The record-union., 1892-12-06
COLONEL MORGAN'S REPORT.

CONTINUED FROM FOURTH PAGE.l
railways, where the volume of traffic is
much more than ten times greater.
lNote.-ln tie populous and business
part OF the city OF Oak land the people
have the privilege OF transportation 10
and fro free of charge for a distance OF
about four miles, and several mlinonS Of
trips are made annually on the tralns.J
RATES oN THE SANTA FL.
Comparing the rates charged by the
California Southern Santa fe III 1871,
with those charged by roads IN PennSyl-
Tania, which had in 1870 much greater
volume of passenger and lreIh9t trallc,
the following result IS obtained:
On the PENNSYLVANIA rOaOS the average
rate per ton per mile was more than .
cents; the average rate per mile Tor pas
sengers was 5 5-IO cents.
on the California southern the average
rate per ton per milewaS 6l7-l 900 cents;
The average rate per mile Tor passengers
was > o3l-I. 900 cents.
Continuing the comparison with the
Pennsylvania hailroad, the Atlantic and
Pacific Santa Fej from Mojaye to the
Needles, 24l miles, presents a still greater
contrast Pennsylvania Railroad average
rate per ton per mile, l 549-l 900 cents; At
lHntlc and tcayerage rate per ton per
mile, ! no., 900 cents; Pennsylvania
railroad average passenger rate per mile,
) cents; Atlantic and Pacific average pas
seuger rate per m1le, SLIGO cents.
The low average rates OF the Atlantic
and Pacific are undoubtedly due mainly
to the fact that il has little local passen-
ger or freight traffic, its tonnage and pas
sengers being almost entirely overland
and subject to powerful competitions.
The effect of these low rates upon the
operations Of the road appears i'll the .ol-
lowing facts:
SANTA FE OPERATING EXPENSES.
The operating expenses OF the road for
the year ending June 80, 1891, including
rental of track and rolling stock. bus eA-
elusive Of taxes, interest ana sinking
1und- requirements, exceeded the gross
earnings 81, 900. The general dehclt tor
the year, including all requirements, was
more than S2,0O0,OJ0. No year since the
opening of the road has failed TO show a
large deficit, the aggregate now being
many millions. 1t is quite clear that as
an auxiliary line only could the road be
sustained. II is also true that the
Santa Fe Company has been obliged by
repeated physical disaster i'll the Ieme-
cula Canyon, and very low earnings on
that line, to abandon, temporarily at
least, that direct route to San Diego.
COMPA RISONS
With the other roads in PENNSYLVANIA
having about equal length of road aud
passengers with the San Francisco and
North Pacific, the North Pacific Coast,
Carson and Colorado, Pacific Coast aud
other roads in California are also favor
able 10 the latter.
In 1870 the following rates were in force
III other States. In Massachusetts the
average passenger rate per mile was
6l-ICO cents, the average freight rate per
ton per mile was 62-IO0 cents local, and
. 9O-lG0 cents for connecting interstate
rates.
In Illinois the average rate per ton per
mile charged for all classes OF freight,
through and local, by the principal roads
was III 1870, > 43-l00 cents, and the passen-
ger rates We're from 3 to 6 cents per mile.
a fair average being about / cents.
substantially the slme rates as those
cited for Illinois prevailed at that date i'll
many other States, having much greater
volume of business ana more favorable
physical conditions and other factors by
which rates should be determined than
the railroads OF California have to-day.
DENSITY OF POPULATION.
Attention is called to the density of
population in those States at that date
NS10l and in 1850 compared with Cali
1ornia, and also showing the increase in
twenty years: