-~ 18 - 
San Framcisco, Portland, and Seattle. But, as noted, some markets did not 
fit into the mileage pattern. For example, the lowest proportions of 
rail unloads for oranges and grapefruit, 3 and 1 percent respectively, 
were at Dallas, while at Atlanta, which was almost 700 miles nearer, the 
rail percentage was 10 percent for each of these commodities. 
CONCLUSIONS 
In general, there seems to have been a high degree of relationship 
between (1) the relative proportions of the traffic handled by railroads 
and trucks at various markets and (2) the differences between rail and 
truck charges indicated in a preceding section. As was shown, truck 
rates to the nearer markets were generally lower than costs of shipping by 
rail, especially if cartage charges are included in the latter costs. And 
rail shipments were generally of lesser volume than truck shipments to these 
nearer markets, On the other hand, truck rates to the more distant markets 
were typically higher than costs of shipping by rail, and generally, rail 
shipments showed a greater volume than truck movements to these markets. 
It may be concluded that differences between rail and truck charges have 
been an important factor in influencing the civiston of traffic between rail- 
roads and trucks at the various markets. 
There are some exceptions to the foregoing relationships between rail- 
truck rate differences and the division of traffic at various markets. 
For example, the rail charges to Denver, Los Angeles, and San Francisco.. 
were substantially below truck rates, Yet Los Angeles and San Francisco 
received the bulk of their Florida fruits and vegetables by truck and Denver 
received about one-half of such conmodities by truck. These and other ex- 
ceptions were apparently due in part to nonrate factors, Because they were 
not in the main line of movement of Florida shipments, cities in the Far 
West did not receive the direct expedited rail service enjoyed by various 
eastern, southern, anc midwestern markets, This gave the trucks a bigger 
advantage in speed of service than they had at other markets. 237 
Another factor was that the actual costs of shipping by truck to the 
Far West apparently were in many cases considerably less than the for-hire 
truck ‘rates, A substantial volume of shipments appear to have been made 
in private trucks having full loads in both directions. The costs of 
operating such trucks per 100 pounds of lading normally would be lower than 
the rates of for-hire carriers. Consequently, rail charges often would not 
be as much below the actual costs of shipping by truck (if they were at all 
below such costs) as appeared in the comparison with for-hire truck rates. 
- 
134 There were additional nonrate factors of importance. For example, 
some wholesale markets in Baltimore, Detroit, Philadelphia, and perhaps other 
cities restricted the entry of trucks or barred them altogether from using 
certain market facilities. 
