THE SAN FRANCISCO MAIL SERVICE.

Evening Star, Issue 4086, 31 March 1876, Page 4

THE SAN FRANCISCO MAIL SERVICE.

A lecture on the above subject was delivered in Wellington recently before the Philosophical Societyby the Hon. Dr Grace. The first half was to some’ extent an explanation of the difficulties with which the Pacific Company have to contend, and the efforts they are sincerely making to overcome them. The second half of the lecture was devoted to the prospects of the Australian and New Zealand venture in which the Company is engaged. We reprint this portion of the lecture, as it is specially interesting on account of the nature of the support which it shows the Company to be receiving in America, the reasons it gives for the accordance of that support, and the wise ’ measures it proves the Company are taking for continuance. The remarks are as follows: The effects of the long-continued commercial depression in .America had led to the locking up of capital, "a general alteration in values, diminution in the cost of labor, lowering of tde price of food, and increasing the number of the unemployed ; therefore, Americans began to perceive that new fields of enterprise must be opened up; and in answer to that feeling the Pacific Mail Company, urged on by the merchants of the eastern and western States, tendered for this contract. Agents for the Company were employed to travel the States and interview manufacturers,' and the most reliable pledges of extensive support were given by the manufacturers, conditionally that ah efficient service should bo established, and conditionally that freight carrying vessels were constructed and used in the service. The three new ships recently built by the P.M. Co. area guarantee of their good faith. These vessels cost L15Q,000 each, and are specially built for the passenger, and wool trade. The whole of the main deck from the saloon to the forecastle is open, :dry, and ventilated from the sides. The intention is to store the wool there, to collect cheap matting in the China seas, and place it between the layers of bales, to opeu the batches on each side when in the tropics, to prevent heating, and eventually to discharge the bales, so as to avoid labor in handling, straight into the cars' on the wharf in San Francisco, and without delay despatch, it to its destination in the States. But the enterprise of the Company goes farther than this. It is proposed to erect enormous wool-sheds on the wharf in San Francisco; to store wool consigned for sale free of all charge for a certain time, to retain first-rate wool salesmen and valuers, and to hold regular sales in imitation of the system which obtains in London. By arrangement with the Central and (Union Pacific, cheap tickets, both ways for one fare, are to be given to buyers frequenting these sales, and the wool is to be freighted overland at such reduced- prices as will tempt buyers from the remotest parts of the States. An arrangement has also been effected with the three lines of steamers sailing from New York, and with the railway company, by which wood can be transmitted through the mail to England,’at such rates in the aggregate as are now charged by steamers from Melbourne. It will be perceived from all this that the ideas of the P.M. Co. are farreaching, and it may naturally be asked, have they the power to give effect to their objects ? Their position for the purpose is a commanding one. From the circumstances of their business and the investment of capital in railway stocks, they hold a control in the management of the Union Pacific. Carriage by water is always cheaper than freight by land. The P.M, Co. was therefore the great competitor with the railway fOr the passenger and freight business to the Western States. When this was recognised, a compromise was effected by which the P. M. Company received five dollars a head for every passenger by the transcontinental railway, on 'condition that they agreed to keep up the passages and freights by sea to an agreed price. This concession, with the community of interest resulting from the same parties holding stock-in each company, places the contractors in a position to dictate terms for their Austraasliau freight and passengers, and the increase of the trade is looked upon as such a .certainty, no effort shall be left unmade by the railway to make the enterprise a success. Again, the competition is so keen between the steam lines from New York to England, that all the companies have come into the arrangement rather than run the risk of being left out in the cold. Regular bullion rooms have also been provided in each of the steamers, and an arrangement made with Wells, Fargo, and Co for the transmission and care of the precious metals from vessel to vessel. It may naturally be inquired what are the prospects of a trade entered into with such spirit ? The Americans think very highly indeed of the future of this trade. The late Mr Ralston, of San Francisco, was so convinced of the necessity of this trade for the development of American industries that he seriously proposed to buy the steamers from the P. M. Co,, and start the line himself unassisted by any subsidy. . . . It may be interesting to you to learn what are the views of the contractors with , regard to the passenger traffic. A careful examination of such ships as the San Francisco will go far to answer that question. Their intention is to make the line more attractive and convenient than the Suez route, and I am convinced that in a little time they will succeed in their design. Their great wish is (as far as I could learn it) to run a steamer direct from San Francisco to either Auckland or Wellington, and thence to Sydney. In that way they could make quicker time aud with greater certainty than is made by any other route. It has been arranged that the mail trains shall take only five days in the transit from San Francisco to New York, Therefore, if nineteen days were allowed from New Zealand to San Francisco (ample for a direct route), five for rail transit, and 10 for the Atlantic, our mails would reach England under 35 days. I know the impression exists that snow blockades on the railway are very frequent, but careful inquiry convinces me they are very rare, and must become more infrequent still. On one part of the line there are forty consecutive miles of snowsheds, and as experience demonstrates these are increased, or barriers erected for fending off the drifts. In course of time, as the trade became established, the Company would contemplate a dragging line, that is, a slower freight line, calling at all intermediate ports, and alternating as much as possible with the main line. Beingvery much interested in the prospects of our commercial relations with the States, and somewhat anxious about our habitually large expenditure in mail subsidies, I took every opportunity in my power whilst in America to familiarise myself with the possible outlets for our products, and the information, I have afforded you is the result. Gathered in very many places, collated, dissected, and its parts compared with each other, I have little doubt that it covers, as with a .tattered cloak, the views of our I Trans-Pacific cousins in regard to this service.” After some few apologetic observations, the lecturer resumed his seat amid i