The morning call. [volume] (San Francisco [Calif.]) 1878-1895, 1891-12-21
THE WATER ROUTE.

A member of the Traffic Association is re-
ported as saying: SIT will be of little use
to help the Atlantic and Pacific, or any
other line. in the matter OF extending to
San Francisco. If the line brought in is
not already a member of some railway
combination it would of necessity speedily
become a party to such combination, and
then what becomes of the competition we
are seeking to inagurate as an escape from
unjust rates"
This is view of the case, study of the
situation, forced upon the people. If a rail-
road 400 miles in length would connect us with
an independent railroad, there would be
some sense in considering proposition to
build it, But American railroads have got
themselves in such tangle that one cannot
operate by itself over long route. Leaving
out of consideration the necessity of keep
ing rates up to a paying point, an indepen-
dent transcontinental road would depend
upon other roads for making connections.
A water line between San Francisco and
New York would not need railroad connec-
tons. Goods are collected in Ne" Y ork for
distribution, and a water line would bring
everything we needed to San Francisco
without connection of any kind.
The question has come up for con-
sheraton as TO the means of bring
ing freight from the interior of the State
t. San Francisco and Of distributing goods
brought here by steamer to the interior cit
les. There is an apprehension that the rail-
roads will hold local rates at figure which
will make distribution too expensive. Our
merchants and shippers would do well to
consider one fact: When steamer line is
established the railroad company will cease
TO be in a position to dictate. 1t will be
ready 10 take business at paying rates 1t
might prefer TO haul goods across the CONT
nent on its own terms, but if it cannot get
5000 miles Of hauling it will take 800. Our
shippers have been so much in the habit of
submitting questions of freight to the rail
road companies, with the tacit admission
that the companies will act as if there were
but one party TO the bargain, that they nat
urally feel dread of railroad power. But
when we have competition with the points
to and from which the bulk of shipments
are made there will be two PARTIES to freight
propositions, ana the railroad companies
will be in the position Of any other person
or firm who wants TO get something to do.
1t is hardly comprehensive that for twenty
years or so the railroad companies have
been debating terms to their masters. They
established a service. and by closing up
competing routes compelled the people to
employ them. Commissions to regulate
rates have only added to the expense
account of the railroads, which in the end
had to be paid by the people. 1t is quite
time that anew order of things should be eS-
tablished. The railroad should take its
chances with other Industries. 1t has
played the part Of grand proprietor. absorb
ing all the profits of business, quite long
enough. 1t has acquired its power by med
ding in politics, putting men in the Legisla-
ture and in the courts to serve its own in
terests rather than those of the people.
During all their long period of vassalage, the
means of dellverance have been at hand. but
it is only recently that our merchants have
shown disposition to strike a blow for lib