Fort Worth gazette. [volume] (Fort Worth, Tex.) 1891-1898, 1891-08-16

proXimately speaking, was two and quar-
ter times as great IS III Georgia.
1t viii be readily seen that 4 railroad 100
miles long will derive more revenue from
hauling four tons OF freight 10 the end of
lis line at 80 cents per hundred pounds, than
another road POO miles long would derive
from hauling two tons OF freight 10 the end
Of its line at 20 cents per hundred.
Thus the fact that the Texas roads are
much longer and haul 4 large part OF their
freight traffic long distances at greatly less
rates per mile than for the shorter dis
tances, equalizes the lesser rates that may
be charged in Georgia
FOE TIE Snort DISTANCES.
Il would not be just to apply the Georgia
tariff in Texas without giving us the Dene-
fit of the Georgia distances. You can do
this by dividing the Texas roads into sec
tons, making each section the average
length OF the Georgia roads, subject TO that
commission. and applying the tariff to
these sections. For instance, assume that
the average length of the Georgia roads.
subject TO the commission tariff. is FOG
miles. N0u can divide our roads into sec
tons Of 2G0 miles and make the distance
tariff apply from the terminus Of the road
to the first POO miles. ard then commence at
that point with the same tariff and carry it
to the end Of the next 2G0-mile section. and
so on.
Again, Georgia is much nearer the points
from which she imports and to which she
exports, and hence her interstate and for
eien traffic can stand higher rates than can
the Interstate or foreign traffic of Texas,
and ii is believed that the Georgia roads
derive much better propOrtionate revenue
from Interstate business than do the Texas
roads. For instance. the rates from Mem
phis, Tenn. TO many points in Georgia are
81 II first-claSs, and TO some points as high
rs SIP. while from St. Louis to Texas
common points, 4 much greater distance,
the rate is Sl.$3. The greater the distance
TO points TO which YOU export and from
which YOU import, the greater difference
necessarily exists between the proportion
of the through rates and local rates.
These conditions should not be reversed
unless it is the policy OF the state to shut
herself out from the commerce of the rest
OF the United States.
Now for brief comparison between the
cost of transportation in Texas is compared
with Georgia and other Southern states.
We find by comparison OF the Gulf, Col
orado and Santa l'e railway company of
Texas with the Central Railroad and Bank
ing company Of Georgia, for the fiscal year
ending in 1889. the Gulf. Colorado and
Santa F'e railway company paid on an aver
age 10 It's employees Is cents per day per
man more than was paid by the Central
Railroad and Banking company OF Georgia.
Take the lowest il rank of Iaborers. the
section hands. In Georgia they are paid a
maximum of 81 per day. while the Gulf,
Colorado and Santa iTe pays 81. - regularly,
and 81 TO what IS known as the extra
gangs. To section foremen the Georgia
railroads pay S45 per month, while the
Texas roads pay $50 per month. Had the
Gulf. Colorado and Santa E'e employed its
regular section force in 1890 at the Georgia
figures it
WOULD HAVE SAVED s114.o4S.
In South Carolina, and some of the other
states, the highest rate paid to section men
men is so cents.
1t may be charged against the railways Of
Texas that they pay too much for the SER
vice of their employees. but this charge is
answered by the statement of Mr. Marshall,
of the Colorado salt works, to the effect
that the cost of living is higher in Texas,
and hence the rate of wages paid for labor
in Texas, not only in railway service, but in
other branches, is necessarily higher, and
as explained by Mr.. Marshall. after the
Texas wage Garner pays his actual living
expenses he does not receive more for his
services than the wage Garner in other
states.
The difference in the rate o. wages paid
in Texas can be shown by the comparison
with other states. but it is more striking
with respect TO Georgia.
Comparing the Gulf. Colorado and Santa
Fe with the following road based on state
ments furnished US in the fall of 1850 the