[다큐] Rockefeller: The World’s First Billionaire by MagnatesMedia; 록펠러 1세의 전기를 잘 조명한 다큐이기는 하지만, 아로가 보기에는 여전히 부족한 점들이 있다

 

THE STORY OF JOHN D ROCKEFELLER - The business magnate and richest man in the world (and the world’s first billionaire). There was a time when anyone would tremble upon hearing the name John D. Rockefeller. Not only was he the world’s first billionaire, he’s one of the richest people in history. His empire - Standard Oil - became the most dominant monopoly in the world by brutally crushing competitors, taking control of multiple industries, bribing the government into submission, and treating business as if it was war. Because of his ruthless business practices and secretive deals, Rockefeller made many enemies. His career is filled with bitter rivalries like with Andrew Carnegie, and even ferocious battles against US Presidents. But, before he was the titan of the oil industry, Rockefeller was at the very bottom of society. His story is one of only a handful of cases where someone manages to rise from the depths of poverty, to the absolute peak of wealth and power. Rockefeller’s story is at times inspiring, and at times… chilling. It’s an example of what happens when greed and ambition go completely unchecked. This Rockefeller documentary shows the insane true story of John D Rockefeller, the history of Standard Oil and one of the craziest rags to riches stories. At times it’s an inspiring business story with lessons for entrepreneurs, at other times it’s a dark business story showing the worst of corporate greed. And after crushing his competition, through a series of strategic investments Rockefeller became the richest person in the world (even surpassing Andrew Carnegie). Adjusting for inflation, he is one of the richest self made men in history. And when his business empire got split up and he got given shares in other companies, he became even richer as their stock price soared on the stock market. But before all that wealth, let me take you back to 1839, where a young John D. Rockefeller is born into poverty… For more business stories about business magnates and titans of industry, subscribe to MagnatesMedia. I also make business documentary and business movies about modern day big companies, entrepreneurs and business stories. The World's First Billionaire: The Brutal Truth The First Billionaire: The Ugly Truth Rockefeller: The World’s First Billionaire 00:00 Prologue: John D Rockefeller Movie (유머 센스가 돋보이는 소제목) 01:04 Chapter 1: The POOR Mr Rockefeller (유머 센스가 돋보이는 소제목) 06:37 Chapter 2: The YOUNG Mr Rockefeller (유머 센스가 돋보이는 소제목) 12:06 Chapter 3: The AMBITIOUS Mr Rockefeller (유머 센스가 돋보이는 소제목) 17:40 Chapter 4: The RUTHLESS Mr Rockefeller (유머 센스가 돋보이는 소제목) 25:38 Chapter 5: The FORMIDABLE Mr Rockefeller (유머 센스가 돋보이는 소제목) 30:56 Attention is the new oil? 31:56 Chapter 6: The CONTROLLING Mr Rockefeller (유머 센스가 돋보이는 소제목) 36:07 Chapter 7: The POWERFUL Mr Rockefeller (유머 센스가 돋보이는 소제목) 40:16 Chapter 8: The NOTORIOUS Mr Rockefeller (유머 센스가 돋보이는 소제목) 45:26 FREE Shipping Deal! 46:26 Chapter 9: The GENEROUS Mr Rockefeller (유머 센스가 돋보이는 소제목)

 

결론적으로 말해, 잘 만든 다큐. 이 다큐를 통해 (1) 록펠러 1세가 1867년부터 1870년대에 걸쳐 미국을 지배하던 3대 철도 회사 (뉴욕 센트럴 철도, 펜슬베니아 철도, 그리고 이리 철도)와 어떻게 담합을 맺어 부를 축적했는지, 또 급기야는 담합 수준을 넘어 3개 철도 회사를 어떻게 지배하게 되었는지, 좀 더 심층적으로 알게 되었다. 이 3개 철도회사의 역사를 추적해보니 결국은 다 모건/록펠러 재벌에게 귀속된다는 사실도 알게 되었다.

 

