The Topeka state journal. [volume] (Topeka, Kansas) 1892-1980, 1908-01-03
RAILROAD NEWS.
Federal Regulation Proves
Beneficial to Roads.
Hepburn Bill Helped Roads as
Much as Public.
RESULTS WERE GOOD.
Disturbances During Year I'm.
paired Credit.
Other Items Of Interest in
Railway Circles.


senger and freight rates and increased
expenses. The adverse sentiment en-
gendered by the exposure of rebate
conspiracies, as they might be called,
tended toward revenge with the re-
suit that the carriers were seriously
injured.
Probably the most Objectionable
and injurious factor in the establish
ment of a perfect system of govern
mental regulation for the railroads
was the political disturbances. Or
ders of divers nature were is
sued against the railroads by official
bodies. 1t seemed to be demonstrated
last year that many officials charged
by the public with the supervision of
railroad affairs either lacked Qualfhca-
tons essential for the performance OF
their duties fairly or had a banker
ing for "grandstand plays"
But the surprising development was
that the railroads found the work Of
the Interstate Commerce commission
beneficial. The new federal law,
whose enactment had been opposed,
turned out to be as good for the roads
as for the public. 1t appears to be
finally conceded by railroad officials
that federal regulation can be ex-
tended advantageously, and also that
state regulation, when equitable, will
not be harmful.
The expectation is cherished that
the problem of regulation will be
worked out thoroughly and without
states rights. The opinion is grow
ing that absolutely fair regulation will
be helpful rather than pernicious to
all interests, whether by federal or
state government.
The administration probably will
recommend that congress extend the
authority of the Interstate Commerce
commission to railroad finances and
operation, and also that the power
over rates should be enlarged. Two of
the leading matters now under con-
sheraton are the formulation of uni
form classification and the right of
agreement among roads regarding
rates. Both ideas have the support of
the Interstate Commerce commission.
During the past two years all lines
discovered that, notwithstanding their
preparations, they were unable to
handle the country's Immense, traffic
expeditiously. An impression pre-
vailed that the large increase in bust
ness had not been anticipated, but the
fact that 341,315 freight cars and g.
2S9 locomotives were ordered in 1905
signifies that efforts had been made to
meet requirements.
In the past six years, according to
the statistics compiled by the Rall-
way Age, the orders for freight cars
aggregated 1,437;525; for passenger
cars, 1888, and for locomotives. 3d.
215. More than half of the freight
cars, S03,341, were ordered in the
past three years, and approximately
half of the locomotives, 49, S9, have
been ordered IN the past three years
In this connection it is worth bearing
in mind that the new freight cars are
of unusually large capacity, and the
new locomotives possess exceptional
power.
Special endeavors were made last
years to afford greater safety in
travel. Considerably more than 90
per cent of the cars were equipped
with air brakes. The Railway Age re-
ports the following increase In the
mileage of block signals: Automatic
block 34294 miles; controlled man
ual block, 1891; staff or tablet
block 45.7 and manual telegraph
block, 1,076.s, an increase of 6,140.S
miles.
All railroads showed greater in
terest in terminal improvements. Ter
minal facilities for taking care both
of freight and passenger traffic were
increased, not only at the large CEN
tiers, but at the smaller cities The
construction of double and passing
track received special attention. The
object of this work is the better,
quicker and more economic handling
Of traffic.
FoQerdl ana STATE SCI
fously impaired the finances of the
railroads and stopped improvements
which would cost billions of dollars.
But it may be expected that the policy
of regulation ultimately will rebound
| to the benefit of the companies as 1t
| will give stability to all their transac-
lions, operations and policies.
Considerable extension work was
done last year in the southwest the
south and the northwest. 1t will be
necessary to continue this work, es-
peciaIly in the southwest and the
| south, which are developing rapidly
| The southwestern and southern roads
also began reconstructing and I'M
proving existing lines last year.
As soon as the financial situation
| becomes easier, the southwest ano
! the south will be the great centers
| of railroad investment
Traffic was heavy last year. There
was perceptible decline, beginning IN
| the first week in November. Yet the
large business of the first ten months
more than overcame the losses of the
| last two months. Traffic promises te
/ be fair this year.
| There is no warrant for looking fol
large expenditures by railroads for ex-
/ tensions and improvements. until secu.
rites may be disposed of at com:
/ paratively low rates and until traffic
increases again. Pending the adjust
/ ment of the financial situation. ne
| more work than is necessary will bt
1 done.
i Regardless of difficulties which
| assailed the railroads last year, there
is ample reason for asserting tina
i their position now is really stronge
| than ever before. The companies ar
subjected to Informative process
which. while irritating, ultimately will
} be beneficial to them, as well as to tn
public.
STILL SHOW DECREASE.