davidaulloa/AmericanStories huggingface dataset:
Omaha daily bee., 1909-05-09
characteristics of Hartman

The recent movement of the lines toward Seattle and the Puget
Sound country has been merely the doing what should have been
done twenty years ago, the carrying out of Union Pacific plans that
failed at that time because the road had no Hartman to put them
through. The Union Pacific should have been in Seattle then, and
gees there now because the traffic interests at that point justify an
entrance. On the other hand, in central Oregon the Hartman lines
are pursuing quite another policy H. building branches where the
traffic is all to be developed; for it is the railway, not the newspa-
per, nor the six-mule team, nor the schoolmaster, that is the real
western pioneer. The railway comes before the factory, brings with
1t the pillow, opens the mine and sounds the tragic knel of the reced-
ing forest.
MI. Hartman is today the most discussed man in American
railway affairs. No man in the railway field has been more bitterly
assailed, and concerning none has 1t been more difficult TO give to a
Omaha daily bee., 1909-05-09

efficiency is fast time in transpor-
tation. Let us suppose that it is
deemed necessary to reduce a
train schedule between San Fran
cisco and Omaha from n hun
dred to eighty hours. The division
units are looked over and each
general manager concerned is
asked to submit figures for the
u over his part of the system.
The general managers call for fig
ures from their various superin-
tendents, turn them in to Chicago,
and when the totals are compiled
1t is found that IL each man is
given the time he asks for the re-
vised schedule will look more like
10 hours than eighty. The esti-
mates are sent back for revision.
Each man holds fast to all he
dare, but n second effort reduces
the total to, let US say, ninety
hours. Back go the figures, and
they come in the third time at
eighty-five hours. At this point
no one will willingly concede
more, and the hoped for schedule
Ia still five hours away. Here the
director of operation steps in. He
must know thoroughly his divi-
sions and what each is capable of
doing. He makes a final revision
of the figures, and this time when
they leave his hands the knot is
cut|the total is eighty hours, and
the matter, having been carefully
considered and discussed during
the preliminary steps, is no longer
one for argument; the divisions
that have been called upon to take
the additional strain must take it.
The matter, then, is one of as
sembling responsibilities, widely
$1,000 4.AN Al - -
Omaha daily bee., 1909-05-09
Building Up. the Property

He found In the Union Pacific a completely broken-down prop
erty. Our country was emerging from the Industrial paralysis follow
ing the panic of 1898. There was absolutely but one thing he could
do to insure the command that is his today in the American railway
world, and TO do 1t required the coulage that all of u ID who are not
Harrfmans lack. That was, not to wait for things to happen, not
to look for a buyer for his property, but to do something that none of
our railway spectators had ever done before him; namely, to Dor
row huge sums of money and build up his property physically; to cut
down granite grades, fill mountain valleys, provide the heaviest rails,
the best engines-in a word, to buy for mis- new line, even at enorm-
Gus cost, high efficiency. Efficiency has been the keynote of his rail
way policy. He, himself, has repeatedly said this, and it cannot be
gainsaid. 1t is this that has stamped Mr.. Hartman Is a man to be
reckoned with in any of his undertakings-not the mere buying of
the railway junk, but the tremendous wager he laid on the future of
his railway territory.
His buying of the Union Pacific road itself was followed so
rapidly by his acquisition of its branch lines and the far more mo-
mentous purchase of the Huntington interest in the Southern Pa
cmc q IS to seem at this distance almost one operation. But the rapid
and could hardly have been accomplished without the anxieties Of an
ordinary lifetime. Lacking the Southern Pacific, the Union Pa
cinc never had been and never could be a great railway. Ogden,
Utah, never had been and never could be a terminal, except in the
sit of two essentials-feeders and terminals. Something may be
done without feeders, but nothing is possible without terminals;
and in acquiring the Southern Pacific MI. Hartman did what the
railway logic of the situation indicated absolutely. In the Union Pa
cfic he had really got hold only of the tail of the transcontinental
ira &c dog; in the Southern Pacific he go. the traffic dog itself
Omaha daily bee., 1909-05-09

