FBWSCS OF THE MUMft.!KJ
Digest of tli? Iteport t f the State
Board of Transportation.
RATES CAST ME LOWERED.
So Sayi tba Board Afiar a Caraful Insti
gation of the Fart.
To Messrs. llenton, Hill, Hastings,
Allen aud Humphrey, Members of the
Board of Transportation Cientlemen:
Pursuant to a resolution of your board
directing the secretaries to prepare a
statement of facts in the matter of trans
portation rates in this state we respect
fully submit the following:
Jn order that you and through you the
people of the state may have a more
comprehensive view of the whole con
troversy on the question of freight rates
between the people and the railroads of
the state we call your attention:
First To a brief history of the con
troversy from its earliest beginning,
showing the situation as it was, up to
the time when the present members of
the board went into office.
.Second To sucli facts, figures and ar
guments as we have been able to gaether
from both sides to the controversy at
the recent public investigation held by
this present board and to other facts
"scertained by the secretaries, piior to,
and since the recent public investiga
tions. the ruKKKNT lo.vntovEiisy.
between the people and the railroads of
this state originally grew out of the
question, not of rates or reduction of
rates, but of control. The Deople recog
nizing the railroads as common carriers,
not entitled under the state constitution
to the same broad liberty of action in
business that the individual citizen has,
wanted to control the roads. The roads,
impatient of interference, wanted to
control themselves and manage their
business in their own way. The roads
were aggressive in business matters.
They crowded the rapid development
of their systems in all directions
throughout the state w ith an energy
never before equalled in history. Had
they been less energetic aud less force
ful in the early settlement of the state
there would have been less progress and
less material development. Not only
were the railroads energetic and force
ful, but they were arrogant and over
bearing in their methods. Jly the very
force of their splendid energy they were
NATURAL r.Sl KPKRS (IF I'OW'EIt,
and the individual citizen stood in awe
of a magnificent combination of capi
tal, brains and energy that had no con
science and no soul. To protect himself
against its aggressiveness his first in
stinct was to pass laws that would cur
tail its legal rights. To prevent the pass
age of such laws was the natural instinct
of the roads. The citizen at once ap
pealed to public sentiment with a view
of securing the passage of such laws as
he deemed necessary to check this
growing railroad power. Had the rail
road people at this point calmly con
sidered, yielding to the passage of such
laws, for general control, as the people
under the constitution were entitled to,
submitting lo the control, rather than
seeking to control, they would have
secured popular sympathy instead o
arousing popular distrust, Aud had
the citizen pursued the even tencr of
his way, holding fast for what was his
by right, moving forward in the line of
his own good, CDuimon sense, avoiding
rather than seeking a quarrel with the
railroads, electing only honest men to
the legislature, he would have secured
earlier in the struggle the legal control
and the legal remedies which he sought
for and preserving his even temper and
cool judgment he would have been able
to recognize justice when he found it,
aud to know when he had gone far
enough. When the public will is moved
by judgment and not by prejudice there
is always inherent in the popular heart
aloveof justice and fair play; but when
baffled by tricks and bullied by unlaw
ful assumption of power, the public will
becomes perverted and moved by cap
rice and not by reason. At such times
the professional agitator finds public
sentiment an easy prey to his mischiev
ous doctrines.
Never in history has a better oppor
tunity been given to
AKOLSK POPULAR PREJUDICE
than was given by tbe railroad managers
in this state in the earlier stages of this
controversy. As the anti railroad sen
timent grew and became threatening
In its attitude railroad manipulation
became lens scrupulous; and the louder
tbe clamor for railroad legislation and
railroad control the more the railroads
refuse to yield to the reasonable de
mands aud tbe more they sought
through political intrigue to defeat the
popular will.
i It seems stranga that a community
of producers of more than average in
telligence, and a community of railroad
managers and builders having so much
at stake of mutual interest, should al
low a dangerous feud to grow tip be
tween them.
' Id the dispute as it originally began
there is no doubt the railroads were in
the wrong. They were stubborn and
unyielding at a time when they should
hare been satisfied to live and let lire.
