Chapter 2

Perhaps the greatest superiority of Professor Lévy Brühl lies in the unity of description he employs in order to bring home to the reader the unity of the subject he treats. He sees the whole as a whole, as it really is, all being contained in all, and nothing in past or present omitted. This is the truth of the Germanic oneness of species, and the failure to conceive it of most writers of our day is the chief cause of confusion. It is a vast, coherent vision of things taken in by mind and eye from the _Niebelungen Lied_ to the wholesale captivity of the French army, in the autumn of 1870, and when not thus conceived, incomplete. To those who lived in and through the period comprised between the war of the Danish Duchies and the re-conquest of Alsace-Lorraine, no item of even prehistoric times can remain absent; the spirit of German unity is everywhere, pervades everything, and those alone who thoroughly master this are capable of painting it to others' senses.

It is very well to take a Leibniz or Frederick the Great for a starting-point, but it all goes immeasurably farther back than that. Luther and his Bible open one large historic gate. The Bible heads all! In 1813, writes General Clausewitz to the so-called Great Gascon, the prime impetus was a religious one, and his own words are: "If I could only hang a Bible to the equipments of my troopers I could do with them all that Cromwell did with his Ironsides!" Two centuries before, this had been the feeling of Gustavus Adolphus, who fought for Protestant Germany with his Bible at his saddle-bow.

Luther is the one predominant Teuton of the centuries, after the close of the middle ages, and though he ceases to be present in the flesh in 1516, he never dies. The inspiration of the German soul endures and lives in every variety of art or expression. Luther is perpetuated in Handel, and technically, even his "_Feste Burg_" is the first note of the "_Inspirate_" in "_I Know That My Redeemer Liveth!_"

It is only the most inattentive of historical students who can afford to ignore this. No modern æsthetician from the Rhine to the Spree affects to dispute the succession of Teutonic thought, in its various forms of passion, from Beethoven to Goethe, from Schiller, Jean Paul, or Weber, or Ravner, or Kleist, or Immermann, down to the latest high priest of the pre-historic cult--down to Richard Wagner himself! It was precisely this that the Emperor Frederick knew as crown prince, and that the chancellor had to learn. With the crown prince all was present. The farthest past was with him; the leaves of the _uralte_ forests had whispered their dream lore in his ears as in those of the _Siegfried_ of the Niebelungen; he had seen Otto von Wittelsbach strike dead his very Kaiser for breach of faith[6] and stood by at the Donnersberg, when mighty Rudolph's son slew Adolf of Napan for his base attempt at usurpation. He knew it all, legend or chronicle; no secret was hidden from him, and the national pulse beat in him with fiery throb from the first hour when the national conscience had been touched. The chancellor was chilled by his own statecraft, and the king, as he then was, had witnessed the Napoleonic wars.

[6] The heroic founder of the Bavarian monarchy, Otho of Writtelsbach, was betrayed shamefully by his friend, the Emperor Philip, of Suabia, and slew him for his treachery. This is one of the oldest dramas on the German stage.

Between the crown prince and Bismarck, however, there existed one point of contact. Each was a _Deutsche Student_, and there, later on, was to be found the true conversion of the chancellor to national ideas.

As in every genuine lover of his country (and that Prince Bismarck is), there lay latent in the famous "White Cuirassier" the same ideal capacity of warlike action and intellectuality that so distinguished Frederick II. No one understood better the complex son of Carlyle's roystering barrack hero, no one knew in reality more deeply that the ideas planted by him in men's minds were those of the majesty of intelligence, of the royalty of humanity's brain power.

Count Bismarck proved his political foresight by the rapidity with which he seized on the Schleswig-Holstein question as being the axis on which turned the entire evolution (if ever it should be possible!) of the imperial German unity. About that he hesitated not one moment. He adopted the whole theory of Dahlmann, who alone spoke it out in words in 1848-9, but he feared to plunge at one leap into the vortex of his own threatening conclusions and tried for several years to stave off the "pay day." He was somewhat slower to recognize the identity of feeling through all the Germanic races, to realize the equally strong vibration, the psychologic harmony quivering through heart and soul from North to South, through the mysteriously hidden dramas of fifteen hundred years. He believed himself a narrow Particularist Borussian, a "Pomeranian Giant," and let a score of years go by before clearly making out by touch that the strange change of tonality, of sound, and significance that superposed the patriotism of the South to that of the North was a mere inharmonic change, and that according to the rotation of the two circles, each, in reality, underlay the other in turn.

