Important, however, as has been the direct effect of big railroad systems on the industrial economy of the country, their indirect effects have probably been even more important. In one way or another, they have been the most effective of all agencies working for the larger organization of American industries. Probably such an organization was bound to have come in any event, because the standard economic needs of millions of thrifty democrats could in the long run be most cheaply satisfied by means of well-situated and fully equipped industrial plants of the largest size; but the railroad both hastened this result and determined its peculiar character. The population of the United States is so scattered, its distances so huge, and its variations in topographical level so great, that its industries would necessarily have remained very local in character, as long as its system of transportation depended chiefly upon waterways and highways. Some kind of quick transportation across country was, consequently, an indispensable condition of the national organization of American industry and commerce. The railroad not only supplied this need, but coming as it did pretty much at the beginning of our industrial development, it largely modified and determined the character thereof. By considerably increasing the area within which the products of any one locality could be profitably sold, it worked naturally in favor of the concentration of a few large factories in peculiarly favorable locations; and this natural process was accelerated by the policy which the larger companies adopted in the making of their rates. The rapid growth of big producing establishments was forced, because of the rebates granted to them by the railroads. Without such rebates the large manufacturing corporation controlled by a few individuals might still have come into existence; but these individuals would have been neither as powerful as they now are, nor as opulent, nor as much subject to suspicion.
It is peculiarly desirable to understand, consequently, just how these rebates came to be granted. It was, apparently, contrary to the interest of the railroad companies to cut their rates for the benefit of any one class of customers; and it was, also, an illegal practice, which had to be carried on by secret and underhand methods. Almost all the state laws under which corporations engaged in transportation had been organized, had defined railways, like highways, as public necessities. Such corporations had usually been granted by the states the power to condemn land,—and the delegation of such a power to a private company meant, of course, that it owed certain responsibilities to the public as a common carrier, among which the responsibility of not allowing special privileges to any one customer was manifestly to be included. When the railroad managers have been asked why they cut their published rates and evaded the laws, they have always contended that they were forced to do so; and whatever may be thought of the plea, it cannot be lightly set aside. As we have seen, the trunk lines leading from Chicago to the coast were the result of the consolidation of local roads. After the consolidations had taken place, these companies began to compete fiercely for through freight, and the rebates were an incident in this competition. The trunk lines in the early years of their existence were in the position of many other American business enterprises. For the time being, they were more than competent to carry all the freight offered at competitive points. Inasmuch as there was not enough to go around, they fought mercilessly for what business there was. When a large individual shipper was prepared to guarantee them a certain amount of freight in return for special rates, they were obliged either to grant the rates or to lose the business. Of course they submitted, and defended their submission as a measure of self-preservation.
No great intelligence is required to detect in this situation the evidence of a vicious circle. The absorption of Americans in business affairs, and the free hand which the structure and ideals of American life granted them, had made business competition a fierce and merciless affair; while at the same time the fluid nature of American economic conditions made success very precarious. Every shrewd and resolute man would seek to secure himself against the dangers of this situation by means of special advantages, and the most effective of all special advantages would, of course, be special railroad rates. But a shipper such as John D. Rockefeller could obtain special rates only because the railroads were in a position similar to his own, and were fighting strenuously for supremacy. The favored shipper and the railroad both excused themselves on the ground of self-preservation, and sometimes even claimed that it was just for a large shipper to obtain better rates than a small one. This was all very well for the larger shipper and the railroad, but in the meantime what became of the small shipper, whom Mr. Rockefeller was enabled to annihilate by means of his contracts with the railroad companies? The small shipper saw himself forced out of business, because corporations to whom the state had granted special privileges as common carriers, had a private interest in doing business with his bigger, more daring, and unscrupulous competitors.
