Fort Worth daily gazette. (Fort Worth, Tex.) 1882-1891, 1890-08-04

| people invested in these highways from
self-destruction. The present conditions
cannot be changed too quickly, but they
cannot be successfully changed by d.
| verse local legislation in the different
states, nor by national legislation which
does not comprehend the entire situation
and which applies local applications to
an organic trouble. Neither can they
be changed by the present diversified
systems of railway management. There
are many theories proposed, but most of
them are impracticable, to remedy these
| growing evils. l have not the inclina-
| ton, much less the wisdom and assur
Rnce, TO propose q remedy, but it is my
| belief that the first step lies IN legal
! lied community of railway interests,
making it possible, under consistent and
| reasonable regulations, for all to pros
| per in the proper degree, and to main
tain such an attitude with relation to
conflicting commercial interests as will
confne them TO natural territories be-
Yond the lines of which destruction be-
gins.
A COMMUNITY INTEREST.
fRailway securities are now so uni
versally held among our own people as
| legitimate investments, that the ques-
ton of the safe conduct of railway prop
critics is a matter of solicitude in nearly
every community of the country, shar-
ing alike with commercial institutions
Importance as factor of domestic and
social prosperity. 1t is not question
for hostile treatment, nor one for hasty
action, but demands immediate and
careful attention; and presents prob
lem nearly as great as that which con-
fro Tod
and must be dealt with as solemnly, to
the end that every interest of every
community may be completely and justly
served, and that the fruits of the grand
est achievements of man may be borne
beautifully and in the fullness Of perfeo-
ton to all alike
REPLIES TO QUESTIONS.
At the conclusion of Mr.. Meek's adj
dress the president desired to PROFOUND
some questions concerning the railroad
situation, and to have the audience ask
any that might occur to them the replies
TO which would be of interest. A large
number of gentlemen in the audience
took advantage of this opportunity and
the speaker replied to them substantially
as f. lows:
"There is a growing good feeling be-
tween the railroads and the people, and
in every way a better understanding.
especially in the West, where there has
been so much friction hitherto and where
Il feeling of hostility towards railroads
has existed among the people. This I'M
Outstanding is the result of experience
on the part of both. Railroads have
committed many follies themselves,
more from lack of experience than from
lack of wisdom, and, seeing their errors,
have epdeavored 10 correct them. Many
questions have arisen and had to be met
by railway managers at the moments
notice of paramount Importance to those
which legislators deliberate days, weeks
and months in adjusting, and it could
scarcely be expected that error
would not creep in and false ground
be taken. 1t should be remembered
that these representatives of railroads
have been dealing also with economic
questions, and that there must neces-
sarily have arisen dissention and dis
satisfaction between them and those
controlling the destInies of the COM
mercial world. In the older states there
is less difficulty than in the new states of
the West. It is the exception to find a
legislature in the Eastern states propos-
ing measures hostile to railways or seek
10 eAeTClse spbClIC COulIOiI ds III luo
West, although there is at present more
restrictive legislation on the statute
books of many Western states than will
be found IN the East. The trouble is,
the West has been doing what is termed
as .'getting there'' all at once, and the
conditions under which Western roads
have been obliged to work have been
widely different from those under which
roads are operated in the older states.
People in the West have thought the
same rates and the same general con-
duct of affairs should obtain as in the
East, while Eastern roads have from
fifty to seventy-tive people TO the square
mile TO draw their revenue from, and
those in the West have only from FIVE to
twenty.
RAILROADS AND POLITICAL INFLUENCE.
''Yes, railroads have exercised politi-
cal influence. l will not say that it has
always been wisely directed. Whatever
railroads have done in politics has been
done from motives of self protection.
When il is considered how much of the |
legislation proposed in the different states |
originates, how little consideration is |
given important measures of control and |
how disastrous are the effects of many
ill-considered measures, it is not strange |
that the representatives. of these great |
properties, which are really owned by |
the people, or at least among the people, |
should take an interest in shaping it. |
Most railroad men to-day, however, |
that some sort OF legislation is |
necessary and feel that it is no more |
than right that their experience should |
be awaited of in shaping it. There is no
reason why men experienced and inter-
ested in railway properties should be
and regarded with suspicion
when the question of shaping the work
aud dealing with the actual operations OF |
their property is up for settlement.
THE LIFE OF RAILROAD.
"The life of a railroad varies accord
ing TO use and many causes, such as
charter of alignment, grades, climate,
etc. 1t is fair TO assume that all the
crossties, of which there are 5000 to the
mile, must be renewed every eight
years, rails every ten or twelve years,
wooden bridges and structures about the
same: rolling stock also. And this
brings up a question of vital Importance
which is never considered by legisla-
latures when they are fixing maximum
rates. A large number of roads,
in the West, are unable for
the first five or eight years to earn more
than interest on the property, SO that
VI hon time for renawal nnmas thew can |