New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1889-06-17

This table, It is believed presents more fully
and accurately than any other yet published, the
actual coure Of charges for transportation during
the past thirty four years. great decline oc-
CURED after the panic OF 1851 from which the
railroads had not recovered, at last as TO rates
charged, in 1860 when the Civil War broke
out in 1851. From that point 10 1865 the ad-
vance In transportation charges was nearly 100
per cant on through freights for grain, but only
80 per cent on the average for all freight through
and local, eastbound and westbound. The fact
appears 10 be that in $50 the competition for the
more bulky eastbound through freghts had already
been so sharp that charges for grain were dispro-
portionately low-much lower with respect 10 the
average charges for all freight than the railroads
afterward were able to MAKE them. Yet, the record
shows that within about four years after the war
closed, the rate had fallen lower than it was in
1850, and never again rose 10 that point, except
In part Of single year for grain. And it is very
doubtful, in view Of the actual receipts per ton
per mile, whether even in 1872 the official rates
for grain were sufficiently maintained to make
them higher than the rates charged in 1860 since
the average charge on all freight was about AS
Of cent per ton per mile lower than in any year
before the war.
Thus it may be fairly said that as early as $50
the railroads had returned to the specie level AZ IN
their charges, though they were paving more than
30 per cent more for materials purchased than they
paid IN $780, and % far it IL possible to compare
wages were also paying about so per cent more for
labor. Their part of the great work of specie re-
sumption was performed seven years before the
rest of the country reduced prices and charges 10
the specie level, and the wages of labor never have
been reduced to the level before the war Begin
ming in 1859, then, when grain charges were IL
csnts per ton per mile and all charges on Eastern
lines 1876 cents per ton per mile. and on Western
lines s026 per ton per mile what a marvellous
change has taken place! Grain rates have been
educed more than one-half Eastern freight-rates
through and local, have been reduced wcllnigh
tsaL have been reduced two-thirds.
Eastern rates and grain rates were reduced as
carly as 1870 about az far as they could be, leav-
Ing any profit to the transporting companies. In
the reckless wars which then were waged the rail-
roads showed the country that they were able to
move freight at IS cents per 90 pounds for grain
ss" s Sh'a pss n mile G foE egS G snd
ssbn.S RH and maintain rates substantially better
ss poous new W routes were opened and
rival parallel reads were built, and new wars re-
gufted. Grain rates went lower than ever; lower
so 81 sna ss sa Of 'h ,se ae
Other settlement and peace in 1853 only brought
mere wars and sharper competition, which cul-
1891 10 the lowest rates ever feCOIocI' iucbe
49, nade 10 1885, two years before the Interstate
ASs Mes paced, and 10 ought 70 be instructive to
w~eern advocates of that measure that the aver
sge enafees on Eastern trunk lines. and the aver
sge nses charged for grain have been higher in
10y ysss since that enactment. Perhaps the
~ = the act was 10 part due 10 the fact that
teoe We companies had tried TO make peace
ssSin' snd bad once more raised their rates on
ss. ana ether eastbound freight. with consid-
smno o! success In Increasing their profits. While
nu'e towef rates were made IN the latter half Of
a ss's tne charges have since been raised at least
-s.spt oent on grain, and certainly more than
~ -. nf ms year above That Of 1887.
A ~ PsIn9n, then, cut Oh about two-tbirds.
snx 49, Snsrgo east OF Chicago between 1859