THE RAILKOAD 
 
 LEMENT IN EDUCATION. 
 
 AN" ADDRESS 
 
 BEFORE TUE INTERNATIONAL CONGRESS OF EDrCATORS, 
 
 WORLDS EXPOSITION, 
 
 NEW ORLEANS. 
 
 PROF. ALEX. HOGG, M. A. 
 
 Sup'T Public Schools, Fort Worth. 
 
 EDITION OF 1888, WITH ADDENDA. 
 
 LOUISVILLE: 
 
 PRINTED FOR THE AUTHOR. 
 
 1889.
 
 DEDICATED TO SCIENCE AND SKILL 
 BY THE AUTHOR. 
 
 George Stephenson. 
 
 COPYRJGHTED, 1889, BY AlJiXANDER HOGG.
 
 THE RAILROAD U^f' 
 
 ELEMENT IN EDUCATION. 
 
 Mr. President : 
 Steam is 
 well-born ; is 
 a lineal de- 
 ^ scendant of 
 the four ele- 
 ments of the 
 ancients — 
 >y /7- ju^o' 7" earth, air, fire, 
 and watei — has burvived, lived 
 through more than two thousand 
 years, gaining strength from its own 
 usefulness and age ; is to-day in the 
 full vigor of manhood. As a mo- 
 tive power steam was known 130 
 years B. c* Hero of Egypt exhib- 
 ited his Eolipile, an apparatus with a metallic boiler, provided at the top 
 with two horizontal jet-pipes bent into the form of an S- The steam, escap- 
 ing 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. .qx 
 
 '■ Spiritalia seu Pneumatica. K'*) 
 
 45(iG92
 
 4 The Railroad as an Element in Edvxxitioti. 
 
 In 1776, 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 Avas proclaimed by the Continental Congress. This same year Watt 
 produced — perfected his "improved," his " successful" steam-engine. 
 
 The man of science can, with pardonable pride, exclaim, "Arithmetic 
 fails to enumerate the 'agents' and 'reagtnts' 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 science 
 has made its most rapid strides. Steam and electricity, motor and messen- 
 ger, have vied with, not rivaled, each other in transporting and transmitting y 
 until " there is no speech nor language ivhere their voice is not heard. Tlieir line 
 is gone out through all the earthy 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 edv/iare, which 
 means "to bring up," " to train," " to develop," " to increase and give power 
 to." There can be no mistake from this view, that there is a pouring-into 
 as well as a pumping-out in the process of education.
 
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 '6 The 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. Roebliug. 
 
 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 theories, 
 but, as now, they also agreed upon the facts as exhibited in the results. 
 
 In 1874 I visited Niagara Falls, sjsent 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 
 
 1
 
 The JRailroad 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 valley be exalted, but every mountain 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 hundi*ed feet long, costing some $21,840. 
 
 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 Tlie Railroad as an Element in Education. 
 
 instruments and of the most celebrated makers. In boring tlie 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 
 levd and alignment was less than half an inch. 
 
 THE BROOKLYN BRIDGE. 
 
 To be an engineer in the full and complete sense of the term embraces 
 all sciences, pui-e and applied. Nor are the languages to be left out. 
 Through the Latin we learn of Caesar'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 /?i Education. 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 of 
 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 nonentity, 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 hundredtlis of a mile in each county to be 
 taken into account, each county assessing a different valuation, and balance 
 up the whole to within ^ue milh, 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 with 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. 
 
 ".S'wnc one had hlundered^* 
 
 jvas 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 
 
 *Tou do not find slates and blackboards in the rooms of accountants.
 
 r/ie Railroad as an Element in Education. 11 
 
 730,486 pieces. Of these, twenty-six pieces were lost, the claims for which 
 amounted to 81,906.99. 
 
 Total number of passengers from May 10th to November lOtli, 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 life 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 AVest," 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 Mississippi Basin, but because she
 
 12 Tlie 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 
 each to the 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 
 our 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 Avhat 
 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 the 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 XTnion territorially, she has become also greater in
 
 The Railroad «-s an Element in Education. 13 
 
 resources than any of lier 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 are directly 
 upon the lines of railways, while the remaining eight are of easy access to 
 railroads. 
 
 "Wo 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 Avhat 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 civiliza- 
 tion; indeed, the roads have been extended more rapidly than a paying 
 traffic Avould warrant in order to develop their lands, to bring them into 
 market. 
 
 The Texas & Pacific wore out its main line of 444 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 hoy traveled 11 miles 840 yards.
 
 14 TJie 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 jjer 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 Avere 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.
 
 71ie Railroad as an Element in Education. 15 
 
 freight Avas moved at an average cost of 1.8 cents per tun 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 j)oint. 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 sj^ace 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 reduced
 
 16 The Hailroctd as an Khment 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 66f 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 oflT. Now, return from three to five, 
 add two, turn the same two up; two 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 passengers 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-
 
 ■Tlie Railroad aa an Element in Education. 17 
 
 taiuetl viaximum nite:^, while without these restrictions the temleney lo lower 
 rates has been the uniform rule. 
 
 Killing the goose that lays the golden egg is not (i[uite 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, which 
 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 ahvays 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 "TAe Qiiadranial," Gl,732 miles in one year, was in Ft. Worth 
 every day, and "in bed every night," with the usual "lay-overs." 2
 
 18 The Railroad as an Element in Education. 
 
 is true, but to the habitual 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 w^ould 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 183U), 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, Avhy not Columbia rule 
 the continents through her locomotives? 
 
 We do not hear that the mother-country ever used her navy to oi:)press 
 her own people ; why fear that the daughter will use her railroads to mar 
 iter 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 
 Naiional Teachers^ Association, a body of thinkers not surpassed in this or 
 any other country : 
 
 "J believe the whistle of the Texas & Pacific locomotives ivill carry our civili- 
 zation, our enterprise, our religion, and our language into tlie rocky Sierra Neva- 
 das^, until not only Mexico, but from the lakes to the gulf, and from ocean to ocean 
 will be ours, and that, too, without a battle flag." 
 
 *The first railway worked by steam was opened between Darlington and Stockton, 
 September 25, 1825. 
 
 J
 
 Tfie Railroad as an Element in Education. 
 
 19 
 
 During the past three years the American railroad has l)cen 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 activelv 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 
 
 '' |T[3Jtt:23nni-:: 
 
 .d 
 
 Straits (only twenty-six miles wide) in a steamer, will thus connect by a 
 continuous and unbroken highway all the continents ; Avill 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 The Railroad as an Element 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 aijd 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-echors 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 teri'itorial acquisitions, her military glory, and in one of his grandest and 
 loftiest flights of imagination, de-cribing the progress and pi'owess, 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 delights me — it thrills me — to think upon my country, ray 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, and 
 Universal Education.
 
 22 Tlie Railroad as an FAcmod in Education. 
 
 T iiddrei^s lo-day scientific men of the Iciuling nations of cartli. You 
 can lu-ar witness of yonr efforts, your resolutions, your arguments, your 
 logic, your reasons to Wring about standard time. You can testify, too, 
 with some niortilication, that all your labors have been futile. Yet, you 
 have learned. I tell you that on the 18th day of Novend)er, 1888, the 
 clocks of 20, ()()() railroad offices, and the watches of 800,000 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 [)erson. No general, from JVa})oleon down, could have made such 
 a change, even in a single army cor[)s, without the loss of property and life 
 too.* 
 
 Again, who have been Ibremost in building churches, schools, and col- 
 leges, in endowing universities, and in contributing to the advancement of 
 liberal, higher education? AVherc can it be so truthfully said, "charity 
 never faileth," as among raihH>ad men? Who ever knew a real case of 
 charity turned from ollice, lu>me, or tent of a railroad man? 
 
 ^'""■' 'y • " ' 7V,s- VI i<jhti,M in the mightied. " 
 
 .Vmeriea's great'lViumvirate in ai-tion, in the suceessfid completion, con- 
 trol, and management of the three great trunk railways oi' our country, 
 abouinK'd in good works, in large beneficence, and 
 "Thoir (It'cds do follow Ihom." 
 
