davidaulloa/AmericanStories huggingface dataset:
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

n GOT, Hog, or Die, is the in
N inspiring and comprehensive
title of an article in the
August Atlantic Monthly Offering a
solution Of the New England rail
road problem. The animal SO trench
antly invited to get to work or starve
to death is the New York, New
Haven & Hartford apparently, al
though the animals feelings are sup
posed to be respected under the gen.
eralization New England rail-
roads, 1t would be fairly certain
that the author is a New Englander.
even if he wrote under another name
than that Of Philip Cabot.
Mr.. Cabot's contention is that the
New England railroad problem is so es-
sentialiy different from the railroad
problem generally, especially west Of
the Mississippi, that it is not suscepti-
BILE Of solution by the application of
methods which made the Great North
ern what it is. which was the ground
work principle IN the operation OF the
Pennsylvania Railroad before James J
Hill had completed his trans-contiren-
tai railroad, although Mr. Cabot does
not mention this fact.
1t IS strictly true to say that the
New England transportation problem is
more nearly analogous to that Of Eng
land than 1t IS to that of the American
West, where we have the Southern Pa
cific and the Great Northern AS in
England, the main line north and south
railroad has TO face water competition.
AS IN England the railroad map pre-
sents the appearance Of net connect
ing various manufa curing centers. To
some extent even there is an analogy
between the New England satcways and
the import and export gateways Of
Great Britain. 1t is true that what
the manufacturers and local shippers
Of New England want is rapid freight
service for finished products compa ra-
rable to that furnished BY TIE Eng
Itch
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
Chi,,atcare MARKINGS

The regulations continue: at will be
found that, while certain kinds Of
goods, as for example, chinaware and
porcelain, are capable of being per
manently and indelibly marked in the
process Of manufacture, it is COM
mercially impracticable so to mark
them afterward Goods of this class,
if not so ndelibly marked in condition
imported, will be subject to the add
tional duty as provided. but may be
released upon being marked by the I'M
porter in a manner as nearly perma-
nent or indelible as the nature Of the
article will permit, as. for example, by
gummed labels Or rubber stamps
where articles themselves incapable
of being marked without injury are
imported in bands. wrappers or con-
tanners or on cores or spools, such
bands, wrappers, containers. cores or
spools shall be marked SO as to indi-
cate the country Of origin.
Imported containers or wrappers
intended TO be filled with, or used
upon, domestic products are to Be
marked as required by the act, but in
orded to avoid the possibility Of origin
other than Canadian being imputed to
domestic products sold in such I'M
ported containers or wrappers. because
OF the marking of the latter, the words
'Container Cor wrapper) made in
shall be used 1t will not constitute Il
non-complan with the act. however,
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

troubles of the automobile and auto
mobile parts producing companies is
not reflection on the industry and
should not be so regarded. The re-
Election is on the Individual who hap
pens to be in the business and who
tries to build an empire in few years
or is producing an unstable product,
or one that is not properly priced, as
the case may be, for this business has
had its full share o. incompetence and
the wrecks that are streWn along the
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

Over a period of FIVE or six wears
the New York, New Haven & Hart
lords tonnage of all produces OF
the mine, which includes anthracite
and hltuminous coal, has been about 80
per cent of the total carried. Coal is
probably the most profitable class Of
traffic railroad can carry if it can
move it in heavy trainloads over long
nauls without regard for time.
It takes low rate per ton per mile.
Assume rste of sevcn-tenths of
cent per ton per mile. which 5 high
as compared with the average of coal
carrying roads, tranoad of seventy
tive cars of fifty tons each, movin, 200
miles, brings in a revenue O. S7.s75.
That can be used to pay the fuel con-
sumed by one heavy locomotive run
ming 300 miles. the wages of the three
leaves q large margin TO meet the OK
penses incidental to train movement,
overhead charges, maintenance Of the
property and interest on the invest
ment.
Take the other extreme: a maaufac-
turer needs a carload of coal in
hurry. The New Haven haul on the
coal consists of only 100 miles from
one of the New Englan gateways to
the manufacturer plant, but in this
100 miles there are two junction points
and this carload is the only shinment
that happens to DC moving during
period Of two weeks over this partic-
ular route.
This is an extreme case, but even
If there were in all ten carloads OF
various classes Of comm ODDITIES which
during these three weeks sought ship
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

