«Библиотека железных дорог, 1909: Сборник примечательных глав, обращений и статей о железных дорогах»

Roads Miles Bonds and Stock

1876 42 6,662 $467,000 1893 74 29,340 1,781,046 1877 38 3,637 220,294 1894 38 7,025 395,791 1878 27 2,320 92,385 1895 31 4,089 369,075 1879 12 1,102 39,367 1896 34 5,441 275,597 1880 13 885 140,265 1897 18 1,537 92,909 1881 5 110 3,742 1898 18 2,069 138,701 1882 12 912 39,074 1899 10 1,019 52,285 1883 11 1,990 108,470 1900 16 1,165 78,234 1884 37 11,038 714,755 1901 4 73 1,627 1885 44 8,836 385,460 1902 5 278 5,835 1886 13 1,799 70,346 1903 9 229 18,823 1887 9 1,046 90,318 1904 8 744 36,069 1888 22 3,270 186,814 1905 10 3,593 176,321 1889 22 3,803 99,664 1906 6 204 55,042 1890 26 2,963 105,007 1907 7 317 13,585 1891 26 2,159 84,479 1908 24 8,009 596,359 1892 36 10,508 357,692 1909 5 859 78,095

Total, 34 years 712 128,498 $7,370,526

[Three figures omitted in bonds and stock column.]

XIV СТОИМОСТЬ РЕГУЛИРОВАНИЯ ДЕЯТЕЛЬНОСТИ ЖЕЛЕЗНЫХ ДОРОГ

Ничто в истории развития железных дорог в Соединенных Штатах не росло с такой скоростью, как стоимость их регулирования в соответствии с законом, учредившим Комиссию по межштатной торговле. Со времен первой Комиссии, в состав которой входили судья Томас М. Кули из Мичигана (председатель), Уильям Р. Моррисон из Иллинойса, Огастес Схунмейкер из Нью-Йорка, Олдайс Ф. Уокер из Вермонта и Уолтер Л. Брэгг из Алабамы в качестве членов Комиссии, а также Эдвард Э. Мосли в качестве секретаря и проф. Генри К. Адамс в качестве статистика, и по сей день ежегодные расходы на ее содержание составляли следующие суммы:

1888 Five Commissioners $97,867 1889 " " 149,453 1890 " " 180,440 1891 " " 214,844 1892 " " 221,745 1893 " " 217,792 1894 " " 209,250 1895 " " 216,206 1896 " " 234,941 1897 " " 234,909 1898 " " 237,358 1899 " " 238,125 1900 " " 243,624 1901 " " 255,979 1902 " " 271,728 1903 " " 298,842 1904 " " 321,533 1905 " " 330,739 1906 " " 382,141 1907 Seven Commissioners 538,827 1908 " " 736,530 1909 " " 988,936

Отсюда следует, что затраты на регулирование деятельности американских железных дорог за двадцать лет выросли в десять раз. Из этой суммы лишь 34 000 долларов приходятся на увеличение численности членов Комиссии и их вознаграждения в соответствии с Законом Хепберна. Что касается остатка, то член Палаты представителей Адаир из Индианы в своем выступлении в Конгрессе в январе прошлого года заявил, что 450 000 долларов ежегодно расходуется на «детективов по межштатной торговле».

XV СТАТИСТИКА ЗАРУБЕЖНЫХ ЖЕЛЕЗНЫХ ДОРОГ

В следующем обзоре статистики протяженности путей и перевозок основных регионов Европы и других стран информация была получена из новейших официальных источников везде, где это было возможно, а там, где прибегали к оценкам, как указано в примечаниях, они были рассчитаны на основе достоверных фактов.

Country Year Miles Covered by Capital­ization Capitalization or Cost of Construction Passenger Revenues Freight Revenues Other Revenues Total Earnings

United Kingdom 1908 23,205 $6,382,296,742 $207,539,004 $286,786,249 $89,560,115 $583,885,371 German Empire 1908 35,558 3,903,848,400 178,100,400 412,635,760 56,715,200 647,451,360 France 1907 24,817 3,455,436,000 145,355,448 176,664,215 6,421,010 323,440,673 Russia in Europe 1905 31,545 (b)3,170,876,360 58,813,500 221,967,500 39,678,500 320,459,500 Austria 1907 13,427 1,515,576,800 41,716,800 122,214,200 5,692,800 169,628,800 Hungary 1907 11,769 741,586,200 20,836,800 54,650,400 3,327,000 78,814,200 Italy(a) 1907-8 8,762 (c)1,091,608,000 31,149,886 51,266,976 6,929,979 89,346,841 Spain 1905 8,432 649,919,610 16,215,866 34,694,555 6,190,271 57,100,692 Portugal 1905 1,425 162,385,280 4,014,196 5,322,875 423,936 9,761,000 Sweden 1906 7,938 267,408,450 10,665,270 21,051,360 815,670 32,572,300 Norway 1908 1,608 61,841,610 2,253,420 3,029,920 108,810 5,392,150 Denmark(a) 1907-8 1,191 59,806,620 5,111,910 5,266,350 680,400 11,058,660 Belgium 1907 2,871 (d)451,592,980 18,340,790 38,532,450 858,271 89,731,511 Holland 1907 2,225 191,821,000 10,978,400 10,664,400 1,300,000 22,942,800 Switzerland 1907 2,740 303,426,747 16,222,422 21,204,331 1,677,556 39,114,310 Roumania 1907-8 1,979 183,492,074 5,089,191 10,269,530 629,373 15,988,094 Canada 1909 24,104 1,608,963,337 39,073,488 95,714,783 10,268,065 145,056,336 Argentine 1907 13,690 820,433,280 19,853,760 56,597,760 7,578,240 83,029,760 Japan(a) 1908 3,982 190,173,728 18,786,895 14,651,808 1,448,881 34,887,584 British India 1908 30,809 1,336,005,760 55,132,160 84,225,280 4,088,640 143,446,080 New South Wales 1909 3,623 231,870,440 8,380,744 14,437,981 1,669,826 24,488,551

