A Bit of Honest History of America--- Episode 3

         THE CAPTAINS OF THE INDUSTRIAL EMPIRES 

   Andrew Carnegie was a telegraph clerk at seventeen, then secretary to the head of Pennsylvania Railroad, then broker in Wall Street selling railroad bonds for huge commissions, and was soon a millionaire.  He went toLondon in 1872, saw the Bessemer method of producing steel, and returned to the United States to build a million-dollar steel plant.Foreign competition was kept out by a high tariff conveniently set by Congress, and by1880 Carnegie was producing 10,000 tons of steel a month, making $1.5 million a year in profit. By 1900 he was making $40 million a year, and that year, at a dinner party, he agreed to sell his steel company to J.P. Morgan. He scribbled the price on a note : $492,000,000. 
   Morgan then formed the U.S. Steel Corporation, combining Carnegie's corporation with others. He sold stocks and bonds for $1,300,000,000 [ about 400 million more than the combined worth of the companies] and took a fee of 150 million for arranging the consolidation.  How could dividends be paid to all those stockholders and bondholders ? By making sure Congress passe tariffs keeping out foreign steel ; by closing off competition and maintaining the price at $28 a ton ; AND BY WORKING 200,000 MEN TWELVE HOURS A DAY FOR WAGES THAT BARELY KEPT THEIR FAMILIES ALIVE. 
   And so it went, in industry after industry---shrewd, efficient businessmen building empires, choking out competition, maintaining high prices, keeping wages low, using government subsidies. These industries were the first beneficiaries of the "welfare state." By the turn of the century, American Telephone and Telegraph had a monopoly of the nation's telephone system, International Harvester made 85 percent of all farm machinery, and in every other industry resources became concentrated, controlled. The banks had interests in so many of these monopolies as to create an interlocking network of powerful corporation directors, each of whom sat on the boards of many other corporations. According to a Senate report of the early twentieth century, Morgan at his peak sat on the board of forty-eight corporations, Rockefeller, thirty-seven corporations. 
  Meanwhile, the government of the United States was behaving almost exactly as Karl Marx described a capitalist state : pretending neutrality to maintain order, but serving the interests of the rich. Not that the rich agreed among themselves ; they had disputes over policies.  But the purpose of the state was to settle upper-class disputes peacefully, control lower-class rebellion, and adopt policies that would further the long-range stability of the system. The arrangement between Democrats and Republicans to elect Rutherford Hayes in 1877 set the tone. Whether Democrats or Republicans won, NATIONAL POLICY WOULD NOT CHANGE IN ANY IMPORTANT WAY. 

   When Grover Cleveland, a Democrat, ran for President in 1884, the general impression in the country was that he opposed the power of monopolies and corporations, and that the Republican party, whose candidate was James Blaine, stood for the wealthy. But when Cleveland defeated Blaine, Jay Gould wired him :"I feel . . . that the vast business interests of the country will be entirely safe in your hands." AND HE WAS RIGHT. 
   One of Cleveland's chief advisers was William Whitney, a millionaire and corporation lawyer, who married into the Standard Oil fortune and was appointed Secretary of the Navy by Cleveland. He immediately set about to create a "steel navy," buying the steel at artificially high prices from Carnegie's plants. Cleveland himself assured industrialists that his election should not frighten them. "No harm shall come to any business interest as the result of administrative policy so long as I am President . . . a transfer of executive control from one party to another does not mean any serious disturbance of existing conditions." 
   The presidential election itself had avoided real issues ;  there was no clear understanding of which interests would gain and which would lose if certain policies were adopted. It took the usual form of election campaigns, concealing the basic similarity of the parties by dwelling on personalities, gossip, trivialities. Henry Adams, an astute literary commentator of that era, wrote to a friend about the election : 

   We are here plunged in politics funnier than words can express. Very great issues are involved . . . But the amusing thing is that no one talks about real interests. By common consent they agree to let these alone. We are afraid to discuss them. Instead of this the press is engaged in a most amusing dispute whether Mr. Cleveland had an illegitimate child and did or did not live with more than one mistress. 