way have, unfortunately, been con-
sldered by some as a reflection on the
industry
Detroit is proud of her dominant
position in the motor world, and the
banks OF Detroit point with pride to
the support they have given the in
dustry during the fifteen years or more
that it has been making the effort
necessary to reach the position it
occupies As the prominent Industry Of
the day
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

From then on prices dropped rapidly
and raw silk stocks in storage were
worked off
The consumption of silk for each
month can be obtained by adding the
amount Of silk in STORAGE to the
amount imported md subtracting from
that the amount reported in storage at
the beginning Of the following month.
Using -this'method. .it,1s seen that tho
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
Canada Demands
Imports Be Tagged
All Goods Made Here Capable of Being
Marked Must Bea u. S. A." After
Jan. |: Penalties on Exporters
TORONTO, August go.

hE Dominion regulations
marking OF imported goods required
the
effective
ing the corresponding section the
hat
stamped branded or labeled without shall
English French words,
the of
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
Leading Companies At or Near Capacity
Production, Giving Employment to
Largest Number IN All Trades

President Of First and Old Detroit National
in
i in this country.
= The industry to-day the leading industry
number material con-
and therefore,
depression othe
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

A greot portion Of this silk was held
for speculative purposes, and a. that
time rnw silk in the open mnrkc was
reported "cnrcc"
Speculative buying in the japanese
market continued throughout January,
which accounts for the great rise in
imports In February ASA raw nllk
bought in japan in January was dcIiy-
cred hero in tho following month.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
United States Figures

The United States Bureau of Labor
Statistics publishes q monthly report
of the number or the paw roll Of
representative group OF establishments
in the m os. important industries. Com
parsons are made with the employ
ment records OF the previous month
and with the same month Of the pre-
vious year.
In June. for instance. there was a
slight increase in the number carried
on the pay roll in ten out Of the four
teen industries reported on the per-
centage CT decrease in employ ent from
June, 1929, however. still ranged from
GA in cotton manufacturing TO 1913 N
the iron and steel industry. The only
industry showing a gain in numbers
employed over June, 1929. was WOODEN
manufacturing. which showed IN in
crease in numbers employed Of 80 per
cent.
The United States Employnen t se-v-
ice obtains a general surrey Of the en-
ployment situation from is agencies
in the various states. II issues month
ly report showing the result OF this
survey. It likewise reports each month
on the pay ron records Of l.s2S ma1n-
featuring concerns, showing emplcy-
mcnt trends
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

names of countries of origin, such as
Nippon" for Japan" will not be &C
copied as compliance with the law, nor
viii the name of city, province, state,
department or other division be re-
garded as an indication Of the country
of origin as required by the act For
example, a marking such as Made in
Mas sachusetts" will not be deemed SUI
ticient. Made in T. S. A." viii be
accepted as a legal indication OF the
country Of origin on merchandise from
the United States, and special provi-
sion is made that the expressions MADE
in England" Made in Scotland or
Made in Ireland" will suffice for i'm
ports from the United Kingdom.
The regulations embody a number
of provisions relative to particular
products. The department rules that
fabric gloves are capable Of being
marked without injury, either by
labels on the inside Of the wrist, where
pears Hosiery may be marked upon
the foot where the brand or trade
mark usually appears Cloth and mate
rial in the web or roll, capable OF be-
ing marked without injury. must be
marked with indication of country Of
origin upon each three yards thereof
and, IN case Of carpets, upon each FIVE
yards. Cases, dials and movements Of
watches and clocks, whether or not
Assem- bled or attached, must separately
have the country Of origin cut, en-
graved die-sunk, painted or printed
thereon, spicuously and idelibly.
This marking may be on the inside of
the case, the face Of the dial and the
plate of the movement.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

All goods imported into Canada which
90 not comply with the new require
ments are made subject to an add
tlonal duty of 10 per cent on the value
Tor DUTY purposes, and in addition, will
not be released from customs posses
sion pntil they have been so marked,
stamped, branded or labeled under Gus
toms supervision, at the expense Of
the importer This provision is Of
great importance by reason of the vol
ume of United States goods exported
to the Dominion, for the last fiscal
year the value Of United STATES prod
ucts imported into Canada for con-
sumption was no less than 856,613, 43O
1t should be noted that if Canadian
orders call for United States goods to
be marked in accordance with the new
Canadian law and the manufacturers
in the United States ship such goods
without being so marked, the exporter
Will be liable for the extra duty and
any additional cost which may be in
Cured by the Canadian importer in
getting the goods out of customs pos
session. On the other hand, if Cana
dian importers fail to call for such
marking when placing their orders
apparently they viii have to bear
Whatever cost may result from the
oversight.
Under the new regulations, the
Minister Of Customs and Excise has
ruled that the country Of origin of
manufactured article may be the coun-
try IN which the article has been fin
ished py substantial amount of labo,.
amounting TO not less than fourth
the cost of production Of such article
in the condition imported Goods en-
tered for immediate expectation or in
transit through Canada are not re-
quired to be marked. If the importer
fails to mark goods when called upon
to do so by the Collector of Customs,
the latter may require the goods to be
exported and, in default thereof, they
shall be treated as unclaimed, dating
from the time of importation. Goods
not susceptible of permanent marking
may be stamped or labeled for pur-
poses Of delivery.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
Ford Doing y ell

The Ford Motor Company, as is we'll
known, is producing more than 1000
cars day, production for July being
100000 cars, and Mr.. Ford says pro-
duction is so far behind orders that he
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
tss. o. .sau. ~ ssas. o..s n B....

The accompanying chart shows
graohieal]y what has happened in the
New York six trade In the last year
and II nalf with sespect u itg raw
supply, about 80 yer cen. Of which
comes from Japsn.
January, 1920, run The peak Of raw
six prices, coinEfdtntal with the larx-
ct amonpt Of raw silk in storage In
this .eitN IN tho history of the trade.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
British Figures

IN Great Britain government 1ruTeS
are available which give much closer
approx nation CT the emp 05ment sit
uation than can be obtained n this
country These data are available
from the records Of trade unions, en-
ployment exchanges and unemnioym ent
insurance benefits
The highly organized condition Of
British industry makes English trade
union statistics of greater value than
those obtained in the United States.
Even in Great Britain, however, sucn
figures are not completely representa-
tive. A large part Of the workers not
included in the union membership are
unskilled workers. whose unemploy-
ment hazard differs 5lom that OF
skilled workers.
Important information concerning
part time work in Great Britain Is
obtained from the operation OF the
unemploym insurance act STste-
matte short time is compensated for
under this act. and thus the numbers
working short time can be found ms
form Of partial unemployment IS known
to be widely practiced in the United
States, but no statistic have been
gathered concerning its extent.
British unemployment satisfies for
June showed that there we're 2.l7l.28s
persons. or 1881 per cent Of The total
registered as unemployed. Ia TINS
month there were also S3-.340 per
sons, or 6.83 per cent Of the total
registered as working systematic snort
time
Reports Of trade unions for June
showed 23.1 rer cent Of mem oeIsnip
unemployed. This figure IS far above
the maximum of employment IN am
previous year since the perlod from
1901 I,r;pr~ -r-hi~- rom, "a rio nrG~pS
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

