PAGE 2 Uh Nobraskob Indopondont OCTOBER 19, 1905 .hipj.ed, but an hemmed hw'iwm mtit entirely offV-et this, loss. It U to be presumed, however, that the railway officials have ho adjusted rate that thy can make more on restricted business at extortionate ratea than on m expasuuve business at low rates. Rail way traffic official are ' under mmimi pressure to make as much out of the hiV'3 a pOMibte for the benefit of the stockholders, fmd if lower -rate would achieve this result they would undoubtedly lower the rati on all roads except and this is an important con sideration on meh road are befog manipulated for speculative purpose, ..... . , . The qtmlUm that prmirt iteelf h not, therefore, the paralysis of bthsinega in general but lm mlwiiUm of railway net profits, and this fa really vbat worries President Spencer, It is possible that railway regulation will red md mrnmiut the dividends on watered stock, The people of the country mmt decide whether all industries shall U; injured to benefit tk? railway industry or whether the rail way immtry fcball forego mnm of it profits for the benefit of all other indofttrfc'ft, Vrmithnt Btkhtiey of Hlw? Oreat -Western, who is gne of the rlea rest thinker among .. rail way ofJjeiaU, . Mieves that, freight rates could be lowered wilbont reducing profits, lie is of the opinion that present Mgji rata are maintained because freight officials are afraid to t&p&rittwnt with a general reduction of rates as a method o( producing a greater amount of traffic, Testifying on this point Vrteideni Htklcnay audi ', 'Tho real pmMem U to tad a rate wbteh will give the most net profit try thfir ral'roa.4. That rale will t icost advantageous to the shipper and railway alike, I most MJnotriWU tfeat by the passenger business. Several years ago the rate us&d fo t;e a mile It was reduced to 3 cents, and for & time ihejmmGnmr inmm to the raiiroads was reduced. But soon the lower rale utitimtaied mote trafBe, and the net profits now are acknowledged to he larger thm they would he under the 5 cent fare. Whether the Z ami rate i tight vr whether the 2 cent rate would produce more net re-fence', I am not clear, and there Is only one way to find out, That is my eperiment Tim mnm principle pertains to the freight rates, that ft is only by experiment ami experience that we can tell which rate will prod nee the mmt net renmm. When that rate is found it is my opinion that it is the right rate, 'Will mt traffic wove on an exorbitant rate so long a It f not actually prohibitive?' asked Attorney Cowan for the gov ernment, Ym, mm freight wonH move on an exorbitant rate, just as some people woolfl travel at W wui& a tnite, imt it would not be a good rate for the railroad became it would not produce the biggest net revenue." Perhaps the only mistake President Stickney makes in this state ment h hm zmzrtkm that "the real problem is to find a rate which will give the mmt net profit to the railroads." : President Stiekney thus places the intermto'ot the railway industry above the interests of all other indoitrie and above the interests of the consumers, who, in the last &myw, pay th.e freight The consumer would, of (Mine, pay the freight if rates were reduced, but it would be a lower freight At the same time the producer would be helped hy the epanidon of bU business. The real problem, therefore, would teem to be the .discovery of a rate that will be advantageous to both the consumer and the producer while allowing the transporter a fair profit or hh mtrvlem , . President fymiwr' fears are based on the supposition that the interstate commerce commission in time would lower practically all rate. Although a general reduction is desirable it is unlikely that the eommlmUm would lower many rates. It must be remem bered that for ten years the commission exercised the power of not only declaring a certain rate unjust but of designating a fair rate. In the upreinc court decided that the commission must go no farther than to declare a rate unjust. For ten years the rates fixed by the eoni minion were placed in effect by the railways, and yet during that decade there was no general reduction in rates by the cofmiiifcfcion In fact, the exunmission fixed comparatively few rate. CHARGING ALU TRAFFIC WILL BEAR Tn Iowa there U a railway commiHsiou which fixes local rates below the range of charges that would obtain if the roads were al lowed to charge all the traffic would ljear. riucli a comniission would le a great loon in Xebrafska where rate extortion is notorious and inb'hrabK Xext year the pcriple of the stiite will have an op jwrluriity to signify at the polls whether they wish an ehftivo railway ro!nrniion, In the light of their long-suffering under tho iron heel of the transportation companies it is not diilicult to pre dict tho verdict, TliH conimifKjon should 1k given the power to fix ratci. Kor -honld thl pwi r le limited to the fixing of rates in Mx-h fit- (,uy m amw befire the contiuission n compliint. Fmpji-iitlv shippers who hive U t-n dU'riminnted "jKiiiit are deterred (rum innkiny comphiintH thr.;ii;;h f r of future ill-tnvitment, Vnr vit, Indh'idinil fMiiiihinuii iuit?ht be Induml to witlnlra'v llirir rotitplAiutti if pruiui-d future favor, CYijwquently the eoinnition should be given the pwer to investigate rates on its own initiative, and, after a thorough examination, to fix such rates as it may deem fair, these rates ,to take effect immediately and to remain in force pending litigation. ,,. 