In some instances, zones or belts have been recognized, the rate from all towns within each zone being the same for a given product. Certain railroads centering in New York recognize four zones for the shipment of milk and cream, as follows:
| Zone A--First 40 miles. |
| Zone B--Between 40 and 100 miles. |
| Zone C--Between 100 and 190 miles. |
| Zone D--Beyond 190 miles. |
It will be noticed that the size of these zones varies and may be the subject of adjustment between railroads and shippers.
While less understood by the public, railroads recognize zones or, more properly, groups of towns in making rates to them instead of from them, as in the instance above mentioned. It is possible to change the rate on a product to a given town by classifying it in another group. The rate on bran and other stock foods from central western points to certain towns in New York state has been the same as that charged to Boston, Mass., while other towns in New York not far removed have taken a lower rate.
Differential rates are recognized to be legitimate. Railroads are allowed to charge a less rate for wheat intended for export than that intended for local consumption. There has sometimes been a wide difference between the freight rate on wheat between Kansas City and Galveston, Texas, depending upon whether the wheat was to be exported or intended for domestic use.
In certain sections and for certain products the railroad rate varies with the season, because of difference in competition. The railroad rate between Chicago and New York on grain is higher while the navigation of the Great Lakes is suspended. As an illustration of the cheapness of transportation by water, it is stated that sometimes it is cheaper to ship wheat from Chicago to Buffalo by boat than to store it in a grain elevator for an equal period of time.
Products may sometimes be sent by baggage to greater advantage than by express, special arrangements for which are generally required.
FACILITIES FOR FREIGHT TRANSPORTATION
American railway facilities are, perhaps, unrivaled among the nations of the world, but the United States is still behind other nations in the matter of means of local transportation, in which good roads is only a part of the problem. In France, the so-called messagers are a common feature of local traffic. Thus in the Department of Touraine there are 246 towns each having from one to four messagers, who with their great two-wheel carts, each with single draft horse, make one or two trips to Tours each week. The messagers carry freight both ways precisely in the same capacity as railroads do. While the railroads are fairly abundant these local agencies continue to thrive because delivery can be made directly to the consignee and delivery at the exact time and place is more certain. The enormous loads conveyed in these two-wheel carts by one horse is an element in this system to which the good roads of France now contribute. In 1799, France had constructed 25,000 miles of roadway. Since that time, over 300,000 miles of roadway have been completed and about 30,000 miles of railway have been constructed—ten miles of roadway for each mile of steam railway. The good roads of France are of comparatively recent origin, contributing materially to the improvement in well-being which has taken place during the same period.