MONG all the stories in American railroading-and 1t has
~ teemed with the marvelous-few chapters ae so extraor-
"A binary as the building up of the Union Pacific railroad
4 \ system by Edward H. Hartman. The boldness of the
conception, the magnitude Of the undertaking., and the
constructive genius shown in the working out of the plans are
all unusual features even in a day of undertakings that make for
us every year new records in industrial history. But a little more
railways, sitting fororn and in ashes, and all unconscious of the
presence of one ready to fit the slipper of efficiency to its foot and
lead it to the highest place in American railroading.
Mr.. Harriman's success has been so phenomenal that not every
one has been willing to give him undivided credit for 1t. We have
been reminded-and with a measure of truth-that in providing an
unparalleled prosperity for his entire railway territory an over
ruling Providence has done a great deal for him. But it is not to be
forgotten that the opportunity of acquiring the Union Pacific rail-
road twelve years ago. and for a comparatively few millions Of dol
Hartman. The golden chance wa within the grasp of Jay Gould;
he never realized it. 1t lay very obviously before what railway men
then called the Boston party-MT. Charles Francis Adams and his
associates. 1t waited at the door of the Burlington people. 1t might
easily have been seized by Mr.. Hrl-and the railway map of the
United States changed for generations. But it was left for Mr.. Har-
riman to GRASP. He had faith in the mysterious, hopelesslooking,
woodworking western empire that lies wrapped in its unending
of vision to map out within it a traffic confederation of unequaled
strength, the iron determination to supply it with railways the best
OF their class in the world, and the tremendous personality necessary
TO persuade careful men to risk unheard-of sum of money to make
good his plans. Any estimate of Mr.. Hartman and his railway
work that includes less than this is manifestly incomplete; the re-
suits are at hand and the facts may be reckoned with,
The Union Pacific r~alroad-and the same may be said of the
Southern Pacific today-is the peer physically of the standard rail-
way lines of the east. Such a statement would be unwarranted if Of
senior vice president-of the New York Central lines themselves.
And this standard of efficiency. l take it, remains. in the face of
many remarkable achievements, the chiefest title to Mr.. Harriman's
strength as a railway man.
Omaha daily bee., 1909-05-09
Undertakings On a Large Scale

His undertakings in whatever direction are OF a large scale.
Between Omaha and San Francisco two large bodies of water-and
but two-interposed obstacles to his straightaway railroading-the
Great Salt Lake and the bay of San Francisco. He is now (1909)
across both with his locomotives. The traveller is familiar with his
thirty-four miles of track over Salt Lake. 1t IS a cutoff that does
away in the track curves of the old line around the lake, with eleven
complete circles. His engineers have worried the government for
permission to bridge the San Francisco bay waters, and his freight
trains are ready to run over Dumbarton Point bridge from Oakland
into San Francisco. To Cross Salt Lake he drove SIS lineai miles
of piles-some Of them 10 feet long; built a mile of trcstle a week,
and spent $S,O00,00O. But he did away with 1918 t of grade
rise and fall that burned up coal and motive power for him. When
he had bridged the bay of San Francisco he spent $4,000, 600 more
boring, with two miles of tunnels, through the breastwork of hills
that hedge San Francisco City on the south, and in doing 1t built for
a four-track line. To elbow his way through the hills back of
Omaha he has but recently run a seven-mile tangent,
moved 100000 cubic yards of earth, made a single
100000 cubic yards fill and changed twenty miles of track into
twelve miles, with two-thirds the curves and nearly half the grade
rise taken out. Between Reno and ogden he has abandoned more
than enough railway to reach from Boston to Philadelphia. He has
replaced it with a line fifty miles shorter, and one that cuts out
thirty-hve complete circles Of curves and 1904 feet Of grade hills.
Omaha daily bee., 1909-05-09
Unifying the Management

