Audubon County Republican. [volume] (Audubon, Audubon Co., Iowa) 1885-1894, 1890-02-20
BIENNIAL MESSAGE.
Governor Ealrabee to the 23d
General Assembly.
Many Questions of State Policy
Discussed, Including Prohibit
ton, r r. Legislation &c,
Favors the Prohlbitory Law, Woman
Suffrage in Municipal Elections,
and the Australian Ballot.

! tutions. The Governor then deyotes
considerable space to the general con-
dition OF the State, and recommends
such changes in the laws as he deems
best for the interests OF the State, con-
tinuing as follows:
ROADS
1t Ia not an extrayagant statement that the
taxes collected for the care OF highways In
Iowa yield smaller return proportionately
than any other imposts, The manner Ia
which these taxes are used is a reproach to
people ordinarily provldent in priv ate mat
tiers. The smount annually expended on the
| roads is greater in the aggregate than the
total OF the state taxes, yet the highways can
, hardly be said 10 be much improved by such
expenditure Chapter 200 OF the acts OF the
Twentieth general assembly contem plated IA
| remedy by providing that the beard of super
visors might levy road tax on the who'e
| county, the proceeds 10 be expended under
the direction of the board. The same act au-
thorized the trustees to make OF II township
single road district on petition OF a majority
OF the voters, and empowered them to let the
work by contract, or appoint a superintend'
ent to have charge OF 1t for the township, 1t
| is believed that very few townships have
avaied themselves OF this provision for Sc
curing better management of highway work.
The requiem ent that Il majority ofthe voters
must petition for the system practically pre-
vents its adoption. 1t would be better TO au-
thorZe the trustees to submit the question OF
the adoption of the system to the people OF
the township at general or special electionl
Good roads are desirable, and the demand for
improved highways is almost universal The
farmers should lead In this reform; for by
better roads their lands are increased In value
and the markets brought nearer to them.
RAILROADS
The last general assembly enacted a law to
regulate the business OF railroad corporations
and other common carriers in the state. The
fact that the act passed both houses without
a dissenting voice proved that great care and
intelligence had been exercised in framing IL,
Experience has since demonstrated the wis
dom and justice OF the measure. The CON-
! panies made strenuous efforts to defeat the
enactment and afterwards the enforcement
of the law. Failing In the attempt, they ad.
yanced local freight rates, Immediately after
| the adjournment OF the general assembly,
| from 20to 80 per cent
The commissioners proceeded under the
law to prepare q schedule OF rates for the
roads. They endeavored to give, as far as IL
was possible, relief to the business interests
! of the state, which had been greatly depressed
! by unjust rates; and at the same time to
grant the carrier reasonable compensation
| for the service rendered. The rates fxed by
| the CON missioners were not as low as the
lowest, nor as high as the highest, which had
| been charged by the railroads, but were, rs
near as could be asccrtained fair and just
| average of rates upon which business had
been actually done. The commissioners,
with due regard for all interests, had
but one object In vicw-the general pros
peTity OF the state. When the rates we're
| under consideration, the representatives
of the railroad companies conferred
| freely with the commissioners, and
, brought every influence TO bear upon them to
secure a tariff agreeable to their wishes,
! Upon the completion OF the schedule the com.
| missioners caused II to be published, as re-
! quired by law, aud fixed June 49, 1888, as the
day on which it was to take effect. They also
expressed Themselves ready TO modify any
! rate whenever IL st ould be demonstrated that
1t was either TOO high or to low.
After having secured from tho commits.
stoners such notifications of the sche6 ule ms
they could, the railroad managers proceeded
| to enjoin them in the federal court from en-
forcing it. The attorney.general commenced
a large number of penalty suits In the state
courts against various companies, to compel
com pliapce with the law. Soon after, upon
the application of a number of shippers, the
commissioners modified the original schedule
| by the adoption OF the western classification.
The railroad managers now again applied TO
the federal court for an injunction. but were
refused, whereupon they adopted the COM
mssioners' tariff, and directed the attorney
general to.dscontinue the prosecution of the
penalty suits.
They showed their resentment, however, by
discharging a large number OF employees aud
| greatly reducing the train service. This re-
duction CAUSED much Inconvenience 10 the
public, and doubtless diminished the reye-
nues Of the companies, while the discharge OF
so many faithful employees WAS an aa act OF
great injustice. The discontinued trains have
since been restored, and the roads have never
been so crowded with business as at present,
nor has the service ever been more satsfact.
DRY to the people. .s,
Quite recently the companies also dismissed
their injunction suits, thus admitting the
reasona bleness OF our rates and the ground.
lessness OF their complaints against the legis.
lation of the last general assembly, 1t lie
now generally admitted that our present local
freight tariffs are more equitable than any
previously I'd force In the state, and 1t affords
mo pleasure to say that there is7at present
little friction bet Feen the railroad companies
and the people.
The number of miles In operation on the
Both day OF June, 1889, was S,3i6, of which Fl
miles were built from July l, 1888, TO June
80, 1889. The number of mileo built from
Julyyl, 1883, TO January /, 1880. was 80. The.
total number OF miles now in operation is
therefore S436. Several lines have recently
been projected which will probably be built 10
the near future. The gross earnings for the
year ending June 30, 1885, were S37, 469, 278.26,
being an increase of sl93, $3.50 SO over the pre-
ceeding year, Notwithstanding the losses occa-
stoned by the reduction OF tram service The
operating expenses during the year were
SIS, 6Qf, 985.l7, which 10 S6s9,He7.75 less than
the expenses reported for the proceeding
year, but exceeds the expenditures for the
year ending June 20, 1887, by Sl,i0i,e75 46.
The net earnings of the roads, after the
payment OF operating and other expenses, in
Guiding taxes, was 1851, 3l0.09, an increase
of Ss62, ss7.l9 over the preceding year. 1t
will be noticed that while the taxes are hut
little more than ga per cent OF the assessed
value of the property the income Is over ~
per cent of that valuation. The total assess
ment OF railroad properly in the state is s43,-
27l,008, on which the various taxes paid
amount to 81, los, S3l.f2. The statistics which
the railway companies furnish concerning the
business done by them are vague, incomplete
and unreliable. But although they present
the business and earnings OF the companies
In the most unfavorable light they show con-
cluslyely that the criticism OF our policy so
frequently INDUCED In by railroad journals is
due either TO an excussble ignorance OF facts
or TO a wanton disregard of truth.
1t must be evident TO the impartial OBJ
server that the legislation of the Twenty-sec
ond general emily has had most gratifying
results The law making the Office Of railroad
commissioner elective has not detractet from
the efficiency of the board. The voters, fully
realizing the importance OF the office, have
manifested great freedom from party ties 10
the election of commissioners. The duties OF
the commissioners during the last two years
have been much more arduous than usual,
and their responsibility has been correspond
inqly great. They have performed their work
with fidelity and unus ual discefnme nt. show
ing a due regard for the interests OF all con-
cerned.
A few amendments TO our present law 10
enhance its efficiency are advisable. The
commissioners should be authorized 10 make
Joint tariffs. There seems TO be at present no
necessity for the enactment OF maximum
tariff schedule, yet contingencies may arise
which would make such a statute desirable
Passenger fare on frst class roadsshould be
reduced TO two cents per mile. Experience
here and Ia Europe has shown that the low
rate lie the most remunerative. The practice
Of profusely distributing passes has been
abandoned, but free transportation Is still
furnished under various pretexts TO favored
individuals and even public officials, contrary
10 law Sufficient penalties should be pro-
vided TO correct this abuse. No pass Is offered