The Democratic advocate. [volume], October 05, 1917, Maryland Industrial Progress Number OF THE DEMOCRATIC ADVOCATE. AND THE BALTIMORE NEWS, Image 21

About The Democratic advocate. [volume] (Westminster, Md.) 1865-1972

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BALTIMORE ENJOYS DECIDED ADVANTAGE IN MATTER OF FREIGHT RATES ! t
sewerage system
finest in world
Baltimore Equipped To Care For
The Needs Of Million
People.
engineering feat
Vas t Scheme Projected Just After
The Fire Has Cost
$21,000,000.
„■ . i,, 1 timore has the finest sew- j
f r Ui tli6 world is attested t
„ ‘-.ict that engineers have come I
n . oni' other American cities)
and approve it. hut from j
.. , rf nds. Its construction cost j
, I; includes 655 miles of j
... vers, -05 miles of storm- I
cjj-aine. i:..<-0 manholes, sani- :
ns provided for 110,000 j
; . ~c, r stormwater inlets, pro- I
. r |i average daily flow of |
eiii s; ,iions and a volume of sew
... pumped daily of 22,000.000 gallons
e disposal plant at Back River is
r.dcr of engineering construction.
• •-■c great system was begun and
■ ■.-led wi’hin the last 10 years.
o ,■stem was built under the di
,■ 0 .- a:i l supervision of Calvin W
lor City Of .Million People.
a year after the lire,
~ a,., re is ul no municipal sewerage
The method of disposing ol
.... .-r was by means of cesspools,
tip new system provides for
0 , .men’s of a city of a million
■ ito .arly days the cesspools
: .-.j ; ■ .i satisfactory manner on
in of sleep grades and the tin
;ng rand'- strata of the city. As
■ grew tbe question of adopt
methods was raised from
to time, covering a period of per
;,■> years. In 1 SOT a commission
ie \ extensive and interesting re
on the subject, hut nothing fur
iv,,- done until 1904. when Stats
■ were ene. ted forbidding the dls
sewage into the Chesa
■;a fen ■' or its tributaries without
pur;f■ .ng it, with a view to pro
t ; .. , .(st oyster fisheries of th<
si peake
stupendous engineering Problem.
d grow n to a population
7 i.ddo inhabitants without
s’ii-p,,, system and was thin
ugV fa.-c to face with one of th
r.ost stu .'iiidous engineering problem;
modern times —tlie installation ol
lompi’-te and separate drainage
cir.s i.ite for storm water and th
v fo -uiiiary sewage.
■"’ f : tmont forbidding the dis
.-t;s d; crude sewage into th<
-. pr i hay also authorized . tin
f Baltimore to issue bonds ir
jiim af slo,ooo.een to carry out th<
- r ,f c.vering the city. The bone
"Has approved and a commlssior
appointed by Mayor K. Claj
■■tar.;;.- to carry out the work. This
m ; ;.s a employed Calvin W. Ilcn
of Now York, then in charge o
rrcot, ’ ruction of the sewers :
•v Tor;, as chief engineer to can t
!i Bai'imoro sewerage project t<
Con-trueiion Begun Tn 1906.
hi was begun on Octobei
7’. t- -as soon discovered tha
5 o loan was Inadequate
• ntited it would requirt
thnut .n\- .m to construct a sani
n -- si 'to complete and a systen
’ a; v -itor drains and $1,500,001
a lories’ falls. This loan wa.
1.1 the work went forward
■ •. im; drains installed rang.
" six-inch house connections t<
it fret in circumference anc
severs through which 16 an
n-.iejes, (trying the Governor, tin
'later. ;’... City Council, the Sewer
- f < ;r: •on and a party of busi
- mm tr. ide an inspection trip tin
lipovi plant On Back River.
i’tt'o-rr; >i of the sanitary sewag.
■ flows by gravity to thi
P f ’--> p:-.nt on Back river, si?
f fr >,i the eastern city limits
* third requires to be pumpet
i:' re iron force mains a dis
nile to the outfall sewer
■' ■ -it of 72 feet (including fric
; i . f .iv, which point It. also flow;
-nr ■" to the disposal plant.
