§a% Nmtt? Snfruatrial Worker.
Published Daily except Sunday
n, Nome Mine Workers’ Union, No. *40. Western Federation of Miners.
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“To secure to each laborer the whole product of his labor, or as
•early as possible, Is • worthy object of any good government."—
a nran am Lincoln
Address all Communications to Dally Nome Industrial Worker,
Box 210 Nome, Alaska. Phone, Black 134.
All changes In standing advertisements must reach this office at six
• clock each evening to insure insertion in the following Issue.
Advertising rates made known on application.
Entered as second class matter March 1, 1811, at the post office at
(J-orne, • Alaska, under the Act of March 3, 1871.
THE IIAUJU'T yi'ESTIOX.
As all may know Seattle has lost
the halibut trade. It reaches the
eastern markets via Prince Rupert
and the Canadian Grand Trunk.
There is therefore considerable
wailing.
It is apparent that Seattle be
lieves that it is entitled to this trade
quite regardless whether or not it
can give Alaska fishermen the
service which the Canadian port
does.
For years Seattle had a cinch on
this trade and Alaskan shippers
were well up against it.
Governor Strong, then . establish
ing his paper the Daily Empire
which has since changed hands, ad
vocated, to assist Alaska fisherment,
the establishment at Juneau or
thereabouts of a cold storage for
halibut, so that the Alaskans might
not get the perpetual shaking down
,to which they were subjected by the
Fishing Trust with headquarters in
Seattle,
Alaska is suffering no wrong just
now because the lisli is being dis
patched via Prince Rupert. But
Seattle is losing quite a bit of
money that before was freely circu
lated there. That is what all the
shouting is about. But the question
is in'order whether or not Alaskan
fishermen will be as well off shipp
ing from Seattle again as from
l’rince Rupert? That is the ques
tion.
THE n YIMtO.VI) Ql'KTIOX.
The railroad companies have
most effectively spread the idea that
what the employees are demanding
it: an increase in wages. They are
in fact making no suc h demand, but
are insisting that their wages be cut
in many instances in two.
That is the straight truth of the
matter.
The trainmen demand the eight
hour day. And they ask that over
time be set at so high a price that
it will he penal to attempt to make
overtime the rule.
Take any ordinary division. Over
this the passenger trains will run
in less than eight hours. It is true
that there has been a tendency to
increase the passenger divisions and
by so doing to increase the working
time and the day.
A complicated system of wage
payment per hour per mile in excess
over a certain amount, has in a
most scientific manner made it more
profitable to operate train crews
for a long day than for a short
day. Hence the tendency has been
to keep men at work within the pre
sent legal limit: (the longest in the
world is in the United States)
Sixteen hours a day and the rail
roads bucked that legal limitation
just as fiercely as they are now
fighting the eight hour demand.
Trains are made up at each divi
sion point. Some roads have a rule
that the train crews must perform
all intermediate switching and even
make ready their terminal trains.
It is all part of the day’s work and
the schedule load of engines has
been steadily increased until now
trains take sixteen hours from the
time they leave until they reach
another division. During that time
the train crews have to be mentally
alert; there has to bo an unflagging
attention to orders and a dispatch
of work if they are to get home at
all. And between the intermediate
points as well as at the terminals,
they have to pay their own expen
ses. Under this train loading sy
stem, therefore, the railroad com
panies have successfully abstracted
from employees two days work for
one.
Commenting upon the slow move
ment that is so marked a character
istic of American roads, it is point
ed out that a carload of fruit from
New Orleans to Sioux City takes
less than 72 hours, while a load of
freight takes several weeks.
Freight distribution on American
railroads is still far behind other
countries because it is now an ac
cepted axiom that the expenses ot
operation increase with the speed
of freight movement.
What the roads are driving at,
and which they have made systema
tic for some time is the largest ca
pacitied engine compatible with lo
comotion for service on freight
trains. Hence two essentials are
considered. One is the production
of considerable power at little fuel
and oil cost extending over a time
limit of definite duration.
The tests made of the first Malet
compounds, articulated engines now
much favored for freight transporta
tion, wtere all along this line. Speed
of locomotion was nothing, but the
power to pull enormous loads over
specific distances on specific time at
I a reduced consumption of fuel and
! lubrication were the essentials of
j the test.
Since the recogniton of the old
j mechanical principle that what is
gained in power is lost, in speed,,
with labor an unconsidered trif j,
j the slow movement of freight in the
United States has become a by-word
! and car shortage on this account
' the lament and excuse of every
railroad manager when the wheat
or corn or other seasonal traffic
movement began.