 In addition to many smaller, but no less valuable charities. Col. Thomas 
 A. IScott, just before his death, gave the following amounts to the following 
 institutions : 
 
 To Jefferson ^^ledieal College, of Philadelphia... S50,000 
 
 To the Orthopa>die Hospital, of rhihulelphia 30,000 
 
 To Children's Department of Episcopal lh)spital, of Philadelphia.. 20,000 
 
 To l^niver.<ity of Pennsylvania, of Philadelphia 50,000 
 
 'l"'o Washington and Lee Tniversity, of Virginia 50,000 
 
 Total 200,000 
 
 •>Mr. Wm. V AUcn. of the Travolor's Guide, is the n\ilhor of Staiuliira Time. The next 
 iiii'Vi- will lio lo tlu' siii>;le Dial for llie day, to 2A o'elock : " Train No. 1 will meet No. 2 at Staliou 
 No 111, at 17, 17 ^o .-lork),"
 
 The Railroad as an Element in Education. 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 Yanderbilt University, Bishop H. X. McTyeire. 
 
 ,, ^ „ Nashville, Tens., Jan. 29, 1885. 
 
 My Deab Professor: 
 
 I thank you for your letter Mr. Cornelius (Commodore^ Vanderbilt 
 
 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 Yanderbilt University $250,000; and 
 
 a $100,000 of this sura has been added to our endowment. Generous benefactors 
 
 to the South and to general education ! 
 
 The location of Yanderbilt 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. TVe believe in rail- 
 roads with good cause. 
 
 For mounting and equipping the observatory for the Leander MeCor- 
 mick telescope Mr. "\Vm. H. Yanderbilt gave §25,000 to the Virginia 
 University. 
 
 Last year he gave 8500,000 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 miUion five hundred and twenty-five thousand dollars. 
 
 But additionally, and in purpose and result too — a greater gift still — Mr. 
 Wm. H. Yanderbilt ha.s given 8150,000 to establish at Washington a 
 Museum of Patriotism, where the collections, the offerings and trophies, the 
 honors paid General Grant by 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. Yanderbilt alone has contributed to 
 schools of science, schools of medicine, and a school of patriotism, nine hun- 
 dred and twenty five thou.*and dollars. 
 
 "^ He is still in the prime of life, full of vigor, abounding in good deeds, 
 and it may reasonably be expected that he will yet outstrip his father's great 
 work, the founding and equipping of the Yanderbilt University. 
 
 ■' See note, page 30.
 
 24 7%6 Railroad as an Element in Education. 
 
 Col. John W. Garrett leaves the following, greater thau 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 thai 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 six 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 anv future psrioi, 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 BaUimorj, in that event I direct my said trustees so in their discre- 
 tion to apply said sum. 
 
 And upon the farther 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 an 1 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 annum 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, Robert Garrett, 
 Thomas Harrison Garrett, and Mary Elizabeth Garrett, and of the survivors and sur- 
 vivor of them, and that the same shall be continu'id 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 u^e their discretion and judgment in reliev- 
 ing the same. 
 
 1
 
 The Railroad as an Element in Edwuttion. 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 E have given so much money to the Wesleyan Female Col- 
 lege, of Georgia, tell them it W'as 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 
 (ahiit non periit), 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 the 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 children shall l)e taught 
 to love Leland's memory, follow his example, and imitate his lovely char- 
 acter." 
 
 *See note, page 33. f^ee note, page 3:5. I See note, page M.
 
 26 Tlie 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 Americant 
 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 nbundance, is 
 found :tll over, throughout these plains, 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 ^hall be glad for them" (the 
 railroads), but " The desert shall rejoice and blossom 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 Ithui-iel's spear, the life-giving breath, the 
 awakening influences of the locomotive, and this ''Dark Continent," this land 
 of Hum, will take its rightful place in the brotherhood of Shem and Japheth, 
 all then being of one speech and one language, and that the Anglo Saxon. 
 
 But, sir, 1 must close, and yet I can not do so without adding one other 
 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 uote, page 34.
 
 The Railroad as an Element in Education. 27 
 
 traversing the most fertile portions of the territory of Texas, connecting 
 the Avaters of each ocean, I was forced to the conviction that, for many 
 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 intelligent, enterprising, and thrifty jjopulation. 
 
 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 The 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 traflBc 
 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 traflSc of the last four years, 
 either from the construction of railways where none before existed, or by such a reduc- 
 tion in the chai-ge for their service, the amount of money's worth saved in four years 
 has been $3,898,373,159, which sum would probabh- 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 consist- 
 ent law of commerce, a nou-commissioued 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 yeare 
 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 jive 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 whetit croji 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. Wra. 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 riciies 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- 
 gj^ect and allegiance of the vast bodies of men who called him chief. AVith 
 all the temptations which surround unlimited wealth his hon^e-life was sim- 
 ple, and no happier domestic circle could any where ])e 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 following, 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 A-ssociation, 
 and because of the felt need of larger and better accommodations, ]\Ir. 
 Yanderbilt, 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 propo.sitiou 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 deepl-y 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 floor, reception-room, offices and com- 
 mittee rooms, reading-room and library containing 7,000 volumes, and a 
 room for games. In the basement will 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 sou ? 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 AVesleyan Female College, (ex-Governor) Senator Joseph 'E. Brown, 
 the President of "The Western & Atlantic Railroad," was purchasing iu 
 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 Avith 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, Avhich 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 
 command," have enabled the Governor to name a Board of Control for
 
 Addenda. 35 
 
 "Leland's 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, profess(jrs, 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 other 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 
 Lelan.d 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 — Avork 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 mu^t 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. 87 
 
 practice it not only requires the withdrawal of certain individuals iVoni 
 work but prevents others from working. 
 
 While it may not be so easy to establish the position, that no one ha.s 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 iu the Southwest ; take the evidence 
 of disinterested and also of interested sources : 
 
 "The loss to the Missouri Pacific KaiUvay 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 Com.mittee." 
 
 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 Jive 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 
 the war. The demand Avas 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 richer, 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. 
 
 45GG92
 
 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 j^roducts 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- 
 strating 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, Avho Avith his small means can not afford 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. 3y 1 
 
 There never has been a lield in which the poor man (the working man) 
 has had such a chance to come to the front as in the l)uikling, the ccjuipjjing, 
 and the managing of raih'oads. Neither 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 opj^ressive 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 $3, showing a net j^rofit 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 AVestern 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 2h 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 average cost of tea to the consumer is 80 cents per pound. Average 
 profit 30 cents per pound. Freight charged by the railroads for carrying 
 this tea 1,000 miles i$ 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 •! 00 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. 
 
 CLOTHING. 
 
 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 Aveighs 5 pounds, 20 suits weigh 100 pounds, transportation 
 1,000 miles 50 cents, 2^ cents each ; average profit per suit to the dealer $8. 
 Profit to dealers 320 times the transportation. 
 
 And yet nobody complains of these profits. No regulation is discussed, 
 no "Interstate Commerce Bill" is passed to prevent these discriminations, 
 these monopolies. The regulation of these is left to the laws of trade, 
 to competition, and in which the "shorter" the "haul," the larger and the 
 " longer" this profit is exacted of the consumer, the working man. 
 
 The Interstate Commerce Bill. 
 
 The constitutional authority upon which this is based reads : 
 
 Article I, Section 8, Clause 3 : '• The. Congress shall have power to regulate com- 
 merce with foreign nations, and among the several States and with the Indian tribes." 
 
 This constitution was adopted in 1787, or one hundred years ago, twenty-
 
 Addenda. 41 
 
 nine years before the first canal, thirty-two years ])efi)r(' the first steamship 
 crossed the Atlantic, twenty years before the Clermont ascendetl tin- Hud- 
 son, and forty-two years before a railroad, even of the rudest e(|ui]»mont, 
 was constructed in this country, and hence could not have been desij^ued to 
 control the present railroads, or even regulate the commerce transported by 
 them. Section 9, clause 5, of the Constitution clearly sustains this inter- 
 pretation, viz., that our present Constitution never so much as anticipated 
 railroads or their management by congressional enactment : 
 
 " No tax or duty shall be laid on articles exported from any State. No preference 
 shall be given by any regulation of commerce or revenue to the ports of one State 
 over those of another; nor shall vessels bound to or from one State bo obliged t<> en- 
 ter, clear or pay duties in another." 
 