Total

255,700 $26,780,369,418 $913,630,350 $1,741,848,683 $246,062,543 $2,927,596,573 United States 1908 230,494 (e)12,840,091,462 566,832,746 1,665,419,108 171,554,135 2,393,805,989

(a) State only. (b) Including Siberian. (c) 1906-7. (d) State only. 2,543 miles. (e) Exclusive of switching and terminal companies (1,626 miles).

Примечание переписчика: Таблица ниже является продолжением предыдущей таблицы. Эти две таблицы находились на развороте страниц в оригинальном тексте.

Operating Expenses Per Cent Expense to Revenue Passengers Carried Average Journey Miles Freight Tons Carried Average Haul (Miles) Per Cent Net Revenues to Capital Country.

$372,103,990 63.7 1,725,631,620 7.8 491,595,056 25.0 3.32 United Kingdom 476,290,080 73.6 1,361,655,150 14.1 461,296,759 61.6 4.51 German Empire 183,444,503 55.9 474,335,306 19.9 156,504,353 78.8 4.18 France 216,987,500 67.8 116,441,000 73.2 156,129,875 151.1 3.73 Russia in Europe 120,103,800 70.8 223,717,302 19.1 151,941,132 53.7 3.27 Austria 53,309,000 67.6 107,171,000 21.4 61,483,000 69.5 3.6 Hungary 73,735,071 82.6 64,276,501 25.0(f) 32,635,763 66.0(f) 1.4 (a)Italy 27,750,936 48.6 41,846,249 26.0(f) 22,662,548 69.4 4.5 Spain 4,426,236 45.3 13,446,043 20.0(f) 3,775,559 54.0(f) 3.3 Portugal 21,624,840 66.3 46,452,445 16.8 31,961,244 43.4 4.24 Sweden 3,727,620 69.1 10,679,732 15.5 4,501,455 35.4 2.55 Norway 9,344,430 84.5 20,818,639 21.7 4,726,757 55.1 2.92 (a)Denmark 38,428,809 64.4 181,216,314 14.0 72,494,073 43.5 4.72 Belgium 19,174,400 83.6 42,319,000 18.4 15,924,600 53.8 1.93 Holland 26,311,883 67.3 97,752,465 12.8 17,411,711 69.5 3.7 Switzerland 9,587,468 60.0 8,193,037 42.2 6,796,315 55.9 3.54 Roumania 104,600,082 72.1 32,683,309 62.0 66,842,258 197.0 2.51 Canada 56,198,080 67.7 41,911,512 25.2 27,933,828 115.9 3.95 Argentine 17,875,971 51.2 101,115,739 23.3 18,312,223 78.7 8.9 (a)Japan 86,408,000 60.2 321,169,000 37.7 62,398,000 159.1 4.33 British India 14,380,252 58.7 52,051,556 11.1 9,298,929 68.4 4.36 New South Wales

$1,935,812,951 66.1 5,084,882,919 16.52 1,876,625,438 66.7 3.71 Total 1,669,547,876 69.75 890,009,574 32.66 1,532,981,790 142.5 4.17 United States

(a) State only. (b) Including Siberian. (c) 1906-7. (d) State only. 2,543 miles. (e) Exclusive of switching and terminal companies (1,626 miles). (f) Estimated.

На основе представленных здесь данных можно получить весьма близкое приближение к тарифам на пассажирские и грузовые перевозки в названных странах. Средняя дальность поездки пассажира и перевозки груза в Соединенных Штатах почти в два раза больше, чем в среднем по остальному миру. При сравнении чистых результатов следует помнить, что арендные платежи и налоги должны вычитаться из американских показателей.

За дальнейшими подробностями касательно железных дорог Канады, Соединенного Королевства и Германской империи, по которым имеется полная статистика, читатель отсылается к последующим страницам.

Здесь автор хотел бы выразить признательность железнодорожному ведомству Канады за предоставленные предварительные экземпляры статистики канадских железных дорог за 1909 год.

Железные дороги Канады.

Statistics of the Railways of the Dominion for the Years Ending June 30, 1907, 1908 and 1909.

