The daily morning Astorian. [volume] (Astoria, Oregon) 1883-1899, 1896-04-23
w A r r III N T o n 7.
IMPROVED. ATTRACTIVE. DESIRABLE

NAHNN Nh1N N"' HA4@ ~ NAAAAA SIS
a certain diferential. and always gets Il.
having power to DO as IL plc0sSs without
Tear OF Interstate difficulties Then II
| is so literally supported by the Cana
liar government IL can carry frcight
even lower than the present rulnous
rates, which don't give = living for any
=, body.
y This railway Is rapidly absorbing the
carrying business between Eastern and
Pacific coast cities OF the CnttSd States,
and the American roads can do nothing
against Il. Our lines may be classed as
private enterprises. The Canadian Pa
cihc is virtually a government road. So
, the inequality OF the roads Is apparent.
Everything hat would tend TO bring
business TO the line Is taken advantage
OF. Tn Pacific ocean presents a vast
field OF possibilities. me the Canadian
company is fighting sor business In the
Orient. in Australia. New Zealand and
Honolulu. In l&5 its TONNAGE OF tea
frnm the Orient amounted TO 10000
pounds ~ per cent OF the total i'm
portation OF tea through the Pacific coast
g~ateways Then Il is getting u larger
share OF the freight out TO the Orient
Its interests are so closely associated
with American interests on the Great
Lakes the company is able to find power
full influence in Washington"
III Oregon Railway and Navigation
Company. the Great Northern. the North
ern Pacific and the Southern Pacific
lines are all deeply interested in the
question introduced by Senator Elkins in
congress looking toward the revocation
Of the bonding privilege now enjoyed by
the Canadian Pacific.
Senator Elkins In a recent speech in
the senate said:
The Canadian Pacific railroad Is the
natural enemy OF the transportation in
terests Of the United States. and Il stands
today as our greatest Ommercial an
tagonist. It violates our Interstate com
merce law with complacent Indifference:
II cuts rates and II takes freight from
our Pacific railroads, in which the United
States has a direct interest. IL hauls
more cheaply from ST. LOIis and other
interior points in our country. by way
OF Canada TO Oregon and San Francisco.
than the Pacific roads can do, though
the distance Is much shorter. Il Is a
sharp competitor now for business with
all the Pacific roads fom and TO CALI
fornia- For 20O miles the Canadian
Pacific traverses a no~n-productive coun-
try. one not able TO support n railroad.
1t lives of its s%ubventions and the BUSH
ness it takes from the railroads Of the
United States.
IAN We ave to do is simply TO dis
continue the bonding privilege, under
which they carry goods in bond. starting
from Vancouver 10 Europe and points
in the Unite States. / would suggest
that We stop every car and break every
consular seal at our frontiers beyond
Chicago and the 500. This would throw
the trade from Asia 10 San Francisco
and pass il over the Pacific lines. II
would break up, in part or largely. the
violation Of the Interstate law and stop
the giving OF rebates and the cutting OF
rates.
The Dominion ernme has grant
ed the Canadian Pacific railway a sub
sidy or bonus of SIS, 900. 0OO: has donated
1t 100000 acres OF land. embracing
only such as are suitable for settlement:
has also given right OF way. station
grounds. dock privileges and water front
age. In so far as within the control OF
the government: and. further, has con-
structed and transferred TO the Cana
dian Pacific Railway Company. free OF
cost, IA miles Of railway. the estimated
value Of which, according to the railway
company's report for the year 1857. is
S5.00.00. The Canadian Pacific was
permitted to import steel rails free OF
duty. also other materials used in the
construction Of its road and telegraph
line. Under its charter the Canadian
Pacific is freed for all time from taxa
uon by the Dominion government or by
provincial government established after
date OF Its charter. Its land grant in
the Northwest territory is free from
taxation for twenty years. unless sold
In the meantime. In addition to all this,
the Canadian government has pound IT.
self not to permit during The term OF
twenty years the building Of any line
or lines that would parallel the Cana
dian Pacific railway.
1t may be true that. theoretically. the
Pacific railway is subject to J
the Interstate law on inter-
state traffic passing to and from Canada.
II Is obvious that, while the United
roads are subject to all the re- o
straints the Interstate act imposes, II is c
impossible for this government to hold b
the Canadian Pacific railway to an OBJ {
'ervance Of the law. for the United States a
can have no Jurisdiction over the rates G
sharged on intermediate business picked o
up and laid down in Canada, which, to- v
sether with the relatively small amount h
nterchanged between points in Canada u
and the United States, amounts to 90 per r.
'eht Of that cOmpany's entire earnings, a
10 a published letter from the ie
PRESIDENT Of that company. n
The Canadian Pacific railway can t.
nus make rates on through business II
"lthout Interfering with its earnings on "
raInc between Vancouver on the west ~
inh canadian frontier points on the east, Oh
u between points intermediate thereto. q
wen on business, for example, from u
Francisco 10 Canadian points, form n
rly wholly enjoyed by the American pa
DADS there are no means Of knowing N
yhether the Canadian Pacific railway
,oeys the law or not in this regard, for III
nat company might take freight to Win III
lpeg at a higher rate than for the same ly
lass Of traffic through Winnipeg to Chi W
ago; but the consignee in Canada, even SO
ne knew American law, would be very ap
Unlikely to seek or receive .edress from ST
United States court or ommIssion nc he
gainst 2 Canadian road" an