The people asked only what was rea
sonable, and what was guaranteed to
Uktm under the state constitution. For
May ytars tbe roads wore able through
jUirpqlltica; power to defeat legisla-
the stronger of the
They were theonly
capitallsts in the State and were rich.
The producers were tew in number and
were poor. The railroads had plenty of
money, and they spent it lavishly in the
construction of new lines. They were
powerful in politics and were aggres
sive aud arrogant in their mauipula
tions of men and measures to accomp
lish their purposes. Their overmaster
ing influence in the rtate aggravated
the temper of the people and banded
them still moie closely together in
still stronger anti-rail id sentiment.
At length in lVsl came the
MUST VICTORY lOKTIli: PEOPLE
in the form of an act by the legislature
tiling a maximum rates. It was rot
a reduction of rates but a fixing of a
definite limit, above which the rate
tariff might not go. This rate was
taken from the lowest published sched
ule of rates then in force. In this the
people had gained one, point that of
control. No sooner had this law been
enacted granting control over rates
than the people began to demand more
control. They demanded a court that
should have general supervision over
the roads with power to judge and de
cide questions in dispute, before whom
they might bring specilic complaints
and have them promptly and fairly ad
justed.
Jn obedience to this popular demand
a railroad commission war sreated in
1183. This was the
SECOND VICTORY FOR THE PEOPLE.
No sooner had the commission been
created than it became unpopular.
The people had now gone beyond the
question of general control and ihe
fixing of a maximum rate, to the
question of reduction of rates and the
commission had no power to reduce
The cry was raised to abolish the com
mission and create in its stead a new
court which should have still greater
authority as to general control, and
which should be vested with power to
reduce rates.
AGAIN THE PEOPIK WERE VICTOROUS
and the law makers of 1sST, composed
largely of farmers, created the board of
transportation. This board as now
constituted consists of eight members,
five of whom were elected by direct
vote of the people, and exercised eon
trolling power In the official acts of the
board.
This law was a practical embodiment
of the notional law creating the inter
state commerce commission, it was
urged by those who demaudes this new-
court a majority of its members, being
elected by direct vote of the people
and owing allegiance alone to the citi
zens who cast the ballot, the power to
tlx rates of transportation would be
under the direct surveillance of the
producer the only check on his individ
ual will judgement being ithe individ
ual will and the individual judgement
of the officials whose authority his
vote had created.
The producing classes of the state
had at length prevailed, after much
agitation, much engnedering of bad
feeling and much loss of confidence of
both parties in each other. 80 far as
legal advantages was concerned the
public will had asserted itself and
THE PRODUCER COMMANDED THE
SITUATION.
The only question yet to solve was
as to what extent rates could be re
duced. Here the struggle shifted
from the people in general against the
roads to the board of transportation
against the roads.
The result of this contest between the
board of transportation and the rail
roads was a general average reduction
on local and through rates of 33 13
per eent. This was the most sweeping
and far reaching reduction ever accom
plished by any board of railroad com
missioners in the United .States. It
not only affected the local rates over
which the board had no control and
that were of greatest importance In
this attack the board of transportation
was so vigorous, and their demand
was crowded with such determination
and force, that the roads, were com
pelled to make great concessions on
the inter-state rates. And when these
concessions were made it was tacitly
understood and n greed between the
board and the roads that the local
rates s'houid not again be disturbed
until such time as the Iocaf interchange
of business in this state should be of
more general importance to the people
than it was then. - in order that you
may more fully comprehend what was
involved in the issue between the board
and the roads at this time you should
bear in mind that a reduction of the
local rates in Nebraska meant to the
roads a general corresponding re
duction in local rates in Kansas, Col
orado, Wyoming, Montana, I. tab, Idaho
Nevada, Oregon and Washington.
The board saw this point as clearly as
the roads did. The Nebraska board
of transportation had indirect power
to cause a reduction in all these other
western states, where there were no
boards of control.
The board used Uieir power over
local rates to extort from tbe roads
broad and liberal concessions on inter
state through rates which was the vital
question to Nebraska Yducers.
