New-York tribune., 1900-01-26

all future requirements, with steamship lines 10
every port. unequalled in number and In capac-
ity OF the vessels with the winter load line olS-
elimination against the port OF New YORK no"
entirely abolished. New-York need not look
oceanward to find the cause Of her declining
commerce. If the singleness OF purpose ana re-
solve for achievement existing in rival seaports'
overcoming discouraging obstacles and natural
disadvantages. could be transferred into New
York's commercial life, In manner that would
dlsplace little Of the complacency with which
the men best qualified to act now contemplate
NETWORKS loss, the necessity for investigating
committees of the Legislature would not exist
DIFFERENTTAI. RATES THE FIRST FACTOR.
In a discussion of the causes for the loss OF
NETWORKS commerce. our investigation leads
US to place first in Importance the differential
rates agreed upon in combination between the
trunk line railroads to the Atlantic seaboard'
discriminating against New-York and in favor
of other Atlantic seaports on all traffic from and
to the western point of shipment and delivery.
The direrentials affect all traffic which origi-
mates at Chicago and at any Of these interior
points from the Mississippi River to Pittsburg'
and from the Chio River to the Great Lakes.
and all traffic which passes through the terri
tory upon It's way to the Atlantic seaboard.
The testimony of exporters without exception.
is that the differential has operated with more
and more severity against New-York for the last
six years or more, occasioned in part by the fact
that the fixed differential has become year by
year more and more disproportionate to the total
rate the total rates having become reduced year
by year, being in 1899, upon an average about
one half Of what they were in 1892 from the
West to the seaboard. and occasioned in part
BY a more uniform adherence to published rates.
The imposition of the differental Is recognl-
ton OF the fact that freedom Of competlton
would inure to the benefit of New-York II
New-York has an unsurpassed harbOr, it is her
right to secure all the advantages to be derived
from such a possession. The advantages Of that
harbor, of such improved facilities at the port
and of such resultant decrease in ocean rates
belong equally to the producers Of the country
throughout all the territory thereby made tribu-
tary to New-York To offset such advantages
by an inland discriminating rate against New
York is arbitrary imposition OF Duroen
upon all the export products Of such territory IN
the competition to which they are subjected IN
the markets Of the world Such an imposition is
not only indefensible from any standpoint Oh
legitimate competition; 1T is not only an injury
to the harbor and to the State; it is crime
against the commerce of the Nation
When such discrimination is imposed with
such far reaching results, the State is justified
in seeking remedy against the participants in
such a combination to the fullest extent that
may lie within the power Of the State TO invoke
THE NEw-YoRK CENTRAL BLAMED.
The New-York Central Railway is not the
only trunk line terminating at the port of New
York that has become party to the differential
agreement. But none other has equalled the
New-York Central in benefits received from the
State, and from none other has the State as
much right to expect relief from onerous con-
ditions made possible only by the acquescence
of this much favored corporation. New-York
makes no request that her seaport be favored
over others. She offers complaint because the
differential imposed against her to offset higher
ocean rates from the South Atlantic seaports
has not been invoked in her favor to offset the
lower ocean rates from Boston. But she should
insist and to the point of drastic measures, if
need be- that she be not Disseminated against
by the railway receiving so many benefits at
her hands
We believe that the dfferential against New
York would not exist moment beyond the
time when the Southern roads became convinced
that the New-York Central Railroad Company
would never again participate in an agreement
to discriminate against the State and city to
which it much. The failure of the New
York Central Railroad Company in the past to
take advantage Of opportunities to secure. or at
least endeavor to secure. judicial decision ad-
verse to the differential is inconsistent with the
theory that fear of a rate alone deters
this corporation from irrevocably Withdrawing
from the differential agreement.
There is one certain remedy that lies within
the power of the State to apply The surest
regulator of freight rates is successful COM
petition. Although the State is prohibited, by
the consensus Of opinion from engaging in the
operation of railroad, it is within its province
to adequately improve its waterways.
justification exists believing hat
SO, 100000 will complete the Improvement Of the
canals authorized by the act of 1895. We be-
ieve that the commerce of such canals i'm
proved as provided in 1895 would not tax the
limit of their capacity until it's volume has in
creased at least fourfold over that of the pres
ent time
The general opinion throughout the State of
New-York and in the West, wherever the Com
mission held public hearings, was that the eff
cheney of the Erie Canal would be restored If
boats capable of carrying loads of from twenty
five thousand to thirty thousand bushels of
grain could be passed through it.
DEFICIENT TERMINAL PIERS.
The lack of ample and shielded piers at New
York and at Buffalo minmizes the opportunities
Of the canal boats to seriously compete with the
railroads, and especially upon those high classes
of freight upon which the highest rates of trans
portation are paid. The railroads therefore
have the most lucrative of the traffic wholly
under their control, and are enabled to- and do
concentrate their competition with the canal
boats wholly upon that class of freight upon
the transportation Of which the canal boats de-
pend for a profit This In large degree ac-
counts for the willingness or ability of the rail-
roads at times TO carry grain at rates as low
or lower than the canal boats