The daily Gate City. [volume] (Keokuk, Iowa) 1855-1916, 1912-08-01

eHt SeQerdLlOn. Iney nave illus nduo
themselves lords of the situation, for
which they cannot be blamed, since
the public permitted them to do the
things they have done, and in doing
which they have carried out the in
stinct of human nature in looking
out for their own interests at all
times. This you cannot wonder at, as
the railroads are privately owned and
operated for private gain.
There are three methods Of trans
portation known to all of you--the
public roadway, the railway and the
waterways.
The estimated cost of wagon trans
portation on the average road in the
United States is 25 cents per ton
mile. The average rate received by
the railroads of the United States in
the year 1907, was seven and eighty
two one-hundredths (7.S2) mills per
ton-mile. The average charge on the
Great Lakes in the year 1907 was
of one mill per ton-mile.
Reducing these to common everyday
figures means that dollar will carry
a ton of freight four miles on the ay-
erage roadway, 1271a miles on rail-
road, 1850 miles on the Great Lakes,
and at least as far as on the Great
Lakes on first-class river when
completely improved. 1t thus appears
that, in economy the waterway far
surpasses and excels the railway.
Although water transportation is so
much cheaper than rail transportation
that there can be no question as to its
economy and efficiency when properly
utilized, still, none of our rivers are
being used as they should be used,
owing to the suppression on the part
of the railroads under which they
have so long suffered, and the deplor-
able fact that they are entirely desti-
tute of any modern facilities for
handling the traffic at any of their
ports.
In no branch OF commercial activity
in this country has there been so
great lack of development and prog
er terminals. The whole system
stands today where it stood fifty years
ago. It's old-fashioned methods dc
not in any way meet modern require.
ments; they are archaic an. out OF
date.
| The economic valve of river as 3
1 transportation route, is measured by
the extent to which 1t is utilized. Its
channel may be ever so good ans
boats ready to navigate it, but, unles.
at it's different ports terminals anc
equipment are provided for convent
emily and economically getting freigh
on and off it, it cannot compete witt
the railroads with their greater con
4 venience making them so attractiv
to shippers as to counteract the dill
ference in tariff rates between raj
and water. Hence the river thereb
loses it's attraction as a carrier Q
i freight, and its value to that extent
5, destroyed The usefulness of it
channel is absolutely dependent upo
it's terminals and their facilities. TIL
terminal is one of the most importan
. parts of any transportation system.
: A railway wherever built and HOY
ever well equipped with rolling stool
{ could not do any business without st;
, lions and terminals; it is depender
: upon them for the conduct of it's bus
) ness in handling its freight and pa
! senger traffic from which 1t derive
!. its maintenance and dividend-earnir
i power.
Z A great railroad manager said NJ
r long ago, "The problem of termina
: is the greatest problem Of transport
t ton agencies, of financiers, of Il
t communities directly affected, and
L all industries that depend directly
J. indirectly upon cheap and speedy ca
9 rage of the commodities they b,
J. and SELL"
7, The national government is imprc
L ing our inland waterways and W
I continue to improve and mainta
e their channels for safe navigation, pl
% vided the public shows dfspositi'
r to use them in measure commensl
q ate to the cost of improvement a.
maintenance.
1t rests entirely with the people
II each municipality to provide adequa
u port and terminal facilities, they a
le absolutely essential for the rehabili
IS ton and expansion of river traffic, a
n, the sooner they are provided the b
ie ter.
In the provision Of terminals, t
u, first prime necessity is that t
a municipality should acquire and o,
n its river-frontage. II more ternir
Is space is acquired than is necessa
IL for present transportation purposes,
r. may be advantag eously leased for
at dustrial or commercial use, or lis
90 for parks. About ninety-flve per &C
es of the water fronts of the country
~ now owned or controlled by the ri
Up roads or other private interests. T
M most notable exceptions being N
nd OrIaanc and San Francisco whara