190 MONTANA 19U 



they were constructed, their receipts in one year would pay for the con- 

 struction of a double track line from the Father of Waters to the shores 

 of the Pacific. 



Something of the reductions which have been made, indicative perhaps 

 of the clieape/ rates sure to come as the State develops, may be realized 

 from the fact that the average rate received by the Great Northern for haul- 

 ing one ton one mile in 1881 was 2.88 cents (two cents and eight mills). 

 The average rate for hauling one ton one mile in 1913 is .765 cents (seven 

 and sixty-five one hundredths mills, or three quarters of a cent). 



The Great Northern collected $58,426,235.00 for freight revenues along 

 its dines in the year ending July i, 191 3. Had its rates been based on those 

 of 1881 it would have received for the service performed in 1913 the enor- 

 mous sum of $219,860,825.00. Thus the shippers are saving in 

 Develop- 1913 more than $161,434,000 because of the development of the 

 ment Brings territory along the Hill lines w^hich has made the lower rates 

 Its Rewards possible. 



to Shippers. In 1909 the Great Northern hauled 4,841,000,000 revenue 



tons one mile and collected $39,464,000 for the service. Devel- 

 opment of the territory enabled the road to secure in 1912, 7,634,056,499 rev- 

 enue tons to haul one m-ile, for which service $58,426,000 was collected. 



This is the most conspicuous example of what Montana may expect in 

 increased transportation facilities and cheaper rates as acre by acre of the 

 country served is occupied and made to yield its greatest contribution to 

 wealth. 



In selecting a new home the farmer and business man wants to know 

 first of all, whait is the situiation with regard to transportation? The answer 

 is that every railroad operating in Montana is seeking the same end — to 

 develop the State and increase its revenues by multiplying the tonnage 

 produced. 



For a quarter of a century before states began to exercise their right 

 to control railroad rates, the railroads of M'ontana had been lowering their 

 rates year by year. When twenty years ago they were securing but one quar- 

 ter of the freight business they are securing today they were re- 

 Charges ceiving on an average of one cent and two mills per ton per 



That Show mile. Today the roads operating in Montana receive on their 

 Changed lines but seven and six-tenths mills, or two tenths of a mill less 

 Conditions, than the average rate in the United States per ton per mile. 



In five years the rates on grain from Montana to Minne- 

 apolis have been reduced 27% and to Seattle 29%, which shows 

 a disposition on the part of the railroads either to voluntarily reduce their 

 rates as rapidly as consistent with the development of the country, or to 

 comply with the rulings of the railroad commission without resisting efforts 

 to cheapen the cost of shipping. 



While the territory which has had transportation for years has been 

 developing under the stimulus of well directed advertising campaigns, 



— Only those who don't knoiv say harsh things about Montana's cli))iate. 



