34 
INDUSTRIAL REVOLUTION AND WAGES 
(1) There has been a marked increase in their labors 
and responsibilities. 
(2) The Productive Efficiency of Engineers and Fire- 
men, or, in other words, the volume of traffic handled 
per Engineer and Fireman, has been greatly increased. 
The Engineers and Firemen employed by these repre- 
sentative Western Railroads, on a very conservative basis 
of calculation, which grants every advantage to the 
Railroads, for each $1,000 paid, hauled a volume of com- 
bined freight and passenger traffic from 40 to 50 per 
cent. greater in 1913 than in 1890. On individual Rail- 
roads the gains made in Productive Efficiency in many 
cases were even more remarkable than those mentioned 
above. 
(3) This increased productivity has been attended by 
a decrease in costs to the railroads, in terms of wage 
payments to Engineers and Firemen for each unit of 
trafic handled, or, in other words, it has cost the Rail- 
roads less in outlay to Engineers and Firemen to trans- 
port ton miles and passenger miles. During this same 
period, 1890-1913, the outlay in terms of Engineers and 
Firemen for each 1,000 ton miles handled by these 
twenty-four representative Western Railroads declined 
from 65.2 cents to 32.1 cents, or in other words, each 
1,000 ton miles handled cost 33.1 cents less in wages to 
Engineers and Firemen in 1913 than in 1890. 
(4) There is no doubt, and it has been freely acknowl- 
edged and repeatedly stated, that the growth of the large 
revenue gains discussed in the preceding section have 
been in part due to additional capital investment in 
Western Railroads, which should receive a liberal return 
for its use and the risk involved. A complete analysis 
of the increased operating efficiency of Western Rail- 
roads, therefore, brings up the question as to whether 
the revenue gains, which have resulted from the addi- 
tional capital investments, managerial ability, and the