| PART I | ||
| THE ANNUAL ADDRESS | ||
| PAGE | ||
|---|---|---|
| SOCIAL EFFECTS OF TRANSPORTATION | [1] | |
| Hon. Martin A. Knapp, Chairman United States Interstate Commerce Commission | ||
| PART II | ||
| INDUSTRIAL CONCILIATION AND ARBITRATION | ||
| INDUSTRIAL CONCILIATION AND ARBITRATION | [19] | |
| Hon. Marcus A. Hanna, United States Senator from Ohio | ||
| LIMITATIONS OF CONCILIATION AND ARBITRATION | [27] | |
| Samuel Gompers, Esq., President American Federation of Labor | ||
| RESULTS ACCOMPLISHED BY INDUSTRIAL DEPARTMENT, NATIONAL CIVIC FEDERATION | [35] | |
| Hon. Oscar S. Straus, formerly United States Minister to Turkey | ||
| CO-OPERATION OF LABOR AND CAPITAL | [43] | |
| William H. Pfahler, Esq., Executive Committee on Industrial Arbitration and Conciliation, National Civic Federation | ||
| HARMONIZING LABOR AND CAPITAL BY MEANS OF INDUSTRIAL PARTNERSHIP | [59] | |
| Alexander Purves, Esq., Treasurer, Hampton Institute, Va. | ||
| PART III | ||
| THE HOUSING PROBLEM | ||
| TENEMENT HOUSE REGULATION: THE REASONS FOR IT; ITS PROPER LIMITATIONS | [81] | |
| Hon. Robert W. DeForest, Tenement House Commissioner, Greater New York | ||
| HOUSING PROBLEM IN CHICAGO | [97] | |
| Miss Jane Addams, Hull House, Chicago | ||
| CERTAIN ASPECTS OF THE HOUSING PROBLEM IN PHILADELPHIA | [109] | |
| Report prepared by the Octavia Hill Association | ||
| HOUSING CONDITIONS IN BOSTON | [121] | |
| Robert Treat Paine, Esq., Boston | ||
| HOUSING CONDITIONS IN JERSEY CITY | [137] | |
| Miss Mary B. Sayles, Fellow College Settlements Association | ||
| PART IV | ||
| THE CHILD LABOR PROBLEM | ||
| CHILD LABOR LEGISLATION | [153] | |
| Mrs. Florence Kelley, Secretary National Consumers’ League | ||
| CHILD LABOR IN THE DEPARTMENT STORE | [165] | |
| Franklin N. Brewer, Esq., General Manager Wanamaker Store, Philadelphia | ||
| NECESSITY FOR FACTORY LEGISLATION IN THE SOUTH | [179] | |
| Hayes Robbins, Esq., Dean, Institute of Social Economics, New York | ||
| CHILD LABOR IN NEW JERSEY | [189] | |
| Hugh F. Fox, Esq., President New Jersey State Board Children’s Guardians | ||
| CHILD LABOR IN BELGIUM | [201] | |
| Ernest Dubois, Professor of the University of Ghent | ||
| MACHINERY AND LABOR | [221] | |
| Henry White, Esq., General Secretary United Garment Workers of America | ||
| PART V | ||
| FACTORY LEGISLATION AND INSPECTION | ||
| TENDENCIES OF FACTORY LEGISLATION AND INSPECTION IN THE UNITED STATES | [233] | |
| Sarah S. Whittelsey, Ph. D., New Haven, Conn. | ||
| PART VI | ||
| JUVENILE COURTS | ||
| PROBATION AND JUVENILE COURTS | [257] | |
| Mrs. Emily E. Williamson, President New Jersey State Conference of Charities and Corrections | ||
| THE JUVENILE COURT IN PHILADELPHIA | [269] | |
| Hon. Abraham M. Beitler, Court of Common Pleas No. 1, Philadelphia | ||
| JUVENILE COURTS IN BUFFALO | [277] | |
| Frederic Almy, Secretary Charity Organization Society, Buffalo | ||
| PART VII | ||
| PROCEEDINGS OF ANNUAL MEETING | [287] | |
I. The Annual Address
SOCIAL EFFECTS OF TRANSPORTATION
By Honorable Martin A. Knapp
Chairman of Interstate Commerce Commission, Washington, D. C.
The progress of mankind in devising means of transportation embraces three distinctive stages. The primitive man traveled on foot and moved his scanty belongings with his own muscle; and we can only imagine the ages that elapsed before he secured any aid for the transfer of his person or his property other than his own bodily powers.
Probably the first contrivance for carriage was a rough-hewn plank or pole dragged upon the ground. Two connected planks doubtless formed the original sled. Finally the idea was conceived—some accident suggesting it—of lessening friction by the use of rollers. The rollers gradually developed into wheels, and when at last the wheels were made in pairs which revolved upon an axle the essential feature of all subsequent vehicles was devised and employed.
The earliest movement on water, we may suppose, was equally crude and simple. Some observant savage noticed that wood did not sink, and later found out by experiment that a floating log would remain on the surface even when his own weight was added. The rude dug-out followed the discovery. The stick or limb by which the dug-out was pushed and turned shaped itself at length into the lighter and more effective paddle; the hollowed log was succeeded by a framed and covered structure, the paddles became oars; and thus was evolved in prehistoric times the type of all later boats on lake and stream. It was centuries after this—no one knows how many—before the force of wind was utilized by the invention of sails, and when that immense advance was achieved the enduring era of ship-building commenced.
Roughly speaking, then, we may assign to the first stage in the development of transport such results as were obtained by the muscular strength of man, whether applied directly to the articles carried or used in propelling the clumsy vehicles and water craft which he had constructed. The motive power in all cases was the unaided energy of his own body. And no later addition to the resources then at his command, it should be observed, has wholly displaced the original method. The natural powers of locomotion have not only remained unabated, but have greatly increased by experience and training. Indeed, the manual handling of articles of property must always be an important incident of ownership and exchange, since no mechanical device can meet all the needs of transfer or equal the delicacy and dexterity of our bodily organs. Nor should we overlook in this connection the many-sided ingenuity which has been displayed in constructing and perfecting a great variety of vehicles for hand propulsion. The latest examples of this ingenuity are the light racing shells which can be rowed with such remarkable rapidity, and that unique and fascinating machine, the up-to-date bicycle. These are at once the survival and the consummation of primitive transportation, that is to say, transportation where human energy is the motive power.
To the second stage of this development belongs the great increase of force which was obtained by the subjugation of animals and their employment for land transportation, and by the use of sails and rudders which multiplied many times the efficiency of water carriage. When these two results were secured, man had added to his own bodily powers the superior strength of beasts of burden and the enormous energy derived from the winds of heaven. This was an immeasurable gain and marked the beginning of that wonderful civilization which slowly followed. The animal kingdom was brought into service for the varied functions of land distribution, and the ship which could be sailed and guided made every waterway subservient to man’s requirements.