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 CONTENTS 
 
 No. 
 
 244, pt. 1. Regulation of railway rates, digest of hearings. 
 244, pt. 2. same, appendix 9, Prussian railway tariffs. 
 
 3 
 

59th Congress, 
 
 1st Session. 
 
 SENATE. 
 
 Document 
 
 No. 244. 
 
 REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 
 BEFORE 
 
 THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 DECEMBER 15, 1905. 
 
 February 26, 1906.—Ordered to be printed. 
 
 WASHINGTON: 
 
 GOVERNMENT PRINTING OFFICE. 
 
 1906. 
 
INTERSTATE COMMERCE COMMITTEE, 
 SENATE OF THE UNITED STATES. 
 
 STEPHEN B. ELKINS, of West Virginia, Chairman 
 SHELBY M. CULLOM, of Illinois. 
 
 NELSON W. ALDRICH, of Rhode Island. 
 
 JOHN KEAN, of New Jersey. 
 
 JONATHAN P. DOLLIVER, of Iowa. 
 
 JOSEPH B. FORAKER, of Ohio. 
 
 MOSES E. CLAPP, of Minnesota. 
 
 WINTHROP M. CRANE, of Massachusetts. 
 BENJAMIN R. TILLMAN, of South Carolina. 
 ANSELM J. McLAURIN, of Mississippi. 
 
 EDWARD W. CARMACK, of Tennessee. 
 
 MURPHY J. FOSTER, of Louisiana. 
 
 FRANCIS G. NEWLANDS, of Nevada. 
 
 Colin H. Livingstone, 
 
 Clerk to the Committee. 
 
TABLE OF CONTENTS TO APPENDICES OF THE HEARINGS BEFORE 
 THE COMMITTEE ON INTERSTATE COMMERCE, 
 
 Page. 
 
 Appendix I. Interstate-commerce law, with changes and amendments indi¬ 
 cated . 131 
 
 Appendix II. Freight rates via railway routes. 167 
 
 Appendix III. Long and short haul rates. 239 
 
 Appendix IV. Freight rates by water routes. 485 
 
 Appendix V. Import rates. 583 
 
 Appendix VI. Concentration of railway control. 629 
 
 Appendix VII. Synopsis of cases of alleged discrimination other than in tariff 
 
 rates. 685 
 
 Appendix VIII. Statistics of railways in the United States. 775 
 
 3 
 
REGULATION OF RAILWAY RATES. 
 
 Senate of the United States, 
 
 Committee on Interstate Commerce, 
 
 Washington , D. C ., July 3 , 1905. 
 
 Prof. H. C. Adams, 
 
 H. T. Newcomb, Esq., 
 
 Washington , D. C. 
 
 Gentlemen: Under Senate resolution adopted March 2, 1905 (copy 
 of which I herewith inclose), you have been appointed experts by the 
 Interstate Commerce Committee to collect facts, data, and statistics 
 which will aid the committee in its investigation and furnish material 
 for a report. In nry personal interviews Avith you in reference to your 
 duties under the resolution I indicated in a general way what the com¬ 
 mittee wished at your hands, stating later on I would go more into 
 detail in writing. The committee desires the following: 
 
 First. A brief statement giving in a general way the history of the 
 building, progress, and development of railroads in the United States. 
 
 Second. A digest of the hearings had before the committee, giving 
 the substance of the statements and facts, so that those interested will 
 be able to get a clear understanding of the same without going through 
 the statements in detail. 
 
 Third. Collect and put in proper shape all useful data, information, 
 figures, facts, and statistics bearing on the rates, mileage, construc¬ 
 tion, operation, stock and bonded indebtedness, gross and net receipts, 
 and gross and net earnings of railroads in the United States. 
 
 Fourth. Make comparisons for the last thirty years, by years or 
 periods of five years, of the capitalization, cost, stock, and bonded 
 indebtedness per mile, average freight and passenger rates per mile, 
 gross and net receipts per mile, gross and net earnings per mile, and 
 the distribution of the same-, as well as the wages paid and distribution 
 of the same with those of foreign railroads. 
 
 Fifth. State the number of miles of standard and narrow gauge rail¬ 
 road in the United States on June 30, 1905, number of cars and loco¬ 
 motives, value of the same, and value of all railroads and railroad 
 property, area, population, and number of miles of railroad in each 
 State and Territory of the United States, number of miles of railroad 
 in the Southern, Northern, Middle West, and Pacific coast States, the 
 average freight and passenger rates in periods of five years for the last 
 thirty years, as compared with the freight and passenger rates of rail¬ 
 roads in foreign countries. Number of railway corporations in the 
 United States and mileage of each; number of railroads combined into 
 systems, and what territory each system covers, and the mileage 
 thereof. 
 
 5 
 
6 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Sixth. The differentials to the Atlantic, Gulf, and Pacific coast ports 
 from interior points and differentials from interior points to other 
 interior points; why and how these differentials exist and are main¬ 
 tained and the results; whether their maintenance is in the public 
 interest, and if they should be abolished would the results be favor¬ 
 able or unfavorable on the shipment of agricultural and manufactured 
 products for consumption in the United States and for foreign use. 
 
 Seventh. The distance and rates of freight from Missouri and Ohio 
 river points and principal points in the Southwest and Northwest to 
 the Pacific, Gulf, and Atlantic seaports. 
 
 Eighth. The average through rates for the last thirty years in 
 periods of five years on all products from interior points in the U nited 
 States to Europe, South America, and the Orient. Ocean rates on grain 
 and manufactured products from Atlantic ports to Pacific ports as well 
 as foreign ports; also the rates partly by water and partly by rail 
 between Atlantic and Pacific ports. Joint through rates by land and 
 water to and from important points in the United States and to and 
 from such points in the United States and foreign countries. The 
 joint through rates on products of the United States shipped over the 
 Canadian and Maxican railroads; the rates on agricultural and man¬ 
 ufactured products shipped from the United States and Canada for the 
 last thirty years to foreign countries; the rates b} r all-water shipments 
 from Chicago and other lake points to Europe and South America; 
 the rates on grain and other agricultural products from Canada to 
 European ports, as compared with the rates in the United States, and 
 on grain from the United States shipped through Canada to foreign 
 countries. 
 
 The joint rates to Pacific and Atlantic ports on agricultural and 
 other products shipped partly through Canada and partly through the 
 United States. The average export and import rates for the last 
 thirty years, in periods of ten j^ears, on all products shipped to and 
 from the United States. The through import rates from foreign 
 countries and export rates to foreign countries on agricultural and 
 other products as compared with the rates on same products shipped 
 to points in the United States for domestic consumption. The average 
 ocean rates from all Atlantic, Pacific, and Gulf ports to foreign coun¬ 
 tries as far as can be obtained, for the last thirty years, in periods of 
 five years. 
 
 Ninth. What has been the reduction of passenger and freight rates 
 on the railroads of the United States as compared with those on foreign 
 railroads, for the last thirty years, in periods of five years. 
 
 Tenth. Changes in commodity and car-load rates and in the classifi¬ 
 cation of freight in the last thirty years, and the results from such 
 changes. 
 
 Eleventh. The percentage of advantage to points reached by joint 
 rail and water rates or all water rates over those reached onlv by rail. 
 
 Twelfth. State the average capitalization, bonded cost and stock cost 
 per mile of railroads in the United States. The average cost of railway 
 material and equipment, and the average capacity of freight and pas¬ 
 senger cars for the last thirty years, in periods of five years. Average 
 wages paid for the last thirty years, in periods of five years, to rail¬ 
 way employees, whether the same has increased or decreased, and dis¬ 
 tribution of the same; also percentage of increase in the number of 
 employees during the same period. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 7 
 
 The increase in the mileage and rolling stock of railroads during the 
 last thirty years and the increase in the passenger and freight traffic 
 in the same time. 
 
 The percentage of increase in revenue during the last thirty years, 
 and from what source is this increase in revenue derived; also per¬ 
 centage of increase in expenditures and to what this increase is due. 
 
 The increase in cost of labor and whether the same is due to an 
 average advance in wages, also the increase or reduction in the cost of 
 fuel. 
 
 The average pay of railway employees in the United States as com¬ 
 pared with those of foreign countries; the average pay of enginemen, 
 firemen, conductors, office clerks, station agents, and machinists as 
 compared with like employees on railroads in foreign countries. 
 
 The increase in railway equipment for the last thirty years, in 
 periods of five years, and the aggregate cost of the same; also cost of 
 the safety appliances required by law, and cost of their maintenance. 
 
 During the last thirty years what railroad companies in the United 
 States paid interest on bonds and dividends and those that did not; 
 and the years in which interest and dividends were paid and the years 
 not. 
 
 What railroads during the last thirty years have been reorganized 
 by going into the hands of a receiver or otherwise, and state their 
 mileage and capitalization. 
 
 State the number of stock and bondholders of railroads and number 
 of employees and their compensation; also corporations holding the 
 bonds and stock of said railroads for the year ending June 30, 1905. 
 
 How much or what percentage of the gross earnings of railroads in 
 1904 went to pay employees, to purchase fuel, to pay taxes, interest 
 on bonds, and-how much went to pay dividends. 
 
 What has been the percentage of increase in the value of railroads, 
 increase in their gross and net income, in the last ten years. 
 
 Thirteenth. State how the gross earnings of railroads in the United 
 State were distributed in 1904 and 1905, if available, and what propor¬ 
 tion labor and capital shared in the gross earnings as compared with 
 those of England, Germany, France, Belgium, Italy, and Switzerland. 
 
 State the number of complaints that have been made to the Inter¬ 
 state Commerce Commission since its organization and how many have 
 been settled without formal proceedings, how many under decisions of 
 the Interstate Commerce Commission, and how many by suit; how 
 many on which suit has been brought in the courts have been for 
 excessive or extortionate rates, and what disposition has been made of 
 the cases appealed from the decisions of the Interstate Commerce 
 Commission and the result; the time cases were pending before the 
 Commission and in courts. 
 
 Fourteenth. State whether or not the present system of bookkeep¬ 
 ing by interstate commerce railroads and reports now required by law 
 can be improved upon and a better and more uniform system adopted 
 that would lead to the detection of evils, abuses, discriminations, and 
 payments of rebates, and what would be the probable cost of making 
 any change in the present method. 
 
 Fifteenth. Data and statistics showing accidents and deaths on rail¬ 
 roads of the United States and railroads of foreign countries. All 
 data, statistics, and figures showing the prevention of accidents and 
 saving of life b} 7 the adoption of the safety appliances by the various 
 
8 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 railroads, in pursuance of acts of Congress, making comparisons with 
 the accidents and deaths on railroads of the United States with those 
 of foreign countries. 
 
 Sixteenth. All data, facts, figures, and information showing any 
 preferences, advantages, discriminations, rebates, abuses, evils, and 
 injustices growing out of or due in any way to the operation of rail¬ 
 roads and to the use of private or refrigerator cars, switching or ter¬ 
 minal charges, routing, freight and connecting arrangements between 
 railroads,* and connecting arrangements and contracts between inter 
 state railroads and lateral or branch lines connecting with such inter¬ 
 state railroads or trunk lines or any connecting arrangements or 
 contracts between railroads in the United States and railroads in for¬ 
 eign countries, or any arrangements made by and between railroads 
 in the United States and steamship, lake, and river lines of transpor¬ 
 tation; also the usual allowance made to short connecting or branch 
 lines by interstate or trunk line railroads for originating freight. 
 
 Seventeenth. How much does the present average freight rate on 
 railroads of the United States add to the cost of articles and products 
 to the consumer; and how much does the average freight rate on for¬ 
 eign railroads add to the cost of products and articles to the consumer? 
 
 Eighteenth. Compare results of transportation in States that have 
 provided by law for regulation of rates with those that have not; and 
 in States and foreign countries where governmental regulations have 
 been adopted, what has been the result? 
 
 The information asked for is for the purpose of aiding the com¬ 
 mittee and furnishing material for a report, as above stated. The 
 committee does not desire you to make a report or express an opinion 
 or any conclusion on the data, statistics, and comparisons you may 
 bring together. 
 
 It is earnestly desired by the committee that you furnish this infor¬ 
 mation to the committee, in proper form, at least three weeks before 
 the regular session of Congress, or an extra session if one should be 
 called. It is my purpose to call the committee together about a month 
 before Congress meets with a view to framing a bill and preparing a 
 report. 
 
 Nineteenth. All data, facts, figures, and statistics are to be collected 
 and taken only from official sources, and where they can not be 
 obtained from official sources, then from the most authentic sources, 
 all sources of information to be given. 
 
 Very truly, yours, S. B. Elkins. 
 
 Washington, D. C. 
 
 Hon. Stephen B. Elkins, 
 
 Chairman of the Senate Committee on Interstate 
 Commerce. 
 
 Sir: Pursuant to the above letter of instructions, the 
 undersigned have the honor to submit their report. It has 
 not been found possible in the short time at our disposal to 
 answer in detail every question contained in your letter. 
 Especially is this true concerning the request for a com¬ 
 parative statement of the methods and results of railway 
 
DIGEST OF HE AKIN GS ON RAILWAY RATES. 
 
 9 
 
 operations in this country and in the countries of Europe. 
 A cursory comparison could of course have been made, 
 but it would have been insufficient for the purpose for 
 which it was requested on account of the radical differ¬ 
 ences that exist between the character of the industries 
 served by the railways in the respective countries and the 
 marked divergence in methods of administration and forms 
 of accounts. 
 
 Completely to have rendered the service which the 
 letter contemplates in this regard would have required 
 a detailed and comprehensive investigation into the legis¬ 
 lative conditions and statistical results of continental rail¬ 
 ways, as also the operating rules and financial principles 
 under which they are administered. If the committee 
 desires exhaustive information of this class, it will, in our 
 opinion, be necessary to provide for a special investigation. 
 
 It would have been impossible to secure many of the data 
 in this report in time for the use of the committee, had it 
 not been for the courtes}^ extended by the Interstate Com¬ 
 merce Commission. The compilation of internal railway 
 rates was made in the auditor’s office under the direction 
 of Mr. J. M. Smith, auditor of the Commission; the sta¬ 
 tistical tables from 1880 to 1901 are from unpublished 
 material prepared by the Division of Statistics; while the 
 compilation of complaints of rate-cutting is based upon an 
 examination by Mr. Harold M. Bowman, of the dockets of 
 both formal and informal complaints submitted to the Com¬ 
 mission during the eighteen years of its existence, now in 
 the possession of the secretary’s office. 
 
 The compilation showing the Concentration of Railway 
 Control in the United States was prepared by Mr. William 
 J. Meyers, from data in the office of the Statistician to 
 the Interstate Commerce Commission. Acknowledgment 
 should be made of the assistance rendered by Mr. C. C. 
 McCain, former auditor of the Interstate Commerce Com¬ 
 mission, now commissioner of the Association of Lake 
 Lines, who collected and compiled the freight rates for 
 ocean and foreign traffic found in an appendix to this 
 report. It is also proper to make public recognition of 
 the courtesy of railway officials whose answers to the let¬ 
 ters addressed to them by the chairman of this committee 
 upon long and short haul rates and import rates are to be 
 found in appendices. 
 
 The authors of this report have held constantly in mind 
 the present legislative situation, so far as the relation of 
 Government to railways is concerned, and have assumed 
 that the committee desires, above all else, its comprehen¬ 
 sive and systematic presentation, whether disclosed in the 
 testimony submitted by witnesses that have appeared be¬ 
 fore the committee, in the records of the administrative 
 experience of the Interstate Commerce Commission, or 
 in the decisions of the courts when dealing with railway 
 questions. The measure of the usefulness of such a report 
 
 Appendix II. 
 
 Appendix VIII. 
 Appendix VII. 
 
 Appendix VI. 
 
 Appendix IV. 
 
 Appendix III. 
 Appendix V. 
 
10 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 must be the extent to which it gives concrete expression 
 to fundamental principles and makes plain the technical 
 difficulties attending efforts to formulate a statute which 
 will enforce whatever principles have Congressional ap¬ 
 proval. 
 
 As a substitute for an estimate of the value of railwa} 7 
 property requested in your letter, attention is called to 
 Bulletin 21, published by the Bureau of x the Census, upon 
 A Commercial Valuation of Railway Operating Property 
 in the United States, 1904. This estimate of valuation 
 was made under the joint auspices of the Interstate Com¬ 
 merce Commission and the Bureau of the Census. It 
 shows the commercial value of the operating property as 
 computed for the year 1904 to be $11,244,852,000. Its 
 estimate of the value of Pullman cars was $51,000,000 and 
 of private cars, $72,000,000. The following table, taken 
 from that report, shows the distribution of this estimated 
 valuation, exclusive of the valuation of Pullman cars and 
 private cars. 
 
 Table 1 .—Showing the commercial value of railway property devoted to 
 transportation in the several States and Territories as of June 30,1904- 
 
 State, Territory, or District. 
 
 Commercial 
 value of rail¬ 
 way operating 
 property as of 
 June 30, 1904. 
 
 Per cent 
 of total 
 for 
 
 United 
 
 States. 
 
 Rank 
 
 of 
 
 State. 
 
 Number of 
 miles of 
 single track 
 
 A verage 
 value 
 per mile. 
 
 United States. 
 
 a $11,244,852,000 
 
 100.000 
 
 
 213,932.13 
 
 $52,600 
 
 
 
 Alabama. 
 
 150,211,000 
 
 1.336 
 
 24 
 
 4,669.35 
 
 32,200 
 
 Arkansas. 
 
 124,626,000 
 
 1.109 
 
 27 
 
 4,126. 44 
 
 30,200 
 
 California. 
 
 350,694,000 
 
 3.119 
 
 8 
 
 6,262.54 
 
 56,000 
 
 Colorado. 
 
 198,261,000 
 
 1.764 
 
 19 
 
 4,976. 24 
 
 39,800 
 
 Connecticut. 
 
 105,369,000 
 
 .937 
 
 32 
 
 1,017.72 
 
 103,500 
 
 Delaware. 
 
 17,285,000 
 
 .154 
 
 49 
 
 335. 93 
 
 51,500 
 
 Florida. 
 
 80,467,000 
 
 .716 
 
 37 
 
 3,555.84 
 
 22,600 
 
 Georgia .. . 
 
 156, 603, 000 
 
 1.392 
 
 22 
 
 6,304. 72 
 
 24,800 
 
 Idaho. 
 
 91,877,000 
 
 .817 
 
 34 
 
 1,461.53 
 
 62,900 
 
 Illinois. 
 
 805,057,000 
 
 7.159 
 
 3 
 
 11,622.74 
 
 69,300 
 
 Indiana. 
 
 375,541, (TOO 
 
 3.340 
 
 6 
 
 6, 917. 85 
 
 54,300 
 
 Iowa. 
 
 344,847,000 
 
 3. 067 
 
 9 
 
 9,859.23 
 
 35, 000 
 
 Kansas. 
 
 356,356,000 
 
 3.159 
 
 7 
 
 8,811.43 
 
 40,400 
 
 Kentucky. 
 
 155,772,000 
 
 1,385 
 
 23 
 
 3,253. 00 
 
 47,900 
 
 Louisiana. 
 
 123,401,000 
 
 1.097 
 
 28 
 
 3,898. 74 
 
 31,600 
 
 Maine .. 
 
 80,146, 000 
 
 .713 
 
 38 
 
 2,021.58 
 
 39,600 
 
 Maryland. 
 
 132,342,000 
 
 1.177 
 
 25 
 
 1,421.10 
 
 93,100 
 
 Massachusetts. 
 
 2.50,052,000 
 
 2.224 
 
 15 
 
 2,118. 75 
 
 118,000 
 
 Michigan. 
 
 277,597, 000 
 
 2.469 
 
 13 
 
 8, 660. 29 
 
 32,100 
 
 Minnesota. 
 
 466, 734,000 
 
 4.151 
 
 5 
 
 7,811.04 
 
 59, 800 
 
 Mississippi. 
 
 107,884,000 
 
 .959 
 
 31 
 
 3,480.25 
 
 31,000 
 
 Missouri. 
 
 309, 768,000 
 
 2. 755 
 
 11 
 
 7,711.05 
 
 40,200 
 
 Montana. 
 
 196,209,000 
 
 1.745 
 
 20 
 
 3,267.10 
 
 60,100 
 
 Nebraska. 
 
 263,170,000 
 
 2.340 
 
 14 
 
 5, 820. 88 
 
 45,200 
 
 Nevada . 
 
 43,745,000 
 
 .389 
 
 46 
 
 986. 56 
 
 44,300 
 
 New Hampshire. 
 
 79, 786,000 
 
 .709 
 
 39 
 
 1,275.97 
 
 62, 500 
 
 New Jersey. 
 
 a 333,568,000 
 
 2.966 
 
 10 
 
 2,277. 85 
 
 146,400 
 
 New York. 
 
 a898,222,000 
 
 7.988 
 
 2 
 
 8,297. 29 
 
 108,300 
 
 North Carolina. 
 
 113,146,000 
 
 1.006 
 
 30 
 
 4,075.00 
 
 27,800 
 
 North Dakota. 
 
 123,390,000 
 
 1.097 
 
 29 
 
 3,190.77 
 
 38,700 
 
 Ohio. 
 
 689, 797, 000 
 
 6.134 
 
 4 
 
 9,196.88 
 
 75,000 
 
 Oregon. 
 
 75, 661,000 
 
 .673 
 
 42 
 
 1,736.84 
 
 43,600 
 
 Pennsylvania. 
 
 1,420, 608,000 
 
 12.633 
 
 1 
 
 11,023.24 
 
 128,900 
 
 Rhode,Island. 
 
 25,719,000 
 
 .229 
 
 48 
 
 211.89 
 
 121,400 
 
 South Carolina. 
 
 75, 500,000 
 
 .671 
 
 43 
 
 3,175.28 
 
 23, 800 
 
 South Dakota. 
 
 49, 646,000 
 
 .441 
 
 45 
 
 3,047.14 
 
 16,300 
 
 Tennessee. 
 
 131,166,000 
 
 1.167 
 
 26 
 
 3,480.83 
 
 37,700 
 
 Texas. 
 
 237,718,000 
 
 2.114 
 
 16 
 
 11,848.03 
 
 20,100 
 
 a Exclusive of Jersey City ferries of the Pennsylvania Railroad system. The value 
 of this ferry property is $5,698,000. 
 
DIGEST OF HEARINGS ON RAILWAY RATES.. 
 
 11 
 
 Table 1 . —Showing the commercial value of railway property devoted to 
 transportation in the several States and Territories, etc. —Continued. 
 
 State, Territory, or District. 
 
 Commercial 
 value of rail¬ 
 way operating 
 property as of 
 June 30,1904. 
 
 Per cent 
 of total 
 for 
 
 United 
 
 States. 
 
 Rank 
 
 of 
 
 State. 
 
 Number of 
 miles of 
 single track. 
 
 Average 
 value 
 per mile. 
 
 Utah. 
 
 $90,325,000 
 
 . S03 
 
 35 
 
 1,779.69 
 
 $50,800 
 
 Vermont. 
 
 37,311,000 
 
 .332 
 
 47 
 
 1,063.25 
 
 35,100 
 
 Virginia. 
 
 211,315, 000 
 
 1.879 
 
 17 
 
 3,932.33 
 
 53,700 
 
 Washington. 
 
 182,837,000 
 
 1.626 
 
 21 
 
 3,355.83 
 
 54,500 
 
 West Virginia. 
 
 201,799,000 
 
 1.795 
 
 18 
 
 2, 836.83 
 
 71,000 
 
 Wisconsin. 
 
 284,510,000 
 
 2. 530 
 
 12 
 
 7,048. 76 
 
 40,400 
 
 Wyoming. 
 
 100,307,000 
 
 .892 
 
 33 
 
 1,247. 70 
 
 80, 400 
 
 Alaska . 
 
 100,000 
 
 .001 
 
 51 
 
 27.79 
 
 3,600 
 
 Arizona. 
 
 68,356,000 
 
 .608 
 
 44 
 
 1,751.35 
 
 39,000 
 
 District of Columbia. 
 
 5,578,000 
 
 .049 
 
 50 
 
 32.00 
 
 174,300 
 
 Indian Territory. 
 
 79,405,000 
 
 .706 
 
 40 
 
 2,532. 00 
 
 31,400 
 
 New Mexico. 
 
 86,400,000 
 
 .768 
 
 36 
 
 2, 504.66 
 
 34,500 
 
 Oklahoma. 
 
 78,668,000 
 
 ' 
 
 .700 
 
 41 
 
 2,611.03 
 
 30,100 
 
 This Bulletin contains an explanation of the method of 
 arriving- at the figures submitted in the above summary. 
 
 As bearing upon their correct interpretation, the follow¬ 
 ing quotation is pertinent: 
 
 The valuation submitted in this report may be properly defined as 
 the commercial value of property used by railways in connection with 
 the business of transportation. By “commercial value” is meant the 
 estimate placed upon the worth of property regarded as a business 
 proposition. This must, of course, be the market estimate and not 
 the arbitrary estimate of a public official. The two fundamental con¬ 
 siderations by which the market is influenced in placing a value upon census Bulle- 
 property when bought or sold are the expectation of income arising tin No. 21, p. 8. 
 from the use of the property and the strategic significance of the 
 property. These two considerations are made the basis of the valua¬ 
 tion of railway property submitted in this report. The material made 
 use of in this valuation is, first, the operating and financial accounts 
 of the railways; second, inter-rail way contracts and agreements, and, 
 third, the published records of the stock market. 
 
 This is no place to enter upon a discussion of the nature and classi¬ 
 fication of different kinds of value, but a word of caution may be 
 allowed in order to guard against an unwarranted use of the figures 
 here submitted. The commercial valuation of railway property, in so 
 far as it depends on income arising from the sale of transportation, is 
 the result, among other things, of an established schedule of freight 
 and passenger rates, from which it follows that such a valuation can 
 not be used for determining the reasonableness or unreasonableness of 
 the rates in question. The solution of the rate problem demands a 
 separate valuation of the physical property. 
 
 The importance of a comparative study of the conflict¬ 
 ing opinions of witnesses relative to fundamental indus¬ 
 trial principles of general application becomes evident 
 when it is recognized that they are regarded as the con¬ 
 trolling considerations for the adoption or rejection of the 
 plans for remedial legislation to be considered by the com¬ 
 mittee. 
 
 ECONOMIC PRINCIPLES. 
 
 Any discussion that brings into prominence the relation 
 of government and industry is forced to place a compara¬ 
 tive estimate upon two agencies for the control of indus¬ 
 trial conduct. These agencies are voluntary association 
 
12 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 and governmental supervision. The former relies for effi¬ 
 ciency upon the mutual interest of contracting parties; 
 the latter brings into play all those familiar rules and 
 maxims that are suggested by the term ‘'public policy.” 
 
 Those who rely upon the former believe that industry 
 contains within itself means for the correction of the evils 
 which its progress develops, while those who support the 
 latter believe that the agencies of enlightened government 
 can exercise a sufficiently intelligent and far-sighted con¬ 
 trol over business to enable the State to eliminate all evils 
 of which complaint may justly be made and to promote 
 general social welfare. The testimon} 7 submitted to the 
 committee discloses a wide range of opinion so far as 
 fundamental, industrial, and economic principles are con¬ 
 cerned. 
 
 Those witnesses who oppose the further extension' of 
 statutory restraints upon the administration of railway 
 properties argue that the commercial restraints are ade¬ 
 quate, that competition, if not that of rival routes, at least 
 that of markets and of consumers and producers, is both 
 permanent and efficient, and that the public iinds more 
 effective protection against maladministration of railway 
 property in the enlightened self-interest of railway officers 
 and owners, on the one hand, and that of the traveling and 
 shipping public on the other, than it could have at the 
 hands of any administrative agency. 
 
 The advocates of further legislation, on the other hand, 
 urge that the commercial restraints contemplated by the 
 common law of industry fail to work satisfactorily when 
 applied to the business of railway transportation, that the 
 regime of free contract neither can nor does apply, and 
 that there is frequently a conflict between the private 
 interest of a railway corporation and the public interest of 
 the community which the corporation serves. These diver¬ 
 gent opinions are fundamental to the proper appreciation 
 of the question under consideration and for that reason 
 mav be given somewhat at length. 
 
 The president of the Boston and Maine Railroad says: 
 
 Mr. Tuttle, Self-interest to the railroad is a governing factor in this matter. 
 
 There is no mystery about the management of a railroad or its opera¬ 
 tion. Its business must be conducted upon exactly the same lines as 
 any other trade or commercial business in the world. It depends for 
 its life, for its income, upon the transportation of the property of its 
 customers. 
 
 Mr. Hill, 1474. 
 
 Another witness urges, that ‘'the principle of copart¬ 
 nership precludes anything of that sort”—that is to say, 
 any disregard of the interest of the public and the shipper. 
 The president of the Great Northern Railroad says: 
 
 You (that is to say, the railroad manager) must enable the man 
 who lives on a farm, or works in the forest, or in the mines, to carry 
 on his work with a profit or he will cease to work and your investment 
 becomes worthless. * * * You are charged with the prosperity 
 of every man on the line of the road, if he works-. 
 
 Another form in which this same idea is presented is 
 that there is nothing so peculiar about the manufacture 
 
DIGEST OP HEARINGS ON RAILWAY RATES. 
 
 13 
 
 and sale of transportation as to warrant the proposed 
 treatment at the hands of Congress. The adjustment of 
 rates through the agency of traffic officers, it is claimed, 
 is an adjustment in response to natural law. 
 
 The president of the Delaware and Hudson Canal Com¬ 
 pany says: 
 
 The transportation service is similar to any other service, and its Mr. Wilcox, 
 price can not be successfully controlled by statute, but must depend 3632 ’ 3633> 
 on * * * natural laws. The most potent cause of the downward 
 course of rates in the past has been not the statutes nor the Commis¬ 
 sion, but the pressing commercial necessities of shippers and con¬ 
 sumers, and the efforts of traffic officials to meet them. 
 
 The president of the Illinois Central Railroad expresses 
 his views as follows: 
 
 We have had a free contest, so far, but under this bill (the Esch- Mr * Flsh > 277 * 
 Townsend bill) it is sought to put the power of fixing rates in the 
 hands of a Government commission which is going to hamper the con¬ 
 test and bring in as controlling the situation, in lieu of supply and 
 demand the world over, the ipsi dixit of a Government official. 
 
 The witness denies that traffic managers have any con¬ 
 trol over rates, as ma}^ be read from wffiat follows: 
 
 Senator Newlands. The railroad companies do have some people, 
 however, who fix these rates, do they not? 
 
 Mr. Fish. They find a certain number of elements in the problem Mr, Fish, 280. 
 and then they work out the problem, that we can move a certain com¬ 
 modity at a certain rate; the conditions are such that in order to move 
 it it is necessary to do certain things, and when we can do those 
 things and meet those conditions then we contract to make that 
 movement. 
 
 The Chairman. It is the conditions that govern? 
 
 Mr. Fish. The conditions govern. 
 
 The chairman of the trade and transportation committee 
 of the New York Produce Exchange urges that railways— 
 
 * * * Should be permitted to find their basis in the compe¬ 
 tition of the day, which from the nature of things must govern the 
 carriers so long as they are free to establish the rates in the interest Mr. Parker, 
 of territorial and industrial development, and upon which * * " 
 
 the continued expansion of our commercial interests are primarily 
 dependent. 
 
 One further quotation may be permitted, as it indicates 
 the machinery through which the private interest of the 
 corporations may become enlightened: 
 
 There are several thousand of these general officers, and each of Vining, 
 them has under him a large force of station agents and other employees 
 to report to him and assist him in the proper performance of his work. 
 
 These men are scattered throughout the country from one boundary 
 to the other, and there is no place of any importance whatever that 
 has not at least a station agent who is interested in the prosperity 
 of his town, which necessarily involves the prosperity of its manufac¬ 
 turers and producers. He is, therefore, prepared to listen to any rep¬ 
 resentation that these may make as to disadvantages which limit their 
 business and as to proposed changes by which it could be increased. 
 
 These are reported to the railroad headquarters, and it is the business 
 of the head of the traffic department to give them prompt and careful 
 consideration. Woe be to him if he does not! His position is natu¬ 
 rally dependent upon his success in assisting in the development of 
 the natural resources of his road. If the business does not increase, 
 the railroad directors naturally look about for another man who 
 knows how to bring about an increase, and the incompetent traffic 
 man thus soon loses his place. 
 
14 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Clements, 
 3016. 
 
 Mr.Bacon, 1781. 
 
 Mr. Prouty, 
 2881. 
 
 If the economic theory suggested by the above quota - 
 tation approves itself to Congress (and this theory was 
 expressed either directly or by implication by a large 
 number of witnesses who appeared before the committee) 
 it is evident that the current demand for further statu¬ 
 tory restraint is both illogical and impolitic. 
 
 Not all the witnesses, however, subscribed to this theory 
 of industrial control, although but few expressions in op¬ 
 position to it are to be found. A member of the Inter¬ 
 state Commerce Commission expressed himself as follows: 
 
 I do not know any other department of life, any other line of busi¬ 
 ness, in which * * * the law-making power leaves the interest 
 of one party * * * to the protection of the self-interest of the other 
 party. It would hardly be assumed to be found a sound basis for the 
 ascertainment and administration of justice anywhere else * * * 
 that the rightful and lawful interest of one party to the transaction 
 can be left for its protection to the self-interest of the other party. 
 
 The absence of more direct testimony against the doc¬ 
 trine of enlightened self-interest is not to be interpreted, 
 however, as a concession on the part of the majority of 
 witnesses that commercial considerations are an adequate 
 guaranty of fair and equal relations between the railways 
 and their patrons or of a wise administration of railway 
 property from the public point of view. 
 
 The testimony contains many arguments and complaints 
 that imply the contrary view. Frequent reference is made 
 to the extent to which concentration of railway control 
 has been carried by means of consolidations, contracts, 
 and common understandings; a tendenc} 7 in railway affairs 
 which can have no bearing upon the problem in hand 
 unless in support of the contention that these consolida¬ 
 tions, contracts, and understandings have resulted in a 
 virtual mastership of the situation by the railways and 
 that this condition constitutes a monopoly power and 
 exposes the shippers and the public to the possibility of 
 an abuse of whatever power that monopoly gives . a 
 
 The doctrine that private interest guarantees a just use 
 of industrial property was developed as an essential part 
 of English classical political economy at a time when 
 normal competition, except as limited by law and custom, 
 fairly controlled industrial conditions. But it is contended 
 by all who demand that railway operations should be placed 
 under unusual restraints that normal competition of the 
 simple type no longer pertains to the situation under 
 which American railways are administered. So far as this 
 is admitted it becomes logically necessary for those who 
 oppose legislative supervision to find a substitute for the 
 
 a As to the extent of consolidation see Appendix VI. Also testi¬ 
 mony, pp. 12, 42, 55, 56,136, 295, 779, 873, 908, 985, 989,1064,1138,1424, 
 1427,1429,1430,1431,1432, 1689,1869, 2322, 2879, 2880, 3255, 3411, 3472, 
 3531, 3538, 3640. As to its effect, see testimony, pp. 228, 259, 280, 290, 
 842, 846, 890, 891, 913, 914, 915, 948, 985, 1002,' 1062, 1063, 1065, 1137, 
 1138,1139,1232,1428,1429,1430, 1431, 1443,1452,1453,1568,1629, 1652, 
 1655,1683,1781,1963, 1977,1996, 2000, 2200, 2835, 2879, 3064, 3275, 3276, 
 3435, 3436, 3516. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 15 
 
 old and simple type of competition in order to preserve 
 vitality to the argument that when railways and their 
 patrons seek their own respective interests they contribute 
 in the highest practical degree to the collective interests 
 of the community. 
 
 The substitute suggested in the testimony is what is Mr. Fish, 280 ; 
 termed 44 competition of the market” which presents itself ^ 0 r 4 T ^ fc 1 tl 4 e ’ 
 in two forms. The first of these is found in the world’s Hines, 1064 ’1065- 
 demand and the world’s supply of commodities, and places 1443 '; Mr .Mather’ 
 reliance upon the fact that the necessity of participation}^: Mr’wning 
 by this country in the operations of the world’s market is 1683- Mr. Ram- 
 the ruling consideration for the adjustment of an important Mr.’ f 0 r a y c e ’ 
 class of domestic rates. The second pertains to the domes- ^f r P BuJh 
 tic market, and is found in the struggle of producers and 2970 ; Mr. Elliott,’ 
 shippers in the various parts of the country to sell goods Fife’r, 3353 ; Mr', 
 over as large a territory as possible and that of consumers Newcomb > 3516 - 
 to obtain their supplies at the lowest possible cost. This 
 form of competition, it is claimed, is adequate to render 
 the service under modern conditions which competition of 
 the other sort was supposed to render by those publicists 
 who developed the doctrine of enlightened self-interest. 
 
 The existence of this phase of competition is admitted 
 b}^ those who advocate legislative supervision over rail¬ 
 ways, but they claim that it is a vanishing force. 
 
 Senator Dolliver. Do you mean to say that that kind of competi¬ 
 tion—that is to say, market competition between the Missouri Pacific 
 and the Northwestern—in a case like that has disappeared? 
 
 Mr. Prouty. Certainly, I do, to a very great extent; I do not mean Mr. Prouty, 
 to say entirely. I do not mean to say it has disappeared to the same 2879. 
 extent that competition in the rate has, because that, for all practical 
 purposes, has absolutely disappeared in the United States. I do not 
 pretend to say that competition in facilities, market competition, has 
 disappeared, but I say it is disappearing. 
 
 This doctrine of enlightened self-interest was urged 
 before the Senate committee of 1886, the report of which 
 was made the basis of the 44 Act to regulate commerce” of 
 1887. The following is quoted from the Senate report of 
 1886 and indicates the conclusion to which the committee 
 came at that time with regard to the line of argument 
 made so prominent in the present testimony: 
 
 It is argued by railroad representatives that arbitrary or oppressive 
 rates cannot be maintained; that they are adjusted and sufficiently 
 regulated by competition with rival roads and with water routes, by 
 commercial necessities, by the natural laws of trade, and by that self- 
 interest which compels the corporations to have due regard to the 
 wants and the opinions of those upon whom they must depend for 
 business; that such discriminations as exist are for the most part 
 unavoidable; that the owners and managers of the property are the 
 best judges of the conditions and circumstances that affect the cost of 
 transportation and should determine the compensation they are entitled 
 to receive; and that, in any event, the common law affords the shipper 
 an adequate remedy and protection against abuse or any infringement 
 of his rights. 
 
 This answer fails to recognize the public nature and obligation of 
 the carrier and the right of the people, through the governmental 
 authority, to have a voice in the management of a corporation which 
 performs a public function. Nor do the facts warrant the claim that 
 
16 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 competition and self-interest can be relied upon to secure the shipper 
 against abuse and unjust discrimination, or that he has an available 
 and satisfactory remedy at Common Law. 
 
 If it found that the Common Law and the courts do not in fact afford 
 to the shipper an effective remedy for his grievance we have no need 
 to inquire to what extent grievances may exist. The complicated 
 nature of the countless transactions incident to the business of trans¬ 
 portation makes it inevitable that disagreements should arise between 
 the parties in interest, and it is neither just nor proper that disputed 
 questions materially affecting the business operations of a shipper 
 should be left in the final determination of those representing an op¬ 
 posing financial interest. When such disagreements occur the shipper 
 and the carrier arealike entitled to a fair and impartial determination 
 of the matters at issue, and by all the principles governing judicial 
 proceedings the most fair-minded railroad official is disqualified by his 
 personal interest in the result from giving such a determination. 
 
 30 ? r 'M^ isl Mo?a- may have been true in 1887 that the doctrine of en- 
 wetz, 8ii,8i6,8i7; lightened self-interest was advanced by the carriers in such 
 984 ; Mr 1 Hines' a way as to amount to a denial of u the public nature and 
 coin 1287 - ^'obligation of the carrier.” No such denial appears in the 
 Peck, 1279 ,’1363- present testimony. Witnesses on behalf of the railways 
 Mr. Bird, 2250 - l iave repeatedly admitted the right of public regulation 
 and all of them have addressed their arguments solely to 
 the question of expediency. 
 
 One view of the point which Congress is called upon to 
 decide is expressed by the chairman of the Interstate 
 Commerce Commission in discussing the importance to 
 the county at large of the rate-making power. He says: 
 
 Mr. Knapp, L) 0 you realize what an enormous power that is putting into the 
 3298 ‘ hands of the railroads? That is the power of tearing down and build¬ 
 
 ing up. That is the power which might very largely control the dis¬ 
 tribution of industries, and I want to say in that connection that I 
 think on the whole it is remarkable that that power has been so 
 slightly abused. But it is there. My esteemed friend, Mr. Elliott, 
 has just told you that the rates on wool from Montana must be 
 adjusted with reference to the rates on wool from Kentucky. Well, 
 grant it. But suppose he should see fit to adjust his rates on wool so 
 that they moved to the Pacific coast and it became for the interest of 
 his railroad to change the adjustment. Is that to be left entirely to 
 his judgment? After all, are the railroads to be left virtually free to 
 make such rates as they conceive to be in their interests? Undoubt¬ 
 edly their interest in large measure and for the most part is the inter¬ 
 est of the communities they serve. Undoubtedly in large measure 
 and for the most part they try as honestly and as conscientiously as 
 men can to make fair adjustments of their charges. But suppose they 
 do not. Is there not to be any redress for those who suffer? That is 
 really the question. 
 
 It is not possible to entertain a consistent opinion rela¬ 
 tive to remedial legislation, such as is now pressed upon 
 the attention of Congress, without assuming a definite point 
 of view with regard to the extent to which reliance may be 
 placed upon commercial conditions and commercial forces 
 in the regulation and control of railway operations, as well 
 as upon the wisdom and precision with which remedies in¬ 
 volving the exercise of political power can be applied. 
 
 HISTORICAL SKETCH OF RAILWAY DEVELOPMENT. 
 
 Considerable light may be thrown upon the character 
 and scope of the problem of railway legislation by a cur¬ 
 sory sketch of the development of railways in the United 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 17 
 
 States. The sketch here submitted is confined by the pur¬ 
 pose for which it is undertaken to a consideration of the 
 legislative history of inland transportation. 
 
 It makes no reference to mechanical changes and tech¬ 
 nical development, except so far as they are reflected in 
 railway operations or give character to the legislative 
 problem now brought to the consideration of Congress; 
 nor, on the other hand, does it include extended state¬ 
 ments of the manner in which railways are operated or of 
 the statistical results of such operation. In an appendix 
 will be found certain statistical tables which exhibit the 
 growth of railways since 1830 and the results of their 
 operation since 1880, so far as equipment, employment, 
 capital, income and . expenditure, tonnage, and accidents 
 are concerned. 
 
 The legislative history of inland transportation in the 
 United States divides itself into four periods, as follows: 
 
 First. The period prior to 1830, when reliance was 
 placed upon Congress for the development of those large 
 schemes of inland communication which, prior to 1850, 
 were familiar to public men under the name of “ internal 
 improvements.” 
 
 Second. The period from 1830 to 1850, at the beginning 
 of which chief reliance was placed upon the States for fur¬ 
 nishing the public with facilities for inland transportation. 
 It was during this period that the idea that railways might 
 perform services equivalent to those for which canals had 
 seemed the sole reliance was developed, and with it the 
 belief that corporations might be substituted for State 
 agency in financing enterprises of this class. The period 
 is marked by the rise of industrial corporations and the 
 decline of governmental initiative in industrv. 
 
 Third, the period from 1850 to 1870, during which the 
 railway problem was primarily a problem of construction 
 and corporations were encouraged by generous charters 
 and by grants of land and money to supply adequate facil¬ 
 ities for inland communication. 
 
 Fourth, the period from 1870 to the present time. Dur¬ 
 ing this period the State governments, and finally the 
 Federal Government, have assumed more or less super¬ 
 visory control over railway operations. The recognition 
 of the railway problem as a problem of supervision dates 
 from 187o. 
 
 4 survey of these periods will serve to make clear the 
 changes through which public opinion in the United States 
 passed with regard to those fundamental problems of in¬ 
 ternal improvement so prominent in the industrial devel¬ 
 opment of all civilized nations during the nineteenth 
 century. It will, of course, be understood, that the demar¬ 
 cation of these periods by dates is for convenience of 
 presentation, and not because each date named delines some 
 specific event. Each period is characterized by the pre¬ 
 ponderance of an idea; each served as a step in the 
 development of internal improvements. 
 
 S. Doc. 244, 59-1-2 
 
 Appendix VIII. 
 
18 
 
 DIGEST OE HEARINGS ON RAILWAY RATES. 
 
 Internal improvem ents prior to 1830 .—The beginningof 
 
 the railway system dates from 1830, and consequently 
 prior to that time the problem of inland communication 
 concerned itself with canals, canalized rivers, and wagon 
 roads. The necessity of providing adequate communica¬ 
 tion between the territory lying east and west of the Alle- 
 gheny r range was early recognized. While the commer¬ 
 cial importance of such communication was not overlooked, 
 the primary motive was political rather than commercial, 
 a motive that was intensified in the minds of the early 
 statesmen by the ease with which products grown west of 
 the Alleghenies could find shipment through the port of 
 New Orleans, which was then in possession of a foreign 
 country. 
 
 Nothing, however, resulted from these early sugges¬ 
 tions. The first comprehensive plan for providing the 
 United States with a system of internal communication is 
 found in a report to the Senate in 1808 by Albert Galla¬ 
 tin, then Secretary of the Treasury. This plan contem¬ 
 plated a protected waterway from New England to South 
 Carolina, and canals, canalized rivers, and wagon roads 
 connecting this waterway with the Ohio river and the 
 Great Lakes. The surplus funds then in possession of 
 the Federal Government were to be used for the construc¬ 
 tion of internal improvements, but Federal operation was 
 not contemplated, the idea being that each link in the 
 improvement, upon its completion, should be sold to the 
 State in which it was located, or to a private company, 
 and the proceeds used in the further execution of the plan. 
 
 The legislative consideration of this scheme was ren¬ 
 dered impracticable by the advent of the war of 1812, which 
 dissipated the surplus and substituted therefor increased 
 indebtedness, and it was not until after 1820 that enthusi¬ 
 asm for internal improvements, to be executed under the 
 direction of Congress, again made its appearance. Be¬ 
 tween 1820 and 1830 quite a number of bills were passed 
 for the purpose of providing internal communication, but, 
 without going into detail, the policy that the Federal gov¬ 
 ernment should assume responsibility for this phase of 
 internal development was abandoned because of the gen- 
 ally prevalent belief that Congress was not constitution¬ 
 ally authorized to undertake such works. This belief 
 found expression in the veto in 1822 by President Monroe 
 of the Cumberland Road bill and the veto in 1830 by Pres¬ 
 ident Jackson of the Maysville Road bill. This last veto 
 marked the close of the agitation in favor of what bid fair 
 to grow into a department of public works under the 
 direction of Congress. 
 
 Period from 1830 to 1850 .—The retirement of Congress 
 from active participation in the field of internal improve¬ 
 ments did not mean the abandonment of this class of enter¬ 
 prises to private interest. Some of the States now took 
 up the task and with an enthusiasm even greater than that 
 previously entertained by Congress. The situation is well 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 expressed by Charles Francis Adams in an article contrib¬ 
 uted in 18J0 to the North American Review, in which he 
 discussed the indebtedness of the States. He says: 
 
 The Americans are proverbial for never being discouraged. If they 
 can not carry a point directly, they will manage to do it by some 
 roundabout way. They were determined upon improving the com¬ 
 munications between the seaboard and the interior. A very large 
 number of them thought it best that this w r ork should be done under 
 the superintendence of a common head and they proposed a method 
 of action accordingly. But the extent of it excited the apprehensions 
 of a still greater number and they refused to adopt it. According to 
 them the business could be intrusted with safety only to the care of 
 the separate States, upon whom it was in the end devolved. The con¬ 
 sequence has been the outlay of quite as much money, if not a great 
 deal more, than would have been expended on the other plan. 
 
 The report of William Cost Johnson, of Maryland, sub¬ 
 mitted to Congress in 18-13 relative to the assumption of 
 State debts incurred for internal improvements, expresses 
 this point even more clearly. He says: 
 
 The States conformed to what they were led to believe was the 
 new policy of the Government and, in anticipation of its continued 
 aid, laid down plans of railroads and canals, and both, or all, parties 
 rivaled each other in projecting intercommunications in the belief that 
 •they would develop the resources and advance the prosperity of their 
 States. 
 
 At the time the States took upon themselves responsi¬ 
 bility for the development of inland communication, rail¬ 
 ways were in their infancy, and the internal improvements 
 projected were almost exclusively canals, canalized rivers, 
 and wagon roads. During the latter part of the fourth 
 decade of the century the significance of railways seems to 
 have been appreciated by a few, but for the most part 
 they were regarded as feeders to the canals, or as a means 
 of traffic to be used where provision for water communi¬ 
 cation was for any reason especially difficult. This fact, 
 in view of the subsequent development of these two means 
 of communication—canals and railways—is of considerable 
 importance, for it suggests one explanation of the failure 
 of the States in their industrial experiment. 
 
 Another explanation is found in the difficulties that 
 always attend the expenditure of money collected by taxes, 
 or through use of public credit, for providing the commu¬ 
 nity with facilities for transportation. Such efforts result 
 inevitably in the projection of. schemes so comprehensive 
 that they 7 can not be carried out; a generalization that finds 
 ’ support in the history of railway 7 construction in Belgium 
 and in France, and indeed in every country 7 where reliance 
 of any sort has been placed upon the government for the 
 development of inland communication. Whether a period 
 of railway construction, such as took place throughout the 
 civilized world during the nineteenth century, can be ad¬ 
 ministered more satisfactorily through the agency of pri¬ 
 vate enterprise, or whether the task of supplying the 
 country 7 with a fundamentally new form of communication 
 is necessarily accompanied by 7 financial disaster, is a ques¬ 
 tion that lies outside the scope of this report. 
 
20 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The fact is that, with a few isolated exceptions in the 
 case of railways fortunately located, this experiment of 
 State railway construction ended in financial embarrass¬ 
 ment, and by 1850 the States had quite generally abandoned 
 the task which in 1880 they had assumed with enthusiasm. 
 So great, indeed, was their chagrin, and so marked was the 
 disinclination of the people to pay taxes, that the funda¬ 
 mental law of many of the States was modified in such a 
 manner that the State legislatures were constitutionally 
 prohibited from making use of the public credit to further 
 business enterprises of this class. 
 
 It is also worthy of notice that during this period the in¬ 
 fluence and importance of industrial corporations developed 
 as the industrial influence of the States declined. By 1850, 
 speaking of course in general terms, the task which had 
 been abandoned first by the Federal Government and then 
 by the State governments was assumed by corporations 
 which the States created. 
 
 Period from 1850 to 1870 .—It would not be proper to 
 call the period from 1850 to 1870 the period of railway 
 construction for, as a matter of fact, the average rate of 
 increase in railway mileage was greater during the twenty 
 years subsequent to 1870 than during the twenty years 
 under review. 
 
 It is true, however, that during the period from 1850 to 
 1870 the railway^ problem presented itself to the public 
 mind as a problem of construction, and that the unusual 
 interest which the public took in securing this means of 
 inland communication resulted not only in direct financial 
 assistance by the Federal Government and many minor civil 
 divisions, but in encouragement to railway corporations 
 by liberal charters and by the absence of any marked sug- 
 Pubii^Domain! gestion that this class of property would be subjected to 
 session n H e of i? P ecu ^ ar legislative restrictions. The public lands granted 
 ex. Doc. 47, Part W Congress prior to 1880, by which time the policy of 
 granting public lands for assisting railway construction 
 seems to have been abandoned, amounted to 215,000,000 
 acres. Of this amount, a clear title for 155,000,000 acres 
 was secured by the railways. There was outstanding in 
 1880 $185,000,000 county, township, and city bonds that 
 had been issued for the purpoSb of granting railway aid. 
 
 It can not be said that private enterprise, unaided by the 
 Government, was adequate to the performance of the task 
 that, in consideration of that aid, it was induced to under¬ 
 take. 
 
 Period from, 1870 to the present .—The significance of 
 this period is that it marks the recognition and develop¬ 
 ment of the problem of railway supervision and control. 
 Several events at the beginning of this period resulted in 
 placing greater emphasis upon through traffic than upon 
 local traffic. The West, opened to agrarian settlement by 
 artificially stimulated railway construction, and with its 
 virgin soil cultivated with the aid of newly invented 
 machinery, furnished a surplus of food products which 
 could only find a market in Europe. 
 
 4, p. 268, etc. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 21 
 
 The process of uniting connecting strips of railway into 
 continuous lines had been carried sufficiently far to result 
 in the creation of important systems, and the beginning of 
 the substitution of steel rails for iron rails, which increased 
 the carrying capacity of the railways, while at the same 
 time increasing the economy of their operation, resulted 
 in placing great emphasis upon the importance of through 
 freight, the heavy train, and the long haul; and the conse¬ 
 quent competition of traffic managers for this class of 
 freight occasioned such a difference in the rate per ton per 
 mile between through freight on the one hand and local 
 freight on the other as to alarm some shippers in certain 
 sections of the country and to create a demand for legis¬ 
 lative restriction; a demand which succeeded in express¬ 
 ing itself in the form of certain State enactments which 
 claimed for State legislatures the right of supervisory 
 control over railway rates. 
 
 In 1903 the Interstate Commerce Commission published 
 a digest of State railway’ regulations. By referring to 
 this digest it appears that the States which had created 
 State railway commissions, prior to 1870, were Massachu¬ 
 setts, Connecticut, Rhode Island, Vermont, Maine, New 
 York, and Ohio, but none of the laws by which these 
 commissions were created conferred upon them the power 
 to control railway rates, except so far as this might result 
 from the publicity secured by their reports and the effect 
 of their recommendations upon the legislatures of their 
 States. At the present time there are thirty-four States 
 with railway commissions (the corporation commission 
 of Virginia and that of North Carolina being included), 
 and of this number twenty-three are clothed with some 
 degree of rate-making power over railway charges. 
 
 It thus appears that the phase of the railway problem 
 which concerns itself primarily with governmental super¬ 
 vision over railway tariffs had not, prior to 1870, received 
 general recognition, but that its subsequent political devel¬ 
 opment, so far as the States are concerned, has been both 
 rapid and extensive. The turning point in this regard is 
 marked by the legislation popularly known as the u Granger 
 legislation,” which originated about 1870. No further 
 reference is made in this report to State railway legislation, 
 but the committee is respectfully referred to the document 
 above mentioned as presenting a detailed summary of the 
 available information relative to State statutory railway 
 law. 
 
 THE PRESENT LAW. 
 
 The aims of the so-called u Granger” movement were not 
 fully satisfied by the enactment of laws for the regulation 
 of railways by State legislatures. From the beginning 
 those who participated in this movement urged the neces¬ 
 sity of Federal legislation in regard to interstate railway 
 transportation. Measures which, while not meeting with 
 the extreme views of some of the leaders of the movement, 
 undoubtedly had their origin in the state of public senti- 
 
 Railways in 
 the United States 
 in 1902, Part IV. 
 
22 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ment which it had evoked, passed the House of Represent¬ 
 atives in January, 1874, and again in December, 1878, but 
 neither received final enactment. Again, in 1885, bills for 
 the regulation of interstate railway transportation were 
 adopted both by the Senate and the House of Represent¬ 
 atives, but the differences between the two branches of 
 the Congress proved to be an insurmountable obstacle to 
 legislation. 
 
 ns u. s., 557 . The decision of the Supreme Court in the Wabash, St. 
 
 Louis and Pacific case, rendered on October 25, 1886, 
 established clearly a boundary between the exclusive power 
 of Congress to regulate interstate commerce and the au¬ 
 thority of State legislatures to deal with intrastate traffic. 
 This decision holds, according to the syllabus, that 44 a 
 transportation of goods under one contract and by one 
 voyage from the interior of” one State to a point in 
 another State is 4 4 4 commerce among the States’ even as to 
 that part of the voyage which lies within ” the State in 
 which the traffic originates and that 44 its regulation is con¬ 
 fided to Congress exclusively.” 
 
 The public sentiment evoked by this declaration, which 
 amounted to a statement that the preponderating portion 
 of the railway traffic of the country is not subject to 
 regulation by any authority except that of the Federal 
 government, brought renewed pressure for Federal leg¬ 
 islation and was the occasion for the adoption, on Febru¬ 
 ary 4, 1887, of the Act to regulate commerce, commonly 
 known as the Interstate Commerce law. In the opinion 
 referred to, the Supreme Court very forcibly expressed 
 the difficulties which would result from the contrary view. 
 The decision reads in part as follows: 
 
 Cook v. Penn- It can not be too strongly insisted upon that the right of continuous 
 556 Va 67p’ Brown transportation from one end of the country to the other is essential, 
 v. Maryland, 12 in modern times, to that freedom of commerce from the restraints 
 Wheat,, 419, 446. which the State might choose to impose upon it that the commerce 
 clause was intended to secure. This clause, giving to Congress the 
 power to regulate commerce among the States and with foreign nations, 
 as this court has said before, was among the most important of the 
 subjects which prompted the formation of the Constitution. 
 
 And it would be a very feeble and almost useless provision, but 
 poorly adapted to secure the entire freedom of commerce among the 
 States which was deemed essential to a more perfect union by the 
 framers of the Constitution, if, at every stage of the transportation of 
 goods and chattels through the country, the State within whose limits 
 a part of this transportation must be done could impose regulations 
 concerning the price, compensation, or taxation, or any other restric¬ 
 tive regulation interfering with and seriously embarrassing this 
 commerce. * * * 
 
 As restricted to a transportation which begins and ends within the 
 limits of the State, it (the law of Illinois) may be just and equitable, 
 and it certainly is the province of the State legislature to determine 
 that question. But when it is attempted to apply to transportation 
 through an entire series of States a principle of this kind, and each 
 one of the States shall attempt to establish its own rates of transporta¬ 
 tion, its own methods to prevent discrimination in rates, or to permit 
 it, the deleterious influence upon the freedom of commerce among the 
 States, upon the transit of goods throughout these States, can not be 
 overestimated. That this species of regulation is one which must be, 
 if established at all, of a general and national character, and can not be 
 
DIGEST OP HEARINGS ON RAILWAY RATES. 
 
 23 
 
 safely and wisely remitted to local rules and local regulations, we 
 think is clear, from what has already been said. And if it be a regu¬ 
 lation of commerce, as we think we have demonstrated it is, and as 
 the Illinois court concedes it to be, it must be of that national charac¬ 
 ter, and the regulation can only appropriately exist by general rules 
 and principles, which demand that it should be done by the Congress 
 of the United States under the commerce clause of the Constitution. 
 
 During 1886 the Committee on Interstate Commerce of 
 the Senate conducted the second important and general 
 investigation undertaken on behalf of the Senate with re¬ 
 gard to railway conditions. The report of this investiga¬ 
 tion, known as the “Cullom report,” holds primarily in 
 view the problems presented by rebates and unjust dis¬ 
 criminations. It differs from the “Windom report" of soT^MCongTess 1 
 1874 in this respect, for the earlier report is concerned ist session, 
 more with reduction of the rates on through traffic, a task 
 which it proposed to accomplish by the development of 
 means for water transportation. It also proposed build¬ 
 ing or the purchase of a Government line from the Mis¬ 
 sissippi river to the Atlantic seaboard, thus establishing 
 that form of control which is technically known as the 
 u mixed system” control; that is to say, control of the 
 rates charged by private lines through the competition of 
 * a line or lines owned and operated by the State. With 
 few substantial modifications the recommendations of the 
 “Cullom report” were accepted by Congress and are ex¬ 
 pressed in the act of 1887. 
 
 Analysis of the act of 1887 .■—The act of February 4, 
 
 1887, known as the Interstate Commerce law, originally 
 consisted of twent} 7 -two sections, but an additional section 
 was provided in 1889. The law was amended on March 2, 
 
 1889, again on February 10, 1891, and again on February 
 8,1895. In addition supplementary statutes of importance 
 were adopted on February 11, 1893, February 11, 1903, 
 and February 19, 1903. The act applies to all common 
 carriers engaged in the interstate transportation of pas¬ 
 sengers or property by rail, or over routes partly by rail 
 and partly by water when there is a common control or 
 management or an arrangement for continuous carriage. 
 
 It also covers transportation over such routes between 
 points in the United States and points in foreign countries. 
 
 The Commission which it creates has held that its juris¬ 
 diction does not include express business not conducted as * r - c - c - Re P » 
 a branch of the business of the railroad company but by 
 independent organizations acquiring transportation rights 
 by contracts with railroads and that it does include the 
 business of electric railway companies when such business 83 7 LC>C - Re P’ 
 is interstate in character. 
 
 Like all statutory enactments designed to establish con¬ 
 ditions under which the rules of voluntary association may 
 operate in business affairs, this Act first gives expression 
 to certain standards of obligation to which the railways 
 must conform in the administration of their property and 
 then undertakes to make provision for the enforcement of 
 these standards. 
 
24 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Western Union 
 Telegraph Co. v. 
 Call Publishing 
 Co., 181 U. S., 92. 
 
 
 169 U. S., 466. 
 
 Standard’s of obligation .—The new la w set up two gen¬ 
 eral standards of obligation, which are: 
 
 A. Rates must be reasonable in themselves. 
 
 E. Rates must be so adjusted as to be relatively reasonable. 
 
 it is clear that the first of these obligations adds nothing 
 to the Common Law, which, as is now known, exercises 
 controlling force over the operations of interstate com¬ 
 merce. There are few more difficult problems than the 
 determination, either from the point of view of economic 
 theory or of legal principles, of satisfactory standards by 
 which the absolute reasonableness of railway charges may 
 be measured. 
 
 The test of cost of production, or cost of service, which 
 is commonly regarded as useful in the determination of 
 fair compensation, has been shown to be inapplicable to the 
 charges for specific railway services, owing to the com¬ 
 plexity of railway traffic and the fact that many of the 
 expenses of conducting the railway business are incurred 
 on behalf of the entire body of traffic between particular 
 points and of particular kinds. For this reason it is gen¬ 
 erally true, not only that there is no ascertainable cost of 
 performing a particular service, but that there is actually 
 no sum which can beassiged as the real cost of any single 
 service. The latest determination of the Supreme Court 
 upon the subject of standards of reasonableness is to be 
 found in Smyth v, Ames, in which it is held: 
 
 That the basis of all calculations as to the reasonableness of rates to 
 be charged by a corporation maintaining a highway under legislative 
 sanction must be the fair value of the property being used by it for 
 the convenience of the public. And in order to ascertain that value, 
 the original cost of construction, the amount expended in permanent 
 improvements, the amount and market value of its bonds and stocks, 
 the present as compared with the original cost of construction, the 
 probable earning capacity of the property under particular rates pre¬ 
 scribed by statute, and the sum required to meet operating expenses, 
 are the matters for consideration and are to be given such weight as 
 may be just and right in each case. We do not say that there may 
 not be other matters to be regarded in estimating the value of the 
 property. What a company is entitled to ask is a fair return upon 
 the value of that which it employs for the public convenience. On 
 the other hand, what the public is entitled to demand is that no more 
 be exacted from it for the use of a public highway than the services 
 rendered by it are reasonably worth. 
 
 A study of the foregoing indicates that while it might 
 furnish d very satisfactory test to determine the reason- 
 ableness of the entire schedule, and perhaps might success¬ 
 fully be applied to any distinctly separable portion of a 
 railway system, or of the services performed by such a 
 system, it could scarcely become, in practice, a very serv¬ 
 iceable test of the reasonableness of a single rate for a 
 single service. In the case in which it was advanced the 
 court did apply this test to the intra-state business of a 
 carrier which was also performing interstate services over 
 the same lines. The necessity for attempting this separa¬ 
 tion was announced by the court in terms which suggest 
 that, inconceivable instances, it might he necessary to make 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 25 
 
 a further separation, and in fact to apply this or some other 
 standard to the rate for a single service. This portion of 
 the decision reads as follows: 
 
 If we do not misapprehend counsel, their argument leads to the con¬ 
 clusion that the State of Nebraska could legally require local freight 
 business to be conducted even at an actual loss, if the company earned 
 on its insterstate business enough to give it just compensation in re¬ 
 spect of its entire line and all its business, interstate and domestic. 
 W e can not concur in this view. In our judgment it must be held that 
 the reasonableness or unreasonableness of rates prescribed by the 
 State for the transportation of persons and property wholly within its 
 limits must be determined without reference to the interstate business 
 done by the carrier or to the profits derived from it. The State can 
 not justify unreasonably low rates for domestic transportation, con¬ 
 sidered alone, upon the ground that the carrier is earning large profits 
 on its interstate business, over which, so far as rates are concerned, 
 the State has no control. Nor can the carrier justify unreasonably 
 high rates on domestic business upon the ground that it will be able 
 only in that way to meet losses on its interstate business. So far as 
 rates of transportation are concerned, domestic business should not be 
 made to bear the losses on interstate business, nor the latter the losses 
 on domestic business. 
 
 It is only rates for the transportation of persons and property 
 between points within the State that the State can prescribe; and 
 when it undertakes to prescribe rates not to be exceeded by the car¬ 
 rier, it must do so with reference exclusively to what is just and rea¬ 
 sonable, as between the carrier and the public, in respect of domestic 
 business. The argument that a railroad line is an entirety; that its 
 income goes into, and its expenses are provided for out of, a common 
 fund, and that its capitalization is on its entire line, within and with¬ 
 out the State, can have no application where the State is without 
 authority over rates on the entire line, and can only deal with local 
 rates and make such regulations as are necessary to give just compen¬ 
 sation on local business. 
 
 Under the Interstate Commerce law, however, the Com¬ 
 mission which it creates and the courts contributing their 
 part toward its enforcement are authorized to act only 
 upon suggestions of unreasonableness arising through 
 complaints or originating with the Commission u on its 
 own motion.” While it is clear that these suggestions 
 might, under the statute, challenge the reasonableness of 
 an entire schedule of rates, it is a fact that during the 
 history of the act no such proceeding has been brought. 
 It is undoubtedly true, as stated in the special report of 
 the Commission to the Senate, dated May 1, 1905: 
 
 That the number of cases by no means measures the extent and variety 
 of the interests involved, since a single case may be brought by a 
 municipal or commercial organization on behalf of all shippers in the 
 immediate locality and against an entire group of carriers reaching 
 numerous sections and distant points of origin or destination. 
 
 I n fact, man} 7 of the decisions of the Commission have 
 involved large numbers of rates. But notwithstanding 
 this fact each complaint has always left unchallenged some 
 of the rates made by the same carriers, and the idea of 
 comparison between the rates questioned and others, argu¬ 
 mentatively at least, admitted to be reasonable has always 
 been prominent. 
 
 In fact, even in the few cases in which charges have 
 been declared excessive in themselves bv the Commission 
 
 
26 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 (no such finding has ever been made by a Federal court), 
 the tests applied have invariabl} 7 been comparative. 
 Until the effort is avowedly to revise an entire schedule 
 b} 7 altering all or nearly all of the rates which it contains, 
 it is unlikely that an} T other standard will ever be applied. 
 
 Relative reasonableness .—The second requirement im¬ 
 posed by the Interstate Commerce law is that rates must 
 be so adjusted to one another as to be relatively reasonable. 
 This standard is found in Section 2, which forbids a greater 
 charge for one service than for another like and contem¬ 
 poraneous service performed under substantially similar 
 circumstances and conditions, and under Section 3, which 
 prohibits the adjustment of charges so as to accord to any 
 particular person, firm, corporation, locality, or descrip¬ 
 tion of traffic any undue or unreasonable preference or 
 advantage. In order, apparently, to afford greater defi¬ 
 niteness to the requirements of Section 3, two minor stand¬ 
 ards of obligation are imposed by the law. These are as 
 follows: 
 
 A. There may be no discrimination in the charges for or in receiving 
 or forwarding traffic received from connecting lines, and 
 
 B. Assuming substantially similar circumstances and conditions, 
 there may be no greater charge for like traffic for a shorter than for a 
 longer distance over the same line in the same direction, the shorter 
 being included within the longer distance. 
 
 A great deal of litigation has centered upon the term 
 “substantially similar circumstances and conditions’ 1 as 
 used in Section 2 and in Section 4. 
 
 Very soon after its organization the Commission decided, 
 with regard to business domestic to the United States, that 
 a railway company may properly charge more on traffic 
 taken up at one of its terminals and originating at that 
 point than for like traffic contemporaneous!} 7 received at 
 the same terminal from a connecting carrier and trans¬ 
 ported to the same destination. The theory of the law 
 applied to this class of cases is that the fact of more dis¬ 
 tant origin, supplemented by that of transportation under 
 an arrangement for continuous carriage, establishes, as 
 compared with traffic of local origin, the substantial dis¬ 
 similarity of circumstances and conditions necessary to 
 remove the traffic from the prohibition against unequal 
 charges contained in Section 2. 
 
 The Commission was of the opinion that the same reason¬ 
 ing is not applicable when the comparison is between traffic 
 originating in a foreign countr} 7 and carried through an 
 American port of entry to an interior point of destination, 
 on the one hand, and similar traffic of domestic origin 
 carried from the same port of entry to the same destina¬ 
 tion on the other. In accordance with this conclusion, 
 on March 23, 1889, the Commission issued an order in¬ 
 cluding, among other things, the following: * 
 
 Imported traffic transported to any place in the United States from 
 a port of entry or place of reception, whether in this country or in an 
 adjacent foreign country, is required to be taken on the inland tariff 
 governing other freights. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 27 
 
 Subsequently, at the suggestion of the New York Board 
 of Trade and Transportation and the Commercial Exchange 
 of Philadelphia, in a complaint involving most of the rail¬ 
 way carriers connecting interior points with points on the 
 Atlantic seaboard and the Gulf of Mexico, the Commis- B( ^® d w of Y T ° a r d e 
 sion ascertained that lower inland proportions were being and Transporta- 
 accepted on imported traffic than the rates at the same syTv^nia^'Rau- 
 time in force for domestic traffic between the same points, ^ e al -> 4 ^ 7 L 
 and, after an elaborate discussion of the legal questions 
 involved, as well as of the facts, issued its order requiring 
 the defendant carriers forthwith to 44 cease and desist” from 
 carrying any article of imported traffic shipped from any 
 foreign port through any port of entry of the United 
 States or any port of entry in a foreign country adjacent 
 to the United States upon through bills of lading addressed 
 to any place within the United States at any other rate 
 than upon the inland tariff covering other freight from 
 such port of entry to such place of destination, or at any 
 other than the same rate established at such inland ports 
 for the carriage of any other like kind of traffic in the ele¬ 
 ments of bulk, weight, and expense of carriage. 
 
 The accuracy of this interpretation of the law was chal¬ 
 lenged by some of the defendant carriers. In passing 
 upon it the Supreme Court of the United States decided i 62 U. s.,i97. 
 adversely to the view held by the Commission. The 
 Supreme Court said in part: 
 
 The conclusions that we draw from the history and language of the 
 act and from the decisions of our own and the English courts are 
 mainly these: 
 
 That the purpose of the Act is to promote and facilitate commerce 
 by the adoption of regulations to make charges for transportation just 
 and reasonable and to forbid undue and unreasonable preferences or 
 discriminations; that in passing upon questions arising under the 
 act the tribunal appointed to enforce its provisions, whether the Com¬ 
 mission or the courts, is empowered to fully consider all the circum¬ 
 stances and conditions that reasonably apply to the situation, and that 
 in the exercise of its jurisdiction the tribunal may and should consider 
 the legitimate interests as well of the carrying companies as of the 
 traders and shippers, and in considering whether any particular local¬ 
 ity is subjected to an undue preference or disadvantage the welfare of 
 the communities occupying the localities where the goods are deliv¬ 
 ered is to be considered as well as that of the communities which are 
 in the locality of the place of shipment; that among the circumstances 
 and conditions to be considered as well in the case of traffic originat¬ 
 ing in foreign ports as in the case of traffic originating within the limits 
 of the United States competition that affects rates should be consid¬ 
 ered, and in deciding whether rates and charges made at a low rate 
 to secure foreign freights which would otherwise go by other competi¬ 
 tive routes are or are not Undue and unjust, the fair interests of the 
 carrier companies and the welfare of the community which is to receive 
 and consume the commodities are to be considered; that if the Com¬ 
 mission, instead of confining its action to redressing, on complaint 
 made by some particular firm, person, corporation, or locality, some 
 specific disregard by common carriers of provisions of the Act, pro¬ 
 poses to promulgate general orders, which thereby become rules of 
 action to the carrying companies, the spirit and letter of the act require 
 that such orders should have in view the purpose of promoting and 
 facilitating commerce and the welfare of all to be affected, as well 
 the carriers as the traders and consumers of the country. 
 
28 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 In its report for 1897 the Commission explained the 
 difference of interpretation between itself and the Supreme 
 Court, saving: 
 
 . The Commission did not, and decided that under existing law it 
 could not, take into consideration the circumstances and conditions 
 affecting transportation of traffic by reason of its foreign origin and 
 carriage by sea, and petitioned the court to enforce the order of the 
 Commission requiring the roads to afford and maintain the same inland 
 rates on domestic traffic as were charged inland on shipments from 
 abroad. The court refused its sanction to the enforcement of the Com¬ 
 mission’s order, and decided that in consequence, or “out of a mis¬ 
 conception of the purposes and meaning of the act,” the Commission 
 had proceeded on an improper basis, and had “declined to consider 
 certain circumstances and conditions which, under a proper construc¬ 
 tion of the act, it ought to have considered;” that “among the cir¬ 
 cumstances and conditions to be considered as well in the case of 
 traffic originating in foreign ports as in the case of traffic originating 
 within the limits of the United States, competition that] affects^rates 
 should be considered.” 
 
 ^Long and short haul cases .—Other questions concerning 
 the meaning of the phrase “substantially similar circum¬ 
 stances and conditions” have mainly arisen under Section 4, 
 commonly known as the “long and short haul” clause of 
 the law. This clause prohibits a greater charge in the 
 aggregate for transportation between any two points than 
 is charged at the same time for the carriage of similar 
 traffic for a greater distance over the same line in the same 
 
 direction when the greater distance includes the shorter 
 distance, unless the circumstances and conditions attending 
 the two services are substantially dissimilar. The clause 
 also contains a proviso empowering the Commission to 
 authorize exceptions in special cases after investigation. 
 This section of the statute attracted a great deal of atten¬ 
 tion at the time it was adopted and was the subject of con¬ 
 siderable controversy in the discussion in Congress which 
 preceded the enactment of the law. Immediately after its 
 organization the Commission was confronted by a large 
 number of applications for relief under the “proviso” 
 clause. 
 
 In general, these applications represented that a strict 
 application of a rigid prohibition of higher charges for 
 intermediate services would result in loss of revenue to 
 the roads and injury to the business of the country, and 
 while some of them took the ground that the statute con¬ 
 templated that the carriers should determine for them¬ 
 selves and at their peril whether the dissimilar circum¬ 
 stances necessary to authorize exceptions were actually in 
 existence, it was apparently deemed more prudent by some 
 to submit to temporary losses until the law could receive 
 authoritative construction than to risk incurring the heavy 
 penalties provided should their interpretation be found to 
 be erroneous. Under these circumstances many tempo¬ 
 rary orders of relief were granted, but in these temporary 
 orders no opinion was expressed as to whether they were 
 necessary for the protection of the carriers in case the cir¬ 
 cumstances and conditions were really dissimilar. 
 
DIGEST OF HEARINGS ON KAIL WAY RATES. 
 
 29 
 
 After granting* them the Commission proceeded at once 
 to investigate some of the cases presented, and, early in 1887, 
 issued its unanimous report and opinion, prepared by theo/theLomsvme 
 then chairman, Hon. Thomas M. Coolevx Some of the and Nashville r. 
 conclusions announced in this opinion,, as stated in the Rep° 3 i! L C ‘ °‘ 
 syllabus, are: 
 
 First. That the prohibition in the Fourth section of the Act to regu¬ 
 late commerce against a greater charge for a shorter than for a longer 
 distance over the same line in the same direction, the shorter being 
 included in the longer distance, as qualified therein, is limited to 
 cases in which the circumstances and conditions are substantially 
 similar. 
 
 Second. That the phrase “under substantially similar circumstances 
 and conditions” in the Fourth section is used in the same sense as in 
 the Second section, andunderthequalified form of the prohibition in the 
 Fourth section carriers are required to judge in the first instance with 
 regard to the similarity or dissimilarity of the circumstances and con¬ 
 ditions that forbid or permit a greater charge for a shorter distance. 
 
 Third. That the judgment of carriers in respect to the circumstances 
 and conditions is not final, but is subject to the authority of the Com¬ 
 mission and of the courts to decide whether error has been committed, 
 or whether the statute has been violated. And in case of complaint 
 for violating the Fourth section of the Act the burden of proof is on the 
 carrier to justify any departure from the general rule prescribed by 
 the statute by showing that the circumstances and conditions are sub¬ 
 stantially dissimilar. * * * 
 
 Fifth. That the existence of actual competition which is of controll¬ 
 ing force in respect to traffic important in amount may make out the 
 dissimilar circumstances and conditions entitling the carrier to charge 
 less for the longer than for the shorter haul over the same line in the 
 same direction, the shorter being included in the longer in the fol¬ 
 lowing cases: 
 
 1. When the competition is with carriers by water which are not 
 subject to the provisions of the statute. 
 
 2. When the competition is with foreign or other railroads which 
 are not subject to the provisions of the statute. 
 
 3. In rare and peculiar cases of competition between railroads \\ hich 
 are subject to the statute, when a strict application of the general rule 
 of the statute would be destructive of legitimate competition. 
 
 It will be noted that the effect of the conclusions ex¬ 
 pressed in the foregoing extracts from the opinion of the 
 Commission was, in substance, to leave the 44 proviso' 1 
 clause of Section 4—that is the clause empowering the 
 Commission in special cases and after investigation to 
 authorize exceptions to the general rule of the section, 
 without any real effect. The Commission did not over¬ 
 look this fact, but broadly intimated that, as the statute 
 only permitted relief to be accorded in 44 special cases' 1 
 and 44 after investigation,” it did not contemplate that any 
 petition for relief would be granted, except after proof of 
 the existence of such dissimilarity of circumstances and 
 conditions as would, in fact, justify the carrier in depart¬ 
 ing from the general rule of the section on its own initia¬ 
 tive. The Commission said: 
 
 In making the orders of temporary relief no opinion was expressed 
 upon the question whether they were necessary for the protection of 
 the carriers in case the circumstances and conditions were found to 
 lie in fact dissimilar. The railroad companies did not raise that ques¬ 
 tion but, as has been said, elected as a matter of prudence to apply for 
 the preliminary order. No objection could well be taken to this 
 
30 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 L. N. Tram¬ 
 mell et al.r. The 
 Clyde Steamship 
 Co., et al., 5 I. C. 
 C. Rep., 324. 
 
 course provided it should prove to be practicable for the Commission 
 to take up and in a reasonable time dispose of the several applications 
 made to it, but it was almost immediately perceived that the number 
 was to be so great that it would be quite out of the question. Each 
 order for relief would necessarily be preceded by investigation into the 
 facts on evidence which in most cases would be best obtained along 
 the line of the road itself. A single case might therefore require for 
 its proper determination the taking of evidence all the way from the 
 Pacific to the Atlantic, and this not merely the evidence of witnesses 
 for the petitioning carrier, but of such other parties as might conceive 
 that their interests or the interests of the public would be subserved 
 either by granting the relief applied for or by denying it. * * * 
 
 Moreover, the adjudication upon a petition for relief would in many 
 cases be far from concluding the labors of the Commission in respect 
 to the equities involved, for questions of rates assume new forms, and 
 may require to be met differently from day to day; and in those sec¬ 
 tions of the country in which the reasons or supposed reasons for 
 exceptional rates are most prevalent, the Commission would, in effect, 
 be required to act as rate makers for all the roads, and compelled to 
 adjust the tariffs so as to meet the exigencies of business, while at the 
 same time endeavoring to protect relative rights and equities of rival 
 carriers and rival localities. This in any considerable State would be 
 an enormous task. In a country so large as ours, and with so vast a 
 mileage of roads, it would be superhuman. A construction of the 
 statute which would require its performance would render the due 
 administration of the law altogether impracticable, and that fact 
 tends strongly to show that such a construction could not have been 
 ntended. 
 
 In brief, the sub,stance of the interpretation of this 
 portion of the statute by the Commission was that, when 
 an intermediate service is compared with another includ¬ 
 ing it, there are only two possible states of fact; .either 
 the circumstances and conditions are substantially similar, 
 in which case the law forbids a greater charge for the 
 intermediate service and no exception could properly be 
 granted by the Commission, or they are substantially dis¬ 
 similar, in which case there is no prohibition of a greater 
 charge for the intermediate service, therefore, the section 
 is not applicable and no order of relief is necessary. 
 
 At a later date, and in cases in which a more minute 
 study of the facts was practicable, the Commission some¬ 
 what modified the interpretation of the Fourth section as 
 rendered in the Louisville and Nashville case, on the theorv 
 that the earlier interpretation operated to defeat the pur¬ 
 pose which Congress had in view in enacting the law. It 
 was held in the Georgia commission cases that, although 
 dissimilarity of circumstances and conditions may arise 
 from the competition of carriers subject to the law, such 
 dissimilarity could avail to justify greater charges for the 
 intermediate distance only upon the exercise by the Com¬ 
 mission, upon petition from the carrier, of its power to 
 grant exceptions. 
 
 The following, from the report and opinion of the Com¬ 
 mission in these cases, explains the view taken at this time: 
 
 In stating in that opinion what kinds of competition might entitle 
 the carrier to make lesser long-haul charges, or that create dissimilar 
 circumstances and conditions under which it would be justified in 
 charging more for shorter hauls, we now think, in the light of more 
 than five years’ operation of the statute, that the Commission should 
 not have included in such statement “ rare and peculiar cases of com- 
 
4 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 petition between railroads subject to the Act where a strict application 
 of the general rule of the statute would be destructive of legitimate 
 competition.” if this language in the opinion was fairly susceptible to 
 the interpretation which the carriers have put upon it. As an excep¬ 
 tion it was not consistent with the otherwise harmonious theory on 
 which the whole opinion was based. 
 
 It constituted an exception to the clear reservation for the primary 
 action of the Commission in cases involving competition between car¬ 
 riers subject to the Act which is implied in the Fourth section. Because 
 the instances of such “rare and peculiar” cases cited in the opinion 
 are such as indicate a hardship that the Commission would not fail to 
 recognize, and by an order under the provisory clause relieve, if 
 applied for, was no good ground for permitting the carriers to deter¬ 
 mine for themselves what cases of such competition are rare and pecu¬ 
 liar or when any cases of strife for traffic between carriers subject to 
 the law will, if the strict rule of the Fourth section is applied, be 
 “ destructive of legitimate competition.” * * * 
 
 We think there is nothing in the statute which warranted the 
 exception. y 
 
 Stating in the same opinion its revised interpretation of 
 the section under discussion, the Commission declared: 
 
 A concise statement of this construction of the Fourth section on the 
 point above discussed is: The carrier has a right to judge in the first 
 instance whether it is justified in making the greater charge for the 
 shorter distance under the Fourth section in all cases where the circum¬ 
 stances and conditions arise wholly upon its own line or through compe¬ 
 tition for the same traffic with carriers not subject to regulation under 
 the Act to regulate commerce. In other cases under the Fourth sec¬ 
 tion the circumstances and conditions are not presumptively dissimilar, 
 and carriers must not charge less for the longer distance , except upon 
 the order of the Commission. « Aside from overruling the “rare and 
 peculiar” cases exception, this construction is no departure from pre¬ 
 vious rulings and is not new. 
 
 This interpretation of Section 4 was applied by the Inter¬ 
 state Commerce Commission to a large number of cases, 
 the subsequent adjudication of which by the Federal courts 
 resulted in refusals to enforce the orders of the Commis¬ 
 sion based upon it thus presented for judicial examination. 
 This difference between the view of the law, for a time held 
 by the Commission and that held by the courts, accounts for 
 many of the cases in which the orders of the Commission 
 have failed to receive judicial sanction. It should be 
 observed that the Commission did not at any time declare 
 that the exceptions to the general rule of the long and short 
 haul clause, which were complained of in these cases, were 
 without justification, but decided merely that such justifi¬ 
 cation as existed in the circumstances and conditions sur¬ 
 rounding the different services could have legal effect only 
 upon presentation to the Commission and the exercise of 
 the dispensing power which it assumed to possess. Many 
 of the orders issued at this time clearly indicate the expec¬ 
 tation that if the defendant carriers accepted the Commis¬ 
 sion’s view, they would appeal to it for relief under the 
 u proviso ” clause, and strongly intimated that such relief 
 might be granted. Thus, as outlined in the opinion in the 
 Georgia commission cases, one of the orders was as follows: 
 
 The order will therefore be that the defendants in this case cease and 
 desist within twenty days after receiving a copy hereof from charging 
 
 31 
 
 « The italics in this quotation are in the original. 
 
32 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Board of Trade 
 of Chattanooga 
 v. East Tennes¬ 
 see, Virginia and 
 Georgia Rwy. et 
 al.,6 I. C. Rep., 
 546. 
 
 
 181 U. S., 1. 
 
 or receiving any greater compensation in the aggregate for the trans¬ 
 portation of a like kind of property from Cincinnati to other points, 
 called and known as “Ohio river points,” for the shorter distance to 
 Calhoun, Adairsville, Kingston, Cartersville, Acworth, or Marietta, 
 than for the longer distance over the same line in the same direction 
 to Atlanta, the shorter being included within the longer distance; or 
 that the defendants make and file with the Commission within the 
 time above specified an application or applications, as the case may 
 require, as provided in the proviso of the Fourth section of the Act to 
 regulate commerce for relief from the operation of that section in 
 respect to the prohibition therein contained against charging or receiv¬ 
 ing any greater compensation in the aggregate for the transportation 
 of like kind of property from Cincinnati and other Ohio river points 
 to the shorter-distance points above mentioned than for such trans¬ 
 portation over the same line in the same direction for the longer dis¬ 
 tance to Atlanta, and show cause within sixty days after service of the 
 order why such application for relief should be granted; and upon such 
 application the evidence already taken in this case may be used. In 
 case the application for relief shall be denied the order to cease and 
 desist shall stand, and compliance therewith will lie required within 
 twenty days after service of the order denying the application. 
 
 Iii another case, decided on December 30, 1892, the 
 Commission used the following language: 
 
 This disposition of the case is not intended to preclude the defend¬ 
 ants from applying to the Commission for relief from the restrictions 
 imposed by the Fourth section of the Act on the ground that the situa¬ 
 tion in which they are placed with reference to this Nashville traffic 
 constitutes one of the special cases to which the proviso clause of the 
 section should be applied. * * * To enable the defendants to apply 
 for relief under the proviso clause of the Fourth section of the Act to 
 regulate commerce this order will be suspended until the 1st day of 
 February, 1893. * * * In case such a relief shall be applied for 
 
 within the time mentioned the question of further suspending this 
 order until the hearing and determination of such application will be 
 duly considered. 
 
 In the case from which the foregoing is quoted it seems 
 to have been perfectly clear that the strict enforcement of 
 the general rule against the higher charge for intermediate 
 service would not affect the situation except by compelling 
 the defendant carriers to withdraw from competition for 
 the business of the longer distance point. The rates at 
 the terminal point, as the Commission plainly stated, were 
 controlled by other carriers which were not parties to the 
 litigation, and the defendant had no voice or influence in 
 determining their amount. This portion of the decision 
 reads as follows: 
 
 The present Nashville rate is prescribed by the rail lines reaching 
 that point via Cincinnati, and the defendant lines through Chattanooga 
 have no voice or influence in determining its amount. These lines 
 are under compulsion, therefore, to meet rates which other carriers 
 have established or leave those carriers in undisturbed possession of 
 the entire traffic. They have no alternative but to accept the measure 
 of compensation dictated by independent rivals or abandoning the 
 large percentage of Nashville business which they now secure. 
 
 In reviewing this decision and refusing to enforce the 
 order issued in accordance with it, the Supreme Court of 
 the United States said: 
 
 The record makes it clear that in allowing this order the Commission 
 thought that its literal enforcement would bring about an injustice, 
 and therefore that the order was entered solely because it was deemed 
 that the technical requirements of the statute must be complied with. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 33 
 
 The first case in which the Supreme Court passed upon 
 the theory of law, announced in the Georgia commission 
 cases, arose on an application to enforce the order of the 
 Commission against the Alabama Midland Railway in what 
 is commonly known as the “Troy” case. In this case the 
 court plainly decided that dissimilarity of circumstances 
 and conditions may arise from the competition of carriers 
 subject to the act and that where such dissimilarity exists, 
 there being no prohibition of the greater charge for the 
 intermediate haul, the carriers are obviously under no obli¬ 
 gation to apply to the Commission for relief against a 
 prohibition which does not exist. 
 
 In other words, a railway is not precluded from setting 
 up/ this defense, either before the courts or before the 
 Commission, for the reason that it has not sought an order 
 for relief at the hands of the latter. The Supreme Court 
 said, in part: 
 
 4 Inter. Com. 
 Rep., 348. 
 
 168 U. 8., 144. 
 
 In order further to guard against any misapprehension of the scope 
 of our decision, it may be well to observe that we do not hold that 
 the mere fact of competition, no matter what its character or extent, 
 necessarily relieves the carrier from the restraints of the Third and 
 Fourth sections, but only that those sections are not so stringent and 
 imperative as to exclude in all cases the matter of competition from 
 consideration in determining the questions of “ undue or unreason¬ 
 able preference or advantage,” or what are “substantially similar cir¬ 
 cumstances and conditions.” The competition may in some cases be 
 such as, having due regard to the interests of the public and of the 
 carrier, ought justly to have effect upon the rates, and in such cases 
 there is no absolute rule which prevents the Commission or the courts 
 from taking that matter into consideration. 
 
 Referring, in the same opinion, to an expression of the u. s. App.. 
 circuit court in deciding the same case, the Supreme 
 Court used the following language: 
 
 The last sentence in this extract is objected to by the Commission’s 
 counsel, as declaring that the determination of the extent to which 
 discrimination was justified by circumstances and conditions should 
 be left to the carriers. If so read we should not be ready to adopt or 
 approve such a position. But we understand the statement, read in 
 the connection in which it occurs, to mean only that when once a 
 substantial dissimilarity of circumstances and conditions has been 
 made to appear the carriers are, from the nature of the question, bet¬ 
 ter fitted to adjust their rates to suit such dissimilarity of circumstances 
 and conditions than courts or commissions. * * * But it does not 
 mean that the action of the carriers in fixing and adjusting the rates 
 in such instances is not subject to a revision by the Commission and 
 the courts, when it is charged that such action has resulted in rates 
 unjust or unreasonable or in unjust discriminations and preferences. 
 
 Further light upon the law, as finally interpreted by the 
 Supreme Court, especially upon the question whether an 
 adjustment of rates contrary to the general rule of Section 
 4, but justifiable by the existence of competition at the 
 longer distance point may be within the condemnation 176 u. s., 648. 
 of Section 3, may be found in the opinion in Louisville 
 and Nashville v. Behlmer, in which the court said: 
 
 It follows that while the carrier may take into consideration the 
 existence of competition as the producing cause of dissimilar circum¬ 
 stances and conditions, his right to do so is governed by the following 
 principles: First, the absolute command of the statute that all rates 
 S. Doc. 244, 59-1-3 
 
34 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 181 U.S., 1. 
 
 shall be just and reasonable and that no undue discrimination be 
 brought about, though, in the nature of things, this latter considera¬ 
 tion may, in many cases, be involved in the determination of whether 
 competition was such as created a substantial dissimilarity of condi¬ 
 tions; second, that the competition relied upon be not artificial or 
 merely conjectural, but material and substantial, thereby operating 
 on the question of traffic and rate making, the right in every event 
 to be only enjoyed with a due regard to the interest of the public, 
 after giving full weight to the benefits to be conferred on the place 
 from whence the traffic moved as well as those to be derived by the 
 locality to which it is to be delivered. 
 
 Referring- particularly to this passage in its opinion in 
 East Tennessee, Virginia and Georgia Railway r. Inter¬ 
 state Commerce Commission, the court said: 
 
 The summing up or grouping of the various provisions of the Act 
 which was made in the passages relied upon but served to point but 
 that the provisions of the statute, allowing competition to become the 
 cause of dissimilarity of circumstance and condition, could operate no 
 injurious effect in view of the other provisions of the Act protecting 
 against discrimination and preference; that is, the undue preference 
 and unjust discrimination against which the other provisions of the 
 statute were aimed. 
 
 * * * In a supposed case when, in the first instance, upon an 
 issue as to the violation of the Fourth section of the Act, it is conceded 
 or established that the rates charged to the shorter distance point are 
 just and reasonable in and of themselves, and it is also shown that the 
 lesser rate charged for the longer haul is not wholly unremunerative 
 and has been forced upon the carriers by competition at the longer 
 distance point, it must result that the discrimination springing alone 
 front a disparity in rates can not be held, in legal effect, to be the 
 voluntary act of the defendant carriers and as a consequence the pro¬ 
 visions of the Third section of the Act forbidding the making or giv¬ 
 ing of an undue or unreasonable preference or advantage will not 
 apply. The prohibition of the Third section when that section is con¬ 
 sidered in its proper relation, is directed against unjust discrimina¬ 
 tion or undue preference arising from the voluntary and wrongful act 
 of the carriers complained of as having given undue preference, and 
 does not relate to acts the result of conditions wholly beyond the con¬ 
 trol of such carriers. 
 
 • 
 
 Again, in the case last quoted, the Supreme Court 
 clearly- stated that in its view the interpretation which it 
 had adopted does not permit any injustice which, under a 
 different view of the law, might be prevented. The quo¬ 
 tation which follows is applicable not only to the facts in 
 the particular case but to numerous other cases of similar 
 character. The court said: 
 
 The only principle by which it is possible to enforce the whole 
 statute is the construction adopted by the previous opinions of this 
 court; that is, that competition which is really an exercise of poten¬ 
 tial influence on rates to a particular point brings into play the 
 dissimilarity of circumstances and conditions provided by the statute 
 and justifies the lesser charge to the more distant and competitive 
 point than to the nearer and noncompetitive place, and that this right 
 is not destroyed by the mere fact that incidentally the lesser charge to 
 the competitive point may seemingly give a preference to that point 
 and the greater rate to the noncompetitive point may apparently 
 engender a discrimination against it. We say seemingly on the one 
 hand and apparently on the other because in the supposed cases the 
 preference is not “undue” or the discrimination “unjust.” 
 
 This is clearly so, when it is considered that the lesser charge upon 
 which both the assumption of preference and discrimination is predi¬ 
 cated is sanctioned by the statute, which causes the competition to 
 give rise to the right to make such lesser charges. Indeed, the find- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 35 
 
 ings of fact made by the Commission in this case leave no room for 
 the contention that either undue preference in favor of Nashville or 
 unjust discrimination against Chattanooga arose merely from the act 
 ■of the carriers in meeting the competition existing at Nashville. The 
 Commission found that if the defendant carriers had not adjusted 
 their rates to meet the competitive condition at Nashville the only 
 ■consequence would have been to deflect the traffic at the reduced rates 
 ■over other lines. Frbm this it follows that, even although the carriers 
 had not taken the dissimilarity of circumstances and conditions into 
 view and had continued their rates to Nashville just as if there had 
 been no dissimilarity of circumstance and condition, the preference in 
 favor of Nashville growing out of the conditions there existing would 
 have remained in force, and hence the discrimination which thereby 
 arose against Chattanooga would have likewise continued to exist. 
 In other words, both Nashville and Chattanooga would have been 
 exactly in the same position if the long and short haul clause had not 
 been brought into play. 
 
 The moans o fen for cement prov Ided .—Having- established 
 these standards of obligation, Congress proceeded to pro¬ 
 vide means, in addition to those already existing for the 
 enforcement of all Federal law, for the special purpose of 
 enforcing this statute. In the means thus provided are to 
 be found evidences of all the conflicting views at that time 
 held as to the proper means of securing equitable adjust¬ 
 ment of railway charges. 
 
 Thus, in 1887, there were those who believed that the 
 competition of rival routes seeking the same traffic is in 
 itself a sufficient means for securing just charges. Oth¬ 
 ers believed that if suitable machinery for exposing in¬ 
 stances of injustice were created, the public sentiment 
 which would be invoked would operate with such com¬ 
 pelling force as to result in the correction of all serious 
 evils, Avhile still another group of publicists held that the 
 only way to secure adequate relief was to provide an effi¬ 
 cient and summary process bv which the authority of the 
 State could be directly and promptly brought to bear to 
 compel satisfactory adjustments. With these distinctions 
 borne in mind it is only necessary to suggest the following- 
 heads under which the means provided in the interstate- 
 commerce law of 1887 may be classified: 
 
 A. Efforts to perpetuate interline competition. 
 
 B. Efforts to invoke popular sentiment through publicity. 
 
 C. Efforts to establish a summary process of relief. 
 
 The Interstate Commerce Commission.— The position of 
 the Commission created bv the Act to regulate commerce 
 in the regulative system provided is not so definite as to 
 bring its functions clearly within either of the foregoing. 
 Since the adoption of the amendment of 1889 it has been 
 expressly required “to execute and enforce” the law, and 
 even prior to that date its duty to receive and investigate 
 complaints, and when “anything has been done or omitted 
 to be done in violation of the provisions of this Act' 1 to 
 require the defendant common carrier “ to cease and desist 
 from such violation and to make reparation for the injury 
 so found to have been done” included all provisions—those 
 to perpetuate competition, as well as those to secure pub- 
 
 Section 12. 
 Section 113 
 
 Section 15. 
 
36 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Section 6. 
 
 Section 12. 
 
 Section 20. 
 Section 21. 
 
 Sections 13,17, 
 Section 14. 
 
 Section 16. 
 Section 15. 
 
 Section 16. 
 
 Section 6. 
 
 Section 20. 
 
 Section 11. 
 
 Section 18. 
 
 licity—and was, in fact, a part of the summary process of 
 relief. 
 
 The functions of the Commission partake of the nature 
 of all of the three divisions of governmental power. “ To 
 execute and enforce” the law is obviously an executive 
 function. As an executive agencv, also, the Commission 
 receives contracts and rate schedules, classifies and tiles 
 them, and provides for their preservation. In similar 
 capacity it inquires “into the management of the business 
 of all common carriers” subject to the law; prosecutes 
 before the courts applications for the enforcement of its 
 orders; receives statistical reports and compiles and pub¬ 
 lishes statistics; reports annually to Congress, with rec¬ 
 ommendations as to additional legislation, and (under the 
 Elkins law) proceeds when it has “reasonable ground for 
 belief” that passengers or freight are “being carried at 
 less than the published rates on file” or that there are 
 being practiced any other “discrimination forbidden by 
 law 11 to invoke the aid of the Federal courts to secure 
 relief for those injured. 
 
 At other times, performing duties partaking of a judicial 
 character, the Commission hears complaints, issues its 
 “report” and makes “findings of fact,” such findings of 
 fact becoming “ prima facie evidence of the matters therein 
 stated,” and issues to the defendants its “notice” or 
 “order” providing for adequate relief. Again, it is in 
 the exercise of at least quasi-legislative powers that the 
 Commission prescribes “the measure of publicity which 
 shall be given” to joint rates and to charges therein and 
 determines “the form in which the schedules” of rates 
 shall be printed and published. It also has similar authority 
 to prescribe “a uniform system of accounts and the man¬ 
 ner in which such accounts fehall be kept.” 
 
 The Commission to which these powers are intrusted con¬ 
 sists of five persons appointed by the President, with the 
 advice, and consent of the Senate. They serve terms of six 
 years, ending on different dates, may be removed “for 
 inefficiency, neglect of duty, or malfeasance in office,” not 
 more than three may be “appointed from the same political 
 party,” and none of them may “engage in any other 
 business, vocation, or employment,” or own “stock or 
 bonds,” or be “in any manner pecuniarily interested” 
 in any carrier subject to the law, or hold “any official 
 relation” to such a earlier. Each Commissioner is paid 
 a salary of $7,500 per annum, in the same manner as the 
 jud ges of the United States courts. 
 
 The effort to perpetuate competition .— From 1870 to 1887 
 the most conspicuous feature in railway management was 
 the effort to control inter-line rivalry through agreements 
 to maintain the rates applied to traffic competed for by 
 two or more lines. As earlv as 1870 these agreements 
 took the form of contracts to divide traffic, or the gross or 
 net earnings therefrom, in proportions fixed in the agree¬ 
 ments or adjusted from time to time in accordance with 
 their terms. Arrangements of this sort were denomi- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 37 
 
 nated Spools." Their object was to protect agreements 
 as to rates by the removal, so far as practicable, of the 
 incentive to their violation. The effort to perpetuate 
 inter-line competition is expressed in the prohibition of 
 these agreements, which is contained in the Fifth section. 
 
 According to this section it is unlawful to enter into ain T 
 agreement or combination “for the pooling of freights of 
 different and competing railroads or to divide between 
 them the aggregate or net proceeds of the earnings of such 
 railroads or any portion thereof,’’ and every day of the 
 continuance of such an agreement is made to constitute a 
 separate offense. This statute brought to an abrupt end 
 the efforts to mitigate the force of interline rivalry by the 
 expedient of dividing freight or earnings, but it in no way 
 moderated the desire of the carriers to save themselves and 
 their intermediate traffic from the extreme results of un¬ 
 controlled competition at their terminals. With this end 
 in view many of the associations which had operated as 
 pools prior to the enactment of the law of 1887 were there¬ 
 after continued, with some modifications, including the 
 omission of their pooling features. 
 
 Generally speaking, their functions, after this date, 
 were to effect agreements as to the charges to be applied 
 to the traffic within the jurisdiction of each, to collect 
 statistics of its distribution among the rival routes, to 
 publish the rate schedules fixed by agreement, and to 
 furnish a means of detecting and correcting deviations 
 from these published schedules. 
 
 There were also numerous attempts to attain the result 
 which had formerly been sought through pooling agree¬ 
 ments; that is, to restrain the carriers most subject to the 
 temptation to cut below the tariff rates by insuring to them 
 a volume of traffic sufficient to remove that temptation, 
 by permitting such routes to charge rates lower by fixed 
 amounts (called differentials; these arrangements involved 
 a great extension of the use of differentials) than the rates 
 applied to the same traffic when carried via the standard 
 routes. It is to be observed that the formal difference 
 between the pooling agreements which were common prior 
 to 1887 and the traffic association agreements bv which 
 they were followed (all matters extraneous to the present 
 discussion being disregarded) is that the latter attempt 
 directly to control the rates, sometimes seeking to make 
 this control effectual by adjusting them so as to determine 
 the distribution of traffic, while the former attempted, in¬ 
 directly, to control the rates by means of direct control of 
 the distribution of traffic or gross or net earnings. 
 
 That the idea of apportionment of traffic was not absent 
 from the later associations is shown by many examples. 
 The agreement of 1893 of the Central Traffic Association, 
 for example, contained the proviso that— 
 
 whenever any party hereto feels that its traffic is being unjustly 
 depleted it shall represent the facts in writing to the Commissioner, 
 who shall promptly endeavor to secure to the parties hereto their 
 share of traffic. 
 
38 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Again, in the articles of agreement of the Trans-Missouri 
 Freight Association one may read the following: 
 
 If the maintenance of uniform tariffs by all lines reduces the traffic 
 of any party below a fair proportion of the traffic in competition, the 
 tariffs may be so adjusted from time to time as to protect such lines 
 from an unjust depletion of traffic, such adjustment to be made under 
 the rules of this association. 
 
 Pp. 25-28. 
 
 116 U. S., 290 
 171 U. S., 505 
 
 In its Second Annual Report (1888) the Commission said: 
 
 But the voluntary establishment of such extensive responsibility 
 would require such mutual arrangements between the carriers as 
 would establish a common authority which should be vested with 
 power to make traffic arrangements, to fix rates and provide for their 
 steady maintenance, to compel the performance of mutual duties 
 among the members, and to enforce promptly and efficiently such 
 sanctions to their mutual understanding as might be agreed upon. 
 Something faintly resembling this, as heretofore, has been done 
 through the railroad associations, but the only effectual sanction 
 which they have as yet contrived whereby the observance of good 
 faith in their mutual dealings could be enforced was through the 
 device of pooling their freight or earnings. 
 
 Even this was imperfect, because the arrangement could always be 
 withdrawn from at pleasure, but pooling is now out of their power, 
 being forbidden by law. * * * Without legislation to favor it little 
 can be done beyond the formation of consulting and advisory associa¬ 
 tions, and the work of these is not only necessarily defective, but it is 
 also limited to circumscribed territory. * * * But the evils aris¬ 
 ing from the want of friendly business associations between the rail¬ 
 roads fall largely upon the public also. * * * The public has an 
 interest in being protected against the probable exercise of any such 
 power. But its interest goes further than this; it goes to the estab¬ 
 lishment of such relations among the managers of roads as will lead to 
 the extension of their traffic arrangements with mutual responsibility 
 just as far as may be possible, so that the public may have in the 
 service performed all the benefits and conveniences that might be 
 expected to follow from general federation. There is nothing in the 
 existence of such arrangements which is at all inconsistent with earn¬ 
 est competition. They are of general convenience to the carriers, as 
 well as to the public, and their voluntary extension may be looked 
 for until in the strife between the roads the limits of competition are 
 passed and warfare is entered upon. 
 
 * * * While the Commission is not at this time prepared to rec¬ 
 ommend general legislation toward the establishment and promotion of 
 relations between the carriers that shall better subserve the public in¬ 
 terest than those which are now common, it must nevertheless look 
 forward to the possibility of something of that nature becoming at 
 some time imperative, unless a great improvement in the existing con¬ 
 ditions of things is voluntarily inaugurated. 
 
 That progress of the kind indicated by the Commission 
 might have proceeded so far as profoundly Jto affect the 
 situation had nothing intervened to prevent it can now 
 neither be proved nor disproved. The force which inter¬ 
 vened was the adoption, in 1890, of the so-called “Anti¬ 
 trust law,” and the decisions of the Supreme Court of the 
 United States in the Trans-Missouri Association and the 
 Joint Traffic Association cases, in which it was held that 
 this law is applicable to agreements among railways and 
 that it is effective to prohibit agreements as to charges, 
 even though the rates provided under them are reasonable 
 and just. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 39 
 
 In its Fourteenth Annual Report the Interstate Com- 190 °. p- 9 - 
 merce Commission said: 
 
 The Anti-trust act, so called, as interpreted by the courts, renders any 
 agreement with reference to the making or maintaining of interstate 
 rates a crime. But if carriers are to make public their rates and to 
 charge all shippers the same rate, they must, as a practical matter, 
 agree to some extent with respect to those rates. 
 
 Since the decisions referred to, the scope of railway 
 associations has been greatly restricted and their develop¬ 
 ment along the lines formerly indicated has undoubtedly 
 stopped. There are assertions in the testimony that the 
 organizations, which now exist, do perform functions 
 closely akin, at least, to those that have been prohibited, 
 and that at conferences among the traffic representatives 
 of rival lines understandings as to rates are reached which 
 are obnoxious to the law as thus interpreted. The opinion 
 of the Interstate Commerce Commission upon this point, 
 as announced in its Fifteenth Annual Report, follows: 1902 > p- 16 - 
 
 Such associations, in fact, exist now as they did before those deci¬ 
 sions, and with the same general effect. In justice to all parties, we 
 ought probably to add that it is difficult to see how our interstate 
 railways could be operated, with due regard to the interest of the 
 shipper and the railway, without concerted action of the kind afforded 
 through these associations. 
 
 In its Second Annual Report the Interstate Commerce 1898, p. 26 . 
 Commission said: 
 
 With pooling prohibited, the tendency among the railways seems 
 likely to be in the direction of consolidation as the only means of 
 effectual protection against mutual jealousies and destructive rate wars. 
 
 Twelve years later, in its Fourteenth Annual Report, i9oi, p. 8 . 
 the same body declared: 
 
 The present state of the law and the facts here referred to have 
 undoubtedly furnished great incentive to the consolidation or unifica¬ 
 tion of rival lines, which is at once the most conspicuous and the most 
 significant result of current railroad financeering. 
 
 A movement toward the consolidation of formerly 
 separate and independent railway corporations has char¬ 
 acterized the entire period of railway development in the 
 United States, but there is no question that this move¬ 
 ment, as suggested by the foregoing, has gone forward 
 upon a larger scale since the decisions just referred to 
 than during any previous period. 
 
 Whether this acceleration of the tendency toward con¬ 
 solidation is wholly attributable to the state of public 
 regulation, or how far it has been affected by the extraor¬ 
 dinary investing power of the masses of the people 
 which is an incident of unprecedented general prosperity 
 and to the unusual opportunities offered by the railway 
 bankruptcies and reorganizations that resulted from the 
 industrial depression of 1893 and were so significant a 
 feature of railway finance during the ensuing four years, 
 are perhaps open questions. Some signiticant facts of the 
 recent operation of this tendency, so far as they can be 
 
40 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Appendix VI. 
 
 measured by statistics, are presented in an appendix to 
 this report. 
 
 Efforts to invoke public sentiment through publicity. —In 
 1887, as at the present time, it was generally agreed that 
 the efforts to regulate the railways of Massachusetts 
 through a State commission which depends upon the force 
 of public sentiment for the enforcement of its conclusions 
 had been highly, and perhaps exceptionally, successful. 
 In applying this principle of publicity in a Federal statute 
 which created a commission of larger scope and authority 
 than the commission of Massachusetts the Interstate 
 Commerce law provided— 
 
 A. That all rates should be filed at Washington and made public 
 by the carriers themselves. 
 
 B. That contracts between railways and other common carriers 
 
 %j 
 
 affecting traffic subject to the act should be filed at Washington. 
 
 C. That complaints*against the railways should be investigated by 
 the. Commission, and that its findings of fact, conclusions, and recom¬ 
 mendations should be made public. 
 
 D. That the Commission should have authority to inquire into the 
 management of the business of all carriers subject to the law and 
 should keep itself informed as to the manner and method in which 
 such business is conducted. 
 
 E. That the Commission should collect statistics of railway opera¬ 
 tions. 
 
 F. That the Commission should make annual reports of informa¬ 
 tion considered of value in relation to the regulation of commerce, 
 which should also include its recommendations, if any, for further 
 legislation. 
 
 It will be observed from the foregoing that the word 
 u publicity’’ is given a very broad significance, extending 
 as far at times as to include the principle of conciliation. 
 
