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3 lions of persons now entitled to vote. What sane man can suppose that these, if they acted as a unit (which could never be), could uphold any adminis tration against the millions of people who would be more than ever desirous of good government. Add every office holder, postmaster, telegraphic agent, and person in the public service of the United States, and the whole is less than one out of seventeen voters. To say that such can establish despotism or injure popular right, is an argument suited only for a person who believes all men mad and fit only for Asiatic forms of government. But these employes are all citizenn, and like ourselves, interested to have good times and prosperity, which is the end of government. Again, the employes of government when railways and telegraphs pass to public control will be under a rigid sys tem of civil service, and none but the very chief commissioners of transpor tation can be dismissed with a change of administration, and those only for cause. Should it be found advisable, those in public employ ment might be required to re frain from primaries and nominating conventions. Our federal constitution, supposing presidential electors would act as a deliberate body, prohibits any person in public service from being ap pointed as a presidential elector. Hitherto no restraint by way of civil service has been placed upon office holders, and they have at times been quite active in politics. But they can not be compared to employes who would be under regulations, which would be of necessity rigid, and strictly enforced by a department answerable to the people for national transpor tation. But officeholders have never had m uch weight where any real principle was at issue between parties. Their influence is never important, except when parties are so little divided as to leave the mass of voters indifferent as to who succeeds; and parties change readily, despite their efforts. The fol lowing quotation from an editorial in the Chronicle, San Francisco, February U, ISliO, expresses the matter clearly: '''The argument often advanced against the ownership of railways by the government of the United States is that the railroads would be converted into mere political machines, and that a party once in power, would be irre vocably lodged there, by virtue of the po litical influence it could exert through the medium of the government rail ways. This is about on a par with the assertion made every four years, that the administration cannot be defeated on account of the army of officeholders; but it has taken only four years to doubly disprove such an assertion. The republicans had the ofliceholders in 1884, and were beaten; the demo crats had them, rank and file, in 1888, and they were beaten. It is the people who elect presidents and congress men." The soundness of this illustration is more forcibly shown by the fact that although the republicans were in full possession of the offices, and of every branch ot government, at the congres sional elections of 1890 they elected only eighty-eight congressmen out of 333. Experience has also proven that the people resent nothing more quickly than an attempt of officeholders, or the administration, to control elections. In New York in 1882, the favorite for governor with the republican masses was Cornell, but the administration at Washington, by its officeholders, se cured the nomination of ex-Judge Fol ger, and although he was a man of splendid abilities and irreproachable character, the resentful republican voters from the farms and workshops defeated him by almost 200,000 ma jority, merely because of the undue in terference of officeholders. Again, the operation of railways and telegraphs is no experiment, but a matter most satisfactorily tested by several nations. Telegraphs are oper ated by government in Great Britain and many of the countries of Europe. The advantages of a genuine govern ment; postal telegraph have been dem onstrated by the public speeches and writings of Hon. Charles A Sumner better than I can hope to do, and fur ther discussion of this branch is un necessary. Railroads are owned by government in Belgium, India, Hun gary and Australia, and to some extent in other countries. France has condi tioned all railway franchises to obtain a reversion to the state, at a certain period, of all such property. There is noplace where public ownership has not proven advantageous. In Belgium the average rate for passengers is only 1 cent per mile. In India the roads and depots are in splendid condition, and rates very far below those in the United States; in some cases about one-sixth of our charges. In Hungary, state ownership has compelled managers of private com panies to admit the superior wisdom of state regulations; although at the out set they said the state could not wisely control. The state determined to estab lish zones, or belts of distance, in which the charges should proportionately de crease from a given center, becoming proportionately less when population was sparse, thus helping those pro ducers remote from markets, and the result was amazing. In a single year the passenger travel on 5,000 miles of road grew from 5,180,277 to 13,000,751. There was likewise large increase in freights, and a relative decrease in operating expense. The comparisons for charges there, and for the same distances, as near as may be, in California, taking San Fran cisco as a center, are shown by the fol lowing striking table: HCNGAV. Miki. Fare. Up to 16 $0 22 Up to 25. 0 43 UP to 34. 0 05 Up to 43. 0 87 Up to 53. 109 Uptq63. 131 Up to 72. 153 Up to 81 1 75 Up to 91 I'M Up to 100. 218 Up to 109. 2 40 Up to 125.....: 2 62 Up to 141 2 84 Over 141 3 50 To flame, 375. 3 50 To preaeal,47. PACIFIC COAST. Mllct. Fare. San Loandor.lC.f 0 35 Pinole. 24 0 70 Benlcla, &'(. 1 00 Santa Clara, 43... 125 Antloch.M 150 Batavla,5. 2 30 Tremont,7i 2 60 Santa Cruz, 82.... 2 80 Sacramento, 90... 8 30 Arcade. 98 8 50 Kosevllle, 108 3 CO Sheridan, 131 4 10 Marysvllle, 142... 4 60 Humboldt, 374.... 10 55 B. Mountain, 471.. 