Tf; sum of $12,500,000. approximate
i is n. ing paid by citizens for housi
■ ’-c’ionc with the sewers.
r , i l ii;iim[)Miiiiitiinniiiiiiiiiiii:3iiniiiiiiiiaiiiiiiiiiiutiiiiiiiiiiiiiUitjiiiiimiiiit3iiiiiiniiiiniiiiiiiiiiiit]iiiiiiiiiiiitJiiiiiimiiicjiiiiiiiiiinaiiiiiiiiiiiit]iiiiiHiiiiiniiiiiiiiiiiitJiiiiii:iiiiitJiiiiiiiiiiiitiiiiiiiiiiiiiy ■
IF bramco
! i
A CDU A ¥ T Look Better and Last Longer than Wooden
Aji iIALi 1 Shingles and Never Need Painting. They
i Resist Fire and Hail and are Inspected and
IF* J Labeled by National Underwriters.
i The Modern Roof 5
8 You and Your Roof are Protected by PATHFINDER I
? the offer of the Manufacturers to issue ' g
a written Guarantee that it will wear D I" 1 ¥ TWT |
WITHOUT PAINT for 8, 10 or 12 IXUUr liMU
Years when You Use |
nj3 4 I s specific on bis: contracts and used
OKAMIVU J. mlj extensively by the Government for Mili- |
§ tary Work from Maryland to Texas. It
D |7 1 TV! C* will give complete servics on that building I
S\\j\jr ill VJ • you have in mind.
AIANUFACTtTKED BT =
B s
Baltimore Roofing & Asbestos Mfg. Company
I ASBESTOS, MIJ. | |
| Send for Illustrated Literature IJealera Throughout Maryland = I
I’ i i
yj*— —- | j
Plant Of The Carroll Oak Tannery
Located at Tannery, Md., it employs SO to no men. Annual rapacity, 37,500 hides; currying department, 160,000 pieces of leather. Has,
i operated nearly 50 years.
i , —,
. !
Differentials And Local Facilities For Distribution
By A. K. BUCK, Traffic Manager Merchants Ami Manufacturers' Association.
For the last six or seven years one
frequently sees reference in the
press or overhears snatches of con
versation relating to Baltimore’s "dif
ferentials.” To the uninitiated a “dif
ferential” might be some strange, un
tamed animal, but to the sophisticated
and to the large manufacturer cast
ing about for either a change in the
location of his industry or for a site
for the location of a new industry the
word “differential” has a very impor
tant meaning, provided It is accom
panied hy the words "in favor of”
and not "higher than.”
A differential literally means a dif
ference, and in railroad parlance
means certain amounts either higher j
or lower- than rates between several
cities, so that when we hear men- 1
I tion made of Baltimore's differen-'
rials it simply means that reference is
being made to the fact that Balti
more is so sitrrated geographically
and commercially that this force of
advantage has been utilized to the
fullest extent, and that for both geo
graphical and commercial reasons the
: cat Tiers serving Baltimore have found
It necessary to recognize this force to
jlhe extent of providing rate adjust
ments from and to Baltimore that are
less than the rates published from or
[ to cities neighbors and competitors of
Baltimore.
i
Always Guarded Jealously.
These differentials have always been
guarded jealously when they pro- i
vide a rate adjustment as favorable as
i is enjoyed by Baltimore, and several
lengthy battles have been waged by
commercial organizations of other cit
- ies to wrest them from her, but the
' Interstate Commerce Commission has.
in every instance, upheld the city's 1
- l ight to them, and only recently, it j
will no doubt be recalled. Jersey City,'
N. .1., attacked them in a proceeding
before the Interstate Commerce Corn- i
1 mission, only to have its claim re- j
jected.
Differentials are of several kinds,
but so far as Baltimore is concerned
we may mention only two —the rail
' and water and the all rail or port dif
ferentials. Jn the case of the rail-and-
I water rates from Baltimore, and in
■ * eluded in this group, comes the rail
. jand-lake rates, but differences or dif
ferentials are. made by subtracting j
> from the standard all-rail rates cer
■ tain figures on each class, providing a
i line of lower rates for this character
i of movement; as, for illustration, *n
i tlie case of the rail-and-water rates
from Baltimore to points in the South
: east there is almost always uniformly
> applied what is known as a 12-cent
1 differential scale—that is to say, that
• j the first-class rate is generally 12
cents less when by the way of rail and
■ ' water than by the way of all rail, and,
• in the case of port differentials, where
the advantages of the city have been
recognized, as they are recognized,
the rates from Baltimore have in
> practically every instance, except in
• such cases as might be termed purely
local, been made differentia! scales
less than the rates from Boston, ,Ncw
I York and Philadelphia to other sec
. tions of the country; as. for example,
on westbound business Baltimore en
■ joys an 8-cent scale of differentials to
i Chicago under New York, and on
eastbound business the rates are ad
- justed on a 3-cent differential scale
; from Chicago to Baltimore, while in
the adjustment of the rates to the
Bast and Southeast Baltimore enjoys j
a 7-cont differential under the port |
of New York, and in both cases a |
corresponding differential under the
rates from Philadelphia and from
Boston. These latter differentials or
differences are known as coastwise
differentials, and have also been sub
jected to numerous attacks by com
peting cities, who are Jealous of the,
possession of them by Baltimore, no- j
tably the city of Atlanta, which has'
tried upon a number of occasions to ,
have the differentials between all of j
the ports entirely eliminated hut has]
consistently failed in each attempt. 1
Rate Adjustment Favor City.
