The Abbeville press and banner. [volume] (Abbeville, S.C.) 1869-1924, 1894-11-07
vision of railroad rates. and by this law

vance the amount Of money which the
state would have contributed to the
construction fund under the old law,
and this money Is to be paid gradually
by the state within the time when pri.
vate ownership will cease and the roads
will revert to tie state. By the middle
OF the next century France Will own all
of the French roads, unless new sys-
tenn Is adopted in the meantime. Un-
der this government supervision and
half control passenger rates are almost
double these Of the Unltpd States, and
freight rates are more than tTlre as
great.
The conservatism of France In the
Introduction Of Improvements Is a
matter of comment among American
travellers. The same is true of other
countries where the govern ment eXar-
cises general or partial control. 10
Belgium about four-hfths Of the mile
age is owned by the State, and the re-.
naming one fifth will revert to the
government after period of years.
Railway affairs are administered hY a
department of railways, post offices
and telegrapbs. Rates Arc fixed by
law. The railroads are exempt from
taxation. The Belgian system was to
have been model for the governments
of the world, and at tirS5 it Rs' un-
questionabiy excellent. But the dispo-
sltion of government departments to
stick to old methods,so well illustrated
in the departments at Washington,
where for the first time In a century
the red tape in the accounting offlces
has been shortened recently by con-
gressional commission. kept the Bel.
GUM railroads at q standstill when all
the world was constantly adopting
new improvements and recent devices.
The Belgium roads, together, therefore,
are monuments to old-fogyism. The
rates of passenger fare charged, how.
ever, are very little higher than those
of the United States. and the freight
rates are only little more than so per
cent. higher.
In Russia about third of the
mileage is owned and operated by the
State. and some of the private lines
have received government aid. A
tariff council" superVises rates for all
lines, and no rate can be changed with.
out the sanction of this council. In
Russia as In Japan (where twe-tbirds
of the mileage is owned by the govern
ment,) the State undertakes to say
whether q proposed private line ls
needed. In fact, there is no free right
of way In anY country but the United
States. In Austria.Hungary one-half
of the railroads are owned by the gov
ernment, but all private charters ex-
pire at a stipulated time, not exceeding
q period Of ninety years, and at that
time all lines, lands and buildings re-
vert to the State. The government
flxes the tariffs for Its own lines and
reyises the tariffs OF private lines every
three years, and can reduce rates If the
net earnings exceed u per cent.
Transportation charges In Russia are
40 per cent. higher than in America.
In Austria the passenger rates are
about 60 per cent. higher than In
America, and the freight rates more
than double as much. The passenger
rates in Spain and Portugal are about
what they are IN Russia. All Of the roads
In these countries are private property
but most of them have been aided by
the government on condition that they
become the property of the State with
In nlnety-nine years.
ITALY FINDS 1T A FAILURE.
In two countries-Holland and Italy
the government owns a part OF the
mileage but leases its shars to private
CORPORATIONS. Italy has tried State
railroads and private railroads and al
most every relation between the State
and individuals 10 the management OF
the roads which could be suggested.
The whole subject was Investigated by
a commission In 1878 and this commits.
sion reported adversely to State man.
agement. In leasing Its lines in 1885
to private parties for term OF sixty
wears, the Italian government summed
up the situation thus: 1t is a mistake
TO expect lower rates and better facili-
ties from government than from pri.
yate companies: The actual results
are just the reverse. The State IS more
apt to tax industry than to foster 1t,
and when it attempts to tax industry
it is even less responsible than private
company. State management is more
costly than private management.
Much capital is thus wasted. State
management Is demoralzlng both to
legitimate business and politics" Italy
had one unique experience during the
period of government control. One of
its provinces, Lombardy, found 1t nee.
essary to suspend freight service De-
cause of lack of ability OF those IN
charge to handle 1t.
In Great Britain and Ireland, as IN
the United States, none of the roads
are owned BY the government; but Ia
the British Isles no lines may be con-
structed without permission from par
Lament. A law was passed In .l844
giving the government the right TO
acu uire railroads constructed after that
date at computation value based on
profits: but commission appointed in
1867 reported that it Was inexpedlent
80 subvert the policy which has hlth-
erto been adopted Of leaving the con-
struction and management OF railro ads
to the free enterprise OF the people, In-
der such conditions as parliament may
think best to impose tor the general
welfare of the public" The board OF
trade has supervision Of the manage,
ment of the roads In certain respects,
and there Is a law governing rates
something like our interstate commerce
law.
1t is not generally remembered that
the United States has made expert.
ments in the State ownership of rail.
roads. Ktrkman, In his book on gov.
ernment control, says: "Government
ownership has been tried In q limited
way in the United States. Fifty years
ago the State of Illinois constructed a
road at cost of 81, ,0O0,O00,but disposed
of It later for 100000. Indiana had a