Mexico weekly ledger. (Mexico, Mo.) 1855-1956, 1882-08-03
RAILROADS..

RAILROADS.
Every step that is taken to throw
light upon the methods that ought to
be resorted to in order to adjust and
equalize railroad freights makes furth-
er revelation of the difficulties and
complications, that attach to such
procedures. When such gentlemen
as Ex-senator Allen G.. Thurman.
Ex-Secretary Elihu B. Washbune,
and Judge Thomas M. Cooley, of the
Railroad Advisory Commission, after
six months investion of this vexed
question, have not been able to ar
rive at satisfactory practical results,
what can be expected of an ordinary
inquiry? These gentlemen were fur
nished every possible facility, they
had access to every variety of rail
road statistics, and examined account
ants, experts and officers, all of which
seemed to be familiar with What per-
tanned to the posititions filled by them
in their respective roads, but knew
little or nothing of any other. The
most extraordinary thing connected
with the Commissioners report is that
the demagoues, that do so much to
excite communities against railroad
freights, brought forward no evidence
whatever, and are really the least in
formed of all others concerning that
about which they make so much noise.
Three distinct theries of freight rates
were introduced to the Commission
ers. the first of which was based upon
the distance passed over; the second
upon the cost incurred in such trans
portation, and the third, upon the
competition met with. After full
hearing the commission arrived at the
conclusion that neither of these taken
separately could form proper basis
of freight adjustment; but that all
three, and especially the latter, must
be taken into consideration. If
freights are fixed upon the distance
principle, those cities and popoula-
tons that are farthest from produc-
ton and market must incur higher
rates than those more fortunately sit
uated. If the cost principle be
adopted, the merchants and farmers
of those roads that have the lowest
grades and pass through coal regions
where fuel can be most cheaply OBJ
tanned, will be the ones most favored.
In nearly every kind of business COM
petition exerts wholesome influence
and it is impossible to give satisfac'
tory reason why this principle should
not be applied to transportation. o.
COulSt dlluSloH lS iOC HituC " IhooS
cut throat contests that spring III
from time to time among railroads
which greatly deceive outsiders, ane
/ which if continued sufficiently Ions
would bring the companies indulgin!
) in them to bankruptcy; but to tha
sort of competitor which whethe
by water or rail keeps prices at tn
, lowest possible rates. The commits
) sioners, however, refer to anothe
principle that ought not be lost sigh
, of. 1t should never be forgotten tha
transportation by railroad is not eS
clusively private business, but
: carried on under franchises granite
l by the state, which confer upon tn
e owners of railroads semi-public ms
D ture and charge them with certai
e public duties. In the opinion of th
= commission the railroad manager
a after taking into consideration til
i, foregoing freight-elements shoul
e harmonic the resulting interests {
e his road with his public duty and NJ
e make those interests his exclusiv
f guide in establishing rates. One
e these duties, and perhaps the chief
them is to make only reasonab
: charges and to regulate and apportio
II these among the customers of IL
y road on principles of equity and rel
It tive equality. Business will be actl'
l. at points where several lines compel
i it will be moderate at others wlie
e there is little to excite it, and at st
e Others there can be no cOmpetitit
d because there is but single roa
e But the capital of a railroad compal
y is planted on a certain line, it must
t, available to its owners there or n
s. where. 1t cannot be removed whs
found uprofitable and the tendency
competitor is to cast upon non-cor
l. peting points a cost for transportatit
;. which puts them to great relative di
advantage, and in extreme cases m;
e prove rulnous.
d In conclusion the commission stat
that no evidence was brought to the
notice that the present rates of throus
le freight were unjust to any section
d city. But it cannot on that accou
be concluded they will be just hel
st after. Railroad problems are co
l. stantly assuming new phases, al
h almost from day to day it is incu
bent ON railroad managers to gi
,hl earnest attention and effort to ma
A. their franchises accomplish the gre
ends of the equal, fair, prompt a
- beneficial public accommodation CO
1s templated in granting them. TIL
Id may not act arbitrarily, it is th'
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