 The publication of rate schedules. —Among the means 
 for securing publicity none is more comprehensive or of 
 more self-evident importance than the publication of the 
 rates of charge. The Sixth section of the Act to regulate com¬ 
 merce accordingly provided that each carrier should print 
 and keep for public inspection schedules of the rates and 
 fares and charges for the transportation of passengers and 
 property' over its railroad, and that these schedules should 
 include all terminal charges and rules or regulations which 
 in any wise change, affect, or determine the amount to be 
 paid. This section also required that ten days’ public 
 notice of an advance in rates should be given. 
 
 The foregoing provisions were applicable only to the 
 rates applied to passengers or property transported over 
 the line of a single carrier, but it was required that both 
 local and joint rates (when the latter were agreed upon by 
 two or more carriers) should be tiled with the Commission, 
 and that the joint rates should be made public as it might 
 direct. On March 2, 1889. an amendment to the law 
 required that individual tariffs should be posted in two 
 public and conspicuous places in every station at which 
 passengers or freight are received for transportation, and 
 that three days’ notice of reductions in charges should be 
 given in the same manner as the ten days' notice of ad- 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 41 
 
 vances. The provisions in regard to notice of changes 
 were also made applicable to joint tariffs. At the same 
 time the Commission was given authority to “ prescribe 
 the form in which schedules required to be kept open to 
 public inspection” should be arranged and to change that 
 form from time to time as might be found expedient. 
 Upon the adoption of this amendment the Commission 
 issued two circulars which appear as appendices two and 
 three to its Third Annual Report (18811). 
 
 The first of these, dated May 12, 1889, merely called 
 the attention of the carriers to the new requirements in 
 regard to local tariffs, while the second, dated March 23. 
 1889, announced that the Commission had exercised its 
 discretion as to the measure of publicity” which shall be 
 given to joint rates b} r ordering that— 
 
 Every such advance or reduction shall be so published by plainly 
 printing the same in large type, two copies of which shall be posted 
 for the use of the public in two public and conspicuous places in every 
 depot, station, or office of such carrier where passengers or freight, 
 respectively, are received for transportation under such schedules, in 
 such form that they shall be accessible to the public and can be con¬ 
 veniently inspected. Such schedules shall be posted ten days prior 
 to the taking effect of any such advance and three days prior to the 
 taking effect of any such reduction in the rates, schedules, or charges. 
 
 This order applied substantially the same rules to joint 
 tariffs as those established by the law as applicable to local 
 tariffs. 
 
 On December 1, 1891, the Commission issued a pamph¬ 
 let of instructions as to the form in which rate schedules 
 should be prepared, and, subsequently, obedience to the 
 suggestions contained therein was required by a formal 
 order. 
 
 It is sufficiently obvious that a law which provided for the 
 publication of rates would be inadeqate unless it contained 
 provisions for the enforcement of the rates published. 
 The observance of the published schedules is, therefore, 
 the second essential step to effective regulation. Devia¬ 
 tions from the published tariffs, by rebates or secret devices 
 of any sort v may be the means of affording undue favor 
 to particular indi viduals, or, under conceivable conditions, 
 of bringing about a reasonable adjustment of actual pay¬ 
 ments for transportation services, but in either case they 
 must be obnoxious to a wise system of regulation because 
 they operate with fatal effect upon the means necessary to 
 its success. 
 
 It would seem, therefore, that notwithstanding the 
 grievous injury to particular individuals that may result 
 from rebates or other secret deviations from the tariff, 
 their evil character and consequences are best understood 
 when it is considered that they attack and, in the extent 
 in which they are practiced, destroy any system of regu¬ 
 lation which has for its purpose the enforcement of equal 
 and just treatment of shippers bv the carriers. The Inter¬ 
 state Commerce law, aboriginally adopted, therefore pro¬ 
 vided as a part of its Sixth section that— 
 
42 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Section 10. 
 
 Section 13. 
 
 Section 12. 
 
 Section 
 amendment 
 March, 1889. 
 
 When any such common carrier shall have established and pub¬ 
 lished its rates, fares, and charges in compliance with the provisions 
 of this section, it shall be unlawful for such common carrier to charge, 
 demand, collect, or receive from any person or persons a greater or 
 less compensation for the transportation of passengers or property, or 
 for any service in connection therewith, than is specified in such pub¬ 
 lished schedule of rates, fares, and charges as may at the time be in 
 force. 
 
 l 2 
 of 
 
 When, on March 2. 1889, this section was amended a 
 similar provision specifically applicable to joint tariffs was 
 added. It will be observed, therefore, that under the law 
 as amended in 1889, any deviation, through a rebate or 
 otherwise, from the published rate schedules constitutes a 
 violation of the law, even though it may not amount to an 
 unjust discrimination in violation of Section 2. 
 
 This distinction became especially important, in the 
 further history of the law, because the amendment of 1889 
 provided that if the offense against the law for which any 
 person should be convicted was an unlawful discrimination 
 in rates, the penalties which might be imposed should 
 include a term of imprisonment in the penitentiary, in 
 addition to the fine previously provided, although a fine 
 continued to be the sole penalty for other violations of the 
 statute. This was the state of the law until February 19, 
 1903, when the supplementary statute, known as the 
 “ Elkins law, 1 ’ made deviations from the published schedule 
 the offense to be punished, and, while removing the im¬ 
 prisonment penalty, very considerably increased the pecu¬ 
 niary penalty. 
 
 Investigations .—-The power of the Commission to in¬ 
 vestigate complaints and that to conduct the inquiries 
 necessary to keep itself informed concerning the methods 
 of the carriers subject to the law are similar in character. 
 Both are limited by Section 14, which requires that a 
 report in writing shall be made of every investigation and 
 by Section IT, which requires that the proceedings, forms 
 of notices, and service ‘‘shall conform, as nearly as may 
 be, to those in use in the courts of the United States,” and 
 also permits “any party ” to appear before the Commission 
 in person or by attorney. Both are reenforced by the au¬ 
 thority given the Commission to “require by subpoena 
 the attendance and testimony of witnesses and the produc¬ 
 tion of all books, papers, tariffs, contracts, agreements, 
 and documents relating to any matter under investigation.” 
 
 Since 1889, this section has empowered the Commission, 
 in case of disobedience to its subpoena, to invoke the aid 
 of the Federal courts in requiring obedience. This power 
 was perhaps implied by the provision, which has been in 
 the law since the beginning, that in case of refusal to tes¬ 
 tify or to produce testimony the circuit courts might issue 
 an order commanding obedience, the appearance of wit¬ 
 nesses before the Commissioner.and the production of books 
 or papers, and that failure to obey such order might be pun¬ 
 ished as contempt. As amended in 1891 the section pro¬ 
 vides that the attendance of witnesses and the production of 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 43 
 
 documents can be required at any place of hearing from 
 aiy place in the United States, and that testimony may be 
 taken by deposition. 
 
 The original law provided that no witness should be 
 excused from testifying on the ground that he might be 
 incriminated by his evidence, but that such evidence 
 should 4 ’not be used against such person on the trial of 
 any criminal proceeding/' This provision having proved 
 inoperative, Congress, in 1893, adopted a supplementary 
 statute providing that k4 in any case or proceeding, crimi¬ 
 nal or otherwise, based upon or growing out of any alleged 
 violation” of the Interstate Commerce law or any of its 
 amendments no person shall be excused from testifying or 
 producing documents on the ground that his testimony 
 might tend to incriminate him or subject him to a penalty 
 or forfeiture but that 44 no person shall be prosecuted or 
 subjected to any penalty or forfeiture for or on account of 
 any transaction, matter or thing, concerning which he may 
 testify, or produce evidence, documentary or otherwise.” 
 
 Refusal to obey a subpoena was, by this supplementary 
 statute, made an offense punishable by fine or imprison¬ 
 ment, or both. The provisions of this supplementary act 
 in regard to protection against the effect of incriminatory 
 testimony were subsequently incorporated in the Elkins 
 law, but the latter does not appear to have affected the 
 offense of refusal to testify or produce documents before 
 the Commission or the penalties therefor. 
 
 The supplementary statute of 1893, which has been re¬ 
 ferred to, was adopted principally as a result of efforts to 
 secure testimony concerning the alleged payment of re¬ 
 bates, but its discussion has been deferred because of its 
 broader application. The penalty for violation of the 
 Interstate Commerce law, as that statute was originally 
 enacted, applied only to those acting for or on behalf of 
 some common carrier subject to its provisions, arid con¬ 
 sisted of a fine of not to exceed $5,000 for each offense. 
 
 By the amendment of 1889 this section was consider¬ 
 ably extended. tiy the adoption of this amendment an 
 alternative or additional penalty of imprisonment in the 
 penitentiaiy for not to exceed two years was provided in 
 those cases in which the violation should consist of an 
 44 unlawful discrimination in rates, fares, or charges” and 
 this penalt}^ was made applicable to 4k any device” by 
 which such discrimination might be accomplished and to 
 any shipper who might participate in the violation and 
 thus obtain transportation for less than the regular rates. 
 Under this state of the law a shipper who was asked to 
 testify before a grand jury concerning the alleged accept¬ 
 ance of a rebate declined to do so, pleading immunity 
 under the Fifth amendment to the Constitution of the. 
 United States. This plea was rejected by the circuit court, 
 but on appeal to the Supreme Court the decision was 
 reversed and the case remanded with a direction to dis¬ 
 charge the appellant from custod} T . 
 
 Section 12. 
 
 44 
 268. 
 
 Fed. Rep. 
 
44 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Counselman v. 
 Hitchcock, 142 
 U. S., 547. 
 
 70 Fed.Rep.,46. 
 
 Brown v. Wal¬ 
 ker, 161 U. S., 591. 
 
 54 Fed. Rep., 
 476. 
 
 This decision was rendered on January 11, 1892, and its 
 consequences were first explained to Congress in the an¬ 
 nual report submitted by the Commission in December of 
 that year. The character of statute necessary in order to 
 secure testimony under similar circumstances had been 
 suggested by the court which, in the case referred to, had 
 said: 
 
 We are clearly of opinion that no statute which leaves the party or 
 witness subject to prosecution after he answers the criminating ques¬ 
 tions put to him, can have the effect of supplanting the privilege con¬ 
 ferred by the Constitution of the United States. * * * In view of 
 the constitutional provisions, a statutory enactment, to be valid, must 
 afford absolute immunity for the offense to which the question relates. 
 
 Two months and a half after the difficulty arising from 
 this decision was submitted to Congress, in the report of 
 the Commission, the present statute was enacted. After¬ 
 wards, during February, 1894, a similar refusal was sub¬ 
 mitted to Judge Grosseup, then sitting as district judge in 
 Chicago, and he held that the new statute did not afford 
 protection equal to that of the Constitution, and that the 
 privilege to refuse testimony could still successfully be 
 pleaded. Appeal from this decision could not be taken, and 
 it was not until May, 1895, that a similar case was pre¬ 
 sented in another jurisdiction. In the latter case the view 
 contrary to that of Judge Grosseup was adopted and the 
 writ of habeas corpus was denied. The recalcitrant witness 
 appealed to the Supreme Court, which held that he could 
 be compelled to testify. This decision was rendered on 
 March 23, 1896. 
 
 A still more vital controversy was presented to the 
 courts in 1892. In this case the right of Congress to 
 require the Federal courts to use their processes to com¬ 
 pel the production of testimony before'the Interstate Com¬ 
 merce Commission under Section 12 was questioned. The 
 Commission had made an order requiring certain railway 
 companies to appear before it, and, according to the state¬ 
 ment of the case b} T Judge Gresham, “to answer an 
 informal complaint made by unknown persons.’’ On the 
 advice of counsel, some of the witnesses refused to pro¬ 
 duce the books of their companies or to answer certain 
 questions, and an application to compel them to do so 
 was dismissed by Judge Gresham, who used the follow¬ 
 ing language: 
 
 The application of an administrative body (and we are now consid¬ 
 ering such an application) to a judicial tribunal for the exercise of its 
 functions in aid of the execution of nonjudicial duties does not make 
 a “case” or “controversy” upon which the judicial power can be 
 brought to bear. * * * Congress can not make the judicial depart¬ 
 ment the mere adjunct or instrument of either of the other depart¬ 
 ments of Government. * * * Undoubtedly Congress may confer 
 upon a nonjudicial body authority to obtain information necessary for 
 legitimate governmental purposes, and make refusal to appear and 
 testify before it touching matters pertinent to any authorized inquiry 
 an offense punishable by the courts. * * * A prosecution or an 
 
 action for violation of such a statute would clearly be an original suit 
 or controversy within the meaning of the Constitution, and not a mere 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 45 
 
 application, like the present one, for the exercise of the judicial power 
 in aid of a non judicial body. So much of Section 12 as authorizes 
 or requires the courts to use their process in aid of inquiries before the 
 Interstate Commerce Commission is unconstitutional and void. 
 
 This case, commonly known as the “Brimson” case, Reappiication 
 was appealed to the Supreme Court by the Commission, commercecSn- 
 and on May 26, 1894, the Supreme Court decided that the “der^upon o 1 
 provisions of Section 12 are valid and can be enforced. w. Brunson ©t 
 
 Another case of refusal to produce testimony was pre- &p 4 , 3 i 7 - 3 i 8 ° m ’ 
 sented to the Supreme Court on appeal from the circuit 154u - s -’ 447 ■ 
 court for the southern district of New York, which had 
 sustained the refusal. In this case it was contended that 
 the complainant before the Commission had no interest in 
 the matter complained about; that the Commission had no 
 jurisdiction over the subject concerning* which testimony 
 was required; that it could not have such jurisdiction 
 under the Constitution, and that the constitutional rights 
 of the witnesses would be invaded if their private papers 
 were taken from them by the Commission for the inspec¬ 
 tion of the complainant. 
 
 The Supreme Court sustained the order of the Commis- interstate com- 
 sion in insisting upon the production of the testimony sion v. Baird, 194 
 called for, deciding that it is of no importance under the 11, s *’ 25 * 
 law whether the complainant has an interest in the matter 
 which he presents to the Commission, and that as the func¬ 
 tion of the Commission is “largely one of investigation,” 
 
 “it should not be hampered in making inquiry pertaining 
 to interstate commerce by those narrow rules which pre¬ 
 vail in trials at Common Law where a strict correspondence 
 is required between allegation and proof.” 
 
 Statistics .—The Commission is authorized by Section 20 
 to require annual reports from all common carriers subject 
 to the law and to fix the time and prescribe the manner in 
 which such reports shall be made. 
 
 The section empowers the Commission “to require from 
 such carriers specific answers to all questions upon which 
 the Commission may need information,” and expressly 
 declares that annual reports shall show in detail the amount 
 of capitalization; the amount paid therefor, and the man¬ 
 ner of payment; the dividends paid; the surplus fund, if 
 any; the number of stockholders; the funded and floating 
 debt with the interest thereon; the cost and value of the 
 carriers’ property, franchises, and equipment; the number 
 of employees and the salaries paid each class; the amount 
 expended for improvement each year, and how expended; 
 with the character of such improvements, the earnings 
 and receipts from each branch of the business and from 
 all sources, the operating and other expenses, the balances 
 of profit and loss, a complete exhibit of the financial 
 operations for the year, and an annual balance sheet. 
 
 Further, the Commission is empowered to require in 
 these reports information concerning fares and freights 
 and agreements, arrangements, or contracts with other 
 common carriers, or to prescribe, if it considers such a 
 
46 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 197 U. S., —. 
 
 Section 16. 
 
 course wise and practicable, a uniform system of accounts 
 and the manner in which such accounts shall be kept. 
 This section applies to all railways crossing State bounda¬ 
 ries and apparently to those which are located wholly 
 within single States and are engaged in interstate trans¬ 
 portation. No effort has ever been made to secure reports 
 from the carriers by water which participate in transpor¬ 
 tation under arrangements for continuous carriage over 
 routes partly by rail and partly by water, or from inter¬ 
 state electric railway carriers, although the Commission 
 has held that these latter are subject to the act. 
 
 On April 10, 1905, the Supreme Court rendered a 
 decision in Interstate Commerce Commission v. Lake 
 Shore and Michigan Southern, in which it sustained the 
 opinion of the circuit court to the effect that the court had 
 no power to issue an original writ of mandamus requiring 
 a carrier subject to the act to file a report under Section 
 20. In this decision it was intimated that if the Commis¬ 
 sion had entered a formal order requiring the filing of a 
 report containing answers to specific inquiries a suit for 
 the enforcement of that order, under Section 16, could 
 have been successfully maintained. Sixteen annual vol¬ 
 umes of statistical reports, covering the years from 1888 
 to 1903, have been issued by the Commission (technically 
 known as appendices to its annual reports but published 
 in separate volumes) and these contain a comprehensive 
 statistical history of the financial operations of American 
 railways since the adoption of the present law. 
 
 Annual reports .—Eighteen volumes of the annual re¬ 
 ports of the Commission contain succinct statements of 
 the operations of the Commission and the information from 
 time to time collected concerning the manner and methods 
 in which railway business is conducted and the Commis¬ 
 sion’s recommendations concerning additional legislation. 
 
 The summary process of relief .—Having made this pro¬ 
 vision for the perpetuation of competition and established 
 the various agencies of publicity w T hich have been dis¬ 
 cussed, the law goes further and establishes a summary 
 method of relief from such evils in the adjustment of rail¬ 
 way charges as fail of correction through either of the 
 other means. This summary process takes up the formal 
 report and opinion of the Commission where it is left by 
 Section 15 and makes it the basis of judicial proceedings, 
 which, if the anterior steps of the process have been so 
 conducted as to survive the test of judicial scrutiny, must 
 result in the enforcement of the relief recommended by 
 the Commission. 
 
 It should be remembered that Section 14 authorizes the 
 Commission, after conducting an investigation in the form 
 indicated by Section IT, to make 66 its recommendation as 
 to what reparation, if any, should be made by the common 
 carrier to any party or parties who may be found to have 
 been injured,” and that Section 15 makes it the duty of 
 the Commission, when satisfied “that anything has been 
 
DIGEST OF HEADINGS ON BAIL WAY RATES. 
 
 47 
 
 done or omitted to be done in violation of the provisions 
 of this act or of any law cognizable by said Commission, 
 by any common carrier, or that any injury or damage has 
 been sustained by the party or parties complaining or by 
 other parties aggrieved in consequence of any such viola¬ 
 tion," forthwith to issue a 44 notice” to such common car¬ 
 rier "‘to cease and desist from such violation, or to make 
 reparation for the injury so found to have been done, or 
 both, within a reasonable time, to be specified by the Com¬ 
 mission." It is further provided by Section 15 that on 
 compliance with such notice or satisfying the party com¬ 
 plaining the carrier shall he relieved from further liability 
 for such particular violation of law. 
 
 The foregoing have all been properly classified as 
 measures for bringing effectively to bear upon the carrier 
 the power of publicity for the enforcement of the stand¬ 
 ards of obligation set out in the earlier sections of the 
 law. In case this result is not secured Section 10 acts upon 
 the Commission’s 44 recommendation" or “notice” and 
 provides judicial means for its enforcement. The dis¬ 
 tinction between the character of the processes contem¬ 
 plated in sections 14 and 15, on the one hand, and Section 
 16, on the other, is even suggested by the terms used, for 
 the latter is made applicable only when a 44 lawful order 
 or requirement” of the Commission has been violated. In 
 such a case it was formerly 4 ‘the duty of, 11 but since 1889 
 has been 44 lawful for” the Commission, and ever since 
 1887 it has been 44 lawful” for 44 any company or person 
 interested in such order or requirement” to institute pro¬ 
 ceedings in equity in any circuit court of the United 
 States having jurisdiction, and if the court is convinced 
 that a 44 lawful order” of the Commission has been vio¬ 
 lated it becomes its duty, by suitable process, to compel 
 obedience. 
 
 As originally enacted, Section 10 made no distinction 
 between the lawful orders of the Commission. These, 
 however, include orders for 44 reparation” and with regard 
 to these cases, if the reparation amounts to more than $20 
 it would appear that under the Seventh amendment to the 
 Constitution of the United States the common carrier is 
 -entitled to the right of trial by jury and to have the pro¬ 
 ceedings conducted in accordance with the Common Law. 
 To cure this defect the section was amended in 1889 so as 
 provide, in the case of orders for reparation, for proceed¬ 
 ings upon the law side of the circuit courts. The question 
 as to the procedure which may lead to 44 lawful orders” of 
 this class by the Commission, as well as those involved in 
 their enforcement by the Federal courts, are still unsettled, 
 but they do not play so important a part in the current 
 suggestions concerning legislation as to demand further 
 discussion in this place. What is hereafter said will apply 
 to orders which are not in any case “founded upon a con¬ 
 troversy requiring a trial bv jury as provided by the 
 Seventh amendment to the Constitution of the United 
 States.” 
 
48 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Section 16. 
 
 Sections 14,16. 
 
 Interstate 
 Commerce Com¬ 
 mission v. Lake 
 Shore and Michi¬ 
 gan Southern, 
 197 U. S. 
 
 This section further provides that the proceedings in 
 equity to enforce the orders of the Commission shall be 
 commenced “ in a summary way by petition," shall be 
 heard and determined “on such short notice to the com¬ 
 mon carrier complained of as the court shall deem reason¬ 
 able," and that they shall be conducted “in such manner 
 as to do justice in the premises,” but “without the formal 
 pleadings and proceedings applicable to ordinary suits in 
 equity.” In these proceedings the findings of fact made 
 I 33 7 the Commission are prima facie evidence of the matters 
 therein stated. Either party may appeal to the Supreme 
 Court when the subject in dispute is of the value of $2,000’ 
 or more and upon giving security, but “said appeal shall 
 not operate to stay or supersede the order of the court or 
 the execution of any writ or process thereon.” 
 
 The court may order the payment of costs and reason¬ 
 able counsel fees. When proceedings are instituted by 
 the Commission it is the duty of the district attorney, un¬ 
 der the direction of the Attorney-General of the Cnited 
 States, to prosecute them at the expense of the United 
 States. After the creation of the United States circuit 
 court of appeals, appeals from the circuit courts lay to 
 the new court, but under the law of February 11 , 1903, 
 the appeal is directly to the Supreme Court and must be 
 taken within sixty days from the entry of final decree. 
 The supplemental act of February 11 , 1903, also provides 
 that upon certificate from the Attorney-General to the 
 clerk of the circuit court that the case is of “general pub¬ 
 lic importance” such case shall be given preference over 
 all others and in every way expedited. 
 
 In a recent case the Supreme Court said: 
 
 * * * By section 16 a summary proceeding in equity is author¬ 
 ized and the form of the ultimate order of the court mav be that of a 
 “writ of injunction or other proper process, mandatory or otherwise.” 
 Without attempting now to define the extent of that section we may 
 say it seems adequate to enable the Commission to enforce any order 
 it is authorized to make. 
 
 The foregoing analvsis is sufficient to indicate that when 
 a circuit court of the United States is considering an 
 application for the enforcement of an order previously 
 issued by the Interstate Commerce Commission there are 
 actually only two questions which may arise. These are: 
 
 A. Has a lawful order been issued? 
 
 B. Has it been obeyed? 
 
 Experience indicates that the second of these questions 
 is here negligible. It is, of course, conceivable that an 
 order might be framed in such general terms as to permit 
 a controversy over the question whether acts alleged to 
 constitute compliance therewith amount actually to obedi¬ 
 ence. But no such case has ever occurred and the proba¬ 
 bility of such a controversy seems extremely remote. 
 Such questions as have been presented to the courts have 
 related wholly to the question whether the “orders” in 
 particular cases were within the power conferred upon 
 
DIGEST OF HEADINGS ON KAILWAY RATES. 
 
 49 
 
 the Commission by the statutes under which it acts and 
 could therefore be treated as u lawful” orders. 
 
 It is obvious that an order issued by the Commission 
 might be unlawful because of errors on the part of the 
 Commission relating (a) to matters of fact, or (b) to mat¬ 
 ters of law. The Federal courts have, without serious 
 objection in any quarter, uniformly maintained the right 
 to review the orders upon either of these points. Natur¬ 
 ally if an order of the Commission can be challenged on 
 the ground that it is based upon errors of fact, the courts 
 must determine the precise weight to be attached to the 
 findings of the Commission and, if these are, upon reex¬ 
 amination, discovered to be in whole or in part defective, 
 whether there is power in the courts to revise the orders 
 and to issue decrees enforcing such modified forms thereof 
 as may seem to the courts to constitute lawful orders. 
 
 In a very early case Judge Jackson, of the circuit court 
 for the district of Kentucky, made an elaborate examina¬ 
 tion of the law and established by^ its interpretation cer¬ 
 tain principles which have remained substantially unques¬ 
 tioned. This proceeding was brought by the Kentucky 
 and Indiana Bridge Company to enforce an order requir¬ 
 ing the Louisville and Nashville Railroad to receive freight 
 at a particular point, an order which had been issued by^ 
 the Commission as the result of proceedings instituted by 
 the former. The court refused to enforce the order, bas¬ 
 ing its refusal upon matters of law and also upon a reex¬ 
 amination of the facts in the light of new testimony, 
 which it asserted the right of the courts to receive and 
 consider as well as in the light of the facts found b}^ the 
 Commission, which are made prima facie evidence by the 
 law. 
 
 Upon the questions now under discussion the court 
 determined ( a) that the Commission is invested with only 
 administrative powers of supervision and investigation 
 which fall far short of making it a court or its actions 
 judicial; (b) that its findings of fact, being given only the 
 force and weight of prima facie evidence in subsequent 
 judicial proceedings, its functions are in the nature of 
 those of a general referee of each and every circuit court 
 of the United States for the matters covered by the Inter¬ 
 state Commerce law; (c) that in making these findings 
 prima facie evidence Congress merely exercised the well- 
 established legislative power to prescribe a rule of evi¬ 
 dence which in no way encroaches upon the court’s proper 
 functions, and ( d ) that the courts are not confined to the 
 mere reexamination of the cases as heard and reported by 
 the Commission, but hear and determine them de novo 
 upon proper pleadings and proof, the latter including not 
 only the prima facie facts reported by the Commission 
 but all such other and further testimony as either party 
 may introduce bearing upon the matters in controversy. 
 Quotations from this decision will assist in making the 
 present situation clear. 
 
 S. Doc. 244, 59-1-4 
 
 • 
 
 Kentucky and 
 Indiana Bridge 
 Company v. 
 Louisville and 
 Nashville R. R., 
 37 Fed. Rep., 567, 
 decided Jan. 7, 
 1889. 
 
50 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 % 
 
 162 U. S., 197. 
 
 The court said, in part: 
 
 While the Commission possesses and exercises certain powers and • 
 functions resembling those conferred upon and exercised by,regular 
 courts, it is wanting in several essential constituents of a court. Its 
 action or conclusion upon matters of complaint brought before it for 
 investigation, and which the act designates as the “ recommendation ,’ 7 
 “report,” “order,” or “requirement” of the board is neither final 
 nor conclusive; nor is the Commission invested with any authority to 
 enforce its decision or award. Without reviewing in detail the pro¬ 
 visions of the law, we are clearly of the opinion that the Commission 
 is invested with only administrative powers of supervision and inves¬ 
 tigation, which fall far short of making the board a court or its action 
 judicial, in the proper sense of the term. The Commission hears, 
 investigates, and reports upon complaints made before it involving 
 alleged violations of or omissions of duty under the Act; but subsequent 
 judicial proceedings are contemplated and provided for as the remedy 
 for the enforcement, either by itself or the party interested, of its 
 order or report in all cases where the party complained of, or against 
 whom its decision is rendered, does not yield voluntary obedience . 
 thereto. * * * The Commission is charged with the duty of inves¬ 
 tigating and reporting upon complaints, and the facts found or reported 
 by it are only given the force and weight of prima facie evidence in all 
 such judicial proceedings as may thereafter be required or had for the 
 enforcement of its recommendation or order. The functions of the 
 Commissioner are those of referees or special commissioners, appointed 
 to make preliminary investigation of and report upon matters for sub¬ 
 sequent judicial examination and determination. In respect to inter¬ 
 state commerce matters covered by the law, the Commission may be 
 regarded as the general referee of each and every circuit court of the 
 United States, upon which the jurisdiction is conferred of enforcing 
 the rights, duties, and obligations recognized and imposed by the act. 
 
 It is neither a Federal court under the Constitution, nor does it exer¬ 
 cise judicial powers, nor do its conclusions possess the efficacy of judicial 
 proceedings. * * * 
 
 We are also clearly of opinion that this court is not made by the Act 
 the mere executioner of the Commissioner’s order or recommendation, 
 so as to impose upon the court a nonjudicial power. * * * The 
 suit in this court is, under the provisions of the act, an original and 
 independent proceeding, in which the Commission’s report is made 
 prima facie evidence of the matters or facts therein stated. It is clear 
 that this court is not confined to a mere reexamination of the case as 
 heard and reported by the Commission, but hears and determines the 
 cause de novo, upon proper pleadings and proofs, the latter including 
 not only the prima facie facts reported by the Commission, but all such 
 other and further testimony as either party may introduce bearing 
 upon the matters in controversy. The court is empowered “ to direct 
 and prosecute, in such mode and by such persons as it may appoint, 
 all such inquiries as the court may think needful to enable it to form 
 a just judgment in the matter of such petition; and on such hearing 
 the report of said Commission shall be prima facie (not conclusive) 
 evidence of the matters therein stated. No valid constitutional ob¬ 
 jection can be urged against making the findings of the Commission 
 prima facie evidence in subsequent judicial proceedings. Such a pro¬ 
 vision merely prescribes a rule of evidence clearly within well recog¬ 
 nized powers of the legislature, and in no way encroaches upon the 
 court’s proper functions. 
 
 Nothing inconsistent with the foregoing has appeared in 
 any subsequent decision, although there has been a notable 
 tendency to express the reliance which the courts must 
 place upon the conclusions of a public agency of the char¬ 
 acter of the Commission. Thus, in the Import Kate case 
 the Supreme Court reversed the decree of the circuit court 
 of appeals which, while intimating “its dissent from, or, 
 at least, its distrust of, the view of the Commission,” had 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 51 
 
 proceeded to enforce the order of the Commission upon 
 
 the ground that, even though its interpretation of the law 
 
 was erroneous, the facts did not justify the disparity in 
 
 rates which had been complained of and the Commission Q4 | 7 Rep 
 
 had attempted to prohibit. Commenting upon this action ‘ 
 
 of the circuit court of appeals, the Supreme Court said: 362 v. s., 238. 
 
 This course proceeded, we think, upon an erroneous view of the 
 position of the case. That question was not presented to the consid¬ 
 eration of the court. There was no allegation in the Commission’s 
 appeal or petition that the inland rates charged by the defendant 
 company were unreasonable. That issue was not presented. The 
 defendant company was not called upon to make any allegation upon 
 the subject. No testimony was adduced by either party on such an 
 issue. What the Commission complained of was that the defendant 
 refused to recognize the lawfulness of its order; and what the defend¬ 
 ant asserted, by way of defense, was that the order was invalid, be¬ 
 cause the Commission had avowedly declined to consider certain 
 “circumstances and conditions ” which, under a proper construction of 
 the Act, it ought to have considered. If the circuit court of appeals was 
 of opinion that the Commission in making its order had misconceived 
 the extent of its powers, and if the circuit court had erred in affirming 
 the validity of the order made under such a misconception, the duty 
 of the circuit court of appeals was to reverse the decree, set aside the 
 order, and remand the case to the Commission in order that it might, 
 if it saw fit, proceed therein according to law. The defendant was 
 entitled to have his defense considered, in the first instance at least, 
 by the Commission upon a full consideration of all the circumstances 
 and conditions upon which a legitimate order could be founded. 
 
 In the Behlmer case the Supreme Court spoke of the 1.75 u. sl, 648 . 
 Commission as follows: 
 
 That body, from the nature of its organization and the duties im¬ 
 posed upon it by the statute, is peculiarly competent to pass upon 
 questions of fact of the character here arising. 
 
 The foregoing passage was quoted with approval in the 
 subsequent decision in the Chattanooga case, and the Su- isiu. s., 3 . 
 preme Court asserted that it had— 
 
 steadily refused * * * to exert its original judgment upon the 
 facts where, under the statute, it was entitled, before approaching the 
 facts, to the aid which must necessarily be afforded by the previous 
 enlightened judgment of the Commission upon such subjects. 
 
 Again, in the Georgia commission cases the Supreme is 1 n. s., 29 . 
 Court expressed a similar view, saying: 
 
 Despite, however, the error of law which the Commission committed 
 in. these cases, and in consequence of which error it made no investiga¬ 
 tion of the facts, but postponed the performance of its duty on this 
 subject until a further application was made for relief, it is now urged 
 that we should enter into an original investigation of the facts for the 
 purpose of considering a number of questions as to discrimination, as 
 to preference, as to reasonableness of rates, as to the relation which 
 the rates at some places bore to those at others, in order to discharge 
 the duty which the statute has expressly, in the first instance, declared 
 should be performed by the Commission. 
 
 In the East Tennessee, Virginia and Georgia case, just decided, 181 u. S., 1. 
 following the ruling made in Louisville and Nashville Railroad v. |7 < r ’m s., 648 
 Behlmer, and previous cases, we have held that, where the Commis¬ 
 sion by reason of its erroneous construction of the statute had in a case 
 to it presented declined to adequately find the facts, it was the duly 
 of the courts, on application made to them, to enforce the erroneous 
 order of the Commission, not to proceed to an original investigation 
 of the facts which should have been passed upon by the Commission, 
 
52 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 4 
 
 but to correct the error of law committed by that body, and after 
 doing so to remand the case to the Commission so as to afford it the 
 opportunity of examining the evidence and ‘ finding the facts as re¬ 
 quired by law. The investigation which we have given the questions 
 which arise in these cases and the consideration we have bestowed 
 upon the issues which were involved in the case of the East Tennessee, 
 Virginia and Georgia Railroad have served but to impress upon us 
 the necessity of adhering to that rule in order that the statute may be 
 complied with both in letter and spirit. 
 
 It may, therefore, be regarded as settled that when the 
 Commission has proceeded upon the correct view of the 
 law, the question whether its order is justified by the facts 
 may be examined not only in the light of the findings of 
 fact made by the Commission, but in that of further testi¬ 
 mony, which the court is at liberty to hear at the sugges¬ 
 tion of either or both parties; but that when the Commission* 
 has, from an erroneous interpretation of the law, declined 
 to consider whole classes of evidence the case must be 
 remanded to that body which, under the law, is first to 
 consider all the facts properly bearing upon the questions 
 at issue. 
 
 Whether the courts can revise the order of the Commis- 
 64 Fed. Rep., sion in any degree was considered by the circuit court for 
 ■3- the northern district of New York in Interstate Commerce 
 
 Commission Delaware, Lackawanna and Western. The 
 decision in this case reads, in part: 
 
 The court can not substitute for an order actually made one such as 
 the Commission might, or should have made, or such as the Commis¬ 
 sion intended to, but failed to make. This court has no revisory power 
 over the orders of the Commission. Its function in a proceeding like 
 this is merely to inquire whether the respondents, the common car¬ 
 riers, have refused or neglected to perform any lawful order or require¬ 
 ment of the Commission. It can not undertake to decide whether the 
 respondents have violated one which the Commission might have 
 lawfully made. 
 
 The same question was presented in the circuit court 
 for the northern district of Ohio in Interstate Commerce 
 Commission v. Lake Shore and Michigan Southern Rail¬ 
 ways, and a similar decision was rendered. In this case the 
 circuit court was asked to enforce a particular part of an 
 order, but declined to do so, saying: 
 
 A62 U. S., 184. 
 
 I find, then, that the order, as an entirety, is beyond the power of 
 the Commission to make, and is, therefore, not a lawful order, and is 
 not an order which this court is empowered by the statute to enforce. 
 
 These conclusions seem to have the sanction of the later 
 decisions of the Supreme Court of the United States, al¬ 
 though the precise question has never been discussed in 
 an opinion of that court, and there may still be room for 
 contending that the separation of a plainly divisible order 
 and the enforcement of one or more of the clearly sepa¬ 
 rable portions is possible under the statute. 
 
 In the Social Circle case decided by the Supreme Court 
 on March 30, 1896, such a decision had been made by tin' 
 circuit court of appeals, and its action was sustained by the 
 Supreme Court. The question whether the order must be 
 treated by the court as an entirety does not appear, how¬ 
 ever, to have been raised at any stage of the proceedings 
 in this case. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 53 
 
 It has been claimed that in certain cases before the Com¬ 
 mission the record has been incomplete as to the justifica¬ 
 tion for the rates complained of, which has subsequently 
 been more fully presented to the Federal courts. In the 
 Social Circle case, already referred to, the Supreme Court 
 gave consideration to this suggestion and said: 
 
 We think this is a proper occasion to express disapproval of such a 
 method of procedure on the part of the railroad companies as should 
 lead them to withhold the larger part of their evidence from the Com¬ 
 mission and first adduce it in the circuit court. The Commission is 
 an administrative body and the courts are only to be resorted to when 
 the Commission prefers to enforce the provisions of the statute by a 
 direct proceeding in the court, or when the orders of the Commission 
 have been disregarded. The theory of the act evidently is, as shown 
 by the provision that the findings of the Commission shall be regarded 
 as prima facie evidence, that the facts are to be disclosed before the 
 Commission. We do not mean, of course, that either party in a trial 
 in court is to be restricted to the evidence that was before the Com¬ 
 mission, but that the puposes of the act call for a full inquiry by the 
 Commission into all the circumstances and conditions pertinent to the 
 questions involved. 
 
 One of the questions arising in the effort to define the 
 term 44 lawful order,” in the light of the statute, has already 
 been discussed in presenting' the standards of obligation * 
 set up in the law. Orders which attempt to set up stand¬ 
 ards other than those to be found in the law are not lawful, 
 and when in'the series of 4: long and short haul” cases the 
 courts determined that competition of markets and of car¬ 
 riers subject to the act could create the dissimilarity of 
 circumstances and conditions necessary to relieve the car¬ 
 riers from the strict application of the general rule of Sec¬ 
 tion 4 without the exercise of dispensing power on the part 
 of the Commission, they, in effect, decided that no order 
 based upon a different interpretation of the law could be 
 a 44 lawful order.” 
 
 Other cases arose from the interpretation for a time 
 placed upon the law by the Commission, to the effect that 
 when it had found a particular rate or group of rates to 
 be unreasonable it was its duty to find that some other 
 rate or group of rates was reasonable or constituted the 
 maximum rate or group of rates which could be regarded 
 as reasonable, and that it had the power in these cases to 
 order the substitution of the rate or group of rates thus 
 approved for those which had been disapproved. The first Evans v. The 
 case in which the Commission acted upon this theory of amf'Navigation 
 the law was decided on December 3, 1887. The complaint ^ ^ c - c * 
 was that the rate of 30 cents per 100 pounds on wheat from 
 Walla Walla, Wash., to Portland, Oreg., was unreason¬ 
 able and extortionate, and the Commission was asked to 
 order its reduction to 15 cents per 100 pounds. The con¬ 
 clusion reached was that a rate of 231 cents per 100 pounds 
 was the maximum reasonable rate and the order of the 
 Commission was in the following form: 
 
 That on and after the 15th day of December, 1887, the defendant 
 must cease to charge more than 23J cents per hundred pounds, or 
 $4.70 per ton, on wheat transported over its railroad lines from Walla 
 Walla, in Washington Territory, to Portland, in the State of Oregon, 
 during the present grain season. 
 
54 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 It will be observed that this order related to a single 
 rate between two points, and that it was only to be enforced 
 during a single shipping season. The Commission pro¬ 
 ceeded upon the theory of law involved in the foregoing 
 for nearly ten years and issued numerous orders of similar 
 character, but frequently much broader in scope, including 
 r 92 L C,C ’’ Rep ’one ^ ie Maximum Rate case decided on May 29, 1894. 
 
 Mr Clements, The latter order required specific changes in rates from 
 3031 Cincinnati and Chicago to Knoxville, Chattanooga, Rome, 
 
 Atlanta, Meridian, Birmingham, Anniston, and Selma, and 
 in general terms ordered readjustments at many other 
 points. The existence of this power to prescribe rates in 
 an order was challenged. The Fifth Annual Report of 
 the Interstate Commerce Commission shows that this was 
 done in an answer of the Lehigh Valley Railroad to a 
 Mr. 1 elements petition in equity filed by the Commission to enforce an 
 29 M 6e rr e< i' vie'? order of similar character, this answer being dated July 1, 
 3761 mcv ° 1891. The answer in this case contains the following: 
 
 This defendant is advised by counsel, and therefore avers, that the 
 Act entitled “An act to regulate commerce” does not authorize the 
 said Commission to fix the rates of transportation which shall be 
 • charged by railroad corporations. 
 
 If was also challenged before the circuit court in the 
 proceedings to enforce the ordjerof the Commission in the 
 Social Circle case, and when that case reached the Supreme 
 Court of the United States the latter said: 
 
 162 u. S., 184. Whether Congress intended to confer upon the Interstate Commerce 
 Commission the power to itself fix rates was mooted in the courts below, 
 and is discussed in the briefs of counsel. * * * We do not find 
 any provision of the Act that expressly, or by necessary implication, 
 con ?ers such a power. 
 
 It is argued on behalf of the Commission that the power to pass 
 upon the reasonableness of existing rates implies a right to prescribe 
 rates. This is not necessarily so. The reasonableness of the rate, in 
 a given case, depends on the facts, and the function of the Commis¬ 
 sion is to consider these facts and give them their proper weight. If 
 the Commission, instead of withholding judgment in such a matter 
 until an issue shall be made and the facts- found, itself fixes a rate, that 
 rate is prejudged by the Commission to be reasonable. 
 
 This decision was rendered on March 30, 1896. The 
 Commission did not regard the language which it contains 
 as a condemnation of its theory of the law but assumed 
 that it was “ the intention of the Supreme Court * * * 
 
 to condemn only the making of rates by the Commission 
 without investigation of the facts on notice to the carrier.” 
 In the Commission’s view the court had implied that 44 if 
 the Commission does withhold its judgment until issue 
 shall be made and the facts found, and then requires a car¬ 
 rier not to exceed the charges indicated by the evidence 
 to be reasonable and just, such action is authorized by 
 the act.” 
 
 167 u. s.. 479 . The Maximum Rate case, which has already been alluded 
 to, reached the Supreme Court soon after this and afforded 
 an opportunity for further discussion of the question raised 
 in the Social Circle case. The court said: 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 55 
 
 The question debated is whether it (the act to regulate commerce) 
 vested in the Commission the power and the duty to fix rates; and the 
 fact that this is a debatable question, and has been most strenuously 
 and earnestly debated, is very persuasive that it did not. The grant of 
 such a power is never to be implied. The power itself is so vast and 
 comprehensive, so largely affecting the rights of carrier and shipper, 
 as well as indirectly all commercial transactions, the language by 
 which the power is given had been so often used and was so familiar 
 to the legislative mind and is capable of such definite and exact state¬ 
 ment, that no just rule of construction would tolerate a grant of such 
 power by mere implication. 
 
 Reference was made to the argument suggested in the 
 Commission’s annual report for 1896, which had been 
 advanced before the court. On this subject the Supreme 
 Court said: 
 
 Some reliance was placed in the argument on this sentence, found 
 in the opinion of this court in Cincinnati, New Orleans, etc., Railway 
 v. Interstate Commerce Commission, if the Commission, instead of 
 withholding judgment in such matter until an issue shall be made 
 and the facts found, itself fixes a rate, “that rate is prejudged by the 
 Commission to be reasonable.” And it is thought that this court 
 meant thereby that while the Commission was notin the first instance 
 authorized to fix a rate, yet that it could, whenever complaint of an 
 existing rate was made, give notice and direct a hearing, and upon 
 such hearing determine whether the rate established was reasonable 
 or unreasonable, and also what would be a reasonable rate if the one 
 prescribed was found not to be, and that such order could be made 
 the basis of a judgment in mandamus requiring the carrier thereafter 
 to conform to such new rate. 
 
 And the argument is now made, and made with force, that while 
 the Commission may not have the legislative power of establishing 
 rates, it has the judicial power of determining that a rate already 
 established is unreasonable and with it the power of determining what 
 should be a reasonable rate, and of enforcing its judgment in this 
 respect by proceedings in mandamus. The vice of this argument is 
 that it is building up indirectly and by implication a power which is 
 not in terms granted. It is not to be supposed that Congress would 
 ever authorize an administrative body to establish rates without inquiry 
 and examination; to evolve, as it were, out of its own consciousness, 
 the satisfactory solution of the difficult problem of just and reasonable 
 rates for all the various roads in the country. And if it had intended 
 to grant the power to establish rates it would have said so in unmis¬ 
 takable terms. 
 
 It may well serve the purposes for which this report is 
 being prepared clearly to set out at this place the fact that 
 the precise object sought to be attained by the legislative 
 proposals now being advanced is to authorize the Commis¬ 
 sion to make orders similar to the order in the Evans case 
 and the Maximum Rate case, the latter being the case 
 under discussion in the foregoing quotations. 
 
 After the decision in this case the Commission, for a 
 time, proceeded upon the theory that, while it might n6t 
 establish, by its order in a particular case, maximum rates 
 to be observed in the future, it could establish the rela¬ 
 tions between the rates compared and require the observ¬ 
 ance of the relations by it found to be reasonable. This 
 view was taken in the case of the Merchants’ Union of 
 Spokane Falls v. The Northern Pacific Railroad, and was 
 presented to the circuit court for the northern district of 
 
 1 I. C. C. Rep., 
 325. 
 
 4 I. C. C. Rep., 
 592. 
 
 5 I. C. C. Rep., 
 478. 
 
56 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 and^Trust Com- Washington in an application to enforce the Commission’s 
 panyv.Northern order in that case. The master in chancery, to whom the 
 Rep. 0 249 83 Fed 'case was referred by the court, reported that— 
 
 The Interstate Commerce Commission is not authorized to fix rates, 
 either absolutely or relatively, and where the Commission has as¬ 
 sumed to make an order fixing rates for the carriage of merchandise 
 by railroads to a designated point, it is the duty of the court to declare 
 such order to be null and void. 
 
 This conclusion had the approval of the court, which 
 said: 
 
 In so far as the order is definite and specific, it is invalid, because 
 the Commission was not authorized to prescribe rates. 
 
 The summary process as modified by the Elkins law .— 
 The foregoing affords an accurate view of the summary 
 process of relief which has existed from the beginning, 
 with the modifications made in 1889 and 1891. This proc¬ 
 ess exists precisely as described at the present time; but 
 with regard to the second standard of obligation—namely, 
 that 44 rates must be so adjusted as to be relatively reason¬ 
 able’ 1 —an alternative summary process has existed since 
 February, 1903. The act approved on that date, com¬ 
 monly known as the u Elkins law,’ 1 provides: 
 
 Section 3 of That whenever the Interstate Commerce Commission shall have 
 
 * * 
 
 * 
 
 is 
 
 r^ufa tv/c rt 'reasonable ground for belief that any common carrier 
 raerce with for- committing any discriminations forbidden by law a petition may be 
 eign nations and presented alleging such facts to the circuit court of the United States 
 states 1 a > noVed * n e( I u ffy having jurisdiction; and when the act complained of 
 
 Febru a^ry^I9 , is alleged to have been committed or as being committed in part in 
 1903. ‘ ’ more than one judicial district or State, it may be dealt with, inquired 
 
 of, tried, and determined in either such judicial district or State, 
 whereupon it shall be the duty of the court summarily to inquire into 
 the circumstances, upon such notice and in such manner as the court 
 shall direct and without the formal pleadings and proceedings appli¬ 
 cable to ordinary suits in equity, and to make such other persons or 
 corporations parties thereto, as the court may deem necessary, and, 
 upon being satisfied of the truth of the allegations of said petition, said 
 court shall * * * direct and require a discontinuance of such dis¬ 
 crimination by proper orders, writs, and process, which said orders, 
 writs, and process may be enforceable as well against the parties inter¬ 
 ested in the traffic as against the carrier, subject to the right of appeal, 
 as now provided by law. 
 
 This statute clearly applies to all discriminations pro¬ 
 hibited by Section 2 and Section 3 of the original Act, but 
 does not in terms cover violations of Section 1, if it be 
 understood that that section applies only to rates which 
 are unreasonable and unjust in and of themselves and not 
 as compared with other rates. The distinction between 
 the summary process originally provided and the addi¬ 
 tional process made applicable bv the new statute to 44 dis¬ 
 criminations forbidden by law’ 1 is that the latter gives to 
 the courts jurisdiction to afford relief against such dis¬ 
 criminations independent of an 44 order’ 1 previously entered 
 by the Commission and accords to the latter standing: in 
 court as a complainant in equity for relief against such 
 discriminations whenever it has 44 reasonable ground for 
 belief" that they exist, and without its having proceeded 
 in the formal way prescribed by Section 17 to issue the 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 57 
 
 order required under Section 16. The effect of this law 
 was brought to the attention of the Supreme Court of the 
 United States in Missouri Pacific Railway v. United States, 189 u. s., 274 . 
 and, in that case, sustaining the right to enter suit in the 
 manner here indicated, the court said: 
 
 Bearing in mind that, prior to the request of the Commission upon 
 which the suit was brought, no hearing was had before the Commis¬ 
 sion concerning the matters of fact complained of, and therefore no 
 finding of fact whatever was made by the Commission, and it had 
 issued no order to the carrier to desist from any violation of the law 
 found to exist, after opportunity afforded to it to defend, the question 
 for decision is whether, under such circumstances, the law officers 
 of the United States at the request of the Commission were authorized 
 to institute this suit? 
 
 Testing this question by the law which was in force at the time 
 when the suit was begun and when it was decided below, we are of 
 the opinion that the authority to bring the suit did not exist. But 
 this is not the case under the law as it now exists, since power to pros¬ 
 ecute a suit like the one now under consideration is expressly con¬ 
 ferred by an act of Congress adopted since this cause was argued at 
 bar—that is, the “act to further regulate commerce with foreign nations 
 and among the States,” approved February 19, 1903. 
 
 It may be well to state that the original bill of com¬ 
 plaint in the case which led to the foregoing decision was 
 that the rates between St. Louis and Wichita, on the 
 one hand, and St. Louis and Omaha, on the other, were so 
 adjusted as to operate u an unjust and unreasonable prej¬ 
 udice and disadvantage against the city of Wichita and 
 the localities tributary thereto, and against the shippers 
 of freight between St. Louis and the city of Wichita.” 
 
 FORMS OF TARIFF SCHEDULES. 
 
 As preliminary to a consideration of the complaints 
 submitted by the witnesses who appeared before the com¬ 
 mittee, which are made the basis for recommendations of 
 remedial legislation, it may be well briefly to state some 
 of the general facts as to the methods by which the spe¬ 
 cific railway rates applied to particular services are deter¬ 
 mined. These facts are those that relate, not so much to 
 the commercial conditions which ultimately control rates 
 and rate adjustments, but, rather, to the general schemes 
 of systematic rate making which have been evolved in the 
 course of the American railway practice of nearly three 
 generations. 
 
 Classification .—It is usual to state that the classification 
 of freight is the common basis of rates. This statement 
 is, however, inaccurate, for it leaves out of view the vastly 
 preponderating portion of the traffic carried which is 
 moved not at rates determined by the classification, but at 
 special commodity rates in the making of which the classifi¬ 
 cation is more or less completely disregarded. As a gen¬ 
 eral rule, it is true that the classification is applied to the 
 higher grades of merchandise and to those articles which 
 move infrequently and in relatively small quantities, but, 
 in every portion of the United States, the great staple 
 
58 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 commodities are provided for by special commodity rates. 
 Thus cotton, grain, lumber, iron and steel (except in their 
 highly manufactured forms), coal, and live stock, and 
 dressed meats are only in rare instances moved by rail 
 except at commodity rates. 
 
 These rates are published precisely the same as class 
 rates, and are only special in the sense that these partic¬ 
 ular articles are excepted from the general classifications. 
 Where they are applicable the differentials and other 
 established relations among rates, to be hereafter dis¬ 
 cussed, are applied to commodity rates precisely in the 
 same manner in which they are applied to class rates. 
 One witness before the committee estimated that 85 per 
 cent of the total tonnage movement is carried at commodity 
 rates. 
 
 There are three principal railway freight classifications 
 in use throughout the United States. The “Official” 
 classification applies generally to traffic, for which special 
 commodit}^ rates are not provided, throughout all the 
 territory north of the Potomac and Ohio rivers and east 
 of the Mississippi river. 
 
 The “Western” classification is applied throughout the 
 territory west of the Great Lakes and the Mississippi 
 river, and the “Southern” classification in the territory 
 not covered by the other two. In many cases exceptions 
 are made of traffic originating in one of these territories 
 and destined to one of the others b}^ applying the classifi¬ 
 cation used by the originating or delivering line to the 
 entire service, but in other cases in which through rates 
 are made by combination it is necessary to take into con¬ 
 sideration two or more classifications. In addition to the 
 classifications named, Illinois, Georgia, and several other 
 States prescribe, under legislative authority, classifica¬ 
 tions of their own which, however, are applicable only to 
 traffic wholly within their respective State limits. The 
 three great classifications were originally made and are 
 maintained, and from time to time modified, by the com¬ 
 mon action of the railroads interested, but every line is at 
 liberty to make exceptions to suit the demands of its own 
 traffic and there are some general exceptions applicable to 
 particular regions. 
 
 The three principal classifications vary greatly in char¬ 
 acter, owing to the fact that each is an expression of com¬ 
 mercial and traffic conditions of great areas, in which the 
 great basic industries themselves differ widely and in 
 which general business assumes widely divergent forms. 
 The “Official" classification groups the articles, which it 
 includes in 6 classes; the “Western” has 10 classes, of 
 which 0 are especially provided for shipments in carload 
 quantities, and the “Southern” has 14 classes. All of 
 these classifications provide lower ratings for some arti¬ 
 cles when carried in carload quantities than when shipped 
 in smaller lots. They differ widely, however, in the rela- 
 tive number of articles so treated. The following: table 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 59 
 
 shows the number of items in each classification and the 
 number and proportions which are given lower classifica¬ 
 tions for carload lots: 
 
 Classification. 
 
 Number 
 of items. 
 
 Number of 
 items given 
 carload 
 ratings. 
 
 Percentage 
 of total 
 number of 
 items given 
 carload 
 ratings. 
 
 Official. 
 
 9,370 
 8,044 
 ' 3,664 
 
 7,648 
 5, 678 
 2,404 
 
 81.62 
 70.59 
 65.61 
 
 W estern. 
 
 Southern. 
 
 
 The data in the foregoing table are the latest compiled 
 by the Interstate Commerce Commission and relate to the 
 year 1902. 
 
 Mileage rates .—The earliest railway rates were very 
 generally adjusted upon a mileage basis. It became evi¬ 
 dent, quite early, however, that the strict observance of 
 this system, under which charges are determined by mul¬ 
 tiplying the distance traversed by the rate per mile deter¬ 
 mined upon for the particular class of goods shipped, is 
 inconsistent with the extensive development of long-dis¬ 
 tance traffic; while, at the same time, it does not admit of 
 the adjustment of rates to meet traffic conditions which, 
 although operating with controlling force at particular 
 points, do not equally affect the business of intermediate 
 stations. Thus a railway running in a dir.ect line between 
 points connected by an indirect water route, forming, per¬ 
 haps, the hypothenuse of a triangle of which the other 
 sides are constituted by water ways, might find itself un¬ 
 able to do any business between its terminals if its rates 
 increased progressively in proportion to distance. 
 
 In such a case, by reducing the rate per ton per mile as 
 the distance increased, the railway might, often without 
 applying lower rates at its terminals than to intermediate 
 points, secure a considerable share of the traffic between 
 its terminals. A similar tapering of the average rate per 
 ton per mile as the distance increases may also permit the 
 transportation of commodities over distances for which 
 the rates would be prohibitive if the simpler plan of equal 
 mileage rates were followed. 
 
 Some justification for applying a lower average rate per 
 ton per mile on long-distance traffic is to be found in the 
 fact that terminal expenses are not in any degree propor¬ 
 tioned to distance. 
 
 The expense of providing terminal yards and tracks with 
 the necessary warehouse and other facilities for receiving 
 and delivering traffic are the same for a short haul as for 
 a long haul, the only difference being that when the trans¬ 
 portation is over a long distance these terminal charges 
 are, when reduced to a mileage basis, and thus divided b} r 
 a large factor, represented by considerably smaller aver¬ 
 ages. It would appear, therefore, that if charges are con¬ 
 sidered as the sums obtained by adding to uniform rates 
 
60 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 per ton per mile, for mere transportation, decreasing* 
 amounts, representing uniform aggregate terminal charges 
 divided by total distance carried, the} 7 will, in any event, 
 taper in the manner suggested. 'Phis is scarcely the place 
 to discuss the relation of empty-car movement and back 
 loading to rates, although both, it is claimed, afford, when 
 applicable, further justification for applying very low 
 rates to very long distances. 
 
 Percentage rates .—One of the most important devices of 
 systematic rate making is the long standing arrangement 
 under which traffic from or to stations in the region known 
 
 o 
 
 as the Central Traffic Association territory and to or from 
 points in Trunk Line territory is generally carried at rates 
 derived from those contemporaneously in force between 
 Chicago and New York. The so-called Trunk Line terri¬ 
 tory embraces all that part of the United States which lies 
 north of the Potomac river and east of a line including 
 the Niagara frontier and extending from Buffalo through 
 Salamanca, Pittsburg, Wheeling, and Parkersburg, to 
 Huntington, W. Va. Central Traffic Association territory 
 is west of the line just defined and north of the Ohio river 
 and east of the Mississippi and the Great Lakes. Through¬ 
 out the entire region last described each railwav station is 
 accorded a percentage which represents the relation of the 
 rates applied at that point to the current rates between 
 
 Chicago and New York. 
 
 <-} • 
 
 Thus Cleveland is a 71 per cent point; Detroit and San¬ 
 dusky are 78 per cent points; Cincinnati is 87 per cent; 
 Fort Wayne, 90 per cent; Indianapolis, 93 per cent, and 
 East St. Louis, 116 per cent. This means that the charge 
 on a shipment from Cleveland to New York City is 71 per 
 cent of the amount which would be charged if the ship¬ 
 ment originated at Chicago; that from Cincinnati the 
 charge is 87 per cent of that on a similar shipment from 
 Chicago, and that the rates from the other points having 
 fixed percentages are similarly proportioned in accordance 
 with their respective percentages to those from Chicago. 
 The same system is applicable to west-bound traffic, a ship¬ 
 ment from New York to Cleveland being charged 71 per 
 cent of the charge which would be applicable if the ship¬ 
 ment continued to Chicago. 
 
 Originally the percentages at competitive or junction 
 points were fixed by agreement among the lines interested, 
 but these percentages have been modified from time to 
 time, although the changes have not been very numerous. 
 While matters of this sort were properly the subject of 
 inter-railway agreement, it was commonly the practice for 
 each road to fix, by independent action, the percentages of 
 its local stations, and those were generally arranged pro¬ 
 gressively as the distance increased from one junction point 
 to another and within the minimum and maximum limits 
 fixed by the agreed percentages at those junctions. Gen¬ 
 erally speaking, these percentages control the adjustment 
 of commoditv rates as well as class rates, but there are 
 
DIGEST OE HEARINGS ON RAILWAY RATES. 
 
 61 
 
 exceptional instances in which they are not strictly adhered 
 to in the formulation of special commodity tariffs. 
 
 East St. Louis and other points on the eastern bank of 
 the Mississippi river are basing points for the construc¬ 
 tion of through rates on traffic crossing that river, and the 
 rates used as the eastern proportions of such combination 
 rates are 116 per cent of the Chicago to New York rates as 
 at East St. Louis. Chicago is also a point on which cer¬ 
 tain combinations are made, and on particular kinds of 
 traffic there are other cities the rates from and to which 
 are similarly used, but all of them bear definite relations 
 to the Chicago basis. 
 
 Atlantic seaboard differentials .—The rate to New York 
 on a shipment originating in Central Traffic Association 
 territory or taking a combination rate made up in part by 
 the rate from such a point having been determined accord¬ 
 ing to the percentage system, it is used as the basis from 
 which to determine the rate from that point to any other 
 point in Trunk Line territory or in New England. For 
 this purpose the principal North Atlantic seaports are 
 accorded rates which varv bv fixed differences, called 
 u differentials,’ 1 from the rates applied at New York. 
 Unlike the percentages, however, the seaboard differen¬ 
 tials on westbound business differ from those applied to 
 eastbound traffic. Since December, 1888, the rates on 
 classified traffic from New York to Chicago, via the stand¬ 
 ard routes, have been 75 cents per 100 pounds on first-class 
 traffic, 65 cents on second-class, 50 cents on third-class, 35 
 cents on fourth-class, 30 cents on fifth-class, and 25 cents 
 on sixth-class. 
 
 During this entire period west-bound business originat¬ 
 ing at Boston has been carried at the same rates as those 
 which have been applied to shipments originating at New 
 York. During the same time the rates applied from Phila¬ 
 delphia have been 6 cents lower on the first two classes 
 and 2 cents lower on the other classes than the New York 
 rates, while the differentials at Baltimore have been 8 
 cents on the first two classes and 3 cents on the other 
 classes. These differentials were established in 1877 and 
 have continued without modification since that date. Imme¬ 
 diately prior to the date on which they were fixed there 
 had been some fluctuation, but the differentials in force in 
 1875 were as follows: 
 
 West-bound differentials. 
 
 
 Classes, 
 
 in cents per 
 
 From— 
 
 
 100 pounds. 
 
 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 Philadelphia, lower than New York rates. 
 
 Baltimore, loAver than New York rates. 
 
 7 
 
 7 
 
 6 
 
 4 
 
 3 
 
 10 
 
 9 
 
 8 
 
 6 
 
 5 
 
 Even at the time the foregoing were in force at Phila¬ 
 delphia and Baltimore the rates from Boston were the 
 
62 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 same as those from New York. Since December, 1888, 
 the rates on classified traffic from Chicago to New York, 
 east bound, have been the same as those already given as 
 applicable to west-bound traffic between the same points. 
 But the differentials have been different. Those applied 
 at the principal Atlantic seaports are shown in the following 
 table: 
 
 East bo u nd different) als. 
 
 To- 
 
 Cl asses. in cents per 100 
 pounds. 
 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Boston, higher than New York rates. 
 
 7 
 
 6 
 
 5 
 
 4 
 
 3 
 
 2 
 
 Philadelphia, lower than New York rates. 
 
 3 
 
 2 
 
 2 
 
 2 
 
 2 
 
 2 
 
 Baltimore, lower than New York rates. 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 The differentials in the foregoing table are applicable 
 to traffic intended for export through the ports of Phila¬ 
 delphia and Baltimore, as well as to traffic for domestic 
 consumption, but freight for export through the port of 
 Boston is carried to that port at the same rates which 
 would be charged to New York, the Boston differentials 
 being applicable to domestic traffic only. 
 
 The rates to or from other cities in Trunk Line territory 
 are also based upon those to or from New York. Ex¬ 
 amples in point are found in the adjustment of rates to 
 and from the cities of Albany, Rochester, and Syracuse. 
 Thus eastbound traffic originating in Central Freight As¬ 
 sociation territory, at any point taking from 66£ per cent 
 to 71 per cent, inclusive, of the Chicago to New York rate 
 and destined to Albany, will be charged 96 per cent of the 
 amount which would be collected if the shipment went to 
 New York. The following table shows, for points taking 
 66£ per cent or more of the Chicago to New York rates, 
 the percentages of the rates from the same points to New 
 York, which would be collected on traffic destined to 
 Albany. Rochester, or Syracuse: 
 
 On shipments originating at percentage points 
 taking— 
 
 Percentages of charges from 
 same point of origin to New 
 York City, applied to ship¬ 
 ments destined to— 
 
 • 
 
 Albany. 
 
 Syracuse. 
 
 Rochester.. 
 
 G6j per cent to 71 per cent, inclusive. 
 
 96 
 
 96 
 
 74 
 
 63 
 
 72 per cent to 78 per cent, inclusive. 
 
 76 
 
 68 
 
 79 per cent to 100 per cent, inclusive. 
 
 % 
 
 80 
 
 74 
 
 Over 100 per cent. 
 
 96 
 
 84 
 
 76 
 
 
 There are relatively few points in Central Traffic Asso¬ 
 ciation territory from which the rates to New York are 
 ffxed at less than 66£ per cent of those from Chicago to 
 New York. It will serve to illustrate the systematic de¬ 
 velopment of rate making in this region if the manner in 
 which rates on traffic from these points to the destinations 
 shown in the foregoing statement are determined is ex- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 plained. For the purpose of determining such rates the 
 points taking less than 66i per cent are assigned to num¬ 
 bered groups, which, respectively, include the following: 
 
 Group I. —Dayton, N. Y.; Dunkirk, N. Y.; Falconer Junction, 
 N. Y.; Jamestown, N. Y.; Mayville, N. Y. 
 
 Group II. —Corry, Pa., Erie, Pa.; Irvineton, Pa.; Union City, Pa.; 
 Warren, Pa. 
 
 Group III. —Mercer, Pa.; Stoneboro, Pa. 
 
 Group IV. —Franklin, Pa.; Meadville, Pa.; Titusville, Pa. 
 
 Group V. —Butler, Pa. 
 
 The rates from each of these groups to the destinations 
 named are the following percentages of those which would 
 be charged if the traffic went to New York. 
 
 From points in— 
 
 To— 
 
 Albany. 
 
 Syracuse. 
 
 Rochester. 
 
 Group I. 
 
 85 
 
 75 
 
 55 
 
 Group II. 
 
 92 
 
 75 
 
 62 
 
 Group III. 
 
 96 
 
 74 
 
 63 
 
 Group IV. 
 
 92 
 
 78 
 
 62 
 
 72 
 
 Group V. 
 
 100 
 
 84 
 
 
 
 The methods of determining rates on west-bound traffic 
 are somewhat different. The rate on a shipment from 
 Albany to an} T point in Central Traffic Association terri¬ 
 tory taking 75 per cent or higher of the New York to 
 Chicago rates is obtained by deducting 20 per cent of the 
 full New York to Chicago rate from the rate from New 
 York to the actual destination. If the destination is a point 
 taking less than 75 per cent of the New York to Chicago rate 
 there is no absolute rule, but the rates from Philadelphia 
 to 60 per cent points are usually observed as minima. 
 From Rochester and Syracuse to percentage points taking* 
 less than 72 per cent of the New York to Chicago rates 
 the actual charges are 70 per cent of those which would 
 be collected on shipments from New York. 
 
 The following statement shows the method of determin¬ 
 ing charges to or from Buffalo and Pittsburg when the 
 point of origin or of destination is one in Central Traffic 
 Association territory taking 100 per cent or more of the 
 New York-Chicago rates: 
 
 On shipments originating at percentage points 
 taking— 
 
 Percentage of charges be¬ 
 tween same point of ori¬ 
 gin and New York City 
 applied to shipments to 
 Buffalo or Pittsburg. 
 
 When New 
 York-Chica¬ 
 go rates are 25 
 cents per 
 100 pounds or 
 higher. 
 
 When New 
 York-Chica¬ 
 go rates are 
 less than 25 
 cents per 100 
 pounds. 
 
 100 per cent... 
 
 60 
 
 62£ 
 
 Over 100 per cent to 110 per cent, inclusive. 
 
 62 
 
 64j 
 
 Over 110 per cent to 116 per cent’ inclusive. 
 
 64 
 
 66l 
 
 Over 116 per cent to 125 per cent, inclusive, but not to 
 apply from or to Cairo, Ill., Owensboro, Ky., or Hen¬ 
 derson, Ky. 
 
 70 
 
 62^ 
 
 From CairoTll., Owensboro, Ky., and Henderson, Ky.. 
 
 64 
 
 665 
 
64 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The general rule a.s to charges between Buffalo and 
 Pittsburg on the one hand, and percentage points below 
 100 per cent on the other, is that the} T are proportioned to 
 distance, except that where the length of the different avail 
 able routes varies the rates determined by the shorter- 
 distance routes are applicable via all routes. 
 
 The foregoing relations, which are the outcome of many 
 decades of railway and industrial competition, have been 
 set forth in considerable detail because they are tvpical 
 rather than on account of the importance of the particular 
 points or rates thus selected for illustrative purposes. Other 
 points in Trunk Line territory are designated as “New 
 York common points, 11 “Boston common points,” “Phila¬ 
 delphia common points,” “Syracuse common points,” etc. 
 These designations mean that the rates applicable to or 
 from New York, Boston, Philadelphia, Syracuse, etc., are 
 applied to shipments originating at or destined to each of 
 the more important cities. In other cases, not very numer¬ 
 ous, however, the rates to or from the less important 
 towns are made by adding to or deducting from those to 
 or from more important places certain fixed differences. 
 
 Route differentials in Trunk Line territory .—In addition 
 to the differentials applied to and from the different At¬ 
 lantic seaboards, there is a differential system as between 
 the various routes which serve particular cities. The rates 
 Re\'iew°of y cKn- a l rea( ty quoted apply to shipments via what are known as 
 ges in Freight the standard routes. This has been explained by the 
 Tariffs, p. 43 . Interstate Commerce Commission as follows: 
 
 An important element in the arrangement of rate schedules is the 
 distinction made in the class of railroads or routes by which certain 
 routes are under agreement allowed to charge lower rates than others 
 to the same points of destination. This is another feature of the 
 “differential” x^ 911 * and has within recent years been extensively 
 applied in the territory now under consideration. From each of the 
 eastern cities there are two classes of roads, which are commonly 
 termed the “standard lines” and the “differential lines.” The 
 standard lines are those which are conceded to possess advantages 
 over their competitors by reason of shorter all-rail distance and supe¬ 
 rior facilities arising from old and well-established connections and 
 freight organizations. 
 
 The differential lines are those which, on account of the longer 
 routes and inadequate facilities, or owing to their through rates being 
 partly by water, or from other advantages, can not command, at even 
 rates with the more direct lines, an amount of tonnage which, under 
 customary methods for determining such matters, would be considered 
 a fair proportion. With a view to equalizing these conditions and 
 securing the permanency of the tariffs, as well as to bring about a fair 
 distribution of the traffic, the “differential lines” are accorded some¬ 
 what lower rates than the “standard lines.” 
 
 At the time the foregoing was written, as at the present 
 time, there were ten all-rail routes leading from New York 
 which competed for westward-bound traffic. Prior to 
 April 1, 1895, the rates on classified traffic applicable via 
 these lines were as follows: 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 65 
 
 West-bound rates, New York to Chicago. 
 
 Classes. 
 
 Rates in cents per 100 
 
 Routes. pounds. 
 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 Standard lines: 
 
 New York Central and Hudson River R. R. 
 
 Pennsylvania R. R. 
 
 I 76 
 
 65 
 
 50 
 
 35 
 
 30 
 
 Baltimore and Ohio R. R. 
 
 Differential lines: 
 
 New York, Lake Eric and Western R. R. 
 
 
 
 
 
 
 Lehigh Valley R. R. 
 
 ■70 
 
 61 
 
 47 
 
 33 
 
 29 
 
 West Shore R. R. 
 
 Delaware, Lackawanna and Western R. R. 
 
 
 
 
 
 
 New York, Ontario and Western R. R. 
 
 67 
 
 59 
 
 46 
 
 32 
 
 27 
 
 Chesapeake and Ohio R,wy. route. 
 
 65 
 
 57 
 
 44 
 
 31 
 
 26 
 
 Central Vermont R. R. route. 
 
 60 
 
 53 
 
 41 
 
 29 
 
 25 
 
 
 The rates via the standard lines are still as shown in the 
 foregoing. On or about April 1,1895, the differential rates 
 on classified traffic applicable via all routes except those 
 partly by water or partly through Canada were discon¬ 
 tinued. The following table shows the differentials which 
 are now deducted from the rates in force via the standard 
 lines on traffic originating at the ports and traversing the 
 routes indicated: 
 
 West-bound differentials for ocean and rail routes and Canadian routes. 
 
 Via— 
 
 Can. Atlantic Natl. 
 Desp. 
 
 N. Y., O. &W. Ry. 
 
 B.& O. R.R. 
 
 Cumb. Gap Desp. 
 
 Kanawha Desp. 
 
 N.& W.Desp. 
 
 Can. Atlantic. 
 
 Can. Pac. Desp. 
 
 Cent. V t. Route. 
 
 (Nat. Desp. Line). 
 
 R. W. & 0. Line. 
 
 Cumb. Gap Desp. 
 
 Kanawha Desp. 
 
 N.& W.Desp. 
 
 Can. Atlantic. 
 
 Cumb. Gap Desp. 
 
 Kanawha Desp. 
 
 National Desp. 
 
 N.& W.Desp. 
 
 Can. Pac. Desp. 
 
 Great Eastern. 
 
 R. W. & O. Line. 
 
 * 
 
 From— 
 
 New York yia New London, 
 ' ocean and rail. 
 
 New York via the Niagara fron¬ 
 tier. 
 
 r 
 
 Boston and common points, 
 ocean and rail, a 
 
 I Boston and points taking Boston 
 rates all rail, a 
 
 (Baltimore, Md., Philadelphia via 
 ocean and rail. 
 
 ■New York via ocean and rail_ 
 
 (Montreal, Quebec, Portland, 
 > Maryland, and points taking 
 I same rates. 
 
 Classes. 
 
 Rates in cents per 100 
 pounds. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 10 
 
 8 
 
 6 
 
 4 
 
 4 
 
 3 
 
 6 
 
 5 
 
 4 
 
 3 
 
 2 
 
 2 
 
 • 
 
 I 6 
 
 4 
 
 3 
 
 2 
 
 2 
 
 H 
 
 } 5 
 
 4 
 
 3 
 
 2 
 
 2 
 
 U 
 
 } 8 
 
 6 
 
 4 
 
 3 
 
 2 
 
 2 
 
 10 
 
 8 
 
 6 
 
 4 
 
 4 
 
 o 
 
 o 
 
 I 10 
 
 1 
 
 8 
 
 6 
 
 4 
 
 4 
 
 3 
 
 a Prior to April 5, 1901, the differentials from Boston and Portland Avere: Class 1, 
 10 cents; class 2, 8 cents; class 3, 6 cents; class 4, 4 cents; class 5, 4 cents; class 6, 3 
 cents. 
 
 In addition to the differentials shown in the foregoing 
 table there are similar arrangements as to the relation 
 between the rates via the all-rail, lake and rail, and 
 canal and lake routes. For a long time prior to 1901 these 
 
 S. Doc. 244, 59-1-5 
 
66 
 
 DIGEST OF HEARINGS ON RAILWAY EATES. 
 
 relations as to business from New York to Chicago were 
 as follows: 
 
 Routes. 
 
 Classes. 
 
 Rates in cents per 100 
 pounds. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5, 
 
 6. 
 
 All rail. 
 
 75 
 
 65 
 
 50 
 
 35 
 
 30 
 
 23 
 
 25 
 
 Lake and rail. 
 
 54 
 
 47 
 
 37 
 
 27 
 
 20 
 
 Canal and lake. 
 
 35 
 
 30 
 
 25 
 
 20 
 
 18 
 
 16 
 
 
 In 1901 the adjustments indicated,by the foregoing were 
 abolished and the following substituted: 
 
 Classes. 
 
 Rates in cents per 100 
 
 Routes. pounds. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 All rail. 
 
 75 
 
 65 
 
 50 
 
 35 
 
 30 
 
 Lake and rail. 
 
 59 
 
 51 
 
 40 
 
 29 
 
 25 
 
 Canal and lake. 
 
 40 
 
 34 
 
 28 
 
 22 
 
 20 
 
 
 These relations continue to the present time. There 
 were corresponding changes in the rail-and-lake rates from 
 Boston, Philadelphia, and Baltimore, although the differ¬ 
 ences are not precisely the same. 
 
 Western trunk line adjustments .—It is impracticable 
 fully to set forth in this place the intricate system of inter¬ 
 relations that has grown up out of the railway and indus¬ 
 trial competition of the region west of Chicago and the 
 Mississippi river. The relations established between the 
 great distributing cities on the eastward border of the 
 region covered by the Western Trunk Line Association 
 are maintained by the use of differentials. Those appli¬ 
 cable to shipments of classified traffic and some of the prin¬ 
 cipal articles carried on commodity tariffs, when between 
 the cities named and points in Kansas, Nebraska, Colorado, 
 Arkansas, or Missouri, are shown below: 
 
 
 Differentials in cents per 100 
 pounds. 
 
 Applicable to— 
 
 Peoria 
 higher 
 than St. 
 Louis. 
 
 Chicago 
 higher 
 than St. 
 Louis. 
 
 St. Paul 
 higher 
 than St. 
 Louis. 
 
 Merchandise classes: 
 
 
 
 
 First class. 
 
 10 
 
 20 
 
 25 
 
 Second class. 
 
 10 
 
 20 
 
 24 
 
 Third class. 
 
 5 
 
 10 
 
 13 
 
 Fourth class. 
 
 2* 
 
 5 
 
 7 
 
 Carload classes: 
 
 
 
 Fifth class. 
 
 24 
 
 5 
 
 6 
 
 Class A. 
 
 3i 
 
 74 
 
 94 
 
 Class B. 
 
 3j 
 
 ”4 
 
 84 
 
 Class C . 
 
 24 
 
 5 
 
 6 
 
 Class D. 
 
 2k 
 
 5 
 
 64 
 
 Class E . 
 
 24 
 
 5 
 
 6 
 
 Commodities: 
 
 
 
 Cotton piece goods. 
 
 74 
 
 15 
 
 20 
 
 Emigrant movables in carloads. 
 
 24 
 
 5 
 
 84 
 
 Agricultural implements, carloads. 
 
 3i 
 
 74 
 
 74 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 67 
 
 The application of the foregoing 1 is easily understood. 
 For example, a shipment of boxed dry goods, which is 
 classified as first class, from St. Louis to McPherson, 
 Kans., would be charged $1.19^ per 100 pounds. If the 
 same shipment originated at Peoria the first-class differ¬ 
 ential of 10 cents would be added to the St. Louis-to- 
 McPherson rate, making a charge of $1.29^ per 100 
 pounds. From Chicago the rate would be $i.39i, and 
 from St. Paul $1.44^ per 100 pounds. 
 
 As typical of the intricacies which may develop in the 
 application of any system of rates in a region traversed 
 by numerous railway systems, a page from a current rate 
 schedule in which the differentials just shown are used is 
 introduced. The page follows. 
 
CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY. 
 
 68 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 69 
 
 The reason for substituting the charges derived from 
 the foregoing for those which would result from the appli¬ 
 cation of the usual differentials is that if the rates were 
 calculated in the customary manner the}^ would exceed the 
 sums of the rates between St. Paul and Omaha plus those 
 between Omaha and the points named. To keep within 
 the maxima fixed by these possible combinations the 
 adjustments indicated are necessary. 
 
 Transcontinental traffic .—Traffic between the Atlantic 
 and Pacific coasts of the United States, known as transcon¬ 
 tinental traffic, traverses both of the regions for which 
 examples of the systematic development of the rate sched¬ 
 ules have been presented. The peculiar conditions under 
 which shipments between the coasts are carried, growing- 
 out of the competition of carriers operating via the Cape 
 Horn, trans-Mexican, trans-isthmian, and Canadian routes, 
 have resulted in a special development of rate making. 
 As far as transcontinental traffic is carried under any 
 freight classification the “Western” is used, but there is 
 an exceptionally long list of special commodity rates. 
 
 The present class rates on traffic originating at or des¬ 
 tined to the Pacific coast are the same to or from all ter¬ 
 ritory on or east of a line— 
 
 beginning at Duluth, Minn., thence via Northern Pacific Railway 
 through Carlton to Hinckley, Minn.; thence via Eastern Railway of 
 Minnesota through Brook Park, Cambridge, and Coon Creek to Min¬ 
 neapolis, Minn.; thence via the Chicago, St. Paul, Minneapolis and 
 Omaha Railway through Merriam Junction, Kasota Junction, Man¬ 
 kato, Worthington, Minn., Sheldon, Sioux City, Iowa, and Blair, 
 Nebr., to Omaha, Nebr.; thence via the direct line of Missouri Pacific 
 Railway from Omaha, Nebr., to Kansas City, Mo.; thence via Kansas 
 City Southern Railway to Texarkana, Ark.; thence via the eastern 
 boundary of Texas to Sabine Pass, on the Gulf of Mexico. 
 
 With a few exceptions the same is true concerning special 
 commodity rates. The current west-bound class rates 
 are: 
 
 To Pacific coast ter¬ 
 minals from— 
 
 Missouri River com¬ 
 mon points. 
 
 Mississippi River 
 common points... 
 Chicago, Milwau¬ 
 kee, and common 
 
 points. ' 
 
 Cincinnati, Detroit, 
 and common 
 
 points. 
 
 Pittsburg, Buffalo, 
 and common 
 
 points. 
 
 New York, Boston, 
 and common 
 points.. 
 
 Classes. 
 
 Rates per 100 pounds. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 $3.00 
 
 12.60 
 
 $2.20 
 
 $1.90 
 
 $1.65 
 
 $1.60 
 
 $1.25 
 
 $1.00 
 
 $1.00 
 
 $0.95 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 ..95 
 
 3. 00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 3.00 
 
 2. 60 
 
 2. 20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
70 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The “ Pacific coast terminals” to which the rates in the 
 foregoing are applicable are designated as follows: 
 
 San Francisco, South San Francisco, Sacramento, Marysville, Stock- 
 ton, Benicia, South Vallejo, Oakland Wharf, San Jose, Los Angeles, 
 San Diego, National City, Cal.; points on main line of Southern Pa¬ 
 cific Company (via Martinez), Antioch, Cal., to Oakland, Cal., both 
 inclusive; points on Santa Fe system, Antioch, Cal., and west thereof; 
 points on Richmond Belt Railway; Portland, East Portland, Albina, 
 Astoria, Oreg. 
 
 These schedules designate as “intermediate points” all 
 points located on the direct lines over which traffic passes 
 in reaching an}^ of the terminals. To these points many 
 commodity rates are provided. Sometimes these are the 
 same as the terminal rates, but more frequently the}^ are 
 somewhat higher. When they are higher than the rates 
 to the terminals the}^ are maximum rates onl} r and if lower 
 aggregate can be obtained by combining the terminal rate 
 to any point with the local rate from such point to the 
 real destination the lower rate thus obtained is used. 
 Maximum class rates to intermediate points are also pro¬ 
 vided. These are shown below: 
 
 Classes. 
 
 To intermediate I Maximum rates per 100 pounds. 
 
 points from— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Colorado common 
 points. 
 
 $3.00 
 
 $2.60 
 
 $2. 00 
 
 $1.75 
 
 $1.60 
 
 $1.40 
 
 $1.20 
 
 $0. 95 
 
 $0.85 
 
 $0.80 
 
 Missouri River com¬ 
 mon points. 
 
 3.50 
 
 3.00 
 
 2. 50 
 
 2.00 
 
 1.75 
 
 1.75 
 
 1.55 
 
 1.25 
 
 1.10 
 
 1.00 
 
 Mississippi River 
 common points.... 
 
 3. 70 
 
 3.20 
 
 2.60 
 
 2. 05 
 
 1.80 
 
 1.82 
 
 1.63 
 
 1.30 
 
 1.15 
 
 1.05 
 
 Chicago, Milwaukee, 
 and common 
 points. 
 
 3.90 
 
 3.40 
 
 2. 70 
 
 2.10 
 
 1.85 
 
 1.90 
 
 1.70 
 
 1.35 
 
 1.20 
 
 1.10 
 
 The special commodity rates from Chicago and common 
 points, which apply alike on shipments to terminal and 
 intermediate points, range from 60 cents per 100 pounds 
 on “fertilizer, including dried blood and phosphate rock,” 
 when shipped in quantities of not less than 12 tons, to 
 $3.40 on “ buggies (not including baby buggies), carriages, 
 sleighs, wagonettes, and other light passenger vehicles, 
 finished or unfinished (not including automobiles), and fin¬ 
 ished parts thereof,” shipped in quantities of not less than 
 6 tons. The lowest commoditv rate from Chicago to the 
 “terminals” is 50 cents per 100 pounds. It applies to 
 carload shipments of a large number of articles, including 
 common, pressed, and ornamental figured brick, tire 
 brick and fire clay, chloride of calcium, building and 
 paving cement (tar), creosote oil. tar oil, steel billets, 
 blooms and ingots, muck bar and strip steel, pig iron, 
 resin, pitch, tar, pulverized silica, soda ash, and caustic 
 soda. Similar shipments of these articles are carried 
 from New York and Boston for 75 cents per 100 pounds. 
 
 Southwestern differential *. — Rates on traffic destined to 
 points in Texas are related to those to certain points in 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 71 
 
 that State which are designated as u Texas common points.” 
 These include Austin, Bastrop, Corsicana, Fayetteville, 
 Goliad, Longview, Magnolia, Overton, San Antonio, Tyler, 
 and many other towns and cities. The current rates on 
 shipments of classified freight to these common points are: 
 
 To Texas common points from— 
 
 St. Louis... 
 Kansas City 
 Little Rock 
 Memphis .. 
 Nashville.. 
 Louisville . 
 
 Macon. 
 
 Chicago ... 
 Detroit .... 
 Pittsburg .. 
 
 Classes. 
 
 Rates in cents per 100 pounds. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 137 
 
 121 
 
 104 
 
 96 
 
 75 
 
 79 
 
 70 
 
 58 
 
 46 
 
 39 
 
 137 
 
 121 
 
 104 
 
 96 
 
 75 
 
 79 
 
 70 
 
 58 
 
 46 
 
 39 
 
 114 
 
 101 
 
 86 
 
 83 
 
 65 
 
 67 
 
 60 
 
 49 
 
 38 
 
 31 
 
 127 
 
 111 
 
 96 
 
 89 
 
 70 
 
 72 
 
 65 
 
 53 
 
 41 
 
 34 
 
 143 
 
 126 
 
 108 
 
 99 
 
 77 
 
 82 
 
 72 
 
 60 
 
 48 
 
 40 
 
 148 
 
 180 
 
 110 
 
 101 
 
 78 
 
 83 
 
 73 
 
 61 
 
 49 
 
 41 
 
 148 
 
 130 
 
 110 
 
 101 
 
 78 
 
 83 
 
 73 
 
 61 
 
 49 
 
 41 
 
 157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 177 
 
 156 
 
 131 
 
 115 
 
 91 
 
 95 
 
 84 
 
 70 
 
 58 
 
 50 
 
 187 
 
 166 
 
 136 
 
 119 
 
 94 
 
 99 
 
 86 
 
 74 
 
 62 
 
 54 
 
 The rates from St. Louis and Kansas City shown in the 
 foregoingare basing rates; the others are made in accord¬ 
 ance with the system of differentials indicated in the'fol¬ 
 io wing table: 
 
 Established differentials. 
 
 % 
 
 From— 
 
 Add or deduct. 
 
 Merchandise differentials in cents per 
 100 pounds. 
 
 Less than car¬ 
 loads. 
 
 Carloads. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 Little Rock-Fort Smith . 
 
 Deduct from 
 
 f23 
 
 20 
 
 18 
 
 13 
 
 10 
 
 12 
 
 10 
 
 9 
 
 8 
 
 8 
 
 New Orleans.* 
 
 St. Louis 
 
 10 
 
 10 
 
 10 
 
 9 
 
 6 
 
 7 
 
 6 
 
 6 
 
 6 
 
 6 
 
 Memphis (item 6). 
 
 rates. 
 
 10 
 
 10 
 
 8 
 
 7 
 
 .5 
 
 7 
 
 5 
 
 5 
 
 5 
 
 5 
 
 Nashville. 
 
 
 6 
 
 5 
 
 4 
 
 3 
 
 2 
 
 3 
 
 2 
 
 2 
 
 2 
 
 1 
 
 Louisville. 
 
 
 11 
 
 9 
 
 6 
 
 5 
 
 3 
 
 4 
 
 3 
 
 3 
 
 3 
 
 2 
 
 Macon. 
 
 
 11 
 
 9 
 
 6 
 
 5 
 
 3 
 
 4 
 
 3 
 
 3 
 
 3 
 
 2 
 
 Carolina. 
 
 
 20 
 
 16 
 
 12 
 
 10 
 
 7 
 
 9 
 
 8 
 
 7 
 
 6 
 
 5 
 
 Raleigh. 
 
 A rl r\ t r\ fit 
 
 46 
 
 35 
 
 27 
 
 21 
 
 16 
 
 18 
 
 16 
 
 15 
 
 15 
 
 16 
 
 Omaha-Davenport (see 
 item 16). 
 
 Louis rates. 
 
 15 
 
 12 
 
 9 
 
 7 
 
 4 
 
 5 
 
 4 
 
 4 
 
 4 
 
 3 
 
 Chicago-Cincinnati. 
 
 
 20 
 
 16 
 
 12 
 
 10 
 
 7 
 
 9 
 
 8 
 
 7 
 
 6 
 
 5 
 
 Peoria and Pekin. 
 
 
 
 
 
 
 
 
 
 
 
 
 Cedar Rapids and Mar- 
 
 
 
 
 
 .... 
 
 
 .... 
 
 
 
 
 
 shalltown. 
 
 
 
 
 
 
 
 
 
 
 
 
 Kewanee. 
 
 
 
 
 
 
 
 
 
 
 
 
 Milwaukee. 
 
 
 20 
 
 16 
 
 12 
 
 10 
 
 7 
 
 9 
 
 8 
 
 7 
 
 6 
 
 5 
 
 Fox River territorv. 
 
 
 40 
 
 31 
 
 24 
 
 20 
 
 15 
 
 16i 
 
 14 
 
 12 
 
 11 
 
 10 
 
 Davtou-South Bend_ 
 
 
 32 
 
 27 
 
 20 
 
 16 
 
 11 
 
 11 
 
 10 
 
 10 
 
 10 
 
 10 
 
 Middlesboro. 
 
 Add to Kan- 
 
 40 
 
 35 
 
 27 
 
 19 
 
 16 
 
 16 
 
 14 
 
 12 
 
 12 
 
 11 
 
 Detroit-Cleveland. 
 
 sas City 
 
 40 
 
 35 
 
 27 
 
 19 
 
 16 
 
 16 
 
 14 
 
 12 
 
 12 
 
 11 
 
 Pittsburg. 
 
 rates. 
 
 50 
 
 45 
 
 32 
 
 23 
 
 19 
 
 20 
 
 16 
 
 16 
 
 16 . 
 
 15 
 
 Kansas Group No. 1. 
 
 
 10 
 
 10 
 
 8 
 
 8 
 
 6 
 
 6 
 
 5 
 
 4 
 
 3 
 
 3 
 
 Kansas Group No. 2. 
 
 
 15 
 
 14 
 
 13 
 
 12 
 
 10 
 
 10 
 
 8 
 
 7 
 
 6 
 
 5 
 
 Kansas Group No. 3. 
 
 
 20 
 
 18 
 
 15 
 
 13 
 
 10 
 
 11 
 
 10 
 
 8 
 
 7 
 
 7 
 
 Sioux City, Iowa. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
72 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Established differentials —Continued. 
 
 From— 
 
 1 
 
 Add or deduct. 
 
 Commodity differentials in cents per 100 
 pounds. 
 
 Bagging for baling cotton, cotton-bale ties and buckles, straight 
 
 or mixed loads. 
 
 Cotton piece goods. 
 
 Iron articles. 
 
 Molasses, sugar (except lemon and maple),sirup (exclusive of fla¬ 
 
 voring or fruit sirups), and glucose, straight and mixed carloads. 
 
 Packing-house products, carloads. 
 
 Starch, carloads. 
 
 Paper, carloads, as described in note 1, 
 
 Pig, carloads. 
 
 Pipe, wrought, and articles taking same rates. 
 
 Cast, and articles taking same rates. 
 
 Roofing, etc., as'described in note 2. 
 
 Little Rock-Fort Smith. 
 New Orleans. 
 
 Deduct from 
 
 • St. Louis 
 rates. 
 
 Add to St. 
 Louis rates. 
 
 Add to Kan- 
 
 • s a s City 
 rates. 
 
 
 
 
 
 
 
 
 
 
 
 • 5 
 
 ... 
 
 2* 
 
 2£ 
 
 
 
 
 5 
 
 
 
 
 Memphis (item 6).... 
 
 
 
 
 
 
 
 Nashville.. 
 
 ... 
 
 4 
 
 
 
 
 
 
 
 
 Louisville. 
 
 
 
 
 
 
 
 
 
 Macon. 
 
 ... 
 
 4 
 
 
 
 
 
 
 
 
 
 Carolina. 
 
 
 
 
 
 
 
 
 
 Raleigh. 
 
 11 
 
 
 
 
 
 
 
 
 
 
 Omaha-Davenport (see 
 item 16). 
 
 Chicago-Cincinnati. 
 
 
 
 
 
 
 
 6 
 
 
 
 
 
 
 5 
 
 b 
 
 
 
 
 
 Peoria and Pekin. 
 
 
 
 
 
 4 
 
 
 
 
 Cedar Rapids and Mar¬ 
 shalltown. 
 
 Kewanee. 
 
 
 
 
 
 
 
 6 
 
 
 
 ' % 
 
 
 
 2 
 
 5 
 
 
 
 
 . 
 
 
 Milwaukee. 
 
 
 
 
 5 
 
 
 
 
 
 
 Fox River territory .... 
 
 Dayton-South Bend_ 
 
 Middlesboro. 
 
 
 
 
 
 
 
 
 9 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ... 
 
 . 
 
 
 Detroit-Cleveland. 
 
 
 
 
 
 
 14 
 
 14 
 
 
 
 
 
 Pittsburg. 
 
 
 
 
 18 
 
 .... 
 
 
 
 
 
 Kansas Group No. 1_ 
 
 Kansas Group No. 2_ 
 
 Kansas Group No. 3_ 
 
 Sioux City, Iowa. 
 
 
 
 
 
 
 . 
 
 
 
 
 
 
 
 
 
 
 . 
 
 
 
 
 
 
 
 
 
 10 
 
 (Omaha 
 \ rates. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 In addition to the foregoing there are other special com¬ 
 modity differentials and various controlling customs and 
 rules, such as those making Chicago rates the maxima on all 
 traffic originating in Kansas. The manner in which the 
 terminal differentials are applied is illustrated in the fol¬ 
 lowing: 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 73 
 
 Terminal points. 
 
 CLASSES. 
 
 Rates in cents per 100 pounds. 
 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 A 
 
 B 
 
 C 
 
 D 
 
 E 
 
 From St. Louis to Marathon: 
 
 From St. Louis to common 
 points. 
 
 137 
 
 121 
 
 104 
 
 96 
 
 75 
 
 79 
 
 70 
 
 58 
 
 46 
 
 39 
 
 Marathon differentials. 
 
 37 
 
 30 
 
 32 
 
 31 
 
 21 
 
 21 
 
 20 
 
 15 
 
 15 
 
 15 
 
 Rates to Marathon. 
 
 174 
 
 151 
 
 136 
 
 127 
 
 96 
 
 100 
 
 90 
 
 73 
 
 61 
 
 54 
 
 From Kansas City to Pan Handle: 
 Kansas City to Forth Worth. 
 
 117 
 
 107 
 
 96 
 
 89 
 
 70 
 
 72 
 
 65 
 
 53 
 
 41 
 
 34 
 
 Pan Handle differentials. 
 
 9 
 
 8 
 
 7 
 
 6 
 
 5 
 
 6 
 
 4 
 
 4 
 
 3 
 
 3 
 
 Rates to Panhandle. 
 
 126 
 
 115 
 
 103 
 
 95 
 
 75 
 
 78 
 
 69 
 
 57 
 
 44 
 
 37 
 
 Chicago to Waring: 
 
 Chicago to common points. 
 
 157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 Waring differentials. 
 
 6 
 
 6 
 
 5 
 
 3 
 
 3 
 
 4 
 
 3 
 
 3 
 
 4 
 
 2 
 
 Rates to Waring. 
 
 163 
 
 143 
 
 121 
 
 109 
 
 85 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 Southeastern adjustments .—Freight rates on shipments 
 originating west of the Potomac and Ohio rivers and des¬ 
 tined to points south of these rivers are related to each 
 other, according to the points of origin, a system of 
 differentials. From western sources of supply these dif¬ 
 ferentials are as shown below: 
 
 Classes. 
 
 Differentials in cents per 100 pounds. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. a 
 
 Chicago (above Cincin¬ 
 nati): 
 
 June 1,1896, to Jan. 31, 
 1905 . 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15 
 
 12 
 
 • 
 
 12 
 
 11 
 
 7 
 
 7 
 
 13 
 
 15 
 
 14 
 
 Feb. 1, 1905, to Apr. 28, 
 1905 . 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15 
 
 12 
 
 12 
 
 12 
 
 10 
 
 10 
 
 13 
 
 12 
 
 20 
 
 Apr. 29,1905, to May 16, 
 1905 . 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15. 
 
 12 
 
 12 
 
 12 
 
 10 
 
 10 
 
 13 
 
 15 
 
 20 
 
 May 16,1905, to date.... 
 
 34 
 
 30 
 
 22 
 
 15 
 
 13 
 
 10 
 
 12 
 
 12 
 
 10 
 
 10 
 
 13 
 
 15 
 
 20 
 
 St. Louis and East St. Louis 
 (above Cincinnati): 
 
 Aug. 1, 1888, to Jan. 31, 
 1905 . 
 
 28 
 
 23 
 
 20 
 
 14 
 
 12 
 
 10 
 
 7 
 
 8 
 
 7 
 
 5 
 
 8 
 
 10 
 
 14 
 
 Feb. 1, 1905, to date_ 
 
 23 
 
 19 
 
 17 
 
 12' 
 
 10 
 
 8 
 
 7 
 
 8 
 
 7 
 
 5 
 
 8 
 
 10 
 
 14 
 
 Memphis (below Cincin¬ 
 nati): 
 
 Aug. 1, 1888, to date_ 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 8 
 
 « Per barrel. 
 
 The current rates from Cincinnati to some of the prin¬ 
 cipal southern u basing points' 1 in connection with which 
 the differentials shown in the foregoing are applied, are 
 as shown below: 
 
 From Cincinnati to— 
 
 Classes. 
 
 Rates in cents per 100 pounds. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 H. 
 
 F. a 
 
 Albanv, Ga. 
 
 123 
 
 107 
 
 96 
 
 78 
 
 65 
 
 52 
 
 37 
 
 39 
 
 32 
 
 28 
 
 60 
 
 55 
 
 56 
 
 Atlanta, Ga. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 48 
 
 44 
 
 Augusta, Ga. 
 
 103 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 50 
 
 48 
 
 Columbus, Ga. 
 
 113 
 
 100 
 
 91 
 
 73 
 
 61 
 
 49 
 
 32 
 
 37 
 
 30 
 
 26 
 
 54 
 
 54 
 
 52 
 
 Macon, Ga. 
 
 Charleston, S. C. 
 
 107 
 
 ) 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 50 
 
 48 
 
 Savannah, Ga. 
 
 Jacksonville, Fla. 
 
 \ 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 a Per barrel. 
 
74 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The rates from eastern sources of supply are also re¬ 
 lated to each other by a system of differentials. With 
 regard to destinations the relations among rates are tixed 
 by what is known as the u basing point system.” This 
 system consists in making through rates to certain cities 
 and towns designated as “ basing points” and making rates 
 to all other points by adding to these rates the local rates 
 (or certain fixed differentials less than the local rates) from 
 the basing point used to the actual destination. An essen¬ 
 tial element of this system is that the rate on each shipment 
 to a point which is not a basing point shall be determined 
 by the lowest possible combination obtainable through any 
 basing point. Thus the rate to any such point may be 
 based upon (a) the rate to an intermediate basing point, 
 (b) the rate to a more distant basing point reached over 
 the same line, or (c) the rate to a basing point not on the 
 line by which the shipment is carried. 
 
 In practice this system frequently results in higher rates 
 per 100 pounds to intermediate points than to more distant 
 points reached via the same line and in violation of the gen¬ 
 eral rule of Section 4 of the Act to regulate commerce. 'In 
 these cases, however, the carriers contend that the competi¬ 
 tion at the more distant points—usually that of water routes, 
 but occasionally that of carriers by rail or of markets or 
 competing sources of supply—creates the dissimilarity of 
 circumstances and conditions which exempts the longer 
 distance traffic from the operation of the Fourth section. 
 Formerly there were few, if any, exceptions to the rule 
 that the rates added to those basing points were the full 
 local rates from those points to the final destinations. Since 
 1887 there has been a gradual substitution for this purpose 
 of differentials, which are always somewhat lower than the 
 local rates. Data indicatring how general this substitution 
 has become are not available. 
 
 The interdependence of rates .—The preceding portion of 
 the text indicates, by illustrations selected from almost 
 innumerable instances, the extent to which fixed relations 
 among the charges for different railway services have, 
 either by tacit or express consent, become a recognized 
 part of American railway practice. There can be no ques¬ 
 tion that trade and commerce is, generally speaking, at 
 least adjusted to these established relations. There may 
 be some question, however, as to whether the conditions 
 of trade and commerce are invariably the cause of which 
 these rate adjustments are the effect or whether, on the 
 other hand, the rate adjustments are more or less fre¬ 
 quently the cause which determines the related conditions 
 of commercial intercourse and of industry. 
 
 Whatever may be the proper conclusion upon this point, 
 the fact remains, however, that such a relationship now 
 exists between these rate adjustments and the commercial 
 conditions of the regions in which they are effective that 
 the modification of an} 7 of the rates subject to them would 
 produce a demand for the reestablishment of the present 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 75 
 
 Mr. Hooker, 
 134; Mr. Daven¬ 
 port, 222; Mr. 
 Smith, 228; Mr. 
 Tuttle, 923, 975; 
 Mr. Hines, 1031; 
 Mr.Lincoln, 1222; 
 Mr. Peck, 1306; 
 Mr. Hill, 1475; Mr. 
 Vining, 1675,1676, 
 1681, 1682, ' 1683; 
 Mr. Cummins, 
 2095; Mr. Trayer, 
 2226; Mr. Bird, 
 2256, 2257. 
 
 Appendix II, 
 Tables 1 to 14, 
 inclusive. 
 
 status by corelative modifications in many other rates. 
 
 Should this demand be denied some readjustment of trade 
 and commerce would undoubtedly be necessary. 
 
 Rate relations of the class to which the examples which 
 have been used as illustrations belong do not, however, by 
 any means indicate the whole extent of the interrelations of 
 the rates for railway services. The relationships most 
 frequently suggested by the testimony before the com¬ 
 mittee are of an entirely different order. They are the 
 consequence of the fact that many of the great staple arti¬ 
 cles of railway traffic in the United States are delivered to 
 the same consumers from widely separated sources of 
 suppl} r . Under such conditions the adjustment of rates 
 into the common market from the different supplying 
 regions becomes of great commercial importance. 
 
 It may be the essential factor in determining whether 
 particular producers shall compete at all in certain markets. 
 
 Several tables in Appendix II show the rates currently in 
 force on important commodities which reach common 
 markets from different sources. Thus common lumber 
 may reach Chicago from any one of several points in 
 Georgia, Mississippi, Louisiana, Michigan, Wisconsin, 
 
 Arkansas, Texas, Washington, Oregon, or California. 
 
 The rates from these different sources of supply vary 
 greatly, but, if the testimony before the committee is 
 accepted as reliable, it would be difficult to modify any of 
 them without disturbing the present competitive condi¬ 
 tions or else correspondingly changing the others. Illus¬ 
 trations of this sort could be multiplied in great number. 
 
 NATURE OF COMPLAINTS. 0 
 
 It has seemed that the purpose of this report would be 
 subserved by a statement of the different classes of com¬ 
 plaints relative to railway practice disclosed in the testi¬ 
 mony. Most of these complaints touch, either directly or 
 indirectly, the tariff rates or charges for service rendered, 
 although there are a few witnesses who submit criticisms , 
 of a more general character. The complaints submitted 
 by witnesses may be grouped under two headings: 
 
 A. Complaints of excessive rates. 
 
 B. Complaints of discriminations. 
 
 Complaints of excessive rates .—Direct issue is to be Mr^cowan,’ 110 ; 
 found in the testimony over the question as to whether Mr. Hooker^m, 
 there are particular rates which are subject to the charge 232 ! Mr.bean,265- 
 that they are in themselves too high. A closer scrutiny ^ifo^MnMor- 
 of the conflicting testimony upon this point indicates, awetz, 793, 8g, 
 however, that the difference is really one of definition. 890,’ 893- Mr.Tut- 
 
 «As to the extent and general nature of complaint see Testimony, 
 pp. 5, 31,132,-232,950,1132,1165,1224,1331,1332,1337,1530,1547,1551, 
 
 1621, 1644,1812, 1829, 1871,1872,1942, 2016, 2020, 2022, 2071, 2074, 2129, 
 
 2160, 2161, 2165, 2166, 2170, 2181,2192, 2212, 2215, 2216, 2219, 2220, 2260, 
 
 2315, 2338, 2359, 2360, 2363, 2528, 2623, 2624, 2733, 2830, 2831, 2839, 2942, 
 
 2969, 2972, 2978, 2987, 3052, 3059, 3062, 3269, 3272, 3322, 3354, 3368, 3383, 
 
 3385, 3388, 3604, 3781. 3782, 3784, 3785. 
 
76 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 tie, 931. 932 , 933, Those who conterid that particular rates are in themselves 
 938! 945 ; Mr.’Lin- excessive adhere to the view that unreasonableness, pet' 8 e , 
 i?25-’Mr 2 Meyer’ can he shown by comparing particular charges with charges 
 1605,’ 1609 , i 6 io; contemporaneous!y in force for other services or at some 
 1791^*1797,’ 179s! other time in force for the same services. The contrary 
 M? 0, cummins’ y iew i s that such comparisons only serve to establish the 
 2036, 2049 , 2070 ! propriety or impropriety of the relations which they dis- 
 
 2082, 2101, 2102, 1 , r J r L j 
 
 2103, 2104; Mr. dose. 
 
 Ramsey, 1954, 1983, 2136, 2137, 2143, 2144; Mr. Shevlin, 1943; Mr. Mitchell, 2175; Mr. Gil¬ 
 christ, 2185; Mr. Fordyce, 2201; Mr. Jennings, 2305; Mr. Frame, 2308, 2309; Mr. Acworth, 
 
 1853; Mr. Bird, 2284; Mr. Ripley,2335,2312; Mr. Prouty, 2892; Mr. Kruttschnitt, 3102, 3109; 
 
 Mr. Thompson, 3124, 3126, 3127, 3128, 3129, 3130; Mr. Clements, 3227; Mr. Cowan, 3391; Mr. 
 
 Newcomb, 3518, 3519, 3521, 7523, 3539, 3562, 3567, 3593; Mr. Spencer, 3612, 3613; Mr. Will- 
 cox, 3635, 3636; Mr. Hines, 3738, 3739, 3740. 
 
 Mr cowan 54 55 ^ was generally conceded by all witnesses that the gen- 
 
 56 ,‘ 84 , 105 ,’ 3389 ; eral level of rates is not higher than can be justified, and 
 123; Mr. Dean! even those who argue that there are instances ot rates 
 Mr’ 2 m’iicfoLn’ which may be called excessive in themselves with few ex- 
 1238, 1239, 1242! ceptions agree that difference in charges for different serv- 
 Morawetz, 905! ices constitute the greatest source of complaint and supply 
 1530 R i53i^ ar Mr’ the basis for whatever need of new legislation actually ex- 
 Biddle, ’ 1651 ,' ists. Nevertheless, the testimony includes specific allega- 
 1661 - Mr. Man-tions that particular rates are excessive. Among these, 
 Mr Bird 2277- reference should be made to the complaints on behalf of the 
 Mr! Prouty, 2883 ,’ cattle raisers of Texas, the peach growers of Georgia, the 
 rates: Mr!Hhies! shippers of oranges and other deciduous fruits of Cali- 
 coin r'n- L Mr'f°rnia and those of producers of lumber. Similar claims 
 Gardner, 1630 - were advanced in regard to anthracite coal and petroleum. 
 Mnmgbee! 1878-These com plaints do not address themselves at all to the 
 S: general level of charges, and their validity is neither to be 
 Mr.Barties, 2741; proved nor disproved by a rise or fall m the average re- 
 2735, 2846, 2847; ceipts per unit of service. 
 
 Mr. Kruttschnitt, 3102, 3108; Mr. Martin, 3471. 
 
 8o M io7 C °io8 n ’ii3’ There was also a good deal of controversy concerning 
 3388 , 3414,’3415! recent changes in rates, as to whether the general move- 
 Knapp, 41 i39-i5i! ment of rates has been upward or downward during the 
 period beginning with January 1 , 1900 , when certain 
 28 i, 286 , 287 , 302 ; changes in classification were made. I his question re- 
 794, ss^ Mr/rut- quires consideration in this report. The testimony includes 
 S 6 ; CT^fa 5 , inoo : numerous illustrations of specific rates which have been 
 
 Mr. Hines, 1032, 1 .c 
 
 1041 , 1042 , 1043 , advanced and at least equally numerous examples ot those 
 1055 ’, lose! loss! which have been reduced. It is obviously impracticable, 
 1139 mi’ ii42 however, owing to the great multitude of separate serv- 
 1143 ! 1162 ! ii63! ices rendered by the railways, to derive a satisfactory 
 3744 ,’ 3770 ’; Mr! conclusion as to the general tendency of rates from exam- 
 £jy c °in, i 22 i, p[ es 0 j-* increases or reductions in specific charges. Some- 
 1270 ; Mr. Fink- thing in the nature ot a general average is necessary. I he 
 Peck, 1345; Mr! common measure of railway service in the transportation 
 of freight is the ton-mile unit. 
 
 Hill, 1473, 14/9, 
 
 1493,1520: Mr. Harris, 1535, Mr. Nevitt, 1551: Mr. Mever, 1-555,1557,1560, 1588, 1612,1616; Mr. 
 
 Mining. 1691: Mr. Bacon, 1793, 1796, 1891, 1892, 2962; Mr. Aiken. 1822; Mr. Acworth, 1853, 
 
 1857, 1859, 1860, 1868; Mr. Higbie, 1886; Mr. Ramsey, 1954, 1955, 1956; Mr. Cummins, 2035, 
 
 2101; Mr. Ripley, 2311, 2312, 2314, 2315, 2335; Mr. Robinson, 2427; Mr. Tnurber, 2509, 2712; 
 
 Mr. Cabot, 2747; Mr. Bradley. 2833, 2835; Mr. Kruttschnitt, 3085, 3097; Mr. Thompson, 
 
 3123,3125, 3276; Mr. Fifer, 3359, 3360: Mr. Martin, 3473; Mr. Newcomb. 3492, 3540, 3-541, 
 
 3547, 3549, 3550, 3551, 3553, 3563, 3566, 3594; Mr. Spencer, 3621; Mr. Willcox, 3628, 3632, 
 
 3633, 3634. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 77 
 
 The number of tons carried one mile over the railways Mr. cowan, 72 , 
 of the United States during a given year is the equivalent Tuttle, 34 9 &; Mr! 
 of the total number of tons carried of all kinds of freight 3744 es ’Mr 5 ’ "Lin- 
 multiplied by the average distance transported. Dividing coin, 122 !, 1222 ; 
 this aggregate into the total amount received for freight Mr! mpSy, mi- 
 services, a quotient is obtained which is the average amount 
 received for carrying a typical ton o± freight one mile, cox, 3634. 
 
