The Dallas weekly herald. [volume] (Dallas, Tex.) 1873-1885, 1882-04-27

pnfp ~ qnuft liflDH nNiNNNH ilNNl lll'Nh
routes, inteuiaig competition WIN Nnlp.
ping on 0ur scdbOafli fivor hn1 hhy0u
lrnnspOftntion, and The competition 81
areat lines NJ points NJ junction, are ~ be
disrernrdcd, then Contemplating ounuilllil.
ties viii no longer have any lhducrlncul
for the construction OF independent lines Of
railway; aud the monopoly oil business may
be Yielded to the shore line o. every point
of competition, because no line can allurd
TO gauge ita whole busnrss by the rate lhlt
must be made to secure Il shlfc Ol IL. 10 is
often the case that short lines are con-
structed in the Interest OF communities,
between trulk llnes 10 force down the rates
of roads already in operation. 10 AccOm-
pllsh this some freedom of action must be
left the line that desires 10 secure this bust.
ness as well as the one that desires to hold
it, and some margin OF profit, must he LETT
the short line on local business TO enable II
to carry its share of the through business
at the competitive rate.
| venture the belief that the most dill
cult problem of railroad science, in Texas,
for the next few years Will be the ADJUST
ment of rates even on the basis of the pres
ent maximum, so that the railroads can
maintain themselves and their obligations
TO their creditors. A number of the roads
constructed and being constructed into
new territory must draw their support
to considerable extent from the business
which hitherto has gone to the old lines.
These lines must look to the development
of the regions through which they pass,
and to business brought to them by new
feeders, to counterbalance this loss. With
ordinary railroad progress. this would have
been equalized, but III the present condi-
ton, the necessities of the great lines, and
the influence of enterprising merchants,
who will reach out for trade, upon a longer
wagon haul, will tend to attract trade into
new channels, while the new lines often
competing with each other, Will increase
the difficulty of the situation. The railway
statistician, looking to the advance Of Texas
in the last decade and the comparative
ratio of advance of other states, when they
had reached her present standard of pro-
gress, and estimating the capacity OF her
wonderful resources, ander the influence OF
railroad development, may be able to work
out the problem of selfsupport for all these
lines; but it certainly can only be done in
the light of liberal and Just state polity.
Several of the new railways in course of
construction are intended to be trunk lines,
connecting their central point with the dis
tant borders of the state, with branches
covering the whole territory. They aim to
penetrate the vast Pan Handle
region, and bring the products of the north
western states and territories to our own
seaboard and open new markets for the
and the foreign and domestic trade brought
to our coast by the enterprise of our mer-
chants. They look to a share of the bust
ness of the great producing counties of
northern and northeastern Texas and to
harmonious connections with new outlets
through the Indian Territory, which has al
ready too long stood as barrier against
the commerce OF Texas as well as connec-
tons with present and new outlets through
Texas. They are to pierce the forests OF
eastern Texas, aud afford new lumber sup
ply for the great prairie regions, and those
vast western plains to the Rio Grande bor-
der, making those hitherto neglected re-
now blesses the largely populated portion of
Texas. They are to afford competition,
create new centers of trade and manutac-
turers, increase the domain OF agriculture
by the cultivation of now dormant fields
and give to the stockman and shepherd Sc
curity and increased value to his tlocks and
herds. They are to plant along their path
way the enterprise, which will delve in the
bosom of Texas, and unearth that vast
mineral wealth now hidden and unknown,
but which, | have faith to believe, will some
day rival her agricultural resources. | re-
alize, Mr.. Chairman, and gentlemen, that
while the people appreciate the value of the
great lines, and especially the important
service recently rendered the state by the
investments which have secured to Texas
two great lines connecting with the Pacific
ocean, yet the people of Texas have a
warm interest in the construction of new
lines. Upon their progress and successful
operation more than upon legislation, will
depend the question of cheaper transporte-
ton, the developing of Texas to large
measure of her capacities, the position
OF the cities on the coast and in the inter-
ior in the rank of trade and importance
and the securing of new railway outlets
beyond our border and increased ocean
tonnage for our commerce. They are gen.
orally organized upon business principles,
with mortgage debt of from $4,000 to
$4,000 per mile. Some of them are en-
tirely in the hands of our own citizens and
are the outgrowth of local necessities. The
statement of their annual earnings, as
shown by the comptroller's report, GER
tainly does not warrant the expectation
that they can at any early day sustain
themselves upon a lower maximum than
the present. IL compelled TO accept pas
sepger rate of cents mile their passen-
ger business must be charge on their
freight earnings.
I | frankly admit that the Trunk line of
railway with which l am connected,
struggling as il Is to honestly sustain and
nav q great debt created under the necessi-
ties of construction in times when all Texas
securities were under cloud and hoping
vet 20 make some return to its stock
holders, is, notwithstanding its splendid
central position in a region rich in the ag-
.ricultural wealth and business prosperity
orn of its progress, dependent, in great
measure. upon these lines as feeders, TO
overcome the losses incident TO competition
and bring il in connection with new lines of
comm unICatl0n With other states, aud
enable IL, while preserving cordial and
harmonious relations with all connecting
lines to maintain its determined policy of
independence OF all existing or
future combinations. Its effort has been to
promote their construction and deal with
them in a just and liberal spirit.
Even II the great lines should be forced to
make sacrifices, and can survive them, the
the fact would still remain that the minor
lines are now barely existing upon the
present business. Whenever the revenues
are reduced below the cost of operating and
maintenance, railroads more than any other
species of property, must yield to the in
evitable demand for compensation. The
most untouchable thing in the world is a
wrecked and proftless railroad. Reduce
the revenues below a self-sustaining stand
ard and surround the operating of them
them with arbitrary restrictions. and what
philanthropic individual or community
will run the minor lines in the face Of GER
tain loss in operating expenses. to say
nothing OF the contingencies Of the conflict
with "Durham cows" Poland sOgs,
Kentucky mules, Lexington colts" and
valuable bear dogs" that roam up and
down the track, 20 say nothing OF the claim
Of the unfortunate individual who is ''main-
ed for lie" by THE sudden joltiDg Of the
cars. /" "arising from detective construction
Of the road, aud ''the culpable negligence
Of the company's servants" IL Is not
agreeable 20 contemplate the contingency
OF the stopp1ge Of any railway IN this state
from insufficient revenues, and inability TO
maintain IL. but such has been the case. In
such an event the clamOr Of the people most
interested. demanding that inslfh sient
rates arbitrary rules and restrictions
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