CBM2015-00091
`CBM2015—00091
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`EXHIBIT 2040
`EXHIBIT 2040
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`PART 3
`PART 3
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`
`
`Hospita ity
`Foundations II
`
`The Hospitality Industry in the
`
`United States in the Twentieth Century
`
`
`
`After reading and studying this chapter, you should be able to:
`1 List the important inventions of the late nineteenth century and
`describe the impact of each on the hospitality industry.
`
`Identify three major reasons for the growth in mass travel after World
`War II.
`
`List the principal appealing features of a vacation cruise.
`
`Discuss the importance of railroads to travel in the United States
`during the first half of the twentieth century.
`Identify Amtrak and trace its development.
`
`Discuss the early history of aviation and explain the importance of
`mail contracts to airline development.
`
`List and discuss three results of the Airline Deregulation Act
`of 1978.
`
`Describe in general terms the principal developments in the three
`major segments of the industry—restaurants, hotels, and resort
`hotels—in the period from 1900 onward.
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`9 Identify each of the following and describe their principal
`contributions to the development of the hospitality industry:
`Ellsworth M. Statler; Conrad Hilton; Howard Johnson; J. Willard
`Marriott; Kemmons Wilson; Ray Kroc.
`
`
`Following a golden age of invention in the late nineteenth century,
`there had been some dramatic changes in American life. Electricity, for
`example, was beginning to replace gas to illuminate homes and offices.
`Henry’Ford and others were further developing the recently invented
`automobile, which promised new and improved methods of motor
`transport. Streets and roads were being paved and otherwise improved
`in cities, towns, and rural areas so that people could take full advan-
`tage of the new automobiles. The telephone was becoming common,
`making voice communication possible over long distances, just as the
`railroads had made rapid transit between cities and regions a reality.
`These and other important developments were moving America
`toward becoming the world’s foremost economic power. This dramatic
`increase in economic development gave rise to more travel for Ameri-
`cans than they had ever known before, setting the stage for the major
`developments in America's hospitality industry.
`_
`The first half of the twentieth century was a time of rapid growth
`for American business. This growth produced an increase in travel,
`particularly business travel. Long—distance trips were still primarily by
`train, but use of the automobile was becoming increasingly common.
`New paved roads were constructed in the early part of the century, and
`more and more of the older unpaved roads were paved. By 1920, it was
`becoming possible in many parts of the country to drive an automobile
`from one city to another without using the dirt roads of earlier
`decades.
`I
`The first recorded journey across the United States by automobile
`was undertaken in 1903 by a physician from Vermont named Nelson
`Jackson. It took Dr. Jackson sixty—nine days—from May 23 to August 1
`——to drive from New York City to San Francisco. Many of those days
`were spent in hotels, waiting for the automobile to be fixed and for
`parts to be shipped. America's roads were not yet well suited to
`long-distance driving.
`World War II marked a turning point in travel and hospitality. After
`1945,
`the hospitality industry embarked on a period of dramatic
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`Chapter Three > Hospitality Foundations II
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`8]
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`change that was unequaled and unparalleled at any time in history.
`Travel, transportation, foodservice and lodging—literally every aspect
`of travel and hospitality——were affected.
`In the nineteenth century and the first half of the twentieth, the
`average American did not engage in long—distance travel for pleasure.
`The only people to travel long distances frequently were businessmen
`and theatrical people (who could not earn their livings without travel-
`ing) and the wealthy, who had the time and money to travel for plea-
`sure. The workweek for the average American was five and one half or
`six days, and very few Americans were able to take vacations. Those
`who were able to do so were not necessarily given vacations with pay.
`The cost of long—distance travel forivacations was quite beyond the
`financial ability of most Americans. For the majority, “travel” might
`mean an occasional trip to the seashore, a not—too—distant lake, or a
`short journey to visit relatives in a nearby community.
`
`> Mass Travel
`
`After World War II, great numbers of Americans began to travel. Of the
`many reasons for this, there were three of special significance for the
`hospitality industry.