So swift had been the progress of the
anti-railroad sentiment in this state,
and so fierce had it become In its de
mands, it stopped not to reconise what
the board had done, but passed on from
Die demand for reduction to the
I-EMVAOrOR MORE RETrcT!OV. j
In the trial that took place in ttrfj
summer of 1V)7 the roads rested re-
duction with great force arid determina- ;
lion. Thev fought most determinedly j
every inch of ground from beginning
to end. The board composed 111 part of
men of high legal standing, being as
sisted by a "rate expert" of recogniz-d ,
ability, investigation was most through ,
and complete. j
In view of the fai't that tin bu'.rd si
cured this sweeping reduction anil has
since that time made still futher reiluc
tions, it would seem that as a rate re
ducer it had fairly earned from the pro
ducers of the state some slight grati
tude, if not respect: and it would seem
that after having brought the railro 1
power to terms, the anti-railroad si-nti-ment
should have been, for a while at
least, reasonably satisfied. The scene
had now changed since the earlier part
of the s niggle. The roads had ex
pended their money in the building l
new lilies that were unprofitable. They
were obliged to exercise the stric test
economy in order to make even a small
dividend. The C, 11. & lj. railroad lost
ill the strike of 11M 3,utiU,.Mi, which
logeUier with the reduction of rates
caused their stock to decline OO cents
011 the dollar. Hard times was staring
them in the face. In the meantime j
fanners in the state had prospered.
We have shown to you how th.s con
troversy first started, over the question
of control How in lSsl a maximum
rale was iixed, which was control. How
the people then demanded more control.
and how in lblo the commission was
created for more control. How the
people then demanded still more control,
and reuuet'ou of rates. How in ltsl7
the commission was abolished and the
board of transportation created which
had, not only powej to exercise still
more control, buttorejuce rates, mid
which actually did in the contest with
the fclkhorn road cause a reductiun ol
33'a per cent, supplementing this re
duction with still luther reduction on
coal and grain. How the railroad pow
er of this state had been
REBUKED FOR 1Tb AUDAC'I . V
punished for its rapacity, and jet the
agitation has not one whit cooled in i:s
fury, but grew in force and violence
and called louder than ever for sliil
more reduction. Again the second new
ly elected board of transportation took
up the question and called a meeting
for further investigation.
The board saw no way of arriving at
the facts only by investigation. Tha
question then pending oefore the hoard
w hen the the present mem hers came
into otllce in the earlier part of the
year, was "still more reduction. ' J!ec
ognizing its duty as a court to render
judgment according to facts and accord
ing to justice, it at once set auout to
ascertain facts.
WORK OF THE PRESENT I1CAKD.
On the 13th of August this hoard set
at Lincoln as jier previous announce
ment, to take evidence and hear argu
ment. It is worthy of note that no per
son appeared at that nor any subse
quent meeting of the board who advo
cated the lowering of the rates of the
products of our farms to our markets,
iiutat the Lincoln meeting it was
urged upon the board that the short
haul rates be modilied, with no com
plaint whatever as to rates now Iixed on
grain, live stock or coal.
it is also worthy of special notice that
the gentleman making this argument
made no effort to show that tho rates
on our out shipments of Nebraska farm
products were unreasonably high, his
object being confirmed to a criticism of
the Nebraska distance tariff. He
charged that the rates in this slate were
founded on what, is known as the long
haul theory; he said "the purpose for
which the rates are fixed is as follows:
First to protect the existence, under the
rule of charging all the trallic will bear,
of such internal industries of the state
as produce articles for a distant market
such as corn, oats and packing house
products upon which they can collect
freight charges for a long haul. Sec
ond, to prevent and prohibit as far as
possible such internal industries of the
state as might supply the home mar
kets of the state with these commodi
ties which the road is now hauling into
the state from long distances at high
freight rates."
He also claimed: "That the local
distance tariff of ti.e C,. li. & (J. was
formulated with this second purpose in
view. He claimed the freight most
used by the people is that shipped un
der the rates for fourth aud fifth class.
The rates on the fourth and fifth class
freight are those, therefore which are of
the most importance to the people, yet
it is on fourth and fifth class freight
that we meet with the greatest discrim
ination under the local distance tariff
in Nebraska, a discrimination operat
ing against the local shippers and in
favor of the shippers living in cities far
distant from the s ate. This discrimi
nation against the shippers in interior
Nebraska results from the dispropor
tion existing between the low through
rates to the stale, and the high local
rates in the state.