consumption Of raw silk here reached
It's low point IN March. 1921
7 ne paucity Of stocks here in the
early months Of the year resulted in
heavy imports beginning in April The
demand for raw silh, however, did not
come entirely from the bread silk, or
silk goods industry. but was largely
due to the increased demand for silk
hnn&Aru- md Lnittnd -mxakavunn
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
Solving NeaO England's Railroad Problems

mcnt from the particular gateway to
the particular town where the manu-
facturer was located, the principle
would be the same
The railroad could follow one Of sew
eral courses. 1t could hook a light
engine on to the coal car, put caboosc
on, make special run. as it is called,
involving vast amount of derange-
ment of regular freight and passenger
schedules, and whisk the carload of
coal to the manufacturer within TWEEN
ty-four hours of the time it was re-
ceived at the gateway. The revenue
on this shipment would be S35, at
seven-tenths of cent mile. This
would not pay The wages of the train
crew and the fuel consumed. much less
the incidental expense of train move
ment
The railroad, on the other hand.
could this is roughly what it
actually does-attach the car to train
routed through the first junction point.
There the car is detached, switched
around more or less in the yard, and
IN time attached TO a train moving to
the second junction point; detached
again, switched around, and finally
coupled onto a train moving through
the town where the manufacturer is
located. Quite possibly this process
takes three weeks and has cost the
railroad more than S35, although it is
impossible to allocate accurately %
this coal shipment all of the various
elements of cost involved.
No exercise Of the cooperative spirit,
10 get-toge therand- work like-hell is
going to change the basic nature Of
this problem, even il such spirit
could be aroused and more difficult
still, sustained year after year.
Normal Tonnage
Of the total tonnage carried in nor
nal times by the New York, New
Haven & Hartford about % per cent is
coal; about IS per cent is less than
carload shipments, that is, "misccl-
lancous shipments" according to the
Interstate Commerce Commission elias
sifcation. About II per cent is mer-
chandise shipped in carload lots and
about 20 per cent is manufacturer
shipped in carload lots. This leaves
about 10 per cent TO be made up from
the tonnage of products of agriculture,
livestock and animal products and lum-
Der shipments, all moving in carload
lots.
The freight rate, which has to be
added to the manufacturing cost on
the outbound movement of New Eng
land industries. applies to manufac-
turers merchandise and miscellaneous,
but it is a fact which New England
shippers refuse to acknowledge that
the cost added to the finished product
of the New England manufactures,
whether this be yard OF goods, a
watch, high speed tool or Win
chester rifle, is a small part of the
total manufacturing cost, if only the
proportion of the freight rate belong
ing to the New England section of the
haul is taken into consideration
We have been discussing specifically
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

July /, and is excrting every effort to
meet the demand. the output being
about $50 cars a day.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

item TO New England industry and an
important item in the cost of living to
New Englanders. In that it affects all
living costs, it is Indirectly further
burden on the manufacturer in New
England who must compete in the sale
or his products with manufacturers
situated elsewhere
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
Var Causes Delay

1t is difficult to see wherein MI
Pearson's analysis Of the operating
methods required by the geography
and service needs OF New England
was fallacious Tho war and the
state of the New Ravens credit pre-
vented the completion of the type of
transportation machine which Mr.
Pearson contemplated. But that does
not prove tina. his analysis Of the stu
alton was incorrect, and the whole
history of the development Of trans
portation in Germany and England, as
we'll as in the United States. would
much faith n an "Altogether, boys, give
her a boost solution OF the New
Haven railroad probe
AS a suggestion, how would it be if
New England shippers were to study
enough OF the technique Of the New
Haven problem 10 svmpathlze with an
effort 70 reduce 10 M nimum
through The most scientific operating
methods the cost of transportation OF
bulk freight on which they must have
low fire ght rate, and TO study their
own business with an open mind and a
Willingness TO make such changes in
their methods as arc necessary 20 per
NIT OF larger increase in freight
rates on merchandise and manufac
tured products within New England ?
On the other hand, simply because
American railroad science has hereto
fore tended to advance in one direc-
ton, namely, in the direction OF heavy
train loads and slow, inexpensive
bulk freight movement. there is no
reason Why some railroad man in or
out OF New England should not devise
A <-Stem OF com hinatiou rail and
truck, less than-carI Dad freight trans
portation that would provide a quick,
satisfactory service at price high
enough to pay its full share Of the
cost Of operation of the New York.
AnN Haxan 6 Ha-t Cord rhn,c
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

