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The Morristown gazette. [volume] (Morristown, Tenn.) 1867-1920, August 27, 1884, SUPPLEMENT, Image 7

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X L" TFXCS F1E5IIC AID EULtOlOS.
3.
. D. Sublmti Aiswrri ai Article ii
the .Appeal Tearbis the Necessity
fori Railroad Comai'ssion,
And by Tabulated Statements Provet
that the Farmer and the Planter
Have the Best of
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Under the above head the Memphis
Appeal of Ang. 21, publishes a letter
written by Mr. K. B. Stahlman, of
Nashville, in answer to an Appeal
editorial of some days ago, charging
Tennessee Railroads with a desire to
oppress the "truck farmers" of Geor
gia by exacting exhorbitant rates of
transportation on melons to the
West, and also charging an attempt to
cripple the work of the Georgia Rail
way Commission. Mr. Stahlman.who
is an able and well informed railroad
man, in an exhaustive paper supplied
with valuable statistics "and facts,
shows that extraordinary exertions
have teen made by all the roads to
keep the "truck farming" interest of
the entire .South that the average
rates charged now are no greater than
in former years that rapid trains
are being run at largely increased ex
pense to the roads, ani that large in
vestments, aggregating a half million
dollar, have been made in refrigera
tors and ventilated cars to handle this
perishable traffic in a satisfactory
manner.
lie shows also by elaborate and
complete tables that while the Georgia
planter, upon the product of one acre
of ground, worth not exceeding thirty
dollars, makes a net profit of $ 100 to
$-10per acre, the railroads, upon an
enormous investment aggregating mil
lions of dollars, realize a net profit of
only ten to twelve dollars for carrying
the product of this one acre to mar
ket, the paper and exhibit is valuable
in showing what. a small percentage
of the profit in the business really
goes to the railroad, and how
thoroughly groundless the stereotyped
charge of extortion, etc, etc. The en
tire paper should be read to be prop
erly appreciated, but want of space
forbids more than a synopsis. I pon
the question of "truck farming" in
Tennessee he says J
Your article, by implication,
charges the railroads with discrimina
tion and extortion against the "truck
farmers" of this State, and intimates
that a Railway Commission is necessa
ry to protect their interests.
With Tennessee, as with Georgia,
the railroads have done much to stim
ulate truck farming. Nothing has
been left undone which could be done
to help promote the interest of the
farmer; rates were made low and
rradually reduced. There has been no
advance in rates from Tennessee to
an v point since the traffic first began.
1 append herewith the
RATES FROM TEXWESSEE
producing sections to Western con
suming market upon all classes of
truck. That denominted first-class
embraces such products as grapes, ber
ries, plums, etc, Second class such
as ban,, pea, tear, peaches, etc,.
The third, or lower -lass, embracing
potatoes, oni.ins, cabbages, cucumbers,
apples, melons, etc., is not given, for
the reason that no change in rates
either up or down has been made
w ithin the last two years. For the
two clasps un.-n which there has
give the t.gures as
see to Jan. 1, 1SS3, shows
in g, namely:
Toul line. Miles of Trtrk.
TnnylTni...6 6i7 10 ff!
Tenn..... 2,11 2,&vJ
aaiLaAO coarraccriOH xa 1SS3.
lYnnirlTan! without a commisioa...i-2
Tvnnesse with commiion 47
construction in Tennessee Veing
attributable and confined to unfinished
branches, the building of which were
contracted for prior to the passage of
the railway commission bill. It can
be stated as a fact that with fifty-three
new charters granted since 1881 not a
single mile of new track is being laid
in the State to-day. As to rates of
transportation in the two States, it is
a fact that the Pennsylvania roads are
charging even higher rates on the pro
duct of Pennsylvania than is being
charged by Tennessee roads on the
products of Tennessee, and yet the
men who should dare advocate a man
datory railway commission in Penn
sylvania would be drummed out of
the legislative halls. The people
there want no railway commissions;
although the railway track mileage of
the State is nearly 500 per cent,
greater than the mileage of Tennessee,
they are still crying for more, because
they know more railroads mean in
creased development and greater pros
perity. Tennessee roads want no
quarrel with her people; they want
instead the most perfect harmony and
co-operation in a joint effort for the
promotion of the general good and de
velopment of the vast resources of the
tate. The roads and the people are
bound together in a common interest,
a common destiny; what aids one
will benefit the other. Let us, there
fore, as Tenuesseans, bury this spirit
of hostility in our midst and revive the
work of development. The press of
the State has a solemn duty to per
form ; let it be performed with an Unc
tion such aa the chronic office-seeker
and demagogue will not be apt to mis
interpret. ASKING TOO MUCH. .
the follow- THE INDUSTRIAL .INTEREST.
Railroad Commission Nei
ther Necessary Nor
Desirable.
X Conflict Between the Reads and the
Easiness Pall if.
