The Age of Big Business - Burton Jesse Hendrick (read me like a book .TXT) 📗

an old horse-car line on Fulton Street, a line whose assets consisted of one-third of a mile of tracks, ten little box cars, thirty horses, and an operating deficit of $40,000 a year. At auction, its visible assets might have brought $15,000; yet the syndicate turned this over to the Metropolitan for $1,000,000. They spent $50,000 in constructing and equipping a horse railroad on Twenty-eighth and Twenty-ninth Streets and turned this over to the Metropolitan for $3,000,000. For two and a half miles of railroad on Thirty-fourth Street, which represented a cash expenditure of perhaps $100,000, they received $2,000,000 of Metropolitan stock. But it is hardly necessary to catalogue more instances; the plan of operations must now be fairly evident. It was for the members of the syndicate, as individuals, to collect all the properties and new franchises that were available and to transfer them to the Metropolitan at enormously inflated values.

So far, all these deals were purely stock transactions—no cash had yet changed hands. When the amalgamation was complete, the insiders found themselves in possession of large amounts of Metropolitan stock. Their scheme for transforming this paper into more tangible property forms the concluding chapter of this Metropolitan story.*

 

* In 1897 the Traction Company dissolved, after distributing $6,000,000 as “a voluntary dividend” among its stockholders.

 

Nearly all the properties actually purchased and transferred in the manner described above, had little earning capacity, and therefore little value; they were decrepit horse-car lines in unprofitable territory. The really valuable roads were those that traversed the great north and south thoroughfares-Lenox, Third, Fourth, Sixth, Eighth, and Ninth Avenues. Many old New York families and estates had held these properties for years and had collected large annual dividends from them. Naturally they had no desire to sell, yet their acquisition was essential to the monopoly which the Whitney-Ryan syndicate aspired to construct.

They finally leased all these roads, under agreements which guaranteed large annual rentals. In practically all these cases the Metropolitan, in order to secure physical possession, agreed to pay rentals that far exceeded the earning capacity of the road. What is the explanation of such insane finance? We do not have the precise facts in the matter of the New York railways; but similar operations in Chicago, which have been officially made public, shed the utmost light upon the situation. In order to get possession of a single road in Chicago, Widener and Elkins guaranteed a thirty-five per cent dividend; to get one Philadelphia line, they guaranteed 65 1/2 per cent on capital paid in. This, of course, was not business; the motives actuating the syndicate were purely speculative. In Chicago, Widener and Elkins quietly made large purchases of the stock in these roads before they leased them to the parent company. The exceedingly profitable lease naturally gave such stocks a high value, in case they preferred to sell; if they held them, they reaped huge rewards from the leases which they had themselves decreed.

Perhaps their most remarkable exploit was the lease of the West Division Railway Company of Chicago to the West Chicago Street Railroad. Widener and Elkins controlled the West Division Railway; their partner, Charles T. Yerkes, controlled the latter corporation. The negotiation of a lease, therefore, was a purely informal matter; the partners were merely dealing with one another; yet Widener and Elkins received a fee of $5,000,000 as personal compensation for negotiating this lease!

 

But this whole leasing system, both in New York and Chicago, entailed scandals perhaps even more reprehensible. All these leased properties, when taken over, were horse-car lines, and their transformation into electrically propelled systems involved reconstruction operations on an extensive scale. It seems perfectly clear that the chief motive which inspired these extravagant leases was the determination of the individuals who made up the syndicate to obtain physical possession and to make huge profits on construction. The “construction accounts” of the Metropolitan in New York form the most mysterious and incredible chapter in its history. The Metropolitan reports show that they spent anywhere from $500,000 to $600,000 a mile building underground trolley lines which, at their own extravagant estimate, should have cost only $150,000. In a few years untold millions, wasted in this way, disappeared from the Metropolitan treasury. In 1907 the Public Service Commission of New York began investigating these “construction accounts,” but it had not proceeded far when the discovery was made that all the Metropolitan books containing the information desired had been destroyed. All the ledgers, journals, checks, and vouchers containing the financial history of the Metropolitan since its organization in 1893 had been sold for $117 to a junkman, who had agreed in writing to grind them into pulp, so that they would be safe from “prying eyes.” We shall therefore never know precisely how this money was spent. But here again the Chicago transactions help us to an understanding. In 1898 Charles T. Yerkes, with that cynical frankness which some people have regarded as a redeeming trait in his character, opened his books for the preceding twenty-five years to the Civic Federation of Chicago. These books disclosed that Mr. Yerkes and his associates, Widener and Elkins, had made many millions in reconstructing the Chicago lines at prices which represented gross overcharges to the stockholders.

For this purpose Yerkes, Widener, and Elkins organized the United States Construction Company and made contracts for installing the new electric systems on the lines which they controlled by lease or stock ownership. It seems a not unnatural suspicion that the vanished Metropolitan books would have disclosed similar performances in New York.

 

The concluding chapter of this tragedy has its setting in the Stock Exchange. These inside gentlemen, as already said, received no cash as their profits from these manipulations—only stock.

But in the eyes of the public this stock represented an enormous value. Metropolitan securities, for example, represented the control and ownership of all the surface transit business in the city of New York. Naturally, it had a great investment value.

When it began to pay regularly seven per cent dividends, the public appetite for Metropolitan became insatiable. The eager purchasers did not know, what we know now, that the Metropolitan did not earn these dividends and never could have earned them.

The mere fact that it was paying, as rentals on its leased lines, annual sums far in excess of their earning capacity, necessarily prevented anything in the nature of profitable operation. The unpleasant fact is that these dividends were paid with borrowed money merely to make the stock marketable. It is not unlikely that the padded construction accounts, already described, may have concealed large disbursements of money for unearned dividends. When the Metropolitan was listed in 1897, it immediately went beyond par. The excitement that followed forms one of the most memorable chapters in the history of Wall Street.

The investing public, egged on by daring and skillful stock manipulators, simply went mad and purchased not only Metropolitan but street railway shares that were then even more speculative.

It was in these bubble days that Brooklyn Rapid Transit soared to heights from which it subsequently descended precipitately. Under this stimulus, Metropolitan stock ultimately sold at $269 a share. While the whole investing public was scrambling for Metropolitan, the members of the exploiting syndicate found ample opportunity to sell. The real situation became apparent when William C. Whitney died in 1904 leaving an estate valued at $40,000,000. Not a single share of Metropolitan was found among his assets! The final crash came in 1907, when the Metropolitan, a wrecked and plundered shell, confessed insolvency and went into a receivership. Those who had purchased its stock found their holdings as worthless as the traditional western gold mine. The story of the Chicago and Philadelphia systems, as well as that of numerous other cities, had been essentially the same. The transit facilities of millions of Americans had merely become the instruments of a group of speculators who had made huge personal fortunes and had left, as a monument of their labors, street railway lines whose gross overcapitalization was apparent to all and whose physical dilapidation in many cases revealed the character of their management.

 

It seems perhaps an exaggeration to say that the enterprises which have resulted in equipping our American cities and suburbs with trolley lines and electric lighting facilities have followed the plan of campaign sketched above. Perhaps not all have repeated the worst excesses of the syndicate that so remorselessly exploited New York, Chicago, and Philadelphia. Yet in most cases these elaborate undertakings have been largely speculative in character. Huge issues of fictitious stock, created purely for the benefit of inner rings, have been almost the prevailing rule. Stock speculation and municipal corruption have constantly gone hand in hand everywhere with the development of the public utilities. The relation of franchise corporations to municipalities is probably the thing which has chiefly opened the eyes of Americans to certain glaring defects in their democratic organization. The popular agitation which has resulted has led to great political reforms. The one satisfaction which we can derive from such a relation as that given above is that, after all, it is representative of a past era in our political and economic life. No new “Metropolitan syndicate” can ever repeat the operations of its predecessors. Practically every State now has utility commissions which regulate the granting of franchises, the issue of securities, the details of construction and equipment and service. An awakened public conscience has effectively ended the alliance between politics and franchise corporations and the type of syndicate described in the foregoing pages belongs as much to our American past as that rude frontier civilization with which, after all, it had many characteristics in common.

 

CHAPTER VI. MAKING THE WORLD’S AGRICULTURAL MACHINERY

 

The Civil War in America did more than free the negro slave: it freed the white man as well. In the Civil War agriculture, for the first time in history, ceased to be exclusively a manual art.

Up to that time the typical agricultural laborer had been a bent figure, tending his fields and garnering his crops with his own hands. Before the war had ended the American farmer had assumed an erect position; the sickle and the scythe had given way to a strange red chariot, which, with practically no expenditure of human labor, easily did the work of a dozen men. Many as have been America’s contributions to civilization, hardly any have exerted greater influence in promoting human welfare than her gift of agricultural machinery. It seems astounding that, until McCormick invented his reaper, in 1831, agricultural methods, in both the New and the Old World, differed little from those that had prevailed in the days of the Babylonians. The New England farmer sowed his fields and reaped his crops with almost identically the same instruments as those which had been used by the Roman farmer in the time of the Gracchi. Only a comparatively few used the scythe; the great majority, with crooked backs and bended knees, cut the grain with little hand sickles precisely like those which are now dug up in Etruscan and Egyptian tombs.

 

Though McCormick had invented his reaper in 1831, and though many rival machines had appeared in the twenty years preceding the Civil War, only the farmers on the great western plains had used the new machinery to any considerable extent. The agricultural papers and agricultural fairs had not succeeded in popularizing these great laborsaving devices. Labor was so abundant and so cheap that the farmer had no need of them. But the Civil War took one man in three for the armies, and it was under this pressure that the farmers really discovered the value of machinery. A small boy or girl could mount a McCormick reaper and cut a dozen acres of grain in a day. This circumstance made it possible to place millions of soldiers in the field and to