called "sympathetic." 
 Did the people using this word, not newly coined, but newly used in this 
 connection, ever think of the meaning, or at least, how little the word 
 really meant ? It seems not. 
 
 Sympathy (auv-\-7zar%iv) , a fellow feeling subjectively. Who ever heard 
 of a strike being a subjective position? Was the strike upon the Pullman 
 Company and the various railroads using the cars of Pullman a subjective 
 or "fellow feeling" only — was there not bloodshed? Was there not de- 
 
The Inception and History of Strikes. 71 
 
 struction of property by the millions'? Were not the lives of peaceful 
 citizens in jeopardy every hour from violence on the one hand and starva- 
 tion on the other? And yet these leaders talk about peaceable, "sympa- 
 thetic strikes." And for what ? In order to compel the management of 
 the corporations, if you please, to turn their property over to them. 
 
 One can readily imagine the young president of the American Railway 
 Union, elated with past successes and flushed with bis present prestige, 
 assuming the role of Spartacus : ' ' Ye call me chief ; and you do well to call 
 him chief, who for twelve long years has met upon the arena every shape 
 of man and beast the broad empire of Rome could furnish, and who never 
 yet lowered his arm. If there be one among you who can say, that ever 
 in public fight or private broil, my actions did belie my tongue, let him stand 
 forth and say it. If there be three in all your company dare face me on 
 the bloody sands, let them come on. And yet I was not always thus, a 
 hired butcher, a savage chief of still more savage men. My ancestors came 
 from old Sparta and settled among the vine-clad rocks and citron groves of 
 Syrasella. My early life ran quiet as the brooks by which I sported ; and 
 when at noon I gathered the sheep beneath the shade and played upon the 
 shepherd's flute, there was a friend, the son of a neighbor, to join me in the 
 pastime. One evening, after the sheep were all folded, and we were all 
 seated beneath the myrtle which shaded our cottage, my grandsire, an old 
 man, was telling of Marathon and Leuctra, and how in ancient times a 
 little band of Spartans in a defile of the mountains had withstood a whole 
 army. I did not then know what war was ; my cheeks burned, and I knew 
 not why, and I clasped the knees of that venerable man until my mother, 
 parting the hair from ofi" my forehead, kissed my throbbing temples and 
 bade me go to rest, and think no more of those old tales and savage wars. 
 But to-day I killed a man in the arena ; and when I broke his helmet clasps, 
 behold, he was my friend (an 'innocent passer-by'). I begged that I 
 might bear away the body to burn it upon a funeral pile and mourn over 
 its loss. The praetor drew back, as I was pollution, and sternly said : ' Let 
 the carrion rot ! There are no noble men but Romans ! ' And so, fellow 
 gladiators (fellow strikers), must you and so must I die like dogs! If ye 
 are beasts, then stand here like fat oxen waiting for the butcher's knife. If 
 
72 The Inception and History of Strikes. 
 
 ye are men, follow nie. O, comrades ! warriors ! Thracians ! (' sympa- 
 thizers!') If we must fight, let us fight for ourselves! If we must 
 slaughter, let us slaughter our oppressors ('employers'). If we must die, 
 let it be uuder the clear sky, by the bright waters (of Lake Michigan) in a 
 noble, honorable battle (a 'sympathetic strike')." 
 
 The conclusion of the Pullman strike can be best gathered from the 
 following quotations : 
 
 "Resolved, That the Senate endorses tlie prompt and vigorous measures adopted 
 by the President of the United States and the members of his administration to re- 
 pulse and repress by military force the interference of lawless men with the due 
 process of the laws of the United States, and with the commerce among the States. 
 It is within the plain constitutional authority of the Congress of the United States ' to 
 regulate commerce with foreign nations and among the several States and with the 
 Indian tribes,' 'to establish post-offices and post-roads,' and to ordain and to establish 
 inferior courts; and the judicial power extends to all cases in law and equity arising 
 under the Constitution and laws of the United States. It is the duty of the President, 
 under the Constitution, to 'take care that the laws be faithfully executed,' and to this 
 end it is provided that he shall be ' Commander-in-chief of the army and navy of the 
 United States, and of all the militia of the several States, when called into the actual 
 service of the United States. ' 
 
 " It is treason against the United States for a citizen to levy war against them, or 
 to adhere to their enemies, giving them aid and comfort. 
 
 "Those who combine to use force, to assail, or resist the constituted authorities of 
 the United States, civil or military, should be warned of the magnitude of their 
 offense, and those who earn honest bread by honest toil can do nothing more detri- 
 mental to their interest than to show them any sort of maintenance in their lawless 
 course. 
 
 "The action of the President and his administration has the full sympathy and 
 support of the law-abiding masses of people of the United States, and he will be sup- 
 ported by all departments of the Government and by the power and resource- of the 
 entire nation." 
 
 (Passed July 11, 1894.) 
 
 "Ann Arbok, Mich., July 15, 1894. 
 " President Grovbr Cleveland, 
 
 "Honored Sir: Now that the great strike in which your official intervention 
 became so necessarj' has been clearly shown to be a failure, 1 beg to be allowed +o 
 express my unqual'^'.ed satisfaction with every step you have taken in vindication of 
 
The Inception and Hidory of Strikes. 73 
 
 the national authority, and with the restoration of law and order, which has followed 
 or is now in progress. 
 
 " The caution and deliberation with which you have proceeded are, I think, worthy, 
 like the accompanying firmness, of highest praise, and I am specially gratified that a 
 great and valuable lesson in constitutional construction has been settled for all time 
 with remarkably little bloodshed. 
 
 " You and the Attorney-General also have won the gratitude of the country, not 
 for this generation only, but for all time, and that God may bless you for it is the sin- 
 cere prayer of Your obedient servant, Thomas M. Coolet." 
 
 "Resolved, That the House of Kepresentatives endorses the prompt and vigorous 
 efforts of the President and his administration to suppress lawlessness, restore order, 
 and prevent improper interference with the enforcement of the laws of the [Jnited 
 States, and with the transportation of the mails of the United States, and with inter- 
 state commerce ; and pledges the President hearty support, and deems that the success 
 which has already attended his efforts is cause for public and general congratulation." 
 
 (Passed July 16, 1894.) 
 
 A great deal, of course, has been said, about Mr. Pullman — the pluto- 
 crat, and other hard names and epithets have been, without price or stint, 
 heaped upon him — " sympathetically," doubtless (?). 
 
 The writer a few years ago visited Pullman to see for himself what had 
 been done there. He found a veritable magic city ; an ideal wrought into 
 a reality ; a happy home, made so by the genius and forethought and busi- 
 ness capacity of its founder. On January 1, 1881, the population con- 
 sisted of four souls; that the last census shows a population of 11,000 
 inhabitants, that of these, that year, 1,235 were in the schools, about the 
 usual proportion, and for instruction of these twenty-one teachers were fur- 
 nished. 
 
 Next to the schools come the churches. Pullman has ten different 
 church societies and a number of handsome church edifices. These are for 
 the spiritually or religiously inclined. 
 
 For those who enjoy the opera, the stage, the song, and the dance, the 
 Arcadia Theater, a commodious structure, furnished w'th all the modern 
 improvements, is found. 
 
 For those still who are fonder of books than either church or theater, or 
 in addition to both of these, there is the Pullman Library, containing over 
 
74 'fhe Inception and History of Strikes. 
 
 8,000 volumes, together with a subscription list of over seventy papers 
 and journals. This is the personal gift of Mr. Pullman. 
 
 A good deal has been said about the " exorbitant rents." What are the 
 facts? The rents of the houses range from five to fifty dollars per month, 
 the average being fourteen dollars a month. Compare these with Chi- 
 cago — with any other city. But, if Mr. Pullman is to be believed, and 
 what he has said is quoted : 
 
 "Ono of these charges is that rents are exorbitant, and it is implied that the 
 Pullman employees have no choice but to submit. The answer is simple: the average 
 rental of tenements at Pullman is at the rate of three dollars a room, per month, and 
 the renting of houses at Pullman has no relation to the work in the shops. Employees 
 may own or rent their homes outside of town, and the building and business places in 
 the t(?wn are rented to employees or to others in competition with neighboring 
 properties." 
 
 The " neighboring properties" are Kensington and Roseland. 
 
 Bank and Bank Deposits. — These show unmistakably the status of a 
 
 people. 
 
 Pullman Loan and Savings Bank. 
 
 (Organized May 7, 1883.) 
 Statement, at Close of Business, December 31, 1892. 
 
 Resources — (not itemized to save space) $1,148,830 73 
 
 Liabilities — 
 
 Capital $100,000 00 
 
 Surplus, 70,000 00 
 
 Profits and Loans, 21,136 15 
 
 Dividends unpaid, 3,000 00 
 
 Deposits, Commercial 378,141 04 
 
 Deposits, Savings, 576,553 54 
 
 Total, $1,148,830 73 
 
 Observe that the "Deposits, Savings" are more than one half of the 
 entire liabilities. Business men will pronounce this a good showing. 
 
 On May 26, 1893, there were 2,585 savings depositors. On this date 
 their aggregate deposits being $677,328.02, or $265.02 as the average of 
 each savings depositor. 
 
The Inception and Histoi-y of Strikes. 75 
 
 Again, October 13, 1892, when there was prosperity in the country, and 
 it is supposed that the Pullman employees were happy and should have '' laid 
 up for a rainy day," the value of the manufactured product of the car- 
 works of the company for the year was 810,308,939.66, and of other in- 
 dustries, including rentals, making a total of §11,726,343.57. There were 
 on the pay-rolls this year 4,942 persons, receiving as wages paid $2,918,- 
 997.41, an average for each person employed of $590.65. 
 
 It seems that the average for operatives a day is about two dollars for 
 every person employed. Some mechanics earn three and some four dollars 
 per day. 
 
 "Another Comparison" (not) "Odious." — The Michigan Bureau of 
 Labor and Statistics, during the summer of 1891, made a canvass of 8,838 
 workingmen in 201 different industries in that State, and found the average 
 annual earnings of their operatives to be $467.02, or $123.63 less than the 
 operatives of Pullman, year 1892. 
 
 In a city of some thirty-five thousand inhabitants and a city claiming 
 to be in the lead as to compensation of its educational workers, the average 
 salary paid the teachers, and this includes the High School principal and 
 assistants, is $540.60 for scholastic year, or $50.05 in favor of the Pull- 
 man employees over the teachers of the city mentioned, and with this dif- 
 ference, the employees of Pullman can " strike" at pleasure, the latter, the 
 teachers, can not. And here is so curious an anomaly in the relation 
 between the employer and employee that I must be pardoned for mention- 
 ing it, viz. , in the case of the teacher the employer selects the goods and sets 
 tlie price: 
 
 " Mr. , we have this day selected you as a teacher in our schools, 
 
 and you will receive as your salary." Should it not read thus: 
 
 "]\[r. , we have this day selected you as a teacher in our schools; 
 
 what compensation do you expect us to give ? Please advise us at your 
 earliest opportunity." 
 
 At Homestead the operatives received more than the presidents or pro- 
 fessors, judges or ministers, etc. ; at Pullman the operatives received more 
 than the teachers in our best city schools.^- 
 
 *The average price paid public school teachers, superinteadents included, in the the United 
 s»Ates, 1892. was $280 per annum. (See Statistical Abstract, 1893, page 26.) 
 
76 The Inception and History of Strikes. 
 
 Watered Stock. — A word as to this. The Pullman Company -was organ- 
 ized over twenty-five years ago with a capital of one million dollars. The 
 capital has grown until its sleeping-car service covers a hundred and 
 twenty-five thousand miles of railway, or about three fourths of the rail- 
 way system of the country. This increasing service has necessitated an 
 increase of its capital from time to time until now the capital is $36,000,- 
 000. Every share of this has been sold to stockholders and to others in the 
 ordinary course of business at not less than par in cash ; so that the com- 
 pany for every share has received $100 in cash. There are over four 
 thousand stockholders, and of whom more than one half are women and 
 trustees of estates. The average holding of each stockholder is now eighty- 
 six shares, one fifth of these holding less than six shares each. Possibly 
 some of these are the employees, if not, they should be. 
 
 Exorbitant Rates of the Pullman Cars. — Much complaint now is 
 heard from the people on this score, and politicians are keen to regulate and 
 to fix their rates. 
 
 The memory of our people is quite short, and their knowledge of facts 
 seems also to be defective. The first Pullman built was the Pioneer, at a cost 
 of $18,000, the next car, or its successor, cost $24,000, an increase in outlay 
 of 33J per cent ; the berths were advanced from $1.50 to $2.00. It was pre- 
 dicted that this advance would ruin the line of railroad operating the car 
 with the two-dollar berths. It was agreed to continue the two prices on the 
 same line, giving the passengers the choice as to the lower or higher price. 
 The result was the selection by the American citizen of the two-dollar 
 berth. Public opinion, the free will of the sovereign, decided the matter 
 then, and has continued to adhere to its selection since. Now as to the actual 
 facts, and as to the exorbitant charges of the sleeping car, or palace car 
 service, whether Pullman or Wagner, or still another company, in the 
 United States as compared with a like service on the continent of Eur jpe : 
 
 Comparative Palace Car Kates.* 
 
 Routes. Distance in miles. Berth fares. 
 
