Memphis daily appeal. [volume] (Memphis, Tenn.) 1847-1886, 1882-04-13
MIR. FINK'S WORK.
How the Railroad Traffic of the C0un.
try is Regulated by One MaR-
Probably the
Best Paid Railway Emp'Oye in the United
States-Fem0us Railroad Wars
and Settlements.
New SsIk Star.

On one of the upper floors OF the building
at the southeast corner of Broadway and
Leonard street il large room with high
ceiling, many windows and general light
ness and airiness of appearance, all of which
make IL very attractive TO the visitor. The
floor Is covered with carpet OF cheerful
colors and figures, a few chairs are scattered
here and there, large table stands in the
center of the spacious apartment, and two
three desks in the corners complete the
list of furnitdre. Doors open from this
large room into three or four small apart
ments. The above description applies to
the Office and headquarters of Mr.. Albert
Fink, the pool COMMISSIONS Of the principal
railroad companies in North America. Mr.
Fink is tail, broad-shouldertd, strongly
tuilt German. He speaks with Teutonic
accent, and person uuacquainted with him
would suppose that he WAS recent arrival
in this country from the German fatherland,
instead of a man who can boast OF being a
comparatively old resident of the United
States. Mr.. Fink's fayorite expression, when
asked for information in regard to any meet
ing OF railroad maguates to discuss a vexed
question is: ''Neil, il vas all harmonish efry
ting ish vixed all right"
Notwithstanding Mr.. FInk's imperfect
rendering of the Eoglish language when
speaking, he is a good writer, and his sty lie
OF composition Is singulsrly terse and lucid
He has the faculty of expressing himself so
as to leave not the slightest coubt of his
meaning. II Is said that he writes the COM
pacts between the railroad companies with
out the aid OF lawyer; at least he pre- pares
the agree ments so we'll that Mr.. Chauncey
NJ. D. pew, to whom they are sometimes sub
mitted, finds very slight occasion for revis-
ion. Mr. Fink's income is about so, 900 per
year, and nearly all of this money comes to
him IN the shape OF payment for his service
TOR the railroad companies. He is probably
the best paid of any railroad employe in the
United States-thst is, excepting two or
three presidents. II w did he drop into
such a good positions" is question often
asked 1t was in this way. He il a civil
engineer of recognized ability, and made a
great reputation for himself in connection
with the construction of railroads before he
came to this country. Soon after his arrival
in the United States he became q great
favorite with Mr.. Vanderbilt, and was en-
ployed to perform an important piece OF
work for the New York Central and Hudson
River Railroad Company. After awhile
Mr.. Vanderbilt assisted him to secure the
appointment CT pool commissioner for the
railroads.
"How do you manage to get through with
the immense amount OF work placed in your
hsnds?" wss the inquiry made of the pool
commissioner by reporter for the Star.
was the reply.
Glow do you manage TO please all of the
railroad managers"
81 don't manage at all. / Just do what /
think il fair for all concerned, and then leave
it for the managers themselves to say
whether / am right or not. l give the m my
reasons for arriving at certain conclusions,
and they can zee for themselves how matters
should be adjusted, / deal in facts and fig
and figures cannot tell falsehoods"
The history of the different wars between
the managers of the trunk line railroads and
the consequent cutting of rates furni-h hes
some exciting features. Just st a time when
the majority of the managers would fatter
themselves that they had a compact arranged
20 that the rates for carrying passengers and
freight would be maintained on what they
deemed paying figures, the fact suddenly
came to ligat that one or another OF the
companies was cutting under the schedule
prices. Then followed war TO the knife"
and, as a natural result, The prices for car
rying were 80 reduced that the COMPANIES
lost many millions OF dollars. Ia the year
1869 compact was made between the trunk
roads which gave the Baltimore and Ohio
and the Pennsylvania railways - less rate
of freigdts per ton from competing points in
the West than were the rates 10 New York.
This difference was m sde by the agreement of
1870, 81 per ton less to Baltimore ard PhiIa-
delphia. This CONCESSION 10 Baltimore and
Philadelphia was kept in force until 1875.
In 1876 the difference was further changed
by making the rate to Philadelphia thirty
cents end to Baltimore 81 per ton less than
the rate to New York.
There was a railroad war in 1881, chiefly
on account OF the difference in rates in IA
vor Of Philadelphia and Baltimore, and the
result of the seasons rail grain trade was
New York had a gain over the previous
years business of over seven per cent. The
claim of the Pennsylvania railroad for diff
ference in rates was based on the fact that
when that road has 100000 tons OF freight
at Harrisburg, il is ninsty-one miles to its
t rminus at Baltimore, 106 miles 10 its ter
IN nus at Phiiadelphis, and 1875 miles 10 its
at New York. The financial ques-
ton is raised as 10 that road whether II
shall carry the freight to each or either oil
these termini for the same pay per ton. The
ton miles of million tons OF freight would
would be 81, 100000 to Baltimore, JOG, 00O,-
900 TO Philadelphia and l95, 900 900 10 New
York. The Pennsylvania railway, during
1880, delivered in New York equal in br, ad-
stuffs to about 100000 bushels of grain,
and in 1881, equal TO about 100000
railroad began maturing plans and soon
had them in operation for securing a ter
minus at Philadelphia and New York, as
we'll at Baltimore, making IL optional
With Western shippers at which OF
hese three ports they would market |
heir products. In a similar manner, |
% limited extent, through connecting rail |
ways, the New York Central and the New |
York, Lake Erie and Westt IN railways have |
Zach a terminus at Philadelphia and Balti- |
nore However, the main business OF the
everal trunk lines is at their original ter /
minus of the several roads respectively, and |
IN this the plea for difference in rates must
tand or fall, and not upon the branch issues
ii each road having its several termni.
The above and many other considerations
rave a bearing upon the problems to be
olved in adjusting plan or basis upon
which 10 pool the business of the various.
All of these weighty questions
ire discussed by the managers of the lines
It the headquarters, corner OF Leonard street
nd Broadway. The meetings are usually
eli with closed dOors, and the greatest pre-
AHtions are taken to prevent Information in
sgard to the proceedings from leaking out
through ihe keyho,e or any other possible
venue OF escape. The newspaper reporters
re ushered into q small anteroom, where
hey are r. quesied 10 remain until sceh time
. Mr.. Fink or the secretary sees fit to afford
hem the r. qHIred information The infor-
nation usually comes in the shape OF
'ritten statement. manifold copies of which
re furnished for publication.