Evening journal. [volume] (Wilmington, Del.) 1888-1932, 1922-01-21
Railroad Management
PeUented From MANAGING

Of the Government and are practic-
ally standardized. Wages should
be more flexible and in a larger de-
gree determined by the management.
In this way. railroad operations will
more quickly adjust themselves to
economic conditions and the ability
OF the railroads to pay given wage
under certain conditions will be
given consideration in fixing wages.
The Standardization of railroad
wages is wrong in principle.
There is. in my opinion, no logical
reason why railroad labor should not
be amenable to the law OF supply
and demand to the same extent as
labor engaged in other lines or IN
dustrial endeavor.
(2) A more loyal and efficient ser
vice by employees.
Under existing conditions It Is
rather difficult for a management 70
obtain the maximum service from It's
employees because the power OF dis
cipline has. TO an appreciate extent,
been removed from the local man
agement.
(3) A reduction I'm the prices Of ma
tcrials used by railroads.
The control OF prices is beyond
the power OF management. To the
degree that economic conditions
change and lower the prices OF ma
terials and supplies to that degree,
measured by their use in railroad
operations. will the net income OF
carriers be favorably affected.
(4)A fuller and more sympathetic
understanding by the public.
regulatory bodies and sub-divi-
sions OF Government of the prob
lens and difficulties now con
fronting the railroads.
This implies an understanding Of
the dependency OF the commercial
and social welfare OF our country
upon an adequate and prosperous
transportation service. From such
an understanding would grow an APP
probation OF the Incompatible
American transportation system,
evolved as a private enterprise, and
at one time furnishing the best and
cheapest transportation service and
with the highest wages to its en-
pioyees, OF the railroads OF any 9TH
er part OF the world.
Logically. there would follow a
more liberal public attitude toward
transportation companies, an increas-
ed confidence in railroad invest
ments and a willingness on the part
OF investors to furnish funds for i'm
J les
which will effect large economies in
operation, as we'll as an extension OF
railroad mileage. now unfortunately
estopped.
There would also follow an in
calculable contribution to the eco
! nomic reconstruction OF the country
through the re-entry OF the railroads
I into the market for all classes of
materials and supplies Moreover.
there would follow a dimunition of
demands OF municipalities, counties
and states for construction OF unre-
munerative Improvements. or i'm
provements designed to cater to civic
pride.
/ co Use OF Joint facilities.
It is not believed that any en-
HANGED economy can be produced in
this direction without mourning an
enormous expenditure for rearrang-
ing and expanding the existing term
inal facilities. Personally. I believe
that the somewhat popular idea that
great economy and improved effici-
ency can be brought about through
a more intensive joint use Of the ex-
listing terminal facilities has been
very much exaggerated. or is, in fact
a fallacy.
Joint facilities are now being made
use OF in most instances wherein the
handling OF traffic can be expedited
and economies effected.
(6) A revival OF business
Since there is little, II any. pros
pect for an immediate revival II
business, a discussion OF how a great
er volume Of traffic would likely in
crease the net income OF the carrier
would be only academic and Of n,
: present value.
Any arbitrary or premature re
duction OF carrier revenues woul,
. certainly prove ruinous to the genera
= business interests