Daily globe. [volume] (St. Paul, Minn.) 1878-1884, 1883-02-19

1881-1S82, of a total Of l, 31O,15O tons for
Warded from and received at the different
stations on the eastern divisions, only
I65,641 tons moved IL both directions
west of Bismarck.
For the year ending June 80, 1879, eth
whole number of passengers carried on
the eastern divisions of the Northern Pa
cifc was 61,258. The mum Der carried one
mile was 5,958,OOO. The gross
earnings from passengers were
per mile was cents. The tons of freight
moved same year was 145,268 tons; moved
one mile, 27,062,000 tons. The gross earn
ings from freight were $701,696. The
average charge per ton per mile was 9 go
cents.
For the year ending June 80, 1882, the
whole number of passengers carried was
$50. The number carried one mile was
o4,329,Ol8. The gross earnings from pas
sengers were $1,143.302 The average rate
per mile, 80 cents. The tons of freight
moved, same year, were 655.O75: moved
one mile, 181,851, 537 tons. The average
charge per ton per mile was 2 cents; the
gross earnings from freight being $685.
1876.
ried on this road was III four years 236422.
or more than 3S6 per cent. The increase
in service-that is. passengers carried one.
mile-was 28,371,O18 pass sugers, or 474
per cent. On the other hand, lie increase
in passenger earnings was $9O4919, or but
379 per cent. Had the passenger rates of
1879 been in force in 1882, the earnings
from this source for the same service
would in the latter year have been S229,-
$50 more than they actually were-a sum
saved to the public in 1882, by reduction
in rates, nearly equal to the entire gross
passenger earnings of 1879
Again, the increase for the four year,
under examination, of tons of freight
moved, was 1907 tons, or 351 per cent.
The increase in service performed that's
tons moved one mile,-was 154,789,537
tons, or 572 per cent. On the other hand,
the gross earnings from freight increased
$2,957 ,439, or but 421 per cent. Had the
average rate per ton per mile in 1879 re-
manned in force in 1882, the earnings from
freight, for the same service, would have
been $1,068,035 more than they actually
were-a sum saved to the public by re-
duction in rates nearly one and half times
greater than the entire gross freight earn
ings of 1879.
When two classes of facts are considered,
first, that the Northern Pacific is not yet
opened as a through line, and for a large
part of its constructed line crosses unin-
habited regions, and in all its parts is still
in the formative stages of traffic develop
ments, and, second, that the expense of OPP
Grating in the important items of fuel sup
ply, water supply, machinery supplies, and
labor.
east of the Missouri, on the Iowa parallel,
1T is a striking fact that the average ton
mage rate of transportation is already as
low as on the New York Central in 1870,
and as low as that of the Illinois and
Iowa roads up to 1875. The average mile
age rates both per passenger and per ton
are now as low as those on the Union and
Central Pacific, the main lines of which
| roads were completed in 1870.
There is widely prevalent impression,
contrary to experience as it is, that rail-
| road managers arbitrarily fix rates at their
own will and pleasure. The fact, in gen.
eral, is that the shipper determines the
rates. Having for the most part choice
of routes, he is always reinforced by the
law of trade, which fixes the limit at
which the products of the country will
proftably bear to be moved.
The laws of trade and finance, irresista-
blp enforcing themselves in the progress
of commercial development and the null
DUPLICATION of competitive points, are
constantly demanding new changes in gen
eral tariff adjustments. These changes
are always unfailingly in the direction of
lower rates. The tendency of attempting
statutory regulation is to maintain rates,
because it is practically impossible that
legislative enactments to regulate trans
portation should not interfere with the free
operation of traffic principles.