davidaulloa/AmericanStories huggingface dataset:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09

told exactly what to do, the trains TO
be moved, their starting points and
destinations, and the entire schedule
Ct running, if war came. So far as
the operation Of our railways was
concerned England was prepared.
On the same day that war was de-
clared august 4, 1910 the railways
o. England, Wales and Scotland
not Ireland-were taken over by the
government. The managers opened
their sealed instructions and pro-
ceeded TO carry them out. 1t had
been provided in the act Of 1871 that
full compensation should be paid to
the owners for any loss incurred.
TIE government, however, did not at
the beginning announce any terms
with the companies. This was left
for a later date. Government control,
it is important TO note, did not mean
government ownership. The lines re-
NAMED the property Of the com
panies. They retained the manage
mcnt Of their own concerns, subject
to the instructions Of the executive
committee, and the whole machinery
of administration went on as before.
The sole purpose at the beginning
was to facilitate the movements Of
troops. But as the war developed,
as economy became more and more
essential, the scope of the Railway
Executive Committee, now in SUI
pIeme control, became greatly ex-
tended.
The official chairman of the Rail
way Executive Committee was the
President Of the Board of Trade, but
the real presiding chief was the act
ing chairman. Working in coopera-
ton with the acting chairman were
twelve general managers Of leading
British lines. Under the central body
were groups of committees, each
made up Of railway experts. The
War Office and the Director General
of Transport were in touch with the
Central Committee. There was a
constant interchange Of ideas, but
from the beginning there was no
attempt to supersede the railway
men in carrying out their work.
The main plans Of the war policy
of the railways had, of course, to be
approved by the government, and an
nouncements were made in the name
Of the President of the Board of
Trade. But the plan uniformly
adopted was for the authorities to
tell the Railway Executive Commit,
tee what had to be done and then TO
leave it to plan the details Of how the
work should be completed. In other
words, the experts were allowed to
carry out their own work in their
cwn way, so far as was possible, I'M
der war conditions. And they got
the thing done.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09
Taking Care
OF Volunteers

The Railway Executive Commit
tee, which now was the main body
for making financial arrangements,
announced that the railway com
ranies had arranged to supplement
the army pay and allowances of
army reservists and territorials in
the railway service who joined the
cOlors in such a manner that the
families would be maintained in cir
cumstances which should avoid hard
ships, during the absence Of the
breadwinner of the family. Certain
privileges, such as the supply of
cheap coal, would be continued.
Occupants of the companies houses
would not be disturbed, and when
the men returned positions would be
found for them on the railways equal
70 those they formerly occupied.
The general plan adopted was to
make a grant to augment the in
come of the wife and family to at
least four-ffths of the mans stand
ard wage.
At the time of the outbreak of
war the railway companies and the
mems unions-the National Union
Of Railwaymen and the Associated
Society of Locomotive Engineers and
Tiremen-were engaged in a cOntro-
versy on the question of wages. A
railway Cancellation scheme drafted
by a Royal Commission had come
into operation early in 1912. This
was to continue until November 6,
1914, but either side could terminate
il on or after that date by twelve
months notice. The men had given
notice in November, 1913, TO with
draw; they wanted the conditions re-
Vsed. When war broke out the
negotiations between both sides were
il a very forward state. A tenn
porary arrangement was arrived al
in October, 1914, by which the con-
citation scheme was TO be continued,
Tut to be terminable by either side
ct six weeks notice. Many railway
employees were convinced that since
the government was now virtually in
control of their lines their demands
for increased wages should be met.
The rapid rise in the cost of living
had made it obvious, after a time,
that something must be done. The
railway companies felt that, from
their point Of view, any rise in
wages, even though wholly or main
ly made by the government, might
have the serious result of putting on
them a heavy burden 10 be borne
after the war and after private own
ership was resumed. II is always
difficult to reduce wages, whatever
the conditions may have been under
which they are raised.
On February 10, 1915, terms of
settlement were arranged. A weekly
bonus was 10 be paid TO all wage
earning employees of eighteen years
old and upward engaged in the
manipulation Of traffic; all whose
standard rate of wages was under
COS. week were 20 receive a weekly
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09
The Meaning Of
Government Control

