The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1894-07-17

To the Editor of the Indianapolis Journal:
Whoever allows the events of the last
thirty days TO pass without leaving a les
son in political economy is unwise. The
bringing to light of an organization which.
is capable of stopping the wheels of COM
merce at the will of one man is the dis
covery of a dynamite plot that may at
any moment spread disaster everywhere.
1t is hardly extravagant to say that no
thirty days of the late war saw more de-
rangement of business and destruction of
property than the last thirty days; or
were productive of greater suffering, and
in some cases the loss of life. A partial
remedy is at hand if we choose to use it,
1t requires only the application of long
tried rules to the new conditions of life.
While the carrying trade limited to
sea-going vessels commerce was protected
by international laws. To rob modest
vessel, loading or loaded. moving or at
anchor in tide water was piracy, punish
able with death. Later the same laws were
made applicable to commerce on the lakes.
There were no railroads then. Now that
railroads have become the chief means of
transportation, largely superseding water
craft even on the coast why should not
the same protection be given to commerce
by rail as by water? In other words why
should a cargo loading or loaded at Phia-
delphia for Portland or New Orleans in a
ship or steamer be more sacred than a
similar cargo loaded on cars? The law of
piracy can be as easily extended to in.
clude railroads as it at first to in
clude rivers and bays, ana then TO apply
TO lake traffic. That would at once put ali
interstate commerce under the protection of
the federal government, where IL properly
belongs, and as an immediate result the
holding up of trains by train robbers and
the ditching of trains by strikers would
cease. Make it piracy TO rob or ditch
train, and the men who now make travel
ing terror would soon distinguish between
the machinery of the government and that
of the county in which they chose 10 oper
ate
other regulations belonging to commerce
upon waters could easily be adapted TO
railroad traffic. 1t is optional with q
sailor TO engage on any given vessel but
once engaged he is in for the voyage, and
he is 10 obey orders Disobedience is nutiny
Ocean commerce could not be carried on
otherwise. Why should not the same law
obtain in Interstate commerce by rail?
There have been several incidents in the
present revolt which indicates alarming pos
sibilities. Ira ms bearing soldiers have been
stopped at dangerous and inconvenient
places. as well as trains bearing passengers
and trains bearing live stock and perish
able freight 1t is not difficult to con-
ceive a possibility which might be very
damaging in case of an uprising OF any
element that might. through sympathy"
Trains bearing soldiers or provisions might
be abandoned. in this sO-called strike.
Those whose business ii is TO provide for
emergencies will have studied current con-
ditons 10 little profit if Iney do not pro-
vide for putting interstate commerce,
including travel and freight well as
mails, under the wing OF me government
that an employee shall not abandon his
place at the beck Of another and il shall
not be necessary to depend upon county
already SO terrOriZed the community that
no dares 10 sell even food TO hungry.
delayed passengers and what law IS better
than the laws which protect commerce on
the seas and lakes adapted 10 the very
slight difference OF conditions between wa
ter and land transportation? IT, in fight
ing this thing to a rnish. as Mr.. Debs says.
he shall compel Congress TO put land trans
portal ton under the same regime as water
transportation. there will be some compen-
sation for present evils in the future Sc
| curity thus obtained L. l.. SEE
Indianapolis. July l6