It would be a fatal mistake to imagine that M. von Bismarck allowed himself to be led into the Danish campaign. He did nothing to bring it about, but the instant it showed itself on the cards he took advantage of it in the most predetermined, authoritative way, leaving his Austrian accomplice and victim no possibility of escape. From the hour when, in 1853, he boarded Count Richberg on the Carlsbad Railroad, and forced his enemy of the _Francfort Bund_ to become his humble servant and carry out all his designs, to the hour when, in 1865, he drove Franz Joseph to sign the Condiminium on what he knew was a mere waste paper, he was resolved to turn to account the extraordinary opportunity offered him by the incredible blindness and insensate terror of revolution of his allies. In the Austrians, the dread of what the smaller States, encouraged by Hungary, might attempt, paralyzed every other consideration, and besides that, the abortive little plans of Count Beust, in Saxony, served to point out to him what other Germans were, in a purely German sense, thinking of, and he decided that the grand historic game thrust upon his perceptions and waited for by all around him, should be played by himself alone. Then he played it, not before seeing at once what it must entail, but by no means assured that he could win.

And then, they who watched him nearest and knew him best, know how he played that game, mindful of every event that filled the long history of the past, living over again all the struggles, all the glories and defeats of all the European nations far or near, finding examples both to imitate or avoid, losing sight of nothing, from Gregory VII. to Gutenberg, from papal obscurantism to the Reformation's blaze of light; from Wallenstein's murder to the treaty of Utrecht; from Richelieu to the scaffold of Louis XVI., and while calculating every catastrophe, keeping steadily on his way.

This, the fearful period between the Crimean War, when first Cavour stepped forth to the incident of Ems, when the die was cast, this was the really magnificent passage in the great chancellor's career, for this was the time of possible doubt when responsibility lay so heavy that to elude it might be called prudence, and which to have survived is already a proof of superiority over common humanity.

And here we assert the true grandeur of the precursor,--of the one whom we have called the inventor, and who undeniably was so--of Cavour! There can be no question that his own intimate familiarity with the details of the Bond of Virtue and the War of Freedom[7] of the glorious epoch when modern Germany headed and achieved the victorious movement against the world's debasement,--brought distinctly to Bismarck's mental vision the splendor of Cavour's impossibly unequal contest for Italian freedom! The situations were essentially much alike, but so much grander for the Italian statesman, Italy's odds being so immeasurably longer! But still the likeness came out, and the future chancellor could in no way aspire to be an initiator. The end was still a gigantic one, and one to which no true, brave patriot dared be false as an ideal,--but how as to the execution? As to the practical means of carrying out conceptions that might daily be doomed to alteration?

[7] The celebrated victory of the Great Elector, that made Prussia into a kingdom.

There it was again that the figure of Cavour arose supreme; his long, inexhaustible patience, his undying hopes, his sacrifices day by day of the very springs of life for a self-imposed duty,--these were his titles to immortal fame, these constituted his sovereign right to success. But was not the worst probation over when Waterloo was won, and was it not an accepted theory that the Vienna Congress had settled all the vexed questions of ancient Europe? Any further movement, therefore, might seem merely a disturbance. This, for conservative statesmen above all, was a dilemma.

Germany had liberated not Germany only, but the world in 1813, and had already had her Cavours!

There was no denying it: the Cavour of Germany was Stein. But was the work done? Had the Congress of Vienna settled anything, for was that still left to do without which the independence and well-being of forty millions of Germans was unguaranteed, and the peace of all Europe uninsured? If so, what remained to be achieved? to complete what the German Cavour, the Precursor Stein, had begun, to embody and make real the glorious dreams of which Queen Louise had been the symbol, the Joan of Arc?[8]

[8] I would recommend every student of history to read attentively the extraordinary article of M. Paleologue in the _Revue des Deux Mondes_ entitled "_La Reine Louise de Prusse Comment se Fait une Legende_." It is a poetic but true suite to Professor Lévy Brühl's magnificent study.

That, indeed, brought the Hohenzollerns on the scene, and lent to prosaic history its legend, giving to Frederick's "big battalions" the white-robed heroine who should lead them on.

Whether, through the long years of indecision, during which disorder and revolution seemed the danger to be averted, the future "Chancellor of Iron" matured his plans after the manner of Newton, by "forever thinking of them" is still a question to be adequately answered by himself alone. This much is certain that when, in 1863-64, the subject of the Duchies cast its shadow on the path, it revealed its importance to Bismarck, as it had done fourteen years previously to Dahlmann, and stood forth distinctly as the initial syllable of the one mystical word, _Unity_.

