Morning journal and courier., 1891-01-02

;ween the city and the railroads, nor unity ,f effort on the part of the people and their officials in arranging railroad matters for the common good of all concerned.
 From the best of the little information can obtain, am led to believe that the of the New York, New Haven and Hartford railroad are preparing, and will soon have ready for presentation to the city, definite plans for great enlarge ment and improvement of their freighting facilities for the accommodation of the present and future business of New Ha- ven, for larger, better and more con- veniently located passenger station, and for the elimination of every grade crossing on any of their lines within the city linn it's. The city should receive such com munication with all possible friendliness and iberality not inconsistent with the city's best interests and justice to all in terested.
 It is probable that the New Haven and division will sink all of | their tracks lying within the city and | sufficiently low to bridge them at the | street crossings. Care should be taken | that the rails be sufficiently below the | street as not to require steep approaches l to the bridges. Safe crossings may be | made over the railroad tracks of the Hart | ford division at Grand avenue near Mill river, by sinking the tracks and bridging over them, and grading the eastern ap- proach far towards Mill river. The same may be said of the crossings at Chapel street near Mill river, and at the junction that there would necessarily be considera- ble filling on both sides of the bridge at this junction bridge.
 The crossing at the approach from Gus tom House Square to Long Wharf will probably be eliminated by the proposed changes and additions to their premises in that vicinity.
 The Shore Line division proposes to eliminate the railroad crossings in the Twelfth ward and in Fair Haven East by one of the two following plans. The first ther north and then cross the meadows and go around on the east side of the hills eest of Fair Haven, joining the present track near the East Haven station, take up the tracks in the Twelfth ward and Fair Haven East, and sell the land. The other plan is to raise their present tracks east of James street to give twelve feet in the clear over the streets of the Twelfth ward and of Fair Haven East and build an iron bridge across the Quinnipiac river with the track twelve feet higher than at present.
 
 ouire the closing of one or more streets that now cross where the rising grade would be, and the connecting of two or more streets by lateral streets to cross un- der one railroad bridge.
 The apparently permanent crossings at grade are those that are the most danger ous, and exist only in consequence of the public generosity and child-like confidence in railroad corporations and their owners | which appears to have continued till after | the sale and delivery of the ''Little Derby'' and the relinquishment of all security. The most annoying crossing, and the most dan gerous one, if not strongly guarded, is the 1 crossing at Water street, near Custom | House Square. It is a great hindrance to travel and carting, because the guard gates are closed for switching a great part of l the day. While was a member of the board of public works, several years since, I had surveys and plans made, without ex- pense to the public, for bridge at that crossing, but found bridging impractica ble so long as the Derby railroad crossing of Custom House Square prevents the building of a proper western approach tc the bridge.
 l The Derby railroad crossings at Custom House square, Meadow street and West l Water street have always been very annoy, ing and dangerous, but they can be re | moved by permanent removal of all the Derby railroad tracks that extend east o1 their present stations.
 The public have generally supposed that in the contract for the sale and transfer oi the city's interest in the Derby railroad company provision was made for an en forceable contract with the Derby Rail road company that those streets should bs crossed by railroad cars or engines only ir the night time, from II p. m. to @. m. do not find any such contract with thu New Haven and Derby Railroad company nor any contract to that effect with any body, that is enforceable, now that the city has parted with it's property and given uI it's security.
 The proposed action, already begun, ii to ask the legislature to compel the New Haven and Derby Railroad company te bridge those crossings-a remedy wors. than the disease.
 | The proper remedy is for the city and it, people to demand that the legislature order the Derby railroad tracks lying at the cas- of it's present stations to be taken up an6 discontinued forever. If desirable to con meet with the Starin steamboats, the con nection should be made by a track laic l near West river to connect the NewHaver and Derby railroad with the north track o the N. Y., N H. and H. railroad, fiftl track laid by that road from West rivel easterly to it's stations to connect with tn, Starin boats for the very purpose of ac commodating the Derby road. The objec was to relieve the NewYork roads passen gers from the dangerous crossings. Al l such arrangements and the compensation to be paid for the use of tracks or othe property of another road are within tn l Jurisdiction and positive control of disin terested railroad commissioners, but an act of the legislature is necessary in order t, discontinue the tracks across the street and square before mentioned.
 In closing my remarks I desire to say { few words concerning capital and taxa tion.
 Capital is that portion of the result O labor that is not consumed when pro hands of the laborers only, or it may b partially in the hands of laborers ant partly in the hands of the managing em ployer, or portion may be in the hand of both of them and another portion il the hands of capitalists who may neither labor nor manage (as those terms are usu ally understood) but who lend capital fo the use of labor and manager. There mus be an association of labor, capital and man ager to produce favorable results.
 Compensation for the use of the labor for the use of the managing employer, ant for the use of the capital, may be had b, each taking previously agreed upon pro portion of the profits, if there be any; divisions of the losses, if greater than the profits, may also be made according to plan agreed upon beforehand. But usual ly the understanding of the product ant that borrowed capital shall also have fixed and certain share of the product, an6 both be at liberty to leave at pleasure, ant that the managing employer shall hay, whatever may be left, but is subject to the hazards of the loss of his own labor and te the loss of whatever capital he may hay, put into the undertaking.
 Capital is absolutely necessary to the civilized employment of labor.
 None of the operations of business, man. ufactures, building or farming can be car ried on successfully without the friendly union of the three elements. Labor with out capital is the labor of the crude bar barian working without tools.
 A country with no capital, but with Ia bor and directors of labor Cor chiefs) is ir savage state. A country with all three of the clements harmoniously united i. civilized, enlightened and prosperous. Civ ilization cannot exist without capital l No civilized community would for { moment think of taxing labor nor manag ing ability. No intelligent community would attempt to tax either of those two elements of all successful industry and business for fear of driving them away