   In 1887, with a huge surplus in the treasury, Cleveland vetoed a bill appropriating $100,000 to give relief to Texas farmers to help them buy seed grain during a drought. He said : "Federal aid in such cases . . . encourages the expectation of paternal care on the part of the government and weakens the sturdiness of our national character." But that same year, Cleveland used his gold surplus to pay off wealthy bondholders at $28 above the $100 value of each bond --- a gift of $45 million. 
   The chief reform of the Cleveland administration gives away the secret of reform legislation in America. The Interstate Commerce Act of 1887 was supposed to regulate the railroads on behalf of the consumers. But Richard Olney, a lawyer for the Boston and Maine and other railroads, and soon to be Cleveland's attorney general, told railroad officials who complained about the Interstate Commerce Commission that it would not be wise to abolish the Commission "from a railroad point of view." He explained : 

   The Commission . . . is or can be made, of great use tothe railroads. It satisfies the popular clamor for a government supervision of railroads, at the same time that supervision is almost entirely nominal . . . The part of wisdom is not to destroy the Commission, but to utilize it. 

   Cleveland himself, in his 1887 State of the Union message, had made a similar point, adding a warning : "Opportunity for safe, careful, and deliberate reform is now offered ; and none of us should be unmindful of a time when an abused and irritated people . . . may insist upon a radical and sweeping rectification of their wrongs."
   Republican Benjamin Harrison, who succeeded Cleveland as President from 1889 to 1893, was described by Matthew Josephson, in his colorful study of the post--Civil War years, The Politicos : "Benjamin Harrison had the exclusive distinction of having served the railway corporations in the dual capacity of lawyer and soldier. He prosecuted the strikers[of1877] in the federal courts. . . and he also organized and commanded a company of soldiers during the strike. . ." 
  Harrison's term also saw a gesture toward reform. The Sherman Anti-Trust Act, passed in 1890, called itself "An Act to protect trade and commerce against unlawful restraints" and made it illegal to form a " combination or conspiracy" to restrain trade in interstate or foreign commerce. Senator John Sherman, author of the Act, explained the need to conciliate the critics of monopoly : "They had monopolies . . . of old, but never before such giants as in our day. You must heed their appeal or be ready for the socialist, the communist, the nihilist. Society is now disturbed by forces never felt before . . ." 
   When Cleveland was elected President again in 1892, Andrew Carnegie, in Europe, received a letter from the manager of his steel plants, Henry Clay Frick : "I am very sorry for President Harrison, but I cannot see that our interests are going to be affected one way or the other by the change in administration." Cleveland, facing the agitation in the country caused by the panic and depression of 1893, used troops to break up "Coxey's Army," a demonstration of unemployed men who had come to Washington, and again to break up the national strike on the railroads the following year. 

                         MORE TO COME. STAY TUNED. 
  

   

A BIT of HONEST HISTORY OF AMERICA --- Episode 2

     OUR RAILROADS WERE BUILT MOSTLY ON FRAUD

   The wild fraud on the railroads led to more control of railroad finances by bankers, who wanted more stability ---- profit by law rather than by theft. By the 1890s, most of the country's railway mileage was concentrated in six huge systems. Four of these were completely or partially controlled by the House of Morgan, and two others by the bankers Kuhn, Loeb, and Company. 
   J.P.Morgan had started before the war, as the son of a banker who began selling stocks for the railroads for good commissions. During the Civil War he bought five thousand rifles for $3.50 each from an army arsenal, and sold them to a general in the field for $22 each. The rifles were defective and would shoot off the thumbs of the soldiers using them. A congressional committee noted this in the small print of an obscure report, but a federal judge upheld the deal as the fulfillment of a valid legal contract. 
   Morgan has escaped military service in the Civil War by paying $300 to a substitute. So did John D. Rockefeller, Andrew Carnegie, Philip Armour, Jay Gould, and James Mellon. Mellon's father had written to him that "a man may be a patriot without risking his own life or sacrificing his health. There are plenty of lives less valuable." 
   It was the firm of Drexel, Morgan and Company that was given a U.S. government contract to float a bond issue of $260 million. The government could have sold the bonds directly ; it chose to pay the bankers $5 million in commission. 
   On January 2, 1889, as Gustavus Myers reports : 

