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Movie Title Year Distributor Notes Rev Formats Aunt Peg 1980 VCX NonSex 1 DRO Brother and Sister 1973 Gourmet Video Collection NonSex DO Cinderella 2000 (international version) 1977 Retro Seduction Cinema NonSex O Dirty Mind of Young Sally 1973 Something Weird Video NonSex Erotic Adventures of Zorro 1972 Something Weird Video NonSex Erotic City 1985 Metro NonSex 1 DO Garage Girls 1980 Metro NonSex 2 DO Nothing to Hide 1 1981 VCX NonSex 6 DO Prison Girls 1972 Alpha Blue Archives NonSex 1 DRO Suzie Superstar 2 1985 Metro NonSex Career paths The fourth dimension was in management of the workforce, both blue-collar workers and white-collar workers. Railroading became a career in which young men entered at about age 18 to 20, and spent their entire lives usually with the same line. Young men could start working on the tracks, become a fireman, and work his way up the engineer. The mechanical world of the roundhouses have their own career tracks. A typical career path would see a young man hired at age 18 as a shop laborer, be promoted to skilled mechanic at age 24, brakemen at 25, freight conductor at 27, and passenger conductor at age 57. Women were not hired.
White-collar careers paths likewise were delineated. Educated young men started in clerical or statistical work and moved up to station agents or bureaucrats at the divisional or central headquarters. At each level they had more and more knowledge experience and human capital. They were very hard to replace, and were virtually guaranteed permanent jobs and provided with insurance and medical care. Hiring, firing and wage rates were set not by foreman, but by central administrators, in order to minimize favoritism and personality conflicts. Everything was by the book, and increasingly complex set of rules told everyone exactly what they should do it every circumstance, and exactly what their rank and pay would be.[30] Young men who were first hired in the 1840s and 1850s retired from the same railroad 40 or 50 years later. To discourage them from leaving for another company, they were promised pensions when they retired. Indeed, the railroads invented the American pension system.[31] Love-hate relationship with the railroads America developed a love-hate relationship with railroads. Boosters in every city worked feverishly to make sure the railroad came through, knowing their urban dreams depended upon it. The mechanical size, scope and efficiency of the railroads made a profound impression; people who dressed in their Sunday best to go down to the terminal to watch the train come in. David Nye argues that: The startling introduction of railroads into this agricultural society provoked a discussion that soon arrived at the enthusiastic consensus that railways were sublime and that they would help to unify, dignified, expand and enrich the nation. They became part of the public celebrations of Republicanism. The rhetoric, the form, and the central figures of civic ceremonies changed to accommodate the intrusion of this technology....[Between 1828 and 1869] Americans integrated the railroad into the national economy and enfolded it within the sublime.[32] Travel became much easier, cheaper and more common. Shoppers from small towns could make day trips to big city stores. Hotels, resorts and tourist attractions were built to accommodate the demand. The realization that anyone could buy a ticket for a thousand-mile trip was empowering. Historians Gary Cross and Rick Szostak argue:



with the freedom to travel came a greater sense of national identity and a reduction in regional cultural diversity. Farm children could more easily acquaint themselves with the big city, and easterners could readily visit the West. It is hard to imagine a United States of continental proportions without the railroad.[33] The engineers became model citizens, bringing their can-do spirit and their systematic work effort to all phases of the economy as well as local and national government.[34] By 1910, major cities were building magnificent palatial railroad stations, such as the Pennsylvania Station in New York City, and the Union Station in Washington DC.[35] But there was also a dark side. As early as the 1830s, novelists and poets began fretting that the railroads would destroy the rustic attractions of the American landscape. By the 1840s concerns were rising about terrible accidents when speeding trains crashed into helpless wooden carriages.[36] By the 1870s, railroads were vilified by Western farmers who absorbed the Granger movement theme that monopolistic carriers controlled too much pricing power, and that the state legislatures had to impose maximum prices. Local merchants and shippers supported the demand and got some "Granger Laws" passed.[37] Anti-railroad complaints were loudly repeated in late 19th century political rhetoric.[38] The idea of establishing a strong rate fixing federal body was achieved during the Progressive Era, primarily by a coalition of shipping interests.[39] Railroad historians mark the Hepburn Act of 1906 that gave the Interstate Commerce Commission (ICC) the power to set maximum railroad rates as a damaging blow to the long-term profitability and growth of railroads.[40] After 1910 the lines faced an emerging trucking industry to compete with for freight, and automobiles and buses to compete for passenger service.[41] Marketing The general store General store exhibit at the Deaf Smith County Historical Museum in Hereford, Texas General stores, and itinerant peddlers, dominated in rural America until the coming of the automobile after 1910. Farmers and ranchers depended on general stores that had a limited stock and slow turnover; they made enough profit to stay in operation by selling at high prices. Often farmers would barter butter, cheese, eggs, vegetables or other foods which the merchant would resell. Prices were not marked on each item; instead the customer negotiated a price. Men did most of the shopping, since the main criterion was credit rather than quality of goods. Indeed, most customers shopped on credit, paying off the bill when crops, hogs or cattle were later sold; the owner's ability to judge credit worthiness was vital to his success. The store was typically a gathering point for local men to chat, pass around the weekly newspaper, and talk politics.