The Vinita daily chieftain. [volume] (Vinita, Indian Territory [Okla.]) 1902-1913, 1912-10-07

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w'naeas OF oaznpseafamm- Tsae Aesmnznsy
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amzAwmaasaAmt. and tAa wmmAm az umAAar
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4zzwkRaewd when ccraDutftauu 10 re@u-
Ihahsa. ~. Asss
~TAs In rollstteLAmxoot and the
naAnssy bflh TO psrfsct TIE eharlnaa
Gw and tAe NswIAnAp Oummins pro
szMas fuf "a intxptata tyaka eosnsaAs-
aAsa as~ I'll dis~uesA IN part 10 Shat
I'D Tsas Tsnakning vassss a ccmpa-
zknn fasy BE- hhansd b TIE waseea of
ezaossaay. These are eovteaa. but va
&aDv sxnp thAt dsmocsaey has com
Dsaanszn0s whish render it more en-.
easu4 shaz Aheolutism. So Il N IA Ia
e=xtsg. Ths nAsuin bstween wAat
nssn naturally DO and what they can
% ia - great that tha system which
urges men on TO EFFORT is the beat sys-
tam.
THE necessary wastes Of monopoly,
pn the other hand, are enormous. Some
Of these can. Of course, be eliminated
by regulation. An efficient interstate
trade commission, acting under appro-
pirate legislation, could put an end to
much of the oppression of which trusts
have been guilty, 1t could prevent un-
Just discrimination II could prevent
ruthless and unfair use OF power; but
. government commission would be
powerless to secure for the people the
low prices commonly attendant upon
competition.
AS no means exist for determining
whether greater net earnings are due
to greater efficacy in management or
to excessive profits, large net earnings
would be followed by compulsory re-
duction of prices, which in turn would
create a sense of injustice suffered,
paralyze individual enterprise and pro-
duce unprogressive, slipshod manage
ment The attempt to secure loo
prices through price fring tpoald
prouc as impotent as the statutes
sohteh hdpe sought TO protect the psb-
lie IN railroad rates by limiting the
dipideHds.
THE Interstate commerce commits
sion has been invoked as an argument
In favor of licensing monopoly That
commission has stopped many abuses:
II has practically put an end to cor
rupt and corrupting discrimination in
rates; 1t has protected the shipper
from oppression and arrogance and in
Justice. II has prevented unreasonable
dduanceS In rates; but 1t has secured
comparatively few notable reductions
In rates, except those involved in
stopping discrimination between per
sons, places or articles. II has beea
poaperless to reduce operating costs,
nad greater reductions In rates can
come only toith redtcti0ns In the cost
of producing transportation The In
justice and corruption attending the
earlier railroad period we're extremely
serious. But we must not forget that
the sWeepin0 reductions In American
operating costs and rates belong to the
earlier period Of competition among
railroads. In the ten years from 1889
10 1899. while competition among the
railroads was active. the freight rate
per ton per mile was gradually re-
duced from sll to .724. The years
1s9s-1e00 marked the great movement
for combination or Community OF In.
terest' In the railroad world as well
as in the industrial world. The freight
rate per ton per mile began to rise. In
each of the eleven succeeding years 1t
was higher than In 1899. and In 1910
It was 1853.
The deadenlng effect Of monopoly
IL illustrated by fts arrest OF inven-
tiOn. The shoe machinery trust, form
ed in 1899, resulted in combining, d.
rectly and indirectly, more than 100
aloe machinery concerns. 1t acquired
substantially monopoly OF all the es-
sential machinery used in bottoming
boots and shoes. as well as many 9TH
er machines. 1t believed itself unas-
sailAble, and shoe manufacturers had