It must occur at once to any ordinary
mail that a low rate for the long haul is
THE V R Y LIFE OF NEBRASKA.
If the principal buslnesi of the people
of the state was to exchange commodi
ties among each other, from town to
town, on short hauls within the state
then they would want rates based on
eaSe mark, and to import building 1
m" aUud f.m.1, supphe from a tar ,
Z v Item market, then the low rate
J . . i . . !
n It loin! haul is acutely vim
their interests.
Die producer in Nebraska is inter
ested in raits only o i such articles as
hebuvsand sells. It makes no differ
ence to him what the rale is on hoop
i .Ik ... l.iiri i.r s-lls l.OOII-lMlleS.
lleisi.iterestel only m ti.e freight he
.., :i haver or seller. Admit-
f argument that he !
..,, ti, fr-iol.t both was b'th on
mis
what he bins and what . sells, he then with tlw Nehra.ka rates, and such re
ps both the long haul and blmrt haul ! duction would U-a serious matter, in
fie'iL-lit and to drt. rmiue w Inch of the j its ctlect on the revenues f the roads
two hauls he would have the la'e based ! in those s'at.-. win-re the conditions
on he must first ascertain which haul! are dissimilar to ours, and where the
he uses most. If tl.e s!,ir;i.:-iits i t!:ese ( distributary rate is more itnise. Will
articles which he l.uvs an I "s aie the Nebraska farmer insist that for the
mostly long haui t.!i.j. n -:i s. tir:i he js;lke of the reduction of '4' of 1 perctnt
wants' the rates favor.ii.h-to th- lntf j ,f his freight bills he will jeopardize
haul theory, but if t).e ::;pa.e:iH ate ' mir present low through rate to the
mostly short haul shipiu -u's, U:eii !; Vi.s'erii markets? lint it is also timed
want the rates ba.-sd on tli- short haul ' that our local di?t:ilice rate in Nebraska
theory. ! should be put on a par with that of
Iet us take an average Nebraska ; (,wa. In considering that question the
farmer, and s whethc the tonnage o;i
which he t.avs freight is handled mostly
on the long or short haul. I he average
Nebraska farmer ships or receives in
one year ,' bushles or 1l1i,ih pounds j
of grain, iOnu pounds of live sfock :
2(l,'iO pounds of coal, salt, lumber, etc.,
5"0 pounds of groceries, 1 .." pounds j
of miscellaneous articles, making in all '
a total of 2iM,ono pounds, on which he
pays freight eitiier as a buver or seller.
Not over .'UO pounds, or one quarter of
1 r cent of this is handled on the
local distributing rate.
Would the farmer who pays freight
on 300 pounds of sugar and two c ir
loads of fat steers prefer to have the
rates adjusted in favor of the sugar
rather than the steers? Or if he sells a
fat hog and purchases a paper of pins
will he complain that in the adjustment
of freight rates discrimination is made
in favor of the hog aud against the
pins?
The principal transactions of our
people in Nebraska do not consist in
buying, hut in selling. We are pro
ducers rather than consumers, "ur
present prosperity was not attained by
purchasing grocer es but in the selling
of cattle, hogs and grain. The future
wealth of our farmers depends not on
the price of what they buy in the stores
of their nearest town, hut on the price
of what they sell to eas tern markets.
And yet men apjiear before this board
and appeal to the fanners through the
press criticising the.
LONG I1AI L.THKOltY
on which our rates aie based, because
they say it discriminates in favor of
the long haul -shipments of our grain
and live stock, rather than on the local
uistriuulion or groceries. J liey say
this ptesent system tends lo build up
the producer of our farm products
rather than the man who sells sugar
and coffee, and they point to a list of
000 articles of merchandise which they
are discriminated against for the ben
efit of the Nebraska steer. If it could
be shown that the list embraced six
hundred times six hundred articles it
would still be true that the short haul
freight paid by an ordinary farmer in
one year's purchase of these articles
would not amount to as much as the
freight on one fat steer from here to
Chicago. And so long as the Nebraska
steer continues to be of such impor
tance in the business transactions of
this state, in the adjustment of our
freight rates, it seems meet and proper
that the interest of our steer should
stand paramount. Hear in mind
always, that of all the freight paid on
articles bought and sold in whole year's
transaction of our ordinary farmer,
nio Diiuii Haui iieigut, is only one
quarter of 1 per cent. Less than 1
per cent of al! the tonnage of Nebraska
roads is included in agricultural impli
menta and merchandise shipped locally.