The Railway Executive Committee
nd the Railway staff Corps, work
rs in conjunction with the Director
eneral Of Military Transport, grad
ally completed, during the years
receding the war, their plans or
peration. These covered more es-
scially the movements Of a British
Evolutionary force TO its embarka-
on port, the quick concentration Of
en- al any point 70 repel an invad-
z army, and the evacuation Of in
Sded districts. BY 1912 all was in
adiness. Every railway manager
ID in his safe a confidential, sealed,
hopened document, detailing a
heme Of mobilization. In il he was
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09
Further Benefits
Of the Pool

Among the most important econo-
mics in handling traffic was, first, the
establishment of the common user of
railway companies open goods wag-
ems. Under the old system the wagon
received loaded by enc company from
another had to be promptly returned
to the owning line, even though there
was no freight for it on its return.
Under the common user arrangement
II became available for loading in
any direction, thus reducing the haul
age of empty vehicles to a minimum.
This system of pooling luggage cars
came into force on January 2, 1917.
The pool did not include the very
large number of privately owned
wagons. estimated from 100000 to
1000 which are a distinct feature
of British railways; but the benefits
of the pool were soon seen to be so
real that steps were pushed forward
to take over the control Of the pri-
yate wagons also.
A minor economy introduced early
in the war was an agreement by the
railways to accept each others
paid" and "to pay stamps and la
bels on parcel traffic. This saved
very much labor, and it led to fur
Their development in January, 1917,
when the Railway Executive Com
mittee announced that from given
date "the carriage charges for all
descriptions of traffic for conveyance
by passenger train or other similar
service must be paidby the sender at
the forwarding station" The whole
system of bills and accounts for pas
serger goods traffic was swept away.
Some reformers even proposed that
the railways should go further and
insist upon the prepayment Of all
snail traffic by goods trains. Still
another step was a decision that
claimants for the loss or damage Of
goods traffic should be dealt with by
the company on which the claim was
made without any division, such as
had formerly taken place, Of the
amour. paid between the companies
concerned in the route over which the
traffic had been conveyed.
The saving in printed matter was
SO extensive that at least one large
company was able to turn out many
tens Of paper which had been stored
fer office use. and 70 put this on the
market at a time when paper was
scarcest.
In January, 1917, in addition to
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09
Seventy Three Trains in
Fourteen Hours

The first task before the commit
tee was one calculated TO tax its re-
sources TO the full. The Territorials
the volunteer forces of the United
Eingdom-had been called TO the col
ors and had 10 be distributed to their
/ training grounds and their defence
areas all over the country. Stimuli
taneously the Expeditionary Force,
numbering 10000 men, with vast
amount Of material of war, had to be
transported in a minimum Of time to
Southampton-the port Of embarka-
ton for France.
The government gave the railways
time limit of sixty hours to make
ready for dispatch to Southampton
$50 trains of about thirty vehicles
each. In addition, close on 200 other
trains were necessary for conveying
the equipment, munitions and food
supplies of the forces. There were
al out 10000 horses to be carried
seven to a truck; there were 5000
tons of baggage and 5000 vehicles.
I Sir Herbert Walker, over whose sys-
tem-the London & Southwestern
Railway-the trains had to travel to
| Southampton, described what was
done in a speech shortly afterward
at the American Luncheon Club in
/ London. He told Of the government
time limit Of sixty hours:
We delivered the goods" as you
Americans would say, in forty-eight
hours. At Southampton, for practi-
cally every day Of the first three
weeks Of the war, we handled during
a period of fourteen hours no fewer
than seventy-three of these trains,
including the running OF them TO the
boat side and the unloading of the
full equipment of guns. ammunition
and horses.
The trains arrived at intervals av-
eraging twelve minutes. II was a mat
ter Of special pride TO all the rail-
way men concerned and we general
managers give credit for the feat to
the efficiency Of our disciplined
STATS - that practically every train
without exception came in on sched-
uled time Some Of them came from
remote parts Of the kingdom
Wales and the North Of Scotland.
Among the audience on that occa-
sion was Mr.. (afterward Lieutenant
/ ColoneD II. w. Thornton, general
manager Of the Great Eastern Rail-
way, a distinguished American rail-
way organizer, who had come 20
England from the United States. He
said that so far as his knowledge Of
great transportation achievements
went there was no event in railway
history TO compare with what the
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09