 Paris to Rome, 901 $12 75 
 
 New York to Chicai-o, 912 5 50 
 
 Calais to Brindusi, 1,374 22 50 
 
 Boston to St. Louis, 1,33C 6 50 
 
 * Taken from page 55. 
 
Tlie Incepiion and History of Strikes. 77 
 
 Add to this a case of gross earnings : The Pennsylvania Railroad's 
 gross earnings, in 1891, 847,619,280. If it had received the same rate per 
 ton per mile as the roads of Great Britain, the gross revenue would have 
 been $147,252,379, or the roads of Great Britain charge three times as much 
 per ton per mile as our roads do. 
 
 Just here a quotation from the ablest writer upon economics in this or 
 any country will not be amiss. Says this eminent authority: ''In the 
 period that elapsed from 1865 to 1869 the rates were considered very low, 
 and the service was constantly improving and becoming greater and 
 greater. Yet, low as these rates then were, had all the railroads in the 
 United States during the last ten years been able to make a similar charge 
 for their services, they would have earned each year for ten years a thousand 
 million dollars ($1,000,000,000) more than they did earn. 
 
 " The gross difference between what the railways of the United States 
 did earn in the last ten years, and what they would have received at the 
 rates of 1865 to 1869, comes to over ten thousand million dollars (610,000,- 
 000,000), and that is a greater sum than the market value of all the stocks 
 and bonds of all the railways even before the panic depressed them." 
 
 This amount in dollars consecutively placed would form a silver band 
 girdling the earth nine and one half times. And yet our people who should 
 know better, still insist on " lower rates," on " regulating " or "confiscat- 
 ing " our roads. 
 
 One Solution of these Troubles. — From the relation between the 
 operating expenses of the railroad and other charges, it is found that the 
 employees, not counting the labor value in the outlay for the road, the 
 rolling stock, and, in a word, for all the fixtures for operation, get from 
 64 to 66 per cent, and that after paying these and all other charges, the 
 owners, the stockholders (if they get any thing) get from H to 4 per cent 
 for their part. 
 
 Now to the question : If the employees are not satisfied, why not buy 
 up the stock of the corporations whether of one kind or another and control 
 the same, and in their own way. This is not chimerical. It is business, 
 and if the employees would at once determine to do this, they would at 
 least accomplish one thing, a saving of their means, and that, too, without 
 
78 The Inception and History oj Strikes. 
 
 paying out, contributing to the support of leaders who must be classed, if 
 not " blind," as those who do not see clearly what is the best for their 
 people. 
 
 Belonging as I do to the class of wage-earners, having been an employee 
 all my life, 1 do feel more than ordinary interest in my fellow or co-laborers. 
 In an address before the National Educational Association meeting in Nash- 
 ville, July, 1889, after reviewing our educational status, I said : "Is there 
 any good ground for seeming apprehension, alarm for our republic? Well, 
 all things have not gone well during the past decade ; there has been a good 
 deal of friction. There is to-day not the very best feeling between the men 
 who labor with their hands and the men who do not ; between what I call 
 ' work and wealth.' We school men should extend our fields of study. We 
 should look further into matters than perhaps we are expected to, at least 
 further than we are accredited as doing. I have told you how the equilib- 
 rium of the States can be maintained as States, as Sovereignties, and how 
 our Union can be preserved. There must be preserved another equilibrium 
 and that among our industries — an equilibrium of agriculture, manufac- 
 ture, and commerce must be maintained. Under the head of Transmuta- 
 tion, Transformation, and Transportation, I discussed the same subject in 
 my ' Railroad in Education.' * I here briefly restate : Transmutation is agri- 
 culture — transformation is manufacture, and transportation is commerce. 
 That in the morbid greed for gain — the ambition to gi'ow rich in a short time 
 — agriculture has been neglected, the quiet fields and the lonely forests have 
 been abandoned by too many. ' Excuses are formed for thus deserting the 
 houses and farms of our fathers : That the cities present advantages for church 
 and schools, and I must, therefore, move to the city for social, for church 
 and school facilities.' There is a lack of equilibrium in these industries. 
 
 "Would I a house for happiness erect, 
 Nature alone should be the architect ; 
 She 'd build more convenient than great, 
 And doubtless in the country choose her seat." 
 
 * See page 38. 
 
The Inception and History of Strikes. 79 
 
 It may not be amiss — indeed it seems to be the very thing to show by 
 actual facts how our country people have sought the cities, hence the fol- 
 lowing table, taken from the United States Census : 
 
 POPULATION LIVING IN CITIES AT EACH DECADE. 
 
 Census ^"of'th^e"'^ Population Percent. 
 
 Years. United States. living iu Cities. Increase. 
 
 1790 3,929,214 131,472 3.35 
 
 1800 5,308,483 210,873 3.97 
 
 1810 7,239,881 356,920 4.93 
 
 1820 9,633,822 475,135 4.93 
 
 1830 12,866,020 1,864,509 6.72 
 
 1840 17,069,453 1,453,994 8.52 
 
 1850 23,191,876 2,897,586 12.49 
 
 1860 31,443,321 5,072,256 16.13 
 
 1870 38,558,371 8,071,875 20.93 
 
 1880 50,155,783 11,318,547 22.57 
 
 1890 62,622,250 18,235,670 29.12 
 
 Or, since 1790, Avhile our entire population has increased sixteen fold, 
 the city population has increased over one hundred fold. 
 
 It will also be observed that the movement from the country into the 
 cities shows the greatest increase after 1840, that the city population in 1850 
 was within a trifle of twice as much as in 1840, that from this point the 
 gain has been steady, increasing all the time. 
 
 •'Tra.nsportation" and "Transformation." — The railroads and the 
 manufactories have had most to do with this "change of base." 
 
 The desire on the part of the people generally not only to receive better 
 prices, but definite wages— prompt reward — have caused this transfer of our 
 people from the country to the city. 
 
 When sailing vessels carried the commerce of the world, ship-building — 
 "following the water" — drained all the sea-coast country of its men. 
 
 The statesman, the teacher, the minister of the Gospel, and the press all 
 should come to the rescue. What shall be done? What can be done? 
 Make agriculture more lucrative ? No ; make the country home, society, 
 church, and school privileges better, more attractive." 
 
80 
 
 The Inception and History of Strikes. 
 
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The Inception and History of Strikes. 
 
 81 
 
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82 The Inception and History of Strikes. 
 
 But here we are met at the very threshold : "Agriculture is not remu- 
 nerative." No ; but agriculture is at least independent. If you can not 
 sell at your prices, you can convert your products at home into what you 
 can sell. Further: If you can not convert your products, you can con- 
 sume them, and if you can not consume all, it is better to lose a great deal 
 of what you have than to have to purchase a little of what you have not. 
 Operatives have to purchase every thing. A peck of potatoes is dear at 
 ten cents if you have not the dime to pay for them. 
 
 The Condition of the Country. — It has taken quite a space, many 
 years, to reach the present condition of things. Since the war particularly 
 there have been two tendencies, and these from or in opposite directions. 
 For example : (See Fig. 1.) 
 
 An examination of railroad rates or average freight charges (cents 
 per ton per mile), on eighteen trunk railroads in the United States, from 
 1873 to 1892 (Statistical Abstract of U. S., No. 16, page 280), it will 
 be seen that freight rates have decreased steadily from 2 cents per ton 
 per mile, in 1873, to .799, or -^^ of a cent per ton per mile, in 1892, or a 
 reduction of 1.2 cents, more than half on every ton, a reduction of 60 per 
 cent, or the roads now have to carry 2^ times as much as they did in 
 1873 to earn the same revenue they did then. That is, in round numbers, 
 they must secure 2^ times as much tonnage, and, secondly, furnish the 
 equipment and pay the operating expenses to move it, to accomplish the 
 same results as in 1873. (See Fig. 2.) 
 
 From another table, wages for fifty-two years, from 1848 to 1891, it 
 will be seen that wages for 1860 being 100 per cent., that in 1891 freight 
 conductors had gone up to 159.2; brakemen (freight), to 151 ; brakemen 
 (passenger), to 160; locomotive engineers, to 164.8 ; that railroad carpen- 
 ters, in 1873, had reached 211.5, falling off, however, to 152.7 in 1891- 
 Should these comparisons, however, be extended back from 1840 to 1891, 
 it will be seen that the first named freight conductors went from 103.1, in 
 1840, to 159.3 in 1891 ; freight brakemen went from 85.8 in 1840, to 151 
 in 1891 ; or an advance of 77.6 per cent. Locomotive firemen advanced 
 from 1840, 92.6 to 172.1, or an advance of 86.4 per cent. 
 
 Nor is it intended at all to convey the idea that wages are too high, but 
 
The Inception and History of Strikes. 83 
 
 that ttie tariff — the remuneration to the railroads — is entirely too small. 
 There is still another item of great expense to the railroad managements, 
 and seems never to be thought of by the political agitator — the political 
 ** manager," viz : The physiologist tells us that our entire physical make- 
 up — our bodies — undergoes an entire renewal every seven years. This is 
 not quite true of a railroad. It is said that the natural life of an engine is 
 fifteen years. Iron rails, if properly cared for, will last about eight years ; 
 steel rails, fifteen. The average life of ties is from four to seven years, 
 depending entirely on the character and kind of timber, the nature of the 
 soil in which they are laid. A box-car lasts about twelve years ; passenger- 
 cars have a somewhat longer existence, about eighteen years. Add to this, 
 however, that an engine must go into the shops for overhauling at least once 
 a year, and that the whole rolling-stock is continually in the repair-shop. 
 Pile and trestle bridges require renewing about every seven years. 
 Wooden bridges, under roof, will last, say twice as long. The life of 
 an iron bridge, if properly cared for, will reach the age of an ordinary 
 man. Or, the physiological life of a railroad may be put down at about 
 sixteen years, hence the continued demands upon the management for new 
 equipment, called by those unfriendly to railroads " watered stock." 
 
 The Status of Labor. — Its remuneration has been steadily upward — the 
 products or results of labor, whether of the shop or the plowshare, the loom or 
 the anvil, have been continually downward ; or the purchasing value of a 
 dollar has become greater and greater. This may be a partial solution of 
 the following catastrophies. I say " partial " advisedly. 
 
 Receiverships in the First Six Months of 1894: 
 
 Total, 23 lines, 2,988 miles. 
 
 Funded debt, $121,843,000 00 
 
 Capital stock, 138,258,000 00 
 
 Total bonds and stock, 260,101,000 00 
 
 The latter items are partially estimated. 
 
 Foreclosure Sales in the First Six Months of 1894: 
 
 Total, 16 Mnes, 1,316 miles. 
 
 Funded debt, $43,571,000 00 
 
 Capital stock, 33,051,000 00 
 
 Total $76,622,00 ) 00 
 
84 The Inception mid History of Strikes. 
 
 Recalling the failures and foreclosures of 1893, it will be found that 
 in the last eighteen months ninety-seven railway companies, owning nearly 
 32,000 miles of road, and representing more than two billions of dollars 
 ($2,000,000,000), or two thousand million of dollars, in bonds and stocks, 
 have defaulted and been placed in the hands of receivers. 
 
 A gleam of hope, however, may be gained from the fact, terrible as it 
 is, that the record for insolvencies for the first half of 1894 is not so bad as 
 the first half of 1893. 
 
 As a statement of the reduction in tariff' has been given on eighteen 
 trunk lines for the space of eleven years, and also the continuous advance 
 of wages even for a greater period, a summary of receiverships is here 
 given for ten years, and the order and particular years in which these 
 occurred will be found full of instruction : 
 
 Year. No. Roads. Mileage. Stock and Bonds. 
 
 1884 37 11,038 $714,755,000 00 
 
 1885 44 8,386 385,460,000 00 
 
 1886 13 1,799 70,346,000 00 
 
 1887.- 9 1,046 90,318,000 00 
 
 1888 22 3,270 186,814,000 00 
 
 1889 22 3,803 99,664,000 00 
 
 1890 26 2,963 105,007,000 00 
 
 1891 26 2,159 84,479,000 00 
 
 1892 36 10,508 357,692,000 00 
 
 1893 74 29,840 1,7^1,046,000 00 
 
 10 Years. 309 74,312 $3,875,581,000 00 
 
 There are those who would say: " Comment is unnecessary, these fig 
 ures speak for themselves." But this would be unpardonable in the writer. 
 Political agitation. Granger legislation, the desire upon the part of some 
 shijjpers to obtain concessions, not the same, but better rates than their com- 
 petitors — the wish upon the part of the railroad managers to do the best 
 possible for their patrons, and even at unremunerative figures, to secure 
 the business ; the continued discussion and the final passage (1887) of the 
 Interstate Commerce Bill,* and its unreasonable demands, have all been 
 prime factors in these disastrous results. 
 
 *See page 40. 
 
The Inception and History of Strikes. 85 
 
 Of course, labor leaders have contributed their share, still in comparison 
 with other agitators and disturbers of the labor and capital equilibrium, the 
 latter is small indeed. The greatest factor, though negatively exercised, 
 has been the puerile senility of our present Congress. The present paralysis 
 of business is due to their lack of prompt action upon the tariff and upon 
 a sound financial business basis of money. 
 
