The silver state. [volume] (Winnemucca, Nev.) 1909-1925, 1912-08-13
SHORTAGE OF CARS
AGAIN Imminent

To the Industrial Traffic Managers,
and Commercial Organizations:
The time is here for the railways and
Shippers of the United States to begin
active and energetic preparation to
prevent a car shortage. The indica-
tions are that if they do not begin such
at once they will be con-
fronted next October with the worst
situation that has existed since Octob-
er, 1907, just before the panic. No
railway man or shipper needs to be
told what that situation was. None
needs to be told what was the condi-
ton in the preceding fall and winter
of 1906-19O7. Railway facilities were
inadequate to move the business; yards
and terminals were congested; and
heavy loss to the railways, the ship
pers and the public resulted.
Why do think we are likely to be
confronted with a similar condition
this fall unless all concerned join
hands and heartily cooperate to pre-
vent ita The belief is based ON the car
suplus and shortage figures of the
American Railway association. The
latest figures we have show the car sit
uation on July Is, 1912. Let us see
what was the situation on practically
the same date in each year of the last
preceding four, and what followed.
On July %, 1908, the car surplus was
308,680, and the shortage 500, net
surplus of 30S,171. On October 28,
1908, the surplus had been reduced to
110,912 and the shortage had increas-
ed to 10,S39, leaving net surplus of
10,073. This was a decline in available
cars since July of 20S,098.
On July 21, 1909, the surplus was
1884, and the shortage 339, making
net surplus of 243,015 cars. On Oc-
tober 27, 1909, the surplus had been re-
duced to 30,S96, and the shortage had
increased to 36,636, leaving a net
shortage Of $40 cars. This was a re-
duction in the available car supply
since July of 24S,715.
On July 20, 1910, the surplus was
134 ,594, and the shortage ,293, making
a net surplus of l33,301. BY October
26, the surplus was down to 1902, and
the shortage up to 21,s96, making
net shortage of 1924 cars. This was
a reduction in net available car supply
since July of l42.125.
On July 10, 1911, the surplus was
50,433, and the shortage 1861, making
a net surplus of 149,072. BY October
25 the surplus was down to SO, ,306, and
the shortage up to 1874 leaving a
net surplus of 20,532 This was a re-
duction in the available ear supply
since July of 1913, $40 ears.
In these four years the reduction in
the net ear supply between the third
week in July and the third week in
October varied from 128,540 to 248,-
755 ears. On July Is, 1912, the sur
plus was 1899, and the shortage g.
467, making a net surplus of 6S,922..
Therefore, if the reduction in the
available car supply between July and
October, 1912, be only equal to the
smallest reduction that has taken place
in the same period in any of the pre-
ceding four years, viz: 12S,540 cars,
we would be confronted on October 25
with a net shortage of 59,618, cars. If
the reduction in the available supply
of cars should be as great as it was in
1909, we would face on October 25 a
shortage of 1858 cars.
The situation created by even the
smaller of these shortages would be
appalling and the resulting losses suff-
cred bv all commercial, industrial and
transportation interests enormous.
Conditions that are likely to cause
a heavy demand for, and a rapid reduc-
ton in the supply of, cars exist. The
amount of traffic handled varies great
ly during different parts of the year.
During about eight months there usu-
ally are large car surpluses. During
about four months, beginning around
October LIST, there are apt to be short
ages. This is owing chiefly to the
fact that that is the season of heaviest
crop movement Now, the crop pros
poets in the west this year are unusu-
ally good. That helps to make the
prospect of car shortage unusually
bad
The managers are doing all they
can, but cannot do everything. If the
bad situation now threatening is to be
averted, they must have the hearty
support and cooperation of the ship
pers and consignees of the country.
The shippers and eonsignees can give
such support and cooperation in at
least two ways:
1. By moving all the lumber, coal,
cement and other freight that they
can within the next few weeks, instead
of delaying and throwing it all on the
railways when they are staggering un
der the crop movement. Frank t..
Bentley, traffic manager of the Illinois
Steel company and the Indiana Steel
company, anticipating car shortage
this fall, recently issued an appeal and
warning to all patrons of these COM
panies to place their orders for cement
and other commodities early. Much
might be gained if the traffic managers
of all the large industrial concerns OF
the country would follow Mr.. Bent.
ley's example and their patrons would
act on the advice given. The com
mercial organizations of the cities and
towns can help greatly by urging their
members to move all goods as early as
possible.
2. Shippers and consignees can
greatly help themselves, the railways
and all other shippers and consignees
by loading and unloading all cars de-
l.uara1 IN than aynaHltIOnSlV as