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GEORGE W. BERGE, EDITOR AND PUBLISHER
Volume 18
Lincoln, Nebraska, September 14, 1905
Number 17
Good Government Requires Men
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nest and Capable
"You can't make any law that will absolutely guard the city
against official corruption or bad judgment," said District Attorney
Jerome, of New York City, a few days ago. Nb truer statement
was ever made. We may favor the most promising reforms, but
if we have not honest and capable men in office injustice and mis
management will not cease.
This is a principle that is coming to be understood more clearly
every day. The voters have awakened from the dream that a party
name and a blast on the trumpets is a sure pledge of higher and
better things in government. The N value of organization cannot be
overestimated, but organization without good works is dead. Even
District Attorney Jerome's career bears witness to the value of
organization. It is true that he has now cut loose from party harness
and proposes to win his next race without rider or driver, but it
is exceedingly doubtful whether Mr. Jerome could ever have attained
his present prominence and power had he not been backed by organ
ization at the outset of his political career. On the other hand, Mr.
Jerome's career bears witness to the influence of a good man in poli
tics. It is now reported that even"Tanunany'Ms"msidering the
advisability of endorsing his candidacy for the district-attorneyship.
When the people take more direct control of their govern
ment, national, state and city, by means of direct primaries and
the initiative and referendum, they must not forget that the man
as well as the principle is important. Of what avail is a sound
principle with a dishonest and corrupt man back of it? We are
accustomed to hear that popular government is still on trial, and
when the next step is taken toward more direct government by the
people the world will watch the test with eager interest. If, as
The Independent has contended, a great defect of our present gov
ernment is the fact that the people have too little power instead of
too much, the approaching test will prove a signal and lasting victory
for popular government. But this assumption is based upon a belief
in the honesty and intelligence of an upright and enlightened people
The initiative and referendum has proved an effective check
upon corruption wherever it has been tried, but it is not an absolute
cure and will not prevent bad management in office. Municipal
owership, to be successful, will require officials who are both honest
and capable. The election of senators by direct vote will prove a
great boon to the nation if the people . are vigilant and determined to
have good government. TheTnere right of the people to vote directly
for their senators is not enough. They must be watchful lest men
of little worth and overweening ambition impose themselves upon
an indulgent and careless constituency.
Fortunately for the nation theFHMs-gtts-every where that the
people are beginning to realize these truths, that they arc rousing
themselves from their cynicism and indifference and that they are
resolved to obtain good government by electing good men. It is, in
deed, a healthy sign. It speaks well for the nation and is an earnest
effort of what the people can do to make their government honest
and efficient when they are enlightened and determined.
English and American Charges for Transportation
American railway officials are fond of dwelling upon the supe
rior accomodations of our railways for the transportation of passen
gers as compared with similar accomodations on English railways
and to assert that on the whole the rates in this country are lower
than in England. Aside from such considerations as the long haul,
which gives the American roads a distinct advantage, there are other
considerations which, the enthusiastic American official usually fails
to take into account. ;
A few years ago Mr. George II. Daniels, general passenger
agent of the New York Central, said : "
"In the United States the first-class passenger fares average
1.98 cents a mile, while, in England the first-class fare is four cents
per mile; third-class, fare for vastly inferior service is two cents a
mile, but only on certain parliamentary trains."
In a work on British railways recently issued Hugh Munro
Iioss calls attention to some differences in transportation that expose
the fallacy of the position taken by the American officials. He points
out the fact that onthe Twentieth Century Limited of the New York
Central, running between New York and Chicago, the normal fare
would be $20, whereas $28 is charged. "In addition," he continues,
"the passenger has to pay for a sleeping-berth, which cannot be had
for less than $5, and may cost more; he therefore pays in all at least
$33. In Great Britain there are no through journeys so long as 980
miles, but from Euston to Aberdeen, 540 miles, it is possible to
travel at an inclusive speed of 48 miles an hour for 0.83d, (l.GG
cents) a mile, third-class, or during six months of the year with a
tourist return ticket for 0.02d. a mile; while for 1.05d. a mile a
man can travel there and back first-class in a sleeping car with a
separate compartment entirely to himself, not merely a berth in a
general' Pullman car, where a curtain is all that shuts him off from
a dozen other sleepers, some, perhaps, women." .
After this little fling at the American sleeping car, Mr. 'Ross
sums up as follows :
, "In America the 'first-class,' fare of 1.98 cents a mile corresponds
to our third-class rate, since there is in general nothing cheaper.
The real first-class is provided by the Pullman cars, for the use
of which extra payment is required, and experienced travelers will
tell you that four or five cents a mile, is a fair allowance for rail
way expenses in the United States, including the charges for sleep
ing and parlor cars. In fact, American railroads cling to the prac
tice now generally looked upon as antiquated in this country of
admitting to their best trains only those passengers who pay the
highest rates; and, so far from the man who pays a penny a mile
getting in England a 'vastly inferior service,' he really enjoys a
considerably better one, because he has the choice of more trains
and faster trains."
This neglect of essential facts when instituting comparisons
.between European and American rates is common among the bureau
cratic writers who are now claiming that freight rates are higher
in England than in the United States. Again leaving aside the
consideration of the long haul, which is most important, there are
differences in the manner of charging freight rates in England and
in the United States which must be heeded and which show how futile
are the comparisons usually made to prove the fairness of American
rates.
The freight charge in the United States is merely for trans-