Our Railroads To-Morrow. Edward Hungerford
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when so also in a large degree did Wilmington, Delaware, and Youngstown, Ohio, and Trenton, New Jersey, and Rochester and Schenectady, New York—dozens of other communities like them. Manufacturing plants worked night and day and doubled and trebled and quadrupled themselves in a matter of mere months; half-abandoned shipyards sprang into life and extension; mines were dug with a furious speed into the rich subsurfaces of mother earth—production everywhere. And everywhere the chief burden of all this was coming upon the back of the American railroad, and coming at a time when it could ill afford any overload.
As even a casual student of the situation easily understands, for the six or eight years before the advent of 1914 most if not all of the railroads of the United States had been in a period of serious retrenchment. Soon afterwards the beginning of the present and national increases in the cost of living had become an appreciable burden to them, not so much (as we shall see before we are done with this book) in their wages as in their cost of coal and other materials. They had endeavored to meet this increase in one expense in the conduct of their business by cutting down in other expenses. “Economy” and “efficiency” had become real catchwords to them. In both of these they accomplished much. At least so it seemed in 1914. Their economies up to that time, compared with the ones that have been achieved since then, were almost as nothing.
So the railroads were none too well equipped to meet the strain of greatly increased business that the war overseas thrust upon them. Their supply of locomotives and cars was inadequate. The track equipment upon which they ran their terminals and yards and their shop facilities were, if in good repair, at any rate in most cases no longer generous. And that prized possession of the American railroad of yesterday, the morale of its men, the thing that I shall call “the fine tradition of our American railroading” again and again and again before I am done with this book, was already on the wane.
So to an economic agent already sadly overburdened if not actually crippled was to be given also the serious and the urgent business of transporting soldiers and sailors and their munitions, a United States army of a size never before conceived, supplies in a vastness heretofore deemed incredible. Long before Woodrow Wilson’s signature was dry upon the dreaded declaration of war the War Department experts were making detailed plans for the enlistment, the training, the supply, and the transport of the new army that was to go overseas. They involved many things, most important among them the creation of thirty or forty great concentration and training camps and huge ports of embarkation.
To meet these needs the already swollen manufacturing industry of the land was spurred into fresh efforts of production. More factory buildings went up, more shipyards were established—we were talking about the “bridge of ships across the Atlantic” those days—more abandoned mines were put into activity once again.
All these things were a fearful burden upon a national railroad structure that was from the beginning inadequately equipped for a proper handling of them. Yet how did the national railroad structure meet this added burden set upon its badly bended shoulders? The answer is—like a good American citizen. Up to that April night, without a really efficient or concrete central body, it already had sought to create one. It took the ancient and somewhat archaic American Railway Association, shook new life into it, and on April 11, 1917—six days after the war declaration—established at Washington what was known as the Railroad War Board. For the personnel of this board the national railroad structure sought out some of the very best of its executives: Fairfax Harrison of the Southern railway, Hale Holden of the Burlington, Julius Kruttschnitt of the Southern Pacific, Howard Elliott of the Northern Pacific, Samuel Rea of the Pennsylvania, and Daniel Willard of the Baltimore and Ohio. The first five of these men were made into the active war board and immediately moved themselves to Washington where they set up a permanent headquarters. Mr. Willard already was prominently identified with the business of the organization of this country’s part in the World War as chairman of the Council of National Defense, which was then doing a very great work of hurried preparation for the conflict, but which President Wilson afterward saw fit to relieve of most of its power and responsibility.
At the request of the American Railway Association Mr. Willard became an ex officio member of the Railroad War Board and was in constant consultation with it. So did Edgar E. Clark, a valued member of the all-powerful Interstate Commerce Commission at that time and a veteran railroader of wide experience, having risen to the rank of conductor and in time become the head of the great brotherhood of that branch of railroading.
The Railroad War Board came into being committed to the idea of a single continental railroad in the United States as a war-time measure; please mark this fact for future reference. Indeed that efficient and economical idea had been in the heads of some of our practical railroaders for a good many years before the coming of the World War. But any steps that they might take toward it then seemed to bring them afoul of the Federal statutes—particularly the so-called Sherman Law—and in imminent danger of the penitentiary. Now, however, there seemed to be the faint ghost of an opportunity to gain some of the obvious practical advantages that naturally would inure from a centralized control of our national railroad structure.
Three great things, however, the War Board lacked. The first was the financial backing of the Government. No matter what broad plans for efficiency it might and did adopt—and that they were effective plans the statistics of their results most clearly show—the railroads lacked the financial resources to go into a market where rising labor and raw material costs were being reflected directly in tremendously increased prices for locomotives and cars and rails and every other what-not that goes to the making and maintaining of a railroad. On the contrary they watched the value of their securities drop as they listened to the demands of their employees for higher wages.
Beyond the War Board’s local authority, it had no real centralized control, no genuine supreme power. After all, it was but a group of men—big men, powerful individualists, each of them. They had been reared in powerful roads, roads of great traditions. They had been competitors, powerful competitors. Coöperation, at the best, was no easy pathway for them.
Remember always that the Railroad War Board lacked authority. It could not even compel its own member roads to fall in line and stay in line toward the formation of the single national railroad system. And as for the shipper, it could only go to him on bended knee and beg his coöperation. And of all the shippers the Government was perhaps the worst of all. It is our own beloved Uncle Samuel who is a most obdurate and unreasonable old fellow when he takes it into his head to become a patron of the railroad. If he is a passenger and in gold lace and khaki he may come into the train and demand that it be stopped and started to suit his own convenience. That frequently is done. And as a shipper he was forever letting his boys—Food and Fuel and Ships and a lot of others too—place priority orders upon their shipments, to the immense complication of the entire railroad situation.
The Railroad War Board began slipping in November, 1917. The hard early winter of that year finished the job. The inspectors of the Interstate Commerce Commission at various terminals and division points (themselves none too friendly to the War Board) began filing by telegraph their reports of delayed cars and trains, and the members of that commission, at the suggestion of the President, began framing a bill supplementing the measure of August, 1916, which had permitted him to take over the lines in case of a national emergency, and outlining the plans for the step as well as for the protection of the security-holders of the properties. The plan was in Mr. Wilson’s hands early in December and he decided that McAdoo—who seemed to stand in an impartial and aloof position from all the properties and who had not only a rapid transit electric railroad experience at least, but remarkable acumen in financial matters—ought to have the job. McAdoo sought to decline it. I honestly believe that he never wanted it. The President insisted. The weather grew more inclement, the railroad rod bent further than ever before. Then on the eve of Christmas something happened. A great American railroad stood in the shadow of bankruptcy. Other receiverships were to follow upon its heels. Such a calamity was unthinkable. The die was cast. The White House moved, and moved quickly. McAdoo accepted his new responsibility and on December 28, 1917, became director-general of more miles of railroad than any one man—even the late E. H. Harriman—had ever even dreamed of controlling.
William Gibbs McAdoo took hold of his new job with a pretty