Sacramento daily record-union. [volume] (Sacramento [Calif.]) 1875-1891, 1883-03-16
A PRACTICAL VIEW.

w. N. Ackerman recently reau pSiofe
the Chicago Historical Society lengthy,
exhaustive and deeply interesting paper
en- the history of railroad building in the
United States. As 3 historical document
it is work worthy very prominent place
in the archives of the Chicago Association.
The paper is too extended TO justify the
attempt to give an outline OF its features,
but on some topics Mr.. Alderman, whose
experience as a railroad builder and man
sger qualities him to give an opinion, speaks
with such positiveness and conciseness as
to warrant special reference. He shows
that the grant and sale OF railroad lands
brought to settlement in Illinois on
average farms OF eighty acres no
less than 10000 heads of families,
representing 1900 aouls. The rapid
settlement of the railroad lands
stimulated the sale of Government tracts
which for years had been in the market
but remained unsold, though for a oonsid.
cradle time they could have been obtained
with land warrants at about one-half the
Government price. After the location of
the Illinois Central Railroad a large por-
ton of them were Immediately sold for
from 81 so to S. an acre, and the line of
the road began to fill up with hardy and
enterprising settlers, enabling the Govern
ment to close it's land offices. Here then
we learn OF compensation to the State and
to the Government, that the demagogue
who constantly pirates about the gifts to
railroads studiously ignores. In another
place he proves that from 1851, the period
from which dates the active construction of
railways in Illinois, the assessed value of
real estate in that commonwealth amounted
Sll9, SOS. 336. In 1882, by steady growth
it reached $500, 500. 795. In 1850 the State
had 76, 20S cultivated farms in 1880 the
number was 255, 74l. From 1885 to 1869
the State granted Alb charters, and be.
tween 1870 and 1882 376 companies filed
articles of incorporation. In 1851 but one
railroad entered Chicago, and up to 1852
but So miles of track lay in the State. By
the close of 1856 there were 2.4l0 miles.
Six of the leading lines entering Chicago
operated in 1869 but A. 8l miles; but up
1882 their mileage increased TO Is, 100 miles,
Chicago now ranks third among cities in
point OF manufactures, and as the world
knows, her transportation facilities, aiding
her natural advantages, have been the
great elements in her advancement. He
gives history of all legislation concerning
railways and the efforts made to fix rates
by law. IlIinoie was gradually driven by
demagogy TO policy Of almost oppressive
restriction, from one Of encouragement and
liberality, until capital taking alarm, the
panic of 1873 was precipitsted and vast in
jury done to material interests. In Wis.
consin the people became satisfied that
such policy was mischievous, and re.
peaied their " cinch t" laws, and Iowa so
far modified hers that the railroads and the
Commissioners are enabled to work in har-
D1is AChSALtHA SSliSFcS LDSb EGiI-
roads have nothing to fear of Commissions
properly constituted, and exercising
authority iudiciously. Such Commission
can be great aid both to shipper and car
rier, but the ability to exercise such an in
Auence depends upon the character of
the men selected, who should be OF
broad and liberal views, free from any
prejudice, without fear, without reproach,
and carefully chosen on account of capaci-
ty, integrity and fitness for the position
not as political reward. The New York
law now requires that at least one of the
Commissioners shall be " experienced in
railroad business" He holds that the
shippers to-day regulate the rates Of trans.
portation, not the railroad companies. In
closing sentence he declares that the
rule that special rates must be given, when
the commodity to be Forwarded will not
bear tariff rates, is one that is approved by
the judgment of every business man, and
that the attempt to regulate by an infex.
ible law, kind of business the chief diff
ficulty in the management of which lies in
it's flexible nature, always has, and always
will, prove failure.