The farmer and mechanic. [volume] (Raleigh, N.C.) 18??-19??, 1902-01-14
THE REDUCTION OF RATES
It is Accomplished Faster Without
Competition.
so DECLARES Tie RAILROAD MAGNATe
He Gives Figures Showing Growth of Traffic
and Reduction Of Rates and SAYS Bust
ness Has Outgrown facilities
on Hany Trunk Lines.
on Hany Trunk Lines.
(By the Associated Press.

Fargo, y. D.. Jan. 0.-The features Of
the Tri-State Grain and Cattle Growers
Convention here today were the address
OF President James j. Hill and the prac-
tically unanimous adoption of the reso-
buttons commencing him for his work in
behalf of tie Northwest. These resolu-
tiCns, after declaring the most natural
line of transportation for the products
Of the Northwestern States and for the
trade OF the Orient destined for the
North, Middle and Eastern States is along
the route followed by the Northern Pa
cifc Railroad proceed as follows.
1t is the sense of this meeting. there-
fore. that in resisting the attempts OF the
Union Pacific Railroad and its allies on
the one hand and the Canadian Pacific
Railroad and its feeders on the other, to
| secure control of the Northern Pacific
Railroad, James J. Hill has performed
a notable public service and once more
displayed the far-sighted and business
like policy that has characterized his
long career as the great developer OF
resources and the most
watchful guardian of Northwestern inter
cStS.'
These resolutions We're made before Mr..
Hills arrival but later an attempt was
made to rescind them. This failed, how
ever, and they stood as the expression o.
the convention.
President Hill opened with a few words
of praise for the farmers saying that
the nation at large has more TO expect
from those who cultivate the soil than
from all others combined
He thought the best use for the good
1851 =, r.n nos
ton for the consideration OF statesmen.
After speaking OF the development OF the
Northwest he said he thought one kind OF
community of interest" which really eX-
ieted was thai between the producer OF
tonnage and the carrier; the land ana
its products and the railroads VIII either
| prosper together or be poor together.
Much is being said about combination
between railroads and competition. me
law of the survival of the httest must
Inevitably end sLch competition as eX-
lists by the destruction Of the weaker by
the stronger. This has already been
done IN he East. He said:
.,Twenty-fvc wears ago. il was sup
posed that competition was necessary to
reduce rates. think that we have shown
IN The Northwest that without competition
rates have been reduced faster than any
! whore else in the country.
There has recently been an attempt 10
! show that We have no interest IN the
building up of the prosperity OF the
people Of your state and of the North-
west. II we did not do everything IN our
power to build you UP we would be falsc
to ouf. best interests. Our object IN ac-
curing the Burlington Jointly with the
F! Northern Pacific railway was TO insure an
| outlet to the best markets for the gram
live stock and lumber for the northern
states. and to increase the volume OF
our traffic 10 the end that We might al
all times be able to establish the lowest
rates ana most favorable conditions
under which the traffic must be carried.
Mr.. Hill continued:
'"rhc conditions Of the general railroad
situation in the United States at the
present time are hardly understood. For
the wear ending June 80. 1890, the num-
Der OF tons carried one mile by all the
railroads was 76, POI ,000. 900 tons. IN
1900 it was IA, 500, 600, 600 as shown by
the Interstate Commerce Commission re-
ports. In 1901 a safe estimate viii bring
this to 1853. 900, coo. 600 tons carried one
mile, an increase of 10 per cent in eleven
wears. During this time the mileage Of
the railroads in the United States in
creased Is per cent. While the tons
moved show an increase of 100 per cent,
:hc earnings show an increase Of less
than 40 per cent. During this time the
! rates haze been reduced to the extent OF
that difference. Destructive competition
has forced the weakest lines into bank
ruptcy, and today they are owned By
the lines that were able to maintain
their position and credit, giving the
ability TO acquire these bankrupt roads.
The Baltimore and Ohio and the PENN
, sylvania for half q century have been
rival roads. Both States and cities &C
lively aided in building them up-de-
st ructiye competition between them has
finally resulted in the Pennsylvania rail
road owning the Baltimore and Ohio.
Did the rates advance and the people
along the lire Of the Baltimore and Ohio
suffer? On the contrary the first step has
been 10 furnishf money to cut down the
grades. double-track the line from the
Ohio River to Chicago. and to furnish
cars and facilities to handle the bust
moss TO tho best advantage and at such
rates as "ill enable the shippers along
the line to open up their lines and in
crease their business in every branch OF
trade, and to rely Upon a solvent com
pany cor the facilities necessary to trans
act their business
After peakins Of the congosted stare
Of transportation throughout the country
he said:
y careful examination OF the railWa,
problem iron a national standpoint
will. l believe, show beyond question
that the business OF the country has out
grown the facilities on most of the trunl
ilncS. and that new facilities not nov
apparent VIII be nece ssary to relieve-th.
situation. Rates in the United state
| are much lower than in am other conn
Try. Wages are higher-the cost of mucl
lol the material is much higher than i,