[42][43] In the South the general store was especially important after the Civil War, as the merchant was one of the few sources of seasonal credit available until the cash crops (usually cotton or tobacco) were harvested in the fall. There were very few nearby towns, so rural general stores and itinerant peddlers were the main sources of supply.[44][45][46] Retail in towns and small cities In the small cities consumers had more choices, usually purchasing dry goods and supplies at locally owned department store. Sometimes entrepreneurs opened stores in nearby cities, as did the Goldwater family in Arizona. They had a much wider selection of goods than in the country general stores and price tags that gave the actual selling price. Department stores provided limited credit, and set up attractive displays and, after 1900, window displays as well. Their clerks—usually men before the 1940s—were experienced salesmen whose knowledge of the products appealed to the better educated middle-class women who did most of the shopping. The keys to success were a large variety of high-quality brand-name merchandise, high turnover, reasonable prices, and frequent special sales. The larger stores sent their buyers to Chicago or other big wholesale centers once or twice a year to evaluate the newest trends in merchandising and stock up on the latest fashions. By the 1920s and 1930s, large mail-order houses such as Sears, Roebuck & Co. and Montgomery Ward provided serious competition.[47][48] In response the local department stores came to rely even more on salesmanship as well as close integration with the community.[49][50] See List of defunct department stores of the United States. The big city department store Main article: Department store In every large city department stores appeared in the mid-19th century aimed at affluent women customers. They followed a model that originated in London and Paris, but all the major department stores quickly copied new features from each other.[51] In New York City in 1862, Alexander Turney Stewart built a store on a full city block with eight floors and nineteen departments of dress goods and furnishing materials, carpets, glass and china, toys and sports equipment, ranged around a central glass-covered court. His innovations included buying from manufacturers for cash and in large quantities, keeping his markup small and prices low, truthful presentation of merchandise, the one-price policy (so there was no haggling), simple merchandise returns and cash refund policy, selling for cash and not credit, buyers who searched worldwide for quality merchandise, departmentalization, vertical and horizontal integration, volume sales, and free services for customers such as waiting rooms and free delivery of purchases. Beauty and elegance were central themes, the department stores hired attractive upscale young women to deal with the customers, while the back rooms the men made practically all the decisions.[52][53][54] Self-service Until now retail stores involved customers giving orders to clerks who assembled merchandise. Self-service, whereby the customer roamed the aisles and picked out what she wanted, was innovation in the early 20th century that made possible supermarket grocery chains and other forms of chain stores. Clarence Saunders (1881-1953) launched the self-service revolution with his Piggly Wiggly store in Memphis, Tennessee in 1916.[55] The store depended on personal shopping baskets, branded products, and checkouts at the front. A critical ingredient was the educated consumer who had familiarized herself with brand-name products and prices. By 1922, Piggly Wiggly had opened 1,200 stores in 29 states. Saunders, however, went bankrupt through speculation on Wall Street in 1923. By 1932, the chain had grown to 2,660 stores doing over $180 million annually. The stores were either owned by the firm and franchised. The success encouraged imitators, including Handy Andy stores, Helpy Selfy stores, Mick-or-Mack stores and Jitney Jungle, all of which operated under patented systems.[56] During Great Depression, chain stores became the targets of angry local merchants, who secured the Robinson–Patman Act of 1936; it was a federal law that required all retailers to charge the same price for certain items.[57] Advertising J. Walter Thompson Co. promotes high-powered advertisement, 1903 Main article: History of advertising By 1900 the advertising agency had become the focal point of creative planning, and advertising was firmly established as a profession. At first, agencies were brokers for advertisement space in newspapers. N. W. Ayer & Son was the first full-service agency to assume responsibility for advertising content. N.W. Ayer opened in 1869, and was located in Philadelphia. In 1893, 104 companies spent over $50,000 each on national advertising. Most sold patent medicines, which faded away after the federal food and drug legislation of the early 20th century. Seven innovators had emerged in the big time: Quaker Oats, Armour meat, Cudahy meat, American Tobacco Company, P. Lorillard tobacco, Remington Typewriters, and Procter & Gamble soap. By 1914, two thirds of the top advertisers came from just five industries: 14 food producers, 13 in automobiles and tires, nine in soap and cosmetics, and four in tobacco.[58] Agencies were forever breaking up and reforming, especially when one executive would split taking with him a major client and his team of copywriters.[59] Advertising increased dramatically in the United States after 1900 as industrialization expanded the supply of manufactured products to a very large market. In order to profit from this higher rate of production, industry needed to recruit workers as consumers of factory products. It did so through the invention of mass marketing designed to influence the population's economic behavior on a larger scale.[60] Total advertising volume in the United States grew from about $200 million in 1880 to nearly $3 billion in 1920.