^{뉴욕 센트럴 철도 (밴더빌트 1세->밴더빌트 2세/모건/록펠러)}

^{펜슬베니아 철도 (1877년 토마스 A. 스콧/카네기 vs 록펠러 대립구도에서 -> 모건/록펠러)}

^{이리 철도 (제이 굴드->모건/록펠러)}

(2) JP모건이 록펠러의 광석 (ore) 회사와 카네기의 철강 (steel)회사를 합병해서 1901년 역사상 최초의 billion-dollar 회사인 US스틸을 만든 과정을 좀 더 자세히 알 수 있게 되었다. 이 때, 모건과의 협상 주체가 록펠러 1세가 아닌 (27세에 불과했던) 록펠러 2세였고, 록펠러 2세는 모건에게 매각대금으로 돈을 받는 대신 (앞으로 가치가 천정부지로 올라갈) US스틸의 주식을 달라고 요청했다고 한다. 결과는 대성공. (록펠러 1세는 일찍이 자신이 최고의 경영자라고 평가한 Frederick Taylor Gates를 자식에게 붙여줘서 제왕수업을 받게 했다.) 반면, 카네기는 주식으로 매각 대금을 받게 되면 로스차일드-모건 세력이 일으키는 금융공황으로 주식가치가 휴지조각이 될 것을 우려해서 채권으로 받았는데, 그 채권 중 상당부분이 일본 근대화에 투자했던 해외투자 펀드 채권이었다고 한다. 카네기가 갖게 된 막대한 물량의 일본 채권이 미국 월가에 널리 유통되었으리라고는 어렵지 않게 상상할 수 있다. 이것이 미국 재벌들이 일본 근대화를 경제적으로 후원하게 된 배경 중 하나라고 할 수 있다.

록펠러 가문은 카네기, 모건과는 별개로 아나콘다 철강회사라는 또 다른 철강회사를 운영하기도 했다.

 

이 다큐에서 미흡한 부분 몇가지

1. 록펠러가 석유전쟁을 시작하기 1년 전인 1866년에 미국 상류사회에서 존 D. 록펠러를 코넬리우스 밴더빌트, JP 모건, 제임스 스틸먼 등과 연결시켜 주었던 동생 프랭크 록펠러에 대한 이야기가 안 나온다. 그러니 당연히 록펠러 가문이 어떻게 시티은행과 체이스맨해튼 은행 등 미국의 금융업을 장악했는지에 대한 설명도 안 나올 수밖에 없다.

 

https://blog.naver.com/strategicvision/221730201455
록펠러 1세는 상황을 파악하고 동생 윌리엄 록펠러를 1866년 뉴욕으로 보낸다. 윌리엄 록펠러는 JP모건처럼 뉴욕에 록펠러상회를 차린다. 공식적으로는 록펠러 정유회사 수출 업무를 담당하는 것이었다. 허나, 윌리엄 록펠러는 록펠러 1세와 달리 금융 부문에 탁월한 실력을 보유하고 있었다. 이전 직장에서 21살 나이에 연봉 천 달러, 오천만 원(일억 원), 월 사백여만 원(팔백여만 원)을 받았을 정도였다. 해서, 윌리엄 록펠러 은밀한 임무는 정유회사에 융자나 투자를 할 투자자를 찾는 것이었다.

하여, 윌리엄 록펠러는 뉴욕에서 철도왕 벤더필트, 금융왕 JP모건, 후일 시티은행이 되는 뉴욕내셔널시티은행 은행장 제임스 스틸먼을 만난다. 화려한 저택에서 호화로운 파티를 즐기면서 이들의 우정은 자식 대까지 이어져 결혼으로 이어졌다.

 

2. 록펠러 1세가 록펠러 재단을 만든 목적을 기부인 것처럼 미화시켜서 설명하고 있다.

What? "Generous Rockefeller"? Fuck off. There is a rationale behind the establishment of foundations by ultra-wealthy individuals such as John D. Rockefeller, Andrew Carnegie, Andrew W. Mellon, Henry Ford, and Bill Gates. Foundations are not required to pay taxes and they can own up to 20% of stocks. This elucidates why the inheritance tax paid by the Rockefeller family following the death of Rockefeller Jr. in 1964 was only 8% of his wealth (approximately 13 million dollars), as he had contributed over half of his wealth to the Foundation. Notably, during the 1969 senate discussions on tax reforms, Rockefeller III unintentionally revealed that he had not paid a single dollar to the government from his Foundation since 1961.

 

3. 록펠러를 압박했던 루이스 브랜다이스나 시어도어 루즈벨트 같은 사람들이 모두 유태인들이고, 로스차일드 자본과 커넥션이 있었으며, (19세기 말, 러시아 바쿠 유전 발견을 둘러싼 록펠러 vs. 로스차일드 자본간 석유 전쟁에서 보듯) 로스차일드와 록펠러가 경쟁 관계였다는 사실까지 지적했다면 완벽했겠지만, 영상의 대중성은 약해졌을 것이다.

 

 

참조

"I want to create a nation of workers not thinkers." John D. Rockefeller

 

...

 

“he who works all day has no time to make money”- John D Rockefeller 

 

....

 

"His good side was every bit a good as his bad side was."

- Ron Chernow 

 

...