 " Vessels" and " ports" — steam vessels are not even mentioned. 
 
 But that railroads as now operated should be regulated by law no one 
 assumes to dispute. They are " public highways," " common carriers," but 
 they are not the property of the public, they are not built by the public, 
 not maintained by the public, and should not be controlled by the public in 
 the sense that the navy, the army, or even a light-house is sustained. 
 
 " Rights," " privileges," "franchises," and "charters" are granted them 
 with extraordinary powers, still their ownership, liabilities, and duties are 
 vested in private individuals, and these should be allowed to operate them 
 as any other business, for the profit in them. 
 
 There are scores of railroads the property wholly of one man, or family, 
 and hence whatever may be said of their relation or duty to the public they 
 owe no more than other individuals, or other corporations composed as they 
 are, of individuals. 
 
 "The Interstate Commerce Bill " errs in attempting to regulate tariris, 
 to say at what cost certain service shall be performed, ignoring the expen.se 
 of building, equipping, maintaining, and operating the several difiereut 
 roads, all subject to entirely different conditions. That is, in its aim to pre- 
 vent discrimination it does discriminate. That while it jiroposes to prevent 
 small local hardships, it entails upon the general anil great public, tiie 
 numberless consumers, still greater hardships, heavier freights. That the 
 object of the bill is good no one doubts, l)ut that it is full (tf difficidties, 
 "hardships," and even in the interpretation of a wise and jutliiious cimu
 
 42 Addenda. 
 
 mission will take many years, with other congressional amendments and 
 " suspensions" to harmonize and to understand the true meaning of " Under 
 substantially similar circumstances and conditions." 
 
 There is still another side, and one in this era of anti-monopoly that 
 should not be overlooked by the statesman, nor be lost sight of by the 
 patriot. That when our Republic Avas threatened, was in the very throes of 
 destruction, civil war and dissolution, the Government called to its aid these 
 same " builders," these railroad owners and managers, to aid, to come to the 
 rescue, to build more roads, to bind this continent together by transconti- 
 nental railways. A net-work was soon the result. Soldiers and the mu- 
 nitions of war could be placed at any desired -point within a few hours. The 
 effect of their potency and efficiency is seen to-day in an unbroken conti- 
 nent, one government, and a happy, united people. 
 
 The railroad during this time solved still another heretofore vexed ques- 
 tion — the Indian question. The locomotive has been to the Indian upon 
 our plains what the white sails of commerce have been to the inhabitants of 
 the isles of the sea — the calumet of peace. 
 
 " The camp has had its day of song ; 
 
 The sword, the bayonet, the plume 
 Have crowded out of rhyme too long 
 
 The plow, the anvil, and the loom. 
 Oh ! not upon our tented fields 
 
 Are Freedom's heroes bred alone ; 
 The training of the work-shop yields 
 
 More heroes true than war has known. 
 
 " Who drives the bolt, who shapes the steel, 
 
 May, with a heart as valiant, strike 
 As he who sees a foeman reel 
 
 In blood before his blow of might. 
 The skill that conquers space and time, 
 
 That graces life, that lightens toil, 
 May spring from courage more sublime 
 
 Than that which makes a realm its spoil." 
 
 Other Heroes than the AVorld's.
 
 Addenda. 43 
 
 Some men are great in conception — some in execution — in both wore 
 
 H. M. HoxiE, George Noble, G. J. Foreacre. 
 
 Circumstances do not make men, neither do men make circumstances. 
 The proper direction of circumstances makes men. And whoever becomes 
 great in whatsoever walk of life is the man who is able to see, to grasp and 
 direct circumstances. Such a man was H. M. Hoxie, another was George 
 Noble, and still another was G. J. Foreacre. There were in their lives re- 
 markable likenesses, peculiarities, contrasts, in their deaths coincidences 
 worthy of mention here. 
 
 Mr. Hoxie died (1886) November 23d, aged fifty-six ; Mr. Noble died 
 eleven days later, December 4th, aged fifty-six, and Mr. Foreacre died Decem- 
 ber 15th, eleven days later, aged fifty-eight. However, their arduous toils, 
 their disappointments, their successful labors, and their rich rewards can 
 best be narrated separately. 
 
 H. M. Hoxie. 
 
 Mr. H. M. Hoxie was a native of Macedon, New York. He early in 
 life moved to Iowa ; showed in boyhood energy, decision of character, and, 
 during the war, on account of his conspicuous ability and tact in the con- 
 trol and management of men, was appointed Provost Marshal of the State. 
 In this position he performed his duties in such an impartial manner as to 
 attract the attention of the civil as well as military officials. 
 
 When the building of the Union Pacific Railway was undertaken, Mr. 
 Hoxie was offered a position of trust and responsibility, which he filled in 
 such a manner as to win for himself the respect and admiration of General 
 G. M. Dodge, the Chief Engineer, to whose brains and energy the incep- 
 tion and completion of the Union Pacific are mainly due. 
 
 A change in the administration of this road was brought about and Mr. 
 Hoxie, at the earnest solicitation of Mr. "\Vm. E. Dodge and others, took 
 charge of the International Railroad then l)uilding in Texas. He remained 
 with this road some twelve years. By his economical management and wise 
 forethought he succeeded in making this road one of the best in Texas, 
 greatly strengthening himself in the estimation of both the stock and bond-
 
 44 Addenda. 
 
 holders. The luternatioual was at this time of no small importauce, em- 
 bracing in its system seven hundred and eighty-two miles. 
 
 During this long connection, these twelve years, Mr. Hoxie endeared 
 himself to the people of progressive ideas on account of his decided favor 
 and approval of every enterprise for the development of the country and 
 the advancement of the people. The Christian minister, the temperance 
 lecturer, and the school-master were the recipients of his favors and his 
 substantial support. " Put me down in favor of public schools and against 
 whisky," was his pronounced position. 
 
 When the great Southwestern system was formed out of the International, 
 the Texas Pacific, the Missouri Pacific, the St. Louis, Iron Mountain, 
 Great Southern, and other roads, aggregating some six thousand five 
 hundred miles, Mr. Gould selected Mr. Hoxie as one of the higher officials. 
 His successful management continuing through years, his promotion keep- 
 ing apace all the time, till at his death we find him Vice-President and 
 General Manager, the sole executive of the entire system. While his death 
 was doubtless occasioned by the arduous labor growing out of the intricate, 
 the delicate problems of the great strike, 1886, on the system, the seeds of 
 disease were sown long before this. His physical frame was never strong 
 enough to fully meet the demands of his brain-power. 
 
 His greatest service to his 
 
 COMPANY, THE RAILROADS, AND THE COUNTRY 
 
 was perfoi-med in his exercise of a clear conception of right, and an inflexi- 
 ble adherence to this conception, his fairness and uniform courtesy to 
 those opposing him. He was not unwilling to change, even to yield; his 
 was not a stubborn, stolid obstinacy, it was a consistent firmness, based upon 
 that highest of intellectual powers, an unerring perception of the truth, 
 however surrounded and complicated Avith the environments of policy. 
 These mental convictions were sustained by a necessary^ an equal moral 
 courage. In short, the life of Mr, Hoxie can be summed up in these three 
 words — -firmness, fairness, faithfulness. 
 
 The sti'ike on the Southwestern system settled two great questions : 
 First, the right of employers, the owners of property, whether corpor- 
 ate or individual, to manage it in their own way under the laws.
 
 Addenda. 45 
 
 Second, it settled also as divine a right as sacred a duty, that of cin- 
 ployes to demand for their labor the greatest compensation ; this not granted, 
 to stop Avork or continue as preferred. 
 
 In this contest there was a strange inconsistency upon the part (if the em- 
 ployes, a discrimination in their own actions : If it were right to derail, to 
 stop freight trains, why not right to stop, to destroy passenger and mail 
 trains too? 
 