When he faced the final burden of his united properties he had
$4,000 miles Of railway to handle. Everything had to be done in the
direction Of unifying the management. In running a railway there
are, apart from the treasurers functions, two divisions of work. One
is the traffic end of the business; the other the maintaining and
operating end, The operating man provides the transportation IA
cliues and the traffic man sells them, In moving to organize these
departments Mi. Hartman showed a second trait found only in able
executiyes-that of surrounding himself with strong men. From the
Southern Pacific he took j., c, Stubs, the logical man for the posi-
ton, and placed him at the head of his $4,000 miles as director of
traffic. 1t is perhaps worth while to note in passing that in choosing
his railway chiefs Mr.. Hartman was not in the least disturbed by
the public clamor of that day for young men to fill high executive
offices. He chose in the end thoroughly tested and seasoned Off
GERS who had learned their business on his newly acquired lines from
the ground up-who had years to show for their experience and had
very definitely made good. Mr.. Stubs. coming from San Francisco,
where he had been connected with the Southern Pacific almost
from the day the ogden line was completed, and as vice president. in
sole charge of its traffic affairs for many years, took the reins for
American traffic directors who hold a vital Industrial responsibility
in stimulating the growth of our country.
The satisfactory unifying of his traffic affairs in s. extended a
territory led Mr.. Hartman a step further in railway management.
With his lines made ready at 81 great cost for higher effective re-
suits he now hazarded a very great success or failure in a n attempt
TO unity the operating of his huge system-for it must be remem-
bered that no railway organization in the country had ever before
combined, under one operating management, Is, 200 miles of track.
Railway men, and able ones, looked with misgivngs on the expert
ment. Many openly predicted the failure of a method that placed
the man in operating authority 1900 to 1900 miles from the execu-
ton of his order. When Mr.. Hartman brought Julius Kruttschnitt,
also a vice president of the Southern Pacific, from San Francisco to
Chicago, and endowed him, as director of maintenance and operation
of the Hartman lines, with plenary operating authority, 1t was not
alone outside observers that were guessing at the outcome; no more
interested guesser on that point could be found than Mr.. Krutt-
schnitt himself. And, in a position in the railway world that at-
forded nowhere any precedent, 1t was put mp pretty seriously to him
to make good.
Omaha daily bee., 1909-05-09

hopeless waste The policy of pooling the car equipment
OF all the Hartman lines was adopted, and it was enacted that a
Union Pacific freight car should be a much at home on a Southern
Pacific siding as a Southern Pacific freight car, and vice versa. This
stopped the hauling of empties both ways at once; the figures for
empty-car mileage on the Hartman Hnes-always the nightmare of
operating railway ohcers-dropped with a tumble. 1t followed, in
working out the policy, that a Union Pacific ar disabled in Portland,
Orer o II in Tucson, Ariz, should no longer be hauled 1000 miles
empty to Omaha to be repaired, but should be repaired by the
Oregon Railway and Navigation company or the Southern Pacific,
respectively, at Portland or at Tucson. The expense of these repairs
was then distributed equtably between the various systems in pro-
portion to the totals of their car equipment; and the saving to all of
them by this simple cooperation may be imagined. Only when a
freight car is to be rebuilt is that car taken in hand by it's own line
and rebuilt at its proper cost.
Omaha daily bee., 1909-05-09

executive. The matter of operating rules alone has given rise to
many difficulties in standardizing the operation of the Hartman
lines. American railways are operated under what are known as
standard rules, and the operating rules of a railway are it's book
of statutes. But decided variations were found among the Harri-
man books of statutes. One of the early and most imperative
things done by the general managers were to standardize these
statutes.
1t must be said that Mr.. Hartman has spent money like water
to make his roads safe; he has never WINGED at huge estimates in
that direction. And the rapidly with which he has passed on the
enormous sums required for betterments has often taken away the
breath of his associates. 1t costs $1,000 a mile to block signal a
railway More than $5,000,0 900 have gone into that work alone on
the Southern and Union Pacific. 1t is now possible to travel from
Chicago to Portland or to Los Angeles, and from there far out into
the Colorado desert entirely under block signals. Block signals do
not greatly expedite train movement; they make train movement
safer. The $4,000, 600 spent on them IS only an item in the expen-
dituTes for betterment, additions and reconstruction on these two
railways since Mr.. Hartman took control of them. The aggregate
for these purposes has reached in ten years $11S,OoO,00O.
Omaha daily bee., 1909-05-09

