Mower County transcript. [volume] (Lansing, Minn.) 1868-1915, 1876-01-27

TERMS $500 per Annum.
NO. 43. |,
RalIroad Commlssioner's Report.
STATE OF MINNESOTA, } l.
OFFICE OF RAILROAD COMMISSIONERS, I
ST.. PAUL, Dec. Goth, 1875.
70 His Exceilency, CushmAn K. Davis, Gov
ernor:
SIR: have the honor of submitting
my first annual report, or the fifth from
his department, covering the operations
If railroad companies in this State for
The year ending June 3Oth. 1875.
The reports from the companies are
not as complete in details as had hoped
they would be, except in the case of the
St. Paul and Sioux City and Sioux City
and St. Paul, they being all that could be
desired in every particular. 1t will be
seen by comparison Of the reports from
this department for the years 1874 and |
1875. there is falling off in the earnings
of the railroads operated in this State this
year, ending June 30, 1875, Of $l.242,-
SIG. 10 100. There is partial compen.
sation for this in tho reduction of oper.
ating expenses, year ending June 3Oth,
1875, of $374, ,546. .53.l0O; making the earn
ings less operating expenses for the year
ending June 30th, 1875, 1885,, ,969.66 less
than for the year ending June 30th, 1874.
The cause OF this falling off is accounted
for by the general depression Of business
and light crop of 1874, this report only
covering the business contingent upon
the crop of 1874, the tonnage Of grain be-
ing less by 1878 tons for the year end.
ing june Both, 1875. than for the year
ending June 3Oth, 1874, and in fact the
difference in tonnage is greater than is
shown by this report, by reason Of the
failure Of the Winona & st. Peter rail-
road to report the tonnage of grain for
either year, and in addition to the above,
where the crop failed the people were
not in condition to make improvements,
reducing materially the demand for lum-
Der and general merchandise.
The building OF railroads in this State,
stimulated by extensive land grants and
construction companies. extending in
many instances into and through the al.
most uninhabitcd portions of our State
to the northern and western frontier, has
not so far proved remunerativc to the
companies, but at the rate that portion of
cur State has been settled since the COM
pletion of the railroads, the day is not
far distant when they will not only be
remunerativc, but together with their
land grants, will be magnificent prop.
crty. 1t will be seen by reference to the
State Auditors and census reports that
our railroads have been Of incalculable
benefit to the State in causing the rapid
settlement of our frontier counties. In
the year 1870 forty of the frontier coun.
ties contained a population of about 4O.-
600, and the census Of 1875 shows pop
ulation of 10000 in the same territory,
an increase in five years of $4,000 or
200 per cent. This rapid growth is due
almost entirely to the building Of rail.
roads into and through the territory
There has also been a corresponding in
crease Of the taxable property in this
territory, as for instance in the item ol
lands reported by the several land grant
railroads, as sold and contracted to b<
sold during the year ending December 81
1874, and subject to taxation, is lSQ, $50,
6l-lOO acres; and the total number o
acres sold up to December 81, 1874, j:
951, ,344 41.lO0 acres; and the number o
acres sold during the year ending Decem
Der 81, 1875, will greatly exceed that o.
1874.
In comparing our railroads with rail
roads of other States, it would seem they
had been built far in advance of tbs abil
ity of the country to furnish them with
an adequate amount of business to make
them remunerativc. The railroads o.
Minnesota have to depend upon the re-
sources and wants Of Minnesota for thei1
business. and in the case of Wisconsin,
Illinois and the more eastern States, they
not only have the resources and wants Of
those States, but in addition have the
carrying trade caused by our resources
and wants, as the great majority Of our
produce and general traffic with the East
is carried over their lines. The fact that
eastern railroads have the capacity TO do
all their own business and ours in addi'
ton would seem to show that our rail.
roads were too large and have cost too
much money for the present wants Of our
State.
In view Of these facts, would it not be
we'll whenever, in our State, more rail-
road facilities are needed, to consider the
feasibility Of narrow gauge railroads
1t is estimated that the standard gauge
a feet, 1.2 inches) railroads can be
built and equipped for from $4,000 to
$4,000 per mile, while the mar
row or three feet gauge
road can be built for from 81, 900 to $lO,'
600 per mile, making difference o.
$5,0 900 per mile and saving in interest o.
$500 per mile per annum, which in add
ton to the amount saved in operating ex
pe,,ses and wear of rolling stock and iron
which in round numbers we will estimate
to be as much more, making total o
81, 900 per mile per annum saved to tn
State. This is assuming that q marrow
gauge read has sufficient capacity to d,
all the business that weuld be furnishc,
by the territory through which it nigh
pass for many years to come. Takin
the ground that narrow gauge railroad
are cheaper and have ample capacity t
do all the business required, would it no
be we'll for those who have not railroa
facilities to investigate the narrow gaug
system!
The railroads Of cur State have bee
working under the law Of 1875. now neal
ly ten months. Very few complaint
have reached this office, and think mos
if not al, have been settled satisfactory
shippers. The managers of the roads
this State seem to be anxious to do all
their power to accommodate the peopl
doing business with them. Ina few il
stances it would seem that Iii
tie greater effort ought to b
made to make closer connet
tions for the accommodation of the trav
cling public. It is my opinion that
would be for the best interest Of our Stat
and oil parties concerned, to allow tn
present law to remain asit* is, as IN,
change would only tend to unsettle mat