Omaha Daily Bee Newspaper, May 9, 1909, Page 37

THE OMAHA SUNDAY The Union Pacific B BRIDGE ACROSS THE MISSOURI AT OMAHA. Y GENERALLY atcepted concensus of opinion, the publie demand of speed, safety and service seem to be the three pre-eminent requisites demanded of a first-class railroad to- day. And in meeting these requirements the Union Pacific easily challenges comparisons. Speed on the Union Pacific is already widely known and needs no mention. Among the latest safety devices installed is the automatic block signal system, which 18 generally conceded to be the most effective means of preventing railroad collisions, and of avoiding derailments in case of open switches or broken rails, that has so far been devised, and the Unlon Pacific railroad furnishes to its patrons, absolutely free of charge, the protection afforded by this system. The Block Signal System The principle of the system is simple. The track is divided into sections, or “blocks,” a mile or so in length, and at each end of every block a signal is erected. The most approved form of signal is that known as the “Semaphore,” and this is the type of signal used on the Union Pacific. It consists of a post about twenty-five feet in height, with an arm or blade near the top, the position of this arm indicating to engineers of approaching tralns whether or not it is safe to proceed through the block. If there is a train, an open switch or a broken rail in the block the arm stands straight out from the post horizontally. When the block is clear, and it is safe for trains to proceed through it, the arm is pulled downward until it stands at an angle of about 30 degrees from the post. At night a red light is displayed at the top of the post when the arm is in the horizontal or “‘danger” position, and a green light is dlaplayed when the arm is in the inclined or “‘clear” position. The operation of the signals used on the Union Pacific is entirely automatic. An electric current flowing through the rails of the track holds the signal in the clear position as long as the block is clear. A train, open switch or a broken rail interrupts this current, thereby releasing the electric clutch which {8 holding the signal clear, and the arm immediately flies to the danger position. When the block is again clear the signal is restored to the clear position by a small electric motor. Rallroad mileage in the United States has reached the grand total of 227,000 miies, on which there are now installed 11,932 miles of automatic electric block signals. Of this amount the Harriman lines have to their credit 4,332 miles, or one-third ot the total, and practically all of this system of protection west of the Mississippi river, The cost of installing is approximately $1,600 per mile, with the maintenanee cost about $150 a mile annually. The expense formerly incurred by accidents, which are in this way prevented, by no means compensated for the cost and operation of such signals. It 18 in the safeguarding of the traveling public and employes, however, that the railroads find sufficient inducement, and also in the in- creased volume of business by reason of the feeling of security, which makes more people travel. In the last ten years over $12,- 000,000 have been expended upon safety appliances on the Harriman lines. ) Rewards of Merit The 1908 inspection on the Union Pacific was completed im November of that year and was done in the following manner: The railroad is divided into five superintendent’s districts, each of whom has under him a corps of assistants, among them is-the assistant division engineer, a man who is selected for the position owing to a particular fitness for the work in his charge—mainten- ence of track. He is a man of many years' practical experience with the pick, signal department, buildings coal houses, depot bulldings, shop buildings, etc., are inspected. The markings of the inspectors ure averaged and the prizes awarded as follows: Gold medal given roadmaster having best district on the railroad. Gold medal given section foreman having best section on the railroad. # Gold medal given agents having perfect stations. Silver medal given pumpers hgving perfect pump houses. Silver medal given section fofeman having best section on dis- trict. The Wyoming division has the distinction of being In the highest physical condition this year. The roadmaster on the district between Cheyenne and Laramie, Wyo., winning the gold medal for the best district on the rallroad, and the foreman on the section located in the vicinity of Kearney, Neb,, won the gold medal for the best section on the entire road. The medals are so arranged that if the prize is secured more than once by the same man a bar with the year imprinted thereon 18 added to the same. Welfare of the Men It 1s generally understood that all things in connection with a great railway system has for its final goal cnly one object, “‘the good of the service,” which means, of course, the comfort and safety of the traveling public, dividends for the stockholders, and more business for the road. In the case of the Union Pacific it 1s only Just to that the welfare of tis employes is no unimportant factor and is magnificently taken care of by the company. Summed up, it 18 an effort on the part of the company, over and above the