The daily morning journal and courier. [volume] (New Haven, Conn.) 1894-1907, 1902-05-03
CONSOLIDATED ROAD.
MORGAN LINES FAVORED As
ALLEGED.

That New Freight Car Basis-whas
Consolidated Says AbouteIt- Last Year
1t spent 100000 for Car Mileage
Now It Must spend Much More.
Boston. May I'm the opinion of
New England railroad men the action
OF the American Railway association
last week in making change from the
freight car mileage system to a per
to the trade of New England.
One of the most important questions
in practical railroading is involved in
the change, that of the compensation
due one road by another that uses the
former roads cars. Up to the present
the base of such settlement has been
six mills per mile per car, and this rate
a has been uniform in this country and in
Canada.
The change in system does away with
this and fixes the compensation at a
rental of twenty cents a day per car,
which it is claimed, will greatly favor
the western trunk lines. The Boston &
Maine and the New York, New Haven
& Hartford railroad officials agree that
If the New England roads are forced to
accept the per diem system, it will add
hundreds of thousands of dollars to
freight rates, and prevailing systems
of freight delivery will have to be thor
oughly revised and some method
formed of making an earlier return of
empty cars.
Seventy-two out of eighty-two dele
gates at the conference last week voted
for the per diem PLAN The two great
New England roads most affected by
the change, the New York, New Haven
& Hartford and the Boston and Maine,
voted against it, in common with a few
less important roads but they were
showed under The new order of things
is bound to go into effect, probably
some time soon after July 1. Bitter as
the medicine is for the New England
roads named, they will probably take it
and make the best of it, which means
that the public will be invited to pay a
proportional part of the increased
chargegs. To thetrunk line the new
system is desired advantage But ta
the road that is forced to do the dis
tributing, the boot is on the other foot.
The case is thus outlined by the New
York, New Haven & Hartford railroad
ANY distributing road, but particu-
larly a New England terminal road,
will be to very great disadvantage
over the originating road or the roads
in the intermediate between the two. /
There are various conditions which
tend to retard the unloading of freight
on distributing roads. Almost all bulk
stuff takes longer to unload than to
load
I'm the case of export freights, the
movement of this across the water de-
ponds upon the marker In Europe. 1t
not infrequently happens that there is
no demand there for grain, and either
the vessel won't take it, or the price Is |
such that the owners of the grain wit
not allow it to be forwarded from sea-
port, and it consequently remains, |
sometimes indefinitely, on sidetracks TO !
terminal railroads.
"Originating and carrying roads Of
ten push forward freight for export, re-
CARELESS of markets, and compel the I
terminal road to hold them. This for
the purpose of getting the receipts for
the freight promptly into their treasu-
ries.
1.-THE bulk of the cotton that is sent
to the New England mills is shipped in
about four months in the year, Conpe-
tition among the carrying roads west of
us for this class of freight is very
strong, and they, in some way, furnish
the cars, their own or those of their
for it, and 1t is all dumped
IN the distributing road in very short
space of time
The whole movement is another in
stance of the power eXerted by j. Pier
DON'T Morgan, who is said to be respon-
,ible for forcing the adoption of the per
1iem system. Roads depending on
Morgan loans, it is limited, asked for
greater equipment, and We're told that
heir equipment was increasing faster
han the increase in freights 1t is said
hat Mr.. Morgan then informed these
'oads that they must adopt per diem
;ystem, as a means of forcing quicker
eturn of cars and incidentally of les
ening expenses.