New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1921-10-09
Pennsylvania Loss of n. & W.
Under System ? of Much Import
Such Arrangement Would Profoundly Affect,
Traffic Relations Of Main Artery
of Proposed Line

This IS the second Of series Of dolly
~rt,cisS aac 'T-;ng The proposals Of tire
T.terstets Commerce Commission for
~ consolidation 81 the rcilroadS al the
.oautrg iuto Elnsfrsn MAJOR systems
RE series IS based partly on data OBJ
s,;8sG ir ;rte~vieics icsth bankers aud
-sIroed srec'zrlves. Hearings ,eiN Be
.sa a. Washington subsequently on the
..sroer prcqrcns Ths third criticize Of
skf ssr-es heiI appear IN the financial
ssetion -morrote.-~FiRGnelai Editor
On tho face OF it, System No. Of
.hs railroads az arranged by the Inter
tate Commerce Commission, appears
- Be nothing but the Pennsylvania
railroad System and Pennsylvania
lines West as now constituted. Ac-
.nalIv. the Pennsylvania IS as funGa-
nentally affected by the consolidation
II railroads as any of the roads which
are com bned into the Interstate Com
merce Commissions nineteen United
States systems.
The Pennsylvania controls the Nor
folk ( Western. The Interstate Com
msrce Commission would do away with
This control and make the Norfolk &
western together with its connections
q is y
This alone would profoundly affect the
.rsic relations Of the Pennsylvania,
IN. the formation of System No. 3,
which has as its backbone the Baltl-
more & Ohio. Reading and New York,
New Haven < Hartford, would even
mora vitality affect the Pennsylvania.
THIS statement ~ not an echo of
psnnsvlvania Railroad officers opinion;
I Is the consensus of opinion OF OIL
.srs connected with all OF the three
.vstsnns New York Central, Pennsyl-
ysnia aaa Baltimore K Ohio. 1t IS
,scessarv. therefore 70 consider Sys-
.sn, No. , and System No. 8 in the
cane article The Philadelphia
psadire and the Central OF New Jersey
linz togethsr these two systems N such
a wav as to form the hub Of the en-
tire situation. ~
York Central each have a large IN
|. +srest in rhe Philadelphia K headlng'
rhich in turn owns the controlling IN
,srsst In the Central Of New Jersey.
| The Pennsylvania has a large enough
| ,nteresS in the New York, New Haven
q Hartford TO have an influential voice
| n i.s management, and to dominate TO
= considerable extent, its traf1lc
policies.
Creating a Competitor
Leaving the Pennsylvania Intact as
sv,tsn. No. ., except for the taking
swav II control OF the Norfolk &
V..+ern. the commission forms Sys-
.em No 8 by combining the Baltimore
/ . Ohio. the Reading, Central O. New
Jersey and New Haven, with some
smaller roads thrown in. The New
daven's interchange OF trafnc TOT the
svhole territory south of New 1orK
- ~ St Louis and south Of the
tysw York-St. Louis line IS largely with
Inc Pennsylvania at present. Link the
igeading. Baltimore & Ohio ard New
lgaren and you 1T once get an
1.hsoI,,.elv different lra-te sifuation.
lTarc into and out Of New England
L. an innportant factor IN Pennsylvania
Railroad gross earnings. Take ms
Esray from the Pennsylvania, and you
5atally affect that systems earnings
1 The Pennsylva connection with
lie New Haven is the SNORT route pc
lssen New England and the sogtneas'
IA southwest The Baltimore & Gblo,
lsoing and Central of New Jersey
rsetion with the New Haven is the
wada5out route for freight into and
T., o. New England. The most Geo
1nical way fer traffic TO move, even
sen o-i mated by the Baltimore &
t1A.c st S.. Louis when destined or
Nv Ln1.and. would be, IN part at
east, over the Pennsylvania, but no
Iailroad can be compelled to short-naul
self Therefore, if the Baltimore G.
Ohio originated traffic for New Eng
and. under the Interstate Commerce
,Csmmissjon arrangement it would haul
Inc traffic all the way into New Eng
and over It's own system, forming the
long uneconomical route, but a route
IFnich would conserve 30 itself the full
late from s. Louis to Boston
One OF ne objects Of the com bina-
ilon o. roads in intention Of Senator
Cunnins and o many Of che more
ia0ughtful Congressman was 70 effect
llctuzl ecorcm ies, such as are possible
I.aeoreti caily under z combined system
4 rsilroads. but n this case the inter
tate Commerce Commissions group
1gs in Systems and have exactly
ae opposite effect
Wast appears 70 be likely to happen,
ass this il the comment Of railroad
yea connected either with the roads in
,Systsm 2 or IL system 8, Is that some
tang wi. be taken away from the
'en,sylvsnie which will not be an eco
'onIs bereft 20 me Baltimore & Ohio
sv Haven combination.
Coal Traffic
While the setting Up Of competitor
the Norfolk & Western, Toledo &
do Contra system does not have the
-nediste profound effect On the traffic
tee Penn ana eystem as does the
aFlhsial b.ration Of d long haul
sste, X neysr-ncless has possible
fst-reach.ng eject on the Pennsyl-
szss future As j, is now, the To-
80 gsio Central = operated so far
rafic relations 90 al q part # nc
~ Tor. Central srstora. forming 4
snsscting INK vita the Norfolk e
'ssIsrn. Inc Nerfolk & Western,
"a - pelcy ccwfr ated b. Pennsyl-
<aa Interests. sends only 20 much
=. o7er The 70. edo g. Ohio Central
ass % TIRE lakes az clearly shows a
'pas = tsel 90 compared with q
ztf asl. Ell irs own lines TO a con-
r. Pens ~'rania n Gin
s'ssa. Let ne Norfolk & Western,
ete-. eT Ile Toledo & Ohio Cen
Ia al IS .11 lore naui on coal, IN
q b. rr ~ Cincinnati, is 20 - e
70 va teo Toledo Il Ohio Central.
e faxes trafc end revenue directly
eraoie extent from the
ation Of Traffic
re fsrass l7aafa is such tremcn-
eeaa ~ettd sy tom. "a nov con-
<iee tsa i-s very soivercy depends
~ fes stj 1etr-ert % IS 'raHic
aa. proof aere needed al ibis,
rea eject seh5ch the chang