Evening star. [volume] (Washington, D.C.) 1854-1972, 1905-09-29
OLNE.Y ANSWERS BRYAN
Elk SECRETARY OF STATE GIVES
HIS VIEWS ON RAIL RATES.

A dispatch from New York last night
says: Richard olney. ex-Secretary of State,
makes in the October number of the North
American Review the reply OF conserva-
tive wing of the democratic party in oppo-
stion to William ]. Bryan's recent open
letter to the President on railroad-rate leg
Station
THE rates charged by the railroads.
says Mr. Olney, affect all classes of the
community; they determine very largely
the outcome of all private enterprises. Upon
them hinges only too often the material
well-being, If not the very existence, OF
towns and cities and seaports and large
sections of the country. Surely power
the exercise of which is fraught with such
consequences is not to be classed legally or
practically with the power of determining
the cup quality of teas. The latter may
well be deleg ated to an executive officer or
board. But to delegate the ultimate rate
making power for railroads to such an Off
Ger or board would be a surrender by the
legislature of one Gifts most important
functions.'
Discussing the effects of government reg
ulation upon the railroads, Mr.. Olney said:
'The situation to be anticipated then is
that railroadS-private properties represent
ing private investments aggregating BILL
lions of dolars-will find themselves con-
trolled in the vital matter of their charges,
not by their private owners. but by two
public boards, one representative of local
interests and both antagonistic to the in
terests of the private owners concerned.
The two boards will aim at the lowest pos
sbie rates, each in behalf of the particular
business under its charge, and will there
fore be in constant rivalry with each other
in the endeavor to extort from the carrier
the best service at the smallest cost. I'm
der these conditions anything like skillful,
just reasonable or stable ratemaking be-
jmDDSSihlP A situation is created
intolerabe alike to the carriers and to the
public, and the sure outcome, unless the
whole scheme of government ratemak1ng be
abandoned. is government ownership.
When government ownership of the rail-
roads is seriously considered our dual poit-
ical system is at once seen to present prob
lens of the gravest character. Every rail-
road of consequence is engaged in trans
portation that passes beyond state lines
Hence, If government ownership of rail-
roads be heralded as the inevitable Sc
quence of government ratemaking the first
question is Which government is 1t that
is to own the railroads, the state or the
United States?
eminent under the commerce clause to own
and operate all the great railroads of the
country it must be also competent for it
to own or control and operate all the great
highways of the country.
rs 1t by any possibility true that the ma
tional government has been granted any
such powers-that as respects every road
or street in the country which is link in
interstate communication the government
may, at its option take complete possess
sion and control may direct the mode of
its construction. it's grades, the sort of We
hicles by which il may be uSed-may, in
short, assume its entire management and
operation In all the most minute details =?
Nothing could be more revolutionary in
pra ctice-nothing more contra dictOry of the
views customarily held"