The sun. [volume] (New York [N.Y.]) 1833-1916, 1907-11-10
'Efart's american NatiOn.'

The latest addition to the historical series
| constructed on a new and Muminattve
| principle, The American Nation" edited
by Prof. Albert Bushnell Hart OF Harvard
University and published by the Harpers. 10
a volume entitled National Development by
Prof. EDWIN ERIE SPARKS Of the Uni
verEity Of Chicago. The eight years covered
by this book begin with the term Of President
Hayes mi end with the election OF Mr.
Cleveland in 1884. Such questions OF foreign
policy az the construction Of an inter-
oceanic canal and the exclusion Of Chinese
laborers will be found here discussed.
as we'll as the method Of dealing with the
Indians and the development OF civil
service reform. Chapters are allotted
also TO the tariff Of 1883 and TO the currency
and fisheries. II is not those topics. how
ever. that commend this volume TO careful
peTusal. As the editor of the series points
out in a preface. mems thoughts had been
occupied during the twelve years preceding
the accession ~ Mr.. Hayes TO the Chief
Magistracy with the immediate con-
sequences of the civil war and the resultant
readiustments, but now there came q
distinct break between the old iPsueB and
the question, recognized a urgent and
vital. of the adaptation Of our schemes OF gov
ernmen 10 the industrial and social needs
Of the country. What. therefore, may be
called tho core Of the book will be found
in the first five chapters. which are allotted
TO a summary OF the social and economic
conditions of tho time, including invention,
transportation and labor. We need not
dwell upon the opportuneness Of the dis
cussion comprised within these chapters.
because in order thoroughly 10 comprehend
the grave problems confronting US to-day it
is Indispensable Ia study them in the earlier
stages OF their development.
In the chapter on problems Of trans
portstion Mr.. Sparks recognizes that the
rapid extension Of railways during the
years Immediately following the industrial
recovery of the United States from the civil
war was indicative both Of the approach OF
an industrial age and a preparation for IL.
The 1900 miles Of railways which the
United States had possessed in 1880 had been
expanded by 1880 TO 81. S01 miles in opera
ton. a.II6 miles under construction and
IS. 2ps miles projected. Part Of the addi-
tional mileage represented links 20 connect
short lines having the same general direc-
ton and thus to form a so-cslled trunk"
line between prominent shipping points.
For example. Cornelius Vanderbilt. presi-
dent Of the Hudson River Railroad. con-
solidated H. in 1899 with the New York Cen
trail In order 20 render shipment in bulk on
one road from New York TO Buffalo possi-
bIe. in 1879 ne leased the Lake shore and
Michigan Southern, forming in his way a
through freight line between New York
and Chicago. The Pennsylvania company
about 1850 leased the P~ittsburg. Fort Wayne
and Chicago Railway. thus obtaining an
entrance ntO Chicago. In 1874 the Balti-
more and Ohio company built an extension
Of its Ohio Central line to Chicago and the
Grand Trunk opened a lake and rail line
/ from Detroit To Milwaukee,. There were
then four trunk lines TO compete for the
business between Lake Michigan and the
seaboard. and the number was increased
about 1882 by the completion OF the West
| Shore and the Nickel Plate" and also bv
the extension Of the Erie Railroad 10 Chi
cago. IA yet no great INT prosperous
| north and south lines had been constructed:
I the volume of trade flowed in an east and
west direction.
Our author reminds US that V~anderbiIt'a
aim in forming a through line to Chicago
was TO secure some OF the extensive carry
ing trade between the Great lakes and
the OCEAN, Of which for nearly fifty years
the lake and canal route had enjoyed a
monopoly. Already In 1887. though as vet
no trunk line had been formed, the common
! carriers on che Great Lakes and Erie canal
had begun TO feel the pressure OF railway
competition. In hat year grain was car
ried by water from Chicago 20 the seabosrd
for "a cents a bushel. Three years later
the water rate fell TO II cents a bushel be-
cause the railways were. charging only 30
cents for their more rapid transit. In 1880
the rail rate dropped 20 10 cents and the
ana rate had to be cut 10 II cents. In
1884 tho rail carriage was reduced TO i3
cents and the canal 70 Q cents. the latter
rate leaving no profits. As a result Of these
and similar conditions part ~ the 5000 miles
Of canal which before l65 had been con-
structed in the United States had 10 be-
abandoned and no now artificial waterway
! was building.
No sooner were trlnk lines formed be-
/ tween conspicuous points, IA for example
between Chicago and Inc spsboSrd, C;i-
cago md *. Louis or Chicago and Omaha,
than composition began to d~emons:rsec
I the OWLS Of EXCESSIVE railroad buildinU.
Between composing points freight would
sometimes be carried 1000 miles for a
lower sum than the same Lulk would be
carried 100 miles where no conpetitiou
had 70 be encountered. This OF course
wac fortunate for shippers who could use
competing lines. but exasperating to msr-