 

https://en.wikipedia.org/wiki/Ida_Tarbell

 

Ida Minerva Tarbell (November 5, 1857 – January 6, 1944) was an American writer, investigative journalist, biographer and lecturer. She was one of the leading muckrakers and reformers of the Progressive Era of the late 19th and early 20th centuries and was a pioneer of investigative journalism.^[1]

Born in Pennsylvania at the beginning of the oil boom, Tarbell is best known for her 1904 book The History of the Standard Oil Company. The book was published as a series of articles in McClure's from 1902 to 1904. It has been called a "masterpiece of investigative journalism", by historian J. North Conway,^[2] as well as "the single most influential book on business ever published in the United States" by historian Daniel Yergin.^[3] The work contributed to the dissolution of the Standard Oil monopoly and helped usher in the Hepburn Act of 1906, the Mann-Elkins Act, the creation of the Federal Trade Commission (FTC), and the passage of the Clayton Antitrust Act.

Tarbell also wrote several biographies over the course of her 64-year career. She wrote biographies on Madame Roland and Napoleon. Tarbell believed that "the Truth and motivations of powerful human beings could be discovered." That Truth, she became convinced, could be conveyed in such a way as "to precipitate meaningful social change."^[1] She wrote numerous books and works on Abraham Lincoln, including ones that focused on his early life and career. After her exposé on Standard Oil and character study of John D. Rockefeller, she wrote biographies of businessmen Elbert Henry Gary, chairman of U.S. Steel, and Owen D. Young, president of General Electric.

A prolific writer and lecturer, Tarbell was known for taking complex subjects—the oil industry, tariffs, labor practices—and breaking them down into informative and easily understood articles. Her articles drove circulation at McClure’s Magazine and The American Magazine and many of her books were popular with the general American public. After a successful career as both writer and editor for McClure’s Magazine, Tarbell left with several other editors to buy and publish The American Magazine. Tarbell also traveled to all of the then 48 states on the lecture circuit and spoke on subjects including the evils of war, world peace, American politics, trusts, tariffs, labor practices, and women's issues.

Tarbell took part in professional organizations and served on two Presidential committees. She helped form the Authors’ League (now the Author's Guild) and was President of the Pen and Brush Club for 30 years.^[4][5] During World War I, she served on President Woodrow Wilson's Women's Committee on the Council of National Defense. After the war, Tarbell served on President Warren G. Harding's 1921 Unemployment Conference.

Tarbell, who never married, is often considered a feminist by her actions, although she was critical of the women's suffrage movement.

 

...

 

 

Union Pacific 철도회사

로스차일드 경쟁/협력 회사였던 Credit Mobilier에서 인수하려다 제이 굴드가 인수했고, 1893년 공황 이후 로스차일드-쉬프-해리먼에게 넘어감

 

https://en.wikipedia.org/wiki/Cr%C3%A9dit_Mobilier

It was founded by the Pereire brothers with a view to countering James Mayer Rothschild's alliance with the industrialist Paulin Talabot regarding competition for the railway expansion.^[6] 

 

https://en.wikipedia.org/wiki/Union_Pacific_Railroad

The original UP was entangled in the Crédit Mobilier scandal, exposed in 1872. As detailed by the New York Sun, Union Pacific's largest construction company, Crédit Mobilier, had overcharged Union Pacific; the railroad would then pass the inflated costs on to the United States government. To convince the federal government to accept the increased costs, Crédit Mobilier had bribed multiple congressmen. Several prominent UP board members (including Durant) had been involved in the scheme.^[8] The ensuing financial crisis of 1873 led to a credit crunch, but not bankruptcy.

As boom followed bust, the Union Pacific continued to expand. A new company, with dominant stockholder Jay Gould, purchased the old on January 24, 1880. Gould already owned the Kansas Pacific (originally called the Union Pacific, Eastern Division, though in essence a separate railroad), and sought to merge it with UP. Through that merger, the original "Union Pacific Rail Road" transformed into "Union Pacific Railway".^[9]

Extending towards the Pacific Northwest, Union Pacific built or purchased local lines to reach Portland, Oregon.^[10] Towards Colorado, it built the Union Pacific, Denver and Gulf Railway: a system combining narrow-gauge trackage into the heart of the Rockies and a standard gauge line that ran south from Denver, across New Mexico, and into Texas.

The Union Pacific Railway would later declare bankruptcy during the Panic of 1893. The resulting corporate reorganization reversed Gould's name change: Union Pacific "Railway" merged into a new Union Pacific "Railroad".^[11][12]

 

https://en.wikipedia.org/wiki/Cr%C3%A9dit_Mobilier_scandal 

The Crédit Mobilier scandal (French pronunciation: [kʁedi mɔbilje]) was a two-part fraud conducted from 1864 to 1867 by the Union Pacific Railroad and the Crédit Mobilier of America construction company in the building of the eastern portion of the first transcontinental railroad. The story was broken by The New York Sun during the 1872 campaign of Ulysses S. Grant.^[1]

