The New York herald. [volume] (New York [N.Y.]) 1840-1920, 1875-03-29
OUR WATER FRONTS.
The Harlem River and He'll Gate
Improvements.

is dull. When trade Is nvelv and times pros
porous the great railroads have enough to do and
each Is satisfied with It's share OF tratnc and
readily works in harmony with its competitors.
But when, as has been the case during the past
eighteen months, the trafic is extraordinarily
small. each strives to get all 1t can, and hence
come, first, Saratoga compacts for "a square deal
all round; - next, evasions by those who are most
eager TO secure business; and then suspicion.
recrimination, and at last open war. This IS the
bret history OF the present troubles, in which the
public take perhaps q less painful interest tnan
The stockholders who see dividends ny urther
and further away as rates are lowered
ARE THERE MORE RAILROADS THAN ARE NEEDED?
There is a 1eeiing among many railroad men
that we have overbuilt IN Eastern as well as est.
ern railroads. Partly, no DOUBT this arises from
the present stagnatiop, which depresses mems
hopes partly II Is due, however, to the TACT that
WITHIN me last year the Baltimore an d Ohio road
has completed new connection between Chicago
and The seaboard. 1t IS said IN railroad circles that
even with prosperous times there would now be
sharp competition Tor traffic between All the trunk
lines, would be the desire or every company 10
carry all It's capacity admitted. 1t Is significant
circumstance bearing upon this question, that the
PENNSYLVANIA Railroad Company have resolved
not present TO extend their system any further
but work in the direction OF improving terminal
facilities and increasing the economy OF manage
ment. The du!ness OF trade is well shown by the
tonnage report OF this company; Its capacity
was increased during the last year about
twelve per cent, but the tonnage actually carried
500 900 tons less tnan in 1873 That Is TO say,
II could have carried twelve per cent more and 1t
did carry over eight per cent less. OF course, the
revival OF business Will rapidly make up this de-
crease, out all the trunk lines Will have 10 maze
up similar losses. and the new line, the Baltimore
Will etriv for a oh af ram Ism
CAUSES THE WAR.
The present railroad war, so far as irs origin
lies IN causes outside OF the insuf cheney OF busi-
ness, arose out OF a mutual Jealousy between the
Pennsylvania Central and the Baltimore and ONO,
which TO q certain extent cover common terri
tory. The Baltimore and Ohio people assert that
their fault was a refusal TO subscribe 70 the Sara
toga compact and they add that Mr.. Garrett was
ready to MAINTAIN the rates fixed by the Saratoga
commiss ioners to Philadelphia and New YORK, but
would not agree to let any one but himself tx
rates 70 Baltimore. On the other side. IL Is said
that the Baltimore company was Jealous
Of Colonel scott's encroachmens on the
Cumberland coal nelos, and his sue
cess IN tapping the southern trade through
Washington. Each side claims TO have suffered
more, and the public, which reaps temporary
and perhaps doubtful advantage from the low
rates which result from the dispute, has little In
terest IN the details Of the quarrel because 1T has
no power TO interfere Colonel Scott and Mr..
Garrett Will have TO settle their AFFAIRS and VIII
no doubt do so before long 1t is an unpleasant
quarrel to both of them and to all their stock
holders. AS Tor New Workers. the quarrel does
not threaten them with harm. Both and all the
roads seek their business IN New YORK; Mr.. scott
makes MS report TO Philadephians ana Mr.. Car
fetL To BaltlnOrean5, but eacn nnds III New ork
ms most important customer ana depends upon
New YORK Tor has most important: tranlc, as Is
shown ny the fact that no sooner did colonel scott
feny sae sa~0re ana ono Haosl access 20
TO put on line OF freight steamers between New
York and his own city,
STRENGTH OF THE RIVALS.
