The Indianapolis journal. [volume] (Indianapolis [Ind.]) 1867-1904, 1897-03-17
THE TRAFFIC PROBLEM
D~ECREAsED RATES DO NOT BRING
PROPORTIONATE BUSINESS.
Railway officials from Other Points
Report business ImprOving-Mis-
c~eIianeous Railway News.


traffic to Offset it is giving serious-minded
railway managers something TO think
about. In the last thirteen years the rates
per ton per mile have fallen q per cent,
and since 1860 the fall has been so PEI cent.
In 1870 the average rate per ton per mile
was Isl cents. last year IL was . mills per
ton per mile. and much of the freight of the
great trunk lines is carried at II cent per
ton per mile. The Pennsylvania road last
year carried more than 5000. 0OO,OO tons of
freight one mile for 5 clio mills per ton per
mile. and. relatively speaking, the passen-
ger rates I'm this country are lower when
compared with other countries. twith
standing the much better facilities and
comforts American roads afford. Recently
Milton III. Smith said that the owners of
railway securities would have TO turn to
government ownership for relief IL this
thing was kept up. This was a significant
remark. coming from such an experienced
and able manager as the president OF the
great Louisville & Nashville system. Hon.
Lloyd Brice, I'm the March number OF the
North American Review. discusses this
question and goes into IL with considerable
thoroughness. He touches on government
control, but does not approve that remedy.
Mr.. Brice says that government ownership
NOulu not give awning Ike the excellent
service now afforded by American railways
under private ownership and control. The
examples afforded by governments which
do control or own railways bear him out in
this assertion. Unless the decline In re-
ceipts Is stopped wages must be reduced,
facilities must be curtailed and forces of
20O,UOO men out of active employment i'm one
occupation Is a pretty serious business.
That means an annual loss in wages alone
OF not less than SlSI 500, 900. Here We have
the. direct loss. The indirect loss comes
from the iTreparable injury to the proper
ties by reason of not keeping them up. ulti-
mately entailing additional losses. This
presents the thought. can the people afford
to force an industry in which nearly one
ffth, or 70 per cent. of the total wealth Of
the country, is invested, to a point where
so much of the original investment pays
nothing in dividends and interest. The loss
of dividends and interest on bonds brings
hardshtps to hundreds of thousands of peo-
pie of limited means who have invested i'm
these securities. This Is no less severe
than the loss of work and wages to the la
borer. What the public really needs is the
persistent maintenance of efficient, safe
and reasonable transportation service, with
rates properly adjusted, as between COM
petitive points of production and cohsump-
ton, always free from individual discrimi-
nation and steadily permanent from year
to year.
Alleged Discrimination
The Interstate-commerce Commission is
In session at New York for the purpose of
investigating the charges preferred against
forty-four railroads, forming the Joint
Traffic Association, alleging discrimination
against New York and in favor of Boston.
Philadelphia and Baltimore. Lloyd. grain
shipper for Power, Son d Co.. was the first
witness yesterday. He testified that the ar
engagements at the port of Boston gave
twenty days free storage. John Valiant.
of the firm of Milmine, Bodman & Co..
graf in rppeiyerS Testified that the Naxx- vori~
Central, the West Shore, the Erie and the
Pennsylvania roads had grain elevators.
The charge put on by the railroad compa-
Mes OF Ia cent per bushel. he said, pre-
vented the vessels being loaded direct from
the elevators. Mr.. Valiant handed TO the
commission statements showing the per-
centages of grain his firm has shipped
through various ports for several years.
The figures showed a marked decrease IN
the export of grain from the port of New
York from s1S92 to 1895. compared with other
points. 1t Showed that in 1899 the percvnt-
age i'm New York was 69.71: in 1893. 90. Sc;
in 1894. 60.32: in 1895. 1862; in 1896. 32.2f.
*; s: r. EnsSi manager of the export de-
next called. He testified 10 grain shipped
for export at Newport News costing cents
a bnshel less than at New York
How do you explain the difference" he
was asked.
Il presume it is owing to the rail rates.
was the reply.
What is the greatest difference i'm price
between Newport News and New York that
you remember asked Chairman Knapp.
Il recollect." replied witness. lone ship
ment which I could have bought at AZ
cents a bushel cheaper at Newport News
than i'm New York"
T.. +. Pfarius said that last February he
chartered the steamer Regulus in New
York and sent her to Newport News to
get a cargo of corn for Europe. II paid the
steamer for going to Newport News said
he, for although the freight was lower i'm
| New York. / bought the corn at Newport
News cheaper than l could at New York.
How much did you save by sending this
steamer 10 Newport News?"
II saved "a of n cent a bushel." An adj
| journment Was taken until to-day.
The Northumberland Lines.
No greater changes have been wrought in
the last five years i'm the condition of rail-
ways than with the north and south roads,
| not only i'm their nhYsical condition but In