payment of wages, toward the betterment of those conditions under which the employe lives and wdrks. The railroad Young Men'’s Christian association shows on a railrogd map of this country fully 80 per cent of the mileage, and these receive the commendation and liberal sup- port of nedrly all the great railway companies of the country. As a rule, the rallway erects the building or furnishes the major portion of the construction funds and contributes liberally to the operating cost, say 40 per cent, nearly 60 per cent being paid by the members. These institutions range in size from a splendid building in St. Louis of Today Forty Years After the Golden Spike UNION PACIFIC CAR SHOPS AT OMAHA. costing $250,000 down to a couple of passenger coaches switched off on a siding. Generally, however, these associations are housed in substantial and handsome structures costing from $5,000 to $50,000. There are hot and cold water baths, restaurant attachment, dormi- tories, well equipped gymnasium, library and reading room, billiard room, riding (writing) room, ete. Mr. Harriman has been a good genius, who has aided munifi- cently in help of the Southern Pacific railway clubs, and the Union Pacific and its allied lines enjoy the same facilities, some of the club houses costing as high as $15,000. Pensions The earliest plan of pensioning employes on an American rail- road was put in operation by the Baltimore & Ohio in 1884. The Pennsylvanta’s plan, adopted in 1900, has been the recognized model on nearly every railro#l in the country in the matter of pension system. Under this plan the employe's retirement is compulsory at 70 years of age, or may be voluntary for incapacitation between the ages of 66 and 69, after thirty years of service. Allowance of 1 per cent of the monthly pay, multiplied by the number of years of service. An employe who has worked for the company for thirty years and whose monthly pay during the last ten years of this service averaged $100 would receive a pension of $30 a month. This plan of pensioning is effective on the Harriman lines. Hospital and Medical Service The Southern Pacific, in addition to usually arranged hospital service, makes use of a car in its medical work, which is not only a vehicle of transportation, but a complete hospital on wheels. The equipment of the car is such that the most delicate operation can be performed in it at the very scene of an accident with as much care as at a regularly equipped hospital. The Union Pacific and all lines grouped under the general title of the Harriman lines, are equipped with adequate hospitals and hospital arrangements. Willing to Spend Money The money spent on the Harriman properties, some of it from capital interested and some from earnings, which has been used to promote the material development of the states and communities traversed by those lines, amounts to the enormous sum of nearly $260.000,000. Roads like the Southern Pacific, the Oregon Short Line, the Oregon Railroad and Navigation company, the Pacific Mail V' UNION /4 PACIFIC Union Pacific Railroad Company. PRESENT OFFICIAL STAFF. DIRECTORS: OLIVER AMBS....ocovevesnadan Boston, Mass. A. J. EARLING....cc00eeveeessre....Chicago, I HENRY C. FRICK.....c0e0u00vuv.... Pittsburg, Pa. ROBERT W. GOELET..........s...,. New York, N, EDWARD H. HARRIMAN.............New York, N. MARVIN HUGHITT.... ROBERT 8. LOVETT teesseseesse..Chicago, IIL .New York, N, WILLIAM MAHL. ....... CHARLES A, PEABODY New York, WILLIAM G. ROCKEFELLER. .. .......New York, N. Y. HENRY H. ROGERS.......cus.nv.....New York, N. Y. JOSEPH F. SMITH. .....c0.u.osr.....Salt Lake City, Utah. P. A, VALENTINE. ...c0000e ..Chicago, Il FRANK A. VANDERLIP..... New York, N. Y. . New York, N. Y, N. Y. EXECUTIVE COMMITTEE. EDWARD H. HARRIMAN, HENRY C. FRICK. Chairman. MARVIN HUGHITT. ROBERT 8. LOVETT. FRANK A. VANDERLIP, GENERAL OFFICERS. EXBECUTIVE DEPARTMENT. EDWARD H. HARRIMAN. .... ROBERT 8. LOVETT J. KRUTTSCHNITT. . W. B. 8COTT.... W. A. WORTHINGTON V. 8. THORNE. ALEXANDER MILL. JOSEPH HELLEN WILLIAM MAHL.. President. . Vice Preildenl . Becretary .. Assistant Secretary . . Comptroller HERBERT 8. BRADT..............Assistant Comptroller . Director of Maintenance and Operauon . Assistant Director of Maintenance and Opernrlnn. o . Aseistant to Director of Maintenance and Operation. . Director of Purchases........ ..New York, N. . New York, N. . Chicago, I11. « Chicago, Il « Chicago, Il .New York, New York, N. «. New York, N, New York, New York, LAW DEPARTMENT, ROBERT 8. LOVETT MAXWELL EVARTS. N. H. LOOMIS . Counsel . . Attorney . General Sollcitor. . York, N. . New York, N. «+.Omaha, Neb. TRAFFIC DEPARTMENT J. C. STUBBS E. 0. McCORMICK. . P. C. STOHR. JOHN A. MUNROE EDWARD L. LOMAX . Traffic Director .. Freight Traffic . Assistant Traffic Director. cesieeenes PR C . Assistant Trafic Director. Manager . General Passenger and Ticket Agent... Chicago, M. hicago, Ill. Chicago, Il . Omaha, Neb. . Omaha, Neb. TREEASURY DEPARTMENT. FREDERIC V. 8. CROSBY FRANK D. BROWN.... . Treasurer . Local Treasurer ........... New York, N, Y. «-Omaha, Neb. ACCOUNTING DEPARTMENT, ERASTUS YOUNG.. H. J. STIRLING. General Auditor . Auditor ..Omaha, Neb, . Omaha, Neb. OPERATING DEPARTMENT. A. L. MOHLER. . R. L. HUNTLEY. JOHN D. ISAACS.. JOHN W. GRIFFITH NEW YORK OFFICES, 