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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14
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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The Waco evening news. [volume] (Waco, Tex.) 1891-1894, 1893-12-14

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The herald., 1893-06-04

city Of Los Angeles and OF the people of
Southern California to bring the ocean
and land commerce together at deep
sea harbor. Rivalriea between great
railway systems usually result to the
advantage OF communities. In the in
stance under consideration, it will be an
exhibition of weakness on the part OF
the people of Southern California to be-
come partisans In such a rivalry. It
is almost inconceivable that they
will permit such partisanship to OBJ
struct the contamination OF their de-
sires when the Importance of the crea-
tion of deep-sea harbor to all South
ern California interests lie remembered,
and when the existing opportunity for
consensus and effort lie so auspicious.
THE PAST AND PRESENT.
The city of Los Angeles is natural
commercial center for territorial area
of 100000 square miles, an extent of ter
ritory equal to two and half states the
size OF Ohio, and has a present popula-
ton of over 60,000 There are those
who claim for this city population Of
$4,000. Where definite facts are want
ing, unveaified statement has q wide
latitude. Whether the population be
10000 or $4,000, it is within the bounds
OF ascertained fact to say that the popu-
The herald., 1893-06-04

Angeles at all. On the contrary, San
Francisco, at present, Is the port Of entry
for the commerce of this city. The es-
tablishment of deep-sea harbor is q
long step in tho direction of the petma-
nent establishment of great CONNER
cial rival.
1t is therefore obvious that in the me-
tropulis OF the Pacific Coast San Pedro
is regarded as the least formidable To-
cality. First and nyainly, because the
completion OF harbor at that point
is remote; and next, because in the
judgment of its people, breakwater
constructed at that point will not be the
full equivalent of deep-ses harbor.
There 10 no other way in which to ac-
count for this sudden change from an
attitude of absolute indifference to one
of the most intense and active interest.
In all the years Los Angeles has
struggled for harbor facilities, which
could be had only through the means of
artificial construction, San Francisco has
remained silent. 1t has extended no
helping hand; it has manifested no
sympathy; it has offered no suggestion ;
but as soon as the project Of establishing
q breakwater at Santa Monica is forced
into prominence by the construction
OF magnificent wharf at that point,
the selfish fears OF San Francisco awake
The herald., 1893-06-04

deep-sea harbor at San Pedro, and op-
posed to a deep-sea harbor at Santa
Monica or Port Los Angeles.
1t is significant that in all the time
the people of Southern California, and
especially the people of Los Angeles,
have sought the construction at govern
ment expense Of breakwster, which
would create .deep-sea harbor, the city
of San Francisco has taken no interest
in the subject. There is not one line of
memorial from the chamber of COM
meree of San Francihco to congress in
favor of deep-Bea harbor contiguous to
Los Angeles. While ell movements were
directed to the construction OF harbor
at San Pedro, San Francisco was salts
fed.
What is involved in the controversy
between Santa Monies, Redondo and
San Pedro, which should excite the in
terest of the mercantile classes Of San
Francisco in favor of San Pedro ai
against the other points? The answer
to this is not far to seek. The prevailing
opinion among the mercantile classes OF
san Francisco js that breakwater will
cost from two to four millions of dollars I;
that there was not interest enough Se-
hind the project to effect its consumma-
tion at an early period of time. Remotely
the people of the metropolis may have
The herald., 1893-06-04