 Corporations, accumulations of capital, are Nature's teachings ; our 
 country territorially extends from ocean to ocean and from the Great Lakes 
 to the Greater Gulf. 
 
 Individual efforts must, like the individual links of a chain, be banded 
 together. Think of building a railroad across this continent without a 
 corporation, without the accumulation of millions of dollars and thousands 
 of men. Capital and labor are two in one ; distinct — separate in possession : 
 united — one in action. 
 
 Another solution, and one quite popular with the politicians, is in 
 
 The Government Control of the Railways. 
 
 "The strike to-day is not for wages, not for the recognition of any 
 association or organization. It is a strike for the control of the arteries of 
 trade and industry." 
 
 This is the language of one of the most successful labor leaders, because 
 he did least to destroy property and jeopardize human life. 
 
 But let us see as to the business capacity of the Government — the 
 ability to operate railroads successfully if owned by the Government. In 
 1880, the deficit or loss on account of post-office expenses, a matter wholly 
 under the control of the Government, was $3,218,647.56. In 1893, the 
 deficit was $7,815,616.81. 
 
 "Comment" here, indeed, is "unnecessary." 
 
 It is indisputably true that the individual working for the Government 
 has not, in any case, the opportunity for personal advancement that he 
 would have in working for a private corporation ; if for no other reason, 
 because of the excessive competition between all large industrial enterprises, 
 particularly the railroads. That competition requires that the individual 
 flhall have opportunity of developing himself. It results in employing 
 
86 The Inception and History of Strikes. 
 
 more men and better men, in order to improve and increase the efficiency 
 of the work performed and attract the patronage of the public. Under 
 governmental control the necessity for improved facilities, more trains, fast 
 trains, better track, and higher grade of equipment, now called for by 
 reason of the excessive competition, would be withdrawn. Under govern- 
 mental control it would become the duty of the Government to see that 
 traffic passed over the lines of least resistance. In other words, between two 
 given points the traffic would be concentrated on the shortest line over which 
 it could move w^ith the greatest economy, and the longer lines which now 
 compete actively, and furnish employment for so great a number of laboring 
 men, would be restricted simply to local traffic in territory adjacent to such 
 lines, and absolutely dependent upon such lines for transportation facilities. 
 
 In confirmation of this take the history of the South and North Alabama 
 Railroad, a short division of ths Louisville and Nashville system. 
 
 This road is 183 miles in length, extending from Decatur, Ala., through 
 Birmingham to Montgomery. This line was completed and opened for 
 operation in 1872. 
 
 Under the following classification of employes, viz., passenger and 
 freight conductors, passenger and freight brakemen, train baggagemen, 
 locomotive engineers and firemen, blacksmiths, boiler makers, machinists, 
 carpenters, and shop laborers, there was employed on this line of road, 
 April, 1873, a total of 239 men. In 1896, this year, with the same mileage, 
 there are employed under the same classes 1,200 men, or this little road 
 gives to-day employment to five times as many operatives as it did twenty- 
 three years ago. 
 
 The True Solution, I think, must be looked for in quite a different 
 direction. 
 
 In the presidential address before the National Bar Association, entitled 
 ime Lessons of Civil Disorders, Judge Cooley took occasion to say : " I 
 wish to call attention to an obligation resting upon the members of the 
 legal profession, and which I think goes quite beyond that which under 
 the same state of facts would rest upon citizens in general. When, as we 
 have lately seen, so-called industrial armies dissolve into roving vagabonds 
 and beggars, the absurdity of their claims and pretenses makes them the 
 
The Inception and History of Strikes. 87 
 
 subject of contempt and ridicule ; but if their mischievous doctrines have 
 taken root among any class of our people, and their demoralizing raids 
 upon the industry of the country are likely to be repeated by themselves or 
 others, it is not by a thoughtless and contemptuous word that the mention 
 of them can be wisely dismissed. 
 
 " Especially is this the case as regards the members of the legal profes- 
 sion, for a special duty rests upon them to give active and eflfective aid to 
 established institutions whenever revolutionary doctrines are brought for- 
 ward, or when the fundamental rights we had supposed were made secure 
 under constitutional guarantees, are invaded or appear to be put in peril. 
 
 " It is a low and very unworthy view any lawyer takes of his office when 
 he assumes that he has nothing to do with public ignorance of the duty of 
 subordination to the institution of organized society, or with breaches of 
 law existing or threatened, except as he may be called upon to prosecute or 
 defend in the courts for a compensation to be paid him." 
 
 In line with this position of Judge Cooley in reference to his profession, 
 it seems very properly may be classed the following resolutions introduced 
 by the writer, and unanimously adopted by the teachers of Texas (State 
 Teachers Association, meeting in Galveston, June, 1894) : 
 
 ""Whereas, For several years our social equilibrium seems to be very unstable — 
 strikes and other evidences of dissatisfaction upon the part of one class of our 
 citizens in opposition to another class; and, whereas, there is wider and deeper 
 estrangement between those who labor wnth their hands and brains too and those who 
 labor with their brains alone; and, whereas, this estrangement has grown into open 
 defiance of the right and security of property and even bloodshed; therefore, be it 
 
 *^ Resolved, First: That it is the sense of this association that it is the duty of the 
 teachers of this republic to at once enter upon a systematic course of instruction, 
 which shall embrace not only broader patriotism but a more extended course of 
 moral instruction, especially in regard to the rights and duties of citizenship, the 
 right of property, the security and sacredness of human life. 
 
 "Resolved, Second: That this association fully realizes the responsibility, that the 
 education of the children of this country is virtually in the hands of the five hundred 
 thousand teachers, and that they should put into the schools, should teach the twenty- 
 five million of pupils what they wish to appear in these children when they become 
 citizens in order to perpetuate, to save our common country, our free republic." 
 
 By separate resolution of the association these resolutions were sent to tne 
 Kational Educational Association (meeting, Asbury Park, July, 1894), and 
 hence the following found in their proceedings, volume 1894, pages 32, 33 : 
 
88 The Inception and History of Strikes. 
 
 " The National Educational Association has assembled at a time of markea public 
 disturbance and of grave industrial unrest. The highest powers of the nation have 
 been invoked in time of peace to enforce the orders of the courts, to repress riots and 
 rapine, and to protect property and personal rights. At such a time we deem it our 
 highest duty to pronounce emphatically, and with unanimous voice, for the supremacy 
 of the law and the maintenance of social and political order. Before grievances of 
 individuals or organizations can be considered or repressed, violence, riot, and insur- 
 rection must be repelled and overcome. 
 
 "Liberty is founded upon law, not upon license. American institutions are 
 subjected to their severest strain when individuals and organizations seek a remedy 
 for injustice, fancied or real, outside of and beyond the law. We call upon the 
 teachers of the country to enforce this lesson in every school-room in the land, and we 
 heartily accept and endorse the suggestion transmitted to us by the Teachers Asso- 
 ciation of the State of Texas, that upon the schools devolves the duty of preparing 
 the rising generation for intelligent and patriotic citizenship, by inculcating those 
 principles of public and private morality and of civil government upon which our 
 free republic is based, and by means of which alone it can endure. 
 
 " We heartily commend the wisdom and firmness of the President of the United 
 States as exhibited in this trying time, and we pledge to him and his associates in the 
 conduct of the government our hearty and enthusiastic support in the enforcement 
 of the law and the restoration of order. We must at the same time record our 
 perfect confidence in the capacity of the American people to grapple with any social 
 problems that shall confront them. Riot, incendiarism, and conspiracy are not 
 native growths, but have come among us by importation. They can not long survive 
 in the clear air of the American life." 
 
 Our people are eminently conservative, patient to a fault. 
 
 It has taken many years, and the repeated violations of the rights of 
 property and much sacrifice of human life before our people as a nation, 
 as one man, have risen to the magnitude and danger of the strike. 
 
 But since the judiciary as well as the executive has clearly and unmis- 
 takably said how far the rights of both the employers and employees shall 
 be protected ; since a clear line of conduct has been marked out, it is 
 now left for teachers and preachers, law-makers and law-expounders, for plat- 
 form and pulpit and press to teach the rising, the controlling generations — 
 to cultivate in all our citizens a broader patriotism, a higher appreciation of 
 personal security, a greater regard for the sacredness of human life ; in a 
 word, to teach them that they have duties to perform as well as rights to 
 defend. 
 
FAST RUlSrS. 
 
 Several hundred 
 years before Homer 
 lived, long before the 
 Chinese philosopher 
 Confucius was born, 
 and nearly thirty-six 
 centuries before the act- 
 ual accomplishment of 
 fi the first telegraph line 
 (May 27, 1844) between 
 Baltimore and Wash- 
 ington, Job wrote : 
 
 ' ' CaTist thou send light- 
 nings that they may go and 
 say unto thee, here xve aref" 
 
 The messenger to the 
 railroad is just as important as the motor, and came within the remarkable 
 short period of sixteen years after the first rail was laid ; it has been de- 
 veloped and perfected along with the railroad until truly " Their line has 
 gone out through all the earth, and their words to the end of the world." 
 
 It is just as necessary to know ''here we are" at the expected moment as 
 it is to know "others are not here." Hence, as said before: "The dis- 
 patcher who sits at his table with fifty — a hundred and fifty — trains on 
 the road has more responsibility every way than the general who directs 
 an army." 
 
 Without "the wires" there could be "fast trains," "high speed," but 
 the exact records would be wanting. 
 
 (89) 
 
90 Fast Runs. 
 
 For a time nothing was heard of "breaking the record," except occa- 
 sional spurts, the New York Central holding the proud distinction : " the 
 world's fastest train," until August 22-23, 1895, when the London and 
 Northwestern (West Coast Route) gave to the world that for 539.75 miles 
 it had sustained an average speed, including stops, of 63.24 miles an 
 hour; excluding stops, 63.93 miles an hour, or better than the New York 
 Central (in second average) by 2.43 miles per hour. 
 
 On September 11th, within nineteen days, the New York Central made 
 another run, over the accustomed route and in the same direction from 
 New York City to East Bufialo, averaging, running time, 64.22 miles an 
 hour, thus regaining her former distinction by .29 of a mile an hour. 
 
 lu a dispatch sent out, giving this extraordinary performance, it was 
 stated that : ' ' The prevailing west wind retarded the ' 999 ' and she did not 
 make her accustomed speed." With this hint I wrote the following, which 
 was sent to The Railroad Gazette, September 19th, but did not appear until 
 December 20th : 
 
 Much has been printed and published lately about " fast runs," notably 
 1891, the great run of the New York Central and Hudson River Railroad, 
 in which the actual running time was 436^ miles in 425 minutes and 42 sec- 
 onds, or an average of 61^ miles an hour. The weight of this train was 
 460,000 pounds. 
 
 Since that run, the English railroads have been racing with themselves 
 and have beaten this wonderful performance. August 22d, 23d, the 
 London and Northwestern ran 540 miles in 512 minutes, inclusive of all 
 stops; this was equal to 63.27 miles per hour. 
 
 The New York Central, on September 11th, this year, made the remark- 
 able run of the same 436^ miles in 407f minutes, an average of 64.24 miles 
 per hour, or better than the English railroads by nearly one mile per hour. 
 
 Now to the point in this comparison : The New York Central, in start- 
 ing both times from New York City, unnecessarily retarded its own speed. 
 
 First. While the Hudson River is a " water level," it does run "down 
 hill;" the train, therefore, from New York to Albany ran " up grade," and 
 hence did not make as good time as it would have made from Albany to 
 New York. 
 
Fast Runs. 91 
 
 Second. From Albany to Buffalo, due west, the train encountered not 
 only " the prevailing west wind," but the force of the earth's revolution 
 eastward. This latter force, possibly, will not be so readily admitted by the 
 general reader, and seems not to have been considered at all by the managers 
 of the New York Central. 
 
 Now, therefore, to the proof: According to the doctrines of Mechanical 
 Philosophy, viz : 
 
 " Owing to the diurnal rotation of the earth, bodies at the equator press 
 toward the earth with |-||- of the pressure they would exert were the earth 
 deprived of its rotation. If, therefore, the rotation of the earth could be 
 accelerated until it took only yV of the present siderial day to make a com- 
 plete turn or revolution, the centrifugal tendency would be increased seven- 
 teen-square (17)" fold ; that is, it would be 289 times as great as now, and 
 bodies at the equator would have no pressure downward, or, as we say, 
 would weigh nothing. This rate of revolution would not be sufficient to 
 deprive bodies anywhere else of their weight." 
 
 Confirmatory of this doctrine a few formulae and reductions are intro- 
 duced. 
 
 It is also taught in Mechanical Philosophy that a body or mass M mov- 
 ing with a velocity V in a circle of radius R, has a centrifugal force repre- 
 
 M F" 
 
 sented by, or is = — — — (1); that the gravity or weight of a body is repre- 
 R 
 
 sented by, or is = M g (2). 
 
 Now, to find what fraction the centrifuiral force is of the gravity or 
 
 weight we divide (1) by (2) and we have • 
 
 R g 
 
 If we apply this formula to bodies at the earth's equator, and "at rest" 
 thei-e, that is, moving only as fast as surrounding objects, trees, rocks, etc., 
 we must make V = velocity of diurnal rotation there, R = equatorial 
 radius of earth, and g = equatorial gravitv, acceleration ; this will give 
 
 us by reduction -- = 2F9 nearly. 
 Rg 
 
 Here V = velocity of earth, 1,530 feet per second; 
 
 R = equatorial radius of earth, 21,120,000 feet per second ; 
 
 g = 32, nearly, gravity. 
 