systems separately could be done
away with at once and substantial
economies secured. 1t was not
that these lines were operated in
a less careful way than other
lines, but that they were operated
in the conventional way, and, APP
piled to the long mileage and
sp~arse-trafic routes of the west,
these methods entailed serious
waste.
Roads may make money even
under these disadvantages pro-
vided natural conditions favor
them-and natural conditions GER
tainly do favor the Hartman
lines. They serve a traffic terri
tory exceptionally rich in natural
resources; far less developed than
the territory of the Pennsylvania,
yet enormously rich. The prob
lem in the case of the Hartman
lines, as 1t is In the affairs of
every railway, was to minimize
the cost of handling its traffic; and
each railway finds its success in
different particulars. In this in
stance it was only by bringing the
operating of the separate lines I'M
der a central authority that the
best results could be secured. For
example, the Union Pacific was re-
turning empty Southern Pacific
freight cars to the Southern Pa
cific, while at the same time the
Southern Pacific was returning
empty Union Pacific cars to the
Union Pacific. This presented
the operating spectacle of each of
these roads hauling trainloads of
empty cars across the Rocky and
Sierra Nevada mountains in both
directions at the same time; the
very layman will perceive the
Omaha daily bee., 1909-05-09
The Problems Considered

The problems that confronted him were. in part, wholly new,
On the other hand, wasteful conditions due TO operating the yarou-
The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1909-03-10
CITATION FOR HEARING ON PETITION
FOR PROBATE OF WILL.
Estate of Samuel SMITH

c1TATE OF MINNESOTA, COUNTY OF
- Redwood, in Probate Court.
In the matter of the estate of Samuel
Smith, deCedent.
The state of Minnesota to all persons in
terested in the allowance and probate of the
will of said decedent: The petition of Robert
H. c. Human being duly filed in this court,
representing that Samuel Smith. then
resident of the county of Redwood. state of
Minnesota, died on the 26th day of February
1909, leaving last will and testament which
is presented to this court with said petition,
and praying that said instrument be allowed
as the last will and testament of said decd
ent and that letters testamentary be issued
thereon to said Robert Fl. G. Hinman. Now,
therefore, you, and each of you. are hereby
cited and required to show cause, If any you
have, before this court, in the probate court
rooms in the court house in the city of Red
wood Falls county of Redwood, state of
Minnesota, on the Sd day of April, 1909, at
II O'Clock a. m, why the prayer of said petit
ton should not be granted.
witness the honorable Geo. L. Evans,
Judge of said court. and the seal of said
court this 9Th day of March, 1909.
tCourt seal GEO. L. EVANS,
WILLIAM W. MCGOWAN, Judge.
Attorney for Petitioner. 32-St.
The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1909-03-10
Sales of PerCherOn Stations.

R. E. Fuller reports two import
ant sales made recently. at figures
that ought to be highly satisfactory.
The last sale was to B. D. Hughes
and T. E. Walter Of Cambria, who
paid $500 for fine 3-year-old black
stallion.
Previous to this he sold the Per-
cheron stallion Coco 49301 to H. c.
Staley, Rose Hill. Kansas. for $1,000.
Mr.. Staley paid Mr.. Fuller a very
handsome compliment. He had just
come from attending the great Rob-
inson sale in Kansas. The highest
average prices were realized here of
any Percheron sale Of the year. He
also stopped off and visited three or
four of Iowa's large importers on
his trip up here; had been to Frank
Iams, the Nebraska importer. on a
previous trip, and he said Mr.. Full
The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1909-03-10

The council took no decisive action
last week on the proposed milk or
dinance submitted by the board Of
health, postponing final action until
next month. when it is expected that
the friends and opponents of the
measure will appear and discuss the
merits or dement's of the ordinance.
The Gazette's columns are open to
any pertinent suggestions or recon-
mendations concerning a law framed
in the interests of the public health.
The expense of making these tests
appears to be a possible hardship for
owners of COWS, and objection comes
mainly on that account.
Fred. Ahrens, who was born
across the river a short time before
the Indian troubles, was in the city
last Saturday and told of some of
the incidents which he had heard
from the lips Of his father and moth
err, concerning the massacre. The
Ahrens, Frank Smith and Wichman
families made their escape to Hen
derson Immediately after the MUIR
der of Mrs. Henderson, and Fred.
says that he has been told that he,
being the only baby IN his father s
family, was snugly packed in a big
churn, Mrs. Ahrens removing the
dasher to give baby air and furnish
her persuader" to make the oxen
step lively while Mr.. Ahrens was
driving the cattle to their place OF
refuge. The Indians were murder
ing around Henderson and the ref.
ugees went on from there to ST
Peter and safety.
The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1909-03-10
Mortgage Foreclosure Sale.