 Harmony restored, Mr. Hoxie sought to regain his shattered healtii by 
 travel and by the aid of the best surgical skill in our country, but without 
 restoration. Still, in his sick-chamber his mind went back to the faithful in 
 his employment. One of his last inquiries, perhaps the very last, awav in 
 New York City, he telegraphed his Chief Superintendent in that depart- 
 ment: "What has become of the boy-operator, E. H. Sladek, that saved 
 bridge Thirty-seven on the night of the 14th of February, 1885?" The 
 answer was sent: " He is occupying an humble position as night operator." 
 Mr. Hoxie directed his promotion at once, he was sent to Sedalia, and 
 occupies a lucrative position in the Superintendent's office. What a cdu- 
 trast! Napoleon on the lonely island of his last banishment, that storm v 
 night on Avhich his spirit left his doubly exiled body, kept muttering : 
 " Tete de l'Armee," Head of the Army. Mr. Hoxie, forgetful of himself, 
 inquires : What has become of the boy that saved the burning bridge ? 
 
 But let those speak who were nearer, more competent to judge, and 
 abler to express the appreciation of his associates and their estimate of him : 
 
 " Whereas, we have to day received the sad news of the death of II. M. Iloxic, first 
 Vice-President of the Company ; 
 
 '' Whereas, we have been associated with Mr. Hoxie nsemphiyes during the pastfi^e 
 years, in which he has been connected with the management of the Missouri Pacific 
 system as General Manager, third Vice-President, and first Vice-President, some of us 
 having held positions in connection with his management of railways for a still longer 
 period, and 
 
 "Whereas, the successful results which have attended his management of railway 
 affairs are a source of gratification and pride to all who have worked in harmonious 
 relations with him in carrying out the policy which he adopted, and 
 
 "Whereas, the uniform courtesy and kindness of Mr. Hoxie toward all employes 
 with whom he came into personal 'relations, and the interest and appreciation shown 
 by him in the work and welfare of all, whether personally known to him or not, have
 
 46 Addenda. 
 
 established between himself and those connected with his management the relationship 
 of friends as well as co-laborers, therefore, 
 
 "Resolved, That in the death of H. M. Hoxic, first Vice-President, this Company has 
 lost an executive whose ability, judgment, and strength of purpose have been of great 
 and lasting benefit not only to this system of railways but to the railway interest of the 
 entire country. The employes have lost a leader whose methods have tended to en- 
 large the dignity of the business in which we are engaged, and whose example has 
 been an incentive to the attainment of the highest rewards of our profession through 
 diligence, fidelity, and labor. We have lost a friend whose personal qualities endeared 
 him to all who were brought into relations with him, and bound all who were within 
 the circle of his official authority by ties of admiration and respect. 
 
 "Resolved, That the signatures of all who are present be attached to these resolu- 
 tions, and that the original be forwarded to Mrs. Hoxie as a memorial." 
 
 These resolutions were signed by the officers and employes of the Mis- 
 souri Pacific system. 
 
 George Noble 
 
 Was born in Franklin County, Pennsylvania, 1830. While yet a boy he 
 embarked in the railroad business, commencing like all beginners at the bot- 
 tom round of the ladder in a subordinate position on the Pennsylvania Rail- 
 road. He remained with this road until 1862 or 1863, when he severed his 
 connection with it and went West to look after the mining interests of his 
 uncle, Col. Thomas A. Scott, in California and Arizona. He returned from 
 the West in 1866, and was appointed Superintendent of the eastern division 
 of the Kansas Pacific Railroad. He served in this capacity until March 1, 
 1874, when he resigned to accept the general superintendency of the Texas 
 & Pacific Railroad, which office he held until May, 1881. Col. Thos. A. Scott 
 (1872) came into the possession of the Texas & Pacific Railroad, formed out of 
 three distinct corporations, all together controlling only forty-four miles of 
 road-bed. Thirteen miles were added before Col. Noble took charge (1874). 
 Under his administration the line had reached. May, 1880, four hundred 
 and forty-four miles ; May, 1881, eight hundred miles with contracts per- 
 fected for the completion of the lines from New Orleans to El Paso ; or in 
 the aggregate, in January, 1882, arrangements had been made for the 
 completion of the whole, one thousand four hundred and eighty-seven miles, 
 virtually (via Southern Pacific) connecting the waters of the two oceans.
 
 Addauia. 47 
 
 Col. Scott's health failing rapidly, he sold his iiitorcst in the Tcxa-s A 
 Pacific to Mr. Gould. 
 
 With "the great projector" of the system gone, Col. Nol)le tendered his 
 resignation, retired with his uncle. His connection with the road began at 
 a most inauspicious time. It was virtually without road-bed, without roll- 
 'ing stock, and paralyzed with an accumulated debt, without credit, and 
 without friends. 
 
 At the close of the seventh year he left it the longest line in the State. 
 
 Details are out of place here, but when it is estimated that it re(|uire.s of 
 material, twelve thousand cars, equal to one hundred and twenty tliousand 
 tons for each one hundred miles, equivalent to twelve million tons hauled 
 one mile, some conception of the extra work done by the road can be gained, 
 and all in addition to a heavy commercial traffic beside.-;. All thi.-; e.Ktra 
 transportation had to be provided for by the General Superintendent 
 through his subordinates. 
 
 What a grand peace army ! 
 
 Still all were not sunshiny days. Col. Noble had in that great army 
 discordant, discontented men. When the strike of 1877 swept over the 
 whole country, the Texas & Pacific, with other roads in the State, suffered 
 its full share of loss of property and traffic. 
 
 An incident occurring then must not be omitted. Col. Noble wa.s absent, 
 returning on Saturday night. Sunday morning he was met by a committee 
 of the men making certain demands. His reply, so characteristic of him, 
 was: "No, gentlemen, I will not give you au answer on the Sabbath day. 
 I do not engage to transact any business on that day, l)ut if you will wait 
 until to-morrow morning (Monday) I will give you a reply." Tlie excited 
 crowd withdrew. He went to church as usual. jMouday he gave his answer, 
 and men, who the previous day were frenzied with their imaginary wrongs, 
 throwing their hats into the air, hurrahed for George Noble. 
 
 It was a fixed habit of the Colonel never to go to his office on Sunday, 
 never to transact any business on this day. In the morning he attended 
 Sabbath-school, and at 11 o'clock he was in his accustomed seat listening to 
 his pastor as he dispensed the light and truth of the Go.s})ol. 
 
 For nearly five years after his resignation he engaged in private business, 
 having large interests in both mining and cattle.
 
 48 Addenda. 
 
 The Texas & Pacific going into the hands of receivers, January, 1886, 
 Governor John C. Brown called again to his aid his tried friend, believing 
 that the builder was the best rebuilder, and hence we find the Colonel put as 
 ao-ent of the receivers, and soon as General Manager of the Texas & 
 Pacific, with headquarters at Dallas. The work of rebuilding had hardly 
 begun before upon them was the "the strike," which, although originating 
 upon the Texas & Pacific, was soon transferred to the Missouri Pacific, or 
 Southwestern svstem. The Texas & Pacific, being in the hands of the 
 United States Court, received the prompt and efficient protection of the 
 Government, and the interference was of short duration. 
 
 Still, Avhile the whole people were excited over the ti'oubles, railroad 
 managers and employes alike, Col. Noble stood in the storm with all his 
 senses about him, firm, unembarrassed — looked upon as a reliable friend by 
 the employes, and known to be faithful by the employers. His address, his 
 work, his uniform good temper did much toward bringing about harmony. 
 Like Neptune of the seas, his very presence calmed the tumultuous crowd, 
 and dispelled the angry passions of the excited multitude. 
 
 His loss to the people among whom he lived, and for whom he worked, 
 can not be estimated, and there will not be an employe on the raih'oad of 
 which he was one of the heads, who will not feel that a friend truly is gone. 
 
