350 THE GROUNDSWELL. 



There was a need for something more flexible than statute law that 

 can adapt rates to different conditions and classes of railways. This 

 suggested the function of Eailway Commissioners assigned to our new 

 board, of making up schedules of maximum rates for each road. This 

 he thought was the best thing possible under the present circumstan 

 ces, but its sucess was not yet assured. They were hampered by a 

 pro rata requirement that compels them and the companies to fix 

 rates according to distance, whereas the expense of carriage depends 

 upon many other considerations. But they had a chance to ascertain 

 what was a fair compensation, and not a gross extortion. But the 

 great difficulty they had to encounter was insufficient and vicious 

 legislation, and the limitation of their power by State laws. There 

 was no proper legislation regarding reasonable maximum rates ; none 

 concerning railways as public highways. There was a disposition 

 already to find fault with the commissioners, but it was unjust. They 

 were making the most of the laws that were given them. But the 

 limitations of State lines would be a difficulty of a permanent char 

 acter. The Illinois commissioners wanted cheap freights to the sea 

 board, but they were powerless. Indiana, Ohio, and New York are 

 in the way. National legislation or regulation is required. 



But the problem would increase in difficulty when the whole na 

 tion must be legislated for, or when the commissioners appointed by 

 government attempt to fix uniform rates for the Central Pacific 

 and the Old Colony railroads. It was deemed by many an impossi 

 ble task. 



This suggested the theory of the government ownership of roads, 

 now advocated a good deal in England, and in this country by Mr. 

 Andrews, Prof. Amasa Walker, and others. 



Mr. Hill, whom the speaker quoted, argues that State ownership 

 will alone give the advantages of competition, because amalgamations 

 and agreements are soon made by private companies, and State own 

 ership alone furnishes a steady opponent to combination. The exam 

 ple of Belgium was cited in confirmation of the soundness of the prin 

 ciple. Mr. Hill was of the opinion that State control furnishes the 

 only approximation to free trade in railway service. Prof. Walker 

 was quoted as advocating the idea that the United States Government 

 should buy or take possession of all the roads of the country, under 

 the right of eminent domain. As the roads would save the interest 

 on the expenditure, he holds it would involve really but little ex 

 pense to the government. Charles Francis Adams was in favor of 



