The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1891-09-07

In 1860 the three trunk lines of the East
the New York Central Pounsylvania and
the Pittsburg. Fort Wayne d Chicago
moved freight which was equivalent to
tons one mile; in 1880. G, 544. 56S. 563 tons ono
mile. The increase of the traffic of the
Western trunk lines yet more striking.
These lines are the Chicago d Alton. the
go. Milwaukee & st. Paul. the Chicago g.
Northwestern. the Chicago. Rock Island s.
Pacific, the Illinois Central, the Lake Shore
& Michigan Southern and the Michigan
Central. In 1870 they, moved 1:S99. so.5i9
tons Of freight one mile, and in 1850, 7.l34,-
347. 668 tons. The rapid development of the
railroad system is further shown in the
capitalization of the roads after making q
wide margin for water" lD1S7l the stock
and bonds representing the coet of the rail-
roads Of the country aggregated g. .627,-
645 In 1883 the stock and bond liabilities Of
the roads were s. ,495. TAI 81; bnt IN 1890 the
capitalization reached $40. l22. 6S5. COO. In
1883 the value Of merchandise moved by all
the railroads In the country was Sl4. $685.
957. 925, or about twenty times the value Of
our exports for that year, which indicates
that the United States has considerable
domestic trade, fact which many people
In this country seem to lose sight of.
REDUCTION IN TRANSPORTATION RATES.
If there was no information upon the
subject to the contrary one would natur-
ally come to the conclusion that the policy
fall railroad managers 10 based upon the
single purpose to extort from the travel
and traffic of the country every cent it will
bear withOutrunning the risk of killing both
by such exorbitaut charges as would prevent
travel except in cases of emergency, and
stop the production which furnishes freight.
No one who has any idea OF railroad man
agement will maintain that those who are
responsible for 1t are entirely inspired by
philanthropic aims. They are not in
1t wholly for the good they can
get such an idea from the pros
pectuses OF pioneers in railroad extension
circulated III a country where railroad
facilities are needed, and from " hich largo
subscriptions for stock by cities and coun-
ties are solicited. The impassioned elo-
quence of the prospectus writer bears him
aloft on the wings of patriotism. and
pictures the railroad builder as new
evangel but before such communities get
through with the company extending rail-
roads they come to the conclusion that
benevolence has no place IN railroad con-
struction and management. Nevertheless.
the managers of railroads are n. en- who have
had large experience, Joined 10 rare
capacity for affairs. Long ago the policy
OF setting inexperienced sons and i'm
pecunloue sons in-law TO manage RAILROADS
ceased, and the ablest men that interest In
trunk lines or money can secure have
been placed IN the control CT. rail-
ways from presidents down 10 the
local superintendents In no de-
partment industry and enterprise
can so much first-rate executive and finan-
cial capacity be found as IN railroad nian-
agemont. Consequently. when the gradual
reduction OF tho rates Of transportation Is
noted, IL need not be accredited 10 the uD-
Interested and beautiful benevolence OF
railroad managers. but 10 that capacity and
experience which they possess The cries
of Cemagocncs have been SO persistent and
il has been such a cheap way of 5ein:
patriot and phllanthrop.st 10 denounee cor
porations IN general and railroad corpora.
lions In particular. that very intelligent