The Farmer's Safeguard Against
Oppressive Charges.
A Democratic Paper Which Cannot De
fend an Uawarthj and Unfit
Nominee.
Col. Sarag' Tallaaoma Bru(M
J adrd by th Standard of Pe
ccary and Propriety.
, I'V
leen a change I
follows :
i r:a Mrmr-M. Tnn
Inlvi;iv, Ky ,
1 Kjr.. HM
t"i:".n3;i. o . lx
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ln.iiacap.in,. ln-1., lv;
In.i .tcti'iis Inl.. 1-4...
b :-, Ill ,
ttlKtW. 1. 1..
From N-hvf!. TV tin., to
l.u:vt!, Ky..
Iau:i Ky.. Is.
t in innj'.i, ., Ivi
iariuntu. O.. 1
ln.!im;x):i. ln-1., l-vt
In i.ni-"a. In J., lv..
i iii.. i-x...
l kl.--o, 111..
itnis.
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To compare further would call for
much labor and space; sullice it to
say. that rates from all points in Ten
nesee, including interior or s-Kalled
local ioint, were reduced in like pro
portion. Without going further. I am fersua
ded fair-miii led men will concur with
me in saying:
1. That the railroads of Tennessee
did encourage capital to be invested
in "truck fanuim?" in the .wO'Jth gen
erally, and that tis support has not
-een withdrawn.
Z. Tliat no prohibitory tariff of rates
has l-een a.-ke 1 or exacted.
U. That no eiforts have been made
by Tenne&st-e roads to cripple the
work of the Georiria Commission.
4. That the traliic will lear a much
higner rate of freight than is being
col lex-ted.
5. That the Geonrla Railway Com
mission, even w ith the friendly co-operation
of Tennessee roads, is power
less to control the rates of traffic des
tined for points bevond the Georgia
State limit.
That the "truck farming" interest
of Tennessee has been better protec t
ed without a Hallway Commission
than the "truck farming" interest of
Georgia with a Ilailway Commission.
What is true of "truck farming" in
Tennessee is true of every other in
ter.nt. Tennessee railroads must and
will help build up, they cannot afford
to tear down.
And this brings me to a concluding
rejection.
The stereotyped cry of grinding
monopolies, soulless corporations, dis
criminations, extortions, etc, so prev
alent as the weapon of the demagogue,
should find no sympathy or encour
agement with fair-minded "people. The
press of the State, especially able and
enlightened, should rebuke the miser
able spirit which thee political huck
sters are trying to fan into a flame.
We are all Tennesseans : we mntt live
together and should work together for
the common weal.
Tennesee is to the South what Penn
sylvania is to the KaL In combined
timl-er, atrricultcral and mineral re
sources, she surpasses any State in
this American Union.
Pennsylvania has no railway com
m:.ion and wants none. Her rreat
FayelteviHe Observer.
We have always been loyal to the
Democratic party ; have always sup
ported its nominees and defended the
utterances of its candidates, in so far
as we could do so without being re
creant to our duty aa a citizen of the
State.
Col. John II. Savage is one of the
Itailroad Commissioners, by appoint
ment of the Governor, and one of the
nominees of the Democratic party of
the State for Kailroad Commissioner.
His duties under the act creating the
commission are ol a judicial nature,
and, therefore, non-partisan ; and we
had supposed that Col. Savage, in the
performance of his duties and in his
appeals to the people for support,
would govern himself by those rules
of propriety becoming one occupying
and asuiring to a judicial position. In
this it appears that we were mistaken.
In a speech made at Tullahoma, on
the l-'th inst., duringthe sitting of the
Congressional Convention, as reported
in the A nerican, he transgressed ail
rules of decency and propriety. He
made a haiangue that would be un
worthy the lowest professional poli
tician in the land, and if he is correct
ly reported his speech showed con
clusively that he was utterly unfit and
unworthy the position to which he is
aspirin;:.
We have not space to give the whole
speech as rejorted, but a few extracts
wiSisutlice. lie said: "As soon as the
railroads come down from the lofty
stand they have taken, and acknowl
edge that they tt md the same before
the law as anybody else, then he was
willing to cease war against them," In
this sentence Col. Savage assumes
that the railroads do not "acknowl
edge that they Ptand the same before
the law a. anybody else. The Colonel
states no facts in support of this
declaration, which was probably made
for the sole purpose of exciting a
prejudice in the minds of ignorant
voters. He also admitted in the above
extract that he is waging a war against
the railroads? What right has a rail
road commissioner to wage a war
against railroads? The act creating
the Commission confers no such right
or duty. His duty is to hear com
plaints," hear proof and to decide
justly and impartially all matters sub
mitted to him. A partisan Judge is
no better than a corrupt one.