Jiie principal items of commerce in
the state aie grain, coal, lumber, live
stock and meat products. They being
70 per cent of all the commerce of the
state. Less than 1 percent of grain,
coal and lumber Is local business, be
cause we have no forests, or mines,' and
small local demand for grain ship
ped by rail.
WHAT AN AGITATOR CAN DO.
An agitator may stand before an au
uieuce oi people ana set them wild
...11. !
wuu ejcumeni, or lie may anneal
through the press and raise an army of
m.uuu voters by quoting technical in
stances in which the local rates on these
articles seem disproportioned to the
long haul rate Hut when these "0.000
men stop to consider that less than 1
per cent, oi coal, grain and lumber is
locnl business, the argument falls to the
ground, and the agitator onlv nrove
bow mischievous a man can be when he
Ulks with the purpose to deceive Now
it may be asked if the distributing rate
w useu ny the people of tl
state, to reduce it would not serionsi
affect the income of the roads, why not
reduce it and silence tho popular clam-
orr ji is easily explained why n reduc
tion of this tariff in Nebraska, although
it is little used by the ordinary farmer
might seriously affect those Nebraska
railroads which have extended their
uues into stales west of us. H is nlain
tnbu.ihg rate must have a higher rate
than low a. and ( oh.rado and yomii.g
and oth.r western state, must stand a
. I. rut than l.raka and
mu. mS .
tariff idioul i be so mangel that the
proportion in advance of jaU-s shall be
consistent with the decrease of business
in each state. Jflhe Nebraska distrib
utary rate is put on a plane with that
of Iowa, the discrepancy between the
Nebraska rate and the states west of
us would then M too great
and imme-
diately the
demaml would come from
tho-e stales lor a reuueuou i-oiiBisiem
(. point vital io uie iari g interests
()f t.raska is whether our stock and
grain can be shtped from Ihe interior
of the state to ( imaha and Lincoln on
the local distance tariff, and from1
theme to Chicago and M. Louis, and
whither when these products, reach
Chicago and SI. Louis they have paid
per mile in proportion to tho distance
travelled, more than the same products
would have paid had they started in
Iowa instead of Nebraska. When a
Nehra-ka steer reaches Chicago in the
form of dressed meat the question with
h:m is not what it cost him to travel
through Nebraska or Iowa or Ilionis,
but what he paid for the whole tup,
and whether a proportionate reduction
has been made in accordance with Ihe
distance traveled, if he has travelled
twice as far as the Iowa steer then he
should have paid, not tw ice as much,
ab the Iowa steer. For the purpose ot
ascertaining whether in the adjustment
of rates
THE M.I1RASKA MELR
is being fail ly treated i i comparison
with the Iowa steer, let us lake one of
each, follow him to Chicago ami sic
how they stand in relation to cost of
transportation. Take a Nebraska tteer
at ll'-iuiiijjfrod, Neb., ship him to
Omaha under the Nebraska t.i iff
which is "!.H per hundred pounds. Kill
him and ship the dressed meat to Chi
cago at 22 cuts per hundred pound.",
lie has travelled H31 miles and has paid
li.S per hundred pounds. Now take
an Iowa steer and haul him uhvethe
same distance over a "('." road at Iowa
local rates, 31 cents per hundred pounds.
Kill him at the Ceder Itapids packing
house and ship the dressed meat to
Chicago at 17 cents per hundred pounds.
He has now travelled .VJ miles and has
paid 1H cents per hundred pounds.
The Nebraska steer travels VM miles
and pays 41 cents per hundred pounds.
The Iowa steer travels i .jO miles and
pays 4H cents per bundled pounds.