 It is obvious, however, that the unit might fluctuate con¬ 
 siderably in character, owing to variations in the propor¬ 
 tion to the aggregate tonnage of shipments of high and 
 low class freight, respectively, or withbut such variation 
 from changes in the geographical distribution of the vol¬ 
 ume of shipments. Thus, if freight of the higher grades 
 should increase, proportionately to the total movement, 
 much more rapidly than low-grade freight the quality of 
 the ton mile unit would become higher and an increase in 
 the receipts per ton per mile, other factors remaining 
 unchanged, would result. 
 
 Again, if the volume of movement east of the Missis¬ 
 sippi river, where the rates are upon the average lower 
 than in the region west of that river, should grow rela¬ 
 tively faster than in the rest of the country, the average 
 receipts per ton per mile would show a decrease which 
 would not represent a genuine change in the general level 
 of charges. Changes of this general character, and in 
 both directions, are going on at all times. 
 
 The only testimony on this point before the committee 
 is to the effect that since 1899 traffic of the higher grades 
 has increased more rapidly than that of lower grades, 
 and that the proportionate increase in volume has been 
 greater in the regions where normal rates are higher. 
 
 Available evidence upon this point is not extensive. It is, 
 however, sufficient at least to warrant the statement that 
 comparisons between the average ton-mile revenue for the 
 railways of the United States during the years 1899 and 
 1904 affords a maximum measure of the increase in aver¬ 
 age money rates. 
 
 The change was from 7.24 mills in 1899 to 7.80 mills in 
 1904, or 7.73 per cent. It may, therefore, be regarded as 
 certain that during the period in question the general level 
 of railway rates, expressed in money, has not increased 
 more than 7.73 per cent. 
 
 Several witnesses urged that no sound conclusion con- x 0 8 r ^i 3 °m r’ 
 cerning the movement of rates during the last decade can 302 ’; mV. Mora- 
 be reached without giving consideration to the contempo- Sines, 1042 ; Mr! 
 raneous change in the value of money. The}’urge that 1 ^;^ Mr 
 since 1893 the purchasing pow r er of the money in which Hadley, 1886 ; Mr! 
 payment for railway services is made has very materially M?. ley Thurb 3 er, : 
 declined, and that if the apparent advance in railway rates 2 ^ 09 ; Mr.Krutts- 
 is less than the real decrease in the value of money, it is Mr. Thompson, 
 not only improper to say that there has been any advance in 3473 : ^m'^ncw- 
 rates at. all, but that the difference indicates a real decrease. comb < 3563 - 
 It is undoubtedly true that the prices of material and labor, 
 which form so large a part of the expenditure of railways, 
 have increased during the years under review, a fact which 
 
78 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 should he taken into consideration when undertaking to 
 judge of the propriety of any' movement in railway rates. 
 
 Complaints of discrimination .—There is much testi¬ 
 mony to the effect that formal discrimination in railway 
 schedules are necessary in order to adjust tariffs to the 
 varying commercial necessities of communities and indus¬ 
 tries. From one point of view every difference in rates 
 is a discrimination, from another and equally valid stand¬ 
 point any departure from the commonly accepted stand¬ 
 ards of weight and measure may constitute a discrimina¬ 
 tion. It is not possible to conceive a scheme of rate¬ 
 making which does not discriminate or produce what may 
 be regarded as discriminatory 7 results. It is, therefore, 
 not discrimination but unjust discrimination to which 
 objection may properly be raised. 
 
 Two classes of rate discrimination are recognized bv the 
 Interstate Commerce law. These are: 
 
 Sections 2 and A. Discrimination accomplished bv means of deviations from the 
 6 and the Elkins published schedule of rates. 
 
 Sections 3 and B. Discrimination which accords a preference or advantage to “any 
 4 and the Elkins particular person, company, firm, corporation, or locality, or any par- 
 law ' ticular description of traffic.” 
 
 An examination of these classes shows that an} T dis¬ 
 crimination which is within the terms of Class A must also 
 be within the terms of Class B, but there may be discrimi¬ 
 nation of the latter class which is not within the former. 
 The law, however, not only prohibits every discrimination 
 of Class A but goes further and forbids every deviation 
 6 of the n origfna1 ^ rom the published schedules whether discriminatory or 
 law, and section otherwise. In effect it makes a departure from the pub- 
 law. lished schedule of rates conclusive evidence not onl} 7 of 
 
 discrimination but of unjust discrimination. 
 
 Under the second class of discriminations the law recog¬ 
 nizes (a) those which are just and (b) those which are unjust, 
 and in recognizing that discrimination must create u prefer- 
 ence and advantage’' it prohibits only those preferences 
 or advantages which are 44 undue or unreasonable,” and, 
 therefore, subject some 44 particular person, company, 
 firm, corporation, or locality, or any particular description 
 of traffic to any undue or unreasonable prejudice or disad¬ 
 vantage.” The discriminations thus prohibited which are 
 not forbidden as departures from the schedules are those 
 which are to be found in the published tariffs. The law, 
 therefore, prohibits— 
 
 First. All rates not found in the tariffs. 
 
 Second. All unjust rates to be found in the tariffs. 
 
 Deviations from the schedules .—Without belittling in 
 any degree the wrongs that may result to individuals 
 from rebates and other secret discriminations among ship¬ 
 pers, the attempt has already been made in this report to 
 emphasize the fact that such practices deprive the initial 
 step in regulation of its efficacy. For this reason, ignor¬ 
 ing the fact that secret rates may be available equally to 
 all, the law makes proof of any departure from the tariff 
 rate conclusive evidence of injustice and punishes with 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 79 
 
 severe penalties those who supply or accept transportation 
 at any other than the legally published rates. The history 
 of legislative attempts to secure the observance of the 
 published tariffs has already been given. It remains to 
 discuss the present efficacy of this legislation. 
 
 With very few exceptions the witnesses before the com- n^^f^cjowa 2 ^’ 
 mittee declared that u rebates” have either wholly ceasedMr.kack^n- 
 or are much less frequent than formerly. It was urged smith,' 236,’231 • 
 that the laws which prohibit deviations from the tariff in ^ 849 ^ 850 ^?! 
 this form are as successfully enforced as those against mo : 
 
 other crimes or misdemeanors. Those who dissented Mr.Lmcoin, 1293 ! 
 from this view appear to have based their dissent mainly p e 9 ck. 1300 ; Mr! 
 upon the suggestion that if the cruder forms of rebat- gnanAmi; Mr. 
 ing have disappeared, more subtle methods of obtaining mil, 1516 ; Mr! 
 the same result have been substituted. Even these wit- Garvin,'mb Mr! 
 nesses, however, do not appear to hold that concessions ^odgett,^ 639 , 
 from the tariffs, however accomplished, areas numerous i652; Mr. pmi- 
 as prior to the adoption of the present law, and there is 1 rison 76 mi;' < Mr! 
 almost universal agreement that since the adoption of the FinkVme, 1832 ; 
 Elkins law, on February 19, 1903, their prevalence has Mr! Ramsey, 1973; 
 been very greatly reduced. With some force it is con- Mr! Le cumm?ns, : 
 tended, however, that the deplorable consequences of these 2053 , 2om_ ; _ Mr! 
 evils are not in any way proportioned to the frequency of coopef • 2167- Mr! 
 the concessions,, but that, if they are made at all with re- gKeh 217 °m 5 ; 
 gard to any particular class of traffic, they are most harm- Mr. cgrie^isi; 
 ful when the greatest number among the competing ship- 21 &; Mr. c Kerr! 
 pers are compelled to pay full tariff rates. 221 k, Sm Mr* 
 
 Bifd, 2252, 2253, 2284; Mr. Jennings, 2304; Mr. Woodworth, 2360; Mr. Piper, 2362; Mr. 
 
 Robinson, 2432, 2433, 2434, 2492; Mr. Tolerton, 2o23; Mr. Smith, 2830; Mr. Shaffield, 2831; 
 
 Mr. Bradley, 2836; Mr. Davis, 2839; ,Mr. Prouty, 2912; Mr. Bacon, 2942; Mr. Miller, 3061, 
 
 3062; Mr. Topping, 3063; Mr. Hearrie, 3070; Mr. Garv, 3075, 3079; Mr. Brown, 3269; Mr. 
 
 Elliott, 3278; Mr. Koch, 3322; Mr. Fifer, 3329, 3352; Mr. Davies, 3466, 3467, 3470; Mr. New¬ 
 comb, 3569, 3570; Mr. Magee, 3603; Mr. Spencer, 3620; Mr. Hines, 3773. 
 
 Whatever may be the conclusion upon this point, it is y^ng S 
 necessary here to state that there is a good deal in the tes- Mr. Knapp,’ 3296 
 timony to indicate that since 1903 secret departures from 3233 . clements 
 the tariffs have been accomplished b} r means which were 
 not so commonly practiced prior to that year. 
 
 Private cars .—Although the subject of cars owned by mlfmi?sot, sol 1 ; 
 corporations other than railway companies and used by Mr. waxeibaum,’ 
 the latter under contracts for the payment of rental after- Ferguson^ 311 et 
 wards assumed broader scope, it appears to have been M?;Mid 7 g 9 e iey, 776 ; 
 brought into the present inquiry in view of the contention Mr. M°rawetz,’ 
 that the contracts under which these cars are used may be 94 s! 954 / 955 , 956 ’, 
 made the means of secret concessions from the tariff rates coin 96 i : 28 i r ‘ m 3 " 
 which ought to be paid on the goods shipped by their 1285 ,’ 128 a,’ 1292 ! 
 owners. Many of these cars are owned by firms or cor- miand, 1332 , 1334 ! 
 porations which are largely engaged, as shippers, in inter- 
 state commerce. Under these circumstances, it is obvious 1504 ; Mr wining,’ 
 that whether the cars are exclusively used for the goods se y/ 1979 , lSoi 
 of their owners or otherwise, the rental contracts may be^- s ^070 C Mr’ 
 made the means of payments that are in the nature of Fordyce, ’ 2207 ; 
 
 t j 1 J Mr. Bird, 2279, 
 
 rebates. 2280 , 2282 , 2283 , 
 
 2295; Mr. Robbins, 2366 etseq.; Mr.Thurber, 2511; Mr. Barrett, 2501, 2502; Mr. Meade, 2584; 
 
 Mr. Wilbert, 2680, 2683; Mr. Call, 2686, 2687, 2690, 2701, 2702; Mr. Brown, 2738, 2739; Mr. 
 
 Davis, 2837, 2838, 2839, 2840; Mr. Egan, 2841, 2842, 2843; Mr. Travis, 2844; Mr. Bowes, 2846; 
 
 Mr. Pancke, 2854, 2855; Mr. Gleason, 2856, 2857, 2858, 2859; Mr. Kruttschnitt, 3100, 3101, 
 
 3114; Mr. Brown, 3140; Mr. Clements, 3230, 3231; Mr. Koch, 3270; Mr. Elliott, 3279; Mr. 
 
 Knapp, 3295; Mr. Stevens, 3310, 3317, 3318; Mr. Cockrell, 3376; Mr. Davies, 3465; Mr. 
 
 Urion, 3652 et seq.; Mr. Powell, 3711, 3713, 3715. 
 
80 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Morawetz, 
 847,866; Mr. Tut¬ 
 tle, 946, 951, 959; 
 Mr. Hiland, 1340; 
 Mr. Bond, 1413, 
 1420; Mr. Hill, 
 1524; Mr. Gard¬ 
 ner, 1629, 1632, 
 1633, 1624; Mr. 
 
 Vining, 1706, 
 1707; Mr. Stick- 
 ney, 2123; Mr. 
 Robinson, 2494, 
 2495, 2496; Mr. 
 Thurber, 2511; 
 Mr. Bacon, 2636; 
 Mr. Prouty, 2912; 
 Mr. Tuckett, 
 3064; Mr. Gary, 
 3075, 3076, 3077; 
 Mr. Elliott, 3279; 
 Mr. Cowan, 3385. 
 
 Mr. Clements, 
 3231. 
 
 This might be accomplished either through agreements 
 to pay excessive rental or, the payment usually being upon 
 a mileage basis, by expediting the movement of the cars 
 or arbitrarily paying for more mileage than was actually 
 traversed. The contention that either of these, methods 
 is commonly followed finds little support in the testimony, 
 and, while there is a great deal concerning the operations 
 of the private car lines, it is only on the assumption that 
 they have been made a means of supplying or obtaining 
 transportation at less than the published rates that such 
 testimony is to be considered at this point. 
 
 “Industrial ” railways .—In some lines of production, 
 notably in the lumber industry, it has been necessary to 
 build railway lines of greater or less extent for the espe¬ 
 cial service of the industry and often with no original 
 intention of making them common carriers for hire. The 
 owners of some large manufacturing plants have also 
 found it to theii advantage to construct, at their own ex¬ 
 pense, sidetracks and switching systems leading to their 
 various establishments. It is not uncommon, under such 
 circumstances, for the railways connecting with these 
 “industrial ” roads to make allowances from the through 
 rates to companies for the services performed by these 
 proprietary railroads. It is sufficiently clear that this 
 practice may be perfectly legitimate, but, on the other 
 hand, there is no doubt that it may be made a cover for 
 illegitimate departures from the published rates. 
 
 If the allowance is excessive in-a particular case, and 
 only a reasonable allowance or no allowance at all is made 
 to a competing shipper, it is very clear that the first obtains 
 a consequent advantage which is. beyond that contemplated 
 by the law. There are allegations in the testimony that a 
 good many excessive allowances of this sort have been 
 made since 1903, and that the practice is becoming more 
 frequent. Other devices referred to are the allowance of 
 excessive amounts for elevator or other terminal services 
 and the free transportation of shippers or other persons 
 at the shipper’s request. 
 
 Discriminations within the published tariff .—The testi¬ 
 mony contains many complaints of alleged unjust discrim¬ 
 ination other than of that secret and universally condemned 
 form of unjust discrimination which is accomplished by 
 means of failures to charge the full schedule rates. Com¬ 
 plaints of improper adjustments within the rate schedule are 
 of two general classes. They may call in question (first) 
 the relations among rates established for the services of a 
 single carrying corporation or line" or (second) the rela¬ 
 tions among rates for services of different corporations 
 or lines. 
 
 Most of the complaints can be brought within the first 
 class, but some of the most difficult and perplexing fall 
 
 «The word “line” is used in this sentence in the same sense as in 
 Section 6 of the Act to regulate commerce, as referring to “routes 
 operated by more than one carrier.” 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 81 
 
 within the second. The Eau Claire case is a frequently 
 cited illustration of the latter class. In this case the Com¬ 
 mission found that the adjustment of lumber rates as 
 between Eau Claire, on the one hand, and La Crosse and 
 Winona, on the other, was unjust to Eau Claire, but it 
 appeared that the rates at both Winona and La Crosse 
 were controlled by railways which did not “ run to Eau 
 Claire or engage, even indirectly, in the transportation of 
 lumber from that point.” Consequently, it was impossible 
 to include these carriers in an order based upon discrimi¬ 
 nation prejudicial to a point they did not serve, although 
 if they were omitted they might so modify the existing 
 charges from the towns the} 7 did reach as to nullify any 
 possible order. And that is precisely what happened. 
 
 The complaint of Eau Claire being directed not against 
 the rate, in itself, charged from that town, but against the 
 difference between that rate and other rates, the tentative 
 reduction made at Eau Claire, in the effort to comply with 
 the Commission’s order, was met by corresponding reduc¬ 
 tions at the other points, which deprived them of any real 
 effect. The language used by the Commission in deciding 
 this case may throw light upon the inherent difficulty of 
 devising a legal method of dealing with other complaints 
 of similar scope. The Commission said in part: 
 
 4 Inter. Com. 
 Rep., (55. 
 
 Mr. Bird, 2258. 
 
 None of the roads so brought into the case run into Eau Claire or 
 engage, even indirectly, in the transportation of lumber from that 
 point. Of what offense against that town can they be legally guilty? 
 It would be quite absurd to charge a railroad with giving preference 
 or advantage to a community which it does not serve, and it is equally 
 illogical to say that it can prejudice or discriminate against such a com¬ 
 munity. All these terms imply comparison, and the basis of compari¬ 
 son is wanting unless the rates compared are made by the same carrier. 
 
 It is cases of this sort that bring into notice the impor¬ 
 tance of relative rates. 
 
 Materials and their product*. —A great deal of industrial 
 importance attaches to the relation between the rates 
 charged for carrying materials and for moving their prod¬ 
 ucts. Thus, if flour moves a great deal more cheaply than 
 wheat it will be manufactured as near as practicable to the 
 wheat fields, while if wheat is given a low rate and flour a 
 relatively high rate, the tendency will be to grind wheat 
 into flour as near as possible to the point of consumption. 
 Similar relations exist between the rates applied to corn 
 and corn meal, iron ore and pig iron, pig iron and steel 
 billets, logs and lumber, cattle and dressed meats, and 
 many other articles. Frequent reference to controversies 
 growing out of these relations are to be found in the testi¬ 
 mony, thus bringing again into prominence the question 
 of relative rates. 
 
 Foreign trade v. Domestic trade .—Some of the earliest 
 cases brought to the attention of the Interstate Commerce 
 Commission grew out of differences in the rates charged 
 for traffic coming from a foreign country or intended for 
 export and wholly domestic traffic moved between the 
 same points. Thus, in Boston Chamber of Commerce v. 
 
 S. Doc. 244, 59-1-6 
 
 Mr. Cummins, 
 2040, 2041, 2079, 
 2093; Mr. Proutv. 
 2876. 
 
 Mr. Bacon, 19, 
 20, 21, 1894, 1900, 
 1901, 1904, 1905; 
 Mr. Hooker, 137; 
 Mr. Fish, 304; Mr. 
 Lincoln, 1231: Mr. 
 Hill, 1475, 1476, 
 1498, 1510, 1511, 
 1518, 1596; Mr. 
 
 Meyer, 1587,1599, 
 
82 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 1625; Mr. Harris, 
 1646; Mr. Biddle, 
 1661; Mr. Ram¬ 
 sey, 1967; Mr. 
 Cooper, 2164,2165; 
 Mr.Bird,2265;Mr. 
 Prouty, 2884; Mr. 
 Clements, 3008, 
 3233, 3234; Mr. 
 Knapp, 3294,3295; 
 Mr. Fifer, 3349, 
 3350; Mr. Davies, 
 3468. 
 
 1 Inter. Com. 
 Rep., 754. 
 
 2 Inter. Com. 
 Rep., 553. 
 
 3 Inter. Com. 
 Rep., 418. 
 
 Appendix V. 
 
 Lake Shore and Michigan Southern it was contended, inter 
 cilia , that the rates on traffic exported through the port 
 of Boston being lower than those on similar traffic from 
 the same points of origin to Boston, but for local use, 44 the 
 fact of such lower rates” constituted 44 a strong argument 
 that the eastbound Boston local rates are unjust and should 
 be reduced to the export rates." The legality of the export 
 rates, as such, was not, however, in question in this litiga¬ 
 tion. The Commission dismissed the complaint, refusing 
 to hold that the difference between export and domestic 
 rates was conclusive evidence of the illegality of the latter. 
 In New York Produce Exchange v. New York Central 
 and Hudson River Railroad the Commission discussed the 
 general relations which should exist between export and 
 domestic rates and condemned a particular discrimination 
 in favor of the former, but declared that— 
 
 Peculiar circumstances may exist at some port why domestic dealers 
 there as well as exporters may acquiesce in a concession to exports not 
 at the same time given to the strictly domestic rate. 
 
 Differences in favor of imported traffic as against traffic 
 of domestic origin were, however, condemned by the 
 Commission in its general order of March 23, 1889. and 
 bv its decision in New York Board of Trade and Transpor¬ 
 tation v. Pennsylvania Railroad et al. Similar contro¬ 
 versies in regard to both export and import rates, particu¬ 
 larly the latter, were referred to by several witnesses. 
 Briefly, the contention of those who held that the inland 
 rates should be the same for foreign as for domestic com¬ 
 merce argue that any other rule discriminates unjustly 
 against either domestic consumers or producers and in 
 favor of residents of foreign countries. With regard to 
 import traffic, the further contention is raised that these 
 discriminations wholly or partly nullify the protective 
 character of customs duties. 
 
 The argument used in the effort to justify these differ¬ 
 ences is that they in no wav affect the actual rates at 
 which such traffic is carried between inland points and 
 foreign points of origin or destination, but merely equalize 
 the rates via the different routes. Certain carriers con¬ 
 tend that they have no control over the through rates, 
 these being fixed by rival routes, and that they have 
 merely the alternative of meeting these rates or seeing 
 the ports which they serve closed to the traffic in question. 
 Others claim that their lines serve no domestic producers 
 of the same articles, and that hence there is no unjust 
 discrimination upon their part, and that the low rates are 
 necessary to induce ships to come to the ports which they 
 serve and to enable them to build up traffic in outward- 
 bound goods. An appendix to this report contains all the 
 data in regard to the rates on import traffic carried at less 
 than inland rates and the extent of its movement which 
 it has been practicable to collect. This class of cases, 
 whether regarded from the point of view of the importer. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 83 
 
 the exporter, or the domestic trader, affords yet another 
 illustration of a rate reasonable or unreasonable by virtue 
 of its relation to other rates rather than because of any 
 fact that pertains to the rate considered by itself. 
 
 Long and short hauls .—-The question whether rates are 
 adjusted so as unduly to favor long-distance traffic and 
 thus to discriminate unfairly against local and short- 
 distance freight is much broader than that phase of it 
 which relates solely to the case in which the shorter dis¬ 
 tance is wholly within the longer distance. Complaints 
 alleging undue favor for long-distance traffic are fre¬ 
 quent^ to be found in the testimony. One witness takes 
 the extreme ground that rates ought to be proportioned 
 to distance, while many of those who desire the delegation 
 of rate-making power to be exercised in a quasi-legislative 
 manner contend that the element of distance should receive 
 greater weight than it is commonly accorded. On the other 
 hand, supporters of such legislation quite -generally con¬ 
 demn the 44 mileage basis,” and some declare that its appli¬ 
 cation would be 1,4 destructive.” 
 
 Those who believe that long-distance traffic is unduly 
 favored allege that it results in 44 economic waste” and 
 better industrial methods would secure to each producing 
 community a larger share in the business of the near-by 
 markets while somewhat restricting its access to those 
 farther away. They contend that the amount of long-dis¬ 
 tance business neither reduces the prices of commodities 
 nor increases their consumption, but merely leads to a 
 wider distribution of the products of particular regions 
 without increasing their sales and at the expense of other 
 regions. The extreme contention, on the other hand, is 
 that the best results are attained when the largest practica¬ 
 ble number of producers is given access on substantially 
 equal terms to each market, and that the competition thus 
 created does result in better methods of production, lower 
 prices, and consequently increased consumption. They 
 contend also that the acceptance of long-distance traffic at 
 relatively low rates does not in any degree increase the 
 burden upon short-distance traffic, but that if something is 
 secured from the former class beyond the expense of 
 handling it there is a contribution to fixed charges which 
 reduces the amount that must be raised from local business. 
 
 Far the greater number of complaints of this sort pre¬ 
 sented to the Interstate Commerce Commission have related 
 to instances in which the shorter distance is included in 
 the longer distance. It is unquestionably difficult for the 
 residents of any community to understand that there can 
 be a sufficient reason for higher charges upon traffic 
 received by them than for the same articles originating at 
 the same point, carried over the same line, through their 
 own town, to a more distant destination. Particular allu¬ 
 sion is found in the testimony to complaints of this char¬ 
 acter on the part of the cities of Spokane and Denver. In 
 
 Mr. Baylor, 
 3324,3325. 
 
 Mr. Cummins, 
 2100; Mr. Ripley, 
 2313; Mr. Knapp, 
 3298. 
 
 Mr. Fish, 294, 
 295; Mr. Tuttle, 
 936; Mr. Hines, 
 1070, 1072; Mr. 
 
 Hiland, 1319; Mr. 
 Bird, 2268. 
 
 Mr. Staples, 31, 
 34; Mr. Burr, 48, 
 49: Mr. Cowan, 
 113; Mr. Mora- 
 wetz,823,845; Mr. 
 Tuttle, 919, 921, 
 978; Mr. Hines, 
 971, 1069, 1071, 
 
 1074, 1107, 1109, 
 3779; Mr. Lin¬ 
 coln, 1241; Mr. 
 Phillips, 1761, 
 1762; Mr. Aiken, 
 1816, 1817, 1820, 
 1821; Mr. Smith, 
 1835, 1836; Mr. 
 
 Aeworth, 1850, 
 1851; Mr. Boat- 
 
84 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 jopfinViSMr'^ e ^ ense adjustments of this sort it is urged that the 
 Cummins, 2088 ; lower rates to more distant points are established in the 
 229 i; Mr. Ripiey, face of conditions which leave to the carriers no alterna¬ 
 te 27 - 2330. 2352 ; {-j ve £ 0 theii* acceptance other than the complete abandon- 
 3227 , 3228 , 3233; ment ot the long-distance tramc. 
 
 Mr. Fifer. 3339, ” 
 
 3340; Mr. Knapp, 3294,3307; Mr. Withers, 3438, 3444; Mr. Willcox, 3651; Mr. Tuttle, 918, 
 
 921; Mr. Hines, 1071, 1100, 1107; Mr. Lincoln, 1241; Mr. Vining, 1683, 1684, 1685, 1686, 1687; 
 
 Mr. Bacon, 1808; Mr. Ripley, 2337; Mr. Adams, 2913, 2917: Mr. Hover, 3254, 3258, 3260. 3261, 
 
 3262: Mr. Elliott, 3283, 3284, 3286. 3288; Mr. Fifer, 3335, 3336. 
 
 It is suggested by those who defend these adjustments 
 that the rates to the intermediate points are in themselves 
 reasonable, and as low, if not lower, than they could be 
 made if the carriers withdrew entirely from the transpor¬ 
 tation to the more distant points. Usually the conditions 
 alleged to require the lower rates for the longer hauls are 
 the result of competition by other carriers which compete 
 for business between the same points. These may be car¬ 
 riers not subject to the Interstate Commerce law, as, for 
 instance, those operating over water routes or in adjacent 
 foreign countries, or circuitous routes which are subject 
 to the law. Another kind of competition, which has been 
 urged in defense of a similar adjustment, is that of inde¬ 
 pendent sources of supply which are available to the longer- 
 distance points, but are not so strongly competitive at the 
 intermediate points. 
 
 CONSTITUTIONAL AND LEGAL PRINCIPLES. 
 
 The divergence of views entertained by witnesses upon 
 fundamental questions of industrial organization are no 
 more marked than is the divergence of views entertained 
 upon constitutional and legal questions, which will now be 
 passed in review. 
 
 Can Congress confer tlxe rate-making powerf —It seems 
 to have been assumed by many of the witnesses that the 
 power of Congress over rates and the ability of Congress 
 to delegate that power to a commission is beyond the realm 
 of reasonable discussion, but a review of the testimony 
 quickly dispels that assumption. The views entertained 
 cover a wide range of opinion, and seem to raise consid¬ 
 erable uncertainty as to the character of the powers 
 bestowed upon Congress by the Constitution. The testi¬ 
 mony upon this point raises four distinct questions, all of 
 which imply a certain degree of limitation upon the abil¬ 
 ity of Congress to clothe a commission with the rate¬ 
 making power. 
 
 First. The counsel of the Chicago, Milwaukee and St. 
 Paul Railway assumes that the determination of a rate is 
 equivalent to the exercise of legislative authority, and 
 claims that it would be a “flagrant and reckless disregard 
 of fundamental principles" to delegate that power, and 
 supports this opinion by a quotation from Cooley's Con¬ 
 stitutional Limitations, a quotation, it may be remarked 
 in passing, which is repeated by quite a number of other 
 witnesses: 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 85 
 
 One of the settled maxims in constitutional law is that the power 
 conferred upon the legislature to make laws can not be delegated by 
 that department to any other body or authority. Where the sover¬ 
 eign power of the State has located the authority, there it must 
 remain, and by the constitutional agency alone the laws must be 
 made until the constitution itself is changed. The power to whose 
 judgment, wisdom,* and patriotism this high prerogative has been 
 intrusted can not relieve itself of the-responsibility by choosing other 
 agencies upon which the power shall be devolved, nor can it substi¬ 
 tute the judgment, wisdom, and patriotism of any other body for 
 those to which alone the people have seen tit to confide this sovereign 
 trust. 
 
 The witness continues: 
 
 This being the fundamental rule as to the States in general which 
 have inherent power, much more is it the rule as to Congress, which has 
 received the power from the States. Congress, holding this power as 
 the agency of the States, can not pass it on to a new agency of its own 
 creation. 
 
 Second. The President of the Boston and Maine Rail¬ 
 road draws a distinction between the Federal and State 
 commissions as follows: 
 
 There is no right in Congress or in the National Government to regu 
 late the railway rates of the country because they have eminent do¬ 
 main or because the owners are rich. The governments of the States 
 have the right to regulate every railroad within their borders as to 
 interstate traffic, because they have given the charters to the railroads, 
 and as a part of the conditions in almost every instance it has been 
 provided in their charters that the child of the State should be sub¬ 
 ject to the general future government of that State. 
 
 I think there is no record of a case where the National Government, 
 other than in territory owned by the Government, has ever under¬ 
 taken to issue a charter to a railroad, either interstate or intrastate; 
 and therefore the right which the Government has over the railroad 
 doe3 not come, in my judgment, from any use of eminent domain or 
 because it is a corporation, but because the Government possesses, 
 under the Constitution, the power to regulate commerce among the 
 States and with foreign nations and with the Indian tribes, and, fur¬ 
 ther, because it possesses an efficient, but perhaps indefinable, police 
 power to prevent oppression of the people of the United States by 
 anybody, whether it be a railroad corporation poor or a railroad cor¬ 
 poration rich. 
 
 Third. A third point of view is submitted by the coun¬ 
 sel of the Louisville and Nashville Railroad, who rests his 
 conclusion upon the assumption that there is no differ¬ 
 ence between the grant of the rate-making power by 
 Congress to a commission and the grant of such a power to 
 a coordinate branch of the Government. He quotes the 
 following from Mr. Justice Lamar: 
 
 That no part of this legislative power can be delegated by Congress 
 to any other department of the Government, executive or judicial, is 
 an axiom in constitutional law r , and is universally recognized as a prin¬ 
 ciple essential to the integrity and maintenance of the system of gov¬ 
 ernment ordained by the Constitution. The legislative power must 
 remain in the organ where it is lodged by that instrument. 
 
 The following question by a member of the committee 
 and the answer thereto by the witness makes clear the 
 interpretation which the witness placed upon the language 
 quoted: 
 
 Senator Foraker. * * * The question is now, if you are going 
 to apply that decision, whether or not delegating this power to a 
 commission is the same as delegating it to a coordinate branch of the 
 Government, the executive, or the judicial. In other words, is not 
 
 4th ed.. p. 141. 
 
 Mr. Peck, 1307. 
 See also Mr. 
 Nimmo, 154. 
 
 Mr. Tuttle, 909. 
 
 143 U. S. 697. 
 
 244. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 8fi 
 
 this Commission a part of the legislative department of the Govern 
 ment? Does it not belong to the legislative department instead of to 
 either of the other departments? 
 
 Col.Stone, 244. Colonel Stone. From a constitutional standpoint I think there is no 
 difference. If the power can not be delegated to a coordinate branch 
 of the Government, it can not be delegated to a subordinate commis¬ 
 sion or body. 
 
 The point of view submitted by the witness is also of 
 interest because it draws a distinction between a strictly 
 legislative power which can not be delegated and the exer¬ 
 cise of an administrative power for which Congress may 
 
 143 u.s., 692. lawfully provide by specific enactment, the authority for 
 this distinction being found in the case of Field v. Clark, 
 where the question at issue was the right of Congress to 
 bestow upon the President authority to suspend the opera¬ 
 tions of the Act in question by proclamation after the 
 ascertainment of certain facts. 
 
 With regard to the language of Mr. Justice Brewer in 
 the Maximum Rate case (quoted below), to the effect that 
 Congress might, had it chosen, have conferred the power 
 to fix a rate upoii “ some subordinate tribunal." the witness 
 asserts “that much of the opinion is dictum," because— 
 
 Col. Stone, 245. the point decided was as to what Congress had done, not what it 
 could do. I know of no decision of the Supreme Court saying ex¬ 
 pressly that this power can be conferred constitutionally by Con¬ 
 
 gress. 
 
 See 
 
 Bond, 
 
 1378 - 138 ^ Fourth. A fourth point is submitted by the. counsel of 
 " the Atchison, Topeka and Santa Fe Railway, who, while 
 admitting that Congress can confer the power of determin¬ 
 ing a maximum rate upon a commission, yet asserts that 
 Congress can not pass an act giving to a commission 
 general discretionary powers over rates. His language 
 is as follows: 
 
 Mr. Morawetz, No q ou i 3 t Congress can by law prescribe general rules for the regula¬ 
 tion of the charges of railway companies. For example, Congress can 
 (as it did in the interstate commerce act) prohibit railway companies 
 from charging unreasonably high or extortionate rates and can pro¬ 
 hibit them from discriminating in their charges; and Congress probably 
 can establish a commission or other administrative body with power 
 to carry into effect such general rules, including power to make orders 
 determining prima facie what rates are unreasonably high or discrimi¬ 
 natory, and therefore illegal under the statute. 
 
 Under such a law the function of a commission would be merely 
 administrative in carrying out the declared legislative will of Congress 
 to prohibit excessive rates or unjustly discriminatory rates, and the 
 Commission itself would not be vested with the legislative power of 
 determining according to its own arbitrary will or ideas of policy what 
 rates shall be charged in the future. Under such a law the action of 
 the Commission, although prima facie valid, could be reviewed and 
 set aside by the courts, and the carrier could not be deprived by the 
 Commission of the right to charge any rate it saw fit*-.provided it t>e 
 not unreasonably high or unjustly discriminatory. 
 
 It would be going a step further to hold that Congress can pass an 
 act giving to a commission general discretionary power to fix future 
 rates at any point between the maximum rates that would be reason¬ 
 able and the minimum rates that would be unconstitutional. As will 
 be pointed out hereafter, the exercise of the discretion of the Commis¬ 
 sion in such a case would not be subject to review by the courts. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 87 
 
 Such a delegation of power would, in truth, be a delegation of legisla¬ 
 tive power; it would be a delegation to the Commission of the entire 
 discretion of Congress in fixing rates. 
 
 In view of the importance of this general question the 
 chairman of the Senate Committee on Interstate Com¬ 
 merce requested an opinion of the Attorney-General, 
 respecting the constitutional rights of Congress over rail 
 way rates. In this opinion the entire subject is submitted 
 to review and many authorities are cited in support of the 
 opinion expressed. The opinion closes with seven conclu¬ 
 sions, the first three of which pertain to the question under 
 review, and are as follows: 
 
 1. There is a governmental power to fix the maximum future 
 charges of carriers by railroad vested in the legislatures of the States 
 with regard to transportation exclusively within the States and vested 
 in Congress with regard to all other transportation. 
 
 2. Although legislative power, properly speaking, can not be dele¬ 
 gated, the law-making body, having enacted into law the standard of 
 charges which shall control, may intrust to an administrative body not 
 exercising in the true sense judicial power the duty to fix rates in con¬ 
 formity with that standard. 
 
 3. The rate-making power is not a judicial function, and can not be 
 conferred constitutionally upon the courts of the United States, either 
 by way of original or appellate jurisdiction. 
 
 This opinion is too long and too closely reasoned to per¬ 
 mit analysis in this report. It may be found in the second 
 volume of the testimony, beginning with page 1662. 
 
 The opinion of the Supreme Court in the Maximum Rate 
 case, which seems to be an explicit expression by the 
 court in support of the claim that Congress may confer 
 the rate-making power -upon a commission, is as follows: 
 
 Before the passage of the act it was generally believed that there 
 were great abuses in railroad management and railroad transporta¬ 
 tion, and the grave question which Congress had to consider was how 
 those abuses should be corrected and what control should be taken of 
 the business of such corporations. The present inquiry is limited to 
 the question as to what it determined should be done with reference 
 to the matter of rates. There were three obvious and dissimilar 
 courses open for consideration. Congress might itself prescribe the 
 rates; or it might commit to some subordinate tribunal this duty; or 
 it might leave with the companies the right to fix rates, subject to 
 regulations and restrictions, as well as to that rule which is as old 
 as the existence of common carriers, to wit, that rates must be 
 reasonable. 
 
 This entire question of the right of Congress to confer 
 upon a commission the rate-making power seems to turn 
 upon the character of the power that is conferred. Looked 
 at from this point of view it suggests a more fundamental 
 question, namely, the extent to which Federal courts are 
 at liberty to review the acts of Congress and the orders of 
 the administrative body to which Congress intrusts the 
 execution of the law. This brings the report to a definite 
 consideration of the jurisdiction of the Federal courts. 
 
 Jurisdiction of Federal courts .—This question was con¬ 
 sidered at length by the general counsel of the Atchison, 
 Topeka and Santa Fe Railway. His testimony took the 
 form of a discussion of certain legal propositions. The 
 
 Mr. Moody, 1674. 
 
 See also Mr. 
 Call, 2708; Mr. 
 Davenport, 190, 
 191. 
 
 167 U. S., 494. 
 
 7 
 
88 
 
 Mr. Morawetz, 
 795, 796. 
 
 Mr. Morawetz, 
 801. 
 
 Mr. Morawetz, 
 800. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 first three of these propositions are, in effect, (a) that the 
 Common Law guarantees the shipper and consumer against 
 an extortionate rate, (b) that the Constitution guarantees 
 the carrier against a confiscatory rate, (c) but that, between 
 these limits, there is a field “ not governed by the applica¬ 
 tion of any legal principles.” The following is the lan¬ 
 guage of the witness: 
 
 There is a wide range between a rate that is unreasonably high and 
 therefore illegal, as against the shipper, and a rate that is so low as to 
 be confiscatory as against the carrier. * * * The adjustment of the 
 
 rate between these two extremes would depend upon considerations 
 of business policy and would not be governed by the application of 
 any legal principles or definite rules. * * * It is rarely, if ever, 
 true that there is but one just and reasonable rate for the transporta¬ 
 tion of a given article between two points. • In nearly every instance 
 there is wide range within which any rate would be just and reason¬ 
 able, and it is wholly a question of business policy at what point the 
 rate shall be fixed within that range. 
 
 This means that a clearly defined line is drawn by the 
 Constitution between the courts and a commission or other 
 agencw clothed with quasi-legislative functions, and that 
 the power to determine rates, if conferred upon a commis¬ 
 sion, will not be subject to review by the court unless such 
 rates are attacked as extortionate or confiscatory. On this 
 point the witness expressed himself as follows: 
 
 Mr. Morawetz. * * * My seventh point is that Congress can 
 not vest in the courts power to fix future rates or to consider and pass 
 upon the wisdom or policy of the Commission in prescribing a particu¬ 
 lar rate which is neither confiscatory nor unreasonably high. It is 
 well settled that Congress can not constitutionally require the courts 
 of the United States to perform any duties that are not of a judicial 
 character. Congress can not require the courts, directly or indirectly, 
 to perform duties of an administrative or of a quasi-legislative char¬ 
 acter. [Here the witness cites authorities.] 
 
 It follows, therefore, that Congress has no constitutional power to 
 require the courts to exercise the legislative or quasi-legislative action 
 of a commission in fixing the rates to be charged by railway com¬ 
 panies in the future. 
 
 Senator Dolliver. Does that exclude the notion of their being able 
 to find whether the rate fixed by the Interstate Commerce Commis¬ 
 sion is reasonable or not? 
 
 Mr. Morawetz. I shall endeavor to show in a minute that it all 
 depends upon what you mean by the word “reasonable.'” Congress 
 can require the courts to pass upon the question whether a rate fixed 
 by a commission is confiscatory. It can also require the courts to 
 determine whether a rate fixed by a commission or by a railway com¬ 
 pany is excessive—illegally high. But Congress can not require the 
 courts to pass upon the mere business policy of fixing a rate anywhere 
 between those two extremes. 
 
 On another occasion the witness was asked the follow¬ 
 ing question: 
 
 Senator Cullom. Mr. Morawetz, suppose a commission fixes a rate 
 * * * can the courts interfere with that rate unless they do it on 
 the ground it becomes confiscatory? 
 
 Mr. Morawetz. That, sir, would depend altogether upon the lan¬ 
 guage of the act of Congress. I was endeavoring to show that the 
 only questions that can constitutionally be subjected to review by the 
 courts are, first, whether the action of the Commission is confiscatory, 
 and second, whether the rate is extortionate or in excess of the max¬ 
 imum rate which would be reasonable. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 89 
 
 The significance of this distinction between judicial and 
 administrative discretion may be made clear by reference 
 to a well-known fact. A study of the records of the Inter¬ 
 state Commerce Commission, as well as a review of the 
 testimony submitted to this committee, discloses a large 
 number of complaints not to be classified as presenting 
 allegations of extortion on the one hand or of confiscation 
 
 on the other; or, indeed, of what the courts have termed 
 unlawful discrimination. Outside of secret preferences 
 and rebates, it is these questions of relative rates and of 
 disparity of conditions before the established tariff situa¬ 
 tion which are made the basis of the demand for remedial 
 legislation. It is of course open to discussion whether or 
 not Congress desires to extend governmental supervision 
 over this class of questions. The position of the witness 
 is explicit upon this point. In his opinion it would not be 
 wise for Congress to create an administrative body, all of 
 whose decisions were not subject to judicial review. He 
 
 savs: 
 
 The importance of the point which I am making is this: Any act of 
 Congress, if I am right in this, vesting in a commission purely discretion¬ 
 ary power to fix rates would, in effect, confer upon the Commission 
 autocratic and uncontrolled power to prescribe the rates of the railway 
 companies throughout the United States, and to make or unmake the 
 prosperity of different sections of the country so far as that depends 
 upon the rates of transportation. Any provision for a further judicial 
 scrutiny of the action of this Commission would be entirely illusory. 
 
 Under the bills that have been introduced in Congress the only 
 question that could be considered upon an appeal by a railway com¬ 
 pany would be whether the rate prescribed by the Commission was 
 confiscatory, and the only question that could be considered upon an 
 appeal by a shipper would be whether the rate prescribed by the Com¬ 
 mission was extortionate or discriminatory. If a locality should be 
 aggrieved by the action of the Commission I do not believe that it 
 would have any redress whatsoever. 
 
 No other witness that appeared before the committee 
 held without reserve to the above distinction between judi¬ 
 cial and administrative discretion. The chairman of the 
 Interstate Commerce Commission doubts the ability of 
 Congress to confer upon any administrative body a held 
 for the exercise of administrative discretion which courts 
 can not invade, as will be seen from the following questions 
 and answers: 
 
 Senator Kean. Let me ask you a question just there. If the fixing 
 of a future rate is a legislative act, then the court probably could not 
 review it? 
 
 Mr. Kn app. Senator Kean, I may not say anything here unless I 
 speak the absolute truth as I see it, and your observation suggests a 
 very serious question. All the answer I can make is that I do not 
 know. I have believed that if a law conferred upon a commission the 
 authority in such a case as this—one of these contested cases—to sub¬ 
 stitute a reasonable rate, that the carrier could go to court on the the¬ 
 ory that the Commission had exceeded its authority by prescribing 
 an unreasonable rate. Now, how far you can give jurisdiction to 
 courts or to what extent they will take it I think no lawyer can pre¬ 
 dict with any confidence until the question has been decided. 
 
 Senator Kean. Then, in any act we drew, if we gave the Commission 
 power to fix the rate, if the court had any jurisdiction it would have 
 to be decided, would it? 
 
 Mr. Morawetz, 
 807. 
 
 Mr. Knapp, 3303. 
 
90 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Knapp. That is the way the matter rests in my mind. I have 
 been very strongly inclined to the opinion already expressed in your 
 hearing that there is no such difference as has been assumed between 
 a rate merely unreasonably low and a rate that is confiscatory. 
 
 It is no part of this report to express an opinion upon 
 the correctness of these conflicting' points of view relative 
 to the ability of the courts to review all questions that 
 arise in the consideration of reasonable rates; but it is 
 proper to emphasize the bearing* which this distinction has 
 upon the immediate question submitted for the determina¬ 
 tion of the committee. 
 
 ^Mr. Morawetz, Unless we are to have a great deal of litigation, a great deal of un¬ 
 certainty, any act of this character—that is to say, an act which con¬ 
 fers upon a commission the power to determine rates intermediate 
 between confiscation and extortion—should be drawn with reference 
 to the distinction * * * pointed out. 
 
 Moreover, a candid statement of the situation warrants 
 reference to the converse of the conclusion so emphatically 
 stated by the witness, for the reason that the comparison 
 thus suggested presents the question of public policy in¬ 
 volved in current proposals for further remedial legisla¬ 
 tion in its clearest light. A specific rate must of course 
 be fixed for every commodity presented for transporta¬ 
 tion, and it must be fixed at some point in the range of 
 possible rates between confiscation and extortion. If the 
 determination of this actual rate by Congress or bv a 
 commission is superior to review by the court, it is equally 
 true that its determination by traffic officers would be su¬ 
 perior to judicial review. It is suggested by the testimony 
 that the power “to make or unmake the prosperity of 
 different sections of the country” referred to is not a 
 power that originates with Congressional enactment, but 
 pertains necessarily to the making of railway rates and is 
 inherent in the administration of the business of trans¬ 
 portation. 
 
 Assuming, then, merely for the purpose of presentation, 
 the correctness of the claim that the court can not review 
 the reasonableness of intermediate rates, it is urged that 
 the question of public policy presented for the considera¬ 
 tion of the committee is whether the enduring prosperity 
 of the country is safer under the “autocratic and uncon¬ 
 trolled" power of traffic officers or under the “autocratic 
 and uncontrolled” power of an administrative bureau. As 
 a matter of fact, neither of these agencies could act in an 
 utterly autocratic manner or be wholly free from control. 
 The one would work under the restraints of commercial 
 forces and the other under the restraints of statutory rules 
 of administration. Which is the safer method of procedure 
 is the problem of public policy. 
 
 Rate control by judicial process . — It is admitted that if 
 legislative discretion is to be applied to the control of 
 future interstate railway rates it must be done by the di¬ 
 rect action of Congress or by some agencv to which some 
 portion of the legislative discretion can lawfully be dele¬ 
 gated. But the testimony discloses a sharp difference of 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 91 
 
 opinion between certain witnesses who believe that Con¬ 
 gress having established, in such detail as it shall see tit, 
 the standards of absolute and relative reasonableness, com¬ 
 pliance with those standards can be secured through the 
 United States courts. This proposition is strongly main¬ 
 tained by certain witnesses and as strongly combated by 
 others. 
 
 In support of it the suggestion is made that the courts H C^pare: Mr. 
 of Common Law always had power to determine a reason- 3756 ; Mr. Peck* 
 able rate for a service which had been performed in order i|o 9 . Mr ' 
 to award damages when a higher rate had been collected, 
 and that it has already been held that, under tlie Elkins 
 law, the Federal courts have jurisdiction to enjoin the col¬ 
 lection of a rate which has been found to be discriminatory. 
 
 It is contended that, in order to condemn an existing rate, 
 it is necessary to determine what rate would have been rea¬ 
 sonable, and that this being done the order of the court may 
 go so far as to prohibit the collection of anything beyond 
 the rate so found to be reasonable. It is maintained fur¬ 
 ther, that if a decree of this sort can not be, or ought not 
 to be, authorized, it would be practicable for Congress, by 
 a general statute, to make rates so found to have been rea¬ 
 sonable uuder existing conditions the only lawful rates dur¬ 
 ing the continuance of similar conditions. 
 
 The chief reliance of those who oppose these legal views cowaKS; Mr.' 
 is upon the assertion in the Maximum Kate case that the Mather - 14 "°- 
 power to prescribe a rate for the future is essentially a 
 legislative power and upon the opinions of the Attorney- 
 General and the Interstate Commerce Commission to the 
 same effect. The practical bearing of this contention has 
 already been noted. 
 
 The preference clause of the Constitution .—Another 
 question, respecting which witnesses have expressed diver¬ 
 gent opinions, that threatens to become a controverted 
 point in the further development of public control, should 
 Congress see fit to confer the rate-making power, pertains 
 to the correct interpretation of the preference clause of 
 the Constitution, and the propriety of its application to 
 inland commerce. 
 
 Article I, section 9, clause 6, of the Constitution con¬ 
 tains this provision: 
 
 No preference shall be given by any regulation of commerce or 
 revenue to the ports of one State over those of another. 
 
 Quite a number of witnesses make this clause the pre¬ 
 mise for the conclusion that Congress is’constitutionally 
 incapacitated for exercising effective jurisdiction over rail- 
 wav rates. The argument is as follows: Discriminations 
 of one form or another are absolutely essential for the 
 satisfactory adjustment of railway tariffs, but that neither 
 Congress nor any agency that Congress might create could 
 sanction or establish such discriminations: 
 
 Nobody will dispute that when thre Government makes a rate, either 
 by direct act of Congress or through the agency of the Interstate 
 Commerce Commission, it is making a regulation of commerce, 
 imposed by our Constitution. 
 
 
 Mr. Peck. 1309. 
 
92 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Nimriio, 153. 
 See also Mr. 
 Hines, 1124; Mr. 
 Wilcox, 3637; Mr. 
 Davenport, 179; 
 Mr. Mather, 1457. 
 
 Interstate 
 Commerce Com¬ 
 mission, 966. 
 
 The question which we have to meet is, Can the Interstate Com¬ 
 merce Commission—which, under the Esch-Townsend bill, will stand 
 in the place of Congress, certainly with no more powers than Congress 
 would have—make any preferences in its regulations of thejports. of 
 one State over those of another? 
 
 If the constitutional provision applies and is binding upon the 
 Interstate Commerce Commission they can not make preferences; but 
 if, on the other hand—as they themselves insist—they will not be 
 governed by this constitutional provision in the making of rates, theft, 
 I submit, the power should never be given to them. It is an open 
 question to-day which would be the greater calamity to the people of 
 the United States, to have the constitutional provision applied so that 
 only distance tariffs could be made to the ports of competitive States, 
 or to have it held that the constitutional provision does not apply and 
 may be disregarded. In either case the evil consequences would be 
 far beyond calculation. 
 
 Another witness says: 
 
 In case the Supreme Court should hold that an act conferring the 
 rate-making power upon the Interstate Commerce Commission is sub¬ 
 ject to the constitutional limitation, “ No preference shall be given by 
 any regulation of commerce or revenue to the ports of one State over 
 those of another,” it appears probable that such a statute would in 
 practice be nugatory for the reason that any regulation of relative rates 
 to or from the ports or markets of any two States by the Commission 
 might be alleged to violate the constitutional inhibition against pref¬ 
 erence to the ports of one State over those of another. 
 
 The extreme supporters of the opinion that the prefer¬ 
 ence clause of the Constitution incapacitates Congress for 
 dealing with the rate question interpret this clause in re¬ 
 spect to railway tariffs as meaning that a commission, or 
 any agency to which Congress might delegate its author¬ 
 ity, would be obliged to adopt the mileage basis tor the 
 construction or modification of a tariff schedule. 
 
 The above view of the constitutional provision under 
 consideration is opposed by the Interstate Commerce Com¬ 
 mission and b}^ the Attorney-General, whose opinions were 
 submitted at the request of the committee. 
 
 Without attempting to discuss the question at length, or to point 
 out the absurd consequences to which a contrary conclusion would 
 lead, the Commission holds with the utmost confidence that the exer¬ 
 cise of authority for the regulation of rates, as proposed in the Esch- 
 Townsend hill, would not be controlled or limited in any degree by 
 the above-quoted provision in the Constitution. If it be assumed, as 
 it certainly is not conceded, that this provision has any application to 
 charges for transportation to and from the several ports, it would 
 seem that such rates should be so adjusted as to avoid the prohibited 
 preference. To establish the same rates from a given point to all ports 
 would obviously, as it seems to us, prefer the most distant port, other 
 things being equal. To establish rates on a uniform mileage basis, so 
 that distance alone determined the relation of rates, would in many if 
 not most cases result as a practical matter in the actual preference of one 
 port over another. And this is all the more apparent in view of the fact 
 that numerous “ports” have been established from time to time at 
 various points in the interior. If the constitutional restraint is held 
 to apply at all to railroad charges, which appears to us improbable, 
 then the question of what constitutes a preference depends upon a 
 variety of circumstances and conditions besides the element of dis¬ 
 tance. In short, upon that theory, it would be necessary to determine 
 in each case the proper adjustment of rates which would place differ¬ 
 ent ports upon a basis of relative equality; and that is precisely the 
 aim, among other things, of the act to regulate commerce and of the 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 93 
 
 measure in question. The establishment of a differential might be 
 and often would be the appropriate and only method of accomplish¬ 
 ing the purpose of the constitutional limitation. 
 
 The opinion of the Attorney-General is'supported by 
 reference to the history of the clause as well as to deci¬ 
 sions of the courts. His conclusions upon the point in 
 question are as follows: 
 
 Any regulation of land transportation, however exercised, would Attorney- Gen- 
 seem to be so indirect in its effect upon the ports that it could not con- era1,1(3 ' 4 ' 
 stitute a preference between the ports of different States within the 
 meaning of Article I, section 9, paragraph 6, of the Constitution. 
 
 Reasonable, just, and impartial rates determined by legislative 
 authority are not within the prohibition of Article I, section 9, para¬ 
 graph 6, of the Constitution, even though they result in a varying 
 charge per ton per mile to and from the ports of the different States. 
 
 Three questions must be considered before the practical 
 point raised by the consideration of the preference clause 
 of the Constitution may be answered. These are: 
 
 First. What basis for the adjustment of rates, if any, 
 is required by this clause? 
 
 Second. If the mileage basis is required, is it a desirable 
 basis? and 
 
 Third. What is a port of the United States within the 
 meaning of this clause ? 
 
 The testimony suggests three possible answers to the 
 first inquiry. 
 
 First. That rates proportioned to mileage are required; 
 
 Second. That equal rates to and from all ports are 
 required; and 
 
 Third. That the preference forbidden is only an undue 
 or unreasonable preference, and that if the rates to and 
 from the ports are reasonable in themselves and in their 
 adjustment to each other the clause is not violated. 
 
 This last interpretation would lead to the conclusion 
 that the only effect of this clause as limiting the power of 
 legislative control over rates is to provide for a judicial 
 examination of any regulation when it is alleged to bring 
 about the preference forbidden by the Constitution. 
 
 Of the many witnesses who discussed rates proportioned 
 to mileage, one only approved the mileage basis. Although 
 a number of witnesses suggested that the distance factor 
 should be given greater weight than at present, it was 
 generally urged or admitted that strict adherence to a 
 mileage basis would be seriously disadvantageous. 
 
 The mileage rule can not be applied in a country where 
 the average length of haul is 245 miles and the possible 
 length of haul in excess of 3,000 miles. Whether the 
 distance principle could be applied in case some longer 
 unit than a mile were accepted as a basis of the tariff—as 
 for example, 100 miles—was not touched b}^ any witness. 
 
 The questions as to what constitutes a port of the United ^For_iist of ports 
 States did not receive discussion beyond an enumeration of 
 the “ports-’ created by Congress, which the testimony 
 shows include many inland points and points located in 
 every State but one. 
 
94 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 RECOMMENDATIONS AND ARGUMENTS. 
 
 Most of the. witnesses who appeared before the commit¬ 
 tee included in their testimony certain recommendations 
 relative to railway legislation. These recommendations 
 were not always direct or formal in character. Thus the 
 suggestion that no further legislation is needed, or a crit¬ 
 icism sufficiently definite to indicate clearly the character 
 of remedial legislation desired, has been construed as 
 involving recommendations. An observation relative to 
 some fundamental principle of industry or transportation 
 has been interpreted in the same manner, a remark equally 
 true of the discussion of legal principles. It thus becomes 
 evident that the plans and proposals about to be submit¬ 
 ted are such as follow naturally from the analysis and 
 classification of the testimony, and if it be assumed that 
 the testimony submitted to the committee was compre¬ 
 hensive in itself and representative in character, it is 
 clear that these plans cover all the possibilities of reme¬ 
 dial legislation which it is practicable for Congress to 
 consider. 
 
 Senator New- 
 lands, 779, 3721. 
 
 The testimony contains one comprehensive suggestion 
 not covered by the plans submitted below. It is peculiar 
 in that it proposes the national incorporation of railways, 
 an official valuation of railway property as the basis of 
 rate regulation, and involves the employment by Congress 
 of the taxing power as well as the power to regulate rates 
 and to supervise railway regulations. This plan, however, 
 is presented in so complete and satisfactory a manner in 
 the testimony that it does not appear necessary to include 
 further consideration of it in this report. Reference is 
 made to the plan of Senator Newlands, of Nevada. 
 
 Minor recommendations common to all plans for reme¬ 
 dial legislation. —There are many points upon which all 
 witnesses who favor changes of any sort agree, and which 
 are common to all plans of remedial legislation. This class 
 of recommendations will now be considered. 
 
 Recommendations relative to publicity and uniform ac¬ 
 counting.— The extent to which the Act of 1887 relies upon 
 publicity as a remedial agency in the exercise of super¬ 
 visory control over administration has already claimed the 
 attention of this report, and there is nothing in the testi¬ 
 mony which indicates that confidence in this principle has 
 weakened since the passage of the Act. On the contrary, 
 the recommendations submitted to the committee relative 
 to this point were addressed very largely to the necessity 
 of rendering that remedy more efficient. 
 
 The testimony contains no opinion adverse to the propo¬ 
 sition that the Interstate Commerce Commission, or other 
 administrative agency, should Congress see fit to create 
 one, should have full and free access to all books, accounts, 
 and contracts, which bear in any way upon the questions 
 submitted for determination or advice. This unanimity 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 95 
 
 of opinion may at lirst occasion some surprise, but a 
 moment's consideration shows it, to be both reasonable and 
 logical. To the extent that publicity is effective the de¬ 
 mand for direct governmental supervision disappears, 
 from which it follows that those who oppose a broader 
 jurisdiction for the Commission would naturally approve 
 even extreme means to attain publicity. On the other hand, 
 those who advocate the conferring of enlarged powers upon 
 the Commission contend that the fullest access to all avail¬ 
 able and pertinent information is essential to the proper 
 exercise of administrative jurisdiction. From whichever 
 point of view the question is considered, therefore, the 
 quasi-public character of the business of transportation 
 being conceded, a properly guarded demand on the part 
 of the Government for information must be acknowledged 
 to be a reasonable and a pertinent demand. 
 
 The interpretation granted the word “publicity” in 
 existing legislation is at once broad and comprehensive, 
 as may be seen by referring to that portion of this report 
 which deals with the development of the Act of 1887. As 
 far as the right of investigation conferred by the Twelfth 
 section of the act is concerned, there seems to be no seri¬ 
 ous complaint at the present time. The courts, by their 
 interpretation, have upheld, and Congress, by its amend¬ 
 ments, has strengthened the power of the Commission for 
 the investigation of complaints, whether such investigation 
 is the precurser of an order, of a prosecution, or of a 
 direct appeal to public opinion. Perhaps the most serious 
 limitation upon the ability of the Commission to obtain 
 adequate information, the remark being confined to special 
 investigations as distinct from periodic reports, is disin¬ 
 clination of carriers appearing as defendants fully to sub¬ 
 mit their cases to the consideration of the Commission. 
 This has, in part, disappeared, owing to the attitude of the 
 courts toward new testimony when cases are submitted 
 for judicial review, but the possibility of embarrassment 
 continues. It was doubtless with the purpose of over¬ 
 coming this difficulty that the bill recently submitted to 
 the House of Representatives, known as the Esch-Towns- 
 end bill, sought to amend the act of 1887 in such a manner 
 as to prohibit offering as new testimony, when a case comes 
 before the court, any testimony which “ with the exercise 
 of proper diligence could have been offered upon the hear¬ 
 ing before the Commission.” 
 
 The significant testimony relative to publicity submitted 
 to the committee at its hearings pertains for the most 
 part to the necessity of a uniform system of railway 
 accounting and of a body of public examiners. The motive 
 which underlies these suggestions is that by this means 
 unlawful practices on the part of the railways will be 
 discovered, while the fact of possible discovery will act as 
 a deterrent to the shipper when he is tempted to seek an 
 unlawful advantage and to the carrier when tempted to 
 
 P. 38. 
 
 Sec. 12, H. R. 
 bill No. 18588, 
 58th Cong., 3d 
 session. 
 
 I 
 
96 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Bacon, 16, 
 23. 
 
 Mr. Prouty, 
 2912. 
 
 Mr. Vining, 
 •1691. 
 
 Mr. Moravvetz, 
 817-818. 
 
 grant it. These ideas are common to a large class of wit¬ 
 nesses, as is evidenced by the quotations that follow. 
 
 The chairman of the Interstate Commerce Law Conven¬ 
 tion advocates 'public examiners in order to obtain evidence 
 for prosecution in cases of illegal practice on the part of 
 the railways. 
 
 Mr. Bacon. It is essential, in my judgment, that the books and 
 papers of all railway corporations should be not only open to inspection 
 of members of the Commission, but that inspectors should be 
 appointed, the same as national-bank examiners are appointed, to 
 examine the books of every railway corporation in the country, and 
 a continuous inspection should be maintained in order to discover 
 what rebates are paid. Then, when such discovery is made let the 
 matter at once be brought before the Department of Justice for pros¬ 
 ecution of the offenders * * * I would advocate the establish¬ 
 ment of a system of complete inspection of the railway books of the 
 company similar to the system in operation with reference to national 
 banks. 
 
 A member of the Interstate Commerce Commission 
 includes the recommendation for uniform accounting and 
 public examiners among the recommendations submitted 
 as a means of stopping the payment of rebates.” 
 
 Then, in my judgment, you have got to provide that some tribunal 
 shall have authority to prescribe the form in which the books of these 
 railroads, which refer not only to their accounts but the movement 
 of their traffic, shall be kept, and to further provide that that tribunal 
 may at any time examine those books. 
 
 A witness, who for years had been connected with the 
 traffic department of important railways, now retired, 
 appeared before the committee, and, after explaining cer¬ 
 tain of the discriminations incident to railway practice, 
 said: 
 
 These are cited only as samples of the methods by which unjust 
 advantages may be given to certain shippers as against others. 
 
 The remedy is to bestow upon the Commission or its duly author¬ 
 ized representatives power to examine the books of all railroad com¬ 
 panies, just as the bank examiners now have power to examine the 
 books of all national banks. Money can not be paid out by a railroad 
 company without appearing in some way upon its books; and a com¬ 
 petent examiner would be able to discover the payment of any money 
 improperly. 
 
 The counsel of the Atchison, Topeka and Santa Fe Rail¬ 
 way approves the recommendations under consideration. 
 
 There are some particulars on which, possibly, the law could be 
 strengthened. One of the difficulties has been to obtain the evidence 
 required to convict offenders of any violation under the Elkins Act. If 
 Congress should provide that the Interstate Commerce Commission 
 should have the right to cause the books, records, and vouchers of every 
 carrier and every shipper engaged in interstate commerce to be exam¬ 
 ined by an expert accountant, I think it would be made very, very 
 much easier than it is to-day to discover violations of the law in the 
 form of rebates and discriminations of every kind; and I do not think 
 there will be any reallv valid objection to the passage of an act of that 
 kind. 
 
 In partial response to the argument against the necessity 
 of a board of expert examiners that the Twelfth section of 
 the Act to regulate commerce now confers upon the Com- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 97 
 
 Mr. 
 
 1182. 
 
 Hines 
 
 Mr. Tuttle. 952. 
 
 mission all the necessary authority for securing 1 such infor- 
 mation as it may need, an attorney representing the 
 Atlantic Coast Line said: 
 
 I should think that it would lie helpful to give the Commission the 
 power, through its experts, to investigate the books and papers and 
 vouchers of the carriers and shippers with respect to shipments of 
 interstate commerce. The Commission itself has the power now to 
 call for those things, but of course it could be exercised with a great 
 deal more facility if it had the power to send an expert to examine 
 these things without having them actually produced at a session of 
 the Commission. 
 
 Some witnesses claim that rebates or other forms of 
 illegal expenditures could be so covered as to elude the 
 discovery of expert examiners. “If you assume at the 
 beginning,” says the president of the Boston and Maine 
 Railroad, “that the railroad management is deliberately 
 going into violations of the law it is not going to make 
 records of those things which can ever be found out.” 
 
 It was doubtless this consideration, as also a recognition 
 of the difficult}" which even an expert accountant would 
 experience in undertaking the investigation of a strange 
 system of accounts, that led to the proposal that the Com¬ 
 mission be authorized to prescribe the form and method 
 of accounting for the carriers. This thought was expressed 
 by one of the witnesses as follows: 
 
 • Mr Clements 
 
 Mr. Clements. I am not an expert in the business of bookkeeping, 3232. 
 but it has always seemed to me that if every road should be required 
 to keep the same kind of books, so that an examiner could go into a 
 railroad office and find every class of items on the same book in each 
 office, and have books enough to cover the business, it would be a 
 great facility afforded if the papers and vouchers could be entered, 
 and that it would serve sometimes to uncover a rebate—not always. 
 
 The feasibility of a uniform system of accounts, as also 
 the method by which the organization of such a system 
 may be accomplished, is suggested in the following ques¬ 
 tions and answers: 
 
 The Chairman. Then, would you favor a uniform system of book¬ 
 keeping, to be prescribed by some competent authority, say a com¬ 
 mission or someone, so that the books would show all transactions of 
 all kinds? 
 
 Mr. Vining. Before passing upon that question absolutely I should Mr> ^ imn §5 1694 - 
 wish to investigate the question as to whether such a system is prac¬ 
 ticable; whether it meets the needs and necessities of all the railroads 
 of the country and of all sections. Some of them have interests of 
 one kind, some of another. Governed by those interests, they have 
 adopted systems which are not in accordance with each other. Be¬ 
 fore attempting to make a change I should wish to hear from them, 
 to see whether any proposed form of keeping accounts would meet 
 their necessities—would be what they would need; if not, what the 
 trouble was, and modify it accordingly. I do not think any one plan 
 could be struck out in an instant by any one man or any body which 
 would meet all the necessities of the case, but I do believe that by 
 proper consultation and consideration such a result could finally be 
 attained. 
 
 The Chairman. So that we could have a uniform svstem? 
 
 Mr. Vi ning. So that you could have a uniform system. 
 
 The above extracts from the testimony of the witnesses 
 who appeared before the committee suggest the many points 
 
 S. Doc. 244, 59-1- 
 
 i 
 
98 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of view from which the proposal of uniform accounting 
 and a board of examiners was regarded, and are here sub¬ 
 mitted as a recommendation for remedial legislation re¬ 
 specting which there is substantial agreement in the testi¬ 
 mony. Should this recommendation approve itself to the 
 committee, and should it be thought wise to intrust the 
 task contemplated to the Interstate Commerce Commission, 
 it would probably be necessary, in providing for the statu¬ 
 tory expression of the plan, to subject the Twentieth sec¬ 
 tion of the Act of 1887 to a somewhat radical amendment, 
 and for this reason a word respecting this section may not 
 be inappropriate. 
 
 The Twentieth section of the Act of 1887 provides for an¬ 
 nual reports from the carriers to the Interstate Commerce 
 Commission. It seems to have been the policy of the Com¬ 
 mission in administering this section to content itself with 
 what could be accomplished without an appeal to the courts 
 for the enforcement of its orders. That this is true is evi¬ 
 denced by the fact that only two cases have been presented to 
 the courts touching the interpretation of this section, or of 
 the right of the Commission under it. This fact may per¬ 
 haps be explained by the inherent weakness of the section. 
 Under the present law there is no means of reaching an offi¬ 
 cial who falsities a report, for the reason that the oath which 
 attests the accuracy of the information tiled rests upon an 
 order of the Commission and not upon statutory enact¬ 
 ment. 
 
 Of more importance, however, is the absence of machin¬ 
 ery, under the Twentieth section, which is adequate to en¬ 
 force the demands of the Commission for information, and 
 the fact that there is no penalty attached to the disregard 
 of its orders requesting such information. It is true that 
 a special case in equity might be made for the enforce¬ 
 ment of an order of the Commission directed against a 
 particular carrier relative to methods and forms of ac¬ 
 counting, but in view of the character of the work inci¬ 
 dent to the administration of the Twentieth section, the 
 Commission has apparently not thought it wise to proceed 
 very far in this direction. 
 
 It is evident, in case the recommendations for a pre¬ 
 scribed form of accounts and a board of examiners receive 
 approval, that the administrative features of the Twentieth 
 section must be strengthened in at least three particulars. 
 First, the oath, in cases where attestations are necessary, 
 should be required by the statute; second, definite penal¬ 
 ties should be prescribed for disregard of the orders of the 
 Commission as far as methods of accounting and methods of 
 reporting are concerned, and third, statutory provision, 
 probably provision for mandamus in a Federal court, should 
 be made for the enforcement of an order. 
 
 Recommendations relative to private cars .—Complaints 
 incident to private cars under the conditions attending 
 their use in this countrv were described bv witnesses and 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 99 
 
 should be held in mind in the following discussion of the 
 remedies submitted in the testimony. The allegations are: 
 
 That the private-car system serves as a means of paving- 
 rebates to favored shippers. 
 
 That private-car owners are frequently dealers in the 
 commodities carried in their cars, and this dual capacity 
 of carrier and merchant gives them an advantage over 
 their competitors, which is used to the detriment of such 
 competitors. 
 
 That exclusive contracts between car owners and rail¬ 
 ways lead to evils of shipping monopolies. 
 
 That the railways assume no responsibility for the 
 charges for icing, heating, and the like, which are services 
 universally conceded to be essential for the transportation 
 of certain classes of goods, a fact which leads to uncertainty 
 as to the conditions of shipment and which tends to destroy 
 those commercial relations necessary for the maintenance 
 of a free and stable market. 
 
 There seems to be no difference of opinion as to the 
 necessity of special types of cars for transportation of 
 special kinds of commodities, nor, indeed, of the special 
 services for the preservation of commodities while in 
 process of transportation. The peculiar conditions under 
 which fruits and meats are carried and the necessity of 
 refrigeration for the delivery of these commodities in 
 good condition at the point of destination illustrate the 
 principles involved in this controversy. The chief objec¬ 
 tion seems to arise on account of the fact that private per¬ 
 sons or corporations and not the railways are the owners 
 of this special equipment, and that the} 7 rent their cars to 
 the railways, receiving from the railways a rental com¬ 
 puted on a running mileage basis. 
 
 At first the railways undertook to discourage the use of 
 special equipment by the reduction of rates if commodities 
 were shipped in ordinary cars, but eventually the practice 
 of making use of shippers’ cars prevailed, and has devel¬ 
 oped to such proportions that many of these shippers fur¬ 
 nish cars not alone for the transportation of their own 
 commodities, hut rent their cars to the railways for the 
 transportation of goods of rival merchants. In this man¬ 
 ner there have grown up in this country great equipment 
 companies which have taken upon themselves the task of 
 caring for certain specialized classes of transportation, 
 while at the same time they are closely allied in financial 
 interest with corporations engaged in manufacturing and 
 commerce. 
 
 A great deal is said in the testimony submitted to the 
 committee about the cost of refrigeration, heating, special 
 methods of packing, and the like, and many complaints 
 are made alleging that the charges for these specialized 
 services are exorbitant as well as respecting the failure 
 of the published tariffs to include these charges, respect¬ 
 ing the division of responsibility for damages sustained, 
 
 See references, 
 p. 77. 
 
 Mr. Midglev, 
 I. C. C. Hear¬ 
 ings, Oct. 10, 1904, 
 
 p. 8. 
 
100 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 respecting- the loss of control by the shipper over the 
 routing of his goods, and the like, but they all, upon anal¬ 
 ysis, come back to the fact of the dual capacity sustained 
 by these equipment companies. The larger number of 
 the recommendations for remedial legislation are addressed 
 to the separation of the activities of the merchant from 
 those of the transporter. 
 
 The most simple and at the same time the most extreme 
 of the proposals submitted to the committee is that the 
 railways should be required to furnish all the equipment 
 necessary for taking care of all kinds of traffic. This 
 means the annihilation of the private car system, a propo¬ 
 sition which was clearly expressed by the attorney for the 
 Western Freight Shippers’ Association. Other witnesses 
 might be quoted in support of this recommendation. 
 
 Senator Cullom. You come here to urge t^eir being placed under 
 the interstate-commerce law; * * * that is your contention, is it not? 
 Mr. Powell, Mr. Powell. No, Senator; my contention is that they be excluded 
 17 - from consideration; that your legislation be directed against the com¬ 
 
 mon carrier, the railroad. That is our position. In these hearings 
 before the Interstate Commerce Commission I have protested against 
 any recognition of the private car lines, holding that the problem is 
 one between the complaining public and the railroads. 
 
 Senator Cullom. I should like to find out just what you want to do. 
 
 Senator Clapp. That is an interesting question, Mr. Powell, but the 
 subject under consideration by the committee is how to reach the 
 difficulty. 
 
 Mr. Powell. Weil, I will answer that. The theory is to prevent the 
 common carrier from hauling upon its rails a privately owned freight 
 car, and I have in mind this, that perhaps that provision should go 
 into effect at some time in the future, but that it should now be declared 
 to be the fixed policy of the law. 
 
 The argument urged against the proposition that each 
 railway should maintain adequate equipment for special¬ 
 ized service rests upon the ground of economy. This 
 argument is clearly presented bv the president of the 
 Boston and Maine Railroad, and it refers to Pullman cars 
 as well as freight cars. 
 
 The Boston and Maine system needs in the winter time not exceed¬ 
 ing 100 Pullman cars; but in the summer it would need four or 
 five hundred. In the summer time the roads to Florida and southern 
 California need very few Pullman cars, but in the winter time thev 
 need a lot of them. The consequence is that the Pullman Company, 
 owning equipment enough to furnish the roads of the country, is able 
 to give us, when we need them, all the cars we need. When we are 
 through with them the other sections of the country having much 
 travel can have all they need. Now, if you were to say to us, “ You 
 must not do that; you must supply these cars,” see what the effect 
 would be. 
 
 Mr. Tuttle, 957. These cars cost from fifteen to twenty thousand dollars apiece, and 
 the Boston and Maine road does riot need them more than four 
 months. Now, should we be called upon to buy 300 cars at $20,000 
 apiece and put them on sidetracks for eight months in the year, so 
 that we should be the instrumentality, and not the Pullman Company? 
 The same thing is true of refrigerators. You know that during July the 
 peach crop moves from Georgia. It is worth everything to (ieorgia to get 
 that peach crop to market. But after that peach crop is shipped in July 
 they may have nothing to send in refrigerator cars. Could the roads 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 101 
 
 in North Carolina supply the cars for that? Take it again: In the 
 earlier season they send out from the Pamlico Sound region in North 
 Carolina 60 or 70 cars a day of strawberries for a week. They need 
 those 60 or 70 a day as much as the fellow in New Orleans needed his 
 gun. How is the road in North Carolina, with its limited facilities, 
 going to supply the shipper of strawberries and small fruits with the 
 cars which would be required by them for two or three weeks? It is 
 an utter impossibility. 
 
 This objection is recognized by certain witnesses who 
 yet believe in the annihilation of the private-car system. 
 
 The recommendation submitted by this class of witnesses 
 is that the railways should provide the equipment, but that 
 this may be done by any means which approves itself to 
 the railways from a business point of view. 
 
 A slight modification of this point of view was expressed 
 lyv Mr. Midgley when he testified before the Interstate 
 Commerce Commission in its hearings relative to private 
 cars in 1904. The economies of the present system of pri¬ 
 vate cars were recognized, and when asked for his definite 
 recommendation relative to the evils, he said: 
 
 I want to form an equipment company to be controlled by the 
 railroads and that would treat all shippers alike * * * an equip¬ 
 ment company to control those cars. That is the way out of the 
 difficulty. 
 
 The type of business organization suggested by this rec¬ 
 ommendation is that of unincorporated fast freight lines. 
 
 Some such organization at least would be necessary in 
 order to provide for the economic distribution of special¬ 
 ized cars. For illustration of this point reference may 
 again be made to the testimony of the president of the 
 Boston and Maine Railroad. He says: 
 
 Let me explain a little further. These products of meats are pro- Mr. Tuttle, 956, 
 duced in certain localized sections, and out of those localized sections 957 - 
 run certain railroads, but they do not carry the traffic to destination. 
 
 They carry as far as they go and then hand it over to some other rail¬ 
 road. Take, for instance, the Boston and Maine, which probably car¬ 
 ries into Boston 90 per cent of all the dressed meats from the West. 
 
 It has various lines over which they come, but it does not originate a 
 pound of this freight. Now, suppose the Boston and Maine Railroad 
 should be called upon to supply its quota of refrigerator cars. It 
 would have no means of distributing those cars or getting them to the 
 point of origin of the product unless the intermediate line was willing 
 to take them there. 
 
 In the ownership of private car lines you have a central distributing 
 office, which insures the movement of those cars to the point where 
 the traffic originates with all the promptness necessary. 
 
 A second class of recommendations submitted to the 
 committee is addressed to the regulation rather than to 
 the annihilation of the private-car system. 
 
 Those who advocate regulation rather than the annihila¬ 
 tion of the private-car system propose that private-car 
 companies should be placed under the jurisdiction of the 
 Interstate Commerce Commission. This suggestion rests 
 upon the general principle that all services incident to 
 transportation, whether primary or accessorial, should 
 
102 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Dean, 267. 
 
 Mr. Tuttle, 948. 
 
 Mr. Clements, 
 3230. 
 
 Mr. Clements, 
 3232. 
 
 Mr. Mead, 2595. 
 
 be subjected to the same supervision and regulation. As 
 expressed by a shipper: 
 
 We do not care how the refrigerator cars are provided, whether by 
 the railroad companies themselves or through private-car companies. 
 It may be that the private-car system is the better, but we contend 
 that the refrigerator-car service is a part of the transportation system, 
 a facility of the public highway. No matter by whom the cars may 
 be owned they should be under the same control as the railroads. 
 Until this is done we do not feel that our industry is safe or that 
 there is any prospect for its permanent growth. 
 
 As expressed by a representative of the railway interest: 
 
 Mr. Tuttle. I would make every instrumentality that is used as a 
 part of railway service subject to the interstate-commerce law, just the 
 same as the railways. 
 
 The Chairman. The same as the railways? 
 
 Mr. Tuttle. I think that is the simple thing to do. 
 
 Senator Cullom. Would you interfere with the' ownership? 
 
 Mr. Tuttle. It makes a difference who owns things, provided they 
 are obliged to perform their service. 
 
 Senator Cullom. Under general law? 
 
 Mr. Tuttle. Under general law. In answer to that, Senator Cul¬ 
 lom, I should say it would not make any difference at all if one man 
 owned all the railways of the country; the railways and their service 
 are the things that are regulated, not the owner. 
 
 As expressed by a member of the Commission: 
 
 The Chairman. Would you suggest any amendment to the existing 
 law to provide that the private-car lines or private-car systems be put 
 under the interstate-commerce law, subjecting them to all the pro¬ 
 visions of law relating to interstate carriers? 
 
 Mr. Clements. I have thought that it was necessary to the ends of 
 justice that the service in connection with refrigeration should in some 
 way be amenable to the same jurisdiction that the freight rates are, 
 however that can be done. 
 
 And the witness adds, in answer to another question, 
 that the car lines should “publish their rates like the rail¬ 
 roads publish freight rates/ 1 
 The main objection to the above plan comes from the 
 shippers who make use of this class of equipment, the 
 ground of objection being that the shipper loses the advan¬ 
 tages that arise from dealing with a single corporation. 
 In case of loss or damage, for example, responsibility 
 would be divided and adjustment would consequently 
 become more difficult. The task of localizing the respon¬ 
 sibility for discriminations also, should the discrimina¬ 
 tions complained of lie in the character of services ren¬ 
 dered, would lie increased. 
 
 Senator Dolliver. It has been suggested that the interstate-com¬ 
 merce law be so amended as to include these private-car line companies 
 engaged in interstate commerce; that they should be subjected to the 
 interstate-commerce law, and be required to share all responsibilities 
 of a common carrier. What is your objection to that? 
 
 Mr. Mead. Simply this: While we feel that that would be a distinct 
 advantage over the present situation, yet that would bring into the 
 problem two common carriers engaged in our business. 
 
 Senator Dolliver. What difference does that make if the rates are 
 required to be published and filed with the Commission? 
 
 Mr. Mead. It would, being a divided resp onsibility; for instance, if 
 a car arrived in poor order the Armour Co mpany would say the rail- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 103 
 
 roads were to blame, and the railroad companies would say that the 
 Armour Car Lines were to blame; so there would be a divided respon¬ 
 sibility. 
 
 As a means of obviating the objection of dividing the 
 responsibility, it is proposed to extend the meaning of the 
 word 44 transportation” to include all services rendered in 
 connection with the carriage of goods. This proposal re¬ 
 gards the business of transportation as composed of two 
 classes of services—the primary service of carrying the 
 goods and the accessorial service of caring for the goods 
 while in transit, whenever such care calls for special 
 facilities or special equipment. The proposition under 
 consideration is that the carrier be held responsible for 
 the accessorial as well as for the primary service, that 
 the tariff should be the tariff of the carrier and not of the 
 car owner and should include the charges for both classes 
 of services, and that any action of any kind growing out 
 of this service, so far as warranted by Federal statute, 
 should be addressed to the carrier and not to the owner of 
 special facilities. 
 
 This opinion finds frequent expression in the testimony. 
 
 The following quotation states clearly the point of view: 
 
 / 
 
 I would make the railroads responsible for everything transported o Mr. Cockrell, 
 on tljeir lines, the private cars and private car lines and everything, 33/4, 
 and would make them report to the Commission just as they do now 
 the rates for everything. They report some things now. I would 
 make them report everything—the rates for icing, and everything of 
 that kind. I think the railroads ought to be responsible for it. 
 
 It should be noted at this point that a number of wit¬ 
 nesses denied the existence of the alleged abuses, and that 
 many shippers in refrigerator cars testified to their satis¬ 
 faction with present conditions. 
 
 Recommendations relative to tap line , or industrial rail¬ 
 ways .—By tap line, or industrial railway, is meant a rail- 
 way that runs from the line of a through carrier to the 
 property of some lumbering, mining, or manufacturing- 
 corporation, the line in question being the property of the 
 business corporation and not that of the through carrier. 
 Such lines are commonly organized and equipped as rail¬ 
 ways and enter into joint agreements for the division of 
 through traffic, or they may be in the nature of a spur or 
 branch leading to a factorv and serve as the occasion for 
 the payment of an arbitrary. These lines are used pri¬ 
 marily, if not exclusively, in delivering the freight of 
 their manufacturing or mercantile owners to the through 
 carrier, the through freight being paid by the shipper in 
 his capacity of shipper, a portion of which comes back to 
 him, however, in his capacity of carrier. 
 
 From this cursory description it is evident that the com¬ 
 plaints incident to tap lines, or industrial railways, are 
 traceable to the same situation as that already considered 
 in the case of private cars. The shipper is the owner of 
 a facility of transportation, and as such is in a position to 
 
 See references. 
 
 p. 18. 
 
104 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Elliott, 
 3279. 
 
 Mr. Gardner, 
 1628,1629. 
 
 Mr. Mitchell, 
 2214. 
 
 Mr. Proutv, 
 2912. 
 
 secure concessions from the carrier not granted to compet¬ 
 ing shippers. The explanation of this system of industrial 
 railways, in its origin at least, is found in the disinclina¬ 
 tion of carriers to respond to the demands of shippers 
 located along their line for private tracks or special facil¬ 
 ities, as ma} T he read from the following statement: 
 
 Railroads have naturally been unwilling to spend the money, in 
 every case, for private tracks for an industry the success of which was 
 uncertain. As a result, those promoting a given industry have put 
 in their own side tracks, furnishing their own switch engines with 
 their works, and delivered their own business to the railways. Inci¬ 
 dent to this there have been some cases of excessive payments to the 
 owners of private side tracks and private switch engines, but here 
 again the evolution of the business and the better experience and judg¬ 
 ment of the railroad officers are eliminating any such payments. 
 
 The complaints of witnesses relative to the part played 
 by industrial railwa}^s are more simple and direct than in 
 the case of private cars. These lines, it is asserted, lend 
 themselves easily to the payment of secret rebates, and are 
 made the occasion of unjust discrimination between ship¬ 
 pers. The following illustration is submitted by a wit¬ 
 ness engaged in the business of manufacturing yellow-pine 
 lumber. Referring to a particular ease, he said: 
 
 Mr. Gardner. * * * In the testimony, or in the presentation 
 of this case, of course a great many facts were developed with regard 
 to the practices down there, and it was clearly established that the 
 rate was an unreasonable one; that some of the defendants were giving 
 rebates—allowances from their tariff charges—that made in effect a 
 lower rate, and the railroads carrying lumber from another section of 
 the country west of the Mississippi River had in practice practically 
 universally an arrangement whereby an allowance was made, which 
 was called a “tap-line allowance.” 
 
 Senator Foraker. Which was called what? 
 
 Mr. Gardner. A tap-line allowance; that is, where the logging 
 radroad for carrying the logs to the mill received a division of the 
 rates, either on the logs or on the lumber, which, in effect, reduced 
 the tariff anywhere from 2 to 6 cents a hundred. 
 
 A witness engaged in the manufacture of wagons in 
 Arkansas, after submitting the opinion that it is u unnec¬ 
 essary at the present time to pass any further laws bear¬ 
 ing on the railway-rate question,” said: 
 
 I want to make one exception to that statement, and that is as to 
 the private car and the private side track or terminal facilities propo¬ 
 sition, as it may be termed. I believe both of them, and especially 
 the terminal side-track matter, could be made of great injustice to the 
 shippers—to the manufacturers—and would be the means of giving 
 some undue preference over others. 
 
 A member of the Interstate Commerce Commission, in 
 reply to a question, expressed himself as follows: 
 
 If you want to stop the payment of rebates, Senator, in my judgment 
 you have got to provide certain things. In the first place you have 
 got to take care of the terminal railroad. 
 
 The same general conclusion finds support in the testi¬ 
 mony of the president of the Boston and Maine Railroad. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 105 
 
 Senator Clapp. Speaking of terminal charges, it is claimed quite Mr. Tuttle, 959. 
 currently, perhaps, that the terminal charge, or the charge that is 
 made to the short lines, not at the points of distribution, but at the point 
 of the origin of the traffic, is used as a cloak for discrimination. What 
 do you know or think of that? 
 
 Mr. Tuttle. I think you intend me to understand that an allowance 
 is made to the short initiative line, which is a compensation to it? 
 
 Senator Clapp. Yes; and that is a cloak. 
 
 Mr. Tuttle. I can have only one opinion about that. That is a 
 subterfuge—that is, a discrimination—and I believe the law is suffi¬ 
 cient to take care of that to-day. If it is not, it ought to be amended. 
 
 There are few specific recommendations in the testimony 
 submitted to the committee bearing upon remedies for the 
 evil of rebates and discriminations through the agency of 
 tap line and manufacturing railways. The suggestion 
 that these lines be obliged to accept the mileage appor¬ 
 tionment of the through rate finds some support, but 
 against this may be cited the opinions of several witnesses 
 to the effect that these terminal raihvavs are entitled to 
 more than a mileage apportionment. A single quotation 
 will make clear the reasonableness of this contention : 
 
 A railroad is entitled to something for putting its railroad at the Mr. Vining, 
 service of the one that wants it, and for furnishing the side track and 1706, 
 the cars, etc., in which to put the product. That service is just the 
 same whether the freight is moved 5 miles or 5,000 miles; it does not 
 make any difference; and the railroad ought to get some compensation 
 in that way. In some divisions they are allowed, for instance, 3 cents 
 per hundred pounds, or cents per hundred pounds, for terminal 
 expenses; and then the remainder is divided. There are different 
 rates, you know, just such as the railroad companies are able to agree 
 among themselves to be fair and equitable. 
 
 In the cross-examination of another witness the sugges¬ 
 tion was made that the remedy for tap-line abuse lies in 
 the hands of the through carriers. Should they refuse to 
 recognize the tap line as a common carrier, and, conse¬ 
 quently, refuse to allow its claim as entitled to a portion 
 of the through rate, or as entitled to an arbitrary, the 
 abuse would cease at once. It is evident, however, that 
 this suggestion implies an arrangement between the com¬ 
 peting carriers which might be regarded as illegal under 
 the Anti-trust act. This is the view of the case entertained 
 by an attorney of the Baltimore and Ohio Railroad Com¬ 
 pany. He says: 
 
 But suppose we undertook to agree as to whether the railroad of one Mr. Bond,ii34. 
 of these large industrial concerns was a railroad in fact, or not—we 
 would be simply threatened with prosecution, as we have been, under 
 the antitrust act, and the prosecutor would have a clear case; it would 
 be a violation of that act. 
 
 The pertinency of the above quotation becomes evident 
 when it is observed that the ability of industrial railways 
 to force concessions from the carriers lies in the fact that 
 the carriers are competitors for the long haul of the freight 
 thus offered. An agreement between the carriers of the 
 kind suggested would clearly be an agreement in restraint 
 of trade. 
 
100 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr.Vining, 1691. 
 
 Mr. Clements, 
 3230, 3231. 
 
 Mr. Bird, 2277. 
 
 A second suggestion is found in the recommendation 
 that “ Every terminal railway which gets its owners a like 
 advantage (that is to say an advantage similar to the 
 advantage accruing to the owners of private cars) should 
 be thus absorbed." This suggestion, it may be remarked, 
 is a part of a broader suggestion which favors the consoli¬ 
 dation of the rail wavs of the United States into one great 
 system, the witness believing that it would be to the 
 public advantage just as previous consolidations have 
 been." Regarded in this light it is scarcely a pertinent 
 suggestion in view of the legislative problem which now 
 claims the attention of the committee. 
 
 The feasible recommendation would seem to be that the 
 apportionment of a through rate between the carriers who 
 join in making it, as well as the reasonableness of the rate 
 itself, should be placed under governmental supervision. 
 As expressed by a witness: 
 
 Agreement as to the division of through rates between connecting 
 carriers should also be placed under the supervision of the Commis¬ 
 sion in such a way as to prevent the allowance of an excessive propor¬ 
 tion to a small private line in such a way as practically to constitute a 
 rebate. 
 
 That such a proposal meets the difficulty encountered 
 by the Commission in the investigation of this class of 
 cases is evidenced by the response of one of the Commis¬ 
 sioners to a question asked by the chairman of this com¬ 
 mittee: 
 
 Mr. Clements. The Commission has investigated a few cases of that 
 kind where it was satisfied that a manufacturing establishment which 
 had a short-line switch or short road was getting an undue and unrea¬ 
 sonable amount of the through rate which would be awarded to the 
 railroad. It would he incorporated as a railroad, and the Commission 
 has no power to destroy its charter. It is incorporated and acting as 
 a railroad, and is coupled with a joint tariff with a real railroad, and 
 we thought it got such an undue proportion of the through rate as to 
 amount practically to a rebate. 
 
 Recoinmentations relative to term inals and elevator *.— 
 The arguments contained in the testimony relative to ele¬ 
 vators and other terminal facilities are of the same general 
 character as those already passed in review with regard 
 to private and industrial railways, differing only as the 
 use of terminals in connection with transportation differs 
 from the other accessorial agencies named. By some it is 
 urged that “the new method" of transporting grain is 
 justifiable on account of its greater economy, the idea 
 being that the recognition by the carriers of elevator 
 companies and line buyers results in the elimination of 
 commissions and commission agencies. This idea is pre¬ 
 sented in the following quotation : 
 
 The modern method of handling grain is this: You take all thegreat 
 trunk lines or agricultural lines, such as the St. Louis, Northwestern, 
 Missouri Pacific, the Rock Island, and the Burlington, and all to the 
 western extremity of the grain-producing district, and instead of haul¬ 
 ing that grain into the nearest market and letting it be subject to a com¬ 
 mission rake off there, and then be forwarded to the next market and 
 be subject to another commission there, they have adopted and insti- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 107 
 
 tuled a system—tlie public, not the railroads, have done this—of what 
 I call line buyers. A man of sufficient means or credit goes out on the 
 Burlington or the Union Pacific, and those great grain-producing roads, 
 and starts a line of little country elevators, having a capacity of ten or 
 fifteen thousand bushels, and he buys from the farmer. 
 
 He has his elevator at the eastern portion of the territory, and he 
 buys this grain and sells it direct to the foreign consumer, and he 
 does not pay one cent of tribute from the time he takes it from the 
 farmer’s wagon until he delivers it to the consumer. He pays no 
 tribute except the cost of transportation. Pie has his own elevators, 
 and where they are necessary he has accumulating elevators or con¬ 
 centrating houses, and in many cases he has his own ships. This man. 
 goes to Chicago and, for instance, down the lakes and the St. Lawrence 
 River, or by water to Buffalo and by canal before it goes by rail; or it 
 goes out by New Orleans, and the commission merchant, as such, is 
 wiped off the slate; he is practically gone; his occupation is gone. It 
 is that class of men that make these complaints. It is hard on the 
 commission merchant, who has his rights. But shall we change the 
 existing status of things merely so that he may take his profit as a 
 middleman out of that business? 
 
 Whether the elimination of the commission merchant 
 is desirable or not is a question of public policy. The 
 general impression from reading the testimony of wit¬ 
 nesses who appeared before the committee is that any step 
 in industrial organization which leads to permanent econo¬ 
 mies should receive public approval. The complaints, 
 howeA r er, are of another sort. They are that the contract 
 or agreement between the carrier and the owners of ter¬ 
 minal property serves easily as a medium of paying re¬ 
 bates and leads naturally to mischiefs incident to an 
 industrial monopoly. The president of the Chicago Great 
 Western Railway expresses himself upon this point as 
 follows: 
 
 Since the injunctions the exact knowledge of the traffic directors Mr. 
 has been exerted in the extremely difficult problem of how to pay 21 - H - 
 rebates without paying “rebates.” Nothing short of exact knowl¬ 
 edge can do it. Hence, since the injunctions the traffic directors have 
 stopped paying rebates on grain shipments, but in lieu thereof have 
 paid elevator fees, a practice which the Interstate Commission has 
 sanctioned as admissible under the law, notwithstanding it is evi¬ 
 dently a rebate paid to elevator owners which is not available to 
 ordinary shippers. 
 
 Nothing new appears in the testimony relative to reme¬ 
 dial legislation designed to correct abuses incident to the 
 use of terminal property. The principles suggested by 
 the discussion of private cars apparently pertain to this 
 class of property. 
 
 Major recommendations which reflect fan dan tea tal d ifl'er- 
 ences .—The report now comes to a consideration of those 
 plans or recommendations which differ from each other in 
 administrative method, if not, indeed, in the purpose or 
 aim to be attained. They reflect the various ideas enter¬ 
 tained by witnesses respecting fundamental principles of 
 industry and of law, which have been passed in review, 
 and much of the discussion suggested when these prin¬ 
 ciples were under consideration may be regarded as argu¬ 
 ments for or against the recommendations now introduced. 
 
 It will be found, upon careful review r of the testimony, 
 
 Stickney, 
 
108 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 that the ideas entertained b} T witnesses organize them¬ 
 selves under two fundamentally distinct points of view. 
 These may be designated as follows: 
 
 First. The point of view of those who believe that, so 
 far as remedial legislation is necessary, it may be expressed 
 by a single legislative act. These hold that the standards 
 of obligation approved bv Congress should be completely 
 expressed in the statute, but that no power should be con¬ 
 ferred upon a commission, or other agency that may be 
 created for the administration of the law, for the continu¬ 
 ous exercise of legislative or quasi-legislative authority. 
 
 Second. The other point of view holds an entirely dif¬ 
 ferent opinion as to the character of the powers to be con¬ 
 ferred upon the agency created for the administration of 
 the law. The advocates of this view deny the ability of 
 any legislative enactment to prescribe rules of conduct 
 sufficiently detailed or exact to meet all the abuses that 
 ma} T arise in connection with the operation of railway 
 property, and, consequently, they urge that a bodj T of 
 experts should be clothed with authority to meet these 
 complaints when they arise; they contend that the power 
 to lix lawful rates for the future can not be other than a 
 legislative power; and, having proved, as they believe, 
 that no remedy is possible for many of the mischiefs inci¬ 
 dent to railway practice, except by the substitution of a 
 reasonable rate or rates for a rate or rates which for any 
 reason are found to be unreasonable, they conclude that 
 the agency created for the enforcement of the law must, 
 to be effective, be the depository of a limited portion of 
 quasi-legislative authority. 
 
 The political theory with which this point of view' is in 
 harmon} 7 is that the remedy for each of the evils from time 
 to time discovered is legislative, but must be especially 
 adapted to the particular evil it is to correct, and that 
 w T hile the power to apply it lies with Congress, yet, inas¬ 
 much as Congress is not in constant session and is not 
 possessed of the expert knowledge necessary for the pro¬ 
 per determination of questions of detail, it will be obliged, 
 in order to provide an adequate remedy for the evils com¬ 
 plained of, to so define administrative jurisdiction as to 
 include a limited exercise of legislative power. 
 
 Important remedial legislation is possible under either 
 of these points of view. In case the first should receive 
 approval Congress, if it considers such action necessary, 
 will give further expression to the standards of obliga¬ 
 tion and rules of conduct to be imposed upon the carriers, 
 leaving their enforcement to the agencies usually charged 
 w r ith the enforcement of the rules of conduct prescribed by 
 legislation or to other agencies especially created for the 
 purpose. Should the second point of view be adopted, 
 Congress may content itself with a statutory expression 
 of certain general principles, so far as the standards of 
 obligation and rules of conduct are concerned, but must 
 define carefully the jurisdiction of the body to which the 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 109 
 
 \ 
 
 administration of the law is entrusted and must determine 
 clearty the political relations sustained by that body to 
 other established governmental institutions. 
 
 The recommendations contained in the testimony sub¬ 
 mitted to the committee are numerous and varied, but 
 it is believed that all of them may be grouped under the 
 one or the other of these two points of view. 
 
 They contemplate either a single act of the legislature 
 declaratory of lawful conduct or they contemplate a com¬ 
 mission to which there is given a clearly defined sphere 
 for the continuous exercise of administrative discretion, 
 which in many of its results will be equivalent to the ex¬ 
 ercise of legislative authority. In its general features the 
 law, as it to-day exists, is an example of the first method; 
 the current proposals looking to a grant to the Commis¬ 
 sion of the rate-making power, provide for resort to the 
 second method. 
 
 Plans which call far a single exercise of legislative au¬ 
 thority .—-The arguments contained in the testimony center 
 about the second of the above proposals which, in effect, is a 
 proposal for conferring upon the Interstate Commerce Com¬ 
 mission the power to order the substitution of a reasonable 
 rate or rates for a rate or rates found upon investigation 
 to be unreasonable. This being the case, a presentation 
 of formal arguments for and against such a policy will 
 be deferred until the report comes to a direct considera¬ 
 tion of the proposal to confer upon the Commission the 
 rate-making power. In discussing the first proposal, the 
 effort will be to make clear the character and the function 
 of an effective non-rate-making commission, so far as 
 expressed in the testimon} 7 . 
 
 ft is of course understood that those who advocate a 
 non-rate-making commission place great reliance upon the 
 deterrent influence of publicity. Perhaps the strongest 
 expression upon this point in the testimony is the follow¬ 
 ing, introduced by a question relative to the private-car 
 system: 
 
 The Chairman. Have you had any experience with or knowledge 
 of the private-car system—what are known as refrigerator cars? 
 
 Mr. Vining. Yes, sir. 
 
 The Chairman. Will you not tell us, briefly, from what you know 
 of refrigerator cars, whether you would put them under the inter¬ 
 state act ? 
 
 Mr. Vining. Most emphatically I would, Mr. Chairman. I would 
 have the full light turned upon them. 1 would have every transac¬ 
 tion of theirs known and made public. 
 
 The Chairman. And have all their contracts filed with the Inter¬ 
 state Commerce Commission? 
 
 Mr. Vining. I would have everything of that kind. What I have 
 urged all through, consistently, is that the utmost publicity shall be 
 given to all transactions of every nature connected with the railroad 
 business; that the light shall be turned upon the subject, and that 
 Congress and the people generally shall be given full information re¬ 
 garding it. And I believe that is the remedy for all evils. I do not 
 believe evils will exist in the full light, in the full knowledge of the 
 American people. 
 
 The advocates of a non-rate-making commission differ 
 from each other in some of the minor opinions which they 
 
 Mr. Vining, 
 1699. 
 
110 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Vining, 
 1697. 
 
 Mr. Tuttle, 929. 
 
 entertain relative to the character of the Commission and 
 the extent and nature of the duties to be performed. They 
 agree, however, that the compelling power, in case it is 
 necessary to use compulsion to insure lawful conduct on 
 the part of carriers, should lie with the courts, and that 
 the nature of the orders issued the Commission, if the 
 issuance of orders is to be continued, should hold in mind 
 a review by the courts unless they are voluntarily obeyed. 
 
 The following citations of testimony make clear what is 
 recommended by certain witnesses who oppose the creation 
 of a rate-making commission. The first is from the wit¬ 
 ness quoted above in support of the extreme application of 
 the principle of publicity: 
 
 The Chairman. You outlined in your remarks what powers you 
 would confer on the Commission. You would take away these semi¬ 
 judicial powers, would you? 
 
 Mr. Vining. I would take away all legislative and judicial powers. 
 I would have them act simply as an executive body in the three direc¬ 
 tions that I have indicated—first, to obtain information; second, to 
 investigate and put a stop to any evils that now exist- 
 
 The Chairman. And bring suits? 
 
 Mr. Vining. And bring suits on them in the courts; and third, to 
 act as harmonizers, arbitrators, conciliators. 
 
 The president of the Boston and Maine Railroad sub¬ 
 mits his recommendation in the following language: 
 
 I believe that the railroads have a right to think that the Interstate 
 Commerce Commission’s duty should begin and end with the investi¬ 
 gation of complaints * * * I think the Commission ought to be 
 kept so free from all claims upon its time in regard to these extrane¬ 
 ous matters that it could devote all the time necessary to hearing com¬ 
 plaints and investigating them. And then I do not think that the 
 Commission ought to try the complaints. I think that if, after the 
 investigation has closed, they find that something needs to be done to 
 apply the law, the law should be so changed as to make it their duty 
 to report to the Department of Justice, and let the subject be turned 
 over to the district attorneys for prosecution before the courts for a 
 determination as to the reasonableness of the rate or regulation, so that 
 there may be a quick’adjudication of the matters before the courts that 
 have ultimate jurisdiction. 
 
 If some change in the law should be made in that direction, I think 
 that the business would be greatly expedited; that there would be less 
 reason for complaint than there is to-day of delays in getting cases 
 passed upon; that the railroads themselves would welcome some such 
 procedure as that. 
 
 The counsel for the Atchison, Topeka and Santa Fe 
 Railway who, it will be remembered, is responsible for 
 the suggestion that the right of review on the part of the 
 courts is limited to such rate cases as involve Common Law 
 principles relative to confiscation and extortion, proposes 
 that sections 13, 14, and 15 of the Act of 1887 be radically 
 modified, and that the character and activities of the Com¬ 
 mission be adjusted accordingly. 
 
 His argument, which covers several pages in the testi¬ 
 mony, may be easily indicated: 
 
 Mr. Morawetz. Before drafting any bill giving additional powers to 
 the Interstate Commerce Commission it is of course essential to deter¬ 
 mine precisely what the object of the proposed legislation is. If the 
 object and result to be accomplished is merely to prevent railway com- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Ill 
 
 panics from charging excessively high rates and to prevent railway 
 companies from discriminating in their rates, I believe that a bill could 
 be drawn which would accomplish that result, and which would do 
 no harm to any vested interests, and would be welcomed by the rail¬ 
 way companies as well as by the public. I should like to suggest to 
 the committee the lines upon which I think a bill could be drawn 
 which would accomplish these results. 
 
 In the first place, I do not agree with those who think that the 
 Interstate Commerce Commission is of no use whatever. * * * Of 
 course no statute is self-executing. The interstate-commerce act pro¬ 
 hibited unreasonably high rates and it prohibited discrimination of 
 all kinds. That, of course, was not enough. You have got to have 
 machinery to carry out a statute. In this city there is a. code of crim¬ 
 inal laws prohibiting all sorts of crimes and misdemeanors, but if there 
 were no police to arrest those who break the law, and no department 
 of justice, no district attorney’s office to prosecute those who violate 
 the law, very few crimes and misdemeanors would be punished and a 
 reign of lawlessness would very soon result. 
 
 The reason why the prohibitions of the interstate-commerce act 
 against unreasonably high charges and against discriminations were 
 not enforced is that no adequate police of interstate commerce was 
 provided. * * * 
 
 The witness here refers to and quotes the twelfth section of the act 
 of 1887, as amended in 1889 and 1891. This section, it will be remem¬ 
 bered, provides for investigation. 
 
 Now, unfortunately, the Interstate Commerce Commission did not 
 devote its time and effort to the performance of its duties under this 
 section. * * * If the Commission would stop hearing complaints 
 
 before it and would really devote itself to the performance of the duty 
 imposed upon it by the twelfth section of the act, I believe that there 
 would be but very little ground for complaint on account of the viola¬ 
 tion of the provisions of this act. 
 
 Senator Dolliver. But the duty of holding these hearings is also 
 imposed by law. 
 
 Mr. Morawetz. Yes, sir. I was going on to say that I think it 
 would greatly increase the usefulness of the Commission if sections 13, 
 14, and 15 of the act were amended so as to put an end to the hearings 
 before the Interstate Commerce Commission. * * * 
 
 The Interstate Commerce Commission should be made the effective 
 police of interstate commerce in the United States. They should be 
 required effectively to prosecute violations of the law whenever they 
 occur. * * * 
 
 My recommendation, therefore, is that the Commission should, 
 whenever it thinks that any provision of the law is being violated, 
 either by charging excessive rates or by discrimination or by disre¬ 
 garding any of the interstate-commerce acts, immediately institute a 
 proceeding in a suitable court for the proper relief. 
 
 This same point of view is presented in another way: 
 
 Mr. Hines. * * * The theory of the present law is that it is the 
 court which gives efficacy to the act; that the Commission is simply 
 an assistant to the complainants and to the public in the enforcement 
 of the act, and it resorts to the court to compel compliance with any 
 of its orders which the carriers do not observe. * * * 
 
 So that, taking into consideration the experience under the inter¬ 
 state-commerce act for eighteen years, there is no basis at all for the 
 claim that what might be called the preventive method of dealing 
 with unlawful rates is useless. As I say, the orders of the Commission 
 have been complied with except in cases where the Commission made 
 an unlawful order or where the carrier has believed that it was so. 
 So far as experience goes, it fully sustains the position that 1 take, that 
 this is a practicable method of dealing with this subject. 
 
 Undoubtedly Congress can enlarge the means for the 
 enforcement of any standards of obligation which it may 
 approve without delegating any part of its rate-making 
 power. Most of the recommendations looking in this 
 
 Mr. Morawetz, 
 811,812. 
 
 Mr. Hines, 1010, 
 1011 . 
 
112 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 direction involve the restriction of the functions of the 
 Commission, in the manner suggested above, to those of 
 preliminary investigation and prosecution. 
 
 They suggest (a) the enlargement of the rights of the 
 Commission as a complainant in equity in the Federal 
 courts for the correction of illegal rates and practices and 
 (b) the extension of the statutory power of the courts to 
 control rates for the future. That the latter suggestion 
 involves a controverted legal question has already been 
 brought put. Some witnesses suggest that this question 
 be avoided by requiring the courts to find as a fact what 
 rate or regulation would have been reasonable under the 
 circumstances of each case and by a general statute making 
 the rate or regulation thus approved the only lawful rate 
 or regulation during the continuance of circumstances and 
 conditions substantially similar to those presented to the 
 court. 
 
 It seems to have been somewhat upon the lines of this 
 general policy that the amendment of It03 was drawn, 
 which provides, among other things, that “whenever the 
 Interstate Commerce Commission shall have reasonable 
 ground for belief” that a common carrier is guilty of 
 “discriminations forbidden by law" the Commission may 
 go into a court of equity and get an injunction com¬ 
 pelling the company to desist from such alleged discrimina¬ 
 tion. “ I want to make it clear,” said one witness, that— 
 
 Mr. Bond, 1392 . * * * The present act is a good act, tested by time and perfected 
 
 by the Elkins law in the only serious defect in the remedy that time 
 has developed. 
 
 Says another witness: 
 
 Mr. Hines, 1008. Mr. Hines. Under the Elkins act of 1903 the procedure or going 
 through a formal hearing before the Commissioner in order to secure 
 an order condemning the carriers’ rates is not necessary in any case 
 involving unjustly discriminatory rates. * * * So that for all 
 
 practical purposes almost every complaint that may arise as to unrea¬ 
 sonable or unjustly discriminatory rates can now be brought in the 
 first instance in the circuit court by the Interstate Commerce Com¬ 
 mission whenever it has good reason to believe that the law has been 
 violated, without the necessity of the Commission taking the time to 
 have a formal hearing and prepare a formal opinion. 
 
 The members of the Interstate Commerce Commission, 
 however, express some doubt as to the significance of this 
 feature of the amendment of 1903. 
 
 Mr. Prouty, I have not understood, and I do not think the Commission has un- 
 derstood, that the Elkins bill added anything practically to our power 
 to correct a discrimination in the published tariff; perhaps it does. 
 The view of it you suggest had never quite occurred to me. 1 do not 
 see how you could gain anything under the Elkins bill. I do not 
 believe you would gain anything by going directly into the court. I 
 do not believe the remedy which the court can apply is any broader 
 now than before the Elkins bill was passed. 
 
 Pp. 54, 55. 
 
 Mr. Ripley, 2330. 
 
