Delaware gazette and state journal. (Wilmington, Del.) 1883-1902, 1897-02-11
PROCEEDINGS0F LEGISLATURE
IcontInued from fltAt page.l

electric railway Legislation. 1t is his
desire TO have the Legislature have in
serted 10 all charters for roads entering
Wilmington provision that tho con-
sent OF municipal authorities must be
obtained before tracks aro laid, poles
erected or conduits put down.
Representative Smith gave notice of
bill to Incorporate the town of Ellen
dale, which has mover been incor-
poIated.
Dover, Feb. 10. The committee Of
the House OF Representatives appointed
i 10 investigate alleged discrimination in
the matter of freight rates against Dola-
wareans yesterday afternoon gave a
hearing to committee from the State
Grange. The hearing was public and
the State House parlor was filled with
members Of the committee, farmers and
others.
a. N. Brown Of Wyoming. spokesman
for the delegation, made on address, in
which ho said the matter OF excessive
= chnrges 10 serious thing to the
farmers Of the State, as il prevented
them from reaching their natural
nlarketa with the produce OF their
farms. He submitted the following
comparison OF rates: Berries from Nor
folk, Va, TO Jersey City. distance Of
jig miles. so cents per 100 pounds, $40
per ton, or $40 per carload; from I'epin.
Bula points, IN average of 100 miles, 81
cents per 100 pounds; ell. 40 per ton, or
SIS per carload.
Potatoos from Norfolk, 90 cents per
barrel, or $50 10 per carload; from
Peninsula points south OF Dolmar, 90
cents per barrel, or s22. 80 per carload !;
from points on the Delaware railroad
3G cents per barrel, or $50. 10 per car
load.
Cabbage. lettuce, &C., from Norfolk,
10 cents per barrel, OF sl3. so per car
load; from Peninsula points, 30 cents
per barrel, or s27 per carload.
Grain from Peninsula points. 10 cents
per 100 pounds; So 90 per ton S3S. 40
per carload of - tons.
On peaches to Now York tho ratio is
tho same as on berries, Sll go per ton.
l9O miea; TO Cincinnati, $50 miles,
81. n; to Chicago. 800 mica, S2333.
Berries from New York 10 Chicago.
300 miles, 6o cents per 100 miles, or S1}
per ton; peaches, 10 cents per 100
pounds. or Sl5 per ton potatoes. cab.
bage, &c, 80 centH per 100 pounds, or
&c per ton.
Rates FROM Florida puiuts to Now
York City, i,3li miles: Potatoes, cab
hage aud apples, II centa TO 81. 81 per
barrel, or about As cents FER 100
rounds; other vegetables 10 cents to
81. 90 per barrel, or about 80 cents per
100 pounds.
Rates from points in Southern Cali.
fornia to Omaha and Kansas City, =, 900
miles, 81. l2ls per 100 pound; to Chi
cago and st. Louis, ST. per 100
pounds.
Continuing MIR. Brown said: "Whors
it is shown that for an average dis.
tango Of 100 miles from the Peninsula
TO Jeraey City, tho average charges for
carrying peaches was S.. 3b per ton per
mile, borries. sc. 63 per ton per mile,
kae, cabbage. potatoes, 49,, north OF
Delmar, 50. 26 por ton per mile. and on
grain IL. GS per ton por milo; from Ney
York to Chicago. $40 miles, on
peaches, 81. i3, on berries 81. ~ per ton
pr mile; from Florida 10 Nov York,
highest rate Tor assumed average dis
tance OF 1000 miles: Potatoes, cab
hags, apples, &c., l25 per ton per
mile; from California to the NJ issouri
liver, 1000 miles, for fruit by freight
trains. 81. " por ton per mile, aud by
passenger trains double that rate; from
lalifornia. S,3DO miles, to New York,
e 81. 81 per ion per aile. ~
The differences IN distance account
in largo measure for tho differences
~ rate per ton per mile between tho
Peninsula rates and the others to which
reference has bean made, pursuant to
rne general transportation rule that the
rate per ton Der milo iiminishes with
distance! But the discrepancy shown
by the high Peninsula rate can scarcely
be wholly accounted for by that rule,
aad it 10 plain that another element,
the absence of competition among car
riers enters to sDme extent into the
character Of the rates. The Peninsula
roads are under ono control and man
H4enent, and there is therefore NO COM
ratitinn by railroad to affect rates.
There. is no choice among agencies of
carriage by producers. They must he
served by ono carrier il served at ALL
This exclusive control OF the lines Of
carriage may be legitimatsly used tn
charge fairly remunerative rates. ana
to give the carriers reasonable common
salon for it's service, but il cannot
warrant charges wholly in the carriers
discretion and disproportiunate TO tho
cost or the value of the service. Elk.
elusive control, or absence of comneti-
tion, works no exception TO the rule
that rates must be reasonable and Just.
When competition in fact exists, the
circumstances relied upon in this case
to Justify high rate are given very
little, IL any, weight by carriers them.
sslros, and this is SO generally the case
that it Is often difficult TO understand
upon what principle rates arc made, or
to Determine what rate will yield
carrier reasonable compensation for the
service. That the rates in question are
very much higher than they would be
il competition existed on the PENN.
sula Is illustrated by the lower contem.
poraneous rates from Norfolk.
'Tgenty- seven States have boards
OF railroad commissioners, two States
have commissioners OF railroads, viz !:
Michigan and Rhode Island. Nebraska
has hoard OF transportation and in
the State Of PennsyI, ania there is
bureau of railways in the department
O. internal affairs. The purposes
and object of the state railroad
commission are very similar. Their first
duty is to see that tho laws respecting
railroads within the State are not VIC.
lated. They also have general super.
vision of all railroads operated in the
state, and Inquire into any neglect,
carefully examine and inspect the con.
duct and management of the roads with
reference to the public safety and con
vsnience. In some OF the States they
nra ampownra1 and djra,fa,, a., ,,,ol-.