Forty-eight ceuts for iwi miles as
against 41 cents for !31 miles. The
Nebraska steer has travelled once and
one half the distance of the Iowa steer
at an actual less cost. Take a Neb
raska steer at Funk, Nebrakii, s ip him
to Omaha. 200 miles, in athirlh-six fool
car at 11.5 cents per hundred pounds,
now add rate on products to Chicago
from Omaha, "in cents, and your l'helps
county steer is in Chicago a distance of
700 miles at 37.5 cents per 100 pounds.
Take an Iowa steer and ship him from
a point 200 miles west of Cedar 1,'apios
over an "A." road at 15.5 cents per 100
pounds, add rate on product from Ceder
liapids to Chicago 17 cents, and your
Iowa steer has paid 3.'. 5 cents per 100
pounds on a distance of 4 IU miles The
i'helps county, Nebraska, steer pays
only 4 cents per 100 pounds more to
reach Chicago than the Iowa steer, and
yet he travels nearly twice the distance.
Now take a Nebraska steer at Mason
in Custer county, Nebraska, ship him
to Omaha 200 miles over what would
be a "(J" road, at 152 cents per 100
pounds. Chicago, 22 cents, and the
Custer county steer stands charged
with 37.2 cents per 100 pounds, and lias
traveled 700 miles. Take your Iowa
steer over a "C" class road 2O0 miles, at
20.17 cents per HO pounds, from Cedar
Kapids and 17 edits on products to
C'hlca,o and the Iowa steer siands
charged with 37 17 cents per 100 pound
for a ride of 31U miles. 'Ihe Nebiaska
sleer has traveled 700 miles as against
41U miles for the Iowa steer and paid
only 8-10 of 1 cent per 100 more.
In all ages of the worlds history
since commersc was fust instituted
among men there have peeu opportu
nities by the
SKILLFUL USE OF I'KiURICS
in proving to n,e poor man that ho is
.being abused bytheiich men and in
proving the individual that the cor
poration is his natural enemy, but
never w as a subject more capable of
being twisted with inhehievous effect
by the skiilluluse of figures and the
singling out of technicalities than the
subject of transportation
Hi discussing frei Jit rates n man In
Adams county might say: Oenlleineii,
yon are corn raifcis. I w ish to show
hnroli-i.l i ..I
n,..-.i, . " "U
Be Sioux
W r..,l. ... . -'tUlJ
.1,,,,,. I...... .1 .:. , ' ''"
ouun9 uutc tills UIMTlUti
corn rales keeps tl
wishes to have it so ad,;,,,.! 1
...... i.. .. 4 ii
..ai, oe as low prop,.ni01l4,M 1
ucinrvii iMll.tnu ami ( lucu.
uoij nan ui me li utli iaj
(lie Adams county corn r.iiie-
iniscnievous maiih. r I,.,, ,
..... . .t ... . -"'-liil
mr iiu.iuis vouiuy fun
occasion lo ship corn from IIfc
uuou. ii ti.e coi-Uitajiij ewJ
mis state mar. we cm,
on ii pnxiucts here in tl.e siai.
it from one town to the other
suon nauL ami if we had j.
flat
our own luinoeraim mines f.l
coal ana salt, if we exports
In li f:ir rliKlaiit m-irL-..t ... .
' - ; s ana ml
our commerce as a Male coui
tit, rnuin in hti vi1. ..,. . .
'b- ''I to-
ities among each other, thm ,
want the rates adjustei ,
the bhort haul; und (jj,.,
ngainiti me long num. .. . i
Ihe Adams county lariuer uj.
corn rate from Humi: 0 v
but he would want the tlioroug:
between Illinois an I Nebraska
as possible, to prevent tl,e
farmer from sending his farm ,,
into eora.sKa to comp le mil,
briuska market with the v
product. If the fanners in ;
could have their will in the kdjiiy
of Nebraska rates C;ey would o
it as to make the long haul rate-
Nebraska and Chicago so high ;
would practically exclude N;,
grain aud stock from the (Lj
market.
