The weekly clarion. [volume] (Jackson, Miss.) 1863-1882, 1882-04-19
TcoNcLUDED-

Their course at last called forth legislation
! from fourteen of the States OF the Union
more or less stringent in character. The
State of New York, by its railroad legisla-
| ton, is now saving to the people annualiy
more than million Of dollars. Georgia, IN
/ the same way, has lessened the burdens OF
her people more than one hundred thou
sand dollars a year, and so OF other states,
without injury to any of their roads.
But these statutes are only local IN their
apnlication and do not reach the evils OF
the system. There are but few roads which
begin and end in the same State, or do not
constitute parts of a line upon which
freiphts are carried into another State. In
such localized roads the public outside the
State have little interest.
Commerce is the sale or exchange OF
commodities between individuals or com
munities of individuals, and is confined to
no particular class or character of merchan-
disc.
The halter or the shoemaker as he plies
his trade and turns out daily hundreds OF
his class of goods does not expect to wear
these goods himself, but to sell or barter
them for others that he needs but does not
produce.
The farmer as he sows his wheat-feld and
reaps and thrashes out his grain is constant
Iy watching the market to learn where he
can sell or exchange it to the best advantage.
The pork packer, the cattle grazer, the cot
ton-planter, work in hope that IN some
quarter they may realize remuneratlye
prices for their products and as 1t Is one
of the laws of production that the best
market is seldom found at the door of the
producer or manufacturer, the necessity
arises for transporting the surplus to point
at greater or less distance for profitable
sale or exchange. This state of things
brought into existance class OF people
called common carriers" who for consid-
Grafton transport articles from point to
point. Railroads being of this class, and
by reason of disadvantages they possess In
safe and rapid transit, have made them
selves a necessity to the commercial world,
and oftentimes mercilessly exact tribute
from their customers.
THE CHOICE OF USING RAILROADS NO
CHOICE AT ALL.
1t is no answer to the argument against
extortionate rates to say that those engaged
in commerce or the producer or manutac-
turer may or may not use the railroads as
means OF transportation. In many cases
there is no alternative, and where 1t does
exist, if adopted, would place the party
adopting it at great disadvantage.
Markets at the great points OF trade are
constantly fuctuating, and ready access to
them is necessary to the trader or producer,
that he NAV take the market at its ebb
He must avail himself of quick transporta-
tion, or he is lost in the superior watchtul-
ness and activity of others. 1t is we'll
settled law of trade that imports wait upon
exports, and that goods imported will seek
that port of entry where an outward cargo
can be most readily obtained. At these
points, too, the best markets are generally
found, or, if transportation to foreign
market is desired, eau be more readily and
cheaply secured.
To show that there can, then, be no rea-
sonable choice as to means of transporta-
ton, let me illustrate: The prices of bread
stuffs or cotton from some cause take
sudden spring in Europe, and consequently
stimulate prices in Boston, New York, or
New Orleans Some shipper concludes to
use the turnpike or canal for transportation
because he objects to railroad charges. In
the mean time those using the railroads
rush their products into market, supply the
demand, and prices drop back to old figures
before the turnpike or canal customer
reaches the point with his goods. But one
experiment of the kind would be needed
to prove to his satisfaction that the only
alternative was railroad or ruin, and that
he must succumb to their demands, howeV-
er unreasonable and unjust.
MEN ARE AFRAID OF RAILROADS.
The companies know how reluctant in
dividuals are to enter into controversy with
them, and they take advantage of this
knowledge To show the dread which even
stout-hearted men have on this subject, l
beg leave to quote from most elaborate
and exhaustive report made by committee
appointed by the New York Legislature in
1879, charged with the duty of inquirlng
into all matters relating to railroads in that
State. See page so of said report for the
| following language:
Not shipper would testify voluntarily, how
ever freely he might talk in private, but lnss-
ted upon being subpenaed and put in the light
of being dragged before the committee and
| compelled to answer.
Here is plainly expressed on the part OF .
| powerful body of merchants an unW1lllngness
| TO disclose abuses they know to exist because
| there is no power permanently to stand betwee n
| them and the railroads with whom they must
| deal and who would doubtless make them pay
for their disclosure by increasing their rates or
| by caneeling special contracts. This power on
the one hand and this fear on the other Will
always exist so long as the scale OF freight
charges is permitted to be system OF rewards
and Punishments \
Coneiliate their goodwill, court their favor,
and favorable rates will follow; incur their
hostility, and the margin of their dlspleasure
may be read on your freight bills
Are not such confessions deeply humilia-
ting, and do they not show a subserviency
to railroad power which is truly alarming
Shall said roads because of their necessity
and, may add, great usefulness, overaWe
and beat down individual citizens OF the
! Republic, adjusting their tariff OF trelghts
| not to meet what would be fair aud just
compensation for the use and risk OF capital
| invested and expenses incurred IN operating
| their roads. but adjusting their rates al
| what customers can be forced to pay OF
"what the product will bear
To acouiesce in the exercise of such pow
er would not only allow them to shacklt
commerce, but to handicap the producer
To show the arbitrary manner IN wnleh
they exercise power, | quote again from
said report, page 81:
/ In July last, during q war oA7 l8tSSi
was carried from Chicago to New York Tor tel
cents per hundred In August it was put VI
to fifteen cents, Giving rate A short Euro
mean harvest created an uEusual demand,
bountiful harvest here created an extraordlnar.
supply. The carrying capacity OF all road
leading to the seaboard was taxed to the Ut
most. The rates were gradually raised iron
fifteen cents, in August, to forty cents Il
November 1t cost the roads Just as mucl
to haul a hundred pounds of grain IN August a
IN November The rate was raised simply De
cause the condition of the market warranted !
and the product could bear 1t. 1t would o
difficult to make a criticism upon tnaI rals
which public Judgment would sustain. But
are distinctly told that public interest plays q
insignificant role in the theatef OF railroa,
, management. 1t is at best but servant Wali
inr npou the interest Of the stockholders
The wrong consists In exercising eensorsnl
over the business affairs of the community
secretly. arbitrarily, and uneqnally Faryln
rates. building up this, developing that, no
onIy performing the proper functions Of tram
portatiOu but taking into consideration IN
nrobable OF possible proft Of shlpmen5 an
adjusting their rates accordingly II the smppe
Is likely to make a large proht, they compe
him to divide; If the margin Is close one, tne
determine whether the shipment shall pc mao
81 not whether it shall result in pront
/ loss, and the amount Of profit or loss
Is 1t one of the functions Of railroad :
adjust the profits Of the producer or mani