St. Paul daily globe. [volume] (Saint Paul, Minn.) 1884-1896, 1885-02-19

demonstrated In tables further on, pre-
pared from reliable data by the commits
siOners. What it is that has produced
these reductions in charges is question
rather for the economist. 1t suffices to be
able to point them out and to know that
they are welcome tidings alike to producer
and consumer"
At same time have shown you that the
railroads in Minnesota are carrying grain
corresponding distances to your markets at
lower rates than are paid by the farmers in
other states.
THE railroad cannot lessen its traffic
without reducing its profits: it cannot re-
strict development of its traffic without
limiting its profits. To injure the shipper
or interfere with his interest the railroad
must equally injure itself Is it not then
safer and better to leave the regulation,
classification and establishment of rates
with the proprietors, under the control of
these natural forces, than to delegate it to
a legislature or commission, whose inter-
ests in its proper execution are relatively
slight, and whose information, at the best,
cannot be compared to that of those who
make it the business of their lives? This
leaves great power with the corporation,
it is true, but the power is in the property.
To shift the control from owners to commits
sioners, only shifts it from the responsible
and interested to the irresponsible and non
interested. 1t does not remove it: that
can only be done by removing the road.
The interests of the community and of the
railroad equally require the greatest posi-
BILE extension of trade, the greatest posi-
BILE movement and exchange of commodi-
ties. The control of trade by the State,
through directing the management and
fixing the rates of railroads, must result as
similar efforts have resulted in the past. in
interference; in restriction instead of ex-
tension; in an injury instead of benefit.
The best possible results to all will follow
where there is the freest operation of
the natural forces of competition" And
the report of the commissioner of the State
of Iowa, the advance sheets of which have
just been published, confirms most fully the
views of the eminent authority from whom
l have just quoted.
If by any legislation the State curtails
the reasonable income of the railroads the
people will be made to suffer in a cor
responding degree with the roads
in the character of the service
which the latter will be able to perform
The commissioners of Iowa, in their re-
port just received, say that during the year
they had 119 complaints; that they have
adjusted lis of these complaints up to Dec
1, 1884, leaving four pending on that date
The number of cases in which the railways
failed to comply with the committees re-
commentator for the year was two, and
these they reported were questions in
regard to the Interpretation of the law, and
ho 10 tha
On page the commissioners say:
another inherent difficulty peculiar to
the State is her distance from market,
coupled with the peculiar character of
her agricultural products. Iowa is the
OutermOst Western state which must mar
ket all or nearly all her agricultural pro-
ducts on the eastern coast. Speaking upon
another subject, the commissioners in their
report for 1880 say: 'There is no state that
can as Wa6ord the system of prorating per mile
as IO,ca. Kansas and Nebraska are further
from the sea board but they have limited
market for their products in the mining
regions west of them, and hence that ad-
vantage. Her products corn, wheat, oats
and other small grains, are not capable of
paying the cost of long hauls except under
favorable auspices. Hence, when times of
depression come, when prices for such pro-
ducts are very low, almost any attainable
rate of transportation bears an apparent
undue proportion to the prime cost of the
article produced. When the product is
gathered, hauled to the station, and trans
portatiOn rates paid, the amount left for
the farmer is so small as to furnish no suf-
ficent return for the labor done and
capital invested At once a demand
arises for reduced rates of transportation
on the part of shippers, while stock
holders view such movement
with alarm, seeing in it's consummatiOn
smaller dividends and reduced incomes
Discussion rarely continues long before ac-
cusatiOn and counter accusation is made.
Passions are aroused and situation alarm
ing and distressing in the extreme loses the
benefit of that calm, thoughtful and mod
crate consideration which it so much needs
On the one hand it may be properly urged
that the roads should recognize the fact
that their interests are or should be closely
identified with the prosperity of those who
depend upon them for transportation and
furnish them their business. On the other
hand it may be truthfully urged that
capital is the product and representative of
labor; that there is and should be no con-.
fict between them and that it should not
be deprived Of its legitimate earnings.
The constant temptation to shippers is to
decide the question entirely with reference
to the undue cost of transportation as COM
pared with the market price of the article
to be transported. The constant tempta-
ton to carriers is to decide the question
with entire reference to profitable returns
upon capital invested. At this writing the
State is witnessing just such state of af-
fairs as has been described The difficulty
is inherent and unavoidable. The most
that can be hoped is that a more thorough
and intelligent knowledge of the facts and
surroundings will lead all parties concerned
to a just and moderate course of action and
to mutual forbearance, as the interdepend
ence of carrier and shipper must ever con-
tinue'
How truly do we find these remarks APP
ply to the situation in Minnesota
FROM IOWA REPORT:
Since writing the above the commits
siOners have received additional informa-
ton which they deem it proper to make