The Morristown gazette. [volume] (Morristown, Tenn.) 1867-1920, 1884-08-27
THE INDUSTRIAL INTEREST,
A. Railroad Commission Mel
Their Necessary Nor
Desirable.
No Conflict Between the Reads and the
Business Public.
The Farmers Safeguard Against
Oppressive Charges.

The Southern Lumberman, from
which the following is clipped, repre-
sents one of the largest interests in
Tennessee:
We have taken considerable pains to
obtain the calm and quiet views Of the
saw-mill men and lumber dealers, as
well also those Of prominent business
men representing nearly every in
dustrial interest, concerning the pro-
posed Tennessee Railroad Commits
sion, and find that they agree with
wonderful unanimity that commits
sion is neither necessary nor desirable.
We learn that there is no conflict in
this State between the roads and the
business public as a body, and no
serious complaints are made in any
locality that have not, or cannot be,
adjusted by presenting the cause of
complaint in a proper manner to the
proper persons. Railroads, like every
other business, are run for money-a
profit upon the investment-and as
their profits are derived from the peo-
pie il is obviously TO their interest to
cultivate friendly feeling to increase
their trade. The managers, officers,
and employees are daily brought into
business contact with every class of
people, from the highest to the lowest,
from the tramp to the millionaire, with
a considerable sprinkling of editors
and preachers, and shower of cranks,
and il is matter of profound
establishment that they give such
general satisfaction as we find.
It is said that the commission is in
tended to prevent discrimination and
eXtortion. We do not comprehend
how the roads can seriously Cypress
us when it is impossible for them to
take from us any right or privilege we
possessed before they were built.
Suppose they charge up sixteen cents
for lumber from Lebanon, Murfrees-
borO, Franklin or Gallatin, to this
city, and then transport the samelum-
Der from here to Montreal-three hun
dred times the dIstance-for thirty
cents, who is injured? We have the
same turnpikes, in as good condition
as before the roads were built, mules
and wagons are about as cheap, and
pike tolls much less than formerly; so,
rather than submit TO "extortion," or
have sour hard earnings wrung from
us by oppression" we had much bet
and team plan of our fathers. There
are many sections of the State of Ten
nessee where new railroads are imper-
1nnn~1aI H1
that soon, or they will fall so far be-
hind the other portions of the State
that they can never regain their
proper places.
Is il Just to the citizens of those sec
ions that we, who enjoy the blessings |
II railroad connections, by establish |
ng hostile commission forever debar |
hem from enjoying the same bless
ngs? That, indeed, would be class
egislation of the most hurtful kind |
hat would Disseminate in favor of the
Wealthy sections of the State, which
POSSESS all the transportation facili-
les they need, to prevent the poorer
ections from ever securing the same
dvantages. The fact has been demon
trated, and admitted, that, should the
commission be established
nd invested with power to regulate
he operations of the railroads in the
tate, no capitalist, either native or
Oreign, would risk his meansin their
Investment, and railroad construction
-ould cease in this State, and that.
DO, at a time when large proportion
I the best and most progressive citi-
ems of the State are bending every en-
rgy to secure railroad connections for
heir respective sections. 1t would be
n outrage upon their rights and lib
rites TO Illustrate their honest endeav-
rs 10 benefit themselves and their
sctions in a legitimate manner.
The Baltimore Manufacturers Rec
I'd, reviewing the statements and fig |
res given in Poor's Railroad Manual, [
he advance sheets of which have Just
zen issued, makes the following state {
ent, based upon the actual figures: '
The aggregate railroad mileage of |
lie whole country is now 12O, 552
lies, against S7,7S2 miles in 1880,
lowing an increase of 37.5 per cent,
lille the total capital is &, 495, AL !
/, as compared with S5,425, 722, $50 J
the amount of capital given by the
nsus of 1880. 1t is, however, to the r
,uth's position that we desire more 9
pecially to call attention. 6
''If we take the four-year period t
pm 1879 to 1888 it will be found that a
e development of the South's rail I
al system during that time was a
~ rapid, and the statistics will show n
most gratifying progress; but if we \
re TO examine closely into the pres o
t condition of railroad building in ii
e South we would find that, in a b
mber of the States where most I'M 2
It and arbitrary laws have been en- 5,
ted for the control OF railroads, o.
pitalists have sensibly refused to d
risk their money in enterprises the cl
ntrol of which is taken from them
law, and that railroad building is :;