 Visiting his office a few days since, the draped walls, the vacant chair, 
 all, all too truthfully forced upon me the realization, and involuntarily I 
 
 repeated : 
 
 '■ But, O, for the touch of a vanished hand 
 And the sound of a voice that is still ! " 
 
 But let the man of God, one of his spiritual advisers, add his tribute : 
 
 "It was my privilege to have known our deceased brother for many years. To 
 know him was to love him. His friendship honored those who were allowed to share 
 it. He was a brave defender of good government, yet always with respectful regard 
 for the rights of others. To his superiors in office he was loyal and true, to his equals 
 generous and courteous, to his subordinates considerate and kind. While a master of 
 minute detail in matters of business, he grasped with the mind of a statesman meas- 
 ures of wide policy. He was the friend of Texas. He loved her climate ; he loved 
 her soil. He was among the first to perceive her grand possibilities and to execute 
 measures by which their realization became practicable. His mind was early aware of 
 her vast latent resources, and his best years were given to perfecting agencies for their
 
 Addenda. 49 
 
 development. But wliy speak of these tilings with my stanimcring tongue? The 
 growing towns from Texarkana to El Paso, owing their prosperity largely to his 
 genius, weave the chaplet of laurel we lay upon his brow. Tlie happy families all 
 along the line, helped to comfort by his toil, place their sprig of evergreen within his 
 sepulcher. The laborers, who loved to serve beneath his gentle hand, gem with tears 
 the floral honors on his bier. This is the homage which virtue alone can attain, and 
 is rendered only to the good. He is not dead but sleepeth; not lost to us, but gone 
 before. He filled out the rounded requirements of God"s law. • What dotii the Lord 
 require of thee but to do justly, and to love mercy, and to walk humbly with thy 
 God?' No man ever accused him of an injustice to the value of a hair; none was 
 ever weak who did not experience his mercy ; no glance of pride ever burned in his 
 eye. Such men are rare in any age. It is the glory of ours to liave produced this 
 one, and we lay him down to rest with the best homage of our grateful but afflicted 
 hearts, a recognition of his worth. 
 
 "Eest in peace, and let eternal light shine upon thee, and the glory of the everlast- 
 ing day gather round about thee : Thy example is our incentive to noble deeds, thy 
 memory our benediction." 
 
 G. J. FOREACRE 
 
 Was born at Rainsborough, Ohio, February 19, 1828. Early in the " fifties " 
 he removed from Ohio to AtUinta, Georgia, beginning work with the stage 
 line between that city and Montgomery, Alabama. He remained with the 
 stage line a short time only, and then accepted a position as section boss on 
 the Central Railroad. This he filled with credit to himself, and witli such 
 satisfaction to the company that in a short time he was appointed conductor. 
 
 The appointment was quickly followed by an order from the manager 
 promoting him to the Atlanta agency. 
 
 While serving in this capacity he manifested that peculiar tact, a knowl- 
 edge of men and business, the ability to manage, to direct, which made him 
 sought by many roads. As agent of the road he was upon the eve of being 
 again promoted when the war broke out. Although an Ohio man, he had 
 lived long enough in Georgia to become thoroughly identified witii her 
 interests, and when the time for action came he enlisted and went to the 
 front. 
 
 In 1861 he left Atlanta as Captain of company B of the famous Seventh 
 Georgia regiment, and throughout the sanguinary contest was unwavering 
 in his fidelity to the Southern cause. He was a gallant soldier, and was 
 
 4
 
 50 Addenda. 
 
 wounded severely in the first battle of Manassas. His illness, consequent 
 upon this wound, was painful and protracted, and at times his life was 
 despaired of by his friends. When but partially restored to health he 
 resumed his place in the army and was subsequently promoted to the 
 colonelcy. The war ended, he wisely accepted the situation and went 
 bravely to work to repair his broken fortunes. 
 
 Although Atlanta was in ashes he believed she would become a thriving, 
 busy city, that she was not only the " Gate City," but the railroad center of 
 the Southeast. 
 
 The wound received at Manassas Avas still annoying him to such an 
 extent that his activity was greatly impaired. He purchased a farm near 
 Atlanta and started the successful Sugar Creek Paper Mills. 
 
 Here, while his health was recovering, he declined several fine railroad 
 positions, but after growing strong and sufliciently restored, as he thought, 
 he accepted a place with the Central Railroad again, as General Agent. 
 
 During this time the Montgomery & West Point Railroad, then a long 
 line of some two hundred miles with its branches, was in such a condition 
 that it must be either repaired or abandoned. Mr. Charles T. Pollard, its 
 president, applied to Mr. Wadley, of the Central, to let his company have 
 Col. Foreacre for this important and expensive work, requiring the rarest 
 combination of economic, executive, and administrative ability. Mr. 
 Wadley consented, and Col. Foreacre from June, 1870, to April, 1872, ad- 
 dressed himself to this difficult task. 
 
 When he took charge, the fact that a train arrived on time was the 
 agreeable surprise — not to come at all was the rule. 
 
 Col. Foreacre was a man of magnificent physique, of splendid personal 
 appearance, of frank and easy address. He possessed a high practical 
 knowlege of the work he was about to undertake. Once a poor employe, he 
 had the liveliest interest in the employes, and soon became acquainted with 
 every man on the road. 
 
 Before a train would leave the depot he would personally interview the en- 
 gineer, examine the engine, see for himself that every thing was '* all right," 
 then with an approving smile he would say, " Jack, try to get over to-day." 
 
 The result was the train steamed out with every body in a good humor, 
 and a determination to look out for and avoid running recklessly over the 
 
 I
 
 Addenda. 51 
 
 bad places. Within less than three years this road (now the Western Rail- 
 road of Alabama) was the best equipped and made the quickest time and 
 surest connections of any in the State or in the South. 
 
 Here Col. Foreacre showed his economic management in Icntrthening the 
 runs. He saw the same cars over the same gauge roads could be advan- 
 tageously handled by the same train hands and with more comfort to the 
 passengers. Hence the trip from Atlanta to Montgomery (heretofore two 
 separate managements with two separate crews) could be run as one solid 
 through train. This was done, and with such success that soon after leaving 
 the "Western" he secured, by his personal influence, a through sleeping- 
 car line from the North to the South, inaugurating the line from Washing- 
 ton to New Orleans via the Kenesaw route. This was really the jiioneer 
 line, using a car-hoist to overcome the broken gauge at Lynchburg, Vir- 
 ginia. It was also at his suggestion that the first sleeping-car line from 
 Boston to Florida was established. And to this arrangement to-day Florida 
 owes her popularity as a winter resort for invalids. 
 
 It was during his connection with the "Western" that his interest in 
 schools and colleges became known to the writer. The Agricultural and 
 Mechanical College of the State was to be located by the legislature, and, 
 with four other towns and cities competing, Auburn was an applicant. His 
 idea was that the college would be a source of revenue as well as an orna- 
 ment to his road. Its location at Auburn ha.s verified his anticipation. It 
 is one of the most popular and flourishing institutions in the State. Educa- 
 tional gatherings all along his lines received his pereonal recognition and his 
 strong support. 
 
 From the " Western" he returned to the "Central" and was Superin- 
 tendent of the Atlanta Division. From April, 1875, to March, 1877, he 
 was General Manager of the Washington City, Virginia Midland & 
 Great Southern Railroad ; while, returning to his home, from March, 1877, 
 to April, 1881, he was General Manager of the Atlanta & Charlotte Air 
 Line Road. During his connection witli this road he projected many 
 smaller lines, becoming Superintendent of the Georgia Pacific. 
 
 He entered the service of the Baltimore & Ohio Knihoad, January 1, 
 1884, as the General Superintendent of the Trans-Ohio Division, with head- 
 quarters at Newark, Ohio. This position he held till his death.
 
 52 Addenda. 
 
 The Virginia Midland was really a Baltimore & Ohio line, and his return 
 to this company was a reciprocal gratification. 
 
 Here, besides having a larger sphere, he had a company that was stable 
 in its management, progressive enough, conservative enough, appreciating 
 and rewarding diligent and faithful officials. 
 
 Col. Foreacre possessed those great prime requisites of all successful 
 managers. He was a man of marked intellectual vigor, conscientious in the 
 discharge of every duty, inflexible in his adherence to the right, unswerving 
 in his support of order and good government. He had a heart of womanly 
 tenderness, dispensing on all occasions with an open hand to the calls of 
 deserving charity. With a most happy temper and pleasant deportment he 
 won his way without eflTort into the respect and love of every one whom he met. 
 
 He loved Atlanta. It was the home of his adoption. The field of his 
 greatest efforts and most successful triumphs. The graves of his children 
 were thei'e, and naturally he desired that his last resting place should be 
 there. Loving and devoted friends saw that his wish should be carried out. 
 His was one of the largest, if not the very largest funeral procession ever 
 witnessed in that city. Citizens of high and low degree, senators, governors, 
 all Avere present to show their appreciation of the life and their profound 
 sorrow at the death of G. J. Foreacre. 
 
