New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1874-11-16
RAILWAY COMPETITION.
EFFECTS OF TIE GREAT COMBINATION.

n
OPPOSITION OF THE BALTIMORE AND OHIO
RAILROAD TO TIE COMPACT FAvoRABLY RI
GARDED on THE WHOLE, AND SUSTAINED BY TIN
CHEAP TRANSPORTATION ASSOCIATIONS.
The full effect Of the railroad combination at
Saratoga is now being realized by The business men
of this community. The visit Of the railroad pree-
dents to Baltimore and their conference with John
w. Garrett, President of the Baltimore and OHIO
Railroad, have quickened their sense Of the danger
that threatens from the com animation, and efforts
will probably be made to prevent the successful
operation Of the compact. The action OF tho
Baltimore and Ohio Railroad Company in refusing
to enter into the combination has been approved by
those who fear the malign influence Of q scheme
which would place the commerce Of the country at
the mercy of grasping corporations. This feeling Of
commentator il alleged, however. with the nm
pleasant element that this action will benefit Balt
more but inure Ncw-York and other scoports of the
North. The probable effects on NewYoTk trade were
made the subject Of extended inquiries on Saturday
among merchants who receive or send great
quantities of grain other freight. Con-
siderable diversity of opinion brought ont, some
merchants giving gloomy views of what might DO
expected from the combined action of these great
transportation companies, and finding much reason
to fear for the future Of NewY0rk trade in the at
titude which, in their opinion. the trunk lines took
toward the commercial interests Of this city, while
others hailed the abolition of drawbacks freight
az o great gain, and thought that there was little
danger of the railways abusing seriously the ggan-
tic power of their combination. Several remarked
that the railroads had been making very little from
frcghts in the past year. and that uniform and equl
table rates, remunerative to the railways are not
very unwelcome to the merchants by whatever
combination they enforced. The conviction
was frequently expressed that the combination
would not last very long, because of Earring inter
ess and the example of the fate of previous efforts
of the kind The Cheap Transportation Association
sustain the Baltimore and Ohio management.
MERCHANTS SOMEWHAT AT VARIANCE.
VIEWS OF DAVID Dows.
David Bows, the head of the great grain
house OF David BOWS Co.. remarked that in his opinion
NcwYork trade is not about to suffer from any railroad
combinations; and he had fear that trade enough Is
diverted to other ports OF export TO cause New
YORK severe injury. There Is enough for ALL Baltimore
must have certain part, Philadelphia her share and
Canada part, but the railroads endi1g in NewYork
will not be apt TO make rates which wiz lessen
materially their business to and from NewYork. They
will hardly take such would divert any OF
their business to Baltimore or elsewhere. and IL not
likely that they will make higher rates than the
trade can bear. It is much better for ALI
interests in the end that rates should be maintained
which will l1ye the railroads fair return. than tha,
they should low to destroy the profits OF tue
lines and fnally cripple them. Bates were runouslV
tow for the railroads last Winter. They have rise
but they still reasonably low. The laws OF trade
will settle the rates In spite OF all combinations, and II
the railroads their high that their
transportation cut down and their rongstock unem
ployed. they Will certainly lower them The putting an
end to the system OF drawbacks freight can only
have good effect IL tended to unfair advantages and,
certain extent, to dishonesty in business and the
money saved the rebates went into private pockets,
and didn't benefit the public. Tie system reached
tensivc proportions, but there really reason why,
by fsvortisn, underhand effort, by other means
one merchant should get bis freight q: lower charges
than another. As TO lighterage III the grain trade.
Mr.. Bows said that the rule adopted by the trunk
lines. not to ghter without eharg,, ihipmrrnts'
injustice TO tue trade though ~ might pear marc on
it were best Tor the interests the railroads
nected with the grain trade To carry out hs rn OF ho,
and the matter would adjust itself In TIM" Nhol ucr
chants got accustomed to accommodating Their tlnsac.
tions to this there would not appear great deal ~
hardship man who buys ten bushels oi o't, canhos
expect to get them on favorable terms ~ the man
who buys 10000 she!s, and tho smaller merchants wno
receive gram shipments of less than five carloads NAV
fnd difference alike III KIND. Bat trade law WA lcg-
matter in time, and II the railroads ilJ aLrr
trial. that their now system docs not "oth wei, '"oy
will undoubtedly change II.
BOLD STEP AGAINST NETWORK COMMERCE.
Mr. Drake OF Drake Colby large shipping III 2rchauis
Of srain No. CO Pearlst, took different view OF tho
action Of the trunk lines saying that the railways had
taken bold step against the Interests Of New-fork'
There is great trunk line. said he. which IS run
vigorously in the interests of NewYork. The York
Central gives moro attention to New-Engand trade,
which pays it better relatively than Ncw-Iork trade
The Pennsylvania Central is interested in q line or
steamers from Philadelphia and works 20 advance Phil
ade phia place OF export The Baltimore and Or"
line is managed with mosE careful Iegar. Tor tho III
terests OF Baltimore. Eric has shllly ,haIIy pory,
rather 1t seems not 70 h nave PIE t 'nooHI h.i
time 1t makes a grave mistake in entering this comb
interest with IT, and the only expanltion OF So unwise
step that conjecture Is thar It was forced INTO INC
probable that the combination VIII Last very long.
There have been c0monations before when nave no,
combination too diverse The abolition of drawbacks
will hardly continue long time. One line or another
way has ge number OF lying tla while It sies
another line in tho combination very busy, IL
ments to shippers, although perhaps at fist
III an underhsnd way The clam made on be-
and that instead OF average OF th:,e.llar,ers Of
cent per mile they should have cont cce' not seem
OF grain have been brought TO NewIJrk rUm Bulo ia
the past at low onehaf cent per mo. and the raj
yet at what rates they can proi'aby carry graiD As
to ghterage, the statements OF railway ohas that it
steamer Is exaggerated, for know Iy experience that
the grain eau Uc put into a tow-bolt an cHrredto
Twcntyeigh-st for cents. TIE rule 10 charge i2h'-
erage on ali shipments than Ave caIoads Is untast
fable, and l am Inclined TO think thas Tue IIeleht
very serious disadvantage that grain Int rchants IA
NewYork labor under compared with tho5c OF BALI
from banks on railway bills OF lading security. Hs
grain merchant Is doing business on capital ni sJOOV
on grain and then he must wait t his Grain arrives
and Is sold before he can get more shipped In tat
are readily accepted by the banks as uDokceptlonaDle
security, and In Montreal Grand Irgnk b,ls OF la1lns