seen the possibility OF harbor construc-
tion in this vicinity; but the city of San
Francisco has continually resisted the
concession of through privileges to in
! terror points.
1t ia believed that a symmetrical de-
velopment of the Pacific coast depends
upon a corresponding growth of the city
OF San Francisco as against all other
cities. Every concession made to Los
Angeles by the system of overland rail-
roads centering there has been denounced
by the press of San Francisco as a dis
elimination in favor of Los Angeles. 1t
is, therefore, derivable from the plain
record that San Francisco does not want
a harbor near Los Angeles.
We could fill columns of this issue OF
the paper with quotations from the
leading commercial papers OF the city OF
San Francisco conirmatory of this state
ment. We introduce few of these quo
tations that there shall be no mistake
90 to the spirit of San Francisco in this
instance. The Gall, of March 2, 1898,
discussing the disposition of Mr.. O. P.
Huntington, president of the Southern
Pacific company, to establish deep-sea
harbor in the vicinity of Los Angeles
said:
but now San Francisco has the
means Of striking back. This city will
receive the bulk of her goods by other
routes than those controlled by Mr..
Huntington. II the ability of San Fran
cisco merchants to compete with the
merchants of other cities is i'm
paired by hostile policy on the part OF
the Southern Pacific, local system
OF waterways and railroads will spring
into existence in less time than Mr..
Huntington's experience in railroad
building furnishes parallel for"
The spirit OF this extract shows how
grudgingly San Francisco will concede
the establishment of ocean communica-
tion between Los Angeles and the rest
OF the world. San Francisco, it SAYS,
has the means OF striking back, and is
this proceeding goes on, it will receive
the bulk of its goods by other routes.
The Bulletin OF April 9th denounces
Senator Frye for asking that further in
vestigation should be made before final
decision as to the location of a deep-sea
harbor. The San Francisco Bulletin of
May 10Th denies q statement in the
Visalia Times that competing railroad
from Fresno to Los Angeles would serve
the San joaquin valley as we'll as one
from Stockton to Bakersfield, and
proceeds to say: cat Los Angeles
1t would find but a small local
market and harbor of only
second or third rate. At San Francisco
it would reach what ia, and ever will be,
the great emporium of California, the
best local market and most favorable
distributing point, with one OF the few
great harbors Of the world, connected by
steam and sail with all the ports of the
seas, and with climate better adapted
to regular industrial pursuits than any
other great city on the globe. At short
intervals, the San Francisco press has
manifested the utmost hostility to the
Santa Monica project, and a strong ia
voritism toward the old San Pedro pro-
position. The San Francisco press and
the San Francisco merchants have GER
tainly no direct beneficiary interests in
the establishment Of harbor near Los
The herald., 1893-06-04

been petitioner for this right Of way
to the ports of the world, there has not
been concentration of force enough be-
hind the petition to give It the cogency
of demand. The fact that a vast rail-
road system, such as the Southern Pa
cifc company controls, announces it's
determination to bring sea and land
transportation together indicates that
the point selected Is the line OF least re-
sistsnce toward the accomplishment Of
all our hopes and aspirations. What Is
now most needed is unity of effort.
The Southern Pacific company's sys-
tenn comprises nearly 5000 miles of rail,
serving q territorial area equal to half
the national domain, and yet we are de-
liberately told by an association of mer-
chants. who pretend to be engaged in
the laudable undertaking of energizing
the commerce of this coast, that the
construction OF harbor in connection
with 5000 miles of railroad, serving over
q million square miles of territory, is a
good ground for opposition to such con-
struction. 1t is true that the Southern
Pacific company has built a wharf, but
the harbor would be useless without a
wharf. The true significance of this fact
is that one OF the great railway systems
OF the whole country, by the construc-
ton OF this wharf, gives an earnest OF its
The herald., 1893-06-04

certain available passes. The whole
coast is an unbroken. level plain. The
opportunity, therefore, for approached
by land are practically equal and equal
" accessible between the sheltered area
and the city of Los Angeles. There are
no physical obstacles to be overcome.
These simple and obvious Typographical
facts answer fully the charge of monop-
olizing the harbor privileges at Port Los
Angeles. But if it requires further an
swer, 1t is to be found in the opportu-
nifty for declaring in the terms OF the act
OF congress. by virtue of which the
breakwater is to be constructed, that
the sheltered area shall be devoted to
the common terminal purposes Of all
railroads centering there. In this way
the terms of the act itself will eliminate
all objection.
AN IMPORTANT CONSIDERATION.
At this point we come in contact with
very important consideration. THE
constructed at Port Los Angeles will do
the coaetwise business. Ninety per cent
Of all the business transacted at the
points serving Los Angeles as seaport
today is coastwise trade. Ocean COM
munication between Los Angeles and
San Francisco will of necessity be by
way of Port Los Angeles. The coast
The herald., 1893-06-04

