The times. [volume] (Washington [D.C.]) 1897-1901, 1901-04-20
RAILROADS And PROGRESS
Testimony Given Before the Indus
trial Commission.
George II. Anderson on the Relation
Between Transportation and Pros
perity Discrimination in Rntes
Affairs of the Cordagc Trust.

George H. Anderson. of Pittsburg. Pa
a member of the Chamber of Commerce
of that city. yesterday gave to the In
dustrial Commission his views on condi-
lions of transportation as affecting in
dustrial affairs in the United States. La
Dor and Industrial conditions, from their
economic social, and political aspects, ne
thought We're second to none in Affect
ing the welfare and prosperity of the
country But for the expansion in rail-
way facilities, however, this increase in
prosperity and wealth, attributed to in
dustrial development, would have been
impossible.
Referring to Pittsburg, Mr. Anderson
said that from 1880 until 1850 the growth
in population was very moderate. After
the advent of the Pennsylvania Railroad
in 1852. the city made rapid strides to-
ward it's present condition. Now with
Pittsburg as the centre the district for
radius of sixty miles thereabout has a
larger population than any correspond
ing area west of the Atlantic Coast. and
is truly called the empire of industrial
enterprises. a complete interdependence
existed between industrial and transpor-
tatiOn interests and neither would have
prospered without the other.
and certain "demagogues." Mr.. Anderson
said unjust discrimination was not prac-
ticed by the railway systems. If one city
or district was favored it was but a short
time until railroads in other districts
were compelled TO grant the same con-
cessions in order to protect industries de-
pendent upon them, as, by protecting
patrons. the life of road was sustained.
Lowness of rates was not as desirable as
stability. Determinations against any
special locality could not exist for any
great length Of time. The favoring of
special shippers and special commodities
had forced railroads to give equal con-
cessions, and If those rates were not re-
munerative the loss was made up by excess
charges in other commodities and on other
shippers. And if one city or district was es-
pecially favored it was but short time
until railroads in other districts would be
compelled. i'll order to maintain themselves,
to offer shippers the same or better rates
than those which the specially favored
districts temporarily enjoyed.
Mr.. Anderson considered waterway
transportation as "A great factor in in
| dustrial Development, without which gem
| erai prosperity would be dwarfed and
| crippled. The Great Lakes carry 25 600 =
| 900 tons annually at rate impossible in
railroad transportation, while the nayi-
gable streams of the Mississippi and Ohio
- or
| 30 900, 900
Mir. Anderson thought the question of
fuel the most serious with which the older
countries had TO cope and that the grow
ing scarcity of coal was daily deducting
from their supremacy in productive
| forces. With the cheapest, the best and
the most abundant supply of fuel, the cen
ire OF industrial production would grad
ually change to the United States. With
our unlimited coal deposits and our ia
vorable transportation rates-by rail to
the Atlantic Coast and water to the Gulf
the world would in the not distant fu-
ture pay tribute to us for its fuel SUPPLY
Mr.. Anderson was strongly in favor of
an isthmian canal 1t was an absolute
necessity and would still further advance
our export facilities and prove a benefit
to our commerce. In this connection
however, IL was necessary to consider the
imperative demand for the reinstatement
OF United States mere liant ship service
without a merchant marine isthnian
canal would be of little benefit to us
Mr.. Anderson thought that there should
be no rivalry between rail and water s5as-
competition, as one service was an auxiI-
larry of the other II the isthmian canal
We're built and great merchant marine
established the effect of carrying Ameri-
can products from the heart of the
United States to central Europe by a
continuous water route could only be
guessed. 1t might result. he thought, in
a revolution in the carrying trade TO the
markets of the Old World
Mr.. Anderson thought the Interstate
Commerce Commission should be given
sufficient power to restrain railroads from
exercising undue power or discriminating
against the general public. Pooling agree
ments should be legaliZed between trunk
and competing lines, but made public and
under the control OF the Commission
The most serious question OF the pres
ent arose in dealing with the army of
men employed by railroad and Industrial
interests. The recognition of unions and
intervention of friendly arbitration would
in great measure prevent strikes and lab
or troubles. An essential condition nee
essary TO the harmonious relations be-
tween the great factors o. labor and cap
ital were Cancellation, arbitration, and
mutual forbearance.
J. G. Taylor, of New York. Secretary of
the Standard Rope and Irvine Company
testified concerning the cordage combiua-
ton. The Commission. with the aid OF
Mr.. Taylor, thrashed over a good deal of
old straw. and but little information was
elected beyond that already given before
the Commission.
Mr. Taylor, who has been connected
with the hemp industry for the past four
teen years . said that. in his belief no
money had been made in the manufacture
of hemp in the last five years Profits
that the manufacturers had been able to
make were due to Speculations in the raw
material He gave II as his opinion that
the formation of the National Cordage
Company was due to their raising the
prices for their manufactured product be
yond the intrinsic value Of their manufac-
tured product.