_Schleswig-Holstein_ was, as a matter of fact, and by all its several complications, the German question; it was its sign and portent, and if action of some sort were not taken thereupon, the door set ajar was closed upon the future, for a generation at least. Palmerston's declaration, than which no unwiser one was ever made, touching the insanity of the man who should seek to understand the enigma of the Danish Duchies, was adopted in England solely from the dense and inconceivable ignorance of the British mind on all German topics, and the equally inexplicable but inborn dislike of all British politicians to grapple with any serious study of them.

It was the problem to which no German of the North could show indifference; and it was the one subject which brought Prussia to the fore, and put her reigning house in the van, forcing the Hohenzollerns into predominance. This was a crucial point, and wondrous to record! the will of Bismarck on that exceedingly curious detail brought the Hapsburgs together with the Hohenzollerns; Frederick with Marie-Therèse, Wallenstein's camp with Rebels, in an unescapable atmosphere of rank Germanism!

But here again the first step of the forthcoming ruler was taken in obedience to an irresistible, though, perhaps, unavowed, national suggestion. The sense of _all_ that the past had given to German history, to the power of German thought, formed a part of Bismarck's very nature, and spite of the timidity of his experienced statecraft, he could not disobey the promptings of the German conscience.

When the quick-witted French public applied to Professor Lévy Brühl's work the title of "The idea whence comes the fact," they awarded it its permanent signification; it is the development of the German conscience that causes the imperial unity of Germany, and no one is more thoroughly aware of that than the famous chancellor.

We feel with whomsoever was a witness of the crowning struggle, that nothing can even paint its gigantic character more aptly than the concluding phrase of the now famous French historian:--

... "Thus was formed the virtual German nation,--the nation that willed to be, and for long years could not be because reality refused to bear out practically all its ideals. It was in truth, _l'ame qui cherche un corps_!"

These words can never be improved upon. The chancellor knows their truth, as the _Kronprinz_ knew it, but the years lying between them threw a certainty of glory into one which the other could not attain to,--and Bismarck, too, was a man of old Prussia, of her ancient traditions and formalities, while the crown prince was modern amongst moderns--a soldier, yes! but pre-eminently a man, a citizen; but though each felt his conviction differently, its strength was one and the same in both.

The unity of Germany was the creation of no individual. German unity and the imperial unity sprang from the whole past of German history and German thought. The State existing now is the outcome of Germany's own self, of the idea, of the soul of Germany.

"SHOULD THE NATION OWN THE RAILWAYS?"[9]

BY C. WOOD DAVIS.

PART II.--THE ADVANTAGES OF NATIONAL OWNERSHIP.

[9] The first part of this admirable essay appeared in July ARENA.

First would be the stability and practical uniformity of rates now impossible, as they are subject to change by hundreds of officials, and are often made for the purpose of enriching such officials. State and federal laws have had the effect of making discriminations less public and less numerous, but it is doubtful if they are less effective in enriching officials and their partners, although it may be necessary to be more careful in covering tracks. That they are continued is within the cognizance of every well-informed shipper, and are made clear by such cases as that of Counselman and Peasley, now before the United States Supreme Court. Counselman and Peasley--one a large shipper and the other a prominent railway official--refused to testify before a United States grand jury upon the plea that to do so might criminate themselves; the federal law making it a criminal offence to make or benefit by discriminating rates. Counselman had been given rates on corn, some five cents less per hundred pounds than others, from Kansas and Nebraska points to Chicago.

The outrageous character of this discrimination will appear when we reflect that five cents per one hundred pounds is an enormous profit on corn that the grower has sold at from eighteen to twenty-two cents per one hundred pounds, and that such a margin would tend to drive every one but the railway officials and their secret partners out of the trade, as has practically been the case on many western roads. Doubtless such rates are sometimes made in order to take the commodity over a certain line, and there is no divide with the officials; but the effect upon the competitors of the favored shipper and the public is none the less injurious, and such practices would not obtain under national ownership, when railway users would be treated with honesty and impartiality, which the experience of half a century shows to be impossible with corporate ownership.

Referring to the rate question in their last report, the Interstate Commerce Commission says: "If we go no farther than the railroad managers themselves for information, we shall not find that it is claimed that railroad service, as a whole, is conducted without unjust discriminations."

"If rates are secretly cut, or if rebates are given to large shippers, the fact of itself shows the rates which are charged to the general public are unreasonable, for they are necessarily made higher than they ought to be in order to provide for the cut or to pay the rebate."

"If the carrier habitually carries a great number of people free, its regular rates are made the higher to cover the cost; if heavy commissions are paid for obtaining business, the rates are made the higher that the net revenues may not suffer in consequence; if scalpers are directly or indirectly supported by the railroad companies, the general public refunds to the companies what the support costs."