 Fit inscription for his tomb would be : 
 
 " Mark the perfect man and behold the upright ; for the end of that man is peace." 
 
 Conclusion. 
 
 H. M. Hoxie, George Noble, G. J. Foreacre were alike poor boys, in- 
 dustrious youths, good citizens. Christian gentlemen (consistent members 
 respectively of the Episcopal, Presbyterian and Methodist Church). They 
 alike so directed circumstances as to become honored, because most useful 
 to their country in their day and generation. 
 
 Young man, in their lives you have the key of your own success ! 
 
 I 
 
 J
 
 Courtesy of 
 
 The Burlington Koute 
 
 "From Hell Gate to Gold Gate 
 And the Sabbath unbroken, 
 A sweep continental 
 
 And the Saxon yet spoken." 
 
 Whether on the trail of " '49," or on the rail of " '69," or by the tedious 
 voyage around "the Horn," our mother tongue has had iiuich to do in the 
 occupation of this continent. 
 
 There left Boston, Friday (4:30 p. m.), July 6, 1888, under Mr. Charles 
 A. Brown, of the Chicago, Milwaukee & St. Paul Railway, as manager for 
 the New England States, a train consisting of eight Pullmans and a bag- 
 gage car for San Francisco. This train did not travel as fast as the one 
 (centennial year) making the time between New York and San Francisco, 
 3,317 miles, in 83 hours and 23 minutes, three days and a half (3.47) or 
 forty miles an hour, but, stopping at many points of interest, spending whole 
 days in cities, reached San Francisco Tuesday, July 16th (4:30 r. M.), with 
 231 passengers, all delighted with the safety, comfort, and pleasure of the trip. 
 
 (53)
 
 54 
 
 Addenda. 
 
 There were trains from the Lakes, trains from the Gulf, trains from the 
 Prairies, trains from all points of the educational compass, until there were 
 gathered and housed ivithiii the Golden Gate twenty thoumnd souls. 
 
 Not all of these were teachers — they were all learners, however, and 
 carried home with them lessons of wisdom more precious than the gold of 
 Ophir, more enduring than the riches of " the silver satrap of the Sierras." 
 
 One agency, a great factor in the success of this meeting, was the Palace 
 Car. Travel by night as well as by day, economy of time, made the sleep- 
 ing car a necessity, and the inventive genius of man was not long in solving 
 the question. 
 
 Without entering into a discussion — leaving out all controversy — it 
 seems that Mr. Woodruff was the first to conceive and to carry out practically 
 his idea of a sleeping car. It is not denied that both Mr. Wagner and Mr. 
 Pullman profited by Mr. Woodruff's invention; and while, doubtless, the 
 very first attempt to furnish the railway traveller a place to sleep was upon 
 the Cumberland Valley Railroad of Pennsylvania, Mr. George M. Pullman 
 early comprehended the real magnitude of the problem, and set about its 
 solution. 
 
 In 1864 he perfected plans for what was to be a radical change even in 
 sleeping cars. He built at a cost then thought to be a fabulous sum for the 
 purpose, $18,000, the "Pioneer."
 
 Addenda. 
 
 55 
 
 This car being wider aud higher than auy heretofore in use, rocinircd 
 changes on the part of the raih-oacts in their bridges and culvert.^. Thi.>< wa.-^ 
 cheerfully done by the road? ; the travelling public now demanded thi.s .sleeper. 
 
 In 1867 the Pullman Car Company was organized. About the same time 
 the Wagner Company came into the field, furnishing sleepers for the 
 Vanderbilt and connecting lines. 
 
 Sleepers l)y night, luxurious couclies, suggested spacious drawing-rooms 
 for day travel, and the Parlor Car is furnished. And now Hotel Cars 
 are needed, and the Pullman Company introduced the first, aptly nam('(l tlie 
 "President." Tliis car was put into service on the Great AVestern Kail- 
 Avay of Canada, 1867. 
 
 The Hotel Car was rather cramped. The tables, portable, had to l)e ar- 
 ranged between the seats ; hence the Dining Car " Delmoniccj " makes its ap- 
 pearance, 1868. 
 
 But to reach this car, j^assengers — men, women, and children — had to 
 pass through other cars, cross over platforms with more or le&s inconven- 
 ience and positive danger. And now another demand. Not only a " cov- 
 ered way," but ''guards" must be furnished, and a tunnelled train — " vestibu- 
 led" called — is the latest product of Mr. Pullman's fruitful evolutions. 
 
 The first road running these was the Penu.sylvania (1886). 
 
 On these trains carrying sleeping cars, a dining car fitted out with a 
 smoking saloon, a library with books, desks, and writing material, a bath- 
 room and a barber shop, an American citizen travels in as princely style as 
 does the crowned head in Europe on his " royal special train," and at figures 
 that should always be pasted in the hats of party politicians, chronic di.s- 
 turbers of the peace aud quiet of our people. 
 
 COMPARATR^E RAILROAD AND PALACE CAR R.A.TES. 
 
 Countries. 
 
 First 
 Class. 
 
 Second 
 Class. 
 
 Third 
 
 Class. 
 
 Routes. 
 
 Distance 
 in Miles. 
 
 Berth 
 Fare. 
 
 United Ivino"dom 
 
 Cents. 
 4.42 
 3.86 
 3.10 
 2.18 
 
 Cents. 
 3.20 
 2.88 
 2.32 
 
 . Cents. 
 1.94 
 2.08 
 1.54 
 
 Paris to Rome 
 
 001 
 
 912 
 
 1,374 
 
 1,330 
 
 $12 75 
 
 
 New York to Cliirago.... 
 Calais to Brindisi 
 
 5 00 
 
 
 oo o^ 
 
 XJnited Stnte? 
 
 Boston to St. Louis 
 
 6 50 
 
 
 
 
 *The first-class passengers constitute about 99 per cent of ilie travel in this country.
 
 56 Addenda. 
 
 The policy inaugurated under the following action doubtless had much 
 to do in the increased and increasing success of the association : 
 
 " Under the head of resolutions, the following was oflercd by Professor Alexander 
 Hogg, of Texas, and unanimously adopted: 
 
 "In order to effect a better and more uniform system of special rates upon the 
 various railroads and other methods of conveyance, to secure, so far as possible, some 
 definite concert of action upon the part of the authorities of the various lines of trans- 
 portation for the next annual meeting of the association, therefore, be it 
 
 "Resolved, By this association, that a committee of seven be appointed by the 
 president, to be known and styled as "The Department of Transportation." 
 
 " Resolved, That one of them by appointment shall be the president of the depart- 
 ment, and that the remaining six shall act as chairmen of the six districts to be here- 
 after determined, and they shall have power to appoint an assistant or assistants to aid 
 them in properly organizing and perfecting this department. 
 
 " The author in presenting the resolutions said : That heretofore there had been 
 no proper understanding upon this subject of transportation, which was one of the 
 most important as well as the most vital business points of the association, and that 
 this failure grew out of the neglect on the part of the association to properly present 
 the claims of the members, coming as they do from all parts and quarters of the 
 United States, to what is known as special or excursion rates; that it was true at first 
 sight there seemed to be insurmountable diflUculties in the way, but that it was not so 
 at all; that the great carrying community was deeply interested in this educational 
 work, and that if properly acquainted with its objects, that a system could be per- 
 fected; that instead of hundreds of teachers there would be thousands in attendance 
 on these gatherings; that the liberality of these corporations was greatly misunder- 
 stood ; that as a general rule — if there was merit, if there was any good reason 
 why they should grant special rates — they had never failed to do it. He hoped that 
 the plan proposed would meet with the cordial indorsement of the association ; and 
 that the great carrying interests of our country would be invited to show their appre- 
 ciation of and their interest in the education of the common country as represented 
 by this, The National Educational Association." — Proceedings of Naiiojial Educational 
 Aswciaiion, Louisville, 1877. 
 
 The " insurmountable difficulties in the way" were studied just like any 
 other problem, and while the very best arrangements were not secured ' ' for 
 the next annual meeting," nor at the next, still the transportation has been 
 the main question in selecting the place of meeting, till now, through the com- 
 binations—traffic associations — not only is one fare granted for the round 
 trip, with side excursions, some for less than a fare, but the railroads have
 
 Addenda. 57 
 
 become the financial agents, the collectors of the association (all tickets hav- 
 ing a coupon for the " plus two dollars" membership fee). 
 
