The Fargo forum and daily republican. [volume] (Fargo, N.D.) 1894-1957, 1913-10-21


more miles of railroad before the de-
Velopment Of which the state is cap
able will be completed. Directly tribu-
tary to this city Of Bismarck are $780,
700 acres of land in the counties Of Mer-
Ger, Oliver, Morton, Emmons, Kidder,
Logan n Mcintosh, which are still
more Than twelve miles away from
rail transportation. Twelve miles is
about h limit of distance thai a
team can traverse to market, and re-
turn home the same day. In the state
as a whole there are 4,800, 900 acres so
situated, or an area nearly as large
as Mclean, Billings and Stutsman
counties, which are three Of the larger
of the statel twenty-five
counties have land So situated, which
must ultimately be brought into closer
touch with the railroad, to ENJOY it's
best development.
Rail Rates Lower.
The government estimates, through
It's office of public roads, that the cost
OF wagon transportation to the farm
err over the average dirt roads of the
united States, is about rs cents per
ton per mile. This is 1915 for hauling
a ton n half of wheat ten miles to
the elevator. For less than this sum
the railroad will pick up a ton of grain
here and haul 1t $50 miles to the Min
nesapolis or Duluth terminals, and de-
liver 1t at the elevators there, provid-
ing the road to haul it on, the motive
power and equipment, and taking
lance on any loss that may occur.
During the past few years the cost of
living has been going up. but not the
cost Of rail transportation to North
Dakot farmers. Grain rates are about
one-tifth lower than they were ten
years ago. From this city the rate Is
nearly one-fourth lower than ten years
ago. The saving thus made is a saw
ing that goes directly into the pockets
Of the farmers, for their prices at
North Dakota points are the terminal
prices less freight.
For what he gets in return, the farm
er Or business man to today makes an
excellent Investment in what he pays
for freight. On all of. the railways of
the United States in 1888 the average
freight rate was a small fraction more
than l cent per ton per mile. Last
year the genera average vas only a
traction more than TO of a cen per
mile. During the intervening period
the general level of freight rates has
dropped nearly rs per cent. How very
small the freight rate is can be illus
trated by saying that for the price of
a 2 cent newspaper, the average rate
on the Northern Pacific railway last
year would have moved a ton of freight
two and a quarter miles. For the 25
cents that the government say it
costs he farmer to move a ton n
mile over dirt roads, the railroads
would have moved d ton twenty-nine
miles.
The automobile has proved a splen-
lie convenience to most of you, but
the rates for automobile ~transporta-
ton are about ten times the legal rate
of fare On the passenger trains operat-
ed on the North Dakota railroads.
The farmer rides or hauls to market
over a public road which costs him
nothing for maintenance. He does
not have to invest his money in buy
ing right of way or paying for upkeep.
Quite the reverse is true of the rail-
road. These lines in North Dakota
have been a heavy expense since the
first day the rails were laid. The
country has grown rapidly and the
demands upon railroads have greatly
increased. The rails we originally
laid would bear no comparison with
the heavy steel required for main line
use today. The original ties are Ions
since rotted and gone. Even the
original roadbed has been replaced by
the removal Of curves and reduction
of trades required to provide for
faster and heavier trains. The process
OF improving he roadbed is practi-
cally continuous. From the stand
point Of he farmer and the business
man these facts are interesting, but
by no means as important as the fact
that. as those changes have occurred
simultaneously with the downward
movement of freight rates, there has
also occurred a steady Improvement In
the quality. regularity and efficiency
OF both freight and passenger serv-
ice. More and better passenger trains
than before move daily over better
and safer tracks. Freight is handled
more eXpeditiously than ever before
and for the prompt movement. OF
grain especially, the railroads have
made very heavy investments in ter
minal property. The people of the
United States have asked for a higher
class of service than is afforded in
any country in the world, have de-
manded efficiency in management and
operation, apd the installation of the
best protective and safety devices.
l have indicated a few of the things
that discourage the idea that to build
and operate railroads is a simple
thing. The transportation business Is
next to farming the largest business
IN the United States today. TO keep
the Northern Pacific running smooth
~ requires an army of as many as
$4,000 men. depending upon the vol
ume OF business. Much of it's business
is Of, a seasonal character, as is the
rpn Tn VI ~ n ann4 :. g. a.. Z - Lh'+EL q - -