92 
 
 Fast Buns. 
 
 Hence by substitution and reduction we have the result ^g-jj nearly. 
 
 Now a train moving east with a velocity -y has a velocity (V-j-v) relative 
 to the earth's center, and hence for it the lightening of its weight would be 
 {y-\-v) ^]jiig if it -were moving west with the same speed it would have its 
 
 velocity relative to the earth's center V—v and 
 lightening." 
 
 Rg 
 
 would be "the 
 
 The algebraic difference of the two would be the fractional increase of 
 pressure downward due to reversal of velocity of same body from east to 
 
 west = 4-— • 
 Rg 
 
 Taking a train, running say 70 feet per second, or nearly 48 miles per 
 hour, this fraction would not be far from y^Vr P^^^ ^^ ^^^ weight of train ; 
 and if running 60 miles an hour (88 feet per second) it would be yxsir P^^'* 5 
 if 100 miles an hour (146.66 feet per second) it would be the ^^8 nearly; 
 and it would be greater and greater as the speed is increased. 
 
 This calculation, it will be observed, will be 
 true for the equator. 
 
 The New York Central train ran from Al- 
 bany to Buffalo, upon about the 42d parallel 
 of latitude. 
 
 If therefore the case is transferred to the 
 
 point, P, in latitude, P G E = 4', the velocity 
 
 due to the earth's rotation is reduced in the 
 
 ^ ratio of E G to P D, that is, it is = V cos. 4'- 
 
 The radius of the diurnal circle is reduced in the same ratio and 
 
 is = i? COS. 4'- 
 
 It is easy to see, in addition to these changes, that while the centrifugal 
 force at the equator is vertical, at P it is not so, being straight from Z) in a 
 line P H. Hence we must take only the vertical component at P or mul- 
 tiply the total centrifugal force at P by the cosine of the latitude of P. 
 
 From these three circumstances it results finally, that the fractional in- 
 crement of pressure due to reversal of velocity of train from east to west 
 
 would be 4 
 
 Vv 
 
 COS. 4', Fand R being equatorial values. 
 
Fast Runs. 93 
 
 Therefore above and below the equator a correction must be made de- 
 pendent upon the cosine of the latitude. 
 
 In the case of the New York Central, latitude about 42 degrees, the cosiTie 
 
 Vv 
 is .742950, or nearly f, and the formula would be 3 -. 
 
 Still it would seem that the next time the New York Central races with 
 itself it should be from Buffalo to New York City.* 
 
 The western and southern roads have not entered so generally into these 
 fast-run contests, still the time made by many of them should be recorded, 
 furnishing proof positive of superior power, superior road-bed, and superior 
 management, f 
 
 The Chicago and Northwestern Railway, 
 
 from council bluffs, la., to chicago, ill., april 22, 1891. 
 
 Jay Gould and Party. 
 
 ANALYSIS OF THIS RUN: 
 
 Left Council Bluffs 6:00 A. M. Arrived Boone 8:59 A. M 148.1 miles. 
 
 " Boone 9:04 " " Clinton 1:05 P. M 202.3 " 
 
 " Clinton 1:09 P.M. " DeKalb 2:38 " 79.8 " 
 
 " DeKalb 2:47 " " Turner 3:17 " 28.3 " 
 
 " Turner 3:20 " " Chicago 3:50 " 26.8 " 
 
 485.3 miles in 9 hours and 50 minutes ; 49.2 miles per hour. 
 
 Actual Running Time — 9 hours, 53.9 miles per hour. The Superin- 
 tendent's report shows that the distance from Elburn to La Fox, 3.4 miles, 
 was run in 3 minutes, or at 68 miles an hour. The 5.1 miles from La Fox 
 to Geneva occupied 4 minutes, that is 76.5 miles per hour. 
 
 *NoTE.— Of course the earth is not a sphere. It is an ellipsoid, and this presentation leaves out 
 many details that should appear in a thorough scientific discussion of the subject. Such details 
 would, however, only slightly modify the numerical results we have given, and are therefore 
 purposely omitted. lu these great contests the most helpful agent would be " the prevailing 
 wind," and hence a consultation with the weather bureau is suggested. 
 
 fThe fast runs, respectively, of the Royal Blue, New York 'Antral, Pennsylvania, and Wabash 
 in 1890-91, have been noticed heretofore. 
 
94 
 
 Fast Buns. 
 
 Knights of Pythias Train — August 26-27, 1894. 
 
 jacksonville, fla., to washington— the longest fast run in the world— 
 780.9 miles. 15 hours and 49 minutes. 
 
 
 
 SYNOPSIS OF THE RUN 
 
 
 
 
 
 
 
 RAILWAY. 
 
 LINE. 
 
 6 
 a 
 1 
 
 g 
 
 3 
 
 a 
 
 
 
 o 
 <a 
 d 
 
 '■^ 
 
 3 h J9m 
 
 6m 
 
 2h Om 
 
 10 m 
 
 1 h39m 
 
 7m 
 3 h 15 m 
 
 4m 
 2hllm 
 
 5ni 
 lh51m 
 
 5m 
 57 m 
 
 c 
 
 u 
 03 
 
 Q. 
 
 2 
 
 3 
 
 o 
 
 EH 
 
 3 
 3 . 
 
 n ft 
 
 o o 
 
 Ci *^ 
 
 o ■" 
 
 a. 2 
 
 3 
 0-3 M 
 
 CO 
 
 §1 
 II 
 
 ^9'3 
 
 O 3 
 
 t- 22S. 
 
 -3 a <"*=" 
 
 OQ 
 
 3 a-o 
 
 •- o ^^ S 
 
 .— 3 0) M 
 
 S F &W 
 
 Plant System 
 
 169.4 
 
 51.07 
 
 7 
 
 9 min. 
 
 .53.49 
 
 
 
 
 
 6 
 3 
 
 10 
 3 
 7 
 9 
 4 
 3 
 5 
 5 
 5 
 2 
 
 
 
 
 
 c. & S 
 
 Plant System 
 
 105.5 
 
 52.75 
 
 6 
 
 54.10 
 
 274.9 
 
 50.75 
 
 53.73 
 
 
 
 Charleston Div.. 
 
 A. C.L 
 
 95.7 
 
 58.00 
 
 2 
 
 59.81 
 
 370.6 
 
 61.23 
 
 55.17 
 
 Wil. Div 
 
 A.C. L 
 
 172.3 
 
 53.01 
 
 8 
 
 55.58 
 
 542.9 
 
 51.21 
 
 55.30 
 
 
 
 
 Richmond Div.. 
 
 A. C.L 
 
 118.6 
 
 54.32 
 
 3 
 
 55.59 
 
 661.5 
 
 51.48 
 
 55.35 
 
 R.,F.&P. R.R. 
 
 R., F. & P. R. R. 
 
 85.0 
 
 45.94 
 
 4 
 
 48.11 
 
 746.5 
 
 50.49 
 
 54.42 
 
 Penn R R 
 
 A. «& F 
 
 34.4 
 
 36.21 
 
 4 
 
 37.52 
 
 780.9 
 
 49.37 
 
 53.36 
 
 
 
 
 
 Total and av 
 
 
 780 9 
 
 15 h 49 m 
 
 49.37 
 
 34 
 
 71 min. 
 
 53.36 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Note 1— Longest stop for water, 5 minutes at Waycross, S., F. & W. Railway. 
 
 Note 2— Fastest mile made, from 35 to 34 mile post on S., F. & W. Railway, 48 seconds, or 7S 
 miles per hour. 
 
 Note 3— Longest time for changing engines, 10 minutes at Ashley Junction. 
 
 Note 4— Fastest time made between stops, Lanes to Florence, N. E. R. R., 48.4 miles in 47 
 minutes, or 61.8 miles per hour. 
 
 Note 5— Fastest time by any one road, between its terminals, N. E. R. R., Ashley Junction 
 to Florence, 95.7 miles in 99 minutes. 
 
 Note 6 — Shortest stop for water, 2 minutes, at Lumber River Tanli, Wilmington Division 
 A. C. L. 
 
 Note 7 — Some passengers on the special, after stopping off at Washington 36 minutes, 
 
 irded a regular t -—.---.- 
 
 5rom Jacksonville. 
 
 boarded a regular train and arrived in New York 2:30 P. M., being only 22 hours and 10 minutes 
 
 •ppii 
 M., 
 
 When it is recollected that this run was made over seven separate divis- 
 ions of railroads, through a region everywhere intersected with bridges and 
 trestles, thirteen railroad crossings requiring full stops besides the stops for 
 changing engine and taking water, one is prepared to appreciate the 
 comment of the Charleston News and Courier : "If the special had pulled 
 out of Jacksonville just as day was breaking it would have run across the 
 long bridge in Washington just before the electric lights were turned on." 
 Or if it had run in winter, in 22 hours and ten minutes — through 15 degrees 
 of latitude — these Knights would have exchanged balmy Florida for icy 
 New York. 
 
Fast Buns. 
 
 95 
 
 London and Northwestern (West Coast Route), New York Central, and 
 Lake Shore and Michigan Southern Railway. 
 
 Date 
 
 Weight of cars.. 
 Djetauce, miles . 
 
 First stage. 
 
 Length, miles 
 
 Departed 
 
 Arrive terminus 
 
 Time 
 
 Speed, m. p. h 
 
 Engine 
 
 Second stage. 
 
 Length, miles 
 
 Departed 
 
 Arrive terminus 
 
 Time 
 
 Speed, m. p. h 
 
 Engine 
 
 Third stage. 
 
 Length, miles 
 
 Departed 
 
 Arrive terminus 
 
 Time 
 
 Speed, m. p. h 
 
 Engine 
 
 Fourth stage. 
 
 Length, miles 
 
 Departed , 
 
 Arrive terminus 
 
 Time 
 
 Speed, m. p. h 
 
 Engine 
 
 Fifth stage. 
 
 Length, miles 
 
 Departed 
 
 Arrive terminus 
 
 Time 
 
 Speed, m. p. h 
 
 Engine 
 
 Through. 
 
 Distance, miles 
 
 Time elapsed 
 
 Average speed ... 
 Time in motion 
 
 Average speed .... 
 
 West Coast, 
 London to Aberdeen. 
 
 August 22-23, 189.5 
 
 150,080 lbs. 
 
 539.75 
 
 158 
 
 8:00 P. M. 
 
 10:27:30 P. M. 
 
 2 h. 27 min. 30 sec. 
 
 64.27 
 No. 1309 compound 
 
 141.25 
 
 10:30 P.M. 
 
 12:35:30 A. M. 
 
 2 h. 5 min. 30 sec. 
 
 67.50 
 
 No. 904 
 
 150.00 
 
 12:38 A. M. 
 
 3:07:03 A.M. 
 
 2 h. 29 min. 30 sec. 
 
 60.20 
 
 No. 90 
 
 90.50 
 
 3:09:30 A. M. 
 
 4:32 A. M. 
 
 1 h. 22 min. 30 sec. 
 
 66 
 
 . 539.75 
 8h. 32 min. 
 
 63.24 
 
 8 h. 25 min. 
 
 63.93 
 
 N. Y. Central, 
 
 New York to East 
 
 Buffalo. 
 
 L. S. &M.S., 
 Chicago to Buffalo. 
 
 September 11, 1895 
 
 361,000 lbs. 
 
 436.32 
 
 142.88 
 
 5:40:36 A. M. 
 
 7:54:55 A. M. 
 
 2 h. 14 min. 25 sec. 
 
 63.79 
 
 No. 870 
 
 147.84 
 
 7:56:45 A. M. 
 
 10:17:10 A. M. 
 
 2 h. 20 min. 25 sec. 
 
 63.17 
 
 No. 999 
 
 145.60 
 
 10:19:35 A. M. 
 
 12:32:26 P.M. 
 
 2 h. 12 min. 51 sec. 
 
 65.75 
 
 No. 903 
 
 436.32 
 6 h. 51 miu. 56 sec. 
 
 63.5-1 
 6 h. 47 min. 41 sec. 
 
 64.22 
 
 October 24, 1895 
 
 304,500 lbs. 
 
 510.1 
 
 87.4 
 
 3:29:27 A. M. 
 
 4:54:53 A. M. 
 
 1 h. 25 min. 26 sec. 
 
 61.38 
 
 No. 597 
 
 133.44 
 
 4:.57:04 A. M. 
 
 7:01:39 A. M. 
 
 2 h. 4 min. 35 sec. 
 
 64.24 
 
 No. 599 
 
 107.8 
 
 7:04:07 A. M. 
 
 8:50:13 A. M. 
 
 1 h. 46 min. 6 sec. 
 
 60.96 
 
 No. 160 
 
 95 5 
 
 8:51:58 A. M. 
 
 10:17:30 A.M. 
 
 1 h. 25 min. 32 sec. 
 
 66.99 
 
 No. 598 
 
 86 
 
 10:19:48 A. M. 
 
 11:30:34 A. M. 
 
 1 h. 10 min. 46 sec. 
 
 72.91 
 
 No. 564 
 
 510.1 
 
 8 h. 1 min. 7 sec. 
 
