The Sioux County Capital from Orange City, Iowa on March 9, 1972 · Page 3
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The Sioux County Capital from Orange City, Iowa · Page 3

Orange City, Iowa
Issue Date:
Thursday, March 9, 1972
Page 3
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<5ellefit time to consider the rate of inere&se in beef cow numbers in light of what seems advisable over the next few years, Beef cows on U.s. farms and ranches increased to an estimated 38,7 million head on jan.l this year--up 3 percent from that date a year earlier. The nation's beefcow hefd has increased each year Since 1958, rising 60 per cent for the period and 35 percent during the last 10 years, Helfers on hand for replacements in beef herds on January i were estimated at 6.8 mil. lion head, 6 per cent more than a year earller-indica. »ng probable further ex. Pansion again this year, Last year Iowa beef cow numbers moved up sharply to a n es. tlmated 1.7 million head or 15 per cent more than a year earlier. This followed a 7 Percent gain In 1970 for a total gain of nearly 25 percent in just two years. Futrell says the Increase nationally the past year could have easily been even greater had there not been a drouth in Texas which resulted in severe herd culling and a 6 percent decline in cow numbers. Fortunately, growth in consumer demand for beef has been rapid enough to absorb the Increase In cow numbers and total beef output and sttll permit some rise in the price of fed cattle. Choice steers at Omaha during 1971, for example, averaged $32,45 per hundredweight compared with ' approximately $29,50 for the previous two years. Recent fed cattle prices were the highest since 1951. Prices of feeder cattle and calves have also strengthened, improving the profitability of beef cow operations and providing incentive for further expansion. Choice 400-500 pound feeder steer calves at Kansas City averaged $39.25 per hundredweight during 1971, The average price the previous two years was $37. 10 and for 1966-68 only $30. 55. Per capita beef consumption In 1971 averaged 113.3 (Continued on page 4) "Crises in the Cornbelt" .^ "Crisis in the iiii conference held at drew such broad and such wlde- est that plans have fa to continue it as Ll event. Lfee primary objec- U, e conference: jounly area of North,1, and South west ^together to discuss ^problem*. • olrlng the area's pro- 0 , h e attention of federal govern- O jnd some way to bring as to the severe pro- JK area faces, ,1500 persons attended 18 conference. ig address was '^Walter Franz of to Lake, Minn., a tor- iii, state senator. rill appear In future jllte CAPITAL. importation tone has suggested that ilands long enough in Square In New York sooner or later, just iieryone in the world ssby. is Square is on the jids of the world. Peo- ijregaie there, and a- tem can be found just rery Imaginable type of and service. urttflon, to the New ,ls pretty much anab- toncern for he needs jo a few blocks to [thing he wants. »In the rural areas of . Take southwestern , and northwestern or example. People it are 180 miles from Cities and 250 miles Molnes. All that is around them is the e of farm production. nj else needed must wrted to them, and y costs a little more 11, on can stand on some reel corners in this 1 see very little trail and much of what see will be heading ward the Times ol the nation, transportation is no » abstract. It is a « which our very lives I! we can Improve importation, we can our economic posl- II we can Improve an sustain our popu- I slop exporting peo- «cities where they to the urban ''' a lot of room for « e nt, While the post 1 wagging about 24«1 delivery between «and San Francisco J«f with 48-hour mall ween Orange City wn, we live, where - e great and the m speed highways 'live in order to cut ". we have to con- !elv «s with the worst ' """Paths Iowa and * havetooffer. small *e find ourselves If. '""'ration when •'""•a people fight- C^MllAlJ . need good is « ork is fe gers rlde the steaksa ml i' ° uthere . fee. Not only that, but we live under constant threat of cancellation of service because the airline says It cant make money serving us. Out here, our commerce is agriculturally based. As such, we deal in bulk cargoes of corn, soybeans, cattle and hogs, Ideal products for rail transportation. But our railroads can't wait to abandon service, claiming they can't make a profit serving us. Every time this happens, It throws that much more of load onto the trucks, but in Minnesota, 45 percent of the towns are served by roads on which load restrictions are placed in the spring. Fortunately for them, Iowa's small towns don't have this problem because Iowa does not