Omaha daily bee., 1899-08-15
FEEDING-IN-TRANSIT RATES.

Nebraska is on the eve of harvesting
the largest crop of corn in its history.
Other states in the corn belt are simi-
larly situated. This condition will I'M
doubtedly produce low prices for that
portion of the crop which is thrown
at once upon the market, and If the
grower is to receive a fair price for his
corn it must be by converting it into a
product for which there is Il better de-
mand and a better price. Hogs furnish
the medium for %disposing of a portion,
but when the hogs are ready for ship
ment there will still remain a large sur
plus. There is a demand for all the
corn-fed cattle which "a be put upon
the market and an assurance of a fair
price for them. Thousands of head Of
cattle in the corn belt will be fed and
other thousands on the ranges of the
west would find their way to the feed
lots if feeders were granted the same
privilege as in other years.
For several years previous to last
spring feeders could buy range cattle,
bill them to- the markets, but stop them
at intermediate feed yards to be finished
up on grain before finding their way to
the slaughter pens. With the present
margin between grass-fed and corn-fed
cattle the feeder cannot afford to pay
present prices for stock cattle and at
the same time pay d good price for corn,
when he is charged local rates of freight
on the cattle both into and out of the
feed yards. The feeding-in-transit rate
Is no more than Is granted to the wheat
growers at great milling centers and 10
subject to no abuses of magnitude suf-
ficent to warrant the withdrawal Of the
privilege. The statement that the cat
tie often change hands and that others
are sometimes substituted when the
final shipment to market is made may
be true. The bill of lading calls for the
transportation of a certain number of
cattle between certain points, and so far
as revenue to the road is concerned 1t
makes no difference whether the cattle
are owned by the original consignor.
The original cattle must be shipped
some time and the railroad gets the
freight.
The real reason for cancehlIg tine
feeding-in-transit rate must be different.
In the first place, the railroad charges
a higher rate both into and out Of the
feed yard than the proportionate share
of the through rate. In the second place,
many cattle are shipped past the feed
yards to the big markets, sold and then
shipped back to where the corn grows,
only to be returned when fattened.
Again, If by the increased cost Of Sc
curing feeders the farmer ships his
grain instead of feeding 1t the railroad
gets the freight on the grass-fed cattle
and also on the grain. While this shows
well on the traffic statement of the rail-
roads it is revenue derived under the
system.
Under existing business conditions the
railroads can afford to be fair to ali.
The permanent prosperity of the rail
roads is dependent upon the prosperity
of the people who live along their lines.
While the granting of the f%eeding-in-
transit rates means the loss of consid-
cradle eyenu In one direction, 1t means
a gain in the amount of lumber, ma.
chinery, merchandise and every other
product which the farmer and stock
raiser buys when he has the money to
purchase.
BY helping the corn raiser to secure
cattle to eat up his corn crop the rail
roads will not be donating anything in
the long run, but investing for future
business which will pay a handsome