 63.61 
 
 *7 h. 50 min. 20 sec. 
 
 65.07 
 
 '^Two minutes and five seconds deducted in third stage, actual stop by flag. 
 
96 Fast Rum. 
 
 The Lake Shore and Michigan Southern made its run last — made it 
 from Chicago to Buffalo, 510.1 miles, in the unprecedented time, including 
 stops, 8 hours 1 minute and 7 seconds — an average of 63.61 miles per 
 hour; excluding stops, at the rate of 65.07 miles per hour, thus winning the 
 world's record, and beating the New York Central by .85 of a mile, the 
 distance run being 73.88 miles farther than that of the Central. 
 
 The Lake Shore ran from west to east with the centrifugal force of the earth. 
 This run means breakfast in Chicago and supper in New York. 
 
 Means still more : That the distance from ocean to ocean will soon be traversed 
 in as many minutes as there are intervening miles. 
 
 The Times Special, to Atlantic City, Pennsylvania Railroad. 
 
 (April 21. 1895.) 
 
 H M S 
 
 Left Camden Station 5 35 45 a.m. 
 
 Beached Atlantic City 6 21 80 a.m. 
 
 Running time, 45 minutes and 45 seconds; average speed, 76.5 miles 
 
 per hour. Average speed 
 
 * per hour. 
 
 Between Liberty Park and Absecon, 49.8 miles 79.7 miles. 
 
 Between Berlin and Absecon, 35.6 miles 82.9 " 
 
 Between Thurlow Junction and Absecon, 24.9 miles 83.0 " 
 
 The fastest one mile made was 87.8 miles per hour. 
 
 The average speed of the Times Special was 76.5 miles per hour. 
 
 The Pennsylvania celebrated its golden jubilee April 13, 1896. The 
 proceedings show that the company moved in 1852, 70,000 tons of freight; 
 in 1895, 160,000,000 tons. It carried also 75,000,000 passengers. The 
 pay-roll in 1852 was less than $400,000; to-day it amounts to $36,000,000. 
 
 It controls to-day 9,000 miles of road. The present equipment would 
 form a train extending from New York to Chicago. The aggregate capital 
 is $834,000,000, the number of employes over 100,000, and over 500,000 
 people are dependent upon this corporation for their daily bread. 
 
 The development of this road is the very best standard of the develop- 
 ment of the prosperity of this country. 
 
"DEEW THE WEONG LEVER;* 
 
 (ALEXANDER ANDERSON.) 
 
 This is what the pointsman said, with both hands at his throbbing head : 
 
 "I drew the wrong lever standing here, and the danger signals stood out clear; 
 
 But before I could draw it back again, on came the fast express, and then 
 
 Then came a roar and a crash that shook this cabin floor, but I could not look 
 
 At the wreck, for I knew the dead would peer with strange dull eyes at their murderer 
 
 here." 
 " Drew the wrong lever ! " " Yes, I say ! Go, tell my wife, and — take me away I " 
 
 That was what the pointsman said, with both hands at his throbbing head. 
 O, ye of the nineteenth century time, who hold low dividends as a crime. 
 Listen. So long as a twelve hours' strain rests like a load of lead on the brain. 
 With its ringing of bells and its rolling of wheels, drawing of levers until one feels 
 The hands grow numb with a nerveless touch, and the handles shake and slip in 
 
 the clutch, 
 So long will ye have pointsmen to say — " Drew the wrong lever! take me away ! " 
 
 (The above was written by a track hand on one of the Scotch railroads. He has published 
 one or two volumes of poetry. The switch-tender is called a " pointsman " in English railroad- 
 ing. The Labor movement is furnishing its own poets.) 
 
 Why this Strange Action? 
 
 Says Dr. Carpenter: "Wherever a distinct nervous system can be made, it con- 
 sists of two different forms of structure — the presence of both of which, therefore, is 
 essential to our idea of it as a whole . . . . ' Thus man, the nervous system of animal 
 life,' consists of the brain and spinal chord, which are aggregations of ganglia, and of 
 the trunks and branches that proceed from them. In addition to this he has also 
 a 'nervous system of organic life' — the ganglionic centres of which are scattered 
 through the body. In both systems the trunks are essentially composed of nerve- 
 fibres; whilst the ganglionic centres are characterized by the presence of peculiar 
 cells connected with these fibres." 
 
 " It is easily established," says he, " by experiment that the active powers of the 
 nervous system are concentrated in the ganglia, while the trunks serve as conductors 
 of the influence which is to be propagated towards or from them . . . ." 
 
 "The nerve-fibres which convey from the various parts of the body to the gan- 
 glionic centres those impressions which there excite sensations are called afferent or 
 excitor. On the other hand, the nerve-fibres which convey from the ganglionic 
 centres to the muscles the impresssons which call forth contractions in the latter are 
 called efferent or motor. It is probable that the nature of the nerve-force excited in 
 each is the same; so that the same fibre might serve either purpose, if its terminals 
 enable it to do so — just as the same wire in an electric telegraph can convey an elec- 
 tric current in either direction, and can thus serve alike for the transmission of a 
 message and for its reply." 
 
 (97) 
 
98 Dreiv the Wrong Lever. 
 
 In this discussion, then, let it be granted that the brain is 
 
 THE GREAT CENTRAL STATION 
 
 to which the afferent nerves convey all the messages and impulses that 
 come to us from outward sources. From this same station the efferent 
 nerves conduct messages, impelling action to all parts of the body. While 
 the brain is the great supervising and controlling centre of the nervous 
 system, there are other centres, aggregations of ganglionic nerve cells situ- 
 ated in various parts of the human body, which play an important part in 
 the nervous mechanism of our being. These lesser centres have specialized 
 functions and preside over limited areas and within limitations ; their 
 mechanism is the same as that of the higher centre. They are intimately 
 connected with and related to one another and communicate with the par- 
 ent centre, the brain. They preside over the involuntary movement of the 
 body and thereby relieve the higher centres of an immense amount of 
 actual work. 
 
 Their intimate and intricate connection with one another and the 
 higher centres of the brain present an immense area of reflexes, all of 
 which are necessary to our well-being. These reflexes are influenced by 
 various stimuli and functions normally and abnormally in direct accord 
 with the stimulation received. AflJerent and efferent impulses travel in the 
 line of least resistance, and repetition soon establishes habit. 
 
 Disturbance of the usual route leads to a more circuitous one, thereby 
 increasing the factor of time and lessening the potential of the impulse. 
 Counter impulses become a factor, and their influence determines the result- 
 ant. Hence in the case of the switchman repetition had i-educed his work 
 to habit. Long training had converted the mental process to its simplest 
 form, it had become little else than a simple reflex, taking its shortest route 
 and exerting the lowest degree of stimulation upon the centres of higher 
 consciousness. Another impression knocked loudly at the door of his inner- 
 consciousness, its stimulation exceeded that of the old one, the two forces 
 contended with each other, and the efferent impulse, " threw ifie switch the 
 wrong vxiy. " 
 
THE ST. LOUIS UivTIOI^ PASSEIlTGER STATION 
 
 The tourist, whether 
 for health or pleasure, 
 visiting Salt Lake City 
 first goes to the great 
 Tabernacle. At once he 
 is amazed at this im- 
 mense structure, begins 
 to examine and to de- 
 termine for himself how 
 this dome, under which 
 can be comfortably 
 seated 12,000 worship- 
 ers, is sustained. He finds that this roof is an ellipsoidal curve — of Howe 
 truss construction — rafters four-tier deep, all doweled with wooden pins, 
 not an iron bolt to be found. This dome rests upon forty-four sandstone 
 pillars, piers, or abutments. 
 
 This structure — its architecture, its capacity, and its adaptability to the 
 purpose for which it was constructed — has been for years the admiration 
 not only of the Western Continent but of all travelers. 
 
 In the city of St. Louis, Saturday, September 1, 1894, was opened the 
 largest railway station in the world. 
 
 The excavation for this structure was commenced April 1, 1892; the 
 corner-stone was laid July 8, 1893. On account of the nature of the 
 ground, the present site not more than fiifty years ago being a part of the 
 old Chouteau Pond, it required to complete the foundation walls fifteen 
 months ; the whole, however, being finished and ready for occupancy in 
 the remarkably short period of two years and five months. 
 
 The station proper, the headhouse and the midway between it and the 
 train shed, and the train shed itself, occupy an area of 497,970 square feet, 
 or eleven and one tenth acres. The vards just south of the train shed, 
 
 (99) 
 
100 The St. Louis Union Passenger Station. 
 
 between it and the power house, contain 465,970 square feet, making 
 a total area for the Union Station itself, exclusive of all main track 
 approaches, of 963,062 square feet, or 20 acres. 
 
 The area covered by the four main tracks, reaching from the tunnel to 
 the grand avenue, including the proposed storage yard on Compton Ave- 
 nue, all of which is set aside for passenger service exclusively, is 867,098 
 square feet, making a grand total of 1,830,160 square feet, or 42 acres. 
 
 There are 19 miles of track in this system, of which the 30 tracks under 
 the train shed compose 3^ miles. 
 
 The interlocking system is worked by 122 levers, and controls 130 switches 
 and 103 signals. 
 
 The electric light plant has a capacity of lighting 300 arc and 5,000 
 incandescent lights. 
 
 The heating apparatus has a capacity to supply 44,500 square feet of 
 radiating surface, amply sufficient for the station proper, the express and 
 baggage building, and all other buildings appurtenant to the station. 
 
 The cost of the site, the buildings, and the entire system of tracks and 
 other improvements, amounts to $6,500,000. 
 
 While the whole is unsurpassed in architectural beauty and is a marvel 
 of adaptability, there are about it facts that claim more than an ordinary 
 mention. 
 
 The train shed is 601 feet wide from center to center of outer columns, 
 covering 30 tracks ; and 700 feet long from wall of headhouse to center of 
 end columns. Of this length 70 feet is an auxiliary shed covering the 
 wide transverse platform and connecting the headhouse with the train shed 
 proper, the main front of the latter being therefore 630 feet long. The 
 height to center pin of the top cover of middle span at the headhouse 
 end is 74 feet, and the height of end pins of bottom chord of side trusses, 
 20 feet. 
 
 /he total width of 601 feet is made up of a center span of 141 feet 3^ 
 inches, two flanking spans of 139 feet 2^ inches each, and two side spans of 
 90 feet 8 inches each. The side columns are placed 30 feet apart from 
 center to center, longitudinally, while the columns of the three interior 
 rows are placed 60 feet apart. The roof trusses are 30 feet apart, every 
 
The St. Louis Union Passenger Station. 101 
 
 alternate truss resting on the longitudinal girder carried by the columns. 
 " Under the dome of the great Tabernacle 12,000 worshipers could be com- 
 fortably seated ;" allowing the same space to each person, under the rool 
 of the train shed of the St. Louis Union Station 134,624 could be com- 
 fortably seated, or nearly twelve times as many. 
 
 But let the designer of this great architectural-engineering feat speak 
 for himself: 
 
 " In making the design of the train shed I was limited by these conditions : The 
 height should not exceed a certain amount, in order to avoid overshadowing the head 
 house; the plan was to be accommodated to a previously adopted system of tracks; 
 and the cost was not to exceed a given figure. 
 
 " The natural tendency in designing a building of this width and small height 
 would be to make what would appear to be more or less a set of parallel buildings. 
 My main aim, architecturally, has been to preserve the unity of design and make its 
 size more impressive, by avoiding as far as possible any idea of division which the 
 necessary intermediate lines of support would cause. The conspicuous part of the 
 interior will, of course, be the roof sheathing, which limits the vision, and this has 
 been made in the form of a single arch. It is believed that the bottom chords, hang- 
 ing like chains from the columns, will produce an effect of drapery, or at least an 
 effect of continuity over the columns something like the sag in a circus tent from the 
 poles, which will tend to neutralize the rigid divisions by intermediate supports. 
 
 " The central skylight is covered with glass its entire length, with louvre slats in 
 the sides. The lateral skylights have glass and louvres in the sides to prevent a 
 darkening effect of the building from the fall of snow, and also to give better venti- 
 lation, as the building fronts south, from which the prevailing wind blows. The 
 building is made as good as possible in detail, no wood being used except for sheath- 
 ing, and all glass being of a heavy corrugated pattern, set in copper bars, the glass 
 being all clear, except in the south end, where it will have an amber tint. 
 
 " The train shed is practically at right angles to the main lines, which run east and 
 west through the city, and it is approached by two double track lines, one from each 
 direction, which form a Y, the apex of which is close to the train shed. From this 
 point tracks will diverge to connect with the 30 tracks of the train shed, the arrange- 
 ment being such that all these tracks are accessible from either branch of the Y and 
 from the main tracks in either direction. The tracks are on a slight rising grade of 
 0.48 per cent, into the train shed, and are arranged in pairs, seven pairs on each side 
 of the center pair. The main transverse platform will be 50 feet wide, with a platform 
 22 feet 6 inches wide between each pair of tracks. The tracks of each pair will be 
 spaced 12 feet apart, with the exception of the second pair on each side of the center 
 pair and the second pair from each side, which will be 14 feet across." 
 
102 
 
 2%e St. Louis Union Passenger Station. 
 
 a it ii u ti u ii it li 11 11 LL li \.i u. 
 
