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Consequently steamboat-men had all they could do to handle the crowds of passengers and the tons of merchandise offered them. Shippers and passengers had their favorite packets. The former had their huge piles of freight stacked upon the wharves, and needed the earliest possible intelligence of the approach of the packet so that they might promptly summon clerks and carriers to the shore.
The German argument was based upon the practice of international law, but the American reply was based upon the commercial advantages enjoyed by the ammunition shippers." April 24th was von Tirpitz day.
A study of the names of the men, for instance, who comprised the New York Society for the Prevention of Pauperism, 1818-1823, shows that nearly all of them were shippers or merchants who participated in the current commercial frauds. Yet this was the class that sat in judgment upon the poverty of the people and the acts of poor criminals and which dictated laws to legislatures and to Congress.
Its long route was traceable clear across the deserts of the Territory by the writhing serpent of dust it lifted up. One Virginia firm received one hundred tons of freight a month, and paid $10,000 a month freightage. In the winter the freights were much higher. So, the freight on these bars probably averaged something more than $25 each. Small shippers paid two per cent.
Upon the other hand, the railways assert that the law by its very terms tends to produce many of these illegal practices by depriving carriers of that right of concerted action which they claim is necessary to establish and maintain non-discriminating rates. The act should be amended. The railway is a public servant. Its rates should be just to and open to all shippers alike.
Hence the German plans were for defense against these two countries. As Germany developed in industry, the military caste receded relatively. Bankers, merchants, shippers, and traders came to the front. Railways bent the traffic of the country to the sea, and harbors and ports of commerce grew with rapid strides. "What a wonderful business man is the German Emperor!" said the world.
Portland is already one of the big grain shippers and will bid for a share of Canada's west-bound grain, if Vancouver and Prince Rupert do not prepare for the new conditions. Not only terminals but elevators must be prepared on the Pacific. Terminals mean more than railroad company tracks.
Is the self-protecting energy of this nation so helpless that there exists in the political institutions of our country no power to counter-act the bias of this foreign legislation; that the growers of grain must submit to this exclusion from the foreign markets of their produce; that the shippers must dismantle their ships, the trade of the North stagnate at the wharves, and the manufacturers starve at their looms, while the whole people shall pay tribute to foreign industry to be clad in a foreign garb; that the Congress of the Union are impotent to restore the balance in favor of native industry destroyed by the statutes of another realm?
A monopoly for enforcing the loss off system of buying has been brought about in some sections of the West by agreement among egg dealers. In such cases the usual experience has been that some one would get anxious for more business, and begin quoting case count, the result being that he would get the business of the disgruntled shippers in his section.
Its long route was traceable clear across the deserts of the Territory by the writhing serpent of dust it lifted up. One Virginia firm received one hundred tons of freight a month, and paid $10,000 a month freightage. In the winter the freights were much higher. So, the freight on these bars probably averaged something more than $25 each. Small shippers paid two per cent.
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