`
`1. Economic life was changing for many Americans. More indus-
`tries were becoming unionized, and the contracts that resulted from
`collective bargaining provided for shorter workweeks, higher wages,
`and more fringe benefits. Vacations with pay became nearly universal
`for both unionized workers and for nonunionized white-collar workers
`
`who had held their jobs for the stipulated prerequisite periods (one
`year was a typical minimum). In general, Americans in all walks of life
`began to have more leisure time than ever before in history. This set
`the stage for increased travel.
`
`2. Modes of transportation were changing. America’s railroads
`were in decline, and the automobile became the primary means of pri-
`vate transportation for local and long—distance travel. The airplane was
`increasingly regarded as the major means of public transportation for
`long—distance travel. With increased volume and improved technology,
`travel also became more affordable. This led to the development of
`new travel destinations.
`
`3. Major improvements were made in Americas highways. With
`the decline of the railroads and growing reliance on motor vehicles-
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`both trucks and cars——the development of a national network of supe-
`rior, limited-access highways became an important public concern.
`There had been major highways for a number of years in all regions
`of the country. There had never been, however, any coast-to-coast, bor-
`der—to—border network of limited-access, interstate highways. Planning
`for this national system began during President Eisenhower’s adminis-
`tration, and construction proceeded in the following years.
`
`In the balance of this chapter, we will take a closer look at the vari-
`ous elements in the travel and hospitality mosaic to illustrate the more
`important changes that have taken place in the twentieth century-
`changes that have affected the industry in ways that are evident today.
`
`
`
`The decline of passenger ship and railroad travel, and the development
`of the automobile and airplane are major factors in the changing
`American life in the twentieth century. We begin with a look at the role
`of passenger ship transportation.
`
`P PBSSEIIQEI‘ SIITDS
`
`Until the twentieth century, all travel and transportation between the
`United States and nations overseas was by ship. There was no other
`means for transporting people and goods between Europe and Amer-
`ica, or between Asia and America. Ships dominated intercontinental
`travel and-transportation in much the same way that railroads domi-
`nated domestic travel and transportation.
`World War II brought a halt to most scheduled passenger shipping.
`Many passenger ships were used for troop transports, and some were
`sunk by enemy submarines. After the war, passenger service resumed.
`The luxurious SS France was built in 1961, and the Queen Elizabeth II
`
`went into service in 1968. Although the United States has never
`invested heavily in passenger ships, it did build the United States, a
`superliner, in 1952. At the time, this was the fastest liner afloat, capa-
`ble of a speed of 35 knots. By this time,‘however, the days of transat-
`lantic passenger ships were numbered, and the United States never car-
`ried the numbers of passengers that might have been possible some
`thirty years earlier. By the late 1960s, the United States had to be taken
`out of service for lack of passengers.
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`The beginning of the end of transatlantic passenger crossings came
`in 1957, the first year more people crossed the Atlantic by plane than
`by ship. Travelers no longer wanted to spend five to seven days travel-
`ing to Europe by ship when a plane would take them across the At-
`lantic in a matter of hours. The last ship to provide scheduled transat-
`lantic service was the Queen Elizabeth II, and this was only during the
`summer months.
`
`Today, most of the grand transoceanic liners are gone.'The Queen
`Mary is permanently docked in Long Beach, California, as a tourist
`attraction. The original Queen Elizabeth sank in Hong Kong harbor.
`The France was sold to the Norwegian Caribbean Line, was refur-
`bished, and is now sailing as the cruise ship Norway. The Queen Eliza-
`beth II is used almost exclusively for long—distancevacation cruising.
`
`vacation Cruising
`
`Vacation cruising goes back one hundred years to 1891 when the
`P&O line, the world's oldest cruise line, began to offer vacation cruises
`to distant parts of the world. For generations, taking a cruise meant
`boarding a ship in Boston, New York, Los Angeles, or some other
`city—then sailing to ports around the world.
`The scheduled lines—those that provided scheduled transoceanic
`service——had specific year-round routes. However,
`sales always
`decreased in winter, which was never a good time to travel by ship. The
`seas were rough, the winds were fierce, and the temperatures could be
`frigid. In the mid 1930s, owners of lines that crossed the Atlantic
`Ocean started scheduling ships for winter vacation cruises to keep
`them going during the cold months when there was limited demand
`for transatlantic service. These ships carried passengers from cold-
`weather ports to warmer climates. New York City was the major port
`of embarkation. Ships that normally traveled from New York to
`Europe went on vacation cruises to the Caribbean, South America, and
`the Mediterranean.
