The Dallas daily herald. [volume] (Dallas, Tex.) 1873-1887, 1880-03-13

MI 70 INC llouhlon lp*hA NpNN''l
and that that road would charge
tho maximum Of afy cents per one
hundred pounds por one hundred miles,
which woul DO one dollar a hundred or
five dollars bale on the average, and that
AT tho end ofthe season, tho two roads would
divide the profits, Is II not evident that tho
shipper. be no planter or merchant loses
by the oporAtlonS That tao law bears hard
upon tho citizen and does not effect the rail-
road ut alY We are not prepared to say
that any such understanding was entered Into
between Houston and the Texas Central,
and the International railroads, but II sA
fact that tho International viii not receive
cotton ut lIoane for Galveston and lti'a
further Mct that tho Central advanced tho
pto Of freight This feature Of tho caso
shows how the law operates badly for the In
tereat of tho citizen. Let Us SOC u II does not
also bear badly under othcr circumstances on
tho railroads Suppose the Missouri Kansas
& Texas railroad was TO advertise in ST. Louis
that II would deliver freight In Dallas, ToSos,
for thirty dollars ton, having made mr.
engagements with tho Houston ~ Texas Com
trial railroad TO have its Dallas freight from
Denison to Dallas ut five dollars ton II
the only competing lines, the 81. Louis
Iron Mountain ~ Southern railroad and the
Toxns ~ Pacific, want 10 enter the lists and
carry rroghls NJ the same or less rites, whit
IA the consequence This law forces the
Texas Il Pacific, that portion Of the opposl-
lion line in Texas, TO carry freight distance
ofsay two hundred and thirty miles ut I o
same rate per ton, that hc.llouston Il Texas
Control carries II only seventy miles, Ia not
the law then under the existence of such cir.
cumsances Ns we have supposed, unjust to
the Texas & Pacific miroad2 IL 1t not un.
lust to the people Of Dallas and of
North Texas who mny ship their goods to
Dalas? True, the 81, Louis, Iron Noun
thin IL Southern railroad might be generous
enough TO allow tho Texas q Pacific
greater amount than So per ton, but then
again is managers might 60 to the Missouri,
Kansas & Texas managers and say: "You
raise tho freight to $50 per ton on freight to
Dallas and we'll not take any Dallas freight
ut all, and Wen divide the profits on that
freight" The Texas IL Pacific is left on
.ircly out in the cold then, and as q compei-
me- line Is not worth cent TO North Texas.
Again, suppose the International ~
Great Northern Il ST. Louis, Iron Mountain
e Southern railroads wanted to compete
With the Houston & Texas Central and Mis-
our, Kansas Il Texas roads for the carrying
rade to and fro between ST. Louis and Hous-
on and Galveston, but the Texas e. Pacific
should say: This freight must
,ass over one hundred and six miles of our
Dad, and under the State law we can charge
Eighty cents per hundred pounds for this dis
ance, which amounts to just Sl60 per car
Dad of 10000 pounds and you must pay us
hat much" Would not this be
Unjust to the International Il
Treat Northern railroad and to the people of
South. Texas? Now it may be said that
hese combinations we have supposed by
way Of illustration might BIO made just as
veil without this law being in force as with
t, which is true enough, but is it not appar-
mt that this law leads to just such combina-
ions, to the pooling of freights? A desires
o ship to station forty miles from where he
ives just one hundred pounds of freight.
Under this law tho railroad can only charge
lin thirty cents for it. b wants to ship
It the same time to the same
place a car load Of freight,
,wenty thousand pounds, for which only $50
can be charged. Is it not plain that the
railroad company can better afford to take
The car load at twenty cents per hundred
pounds than to take AS single one hundred
pounds for thirty cents, having to stop
freight train to break bulk and deliver the
one hundred pounds? Furthermore, the dis
lance being only forty miles, b can get his
twenty thousand pounds of freight hauled
on wagons for $40, which forces the railroad
10 take AS one hundred pounds at
twenty cents or else lose BIS twenty thous-
and. Some sort of legislation is no doubt
proper and necessary, but this law rs it 'ow
stands is onerous alike on the people and on
the railroads. Now the question arises,
''what has led to the necessity Of any logisla-
ton for the regulation of railroad freight
tariffs ?" The ready answer is, the combina-
tons of railroad companies is to do away
with competition, in other words, the pool
ing of frelgbts, as it is popularity called. The
State of Texas has been most muniflcient in
its gifts and grants of privileges to the va
rious railroads within its limits, and that there
might be healthy competition between lines
with the same terminal and no discrim-
nations between places and persons This
end not having been attained, and the
of the people becoming
louder and louder, an effort at legislation to
remedy the evils has been made, but as in
various other States that have essayed similar
legislation it is inadequate for the purpose in