.HE AHAMS COT STY J'AIIVII
:. tr.i.-.ccu 1:1 u-ning corn n
ton market, but in the Chicajo m
and the price lie receives for hij
is the price In ( liicago, less the pn
costs to get it there. In rn-ki
this cost it Is not material what
the corn pays as it travels U-ti
Hastings and Mitton or I;
Hastings aud Omaha or what it
while passing through Iowa or 1!:
but whether when it h-.i rti
Chicago it has traveled on a thr
rale for tho w hole distance, cim;-!
wilh the through rale for the
distance paid by Iowa and Kansas
with which it must compete in
Chicago market. The Adams d.
farmer cannot exieci the railr'a:J
annihilate distance. lie cannot ex
the hroduca of his farm, locaUil
Central Nebraska to be laid dosi
Chicago at the same indeiitical 4
that of the Iowa farmer who in ev
hundred miles nearer. He has, how
a right lo demand that his prw
when it conies in cohqieUtiwn '
the Iowa products in ( hicauo, to
a lower rate per mile, in prop'irtio
the longer dist ihee it has iravelel
Hy investigation we find that
discrimination Is in favor of the
braska product as compared with
Iowa. Take m example. The rait
corn from Hastings to Chicago is
cents icr 10) pounds To reach ( lm
it travels f2'S milci and pays at the
of 7 10 of 1 cent per mile. ':
Murray, Iowa to Chicago the coran
is 17 cents er loo pounds. 1 he
tance is :ii!5 miles and the rate r
per mile is I cent, i he Nebraska c
travels at 0 10 of 1 cent, while
Iowa corn pays I cent per l"h pern:
Now let us take a Nebraska bof
Chicago, and tee whether tin- Uiscr.i
ination is against him and in favor of J
Iowa hog. Take him from ltcpiiwic
City to Lincoln alive at ! ceii.s,
100 pounds. Take the prodiut ir
Lincoln to Chicago at 25 cents ir l
pounds, and your Nebraska hog
paid 41 cents per 100 pounds to re:
Chicaco. Ii20 miles aw.iV. his
being at the rate of 1 1 4 1' J cents
0
ton pr mile. Take the ia 11
the sitme distance over a class
road and from the packing house
Cedar Itapids take the product
Chicago and your Iowa hog has P
31 cents lier 100 pounds l' r,;l
Chicago, a distance of 4o0 miles an
has cost at the rate of I 0-10 cents j
ton H?r mile. From llich hill, JK
Lincoln. Neb., the distance is 21." nil
and the rate is $1.15 per ton, or fom
lent lis of 1 cent per mile per ion
Iowa rate on an "A" road for 2ii
would be 1.22 per ton or 45, ! of
cent per ton per mile, a difference on
21" mile haul In favor ofNchrass
7 cent tier Ion. From the MuchakT-
IcW milieu IhH coal rale to Lincoln H
91.27 per ton, the distance "'"Hj'i
miles. The -Iowa rate on class '
mud Inrlhn u line ilistilllCC ISIl-'"!'
ton, or 4 cents per ton in favor of
braska
V,..., I... .. inLon Vi.hr:, ska f"t")rt
and nut him Into the market in
Louis where he wauls to sell corn I
competition with the Missouri larmf'
Ihe Nebraska farmer pa
from Adams counly lo St- Lnn
pi tit i.er I M iioiinds on a distiim0
im I... Th Missouri f riiicr m
Jackson county, A Issmiri pays I ' ''''j'1"!
p r 1W pounds, a dislanc; of H"i
Tl... v..l.r,.-t., fiiimer h:'.s had only
cents moro per loo pounds
.Yissonil farmer and bus h.wk-'i
product
,ri.-ii Til in: AM FAII
We have given you in the for;oii'?
brief history of the ram ina'.ter
have round it and from thai hi'or'
i Al
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U3j th"1
(,lf nourish!"'
t!w n.iiul as
live utinovhic
Tkre are so
4,n;.rd 1 1
c utiat the.V
DethirKf' 1
.:a oi "
.ne, there :
njilo you
(ou m.v, '
iIjH be Pu
lain! 'lib', -i
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re on ti- d
bat wire.
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Mile v. .lii
just ' ' .'tl 1 1
uii slu.ui'.i ;
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saltier sn;ii
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