Indexes of Transportation Rates For Fishery Products Fish and Wildlife Service United States Department of the Interior Indexes of Transportation Rates For Fishery Products B7 Morton J. Garfield CoTnmodity-Indu8try Economist Circular 23 Fish and Wildlife Service John L. Farley, Director United States Department of the'Interior Douglas McKay, Secretary Contents Page Construction of the indexes 2 Rail-freight rates 2 Rail-express rates 3 Motor-carrier rates 3 Protective-service charges 4 Discussion 5 Combined index 5 Cautions on use of the indexes 5 The Tables 1. Rail-freight rate index: Routes used in sample 7 2. Rail-express rate index: Routes used in sample 7 3. Motor-carrier rate index: Routes used in sample 7 4. Rail freight: Indexes of rates on various categories of fishery products, by months, April 1939-December 1952 8 5. Rail express: Indexes of rates on fresh and frozen fish from various regions, by months, April 1939-December 1952 9 6. Motor carriers: Indexes on rates on various categories of fishery products over selected routes, by months, January 1947- December 1952 11 7. All carriers: Indexes of rates on fishery products, by years, 1947-52 13 8. Fishery products transported by three principal types of trans- portation, 1935-52 13 Indexes of Transportation Rates For Fishery Products The cost of transporting fish from landing place to consumer's table is of concern to many segments of the fishery industries, and especially to producers of fresh and frozen fish and shellfish. Generally speaking, what the commercial fisherman can get for his catch is what is left after marketing costs are deducted from the retail price, or what the con- sumer is willing to pay. Trans- portation charges are a sizable item in the marketing costs for most fishery products; they are the larg- est marketing-cost item for many kinds of fresh and frozen fish. In 1948, the fishery industry's trans- portation bill was about $75,000,000 (an estimation that excludes the cost of trucks and other delivery methods operated by the industry itself). This transportation bill was 7% percent of the total estimated retail expenditure for fishery prod- ucts. In the present competitive food market, fish and shellfish pro- ducers and distributors keep a close watch on transportation charges, well aware that they can mean the difference between profit and loss. Fishery products are transported principally by rail freight, rail express (Railway Express Agency), and motor carriers. Air transporta- tion and water transportation are relatively small factors except for the coastal-vessel movement of Alaskan production, which is redis- tributed primarily from Seattle, Wash. In the period after World War II, rising operating expenses caused rail- roads, the Railway Express Agency, and motor carriers to seek increases in rates and charges, and several increases were authorized by the Interstate Commerce Commission for the railroads and the Railway Express Agency. Motor carriers also obtained some increases. Rate increases have dried up to some extent the distribution of certain fishery items, notably small ship- ments and gift packages. Further increases might put some fish pro- ducers and distributors out of business, particularly distributors of low-priced or rough species. Rates have increased considerably in this postwar period for all types of transportation, but the propor- tion of increase has varied for the different types. (See table 7.) The transportation-rate indexes pre- sented here show the changes, from month to month, over the period covered, in the fishery-products rates of the three principal types of carriers, rail freight, rail express, and motor carriers. This report supplies information on the trends of rates charged by the various carriers for the trans- portation of fishery products. It does not attempt to explain the "why" of particular trends. Just knowing whether transportation rates for fishery products are on the average higher or lower than in the past, and whether one group of carriers increased rates more than other groups, will help legislators, regulatory agencies, and