The Rutland daily globe. [volume] (Rutland, Vt.) 1873-1877, 1874-10-15

THE RELATIONS OF RAILROADS
AND THE STATE.


The introduction of bills into the legis-
lature, looking to reform in railroad man
agement, and imposing restrictions upon
them, makes it fitting time to discuss the
relations between the railroads of Vermont
and the state. In discussing the question
il is our desire to present candid analysis
of the subject with view TO arriving at
the true position, and if evils exist to seek
a remedy for them without detrinent to
the railroads, and at the same time protect
the rights of the public.
In the early history of railways in this
state there were very few who deemed it
practicable to construct and operate rail
roads among our mountains, but some of
the leading minds thought otherwise,
and inaugurated the enterprise with an
energy scarcely paralleled in this country.
Among the prominent men in this move
ment were Charles Paine, Timothy Toilet,
John and Harvey Bradley, A. w. Hyde,
Horace and Merritt Clark. All but one of
these men have passed away, Merritt Clark
of Poutney, who lives to witness the re-
suit of the struggle through which these
pioneers passed, sacrificing their fortunes,
some their lives. that Vermont in railway
facilities might stand upon an equal foot
ing with her sister state
Vermont granted liberal charters to eli.
courage these entcrpises, her citizens con-
tributed largely Of Their wealth To- accom-
plish the laying of the foundations. At
that early day tue policy of managing rail-
roads was new and untried, men were not
educated to the work and the whole scheme
was al experiment, none could calculate
the resul and nerly every move was a
leap in the dark. Experiments were tried
and failure TO make railroads pay was the
from lack OF business being developed to
sustain the investment. The consequence
was that nearly all the original stock
was blotted out and the stockholders had
no more voice IN the management of what
they once considered property. The next
era of the railroad was tho mortgage
though board of trustees, which for
inc, it was thought might succeed in re-
cuperating the failing fortunes of the Yer
mont railroad ieterests. 1t met with as
little success as the first methcd.
The third and last project was consolida-
ton, combining all the minor interests in
the hands of few. This was accom-
plished by capitalists who have waited until
the sweating process has reduced the value
of railroad property to figures that it
seemed apparent that the investment was
safe and the chance of profits was beyond
reasonable doubt. The result is, how
ever, yet to be determined. In all these
changes, different policies have been adsp-
ted as each Succession of managers have
taken the reins of direction There now
comes cry from the people of oppression
by the railroads. 1t is also alleged that in
consequence OF the concentration of the
railway interests in few hands the BUSH
ness Of the state suffers by being overtaxed.
While the railroads enjoy protection un-
der our laws equal in every respect with all
other property, without contributing any
thing for the support OF the government
by way of taxation.
Ii railroads claim to be public property
and are for the public welfare, and upon
that ground should be free from taxation,
then it would seem just and proper that
the state assume the right to control and
dictate the rates of trans portation of per-
sons and property. The question of the
right to tax railroads seems to us to be
proper subject to come before the legisla-
ture, andl in what way2 On the question
of regulating railroad tariffs by legislation,
therefore, there might arise an honest differ
ence of opinion.
One important question to be solved is,
are railroads public or private property?
If purely private, the legislature would
clearly go beyond its prerogative to inter-
fere with the private affairs of the corpor-
atoms, unless their tendency would demor-
alzc the public amp encroach upon the lib
critics of the people. On the other hand,
1t may be argued that they were created by
public authority, vested with powers to
sequester lands to their own use for the
public benefit, and in consequence of these
privileges the legislature had right, and il
was duty it owed to the citizens of the
state to protect their interests and control
the action of railroad companies when
found to he oppressive.
Other collateral questions are worthy of
attention, such as the safe conveyance of
passengers, and the protection of property
committed to their care, for when once
upon a railway car persons and property
are in their hands and powerless. Although
our laws provide for the collection of dam
ages, yet by carelessness in railroad man
agement life may be lost, for which no ade-
quatc compensation can be made. Obscure
and insecure crossings, low bridges, bad
fences inviting cattle upon tue track, may
tend to endanger life. The catalogue of
evils attendant upon mlsmanagement of
employees of railroads is long and requires
the sagacity of the best minds, and then
falls short of perfection. OF course it
may be said that railway managers will
watch their interests and not allow these
evils to exst-true, that may be their in
tention, but the personal supervision of
these matters do not come under the OBJ
servation of the general managers on the
large consolidated lines, and the power is
too far distant to be effecual As
rle too little responsibility is re-
qured of subordinates in immediate charge
to accomplish the end desired 1t cannot
be expected that degree even of perfection
is yet reached in the management of rail.
roads, as only twenty five years have
elapsed since anything scarcely has been
k Known by experience in railroads and u,,h