The Worthington advance. [volume] (Worthington, Minn.) 1874-1908, 1876-01-27

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fsasDroaa connlssisns1es Report.
STATE OF M1sNEso7A, y
OFFICE OF RAILROAD COMMISSIONERS, :
ST. PAUL, Dec. 10th, 1875. }
TO His Excellency, CushmAn <. Davis, Gov
S1R: 1have tho honor of submitting
my first annual report, or the fifth from
TINS department, covering the operations
OF railroad companies in this State far
the year ending June 30th, 1875. :.
The reports from the companies are
not as complete in details as I had hoped
tney would be, except in the case Of the
st. Paul and Sioux City and Sioux Citv
and st. Paul, they being all that could Be
desired m every particular. It will be
seen By comparison Of the reports from
this department. for the years 1874 and
1875. there is falling off in the earning,
Of the railroads operated in this State this
year, ending June 80, 1875, of $l,242,.
|5l6.lo.100. There is partial compen
sation for this in the reduction of oper
sting expenses, year ending June 30th,
1875. Of 1914. .546.53.100, making the earn
ings less operating expenses for the year
ending June 30th, 1875, 1885,, 900. .66 less
than for the year ending June 30th, 1874.
The cause Of this falling of is accounted
for by the general depression Of business
and light crop Of 1874, this report only
Lowering tho business contingent upon
the crop Of 1874, the tonnage Of grain be.
ing less by l33, 1878 tons for the year end.
ing June 30th, 1875, than for the year
ending June 30th, 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 uninhabited portions of our State
to the northern and western frontier, has
not SO far proved remunerative to the
companies, but at the rate that portion of
our State has been settled since the com.
|pletion Of the railroads, the day is not
far distant when they will not only be
|remunerative, but together with their
land grants, will be magnificent prop.
erty. It 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 q population of about 40.-
lOOO, 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 corresponding in.
crease Of the taxable property in this
territory, IS for instance in the item of
lands reported by the several land grant
railroads, as sold and contracted to be
sold during the year ending December 81,
1874. and subject to taxation, is 1876, $780,
61-1O0 acres; and the total number of
acres sold up to December 81, 1874, is
o5l ,3A 41.100 acres; and the number Of
acres sold during the year ending Decem-
bcr 81, 1875, will greatly exceed that of
1874.
In comparing our railroads with rail.
roads Of other States, it would seem they
had been built far in advance of the abil-
ity Of the country to furnish them with
IN adequate amount of business to make
them remunerative. The railroads of
Minnesota have to depend upon the re-
sources and wants Of Minnesota for their
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, IS 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 10 do
al 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
It is estimated that tho standard gauge
a feet, 8 IL inches) railroads can be
built and equipped for from $4,000 to
$4,000 per mile, while the mar
road can be built for from $1,000 to $l0,.
600 per mile, making 4 difference Of
81, 900 per mile and saving in interest Of
$500 per mile per annum, which in add
tion to the amount saved in operating ex.
penses and wear Of rolling stock and iron,
which in round numbers We will estimate
to be as much more, making a total Of
900 per mile per annum saved to the
State. This is assuming that . narrow
gauge read has sufficient capacity to do
al the business that weuld be furnished
by the territory through which it might
pass for many years to come. Taking
the ground that narrow gauge railroads
are cheaper and have ample capacity to
do oil the business required, would it not
be we'll for those who have not railroad
facilities to investigate the narrow gauge
system!
The railroads of cur State have been
working under tho law of 1875, now near.
" ten months. Very few complaints
have reached this Office, and I think most
if not al, have been settled satisfactory to
shippers. The managers of the roads in
this State seem to be anxious to do all in
their power to accommodate the people
doing business with them. In a few in