the fishing industry, when deciding upon a particular course of action with re- spect to fishery transportation rates. Construction of the indexes The indexes were constructed from published rates on file with the Interstate Commerce Commis- sion and from rates furnished by the fishery and transportation in- industries. Representative origin points were selected in the prin- cipal producing areas. Separate indexes were constructed for each of the three principal modes of transporting fisher}'^ products: rail freight, railway express, and motor carriers. The year 1947, considered the first normal postwar yenr, was selected as the base for the indexes. When a rate change became effec- tive before the 15th of the month, the new rate was computed as though in effect for the whole month. For the three indexes, there are variations in the representative routes selected, but for each index the same routes are used for the whole period, so that the index measures changes in rates without reflecting other variations such as length of haul and regional distri- bution changes. It is usual to weight the routes selected in rela- tion to the revenue and amount of traffic carried over each. It was impracticable to develop a refined system of weights for any of these indexes, because of the lack of traffic data; therefore, choice of routes and number of routes con- stituted the weighting used. The very simplicity of this method of weighting is an advantage. Tables 1,2, and 3 list the routes used. The nature of the traffic was considered in the construction of the indexes. The rail-freight and motor-carrier indexes are subdivided according to type of fishery product. The railway-express index covers fresh- and frozen-fish traffic only, because that agency does not trans- port other fishery products in sig- nificant quantities; for that index, a regional breakdo\vn is shown. Rail-freight rates The railroads lead in transporting canned fish, fish oil, and fish meal. They haul significant quantities of fresh and frozen fish on the longer routes, but this traffic on the shorter hauls has been largely taken over by motor carriers. Increases in the postwar years accelerated the upward movement of rail-freight rates; in April 1952, the tenth gen- eral increase since the end of World War II was authorized by the Interstate Commerce Commission. The rail-freight index (table 4) was developed from 36 representa- tive routes (table 1) for the follow- ing categories: canned fish; fish, fresh or frozen; fish meal; and fish oil. An index for each category was computed separately, and the indexes were averaged to give an index for all fishery products and byproducts. The rail-freight index for all fishery products and byproducts registered 52.3 percent higher in 1952 than in the base year 1947. The fish meal category shows the greatest percentage increase, with the index for 1952 at 159.6. Fish oil ranks slightly lower, with an index of 158.7. The most valuable of the product groups, canned fish, advanced to 144.1. Rail-express rates Rail express has been important in the transportation of fresh and frozen fishery products since the turn of the century, but in recent years the motor carrier has sup- planted express as the leading transporter of fresh and frozen fish. Canned fish and other preserved fish products have never been car- ried in large quantities by express. Generally speaking, rail-express rates on fishery products changed little from 1922 until 1939. The increase effective April 15, 1939, is the starting point for the index. Since that date, several rate changes have been made. The rail-express index (table 5) was developed from 30 representa- tive routes for fresh and frozen fish and shellfish traffic (table 2). The routes were selected on the basis of experience. The index is divided into five regions. The Great Lakes region, from which more express fish traffic originates than from any other region, was allotted 10 routes. Each of the other four regions was apportioned routes according to the volume of express traffic estimated to originate in the region. The destination