The Daily state journal. [volume] (Alexandria, Va.) 1868-1874, 1871-01-11
THE GOVERNMENT AND THE RAIL
ROADS.

crease in political power and influence of
railroad companies, it is recommended that
the government itself should take charge
Of the roads. This might, however, be
but the getting rid of one great evil by the
substitution of still greater. 1t might be
only avoiding Scyla to be drawn into
Charybdis for the control of the roads in
the hands of corrupt government
and there is danger that we may, at
soma future time, have a government
that will not scruple to use corrupt
means to accomplish its ends, and con-
tinue itself in power,-would be more
dangerous to our liberties than when con-
trolled by private individuals, no matter
how tyrannically or unscrupulously they
might use their influence. But, of course
it will be sometime yet, and require a
great deal of agitation, and very lengthy
discussion of the merits of this new pro-
position, before anything definite can be
arrived at in respect to the matter. 1t is
agreat revolution and should not be hastily
entered upon, or without the most mature
deliberation, if, indeed, the proposition
shall ever be entertained as either wise or
feasible.
In the January number of the North
Anssrican ReUieD Charles Francis Adams,
who has devoted considerable time and
attention to this matter, aud written
several able articles upon the subject, con-
tinues, to some extent, his theory that the
General Government ought to assume con-
troll of the railroads. He is alarmed at
the consolidation of roads, and intimates
that it will yet be applied to competing as
we'll as connecting lines. He says that
seventeen years ago six roads divided the
route between Albany and Buffalo, and in
1853 these were consolidated into one.
Three years ago four roads connected New
York with Chicago, and these four were
reduced to two. One year ago five roads
divided among them the distance between
the Atlantic and the Pacific; six months
ago these five were practically reduced to
three.
He asserts that the power OF railroad
corporations is ga disturbing and degrad-
ing influence in our politics" and refer
ring to the managers of the Erie road, he
observes, with great bitterness, that "they
have brought discredit on everything with
which they live in contact, from American
credit to the New York bar" He devotes,
as might have been expected, considerable
space to the land grants with which rail-
road corporations have been endowed, and
states that one time during the last winter
there were railroad schemes pending be-
fore Congress which appropriated 400,-
100000 acres of the public domain--an
area larger than the whole original thir-
teen colonies. One road, the Northern
Pacific, has been endowed with an appan-
age nearly equal to dozen States of the
size of Massachusetts,, and hardly falling
short of the united acres of the five second
class European Kingdoms of Denmark,
Holland Belgium, Portugal and Greece.
As to the mode of assumption of iuris-
diction over railroads Mr.. Adams is not so
explicit as he might be, but he intimates
that jurisdiction might be assumed over all
roads lying in more than one State, or be
confined to certain trunk lines specially
designated as military and post roads.
He seems, however, to be of opinion that
a solution of the difficulty might be found |
in effective regulation of roads by the
States. We quote an instructive para
graph.
"This is the tendency of legislation in many
of the Western States, where the results of
Government medding are still fresh in the
popular memory. Foremost among these
States is Illinois. In the remarkable constitu-
ton just adopted there, the great principle is
for the first time recognized that the railroad
system is exceptional among all Industrial
pursuits, and must be recognized and dealt with
as such. This in itself is an immense stride in
advance. The striking feature of the
Illinois constitution is the strong resolve of its
trainers to do away with what is known in
England as class legislation. sound system
of government should recognize individuals no
more than the laws of nature recognize them.
The law should apply to all, without discrimi-
nation for or against"
The chief ends to be attained by State
legislation are reasonable rates of charges
on the different railroads, and prevention
of unjust discrimination, and extortion in
the rates of freight and passenger tariffs.
Mr.. Adams, however, decidedly holds
that special tribunals are essential to
achieve these ends, and we close this ar
ticle with quoting his views:
"The Legislature should enact its general
laws for the requirements of railroads, as it q
does to meet the innumerable civil and Grim
inal complications which arise but, in the
one case as 10 the other, the judicial and dis /
cretionary action under the general law should l
be devolved upon tribunals specially created
10 take cognzance of them. The Legislature
declares the rule which is the same to all but o
.he degrees of discretion which varying cir | 9
,umstances exact in the application of the rule n
must constitute trust necessarily delegated to 81
,thers. At present all these distinct powers
ire jealously retained by the Legisla-
ures. Their committees sit as courts
md take evidence and listen to argu-
nents. SO far it is WELL at this point, Z
owever, instead of framing a general
aw or Diminishing the individual case
hey undertake to give charter to this appli
ant and to refuse it to that; to pass special
at in 70 IF Al raft N |