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Let's Make the Trucks 

 Work for Us 



V^^W^HE abuses that have grown up 

 ^*~y^ with the rise of the trucking 

 ^J industry are less and not 

 greater, from the farmers' viewpoint, 

 than the abuses that used to exist at his 

 local delivery point before his cooperative 

 elevators were established. 



It took something more than mere leg- 

 islation to correct grain-marketing prac- 



tices at the local point. It was necessary, 

 before conditions were improved, for 

 farmers to handle their own grain, 

 through their own facilities. That is the 

 shortest cut to remedying bad conditions 

 of any type that are related to grain 

 marketing. The farmer owns the grain, 

 in the first instance, and he has merely 

 to keep it in his own hands all the way 



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ILLINOIS FARM SUPPLY CO 



608 S. DEARBORN ST. CHICAGO 



to market by patronizing his own agen- 

 cies, already set up and functioning ef- 

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Local cooperatives have never enjoyed 

 100 per cent control of the grain flowing 

 to market, but they have beai able to ex- 

 ert an influence for good out of all pro- 

 , portion to their size. And in weeding out 

 abuses by commercial truckers, 100 per 

 cent control, while desirable, is not im- 

 perative. Less than 100 per cent control 

 will greatly inodify the operations of 

 those engaged in peddling by truck and 

 those trucking for hire. In protecting 

 his direct financial interests through the 

 use of truck transportation under his co- 

 operative control he will also protect him- 

 self and the public against abuses by 

 commercial truckers. Cooperative com- 

 petition is a potent corrective wherever it 

 is applied. At Morris, 111., last year. 

 Farmers National was receiving 200,000 

 bushels of corn a week, all of which was 

 trucked in by farmers for the account of 

 their respective local cooperative elevator 

 associations. The extreme distance from 

 which corn was hauled in was 65 miles. 

 If farmers and local cooperative elevators 

 at a distance, as an illustration, made one 

 to several cents a bushel by hauling corn 

 to Morris, and could take back with them 

 the supplies needed in their farming 

 operations, purchased for them at a sav- 

 ing by their local cooperative, or the one 

 at Morris, isn't it good business for 

 farmers as individuals and for their eleva- 

 tors? If the movement of grain is, in 

 some instances, past the cooperative eleva- 

 tor and directly to terminal or river point 

 by truck, who can argue that either the 

 grower or his local cooperative has been 

 injured as a result when the grain is 

 trucked by the farmer to the distant co- 

 operative and sold in the name of his 

 local cooperative? If in changing condi- 

 tions, partly brought about by truck 

 transportation, producers should find it 

 advantageous to abandon a few coopera- 

 tive elevators as being no longer essential, 

 who is there to tell the farmer he can't 

 do that or that he ought not to do that? 

 If the farmer abandons the cooperative 

 at his local point for a cooperative at a 

 greater distance, and it pays him to do 

 so, should he be prevented by state law, if 

 that were constitutionally possible, from 

 doing it? Readjustments are seldom 

 pleasant and often quite painful. It 

 will be painful, no doubt, to have to 

 learn to live with trucks. But trucks 

 are here to stay. Since the farmer owns 

 not only trucks but grain and cooperative 

 elevators, he should be more interested 

 than anybody else to see that adjustments 

 are made which will not work against 

 him. For farmers to join with the grain 

 trade and the railroads to achieve politi- 

 cally what can be achieved more satis- 

 factorily through cooperatives, is to make 

 a colossal mistake. 



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L A. A. RECORD 



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