The Dallas daily herald. [volume] (Dallas, Tex.) 1873-1887, 1875-10-14
TEXAS AND PACIFIC RAILROAD.
Argument of Wee President Frank n.
Rond before the Railway Commit
tee Of The Constitutional Con-
ventiOn OF the Etntc of Texas,

Mr.. Chairman and Gentlemen of the
Committee thank you on behalf OF
the Texas and Pacific Railway Com.
pany Tor the opportunity of appearing
before you, and discussing the trans.
portation question, and the relations
OF railway corporations TO the State
and to the people.
These questions are attracting much
attention in different parts of the coun-
try, with n view to legislative action,
In the interest Of the people, and par.
ticularly in the interest of the agricul-
tural portion Of the country.
The railways of the country aggre-
gate 72,G23 miles, representing II cap.
ital OF I,23l ,50l, which, for tic
whole United States, including the
territories, gives an average of one
mile of road for every "a $40 square
miles.
Texas has 1850 miles of railroad, rep
resenting upwards ofSGl, 900, 600 of cap.
ital, (about $4,000 per mile, which is
one mile Of road to each lG7 $40 square
miles of territory only Oregon, Wy
oming Territory, Washington Terri.
tory and Utah, being as poorly sup
piled with railway facilities, and the
means Of transporting TO market and
for distributing among the people the
product Of their industries.
The railway problem is II very sim
pie one when fairly considered, based
as it is upon the principles of mutual
interests. A rich and prosperous rail
way does not and can not exist in an
impoverished country; and there Is
no klnd of property that so quickly
feels the depressions of commercial
and industrial interests as railway
property and you cannot impair the
credit of railway corporations, or by
unwise restrictions limit their powers
for usefulness, without affecting inju-
riousIy every commercial interest in
the country tributary to their lines.
IL is important, therefore, that there
should be at all times II full and frank
interchange of views and of informa-
lion between railway managers and
the representatives, of the people, IN
order that differences and causes of
may be explained and re-
injustice avoided, and both
public ana private interest be promot-
ed, and speaking for my company, aud
rs | believe l can safely do for every
railway company in the State, we
shall always hold ourselves ready TO
rive TO aggrieved individuals, or to the
peoples representatives the fullest ex-
planati0n and information upon all
matters of public interest connected
with our companies.
The claim is often made, and propos-
ad legislative action IN based on the
,heory, that the State has u right to
,hange, at will, the maximum rate of
'harges for transportation fixed in II
charter, without the consent OF the
and without regard To the
charter stipulations and requirements
inder which the capital to construct
he road has been obtained; and il is
'lso claimed that the public interest
will be promoted by fixing low, in
stead of II reasonably high maximum
ate per ton per mile. or per mile per
passenger, beyond which II railway
company shall not be permitted to
harge for the transportation of any
lass OF business, for any distance; and
Second--lt is claimed that all rail,
way companies should be required TO
graduate their charges for transporia-
ion, on n pro rata per mile basis, with
'ut regard to the character of the bust |
less done, whether originating on or
beyond their roads; or to the length of
he haul; or to the rates or proportion
# II through rate demanded BIZ con
lecting lines that are beyond the juris-
LECTION of the state, and 80 not subject
o similar restrictions; or to water rates
" sea or river for the transportation
If similar business to and from import
mt distributing centers on or near
heir lines; or to the rates fixed by
competitive lines in whole or in part
n adjoining States, all of which have
o he taken into account in making u
arifi OF rates for railroad.
Third-It Is claimed that there are
10 circumstances that will Justify n
allway company in charging for the
of the business of local
tations, larger gross sum for short
Iaul, than is charged for competitive
BUSINESS hauled q longer distance on
he same rond.
These are the chief causes of differ
nee between railway companies and
he public, and they are occasioned,
hink, more by want of information
nd knowledge of the facts, on the
art of the people and their represent
ltives, than from any desire to do in
lstioe to railway companies, and it is
nth view of bringing ABOUT Il clearer
nd better understanding in regard to
iilway transportation, that ! invite
our attention to the following facts,
nd ask that you will give them
loughtful consideration.
| do not think it will be claimed that
ne State has any more right to change
ne material provisions of u charter
nder which road has been con-
.ructed, without the consent of its
wners, than 1t has to arbitrarily
hange any other contract once made
! good faith by the State with an in
ividual, or associations of citizens,
nj to admit its right to establish and
nforce railroad tariffs ut will il, in
fleet, to admit its right to use railroad
ioperty without just compensation,
Which Is, in fact, the right to coniiscate
rivate property without compensa.
ion to its owners. IL follows, of
curse, II this theory is correct, that
my proposed restrictive provisions in
egard to railway tariffs can be made
pplicable only to railways that shall
e constructed hereafter.
If 1t be asked how eXtortion and
MUST discrimination is to be pre-.
ented? | answer:
First-By adhering to the reasonable
laxlmum limitation of charges per
IN per mile for freight, and per mile
er passenger, generally fixed in char,
,rs heretofore granted in this and
ther new States, on the basis of one.
alf of the OLD oX-team and stage coach
ites,