     . . . a circular marked "Private and Confidential" was issued by the three banking houses of Drexel, Morgan & Company, Brown Brothers & Company, and Kidder, Peabody & Company. The most painstaking care was exercised that this document should not find its way into the press or otherwise become public . . . Why this fear ? Because the circular was an invitation . . . to the great railroad magnates to assemble at Morgan's house, No. 219 Madison Avenue, there to form, in the phrase of the day, an iron-clad combination . . . a compact which would efface competition among certain railroads, and unite those interests in an agreement by which the people of the United States would be bled even more effectively than before. 

   There was a human cost to this exciting story of financial ingenuity. That year, 1889, records of the Interstate Commerce Commission showed that 22,000 railroad workers were killed or injured. 
   In 1895 the gold reserve of the United States was depleted, while twenty-six New York City banks had $129 million in gold in their vaults. A syndicate of bankers headed by J. P. Morgan & Company,  August Belmont & Company, the National City Bank, and others offered to give the government gold in exchange for bonds. President Grover Cleveland agreed. The bankers immediately resold the bonds at higher prices, making $18 million profit. 
   A journalist wrote : "If a man wants to buy beef, he must go to the butcher . . . If Mr. Cleveland wants much gold, he must go to the big banker." 
   While making his fortune, Morgan brought rationality and organization to the national economy. He kept the system stable. He said : "We do not want financial convulsions and have one thing one day and another thing another day." He linked railroads to one another, all of them to banks, banks to insurance companies. By 1900, he controlled 100,000 miles of railroad, half the country's mileage. 
   Three insurance companies dominated by the Morgan group had a billion dollars in assets.  They had $50 million a year to invest --- money given by ordinary people for their insurance policies.  Louis Brandeis, describing in his book Other People's Money [ before he became a Supreme Court justice] , wrote : "They control the people through the people's own money." 
   John D. Rockefeller started as a bookkeeper in Cleveland, became a merchant, accumulated money, and decided that, in the new industry of oil, who controlled the oil refineries controlled the industry. He bought his first oil refinery in1862, and by 1870 set up Standard Oil Company of Ohio, made secret agreements with railroads to ship his oil with them if they gave him rebates --- discounts --- on their prices, and thus drove competitors out of business. 
  One independent refiner said : "If we did not sell out . . . we would be crushed out. . . There was only one buyer on the market and we had to sell at their terms." Memos like this one passed passed among Standard Oil officials : "Wilkerson & Co. received car of oil Monday 13th . . . Please turn another screw." A rival refinery in Buffalo was rocked by a small explosion arranged by Standard Oil officials with the refinery's chief mechanic. 
   The Standard Oil Company, by 1899, was a holding company which controlled the stock of many other companies. The capital was $110 million, the profit was $45 million a year, and John D. Rockefeller's fortune was estimated at $200 million. Before long he wouldmove into iron, copper, coal, shipping, and banking [ Chase Manhattan Bank ] . Profits would be $81 million a year, and the Rockefeller fortune would total two billion dollars. 

   THIS SAD SAGA WILL CONTINUE. STAY TUNED. 

    
   

