The daily Nome industrial worker., 1916-08-29

Freight distribution on American railroads is still far behind other countries because it is now an ac- cepted axiom that the expenses ot operation increase with the speed of freight movement.
 What the roads are driving at, and which they have made systema- tic for some time is the largest ca pacitied engine compatible with To- comotion for service on freight trains. Hence two essentials are considered. One is the production of considerable power at little fuel and oil cost extending over time limit of definite duration.
 The tests made of the first Malet compounds, articulated engines now much favored for freight transpOrta- tion, were all along this line. Speed of locomotion was nothing, but the power to pull enormous loads over specific distances on specific time at reduced consumption of fuel and fabrication were the essentials of the test.
 Since the recognition of the old mechanical principle that what is gained in power is lost in speed,l with labor an unconsidered trif ,, the slow movement of freight in the United States has become a by-word and car shortage on this account the lament and excuse of every railroad manager when the wheat or corn or other seasonal traffic movement began.
 The railroads would have the public believe that the American railroads are the most efficient in the world. But that is simply not the case. The car shortages that periodically set shippers crazy is the very acme of corporation indiffer- ence to the industrial needs of the community.
 Moreover, the American railroads are becoming most conservative in their methods. The old radical tend ency to adopt any and all innova- tions that seemed to suggest an i'm provement in former methods is giving way to standardization by precedent that is disgusting in it's conservatism. There is less tendency today to listen to any radical i'm provement in any department of operation than there was several years ago. And this as time passes is becoming more and more a mark ed feature.
 A competent authority says that although it's introduction has re- suited in the saving of millions of dollars annually, even the air brake were it to come up for consideration today would be doubtfully regarded, while automatic couplers would be never attended to.
 | That likely is an exaggeration, but it is sufficiently true to demonstrate the conservatism that prevails to- day in the methods of the railways, ! quite in contrast to the brilliant ad- ministrative tactics that only a short while ago made the American railway synonimous with every thing progressive.
 The explanation is not far to seek. The real administrator of the Am erican road is the speculator or in vestor of Wall Street Nothing cal culated to produce an unduly lengthy cost sheet will be tolerated lest it jeopardize dividends, and dividends exciting a boom on the exchange, is the very, breath of a modern railroads life.
 Nor is it only in the lengthy work day and the slow movement oi freight that the effort to cut all operating expenses to margins that harmfully react upon the road itself is seen.
 The necessity Of cutting dOWI working costs eliminates the extra gang the changing of steel the re surfacing and the attention required to bridges.
 When the demand went up for al increase in railroad rates, the rail roads to make a public demonstra tion of their poverty, even on roads which were in most fiourishins condition despite the presence o so much water, went to the ex treme of laying off all extra help or