Idaho County free press. [volume] (Grangeville, Idaho Territory) 1886-current, 1910-09-15
MEAN Lower RATES
EFFECT OF WATERWAY CoMRETL
TON ON THE RAILWAYS OF
THE COUNTRY.
DIRECT AND INDIRECT SAVING
Conservative Estimate 10 That In q
Single Year Il Would es More Than
Enough to Discharge the Entire Ma
tional Debt.

enough 70 OtScnar0o tne entiro ma
tional Debt.
1t was stated In a previous article
that waterways produce both direct
and indirect savings in the cost of
transportation and also exert what
may be called a creative effect. AS
an instance of the direct saving ii
was shown that the 100000. 900 tons Of
freight handled on the great lakes
in 1907 were carried for $3.50. 0O0, 900
less than 1t would have cost by rail
II the opinion of the United States
army engineers Is correct-and this
opinion Is based upon results actually
achieved on the rivers of Europe
we have number Of rivers on which,
when properly improved. freight can
be carried for less than on the lakes
and many rivers on which 1t can be
carried for much less than by rail.
II. therefore, the plan advocated by
the National Rivers and Harbors
congress should be carried OUTWEIGH
includes the improvement of all our
rivers to such extent as shall be found
advisable after expert examination
the direct saving In cost of transporta-
ton would be vastly increased. 1t
would probably be increased tenfold,
but If 1t were only doubled the direct
saving In single year would be more
than enough to pay OF the national
debt.
But this is not the end of the bene-
Ats which the general improvement of
our waterways would bring, 1t is only
the beginning. Beside the direct saw
ing there ia an indirect saving which
results from the effect of waterways
on railway freight rates. for rates
are always lower on railroads which
meet water competition than on those
which do not The amount of this saw
! ing Is not everywhere the same, owing
| to difference in conditions, but we
can get good general idea of 1t from
a study of some sample instances.
Freight Rates Affected.
Freight rates from New York to
Salt Lake or Spokane are much high
er than to San Francisco or Seattle,
although the distance Is much less, be-
cause goods can be carried to the Pa
cific coast by water, around Cape
Horn, while there is no waterway of
any kind to the inland cities named.
| 1t Is not the ocean alone that affects
railroad rates. Compare the rates on
first class merchandise to river towns
and inland towns situated about ESQ
miles from st. Louis. Towns on the
| rota IF
cents hundred, inland towns pay So
cents; towns on the Ohio pay Al cents,
inland towns In the same region
pay 81.
A still more striking instance, and
one showing the direct result of wa
terway improvement, Is to be found
on the Columbia river. Before the
locks at the cascades were built
freight rates on nails, and that class
of goods, from Portland to The Dalles
were $40 per ton. AS soon as the
locks were finished and the steam
boats could get through, the railroad
rate dropped to two dollars per ton
less than one-third what 1t was before
That the difference was due to the
river Improvement is shown by the
fact that rates We're not reduced be-
yond the point to which the steam
boats could run. For instance, the
rate on salt in car load lots was 81 so
per ton to The Dalles, and 5000 per
ton to Umatilla-$1.50 per ton for the
IS miles with water competition and
$50 per ton for the next 100 miles
without. These rates have since been
4 reduced as the Improvement has pro-
ceeded, and when the work is finished
and boats can run far up the Column
bia river and to Lewiston and other
point in Idaho on its principal tribu
tary, the Snake river, the people in
all that region will benefit not only
by the direct saving on goods carried
by water, but also by the indirect saw
ing through the reduced rate on goods
carried by rail. Exactly similar re
suits would follow the radical i'm
States
Indirect Saving Large.
There is, however, no possible way
Of finding out just how much this IN
direct saving would be. Rates on some
freight would be reduced greatly, on
some freight slightly, on some, per
maps, not ct all. But we can get some
idea OF the amount Of Freight which
might be influenced. IN the fiscal
year ending June 30, 1897. the total
amount 81 freight handled by the
railroads OF the United States was
1,796.336,G59 tons. Some Of This vas
hauled a short distance. some a lone
distance, and some was handled by
more than one road, but it was equal
o 236 60l, 390103 tons hauled one
mile. II the comprehensive improve
ent Of our waterways should make
an average reduction Of one mill pei
on-miie-the difference in the rates