A bit of honest history of America --- Episode 1

ROBBER BARONS AND HORATIO ALGER BULLSHIT 

  In the year 1877, the signals were given for the rest of the century: the black would be put back ; the strikes of the white workers would not be tolerated ; the industrial and political elites of North and South would take hold of the country and organize the greatest march of economic growth in human history. They would do it with the aid of, and at the expense of, black labor, white labor, Chinese labor, European immigrant labor, female labor, rewarding them differently by race, sex, national origin, and social class, in such a way as to create separate levels of oppression --- a skillful terracing to stabilize the pyramid of wealth. 
   Between the Civil War and 1900, steam and electricity replaced human muscle, iron replaced wood, and steel replaced iron [ before the Bessemer process, iron was hardened into steel at the rate of 3 to 5 tons a day ; now the same amount can be processed in 15 minutes] . Machines could now drive steel tools. Oil could lubricate machines and light homes, streets, factories. People and goods could move by railroad, propelled by steam along steel rails ; by 1900 there were 193,000 miles of railroad. The telephone, the typewriter, and the adding machine speeded up the work of business. 
  Machines changed farming. Before the Civil War it took 61 hours of labor to produce an acre of wheat. By 1900, it took 3 hours, 19 minutes. Manufactured ice enabled the transport of food over long distances, and the industry of meatpacking was born. 
   Steam drove textile mill spindles ; it drove sewing machines. It came from coal.  Pneumatic drills now drilled deeper into the earth for coal. In 1860, 14 million tons of coal were mined ; by 1884 it was 100 million tons. More coal meant more steel, because coal furnaces converted iron into steel ; by 1880 a million tons of steel were being produced ; by 1910, 25 million tons. By now electricity was beginning to replace steam. Electrical wire needed copper, of which 30,000 tons were produced in 1880 ; 500,000 tons by 1910. 
   To accomplish all this required ingenious inventors of new processes and new machines, clever organizers and administrators of the new corporations, a country rich with land and minerals, and a huge supply of human beings to do the back-breaking, unhealthful, and dangerous work.  Immigrants would come from Europe and China, to make the new labor force. Farmers unable to buy the new machinery or pay the new railroad rates would move to the cities. Between 1860 and 1914, New York grew from 850,000 to 4 million, Chicago from 110,000 to 2 million, Philadelphia from 650,000 to 1.5 million. 
   In some cases the inventor himself became the organizer of businesses --- like Thomas Edison, inventor of electrical devices. In other cases, the businessman compiled other people's inventions, like Gustave Swift, a Chicago butcher who put together the ice-cooled railway car with the ice-cooled warehouse to make the first national meatpacking company in 1885. James Duke used a new cigarette-rolling machine that could roll, paste, and cut tubes of tobacco into 100,000 cigarettes a day ; in 1890 he combined the four biggest cigarette producers to form the American Tobacco Company.  
   WHILE SOME MILLIONAIRES STARTED IN POVERTY, MOST DID NOT.  A study of the origins of 303 textile, railroad, and steel executives of the 1870s showed that 90 percent came from middle-or upper-class families. THE HORATIO ALGER STORIES OF "RAGS TO RICHES" WERE TRUE FOR A VERY FEW MEN, BUT MOSTLY A MYTH, AND A USEFUL MYTH FOR CONTROL. 
  Most of the fortune building was done legally, with the collaboration of the government and the courts. Sometimes the collaboration had to be paid for. Thomas Edison promised New Jersey politicians $1,000 each in return for favorable legislation. Daniel Drew and Jay Gould spent $1 million to bribe the New York legislature to legalize their issue of $8 million in "watered stock" [ stock not representing real value] on the Erie Railroad.
   The first transcontinental railroad was built with blood, sweat, politics and thievery, out of the meeting of the Union Pacific and Central Pacific railroads. The Central Pacific started on the West Coast going east ; it spent $200,000 in Washington on bribes to get 9 million acres of free land and $24 million in bonds, and paid $79 million, an overpayment of $36 million, to a construction company which really was its own. The construction was done by three thousand Irish and ten thousand Chinese, over a period of four years, working for one or two dollars a day. 
   The Union Pacific started in Nebraska going west. It had been given 12 million acres of free land and $27 million in government bonds. It created the Credit Mobilier company and gave them $94 million for construction when the actual cost was $44 million. Shares were sold cheaply to Congressmen to prevent investigation. This was at teh suggestion of Massachusetts Congressman Oakes Ames, a shovel manufacturer and director of Credit Mobilier, who said : "There is no difficulty in getting men to look after their own property." The Union Pacific used twenty thousand workers ---war veterans, and Irish immigrants, who laid five miles of track a day and died by the hundreds in the heat, the cold, and the battles with the Indians opposing the invasion of their territory. 
   Both railroads used longer, twisting routes to get subsidies from towns they went through. In 1869, amid music and speeches, the two crooked lines met in Utah. 

              MUCH MORE TO COME. STAY TUNED.