Nashville union and American. [volume] (Nashville, Tenn.) 1868-1875, 1875-03-04

ADA9 VI L~SooAAAg W N11c 14tSisLttb uA e
The charge from Mt. Vernon, Ind, to
GoOdlettsville is % cents per 100 lbs,
while the through rate to Nashville,
thirteen miles further, is only l5c.
This looks very unjust, and yet the
circumstances which induce the rail
road to make such a difference merits
attention. The railroad has river COM
petition to Nashville, and must lower
its rates or lose the Nashville
business, which is a hundred fold that
Of Goodlettsville. Where one car
comes to the latter point hundred
come to Nashville, and the difference
between a wholesale and retail business
comes in play. The river competition
exists only during certain months in
the year; if rates are not cut dowA to
meet it, the railroads may as well quit
running while the competition lasts,
because it loses its through business,
cannot get freight enough to load or
man half It's rolling stock, and the local
trade viii not. support it, unless the
local rates be placed at mnch higher
figures. The railroad may lose on its
through rates while the competition
lasts, and yet profit in the long run
by retaining its regular customers,
and keeping its full complement
Of employees to run all its regular
trains and gather such local or return
freights as may offer. Il is ike the
case of the retail grocer who. with
paper and Irvine and Overwhelming
the scales on each ten cents worth Of
sugar or coffee, actually loses money
by handling those articles; yet he must
sell them IN order TO retain his custo-
mers. The other cases cited in the
memorial spoken Of raise the same
considerations Of competition and the
difference between wholesale and re-
tail. The real question to ask is,
whether the rate to Goodlettsville be
in itself too high? Secondly, shall
Nashville be denied the benefit of the
competition while it lasts: Would II
benefit GOodlettsyilIe TO make the
Nashville rate propoTtionately higher?
All these questions must be answered
by the geographical situation and ad-
vantages Of the two places. 1t is not
Nashyille's fault, but Goodlettsvile's
misfortune that the latter is not built
on a competing river or railroad.
In following this line Of argument
thus far, we have no notion Of en-
dorsing the disproportion Of "a. es in
the case of Goodlettsvile, but merely
to show that there exist reasons for
some degree of difference between local
and through tariffs. We believe the
existing difference is, in many instan-
ces, too great, and that railroads have
been injured by being compelled to
accept rates too low for through
freights, and, as a consequence, put
ting the local charges too high. In
most eases, however, these low rates
are forced on our Tennessee roads BY
connecting lines in other States. 1t is
the interest o. the farmer to seek the
Just medium in both classes of business,
building up their permanent local
trade, and avoiding the wear Of their
rolling stock In carrying through
freights which may be diverted from
them entirely next season by some new
railroad combination North or South of
MS. Railroads, as well rs individuals,
should study Of a conservative course
Of business. Their plain interest is to
cultivate and encourage local business,
which is all their own, rather than
stretch out their arms to reach distant
freights that may be snatched from
them at any moment by tvisto Tom
Scott or some other trans continental
manipulation.
Another form Of discrimination that
Is charged against some Of our roads is
the refusal to enter into contracts for
through freights with other roads, |
steamboats,, etc. We believe a bill is
pending before the Legislature bear
ing specially on this matter, and ap-
parently in the interest of one particu-
lar railroad. We deem it nothing but
justice that a railroad should be re-
quired to accept freight on the same
terms from any and all parties; but the
railroad is entitled to require the same !
guarantees from any and all parties |
The freight business is done mainly on
credit, the commodities being consider
ed good for the charges, while the road |
is responsible for any damage they sus-
tain. Railroads therefore haze !
a right to know whom they credit and |
whom they entrust with goodsforwhich |
they are responsible. The decisions of |
courts in Georgia and Alabama, make |
each railroad over which goods pass on
a bill Of lading from Chicago, st. Louis,
or elsewhere, responsible for damages.
Some OF these roads may be insolvent
as the St. Louis and Southeastern and
the Alabama and Chattanooga, for in
stance. In such a case, the injured
party seeks reparationfrom the solvent
rad, though the damage may be done
10y the bankrupt one. So, If a transient
steamer on the Tennessee or Cumber-
land may have done the damage, the
injured party cannot hunt up the
whereabouts and responsibility Of the
steamboat, but pounces on the nearest
solvent railroad. Forwarders are gov.
erned by the laws Of commercial usage,
and under these circumstances we can
understand how a good road may de-
cline to deal with a shaky one on the
same terms as with others.