The mirror. (Stillwater, Minn.) 1894-1925, 1905-03-30
TERMa. 81 90 per year, In advance
Six Months 50 cents


other hand their methods strive to
stide this life of trade. The consoli-
datlon of our transportation lines
means the destruction of fair compe-
tition in rate making; it means the ex-
ciusion of the investment of capital in
many lines of trade in certain fields.
and, worst of all the fsvoring of class
es. When one considers the great
number of passenger associations.
freight associations. terminal, rate and
weighing bureaus, it is only another
evidence that its memberships rail-
roads-have formed a combination so
complete that little IN orthern Securi-
ties restraining order" cannot affect the
results in their finaIity. These associa-
tions go so far as to say how many
trains each road shall operate on q
division, the equipment that is to COM
pose the trains, the time they shall
make, and the concession each men,
Der is to make to certain Industrial ad-
venturers or commercial pioneers.
Let us cite an instance: The Twin
City Chicago lines. i. g., the lines oper-
ating between Minneapolis and
st. Paul and Chicago, with but one ex-
ception, are members of what is known
as the Western Passenger Association.
One of the inviolable rules is that no
company's trains shall make the run
from st. Paul and Minneapolis to
Chicago in less than given number
OF hours, stating also the number of
day coaches, chair cars, diners and
sleepers that shall make up the equip
ment of the respective trains. Such
an agreement is hardly conducive to
the encouragement of competition be-
tween competing lines. It might be
added that the one exception-the road
without the associations not con-
sidered a competitor, for it could not
make the run in less time if it wanted
to.
When railroads can make it possible
for few men to grow immensely rich,
for few cities to be turned into great
commercial centers, and to retard or
promote at will the welfare of man and
community, they are in possession of
q dangerous power. The fact is too
little realized that the public has en-
trusted this vast and significant indus
try to probably not more than dozen
men. Herein lies the danger.
Probably the greatest and most effect
i've attempt on the part of the railways,
with view to aborting threatened leg
islation, will be through the agency of
their own employees,-the voters
making 1t appear that an increase of
rates means an Increase in wages-as
it of necessity should-and by their
appeal to these men to vote for such
representation as will make favorable
laws, or at least none that are un-
favorable. This question will
undoubtedly be national political
issue before many years have passed.
1t will then be up to the people.
Past experience in the government
of our postal system says we can own
and operate the railways likewise.
The perfection of that great system is
certainly very commendable. A rail-
road will charge you eleven dollars and
fifty cents to 60 from st. Paul to
Chicago short trip nowadays-over
their own property, while one may
send letter from the very extremities
OF Florida to the widest and remotest
parts OF Alaska, passing through scores
OF hands, over as many railroads and
steamship lines and then drawn hun
dreds of miles by dog sleds and pack
mules, for only two cents. Such freight
service at SO low cost kindles the fire
OF enthusiasm in the hearts of our femi-
nine bargain-counter vultures, and is
beyond the criticism of even the most
gloomy pessimist and chronic fault
finder.
Wherever municipal ownership has
obtained and given fair trial. it's
workings have been beneficial. The
inference seems clear, therefore, that
it must be likewise beneficial to the
people OF the entire country by apply
ing it on larger scale-the railroads.
The object should not be, however.
to make profit out Of the venture.
Continued on page three.)