The Washington times., 1908-10-09
Railroad Man FavorS Paral-
leling of His Own Line by
Route for Ships to Gulf.
ADDRESS MAKES
DELEGATES CHEER
Members of Association Approve
Sentiments Of Noted 1ranSporta-
ton Expert in Chicago.

CHICAGO, oct. 9.-Theodore p.
Shonts. president Of the Chicago and
Alton railroad, as the principal speak
or before the last days session Of the
Lakes 10 the Gulf Deep Waterways AS
ISOLATION convention today.
Unusual attention was shown Mr.
shonts, and his views on The Future OF
Rail and River Transportation" was
attentvely listened to because, as a
railroad man, he advised the building
of a deep waterway paraueling for al
most its whole length, the railroad OF
which he is head.
John a. Ockerson. of St Louis, a men,
Der Of the Mississippi River Commission
and official delegate of the United States
TO the International Congress Of Navi-
CATION recently held in St. Petersburg,
addressed the convention. His address
was the first of the day
Shont's Address
Mr.. Shonts said:
THE widening and deepening Of the
waterway between the lakes and the
gulf has long since become matter
Of national Importance The construc-
ton Of a great inland harbor, reach
Ing from the gulf TO the lakes. Will
develop the Mississippi valley, until 1t
becomes as great in manufacture as it
Is in agriculture.
with the completion OF its sister
enterprise the Panama canal, the mar
kets OF Central and South America VIII
be brought to the very heart Of our
country. Ships will be able TO load
in Chicago and deliver the cargo alOnS
both coasts Of Central and South Amer
ica before vessels from European coun-
tries have more than fairly started.
ID Of ~ IA
look upon our enterprise with unfrlend-
~ eyes. AS president of the chicago
and Alton railroad, one Of whose main
lines reaching from Chicago To 81. LOUIS
win be paralleled by the construction
of your deep waterway. / can say that
our company viii cordially welcome the
early completion of your great under
"The great obstacle that steam rail-
roads have TO overcome, II they are
permitted to expand as the trathc
grows. is providing adequate terminals.
It's Magnitude
This problem has attained such mag
nltude that some students of transporta-
ton affairs are discussing the feasibility
OF having the Government provide ter
minal facilities in order TO protect
American commerce, but this is the so
luton least to be desired, because II
would be the first step toward Govern
ment ownership.
The opening of this waterway would
greatly aid in the solution OF this queS-
ton, because every point Of the uiOL-
sand-mile harbOr from Chicago TO New
Orleans would be accessible for teri9l-
mel facilities.
THE history Of transportation by rail
and water in the United States shows
that the traffic created oy the railroads
has grown more rapidly IMAM il mas
been possible TO extend the lines.
A. "a UHN W
of TRANSFORMATION The canal aids Che
railroads in oar national development
do the Golfers Of investors IN Amer
lean railroad securities open as TeadIly
as in the past to provide he funds ne
CeSSaTy to keep our railroad ceFe-pp-
Inent abreast of our tralhc require
ments?
You gentlemen at once answer No.
But what is the reaSOnZ
1T is the fear OF Government opera
tom Of our roads through commissions
who have no financial responsibility
Danger in Commissions
The idea of operation through com
missions is the iuesaI outcome Of pub
lie measures at Erst preventive and
justified, but which have become a
dangerous interference.
THE idea Of physical operation Of
railroads by commissions has come into
being and therein lies the greatest dan
ger which our country faces today. The
principle Of the opera ton Of railroads
by commissions, 1 insist, is a grteyous
wrong. that il amounts 20 confiscation OF
property without due process of law,
and that Il is wholly un-American.
I'VE have in New York State today
practical operation OF transportation
lines by commission. The New York
public service law has placed its com
missions practically in the shoes Of the
directors Of the railroad corporations
What IS the result2
TRANSPORTATION develop in New
York is not paralyzed, il is dead. This
is not because Of anything that the meT
who now constitute these commissions
have done; but the menace is in the
law Until legitimate regulation is sub
stituted for the physical operation now
authorized there can be no railroad
progress in New York. Rather thar
see this anomalous condition becOm,
general and permanent, IL would prefer
governmental ownership.
Believes in Regulation
'Do not misunderstood me- I beiievt
IN supervision or regulation by com
mission. The great danger lies in thos,
sections of the laws which practically
place the operation Of the railroads il