Nor IS 1t OF mucn practical Importance to discuss
the question who OF the comDatants mas the great
est nnanclal strength. The Baltlmo1e ana OHIO
boasts OF surplus VI S32, 600 but the Pennsy
wanna road reckohs It's surplus At over $780, 600 OOO
Is In both cases these amounts are manly IN
vested IN subsidiary and connecting lines, their
surplus does not represent or mean casn IN nand;
nos IS 1t probable mat the war VIII go to such
extremes mat either parry VIA have TO pledge It's
Property 10 pay the cost. Again, the Baltimore
and ONO people say that their 81 ALI capital gives
them an advantage IN the conflict, but the rem
sylvanians meet THIS oy tue assertion toat they
have lar greater carving capacity than their
rival; that neir iihe runs Though more Iopu
lous ana fertile region and tnat the mere local
traffic oil the pennsylvania road Is great element
Of strength to 10, wnlcn their rival ackS has
not 10 neatly SO great an extent. But no war was
ever settled by demoustrations OF the means Of
rs IN previous troubles OF similar Kind Will n2ht
anth they get Iired. or until the revival oil bush
ness gives them all enough 10 do.
NEW LINKS or NEUTRALITY-SUSPICIOUS..
MeanLlme 1t looks as II. wnlle Mr. Garrett IS
very thoroughly Advertising OILS new Chlcago con-
necuon, the puolic may DE benefited Ny the strife
II Lle naSleulng 70 competition OF q new connect
dependant access to Baltimore, and he new ,ine
across New Jersey, over which perhaps the Balti-
more and ONO road Will endeavor ~ reach New
1ofk without the help oil tue New Jersey kal-
road. These Two new INKS cannot but neip New
YORK, because 'hey will when compile ed, give US,
u connection with Inc existing lines, new
iAI0ugh route SOUTHWARK.
NEW YORK's INTEREST IN the STRIFE
The natural advantages oil New YORK its sac
iud broad harbor, so easy OF access, ana Its mag
nl1cent inland water communications, east and
north, added TO Its x eat wealth. give Us advan-
tages over al other ports on The Atlantic side Of
tie Continent. aud secure Us easy preen
inence Balumore and Boston strive by more
careful management TO secure a slice OF the trafilc
OF the west: ana as the country grows no DOUBT
they VIII take more anu more IN quantity, though
not greater proportion. But all the otner ports
are subsidiary 10 New 70 H. Thus. wnen u cargo
q conee IS landed at Batimore 1t is generally
owned III New YORK, and the pronls OF tue venture
come TO tnls CITY.
Is RAILROAD COMPETITIONS FOB THE PUBLIC oooD9
re need lear no permanent or serious loss from
the competition ol rival railroads. Railroad men,
N general, dlscounsenance competition and De.
he'e ~ u DC Injurious 10 tue puOlc well az -
themselves ana tney say that sucn an agreement
o. lne saIatosa compact II II were accepted oy
81 ne trunk lines. would not create nlgn rates
because great corporations lear 70 incur puonc
odlum W hisn charges and besides nave dis
covered mat cxorbitant rates are always followed
~ wasteiui and extravagsnt management. IL Is
suded tDat me saratoga compact looked 70 what
euence-permanence; snd, Tor Toe rest was an
enOrt by corporations TO abollsn various agencies
sEd COMMISSIONS and Work upon more ecOnou-
cal Uasl-. On me other slde IL Is asserted that
q single independent line would always protect
the pubnc interests uY threat Of cOnpetl.
ton " general rates should become too nigh,
aud mat IN RAILROADS, AZ IN other interests, com
lefiuon will array Itself In toe long run so a. 10
benefit the pubic wlJAOut tnJurng stocknOlders,
because cue desire iOr a safe margin oil profits Will
biw8ys rule even the most 9moltiUus competitor
aud Keep him wItnin BOUNDS. TO us. VINO think
oi the general intcrcst ana rot OF taat OF paTticu-
Tar railroads. THIS IasL .ew appears 10 be sound.
10 tue present case, fOr instance, no GOuDJ some
ARRANGEMENT VIII presently De made between tie
cOutendluk ines Dat ~ tue baltimore and OHIO
road, 90 us man ayers assert. WA not consent at
any tae 10 bind itsen TO An agreement as 20 rates