A new company, Crédit Mobilier of America, was created by Union Pacific executives to actually build the line albeit at inflated construction costs. Though the railroad cost only $50 million to build, Crédit Mobilier billed $94 million and Union Pacific executives pocketed the excess $44 million. Then, part of the excess cash and $9 million in discounted stock was used to bribe several Washington politicians for laws, funding, and regulatory rulings favorable to the Union Pacific.^[2] The US government gave the Union Pacific empty land to sell in a checkerboard pattern, keeping every other plot. Eventually the fertile land was sold to farmers who shipped out the crops by rail. To get the new project funded, Washington loaned the Union Pacific federal bonds that could be used as collateral when the railroad needed to borrow money. The Union Pacific – about a third of all the nation's railroads – declared bankruptcy during the Panic of 1893. By late 1897 the national economy was quickly reviving and profitability was at hand. An agreement was reached to pay the US Treasury the entire amount of principal and accrued interest on the bonds. The government received every dollar it wanted from the Union Pacific.^[3]

The scandal negatively affected the careers of many politicians and nearly bankrupted Union Pacific. For decades partisan newspapers used the scandal to create widespread public distrust of Republicans, Congress, and the federal government during the Gilded Age.^[4][5][6][7]

 

 https://en.wikipedia.org/wiki/E._H._Harriman

Harriman's father-in-law was president of the Ogdensburg and Lake Champlain Railroad Company, which aroused Harriman's interest in upstate New York transportation. In 1881, at age 33, Harriman acquired the small, broken-down Lake Ontario Southern Railroad. He renamed it the Sodus Bay & Southern, reorganized it, and sold it to the Pennsylvania Railroad at a considerable profit. This was the start of his career as a rebuilder of bankrupt railroads.

Harriman was nearly 50 years old when in 1897 he became a director of the Union Pacific Railroad. By May 1898, he was chairman of the executive committee, and from that time until his death, his word was the law on the Union Pacific system.^{[citation needed]} In 1903, he assumed the office of president of the company.^{[citation needed]} From 1901 to 1909, Harriman was also the president of the Southern Pacific Railroad.^{[citation needed]} The vision of a unified UP/SP railroad was planted with Harriman. (The UP and SP were reunited on September 11, 1996, a month after the Surface Transportation Board approved their merger.)^{[citation needed]}

^...

 

 

^{1867년 이후 록펠러와 담합했던 미국 최대의 3개 철도회사: 뉴욕 센트럴 철도 (밴더빌트 1세->밴더빌트 2세/모건/록펠러), 이리 철도 (제이 굴드->모건/록펠러)}

^{, 그리고 펜슬베니아 철도 (* 1877년에는 갈라진다. 토마스 A. 스콧/카네기 vs 록펠러 -> 모건/록펠러)}

 

^...

 

뉴욕 센트럴 철도: 밴더빌트 소유였고, JP모건이 투자/관여

 

1867년 코넬리우스 밴더빌트 뉴욕센트럴철도 인수 

록펠러는 또한 밴더빌트 가문이 지휘하던 뉴욕 센트럴 철도로부터도 열렬히 환영을 받았다.

 

https://en.wikipedia.org/wiki/Cornelius_Vanderbilt

Once in charge of the Harlem, Vanderbilt encountered conflicts with connecting lines. In each case, the strife ended in a battle that Vanderbilt won. He bought control of the Hudson River Railroad in 1864, the New York Central Railroad in 1867, and the Lake Shore and Michigan Southern Railway in 1869. He later bought the Canada Southern as well. In 1870, he consolidated two of his key lines into the New York Central and Hudson River Railroad, one of the first giant corporations in United States history.^{[15]: 391–442, 474–520}

 

https://en.wikipedia.org/wiki/New_York_Central_Railroad

Vanderbilt years: 1867–1954

 

In 1867, Cornelius Vanderbilt acquired control of the Albany to Buffalo-running New York Central Railroad, with the help of maneuverings related to the Hudson River Bridge in Albany. On November 1, 1869, he merged the railroad with his Hudson River Railroad to form the New York Central and Hudson River Railroad. This extended the system south from Albany along the east bank of the Hudson River to New York City, with the leased Troy and Greenbush Railroad running from Albany north to Troy.

 

한편 그의 아들 윌리엄 H. 밴더빌트는 신중하게 검토한 다음, 개인적으로 스탠더드 오일의 주식을 매입했다. 1870년대에 선견지명을 발휘하여 록펠러가 미국 최대의 부호가 되어 자기 아버지의 것이던 타이틀을 물려받을 것임을 예견한 사람도 바로 이 아들 밴더빌트였다.

https://blog.naver.com/maria1483

1877년 코넬리우스 밴더빌트 사망

Morgan merged with the Philadelphia-based investment bank of Drexel to strengthen his hand, bringing him into direct contact with the well-established Baltimore & Ohio and Pennsylvania railroads. Morgan’s railroad portfolio grew in 1877 when William Vanderbilt decided to sell his family’s holdings in the New York Central Railroad after the death of his father, Cornelius “Commodore” Vanderbilt. Drexel, Morgan handled the sale of these securities, which took several years and resulted in J. P. Morgan becoming a director of the New York Central.