1907 1908 1909

Miles of line operated 22,608 22,966 24,104 Second track 1,096 1,211 1,464 Yard track and sidings 4,092 4,546 4,761

All tracks 27,796 28,723 30,329 Capital cost:

Stock $588,563,591 $607,425,349 $647,534,647 Funded debt 583,369,217 631,869,664 660,946,769 Government railways 100,958,402 109,423,104 111,545,903 Subsidies 162,017,157 166,291,482 188,963,337

Total capital cost $1,434,908,367 $1,515,009,599 $1,608,990,656 Per mile of line 63,910 65,968 66,752 Passenger traffic:

Passengers carried 32,137,319 34,044,992 32,683,309 Passengers carried 1 mile 2,049,549,813 2,081,960,864 2,033,001,225 Average journey (miles) 64 61 62 Average passengers per train 56 54 51 Mileage of passenger trains 30,220,461 31,950,349 32,295,730 Mileage of mixed trains 5,971,414 6,210,807 7,061,580 Receipts from passengers $39,184,437 $39,992,503 $39,073,488 Receipts per passenger mile (cents) 1.911 1.920 1.921 Freight traffic:

Tons carried 56,497,885 63,019,900 66,842,258 Tons carried 1 mile 11,687,711,830 12,961,512,519 12,961,512,519 Average haul (miles) 183 206 197 Freight train mileage 38,923,890 40,476,370 40,304,906 Average tons per train 260 278 278 Receipts from freight $94,995,087 $93,746,655 $95,714,783 Receipts per ton mile (mills) 8.12 7.23 7.27 Miscellaneous receipts $12,558,689 $13,179,155 $10,268,065 Total receipts 146,738,214 146,918,313 145,056,336 Expenses of operation:

Way and structures $20,887,092 $20,778,610 $21,153,274 Maintenance of equipment 21,666,373 20,273,626 21,510,303 Conducting transportation 57,325,543 62,486,270 54,284,587 General expenses 3,869,664 3,765,636 3,853,094 Traffic expenses — — 3,798,824

Total expenses $103,748,672 $107,304,142 $104,600,082 Ratio to earnings 70.72% 73.04% 72.11% Net receipts $42,989,552 $39,614,171 $40,456,251 Percentage to capital cost 3.00% 2.61% 2.51% Gross receipts per mile $6,535 $6,398 $6,018 Gross expenses per mile 4,621 4,672 4,339 Number of employes 124,012 106,404 125,195 Compensation $58,719,493 $60,376,607 $63,216,662 Proportion of gross earnings 40.02% 41.10% 43.58% Proportion of operating expenses 56.61% 56.27% 60.43% Average per employe per year $473 $569 $505

Железные дороги Соединенного Королевства.

Statistics of Mileage, Capitalization, and Traffic for the Years 1907 and 1908.

1907 1908

Length of railways:

Double track or more (miles) 12,845 12,926 Single track 10,263 10,279

Total length of line 23,108 23,205 Total length, all tracks, sidings, etc. 53,158 53,669

Total capitalization (paid up) $6,302,099,773 $6,382,296,742 Capitalization per mile of line 272,723 275,040

Passenger traffic:

Passengers carried 1,259,481,000 1,278,115,000 Season ticket journeys 445,101,956 447,516,620 Passengers carried one mile 13,295,747,058 13,459,926,636 Average journey (miles) 7.8 7.8 Receipts from passengers $205,036,740 $207,539,004 Average receipts per passenger per mile (cents) 1.54 1.542 Mail and other passenger train receipts $43,213,632 $44,067,043

Freight traffic:

Minerals, tons carried 407,602,177 388,424,541 General merchandise 108,284,939 103,170,515 Total freight, tons 515,887,116 491,595,056 Tons carried one mile 12,897,177,900 12,289,876,400 Average haul (miles) 25 25 Receipts from freight $298,058,610 $286,786,249 Average receipts per ton mile (cents) 2.31 2.333

Miscellaneous receipts $45,634,648 $45,493,075

Total receipts $591,943,630 $583,885,371

Expenses of operation 373,085,840 372,103,990 Ratio of expenses to earnings 63.0 63.75

Net receipts $218,857,790 — Percentage to total paid-up capital 3.47 —

Gross receipts per mile $25,616 $25,162 Gross expenses per mile 16,165 16,035

Number of employes 621,341 (a)621,341 Total compensation $158,116,560 $156,348,915 Proportion of gross earnings 26.7 26.78 Proportion of operating expenses 42.4 42.02 Average per employe per year $254.47 $251.78

(a) No enumeration of employes has been made since 1907, the last preceding, in 1904, gave a total of 581,664.

Железные дороги Германии.

Statistics of Mileage, Cost of Construction, and Traffic for the Years 1906, 1907 and 1908.

1906 1907 1908

Length of State railways (miles) 32,050 32,367 32,922 Length of private railways 2,513 2,613 2,636

Total 34,563 34,980 35,558

Cost of construction $3,613,493,706 $3,767,220,777 $3,903,848,400 Cost per mile 104,548 107,694 109,788

Passenger traffic:

Passengers carried 1,209,224,072 1,294,881,923 1,361,655,150 Passengers carried (one mile) 17,189,336,940 18,372,644,327 19,202,935,120 Average journey (miles) 14.21 14.18 14.10 Receipts from passengers $170,165,002 $172,339,593 $178,100,400 Receipts per passenger per mile (cents) 0.99 0.94 0.93

Freight traffic:

Fast freight and express:

Tons carried 3,791,769 3,935,538 4,013,970 Tons carried 1 mile 265,115,720 272,898,271 269,726,040 Average haul (miles) 69.91 69.34 66.96 Receipts from same $16,924,080 $17,295,969 $17,015,040 Receipts per ton mile (cents) 6.38 6.34 6.32

All freight:

Tons carried 455,144,382 484,147,325 461,296,759 Tons carried one mile 28,118,620,680 29,702,981,149 29,420,680,340 Average haul (miles) 61.78 61.35 61.60 Receipts from freight $397,580,738 $418,021,052 $412,635,760 Receipts per ton mile (cents) 1.41 1.41 1.42

Miscellaneous receipts $63,151,060 $68,413,909 $56,715,200

Total receipts $630,796,800 $658,774,554 $647,451,503

Expenses of operation 407,174,400 454,610,032 476,290,080 Ratio expenses to earnings 64.5 69.1 73.6

Net receipts $223,622,400 $204,645,522 $171,261,040 Percentage on cost of construction 6.18 5.42 4.51

Gross receipts per mile $18,251 $18,833 $28,173 Gross expenses per mile 11,780 12,996 13,489

Number of employes 648,437 695,557 699,155 Total compensation $219,390,932 $245,389,859 $259,606,560 Proportion of gross earnings 34.78 37.25 40.10 Proportion of operating expenses 53.88 53.98 54.50 Average per employe per year $338.35 $352.82 $371.00

Обратите внимание на возросшие капитальные затраты на милю и на долю заработной платы в доходах, а также на увеличившееся соотношение чистой прибыли и стоимости строительства. Затем подсчитайте, сколько времени потребуется при таких темпах, прежде чем немецкий народ обложат налогами на содержание своих железных дорог или повышенными тарифами из-за того, что железными дорогами управляли в угоду политике, а не народу.

XVI РОСТ ЖЕЛЕЗНЫХ ДОРОГ

За три четверти века американские железные дороги, начав с малого в Пенсильвании в 1827 г., Мэриленде в 1828 г., Южной Каролине в 1830 г., а также в Нью-Йорке и Массачусетсе в 1831 г., продемонстрировали следующий примечательный рост по десятилетиям:

Progress of Railways in the United States Since 1835.

States183518401850186018701880189019001909 Incom­plete

Alabama4646757431,4291,8513,1484,2195,037 Arkansas———382568962,1133,3414,883 California———239252,2204,1485,7446,835 Colorado————1571,5314,1544,5875,295 Connecticut—1024026017429541,0071,0231,015 Delaware163939127224280328346342 Florida——214024465302,3903,2724,010 Georgia—1856431,4201,8452,5354,1055,6396,868 Idaho—————2209411,2611,763 Illinois——1112,7994,8237,9559,84310,99713,216 Indiana——2282,1633,1775,4545,8916,4697,774 Iowa———6552,6835,2358,3479,1809,923 Kansas————1,5013,4398,8068,7199,125 Kentucky1528785341,0171,5982,6943,0593,484 Louisiana4040803354796331,6582,8244,737 Maine—112454727861,0131,3131,9152,150 Maryland and D.C.1172132593866711,0121,1681,4071,468 Massachusetts1133011,0351,2641,4801,8932,0942,1182,126 Michigan—503427791,6383,9316,7898,1938,976 Minnesota————1,0723,1085,4666,9428,285 Mississippi——758629901,1832,2922,9194,169 Missouri———8172,0004,0115,8976,8678,200 Montana—————482,1813,0103,537 Nebraska————1,8122,0005,2745,6846,099 Nevada————5937699259091,699 New Hampshire—534676617361,0151,1331,2391,248 New Jersey991862065601,1251,7012,0342,2372,302 New York1043741,3612,6823,9286,0197,4628,1218,504 North Carolina—531549371,1781,4992,9043,8084,476 North Dakota————356351,9402,7314,026 Ohio—305752,9463,5385,9127,7198,7749,274 Oklahoma—————2751,2132,1505,572 Oregon————1595821,2691,7231,939 Pennsylvania3187541,2402,5984,6566,2438,30710,27711,357 Rhode Island—5068108136210212212212 South Carolina1371372899731,1391,4292,0962,7953,324 South Dakota————306302,4852,8503,703 Tennessee———1,2531,4921,8242,7103,1243,761 Texas———3077113,2937,9119,87312,987 Utah————2577701,0901,5471,986 Vermont——2905546149129131,0121,094 Virginia931473841,3791,4861,8263,1423,7294,187 Washington—————2741,6992,8903,806 West Virginia————3876941,3062,1983,355 Wisconsin——209051,5253,1305,4686,4967,626 Wyoming—————4729411,2281,526 Arizona—————3841,0611,5111,930 New Mexico—————6431,2841,7522,967

Total1,0982,8189,02130,63552,92293,671159,271192,940—

Наиболее поразительной особенностью этой ведомости является число штатов, не имевших железнодорожных путей до 1870 года, которые с тех пор железные дороги превратили в могучие содружества, ресурсы которых приумножились «иные в тридцать, иные в шестьдесят, а иные во сто крат». И те из них, которым железные дороги обеспечили наибольшее возможное процветание, — это штаты, чьи политики сегодня изо всех сил пытаются завязать морду волу, молотящему зерно для их народа.

Рост железных дорог мира.

