The Wichita daily eagle. [volume] (Wichita, Kan.) 1890-1906, 1897-05-04
Traffic Associations.
From textile America

citation went to disturb business confidenc
because of lack OF understanding as I
| the nature and effect Of such efforts o.
| the part Of railway managers. 1t is NO
yet perceived that some method OF bring
| ing the complex freight and passenge
| traffic under common direction is a
| necessary as was the Introduction Of tn
| telegraph to the movement of trains
When il was first proposed to run train
| by telegraph a deal of opposition wa
aroused. and numbers of railway men re
| signed because OF it, The attacks on tn
traffic associations are due to ignoranc
OF their true function, and are certain Z
| disappear through the growing effective
ness Of the very machinery that is con
demned
The traffic association in the railwa,
system is of the same nature and functio,
as the clearing house in the system o
banking. each being instrumental OF self
regulation-the natural outgrowth of new
conditions. The New York Clearing Housl
is without so-called legal Incorporation, We
it Is gradually assuming greater power!
as an organ Of government, and this with
out exciting even passing remark. The
boards of trade are centers of regulation
for the several businesses connected there
with, their purpose being to facilitat:
transactions and compel integrity therein
As communication. seen as distinc
branch Of commerce, reached adminis,ra
tive unity in the postoffice, SO now the
great business of transportation is strug
Cling for its unity as the means of pass
ing TO the highest economy and effective.
ness. The common instrument to this END
is the derided traffic association.
Happily, the supreme court decision and
all other forms OF obstruction will go tc
further self-regulation for the railway
They will aid to clear away misunderstood
ing, and to teach the necessity of avoid
ing conflict with ways.de opinion by find
ing the most direct road TO the goal that
must be reached. The notion Is widespread
that regulation Of commerce between the
States" is only possible through the inter-
vention Of congress; the movement of
commerce without such interference Is
thought to be lawless. The opposite of
this, that commerce of necessity works
out its own regulation. cannot be proved
save by actual progress. A showing Of
fact here on the port Of the railway man
ayers would be of value. But any such
report would be lacking in point were &:
not boldly prefaced by the assertion that
the traffic associations are themselves of
wholesale government; that all the gov
erning is not done from Washington and
Albany. however loud the clamor
1t is difficult to see how a clear solution
can be gained without defining the issue
as one between "the government at Wash
ington' and the railway association as an
organ of self-government. The new legal
ity, In fact, is to be seen in the outwork-
ing Of the transportation system itself m
der the guidance Of its own inherent law
Congress may give registration to this law
when determined by the action, but 1t can
do no more. Commerce is everywhere
" orking toward the highest quality Of SER
vice at the lowest price, involving the
widest distribution. One means to this end
IS an enlarged publicity. 1t Is fair to say
that the true measure Of the service of
the Interstate commerce commission is its
ork as an agent Of publicity, especially
as one effect thereof has been to promote
uniform railway accounting.
Railways have to be run by railway ex-
perts-there is no other way. The railways
Of Belgium or Switzerland may be run by
A bureau Of 'the government" or for that
natter owned" by it, but for the sweep
IF country lying between Maine and Cal
fornia it will have to be done by experts
by science. which is government Again,
t will be done by the individual, who is
everywhere the instrument in mans &C
ion.
The idea Of government ownership" so
ar as 1t has any claim to attention, is
simply the dream Of the unified transport
alton system. There is still a widespread
ear of unity, which should, however, find
through observing the postofIice.
whose perfect diversity is due to the fact
hat 1t is operated as a single system. The
a.lway trafflc associations stand for the
lpproching unity of the transportation in
erests.
1t is easy TO lay down the rule that
re:ght rates are TO be equal and uniform.
'ut this, Ike other good things. has to
'e worked out in practice. The problem
$ vastly complicated owing to the fact
hat the railway tariff continues to be based
N distance. and. further. that IL varies
IS to classes of goods. Statutes assert
hat rates shall be uniform, but 1t so hap
'ens that the statutes fail TO provide for
hsnges in rates. From the very nature
4 things, important reductions in freight
harses came about in the past through
be aggressiveness Of individuals. who By
q
" other means secured for themselves ad-
antages which were not at once given TO
he whole people. The need Is TO reach |
uch a stage OF organization that success
III warfare by individuals for lower rates |
sill take effect an once for all shippers.
o get TO this the governing intelligence |
as to be cen:e-ed in such bodies as the |
raffic associations: in other wodrs. the |
atlUav H1Ta r-nyiIa for THAR
aw-making organizations. and this has TO |
e made up by selections from their high |
st experts.
One source OF confusion and error lies |
i the prevailing belief that the assoc.a- |
ions have as their end the maintenance |
{ rates az a certain high level. and for |
bis the traffic managers are largely 70 |
lame. The end is 20 regulate and govern /
ates, and 10 arbitrate the various Ques- |
ons which are constantly arising in rail- |
rsy administration. IL Is not possible for |
ny set OF managers, however compact
be organization, 20 resist the countless in I
uences which are determining railway !
-e;ght and passenger charges. To accom-
lish Il they would have 70 hold down the
1rces OF nature. and put al effective check
pom the inventive genius OF man. 4 CIV
q traffic association Is but the instrument
l-ough which the competitive forces are
iov-ng. and these forces gain freedom and
Tectiveness just in proportion 10 concsa-
alton OF power-to unity o. s6uiais;ra-
on. The locomotive Is competing fer IFS
lace in the round Up Of commerce. and
7 possible traffic associations can only
.c.I;ste the action.-Franki.n Ford.
Nr. Johnson CT SsEna was not n 4 pest
on 10 cry oh Mr.. johnson Turn Ne
cose." 20 Marshal Gilbert % that city
- o-Hs- rsr%- - rs It'd - se~s .raw