The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1905-11-18


has increased the freight income Of
the roads Let US pass, however, to
the larger question of grain tFaf1c
throughout the section because in this
vast territory there is produced the
larger part of the wheat corn, oats
present bounteous year. the railroads
estimate the crops at something like
the following figures: corn 2,556, 000.-
600 bushels, and wheat cOnsideFa bly,
again be understood that not over one
third of the grain ever sees freight
car while the other two-thirds are
hauled to the mills in wagons, or con-
sumed by live stock on the farms.
Then at these figures to haul the
grain presented to them for shipment
the railroads of the country must fur
nish about $4,000 cars for the wheat
frem the northwest alone, to say moth
ing of the winter wheat of the south
west and central states, or 4,325 trains
of forty cars each. The corn viii take
1866 carloads, or 49, 900 train loads
of forty cars each. Then in the north
west alone will be required 1900 cars
for the fax. To haul the 1900, 600
| cars estimated to be necessary for all
kinds of grain. there would need be
a movement of a hundred trains of
forty cars each for every day in the
year. while to hold the ears and the
engines it would require every foot of
four tracks extending from New York
single track would measure half the
circumference of the world. These
figures, impressive as they are, how
ever, it must be borne in mind only
cover one-third Of the corn. oats,
wheat. barley and rye which the
American farmer in the year 1905 will
take from the soil.
In the years past, the larger part
of this vast grain tonnage q shall not
deal in figures here) moved east
through Chicago and St Louis over
the trunk lines to the Atlantic sea-
board. Today, again, without going
into comparative figures, as shall in
one of my articles deal with this spe-
cific question. the whole situation has
been reversed and a greater and great
er part of this tonnage IS being drawn
away from Chicago and st. Louis and
sent direct south to the Gulf ports
from Kansas City and Omaha. Sew
eral roads, such as the Kansas City
Southern, Frisco, and Missouri. Kan
sas & Texas, etc, are now leading out
of these points and connecting directly
with such southern ports.
Such a diversion in traffic has caused
not only severe rate wars between the
roads east and those going south, but
as well wholesale determinations be-
tween these two cities and small Iocali-
ties and intermediate towns in Kan
sas. Missouri, Texas, etc. By virtue of
! low grades and comparatively small
difficulties of operation com bined with
/ the greater ocean rate from southern
ports to Europe than from Atlantic
| ports, she differential in favor of the
4 former has for several years averaged
about 4 Il cents per 100 upon grain.
4 Even at this, the peace was but tempo
| rary and there resulted January last a
rate war between these rivals which
4 is not yet permanently settled. This
/ condition, of course, has rebounded
/ largely to the benefit of Kansas City
/ and Omaha and the decline of Chicago
and st. Louis. And after all who can
doubt that It is but natural decline
! Forcing a City's Growth.
! The methods the railroads have
/ used, however, to accelerate the ad
! vance of these two cities as grain CEN
i tres have been entirely unwarranted
/ except from the standpoint of bust
4 ness advantage both to the railroads
and the cities. The greatest prefer
/ ence is in the way of elevation charges.
/ The Union Pacific agreed with Peavy
/ & Co, the largest grain elevator own
ers in the country, that if they would
build a large elevator at Kansas City
cents per 100 pounds would be made
i to them. Now as matter of fact
grain can be elevated at a profit at
! 0ne-haIf cent per 100 and several Of
! these grain men told me at even one
fourth cent per 100, and the extra
ted, an allowance to these elevators
i for their business. All the other roads
/ have followed this same practice and
+ now nearly every railroad running out
! of Kansas City win build an elevator
/ for grain men upon their line and al
/ low them the same elevation allowance
/ or even more. Such contracts are al
to determine the extent Of the charges.