Even in the adjustment of rates
from the West to the Southeast the j
1 strength of the Baltimore adjust- i
1 merits is recognized by the carriers,
'serving that territory, and for a long,
; period of years the basis for rates to j
the Southeast has been from Cincin- j
nati and Bouisville as the base points
to practically all points in the South (
■ and Southeast, to be not less than the \
rail and water rates fiorn Baltimore
to the same points, so that from a
commercial viewpoint there is little
to be desired in general rate adjust-
I ments from Baltimore, to any part
of the country reached by our mer
chants.
There was a time a few years back
when even our speriority in location
at the head of the bay. with wonder
ful opportunities close at hand for in
dustrial development by means of
; splendid water and rail service, that
[prospective purchasers of property
■for industries passed Baltimore up in
| favor of other cities less fortunately
located, mainly because of the fact
that the trunk line carriers serving
Baltimore had not perfected a switch-|
ing arrangement that was satisfac
j tory to them; nor to the business
houses of Baltimore; that is to say,
that there was no reciprocal switch
ing arrangement in effect in the city,
J and shipments reaching. Baltimore
j over the lines of the Pennsylvania
■ Railroad, for example, and destined
1 to a location in Baltimore on the rails
lof the Baltimore and Ohio Railroad
i were forced to pay a combination of
local rates of each of the roads be
fore the shipment would be delivered
at its final destination.
Premium Kates Established.
This resulted in the assessment of
charges for the switching service and
ranged from S3O per car to SBO per car
in some instances. This condition was
attacked in proceedings before the
1 Interstate Commerce Commission by
‘the commercial organizations of Bal
timore, the result of which was to
i Anally evolve a system of what wore
I known as premium rates, which is to
] say that the Commission indorsed
the proposal of the Pennsylvania Rail
-1 road and the Baltimore and Ohio
I Railroad to establish joint rates that
j were made 5 cents on the first and
j second classes, and 2 cents on the
I third, fourth, fifth and sixth classes
■ higher than the rates on a single line
of railroad which, illustrated further,
means that if the rate on a carload
jof brick from Pittsburgh to Balti
i more via the Pennsylvania Railroad
1 was II cents per 100 pounds, the rate
for delivery at a Baltimore and Ohio
1 station in Baltimore was 19 cents per
100 pounds, or 2 cents per 100 pounds
higher than the rate of the Pennsyl
: vania Railroad. This adjustment never
was satisfactory to the merchants
; and manufacturers of Baltimore,
TIT E B ALT IMO R E XE W S
I although it was the best that could be j
secured at the hands of the Interstate!
Commerce Commission, and, there- !
fore, the solution of the problem laid |
entirely in conference and negotia- |
tions with the interested railroads, so j
this plan was pursued.
Slightly more than a year ago these j
carriers voluntarily abrogated the j
| premium basis and established rates)
j between points on their lines upon the I
■ flat Baltimore basis, which is to say 1
] that the same rate be applied for aj
j Baltimore and Ohio station in 891- j
j timore as for a Pennsylvania Rail-1
road station In Baltimore. The West-j
i ern Maryland Railway for a long
(time maintained the flat basis in
j connection with shipments from and
Mo Baltimore and Ohio stations but |
| did not in connection with shipments
i over the Pennsylvania Railroad, but
I recently' has arranged for the same;
\ basts with the Pennsylvania Rail
! road, so that at the present time all
!of the rates in Baltimore are upon !
; the flat Baltimore basis and the same |
| rate will apply, irrespective of the,
i point of origin, for delivery at the
j Baltimore stations.
Still Working For Betterment.