`
`Today, the large seagoing passenger vessels are used almost exclu-
`sively for vacation cruising. They are concentrated in the Mediter-
`ranean, Caribbean, and on the West Coast of the United States. The
`
`typical cruise is three, four, seven, or eight days long, although cruises
`of ten to fifteen days are not uncommon. Extended vacation cruises to
`distant ports of call are still available on ships such as the Queen Eliza-
`beth II, but the greater demand is for short—term cruises that are within
`the budgets of the average working person.
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`Although the ages of vacation cruise passengers are younger and
`the length of the cruises is shorter, the appealing features of cruises
`have not changed over the years; they continue to be
`
`food
`1.
`activities and entertainment
`2.
`3. weather
`
`4.
`
`elegance and comfort
`
`The level of service on many ships is as high as that in luxury
`hotels. Cabin stewards are available twenty-four hours a day and pro-
`vide turndown service in the evening. Food and beverage service is
`commonly available day and night, and all sorts of recreational activi-
`ties are available at any given time. Pursers are there to store valu-
`ables, cash checks, and convert currencies. Because of the high level of
`service, a cruise on one of these luxury liners can be an elegant and
`refreshing experience.
`
`> Railroads
`
`In the United States today, the railroad plays only a minor role in inter-
`city passenger traffic, accounting for about 1 percent of long—distance
`trips. Nevertheless, the historical role of railroads in the expansion and
`development.of many parts of the United States cannot be ignored. In
`the previous chapter, the importance of the railroads was discussed.
`Railroad stops were natural locations for hotels, and resort hotels were
`natural destinations for railroads. In some cases——Henry Flagler’s
`hotels, for example——reaching existing hotels was the chief reason a
`railroad was built.
`The number of miles of railroad track in the United States reached
`a peak in 1916. However, the railroads were still the primary means of
`long—distance public transportation for many years thereafter. All
`through the 1920s, the 1930s, and most of the 19405, American rail-
`roads provided excellent passenger service. In fact, the railroad cars
`were generally considered more comfortable than other means of
`transportation, and the staff was efficient and polite. Trains generally
`ran on time, and food served in the dining cars of some trains was as
`good as that served in some fine restaurants. During the period of their
`greatest popularity, railroads accounted for as much as 70 percent of
`all intercity traffic.
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`The best intercity trains were named, just as cruise ships are
`named. In fact, the practice of naming trains continues with Amtrak.
`Some of the famous trains of the past include the following.
`
`The Twentieth Century Limited. The deluxe train of the New York Central
`Railroad, this train provided service between New York City and
`Chicago. It was introduced in 1902 and made its last run in 1967.
`The Broadway Limited. This train was inaugurated in 1902 by the
`Pennsylvania Railroad; it traveled between New York City and
`Chicago as competition for the Twentieth Century Limited. Amtrak
`retains a train with this name.
`
`The Panama Limited. Started by the Illinois Central Railroad in 1912,
`this train ran between Chicago and New Orleans.
`The Super Chief This train was inaugurated in 1936 by the Santa Fe
`Railroad to provide service between Chicago and Los Angeles.
`
`After World War II, competition from airlines and private automo-
`biles led to a decrease in the number of railroad passengers. Passenger
`
`service has never been highly profitable, and decreased ridership
`caused the railroads to operate at a loss. As a result, passenger service
`began to deteriorate: service was perceived as less friendly; cars were
`not kept in the best condition; and food in dining cars was not up to
`previous standards. Roadbeds for the railroad track were not well
`maintained, and train travel was less comfortable than it had been.
`
`The original
`Panama Limited
`
`was inaugurated in
`1912 by the Illinois
`Central Railroad to
`
`provide rail service
`between Chicago
`and New Orleans.
`Pictured here is
`
`Amtral<’s updated
`version of that
`
`tarned train. (Photo
`courtesy of
`Amtrak.)
