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Were a load of cotton as valuable in the Texas cotton field as at the gin, whither it must be hauled before its first advance in form-value can take place, neither time nor labor nor money would be expended to move it; were the bales as valuable at the gin as the local town market, It would never leave the gin yard; were it as valuable, in short, at any of its halting places on the way to the consumer as at the next stage, there would be no next stage, and the cotton would cease its globe trotting does as a matter of fact, whenever one more trip will not increase its value beyond the cost of movement. The relation between the carrier and the shipper on the one hand and the consignee on the other consequent upon the passage of freight from the shipper through the hands of the carrier to the consignee is a complex one. The gist of the situation is summed up, not so much in the question, "Who pays the freight?" as in the answer to the more vital questions, "How much are the freight charges?" and "On what basis are these charges to be levied?" The reimbursement which the carrier is entitled to receive for services rendered, or, viewed from Jones's angle of vision, the price that must be paid to the carrier, soon appears as the backbone of the whole skeleton a veritable bone of contention it has proved to be, this matter of rate-making and rate-fixing. Whether this or that commodity can be shipped profitably from a point where its place-value is low to another point where its place-value is somewhat or much higher depends upon transportation rates. If X = the value of the commodity at the first point, Y = its value at the second point, and Z = cost of transportation, no movement will take place, unless X + Z is less than Y. This is necessarily so; otherwise buyers and sellers (one or both ) would be losing money on every transaction or else be engaged in merely "swopping dollars" for the fun of it....