The railroads would have the* |
public believe that the American
railroads are the most efficient in !
the world. But that is simply not ]
the case. The car shortages that
periodically set shippers crazy is the
very acme of corporation indiffer
ence to the industrial needs of the
community.
Moreover, the American railroads
are becoming most conservative in
their methods. The old radical tend
ency to adopt any and all innova- ]
lions that seemed to suggest an im
provement in former methods is
giving way to standardization by
precedent that is disgusting in its
conservatism. There is less tendency
today to listen to any radical im
provement in any department of
operation than there was several
years ago. And this as time passes
is becoming more and more a mark
ed feature.
A competent authority says that
although its introduction has re
sulted in the saving of millions or
dollars annually, even the air brake
were it to come up for consideration
today would be doubtfully regarded,
while automatic couplers would
be never attended to.
That likely is an exaggeration, but
it is sufficiently true to demonstrate
the conservatism that prevails to
day in the methods of the railways,
quite in contrast to the brilliant ad
ministrative tactics that only a
short while ago made the American
railway synonimous with every
thing progressive.
The explanation is not far to seek.
The real administrator of the Am
erican road is the speculator or in
vestor of Wall Street. Nothing cal
culated to produce an unduly
lengthy cost sheet will be tolerated
lest it jeopardize dividends, and
dividends exciting a boom on the
exchange, is the very breath of a
modern railroad's life.
Nor is it only in the lengthy work
day and the slow movement ot
freight that the effort to cut all ;
operating expenses to margins that
harmfully react upon the road itself
is seen.
The necessity of cutting down
working costs eliminates the extra
gang the changing of steel, the re
surfacing and the attention required
to bridges.
When the demand went up for an
increase ^in railroad rates, the rail
roads to make a public demonstra
tion of their poverty, even on roads
which were in a most flourishing
condition despite the presence of
so much water, went to the ex
treme of laying off all extra help on
the permanent way, the cessation
of ,work on the branch roads .and
the countermanding of all orders
for new steel that was planned to
be laid. All of these were quite
necessary expenses; but they were
eliminated so that the fault could
be laid to the low rates which pre
vailed. /
The trouble really has been that
almost all roads in the Unitea
States are over capitalized, due to j
financial jugglery, and to earn ill-j
vidends on that excessive capitaliza
tion has required the most zealous j
care upon the part of the manage
ment during times when anything |
like an industrial depression pre- ,
vailed.
All of that had to come out of the j
employees who were required to
work their long days, and out of the
shippers who were compelled to pay
higher rates.
The only unchangeable, immove- ;
able abstracton is the capitaliza- I
tion. Whether wages are high or J
low, whether traffic moves fast or
slow, whether the shipper pays high
or low freight rates, upon that ca
pitalization uniform dividends must
be forthcoming.
Any attempt at an efficient and
progressive operation of the roads
as a public utilty is hampered by
the first and most crying need ot
paying interest on the bonds ana
dividends upon the stocks of the
companies.
And that is what all this hagg
ling is about at Washington. Why,
any expert at reduction of expenses
and at the establishment ot real
operative efficiency would not hesi
tate a minute arranging the eight
hour day. It will move the freight
faster; it will satisfy better the
shipper; it will provide a more effi
cient train crew; it will tend to ope
rative efficiency all round. But it
may not assist in the immediate
payment of dividends. All that is
needed therefore is to effect a set
tlement whereby the Interstate Com
merce Commission allows a still
greater increase in the freight rates,
and the company from a small
margin of the increased revenue
thus received, will pay the overtime
and the eight hour rates demanded
by the union men.
And they will moreover aid in
the speedy movement of freight
where now it is as slow as the
second coming. The Interstate Com
merce Commission is in Washing
ton.
SUMMONS FOR PUBLICATION.
IN THE DISTRICT COURT FOR
THE TERRITORY OF ALASKA,
SECOND DIVISION.
JULIA SMITH, Plaintiff,
vs.
JOHN J. SMITH, Defendant.
THE PRESIDENT OF THE UNITED
STATES OF AMERICA.
To JOHN J. SMITH, the above
named defendant,
Greeting:
You are hereby summoned an I
required to appear and answer the
complaint of the plaintiff on file in
the office of the Clerk of the above
entitled Court in the City of Nome,
Territory of Alaska, Second Divi
sion, within thirty days from the
j 12th day of September, 1916, or
'judgment for want thereof will be
i taken against you.