21 55 8 50 The foregoing figures are for first- class travel. Second-class tickets in Hungary cost about 10 per cent, less, and third-class 50 per cent. On slow trains the fares are still lower. It will be seen that this plan benefits the producers remote from centers of population, as well as consumers in their centers, by giving freights lower in proportion to the farmers who are remote. This is just what the Pacific coast especially needs, and would get under government ownership. A farmer here works just as hard as one in New Jersey or Illinois, and by a sys tem of fares and freights, which is lower and lower proportionately, .as distance increases from Chicago or New York, the remote farmer is en abled to get for his produce very nearly what the one near to those markets ob tains; thus distance is overcome, and value oi similar labor more nearly,! equalized by state action, for which purpose a wise government ought to exist. If now we turn to Australia we find the state railways of Victoria, which has a government practically as democratic as our own, making a grand success of government railways, where no one but the state is permitted to build or operate them. The Chronicle, in an editorial, February 9, 181H), re ferring to this matter, says: "Instead of letting corporations build the railroads, and giving land away to induce them to do this, Vic toria has kept its land and built its own railroads. Seven years ago the income from the railroads was 9 million dol lars; in 1880-7, it was $12,205,000, and last year it was 810,500,000. In addition, Victoria, owns not only the postal business, as the United States does, but all the express busi ness and all the telegraphic business, and last year the profit on these was over 2 million dollars. It will not be many years before the profits on the railroads will pay all the expenses of government." The above figures are net income or profit, as for the same year the total surplus of Victoria (over operating ex penses on railroads, telegraph and postal business) was $31,400,000. Victoria is about the size of Kansas; has a population of 1,100,000, with about 2,500 miles of railroad and 10, 300 miles of telegraph wires. Although wages are higher there than the aver age in the United States, these rail roads had cost only about one-half as much per mile as those of the United States are capitalized at. In propor tion to her population, the ratio of persons in public service is about the same as would be in the United States under public ownership of railways and telegraphs, yet no one has per ceived any danger of perpetuating any party in power, but the administration stands or falls on questions of policy as approved or rejected by the people. What other answers to this objection of perpetuating party power are needed? The objection falls flat be fore reason and experimental demon stration. (To be concluded.) Is Bribery the r'ecret? It is not difficult to understand why the projectors of the 1'acific railroads have been able to get the government to build the roads for them, making multi-millionaires of the operators at the expense of the people. Those who cry "paternalism 1" when the masses ask for even-handed justice, are sig nificantly silent with regard to the gov ernment's fostering care of the hand ful of individuals who have, by the use of money, so far been able to evade the payment of their debts due the government. The hearings before the house com mittee on Pacific railroads are throw ing some light on the methods used by railroad syndicates to get government aid in their individual projects. Shall wesaythat the secret of the whole business is bribery! The statements made before the committee by the Cal if ornians who oppose the refunding of the 1'aciflc railroad debts are to that effect. As our readers probably know, a scheme i3 on foot in congress now to refund the $00,000,000 debts of the Central Pacific in 2 per cent, bonds run ning for 100 years. But if the road won't pay the interest now due the government, why may not the same tactics be used indefinitely to defraud the government? Representative Ma gui re of California, and several other California members, oppose any re- 16 Boils at Once Hood's CarsapariXa Purlflsa t&f C'ocd and Restcrea He&JtJu Sir J. W, StowiU WUmot, 3. Dak. a L Hood ft Co., Lowell, Kmm " About four years ago my wtf wu teoublsl -with salt r lieum. Although w triad vwlj verythlnj It pot worse Instead of bettsr and 8?retd over both of her hands so that she could hardly xase them. Finally she commenced to use Hood's Bursap&rillft and when she had talus two bottles her hands were entirely healed and she has cot since been troubled. Ia December, 1&4 tej fisok was covered with bolls f a Qcrof ulouo Nature. There wtra sixteen of them at one said as soon as thy bsalsd others would break i lit neek fiaauy became covered wita rldjM ana sears. I titan commenced takthf Hood's Ears Ptxilla, tad after taklnz four bottles the bolls bad all heakd and the scars have disappeared. I recommended Mood's Sampartlla to Ul svt ferint from mj disorder of the blood." F. V. Btovbix, Wiimot, Bouta Dakota. Hood's Plllt art easily, yet promptly aai sQelax&y, el the Uvsr and bewila. 23a, funding scheme whatever, and advo cate the plan of collecting the P0,000, 000 due the government out of the es tate of the four men who were the ben eficiaries of the government's pater nalism. Ex-Congressman J. C. Sumpter of California was before the house com mittee last week opposing the funding scheme. He declared that the present management of the road had brought moral, political and financial calamity upon the state; that the cost of the road had not exceeded $30,000,000 and that he thought it could be shown to have been about $15,000,000. Stanford, Huntington, Hopkins and Crocker had not been worth 3100,000 all told in 1801, and in 1801) when the road was finished, they were worth $10,000,000 each. Crocker had resigned from the direc torate to make construction contracts with the others. Eighty per cent of the enormous dividends had gone into the pockets of Stanford, Crocker, Hop kins and Huntington. Kcpresentative Geary favors a foreclosure of the mort gage by the government. He says it 'cannot be denied that conventions have been bought, that legislatures have been bought, that senators and congressmen have had their seats bought for them." He knew that, he said, because he had been elected in the face of that opposition; his oppon ent had been an attorney of the com pany, and had been ordered to make the race. It is very evident that the Central Pacific management has not only in the past got in its work with congress in a very questionable manner, but it is working its tactics now. Last week Senator Hoar, of Massachusetts, ac cording to Washington dispatches, in troduced a resolution, the purport of wmcn was to instruct the judiciary committee to inquire into the justice and equity of the claim of the United ConHmcA on yujs it.