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`> Foundations
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`Railroads were required by law to maintain passenger service; but
`because it was not profitable, they spent less money on the service—
`with predictable results.
`
`Creation of Amtrak
`
`In an attempt to preserve long—distance train service, the federal gov-
`ernment formed Amtrak in 1971. It is a national passenger train ser-
`vice but differs in organization from railroad service in other coun-
`tries. Amtrak is a quasi—public corporation that is neither nationalized
`nor completely private. It is independent of the federal government,
`having its own board of directors and nongovernment employees. At
`the same time, it is financially dependent on the federal government,
`which regulates it.
`Amtrak has never made a profit and has been subsidized each year
`by Congress. From its inception in 1971 Congress has given Amtrak
`between $500 million and $800 million each year. This has represented
`35 percent to 50 percent of its total revenues. In an attempt to balance
`its budget, Amtrak has reduced service to locations with limited rider-
`ship. Amtrak management has predicted that it will eventually be able
`to operate without government financial support, but that has not hap-
`pened to date. This attempt at a national rail passenger network con-
`tinues to require subsidy from the federal government and operates
`under continuing financial threat.
`
`> Airlines
`
`The invention of the airplane and the development of commercial pas-
`senger airlines has had the greatest influence on long—distance travel
`since the invention of the railroad. It may be the most important trans-
`portation development in the history of mankind.
`
`lighter-than-Air craft
`
`The first airline, Deutsche Luftschiffahrts AG, was founded on Novem-
`
`ber 16, 1909. It was more commonly known as Delag. Headquartered
`in Frankfurt, Germany, its purpose was to operate zeppelin airships.
`These were a particular type of lighter—than-air craft known as dirigi—
`bles. They were similar in appearance to blimps seen today in the skies
`over major sports and entertainment events advertising Goodyear and
`Met Life.‘
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`Lighter-than-air craft have been around for many years. The first
`successful one was constructed and flown as early as 1852 by Henri
`Giffard from Paris to Trappe.
`The name zeppelin comes from Count Ferdinand von Zeppelin,
`who designed many successful lighter-than-air craft. These airships
`were constructed of a lightweight frame connected to gas cells that
`was covered by a thin exterior "skin” of aluminum and powered by
`internal combustion engines. Zeppelins were an important part of
`early aviation and transported many passengers throughout Europe
`and across the Atlantic. The popularity of the zeppelin reached a high
`point in commercial aviation in 1929, when the GrafZeppeZin, a large
`version of the original zeppelin, made a historic round-the-world flight
`in twenty—one days, seven hours, and thirty—one minutes. The GrafZep—
`pelin flew until 1940, when it was finally retired. Between 1928 and
`1940 it completed 590 flights, including 140 Atlantic crossings, and
`carried 13,100 passengers.
`
`commercial Air Travel Service
`
`The first scheduled air service on a commercial airplane was January 1,
`1914, from St. Petersburg to Tampa, Florida. It was accomplished by
`the newly formed St. Petersburg—Tampa Airboat Line in a single-
`engine biplane (a plane with two sets of wings) that was open to the
`sky. It appeared to be a successful venture, but for unknown reasons,
`' the airline continued operations only until the end of March of that
`year. During the period of its existence, it carried a total of 1,024 pas-
`sengers.
`
`The first international commercial flight was on January 10, 1919,
`from London to Paris. It was established by the British Royal Air Force
`primarily to provide transportation for government officials attending
`the Paris Peace Conference. Flights continued until September 1919. A
`total of 749 flights were made.
`Another attempt at scheduled passenger service in the United
`States was made by Ryan Airlines in 1925. This was a West Coast air-
`line that flew from Los Angeles to San Diego. That service lasted about
`a year.
`’
`Continual scheduled passenger service did not begin until 1927. It
`was started by Colonial Air Transport, an airline that had a contract to
`carry the mail from Boston to New York. It was one of the many air-
`lines that had been carrying mail for the U.S. Postal Service since
`1918. In 1926, Congress passed the Kelly Act which authorized
`long—term mail contracts for airlines. The passage of the Kelly Act led
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`to the founding of many airline companies. All were competing for the
`contracts to carry U.S. mail; and many, like Colonial Air Transport,
`carried passengers as well. Many of these new airlines failed; some
`succeeded; and many of them merged. By 1931, these mergers had
`resulted in the establishment of such well-known airline carriers as_
`American, Eastern, TWA, and United.
