New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1883-05-21

the computation that, taking the quantity OF hoio"
disc moved the railways of the United States IN tne
year 1851 and charging for such movement the ra'eS
prevailing from 500 to 1863. inclusive,
The charges would have been 900
III was In fact- ..-.---...-..-.-.--.--'-''' o',~-
Which sum the author claims Is 100000, 600 more
than all the taxes imposed upon all the people OF lns
country
The same writer in another paper entitled Inc hal'-
road and Farmer" published in the journal oil Inc
American Agricultural Association" shows that the
New-York Central Railroad, one OF. II not the most
wealthy and powerful corporations OF TINS country
moved in 1879 9,44l,2l3 tons Of merchandise.
On which the actual charge was SlS'-'o'''0
At the rates existing from 1866 10 1853 the ooo-o
charge reduced TO gold would have been 44''-V'-'o
Difference saved On trarc OF 1s79....... $2GG5oooO
Another estimate given by Mr. Atkinson Is thai the
average difference in the Of moving thirteen tons OF
merchandise Chicago to Boston, 1000 miles would
have BEEN
In the year 1860 ~
In the year w. :"
Further statistics OF this character are at hand Dut
they are merely cumulative.
Those given show the effect of competition Of railroad
with railroad.
corporation posse sing the wealth and political in
nuence OF the New-YoIk Central would not have
made the concession shown in its rates II competition
had not enforced the reduction.
cCmpiished what may be obtained by coerciye policy
rests mainly in conjecture. All know is that the
state of Wisconsin tried coercion but for brief period,
with equal disaster and ycNation to shippers and car
rcrs and although its statutes were sustained by the lu-
dicia power of that state II compelled 10 acknoT
edge that is enactncnts mere empty words when
they confctod with the inexorahc laws Of commerce
In 1868 the miles Of railroad in the United states
On Dec mLcr 81! $4,000
An increase OF 1870 per cent
Would such a result have been possible under "a gen
eral policy % legislative cocrcicnl
The REDUCTIONS in tie cost OF carriage havc been
effected quietly but surely; they have from purely
natural causes, the harvest succeeds the sowing.
They are not the forced outcome or legislative hot
house,. perish when the artificial su-enanco ceases;
bu heng natural, will he maintained subject only to
the ordinary fluctuations Of varying commercial
Tho service per ormed at the reduced compensation
has ost nothing in efficiency; the contrary IL has
been improved in point II time and certainty; but would
II have been had the reduction been compelled by
legislative cnactucn's and the fear OF harsh inaltic
answer no. The compulsory service OF corporation.
like the cocrced service OF individual. cannot bc
nv rniid Ie ~ marked n difference between the
quality of tire u;usp rliluu Afforded ~ Railroad com
pauics who were compelled 10 opeIH'c Their roads under
an arbitrary tarn as there was IN the ante war period
between the mechanical SAIL Oi slave and That OF the
sayinr a few words more upon the better policy OF
leaving railroad charges 10 uc regulated 10y competition.
pont oi TIE effects % the construction Cd: the
l6uihctn Pacifc This Inc being n the raur ownership
and MANAGEMENT ~ The Central Pacific. all tue rci-ht
from California destined 10 points east or south oi Tic
Ws.on River Ia. been fo; ar!rd by .hc Southern Pa
diOns are changed TO Offset tins drain az rs business.
ami also the pos rivalry of the northern Pacific the
Union Pacific has undertaken the construction of lire
from Granger iu wyoming 10 Portland This line will
take away business that now comes from portions oi
Montana aud Idaho 10 the Central Pacific A. an Offset.
and 10 protect Itself rom the competition Of the North
Pacific The Central Pacific. "a Avn lufotne pro
poses the construction Of line from kcllOn INTO Mon
tana. and another from Winncmuoca INTO Oregon, While
the Northern Pachc To obtain ITS share "f inc business
Of California and the Pacific Coast, conempates line
being the owner or The southern ian kllf9ad running
from salt Lake southwestety. Will undoubtedly meet The
eniecnces q" ITS patton oy contiIuins lhis ne mi"
California Making iurher reference io tue rNF rene"
81 STATE, wc ind that, when the only mode o.
steamer, tne rate al passage was ana OF IFesht .,
per ton. when the California Pacific Road commenced
H. opcrai in $50 the fare reduced to - later
on Ia the same year the opening OF the western Racine
caused a further n ductiOn 10 80. cannot at this mo
ment recall The various reductions In the rate of freight
but there was material reduction ana today athonsh
all three OF the ines aforementioned have come under
per ton whilst the time occupied IN transit has been
gap 10 the Traveller BEFORE th@ @omrerion ~ the
narrow gauge system Of railways with tie prc-cXisng
Jose was Il 80 II T.. ~ % per ton. Freight
- 30 per ton, II IL now III 30 and has been rs low
rs 30 cents. II IL FOR y0u t. say whether you will
adopt policy that viii deter the construction Of
lines into California by rival and powerful corporations
CONCLUSIONS.
In this state we are supposed occupy peculiar rcla
ton toward principal transportation companies.
notably, those have heretofore mentioned the Central
and southern Pacific. Both have been munihccntly Gu
dowed by grants Of the public domain To the Ccntralhe
credit OF the Nation loaned and without such
loan road would probably have been delayed in
struction for at least dozen years AMI perhaps might
10: yet have been completed. The gifts and facilities
enjoyed 10y these corporations and their asserted ingra
tndc causcda feeling to grow up among people
which has becn and Is not favorable to that calm
aud reflective spirit necessary for proper adjudication
Of the RIGHTS either of the people the corporations
But in my Judgment neither the gifts loans nor ac-
cisatiuns of inRratude against these corporations
ever well founded which, in my capacity here OF witness
Gonot feel called upon to crtclsc have anything what
ever to do with the question of regulating the charges
be made by them for the transportation OF persons
property. The latter is wholly abstract OF
right he faithfully and cOnsc!cntiOsy determined by
you as public officers without regard to the merits
dement's OF the corporations their managers The object
of the Constitution III making you the ministers OF the
State TO regulate the charges for the transportation OF
persons and property Is not TO innct punishment upon
aEy corporation person for past present msdceds,
hut il to establish correct and proper business re-
latons between shipper and carrier y)u in your
judgments. may be able say mutually advantages
and Just Ia other words, II you will permit me
say II Is not intended that the elements OF Penal Code
shall he contained in the tarin which you, Commits
siOner- may think II your duty TO establish.
I have presented to my Views fully the de
mlnds upon my time and my imperfect health will per
nit | would gladly have avoided this communication II
had felt II was proper 10 do The conclusions have
reached have been carefully considered. Good faith to
Your board csmpels their expression Notwithstanding
the adverse feelings have long entertained toward
the. corporations whose interests To be affected by
your siicial action.
There many points OF detail upon which you ask
information which have not the data at hand
aceurate they relate 20 the cost OF running trains the
value Of loco motives, cars, etc, all OF which you OBJ
tain from the records OF the Central Pacific Very
specially yours, ALfKED A. COHEN.
PATRONS or THE Aston LIBRARY
How many neonle asEed n TprpuNp ro-