The St. Louis Union Passenger Station. 103 
 
 The arch form has been almost universally adopted for large stations. 
 The largest single arch is the Pennsylvania Station at Philadelphia, con- 
 structed subsequent to the St. Louis shed, and has a width of 300 feet. 
 The St. Louis shed is not supported by arches at all but by five trusses 
 across the width, but so formed as to preserve the efiect of the arch and 
 yet not be so high as to dwarf the headhouse. A central ventilator runs 
 the full length of the building on the top, having a width of 50 feet, and 
 is covered by a glass roof. From both sides of the central ventilator run- 
 ning down the slopes of the roof are clear stories, 30 feet in width and 10 
 feet in height, and spaced 30 feet in the clear part, in the sides of which 
 clear stories are ventilators and glass lights. 
 
 The sides of the central ventilator between the clear stories are also 
 provided with slats. It will be seen, therefore, that from any direction the 
 wind may blow, its effect will be to carry the smoke out of the building. 
 
 A few comparative figures: 
 
 St. Pancras, London 243 feet wide, 10 tracks. 
 
 "^Grand Central Station, New York 200 " 
 
 New Pennsylvania Station, Jersey City 256 •• 
 
 New Pennsylvania and Reading Station, Philadelphia..266i " 
 
 New Pennsylvania Station, Philadelphia 304 " 
 
 Union Passenger Station, Frankfort-on-Main 552 " 
 
 New Union Station, St. Louis 606 " 
 
 12 
 12 
 13 
 16 
 
 18 
 30 
 
 It surpasses the great stations of London, New York, Boston, and 
 Chicago. So stupendous an undertaking as this had to be backed and 
 directed by immense capital. Hence, the question of first importance, who 
 supplied the money? The Terminal Railroad Association, composed of and 
 controlled by the Cleveland, Cincinnati, Chicago, and St. Louis Railroad, 
 the Louisville and Nashville, the Missouri Pacific, the Iron Mountain and 
 Southern, the Wabash, and the Baltimore and Ohio Southwestern, each of 
 these roads having a representative in the Board of Directors. 
 
 As the Association stands to-day the properties owned or operated by it 
 are the St. Louis Bridge, the Tunnel Railroad of St. Louis, the St. Louis 
 and East St. Louis Terminal, and through other arrangements, the St. 
 Louis Merchants' Bridge and Terminal. 
 
 *The New York Central has a smaller shed also, covering 7 tracks, making a total of 19 tracks. 
 
104 The St. Louis Uniori Passenger Station. 
 
 When it is recollected that three-fifths of the territory of tne United 
 States is west of the Mississippi River, and the rapid strides that this part of 
 our country has made within the last quarter of a century in agricultural and 
 commercial progress, it is not surprising that to-day is found for the business 
 of transportation the largest, the handsomest, and the best adapted passenger 
 station in the world, and that, too, at the gateway of the great West. 
 
 While due mention of and befitting tributes were paid to all the officials, 
 to all the artists and artisans, to all who had lent their skill and manage- 
 ment to secure this unparalleled success, in all the ceremonies and speeches 
 there seemed to be a wish to mention, to honor particularly the President of 
 the Company. 
 
 This wish, this distinction, and this tribute is best set forth in the lan- 
 guage of one of the prominent speakers : 
 
 " There is one other reason, too, that brought me here, and that is the great affec- 
 tion and respect I have for the President of this Terminal Association, your fellow- 
 citizen, Dr. Taussig. To him is due the conception and the carrying out of this great 
 enterprise. The rest of us have supported him, but he has been the leader. Twenty- 
 five years ago, a quarter of a centurj-, he commenced, and to-night the work is 
 finished. I know that the poet tells us that ' the fairest things are those of which we 
 dream,' but I hope this is not true with our good friend, but that he enjoys the frui- 
 tion more than the expectation. This is his monument, but he has one even better, 
 for time will efface even the memory of the man who built so noble a structure as this, 
 and the great multitude in future years will pass on and forget even the name of the 
 projector; but in the hearts of his friends and fellow-citizens in St. Louis he will live 
 when this grand structure shall have become faded and worn, and be surpassed by 
 one better, even as this now takes the place of the old one. He has lived with you 
 nearly half a century, and in that time been a faithful, conscientious, and honest citi- 
 zen. "What greater honor ought any man to ask, and what more can he have? In 
 behalf of the railways I congratulate him to-night on this building, and on the com- 
 pletion of this step in his life-work. I congratulate him much more in the fact that 
 his life has been spent among a people and in a city that appreciates him, and where 
 his memory will be held in kindly regard." 
 
 This celebration fell on more than an anniversary, it was an epoch really, 
 it marked precisely the twenty-fifth mile-stone of Dr. William Taussig's con- 
 nection with and service for the Terminal Railroad Association. 
 
TUNl^ELS A]^D BRIDGES. 
 
 
 -n'T 
 
 f — 5- -^ —^ - 
 
 "^f,, 
 
 7\ 
 
 'A. 
 
 Iti commemoration of laymi The Corner 5rone of ihe 
 Baltimore and Ohio RAiu-RoftO. by Charles 
 Carroll of Carrollton, m the 92.^ yeof" of ^"'3 ^S.^- 
 
 
 FROM HORSE POWER TO STEAM, 
 
 While the Simplon Tunnel, 
 under consideration for twenty- 
 seven years, but now building 
 through the Alps, connecting 
 the Swiss Railway terminus at 
 Brique and the Italian terminus 
 at D'Ossola, twelve and a half 
 miles, and to cost §13,500,000 
 when completed, is the most 
 gigantic undertaking of its kind, 
 still the tunnel built by the 
 Baltimore and Ohio Railway to 
 connect their main line with 
 their Philadelphia Division is 
 of so much more importance to 
 us that it is worth while to give 
 quite a description of it. 
 
 This tunnel, started Septem- 
 ber 13, 1890, was opened for 
 traffic May 1, 1895, within the 
 short period of four years, seven 
 months, and eight days. 
 
 The Belt Line, of which the 
 tunnel is a part, is 7.2 miles long 
 (the tunnel proper being 7,340 
 feet). This work gave employ- 
 ment to 2,400 men, and cost the 
 company $7,000,000. This was 
 a triumph of science and skill, 
 an evolution marking a distinct 
 era in the world's progress 
 
 FROM STEAM TO ELECTRICITY. 
 
 (105) 
 
100 Tunnels and Bridges. 
 
 For many years the cars, both freight aud passenger, of this company 
 •were drawn through the city by horses, ten or twelve to each car, driven 
 tandem. The jingling of bells and the shrill whistle of the driver's bugle 
 gave notice of the approach of this strange spectacle to the visitors of the city. 
 From the circuitous street route, the more circuitous one of a ferry from 
 Locust Point to Canton was adopted. This was tedious and unpleasant to 
 the traveling public, as well as slow and costly in the movement of freight — 
 the other roads had their through connections, and the Baltimore and Ohio 
 suffered by comparison. But the management rose to the magnitude of the 
 situation, and built the tunnel at a cost of " seven millions of dollars.' 
 
 Says one of the officials: "You understand, of course, that our main 
 object in using electric motors through the tunnel is to relieve our passen- 
 ger trains of the annoyance of gas and smoke engendered by passing trains. 
 We can build locomotive engines powerful enough to pull through the 
 tunnel any train that we can haul outside of it. The gain to the traveling 
 public through the use of the electric motor is in the exemption from the 
 annoyance of engine smoke and gas while passing through the tunnel." 
 This enterprise, gigantic as it was, demonstrated two important points : 
 First, that the Baltimore and Ohio was determined to keep apace with 
 the demands of the public, and second, that this forethought and business 
 judgment gave to the world the first successful application of the electric 
 motor to the propelling of not only trains, but the heaviest trains; and that, 
 too, at high speed. 
 
 A short resume shows this road to have been 
 The first: To obtain a charter, February 27, 1827, an instrument that has 
 
 been a model for succeeding railroad corporations. 
 The first: To select a Board of Directors, April 23, 1827, aud of which the 
 venerable Charles Carroll, of Carrollton, the only surviving signer 
 then of the Declaration of Independence, was a member, and who, 
 officiating in his capacity as such, threw the first spadeful of dirt 
 July 4, 1828, the day on which the first stone was laid, saying: "i 
 consider this among the important ads of my life, second only to that of 
 signing the Declaration of Independence, if second even to tliat." 
 The first: To utilize locomotive power, Peter Cooper having placed the first 
 locomotive ever built in America upon this road. 
 
Tunnels and Bridges. 
 
 107 
 
 The first : To issue a time-table, notifying the people when to be at the 
 stations. 
 
 The first: To successfully employ electricity as a motive power, thus 
 demonstrating to the world the entire feasibility of this subtile yet 
 powerful agency in transportation either for tonnage or speed. 
 
 While this road has been first in so many distinctive features, it is 
 peculiarly worthy of the mention of still another fact, that, through all its 
 vicissitudes, it bears without change its original charter name, The Balti- 
 more and Ohio Railroad Company. 
 
 The history of this road is a fulfillment of the poet's prophecy : 
 
 " For I doubt not thro' the ages one increasing purpose runs, 
 And the minds of men are widened with the process of the suns." 
 
108 Tunnels and Bridges. 
 
 The North River Bridge. 
 
 Mention has been made of the New East River Bridge, and now that 
 the controversy in regard to the points between which to build and the 
 character of the structure have been authoritatively settled, the North 
 River Bridge, to connect New York City with New Jersey, is another 
 gigantic enterprise, and to render still greater commercial facilities to 
 Greater New York. 
 
 This is to be a suspension bridge. Central span, 3,000 feet ; end spans, 
 each, 1,850 feet; or the whole will be 6,700 feet — -over 1^ miles in length. 
 
 An end span (1,850 feet) is just 250 feet longer than the central span 
 of the present Brooklyn Bridge. The anchorages with the buildings on 
 top will be 250 feet high, and the towers 580 feet, or more than twice the 
 height of the Brooklyn Bridge towers. 
 
 The present traffic requirements demand eight railroad tracks, and the 
 bridge is so designed that these may be increased to fourteen. The engi- 
 neer estimates "its cost, for eight tracks, at present prices for labor and 
 material, but without right of way, interest, and administration account, 
 will be S21, 000,000, or at the rate of 6360 per lineal foot of track." 
 
 The true solution of the stability of the suspension bridge : It is the 
 practical application of the principle of 
 
 The Catenary Curve, 
 
 the center of gravity being below instead of above the points of support. 
 
 Notice the position of the chain. It is 
 not the arc of a circle, it is a queer-shaped 
 curve. It is demonstrated in the higher 
 mathematics to be the curve of greatest 
 stability, and inverted forms the arch of 
 greatest resistance. Hence many of our 
 stone culverts and arches are of this shape. 
 
 Mr. Jefferson, a man wiser than his generation, seemed to understand 
 the superior merits of this curve: " To say another word of the catenarian 
 arch .... Its nature proves it to be in equilibrio in every point.'' — Jeffer- 
 son Correspondence. 
 
LATE GIFTS. 
 
 " The liberal soul deviseih liberal things, and by liberal things shall he stand." 
 
 Mr. Collis P. Huntington, while living, prefers to put his contributions 
 where in his judgment they will do most good. In his quiet way he is con* 
 tinually aiding institutions of learning, founding libraries, and thus is pro- 
 moting morality and sound education — good citizenship. 
 
 A friend writes : "During my thirty years of personal acquaintance 
 with Mr. Collis P. Huntington I have rarely heard him speak of his numer- 
 ous charities, which perhaps no one knows. A few of his donations have 
 come under my notice : 
 
 "The Huntington Free Library and Reading Room, Westchester. New 
 York City, cost and endowment, 8175,000. 
 
 "Huntington Industrial "Works : Part of the Hampton Normal and 
 Agricultural Institute. Built by Mr. Huntington with an additional 
 endowment of S25,000. 
 
 " Pacific Theological Seminary, $10,000, with annual contributions. 
 
 ' ' He has been or is a contributor besides to the following : Bates Col« 
 lege, Maine ; Roanoke College, Virginia ; the Astronomical Department, 
 University of California ; and for the colored, to the Institute at Tuskeegee, 
 Ala. ; to the Law Department, Howard University, Washington, D. C. ; 
 to the Industrial School, Richmond, Va. ; to Eckstein-Norton University, 
 Kentucky ; and to the State Colored Normal, Salisbury, N. C. 
 
 "For the children of Newport News, Va., he built the sc><ool-house and 
 pays the running expenses." 
 
 The President of the University of California writes: "Mr. C. F. 
 Crocker has made several important gifts to our Lick Observatory, which 
 is a department of the University, and this year bore the expense of the 
 expedition to Japan for observing the eclipse of the sun." 
 
 Mr. C. F. Crocker is the son of Charles Crocker, one of the life-long 
 associates — Huntington, Stanford, Crocker, and Hopkins; is the First Vice- 
 President of the Southern Pacific Railway Company. 
 
 It seems truly that : " jTTks spirit of freedom and luulerstariding, the spirit 
 of counsel and might " are his, in his youth, '^that he may be rich in good work*." 
 
 (109) 
 
110 Late Gifts. 
 
 The Gift of Mr. James J. Hill. 
 
