New-York tribune. [volume] (New York [N.Y.]) 1866-1924, 1898-08-31
curity at the start by transferring the islanh
TO the United States as territorial possession.
TRANSPORTATION AND WHEAT.

II costs no more but less. to grow wheat AZ the
West than IT did forty years ago. But In looo IL
cost 81 s cents bushel to move 1t from chi
ca:o to New-York by rail. while now II COSTS
only 1913 cents. and by water routes II COST III
1860 24.S cents. ard now costs only 4''o cents
BY either route 20 cents bushcl has peeh
taken from tho price at the seaboard. without
altering the price to the farmer. and in addition
s cents more has been taken from the cost OF
Transportation between Kansas City and chi
caCo since 1872 A timely pamphlet Issued by
the Agricultural Department exhibits exhaust
lively the changes in rates for transportation for
all kinds Of freight on great number OF roads
For some roads the reports go back to 800 or
earlier. and for twelve the reports go back 10
1860 On four eastern roads the average rate
for all freight was 1900 cents In 1850. 1903
In 1872 700 in 1878 1901 in 1887 and 1.l9l
cents in 1891 But on eight trunk lines
between Chicago and Atlantic seaports the
average rate for all freight has declined
from 2.4GS cents in 1860 to 81 cent in
1891 decrease Of more than three quarters.
on Ave great Western trunk lines from Missouri
River points 10 Chicago tho rates In 1872 aver
aged o.OJ3 cents and In 1907 only .92l cent.
showing In that period a decline of more than
half. but much less than the fall In Eastern
trunk line rates during the same time.
These figures suffice to show that the reduc
ton In grain rates has not been mainly due 70
rho exigcncies Of particular kind NJ traffic, but
has extended 10 all kinds ~ business. westbound
we'll as castbound. Yet when the charges on
grain separately considered n wide differ
once exists which II many appears unjust. Thus
tho wheat rates from Kansas city other Mis-
souri, River points to Chicago have been reduced.
II is true but by no mears I'm proportion 10 the
decline In rates for all freight over the same
line. II ia readily perceived that these railways
SO largely dependent upon the grain move
ment eastward that they would be unable to
earn expenses n they did not maintain rates
far as they could on that business. Thus the
decline from - 10 10 cents bushel between
1872 ard 1897 is small compared with the do
cline In rail rates grain from Chicago To
Ncw-York. from 81 13 cents In 1872 to 1913 cents
In 1897. The Western rates declined only 20is
per cent. while the trunk line rates on all freight
declined ~ pcr cent.
Between Chicago and New-York there Is not
only competition Of many trunk lines with each
other. but competition with water routes, 40
that rates have been forced az low as the rail-
roads can afford to put them. Yet even here the
decline in aggregate charges for all traffic has
been Ereater than the decline In wheat rates
taken by rail alone But the lake and canal.
and next 10 these the lake and rail. rates have
declined In proportion more than any rail rates.
Transportation by lake has been greatly cheap
rncd. and also transportation by canal. partly
in consequence Of the many improvements made
in methods OF transportation and partly be-
cause OF Tie increase OF business. The roads
transporting In direct competition with the canal
have been Obliged TO reduce their rates on that
part Of the trafiic little more than the average
rate the trunk lines since 1877. The dif
ferent changes may best be shown by treating
the rates for each class Of transportation IN
1897 ns 100 and giving the ratio of previous
rates In each class TO those ~ that date: