The progressive farmer. [volume] (Winston, N.C.) 1886-1904, 1890-03-11

before and after the competition ex.
listed:
Glass. 2 56ABC DEFH
petlFn. 1s1 10 90 81 81 55 30 4s 81 90 IS IS 81
csmpef'n. .157 1ss 1o 1o4 8: 81 40 SO 4a14 SO n a 81
WHAT WE MIGHT EXPECT.
Competition reduced freight rates
at Americas Is per cent. The condi-
ton of Americus before competition
would be the condition of all of Geor-
gia if a single trust vas allowed to
monopolize all the railroads and we
would feel the reverse of what Amer
icus experienced. She obtained a re-
duction of twenty-five per cent. when
competition became effective, and we,
all over Georgia, would experience an
increase of freight rates at least as
much if competition were destroyed.
A few years ago the freight on cot
ton was increased $l.25 per bale.
Some of the roads objected, and then
the fact that competition existed saved
the farmers of the State about ST.
100000 q year.
During the last few months, as the
power of the single trust has gathered
around many of the railroads of Geor.
gia, an increase of rates has been ex-
%perienced.
Last fall through competition a re-
duction was made in Eastern freight
rates, but about the time that the anti
trust Legislation was killed the prices
q restored On the 18th of last
January an increased freight charge
vas made of five cents a hundred
pounds on special iron articles, in
creasing nearly fifty per cent. the cost
of transportation. Was this advance
made because the railroads were not
already receiving a fair compensation
for tran sportation e? Certainly not. 1t
was due to the fact that the iron bust
ness was improving and the railroads
felt that it could stand a heavier rate.
A dispute between two freight
agents of competing roads has almost
caused a suspension of this increased
freight rate. But for the competition
you would to-day be paying an in
creased charge for your nails, pillow
points and many other articles used
in farming.
GOOD EFFECT OF COMPETITION.
No clearer proof of the effect OF
competition between railroads is
needed than a detailed comparison OF
the freight rates over the Western
and Atlantic to-day with what they
were before the East Tennessee, Vir.
ginia and Georgia was built. They
show an average reduction of thirty
per cent. The total charges for freight
brought to Georgia yearly by the W,
& A. and the T. T., V. and G. amount
to nearly So, 900, 600, and the average
reduction of freight charges On these
two lines from the competition must
be over 100000 a year. But the
competition reaches on to the West
and affects other lines, thereby making
the amount even greater.
Recently an effort was made to
raise the rate on pig iron from 1915
to $3.50. 1t was raised to 81. The
opposition of one of the smaller indie
pendent lines connected with the
Southern Steamship Association alone
prevented it from being raised to
$3.50.
Competition between the W. and
A. and the E. T., V. and G.. caused
the cheap passenger rate of D cents
per mile, and that same competition
caused the W. and A. to give Local
rates to points along its line which
have encouraged manufactures tc
spring up at nearly every station.
Another illustration of the benefits
obtained for the people of this State
by active competition between ou1
through lines is we'll given in the
watermelon trade which has recently
developed in Southern Georgia. Prior
to the construction of the East Ten.
nessee, Virginia and Georgia, the
~lessees of the Western and Atlantic
had ample business. They felt no in
centive to reduce rates or create q
new business, but when this new
competitor was wisely created by the
people of Georgia, the lessees of the
Western and Atlantic found that they
needed business, and could not afford
to haul empty cars to the West. They
fixed a very low rate for transports
ton of melons from Georgia to the
Northwest. They sent out agents and
got together these products of our sol
and shipped them to the purchasers
ready to receive them in the Chicago
section. Thus they developed a great
business for our State.
RAILWAYS AS DEVELOPERS.
AS developers, railways must dc
something practical. The practical
development must come from the low
rate of freight which allows products
raised at one point to be sold at an.