`One very important airline in American aviation history is Pan
`American. It began regular mail service between Key West, Florida,
`and Havana, Cuba, on October 28, 1927. Passenger service on that
`route began in January 1928. Travelers were charged $50 for a one—way
`ticket. Over the next few years, Pan American expanded its routes to
`other Caribbean islands and into South America. By 1934, it was oper-
`ating eighty-five aircraft and carrying over one hundred thousand pas-
`sengers a year.
`
`Martin M-130 China Clipper. In November 1935, Pan American inaugu-
`rated transpacific mail service with its new four—motor seaplane, the
`Martin M—130 China Clipper. It departed from Alameda, California, for
`Manila, in the Philippines, and arrived there almost sixty hours later.
`Paying passengers were allowed on this flight beginning October 21,
`1936. Pan American’s new long—distance seaplanes were named the
`China Clipper, the Philippine Clipper, and the Hawaii Clipper. They
`could carry forty—one passengers and had a cruising speed of 157 miles
`per hour. Pan American subsequently extended this service to Hong
`Kong.
`
`Boeing 314—Vankee Clipper. Airline service over a portion of the Atlantic
`began on June 16, 1937, when Imperial Airways inaugurated service
`between Bermuda and New York. Pan American began its passenger
`service between New York and Southampton, England, on July 8,
`1939, with the Yankee Clipper, another new long—distance plane. It was
`a Boeing 314, which carried seventeen passengers, each paying a fare
`of $375.
`
`DC-3. Most of the planes used on domestic airline routes during the
`latter 1920s and the 1930s were small, accommodating eight to fifteen
`passengers. They cruised between 100 and 135 miles per hour. In 1934,
`Douglas Aircraft introduced its DC—2, a twin—engine plane that could
`travel at a cruising speed of 196 miles per hour. Douglas soon pro-
`duced a larger version, the DC—3, with a cruising speed of 186 miles
`per hour. The DC—3 became the workhorse of civil and military passen-
`ger service for many years. It is said that the DC—3 was the first plane
`
`

`
`One of Pan Am’s
`“clippers,” a Sikorsky
`flying boat, used to
`provide transoceanic
`service from the late
`
`1930s to the early 19403.
`(Photo courtesy of the
`New York Public Library
`Picture Collection.)
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`tliapter Three > Hospitality Foundations II
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`89
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`
`
`that could operate profitably without -the benefit of a mail contract.
`There were a total of 10,655 DC—3s built, and several hundred of them
`
`are still flying today.
`
`commercial let Aircraft. An important development that had profound
`effect on the hospitality industry was the introduction of commercial
`jet aircraft in 1958. Because of their increased speed, flights between
`cities took less time, and this improved people’s perceptions of travel:
`because it consumed less time, it was less arduous than ever before.
`
`More people began to travel by air, and as new—and later, larger-
`models of aircraft were introduced, the relative cost of long—distance
`travel began to decrease. Round—trip fares between cities became less
`than one—way fares had been when piston aircraft were used, and the
`time to travel between cities was cut by nearly half.
`Perhaps one of the most important developments in air travel was
`the introduction of wide—bodied aircraft. The first of these was the
`
`giant Boeing 747, which went into service with Pan American World
`Airways on January 22, 1970. The aircraft had 58 seats in first class
`and 304 in economy class, and a maximum cruising altitude of forty-
`‘five thousand feet. More recent versions of the 747 accommodate as
`
`many as five hundred passengers.
`The 747 is too big and costly to operate on short flights; however,
`it is designed for long-distance routes. Smaller and less costly wide-
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`Pal‘! Two > Foundations
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`bodied aircraft were manufactured about the same time. These include
`
`the DC—10, which has a seating capacity of 270 passengers, and the
`Lockheed 'L1011, which can carry 330 coach passengers or 272 passen-
`gers in a mixed configuration. The DC—10 came into service on August 5,
`1971, and the L1011 on April 216, 1972.
