ployees. Manifestly it makes a cipher of the superintendent. But taking our agreement just as it is, the manager should at least be allowed to manage, and appeal should be limited to the officials of the road. The line must be drawn just where responsibility is wanted and needed. That the management of a railroad should invite interference or assistance from grievance committees or national organizations of labor men, in matters of discipline, is absurd. The situation has been forced upon them. It has been forced upon them during “rush hours,” when business was at high tide and pressure, and when the public was clamoring for its fast trains and for the prompt delivery of freight. Such are the stormy times on railroads, when discipline is lax and when concessions are granted at the expense of the public safety. Blame the management if you will,—the results and consequences are before us for consideration and remedy. Most of us understand something about rebates on a shipment of oil or cotton goods, and about the penalties that are enforced against offenders; but we do not seem to realize the fact that to-day on our railroads there are, in actual operation, rebates on the efficiency of the service, which are being paid for by the people, not in dollars and cents, but in blood and suffering.
But putting on one side public opinion and its influence on the efficiency of railroad service, what
