57 3 THE POPULAR SCIENCE MONTHLY. 



while important, are overshadowed hy other considerations personal to 

 their service. In its simplest aspects the subject of the wisest form of 

 adjustment between labor and capital is enough ; but, when considered 

 in relation to our American railways, so many and complicated ques- 

 tions of management and economies arise, and the possible conse- 

 quences of innovations are so great and serious, that few officials pos- 

 sessing sufficient influence with their directors and stockholders to 

 make their advocacy effective have time or courage to take the initia- 

 tive in an intelligent reform, which, under the most favorable cir- 

 cumstances, could only be established by overcoming the timidity 

 of capital and the obstinate opposition of the ignorant and prejudiced. 

 At first blush the proposition that intelligent beings would not wel- 

 come with hearty support and co-operation any measure whose patent 

 object was the improvement of their welfare seems untenable, but the 

 student of history will recall few instances where the violent opposi- 

 tion of the masses has not followed all general efforts to ameliorate 

 their condition, since and before the day when the founder of the 

 Christian religion suffered crucifixion for his temerity in a kindred 

 cause. It is generally recognized at home and abroad that only through 

 the betterment of their present physical condition and surroundings 

 can a body of permanent, satisfied railway servants be secured ; yet 

 the path to success in such an enterprise is strewed with many diffi- 

 culties, the primary one in this country arising from the absentee own- 

 ership of our great railroads, and the difficulty which a body of stock- 

 holders, or their representative directors, have in recognizing the needs 

 and feelings of the rank and file operating their properties living, as 

 they do, far from their lines, or, if near, immersed in pursuits that do 

 not bring them together. The ownership half of the railroad world 

 in the United States, at least certainly knows little, and recks less, 

 of how the employe half lives. True, no difficulty would probably be 

 experienced in getting investors in railroad securities to admit, in glit- 

 tering generalities, the desirability even necessity of bettering the 

 condition of those upon whose energy, honesty, and fidelity they rely 

 for dividends ; but when confronted with any systematic measure for 

 the accomplishment of this result, which apparently involves a consid- 

 erable expenditure, they " back water " with alacrity. Philanthropy 

 and benevolence find no resting-place in the bosoms of the average 

 railroad shareholders ; at least few think of beginning their charities 

 among the homes of their people ; therefore, to enlist their pecuniary 

 support of any costly plan for helping railroad operatives, it must be 

 shown to pay the shareholder. Treating the subject from a purely 

 business stand-point, let us see if it pays our great corporations to rest 

 their connection with their employes upon the mere payment of cur- 

 rent wages. 



At the close of the year 1884, 125,000 miles of railroad * were in 

 * These figures arc quoted as the nearest estimates obtainable from the best authorities. 



