average charges per ton per mile during each, year on all freight carried over their lines, and from these it is possible to present an interesting comparison of present with former charges. Such a comparison has the advantage that it gives the average of all charges, and therefore presents the actual net result of all changes, whether advances or reductions. It has the concurrent disadvantage that it fails to take account of the large increase in long-distance traffic, which is naturally carried at lower average rates per mile, and in consequence may show an apparent decline when charges for exactly similar service have remained stationary. The error from this cause is not, however, believed to be of such importance as to materially influence the result.
According to the last annual report made by the statistician of the Interstate Commerce Commission, the aggregate transportation of freight by the railways of the United States during the year ending on June 30, 1893, was equivalent to moving 93,588,-111,833 tons one mile. Estimating the population at 66,551,571, which allows an annual increase of one and a quarter millions since 1890, this was equal to moving fourteen hundred and six tons one mile per capita of population.
Upon this basis the following table has been prepared, showing the average cost of moving fourteen hundred and six tons of freight one mile over important railways in each section of the country during every fifth year from 1852, for which the average rates per ton per mile could be obtained, and during 1893:
| Year. | CHARGE FOR CARRYING 1,406 TONS OF FREIGHT ONE MILE AT AVERAGE RATE PER TON PER MILE DURING EACH YEAR. | |||||||||
| Fitchburg R. R. |
New York, Lake Erie and Western R. R. |
Pennsylvania R. R. |
Lake Shore and Michigan Southern Ry. |
Illinois Central R. R. |
Denver and Rio Grande R. R. |
Louisville and Nashville R. R. |
Chicago, Milwaukee and St. Paul Ry. |
Union Pacific Ry. |
United States | |
| 1852 | $43 87 | $27 42 | $76 21 | |||||||
| 1857 | 55 26 | 34 59 | 33 88 | $38 52 | ||||||
| 1862 | 52 73 | 26 57 | 28 68 | 29 53 | $27 56 | |||||
| 1867 | 59 19 | 28 68 | 29 24 | 34 17 | 40 77 | $58 07 | $55 40 | |||
| 1872 | 55 12 | 21 51 | 20 53 | 19 26 | 30 37 | $86 33 | 32 34 | 34 17 | $32 90 | |
| 1877 | 29 24 | 13 50 | 14 20 | 12 09 | 25 59 | 43 45 | 24 75 | 29 24 | 27 00 | |
| 1882 | 16 45 | 10 55 | 12 23 | 8 86 | 19 97 | 51 32 | 18 98 | 20 81 | 31 07 | $17 37 |
| 1887 | 15 89 | 9 70 | 10 26 | 9 42 | 15 33 | 33 60 | 14 34 | 15 33 | 19 97 | 14 54 |
| 1892 | 13 01 | 8 63 | 9 10 | 8 46 | 12 77 | 26 19 | 13 33 | 14 43 | 15 20 | 12 63 |
| 1893 | 12 98 | 8 87 | 8 72 | 8 42 | 11 88 | 24 76 | 12 89 | 14 43 | 14 52 | 12 34 |
The foregoing statement shows reductions startling in amount and distributed throughout all sections of the country. It is seen that the Fitchburg Railroad now receives only $13.10 for an amount of transportation for which as late as the year 1867 it would have charged $59.19, while other railways show even greater proportionate reductions. Similar data, including all railway
