The Minneapolis journal. [volume] (Minneapolis, Minn.) 1888-1939, 1902-01-20

From the above table Of comparative
rates, the following facts appear:
First, that Minneapolis merchandise
rates over the Great Northern railway to
Fargo, where, as must be inferred from
President Hills speech there is no COM
petition, are 40 per cent higher than over
the same road southwesterly to Sioux
Falls, where the Great Northern meets
Chicago competition.
Second, that non competitive Great
Northern rates to Fargo are over 40 per
cent higher that the Milwaukee''s rates
south to Dubuque, where there is
variety of competition.
Third, that Great Northern rates to
Fargo, without competition, are over so
per cent higher than 500 rates for a
similar distance easterly into northern
with Chicago and lake rates.
Fourth, that Great Northern rates, with
out competition, are 60 per cent to 100
per cent higher for the 234-mile haul to
Fargo than Minneapolis and st. Louis
rates for the 232-mile haul to
Fort Dodge. where there is competition
of several kinds.
Volume of Traffic Not Enough.
1t is doubtful if there is any single line
that carries larger volume of merchan-
disc shipments out of the twin cities than
the Great Mort hern main line through
Fargo. Minneapolis shipments of mer-
chandise by roads for the year ending
Dec. 81, just closed, as compiled by the
kee, 1e1 ,965,5o1 pounds; Great Northern,
149, Sac, 101; Omaha, 1926, 4S5, 260; Northern
Pacific. 1902 ,391, 900; St. Louis, 59,675, 300;
500, 54,910, 459; Burlington, 19,67S,546;
Great Western, 14,72S, 120; Wisconsin Gen.
trail, ,O0O-making total of 687, 1851
286 pounds.
OF the 1O3, S31, 7SS pounds of machinery
shipments listed separately from mer-
chandise, the Great Northern carried out
&C, 044,9 1856 pounds, or two-fifths of the to-
tai. Taking merchandise and machinery
shipments together, the Great Northern
leads the other eight roads with a total
Of approximately 100000 pounds; the
Milwaukee second. with $4,000, 900; the
Omaha third, with 142, 0OO, 900; the North
ern Pacific fourth, with 122, 000,00O; the st.
Louis fifth, with 64,00O0O0, and the 500
sixth, with about $4,000, 900. .=:...r.
OF the total merchandise and machinery
shipments, the Great Northern carried
over one-fourth; but the great bulk of
the Great Northern merchandise and ma
chlnery shipments go out over the main
lines which pass through Fargo, while
stands second, the shipments are no
doubt nearly equally distributed between
its three twin city lines.
AS compared with the St. Louis and the
500 lines, the Great Northern handles
over three times the volume of merchan-
disc and machinery shipments, and yet
the merchandise rates for 230-mile haul
over the Great Northern main line are
so per cent to 100 per cent higher.
Specially significant is the comparison
between the Great Northern's rate north
west and southwest. In other words, be-
tween Great Northern rates without COM
petition and Great Northern rates SUBJ
jected to Chicago competition. The Will
mar & Sioux Falls branch of the Great
Northern handles only small part OF
the Minneapolis shipments by the entire
system, and yet It's merchandise rates
for 237 miles to Sioux Falls average zoe
per hundred lower than for 234 miles over
the main line to Fargo, where volume OIL
traffic without competition, according to
President HILLS philosophy should be re-
| ducing rates easter than anywhere else
in this country"
Where Competition Is Needed.
That part of the Great Northern line
between Crookston and st. Vincent, Mimi
where the Great Northern is the only
railroad in or out, offers significant