The New Orleans crescent., 1868-03-31


rbe commercial interests of New York city,
4 appears. have become alarmed on the SUD
iect of the railway monopoly between tnat
city and the West, for which Messrs. Y ander-
bilt and Drew, representing respectively the
Central and the Erie lines, haze been con-
tending in the stock market f4nd the courts.
This alarm finds expression IN set Of resolu-
tons recently adopted by the New York
Chamber Of Commerce, and which affirm,
among other declarations, that the general
prosperity of the commercial community OF
New York can best be promoted by retaining
under separate and independent managements
the various divergent railways which have
their eastern termini in that city. The con-
centration of control over the Erie and the
Central in the hands of the two railway mag
mates above mentioned is shown, by COM
parative schedules of prices, to have
operated to the decided advantage OF
Baltimore as competitor for Western
trade with New York. 1t is even asserted
that goods can be shipped from both Boston
and New York via Baltimore to the West
more cheaply than they can be forwarded to
the same destination by the more direct lines
leading from New York. Overland freights
between New York to St Louis, for example,
are from ll4to 262 cents per hundred pounds;
whereas, between Baltimore and st. Louis
they are from 90 to 100 cents per hundred
pounds. And the New York Shipping List
says, upon the authority of reputable Balti-
more house, that " the rates from Baltimore
to st. Louis are ffty-fve cents for fourth, 81
for third, 81 25 for second, and 81 60 for first
class goods; a discrimination against New
York, including the rates hence to Baltimore.
of from Is to 43 cents per hundred pounds
more than sufficient TO neutralize any ad-
vantage that may exist here on the score OF
cheapness of goods"
1t is evident that the case of New York
commerce in respect to Western freights
must become much worse than it is in the
event of the triumph of either Drew or Van
derbilt in the impending controversy, fol
then there would be virtual consolidation
of the Erie and the Central under a single
control, and the monopoly which is now
qualified would be made absolute. And there
is little question that this consolidation will
eventually be effected. Mr.. Drew, backed by
a reputed private wealth of fifteen millions o.
dollars, seeks it in one direction, and Mr.
Vanderbilt, backed by a reputed private
wealth of seventy millions of dollars, seeks il
in another direction. By the light of these
figures, the New York and New Jersey legis
latnres are investigating the respective claims
of the two railway organizations to take the
lead in the contemplated consolidation ani
monopoly; and the New York papers yer,
reasonably conclude that the result of the in
vestigation will turn upon this simple prob
lem: as seventy millions, personified in Van
derbilt, are to fifteen millions, personiied il
Drew, SO are the chances of the Central to the
chances of the Erie for the disputed mastery
The New York Evening Post thinks it il
time that the people should insist upor
active measures for protecting private inter
ests from being crushed to the dust by th'
gigantic and remorseless power of the threat
ened railway consolidation. According t
the Post, 'there is one very simple way o
doing this. There should be between thi
city and Chicago freight railroad with fou
tracks the ownership of the tracks shoulr
be separate from that of the rolling stock
aunder certain uniform regulations, any on
should be allowed to use engines and cars ol
these tracks. In word, the people at larg
should be permitted to use with the larges
liberty the highways which modern scienc
has substituted for the old common roads
Why not use with the largest liberty tn
great highway which nature offers as al
unfailing resource against overshadowinl
monopolies of land transportation w
mean the Mississippi river and its oceai
continuation. This is the direction in whicl
Western producers are now seeking remed
for oppressive freight charges to the sea
board. New York, as st. Louis is now doing
should, in the interest of her own commerce
appeal to water transportation as the onl
sure guarantee against the aggression Q
overland freight monopolies. In this con
nection, the st. Louis Republican very pert
nently observes:
By all odds. the safest and surest way for Me-
York TO overcome the combinations against he
transportation interests is to JOIN with the peopl
| of the Mississippi valley in the popular move
| meDt, now in the full tide of successful exper
ment, of transporting the immense productions G
that valley by river tugs and ocean propellers
| Suppose New Orleans should come mp under tn
recnperaive Influences of the movement, sh
/ would only prove in the end a more active and
| stronger factor for New York. There is no rO0r
| for Jealous apprehension about an event Of thi
kind. The Mississippi river Is on a grand scale
| and so is the city of New York; and, while III
| one is amply capscous TO meet the requirement
| Of business and communication for all time
! come certainly the other should be beyond th
fear which half dozen or less railroad monopC
lists are willing to excite.
Two Royal FAMILIEs-There are two familie