Evening star. [volume] (Washington, D.C.) 1854-1972, 1931-01-29
NEW LINE ISL|NK
FOR RAIL SYSTEM
Western Pacific Entry Into
San Francisco to Aid Van
SWeringen Plans.

SpeClal DlSpatcn TO me star.
NEW YORK, January 2a.-The most
interesting recent development in the
railroad world comes out OF the an.
nouncement that the Interstate Conn
merce Commission has given permission
to the Western Pacific system to build
a new line, giving it an all-rail entrance
into San Francisco. This brings to
an end long and bitter contest be-
tween the California line controlled by
Arthur Curtiss James and the South
ern Pacific, which has been dominant
on the South Pacific Coast for many
years.
The effect of the commissions de-
cision in the development of another
tranScontinental line is also of great
Importance to all of the systems serv-
ing the Pacific Coast territory. While
the Western PacificS policies are di-
rected by Mr.. James, the fact that the
Missouri Pacific has an interest in the
property will permit the Van Swer-
ingenS to route traffic over their own
rails from coast to coast and lifts the
handicap which has been facing them
in being unable to get directly into
San Francisco.
Other Aspects Of Case.
Should they eventually carry out
their scheme to tie in the eastern
portion of their system with the BoS-
ton & Maine they will have a more
comprehensive tranScontinental line
than that which George j. Gould built
up and which had its Eastern terminal
at Baltimore.
There are other aspects of the case
that have doom cid rt,ffn
spect to future traffic questions. The
Western Pacific some time ago was
given permission to build a line in con-
nection with the Great Northern Rail-
way, which would form a through route
from the Pacific Northwest into South
ern California. With the 39-mile stem
now to be built from Niles, Calf, the
Great Northern will become competi-
tor of the Southern Pacific in terri
| tory that is being opened up for de-
| velopment. One of the strangsSt as
poets of the entire situation is that
while Mr.. James is believed to hold a
ma jority of the Western Pacific stock
and is one of the largest shareholders
of the Great Northern, his investments
in the Southern Pacific are also said
to be extensive. In spite of this the
contest between the Western Pacific
and the Southern Pacific over the San
Francisco entrance and also over an
application which the Western Pacific
earlier made to penetrate the region
south of San Francisco, has been fought
with great intensity
TranscontinentaI Traffic.
Since the Missouri Pacific came into
control of the Van Sweringens, there
has also been evidence of stirring
! fight for tranScontinental traffic be-
tween this road and the Southern Pa
cific In order to counterbalance this
the Southern Pacific purchased con-
siderable block of st. Louis-Southwest-
ern Railroad stock last year.
1t was felt by the Southern Pacific
mana cement that it needed line that
would supplement its Texas divisions in
carrying traffic up the Mississippi VAL
ley and into the ST. Louis district. In
the Interstate Commerce Commissions
consolidation plan, the st. Lou1S-South-
western was allocated to the Illinois
Central This road, however has shown
no desire for it. There was no pro-
test from it when announcement was
made that the Southern Pacific had
entered this situation.
Subsequently. however, opposition to
Southern Pacific ownership of the cot
ton belt" arose from competing lines,
including the st. Louis-San Francisco,
the Chicago, Rock Island &c Pacific,
which is a relative of the Frisco, and
the Texas & Pacific which is owned by
the Missouri Pacific. The contention
of the Southern Pacific interests Is
that they are gradually being shut out
of territory that is of great Importance
to them by the series of combinations
effected as a part of the development
of the Van Sweringen lines into trans
continental system serving not only the
central portion of the country between
st. Louis and the coast, but also that
between st. Louis and Texas and
through the Ell Paso gateway.
Copyright. 1879