, 1876-05-28
CHICAG0'S GHAIN-TRADE,

made.
CHICAGos GRA1N-TRADE.
There have been serious efforts for many
years to tap Chicago's grain-trade and divert
it to the other cities. 1t has been properly
! recognized as the basis of our commercial
prosperity and the rapid growth Of the city.
1t has been coveted and sought after by oil
the devices that greed could prompt and ILL
geuuity suggest. There have been open and
| vigorous assaults, and there have been sneak
ing and treacherous combinations. It is
| useless to deny that these various and per-
6istent efforts have made some inrond upon
the bulk Of the trnde, for the statistics
plainly show this to be the case but it is q
proper and timely inquiry to seek i'll how
far the Chicago people themselves arc re-
sponsib1e for such loss us has occurred, how
tho decline may bo checked now, and the
lost trade regained or replaced by other
grain tributaries of equal value. 4 very
little thought will convince the merchants
Of Chicago TINT this is altogether tho most
important matter now exacting their con-
sidcration.
First as to railroad conditions: It is not
probable that Chicago can again be made the
victim of such q combination as that of last
winter, which was the chief agency in the
diversion Of the trade to the south Of Chi
cago. Tho management Of the New York
Central Road, without which no such coali-
ton is possible, seems now fully convinced
of the error it committed in pooling with the
other lines on basis OF nileage.-a system
Of pooling, by the WY, which is unscientltic
and necessarily unfair to some of the parties
to the arrangement. Thus there is differ
ence of about 100 miles between Chicago to
New York by way Of the New York Central
Road and between the same cities by way Of
the Pennsylvania Central route. The run
ming distance is 200 miles less, we will soy,
from Chicago to Baltimore or Philadelphia by
the Pennsylvania Centra! or the Baltimore tE
Ohio, thnn from Chicago to New York by the
New York Central Road. ANY arrangement,
then, requiring fixed rate per mile on all
the roads necessarily operates against the
New York Central and the effect of this, as
was discovered last winter, is to discriminate
against Chicago. But Mr.. VASDERBnT now
announces it as his intention to decline all
propositions for agreed rates that shall not
be based upon longitudinal rates from West
ern points to the seaboard. In the failure
to establish rates on this basis, he declares
that he will continue to manage his business
in his own way without reference to other
roads. We believe that he is in o position
to do this. For, though lis road is somewhat
longer, it has typographical and other ad
vantages which enable it to carry freight
at even less cost than the shorter roads
to the seaboard. It runs comparatively
on u plane, aud avoids the necessity of
eleyating and lowering its freight nearly
mile between the two ter1nini. It has SUI
perior track facilities 1.-TWO double tracks,,
which avoid the delays and accidents that
the others must endure. The result is that
200 tons of freight can be hauled from Chi
cago to New York over the New York Central
Road in quicker time and at less cost than
over the other roads. Herein consists the
Justice of Mr.. VASDERp11Ts claim that the
difference in mileage shall not operate against
his road, and herein also consists his ability
to enforce this claim if it be resisted. If lie
stand by it firmly, rs self-interest suggests,
Chicago will not again be forced to contend
against the inducements which the Pennsyl-
yania Central and Baltimore d. Ohio were
able to offer last winter for the direct ship
ment of grain from the interior points to
Philadelphia and Baltimore, avoiding Chicago
altogether.
Of course there is certain part Of the
grain trade which formerly came to Chicago
that will naturally seek a more diroct route
to the seaboard through the later railway con-
nections. Some OF the grain of Southern
Illinois, Missouri, Kansas, and the Indian
Territory will 60 direct to Baltimore for
to Europe, and there is no longer
any reason why such of it from certain sec
tons as seeks market abroad should first
come to this city. But there is no reason
why this loss should not be more than coun-
terbalanced by the furnishing from Chicago
of all the grain needed for the growing local
consumption of Canada, New York, and the
New England States, and also all tho grain
for foreign export that comes from North
eTu uuuOls, nioGouh1u, 4o"a, nA4Authottt,
and the great and rich Northwestern coun~
try. The railroads reaching this territory |
centre in Chicago, and the outlet by water
and rail offers facilities superior to every
other market. This trade is permanent in |
character and growing in tendency. II can
not be turned away from Chicago except By |
the blind stupidity of the Chicago people
themselves in refusing as they never have
done before, to provide proper accomn,oda-
tons, fair treatment, and reasonable charges
in handlingl 1t.
The only serious danger, then, that threat
ems the Chicago grain trade may be over
come by the Chicago people. The same en-
terprise, energy, foresight, and fair dealing
that secured the drift Of the grain trade to
this city in tho first instance may retain it
and increase it from now on. There are
certain things that ought to se done at once.
There should be radical change in the So
called anti-corner rule of the Board Of |
Trade, the effect of which has been proved
of |