The Wichita city eagle. [volume] (Wichita, Kan.) 1872-1883, 1877-02-15
Tor he Ezo:.x'
Raiiroa1s.
CLzARwArER, january 80, 1877.


ship to go wild on the railroad ques-
ton. There are now three railroad
companies organized, and being er-
ganized in the township. The first
company to be organized is to be
known as the Clearwater, st. Louis
& New York Railroad Company. The
enterprising people who propose to
organize this company, intended at first
to construct road on bee line from
Clearwater to New York but after the
Mississippi river froze over out of
sympathy for the people of st. Louis
and in order to encourage that -four
ishing village and secure its trade to
the city of Clearwater, they have con-
cluded to vary their line and make ST.
Louis point on the road.
The second company now to be or
ganized, propose to build railroad
west to be known as the Clearwater,
San Francisco & Brazil Railroad.
These people intend to only complete
their road to the western coast of Bra
zil this spring, bnt will at some future
time extend it to Hong Kong.
While the third company, now well
organized and and moving along with
the vengeance of Mexican scooting
his mule over the river on ice, intend
to construct railroad from the north
pole on the most paying route to Be-
lott, Mitchell county, Kansas, thence
to Burton on the Atchison, Topeka &
Santa Fee Railroad and from Burton
zigzag down to Clearwater, which
place will be the southern terminus of
the road till the ground thaws out,
when the company will probably ex-
tend the road south TO some point on
the State line in Sumner county. There
is difference of opinion among the
members of this association as to the
gauge TO build this road Some claim
that a narrow gauge can afford the
cheapest freight rates, while others
contend that a standrd gauge railroad
can afford the lowest rates of freight.
Deacon ID. tavors the narrow gauge,
and says that as the cost of construc-
ton and running expenses of narrow
gauge railroad are one-third less than
that of standard railroad, its plain for
any one to see that narrow gauge
railroad can and will afford lower
freight rates than standard gauge
railroad will. Capt. NJ. says that the
Deacon's argument seems good, but
that he is little muddled trying to
understand it. 1t looks reasonable
enough that the less it cots to construct
line of transportation and the less its
running expenses are, ought to be
proof that it could afford the lowest
freight rates. But then he says we
can take that argument and prove that
mule team could afford lower freight
rates yet, than narrow gauge railroad,
as the first cost of the machine would
be less and its running expenses would
only be peck of corn q day. Col. c.
says that the Dcacon's argument is
good as far as it goes, but it only COW
ers one side of the question. The
Deacon has left out one considerable
item in railroading, steamboating,
drinking whisky, ETC., ETC., per annum
for ten years on his original cost of
construction, One thousand dollars
would be 81 900, which added to his
original cost would be $4,000. Then
the difference between $l565.O 90, his net
and $4,000 his original cost
and interest, would place the Deacon
in the hands of receivers for $45500
Let US now handle one for ten years.
My cargo would be sack and half
of flour day at 81 per sack for 3l3
days which would be $469.5O per year,
for ten years, would $4,695. My run
ming expenses would be IS cents per
day, and for one year would be $2O8.66
for ten years would be 49, S6.66. You
will find by figuring that my net earn
ings for ten years would be $2,608.33, |
and my original cost and ten per cent.
interest per annum for ten years would
be $1,000, and the difference between
So 900, my called capacity.
The whole thing summed up, gentle
men, is this: Suppose the Deacon to
be a narrow gauge railroad, and l
gauge railroad, and we take
! contract to move flour from Clear
water to Wichita for ten years. Now,
he Deacon is narrow gauge, 81 900
/, a standard gauge, am a
81 500 enterprise, aud have third
greater capacity than the Deacon. We
both run on the same time, making
rip day, every day in the year, ex-
,ept Sundays, for ten years. Now let
is handle the Deacon for ten years:
lis cargo is sack of flour day at 81
Der sack, making 81 per day for S13
lays, which would be 1913 year for
en- years making $3.50. Suppose his
unning expenses to be so cents per
lay, that be $156.5O per year, for ten
ears would be 81 ,565. Now ten per
ent. interest, original cost and inter-
st, and $l,6OS.33 my net earnings,
would be $391.66. So we find gentle
nen, said Col. A., rubbing his left ear,
hat the Deacon, as a narrow gauge
abroad enterprise for ten years, would
'e worth inst $435 less than nothing,
While |, as standrd gauge railroad
or ten years would be worth only
1896 less than nothing. Deacon II.
cratched his heel on the corner of the
tove, and asked two weeks time to
leditate, when he would reply to the
colonel.
The citizens of the townships thro' t
hitch this contemplated road is to run {
re to vote bonds to build the grade l
nd bridge and place the ties along the /
ne of road, while St. Louis organ
rinder is to furnish the capital for the
ills, rolling stock and other equip
tents. JAKE JINKS.
Whipped at Every Point. 1
The following dispatch has been re- !,