Western Kansas world. [volume] (WaKeeney, Kan.) 1885-current, 1886-02-06


iation and business of the state twenty-five
years ago, it will be seen that the present
mileage shows an increase but slightly in
advance of the ratio of increase of traffic
and population. II the same ratio of in
crease and growth were to continue, Kansas
would double her present population and
productive capacity within another decade.
He would be very sanguine man who
should expect such result. As the settle
ments recede from the eastern border, it lie
to be expected that development will be
slower, and be attended with greater diff
Guilty. 1t IS, however, certain that the eager
ness with which cheap lands are being
sought for, and the great tide of emigration
that is bearing itself westward, will rapidly
fill up the remaining unsettled portion of
the state with an industrious and enterpris-
ing population. There will be room and
business for considerable more railroad
mileage in the near future, not, however, for
all the chartered projects which exist on pa
per, for 1t is to be presumed that a portion
of the state will be needed for other pur-
poses besides ground upon which to plant
railroads.
Heretofore there has been, in their mate
rial aspects, harmonious development of
the railroads of the state and the interests
upon which they must depend for support,
the building OF these works has kept pace
with the increase of population and the
growth of business. 1t will be well for the
state if these conditions shall be maintained
in the future. Although railroads are good
thing and necessary, it is possible to have
too many of them. 1t is not wise to invest
in the business of Transportation or other
utilities larger capital than can be reason
ably supported, since these agencies must
be maintained by those industries that are
directly concerned with production. The
undue multiplication of railroads, instead of
having the effect of creating competition,
and reduction of rates of charges, as is popu-
larry supposed, has the contrary effect of
forcing combinations and the maintenance
of rates. An examination of railroad sta
tistics shows that the rate of charge made
for moving ton of freight in different parts
of the country bears pretty even ratio to
the volume of business done over railroads
1t is the lowest where the volume of traffic
is the heaviest in proportion to the number
of miles appropriated. In the great middle
states the rates are lowest, and the traffic the
greatest, both in freight and passengers
The rate of population to each mile of rail-
road in those states being 700, in Kansas 2G0
This point can be better illustrated
by e comparison of the railroad systems
of Ohio and Kansas. The railroad system of
Ohio, including the mileage within the state,
and that which, though extending into ad-
joining states, is operated in connection
with, and forms par of, the system of the
state embraces 9.205 miles. The number of
miles of railroad in the Kansas system, i. e.,
the mileage in the state and that connected
with it, though extending beyond its bound
aries, is POP miles in excess of the mileage of
the Ohio system. The tonnage carried over
the two systems, respectively is represented
as follows: Over the Ohio system 6,373, $685.
PA tons hauled one mile; over the Kansas
system 2,Sll, 141, G6l tons hauled one mile.
The relative population to mileage in Ohio
is 4O to each mile, $50 per mile in excess of
that which obtains in Kansas.
The rule that the rate of charge upon
railroad freights is very largely
determined by the volume of traffic
relatively to the number of miles of road to
be operated, holds true everywhere. For
example, the volume of business done over
the English railways is greater than that
carried ever the railways of Germany, and
the rate is correspondinglyl lower in England,
notwithstanding the English railways are
for 5000 per mile and the
German for one-half that sum, and notwith-
standing the former are owned and operated
by private companies, and the latter by
paternal government.
The unnecessary MULTIPLICATION of apen-
cles in the work of transportation involves
expenses to be borne and capital
to be supported, and this can only be done
at a higher rate than would
otherwise be necessary. The SUPPOSE
ton that by this means competition
is stimulated, is delusive, and is based upon
the notion that it is the interest of railroads
when built to engage in the work of mutual
destruction. There is no more philanthropy
in the motive that underlies the railroad than
IN that which moves the building of work.
shops and the establishment of the various
avocations and professions.
Each supports his own because it supports
him. When it is profitable co compete, there
will be competition, and when it is not, COM
oination will rule; and as rule it is more
profitable to combine than to compete when
he agencies employed in any particular line
ire more numerous than the business to be
lone requires.
The rapid growth and development of Kan
'as, a growth that is marvellous even among
American states, has furnished, and still
pliers an inviting field for railroad enter
Prise. That railroad expansion will keep
FULLY abreast with the advancement of the
state, we may rest assured that the railroads
md the public may cooperate harmonious
y to secure the highest attainable degree of
ocal prosperity, is consummation devout-
y to be wished.