`In June of 1995, the Boeing 777 was introduced. It is a very large,
`two—motored aircraft that can cany 292 passengers. It was designed in
`cooperation with airline representatives and contains many new fea-
`tures for the comfort and safety of passengers. Each of its two motors
`is larger and generates more thrust than each of the motors on the
`747. Other smaller aircraft have been introduced to serve short- to
`
`medium—range flights relatively inexpensively. These include the Boe-
`ing 737, 757, 767, and the McDonnell Douglas MD—80. These smaller
`planes are also now used for long—distance flights when there are a lim-
`ited number of passengers. They feature fuel-efficient engines and
`many modern advances in airline technology.
`
`The Contord. Perhaps the most interesting aircraft is the supersonic
`Concord, a joint development of Britain and France. It underwent
`many years of design and testing before it was put into service. It first
`flew on March 2, 1969, but was not put into service until January 1976.
`This remarkable plane cruises at an amazing 1,332 miles per hour. It is
`a slim delta—winged aircraft that accommodates relatively few passen-
`gers. It can fly from western Europe to New York, however, in about
`three hours, enabling it to arrive in New York at a local time earlier
`than its local time of departure in Europe. It is also very costly to oper-
`ate; therefore, compared with fares on traditional jet aircraft, the Con-
`cord is very expensive.
`
`Airline Regulation
`
`The airline industry in the United States was highly regulated until
`1978. The Civil Aeronautics Board (CAB) allocated routes, approved
`fares, and ruled on mergers. Relatively little competition existed
`among airlines; comparatively few were allowed to serve major routes.
`For example, direct service from New York to Los Angeles might be
`awarded to only two airlines, which would submit proposed fares to
`the Civil Aeronautics Board for approval. Knowing the number of
`potential passengers between New York and Los Angeles, they would
`submit fares that would guarantee a profit. In return for limited com-
`petition, airlines were required to serve cities with few potential pas-
`sengers, where service was unprofitable.
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`Chapter Three > Hospitality Foundations II
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`9]
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`The Airline Deregulation AC! of 1978. The Airline Deregulation Act of
`1978 led to major changes in the airline industry. It eliminated the
`Civil Aeronautics Board and transferred its. responsibilities to the
`Federal Aviation Administration (FAA) and the Department of Trans-
`portation (DOT). The act was designed to increase competition and
`to provide the airlines with more freedom to choose routes and set
`rates.
`
`The Airline Deregulation Act of 1978 had major consequences.
`Major airlines eliminated unprofitable routes, and hundreds of small
`commuter airlines were born to fill the need for commuter service
`from smaller cities. Consolidation of airlines soon followed, and finan-
`
`.
`cially weak airlines went out of business.
`Competition has driven the price of airline travel down, and more
`people are flying than ever before. Airline profits have all but disap-
`peared. The industry is still evolving; it appears that there will be a few
`very large long—distance carriers that will dominate the industry.
`Smaller commuter airlines will be tied very closely with the larger air-
`lines, many of them controlled or owned by the large carriers.
`
`Frequent-Flyer PI'0§|‘a||‘IS
`
`In an effort to develop a loyal customer base, the airlines introduced
`frequent-flyer programs. These are incentive programs that award
`mileage for travel on their airlines and provide various rewards for
`accumulation of miles. The awards may include upgrades to first-class
`seats, free flights, free car rentals, and free hotel rooms. It has been
`estimated that airlines now owe more than three million free
`
`round-trip tickets, enough for flyers to travel at least 5.4 billion miles
`at no cost, as a result of these frequent-flyer programs.
`
`Hub-and-Spoke Routing
`
`In an effort to fill the maximum number of seats on each flight and to
`simplify scheduling, airlines have developed a system of routing com-
`monlyreferred to as the hub-and-spoke method. Each airline has sev-
`eral major airports, that serve as hubs, providing meeting points for
`planes coming from outlying cities (spokes). Flight schedules are
`established so that many planes arrive at the hub at about the same
`time. Passengers then change planes and proceed to their final destina-
`tions. Delta, for example, has a major hub in Dallas. Many flights orig-
`inating in Boston, New York, Philadelphia, Pittsburgh, Washington,
`Atlanta, and elsewhere fly directly to Dallas. They are scheduled to A
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`Figure 3-1
`
`Airlines commonly
`use the hub—and—
`
`spoke method to
`route aircraft, as
`illustrated here.
