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ing from other lines to Atlanta, I will
remark that the E. T., V. & G. sched
ules do not suit them in scarcely any
case. Therefore, why should it blame
its competitors because their schedules
are arranged so that their trains make
connection with other lines in the Union
Depot and its schedules are not ar
ranged so as to make connection with
them.
Admitting, however, that the ques
tion of omnibus transfer in this latter
case is an advantage possessed by the
Western & Atlantic and the other com
petitors of theE. T., V. & G., let us
look at some other phases of this ques
tion.
From Atlanta to Jacksonville, for
instance, the Central Railroad has a
line via Savannah. This is 115 miles
longer than the E. T., V. & G. line
which reaches Jacksonville via Jesup ;
and, in addition to this, every passen
ger going to Florida via the Central R.
R. and Savannah has to undergo an om
nibus transfer at Savannah.
Therefore, the management of the
Central Railroad will be very derelict
in its duty to its stockholders if, when
the principle of differentials is estab
lished, it does not claim a differential
of at least 50 cents, or probably more,
as against the E. T., V. & G.’s Jesup
line.
The Central Railroad’s line to Flori
da byway of Albany is also longer
than theE. T., V. & G.’s line; but
here we can balance the greater length
of the Central Railroad’s line against
its advantages in entering the Union
Depot at Atlanta and call that square.
No differential ought to be claimed by
the Central there against the E. T.,
V. A G.
The Georgia R. R. Co. has a full
line of tickets from Atlanta byway of
Augusta and Columbia to New York
and other eastern points; but it has
no through car lines from Atlanta to
New York like the E. T., V. A G.
Ry and the Richmond A Danville
R. R. have. Therefore, the Ga. R. R.
Co. should have a differential on all
tickets sold from Atlanta to New York
as against both the Richmond A Dan
ville and E. T., V. A G.
The Richmond A Danville, I under
stand, have temporarily, “for the sake
of harmony,” conceded a differential of
SI.OO to the E. T., V. & G., by rea
son of the fact that the R. & D. say
that they have not only a shorter line,
but a safer and better managed line,
and, therefore, they feel that even with
SI.OO differential they are able to beat
the E. T., V. A G.
Now, we have two grades of differ
entials. The E. T., V. &G. having
a through car line from Atlanta to
New York is allowed a differential by
the R. & D., which also has a through
car line. These two lines should al
low the Georgia Railroad a differential
from Atlanta to New York, which I
should say, ought to be at least SI.OO
more than is allowed the E. T., V. A
G. This certainly would be nothing
but fair, if the Ga. R. R. chose to claim
it and insist upon it.
But as the Western A Atlantic’s
line via Cincinnati to New York is
about 150 miles longer than the E. T.,
V. A G’s line via Knoxville, which is
longer than the R. & I). or the Geor
gia Road’s line between the two points
referred to, and as it has no through
cars from Atlanta to New York, the
three lines above named should allow
the W. & A., a larger differential than
is allowed any of the others, and, if
they do, it will get a good business
which their failure to allow it a differ
ential now cuts it out of.
The E. T., V. AG. Ry. Co. ad
vertises that it has a line about 60 miles
shorter and consequently several hours
quicker from Atlanta to Memphis than
the joint W. & A. and McKenzie
lines have.
This being the case, as according to
the E. T., V. &G. Ry. Co’s own rep
resentation they have a much shorter
line and can reach Memphis several
hours sooner, they should concede to
the Western & Atlantic and McKen
zie line a differential, and the W. & A.
and McKenzie line will insist upon
and contend for it to the last extremi
ty, in case the question of differentials
is established as being correct, and the
rule applied accordingly.
The Western & Atlantic Railroad
Co.’s line from Chattanooga byway of
Atlanta to New Orleans and southern
Texas points is longer than the E. T.,
V., & G. line, and, furthermore, there
is a break of schedules at Atlanta of
several hours. Therefore, the West
ern & Atlantic clearly is entitled, on
the E. T., V. & G.’s own showing, to
a differential on business from Chatta
nooga to New Orleans and all points
basing on New Orleans, because it is
at a disadvantage as compared with
theE. T., V. AG.
