. Ports and terminal facilities . ators ascompared with only one large government elevator at enables Buffalo to store a reservoir of grain during opennavigation on the Lakes. During the winter Buffalo has opento her by rail the entire Atlantic Range with many differentraQroad connections to various ports. Grain therefore may bestored in Buffalo and held for the higher winter prices and yet itcan be moved on short notice to take advantage of favorablemarket or transportation conditions. Buffalo as a port suffersfrom the lack of a single port authority with complete coordina-tion
. Ports and terminal facilities . ators ascompared with only one large government elevator at enables Buffalo to store a reservoir of grain during opennavigation on the Lakes. During the winter Buffalo has opento her by rail the entire Atlantic Range with many differentraQroad connections to various ports. Grain therefore may bestored in Buffalo and held for the higher winter prices and yet itcan be moved on short notice to take advantage of favorablemarket or transportation conditions. Buffalo as a port suffersfrom the lack of a single port authority with complete coordina-tion of all railroads and other facilities. In spite of certain advantages and much energy on the partof Canadian ports, better port organization plus the Barge Canalshould insure the United States ports Canadian grain to offsetthe sinking volume of American grain for export. Gulf Port Competition.—The three Gulf ports, Galveston,New Oiieans, and Mobile, are in close competition with each COMPETITION FOR RAIL AND MARITIME FREIGHT 47. 48 POETS AND TERMINALS other. The manner in which railroad rates to each port canequaHze the advantages which one might have over the other isillustrated graphically by a deformed map Fig. 14. Thisinteresting document shows the difference in export railroadfreight rates expressed in cents per 100 pounds between the portsmentioned. New Orleans has a latent advantage of staggering is the Mississippi River as a traffic highway of the futurewhich will be to New Orleans what the Rhine has been to Rotter-dam, and the Elbe to Hamburg, only many times JNIississippi valley rail rate was based on the river rate ofabout 1900. If the river navigation is developed on the samescale as other river navigation systems, the river rate should bereduced at least 30% as compared with the rate under the oldinefficient conditions of 1900. A reduction of 30 per cent, in therail rate to New Orleans as compared to the other ports should bethe logic
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