The news & observer. [volume] (Raleigh, N.C.) 1894-current, 1903-11-29

abroad, built IN 1885 has never killed
assenger. This statement is published in
he Wilson Times upon the authority OF
Mr E. Borden, superintendent of trans
oortation of the Atlantic Coast Line,
which has built up a great system with
he old Wilmington and Weldon as the
)arent line.
In this day, when the people wake up
very morning wondering how many rail
DAD wrecks will happen during the com
ng twenty-four hours, the record of the
wilmington and Weldon is one that sounds
Miraculous 1t is no short line. 1t is 161
niles long. 1t is no side line with small
traffic 1t is a part OF a great through
York to Florida. It's traffic is very large
It is the greatest truck route in the
South 1t pays Observation-Disclosures than
any Southern system-and its business is
20 large that it is pushed to its utmost
% provide cars and equipment to handle
J it. And yet, although it has business of
never killed man. This is the highest
proof of superior management and the
greatest care. 1t wouldn't be bad idea
il Mr. Borden would open a school Of in
struction, and give special low rates to
the traffic managers of the Southern Rail
way, so that their head men could learn
- ha of
could almost afford to pay for their tut
ton. If Prof. Borden will open such a
school we will recommend it to all the
Southern Railway big fellows from J..
Pierpont Morgan down to Mr.. Dooley, as
the ittest training school for Southern
Railway bosses.
There is one other thing that the re-
narkable statement of Mr.. Borden teach
es: That all the wisdom is not confined
70 this generation. We hear much of the
modern improvements in railroads, the
new safety appliances, and the superior
ty Of railroading of today over railroad
ng Of twenty-five years ago. The inn
provement has been notable. Travelling
now is a luxury compared to the old
Zines, but is it as safe as formerly?
During the war the Wilmington and Wei
Ion railroad, with what would now be
allied poor equipment, transported thou
sands Of soldiers with 70 fatal accident,
,qhat does this show? It proves that we
1ad men IS capable then az now and
hat our boasted superiority is confined
almost altogether to speed and comfort.
AZ to safety, it may well be doubted if
he old fashioned managers are equalled
those of today.
We hear much talk in railroad circles
md elsewhere of the benefits of consoli-
5ation and the amalgamation of Compel
| ing lines. There ought to be improve
ment in cooperation and in some consoli-
dation. But do they compensate for the
loss? The Wilmington and Weldon was
managed as well as an independent system
as now; the Raleigh and CASTOR was new
er so well managed as when it was a
separate and independent system; and the
same is true of the North Carolina rail
road. In fact, except as to through trains,
| the public service was quite as good. AS
| to safety, there the old management was
superior. Why? Then some local man
was at the head of the system. He knew
every curve, he knew every neighborhood,
and he felt the responsibility. Too often
under the high pressure of modern rail-
reading, new men are put into places
where they are ignorant of local condi-
tons About the time they have master
| ed the knowledge necessary for the high
est usefulness, they may be picked up
and removed from North Carolina to
Kentucky, and another new and strange
man sent in to make brick without straw
until he serves long apprenticeship. This
system is wrong alike to employees and to
the public.
Again there is another defect in mo-
dern methods Some of the railroads do
not promote their home men as they de-
serve to be promoted. The higher officials
are too often imported when the road
could find just as efficient men in the
ranks-men who would be more efficient
if they knew promotion waited on the best
services. The best thing a railroad or a
private concern can do is to promote its
own men from the ranks to its highest
places The time was when most railroad
presidents were promoted from the engine.
the shop, the operating department. Such
promotions are very rare now. Most rail-
road presidents now come to their places
either directly through banks or because
of their ability to float stocks and bonds.
In other words: fnanciering of stocks
and bonds has been elevated above ablll-
ty in operating the road.
But the thing that has prevented the
public and railroad employees from getting
the benefits that ought to come from prop
er consolidation is this: Nearly every
time there is a consolidation Of one rail
Al. h. ,otn