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Southern Pacific Company (Pacific System)
Central Pacific Railroad Company*.
Northern Railway Company*-
California Pacific Railroad Company*
Southern Pacific Railroad Company of California *
Atlantic and Pacific Railroad Company
California Central Railway Company
California Southern Railroad Company
Los Angeles and Pacific Railway Companyt
San Francisco and North Pacific Railroad Company.
Visalia Railroad Company
Eel River and Eureka Railroad Company.
Northern California Railroad Companyt.
South Pacific Coast Railway Company*.
North Pacific Coast Railroad Company.
Pacific Coast Railway Company...
Sonoma Valley Railroad Company.
Carson and Colorado Railroad Companyt.
Colusa and Lake Railroad Companyt
Arcata and Mad River Railroad Company
National City and Otay Railway Companyt
Nevada County Narrow Gauge
Nevada and California Railway Company
Visalia and Tulare Railroad Company.

58,393 30
2,290 00
4,361 00

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* Reported by Southern Pacific Company. † Not reported.


The total number reported is 1,079.


The total number of wooden bridges reported in the State is 1,391.


Total number reported, 36.


Aggregate length of trestles reported is 388,500 feet, or 73.50 miles.


Total number of tunnels reported is 76, with aggregate length of 58,443 feet, or 11 miles.


Attention is called to Comparative Table No. 21 for detailed statement of casualties for 1887 and 1888. The total number killed in 1888 was 175; in 1887, 123; an increase of 52, or 30 per cent. The total number injured in 1888 was 838; in 1887, 569; an increase of 269, or 33

per cent.

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In this, tenth annual report, appears for the first time a brief history and description of the railroad systems of the State, showing the conditions of each, the topography of the country through which they pass, and the principal commodities moved.

The cost per mile of the several railroad systems is shown, and although the figures in some instances seem excessive, and even fictitious, they are given to the public as they are collated by the Commission from the reports filed in this office, which reports are, in all instances, sworn to by the President and Secretary of each company.

The amount of money received by the companies from mails, express, sleeping car service, and extra baggage is for the first time shown.

Tables as follows are for the first time exhibited:

Showing gross earnings and operating expenses per mile of road.
Showing percentage of operating expenses to gross earnings.
Showing percentage of net income to cost.
Showing percentage of net income to gross income.
Showing deductions from gross income to produce net income.
Showing increase and decrease of earnings.
Showing commodities moved.
Showing statement of wages.
Showing cost of, and amount of fuel used.
Showing number of stations, wood bridges, iron bridges, trestles, and tunnels.

All of above tables are interesting, and discover a great number of results that are valuable to the public.

During the past year seven more railroad companies have been brought under the jurisdiction of this Commission, adding some one hundred and eighty-five miles to the mileage of the State. While these roads do not represent a very vast mileage, the commodity moved, and passengers carried, amount to a very considerable figure.

We think it opportune in conclusion to refer to a subject which, during the last year or two, has forced itself on the attention of every one connected with railway management, control, or regulation, and to which this Commission has given watchful attention. We refer to the operation of the Interstate Commerce Act. After very diligent inquiry, we are inclined to the belief that the fourth section of the Act, known as the long and short haul clause, is prejudicial to the interests of our State. Our people are large consumers of all the manufactures and many of the products of the Eastern States, and are vitally interested in securing advantageous rates for the transportation from remote States, which manufacture largely and cheaply, or supply the products we need. Within a very few years our people have become large producers of commodities for which the home market is very limited, but for which there is a vast market in the Eastern States, and to the expansion of the marketing area for our products, we must, in a large measure, look for continued prosperity. Any law restricting our markets, whether as consumers or producers, is of doubtful public utility. There can be nothing wrong or harmful to the interests of the people of this nation in the greatest freedom for interchange of commodities between the East and West, and the law which makes the rates and facilities to or from remote sections of this great country dependent on the interests of intervening sections of comparatively trifling importance to us, cannot be beneficial in its results to this State. This we think wrong on the highest public grounds, nor can we conceive it to be in any sense to the real interest of our people. Although the functions of this Commission are necessarily and properly regulative, we think it well not to lose sight of the fact that our own railways are very large distributors of moneys in our midst, a large proportion of their earnings returning into general circulation, which is not the case with foreign carriers. On the whole, we feel justified under every wise consideration in entertaining the hope that considerate and timely national legislation will obviate the anomalies which the present Federal law regulating carriers has produced.




Board of Railroad Commissioners. VARNEY W. GASKILL,


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