The Scranton tribune. [volume] (Scranton, Pa.) 1891-1910, 1894-02-05

y story whlch Ia repeated Tor whAl
it Is worth has it that the recent Rctiy-
ity OF surveying corps in the lower end
OF Lu2erns county means that Eckley
B. CoXe'S baby road, the Delaware,
aud Schuylkill, is to be
made the connecting link for great
road between Pittsburg and New York
city, After leaving Sugarloat the road.
is is explained. will parallel the Psnusy
to Neseopeck Junction and will cross
the tracks Of the Northern Central at
that point and cross to Berwick. the
river being splnnSd by a large iron
bridge, and after leaving Berwick the
new line will extend to point
where u connection will b. maie
with tho Central Pennsylva-
uia and Western Wilkes Barre
and Wesierpl at Orangeville, Pa From
OraagSvine to Watsoutown, distance
OF thirty miles, the Wilkss-Barre AMI
Western which road has been acquired
by the new company, will be used
From NatSoutowu the road will gross
the river 10 White Deer AMI run along
the White Deer creek tapping Muncy,
Montgomery and Montoursyills After
reaching Willismsport tine road again
crosses the river aud makes almost a
straight line through tn6 rich agricul-
tural country to Mill Hall where It
connects with that part OF tine road
already in operation from Mill
Hall 10 BellefOnte. Here is also
made the connection with the Beech
Greek railroad which is now rapidly
pushing its line from Gazzlm in Clear
field county to PittSburg, going through
Indiana ard Westmoreland counties.
The new road and its connections will
tap tiys-sixths of ths bituminous coal
fields in the state of Pennsylvania By
the present arrangement the Beech
Greek deliver their coal for transpor-
tation tn the sea board, aud when traf.
fic is moving smoothly, over 1000 cars
OF coal are delivered from the Beech
Creek 10 tine Reading at Newberry
Junction daily. The eastern outlet will
oe arrived at By the new line to
Stroulsburg, at which point connecti on
will be made with the Delaware, Lack
awauua and Western.
II is the opinion Of that alert journal
the Philadelphia Stockhold9r, that the
reduction Of freight rates has wrought
more real harm TO the railroads Of this
country during the past year than the
panic of 1898 and the subsequent dul
uess IN general business. Tnis state
ment is supported by applying the rates
obtained in 1892 to the tonnage Of 1898
Had the Burlington, for example, re
ceiyed the 1892 rate last year its net
earnings would have increased seq 492.
600, and the company could have paid
80 per cent. in dividends upon its pres
cut issue Of stock the St Paul's not
earnings would have been $2l j01 ,0OG
larger, and a dividend Of j2 per cent
upon the common stock would have
justified; viii g the Rock Island
could have paid % per cent. In divi =
deuds, "a its earnings would been in
creased sli 1915. 900. Had the passen-
ger rates Of 1892 prevailed in 1898 still
better returns could have been made
The above figures bear out the conten
tion Of The Stockholder--that the SAL
vation OF the railroads Of this country
lies in the maintenance rates at which
a profit can be made Rate wars never
pay, and are invariably followed BY the
establishment Of lower rates. Yet II
is fact that the railroads themselves
are to blame for this condition Of af-
fairs. Their policy Of discriminating
in behalf Of certain section or certair
class illustrated in the insqultabl,
differences between the rates that pre-
vail for anthracite and for bituminou5
coal levied for similar hanls-has bsen
the direct means Of the recent reactions
that nave taken place to their own dst
riment.