 The gifts to colleges and universities by railroad men in the East — in 
 the Middle States, upon the Pacific Coast — have been chronicled. Now is 
 presented another and in the far Northwest : 
 
 " Monday, September 4, 1895, witnessed the beautiful inauguration ceremonies of 
 The St. Paul Seminary. September skies smiled auspiciously on the dedicatory 
 exercises. It was a cloudless day, and it had all the charms of summer without the 
 discomfiture of extreme heat. "When the hour arrived for the opening ceremonies 
 twelve thousand people were present on the grounds." 
 
 They had come to attest their appreciation of and faith in the new 
 institution of learning about to be launched — the gift of their fellow- 
 townsman, their beloved citizen, James J. Hill. 
 
 Mr. Hill, as a citizen for many years of the Northwest, saw the necessity 
 of such an institution, an institution that should have distinctively for its 
 mission the upholding of good citizenship upon Christian foundations, and 
 gave for this purpose and for this seminary $500,000. The aims and objects 
 of this institution are set forth in the address of one of the leading speakers : 
 
 " Patriotism is a religious virtue ; good citizenship is the practical application 
 through life of Christian ethics. The test of the deep religious instincts of the semi- 
 nary and of the power of its ethical teaching be, in the years to come, the patriotism 
 and the good citizenship which it will practice and inculcate ; the patriotism and the 
 good citizenship which its students will bear away with them over the land to prac- 
 tice and to inculcate in their own homes. 
 
 " The country has no greater need than that of men who by correct thought and 
 courageous heart are pillars of the social order, who know rights in duties, and dutiea 
 in rights, who sway neither to one side nor to the other, holding themselves sternlj 
 on the lines of law and principle. Be it the special mission of St. Paul's Seminary 
 to enrich with such men our America. America ! be thine this Seminary." 
 
 It is said Mr. Hill was greatly affected. His voice trembled while he 
 spoke : 
 
 " The present occasion is to me a very pleasant one. I am called upon to-night 
 to perform the final act in an undertaking which has for three or four years occupied 
 much of my time and thought." 
 
Late Gifts. Ill 
 
 After recounting many other reasons for his action, he gives the last, 
 the greatest, and at the same time a most beautiful and befitting tribute to 
 woman : 
 
 " Some of you may wonder why I, who am not a member of your church, should 
 have undertaken the building and endowment of a Roman Catholic theological sem- 
 inarj% and you will pardon me if I tell you plainly why. For nearly thirty years I 
 have lived in a Roman Catholic household, and daily have had before me and around 
 me the earnest devotion, watchful care, and Christian example of a Roman Catholic 
 wife, and of whom it may be said, 'Blessed are the pure in heart, for they shall see 
 God,' and on whose behalf to-night I desire to present and turn over to the illustrious 
 archbishop of this diocese the seminary and its endowment as provided in the deeds 
 and articles of trust covering the same." 
 
 After the acceptance of this gift upon the part of the archbishop, 
 another gift by Mrs. Hill was presented ; and, while not costing so much, 
 is of infinite value to this institution — the gift and unfurling of the 
 stars and stripes, our Country's Flag, and that, too, while the vast audience 
 
 sang : 
 
 " My country 'tis of thee, 
 Sweet land of liberty 
 
 Of thee I sing; 
 Land where my fathers died, 
 Land of the pilgrims' pride, 
 From every mountain side 
 Let Freedom Rixg." 
 
 The institutions of to-day can not ignore the trinity of the civil, natural, 
 and social sciences. 
 
 Young men trained for the ministry of the church can not and should 
 not forget, whether during the years of their training or later on during 
 the time of their ministry, that they are bound by the requirements cf 
 their ofiice to foster and to uphold by word and deed the highest and 
 purest citizenship — the most exhalted Christian character. 
 
 The buildings consist of a dormitory building, recitation building, 
 administration building, refectory building, and gymnasium building, 
 all situated upon a lovely eminence, in the midst of a beautiful grove — 
 another Acadejius, but upon the Western Hemisphere. 
 
THE EYOLUTIOE^ OF THE STATE OF ILLINOIS 
 
 AND OF THE ILLINOIS CENTRAL 
 
 RAILROAD COMPANY. 
 
 A CONTRAST. 
 
 Like most of the Northwestern States, Illinois was first settled along 
 the banks of its navigable and partly navigable rivers and those of Lake 
 Michigan. The building, at an early day, of the canal from Chicago to 
 the head of navigation on the Illinois River, near La Salle, stimulated set- 
 tlements along the waterway thus created. For the building of this canal 
 Congress had granted lands to the State of Illinois by an Act approved 
 March 2, 1827, John Quincy Adams then being President of the United 
 States. 
 
 The building of a railroad from Lake Michigan across the Grand Prairie 
 to the Mississippi River (then the great national highway of commerce), at 
 the confluence of the Ohio, had long been a cherished dream of the people 
 of Illinois. This project constituted, in 1837, a part of the State's disas- 
 trous scheme of internal improvement, which resulted in an utter and long- 
 continued default in interest on its bonds. 
 
 After the State had been forced to abandon its project, a railroad from 
 the southern terminus of the canal at La Salle to Cairo was in vain under- 
 taken by private capital. 
 
 In 1850 the State had a population of 851,470, and the total valuation 
 for taxes of all the property in the State was $119,868,336. 
 
 A considerable part of the State's bonded indebtedness of over $15,000,- 
 000, which, in 1850, was and had been for years in default for interest, was 
 incurred in aid of its so-called " Central Railroad." 
 
 On the 20th of September, 1850, the Congress of the United States 
 passed an Act granting to the States of Illinois, Mississippi, and Alabama 
 lands in aid of the construction of a chain of railroads intended to be built 
 from Chicago, through Cairo, 111., to Mobile Ala. 
 (112) 
 
The Evolution of the State of Illinois and the Illinois Central R. R. Co. 113 
 
 At this time public lands in the Grand Prairie of Illinois had been on 
 the market so long that their price had been reduced from S2.50 per acre 
 to $1,25. As Government lands could then be bought for Mexican War 
 Bounty Scrip, which, in turn, was selling at from 40 to 50 cents on the 
 dollar, the real value in cash of those lands was somewhere between 50 and 
 62^ cents per acre. Previous to the passage of that Act those lands were 
 utterly unsalable at any price, because, owing to the absence of waterways, 
 there were no means of transportation in any considerable area of the Grand 
 Prairie, which, as a wilderness, covered more than half of the State. 
 
 The Act granted to the States named the alternate or even numbered 
 sections of land. It also doubled the minimum price of the odd numbered 
 sections reserved, advancing it once more to $2.50 per acre. On the pas- 
 sage of the Act the bonds of the State of Illinois advanced 10 per cent in 
 price at the New York Stock Exchange. 
 
 In 1851 the State of Illinois incorporated the Illinois Central Railroad 
 Company and conveyed to it the lands received in trust from the Federal 
 Government for the purpose of building such railroad. In like manner 
 the States of Alabama and Mississippi conveyed the lands granted them to 
 companies chartered by them. But Illinois was wiser than they, and 
 reserved to itself forever, in lieu of taxes, seven (7) per cent of the gross 
 receipts of the railroad to be built under the charter given. 
 
 As the Hon. Shelby M. CuUom said at the close of his last term as 
 Governor of Illinois, these payments by the railroad to the State enabled 
 it, in 1880, to extinguish its debt. Since that time Illinois has "owed no.| 
 man any thing." 
 
 During the construction of the railroad the odd numbered sections; 
 reserved by the Government were withdrawn from the market, and, when 
 restored, they were quickly sold at $5 per acre and upward. 
 
 Down to January 1, 1890, of the lands conveyed to the Illinois Central 
 Railroad Company, 2,456,820 acres had been disposed of on a long credit 
 to about 30,000 actual settlers for $28,742,002, being at the rate of over 
 $11 an acre. 
 
 Without considering the fabulous increase in value of such lands as have 
 been built up into villages, towns, and cities, it can be safely said that the 
 
114 r/ie Evolution of the State of Illhwis and the Illinois Central R. R. Co. 
 
 average value of farming lands along the Illinois Central Railroad in Illi- 
 nois to-day exceeds $50 per acre. 
 
 The railroad, as originally built under the charter granted in 1851, 
 traverses 29 of the 102 counties in the State, including Cook County, in 
 which Chicasro is situated. 
 
 In 1850 the population of those 29 counties was 216,196, being about 
 one quarter of the population of the whole State, which then was 851,470. 
 In 1890 their population was 2,005,084, being over half of that of the entire 
 State, which then was 3,826,351. 
 
 Lest it should be thought that this is brought about by the phenomenal 
 growth of Chicago, and although it must be admitted that the Illinois Cen- 
 tral has contributed as much, if not more, to the growth of that city than 
 any other single agency, let us see how the other 28 counties served by that 
 railroad (exclusive of Cook County) have fared : 
 
 In 1850 their j^opulation was 172,811, being barely one fifth of that of 
 the entire State, and in 1890 it was 813,162, or somewhat more than one 
 fifth of the whole. The remaining 73 counties in the State (exclusive of 
 Cook County) had, in 1850, a population of 635,274, or about three fourths 
 of that of the whole State, and in 1890 a population of 1,821,267, or 
 less than half of that of the whole State. 
 
 In 1898 the total assessed value of all the property in the State was 
 $778,474,910, or about six and one half times what it had been in 1850. 
 
 For many years, and, indeed, down to 1884, the Illinois Central Rail- 
 road did not follow, to any great extent, the policy adopted by so many 
 other corporations of building additions and branches and acquiring other 
 railroads by lease, purchase, or raei'ger. In that year the gross receipts of 
 the 705 miles of railway built under the charter of 1851 were S5,095,423, 
 of which the State of Illinois received as its 7 per cent, $356,679. About 
 that time the policy of the railroad company changed, and many branches, 
 in Illinois and elsewhere, have been since built or acquired. As a conse- 
 quence, and without the State of Illinois having contributed any thing 
 whatever, it has the satisfaction and profit of now seeing that, in 1898, the 
 gross receipts of those same 705 miles of railroad were $9,386,183, and the 
 State's 7 per cent share thereof $657,033. This has been brought about by 
 
Tlie Evolution of the State of Illinois and the Illinois Central R. R. Co. 115 
 
 the growth of the city of Chicago and by the added business secured to the 
 main line from branches and leased roads. 
 
 But how have the stockholders of the railroad company fared in the 
 meanwhile ? 
 
 In the twenty years from 1865 to 1884 they had received dividends 
 averaging 8^^ per cent per annum on a capital stock which, during that 
 period, increased from 823,374,400 to §29,000,000. 
 
 In 1884 their dividend was 8 per cent on $29,000,000, or $2,320,000. 
 
 In the fourteen years last past, from 1885 to 1898, inclusive, the divi- 
 dends have averaged 5^ per cent, and in no one of them, have the stock- 
 holders received more than 8 per cent, nor have they, in the last eight 
 years, 1891 to 1898, inclusive, ever received more than 5 per cent. But, 
 in the meanwhile, they have contributed in cash 823,500,000 to the capital 
 stock, which now amounts to 852,500,000. 
 
 On this they received last year a dividend of five 
 
 per cent, or $2,625,000 
 
 In 1884 they received as above 2,320,000 
 
 Increase in dividend $305,000 
 
 But this last sum amounts to but little more than 1 per cent per annum 
 on the $23,500,000 of added capital paid in. 
 
 Nor could even these meager results have been attained had not much 
 abused " Capital," as represented by the holders of the company's bonded 
 debt, contributed further by constant and very marked reductions in the 
 rate of interest exacted. In 1884 the interest ran at from 5 to 8 per cent, 
 and averaged more than 5f per cent (to be exact, 5^\ per cent) on 
 $28,058,500 of debt. In 1898 it ran at from 3 to 6 per cent, and averaged 
 less than 4 per cent (3^^^ per cent) on $120,262,925 of debt. 
 
 Again, the mileage of this road in Illinois is seemingly a fixed quantity, 
 yet the gross receipts are seen to be increasing all the time, and hence the 
 contribution to the treasury (to the State) is continually increasing. Add 
 to this the fact that in an equal ratio the private property in the State is 
 also enhanced, and some idea may be gained as to the value of this one 
 railroad to the tax-producing wealth of the State of Illinois. 
 
116 The Evolution of the State of Illinois and the Illinois Central B. R. Co. 
 
 This road, however, did not go to Mobile, but, by acquired property, 
 made New Orleans its southern terminus, thus reaching the Gulf by a 
 shorter route and at a more important city. 
 
 What it has done for the States of Kentucky, Tennessee, Mississippi, 
 and Louisiana can l)e determined by the increasing revenue of the whole 
 system, and for what may reasonably be expected in the near future from 
 the lines already built and the projected branches in these and other 
 States. (See map next page.) 
 
 What it has done and is doing for New Orleans can only be appreciated 
 by a visit to the Crescent City. Since January, 1897, the Stuyvesant 
 Docks, with their million-bushel grain elevator and half a mile of shedded 
 wharves, have been completed and placed in operation by the Illinois Cen- 
 tral Railroad Company, This has had a stimulating influence — the Texas 
 and Pacific and the Louisville and Nashville have enlarged their terminals 
 at this point, and the number of seaports brought into connection with 
 New Orleans by regular lines of steamships has been fully doubled. To-day 
 over forty steamship schedules are in force between New Orleans, Central 
 America, the West Indies, and Europe, while, in addition to all this, 
 arrangements are practically completed for a direct service to Asiatic points. 
 The Illinois Central finds it necessary to have even greater facilities in 
 New Orleans, and is contemplating the building of about seventy-five 
 miles of side tracks and another grain elevator of one million bushels 
 capacity. 
 
