Memphis daily appeal. [volume] (Memphis, Tenn.) 1847-1886, 1873-09-14
CHEAP TRANSPORTATION.
Proceedings Of the Senate Committee
on transportation in New York
City, Yesterday.
Examination Of Leading Transportation
Agents and Staisticians-IR
terCsting Report.

NEW YORK, September 13.-The SEN
atorial committee On transportation re-
sumed their session to-day. Senator
Window presented Mr.. Hays, general
msnager Of the Blue line, who made a
supplementary statement. After show
ing that the local afflc in shor-thauls
cost more in proportion than the traffic
In lOng-hauls, he said that the through
lines, in order to cheaper transit to pro-
ducer and commissioner were compelled
10 inaugurate a system OF through
freightage. In reply to questions in re-
gard to receipts and gain without guar
snteeinE the amount contained in a car,
Hays said that there are many points at
which the railroad companies are too
poor TO build warehouses, and that
private persons own these ware
house,, and sometimes the land
around them. and are purchasers of the
produce they handle, and load their own
property, when it arrives at its destina-
ion, and it thus passes from the hands
Of the railroad companies into the hands
Of persons not connected with the roads
therefore the companies neither weigh in
or out from an elevator owned by a rail-
road company, they loading a given
quantity and sending it TO Boston or any
other point. Where the company owns
the elevator it is weighed out by the
company. They have guaranteed
weights, deducting one per cent. for
shrinkage. 1t was Hayes's opinion that
If a company could receive and discharge
they should assume the shriukage, so as
to deliver the quantity loaded, or its
value. He also held that New York
must build elevators 10 meet competi-
ton of other seaport towns, otherwise
New York must lose its business. Many
Of the railroads centering at New York
and in New jersey, while the New York
Central enters in New York, there il,
consequently, a difference Of opinion
rs to what point can be called New
York. The railroad companies claim
that their work is where the road ends,
from where they discharge into barges
in five-car load lots, aud delivered to
any ship, warehouse, or inspection-ysrd
in New York, Brooklyn or Jersey City.
These barges are controlled by persons
outside Of the railroad companies. The
expenses OF this ranges from sixty
cents to ore dollar per ton, tor
which neither producer or con-
sumer pays anything. This is the
part Of the credit mobilier, by which
the companies pay, but get nothing in
return. The railroads are compelled to
compete with other lines centering in
in the same towns. Mr.. Hays read =
paper showing that no section Of the
country is more prosperous than the
west, notwithstanding the oppression Of
railroad mOnopolies. The delegation
from the cheap-transportation associa-
ton made statements in regard to rail-
road monOpolies, their control of water
freights, and their legislative jObbe V.
Mr. Walker, statistician Of produce and
exchange, said the two promised COM
peting routes would be through the State
Of New York apS through the St.
Lawrence route. When the canals are
enlarged in the State Of New York, she
must be prepared to meet the competi-
ton by st. Lawrence at a rate not to
exceed ten cents per bushel from Chicago
to Montreal. The remedy for these ex-
Orbitant railroad rates is an improve
ment Of water routes and increased fs-
ciiities by rail. Many lines are now
doubling their tracks, and they can
scarcely do so fast enough. Canals
since 1887 have transported over seven
hundred million dollars worth Of prop
city, and have produced a revenue suffi-
cient to pay for them selves. The ton
mage Of canals for twenty-three years
has been more than double the tonnage
of all the vessels entering the port Of
New York. The greatest capacity of
canals to move property eastward is
four million tons; q lock should be able
to accommodate a boat Of two thousand
Hix hundred tons.