 This question appears to have been discussed by the 
 Supreme Court in an opinion already quoted in this report. 
 
 Another witness, commenting upon this amendment, calls 
 attention to the fact that its efficiency must be judged in 
 view of the decisions of the Federal courts as to what con- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 113 
 
 stitutes a “discrimination forbidden by law.” In his 
 opinion the efficiency of the Elkins law is in large meas¬ 
 ure counteracted bv the manner in which the courts under¬ 
 stand the phrase “under similar circumstances and condi¬ 
 tions," as used in the act of 1887. The material for 
 judging this question will be found in another part of this 
 report. 
 
 It would be unfair to those who advocate the perpetua¬ 
 tion of a non-rate-making commission to conclude that such 
 a recommendation necessarily implies the abandonment of 
 all attempts to exercise additional govermental supervision 
 over discriminations within the published tariffs. 
 
 The demand for further statutory interpretation of 
 sections 2, 3, and 1 comes for the most part from those 
 witnesses who advocate a rate-making commission; but 
 this is a strategic rather than a logical necessity. It 
 would be quite competent for Congress to approve the 
 practice of the Commission of entertaining complaints 
 which touch the relative unreasonableness of schedule 
 rates and of issuing orders to the carriers to “cease and 
 desist” from charging the rates condemned, while at the 
 same time it withholds its approval from the proposition 
 that the order mav include the substitution of a reasonable 
 rate for a rate found unreasonable, or that it should have 
 the force of a statute pending review by the court. 
 
 If Congress regards as unreasonable and improper the 
 adjustments of rates which, while not prohibited under the 
 present law as interpreted by the courts, are the subject 
 of complaint, it may, without establishing a rate-making 
 commission, go as far as its wisdom suggestsin the minute 
 and detailed declaration of the standards of obligation to 
 be enforced by the courts, aided by a non-rate-making com¬ 
 mission, and in elaborating the criteria of reasonableness 
 or limiting the circumstances and conditions which may 
 constitute substantial dissimilarity within the meaning of 
 the statute. From this point of view one of the most fruit¬ 
 ful recommendations in the testimony is that the commit¬ 
 tee “may appropriately consider what are the rules of Mr. Knapp, 
 conduct prescribed by the present law which are made- 3293, 
 quate, insufficient, and lacking in definiteness.” 
 
 The pertinency of this suggestion is developed by the 
 witness from whom these words are quoted, by referring 
 to what he considers the unsatisfactory condition of law 
 with regard to that class of discriminations contemplated 
 by the 4th section, and b}^ the present interpretation rela¬ 
 tive to import rates. 
 
 What further rules ought to he prescribed? What shall be their 
 character? The things you incorporate in the statute are the founda¬ 
 tion of all the work that is done or can be done by the body whom 
 you select to carry out the details of your legislation. 
 
 For example, * * * if a discrimination against a community 
 results from the fact that there is a higher charge for a shorter than 32 93 1 3294 . 
 for a longer haul, that is a discrimination which can not be corrected 
 under the present law, no matter how much authority the Commission 
 mav have, because you have not declared that discrimination to be 
 unlawful and prohibited. No one, I think, can read the fourth sec- 
 
 S. Doc. 244, 59-1- 8 
 
 Mr. Knapp, 
 
114 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Knapp, 
 3294. 
 
 Mr. Knapp, 
 3294,3295. 
 
 Mr. Morawetz, 
 823. 
 
 Mr. Bird. 2291. 
 
 Mr. Burr, 48. 
 
 tion of the act to regulate commerce and be in doubt that Congress 
 intended to provide some actual and potential restraint upon that par¬ 
 ticular form of discrimination. And, I may say, it remains to-dav 
 much as it was then, not the greatest evil, but the most irritating and 
 obnoxious form of discrimination that has been encountered. * * * 
 
 Now, I am far from suggesting that you ought now to go so far in 
 recasting the rule of conduct which shall have relation to that partic¬ 
 ular type of discriminations as to prohibit it altogether, or even to 
 limit the exemptions to such cases as shall be sanctioned by the Com¬ 
 mission. I am only suggesting whether you should not somewhat 
 increase the restraint which has been entirely removed from the dis¬ 
 crimination effected by (charging) more for the short haul than the 
 long one. 
 
 The import rate question is considered from the same 
 point of view. 
 
 A kindred question arises respecting import rates. I think I appre¬ 
 ciate both sides of the argument. * * * I am not suggesting that 
 any hard and fast rule should be put into the statute. I am quite pre¬ 
 pared to admit that there are conditions under which foreign import 
 traffic may rightfully be carried to an interior destination at lower 
 rates than the inland carriers may reasonablv charge on domestic 
 traffic. * * * 
 
 Now, I am only mentioning those instances for the purpose of point¬ 
 ing out to you that unless you put some restraint upon that form of 
 discrimination in the statute, the Commission will be powerless to 
 remedy the injustice. 
 
 Certain witnesses deny that injustice arises from the 
 present interpretation of the law, thus bringing clearly 
 into view the issue which Congress alone can decide. 
 Thus the counsel for the Atchison, Topeka and Santa Fe 
 Railway was asked if the Supreme Court by means of its 
 decisions had not “almost made this Section four a nullity.” 
 He replied: 
 
 The Supreme Court has construed the words “under substantially 
 similar circumstances and conditions” in such a way as to allow the 
 rate to be adjusted naturally according to circumstances. 
 
 The vice-president of certain lines in the Gould system 
 of railways makes definite suggestion for a working inter¬ 
 pretation for the long and short haul clause which is in 
 harmony with the interpretation placed, upon that clause 
 by the courts. He says : 
 
 If the carrier in disregarding the long and short haul conditions does 
 not create a new condition at the competitive point, or any new con¬ 
 dition, he has a right to meet those conditions and put himself some¬ 
 what in the position of the water carrier. 
 
 These quotations are typical of the point of view of 
 those who are satisfied with the present interpretation of 
 the Fourth section of the Act of 1887. A member of the 
 railroad* commission of Florida, on the other hand, enter¬ 
 tains an opposite opinion. 
 
 Mr. Burr. There is one point, however, that I want to cover first, 
 and that is that whatever law you gentlemen think best to pass, we 
 ask that it be strong enough in one particular, and that is to cover 
 what is called the long and short haul. That is one of the things that 
 we suffer from in Florida and in some of the other States verv materi¬ 
 ally. * * * 
 
 The Chairman. That is against the law as it stands to-day. 
 
 Mr. Burr. We have been informed that it can not be handled under 
 the fourth section as it stands. 
 
DIGEST OF HEARINGS ON KAILWAY KATES. 
 
 115 
 
 A representative of the Texas Cattle Raisers 
 
 Associa¬ 
 
 tion and of the Cattle Growers 1 Interstate Committee 
 expresses the opinion: 
 
 Mr. Cowan. * * * That the Supreme Court of the United Mr. Cowan, 
 
 States, in construing the words “under substantially similar circum- 113, In¬ 
 stances and conditions,” have held affirmatively that the railroads 
 have the right to charge more for a shorter haul than for a longer haul 
 , over the same line, although it may be an undue preference, which 
 is practically upheld in both the third and fourth sections of the 
 act. * * * 
 
 If you desire to avoid just such things as occurred in this case I 
 mentioned, you will have to amend the fourth section by striking out 
 the words “under substantially similar circumstances and conditions,” 
 leaving it to the Commission to determine, and not for the court to 
 say as matter of law. Every little circumstance—like an additional 
 railroad, for example—amounts to a substantially dissimilar circum¬ 
 stance and condition, because the court always says that the things 
 that are not precisely similar are dissimilar. That is a matter of logic. 
 
 Those words being in the law it has been held that they practically 
 amount to nothing. 
 
 The attorney of the Chamber of Commerce of Spokane, 
 
 Wash., claims that existing tariffs make unreasonable dis¬ 
 criminations between places. His remedy is here inserted 
 as expressing an extreme opinion: 
 
 I could draft a clause which would answer for my purpose per- q Mr. Adams, 
 fectlv b 3 r using the language of the present clause until you got down " 924, 
 to the words “under substantially similar circumstances and condi¬ 
 tions.” These words I would strike out, and enact as follows: “ Pro¬ 
 vided , That upon petition filed and cause shown by any carrier, the 
 Commission (or court) may so far relieve the said carrier from the 
 operation of this clause as, in their discretion, the public welfare may 
 demand. 
 
 It is clear from opinions quoted from testimony of wit¬ 
 nesses that the serious objection to the present situation 
 pertains to the interpretation which has been given to the 
 Second, the Third, and the Fourth sections of the Act of 
 1887. The Commission asks for explicit instructions; the 
 railways are satisfied with the present interpretation. 
 Some shippers are satisfied; others complain of undue 
 preference and demand a revision of the law. The fact 
 which this report desires to make clear is that the point 
 in question may be considered and decided quite inde¬ 
 pendently of the character of the commission in whose 
 hands is placed the administration of the law. 
 
 Plans which, call for a continuous exercise of legislative 
 authority.— The recommendations for remedial legislation 
 thus far considered contemplate amendments to the law 
 to insure— 
 
 First. Greater publicity by extending the scope of the 
 Twentieth section. 
 
 Second. Supervision over private cars, industrial rail¬ 
 ways, and terminals. 
 
 Third. An enlargement of the equity powers of the 
 Federal courts. 
 
 Fourth. A more minute specification of the rules of 
 conduct prescribed by the Act. 
 
 The report now comes to a consideration of the propo¬ 
 sition that the Interstate Commerce Commission, or other 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 properly constituted body, should be clothed with the 
 power to name in its order the reasonable rate. In case 
 the legal theory advocated by Mr. Morawetz before the 
 committee be accepted, only such orders will be subject to 
 judicial review as involve the question of confiscation on the 
 one hand or of extortion on the other. In case this theory 
 fails of approval, all orders of the Commission touching 
 rates will be subject to judicial review. This statement 
 does not take into account the judicial review that could 
 be predicated upon the question whether an act of the 
 Commission were within the terms of the grant of power. 
 
 In any case, however, such is the proposition, the order 
 will be regarded as lawful and as binding upon the car¬ 
 riers until set aside by the court, provided, of course, it 
 has not been temporarily suspended by injunction or other 
 appropriate process. This is a concise statement of the 
 proposition that the rate-making power should be conferred 
 upon the Interstate Commerce Commission as expressed 
 in the testimony. 
 
 As introductoiy to a review of the arguments for and 
 against the proposal outlined above it may be observed in 
 the first place that within the limits of jurisdiction and 
 powers conferred by Congress this proposition contem¬ 
 plates a continuous exercise of legislative or quasi-legis¬ 
 lative authority by an administrative bureau. That these 
 suggestions involve the exercise by the Commission of 
 authority of a legislative character appears to be beyond 
 question. This is evident from the fact that the witnesses 
 who favor them frequently quote with approval that por¬ 
 tion of the opinion of Mr. Justice Brewer in the Maximum 
 Rate case which reads as follows: 
 
 It is one thing to inquire whether the rates which have been charged 
 and collected are reasonable—that is a judicial act; but an entirely 
 different thing to prescribe rates which shall be charged in the future— 
 that is a legislative act. 
 
 Yet, if certain legal propositions in the testimony are 
 accepted, it would appear that the power to substitute a 
 new rate or rates for a rate or rates, found upon complaint 
 to be unreasonable, might be conferred upon the Com¬ 
 mission in such a wav as to be exercised in a judicial rather 
 than a legislative manner. This would be the case if no 
 language were used to give effect to the action of the 
 Commission independent of judicial process and, as at 
 present, the enforcement of any of its orders were deferred 
 until it should be incorporated in the decree of a court of 
 equity. The distinction in the minds of these witnesses 
 seems to be in the manner in which effectiveness is secured 
 and in the character of the discretion conferred. Little 
 support of this suggestion as a practical legislative pro¬ 
 posal is to be found in the testimony, and it was therefore 
 omitted from the discussion of the first class of remedial 
 legislation. The witnesses who support the idea of con¬ 
 ferring the rate-making power seem generally to have 
 considered it essential to give the oiders so made the 
 
 effect of acts of legislation. 
 
 o 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 117 
 
 The distinction between a judicial and a legislative act 
 serves, therefore, as a line of demarcation between the 
 two policies under consideration, one of which relies upon 
 the courts for the enforcement of such standards of obli¬ 
 gation as Congress sees lit to impose upon the carriers, 
 while the other relies upon a commission. On this point 
 a member of the Interstate Commerce Commission ex¬ 
 pressed himself as follows: 
 
 Mr. Prouty. The trouble now is that you are endeavoring to admin- Mr.Prouty,2867. 
 ister this law by the court. That can not be done. You may take 
 every case that stands on the docket of the Interstate Commerce Com¬ 
 mission, you may take every case that has been decided by the Inter¬ 
 state Commerce Commission for the last eight years, since I have been 
 on that Commission, and the thing can not be corrected unless you, 
 in effect—you might by indirection—fix the rate for the future, and 
 you must create a commission and you must give it that power. 
 
 It may further be observed as introductory to a con¬ 
 sideration of the arguments that the proposition to confer 
 the rate-making power upon an administrative body is not 
 urged as a means of getting rid of rebates and secret dis¬ 
 criminations. Upon this point also there is substantial 
 unanimity, so far as direct statement is concerned. In¬ 
 deed, one prominent witness, in discussing the Townsend 
 bill, urged that the temptation to secret discriminations 
 will be increased by conferring upon the Commission the 
 rate-making power. 
 
 Mr. Hines. * * * As a matter of fact, the Townsend bill com- Mr. Hines, 1166. 
 pels the Commission to make absolute rates. As I have pointed out, < 
 
 this made it difficult, and would have made it impracticable in many 
 cases, to reduce those rates in accordance with commercial conditions, 
 whereas under the present system the railroad, if the conditions re¬ 
 quire a reduced rate, may publish a rate which would be open and 
 alike to all. Under the proposed system those conditions might be 
 imperative, and yet the Commission would not have time to grant 
 reductions in rates so as to change an absolute rate fixed bv it. There¬ 
 fore these commercial conditions would have constituted a much 
 greater temptation to cut the rates of the Commission than to cut the 
 rates made by the railroads, because the published rates of the rail- 
 . roads can be changed on short notice, whereas the absolute rates of 
 the Commission could probably not be changed for years, on account 
 of the extensive duties the Commission had to perform. 
 
 A member of the Interstate Commerce Commission con¬ 
 cedes that the rate-making power would not add to the 
 remedy against paying rebates. 
 
 Senator Kean. Do you think that if the Commission had the power Mr. Clements, 
 to fix a rate that would do away with all rebates? 3241 - 
 
 Mr. Clements. No. 
 
 Senator Kean. Do you think it would add to it? 
 
 Mr. Clements. I do not know that that would materially affect the 
 rebate question. 
 
 Senator Kean. Do you think it would prevent discrimination? 
 
 Mr. Clements. Well, it might be in some cases that it would operate 
 to do so. The Commission has called attention to it as it has thought 
 a proper thing to do, mainly for the correction of excessive and un¬ 
 reasonable rates. It is not contended that that would add to the 
 remedy against paying rebates. 
 
 It is suggested in the testimony, however, by inference 
 rather than by direct statement, that a commission-made 
 rate would stand as u a bar between the traffic managers 
 
118 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of this countrj” and the shipper who wants to ship his 
 freight.'" As expressed by the witness from whom this 
 phrase is quoted: 
 
 Mr. Bird, 2298. * * * The shipper will say, “I must have this rate;” but the 
 
 traffic manager will reply, “If I make you this rate now, this Com¬ 
 mission has the power to make it to every one at any time, and I am 
 setting as a precedent an example by which they will measure every 
 case in which I appear before them. I, myself, will have established 
 the precedent, and they will say that is an evidence of a reasonable 
 rate. 
 
 Mr. Acworth, a specialist on railway practice in Eng¬ 
 land, explained to the committee the manner in which the 
 law with respect to undue preference has worked in Eng¬ 
 land: 
 
 Mr. Acworth, In England I think there is no question whatever but that the 
 ,52 - enforcement of the law with respect to undue preference has tended to 
 
 prevent concessions that would otherwise have been given. The rail¬ 
 way people have been afraid that the courts would regard as similar 
 circumstances which they regarded as dissimilar, and therefore they have 
 hesitated to make a reduction that thev otherwise would have made, 
 presumably with profit to themselves and to the traders. * * * 
 
 Mr. 
 
 2862. 
 
 The purpose of the above quotations is to suggest the 
 indirect influence which may be exerted bv conferring 
 upon a commission the power to name a future rate. 
 Whatever view may be taken of the result of the proposed 
 legislation, so far as rebates and secret discriminations are 
 concerned, it is evident from the testimony that direct 
 argument in favor of conferring the rate-making power 
 upon the Commission is addressed primarily to the neces¬ 
 sity of providing adequate means for the correction of 
 open discriminations as expressed in the published tariffs 
 rather than secret discriminations. The following is a 
 clear statement of the argument: 
 
 Prouty, Mr. Prouty. Mr. Senator, I believe this: I have said it a great many 
 times and I can say it in a word again, that there must be, and espe¬ 
 cially in view of the combined railway influence at the present time, 
 some tribunal somewhere which has power to judge between the rail¬ 
 way and the public. I do not mean by that that I should have or 
 that anybody else should have any power aver the property of the 
 - railway. I think the railways should make their own rates. I think 
 they should be allowed to develop their own business. I have never 
 advocated any law and I am not in favor of any law which would put 
 the rate-making power into the hands of any commission or any court. 
 While it may be necessary to do that some time, while that is done in 
 some States at the present time, while it is done in some countries, I 
 am opposed to it, and I could give, if it were material, the reasons 
 why I am opposed to it. You have heard them already from other 
 parties. 
 
 Senator Cullom. We would like to hear them from you. 
 
 Mr. Prouty. And I say this, that there must be some tribunal 
 which can determine whether the railroad has so used its property as to 
 destroy my property. If a railroad, having the absolute monpoly, im¬ 
 poses upon me an unjust and an unreasonable rate it takes my prop¬ 
 erty. If the railroad, having power, imposes a discrimination which 
 shuts up mv coal mines or shuts down my mill it takes my property. 
 
 The Chairman of 
 
 the Interstate Commerce Commission 
 
 expresses himself in a similar manner: 
 
 Mr. Knapp. * * * I will say again, as I have said, I am not 
 able to see how you can apply the remedy which a given situation 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 119 
 
 may seem to require unless you have an administrative or legislative 
 tribunal which can, acting under your authority, substitute a rate to 
 be charged in the future in place of the rate which has been found 
 unlawful. If you can find a way to accomplish the purpose and meet 
 the needs in that regard in some other way, I can only say that I, as 
 a member of the Commission, shall be glad to be relieved of the 
 responsibility, which is a very great one, of saying in such a case as 
 that how much the railroad shall charge in the future. 
 
 The argument is expressed by the attorney of the Texas 
 Cattle Raisers’ Association in the following language: 
 
 I ask the question if it is not true under our form of Government Mr. 
 that the best solution at last of this question with respect to railroad 3427 - 
 rates is that which has been made by the State of Texas, simply that 
 the Commission fix them absolutely, as an arbitrary legislative act? 
 
 I am not advocating that that be done, but I do advocate that the 
 only way to vitalize the interstate-commerce act is to give the Com¬ 
 mission power to arbitrate and, as a legislative act, after it shall have 
 investigated a given cause, to then simply fix a lawful rate regardless 
 of the fact that a railway company may have by contract put itself in 
 a place where it can not give A a fair show because of its contract 
 with B. If you do not do this, tell me what remedy and relief has 
 the live-stock shipper in Iowa against this undue preference, which 
 has been found to exist? 
 
 A secondary argument in support of a rate-making com¬ 
 mission, although it finds but faint expression in the testi¬ 
 mony, and for that reason is passed with no extended 
 comment, is addressed to the necessity of bringing the 
 development of the Nation, in so far as that development 
 is dependent upon railway tariffs, under the direction of 
 an approved public polic} 7 . This means that the interests 
 involved in the rate problem are not limited to strictly 
 business considerations, as judged from the point of view 
 of the railway. An instructor in Harvard University * 
 brought one phase of this argument to the attention of the 
 committee. It is introduced as illustrating a possible class 
 of considerations. 
 
 * * * The point I am trying to make is this: That there are in- Mr. 
 fluences at work which slowly but inevitably are concentrating our 
 population in the large cities, and the big cities have nothing of which 
 to complain. * * * 
 
 My lectures at Harvard cover a course on trusts or corporations, a 
 course on labor, on railroads, and on statistics; and in every one of 
 those four courses I have brought up in some way this question of 
 -concentration. If I take it up in statistics, I find the growth of the large 
 cities is at the expense of small communities; if in the trust problem, 
 it is somehow an advantage for the manufacturer to locate at a large 
 place, an advantage which he ought to have. The only question to 
 which I ask attention is that we should not unduly extend the principle 
 of flat rates for all distances until we have an invasion by railroads of 
 the territory of other railroads. 
 
 The social character of railway tariffs was thus expressed 
 by the Commission in its annual report for 1895: 
 
 No one who understands the intricacies of transportation would 18 ^ nl p 
 care to assert that the determination of a just rate, or the decision as ’ p 
 to what constitutes discrimination, is an easy task. To some extent 
 the principles upon which taxation rests must be allowed in fixing a 
 just rate; to some extent the result of a rate upon the development of 
 industry must be taken into account in all decisions which the Com¬ 
 mission is called upon to make; to some extent every question of 
 
 Cowan, 
 
 Ripley, 
 
 Rep. for 
 59. 
 
120 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 transportation involves moral and social considerations; so that a just 
 rate can not be determined independently of the theory of social 
 progress. 
 
 The argments against the proposition to confer the rate- 
 making power upon an administrative body, as far as 
 expressed in the testimony, present themselves under four 
 heads. The first of these has been already passed in 
 review in considering the sufficienc 3 T of the guarantee of a 
 judicious management of railway property afforded by 
 enlightened self-interest. It was not claimed by those 
 who urged reliance upon this guarantee to the exclusion 
 of administrative supervision over railway rates, that no 
 abuses arise in the private management of railway prop¬ 
 erty, but rather that business administration, under the 
 regime of free contract, contains within itself means for 
 the correction of such evils as industrial progress develops. 
 Nothing need be added to the presentation already accorded 
 this theory of redress. 
 
 Besides the argument thus referred to, which touches 
 the broad theory of industrial and political organization, 
 the opponents of a Federal commission clothed with rate¬ 
 making power urge: 
 
 That Government rates will impede industrial progress; 
 
 That a Government commission is incapable of perform¬ 
 ing the task contemplated, and 
 
 That to confer the power of making a future rate upon 
 a commission would make the question of railway tariffs a 
 political question. 
 
 The report now proceeds to consider these three classes 
 of arguments. 
 
 Will Government rates impede industrial progressf — 
 This proposition was submitted in a positive form by an 
 instructor in the Chicago University who was invited to 
 testify as an expert on foreign railway administration. 
 He said: 
 
 Mr. Meyer,1553. The experience of all countries that have had a generally effective 
 regulation of railway rates, whether such regulation was exercised by 
 a commission or by state ownership itself, has been to bring into 
 politics the question of reasonable rates and the great question of 
 conflict of sectional interests, which is an incident necessary to the 
 development of a country, and the ultimate result has been that rail¬ 
 way rates have become inelastic and finally have ceased to decline; 
 they have become stationary and have remained so. 
 
 The result of that has been to paralyze commerce to a very large 
 extent, the railways as effective agents for the development of com¬ 
 merce, and the resources of a country; and unless there has been 
 the possibility of escape from that paralysis through a resource to a 
 means of transportation that was abandoned in this country in the 
 seventies, namely, by river and canal, the effect has been absolutely 
 disastrous. 
 
 The claim was also supported by a foreign witness who 
 was in Washington in attendance, as a delegate, upon the 
 International Railway Congress. Referring to the expe¬ 
 rience in England, he said: 
 
 I have no doubt that the interference of Parliament, the courts, and 
 the executive have all tended to stereotype and keep rates at an un¬ 
 necessarily high level. *. * * I think, so to speak, the heart has 
 
 Mr. Acworth. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 121 
 
 been taken out of the railway men. The railway men understand 
 this business; they know how to manage it in their own way. The 
 railway men think that the “responsibility has ceased to be ours; 
 we must maintain the status quo and this is what they do. * * * 
 I think a good deal of our regulation is very much against the public 
 interest. 
 
 All that is to be found in the testimony upon this propo¬ 
 sition, with the exception of incidental observations, is 
 submitted b} T these two witnesses, and it was doubtless 
 this fact that led the chairman of the committee, in his 
 letter of instructions, to request a comprehensive compari¬ 
 son between American and foreign railway systems and 
 transportation results. As already stated, such a com¬ 
 parison was not possible in the time available for writing 
 this report. 
 
 The argument of Mr. Meyer is found in the second 
 volume of the printed testimony, pages 1552 and 1627. 
 It is an extended argument in support of the proposition 
 above quoted and contains many references to the decisions 
 of the Interstate Commerce Commission which do not 
 harmonize with what the witness regards as sound trans¬ 
 portation principles. As this argument can not very well 
 be condensed, its consideration is passed in this report with 
 the simple reference to the place which it occupies in the 
 analysis of the situation. 
 
 In support of this proposition one witness divided the 
 railwa} 7 history of the United States during the } 7 ears from 
 1870 to 1903 into two periods, viz, the 44 period of free 
 interstate commerce 71 from 1870 to 1886, and the 44 period 
 of restriction” from 1887 to 1903. The distinction upon 
 which this classification obviously rests is the fact that, 
 the operation of the' present Interstate Commerce law 
 commenced during the early part of 1887. 
 
 The witness referred to introduced statistics which, in 
 his opinion, show that even the moderate restrictions now 
 in force have so interfered with freedom of contract as to 
 retard the normal reduction in rates. The basis of this 
 theory is the contention that no party to a contract can 
 negotiate freely while subject to the threat of govern¬ 
 mental interference with the terms of the contract being 
 negotiated or that when finally made it will become a 
 means in the hands of government for controlling to his 
 disadvantage some other contract. Those who accept this 
 theory claim that, in such degree as government super¬ 
 vision is effective, freedom of negotiation on the part of 
 railway officers is impaired, and that in addition to the 
 economic incentive for resistance to requests for reduc¬ 
 tions in charges they are forced into a psychological atti¬ 
 tude of continuous defense of the existing schedules. 
 
 The testimony contains many expressions of opinion on 
 the part of railway men to the effect that effective govern¬ 
 ment supervision over railway rates will retard the build¬ 
 ing of new lines. One quotation will suffice to make the 
 point. 
 
 Mr. Newcomb, 
 3500. 
 
122 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Fish, 296. 
 
 See Mr. Dav¬ 
 enport, 170, 181; 
 Mr. Tuttle, 953; 
 Mr.Moanetz, 792; 
 Mr. Frams, 2309; 
 Mr. Thompson, 
 3128. 
 
 Mr. Peck, 1342. 
 
 Mr. Peck, 1312. 
 
 Mr. Carelton, 
 2522. 
 
 To maintain systems already established, necessary branches and 
 feeders may be built even in the face of hostile legislation, but it is 
 quite certain that no promoter of a new railroad would have the hardi¬ 
 hood to propose to any capitalist to furnish the money to build a new 
 railroad whose administration in all matters touching the revenue 
 would be put under such a body as an interstate commerce commis¬ 
 sion. If such legislation as that proposed shall be enacted into a law, 
 it must be done with a full understanding that it. will operate to com¬ 
 pletely paralyze the building of independent railroad lines. 
 
 Quite a number of witnesses submitted for the consid¬ 
 eration of the committee statements of the large numbers 
 of stockholders and investors in railway securities, as also 
 statements of the large number of employees dependent 
 for their livelihood upon a successful administration of 
 railway property, the implication clearly being that this 
 class of securities and this class of employees would be 
 harmed bv governmental supervision over railway rates. 
 Quotations reciting this class of facts would extend unduly 
 the report. 
 
 The obstructive influence of Government railway rates 
 was presented in yet another manner. Such rates, it was 
 urged, must be mileage rates, or at least pay such regard 
 to the distance principle in the adjustment of tariffs as to 
 hinder the movement of freight and consequently endan¬ 
 ger the permanent prosperity of the nation. The claim 
 submitted is that the preference clause of the Constitution 
 makes it impossible for Congress to establish a rate which 
 gives the port of one State preference over the port of 
 another State. The arguments pro and con upon this legal 
 proposition have already been submitted. Its bearing 
 upon the feasibility of conferring the rate-making power 
 upon the Interstate Commerce Commission is suggested in 
 the following quotation, which places in comparison the 
 Government and the railways as rate-making agencies: 
 
 Mr. Peck. I have no doubt that if a commission were vested with 
 the rate-making power, and attempted to preserve existing differen¬ 
 tials, or to establish new ones, it would find itself face to face with the 
 preferenee clause of the Constitution. Perhaps I should add that if 
 it made a purely distance rate, leaving the ports to their natural ad¬ 
 vantages, the constitutional provision would not be violated. 
 
 Upon another occasion the same witness said: 
 
 While Congress, or a commission empowered to regulate commerce 
 can make no regulation which shall give preference to the ports of one 
 State over those of another, no such obstacles stand in the way of the 
 development of trade by the enlightened and proper action of carriers 
 under the ‘great law of competition. Stimulated by their desire to 
 build up the ports and commercial centers which they reach, they 
 have succeeded in largely counteracting natural advantages and have 
 given to the people what governmental regulation never could give. 
 
 The claim that Government rates would tend to become 
 mileage rates does not rest exclusively upon the interpre¬ 
 tation of the preference clause of the Constitution. Said 
 one witness: 
 
 * * * There is only the coldest logic in the proposition that if 
 the National Commission goes a rate making, it will have to do so on 
 a fixed principle, which will mean a fixed rate per mile, regardless of 
 other conditions. * * * 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 123 
 
 Reference was made to the experience of certain State 
 ra i 1 way commissions: 
 
 Mr. Ramsey. * * * I have before me Missouri State tariffs 21 ^ r * 
 effective June 17, 1905, based in accordance with the new law in Mis 
 souri. The legislature of Missouri took a new departure and fixed the 
 maximum rates on all commodities in that State based absolutely on 
 the mileage basis. 
 
 Another witness said: 
 
 The course that the Commission would be driven into, and that Mr - 
 every State commission is gradually being driven into, is to adopt a ' 
 mileage basis of rates. The effect of such a basis on a country the size 
 of the United States, with its past history of commercial development, 
 is appalling to one interested in the growth of the country. 
 
 The testimony contains no direct discussion of this propo¬ 
 sition on the part of those who advocate a' Federal rate¬ 
 making commission. The dissent of the Attorney-General 
 and of the Interstate Commerce Commission from the 
 opinion that the preference clause of the Constitution 
 requires mileage rates, will he found in another part of 
 this report, while the fact that the Commission during the 
 eighteen years of its existence has constantly approved a 
 reasonable disregard of mileage rates, would seem to sug¬ 
 gest doubt as to the correctness of the premise upon which 
 the argument under consideration rests. The pertinency 
 of this argument relates to its major premise: Are gov¬ 
 ernment rates necessarily mileage rates? If, for any rea¬ 
 son, this question must be answered affirmatively, the 
 proposition for a rate-making commission will find few 
 advocates. 
 
 Ih a G overrun eat commission capable of making rail trap 
 rate *?-—The testimony contains many expressions to the 
 effect that a Government commission would be incapable 
 of performing the stupendous task of supervising railway 
 tariffs. The country is too large, the list of commodities 
 too various, and the interests involved too complicated to 
 be safely intrusted to the judgment of a small body of 
 men. The location of the Commission at Washington is 
 also urged as an argument against the proposition. The 
 task of making tariffs may be more safely committed, it is 
 urged, to the numerous traffic officials residing in different 
 parts of the country, for the reason that they come into 
 personal contact with the shippers. The following quo¬ 
 tation expresses this point of view in an emphatic manner: 
 
 Mr. Morawetz. * * * I think that the danger of giving a com- ,_ Mr 
 mission discretionary power of fixing the rates on interstate business ' 
 is so vastly greater than the danger of giving similar powers to a State 
 commission that no comparison is possible. 
 
 Senator Newlanos. Well, that arises from the magnitude of the 
 business—of the interstate business as compared with the local busi¬ 
 ness—does it not? * 
 
 Mr. Morawetz. Yes. It arises from the fact, in the first instance, 
 that it is absolutely beyond human power for any commission to deal 
 knowingly, intelligently, with so great a problem as the regulation,of 
 interstate rates in the United States; and, secondly, that an error 
 made by this commission would be fatal, not only to the railways 
 throughout the country, but to the country itself—I mean an error in 
 fixing the relative rates of different localities. * * * 
 
 Ramsey, 
 
 Elliott, 
 
 Morawetz, 
 
124 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The bearing of these considerations is emphasized when 
 it is noted that the rate-making power includes not only 
 the determination of the rate but the division of the rate 
 between connecting lines which unite to make a joint 
 tariff. The following illustrates this point of view: 
 
 Mr. Hiland, * * * I notice that in the Esch-Townaend bill it is proposed 
 39 - where a joint rate is made between two railroads, and there is a failure 
 
 upon the two roads to agree upon a division of that rate, to authorize 
 the Commission to fix the division of the rate. I think that is a very 
 serious objection, because the theory of division of rates is reciprocity; 
 and I do not believe any commission can understand and know the 
 reciprocal relations that exist between, we will say, the Chicago and 
 Northwestern and the Chicago, Milwaukee and St. Paul railways. I 
 do not believe that the present plan results in any injustice to other 
 railroads which are not in a position to give us, or we them, the same 
 divisions or the same interchange of traffic. 
 
 In other words, I do not think that some road that starts nowhere 
 and goes nowhere should come in upon our track and enjoy all of our 
 terminal facilities at one given place and be afforded the same con¬ 
 veniences that a railroad that interchanges all its terminals with us 
 would have. 
 
 Mr. Knapp, 
 3305. 
 
 Mr. Clements, 
 2995. 
 
 Mr. Cockrell, 
 3371. 
 
 Mr. P r o u t y, 
 2862, 2877. 
 
 Mr. Fifer, 3350. 
 
 Mr. Vining, 
 1675. 
 
 See also Mr. 
 Hines, 1030; Mr. 
 Spencer, 3622; 
 Mr. Parker, 2112; 
 Mr. Wilcox, 3645; 
 Mr. Smith, 236. 
 
 The advocates of a rate-making commission urge, on 
 the other hand, that the proposition under consideration 
 does not contemplate a Government schedule of railway 
 rates. The power of the Commission is to be exercised 
 upon complaint, and the order of the Commission is to be 
 limited to the correction of the rate or rates found unrea¬ 
 sonable. Quotations in support of this statement are unnec¬ 
 essary. It is found in the message of the President, it is 
 so stated in the Esch-Townsend bill, and the members of 
 the Interstate Commerce Commission so testified before 
 the committee. As against this contention it is claimed 
 by those who oppose conferring the rate-making power 
 that there is reallv no difference between conferring the 
 power to establish rates in the first instance and confer 
 ring the power to revise rates upon complaint. A single 
 quotation will suffice: 
 
 I desire to call attention to the fact that the view that a power to 
 revise and change rates is essentially different from a power to estab¬ 
 lish rates in the first instance is fundamentally erroneous for this 
 reason; All the railroad rates of this country are interwoven and con¬ 
 nected together as interdependent parts of one enormous system, so 
 that a change of any important rate at any important point shakes the 
 whole fabric from one extremity of the country to the other, and it 
 may reasonably be assumed that the changes which the Commission 
 would be called upon to make under this proposed power would natu¬ 
 rally affect important business rather than that which is unimportant. 
 
 One witness who approves conferring the rate-making 
 power submits the suggestion that the chief difficulty of 
 making rates at the present time grows out of the fact 
 that those who make the rates are freed from the control 
 of a centralized authority. In his opinion the rate situa¬ 
 tion would be simplified and the problem of railway tariffs 
 more easily handled were Congress to confer the power 
 of making the entire schedule rather than the rate. lie 
 stands alone, however, in this opinion, so far as the testi¬ 
 mony goes. 
 
• DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 125 
 
 Mr. Stickney. The practice of each company making its own schedule 
 is the chief cause of the present confusion in interstate rates, because 
 there are as many opinions upon the details of a schedule as there are 
 men engaged in making schedules. Now, the Commission, having 
 authority to make all the rates, would have no such difficulties. The 
 Commission would not make rates for each railway, but only one 
 schedule for all the railways. 
 
 The fruitful conclusion, from a consideration of the 
 various opinions expressed in the testimony relative to 
 governmental supervision over railway rates, is that the 
 question turns very largely upon the end to he accom¬ 
 plished or the purpose held in view. 
 
 The testimony submitted to the committee gives scant 
 information as to the comparative merits of those funda¬ 
 mental principles of transportion essential for a reason¬ 
 able opinion upon the point at issue. 
 
 Do Government rates make the question of railway tariffs 
 a political question? —It is strongly urged by those who 
 are opposed to a rate-making commission that the con¬ 
 ferring of such a power would invite sectional contro¬ 
 versy and bring a vexed question, which is now purely a 
 commercial question, into the realm of politics. Evidence 
 was submitted upon this point taken from the experience 
 of Prussia. 
 
 The experience of all countries that have had a generally effective 
 regulation of railway rates, whether such regulation was exercised by 
 commission or by means of State ownership itself, has been to bring 
 into politics the question of reasonable rates and the great question of 
 conflict of sectional interests, which is an incident necessary to the 
 development of a country, and the ultimate result has been that rail¬ 
 way rates have become inelastic and Anally have ceased to decline; 
 they have become stationary and have remained so. 
 
 The result of that has been to paralyze commerce to a very large 
 extent, the railways as effective agents for the development of com¬ 
 merce and the resources of a country; and unless there has been the 
 possibility of escape from that paralysis through a recourse to a means 
 of transportation that was abandoned in this country in the seventies, 
 namely, by river and canal, the effect has been absolutely disastrous. 
 
 A representative of a southern railway expresses the 
 opinion that Federal supervision over railway rates would 
 be detrimental to his section of the country, an opinion 
 which illustrates what is meant bv making the railway- 
 tariff question a political question: 
 
 But the South fears another thing. She is a minority section. She 
 has small voice in the Government. Her representation on the Inter¬ 
 state Commerce Commission is and will be that of a minority. Hence 
 she fears, and justly, the overshadowing influence of the all-powerful 
 North, with its vast population; its vast industrial interests; its vast 
 capitalistic power; its complete domination in the political, material¬ 
 istic, and economic policies of the Government. If natural advantages 
 are permitted to have their proper way, the South will prosper. If 
 her railroads are not crippled by excessive control and weakened in 
 their potentialities and are permitted to continue along present lib¬ 
 eral lines, the South will become rich and great. 
 
 This conflict of interest between localities which it is 
 claimed would be given political expression if the Inter¬ 
 state Commerce Commission were clothed with the rate¬ 
 making power is said by the president of the Louisville 
 
 Mr. Stickney, 
 2120. 
 
 Mr. Meyer, 1558. 
 
 Mr. Gates, 2986. 
 
126 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Smith, 239. 
 
 Mr. Clements, 
 3241,3242. 
 
 and Nashville Railroad to be the cause of the present 
 agitation in favor of further remedial legislation. 
 
 * * * Much of the support for the present measure comes from 
 parties interested in particular localities who hope to profit by the Com¬ 
 mission being able to give effect to its theories as to the comparative 
 commercial advantages of competing communities, although everyone 
 must, on reflection, appreciate that every time the Commission helps 
 one community by such an exercise of its power it correspondingly 
 hurts another, and also puts a check upon the most wholesome com¬ 
 petition which,has ever existed in this country—that is, the compe¬ 
 tition between rival localities or rival sources of production for the 
 markets of the country. * * * 
 
 The testimony submits no formal response to this argu¬ 
 ment. The fact recited is self-evident. A schedule of rail¬ 
 way tariffs, whether adjusted upon a mileage basis or to 
 what is sometimes called the post-ofiice principle of fixing 
 the tariff or to a combination of these two principles, must, 
 from the nature of the case, make discriminations. The 
 conferring of the power to supervise rates upon an admin¬ 
 istrative body would not change this situation. The point 
 to be decided, therefore, pertains to the choice of an 
 agency for making a formal and in any case a more or 
 less arbitrary adjustment of conflicting interests. 
 
 Four phases of rate waking .—To this point the general 
 arguments for and against conferring the rate-making 
 power upon an administrative agency of government have 
 been stated without regard to the special proposals which 
 would limit in their respective degrees the grant of power. 
 This course was desirable because most of the arguments 
 
 take little account of the precise extent of the power pro¬ 
 posed to be conferred. It is necessary now to differentiate 
 several plans which have been presented to the committee. 
 Four distinct degrees of delegation of legislative power 
 over future rates have been proposed. These are that the 
 Commission shall have power to fix— 
 
 A. Maximum rates. 
 
 B. Maximum and minimum rates. 
 
 (\ Differentials or relations between or among rates. 
 
 I). Absolute or exact rates. 
 
 If the power indicated by the first designation should be 
 granted, it would extend merely to fixing the limits above 
 which rates should not go. The carriers would still be free 
 to lower their rates at will and to make any charges as 
 long as the prescribed limits were observed. This power 
 could not serve to control relations among rates unless it 
 should be found lawful and practicable to lix the maxima 
 so low that any voluntary reduction below them would be 
 prevented by the certainty of financial loss. Several wit¬ 
 nesses who favor the rate-making power stoutly resist the 
 idea that it should go bevond the mere fixing of maximum 
 rates. Thus the member of the Interstate Commerce 
 Commission, whose service in that capacity exceeds in 
 duration that of anv of his colleagues, testified: 
 
 Senator Dolliver. Would it be agreeable to the opinion of the Com¬ 
 mission to narrow this power to revise rates in eases where the rates 
 are complained of as unjust and unreasonable in themselves? 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 127 
 
 Mr. Clements. You mean to fix the minimum? 
 
 Senator Dolliyer. I mean to confine the power of supervising rates 
 to cases where a rate is complained of as unjust and unreasonable in 
 itself. 
 
 Mr. Clements. I have never thought of it as asuitablething for any 
 other purpose except for the correction of an excessive rate. 
 
 Senator Newlands. You mean an excessive rate per se or excessive 
 by comparison? 
 
 Mr. Clements. Excessive in itself. * * * 
 
 ****** * 
 
 Mr. Clements. Well, I have always thought that when a rate was 
 found to be unreasonable, that public authority ought to be able to 
 find what is the reasonable rate and order the carriers to cease and 
 desist from charging any more than the reasonable rate in that case, 
 and that that ought to go into effect within a reasonable time within 
 which the carriers may apply to the courts if they desire to do so. 
 
 Senator Kean. Does that mean a maximum and a minimum? 
 
 Mr. Clements. I have never advocated a minimum rate. 
 
 Another member of the Commission was more explicit 
 in presenting 1 his reasons for opposing a grant of power 
 beyond that to fix maximum rates. He said: 
 
 Senator Foraker. Suppose you have two localities, on different Mr. Fifer, 3353. 
 lines, and complaint is made that one locality has a rate that is dis¬ 
 criminatory against it as compared with the other, and suppose the 
 “defense would be by that road that that is only a reasonable rate and 
 you would find it reasonable, you would have to find the other was 
 unreasonably low? 
 
 Mr. F ifer. Then you would destroy the competition of markets. 
 
 That would be the danger about that. 
 
 Senator Foraker. And that would not be a good thing to do? 
 
 Mr. Fifer. I think it would not. It would tend to destroy the 
 competition between markets, which is certainly a great regulator of 
 rates. 
 
 Certain witnesses who have been prominent in the move¬ 
 ment in favor of granting the rate-making power take a 
 similar view. The chairman of the executive committee 
 of the Interstate Commerce Law Convention said: 
 
 Mr. Bacon. Yes; and furthermore I will say that I would prefer to Mr. Bacon, 1788. 
 see, instead of an absolute rate fixed, a maximum rate. I should pre¬ 
 fer to see the Commission empowered to fix a maximum rate. 
 
 Senator Newlands. So that the carriers could, if they chose, dimin¬ 
 ish the rate? 
 
 Mr. Bacon. Certainlv; ves, sir. 
 
 J 7 * t 7 
 
 • _ 
 
 And the attorney for the Texas Cattle Raisers’ Associa¬ 
 tion said: 
 
 It does not seem to me that it ought to lie anywhere in the Com- Mr. Cowan, 
 mission to advance a rate, for I agree with Governor Fifer’s statement. " 
 wherein he stated that you can rest it with the railroads to make their 
 rates high enough. 
 
 On the other hand, some witnesses strongly 7 urged that 
 effective regulation requires authority to prescribe mini¬ 
 mum rates and definitely to fix the relations among rates. 
 
 An attorney representing certain interests in the city of 
 Spokane said: 
 
 A man may be ruined as completely by a rate of 8 mills, which is a Mr - Adams, 
 reasonable rate, when his competitor pays 2, or by 8 cents when his “ 919, 
 competitor pays 2 cents. It is the comparative reasonableness and 
 not the actual reasonableness of a rate which is the grievance. 
 
128 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. Staples, 31. 
 
 Mr. Cummins. 
 2053, 2073, 2077. 
 
 Mr. Proutv, 
 2885, 2886. 
 
 Evidently for the reasons suggested by the foregoing a 
 member of the railroad and warehouse commission of 
 Minnesota said: 
 
 Let us remember that for a full remedy you must confer power to 
 raise as well as lower rates. This exercise may not often be justi¬ 
 fiable but it is sometimes the right solution. 
 
 The governor of Iowa also favored the power to advance 
 rates, although believing that its frequent exercise would 
 not be called for. He said: 
 
 Mr. Cummins, i think it is quite true when you give the Commission 
 the power to fix a rate instead of the one condemned you give it the 
 power either to raise or lower the rate. 
 
 The Chairman. Do you not think that that power will always be 
 exercised in the direction of reducing the rate? 
 
 Mr. Cummins. I do not * * * 
 
 Senator Cullom. I see * * * that a * * * gentleman rep¬ 
 resenting the President * * * took occasion to declare that rail¬ 
 road legislation must come because the sentiment of the country de¬ 
 mands it, but he limited his definite suggestion to the granting of the 
 pow r er to fix a maximum rate. Do you believe in that? 
 
 Mr. Cummins. No, sir; I would not limit the pow r er of the Commission 
 to a maximum rate, although I would not expect the power to be ex¬ 
 ercised oftentimes otherwise than through a maximum rate. * * * 
 There are circumstances under which I believe in a maximum rate. 
 There are times when a mere maximum rate would not accomplish 
 anything if the particular railway or other railways covering the 
 same territory were at liberty to change their rates so as to preserve 
 the old relations. 
 
 A member of the Interstate Commerce Commission 
 favors the right to fix absolute rates, but thinks it woidd 
 not be used to advance rates. He said: 
 
 Senator Dolliver. If the power is given the Commission to substi¬ 
 tute a rate for one challenged, will not that confer upon it the power 
 to advance and lower rates? 
 
 Mr. Prouty. I do not think the Commission would exercise the 
 power to advance a rate. It would confer that power and it must of 
 necessity confer that power if the Commission is to fix a differential, 
 because there are certain cases where a differential can not be fixed 
 unless you have a right to fix both the maximum and the minimum 
 rates. 
 
 Senator Dolliver. Where discriminations between the communities 
 are alleged, if the power is given to the Commission to fix the rate, 
 could it not lower the rate or raise the rate to avoid the discrimina¬ 
 tion? 
 
 Mr. Prouty. I think the Commission in that case should be allowed 
 to determine the differential without saying whether the rate should 
 be lower or higher. The railroads should be allowed to observe it. 
 If they declined to observe it, then the Commission should be allowed 
 to do it. * * * 
 
 Senator Cullom. If the maximum rate were to be made for the whole 
 country, it would have to be made so high that the railroads would 
 not observe it, or else the people would be charged more in many 
 cases than they ought to be? 
 
 Mr. Prouty. 1 would not favor the attempt to make a maximum 
 rate. I have said that. 
 
 Senator Cullom. Some of the States make maximum rates. 
 
 Mr. Prouty. Yes; and some make absolute rates. 
 
 • 
 
 How long .shall the Commission's order he enforced? — If 
 any degree of the rate-making power is to be granted to 
 the Commission, the question whether the rates so made 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 129 
 
 are permanently or temporarily to be enforced becomes 
 important. 
 
 The vice-president of the Baltimore and Ohio Railroad 
 regards it as impracticable to have an order which would 
 be permanently in force. He said: 
 
 I think, myself, that it will be absolutely necessary to have it so Mr. Bond, 1406. 
 that you will not have to go back to a court every time you want to 
 adjust a rate, because that is absolutely impracticable. 
 
 The chairman of the executive committee of the Atchi¬ 
 son, Topeka and Santa Fe Railroad said: 
 
 If the law made the rate to continue only so long as substantially Mr. Morawetz, 
 similar conditions exist, the railroad companies could change the rates 858 - 
 whenever conditions changed. 
 
 The conclusion indicated by the foregoing seems to have 
 had the approval of some of those who represent the com¬ 
 mercial organizations. The chairman of the executive 
 committee of the Interstate Commerce Law Convention 
 said: 
 
 I think that if occasions arise which render the raising of the rate Mr.Bacon,1787, 
 necessary in the fair relation of interest between the public and the 1788, 
 carrier, that they should be raised just as readily as they should be 
 reduced. 
 
 Senator Newlands. And would you give the carriers the power to 
 do that? 
 
 Mr. Bacon. Placing the responsibility upon them to be able to show 
 that there is a change in conditions and circumstances which necessi¬ 
 tate it. 
 
 Senator Newlands. And would you require them to show that 
 change of conditions before the new rate went into effect? I under¬ 
 stand that would not be adequate, because oftentimes they are com¬ 
 pelled to put this rate into operation immediately in order to meet 
 the conditions. 
 
 Mr. Bacon. I would not; but I would make them amenable to the 
 Commission upon citation by the Commission to show cause for that 
 change—to appear before them and justify the change. * * * 
 
 Senator Newlands. You would also give them the power to go 
 beyond the maximum rate? 
 
 Mr. Bacon. If they justified it before the Commission. 
 
 Senator Newlands. And allow them to do it immediately, giving 
 them the opportunity afterwards to justify themselves before the 
 Commission? 
 
 Mr. Bacon. With the usual ten days’ notice; yes, sir. 
 
 Opinions of the same sort were expressed by members 
 of the Commission. The chairman of the Commission 
 declared: 
 
 * * * Any order which the Commission makes requiring a rate Mr. Knapp, 
 to be changed in the future should be limited in time as to its effect 330 °' 
 to a not very long period. 
 
 Another member of the Commission said: 
 
 I have always insisted, in order to obviate that difficulty—I do not Mr. Prouty, 
 think there is any real difficulty, but in order to obviate it, if there be 2885, 2896 * 
 one—that the rate fixed by the Commission should be observed for 
 a certain length of time and should then be obligatory on the car¬ 
 rier. * * * Well, I have always said that if the carrier were obliged 
 to accept the judgment of that tribunal and put in that rate it would 
 answer the same purpose as though it were obliged to observe it for a 
 certain length of time. 
 
 S. Doc. 244, 59-1-9 
 
130 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Mr. 
 
 p. 3373. 
 
 Senator Clapp. First have the carrier accept that rate and put it into 
 effect and let it become the condition as to that road? 
 
 Mr. Pkouty. Yes. 
 
 Senator Clapp. And then if the carrier thought that conditions had 
 changed so as to require another rate, let the carrier initiate that other 
 rate, subject to the same authority of the Commission to challenge and 
 reduce or fix as they did before? 
 
 Mr. Pkouty. Yes; it has always been my opinion that that would 
 work out all right. The principal thing is to substitute the judgment 
 of somebody else for the judgment of the carrier. * * * As 1 have 
 said, it sounds like a ridiculous proposition to say that after the Com¬ 
 mission has been to the trouble of determining the rate, that the car¬ 
 rier may change it the next day, having put it in for one day, but you 
 must assume that people are going to act in good faith in this world, 
 and it seems to me that you would have accomplished all you desired 
 to accomplish by a proposition of that sort. 
 
 At least two other members of the Commission ex¬ 
 pressed similar views, one of them saying: 
 
 Cockrell, * * * I would have the finding of the Commission go into imme¬ 
 
 diate effect, but remain subject to appeal and decision of the courts; 
 and if there was no appeal, or if the decision of the court that the rat¬ 
 ing was a reasonable and just one, that rate should be observed and 
 obeyed—you might say for some reasonable time, you might fix some 
 time. It ought to remain the rate and the legal rate until the condi¬ 
 tions and circumstances existing at the time the rate was fixed by the 
 Commission had substantially changed, so as to justify a change in 
 the rating. 
 
 \ Now, I do not know how long that might be. It certainly would 
 not be a permanent decision that could not be reviewed in any way, 
 and I am inclined to think that the railroads would have the right 
 under general principles of right and justice, if the conditions had 
 wholly changed and the circumstances clearly justified the increase— 
 they ought to have the right to make a change, and then that changed 
 rate would be subject to be passed upon by the Commission. 
 
 Many minor recommendations are to be found in the 
 testimony to which no reference has been made in this 
 report. They' do not, however, touch the main question 
 in controversy and for this reason have been omitted in 
 this review. 
 
 All of which is respectfully submitted. 
 
 Henry C. Adams. 
 
 , H. T. Newcomb. 
 
 December 15 , 1905 . 
 
REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE. 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX I. 
 
 INTERSTATE COMMERCE LAW, WITH CHANGES AND 
 AMENDMENTS INDICATED. 
 
 COMPILED BY 
 
 H. T. NEWCOMB. 
 
 131 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
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 ft O 
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 ft bC 
 
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 ft 'S' o. 
 
 Pnft ^ 
 
 ■—i m 
 
 1 ft ^ 
 
 02 rft 
 © r .h 
 
 2 C2 K - 
 
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 O 
 
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 ft s 
 w £ 
 
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 73 
 
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 02 
 
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 o3 ft 
 
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 Cl ® 
 
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 ^ ^ £ 
 ft ^ 02 
 
 02 r> 
 
 •’-< ft ft 
 qp 02 02 
 
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 a 2 ft 
 
 02 rP P 
 
 05 
 
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 O 
 
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 P 
 
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 » rH 
 02 
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 ft 02 ft 
 
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 C 
 
 o5 
 
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 68 
 
 ^ IP P 
 P ft 
 
 __ P 73 
 cO ® « 
 
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 ft ft 
 
 ft o 
 
 r—i • i_. 
 
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 • rH 
 
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 > 
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 73 
 
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REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX II. 
 
 FREIGHT RATES VIA RAILWAY ROUTES. 
 
 DATA SUPPLIED BY MR. J. M. SMITH, 
 
 AUDITOR OF THE INTERSTATE COMMERCE COMMISSION, 
 
 DECEMBER 19, 1905. 
 
 167 
 

 
 . 
 
 
 
 
 
 
 
 
 
 
 
 * 
 
 
 
 
 
 
 
 f 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 I 
 
APPENDIX II 
 
 FREIGHT RATES VIA RAILWAY ROUTES. 
 
 [Data supplied by Mr. J. M. Smith, Auditor of the Interstate Commerce Commission.] 
 
 Table No. 1. — Changes in rates on sugar, C. L.,from New Orleans, La., New York, 
 N. F, Philadelphia, Pa., and Baltimore, Md., to the following points, June 1, 1905, to 
 date, via all rail. 
 
 [Rates in cents per 100 pounds.**] 
 
 From New Orleans, La. From New York, N. Y. 
 
 * 
 
 To— 
 
 June 1,1905. 
 
 June 15,1905. 
 
 July 6,1905. 
 
 July J3,1905. 
 
 July 14,1905. 
 
 July 18,1905. 
 
 Present rates. 
 
 June 1,1905. 
 
 J uly 5,1905. 
 
 July 11,1905. 
 
 July 20,1905. 
 
 July 25,1905. 
 
 Present rates. | 
 
 i 
 
 Chicago, Ill. 
 
 21 
 
 21 
 
 21 
 
 21 
 
 21 
 
 10 
 
 10 
 
 30 
 
 30 
 
 30 
 
 17 
 
 15 
 
 15 
 
 St. Louis, Mo. 
 
 15 
 
 15 
 
 15 
 
 15 
 
 15 
 
 10 
 
 10 
 
 35 
 
 35 
 
 35 
 
 17 
 
 15 
 
 15 
 
 Peoria, Ill. 
 
 21 
 
 21 
 
 21 
 
 21 
 
 21 
 
 10 
 
 10 
 
 33 
 
 33 
 
 33 
 
 17 
 
 15 
 
 15 
 
 Cincinnati, Ohio. 
 
 16| 
 
 16! 
 
 16! 
 
 16! 
 
 16! 
 
 11 
 
 11 
 
 26 
 
 26 
 
 26 
 
 17 
 
 15 
 
 15 
 
 Louisville, Ky. 
 
 15 
 
 15 
 
 15 
 
 15 
 
 15 
 
 10 
 
 10 
 
 30 
 
 30 
 
 30 
 
 17 
 
 15 
 
 15 
 
 Dubuque, Iowa. 
 
 30 
 
 30 
 
 22 
 
 12 
 
 12 
 
 10 
 
 10 
 
 40 
 
 40 
 
 40 
 
 17 
 
 15 
 
 15 
 
 Omaha, Nebr. 
 
 32 
 
 32 
 
 22 
 
 12 
 
 12 
 
 10 
 
 10 
 
 47 
 
 37 
 
 27 
 
 17 
 
 15 
 
 15 
 
 Kansas City, Mo. 
 
 32 
 
 32 
 
 22 
 
 12 
 
 12 
 
 10 
 
 10 
 
 47 
 
 37 
 
 27 
 
 17 
 
 15 
 
 15 
 
 St. Paul, Minn. 
 
 28 
 
 30 
 
 25 
 
 25 
 
 21 
 
 15 
 
 15 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 Minneapolis, Minn. 
 
 28 
 
 30 
 
 25 
 
 25 
 
 21 
 
 15 
 
 15 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 „ 
 
 To— 
 
 From Philadelphia, Pa. 
 
 From Baltimore, Md. 
 
 June 1.1905. 
 
 July 5,1905. 
 
 O 
 
 05 
 
 rH 
 
 rH 
 
 rH 
 
 >» 
 
 >“5 
 
 July 20,1905. 
 
 July 25,1905. 
 
 Present rates. 
 
 June 1,1905. 
 
 lO 
 
 o 
 
 rH 
 
 IO 
 
 July 11,1905. 
 
 July 20,1905. 
 
 lO 
 
 O 
 
 05 
 
 rH 
 
 If? 
 
 <N 
 
 t— 
 
 ►“5 
 
 Present rates. | 
 
 Chicago, Ill. 
 
 28 
 
 28 
 
 28 
 
 15 13 
 
 13 
 
 27 
 
 27 
 
 27 
 
 14 
 
 12 
 
 12 
 
 St. Louis, Mo. . 
 
 33 
 
 33 
 
 33 
 
 15 13 
 
 13 
 
 32 
 
 32 
 
 32 
 
 14 
 
 12 
 
 12 
 
 Peoria, Ill. 
 
 31 
 
 31 
 
 31 
 
 15 13 
 
 13 
 
 30 
 
 30 
 
 30 
 
 14 
 
 12 
 
 12 
 
 Cincinnati, Ohio. 
 
 24 
 
 24 
 
 24 
 
 15 13 
 
 13 
 
 23 
 
 23 
 
 23 
 
 14 
 
 12 
 
 12 
 
 Louisville, Ky. 
 
 28 
 
 28 
 
 28 
 
 15 13 
 
 13 
 
 27 
 
 27 
 
 27 
 
 14 
 
 12 
 
 12 
 
 Dubuque, Iovva. 
 
 38 
 
 38 
 
 38 
 
 15 13 
 
 13 
 
 37 
 
 37 
 
 37 
 
 14 
 
 12 
 
 12 
 
 Omaha, Nebr. 
 
 47 
 
 35 
 
 • 25 
 
 15 13 
 
 13 
 
 44 
 
 34 
 
 24 
 
 14 
 
 12 
 
 12 
 
 Kansas Citv, Mo. 
 
 47 
 
 35 
 
 25 
 
 15 13 
 
 13 
 
 44 
 
 34 
 
 24 
 
 14 
 
 12 
 
 12 
 
 St. Paul, Minn. 
 
 44 
 
 44 
 
 44 
 
 44 44 
 
 44 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 Minneapolis, Minn. 
 
 44 
 
 44 
 
 44 
 
 44 j 44 
 
 44 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 aSince Table No. 1 (on sugar) was prepared, there have been the following reductions on sugar, 
 C. L., from New Orleans, La., to Chicago, Ill., Cincinnati, Ohio, St. Louis, Mo., Louisville, Ky., and 
 Evansville, Ind., 7 cents per 100 pounds, same being the present rates per Illinois Central Railroad.— 
 (I. C. C. No. B-3505, effective August 6, 1905.) 
 
 Tariffs: Pennsylvania Railroad, I. C. C. G. Nos. 2515, 2520, 2525, and 2283; Illinois Central Railroad, 
 I. C. C. Nos. B-3449 and 3187; Western Trunk Line Committee, I. C. C. Nos. 451 and 552; Baltimore 
 and Ohio Railroad, I. C. C. Nos. 4597, 4598, 5305, and 4599. 
 
 169 
 
170 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 2. —Rates on coffee, C. L. [green and roasted), from New Orleans, La., New 
 York, N. Y., Philadelphia, Pa., and Baltimore, Md., to the following points, June 1 
 1905, to date, via all rail. 
 
 [Rates in cents per 100 pounds.] 
 
 To— 
 
 From New Orleans, La. 
 
 From New York, N. Y. 
 
 June 1. 1905. 
 
 June 28, 1905. 
 
 July 2, 1905. 
 
 July 6, 1905. 
 
 July 15, 1905. 
 
 July 18, 1905. 
 
 July 24, 1905. 
 
 August 3,1905. 
 
 Present rates. 
 
 June 1,1905. 
 
 June 17,1905. 
 
 July 5,1905. 
 
 July 20,1905. 
 
 July 25,1905. 
 
 Present rates. 
 
 1 
 
 Chicago, Ill. 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 10 
 
 10 
 
 10 
 
 30 
 
 30 
 
 30 
 
 25 
 
 17 
 
 17 
 
 St. Louis, Mo. 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 10 
 
 10 
 
 10 
 
 35 
 
 35 
 
 35 
 
 25 
 
 17 
 
 17 
 
 Peoria, Ill. 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 10 
 
 10 
 
 10 
 
 33 
 
 33 
 
 33 
 
 25 
 
 17 
 
 17 
 
 Cincinnati, Ohio. 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 22 
 
 11 
 
 11 
 
 26 
 
 26 
 
 26 
 
 25 
 
 17 
 
 17 
 
 Louisville, Kv. 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 10 
 
 10 
 
 30 
 
 30 
 
 30 
 
 25 
 
 17 
 
 17 
 
 Dubuque, Iowa. 
 
 29 
 
 29 
 
 29 
 
 29 
 
 29 
 
 10 
 
 10 
 
 10 
 
 10 
 
 40 
 
 40 
 
 40 
 
 25 
 
 17 
 
 17 
 
 Kansas City, Mo. 
 
 a 35 
 
 26 
 
 26 
 
 21 
 
 10 
 
 10 
 
 10 
 
 10 
 
 10 
 
 57 
 
 48 
 
 33 
 
 25 
 
 17 
 
 17 
 
 Omaha, Nebr. 
 
 «38 
 
 « 38 
 
 29 
 
 21 
 
 10 
 
 10 
 
 10 
 
 10 
 
 10 
 
 57 
 
 48 
 
 33 
 
 25 
 
 17 
 
 17 
 
 St. Paul, Minn. 
 
 a 40 
 
 a 40 
 
 a 40 
 
 25 
 
 15 
 
 15 
 
 15 
 
 15 
 
 15 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 Minneapolis, Minn. 
 
 a 40 
 
 a 40 
 
 a 40 
 
 25 
 
 15 
 
 15 
 
 15 
 
 15 
 
 15 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 46 
 
 To— 
 
 Chicago, Ill. 
 
 St. Louis, Mo. 
 
 Peoria, Ill. 
 
 Cincinnati, Ohio .. 
 
 Louisville, Ky. 
 
 Dubuque,Iowa ... 
 Kansas City, Mo .. 
 
 Omaha, Nebr. 
 
 St. Paul, Minn. 
 
 Minneapolis, Minn 
 
 From Philadelphia 
 
 , Pa. 
 
 
 * 
 
 From Baltimore, Md. 
 
 
 June 1,1905. 
 
 June 17, 1905. 
 
 July 5, 1905. 
 
 July 20, 1905. 
 
 July 25, 1905. 
 
 Present rates. 
 
 June 1, 1905. 
 
 June 17, 1905. 
 
 July 5, 1905. 
 
 July 20, 1905. 
 
 July 25, 1905. 
 
 Present rates, j 
 
 28 
 
 • 28 
 
 28 
 
 23 
 
 15 
 
 15 
 
 27 
 
 27 
 
 27 
 
 22 
 
 14 
 
 14 
 
 33 
 
 33 
 
 33 
 
 23 
 
 15 
 
 15 
 
 32 
 
 32 
 
 32 
 
 22 
 
 14 
 
 14 
 
 31 
 
 31 
 
 31 
 
 23 
 
 15 
 
 15 
 
 30 
 
 30 
 
 30 
 
 22 
 
 14 
 
 14 
 
 24 
 
 24 
 
 24 
 
 23 
 
 15 
 
 15 
 
 23 
 
 23 
 
 23 
 
 22 
 
 14 
 
 14 
 
 28 
 
 28 
 
 28 
 
 23 
 
 15 
 
 15 
 
 27 
 
 27 
 
 27 
 
 22 
 
 14 
 
 14 
 
 38 
 
 38 
 
 38 
 
 23 
 
 15 
 
 15 
 
 37 
 
 37 
 
 37 
 
 22 
 
 14 
 
 14 
 
 55 
 
 46 
 
 31 
 
 23 
 
 15 
 
 15 
 
 54 
 
 45 
 
 30 
 
 22 
 
 14 
 
 14 
 
 55 
 
 46 
 
 31 
 
 23 
 
 15 
 
 15 
 
 54 
 
 45 
 
 30 
 
 22 
 
 14 
 
 14 
 
 44 
 
 44 
 
 44 
 
 44 
 
 44 
 
 44 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 44 
 
 44 
 
 44 
 
 44 
 
 44 
 
 44 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 43 
 
 a Roasted coffee: To Kansas City, 40 cents; Omaha, 43 cents; and St. Paul, 45 cents. 
 
 Tariffs: St. Louis and San Francisco Railroad, I. C. C. No. 4292; Illinois Central Railroad, I. C. C. 
 Nos. B-3496, 1426, B-3462; Chicago, Rock Island and Northern Pacific Railway, I. C. C. No. C-6475; 
 Pennsylvania Railroad, I. C. C. G. Nos. 2283, 2515, 2520, 2525; Baltimore and Ohio Railroad, 1. C. C. 
 Nos. 4598, 5305; Western Trunk Line Committee, I. C. C. Nos. 451, 455, 552. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 171 
 
 Table No. 3. —Rates on lumber, C. L. (except hardwood ), from Georgia, Mississippi, 
 Louisiana, Michigan, Wisconsin, Arkansas, Texas, Washington, Oregon, and Califor¬ 
 nia points to Chicago, TIL, and Kansas City, Mo. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Chicago, Ill. 
 
 To Kansas City, Mo. 
 
 Rate. 
 
 Tariffs. 
 
 Rate. 
 
 Tariffs. 
 
 Georgia: 
 
 Augusta. 
 
 Albany . 
 
 Americus. 
 
 26 
 
 27 
 
 27 
 
 •Southern Rwy., I.C.C., 9265 .. 
 
 30 
 
 31 
 31 
 
 ■Southern Rwy., I. C. C., 9265. 
 
 Macon. 
 
 Tifton . 
 
 26 
 
 27 
 
 30 
 
 31 
 
 Wav cross. 
 
 Mississippi: 
 
 Arundel. 
 
 Ellesville .. r.1 
 
 27 
 
 
 31 
 
 
 Glade. 
 
 
 
 
 
 Hattiesburg. 
 
 Laurel. 
 
 26 
 
 N. O. and N. E. R, R.,I.C.C., 
 1766. 
 
 23 
 
 N. O. and N. E. R., I. C. C., 1766. 
 
 Lumberton. 
 
 
 
 
 J ackson. 
 
 
 
 
 
 Louisiana: 
 
 Arkana . 
 
 
 
 
 
 Bolinger. 
 
 
 
 
 
 Hughes. 
 
 Benton. 
 
 Taylor. 
 
 - 26 
 
 St. L. S. W. Rwv., I. C. C., Nos. 
 2049 and 2207. 
 
 23 
 
 St. L. S. W. Rwv., I.C.C., Nos. 
 2049 and 2207. 
 
 Hnmilton. 
 
 
 
 Shreveport. 
 
 
 
 
 
 Michigan: * 
 
 Champion__ 
 
 
 
 
 
 Balsam. 
 
 
 
 
 
 Granite. 
 
 12 
 
 C. and N.W. Rwy.,I.C.C.,5274. 
 
 20 
 
 W. T. L., I.C.C., No. 612. 
 
 Ishpeming. 
 
 Palmer. 
 
 
 
 
 
 Wisconsin: 
 
 Oshkosh. 
 
 8-1 
 
 
 13 
 
 
 Oconto. 
 
 84 
 
 
 14 
 
 
 Wausau. 
 
 10 
 
 Ic. and N.W. Rwy., I. C. C., 5274. 
 
 16 
 
 •C.and N. W. Rwy., I.C.C.,5274. 
 
 Rhinelander. 
 
 10 
 
 12 
 
 m 
 
 19 
 
 Hurley. 
 
 
 J 
 
 Arkansas: 
 
 Little Rock. 
 
 
 
 Haywood. 
 
 
 
 
 / 
 
 Kingsland. 
 
 
 
 
 
 Camden. 
 
 26 
 
 St. L. S. W. Rwy., I. C. C. 2207 .. 
 
 23 
 
 St. L. S. W. Rwy., I. C. C. 2049. 
 
 Pine Bluff. 
 
 McNeil. 
 
 
 
 
 
 Stamps. 
 
 
 
 
 
 Texas: 
 
 Simms. 
 
 
 
 
 
 Naples. 
 
 
 
 
 
 Deleose. 
 
 
 
 
 
 Big Sandy. 
 
 26 
 
 .do. 
 
 23 
 
 Do. 
 
 Goodson. 
 
 
 Holcomb. 
 
 
 
 
 
 Forrest. 
 
 
 
 
 
 Lufkins. 
 
 
 
 
 
 Washington: 
 
 Anacortes. 
 
 
 
 
 
 Badger. 
 
 
 
 
 
 Belfast. 
 
 60 
 
 Trans-Continental, I. C. C. 564. 
 
 60 
 
 Trans-Continental, I. C. C. 564. 
 
 Bothell. 
 
 Seattle. 
 
 
 
 
 
 Spokane . 
 
 50 
 
 .do. 
 
 50 
 
 Do. 
 
 Walla Walla. 
 
 
 Oregon: 
 
 Baker City. 
 
 50 
 
 .do. 
 
 40 
 
 Do. 
 
 Beatty .. .*. 
 
 
 Columbia. 
 
 
 
 
 
 Dallas. 
 
 60 
 
 .do. 
 
 60 
 
 Do. 
 
 Deer Island. 
 
 
 Portland. 
 
 
 
 
 
 The Dalles. 
 
 50 
 
 .do. 
 
 50 
 
 Do. 
 
 California: 
 
 Eureka. 
 
 
 Caspar . 
 
 60 
 
 Trans-Continental, I. C. C. 318. 
 
 60 
 
 Trans-Continental. I. C. C. 318. 
 
 Albion. 
 
 Greenwood. 
 
 
 
 
 
 
 
 
 
 
172 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 4. —Rates on lumber, C. L. (except hard wood ), from Canadian, Michigan, 
 Wisconsin, Georgia, Oregon, Washington, and California points to Willimantic, Conn., 
 Springfield, Mass., Concord, N. II., and Prondence, R. I. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Willi¬ 
 mantic, 
 Conn. 
 
 To Spring- 
 field, Mass. 
 
 Canadian points: 
 
 Via Canadian Pacific Rwy.— 
 
 Montreal, Canada. 
 
 131 
 
 15 
 
 St. John, Canada. 
 
 13! 
 
 14 
 
 Sutton, Canada. 
 
 13 
 
 14 
 
 .Tohnville. Canada. 
 
 15 
 
 15 
 
 McLeod, Canada. 
 
 Via Canada Atlantic Rwy.— 
 
 Ottawa, Ontario. 
 
 15 
 
 Canadian P 
 I.C.C 
 
 15 
 
 acific Rwv., 
 E-283. 
 
 Rockland, Ontario. 
 
 16 
 
 16 
 
 Hawkesburv, Ontario. 
 
 St. Polvcarpe, Quebec. 
 
 
 
 Canada Atlantic Rwy 
 
 To Con- j To Provi- 
 cord, N. H. dence, R. I. 
 
 13| 
 12 
 12 
 131 1 
 
 14 ; 
 
 16 
 
 16 
 
 15! 
 
 16] 
 
 17 
 
 16 
 
 16 
 
 I.C.C. 
 
 Via Grand Trunk Rwy.— 
 
 Dixville, Quebec.'.. 
 
 Coaticook, Quebec. 
 
 Hillburst, Quebec. 
 
 Sherbrooke, Quebec .... 
 Brompton Falls, Quebec 
 
 Michigan: 
 
 Battlecreek. 
 
 Grand Rapids. 
 
 Jackson. 
 
 Niles. 
 
 16? 
 
 217 and 35. 
 
 («) 
 
 Grand Trunk Rwy., 
 I. C. C. 128 and 247. 
 
 24 
 
 24 
 
 Michigan Central R. R., I.C.C. 
 
 12 
 
 24 
 
 15f 
 
 24 
 
 1989. 
 
 Wisconsin: 
 
 Oshkosh 
 
 Oconto. 
 
 Wausau. 
 
 Rhinelander 
 Harvey. 
 
 Georgia: 
 
 Albany . 
 
 Bainbridge . 
 
 Dupont. 
 
 Tifton. 
 
 Thomas vi lie 
 Valdosta 
 Way cross ... 
 
 6 32 
 b 34 
 
 b 30! 
 
 b 32 
 6 34 
 
 b 30! 
 
 b 32 
 6 34 
 
 Mich. Central, I. C. C. 2170. and C. 
 and N. W. Rwy., I. C. C. 5274. 
 
 35 
 
 35 
 
 35 
 
 Atlantic Coast Line R. R., I. C. C. 
 4005. 
 
 b 30! 
 
 b 32 
 b 34 
 
 c 31 
 
 Oregon: 
 
 Baker City 
 
 Beatty. 
 
 Columbia .. 
 
 Dallas. 
 
 Deer Island 
 Portland... 
 The Dalles. 
 
 Washington: 
 Anacortes... 
 
 Badger. 
 
 Belfast. 
 
 Bothell. 
 
 Seattle. 
 
 Spokane 
 Walla Walla 
 
 California: 
 
 Eureka 
 
 Caspar. 
 
 Albion. 
 
 Greenwood 
 
 b 72 b 72 t b 72 
 
 Trans-Continental, I. C. C. 564, anc 
 tral, I. C. C. 2170. 
 
 b 72 
 
 Mich. Cen- 
 
 6 82 6 82 
 
 6 82 
 
 6 82 
 
 6 72 6 72 
 
 6 72 j 
 
 6 72 
 
 Trans-Continental, I. C. C. 564, and Mich. Cen¬ 
 tral, I. C. C. 2170. 
 
 b 82 
 
 b 2 
 
 b 82 
 
 b 72 
 
 b 82 
 
 Trans-Continental, I. C. C. 
 
 tral, I. C. C. 
 
 b 82 
 
 b 82 
 
 Trans-Continental, I. C. C. 
 
 tral, I. C. C. 
 
 6 72 ! 
 
 564, and 
 2170. 
 
 b 82 
 
 564, and 
 2170. 
 
 b 82 
 
 6 72 
 
 Mich. Cen- 
 
 682 
 
 Mich. Cen- 
 
 « No through rates. 
 
 6 Based on Chicago, Ill. 
 
 e Water competition point. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 173 
 
 Table No. 5. —Rates on potatoes, C. L ., from Wisconsin, Minnesota, Colorado, Missouri r 
 
 Texas, and Kansas points to Kansas City, Mo. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Kansas 
 City, Mo. 
 
 Wisconsin: 
 
 Appleton . 
 
 
 Chippewa Falls. 
 
 
 Eau Claire. 
 
 25 
 
 Fond du Lac. 
 
 Green Bav. 
 
 
 Minnesota: 
 
 Anoka . 
 
 23 
 
 Bethel . 
 
 25 
 
 Brandon. 
 
 30 
 
 Cloquet. 
 
 25 
 
 Duluth. 
 
 25 
 
 Colorado: 
 
 Denver. 
 
 Colorado Springs. 
 
 35 
 
 Trinidad. 
 
 Pueblo. 
 
 
 Missouri: 
 
 Choctaw. 
 
 Forrers. 
 
 Grassv Bayou. 
 
 Ipley*.-'. 
 
 Kennett . 
 
 Pokono . 
 
 Steele . 
 
 Texas: 
 
 Dallas. 
 
 25 
 
 1 
 
 Fort Worth. 
 
 j 35 
 
 Waco . 
 
 Kansas: 
 
 Abilene. 
 
 15i 
 
 Anthony. . 
 
 Hutchinson. 
 
 23 
 
 21 
 
 McPherson. 
 
 20 
 
 
 Tariff. 
 
 W. T. L., I. C. C. 414. 
 
 •W. T. L., I. C. C. 355. 
 
 /Trans-Missouri Freight Bureau, I. C. C. 
 \ 158. 
 
 St. L. and S. F. R. R., I. C. C. 4577. 
 
 /Southwestern Tariff Committee,. 
 1 I. C. C. 396. 
 
 ■ 
 
 •A., T. and S. F. Rwy., I. C. C. 3107. 
 
 Table No. 6. —Rates on potatoes, C. L., from points in Missouri, Minnesota, Colorado> 
 
 Wisconsin, Texas, and Kansas, to Fort Worth, Tex. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Fort 
 Worth, 
 Tex. 
 
 Tariff. 
 
 Wisconsin: 
 
 Appleton. 
 
 Chippewa Falls.. 
 
 Eau Claire. 
 
 Fond du Lac. 
 
 Green Bay. 
 
 Minnesota: 
 
 Andover. 
 
 Anoka. 
 
 Cedar.. 
 
 Clear Lake.. 
 
 St. Cloud. 
 
 Colorado: 
 
 Denver.. 
 
 Pueblo. 
 
 Colorado Springs. 
 Missouri: 
 
 Choctaw. 
 
 Forrers. 
 
 Ipley. 
 
 Kennett. 
 
 Pokono . 
 
 Texas: 
 
 Weatherford. 
 
 Cisco. 
 
 Abilene.. 
 
 Sweetwater. 
 
 Colorado. 
 
 Kansas: 
 
 Hutchinson. 
 
 Ottawa.. 
 
 Parsons. 
 
 Wichita.. 
 
 /Southwestern Tariff Committee, I. 
 \ C. C., 401. 
 
 Do. 
 
 Do. v 
 
 Do. 
 
 •C., R. I. and G. Rwy., I. C. C. 60. 
 
 /Southwestern Tariff Committee, I. 
 \ C. C., 401. 
 
174 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 7 Rates on potatoes, C. L., from Minnesota, Wisconsin, Michigan, New York, 
 
 Kansas, and Texas points to St. Louis, Mo. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To St.Louis, 
 Mo. 
 
 Tariff. 
 
 Colorado: 
 
 Denver. 
 
 ) 
 
 
 Pueblo. 
 
 i 40 
 
 Trans-Missouri, I. C. C. 158. 
 
 Colorado Springs. 
 
 Minnesota: 
 
 Albert Lea. 
 
 1 
 
 
 Cannon Falls. 
 
 Faribault. 
 
 Wisconsin: 
 
 Appleton. 
 
 La Crosse.. 
 
 Chippewa Falls.. 
 
 Eau Claire. 
 
 j * 
 
 } '20 
 
 ; '22 
 
 Western Trunk Line, I. C. C. 405. 
 
 Do. 
 
 Do. 
 
 Michigan: 
 
 Anderson. 
 
 
 Bagiev. 
 
 : 22 
 
 Do. 
 
 Bark River. 
 
 Birch Creek. 
 
 ; 20 
 
 Do. 
 
 Ingalls. 
 
 New York: 
 
 Rochester. 
 
 
 
 Hornellsville. 
 
 • 25 
 
 Erie R. R., I. C. C. 2149. 
 
 Elmira. 
 
 Binghamton. 
 
 
 
 Kansas: 
 
 Abilene. 
 
 
 
 Anthony. 
 
 30 
 
 Western Trunk Line, I. C. C. 573. 
 
 Hutchinson. 
 
 McPherson. 
 
 
 
 Texas: 
 
 Dallas. 
 
 
 
 Fort’ Worth. 
 
 ; 35 
 
 Southwestern Tariff Committee, I. 
 C. C. 396. 
 
 Waco. 
 
 
 
 Table No. *8. —Rates on potatoes, C. L., from New Hampshire, Vermont, Maine, Massa¬ 
 chusetts, New York, Colorado, Wyoming, Michigan, Missouri, and. Canadian points, to 
 Boston, Mass. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Boston, 
 Mass. 
 
 Tariff. 
 
 New Hampshire: 
 
 Redstone. 
 
 North Conway.] 
 
 Intervale Junction.j 
 
 Vermont: 
 
 Brattleboro .. 
 
 Newbury .... 
 
 Newport. 
 
 Maine: 
 
 Bath. 
 
 Augusta. 
 
 Bangor. 
 
 Massachusetts: 
 
 Springfield... 
 
 Holyoke. 
 
 Northampton 
 New York: 
 
 Troy. 
 
 Fonda . 
 
 Syracuse. 
 
 Rochester.... 
 
 Colorado: 
 
 Denver. 
 
 Colorado Springs 
 
 Pueblo. 
 
 Wyoming: 
 
 Clearmont. 
 
 Sheridan. 
 
 Ranchester. 
 
 Parkman. 
 
 11 
 
 12 
 
 13 
 
 17 
 
 19 
 
 9 
 
 10 
 
 13 
 
 10 
 
 14 
 
 16 
 
 16 
 
 171 
 
 a 78 
 
 Maine Central R. R., I. C. C. 799. 
 
 Do. 
 
 j- Do. 
 
 | Do. 
 
 B. and M. R. R.. I. C. C. 400. 
 
 IN. Y. C. and H. R. R. R., I. C. C. B-1363. 
 
 (Trans-Missouri Freight Bureau, I. C. 
 \ C. 158. 
 
 b 90 
 
 C., B. and Q. Rwy., I. C. C. 5917. 
 
 « Based on Mississippi River. 
 
 b Based on Chicago, Ill. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 175 
 
 Table No. 8. —Rates on potatoes, C. L., etc. —Continued. 
 
 From— 
 
 To Boston, 
 Mass. 
 
 Tariff. 
 
 Michigan: 
 
 Bagiev. . 
 
 j- «50 
 
 
 Birch Creek. 
 
 1 Western Trunk Line, I. C.C. 405. 
 
 Ingalls. 
 
 a 48 
 
 Missouri: 
 
 Forrers. 
 
 
 Choctaw. 
 
 b 56 
 
 St. L. and S. F. R. R., I. C. C. 4577. 
 
 Iplev. 
 
 Canadian. 
 
 
 
 Candian points: 
 
 Massawippi, Quebec. 
 
 1 
 
 
 Eustis, Quebec. 
 
 l 19 
 
 j 
 
 B. and M. R. R., I. C. C. 400. 
 
 Sherbrooke, Quebec. 
 
 
 
 
 a Based on Chicago, Ill. 
 
 b Based on Mississippi River. 
 
 Table No. 9.— Rates on hay, C. L ., from points in Canada, New York, Ohio, Michigan, 
 
 Illinois, Minnesota, and Ioiva to New York, N. Y. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To New 
 York, N. Y. 
 
 Canadian points: 
 
 Caroline. 
 
 Henry ville. 
 
 Rangemont. • 
 
 St. Angeli. 
 
 St. Hyacinthe. 
 
 New York: 
 
 Poughkeepsie. 
 
 RhineclifY. 
 
 Hudson. 
 
 Albany... 
 
 Cohoes. 
 
 Ohio: 
 
 Cincinnati. 
 
 Blanchester. 
 
 Greenfield. 
 
 Chillicothe. 
 
 Hamden. 
 
 Athens. 
 
 Michigan: 
 
 Augusta. 
 
 Battle Creek. 
 
 Grand Rapids. 
 
 Jackson. 
 
 Illinois: 
 
 Chicago. 
 
 Beardstown. 
 
 Pana. 
 
 Flora . 
 
 Minnesota: 
 
 Red Wing. 
 
 Austin. 
 
 Winona. 
 
 Iowa: 
 
 Cedar Rapids. 
 
 Ottumwa. 
 
 Des Moines. 
 
 18 
 
 10 
 
 11 
 
 11 
 
 12 
 
 12 
 
 26 
 
 26 
 
 24 | 
 
 24 
 
 24 
 
 23| 
 
 29 
 
 29 
 
 29 
 271 
 
 30 
 36 ^ 
 35 
 35 
 
 a 45 
 « 45 
 «42i 
 
 a 44 
 a 45 
 a 47i 
 
 Canadian Pacific Rwy., I. C. C. E-323. 
 
 •N. Y. C. and H. R. R. R., File No. 3484. 
 
 B. and O. S. W. R. R., I. C. C. 4181. 
 
 Michigan Central R. R., I. C. C., 1788. 
 
 B. and O.S.-W. R. R., I. C. C.,4181; Pa. 
 R. R.,I.C. C.,B-1086. 
 
 jc.,M. 
 
 and St. P. Rwy., I. C. C., A-8152. 
 
 Do. 
 
 a Based on Chicago Ill. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 176 
 
 Table No. 10. —Rates on butter, eggs, and dressed poultry, C. L. (in refrigerator cars), 
 from Iowa, Minnesota, Wisconsin, Michigan, Illinois, Texas, New York, and Vermont 
 to Boston, Mass. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Boston, Mass. 
 
 Butter.a 
 
 Eggs, a 
 
 Poultry.a 
 
 
 
 
 
 Tariffs. 
 
 Iowa: 
 
 Cedar Rapids. 
 
 Ottumwa. 
 
 Des Moines. 
 
 | 691 
 
 691 
 
 6102 
 
 Minnesota: 
 
 
 
 
 Minneapolis. 
 
 Red Wing. 
 
 Winona. 
 
 j 691 
 
 6 91 
 
 6102 
 
 Wisconsin: 
 
 
 
 
 Durand. 
 
 Chippewa Falls.... 
 
 <>91 
 
 691 
 
 6102 
 
 Michigan: 
 
 
 
 
 Detroit. 
 
 Grand Rapids __ 
 
 Kalamazoo. 
 
 56* 
 
 68 * 
 
 56* 
 
 68 * 
 
 65* 
 
 79 
 
 Illinois: 
 
 
 
 
 Chicago. 
 
 71 
 
 71 
 
 82 
 
 Springfield. 
 
 Odin . 
 
 } 81* 
 
 81* 
 
 94 
 
 Texas: 
 
 
 
 
 Dallas... 
 
 Fort Worth. 
 
 Waco. 
 
 j 120 
 
 120 
 
 120 
 
 New York: 
 
 
 
 
 Trov. 
 
 27 
 
 27 
 
 30 
 
 Syracuse. 
 
 33 
 
 33 
 
 38 
 
 Rochester. 
 
 35 
 
 35 
 
 40 
 
 Vermont: 
 
 
 
 
 Windsor. 
 
 29 
 
 29 
 
 29 
 
 Newbury. 
 
 39 
 
 39 
 
 39 
 
 Passumpsic. 
 
 44 
 
 44 
 
 44 
 
 St. Johnsburv. 
 
 44 
 
 44 
 
 44 
 
 C., M. and St. P. Rwy., I. C. C. A-5243. 
 
 Do. 
 
 Do. 
 
 j-Michigan Central R. R., I. C. C. 1788. 
 
 Pennsylvania R. R., I. C. C. B-1080. 
 B. and O. S. W. R. R., I. C. C. 4141. 
 
 \Morgan Steamship Line, Seaboard-Texas 
 / Freight Committee, I. C. C. 10-A. 
 
 |n. Y. C. and H. R. R. R., I. C. C. B-1363. 
 •Boston and Maine R. R., I. C. C. 400. 
 
 / 
 
 a No rates applicable in refrigerator cars. 
 
 6 Based on Chicago, Ill. 
 
 Table No. 11. —Rates on salt, C. L., from Michigan, New York, Kansas, Louisiana, and 
 Texas points to Dubuque, Davenport, and Burlington, Iowa, and Quincy, 111. 
 
 , [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Du¬ 
 buque, 
 Iowa. 
 
 To Dav¬ 
 enport, 
 Iowa. 
 
 To Bur¬ 
 lington, 
 Iowa. 
 
 To Quin¬ 
 cy, Ill. 
 
 Tariffs. 
 
 Michigan: 
 
 Detroit. 
 
 ] 
 
 
 
 
 /Michigan Central R.R., I. C. C. 2272; 
 1 Wabash R. R., I. C. C. 1543. 
 
 Wyandotte. 
 
 l 111 
 
 Ill 
 
 Ill 
 
 a 8 * 
 
 Sibley. 
 
 
 
 
 New York: 
 
 Solvay. 
 
 
 
 
 
 
 Syracuse . 
 
 j ,9 
 
 19 
 
 19 
 
 17 
 
 N.Y. C. and H. R. R. R., I. C. C. B-3310. 
 
 Leroy. 
 
 Kansas: 
 
 Anthony. 
 
 } 15 
 
 15 
 
 15 
 
 15 
 
 /A., T. and S. F. Rwy., I. C. C. 3245 and 
 \ 1459. 
 
 Hutchinson. 
 
 Louisiana: Belle Isle 
 near New Iberia 
 Mines and Weeks 
 Island. 
 
 Texas: 
 
 Grand Saline. 
 
 23.1 
 
 ] 
 
 23.85 
 
 23.85 
 
 21.85 
 
 Southern Pacific Co.,I.C. C. 1439-B. 
 
 Fort Worth. 
 
 I 52 
 
 50 
 
 50 
 
 50 
 
 (Southwestern Tariff Committee, I.C. 
 
 Dallas. 
 
 \ C.412. 
 
 
 
 
 
 
 
 a Detroit, Mich., only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 177 
 
 Table No. 12 . —Rates on wool, C. L. (in the grease ), from Montana, Utah, Colorado, 
 New Mexico, Texas, West Virginia, New York, and Ohio points. Also from Chicago, 
 III., Louisnlle, Ky., and St. Louis, Mo., to Boston Mass. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 Montana: 
 
 Anaconda . 
 
 Helena. 
 
 Butte. 
 
 Utah: 
 
 Salt Lake City.... 
 
 Spanish Fork. 
 
 Colorado: 
 
 Denver. 
 
 Pueblo. 
 
 Colorado Springs. 
 New Mexico: 
 
 Raton. 
 
 Las Vegas. 
 
 Santa Fe. 
 
 Texas: 
 
 Dallas. 
 
 Fort Worth. 
 
 West Virginia: 
 
 Moundsville. 
 
 Wheeling. 
 
 New York: 
 
 Albany. 
 
 Hudson. 
 
 Ohio: 
 
 Cleveland. 
 
 Medina. 
 
 Illinois: Chicago. 
 
 Kentucky: Louisville 
 Missouri: St. Louis ... 
 
 To Bos¬ 
 ton, Mass. 
 
 1 tti 
 
 $ 1 . 80 
 
 1.72 
 
 Tariffs. 
 
 /Northern Pacific Rwy., I.C.C. 2245; Western Trunk Line, 
 \ I.C.C. 610. 
 
 Trans-Missouri Freight Bureau, I. C. C. 177. 
 Trans-Missouri Freight Bureau, I. C. C. 174 
 
 61.77 
 
 b 1.87| J-A., T. and S. F. Rwv.,I. C. C. 3317. 
 b 1.871 
 
 | cl.631 Southwestern Tariff Committee,I.C. C.394 and 277. 
 
 43 
 
 B. and O. R. R., I. C. C. 4821. 
 
 ^ .18 Boston and Albany R. R., I. C. C. 2059. 
 
 .50 
 
 .50 
 
 .50 
 
 .57 
 
 B. and O. R. R.. I. C. C.4821. 
 
 Wabash R. R.,I. C. C. 1580. 
 
 L. and N. R. R., I. C. C. A-5763. 
 Wabash R. R., I. C. C. 1580 
 
 « Based on St. Paul, Minn, b Based on East Fort Madison, Ill. '’Based on East St. Louis, Ill. 
 
 Table No. 13 .—Rates on boots and shoes, C. L. and L. C. L.,from Boston, Mass., New 
 York, N. Y., Philadelphia, Pa., Charleston, S. C., Milwaukee, Wis., St Louis, Mo., 
 Chicago, III., and Cincinnati, Ohio, to the following points: 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 
 
 To Columbus, 
 Ohio. 
 
 To Grand 
 Rapids. Mich. 
 
 To Chattanooga, 
 Tenn. 
 
 
 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Boston, Mass_ » . 
 
 59 
 
 59 
 
 72 
 
 72 
 
 93 
 
 105 
 
 New York, N. Y. 
 
 59 
 
 59 
 
 72 
 
 72 
 
 93 
 
 105 
 
 Philadelphia, Pa. 
 
 53 
 
 53 
 
 66 
 
 66 
 
 93 
 
 105 
 
 Charleston, S. C. 
 
 a 105 
 
 a 120 
 
 « 123 
 
 a 138 
 
 63 
 
 69 
 
 Milwaukee, Wis. 
 
 41 
 
 41 
 
 42 
 
 42 
 
 100 
 
 117 
 
 East St. Louis, Ill. 
 
 45 
 
 45 
 
 46 
 
 46 
 
 84 
 
 99 
 
 Chicago, Ill.. 
 
 41 
 
 41 
 
 36 
 
 36 
 
 95 
 
 111 
 
 Cincinnati, Ohio. 
 
 25 
 
 25 
 
 43 
 
 43 
 
 65 
 
 76 
 
 
 
 
 From— 
 
 To Burlington, 
 Iowa. 
 
 To Peoria, Ill. 
 
 To Columbia, 
 Mo. 
 
 To Montgomery, 
 Ala. 
 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Boston, Mass. 
 
 97 
 
 97 
 
 83 
 
 83 
 
 6 138 
 
 b 138 
 
 108 
 
 126 
 
 New York, N. Y. 
 
 97 
 
 97 
 
 83 
 
 83 
 
 b 138 
 
 6138 
 
 108 
 
 126 
 
 Philadelphia. Pa. 
 
 91 
 
 91 
 
 77 
 
 77 
 
 b 132 
 
 6 132 
 
 108 
 
 126 
 
 Charleston, S. C. 
 
 a 135 
 
 a 150 
 
 120 
 
 135 
 
 b 154 
 
 6174 
 
 63 
 
 69 
 
 Milwaukee, Wis. 
 
 47 
 
 47 
 
 46.43 
 
 46. 43 
 
 b 104 
 
 6104 
 
 122 
 
 139 
 
 East St. Louis, Ill. 
 
 44 
 
 44 
 
 40 
 
 40 
 
 51 
 
 51 
 
 106 
 
 121 
 
 Chicago, Ill. 
 
 47 
 
 47 
 
 40 
 
 40 
 
 b 98 
 
 6 98 
 
 122 
 
 133 
 
 Cincinnati, Ohio. 
 
 55 
 
 .55 
 
 40 
 
 40 
 
 6 91 
 
 6 91 
 
 97 
 
 108 
 
 
 a Based on Cincinnati, Ohio. b Based on East St. Louis, Ill. 
 
 | [Tariffs: N. Y., N. H. and H. R. R., I. C. C. No. 3650; Atlantic Coast Despatch I. C. C. M-927; M., K. 
 and T. Rwy., I. C. C. Nos. A-1535 and 1135; Pennsylvania R. R., I. C. C. G-2383; Southern Rwy., I. C. C.. 
 5115; C., H. and D. Rwy., I. C. C. 154; C., M. and St. P. Rwy., I. C. C. A-8356and 4810; L. and N. R. R., 
 I. C. C. A-7486; C. and O. R. Traffic Association, I. C. C. 127; C. and St. L. Traffic Association, I. C. C. 3; 
 Vandalia Line. File 2075 and I. C. C. 880; Wabash R. R., I. C. C. 1516; Michigan Central R. R., I. C. C. 
 63 and 70; C., R. I. and P. Rwy., I. C. C. C-2632. 
 
 S. Doc. 244, 59-1-12 
 
178 
 
 DIGEST OF HEARINGS ON RAILWAY BATES. 
 
 Table No. 14. —Rates on cotton piece goods, C. L. and L. C. L., from Boston, Mass., 
 Philadelphia, Pa., Raleigh, N. C., Charleston, S. C., and Montgomery, Ala., to the fol¬ 
 lowing points: 
 
 [Rates in cents per 100 pounds.] 
 
 To— 
 
 From Boston, 
 Mass. 
 
 From Philadel¬ 
 phia, Pa. 
 
 From Raleigh, 
 N. C. 
 
 From Charles¬ 
 ton, S. C. 
 
 From Mont¬ 
 gomery, Ala. 
 
 C. L. 
 
 L.C.L. 
 
 C.L. 
 
 L.C.L. 
 
 C.L. 
 
 L.C.L. 
 
 C.L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Birmingham, Ala .. 
 
 81 
 
 81 
 
 81 
 
 81 
 
 43 
 
 43 
 
 46 
 
 46 
 
 29 
 
 29 
 
 Nashville, Tenn.... 
 
 66 
 
 66 
 
 61 
 
 61 
 
 48 
 
 48 
 
 55 
 
 55 
 
 41 
 
 41 
 
 Chattanooga. Tenn. 
 
 68 
 
 68 
 
 68 
 
 68 
 
 43 
 
 43 
 
 43 
 
 43 
 
 39 
 
 39 
 
 Columbus, Ohio.... 
 
 53 
 
 53 
 
 48 
 
 48 
 
 64 
 
 64 
 
 54 
 
 54 
 
 a 68 
 
 n 68 
 
 Indianapolis, Ind .. 
 
 51 
 
 51 
 
 46 
 
 46 
 
 60 
 
 60 
 
 50 
 
 50 
 
 « 68 
 
 « 68 
 
 Peoria, 111. 
 
 61 
 
 61 
 
 56 
 
 56 
 
 65 
 
 65 
 
 55 
 
 55 
 
 « 78 
 
 « 78 
 
 Madison, Wis. 
 
 6 931 
 
 6 931 
 
 6 881 
 
 6 881 
 
 69 
 
 69 
 
 59 
 
 59 
 
 c 1161 
 
 cl 161 
 
 Des Moines, Iowa .. 
 
 d 124 
 
 d 124 
 
 d 119 
 
 d 119 
 
 86 
 
 86 
 
 85 
 
 85 
 
 110 
 
 110 
 
 a Based on Cincinnati, Ohio. c Based on Cincinnati, Ohio, and Chicago, III. 
 
 6 Based on Chicago, Ill. d Based on East St. Louis, Ill. 
 
 Tariffs: Atlantic Coast Despatch, I. C. C. M-927 and 1135; Pennsylvania R. R., I. C. C. G-2283: L. and 
 N. R. R., I. C. C. A-6600 and 6951; C., H.and D. Rwy.,I.C.C. 154; Wabash Railroad. I. C.C.1446; N. Y., 
 N. H. and H. R. R., I. C. C. 3650; Southern Rwy., I. C.C. 5115 and 7713; Southeastern Freight Associa¬ 
 tion, I. C. C. 1983; C.,M. and St. P. Rwy., I. C. C. A-7890; C. and O. R. Traffic Association, I. C. C. 122. 
 
 STATEMENT RELATIVE TO RATES AND DISTANCES SHOWN UNDER THE FOLLOWING ITEMS. 
 
 Item 1. Pages 42 and 43, “A Forty Year Review of Changes in Freight Tariffs:” 
 
 Table XXV.—West-bound rates, seaboard cities to Chicago, Ill. Rates 
 and differentials have not changed (same at present date). 
 
 Table XXVII.—West-bound rates, New York to Chicago, Ill., via 
 various routes. Rates have not changed (same at present date). 
 
 Table XXVIII.—West-bound differentials for ocean and rail routes and 
 Canadian routes. Differentials have not changed (same at present 
 date). 
 
 Item 2. Distances between the various points and via the various routes shown on 
 pages 42 and 43 in Tables XXV, XXVII, and XXVIII. See Table of 
 Distances No. 1. / 
 
 Item 3. Page 44, “Forty Year Book:” 
 
 Table XXIX.—New York to Chicago, Ill. There have been no changes 
 in rates subsequent to April 1, 1902. 
 
 Item 4. Page 76, “Forty Year Book:” 
 
 Table XXXIX.—New York to Chicago, Ill., via all rail and lake and 
 rail routes. There have been no changes in rates subsequent to 
 April 1, 1902. 
 
 Item 5. Page 76, “Forty Year Book:” 
 
 Table XL.—New York to Chicago, Ill., via canal and lake. There have 
 been no changes in rates subsequent to April 1, 1902. 
 
 Item 6. Short-line distances, also classified rates. 
 
 
 Distances. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 Chicago, Ill., to— 
 
 Boston, Mass «. 
 
 1,004 
 
 82 
 
 71 
 
 55 
 
 39 
 
 33 
 
 27 
 
 New York, N. Y. 
 
 912 
 
 75 
 
 65 
 
 50 
 
 35 
 
 30 
 
 25 
 
 Philadelphia, Pa. 
 
 821 
 
 73 
 
 63 
 
 48 
 
 33 
 
 28 
 
 23 
 
 Baltimore, Md. 
 
 802 
 
 72 
 
 52 
 
 47 
 
 32 
 
 27 
 
 22 
 
 The above class rates have been in force since April, 1887, per tariffs filed with the 
 Commission, with the following exceptions—November 12, 1888, to December 17,1888, 
 the rates were as follows: 
 
 
 Distances. 
 
 
 2 . 
 
 3. 
 
 4. ' 5. 6 . 
 
 Chicago, Ill., to— 
 
 Boston, Mass. 
 
 1,004 
 
 912 
 
 60 
 
 50 
 
 46 
 
 40 
 
 35 
 
 30 
 
 25 
 
 New York, N. Y. 
 
 40 
 
 38 
 
 35 
 
 33 
 
 30 
 
 25 i 
 
 20 
 
 Philadelphia, Pa. 
 
 821 
 
 48 
 
 28 
 
 23 
 
 *>> 
 
 18 
 
 Baltimore, Md. 
 
 802 
 
 47 
 
 37 
 
 32 
 
 27 
 
 17 
 
 
 
 a Prior to August 15, 1892, rates to Boston, were as follows: 85, 71, 55, 40, 35, 30 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 179 
 
 Table No. 1. 
 
 From Boston, Mass., to Chicago, III., via Canadian lines (all rail). 
 
 Rome, Watertown and Ogdensburg lines: Miles. 
 
 Boston and Maine Railroad to Bellows Falls. 114 
 
 Rutland Railroad to Norwood, N. Y. 254 
 
 New York Central and Hudson River Railroad to Suspension Bridge. 286 
 
 Michigan Central Railroad to Chicago, Ill. 511 
 
 1,165 
 
 Canadian Pacific Despatch: 
 
 Boston and Maine Railroad to Newport. 250 
 
 Canadian Pacific Railway to Detroit, Mich. (108-338-231) a . 677 
 
 Wabash Railroad to Chicago, Ill. 272 
 
 1,199 
 
 National Despatch (Great Eastern Line): 
 
 Boston and Maine Railroad to White River Junction (via Lowell). 144 
 
 Central Vermont Railway to St. Johns, New Brunswick. 163 
 
 Grand Trunk Railway to Chicago, Ill. 841 
 
 1,148 
 
 Continental Line (ocean and rail): 
 
 Merchants and Miners’ Transportation Company to Baltimore, Md. 738 
 
 Baltimore and Ohio Railroad to Chicago, Ill. 860 
 
 1,598 
 
 Asheville Line (ocean and rail): 
 
 Merchants and Miners’ Transportation Company to Norfolk, Va. 598 
 
 Southern Railway to Louisville, Ky. 864 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1, 786 
 
 Cumberland Gap Despatch (ocean and rail): 
 
 Merchants and Miners’ Transportation Company to Norfolk, Va. 598 
 
 Norfolk and Western Railway to Norton. 466 
 
 Louisville and Nashville Railroad to Louisville, Ky. 289 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,677 
 
 Kanawha Dispatch (ocean and rail): 
 
 Merchants and Miners’ Transportation Company to Newport News. 593 
 
 Chesapeake and Ohio Railway to Louisville, Ky. 719 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,636 
 
 Merchants and Miners’ Transportation Company to Newport News. 593 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio. 590 
 
 Cleveland, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill_ 305 
 
 1,488 
 
 Merchants and Miners’ Transportation Company to Newport News. 593 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio. 590 
 
 Cincinnati, Hamilton and Dayton Railway to Indianapolis, Ind. 123 
 
 Louisville, New Albany and Corydon Railroad to Chicago, Ill. 183 
 
 1,489 
 
 « Via Montreal and Toronto. 
 
180 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Norfolk and Western Despatch (ocean and rail): 
 
 Merchants and Miners’ Transportation Company to Norfolk, Va.... 
 
 Norfolk and Western Railway to Cincinnati, Ohio. 
 
 Pittsburg, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill 
 
 From New York, N. F, to Chicago, III. 
 
 Miles. 
 
 598 
 
 718 
 
 298 
 
 1,614 
 
 Via Canadian lines (all rail): 
 
 New York, Ontario and Western Railway to Os.wego, N. Y. 325 
 
 New York Central and Hudson River Railroad to Suspension Bridge. 151 
 
 Michigan Central Railroad to Chicago, Ill. 511 
 
 987 
 
 I - 
 
 National Despatch (ocean ahd rail): 
 
 Norwich Line to New London, Conn. 120 
 
 Central Vermont Railway to St. Johns, New Brunswick. 348 
 
 Grand Trunk Railway to Chicago, Ill. 841 
 
 1,309 
 
 Asheville Line (ocean and rail): 
 
 Old Dominion Steamship Company to Norfolk, Va. 329 
 
 Southern Railway to Louisville, Ky. 864 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,517 
 
 Cumberland Gap Despatch (ocean and rail): 
 
 Old Dominion Steamship Company to Norfolk, Va. 329 
 
 Norfolk and Western Railway to Norton. 466 
 
 Louisville and Nashville Railroad to Louisville, Ky. 289 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,408 
 
 Kanawha Despatch (ocean and rail): 
 
 Old Dominion Steamship Company to Newport News, Va. 324 
 
 Chesapeake and Ohio Railway to Louisville, Ky. 719 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 ' 1,367 
 
 Old Dominion Steamship Company to Newport News, Va_:. 324 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio.. 590 
 
 Cleveland, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill_ 305 
 
 1,219 
 
 Old Dominion Steamship Company to Newport News, Va. 324 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio. 590 
 
 Cincinnati, Hamilton and Dayton Railway to Indianapolis, Ind. 123 
 
 Louisville, New Albany and Corydon Railway to Chicago, Ill. 183 
 
 1,220 
 
 Norfolk and Western Despatch (ocean and rail): 
 
 Old Dominion Steamship Company to Norfolk, Va. 329 
 
 Norfolk and Western Railway to Portsmouth (611).) 
 
 Norfolk and Western Railway to Cincinnati (107).J 1 
 
 Pittsburg, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill. 298 
 
 1,345 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 181 
 
 From Philadelphia , Pa. , to Chicago , III. 
 
 Via Asheville Line (ocean and rail): Miles. 
 
 Clyde Line to Norfolk, Va. 269 
 
 Southern Railway to Louisville, Ky.: 
 
 Norfolk to— 
 
 Greensboro. 255 
 
 Salisbury. 49 
 
 Asheville. 141 
 
 Knoxville. 129 
 
 Harrison Junction. 52 
 
 Bayne. 149 
 
 Louisville. 89 
 
 - 864 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,457 
 
 Cumberland Gap Despatch (ocean and rail): — 
 
 Clyde Steamship Line to Norfolk, Va. 269 
 
 Norfolk and Western Railway to Norton. 466 
 
 Louisville and Nashville Railroad to Louisville, Ky. 289 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,348 
 
 Kanawha Dispatch (ocean and rail): ■ .■ ----- 
 
 Clyde Steamship Line to Newport News, Va. 264 
 
 Chesapeake and Ohio Railway to Louisville, Ky. 719 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill.. 324 
 
 1,307 
 
 Clyde Steamship Line to Newport News, Va. 264 
 
 Chesapeake and Ohio Railway tQ Cincinnati, Ohio. 590 
 
 Cleveland, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill_ 305 
 
 1,159 
 
 Clyde Steamship Line to Newport News, Va... 264 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio..»_ 590 
 
 Cincinnati, Hamilton and Dayton Railway to Indianapolis, Ind. 123 
 
 Louisville, New Albany and Corvdon Railway to Chicago, Ill. 183 
 
 1,160 
 
 Norfolk and Western Despatch (ocean and rail): 
 
 Clyde Steamship Line to Norfolk, .Va. 269 
 
 Norfolk and Western Railway to Cincinnati, Ohio. 718 
 
 Pittsburg, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill. 298 
 
 1,285 
 
 From Baltimore , Md., to Chicago , III. 
 
 Via Asheville Line (ocean and rail): 
 
 Chesapeake Steamship to Norfolk, Va. 185 
 
 Southern Railway to Louisville, Ky. 864 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Ill. 324 
 
 1,373 
 
 Cumberland Gap Despatch (ocean and rail): ■ 
 
 Bay Line to Norfolk, Va.. 185 
 
 Norfolk and Western Railway to Norton.-. 466 
 
 Louisville and Nashville Railroad to Louisville, Ky.. 289 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, Til., 324 
 
 1,264 
 
182 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Kanawha Dispatch (ocean and rail): Miles. 
 