lation of Los Angeles at the present
time exceeds 10000.
The territory mentioned as naturally
tributary to Los Angeles embraces all the
territory south of Tulare lake in CAL
ifornia, and the greater portion of Ari-
zona. That the commercial area, there
fore, tributary to Los Angeles embraces
100000 square miles, may be accepted as
conservative.
The location of Los Angeles when
viewed from the plane OF present COM
mercial and industrial development is
an anachronism; bat when it was
founded its location was the result of
political, industrial and commercial
forces, and was therefore natural rather
than accidental. The changed condi-
tions came about 80 gradually that Los
Angeles as center was enabled togather
to itself the elements of growth which
became organic in their operation, and
thus it has become comparatively great
city.
We have already said that it is the
commercial emporium of 100,0 square
miles of territory. 1t remains to be
said that it is quite as necessary to the
territory which supports it as the terri
tory is to itself; in other words, the re-
lation between the city and its support
ing territory ia completely introactive.
The district, of which this city ia
center, has q homogeneitv of interest
which gives it diHtinctivenees. The
industrial and commercial activities of
the world naturally take on this distinc-
tive segregation into districts. If the
cities of Southern California were
blotted out today, others would arise in
their place. 1t is reasonably probable
that if the existing industrial and COM
mercial forces were not DETECTED by the
present status of Los Angeles, they
would focalize at the sea coast, and
create city whore ocean and inland
transportation come together. Hereto
fore in it's history. it has grown by rea-
son of activities upon the land, in the
development of which the ocean was not
factor.
San Francisco has been and still is,
the entrepot for the commerce OF Los
Angeles. 1t is true that in some meas
ure San Pedro has served the purpose of
8 seaport. There was an embarcadeTo
for the Los Angeles region at the north
erly end OF the Wilmington lagoon, now
called San Pedro, in the early history of
the settlement of Alta California. 1t has
HoVor Dcou III ANY EOAcV . doOP-boh hhA-
Dor, and the attempt to use it such
has been attended with many disasters.
The list of vessels lost there includes
Nicholas Biddle, Gallo, Adelaide Coop
or, San Luis, American. r. p. Buck,
Kennebec and Aimy.
Dana in his somewhat famous book,
Two Years Before the Mast, refers to it
as an open roadstead of but little value
as harbor-a characteristic equally
applicable to it now.
The industrial development Of the
territory tributary to Los Angeles has
come to demand seaport, and the
problem which confronts this city at
present, and which will acquire greater
magnitude in the future, is: Where
shall port be established, which,
while serving Los Angeles as q seaport,
will not at the same time becomes, rival
tout as q commercial center? At the
same time it must have port which
The herald., 1893-06-04

| les there is a broad sweep of level and
| fertile country. Growth in that direc-
ton is not only unobstructed, but ia
strongly invited. and for the past 10
years growth has responded to this invi-
tation, and has been very marked. What
ever growth shall become organic at
Port Los Angeles will still retain intro
active sympathy with the growth Of
this city. To the eastward, the river
offers an obstruction to the growth Of
Los Angeles, while westward the ocean
obstructs the growth of Santa Monica.
Natural topography establishes an In
herent tendency of unifcaticn OF the in
terests of the two places. They must
approach each other by the growth Of
either.
LOOKING TO THE FUTURE.
The stranger coming among as, whose
clear perceptions are not obscured by
past traditions or existing conditionss
would perhaps be surprised to find that
up to the present time our city has des
manded seaport chiefly in the interest
of the city itself. We have here city
OF from 60, 900 to 80 900 inhabitants, and
the delusion is natural that q seaport ID
to be constructed solely in our interest;
that it will be subordinate to our COM
mercial activities; and that but for the
concentration of population in this city,
it would not be built. It is the enter
tainment of misleading views OF this
species which has led to the prevalent
opinion that a deep-sea harbor on ths
coast, near the city, must necessarily be
merely a landing place for articles oi
commerce which are exchanged here.
The future of our city has somewhat
wider scope than is brought within the
field of this view. Whatever temporary
reverees may delay its construction,
ship canal connecting the Pacific ocean
with the Gulf of Mexico is among tho
certainties of the early future. Tho
great struggle for primacy in moderE
times between the nations OF the earth
finds it's strongest and most direct rival,
ry between Great Britain and the United
States. The entire continent of South
America lies east of the meridian Of New
York. While this statement is not ac
curate to square mile, it is the practi'
cal and geographical fact.
We present for the illustration OF this
subject a map of North ond South Amer
lea, of the Atlantic ocean and the
west coast Of Europe. Assuming
that the point marked "E' or
bu0 WCbb COGbb Vi OOutA IAACAACn ~
the average point Of arrival and
departure of commerce with Europe
and the Atlantic ports OF America, il
will be perceived that the line north.
ward by "F," the location of the Mica.
ragua Canal, to the point 3D." at New
York, is practically straight line
The entire commerce of the west coas
of South America and all that to bt
delivered to the western ports of the
continent by rail from the interior viii
sustain a more intimate relation with
the city of New York than now exist
between that city and eastern South
American ports. In fact, the entirt
commerce of western Mexico in NORTH
America and all the west coast of South
America must pass by New York II
reach Liverpool. The construction OF
canal will, therefore, extend the com
mercial lines of New York city all
around the continent of South America
The herald., 1893-06-04