restrict roads. But in Minnesota, 45 per cent of the state's communities are in effect economically Isolated for extended periods of time each year. If transportation is defined as the business of moving goods and people, It stands to reason that It becomes all the more Important with each additional mile of distance Involved. For those people living in the rural areas of southwestern Minnesota and northwestern Iowa, transportation is one of the most vital problems to be solved by those concerned with economic growth. Let's consider the problem from Its component parts. Let's start with highways for they are the backbone ofcom- merce. What does the region need in the way of highways? To begin with, It must have no less than a useable road to every single municipality. That's not too much to expect. Iowa has it already. Minnesota needs it too. This means an all year round, non-restricted road over which trucks can move. Iowa achieved this, not be building better roads, but simply by removing restrictions. It may In the long run find the decision costly, but in the meantime its people are being served. Minnesota must either do the same or move immediately to upgrade carrying capacity of roads serving those 45 per cent of isolated towns. There are too many of them to list individually, but Just the isolated Nobles County towns may provide some sort of idea as to the extent of the problem. In Nobles County, Leota, Lls- more, St. Kilian.Rushmore, Dundee, and Kinbrae all are on restricted roads. They cannot stand much more delay In solving the problem. Beyond this, there are certain major highways that are more than mere roads. They are economic development arteries. They serve communities in which major industrial growth is talcing place and are, In fact, in large measure responsible for that growth. Foremost, of course, Is Interstate 90 across the southern edge of Minnesota. It serves the entire region on both sides of the border. After a slow start, it is getting more emphasis now and Is scheduled for completion in 1976. But other roads of equalim- portance are not. They are Highway 60 cutting diagonally across the region and providing its main link to the port of Duluth, the Twin Cities, Sioux City, Omaha and the southwestj Highway 71, the north-south federal link from Canada to the Gulf; and Highway 18, the east-west regional carrier in northwest Iowa. All three of these—Highway 60, Highway 71, and Highway 18--have been designated four-lane expressways by the highway departments of both Iowa and Minnesota, but all are languishing because of lack of money. New industrial growth that has taken place has been predicated largely on the promise tnat someday these roads are to be upgraded. Chase Bag at Sibley, Allied Mills and Boise Cascade at Worthington, Tony Downs at St. James, Univac at Jackson, Me Quay, Inc. at Spirit Lake—these are just a few new industries that have recently moved to the country and are served by these three roads. How many more would there be if road building promises were road building realities? If this region is to grow, it must be given the tools with which to work. Highways are one of the major ones. If government is serious about reversing rural migration, then let government get serious about building economic development highways. If this takes deversion of funds now being spent In urban areas where people are fighting road construction, then let the diversion begin. It's one way of making everyone happy. Harry Heltzer, chairman of the International Road Federation and a 3-M executive from Minnesota, says, "As you talk to people who work in rural communities where industry has moved its plants, you discover many of them are farm people who would have had to uproot completely and move into a larger city if industry had not come to them. if we are people oriented as well as construction oriented, we'll serve best by dolngwhat we know best—building arteries of the nation. We have an obligation to fulfill, both to city dwellers pressured by too many neighbors .and the young men and women'- who prefer to remain in smaller communities if it will offer them the opportunity to develop themselves." Or listen to Secretary of Transportation John. Volpe who described the economic growth centers program of the federal aid highway act of 1970 as "designed to show that areas with a potential for economic growth can be substantially aided by highway improvements." Mr. Secretary, we don't need more test programs to prove the point. We need broad federal and state com,- mitment to get on with the job we all know needs do- Ing. Now, let's talk about railroads. It never seemed to me that one could move goods