-1i- 
These data shew that the excess of rail.charges, including refrigeration, 
over truck rates_declined from 35 cents per 100 pounds at Atlanta, 608 rail 
miles away, to 10 cents at New York City, 1,272 miles away. At Detroit, 
1,332 miles away, rail rates were 1 cent per 100 pounds below truck rates, 
and this spread below truck rates increased to $2,8) at Seattle, 3,37 miles 
away. 12/ 
There was little uniformity among commodities as to the distance at 
which rail and truck charges were equal. For snap beans, the distance was 
approximately the mileage to Detroit (1,332 miles), to which rail charges, 
including refrigeration, were 1 cent below truck charges. For cabbage the 
distance was the mileage to Atlanta (608 miles), to which truck and rail 
charges were on a par; to all farther points, rail costs were lower than 
truck charges. 
For several commodities analyzed here, the relationship between trans- 
portation charges and distances was somewhat erratic. For example, for 
green corn the excess of rail over truck rates was 1 percent--the closest 
approach to equality--on shipments to four different points, located at 
three substantially different distances from Belle Glade: New Orleans 
(83) miles), Philadelphia (1,179 miles), Cleveland (1,317 miles), and 
Chicago (1,332 miles). The excess was 5 percent on shipments to Baltimore 
(1,091 miles). For oranges and grapefruit the relationship between rail 
and truck charges was made somewhat erratic by the existence of free railroad 
refrigeration at New York and Boston. To markets located about the same 
distance from Sanford as.these two cities, rail charges (including refrig= 
eration) exceeded truck charges, while at New York and Boston, truck 
charges were higher, because rail refrigeration was free. 
Addition of cartage costs at destination to basic rail freight rates 
plus refrigeration obviously raised the cost of shipping by rail to every 
single market at which cartage was necessary. Thus, the distance to markets 
ce ley The differences in the relationships between rail and truck rates were 
more erratic than the foregoing tabulation would indicste. For 
example, the excess of rail rates plus refrigeration over truck charges for 
most of the commodities analyzed here was generally tess at Washington, D. C., 
.. than at Baltimore, although Baltimore. was almost )O highway miles farther 
away, The reason was that basic rail freight rates were generally less from 
Florida to Washington than to Baltimore, while truck charges were usually 
the same to both cities, in spite of the difference in distance, 
At Dallas, the excess of rail over truck rates was generally relatively 
high. In fact, for most of the commodities analyzed, the.excess of rail over 
truck charges was higher to Dallas (1,275 rail miles away from Belle Glade) 
than to any other market analyzed here, including Atlanta, which was only 
608 miles away. The reason, as indicated in a preceding section, is that 
rail rates to Dallas were much higher than to eastern markets of comparable 
mileages, while truck rates to:Dallas were generally on about the same level 
as to other markets of the same distance. 