Of course no such result could have happened, if at any point in this vicious circle of private interests, there had been asserted a dominant public interest; and there are several points at which such an interest might well have been intruded. The circle would have been broken, if, for instance, the granting of illegal rebates had been effectively prohibited; but as a matter of fact they could not be effectively prohibited by the public authorities, to whom either the railroads or the large shippers were technically responsible. A shipper of oil in Cleveland, Ohio, would have a difficult time in protesting against illegal discrimination on the part of a railroad conducting an inter-state business and organized under the laws of New York. No doubt he could appeal to the Federal government; but the Federal government had been, for the time being, disqualified by many different causes from effective interference. In the first place there was to be overcome the conventional democratic prejudice against what was called centralization. A tradition of local control over the machinery of transit and transportation was dominant during the early period of railroad construction. The fact that railways would finally become the all-important vehicles of inter-state commerce was either overlooked or considered unimportant. The general government did not interfere—except when, as in the case of the Pacific lines, its interference and assistance were solicited by private interests. For a long time the idea that the Federal government had any general responsibility in respect to the national transportation system was devoid of practical consequences.
In the end an Inter-state Commerce law was passed, in which the presence of a national interest in respect to the American system of transportation was recognized. But this law, like our tariff laws, was framed for the benefit chiefly of a combination of local and special interests; and it served little to advance any genuine national interest in relation to the railroads. To be sure it did forbid rebates, but the machinery for enforcing the prohibition was inefficient, and during another twenty years the prohibition remained substantially a dead letter. The provisions of the law forbidding rebates were in truth merely a bit of legal hypocrisy. Rebates could not be openly defended; but the business of the country was honeycombed with them, and the majority of the shippers in whose interest the law was passed did not want the prohibition enforced. Their influence at Washington was sufficiently powerful to prevent the adoption of any effective measures for the abatement of the evil. The Federal Inter-state Commerce Commission, unlike the local authorities, would have been fully competent to abolish rebates; but the plain truth was that the effective public opinion in the business world either supported the evil or connived at it. The private interests at stake were, for the time being, too strong for the public interest. The whole American business tradition was opposed to government interference with prevailing business practices; and in view of this fact the responsibility for the rebates cannot be fixed merely upon the railroads and the trusts. The American system had licensed energetic and unscrupulous individual aggrandizement as the best means of securing a public benefit; and rebates were merely a flagrant instance of the extent to which public opinion permitted the domination of private interests.
The failure of the Federal government to protect the public interest in a matter over which the state governments had no effective control, has greatly accelerated the organization of American industries on a national scale, but for private and special purposes. Certain individuals controlling certain corporations were enabled to obtain a decided advantage in supplying certain services and products to the enormously increasing American market; and once those individuals and corporations had obtained dominant positions, it was in their interest to strengthen one another's hands in every possible way. One big corporation has as a rule preferred to do business with another big corporation. They were all of them producing some standard commodity or service, and it is part of the economical conduct of such businesses to buy and sell so far as possible in large quantities and under long contracts. Such contracts reduced to a comparatively low level the necessary uncertainties of business. It enabled the managers of these corporations to count upon a certain market for their product or a certain cost for part of their raw material; and it must be remembered that the chief object of this whole work of industrial organization was to diminish the hazards of unregulated competition and to subject large business operations to effective control. A conspicuous instance of the effect of such interests and motives may be seen in the lease of the ore lands belonging to the Great Northern Railroad to the United States Steel Corporation. The railroad company owned the largest body of good ore in the country outside of the control of the Steel Corporation, and if these lands had been leased to many small companies, the ability of the independent steel manufacturers to compete with the big steel company would have been very much increased. But the Great Northern Railroad Company found it simpler and more secure to do business with one large than a number of small companies; and in this way the Steel Corporation has obtained almost a monopoly of the raw material most necessary to the production of finished steel. It will be understood, consequently, how inevitably these big corporations strengthen one another's hands; and it must be added that they had political as well as economic motives for so doing. Although the big fellows sometimes indulge in the luxury of fierce fighting, such fights are always the prelude to still closer agreements. They are all embarked in the same boat; and surrounded as they are by an increasing amount of enmity, provoked by their aggrandizement, they have every reason to lend one another constant and effective support.