But the E. T., V. & G. has a lon
ger line than the Alabama Great South
ern to New Orleans and Texas points.
Therefore, the E. T., V. & G., in that
event would be entitled to a differen
tial against the A. G. S.; and in this
event, there should be a grade of dif
ferentials.
In other words, if the E. T., V. A
G. should have a differential of, say,
50 cents on travel from Chattanooga
to New Orleans as compared with the
Alabama Great Southern, the Western
A Atlantic should have a differential
at least 50 cents greater, and if it got
that much differential it would secure
business which the failure to allow it a
differential now prevents it from get
ting.
So, likewise, on business from At
lanta to New Orleans and to Texas
points reached via New Orleans, the
Western A Atlantic Railroad should
have a differential against the Atlanta
A West Point line, because the latter
has through cars between Atlanta and
New Orleans; whereas, the Western
& Atlantic line via Chattanooga and
the Alabama Great Southern has to
change cars at Chattanooga, and is,
furthermore, over 130 miles longer,
and, therefore, several hours longer
than the Atlanta A West Point line.
The Georgia Pacific has a line long
er than the Atlanta A West Point.
Therefore, it should have a little differ
ential over the first named line; and
as the E. T., V. A G. is longer than
the Georgia Pacific, it should have a
differential also which would necessa
rily be a little greater than allowed
the Georgia Pacific; but, as clearly
shown above, the Western A Atlantic
should have a still greater differential;
therefore, there would be three differ
entials against the Atlanta A West
Point Railroad on business from At
lanta to New Orleans and points reach
ed via New Orleans.
The E. T., V. A G. Ry. Co. has
a through sleeping car line passing
through Dalton and Rome, to Mont
gomery, Mobile and New Orleans.;
whereas, the Western A Atlantic has
no through car line, and its passengers
from Dalton have to change cars at
Atlanta, besides, having to lie over
several hours; and its passengers from
Rome have to change cars at Kings
ton and Atlanta in case they desire to
go via the Western A Atlantic route to
New Orleans.
Therefore, the Western & Atlantic
should have a differential from Dalton
and Rome to all southwestern points,
and in case the E. T., V. A G. is al
lowed a differential to neutralize its
disadvantages at Atlanta, the West
ern A Atlantic will very certainly have
THE KENNESAW GAZETTE.
the differential above indicated.
Well, how will this work when you
get out of Georgia ?
The Louisville A Nashville line in
Cincinnati does not enter the Union
Depot, and is, furthermore, 110 miles
longer from Cincinnati to Chattanooga
than the Cincinnati Southern. There
fore, they are exactly in the category
of the E. T., V. A G. at Atlanta,
and, with the principle of allowing dif
ferentials established, the L. A N.
would be very sure to insist on having
a differential to neutralize its disad
vantages at Cincinnati.
The Nashville, Chattanooga A St.
Louis Railway at Chattanooga is at a
disadvantage on all business to Mem
phis and points reached via Memphis,
as compared with the E. T., V. A
G.’s Memphis A Charleston line.
And why? Because the Memphis A
Charleston line from Chattanooga to
Memphis is over 70 miles shorter than
the N. C. A St. L.’s McKenzie line
from Chattanooga. Therefore, noth
ing could be clearer than that the N. C.
ASt. L. must have a differential on all
Memphis, Arkansas and Texas busi
ness.
So with the business from New Or
leans to Chicago. The Louisville A
Nashville and Cincinnati Southern
lines compete actively with the Illinois
Central for this business. The Illi
nois Central, however, has almost an
air line, we may say, from New Or
leans to Chicago. The L. AN. is ap
preciably longer, and the C. S. is de
cidedly longer. Therefore, the Illi
nois Central must allow the L. A N.
a differential of, say, about SI.OO, and
the C. S. a differential of about $2.00;
or, if the Illinois Central runs through
sleeping cars from New Orleans to
Chicago, it must allow even a greater
differential, because tjie other two do
net.