cut down 70 a bare minimum, and IN
u.any cases even these reduced re-
ports were not sent to the sharehold-
ers unless they specially asked Tor
them The tickets issued by various
companies for the same points were
made for a time available by the
trains Of any railway running be-
tween the points to which the tickets
were issued. This concession was
shortly afterward withdrawn.
The great strain of the dispatch
Of the first Expeditionary Force
nassed. but it soon became clear that
the railways would be faced by a
dopble problem. They would all
the time have a vast amount OF MILL
tary traffic to handle-the transfer
ence of troops, the carriage OF
munitions, the assembling of differ
Ont sections of war material. Stimuli
taneously with this great increase
of work, they had very serious re-
duction of staff. A number of rail-
wav men had been called up at once
as Army Reservists and Territorials,
while many others volunteered to
ioin the colors. 1t was estimated a
few months after the outbreak OF
war that $4,000 men, out of a
total of 643,135, had joined the
army. This figure rapidly grew,
until at the end of 1916 nearly
$50. 900 men had been released by
the railways for war duty-close
on 90 per cent of the men of mill
tary age. This shortage of labor
quickly grew into one of the most
serious issues. The companies had
10 desire to keep back recruits from
the army, but they realized that it
was essential for the welfare of the
nation that the railways should be
maintained in an efficient manner
and be prepared to meet any mill
tary demands which might be placed
on them. The King, in a message to
the skilled workers in the shipbuild-
ing and armament firms, emphasized
this latter point in words that APP
piled equally to railway workers.:
His Majesty greatly admires that
spirit of patriotism which arouses
in them (the skilled workmen) the
desire to enlist and fight at the
front, but His Majesty wishes to re-
nind them that by work that they
alone can most successfully carry
ont they are assisting in the prose-
cution of the war equally with their
comrades serving by land or sea-"
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09
Transporting Stock
To the War Zone

Late in 1916 fresh consideration
came to the fore. In the early stages
Of the war the British had relied
mainly for the transport of their
goods in France on the service of
large numbers of powerful motor
wagons. Experience proved that
while a motor service might answer
as a temporary measure for a COM
paratively small body of men, it was
impossible to provide for very large
armies by road traffic. 1t was par
ticularly impossible to bring forward
with sufficient rapidity the enormous
quantities of shells required and the
numerous heavy guns without the
use of properly built railroads. The
companies could not well manufact-
ure afresh the rails, locomotives and
rolling stock necessary, or educate
outside men TO operate them IN
France. To meet this situation large
sections of line were torn up in Eng
land and sent over to France, and
every spare locomotive and spare bit
of rolling stock was also sent over.
These rails were quickly laid down
by the Railroad Construction Corps,
drawn largely from railroad builders
from the Dominion Of Canada. The
new lines were operated by the Rail-
road Corps, recruited from practical
British railway men. This of neces-
sity still further reduced travelling
facilities in England.
Still further economies were nee
essary. The men organizing the
railway services Of the country ever
Kept in mind the purpose of effecting
these economies with the minimum
Of inconvenience to the public. In
July 1917, an important scheme,
going far beyond anything yet at
tempted, was announced for the coal
t, AIDE. The carriage of coal was one
of the big problems Of the railways,
for it involved much labor. In the
winter of 1857, owing partly To
delays in railway transit and partly
to difficulties in local delivery, con-
siderable numbers Of people-par-
t.cularly the poor--had been unable
to obtain supplies of coal with any
regularity. 1t was feared that con-
ditions might be still worse in the
approaching winter. This the au-
thorities planned to prevent.
The Controller of Coal Mines pub
lished a scheme, dated July 4, 1917,
for the purpose of recognizing the
transport of coal by railway for
inland consumption. Under this
scheme England, Wales and Scotland
were divided out into twenty areas
and each area had TO take its sup
plies from certain fixed districts of
production. II was estimated that
the plan would effect a saving in
railway transport of not less than
100 million ton miles annually. The
scheme was based on four main Is.
sues--
o. That consumption of coal
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09

