REPOET OF THE STATISTICIAN. 179 



the close of the water-routes the tariflF was raised to 18 cents. The rail- 

 rates from Buffalo to New York were, in several instances, less than the 

 canal-charges, which averaged 6.68 cents per bushel for wheat, and 6.03 

 cents for corn from Buffalo to ISTew York. In 1876 the State toll on wheat 

 was 0.0207 ceuts per bushel for wheat and 0.0103 cents for corn. During 

 the current year these rates have fallen to 0.01035 cents for wheat and 

 0.00905 cents for corn. The comparative cost per ton of transporting wheat 

 from Chicago to New York by lake and canal was $3,193, and for corn 

 $3.093 ; the all-rail route averaged $4 for each. From Chicago to Buf- 

 falo, by lake, the charges were $0,967 and $0,943 ; from Buffalo to New 

 York, $2,226 and $2.15. The canal-rates included the insurance paid by 

 the carrier ; on the lake the owner insured his own freight. Deducting 

 canal-tolls, the carrier realized only 7.4 ceuts per bushel for transport- 

 ing grain 1,419 miles against 30.3 cents in 1867. Water-freights have 

 steadily declined ever since 1872. Including lake-insurance, transfer, 

 and reshipment, the water-rates involved a cost nearly, if not quite, 

 equal to the average railway-charges. The rail-routes presented specific 

 advantages to shippers, such as greater dispatch, a smaller interest on 

 ventures, and less liability to decay by heating. Both rail and water 

 routes suffered from the great disproportion between eastward and west- 

 ward bound freight, as the heavy agricultural products of the West re- 

 quired at least three tons for every one of the lighter wares of the East. A 

 wide margin of profit on the east-bound freight was therefore necessary 

 to make up the enforced loss of running so many empty cars westward. 

 This disproportion was formerly as 4 to 1, but an increased demand for 

 eastern products, especially coal, has reduced the disproportion. The 

 increase of western population annually requires an increased import of 

 eastern manufactures, which tend still further toward an equilibrium. 



The reduction of lake and canal charges would have entirely destroyed 

 the competition of this line but for the great improvements in trans- 

 portation. Lake-vessels of 1,000 to 3,000 tons have driven the old fleet 

 of 500-ton schooners out of the trade. Barges, also, have been intro- 

 duced, vessels furnished with just enough rigging to enable them to take 

 care of themselves in case of being accidentally turned adrift. A pow- 

 erful tug-steamer transports from four to six of these barges loaded with 

 150,000 to 200,000 bushels of grain. These barges being graduated to 

 the requirements of the New York canals, finally deliver their freight at 

 tide-water without transshipment, thus saving heavy charges at Buffalo. 



The monetary panic that has depressed business for nearly four years 

 deprived the railroads of a large proportion of their carrying trade, 

 especially west-bound freights. Our foreign import-trade fell off enor- 

 mously, and western demand for eastern and European products has 

 greatly declined. To compensate this loss, and to give employment to 

 the enormous rolling-stock that had been accumulated by the railway 

 lines, the latter enlarged their facilities and presented additional induce- 

 ments for the shipment of western i:)roduce. The advantages of direct 

 shipment to southern markets, and the removal of expensive transship- 

 ments of grain, made this method of transport more i^rofitable to ship- 

 pers than a considerably lower rate by water. It was found that grain 

 in cars was much less liable to injury from heating than when stored in 

 the damp holds of ships or in the immense bins of warehouses. The 

 combined rolling-stock of the competing lines of railway-transport 

 amounted to nearly 60,000 cars, capable of transporting 1,200,000 tons 

 each trip. The Baltimore and Ohio and Pennsylvania Central Eoads 

 have shorter lines but heavier grades than the New York routes. Pre- 

 vious to February, 1876, the schedule of freight-charges was $2 per ton 



