The true northerner. [volume] (Paw Paw, Mich.) 1855-1920, 1873-09-19
From. O'a sla Ne''.
Farmers and Railroads.
BY EDWARD SIAEwoOD.


There are undoubtedly many people who re-
joice at the present warlike attitude OF the
western farmers and the western railroans.-
They look upon the contes. siWpiy a. Ineans
OF ADVANCING thcir own persousl aud political
fortunes. Both to diaLterested spectators OF
the battle, and 10 those WHO are sincerely and
actively engaged in it. the necessity for hostii-
ties must be a source OF profound regret.
To the first class il ls warfare between in-
;eresis; interests that shouid be friendly ard
harmonious warfare thct Of necessity, die
arranges values all over the country, interferes
with and checks business, and sets up local
issue TO be fought over IN a manner that prom
ises anything hut an iucrease OF political purity
in the country. To those among the combat
ants who reflect seriouNY on tho situation. aid
on tho possible results OF this transportation
war, their course must seem Ike Unsuitable
assault" upon the man who should be their best
friend. II is a. impossible FOR the railroads u
get along without the farmers as for the farm
ers to get along without the railroads, The two
parties cannot prosper il they are to remain
permanently hostile TO each other. The rail-
road managers shoul1 desire aryth,ng rather
than complete victory; for such a result
would leave g spirit Of hatred in the defeated
that would rankle, and By aud by break ont
again III new way and new place. The faru-
ere, too. should be careful lea; they go too Ear,
for il they make the railroad business unproft-
able, they win be in worse position than they
have been in heretofore.
There are two sides to this question. 1t il
the purpose OF this article to state as briefly
and concisely as possible the facts and the
arguments on both sdes.
What is the matter in controversy The
most general statement would be, that the
farmers believe that the railroads charge toe
high price for freight. There are various
| forms OF the allegation. but this statement
covers it. 1t is especially objected that dis
elimination has been made in favor OF some
points and against others. Some OF the farm
ers believe that railway managers OF the linei
east of Chicago, where competition is keen
recoup themselves by high charges west o
Chicago.
! Now to ray that railroad charges for tn
transportation of grain TO the distributing
points, and to the markets OF consumption, ar
excessive, ls to say that farming is made i'm
possible, or, at all events uuremunefatlye, II
! the great interior. IL the production of bread
stuffs in an eastern state is possible, every I'D
dition TO the cost Of grain imported from th
west renders 1t more probable that an efior
will be made to produce a supply at home. l
grain production is difficult, there vii! be NOR
economy i'll consumption. Either result is III
! furious to the great cereal-raising states
The question will naturally resolve itself in
10 several branches, which 1t ls proposed (
examine III turn: Is it true that the railroad
have charged excessively for the transpoIta
ton OF gratn? Are the causes OF the diificultie
under which the farmers labor what the farmer
suppose? Is the remedy which the leaders il
the new movement propose likely TO be etfect
usl Ii there any other remedy that promise
better?
OF course, the right or wrong OF the contro
versy depends largely on the answer to the frs
OF these four questions, but after all it is no
the moat important practical question. But a
1t is the starting point OF the present agitation
1t deserves serious and careful consideration
There are not, as some suppose, two theorie
in regard to the nature Of railroad charters
Those charters are contracts which require tn
companies to perform gwen service; namely
30 serve the public at reasonable rates; an
which confer upon the companies certain specl
fed privileges; namely, to acquire property a
for public uses, and to make money out OF tn
service they perform There may be exaggeI
ated ideas Of the service required OF the com
panies and erroneous views OF what are reason
able rates, as there certainly are wrong notion
Of the powers of railroad corporations and un
sound theories OF the character OF the priv
leges secured to them by their charters. Bu
practically the only theory 10 that just stated
The public acknowledge the rights OF corpors
tions; the railway managers admit their obi
cations. The definition of both may very we
be left to the courts, which must ultimately de
eide the question in spite Of argument on th
one side or the other. For tho purposes G
this article it will be assumed as conceded, ths
no railroad has right to charge an excessy
rate for tr' importation, and that on the othe
hand the public, as represented by it's legislator
is not justified in interfering with the manag,
ment Of such roads until they violate their oil
legations to the public.
a great deal IS said IN these days about II
being question whether the state shall contrt
the railways or the railways the state This
a superficial way OF stating the question. TT
trouble arose in the first place because, aft,
the contract had been made. sensitive publ
began to demand new conditions before il Ina
been ascertalned whether the contract would |
kept. The corporations, IN self-defence, adop
ed the plan OF manipulating the legislatures
prevent the imposition OF theuew condition
And. az a general rule. The requests OF railroad
before the lesisatures, 20 which they hay
often secured favorable answers by the mo
corrupt means, have not been for new priv
leges, but that they should DO allowed to ava