[61] The golden age of black entrepreneurship Main article: African-American business history The nadir of race relations was reached in the early 20th century, in terms of political and legal rights. Blacks were increasingly segregated. However the more they were cut off from the larger white community, the more black entrepreneurs succeeded in establishing flourishing businesses that catered to a black clientele. In urban areas, North and South, the size and income of the black population was growing, providing openings for a wide range of businesses, from barbershops [62] to insurance companies.[63][64] Undertakers had a special niche, and often played a political role.[65] Historian Juliet Walker calls 1900-1930 the "Golden age of black business." [66] According to the National Negro Business League, the number black-owned businesses doubled from 20,000 1900 and 40,000 in 1914. There were 450 undertakers in 1900 and, rising to 1000. Drugstores rose from 250 to 695. Local retail merchants – most of them quite small – jumped from 10,000 to 25,000.[67][68][69] One of the most famous entrepreneurs was Madame C.J. Walker (1867-1919); she built a national franchise business called Madame C.J. Walker Manufacturing Company based on her invention of the first successful hair straightening process.[70] College president Booker T. Washington (1856-1915), who ran the National Negro Business League was the most prominent promoter of black business. He moved from city to city to sign up local entrepreneurs into his national network the National Negro Business League.[71][72] Although black business flourished in urban areas, it was severely handicapped in the rural South where the great majority of blacks lived. Blacks were farmers who depended on one cash crop, typically cotton or tobacco. They chiefly traded with local white merchants. The primary reason was that the local country stores provided credit, that is the provided supplies the farm and family needed, including tools, seeds, food and clothing, on a credit basis until the bill was paid off at harvest time. Black businessmen had too little access to credit to enter this business.[73][74] Indeed, there were only a small number of wealthy blacks ; overwhelmingly they were real estate speculators in the fast-growing cities, such as Robert Reed Church in Memphis.[75] Heavy industry Steel Main articles: Carnegie Steel Company and History of the steel industry (1850–1970) Numerous smaller companies when operation before the Civil War the British innovation of making inexpensive steel, which is much stronger than traditional ironwork, cause the radical transformation. Young Andrew Carnegie (1835–1919) was a key leader. He was not an engineer, but he gave experts in the mills in Pittsburgh their lead, and he moved to New York City to sell large quantities of steel for the new bridges, railways and skyscrapers. Eads Bridge across the Mississippi River at ST Louis, opened in 1874 using Carnegie steel By 1890 Carnegie Steel was the world's largest manufacturer of pig iron, steel rails, and coke. In 1888, Carnegie bought the rival Homestead Steel Works, which included an extensive plant served by tributary coal and iron fields, a 425-mile (685 km) long railway, and a line of lake steamships. Consolidation came in 1892 through the Carnegie Steel Company. By 1889, American output of steel exceeded that of Britain, and Carnegie owned a large part of it. By 1900, the profits of Carnegie Bros. & Company alone stood at $40,000,000 with $25,000,000 being Carnegie's share. Carnegie's empire grew to include the J. Edgar Thomson Steel Works, Pittsburgh Bessemer Steel Works, the Lucy Furnaces, the Union Iron Mills, the Union Mill (Wilson, Walker & County), the Keystone Bridge Works, the Hartman Steel Works, the Frick Coke Company, and the Scotia ore mines. Carnegie, through Keystone, supplied the steel for and owned shares in the landmark Eads Bridge project across the Mississippi River in St. Louis, Missouri (completed 1874). This project was an important proof-of-concept for steel technology which marked the opening of a new steel market.[76] U.S. Steel was the iconic billion-dollar industrial corporation. It was formed by banker J. P. Morgan (1837-1913) and lawyer Elbert H. Gary (1846-1927) in 1901 by combining the Carnegie Steel Company with Gary's Federal Steel Company, and several smaller concerns. Carnegie permanently left industry to become a philanthropist on a global basis, and judge Gary ran the operation. In 1907, it received federal permission to buy out its largest competitor, the Tennessee Coal, Iron and Railroad Company, To end a panic on Wall Street. It escaped prosecution for monopoly by arguing it had never engaged in any illegal monopolistic practices. But it was classes, and year-by-year watched its share of the market decline has been competitors entered the steel industry to provide warships, building materials and supply railroad same consumer products. By 1902 U.S. Steel made 67 percent of all the steel produced in the United States. One hundred years later, it accounted for only 8 percent of domestic consumption.[77] Politics Business generally supported the Whig party before the Civil War and the Republican Party ever since.[78][79] During the Reconstruction Era (1865-1877) the business spokesmen in the North generally opposed Radical proposals. Analysis of 34 major business newspapers showed that only 12 discussed politics. Only one, Iron Age, supported radicalism. The other 11 opposed a "harsh" Reconstruction policy, favored the speedy return of the Southern States to congressional representation, opposed legislation designed to protect the Freedmen, and deplored the impeachment of President Andrew Johnson. [80] In the 1936 presidential election business heavily supported the Republicans, with exceptions. A study of 589 top executives and very rich stockholders in 1936 showed that only a third (207) gave $100 or more, with a median donation of $2500.The Republicans received 82% of the money.[81] Campaign donations from businessmen to Franklin Roosevelt and the Democrats came mostly from Southerners, Jews, smaller operations, the beer and liquor industries, and top-level businessmen from New York City


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