 This arrangement made the Madison meeting the first great meeting, 
 reaching the "thousands," and San Francisco the greatest up to dat(>. 
 
 The railroads have shown their interest in the education of our comiiion 
 country in this, the finest and largest collection of " systems" and " meth. 
 ods," in bringing together the leading and controlling spirits of the three 
 hundred thousand men and women engaged in the responsible training of 
 the twenty millions of children for the highest duties known to tlic American 
 citizen, the casting of an intelligent ballot. 
 
 Again, as late as 1850 there was not a mile of railroad west of the Missis- 
 sippi. The " centennial year " train could not have made the trip " 3. 47 days " 
 before 1869 — neither could the great National Association have collected its 
 teachers — nor could the thousands, millions, who now traverse the continent 
 Avithout comprehending the time and the distance, have done so, but for the 
 undertakings — the accomplishments of the projectors and builders of the 
 Pacific Railways. Commercial interests had time and again suggested these 
 great enterprises, and men then called ' ' visionary " for the lack of the 
 later coinage, "crank," had sent out reconnoitering parties — who made 
 preliminary surveys ; but the necessity for so stupendous a Work was not 
 brought home to the nation until the Southern States attempted to s<ecede — 
 to divide this Union l)y a geographical, an imaginary line east and west. 
 This action forced the Government to lend its aid in constructing a real line — 
 two lines of steel rail from the Missouri to the Pacific — thus uniting by Art 
 what long since had been decreed by Nature — the perpetuity of this Republic. 
 
 A faithful description of the work is beyond the .«cope and purpose of 
 this humble contribution. 
 
 To determine the location alone of a route for the Union Pacific, 15,000 
 miles of instrumental and preliminary lines were run ; 25,000 miles of rc- 
 connoisances were travelled. The engineers of the Central Pacific had to do 
 the same thing, and in the face of the same difficulties, both ])arties in sight 
 of the native tribes, less hospitable than the deserts and mountains. 
 
 But the preliminaries completed, the work of construction begins, and 
 for five years, under the leadership of Gen. G. M. Dodge and Charles 
 Crocker respectively, armies of men, roll-calls of thousands, Teuton, Celt,
 
 58 
 
 Addenda. 
 
 and Celestial (the latter the most willing worker), with shovels and pick- 
 axes, the implements of peace and progress, are marching west and east 
 over boundless plains, through waterless deserts, and up the rugged moun- 
 tain with its whelming snow-drifts. 
 
 But these giants, instead of piling Pelion upon Ossa so as to scale 
 Olympus, by a system of loops and tunnels made step-ladders of the lesser 
 
 peaks, not to ascend to heaven, but 
 to place among the heavens a smooth, 
 path, "a plain way" for all tongues 
 and all nations, and that. too. for all 
 coming centuries. 
 
 A loop is a happy device of engi- 
 neei'ing to go through a mountain by 
 •going around it — a tunnel, to go over a 
 mountain by going through it. 
 
 " The end draweth nigh," and vic- 
 tory complete over nature's barriers is 
 proclaimed upon the morning of the 
 9th of May, 1869, when near the head 
 of the great Salt Lake they lay down, 
 the last tie of polished laurel bound 
 with silver bands. Nevada sends a 
 silver spike, California sends two of 
 gold, while Arizona, more practical 
 than either, sends three — one of silver, 
 one of gold, and one of iron. 
 
 "The silver sledge gleams in the 
 air, and the blow that follows is heard 
 farther than any other blow ever struck by mortal man, and all over the 
 continent the ringing of bells and booming of cannon sinuiltaneously an- 
 nounce the tidings of the feat."* Instinctively the locomotives salute each 
 other, touch pilots, and with a hearty hurrah — a shrill whistle — add their con- 
 gratulatious ui)on the consummation of this union, this wedlock of the oceans. 
 
 *'Tlie last spike and the lianimer that drives it are in electric communication with 
 nearly all the fire alarms in the eouiitry.
 
 Addenda. 
 
 59 
 
 The costs of these two enterprises respectively, the Union rtuilic about 
 $39,000,000, and the Central Pacific about $140,000,000, but in the two 
 years, 1872 and 1873, there were saved to the Government alone in the 
 transportation of postal and war nuiterials, $3,789,788, or over twenty per 
 cent upon first cost. 
 
 The builders of this highway, elated by continued success, flushed with 
 recent victory, soon again are found approaching each other froni " the 
 West" and " the East," and the Southern Pacific and the Texas Pacific, 
 under respectively the same leaders, with the same associates, meet a second 
 time, 1882, at Sierra Blaxca, and another transcontinental railway is 
 furnished " on or near the 32° parallel of latitude." 
 
 Upon the Southern Pacific 
 the engineering and building, 
 too, if j^ossible, were even 
 more difiicult than upon 
 either the Union or Central 
 Pacific. The cut of the Ti 
 hachapi Love Knot is heit 
 inserted for those teachers 
 who are still in the Kinder- 
 garten. It is a fine object lesson. 
 A description as given by a 
 great teacher is added : 
 
 " Now we look down upon four tracks we have come, and now we lo(»k 
 up upon three tracks we are going, that are forever crossing themselves like 
 a confused Avituess." . . . "The double-stranded thread on which these 
 heights are strung, called the Loop, is three thousand seven hundred and 
 ninety -five feet long, a great double-bow' knot of steel." 
 
 New Roads. — In our country railroad building (1888) has not kept 
 pace with previous years; not so much as in 1887, but is even more active in 
 foreign countries. 
 
 It is announced that "The Tientsin Railway, the first practical rail- 
 way in China, which was formally opened in October, 1888, is eighty-one 
 miles long. This road extends from Tientsin to Tonsham." 
 
 It is but fair to believe that this railway work is the dawn of a new
 
 60 Addenda. 
 
 civilization withiu the heretofore closed Avails of this mighty empire. The 
 returning Celestial may have had something to do with it. 
 
 South America perhaps, in Peru and Bolivia, is prosecuting the most 
 stupendous railway enterprises of this era. 
 
 It is gratifying to note that the suggestion found on page 19 of this ad- 
 dress is now fulfilling ; roads are building, up into Alaska, and from the 
 west through Siberia, the object is said to be a connection by steamer cross- 
 ing Behring's Strait, shortening the passage to the East by traveling west. 
 
 Railroading Above the Arctic Circle. — "An important engineer- 
 ing enterprise, now in progress, is a railroad to the Arctic Circle. The 
 vSwedish and Norwegian railroad now building from Lulea, on the Gulf of 
 Bothnia, toLuffoden, on the North Sea, is partly situated within the Arctic 
 Circle, and is some 1,200 miles farther north than any railroad in Canada." 
 
 Since the railroad is the only invading army that never breaks its line of 
 communication, never "changes its base," why not attempt, not to reach the 
 North Pole, but the "open polar sea," by building a railway to it. Such 
 "an expedition" not able to go forward, could at least retreat. 
 
 Safety Appliances. — Great progress has been made in the past two 
 years in safety appliances. The deadly coal stove has been superseded — 
 not on all trains, but a beginning ; a successful test has been made of steam 
 heating. The first road to adopt steam heat was the Elevated, in New 
 York ; the next, the Boston & Albany. 
 
 An official of the latter gives the following : ' ' We equipped two trains 
 in the fall of 1886, and ran them through that winter. In the spring of 
 1887 the contract was made with the Martin Steam Heating Company to 
 equip all our trains as fast as possible. In the fall of 1887 our New York 
 train was equipped with steam heat, and now most of our passenger trains 
 are so equipped." 
 
 The same oflftcial adds: "The electric light for trains was first tried by 
 the Pennsylvania Railroad in 1884 on a few drawing-room cars only. The 
 iirst entire train to be lighted by electricity in America (and q^ far as known 
 in the world) ran from Boston to New York, over the Boston & Albany 
 (Springfield Line), March 30, 1887. This train has been running continu- 
 ously since." 
 
 This litrht bids fair to become universal.
 