should be given bonus OF shllllngs
week and those under eighteen
years Of age 1 shilling 8 pence. This
amount was later increased TO shill-
ings 6 pence a week for the seniors
and 2 shillings 8 pence for the
| juniors.
No statements have been issued
showing the final balance sheet Of
the railways under government ad-
ministration, and any such statement
would be very difficult to make out,
since vast quantity Of government
traffic not credited under the war ar
rangements would have to be charged
up in attempting TO make any fair
balance sheet.
In December, 1916, Mr.. Bonar
Law, speaking officially in the House
of Commons, said that the govern
ment agreement with the railway
companies, notwithstanding the
grant of the war bonus to railway
employees, had involved no financial
less, but probably some gain" When
we contrast the working of the rail-
ways under government supervision
with the working of the British ship
ping independently, the gains of the
government control become evident.
/ The railways under government d.
rection kept freights even, directed
their operations on an organized
plan, gave undue profits to no man,
and were worked for the sole purpose
of benefting the country. The mer-
chant shipping trade, left largely
under private control, was used in
many directions for the accumula-
ton of individual fortunes-fortunes
earned out of the necessities of the
community.
The era of economy in administra-
ton extended. At first the railway
companies, believing that the war
would possibly be short, attempted to
carry on as usual, to maintain as
many of their ordinary services as
they could, and to give the public all
the facilities to which they had been
accustomed in days of peace. After
a time it became evident that this
course was impossible. Step by step
restrictions came in force. Restau-
rant and sleeping car services were
cut down or suspended altogether.
Excursion and weekend tickets, for
merly a very prominent feature in
British railways, ceased. The SER
vice of passenger trains was reduced.
Minor stations were closed and some
branch lines were abandoned. The
luggage in advance" system, by
which passengers could send their
luggage on a small payment before
they themselves left and have it de-
livered by the railway company to
their destination, was ended, and
passengers were asked to take as
little baggage as possible. Later on
passenger baggage was definitely
limited to 100 pounds per head.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09

bonus Of 3s., and those earning oos'
or more were TO be paid 2s. The cost
of this bonus was divided, one-quarter
being paid by the companies and
taree-quarters by the government
Notifications Of the original agree
ment between the government and
the railway companies were made in
order that this might be done. This
agreement was revised afterward in
1915. and in its final form all en-
ployes of eighteen years of upward
were given a bonus Of 5s. per week,
those under eighteen of rs. Cd. The
understanding at the time was that
this arrangement was finally to set
lie the wage question until the end
of the war. A definite undertaking
was given on that point by the mems
organizations:
The National Union Of Railway
Men and the Associated Society of
Locomotive Engineers and Firemen
undertake that during the pendency
of this agreement they will not pre-
sent to the railway companies any
fresh demands for increased bonus
or wages, or general alterations in
conditions of service, and that they
will not give countenance or support
either TO a demand on the part Of
any Of their members to reopen the
settlement now made or any strike
that might be entered upon in fur
therance of such demand.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1917-12-09

