Weekly Trinity journal., 1873-10-04
NUMBER 40.

delivered to them at less rates than they
charge for their ordinary through business.
Sacramento, like San Francisco, is treat
ed as a competing point) 1t therefore
becomes cheaper to pay the dFMainished
! through freights to San Francisco Sac
ramento, and local rates back, than to
pay ordinary rates from New York to
Colfax, Reno, etc. Under the special
through freight system the Eastern roads
contract to deliver the goods at San Fran
cisco or Sacramento, put them into sealed
cars, only to be opened at their dcstina-
ton, and there in good faith they must
be delivered. Now, no law passed by
these two States could compel these East
ern roads to carry their freights as low
when they are to be delivered in the inte-
rior, as when sent through TO San Fran
cisco.
Second-if the principle Of the Illinois
law is adopted, viz: That there shall not
be greater charge for carrying goods
certain distance that fora greater distance
and it is construed here as it is there by
the railroad commissioners, to apply to
all freight carried in the State, even il
| brought from points outside the State, in
effect ignoring isthmus and other compe-
tition, then such contracts as / have re-
ferred to with Eastern roads can no longer
| be made, and the railroad ceases to trans
port freight overland. 1t becomes more
local road. We are thrust back on the
good old times before tho railroad; to de-
pend on the isthmus and Cape Horn; and
the isthmus route, relieved from n sharp
competition, can enhance its treights at
pleasure. How much cheaper goods can
be locally carried in California and Ne
vada if through freight Is shut off, aay
be soon determined.
If Congress should exercise the power
that do not doubt resides in it under the
Constitution to regulate fares and freights,
and should adopt the principle of the IL
linois law as the basis of its notion; in
other words abolish the distinction be-
tween through and local freights, and
equalize the charges so that uniform
addition per mile Of rates for all freights
must be made that would necessarily
shut off overland freights and give the
isthmus n monopoly of the trade. Imay
be in error in reasoning upon these mat
ters, and if so, desire to be instructed.
But my convictions are too deep to be
effaced by abuse, and the interests of this
State are too deeply involved for its peo-
pile to be satisfied by general defamation
or dennneiation in response to specific ar
gument.
GOVERNMENT PURCHASE OF RAILROADS.
There has been no lack Of earnestness
in denunciation of railroad management
and charges, and several plans have been
suggested to remedy the evils under the
present system. believe with Mr.. Ad-
ans that railroad companies cannot be-
kept out of the lobby, or out of politics,
il the people are continually melted to
elect only their "reliable enemies" and
~ Ao1 -
Legislatures to regulate their business
and diminish their revenue; where malice
or even we'll meaning ignorance may
plunge them into bankruptcy. 1t may
be, in view Of the necessarily co-rupting
tendency of attempts at legislative regu-
lation of property interests belonging to
others than the State, and tho possible
injustice that some would Intentionally
do, that it has been proposed that the ma
tion should buy and own the railroads.
The number Of miles Of railroad in Che
United States is 81, 104 miles, costing $3,-
159, ,423, 900 is an existing bonded debt.
No one with character TO lose will pro-
pose con6scation of this property, or 9TH
erwise than honest dealing with the own
ers, if it is to be purchased. The present
debt Of the United States is about 81, 200,-
100000. To buy these roads even at cost
WOulh Dlllk up tut utDb VI tlt OHlltu
States to about $5, 800, 900, 900. Such fig
ures are frightful TO contemplate in view
of the taxation they would bring. Under
the present sharp, and it is said, exacting
management, this capital pays lis own
ers less than four per cent. per annum. In
the hands of q vernment employees who
believes 1t would pay, on the whole, one
dollar revenue? To maintain il would
be n continual charge on the Treasury,
besides 5000, 100000 of annual interest
on borrowed capital to make the pur-
chase. There is reasonable jealousy
against concentrating power in the hands
of the Government. Here would be an
addition OF quarter of million Gov
ernment employees to manage railroads,
make contracts and fatten on the spols.
ment, political considerations will induce
the selection of agents. Welded by ono
will, or for one purpose, the liberties OF
the people might well be in danger. The
lives and property of the community
would be exposed to hazards heretofore
unknown. Where would be the remedy
for injury to goods or persons? The Gov
ernment cannot be sued. 1t would do
the business exclusively of the common
carrier without any of the responsibility
and but few of his precautions, now en-
forced by absolute liability. Railroad
building would stop, for the great debt
Of the Government would preclude its
engaging in it, and the theory of its ac-
QUESTION of existing roads would exclude
others from building more. II the Gov
e1nment should undertake to build more
roads Congress would be the arena fora
disgraceful scramble of different sections
to have roads built for their local conve-
nience. Such an experiment could only
be tried where there was a comparatively
strong government and small territorial
area. l have not time TO elaborate this
part Of q prolific subject. The impropri-
ETY. Of the Government buying up the
telegraph lines Of the country at cost
$50, 100000 to terminate an odious and
defiant monopoly, has been strenuously
insisted on as unconstitutional and i'm
provident. How much more does the
latter objection apply to a purchase in
volving over fifty times fifty million dol
lars
A poetical writer has depicted the
RAILROAD OF THE FUTURE,
when the Government shoald own the
road bed, consisting Of half dozen
tracks, and any one to run his own trains
or car over 1t. 1t is doubtful if the
proposition is seriously advanced. The
cost of acquiring the road beds of all
the railroads in the United States, and
multiplying the tracks as proposed,
would leave the figures which l have
given as present cost far in the distance.
But WHO would be responsible for the
accidents which would result from the
management of railways on
which any man or body of men might
run trains Who would FIX timetables
to govern trains of different men, at ir-
regular hours and at varying rates OF
speed, according to individual whims 'r
tbo orNtnarxy oro,,.I