 Addenda. 61 
 
 In this advance heat and light have travelled t(jgether, the result of 
 their merciful mission, has been greater security to the life and comfort of 
 the passengers. Meantime, the safety of the exposed and too-loug-neglccted 
 train hand has received the considei-ation due him, and the following is 
 quoted in evidence that legislatures are looking into this matter: "The 
 bill compelling all roads operating in the State of New York to tujuip their 
 freight cars with automatic couplers has become a law. Until November 1, 
 1890, is given the roads to comply with the provisions of the law. The 
 j)enalty for non-corajDliance is $.500 for each offense." 
 
 When we consider the great army of brakemen exposed to heat and 
 cold, to sunshine and storm (on the cars, between the cars, under the 
 cars), and the number of these faithful fellows daily maimed or killed 
 outright, the universal adoption of the automatic coupler must be hailed 
 as the most advanced advance in railway safety appliances. 
 
 Sunday Trains. — This is perhaps the most difficult problem, being both 
 a religious and an economic question at the .same time, that the managers of 
 the roads have to confront. It is not true that the managers are responsible 
 for Sunday trains. They would prefer no sound of whistle or engine-bell 
 be heard on their lines on the Sabbath. It is true that the patrons, the trav- 
 ellers, the shippers, are responsible. Says a late writer : 
 
 " Competition is perhaps more severe between railroad companies than between 
 any other class of business or carriers in the world. The merchant in Chicago, who 
 desires to ship to Liverpool one hundred car loads of grain, knowing that his steamer 
 sails from Boston on a certain day, and the choice of route rests between two roads, 
 one of which runs trains on Sunday and the other does not, would not hesitate long in 
 giving the business to the road running the Sunday trains. The Detroit merchant, go- 
 ing to his store this morning, finding some article of merchandise called for by his cus- 
 tomers which he can not obtain in the city, telegraphs to New York or Boston, for 
 example, therefor. It is shipped by what road ? By the road bringing it in the least 
 time for the least money. Of two roads, one running Sunday trains and the other not, 
 which will probabh' get the business ?" 
 
 Again : In California you receive a dispatch calling you to the bedside 
 of some dear one in Boston, or any city east of the Mi-ssissippi, would you 
 purchase a ticket by the road that lays over on Sunday in Ogden or Omaha? 
 
 Efforts are now making on several of the trunk lines to withdraw as 
 many trains as possible from their roads on Sunday. This can be done in
 
 62 Addenda. 
 
 mauy cases without detriment to shippers, and will be done in all cases when 
 all merchants will openly say: " We will not patronize nor have any thing to 
 do with the railroad that runs Sunday trains." This change must come 
 through public opinion — through press and pulpit. The transcontinental 
 trains between the Atlantic and the Pacific in the prompt delivery of the mails 
 — in the interests of the public — ought, perhajjs, to run ; and within the States 
 trains laden with perishable freight, or suffering live stock, should be allowed 
 to reach destination without detention, with all dispatch. 
 
 Whatever may be the solution to this problem fraught with so many 
 difficulties, surrounded by so many conflicting interests, it is safe to say that 
 the railroad managers will cheei'fully do their part in bringing about a speedy 
 and a just settlement of the question. 
 
 Gifts to Schools. — Mr. W. H. Yanderbilt left in his will, additional 
 to his former gifts, $200,000 to be added to the general endowment of the 
 Vanderbilt University. Cornelius, the grandson, desiring to fit the Uni- 
 versity to educate the whole man, liberal provisions having already been 
 made for the departments of Letters and Theology, gave (1888) $20,000 
 for building and equipping "Mechanical Hall," the second building of the 
 Engineering Department, and $10,000 for additions to the University 
 library. Thus father, son, and grandson have contributed, and to this one 
 institution, $1,480,000. 
 
 The Death of Me. Charles Crocker. — The National Educational 
 Association, the success of which was so largely due to the management of 
 the Southern Pacific Railway, had just adjourned. Many of the members 
 were still enjoying the hospitalities of new-made friends on the coast, or at 
 the numerous pleasure resorts in the mountains, when it was announced that 
 "at the Hotel del Monte, Mr. Charles Crocker died, Uth August, 1888, 
 aged 65 years and 11 months." 
 
 The resolutions passed by the Board of Directors of the Southern Pacific 
 Company, of which he was Second Vice-President, set forth : 
 
 First: The irreparable loss the compaii}' has sustained. 
 
 Second: The great work accomplished by him as director in the construction of 
 thousands of miles of railroads, thereby rendering millions of acres of land valuable. 
 
 Third.: His personal characteristics, determination, directness, frankness, fairness; 
 that the most exacting integrity and strictest honesty were interwoven in every muscle 
 
 •:<?;.
 
 Addenda. 63 
 
 and fiber of his being; that liis uprightness of character and sincerity of purpose 
 commanded the admiration and respect of those who knew him best, and were a con- 
 stant inspiration to the officers and employes who were sub'ect to his direction. 
 
 Fourth: That for his abilities and achievements they have thehis:hest respect nnd 
 admiration; for his high character and broad humanity they hold his memorv in great 
 affection, and that even in this day of sorrow they are truly thankful that they have 
 enjoyed the benefit of his personal friendship and experience in all tiieir official relations. 
 
 His charities, as gathered from press and persons near him : 
 
 Some eleven years ago Mr. Crocker purchased The Ward Natural Ilistorv and 
 •Geological Collection for $50,000, presenting the same to The California Academy of 
 Science. To the same institution he gave $20,000 as a fund, the interest of which 
 should be spent in giving employment to such persons as in their devotion to scien- 
 tific pursuits have become incapacitated for active life. 
 
 This fund is known as "The Crocker Scientific Investigation Fund." In 1885 he 
 presented to the Boys' and Girls' Aid Society $33,000 as a fund, independent of an 
 annual sum, for its support. The same year he rebuilt the dome of the Golden Gate 
 Park, destroyed by fire, 1882. The specific amount contributed to this could not be 
 ascertained, Mr. Crocker under his own personal supervision furnishing the material, 
 the architect, and workmen. 
 
 His private beneficence was even greater. In addition to a large list of old 
 friends, to whom he gave regularly, he furnished his wife, montiily, $5,000, to be 
 distributed bj^ her in charities of her own selection. It Avas his custom to send checks 
 every Christmas to all the Homes and Orphan Asylums, the only condition enjoined 
 was that no publicity should be given as to the donor. When, in October, 1885, 
 the establishment of H. S. Crocker & Co., stationers, was totally destroyed, in which, 
 while the largest sufferer, he did not stop to inquire the extent of his loss, but tele- 
 graphed from New York §5,000 as a gift to the families of the two brave firemen 
 who had perished at the fire. 
 
 While alwaj's affable and pleasant, Mr. Crocker sometimes became facetious, and 
 in the goodness of his heart often gave when he doubted the propriety of the act. It 
 is related by one present, that on one occasion two ladies seeking an audience with 
 liim were detained in the waiting-room, and on its becoming known to him, he said: 
 ■"Show them in immediately; it does not do to keep ladies waiting." They had 
 ■come in the interest of the "Old Ladies' Home." Mr. Crocker smiling]}' asked how 
 much he was to give. " Oh, anything you please; we will be perfectly content with 
 any sum." Whereupon he responded: "Another cool robbery," and, drawing liis 
 chock-book, he wrote and handed them an order for $2,500. 
 
 In 1887, when it became known that the Sacramento Orphan Asylum needed 
 money, he sent his check of $1,000; and the very last act of his business life was to 
 sign a check of $250 for the Tree Kindergarten School of Sacramento.
 
 64 
 
 Addenda. 
 
 A very fitting close of his benevolent career. Sacramento was the home 
 of his early activities : it was here that the four life-long associates, Hunt- 
 ington, Hopkins, Stanford, and Crocker projected and matured the plans 
 for constructing, and from Avhich as a basis of supplies was built, the Central 
 Pacific Railway. 
 
 As if preparing the State for a happier race and greater destiny, he 
 and his associates levelled or tunnelled mountain chains, penetrated the 
 forests, turned the channels of rivers, checked the ocean's inroads, changed 
 the whole face of this Western Empire, until now is fully realized the 
 poet's dream : 
 
 " Beneath the rocky peak that hides 
 In clouds its snow-flecked crest, 
 Within these crimson crags abides 
 An Orient in the West." 
 
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