 

1885년에 코닐리어스 밴더빌트의 아들은 J.P. 모건의 재촉 받으며 뉴욕센트럴 철도와 나란히 건설된 웨스터쇼어 철도 인수 결정. 이 인수는 모건이 뉴욕 센트럴 철도와 펜실베니아 철도 사이에 중재한 평화 협정의 일부. 

In 1885 Morgan reorganized the New York, West Shore & Buffalo Railroad; he then leased it to the New York Central. Also in 1885, Morgan brokered an agreement between the NYC and the Pennsylvania Railroad, which were two of the largest railroads in the country. That agreement defused a potentially destructive rate war and rail-line competition between the two railroads.

1880년대 말에 밴더빌트 그룹은 모건의 도움을 받아 4대 철도로 알려진 클리블랜드 신시내티 - 시카고 - 세인트루이스 철도의 주식을 대량 취득. 1880년대 제이피 모건은 당시 2백여 개가 넘게 난립했던 철도회사들을 9개 대기업으로 합병하는 주도적 역할 수행.

 

 

...

 

Erie Railroad: 코넬리우스 밴더빌트와 제이 굴드가 소유권 다툼 했고, 굴드가 이겼으나, 이후 얼마 안 가 대중여론이 악화되어 물러남. 1880년대~90년대는 JP모건 관할이 됨.

 

https://www.britannica.com/summary/J-P-Morgan

In the 1880s and '90s Morgan reorganized several major railroads, notably the Erie Railroad and the Northern Pacific. 

https://www.thestreet.com/lifestyle/who-was-jp-morgan-14650860

And, following the Panic of 1893, the banker helped rehabilitate several more railroads including the Southern Railroad, the Erie Railroad, and the Northern Pacific Railroad.

According to Britannica, by 1902, the mogul controlled (via stock) over 5,000 miles of American railroads. His status was simply unparalleled, but his accomplishments didn’t end there.

 

https://en.wikipedia.org/wiki/Erie_Railroad

American financier J.P. Morgan began to take notice of the railroad, which by the 1890s had become a rapidly expanding coal-hauler; he quietly bought up its stock on behalf of the Erie. The railroad was leased, and soon after took over complete operation of the line. The depression caused the bankruptcy of the NYSW, which was spun off as a private company in 1940, working closely with the NYO&W.^[24]

 

George W. Perkins brought Frederick D. Underwood into the Erie Railroad in 1910. During the eastern railroad strike of 1913 Underwood agreed to accept any ruling made by mediators under the Newlands Reclamation Act. One of the demands made by Erie employees was a 20% increase in wages. Erie management had refused a wage increase, but compromised by asking employees to wait until January, 1915 for any advance. Union leaders agreed to make this an issue which Erie management would settle with its own men. However, W.G. Lee, president of the Brotherhood of Railroad Trainmen, asserted that the only way "to deal with the Erie is through J.P. Morgan & Company, or the banks". Underwood responded from his home in Wauwatosa, Wisconsin, saying "I am running the Erie Railroad: not George W. Perkins, nor J.P. Morgan & Co., nor anybody else."^[11]

...

펜실베니아 철도

 

https://en.wikipedia.org/wiki/Pennsylvania_Railroad

The Pennsylvania Railroad (reporting mark PRR), legal name The Pennsylvania Railroad Company, also known as the "Pennsy", was an American Class I railroad that was established in 1846 and headquartered in Philadelphia. It was named for the commonwealth in which it was established. At its peak in 1882, the Pennsylvania Railroad was the largest railroad (by traffic and revenue), the largest transportation enterprise, and the largest corporation in the world.^[1]

Over its existence, Pennsylvania Railroad acquired, merged with, or owned part of at least 800 other rail lines and companies.^[2] At the end of 1926, it operated 11,640.66 miles (18,733.83 kilometers) of rail line;^{[notes 1][3]} in the 1920s, it carried nearly three times the traffic as other railroads of comparable length, such as the Union Pacific and Atchison, Topeka & Santa Fe railroads. Its only formidable rival was the New York Central Railroad (NYC), which carried around three-quarters of the Pennsy's ton-miles.

In 1968, the Pennsylvania Railroad merged with New York Central and the railroad eventually went by the name of Penn Central Transportation Company, or "Penn Central" for short. The former competitors' networks integrated poorly with each other, and the railroad filed for bankruptcy within two years.^{[4]: Chapter 1}

Bankruptcy continued and on April 1, 1976, the railroad gave up its railroad assets, along with the assets of several other failing northeastern railroads, to a new railroad named Consolidated Rail Corporation, or Conrail for short. Conrail was itself purchased and split up in 1999 between the Norfolk Southern Railway and CSX Transportation, with Norfolk Southern getting 58 percent of the system, including nearly all of the remaining former Pennsylvania Railroad trackage. Amtrak received the electrified segment of the Main Line east of Harrisburg.