points of the routes used are often outside the region where the shipments originated. This occurs because of the necessity for reflecting shipments to large con- suming centers outside the region. The rail-express index is based on 100-pounds-net-weiglit rates for any-quantit}^ shipments, in addi- tion to rates for quantity shipments (on a net weight of 100 pounds of fish, the charge is for 125 pounds gross; for most shellfish, the l^illing weight allowed is 150 pounds). For example, 1 00-pounds-net-weight rates for shipments ranging from 1,000 to 2,000 pounds in weight and for shipments over 2,000 pounds were included for certain routes. In some cases where rates on the basis of 200-pounds-minimum ship- ments were given, these also were included. There are marked variations in the increases, with a range in 1952 of index numbers from 132.3 for the Great Lakes, to 167.0 for New England. Apparently, the Railway Express Agency rates were lower in the Great Lakes area. Average indexes in other regions for 1952 were: Middle Atlantic, 145.2; Pa- cific Coast, 144.1; South Atlantic and Gulf, 144.7. Motor-carrier rates Modern refrigerated equipment and lower rates have enabled motor- carrier operators to become the leaders in transporting fresh and frozen fishery products. Their lower rates have carried them into new markets and have diverted a considerable amount of traffic from rail freight and rail express. Truckers of fishery products are not required to file rates wdth the Interstate Commerce Commission; consequently, it was difficult to obtain historical data as in the rail- freight and rail-express indexes. Sufficient information was gathered to develop indexes for 15 representa- tive rates on fresh, frozen, and canned fish. The motor-carrier index (table 6) includes a separate index for each of 15 routes (table 3), and the average for all of them. The base year of 1947 was as far back as data were available for this index. The index for 1952 shows an average increase of 35.6 percent over 1947. To understand particular aspects of motor-carrier rates recorded in the index, we must classify the types of truckers engaged in public transportation of fishery products. There are first the large common carriers operating fleets of trucks; with good equipment and insur- ance, they dominate the field and their rates are the standard for the industry. Another type of carrier organization results when small truckers combine less-than-truck- load shipments, for economy. Then there are the owner-operator truckers who operate independently. These owner-operators carry fresh and frozen fish and other commodi- ties that are exempt from certain provisions of the Interstate Com- merce Act, over various routes as opportunity offers. Many of them haul produce from the South to the North, and return with a load of frozen fish. To obtain return loads, they sometimes cut rates to cover only their fuel costs, rather than go home empt}'^. These rates are not included in this index, but trade sources estimate that regular rates are cut 10 to 50 percent. The rates of the larger carriers which are available for use in the index are afl^ected considerably by the rates of the one-truck operators. The unregulated state of fresh and frozen fishery products truck trans- portation has helped keep down the rate levels. Protective-service charges All shipments of fresh and frozen fishery products require some form of refrigeration. By rail freight, there are additional charges for necessary protective services. Most refrigerated motor carriers do not make any additional charge at the present time. The Interstate Com- merce Commission in December 1951 authorized the Railway Ex- press Agency to charge for re-icing shipments of fishery products. Un- less the shipment is marked "Do Not Re-Ice for Account of Shipper," packages will be re-iced when neces- sary and the charge will be 20 cents, 25 cents, or 30 cents per zone, depending on the size of the pack- age. In the past decade the railroads have been granted three increases in their protective-service charge. This charge is based mainly on the cost of ice and salt placed in car bunkers. Labor costs, switching charges, and other operating ex- penses contribute to the cost of the protective service. Increases in the protective-service charge of the rail- roads since 1940 have been an increase of 15 percent effective January 1, 1947, and a 10-percent interim increase authorized April 13, 1948, which was modified to a 15-percent increase on July 27, 1948. The protective-charge increases, which are not included in the rail- freight rate index, amount to 32}^ percent. They apply only on fresh and frozen carload shipments, which constitute a small proportion of the rail transportation of fishery prod- ucts. Discussion Combined index In table 7 is shown a combined index giving fishery products trans- portation rate indexes for rail freight, rail express, and motor carriers, and an index for all car- riers combined. This index points up differences in the rate of change of transportation rates by the prin- cipal carriers. The comparative cost of the means of transporting fishery products usually governs selection of the carrier. The slow growth in the use of air freight by the fishery industries exemplifies the importance of the cost factor. Kail-freight and rail-express rates have increased to a greater degi-ee than motor-carrier rates. The weighted index for transporting all fishery products averaged 146.7 in 1952, as compared to 100.0 for the base year of 1947. Cautions on use of the indexes A caution should be mentioned on the use of these indexes. If the quality of the transportation service declines or improves, it is tantamount to a change in rates. Such a condition is not covered in the indexes. Although there have been some improvements in the transportation service to the fish- ing industry, particularly in truck transportation, these changes do not affect the reliability of the indexes as now constructed. Another quahfication is that the data cover a limited number of routes over which fishery products are transported; they do not rep- resent the actual average of trans- portation rates and charges for the United States. The selection is based on data from Market News Service offices and on the expe- rience of the Fish and Wildlife Service in this field, and is designed to be as nearly representative of the national fishery-transportation pattern as possible. If any mate- rial changes occur, it will be neces- sary to revise the indexes. The present study measures only the changes of rates for transporting fishery products by the principal means of transportation. What ef- fect rate changes have on volume of shipments and on prices is diffi- cult to isolate from the many influences on supply and demand in the fishing industry, but it is reasonably safe to make some observations. Motor-carrier rates have increased less in proportion than rail-freight and rail-express rates, with a consequent widening differential in transportation cost that undoubtedly has accelerated the shift to truck transport. By reference to table 8, it can be seen that, although the volume of ship- ments varies from year to year, the motor carriers' share of traffic rises steadily. An additional indication of the shift in methods of transpor- tation is provided by a comparison of the distribution, by type of trans- portation, of receipts of fresh and frozen seafoods at New York City in 1940 and in 1950. The distribu- tions, in percentages, for the 2 years were as follows: Received by— mo 1950 Rail freight 19. 5 4. 0 Rail express 13.5 11. ft Motor carrier 54.8 75.1 Vessel (landings at wharves) 12.2 9.3 100. 0 100. 0 The modern refrigerated truck has gained the bulk of the fresh and frozen fish traffic, with the excep- tion of long-haul carload shipments from the Pacific coast. Rail freight retains such shipments, most of the shipments of canned fish and of bulky commodities such as fish meal, and relatively small shipments of fresh and frozen fish. More important than the shift between carriers is the impact of rate increases on the prices received for fishery products. Wlien trans- portation costs go up, how much of the increase can be shifted to the consumer through increases in re- tail prices, and how much must be borne by the producer through reduction in net income, depend largel}'' on the elasticity of the de- mand for the product affected. The less elastic the demand for a commodity, the more likely it is that increases in transportation costs can be shifted to the consumer without a significant decline in sales. Since the elasticity of demand for fishery products has not been fully determined, it is only by experience that one can judge how much of the increased costs can be shifted to the consumer. At first, the whole bur- den of rate increases is generally borne by the fisherman and dis- tributors. The statistics developed in this report cover recent changes in the cost to the fishing industry of trans- portation for their products as re- flected by changes in rates for the different modes of transportation. The rate indexes show that the three principal agencies transport- ing fishery products have increased their rates in the period studied by disparate amounts. These indexes will be kept current by supplements published in the Commercial Fish- eries Review of the Fish and Wild- life Service. Table 1. — Rail-freight rate index: Routes used in sample Origin Destination Origin Destination Oa canned flsh: Rockland, Maino New York, N. Y. Atlanta, Qa. Chicapo, 111. New York, N. Y. Los Angeles, Calif. Chicago, 111. New York, N. Y. Do. Chicago, 111. New York, N. Y. Chicago, 111. New York. N. Y. Cleveland, Ohio. Chicago, 111. Pittsburgh, Pa. New York, N. Y. Chicago, 111. New York, N. Y. Chicago, lU. On flsh, fresh or frozen— Con- tinued Jacksonville, Fla Eastport, Maine . . Now York, N. Y. New York N. Y Chicago, III. BilOXi Mi<:s Do New York, N. Y. Seattle, Wash . . . Cheboygan, Mich Do. Do. Do Do Chicago, 111. San Pedro, Calif . . On flsh meal: Baltimore, Md Do Do. San Die^o Calif Lewes, Del New York, N. Y. Monterey , Calif . Beaufort, N. C Biloxi, Miss --- Chicago, III. Do Do. Pascagoula, Miss Do. Seattle, Wash Do. Do On flsh oil: Baltimore, Md Do Do. Norfolk Va New York, N. Y. Beaufort, N. 0 Chicago, ni. Do. Seattle, Wash Do. Table 2. — Rail-express rate index: Routes used in sample Origin Destination Origin Destination New England origins: Chicago, 111. Cleveland, Ohio. Pittsburgh, Pa. New York, N. Y. Boston, Mass. Chicago, 111. Cleveland, Ohio. Toledo, Ohio. Detroit, Mich. Chicago, 111. New York, N. Y. Do. Do, Do. Do. South Atlantic and Gulf or- igins—Continued Galveston, Tex Do Chicago,Ill. Do Rockland, Maine . Pacific Coast origins: Seattle, Wash Eastport Maine Do New York, N. Y Do Great Falls, Mont. Do Great Lakes origins: Warroad, Minn Norfolk, Va New York, N. Y. Do Port Clinton, Ohio. Bayfield, Wis Do. Do Do! Beaufort, N. C Warroad, Minn Chicago. 111. South Atlantic and Oulf ori- gins: Biloxi, Miss Cheboygan, Mich. Port Huron, Mich Lansing, Mich Do • Do. Do. Jacksonville, Fla Erie, Pa New York. N. Y. Miami, Fla Chicago, III Cin''innati, Ohio. Lake Charles, La.. Do Detroit, Mich. Table 3. — Motor-carrier rate index: Routes used in sample Origin Desthiation Origin Destination Oa frozen flsh: Cleveland, Ohio. Chicago, 111. Buffalo, N. Y. Pittsburgh, Pa. Philadelphia, Pa. New York, N. Y. Indianapolis, Ind. Louisville, Ky. New York, N. Y. On frozen flsh— Continued Crisfield, Md Philadelphia, Pa. Do Seattle, Wash Los Angeles, Calif. Do Do San Francisco, Calit Do On fresh flsh: Washington Island, Wis.. On canned fish: Terminal Island, Calif. . . Crisfield Md Do .. .. Chicago, III. Do Chicago, 111 San Francisco, Calif. Do New York, N. Y. Do Tablb 4. — Rail freight: Indexes of rates on various categories of fishery products, by months, April 1939-December 1952 [1947 average= 100. Dashes denote continuation of rate last shown] Year Aver- age Janu- ary Feb- ruary March April May June July Au- gust Sep- tem- ber Oc- tober No- vem- ber De- %7 ALL FISHERY PRODUCTS 1939 80.4 80.4 80.4 83.8 82.2 80.3 80.3 83.5 100.0 123. 0 134. 4 136.3 140.2 152.3 80.4 80.4 80.4 84.9 80.3 80.3 80.3 100.0 118.4 132.3 137.3 135.7 144.8 1941 1942 84.9 ... 