the growth of California for the last 20
years. In al candor, where is there a
point for the construction of deep-sea
harbor near Los Angeles in which some
railroad is not interested in its location,
or would be as soon as the location was
selected? And of what use would har-
Dor anywhere on the seacoast be If there
were no lines of commerce focalizing with
the divergent rays by sea? If we are to
wait until a harbor will be constructed
without railroad communication, or
without the transportation companies
having any interest whatever in its To-
cation, or without the assistance of the
great railway system of the United
States, we will never have harbor at
all. In all the years Los Angeles has
The herald., 1893-06-04

construction at government expense Of
deep-sea hsrbor. This argument in
favor Of such harbor will be valueless as
to any other point. Port Los Angeles
will be the seat of the coastwise COM
merce, even though breakwater should
be constructed at points farther south.
Harbor improvements are made at the
expense of the whole people of the
United States, upon the theory that
such improvements are demanded by
commercial necessity, and the argu-
ment in favor of appropriations for this
purpose fails or avsils, as the CONNER
cial necessity becomes obscure or appar-
emit. Whatever rivslries exist between
railroad systems affecting this matter
should not weaken the purpose OF the
The herald., 1893-06-04

ply false, misleading and unfair to de-
clare that there is no opportunity of
building more than one wharf behind a
breakwster constructed at Port Los An
geles. The opportunity for the con-
struction OF wharves is free and open to
everyone.
The breakwater contemplated at
either Port Los Angeles or San Pedro is
to be something oyer-5000 feet. Is it
fair to suppose that the area sheltered
by such breakwater can be monopo-
lized by single wharf 100 feet wide :?
But the objection is raised that the
Southern Pacific company has the best
available route. This cannot be true.
There are no mountains at Santa Mon
lea constituting barriers except through
The herald., 1893-06-04

in alarm. and loud demand is made
that the subject shall lapse into the old
lethargy, aupineness and remoteness OF
deep-sea harbor construction at San
Pedro.
The resolution of the Traffic association
and the denuncistory fulminations OF
the press of San Francisco sgainst Port
Los Angeles iterate and reiterate the as
sertion that the Southern Pacific rail-
road system is interested in the wharf
being constructed. The Traffic associa-
tion resolution transmitted to the Trans
Mississippi congress is an illustration of
this. 1t asks the congress ''to bear in
mind public rather than monopoly or
individual interests"
An indulgence in just this species OF
childishness has obstructed and retarded
The herald., 1893-06-04

determination to assist Southern Cali
iornia and the the city of Los Angeles in
the accomplishment OF an enterprise
upon which its future industrial and
commercial development is depending.
The objection that Port Los Angeles has
railroad communication with a million
square miles is therefore grotesque to
sbsurdity. Nor ia this all of the truth.
Port Los Angeles has the entire Atchi-
SON, Topeka and Santa Fe system behind
it also. But if the fact that the South
ern Pacific company is interested in the
construction of harbor at Santa Mon
ica is an insuperable objection to it,
what of the significant fact that the
Southern Pacific company has a line ex-
tending to San Pedro?
AS to the monopoly feature, it is SIM
The herald., 1893-06-04

steamships must stop at that point to
discharge their freight on the downward
trip. Passengers for interior points will
therefore leave the ship, since some
hours must NECESSARILY be consumed in
the discharge of freight before the
steamer can proceed on it's voyage.
Herein Los Angeles finds another oppor-
tunity for the promotion of it's hopes
The concentration of commerce at any
point draws to 1t, as by the law of
gravity, other commercial factors hence
the point at which the coastwise trade
focalizes naturally offers the largest in
ducement as we'll as opposes the least
resistance to the addition OF a general
ocean trade The existence of an extern
sive coastwise traffic at any point is an
unanswerable argument in favor Of the