Again he is reported as saying to
the delegates of the Congressional
Convention: "He charged the dele
gates that they should never give any
man w ho had leen a railroad attorney
any office." Without stopping to re
mark upon the impropriety of Col
Savage dictating to or obtrudine his
advice upon a convention to which he
was not a delegate and in which he
could have no business, we will say
that it is difficult to determine whether
this utterance was not inspired by
demagoguery. Have not the railroads
a right to be represented by an at
torney? How can they be repre
sented before the courts and before
the Kailroad Commission except by an
attornevi Why would Col. Savage
deny to railroads what the law justly
conceues to every association ol per
sons, use rigfit to be heard ty coun
sel? Has not a lawverthe risrht to
transact legil business for a railroad
as well as for anybody else? Why
fmnish the lawyer who performs
eeal service for a railroad company 7
akh-s not cis proiessionai uuiy require
of him to represent a railroad com
pany as well as other litigants in the
coirts and before the ILailroad Com
missioners? It seems that Col. Sav
age, instead of being governed by the
law creating the commission, would
deprive the railroads of the only right
conferred upon them by that act, that
is of leing heard before Col. Savage's
commission by counsel. But we need
not enlarge upon these utterances of
this judge who sits upon the Railroad
Commission ; the bare reading of them
is sufficient to condemn them in the
minds of all fair-minded men.
Is the Democratic part v of Tennessee
to be held responsible for the utter
ances of Col. Savage? We will have
more to say on this subject hereafter.
The Southern Lumberman, ' from
which the following is clipped, repre
sents one of the largest interests in
Tennessee:
We have taken considerable pains to
obtain the calm and quiet views of the
saw-mill men and lumber dealers, as
well also those of prominent business
men representing nearly every in
dustrial interest, concerning the pro
posed Tennessee Kailroad Commis
sion, and find that they agree with
Wonderful unanimity' that a commis
sion is neither necessary nor desirable.
We learn that there is no conflict in
this State between the roads and the
business public as a body, and no
serious complaints are made in any
locality that have not, or cannot be,
adjusted by presenting the cause of
complaint ia a proper manner to the
proper persons. Ilailroads, like every
other business, are run for money a
profit upon the investment ana as
their profits are derived from the peo
ple it is obviously to their interest to
cultivate a friendly feeling to increase
their trade. The managers, officers,
and employes are daily brought into
business contact with every class of
people, from the highest to "the lowest,
lroin the tramp to the millionaire, with
a considerable sprinkling of editors
and preachers, and a shower of cranks,
and it is a matter of profound
astonisnmeni inat tney give suca
general satisfaction as we find.
It is said that the commission is in
tended to prevent discrimination and
extortion. We do not comprehend
how the roads can seriously oppress
us when it is Impossible for them to
take from us any right or privilege we
possessed before they were built.
Suppose they charge up sixteen cents
for lumber from Lebanon, Murfrees
boro, Franklin or Gallatin, to this
city, and then transport the samelum
ber from here to Montreal three hun
dred times the distance for thirty
cents, who is injured ? We have the
same turnpikes, in as good condition
as before the roads were built, mules
and wagons are about as cheap, and
pixe tolls much less than formerly : bo
rathap friar onKmit a-vf Att isn " s
ries to other men to act as com
sioners? The bill could require frOni
this commission a report to each ses
sion of the Legislature of abuses or
oppression by the roads, and suggest
any necessary legislation to correct
such oppression if the existing laws
are inadequate. We believe many, if
not most of the complaints against the
roads are from misunderstandings, or
accidental, or unauthorized acts of
agents, which the roads would sat
isfactorily explain or correct upon
their attention being called to the
trouble. The fear upon the part of
the roads of an unfavorable re-
Sort from this commission, bringing
own upon them stringent legislation,
would be sufficient check if they had
any desire to do wrong. Our railroads
are of such great advantage, to the
State, and their interests are,so closely
identified with her prosperity, that we
cannot afford, aside from a question
of right, to hamper and injure them
by an unnecessary warfare.
i
Bom at thV Wronr End, or He Might
Hare Become a Bank President or
a Robber Manufacturer.
4rTfeis, we doubt not, was unintentional.
lhe Commissioners are above suspi
cion ; but when it is remembered that
they are chosen because they are igno
rant of - railroads, own no stock in
them, and have nothing to do with
transportation interests, it is not
strange they blundered.
A LKSSON FOR TENNESSEE.
: i j l .
raiiroaas are reacning oat in everr
nook and corner of the State, with
branches and extensions for the de
velopment of her vast fields, and capi
talists from abroad are doing likewise.
A comparative statement of railway
mileage lor Pennsylvania and Tecnes-
Sltapltfylng- Matter.
IlartsvHie Sentinel.