nEFAULT HAVING BEEN MADE IN
IL the payment of the sum of four
thousand nine hundred ninety-seven and 70
100 dollars (S49977 2) which is claimed TO be
due and is due at the date of this notice up
on certain mortgage duly executed and
delivered by L. j. Sloan, mortgagor, to State
Bank of Fairfax. MORTGAGE, bearing date
the 17th day of November 600 and with
power OF sale therein contained, duly re-
corded in the Office of the register of deeds
in and for the county of Redwood and state
of Minnesota, on the 18th day of December,
1906 at nine O'Clock a m, in book 80 of
mortgages. on page POP.
Now therefore notice is hereby given, that
by virtue of the power of sale contained in
SAID mortgage, and persuant 10 the statute
in such case made and provided, the said
mortgage will be foreclosed by sale of the
premises described In and conveyed by said
mortgage, viz:
East one half of northwest quarter and
west half of north east quarter of section
twenty-nine 800 township one hundred and
twelve G12) range thirty seven 90 and
the south east quarter of section nineteen
90 township one hundred and twelve G12)
range thirty seven (37), all in Redwood
county and state of Minnesota with the
Entertainments and appurtenances; which
sdle will be made by the sheriff of said Red
house, in the city of Redwood Falls, in said
county and state, on the Sd day of Nav,
1909, at ten o'cl )ck a. m. OF that day, at pub
tic vendue. to the highest bidder for cash, to
paw said debt of S499772 and interest and
the taxes, if any. on said premises, and one
hundred dollars attorneys fees. as stipulat-
ed in and by said mortgage in case of fore
closure. and the disbursements allowed by
law: subject to redemption at any time
within one year from the date of sale, as
provided by law.
Dated March 4th. 1909
STATE BANK OF FAIRFAX,
A. V. RIEKE, Mortgage
Attorney for Mortgage,
Fairfax, Mimi. 32-7t
The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1909-03-10
Notice of Expiration of Redemption.

OFFICE OF THE COUNTY AUDITOR,
~ County of Redwood, State of Minnesota
10 K. E. wainwright:
You are hereby notified, that at Tax
judgment sale held on the 9th day of May,
1904, the following described parcel Of land,
situated in the county OF Redwood and state
OF Minnesota to-wit: Lots one ~. two 90,
three ~. four az and tive 90 in block two
(2) WatSonS first addition TO the city of
Redwood Falls in above mentioned county
and state. was sold tor the sum OF six $500
dollars. That the amount required 10 re-
deem said parcel, exclusive OF the costs to
accrue upon this notice, is the sum of forty
four ana 91-l0O dollars, and interest as pro-
Yided by law 20 the day such redemption IS
made; and that the tax certificate issued
upon said sale has been presented to me by
the holder thereof, and the time of redemp-
ton OF said parcel from said sale will expire
sixty days after the service of this notice
and proof thereof has been filed in my Office.
Witness my hand and official seal this 9th
day of March, 1909.
[SEALl l.. p. LARSON.
32-3t Auditor of Redwood county, Mimi
The Redwood gazette. [volume] (Redwood Falls, Minn.) 1873-1940, 1909-03-10
Mothers Meeting.

The White Ribboners met in the
Methodist church on Thursday last.
Mrs. Collins being confined to her
home by sickness, Mrs. VIM. Tiffany
presided. The meeting opened with
song, scripture reading and prayers
were offered Mrs. Root and Miss H.
Hitchcock.
A business session followed, when
it was stated that the chicken pie
supper realized S21. The Union
voted S. towards the expense of
Mrs. Ellis lecture delivered here
some time ago.
Mrs. Cunningham prefaced the
mothers session" with some fitting
remarks on the purpose and import
ance of this counsel together. Mrs.
Lyman read a helpful article entitled
Before The Boy is a Man" Sew
eral of Mr.. Roosevelt's expressions
on the supremacy of the home were
given by Mrs. Lusk, one being, "A
good home is the greatest bulwark
this nation can have against future
dangers. We need more good homes
in which work, love and common
sense prevail" Speaking to his
children the ex-president said "You
have no right to be helpless after