New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09
ppTAN7S GREAT EXPERIMENT IN RAILWAY CONTROL

should take place as near the pro-
ducing point as possible.
(2) That In view Of the superior
facilities offered by the main trafhc
lines, the movement of traffic should
follow these routes wherever posi-.
bic.
CD That the movement Of coal
should, as far as possible, be in well
defined directions-north to south,
rorth 10 southeast, north to south
vest, east 10 west.
az That an area producing less
coal than suffices for its own need
should not send any portion Of ito
output 10 other areas. That an area
producing more coal than it requires
for consumption within the area IL
self should only distribute 10 ada
cent or convenient areas.
This scheme did not affect water
borne coal, anthracite or coke of any
description.
It was the precursor Of other
schemes which were TO reduce un-
necessary traffic in goods TO the
minimum.
Problems to Come
After the War
The responsible men on our rail-
ways recognize that the problems in
railway management and control
raised by the war will not altogether
come to an end when the war is
over. A new era has begun in rail-
way management, and it will be i'm
possible to go back completely to
pre-war conditions. Even if it were
possible, it would be highly undesir-
able. While no definite schemes
nave yet been arranged, it can safe
" be foretold that there will be
greater unity of administration
when peace returns than in the old
days before war came. Cooperation
has proved to be better than cut
throat competition. In the old days
the Railway Clearing House at Eus-
ton provided the machinery for
limited amount of cooperation, but
one dissentient could often hold up
great reforms. The Railway Execu-
tive Committee of to-day is almost
certain to develop into a permanent
central body, which will act as the
coherer, the organizer and the Su-
preme Court of Appeal among rail-
ways themselves when rival schemes
threaten conflict. This central body
will promote economy Of effort. Ii
will prevent extravagant and excess
sive competition, and it will, If wise
" guided, hold the scales evenly be-
tween the triple claims OF the rail-
way proprietors, the railway en-
pIoyes and the general public.
The second problem is that OF
wages. Practical railway men main
tain that under normal conditions 1t
will be impossible to pay, when the
companies emerge once more from
government control, anything like
tie war bonus of 10 shillings per
week per man now received. Any
attempt to revert to the pre-war
wages would probably plunge us
into a labor war. What will be a
fair and practical wage for the men
after the war is over? How can It
be paid? If a substantial increase
on the pre-wsr rates is found neces-
sary-as many think it will below
are the companies to meet it? Are
they to be allowed to maintain
higher passenger rates or to increase
freight charges? II so, will these
higher charges mean increased reye-
nue.? 1t is an axiom of management
that low fares mean heavy traffic.
Here is a matter which will demand
the most careful consideration OF
10th railway arrangements and the
mems leaders.
The third problem is that Of the
future of women's labor on the rail-
ways. The companies have promised
that men who have left them to
serve with the colors will be rein
stated on their return in positions
equal to those they left. That prom
;se must be kept, and kept to the
full. But, unfortunately, many OF
the men will never return. Women
have been found such efficient rail-
way servants that they are certain
to be retained. Many branches OF
railway employment before the war
exclusively held by men will, a few
years hence, be wholly or almost
wholly in women's hands. How can
the change which has already taken
place be made permanent without
strife?
The changed conditions after the