cheaper by investing In a $25,000 truck, fueling it with diesel carrying a tax of seven and one-quarter cents a gallon, hiring a $5 per hour driver, and running it on $200 tires than one can do by rail. The fact that this is so an indictment of someone and proof positive that something is wrong somewhere in the system. Railroads say they can't compete despite the fact that one "driver" can operate locomotive controls to transport as much as 100 truckloads, and that one diesel engine can move weight a dozen times more efficiently than can 100 separate truck motors. The railroad's solution has been to consolidate depots, abandon branch lines and withdraw service. It's happening throughout our region on both sides of the state line with distressing and increasing frequency. Itdoesn'tmake sense. Just last month, the Minnesota Public Service Commission approved consolidations which closed depots at Adrian, Brewster, Heron Lake, Slayton, Mountain Lake, Jeffers, and Westbrook. The railroad claimed it would save $270,000 annually. If this is so, those depot agents were the highest paid people around, for it is obvious the railroad never invested any money in physical equipment for the seven stations. Ron Anderson, chairman of the commission, said, "The estimated annual savings by the abandonments by reducing the cost of operation on each branch line." He might have added it also reduced the chances of making a profit by making it just that much harder to do business with the line. Maybe the decision will result In extended life for the branch lines, but we don't think so. The record Indicates a firm desire on the part of the railroads to abandon branch lines just as quickly as they can do so. Ask the people at Champion Homes in Slayton who had to battle to get a spur into their new mobile home plant and who even today face the threat of abandonment even though they use the railroad extensively and need it for continued growth. Take note also of the fact that three of the most recently closed stations were not branch line, but main line stations. At Brewster, the depot is across the road from a major elevator, but the railroad's inability to provide adequate service and its rate structure makes it better business to ship by truck, resulting in just that many more of the big rigs grinding up Highway 60 running parallel with the line. Minnesota Commissioner of Agriculture Jon Wefald, in speaking recently about one of the newest abandonment applications by the Northwestern .and the Burlington Northern involving 20 com- -'tiunities, sal'd,-««The"se ; represent a continuation of a curious and extremely damaging policy—to deliberately sever vital economic and social lifelines of rural America." He went on to say the abandonment will deny the communities a balanced and competitive commerical transportation service, increase costs for transportation to farmers and small town businessmen, and unnecessarily shift a heavy freight volume to the public highways adding to the safety and maintenance problems. "We need Improved transportation service, not more discontinuances, if rural America is to attract the industrial development it needs for growth," Wefald concluded. We add our fervent "Amen". Rails, in theory, are the most efficient method of moving bulk cargoes over land. The fact they aren't could well be due to a combination of unfair governmental regulations archaic work rules and unwillingness by management to really work at the business of running the railroads. If tariff regulations put rails at an unfair competitive advantage, 'change them. If management is siphoning off rail profits to subsidize other activities of conglomerate rail companies, then let us have legislation to force railroads to fulfill their function, for they are in reality quasi-public utilities. And work rules need to be changed. Right now, the minimum train crew Is made up of an engineer, fireman, brake man, and conductor even on branch lines where the number of men in the train crew sometimes exceeds the number of freight cars in the train. Where rail lines are carrying numerous trains this may be justified, but It is simply ridiculous on branch lines where there is not another single bit of traffic to pose. a hazard. Four men doing the work of one Is a luxury we can no longer tolerate Where branch line profit potential is small. It is time to split the work rules between the branch lines and the main ., lines since there no longer is any resemblance between them. Freight rates also work to our disadvantage and need to be adjusted if the outstate areas of Iowa and Minnesota are to compete successfully. We find it necessary to pay too much for the miles that