. Official proceedings . forests Products of animals Products of agriculture Products of manufacture all the tonnage carried 8i per cent originated in thestate and only 19 per cent in outlying states. Comparison of Tonnage and Distance Hauled An analysis of the tonnage coming from Xew York City and destined for Connecticut points was made at the Greenwichstation at the Xew York state line on the Boston Post results are as follows: TABLE III Distance Destination Tons Percentage Miles Greenwich 2,216 7 30 Stamford 7,247 22 35 Danburv 1,011 3 63 Norwalic
. Official proceedings . forests Products of animals Products of agriculture Products of manufacture all the tonnage carried 8i per cent originated in thestate and only 19 per cent in outlying states. Comparison of Tonnage and Distance Hauled An analysis of the tonnage coming from Xew York City and destined for Connecticut points was made at the Greenwichstation at the Xew York state line on the Boston Post results are as follows: TABLE III Distance Destination Tons Percentage Miles Greenwich 2,216 7 30 Stamford 7,247 22 35 Danburv 1,011 3 63 Norwalic 11 44 Bridgeport 7,086 21 58 New Haven 14 71 Waterburv 1,435 4 90 Hartford 1,186 3% 113 Vicinity of Xew Haven 2,258 7 74 These figures are necessarily affected b\- the population and character of the industries of the communities tabulated but they do show distinctly the lessening tonnage hauled by trucks as the distance increases. A summary of the results of the entire survey is shown in the following diagram :. Summary These figures show that in Connecticut at least competi-tion between the motor truck and the railroad is confined togoods which if moved by rail would have been L. C. J^. freightexpress or parcel post, per cent of the commodities movedless than 29 miles, a large portion being local distribution fromjobbers and wholesalers to retailers. Of the balance of cent transported more than 30 nfiles, a considerable portionwas goods the transportation of which was not largely deter-mined by the rates charged. Some of it was between pointsnot adecjuately served by rail and some of it was by its naturemore adaptable to truck transportation, such as furniture andhousehold goods, fresh vegetables and meats, wdiolesale groceryproducts, etc. This would seem to indicate that the percent-age of commodities hauled by the motor truck which could havebeen profitably hauled by the railroad or in the haulage ofwhich the railroads could have furnished an equal ser
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