the New York. New Haven and Hart
ford. but are aware of the fact there
is another large railroad system, the
Boston and Maine. and a small system,
the Maine Central, in New England
Mr. Cabot's article, however. and es-
neciaily his criticism. is applied to the
New Haven. His contention that New
England men could and should run
New England railroads was aimed APP
parently at the succession Of exevu-
tives selected by J. P. Morgan & Co.
beginning with Charles S. Mellon. who
had been president Of the Northern
Pacific; Howard Elliott, who likewise
had been president of the Northern
Pacific, and E. J. Pearson, the present
head Of the New Haven, who had come
to New England from the Texas and
Pacific. The Boston and Maine is now
being run by man whose reputation
vas made in New England. In any
case, the Boston and Maine problem is
less difficult than thai Of the New
Haven, and it is to the New Haven that
the "or die part Of Mr.. Cabot's title
particularly applies.
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21

tory nor would it put serious burden
on the consumer.
With the spirit expressed in roo,
hog, or die, any one who has studied
the railroad question will be likely to
be in full accord. This applies not
only to the New England situation but
to the entire country's railroad prob
lem. That, however, this spirit APP
piled to the particular problem of the
New Haven is all that is necessary or
that it can be a substitute for scien
tifically applied American principles Of
railroad operation and thus give New
England an impossible combination Of
low freight rates and quick movement
and individual service. IS an ideal ap-
pearing to me to rest on no founda ton
Of demonstrate bic fact
New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-08-21
S Plc,s

When f. j. Pearson went to the New
YORK, New Haven and Hartford years
ago he made no conceam ent Of his
rlans to work out transportation oper
atoms along the lines that have made
American railroad freight rates far
and away the lowest in the world. His
idea, escribing it without technical de-
tall and therefore somewhat inaccu-
rately. WAS TO build three great yards,
one not far outside OF New York one
at New Haven, and one near Boston,
10 establish through routes with fairly
low grades between these yards and
connecting these yards with the New
England gateways. All the freight FOX
shipment 10 points outside OF New
England was to be assembled into these
yards and moved in heavy trainloads
without breakup 10 the most conven-
lent gateway and there turned over
to the connecting carriers. In the
same way shipments fer distribution
il New England were to be received at
the gateways and moved in solid train
loads 70 one OF the three Yards There
the trains were to be broken up and
carload and lessthan- carload tlclgnt
for movement 70 local points Nt4Ain
New England distributed
The logic Of the situation appears
TO be this: The New England manu-
facturerS plea that he must have low
freight rates applies validity 10 coal
shipments and TO some extent TO bulky
inbound shipments OF raw Materials
II does not apply necessarily. believe,
TO outbound merchandise and manu-
factuiers shipments o. 20 local snl p
mcnts Within New Eng Does any
one believe fer an instant That the ad-
dltlon o. cents each OF the fire ght
rate Oh watches from New England
70 junction with the Canadian Pc
ctic Tor shipment TO Alberta : going
TO prevent the Incersoll Watch Com
parry from competing successfully in
Alberta with the manufacturer of any
other cheap watch either in Canada or
IN the United States? If an increase
IN freight rate on great number OF
scellaneous and manufactured prod
ucts Of New England industries were
to he doubled ard the increase passed
along to the consumer, If the passing
along process were done honestly, it
would neither hurt New England in
e.stzvs seriously in competitive terri