\.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. ■< QC CO 3 CM 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. > ■X) H O :d o 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 $-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. O .1 .2 .3 .4 .S .6 .7 .8 .9 In .1 Z 1 A .5 .6 .7 .3 .3 2rtJ •'8 7 3 1974 18? 5 I8»6 187 7 *87a <879 laso I&4I ,«8»3 18S4 • BS5 «aa6 «e87 I tsse )883 •890 > 1 ' -332. J'fatM^t ofU.S./^'/e.pZSO. The Inception and History of Strikes. 81 f • 1 T 1' f 1 1 n 1 h iT 1 T NT :i: 1=4--=-=-=-="' '' i \ •' ,, 1 . 1 1 1 1 1— ' i ^ ^ '' ^ ■ V-- 1 f ""^ " J - .. .._ : i I ^"^ ±__ t, 2 ''_;►! V-. .• ■ -: ? - ^ , t h ^ " "" 2 I J 1 '^ I ~j.^- "i 1 ? T ', -x - 1 1 s "^ I ^^ - ^ D ' i i^- < 1 "^ I ^^^ , • ' -i- ^ ^—\- » i ^ - l1 * 7. 1? * i- - ' " S V— . «;,°5- ^-^-i^-^ <1_ , 3^ Pll--T -~-^?^- — - =^^^-+-^ -— _^___ ~_i— — ^^r^"-! » 1' ft t"^^ ■ T :^ '^~t ~i — ^ — ' — ''■ — ~-— ■^ ^ . X . ; ' I' ~T-t--t^ — — -^ _• S, " i. ' — 1 - -X ^Ai b^ ;----f-, 1 1 ■^ rX --^ » 3 T""'"rl ■ - -T ^t-^ ; bi ^ T i ■; I * t J--- i i, -^ ■^ — — 1 — "'" ^ ? : :::t^4>^^ * ; ^^' I -^ \ ' -j^,-^ / ■ft •■ > j^-^ -Y r - -' ^ E ■ t ' T^ — V^ 1 J ,>^ ' ~ ■ 1 ■» « — — j— -* , _ ">-;-- ! '. ' __ ,' .■ : . - - ' S o 1 •" I ^J~. _ -A- ~r i i -'' 4' r 1 1 \ 1 1 ^'^ ' i 1 ''■<■-. k. ' I 1 ^X" 'X- ~ - ' 3 ' ■' ■ i 1 i t I —I '^ " ■.., \ 1 : l3i_l ± — 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