The record-union., 1895-02-28

t!sSf was composed OF original set tiers
OF the Pacific Coast States. 1t is impos-
slple even to estimate the value of this
service rendered by transcontinent tai
railroads, but it many times exceeds in
value the total Government subvention
TO the Union Pacific and the Central Pa
chic Railroads, in lands and in money.
But the most important feature of the
case is the fact that the construction of
the Union Pacific and Central Pacific
railroads has been an essential condition
IN the creation OF an enormous amount of
wealth, and in the development of vast
resources In the States traversed by the
main lines and branches Of those rail-
roads. The figures, according to the Ma
tlonal census, are as follows: Value of
real and personal property in the States
traversed by the Union Pacific and Cen
trail Pacific Railroads and their branches:
In 029, COZ. 1S5
III S,202,276,3O6
Increased wealth in twenty
674, 121
This increased value of property
amounted to many times the value of the
total aids granted to the two original Pa
cltc railroads. 1t may even be asserted
beyond the possibility of disproof that
there has been a development Of wealth
in the single Territory of y tan exceeding
the entire cost Of the two original Pacific
railroads, of which development the con-
strucIion of these lines constituted an
essential condition. Besides, the value of
this development in Utah many times
exceeded the amount advanced by the
Government. The politics which plays
about subvention OF S64,000,0O0 and
loses sight of the import of S7,0O0000,0 600
is pretty small politics.
But let US look at the economic and
commercial results of the construction Of
nj fia 40,
Railroads in the light of the development
of traffic between California and the
Eastern side of the continent, where she
finds her chief market for the product of
her various industries. During the last
ten years, mainly as the result of b er
transcontinental commerce, Calito rnia
has been the banner State of progress.
Within this period the increased value of
farming lands, including fences and
buildings, was for the United States 30
per cent, but for California it was l66 per
cent. The increased value of farm prod
ucts was for the entire United States IL
per cent, while for California it was 46
per cent. The annual value of the agri-
cultural production OF California now
very largely exceeds its mineral produc-
ton even during the period of largest
placer gold mining. This agricultural
prosperity has been mainly due to the
rapid development of transcontinental
railroad traffic, the most important East
ern shipment being fruit and wine. The
growth OF this traffic is illustrated with
respect to the fruit trade as follows:
SHIPMENT OF FRUIT EAST RY RAIL FROM
CALIFORNIA TERMINALS, IN POUNDS.
Green fruit. Dried fruit. Raisins.
185S 2,S96,5 $50 U~s:
l893.~149, O4O,48O 76,402,740 67,268, 720
The overland rail rates on fruit from
California points to Chicago have been
reduced as follows: On green fruits,
oranges and lemons-trom 81 so per 100
pounds in 1873 TO 81 % in 1894; on dried
fruits, from 81 % in 1873 TO 81 in 1894, and
on wine, from 81 in 1873 to 81 in 1894.
Thus great commerce has been built up.
In no other way than by rail can green
fruit be shipped East from the Pacific
Coast.
There are other data in regard to trans
continental rates and rates in California
and in other Pacific States which are in
structive. The average rates per ton per
mile on the Central Pacific Railroad and
its branches in 1872, and on the Southern
Pacific system, including the Central
Pacific system, in 1893, were as follows:
Rates per ton per mile, in 1872, 800 cents;
in 1893, LAP cents.
This means that the average cost OF
transportation on the railroads of Califor-
MA, including the Central Pacific and
the Southern Pacific lines in 1893. was
only about 40 per cent. of the rate in 1872,
or IN other words the rate in 1872 was
more than two and a half times the rate
in 1898.
This average rate of 1.42 cents per ton
per mile compares very favorably with
the rate OF LA cents per ton per mile
charged on the railroads of the New Eng
land States especially when we consider
the favorable conditions
which railroad traffic is conducted at the
East, ana the fact that the average re-
celpts per mile of road were S5,770 on the
New England railroads, as against So, 565
on the railroads of the Pacific States.
Magnitude of traffic per mile of road is
one OF the most important elements of
the economy OF railroad transportation.
This favorable showing for transporta-
ton charges in California is rendered the
more striking when we consider that the
population. of the New England States
was, according to the last census, 4, 7CO.-
745, as against ], 20S. 100 in California, the
area OF the New England States
being 6S,34S square miles, as against
l57, oUl square miles in California But,
like the rest of mankind, the people of
California are not entirely happy, and
they seek to assuage their unhapplness at
the public expense, through the i'm
practical and un-American plan of a
railroad, TO be SuS-
tanned under policy OF lower rates at the
public cost, such expenditure to be de-
frayed chiefly by the people living on the
eastern side of the Rocky Mountains.
Besides, such reduction in rates over a
Government railroad would iniuriouslv
and most unjustly affect the six other
railroads engaged in trauscontinental
traftic-the rates charged onBthese roads,
like those on the Central Pacific and
Union Pacific Railroads, being now de-
termined absolutely by the competition
OF commercial forces, and by the cotnpe-
utlon OF rival routes between the Eastern
and Western sides of the continent,
LII is high time that this matter of the
MON Pacific and Central Pacific Rail-
road debt were dealt with in the light of
Its historic equities, and that the whole
subject were at once disposed of in such
manner as to prevent the absolute loss
OF the entire amount involved, through
foreclosure proceedings instituted by the
first mortgage bondholders. Let the plan
perfected by the Committee on Pacific
Railroads be adopted. and let the atten-
ton OF the Congress of the United States
be no longer engaged upon matter
no better excuse than the object of pro-
noting the ambitious purposes of set of
political demagogues.
JOSEPH NIMMo, JR.
Washington, February II, 1895.
PRICES on crockerv and glassware will