If the courts keep on trimming
down the functions of our Railroad
Commission soon they will have but
little else to do than draw their sala
ries. As this is about the size of it
anyway, the courts are fimpuiying
matters very considerably.
ratner inan suomit to "extortion, or
have "our hard earnings wrung from
us by oppression, we had much bet
ter fall back on the good old wagon
and team plan of our fathers. There
are many sections of the State of Ten
nessee where new railroads are imper
atively demanded must be built, and
that soon, or they will fall so far be
hind the other portions of the State
that they can never regain their
proper places.
Is it just to the citizens of those sec
tions that we, who enjoy the blessings
of railroad connections, by establish
ing a hostile commission forever debar
them from enjoying the same bless
ings? That, indeed, would be class
legislation of the most hurtful kind
that would discrimate in favor of the
wealthy sections of the State, which
possess all the transportation facili
ties they need, to prevent the poorer
sections lrom ever securing the same
advantages. The fact has been demon
strated, and admitted, that, shonldthe
proposed commission be established
and invested with power to regulate
the operations of the railroads in the
State, no capitalist, either Aative or
foreign, would risk his means in their
investment, and railroad construction
would Cease in this State, and that,
too, at a time when a large proportion
of the best and most progressive citi
zens of the State are bending every en
ergy to secure railroad connections for
their respective sections. It would be
an outrage upon their rights and lib
erties to irustrate their honest endeav
ors to benefit themselves and their
sections in a legitimate manner.
. The Baltimore Manufacturers Rec
ord, reviewing the statements and fig
ures given in Poor's Kailroad Manual,
the advance sheets of which Lave just
been issued, makes the following state
ment, based upon the actual figures:
"The aggregate railroad mileage of
the whole country is now 1,552
miles, against 87,72 miles in 1SS0,
showing an increase of 37.5 per cent.,
w bile the total capital ia $7,49-5,471,-311,
as compared with $5,42.3,722,500
as the amount of capital given by the
census of lSW. It is, however, to the
South 's position that we desire more
especially to call attention.
"If we take the four-year period
from 1S70 to 1883 it will be found that
the development of the South's rail
road system during that time was
very rapid, and the statistics will show
a most grautying progress ; but u we
were to examine closely into the pres
ent condition of railroad building in
the South we would find that, in a
number of the States where most un
just and arbitrary laws have been en
acted for the control of railroads,
capitalists have sensibly refused to
to risk their money in enterprises the
control of which is taken- from them
by law, and that railroad building is
therefore very slack." . .
A CSEI.ES COMMISSION.
Tennraitee Cannot Afford to Hamper
Her Roada by Caaecesaary Warfare.
Columbia Herald.
From all we can learn the Kailroad
Commission bill is growing more un-
jopular, and will likely be repealed by
the next Legislature. It is wrong in
theory, inefficient and harmful in
practice, and has already been de
clared unconstitutional by the Federal
Court, and we can see no reason for
continuing it in force and paying
large salaries to the Commissioners,
while they are doing nothing, under the
injunction of the court. Our platform
calls for a commission of some kind,
and we believe there should be one, but
instead of giving it absolute power,
combining the functions of counsel
and judge, we think that an advisory
commission, with power to hear and
investigate all complaints against rail
roads, and in their own name, bring
suits in all cases of oppression, would
accomplish much more good and
be more acceptable to the people.
And under this, why not have the
iovernor, Secretary of State and
Comptroller constitute this commis-
irn with a amnll arlnitinn tn their
I salaries instead of paying large sala-
Georgia Farmer Receiving no Aid from
it ConimUnlon. .
The Chattanooga Times, referring to
the complaints made by farmers and
truckmen in Southern Georgia that on
account of high rate of freight and the
greed of middle men they have been
unableto ship their products to
Northern markets without loss, says:
And this moves us to inquire: Why
does not the Georgia Railroad Com
mission protect the truck farmers
against these exactions? Why does
it allow this great interest to be broken
down? If it be answered that nearly
all the shipments of melons, etc., are
to points beyond the State and there
fore not under the supervision of the
Commission, we ask - further what
good is the Commission to the great
producing interests of Georgia? Nine
ty percent, of those products on which
farmers and planters expect to realize
Erofits are sent beyond the State lines.
E railroads may make up for losses on
local heights prescribed by the Com
mission by imposing extortionate
rates on products going out of the
State, where does the gain of the pro
ducer come in as a result of the Com
mission's supervisory power?
If we apply these facts and deduc
tions to our affairs here in Tennessee
we shall not thereby encourage farm
ers of this State to expect great advan
tage from, placing the management of
our railroads in the hands of a com
mission. The local schedule proposed
by our commission fixed rates on farm
products about 25 per cent, higher
than those enforced by the Georgia
commission, thus putting our people
at a decided disadvantage. If any
commission in the country could have
achieved success in supervising the
work of a State's railroads, the Georgia
commission should have succeeded.