 It is also believed that opposite the city will be located an $850,000 
 steel dry-dock, and that in a few years at most the great Mississippi River 
 bridge, costing over S5, 000,000, will be built. 
 
 It may not be amiss here to call attention to the geographical position 
 of this territory served by the Illinois Central. The Mississippi basin 
 drains or embraces three fifths of the area of the United States, and prac- 
 tically three tenths is tributary to this system of railroads. By inspection 
 it will be seen that Chicago is located in the right angle of an isosceles right- 
 angle triangle, with New Orleans and New York occupying the other two 
 angles. By the shortest i-ail routes, Chicago is precisely 912 miles from 
 these two ports. 
 
(11 M 
 
118 The Evolution of the State of Illinois and the Illinois Central R. R. Co. 
 
 Years ago a question for the village debating society was : ' ' Does the 
 Mississippi run up hill ? " The programme committee supposed the earth 
 to be a sphere, not an ellipsoid. From this standpoint it seems that gravity 
 will have some influence in determining exports from Chicago — from the 
 Lakes. 
 
 It is now proper to ask the question, To whose forethought, to whose 
 labor of mind and body was the conception of this land grant to this rail- 
 road due, and by whom was it successfully carried thi'ough Congress? As 
 might naturally be expected, the honor was claimed by many aspirants. It 
 seems that Hon. Sidney Breese laid claim to the authorship of the bill, or 
 rather of a bill which sought to have the land grant given to private par- 
 ties under what was known as the Holbrook Charters. This scheme failed 
 after being up in Congress for three successive sessions. At this juncture 
 Judge Stephen A. Douglas was elected Senator from Illinois. He had, as 
 a member of the House, opposed the Holbrook Charters and all other 
 efforts looking to conveying the lands to private parties. Senator Douglas 
 contended all the time that such a munificent grant should be made and 
 made only to responsible parties, and that the only responsible party was 
 the State of Illinois. 
 
 Hence, after three sessions of indefatigable labor of himself, his associ- 
 ate, General Shields, in the Senate, and the entire congressional delegation 
 from the State of Illinois, the bill making this grant was approved Septem- 
 ber 20, 1850. 
 
 It is but just to say in this connection that while there was bitter oppo- 
 sition from Senators and members of Congress from various sections of the 
 country, among the foremost advocates of the measure were Senators Henry 
 Clay, of Kentucky, and Lewis Cass, of Michigan. These men at that early 
 day were among the far-seeing, broad-minded statesmen of our land. 
 
 Judge Douglas, with large patriotism and unselfish magnanimity, went 
 further, and favored, as early as 1858, the building by the general govern- 
 ment of three Pacific railroads — one at the north, one in the center, and 
 the other at the south. He declared that Congress should fix termini only — 
 that the routes should be left to the conditions promising the greatest 
 success. 
 
The Evolution of the State of Illinois and the Illinois Central R. B. C''. il9 
 
 This work, a Pacific railroad so much needed, especially during the 
 Civil and Indian wars, lay dormant for years, and not till May 9, 1869, 
 was this great necessity accomplished in the uniting of the iron bands of 
 the Union Pacific with the Central Pacific near the head of the Great Salt 
 Lake. 
 
 The twelve quarto volumes of reports to the United States Senate on 
 " Exj^lorations and Surveys for a Railroad Route from the Mississrjipi 
 River to the Pacific Ocean " remain to this day a monument to the fore- 
 thought, skill, and wise statesmanship of the late Mr. Jefferson Davis, 
 under whose direction, as Secretary of War, those surveys were made 
 during the administration of President Pierce in 1853 to 1857. 
 
 The aforementioned has been mostly historical. Before closing this 
 account, it will be in order to speak of what the Illinois Central is doing in 
 the solution of the greatest of present problems — how to bring about the best 
 understanding between "Work and Wealth," between "Labor and Capi- 
 tal." This is best set forth in the words of a leading journal : 
 
 "It is questionable whether there be another big corporation in the United States 
 •whose management treats the employees with as much justice and common sense as 
 the Illinois Central Road. 
 
 " It was only a year or so ago that we had the pleasure of directing attention in 
 these columns to the encouragement which President Fish was holding out to em- 
 ployees to become stockholders in the corporation, and to the success of his liberal 
 efforts in that direction as seen in the fact that several thousands of employees were 
 owners of stock in the road, and now, again, we have to chronicle a further common- 
 sense extension of privilege to the employees of this same road by the same sagacious 
 management. The employees of the Illinois Central are no longer subject to the 
 rough and autocratic discipline which would send them from their employment for 
 any minor fault of omission or commission, or at the mere caprice or whim of an 
 offended superior oflBcer. 
 
 "Their faults, whether of omission or commission, are all jotted down in a book, 
 in which book also are duly written whatever unusually meritorious services they 
 may have performed for the road, such as working heartily spells of over-time under 
 stress of circumstances, preventing accidents, saving life, etc. It is a sort of debtor 
 and creditor account, so to speak, between the employees and the corporation, in 
 which the employees may work off any demerit marks written against them by doing 
 meritorious acts and by sliowing zeal and interest in the road's affairs. 
 
120 The Evolution of the State of Illinois and the Illinois Central R. R. Go. 
 
 " This surely is the ne plus ulira of good management on the part of a corporation. 
 There is in it what has hitherto been wanting in the relations of capital and labor — 
 a recognition on the part of capital that it is dependent on labor just as labor is 
 dependent on it, and that labor is not likely to take the hearty interest toward its 
 (capital's) advancement, unless capital return the compliment and show a correspond- 
 ing good-will and interest in labor's advancement. 
 
 " The Illinois Central management is entitled to the warmest congratulations for 
 its wise treatment of its employees. It is the sort of action that will bind the 
 employees to the road, and make them more of co-operators with it than mere 
 mercenary workers. And it is a magnificent precedent to set to less thoughtful and 
 less liberal corporations, which may be induced by the Illinois Central's example to 
 'go and do likewise.'" 
 
 Along the same line and with the same spirit, as the employee-stock- 
 holder feature of this company, is found in the annual report of 1898 what 
 is aptly termed " Resident Ownership : " 
 
 " The stock has been gradually purchased by those resident on and near the line. 
 In each of the ten States in which the company is operating railways there are a 
 number of stockholders, varying from four in Indiana to seven hundred and thirty- 
 two in Illinois. The total number of stockholders in these ten States is one thousand 
 one hundred and fifteen, and the number of shares held by them twenty-three 
 thousand six hundred and thirty." 
 
 Or nearly one fifth of all the stockholders of this company are immediately 
 on or near the lines of the road. The wisdom of this policy, this way of 
 making friends — of building up a great family interest — must commend 
 itself to all progressive corporations. 
 
TWENTY-SEVENTH YEAR. 
 
 BOSTON UNIVERSITY, 
 
 LAW DEPARTMENT. 
 
 WILLIAM F.WARREN, LL. D., President. 
 SAMUEL C. BENNETT, LL. B., Dean. 
 
 Faculty: Ten Professors, Tw^elve Additional 
 Lecturers, and Ten Instructors. Four Hundred and 
 Thirty Students. 
 
 Location in tlie lieart of Boston, close to tlie 
 State House and all tlie Courts. Advantageous con- 
 nections ^with. otlier departments of the University. 
 
 Handsome ne-w Hall, costing- $220,000, recently 
 opened "svith an Opening Address by the Honorable 
 Oliver Wendell Holmes, LL. D., of the Supreme 
 Court of Massachusetts. A free copy of the Address 
 ^will he sent on application. 
 
 Graduates of Southern Colleges ^wt.11 derive 
 great advantage from even one year's residence 
 and study in Boston. 
 
 For free circulars address 
 
 The Dean, Boston University Law School, 
 
 Ashburton Place, Boston, Mass. 
 (i) 
 
LASELL SEMIISrARY 
 
 FOR YOUNG WOMEN. 
 Atjburndale, Mass. (within Ten Miles of Boston.) 
 
 Aims. — We aim 
 JO continue through 
 the years spent at 
 school the influence 
 of refined Christian 
 association and 
 oversight, and to 
 make the "atmos- 
 phere of culture" 
 conducive to the 
 training of girls for 
 their distinctive 
 duties in home life. 
 English Lan- 
 guage. — While 
 maintaining a 
 thorough classical 
 course for pupils 
 desiring it, and 
 sending represen- 
 tatives to the best 
 colleges open to 
 women, our own 
 regular course em- 
 phasizes the study 
 of the English lan- 
 guage and litera- 
 ture, history, and 
 natural science. 
 
 The Art of Ex- 
 PRESSION. — Gen- 
 eral lectures and 
 careful individual 
 training are given 
 in the Art of Ex- 
 pression. Many a woman fails, through some inaptness of manner, of speech, or 
 movement, or through some hindering self-consciousness or self-distrust, to reach 
 that position of influence to which her intellectual capacity and excellence of char- 
 acter entitle her ; while many another of simpler gifts multiplies her power by the 
 winsomeness of attractive presence. Other things being equal, this rare quality of 
 restful, inspiring presence is the charm of domestic and social life. 
 French and German. — In these native instruction only is used. 
 Music. — Piano, organ, violin, guitar, harp, cornet, and vocal instrucVon are in 
 cnarge of the best Bostou masters. We employ no tutors. 
 
 (ii) 
 
 A CORNER IN THE DINING-ROOM. 
 
Cooking and Dbess-cuttinq. — Thorough instruction is given in cooking, dress- 
 cutting, millinery, and other domestic arts; the new building having lecture and 
 work rooms especially fitted up for this purpose. This was the Pioneer School in all 
 this kind of work. 
 
 Common Law and Sanitation. — Lectures on common law are given by an 
 eminent Boston lawyer, and on home sanitation by a lady well known in Boston 
 educational circles. In these two branches, also, Lasell led all schools. 
 
 Special Physical Culture. — Daily physical exercise, prescribed for individual 
 needs as ascertained by careful measurement and tests of strength, is expected of all 
 pupils, both as a condition of health and of that physical poise and self-possession 
 which constitutes so large an element of the best social success. 
 
 The Gymnasium. — The Gymnasium was furnished under the direction of Dr. 
 Sargent, of Cambridge, and has the supervision of a lady who is a graduate from his 
 training school for teachers. The health of students is considered of the first impor- 
 tance; and all the arrangements of the Seminary are made with the end in view that 
 those educated in it become well-developed, 
 vigorous, and graceful women. Abundant 
 time is given for open-air exercise. The 
 pleasant, spacious grounds afi'ord ample room 
 for out-door sports. 
 
 Boating. — It is a regular pastime when 
 the weather permits. The School has sev- 
 eral boats upon Charles Kiver for the free 
 use of the students. 
 
 Swimming. — This is taught in a tank 
 where the water is kept warm, winter and 
 summer — this is very popular. One of these 
 students rescued two of her mates from cer- 
 tain drowning while on a vacation visit to 
 their home. 
 
 Military Drill. — During the last 13 
 years military drill has been allowed as a 
 substitute twice a week for the gymnastic 
 exercise. The purpose is to make the pupils 
 more erect, to aid in acquiring a good car- 
 riage, and to train to instant obedience. The 
 results have equaled our expectations. 
 
 Excursions. — Our vicinity to Boston 
 affords also abundant opportunity for pleas- 
 ant and profitable excursions, eagerly util- 
 ized by us. A visit to Concord, Bimker Hill, 
 or Plymouth is a lesson in history not to be 
 easily forgotten. The Art and other Mu- 
 seums of Boston and Cambridge are very 
 helpful in their varied departments. 
 
 Dress. — The dress of pupils must be 
 simple and inexpensive. Wliatever may be their circumstances, elegant attire and 
 Jewelry are here out of place and iii bad taste. 
 
 To secure place, application must be made early, as many are refused for lack of 
 oom. For illustrated catalogue address. 
 
 A LASELL CADET. 
 
 C. C. BRAGDON. 
 
 (iii) 
 
rut 
 
 nvni\cTT 
 
 PIANO 
 
 EXCELS not alone in beauty of exterior^ but 
 
 PRE-EMINENTLY so in , . . ,< 
 
 ARTISTIC TONE QUALTTY 
 
 T/ze 'wonderful siveetness and purity of 
 the Everett tone challenges andivins the 
 admiration of all true lovers of the purely 
 artistic in piano voice* 
 
 THE ONLY PIANO 
 WARRANTED FOR 
 UNLIMITED TIME. 
 
 — -'^m- — ■ 
 
 THE JOHN CHURCH COMPANY, 
 
 CINCINNATI. NEW YORK. CHICAGO. 
 
 (iv) 
 
Los Angeles 
 This book is DUE on the last date stamped below. 
 
 
 '^ 
 
HE 
 
 H67r 
 1899' 
 
 Hogg_- 
 
 The railroad 
 as ^i^lement^^^^ ^^iv 
 TrT^education, ^v\i 
 
 
.^'