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

lpheN HpHul w IhllWhy NuHHUW'lVut UWb ]
he railway can iind no compensation /
Tho loss Of the lransporta. |
Ion Of 100000 balos Of cotton.
elicit and the wlping out OF
~ 800 900 anticipated values will alone |
layo an influence upon railroad n1 well ny
III other business calculations in Texas ana |
Cquire careful management aud the hus.. |
banding Of all resources until the land
hail again smile in plenty. The relation
the producing Interests OF Texas
md those Of the railroads IL so close that
misfortune becomes common, "A shO ~
,rop is necessarily followed by limited pur.
,hases and ireights Of all character, as well
rs passenger business, fall off. Fortu,
nGtely for the farmer, n mild winter aud
abundant rain has given good grass ana
saved the sCanty crop OF corn. The move
rnent Of grain for producing another crop
will therefore, even at The low rates usually
made in such emergencies, be but limited,
and the railroads have before them,. even
on the basis Of the present freight and pas.
senGer rates, six months longer OF the year
of losses and anxious economy. Under
these circumstances, believe that any re-
duction in the maximum freight or passen-
ger rates of railways in Texas must involve
losses which will be difficult to bear, and, II
carried to any material extent, will result
disasrously to number of lines. am
impressed with the apprehension that N
the present uncertain condition OF the
money market, il the prospect Tor remuher,
alive business is destroyed, number oi
struggling enterprises, whose success il not
only essential to the development OF the
regions through which they are projected,
but whose construction is rsscntial TO Sc
cure competition for through f.eigh,s, will
be held in check.
The number of railways in Texas p
tember 80, 1881, as shown oy the conlptrol-
ler's report, is iorty-onc, or double
the number reported year previous. Or
these, twenty.one are now lines i'll pro-
cess of construction seeking independent
connections. Other line have been organ
lied and are endeavoring to secure the
means for construction. Upon their con-
.truction and the prosperous existence OF
these lines will depend to a great extent
the maintenance of purely local lines in
Texas. If they must accept rates that Will
not sustain their expenses, much less afford
a return for investment, neither local or
outside capital will press them forward.
Neither stock or bonds can be sold without
showing of prospective earnings sum;
Gent to pay interest at least on the cost OF
construction. 1t is the interest of Texas
that as far as possible the capital OF her
people shall be invested in her railways
that they shall be operated with view to
her own development, to the fostering OF
her own commercial interests, the building
up, STRENGTHENING and support IN her own
interior and upon her seaDOard OF cities
and towns that will become prosperous CEN
tiers of population, education, manutac-
ture, trade and wealth, Keeping pace with
agricultural developments and sustaining
it with liberal purse in time OF need,
Thus, while nature yields her bounty and
farms teeming with swelling grain and
lofty cotton bolls, capacious barns and
happy homes bespeak the prosperity OF the
farmer, these viii reflect the grandeur and
prosperity OF the state. The construction
of these lines are as essential to the welfare
of the farmer as they are to the merchant.
Competition will relieve all reason for legis-
lation against combination, when their
connection with new lines on our border
ensures share of through as
we'll as local business, their rami-
tcations will be so extensive
and their Identification with local interests
so complete that com bnation will be prac-
ticaly impossible. Once constructed they
may possibly be satisfied with existence;
but pending construction they require at
least the prospect of profit. The onward pro-
gress of the Gulf, Colorado 81 Santa Fe rail-
way to the northern border, of the Texas
Central railway through the Pan Handle,
and from the Hunt county line to Red
Louis and other narrow. gauge systems, the
lines penetrating our great lumber forests,
The opening of a new road from middle
Texas through the great producing coun-
ties of tho northwest to Red River, the eX-
tension of the lines skirJing the shores OF
the Mexican Gulf (hitherto neglected by
railway capitaD to the Mexican border,
and the construction Of the varied shot
lines, originated by the enterprise and sus-
lI,on al of a
of the coast, and the interior and their
operation upon basis of Texas business,
and its connection with the business of
other states, without, at the same time, de-
stroying the usefulness of the great lines al
ready established are, in my view, the ends
most desired by the public opinion OF Texas;
and it will sanction conservative action
rather than retard their progress. These
new lines cannot find compensation for
the loss of local passenger and freight earn
ings, by an increase of through-rates upon
any Interstate commerce beyond legisla-
tive control They must not only bear all
the burthen of reduced rates upon their
local business, but also the additional loss
OF business, arising from the reduced
local shipments of the mer-
chant and farmer on account OF
II is claimed that the reduction of passen-
ger rates is demanded by the public inter.
ests If this be so. is the demand justified
by the condition of the railroads of Texas
And especially to the extent of the sacrifice
of revenues required by the act reducing
passenger fare to three cents per mile?
know that IL is the opinion OF distinguished
gentlemen, for whose views L have pro-
found respect, that passenger rate OF three
comic n milo will work no real injury to the
railroads, while at the same time it will be
a great benefit to the people. have fol-
lowed their craftsmanship so often that /
would hesitate even now TO differ with them
were il not for the array of facts, figures
and railway experience that sustain me.
have even heard IL suggested that the rev.
enues from passenger travel will be largely
increased under the operation of this law.
/ confess would prefer taking the chances
of profit by more moderate stages, and in
stead of attempting to make too much ras-
senrer money all atsonce, try the effect first
of a more moderate reduction.
The belief is hszarded here that the rail-
road passenger business of Texas cannot be
made selfsustaining on basis OF three
cents per mile. II has been claimed in sup
mort oil this reduction that the average rate
OF passenger travel on northern lines is 2.2
cents per mile per passenger; but 1t must
be borne in mind that this average is
reached upon an immense business and
fail passenger trains. No such
average is possible at that rate IN Texas.
No matter Whist the rate Is, there Is
class of travel that can only be Sc
cured by extremely low rates. Texas
needs population. labor, muscle, to de-
velop her latent resources. Every
farmer in the country could to-day employ
additional help, IL be could get it at even
current wages. This labor can only be at
traeted to Texas by low passenger fare, aud
The priucipal burthrn must be borne by the
Texas messenger lines. When ali the
money. political and railroad influence Of
The great northwest l. interested IN peo-
plinc those states AMI territories, and rates
of travel are made from Europe and the
east 20 attract population not even the
claims OfOur climate and s.,il, OF the enc ~
ness Of our lands will suffice unless the
same inducements are offered. IL has bee7
found necessary BY the Houston & Texas
- .-.sl..-,- - 1. ,.o.r.f - fhrough r,aaann-