But the facts are the other way. The
greater portion of the press of the
State bears united testimony that its
intermeddling has about brought the
projection of new lines to a standstill,
while it has not encouraged the exten
sion of old ones. There is abundant
proof that while the city of Atlanta
has been considerably profited through
the operation of commission rates, the
State at large has not, on the whole,
been served as cheaply by the roads
as before, the commission undertook
their, direction.
There is no basis . of sound reason
ing . for a State Commission to
rest upon. They cannot interfere with
rates fixed in their State on cargoes
destined for points beyond the State's
jurisdiction. Whatever concessions
they force from the roads on local
business is gotten back from local
shippers by increasing rates on goods
going out or coming into the State, It
only results in taking money out of
one railroad till and putting it back
in another railroad till, lhe people
who pay the piper are not benefited
unless the privilege of paying several
thousand dollars a year as salaries and
expenses of a commission may be rated
a benefit.
In the case of Tennessee, the ship
pers on her roads had no right to ex
pect anything of the Commission but
that which has happened. The law of
their creation was a hotch-potch of
crudities and compromises, and was
pronounced worthless by our best
lawyers. The gentlemen chosen to
enforce this law and act as umpires in
the delicate and difficult relations be
tween shippers and railroads was a
uniaue boa v. At the head wasnlaced a
cranky, superannuated politician filled
wiiu most extreme prejuaices against
the roads, and entertaining views on
public and corporate finances similar
to those held by French agrarians, by
Dennis Kearney, of California, anil
Justus Schwab, of New York City.
Next in order was a gentleman who
had never resided on the line of a rail
road ; had not made the operations of
our railway system, any part of his
study. The gentleman at the tail of
this remarkable board had, we believe,
at some period in his career, surveyed
the line of a projected road and been
active for a short period in the engi
neer department of another road.
Not a man of the three knew as much
of the "tricks of the trade" of prac
tical railroading as an intelligent
bra&eman. J. hey all knew lees of the
great interest over which they were
set. involving not less than S75.0C
000 of capital, than is known by any
uivisiou superintendent or upper
ciert in a lreight office.
With a Commission so composed, a
rickety statute- to guide them, and a
cranky communist sitting at the head
t . i.i i. , i - j .
ui mo utuie, na irgai auviser, is it any
wonder that the attempt'at railroad
regulation in Tennessee has fallen into
general contempt? Is it any wonder
tne courts sent the board into indefi
nite retirement?
We are not of those who believe
there are no railroad abuses that
should be abolished. We know of
many that mutt be reformed by
tne managers themselves, or the
Legislature of the country must
intervene to protect the roads
and the people from the rascally
practices ot speculators. Uver these
abuses a State Legislature can have no
more control than it can reform the
court of Siam. The patchwork med
dling ol ttates only complicates the
situation, and does neither roads nor
patrons any good. .
The American.
The most deplorable social disorder
which can befall a people is a state of
hostility between the moneyed or
more properly the business interests
and tabor. Capitalists in the strictest
senso have but little to do with labor.
They collect their interest and only
deal with labor indirectly. But a state
of hostility between the business men
who may be rich men, with . large
means either manufacture mer
chants, planters, bankers, , railroad
officials, or others using capital and
the liboring people, is a calamity.
One reason for referring to this
question now is that a financial
pressure-a time of distress when
the laboring people suffer most, is
always utilized by demagogues and
men 'with an agrarian spirit to stir the
passions and engender hates between
the classes. We are but performing a
duty to the public when we warn the
masses generally termed the laboring
people against even ignorant or evil
minded men, who pose before them as
the champions of their rights to at
tack, in the name of the people, banks,
railroads, manufactures all men com
bining capital in the interest of pro
gress and money making.
The present canvass will not pro
gress far, until this class of men will
appear on the stage, pose before the
puDim, and, taking advantage ot tne
social elevation which fermenting pol
itics brings to unworthy people, will
stand out as the friend ol the laboring
man to warn him of the iniquity of
corporations, especially of railroads
and all manufacturing industries. The
motives and purposes of these men we
have but little to do with. Sometimes
they mean nothing more than to en
gender a prejudice that they hope will
supply a deficiency which it is charity
not to mention ; but most usually they
are life-long and well-authenticated
failui-es soured with the world be
cause, having no doubt about their
merit, they attach all the . blame to
people who have outstripped them,
and whom they denounce as capital
ists. When these men shall come to pose
before the public as they will do all
over this country before the canvass is
over the people appealed to by them
will do well to bear in mind that, in
this country, more than in any other,
capital is the reward of toil. The men
whom the upstart points to as thieves
and robbers, because they are filling
important places in the business
world, are, most of them, men who
started with the upstart, but have
simply left him behind. Or, it may
be, that; they did not start with him";
he may have been a rich man's son
and college bred, but simply of no ac
count, while they camefrom the most
obscure families. This upstart, see
ing others walk away irom him, or
pass him in the race of life, is in good
plight to do the subject full justice.
