The record-union., 1898-09-03


San Francisco business, and its real aim
for the consideration of Congress or the
treaty making power, and it is pointed
out that this is one of the subjects be-
fore the American session now at
Quebec.
Passing to the question of fact,
whether at the present time the Cana
dian Pacific ought to have differential
on the business involved, the commits
sion holds that the distance between
New York and San Francisco by the
Canadian Pacific is about 1900 miles,
as against 5000 by the direct American
routes; that the Canadian Pacific does
with differential should be applied to
Portland and points on the North Pa
cific Coast and upon the Atlantic coast
to Eastern Canada, New England and
the State of New York. Between these
sections the Canadian Pacific has a nat
ural and feasible route, and should be
treated as competing line.
The time and distance by various
routes are compared, and the claim of
the Canadian Pacifice that it ought to
have differential on account of longer
time consumed is found to have little
force, from the fact that it makes much
better time via ST. Paul than over its
main line, and the presumption is that
1T could make as fast time over the lat
ter route. A railroad must not create
dlsa ability for the sake of obtaining a
differential
Every other consideration except that
of time is against the granting of the
differential. It's imperfect physical con-
ditlOnS and lack of connections I,o1yo ~
been changed. OF all these competing
lines the tracks of the Canadian Pacific
alone extend from ocean to ocean. It's
roadbed and equipment are equal to
any. 1t may be doubted if the name of
any OF its rivals, perhaps any American
road, is more generally known through
out the civilized world than is that Of
the Canadian Pacific. When this diff
ferential was first granted business to
Pac1flc Coast points went largely to San
francisco. Practically none went north
10 Vancouver. 1t is largely in consider
alton of that fact that the differential
was then allowed. To-day this is not
so. The great volume of traffic is by
these north transcontinental routes to
Puget Sound or to points beyond.
len years ago the Canadian Pacific
was out Of the direct line of traffic be-
tween the West and the Pacific Coast.
To-day it has a direct line for a large
portion of that traffic In location. dis
lance, construction, equipment through
car service reputation, faciHies for OBJ
tanning business, and scenic attractions
the Canadian Pacific would not for a
moment admit its inferiority to either
OF the others. Again, the use of differ
entlalS is almost exclusively confined to
trunk-nne territory and rates made in
combination Herewith. The Great
Northern is at disadvantage as COM
pared with the Northern Pacific in the
matter of obtaining an equal proportion
or passenger traffic, and yet the Great
Northern asks for differentials. No
line, American or Canadian, ought to
insist upon a differential unless it is al
manifest disadvantage This is. es
pecially true of the Canadian Pacific a
Canadian institution, built largely bv
Government aid and for Government
purposes. If it comes into the United
states 10 compete for traffic between
the United States points it should be
content TO operate upon the same terms
as It's American competitors, unless
those terms are clearly unjust or un-
reasonable. 1t should not insist upon
ol1erent order of things here unless if
can make its title to the demand clear
beyond all question. The Canadian Pa
enc appears, however, to be entitled to
make as low a rate on this transconti-
mental business as any American line
Inc commission further points out
that it has also suspended the long and
snort haul clause on American unac ~,
business to and from the Kootenav
mining district, in British Columbia
and upon traffic between the provinces
Of Quebec and Ontario and the nrovinco
of Manitoba
ne decision, which was written by
Commissioners Prouty, concludes as
previously reported