New Orleans Republican. [volume] (New Orleans, La) 1867-1878, 1876-05-23
our mrY RAILROADS.

QUE MTY RAILROADS.
We already see movements on foot for
the extension of charters granted our city
railroads, and aware of the zeal with
which any valuable franchise is repre-
scented by its proprietor, deem it duty
to offer the city administration some sug-
gestions on behalf Of the community
which grants these franchises, and which
derives so much advantage from their
proper management.
It is within the memory Of many that
the introduction of the street rail was an
experiment. which met with extraordinary
opposition from capital and interests
vested in the omnibus and other vehicles
of popular transportation. With I'M
qualified prediction of failure, and with a
commendable anxiety for adoption, it
was natural that liberal concessions
should have been made on the part OF
the public, and even that a bonus should
have been exacted from the corporators
to reconcile the public to the probable re-
duction of license revenues.
The experiment has been made and
paid for. It is an established fact that
New Orleans, with its level surface, its
great extent, and its summer heats, is bet
ter adapted to the street railroad than any
other city in the Union. It is also
demonstrated that the cost of railroad
construction and working is fairly remu-
nerative upon the investment.
It follows from these facts that the city
must look upon street railroads as an in
stitution so established as that the public
interests will always cause it to be main
tanned. Upon the question, then, of dele
eating anew the right Of construction or
administration, the Common Council
should avail itself of the conditions
stated, without the least fear that the pub
lie are to be deprived Of an indispensable
accommodation.
We have no wish to see the city make
any profit upon the stockholders, by pur-
chase of their property or by imposition Of
any bonus. A perfectly well regulated sys-
tenn ofstreet transportation is bonus enough
for the franchise. The city should, how
ever, beware how it divests itself of the
right to regulate the use Of this system.
We should then suggest that whatsoever
be the terms of ordinances which may ex-
tend the rights of the several railroads,
they should in every case be protected by
the proviso to each such ordinance that
nothing herein contained shall operate to
deprive the city or the Legislature Of the
right to alter, amend or repeal the same,
should, in the opinion of either, the
public interests require it. We will not
argue the question whether the cor
porators would accept such condition.
We know very well that these or
some others would be willing to accept
the privilege upon such terms. We know
neither the State nor city would Cypress
the corporators. We know by sad e1-
amples that the holders Of monopoly con-
cessions will take every advantage of the
State or city. Upon the question whether
the holders Of a monopoly shall trust the
justice Of the public, or the public trust
to the justice of the monopoly, we prefer
to trust the public every time. We pro-
coed to give our reasons why we propose
such reservation. It is that there shall
be unity in the administration of the
street railroads. We can no more de-
rive proper advantages from the conflict
ing administration Of Independent hold
ers Of the right of way over our principal
thoroughfares than could a number Of
States, each independent of the other,
conduct their common affairs with ad-
vantage. There should be bureau of
street railroads, empowered to regulate
connections, mode and hours of service, to
enforce the rights Of the roads and to
the rights Of the citizens. A
general reason for this recommendation is
that within the next twenty years we may
anticipate great extension Of the system.
There may be new motive agencies and
other developments as unforeseen to our
selves as the railroad was to those who
preceded US. So much for the general
of the power to regulate the
railroads. We proceed to specify some
obvious defects in the system, as it stands
at present, which demand rectifcation in
the renewal of the several franchises:
l. The practice Of parking or standing
the cars upon the fairest part Of our prin-
cipal thoroughfarcs. Taking in the sta
tons near the junction of Baronne and
St. Charles streets with Canal, with those
on Canal street, there are always sta
TONED and in movement along the linn
tied extent Of three squares from sixty to
one hundred cars.
This section of the thorougbfare is thus
50 blocked and emba rrassed by this ser
vice as to obstruct the safe passage Of
children and in6rm persons.
The most costly stocks Of goods in this
city, the part of our population most par
ticular in their selections, are found pre-
cisely where the cars and mules are con-
zA.ks LII nf