1, ' V ' In Iowa freight rates are lower than in Xebraska. The figures for, 1903 show that the net profits of the roads on 9,719 miles of track were $15,076,1C3., In Xebraska the profits on only 5,G97 miles were $10,425,416. If .the ; officials of Xebraska roads, are asked why rates are so much higher in Xebraska than in Iowa they say that thisjis due to the greater cost of service in Xebraska. But when they ; are told that they should charge according to the cost of ser vice they object, claiming that they must charge all the trafiic will bear. v lf li;- ; ' , , , !, THE LABORER AND HIS HIRE It is announced that G. E. Cunliffe, a money clerk for the Pa cific Express company at Pittsburg, who disappeared with $101,000, was paid only $55 a month in salary, although he handled millions. On this meager salary he supported himself and family. ; While CunlifiVs theft cannot be excused on the ground that he needed the money to keep the, wolf from the door, it will strike the average. man that the express company has been taught a lesson it should heed. The president of an insurance company or of an express company who draws a salary of $50,000 or $100,000 a year ftjeU.no qualms when he is told that many of his employes who hold responsible positions are receiving as salaries a pittance which he spends every month for cigars. What is it to him thaf.Tohn Smith or George Cunliffe is not paid enough to secure for himself .and his family the ordinary necessities of life? If John Smith should plead for an increase in salary on the ground that he is holding a respon sible position he would be told that many other men would ,be will ing1 to take his position . at the same wages. If he should plead tho necessity of his wife and little ones he would probably be considered an. anarchist. , . , ' ; It is only when John Smith robs his employer of $100,000 or $101,000 that the employer , Jiinderstanda.t'.ere is something wrong with a system that pays less than living wages to a man who handles millions. .When moral philosophy or sentiments of; charity fail to, convince, a brief calculation in arithmetic denjonstrates.' to the employer that it . is better to pay; his i money clerk satisfactory wages than to have him run off. with $100,000, ; ' . : ' - ! ; Th employer who. places upon a young man the responsibility of handling millions, but who is unwilling to pay fair wages, for services received, puts a ; premium on dishonesty, and will not see his mistake until his pocketbook is touched. . ;,To touch the' heart of the typical modern financier is a task that angels would shrink from. ' ,. ; , ' ; ;, '. At bottom the insurance president who .receives a salary of $150,000 is frequently not, as honest as the. $55 clerk who steals $101,000. ' The life insurance Revelations have taught us tliat.1 Fair wages would keep many a young man from temptation, but a fabu lous salary cannot keep some men honest. ' " PRESIDENT SETTING BAD EXAMPLE :. President Roosevelt and, .friends will' soon start on a jaunt through the southern and western states at the; expense of the railway companies. Free transportation will be furnished on a scale befitting tho momentous occasion. . The chief executive will lend the . dignity of his approbation to. a system of favoritism, by which. legislators, judges and state officials of high and low degree have been bribed to disregard or injure the interests of the people. Tho president's trip at this, time, to say the least, is inopportune. Throughout thenation there exists a rising spirit of protest against free transportation., Tt is not: so many weeks ago that the president himself was represented as giving, heed to this protest and it was stated in the press, apparently , without foundation, that he would thereafter pay his way on the railroads. About thit time Charles J. Bonaparte was appointed secretary of the navy and when Jie took tho offico he surrendered his railway transportation. This act was widely approved and many thondit tlmt the new secretary was in ?))ired in what lie did bv the president himself. SVrtMry B(nip:irto stated that he did not think thrt m a memler of the president's cd.j tiet he ought to acecpt jvisses from trnnsporMtjon companies. If tho Mcretary u wnitivo on thi point how mneh more pensitive hnnl(l tho president I, But Mr. .Kmwovidt U nlut to bko n Ion? junket for which the railways will my, or poHnpsJt would !m nirer the jruth ro s'v th-t for thU trip the pooide will ultiiuitelv piV ,'. much ft th'v iift eniMdled to piv ht'dicr :.'r raten that the president ?'nd other j.ftwors ri-b frte, To ty that what the president U nUmt to do U customary k an