The Pensacola journal. (Pensacola, Fla.) 1898-1985, 1911-12-12
By Duncan u. Fletcher.
United States Senator.

the world. This authority 1urtnef
says: In the fiscal year 1907, the
average citizen of the United States
paid 1884 in dutits on imports and his
total contribution to the revenues of
the national government was 1884. In
the same year his contribution to rail-
way revenues was s30.86, and it is
estimated that his total transportation
tax amounts to more than $500 per
year" l have it from a high official
of a railroad that there are lands in
Florida which yield S1,500 per acre
per annun1, in freights, to his railroad.
do not understand there is any COM
plant as to rates in this instance.
Amy savings in transportation cost
would be that much again, and that
consumer and the producer, and de-
crease that stupendous sum of seven
billion dollars every year.
The interstate commerce commits
sion reports that the gross earnings
and income of United States railways
in 1867 amounted to $2875689 $50.
These were the years when the rail
roads were unable to handle promptly
the traffic offered them. The traffic
has increased. Railway improvement
has increased but not in proportion to
the traffic, and certainly not beyond
the point, when a recurrence of such
congestion and losses as then expe-
probable. unless additional means of
transportation, such as by develop
ment of our waterways, are provided.
That water furnishes the cheapest
and most expeditions means of trans
portation requires no argument.
That railway rates are lowered
when and where there is water COM
petition is not denied or questioned.
+ 1t follows as plain as any G. E. D.
in mathematics that the problem of
transportation is largely solved by a
wise and proper development and i'm
provement of our waterways-both as
to the sufnciency and efficiency Of the
means and the reduction of the gen
eral cost.
This can be accomplished by the re-
lief Of the strain on the railroads and
without loss of profit to them, because
they can cut expenses and increase
business in handling the best paying
commodities, allowing the Improbable
and least profitable traffic to be taken
care of by the waterways. 1t is gen
orally conceded, and l need not cite
authorities and figures to show, that
the movement of freight by water is
great deal quicker than by rail and
the rate of freight much less.
A bare statement furnishes all the
argument required that the benefits
would be cast and that they would ex-
tend to all the people, because no man
can live without being affected, if we
bring into use our available water
ways. The more connected and extern
sive the system, the greater will be
the use, and the consequent benefits.
If New Orleans sugar can be carried
by water to Chicago, to the advantage
of the producer and the trade, that is
well. If, in addition to that, the river
can be extended so as to float the ma
val stores of Florida by New Orleans
| to Chicago, that is better. If Chicago
finds it advisable to send her heavy
merchandise down the river to New
Orleans, that is well. If she can send
it on to Florida by the same means,
that is better.
The completion of the Panama canal
will increase our trade with Central
and Southern American states In
that connection it appears that the
bulk of freight between Atlantic and
Pacific ports moves by rail" Foreign
ships are carrying freight at an aver
age of less than $500 per ton for a
| $4,000 mile haul. The railroads are re-
| ceiving for the land haul more than
| five times as much as foreign ships
| receive for water haul of the same
| distance. There are, Of course some
| differences that make comparison I'M
| fair, and, on the other hand, some
modern instances which cannot be ex-
| interstate commerce commission show
that the transcontinental railway con-
| trols all coastwise vessels touching at
Pacific ports, excepting alone the Ha.
I wa1ian Steamship Line. The railroads
| are extending their ownership of wa
terfront and wharf facilities on both
the Atlantic and Pacific coasts, and,
by the requirement of local electric
lines, are extending their monopoly of
inland transportation from the various
ports to the immediate interior. Some
effective regulation will be needed to
meet this condition, together with the
| Improvement of our inland waterways.
Referring again to Mr.. Yoakum' S
speech, he said: Commerce is always
aided and not retarded by labor saving
machinery, and reduction in the cost
! OF distribution" This spells
Waterway Improvement.
IF the government will aid in giving
the farmer his proper share of the
fruit of his work, so that he will be
able to buy for himself the things
which will make his farm home the
best for his family and himself. then
it will attempt something worth while ''
I fully agree, and again | say, he must
| mean the government should improve
| the waterways.
[ thank Mr.. Yoakum for another
| statement: Last season the railroad
commission of Texas reduced the rate
| on cotton equal to about $750,0O0 on
the three million bale crop This re-
| duction in freight rates meant % cents
| a bale to the farmer of Texas and no
| doubt this sum will be saved to them
| for all future years. and yet l presume
! it will not be contended the railroads
are not making a fair return on their
| capital invested in Texas. Whenever
| waterways can be made availble for
| use the action of railroad commission
will not be needed to bring about such
| benefits to the farmer. A similar re-
| duction would mean much to the
farmers of every cotton growing state
Mr.. Yoakum makes another signii-
| cant statement when he says: In the
| last twenty five years our agricultural
| exports hare increased sixty per cent
| while our commercial exports have in
| creased nearly four hundred per cent
| Let me suggest that one reason may
be that our farms are not clustered
/ around the ports. The agriculture,
| products must be hauled TO the ship
| side. If you can provide sufficient
means of getting them there at rea
| sonable cost, you will increase THEN
| expectation.
For instance, the inland freight or
~