New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1876-09-12


RErREsESTED-A BLUNDRR or THE NEw-YoRK
CENTRAL.
Freaa 1Ae RailtcGg BOrId Of sept o.
In our issue of July 20 we at some length
discussed the question og the necessity Of
mental inteFposition in the control Of railway
porations the advantages OF the Aystem to the
country large and showed very clearly that
quence OF the peculiar organization Of leading rail-
way companies and the influence tcy have smaller
companies, it in the power of any az the
head OF such company to cause the property Of all
TO largely depreciate, 10 ruin very many people,
10 deprive widows and orphans OF their means
OF living and to bring railway shares and bonds into such
dscredt thar tho 1utJut enlargement Of the system
would be stopped and the nation thereby suffer. This
article has elected frequent notices from the press
the suggestions have fond Cdgmcnt in the public
mind.
In THE NEw-YoRK TRIBUgE Of Aug 81 is long article
from Rufus Hatch, esq, this subject and coming to
the general conclusion. It great pity that, in
the discussion Of important question, Mr. Hatch per
mitted himself 10 make many gross instantaneous.
he should lave learned from his long experience the
management of corporations, that close standing by
the truth necessity for in every effort OF lead
ing influencing hopubllc mind.
TIE RAILWAY WAR.
Some of these misstatements viii be noticed; and,
first he charges the Pennsylvania Baltimore and Ohio
and the Erie Railway companies with having inaugl
rated and, Of their will continuing the present war
on rates. Now, this assertion absolutely untrue. Tho
rates Is well understood by the merchants OF
NewYork and by the country generally, commenced
by order of Commodore Vanderbilt and for the purposes
as publicly expressed Of preventing the increase Of ex-
portation OF grain from the Cities OF PHILADELPHIA and
Baltimore and saving he gnoranty thonght by tlis
means to do. the control of the grain export
trade TO the City OF Ncw-YorS. He commenced
this war with the further pronounced statement
that it's object to destroy the allowances here
toore made for less distance between the Cities OF Pha
elphia and Baltimore aud the Western ceners and be-
tween the City OF Newly and The points In the
West aud, stiil more this rates intended by
Commodore Vanderbilt 10 force the Grand Trunk RAD
WY into his terms, and TO do this be has tTanspoa
grain to Boston, intended for Liverpool at less tfts
than &c would allow TO New-York shippers therelydt
recty operating against the OF the port 81
New York. Aud for the result he has failed la
secure 20 the City Of NewYork ito former proportion "
the export grain trade The interest Of the City OF New
York is during opening OF lake aud canal navigation
TO have high the railways and muck lever rates
ON the canal and the lakes 1t the custom OF the
railways before this war charge higher rates ard 90
the bulk OF the grain was carried BY the lakes
and the canal, and ultimately delivered In the
City of HeW-York The effect Of this war
unon rates inaugurated by Commodore Wander
bt has been make very low rates by rail, which has
enabled the cities of Boston, Philadelphia, and Baltimore
TO very largely increase their expectation of grain thus
directly aiding IN rObDlng NeW-1Ork
the Eric Canal the property OF the people OF the State Of
NcwYcrk OF its business Commodore Vanderbilt has
not forced and caunot force the Pennsylvania and Dat
more and Ohio companies 20 abandon their demand for
the difference due them by their geographical position
and IL possessed OF any Ordinary intelligence nc wSha
have KNOWN that neither Mr. Scott Mr. Garrett dare
give up this point though IL should end IN the csatscn
have tnderood these things before he thrust hl,nseh
before the public as its teacher
rng COST OF TRANSPORTATION.
Bat another gross error In his article Is found in the
general impression he eDdeayored to create, That the
New-YOrk Central and Hudson River railroads are able
to transport tonnage chcapy than the Pennsylvania
Railroad. II he had studied PoOr's Manual little more
carefully he would Ia &c discovered his and might
have added to his statscs the Of transporting
ton of freight mile the respective roads For Ills
information and to show the public how cautious they
should be IN recfyiDg a statement from ore Of whom
the Editor of TE TEIBCNE thinks necessary 10 suggest
the question, "WbstAer Mr.. Hatch Is Just now on the
hail or bear side OF socksp we add the following
statement: III. CO,
pcrmle. uOn. PROFIT
New York Central and Hudson River o,o- oo,o oo,7
IalIoad .......- Ci27 1929 S955
Willie the cost 10 the Pennsylvania Railroad for trans
portaon was including all the small and large branches
on is lue O0Gl5 MILL yet ON its main line 1t was less
than mills per ton per mile $500
less per ton per mile than the New-N0r mes u
me about Is Of cent more per ton per mile, ana the
and labor IL higher than the Penusyvana Railroad
road other ulan grain, consisting largely Of lumber
coal, hOu AMI is subject 20 less COt OF ansOrt
without breaking bulk Bcsdes tins, the reports for
bstec my NwYofk and Bno and saspenson Bridge
hut 6OOOOOO tons the Pennsylvania Railroad carried
gst,rSSn PtfsbIreh and Philadelphia alone ne .rly
i9O0O 600 tins thus having the advantage of this
az tie Tgmore and OHIO Company do not report the
nj heir "a
cannot be made between that road and the New YORK
Central vet ii h fair 10 presume that n they charge for
trausortlng coal but cent per ton per mile they are
doing 10 at loss Mr. Hatchs inference thit pc
talng IL away from the Erie Cana and not from the
PenusyIyania or Baltimore aud ONO Railroads,
iodc A much more correct statement is embodied In
the following question VIZ: 4, the tInfpor,son a o.
mills and they receive but 2lg mills Tor IT, losing thereby
the cost 20 the Pennsylvania Railroad Is mills, and they
receive but zig mills, losing 2I2 nnS per ton pt' ME-
esaton Of ydends and Of interest on its bonded debt
CAPACITY FOR TRANSFORMATIONS.
ur Hatch refers 20 The four rails Of the Central and
their capacity Ia carrying tonnage, rs exceeding the
nosso TONNAGE Of its rivals, which have one or two
trseks each This is unkudy touching the quick Of the
NeSYork Central for Mr. Hatch should know that this
was the great blundcr OF that company, which cost them
sofe S2s 100000 The Interest on this money has to be
met the tracks have 10 be kept up and tAe expenses are
largely increased while the increase OF gross earnings IN
1870 after the four tracks were opened for USE was only
G5DOOl8 "a. THIS diseOuraging result OF inc OK
pen,iitnrs OF SZ3,OOO,0O0. 20 force rahc on tnese
tracks, and thereby partially blde the DIuusef pl
] building them, Is partly the OBJECT 1i we
present railway war, but the misfortune j., tiat
tie TWO original tracks. with thlrl track bgbt *
required places (such Is IN use or the friLs lyaia
RallrOad passed freight and passengers uian lns
whole traffic the NewYork Central Railway Inns ~
evident for the tonnage per mile Qnoludng passehgere
IA greater the Pennsylvania than on the Central aGd
cha syse1a OF two wth third track At lasrHalsg ~ III
nae on nat read so that no amount Of hiaiag VIII sue