The Minneapolis journal., 1902-01-22


to-day. will be literally supplied with
railroad freight tariffs, embracing the
rate reform ideas of President James J.
Hill of the Great Northern, and of the
traffic managers Of the parallel and COM
peting lines, the 500 and Northern Pacific,
and also will receive minor rate changes
from the Milwaukee. North Western and
Minneapolis & st. Louis, where the three
latter roads touch intersecting and COM
peting points.
New distance tariffs were filed with
the state railroad and warehouse commits
sion by the Great Northern and Northern
Pacific yesterday, and all Great Northern
companies filed new terminal tariffs to-
day. The 500 and Northern Pacific ter
minal tariffs are known to be ready for
filing. All Of the new tariffs were filed
with the interstate commerce commission
two days ago.
Features of the New Tariffs.
The principal features Of the new
freight may be thus outlined:
First, there are new distance tariffs for
local traffic between intermediate points
not covered by terminal rates-the aver
age reduction7in distance tariff rates being
about s per cent i
Second, new terminal tariffs for traffic
between the twin cities and Duluth, on the
one hand, and northern Minnesota and
North Dakota on the other hand, are is
sued for practically all points on the
Great Northern, Northern Pacific and the
500, within radius of about 25O miles
from Fargo.
Third. these tariffs apply only to mer-
/ chandise class rates, and dc not include
| grain, flour, lumber, COAL livestock or
! other commodity rates.
| Fourth, the average reduction 1of; the
| new over the old rates for the entire ter
! ritory covered, taking into consideration
| the points where the rates are unchanged
| or increased as well as the points where
! the reductions occur, is approximately 8
! per cent-the range being from rs per
cent down.
! Fifth, tho largest reductions in mer-
chandise terminal rates are on the fourth
and fifth classes; the former including
groceries, and the latter covering carload
lots In iron and steel, oil, paper, glass,
! etc. There is also comparatively we'll
| marked reduction in "class A." which in
cludes farm machinery and vehicles in
car lots. =
Sixth, the greatest reductions in
terminal rates are to Red river valley
points, notably in the southeastern
/ corner of North Dakota, where five
roads-the Great Northern, Northern
Pacific, 500, Milwaukee and North West
ern-meet with competing lines. The
reductions here reach about Is per cent,
and thence taper off east west and
/ south for radius of about $50 miles and
gradually disappear.
Seventh the new terminal rates from
the twin cities and Duluth to North
Dakota points are still 80 to 80 per cent
higher than twin c1tyrates south into
| Iowa or east into northern Michigan
Itinerary OF the Charges.
Beginning at Minneapolis and going
northwest over the three parallel lines Of
the 500 and the two northern roads, there
is no material change for the first fifty
or sixty miles. For Wright county towns
dred pounds on about one-half of the mer-
chandise list, the rest Of the list being for
the most part unchanged. For the towns
of Monticello, Buffalo, Montrose and
Waverly, however, for some reason that
does not appear, there is an increase of
1c per hundred ON carload classes &C.
"D'' and c. with few or no reductions
| on the remainder Of the list.
First Important Reduction.
! The first material reduction is made at
Paynesville, s3 miles, where the 500
crosses the Great Northern. Similar
changes are made for Atwater and Kan
| diyohi, on the Great Northern Brecken-
| ridge main line, and for Roscoe, the next
station to Paynesville. The reductions
at this competing point are 12 to 16 per
cent, as shown by the following new and
old rates from Minneapolis:
MERCHANDISE CLASSES-CENTS PER 100
/ POTNDS