After 1976, the railroad eventually became an insurance company and now goes by the name of American Premier Underwriters and is now a subsidiary of American Financial Group.

 

 

 https://en.wikipedia.org/wiki/Pennsylvania_Railroad

Empire Transportation Company[edit]

Main article: Empire Transportation Company

The Empire Transportation Company was founded in 1865 by Joseph D. Potts and became a multimodal freight transportation subsidiary of the Pennsylvania Railroad. It owned oil tanker cars and used them to transport refined oil for mostly independent oil refiners during the era of John D. Rockefeller's and Standard Oil's oil refinery mergers of the 1870s. The company also owned grain freight boats on the Great Lakes and oil pipelines in the oil regions of Pennsylvania. When the company attempted to buy and build some oil refineries in 1877, Standard Oil bought the company.^[8][9]

 

 

 

^{설립자이자 초대}

https://en.wikipedia.org/wiki/John_Edgar_Thomson

John Edgar Thomson (February 10, 1808 – May 27, 1874) was an American civil engineer and industrialist. An entrepreneur best known for his leadership of the Pennsylvania Railroad (PRR) from 1852 until his death in 1874, Thomson made it the largest business enterprise in the world and a world-class model for technological and managerial innovation. The railroad's first Chief Engineer became its third President.^[1]

His sober, technical, methodical, and non-ideological personality had an important influence on the Pennsylvania Railroad, which in the mid-19th century was on the technical cutting edge of rail development. The railroad was known for its conservatism and steady growth while avoiding financial risks. His Pennsylvania Railroad became the largest railroad in the world, with 6000 miles of track, and was notable for generating steady financial dividends, for high-quality construction, constantly improving equipment, technological advances (such as replacing wood with coal as locomotive fuel), and innovation in management techniques for a large complex organization.^[2]

 

 

록펠러 1세와 담합을 하기도 하고 경쟁을 하다 결국 몰락한

https://en.wikipedia.org/wiki/Thomas_A._Scott

Thomas Alexander Scott (December 28, 1823 – May 21, 1881) was an American businessman, railroad executive, and industrialist. In 1861, President Abraham Lincoln appointed him to serve as U.S. Assistant Secretary of War, and during the American Civil War railroads under his leadership played a major role in the war effort. He became the fourth president of the Pennsylvania Railroad (1874–1880), which became the largest publicly traded corporation in the world and received much criticism for his conduct in the Great Railroad Strike of 1877 and as a "robber baron." Scott helped negotiate the Republican Party's Compromise of 1877 with the Democratic Party; it settled the disputed presidential election of 1876 in favor of Rutherford B. Hayes in exchange for the federal government pulling out its military forces from the South and ending the Reconstruction era. In his final years, Scott made large donations to the University of Pennsylvania.

 

 

Great Railroad Strike of 1877[edit]

Despite Scott's best efforts, the Pennsylvania Railroad continued to lose money through the 1870s. Oil magnate John D. Rockefeller had shifted much of his transportation of product for Standard Oil to his pipelines, causing severe problems for the rail industry. Scott still controlled the railway to Pittsburgh, where the pipelines of Rockefeller did not extend, but the two men were unable to come to terms on transportation costs. In response, Rockefeller closed his plants in Pittsburgh, forcing Scott to enact aggressive pay deductions of workers.^[9]

In reaction, railroad workers went off the job and rioted in Pittsburgh; the city was the epicenter of the worst violence in the nation during the Great Railroad Strike of 1877. Scott, often referred to as one of the first robber barons of the Gilded Age, was quoted as saying that the strikers should be given "a rifle diet for a few days and see how they like that kind of bread."^[10] According to historian Heather Cox Richardson, Scott convinced President Hayes to use federal troops to end the strike, providing motivation for the Posse Comitatus Act of 1878.^[11]

Death and legacy[edit]

Thomas A. Scott Grave at the Woodlands Cemetery

Like his counterpart John Work Garrett of the Baltimore and Ohio Railroad, Scott never recovered from the 1877 strike. Scott's crucial business partner, John Edgar Thomson, had died in 1874. Scott suffered a stroke in 1878, limiting his ability to work.^[3] He died on May 21, 1881, and was buried at Woodlands Cemetery in Philadelphia.^[12]

The railroad-based economy of the United States was overtaken by the oil boom. Scott's protege Andrew Carnegie later challenged the Rockefeller monopoly in petroleum from his dominance of the steel industry. Just as the economy of railroads gave way to that of oil, oil in turn would face the emerging dominance of steel.^[9] During the American Civil War, the Union named a steam transport Thomas A. Scott to honor Scott. Ironically, Dr. Samuel Mudd, who had assisted President Lincoln's assassins, used it during his attempted escape from Fort Jefferson, Florida.^[13] Interested in education and health, Scott endowed certain positions at the University of Pennsylvania. His widow also made a variety of endowments in his name at the University of Pennsylvania, including:^[14]

• Thomas A. Scott Fellowship in Hygiene
• Thomas A. Scott Professorship of Mathematics
• University Hospital: endowed beds for patients with chronic diseases.

