Morning journal and courier., 1893-01-19
NEWS BY TELEGRAPH From All Quarters. YALE-HARVARD DEBATE, Arguments of the College Representatives. MR. BLAINE IS SLIGHTLY WEAKER. The Khedive Complies With
 EngIand's Demands. IN THE INTEREST OF GOOD ROADS. Official Recognition of
 Hayes Death.
IN THE INTEREST OF GOOD ROADS,

| ooS AAAVAOA VI | Hayes Death.
 YALE MEETS HARVARD. This Time on the Forensic FieId-The
 Struggle at Cambridge Last Night | To-N1ght is the F1nish-A Typical | Intercollegiate. e.Contest-YnAe Heart
 lily yAPplauded-The Decision In Fa- vOr of Harvard.
 | BOSTON, Mass, Jan. 18.-Yale and Har- yard met again tonight, not, however, on the athletic but on the forensic field. The struggle took place at Saunders the ater, Cambridge, and unlike It's two pred ecessors in the history of Yale Harvard argumentative contests was fought to a fn- ish, this occasion bsing the first of the semi-annusl debates between the two uni versailles at which judges passed sentence upon the merits of the evenings speaking.
 The debate bore every semblanoe to a typical intercollegiate contest. Though the l audience was essentially Harvard in its composition and sympathy, applause greet ed every play of wit and burst of elo- quence by the Yale speakers. Conspiou- ous among the audience were fifty Welles ley students and the same number from the Harvard annex, most unanimous in their Harvard preferences, as indicated by crimson scarfs and cordial approval of the Harvard representatives efforts.
 The seating capacity of the thester was taxed to it's utmost, all the available stand ing room being utilized when President Frederic W. Dsllinger of the Harvard union, the debating society of that univer- sity, stepped upon the platform at 8 o'clock, and after welcoming the visitors in the name of the Harvard union, introduced President Charles W. Eliot of Harvard as the presiding officer of the evening. Presi- dent Eliot said:
 "No doubt both our college and Yale de- sire to produce in the young men who re- sort to them desire for public speaking and public debate. Undoubtedly the art languishes at present. When two sides are presented in this country we osll 1t @ joint debate, as If a debate could be any thing else. We are 80 unused to the ex- change of opinions that our public speak CTS shrink from debate.
 The colleges have taken the matter up. Courses at Harvard in extemporaneous speaking have been established as of great advantage in a democratic society. We want students able to answer an opponent on the moment with clear, concise, moder- ate and persuasive argument. The Amer ican audience, too, as we'll as the American debatsr, needs training. It Is excellent in- telleotual practice to have question of two distinct sides presented fairly as is the question of the evening, not stirring, but business subject"
 President Eliot then stated that the q ues- tion for debate was:
 Resolved, That the power of railroad corporations should be further limited by national legislation"
 MIR. HANSON OF YALE.
 MT. Edwin Lamson of Montclair, N. J., was the first Rpaaker. The history of rail roads is the history of the last sixty years. They have revolutionjxed the commercial and social character of the civilized world. Imperative responsibilities, therefore, rest upon this government to see that this gi- gantic power is used for the benefit, not the injury, of America. Our danger lies in our patriotic optimism. The railroads ! with their ten billions of dollars have be- power 50 great as to exceed the wealth, in | fuence and property of any other united | interest in our country. The tendency of | the times and deficiency of service point l toward consolidation. The earnings of | the railroads for single year would wipe | out the national debt. The railroad power | Is one second only to the government itself. Recall the arbitrary and ire l sponsible power and the unscrupu- | lous methods of our great railroad magnates, the vast wealth and luxury they accumulated. Consider the methods of Jay Gould. If society is in part responsi- ble, let society redeem itself in the future. ! The railroad has been @ benefit both to | the public and itself. But there Is re- verse to the picture which the eulogists do | not show, the abuses and demoraliztng tendencies which exist The question is not whether the railways have been or are benefit, but whether they can be made still greater one. The problem was how to get railroads. Its solution, private enter prise and public aid. The question now lation. The supreme court of the United States has repeatedly decided with abso lute conclusiveness that as the railroads perform in part function of the govern ment they are quazt- public ser wants, public carriers. public high
 ways and as such subject t. legislation. Beyond this we cannot go | evils. the past and present show, for 1t ha'
 no control over inter state traffic. Oul only alternative, then, Is national legisla
 tion. Voluminous testimony and the re j. port of the Hepburn and Cullom commit
 tees before the United States senate prove
 the wisdom of the inter state commerce
 act. The facts and the revelations ar'
 simply appalling. The outrages recorded were simply incredible. Private and pub lic rights were unthought of. Transpor
 tation interest had been treated as public property, subject to bargain and sale lik merchandise. Legislation is needed unti publicity of rates Is an accomplished fac . and discriminations are msttsr of his tory. Rates ehonld be ss we'll known a
 the price of postage stamp. Section ? | of the inter state commerce act require ) that the commission should recon ) mend such additional legislation a F may be necessary. It is thei
 recommendation to congress Janusr 21, 1893, that I present to yo
 to night, recommending that as tn
 interstate commerce law though havin
 accomplished good has proved to be vic
 lated and the important points of It's ad = ministration inefficient and ineffective
 more national legislation is needed
 amend, strengthen and support it's execu
 tion and enforcement. Senator Cullor
 and Judge Veney declare that nations
 legislation to further limit the power c
 the railroads Is an absolute necessity Q
 proved by the commissioners' report fo 1892, the advance sheets of which wer
 kindly placed at our disposal. The senat
 itself two weeks age passed bill withor
 dissenting voice to remedy the dapgerou
 effects of the Clunselmsn decision. Ur
 doubted1y 1t will become lay. It seen irrefutable that national legislation Is neet
 ed to further limit the power of the raj
 roads.
 Carl Vroomsn of Harvard was the SC
 ond speaker.
 ARGUMENT OF CARL vRooMAN, HARvAR
 Ar. Chairman, Ladies and Gentlemen,
 1 shall not endeavor to cover the who
 of this question. I will simply mark o
 the most vicious railroad abuses and tra
 them to their cause. I shall then sht
 that the remedy proposed by the affirm
 tive, namely, "A farther limitation of t
 power of railroad corporations" mr
 necessarily fail to remove these sbus
 My colleagues will show you the tr
 remedy.
 Competition brings on railroad wl
 which often reduce rates far below co
 When 8 truce has been made the railroi
 immediately raise rates and thus tax
 public for the expenses of the war. ]
 mean level of rates has remained the ga
 and their sudden fall and more sudt