The New York herald., 1879-10-24
TER MINAL FACILITIES.
New YOrk's Indifference to the Interests
of Merchants and Railroads.
AFFORDED BY OTHER CITIES.
Continuation of Mr.. Banchards Testimony
Before the Assembly Committee.

The Legislative committee appointed to investi-
gate the management Of railroads in this State con-
tinued their sessions yesterday morning In the
rooms of the Chamber of Commerce, No. 63 William
street. Mr.. Blanchard resumed his testimony on
railway terminal facilities. showing how other cities
encouraged enterprise by assisting the more speedy
delivery of freghts from the railroads. New York
city in this respect he thought far behind some
of her rivals the discrimination in of which
1t was complaining Of.
Terminal facilities and their influence on the rail-
roads the subject which Mr.. Blanchard first took
up yesterday morning He exhibited map OF New
York harbor showing the present terminal stations
of the Erie road; there were nine stations In New
York city; the system of delivery required fleet of
tugs. barges and canal boats at immense outlay of
money; the Baltimore and Ohio in 1865 had an old
warehouse at Locust Point that the entire coast
facility of that line down to 1869; the city Of Balt
more granted permission to the company to lay
tracks in the streets. and spurs built into the
warehouses, enabling grain dealers to have the grain
delivered in their warehouses; while the Erie was
under the expense of lghterage to Chambers street
the Baltimore and Ohio took it to the point Of deiv
cry and received charges for 1T in 1869 further i'm
provements were commenced at Locust Point, but the
water there not deep enough and vessels passed
Baltimore and Philadelphia and came to New York;
the depth Of water at Baltimore now twenty-five
twentythree feet; the city of Philadelphia also
allowed the Pennsylvana road to lay tracks through
Market street and gave them other advantages while
the facilities in New York were in Of those at
other points the latter showed slow growth owing
to the value of property therein the canal
lever which forced the railroads also to deliver
large amount OF freight by boats; many merchants
believed that elevators in the harbor would be
benefcal the railroads here could not get the steam
ships to to their docks because the canal boats
always ready deliver alongside the New York
Central aud Erie roads, ut enormous cost had i'm
proved their terminal Facilities in New York and
Jersey Cty in 1873 the cost OF the terminal facilities
in New York was 1924 0oo equal to q 9-l0 cents per
ton OF freight carried including the company's
supply of material; of the expenses of the Erie rail-
way nearly six per cent Of the entire receipts were
expended the terminal facilities; in 1875
agreement was made between the railways and the
Produce Exchange that all grain of the same grade
might be mixed without regard to ownership; here
grain could be left four days in the Erie boats with
out charge. while at Baltimore If the grain not
their elevators and ten days storage charged upon
it; Western shippers to other points had pay 14
cents per bushel for terminal handling. while at
New York they paid only three-quarters Of q cent
the difference being an income to the roads at other
cities and an expense to those at New York.
Witness next submitted tables of the terminal
space OF each railroad. In New York city the New
York Central had freight stations covering 500
acres the Erie 4s2. the Pennsylvania 1927; the New
York Central occupied 12a miles OF streets; in Jer
sey City and vicinity the Peunsylvania road had
1891; the passenger space at Jersey City Of the
Pennsylvania road was 4.54 acres OF the Erie 9.64
there an immense number OF special deliveries
OF goods made free by the railroads; in 1878 the
Erie made 1888 special deliveries Of grain, and for
the frst six months OF 1879 they 3,161; it
estimated that by the end Of the year
they would amount to 5000. owing to the
vast movement Of crops; the increase thus far had
been 145 per cent last year, the deliveries OF
grain were made by McCartan l. Logan according to
contract; for petroleum the vessels to tho
railroad docks just they did at Philadelphia; to
the relative value OF elevators and canal boats
witness stated that the Erie Railroad certificates for
grain afoat frequently brought on the Produce Ex-
change one-eghth one-fourh Of q cent per bushel
more than for grain stored in the elevator of the
New York Central at Sixtieth street, account of
its being more easy to deliver speedily short no.
tice the Erie had three points for the delivery OF
live stock; the road could not get with the live
stock business without having stock yards; in
1873 the Eric Railroad paid for dock facil-
tiles S56101 IL; the aggregate freight passing
through Jersey City amounted to 1644 7Y3 tons not
including the OIL coal or live stock at Weehawken or
Newburg. or this total, 423, ,l6i tons, or 257 per
cent. grain delivered by McCartan IL Logan;
"a. .S35 tons 81 per cent, delivered by the
New Jersey Lghterage Company; the remainder
was taken by other connections of the road. The
cost OF the Williamsburg Station was $l7.S40 yearly
The following table next exhibited. showing
the volume Of traffic over the Erie road each way in
1875
Tons. Per Cent
East bound tonnage. 1921. 1893 S155
West bound TONNAGE. .......... 43t.627 lS45