80.3 1944 1945 1946 86.5 87.0 1947 " 1948 — 125.2 133.5 125.3 137.3 132.2 136." 2" 139.4 1950 135.7 144.8 1952 154.2 156.4 CANNED FISH PRODUCTS 1939 82.7 1940 82.7 82.7 86.4 84.7 82.7 82.7 85.0 100.0 126.1 136.3 135.3 136.4 144.1 82.7 82.7 82.7 87.6 82.7 82.7 82.7 100.0 122.2 134.7 139.5 132.9 139.9 1941 1942 87.6 1943 82.7 1944 1945 1946 88.5 1947 1948 128.0 139.5 1950 135.2 135.6 132.9 139.9 1952 146.9 146.1 FISH MEAL 1939 78.8 1940 78.8 78.8 81.8 80.5 78.8 78.8 81.5 100.0 122. 5 133.8 137.1 141.8 159.6 78.8 78.8 78.8 82.8 78.8 78.8 78.8 100.0 117.5 132.2 137.1 137.1 140.8 1941 1942 82.8 ■ 1943 78.8 1944 1945 ■":::: 1946 84.1 1947 1948 125.0 1949 . 137.1 .. 1950 140.8 146.8 1952., 157.7 167.1 FISH OIL-NOT EDIBLE NOR MEDICINAL 1939 ., 80.2 1940 80.2 80.2 83.8 82.2 80.2 80.2 83.6 100.0 121.3 135.9 141.1 146.2 158.7 80.2 80.2 80.2 85.0 80.2 80.2 80.2 100.0 116.8 130.9 141.1 141.1 151.4 1941 1942 85.0 1943 80.2 1944 1945 1946 .. .. 86.5 88.5 1947 1948 123.6 135.8 1949 14L1 1950 1951 145.3 151.4 1952 162.3 Table 4. — Rail freight: Indexes of rates on various categories of fishery products, by months, April 1939- December 1952 — Continued Year Aver- age Janu- Feb- ary ruary March April May June July Au- gust Sep- tem- ber Oc- tober No- vem- ber De- cem- ber FISH. FRESH OR FROZEN 1939 79.8 1940 79.8 79.8 83.0 81.4 79.6 79.6 83.2 100.0 122.0 131.8 131.5 136.4 146.9 79.8 79.8 79.8 84.0 79.6 79.6 79.6 100.0 117.0 131.5 131.5 131.5 141.0 1941 1942 84.0 ' 1943 79.6 *" 1945 "" 1946 86.7 .. .— 1947 1948 124.3 124.7 131.6 " 1949 - .. 132.1 1950. 1951 135.7 141.0 1952 149.9 Table 5. — Rail express: Indexes of rales on fresh and frozen fish from various regions, by months, April 19S9-December 1952 [1947 average= 100. Dashes denote continuation of rate last shown] Aver- age Janu- ary Feb- ruary March April May June July Au- gust Sep- tem- ber Oc- tober No- vem- ber ALL REGIONS COMBINED 1939- 90.9 1940 90.9 90.9 90.9 91.0 91.1 91.1 91.6 100.0 110.2 120.0 129.2 133. 8 146.7 90.9 90.9 90.9 90.9 91.1 91.1 91.1 96.7 103.0 117.9 123. 1 132.6 146.7 1941 1942 1943 91.1 1945 96.7 1947 98.6 98.9 99.3 106.4 100.6 112.5 100.8 113.8 "117." 7" 120.7 101.0 117.9 121.2 103.6 1948 119.7 122.6 1950 125.6 127.7 132,6 146.7 1952 FROM NEW ENGLAND ORIGINS 1939 86.5 86.5 86.5 86.5 86.5 86.5 88.5 87.3 100.0 117.0 127.2 141.3 152.7 167.0 86.5 sas 86.5 86.5 86.5 86.5 96.0 103.8 127.2 127.2 151.4 167.0 1941 1943 1945 96.0 96.9 112.7 103.0 127.2 103.8 1948 1950 151.4 167.0 Table 5. — Rail express: Indexes of rates on fresh and frozen fish from various regions, by months, April 19S9- December 1952 — Continued Aver- age Janu- ary Feb- ruary Marcb April May June July Au- gust Sep- tem- ber Oc- tober No- vem- ber De- cem- ber FROM MIDDLE ATLANTIC ORIGINS 1939 90.1 90.1 90.1 90.1 91.1 91.3 91.3 91.9 100.0 111.4 116.4 125. 9 126.9 145.2 90.1 90.1 90.1 90.1 91.3 91.3 91.3 95.0 109. 3 114.2 125. 9 125.9 145.2 1941 1942 1943 91.3 1944 1946 1946 95.0 1947 - 96.6 98.1 .. . 99.6 109.3 1948 112.1 114.2 119.0 1949 125.9 1950 1951 145.2 1952 FROM SOUTH ATLANTIC AND GULF ORIGINS 1939 93.6 1940 93.6 93.6 93.6 93.6 93.6 93.6 94.0 100.0 110.0 123.9 134.9 138.4 ■«.7 93.6 93.6 9,3.6 93.6 93.6 93.6 93.6 101.' 3 116.1 125.4 137.8 144.7 1941 1942 1943 1944 1945 1946 98.5 1947 99.9 104.1 100.0 101.3 1948 107.4 112.6 114.7 116.1 1949 125.4 1950 138.0 1951 144.7 1952 FROM GREAT LAKES ORIGINS 1939 88.7 1940 88.7 88.7 88.7 88.7 88.7 89.1 100.0 107.9 116.5 117.7 118.9 132.3 88.7 88.7 88.' 7 88! 7 88.7 93.8 100.5 116.0 117.7 117.7 132.3 1941 1942 1943 - 1944 1945 . - 1946 93 8 1947 .... 100.5 1948 102.7 110.5 115.0 116.0 118.7 1949 1950 1951 132.3 1952 FROM PACIFIC COAST ORIGINS 1939 95.6 1940 95.6 95.6 95.6 98.0 97.8 97.8 98.0 100.0 105. 3 115.8 128.4 130. 5 144.1 95.6 95.6 9.5.6 95. 6 97.8 97.8 97.8 100.0 100.0 115.8 119.1 130.9 144.1 1941 1942 - 1943 97.8 1944 ... 1945 1946 100.0 1947 1948 115.8 1949 1950.- 129.8 1951 144.1 1952 10 Table C. — Motor carriers: Indexes of rates on various categories of fishery products over selected routes, by months, January 1947-December 1952 [1947 average = 100. Dashes denote continuation of rate last shown] Aver- age Janu- ary Feb- ruary March April May June July Au- gust Sep. tem- ber Oc- tober No- vem- ber De- cern ber ALL ROUTES AVERAGED 1947 100.0 109.5 116.8 121.0 127.3 135.6 95.6 106.0 113.7 118.4 123.3 132.3 97.9 107.1 98.7 100.7 111.6 117.3 122.8 104.6 1948 113. 