Watertown republican. [volume] (Watertown, Wis.) 1860-1906, 1905-01-18
Leading Railroad Groups.

six groups. 1,172 It's, 307 S9,3S6, 1863, GIG
The disclosures Of this statement are
startling. Out of total of 100000 miles
Of railr % d. covering the country we have
with an identity of interests which in effect
makes it a single control. 1t does not over
state the case to say that the six groups IN
question control nearly 90 per cent. of the
vital railroad mileage Of the country.
Under this plan the country is divided By
agreement among these controlling groups,
each group ruling supreme in its own sec
ton. With the Interstate commerce com
mission powerless to afford relief in respect
to interstate traffic without congressional
legislation, the producers and consumers OF
the country are wholly at the mercy of the
men who rule In these six systems, except
in such states as afford protection upon the
With the exception of less than II per cent.
the steel railroad mileage of Wisconsin Is
either owned or controlled by the owners OF
these six systems. Since the railroads have
acquired such a control Of the commerce of
the country, we need not marvel that the
present rates are, extravagantly high, nor
that they are steadily advancing. This
course is in full harmony with self-interest
and in accord with past experience I'm
limited power, and abuse of power, go
One needs but to consult the reports Of
the interstate commerce commission to find
abundant facts showing concerted action be-
tween these systems in advancing rates on
the same products, in precisely the same
amount and at exactly the same time. AS
these rates mount higher and higher, the
public can only utter its protest and hand
over it's money. 1t is powerless. It has
paid and must continue to pay every de-
mand Of the system until government at
fordS that relief which it owes to those
who maintain it.
The fact that the railroads have such
complete control over rates has likewise
given them control over commerce, such
control being far-reaching in its effect upon
the wealth of the citizen, and upon every
business section of the country. Not only
No aha cnf,-
able rates, but they charge higher rates
from the many in order that they may con
solidate production and shipping in the
character are fraught with great danger.
With unrestricted control it is easily in
the. power OF. the railway company, either
to destroy cities and villages, build them
up in wealth and power. It has but to
raise the rates in the one case and lower
them in the other or afford superior IA
clities in the one case or an inadequate
service in the other. That place which
gets the lower rate and the better service
must surpass its rivals and attract trade
the railroad companies have not only the
power, but that they have been largely in
strumental in building up the certain cities
believe it may safely be said that, not only
the we'll being of the state, but its stabii-
ity and in the end its perpetuity,- depends
agricultural citizenship, but upon pros
porous villages and small cities we'll dis
tributed over its territory. 1t is undoubtedly
to the interest of the railroad corporations
to locate factories at its terminal points
and restrict the intermediate points to
work of local distribution. But it is bad
for the towns and cities and surrounding
country so sacrificed to the interests Of
the railroad companies. IT net infrequent-
ly happens that railway managers and ofh-
cials, with knowledge Of the purpose OF
the railway companies, acquire interests in
industrial enterprises and large real estate
holdings at places where it has been de-
established and great markets built up.
The temptation of the common carrier TO
practice discrimination is thus greatly in
creased and with unlimited power over the
character of the service and the rates, It
can, through manipulation, develop cities
rapidly both in population and wealth, at
the expense of all rival places and localities.
Such a policy must cause ruin and suffer
Ing to thousands and violates all sound