Music Trade Review

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THE
MUSIC TRADE
REVIEW
Continental countries, but if the railroad expenses have increased so
enormously during the past few years, why should not the road
managers have advanced their rates during the good times? It is
true they advanced the wages of their employes and they should
have at the same time advanced the freight rates if they were justi-
fied in so doing. If the freight rates had been advanced a year or
two ago when everybody had money, and spent it freely, there
would have been no great objection. But now the situation is
entirely different.
J. B. SPILLANE, Managing Editor
T
EDWARD LYMAN BILL - Editor and Proprietor
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L. BJ. BOWERS,
W. H. DYKES,
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J. HAYDBN CIABBNDON,
B. BBITTAIN WILSON,
L. J. CHAMBERLIN,
A. J. NICKLIN.
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Music Publishers*
Department V» v
An interesting feature of this publication is a special depart-
ment devoted exclusively to the world of mualc publishing.
Exposition Honors Won by The Review
Grand Prix
Paris Exposition, 1900 Silver Medal.Charleston Exposition, 1902
Diploma.Pan-American Exposition, 1901 Qold Medal. ...St. Louis Exposition, 1904
Gold Medal
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NEW YORK,
A U G U S T 8, 1 9 0 8
EDITORIAL
P
REVIEW
IANO manufacturers and dealers affirm that it is unfair to
increase freight rates at the present time and that it would
be a mistake to force higher prices in periods of depression. Manu-
facturers and shippers in all lines voice practically these same senti-
ments and an increase in freight rates will meet with strong
organized opposition from the associations which represent the
manufacturers and jobbers. They claim that there is no necessity
for higher rates and that especially is it unfair and unbusinesslike
to try to force a new schedule in a period of reduced purchasing
power. Railrdads, however, have taken the lead in reviewing their
side of the situation and in pointing out reasons why rates should
be increased. Representatives of the different manufacturers' asso-
ciations are now preparing an answer to the many statements which
have been made to advance the cause of their roads, calling the
attention of the public to a mimber of reasons why this should not
be done and disputing some of the arguments of the men who are
talking for the railroads.
It would seem as though the railroads would have to struggle
along some way and bear their share of the burden without advanc-
ing their rates at the present time. Surely with the big crops to
bring to the seaboard, it ought to take the idle engines out from
the sidings and make things boom in the railroad world. But the
railroads say that they have not shared proportionately in the pros-
perity of the last few years, that their rates, wiiile higher in a large
number of cases, represent but a small percentage of advance made
in all sorts of manufactured articles and commodities—that the
shipper has dominated and obtained all sorts of concessions from
the railroads in the way of better service. They say further: The
fast freight of to-day corresponds in speed to the fast express of
fifteen or twenty years ago. Both freight and passenger equipment
has been greatly improved ; it has benefited the traveler and shipper
at practically no additional expense to the public. Compared with
other countries, rates here and service set the standard. It costs a
mighty sight less in this country to handle freight, including pianos
and musical instruments, than it does in England or any of the
HE railroad man does not see how an increase of a fraction
so small that it is figured in thousandths of a cent can affect
the consumer. But the fact is that the camel's back is already badly
strained and there are a great many who cannot afford to eat as
much as they should or wear the proper clothing. As a matter of
fact, in good times, the railroads are frightfully extravagant. They
take advantage, every advantage there is, of the willingness of
banks to buy their securities. They buy up competing lines at
exorbitant prices, undertake some ambitious projects that cannot
realize a profit for years to come. Then when hard times arrive,
they immediately complain of depression and lack of capital and
want to make the public pay for their keep. Under the circum-
stances there is just as strong an attitude against railroads on the
subject of labor as that on rate increase. The average manufacturer
believes that wages should be reduced on transportation lines just
as they have been on very many industrial concerns, and points
to the decrease of about 8 per cent, in the wages of iron and steel
workers. It is apparent that the manufacturers and credit associa-
tions throughout the country will take a decided stand on this ques-
tion, when they make answer to the railroads' plea for higher rates.
It is a mighty poor time for advancing anything, and it may be that
the freight rates did not participate in the general advance which
began in 1907, and it may be that the cost of transportation has
been far lower than anywhere else. Transportation is the cheapest
American commodity, where many of our commodities are among
the dearest.
T
HE railroads have gone on charging the same price for carry-
ing goods while they have had to pay more for materials and
for wages, and while national and State legislation has greatly in-
creased and subjected them to heavy expenses for betterments that
in some cases did not increase their earning capacity. It is rather
a grievous problem and no matter which way we look at it, it has
possibilities which may bring on trouble which will seriously impair
the business interests of the country. If wages are lowered and a
general strike is precipitated then business will be tied up in such
a manner that everyone will suffer and it will be difficult to estimate
what the total cost of a big railroad strike would amount to in
dollars and cents. Then again, the present administration, let it be
known months ago that it would use its efforts direct and indirect
against the railroads if they undertook to reduce expenses by cutting
wages. Whether that was a proper exercise of administrative pow-
ers or not, it was formally announced as in prospect. The railroads
say, moreover, that measured by the general standard of wages,
obtaining in other occupations, their men are not over-paid, and
they say that an increase of 10 per cent, in their rates would not
materially embarrass shippers and would make all the difference to
the railroads between fair returns and none at all, and in the case
of some of the smaller railroads, between solvency and bank-
ruptcy. It is a great question and one which interests every busi-
ness man.
T
HE greatest railroad builder in the world, James J. Hill, was
recently interviewed on the opportunities for young men in
this country. Mr. Hill, who himself has worked up from the ranks
to his present exalted position, said that the opportunities for the
man in the ranks, no matter how humble his position nor how poor
his circumstances, were greater to-day than ever before. Con-
tinuing, Mr. Hill said: "And that rule of loyalty is the foundation
of individual success. Never before in the world's history were so
many opportunities for advancement held out to the workingman
in the ranks. Men who are accomplished—good men, of energy
and initiative—are in greater demand than ever before. One of
the greatest problems to-day is the finding of proper men to place
in posts of trust and responsibility as foremen, superintendents and