The Seattle post-intelligencer. [volume] (Seattle, Wash. Terr. [Wash.]) 1888-1914, 1895-04-12

TIE reduction % rates between Port
lard and Spokane initiated by the Oregon
lice ard followed by the Great northern
ard Northern Pacific railroad. vii IL
anxfo8slg watched. II IL prove successful
& nay result in the adoption by the roads
Of policy % encouragement 20 oral
trafsc. The history CT raiiroading n this
country shows a persistent effort 70 reach
cat for through tragfle and 20 put any
def5essncy In profits created hy eornpe-
utica urson the local traffic. This policy
has been modified on the Atlantis sea-
board. bat IN the Western states IL Is
maintained at its worst. California Il
cursed by this policy. ard so1fh % Port
Land Oregon mas felt the sazne burden
sorue hand. Competing lines IN Washing
ton have given come promise OF 8 change.
but 30 Ear expectation has nos been met
IL - IN the power OF the railroads 70
develop the resources Of this state and 10
ssimulats the natural desire Of It's people
to promote traffic. President Hill. IN one
Of those speeches 10 the citizens OF Seat
tie which won MIN their friendship. said:
You furnlsh the freight and we sili haul
~: our business Il not 20 produce. but 20
transport" This was. OF course. true.
bat what avail Is IL 10 the farmer 70
raise wheat when he cannot after paying
the railroad. market II at a price which
shall reimburse him for his oGtiay7 The
general condition OF business has had
something 10 do with the low prices. but
IL Is hard 10 believe that IL was more
profitable 90 the railroad so let its capital
In roadbeis aud rolling stock lie idle than
10 split the difference with the farmer
and 80 afford employment TO both. even
a. the reduced freight charge that would
entail
The state OF Washington VIII never get
rich on what Il imports-even though II
buy In the cheapest markets abroad. IL
relies for It's support. IA all communities
90. upon the sale OF It's prodnets. Some
body iIas said that the coast states should
import In ships, and export by the rail-
roads; that il. get the benefit Of ship
rates for what IL buys. and use the rail-
roads TO supply the interior This would
not altogether be good policy because
II the railroads carry freight both ways
the can, OF course. do business at a
lower price than II they hauled empty
cars one way. We are willing TO spend
what We make: all We ask is the chance
"a make IT. We want freight rates which
shall enable us TO send ouu lumber.
shingles. wheat. hay and coal 10 states
which have none. IN return for cotton.
machinery, groceries ami other merchan-
disc.
II is beyond question that local traffic.
developed 20 an equal proportion of give
and take Is the most profitable 10 the rail-
roads But wherever II has been built up
81 has been in spite OF rather than by aid
OF the railroads. "Ail the. traffic viii
bear" Is the standard of freight SEIZED
ule on local business, and the incubus
on commerce has always been lessened
only by heiligerent resistance and legis-
lation provoked by angry impotence.
There need be no sntagonism between
shipper and carrier: and IL needs no
profound argument TO show that the
activity OF local traffic must result In
the extension OF through traffic.