With this class of men every one get
ting a fcirge salary for his faithful at
tention to business is a thief ; all com
bined capital is robbery; wealth is a
crime, and their greatest ambition is
to engender hates and hostilities be
tween the classes. '
A country like ours never has a
worse enemy than the demagogue,
who labors to arraj' classes against
each other. A little reflection will
convince the laboring people that he
is their worst enemy. Besides, he
writes himself down an ignoramus.
By a law of social life in this coun
try the rich and the poor change
places with each succeeding genera
tion. This upstart was simply born at
the wrong time in an off generation.
He oughc to remember that his father
certainly not farther back than his
grandfather was a property holder,
belonged to the class of people who,
in his estimation, are all thieves.
Then ugain, a little thought will
leave on his mind this lasting impres
sion : ''If I die soon enough to give
my son and daughter a fair chance,
they, bv their industry and good hab
its, will in time be among the rich peo-
Fle, and so my only complaint is that
was bojrn at the wrong me, or I
might have been a bank President, a
railroad official or a robber manufac
turer." Through this entire canvass
not one of these misborn fellows will
be seen on the stump or in the news
papers, posing before the laboring peo
ple, whovrould not accept the Presi
dency .of a bank or a railroad, if it
were tendered him, and give up his
present occupation. And more than
that, every mother's son cf them be
lieves he cbuld fill any place on earth
if the people would only find it out.
IX OTHER STATES.
In a Compact Foim.
Memphis Avalanche. " ;
The Banner puts the Railway Com
mission question in a compact form in
this paragraph : "We have tried the
commission experiment until people
all over the State have been convinced
oi its injurious ehect. The commis
sion m Tennessee was the result of
hostility to the roads, and was worked
up bv demagoeues. and the nomina
tion of the old Commissioners, headed
by a man who has made it his habit
and his boast to antagonize railroad
interests, is convincing evidence that,
under whatever law operating, such
aboard would only work an injury
and retard industrial progress in
the State. The people want
more railroads; they want to utilize
every possioie means oi funding up
an ealarged prosperity, -of increasing
the value of their lands, of securing
increased facilities for marketing their
products and of developing all of the
latent resources of the State. These
are far more important considerations
than the doubtful expedient of a Rail
road Commission, or the making of
political capital out of such a ques
tion. The general industrial, agricul
tural and commercial interests of Ten
nessee are of paramount consequence,
and any attempt to subordinate these
great interests to tne ciaptrap ol a
political indorsement of a useless and
unconstitutional machine, which only
consumes the people s money without
returning any equivalent, is unworthy
of support.
How Kailroad. Commissions
Have Operated Elsewhere dT
The Experience of New Yora and Miclii
gan Farmers and tfusiaess Men. ajrsl
Party Pledged to Respect Vested Bights.
Tullahoma Guardian.
it is to be regretted tnat we have a
few men who are unwilling to let well
enough alone, une or two ol our
State exchanges, after a silence of
some weeks, are again endeavoring to
antagonize the railroads. What good
these journals hope to accomplish by
such a course is not shown. They de
mand a Georgia commission law for
Tennessee, and which the courts of
Tennessee and Mississippi have, in
clear and able opinions, declared can
not be enforced in this State. The
railroads of Tennessee have vested
rights. In our judgment, no legisla
tive enactment can deprive them of
these rights.
The Democratic party in its State
platform distinctly enunciates that
the rights of the railroads should be
respected, (the same ' declaration is
made in the Coffee County platform.)
This will not be done if the Legisla
ture enacts such laws as the papers we
speak of demand, nor can such laws
be enforced.
' If there be any unjust discrimina
tion or extortion by the railroads, let
it be prevented by general laws. But
it does not follow that such laws shall
embrace a commission with powers at
will to destroy the revenue of the
roads, and, by destroying their value,
cut down the revenue the State re
ceives Trom taxation of these roads
and leave the burden on the State and
people. .
There is much to be said against the
Commission in any form. Certainly
the welfare of our party and State de
mands a prompt rejection of all ex
treme measures.
If it i Honest.
Kasbville Banner.
The Democratic party will not overlook
any pledge of the party, or any neminee
in this canvass. It goes to the country
distinctly committed to the observance
of its covenants and clean methods.
Among these is the creation of an effi
cient Railway Commission. IfVrM. ..
"Efficient Railway Commission is
good. If the World says what it
means and means what it'says, it will
join in the general demand for scratch
ing Savage, Gordon & Co. from one
end of .the State to the other. -
The Policy i Objectionable.
Lou isville Courier-Journal.
Two years ago, in order to unite the
party in Tennessee, in order to restore
something of the lost prestige, in order
to align it ta far as possible with the
National Democracy, we willingly sur
rendered our own opinion concerning
the State debt to what was a decision
of a majority of the party, and used
all our influence for the election of
Gov. Bate. For this, certainly, we
have no apology to make.