lie between us and our markets, and this factor alone is powerful pursuaslon for Industry to remain in the cities. We think government has a legitimate interest in seeing to it that outstate areas can compete on an equal basis even if this entails a federal transportation subsidy to equalize competition between plants in rural areas and those in cities. Much the same is true when it comes to air travel. We already pay for the miles, but under the present system we also pay more per mile for a lower standard of service than do people elsewhere. It costs us almost as much to fly by North Central or by one of the third level carriers In our region to Des Molnes or Minneapolis as it does to fly first class from either city to Chicago. It,is impossible for commerce to exist in any reasonable volume in outstate areas without air travel because the distances are too great and the time lost in travel too high. So again, government has a legitimate reason, if it is serious about equalizing growth and reversing rural migration, to subsidize air travel on commercial carriers to a greater extent than it now does. One way of doing this and achieving a second goal as well, is to make more extensive use of third level and scheduled carriers for hauling of mail to urban centers. Postal contracts could go a long way toward Improving the economic base upon which air service rests and could make a major improvement in postal service too, something that is also of major concern to outstate areas. In recent years, bus lines have begun cutting back on service in much the same way the rails did a few years back. They are scheduling more express buses—by passing the smaller towns—an action that indicates closing down of small town bus depots Is soon to follow to save money. Express buses would look like a good Idea, unless you happen to live in a small town where you can watch the rigs roll by without stopping for you to get on. The bus companies say maintaining small town depots is unprofitable. This may be, and again there may be an answer to a dual problem in utilizing the buses more for the carrying of mall. Most northwest Iowa and southwestern Minnesota towns have only a single mail dispatch daily, but Intelligent use of aircraft and bus departures could boost this to several times a day in many cases. All that is needed to accomplish it is willingness to break from the chains of tradition. Our leaders these days are increasingly calling for establishment of a stay at home policy equally as effective as the "Go West, Young Man" policy was a hundred years ago. We heartily agree and say flatly that a transportation policy which makes possible the rapid flow of people and goods and which places urban and rural people on somewhat of an equal basis is one major way of accomplishing it. unav, 0 H PS a oublic service by the following The above message was published as a puouo Farmers Mutual Co-op Alton Orange City Builders Supply Farmers Coop Elevator Orange City Maurice Farmers Co-op Oil Association Orange City Alton Farmers Mutual Co-op Assoc, Lumber Yard Maurice HiiniiHHiiiiiiiiiiiiiiiiiiiiiiiiimiiiiMiiiiiiiiiiimiimiiiiiiiin EARMNEWS HIIIIIIHUNNIIIttllNIIIIIIIIIHIIIIIIIIIIMinmilltlllllH Heitritter family of rural Boyden Named "farm family of Year" The Vernon H. Heltrltter family of Route 1, Boyden, have received the Farmers Home Administration, "Farm Family of the Year" award for Plymouth and Sioux Counties, reports Dennis V. Benna local FHA Supervisor. The "Farm Family of the Year" award Is to recognize families that have made outstanding progress since receiving their FHA loan. Benna stated the Heltrltter family meet this qualification with a high quality general farm program. They produce about 280 acres of corn , farrow 56 litters of pigs, feeds out about 120 calves each year. He also milked 20 head of cows up until last fall when he decided to retire from milking. Vernon and Aletha Heltrlt- ter started farming In 1946 when Vernon received his discharge after serving In World War n. They started by rent- Ing 120 acres near Boyden. During that first year, he purchased a baler and did custom baling to supplement their Income, Their first child, Doris was born that fall. The following year they rented 160 acres, had 3 milk cows and a few hogs. In 1948 they moved to the ''home farm", 147 acre slowly building. After purchasing the home farm In 1963 with the help of a Farmers Home Administration loan, they started making improvements. Buildings were repaired and painted. A pole barn, feeding floors, and a garage-shop was constructed. Two silos have been moved to make a more efficient feeding set-up. In 1966 they decided that they had finally