New-York tribune., 1878-03-07
SECOND BoARp-1 p. M.-Continned.
THIRD BOARp-2:3O r. VI.
WEDNESDAY, March CT. NJ.


St. Louis dispatches of yesterday reported that
the rate on fourth-cass freight from that city to
New-YOrk was down to 10 cents per 100 pounds,
and flour to 20 cents per barrel or to 95lOo cents
per 100 pounds The distance from New-York to
ST. Louis by the Central and Hudson and its con-
nections is 1,163 miles Hence the higher rate
named above is equivalent to 172lOO mills per ton
per mile.
The lowest rate from Chicago to New-York which
we have been able TO authenticate is - cents per
100 pounds on grain and provisions. and 30 cents
per barrel of -four or 14l4loO cents per 100 pounds
The distance from Chicago to New-Yorl by the
Lake Shore and Central and Hudson Railways is
9S2 miles. Hence the higher rate from Chicago,
named above. is equivalent to 3O5loo mills per ton
per mile.
The last annual report of the Central and Hudson
Railway Company acknowledged an average cost
for every ton transported, OF mills per ton per
mile, against mills for the cost OF the previous
year. The tribune heretofore has demon
strated 70 the satisfaction of all willing ia
accept facts instead Of fiction. that the cX-
were largely reduced by improper charges
to construction and equipment 'couniS. BAT il is
not denied, and il is Justly claimed, that the Central
other railway in the United States. Accepting the
statement III ITS last rcport cOrrect-th!t il can
carry freight ~ mills per ton per mile without
actual loS>-lt follows that the rates quoted from St.
Louis result in positive loss of $500 mills per ton
per mile every ton carried. and those frjn Chi
cagO IN loss of > 9'lO0 mills per ton per llle.
Ii any ore rs disposed tO ask why tho yailW do
tins business at positive loss. lct lIm put h'
GU sti"n ~ merchant who selling his goods ut
large loss at auction for cash. in the Valu nope Of
bridging over 10 better times. There are toe many
railroads for the business and Aeir fixed charges. in
tic shape Of interest aud rentals are large.
l." equipment is a>o large. ana 1t must hc used TO
~ ducc Il SUN OF money cqual 80 the liked charges
VI, her OF not there will I've ANYTHING LEFT. . yaar
We wears hence with which 30 replace the equip
lnrut when worn out, is = matter now ct secondary
importance. Corporations since 1873 have Decn no
less S&aguiDV COnCcrniuE q good tim coming than
the average merchant has been, while the facilities
for carrying old matters over Dv issue Of add-
tiOnal liabilities have been largely II favor of cor
YOratIoaS.
There is not Il doubt that the low rates have been
instrumental in forcing large business for the rail
ways. But II is easy 10 perceive that the greater
the traffic at existing Tatc.-TaiCS with which
even the lakes and canllS cannot compete
-tEe quicker bankruptcy VIII come. Beyond
all this is another important factor IN the
Situation. and one OF Uamonse interest to
wa, the rSt % direct attention 20 tine results to be
anticipated from tie completion of the Baltimore
and Oho'S Chicago Branch IA way. hut for cash,
OF hard pan" against the inflated capitals aud
debts Of the roads leading into NcwYor 50 months
cgo ii called attention 10 the probable results If the
success of LadSs "ttcS ~ the mouth OF the Ms>lS-
sippi 2iycr, as affecting the future course Of the
tral.ic of The Missouri and Mississippi Valleys.
The rCCcluts or wheat and corn at NcW-Orlc3nS
from January to February % this wear compare
with the receipts for tine H. 1877 rs follows
ISIS. ........... 2,i5,90O ?.5eo9lO