Los Angeles herald. [microfilm reel] (Los Angeles [Calif.]) 1900-1911, 1909-01-05

and the average length of the haul of
all freight in the United States is 240
miles. -'
1t is universal rule that the charge
for freight per ton mile decreases
with the length Of the haul, so that
for long haul the charge is less per
ton mile than for a short haul, and
SO it is that for a haul of 500 miles the
average freight rate is less than one
half cent per ton mile.
THE terminal rates between New
York and Los Angeles, between Chi
cago or lake points and Los Angeles,
and between Missouri river and Los
Angeles are the same, and the present
rail rates, both east and west bound,
including both carload lots and less
than carload lots, average about $50
per ton, or $3.50 per 100 pounds. al
though many commodities carried in
large quantities are much higher under
the new tariff, effective January 1,
1909. For instance, shovels and work
ing tools are $37 a ton, farming utensils
are $44, carpets are $37, machinery is
$50, musical instruments are $45, dry
goods are $50, all in carload lots.
1.-THE average length of the haul
from New York or Chicago or Missouri
river will average about 2300 miles to
Los Angeles, which at the average rate
for all freight in the United States at
three-fourths Of a cent ton mile,
would De $3.50 per ton, and at the
average rate for a haul of 500 miles or
over at one-half cent a ton mile, would
be $3.50 per ton, whereas in fact the
so-called terminal rate to Los An
geles is $50 a ton, or fully double the
average rate of all freight in the United
States.
Now, Mr.. Ripley pretends that this
IS low terminal rate, granted on &C
count Of water competition on the
coast, and yet there has just been an
other advance of 10 per cent on west
bound freight and 20 per cent on east
bound freight
Ocean Rates Quoted
How is it possible that there can be
such great advances on railway
freights if these rates are made to meet
water competition, when it is a we'll
known fact that the classes of goods
above named are brought from New
York around the Horn for So to Sc per
ton.
Il submit that the statements made
by Mr.. Ripley and facts established by
the reports of the Interstate com
merce commission show the following:
"First-That the so-called terminal
rates between the east and Los Angeles
C'AC llIOA II4cIli IlFS average rates
in the United States for a haul of 500
miles or more and are not terminal
rates at all
"Second-That the present rail rate
On non-perishable goods is more than
four times as high as the usual water
rate around the Horn or by the 18TH
mus by vessels not in the combine.
'"Third-That the railways could not
have established these rates or adj
vanced them unless they had succeeded
in practically closing competition by
water.
These facts, apparently undisput-
able, show that the influence of the
railways in congress and in the gov
erning bodies of this state and in
moulding public opinion through GER
tain newspapers and through certain
so-called commercial organizations, has
succeeded not only in closing the chan
nels of commerce through the ports
and natural waterways, but that such
influence is now successfully exerted
to keep them closed with a view of
preventing the city of Los Angeles
from opening the harbor of San Pedro
to free commerce, and as well as to
prevent the city from constructing a
channel inland far enough to own and
operate public docks by the munich
pality.
The maintenance of this monopoly
is costing the Los Angeles district over
S20,000,000 a year and is costing Cali
fornia over $50,000.OOO a year and the
Pacific coast $10O,0O0OOO a year"