The Daily state journal. [volume] (Alexandria, Va.) 1868-1874, 1872-12-12

paralleed competing line.
Let competitors Eight their own battles.
If rates are reduced thereby tho public
| gains the beneft--low rates stimulate
trade, increase production and build up
business, so that 10 time competing linea
arc likely to be all sustained. The worst
possible condition Of things for the public
interest 10 a monopoly. High rates inva-
riably exist where there is but single line
between two given points--with parallel
line rates often fall TO less than half.
If it be objected that to authorize the
construction of competing lines would be
prejudicial to vested rights and privileges,
the answer is that no rights are conferred
BY charter that were intended to operate
for the benefit of certain favored classes as
against thu public interest. The privileges
granted to railroad corporations are not
exclusive no obligation is or has been in
Cured by the State not to grant other char
ters for parallel lines, and those who
embark in such enterprises have full know
ledge Of the risk Of competition and
voluntarily assume the same.
But it does not follow that if competing
lines are authorized the injury from COM
petition will be permanent. Unquestion.
uo'y iOWSA ihtcS Will rus tut dS UuSlutsSs
trade and travel will thereby be greatly
stimulated in the end, each line may carry
more and earn more than the single line
had carried previously.
In tho construction and operation of
railways, two objects should be held prom
inently in view, to the attainment of which
the efforts of good management will be
directed.
These are to secure return for capital
invested and to afford proper accommoda.
tons and facilities to the public as COM
pensaticn for chartered privileges con-
ferred.
Incidental to these are the duties of de-
vtloping resources aud stimulating pro.
ddction as q means of benefitng both the
transporters and the public.
Where the business Of road is small
the rates must necessarily be high, az an
effort will always be made to pay expenses,
secure returns for capital invested, and
10 meet obligations but where resources
exist capable Of development wise
management will always seek to increase
the volume of tonnage by reduced rates
and just discrimination in their establish.
ment.
1t has often been proposed to control |
the tariff of railroad charges by legislation. |
Nothing could be more unwise or injurious. |
No general principles or rules can be pre-
scribed, but such problems must be solved |
by the data presented in its own case. A |
great variety of circumstances influence the |
result, and are intimate, familiarizng with |
all the details of business, the relations with |
connecting or competing lines, the cost OF |
and tha tyDt vol ro Af /
ducts, the extent to which tonnage in
certain articles could be increased by re.
duced rates and interest Of reduction that /
would be admissible, the relative cost of
short and long service, the depot terminus
All these and many more
affect the question of rates
and to attempt to fix them by legislative
enactment could not fail to lead to great
endorsements, and defeat the object pro-
posed if that object be 20 secure and pro.
tect the interests of the public.
The best protection the public can
have is found in the intelligence and
experience of railway managers, coupled
with the fact that the interests which they
represent and those of the
public are identical. If the tonnage of
road is small, and there are no sources
from whicht can beincreased, the tax must
necessarily be high to pay operating repairs,
but if new business can be brought upon
the line by reduced rates or special ar
which will afford profit over
actual cost of extra service required for Its
accommodation, the profit realized on such |
business would provide reduction on other
rates, although it might not DO possible to |
reduce all to the same level.
Much censurc is often cast upon railroad |
managers for discriminating in favor of |
through business, which secures for it ac-
at less than local charges
but 1t must be remembered that short traf-
tic costs much more per mile than long |
that the rates for through traffic are fixed |
by the competition Of other lines and can
not be controlled, and that if the through |
business were rejected large increase
would be necessary on the local to COM
pensate for the loss.