would result from national ownership
would be such an adjustment of rates that traffic would take the
natural short route, and not, as under corporate management, be sent
around by the way of Robin Hood's barn, when it might reach
destination by a route but two thirds as long, and thus saving the
unnecessary tax to which the industries of the country are subjected.
That traffic can be sent by these round-about routes at the same or
less rates than is charged by the shorter ones is _prima facie_
evidence that rates are too high. If it costs a given sum to transport
a specific amount of merchandise a thousand miles, it is clear that it
will cost a greater sum to transport it fifteen hundred; and yet
traffic is daily diverted from the thousand mile route to the fifteen
hundred one, and carried at the same or lower rates than is charged by
the shorter line. It is evident, that if the long route can afford to
do the business for the rates charged, that the rates charged by the
shorter are excessive in a high degree.

Under government management, traffic would take the direct route, as
mail matter now does, and the industries of the country be relieved of
the onerous tax imposed by needless hauls. Only those somewhat
familiar with the extent of the diversions from direct routes can form
any conception of the aggregate saving that would be effected by such
change as would result from national ownership, and which may safely
be estimated as equal to two and a half per cent. of the entire cost
of the railway service, or $25,000,000 per annum.

With the government operating the railways there would be a great
reduction in the number of men employed in towns entered by more than
one line. For instance, take a town where there are three or more
railways, and we find three (or more) full-fledged staffs, three (or
more) expensive up-town freight and ticket offices, three (or more)
separate sets of all kinds of officials and employees, and three (or
more) separate depots and yards to be maintained. Under government
control these staffs--except in very large cities--would be reduced to
one, and all trains would run into one centrally located depot;
freight and passengers be transferred without present cost, annoyance,
and friction, and public convenience and comfort subserved, and added
to in manner and degree almost inconceivable.

Economies which would be affected by such staff reductions, would more
than offset any additions to t