The Conquest of Bread by Peter Kropotkin (the best electronic book reader .TXT) 📕

have shown long since how English legislation did all in its power to ruin the small industries, drive the peasant to poverty, and deliver over to wealthy industrial employers battalions of men, compelled to work for no matter what salary. Railway legislation did exactly the same. Strategic lines, subsidized lines, companies which received the International Mail monopoly, everything was brought into play to forward the interests of wealthy financiers. When Rothschild, creditor to all European States, puts capital in a railway, his faithful subjects, the ministers, will do their best to make him earn more.

In the United States, in the Democracy that authoritarians hold up to us as an ideal, the most scandalous fraudulency has crept into everything that concerns railroads. Thus, if a company ruins its competitors by cheap fares, it is often enabled to do so because it is reimbursed by land given to it by the State for a gratuity. Documents recently published concerning the American wheat trade have fully shown up the part played by the State in the exploitation of the weak by the strong. Here, too, the power of accumulated capital has increased tenfold and a hundredfold by means of State help. So that, when we see syndicates of railway companies (a product of free agreement) succeeding in protecting their small companies against big ones, we are astonished at the intrinsic force of free agreement that can hold its own against all-powerful Capital favoured by the State.

It is a fact that little companies exist, in spite of the State’s partiality. If in France, land of centralization, we only see five or six large companies, there are more than 110 in Great Britain who agree remarkably well, and who are certainly better organized for the rapid transit of travellers and goods than the French and German companies.

Moreover, that is not the question. Large Capital, favoured by the State, can always, if it be to its advantage, crush the lesser one. What is of importance to us is this: The agreement between hundreds of capitalist companies to whom the railways of Europe belong, was established without intervention of a central government to lay down the law to the diverse societies; it has subsisted by means of congresses composed of delegates, who discuss among themselves, and submit proposals, not laws, to their constituents. It is a new principle that differs completely from all governmental principle, monarchical or republican, absolute or parliamentarian. It is an innovation that has been timidly introduced into the customs of Europe, but has come to stay.

III

How often have we not read in the writings of State-loving Socialists: “Who, then, will undertake the regulation of canal traffic in the future society? Should it enter the mind of one of your Anarchist ‘comrades’ to put his barge across a canal and obstruct thousands of boats, who will force him to reason?”

Let us confess the supposition to be somewhat fanciful. Still, it might be said, for instance: “Should a certain commune, or a group of communes, want to make their barges pass before others, they might perhaps block the canal in order to carry stones, while wheat, needed in another commune, would have to stand by. Who, then, would regulate the traffic if not the Government?”

But real life has again demonstrated that Government can be very well dispensed with here as elsewhere. Free agreement, free organization, replace that noxious and costly system, and do better.

We know what canals mean to Holland. They are its highways. We also know how much traffic there is on the canals. What is carried along our highroads and railroads is transported on canal-boats in Holland. There you could find cause to fight, in order to make your boats pass before others. There the Government might really interfere to keep the traffic in order.

Yet it is not so. The Dutch settled matters in a more practical way, long ago, by founding guilds, or syndicates of boatmen. These were free associations sprung from the very needs of navigation. The right of way for the boats was adjusted by the order of inscription in a navigation register; they had to follow one another in turn. Nobody was allowed to get ahead of the others under pain of being excluded from the guild. None could station more than a certain number of days along the quay; and if the owner found no goods to carry during that time, so much the worse for him; he had to depart with his empty barge to leave room for newcomers. Obstruction was thus avoided, even though the competition between the private owners of the boats continued to exist. Were the latter suppressed, the agreement would have been only the more cordial.

It is unnecessary to add that the shipowners could adhere or not to the syndicate. That was their business, but most of them elected to join it. Moreover, these syndicates offered such great advantages that they spread also along the Rhine, the Weser, the Oder, and as far as Berlin. The boatmen did not wait for a great Bismarck to annex Holland to Germany, and to appoint an Ober Haupt General Staats Canal Navigation’s Rath (Supreme Head Councillor of the General States Canal Navigation), with a number of gold stripes on his sleeves, corresponding to the length of the title. They preferred coming to an international understanding. Besides, a number of shipowners, whose sailing-vessels ply between Germany and Scandinavia, as well as Russia, have also joined these syndicates, in order to regulate traffic in the Baltic, and to bring about a certain harmony in the chassé-croisé of vessels. These associations have sprung up freely, recruiting volunteer adherents, and have nought in common with governments.

It is, however, more than probable that here too greater capital oppresses lesser. Maybe the syndicate has also a tendency to become a monopoly, especially where it receives the precious patronage of the State that surely did not fail to interfere with it. Let us not forget