There may be discerned in this peculiar organization of American industry an entangling alliance between a wholesome and a baleful tendency. The purpose which prompted men like John D. Rockefeller to escape from the savage warfare in which so many American business men were engaged, was in itself a justifiable and ameliorating purpose. Competition in American business was insufficiently moderated either by the state or by the prevailing temper of American life. No sensible and resourceful man will submit to such a precarious existence without making some attempt to escape from it; and if the means which Mr. Rockefeller and others took to secure themselves served to make the business lives of their competitors still more precarious, such a result was only the expiation which American business men were obliged to pay for their own excesses. The concentrated leadership, the partial control, the thorough organization thereby effected, was not necessarily a bad thing. It was in some respects a decidedly good thing, because leadership of any kind has certain intrinsic advantages. The trusts have certainly succeeded in reducing the amount of waste which was necessitated by the earlier condition of wholly unregulated competition. The competitive methods of nature have been, and still are, within limits indispensable; but the whole effort of civilization has been to reduce the area within which they are desirably effective; and it is entirely possible that in the end the American system of industrial organization will constitute a genuine advance in industrial economy. Large corporations, which can afford the best machinery; which control abundant capital, and which can plan with scrupulous economy all the details of producing and selling an important product or service, are actually able to reduce the cost of production to a minimum; and in the cases of certain American corporations such results have actually been achieved. The new organization of American industry has created an economic mechanism which is capable of being wonderfully and indefinitely serviceable to the American people.
On the other hand, its serviceability is much diminished by the special opportunities it gives a few individuals. These opportunities do not amount in any case to a monopoly, but they do amount to a species of economic privilege which enable them to wring profits from the increasing American market disproportionate to the value of their economic services. What is still more unfortunate, however, is the equivocal position of these big corporations in respect to the laws under which they are organized, and in respect to the public authorities which are supposed to control them. Many of the large railway and industrial corporations have reached their present size partly by an evasion or a defiance of the law. Their organizers took advantage of the American system of local self-government and the American disposition to reduce the functions of the Federal government to a minimum—they took advantage of these legal conditions and political ideas to organize an industrial machinery which cannot be effectively reached by local statutes and officials. The favorable corporation laws of some states have been used as a means of preying upon the whole country; and the unfavorable corporation laws of other states have been practically nullified. The big corporations have proved to be too big and powerful for the laws and officials to which the American political system has subjected them; and their equivocal legal position has resulted in the corruption of American public life and in the serious deterioration of our system of local government.
The net result of the industrial expansion of the United States since the Civil War has been the establishment in the heart of the American economic and social system of certain glaring inequalities of condition and power. The greater American railroad and industrial corporations control resources and conduct operations on a scale unprecedented in the economic history of the world. The great American industrial leaders have accumulated fortunes for which there is also no precedent on the part of men who exercise no official political power. These inequalities are the result of the organization of American industry on almost a national scale,—an organization which was brought about as a means of escape from the intolerable evils of unregulated competition. Every aspect of American business methods has helped to make them inevitable, and the responsibility for them must be distributed over the whole business and social fabric. But in spite of the fact that they have originated as the inevitable result of American business methods and political ideas and institutions, they constitute a serious problem for a democracy to face; and this problem has many different aspects. Its most serious aspect is constituted by the sheer size of the resulting inequalities. The rich men and the big corporations have become too wealthy and powerful for their official standing in American life. They have not obeyed the laws. They have attempted to control the official makers, administrators, and expounders of the law. They have done little to allay and much to excite the resentment and suspicion. In short, while their work has been constructive from an economic and industrial standpoint, it has made for political corruption and social disintegration. Children, as they are, of the traditional American individualistic institutions, ideas, and practices, they have turned on their parents and dealt them an ugly wound. Either these economic monsters will destroy the system of ideas, institutions, and practices out of which they have issued or else be destroyed by them.