 Merchants and Miners’ Transportation Company to Newport News, Ya.. 180 
 
 Chesapeake and Ohio Railway to Louisville, Ky .. 719 
 
 Chicago, Indianapolis and Louisville Railway to Chicago, 111. 324 
 
 1,223 
 
 Merchants and Miners’ Transportation Company to Newport News, Ya.. 180 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio. 590 
 
 Cleveland, Cincinnati, Chicago and St. Louis Railway to Chicago, III_ 305 
 
 1,075 
 
 Merchants and Miners’ Transportation Company to Newport News, Ya .. 180 
 
 Chesapeake and Ohio Railway to Cincinnati, Ohio. 590 
 
 Chicago, Hamilton and Dayton Railway to Indianapolis, Ind. 123 
 
 Louisville, New Albany and Corydon Railway to Chicago, Ill. 183 
 
 1,070 
 
 $ / 
 
 Norfolk and Western Despatch (ocean and rail): ------ 
 
 Bay Line to Norfolk, Ya. 185 
 
 Norfolk and Western Railway to Cincinnati, Ohio. 718 
 
 Pittsburg, Cincinnati, Chicago and St. Louis Railway to Chicago, Ill. 298 
 
 1,201 
 
 From Montreal, Province of Quebec, to Chicago, III. 
 
 Canadian Pacific Despatch (all rail): 
 
 Canadian Pacific to Detroit, Mich. 569 
 
 Wabash Railroad to Chicago, 111. 272 
 
 841 
 
 Item No. 7. —Continuation of Table XLIV, page 79, Forty Year Book, showing rates on 
 grain and four, C. L., from Chicago, III., to New York, N. Y., April 14,1902, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Flour. 
 
 Wheat. 
 
 Corn. 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export. 
 
 Apr. 14,1902 . 
 
 17* 
 
 17* 
 
 17* 
 
 16 
 
 17* 
 
 16 
 
 May 2,1902. 
 
 17* 
 
 15 
 
 17* 
 
 13* 
 
 17* 
 
 13* 
 
 July 15,1902. 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 «13* 
 
 17* 
 
 o 13* 
 
 Dec. 8,1902 . 
 
 20 
 
 17* 
 
 20 
 
 17* 
 
 20 
 
 17* 
 
 Do. 
 
 20 
 
 17* 
 
 20 
 
 a 16 
 
 20 
 
 ol6 
 
 Mav 11,1903. 
 
 18 
 
 15* 
 
 18 
 
 15* 
 
 18 
 
 15* 
 
 Do. 
 
 18 
 
 15* 
 
 18 
 
 a 14 
 
 18 
 
 a 14 
 
 Dec. 1,1903 . 
 
 20 
 
 17* 
 
 20 
 
 17* 
 
 20 
 
 17* 
 
 Do. 
 
 20 
 
 17* 
 
 20 
 
 «16 
 
 20 
 
 ol6 
 
 Dec. 10,1903 . 
 
 20 
 
 16* 
 
 20 
 
 16* 
 
 20 
 
 16* 
 
 Do. 
 
 20 
 
 16* 
 
 20 
 
 o 15 
 
 20 
 
 a 15 
 
 May 12,1904. 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 «13* 
 
 17* 
 
 al3* 
 
 Dec. 5,1904 . 
 
 20 
 
 16* 
 
 20 
 
 16* 
 
 20 
 
 16* 
 
 Do. 
 
 20 
 
 16* 
 
 20 
 
 a 15 
 
 20 
 
 ol5 
 
 Feb. 1,1905 . 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 «13* 
 
 17* 
 
 ol3* 
 
 Feb. 6,1905 . 
 
 17* 
 
 15 
 
 17* 
 
 a b 13* 
 
 17* 
 
 a ft 13 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 b 14* 
 
 ft 17* 
 
 ol4* 
 
 May 8,1905. 
 
 17* 
 
 15 
 
 17* 
 
 15 
 
 15 
 
 14 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 ol3* 
 
 ft 14* 
 
 ol2* 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 b 14* 
 
 ft 14* 
 
 «13 
 
 Do. . 
 
 17* 
 
 15 
 
 17* 
 
 a M3 
 
 ft 14* 
 
 a ft 11* 
 
 May 9,1905. 
 
 15 
 
 c 14 
 
 15 
 
 15 
 
 a 12* 
 
 ol2* 
 
 Do. 
 
 15 
 
 c 14 
 
 14* 
 
 11 * 
 
 a ft 14* 
 
 o ftll* 
 
 Do. 
 
 15 
 
 ol4 
 
 ft 14* 
 
 14 
 
 ft 14* 
 
 14 
 
 Do. 
 
 15 
 
 ol4 
 
 ft 14* 
 
 a ft 13 
 
 ft 14* 
 
 a ft 13 
 
 Sept. 1,1905. 
 
 17* 
 
 15 
 
 17 5 
 
 15 
 
 17* 
 
 15 
 
 Do. 
 
 17* 
 
 15 
 
 17 i 
 
 ol3* 
 
 17* 
 
 o 13* 
 
 Do. 
 
 17* 
 
 15 
 
 17* 
 
 ft 14* 
 
 17* 
 
 ft 14* 
 
 Do. 
 
 17* 
 
 15 
 
 174 
 
 o ft 13 
 
 17* 
 
 o ft 13 
 
 « Actually exported, 
 ft When from beyond. 
 
 f June ‘2:1, 1905, to Sept. 1, 1905, rate on flour for export 13 cents per 100 pounds. 
 
 Distance from New York, N. Y., to Chicago, Ill., 912 miles. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 183 
 
 Item No. 8. —Rales on wheat and corn, C. L., to Port Arthur, Tex., from the following 
 
 points, February 6, 1899, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 From Omaha, 
 Nebr. 
 
 From Hastings, 
 Nebr. 
 
 From Kansas 
 City, Mo. 
 
 From Leaven¬ 
 worth, Kans. 
 
 From Wichita, 
 Kans. 
 
 
 Wheat, 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat, 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Feb. 6,1899. 
 
 41 
 
 39 
 
 41 
 
 39 
 
 37 
 
 35 
 
 37 
 
 35 
 
 34 
 
 32 
 
 Jan. 16, 1900. 
 
 41 
 
 39 
 
 41 
 
 39 
 
 a 25 
 
 a 22 
 
 a 25 
 
 a 22 
 
 34 
 
 32 
 
 Sept. 5, 1900. 
 
 41 
 
 39 
 
 41 
 
 39 
 
 a 25 
 
 a 22 
 
 «25 
 
 a 22 
 
 34 
 
 32 
 
 Oct. 9, 1901. 
 
 41 
 
 39 
 
 41 
 
 39 
 
 37 
 
 35 
 
 37 
 
 35 
 
 34 
 
 32 
 
 Dec. 15, 1902. 
 
 444 
 
 354 
 
 504 
 
 414 
 
 384 
 
 304 
 
 384 
 
 304 
 
 45 
 
 354 
 
 Sept. 11, 1903 . 
 
 444 
 
 35* 
 
 504 
 
 4H 
 
 384 
 
 304 
 
 384 
 
 304 
 
 404 
 
 324 
 
 Aug. 1,1905, to date. 
 
 42 
 
 354 
 
 484 
 
 414 
 
 36 
 
 304 
 
 36 
 
 304 
 
 38 
 
 324 
 
 a Via K. C., P. and G. Rwy. 
 
 Tariffs: Southwestern Tariff Committee, I. C. C. Nos. 109, 140, 172, 226, 273, 309, 411. 
 
 t • 
 
 Distances to Port Arthur, Tex., from— Miles. 
 
 Omaha, Nebr. 986 
 
 Hastings, Nebr. 1,074 
 
 Kansas City, Mo. 786 
 
 Leavenworth, Kans. 812 
 
 Wichita, Kans. 712 
 
 Item No. 8. —Rates on reheat and corn C. L. {export), from the following points to Gal¬ 
 veston Tex., June 1 , 1896, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 
 From Omaha, 
 Nebr. 
 
 From Hastings, 
 Nebr. 
 
 From Kansas City, Mo. 
 
 Date. 
 
 Export, proper. 
 
 Export, proper. 
 
 
 Exf 
 
 >ort. 
 
 
 
 
 
 
 
 Proper. 
 
 Proportional. 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 June 1,1896 . 
 
 33 
 
 29 
 
 42 
 
 37 
 
 31 
 
 27 
 
 
 
 Julv 27,1896. 
 
 26 
 
 22 
 
 35 
 
 30 
 
 24 
 
 20 
 
 
 
 Sept. 22,1896. 
 
 26 
 
 22 
 
 28 
 
 24 
 
 21 
 
 17 
 
 
 
 Nov. 2,1896. 
 
 27 
 
 22 
 
 34 
 
 29 
 
 26 
 
 22 
 
 21 
 
 18 
 
 Apr. 30,1897 . 
 
 31 
 
 26 
 
 34 
 
 29 
 
 26 
 
 22 
 
 21 
 
 18 
 
 Dec. 5,1898 . 
 
 31 
 
 26 
 
 34 
 
 29 
 
 26 
 
 22 
 
 17 
 
 17 
 
 July 1,1899. 
 
 23 
 
 164 
 
 30 
 
 234 
 
 19 
 
 144 
 
 15 
 
 114 
 
 Julv 25,1899. 
 
 23 
 
 174 
 
 30 
 
 244 
 
 19 
 
 154 
 
 15 
 
 114 
 
 Aug. 1,1899. 
 
 23 
 
 18 
 
 30 
 
 25 
 
 19 
 
 16 
 
 15 
 
 13 
 
 Sept, 18,1899. 
 
 23 
 
 18 
 
 30 
 
 25 
 
 19 
 
 16 
 
 15 
 
 13 
 
 Dec, 1,1899 . 
 
 26 
 
 20 
 
 33 
 
 27 
 
 22 
 
 18 
 
 18 
 
 15 
 
 Jan. 1,1900 . 
 
 27 
 
 21 
 
 34 
 
 28 
 
 23 
 
 19 
 
 18 
 
 15 
 
 Feb. 18,1900. 
 
 22 
 
 18 
 
 29 
 
 25 
 
 18 
 
 16 
 
 13 
 
 12 
 
 Apr. 10,1900. 
 
 274 
 
 224 
 
 344 
 
 294 
 
 234 
 
 204 
 
 184 
 
 164 
 
 Aug. 10,1900. 
 
 254 
 
 224 
 
 324 
 
 294 
 
 224 
 
 204 
 
 164 
 
 164 
 
 Nov. 8,1900. 
 
 254 
 
 ■ 224 
 
 324 
 
 294 
 
 224 
 
 204 
 
 15 
 
 15 
 
 -Nov. 12,1900. ' . 
 
 25 
 
 224 
 
 31 
 
 29 
 
 20 
 
 19 
 
 15 
 
 15 
 
 Aug. 15,1902. 
 
 26 
 
 23 
 
 32 
 
 29 
 
 20 
 
 18 
 
 15 
 
 14 
 
 Aug. 24,1902. 
 
 25 
 
 224 
 
 31 
 
 29 
 
 20 
 
 19 
 
 15 
 
 15 
 
 Dec. 15,1902 . 
 
 28 
 
 25 
 
 34 
 
 31 
 
 22 
 
 20 
 
 17 
 
 16 
 
 Dec. 1,1903 . 
 
 25 
 
 23 
 
 34 
 
 31 
 
 22 
 
 20 
 
 17 
 
 16 
 
 Feb. 1,1904. 
 
 20 
 
 18 
 
 29 
 
 26 
 
 17 
 
 15 
 
 12 
 
 12 
 
 Feb. 13,1904 . 
 
 18 
 
 16 
 
 27 
 
 24 
 
 15 
 
 13 
 
 12 
 
 12 
 
 June 10,1904 . 
 
 24 
 
 23 
 
 35 
 
 32 
 
 23 
 
 21 
 
 18 
 
 17 
 
 Jan. 31,1905 . 
 
 24 
 
 184 
 
 35 
 
 274 
 
 23 
 
 164 
 
 18 
 
 124 
 
 Feb. 19,1905. 
 
 24 
 
 16 
 
 35 
 
 25 
 
 23 
 
 14 
 
 18 
 
 10 
 
 Apr. 1,1905. 
 
 24 
 
 23 
 
 35 
 
 32 
 
 23 
 
 21 
 
 18 
 
 17 
 
 Aug. 21,1905, to date.. 
 
 224 
 
 214 
 
 334 
 
 304 
 
 214 
 
 194 
 
 164 
 
 154 
 
184 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Item No. 8 .— Rates on wheat and corn C. L. ( export ), from the following points to Gal¬ 
 veston, Tex., June 1 , 1896 , to date —Continued. 
 
 Date. 
 
 ' 
 
 From Leavenworth, Kans. 
 
 From Wichita, 
 Kans. 
 
 Export. 
 
 Export, proper. 
 
 Proper. 
 
 Proportional. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 June 1, 1896 . 
 
 31 
 
 27 
 
 
 
 31 
 
 27 
 
 July 27, 1896. 
 
 24 
 
 20 
 
 
 
 24 
 
 20 
 
 Sept. 22, 1896. 
 
 21 
 
 17 
 
 
 
 21 
 
 17 
 
 Nov. 2, 1896 . 
 
 26 
 
 22 
 
 21 
 
 18 
 
 31 
 
 26 
 
 Apr. 30, 1897 . 
 
 26 
 
 22 
 
 21 
 
 18 
 
 31 
 
 26 
 
 Dec. 5, 1898 . 
 
 26 
 
 22 
 
 17 
 
 17 
 
 31 
 
 26 
 
 Julv 1.1899. 
 
 19 
 
 141 
 
 15 
 
 HI 
 
 26 
 
 211 
 
 July 25, 1899.'. 
 
 19 
 
 151 
 
 15 
 
 111 
 
 26 
 
 221 
 
 Aug. 1, 1899 . 
 
 19 
 
 16 
 
 15 
 
 13 
 
 26 
 
 23 
 
 Sept. 18, 1899. 1 . 
 
 19 
 
 16 
 
 •15 
 
 13 
 
 26 
 
 23 
 
 Dec. 1,1899. 
 
 22 
 
 18 
 
 18 
 
 15 
 
 29 
 
 25 
 
 Jan. 1, 1900. 
 
 23 
 
 19 
 
 18 
 
 15 
 
 311 
 
 26 
 
 Feb. 18, 1900. 
 
 18 
 
 16 
 
 13 
 
 12 
 
 261 
 
 23 
 
 Apr. 10,1900.. 
 
 234 
 
 201 
 
 181 
 
 161 
 
 32 
 
 271 
 
 Aug. 10, 1900 . 
 
 22 >- 
 
 201 
 
 161 
 
 161 
 
 30 
 
 271 
 
 Nov. 8, 1900 . 
 
 224 
 
 201 
 
 15 
 
 15 
 
 30 
 
 271 
 
 Nov. 12, 1900 . 
 
 20 
 
 19 
 
 15 
 
 15 
 
 281 
 
 26 
 
 Aug. 15, 1902. 
 
 20 
 
 18 
 
 15 
 
 14 
 
 281 
 
 25 
 
 Aug. 24, 1902. 
 
 20 
 
 19 
 
 15 
 
 15 
 
 281 
 
 26 
 
 Dec. 15, 1902. 
 
 22 
 
 20 
 
 17 
 
 16 
 
 301 
 
 27 
 
 Dec. 1,1903. 
 
 22 
 
 20 
 
 17 
 
 16 
 
 301 
 
 27 
 
 Feb. 1, 1904 . 
 
 17 
 
 15 
 
 12 
 
 12 
 
 251 
 
 22 
 
 Feb. 13, 1904 . 
 
 15 
 
 13 
 
 12 
 
 12 
 
 231 
 
 20 
 
 June 10, 1904. 
 
 23 
 
 21 
 
 18 
 
 17 
 
 281 
 
 27 
 
 Jan. 31, 1905. 
 
 23 
 
 161 
 
 18 
 
 121 
 
 281 
 
 221 
 
 Feb. 19, 1905 . 
 
 23 
 
 14 
 
 18 
 
 10 
 
 281 
 
 20 
 
 Apr. 1,1905. 
 
 23 
 
 21 
 
 18 
 
 17 
 
 281 
 
 27 
 
 Aug. 21, 1905, to date. 
 
 21 | 
 
 191 
 
 161 
 
 151 
 
 27 
 
 251 
 
 Tariffs: Missouri Pacific Rwy., I. C. C. Nos. 350,780,908,906,2389,2955, 2957, 3174, 3511, 4449, 4444, 4776, 
 4763,6586,6599,7569. 
 
 Distances to Galveston, Tex., from— Miles. 
 
 Omaha, Nebr. 1,005 
 
 Hastings, Nebr. 1,093 
 
 Kansas City, Mo. 805 
 
 Leavenworth, Kans. 831 
 
 Wichita, Kans. 703 
 
 Rates on reheat and corn, C. L., from Omaha, Nebr., to New Orleans, La. (domestic and 
 export), when originating at points beyond, December 1 , 1903, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Domestic, pro¬ 
 portional. 
 
 Export, propor¬ 
 tional. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Dec. 1, 1903 .. 
 
 21 
 
 20 
 
 «19 
 
 a 18 
 
 Feb. 1, 1904.. 
 
 19 
 
 18 
 
 a 17 
 
 a 16 
 
 Feb. 11, 1904 . 
 
 17 
 
 16 
 
 a 15 
 
 a 14 
 
 Feb. ‘22, 1904 . 
 
 19 
 
 16 
 
 «15 
 
 a 14 
 
 June 10, 1904. 
 
 20 
 
 18 
 
 a 19 
 
 «18 
 
 Jan. 31, 1905. 
 
 20 
 
 18 
 
 ol9 
 
 al34 
 
 Feb. 5, 1905 . 
 
 20 
 
 18 
 
 a 19 
 
 oil 
 
 July 1, 1905. 
 
 20 
 
 18 
 
 ol9 
 
 ol8 
 
 Aug. 21, 1905, to date. 
 
 20 
 
 18 
 
 a 174 
 
 ol6i 
 
 a To West Wego, La. 
 
 Tariffs: Missouri Pacific Rwy., I. C. C. Nos. 6042, 6608, 7651. 
 Distance from Omaha, Nebr., to New Orleans, La., 1,080 miles. 
 
DIGEST OF MAKINGS ON RAILWAY RATES 
 
 185 
 
 Bates on wheat and corn, C. L.,from Fort Worth, Tex., to New Orleans, La., and Mobile, 
 
 Ala., January 18, 1898, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 To New Orleans, 
 La. 
 
 To Mobile, Ala. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 .Ian. 18,1898 . 
 
 26 
 
 20 
 
 30 
 
 25 
 
 Apr. 14,1901. 
 
 25 
 
 20 
 
 30 
 
 25 
 
 Aug. 10,1905, to date. 
 
 25 
 
 20 
 
 30 
 
 25 
 
 Tariffs: Southwestern Tariff Committee, I. C. C. Nos. 68 , 207, 413. 
 
 Distance from Fort Worth, Tex., to New Orleans, La., 547 miles; to Mobile, Ala., 688 miles. 
 
 Rates on wheat and corn, C. L., from Fort Worth, Tex., to Galveston, Tex., October 1, 1901, 
 
 to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Dates. 
 
 Wheat. 
 
 Corn. 
 
 Oct. 1,1901, to date. 
 
 15 
 
 m 
 
 
 
 Note.— State rates, no previous records. 
 
 Distance from Fort Worth to Galveston, Tex., 334 miles. 
 
 Railroad Commission of Texas: C.,R. Land T. Rwy., I.C.C. 209; C., R. I. and G. Rwy., I.C.C. 65 
 and 96. 
 
 Rates on wheat and corn, C. L. (domestic), from Kansas City, Mo., and Leavenworth, 
 Kans., when originating at points beyond, November 2, 1896, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 i 
 
 To New Orleans 
 A 
 
 From Kansas 
 City, Mo. 
 
 La., and Mobile, 
 
 Lla. 
 
 From Leaven¬ 
 worth, Kans. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Nov. 2,1896. . 
 
 23 
 
 20 
 
 23 
 
 20 
 
 Dec. 13,1898 . 
 
 a 19 
 
 o 19 
 
 a 19 
 
 a 19 
 
 Jan. 12,1899 . 
 
 b 17 
 
 19 
 
 19 
 
 19 
 
 Mar. 1,1899. 
 
 b 16 
 
 19 
 
 b 16 
 
 19 
 
 May 14,1899. 
 
 b 16 
 
 16 t % 
 
 b 16 
 
 16r + 5 
 
 July 1,1899. 
 
 21 
 
 19 
 
 21 
 
 19 
 
 Mar. 16,1900. 
 
 o 18 
 
 o 16* 
 
 0 I 8 
 
 cl6* 
 
 Apr. 10,1900. 
 
 18* 
 
 16* 
 
 18* 
 
 16* 
 
 July 9,1900.. 
 
 21 
 
 19 
 
 21 
 
 19 
 
 Nov. 13,1900.:. 
 
 21 
 
 c 16 
 
 21 
 
 ol6 
 
 Dee. 26,1900 . 
 
 21 
 
 19 
 
 21 
 
 19 
 
 Julv 20,1901. 
 
 o 17* 
 
 o 15* 
 
 ol7* 
 
 ol5* 
 
 July 26,1901. 
 
 17* 
 
 15* 
 
 17* 
 
 15* 
 
 Sept. 15,1901. 
 
 o 18* 
 
 c 15 
 
 «18* 
 
 cl5 
 
 Oct. 20,1901. 
 
 19 
 
 17 
 
 19 
 
 17 
 
 Dec. 16,1901. 
 
 c 16* 
 
 o 16* 
 
 ol6* 
 
 ol6* 
 
 May 18,1902. 
 
 18 
 
 17 
 
 18 
 
 17 
 
 July 12,1902. 
 
 18 
 
 17 
 
 18 
 
 17 
 
 Julv 21,1902. 
 
 19 
 
 17 
 
 19 
 
 17 
 
 Feb. 1,1904 . 
 
 c 17 
 
 c 16 
 
 cl7 
 
 c 16 
 
 Feb. 25,1904 . 
 
 19 
 
 16 
 
 19 
 
 16 
 
 June 10,1904 . 
 
 19 
 
 17 
 
 19 
 
 17 
 
 Feb. 17,1905 . 
 
 19 
 
 13 
 
 19 
 
 13 
 
 Apr. 1,1905, to date. 
 
 19 
 
 17 
 
 19 
 
 17 
 
 a To Mobile, Ala., only. b To Mobile, Ala., for export. c To New Orleans, La., only. 
 
 Tariffs: Missouri Pacific Rwy., I. C. C. Nos. 906, 2389, 2957, 4383, 4444, 4763, 6586, 7569. 
 
 Distances from— 
 
 New Orleans, La., to— Miles. 
 
 Kansas City, Mo. 880 
 
 Leavenworth, Kans. 906 
 
 Mobile, Ala., to— 
 
 Kansas City, Mo. 868 
 
 Leavenworth, Kans.*. 894 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 186 
 
 Hates on wheat and corn, C. L. (domestic), from the following points to New Orleans, La., 
 
 and Mobile, Ala., October 24, 1S96, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 From Omaha, 
 Nebr. 
 
 From Hast¬ 
 ings, Nebr. 
 
 From Kansas 
 City, Mo. 
 
 From Leaven¬ 
 worth, Kans. 
 
 From Wichita 
 Kans. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Oct. 24,1896. 
 
 33 
 
 29 
 
 42 
 
 37 
 
 31 
 
 27 
 
 31 
 
 27 
 
 37 
 
 22 
 
 J ill v 28,1896. 
 
 26 
 
 22 
 
 33 
 
 28 
 
 24 
 
 20 
 
 24 
 
 20 
 
 26 
 
 22 
 
 Aug. 1,1896. 
 
 26 
 
 22 
 
 33 
 
 28 
 
 24 
 
 20 
 
 24 
 
 20 
 
 26 
 
 22 
 
 Sept. 1,1896. 
 
 26 
 
 22 
 
 33 
 
 28 
 
 24 
 
 20 
 
 24 
 
 20 
 
 23 
 
 20 
 
 Nov. 2,1896. 
 
 31 
 
 26 
 
 38 
 
 33 
 
 27 
 
 24 
 
 27 
 
 24 
 
 33 
 
 29 
 
 Oct. 1,1898. 
 
 26 
 
 24 
 
 33 
 
 32 
 
 22 
 
 22 
 
 22 
 
 22 
 
 28 
 
 27 
 
 Dec. 22,1898 . 
 
 26 
 
 24 
 
 36 
 
 33 
 
 22 
 
 22 
 
 22 
 
 22 
 
 28 
 
 27 
 
 Jan. 1,1900 . 
 
 31 
 
 26 
 
 37 
 
 33 
 
 27 
 
 24 
 
 27 
 
 24 
 
 34* 
 
 30 
 
 Apr. 10,1900 . 
 
 28 s 
 
 23* 
 
 34 * 
 
 30* 
 
 24* 
 
 21 * 
 
 24* 
 
 21 * 
 
 32 
 
 27* 
 
 May 27,1900. 
 
 31 
 
 26 
 
 37 
 
 33 
 
 27 
 
 24 
 
 27 
 
 24 
 
 34* 
 
 30 
 
 Nov. 13,1900. 
 
 31 
 
 a 23 
 
 37 
 
 30 
 
 27 
 
 o 21 
 
 27 
 
 o 21 
 
 34* 
 
 o27 
 
 July 20 ,1901 . 
 
 a 271 
 
 ci 22 5 
 
 «33* 
 
 a 29j 
 
 erm 
 
 o 20 * 
 
 o23* 
 
 o 20 * 
 
 « 31 
 
 a 26* 
 
 Julv 28,1901 . 
 
 27* 
 
 22 5 
 
 33* 
 
 291 
 
 23* 
 
 20 * 
 
 23* 
 
 20 * 
 
 31 
 
 26* 
 
 Aug. 5,1901. 
 
 31 
 
 26 
 
 37 
 
 33 
 
 'll 
 
 24 
 
 27 
 
 24 
 
 34* 
 
 30 
 
 Sept, 15,1901. 
 
 a 28* 
 
 a 22 
 
 ci 341 
 
 o29 
 
 ci 24* 
 
 0 20 
 
 « 24* 
 
 o 20 
 
 o32 
 
 a 26 
 
 Oct. 20,1901. 
 
 29 
 
 24 
 
 35 
 
 31 
 
 25 
 
 22 
 
 25 
 
 22 
 
 32* 
 
 28 
 
 Dec. 16,1901. 
 
 «26* 
 
 a 23* 
 
 a 32* 
 
 « 30^ 
 
 o 22 s 
 
 a 21 * 
 
 « 22 * 
 
 0 21 * 
 
 o 30 
 
 0 27* 
 
 Jan. 10,1902 . 
 
 29 
 
 24 
 
 35 
 
 31 
 
 25 
 
 22 
 
 25 
 
 22 
 
 32* 
 
 28 
 
 June 2,1902 . 
 
 a 29 
 
 a24 
 
 o35 
 
 a 31 
 
 o 25 
 
 a 22 
 
 o 25 
 
 «22 
 
 o29* 
 
 o 27 
 
 June 5,1902 . 
 
 a 29 
 
 a 24 
 
 o35 
 
 «31 
 
 o23 
 
 a 22 
 
 o 23 
 
 a 22 
 
 o 29* 
 
 • a 27 
 
 Julv 13,1902. 
 
 29 
 
 24 
 
 35 
 
 31 
 
 25 
 
 22 
 
 25 
 
 22 
 
 29* 
 
 27 
 
 Aug. 15,1902. 
 
 28 
 
 25 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 Sept, 15,1902. 
 
 29 
 
 25 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 Dec. 15,1902 . 
 
 28 
 
 25 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 June 8,1903 . 
 
 28 
 
 24 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 Dec. 1,1903 . 
 
 27 
 
 24 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 June 10,1904 . 
 
 25 
 
 23 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 Feb. 17,1905 . 
 
 25 
 
 19 
 
 36 
 
 28 
 
 24 
 
 17 
 
 24 
 
 17 
 
 32* 
 
 25 
 
 Apr. 1,1905. to date. 
 
 25 
 
 23 
 
 36 
 
 32 
 
 24 
 
 21 
 
 24 
 
 21 
 
 32* 
 
 29 
 
 a To New Orleans, La., only. 
 
 Tariffs: Missouri Pacific Rvvy., I. C.C. Nos. 43,566,905,2226,3170,4284,4774,6580. 
 
 Distances to— 
 
 New Orleans, La., from— Miles. 
 
 Omaha, Nebr. 1,080 
 
 Hastings, Nebr.1,168 
 
 Kansas City, Mo. 880 
 
 Leavenworth, Kails. 906 
 
 Wichita, Kans. 958 
 
 Mobile, Ala., from— 
 
 Omaha, Nebr. 1,060 
 
 Hastings, Nebr. 1,156 
 
 Kansas City, Mo. 868 
 
 Leavenworth, Kans. 894 
 
 Wichita, Kans.... 846 
 
 Rates on reheat and corn, C. L. (for domestic use), from the following points to Galveston, 
 
 Tex., October 20, 1897, to date'. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 From Omaha, 
 Nebr. 
 
 From Hast¬ 
 ings, Nebr. 
 
 From Kansas 
 City, Mo. 
 
 From Wich¬ 
 ita, Kans. 
 
 From Leaven¬ 
 worth, Kans. 
 
 From Colum¬ 
 bia, Mo. 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Oct. 20,1897.... 
 
 41 
 
 39 
 
 41 
 
 39 
 
 37 
 
 35 
 
 34 
 
 32 
 
 37 
 
 35 
 
 37 
 
 35 
 
 Dec. 15,1902... 
 
 44* 
 
 35* . 
 
 50* 
 
 41* 
 
 38* 
 
 30* 
 
 45 
 
 35* 
 
 38* 
 
 30* 
 
 38* 
 
 30* 
 
 Sept. 11,1903 .. 
 Aug. 1, 1905, to 
 
 44* 
 
 35* 
 
 50* 
 
 41* 
 
 38* 
 
 30* 
 
 40* 
 
 32* 
 
 I 
 
 38* 
 
 30* 
 
 38* 
 
 30* 
 
 date. 
 
 42 
 
 35* 
 
 48 
 
 41* 
 
 36 
 
 30* 
 
 38 
 
 32* 
 
 36 
 
 30* 
 
 36 
 
 30* 
 
 Distances to Galveston, Tex., from— Miles. 
 
 Omaha, Nebr. 1,005 
 
 Hastings, Nebr. 1,093 
 
 Kansas City, Mo. 805 
 
 Leavenworth, Kans.:. 831 
 
 Wichita, Kans. 703 
 
 Columbia, Mo. 
 
187 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 \ 
 
 Hales on wheat and com, C. L. {export), from the following points to New Orleans , La., 
 
 January 20, 1896, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 
 From Omaha, 
 Nebr. 
 
 From Hastings, 
 Nebr. 
 
 * 
 
 From Kansas City, Mo. 
 
 
 
 
 
 
 
 Export. 
 
 
 Date. 
 
 Export, proper. 
 
 Export, proper. 
 
 
 
 
 
 
 
 
 
 
 Proper. 
 
 Proportional. 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Jan. 20, 1896. 
 
 33 
 
 29 
 
 40 
 
 37 
 
 27 
 
 29 
 
 
 
 Apr. 1, 1896 . 
 
 33 
 
 29 
 
 39 
 
 37 
 
 31 
 
 27 
 
 
 
 June 1896 . 
 
 33 
 
 29 
 
 42 
 
 37 
 
 31 
 
 27 
 
 
 
 July 30,1896. 
 
 22 
 
 20 
 
 28 
 
 24 
 
 16 
 
 13 
 
 
 
 Sept. 1, 1896. 
 
 22 
 
 20 
 
 28 
 
 24 
 
 16 
 
 13 
 
 
 
 Nov. 2, 1896 . 
 
 27 
 
 22 
 
 34 
 
 30 
 
 26 
 
 22 
 
 21 
 
 18 
 
 Feb. 14, 1897. 
 
 27 
 
 22 
 
 34 
 
 29 
 
 26 
 
 22 
 
 21 
 
 18 
 
 Oct. 1, 1897. 
 
 22 
 
 20 
 
 29 
 
 27 
 
 21 
 
 20 
 
 21 
 
 18 
 
 Oct. 9, 1897 . 
 
 22 
 
 20 
 
 29 
 
 27 
 
 21 
 
 20 
 
 16 
 
 16 
 
 Dec. 5, 1897. 
 
 22 
 
 20 
 
 29 
 
 27 
 
 21 
 
 20 
 
 17 
 
 17 
 
 Dec. 22, 1897. 
 
 22 
 
 20 
 
 32 
 
 29 
 
 21 
 
 20 
 
 17 
 
 17 
 
 Mar. 1, 1899 . 
 
 22 
 
 20 
 
 32 
 
 29 
 
 21 
 
 20 
 
 16 
 
 17 
 
 Apr. 13, 1899. 
 
 22 
 
 20 
 
 32 
 
 29 
 
 21 
 
 20 
 
 11 
 
 11 
 
 July 1, 1899. 
 
 23 
 
 16* 
 
 30 
 
 23* 
 
 19 
 
 14* 
 
 15 
 
 11* 
 
 July 25, 1899. 
 
 23 
 
 17* 
 
 30 
 
 24* 
 
 19 
 
 15* 
 
 15 
 
 11* 
 
 Aug. 1. 1899 . 
 
 23 
 
 18 
 
 30 
 
 25 
 
 19 
 
 16 
 
 15 
 
 13 
 
 Sept. 18, 1899. 
 
 26 
 
 21 
 
 33 
 
 28 
 
 22 
 
 19 
 
 15 
 
 13 
 
 Jan. 1, 1900. 
 
 27 
 
 21 
 
 34 
 
 28 
 
 23 
 
 19 
 
 15 
 
 13 
 
 Feb. 18,1900. 
 
 22 
 
 18 
 
 29 
 
 25 
 
 18 
 
 16 
 
 13 
 
 12 
 
 Apr. 10, 1900 . 
 
 27* 
 
 22* 
 
 34* 
 
 29* 
 
 OO 1 
 
 Ao q 
 
 20* 
 
 18* 
 
 16* 
 
 Aug. 10. 1900. 
 
 25* 
 
 22k 
 
 32* 
 
 29* 
 
 21* 
 
 20* 
 
 16* 
 
 16* 
 
 Nov. 8, 1900 . 
 
 25’- 
 
 22k 
 
 32* 
 
 29* 
 
 21* 
 
 20* 
 
 15 
 
 15 
 
 Nov. 12, 1900 . 
 
 25 
 
 22k 
 
 31 
 
 29 
 
 20 
 
 19 
 
 15 
 
 15 
 
 Aug. 15, 1902 . 
 
 26 
 
 23 
 
 32 
 
 29 
 
 20 
 
 18 
 
 15 
 
 14 
 
 Aug. 24, 1902 . 
 
 25 
 
 22k 
 
 31 
 
 29 
 
 20 
 
 19 
 
 15 
 
 15 
 
 Dec. 15,1902. 
 
 28 
 
 25 
 
 34 
 
 31 
 
 22 
 
 20 
 
 17 
 
 16 
 
 Dec. 1,1903. 
 
 25 
 
 23 
 
 34 
 
 31 
 
 22 
 
 20 
 
 17 
 
 16 
 
 Feb. 1,1904. 
 
 25 
 
 23 
 
 34 
 
 31 
 
 22 
 
 20 
 
 12 
 
 12 
 
 June 10, 1904 . 
 
 24 
 
 23 
 
 35 
 
 32 
 
 23 
 
 21 
 
 18 
 
 17 
 
 Jan. 31, 1905. 
 
 24 
 
 18* 
 
 35 
 
 27* 
 
 23 
 
 16* 
 
 18 
 
 12* 
 
 Feb. 19, 1905. 
 
 24 
 
 16 
 
 35 
 
 25 
 
 23 
 
 14 
 
 18 
 
 10 
 
 Apr. 1,1905. 
 
 24 
 
 23 
 
 35 
 
 32 
 
 23 
 
 21 
 
 18 
 
 17 
 
 Aug. 21, 1905, to date. 
 
 22k 
 
 21* 
 
 33* 
 
 30* 
 
 21* 
 
 19* 
 
 16* 
 
 15* 
 
188 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Rates on wheat and corn, C. L. {export), from the following points to New Orleans, La., 
 
 January 20, 1896, to date —Continued. 
 
 Date. 
 
 Jan. 20, 1896. 
 
 Apr. 1, 1896. 
 
 June 1, 1896. 
 
 July 30, 1896. 
 
 Sept. 1, 1896. 
 
 Nov. 2, 1896 . 
 
 Feb. 14,1897. 
 
 Oct. 1, 1897. 
 
 Oct. 9, 1897.. 
 
 Dec. 5, 1897. 
 
 Dec. 22, 1897.. 
 
 Mar. 1, 1899 . 
 
 Apr. 13, 1899.. 
 
 Julv 1, 1899.. 
 
 July 25, 1899.. 
 
 Aug. 1, 1899 .. 
 
 Sept. 18, 1899.. 
 
 Jan. 1, 1900.. 
 
 Feb. 18,1900. 
 
 Apr. 10, 1900 .. 
 
 Aug. 10, 1900.. 
 
 Nov. 8, 1900. 
 
 Nov. 12, 1900.. 
 
 Aug. 15, 1902 . 
 
 Aug. 24, 1902 . 
 
 Dec. 15, 1902. 
 
 Dec. 1, 1903. 
 
 Feb. 1, 1904. 
 
 June 10, 1904. 
 
 Jan. 31, 1905. 
 
 Feb. 19, 1905. 
 
 Apr. 1, 1905. 
 
 Aug. 21, 1905, to date 
 
 From Leavenworth, Kans. 
 
 From Wichita, 
 Kans. 
 
 
 Export. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 l, piUUCI. 
 
 Proper. 
 
 Proportional. 
 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 27 
 
 29 
 
 
 
 35 
 
 32 
 
 31 
 
 27 
 
 
 
 31 
 
 27 
 
 31 
 
 27 
 
 
 
 33 
 
 29 
 
 16 
 
 13 
 
 
 
 26 
 
 20 
 
 16 
 
 13 
 
 
 
 21 
 
 17 
 
 26 
 
 22 
 
 21 
 
 18 
 
 33 
 
 28 
 
 26 
 
 22 
 
 21 
 
 18 
 
 33 
 
 28 
 
 21 
 
 20 
 
 21 
 
 18 
 
 28 
 
 26 
 
 21 
 
 20 
 
 16 
 
 16 
 
 28 
 
 26 
 
 21 
 
 20 
 
 17 
 
 17 
 
 28 
 
 26 
 
 21 
 
 20 
 
 17 
 
 17 
 
 28 
 
 26 
 
 21 
 
 20 
 
 16 
 
 17 
 
 28 
 
 26 
 
 21 
 
 20 
 
 11 
 
 11 
 
 28 
 
 26 
 
 19 
 
 14* 
 
 15 
 
 11* 
 
 26 
 
 21* 
 
 19 
 
 15* 
 
 15 
 
 11* 
 
 26 
 
 22* 
 
 19 
 
 16 
 
 15 
 
 13 
 
 26 
 
 23 
 
 22 
 
 19 
 
 15 
 
 13 
 
 29 
 
 26 
 
 23 
 
 19 
 
 15 
 
 13 
 
 31* 
 
 26 
 
 18 
 
 16 
 
 13 
 
 12 
 
 26* 
 
 23 
 
 23* 
 
 20* 
 
 18* 
 
 16* 
 
 32 
 
 27* 
 
 2 1* 
 
 20* 
 
 16* 
 
 16* 
 
 30 
 
 26 
 
 21* 
 
 20* 
 
 15 
 
 15 
 
 30 
 
 26 
 
 20 
 
 19 
 
 15 
 
 15 
 
 28* 
 
 26 
 
 20 
 
 18 
 
 15 
 
 14 
 
 28* 
 
 25 
 
 20 
 
 19 
 
 15 
 
 15 
 
 28* 
 
 26 
 
 22 
 
 20 
 
 17 
 
 16 
 
 30* 
 
 27 
 
 22 
 
 20 
 
 17 
 
 16 
 
 30* 
 
 27 
 
 22 
 
 20 
 
 12 
 
 12 
 
 30* 
 
 27 
 
 23 
 
 21 
 
 18 
 
 17 
 
 28* 
 
 27 
 
 23 
 
 16* 
 
 18 
 
 12* 
 
 28* 
 
 22* 
 
 23 
 
 14 
 
 18 
 
 10 
 
 28* 
 
 20 
 
 23 
 
 21 
 
 18 
 
 17 
 
 28* 
 
 27 
 
 21* 
 
 1 
 
 19* 
 
 16* 
 
 15* 
 
 27 
 
 25* 
 
 Tariffs: Missouri Pacific Rwy., I.C.C., Nos. 35,174,342,581,710,906,907, 2389,2954,3173,2957,3510,4775, 
 6586, 6598,7569. 
 
 Distances to New Orleans, La., from— Miles. 
 
 Omaha, Nebr. 1,080 
 
 Hastings, Nebr.1,168 
 
 Kansas City, Mo.,. 880 
 
 Leavenworth, Kans.’’. 906 
 
 Wichita, Kans. 958 
 
 Rates on wheat and corn, C. L., from Sioux City, Ioiva, to New Orleans, La., and 
 Mobile, Ala., March 28, 1899, to date, via Illinois Central Railroad. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 To New Orleans, La. 
 
 To Mobile, Ala. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Mar. 28,1899. 
 
 34 
 
 33 
 
 34 
 
 33 
 
 Mar. 28,1900. 
 
 33 
 
 31* 
 
 34 
 
 33 
 
 Apr. 4,1900 . 
 
 33 
 
 31* 
 
 33 
 
 33 
 
 Feb. 9,1904 . 
 
 33 
 
 30 
 
 33 
 
 33 
 
 June 10,1904 . 
 
 33 
 
 29 
 
 33 
 
 33 
 
 Feb. 14,1905 . 
 
 33 
 
 26 
 
 33 
 
 33 
 
 Apr. 1,1905 . 
 
 33 
 
 29 
 
 33 
 
 33 
 
 Illinois Central R. R. I. C. C. A-1786,2193,2195,4154,4394, and 5175. 
 
 Distances from Sioux City, Iowa, to— Miles. 
 
 New Orleans, La..... 1,173 
 
 Mobile, Ala... 1,153 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 189 
 
 Rates on wheat and corn, C. L., from Des Moines, Iowa, to New Orleans, La., and Mobile, 
 Ala., January 1, date, based on East St. Louis, III. 
 
 [Rates in cents per 100 pounds.] 
 
 To New Orleans, La., and Mobile, Ala. 
 
 Date. 
 
 East St. Louis, Ill. 
 
 Beyond. 
 
 Through. 
 
 Wheat. 
 
 Corn. 
 
 Wheat, 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Jan. 1,1899 . 
 
 16 
 
 12 
 
 20 
 
 20 
 
 36 
 
 32 
 
 Sept. 6,1899. 
 
 13 
 
 10 
 
 20 
 
 20 
 
 33 
 
 30 
 
 Feb. 6,1900. 
 
 13 
 
 9 
 
 20 
 
 20 
 
 33 
 
 29 
 
 Apr. 10,1900 . 
 
 14 
 
 11 
 
 20 
 
 20 
 
 34 
 
 31 
 
 Jan. 6,1901. 
 
 14 
 
 11 
 
 17 
 
 15 
 
 31 
 
 26 
 
 July 16,1901. 
 
 14 
 
 10 
 
 17 
 
 15 
 
 31 
 
 25 
 
 Nov. 25,1901. 
 
 13 
 
 10 
 
 17 
 
 15 
 
 30 
 
 25 
 
 Aug. 15,1902, to date. 
 
 11 
 
 10 
 
 17 
 
 15 
 
 28 
 
 25 
 
 Distances from Des Moines, Iowa, to— Miles 
 
 New Orleans, La. 1,039 
 
 Mobile, Ala. 987 
 
 Distances from Des Moines, Iowa, to— Miles 
 
 New Orleans, La. 1,039 
 
 Mobile, Ala. 987 
 
 Item No. 9. — Through'published rates on wheat and corn, C. L., from St. Paul, Minn., 
 to the folloioing points, from January 1 , 1896, to October 15, 1900. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 To New York, N. Y. 
 
 To Boston, Mass. 
 
 Domestic. 
 
 Export. 
 
 Proportion¬ 
 
 al. 
 
 Domestic. 
 
 Export. 
 
 Proportion¬ 
 
 al. 
 
 
 
 
 
 
 Do- 
 
 Ex- 
 
 
 
 
 
 Do- 
 
 Ex- 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 mestic 
 
 port 
 
 Wheat. 
 
 Corn. 
 
 Wheat, 
 
 Corn. 
 
 mestic 
 
 port 
 
 
 
 
 
 
 corn. 
 
 corn. 
 
 
 
 
 
 corn. 
 
 corn. 
 
 Jan. 1, 1896. 
 
 30 
 
 30 
 
 
 
 
 
 32 
 
 32 
 
 
 
 
 
 Feb. 1, 1896. 
 
 30 
 
 30 
 
 
 
 
 
 32 
 
 32 
 
 
 
 25 
 
 
 Oct. 25, 1897. 
 
 321 
 
 321 
 
 
 
 
 
 341 
 
 341 
 
 
 
 25 
 
 
 Nov. 17, 1897 .... 
 
 321 
 
 321 
 
 
 
 26 
 
 
 341 
 
 341 
 
 
 
 28 
 
 
 Nov. 28, 1897 _ 
 
 32| 
 
 321 
 
 
 
 (a) 
 
 
 341 
 
 341 
 
 
 
 25 
 
 
 Dec. 15. 1897. 
 
 321 
 
 32k 
 
 
 
 (a) 
 
 
 341 
 
 341 
 
 
 
 25 
 
 
 Dec. 16, 1897. 
 
 25* 
 
 25" 
 
 ' 
 
 
 (a) 
 
 
 27"' 
 
 27’ 
 
 
 
 25 
 
 
 Dec. 30, 1897. 
 
 (b) 
 
 (b) 
 
 
 
 (a) 
 
 
 ( b) 
 
 ( b ) 
 
 
 
 25 
 
 
 Apr. 16, 1898. 
 
 25 
 
 25 
 
 
 
 (a) 
 
 
 27 
 
 27 
 
 
 
 
 
 Mav 11' 1898. 
 
 23 
 
 23 
 
 . 
 
 
 (a) 
 
 
 25 
 
 25 
 
 
 
 
 
 Aug. 25, 1898 _ 
 
 251 
 
 251 
 
 
 
 (a) 
 
 
 97 1 
 
 271 
 
 
 
 
 
 Nov. 10, 1898 _ 
 
 28 
 
 28 
 
 
 
 (a) 
 
 
 30 
 
 30 
 
 
 
 
 
 Jan. 2, i899. 
 
 271 
 
 271 
 
 
 
 (a) 
 
 
 291 
 
 291 
 
 
 
 
 
 Jan. 4, 1899. 
 
 271 
 
 27k 
 
 25 
 
 25 
 
 (a) 
 
 
 291 
 
 291 
 
 25 
 
 25 
 
 
 
 Feb. I. 1899__ 
 
 27% 
 
 271 
 
 26 
 
 26 
 
 (a) 
 
 
 291 
 
 291 
 
 26 
 
 26 
 
 
 
 Apr. 16, 1899. 
 
 271 
 
 271 
 
 26 
 
 26 
 
 23 
 
 23 
 
 291 
 
 291 
 
 26 
 
 , 26 
 
 25 
 
 25 
 
 Apr. 18, 1899. 
 
 241 
 
 241 
 
 23 
 
 23 
 
 23 
 
 23 
 
 261 
 
 261 
 
 23 
 
 23 
 
 25 
 
 25 
 
 May 12, 1899. 
 
 241 
 
 241 
 
 23 
 
 23 
 
 191 
 
 191 
 
 261 
 
 261 
 
 23 
 
 23 
 
 211 
 
 211 
 
 Sept. 18, 1899.... 
 
 27k 
 
 271 
 
 271 
 
 271 
 
 21 
 
 21 
 
 291 
 
 291 
 
 271 
 
 271 
 
 23 
 
 21 
 
 Nov. 1, 1899 . 
 
 291 
 
 291 
 
 291 
 
 291 
 
 251 
 
 251 
 
 311 
 
 311 
 
 291 
 
 291 
 
 271 
 
 251 
 
 Mar. 20.1900. 
 
 22k 
 
 221 
 
 221 
 
 221 
 
 171 
 
 171 
 
 241 
 
 241 
 
 221 
 
 221 
 
 191 
 
 171 
 
 Apr. 2, 1900. 
 
 22k 
 
 221 
 
 221 
 
 221 
 
 m 
 
 171 
 
 241 
 
 241 
 
 221 
 
 221 
 
 191 
 
 171 
 
 xMay 1, 1900. 
 
 22k 
 
 221 
 
 221 
 
 221 
 
 (a) 
 
 («) 
 
 241 
 
 241 
 
 221 
 
 221 
 
 191 
 
 171 
 
 June 11, 1900 _ 
 
 22k 
 
 221 
 
 221 
 
 221 
 
 (a) 
 
 (a) 
 
 241 
 
 241 
 
 221 
 
 221 
 
 191 
 
 17i 
 
 Oct. 15, 1900. 
 
 Based on Chicago. See Table No.lattached. BasedonChicago. SeeTableNo.2attached. 
 
 II 1 1 .1 1 II III 
 
 « Withdrawn. 
 
 b Com bination on Chicago, Ill. 
 
 Distances, St. Paul, Minn., to— Miles. 
 
 New York, N. Y. 1,322 
 
 Boston, Mass. 1,416 
 
 Philadelphia, Pa.. 1,231 
 
 Baltimore, Md.J... 1,212 
 
 Norfolk, Va. 1,375 
 
 Newport News, Va. 1,363 
 
 i 
 
190 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Item No. 9. — Through published rates on wheat and corn, C. L., from St. Paul, Minn., 
 to the following points, from January 1, 1896, to October 15, 1900 —Continued. 
 
 Date. 
 
 To Philadelphia, Pa. 
 
 Domestic. 
 
 Export. 
 
 Proportion¬ 
 
 al. 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Do¬ 
 
 mestic 
 
 corn. 
 
 Ex¬ 
 
 port 
 
 corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat, 
 
 Corn. 
 
 Do¬ 
 
 mestic 
 
 corn. 
 
 Ex¬ 
 
 port 
 
 corn. 
 
 Jan. 1, 1896. 
 
 28 
 
 28 
 
 
 
 
 
 27 
 
 27 
 
 
 
 
 
 Feb. l' 1896. 
 
 28 
 
 28 
 
 
 
 
 
 27 
 
 27 
 
 
 
 
 
 Oct, 25, 1897. 
 
 30* 
 
 30* 
 
 
 
 
 
 29* 
 
 29* 
 
 
 
 
 
 Nov. 17,1897. 
 
 301 
 
 30* 
 
 
 
 
 
 29* 
 
 29* 
 
 
 
 
 
 Nov. 28,1897. 
 
 30* 
 
 30* 
 
 
 
 
 
 29* 
 
 29* 
 
 
 
 
 
 Dec. 15' 1897. 
 
 (a) 
 
 (a) 
 
 
 
 
 
 (Cl) 
 
 (a) 
 
 
 
 
 
 Dec. 16' 1897. 
 
 (a) 
 
 (a) 
 
 
 
 
 • 
 
 (a) 
 
 ( a ) 
 
 
 
 
 
 Dec, 30,1897. 
 
 (a) 
 
 (a) 
 
 
 
 
 
 (a) 
 
 (a) 
 
 
 
 
 
 Apr. 16^ 1898. 
 
 23 
 
 23 
 
 
 
 
 
 99 
 
 22 
 
 
 
 
 
 May 11,' 1898. 
 
 21 
 
 21 
 
 
 
 
 
 20 
 
 20 
 
 
 
 . 
 
 
 Aug. 25,1898. 
 
 23| 
 
 23* 
 
 
 
 
 
 22* 
 
 22* 
 
 
 
 
 
 Nov. 10,' 1898. 
 
 26’ 
 
 26’ 
 
 
 
 
 
 25 
 
 25 
 
 
 
 
 
 Jan. 2, 1899. 
 
 25* 
 
 25* 
 
 
 
 
 
 24* 
 
 24* 
 
 
 
 
 
 Jan. 4, 1899. 
 
 25* 
 
 25* 
 
 23 
 
 23 
 
 
 
 24* 
 
 24* 
 
 22 
 
 22 
 
 
 
 Feb. 7, 1899. 
 
 25| 
 
 25* 
 
 24 
 
 24 
 
 
 
 24* 
 
 24* 
 
 23 
 
 23 
 
 
 
 Apr. 16,1899. 
 
 25* 
 
 25* 
 
 24 
 
 24 
 
 21 
 
 21 
 
 24* 
 
 24* 
 
 23 
 
 23 
 
 20 
 
 20 
 
 Apr. 18,1899. 
 
 22* 
 
 22* 
 
 21 
 
 21 
 
 21 
 
 21 
 
 21* 
 
 21* 
 
 20 
 
 20 
 
 20 
 
 20 
 
 Mav 12,1899. 
 
 22* 
 
 22* 
 
 21 
 
 21 
 
 17* 
 
 171 
 
 21* 
 
 21* 
 
 20 
 
 20 
 
 16* 
 
 16* 
 
 Sept. 18, 1899.... 
 
 25* 
 
 25* 
 
 25* 
 
 25* 
 
 19 
 
 1? 
 
 24* 
 
 24* 
 
 24* 
 
 24* 
 
 18 
 
 18 
 
 Nov. 1, 1899. 
 
 27* 
 
 27* 
 
 27* 
 
 27* 
 
 23* 
 
 23* 
 
 26* 
 
 26* 
 
 26* 
 
 26* 
 
 22* 
 
 22* 
 
 Mar. 20,1900. 
 
 20* 
 
 20* 
 
 20* 
 
 20* 
 
 15* 
 
 15* 
 
 19* 
 
 19* 
 
 19* 
 
 19* 
 
 14* 
 
 14* 
 
 Apr. 2, 1900. 
 
 20* 
 
 20* 
 
 20* 
 
 20* 
 
 15* 
 
 15* 
 
 19* 
 
 19* 
 
 19* 
 
 19* 
 
 14* 
 
 14* 
 
 May 1, 1900. 
 
 20* 
 
 20* 
 
 20* 
 
 20* 
 
 (*>) 
 
 ( b ) 
 
 19* 
 
 19* 
 
 19* 
 
 19* 
 
 (b) 
 
 (b) 
 
 June 11, 1900_ 
 
 20* 
 
 20* 
 
 20* 
 
 20* 
 
 (b) 
 
 (&) 
 
 19* 
 
 19* 
 
 19* 
 
 19* 
 
 (b) 
 
 (b) 
 
 Oct, 15, 1900. 
 
 Based on Chicago. See'J 
 
 fablelS 
 
 fo.3 attached. 
 
 BasedonChicago. See"! 
 
 rableNo.4attached. 
 
 To Baltimore, Md. 
 
 Domestic. 
 
 Export. 
 
 Proportion¬ 
 
 al. 
 
 To Norfolk and Newport News, Va. 
 
 Date. 
 
 Domestic. 
 
 Export. 
 
 Proportional. 
 
 . 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Domestic 
 
 corn. 
 
 Export 
 
 corn. 
 
 Jan. 1, 1896... 
 
 27 
 
 27 
 
 
 
 
 
 Feb. l' 1896 . 
 
 27 
 
 27 
 
 
 
 
 
 Oct. 25, 1897. 
 
 29* 
 
 29* 
 
 
 
 
 
 Nov. 17, 1897 . 
 
 29* 
 
 29* 
 
 
 
 
 
 Nov. 28' 1897 . 
 
 29* 
 
 29* 
 
 
 
 
 
 Dec. 15,' 1897 . 
 
 (a) 
 
 (a) 
 
 
 
 1 
 
 Dec. 16, 1897 . 
 
 ( a ) 
 
 ( a) 
 
 
 
 
 
 Dec. 30, 1897 . 
 
 (a) 
 
 (a) 
 
 
 
 
 
 Apr. 16, 1898 . 
 
 22 
 
 22 
 
 
 
 
 
 May 11,' 1898. 
 
 20 
 
 20 
 
 
 
 
 
 Aug. 25, 1898 . 
 
 22* 
 
 22* 
 
 
 
 
 Nov. 10, 1898 . 
 
 25* 
 
 25 
 
 
 
 
 Jan. 2, 1899. 
 
 24* 
 
 24* 
 
 
 
 
 
 Jan. 4, 1899. 
 
 24* 
 
 24* 
 
 22 
 
 22 
 
 
 
 Feb. 7, 1899 . 
 
 24* 
 
 24* 
 
 23 
 
 23 
 
 
 
 Apr. 16, 1899 . 
 
 24* 
 
 24* 
 
 23 
 
 23 
 
 20 
 
 20 
 
 Apr. 18, 1899 . 
 
 21* 
 
 21* 
 
 20 
 
 20 
 
 20 
 
 20 
 
 Mav 12, 1899. 
 
 21* 
 
 21* 
 
 20 
 
 20 
 
 49* 
 
 16* 
 
 Sept. 18, 1899. 
 
 24* 
 
 24* 
 
 24* 
 
 24* 
 
 21 
 
 18 
 
 Nov. 1, 1899 . 
 
 26* 
 
 26* 
 
 26* 
 
 26* 
 
 25* 
 
 22* 
 
 Mar. 20, 1900 . 
 
 19* 
 
 19* 
 
 19* 
 
 19* 
 
 (b) 
 
 (*>) 
 
 Apr. 2, 1900. 
 
 21* 
 
 21* 
 
 21* 
 
 21* 
 
 (b) 
 
 (*>) 
 
 May 1, 1900. 
 
 21* 
 
 21* 
 
 21* 
 
 21* 
 
 (b) 
 
 (b) 
 
 June 11. 1900 . 
 
 21* 
 
 21* 
 
 14* 
 
 14* 
 
 b) 
 
 (b) 
 
 Oct. 15, 1900. 
 
 Based on Chicago. See Table No. 5 attached. 
 
 1 1 1 1 1 
 
 a Combination on Chicago, Ill. 
 
 l> Withdrawn. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 191 
 
 Item No. 9.—Table No. 1. —Rates on reheat and com from tit. Paul, Minn., to Neiv 
 York, N. Y., based on Chicago, III., October 15, 1900, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Chicago, Ill. 
 
 Beyond. 
 
 Through. 
 
 Domestic and 
 export. 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Oct. 15,1900. 
 
 12* 
 
 12* 
 
 15 
 
 15 
 
 m 
 
 13* 
 
 27* 
 
 27* 
 
 26 
 
 26 
 
 Nov. 1,1900. 
 
 12* 
 
 12* 
 
 17* 
 
 17* 
 
 10 
 
 16 
 
 30 
 
 30 
 
 28* 
 
 28* 
 
 June 1,1901. 
 
 121 
 
 12* 
 
 15 
 
 15 
 
 13* 
 
 13* 
 
 27* 
 
 27* 
 
 26 
 
 26 
 
 Oct. 21,1901. 
 
 121 
 
 12* 
 
 17* 
 
 17* 
 
 10 
 
 16 
 
 30 
 
 30 
 
 28* 
 
 28* 
 
 Mar. 29,1902. 
 
 12* 
 
 12* 
 
 17* 
 
 17* 
 
 «13 
 
 a 13 
 
 30 
 
 30 
 
 « 25* 
 
 a 25* 
 
 Apr. 3,1902 . 
 
 121 
 
 7* 
 
 17* 
 
 17* 
 
 a 13 
 
 «13 
 
 30 
 
 25 
 
 a 25* 
 
 « 20* 
 
 Apr. 14,1902 . 
 
 12* 
 
 7* 
 
 17* 
 
 17* 
 
 10 
 
 10 
 
 30 
 
 25 
 
 28* 
 
 28* 
 
 May 21,1902. 
 
 12* 
 
 7* 
 
 17* 
 
 17* 
 
 613* 
 
 613* 
 
 30 
 
 25 
 
 620 
 
 6 21 
 
 Sept. 1,1902. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 613* 
 
 613* 
 
 27* 
 
 25 
 
 6 23* 
 
 621 
 
 Dee. 8.1902 . 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 17* 
 
 17* 
 
 30 
 
 27* 
 
 27* 
 
 25 
 
 Do. 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 610 . 
 
 610 
 
 30 
 
 27* 
 
 6 26 
 
 623* 
 
 May 11,1903. 
 
 10 
 
 7* 
 
 18 
 
 18 
 
 15* 
 
 15* 
 
 28 
 
 25* 
 
 25* 
 
 23 
 
 Do. 
 
 10 
 
 7* 
 
 18 
 
 18 
 
 614 
 
 614 
 
 28 
 
 25* 
 
 6 24 
 
 6 21* 
 
 Dee. 1,1903 . 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 17* 
 
 17* 
 
 30 
 
 27* 
 
 27* 
 
 25 
 
 Do. 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 6 10 
 
 610 
 
 30 
 
 27* 
 
 6 26 
 
 6 23* 
 
 Dec. 10,1903 . 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 10* 
 
 16* 
 
 30 
 
 27* 
 
 26* 
 
 24 
 
 Do. 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 6 15 
 
 ft 15 
 
 30 
 
 27* 
 
 6 25 
 
 6 23* 
 
 May 2,1904. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 15 
 
 15 
 
 971 
 
 25 
 
 25 
 
 22* 
 
 Do. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 613* 
 
 613* 
 
 27* 
 
 25 
 
 6 23* 
 
 6 21 
 
 Dee. 5,1904 . 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 10* 
 
 16* 
 
 30 
 
 27* 
 
 20* 
 
 24 
 
 Do. 
 
 10 
 
 7 1 - 
 
 20 
 
 20 
 
 ft 15 
 
 6 15 
 
 30 
 
 27* 
 
 6 25 
 
 6 22* 
 
 Feb. 1,1905 . 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 15 
 
 15 
 
 27* 
 
 25 
 
 25 
 
 22* 
 
 Do. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 613* 
 
 613* 
 
 27* 
 
 25 
 
 6 23* 
 
 6 21 
 
 Feb. 6,1905 . 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 «14* 
 
 a 14* 
 
 27* 
 
 25 
 
 a 24* 
 
 « 22 
 
 Do. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 a ft 13 
 
 a 613 
 
 27* 
 
 25 
 
 a ft 23 
 
 a ft 20* 
 
 May 8,1905. 
 
 10 
 
 7* 
 
 17* 
 
 15 
 
 a 14* 
 
 a 14 
 
 971 
 — 1 2 
 
 22* 
 
 a 24* 
 
 a 21* 
 
 Do. 
 
 10 
 
 7* 
 
 17* 
 
 a 14* 
 
 a 14* 
 
 a 13 
 
 27* 
 
 a 22 
 
 n 24* 
 
 «20* 
 
 May 9,1905. 
 
 10 
 
 7* 
 
 15 
 
 15 
 
 14 
 
 14 
 
 25 
 
 991 
 
 24 
 
 21* 
 
 Do. 
 
 10 
 
 7* 
 
 15 
 
 15 
 
 ft 12* 
 
 ft 12* 
 
 25 
 
 22* 
 
 6 22* 
 
 6 20 
 
 Do. 
 
 10 
 
 7 4 
 
 15 
 
 15 
 
 a 13 
 
 a13 
 
 25 
 
 22* 
 
 a 23 
 
 a 20* 
 
 Sept. 1,1905, to date. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 15 
 
 15 
 
 27* 
 
 25 
 
 25 
 
 22* 
 
 Do. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 a 13* 
 
 a 13* 
 
 27* 
 
 25 
 
 a 23* 
 
 a 21 
 
 Do. 
 
 10 
 
 7* 
 
 17* 
 
 17* 
 
 614* 
 
 614* 
 
 27* 
 
 25 
 
 6 24* 
 
 6 22 
 
 a When from beyond. 6 When actually exported. 
 
 Item No. 9.—Table No. 2. — Rates on wheat and corn from tit. Paul, Minn., to Boston, 
 Mass ., based on Chicago, III., October 15, 1900, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Chicago, Ill. 
 
 Beyond. 
 
 Through. 
 
 Domestic and 
 export. 
 
 Domestic. 
 
 Export* 
 
 Domestic. 
 
 Export. 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Oct. 15,1900 . 
 
 12* 
 
 191 
 
 17 
 
 17 
 
 13* 
 
 13* 
 
 29* 
 
 29* 
 
 26 
 
 26 
 
 Nov. 1,1900. 
 
 12* 
 
 12* 
 
 19* 
 
 19* 
 
 16 
 
 10 
 
 32 
 
 32 
 
 28* 
 
 28* 
 
 June 1,1901. 
 
 12* 
 
 12* 
 
 17 
 
 17 
 
 13* 
 
 13* 
 
 29* 
 
 29* 
 
 20 
 
 26 
 
 Oct. 21,1901. 
 
 12* 
 
 12* 
 
 19* 
 
 19* 
 
 16 
 
 16 
 
 32 
 
 32 
 
 28* 
 
 28* 
 
 Mar. 29,1902. 
 
 12* 
 
 12* 
 
 19* 
 
 19* 
 
 a 13 
 
 «13 
 
 32 
 
 32 
 
 « 25* 
 
 a 25* 
 
 Apr. 3,1902 . 
 
 12* 
 
 7* 
 
 19* 
 
 19* 
 
 10 
 
 10 
 
 32 
 
 27 
 
 28* 
 
 23* 
 
 Do. 
 
 12* 
 
 7* 
 
 19* 
 
 19* 
 
 «13 
 
 «13 
 
 32 
 
 27 
 
 a 25* 
 
 « 25* 
 
 Apr. 14,1902 . 
 
 12* 
 
 7* 
 
 19* 
 
 19* 
 
 10 
 
 16 
 
 32 
 
 27 
 
 28* 
 
 23* 
 
 May 21,1902. 
 
 12* 
 
 7* 
 
 191 
 
 19* 
 
 6 13* 
 
 613* 
 
 32 
 
 27 
 
 6 26 
 
 6 21 
 
 Sept. 1,1902. 
 
 10 
 
 7* 
 
 19* 
 
 19* 
 
 6 13* 
 
 613* 
 
 29* 
 
 27 
 
 6 23* 
 
 6 21 
 
 Dec. 8,1902 . 
 
 10 
 
 7* 
 
 22 
 
 22 
 
 17* 
 
 17* 
 
 32 
 
 29* 
 
 27* 
 
 25 
 
 Do. 
 
 10 
 
 7* 
 
 22 
 
 22 
 
 6 16 
 
 6 10 
 
 32 
 
 29 
 
 26 
 
 23* 
 
 Mav 11,1903. 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 15* 
 
 15* 
 
 30 
 
 27* 
 
 25* 
 
 23 
 
 Do. 
 
 10 
 
 7* 
 
 20 
 
 20 
 
 6 14 
 
 6 14 
 
 30 
 
 27* 
 
 24 
 
 21* 
 
 Dec. 1,1903 . 
 
 10 
 
 
 22 
 
 22 
 
 17* 
 
 17* 
 
 32 
 
 29* 
 
 27* 
 
 25 
 
 Do. 
 
 10 
 
 7* 
 
 22 
 
 22 
 
 616 
 
 616 
 
 32 
 
 ‘>Q! 
 
 a 
 
 6 26 
 
 ft 23* 
 
 Dee. 10,1903 . 
 
 10 
 
 7* 
 
 22 
 
 22 
 
 16* 
 
 16* 
 
 32 
 
 29* 
 
 26* 
 
 24 
 
 May 2,1904 . 
 
 10 
 
 7* 
 
 19* 
 
 19* 
 
 15 
 
 15 
 
 29* 
 
 27 
 
 25 
 
 22* 
 
 n When originating west of west bank of Mississippi River. 
 
 ft When consigned or delivered to ocean steamship line actually exported. 
 
192 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 
 Item No. 9.— Table No. 2. — Rates on wheat and corn from St. Paid, Minn., to Boston, 
 Mass., based on Chicago, III., October 15, 1900, to date —Continued. 
 
 Date. 
 
 Chicago, Ill., 
 
 
 Beyond. 
 
 
 Through. 
 
 Domestic and 
 export. 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export. 
 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 May 2,1904 . 
 
 10 
 
 74 
 
 194 
 
 194 
 
 «134 
 
 a 134 
 
 294 
 
 27 
 
 o234 
 
 a 21 
 
 Dec. 5,1904 . 
 
 Do. 
 
 10 
 
 71 
 
 22 
 
 22 
 
 164 
 
 164 
 
 32 
 
 294 
 
 264 
 
 24 
 
 10 
 
 74 
 
 22 
 
 22 
 
 a 15 
 
 a 15 
 
 32 
 
 294 
 
 o25 
 
 0 224 
 
 Feb. 1,1905 . 
 
 10 
 
 74 
 
 194 
 
 194 
 
 15 
 
 15 
 
 294 
 
 27 
 
 25 
 
 224 
 
 Do. 
 
 10 
 
 74 
 
 194 
 
 194 
 
 a 134 
 
 «134 
 
 294 
 
 27 
 
 234 
 
 21 
 
 Feb. 6,1905 . 
 
 10 
 
 74 
 
 194 
 
 194 
 
 15 
 
 15 
 
 294 
 
 27 
 
 25 
 
 224 
 
 Do. 
 
 10 
 
 74 
 
 194 
 
 194 
 
 M3 
 
 ft 13 
 
 294 
 
 27 
 
 ft 23 
 
 ft 204 
 
 Apr. 8, 1905 . 
 
 10 
 
 74 
 
 194 
 
 194 
 
 15 
 
 15 
 
 294 
 
 27 
 
 25 
 
 224 
 
 Do. 
 
 10 
 
 74 
 
 194 
 
 194 
 
 b 144 
 
 ft 144 
 
 294 
 
 27 
 
 ft 244 
 
 ft 22 
 
 May 9,1905 . 
 
 10 
 
 74 
 
 17 
 
 17 
 
 14 
 
 14 
 
 27 
 
 244 
 
 24 
 
 214 
 
 Do. 
 
 10 
 
 71 
 
 17 
 
 17 
 
 o 13 
 
 ° 13 
 
 27 
 
 244 
 
 c 23 
 
 c 204 
 
 Do. 
 
 10 
 
 71 
 
 1 9 
 
 17 
 
 17 
 
 «124 
 
 a 124 
 
 27 
 
 244 
 
 o 224 
 
 a 20 
 
 Sept. 1,1905, to date. 
 
 10 
 
 74 
 
 194 
 
 194 
 
 15 
 
 15 
 
 294 
 
 27 
 
 25 
 
 224 
 
 Do. 
 
 10 
 
 74 
 
 194 
 
 194 
 
 « 144 
 
 a 144 
 
 294 
 
 27 
 
 0 244 
 
 o21 
 
 Do. 
 
 10 
 
 71 
 
 * 9 
 
 m 
 
 194 
 
 «134 
 
 «134 
 
 294 
 
 27 
 
 0 234 
 
 a21 
 
 a When consigned or delivered to ocean steamship line actually exported, 
 ft When originating beyond. 
 
 c When originating west of west bank of Mississippi River. 
 
 Item No. 9 —Table No. 3. — Rates on wheat and corn, from St. Paul, Minn., to Phila¬ 
 delphia, Pa., based on Chicago, III., from October 15, 1900, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Chicago, Ill. 
 
 Beyond. 
 
 Through. 
 
 Domestic and 
 export. 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export, 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Oct, 15, 1900. 
 
 124 
 
 124 
 
 13 
 
 13 
 
 124 
 
 124 
 
 254 
 
 254 
 
 25 
 
 25 
 
 Nov. 1, 1900 . 
 
 124 
 
 124 
 
 154 
 
 154 
 
 15 
 
 15 
 
 28 
 
 28 
 
 274 
 
 274 
 
 June 1, 1901. 
 
 124 
 
 124 
 
 13 
 
 13 
 
 124 
 
 124 
 
 254 
 
 254 
 
 25 
 
 25 
 
 Oct. 2, 1901. 
 
 124 
 
 124 
 
 154 
 
 154 
 
 15 
 
 15 
 
 28 
 
 28 
 
 274 
 
 274 
 
 Mar. 29, 1902 . 
 
 124 
 
 124 
 
 154 
 
 154 
 
 a 12 
 
 a 12 
 
 28 
 
 28 
 
 0 244 
 
 a 244 
 
 Apr. 3, 1902. 
 
 124 
 
 74 
 
 154 
 
 154 
 
 15 
 
 15 
 
 28 
 
 23 
 
 274 
 
 224 
 
 Do. 
 
 124 
 
 74 
 
 154 
 
 154 
 
 a 12 
 
 a 12 
 
 28 
 
 23 
 
 a 244 
 
 a 194 
 
 Apr. 14, 1902. 
 
 124 
 
 74 
 
 154 
 
 154 
 
 15 
 
 15 
 
 28 
 
 23 
 
 274 
 
 224 
 
 Mav 21, 1902. 
 
 124 
 
 71 
 
 • a 
 
 154 
 
 154 
 
 ft 124 
 
 ft 124 
 
 28 
 
 23 
 
 ft 25 
 
 ft 20 
 
 Sept. 1, 1902. 
 
 10 
 
 71 
 
 * a 
 
 154 
 
 154 
 
 ft 124 
 
 ft 124 
 
 254 
 
 23 
 
 ft 25 
 
 ft 20 
 
 Dec. 8, 1902. 
 
 10 
 
 71 
 * a 
 
 18 
 
 18 
 
 154 
 
 154 
 
 28 
 
 254 
 
 254 
 
 23 
 
 Do. 
 
 10 
 
 71 
 
 18 
 
 18 
 
 ft 15 
 
 ft 15 
 
 28 
 
 254 
 
 ft 25 
 
 ft 224 
 
 May 11, 1903. 
 
 10 
 
 71 
 
 16 
 
 16 
 
 134 
 
 134 
 
 26 
 
 234 
 
 234 
 
 21 
 
 Do. 
 
 10 
 
 . 74 
 
 16' 
 
 16 
 
 ft 13 
 
 ft 13 
 
 26 
 
 234 
 
 ft 23 
 
 ft 204 
 
 Deo. 1, 1903. 
 
 10 
 
 7i 
 
 18 
 
 18 
 
 154 
 
 154 
 
 28 
 
 254 
 
 254 
 
 23 
 
 Do. 
 
 10 
 
 74 
 
 18 
 
 18 
 
 ft 15 
 
 ft 15 
 
 28 
 
 254 
 
 25 
 
 224 
 
 Dec. 10, 1903..*.... 
 
 10 
 
 74 
 
 18 
 
 18 
 
 144 
 
 144 
 
 28 
 
 254 
 
 244 
 
 22 
 
 Do. 
 
 10 
 
 74 
 
 18 
 
 18 
 
 ft 14 
 
 ft 14 
 
 28 
 
 254 
 
 ft 24 
 
 ft 214 
 
 Mav 2, 1904. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 13 
 
 13 
 
 254 
 
 23 
 
 23 
 
 204 
 
 Do. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 ft 124 
 
 ft 124 
 
 254 
 
 23 
 
 ft 22 4 
 
 ft 20 
 
 Dec. 5, 1904. 
 
 10 
 
 71 
 
 18 
 
 18 
 
 144 
 
 144 
 
 28 
 
 254 
 
 244 
 
 22 
 
 Do . . 
 
 10 
 
 74 
 
 18 
 
 18 
 
 ft 14 
 
 ft 14 
 
 28 
 
 254 
 
 24 
 
 214 
 
 Feb. 1, 1905. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 13 
 
 13 
 
 25$ 
 
 23 
 
 23 
 
 20* 
 
 Do. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 ft 124 
 
 ft 124 
 
 254 
 
 23 
 
 ft 224 
 
 ft 20 
 
 Feb. 6, 1905. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 a ft 12 
 
 a ft 12 
 
 254 
 
 23 
 
 a b 22 
 
 « ft 19* 
 
 Do. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 a 124 
 
 a 124 
 
 254 
 
 23 
 
 a 22 
 
 «194 
 
 Mav 8, 1905... 
 
 10 
 
 74 
 
 154 
 
 13 
 
 13 
 
 114 
 
 254 
 
 204 
 
 23 
 
 19 
 
 Do. 
 
 10 
 
 74 
 
 154 
 
 13 
 
 a ft 124 
 
 a ft 124 
 
 254 
 
 204 
 
 a ft 224 
 
 a 6 18 
 
 May 9, 1905. 
 
 10 
 
 74 
 
 13 
 
 13 
 
 ft 114 
 
 ft 114 
 
 23 
 
 204 
 
 ft 214 
 
 ft 19 
 
 Do. 
 
 10 
 
 74 
 
 13 
 
 13 
 
 12 
 
 12 
 
 23 
 
 204 
 
 22 
 
 194 
 
 Do. 
 
 10 
 
 74 
 
 ' 124 
 
 124 
 
 a 104 
 
 a 104 
 
 a 224 
 
 a 224 
 
 a 204 
 
 a 18 
 
 Sept. 1, 1905, to date. 
 
 10 
 
 
 154 
 
 154 
 
 13 
 
 13 
 
 254 
 
 23 
 
 23 
 
 204 
 
 Do. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 ft 124 
 
 ft 124 
 
 254 
 
 23 
 
 ft 224 
 
 6 20 
 
 Do. 
 
 10 
 
 74 
 
 154 
 
 154 
 
 a 12 
 
 a 12 
 
 254 
 
 254 
 
 a 22 
 
 0 194- 
 
 « When originating beyond. 
 
 b When consigned or delivered to ocean steamship line actually exported 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 193 
 
 Item No. 9 —Table No. 4. — Rates on wheat, and corn from St. Paul, Minn., to Baltimore, 
 Md., based, on Chicago, III., October 15, 1900, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Chicago, Ill. 
 
 Beyond. 
 
 Through. 
 
 Domestic and 
 export. 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Oct. 15, 1900. 
 
 12* 
 
 *12* 
 
 12 
 
 12 
 
 12 
 
 12 
 
 24* 
 
 24* 
 
 24* 
 
 24* 
 
 Nov. 1, 1900 . 
 
 12* 
 
 12* 
 
 14* 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 27 
 
 27 
 
 27 
 
 June 1, 1901. 
 
 12* 
 
 12* 
 
 12 
 
 12 
 
 12 
 
 12 
 
 24* 
 
 24* 
 
 24* 
 
 24* 
 
 Oct. 21, 1901. 
 
 m 
 
 12* 
 
 14s 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 27 
 
 27 
 
 27 
 
 Mar. 29, 1902 . 
 
 12* 
 
 12* 
 
 m 
 
 14* 
 
 alii 
 
 all* 
 
 27 
 
 27 
 
 a 24 
 
 a 24 
 
 Apr. 3, 1902 . 
 
 12| 
 
 7k 
 
 14* 
 
 14* 
 
 all| 
 
 alii 
 
 27 
 
 22 
 
 a 24 
 
 a 19 
 
 Do. 
 
 12* 
 
 7i 
 
 14* 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 22 
 
 24 
 
 22 
 
 Apr. 14, 1902 . 
 
 12* 
 
 71 
 
 • 2 
 
 14* 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 22 
 
 27 
 
 22 
 
 May 21, 1902 . 
 
 12* 
 
 71 
 
 14| 
 
 14* 
 
 b 12 
 
 b 12 
 
 27 
 
 22 
 
 6 24* 
 
 619* 
 
 Sept, 1, 1902. 
 
 10 
 
 7i 
 
 14* 
 
 14* 
 
 b 12 
 
 612 
 
 24* 
 
 22 
 
 6 22 
 
 619* 
 
 Dec. 8, 1902 . 
 
 10 
 
 71 
 
 17 
 
 17 
 
 6 14* 
 
 614* 
 
 27 
 
 24* 
 
 6 24* 
 
 6 22 
 
 May 11, 1903 . 
 
 10 
 
 7i 
 
 15 
 
 15 
 
 12* 
 
 12* 
 
 25 
 
 22* 
 
 22* 
 
 20 
 
 Dec. 1, 1903 . 
 
 10 
 
 71 
 
 17 
 
 17 
 
 14* 
 
 14* 
 
 27 
 
 24i 
 
 24* 
 
 22 
 
 Dec. 10, 1903 . 
 
 10 
 
 71 
 
 17 
 
 17 
 
 13* 
 
 13* 
 
 27 
 
 24* 
 
 23* 
 
 21 
 
 May 2, 1904 . 
 
 10 
 
 71 
 
 14* 
 
 14* 
 
 12 
 
 12 
 
 24* 
 
 22 
 
 22 
 
 19* 
 
 Dec. 5, 1904 . 
 
 10 
 
 71 
 
 17 
 
 17 
 
 13* 
 
 13* 
 
 27 
 
 24* 
 
 23* 
 
 21 
 
 Feb. 1, 1905 . 
 
 10 
 
 74. 
 
 14* 
 
 14* 
 
 12 
 
 12 
 
 24* 
 
 22 
 
 22 
 
 19* 
 
 Feb. 6, 1905 . 
 
 10 
 
 71 
 
 14* 
 
 14* 
 
 alii 
 
 alii 
 
 24* 
 
 22 
 
 a 21* 
 
 a 19 
 
 May 8, 1905 . 
 
 10 
 
 7_i 
 
 14* 
 
 12 
 
 12 
 
 11 
 
 24* 
 
 19* 
 
 22 
 
 18* 
 
 Do. 
 
 10 
 
 7* 
 
 14* 
 
 all* 
 
 all* 
 
 a 10 
 
 24* 
 
 a 19 
 
 a 21* 
 
 a 17* 
 
 May 9, 1905 . 
 
 10 
 
 7 _i 
 
 12 
 
 12 
 
 11 
 
 11 
 
 22 
 
 19* 
 
 21 
 
 18* 
 
 Do. 
 
 10 
 
 7k 
 
 all* 
 
 all| 
 
 a 10 
 
 a 10 
 
 a 21* 
 
 a 19 
 
 a 20 
 
 a 17* 
 
 Sept. 1, 1905,to date....'. 
 
 10 
 
 7k 
 
 14* 
 
 14* 
 
 12 
 
 12 
 
 24* 
 
 22 
 
 22 
 
 19* 
 
 Do. 
 
 10 
 
 7k 
 
 14* 
 
 14* 
 
 all* 
 
 alii 
 
 24* 
 
 22 
 
 a 21* 
 
 a 19 
 
 a When originating beyond. 
 
 6 When actually exported. 
 
 Item No. 9. —Table No. 5. — Rates on wheat and corn from St. Paul, Minn., to Newport 
 News, Va., based on Chicago, III., October 15, 1900, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 Date. 
 
 Chicago, Ill. 
 
 Beyond. 
 
 Through. 
 
 Domestic and 
 export 
 
 Domestic. 
 
 Export. 
 
 Domestic. 
 
 Export. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 Wheata 
 
 Corn.a 
 
 Oct. 15, 1900. 
 
 12* 
 
 12* 
 
 14 
 
 14 
 
 12 
 
 12 
 
 26* 
 
 26* 
 
 24* 
 
 24* 
 
 Nov. 1,1900. 
 
 12* 
 
 12* 
 
 14* 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 27 
 
 27 
 
 27 
 
 June i, 1901. 
 
 12* 
 
 12* 
 
 12 
 
 12 
 
 12 
 
 12 
 
 24* 
 
 24* 
 
 24* 
 
 24* 
 
 Oct. 21, 1901. 
 
 12* 
 
 12* 
 
 14* 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 27 
 
 • 27 
 
 27 
 
 Mar. 29,1902. 
 
 12* 
 
 12* 
 
 14* 
 
 14* 
 
 613* 
 
 613* 
 
 27 
 
 27 
 
 6 26 
 
 6 26 
 
 Apr. 3, 1902. 
 
 12* 
 
 Ik 
 
 14* 
 
 14* 
 
 14* 
 
 14* 
 
 27 
 
 22 
 
 27 
 
 22 
 
 Do. 
 
 12* 
 
 7* 
 
 14* 
 
 14* 
 
 613* 
 
 613* 
 
 27 
 
 22 
 
 26 
 
 26 
 
 May 21, 1902. 
 
 12* 
 
 71 
 
 14* 
 
 14* 
 
 c 12 
 
 c 12 
 
 27 
 
 22 
 
 c 24 
 
 c 19* 
 
 Sept, 1, 1902. 
 
 10 
 
 7* 
 
 14* 
 
 14* 
 
 c 12 
 
 c 12 
 
 24* 
 
 22 
 
 c 22 
 
 c 19* 
 
 Dec. 8,1902. 
 
 10 
 
 7* 
 
 17 
 
 17 
 
 c 14* 
 
 c 14* 
 
 27 
 
 24* 
 
 c 24* 
 
 c 22 
 
 May 11, 1903. 
 
 10 
 
 7JL 
 
 15 
 
 15 
 
 12* 
 
 12* 
 
 25 
 
 22* 
 
 22* 
 
 20 
 
 Dec. 1,1903. 
 
 10 
 
 71 
 
 17 
 
 17 
 
 14* 
 
 14* 
 
 27 
 
 24* 
 
 24* 
 
 22 
 
 Dec. 10,1903. 
 
 10 
 
 71 
 
 17 
 
 17 
 
 13* 
 
 13* 
 
 27 
 
 24* 
 
 23* 
 
 21 
 
 May 2, 1904. 
 
 10 
 
 71 
 
 14* 
 
 14* 
 
 12 
 
 12 
 
 24* 
 
 22 
 
 22 
 
 19* 
 
 Dec. 5,1904. 
 
 10 
 
 71 
 
 17 
 
 17 
 
 13* 
 
 13* 
 
 27 
 
 24* 
 
 23* 
 
 21 
 
 Feb. 1,1905. 
 
 10 
 
 71 
 
 14* 
 
 14* 
 
 12 
 
 12 
 
 24* 
 
 22 
 
 22 
 
 19* 
 
 Feb. 6,1905. 
 
 10 
 
 71 
 • a 
 
 14* 
 
 14* 
 
 611* 
 
 611* 
 
 24* 
 
 24* 
 
 6 21* 
 
 619 
 
 May 8, 1905. 
 
 10 
 
 7* 
 
 14* 
 
 12 
 
 12 
 
 11 
 
 24* 
 
 19* 
 
 22 
 
 18* 
 
 Do. 
 
 10 
 
 7* 
 
 14* 
 
 6 11* 
 
 611* 
 
 610 
 
 24* 
 
 619 
 
 6 21* 
 
 617* 
 
 Mav 9,1905. 
 
 10 
 
 7* 
 
 12 
 
 12 
 
 11 
 
 11 
 
 22 
 
 19* 
 
 21 
 
 18* 
 
 Do. 
 
 10 
 
 7* 
 
 11* 
 
 6 Hi 
 
 610 
 
 610 
 
 21* 
 
 619 
 
 6 20 
 
 617* 
 
 Sept. 1, 1905, to date. 
 
 10 
 
 7* 
 
 14* 
 
 14* 
 
 12 
 
 12 
 
 24* 
 
 22 
 
 22 
 
 19* 
 
 Do. 
 
 10 
 
 7* 
 
 14* 
 
 14* 
 
 611* 
 
 6 11* 
 
 24* 
 
 6 22 
 
 6 21* 
 
 619 
 
 a To Newport News only. b When originating beyond. c When actually exported. 
 
 S. Doc. 244, 59-1-13 
 
194 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 195 
 
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 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 'e 
 
 Oi 
 
 a 
 
 >-s 
 
 8 
 
 £ 
 
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 To Boston, Mass. 
 
 Through. 
 
 Export. 
 
 Corn. 
 
 He* Ho* —|e* —.(«• He* He* He* He* He* He* He* 
 
 t- io -is* -'*© xcxic'.t'Hi'MxinHinNON-fOi i OH5CMoaH!o^-iN 
 
 s^S'—'Besses e e b b - e s e 
 
 a 
 
 Wheat. 
 
 Ho* —*fci —*io* —io* He* He* He* Hoi Ho* -.|e* HO* Hoi 
 
 oa!Ot'HXHXHXiCXiCOOXHX’f«a>l>Ml'C^O)X'1 < OOMO>i)<a>f) 
 
 bbbssbbb a assess 
 
 Domestic. 
 
 Corn, 
 
 He* He* He* He* He He* He* He* He* He* -le< He* He* He* He* He* Ho* He* He* He* He* ~|e« He* Ho* He* Ho* 
 
 OXOXOXai'MHiCH»iOMOe»Ot^-1'X"tOOt''tl>*rCiiOOiOOO 
 
 eaaaeeeeaee aeaaaa 
 
 Wheat. 
 
 —lot -let -lot -let —lot -let -|ot -let -| et -|ct -let -|ct —let -let -let —let -lot -lot -let -let -lot -lot -lot -lot -lot -lot -lot -lot -lot -lot 
 
 T fl H TfH'^H01>ON^I^^NOOHGOrfOOH'vOCOGOCO'»t!COTf<COr'COOCCOO 
 COCOCOCOCOCOCOCMCOCMCOCMCOCMCOCOCOCOrFCO^COCOCMCMCMCMCMCOCMCOCMCOCM 
 
 33333333333 333333 
 
 Beyond. 
 
 Export. 
 
 Corn. 
 
 -let-lot -lot-lot-lot-lot -lot-let-lot-lot-lot-lot-lot-lot 
 
 aiaJCOCOOlC^CIC'lHHHHODNtOiO'OtCOOCOCOCCCOCOCOiCiCiCiOiOiOiCiO 
 r—1 rH i-H r—1 r—i rH rH rH rH rH rH rH rH rH rH rH rH rH CM CM CM CM rH rH —t rH r—1 rH rH rH rH rH rH rH 
 
 33 33333 C 533333333 
 
 Wheat. 
 
 —lot -lot -lot -lot -lot —lot -lot -lot -lot -lot -lot -lot 
 
 HHrHHCMCMCMCMCMCMCMCMCMCMLOLOiOiOOOCOCOCOCOCOCOUOiCtOiOiOLdOiO 
 CICMC^MHHHHHHrlHriHHHHHNCMCMClHHHHHr-lHHHHHH 
 
 eaeBBBeaaaaaee 
 
 Domestic. 
 
 Corn. 
 
 -let -|ct -lot -lot -let -let -lot -lot -lot -lot -let -let —let -let -let -lot -lot -lot -let -lot -lot -lot —let —lot -lot -lot 
 
 cmcmcmcmcmcmt— ir-uoiOLOioo*oacocoeocoi>*i>i'^r^oao*ooia>o>o>osa>o>o*o* 
 
 CMCMCMCMCMCMCMCMrHrHrHrHrHrHCMCMCMCMCMCMCMCMrHrHrHr-irHrHrHr-IrHrHrHrH 
 
 Wheat. 
 
 -lot -let -let -|ot -lot -let —|ot -let -let -|ct —|ct -lot -let -lot -lot -lot —let -let -lot -let -lot -let -let -lot -let -lot -let -lot -lot -lot 
 
 lClCl0l0lCl0HHHHHHHHl0lC»Cl0l^NDt^a50^C5C5C5CiOC5C50^C50i 
 CMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMCMHHt—iHt—! r-ir— 
 
 East St. Louis, 
 Ill. 
 
 Domestic and 
 export. 
 
 Corn. 
 
 CC^COCDOOCCO'OCOCOO^DO'^OOOt^OI^Ht^HL'XiOXuCHOHtDHt^ 
 3 3 3 3 6 H C H C H C ri C H lS rl 5 H C s 3 ^ 3 r_H 3 ^ 3 
 
 Wheat. 
 
 oseoaaoae^oaeeooacocoeocoeocoeoeoaecocyi — CTi'etiaeOKtiO'. lO-^GO — Oa — !>■ 
 B B B B e — e^B 1- 's’ -, B’ -l B' -l B' _< a B B' -, 6' -l B rH 8 
 
 , % To New York, N. Y. 
 
 Through. 
 
 Export. 
 
 Corn. 
 
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 CMCMCMrHCMrHCMrHrHrHCMrHCMrHCMCMCMC'lCOCMCOCOCMCMCMrHCMCMCMCMCMCMCMCM 
 
 bbbbbbbbbb bbbbbb 
 
 Wheat. 
 
 He* —*lc* r.!c* He* He* He* He* He* He* -.let —to* He* 
 
 ONOl'H GO — CO — CClOCClOOOCCH GO — «C5MMt^'NNX'#Oa>CO®H CT> C<> 
 CONO0MC^HMH(NHWHfQHe^M(NiNMMCOO5MN!NHINNf)rSMN!NN 
 BBBBBBBBBB BBBBBB 
 
 Domestic. 
 
 Corn. 
 
 -lot-let-lot-lot-let-|ct-lot-lot -lot-lot ’ -let -let -let -lot -lot -lot -lot -let -let -lot -let —let -let -lot -lot —lot 
 
 COCOOOOXCOt''iC'HCiCOC5NCOHl^HXiCCM r -DCMX’fiOCMiCCMOOCOCOCOOOTf 
 
 CMCMCMCMCMCMCMCMCMrHC'JrHCMCMCOCMCOCMCOCOCOCOCMCMCMCMCMCMCMCMCMCMCMCM 
 BBBBBBBBBB BBBBBB 
 
 Wheat. 
 
 He* He* He* He* He* He* —|o* He* He* He* H®* He* - 10 * He* He* He* Ho* He* —tee He* He«Me* He* He* 
 
 (M Si <N Oi HJ Oi OC 1 lib SC iO C^l iO <M *C CO Ci to <N OO -*r 05 — — to 50 *M eO CJ n *C — •■£> — — 
 C*5iMCBC^COC s IC^'MC')'MCCC^CO^COlMeCiCOCOC<OCOCClC<?C<|iMC^C<IC^IOC<IC<5C<IC<5C^ 
 BBBBBBBBBB BBBBBB 
 
 Beyond. 
 
 Export. 
 
 Corn. 
 
 -lot-lot -let-|ct-let-let —let -lot -lot —let —let -lot -lot -lot 
 
 aioicococ^MiNiNHHHHOMiOiOinioooMcococcMcouiiOiOLOioifliOio 
 — *—l — i—1 — — — — — — — i—1*—!i—i — i—I — — C't C^l Ct *—1 — — — — — — — — — — — 
 
 BB BBBBBBBBBBBBBB 
 
 Wheat. 
 
 -lot -lot -lot -lot -lot -lot —lot -lot -lot —lot -lot —lot 
 
 HHHHCMdCMCMCMCMCMCSClCMiCiOiOiCOOCOCOCOCOCCWiOiOiOiCimCiCiC 
 C'lCMNCMHHHHHHHHHriHHHHNCMCMCMHHHHHHHHHHriH 
 
 BBBBBBBBBBBBBB 
 
 Domestic, j 
 
 Corn. 
 
 -lot -lot -|ct —let -let -lot -lot -lot —lot -let -lot -lot —let -lot -lot -let -lot -lot -lot -lot -lot -lot -lot —lot -lot —lot 
 
 OOOOOOOi05COCOCCCCI’'NHHHHiOiOiOiOl ,% I'*l>l'*t^t > *r'DI''l > *t't^ 
 CMCMCMCMCMCMHHHHrlHHHCMCMCMCMCMCMCMCMHHrHt--IHHHHHHr-iH 
 
 Wheat. 
 
 -let -lot -|et -lot -|ot'-|ot -let -let —lot -lot -lot —lot —lot -lot -lot —lot -let -lot -lot -let —lot -lot -lot -lot 
 
 cocococQcocoa>o^c&o>a>o>oo>cocococoiOiOtOim^i>i^i^r^r>-t^i>r'-i>r^r'- 
 
 CMCMCMCMCMCMrHHHHHHHr-HCMCMCMCMCMC'JCMCMHH'"HHr-iHrHr-i rH rH rH rH 
 
 East St. Louis, 
 Ill. 
 
 Domestic and 
 export. 
 
 Corn. 
 
 OO'vOX^X'OCOOOOcCOOO^OOOMO^H^HMlCiOXiCHOr-l^rH^ 
 
 3 3 3 3 .3 rH 3 r " , 3 rH 3 r "‘3 rH 3 rH 3 rH 3 3 3 rH 3 rH 3 rH 3 
 
 Wheat. 
 
 Oi<OC5OOi0Oi?OOS^W<OCCOCOOWOiWO>'^OS^OiO>iCOiiC*fXTfO>^t > » 
 3 3 3 3 3 r_, 3 rH 3 rH 3 rH 3 T " H 3 rH 3 rH 3 3 3 3 ^ 3 3 
 
 Date. 
 
 Jan. 1, 1899 . 
 
 Do . 
 
 Feb. 1, 1899 . 
 
 Do . 
 
 Apr. 15, 1899 . 
 
 Do . 
 
 Apr. 18, 1899 . 
 
 Do . 
 
 June 26, 1899 . 
 
 Do . 
 
 July 21, 1899 . 
 
 ‘Do . 
 
 Aug. 1, 1899 . 
 
 Do . 
 
 Sept. 18, 1899 . 
 
 Do . 
 
 Oct. 9, 1899 . 
 
 Do . 
 
 Nov. 1, 1899 . 
 
 Do . 
 
 Jan. 1, 1900 . 
 
 Do . 
 
 Mar. 5, 1900 . 
 
 Do. 
 
 Mar. 6, 1900 . 
 
 Do . 
 
 Apr. 2,1900 . 
 
 Do. 
 
 Apr. 10, 1900. 
 
 Do . 
 
 July 2, 1900 . 
 
 Do . 
 
 Aug. 11, 1900 . 
 
 Do . 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 201 
 
 mIc* ..la-Ic—et—*—*—«* ~1« -*le* He* -*le* He* He* He* He* He* He* He* He* He* He* He* He* He* 
 
 ®fJO>*OU5<NCliCl.OH05lOCi'*f , NM'OiMtCO?fflMfflMOlOO)NOHIMl'-llO®HlOHW03>HHiO®’t»Hl'H 
 
 (NNMN<NNNNlNN^lMMMC^iNMN01C^^IINlN?lMINM04M'MMMCOlNlN<M01^NMNNC*5N!Nf4NMC^OI 
 
 ts e a a a c*©*c>'a>c>.o.o-a.a*c>o-o,o.a>.c,o.o 55 >© ■© >© 
 
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 >WOiCt^(NOiCCOHOiOOHOO(N^^NCOOOCOt^COHOHOO(MiOHCOCC*vOH(N^^iOHOiOC'r-OOiOOiOOiO 
 
 CMCMCOCMCMCMCOCICICMCOCMCOCMCMCMCMCMCMCMCMCMCMCMCOCMCOCMCOCMCOCMCOCMCOCMCMCNCMCMCOCMCOCMCOCICOCMCOCM 
 
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 (TCCMCOCMCOCICOCICOCMCOCMCOCMCOCICOCMCOCMCOCMCOCMCOCOCOCOCOCMCOCOCOCOCOCOCOCOCOCMCOCOCOCOCOCOCOCOCOCO 
 d dddddddddddd c dddddddddd 
 
 -|a-|a-|a—|a-|a-|a-|a Ha — |a-|a-|a-|a —|a -la -|a-|a -|a -|a -|a-|a -la —|a-|a -|a —|a 
 
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 HHHHHHHHHHHr-IHr-iHHHHHHHHHHMHiMi—iHHC^HHHHHHHHHiMHHHHHrHHHH 
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 a>a^cMcia>a>ciciCMCMCicMCMCMCMCMCMcicMCMCMcicMciiOio»oiococoiOuoiOLOiOinic>Lo:McicMciiouC)CicMCMCicMCM 
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 -|a -|a —|a -|a -la -|a -|a —|a -la -|a -|a -|a -|a -|a -|a -|a -|a -|a -|a -|a -|a-|a -|a —la -|a 
 
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 d d d d d dddddddd d d d 
 
 —|a -|a -|a — |a -|a -|a — |a -|a —|a —|a —|a -la —|a -|a -|a -la —|a -|a -|a -|a — |a -|a — |a -|a -|a -|a -|a -|a -la -|a -|a -|a -|a -la 
 
 OOHnHOO^Ht^Ht^HI^HdHCOOCOOCOOOOOCOCiCHCOCiOHiCHCONC^tOHCMXiOHNOOC'lCOiO 
 CMCMCOCICMCMCOCMCOCMCOCMCOCMCOCMCOCMCOCMCOCMCOCMCOCMCOCOCOCMCOCOCOCOCOCMCMCMCMCMCOCICOCOCOCMCOCMCOCM 
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 -la —|a -|a —|a-|a -|a -|a -|a -|a -la -|a -|a -|a -la -|a -|a -|a -|a -|a -|a — |a -|a —|a -|a -|a -|a -la -|a -la —|a —|a -la —|a -|a -|a 
 
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 a When originating beyond. & When actually exported on through bill of lading. 
 
202 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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 Jan. 1, 1899.. 
 Feb. 1, 1899.. 
 Apr. 17,1899. 
 Apr. 18,1899. 
 J une 26, 1899 
 Aug. 1, 1899. 
 Sept. 8, 1899. 
 Nov. 1, 1899 . 
 Mar. 5,1900.. 
 Apr. 2, 1900.. 
 May 20,1900. 
 Nov. 1, 1900 . 
 June 1, 1901 . 
 Oct. 21, 1901. 
 Mar. 17, 1902 
 Mar. 29, 1902 
 Apr. 14, 1902. 
 May 21, 1902. 
 July 15, 1902. 
 
 Do. 
 
 Sept. 11, 1902 
 
 Do. 
 
 Dec. 8,1902.. 
 
 Do . 
 
 Mav 11, 1903. 
 
 Do. 
 
 Dec. 1, 1903.. 
 
 Do. 
 
 Dec. 10, 1903. 
 
 Do. 
 
 May 2, 1904.. 
 
 Do. 
 
 June 10, 1904 
 
 Do. 
 
 Dec. 5, 1904.. 
 Do. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 215 
 
 3 
 
 —let —Is* Hot Hot —|oi Hot Hot 
 HHNWOHOWOHOJMHHH 
 CCCOCOCOCOCOMCOCOCOOICOCOCOCO 
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 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 
 
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DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 —.-a- 4 si - 4 c* 
 
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 DIGEST OF HEARINGS ON RAILWAY RATES 
 
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 X X 
 
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222 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Through published proportional rates on wheat and corn, for export, from Omaha, Nebr., 
 Kansas City, Mo., and Sioux City, Iowa (when originating beyond), to Boston, Mass., 
 New York, N. Y., Philadelphia, Pa., Baltimore, Md., Newport News and Norfolk, 
 Va., January 1, 1899, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 
 To Boston, 
 Mass. 
 
 To New York, 
 N. Y. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 From Omaha, Nebr.: 
 
 Jan. 30,1905 . 
 
 
 184 
 
 13 
 
 24 
 a 24 
 
 (*) 
 
 24 
 
 ( b ) 
 
 13 
 
 24 
 a 24 
 
 ( b ) 
 a 24 
 
 ( b ) 
 
 
 184 
 
 13 
 24 
 a 24 
 
 ( b ) 
 
 24 
 
 ( & ) 
 
 13 
 
 24 
 a 24 
 
 ( b ) 
 
 «24 
 
 ( b ) 
 
 Feb. 7,1905 . 
 
 
 
 Apr. 1,1905 . 
 
 
 
 May 1,1905. 
 
 
 
 June 15, 1905. 
 
 
 
 July 6,1905. 
 
 Sept. 1,1905, to date. 
 
 From Kansas City, Mo.: 
 
 Feb. 7,1905 . 
 
 25 
 
 (*) 
 
 25 
 
 ( b ) 
 
 Apr. 1,1905 . 
 
 
 
 May 1,1905. 
 
 
 
 June 15, 1905. 
 
 
 
 July 6,1905. 
 
 Sept. 1, 1905, to date. 
 
 From Sioux City, Iowa: 
 
 Same as from Kansas 
 City, Mo. 
 
 a 25 
 (*) 
 
 a 25 
 ( b ) 
 
 
 
 
 
 
 To Philadel¬ 
 phia, Pa. 
 
 To Baltimore, 
 Md. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 
 17* 
 
 12 
 
 23 
 a 23 
 
 w 
 
 23 
 
 (&) 
 
 12 
 
 23 
 a 23 
 
 (*>) 
 a 23 
 
 ( b ) 
 
 
 17 
 
 lli 
 
 22i 
 a 22i 
 
 ( b ) 
 
 22i 
 
 ( b ) 
 
 lli 
 
 22i 
 
 a22i 
 
 ( b ) 
 a 22* 
 
 ( b ) 
 
 
 . 
 
 
 
 
 
 
 
 24 
 
 (*) 
 
 23i 
 
 ( b ) 
 
 
 
 
 
 
 
 a 24 
 ( b ) 
 
 a 231 
 (*) 
 
 
 
 
 To Newport 
 . News and 
 Norfolk, Va. 
 
 Wheat. Corn. 
 
 (*) 
 
 17 
 
 Hi 
 22 £ 
 a 22i 
 
 (*) 
 
 221 
 
 (*) 
 
 a 231 
 ( b ) 
 
 111 
 221 
 a 221 
 
 (*>) 
 a 221 
 
 ( b ) 
 
 DISTANCES. 
 
 
 To 
 
 Boston, 
 
 Mass. 
 
 To 
 
 New York, 
 N.Y. 
 
 To 
 
 Philadel¬ 
 phia, Pa. 
 
 To 
 
 Baltimore, 
 
 Md. 
 
 To 
 
 Newport 
 News, Va. 
 
 To 
 
 Norfolk, 
 
 Va. 
 
 From— 
 
 Omaha, Nebr. 
 
 Kansas Citv, Mo. 
 
 Sioux City,' Iowa. 
 
 Miles. 
 
 1,499 
 
 1,448 
 
 1,516 
 
 Miles. 
 
 1,405 
 
 1,342 
 
 1,422 
 
 Miles. 
 
 1,314 
 
 1,251 
 
 1,331 
 
 Miles. 
 1,295 
 1,211 
 1,312 
 
 Miles. 
 
 1,372 
 
 1,270 
 
 1,463 
 
 Miles. 
 
 1,384 
 
 1,282 
 
 1,475 
 
 a Includes charges for delivery on board vessel, except that on June 1, 1905, shipments to Boston 
 for export include charges for delivery on board vessels only when shipments are consigned via 
 B. and M. R. R. 
 
 b Through published rates withdrawn. 
 
 Chicago Great Western Rwy, I, C, C, 3018-Cor. 3026 and 3114 
 
 i 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 223 
 
 Item No. 10. — Rates on classes from- Cincinnati, Ohio, to southern basin a points, August 
 
 1, 188S, to date. 
 
 [Rates in cents per 100 pounds.] 
 
 TO ALBANY, GA. 
 
 [Distance from Cincinnati, Ohio, to Albany, Ga., 702 miles.] 
 
 Date. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.a 
 
 Aug. 1, 1888. 
 
 162 
 
 141 
 
 124 
 
 105 
 
 85 
 
 68 
 
 50 
 
 42 
 
 35 
 
 31 
 
 57 
 
 86 
 
 62 
 
 Sept. 17,1889 . 
 
 154 
 
 132 
 
 117 
 
 98 
 
 80 
 
 68 
 
 50 
 
 42 
 
 35 
 
 31 
 
 57 
 
 86 
 
 62 
 
 Oct. 16, 1889 . 
 
 162 
 
 141 
 
 124 
 
 105 
 
 85 
 
 68 
 
 50 
 
 42 
 
 35 
 
 31 
 
 57 
 
 86 
 
 62 
 
 Dec. 16. 1889. 
 
 160 
 
 140 
 
 123 
 
 105 
 
 85 
 
 68 
 
 50 
 
 42 
 
 35 
 
 31 
 
 57 
 
 86 
 
 62 
 
 Apr. 16, 1890 . 
 
 120 
 
 110 
 
 96 
 
 82 
 
 67 
 
 55 
 
 40 
 
 42 
 
 35 
 
 31 
 
 56 
 
 61 
 
 62 
 
 Jan. 16, 1892 . 
 
 120 
 
 110 
 
 96 
 
 82 
 
 67 
 
 55 
 
 40 
 
 40 
 
 31 
 
 27 
 
 56 
 
 61 
 
 54 
 
 Sept. 5, 1892 . 
 
 120 
 
 110 
 
 96 
 
 82 
 
 67 
 
 55 
 
 40 
 
 43 
 
 34 
 
 30 
 
 56 
 
 61 
 
 60 
 
 Sept. 16,1892. 
 
 120 
 
 110 
 
 96 
 
 82 
 
 67 
 
 55 
 
 40 
 
 40 
 
 31 
 
 27 
 
 56 
 
 61 
 
 54 
 
 July 1, 1893. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Mar. 6, 1894. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 25 
 
 21 
 
 60 
 
 65 
 
 42 
 
 Mar. 13, 1894. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 22 
 
 18 
 
 60 
 
 65 
 
 36 
 
 Apr. 2, 1894 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 June 9, 1894. 
 
 58 
 
 49 
 
 43 
 
 \ 3/ 
 
 31 
 
 25 
 
 25 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Aug. 1, 1894. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 May 7, 1895 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 36 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 May 24, 1895. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 36 
 
 27 
 
 23 
 
 60 
 
 65 
 
 46 
 
 June 12, 1895. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 27 
 
 23 
 
 60 
 
 65 
 
 46 
 
 Sept, 16, 1895. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Feb. 2, 1897 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 23 
 
 60 
 
 65 
 
 56 
 
 Mar. 1, 1897. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Oct. 6, 1899 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Nov. 1, 1899. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Feb. 28. 1900 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 29 
 
 25 
 
 60 
 
 65 
 
 56 
 
 Apr. 18, 1900 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Mar. 1, 1901. 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 31 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Apr. 22, 1901 . 
 
 127 
 
 109 
 
 96 
 
 81 
 
 67 
 
 55 
 
 37 
 
 41 
 
 32 
 
 28 
 
 60 
 
 65 
 
 56 
 
 Feb. 1, 1905. 
 
 123 
 
 107 
 
 96 
 
 78 
 
 65 
 
 52 
 
 37 
 
 39 
 
 32 
 
 28 
 
 60 
 
 57 
 
 56 
 
 Apr. 29,1905 . 
 
 123 
 
 107 
 
 96 
 
 78 
 
 65 
 
 52 
 
 37 
 
 39 
 
 32 
 
 28 
 
 60 
 
 55 
 
 56 
 
 TO ATLANTA, GA. 
 
 [Distance from Cincinnati, Ohio, to Atlanta, Ga., 492 miles.] 
 
 Aug. 1. 1888. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 31 
 
 27 
 
 48 
 
 53 
 
 5 
 
 Sept. 17, 1889. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 46 
 
 28 
 
 36 
 
 31 
 
 27 
 
 45 
 
 53 
 
 5 
 
 Oct. 16, 1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 31 
 
 27 
 
 48 
 
 53 
 
 5 
 
 Sept. 1, 1891. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Sept. 5, 1892. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 31 
 
 27 
 
 48 
 
 53 
 
 5 
 
 Sept. 16, 1892. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Mar. 6, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 21 
 
 17 
 
 48 
 
 53 
 
 3 
 
 Mar. 13, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 18 
 
 14 
 
 48 
 
 53 
 
 2 
 
 Apr. 2, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 June 9, 1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 May 7.1895 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 30 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 May 24, 1895 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 30 
 
 23 
 
 19 
 
 48 
 
 53 
 
 3 
 
 June 12,1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 23 
 
 19 
 
 48 
 
 53 
 
 3 
 
 Sept. 16,1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Sept. 16, 1896. 
 
