Western Kansas world. [volume] (WaKeeney, Kan.) 1885-current, 1915-07-17
FAIR PASSENGER RATES.

Our western state legislatures have
made hopeless middle of the rail
roads demands for increased passen-
ger fares, because legislative bodies
cannot intelligent]y decide admins
trative questions. Only investigation
and study can settle the reasonable
ness or unreasonableness of the adj
yances asked for. 1t is proper for
the legislatures to say that the rail-
roads shall be regulated, but experts
must do the actual regulating.
After perfunctory audiences, the
legislatures of the various states,
without any reliable or accepted fig
ares, have stif1ed the railroads de-
mands in committee or on the floor.
Illinois, Wisconsin, Iowa, Minnesota,
Nebraska, North and South Dakota
and Michigan have provided regulat.
ing commissions and the legislatures
themselves have ample powers of in
yestigation, yet not in a single in
stance have the questions been re-
erred to a responsible agent
Indications are that the passenger
1Usiness is not bearing its fair share
IF the costs and that the Illinois man
lfacturer is right in asserting that
he shippers have been bearing an
extra burden Density of population
makes passenger traffic and it fol
iows that the heavier the traffic the
lighter the cost per unit of transpor-
alton. Illinois, with a population of
i91 per mile of railroad, subscribes
over tariffs than eight eastern states
with population of 1,O36 per mile.
The interstate commerce commission
ecently allowed the eastern carriers
N increase to 215 cents per mile, and
he supreme court of Pennsylvania,
considering a population of 7O4 per
nile, held the 2 cent law confisca-
tory.
Figures compiled by the Pennsyl-
vania lines east of Pittsburgh reflect
he operating results of all steel
rains, daylight limiteds, monumental
criminals, and the competitive condi-
ions of the passenger business. In
903, Sc per cent of the dollar earned
~ passenger traffic went to pay pas
senger operating expenses In 1910
t had swollen to 80 per cent, and In |
912 to SO per cent. The freight ratio |
n the same period stood steady at 70
eer cent The comparative net earn
ngs of the three years follow:
1912 1910 1908
nue-----s 43o, J9,oSo x3<,u5,8R $40, 201 -oo<
Passenger
revenue 7s4.eoe s,1e11oe u,oo4, ss1
Net revenue
per passen-
ger train
mile -..--- rs cents 40 cents ST. cents
But the rate question has not been
ettled, and our western states are
onfronted with the paradox of ac-
:epting the final decision from the
ederal courts or from the Interstate
commerce commission II the western
Dads succeed in establishing the z5k
'ents mile basis on interstate traf-
C, as seems likely from the situa-
ION in the east, the question of dis
Elimination will be raised immediate
as a result of the lower interstate
are Commercial interests will not
.oierate conflicting passenger fares.
The same question was settled by
he supreme court as regards freight
sharges in the famous Shreveport de-
;isiOn- In cases of discrimination the
rate is controlling So the
sfate Iegisi aturese will have accom-
slished nothing except to furnish aid
md comfort to the enemies of state
equation as opposed to federal reg
llation- Perhaps in doing so they
re performing q public service, if an
one.-Chfcago Tribune.
FAY II. 1915.