The Democratic advocate. [volume] (Westminster, Md.) 1865-1972, 1901-05-18
Trolley Roads as Freight Carriers
From The Electrician.


Ever since the amazing growth of cleo
tric railway systems began, a dozen years
ago, attention has been centered upon their
capacity as passenger carriers. Until the
past two years little effort has been be-
slowed upon the development of freight
traffic upon them, even along lines where
much opportunity for the upbuilding of an
important transportation business exists.
1t is not strange, perhaps, that the extra
ordinary advantages Of the electric railway
as means Of Transporting persons should
have overshadowed its lesser but still very
great. value as a carrier of goods For
the first half of the period since the ex-
ploitation of trolley roads began-that is,
up to FIVE or six years ago-the electric car
was confined to city streets. Its appear
ance on country highways is of more recent
date
Coincident with the coming of the troll
ley line into rural districts, the farmers
and dairymen, truckers and gardeners,
whose produce is sold in the city, began to
appreciate the value to them of the trans
ScINlCc tildO NC
upon the electric tracks. But, curiously
enough, the electric railway companies did
not as quickly realize the valuable traffic
in freight that might be secured by max
ing provision for its handling. 1t is only
of late that they have begun to pay atten-
ton to the matter, with the result that
services are being introduced in number
of places that bid fair to revolutionize the
conditions under which the farmer works.
The man with 8 farm anywhere from
five TO twenty or more miles from cen
ter of consumption is at the mercy of con-
ditions that can be ameliorated only by
better transportation facilities. The aver
age road in country districts In the United
States is such that the acutual cost of
hauling freights on it by animal power
ranges between fifteen and fifty cents
ton mile, with tendency to remain close
to the latter figure. In addition to this
burden of cost, which must be paid by con
sumner or producer generally the latter, if
produce from some district better provided
with shipping facilities completes with his
offerings in his own market, there is the
weather to contend with.
Bad weather or muddy roads result in a
short market, with high prices; good
weather, allowing produce to be carted in,
gluts the market and lowers prices for the
goods Hence the farmer sells his chick
ems and eggs, his fresh vegetables and
fruits, at the lowest prices, while the COM
mission man or wholesaler, with facilities
for storage, can take advantage of the
higher quotations. So long as the rural
producer is handicapped by such conditions,
he cannot control his own market because
he cannot be sure of his deliveries at any
time.
How swiftly farmers will avail themselves
of the opportunity to escape the bondage
of bad roads and excessive cost in freight
ing their produce may be seen in the case
of an electric liue running out of Cleveland,
O. This line comprises, in all its branches,
a total of sixty miles of track, and was
built as a passenger road Agriculturists
along its lines demanded freight service,
and night freight-car was put on to car
ry milk into the city. 1t succeeded, and
another was added Then combination
cars were put on in the day time, carrying
express freights in the baggage compart
ment Later two-car trains, one for pass
engers and another one for freight were
found to pay. 1t was soon discovered that
the farmers made a market for return
freight, such as agricultural implement,
fertilizers, coal, and all kinds of manufae-
tured articles. Today one-fourth or one
third of the total gross income Of the
Cleveland and Eastern Electric Railroad
is derived from its freight service.
This is the railway companys side of it;
to the farmers along the line of it means
much more. Instead of days work for
a wagon and team and driver, costing in
the neighbarhood of two dollars to trans
port one load of milk or cabbage to markets
they pay from five to twenty cents ton
mile for rapid service. With telephone,
on their farms connected with the city, they
are enabled to communicate directly with
their commission brokers, and ship what is
needed with the certainty of profit. The
public also benefits, from having market
which is both more equable and stocked
with fresher and less travel worn produce
All this touches directly question of
vital importance. Cities must be fed, and
to feed chem men must till the ground.
If these men do not find profit in their
labor, they will seek other fields of indus
try Most likely they will go to the city,
to become consumers of food, instead of
producers; and the price of living will rise,
making the struggle for existence harder,
and the crowding out of the less favored
ones swifter and more certain. On the
other hand, increasing the potentialities of
the farmer by giving him the benefit of
scientific discovery, renders his position in
the community better, attracts more men
to the soil as means of livelihood, makes
food cheaper, and thus benefits the entire
community.
That the trolley road is to become an
industrial factor Of extreme Importance
along such lines as these, no one observing
present conditions can deny. The New
England and Middle Western States are
fast being covered with networks of cleo
tric railways, running, for the most part,
along the highways. As soon as these
lines are equipped with freight cars and
freight terminal stations, the much-vexed
problem of good roads will be solved, so far
as the matter of drawing heavy loads Is
concerned The agitation for improved
roads, continued for generation past, has
done much toward the amelioration Of our
highways, but the best roads and draught
animals in the world cannot compete with
the steel track and the electric motor as
freight-carriers. In the twentieth century
it is an anachronism to rely upon the horse.
The ubiquitous trolley will free him in the