176 STATE BOARD OF AGRICULTURE. 



dition exists in the slioe trade and many others. What they need above all Isf 

 an outlet to foreign markets; yet they are making no considerable gains in 

 that direction. By an elaborate system, or no system, of tariff taxation, the 

 cost of production in the United States so far exceeds that of other competing 

 nations that ntc can find no outside market for most of our surplus manufac- 

 tures. Purthermorej we have so discouraged foreign trade that the com- 

 mercial relations essential to the desired trade do not exist, and they cannot at 

 once be supplied. And in addition there is needed a large and progressive 

 American shipping interest. AVith a prosperous commercial marine, free raw 

 materials and machinery, our manufacturers could enter the markets of the 

 two Americas and the wliole world. In consequence the real wages of labor 

 would be largely increased, and more and more the bulky products of the 

 farms would be consumed on American soil. The dream of the advocates of 

 the ''American system" would approach realization in a growing home 

 market for the farmer. As a nation we should be employing skill and labor 

 in the most effective ways, and in consequence be most rapidly and surely 

 building up national wealth and greatness. 



RELATIONS OF RAILROADS TO FARMERS. 



1!Y AV. O. IIUGHART. 

 LDeUveretl at Grand Rapids Institute.] 



The following is an abstract of his address: Tiie ground has all been fought 

 over politically and all interests are satisfied with few exceptions. The com- 

 mercial and traveling i)ublic are more than satisfied. The manufacturino- 

 interests are satisfied becaas3 of the increased facilities for bringing raw 

 materials to market. All are in harmony except the agricultural and granger 

 interests. The present railroad mileage of the United States is 130,000' 

 miles, the Value of which is seven billions, nearly all representing solid value 

 in material and labor, comparatively little in "franchise" or land. The 

 value of the farms is twelve billion, including buildings, fences, implements, 

 and all farm stock, but not all representing labor or material; much of it is- 

 in the soil. What would be the value of all this farming lands without rail- 

 roads? Perhaps nothing, the land being valued exactly in proportion to the 

 accessibility to tlie market for surplus products. Highways are practically 

 worthless in modern days in reaching a competitive market. The Agricult- 

 urist for February says, we have four and one-half million of farm teams or 

 spans of draft cattle. To transport the freight now hauled by railroad, these 

 would each have to pull one ton twenty miles per day for 300 days in the year 

 and receive therefor at the average railroad charges, thirty-four cents per day 

 for man, team, and wagon, and out of this pay board, feed, repairs, wages, 

 interest and wear and tear, allowing nothing for expenses of return trips. 

 Think of hauling one ton twenty-five miles for twenty-five cents, including 

 team, driver, wagon, boarding, loading, and unloading. This you would be 

 compelled to do to compete with farms possessing railroad facilities. 



In the light of business and in the strength of comparisons, both farm 

 produce and farms themselves would be without value. A railroad may be 

 regarded as a person having well defined rights and duties and entitled to the 



