The Arena. Volume 4, No. 20, July, 1891. Various

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СКАЧАТЬ attending the flurries of last autumn in the money markets, when half a dozen men, in order to obtain control of certain railways, entered into a conspiracy that came near wrecking the entire industrial and commercial interests of the country, having shed a lurid light upon the enormous and baleful power which the corporate control of the railways places in the hands of what Theodore Roosevelt aptly termed “the dangerous wealthy classes,” has had the effect of converting to the advocacy of national ownership not only the writer but vast numbers of conservative people of the central, western, and southern States to whom the question now assumes this form: “Which is to be preferred: a master in the shape of a political party that it is possible to dislodge by the use of the ballot, or one in the shape of ten or twenty Goulds, Vanderbilts, Huntingtons, Rockefellers, Sages, Dillons, and Brices who never die and whom it will be impossible to dislodge by the use of the ballot?” The particular Gould or Vanderbilt may die, as did that Vanderbilt to whom was ascribed the aphorism “The public be damned,” but the spirit and power of the Goulds and Vanderbilts never dies.

OBJECTIONS TO NATIONAL OWNERSHIP

      The objections to national ownership are many; that most frequently advanced and having the most force being the possibility that, by reason of its control of a vastly increased number of civil servants, the party in possession of the federal administration at the time such ownership was assumed would be able to perpetuate its power indefinitely. As there are more than 700,000 people employed by the railways, this objection would seem to be well taken; and it indicates serious and far-reaching results unless some way can be devised to neutralize the political power of such a vast addition to the official army.

      In the military service we have a body of men that exerts little or no political power, as the moment a citizen enters the army he divests himself of political functions; and it is not hazardous to say that 700,000 capable and efficient men can be found who, for the sake of employment, to be continued so long as they are capable and well-behaved, will forego the right to take part in political affairs. If a sufficient number of such men can be found, this objection would, by proper legislation, be divested of all its force. At all events no trouble from such a source has been experienced since Australian railways were placed under control of non-partisan commissions, such a commission, having had charge of the Victorian railways since February, 1884, or a little more than one term, they being appointed for seven years instead of for life, as stated by Mr. W. M. Acworth in his argument against government control.

      The second objection is that there would be constant political pressure to make places for the strikers of the party in power, thus adding a vast number of useless men to the force, and rendering it progressively more difficult to effect a change in the political complexion of the administration.

      That this objection has much less force than is claimed is clear from the conduct of the postal department which is, unquestionably, a political adjunct of the administration; yet but few useless men are employed, while its conduct of the mail service is a model of efficiency after which the corporate managed railways might well pattern. Moreover, if the railways are put under non-partisan control, this objection will lose nearly if not quite all its force.

      A third objection is that the service would be less efficient and cost more than with continued corporate ownership.

      This appears to be bare assertion, as from the very nature of the case there can be no data outside that furnished by the government-owned railways of the British colonies, and such data negatives these assertions; and the advocates of national ownership are justified in asserting that such ownership would materially lessen the cost, as any expert can readily point out many ways in which the enormous costs of corporate management would be lessened. With those familiar with present methods, and not interested in their perpetuation, this objection has no force whatever.

      The fourth objection is that with constant political pressure unnecessary lines would be built for political ends.

      This is also bare assertion, although it is not impossible that such results would follow; yet such has not been the case in the British colonies where the governments have had control of construction. On the other hand, it is notorious that under corporate ownership, and solely to reap the profits to be made out of construction, the United States have been burthened with useless parallel roads, and such corporations as the Santa Fe have paralleled their own lines for such profits. It is quite safe to say that when the nation owns the railways there will be no nickel-plating, nor will such an unnecessary expenditure be made as was involved in the construction of the “West Shore”; nor will the feat of Gould and the Santa Fe be repeated of each building two hundred and forty miles, side by side, for construction profits, much of which is located in the arid portion of Kansas where there is never likely to be traffic for even one railway. Much of the republic is covered with closely parallel lines which would never have been built under national ownership, and this process will continue as long as the manipulators can make vast sums out of construction.

      A fifth objection is that with the amount of red-tape that will be in use, it will be impossible to secure the building of needed lines.

      While such objection is inconsistent with the fourth it may have some force; but as the greater part of the country is already provided with all the railways that will be needed for a generation, it is not a very serious objection even if it is as difficult as asserted to procure the building of new lines. It is not probable, however, that the government would refuse to build any line that would clearly subserve public convenience, the conduct of the postal service negativing such a supposition; and for party purposes the administration would certainly favor the construction of such lines as were clearly needed, and it is high time that only such should be built; and what instrumentality so fit to determine this as a non-partisan commission acting as the agent of the whole people?

      The sixth objection is that lines built by the government would cost much more than if built by corporations.

      Possibly this would be true, but they would be much better built and cost far less for maintenance and “betterments,” and would represent no more than actual cost; and such lines as the Kansas Midland, costing but $10,200 per mile, would not, as now, be capitalized at $53,024 per mile; nor would the President of the Union Pacific (as does Sidney Dillon, in the North American Review for April,) say that “A citizen, simply as a citizen, commits an impertinence when he questions the right of a corporation to capitalize its properties at any sum whatever,” as then there would be no Sidney Dillons who would be presidents of corporations, pretending to own railways built wholly from government moneys and lands, and who have never invested a dollar in the construction of a property which they have now capitalized at the modest sum of $106,000 per mile. After such an achievement, in making much out of nothing, it is no wonder that Mr. Dillon is a multi-millionnaire and thinks it an impertinence when a citizen asks how he has discharged his trust in relation to a railway built wholly with public funds, no part of which Mr. Dillon and his associates seem in haste to pay back; their indebtedness to the government, with many years of unpaid interest, amounting to more than $50,000,000, which is more than the cash cost of the railway upon which these men have been so sharp as to induce the government, after furnishing all the money expended in its construction, to accept a second mortgage, and now ask the same accommodating government to reduce the rate of interest—which they make no pretence of paying—to a nominal figure, and to wait another hundred years for both principal and interest. To make sure that the government’s second mortgage shall be no more valuable than second mortgages usually are, and to make it more comfortable for the manipulators, Messrs. Gould and Dillon now propose to put a blanket first mortgage of $250,000,000 on this property, built wholly from funds derived from the sale of government lands and bonds, and to pay the interest on which bonds the people are yearly taxed, although Mr. Dillon and his associates contracted to pay such interest. In his conception of the relations of railway corporations to the public, Mr. Dillon is clearly not in accord with the higher tribunals which hold, in substance, that railways are public rather than private property, and that the shareholders are entitled to but a reasonable compensation for the capital actually expended in construction and a limited control of the СКАЧАТЬ