MARKETING CABBAGE. 29 
Mississippi and Ohio Rivers, but some southwestern cabbage goes 
to the northeast and some New York cabbage to the Central Western 
States. 
Figure 21 shows car-lot distribution of shipments from Texas, a 
representative early section; and Figure 22, distribution from Colo- 
rado, one of the more distant main-crop sections. 
Colorado ships about half its car-lot movement to Texas, Kansas, 
and Oklahoma and the rest to numerous southern and midwestern 
destinations. Competition comes chiefly from Iowa and the Great 
Lakes region, which also ship to central and southwestern markets. 
New York has about half of all the late cabbage available for 
shipment after November 1 and the product is shipped to points 
along the seaboard from Maine to Florida, as well as to markets in 
New York State, Pennsylvania, West Virginia and Ohio. New York, 
Philadelphia, Baltimore, Pittsburgh, Boston, Cincinnati, and Cleve- 
land rank about in the order given in the quantity received from 
New York State. 
The market distribution is considerably affected by variation in 
seasons and production, and car lots may be attracted to unusual 
markets because of high prices. When prices are high, the item of 
freight to distant points becomes less important. (See Table 12.) 
WHERE THE CAR LOTS GO. 
Most of the car-lot cabbage is shipped to city markets, although a 
part is afterward reshipped in larger or smaller lots to the lesser con- 
suming points. About 40 per cent of all car-lot shipments is taken 
by 13 cities, which, within a distance of 10 miles each, contain about 
40 per cent of the urban population of the United States. (Fig. 23.) 
The 13 cities for which reports are available are New York, Phila- 
delphia, Boston, Pittsburgh, Cincinnati, Cleveland, Detroit, Chi- 
cago, St. Louis, Kansas City, Minneapolis, St. Paul, and Omaha. 
Excluding Boston these cities together take approximately 10,500 
cars annually. (Fig. 24.) Roughly, 5,000 cars are of early cabbage 
and 5,400 cars are of the late crop. In addition, Boston unloaded 
600 cars of early and only 250 cars of late cabbage annually in 1920 
and 1921. It is significant that the 13 cities take 45 per cent of the 
early cabbage, but only 34 per cent of the late cabbage shipments, 
suggesting that these large markets depend less than the smaller 
ones upon the home-grown supply, which comes mostly during the 
late crop season. 
Naturally, different cities have different cabbage demands. More- 
over, these demands vary somewhat from year to year. According 
to the figures of cars unloaded annually (Table 7) it appears that 
New York, Boston, Detroit, and Minneapolis unload about twice as 
many cars of early cabbage as they do of late. Philadelphia, Chi- 
cago, and St. Paul, receive about the same number of cars of each 
class, while Pittsburgh, Cincinnati, St. Louis, Kansas City, and 
Omaha demand late cabbage and take only one-third to one-half as 
many cars of early varieties as of the late crop. As a matter of fact, 
42 per cent of the average total unloads of early cabbage for the 13 
cities is received annually by New York and Boston, whereas their 
receipts of late cabbage amount to nearly 20 per cent. The cities 
taking smaller proportions of late cabbage are in late-cabbage grow- 