The Commission quotes a Chicago railway manager as saying: "Rates are absolutely demoralized and neither shippers, passengers, railways, or the public in general make anything by this state of affairs. Take passenger rates for instance; they are very low; but who benefits by the reduction? No one but the scalpers.... In freight matters the case is just the same. Certain shippers are allowed heavy rebates, while others are made to pay full rates.... The management is dishonest on all sides, and there is not a road in the country that can be accused of living up to the interstate law. Of course when some poor devil comes along and wants a pass to save him from starvation, he has several clauses of the interstate act read to him; but when a rich shipper wants a pass, why he gets it at once."

From years of ineffectual efforts on the part of State and national legislatures and commissions to regulate the rate business, it would appear that the only remedy is national ownership, which would place the rate-making power in one body with no inducement to act otherwise than fairly and impartially, and this would simplify the whole business and relegate an army of traffic managers, general freight agents, soliciting agents, brokers, scalpers, and hordes of traffic association officials to more useful callings while relieving the honest user of the railway of intolerable burthens.

Under corporate control, railways and their officials have taken possession of the majority of the mines which furnish the fuel so necessary to domestic and industrial life, and there are but few coalfields where they do not fix the price at which so essential an article shall be sold, and the whole nation is thus forced to pay undue tribute.

Controlling rates and the distribution of cars, railway officials have driven nearly all the mine owners who have not railways or railway officials for partners, to the wall. For instance, in Eastern Kansas, on the line of the St. Louis & San Francisco Railway Company, were two coal companies, whose plants were of about equal capacity, and several individual shippers. The railway company and its officials became interested in one of the coal companies, and such company was, by the rebate and other processes, given rates which averaged but forty per cent. of the rates charged other shippers, the result being that all the other shippers were driven out of the business, a part of them being hopelessly ruined before giving up the struggle. In addition to gross discriminations in rates this railway company practised worse discriminations in the distribution of cars; for instance, during one period of five hundred and sixty-four days, as was proven in court, they delivered to the Pittsburg Coal Company, 2,371 empty cars to be loaded with coal, although such company had sale for, and capacity to produce and load, during the same period, more than 15,000 cars. During the same time this railway company delivered to the Rogers Coal Company, in which the railway company and C. W. Rogers, its vice-president and general manager, were interested, no less than 15,483 coal cars, while four hundred and fifty-six were delivered to individual shippers. In other words, the coal company owned in large part by the railway and its officials was given eighty-two per cent. of all the facilities to get coal to market, although the other shippers had much greater combined capacity than had the Rogers Coal Company.

During the last four months of the period named, and when the Pittsburg Coal Company had the plant, force, and capacity to load thirty cars per day, they received an average of one and a fourth cars per day, resulting, as was intended, in the utter ruin of a prosperous business and the involuntary sale of the property, while the railway coal company, the railway officials, and the accommodating friends who operated the Rogers Coal Company, made vast sums of money; and when all other shippers had thus been driven off the line the price of coal was advanced to the consumer.

On another railway, traversing the same coal-field, the railway or its officials became interested in the Keith & Perry Coal Company--the largest coal company doing business on the line--and here the plan seems to have been, in addition to the manipulation of rates, to starve other mine operators out, and force them to sell their coal to the Keith & Perry Company, by failing to furnish the needed cars to those who did not sell their coal to the Keith & Perry Company at a very low price.

When the Keith & Perry Company had a great demand for coal, such parties as sold the product of their mines to that company were furnished with cars, but for the other operators cars were not to be had, such cars as were brought to the field being assigned to such parties as were loading to the Keith & Perry Company, because that company furnished the coal consumed by the locomotives of the railway.

One operator, after being for years forced in this way to sell his product to the Keith & Perry Company, or see his several plants stand idle, has, in recent months, been obliged to build some seven miles of railway in order to reach four different roads, and thus have a fighting chance for cars, although all these railways are provided with coal mines owned by the corporations or their officials.

In Arkansas, Jay Gould, or his railway company, own coal mines and the coal is transported to the neighboring town at low rates, and there is an ample supply of cars for such mines; but the owners of an adjoining mine are forced to haul their coal some eighteen miles to the same town in wagons, as the rates charged them over Mr. Gould's railway are so high as to absorb the value of the coal at destination.

Not only are individuals thus oppressed, but for reasons which only the initiated can fathom there are seemingly purposeless discriminations against localities, as shown in the following extract from the _Coal Trade Journal_ of March 25, 1891.