 81 
 
 77 
 
 59 
 
 45 
 
 37 
 
 35 
 
 23 
 
 34 
 
 28 
 
 24 
 
 41 
 
 46 
 
 4 
 
 No'v. 1, 1896. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Feb. 2, 1897 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 19 
 
 48 
 
 53 
 
 4 
 
 Mar. 1, 1897. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Oct. 6, 1899. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Nov. 1, 1899. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Feb. 28, 1900 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 25 
 
 21 
 
 48 
 
 53 
 
 4 
 
 Apr. 18, 1900. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Mar. 1, 1901. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 25 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Apr. 22, 1901 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 4 
 
 Feb. 1, 1905. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 45 
 
 4 
 
 Apr. 29, 1905. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 48 
 
 4 
 
 a Per barrel. 
 
DIGEST OP HEARINGS ON RAILWAY RATES 
 
 224 
 
 Item No. 10. —Rates on classes from Cincinnati, Ohio, to southern basing points , August 
 
 1, 1888 , to date —Continued. 
 
 TO AUGUSTA, GA. 
 
 [Distance from Cincinnati, Ohio, to Augusta, Ga., 663 miles.] 
 
 .Date. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.n 
 
 Aug. 1,1888. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 Sept. 17,1889. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 Oct. 16,1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 47 
 
 55 
 
 58 
 
 Sept, 1.1891. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 31 
 
 27 
 
 47 
 
 55 
 
 54 
 
 Oct, 18,1891. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 47 
 
 55 
 
 52 
 
 Sept, 5,1892. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 40 
 
 33 
 
 29 
 
 47 
 
 55 
 
 58 
 
 Sept. 16,1892. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 47 
 
 55 
 
 52 
 
 Mar. 6. 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 23 
 
 19 
 
 47 
 
 55 
 
 38 
 
 Mar. 28, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 20 
 
 16 
 
 47 
 
 55 
 
 32 
 
 Apr. 2, 1894 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 47 
 
 55 
 
 52 
 
 June 9,1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 37 
 
 30 
 
 26 
 
 47 
 
 55 
 
 52 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 47 
 
 55 
 
 52 
 
 May 7, 1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 30 
 
 26 
 
 47 
 
 55 
 
 52 
 
 May 24, 1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 25 
 
 21 
 
 47 
 
 55 
 
 42 
 
 June 12,1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 25 
 
 21 
 
 47 
 
 55 
 
 42 
 
 Sept. 16,1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Feb. 2, 1897. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 21 
 
 50 
 
 55 
 
 52 
 
 Mar. 1, 1897. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Oct, 6,1899. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Nov. 1, 1899. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 23 
 
 50 
 
 55 
 
 52 
 
 Feb. 28, 1900 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 27 
 
 23 
 
 50 
 
 55 
 
 46 
 
 Apr. 18, 1900. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Mar. 1, 1901. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 27 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Apr. 22, 1901 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 66 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Feb. 1,1905 . 
 
 103 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 47 
 
 48 
 
 Apr. 29,1905 . 
 
 103 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 50 
 
 48 
 
 TO COLUMBUS, GA. 
 
 [Distance from Cincinnati, Ohio, to Columbus, Ga.., 618 miles.] 
 
 Aug. 1, 1888. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 40 
 
 35 
 
 31 
 
 54 
 
 59 
 
 62 
 
 Nov. 16, 1888. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 38 
 
 33 
 
 29 
 
 54 
 
 59 
 
 58 
 
 Jan. 16, 1889 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 59 
 
 55 
 
 58 
 
 Feb. 1, 1889. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 40 
 
 35 
 
 31 
 
 54 
 
 59 
 
 62 
 
 Mar. 1, 1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 59 
 
 55 
 
 58 
 
 May 16, 1889 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 40 
 
 35 
 
 31 
 
 54 
 
 59 
 
 62 
 
 Sept. 17,1889. 
 
 111 
 
 94 
 
 85 
 
 69 
 
 58 
 
 52 
 
 32 
 
 40 
 
 35 
 
 31 
 
 51 
 
 59 
 
 62 
 
 Oct. 16, 1889 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 40 
 
 35 
 
 31 
 
 54 
 
 59 
 
 62 
 
 Sept. 1,1891. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 38 
 
 31 
 
 27 
 
 54 
 
 59 
 
 54 
 
 Aug. 1, 1892. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 38 
 
 29 
 
 25 
 
 54 
 
 59 
 
 50 
 
 Aug. 16, 1892. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 38 
 
 31 
 
 27 
 
 54 
 
 59 
 
 54 
 
 Sept, 5,1892. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 41 
 
 34 
 
 30 
 
 54 
 
 59 
 
 60 
 
 Sept. 16,1892. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 38 
 
 31 
 
 27 
 
 54 
 
 59 
 
 54 
 
 Oct, 18, 1893 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 30 
 
 26 
 
 54 
 
 59 
 
 52 
 
 Dec. 1, 1893 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Feb. 16, 1894. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 / 32 
 
 39 
 
 30 
 
 26 
 
 54 
 
 59 
 
 52 
 
 Mar. 6, 1894. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 25 
 
 21 
 
 54 
 
 59 
 
 42 
 
 Mar. 13, 1894. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 22 
 
 18 
 
 54 
 
 59 
 
 36 
 
 Apr. 2, 1894. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 June 9, 1894. 
 
 48 
 
 42 
 
 38 
 
 32 
 
 27 
 
 22 
 
 20 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Aug. 1, 1894. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 May 7, 1895 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 34 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 May 24, 1895 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 34 
 
 27 
 
 23 
 
 54 
 
 59 
 
 46 
 
 June 12,1895. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 27 
 
 23 
 
 54 
 
 59 
 
 46 
 
 Sept. 16,1895. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Sept. 16,1896. 
 
 99 
 
 94 
 
 73 
 
 56 
 
 46 
 
 43 
 
 28 
 
 39 
 
 32 
 
 28 
 
 50 
 
 58 
 
 56 
 
 Oct, 16, 1896 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Feb. 2, 1897. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 23 
 
 54 
 
 59 
 
 56 
 
 Mar. 1, 1897. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 ,56 
 
 Oct. 6, 1899 . 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Nov. 1, 1899. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Feb. 28, 1900. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 29 
 
 25 
 
 54 
 
 59 
 
 50 
 
 Apr. 18, 1900. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Mar. 1, 1901. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 29 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Apr. 22, 3901. 
 
 117 
 
 102 
 
 91 
 
 76 
 
 63 
 
 52 
 
 32 
 
 39 
 
 32 
 
 28 
 
 54 
 
 59 
 
 56 
 
 Feb. 1. 1905. 
 
 113 
 
 100 
 
 91 
 
 73 
 
 61 
 
 49 
 
 32 
 
 37 
 
 30 
 
 26 
 
 54 
 
 51 
 
 52 
 
 Apr. 29, 1905. 
 
 113 
 
 100 
 
 91 
 
 73 
 
 61 
 
 49 
 
 32 
 
 37 
 
 30 
 
 26 
 
 54 
 
 54 
 
 52 
 
 a Per barrel. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 225 
 
 Item No. 10. —Rates on classes from Cincinnati, Ohio, to southern basing points, August 
 
 1, 1888, to date —Continued. 
 
 TO MACON, GA. 
 
 [Distance from Cincinnati, Ohio, to Macon, Ga., 579 miles.] 
 
 Date. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.« 
 
 Aug. 1, 1888. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 Sept. 17, 1889. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 47 
 
 55 
 
 58 
 
 Oct. 16, 1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 23 
 
 38 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 Sept. 1, 1891. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 29 
 
 25 
 
 50 
 
 55 
 
 5C 
 
 Sept. 5.1892. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 40 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 Sept. 16,1892. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 29 
 
 25 
 
 50 
 
 55 
 
 50 
 
 June 1,1893. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Mar. 6, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 23 
 
 19 
 
 50 
 
 55 
 
 38 
 
 Mar. 13, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 20 
 
 16 
 
 50 
 
 55 
 
 32 
 
 Apr. 2.1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 June 9,1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 May 7, 1895 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 May 24, 1895 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 25 
 
 21 
 
 50 
 
 55 
 
 42 
 
 June 12,1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 25 
 
 21 
 
 50 
 
 55 
 
 42 
 
 Sept. 16,1895. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Sept. 16,1896. 
 
 91 
 
 85 
 
 67 
 
 51 
 
 42 
 
 40 
 
 25 
 
 37 
 
 30 
 
 26 
 
 46 
 
 52 
 
 52 
 
 Nov. 1, 1896. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Feb. 2, 1897. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 21 
 
 50 
 
 55 
 
 52 
 
 Mar. 1, 1897. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Oct. 6,1899. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Nov. 1, 1899. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Feb. 28, 1900. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 27 
 
 23 
 
 50 
 
 55 
 
 46 
 
 Apr. 18, 1900. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Mar. 1.1901. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 27 
 
 30 
 
 26 
 
 50 
 
 55 
 
 52 
 
 Apr. 22, 1901. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 37 
 
 30 
 
 26 
 
 50 
 
 44 
 
 52 
 
 Feb. 1. 1905. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 47 
 
 48 
 
 Apr. 29, 1905. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 50 
 
 48 
 
 TO CHARLESTON, S. C., SAVANNAH, GA., AND JACKSONVILLE, FLA. 
 
 [Distance from Cincinnati, Ohio, to Charleston, S. C., 781 miles; to Savannah, Ga., 757 miles; to 
 
 Jacksonville, Fla., 841 miles.] 
 
 Aug. 1, 1888. 
 
 Feb. 1, 1889. 
 
 June 16,1889. 
 
 July 1, 1889 . 
 
 Jan. 1, 1890 . 
 
 Sept. 1, 1891. 
 
 Sept. 5, 1892 . 
 
 Sept. 16,1892. 
 
 Mar. 6, 1894. 
 
 Apr. 2, 1894. 
 
 June 27,1894. 
 
 July 16, 1894. 
 
 Aug. 1, 1894. 
 
 May 7, 1895. 
 
 June 12,1895. 
 
 Jan. 1, 1896 . 
 
 Sept. 1,1896. 
 
 Feb. 2, 1897. 
 
 Mar. 1, 1897. 
 
 Oct. 6, 1899 . 
 
 Nov. 1, 1899. 
 
 Feb. 28, 1900. 
 
 Apr. 18, 1900. 
 
 Mar. 1, 1901. 
 
 Apr. 22, 1901. 
 
 May 27, 1902 . 
 
 Dec. 10,1902, to date. 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 32 
 
 24 
 
 20 
 
 40 
 
 40 
 
 40 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 30 
 
 26 
 
 40 
 
 40 
 
 52 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 38 
 
 33 
 
 29 
 
 40 
 
 40 
 
 58 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 30 
 
 26 
 
 40 
 
 40 
 
 52 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 32 
 
 28 
 
 40 
 
 40 
 
 56 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 38 
 
 30 
 
 26 
 
 40 
 
 40 
 
 52 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 22 
 
 18 
 
 40 
 
 40 
 
 36 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 38 
 
 32 
 
 28 
 
 25 
 
 20 
 
 16 
 
 16 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 & 95 
 
 b 80 
 
 b 75 
 
 *>70 
 
 *>58 
 
 *>46 
 
 *>35 
 
 *>35 
 
 *>27 
 
 *>23 
 
 *>40 
 
 *>40 
 
 *>46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 30 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 24 
 
 20 
 
 40 
 
 40 
 
 40 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 18 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 24 
 
 20 
 
 40 
 
 40 
 
 40 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 25 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 19i 
 
 m 
 
 40 
 
 40 
 
 39 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 a Per barrel. 
 
 *> Applies to Jacksonville only. 
 
 S. Doe. 244, 59-1-15 
 
226 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Item No. 11. —Differentials above and below Cincinnati, Ohio, from the following points 
 
 applying on traffic destined to southern basing points. 
 
 [Rates in cents per 100 pounds.] 
 
 DIFFERENTIALS ABOVE CINCINNATI, OHIO. 
 
 From— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.a 
 
 Chicago, Ill.: 
 
 June 1, 1896, to Feb. 1, 1905. 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15 
 
 12 
 
 12 
 
 11 
 
 7 
 
 7 
 
 13 
 
 15 
 
 14 
 
 Feb. 1, 1905, to Apr. 29, 1905. 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15 
 
 12 
 
 12 
 
 12 
 
 10 
 
 10 
 
 13 
 
 12 
 
 20 
 
 Apr. 29,1905, to May 16, 1905. 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15 
 
 12 
 
 12 
 
 12 
 
 10 
 
 10 
 
 13 
 
 15 
 
 20 
 
 May 16, 1905, to date. 
 
 35 
 
 30 
 
 22 
 
 15 
 
 13 
 
 10 
 
 12 
 
 12 
 
 10 
 
 10 
 
 13 
 
 15 
 
 20 
 
 St. Louis, Mo., and East St. Louis, Ill.: 
 
 Aug. 1, 1888, to Feb. 1, 1905. 
 
 28 
 
 23 
 
 20 
 
 14 
 
 12 
 
 10 
 
 7 
 
 8 
 
 7 
 
 5 
 
 8 
 
 10 
 
 14 
 
 Feb. 1, 1905, to date. 
 
 23 
 
 19 
 
 17 
 
 12 
 
 10 
 
 8 
 
 7 
 
 8 
 
 7 
 
 5 
 
 8 
 
 10 
 
 14 
 
 
 
 
 
 
 DIFFERENTIALS BELOW CINCINNATI, OHIO. 
 
 Memphis, Tenn.: 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Aug. 1, 1888, to date. 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 4 
 
 8 
 
 a Per barrel. 
 
 Chicago and Ohio River Traffic Association, I. C. C. 11, 134, 117, 127; Louisville and Nashville R. R., 
 southeastern tariffs. 
 
 Item No. 12. —Rates on the following commodities, C. L.,from Missouri River points to 
 
 north Pacific coast points; also distances. 
 
 [Rates in cents per 100 pounds.] 
 
 TO TACOMA AND SEATTLE, WASH., PORTLAND, OREG., SAN FRANCISCO AND LOS 
 
 ANGELES, CAL. 
 
 From— 
 
 Apples. 
 
 Poultry, 
 
 dressed. 
 
 Eggs. 
 
 Butter. 
 
 Packing¬ 
 
 house 
 
 products. 
 
 Soap. 
 
 Househo 
 
 C.L. 
 
 Id goods 
 
 I.C. L. 
 
 Omaha, Nebr. 
 
 Kansas City, Mo. 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 130 
 
 200 
 
 200 
 
 200 
 
 160 
 
 75 
 
 a 200 
 
 a 100 
 
 TO VANCOUVER, WASH. 
 
 Omaha, Nebr. 
 
 Kansas City, Mo. 
 
 St. Joseph, Mo. 
 
 200 
 
 200 
 
 200 
 
 200 
 
 160 
 
 75 
 
 a 200 
 
 a 100 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 
 
 
 
 
 
 % 
 
 
 DISTANCES. 
 
 From— 
 
 To Ta¬ 
 coma. 
 
 To Se¬ 
 attle. 
 
 To Port¬ 
 land. 
 
 To Van- 
 cover. 
 
 To San 
 Fran¬ 
 cisco. 
 
 To Los 
 Angeles. 
 
 Omaha, Nebr. 
 
 Kansas City, Mo.. 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 Miles. 
 1,872 
 2,014 
 1,987 
 1,966 
 1,945 
 
 Miles. 
 1,913 
 2,055 
 2,028 
 2,007 
 •1,986 
 
 Miles. 
 1,799 
 1,909 
 1,973 
 1,952 
 1,931 
 
 Miles. 
 1,860 
 2,068 
 2,042 
 2,021 
 2,000 
 
 Miles. 
 1,835 
 2,035 
 2,009 
 1,988 
 2,014 
 
 Miles. 
 1,955 
 1,807 
 1,832 
 1,790 
 1,811 
 
 a Released to valuation $5 per 100 pounds in cases of loss or damage. 
 Transcontinental Freight Bureau, I. C. C. 376 and 375. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 227 
 
 Rates on the following commodities, C. L., from Missouri River points to southern points 
 
 named, based on East St. Louis, III. 
 
 [Rates in cents per 100 pounds.] 
 
 To Wilmington, N. C. 
 
 To Charleston, S. C., and Savannah, 
 Ga. 
 
 From— 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs and butter. 
 
 a 
 
 Wheat. 
 
 Corn. 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs and butter. 
 
 >. 
 
 cS 
 
 W 
 
 Wheat. 
 
 Corn. 
 
 Omaha, Nebr. 
 
 Kansas City, Mo. 
 
 32 
 
 50 
 
 ^631-67 
 
 43 
 
 •h|« 
 
 CO 
 
 CO 
 
 rH|« 
 
 CO 
 
 59 
 
 90 
 
 «133!-152! 
 
 43 
 
 33! 
 
 32! 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 32 
 
 50 
 
 67 
 
 661-63! 
 
 43 
 
 32| 
 
 59 
 
 90 
 
 al331-152! 
 
 &40!-43 
 
 He* 
 
 CO 
 
 CO 
 
 32! 
 
 
 To Brunswick, Ga., and Jacksonville, 
 Fla. 
 
 
 To Pensacola, Fla. 
 
 
 From— 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs and butter. 
 
 Hay. 
 
 Wheat. 
 
 Corn. 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs and butter. 
 
 Hay. 
 
 Wheat. 
 
 Corn. 
 
 Omaha, Nebr. 
 
 Kansas City, Mo. 
 
 59 
 
 90 
 
 al33!-152! 
 
 43 
 
 33! 
 
 32! 
 
 61 
 
 82 
 
 117! 
 
 37 
 
 26! 
 
 23! 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 •59 
 
 90 
 
 «133!-152! 
 
 640!-43 
 
 33! 
 
 32! 
 
 61 
 
 82 
 
 117! 
 
 634!-37 
 
 26! 
 
 23! 
 
 From— 
 
 • 
 
 To Mobile, Ala. 
 
 To New Orleans, La. 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs and butter. 
 
 Hay. 
 
 Packing - house 
 products. 
 
 1 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs. 
 
 Butter. 
 
 Hay. 
 
 Packing - house 
 products. 
 
 Omaha, Nebr. 
 
 37 
 
 58 
 
 107 
 
 30 
 
 42 
 
 37 
 
 58 
 
 87 
 
 107 
 
 30 
 
 42 
 
 Kansas City, Mo. 
 
 
 
 
 
 
 
 
 
 
 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 • 35 
 
 52 
 
 95' 
 
 623!-29 
 
 37 
 
 35 
 
 52 
 
 85 
 
 95 
 
 623!-29 
 
 37 
 
 Leavenworth, Kans. 
 
 
 
 
 
 
 
 
 
 
 
 
 From— 
 
 To Galveston, Tex. 
 
 To Port Arthur and Corpus Christi, 
 Tex. 
 
 Apples. 
 
 Poultry, dressed. 
 
 03 
 
 bJD 
 
 fcUD 
 
 w 
 
 Butter. 
 
 c3 
 
 a 
 
 Packing - house 
 products. 
 
 1 
 
 Apples. 
 
 Poultry, dressed. 
 
 Eggs. 
 
 Butter. 
 
 Hay. 
 
 Packing - house 
 products. 
 
 Omaha, Nebr. 
 
 62 
 
 113 
 
 113 
 
 133 
 
 39! 
 
 6G 
 
 62 
 
 113 
 
 113 
 
 133 
 
 c34!-39! 
 
 66 
 
 Kansas City, Mo. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 St. Joseph, Mo. 
 
 Atchison, Kan's. 
 
 •58 
 
 104 
 
 75 
 
 121 
 
 35 
 
 60 
 
 58 
 
 104 
 
 75 
 
 121 
 
 C40-35 
 
 60 
 
 Leavenworth, Kans. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a Applies on eggs. 6 When originating beyond Kansas City, Mo. 
 
 c Applies to Corpus Christi, Tex. 
 
228 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Hates on the following commodities, C. L., from Missouri River points to southern points 
 
 named, based on East St. Louis, III. —Continued. 
 
 DISTANCES. 
 
 From— 
 
 To Wil¬ 
 mington. 
 
 To Charles¬ 
 ton. 
 
 To Savan¬ 
 nah. 
 
 To Bruns¬ 
 wick. 
 
 To Jack¬ 
 sonville. 
 
 Omaha, Nebr. 
 
 Miles. 
 1,416 
 1,280 
 1,341 
 1,327 
 1, 306 
 
 Miles. 
 1,333 
 1,197 
 1,258 
 1,244 
 1,223 
 
 Miles. 
 1,318 
 1,182 
 1,243 
 1,229 
 1,208 
 
 Miles. 
 
 1,298 
 
 1,162 
 
 1,223 
 
 1,215 
 
 1,195 
 
 Miles. 
 
 1,388 
 
 1,221 
 
 1,282 
 
 1,268 
 
 1,247 
 
 Kansas City, Mo. 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 
 From— 
 
 To Pen¬ 
 sacola. 
 
 To Mo¬ 
 bile. 
 
 To New 
 Orleans. 
 
 To Gal¬ 
 veston. 
 
 To Port 
 Arthur. 
 
 To Corpus 
 Christi. 
 
 Omaha, Nebr. 
 
 Miles. 
 
 1,165 
 
 994 
 
 Miles. 
 
 1,060 
 
 868 
 
 Miles. 
 
 1,080 
 
 880 
 
 Miles. 
 
 1,005 
 
 Miles. 
 
 986 
 
 Miles. 
 
 1,320 
 
 1,120 
 
 1,181 
 
 Kansas Citv, Mo. 
 
 '805 
 
 786 
 
 St. Joseph, Mo. 
 
 1,055 
 
 1,041 
 
 1,020 
 
 936 
 
 949 
 
 873 
 
 854 
 
 Atchison, Kans. 
 
 915 
 
 927 
 
 852 
 
 833 
 
 1,168 
 
 1,146 
 
 Leavenworth, Kans. 
 
 894 
 
 906 
 
 831 
 
 812 
 
 
 Tariffs: W. T. L.. I. C. C. 636; Mo. Pac. Rwy., I. C. C. 6031, 5610, 6032; Southern Rwv., I. C. C. 9194; 
 L. and N. R. R., I. C. C. A-7486: Southern Freight Association, I. C. C., 245; South Western Tariff 
 Committee, I. C. C. 411, 405, 408, 417. 
 
 Rates on the following commodities, C. I., from Missouri River points to eastern cities, 
 
 based on East St. Louis, III. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To Montreal, Quebec. 
 
 To Halifax, 
 
 Nova Scotia. 
 
 
 Poultry, live. 
 
 Poultry, dressed. 
 
 t/" 
 
 be 
 
 be 
 
 ft 
 
 Butter. 
 
 _ 
 
 Hay. 
 
 Apples. 
 
 Poultry, live. 
 
 Poultry,dressed. 
 
 03 
 
 be 
 
 be 
 
 ft 
 
 Butter. 
 
 Hay. 
 
 Apples. 
 
 Omaha, Nebr. 
 
 121 
 
 120 
 
 110 
 
 110 
 
 55* 
 
 62* 
 
 138| 
 
 140 
 
 128 
 
 128 j 69g 
 
 76* 
 
 Kansas City, Mo. 
 
 
 
 
 
 
 
 
 
 
 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 • 121 
 
 120 
 
 110 
 
 110 
 
 «53-55* i 
 
 62* 
 
 00 
 
 CO 
 
 t-H 
 
 140 
 
 128 
 
 128 a67-69* 
 
 76* 
 
 Leavenworth, Kans. 
 
 
 
 
 
 
 
 
 
 
 
 
 From- 
 
 Omaha, Nebr. 
 
 Kansas City, Mo ... 
 
 St. Joseph, Mo. 
 
 Atchison, Kans .... 
 Leavenworth, Kans 
 
 <v 
 
 > 
 
 Sh 
 
 •—* 
 
 3 
 
 O 
 
 ft 
 
 121 
 
 121 
 
 To Portland, Oreg. 
 
 'O 
 
 03 
 
 w 
 
 m 
 
 03 
 
 <h 
 
 •o 
 
 Sh 
 
 "3 
 
 o 
 
 Oh 
 
 127 
 
 127 
 
 US 
 
 be 
 
 be 
 
 ft 
 
 116 
 
 116 
 
 (H 
 
 o> 
 
 ■Hi 
 
 3 
 
 00 
 
 116 
 
 116 
 
 A 
 
 w 
 
 03 
 
 03 
 
 ft 
 
 ft 
 
 53 60 
 
 0501-63 60 
 
 o> 
 
 > 
 
 tH 
 
 3 
 
 O 
 
 ft 
 
 121 
 
 121 
 
 To Boston, Mass. 
 
 r d 
 
 03 
 
 03 
 
 03 
 
 03 
 
 -- 
 
 •O 
 
 (H 
 
 -*H> 
 
 3 
 
 o 
 
 ft 
 
 127 
 
 127 
 
 03 
 
 be 
 
 bo 
 
 ft 
 
 116 
 
 116 
 
 03 
 
 3 
 
 00 
 
 116 
 
 116 
 
 >> 
 
 A 
 
 a 
 
 53 
 
 a50*-53 
 
 03 
 
 03 
 
 ft 
 
 ft 
 
 < 
 
 60 
 
 60 
 
 a When originating beyond. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 229 
 
 Rates on the following commodities, C. L., from Missouri River points to eastern cities, 
 
 based on East St. Louis, III. —Continued. 
 
 From— 
 
 Omaha, Nebr. 
 
 Kansas City, Mo ... 
 
 St. Joseph, Mo. 
 
 Atchison, Kans .... 
 Leavenworth, Kans 
 
 To New York, N. Y. 
 
 © 
 
 >> 
 
 O 
 
 Ph 
 
 115 
 
 115 
 
 'd 
 
 a> 
 
 OQ 
 
 GG 
 
 <d 
 
 'd 
 
 b 
 
 -4-* 
 
 r—t 
 
 P 
 
 O 
 
 ft 
 
 120 
 
 120 
 
 m 
 
 be 
 
 be 
 
 ft 
 
 110 
 
 110 
 
 © 
 
 •+H 
 
 ft 
 
 110 
 
 110 
 
 >» 
 
 e3 
 
 w 
 
 50 
 
 «47i-50 
 
 w 
 
 © 
 
 'H, 
 
 p. 
 
 <! 
 
 57 
 
 57 
 
 To Philadelphia, Pa. 
 
 © 
 
 Sh 
 
 E3 
 
 O 
 
 Pi 
 
 113 
 
 113 
 
 'O 
 
 © 
 
 CO 
 
 CO 
 
 © 
 
 'C 
 
 £ 
 tH 
 p—I 
 2 
 o 
 ft 
 
 118 
 
 118 
 
 co 
 
 be 
 
 be 
 
 ft 
 
 108 
 
 108 
 
 sh 
 
 © 
 
 ■u 
 
 s 
 
 ft 
 
 108 
 
 108 
 
 f>> 
 
 aj 
 
 EU 
 
 48 
 
 <*451-48 
 
 CO 
 
 © 
 
 Oh 
 
 ft 
 
 55 
 
 55 
 
 
 To Baltimore, Md. 
 
 
 o5 
 
 > 
 
 r-H 
 
 >> 
 
 J-H 
 
 3 
 
 a> 
 
 OQ 
 
 <D 
 
 Sh 
 
 Sh 
 
 +H 
 
 3 
 
 DO 
 
 tuo 
 
 Sh 
 
 a> 
 
 4-> 
 
 
 W 
 
 <X> 
 
 % 
 
 o 
 
 o 
 
 be 
 
 3 
 
 <£ 
 
 ft 
 
 ft 
 
 ft 
 
 ft 
 
 ft 
 
 w 
 
 c 
 
 112 
 
 117 
 
 107 
 
 107 
 
 47 
 
 54 
 
 • 112 
 
 117 
 
 107 
 
 107 
 
 a44|-47 
 
 54 
 
 From— 
 
 Omaha, Nebr. 
 
 Kansas City, Mo 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans 
 
 To Norfolk and Newport News, Va. 
 
 © 
 
 >• 
 
 U 
 
 r—{ 
 
 P 
 
 o 
 
 Ph 
 
 112 
 
 112 
 
 'd 
 
 CD 
 
 XJl 
 
 Gfc 
 
 d 
 
 Sh 
 
 *3 
 
 >* 
 
 o 
 
 Oh 
 
 117 
 
 117 
 
 GO 
 
 Sh 
 
 O) 
 
 -*-n 
 
 
 be 
 
 3 
 
 o3 
 
 ft 
 
 m 
 
 w 
 
 107 
 
 107 
 
 47 
 
 107 
 
 107 
 
 «44i-47 
 
 w 
 
 <D 
 
 r—l 
 
 ft 
 
 ft 
 
 54 
 
 54 
 
 DISTANCES. 
 
 From— 
 
 To Mon¬ 
 treal. 
 
 To Hali¬ 
 fax. 
 
 To Port¬ 
 land. 
 
 To Bos¬ 
 ton. 
 
 To New 
 York. 
 
 Omaha, Neb. 
 
 Miles. 
 
 1,334 
 
 1,277 
 
 1,338 
 
 1,305 
 
 1,303 
 
 Miles. 
 
 2,090 
 
 2,033 
 
 2,094 
 
 2,061 
 
 2,095 
 
 Miles. 
 
 1,581 
 
 1,530 
 
 1,591 
 
 1,558 
 
 1,556 
 
 Miles. 
 
 1,499 
 
 1,448 
 
 1,507 
 
 1,476 
 
 1,474 
 
 Miles. 
 1,405 
 1,342 
 1,403 
 1,395 
 1,368 
 
 Kansas City, Mo. 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 From— 
 
 To Phila¬ 
 delphia. 
 
 To Balti¬ 
 more. 
 
 To New¬ 
 port News. 
 
 To Nor¬ 
 folk. 
 
 Omaha, Nebr. 
 
 Miles. 
 
 1,314 
 
 1,251 
 
 1,312 
 
 1,304 
 
 1,277 
 
 Miles. 
 
 1,295 
 
 1,211 
 
 1,272 
 
 1,264 
 
 1,237 
 
 Miles. 
 
 1,373 
 
 1,270 
 
 1,331 
 
 1,323 
 
 1,296 
 
 Miles. 
 
 1,384 
 
 1,282 
 
 1,343 
 
 1,235 
 
 1,308 
 
 Kansas City, Mo. 
 
 St. Joseph, Mo. 
 
 Atchison, Kans. 
 
 Leavenworth, Kans. 
 
 a When originating beyond. 
 
 Tariffs: W. T. L., I. C. C. 636; Mo. Pac. Rwy., I. C. C. 6031, 5610; B. and O. S. W. R. R.. 4181; T., St. L. 
 and W. R. R., I. C. C. 310. 
 
230 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Item No. 13.— Rates on classes and commodities from and to the points named. 
 
 [Rates in cents per 100 pounds.] 
 
 FROM LOUISVILLE, KY. 
 
 [Tariffs: Trans-Continental Freight Bureau, I. C. C. 375 and 376; Southwestern Tariff Committee, I. C. C. 
 405 and 417; Louisville and Nashville R. R., I. C. C. A-7153 and 7486; Baltimore and Ohio Southwestern 
 R. R., I. C. C. 3188 and 4181; Kanawha Dispatch, I. C. C. 687 EB.] 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.a 
 
 32i 
 
 27 
 
 
 
 
 
 
 
 
 444 
 
 37 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 
 
 
 
 
 30 
 
 25 
 
 
 
 
 
 
 
 
 28 
 
 23 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 
 
 
 
 
 23 
 
 18y 
 
 
 
 
 
 
 
 
 32 
 
 25 
 
 00 
 
 24 
 
 21 
 
 20 
 
 36 
 
 32 
 
 40 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 44 
 
 39 
 
 28 
 
 27 
 
 27 
 
 22 
 
 31 
 
 61 
 
 49 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 78 
 
 
 83 
 
 73 
 
 61 
 
 49 
 
 41 
 
 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 90 
 
 
 
 
 
 
 
 
 
 
 
 
 Dis¬ 
 
 tances. 
 
 Miles. 
 
 939 
 
 (0 
 1,104 
 1,040 
 867 
 776 
 703 
 719 
 731 
 776 
 736 
 762 
 749 
 •826 
 653 
 670 
 778 
 1,035 
 956 
 1,241 
 2,358 
 2,522 
 2,569 
 2,528 
 2,486 
 2,494 
 
 To— 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 Montreal, Quebec b . 
 
 81 
 
 70 
 
 54 
 
 38 
 
 Halifax, Nova Scotia b ... 
 Portland, Me. b . 
 
 101 
 
 88 
 
 71 
 
 70 
 
 55 
 
 52 
 
 Boston, Mass, b . 
 
 } 82 
 
 39 
 
 New York, N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 75 
 
 73 
 
 65 
 
 63 
 
 50 
 
 48 
 
 35 
 
 33 
 
 Baltimore, Md. b . 
 
 72 
 
 62 
 
 47 
 
 32 
 
 Newport News, Va. b . 
 
 Norfolk, Va. b . 
 
 } 62 
 
 53i 
 
 40i 
 
 27i 
 
 Wilmington, N. C.d . 
 
 82 
 
 68 
 
 53 
 
 41 
 
 Charleston, S. C.d. 
 
 Savannah, Ga. d . 
 
 • 95 
 
 80 
 
 75 
 
 70 
 
 Brunswick, Ga. d . 
 
 Jacksonville, Fla. d . 
 
 
 
 
 
 Pensacola, Fla. d . 
 
 98 
 
 • 90 
 
 83 
 
 75 
 
 73 
 
 65 
 
 54 
 
 50 
 
 Mobile, Ala. d . 
 
 New Orleans, La.d. 
 
 Galveston. Tex. e . 
 
 
 
 
 
 Port Arthur, Tex. e . 
 
 ■ 148 
 
 130 
 
 110 
 
 101 
 
 Corpus Christi, Tex. e _ 
 
 Los Angeles, Cal. e. 
 
 San Francisco, Cal. e . 
 
 Tacoma, Wash, e. 
 
 • 300 
 
 260 
 
 220 
 
 190 
 
 Seattle, Wash, e. 
 
 Portland, Oreg.«. 
 
 Vancouver, Wash, e. 
 
 
 
 
 
 FROM EVANSVILLE, IND. 
 
 [Tariffs: Evansville and Terre Haute R. R., I. C. C. 664 and 588; Southwestern Tariff Committee, 
 I. C. C. 417, 405; L. and N. R. R., I. C. C. A-7153 and 7486; Transcontinental Freight Bureau, I. C. C. 
 375 and 376; Southern Rwy., I. C. C. 9194.] 
 
 1,002 
 
 (/) 
 1,198 
 1,134 
 987 
 896 
 823 
 841 
 853 
 881 
 755 
 740 
 720 
 810 
 625 
 642 
 696 
 958 
 889 
 1,175 
 2,249 
 2,413 
 2,538 
 2,497 
 2,377 
 2,385 
 
 Montreal, Quebec b . 
 
 Halifax, Nova Scotia b ... 
 
 Portland, Me. b . 
 
 Boston, Mass, b . 
 
 New York, N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 Baltimore, Md. b . 
 
 Newport News, Va. b __ 
 
 Norfolk, Va. b . 
 
 Wilmington, N. C.d. 
 
 Charleston, S. C.d. 
 
 Savannah, Ga. d . 
 
 Brunswick, Ga.d. 
 
 Jacksonville, Fla. d . 
 
 Pensacola, Fla.d. 
 
 Mobile, Ala. d. 
 
 New Orleans, La. d . 
 
 Galveston, Tex.«. 
 
 Port Arthur, Tex. e . 
 
 Corpus Christi, Tex. e _ 
 
 Los Angeles, Cal. e . 
 
 San Francisco, Cal. e. 
 
 Tacoma, Wash, e . 
 
 Seattle, Wash, e . 
 
 Portland, Oreg. e. 
 
 Vancouver, Wash, e . 
 
 82,[ 
 
 711 
 
 55 
 
 38i 
 
 33 
 
 27£ 
 
 
 
 
 
 
 
 
 102£ 
 
 89i 
 
 71 
 
 52± 
 
 45 
 
 37£ 
 
 
 
 
 
 .... 
 
 
 
 85£ 
 
 74 
 
 57± 
 
 40i 
 
 34£ 
 
 28 
 
 
 
 
 
 
 
 
 78i 
 
 68 
 
 52i 
 
 36£ 
 
 31£ 
 
 26 
 
 
 
 
 
 
 
 
 76£ 
 
 66 
 
 50^ 
 
 34i 
 
 29 1 
 
 24 
 
 
 
 
 
 
 
 
 75£ 
 
 65 
 
 49i 
 
 33j 
 
 28^ 
 
 23 
 
 
 
 
 
 
 
 
 92 
 
 78 
 
 61 
 
 49 
 
 38 
 
 29 
 
 20^ 
 
 28 
 
 24 
 
 23 
 
 41 
 
 38 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 87 
 
 72 
 
 62 
 
 48 
 
 38 
 
 33 
 
 23 
 
 23 
 
 22j 
 
 18 
 
 26 
 
 54 
 
 40 
 
 148 
 
 130 
 
 110 
 
 101 
 
 78 
 
 
 83 
 
 73 
 
 61 
 
 49 
 
 41 
 
 
 
 •148 
 
 130 
 
 110 
 
 101 
 
 78 
 
 
 83 
 
 73 
 
 61 
 
 49 
 
 41 
 
 
 
 •300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 95 
 
 
 
 a Per barrel. 
 
 b Governed by Official Classification. 
 o Water, 1,512 miles; rail, 1,695 miles. 
 
 d Governed by Southern Classification. 
 e Governed by Western Classification. 
 /Water, 1,632 miles; rail, 1,758 miles. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 231 
 
 Item No. 13 .—Rates on classes and commodities from and to the points named —Continued. 
 
 FROM CAIRO, ILL. 
 
 i 
 
 [Tariffs: C., C., C. and St. L. Rwy., I. C. C. 807 and 2319; N., C. and St. L. Rwy., I. C. C. 1120-A; Southern 
 
 Rwy., I. C. C. 9194; Illinois Central R. R., I. C. C. 3260.] 
 
 Dis¬ 
 
 tances. 
 
 Miles. 
 
 1,143 
 
 ( c ) 
 1,305 
 1,241 
 1,101 
 1,010 
 944 
 1,007 
 1,019 
 925 
 799 
 784 
 764 
 854 
 597 
 492 
 554 
 775 
 696 
 984 
 2,077 
 2,398 
 2,523 
 2,482 
 2,362 
 2,370 
 
 To— 
 
 Montreal, Quebec b .... 
 Halifax, Nova Scotia b. 
 
 Portland, Me.b. 
 
 Boston, Mass .b . 
 
 New York, N. Y.&. 
 
 Philadelphia, Pa.&. 
 
 Baltimore, Md.b. 
 
 Newport News, Va.b... 
 
 Norfolk, Va.b.. 
 
 Wilmington, N. C.d_ 
 
 Charleston, S. C.d. 
 
 Savannah, Ga.d. 
 
 Brunswick, Ga.d. 
 
 Jacksonville, Fla.d_ 
 
 Pensacola, Fla.d. 
 
 Mobile, Ala.d. 
 
 New Orleans, La.d. 
 
 Galveston, Tex.e. 
 
 Port Arthur, Tex.e. 
 
 Corpus Christi, Tex.e .. 
 
 Los Angeles, Cal.e. 
 
 San Francisco, Cal.e... 
 
 Tacoma, Wash.e. 
 
 Seattle, Wash.e. 
 
 Portland, Oreg.e. 
 
 Vancouver, Wash,e.... 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. a 
 
 90 
 
 78 
 
 60 
 
 42 
 
 36 
 
 30 
 
 
 
 
 
 
 
 
 130 
 
 108 
 
 84 
 
 61 
 
 49 
 
 40 
 
 
 
 
 
 
 
 
 97 
 
 84 
 
 65 
 
 46 
 
 39 
 
 32 
 
 
 
 
 
 
 
 
 90 
 
 78 
 
 60 
 
 42 
 
 36 
 
 30 
 
 
 
 
 
 
 
 
 88 
 
 76 
 
 58 
 
 40 
 
 34 
 
 28 
 
 
 
 
 
 
 
 
 87 
 
 75 
 
 57 
 
 39 
 
 33 
 
 27 
 
 
 
 
 
 
 
 
 92 
 
 78 
 
 61 
 
 49 
 
 38 
 
 29 
 
 20 ! 
 
 28 
 
 24 
 
 23 
 
 41 
 
 38 
 
 46 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 75 
 
 63 
 
 55 
 
 42 
 
 33 
 
 29 
 
 21 
 
 20 
 
 20 
 
 15 
 
 23 
 
 47 
 
 35 
 
 137 
 
 121 
 
 104 
 
 96 
 
 75 
 
 
 79 
 
 70 
 
 58 
 
 46 
 
 39 
 
 
 
 300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 95 
 
 
 
 FROM CINCINNATI, OHIO. 
 
 [Tariffs: Trans-Continental Freight Bureau, I„ C. C. 375 and 376; Southwestern Tariff Committee, 
 I. C. C. 405, 417; Louisville and Nashville R. R., I. C. C. A-7153 and 7486; B. and O. S. W. R. R. 
 I. C. C. 4181 and 3188; Kanawha Dispatch, I. C. C. 687-E. B.] 
 
 71 
 
 61! 
 
 47! 
 
 33 
 
 28 
 
 91 
 
 79! 
 
 63! 
 
 47 
 
 40 
 
 } 72 
 
 62! 
 
 48! 
 
 34! 
 
 29 
 
 65 
 
 56! 
 
 43! 
 
 30! 
 
 26 
 
 63 
 
 54! 
 
 41! 
 
 28! 
 
 24 
 
 62 
 
 53! 
 
 40! 
 
 27! 
 
 23 
 
 62 
 
 53! 
 
 40! 
 
 27! 
 
 23 
 
 62 
 
 53! 
 
 40! 
 
 27! 
 
 23 
 
 82 
 
 68 
 
 53 
 
 41 
 
 32 
 
 • 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 } 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 } 157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 • 300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 824 
 
 (/) 
 990 
 926 
 757 
 666 
 593 
 655 
 667 
 +771 
 731 
 757 
 750 
 841 
 768 
 785 
 829 
 1,149 
 1,070 
 1,358 
 2, 425 
 2,552 
 2,563 
 2,522 
 2,516 
 2,524 
 
 Montreal, Quebec b . 
 
 Halifax, Nova Scotia b ... 
 
 Portland. Me.b. 
 
 Boston, Mass.b. 
 
 New York, N. Y.b. 
 
 Philadelphia, Pa.b. 
 
 Baltimore, Md.b. 
 
 Newport News, Va.b. 
 
 Norfolk, Va.b. 
 
 Wilmington, N. C.d. 
 
 Charleston, S. C.d. 
 
 Savannah, Ga.d. 
 
 Brunswick, Ga.d. 
 
 Jacksonville, Fla.d. 
 
 Pensacola, Fla.d. 
 
 Mobile, Ala.d. 
 
 New Orleans, La.d. 
 
 Galveston, Tex.e. 
 
 Port Arthur, Tex.e. 
 
 Corpus Christi, Tex.e. 
 
 Los Angeles, Cal.e. 
 
 San Francisco, Cal.e. 
 
 Tacoma, Wash.e. 
 
 Seattle, Wash.e. 
 
 Portland, Oreg.e. 
 
 Vancouver, Wash.e. 
 
 23! 
 
 331 
 
 23! 
 
 21 ! 
 19! 
 18 ! 
 18! 
 18! 
 25 
 
 46 
 
 39 
 
 39 
 
 18 ! 
 
 35 
 
 28 
 
 28 
 
 88 
 
 88 
 
 160 
 
 24 
 
 35 
 
 27 
 
 27 
 
 78 
 
 78 
 
 125 
 
 21 
 
 27 
 
 27 
 
 27 
 
 65 
 
 65 
 
 100 
 
 20 
 
 23 
 
 22 
 
 22 
 
 52 
 
 52 
 
 100 
 
 36 
 
 40 
 
 31 
 
 31 
 
 44 
 
 44 
 
 95 
 
 32 
 
 40 
 
 61 
 
 61 
 
 40 
 
 46 
 
 49 
 
 49 
 
 « Per barrel. 
 
 b Governed by Official Classification, 
 c Water, 1,746 miles; rail, 1,899 miles. 
 
 d Governed by Southern Classification, 
 e Governed by Western Classification. 
 / Water, 1,402 miles; rail, 1,580 miles. 
 
232 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Item No. 14. —Rates on classes from and to the points named ; also distances. 
 
 [Rates in cents per 100 pounds.] 
 
 FROM DUBUQUE, IOWA. 
 
 [Tariffs: C. B. and Q. Rwy., I. C. C. 5654; Transcontinental Freight Bureau. I. C. C. 375 and 376. 
 Southwestern Tariff Committee, I. C. C. 405 and 417; Mississippi Valley Freight Committee, I. C. C; 
 B-66.] 
 
 Dis¬ 
 
 tances. 
 
 Miles. 
 
 1,008 
 
 1,764 
 
 1,255 
 
 1,173 
 
 1,079 
 
 988 
 
 969 
 
 1,120 
 
 1.132 
 
 1.236 
 1,177 
 1,162 
 1,142 
 1,232 
 1,046 
 1,004 
 
 949 
 1,205 
 1,126 
 1,364 
 
 2.237 
 2,168 
 2,100 
 2,059 
 
 2.132 
 2,140 
 
 To— 
 
 Montreal, Quebec b.... 
 Halifax, Nova Scotia b. 
 
 Portland, Me.'b. 
 
 Boston, Mass, b . 
 
 New York. N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 Baltimore, Md. b . 
 
 Newport News, Va. b ... 
 
 Norfolk, Va. b . 
 
 Wilmington, N. C. c _ 
 
 Charleston, S. C. c . 
 
 Savannah, Ga. c. 
 
 Brunswick, Ga. c . 
 
 Jacksonville, Fla. c..__ 
 
 Pensacola, Fla. c . 
 
 New Orleans, La. o . 
 
 Mobile, Ala. c . 
 
 Galveston, Tex. d . 
 
 Port Arthur, Tex. d _ 
 
 Corpus Christi, Tex. d .. 
 
 Los Angeles, Cal. d . 
 
 San Francisco, Cal. d ... 
 
 Tacoma, Wash, d . 
 
 Seattle, Wash, d . 
 
 Portland, Oreg. d . 
 
 Vancouver, Wash, d _ 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 96* 
 
 84* 
 
 66 
 
 46* 
 
 39* 
 
 32* 
 
 116* 
 
 102* 
 
 82 
 
 60* 
 
 51* 
 
 42* 
 
 •103* 
 
 90* 
 
 71 
 
 60* 
 
 42* 
 
 34* 
 
 •96* 
 
 84* 
 
 66 
 
 46* 
 
 39* 
 
 32* 
 
 94* 
 
 82* 
 
 64 
 
 44* 
 
 37* 
 
 30* 
 
 93* 
 
 81* 
 
 53 
 
 43* 
 
 36* 
 
 29* 
 
 No pub 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. a 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ..... 
 
 
 
 
 
 .... 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ished through rates. 
 
 116 
 
 95 
 
 79 
 
 61 
 
 49 
 
 43 
 
 33 
 
 33 
 
 33 
 
 28 
 
 35 
 
 68 
 
 61 
 
 >116 
 
 95 
 
 79 
 
 61 
 
 49 
 
 43 
 
 33 
 
 33 
 
 33 
 
 28 
 
 35 
 
 68 
 
 61 
 
 •157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 
 
 •300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 90 
 
 
 .... 
 
 FROM MILWAUKEE, WIS. 
 
 [Tariffs: Pere Marquette R. R., I. C. C. 62; Mississippi Valley Freight Committee, I. C. C., B-66; C. and O. 
 R. Traffic Association, I. C. C., 127; Trans-Continenta'l Freight Bureau, I. C. C. 375 and 376; Kanawha 
 Dispatch, I. C. C. 687 E. B.] 
 
 926 
 
 1,681* 
 
 1,173 
 
 1,091 
 
 997 
 
 906 
 
 887 
 
 1,031 
 1,055 
 1,118 
 1,114 
 1,112 
 1,092 
 1,182 
 
 996 
 
 997 
 942 
 
 1,235 
 
 1,157 
 
 1,444 
 
 2,350 
 
 2,345 
 
 2,180 
 
 2,139 
 
 2.309 
 
 2,317 
 
 Montreal, Quebec b . 
 
 Halifax, Nova Scotia b... 
 
 Portland, Me .b . 
 
 Boston, Mass.b. 
 
 New York, N. Y.&. 
 
 Philadelphia, Pa .b . 
 
 { 
 
 { 
 
 Baltimore, Md.b. 
 
 Newport News, Va.b. 
 
 Norfolk, Va .b . 
 
 Wilmington, N.C.cer. 
 
 Charleston, S. C .eg . 
 
 Savannah, Ga.«». 
 
 Brunswick, Ga.fp. 
 
 Jacksonville, Fla .<?0 . 
 
 Pensacola, Fla.cg.j 
 
 New Orleans, La.c. 
 
 Mobile, Ala.c. i 
 
 Galveston, Tex.d. j 
 
 Port Arthur, Tex.d. 
 
 Corpus Christi, Tex. d _! 
 
 Los Angeles, Cal. d ., 
 
 San Francisco, Cal.d.J 
 
 Tacoma, Wash.d. 
 
 Seattle. Wash.d.[ 
 
 Portland, Oreg. d . 
 
 Vancouver, Wash.d. 
 
 e 72 
 
 e 63 
 
 e. 48 
 
 e 34 
 
 e 39 
 
 e 24 
 
 
 I 
 
 
 
 
 1 
 
 / 75 
 
 /65 
 
 /50 
 
 f 35 
 
 / 30 
 
 f 25 
 
 
 
 
 
 
 ........ 
 
 e 92 
 
 e 81 
 
 e 64 
 
 e 48 
 
 e 41 
 
 e 34 
 
 
 
 
 
 
 
 / 95 
 
 f 83 
 
 / 64 
 
 / 49 
 
 / 42 
 
 f 35 
 
 
 
 
 
 
 
 
 e 79 
 
 e 69 
 
 e 53 
 
 e 38 
 
 e 32 
 
 e 26 
 
 
 
 
 
 
 
 
 / 82 
 
 f 71 
 
 f 55 
 
 / 39 
 
 / 33 
 
 / 27 
 
 
 
 
 
 
 
 
 e 72 
 
 e 63 
 
 e 48 
 
 e 34 
 
 «29 
 
 p 24 
 
 
 
 
 
 
 
 
 / 75 
 
 f 65 
 
 / 50 
 
 /35 
 
 / 30 
 
 / 25 
 
 . 
 
 
 
 
 
 
 
 e 70 
 
 e 61 
 
 e 46 
 
 e 32 
 
 e‘27 
 
 e 22 
 
 
 
 
 
 
 
 
 / 73 
 
 f 63 
 
 f 48 
 
 /33 
 
 f 28 
 
 / 23 
 
 
 
 
 
 
 
 
 e 69 
 
 ’e 60 
 
 e 45 
 
 «31 
 
 e 26 
 
 e21 
 
 
 
 
 
 
 
 
 f 72 
 
 / 62 
 
 / 47 
 
 / 32 
 
 / 27 
 
 f 22 
 
 
 
 
 
 
 .... 
 
 
 e 69 
 
 e 60 
 
 e 45 
 
 eSl 
 
 e 26 
 
 e 21 
 
 | 
 
 
 
 
 .... 
 
 
 f 72 
 
 / 62 
 
 / 47 
 
 f 32 
 
 / 27 
 
 f 22 
 
 
 
 
 
 
 
 
 123 
 
 103 
 
 79 
 
 59 
 
 47 
 
 37 
 
 32* 
 
 38 
 
 33 
 
 32 
 
 si 
 
 57 
 
 56 
 
 136 
 
 115 
 
 101 
 
 88 
 
 73 
 
 58 
 
 49 
 
 49 
 
 39 
 
 35 
 
 5S 
 
 57 
 
 70 
 
 131 
 
 110 
 
 91 
 
 68 
 
 55 
 
 47 
 
 39 
 
 39 
 
 37 
 
 32 
 
 43 
 
 74 
 
 69 
 
 116 
 
 95 
 
 79 
 
 61 
 
 49 
 
 43 
 
 33 
 
 33 
 
 33 
 
 28 
 
 35 
 
 68 
 
 61 
 
 157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 
 
 300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 95 
 
 
 
 a Per barrel. 
 
 b Governed by Official Classification. 
 c Governed by Southern Classification. 
 d Governed by Western Classification, 
 e Breaking bulk on both sides of Lake Michigan. 
 
 /Through all rail without breaking bulk. 
 
 a Based on Jeffersonville, Ind. When classes 1 to 6, inclusive, as follows, 46, 39,29, 20,17,14, by use of 
 the Official Classification produce lower rates, such rates may be applied. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 233 
 
 Item No. 14. —Rates on classes from and to the points named; also distances —Continued. 
 
 FROM SPRINGFIELD, ILL. 
 
 [Tariffs: Kanawha Dispatch, I. C. C. 687 E. B.; B. and 0. S. W. R. R., I. C. C. 3188; L. and N. R. R., 
 I. C. C.; C. and O. R. Traffic Association, I. C. C. 127; Central Freight Association, I. C. C. 9; Mis¬ 
 sissippi Valley Freight Association I. C. C. B-66; Trans-Continental Freight Bureau, I. C. C. 375 and 
 376.] 
 
 Dis¬ 
 
 tance. 
 
 To— 
 
 Miles. 
 
 977 
 1,733 
 1,230 
 1,148 
 1,009 
 918 
 896 
 958 
 971 
 1,035 
 952 
 817 
 1,008 
 938 
 822 
 763 
 708 
 965 
 886 
 1,174 
 2,107 
 2,254 
 2,471 
 2,353 
 2,228 
 2,236 
 
 Montreal, Quebec 5. 
 
 Halifax, Nova Scotia b ... 
 
 Portland, Me.,&.1 
 
 Boston, Mass, b ./ 
 
 New York, N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 Baltimore, Md. b .] 
 
 Newport News, Va. b .... 1 
 
 Norfolk, Va. b .j 
 
 Wilmington, N. C S d _ 
 
 Charleston, S. C. c. 
 
 Brunswick, Ga. c . 
 
 Jacksonville, Fla. c . 
 
 Savannah, Ga. c . 
 
 Pensacola, Fla. e. 
 
 New Orleans, La. c . 
 
 Mobile, Ala. c . 
 
 Galveston, Tex. e. 
 
 Port Arthur, Tex. e. . 
 
 Corpus Christi, Tex.e_ 
 
 Los Angeles, Cal. e. 
 
 San Francisco, Cal. e. 
 
 Tacoma, Wash, c . 
 
 Seattle, Wash, e. 
 
 Portland, Oreg. e. 
 
 Vancouver, Wash, e. 
 
 1 . 
 
 87 
 
 107 
 
 94 
 
 87 
 
 85 
 
 84 
 
 117 
 
 130 
 
 125 
 
 98 
 
 157 
 
 300 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. a 
 
 754 
 
 58 
 
 401 
 
 35 
 
 29 
 
 
 
 
 
 
 
 
 934 
 
 74 
 
 541 
 
 47 
 
 39 
 
 
 
 
 
 
 
 
 814 
 
 63 
 
 441 
 
 38 
 
 31 
 
 
 
 
 
 
 
 
 754 
 
 58 
 
 401 
 
 35 
 
 29 
 
 
 
 
 
 
 
 
 734 
 
 56 
 
 381 
 
 33 
 
 27 
 
 
 
 
 
 
 
 
 721 
 
 55 
 
 371 
 
 32 
 
 26 
 
 
 
 
 
 
 
 
 98 
 
 75 
 
 56 
 
 45 
 
 35 
 
 301 
 
 36 
 
 31 
 
 30 
 
 49 
 
 55 
 
 52 
 
 110 
 
 97 
 
 85 
 
 71 
 
 56 
 
 47 
 
 47 
 
 37 
 
 33 
 
 53 
 
 56 
 
 66- 
 
 105 
 
 87 
 
 65 
 
 53 
 
 45 
 
 37 
 
 37 
 
 35 
 
 30 
 
 41 
 
 72 
 
 65 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 28 
 
 27 
 
 22 
 
 31 
 
 61 
 
 49 
 
 137 
 
 116 
 
 106 
 
 82 
 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 9b 
 
 
 .... 
 
 FROM GRAND RAPIDS, IND. 
 
 [Tariffs: Grand Rapids and Indiana Rwy., I. C. C. 382,335; Central Freight Association, I. C. C. 9; 
 Southwestern Tariff Committee, I. C. C. 405,417; Trans-Continental Freight Bureau, I. C. C. 375,376.] 
 
 679 
 
 Montreal, Quebec b . 
 
 824 
 
 71* 
 
 55 
 
 384 
 
 33 
 
 274 
 
 1,419 
 
 Halifax, Nova Scotia b. .. 
 
 1024 
 
 894 
 
 71 
 
 524 
 
 45 
 
 374 
 
 942 
 
 860 
 
 Portland, Jle.6. 
 
 Boston, Mass.b. 
 
 } 894 
 
 774 
 
 60 
 
 424 
 
 36 
 
 294 
 
 790 
 
 New York, N. Y.b . 
 
 824 
 
 714 
 
 55 
 
 384 
 
 33 
 
 274 
 
 815 
 
 Philadelphia, Pa. b . 
 
 804 
 
 69g 
 
 53 
 
 364 
 
 31 
 
 254 
 
 796 
 
 Baltimore, Md.5. 
 
 ] 
 
 
 
 
 
 
 963 
 
 Newport News, Va.b. 
 
 [ 79| 
 
 68 g 
 
 52 
 
 354 
 
 30 
 
 244 
 
 965 
 
 Norfolk, Va .b . 
 
 j 
 
 
 
 
 
 
 1,080 
 
 1,039 
 
 Wilmington, N.C.e. 
 
 Charleston, S. C.e. 
 
 136 
 
 1034 
 
 874 
 
 65 
 
 52 
 
 41 
 
 1,065 
 
 1,149 
 
 1,074 
 
 1,003 
 
 Savannah, Ga.c. 
 
 Jacksonville, Fla.c. 
 
 Brunswick, Ga.c. 
 
 >149 
 
 1254 
 
 1094 
 
 94 
 
 78 
 
 62 
 
 Pensacola, Fla.c. 
 
 144 
 
 1204 
 
 994 
 
 74 
 
 60 
 
 51 
 
 1,094 
 
 1,020 
 
 Mobile, Ala.c. 
 
 New Orleans, La.c. 
 
 Galveston, Tex.e. 
 
 -116 
 
 95 
 
 79 
 
 61 
 
 49 
 
 43 
 
 1,254 
 
 Port Arthur, Tex.e. 
 
 >177 
 
 156 
 
 131 
 
 115 
 
 91 
 
 
 1,542 
 
 Corpus Christi, Tex.e_ 
 
 
 
 
 
 
 
 2,447 
 
 Los Angeles, Cal.e. 
 
 
 
 
 
 
 
 2,510 
 
 San Francisco, Cal.e. 
 
 
 
 
 
 
 
 2,447 
 
 2,406 
 
 Tacoma, Wash.e. 
 
 Seattle, Wash.e. 
 
 ■300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 2,474 
 
 Portland, Oreg.e. 
 
 
 
 
 
 
 
 2,482 
 
 Vancouver, Wash.e. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 To ( 
 
 )hioI 
 
 liver, 
 
 Offic 
 
 lal C 
 
 lassi 
 
 fica- 
 
 tion. 
 
 To Ohio River,Official Classifica¬ 
 tion. 
 
 a Per barrel. 
 
 b Governed by Official Classification, 
 e Governed by Southern Classification. 
 
 d Based on Jeffersonville, Ind. When classes 1 to 6, inclusive, as follows, 40, 34, 25, 17, 15, 12, oy use 
 of the Official Classification produce lower rates, such rates may be applied. 
 
 « Governed by Western Classification. 
 
234 
 
 DIGEST OF HE AKIN GS ON KAIL WAY RATES 
 
 Item No. 14. — Rates on classes from and to the points named; also distances —Continued. 
 
 FROM INDIANAPOLIS, IND, 
 
 [Tariffs: Trans-Continental Freight Bureau, I. C. C. 375 and 376; Southwestern Tariff Committee, 
 I. C. C. 417 and 405; Kanawha Dispatch, I. C. C. 687 E. B.; T. H. and I. R. R., I. C. C. 1017; C. C. C. 
 and St. L. Rwy., I. C. C. 2319; Chicago and Ohio River Traffic Association, I. C. C. 127.] 
 
 Dis¬ 
 
 tances. 
 
 Miles. 
 
 833 
 1,589 
 1,029 
 965 
 825 
 734 
 704 
 766 
 778 
 835 
 842 
 868 
 859 
 952 
 764 
 888 
 781 
 1,107 
 1,028 
 1,316 
 2,299 
 2,441 
 2,448 
 2,407 
 2,405 
 2,413 
 
 To— 
 
 Montreal, Quebec b .... 
 Halifax, Nova Scotia b. 
 
 Portland, Me. b . 
 
 Boston, Mass, b . 
 
 New York, N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 Baltimore, Md. b . 
 
 Newport News, Va. b... 
 
 Norfolk, Va. b . 
 
 Wilmington.N.C. cd... 
 
 Charleston, S. C. c d . 
 
 Savannah,Ga. cd . 
 
 Brunswick, Ga. cd . 
 
 Jacksonville, Fla. cd.... 
 
 Pensacola, Fla. cd. 
 
 New Orleans, La. c . 
 
 Mobile, Ala. c . 
 
 Galveston, Tex. e . 
 
 Port Arthur, Tex. e . 
 
 Corpus Christi, Tex. e .. 
 
 Los Angeles, Cal. e. 
 
 San Francisco, Cal. e ... 
 
 Tacoma, Wash, e . 
 
 Seattle, Wash, e. 
 
 Portland, Oreg. e . 
 
 Vancouver, Wash, e _ 
 
 1. 
 
 2. 
 
 3. 
 
 4, 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.a 
 
 81 
 
 70 
 
 54 
 
 38 
 
 32| 
 
 27 
 
 
 
 
 
 
 
 
 101 
 
 88 
 
 70 
 
 52 
 
 44i 
 
 37 
 
 
 
 
 
 
 
 
 1 76i 
 
 66i 
 
 51| 
 
 36i 
 
 31 
 
 25 
 
 
 
 
 
 
 
 
 69£ 
 
 60£ 
 
 46£ 
 
 32i 
 
 28 
 
 23 
 
 
 
 
 
 
 
 
 67£ 
 
 58£ 
 
 44i 
 
 30l 
 
 26 
 
 21 
 
 
 
 
 
 
 
 
 l 661 
 
 57£ 
 
 43| 
 
 29y 
 
 25 
 
 20 
 
 
 
 
 
 
 
 
 107 
 
 90 
 
 72i 
 
 53i 
 
 41* 
 
 33 
 
 26^ 
 
 32 
 
 26 
 
 26 
 
 45 
 
 49 
 
 42 
 
 >120 
 
 102 
 
 94i 
 
 82i 
 
 67i 
 
 54 
 
 43 
 
 43 
 
 32 
 
 29 
 
 49 
 
 49 
 
 56 
 
 115 
 
 97 
 
 84i 
 
 62i 
 
 49i 
 
 43 
 
 33 
 
 33 
 
 30 
 
 26 
 
 37 
 
 66 
 
 55 
 
 CO 
 
 OO 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 27 
 
 27 
 
 22 
 
 31 
 
 61 
 
 49 
 
 •157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 .... 
 
 .... 
 
 pO 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 95 
 
 
 
 FROM RICHMOND, IND. 
 
 [Tariffs: G. R. and I. Rwy., I. C. C. 335 and 382.] 
 
 801 
 1,557 
 976 
 912 
 750 
 659 
 624 
 711 
 733 
 837 
 
 797 
 
 823 
 
 898 
 
 907 
 
 834 
 
 817 
 825 
 1,119 
 1,040 
 1,328 
 2,367 
 2,508 
 2,489 
 2,448 
 2, 453 
 2,461 
 
 Montreal, Quebec b . 
 
 Halifax, Nova Scotia b... 
 
 Portland, Me. b . 
 
 Boston, Mass, b . 
 
 New York, N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 Baltimore, Md. b . 
 
 Newport News, Va. b . 
 
 Norfolk, Va. 6. 
 
 Wilmington, N. C. cf _ 
 
 Charleston, S. C. cf . 
 
 Savannah, Ga. cf . 
 
 Brunswick, Ga. cf . 
 
 Jacksonville, Fla. cf . 
 
 Pensacola, Fla. cf . 
 
 Mobile, Ala. c . 
 
 New Orleans, La. c . 
 
 Galveston, Tex. e . 
 
 Port Arthur, Tex. e . 
 
 Corpus Christi, Tex. e _ 
 
 Los Angeles, Cal. e . 
 
 San Francisco, Cal.e. 
 
 Tacoma, Wash, e . 
 
 Seattle, Wash, e . 
 
 Portland, Oreg. e . 
 
 Vancouver, Wash, e . 
 
 73£ 
 
 63i 
 
 49 
 
 34i 
 
 29i 
 
 24i 
 
 93i 
 
 81* 
 
 65 
 
 48£ 
 
 41* 
 
 34i 
 
 } 73 
 
 63 
 
 49 
 
 35 
 
 29i 
 
 24 
 
 J 66 
 
 57 
 
 44 
 
 31 
 
 26| 
 
 22 
 
 64 
 
 1 
 
 55 
 
 42 
 
 29 
 
 24i 
 
 20 
 
 i 63 
 
 54 
 
 41 
 
 28 
 
 23i 
 
 19 
 
 i 
 
 136 
 
 1131 
 
 He* 
 
 OO 
 
 65 
 
 52 
 
 41 
 
 •149 
 
 1241 
 
 109i 
 
 94 
 
 78 
 
 62 
 
 144 
 
 1201 
 
 99i 
 
 74 
 
 60 
 
 51 
 
 } 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 •157 
 
 137 
 
 116 
 
 106 
 
 82 
 
 
 [3OO 
 
 260 
 
 220 
 
 190 
 
 165 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 To ( 
 
 )hio 
 
 River 
 
 , Offii 
 
 dal 
 
 Jlasj 
 
 lift- 
 
 cation. 
 
 I I I I I 1 
 
 [To Ohio River, Official Classifi- 
 \ cation. 
 
 I I I I I I 
 
 To Ohio River, Official Classifi¬ 
 cation. 
 
 a Per barrel. 
 
 b Governed by Official Classification. 
 c Governed by Southern Classification. 
 
 d Based on Cincinnati, Ohio, and Jeffersonville, Ind., on classes 1 to 6, inclusive, as follows: 25,22, 
 19£, 12£, 9|, and 8, by use of the Official Classification, produce lower rates; such rates may be applied. 
 e Governed by Western Classification. 
 f Based on Cincinnati, Ohio and Jeffersonville, Ind. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 235 
 
 Item No. 14.— Rates on classes from and to the points named; also distances —Continued. 
 
 FROM COLUMBUS, OHIO. 
 
 [Tariffs: Trans-Continental Freight Bureau, I. C. C. 375 and 376; Southwestern Tariff Committee, I. C. 
 C. 405 and 417; C. C. C. and St. L. Rwy., I. C. C. 2319, 807,1682; Norfolk and Western Railway, I. C. C. 
 2655; Central Freight Association, I. C. C.9.] 
 
 Dis¬ 
 
 tances. 
 
 To— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Miles. 
 
 747 
 
 Montreal, Quebec b . 
 
 69 
 
 60 
 
 46 
 
 32 
 
 27i 
 
 1,503 
 
 884 
 
 Halifax, Nova Scotia b ... 
 Portland, Me. b . 
 
 109 
 } 64i 
 
 90 
 
 56 
 
 70 
 
 43| 
 
 51 
 
 31 
 
 40£ 
 
 26 
 
 820 
 
 Boston, Mass, b . 
 
 637 
 
 546 
 
 New York, N. Y. b . 
 
 Philadelphia, Pa. b . 
 
 57i 
 
 55| 
 
 50 
 
 48 
 
 38i 
 
 36£ 
 
 27 
 
 25 
 
 23 
 
 21 
 
 511 
 
 Baltimore, Md. b . 
 
 1 
 
 
 635 
 
 805 
 
 Newport News, Va. b . 
 
 Norfolk, Va. b . 
 
 } 54| 
 
 47 
 
 354 
 
 24 
 
 20 
 
 647 
 
 Wilmington, N. C. c. 
 
 91 
 
 76 
 
 60 
 
 47 
 
 37 
 
 847 
 
 873 
 
 Charleston, S.C. c . 
 
 Savannah, Ga. c . 
 
 866 
 
 Brunswick, Ga. c. 
 
 •120 
 
 102 
 
 94i 
 
 82^ 
 
 671 
 
 957 
 
 Jacksonville, Fla. c. 
 
 
 884 
 
 Pensacola, Fla. c . 
 
 
 
 
 
 
 945 
 
 New Orleans, La. c. 
 
 ■110 
 
 90 
 
 
 58 
 
 47 
 
 901 
 
 Mobile, Ala. c. 
 
 75 
 
 1,295 
 
 1,216 
 
 Galveston, Tex. e. 
 
 
 
 
 
 
 Port Arthur, Tex. e. 
 
 •177 
 
 156 
 
 131 
 
 115 
 
 91 
 
 1,504 
 2,479 
 2,625 
 2,579 
 2,538 
 2,589 
 2,597 
 
 Corpus Christi, Tex. e _ 
 
 Los Angeles, Cal. e. 
 
 San Francisco, Cal. e. 
 
 
 
 
 
 
 Tacoma, Wash, e. 
 
 •300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 Seattle, Wash, e . 
 
 Portland, Oreg. e . 
 
 Vancouver, Wash.«. 
 
 
 
 
 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.a 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 221 
 
 30 
 
 20 
 
 d 19 
 
 42 
 
 37 
 
 38 
 
 6 . 
 
 23 
 
 33 
 
 21 
 
 19 
 
 17 
 
 16 
 
 29 
 
 41 
 
 [To Ohio River, Official Classifica¬ 
 tion beyond. 
 
 31 
 
 95 
 
 160 
 
 31 
 
 84 
 
 125 
 
 31 
 
 70 
 
 100 
 
 26 
 
 58 
 
 100 
 
 33 
 
 50 
 
 95 
 
 65 
 
 57 
 
 FROM MADISON, WIS. 
 
 [Tariffs: Chicago and Ohio River Traffic Association, I. C. C. 127; Southwestern Tariff Committee. 
 I. C. C. 405 and 417; Mississippi Valley Freight Committee, I. C. C. B-66; Trans-Continental Freight 
 Bureau, I. C. C. 375 and 376.] 
 
 980 
 1,736 
 1,227 
 
 1.145 
 1,051 
 
 960 
 941 
 1,092 
 1,104 
 1,172 
 1,168 
 1,166 
 
 1.146 
 1,236 
 1,050 
 
 996 
 941 
 1,235 
 1,156 
 1,444 
 2,301 
 2,298 
 2,126 
 2,085 
 2,262 
 2,270 
 
 Montreal, Quebec b f . 
 
 
 
 
 
 
 
 
 
 
 ; 1 
 
 
 
 Halifax, Nova Scotia b f . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Portland, Me.bf . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Boston, Mass, bf ...». 
 
 
 
 
 
 
 
 
 
 
 
 
 
 New York, N. Y .bf . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Philadelphia, Pa .bf . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Baltimore, Md. b f . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Newport News, Va. bf ... 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Norfolk, Va. bf . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Wilmington, N. C .eg _ 
 
 Charleston, S. C. c g . 
 
 Savannah, Ga. c g . 
 
 123 
 
 • 136 
 
 103 
 
 115 
 
 110 
 
 95 
 
 137 
 
 260 
 
 79 
 
 101 
 
 91 
 
 79 
 
 116 
 
 220 
 
 59 
 
 88 
 
 68 
 
 61 
 
 106 
 
 190 
 
 47 
 
 73 
 
 55 
 
 49 
 
 82 
 
 165 
 
 37 
 
 58 
 
 47 
 
 43 
 
 32i 
 
 49 
 
 39 
 
 33 
 
 88 
 
 160 
 
 38 
 
 49 
 
 39 
 
 33 
 
 78 
 
 125 
 
 33 
 
 39 
 
 37 
 
 33 
 
 65 
 
 100 
 
 32 
 
 35 
 
 32 
 
 28 
 
 52 
 
 100 
 
 51 
 
 55 
 
 43 
 
 35 
 
 44 
 
 95 
 
 57 
 
 57 
 
 74 
 
 68 
 
 56 
 
 70 
 
 69 
 
 61 
 
 Brunswick, Ga. c a 
 
 Jacksonville, Fla. eg . 
 
 Pensacola. Fla. eg . 
 
 131 
 
 116 
 
 • 157 
 
 ■ 300 
 
 New Orleans, La. c . 
 
 Mobile, Ala. c . 
 
 Galveston, Tex. « . 
 
 Port Arthur, Tex. e . 
 
 Corpus Christi, Tex. e _ 
 
 Los Angeles, Cal. e . 
 
 
 
 
 San Francisco, Cal. « _ 
 
 Tacoma, Wash, e . 
 
 Seattle, Wash, e. 
 
 Portland, Oreg. e . 
 
 
 
 
 Vancouver, Wash, e . 
 
 
 a Per barrel. 
 
 b Governed by Official Classification. • 
 
 o Governed by Southern Classification. 
 
 d Grain, 18 cents per 100 pounds. Flour per barrel, 36 cents. 
 e Governed by Western Classification. 
 
 /No published through rates. Rates governed by Western Classification west of Chicago, Ill., and 
 Official Classification beyond. 
 
 (/Based on Cincinnati, Ohio, and Jeffersonville, Ind., when classes 1 to 6, inclusive, as follows: 46, 
 39, 29, 20, 17, 14, by use of the Official Classification, produce lower rates, such rates may be applied. 
 
23(3 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Item No. 14. —Rates on classes from and to the points named; also distances —Continued. 
 
 FROM CHICAGO, ILL. 
 
 [Tariffs: Trans-Continental Freight Bureau, I. C. C. 375 and 376; Mississippi Valley Freight Committee, 
 I. C. C. B-66; Grand Trunk Rwy., I. C. C. A-860; Kanawha Dispatch, I. C. C. 687-EB; Chicago and 
 Ohio River Traffic Association, I. C. C. 127; Southwestern Tariff Committee, I. C. C. 405 and 417.] 
 
 Dis¬ 
 
 tances. 
 
 Miles. 
 
 841 
 1.597 
 1,088 
 1,044 
 912 
 821 
 802 
 953 
 965 
 1,069 
 1,029 
 1,027 
 1,007 
 1,097 
 912 
 912 
 857 
 1,151 
 1,072 
 1,360 
 2,265 
 2,328 
 2,265 
 2,224 
 2,292 
 2,300 
 
 To— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 Montreal, Quebec b . 
 
 75 
 
 65 
 
 50 
 
 35 
 
 Halifax, Nova Scotia b... 
 
 Portland, Me.f». 
 
 Boston, Mass.b. 
 
 95 
 
 } 82 
 
 83 
 
 71 
 
 66 
 
 55 
 
 49 
 
 39 
 
 New York, N. Y.b . 
 
 75 
 
 65 
 
 50 
 
 35 
 
 Philadelphia, Pa.&. 
 
 Baltimore, Md.5. 
 
 73 
 
 ] 
 
 63 
 
 48 
 
 33 
 
 Newport News, Va.£>. 
 
 Norfolk, Va.&. 
 
 i 72 
 
 62 
 
 47 
 
 32 
 
 Wilmington, N. C.«d. 
 
 Charleston, S. C.cd . 
 
 117 
 
 98 
 
 75 
 
 56 
 
 Savannah, Ga.ed. 
 
 Brunswick, Ga.cd. 
 
 Jacksonville, Fla.ctf. 
 
 • 130 
 
 110 
 
 97 
 
 85 
 
 Pensacola, Fla.cd. 
 
 125 
 
 105 
 
 87 
 
 65 
 
 New Orleans, La.c. 
 
 Mobile, Ala.c. 
 
 Galveston, Tex.e. 
 
 } 110 
 
 90 
 
 75 
 
 58 
 
 Port Arthur, Tex.e. 
 
 Corpus, Christi, Tex.e_ 
 
 Los Angeles, Cal.e. 
 
 San Francisco, Cal.e. 
 
 [ 157 
 
 137 
 
 116 
 
 106 
 
 Tacoma, Wash.e. 
 
 Seattle, Wash.e. 
 
 Portland, Oreg.e. 
 
 Vancouver, Wash.e. 
 
 • 300 
 
 260 
 
 220 
 
 190 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F.ffl 
 
 30 
 
 25 
 
 
 
 
 
 
 
 
 42 
 
 35 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 
 
 
 
 
 30 
 
 25 
 
 
 
 
 
 
 
 
 28 
 
 23 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 
 
 
 
 
 45 
 
 35 
 
 30i 
 
 36 
 
 31 
 
 30 
 
 30 
 
 52 
 
 52 
 
 71 
 
 56 
 
 47 
 
 47 
 
 37 
 
 33 
 
 33 
 
 56 
 
 66 
 
 53 
 
 45 
 
 37 
 
 37 
 
 35 
 
 30 
 
 41 
 
 72 
 
 65 
 
 47 
 
 41 
 
 31 
 
 31 
 
 31 
 
 26 
 
 33 
 
 65 
 
 57 
 
 82 
 
 
 88 
 
 78 
 
 65 
 
 52 
 
 44 
 
 
 
 165 
 
 
 160 
 
 125 
 
 100 
 
 100 
 
 95 
 
 
 t 
 
 
 
 
 
 
 
 
 
 
 a Per barrel. 
 
 & Governed by Official Classification. 
 c Governed by Southern Classification. 
 
 cl Based on Cincinnati, Ohio, and Jeffersonville, Ind. When classes 1 to 6 inclusive, as follows, 40, 34, 
 25,17,15,12, by the use of the Official Classification, produce lower rates, such rates may be applied, 
 e Governed'by Western Classification. 
 
 Item No. 15. —Rates on grain, grain products , packing-house products , and dressed 
 
 meats to ports on the Atlantic Ocean. 
 
 [Rates in cents per 100 pounds.] 
 
 From— 
 
 To New York, N. Y. 
 
 To Boston, Mass., and Portland, Me. 
 
 O 
 
 "d 
 
 O 
 
 Sh 
 
 d: 
 
 o 
 
 _, ' 
 
 <33 c n 
 U CD 
 
 bca 
 
 r-i 
 
 It 
 
 os 
 
 OS 
 
 0 
 
 «-i 
 
 o 
 
 a 
 
 x 
 
 a> 
 
 os 
 
 r* 
 
 0 
 
 (H 
 
 o 
 
 a 
 
 x 
 
 <v 
 
 o 
 
 p 
 
 o 
 
 fH 
 
 a 
 
 cS 
 
 s- 
 
 0 
 
 o 
 
 a 
 
 x 
 
 o 
 
 u 
 
 P 
 
 o 
 
 s 
 
 x 
 
 o 
 
 p 
 
 'p 
 
 o 
 
 u 
 
 a 
 
 w 
 
 P 
 
 O 
 
 a 
 
 be 
 
 P 
 
 oS 
 
 a 
 
 *- Lh I 
 
 a o a 
 
 <V oS o 
 
 r t, o 
 
 'S Si, 
 .tea 
 
 «*i 
 
 a> <v « 
 ^ ^ o 
 
 t/f C j- 
 
 O 
 
 3 
 
 T) 
 
 O 
 
 rH O 
 
 •rH 
 
 ss 
 
 ■s-§ 
 
 sS 
 
 0 
 
 X 
 
 <u 
 
 £ 
 
 0 
 
 X 
 
 0> 
 
 8 
 
 c; 
 
 S3 
 
 'd 
 
 o 
 
 a 
 
 03 
 
 t- 
 
 0 
 
 O 
 
 a 
 
 x 
 
 Ol 
 
 u, 
 
 p 
 
 O 
 
 ■8 
 
 o 
 
 p 
 
 'p 
 
 o 
 
 tH 
 
 a 
 
 o> 
 
 CO 
 
 p 
 
 O 
 
 .c 
 
 be 
 
 a 
 
 •r^ 
 
 .X 
 
 o 
 
 oS 
 
 a 
 
 - a i 
 
 &o a 
 
 o> os o 
 
 (h O 
 00 « 
 “bed 
 
 1 T* •—< 
 
 odl oc 
 ^2 S bo 
 . _ o 
 z.p-2 
 
 Chicago, Ill. 
 
 Detroit, Mich. 
 
 Grand Rapids, Mich .. 
 South Bend, Ind. 
 
 171 
 
 131 
 
 17 
 
 17 
 
 131 
 
 10 
 
 13 
 
 13 
 
 14 
 
 11 
 
 131 
 
 131 
 
 13 
 
 30 
 
 45 
 
 19| 
 
 10 
 
 23i 
 
 35 
 
 15A 
 
 121 
 
 29 
 
 43 
 
 19 
 
 121 
 
 29 
 
 43 
 
 19 
 
 _ 
 
 131 30 
 
 10 11 
 
 13 131 
 
 13 131 
 
 13 
 
 10 
 
 121 
 
 30 
 
 261 
 
 32 
 
 32 
 
 45 
 
 35 
 
 43 
 
 43 
 
 Tariff: Grand Trunk Rwy., I. C. C. A-860, 708, and 1008. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 237 
 
 Item No. 15. —Hates on grain, grain products, packing-house products, and dressed meats 
 
 to ports on the Atlantic Ocean —Continued. 
 
 From— 
 
 To Montreal, Quebec.- 
 
 To St. John, New Brunswick. 
 
 Grain and grain products 
 (domestic). 
 
 Grain (export). 
 
 Grain products (export). 
 
 Flour (export). 
 
 Packing-house products. 
 
 Dressed meats—beef,sheep, 
 and hogs in refrigerator 
 cars and hogs in common 
 ! cars. 
 
 Grain and grain products 
 
 (donu Stic). 
 
 Grain (export). 
 
 i 
 
 Grain products (export). 
 
 Flour (export). 
 
 Packing-house products. 
 
 Dressed meats—beef,sheep, 
 
 and hogs in refrigerator 
 
 cars and hogs in common 
 
 cars. 
 
 Chicago, Ill. 
 
 19? 
 
 121 
 
 12 
 
 12 
 
 30 
 
 - 45 
 
 29? 
 
 13i 
 
 14 
 
 13 
 
 42 
 
 62i 
 
 Detroit, Mich. 
 
 15? 
 
 
 
 
 25 
 
 35 
 
 25i 
 
 10 
 
 11 
 
 10 
 
 35i 
 
 52i 
 
 Grand Rapids, Mich... 
 
 19 
 
 12 
 
 Hi 
 
 lli 
 
 29 
 
 43 
 
 29 
 
 13 
 
 13i 
 
 12 i 
 
 41 
 
 60? 
 
 South Bend. Ind. 
 
 19 
 
 12 
 
 lli 
 
 lli 
 
 29 
 
 43 
 
 29 
 
 13 
 
 13? 
 
 12 ? 
 
 41 
 
 60i 
 
 Rates on commodities, C. L.,frorn the following points to Pacific coast points, via all rail. 
 
 [Rates in cents per 100 pounds.] 
 
 
 To San Francisco, Cal. 
 
 To Portland, Oreg. 
 
 From— 
 
 Wheat. 
 
 Corn. 
 
 Packing¬ 
 
 house 
 
 products. 
 
 Fresh 
 
 meats. 
 
 Wheat. 
 
 Corn. 
 
 Packing¬ 
 
 house 
 
 products. 
 
 Fresh 
 
 meats. 
 
 St. Paul, Minn. 
 
 75 
 
 75 
 
 160 
 
 200 
 
 70 
 
 50 
 
 160 
 
 200 
 
 Kansas City, Mo. 
 
 65 
 
 55 
 
 160 
 
 200 
 
 70 
 
 50 
 
 160 
 
 200 
 
 Chicago, Ill. 
 
 80 
 
 80 
 
 170 
 
 200 
 
 80 
 
 80 
 
 170 
 
 200 
 
 East St. Louis, Ill. 
 
 75 
 
 75 
 
 165 
 
 200 
 
 ' 75 
 
 75 
 
 165 
 
 200 
 
 
 
 
 
 
 To Seattle, Wash. 
 
 To Tacoma, Wash. 
 
 From— 
 
 Wheat. 
 
 Corn. 
 
 Packing¬ 
 
 house 
 
 products. 
 
 Fresh 
 
 meats. 
 
 Wheat. 
 
 Corn. 
 
 Packing¬ 
 
 house 
 
 products. 
 
 Fresh 
 
 meats. 
 
 St. Paul, Minn. 
 
 70 
 
 50 
 
 160 
 
 200 
 
 70 
 
 50 
 
 160 
 
 200 
 
 Kansas City, Mo. 
 
 70 
 
 70 
 
 160 
 
 200 
 
 70 
 
 70 
 
 160 
 
 200 
 
 Chicago, Ill. 
 
 80 
 
 80 
 
 170 
 
 200 
 
 80 
 
 80 
 
 170 
 
 200 
 
 East St. Louis, Ill. 
 
 75 
 
 75 
 
 165 
 
 200 
 
 75 
 
 75 
 
 165 
 
 200 
 
 
 Tariff: Trans-Continental Freight Bureau, I. C. C. 375 and 376. 
 
REGULATION OF RAILWAY RATES 
 
 DIGEST OF THE HEARINGS 
 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX III. 
 
 LONG AND SHORT HAUL RATES. 
 
 DECEMBER 19, 1905. 
 
 239 
 

 
APPENDIX 111. 
 
 \ 
 
 LONG AND SHORT HAUL RATES. 
 
 On October 20, 1887, the auditor of the Interstate Commerce 
 Commission addressed to the railway carriers subject to its jurisdic¬ 
 tion a circular letter of which the following is a copy: 
 
 Interstate Commerce Commission, 
 
 Department of Statistics, 
 Washington, October 20, 1887. 
 
 Dear Sir : Are there any points upon the railroad of your company, or upon 
 any railroad operated by your company, under lease or otherwise, to or from 
 which interstate rates for passengers or freight are made by your road alone, or 
 in combination with other roads, which are greater than the rates to or from 
 more distant points in the same direction over the same line? 
 
 If yes, please state what points are so treated. Also state the rates so made 
 to or from such points, respectively, showing the higher and the lower rates 
 charged. 
 
 The foregoing information could probably be collected from the tariffs on file 
 in the office of the Commission, but not without great labor and an enormous 
 amount of comparison and revision. Every manager can, of course, state at 
 once, of his own knowledge, how the fourth section of the act to regulate com¬ 
 merce is practically applied at the stations on his own line. 
 
 The work of the Commission will be greatly facilitated by prompt answers to 
 the above questions, which are asked under the twelfth section of the act. 
 
 Any statement which you may see fit to make concerning the circumstances 
 and conditions of the traffic, if any, conducted in opposition to the short-haul 
 principle of the law will be considered, and such explanation will probably be 
 of material assistance to the Commission in the performance of its duties. 
 
 For the Commission. 
 
 Very respectfully, yours, C. C. McCain, Auditor. 
 
 In response to the foregoing a large number of railway companies, 
 by their chief rate-making officers, stated that in no instance were 
 their interstate rates so adjusted as to establish greater charges for 
 intermediate hauls than for longer hauls over the same line and in the 
 same direction. 
 
 The following list of carriers making this statement is copied from 
 pages 138 to 140, inclusive, of the First Annual Report of the Inter¬ 
 state Commerce Commission: 
 
 Addison and Pennsylvania Rwy. 
 Adirondack Rwy. 
 
 Americus, Prescott and Lumpkin R. R. 
 Annapolis, Washington and Baltimore 
 R. R. 
 
 Arizona and New Mexico Rwy. 
 Arkansas and Louisiana Rwy. 
 Arkansas Midland Rwy. 
 
 Ashland Coal and Iron Co. 
 
 Atlantic and North Carolina R. R. 
 Augusta, Gibson and Sandersville R. R. 
 Baltimore and Delaware Bay R. R. 
 Baltimore and Ohio R. R. 
 
 Bangor and Portland Rwy. and Mar¬ 
 tins Creek Branch. 
 
 Bangor and Piscataquis Rwy. 
 
 Beech Creek R. R. 
 
 Bells Gap Rwy. 
 
 Bennington and Rutland Rwy. 
 
 Boston and Albany R. R. 
 
 Boston and Lowell R. R. 
 
 Boston and Providence R. R. 
 
 Bridgton and Saco River R. R. 
 Brighthope Rwy. 
 
 Brunswick and Western R. R. 
 
 Buffalo, Rochester and Pittsburg Rwy. 
 
 S. Doc. 244, 59-1-16 
 
 241 
 
242 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Burlington and Lamoille R. R. 
 Burlington and Northwestern Rwy. 
 Cairo, Vincennes and Chicago Line. 
 Canada Atlantic Rwy. 
 
 Cape Girardeau Southwestern Rwy. 
 Carthage and Adirondack Rwy. 
 Catskill Mountains Rwy. 
 
 Central Iowa Rwy. 
 
 Central R. R. of New Jersey. 
 
 Central Vermont R. R. 
 
 Centreville, Moravia and Albia R. R. 
 Charleston, Cincinnati and Chicago 
 R. R. 
 
 Cheshire R. R. 
 
 Chesapeake and Nashville Rwy. 
 Chicago and Alton II. R. 
 
 Chicago and Atlantic Rwy. 
 
 Chicago and Ohio River R. R. 
 
 Chicago and West Michigan Rwy. 
 Chicago, Burlington and Northern 
 R. R. 
 
 Chicago, Kansas and Nebraska Rwy. 
 Chicago, Milwaukee and St. Paul Rwy. 
 Chicago, Rock Island and Pacific Rwy. 
 Chicago, Santa Fe and California Rwy. 
 Chicago, St.. Louis and Pittsburg R. R. 
 Cincinnati and Muskingum Valley 
 Rwy. 
 
 Cincinnati, Indianapolis and St. Louis 
 and Chicago Rwy. 
 
 Cincinnati, Lebanon and Northern 
 Rwy. 
 
 Cincinnati, Wabash and Michigan 
 Rwy. 
 
 Cincinnati, Washington and Baltimore 
 R. R. 
 
 Clarksburgh, Weston and Glenville 
 R. R. 
 
 Clearfield and Jefferson Rwy. 
 Cleveland, Akron and Columbus Rwy. 
 Cleveland and Marietta Rwy. 
 Cleveland, Lorain and Wheeling Rwy. 
 Cleveland, Columbus, Cincinnati and 
 Indianapolis Rwy. 
 
 Colorado Midland R. R. 
 
 Columbus and Eastern Rwy. 
 
 Columbus and Cincinnati Midland 
 R. R. 
 
 Columbus, Hocking Valley and Toledo 
 Rwy. 
 
 Concord R. R. 
 
 Connecticut River R. R. 
 
 Cornwall and Lebanon R. R. 
 Coudersport and Port Allegheny R. R. 
 Council Bluffs and St. Louis Rwy. 
 Cresson and Clearfield County and 
 New York Shore Route R. R. 
 
 Crown Point Iron Co.’s R. R. 
 Cumberland and Pennsylvania R. R. 
 Cumberland Valley R. R. 
 
 Danville and New River R. R. 
 Delaware and Hudson Canal Co. 
 Delaware, Lackawanna and Western 
 R. R. 
 
 Denver, Utah and Pacific R. R. 
 
 Denver, Tev«« and Gulf Rwy. 
 
 Des Moines, Osceola and Southern 
 R. R. 
 
 Detroit and Cleveland Steam Naviga¬ 
 tion Co. 
 
 Detroit, Bay City and Alpena R. R. 
 Detroit. Lansing and Northern R. R. 
 Duluth and Iron Range R. R. 
 
 Duluth, South Shore and Atlantic Rwy. 
 Dunkirk, Allegheny Valley and Pitts¬ 
 burg II. R. 
 
 East Broad Top R. R. and Coal Co. 
 East Coal Steamship Company. 
 
 East Tennessee and Western North 
 Carolina R. R. 
 
 Eastern Kentucky Rwy. 
 
 Elmira, Cortland and Northern R. R. 
 Erie and Wyoming Valley R. R. 
 Evansville and Terre Haute R. R. 
 Eureka and Palisade II. II. 
 
 Eureka Springs Rwy. 
 
 Eutawville R. R. 
 
 Fall Brook Coal Co. 
 
 Fall River Line. 
 
 Fitchburg R. II. 
 
 Florida Midland Rwy. 
 
 Florida Southern Rwy. 
 
 Fonda, Johnstown and Gloversville 
 R. R. 
 
 Fort Madison and Northwestern Rwy. 
 Fort Worth and Denver City Rwy. 
 Fort Worth and Rio Grande R. R. 
 
 Fort Wayne, Cincinnati and Louisville 
 R. R. 
 
 Fremont, Elkhorn and Missouri Valley 
 R. R. 
 
 Franklin and Megantic R. R. 
 
 Fulton Co. Narrow Gauge R. R. 
 Georgia R. R. 
 
 Georges Creek and Cumberland R. R. 
 Gettysburg and Harrisburg R. R. 
 
 Grand Trunk Rwy. 
 
 Green Bay, Winona and St. Paul R. R. 
 Greenwich and Johnsonville Rwy. 
 Gulf, Colorado and Santa Fe Rwy. 
 Hannibal and St. Joseph R. R. 
 Hancock and Calumet R. R. 
 Harrisburgh and Potomac R. R. 
 Housatonic R. II. 
 
 Herkimer, Newport and Poland R. R. 
 Huntington and Broad Top Mountain 
 R. II. 
 
 Humeston and Shendandoah R. R. 
 
 ! Illinois and St. Louis R. R. 
 
 Indiana, Bloomington and Western 
 Rwy. 
 
 Indiana, Illinois and Iowa R. R. 
 Indiana and Illinois Southern R. R. 
 Indianapolis, Decatur and Springfield 
 Rwy. 
 
 j Iron Rwy. 
 
 Jacksonville and Atlantic II. R. 
 Jacksonville, Tampa and Key West 
 Rwy. 
 
 Joliet, Aurora and Northern R. R. 
 Kansas City. St. Joseph and Council 
 Bluffs R. R. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 243 
 
 Kanawha and Ohio Rwy. 
 
 Kentucky Union Rwy. 
 
 Keokuk and Western R. R. 
 
 Knoxville and Augusta R. R. 
 Lackawanna an(J Pittsburgh R. R. 
 Lake Erie and Western R. R. 
 
 Lake Erie, Alliance and Southern Rwy. 
 Lakeside and Marblehead R. R. 
 
 Lake Superior Transit Co. 
 
 Lake Shore and Michigan Southern 
 Rwy. 
 
 Lehigh and Lackawanna R. R. 
 
 Lehigh and Hudson River Rwy. 
 
 Lehigh Valley R. R. 
 
 Long Island R. R. 
 
 Louisville, Evansville and St. Louis 
 Rwy. 
 
 Manchester and Lawrence R. R. 
 Marietta and North Georgia R. R. 
 Marietta, Columbus and Northern R. R. 
 Mason City and Fort Dodge R. R. 
 Meadville and Linesville Rwy. 
 
 Mineral Range R. R. 
 
 Milwaukee, Lake Shore and Western 
 Rwy. 
 
 Minneapolis and Pacific Rw’y. 
 Minneapolis and St. Louis Rwy. 
 Minneapolis, Sault Ste. Marie and 
 Atlantic Rwy. 
 
 Minnesota and Northwestern R. R. 
 Mississiquoi Valley R. R. 
 
 Mississippi River and Northwestern 
 R. R. 
 
 Montana Union Rwy. 
 
 Mont Alto R. R. 
 
 Montour R. R. 
 
 Montpelier and Wells River R. R. 
 Montrose Rwy. 
 
 Naragansett Pier R. R. 
 
 Natchez and Vicksburg Packet Com¬ 
 pany. 
 
 Nevada Central Rwy. 
 
 Nevada County Narrow Gauge R. R. 
 Nevada and California R. R. 
 
 Newburg, Dutchess and Connecticut 
 
 R. R. 
 
 New York, Florida and Charleston 
 Steamship Companj-. 
 
 New York Central and Hudson River 
 
 R. R. 
 
 New York, Chicago and St. Louis Rwy. 
 New York, Lake Erie and Western R. R. 
 New York, Ontario and Western Rwy. 
 New York City and Northern Rwy. 
 New York, Pennsylvania and Ohio 
 R. R. 
 
 New York, Providence and Boston R. R. 
 New York and Massachusetts Rwy. 
 New York, Susquehanna and Western 
 R. R. 
 
 North Pacific Coast Rwy. 
 
 Northern Adirondack R. R. 
 
 Northern California R. R. 
 
 Norwich and New’ York Transportation 
 Co. 
 
 Ohio and Mississippi Rwy. 
 
 Ohio and Northwestern R. R. 
 
 Ohio River R. R. 
 
 Ohio Southern R. R. 
 
 Ohio Valley R. R. 
 
 Old Colony R. R. 
 
 Olympia and Chehalis Valley R. R. 
 Orange Belt Rwy. 
 
 Oregon and California R. R. 
 
 Oregon Pacific R. R. 
 
 Pacific Coast Rwy. 
 
 Peachbottom Rwy. 
 
 Pennsylvania Company. 
 
 Pennsylvania R. R. 
 
 Peoria and Pekin Union Rwy. 
 
 Peoria, Decatur and Evansville Rwy. 
 Perkiomen R. R. 
 
 Philadelphia and Atlantic City R. R. 
 Philadelphia and Reading R. R. 
 Philadelphia, New’ton and New York 
 R. R. 
 
 Pittsburgh and Western R. R. 
 Pittsburgh, Cincinnati and St. Louis 
 Rwy. 
 
 Pittsburgh, Marion and Chicago Rwy. 
 Portland and Ogdensburgh R. R. 
 Portland Steam Packet Co. 
 
 Port Huron and Northwestern Rwy. 
 Potomac, Fredericksburg and Piedmont 
 R. R. 
 
 Providence and Springfield R. R. 
 Providence, Warren and Bristol R. R. 
 Providence and Worcester R. R. 
 
 Quincy, Missouri and Pacific R. R. 
 Richmond and Allegheny R. R. 
 
 Rome Ri R. 
 
 Rome and Carrollton R. R. 
 
 Rome and Decatur R. R. 
 
 Rock Island and Peoria Rwy. 
 
 Rumford Falls and Buckfield R. R. 
 Sharpsville R. R. 
 
 St. Johns and Halifax R. R. 
 
 St. Joseph and Grand Island R. R. 
 
 St. Joe Rwy. 
 
 St. Louis and Chicago Rwy. 
 
 St. Louis and Hannibal R. R. 
 
 St. Louis, Alton and Terre Haute R. R. 
 St. Louis, Des Moines and Northern 
 Rwy. 
 
 St. Louis, Kansas City and Colorado 
 R. R. 
 
 St. Paul and Duluth R. R. 
 
 St. Paul, Minneapolis and Manitoba 
 Rwy. 
 
 Saginaw, Tuscola and Huron R. R. 
 
 San Francisco and North Pacific R. R. 
 Saratoga, Mount McGregor and Lake 
 George R. R. 
 
 Scioto Valley Rw-y. 
 
 Shenandoah Valley R. R. 
 
 Shenango and Allegheny R. R. 
 Shepaug, Litchfield and Northern R. R. 
 Silver Lake R. R. 
 
 Sinnemahoning Valley R. R. 
 
 Southern Kansas Rwy. 
 
 South Florida R. R. 
 
 Syracuse and Baldwinsville R. R. 
 
244 
 
 DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 Syracuse, Ontario ami New York Rwy. 
 
 Talladega and Coosa Valley R. R. 
 
 Tennessee and Coosa R. R. 
 
 Tennessee and Ohio Rwy. 
 
 Terre Haute and Peoria R. R. 
 
 Tionesta Valley R. R. 
 
 Toledo and Ohio Central R. R. 
 
 Toledo, Columbus and Southern Rwy. 
 
 Toledo, Peoria and Western Rwy. 
 
 Toledo, St. Louis and Kansas City 
 R. R. 
 
 Tonawanda Valley and Cuba R. R. 
 
 Tuckerton R. R. 
 
 Ulster and Delaware R. R. 
 
 Utah and Nevada Rwy. 
 
 Utah Central Rwy. 
 
 Valley Rwy. 
 
 Vaca Valley and Clear Lake R. R. 
 
 Wabash Western Rwy. 
 
 Other railways reported that for varying reasons certain traffic was 
 carried over their lines for intermediate distances under circum¬ 
 stances and conditions so substantially dissimilar from those affecting 
 longer hauls over the same lines and in the same directions as, in the 
 opinion of their officers, to justify greater charges for the former than 
 for the latter. The carriers reporting such exceptional conditions 
 generally set them forth in detail in their replies, quoting specific 
 rates and explaining the conditions at considerable length. These 
 replies, published in full on pages 141 to 232 of the First Annual 
 Report of the Interstate Commerce Commission, have been made the 
 basis of an investigation which has had for its purpose the setting 
 before the committee of the present adjustments of rates as between 
 the intermediate hauls and the longer hauls described in the fourth 
 section of the act to regulate commerce, and the historical develop¬ 
 ment of these adjustments during the years from 1887 to 1905— 
 that is, during the operation of the Interstate Commerce law. To 
 this end the Chairman of the Committee sent to each of the officers 
 now holding the relations to the railway properties, in behalf of 
 which greater charges for intermediate hauls were reported in 1887, 
 which were held in that year by the officers signing the responses 
 to the Commission’s inquiry, a copy of the reply then made, together 
 with the following letter of inquiry: 
 
 Waldens Ridge R. R. 
 
 Walkill Valley It. It. 
 
 Waynesburgh and Washington R. R. 
 Western and Atlantic R. R. 
 
 Western Maryland It. R. 
 
 Western Rwy. of Florida. 
 
 West Shore R. R. 
 
 West Virginia Central and Pittsburgh 
 Rwy. 
 
 White River R. R. 
 
 Wichita and Western R. It. 
 Wilkesbarre and Western Rwy. 
 Wilmington and Northern R. R. 
 Wilmington, Chadbourn and Conway 
 R. R. 
 
 Woodstock R. R. 
 
 Youghiogheny R. R. 
 
 Zanesville and Ohio River Rwy. 
 
 Senate of the United States, 
 Committee on Interstate Commerce. 
 
 Dear Sir : You are no doubt aware that the Committee on Interstate Com¬ 
 merce of the Senate was directed by the Senate to investigate and consider the 
 question of additional legislation to regulate interstate commerce, etc., and 
 that a report of its investigations is to be prepared for presentation during the 
 coming session of the Congress. 
 
 For the purposes of this report I desire certain information, and shall be 
 
 obliged if you will read the inclosed copy of a letter from Mr.-, in charge 
 
 of traffic of the-Railroad, to Mr. C. C. McCain, at that time auditor of 
 
 the Interstate Commerce Commission. This letter, of which I am unable to 
 give you the date, was in response to a circular letter of Mr. McCain’s which 
 bore date as of October 20, 1887. Mr. McCain’s circular letter appears on 
 page 138 of the First Annual Report of the Interstate Commerce Commission, 
 
 and Mr. -’s response appears in full on page- of the same volume. 
 
 1 understand that as - of the - Railroad the matters formerly in 
 
 charge of Mr. - are now under your supervision. If I am not correct, I 
 
 shall be obliged if you will refer this inquiry to the proper officer. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 245 
 
 Having read Mr.-’s letter, will you please inform me, in detail, whether 
 
 the conditions described by him have changed, and if so, how and when? 
 Please give the rates now in effect between the points referred to in his letter, 
 and all changes which have occurred, with the dates on which they were 
 made. Please add explanations of the reasons for the changes, if any which 
 have occurred, and any comment upon the present situation by way of expla¬ 
 nation that occurs to you. 
 
 In addition to the foregoing I shall be gratified if you will refer me to as 
 many typical instances as you can of greater charges for intermediate than 
 for longer hauls over the same line and in the same direction, whether the line 
 is that of a single carrier or is over a route composed of the lines of two or 
 more carriers, either wholly by rail or partly by rail and partly by water, over 
 which freight is carried under an arrangement for continuous transportation. 
 
 Assuring you of my appreciation of your cooperation in this matter and 
 requesting the favor of an early response, I remain, 
 
 Very respectfully, yours, 
 
 S. B. Elkins, Chairman. 
 
 The following pages contain the responses received by the Commission to 
 Mr. McCain’s letter of October 20, 1887, and after each the letters from the 
 companies now controlling the same properties that have been received by the 
 Chairman of the Committee on Interstate Commerce. Responses to the present 
 inquiry are printed in larger type than those to the Commission’s inquiry of 
 the year 1887. 
 
 ATLANTIC AND PACIFIC RAILROAD COMPANY (WESTERN DIVISION). 0 
 
 Dear Sir : Replying to your circular favor of the 23d, which was addressed to me at 
 Topeka, I presume that the circular letter to which you refer was similar to the one ad¬ 
 dressed to me as vice-president of the California Southern and California Central Rail¬ 
 road companies, which I have forwarded to our traffic manager, Mr. W. F. White, for in¬ 
 formation, and I am advised by Mr. White that he replied to a similar letter addressed 
 to him in the following language : 
 
 “ So far as these lines are concerned, we have been accepting our proportion of rates, 
 which are less than intermediate rates on business between Los Angeles and San Diego 
 on the west, and the Mississippi River and points east thereof on the east, which rates 
 were made necessary by the competition of water carriers and foreign railroads. 
 
 “ With this exception we have no knowledge of having deviated from section 4 of the 
 act to regulate commerce,” and as this statement of the facts applies as well to the At¬ 
 lantic and Pacific Railroad, western division, as to the California Southern and California 
 Central roads, I presume this is all that you require. 
 
 Yours, truly, 
 
 C. W. Smith. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington, D. C. 
 
 SANTA FE ROUTE. CALIFORNIA SOUTHERN RAILROAD COMPANY. CALI¬ 
 FORNIA CENTRAL RAILWAY' COMPANY. 0 
 
 Dear Sir : I have your circular letter of October 20, addressed to me as traffic man¬ 
 ager of the California Southern and California Central Railroad companies. 
 
 So far as these lines are concerned, we have been accepting our proportions of rates, 
 which are less than the intermediate rates, on business between Los Angeles and San 
 Diego (on the west) and the Missouri River, and points east thereof (on the east), which 
 rates were made necessary by the competition of water carriers and foreign railroads. 
 
 With this exception, we have no knowledge of having deviated from the requirements 
 of section 4 of the act to regulate commerce. 
 
 We have filed a complete set of our tariffs with Mr. Moseley, secretary of your Com¬ 
 mission, and will take pleasure, if you so desire, in filing with you a duplicate set. This 
 will give you the required information in better shape than could be done in a state¬ 
 ment. 
 
 Very truly, yours, W. F. White, 
 
 Traffic Manager C. S. and C. C. R. R’s. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 o This property is now operated by the Atchison, Topeka and Santa Fe Rail¬ 
 way. See the response of that company to the present inquiry. 
 
246 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 THE ATCHISON, TOPEKA AND SANTA FE RAILWAY SYSTEM. 
 
 Chicago, September 14, 1905. 
 
 Dear Sir : Replying to your inquiry regarding departures from section 4 of 
 the interstate-commerce act: 
 
 The conditions described by Mr. W. F. White and Mr. C. W. Smith in their 
 replies to letter October 20, 1887, from C. C. McCain, auditor Interstate Com¬ 
 merce Commission, have not changed, so far as the adjustment of freight rates 
 on transcontinental traffic is concerned. We are still confronted with the com¬ 
 petition of water carriers and foreign railroads, and this competition has kept 
 pace with the rapid development of the Pacific coast country. The situation, 
 however, has changed with our company to the extent that we now reach San 
 Francisco and other California terminal points, as well as Los Angeles and 
 San Diego, the only points referred to by Messrs. White and Smith. The 
 through rates in both directions between these California terminal points, viz: 
 San Francisco, Antioch, Richmond, Stockton, Los Angeles, San Diego, and 
 National City on the one hand, and eastern defined terminals on the other, 
 as shown in Sante Fe tariffs 5769-A, I. C. C. 318, and 5970-B, I. C. C. 375, 
 have gone through many revisions since 1887. 
 
 I am sending you under separate cover copy of tariff 5970-B. Our supply of 
 the other tariff is exhausted, but the Interstate Commerce Commission file num¬ 
 ber will enable you to locate copy in the office of the auditor of the Commission. 
 You will see from these tariffs that several hundred commodity rates are pro¬ 
 vided to apply on various articles, and it would be practically impossible to 
 compile a statement which would answer your inquiry as to changes which have 
 occurred in these rates since 1887, and such statement, if prepared, would, we 
 think, by reason of its voluminous size, fail to serve any particular purpose. It 
 is possible, however, to prepare such an exhibit, but by reason of the long term 
 of years and hundreds of commodities covered considerable time would be 
 required for its compilation. I will not undertake this work until I hear from 
 you further on the subject. 
 
 Our rates between El Paso, Tex., and Missouri River and eastern defined 
 territories, as shown in our tariffs 5712-H, I. C. C. 416, and 5719-J, I. C. C. 
 412 (copies to you under separate cover) show many instances of rates lower 
 than charged to intermediate points. This is justified by the fact that El 
 Paso, Eagle Pass, and Laredo, Tex., are the gateways to the Republic of 
 Mexico. The rates to El Paso must be kept on a parity with those at the other 
 gateways. The rates to these gateways apply largely on Mexican traffic, and 
 the rail rates between Mexico and the United States are affected by water com¬ 
 petition, there being regular lines of steamers engaged in the service between 
 Mexican ports and the ports of this country. The dissimilarity of conditions 
 thus created as between El Paso and points intermediate thereto was recog¬ 
 nized by the Interstate Commerce Commission in its early days. (See Inter¬ 
 state Commerce Commission Reports, vol.^1, p. 30.) 
 
 Another case of greater charges for intermediate than for longer hauls over 
 the same line and in the same direction occurs in our tariff between Galveston, 
 Tex., and Phoenix, Ariz. You will note by referring to the map of our system 
 that our route between these points is somewhat circuitous, running through 
 the States of Kansas and Colorado, and our distance 2,019 miles, while the 
 lines of our competitors run practically direct, their distance being 1,313 miles. 
 The dissimilarity of conditions at our intermediate points justify nonobserv¬ 
 ance of Galveston-Phoenix rates as maximum at intermediate points. 
 
