The farmer and mechanic. [volume] (Raleigh, N.C.) 18??-19??, 1903-12-01

the Wilson Times upon the authority OF
Mr.. E. Borden, superintendent Of trans
portation of the Atlantic Coast Line,
which has built up a great system with
the old Whining on and Weldon as the
parent line.
In this day, when the people wake up
every morning wondering how many rail
road wrecks will happen during the com
ing twenty-four hours, the record OF the
Wilmington and Weldon is one hat sounds
miraculous. 1t is no short line. 1t is 161
miles long. It is no side line with small
traffic. 1t is a part Of a great through
system, operating cars direct from New
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 It's business IS
so large that it is pushed to It's utmost
to provide cars and equipment to handle
it. And yet, although it has business of
such magnitude, Mr.. Borden says 1T has
never killed a man. This is the highest
proof of superior management and the
greatest care. 1t wouldn't be a bad idea
! if 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
how to avoid kilI,,.g men. The State
could almost afford to pay for their tut
ton. If Prof. Borden will open such a
school we will recommend it to all the
no.-,- l,x fo11or-1 froro
Pierpont Morgan down to Mr.. Dooley, as
the fttest training school for Southern
Railway bosses.
There is one other thing that the re-
markable statement of Mr.. Borden teach
es: That all the wisdom is not confined
to this generation. We hear much Of the
modern improvements in railroads, the
new safety appliances, and the superior
ity of railroading Of today over railroad
ing Of twenty-five years ago. The inn
p~rovement has been notable. Travelling
now is a luxury compared to the old
times, but is it as safe as formerly?
During the war the Wilmington and Wei
don railroad, with what would now be
lie pun S40lR141hty eiAN
sands of soldiers with no fatal accident.
What does this show? 1t proves that we
had men as capable then as now and
that our boosted superiority is confined
almost altogether to speed and comfort.
AS to safety, it may we'll be doubted If
the old fashioned managers are equalled
by those of today.
We hear much talk in railroad circles
and elsewhere of the benefits of consoli-
dation and the amalgamation of compel
ing lines. There ought to be improve
ment in cooperation and IN some consoll-
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 a 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
lranks-men who would be more efficient
| if they knew promotion waited on the best
s., services. The best thing a railroad or a
private concern can do is to promote its
own men from the ranks to its highest
5 places. The time was when most railroad
I presidents were promoted from the engine
: the shop, the operating department. Sucl
0 promotions are very rare now. Most rail
4 road presidents now come to their places
|. either directly through banks or because
e of their ability to float stocks and bonds
In other words: fnanciering Of stock.
c and bonds has been elevated above abili
Y Nv ~ o,oro{I,r +Lo wood
c But the thing that has prevented tn,
e public and railroad employees from gettin,
o the benefits that ought to como from prop
IS er consolidation is this: Nearly ever,
r time there is a consolidation of one rail
n road with another, the promoters pou
$ in as much water as there is solid stuff
g and then high pressure is put on to com
1t pei the road TO earn dividends on the VIZ
ter as we'll as on the real value Of tn