Wheeling register. [volume] (Wheeling, W. Va.) 1878-1935, 1879-02-12

ing to competitive cities, the business
which il expected to receive at Wheel
ing and Parkersburg, and, at the same
time, these lines extending directly
from the West to all parts OF the sea-
board, diverted from Baltimore City q
large part of the business done by il to
points along and tributary to the coast.
In this state OF affairs, the managers
OF the b. & q. road, foresaw the alterna-
tive Of that corporation being reduced to
ownership Of a local line extending from
tke Chesapeake to the Ohio, or
the necessity of stretching out
its arms wherever competition made 1t
necessary to reach the trade centres.
Ii at the same time recognized that Bal
timore City, with the increasing compe-
tition in the territory which had hereto
fore been tributary to il could not OF
itself support a railroad whose ramitica-
tons were so extensive, unless relia-
Bile and eyer-increasing business could
he built up with the great consuming
marts of Great Britain and the CONT
nent. There were therefore, two things
to he done, il Baltimore and its great
ally, the Baltimore and Ohio road were
not TO allow themselves to be outstrip-
ped in this great rate.
The Baltimore and Ohio Railroad
Company, for the lack OF individual
assistance, organized the first regular
steamship line between Baltimore and
Liverpool, 10 open the way Tor this
necessary development, and in doing 80
sunk over three-quarters OF a million
of dollars, but accomplished even be-
yond the expectations Of its most san
guine friends, the end il had in view.
At the same time it investedits millions
in extending its lines 10 the great cities
of st. Louis and Chicago, those great
reservoirs OF the traffic OF this continent,
and having completed its system il has
taken its place among the great trunk
lines of the country. Ii has been COM
PEELED, in order to maintain this position,
to submit to an uninterrupted struggle
forced upon 1t by those whose business
interests were affected by the growing
importance of its operations; and it
is only within the past year or
two that it has become fully recognized.
With this great work under their charge,
having induced the owners of millions OF
dollars to aid and assist them, the mana
gers are compelled To most carefully con-
slider and adopt such a policy as will In
all its bearings act with as uniform rela-
tons to the public as 80 complex Il sys-
TEN admits Of Beside the necessity OF
maintaining a large and steady flow OF
business over its lines, and in order to
secure the revenue necessary to meet
its requirements, il has obligations to all
the interests upon its line and at its
terminal point. Merchants have been
induced to locate in Baltimore and es-
tablsh extensive relations with various
parts of this country and Europe, rely
ing upon this road at all times to enable
them TO transact their business upon as
favorable terms as their competitors.
The company has expended large sumsin
building elevators, piersand warehouses,
which it throws .open To public use at
a minimum charge. 1t has established
a policy that, no matter how low COM
letltiye rates may bc forced by the feuds
among rival lines, by the competition ot
the lakes, rivers and canals, that these
interests relying upon il, shall have
equal advantages; and the Baltimore
merchant or the Chicago merchant who
contracts for the delivery OF his mer-
chandisc in the markets si Europe,
orders his vessels to Baltimore, based
upon his reliance in the maintenance by
tins company OF this established princi-
pie.
The statement of these facts, think,
will satisfy your honorable committee
that the Baltimore and Ohio Railroad
Company has little, il any, control OF the
rates governing the through business on
its lines, and when you propose to es-
tablsh the principle that the through
rate from Chicago to Baltimore shall b.
a pro rate for the local in West Virginia,
you assume the position that West
Virginia is entitled not only to all the
advantages which competitive railway
system could give il, but To the
further advantages it might derive from
uninterrupted water communication
Chicago having, a. you are aware, by
means OF the great lakes and the Erie
canal, an unbroken water line TO the
city Of New York. You furthermore
assume the position that the local busi-
ness OF West Virginia, amounting at the
utmost, in the aggregate, to twoor three
millions OF dollars per annum, shall be
placed upon precisely the same footing
Der ton per mile, as the commerce OF the
whole Northwest, which passes through
the city Of Chicago. In other words, you
assume that each local station, such as
Webster and Glovcr's Gap, shipping a
few car loads annually oi live stock and
cereals, shall be entitled tn precisely the
same proratc that the business which
emanates from the elevators and the
Union stock yards OF Chicago commands
the former Of which, last year, ship
ped nearly 100000 car loads, the live
stock passing through the latter amount
ing for the year, Ia the aggregate oi
slO6, lOl ,S7p. In order 10 justify such
extreme measures against the company,
even # they could be legally en-
forced, there should certainly be
some reasonable basis for com
plant, and i propose now to
look after the l+Cal tariff in the light OF
the evidence elected at the different
points by the committee. In the first
place, call your attention O the iact
that both the majority and minority re-
ports of the committee admit they have
no evidence that the company IL charg.
ing for transporting freight in excess Of
eight cents per ton per mile, the amount
allowed by il. charter The principal
cause of complaint, as gather from the
reports, arises more from the cOmpari-
son of the rate charged to local stations
With those to through stations, rather
than from the tact that the l|Cal charge
is disproportionste TO the service actual
ly rendered, and I think this grows
largely out Of the misapprehension
which exists "a to the relative cost 10 the
company of conducting locsl aud through
business. The bill under discussion, by
aatahHshiny a strict uro rate ignores en-