 

 

https://en.wikipedia.org/wiki/J._P._Morgan

 

In 1869, Morgan wrested control of the Albany and Susquehanna Railroad from Jay Gould and Jim Fisk. 

...

 

member ofNorthern Pacific Railway, New Haven Railroad, Pennsylvania Railroad, Pullman Palace Car Company, Western Union, New York Central Railroad, Albany & Susquehanna Railroad, Aetna, General Electric and U.S. Stee

...

https://www.facebook.com/627570601223269/photos/a.627573641222965/679136992733296/?type=3

[01 바쿠 Baku 유전과 쉘 Royal Dutch Shell]
.
1902년 러일전쟁을 앞둔 일본은
영국을 상대로 500만 파운드의 채권을 발행했으나
채권을 인수한 영국 은행들 중에
바쿠 유전의 이권을 획득(1883)한 로스차일드가 빠졌다.
러시아의 유대인 박해 pogrom를 외면할 만큼
석유는 로스차일드에게도 중요한 사업이었다?
.
.
1859년 펜실바니아의 타이터스빌에서
상업화에 성공한 원유에서 얻어진 등유는
조명용으로 수요가 폭발하며
고래를 잡는 포경 산업이 내리막길로 들어선다.
등유가 밝힌 등불은 유럽에도 번져갔다.
1882년 미국의 등유 수출물량은 816만 배럴로
미국 총생산량의 60%를 넘어선다.
.
유럽이 석유개발에 나서는 것은 당연했다.
특히 카스피해의 항구도시 바쿠 Baku는
펜실바니아 보다 많은 매장량이 예상되는 곳이었다.
오늘날 아제르바이젠의 수도 바쿠의 유전을 개발한 선두 주자는
노벨가 형제들로 루드비히 노벨과 로버트 노벨이 설립한
브로노벨 Bronovel사가 앞서고 있었으나
1883년 프랑스의 로스차일드가는 브로노벨사의 지분 인수로
석유사업에 발을 들이게 된 것이다.
*노벨 형제는 노벨상의 알프레드 노벨 형들이다.
.
하지만
1920년 4월 바쿠가 러시아 혁명군 손에 들어가면서
브로노벨은 국유화 되었으니
러일전쟁을 위한 일본 채권을 거부하며 지킨 사업에서
로스차일드가는 손해를 본 것일까?
.
1888년 바쿠의 석유 생산량이 미국 생산량을 앞지르면서
독점왕 록펠러는 바쿠에 손을 뻗었고
브로노벨과 스탠더드 오일이 시장을 지역적으로 분할하고
생산량을 제한하는 합의를 이끌어 낸다.
록펠러는 여기에 만족할 수 없었고
러시아 혁명 와중에 브로노벨의 지분 50%를 인수한다.
로스차일드의 투자분이 스탠더드 오일 지분으로 보존 된 것이다.
.
.
로스차일드의 석유에 대한 욕망은 그렇게 마무리 되었을까?
1903년에는 로스차일드가 유럽에 가지고 있던
철도망을 바탕으로 등유 수송에 관여하면서
네덜란드의 로열더치 데터딩 사장과 합작으로
석유판매 운송업체인 쉘을 설립한다.
1907년 석유생산의 로열 더치와 운송 판매의 쉘이 합병하면서
세계 2위의 석유업체인 로열 더치 쉘 Royal Dutch Shell도
로스차일스가의 일원이 된다.
이 로열 더치 쉘에서 네덜란드 왕가와 로스차일드가의
인연이 시작 됐고 빌더버그 그룹까지 이어진다.
.
로열더치의 원유 생산지 동남아시아까지의 항로 ..
그 항로의 거리를 40%나 줄이는 수에즈 운하는
로스차일드와 무관 했을까?

...

20세기로 접어들 무렵, 세계 제일의 원유 생산지가 아제르바이잔의 번영하는 항구 도시 바쿠에 있었다. 저 유명한 스웨덴의 노벨(Nobel) 형제들은 1873년에 바쿠 원유 붐(oil boom)을 일으켰고, 곧이어 거대한 유조선들이 그 지역에서 출항하여 지구를 횡단하고 있었다. 