В следующей таблице приводится протяженность железных дорог основных стран мира с самых ранних доступных данных до последних:

CountryMiles of Road Completed

Opened18401850186018701880188918991909(b)

Great Britain18251,8576,62110,43315,53717,93319,94321,66623,205 United States18272,8189,02130,62652,92293,296160,544—234,182 Canada183616662,0652,6177,19412,58517,25024,104 France1828—1,7145,70011,14216,27521,89926,22929,364 Germany18353413,6376,97911,72920,69324,84531,38635,558 Belgium18352075541,0741,7992,3992,7762,8332,871 Austria (proper)1837—8171,8133,7907,0839,34511,92113,427 Russia in Europe1838—3109887,09814,02617,53426,88931,545 Italy1839132651,1173,8255,3407,8309,77010,312 Holland1839101102088741,1431,6321,9662,225 Switzerland1844—156538851,5961,8692,3422,740 Hungary1846—1371,0042,1574,4216,75110,61911,769 Denmark1847—20694709751,2171,7642,141 Spain1848—171,1903,4004,5505,9518,2528,432 Chili1851——1204521,1001,8012,7912,939 Brazil1851——1345042,1745,5469,19510,713 Norway1854——426929709701,2311,608 Sweden1858——3751,0893,6544,8996,6638,321 Argentine Republic1857———6371,5364,50610,01313,690 Turkey in Europe———413927271,0241,9001,967 Peru———472471,1799931,0351,332 Portugal———424447101,1881,4751,689 Greece1869———67416604771 Uruguay1869———612683999971,210 Mexico1868———2156555,0128,50313,612 Roumania————1528591,5371,92019,942 Australia(a)—————7894,85011,11116,502 Japan1874————755423,6325,755 British India1853——8384,7719,16215,88723,52330,576 China1883—————1244014,162 Africa—————5832,8735,35318,516

(a) Including New Zealand. (b) Or latest figures.

РЕКОМЕНДАЦИИ

В заключение я хотел бы вновь подтвердить следующие рекомендации:

Железнодорожная статистика.

Передать Бюро железнодорожной статистики и учета, ныне являющееся подразделением Комиссии по межштатной торговле, в ведение Министерства торговли и труда.

Ограничить его статистику деятельностью действующих железнодорожных компаний — единственных компаний-перевозчиков, участвующих в межштатной торговле.

Ограничить его расследования данными, необходимыми для предоставления общественности исчерпывающих знаний о состоянии и эксплуатации железных дорог в Соединенных Штатах из года в год.

Посвятить эту статистику целям гласности, а не продвижению личных или ведомственных теорий.

Происшествия.

Конгрессу — предусмотреть проведение официального расследования всех железнодорожных происшествий в Соединенных Штатах по принципам, столь успешно принятым в Соединенном Королевстве, а не в духе враждебности к железным дорогам, как предлагается в находящемся на рассмотрении законопроекте.

Это расследование должно осуществляться через бюро при Министерстве торговли и труда в следующем составе:

Один главный инспектор.

Десять окружных инспекторов, по одному на каждую группу Комиссии по межштатной торговле, назначаемых из состава инженерных войск армии США в звании майора. Это обеспечило бы пригодность и беспристрастность для этой работы, а также ценный опыт в отношении железнодорожных операций для армейских инженеров.

Три заместителя инспектора на каждую группу.

Три помощника инспектора на каждую группу.

Для некоторых групп может потребоваться четыре инспектора каждого класса, в то время как другие могут обойтись двумя.

Из ассигнований Комиссии по межштатной торговле можно выделить достаточную сумму для щедрой оплаты труда этих должностных лиц в целях обеспечения компетентной работы, не подрывая при этом законную деятельность Комиссии.

С уважением,

СЛАСОН ТОМПСОН.

УКАЗАТЕЛЬ

Page Abuses, old, reformed,214 Accidents, decrease in 1909,371 Accidents, effect of freight traffic on,378 Accidents, fatalities in, since 1888,375 Accidents on British railways,379 Accidents on European railways,382 Accidents, overwork seldom cause of,381 Accidents, train, causes of,379 Acworth, W. M., on relations of railroads to the state,220 Acworth, W. M., testimony before Senate committee,283 Additional lines, little room for,47 Advances in railway rates, concerning,261 African Cape government railroads,231 Agricultural implements, freight rates on,108 Agricultural products and freight rates,183 Air brakes, introduction of,119 Allegheny Mountains, elevations,31 American railways by states, 1835 to 1909,391 Area, number of miles to, in 1869,134 Australian railways under government ownership,221, 232 Automatic couplers,120 Automatic mechanical stop,320 Automatic signaling,124

Bacon, Lord, on the necessity of easy transportation,5 Bananas, relation of freight rate to price,97 Beaulieu, Leroy, on American railways,79 Belgian railroads owned by the state,220 Bills, multitude of, affecting railways,68 Block signaling, evolution of,123 Block signals, miles protected by, 1908, 1909,320 Brewer, Judge, on the right to change rates,266 British railway commission discussed,248 British railways, slow growth of,243 British railways, statistics of,389 Brown, W. C., on the freight rate situation,107 Business suit, freight rates on a,110 Butter, freight rates on,111 Butter, price of, little affected by freight charge,91

Canada railways, statistics of,388 Canals, beginnings of American,10 Canal construction, revival of,17 Canals, scarcity of capital for,18 Capital expenditure of British, German and American railways,251