Now the party in Tennessee is in
the midst of another canvass. The
Republicans have put forward a strong
man, an ex-Confederate soldier, as
their candidate. They are earnest,
organized, aggressive. They mean to
win, they hope to win, and, though
our confidence in Democratic success
is as strong as two years ago, though
under any circumstances we will sup
port Gov. Bate just as earnestly, we
shall do all in our power now and
hereafter ta prevent any political
blunder, esrecially a blunder which
will in anywise imperil, the State.
At this time, above all ethers, it is
necessary to reunite the party, and it
cannot be united on the policy as out
lined by the Nashville World. It is
making a bitter, a vindictive, an un
reasonable war against the railroads.
sucn as wiu not oniy array tnese cor
porations against us, for which we
care little, but which will, before the
election, arouse the feeling of the con
conservative men in both parties
agunst us.
In short, the policy itself is obiec-
tionable, and the people are beginning
to see it. The strongest argument
against giving the management of the
railroads to a commission is f urnished
by the tariff put out by the Tennessee
commission. This tariff, when an
alyzed, showed that it contained dis
crimination of the most remarkable
character, discriminations in favor of
articles manuf actured by convict labor
as against the farmers and free labor.
. Giving Bad Advice.
Kashville Banner.
waving nearly exhausted itseli in
its abuse of older and better Demo
crats, the World, in sheer desperation
tackles the Railroad Commission busi
ness with renewed earnestness and ex
travagance. It insists that every Den
ocrat.who does not support the Rail
road Commission policy is disloyal. It
lays there is no use of arguing that
the commission system will not do,
but that as the party has endorsed the
commission in its platform, no loyal
Democrat will refuse to vote for it. In
other words, although the commission
has been pronounced unconstitutional
and has proved to be a monumental
mistake, no Democrat is to be permit
ted to take a common-sense view of it
and withhold his support from the
ridiculous thing without being charged
with disloyalty.
The World, in its- rash effort to
identify the Railroad Commission
with the rest of the State ticket and
to hold it up as the test of Democ
racy, is making another of its big
blunders. It seems determined to do
all in its power to cripple the Demo
cratic candidate for Governor, and in
its blind partisanship and self-interest,
continues to injure the party it at
tempts to boss. - Happily for Democ
racy, the World is coming into disre
puteas an organ, and its influence has
notably weakened.' t
Nashville Banner.
Reference having been made to the
report of the New York Kailroad Com
missioners by a newspaper hostile. to.ij
railroad interests in this State, we de-to
sire to give the true significance of thaf
report. md
In April of 18S3, a bill was intre-j
dueed in the Senate of the State cu
New York, providing for a regulatioilfI
of the freight charges of railroads itio
that State, and especially foradjustingw
local freight rates on a pro rata basis oij j
through rates. This bill was referred
to the Board of Commissioners, whichr
immediately prepared a circular call s
ing for all facts, opinions and sugges-ui
tions in relation to the propriety of the
adoption of the bill, or of any proposed
amendment to the railroad laws of the''
State. . ol
Twelve thousand of these circulars.i.1
were sent to granges, agricultural so-r(J
cieties, farmers, dealers, produce deal;1
ers, boards of trade and other com1-"'
mercial bodies, railroad counpanies!f
business firms and manufacturers. A,-
great many responses were returned,
and opinions and suggestions were ..
presented from every oonceivable :
standpoint. 3
After an intelligent, painstaking, im- J
parcial and exhaustive investigation I
of the subject, the board advised t
against the bill as proposed or as
amended in any of the communica
tions to the board, and, furthermore,
took the broad ground that no specific
rate-fixing legislation could be recom
mended, and suggested that the remedy
tor alleged abuses lay properly in re
formatory action taken by the rail
roads themselves for their own in
terest in perfecting pleasant and mu
tually profitable relations with their
patronu.
The reasons which warrant this con
clusion are incorporated in the numer
ous reports and arguments presented .
to the board, and the decision is also .
justified by the lamentable failures '
made by States which attempted such
regulations of freight rates. Mr. H.
L. Howe, of Oswego, who ships 50,
000,000 pounds of freight each year,
and whose interest calls for the lowest
rates, voiced the opinion of many
business men,, who alike are after the
cheapest rates, when he said: "The
question of freight rates should be left
to be handled by those directly in-
terested, like all other business, upon
business principles, as thev must be
influenced largely by circumstances
and conditions surrounding and ne
cessarily entering into the varied trans-
actions, and cannot be controlled by
any arbitrary fixed rule."
