Sacramento daily record-union. [volume] (Sacramento [Calif.]) 1875-1891, 1889-10-28
An Able Article by A. n. Towne on the
Development of the Pacific
Coast.
Tsan Francisco Examiner, October 10Th.

OldleS COnUlueu5 It's lduuS TlC0 anu IertlIe
Astounding in timber and mineral re-
sources; with water-power ample for man
ufacturing purposes, and climatic condi-
tions superior to any in the Union, this
State should easily sustain larger popula-
ton than that of all the States 1 have
named, now representing a grand total of
about 100000. Had the Golden Gate
been as accessible to our Pilgrim Fathers
as was. Plymouth Rock, we would doubtless
already have this population, and many
more would have settled here who are now
widely scattered throughout the United
States.
Before the advent of the railroads. the
settlement of this great State was confined
to Localities along the seacoast and water
courses, except for the camps of the miner
and occasional stock-raiser. Without the
railroads these conditions of settlement
could have been but slightly modified, and
for the profitable settlement and develop
ment of our extensive valleys and adjacent
mountain slopes we are indebted TO the
potent agency of the nearly 1000 miles of
railroad which may be said to be in opera
ton within our borders at the present
writing.
The pioneer railroad builders of Califor-
MIA carefully studied the physical condi-
tons of the Pacific Slope and foresaw with
clear vision the primary importance of
direct highways of communication with
the east, north and south. Keeping this
steadily in view they have constructed
three trunk lines reaching from the great
basin out beyond the confines of our State
and have now near completion fourth
along the seaboard line southwark. Sup
plementing these by branch and tributary
railroads they have by these combined
achievements made it possible to trans
form outlying and previously worthless
localities into places of wealth and pros
perity.
These roads have been built through IN
developed country, but every mile of road so
built means the creation of public wealth,
and our people, starting construction as
they did from tidewater on the Pacific.
have tended thus steadily to develop what
ii has hitherto been proftless to seek. The
San Joaquin valley, to illustrate, is now
one OF the most populous and prosperous
sections of California, but l would ask you
to remember that the road from Lathrop
south for nearly 800 miles was in operation
long enough to wear out one entire set of
rails and ties before the traffic increased
sufficiently to make it self.sustaipiug.
w Aiel soy vi 0du JOduulu valley Is
alike applicable TO the various roads radiat-
ing and ramifying from the great trade
centers San Francisco, Sacramento and Los
Angeles, into the interior Of our State.
There are to-day roads constructed and in
operation in California which cannot be
expected to become self-sustaining for
years, but they have been built to
strengthen and increase the traffic of the
older lines and in pursuance of the policy
OF our railroad builders who aim to i'm
prove the State. to foster industry and to
stimulate the development of our splendid
resources by providing outlets to the markets
of the world. Many sections still need
such outlets by the construction of further
branch and side lines, which it is the aim
OF our people to provide as fast as the
necessary capital can be acquired. Our
railroads have been built in advance of set
tlement, and have opened up new terri
tory. This has been accomplished, too,
with money furnished in a large measure
by funds secured from without our borders
and sometimes secured, especially in the
initial enterprises, at the cost of great sac
rifices.
You ask what is the proportion of local
to through traffic; also the cost of build
ing, maintenance and operating as COM
pared with section of the country east of
the Missouri. The through traffic amounts
to about SO per cent. of the whole. The
cost OF building, maintaining and operat-
ing the roads on the west coast, especially
IN California, is 90 per cent. greater than
east of the Missouri river, on account of
remoteness from the sources of rail@sy
supplies OF all kinds, and from extensive
fuel centers; also by reason of the higher
cost of labor in all its branches, and the
heavier expenses for incidentals-mosti i'm
portsnt in themselves, but generally I'M
considered by the casual observer-such as
provision for adequate water supply dur
ing our rainless summero. and against the
deluging storms of our winters.
Touching your inquiry as to the effect
upon the State OF the enforcement against
the railroads of the restrictive provisions
OF the interstate commerce law The law
IS wholesome in providing for the publics-
ton of rates that shippers may know what
rates are current, and in forbldding secret
and unjust determinations, but in various
of its features is antagonistic to the best and
permanent interests OF California As the
Pacific slope becomes populated, the ports
along the coast will develop, and with San
Diego on the south Portland and Puget
Sound north of us and Vancouver beyond
the latter powerfully stimulated by the
Canadian and British Governmen,s-wil
strive to divert from San Francisco as much
of its trade as possible. San Francisco is
the commercial heart of California her
advancement means increased home mar
kets for our people, increased employment
for our labor, ana a wider field for
manufacturing and industrial enterprise.
The interests of San Francisco and the
State are concurrent, and all restrictions
which impede, embarrass or tend to di-
vert the commerce of this port should
be regarded with suspicion by our people
This the long and short-haul clause of
the interstate commerce law does, lob
structing," as President Rankin of the
Chamber of Commerce puts it. CONNER
cial interchange between remote States of
this Union by subordinating the CONNER
cial relations of distant portions of the ma
ton to the interests of adjacent and inter-
vening territory, and in practice limiting
the area of transportation alike for produc-
ing and consuming sections" There can
be nothing wrong or harmful to the inter-
ests of the people in permitting the great
est freedom for interchange of commodities
between the East and the West, and as Cal
ifornia's great interest is in the long haul,
both as regards manufactured articles COM
ing into the State and our products going
out, restriction of the carriers under the
fourth section of the law in question SIM
ply limits their public usefulness without
compeDsating benefit to the people. Such
legislation assists Vancouver, whereas it
would seem to be consistent with the per-
manent interest of California to stimulate
the prosperity of our own railroads, WHO
return into circulation in the shape of
operating expenses fully 20 per cent. of
all their earnings, the company | serve,
for example discussing millions annually
in the State for labor. supplies, and the
various items of expenditure ransconti-
mental railway system demands. A large
part of these disbursements go directly 10
compensate labor. our mercantile classes
are sbarers, directly and indirectly, in the
circulation of these large sums. and thus
the interest of our railroad builders are
identifi d to a larger extent than appears
on the surface with the personal and bust
ness interests Of very large and representa-
tive sections of our population.
Our railroads should be free to give Cali
fornia the advantages with which nature
endowed her as against interior cities and
States, and her metropolis should be in
position to be medium of distribution to
interior localities and be the radiaiipg point
for large foreign commerce which the
fourth section of the law tends TO defect
from US 10 a rival point
Thare arc other on aofi enable fpatlreS tn