Capital for improvements the railway problem of to-day,211 Capital, increased cost of,176 Capital needed for Southern railways,61 Capital, private, develops river traffic,12 Capitalization, 1909,337 Capitalization, foreign railways,344 Capitalization, net, 1904-1909,339 Capitalization of turnpikes,16 Capitalization, Pres. Roosevelt rejects claims of over,107 Car construction,128 Car service operation,356 Cars, number and capacity, 1902 to 1909,317 Chicago, Burlington and Quincy R. R., condition of,72 Civil war, importance of railways during,118 Class rates, no change in certain, since 1897,165 Coastwise commerce first developed,15 Clothes we wear, freight rates on,108 Commission, Interstate Commerce, its creation and purpose,208 Commissions have advantages over legislatures,208 Commodities, proportions of various, moved,355 Comparison of American and English loads,82 Competition has ceased to regulate,233 Competition, public facilities increased by,252 Conflict between competitive and uniform rates,83 Congress, conditions confronting, in 1909,288 Construction, cost of,342 Control by democracy,229 Cooking utensils, freight rates on,108 Cooley, Judge, on superhuman task of fixing rates by Commission,273 Cost of American and foreign railways compared,50 Cost of living,329 Cost, original, of Penn R. R., Harrisburg to Pittsburg,36 Corporate entities necessary to railway construction,206 Cotton, effect of freight charge on,95-99 Cotton, freight rates on,110 Crackers, relation of freight charge to price,99 Cummins, Senator, on physical value of railways,343

Daily compensation of employes, average, 1892 to 1908,324 Damages and injuries to persons,365 Dead weight hauled in mail service excessive,149 Decisions of I. C. C. reducing rates,301 Depreciation of money, significance,192 Development of railways,45 Depression, 1908, effect of,296 Depression of 1908, effect on C. B. & Q. pay roll,67-71 Difficulties under the present law,216 Diminished purchasing power of railway earnings,165

Discriminations once the rule without objection,201, 213 Distribution of gross earnings, 1909,361 Dividends, 1908, exaggerated,292, 340 Dollar purchases less labor or commodities now than 1897,166 Dressed beef, freight rates on,111

Early history of railroads,116 Early methods of travel,6 Earnings and expenses, 1908-1909,358 Earnings, gross, calendar years 1907, 1908, 1909,296 Eggs, freight rates on,111 Eggs, price slightly affected by freight charge,91 Employes, average daily compensation, 1892-1909,324 Employes, number and compensation, 1909,321 Employes, pay of foreign,326 Enlightened public opinion the hope of the railways,237 Equipment cost, 1897-1907,194 Equipment of American railways, 1909,314 Equipment, output, 1899 to 1909,314 Equipment requirements for replacement,315 Erie railroad completed to Lake Erie,117 Ethics of railroad operation high and just,202 European wars, effect on American development,11 Expenses, calendar years 1907, 1908, 1909,297 Express, receipts from carrying,350

Farm animals and freight rates,184 Farms better investments than railways,77 Fatalities, proportion of, to traffic,138 Fink, Henry, on the right to increase rates,281 Flour, effect of freight charge on price,96 Flour, freight rates on a sack of,110 Food stuffs, relation of freight charge to price,101 Foreign railways, mileage of,310 Foreign railways, ratio to area and population,310 Foreign railways, statistics of,386 Freight car performance, 1908-1909,319 Freight car shortages and surplus, 1907-1910,318 Freight cars, number and capacity, 1902-1909,317, 318 Freight moved ten miles for three cents,49 Freight rate primer,107 Freight rates decrease in 1897-1907,180 Freight rates, low, encourage production,90 Freight service compared with mail service,151 Freight traffic, 1908-1909,352 Freight traffic, statistics of, 1888 to 1909,354 French railway employes, number of,329 French system vicious,235

Fuel, cost of, 1899 to 1909,367 Fuel, cost of, in several states,170 Fuel for locomotives, cost of,168

German railway employes, number and pay of,328 German railways owned and operated by the state,220 Germany, railway statistics of,390 Gibb, Sir George S., on Railway Nationalization,238 Government assistance sought,12 Government may not usurp management of railways,207 Government ownership must assume all risks,259 Gradients on first Pennsylvania railroad,22-26 Grade crossings, elimination of,133 Growth of the railways,137-391

Harbors insignificant compared to railroad yards,52 Harrisburg to Pittsburg, location of road from,21 Hazard, decreased, to train crews,377 Heating cars,129 Heurteau, Emile, on American railway system,282 Hides, relation of freight rates to price,98 High grade tonnage, increase in,190 Highways in the 18th century,9 Hill, James J., speeches at Seattle and Tacoma,45 Home markets, Americans turn to,11 Hostility to railroads, reasons therefor,241 Household furniture, freight rates on,109 Human element in operation,135

Improvements, demand for, imperative,203 Improvements, postponement of,68 Income account, 1908,292 Income account, calendar year 1909,298 Income account of leased roads,360 Increasing cost of railway maintenance and operation,67 Injuries to persons and damages,365 Interrelation of rates,275 Interlocking signals,125 Interstate Commerce Law contradictory,201 Iron ore, relation of freight charge on, to industry,100 Isolation of interior settlements,7 Italian railways owned by the state,221

Knapp, Chairman I. C. C., letter to Senate committee,285 Knapp, Chairman I. C. C., analysis of same,286 Knapp, Chairman I. C. C., on fair returns for railway investments,113 Kruttschnitt, Julius, on railway mail pay,142