The Michigan Commissioner ex
presses the same truth in his report of 1
lbbO, as follows : ,
It ia certain that no rates can be made
of universal application to all roads '
alike without working the grossest In- ,
justice and hardship. The consideration
of cost of doing the business enters so
largely into the question of rates, while
the conditions of roadbed, graduate and
character of line generally have so much
influence in determining the cost on '
each particular road, that it is not at all
certain that the interests of the public
and the corporations will not be the best
promoted by leaving the great principle
of "supply and demand" to regulate the .
price of railroad transportatioa the same
as it does that of the commodities carried.
The principle applies to the work .
and interterence ol a commission as ;
well. No commission can properly
regulate matters which depend upon
the contingencies of varying circum
stance, trade and competition, which
variously affect each line of road.
Minnesota tried that experiment, and
the rates prescribed by the commis
sion produced such new and unheard
of discrimination the whole law was
speedily repealed. Michigan tried it,
and it was found so utterly impracti
cable the law was disregarded by the ,
railroads with the consent of the peo
ple. Ohio has such a law, and it is a
dead letter which nobody observes.
The miserable failures in other States
would greatly lengthen the list.
Although the New York Board speak
from an interested standpoint, and
would naturally endeavor to magnify
the value and necessity of a commis
sion, the whole tenor of their report is
opposed to the policy of interference.
such as is contemplated bv the pres
ent law in Tennessee. Yet no outside
evidence is necessary to show this.
The attempt in this State is acknowl
edged to be a monumental failure.
The law creating a commission in
Tennessee is an absurdity which is
under the ban of judicial condemna
tion.and to elect Commissioners under
would be equivalent to electing
without law.
Illegal and Told.
Pulaski Citizen.
We have had numerous inquiries as
to what candidate or the Legislature
is opposed to the Railroad Commis
sion. Many people believe that the
commission is damaging the country,
While there are relorms necessary,
this does not secure them ; and, on
the other hand, being, a menace to
railroad interests and hindrance to
railroad building, it does more actual
damage than would outweigh any
benefits it could possibly confer. An
acceptable man in other particulars
could secure a warm support in Cnles
who wouldmnnounce his opposition to
the commission. , .
Democrats are not bound to respect
a demand that is in contravention of
law. The Railroad Commission is
illegal, and has been declared void,
and in addition to being the most
damaging thing with which Tennessee
has been afflicted it is in the nature of
contempt." It is therefore disrespect
ful, unwise, damaging and contuma
cious to persist in a demand that is in
defiance of law.
Won'tySapport Them.
Winches ter Home Journal.
From the very moment the Legisla
ture passed the law creating a Rail
road Commission we opposed it as un
wise, unconstitutional, inquisitorial
and calculated to do much harm, and
we note wih pleasure a growing sen
timent towards our views. It has
done much harm and no good, and is
foolish extravagance to supply offices
for a few men. We hope on election
day that every voter opposed to such a
commission will erase the names of
the candidate from his ticket, as a
mark of his disapproval.
The Railway Commission of Missis
sippi received another black eye yes
terday in the court at Jackson, the in
junction against the commissiion,
brought by the Yazoo & Mississippi
Valley Company, being sustained by
Chancellor Peyton, who held that the
law is unconstitutional and void. The
case goes to the Supreme Court of the
State for final adjudication. It will be
necessary for the State Legislature to
get up an- easy kind of a law for the
benefit of the Commissioners, so they
will have little to do except to draw
their salaries. Memphis Ledger, r.
Ditto Tennessee. lhe laws m both
States are about the same in substance.
and both have been declared uncon
stitutional. Salaried officers without
work is evidently the aim and desire
of the politicians. Nothing else undei '
the sun induces them to their dema-'
gogic warfare on the railroads.
TJxless the Democratic party of
Tennessee is a revolutionary party, it
must abide the decision of the court
on the commission question ; that is, '
the question being in the Supreme
Court of tue United States the de
cision of the lower court being adverse
to the constitutionality of the law
the Democratic party, unless it is
revolutionary, can t afford to inaugu
rate a system which would be a men
ace to the courts, until this decision is
reversed. Simply good citizenship
demands that the question remain in
abeyance until the higher court de
cides the question. .
To proceed now to create a commis
sion unless it is ad visory, and which
is not objectionable if the people are
willing to pay lor it leads to two
things: Another restraining order
and then a heavy draft on treasury to
pay a commission for waiting to see
what the court will do.
rennessee Democracy can t afford
this sort of sport. American.
iorw povr, taan any other
laa tbe world. .in
hit til f r by.
SHAM York, ft.
wueu it vtiw uuo is an acKnowieu je-1 - sir. nenariCKS wisety rrnntteu uis
ment that they were cot entitled to j peg down floe and drove it in at one
lt1-rvU:ki Citi:cn, Mick.
- - j ? - '- -" 1 it was UUK.IUU, uub vu oay cruei, 111 wn---w-" Wh--...s.-v r w 1 nr,
physical phenomena which are to hjr Cleveland thus to take the wind themselves for the preservation of postscript to hia letter: it hot ( SUty. trade show
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