120 Broadway. . Purchasing Agent . Vice President and General Manager Chief Engineer. ... Consulting Engineer . Omaha, Neb. . .Omaha, Neb. . Chicago, 111, . Omaha, Neb. OMAHA OFFICES, Ninth and Farnam Streets. \\\\m/ ////// PASSEP&GER! STATION AT OMAHA. Steamship company and various other railways of lesser importance, have been practically recreated and a vast area of valuable contribut- ing territory been opened up by building nearly 2,000 miles of new road. Land Sales Of the lands granted to the Union Pacific Rallroad company and the Denver Pacific Railway and Telegraph company, situated in Nebraska, Colorado, Wyoming and Utah, there have been sold 11,113,964.49 acres, representing 17,366 sections. Of the lands granted to the Kansas Pacific Railway company in Kansas and Colorado, east of Denver, there have been sold 6, 263, 267.90 acres, representing 9,786 sections. Finances The balance sheet of the Union Pacific and Southern Pacific for the year ending June 30, 1908, is as follows: U. P. System. 16,641,467 § 6,450,286 8o. Pacific Co. 35,800,692 19,080,206 Passenger revenue.. Revenue passengers carried.. Revenue pnsamgerfl carried mile Freight revenuu coene Tons of revenue frolght carr!ed Tons of revenue freight carried one mile ...... Gross revenue. ... cedeen 8 s and salaries— une 30, 1908 . Salaries—Entire year. .8 Amount paid for pensions. ees Expenditures—hospital fund......$ 187,476 Average miles operated—rail lines. 5,781 *This information cannot be given at this time. The Union Pacific system comprises the Union Pacific railroad, the Oregon Short Line railroad and the Oregon Railroad and Naviga- tion company. The mileage of the Union Pacific by divisions is as follows: Main Line, Branch Line, Total. 308.79 490.756 799.54 898.93 70.38 469.31 310.36 40.567 860.93 802.58 639.49 936.45 645.96 160.36 763.62 1,895.92 one 760,532,906 52,899,167 § 13,089,163 1,462,147,456 71,073,567 22,840,404 5,271,939,813 76,039,22 6,486,220,688 $ 123,276,920 25,296 24,881,649 27,143 Nebraska division. ‘Wyoming division. Utah division. . Kansas division. .. Colorado division. . Total mileage operated... .1.913.8; .7; Equipment Number of passenger cars....... Number of freight cars........ Number of company service cars 8,309 418 .15,212 . 2,445 . tesesescssaseesss18,076 Number of aervicablo euglneu frelght and passenger. ... . 660 The main line of the oid Overland road stretches from Council Bluffs to Ogden, a distance of 1,003 miles, and 351 miles of this distance has been double-tracked. The Union Pacific enjoys the dis- tinction of being the only double-track railroad of any length west of the Missouri river. High Standard of Maintenance There is no question that the railroad and right-of-way of the whole line is maintained in superb condition. The total absence of dust is constantly noted by the traveler over this line. This is accounted for by the use of a fine disintegrated granite gravel, taken from the company's beds at Sherman Hill, just west of Cheyenne, which is used for ballast, making an exceptionally solid roadbed, with a resultant of scarcely any dust. The company's stations all present an attractive appearance, having all been recently repainted, and the grounds surrounding them maintained as well as those of the best eastern railroads. The right-oi-way for 100 feet on each side of the track is fenced in over the entire line, as protection to, and damage from, stray cattle, etc. All ties are constantly renewed and a record is kept in Omaha of every tie installed and the length of time it lasts. The steady adherance to high standards is shown also in the replacing of all lighter structures with steel bridging. Nearly 11,000 feet of steel bridging has been built to replace wooden bridges. In one year this item of expense cost $2,000,000. Ninety- pound rails are supplanting eighty-pound rails as fast as they can be laid. Essential Soundness The future of the Union Pacific is secure, for four very sub- stantial reasons: 1. The superfor physical condition of the property. 2. The proved ability of the management to operate the rail- road economically. 3. The promise of the country wnich the line penetrates and the boundless opportunity for the further development of the railroad. 4. The valuable equities owned by the Union Pacific in other railroad securities. Still Improving The restless energy of Mr. Harnman never halts. His mental processes are very rapid and even unusual. His mind leaps over intermediate difficulties, and he goes on a direct way to stroug endeavor, because he has no time to waste on argument or explana- tion. He has been among the first tc declare that our present track guage of four feet elght and one-half inches is inadequate to present railway needs and that we must come soon to a six-foot guage. He was one of the very first to see the use of a railway gasoline motor passenger car to take the place of the locomotive and two heavy and nearly empty passenger cars of a train, with thelr expensive crews. These cars are now used on the Union Pacific, Southern Pacific and other railways. Someone has said that he would have made a great general at the head of an urmy. In these days of piping peace he is at the head of a great industrial army of 114,000, all moving with certain, sure, swift energy and industry,