Land grants unremunerative to railways,76 Lane, Commissioner I. C. C., on relation of capitalization to rates,84 Leather belting, freight rates on,112 Legislation adds to expense of railways,74 Lighting cars,130 Lincoln, Abraham, in Mississippi bridge case,131 Living, cost of,329 Living, cost of, for normal families, 1901,330 Locomotives, cost, 1897-1907,194 Locomotives, cost to build in Australia,316 Locomotives, development,129 Locomotives, hauling power measured by weight, not revenues,149 Locomotives, number and capacity, 1902 to 1909,315 Low freight rates, how made possible,104 Lumber, relation of freight charge to price,100

Mail carrying made unremunerative,143 Mail cars stronger and cost more,146 Mail pay, railway,142 Mail, receipts for carrying,350 Mail, receipts from, compared with other receipts,144 Mail routes, effect of heavy traffic on,155 Management, railway, a learned profession,210 Manufactures earn more than railways,77 Margin between earnings and expenses narrow,114 Massachusetts railroad commission commended,236 Meat, effect of freight charge on price,92 Mexican railway situation,226 Mileage by states, 1907, 1908 and 1909,307 Mileage of American railways, 1909,306 Mileage, ratio to area and population,307 Mileage, 1890 to 1909,308 Miles built in 1890-1909, by states,308 Mississippi river, first bridge across,131 Money for improvements must be earned or borrowed,50 Municipal bodies unfitted for business enterprises,256

McCain, C. C., on diminished purchasing power of railway earnings,165 McPherson, Logan G., on transportation charge and prices,90

National aid for internal improvements,19 National Board of Trade opposes changes in I. C. Law,290 National development and the railways,112 Nationalization, arguments for,246 Nationalization, arguments against,247 Nationalization of the railways,238 Nationalized railways a field for social experiments,257 New England, early railways of,8 Nomenclature, changes in,293

Ores, relation of freight rates to values,98 Ownership of American railways,345 Ownership of the Great Northern,98 Owners of railways not opposed to nationalization,238

Pacific Northwest, railways of,45 Panic of 1837, effect on railways,117 Passenger cars, number, 1902-1909,317 Passenger service compared with mail service,151 Passenger traffic, 1909,346 Passenger traffic, relation of accidents to,376 Passenger traffic, statistics concerning, 1888 to 1909,348 Pay, increase in average daily compensation,334 Pay of British railway employes,326 Pay of foreign railway employes,327 Pay roll, proportion to gross earnings, 1899-1909,325 Pennsylvania R. R. Co., first report of engineer,21 Pennsylvania R. R. Co., how located,24 Pennsylvania R. R. Co. in 1848 and 1909,44 Pennsylvania R. R. Co. owned by 50,000 people,218 Petroleum, relation of freight charge to price of,99 Physical valuation and rate making,83 Physical valuation, Senator Cummins on,343 Policy of fairness and liberality needed,62 Popular hostility to the railroads,212 Postal cars, increasing cost of,158 Postal cars, pay for,157 Postal deficit, cause of,160 Potatoes, effect of freight charge on price,92 Poultry, freight rates on,111 Preference, undue, would increase under nationalization,255 Pre-railway era in America,5 Pre-railway era in England,5 Prices and actual rates,191 Prices, relative, wholesale,182 Prices, retail, London and New York,336 Prices, retail, of principal articles, 1890-1909,382 Priestley, Neville, on American railways,78 Private capital, dependence on,87 Private corporations, railway companies are,207 Private property, railways are,75 Problems confronting railways, Daniel Willard on,66 Problems of construction and operation essentially different,244 Problems, railroad, of to-day, J. B. Thayer on,211 Property rights involved in fixing rates,266 Proportion of pay roll to gross earnings, 1899-1909,325 Prosperity of the country depends on prosperous railways,115 Public and the railroads, John C. Spooner on,205

Public approval and the railroads, E. P. Ripley on,199 "Public be damned," origin of saying,200 Public control and private ownership, are they compatible?,204 Public sentiment rules in the United States,200 Public service of American railways,346

Rails, their evolution,132 Railway mail pay in 1899 reported not excessive,132 Railways, American, are private property,75 Railways essential to happiness of American people,205 Railways, situation of, to-day, Frank Trumbull on,80 Rates before the era of railways,5 Rates by I. C. C., groups, 1897-1908,186 Rates, discussion of how made,272 Rates in United States must be elastic,277 Rates made to get the business,74 Rates measured in money, 1897-1907,184 Rates must fluctuate to meet conditions,278 Rates, true principle of making, recognized from the first,43 Raw materials, how rates are adjusted on,104 Reasonable rates, right to make, fundamental,265 Rebates past,202 Receiverships, railway, since 1876,384 Reduction in railway mail pay not warranted in 1899,146 Reductions, no, without the right to advance,280 Relations of railways to the state,220 Relative cost of mail, freight and passenger service,152 Refrigerators, freight rates on,109 Regulate, how shall government,233 Regulation, cost of,174 Regulation, cost of, increase since 1888,385 Regulation of American railways,300 Regulation, just, welcomed by the railways,215 Results, comparative, 1889, 1899 and 1909,295 Retrospect of four years,80 Returns from mail, freight and passengers compared,148 Revolution, highways before and after,8 Right of railways to fix rates recognized,262 Ripley, E. P., on the railways and public approval,199 Risk in railway investments,46 Roosevelt, President, rejects over-capitalization theory,107