outgrown the old farm home. With the assl- tance 6f a FHA rural housing loan, they built a new modern home, which they thoroughly enjoy. The Heltrltter family are active members of St. John's Lutheren Church. Their sons have been and are active in the Future Farmers of America. Their oldest son Roy, 23, was recently discharged from the Navy after serving 4 years as a signalman. Glen, 21, Is serving In the Army and Is presently stationed -In Germany. Wayne, 16, Is atten- dln Boyden Community High School. Their eldest daughter Doris, 25, is married to Stanley Kruse who farms near Adrian, Minnesota, and Lois, 19, Is attending Waldorf College in Forest City. Benna concluded by stating that Mr. and Mrs. Heitritter very capably represent that many farm familes that routinely produce an abundant supply of quality food for the America people and also to export to foreign countries. The Heltrltter family will enter district competition for northwestern Iowa for selection of the district winner. A State Farm Family of The Year will be selected from the eight district winners later in the year. Plymouth and Sioux Coun- Land Bank reducing interest rate The Federal Land . Bank Association of Sheldon has announced that it will reduce the Interest rate one-half ,of one percent on Its variable rate loans, according to Jay I, Mann, Association Manager. He said the rate reduction will apply to all new loans, as well as all variable rate loans made during the past two years. Jay Mann said, "The Land Bank's Variable Rate Plan allows interest levels to fluctuate with economist conditions, and this is the second rate reduction In the past year." "This interest rate reduction has been made possible by the recent decline in the cost of money on the nation's capital markets. It Is hoped that the improvement in the market will.continue so that a further reduction in Interest rates can be made in the future," Jay stated. The Sheldon Land Bank Association makes long-term real estate loans to farmers In O' Brien, Osceola, Lyon and Sioux Counties. The Association currently has some $19.6 million In loans outstanding to Its 828 member- borrowers. ties are serviced from the Le Mars office located at 27 Central S.W. Office day for Plymouth County is every Monday from 8:00 a.m. to 12:00 Noon and 1:00 to 5:00 p.m. Office day for Sioux County is every Tuesday from 10:30 a.m. to 12:00Noon in the ASCS office in Orange City.' 'Cattlemen's Holiday* to be held April 6 Ames, Iowa, March 6— Dwayne Sahver, IBIA Fieldman, announced today that a "Cattlemen's Holiday" cosponsored by the Iowa Beef Improvement Association and Salsness Farms will be held on April 6 at the Western Iowa Bull Testing Station at Bronson, Iowa. The program will begin with a beef breeding seminar at the Bronson School auditorium commencing at 9:30 a.m. Dr. L. N. Hazel, Head, Animal Science Department, ISU will discuss "The Iowa Beef Industry—Present and Future." "Benefits and Problems of Exotic and British Breeds in a Crossbreeding Program" will be covered by Dr. R. C. deBaca, Extension Livestock Specialist--ISU. Earl Mobley, Are Extension Livestock Specialist, will speak on "reproduction and the Exotics." Concluding the seminarwill be a panel consisting of four purebred breeders, Jim Bradford, Guthrle Center; Jim Hemmingsen, Newell; Marvin Nichols, Ankeny, and Gene Weise, Manning. These panelists will cover the topic of "The Seedstock Producer's Responsibility to the Commercial Cowman." A hosted barbecue beef luncheon will be served at noon, followed by the afternoon program which will include taking 112 day weights on the bulls on test at Sals- ness Farms, and a demonstration on backfat probing beef cattle by Dr.PaulBrack- elsberg, ISU. Tom Eckhart, International Livestock Improvement Service, Ames, will demonstrate the use of the scanogram for measuring backfat and loin eye area in beef cattle. Harvest CORN Not Weeds USE Granular nanoox T HERBICIDE BY Monsanto Randox T Granules control your tough broadleaf problems such as: Buttonweed Sandbur (Velvet Leaf) Purs|ane Carpetweed Smartweed Cocklebur Lambsquarters Ragweed Pigweed Groundsel Russian Thistle Mustard Control these grasses, too: Giant Foxtail Crabgrass (Wild Millet) Barnyardgrass Green Foxtail Annual Bluegrass Yellow Foxtail Cheat (Pigeon Grass) Stink Grass Randox T Granules give you the broad spectrum grass and broadleaf weed control in corn. AND ... Randox T could be your most economical granular CORN herbicide in 1972. Order your Randox T Granules from your Farm Chemicals Supplier now. Monsanto St. Louis, Missouri 63166 THE SIOUX COUNTY CAPITAL, Thursday, March 9, 1973-..3

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