The times. [volume] (Richmond, Va.) 1890-1903, 1897-07-04
UNwIsE INTERFERENCE WITH
RAILWAYS

A recent issue OF the Railway Age con-
tained an article from which we make
the following extract:
while Florida and Tennessee have just
established State railroad commissions.
the Oregon Legislature is about TO repeal
the law under which its commission has
existed for the past ten years. IL Is
claimed that during this period the re-
auctions in freight rates. secured largely
by the railroad commission, will exceed
81 00O 900. 900. But tho farmers AMI the
many people OF oregon who are not farin-
ers have looked around TO see II they are
better of for the attempt to make SIN
gle interest bear so much OF the burden
Of poor crops, low prices and hard times.
THE people OF Oregon find" continues
the Railway Age. that while these rail-
ways are all impoverished. and would-be
builders OF more roads have been erect
tually warned of the reduced rates have
not made crops any larger or prices any
higher or business generally any more
prosperous, AMI they are thinking that
perhaps that IL would have been better
around II they had encouraged railway
building. with its attendant Industries,
instead Of depressing and making II un-
profitable. SO we find that In the words
OF one of the railroad commissioners, the
commission is doomed. Public sentiment
demands its repeal
Mr.. Thos 7. Grasty writes from Nash
Vile. Tenn, to the Manufactures Re-
cord. comments upon this extract from
the Railway Age thus:
But Oregon will not be benefited half
as much by the inflow of money for build
ing new lines of rail which will follow
the repeal Of its railway commission act
~. hon nd md
one other branches OF industry TO whion
railway prosperity always gives an I'M
petus SO tremendous is the railway as
a factor in progress and prosperity that
the financial world Is not only moved 10
confidence or distrust by the movement
In values OF railway securities, but men
with money with which to build facto-
res fight shy of all sections where rail-
roads are victimized under tho forms or
law. This is because business men pre-
fer to do business with business men
rather than with politicians. 1t often
happens that a railroad can afford TO
make special rate on fuel or raw mate
rial 10 factory because 1t has the haul
ing of that factorys output. Those con-
templating the building of factories want
10 be in q position to know what every
thing Is going TO cost. This can never
be known if rates are TO be fixed by poll
tcians entirely lacking in the kind Of
training necessary to scientifically
equitable arrangement. As the oregon
case proves politicians make mighty poor
traffic managers, even from the stand-
point of what is best for the farmers.
1t would prove highly instructive and
perhaps profitable TO the Southern public
J at large, especially in the States Of Ten
nessee and Florida, to know how low are
the prevailing railroad rates In their part
| Of the country as compared with the rest
of the world. 1T goes without saying
that in a densely-populated country lower
living rates can be made than in one
sparsely settled. Any farmer can under
stand the why and wherefore of that
proposition. Germany is ten times more
| thickly settled than the Southern States,
and yet the rates which to-day prevail in
the Southern States are absolutely low er
than in Germany. II rates in The South
be made materially lower than al pres
| ent, wages Of employees would have 10 DO
| cut down to the starvation mark 20 IRE
| vent bankruptcy. Starvation wages are
| bad enough. but general railway bank
| ruptcy would be worse. For, as rTOfcs-
sor Proctor has well said at would BE an
| absolutely suicidal policy for The South
to do anything to cripple tho railways
| which are Indispensable instrumentalities
II.
| sentiment that eminent thinker and time
| tried friend Of the South added these
words by way Of appeal TO our common
sense and instinct Of self-preser~1ti IN &.
"If the Souths railroads 10 forced into
bankruptcy. her furnaces and factories
! into idleness, 1t would double the work
necessary 10 get the Souths :, a:e of CO.
| operation in the form of capital when
the reaction Il. e., change from q feel
| ing Of distrust to one OF confidcuce) shall
set in"
The same eminent authority declared
| IN his talk about THE South's Obliga-
tons and Opportunities. that there can
be no alliance between the West and tho
South; "for." said he. mo alliance can
last without some common ground TO
stand upon. The West is the South's
competitor for desirable immigration, for
capital wherewith to upbuild and develop
as well as in other directions" And this
means that the section which enjoys the
| best credit and gives the best protection
| to capital whether invested In railways
or otherwise) will make most rapid head
| way.
| Both OF these extracts are fun Of good
sense. Railway commissioners, trusting
unskilled men with the management Of
| the delicate machinery of railway traffic,
| have never yet failed TO produce discord
and trouble. The railway business Ike
ever other business. is to be left to itself,
and then experience will teach the skilled
men who conduct 1t the most economical
and satisfactory methods Of managing 1t.
Rates will always fall under such man.
| agement TO the normal point, because
| any business makes more money from
| cheap than from high prices.
No region OF the country in the world
stands in greater need OF this lesson than
| the Southern States Of this Union.
THE TIME FOR INVESTMENTS.