Safety appliances,320 Safety in railway operation progressive,116 Safety of American railways,368 Seattle, James J. Hill at,45 Senate committee concerning advance in railway rates,261 Shareholders, number of railway,345

Ship subsidy criticised,51 Shippers protected under existing law,263 Shoes, effect of freight charge on price of,93 Signaling, development of railway,122 Smith, A. H., on progressive safety in railway operation,116 Socialistic aspect of nationalization of railways,239 Southern products increase in 25 years,60 Southern railways and their needs,58 Southern railways crippled by the civil war,58 Southern railways, mileage of,59 Spooner, John C., on railroads and the public,205 Stage line, first, between New York and Philadelphia,6 State control or state ownership,228 State ownership by autocracy,229 State ownership not favored in America,223 State ownership widely extended,222 Standard time, adoption of,136 Statistics of American railways, 1909,291 Statistics of foreign railways,386 Steamboat, when first a commercial success,13 Sugar beets, relation of freight rate to industry,97 Sugar, effect of freight charge on price of,97 Supplies, cost of railway,171-194 Supreme court gives control of rates to carriers,263 Surplus of freight cars in 1908-1909,318 Swiss railway employes, number and pay of,328

Tacoma, James J. Hill at,54 Tacoma waking up,48 Taxes, 1889-1909,363 Taxes, increase, 1897-1907,174 Terminals, increased cost of,47 Thayer, J. B., on railroad problems of to-day,211 Tobacco, effect of freight charge on price of,96 Tolls on turnpikes,17 Tonnage, classified,189 Tonnage, water, at Duluth leads the world,53 Tracks, all, mileage of, in the United States,312 Tracks, all, mileage of, in the United Kingdom,313 Train despatching,126 Transportation charge and prices, Logan G. McPherson on,90 Transportation needs anticipated in America,59 Trespassers, fatalities to,139 Trumbull, Frank, on railroad situation of to-day,80 Turnpikes, capitalization of,16 Turnpikes, the early American,10

United Kingdom railways, statistics of,389

Valuation, physical,343 Vastness of railway industry,118

Wages, effect of increase on C. B. & Q.,69 Wages, railway, in the United States and abroad,76 Wages, railway employes, 1897-1907,166 Wages, railway, per day, 1897-1907,167 Wages, railway, 1909,322 Wages, railway, per day, 1892-1909,324 Wagon roads into interior of America,14 Wallace, John F., on needs of Southern railroads,58 "Watered Stock" discussed by James J. Hill,46 Watermelons, relation of freight charge to the industry,101 Wearing apparel, effect of freight charge on price,94 "What the traffic will bear" misconstrued,200 Wheat margin between production and consumption,55 Wheat, the problem of, discussed by James J. Hill,54 Willard, Daniel, on American railway problems,65 World railways, mileage of, 1840 to 1909,392

ПРИМЕЧАНИЕ ПЕРЕПИСЧИКА

Дроби были оставлены в форме a/b, за исключением ¼, ½, ¾. Около десятка случаев написания «nn a-b» были изменены на «nn-a/b», главным образом на страницах 27-40, для обеспечения единообразия.

Якоря сносок в таблице имеют вид (a), и соответствующая сноска размещается внизу этой таблицы. Другие якоря сносок имеют вид [A] с размещением в конце соответствующей главы.

Очевидные опечатки и ошибки пунктуации были исправлены после тщательного сопоставления с другими случаями их употребления в тексте и консультаций со сторонними источниками.

Оглавление было расширено и теперь включает семнадцать разделов главы «Статистика» на странице 291 .

За исключением тех изменений, которые указаны ниже, все орфографические ошибки в тексте, а также несогласованное или архаичное употребление были сохранены. Например: employes, employees; pay roll, pay-roll; reconnoissance; asperse.

Стр. 15, «would built» заменено на «would build». Стр. 19, «incontestible» заменено на «incontestable». Стр. 38, заголовки столбцов, скопированные из более ранней аналогичной таблицы на стр. 36, были добавлены в эту таблицу для ясности. Стр. 42, «transhipment» заменено на «transshipment». Стр. 97, «Oamha» заменено на «Omaha». Стр. 97, «remainding» заменено на «remaining». Стр. 133, «uniformily» заменено на «uniformly». Стр. 177, добавлена пропущенная сноска таблицы «(a) Только с января по июль». Стр. 181, сноска [F], «89 и 95» заменено на «с 89 по 95». Стр. 200, «correst» заменено на «correct». Стр. 205, «leachlike» заменено на «leechlike». Стр. 210, «inocuous» заменено на «innocuous». Стр. 226, «parlimentary» заменено на «parliamentary». Стр. 272, «is practical» заменено на «its practical». Стр. 295, «(m = 1,000.)» заменено на «(m = 1,000; d = decrease.)». Стр. 298, «phenomenonally» заменено на «phenomenally». Стр. 316, «direct charges» заменено на «Indirect charges». Стр. 316, «$250,635.34» заменено на «$240,635.34». Стр. 318, 11-я строка таблицы, «XII» заменено на «XI». Стр. 331, «arbitraters» заменено на «arbitrators». Стр. 335, «desponding» заменено на «despondent». Стр. 357, примечание к таблице (b), «Bureau 99» заменено на «Bureau in». Стр. 357, примечание к таблице (b), «December, in 10» заменено на «December, is».