  그 뒤 1883년, 로스차일드가(家) 소유의 석유회사들이 바쿠의 그 현장에 뛰어들었고, 뒤이어 록펠러의 거대 석유회사인 스탠더드 오일 컴퍼니(Standard Oil Company)가 합류했다. 이처럼 열띤 경쟁이 펼쳐진 것은 세계 최고의 원유 생산지를 통제하기 위함이었다.



조셉 스탈린은 젊은 혁명가로서 석유 노동자들의 "조직자"였고, 폭동과 반란을 선동했다. 후에 볼셰비키/공산주의자들이 모스크바에서 권력을 얻자 레닌은 스탈린을 보내 바쿠와 그곳의 유전을 약탈하게 했다.

  당시 록펠러와 로스차일드는 세계 일류 대석유업자와 대은행업자로서 경쟁하고 있었다. 그러나 그 두 경쟁자들은 경쟁이 좋은 것이 아니라는 것을 누가 먼저라고 할 것도 없이 깨달았다. 더 많은 유정을 뚫을수록, 더 많은 원유가 생산될수록, 배럴 당 원유 가격은 더 떨어지기만 했다. 이 때문에 존 D. 록펠러의 불평스런 외침이 터져 나온 것이다. "경쟁은 죄다!"

  그리하여 중개자들의 역할로 한 해결책이 마련되었다. 세계의 시장들을 지리학적으로 나누어서 록펠러와 로스차일드 두 대기업이 각각 그들만의 경계가 분명한 독립 지분을 갖기로 결정한 것이다. 더욱이 원유의 시장가를 가능한 높게 유지하기 위해서 전 세계의 원유 생산량에 제한을 두기로 했다. 협정이 이대로 진행된다면 로스차일드와 록펠러 모두에게 이득이 될 것이었다.

  물론 다른 모든 경쟁자는 억눌러서 원유사업에서 퇴출시킬 예정이었고, 거기에 바쿠의 노벨 오일 컴퍼니(Nobel Oil Company)를 포함시켰다.

  다음에 취해진 조치로, 록펠러-로스차일드 기업연합과 그들의 제휴 은행가들(Schiff, Warburg, Morgan 등)은 계속해서 1917년의 볼셰비키 공산혁명을 자금을 대가며 후원했다. 그들의 꼭두각시 레닌과 스탈린은 얼마 안있어 광대한 소비에트 러시아 제국 위에 군림하게 되었다.



1920년 4월, 레닌은 록펠러-로스차일드 기업연합의 명령에 따라 바쿠에서 행동에 들어갔다. 볼셰비키 군대들과 비정규병들은 아제르바이잔을 공격하여 정복한 뒤 바쿠에 총력을 기울여 맹공을 가했다. 수십만의 거주민들이 살육을 당했으며, 특히 노벨 오일 컴퍼니의 경영진들과 기술자들, 주요 노동자들의 가족들에게 공격이 집중되었다. 그들의 호화로운 대저택들과 가정들이 약탈되었고, 아내들과 자녀들은 강간당하고 고문당하고 살해되었다. 그 뒤 바쿠의 유정탑들과 시설들에 불이 붙여졌는데, 말하자면 그것은 방화였다.

  세계 최고의 원유 생산 지역 중 하나가 즉시로 휙 하고 사라져 버린 것이다. 노벨 형제들은 목숨을 구하기 위해 다시 고국 스웨덴으로 달아났고, 그들이 입은 재정적 손실은 실로 막대했다. 당연히 로스차일드와 록펠러의 바쿠 원유 자산들도 상실되었지만, 이것은 순전히 계획에 따른 것이었다. 그 계획에는 러시아가 공산주의 시대 동안 세계 원유 시장에 참여하지 '않는' 것이 포함되어 있었던 것이다.



이 바쿠 유전 폐쇄로 국제 유가는 즉시 천문학적으로 '뛰어올랐다.' 록펠러와 로스차일드는 그들의 바쿠 자산을 일시적으로 상실한 것에 대해 충분한 보상을 받은 것이다. "창조적 파괴"(Creative Destruction) 덕택에 이 두 부패한 일루미나티 왕조들에게 막대한 부가 안겨진 것이다.

  자, 2010년인 지금 다음을 숙고해 보라. 지구는 한 번 더 석유로 넘쳐나고 있다. 2008년에 배럴당 유가가 147달러였던 것이 2년 만에 78달러로 곤두박이쳤는데, 엎친 데 덮친 격으로 매일같이 훨씬 더 많은 원유가 발견되고 있다. 자, 보란 말일세! 세계 수위의 원유 생산지 중 하나인 미국의 멕시코 만에 비극이 닥치지 않았던가.

  어이, '2010 BP 딥워터 허라이즌 대실패' 씨! 거울을 좀 보게. 1920년경 바쿠 유전의 그 "창조적 파괴" 안에서 두 눈을 말똥거리며 자네를 되쳐다보고 있는 자네의 모습이 보이지 않는가?  BB