Daily Kennebec journal. [microfilm reel] (Augusta, Me.) 1870-1975, 1894-01-12

l throughout tne entire country. To what
extent railroad corporations and railroad
earnings are or may be affected by it, time
will tell. From observation of apparent
movement of freight and passenger trave,
on railroads and from reports of directors
made to corporations a. late as October /,
1893, We are led to doubt that the sweeping
reduction in train service and of wages Of
employees, which have taken place on some
Of the important lines Of railroads, were
really necessary. 1t is doubtless true that
the earnings of railroad corporations
would be affected as early ard as
seriously as any other branch of commerce;
but from all the Information we are able to
financial depression, though serious, has
not yet affected the manufacturing mercan-
tile and commercial enterprises of Maine so
seriously as in other parts of the country,
and that the reduction in train service and
wages Of employees, above mentioned has
been made from anticipated losses rather
than from any which have actually &C.
Cured. However that may be, we deem it
proper in this connection to remind railroad
managers, that these corporations are not
strictly private or created wholly for private
purposes, or private gain. These corporations
are by their charters, vested with tyraordi-
nary powers and privileges and are subject,
in many and important respects, public con-
troll, and, though strictly speaking they are
private corporations, yet they hold their
franchises and property in trust for pub ic
uses. Therefore in the management of
railroads. public rights and interests cannot
be ignored, neither would it be good policy
on the Yart of managers to atts mpt it. The
| most successful management is where phi
vate and public interests are both sub
served. Fortunately there is no incompat
Utility between the two. The same line of
policy which promotes the ore necessarily
tends to promote the other.
The success which has ats naed the man.
agement of some Of the larger lines of rail-
road in this State, in the past. has. we be-
lieve, been largely due to the fact that
those in charge of such properties have
recognized the public wants and needs,
and have provided for each as exigencies
arose.
We trust the financial depression, now
prevail ing, disastrous in its effects as it may
be- will not lead the managers of railroads
in this State. into the narrow and mistaken
policy of trying to get the most money out
of the public, while, in return, giving the
least and poore st service, in order. IS they
NAV believe, to save for stockholders the
customary annual or semi-annual dividend.
The newspapers have published as fact
apparently on authority, that it was the in
ten,ion of the managers of come of the
l,rger lines of railroad to take off or discon-
tinue all trains that did not yield a profit
over and above expenses. Logically, if
such line of policy should be pursued to
the end, every train, on some lines of rail-
road, and branch lines of others, would be
taken off during the coming winter months.
1t j. needless TO remark, that such re-
suit would not be tolerated. Nor is it nee
essary to saw that the public will not be con-
tent v it'll railroad accommodation and fac,l-
tiles, such as were afforded fifteen or
tv euty years ago. Modes of travel and
methods of doing business have materially
changed within the time mentioned. What
was rot thought of twenty years ago, Is now
demanded.
We believe il is for the interest of the
stockholders, as we'll as that of the public,
that railroad corporations give, within the
! limits of their ability, the best service and
the most liberal terms.
Honinp that the business and financial de-
preston, which is now prevalent through
. out the country. may not be of long dura-
ton, we trust and feel confident that dur
ing it's continuance, no mistaken or narrow
minded policy in railroad management will
be adopted as a remedy.
Automatic Ccuplers and Train Brak's.
/ We herein publish in full the United
f States statute relating to the methods
Y hereafter to be used on freight trains
= throughout the country for train brakes
and coul Ii ,g cars, which was approved
y March 2. 1898. As will be seen ny The
I, provisions of that act, on and after the first
= day of January, eighteen hundred and
1 ninety eight, all locomotives usei in moving
| interstate traffic shall be equipped with a
power driving-wheel brake and appliances
{ for operatipg the train-brake system, and
y that all cars, so used, shall be equipped
: with power or train brakes, that the
engineer, on the locomotive. can control
1 their speed ithout requiring brakemen to
, use the common hand brake for that pur-
y nose. Also that, after said date it shall be
/ unlawful to haul or permit to be hauled OF
used, on lines of railroad engaged in inter
a stat, traffic, any car not equipped with
coup,ers coupling automatically by impact
= and which cen be uncoupled without the
D necessity of men going between the ends OF
Z the care.
E By the foregoing provisions, railroad or
8 porations engaged in interstate commerce
have yet four years to equip trains accord
ingly.
twill b, noticed that by the provisions
9 of this statute, no particular device OF
| method of coupling cars is required, other
, than that the device or method used snail
, be such that cars will couple automatically
by impact. This, we believe, is as far as
: provisions of law should go. The particu-
' lar method or type of coupler should be
determined by the railroad corporation,
that ave required to use them. They and
their employees are the be.t judges OF the
merits of any device that is or may be here
e after offered.
1t probable, however. that the vertical
' plsne type of coupler, which has beer
: recommended by the Master Car Builders
q Association will be universally adopted.
p Many metitorious devices of the vertical
p,ane tyne have been invented, and these
r are generally being adopted. especially or
Z rs;lros 3 ia the West and South.
{ Since the enactment of the law above
a mentioned, some progress has been made te