I These is, however, in Baltimore no
j change in the policy of the carriers
relating to interchange switching in
(Baltimore, and while efforts have
j been made for quite a while to obtain
1 what is termed a per car basis they
have not as yet borne fruit, and the
interchange switching locally be
tween points in Baltimore in connec
tion with two or more roads is per
formed upon the basis of a line of
class rates beginning with 11 Vi cents
per 100 pounds on the first class, and .
ranging down to 6 cents per 100 ;
pounds on the sixth class.
Analyzing the entire situation it is)
safe for Baltimoreans to say that ,
there is no city in the United States
' possessing both the unique and natu- j
ral advantages as does Baltimore for |
j the development of her industries and
I mercantile establishments, because ,
' here by the exercise of her different
1 advantages control may be obtained i
| over the business of a vast section of |
j the country and as a difference of a
j few cents in the freight rate today:
) influences the placing of a large num- j
I her of orders, Baltimore is in a po
| sition to show to anyone the decided
{advantage, financially and otherwise,
i of purchasing goods In and shipping
I, -
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M THE BARTLETT j
1 } HAYWARD CO. M
| j Engineers i j
| j Founders i
| | Contmctors j j
I | BALTIMORE-MARYLAND j I
j IlllliWilillilllllili
goods through Baltimore to foreign j
ports apd other sections of the
country.
Wanted To Start Something.
(From the Yonkers Statesman.)
"This sure is a slotv place,” said j
the country boarder from the city.
“Think so." came from the farmer j
who was getting the $5 per week. )
“F certainly do. I’d like to start j
something today."
"Well, you might go out to the barn •
and have a try at that unruly flivver j
[ of mine. (
—————i— I .' .._ _..., -...."7
!
I
FRANK A. FCPuST, President. KOV\ IN AHF IK.ED, 1 rcasurcr.
SKTMOUR MANDEL.BAUM, Vice-Pr sident WM. A, OETTTNGEB, Assistant Treasurer.
.JOHN T. DAHjT, Secretary. JOHN T. WALDHAUSER, Superintendent.
„ i
j
’
Maryland Dredging |
and Contracting
Company
-
RIVER AND HARBOR IMPROVEMENTS
'
GENERAL CONTRACTING
'
MAIN OFFICE: FIDELITY BUILDING
BALTIMORE, MD.
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1 '•': M 1 ::11 1 1 11 ,;3: m11 in.iitji iiiicviiiiunnum^*
IRAYMONDI
i concrete!
PI! E ‘I
( company!
| Kenneth K. Kirwan I
District .Manager.
i ....
— - —~ - [l
I CONCRETE
i ; 1
| Foundations, I
I Bulkheads, I
5 •
| Docks, Piers.*. I
| Bridges
I i’ll
| Munsey Building. 1 .1
Baltimore, Md.,
II ||
!■ 1
Billy Sunday Home: |
Tabernacle Squanj
! Bright in Every Comer, t
Twenty-eighth Street V
Between
Barclay and York Roal
I Homes for Workingmeff
Whitridge Avenue |
Between
Guilford and Barclay i| :
Keyworth Avenue
West of Relsterstowu Road
I SUBURBAN HOMES I
West Hamilton Park j|
| Old Harford Road 1
nd j I
Rosedale Avenue i,
(Hamilton.)
West Arlington Garden
Ridgewood and Gywn;
Oak Aves.
* |
Lohmuller;
OTS
Building
UNGALOWS.
COMPANY jj|
OTTAGES I
463-69 Calvert Building
{-rJ— ‘ — 1 '
JOHN CYRUS DISTLER. |l
f President. J jej
■ WILSON B. STRINGER.
J Secretary and Treasurer.
Riggs, Distlei
& Stringer, inljf
I Engineers and Contmctom p i
1 Plumbing, Heating
Ventilating
Electrical Work, Water y
Works and
Drainage Systems, Power;
i Plants
910 Real Estate Trust Bldg., i
Philadelphia
23 & 25 Light St., Baltimor.
I Telephones, St. Pan! S.Vt3-Ssl1 1
£iiiiuiuiE3iitiiiiiimnmmiiiiitc3itnrmniia)iitnin(C3Hiiiid&
J. MONROE HOLLAND, fpj
jj President.
| WALTER A. FRET. Vlce-Prenltli
CHARLES J. BOLGIANO.
Secty and Treas.
ELMORE B. JEFFERY, 'N
Chairman of Board.
| .
5
I The CorporateH
g
| Financing Co.l
| MUNSEY BUILDING 1
BALTIMORE
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