 Corresponding conditions are found in our rates between Galveston, Tex., 
 and California terminals, and between Galveston, Tex., and El Paso. 
 
 Also between Galveston, Tex., and Kansas City, Chicago and the East, the 
 latter being justified by water competition. There is a certain relation between 
 the freight rates from eastern points to Texas points via the water routes by 
 way of New York and Galveston, and in fixing all-rail rates from these defined 
 territories to Galveston those water rates are taken into consideration. 
 
 I shall be pleased to give you any further information on the subject which 
 you may desire. 
 
 Yours, truly, 
 
 Hon. S. B. Elkins. 
 
 Chair man Committee on Interstate Commerce, 
 
 Washington, />. C. 
 
 J. E. Gorman. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 247 
 
 ATLANTIC COAST LINE. 
 
 Dear Sir : Replying to your circular of October 20, 1887. As a rule, we have between 
 points on our line no rates that are lower for a long than a short distance, the following 
 being the exceptions : 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H. 
 
 To Tarboro, N. C., from— 
 Boston and Providence -.. 
 
 100 
 
 80 
 
 70 
 
 55 
 
 45 
 
 40 
 
 33 
 
 37 
 
 39 
 
 32 
 
 50 
 
 68 
 
 48 
 
 New York and Philadel¬ 
 phia ..-. 
 
 95 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 28 
 
 32 
 
 34 
 
 27 
 
 45 
 
 58 
 
 43 
 
 Baltimore.. 
 
 85 
 
 68 
 
 57 
 
 45 
 
 36 
 
 30 
 
 26 
 
 26 
 
 31 
 
 22 
 
 36 
 
 48 
 
 38 
 
 Richmond and Peters¬ 
 burg -... 
 
 65 
 
 53 
 
 45 
 
 35 
 
 30 
 
 25 
 
 19 
 
 22 
 
 23 
 
 16 
 
 32 
 
 39 
 
 25 
 
 Highest intermediate rates: 
 To Rocky Mount, from— 
 Boston and Provi¬ 
 dence __ 
 
 110 
 
 96 
 
 81 
 
 67 
 
 55 
 
 42 
 
 36 
 
 41 
 
 41 
 
 34 
 
 55 
 
 74 
 
 65 
 
 New York and Phila-' 
 delphia... 
 
 105 
 
 91 
 
 76 
 
 62 
 
 50 
 
 37 
 
 31 
 
 36 
 
 36 
 
 29 
 
 50 
 
 64 
 
 60 
 
 Baltimore.. 
 
 99 
 
 85 
 
 70 
 
 58 
 
 46 
 
 33 
 
 27 
 
 32 
 
 32 
 
 25 
 
 46 
 
 56 
 
 56 
 
 Richmond and Peters¬ 
 burg _ 
 
 75 
 
 65 
 
 54 
 
 44 
 
 35 
 
 25 
 
 19 
 
 24 
 
 24 
 
 17 
 
 as 
 
 44 
 
 43 
 
 To Wilmington, N. C., 
 from— 
 
 Boston and Provi¬ 
 dence ..... 
 
 75 
 
 65 
 
 58 
 
 47 
 
 33 
 
 24 
 
 21 
 
 21 
 
 21 
 
 19 
 
 33 
 
 38 
 
 34 
 
 New York and Phila¬ 
 delphia _ 
 
 70 
 
 60 
 
 53 
 
 42 
 
 28 
 
 19 
 
 16 
 
 16 
 
 16 
 
 14 
 
 28 
 
 28 
 
 29 
 
 Baltimore _ 
 
 66 
 
 58 
 
 51 
 
 40 
 
 26 
 
 18 
 
 15 
 
 15 
 
 15 
 
 13 
 
 26 
 
 27 
 
 28 
 
 Richmond and Peters¬ 
 burg .. 
 
 64 
 
 55 
 
 50 
 
 38 
 
 25 
 
 17 
 
 14 
 
 13 
 
 14 
 
 11 
 
 25 
 
 25 
 
 25 
 
 To Burgaw, from— 
 
 Boston and Providence 
 
 110 
 
 96 
 
 84 
 
 70 
 
 58 
 
 47 
 
 37 
 
 41 
 
 41 
 
 37 
 
 58 
 
 74 
 
 65 
 
 New York and Phila¬ 
 delphia .. 
 
 105 
 
 91 
 
 79 
 
 65 
 
 53 
 
 42 
 
 32 
 
 36 
 
 36 
 
 32 
 
 53 
 
 64 
 
 60 
 
 Baltimore_ 
 
 99 
 
 85 
 
 73 
 
 61 
 
 49 
 
 35 
 
 28 
 
 32 
 
 32 
 
 28 
 
 49 
 
 56 
 
 56 
 
 Richmond and Peters¬ 
 burg ... 
 
 75 
 
 65 
 
 57 
 
 47 
 
 38 
 
 30 
 
 20 
 
 27 
 
 24 
 
 20 
 
 38 
 
 44 
 
 43 
 
 To Charleston, S. C., 
 from— 
 
 Boston and Providence 
 
 70 
 
 58 
 
 55 
 
 50 
 
 45 
 
 30 
 
 30 
 
 30 
 
 30 
 
 30 
 
 40 
 
 60 
 
 30 
 
 New York and Phila¬ 
 delphia ___ 
 
 70 
 
 58 
 
 55 
 
 50 
 
 45 
 
 30 
 
 30 
 
 30 
 
 30 
 
 30 
 
 40 
 
 60 
 
 30 
 
 Baltimore__ 
 
 50 
 
 45 
 
 40 
 
 35 
 
 25 
 
 18 
 
 17 
 
 17 
 
 17 
 
 17 
 
 30 
 
 34 
 
 25 
 
 Richmond and Peters¬ 
 burg ...... 
 
 50 
 
 45 
 
 40 
 
 35 
 
 25 
 
 18 
 
 17 
 
 17 
 
 17 
 
 17 
 
 30 
 
 34 
 
 25 
 
 To Oakley, from— 
 
 Boston and Providence 
 
 120 
 
 104 
 
 95 
 
 80 
 
 64 
 
 53 
 
 43 
 
 48 
 
 41 
 
 40 
 
 66 
 
 76 
 
 71 
 
 New York and Phila¬ 
 delphia ___ 
 
 115 
 
 99 
 
 90 
 
 75 
 
 59 
 
 48 
 
 38 
 
 43 
 
 36 
 
 as 
 
 61 
 
 66 
 
 66 
 
 Baltimore_ 
 
 109 
 
 93 
 
 84 
 
 71 
 
 55 
 
 44 
 
 34 
 
 39 
 
 32 
 
 31 
 
 57 
 
 58 
 
 62 
 
 Richmond and Peters¬ 
 burg — 
 
 105 
 
 90 
 
 81 
 
 68 
 
 52 
 
 42 
 
 33 
 
 38 
 
 31 
 
 30 
 
 55 
 
 56 
 
 60 
 
 To Columbia, S. C., from— 
 Boston and Providence 
 
 101 
 
 86 
 
 75 
 
 63 
 
 52 
 
 42 
 
 33 
 
 47 
 
 37 
 
 36 
 
 48 
 
 71 
 
 59 
 
 New York and Phila¬ 
 delphia _ 
 
 96 
 
 81 
 
 70 
 
 58 
 
 47 
 
 37 
 
 28 
 
 42 
 
 32 
 
 31 
 
 43 
 
 61 
 
 54 
 
 Baltimore.. 
 
 89 
 
 75 
 
 65 
 
 53 
 
 43 
 
 34 
 
 26 
 
 39 
 
 29 
 
 28 
 
 40 
 
 55 
 
 51 
 
 Richmond and Peters¬ 
 burg _ 
 
 76 
 
 64 
 
 56 
 
 45 
 
 a5 
 
 25 
 
 16 
 
 27 
 
 25 
 
 23 
 
 28 
 
 45 
 
 45 
 
 To Congaree from— 
 
 Boston and Providence 
 
 115 
 
 101 
 
 90 
 
 76 
 
 61 
 
 48 
 
 42 
 
 47 
 
 41 
 
 39 
 
 60 
 
 74 
 
 69 
 
 New York and Phila¬ 
 delphia _ 
 
 110 
 
 96 
 
 85 
 
 71 
 
 56 
 
 43 
 
 37 
 
 42 
 
 36 
 
 34 
 
 55 
 
 64 
 
 64 
 
 Baltimore ..... 
 
 104 
 
 90 
 
 79 
 
 67 
 
 52 
 
 39 
 
 as 
 
 38 
 
 32 
 
 30 
 
 51 
 
 56 
 
 60 
 
 Richmond and Peters¬ 
 burg — 
 
 100 
 
 87 
 
 76 
 
 64 
 
 47 
 
 37 
 
 30 
 
 35 
 
 30 
 
 26 
 
 49 
 
 54 
 
 55 
 
 To Wadesboro, S. C., 
 from— 
 
 Boston and Providence 
 
 no 
 
 96 
 
 84 
 
 70 
 
 58 
 
 47 
 
 37 
 
 44 
 
 43 
 
 37 
 
 58 
 
 78 
 
 69 
 
 New York and Phila¬ 
 delphia _ 
 
 105 
 
 91 
 
 79 
 
 65 
 
 53 
 
 42 
 
 32 
 
 39 
 
 38 
 
 32 
 
 53 
 
 68 
 
 64 
 
 Baltimore___ 
 
 99 
 
 85 
 
 73 
 
 61 
 
 49 
 
 38 
 
 28 
 
 34 
 
 34 
 
 28 
 
 40 
 
 60 
 
 60 
 
 Richmond and Peters¬ 
 burg ___ 
 
 75 
 
 65 
 
 57 
 
 47 
 
 38 
 
 30 
 
 20 
 
 27 
 
 26 
 
 20 
 
 38 
 
 4 8 
 
 47 
 
 Charleston, S. C_ 
 
 64 
 
 54 
 
 454 
 
 38 
 
 30 
 
 25 
 
 16 
 
 22 
 
 21 
 
 15 
 
 30 
 
 41 
 
 36 
 
 To Bennetts, from— 
 
 Boston and Providence 
 
 120 
 
 104 
 
 90 
 
 74 
 
 56 
 
 44 
 
 37 
 
 44 
 
 41 
 
 39 
 
 61 
 
 74 
 
 65 
 
 New York and Phila¬ 
 delphia... 
 
 na 
 
 99 
 
 85 
 
 69 
 
 51 
 
 39 
 
 32 
 
 39 
 
 36 
 
 34 
 
 56 
 
 64 
 
 60 
 
 Baltimore_ 
 
 109 
 
 93 
 
 79 
 
 65 
 
 47 
 
 35 
 
 28 
 
 35 
 
 32 
 
 30 
 
 52 
 
 58 
 
 56 
 
 Richmond and Peters¬ 
 burg .... 
 
 90 
 
 pftf 
 
 * i 
 
 69 
 
 57 
 
 40 
 
 33 
 
 26 
 
 30 
 
 28 
 
 23 
 
 44 
 
 50 
 
 47 
 
 Charleston.. 
 
 70 
 
 60 
 
 50 
 
 44 
 
 34 
 
 26 
 
 18 
 
 22* 
 
 22 
 
 15* 
 
 34 
 
 42 
 
 42 
 
248 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ATLANTIC COAST LINE—Continued. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H. 
 
 Highest intermediate rates— 
 Continued. 
 
 To Fayetteville, N. C., 
 from— 
 
 Boston and Providence 
 
 110 
 
 96 
 
 84 
 
 66 
 
 51 
 
 Oi 
 
 36 
 
 38 
 
 37 
 
 31 
 
 51 
 
 68 
 
 53 
 
 New York and Phila¬ 
 delphia... 
 
 105 
 
 91 
 
 79 
 
 61 
 
 46 
 
 32 
 
 31 
 
 33 
 
 32 
 
 26 
 
 46 
 
 58 
 
 48 
 
 Baltimore..... 
 
 99 
 
 85 
 
 73 
 
 57 
 
 42 
 
 28 
 
 27 
 
 29 
 
 28 
 
 22 
 
 42 
 
 50 
 
 44 
 
 Richmond and Peters¬ 
 burg ... 
 
 75 
 
 65 
 
 57 
 
 ’43 
 
 31 
 
 20 
 
 19 
 
 21 
 
 20 
 
 14 
 
 31 
 
 38 
 
 31 
 
 To Wade, from— 
 
 Boston and Providence 
 
 110 
 
 96 
 
 84 
 
 70 
 
 58 
 
 47 
 
 37 
 
 42 
 
 43 
 
 37 
 
 58 
 
 78 
 
 69 
 
 New York and Phila¬ 
 delphia___ 
 
 105 
 
 91 
 
 79 
 
 65 
 
 53 
 
 42 
 
 32 
 
 37 
 
 38 
 
 32 
 
 53 
 
 68 
 
 64 
 
 Baltimore.. 
 
 99 
 
 85 
 
 73 
 
 61 
 
 49 
 
 38 
 
 28 
 
 33 
 
 34 
 
 28 
 
 49 
 
 60 
 
 60 
 
 Richmond and Peters¬ 
 burg ... 
 
 75 
 
 65 
 
 57 
 
 47 
 
 38 
 
 30 
 
 20 
 
 27 
 
 26 
 
 20 
 
 38 
 
 48 
 
 47 
 
 Wilmington, N. C., to Co¬ 
 lumbia, S. C. 
 
 51 
 
 46 
 
 a5 
 
 28 
 
 22 
 
 21 
 
 12 
 
 18 
 
 12 
 
 12 
 
 15 
 
 24 
 
 34 
 
 To Congaree.. 
 
 62 
 
 57 
 
 51 
 
 45 
 
 38 
 
 32 
 
 27 
 
 32 
 
 23 
 
 21 
 
 38 
 
 45 
 
 45 
 
 Wilmington, N. C., to 
 Charleston, S. C . .. 
 
 40 
 
 38 
 
 35 
 
 30 
 
 20 
 
 16 
 
 15 
 
 15 
 
 15 
 
 14 
 
 25 
 
 25 
 
 20 
 
 To Oakley__ 
 
 92 
 
 79 
 
 66 
 
 52 
 
 43 
 
 36 
 
 30$ 
 
 36 
 
 26 
 
 25 
 
 43 
 
 53 
 
 52 
 
 The rates from eastern cities to Tarborough are controlled by the water lines to Nor¬ 
 folk and thence by water and water and rail to Tarborough, our rates being no lower at 
 any time than the rates so made by the lines referred to. 
 
 . The rates to Wilmington are controlled by the ocean lines, our rates being always 
 higher than the ocean-line rates. 
 
 The rates to Fayetteville are controlled by the ocean lines to Wilmington, in connec* 
 tion with the rates of the lines on the Cape Fear River, our rates being higher than the 
 rates of the water lines. 
 
 The rates to Charleston are controlled by the ocean lines, our rates being higher than 
 the rates of the ocean lines. 
 
 The rates to Columbia are controlled by the ocean lines to Charleston and the rates 
 from Charleston to Columbia authorized by the South Carolina Railway Commission, our 
 rates being the same as by that line. 
 
 The rates to Wadesborough are controlled by the ocean rates to Wilmington, plus the 
 rates of the Carolina Central road from Wilmington to Wadesboi*ough. 
 
 The rates to Goldsboro are controlled by the ocean lines working via New Berne, N. C., 
 and the Atlantic and North Carolina Railroad thence to Goldsborough. 
 
 While Goldsborough at present is not one of the points to which lower rates are made 
 for the long than the short distance, it is mentioned here because it is likely to become 
 one at any moment, as the competition created by the lines via New Berne seriously 
 threatens the maintenance of our rates to Goldsborough, which are all much higher than 
 the rates in use by the line via New Berne. 
 
 Wherever the rates are lower from eastern cities for long distances than short, they 
 are also lower from Richmond and Wilmington. 
 
 W T ilmington, by long usage, which is regarded as equitable, has used the same rates as 
 Charleston, the Charleston rates being fixed, in most part, by the line leading directly 
 through Augusta, to wit, the South Carolina Railway, the rates from Richmond being 
 always the same as the rates from Norfolk or Portsmouth, these two points, in the terri¬ 
 tory we reach, having relatively the same commercial position as well as equality of dis¬ 
 tance. 
 
 The above seems to embrace all points on the system of the Atlantic Coast Line, its 
 branches, and leased lines where the rates are less for a long than a short distance in 
 the same direction—the shorter being within the longer. 
 
 There are, of course, many points beyond our termini to which we have lower rates for 
 long distances than intermediate points, such as Savannah, Jacksonville, Augusta, At¬ 
 lanta, Montgomery, Mobile, etc. These rates are made by other lines for causes which 
 we do not control, and in the making of which rates we can not necessarily have a voice. 
 We either adopt them as our rates or withdraw from competition in case we find the 
 rates unremunerative. 
 
 We have endeavored to so adjust our rates as to conform strictly to the requirements 
 of the law, as we understand it, and in accordance with decisions rendered by your Com¬ 
 mission from time to time. We find occasionally errors in our rates, which we correct 
 whenever they appear or when our attention is called to them. 
 
 Yours, respectfully, Sol. Haas, 
 
 T. M. 
 
 C. C. McCain, Esq., 
 
 Auditor interstate Commerce Commission , Washington , D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 249 
 
 CAPE FEAR AND YADKIN VALLEY RAILWAY COMPANY.® 
 
 Dear Sir : In my letter of November 1st I made a mistake in the wording. Please 
 substitute this letter in the place of that one. 
 
 There is only one point on our road to and from which the Interstate rates are less 
 than the rates to or from less distant points in the same direction over the same line. 
 The place referred to is Fayetteville, N. C., and the rates are less to and from that point 
 in order to compete with lines of steamboats on the Cape Fear River. 
 
 Yours, truly, 
 
 J. W. Fry, 
 
 General Superintendent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 ATLANTIC COAST LINE RAILROAD COMPANY. 
 
 Wilmington, N. C., September IS, 1905. 
 
 Dear Sir : Referring further to your letter without date, covering copy of 
 letter from Mr. Sol Haas, formerly traffic manager of this line, dated in 1887, 
 giving certain information in regard to rates, I beg to say that I have gone over 
 this matter very carefully and have shown on the copy of Mr. Haas’s letter 
 (in red ink) the present rates between points covered by said letter. From 
 same you will note there has been a material decrease in the rates which has 
 taken place from time to time, and in many cases you will note that inter¬ 
 mediate rates have been brought nearer into line with rates to water-competi¬ 
 tive and similar points. The situation as outlined by Mr. Haas has not 
 changed in other respects. 
 
 In reply to the last clause of your letter I would state that there are many 
 points in Georgia known as commercial centres, such as Atlanta, Macon, etc., 
 which have for years and continue to enjoy lower rates than intermediate 
 shorter distance points, but few of the important ones are located on our line, 
 and I presume you will get such data as you desire in relation to them from 
 the terminal lines. 
 
 I shall be very glad to furnish you with any additional information you may 
 desire. 
 
 I beg to remain, very truly, yours, T. M. Emerson. 
 
 Third Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
 Statement showing the rates noio in force between the points covered by Mr. 
 
 Haas's letter of 1887. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H. 
 
 To Tarboro, N. C., from— 
 Boston and Providence ... 
 
 89 
 
 78 
 
 65 
 
 50 
 
 
 35 
 
 31 
 
 32 
 
 32 
 
 28 
 
 42 
 
 60 
 
 39 
 
 New York and Philadel¬ 
 phia . 
 
 80 
 
 65 
 
 55 
 
 45 
 
 35 
 
 
 30 
 
 26 
 
 27 
 
 27 
 
 22 
 
 37 
 
 50 
 
 34 
 
 Baltimore.__ 
 
 65 
 
 55 
 
 45 
 
 30 
 
 25 
 
 22 
 
 23 
 
 20 
 
 18 
 
 32 
 
 35 
 
 30 
 
 Richmond and Petersburg 
 
 55 
 
 45 
 
 35 
 
 30 
 
 25 
 
 20 
 
 17 
 
 20 
 
 17 
 
 15 
 
 27 
 
 30 
 
 25 
 
 Highest intermediate rates: 
 
 To Rocky Mount, from— 
 Boston and Providence 
 
 89 
 
 78 
 
 66 
 
 52 
 
 46 
 
 37 
 
 33 
 
 38 
 
 37 
 
 34 
 
 46 
 
 72 
 
 52 
 
 New York and Phila¬ 
 delphia.... 
 
 84 
 
 73 
 
 61 
 
 47 
 
 41 
 
 32 
 
 28 
 
 33 
 
 32 
 
 29 
 
 41 
 
 62 
 
 47 
 
 Baltimore__ 
 
 78 
 
 67 
 
 55 
 
 43 
 
 37 
 
 28 
 
 24 
 
 29 
 
 28 
 
 25 
 
 37 
 
 54 
 
 43 
 
 Richmond and Peters¬ 
 burg .... 
 
 56 
 
 46 
 
 39 
 
 29 
 
 26 
 
 19 
 
 15 
 
 20 
 
 19 
 
 17 
 
 26 
 
 38 
 
 29 
 
 To Wilmington, N. C., 
 from— 
 
 Boston and Providence 
 
 68 
 
 57 
 
 48 
 
 41 
 
 33 
 
 24 
 
 21 
 
 21 
 
 21 
 
 19 
 
 33 
 
 33 
 
 34 
 
 New York and Phila¬ 
 delphia__ 
 
 63 
 
 52 
 
 43 
 
 36 
 
 28 
 
 19 
 
 16 
 
 16 
 
 16 
 
 14 
 
 28 
 
 28 
 
 29 
 
 Baltimore.. 
 
 57 
 
 46 
 
 37 
 
 32 
 
 24 
 
 16 
 
 14 
 
 14 
 
 14 
 
 13 
 
 24 
 
 25 
 
 25 
 
 Richmond and Peters¬ 
 burg .. 
 
 50 
 
 40 
 
 31 
 
 26 
 
 20 
 
 15 
 
 13 
 
 13 
 
 13 
 
 11 
 
 22 
 
 22 
 
 23 
 
 ° This property is now controlled by the Atlantic Coast Line. See response of that 
 company to the present inquiry. 
 
250 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing the rates now in force between the points covered by Mr. 
 
 Haas's letter of 1887 —Continued. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H 
 
 Highest intermediate rates— 
 Continued. 
 
 To Burgaw, from— 
 
 Boston and Providence 
 
 96 
 
 85 
 
 72 
 
 58 
 
 51 
 
 41 
 
 34 
 
 40 
 
 39 
 
 37 
 
 51 
 
 74 
 
 58 
 
 New York and Phila¬ 
 delphia. 
 
 91 
 
 80 
 
 67 
 
 53 
 
 46 
 
 36 
 
 29 
 
 35 
 
 34 
 
 32 
 
 46 
 
 64 
 
 53 
 
 Baltimore. 
 
 85 
 
 74 
 
 61 
 
 49 
 
 42 
 
 32 
 
 25 
 
 31 
 
 30 
 
 28 
 
 42 
 
 56 
 
 49 
 
 Richmond and Peters¬ 
 burg .... 
 
 68 
 
 58 
 
 48 
 
 38 
 
 33 
 
 25 
 
 18 
 
 24 
 
 23 
 
 21 
 
 33 
 
 44 
 
 38 
 
 To Charleston, S. C., 
 from— 
 
 Boston and Providence 
 
 73 
 
 61 
 
 48 
 
 34 
 
 30 
 
 26 
 
 251 
 
 25* 
 
 254 
 
 25 
 
 321 
 
 47! 
 
 30 
 
 New York and Phila¬ 
 delphia . 
 
 70 
 
 58 
 
 48 
 
 34 
 
 28 
 
 24f 
 
 231 
 
 231 
 
 231 
 
 23 
 
 32 
 
 434 
 
 30 
 
 Baltimore__ . 
 
 60 
 
 50 
 
 45 
 
 34 
 
 26 
 
 18 
 
 17 
 
 17 
 
 19 
 
 12 
 
 30 
 
 34 
 
 26 
 
 Richmond and Peters¬ 
 burg ... 
 
 65 
 
 55 
 
 48 
 
 40 
 
 30 
 
 25 
 
 20 
 
 20 
 
 17 
 
 17 
 
 30 
 
 30 
 
 30 
 
 To Oakley, from— 
 
 Boston and Providence 
 
 103 
 
 92 
 
 79 
 
 65 
 
 55 
 
 451 
 
 36 
 
 411 
 
 41 
 
 36 
 
 564 
 
 76 
 
 671 
 
 New York and Phila¬ 
 delphia . 
 
 98 
 
 87 
 
 74 
 
 60 
 
 50 
 
 404 
 
 31 
 
 361 
 
 36 
 
 31 
 
 511 
 
 66 
 
 624 
 
 Baltimore_ 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 3 8s 
 
 27 
 
 321 
 
 29 
 
 32 
 
 27 
 
 47! 
 
 44 
 
 
 581 
 
 47 
 
 Richmond and Peters¬ 
 burg --- 
 
 85 
 
 75 
 
 62 
 
 50 
 
 40 
 
 24 
 
 28 
 
 24 
 
 50 
 
 To Columbia, S. C., from— 
 Boston and Providence 
 
 101 
 
 86 
 
 75 
 
 63 
 
 52 
 
 42 
 
 33 
 
 40 
 
 37 
 
 * 
 
 48 
 
 71 
 
 59 
 
 New York and Phila¬ 
 delphia .. 
 
 96 
 
 81 
 
 70 
 
 58 
 
 47 
 
 37 
 
 28 
 
 35 
 
 32 
 
 31 
 
 43 
 
 61 
 
 54 
 
 Baltimore ___ 
 
 89 
 
 75 
 
 65 
 
 53 
 
 43 
 
 34 
 
 26 
 
 32 
 
 29 
 
 28 
 
 40 
 
 55 
 
 51 
 
 Richmond and Peters¬ 
 burg --- 
 
 76 
 
 64 
 
 59 
 
 50 
 
 41 
 
 34 
 
 18 
 
 27 
 
 24 
 
 20 
 
 36 
 
 44 
 
 48 
 
 To Congaree, from— 
 
 Boston and Providence 
 
 103 
 
 92 
 
 79 
 
 65 
 
 55 
 
 44 
 
 36 
 
 41! 
 
 41 
 
 36 
 
 564 
 
 76 
 
 65 
 
 New York and Phila¬ 
 delphia .... 
 
 98 
 
 87 
 
 74 
 
 60 
 
 50 
 
 39 
 
 31 
 
 36! 
 
 36 
 
 31 
 
 51! 
 
 66 
 
 60 
 
 Baltimore.. 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 35 
 
 27 
 
 324 
 
 32 
 
 27 
 
 47! 
 
 58 
 
 56 
 
 Richmond and Peters¬ 
 burg .. 
 
 85 
 
 75 
 
 62 
 
 50 
 
 4C 
 
 32 
 
 24 
 
 29 
 
 28 
 
 24 
 
 44 
 
 50 
 
 47 
 
 To Wadesboro, S. C., 
 from— 
 
 Boston and Providence 
 
 96 
 
 85 
 
 72 
 
 58 
 
 51 
 
 41 
 
 34 
 
 40 
 
 39 
 
 36 
 
 51 
 
 76 
 
 58 
 
 New York and Phila¬ 
 delphia __ 
 
 91 
 
 80 
 
 67 
 
 53 
 
 46 
 
 36 
 
 29 
 
 35 
 
 34 
 
 31 
 
 46 
 
 66 
 
 53 
 
 Baltimore ... _ 
 
 85 
 
 74 
 
 61 
 
 44 
 
 42 
 
 32 
 
 25 
 
 31 
 
 30 
 
 27 
 
 42 
 
 58* 
 
 49 
 
 Richmond and Peters¬ 
 burg .. .. 
 
 68 
 
 58 
 
 48 
 
 38 
 
 33 
 
 25 
 
 18 
 
 24 
 
 23 
 
 20 
 
 33 
 
 46 
 
 38 
 
 Charleston, S. C_ 
 
 56 
 
 46 
 
 36 
 
 28 
 
 22 
 
 21 
 
 16 
 
 19 
 
 16 
 
 14 
 
 24 
 
 32 
 
 28 
 
 To Bennetts, from— 
 
 Boston and Providence 
 
 103 
 
 92 
 
 79 
 
 65 
 
 55 
 
 44 
 
 36 
 
 411 
 
 41 
 
 36 
 
 564 
 
 76 
 
 65 
 
 New York and Phila¬ 
 delphia ... 
 
 98 
 
 sr 
 
 74 
 
 60 
 
 50 
 
 39 
 
 31 
 
 361 
 
 36 
 
 31 
 
 511 
 
 66 
 
 60 
 
 Baltimore..... 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 35 
 
 27 
 
 324 
 
 32 
 
 27 
 
 47! 
 
 58 
 
 56 
 
 Richmond and Peters¬ 
 burg .. 
 
 80 
 
 70 
 
 60 
 
 50 
 
 40 
 
 32 
 
 22 
 
 28 
 
 25 
 
 22 
 
 41 
 
 50 
 
 47 
 
 Charleston... 
 
 60 
 
 55 
 
 44 
 
 37 
 
 30 
 
 24 
 
 18 
 
 224 
 
 20 
 
 16 
 
 31 
 
 35 
 
 37 
 
 To Fayetteville, N. C., 
 from— 
 
 Boston and Providence 
 
 96 
 
 85 
 
 72 
 
 58 
 
 48 
 
 35 
 
 33 
 
 29 
 
 28 
 
 25 
 
 48 
 
 54 
 
 48 
 
 New York and Phila¬ 
 delphia .. 
 
 91 
 
 80 
 
 67 
 
 53 
 
 43 
 
 30 
 
 28 
 
 24 
 
 23 
 
 20 
 
 43 
 
 44 
 
 43 
 
 Baltimore . 
 
 85 
 
 74 
 
 61 
 
 49 
 
 39 
 
 26 
 
 24 
 
 20 
 
 19 
 
 16 
 
 39 
 
 36 
 
 39 
 
 Richmond and Peters¬ 
 burg . 
 
 68 
 
 58 
 
 48 
 
 33 
 
 31 
 
 20 
 
 18 
 
 18 
 
 17 
 
 14 
 
 31 
 
 34 
 
 31 
 
 To Wade, from— 
 
 Boston and Providence 
 
 96 
 
 85 
 
 72 
 
 58 
 
 51 
 
 41 
 
 34 
 
 40 
 
 39 
 
 36 
 
 51 
 
 76 
 
 58 
 
 New York and Phila¬ 
 delphia __ 
 
 91 
 
 80 
 
 67 
 
 53 
 
 46 
 
 36 
 
 29 
 
 35 
 
 34 
 
 31 
 
 46 
 
 66 
 
 53 
 
 Baltimore.... 
 
 85 
 
 74 
 
 61 
 
 49 
 
 42 
 
 32 
 
 25 
 
 31 
 
 30 
 
 27 
 
 42 
 
 58 
 
 49 
 
 Richmond and Peters¬ 
 burg . 
 
 68 
 
 58 
 
 48 
 
 38 
 
 33 
 
 25 
 
 18 
 
 24 
 
 23 
 
 20 
 
 33 
 
 46 
 
 38 
 
 Wilmington, N. C., to Co¬ 
 lumbia, S. C-.... 
 
 51 
 
 46 
 
 35 
 
 28 
 
 22 
 
 21 
 
 12 
 
 18 
 
 12 
 
 12 
 
 15 
 
 24 
 
 34 
 
 To Congaree... 
 
 62 
 
 57 
 
 48 
 
 41 
 
 38 
 
 32 
 
 22 
 
 261 
 
 22 
 
 181 
 
 38 
 
 41 
 
 41 
 
 Wilmington, N. C., to 
 Charleston, S. C. 
 
 40 
 
 38 
 
 35 
 
 30 
 
 20 
 
 16 
 
 15 
 
 15 
 
 15 
 
 11 
 
 25 
 
 25 
 
 20 
 
 To Oakley... 
 
 63 
 
 58 
 
 49 
 
 41* 
 
 39 
 
 33 
 
 22i 
 
 27 
 
 22! 
 
 18! 
 
 39 
 
 411 
 
 411 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 251 
 
 Wilmington, N. C., September 28, 1905. 
 
 Dear Sir : Referring to your favor of the 9th, covering copy of letter from 
 J. W. Fry, formerly general superintendent of the Cape Fear and Yadkin 
 Valley Railway Company, in regard to rates on that road, I beg to say that that 
 part of this road between Sanford and Wilmington, N. C., and the branch from 
 Fayetteville, N. C. to Bennetsville, S. C., are now part of the Atlantic Coast 
 Line Railway Company, and Fayetteville is the only point thereon where the 
 rates are less for the longer than for the shorter distances; this being caused 
 by water competition via the Atlantic Ocean and the Cape Fear River. 
 
 I inclose sheet showing rates from New York, Baltimore, and Richmond to 
 Wade, N. C., the first station north of Fayetteville and also to Fayetteville, 
 which shows, with the exception of a very few classes, that the rates even in 
 this case are not higher for the longer than for the shorter distances. 
 
 Yours, very truly, 
 
 T. M. Emerson, 
 
 Third Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
 (The statement referred to in the foregoing is as follows:) 
 
 From— 
 
 To— 
 
 y - 
 
 Per hundred pounds. 
 
 Per 
 
 bbl. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 
 ("Wade. _ 
 
 91 
 
 80 
 
 67 
 
 53 
 
 46 
 
 36 
 
 29 
 
 35 
 
 34 
 
 31 
 
 46 
 
 53 
 
 66 
 
 XHGW JL OI K_ 
 
 (Fayetteville. 
 
 91 
 
 80 
 
 67 
 
 53 
 
 43 
 
 30 
 
 28 
 
 24 
 
 23 
 
 20 
 
 43 
 
 43 
 
 44 
 
 
 (Wade... . . 
 
 85 
 
 74 
 
 61 
 
 49 
 
 42 
 
 32 
 
 25 
 
 31 
 
 30 
 
 27 
 
 42 
 
 49 
 
 58 
 
 
 t Fayetteville . 
 
 85 
 
 74 
 
 61 
 
 49 
 
 39 
 
 26 
 
 24 
 
 20 
 
 19 
 
 16 
 
 39 
 
 39 
 
 36 
 
 
 /Wade .. 
 
 68 
 
 58 
 
 48 
 
 38 
 
 33 
 
 25 
 
 18 
 
 24 
 
 23 
 
 20 
 
 33 
 
 38 
 
 46 
 
 Jiiilt/IlLuUlKl ........ 
 
 /Fayetteville _ 
 
 68 
 
 58 
 
 48 
 
 38 
 
 31 
 
 20 
 
 18 
 
 18 
 
 17 
 
 14 
 
 31 
 
 31 
 
 34 
 
 BALTIMORE AND OHIO RAILROAD COMPANY. 
 
 Dear Sir : In reply to your circular letter of the 20th ultimo. I beg to say : 
 
 (1) That between points upon the railroads owened or operated by this company, under 
 lease or otherwise, there is no interstate rate for passengers or freight greater for the 
 shorter than for the longer distance. 
 
 (2) The “joint-tariff” rates on interstate passenger and freight made by this com¬ 
 pany, and in combination with other roads, are in no case greater for the shorter than for 
 the longer distance. 
 
 This company, upon freight destined to points south of the Chesapeake and Ohio Rail¬ 
 road and the Ohio River, or to interior points on the Pacific roads, does name its regular 
 rates from the point of shipment to the point of junction with the connecting lines, and 
 the connecting lines name their rates from point of junction to destination, and the com¬ 
 bined rate thus fixed is in some instances greater than the joint through rate to more 
 distant points beyond, the lines lying south of the Ohio River and the Pacific roads claim¬ 
 ing the right to thus name this "greater rate, hut this company itself in no case partici¬ 
 pates In the addition. 
 
 Very respectfully, S. Spencer, 
 
 Vice-President. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 THE BALTIMORE AND OHIO RAILROAD COMPANY. 
 
 % 
 
 October 6 , 1905. 
 
 Dear Sir : Answering your letter to Mr. C. S. Wight, our manager freight 
 traffic, with respect to long and short haul rates over the Baltimore and Ohio 
 Railroad, and calling his particular attention to letter of Mr. S. Spencer, vice- 
 president of the Baltimore and Ohio Railroad Company, to Mr. C. C. McCain, 
 auditor of the Interstate Commerce Commission, in response to the latter’s 
 circular letter of October 20, 1887, I beg to say that the conditions in 1887 cov¬ 
 ering rates to southern and Pacific coast points, as described by Mr. Spencer, are 
 practically the same to-day, except that there have been, in some cases, changes 
 in the bases for, and extensions of the divisions w r ith, southern and western 
 lines, this feature not affecting the rate situation so far as shippers are con¬ 
 cerned, but being merely a matter of divisions between the railroad companies. 
 
 With reference to the request for all changes in rates between such southern 
 and Pacific coast points, with the dates on which they were made, I regret to 
 
252 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 say that the fire of February 7, 1904, destroyed our records, making it impossi¬ 
 ble to furnish this information. Moreover, in the eighteen years since 1887 the 
 rate changes have been so numerous that it would be a work of great magni¬ 
 tude to extract and furnish them all. All such changes, however, were duly 
 filed with the Interstate Commerce Commission, and no doubt are now among 
 its records. 
 
 Answering the request in the latter part of your letter for as many typical 
 instances as possible of greater charges for intermediate than for longer hauls 
 over the same line in the same direction, I beg to attach hereto a statement 
 of a number of such instances, covering both class and commodity rates. I 
 may add that the fact that in order to participate in the business at the long- 
 haul point we meet the rate already established there by the competing water 
 line or short-line railroad in no way disturbs the existing rate situation at that 
 or intermediate points, except in some instances to effect a reduction to inter¬ 
 mediate points from combinations based upon the competitive rate to the 
 long-haul point plus the local back. 
 
 With respect to our passenger rates, I beg to advise that the situation de¬ 
 scribed by Mr. Spencer remains unchanged, there being no interstate passen¬ 
 ger rates, joint or local, for passengers of the same class, and under like condi¬ 
 tions, greater for the shorter than for the longer distance. 
 
 Yours, very respectfully, 
 
 Geo. F. Randolph. 
 
 Hon. S. B. Elkins, 
 
 U. 8. Senate, Washington, D. G. 
 
 Fh'st Vice-President. 
 
 (The statement referred to in the foregoing is as follows:) 
 
 INSTANCES OF GREATER CHARGES BEING MADE FOR INTERMEDIATE THAN FOR LONG 
 
 HAULS. 
 
 Chicago, III., to Kane, Pa., over Baltimore and Ohio rails dit'ect. 
 
 Rates _ 55* 48 37 26 22 18* 
 
 These rates were put in effect December 5, 1904, to meet the competition of 
 the Erie Railroad, these being the rates applicable over their line from Chicago 
 to Kane, we having prior to December 5, 1904, ignored this fact, but found that 
 the Erie were taking shipments not only to Kane, but to local points on our 
 line west of Kane, at lower rates than our tariffs, the situation being that as 
 their rates to Kane were considerably lower than we applied, they could make 
 a combination of their rates to Kane, plus our local rates, which would make 
 lower through rates than via our own line direct. We therefore reduced our 
 rates to the same as theirs to Kane, and reduced the rates to intermediate 
 points affected to the same figures as would apply on the Kane combination; 
 that is, use the rate to Kane, plus the local rate back, this arrangement extend¬ 
 ing back to our local stations west of Kane until the point is reached where our 
 regular basis from Chicago was less. 
 
 The highest rates to intermediate points 
 are_ 58 51* 41* 30 25* 21* 
 
 Neiv York and Philadelphia to Kane. 
 
 Rates are 
 
 39 
 
 33 
 
 28 
 
 19 
 
 16 
 
 13 
 
 Highest rates to intermediate points— 
 From New York 
 
 53* 
 
 46* 
 
 38 
 
 28* 
 
 23* 
 
 19* 
 
 From Philadelphia-_ 
 
 _ 49* 
 
 43* 
 
 38 
 
 27 
 
 23* 
 
 19 
 
 The conditions are the same as previously explained in the case of rates from 
 Chicago to Kane. 
 
 Hagerstoivn, Md., to Cherry Run, W. Va., in loth directions. 
 
 Rates _ 12 10 9 8 7 6 
 
 Highest rates to intermediate points_ 18 14 13 10 8 7 
 
 These rates w^ere first established July 20, 1903, and were made to meet com¬ 
 petitive rates via the Western Maryland Railroad, the short line. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 253 
 
 Washington, D. C., and points east to Lancaster, Pa., via Park Junction ( Phila¬ 
 delphia ) and Philadelphia and Reading Road. 
 
 The following rates from Wilmington, Del., to Lancaster via this route are 
 shown as an illustration : 
 
 Rates _ 25 20 15 10 9 8 
 
 Highest rates to intermediate points_ 27 22 18 13* 11* 10 
 
 These rates were first established July 14, 1900, and are necessary to meet the 
 competitive rates of the Pennsylvania Railroad, the short line. 
 
 » 
 
 Neto York to Richmond, Va., via Anacostia Junction, D. C., Washington Southern 
 Railway, and Richmond, Fredericksburg and Potomac Railroad. 
 
 Rates _ 37 32 26 23 17 14 
 
 Highest rates to intermediate points_ 38 33 27 23 17 14 
 
 These rates were established February 1, 1904, and are necessary to meet the 
 competition of the all-water routes. 
 
 Pittsburg to New York via Painesville, New York, Chicago and St. Louis or 
 Lake Shore and Michigan Southern, and Buffalo, and lines east. 
 
 Rates 
 
 45 
 
 39 
 
 30 
 
 21 
 
 18 
 
 15 
 
 Rates from Youngstown, Ohio, an inter¬ 
 mediate point, via same route 
 
 50 
 
 43 
 
 33 
 
 23* 
 
 20 
 
 16* 
 
 These rates have been established for a number of years, but I can not give 
 you the exact date. They were first published by the Pittsburg and Western 
 road, which we did not commence operating until 1902. The rates are the 
 same as applied via the direct lines of the Baltimore and Ohio and Pennsylvania 
 railroads. 
 
 Washington, D. C., to New York. 
 
 Rates _ 37 31 26 20 15* 13 
 
 Highest rates to intermediate points_ 38 33 27 21 16* 14 
 
 These rates were first made effective June 26, 1900, and are necessary to meet 
 the competition of the all-water route. 
 
 Fertilizers, carload, Baltimore, Md., to Philadelphia, Pa. 
 
 Rate, $1.10 per 2,000 pounds. Highest rate to intermediate point, $1.75 per 
 2,000 pounds. Rate was first made effective November 6, 1900, and is necessary 
 to meet the competition of the all-water route. 
 
 Johnstown, Pa., to Harrisburg, Pa., on billets, blooms, borings, etc., carloads. 
 
 Rate, $1.70 per ton. Highest rate to intermediate points, $1.90 per ton. First 
 made effective December 13, 1901. 
 
 Our route is via Cherry Run, W. Va., Western Maryland Railroad and Phila¬ 
 delphia and Reading to destination, thereby making traffic via our line subject 
 to the interstate-commerce law, and the lower rate is published to meet the 
 competition of the direct line, viz, the Pennsylvania Railroad, which route is 
 entirely intrastate. 
 
 OHIO AND MISSISSIPPI RAILWAY COMPANY. 0 
 
 Dear Sir : Your letter of the 20th Instant Is at hand. All our tariffs, as I believe, 
 have been made up in strict compliance of the law, whether State or interstate. I in¬ 
 structed that copies of all tariffs should be forwarded to the commissioners, which I 
 think has been made. No complaint has been entered, to my knowledge, with the Inter¬ 
 state Commerce Commission or any railroad commissioners of any States, nor do any com¬ 
 plaints reach my ears with regard to rates for traffic on the Onio and Mississippi Rail¬ 
 way. The position of the Ohio and Mississippi Railway is a peculiar one. It has ter- 
 
 «This company is now controlled by the Baltimore and Ohio Southwestern. 
 See response of that company to the present inquiry. 
 
254 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 minal points at Cincinnati, Louisville, and Shawneetown, on the Ohio River, East Saint 
 Louis on the Mississippi, and Beardstown on the Illinois River, all on navigable water. 
 Under such conditions our rates are necessarily low, and it has been felt that it is a hard¬ 
 ship for the Ohio and Mississippi Railway to be compelled to apply the short-haul prin¬ 
 ciple of the law to this railway under such conditions. Notwithstanding this fact, we 
 have, as we believe, fully complied with the law in carrying out the short-haul principle. 
 
 Yours, truly, 
 
 J. F. Barnard, 
 
 President and General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 THE BALTIMORE AND OHIO SOUTHWESTERN RAILROAD COMPANY. 
 
 Cincinnati, Ohio, October 23, 1905. 
 
 Dear Sir: Your two letters, one of no date (but evidently written about 
 September 3) and the other dated October 11, were duly received. An answer 
 to same has been delayed, first, by reason of my prolonged absence on my vaca¬ 
 tion, and, second, on account of an overpress of business since my return. I 
 hope the delay has caused you no inconvenience. 
 
 I have tried to locate the records of the old Ohio and Mississippi Railway, 
 of which Mr. J. F. Barnard was president during the period of the previous 
 correspondence passed between Auditor McCain and Mr. Barnard in 1887. 
 This road was consolidated with the Baltimore and Ohio Southwestern Rail¬ 
 road in November, 1893. The records of the old Ohio and Mississippi Railway 
 were stored in the warehouse at East St. Louis, which warehouse burned 
 down in 1897, the records being completely destroyed. I am therefore, be¬ 
 cause of this, unable to trace back the rate situation prior to March, 1896, this 
 being the date of my incumbency as general freight agent of the consolidated 
 roads. 
 
 I attach hereto a memorandum, in which is given an outline of the con¬ 
 ditions as existing during the period 1896 up to the present time, this paper 
 having been prepared by my chief rate clerk, who is more familiar with the 
 general detail of this branch of the service than I am myself. In this memo¬ 
 randum I think he gives examples, etc., which will serve fully to explain to 
 you the conditions on our road as they exist at the present time. If, after 
 reading it over, there is anything further desired, I shall be glad to do the 
 needful in any and every respect possible. 
 
 Again apologizing for the delay in answering you, I am, 
 
 Very truly, yours, 
 
 S. T. McLaughlin, General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington, D. C. 
 
 (The memorandum referred to in the foregoing follows:) 
 
 Referring to Senator Elkins’s letter without date, with regard to operation of 
 the long and short haul of the interstate commerce law. 
 
 As I look at the matter, the operation of the long and short haul clause may 
 be divided into five different phases, as follows: 
 
 First. Observance of low rates at intermediate local points because of com¬ 
 petitive conditions governing at a more distant terminal point. 
 
 Second. Observance of higher rates to local points than in effect at more 
 distant points. 
 
 Third. Observance of terminal point rates at directly intermediate local 
 stations. 
 
 Fourth. Observance of higher rates to intermediate points via indirect routes 
 to certain terminal points, the rates to the terminal points being fixed by the 
 direct rail lines. 
 
 Fifth. Observance of higher rates to intermediate points than in effect to 
 more distant points, the latter being forced by water competition. 
 
 Ever since the interstate-commerce law took effect we have, in constructing 
 our tariffs, observed one or the other of the above situations, excepting the 
 second. 
 
 As examples of the several situations above outlined, will cite the following 
 rates in effect via Baltimore and Ohio Southwestern: 
 
 First. Class rates Cincinnati to East St. Louis in effect at present and 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 255 
 
 which have been operative since the interstate-commerce law took effect, or 
 at least since 1896: 40, 34, 25, 17, 15, 12. 
 
 These rates were established to East St. Louis to meet the rates current 
 from Cincinnati to Chicago, the idea being to keep Chicago and St. Louis on 
 a parity. If we were to use the Central Freight Association scale and our 
 actual distance (336 miles) the rates Cincinnati to East St. Louis would be 42, 
 36, 27, 18*, 15*, 13. 
 
 As you are aware, we apply the East St. Louis rates first mentioned (40-cent 
 scale) as maximum rates to intermediate points. Prior to the time the inter¬ 
 state-commerce law took effect our rates to intermediate local points were 
 higher than to East St. Louis, and if the same condition were to be observed 
 now our class rates from Cincinnati to Lebanon, Ill., for instance (if we were 
 to use our actual distance—314 miles—and Central Freight Association scale 
 of rates), would be 41, 35, 26, 18, 15, 12. 
 
 Second. As to the second condition above mentioned, we have not made it a 
 practice to construct any of our rates on this basis, and at the present time have 
 only one rate in effect that I can recall that has been so established, and that is 
 our rate of 5 cents per 100 pounds on cement from Mitchell, Ind., to Chicago. 
 This rate was made because of rates in effect to Chicago from other producing 
 points of similar distance; but in making the 5-cent rate to Chicago to meet 
 competition of the other producing points we have not applied same as maximum 
 rate to intermediate points, but have held intermediate points at higher figures. 
 
 Third. As an Example of the third proposition, would refer to our class 
 rates from Aurora, Ind., to Sandusky, Ohio, the present rates being 35*, 30*, 23, 
 15*, 13, 10*. 
 
 These are the same rates as in effect from Aurora to Toledo and are deter¬ 
 mined by use of short-line mileage to Cincinnati, plus Cincinnati, Hamilton and 
 Dayton mileage Cincinnati to Toledo, the practice being to hold same rates to 
 Sandusky as in effect to Toledo. Sandusky rates, as above, are likewise applied 
 as maximum rates to Baltimore and Ohio points intermediate to Sandusky, 
 whereas if we were to use our actual distance via Baltimore and Ohio system 
 to Kimball, for instance (282 miles, this point being 10 miles south of San¬ 
 dusky), our class rates would be 40, 34, 25, 17, 14*, 11*. 
 
 As an additional example of this condition, would cite matter of rates on 
 lumber from our Indiana stations to Chicago. The rate from Seymour and 
 North Vernon via the direct lines to Chicago is 10 cents per 100 pounds. We 
 met this rate at these competitive points and applied same from all of our 
 intermediate points east of Seymour, we routing the business to Chicago via 
 the Baltimore and Ohio system rails rather than via the more direct routes 
 (i. e., via Mitchell or Vincennes), so as not to pull down the rate of 12 cents per 
 100 pounds which we have in effect from our local stations west of Seymour, 
 this latter rate being operated via Mitchell and Vincennes. 
 
 Fourth. As an example of this condition, would refer to our rates from Cin¬ 
 cinnati to Havana, Ill., which point is intermediate to Peoria, Ill., when the 
 business is handled via Springfield and Chicago, Peoria and St. Louis Railway, 
 which is one of our natural routes for Peoria business. Class rates Cincinnati 
 to Peoria are 40, 34, 25, 17, 15, 12, these being established by the Cleveland, Cin¬ 
 cinnati, Chicago and St. Louis Railway, which is the direct line Cincinnati to 
 Peoria. We hold, however, from Cincinnati to Havana the following class rates: 
 44, 37*, 28*, 19*, 17, 14, from which it will be noted that we do not observe the 
 Peoria rate as maximum rate to intermediate points, the distance from Cincin¬ 
 nati to Peoria via our line, Springfield and Chicago, Peoria and St. Louis being 
 438 miles, as compared with distance via Cleveland, Cincinnati, Chicago and St. 
 Louis Railway direct of 322 miles. 
 
 Fifth. As examples of the fifth condition, would cite our class rates from Cin¬ 
 cinnati to Louisville, Ky., same at present being 25, 22, 17, 12, 9, 8, which rates 
 are made account competition of Ohio River boats, but are not applied to our 
 intermediate local points, our rate Cincinnati to Charlestown, Ind. (17 miles 
 east of Louisville) being 25, 22, 19*, 12*, 9*, S. 
 
 In addition to the above class rates there are quite a number of commodity 
 rates in effect from Cincinnati to Louisville which are not applied at the inter¬ 
 mediate points, these commodity rates being carried in our tariff H-1809. 
 
 We also publish a special rate of 7* cents per 100 pounds on manufactured 
 iron, C. L.,« Portsmouth, Ohio, to Louisville, Ky., same being made to meet 
 water competition and not applied to intermediate points, the rate from Ports- 
 
 a Shipped in carloads. 
 
256 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 mouth to North Vernon and intermediate points, for instance, being 12 cents per 
 100 pounds, which is the rate we would naturally apply to Louisville were it 
 not for the water competition. 
 
 Senator Elkins in his letter asked that all changes which have been made in 
 rates since President J. F. Barnard’s advice to him be noted in detail, but to do 
 this would require a mass of figures that I can not see would be of any benefit 
 to the Senate committee. The changes which have been made are rather imma¬ 
 terial ; that is, there have been no decided changes in our rates one way or the 
 other. 
 
 Again, our records covering rates in effect prior to 1896 have, to a consider¬ 
 able extent, been destroyed, same having been stored in our warehouse at East 
 St, Louis, which was destroyed by fire some years ago. 
 
 In next to last paragraph of Senator Elkins’s letter he asked that w T e refer to 
 as many instances as we could of where greater charges are made for inter¬ 
 mediate than for longer hauls, and in addition to the examples mentioned under 
 the fourth section above I would refer to the following: 
 
 (a) Agreed rates, Louisville to Princeton, Ind. (established by Southern 
 Railway, direct line), are 29, 25, 21, 15, 124, 10. 
 
 We apply these rates from Louisville via our line to Vincennes, thence Evans¬ 
 ville and Terre Haute to Princeton, but hold higher rates to Vincennes and to 
 the Evansville and Terre Haute points between Vincennes and Princeton, the 
 latter rates being 324, 28, 224, 15, 124, 10. 
 
 (5) Class rates in effect from Louisville to Oakland City, Ind. (established 
 by Southern Railway, direct line), are 28, 25, 21, 144, 12, 10. 
 
 We operate these rates via our line to Washington, thence Evansville and 
 Indionapolis, but to Washington we apply rates as follows: 31, 27, 22, 144, 12, 10. 
 
 (c) Present class rates, Louisville to Fairfield, Ill. (established by Southern 
 Railway, direct line), are 35, 304, 20, 17, 14, 114. 
 
 These rates we operate via our own line to Fairfield, through Flora, but hold 
 a number of our intermediate points at higher figures, our rates to Flora, for 
 instance, being 364, 314, 24, 164, 14, 114- 
 
 ( d ) Present class rates, Louisville to Columbus, Ohio (established by direct 
 line), are 394, 34, 254, 174, 15, 12. 
 
 We would naturally operate these rates via our own line, but in the event we 
 should be asked to send the business via Norfolk and Western we would observe 
 such routing, sending the business via Chillicothe, and in so doing would send 
 it through Circleville, Ohio, to which point established class rates from Louis¬ 
 ville are 41, 35, 26, 18, 154, 124. 
 
 (e) Class rates from North Vernon, Ind., to Peoria, Ill. (established via direct 
 route), are 384, 33, 244, 164, 14, 11. 
 
 We operate these rates to Peoria via our long route, i. e., through Springfield, 
 but our established rates at the latter point are 40, 34, 25, 17, 144, 114- 
 
 ( f ) Class rates, Columbus, Ohio, to Peoria, Ill. (established via the direct 
 line—Cleveland, Cincinnati, Chicago and St. Louis), are 43, 364, 274, 19, 16, 13. 
 
 We operate these rates via our line and Springfield, Ill., but to Springfield we 
 hold our rates at 45, 39, 30, 21, 18, 14. 
 
 (g) Rate on line from Mitchell, Ind., to Chicago, Ill., is 7 cents per 100 
 pounds, same being established by the Chicago, Indianapolis and Louisville Rail¬ 
 way, which is the direct route. We also operate this rate via Vincennes, Ind., 
 through Terre Haute and Chicago and Eastern Illinois Railroad, but to Mo- 
 mence, Ill., a point on the Chicago and Eastern Illinois 50 miles south of Chi¬ 
 cago, we hold rate bf 8 cents per 100 pounds. 
 
 Quite a number of additional instances of where we hold higher rates to 
 intermediate points than to common points beyond (we meeting rates of the 
 direct lines at common points) could no doubt be given if we were to make a 
 more thorough search of our tariffs. I believe, however, that the above refer¬ 
 ences will be sufficient. 
 
 E. B. T. 
 
 BOSTON AND LOWELL RAILROAD. 0 
 
 Dear Sir : In reply to your valued favor of the 20th, our passenger rates, I believe, 
 are In all cases in conformity with section 4 of the interstate law, and since the decision 
 at Rutland by the Commission on through freight rates against the Central Vermont and 
 this company we have readjusted our rates. I now believe our whole system is in har- 
 
 o This property is now controlled by the Boston and Maine. See response of 
 that company to the present inquiry. 
 
257 
 
 DIGEST OF HEARINGS. ON RAILWAY RATES. 
 
 mony with the decision of the Commissioners, with the exception of the line between 
 Portland, Maing, and the West, where I am bringing it in as fast as clerical work will 
 do it; probably within a week. 
 
 Trusting that this information will be satisfactory, I remain, 
 
 Yours, very truly, 
 
 H. N. Turner, 
 General Traffic Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 BOSTON & MAINE RAILROAD. 
 
 Boston, Mass., September 14 , 1905. 
 
 Dear Sir: Your letter of September 10, addressed to Mr. M. T. Donovan, 
 freight traffic manager, has by him been referred to me, and in reply thereto I 
 will say that we have no instances where our passenger rates are greater for 
 intermediate than for longer hauls over the same lines in the same direction. 
 
 The freight rates between Portland, Me., and the West are now, and have 
 been for many years, in conformity with section 4 of the interstate commerce 
 law. I can not give the dates of the changes contemplated in Mr. Turner’s letter 
 to Auditor McCain, but you will notice that Mr. Turner was at work upon these 
 changes and expected to complete them within a week from the date of his letter. 
 
 Regular lines of steamers run from Boston to such points as Portland, Me., 
 and ports upon the Kennebec and Penobscot rivers. To meet this water compe¬ 
 tition our freight rates from Boston to such points are somewhat lower than to 
 intermediate points not affected by such water competition. 
 
 Yours, truly, W. F. Berry, 
 
 Second Vice-President and General Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington, D. C. 
 
 [Second letter.] 
 
 Boston, Mass., October 3, 1905. 
 
 Dear Sir: On looking over your letter of the 10th ultimo, addressed to 
 Freight Traffic Manager Donovan, which he referred to me and to which I re¬ 
 plied under date of the 14th ultimo, it occurs to me that I did not furnish you 
 with as many typical instances of greater charges for intermediate points than 
 for longer hauls over the same lines in the same direction, whether the line is 
 of a single carrier or is over a route composed of the lines of two or more 
 carriers, either wholly by rail or partly by rail and partly by water, over which 
 freight is carried under an arrangement for continuous transportation, and I now 
 take pleasure in submitting the following: 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 The class rates published by the Boston and Maine Railroad between 
 Boston and Portland are the same as are published by the Eastern 
 Steamship Co., viz.-..._. 
 
 20 
 
 15 
 
 12 * 
 
 16 
 
 10 
 
 7* 
 
 H 
 
 6 
 
 While the rates from Boston to Saco and Biddeford, Me., intermediate 
 points, are....... 
 
 20 
 
 16 
 
 11 
 
 rr 
 
 The class rates published by the Boston and Maine Railroad between 
 Boston and Kennebec River points, viz: Augusta, Bath, and Gardi¬ 
 ner, Me., are the same as are published by the Eastern Steamship 
 Co., viz.....-.... 
 
 30 
 
 25 
 
 20 
 
 18 
 
 15 
 
 12* 
 
 12* 
 
 Between Boston and Penobscot River points, viz: Bangor, Belfast, and 
 Bucksport, Me., are the same as published by the Eastern Steamship 
 Co., viz..... 
 
 30 
 
 25 
 
 20 
 
 18 
 
 15 
 
 While the rates published from Lawrence and Haverhill, Mass., inter¬ 
 mediate points, are— 
 
 To Augusta, Bath, and Gardiner, Me..... 
 
 30 
 
 25 
 
 20 
 
 17* 
 
 28 
 
 To Bangor, Me ... 
 
 48 
 
 40 
 
 32 
 
 
 
 To Belfast, Me.-...-.- 
 
 48 
 
 40 
 
 31 
 
 28 
 
 
 
 To Bucksport, Me...... 
 
 53 
 
 43 
 
 33 
 
 29 
 
 
 .... 
 
 The class rates published between Boston and Eastport, Me., by the 
 Boston and Maine Railroad are the same as are jiublished by the 
 Eastern Steamship Co., viz_____ 
 
 40 
 
 30 
 
 25 
 
 20 
 
 15 
 
 .... 
 
 12* 
 
 21 
 
 While the rates, say from Lawrence and Haverhill, intermediate points, 
 
 are. 
 
 54 
 
 46 
 
 37 
 
 28 
 
 24 
 
 
 
 S. Doc. 244, 59-1 
 
 17 
 
258 
 
 DIGEST OF HEARINGS; ON RAILWAY RATES. 
 
 The Boston and Maine Railroad publishes a commodity tariff from Portland, 
 Me., to Harlem River, New York, via Northampton, providing rate of 12 cents per 
 100 pounds on canned goods in carloads and 10 cents per 100 pounds on roofing 
 slate in carloads, to meet the rates published by the Maine Steamship Company. 
 Portland to New York; while the rates from intermediate points between Boston 
 and Portland to Harlem River, New York, via Northampton would be, canned 
 goods 17 j cents and roofing slate 15 cents per 100 pounds. 
 
 We have quite a number of instances where coal rates from Mechanicsville to 
 points near Boston are lower than to shorter-haul intermediate points. The 
 lower rates to points near Boston have been made to meet water competition to 
 Boston, plus the low inland rate from tide water to short-haul points. For 
 instance: The rate on bituminous coal from Mechanicsville to Waverly, Mass., is 
 $1 per gross ton, while the rate for the shorter haul, Mechanicsville to Fitch¬ 
 burg, Mass., is $1.20 per gross ton. 
 
 Yours, truly, W. F. Berry, 
 
 Second Vice-President and General Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 United States Senate , Washington, I). C. 
 
 HARTFORD AND CONNECTICUT WESTERN RAILROAD.® 
 
 Dear Sir : Replying to your circular letter dated October 20, 1887, would say that the 
 only exception we make to the short-haul principle of the interstate-commerce bill is on 
 coal from Rhinebeck consigned to Hartford, Conn. 
 
 On this the rate to Hartford is less than to many points nearer Rhinebeck. 
 
 We make this exception for the reason that at Hartford we come in direct competition 
 with the water route, and it is necessary for us to make the concession or give up the 
 business. 
 
 In doing this, we believe we are acting in accordance with the intention of the law'. 
 
 Yours, truly, 
 
 E. McNeil, 
 
 General Superintendent. 
 
 .C C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington. 
 
 CENTRAL NEW ENGLAND RAILWAY COMPANY. 
 
 Hartford, Conn., September 20, 1905. 
 
 Dear Sir: I beg to acknowledge receipt of your favor of the 11th instant, 
 inclosing copy of letter from former General Superintendent E. McNeil, of 
 the Hartford and Connecticut Western Railroad, and to advise that the con¬ 
 ditions are somewhat changed since the writing of Mr. McNeil’s letter. 
 
 There is no anthracite coal handled via Rhinecliff at the present time, as 
 all anthracite coal reaching our territory comes all rail direct from the mines 
 via Maybrook and Campbell Hall, N. Y. 
 
 The present rate to Hartford is lower than to intermediate points in view of 
 water competition at Hartford. 
 
 There are also instances where our rates from New York via our western 
 terminus to Hartford are lower than to intermediate points on account of water 
 and short-line competition. 
 
 Trusting this is what you desire, I beg to remain, 
 
 Yours, truly, W. H. Seeley, 
 
 General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
 a This property is now controlled by the Central New England Railway. See 
 response of that company to the present inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 259 
 
 CHESAPEAKE AND OHIO RAILWAY. 
 
 Dear Sir : Your letter of December 12, covering your circular of October 20, reached 
 me this morning. 
 
 In reply thereto I will say that the Newport News and Mississippi Valley Company 
 (eastern division) was composed of the Chesapeake and Ohio Railway Company and the 
 Elizabethtown, Lexington and Big Sandy Railroad Company; that for the past two 
 months the Chesapeake and Ohio Railway Company has been withdrawn from its connec¬ 
 tion and placed in my hands as receiver ; that so far as this road is concerned there are 
 no points to or from which interstate rates for passengers or freights are made by our road 
 alone which are greater than the rates to or from more distant points in the same direc¬ 
 tion over the same line; but in connection with the Newport News and Mississippi Valley 
 Company (Elizabethtown, Lexington and Big Sandy division) there are a points 
 
 between Ashland, in Kentucky, and Mount Carbon, in West Virginia, both inclusive, to 
 which are charged lower rates than are charged to certain points west of Ashland. 
 
 I inclose you joint tariff B 12, and have connected with it joint tariff B 191, and also 
 joint tariffs B 18 and B 189, which will be a full answer to your inquiry, and will place it 
 before you more clearly than I could in a letter. 
 
 The reason for this difference is that tariffs B 12 and B 18 are issued to meet water 
 competition, which we believe to be allowable under the interstate-commerce bill, and 
 which I am advised is the construction placed upon it by all roads similarly situated. 
 
 Hoping that this will be satisfactory, I am, very respectfully, your obedient servant, 
 
 W. C. Wickham, 
 
 Receiver. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 CHESAPEAKE AND OHIO RAILWAY COMPANY. 
 
 Richmond, Va., October 10, 1905. 
 
 Dear Sir : Referring to your recent letter addressed to Mr. H. B. Walker, 
 vice-president Old Dominion Steamship Company, with respect to information 
 regarding rate construction under the act to regulate commerce, in connection 
 with a circular letter written by Mr. C. C. McCain, then auditor for the Com¬ 
 mission, dated October 20, 1887, to a large number of transportation lines. As 
 the company I represent is a connection of the Old Dominion Steamship 
 Company, a copy of your letter has been sent us, although our company was not 
 directly addressed by Mr. McCain.® 
 
 So far as rates to points on the Chesapeake and Ohio Railway are concerned 
 from the west, there are no higher rates from Chicago, East St. Louis, Indi¬ 
 anapolis, Cincinnati, Louisville, or other points to points on our line than the 
 rates applying to Richmond, Norfolk, Newport News, and other terminal 
 points. In other words, the rates are strictly in conformity with the long-and- 
 short-haul clause. 
 
 On business from southern territory, i. e., New Orleans, and points south of 
 the line of the Southern Railway, Chattanooga, Tenn., to Memphis, Tenn., the 
 latter not included, we are party to through rates to the Virginia common 
 points through our western gateways, Louisville, Lexington, Cincinnati, etc., 
 that are known as the Virginia cities rates, which do not apply to intermediate 
 local stations. These rates are based on the direct short lines entering Rich¬ 
 mond, Norfolk Lynchburg, etc., from the south. We are, therefore, meeting 
 short-line rates, and as we understand it, are not in conflict with the law. 
 
 WESTBOUND. 
 
 From points on our own line to the west we adhere strictly to the’long-and- 
 short-liaul clause, and there are no rates either to Cincinnati or Louisville 
 (Chesapeake and Ohio western termini) or to points west that are lower than 
 the rates to intermediate points. 
 
 From Pennsylvania points on commercial cement we are party to rate to com¬ 
 mon points, Charleston, Huntington, Kenova, Central City, W. Va.; Catletts- 
 burg, Ashland, Newport, Covington, Kv., and Ironton and Cincinnati, Ohio, of 
 $2.38 per ton of 2,000 pounds, published to meet direct competition. We do not 
 apply this rate to our local stations, but add locals from common points. For 
 example, to Spring Hill, W. Va., just west of Charleston, the rate would be 
 $3.08 per ton, the local from Charleston being 70 cents per ton. 
 
 From eastern cities to points on our line we publish in connection with the 
 
 ° This letter appears on page —. 
 
260 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 water routes, viz, from New York, tlie Old Dominion Steamship Company; 
 from Philadelphia, the Clyde Steamship Company; from Baltimore, the Mer¬ 
 chants and Miners’ Transportation Company, the following rates: 
 
 To stations west of Staunton, Va., to Kanawha City, W. Va., inclusive: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 65 
 
 57 
 
 44 
 
 30 
 
 26 
 
 22 
 
 These being the all-rail New York to Cincinnati rates. 
 
 While to stations Charleston, W. Va., to Cincinnati, Ohio, inclusive, we 
 publish: 
 
 From- 
 
 Baltimore .. 
 Philadelphia 
 New York.. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 54 
 
 47 
 
 38 
 
 25 
 
 22 
 
 18 
 
 54 
 
 47 
 
 38 
 
 25 
 
 22 
 
 18 
 
 55 
 
 49 
 
 38 
 
 26 
 
 22 
 
 19 
 
 Being the authorized water-and-rail differentials below the trunk-line scale 
 from these points to Cincinnati. 
 
 From Baltimore, Philadelphia, and New York, we carry to Cincinnati, Ohio, 
 and intermediate west of Staunton, Va., the trunk line New York to Cincinnati 
 rates, viz: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 65 
 
 57 
 
 44 
 
 30 
 
 26 
 
 22 
 
 And no rates for shorter distances are higher than for points beyond. 
 
 In charging higher rates to our local points east of Charleston from eastern 
 cities than we charge to the competitive points Charleston and west, we do not 
 feel that we are working a hardship on the local people, since the rates estab¬ 
 lished are reasonable, and were we to charge higher than the present adjust¬ 
 ment to the common points we could not hope to secure any considerable amount 
 of traffic, because of distance, time, and the necessary extra handling by reason 
 of transfers, etc. 
 
 If there is any further information I can give you, or if you desire more 
 detailed information, I shall be glad to furnish on receipt of your advices. 
 
 Yours, very truly, 
 
 E. D. Hotchkiss, 
 
 General Freight Agent. 
 
 Hon. Stephen B. Elkins, 
 
 United States Senate , Washington, D. C. 
 
 CHICAGO AND ALTON RAILROAD COMPANY. 
 
 Dear Sir : I am in receipt of your circular letter of the 20th instant, and in reply 
 will say : 
 
 1. That there are no points upon the line of railroad owned, operated, leased or con¬ 
 trolled by the Chicago and Alton Railroad Company between which Interstate rates for 
 passengers or freight are made which are greater than the rates to or from more distant 
 points in the same direction and on the same line. 
 
 2. There are no points to or from which interstate rates for passengers or freight are 
 made in combination with other roads which are greater than to or from more distant 
 points in the same direction and on the same line except: 
 
 (1) In combination with the Mobile and Ohio Railroad to certain points upon said 
 Mobile and Ohio and its connections, as per tariff No. 78 and supplements No. 1 and 2 
 to No. 78, copies herewith attached. 
 
 (2) In combination with the Kansas City, Fort Scott and Gulf Railroad to certain 
 points in Kansas and Missouri, as per tariff No. 10 and No. Ill, copies herewith attached. 
 
 3. In combination with Pacific coast roads and their eastern connections as per tariff 
 No. 4, herewith attached. I also herewith inclose tariff No. 105, in combination with 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 261 
 
 Mobile and Ohio, which shows the maximum rates charged to intermediate or less dis¬ 
 tant points than those named in No. 78. 
 
 The rates to intermediate points on the Kansas City, Fort Scott and Gulf Railroad 
 are arrived at by adding the local to Kansas City to the local beyond. (See page 2 of 
 southwestern tariff No. 147, inclosed.) I will say that in all the exceptions specified, 
 our company in joining in tariffs not in conformity with the short haul principle has 
 done so upon the solicitation of the companies herein named, all of which assumed that 
 under a proper interpretation of the law they were justified in their action. 
 
 I will not undertake to specify the reasons advanced by the Mobile and Ohio and Pa¬ 
 cific coast lines in justification of their action, as these points have been ably argued 
 before your honorable Commission by able representatives of the lines named; but I 
 think it proper to name the reasons for the action of the Kansas City, Fort Scott and 
 Gulf Railroad. An examination of the maps of Missouri and Kansas will show that all 
 the points named in tariff No. Ill of the combined tariff of the Chicago and Alton and 
 Kansas City, Fort Scott and Gulf are junction points with either the Saint Louis and San 
 Francisco, or Missouri Pacific Railroads, and in some cases both. These lines being the 
 shortest and most direct fix the rates. A combination of the local Chicago or Saint Louis 
 rate to Kansas City with the local from that point results in a rate much higher than 
 that fixed by the direct route. This condition necessitates on the part of the lines via 
 Kansas City one of three things : 
 
 (1) Surrendering the business to the direct line, thus depriving the people of the 
 benefit of competing lines and the roads forming the long line of valuable revenue. 
 
 (2) Putting down rates to intermediate points, thus sacrificing revenue secured from 
 competitive business. 
 
 (3) Meeting the rates made by the short lines to competitive points, at the same time 
 keeping in force the higher rates to intermediate local points, thus ignoring the short 
 haul principle. 
 
 All of which is respectfully submitted. 
 
 Yours, truly, C. H. Chappell, 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 General Manager. 
 
 THE CHICAGO AND ALTON RAILWAY COMPANY. 
 
 Chicago, October 13, 1905. 
 
 My Dear Senator: Acknowledging yours of the 5th, and replying to your 
 previous communication without date. 
 
 With few exceptions, the situation is practically the same as it was in 1887. 
 The rates to Kansas City, Fort Scott, and Memphis points referred to in Mr. 
 Chappell’s communication in 1887 were canceled—the exact date at present 
 unknown. The rates published at present to Kansas City, Fort Scott, and Mem¬ 
 phis points are not in violation of the fourth section of the interstate-commerce 
 law. 
 
 I forward you under separate cover copy of Chicago and Alton tariff GFD- 
 5695, showing the through rates to points on the Mobile and Ohio Railway. 
 These rates are based on the rates to Cairo or other junction points and the 
 rates beyond those junction points. Rates to same points on the Mobile and 
 Ohio Railway are higher to intermediate points than they are to several junction 
 points, as shown in the following tariffs, which I am sending you. viz: 
 
 Mississippi Valley through freight tariffs Nos. 9 and 103. 
 
 Mississippi and Tennessee junction tariff No. 3. 
 
 Except in a general way, we are unable to account for the higher rates to 
 intermediate points. The rates in the territory covered by the tariffs are fixed 
 by the railroads serving that territory. 
 
 I am also mailing you the following tariffs: 
 
 Trans-Missouri joint 11-D and 20-C, showing rates, respectively, to Colorado 
 and Utah points. Some rates are higher to intermediate points than to termi¬ 
 nals. In most cases rates are higher to intermediate points than to transconti¬ 
 nental terminal points. The reason for this is that rates to Pacific coast termi¬ 
 nals are regulated by the competition of the water routes, and frequently rates 
 to interior points intermediate are constructed on the carload rate to tide water 
 plus the less than carload rate from tide water to the interior. For illustration, 
 the carload rate to Spokane, Wash., in many cases is based on the carload rate to 
 Portland, Oreg., plus the less than carload rate on the same commodity from 
 Portland to Spokane. I think, however, recently there has been some modifica¬ 
 tion in Spokane rates. Transcontinental tariffs can be had on application to the 
 transcontinental freight bureau. 
 
 I am also forwarding you copy of Chicago and Alton GFD No. 14246, giving 
 rates from Chicago, Joliet, etc., to Hannibal, Mo., via Bowling Green. Rates to 
 intermediate points on this railroad are higher. The rates published to Hanni- 
 
262 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 bal in tariff mentioned are those in effect via the short line, namely, the Chicago, 
 Burlington and Quincy Railway. 
 
 I am also forwarding copy of Chicago and Alton GFD No. 14511, showing rates 
 to points on the St. Louis and Hannibal Railway via Bowling Green, based on 
 short-line rates, the rates to intermediate points on this railroad being higher. 
 
 I am also forwarding copies of Chicago, Milwaukee and St. Paul tariffs GFD 
 48978, 455G0, and 45561, showing rates on grain products, grain, and lumber, 
 respectively. These are terminal rates, the rates to intermediate points being 
 higher. 
 
 Trusting this will serve to answer satisfactorily all the questions contained in 
 your favor above acknowledged, I beg to remain, 
 
 Yours, very truly, Jos. W. Blabon. 
 
 Hon. Stephen B. Elkins, 
 
 United States Senate, Washington, D. C. 
 
 CHICAGO AND EASTERN ILLINOIS RAILROAD COMPANY. 
 
 Dear Sir : Your circular letter of tlie 20tli instant was duly received. I herewith in¬ 
 close a freight tariff to points south of the Ohio River. This is the only tariff we pub¬ 
 lish to any point south of Evansville. Freight destined to other points than those men¬ 
 tioned in this tariff are charged the local rate between Chicago and Evansville and the 
 local rate south of the latter point. In some cases these two local rates added together 
 are greater than the through rate to a point heyond, as indicated in this tariff sheet. 
 
 The Illinois Central Railroad making lower rates to points embraced in this sheet than 
 the two local rates combined, as indicated above, renders it necessary for us to make the 
 same through rates to these competitive points or withdraw from the business altogether. 
 The lines south of Evansville will not accept the proportion which they allow us in the 
 charges to points named in this tariff on freight to any other intermediate points. This 
 is the only instance where we are a party to any through rates which are greater to points 
 on the same line for a shorter than a longer distance. Our passenger rates are in no case 
 more for a short than for a long distance in the same direction and over the same line. 
 
 I trust this explanation will he satisfactory to the Commission. 
 
 Yours, truly, 
 
 O. S. Lyford, 
 General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington, D. C. 
 
 CHICAGO AND EASTERN ILLINOIS RAILROAD COMPANY. 
 
 Chicago, III., September 19, 1905. 
 
 Dear Sir: Referring to yours of September 11, in which you ask me to give 
 you information in detail as to the difference between the rates that existed on the 
 Chicago and Eastern Illinois Railroad Company, wherein the fourth section of 
 the interstate-commerce law was not observed by this company, as indicated in 
 General Manager Lyford’s letter dated at some period between October 20 and 
 October 31, 1887, and the conditions which prevail at the present time, beg to 
 state, so far as the local conditions between points on the Chicago and Eastern 
 Illinois Railroad Company’s rails are concerned, the fourth section of the inter¬ 
 state-commerce law is not observed in making rates between Chicago and La 
 Crosse, Ind., this company undertaking to meet the short-line rates of the Pan 
 Handle road to that point, and carrying higher rates at intermediate points 
 located between Percy Junction and La Crosse. Oil all other interstate rates 
 betweeen points on the Chicago and Eastern Illinois Railroad Company the 
 fourth section of the interstate-commerce law is rigidly observed. 
 
 The conditions surrounding traffic beyond the rails of this company, as indi¬ 
 cated in Mr. Lyford’s letter previously referred to, are the same to-day as they 
 were in 1887. I feel that it would be impossible, however, to undertake to 
 advise you, in detail, the differences in the rates themselves, or furnish any 
 adequate explanation of the changes that have been made. None of the records 
 indicating the rates in effect in 1887 are available at this time. But when I 
 say to you that the present tariff, showing the through rates from Chicago to 
 common points in the Mississippi Valley—i. e., Mississippi Valley through freight 
 tariff No. 9. issued January 2, 1905, and which consists of about 00 closely 
 printed pages—is the ninth issue of this kind, together with voluminous sup¬ 
 plements, since date of September 26, 1896 ; and, again, when I refer you to tariff 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 263 
 
 which provides rates from Chicago to the Ohio River, applying on business to 
 points in the Southeastern States, and which is covered by through freight rate 
 basis No. 14-GL, published September 1, 1905, and which is the fourteenth issue 
 since January 6, 1897, it will readily occur to you that it would take an army of 
 clerks and a lifetime to furnish detailed information as to the changes that 
 have been made within a period of nineteen years in this particular territory, 
 and the causes therefor. 
 
 In a general way, where the fourth section of the interstate-commerce law is 
 not observed by our company we are actuated by a principle which has been 
 established by the Supreme Court of the United States, and from which I quote 
 as follows: 
 
 “ Where actual competition exists at the more distant point which does not 
 obtain at the intermediate or nearer point, and where such competition has 
 actually produced a lower rate at the more distant point which the carrier can 
 not control and must meet to obtain a share of the business, neither the third 
 nor the fourth section of the act to regulate commerce prohibits the disparity in 
 rates at the shorter and longer distance points, provided the longer distance 
 competitive rate is remunerative and the shorter distance rate is reasonable.”— 
 Decision of the United States Supreme Court in Interstate Commerce Commis¬ 
 sion v. Alabama Midland R. Co. (168 U. S., 144; 42 L. ed., 414-418), and which is 
 to be found on page 534 of the Interstate Commerce Report, volume 9, Novem¬ 
 ber 9, 1903. 
 
 Respectfully, yours, J. A. Middleton. 
 
 Mr. S. B. Elkins, 
 
 Chairman Senate of the United States 
 
 Committee on Interstate Commerce, Washington, D. C. 
 
 CHICAGO AND NORTHWESTERN RAILWAY COMPANY. 
 
 Dear Sir : The circular from your department of statistics, under date of October 20, 
 addressed to J. M. Whitman, general manager of this company, has been handed to me, 
 and in reply to the inquiry therein made I would state that this company is a party to 
 published through tariffs between the Pacific coast and Chicago and points east in con¬ 
 nection with the Northern Canadian, and Union Pacific railways. On traffic moved 
 under such through tariffs this company accepts as its proportion rates which are less 
 than the charges between Council Bluffs or Saint Paul and Chicago, or points east of 
 Chicago, on like commodities. 
 
 This company is also party to sundry contracts entered into prior to the passage of'the 
 interstate-commerce law with merchants and shippers located at Hancock, Houghton, 
 Negaunee, and Ishpeming, and other points in the peninsular of Michigan, at rates made 
 necessary by the competition of steamboat lines on Lakes Michigan and Superior, which 
 contracts provide for lower rates than the published tariffs of the company, and copies 
 of the same have been previously filed with your honorable hoard. 
 
 With these exceptions there are no points on the line of this company to or from which 
 interstate rates, passenger or freight, are made by it or in connection with others that 
 are greater than the rates to or from more distant points in the same direction over the 
 same line. 
 
 We do not wish it understood, however, that this is the settled policy of this company. 
 We have deemed this course a prudent one to pursue until an authoritative interpreta¬ 
 tion of the fourth section of the act is had. This course works a peculiar hardship to 
 this company with respect to its northeastern traffic. The traffic of that territory, al¬ 
 ready very large, is increasing rapidly. Its chief commercial centers are the cities of 
 Saint Paul and Minneapolis. The distance from these cities to the chief ports of Lake 
 Michigan (Milwaukee and Chicago) is approximately 200 miles greater than to the ports 
 of Duluth, Washburn, etc., on Lake Superior. To meet this competition involves the 
 making of extremely low rates to the Lake Michigan ports, from which the railroad lines 
 which first reached the cities and territory named were originally projected. We feel 
 that the law should be so construed or so amended as to permit us to meet this compe¬ 
 tition by establishing rates to and from Saint Paul and Minneapolis and the cities of Mil¬ 
 waukee and Chicago, which will work an equality of rates to and from Saint Paul and 
 Minneapolis and eastern seaboard cities and foreign ports via Lakes Superior and Michi¬ 
 gan, and that we he permitted to do so without prejudice to the rates established by us 
 to and from intermediate points between Saint Paul and Minneapolis and Chicago and 
 Milwaukee, or to the rates made by us upon the same commodities for similar distances 
 upon other divisions of our systems, provided the same are reasonable. 
 
 Very truly, yours, 
 
 Henry C. Wicker, 
 
 Tragic Manager. 
 
 Hon. T. M. Cooley, 
 
 Chairman Interstate Commerce Commission, Washington, D. C. 
 
264 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 CHICAGO AND NORTH WESTERN RAILWAY COMPANY. 
 
 Chicago, October 12, 1905. 
 
 Dear Sir : Acknowledging receipt of your favor of September 11, with in¬ 
 closure, and also the communication of October 9, relative to the adjustment of 
 rates and tariffs from and to certain points where the long and short haul clause 
 is not observed. 
 
 Conditions as described in Mr. Wicker’s letter of 1887 have not materially 
 changed, with the exception of that portion of the letter which refers to certain 
 contracts entered into with merchants and shippers at Hancock, Houghton, 
 Negaunee, and Ishpeming. It has been necessary for the carriers in order to 
 participate in certain traffic, and to meet the competition of steamboats and 
 short lines, to establish rates from time to time where the strict observance of 
 the long and short haul clause would be a great hardship. 
 
 As per your request, I give below a few instances of this nature: 
 
 First. The rates in effect from Niagara frontier, New York, Buffalo and other 
 eastern territory to St. Paul, Minneapolis, and other points in the Northwest 
 as against rates in effect via the Grand Trunk, Canadian Pacific, and Soo Line to 
 and from the same territory. These rates from Atlantic seaboard points to St. 
 Paul, Minneapolis, and points beyond were established by the Grand Trunk 
 Railway and the Canadian Pacific Railway, and if the American lines partici¬ 
 pating in this business were compelled to make these rates a maximum at all 
 intermediate points it would involve the rates from this territory to all points 
 in Iowa, Minnesota, and Wisconsin. 
 
 Second. This company is a party to through rates from Chicago and east, and 
 west as far as the Missouri River, to the Pacific coast, which are less than the 
 rates to intermediate points, to meet vessel competition around the Cape from 
 New York, and also water competition via south Atlantic gulf ports. 
 
 Third. On lumber from Ashland, Duluth, and other Lake Superior ports to 
 Chicago and other Lake Michigan ports to meet vessel competition. 
 
 Fourth. Traffic between Chicago and Houghton, Hancock, Ishpeming, Negau¬ 
 nee, etc., handled under the Official Classification, to meet the competition of the 
 rates made by the lines reaching this territory via Mackinaw and via the Soo. 
 
 Fifth. Coal from Lake Michigan ports to certain territory in South Dakota 
 to put the coal shippers from Lake Michigan ports on a parity with coal shippers 
 from Lake Superior ports, viz, Duluth and Superior. 
 
 Sixth. Lumber from Southern points to markets in Iowa and Minnesota. The 
 long and short haul clause is not observed in some instances in equalizing rates 
 via the different gateways on the Missouri River and St. Louis and other gate¬ 
 ways on the Mississippi River to common territory. 
 
 We believe any legislation which would call for a strict observance of the 
 long and short haul clause would not only be a great hardship on the carriers, 
 but also upon the shippers, inasmuch as it would prevent making an equality 
 of rates via different gateways and thus curtail the business of the carriers 
 and the shippers doing business over the longer lines at the rates fixed by the 
 short line. 
 
 Respectfully, yours, M. Hughitt, Jr., 
 
 Freight Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Senate Committee on Interstate Commerce , 
 
 Washington, D. C. 
 
 CHICAGO, BURLINGTON AND QUINCY RAILROAD COMPANY. 
 
 Dear Sir : Answering your communication of the 20th ultimo, requesting information 
 as to whether there are any points upon this road to or from which interstate rates for 
 passengers or freight are made which are greater than to or from more distant points In 
 the same direction over the same line— 
 
 So far as our passenger business is concerned there are no rates of this kind. 
 
 On our freight business, however, we are charging a lesser rate for a longer distance on 
 two classes of business: 
 
 (1) On Pacific coast business, it being the understanding by the Pacific roads that 
 they are at liberty to do this on account of water competition. 
 
 (2) On business to sundry points on the Kansas City, Fort Scott and Gulf Railway, 
 In Missouri and Kansas, upon the request of that road and In conjunction with all other 
 roads between Chicago and Kansas City. The reason for this is that the Kansas City, 
 Fort Scott and Gulf people were desirous of meeting competition at points of Intersec¬ 
 tion with the Missouri Pacific and Saint Louis and San Francisco roads, but felt that 
 they could not do this if, in order to bring it about, they were obliged to reduce all their 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 265 
 
 intermediate local rates. They felt that this particular section of country would be des¬ 
 titute of competition unless they adopted this ruling, and upon their request the lines 
 between Chicago and Kansas City consented to become parties to the lesser rate for the 
 longer distance, the Kansas City, Fort Scott and Gulf people assuming, practically, the 
 responsibility therefor. 
 
 I attach the following-named tariffs, which are all we have that involve this question: 
 
 1. Kansas City, Fort Scott and Gulf Railroad, division sheet No. 10, Chicago, Burling¬ 
 ton and Quincy general freight office, 592. 
 
 2. Kansas City, Fort Scott and Gulf Railroad, division sheet No. 11. 
 
 3. Kansas City, Fort Scott and Gulf Railroad, division sheet No. 13. 
 
 4. Oregon Railroad and Navigation tariff No. 242; Union Pacific circular No. 550; 
 Northern Pacific and Oregon Railroad and Navigation general freight office No. 248. 
 
 5. Pacific coast tariff No. 4. 
 
 6. Pacific coast tariff No. 5. 
 
 7. Chicago, Burlington and Quincy tariff No. 6663. 
 
 8. Chicago, Burlington and Quincy tariff No. 545. 
 
 Yours, truly, Henry B. Stone. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 BURLINGTON AND MISSOURI RIVER RAILROAD IN NEBRASKA." 
 
 [C., B. & Q. R. R. Co., owner.] 
 
 Dear Sir : In reply to your circular letter of the 20th inst., in regard to rates on this 
 road, I attach hereto our freight tariffs on California business, showing the only rates in 
 effect which vary in the least respect from the fourth clause of the interstate bill. Cali¬ 
 fornia business is the only business done by this company, directly or indirectly, where 
 our through-freight rates are lower for the long than for the short hauls. 
 
 We have no passenger rates in effect such as described in your circular. 
 
 Yours, truly, 
 
 G. W. Holdrege, 
 
 • General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 BURLINGTON AND NORTHWESTERN RAILWAY COMPANY." 
 
 Dear Sir : Your circular letter to Mr. T. W. Barhydt, president, has been handed to 
 me. Replying thereto, would say : There are no points upon the line of this railway, or 
 any other railway operated by this company, under lease or otherwise, to or from which 
 interstate rates for passengers or freight are made by this road, or in any connection 
 with other roads, which are greater than the rates to or from more distant points in the 
 same direction over the same line. 
 
 It may be in order to state here that in maintaining this long and short haul provision 
 of the interstate law this company has been obliged to surrender a considerable passen- 
 
 § er business to western points outside the State of Iowa, while its patrons have either 
 een obliged to pay increased fares or suffer inconvenience from poor connections, trans¬ 
 fer, etc., incident to the shorter line. 
 
 Yours, very truly, John T. Gerry, 
 
 Supt. and C. F. and P. A. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 CHICAGO, BURLINGTON AND QUINCY RAILWAY COMPANY, 
 
 Chicago, III., October 20, 1905. 
 
 Hon. S. B. Elkins. 
 
 My Dear Sir: Answering your letter without date, relating to the applica¬ 
 tion of certain rates covered by letter written some years ago by Mr. H. B. 
 Stone, who at that time was general manager of this company: 
 
 I can only reply to your letter in a general way, because there are so many 
 rates involved and so many changes have occurred since then that to treat 
 each specifically would at this late day be a very difficult matter. 
 
 However, the situation regarding the rates to and from Pacific coast termi¬ 
 nals is practically the same to-day as it was at the time mentioned by Mr. 
 Stone—that is to say, those rates are still made to meet water competition, 
 and for that reason are not applied to the intermediate territory. 
 
 As to the application of rates to points on the Kansas City, Fort Scott and 
 Gulf Railroad, also referred to in Mr. Stone’s letter, I would say that several 
 years ago this property was acquired by the St. Louis and San Francisco Rail- 
 
 « This property is now controlled by the Chicago, Burlington and Quincy. See 
 response of that company to the present inquiry. 
 
266 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 way Company, and from its traffic officers I am sure you will be able to secure 
 full information as to the general application of those rates, both as to the 
 past and present We do not, however, publish the joint rates to those points 
 now, and we are not fully informed to what extent, if at all, the long and short 
 haul clause is not observed to points on that line. 
 
 I will send you this evening, under separate cover, copies of the tariffs 
 showing the present rates between the East and California terminals, and 
 copies of the tariffs showing the rates now in force from Chicago and St. Louis 
 to points on the old Kansas City, Fort Scott and Gulf Railway, which, as 
 stated above, is now a part of the St. Louis and San Francisco System. 
 
 Aside from the two cases cited in Mr. Stone’s letter, there are quite a few 
 instances where a rate is made to meet water competition or to meet those of 
 the direct routes, which is not applied to intermediate points. 
 
 For instance, our rates from Chicago to Sioux City in connection with the 
 Wilmar and Sioux Falls Railway are not applied to intermediate points, 
 because, being the long line, we simply meet the established rates of the shorter 
 and more direct routes. 
 
 There are lake and rail rates in force from New York and Buffalo to St. 
 Paul, Minneapolis, Winona, Minn., and La Crosse, Wis., which are not applied 
 to intermediate territory, because they are necessary against those made by 
 water lines in connection with certain rail lines from the different lake ports. 
 
 There are also rates in force on sugar from Colorado manufacturing points 
 to Missorui River points which are less than the rates to points in Kansas and 
 Nebraska west thereof. This adjustment, however, is created by the adjust¬ 
 ment of rates from California, New York, and New Orleans to Missouri River 
 and the territory west, and is indirectly the result of water competition. 
 
 To Montana common points the rates from Chicago, Mississippi, and Missouri 
 River points are not applied to intermediate points by the lines reaching Mon¬ 
 tana through Colorado, Utah and Idaho. The reason for this is that the long 
 lines undertake by this route to meet the rates of the more direct routes oper¬ 
 ating through St. Paul, Minn. 
 
 The rates from the East to Utah common points are not applied to interme¬ 
 diate points because those rates bear some relation to the rates from the East 
 to California and from California to Utah and to the rates from Eastern points 
 to Montana common points. 
 
 There are also rates in force from the East to Galveston and Houston, Tex., 
 which are not applied to intermediate points, because those rates are necessary 
 against the rates made by the boat lines operating direct from Atlantic sea¬ 
 board points to Galveston. 
 
 From the East and from Chicago to Duluth, Minn., the rates are not made 
 the maximum at intermediate points, because in this, like some of the other 
 cases mentioned, water competition requires lower rates than are necessary at 
 the interior or intermediate points. 
 
 d’o El Paso, Eagle Pass, and Laredo, Tex., the rates from the East are less 
 than to intermediate territory on the direct line. These three points are the 
 gateways to the Republic of Mexico, and the rates to those points are necessary 
 to enable our jobbers, manufacturers, merchants, and our railroads to compete 
 successfully for the Mexican trade against the rates made by steamers direct 
 from New York and from European ports by vessels sailing direct to the ports 
 of Tampico and Veracruz, Mexico. 
 
 The rates to New Orleans are not applied to intermediate points. They are 
 likewise the result of water competition, and'are necessary against rates made 
 by the boats operating direct between New Orleans and Atlantic seaboard 
 points. 
 
 The rates made by the direct routes from New York to East St. Louis are 
 not applied to intermediate points by the lines operating through Chicago, this 
 being another case where the long lines undertake to meet the rates of the 
 shorter and more direct routes. 
 
 There are likely other cases where rates are not applied to intermediate 
 points, but these are the only ones that occur to me just now. However, in 
 every case I beliewe they are justified either by water competition, competition 
 beween markets, or instances where it is necessary for the long line to meet the 
 rates of the shorter and more direct routes. 
 
 Yours, truly George H. Crosby. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Washington , D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 267 
 
 9 
 
 MILWAUKEE AND NORTHERN RAILROAD COMPANY. 0 
 
 Dear Sir : Your circular letter of October 20, addressed to J. C. Spencer, our vice- 
 president, has been referred to me for reply. 
 
 I desire to call your attention to copies of correspondence which passed between Chair¬ 
 man Cooley and myself in April last regarding the point in question. 
 
 There is no point on our line, excepting at Beaver, Ellis Junction, and Porterfield, 
 where we charge more for a shorter than for a longer haul. 
 
 We, as stated in our communication of April 5, believe we are justified in doing this, 
 by reason of the fact that all of these stations are north of Menominee and would have 
 no claim for equal rate were it not for the fact that our line, as constructed, reaches 
 Menominee in a roundabout manner, which line was constructed prior to the passage of 
 the interstate bill. 
 
 Inclosed herewith are copies of our tariffs, showing the relative rates to Beaver, Ellis 
 Junction, Porterfield, and Marinette and Menominee. 
 
 Yours, truly, * J. C. Forester, 
 
 General Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 Milwaukee and Northern Railroad Company, 
 
 General Freight Department, 
 
 Milwaukee, April 5, 1887. 
 
 Gentlemen : I hand you herewith a map of the State of Wisconsin, showing the line 
 of this road, and beg leave to ask your consideration of the following statement of facts : 
 
 At Marinette, Wis., and Menominee, Mich., there is a very large quantity of lumber 
 manufactured, which, owing to the location of these points on the shores of Lake Michi¬ 
 gan, has uniformly been transported to Chicago and Milwaukee by water, either for local 
 consumption or for reshipment west, and to secure a share of this and other business 
 we have for the past two years adopted the policy of making a lower rate between Mari¬ 
 nette and Menominee and Chicago and Milwaukee than we make between points south of 
 Marinette to and including Coleman and Chicago and Milwamkee. 
 
 We have construed section 4 of the interstate-commerce act, which inferentially per¬ 
 mits a less charge for a longer than for a shorter haul where the circumstances and con¬ 
 ditions are not similar, as giving us authority to make a less charge Chicago or Mil¬ 
 waukee to Marinette and Menominee than to Ellis Junction, as we maintain that by 
 reason of Marinette and Menominee having direct water communications with Milwaukee 
 and Chicago, the circumstances and conditions are not similar to those at Ellis Junc¬ 
 tion, which does not enjoy these natural advantages and would have nothing on which 
 to base a claim for an equal rate were it not for the fact that this line, as constructed, 
 reaches Marinette and Menominee in a somewhat roundabout way. 
 
 Acting on the above construction of section 4, we are preparing tariffs, which, in some 
 instances, show a lower rate to and from Marinette and Menominee than to points south ; 
 and as we desire to conform strictly to the provisions of the laAV we would ask if our 
 construction of section 4 will be approved by you. We desire to shape our action in con¬ 
 formity with the provisions of the law, and, if we err, to take an appeal as soon as posi- 
 ble and prepare our arguments for authority to charge less for a longer than for a shorter 
 haul in the instance cited. 
 
 Requesting an early reply, I am, very respectfully, yours, 
 
 ,T. C. Forester, 
 General Freight Agent. 
 
 The Interstate Commerce Commissioners, 
 
 Washington, D. C. 
 
 The Interstate Commerce Commission, 
 
 Washington, D. C., April 23, 1887. 
 
 Dear Sir : Yours of the 5th instant has been laid before the Commission, but does not 
 seem to call af present for any action at its hands. 
 
 Very respectfully, yours, T. M. Cooley, 
 
 Chairman. 
 
 J. C. Forester, Esq., 
 
 General Freight Agent Milwaukee and Northern Railroad Co. 
 
 CHICAGO, MILWAUKEE AND ST. PAUL RAILWAY COMPANY. 
 
 Chicago, September 26, 1905. 
 
 Dear Sir : Supplementing my letter in answer to your favor of the 9th, I 
 inclose herewith a statement showing the lumber rates on the Superior division 
 
 o This property is now controlled by the Chicago, Milwaukee and St. Paul. 
 See response of that company to the present inquiry. 
 
268 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of the Chicago, Milwaukee and St. Paul Railway (formerly the Milwaukee 
 and Northern Railroad) from June 10, 1890, down to the present time. The 
 Milwaukee and Northern Railroad was purchased by this railroad subsequent 
 to 1890, and in the preservation of the records we have nothing that dates 
 prior to that year on the Milwaukee and Northern road. 
 
 You will note from the attached statement that in the year 1890 the rates 
 from Porterfield, Beaver, and Ellis Junction to Chicago and Milwaukee w’ere 
 no higher than the rates from Marinette and Menominee. While our records 
 do not indicate clearly the reason for the change from the application of a 
 lower rate from Marinette and Menominee than from the intermediate points 
 referred to in Mr. Forrester’s communication, the change was made because 
 of the effect the application of the low rate from Marinette and Menominee, 
 to meet water competition, had upon rates to Chicago and Milwaukee from 
 interior lumber-producing points. 
 
 The Marinette-Menominee rate continued to be the maximum until August 5, 
 1896. At that time water competition, by reason of the establishment of car- 
 ferry lines running from Marinette, Menominee, etc., to Chicago, made it nec¬ 
 essary for us, in order to secure any share of the business moving between 
 the points named, to recognize the conditions, and the rate of 7 cents was 
 established from Marinette and Menominee to Chicago and Milwaukee, ignor¬ 
 ing the long and short haul clause of the interstate-commerce law. 
 
 From 1896 to the present time the rates have varied somewhat, as the 
 statement indicates, the present rate being 8$ cents per hundred pounds. At 
 the present time the Marinette-Menominee rate is applied as a maximum to 
 Chicago and Milwaukee from Porterfield, Beaver, and Ellis Junction by reason 
 of competing lines carrying the Marinette-Menominee rate at intermediate 
 points adjacent to our Superior division from Ellis Junction south. 
 
 In answer to your last inquiry, in regard to instances of greater charges for 
 intermediate than for longer hauls, the following is an illustration of where 
 this condition exists, viz: The rates from Eau Claire and Chippewa Falls, via 
 the Chicago, Milwaukee and St. Paul Railway, to Columbus, Oconomowoc, 
 Hartland, Pewaukee, and Watertown, Wis., are higher than the rates from 
 Eau Claire and Chippewa Falls to Chicago. The reason for this is that the 
 rates from Eau Claire and Chippewa Falls (large lumber-producing points) to 
 Chicago are influenced by the rates in effect from Lake Superior ports (Duluth, 
 Superior, and Ashland), which are based on water transportation via Lake 
 Superior and Lake Michigan. 
 
 Another illustration of charging a higher rate to intermediate points than 
 for the longer haul is where we meet, via Lake Michigan ports, the competi¬ 
 tion, via Lake Superior ports (Duluth and Superior), on shipments originating 
 in trunk-line territory and destined to St. Paul-Minneapolis. In this instance, 
 under the application of the long and short haul clause, the rates to St. Paul- 
 Minneapolis would be the maximum as far west as Albert Lea, Minn., by 
 reason of certain lines running from Chicago to St. Paul-Minneapolis through 
 Albert Lea; and the same conditions would apply at Austin, Faribault, North- 
 field, etc., on the lines of the Chicago, Milwaukee and St. Paul Railway cross¬ 
 ing the Mississippi River at North McGregor and terminating at St. Paul- 
 Minneapolis. The published rates, however, to St. Paul-Minneapolis are lower, 
 by reason of the water competition via Lake Superior, than the rates applied 
 to the intermediate points referred to above on shipments forwarded via Mil¬ 
 waukee and Chicago. 
 
 I have given you two instances which I presume will answer your purpose as 
 well as if I had given you a greater number. I am quite certain that a care¬ 
 ful investigation would disclose a number of instances where the long and 
 short haul is ignored, not on account of water competition, but simply a ques¬ 
 tion of the long line meeting the rates established by the short line between 
 two given points. If there is any further information that I can give you, or 
 if I have not fully covered the information desired in your letter of the 9th, I 
 shall be very willing and much pleased to have you make a further call on me 
 for such additional information as you may require. 
 
 Yours, truly, J. H. Hlland, 
 
 Third Vice-President. 
 
 Hon. Stephen B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 Washington, D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 269 
 
 The statement referred to in the foregoing is as follows: 
 
 Lumber, carloads. 
 
 
 
 
 From— 
 
 
 To- 
 
 i 
 
 Date 
 
 effective. 
 
 Beaver, 
 
 Wis. 
 
 Porter¬ 
 
 field, 
 
 Wis. 
 
 Ellis 
 
 Junc¬ 
 
 tion, 
 
 Wis. 
 
 Mari¬ 
 nette, 
 Wis., Me¬ 
 nominee, 
 Mich. 
 
 Chicago, Ill _ .... 
 
 [june 10,1900 
 
 | 10.0 
 
 10.0 
 
 10.0 
 
 10.0 
 
 Milwaukee, Wis._. 
 
 Chicago. Ill... 
 
 }nov. 15,1893 
 
 ii.o 
 
 11.0 
 
 11.0 
 
 11.0 
 
 Milwaukee, Wis...... 
 
 \ 10.0 
 
 10.0 
 
 10.0 
 
 10.0 
 
 Chicago, Ill.. 
 
 j-Apr. 10,1895 
 [Apr. 1,1896 
 
 j 11.0 
 
 11.0 
 
 11.0 
 
 11.0 
 
 Milwaukee, Wis.. 
 
 1 9.0 
 
 9.0 
 
 9.0 
 
 9.0 
 
 Chicago, Ill. ... 
 
 / 10.0 
 
 10.0 
 
 10.0 
 
 10.0 
 
 Milwaukee, Wis.. 
 
 t 9.0 
 
 9.0 
 
 9.0 
 
 9.0 
 
 Chicago, Ill..... 
 
 Milwaukee, Wis... 
 
 J Aug. 5,1896 
 [Mar. 7,1900 
 
 f 10.0 
 
 1 9.0 
 
 10.0 
 
 9.0 
 
 10.0 
 
 9.0 
 
 7.0 
 
 7.0 
 
 Chicago, Ill.... 
 
 J 11.0 
 l 9.0 
 
 / 10.0 
 
 11.0 
 
 . 11.0 
 
 7.0 
 
 Milwaukee, Wis... 
 
 9.0 
 
 9.0 
 
 7.0 
 
 Chicago, Ill.. 
 
 [■July 5,1901 
 J-Sept. 22,1902 
 [Present rate 
 
 10.0 
 
 10.0 
 
 8.5 
 
 Milwaukee, Wis. 
 
 1 9.0 
 
 9.0 
 
 9.0 
 
 8.5 
 
 Chicago, Ill..... 
 
 J 8.5 
 
 8.5 
 
 8.5 
 
 8.5 
 
 Milwaukee, Wis. .. 
 
 { 8.5 
 
 8.5 
 
 8.5 
 
 8.5 
 
 Chicago, Ill... 
 
 j 8.5 
 
 8.5 
 
 8.5 
 
 8.5 
 
 Milwaukee. Wis.... 
 
 \ 8.5 
 
 8.5 
 
 8.5 
 
 8.5 
 
 
 
 BURLINGTON, CEDAR RAPIDS AND NORTHERN RAILWAY COMPANY.“ 
 
 Dear Sir : In reply to your circular of the 20th, would say our lines run in the States 
 of Iowa and Minnesota and Territory of Dakota, and our local tariffs are therefore 
 “ interstate ” and made strictly in accord with the law. 
 
 This has been a very serious loss to us ; in having to withdraw from competition busi¬ 
 ness which we have heretofore participated in, and debarred from uniting in competition 
 on our own line, except by general reductions, have resulted in such losses that if contin¬ 
 ued (and I see no help unless the law is modified) will result in bankruptcy, not only for 
 this road, but many others in the West. 
 
 Yours, truly, C. J. Ives, 
 
 President. 
 
 C. C. McCain, Esq., 
 
 Auditor Railway Commissioners , Washington, D. C. 
 
 THE CHICAGO, ROCK ISLAND AND PACIFIC RAILWAY COMPANY. 
 
 Chicago, September 22, 1905. 
 
 Dear Sir: Acknowledging receipt of your communication, inclosing copy of 
 letter written by Mr. C. J. Ives, president of the Burlington, Cedar Rapids and 
 Northern Railway, to Mr. C. C. McCain, auditor, Interstate Commerce Commis¬ 
 sion. The conditions described by Mr. Ives have, since his letter was written, 
 presumably in the fall of 1887, materially changed. At that time the territory 
 traversed by the Burlington, Cedar Rapids and Northern Railway, as compared 
 with now, was in the infancy of its development. Since that time there has 
 been a large and steady immigration to northern Iowa, Minnesota, and South 
 Dakota, and the country, therefore, has become much more densely settled. New 
 lines have been built into that territory and old lines extended, new industries 
 have sprung up at various points, and the character of the traffic, due to these 
 natural causes, has materially changed. 
 
 I regret to say that because of the records of the Burlington, Cedar Rapids 
 and Northern Railway, prior to the merger of that company with the Chicago, 
 Rock Island and Pacific Railway on June 1, 1902, having been destroyed, I am 
 without the data necessary to inform you as fully as you request in regard to the 
 change in conditions which has gradually taken place. Neither, on account of 
 the tariff files having been destroyed, am I in position to furnish you with the 
 rates of the Burlington, Cedar Rapids and Northern Railway prior to June 1, 
 1902. I infer from President Ives’s communication that at the time it was 
 
 a This property is now controlled by the Chicago, Rock Island and Pacific. 
 See response of that company to the present inquiry. 
 
270 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 written the tariffs of the Burlington, Cedar Rapids and Northern Railway con¬ 
 formed strictly with the requirements of the statutes, and because of the strict 
 observance of the long and short haul principle, that company was debarred 
 from participation in some of the traffic between principal terminal points or 
 commercial centers, or had withdrawn from participation in such traffic be¬ 
 cause of the effect by reduction in rates on intermediate point traffic that would 
 have obtained by application of terminal point rates as maximum intermediately. 
 
 At the present time the fourth section of the interstate commerce law is 
 not in all cases observed, same being disregarded because of decisions by the 
 Supreme Court of the United States, where it has been held that the meeting of 
 short line rates between competitive common points is permitted without af¬ 
 fecting rates between intermediate points because of dissimilar conditions. As 
 typical cases of this character would say that the rate on lumber between St. 
 Paul-Minneapolis and Chicago is lower than the rate applying between di¬ 
 rectly intermediate points, as is also the case on various other commodities, such 
 as scrap iron, cement, grain, and grain products. 
 
 On strictly interstate traffic between points in the three States which the 
 Burlington, Cedar Rapids and Northern Railway traverses, namely, Iowa, Min¬ 
 nesota, and South Dakota, the rates are as provided in Chicago, Rock Island and 
 Pacific tariffs, OF I) 9314, GFD 9315, GFD 31S1-B, GFD 10428-A, copy of each 
 inclosed herewith. The rates shown therein govern on all interstate traffic be¬ 
 tween points in the States mentioned, except where lower rates can be oh-, 
 tained by application of rates between terminal points, such as Kansas City. St. 
 Paul, Minneapolis, Chicago, St. Louis, and other Mississippi River points, when 
 in such cases the latter rates are applied. 
 
 I also beg to inclose copies of Chicago, Rock Island and Pacific tariffs, GFD 
 302-G, GFD 15500, GFD 12798-P, GFD 11446-B, GFD 3688-G, GFD 10426-C, 
 GFD 18425, GFD 16335, GFD 9999-B, GFD 16956, GFD 11659-A, GFD 10425-A, 
 providing rates between the terminal points mentioned, which, as before stated, 
 govern as maximum intermediately, except where not otherwise specifically 
 provided. 
 