And you are hereby notified that
if you fail to answer said complaint
the plaintiff will apply to the Court
for the relief demanded therein
to-wit: to obtain a decree of divorce
dissolving the bonds of matrimony
heretofore and r.ow existing between
the plaintiff and the defendant upon
the ground of desertion and for
such other relief as to the Court
shall seem proper.
The date of the order for the pub
lication of this summons is, July
31, 1916.
The date of the first publication
of this summons is August 1st,
1916, and the date of the last pub
lication of this summons is Septem
ber 12, 1916.
WITNESS, the Hon. J. R. Tucker,
Judge of the District Court for the
Territory of Alaska, Second Divi
sion, and the seal of said Court
hereto affixed at Nome, Alaska, this
31st day of July 1916.
(Seal)
G. A. ADAMS.
Clerk of the District Court, Second
Division, Territory of Alaska.
CITY BATH HOUSE/.
Moonlight Spring Water. (Boll
Ing Hot).
M. O. SOLBERG.
»
Milo’s
Cafe
OPEN DAY AND NIGHT
Next door to Pacific Cold
Storage.
ILOMEN BROS.
Prescription Druglsts
*
*
1
and
Drug Sundries \
Occident Flour
lluy a Sack of Occident Flour and make as many bakings
as you wish. If you are not satisfied that it is better than any
other Flour you ever used return the unused Flour and get
Your Money Back
MOLLERS GROCERY
211 FRONT STREET
PHONE, MAIN 8*
Steamer Arctic
will sail for St. Michaels and all way points Including Solomon,
Bluff and ChinSk, August 24.
For information call up Al- ask a Lighterage & Com. On. or
U. S. Mercantile Co.
BUTTERICK
FASHIONS
A TREASURE-TROVE of SMART STYLES
Styles for Women,
MISSES, GIRLS, JUNIORS, CHILDREN, LITTLE BOYS. THE
COMPETE FASHION GUIDE TO AUTHORITATIVE
PARIS
NEW YORK
LONDON
BERLIN
and NOME at
HILLS PHARMACY
We Deliver The Geoda.
■BKiaaaaaaMira^
laaiafaraaaaii
“8. S. UMATILLA”
For Seattle Direct
SAILING FROM
NOME
SEPT. 4TH.
SEPT. 25TH.
OCT. 25TH.
SAILING FROM
SEATTLE.
SCHEDULES SUBJECT TO CHANGE WITHOUT NOTICE.
F. J. O’CONNOR, ALASKA L. A C. CO.
Commercial Agent, AGENTS
I Front St. and Steadman Ave. At Dock._
fiaMaBiaiaiaiai^iM^isaiaM^ jgfBfnn/ajgnaaraiyiiigEiaNaiJtJiiAioiiEWWw
ALASKA STEAMSHIP CO.
S. S. VICTORIA
LEAVE SEATTLE:
AUGUST 23.
SEPTEMBER 18.
OCTOBER 15.
LEAVE NOME.
SEPTEMBER 5.
OCTOBER 1.
OCTOBER 29.
STEAMER NORTH WESTERN due Nome August 25.
Steamer NORTH WESTERN sails from Nome, August 27, via Cor
dova, Juneau and Ketchikan the INSIDE PASSAGE.
R. A. Carroll, Agent, Nome
^ »wa*afi«fi!f^«f¥^aiajiiaiagizgiaBCi
IWe have received on the
Umatilla a nice line of
SUCKER COATS before
; buying see
| Cheap John Store j
jg r t— -T3S3P' IKSZSI3Mrt» |
ONE PRICE TO ALL. TELEPHONE MAIN 48.
Kent Transfer Oo.
General Transfer & Freighting
goa/ & Qi±
Phone Main 139.
MR. MINER
For Hose, Tents,
and Canvas, See
PHIL MURPHY
MURPHY HIS THE COBBS
GET THE NEWS RIGHT. READ Anything In the line of job work
THE WORKER. ' Satisfaction assured.
MINERS
RESTAUR ANT
Opposite Industrial Worker.
FIRST CLASS MEALS.
Served in
FIRST CLASS STVLE.
Under New Management
OPEN ALL NIGHT.
Phone Main 153.
S. H. SIMEON
+ + + + + + + + + +
♦+ + + + + + + + + + + +
+++++++++++*
V. 8. MAIL BOAT
“Silver Wave”
Making scheduled trips be
tween St. Michaels and all
way points, ineluding Bluff,
Solomon, Nome, Teller, York,
Tin City, Deering, Candle aal
Kotzebue.
*♦**+♦+***♦*
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