The advocate and Topeka tribune., 1892-10-26
GOVERNMENT OWNERSHIP OF RAIL
ROADS,

cent illusions TO this subject, the fol
lowing matter may be Of some interesi
10 the readers of the ADVOCATE:
From Chas. F. Adams Railroads, Their Origir
and PrOblems1
Turning now from Great Britain to Bel
gium, an opportunity is offered to observe
the practical working of a wholly different
policy. The famous Belgian railroad sys.
tenn originated with King Leopold, and
bears to this day marks Of the creating
mind. When the Manchester & Liverpool
railway was completed, the Belgian revolu-
tion had not yet taken place, and Leopold
was still resident of England. His stten-
ton was naturally drawn to the conse-
uuences Of tn new application ofsteam, and
when few years later he was called to the
throne of Belgium, one Of his earliest pro-
ieCts related to the construction of railroads
in his new dominions. He was strongly per-
suaded, however, that the English system Of
private construction was not the correct
one. He, as well as the Duke Of Yelling
ton, strongly adhered TO the analogy Of the
highway; but more logical than the duke,
his was the kings highway, and not turn
pike. Accordingly he planned system of
railway communication in which the roads
the steam highways-were to be con-
StruCted, owned, and operated by the state.
With some difficulty legislative assent TO his
scheme was obtained, and the earliest lines
were undertaken in 1888. The government
then went on year by year developing the
system, but failed to keep pace with the
public demand. Accordingly, in few
years, though not until after the principal
and more remunerative routes were ooou-
pied, concessions, as they were called, be-
ing the equivalent of English charters, were
made to private companies, which carried
on the work of extension.
One peculiar feature in all these Conces-
sions had, however, direct and sagacious,
though somewhat distant, bearing on the
fundamental idea of the Belgian railroad
system-that of ultimate government own
ership. They were all made for term Of
ninety years, at the expiration Of which the
railways were to become the property of the
state, which was to pay only for their roll
ing stock. The right was also reserved to
the government Of buying back the con-
Oession at any time, upon assuming pay
ment TO the owners for any uneXpired
balance Of the ninety years Of yearly sum
equal to the average net receipts during the
seven years next preceding the taking. The
tendency in Belgium now is for the govern
ment to absorb all the remaining lines.
Certainly the public feeling points very dis
tinctly towards the acquisition of the
remaining lines of the system by the gov
ernment, while the sale of the government
lines to private corporations has never been
urged by any considerable party. Finan-
oially, the undertaking has proved a de-
cided success, the government roads netting
an annual profit Of late years Of about per
cent, which is equivalent to at least 10 per
cent in this country.
Prof. Richard T. Ely says, In . recent article
In the COnOregdtiOndlist, In re ard TO the public
OplulOn III dtfWbhg Ou buo ouDJoCb VI Sl6bo OWH-
ership OF railroads;
The general improvement in railways in
Prussia since the naturalization has been
immense, and has converted practically the
entire people to nstionalization-not that
there may be no opponents, but that they
are few, and rapidly diminishing in num-
Der. Every wellinformed man whom met
in Prussia, without one exception, consid-
cred the test of experience as demonStra-
tion Of the superiority, in that country, at
least, Of the government ownership Of rail
ways, and / did not see one person who
would like TO 90 back to the old system Of
private ownership.
From @. Wood Davis