4 113.7 1949 114.6 116.9 117.6 118.4 1950 118.0 128.6 136.2 120.7 123.3 1961 129 6 1952 .. - 136.3 136.7 FROZEN FISH Boston- Cleve- land: 1947 100.0 108.1 116.1 116.1 116.1 116.1 100.0 108.4 117.0 117.0 117.0 117.0 100.0 108.5 116.9 116.9 116.9 116.9 100.0 108.4 116.7 116.7 116.7 116.7 100.0 111.3 115.8 119.6 120.8 120.8 100.0 100.4 115.3 106.6 104.7 104.7 100.0 114.3 12.3.8 123.8 126.5 147.6 100.0 100.0 116.1 116.1 116.1 116.1 100.0 100.0 117.0 117.0 117.0 117.0 100.0 100.0 116.9 116.9 116.9 116.9 100.0 100.0 116.7 116.7 116.7 116.7 95.6 109.1 115.8 115.8 120.8 120.8 100.0 100.0 104.7 116.3 104.7 104.7 91.4 112.4 123.8 123.8 123.8 139.0 1948 116.1 1949 1950 1951 1Q52 Boston- Chicago: 1947 117.0 1949 1951 1952 Boston- Buffalo: 1948 116.9 1950 1952 Boston- Pitts- burgh: 1948 116.7 1949 - 1951 Boston- Phila- delphia: 1947 109.1 115.8 1949 120.8 1951 Boston-New York: 1948 104.7 116.3 1950 104.7 1952 Chicago-In- dianapo- lis: 1947 91.4 102.9 1948 123.8 1949 1951 125.7 139.0 1952 150.5 11 Table 6. — Motor carriers: Indexes of rates on various categories of fishery products over selected routes, by months, January 1947- December 1952 — Continued Year Sep- Oc- tober No- Aver- Janu- Feb- March April May June July Au- tem- vem- age ary raary gust ber ber FROZEN FISH Ohlcago- Louis- ville: 1947 100.0 116.9 124.8 124.8 127.0 161.7 100.0 112.8 117.0 117.0 117.0 117.0 100.0 120.2 120.2 147.6 160. 6 160.6 100.0 110.7 123.4 125. 9 150.3 158.4 100.0 106.7 124.5 128.0 152.0 160.0 91.6 115.3 124.8 124.8 124.8 151.7 100.0 100.0 117.0 117.0 117.0 117.0 89.2 120.2 120.2 120.2 160.6 160.6 94.9 110.7 110.7 125.9 12.5. 9 158.4 93.3 108.7 106.7 128.0 128.0 160.0 104.3 1948 124.8 1949 1950 1951 151.7 1952 Chic^gc^New 1947 1948 117.0 1949 1951 ■ :::::: Crisfield- Philadel- pbla: 1947 120.2 1948 1949 1950 - 160.6 1951 1952 .. Seattle-Los Angeles: 110.7 1948 125.9 1950 :::::: 1951 .. 158.4 1952 Seattle-San Francis- co: 106.7 1948 1949 128.0 1950 1951 160.0 1952 FRESH FISH Washington Island- Chicago: 1947 100.0 100.0 100.0 116.3 139.2 181.4 100.0 100.0 100.0 100.0 132.6 147.8 1949 :::::: 132.6 140.6 184.1 147.8 1952 185.6 202.2 CANNED FISH Terminal Is- land-San Francis- co: 100.0 105.6 106.9 121.6 121.6 128.7 100.0 110.1 113.6 116.7 123.6 137.6 83.2 105.6 105.6 121.6 121.6 128.7 94.8 110.1 110.1 116.2 122.3 128.4 105.6 1948 . 121.6 1950 1952 Orisfield- N e w York: 1947 .. 110.1 1949 116.1 122.3 1951 128.4 1962 140.6 12 Table 7. — All carriers: Indexes of rates on fishery products, by years, 1947-62 11947 = 100] Year Rail freight Rail express Motor carriers Average all trainc « Year Rail freiglit Rail express Motor carriers Average all trafllc 1 1947 1948 1949 100.0 123.0 134.4 100.0 110.2 120.0 100.0 109.5 116.8 100 0 117.7 127.7 mo 1951.. 1952 136.3 140.2 152.3 129.2 133.8 146.7 121.0 127.3 136.6 131.0 135.7 146 7 I Weighted average. Relative weights: Rail freight 60 porcoat, rail express 10 percent, motor carriers 30 percent. Table 8. -Fishery products transported by S principal types of transportation, 1935-52 (Estimated. In millions of pounds] 1935. 1936. 1937. 1938. 1939. 1940. 1941. 1942. 1943. By rail freight 2,471 2,937 2,849 2,562 2,775 2,363 2,802 2,682 2,982 By rail express By motor carrier 1,175 1,139 1,025 1,110 945 1,121 1,073 1.193 3,705 4,376 4, 393 3,879 4,091 3,524 4,153 3,954 4,489 1944 1945 1946 1947 1948 1949 19.50 1951 1952 By rail By rail By motor carrier freight express 3.102 283 1,241 3.073 326 1,229 3.120 333 1,248 3.054 342 1,223 2,911 345 1,467 3.056 340 1, 540 3,127 330 1.582 2.814 300 1.612 2,681 310 1,615 Total 4.626 4.628 4,701 4,619 4.723 4.936 6.039 4,726 4.606 Sourcfl: Fish and Wildlife Service. a. S. GOVERNMENT PRINTING OFFICEi I95S For sale by the Superintendent of Documents. U. S. Government Printing Office Washington 25, D. C. - Price 10 cents MBL WHOI Library - Serials m lihiriiiii 5 WHSE 00086 '^^ ^