Now, Mi. Editor, I have merely ad
duced these instances to show you how
far this thing reaches. I might bring
up scores of other instances which
would carryout this idea in all its de
tails, and demonstrate to you that the
E. T., V. A G. Ry. Co., in claiming
a differential atone point, cannot, with
any propriety or consistency refuse to
allow differentials at other points which
would more than neutralize the ad
vantages which it would gain by ob
taining a differential at Atlanta; and
it can be fuither demonstrated that if
the question of differentials is carried
to arbitration, ami the board of arbi
tration, decides that differentials shall
be allotted in all cases where lines are
at a disadvantage as compared with
their competitors, then, the Western
A Atlantic Railroad will be decidedly
the gainer.
If it admits the principle of allowing
differentials at Atlanta it will necessa
rily have to claim them and obtain
them at other points-—the general re
sult of which would balance up in its
favor; but which, nevertheless, would
unsettle and demoralize passenger rates
to such an extent that nobody would
know what the rates were, from one
point to another distant point; there
would probably be three or four differ
ent rates, and there could be no defi
nite basis established for making pas
senger rates.
The Western A Atlantic Railroad
Co. has, with the e facts in mind, qui
etly submitted to a loss of revenue
whenever it was at a disadvantage,
and endeavored to neutralize it by
hard work and efficient train service,
etc., and as you stated in your article
which brought up this series of mine,
the Western A Atlantic Railroad Co.
has never “plead the baby act;” but
has bravely faced every disadvantage
under which it has labored, and has
done the best it could to secure business
and earn revenue on its merits.
I may touch upon this subject in
subsequent issues. Until then, thank
ing you for allowing me space for the
couple of articles, I am,
Yours very truly,
Psalm CXLV 11.
1 The prophet exhorteth to praise God
for His care of lie church, 4 His power, 6
and His mercy; 7 to praise Him for His
Providence; 12 to praise Him for His bles
sings upon the Kingdom, 15 for His power
over the meteors, 19 and for His ordinances
in the church.
1. Praise ye the Lord : for it is good
to sing praises unto our God; for it is
pleasant: and praise is comely.
2. The Lord doth build up Jerusa
lem : he gathered) together the out
casts of Israel.
3. He healeth the broken in heart,
and bindeth up their wounds.
4. He telleth the numberofthe stars;
he calleth them all by their names.
5. Great is our Lord, and of great
power; his understanding is infinite.
6. The Lord lifteth up the meek :
he casteth the wicked down to the
ground.
7. Sing unto the Lord with thanks
giving; sing praise upon the harp un
to our God:
8. Who covert h the heaven with
clouds, who prepared) rain for the
earth, who maketh grass grow upon
the mountains,
9. He giveth to the beast his food,
and to the young ravens which cry.
10. He delighteth not in the strength
of the horse; he taketh not pleasure
in the legs of a man.
11. The Lord taketh pleasure in
them that fear him, in those that
hope in his mercy.
12. Praise the Lord, O Jerusalem ;
praise thy God, () Zion.
13. For he hath strengthened the
bars of thy gates ; he hath blessed thy
children within thee.
14. He maketh peace in thy bord
ers, and fillet!) thee with the finest of
the wheat.
15. He sendeth forth his command
ment upon earth ; his word runneth
very swiftly.
16. He giveth snow like wool; he
scattered) the hoar frost like ashes.
17. He casteth forth his ice like
morsels; who can stand before his
cold ?
18 He sendeth out his word, and
melteth them ; he caused) his wind to
blow, and the waters flow.
19. He sheweth his word unto Ja
cob, his stat utes and his judgments un
to Israel.
20. He hath not dealt so with any
nation ; and as for his judgments, they
have not known them. Praise ye the
Lord.
“Watch ve, stand fast in the faith, quit
you line men, be strong.'’
“Let all your things he done with charity.’
The above words, which occur in
the 16th chapter of First Corinthians,
scent to be practically the motto of the
Western A Atlantic people. Always
on the alert, always standing firmly by
their convictions, good luck seems to
attend their entire general dealings
with the public or when assailed, and
yet, tempering all of their triumphs
with charity, their course is one which
has commended itself to all fair-mind
ed and thinking people who have ob
served it.
The Western and Atlantic railroad
runs more passenger trains over the
same rails than any other railroad in
the South.
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