`
`Capital
`
`City Population
`Over 1,000,000
`Over 500,000
`Over 100,000
`Under 100,000
`
`800 miles
`
`arrive in Dallas within approximately one half hour of each other. On
`arrival, passengers change planes and proceed to their final destina-
`tions. Not all flights on any airline are scheduled this way, of course. A
`number of them still operate as direct flights.
`The hub-and-spoke method has advantages over direct routing.
`The major advantage to the airlines is that flights can be more fully
`booked. For example, suppose that on a given day, Delta has sold three
`hundred tickets on flights from Boston: one hundred for Los Angeles,
`one hundred for San Francisco, and one hundred for Seattle. If it
`
`scheduled three direct nonstop flights, one to each of the three cities,
`each plane would be only about one-half full. However, using the
`hub—and-spoke method, only one wide—bodied plane need be used. It
`could be scheduled to go, for example, to Los Angeles. The plane
`would stop first in Dallas where it would meet other planes coming
`from New York, Washington, and other cities. Those passengers con-
`tinuing to Los Angeles would stay on board, whereas those for Seattle
`and San Francisco would transfer to other planes that had come from
`New York and Washington. The Los Angeles plane would be filled
`from passengers transferring from the New York and Washington
`flights.
`From the viewpoint of the passenger, the advantage of the hub-
`and—spoke method is that one can fly to virtually any city in the Delta
`system with only one stop and a change of planes. The disadvantage is
`that the stop at the hub makes the time to fly from one city to another
`somewhat longer than it would be for a direct flight. For some flights,
`it is necessary to fly extra distance because it is necessary to go to a
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`chapter Three > Hospitality Foundations II
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`hub airport that may be inconveniently located for the passenger. In
`addition, for those passengers changing planes, there is an increased
`chance that baggage will be lost. And in the event that one incoming
`flight is delayed or canceled, passengers due to transfer to that flight
`will miss their connection and be delayed in Dallas until the next
`scheduled departure for their intended destination.
`
`
`
`The early twentieth century saw the development of some new foodser—
`vice establishments, such as diners, drive—ins, hamburger restaurants,
`roadhouses, and ice-cream stands. These years also gave rise to trends
`that were to become increasingly important. The growing popularity
`of the automobile, for example, led to the development of different
`kinds of restaurants along the highways of America; Roadside diners
`and drive-ins were typical.
`
`P Diners
`
`Diners became common after 1897, when the cities of Boston, New
`York, and Philadelphia began to replace their old horse-drawn trolleys,
`called horsecars, with the new electric variety Many of the horsecars
`were sold to dealers who refitted them with stoves and dishes, then
`resold them as lunch wagons. Later, after World War I, larger well-
`lighted, furnished, and fully equipped versions were manufactured
`especially for use as diners—restaurants that were seen by many as
`imitating for the middle class something of the glamour that had once
`graced the dining cars on the railroads. By 1930, dozens of manufac-
`turers were building diners, which became typical features of the high-
`ways, cities, towns, and villages of America. They were everywhere.
`
`> Drive-ins
`
`Drive-in restaurants were an important development of the automo-
`bile age. J. G. Kirby of Dallas, Texas is credited with the idea for the
`drive—in restaurant. In 1921, he opened the first of a chain of these,
`calling it Pig Stand. These were small restaurants within large parking
`lots that featured food served to customers in their parked automo-
`biles. The idea was widely copied. Orders were taken by young men
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`Part TWO 5 Foundations
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`and women, conveyed to the kitchen, and served when ready. The food
`was served on special trays that hooked onto the frame of the open
`automobile window, and customers could eat without leaving their
`cars. In some drive-ins, servers were equipped with roller skates to
`speed service. Drive—ins were very popular from the 1920s until nearly
`1960.
`
`P other Types Of Restaurants
`
`Other establishments that developed during the period following
`World