the changes already described, pas
senger rates were raised so per cent
and Irish railways, which had for
merly been outside the government
control, were taken into it. The rise
in passenger rates was instituted no
to increase revenue, but to reduce thu
amount of travelling. The British
authorities openly appealed TO th'
people not to travel except wher
necessary. II was urged on the pub
lie in every way possible that pleas
ore travelling under existing condi
tons was unpatriotic. The railwa!
men were wanted for other work
Thus at the Christmas season Of 1915
the Board of Trade issued an appea
as follows:
CHRISTMAS TRAINS
JOURNEYS or REAL URGENCY
ONLY
The Board of Trade desire to urge
upon the general public the necessity
of avoiding all travelling by train at
Christmas time.
No journey which is NOT of REAL
URGENCY should be undertaken,
and the public are warned that the
passenger train service during the
Christmas Holidays will be greatly
reduced in comparison with previous
years, and that the railway compa-
MES cannot undertake to CONVEY
PASSENGERS to ANY PARTICULAR
DESTINATION. The military au-
thorities propose to restrict the leave
Of soldiers stationed in this country,
and, in the interests of the nation,
civilians should regard themselves as
under a like restraint. Soldiers on
leave from The front will be given a
preference over other passengers.
The increase in passenger fares di,
not apply to workmen's tickets, sea
son tickets, traders tickets, or ION
tickets, nor to the local traffic il
towns. Moreover, shortly afterwar,
the Board of Trade announced tina
the increase Of so per cent would no
apply to tickets issued to relative
desiring to visit wounded soldiers o
sailors in hospitals, on producing tn
hospital authority to do so. The ris
was generally borne with equanimity
but it caused some protests. On
deputation appealed to the Railwa.
Executive Committee for considera
ton in the matter of railway fare
for watering places and health re
sorts. The deputation was told that
so far from the increase being modi
fed, still further increase might b.
necessary in the future.
The Leavenworth echo. [volume] (Leavenworth, Wash.) 1904-current, 1917-03-02

friends used to place them under the
beds in their bedrooms.
When the soil dries and starts to
warm up, cut the tubers carefully,
plant shallow with the sprout in an up
ward position. and do not injure the
tender sprout You will gain from a
week to ten days Of time over the
ordinary method OF culture.
It is assumed that if barnyard
manure is put on the soil only well
rotted horse manure will be used and
this thoroughly worked into the soil
before planting A south slipping loan
soil is earlier than a heavy or northern
slope soil.
All these factors count: Early
variety; well sprouted tubers; southern
slope; sandy soil-and heat producing
manure. W. S. Thornber, Director of
Extension, State College OF Wash
ington.
The Leavenworth echo. [volume] (Leavenworth, Wash.) 1904-current, 1917-03-02
How Taxation Increased Since 1908

When the hopk OF the tax gatherer
is heard too loudly in the land, pros
perity does not beat her tomtom and
boosters boost in vain.
In Washington in 1906 all taxes
levied in the state for all purposes
,otalled only s14,04o,635 and the
state went ahead by jumps.
In 1908 the total of all taxes levied
and collected had gone to $20,089,
532, and still more Offices were
created and freak laws passed.
By 1915 the tax had jumped to $50,
200. 1868 with an army of commissioners,
boards, inspectors and examiners.
Every seventh man in Office.
In 1916 taxes began to come down
and people began to vote down in
ventions and devices Of .sxeateTs to
make further inroads.
Seattle has lead in these matter and
is now proposing TO issue bonds OF
5000, 900 for a public market to reduce
the high cost OF living.
Cannot people see that to support
one-seventh OF the population Of
aggressive adults by public taxes is
what is making the fabulous H c. L.
Everything is regulated to stand
still, when no one can keep a COW or
raise an apple or a berry without
government, inspection.
The Leavenworth echo. [volume] (Leavenworth, Wash.) 1904-current, 1917-03-02
ScrappIe Barred From Fighting Zone

A war bound Pennsylvania found
himself in England. He had been
there long time. So long that his
very soul thirsted for a dish of
"Scrapple. Now "Scrapple" in
Pennsylvania is not unlike Postum
and sweet later in Georgia" or beans
in Boston. At certain times Of the
year a Pennsylvania must have his
dish Of ''Scrapple. What is it?
Frankly, we do not know. 1t is an
invention OF the Pennsylvania Dutch,
who consider it a most delectable dish,
and in the fall Of the year, about hog
killing time, have scrapple even if they
do not have anything else. Well. the
war bound Pennsylvania ordered a
quantity OF his beloved "Scrapple"
to be sent to him by parcel post.
When it arrived in England the censor,
whose duty it is to look out that moth
ing that might be used against the
government gets by. when he ran
across the package OF "Scrapple, )"
something entirely new to him, he re-
membered that scrap" in the United
States meant fighting, then again
"Scrapple" suggested shrspnel. very
dangerous. warlike material, so he took
the safe side and put his mark Of con-
domination on the PennsYlvanians
"Scrapple, and it went into the dis
card along with some other mail matter
that was considered inimical to the
welfare Of his maiesty's government.