The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1901-11-22

Those who hold this view are in the min
ority. The sentiment expressed by the
majority is that competition is necessary
and especially in transportation. They
realize the force of the argument that
the elimination Of competition gives sta
bility to rates and presents dscrimina-
tion, but they are afraid Of the expert
ment in its other phases.
Few men are without opinions on this
feature of railway consolidation, but the
percentage who are willing to come out
in the open and say what they think is
small. The man who believes that there
are some benefits to accrue from CONSOLE
dat1on is not talking for publication, be-
cause he fears to make stand on that
ground against the flood of popular senti-
ment. 1t is also fact that many busi-
ness men of prominence who down in their
hearts feel that the Morgan Hill Hartman
plans are a menace to the best interests
of the country are timid about making
the statement. They do not wish to in
cur the disfavor of these or any other cor
porations. The transportation companies
are the foundation Of the entire business
structure in the west. The lawyer re-
CARDS them as the best possible clients.
Many members Of the legal profession
hope some day to secure some Of the legal
business Of the big corporations.
Many Cautious Critics.
/ AS earnest and conscientious a citizen
and as good a lawyer as there is in
Minneapolis said:
There is no question but that inch by inch.
these big corporations tapping over onto
the rights of the people, as water gradually
creeps farther the shore with the tide
They are doing it under the cover of our
laws, aided by ingenious counsel I believe
that the common people realize it and that
there is a volcano Of sentiment that will
belch forth its disapproval in the not far dis
tant future. James J. Hill may have fur
nished the occasion. l am not saying this
for publication. I am in the law business and
may be employed by some of the corpora
tions. Trese corporations are the best pay
ing clients, and what may seem to be my
duty as citizen in putting myself on rec
ord against this move would not be reck-
oned good business policy.
Many shippers during the past few days
have been willing to indulge in heart to-
heart talks but object to going on record.
These men say that transportation is a
big element in their business, and as long
as they are forced to do business with
the railroads it is foolish to antagonize
them by expressing any general senti-
ment against consolidation. The ma
jority Of this element believe that while
consolidation is an experiment and it's
effects cannot be foretold the principle
of eliminating competition between car
riers as wrong.
The stability Argument.
There is a considerable element among
men who are close students of conditions
and business problems which takes con-
servative view of the Northern Securities
company, and its purpose. These men
say:
No opinion on the purpose and plans of the
Northern Securities company formed our
present insufficient knowledge of that corpo-
ration and its aims, can be Of value. Wait
until We know more about it.
AS general proposition we do not regard
this big railroad merger with alarm. 1t will
eliminate competition between carriers to a
certain extent, but as a result, we will get
stability of rates. The small shipper will not
be paying more for the same service tina.
larger shipper which is oftentimes the case
under present conditions.
There is much talk about arbitrary action
in rates that comes from ignorance. Neither
James ]. Hill any other man or set OF
men dominating the transportation world
would raise rates. The natural tendency of
rates is downward, and it will continue so in
spite Of any combinations that may be made.
The people do not recognize important
pont-that rates cannot be arbitrarily made
by any one man or set or men. The traffic
man must yield to conditions in rate making
1t is not much result of competition be-
tween carriers as between conditions and cir
cumstances. The railroad bases its rate on
the ability Of the traffic to pay; and the cir
cumstances and conditions surrounding the
markets of The country, and the regular laws
of trade, are prime factors in rate changes.
Conditions in rate-maxing have always
been superior to men. For that reason the
idea that traffic managers raise or lower
rates at their own volition is wrong. Rates