The Wheeling daily intelligencer. [volume] (Wheeling, W. Va.) 1865-1903, 1897-05-10


they discriminate by Withholding from
railways any measure Of the proteCIlon
they give rail mills and Others iet.
whether national revenue, ,r,dlt, !ah''r
or commerce be considered, the railways
are the largest factor In the public pur-
poses and results.
For illustration: The existing import
tariff may be Justly increased ON some
articles by the schedule now pending.
but II the railways should fractionaily
advance their rates on imported articles
II would be characterized as unlusuhn-
BILE, although both increases might be
proper especially in instances in which
privately reduced transportation rates
perhaps wholly or partially neutrallEed
increased Import rates.
However that may be. " the govern
meut controlled both the railway and
custom charges, Il would lnflexibly and
uniformly charge and retain both sched-
ules US published. There would be no
other justitiablc governmental course,
and II is equally Just when the railways
collect one OF those charges. II, on the
other hand. II is better that only the
transportation element Of commerce De
capricious, concealed and preferential
because that condition is a. desirable
requisite OF Fo-called competition,
should not rival customs collectors also
make different Import charges ut their
competing ports OF entry. Why, tur-
Their, should not the whisky tax be low
er at Peoria than In North Carolina!
Why should not postage stamps be sold
cheaper at profitable offices Ike New
York TO daily users OF the mails than TO
infrequent letter writer's at small offices
conducted at q loss2 And why should
letter postage be the same from New
York to both Brooklyn and san Fran
clsco7
Next. It Ia widely claimed that trans
portntlon is governmental function
delegated in part to corporations, but
remaining subject to national control
Upon that further ground railway conf
panics seem entitled TO those reasonable
delegations OF power which would BE-
necessary to enable the government To
secure the observance OF It's like charges
under like circumstances.
Government OWneTShIP,
II the government now owned the rail-
ways, the dlsquletins defaults OF inter-
est on their bonds, the Iessened returns
on their legitimate shares, the constant
impairment Of gross and net revenues
especially from false physical condition
and safety as well as TO inture their
fiscal obligations everywhere, and those
disturbing conditions would doubtless
have been then set forth by the Presi-
dent as needing national corrective ae-
ton as muSh as the other hnAnclh ur-
Gencies TO which he asked consideration
II such railway rctTosression neHeFthe,
less continued under governments.
management, II would have been nnaIiy
necessary TO meet II by direct appro'
nriations or by divertlnE other govern
ment incomes 20 such deficits. Either
~ these courses would be more eXpen-
siye TO all the people. and more unjust
in application and eject than 10 charGe
and maintain adequate rates payapIe py
the actual users OF the railways.
Railway owners and managers are
confronted with the same problems but
nave been denied adequate powers 70
mest them. Therefore they ask govern.
mental sanction to policy itself could
NOT escape from. To answer thar raiI
way proprietorS and managers mus
take care OF themselves. yet not PERM:
them TO do 20 legally, IS the logic OF
theory or hostility. Is not just ana Is no'
applied 70 any other national interest,",
As the United States do not own any
RAILWAYS, these premises must be sus-
tained by proofs drawn from other ma
tons. ,.
In 1874 Switzerland Invited Austria.
Hungary, Belgium. Germany. ltaIy ana
the Netherlands 70 confer touching com
p,stFtiye International railway tarinS, IN
order that like rates and bills " l3dlnS
might prevail via their routes and front
ierS, Further conferences, in 1873, 1871
and 1885. In which private companies
participated. considered the competitions
OF the Mediterranean and North Sea ana
the DANUBE Rhine and other rivers, as
well rs that OF fhelr own railways, re-
sultlng In an agreement nj Berne IN C' ,s.
tober. 1890, which was subsequently
ratified by all the anticipating nations
and made effective January !. 1893,
Under that COMPACT undue composition
was ended NOT only governmental. ont
private rights were conserved. ana pub-
lie. stable and reasonable charges were
announced upon which ~ base com
petftiye national and International Gaiic
interrhanges. Had thosr governments
ard their private railways acted upon The
erroneous theories OF ineSperleneed and
hostile opponents OF American railways
they would not have been crippled hy
their own governments, and the latter
would then have continued their sirileA
depleted their several national revenues
and involved their treasury budgets.
The railways would have deteriorated
and commercial disabilities and dia-
ordinations In rates would have con-
tlnued or Increased Can there be any
question which IS the jusier and wiser
public policy?
The faults OF the Interstate act and OF
the supreme court decision should be less
depIored II the present discussion brings
as wise and permanent legislation a.
chat concluded At Berne. Interstate
Commissioner Schoonmaker said:
THE lack OF affirmative Legal author
Ity for such associations, the bad faith
often exhibited by some OF their mem
bers. and the inability either 70 restrain
or puniSh delinquency, have operated IN
another tendancy-the tendency toward
consolidation
Moreover, should pools be authorized
nv law. and b. thereafter found to an
tagonize the public Interest. prompt re-
pal or amendments. or enlargemeuts OF
the powers OF the Interstate commerce
commissioner would protect the people
Much OF the Legislative infispositl"n 10
affirm pools Is based upon Widespread
misconceptions OF railway competition.
which viii be. Therefore. considered next
GEORGE II. BLANCHARD.
THE westleid, Gnd) News prints
the following in regard to an old rest