 Where the fourth section of the law is not observed it is because of competi¬ 
 tive conditions made by foreign and water routes or other railways having 
 shorter lines than ours, and thereby fixing rates which we must meet in order to 
 place shippers and industries located along our line on an equality with their 
 competitors in the same line of business located on competing lines who ship 
 between the same points. 
 
 I hope that this information may serve the purpose of your inquiry. If not, 
 I shall be glad to give you such additional information or explanations as w T e 
 may be in position to supply. 
 
 Yours, very truly, W. B. Biddle, 
 
 Third Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman, Interstate Commerce Committee, 
 
 United States Senate, Washington, D. C. 
 
 CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY COMPANY. 
 
 I have received the circular from your department of statistics of date October 20, 
 1887. 
 
 You ask : “Are there any points upon the railroad of your company, or upon any rail¬ 
 road operated by your company, under lease or otherwise, to or from which interstate 
 rates for passengers or freight are made by your road alone, or in combination with other 
 roads, which are greater than the rates to or from more distant points in the same direc¬ 
 tion over the same line?” “ If yes, please state what points are so treated. Also state 
 the rates made to or from such points, respectively, showing the higher and the lower 
 rates charged.” 
 
 In reply I have to say : This company does a through business between the Pacific 
 coast and Chicago and points east, hy means of its connections with the Northern Pacific 
 and the Canadian Pacific Railroad companies. This company unites with those com¬ 
 panies in the making of a through rate, and on such business this company accepts a pro¬ 
 portion of the through rate ; and that its proportion so accepted is less than the rates it 
 charges between Saint Paul and Minneapolis and Chicago and points east of Chicago on 
 like commodities. 
 
 With this exception there are no points on the lines operated by this company to or 
 from which interstate rates are made by it, or in connection with others, that are greater 
 than the rates to or from more distant points in the same direction over the same line. 
 
 I thinlf it proper to add that this should not be considered the settled policy of the 
 company. They have thought it prudent, in advance of an authoritative interpretation of 
 the fourth section, to submit to a loss upon a portion of its business, rather than incur 
 penalties the amount of which could not he foreseen. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 271 
 
 I desire to submit that this is an alternative to which, in pursuing a legitimate busi¬ 
 ness, this company ought not to be exposed ; that the law should be so construed or so 
 amended as to permit common carriers while doing noncompetitive business at reason¬ 
 able rates to engage in competitive business whenever they can do so at any profit, how¬ 
 ever small. 
 
 Respectfully, E. L. Winter, 
 
 General Manager. 
 
 The Interstate Commerce Commission, * 
 
 Washington, D. C. 
 
 CHICAGO, ST. PAUL, MINNEAPOLIS AND OMAHA RAILWAY COMPANY. 
 
 St. Paul, Minn., September 26, 1905. 
 
 Dear Sir : Your letter under date of September 11 to Mr. H. M. Pearce, 
 general freight agent of this company, has been referred to me. 
 
 After carefully reading the letter of Mr. E. W. Winter, formerly general 
 manager of this company, addressed to the Interstate Commerce Commission 
 in 1887, I beg to state that the Pacific coast traffic therein specially referred to 
 is now, as then, handled on through tariffs’ the proportions of which yield less 
 than local rates from Minnesota transfer, St. Paul, or Minneapolis to destina¬ 
 tions on or beyond the line of this company. This, however, is a condition 
 general to the adjustment of all joint rates. The original inquiry, as I inter¬ 
 pret it, was directed to the rate itself and not to the divisions thereof; and 
 so far as participation of this company is concerned, the through rates to or 
 from Pacific coast points, from or to destinations on or beyond our line, main¬ 
 tain as maximum rates to points intermediate therewith. The rates upon 
 Pacific coast traffic are published by the transcontinental freight bureau, and 
 since 1887 the changes therein have been numerous, and the records of this 
 company will not enable us to intelligently answer your inquiry of the details 
 thereof. As to typical instances of greater charges for shorter than for longer 
 hauls, and reasons therefor, I refer to the tariffs of this company, with which 
 we are entirely familiar. 
 
 Since 1887 various and controlling conditions of competition have asserted 
 themselves, compelling this company, in protection to its traffic, to, in several 
 cases, establish lower rates for longer than for shorter hauls over the same line 
 and in the same direction. These rates principally apply to the carriage of 
 property in competition with all-water routes. There are exceptions thereto, 
 wherein such rates are made to meet shorter routes of other lines between the 
 same points, or where interstate rates are necessary to meet the rates of a com¬ 
 petitor whose line is entirely within one State. 
 
 In addition to the above, this company has some proportional tariffs applying 
 upon traffic originating beyond the line of this company to destinations on or 
 beyond, which rates are not applicable to similar traffic originating at interme¬ 
 diate points and forwarded to same destination. The aggregate rates, however, 
 from original point of shipment to destinations are intended to apply as maxi¬ 
 mum from intermediate points. I have grouped the reffered-to tariffs in a 
 statement which is attached hereto. 
 
 I should like to take this opportunity to further state that I fully share the 
 opinion expressed by Mr. Winter in his communication herein referred to, to 
 the effect that common carriers should be given the right to engage in competi¬ 
 tive traffic when they can do so with profit, without interference with non¬ 
 competitive rates which are reasonable in themselves. 
 
 Trusting the information herein submitted fully answers your inquiry, I am, 
 Yours, very respectfully, 
 
 James T. Clark. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C . 
 
 (The statement referred to in the foregoing is as follows:) 
 
 RATES TO MEET ALL-WATER COMPETITION. 
 
 I. C. C. 2651, rates on lumber. This tariff applies rate from Lake Superior 
 ports to Lake Michigan ports of 10 cents per 100 pounds, which rate does not 
 apply to or from intermediate points. It also covers intermediate producing 
 
272 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 points to same points of destination on Lake Michigan at higher rates than the 
 established rates from Lake Superior ports proper. 
 
 I. C. C. 2348, lumber, Bayfield to Duluth. 
 
 I. C. C. 2371, slab wood, Washburn to Chicago. 
 
 I. C. C. 2563, pig iron, Duluth to Chicago, Milwaukee, etc. 
 
 I. C. C. 2464, grain products, St. Paul and Minneapolis to St. Louis, East St. 
 Louis, and Alton only. 
 
 I. C. C. 2672, general rates between Duluth, Superior, Itasca and Washburn, 
 Ashland, Bayfield. 
 
 I. C. C. 2671, general tariff between Ashland and Duluth. 
 
 I. C. C. 2620, wooden boxes, Duluth to Chicago. 
 
 PROPORTIONAL RATES. 
 
 I. C. C. 2275, general rates between St. Paul and Missouri River points, apply¬ 
 ing on traffic originating on line of this company. 
 
 I. C. C. 2611, proportional rates on grain from Minneapolis and Duluth to 
 Chicago, Milwaukee, Manitowoc, applying on traffic originating beyond line of 
 this company. 
 
 I. C. C. 2556, proportional tariff on grain from St. Paul, Minneapolis, and Min¬ 
 nesota transfer to Omaha, applying on traffic originating beyond line of this 
 company. 
 
 I. C. C. 2527, proportional tariff on wheat from St. Paul, Minneapolis, and 
 Minnesota transfer to Lockport, Ill., applying on traffic originating beyond line 
 of this company. 
 
 I. C. C. 2551, proportional tariff on grain from St. Paul, Minneapolis, and Min¬ 
 nesota transfer to St. Louis and East St. Louis, applying on traffic originating 
 beyond line of this company. 
 
 I. C. C. 2568, proportional tariff on grain from St. Paul, Minneapolis, and Min¬ 
 nesota transfer to Council Bluffs, applying on traffic originating beyond line of 
 this company. 
 
 I. C. C. 2737, proportional tariff on live stock, South St. Paul to Chicago, ap¬ 
 plying on traffic originating beyond line of this company. 
 
 RATES TO MEET OTHER CONDITIONS. 
 
 I. C. C. 2098, general tariff between St. Paul, Minneapolis and La Crosse, Wi¬ 
 nona. These rates made to meet competition of a shorter line lying entirely 
 within the State of Minnesota. 
 
 Amendment No. 1 to I. C. C. 1612, rates between Sioux Falls and Sibley, Shel¬ 
 don, etc., meeting shorter-line rates of other companies. 
 
 I. C. C. 2510, rate on coarse grain, Stillwater to Duluth, made to meet rate of 
 Northern Pacific Railway, which line is entirely within the State of Minnesota 
 between points named. 
 
 CINCINNATI, HAMILTON AND DAYTON—DAYTON AND MICHIGAN, CINCINNATI, 
 
 RICHMOND AND CHICAGO, CINCINNATI, HAMILTON AND INDIANAPOLIS RAIL¬ 
 ROAD COMPANIES. 
 
 Dear Sir : Earlier reply to your circular letter of October 20 was prevented by Its being 
 referred to beads of departments upon receipt, and owing to the unusual pressure of my 
 other engagements and absence from home much of the time their replies have been 
 overlooked. 
 
 Our tariffs were first made in full accordance with the accepted understanding of the 
 interstate law; that is, the tariff for the shorter hauls not exceeding that of the longer 
 hauls. Under its working, however, some few modifications have been made. As for 
 instance, in the freight department. Prom Richmond to Toledo, by way of Hamilton, the 
 tariffs made on the different classes were 33, 30, 23, 15, 13, and 10. The line by way of 
 the Grand Rapids and Indiana Railroad to Fort Wayne, thence by the Wabash Railway to 
 Toledo, made the rates on the different classes 31. 26, 22, 14, 11, and 9. Again, in the 
 instance of from Richmond to Indianapolis via Hamilton and our road, our tariff was 
 made on the different classes 25, 22, 18, 13, 9, and 8; the Pittsburgh, Cincinnati and St. 
 Louis Railroad, being the shorter line between Richmond and Indianapolis, made a tariff 
 of 17, 15, 13, 10J, 8, and 7. After the ruling of your Commission in the Louisville and 
 Nashville case it was deemed of sufficient authority that we might meet the competitive 
 rate between these points, which we did ; the tariff remaining the same, however, to inter¬ 
 mediate points. You will bear in mind in both of these instances, as between Richmond 
 and Toledo, and Richmond and Indianapolis, via Hamilton, it is wholly upon its own rails. 
 
 In another instance, between Toledo and Decatur, according to the joint tariff issued via 
 our road and the Chicago and Atlantic Railroad, the rates on the different classes were 25, 
 22, 19, 12, 10, and 8; subsequently the short line via the Wabash Railway, between 
 Decatur and Toledo, reduced this rate to 24, 21, 17, 12, 9, 7J, and we met this rate. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 273 
 
 Our tariff by the roads south of the Ohio River is made by adding our rates to theirs, 
 which do not always conform to the interstate-commerce law. The rates, however, in no 
 case are lower than to points on our own lines. 
 
 In the passenger department we sell tickets from Dayton to Chicago, by way of Ham¬ 
 ilton and Indianapolis, at $7.75, being the rate made by the other lines from Dayton. 
 Our tariff from Hamilton is $8.10, made on the pro rata distance of the rate from Cin¬ 
 cinnati, through Hamilton, to Chicago. Our proportion of the rate from Dayton, how¬ 
 ever. to Indianapolis is greater than our proportion of the rate from Hamilton to Indian¬ 
 apolis. At Lima. Piqua, Troy, and Dayton we are in a similar position on rates, by con¬ 
 necting lines to Peoria, Rock Island, Bloomington, Pacific Junction, and Council Bluffs, 
 our proportion of the rate, however, being greater than that of the nearer points. 
 
 These are the only instances and exceptions of which I know, and were made, as stated, 
 with our understanding of the law, as interpreted by the Interstate Commerce Commission. 
 
 If we are in error, we shall be pleased to be advised and make corrections promptly. 
 
 If any additional information is required, I shall be pleased to furnish it on your 
 request. 
 
 Regretting the occasion of delay to my reply, I am, very truly, yours, 
 
 C. C. Waite, 
 
 Vice-President and General Manager. 
 
 C. C. McCain, 
 
 Auditor Interstate Commerce Commission. 
 
 THE CINCINNATI, HAMILTON AND DAYTON RAILWAY COMPANY, THE CHICAGO, 
 CINCINNATI AND LOUISVILLE RAILROAD COMPANY. 
 
 Cincinnati, Ohio, November J h 190.j. 
 
 Dear Sir : Referring to vour favor of October 30. inclosing copy of letter sent 
 to this office in September, asking for information in regard to certain rates 
 which involved the “ long and short haul ” question : 
 
 While the figures mentioned in Mr. Waite’s letter in reply to Mr. McCain’s 
 letter of October 20, 1887, have been slightly changed, yet there are many in¬ 
 stances where we are compelled to move freight through points which take 
 higher rates than the initial point. Thus the rates from Richmond, Ind., to 
 Toledo are: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5 
 
 6. 
 
 32 
 
 28 
 
 22 
 
 141 
 
 111 
 
 91 
 
 while the rates from intermediate points, such as Oxford, on the 0. I. & W. 
 division, to Toledo are 34, 29$, 22$, 15, 12$, iO. 
 
 The rate from Richmond to Toledo is based upon the short line, whereas if 
 we haul over our own rails we must take the business by a much longer route 
 and through points which under the regular scale of distances take higher 
 figures. 
 
 The situation in regard to rates from Toledo, Ohio, to Decatur, Ind., has 
 changed. At the present time there are no higher rates made from our inter¬ 
 mediate points. The rates from North Baltimore, Ohio, to Noblesville, Ind., are 
 at present 34, 29$, 22$, 15, 12$, 10. These rates are based upon the short line 
 west, through Deshler, via Baltimore and Ohio road. 
 
 From our intermediate points, such as Bowling Green, Ohio, the rates are 37, 
 32, 23$, 16, 13, 10. 
 
 Rates from Xenia, Ohio, to Wheeling, W. Va., are 35$, 30$, 23, 15$, 13, 10$, 
 made by the direct line of the Pennsylvania road or by our own line, in connec¬ 
 tion with the Baltimore and Ohio. In case, however, parties wish to load freight 
 on our own road and use the Pennsylvania road, we would haul the freight back 
 to Dayton and deliver it to the Pennsylvania without affecting the rates from 
 Dayton, which are 37, 35, 23$, 16, 13$, 10$. There are a few other points of a 
 similar character. By reference to the map you will readily see that we are 
 given the alternative of not meeting rates made by competitors from such points 
 as North Baltimore, or else of reducing rates at other points which are not rated 
 on same basis as North Baltimore. The same principle applies to nearly every 
 point mentioned. 
 
 Any other information will be cheerfully furnished. 
 
 Yours, very truly, A. H. McLeod. 
 
 Hon. S. B. Elkins, Washington, D. C. , 
 
 S. Doc. 244, 59-1-18 
 
274 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 CLEVELAND, COLUMBUS, CINCINNATI AND INDIANAPOLIS, AND INDIANAPOLIS 
 
 AND ST. LOUIS RAILWAYS. 0 
 
 Dear Sir: Answering your circular letter of October 20. will say that there are no 
 points on this company's line, or on lines leased and operated by it, from which interstate 
 rates for passengers or freight are made which are greater than the rates to or from 
 more distant points in the same direction over the same line. In this connection will 
 say that the Dayton and Union Railroad, extending from Dayton, Ohio, to Union City, 
 Ind., is owned jointly by the Cleveland, Columbus, Cincinnati and Indianapolis Railway 
 and the Cincinnati, Hamilton and Dayton Railroad, and of which I am general manager, 
 and it is run in connection at both terminals with the Cleveland, Columbus, Cincinnati 
 and Indianapolis Railway as far as east-bound business is concerned, as our line of road 
 connects with it by one branch at Union City and with another branch at Dayton, which 
 two branches have their junction at Galion, thence to Cleveland. Greenville, a station 
 on the Dayton and Union, takes 85 per cent and Union City 86 per cent and Dayton 84 
 per cent of the Chicago rate to New York City, and we take seaboard business (perish¬ 
 able freight and live stock) via Union City or Dayton, as may be most convenient for us 
 in forwarding. I do not understand that this is a violation of the interstate act, but sub¬ 
 mit it as a matter of precaution. 
 
 Very truly, G. M. Beach, 
 
 General Manager. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 CINCINNATI, WABASH AND MICHIGAN RAILWAY.® 
 
 Dear Sir: Your circular of the 20th received. In answer to the first inquiry: Is there 
 any point on our railway to or from which interstate rates for passengers or freight are 
 made by our road alone or in combination with other roads which are greater than the 
 rates to or from more distant points in the same direction over the same line? I answer 
 that there are none. 
 
 I would say, however, that the interstate commerce hill has qnite seriously affected 
 our revenue, compelling us to reduce rates from many points on our road on account of 
 the roads which we cross being compelled by the law to reduce their rates, and as these 
 crossings are so frequent, whatever reductions the different roads made compelled us to 
 make a corresponding reduction from nearly all points on our line. The effect of this 
 operation has been quite serious to us. We look upon the law as being unjust in its 
 bearings, but are submitting to it as gracefullj as possible, knowing that all legislation 
 as well as everything else in this country is influenced by the leveling or communed senti¬ 
 ment that is so generally prevailing. 
 
 Yours, truly, Norman Beckley, 
 
 General Manager. 
 
 C. C. McCain, 
 
 Auditor of Statistics, Interstate Commerce Commission, Washington, D. C. 
 
 ST. LOUIS, ALTON AND TERRE HAUTE RAILROAD COMPANY.® 
 
 Dear Sir : Replying to your favor of the 20th, will state that we make no interstate 
 rates by the road operated by this company, as they are located wholly within the State 
 of Illinois. 
 
 In connection with the Illinois Central, a connecting line, we are making rates to 
 Memphis, Vicksburg, New Orleans, and perhaps some other river points in competition 
 with the Mississippi River, and which are somewhat lower than rates to intermediate 
 points located on connecting lines. 
 
 To some junction points on the Illinois Central road in Kentucky, Tennessee, and Mis¬ 
 sissippi we are making less rates than are made to intermediate points on the same line. 
 The rates to these junctions are made up of rates down the Ohio and Mississippi Rivers 
 to Cairo, Hickman, Vicksburg, etc., added to the local rail rates from these points. These 
 rates are made necessary by the roads in Louisville, which are regulated by the compe¬ 
 tition of the Ohio River. The junction points are Fulton, Ky. ; Martin, Milan, and Grand 
 Junction, Tenn. ; Holly Springs, Grenada, and Jackson, Tenu. 
 
 But in this we are attempting to keep ourselves within what we understand to be the 
 interpretations of the national law as promulgated by the Commission, our company re¬ 
 ceiving the same revenue for the junction points as it receives on intermediate stations, 
 where the through rate is higher ; and in no case does our company make a higher total 
 rate from any point in Illinois, local or otherwise, to any of the points named above, than 
 is made from Saint Louis or East Saint Louis, where water competition exists, although 
 we are now of opinion that we would not be violating the law if we were to charge a 
 reasonable freight rate advance over the rates prevailing from Saint Louis on shipments 
 from our purely local stations in Illinois. If we are not correct in this interpretation 
 of the law, please advise. 
 
 Yours, very truly, Geo. W. Parker, 
 
 Vice-President and General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. . 
 
 a This property is now controlled by the Cleveland, Cincinnati, Chicago and 
 Saint lAHiis. See response of that company to the present inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 275 
 
 CAIRO, VINCENNES AND CHICAGO LINE." 
 
 Dear Sir : In reply to your circular letter October 20, would say that there is no 
 point on our line to or from which interstate rates for passengers or freight are greater 
 than the rates to or from more distant points in the same direction over the same line, 
 to the best of my knowledge and belief. If any such rates occur in our tariffs they are 
 errors and not intentional and will be corrected as soon as ascertained. We are, how¬ 
 ever, purely as an intermediate line, parties to attached tariff, which quotes higher rates 
 to intermediate points on the Mobile and Ohio road between Cairo and Mobile than are 
 made to Mobile. The lines north of the river are forced to this position by the roads 
 south of the river. We, however, make no higher rate from the nearer stations than 
 from the farther stations on our own line to points mentioned in the tariff. 
 
 If anything further, pray command me. 
 
 Yours, most respectfully, M. A. McDonald, 
 
 General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 CINCINNATI, JACKSON AND MACKINAW RAILROAD COMPANY.® 
 
 Dear Sir : Replying to your circular letter of October 20 in regard to the long and 
 short haul clause of the interstate-commerce law, I beg to say that in connection with 
 other roads we are taking business from all stations on our line north of West Alexandria 
 on a basis of 85 per cent of the Chicago to New York rate, and passing it through Carlisle 
 and Cincinnati, which points take 87 per cent of Chicago and New York rate. 
 
 Yours, truly, 
 
 F. B. Drake, 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. 
 
 General Manager. 
 
 C. 
 
 CLEVELAND, CINCINNATI, CHICAGO AND ST. LOUIS RAILWAY COMPANY. 
 
 Chicago, III., October 17, 1905. 
 
 Dear Sir : Referring to your favor of September 9, inclosing copies of let¬ 
 ters written by Mr. G. M. Beacli, general manager of the Cleveland, Columbus, 
 Cincinnati and Indianapolis and Indianapolis and St. Louis railways; Mr. Nor¬ 
 man Beckley, general manager Cincinnati, Wabash and Michigan Railway; Mr. 
 George W. Parker, vice-president and general manager, of the St. Louis, Alton 
 and Terre Haute Railroad, and Mr. M. A. McDonald, general manager Cairo, 
 Vincennes and Chicago Railway; also your communication of September 12, 
 addressed to General Freight Agent Ingalls, inclosing copy of letter from Mr. 
 F. B. Drake, general manager of the Chicago, Jackson and Mackinaw Railway: 
 
 I inclose you herewith a memorandum showing the rates to and from vari¬ 
 ous points, mileage, etc., where the short-line rates are met by the long-haul 
 roads for the following reasons: 
 
 From our Cairo division we show comparison of rates from 103 and 105 per 
 cent points, from which points we handle trunk-line business through Paris, 
 Ill., which point takes 108 per cent of the Chicago to New York basis. This 
 is necessary to enable our road to compete with the Baltimore and Ohio South¬ 
 western Railway, who publish a 103 per cent basis from points on their road 
 competitive with ours, which basis has no bearing whatever on the rates from 
 Paris, Ill. 
 
 Anderson, Ind., takes 92 per cent of the Chicago to New York rate. We han¬ 
 dle business to the seaboard through Wabash, Elkhart, Goshen, Warsaw, etc., 
 points which take 96 per cent of the Chicago to New York rate. 
 
 From East St. Louis to Lafayette, Ind., the short line is the Wabash, and 
 their rates are as follows: 35*, 30*, 23, 15*, 13, 10. To handle the business 
 via our line to Lafayette it is necessary for us to pass through Indianapolis 
 and Lebanon, Ind., which points take the following class rates from East St. 
 Louis: 37, 32, 23*, 16, 13*, 10*. 
 
 From stations on the Cincinnati Northern Railway taking 85 per cent of 
 the Chicago to New York basis we handle traffic to trunk-line territory through 
 
 ® This property is now controlled by the Cleveland, Cincinnati, Chicago and 
 St. Louis. See response of that company to the present inquiry. 
 
276 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 junctions taking a higher percentage basis, i. e., from Rollin to Lewisburg 
 we handle via Cincinnati and the Kanawha Despatch, points of origin tak¬ 
 ing 85 per cent of the Chicago to New York basis, while Cincinnati takes 87 
 per cent. This same condition is true in other instances. 
 
 In reference to the rates from East St. Louis to Lafayette, Ind., which is men¬ 
 tioned above, this will affect all stations north of Indianapolis to Lafayette on 
 the Cleveland, Cincinnati, Chicago and St. Louis Railway through which we 
 would have to pass in order to reach Lafayette. 
 
 From Litchfield, Ill., to Lafayette, Ind., the short line is the Wabash, and 
 the rates are the same as from East St. Louis to Lafayette. Intermediate 
 stations on our road would be affected as mentioned above on traffic from East 
 St. Louis. 
 
 From Vincennes, Ind., to Cincinnati, Ohio, the rate is made by the Baltimore 
 and Ohio Southwestern Railroad as follows: 83, 28i, 22, 15, 12, 9J. To handle 
 this business via the Cleveland, Cincinnati, Chicago and St. Louis Railway 
 we must take it through Paris, 111., from which point our rates are 34, 29£, 22$, 
 15, 12^, 10 to Cincinnati. 
 
 From Mount Carmel, Ill., to Louisville, Ky., the short line is the Southern 
 Railway, and their rates are as follows: 33, 29, 23, 15£, 12£, 104, while our 
 rates from Paris, Ill., which point we naturally have to pass through in 
 handling the business via our road, are 35, 304, 234, 16, 13£, 11. 
 
 I inclose you herewith statement which will give you instances of where the 
 long and short haul is affected. We have endeavored to work this out in a 
 comprehensive manner, and trust that it will answer your requirements. 
 
 You will note from the above illustrations where we are forced to meet 
 the short-line rates through a higher-rate territory, and you understand, of 
 course, that it is not our desire to discriminate, but simply a desire to share 
 in traffic seeking a point reached by the short line, and there is no necessity, 
 in our judgment, of forcing a reduction to or from intermediate points. ''Our 
 meeting of the short-line rate does not change the commercial conditions at 
 intermediate points, and naturally they are placed at no disadvantage. It is 
 simply a question of whether the long-haul line should be deprived of revenue 
 which they can secure by meeting the short-line rates. 
 
 Yours, truly, 
 
 G. J. Grammes, 
 
 Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 Washington , D. C. 
 
The statements referred to in the foregoing are as follows: 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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DAYTON AND UNION RAILROAD. 
 
 280 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 
 
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DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 281 
 
 Class rates to Mobile and Ohio Railroad stations. 
 
 From— 
 
 To— 
 
 Class rates. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Danville. Ill.. 
 
 Jackson, Tenn.. 
 
 98.1 
 
 83 
 
 67 
 
 52 
 
 42 
 
 39 
 
 
 Corinth, Miss..... 
 
 104 
 
 88 
 
 69 
 
 55 
 
 47 
 
 39 
 
 
 Tupelo, Miss.. 
 
 108 
 
 91 
 
 71 
 
 58 
 
 49 
 
 41 
 
 
 Mobile, Ala_ _ 
 
 104 
 
 86 
 
 74 
 
 56 
 
 45 
 
 40 
 
 Lawrenceville, Ill.. 
 
 Jackson, Tenn... 
 
 89 
 
 75 
 
 64 
 
 49 
 
 38 
 
 36 
 
 
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 93 
 
 80 
 
 66 
 
 52 
 
 43 
 
 36 
 
 
 Tupelo, Miss_ 
 
 99 
 
 83 
 
 68 
 
 55 
 
 45 
 
 33 
 
 
 Mobile, Ala.... 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 Carmi, Ill.... 
 
 Jackson, Tenn 
 
 86.} 
 
 74 
 
 62 
 
 481 
 
 374 
 
 354 
 
 
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 901 
 
 79 
 
 64 
 
 5H 
 
 424 
 
 351 
 
 
 Tupelo, Miss_ 
 
 96.j 
 
 82 
 
 66 
 
 54.} 
 
 444 
 
 371 
 
 
 Mobile, Ala... 
 
 (a) 
 
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 (a) 
 
 (a) 
 
 (a) 
 
 (' a ) 
 
 a No rates published. 
 
 The above rates to Mobile, Ala., from Danville and Lawrenceville are the 
 through published rates, subject to the southern classification. The others are 
 based on local rates to and beyond Cairo governed by the official classification 
 to Cairo and the southern classification beyond. 
 
 DENVER AND RIO GRANDE RAILROAD COMPANY. 
 
 Dear Sir : Answering your circular of October 20, I desire first to apologize for the 
 delay in answering your inquiries, which was caused by the fact that our traffic man¬ 
 ager has been almost constantly away from the State since your inquiries came. 
 
 That portion of the Denver and Rio Grande Company's road which constitutes any 
 portion of a through line lies wffiolly within the State of Colorado. There are no points 
 upon the line of the company, so far as I am advised, which are affected by the interstate- 
 commerce bill, where the rates are greater than the rates to or from more distant points 
 in the same direction over the same line. 
 
 In connection with the Central Pacific, the Denver and Rio Grande Western, and the 
 Burlington and Missouri River in Nebraska railroad companies, this line forms a part of 
 a through line between San Francisco and the Missouri River. The rates on this through 
 business are not controlled by our company, which forms one of the smaller links in the 
 through carriage. The rates from California terminal points to the Missouri River on 
 freight passing over our line show an apparent discrimination in favor of Omaha, Saint 
 Joseph, Kansas City, and other Missouri River points, and against points in Kansas and 
 Nebraska lying west of the river, as per the table embodied in Traffic Manager Hughes's 
 letter hereto attached, dated 10th instant. 
 
 The reasons for this apparent discrimination are found in the competition of the Cana¬ 
 dian Pacific and Union Pacific companies and water competition by way of Missouri River. 
 
 With this exception I know of no other rates which apparently violate the letter of 
 the long and short haul provision. 
 
 Yours, respectfully, S. T. Smith,' 
 
 General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 Denver, Colo., December 10, .1887. 
 
 Dear Sir : Referring to the communication of the Interstate Commerce Commis¬ 
 sion dated October 20, would say: There are no interstate points upon the line of 
 our own road where the intermediate rates are greater than the rates to or from more 
 distant points in the same direction over the same line. In connection with the Central 
 Pacific, Denver and Rio Grande Western, and Burlington and Missouri River Railroad 
 in Nebraska, this line forms a part of a through line between California terminals and 
 Missouri River points. There are points upon this through line to and from which in¬ 
 terstate rates are greater than the rates to and from more distant points in the same 
 direction over the same line. I refer to rates in Kansas, Nebraska, and Colorado, lying 
 west of Missouri River. The reason for this is the competition of the Canadian Pacific, 
 Pacific Mail, and other water routes. We believe the circumstances justify the lines in 
 so doing. Indeed, at one time the Commission permitted the lines to make such rates. 
 There are now several cases before the Interstate Commerce Commission involving this 
 question. To illustrate : Lower rates are made to Missouri River points than at such 
 intermediate points as Denver, as follows : 
 
 California to Denver : 
 
 First class___$3. 00 
 
 Second _ 2. 65 
 
 Third _ 2. 30 
 
 Fourth _ 1.95 
 
 Fifth _ 1.70 
 
 Class A _ 1.50 
 
 Class B _ 1. 20 
 
 Class C _ . 95 
 
 Class D_ . 85 
 
 Class E _ . 80 
 
282 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 California to Missouri River : 
 
 First class- $2. 80 
 
 Second - 2.24 
 
 Third _ 1. 75 
 
 Fourth _ 1. 50 
 
 Fifth _ 1. 40 
 
 Sixth _ 1. 23 
 
 Seventh - 1. 05 
 
 Eighth _ . 88 
 
 Ninth _ . 70 
 
 All other tariffs of this company involving interstate rates are made, as we under¬ 
 stand, in respect to the long and short haul clause of the interstate-commerce act; that 
 is to say, on traffic transported between points wholly on the line of this company com¬ 
 prising interstate points. 
 
 Yours, very truly, A. S. Hughes, 
 
 Traffic Manager. 
 
 Mr. S. T. Smith, 
 
 General Manager , Denver, Colo. 
 
 THE DENVER AND RIO GRANDE RAILROAD COMPANY. 
 
 Denver, Colo., October 12, 1905. 
 
 Dear Sir: I have tlie honor to acknowledge receipt of a communication ad¬ 
 dressed by you under date of September 11 to Vice-President A. C. Bird, of the 
 Denver and Rio Grande Railroad Company, making reference to letters written 
 by Mr. S. T. Smith, former general manager of the Denver and Rio Grande 
 Railroad Company, in the year 1887, and to a letter written by me dated Decem¬ 
 ber 10, 1887, both in response to a circular letter of Auditor McCain dated 
 October 20, 1887. 
 
 Answering your inquiries based on said former letters, I have respectfully 
 to advise you as follows: 
 
 1. There has been no substantial change of conditions in the relations which 
 the Denver and Rio Grande Railway Company bears to its connecting lines in 
 the transportation of traffic from the Pacific coast to Missouri River points and 
 to Colorado points. There have, however, been important changes of condi¬ 
 tions affecting the traffic and relative rates upon traffic during the eighteen 
 years that have elapsed since the writing of the letters of December, 1887. 
 Generally speaking, these changes of conditions are attributable to increase of 
 population and growth of commerce in certain portions of the territory tributary 
 to the lines involved, to the development of new industries in such territory, 
 and to changes in the relative importance of the competitive forces operating 
 at Missouri River points on the one hand and at Colorado points on the other. 
 The results of these changes of conditions appear in the facts stated below. 
 
 2. There have been gradual changes of rates, almost uniformly in the direc¬ 
 tion of a reduction, on the traffic from Pacific coast points to Colorado common 
 points since 1887, and the differences would not be correctly expressed by any 
 comparison of class rates then and now existing. In 1887 the great bulk of 
 such traffic was carried at the class rates then in force, and only a few commod¬ 
 ities were carried at special commodity rates. At the present time, however, 
 fully 95 per cent of the traffic carried via the Denver and Rio Grande Railroad 
 from Pacific coast points to and east of Colorado common points is carried on 
 special commodity rates and not upon class rates, and the transfer of any com¬ 
 modity from the class rate to a commodity rate means almost invariably a 
 radical reduction in the charge for transportation. 
 
 I submit herewith a table of seventeen commodities, which together consti¬ 
 tute the bulk of the California-Colorado traffic passing over the lines of our 
 company. This table gives a statement of the class to which the commodity 
 would belong if it should be moved under class rates. It also gives the class 
 rate as it existed in 1887. the commodity rate which existed in 1887 on such of 
 the articles as were then moved by commodity rate, the commodity rate now 
 existing, and the ratio of the present rate to the rate existing in 1887, expressed 
 in terms of percentage, as follows: 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 283 
 
 California to Colorado. 
 
 Commodity. 
 
 Class. 
 
 Class 
 
 rate, 
 
 1887. 
 
 Com¬ 
 
 modity 
 
 rate, 
 
 1887. 
 
 Com¬ 
 
 modity 
 
 rate, 
 
 1905. 
 
 Ratio of 
 1905 rate 
 to 1887 
 rate. 
 
 Apples..._.. 
 
 Fifth_ 
 
 
 1.40 
 
 0.85 
 
 Per cetit , 
 60 
 
 Canned goods... 
 
 _do. 
 
 
 1.25 
 
 .75 
 
 60 
 
 Oranges"....... 
 
 Third_ 
 
 
 1.40 
 
 1.124 
 
 1.00 
 
 80 
 
 Dried fruit..... 
 
 Fourth... 
 
 
 1.30 
 
 77 
 
 Deciduous fruit.. 
 
 Third_ 
 
 2.30 
 
 1.25 
 
 54 
 
 Wine..... 
 
 Second. . 
 
 1.30 
 
 .75 
 
 58 
 
 Sugar. 
 
 Fifth. 
 
 
 1.20 
 
 .60 
 
 50 
 
 Lumber..... 
 
 D. 
 
 
 .64 
 
 .40 
 
 624 
 
 564 
 
 40 
 
 Nuts, edible.... 
 
 Third 
 
 2.30 
 
 1.30 
 
 Leather........ 
 
 Second_ 
 
 2.65 
 
 
 1.05 
 
 Clothing .... 
 
 First . 
 
 3.66 
 
 2.00 
 
 67 
 
 Crockery__ 
 
 Second 
 
 2.65 
 
 1.30 
 
 49 
 
 Extracts..... 
 
 First _ 
 
 3.00 
 
 
 1.75 
 
 58 
 
 Tea_______ 
 
 _ _ do. 
 
 3.00 
 
 
 1.50 
 
 50 
 
 Coffee_______ 
 
 Fourth... 
 
 1.95 
 
 
 1.15 
 
 59 
 
 Baking powder. 
 
 Third 
 
 2.30 
 
 
 1.35 
 
 59 
 
 Garden seeds...... 
 
 . do. 
 
 2.30 
 
 
 1.25 
 
 54 
 
 
 
 
 Average ratio of present rates to 1887 rates on 17 commodities, 57 per cent. 
 Average reduction, 43 per cent. 
 
 It has been the policy of the railroad lines to transfer a given product from 
 the class rate to the commodity rate when the tonnage to be moved as to any 
 such one commodity became large in amount, and following this principle 
 nearly all, as above stated, of the transcontinental traffic from the Pacific 
 coast has now been transferred to the commodity list, but with a resultant 
 reduction of 43 per cent from the rates, whether class or commodity, which 
 existed in 1887. 
 
 It would be impracticable to make any concise statement of all the changes 
 that have been made in rates during the past eighteen years, with the dates 
 when made. They, of course, appear in the tariffs filed with the Interstate 
 Commerce Commission pursuant to law, but the general result may well be 
 expressed in a statement of the revenue per ton per mile received at intervals 
 during the period mentioned. The Denver and Rio Grande Railroad Company 
 does not keep statistics which will show such rate per ton per mile separately 
 for the business carried from the Pacific coast to Colorado common points or 
 Missouri River common points, but on the Denver and Rio Grande Railroad 
 System, as a whole, the following figures will show, at intervals of six years, 
 the resultant changes in the revenue derived from the transportation of freight: 
 
 Year. 
 
 Cents per 
 ton per 
 mile re¬ 
 ceived. 
 
 Ratio per¬ 
 centage. 
 
 Reduction 
 
 percent¬ 
 
 age. 
 
 1887........... 
 
 2.39 
 
 100 
 
 
 1893....... 
 
 1.76 
 
 74 
 
 24 
 
 1899______ 
 
 1.36 
 
 57 
 
 43 
 
 1905........ 
 
 1.34 
 
 56 
 
 46 
 
 It is a significant fact that, comparing the revenue per ton per mile on the 
 Denver and Rio Grande Railroad System with the diminution of rates on 
 traffic from the Pacific coast to Colorado common points, the reduction is sub¬ 
 stantially identical, as will appear from a glance at the two tables above set 
 forth. 
 
 It will be observed that the rate per ton per mile received by the Denver and 
 Rio Grande Railroad Company is less than that of a number of western roads, 
 but is in excess of the average amount received by railroads of the United States. 
 This excess above the average is due to facts which are very apparent, and 
 which necessitate a larger charge in Colorado than in some other localities for 
 the transportation of traffic. The Denver and Rio Grande Railroad runs through 
 a mountainous section of country, with high grades and excessive curvature. 
 The local sources of traffic are scattered by reason of the topography and 
 character of the country, and a larger mileage of rail is necessary to handle a 
 
284 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 given amount of traffic. It may be deduced from the statistical report of the 
 Interstate Commerce Commission for the year 1903 that the population of Colo¬ 
 rado is in the proportion of 116 inhabitants to each mile of railway in the State, 
 but that in Missouri, which by the Interstate Commerce Commission is included 
 in the same group of States with Colorado, the population is 443 to each mile of 
 railway, while in such States as New York and Connecticut the population is 927 
 to each mile of railway. This density of population (and therefore of pro¬ 
 ductivity in traffic) in its relation to railway mileage is an important feature in 
 the adjustment of rates. 
 
 At the time of the writing of my letter of December 10, 1887, referred to in 
 your communication, it will be observed that the class rates from California 
 to Missouri River were less than the rates on the same classes from California 
 to Colorado. This difference was then justified by the intensity of competition 
 existing at the Missouri River, resulting from water communication and foreign 
 rail communication, which then seemed to control the problem. At the present 
 time, however, on 8 of the 10 classes, the class rates from California to Colorado 
 common points are considerably less than the corresponding class rates to Mis¬ 
 souri River, and there is no class rate to such Colorado points which exceeds 
 the corresponding class rate to Missouri River. 
 
 As to the 17 commodities included in the table above set forth the com¬ 
 modity rate from Pacific coast to Missouri River is less than the commodity 
 rate from Pacific coast to Colorado common points only upon two items, to wit, 
 suger and extracts. On all other items the rate to the Missouri River is either 
 equal to or in excess of that to Colorado common points. 
 
 In the opinion of the writer this change of relative advantage between the 
 Missouri River points and Colorado points is attributable in general to the 
 matters above stated in paragraph 1 of this letter, and specifically to the fact 
 that in the lapse of time the competition of the Canadian Pacific and of the 
 water routes at the Missouri River, in its relation to the general railroad 
 traffic of the United States to Missouri River points, has become a less com¬ 
 pelling force, while Colorado common points have, during the same period, 
 increased in competitive influence. Moreover, independent of statute, the 
 natural tendency is to comply with the principle involved in the long and short 
 haul clause of the interstate commerce act, except as dissimilar circumstances 
 controlling in character and effect require a variation from the rule. 
 
 3. The Denver and Rio Grande Railroad Company and its connections on 
 their California line in the transportation of commodities from the Pacific 
 coast to Colorado do in some instances charge more for a shorter distance 
 than for a longer distance over the same line and in the same direction. In 
 all such cases, however, it is believed that the higher rate is a rate reasonable 
 in itself, and only fairly compensatory for the service rendered, and the fact 
 that there is a lower rate to a more distant point is by reason of substantial 
 dissimilarity of circumstances and conditions which explains and compels such 
 lower rate at such more distant point. Typical instances may be given in 
 the rates on sugar, canned goods, and powder carried from California to 
 Leadville, Colo., as compared with the rate to Denver. The rate to Leadville 
 is fixed on a basis of fair compensation for the service rendered, but the 
 traffic to Leadville and the traffic to Denver are not carried under substantially 
 similar circumstances or conditions. There is competition substantial in char¬ 
 acter and controlling in amount at Denver, arising not only from the fact of 
 a greater number of railway lines centering at that point, but also from the 
 fact that the shortest railway line from California to Denver is 187 miles less 
 in length than the line from California to Denver via the Denver and Rio 
 Grande. This competition so existing at Denver does not exist at Leadville. 
 There is also at Denver a competition, resulting in part from the local pro¬ 
 duction of similar articles and in part arising from shipment of like com¬ 
 modities to that point from the East and South, meeting in the same market 
 the commodities received from the Pacific coast, and thereby determining the 
 price at which such commodities may be sold, and therefore the rate which 
 may be charged. These conditions do not exist at Leadville. 
 
 Hoping that we have fully answered your inquiries, and with a desire to 
 give to you and your honorable committee any further information which may 
 be within our power, as you may call for the same, I am, 
 
 Very respectfully, yours, A. S. Hughes. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington, D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 285 
 
 TOLEDO, ANN ARBOR AND NORTH MICHIGAN RAILWAY COMPANY. 0 
 
 I have received your circular letter of the 20th ultimo. 
 
 This company is handling two classes of business not strictly in accordance with the 
 fourth section of the act to regulate interstate commerce. 
 
 In the tariffs already furnished your Commission you will find that we have made 
 rate to the Michigan Central Railroad Company for the coal which that company uses at 
 Jackson, Mich., of 25 cents per net ton Toledo to Ann Arbor. 
 
 The Michigan Central Railroad have a line of their own from Toledo to Jackson by 
 way of Detroit, Mich. This line from Toledo to Ann Arbor is 46 miles ; the Michigan 
 Central line from Toledo to Ann Arbor is 96 miles. We make rate of 25 cents per ton 
 for the purpose of acquiring some revenue on a basis of what it would cost the Michigan 
 Central Railroad Company to carry its own business by the long line. Our local rate 
 to Ann Arbor proper for commercial customers on the same class of business is 75 cents 
 per net ton. We have felt, however* that the rate offered to the Michigan Central Rail¬ 
 road was not contrary to the spirit of the fourth section of the law, inasmuch as that com¬ 
 pany has a line of its own to Toledo over which it would have privilege of carrying its 
 own business without any chax-ges whatever ; furthermore, that it is not a discrimination 
 between consumers. It is optional with this company whether they are willing to accept 
 25 cents per net ton or be deprived of this portion of their earnings. 
 
 This company is also handling business to and from eastern points in connection with 
 the Grand Trunk Railway on a percentage basis. This exchange is made at Hamburgh, 
 Mich., and the business is carried from and to Toledo through Ann Arbor. Toledo is on 
 
 a basis of 78 per cent, while Ann Arbor is on a basis of 84 per cent of Chicago rates. 
 
 We have considered this situation similar to that at Pittsburgh, from which the Lake 
 Shore and Michigan Southern Railway take eastern business via Youngstown, which is 
 a higher percentage basis than the point which originates the business. 
 
 In order to make the rate from Ann Arbor equitable under the law, we have secured a 
 reduction at this and intermediate points on this line from 92 to 84 per cent; this seems 
 a reasonable advance over Detroit rates, which is 78 per cent of Chicago rates, and which 
 is 88 miles east of Ann Arbor. 
 
 The arrangement for handling the 78 per cent (Toledo business) through the 84 per 
 
 cent point (Ann Arbor business) was made after the opinion of the Interstate Commis¬ 
 
 sion was published, in which it reviewed the case of the Lake Shore and Michigan 
 Southern Railway handling business out of Pittsburgh via Youngstown. 
 
 It is a matter of some consequence to this company to have the opinion of your Com¬ 
 mission on this position we have taken as soon as possible, inasmuch as the companies 
 through whom we are working this business are taking such views as will compel us to 
 be deprived of a portion of the revenue unless we have some assurance that they will 
 not be liable under the act. 
 
 / H. W. Ashley, General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington, D. C. 
 
 DETROIT, TOLEDO AND IRONTON RAILWAY COMPANY AND ANN ARBOR 
 
 RAILROAD. 
 
 Toledo, Ohio, October 2, 1905. 
 
 Dear Sir : With further reference to your esteemed favor of recent date 
 regarding Mr. Ashley’s letter to the Interstate Commerce Commission in 1887, 
 am very sorry it is impossible for me to give you the information desired 
 regarding rates and changes since Mr. Ashley’s letter was written. As our rec¬ 
 ords do not date further back than five years, it is impossible for me to give you 
 the dates of changes in the rates. 
 
 However, there has been very little change in the general rates for the past 
 five years, with the exception of grain and iron. The grain rates from all 
 points in this territory are governed by the rates from Chicago, which are made 
 according to the conditions at that point, the rest of the territory being governed 
 accordingly. The same condition exists with reference to the iron rates. The 
 rates from Pittsburg to territory west govern the situation at the western points. 
 
 The situation regarding the long and short haul referred to by Mr. Ashley 
 still exists, except on coal. The rate of 25 cents to Ann Arbor has long since 
 been canceled, and so far as our records go we have not handled any coal for 
 the Michigan Central Railroad for years. 
 
 We have the same rate condition on the Detroit, Toledo and Ironton. The 
 rates from stations south of Lima are on the basis of 82 per cent to eastern 
 cities, and we handle shipments via Detroit to points taking 84 per cent rates. 
 We also handle shipments from Detroit taking 78 per cent rates, from Wauseon, 
 via the Lake Shore and Michigan Southern Railway, an 84 per cent point, and 
 Namier, via the Baltimore and Ohio, an 83 per cent point, and other junctions 
 further south taking this basis and going through 84 per cent points en route. 
 
 o Now Ann Arbor Railroad. See response of that company to the present 
 inquiry. 
 
286 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 We are compelled to do this or lose all of the east-bound business from Detroit. 
 This is a condition which has been in existence ever since the road was built. 
 
 If there is any more information I can give you, will very gladly do so upon 
 request. 
 
 Yours, very truly, C. P. Lamprey, 
 
 General Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Washington , D. C. 
 
 NEW YORK, LAKE ERIE AND WESTERN RAILROAD COMPANY.* 1 
 
 Dear Sik : Replying to your letter of October 20, 1887, to me, and a similar letter, 
 of the same date, addressed to R. H. Soule, general manager of the New York, Penn¬ 
 sylvania and Ohio Railroad Company, in which you ask : “Are there any points upon 
 the railroad of your company, or upon any railroad operated by your company, under 
 lease or otherwise, to or from which interstate rates for passengers or freight are 
 made by your road alone, or in combination with other roads, which are greater than 
 the rates to or from more distant points in the same direction over the same line?” I beg 
 to state on behalf of both the New York, Lake Erie and Western Railroad Company and 
 the New York, Pennsylvania and Ohio Railroad Company that there are now no points 
 upon the railroad of either company or upon any railroad operated by either of said com¬ 
 panies, under lease or otherwise, to or from which interstate rates for passengers or 
 freight are made by said roads or either of them alone which are greater than the rates 
 to or from more distant points in the same direction over the same line. 
 
 There are, however, two instances in which the two roads in question, in combination 
 with other roads, make interstate rates for freight which are greater than the rates to or 
 from more distant points. 
 
 The first case is the rate made by the New York, Lake Erie and Western Railroad, 
 the New York, Pennsylvania and Ohio Railroad, and the Pittsburgh and Lake Erie Rail¬ 
 road between New York and Pittsburgh, which rate is less than the rate made by the 
 New York, Lake Erie and Western Railroad and the New York, Pennsylvania and Ohio 
 Railroad between New Y’ork and Youngstown and intermediate stations as far east as, 
 but not including, Meadville. 
 
 Freight in this case is transported from Pittsburgh via the Pittsburgh and Lake Erie 
 Railroad to Youngstown ; thence via the New York, Pennsylvania and Ohio Railroad to 
 Salamanca; thence via the New York, Lake Erie and Western Railroad to New York, 
 and vice versa. 
 
 The second case is the rate made by the New York, Lake Erie and Western Railroad, 
 the New Y r ork, Pennsylvania and Ohio Railroad, the Shenango and Allegheny Railroad, 
 and the Pittsburgh and Western Railroad, between New York and Allegheny City, 
 which rate is less than the rate made by the New York, Lake Erie and Western Rail¬ 
 road and the New York, Pennsylvania and Ohio Railroad between New York and She¬ 
 nango and points east of, but not including, Meadville. 
 
 Freight in this case is transported from Allegheny City via the Pittsburgh and West¬ 
 ern Railroad, the Shenango and Allegheny Railroad to Shenango; thence via the New 
 York, Pennsylvania and Ohio Railroad to Salamanca; thence via the NeAv York, Lake 
 Erie and Western Railroad to New York, and vice versa. 
 
 The reasons which we are advised by counsel .justify these rates are the same in each 
 case, and are as follows : 
 
 First. The greater charge for the shorter haul preserves the proper advantage of situa¬ 
 tion, and has in itself no element of injustice either to Youngstown or Shenango or the 
 stations between those points and Meadville. The lines beyond these places to Pitts¬ 
 burgh and Allegheny City, respectively, are not really a continuation of the direct line 
 from New York, but branch off at Youngstown and Shenango in quite a different direc¬ 
 tion. So that the rule that “When the greater charge for the shorter haul over the same 
 line in the same direction is spoken of, the natural suggestion to the mind is of a line 
 leading with some directness to the place to which the traffic is destined,” does not 
 apply. 
 
 Second. The rates to and from Pittsburgh and Allegheny City are determined by the 
 Pennsylvania Railroad. Bv looking at the location of the points in question, it will be 
 seen that this road in making its rates in conformity with the fourth section of the law 
 would necessarily make a greater rate to Youngstown or Shenango than it would to Pitts¬ 
 burgh and Allegheny City. 
 
 Unless, therefore, the New Y r ork, Lake Erie and Western Railroad and the New York, 
 Pennsylvania and Ohio Railroad make a less rate to Pittsburgh and Allegheny City than 
 they do to Youngstown and Shenango, respectively, the traffic to and from Pittsburgh 
 and Allegheny City, which is now competitive, would have to be surrendered to the 
 Pennsylvania road, whose very conformity to the law precludes conformity by the other 
 roads named. In other words, unless the New York, Lake Erie and Western Railroad 
 and the New York, Pennsylvania and Ohio Railroad can be allowed to make a less rate 
 to Pittsburgh and Allegheny City than they make to Youngstown and Shenango, they 
 must give up Pittsburgh and Allegheny City business, and consequently both Pittsburgh 
 and Allegheny City would be deprived of the advantages of competition without conferring 
 any benefit upon either Youngstown or Shenango or the other intermediate points to 
 which the greater rates are made. 
 
 Very respectfully, yours, 
 
 S. M. Felton, Jr.. 
 
 First Vice-President. 
 
 C. C. McCain, Esq.. 
 
 Auditor Interstate Commerce Commission, 
 
 Department of Statistics, Washington, D. C. 
 
 a Now Erie Railroad Company. See response of that company to the present 
 inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 287 
 
 ERIE RAILROAD COMPANY. 
 
 New York, October 10, 1905. 
 
 Dear Sir : With reference to your letter of September 9, 1905, addressed to 
 Mr. James Webster, general freight agent, New York, Chicago and St. Louis 
 Railroad, inclosing copies of letters written by S. M. Felton, jr., as first vice- 
 president, New York, Lake Erie and Western Railroad Company, and G. B. 
 Spriggs, general freight agent of the New York, Chicago and St. Louis Railway 
 Company, in 1887, to Mr. C. C. McCain, at that time auditor Interstate Com¬ 
 merce Commission, that part of the subject-matter of your letter pertaining 
 to the letter written by Mr. S. M. Felon, first vice-president, New York, Lake 
 Erie and Western Railroad, is one which now comes under my supervision. The 
 correspondence only reached me October 9, having been referred to me by Gen¬ 
 eral Freight Agent Webster, of the New York, Chicago and St. Louis Railway, 
 under date of October 5, which explains why you have not heard from me at an 
 earlier date. 
 
 We submit herewith a statement of rates in effect to various destinations which 
 are lower than rates in effect to intermediate points, as a result of short line or 
 water line competition, so far as pertains to traffic originating on the Erie Rail¬ 
 road Company lines, Niagara frontier, Buffalo, Salamanca, and east thereof. 
 We are having a similar statement prepared for the lines west of these points, 
 which we hope to send you within a few days. All of the tariffs in question, 
 as shown on the company’s statement, are filed with the Interstate Commerce 
 Commission; under the head of “ remarks ” the reasons are assigned for the 
 issuance of these rates. Those coming under the head of water competition 
 undoubtedly will be fully understood by you, as will no doubt those issued to 
 meet short-line competition. The rates in both instances are either issued to 
 place shippers at points of origin on the same basis a-s their competitors and 
 enable them to market their products at the lowest obtainable freight rates, or 
 to enable this company to secure the traffic on the same basis of rates as are 
 published by its competitors or water-line routes. 
 
 Yours, truly, H. B. Chamberlain, 
 
 Third Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Senate Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
 The statement referred to in the foregoing is as follows: 
 
Kates in effect from Eric Railroad points issued to meet short-line or water competition. 
 
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DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 296 
 
 GRAND RAPIDS AND INDIANA RAILROAD COMPANY. 
 
 Dear Sir : Circular from the Interstate Commerce Commission, dated Washington, 
 October 20. Returning same and replying to your notation, would say that the following 
 are instances which might possibly be considered as a violation of the fourth clause of 
 the law : Certain points on the line of our road south of Fort Wayne and north of Rich¬ 
 mond, Ind., take 88 per cent of Chicago rates to eastern cities. From some of these 
 points we are obliged to go out of the business or haul the traffic through Fort Wayne, 
 which is a 90 per cent point. The same is true in regard to the live-stock shipments 
 from points on our line between Sturgis and Fort Wayne. In order to compete for this 
 traffic we are obliged to haul 95 and 92 per cent points through 100 per cent points and 
 send the business via Wasepi and the Michigan Central road. In no case, however, does 
 our proportion of the through rate allow us more for the shorter than for the longer haul. 
 
 We are also taking Pacific coast business from points on our line at lower rates than 
 are made to intermediate points this side of Pacific coast points. 
 
 From recent rulings of the Commission in regard to all of these matters, I understand 
 that we are not violating the law by our action. 
 
 Yours, truly, 
 
 C. 
 
 E. Gill. 
 
 W. O. Hugart, Esq., 
 
 President and General Manager, City. 
 
 GRAND ElAPIDS AND INDIANA RAILWAY COMPANY. 
 
 Grand Rapids, Mich., September 21, 1905. 
 
 Dear Sir : Your letter without date duly received. 
 
 I note your reference to letter of C. E. Gill concerning certain rates applied 
 by this company In 1887 in violation of the long and short haul clause of the 
 interstate law. 
 
 We are still handling Pacific coast business, as I believe are all other rail¬ 
 roads in this territory, applying lower rates to those points than to inter¬ 
 mediate points this side of coast points. 
 
 We are occasionally handling shipments between the other points referred to 
 in Mr. Gill’s letter, namely, live stock from stations on our line between Sturgis 
 and Fort Wayne, via Wasepi and Michigan Central Railroad. I am not able to 
 give you the rates in effect at the time Mr. Gill’s letter was written, as our files 
 for that period have been destroyed. We are handling live stock from stations 
 on our Richmond division to Pittsburg and Buffalo from certain stations 
 through certain other higher rate stations, as our train service requires this. 
 We could not make satisfactory time with live stock except under such an 
 arrangement. 
 
 We are forwarding butter, eggs, and poultry from Portland, Ind., through 
 Fort Wayne, a higher-rate point, to eastern cities on account of having refrig¬ 
 erator-car service over that route which make close connection at Fort Wayne 
 with Pennsylvania Line, such cars being used for picking up shipments at inter¬ 
 mediate stations. We could only give satisfactory service to our patrons under 
 such an arrangement. 
 
 We are forwarding shipments from our Richmond division to Canadian 
 points through higher-rate junction points, this being necessary on account of 
 our having direct connection with Grand Trunk Railway at a higher-rate 
 point, through car and train service being better over that route than could be 
 made via other routes using roads intermediate to Grand Trunk to reach that 
 line. 
 
 In our tariff with Pennsylvania Lines we publish to some points rates which 
 are applicable over shorter lines, ignoring the long and short haul clause of the 
 law. We have direct connection and through car arrangements with Penn¬ 
 sylvania Lines and only meet the short-line rates. 
 
 We have in effect commodity rates on butter dishes and clothes pins Traverse 
 City and Petoskey to Chicago, not applying from and to intermediate points, 
 meeting the rates which are applicable over the direct boat line from and to 
 points named. 
 
 We have in effect rate on rough lumber of G cents Muskegon to Chicago, 
 not applying from and to intermediate points, in competition with rate applying 
 by boat from -and to those points, the regular all-rail rate being 8 cents. 
 
 There may be other cases of deviation from the long and short haul clause 
 of the law, but tliese are the most important, and please understand that they 
 are all regularly published and filed with the Commission at Washington. In 
 
DTGEST OF HEARINGS ON RAILWAY RATES. 
 
 » 
 
 297 
 
 no case that I am aware of does our proportion of through rate allow us more 
 for the shorter than for the longer haul. 
 
 If I can he of further service please let me hear from you. 
 
 Yours, truly, 
 
 E. C. Leavenworth, 
 
 General Freight Agent. 
 
 Mon. S. B. Elkins, 
 
 Senate of the United States, Washington, D. G. 
 
 i 
 
 GRAND TRUNK RAILWAY OF CANADA. 
 
 My Dear Sir : I beg to state in regard to your letter of the 20tli instant that before 
 the interstate commerce law came into effect lengthened conferences took place between 
 the company's counsel and its administration with the view of determining the interpre¬ 
 tation of the law, and of framing the company’s tariffs in strict compliance with its pro¬ 
 visions, and the labors of the company’s staff were directed in accordance with the con¬ 
 clusions reached. 
 
 There is. to the best of my knowledge and belief, no particular in which the company's 
 tariffs have been framed in opposition to the short-haul principle of the law, or to any of 
 its other provisions. 
 
 Very truly, yours, L. J. Seargeant, 
 
 Traffic Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 CHICAGO AND GRAND TRUNK RAILWAY. DETROIT, GRAND HAVEN AND MIL¬ 
 WAUKEE RAILWAY." 
 
 Dear Sir : Replying to your circular letter of the 20th October, I beg to say that we 
 are carrying traffic over the Detroit, Grand Haven and Milwaukee Railway, from sta¬ 
 tions between Grand Haven and Owosso, at a higher rate than we are charging from Mil¬ 
 waukee. 
 
 This is done in accordance with the wish of our competitive companies, and is claimed 
 to be justified by the water competition that exists at Chicago during the greater part of 
 the year. 
 
 We are also taking traffic on the Chicago and Grand Trunk Railway from points on the 
 Cincinnati, Wabash and Michigan Railroad via Granger, which takes a less rate from the 
 originating point than the rate from Granger. 
 
 We are doing the same' thing in connection with the traffic from the Louisville, New 
 Albany and Chicago via Haskell; also in connection with the Toledo, Ann Arbor aMd 
 Northern Michigan Railway via Hamburg, on the Michigan Air Line. 
 
 The following covers the whole of the points in question, it being understood that the 
 junctions all take 100 per cent: 
 
 Via Haskell: Per ceut - 
 
 From Indianapolis and Indianapolis points_ 93 
 
 New Albany_ 96 
 
 Via Stillwell : 
 
 Indianapolis and Indianapolis points_ 93 
 
 Via South Bend : 
 
 Logansport _ 97 
 
 Via Granger : 
 
 Goshen and Clay pool_ 97 
 
 Warsaw and Wabash_ 97 
 
 Indianapolis _ 93 
 
 Anderson _ 92 
 
 Marion _ 95* 
 
 Bolivar _ 97 
 
 Milford _ 97 
 
 North Manchester_ 97 
 
 I may add, for the information of the Commission, that the rates on which the above 
 percentages are allowed are all -made by the railway company from which we take the 
 traffic, not by us, and we have felt constrained to carry them out in order to meet the 
 exigencies resulting from competition. 
 
 Yours, respectfully, W. .T. Spicer, 
 
 General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, I). C. 
 
 a See response of Grand Trunk Railway. 
 
298 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 % 
 
 GRAND TRUNK RAILWAY SYSTEM. 
 
 Montreal, Quebec, October 17, 1905. 
 
 Dear Sir : In further reference to your favor of 11th instant. 
 
 Referring to General Manager Spicer’s letter. There have been changes as 
 follows: ' 
 
 Milwaukee v. traffic in Michigan, Grand Haven to Owosso. At the time Mr. 
 Spicer’s letter was written, presumably in 1887, the basis of rates from Detroit, 
 Grand Haven, and Milwaukee stations in Michigan, Owosso to Grand Haven 
 inclusive, to New York was 100 per cent of the Chicago to New York rate. 
 
 Milwaukee was >all rail via Chicago the same rates as from Chicago, viz: 
 Class 1, 75; class 2, 65; class 3, 50; class 4, 35; class 5, 30; class 6, 25 cents 
 per 100 pounds, but by the D. G. H. and M. break-bulk boats, Milwaukee to 
 Grand Haven, the rates were 6, 5, 4, 3, 2, and 2 cents per 100 pounds below the 
 all-rail rates; hence those figures lower than the rates from Grand Haven, etc., 
 but effective in 1891, the basis of the stations Owosso to Grand Haven, was 
 reduced from 100 to 96 per cent of the Chicago to New York rate, making the 
 rates from those points 72, 621. 48, 331, 29, and 24 cents per 100 pounds, and 
 which were still, class 1, 3; class 2, 21; class 3, 2; class 4, 11; class 5, 1, and 
 class 6, 1 cent per 100 pounds higher than the break-bulk rates from Milwau¬ 
 kee. In 1899 the differentials below the all-rail rate applied by the break-bulk 
 boats from Milwaukee via Grand Haven were reduced, making the rates from 
 Milwaukee 72, 63, 48, 34, 29, and 24 cents per 100 pounds. Therefore, since 
 that time the position outlined in General Manager Spicer’s letter has been 
 changed, and the rates at the present time are not at variance with the long 
 and short haul clause. 
 
 In reference to Mr. Spicer’s remarks as to traffic carried via Granger and 
 Haskell, in 1891 east-bound rates from Stilwell, South Bend, and Granger 
 were reduced from 100 to 96 per cent of the Chicago to New’ York basis, the 
 rates from Haskell being left at 100 per cent. This leaves the present condi¬ 
 tion as follows: 
 
 Ter cent. 
 
 From Haskell_ 100 
 
 From Indianapolis and Indianapolis points via Haskell_93-97 
 
 From New Albany (advanced from 96 to 100 per cent)_ 100 
 
 From Stilwell_ 96 
 
 From Indianapolis and points via Stilwell_!_ 93 
 
 From South Bend_ 96 
 
 From Logansport, Ind. (since reduced to 96 per cent*)_ 96 
 
 From a few points on so-called “ Butler ” branch of Yandalia road_ 93 
 
 From Granger, Ind_ 96 
 
 From Cincinnati points via Granger_;_ 87 
 
 From Anderson. Marion, Ind., and vicinity via Granger_ 92 
 
 From Indianapolis and points via Granger_ 93 
 
 From balance territory Cleveland. Cincinnati, Chicago and St. Louis, 
 
 not less than_ 96 
 
 From Durand. Mich_ 92 
 
 From Toledo, Ohio, and group, Ann Arbor Railroad via Durand_ 78 
 
 From Ann Arbor, Mich., and group, Ann Arbor Railroad via Durand. 84 
 
 In addition to the above, the following conditions now exist in reference to 
 the adjustment of rates from Chicago and contiguous points on the Grand Trunk 
 •System to Jackson, Grand Rapids, Grand Haven, and Muskegon, Mich. 
 
 To the four points named we publish frpm Chicago the following class 
 rates, iz: Class 1, 33; class 2, 28^ ; class 3, 22; class 4, 15; class 5, 12, 
 and class 6, 9i cents per 100 pounds, carrying freight at said rates to these 
 points and through points adjacent, to which we*publish and carry freight at 
 the following rates: 37, 32, 23£, 16, 13, and 10 cents per 100 pounds. 
 
 To Jackson. Mich., we meet, via our longer route, the competitive short-line 
 rates of the Michigan Central; at Grand Rapids, Grand Haven, and Muske¬ 
 gon we meet, via our longer route, the short-line rates of the Pere Marquette, 
 the rates to these three latter points being also affected by direct water compe¬ 
 tition from Chicago. The rates to these points specially named, as well as the 
 higher rates to intermediate points, are adjusted in accordance with the 
 so-called Central Freight Association scale, operative for many years and 
 fixed with relation to the commercial requirements of each section of territory 
 or group of points. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 299 
 
 These so-called short-line competitive rates have been published and. applied 
 under a decision given by the United States Supreme Court in October, 1903. 
 
 We also have in effect from Chicago and contiguous points affected by Chi¬ 
 cago rates certain rates to points on connecting lines which are less than the 
 rates we published from Chicago to our junction with said roads. 
 
 To illustrate: 
 
 [In cents per 100 pounds.J 
 
 Chicago to— 
 
 
 
 Classes. 
 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 South Bend,__ 
 
 22 
 
 20 
 
 17 
 
 12 
 
 9 
 
 8 
 
 Rolling Prairie, Lake Shore and Michigan Southern via 
 South Bend ____________ 
 
 1 « 
 
 16 
 
 15 
 
 10* 
 
 8 
 
 7 
 
 North Judson, Indiana, Illinois and Iowa via South Bend_ 
 
 Granger, Ind..... 
 
 1 
 
 24* 
 
 22 
 
 19* 
 
 12* 
 
 9 
 
 8 
 
 Benton Harbor, Mich., Cleveland, Cincinnati, Chicago and 
 St. Louis via Granger ........ 
 
 22 
 
 20 
 
 17 
 
 12 
 
 9 
 
 8 
 
 Pontiac, Mich_____ 
 
 37 
 
 32 
 
 23* 
 
 16 
 
 13 
 
 10 
 
 Hudson, Mich., Cincinnati Northern via Pontiac and Jack- 
 son..... 
 
 33 
 
 28* 
 
 32 
 
 22 
 
 15 
 
 12 
 
 9* 
 
 Detroit, Mich_________ 
 
 37 
 
 23* 
 
 16 
 
 13 
 
 10 
 
 Adrian, Mich., Detroit Southern via Detroit. 
 
 35 
 
 30 
 
 22* 
 
 15 
 
 13 
 
 10 
 
 The rates cited immediately above as being in effect from Chicago to the 
 connecting lines above mentioned are not used to any appreciable extent on 
 traffic from Chicago proper, but are more frequently used from points east of 
 Chicago, from which Chicago rates apply, and where the Grand Trunk System 
 territory is competitive with that of the shorter and more direct lines, either 
 crossing or adjacent to that of the Grand Trunk. 
 
 The rates cited above to points on the Cincinnati Northern Railway were first 
 established via Battle Creek, but after the acquisition of a portion of that road 
 by the Michigan Central we had to apply the rates to the territory left open to 
 us via Jackson or withdraw them. 
 
 In reference to Traffic Manager Seargeant’s letter, it is not the practice of 
 the Grand Trunk Railway System to make a departure from the long-and- 
 short-haul clause from its Canadian territory, except that upon grain and grain 
 products, the rates from points between the St. Clair and Niagara rivers on 
 traffic destined to New York, Philadelphia, and Baltimore have been slightly 
 in excess of those in effect from Detroit or Port Huron, on the ground that 
 the competition was of a different character and that the difference in rates 
 was justified by such conditions. But even this exceptional condition now no 
 longer exists, as since October 1 of this year the rates from the Canadian 
 territory intermediate between the Detroit and Niagara frontiers have been 
 scaled on the Chicago-New York rates in the same manner as is the custom 
 from the United States, viz, the percentage grouping. Thus the long-and-short- 
 haul clause of the law is strictly followed. 
 
 Yours, truly, 
 
 John W. Loud, 
 Freight Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
 HOUSTON AND TEXAS CENTRAL RAILWAY COMPANY. 
 
 Dear Sir : Yours of the 20th ultimo, addressed to the receivers of this road, has been 
 referred to me for reply. 
 
 I inclose you herewith tariff of rates on commodities and class articles to Houston and 
 Galveston, Tex., from Saint Louis and points east of Saint Louis ; also tariff from Saint 
 Louis on the same articles to intermediate points in the interior that are a shorter dis¬ 
 tance than to Houston and Galveston—the same differentials from points east of Saint 
 Louis that apply to Houston and Galveston applying to intermediate points, and heg to 
 state, for your information, that the rates made to Houston and Galveston are made on a 
 basis of the rates by water to New Orleans and the local tariff from New Orleans to 
 Houston and Galveston, also by the locals to New Orleans by rail and the locals from 
 New Orleans added. 
 
 There is quite a large traffic to Houston and Galveston from the points named, which 
 we would be entirely deprived of if we did not meet the rates made by the water lines 
 via New Orleans. 
 
300 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The necessity of making these rates to interior points, however, does not exist, from 
 the fact that water competition does not extend beyond Houston or Galveston, as the 
 rail lines leading in and through Texas are in a position to protect themselves against it. 
 
 The question for the roads to solve was whether to reduce nine-tenths of their reve¬ 
 nue to interior points or go out of the business to Houston and Galveston, virtually de¬ 
 stroying all competition to these points, or else meet the competition by water and make 
 the rates that were made by that route. 
 
 This line, and all other lines leading to Houston and Galveston, have seen fit, under 
 the circumstances, to meet competition, believing that they would be fully justified in 
 so doing from the fact that if they withdrew from the business it would not prevent 
 shippers from getting the benefit of lower rates to Houston and Galveston than are made 
 to the interior points, as they would be made anyhow by the water lines, and the question 
 was simply whether we should put in the rates in order to help our revenue by hauling 
 a portion of the freight. 
 
 Our position seems to us perfectly legal and fair, and we trust will be so recognized by 
 the Commission should any question arise. 
 
 Yours, respectfully, Dan’l Ripley, 
 
 General Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 HOUSTON AND TEXAS CENTRAL RAILWAY COMPANY. 
 
 Dear Sir : Replying to yours of the 23d instant, calling attention to circular of Octo¬ 
 ber 20. There is no point on this railway from which a less rate is made for a long haul 
 than a short one in same direction on interstate business (passenger). 
 
 Yours, truly, 
 
 A. Fulkner, 
 
 General Passenger Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 THE HOUSTON EAST AND WEST TEXAS RAILWAY COMPANY. 
 
 Dear Sir : Replying to your circulars to me of October 20. The following points take 
 a less rate than other local stations over same route and in same direction, but only on 
 certain commodities, namely, Shreveport, Keechi, Logansport, and Houston. I attach 
 commodity tariff showing rates to Houston. Below are list of commodities and rates as 
 they apply in comparison : 
 
 Articles. 
 
 Local 
 
 points. 
 
 Shreve¬ 
 
 port. 
 
 Keechi. 
 
 Logans 
 
 port. 
 
 Bagging... 
 
 $0.63j 
 .60 
 
 $0.27* 
 
 .27* 
 
 .30 
 
 $0.47* 
 
 • 47* 
 .44 
 
 $0.50* 
 
 .50* 
 
 .46 
 
 Cotton ties. 
 
 Flour and meal......... 
 
 .50 
 
 Sugar and malls... 
 
 .60 
 
 .60 
 
 .60 
 
 .60 
 
 Coifee... 
 
 .62 
 
 .62 
 
 .62 
 
 .62 
 
 Rice. 
 
 .60 
 
 .60 
 
 .60 
 
 .60 
 
 Salt... ..... 
 
 .33 
 
 .33 
 
 .33 
 
 .33 
 
 Coal and coke per ton...... 
 
 5.00 
 
 5.00 
 
 5.00 
 
 5.00 
 
 Ice, car 30,000 pounds. 
 
 60.00 
 
 60.00 
 
 60.00 
 
 60.00 
 
 
 These rates are for carload lots, and are made necessary on account of water compe¬ 
 tition from Saint Louis to New Orleans, or Shreveport. The figures named apply from 
 Saint Louis. 
 
 We make less rate from Shreveport on cotton to various points, rendered necessary by 
 water competition. Attached please find tariffs for comparison. 
 l T ours, truly, 
 
 M. G. Howe, 
 
 Receiver S. d E. d TF. T., and General Manager S. & H. R. R. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 HOUSTON AND TEXAS CENTRAL RAILROAD COMPANY. HOUSTON EAST AND 
 WEST TEXAS RAILWAY COMPANY. HOUSTON AND SHREVEPORT RAILROAD 
 COMPANY. 
 
 Houston, Tex., October 16 , 1905. 
 
 Dear Sir : I have your favor of recent date, with inclosures of copies of let¬ 
 ters from Mr. Daniel Ripley, general freight agent; Mr. M. G. Howe, receiver, 
 and Mr. A. Faulkner, general passenger agent. My absence from Houston has 
 prevented earlier reply. 
 
 The conditions described in the letters mentioned above have not changed to any 
 material extent. It is still necessary for the lines entering Texas on its north¬ 
 ern and northeastern border to carry rates to Houston, Galveston, and Beau- 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 301 
 
 mont which are less than the rates to intermediate points on some commodities. 
 There is quite a large traffic to these points, and if the lines entering Texas as 
 described desire to participate in this business they must necessarily meet the 
 rates that are made on the basis of the water rate to New Orleans, or the low 
 rail rate made to meet the water competition to New Orleans, plus the local rate 
 from New Orleans to Houston, Galveston, and Beaumont. This competition or 
 condition does not exist at intermediate points on the rail lines in Texas be¬ 
 tween the northern and northeastern borders of the State, therefore higher 
 rates are carried to such points. 
 
 I attach a small statement showing some of the commodities and the rates; 
 the dates when effective are also given in the statement. I regret I am not 
 able to furnish you the rates of 1887, hut our records for that year have all 
 been destroyed. I also inclose you our present tariffs by which you can verify, 
 and. if you desire, check the figures I have furnished. 
 
 Changes have been made in the rates to Houston and Galveston, either ad¬ 
 vances or reductions, on commodities that the competition controlled. For ex¬ 
 ample, we found that on flour and meal the rates via New Orleans, or any other 
 crossing, to Houston and Galveston would not affect the movement, therefore it 
 was feasible to carry the same rates to Houston as carried to Texas common 
 points, while the rate on sugar, molasses, and coffee is less to Houston, for the 
 reason that the competition via the Mississippi River and the competition of 
 rail lines meeting such competition, plus the rate from New Orleans to Houston, 
 was available and could affect the movement of the business. This explains 
 the changes that have taken place from time to time and which will influence 
 changes in the future. 
 
 We have a great many instances where intermediate rates are higher, caused 
 by practically the same competition or basis of making rates in the opposite 
 direction. For instance, rates from New Orleans to Missouri River points are 
 made on the basis of the rate to St. Louis, plus a differential, or plus „a local 
 rate, or through Memphis and rail from Memphis to points on the Missouri 
 River or points in Kansas, Indian or Oklahoma Territories that are less than 
 the intermediate rates in Texas. Therefore, it is necessary for the lines from 
 New Orleans, handling their business through Texas, to carry these rates if 
 they desire to participate in any of the business. Otherwise, the rates being 
 based on Memphis or St. Louis and made by lines passing through those gate¬ 
 ways, it would all move via those routes, and the lines passing through Texas 
 would simply be deprived of the business and a proportion of their revenue 
 thereon without in any case advancing the rate. The same conditions do not 
 apply to intermediate points, and the competition of water via Mississippi River 
 to St. Louis or Memphis to Missouri River points does not prevail. 
 
 This, in a general way, covers the situation and, I trust, will give you the 
 information you desire. 
 
 Yours, truly, H. A. Jones, 
 
 Freight Traffic Manager. 
 
 Senator S. B. Elkins, 
 
 Washington, D. C. 
 
 (The statement referred to in the foregoing is as follows:) 
 
 Rates from St. Louis, Mo. 
 
 Article. 
 
 Houston. 
 
 Rate. 
 
 Date effective. 
 
 Bagging and ties, car 
 
 32 
 
 Oct. 3,1899_ 
 
 load. 
 
 
 
 Flour and meal . 
 
 41 
 
 May 6.1905_ 
 
 Sugar. 
 
 33 
 
 June 20,1902. 
 
 Molasses. 
 
 40 
 
 Prior to June 1, 
 
 
 
 1895. 
 
 Coffee.. 
 
 60 
 
 Dec. 15,1897 .. 
 
 Rice .. .. 
 
 75 
 
 May 1,1902. 
 
 Salt.. 
 
 
 
 Coal and coke . 
 
 a 450 
 
 July 14,1904. 
 
 
 
 
 
 Shreveport. 
 
 Intermediate points. 
 
 Rate. 
 
 Date effective. 
 
 Rate. 
 
 Date effective. 
 
 20 
 
 Prior to Apr. 1, 
 1900. 
 
 35 
 
 Oct. 4,1899. 
 
 24 
 
 Apr. 29,1905 . 
 
 41 
 
 Dec. 15,1902. 
 
 30 
 
 Prior to Apr. 1, 
 1900. 
 
 49 
 
 Feb. 26,1901. 
 
 30 
 
 _do.. 
 
 49 
 
 Do. 
 
 56 
 
 June 15,1903. 
 
 75 
 
 Mar. 15,1903. 
 
 56 
 
 .do. 
 
 75 
 
 Do. 
 
 20 
 
 Prior to Apr. 1, 
 1900. 
 
 450 
 
 July 14,1904. 
 
 ° Per ton. 
 
302 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 LOUISVILLE AND NASHVILLE RAILROAD COMPANY. 
 
 Dear Sir : I have your circular letter dated October 20. In reply I bee: to say that 
 there are certain points on the railroad of this company to and from which interstate 
 rates for the transportation of freight are made, both by this company for itself and in 
 combination with other roads, which are less than rates to or from less distant points in 
 the same direction over the same line. 
 
 (1) For a statement of points between which charges are made less for the longer than 
 for the shorter distance for the transportation of property, I refer you to the printed copy 
 of this company’s petition to be relieved from the fourth section of the “ act to regulate 
 commerce,” which was filed with the Interstate Commerce Commission on April 4, 1887, 
 and on pages 13 to 18, inclusive, you will find a statement of such points. As explaining 
 in somewhat more detail the reason for naming such rates for the transportation of prop¬ 
 erty, both from and through the points given, I would call your attention to the state¬ 
 ment submitted by me to the Interstate Commerce Commission at the time this company 
 filed with the Commission its rates of transportation, which statement is dated March 21, 
 1887. 
 
 (2) For rates made in conjunction with other lines wffiere the charge is less for the 
 longer than for the shorter haul, reference is made to an order of the Interstate Com¬ 
 merce Commission, granting the application of the Southern Railway and Steamship As¬ 
 sociation, joined with that of several other lines and systems, of which the Louisville and 
 Nashville Railroad is one, that they be authorized to transport property at lower rates 
 between the points named than are charged for the transportation of property to and from 
 certain intermediate points. In said order are stated the points for which this applica¬ 
 tion is granted, and rates are now charged by this company 'less for the longer distances 
 named therein than for shorter distances to intermediate points. 
 
 As bearing on this point, I also inclose you a copy of argument submitted by me in be¬ 
 half of this petition. The order of the Commission is given in full on pages 43, etc., 
 therein. 
 
 I do not see that I can make any statement concerning conditions and circumstances 
 of the traffic to more fully explain the principle upon which rates for the longer haul are 
 made less than for the shorter haul than has already been submitted at different times 
 to the Commission, or than appears in the papers which I have heretofore referred to. 
 
 For your advice, in addition to the papers above referred to, I inclose argument of 
 Mr. E. B. Stahlman in support of the petition of the Southern Railway and Steamship 
 Association and of the Louisville and Nashville Railroad Company, and the argument of 
 the lion. Ed. Baxter, counsel, in support of this company’s application. 
 
 At the present time there is no adjustment of charges for the transportation of passen¬ 
 gers to any point upon this company’s lines or to which we issue tickets in connection 
 with other lines, to or from which interstate rates are made, which are less for the more 
 distant points than to intermediate points. 
 
 Yours, truly, M. II. Smith, 
 
 Vice-President. 
 
 C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 The petition and argument referred to in the foregoing is as follows: 
 
 To the Honorable the Interstate Commerce Commission: 
 
 The petition of the Louisville and Nashville Railroad Company, a corporation char¬ 
 tered by the Commonwealth of Kentucky, would respectfully show unto your honorable 
 Commission as follows, viz : 
 
 The Louisville and Nashville Railroad Company was originally chartered to construct 
 a railroad from Louisville, Ivy., to Nashville, Tenn., with a branch to Lebanon, Ky., 
 and one from a point five miles south of Bowling Green to the State line near a point 
 now known as Guthrie, in the direction of Clarksville and Memphis, Tenn. Construction 
 was commenced from Louisville, southward, in 1853, and from Nashville, northward, in 
 1856, and work progressed from each end until connection was made at or near Bells 
 (Glasgow Junction) in the year 1859. 
 
 The Lebanon branch was extended from time to time and completed to Rockcastle 
 River, a distance of 140 miles from Louisville, in 1870; and was farther extended to 
 Jellico, Tenn., in 1883, there connecting with the Knoxville and Ohio Railroad. 
 
 The Memphis branch was completed in 1860. 
 
 The Memphis and Ohio Railroad Company was chartered to construct a railroad from 
 Memphis to Paris, Tenn. Construction was commenced in 1856, and gradually extended 
 to Paris, to which point it was completed in 18—. 
 
 During the year 1860 or 1861 the Memphis, Clarksville and Louisville Railroad, ex¬ 
 tending from the State line near Guthrie, Ky., to Paris, Tenn., was completed. 
 
 The Louisville and Nashville Railroad Company acquired by lease the property of the 
 Memphis and Ohio Railroad Company in September, 1867, and it was afterwards con¬ 
 solidated into the Louisville and Nashville Railroad Company in October, 1872. The 
 Louisville and Nashville Railroad Company acquired by purchase the property of the 
 Memphis, Clarksville and Louisville Railroad Company on October 1, 1871. The three 
 railroads thus formed a continuous line from Louisville to Memphis. 
 
 On July 1, 1872, the Louisville and Nashville Railroad Company acquired by lease con¬ 
 trol of the Nashville and Decatur Railroad, extending from Nashville, Tenn., to Decatur, 
 Ala., 122 miles. 
 
 The South and North Alabama Railroad Company was chartered to construct a railroad 
 from Montgomery, Ala., to Decatur. Ala. That company, unable to secure the means, 
 failed to complete the road. In 1871 the Louisville and Nashville Railroad Company 
 entered into an agreement to complete the road, and to receive in part compensation 
 therefor a controlling interest in the stock of the South and North Alabama Railroad 
 Company. The road was completed and opened for traffic in 1872, since which time it 
 has been under the stock control of the Louisville and Nashville Railroad Company. 
 
 In 1880 the Louisville and Nashville Railroad Company purchased the property of the 
 Mobile and Montgomery Railroad Company, the road extending from Montgomery, Ala., 
 to Mobile, Ala., 180 miles, and in 1880 it purchased the property of the New Orleans and 
 Mobile Railroad Company, the road extending from Mobile to New Orleans, 141 miles. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 303 
 
 In 1880 the Louisville and Nashville Railroad Company purchased the Pensacola Rail¬ 
 road, extending from Pensacola Junction (Flomaton) to Pensacola, 43 miles. 
 
 In 1879 the Louisville and Nashville Railroad Company purchased the property of the 
 Evansville, Henderson and Nashville Railroad Company, tlie railroad extending from 
 Henderson, Ky., to Nashville, Tenn., 145 miles. 
 
 In 1881 the Louisville and Nashville Railroad Company acquired control of the South¬ 
 east and St. Louis Railway and branches by lease, the road extending from Evansville, 
 Ind., to East Saint Louis, Ill., 161^ miles, with a branch from McLeansborough to Shaw- 
 neetown, on the Ohio River, 40 miles long. 
 
 In 1880 the Louisville and Nashville Railroad Company purchased a controlling interest 
 in the stock of the Owensborough and Nashville Railroad Company, the road at that 
 time extending from Owensborough to Central City, 35i miles. It has since furnished 
 the means to extend the road from Central City to Adairville, 84 miles in all. 
 
 In 1881 the Louisville and Nashville Railroad Company purchased the property of the 
 Louisville, Cincinnati and Lexington Railway Company, the road extending from Louis¬ 
 ville, Ivy., to Lexington, Ky., 94 miles, and from Lagrange, Ivy., to Cincinnati, Ohio, 83 
 miles, and secured thereby control, by lease, of three smaller corporations. The total 
 length of lines owned, controlled by ownership of stock, or operated under lease by the 
 Louisville and Nashville Railroad Company, including some branch lines not herein enu¬ 
 merated, is 2,103.64 miles—practically all of which is subject to the provisions of the 
 *' act to regulate commerce.” 
 
 In this petition the term local tariffs is intended to apply to the rates of transportation 
 to and from local stations as distinguished from rates between competitive stations. 
 
 When the Louisville and Nashville Railroad Company commenced the construction of 
 its road from Louisville in the direction of Nashville, and from Nashville in the direction 
 of Louisville, it adopted rates of transportation for both passengers and freight materially 
 less than had ever prevailed before and less than the rates authorized by its charter. 
 These rates have been changed from time to time, the changes having in all cases been 
 reductions ; so that the average rate per ton per mile and per passenger mile now received 
 to and from local statious is much less than during the years immediately succeeding the 
 construction of the road. As the company acquired by lease or by purchase the property 
 of other companies, or their control by ownership of stock, it in all cases substituted 
 rates of transportation to and from local stations materially less than had been received 
 by the companies formerly owning or controlling the properties, and less than had pre¬ 
 vailed before said companies were chartered ; and it has, since acquiring control of such 
 companies, made material reductions in the rates for transportation of both freight and 
 passengers, so that the rates now received per ton per mile and per passenger mile are 
 very much less than those received for some time after such control was secured. These 
 reductions in some cases have been as much as 50 per cent, local passenger rates having 
 been reduced over nearly the entire system from 4, 5, and 6 cents per mile to 3 cents per 
 mile, with a corresponding or even greater reduction in the rates of transportation to and 
 from local stations on many articles of freight. These rates are believed and are averred 
 to be just and reasonable. 
 
 Reference to the map herewith filed, and marked Exhibit A hereto, will show that 
 the lines of the Louisville and Nashville Railroad Company come in contact with water 
 transportation at numerous points. The traffic of but few large corporations in the 
 country is to so large an extent affected by water competition. 
 
 All traffic carried by the Louisville and Nashville Railroad Company between the 
 following-named points is taken in direct competition with water carriers not subject to 
 the provisions of the “ act to regulate commerce: ” Cincinnati, Ohio; Newport, Ky.; 
 Frankfort, Ky. ; Louisville, Ky.; Owensborough, Ky.; Henderson, Ky. ; Bowling Green, 
 Ky.; Clarksville, Tenn.; Nashville, Tenn.; Tennessee River station (or Danville), 
 Tenn.; Memphis, Tenn. ; Montgomery, Ala. ; Selma, Ala. ; Mobile, Ala.; New Orleans. 
 La. ; Pensacola, Fla.; Evansville, Ind.; Shawneetown, Ill. ; East Saint Louis, Ill., and 
 Saint Louis, Mo. 
 
 In addition to the above-mentioned competition of carriers not subject to the act to 
 regulate commerce, there is also the competition of rail lines, or of rail and water lines, 
 for traffic passing between most of the points enumerated. Besides the traffic passing 
 between the points above enumerated, all or most of the traffic passing between such 
 points and points beyond them is taken in competition with carriers not subject to the 
 act. To illustrate: Traffic between New York g,nd other eastern cities and Louisville, 
 Ky., Owensborough, Ky., Henderson, Ky., Clarksville, Tenn., Nashville, Tenn., and Mem¬ 
 phis, Tenn., may be, and is, shipped by consignors to Cincinnati, consigned to a for¬ 
 warding merchant, or to an agent of water carriers, the contract for shipment only 
 providing for delivery to such merchant or agent, who, on receipt of the property, 
 forwards it to destination, neither the rail carrier nor the water carrier being a party 
 to any arrangement for a continuous carriage. 
 
 Traffic passing between New York and other eastern cities and New Orleans, La., 
 Mobile, Ala., Selma, Ala., and Montgomery, Ala., is taken in competition with water 
 carriers not subject to the provisions of the act. There are also numerous rail lines 
 and rail and water lines competing for this traffic. 
 
 Traffic passing between points not on this company's lines, but for which this and 
 connecting lines compete, is also subject to similar competition of lines not subject to 
 the act. As an illustration, traffic passing between Chicago, Ill., and Savannah, Ga., 
 may be, and is, shipped by consignors from Chicago on contracts requiring delivery to a 
 forwai’ding merchant or to an agent of a water carrier at Baltimore, Md., who forwards 
 the same to destination, the shipment not being covered by any through contract or 
 arrangement. This company and its connections also compete with other all-rail and 
 with rail-and-water lines for traffic passing between the same points, some of which 
 lines are not subject to the provisions of the act. 
 
 All traffic passing between nearly all points north, west, and east, like Cincinnati, 
 Chicago, Saint Louis, Pittsburgh, Philadelphia, New Yoi’k, and points south, southeast, 
 and southwest, like Savannah, Charleston, Augusta, points in Florida, Montgomery, 
 Selma, Mobile, New Orleans, points in Arkansas and in Texas, is subject to similar 
 competitive conditions. 
 
 Traffic subject to still other competitive conditions is that passing between points 
 one or both of which may not be located upon this company’s lines, but for which it 
 and its connections have to compete with all-rail and with rail and water lines which 
 
304 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 may be subject to the provisions of the act, to wit, traffic passing between Chicago and 
 Atlanta, Ga., or New York and Birmingham, Ala. Nearly ail traffic passing between 
 points on and north of the Ohio in the Northeast and Northwest, as Louisville, Indian¬ 
 apolis, Saint Louis, Pittsburgh, etc., and points in the South, Southeast, and Southwest, 
 such as Atlanta, Ga., Macon, Ga., Chattanooga, Tenn. ; Birmingham, Montgomery, and 
 Selma, Ala. ; New Orleans, La., Little Rock, Ark., and points in Texas, is subject to such 
 competition. 
 
 Then, again, there is traffic for which practically only all-rail lines compete, such 
 as that passing between Cincinnati, Ohio, and Chattanooga, Tenn., Louisville. Ivy., and 
 Birmingham, Ala., Louisville, Ivy., and Atlanta, Ga. While such traffic may be, and has 
 been, to some extent competed for by a rail-and-water line, in practice such competition 
 is not effective and does not have a material influence in the adjustment of rates. 
 
 Rates between such points may be said to be adjusted by the competition between the 
 rail lines, but, in effect, they are made relative to rates between other points. To illus¬ 
 trate : The rates from Saint Louis to Birmingham, Ala., being fixed by the competition 
 between the river and rail routes via Vicksburgh, New Orleans, Memphis, Cairo, etc., and 
 the all-rail lines running from Saint Louis to Birmingham, those rates fix the rates from 
 Louisville, Ky., to Birmingham, Ala. ; and the rates from Chicago to Atlanta being fixed 
 by competition between the rail and water lines via Baltimore and the all-rail lines, those 
 rates fix the rates from Cincinnati, Ohio, to Atlanta, Ga. 
 
 An examination of this company’s tariffs heretofore submitted to this Commission will 
 show that in many instances the rates of transportation for the shorter are greater than 
 for the longer distance over the same line in the same direction, the shorter being 
 included within the longer distance. But this is only the case where the circumstances 
 and conditions are, as petitioner is advised and insists, substantially dissimilar. As an 
 illustration, the rates between Louisville and the intermediate stations are, as herein¬ 
 before shown, just and reasonable, and while the rates between Louisville and Nash¬ 
 ville on most classes of traffic are less than between Louisville and some of the inter¬ 
 mediate stations, the rates between Louisville and Nashville are fixed by competition 
 with water lines, and the rail line can secure only what the transportation between such 
 points is worth to the shipper, which is what the water lines will accept for carriage, 
 plus the value to the shipper or owner of the property of prompt transportation and 
 the absence of marine risk. With perhaps but two exceptions, the rates between points 
 on the lines owned, controlled, or operated by the Louisville and Nashville Railroad 
 Company are not less for the longer than for the shorter haul, except between points 
 where water carriers, not subject to the act, compete. The rates to and from railroad 
 crossing points like McKenzie, Tenn., Milan, Tenn., Humboldt, Tenn., Danville Junction, 
 Ivy., Stanford, Ky., Livingston, Ivy., Nortonville, Ivy., Central City, Ky., and other points, 
 are not less than the rates from intermediate local stations. 
 
 Cincinnati, Ohio; Newport, Ky. ; Louisville, Ky. ; Frankfort, Ky.; Henderson, Ky.; 
 Clarksville. Tenn ; Nashville, Tenn. ; Memphis, Tenn. ; Montgomery, Ala.; Selma, Ala.; 
 Mobile, Ala. ; New Orleans, La. ; Evansville, Ind. ; Sliawneetown, Ill.; East Saint Louis, 
 Ill. ; Saint Louis, Mo., were natural commercial centers, or points where traffic was inter¬ 
 changed with the surrounding country, before railroads were constructed to or from 
 them. They were natural commercial centers, or distributing points, by virtue of their 
 natural location, and of the facilities they enjoyed by reason of water transportation. 
 As railroads were constructed across the country "which intervened between those natural 
 commercial centers they provided facilities for the country through which they passed su¬ 
 perior to those theretofore possessed, and at greatly reduced rates, such rates being just and 
 reasonable. When the roads were completed between those natural commercial centers— 
 where they came in competition with water lines which also connected those centers— 
 they found the circumstances and conditions entirely dissimilar from those which existed 
 at intermediate stations in the intervening country. The volume of traffic concentrated 
 at such points was found to be many times greater than at intermediate stations, and 
 that the value of the transportation to shippers was fixed by competition with water car¬ 
 riers, as hereinbefore described. The railroad companies adjusted their rates to the con¬ 
 ditions found to’ exist when the roads were so completed. They did not attempt to ma¬ 
 terially disturb the relations of such distributing centers as Louisville, Nashville, etc., 
 with the surrounding country. 
 
 While the competition between the rail lines and water lines has materially reduced 
 the rates of transportation between these natural commercial centers, they have also fur¬ 
 nished much improved facilities to the intermediate local stations at greatly reduced 
 cost, such intermediate points participating in any reduction in rates between the com¬ 
 petitive points. As an illustration, the rates from Louisville to Franklin, Tenn., are 
 never greater than the rates from Louisville to Nashville plus the rates from Nashville 
 to Franklin. The rates from New York to Brownsville, Tenn., are never greater than 
 the rates from New York to Memphis plus the rates from Memphis to Brownsville ; so 
 that the last-named point always receives the benefit of any reduction in rates to Mem¬ 
 phis resulting from competition between the all-rail lines and the water lines, between 
 the all-rail lines and all-rail lines, and between all-rail lines and rail and water lines. 
 
 Rates between points on this company’s lines and points beyond this company’s lines, 
 for the traffic of which this company competes, and Savannah, Charleston, Port Royal, 
 Brunswick, Florida points, etc., are less than to intermediate points to which the dis¬ 
 tance is shorter, as Augusta, Atlanta, Macon, etc. The circumstances and conditions 
 are dissimilar, as the competition of the water carriers and of the rail and water carriers, 
 between the points of shipment and Savannah, Charleston, etc., renders transportation 
 of less value to the shipper or owner. 
 
 The practice of making rates between points on this company’s lines and local sta¬ 
 tions on connecting lines greater than to competitive points beyond is also in effect. 
 As an illustration, the rates from Louisville to some of the stations on the Western and 
 Atlantic Railroad, between Chattanooga and Atlanta, are greater on some articles than 
 from Louisville to Atlanta, the circumstances and conditions being dissimilar, traffic to 
 and from Atlanta being secured in competition with numerous competing lines and mar¬ 
 kets, and the volume of traffic being far greater. 
 
 There is another condition of competition where rates are made less for the longer than 
 for the shorter distance over the same line and in the same direction, as illustrated by 
 the rates in effect between Cincinnati, Ohio, and Lexington, Ky. The line operated by 
 the Louisville and Nashville Railroad Company between these points is an indirect line, 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 305 
 
 the distance being 150 miles. There are two other all-rail lines competing for the traf¬ 
 fic between the same points—one, the Kentucky Central, distance 99 miles ; the other, the 
 Cincinnati Southern, distance 79 miles. The rates submitted heretofore between these 
 points are the rates fixed by the shorter lines. The rates between Cincinnati and some 
 of the local stations on the Louisville and Nashville Railroad are greater on many arti¬ 
 cles than between Cincinnati and Lexington, and the rates between Louisville and some 
 of the intermediate local stations, on many articles, are greater than between Louisville 
 and Lexington. It is believed that the circumstances and conditions are sufficiently dis 
 similar to justify this practice. 
 
 The same basis of adjusting rates is in effect and has been in effect ever since through 
 rates have been made throughout the entire country, or at least throughout that portion 
 of the country for the traffic of which this company competes. 
 
 It is believed that the rates as set forth in the tariffs heretofore submitted to the Com¬ 
 mission by this company are in compliance with the spirit and letter of the “ act to regu¬ 
 late commerce.” Should any of the rates prove to be not so adjusted, errors and omis¬ 
 sions of that character will be promptly corrected when ascertained. 
 
 As a matter of interest the following statement is submitted, showing the number of 
 tons, ton miles, revenue, rate per ton per mile, and percentage of revenue derived from 
 the transportation of property moved by the Louisville and Nashville Railroad Company 
 over lines owned, leased, and operated to and from local stations and between competitive 
 points, and total during the fiscal year ended June, 1886 : 
 
 
 Tons. 
 
 Ton miles. 
 
 Revenue. 
 
 Rate per ton 
 per mile. 
 
 Percent¬ 
 
 age. 
 
 Local.. ... 
 
 8,509.152 
 
 1,038,102 
 
 443,157,776 
 326,554,141 
 
 $6,558,694.54 
 
 3,245,124.43 
 
 1.480 
 
 .994 
 
 66.9 
 
 33.1 
 
 Competitive__ 
 
 Total___ . 
 
 9,547,254 
 
 769,711,917 
 
 9,803,818.97 
 
 1.274 
 
 100 
 
 
 As the profit per ton for transporting local traffic is greater than that received for the 
 transportation of competitive traffic, it is estimated that not less than 80 per cent of the 
 net earnings accruing to the Louisville and Nashville Railroad Company from the trans¬ 
 portation of property is derived from that w T hich is moved to and from local stations. 
 
 If petitioner is forced to abandon either its competitive or its local traffic, self-preser¬ 
 vation will force it to abandon the competitive traffic, from which so small a proportion 
 of its net revenue is derived. 
 
 While the abandonment of its competitive traffic will inflict a loss upon petitioner of 
 over $3,000,000 per year, the loss to those cities between which said competitive traffic 
 has heretofore been carried will, it is believed, be far greater. Petitioner fears that the 
 sudden withdrawal of railroad competition from all of the large commercial cities of the 
 South will have a disastrous effect upon the commerce of that section, if not upon the 
 commerce of the whole country. 
 
 All of the railroad companies north of the Ohio River have notified petitioner in effect 
 that they will, on April 5, withdraw all through rates from petitioner’s lines unless peti¬ 
 tioner will agree to reduce its local to its competitive rates. Petitioner is, therefore, 
 compelled to apply to this honorable Commission to be relieved from the operation of the 
 fourth section of the act of Congress entitled “An act to regulate commerce” so far as 
 the same relates to the transportation of property between competitive points. 
 
 The premises cons'dered, petitioner prays to be relieved from the operation of said sec¬ 
 tion of said act by this Commission, and to be authorized to charge less for longer than 
 for shorter distances for the transportation of property from Cincinnati, Ohio, and through 
 Cincinnati, Ohio, from points beyond, to Frankfort, Ivy. ; Lexington, Ivy.; Louisville, 
 Ky.; Owensborough, Ivy. ; Henderson, Ivy. ; Evansville, Ind.; Shawneetown, Ill.; East 
 Saint Louis, Ill. ; Saint Louis, Mo. ; Nashville, Tenn. ; Clarksville, Tenn. ; Memphis, 
 Tenn.; Birmingham, Ala. ; Montgomery, A}a. ; Selma, Ala. ; Mobile, Ala.; Pensacola, 
 Fla. ; New Orleans, La. ; and from Newport. Ivy., to Evansville, Ind. : Shawneetown, Ill.; 
 East Saint Louis, Ill. ; Saint Louis, Mo. ; Nashville, Tenn. ; Clarksville. Tenn. ; Birming¬ 
 ham, Ala. ; Montgomery, Ala. ; Selma, Ala.; Mobile, Ala. ; Pensacola, Fla. ; New Orleans, 
 La. ; and from Lexington. Ivy., and through Lexington, Ivy., from points beyond, to 
 Cincinnati, Ohio; Evansville, Ind. ; Shawneetown, Ill. ; East Saint Louis, Ill. ; Saint 
 Louis, Mo.; Nashville, Tenn.; Clarksville, Tenn. ; Memphis, Tenn.; Birmingham, Ala.; 
 
 Montgomery, Ala. ; Selma, Ala. 
 
 Mobile, Ala. ; Pensacola, Fla. ; New Orleans, La. ; and 
 from points beyond Lexington, not in the State of Kentucky, via Lexington, Ivy., to 
 Newport, Ivv. ; Frankfort, Ky.; Louisville. Ky. ; Owensborough, Ky. ; and Henderson, 
 Ky. ; and from Frankfort, Ivy., to Cincinnati, Ohio; Evansville, Ind.; Shawneetown, 
 Ill.; East Saint Louis, Ill.; Saint Louis, Mo. ; Nashville, Tenn.; Clarksville, Tenn.; 
 Memphis, Tenn. ; Birmingham, Ala.; Montgomery, Ala. ; Selma, Ala.; Mobile, Ala.; 
 Pensacola, Fla. ; New Orleans. La.; and from Louisville, Ivy., and through Louisville, 
 Ky., from points beyond, to Cincinnati, Ohio. ; Evansville, Ind. ; Shawneetown, Ill. ; 
 East Saint Louis, Ill.; Saint Louis, Mo.; Nashville, Tenn.; Clarksville, Tenn. ; Mem¬ 
 phis, Tenn.; Birmingham, Ala.; Montgomery, Ala.; Selma, Ala. ; Mobile, Ala. ; Pensa¬ 
 cola. Fla,; New Orleans, La. ; and from points beyond Louisville, Ky., not in the State 
 of Kentucky, via Louisville, Ky., to Newport, Ky. ; Lexington, Ky.; Frankfort, Ky.; 
 Owensborough, Ky.; Henderson, Ky.; and from Owensborough, Ivy., and through 
 Owensborough, Ivv., from points beyond, to Cincinnati, Ohio ; Evansville, Ind. ; Shawnee¬ 
 town, Ill. ; East Saint Louis, Ill.; Saint Louis, Mo.; Nashville, Tenn. ; Clarksville, Tenn.; 
 Memphis, Tenn.; Birmingham, Ala.; Montgomery, Ala.; Selma, Ala.; Mobile, Ala. ; Pen¬ 
 sacola, Fla.; New Orleans, La. , and from points beyond Owensborough, not in the State 
 of Kentucky, via Owensborough, Ivy., to Newport, Ivy.; Frankfort, Ky.; Louisville, Ky. ; 
 Lexington, Ky., and Henderson, Ky.; and from Henderson, Ivy., and through Henderson, 
 Ky., from points beyond, to Cincinnati, Ohio ; Shawneetown, Ill.; East Saint Louis, Ill.; 
 
 S. Doc. 244, 59-1-20 
 
306 
 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Saint Louis, Mo. ; Nashville, Teim.; Clarksville, Term. ; Memphis, Tenn. ; Birmingham, 
 Ala. ; Montgomery, Ala. ; Selma, Ala. ; Mobile, Ala.; Pensacola. Fla. ; New Orleans, La. ; 
 and from points beyond Henderson, Ky., not in the State of Kentucky, via Henderson, 
 Ky., to Newport. Ky. ; Frankfort, Ky. ; Louisville, Ky. ; Lexington, Ky. ; and Owens- 
 borough, Ky.; and from Evansville, Ind., and through Evansville, Ind., from points 
 beyond, to Cincinnati, Ohio; Newport, Ky. ; Frankfort, Ky.; Louisville, Ky.; Lexing¬ 
 ton, Ky. ; Owensborough, Ky. ; Shawneetown, Ill. ; East Saint Louis, Ill. ; jSaint Louis, 
 Mo.; Nashville. Tenn. ; Clarksville, Tenn. ; Memphis, Tenn.; Birmingham, Ala.; Mont¬ 
 gomery, Ala. ; Selma, Ala. ; Mobile, Ala. ; Pensacola, Fla. ; New Orleans, La.; and from 
 Shawneetown, Ill., to Cincinnati, Ohio ; Newport, Ky.; Frankfort. Ky.; Louisville, Ky.; 
 Lexington, Ky. ; Owensborough, Ky. ; Henderson, Ky. ; Evansville, Ind. ; Saint Louis, 
 Mo. ; Nashville, Tenn. ; Clarksville, Tenn. ; Memphis, Tenn. ; Birmingham, Ala.; Mont¬ 
 gomery, Ala. ; Selma, Ala. ; Mobile, Ala. ; Pensacola, Fla. ; New Orleans, La.; and from 
 East Saint Louis. Ill., and through East Saint Louis, Ill., from points beyond, to Cin¬ 
 cinnati, Ohio; Newport, Ky. ; Frankfort. Ky. ; Louisville, Ky.; Lexington, Ivy.; Owens¬ 
 borough, Ky.; Henderson, Ky. ; Evansvilie, Ind. ; Nashville, Tenn. ; Clarksville, Tenn.; 
 Memphis, Tenn.; Birmingham, Ala.; Montgomery, Ala.; Selma, Ala.; Mobile, Ala.; 
 Pensacola, Fla. ; New Orleans, La. ; and from Saint Louis, Mo., and through Saint Louis, 
 Mo., from points beyond, to Cincinnati, Ohio; Newport, Ky.; Frankfort, Ky. ; Louis¬ 
 ville, Ky. ; Lexington, Ky. ; Owensborough, Ky. ; Henderson, Ky. ; Evansville, Ind. ; 
 Shawneetown. Ill. ; Nashville, Tenn. ; Clarksville, Tenn. ; Memphis, Tenn.; Birming¬ 
 ham, Ala. ; Montgomery, Ala. ; Selma, Ala. ; Mobile, Ala. ; Pensacola, Fla. ; New Or¬ 
 leans, La. ; and from Nashville, Tenn., and through Nashville, Tenn., from points be¬ 
 yond, to Cincinnati, Ohio ; Newport, Ky. ; Frankfort, Ky. ; Louisville, Ky. ; Lexington, 
 Ivy. ; Owensborough, Ky. ; Henderson, Ivy.; Evansville*, Ind.; Shawneetown. Ill. ; East 
 Saint Louis, Ill. ; Saint Louis, Mo. ; Birmingham, Ala.; Montgomery, Ala. ; Selma, Ala.; 
 Mobile, Ala. ; Pensacola, Fla. ; and from points beyond Nashville, not in the State of 
 Tennessee, via Nashville, Tenn., to Clarksville, Tenn., and Memphis, Tenn. ; and from 
 Clarksville, Tenn., and through Clarksville, Tenn., from points beyond, to Cincinnati, 
 Ohio ; Newport. Ky. ; Frankfort, Ky. ; Louisville, Ky. ; Lexington, Ky. ; Owensborough, 
 Ivy. ; Henderson, Ky. ; Evansville, Ind. ; Shawneetown, Ill. ; East Saint Louis, Ill.; 
 Saint Louis, Mo. :» Birmingham, Ala.; Montgomery, Ala. ; Selma, Ala. ; Mobile, Ala.; 
 Pensacola, Fla. ; New Orleans, La. ; and from points beyond Clarksville, Tenn., not in 
 the State of Tennessee, via Clarksville to Memphis, Tenn., and Nashville, Tenn. ; and 
 from Memphis, Tenn., and through Memphis, Tenn., from points beyond, to Cincinnati, 
 Ohio ; Newport, Ky.; Frankfort, Ivy. ; Louisville, Ky. ; Lexington, Ky.; Owensborough, Ivy.; 
 Henderson, Ky. ; Evansville, Ind. ; Shawneetown, Ill. ; East Saint Louis, Ill. ; Saint Louis, 
 Mo. ; Birmingham, Ala. ; Montgomery, Ala. ; Selma, Ala.; Mobile, Ala.; Pensacola, Fla. ; 
 New Orleans, La. ; and from points beyond Memphis, Tenn., not in the State of Tennessee, 
 via Memphis, Tenn., to Clarksville, Tenn., and Nashville, Tenn. ; from Birmingham, Ala. ; 
 and through Birmingham, Ala., from points beyond, to Cincinnati, Ohio ; Newport, Ky. ; 
 Frankfort, Ky. ; Louisville, Ky. ; Lexington, Ky. ; Owensborough, Ky. ; Henderson, Ky. ; 
 Evansville, Ind.; Shawneetown, Ill. ; East Saint Louis, Ill. ; Saint Louis, Mo.; Nashville, 
 Tenn. ; Clarksville, Tenn. ; Pensacola, Fla.; New Orleans, La. ; and from points beyond 
 Birmingham, Ala., not in the State of Alabama, via Birmingham, to Montgomery, Ala., 
 Selma, Ala. ; Mobile, Ala. ; and from Montgomery, Ala., and through Montgomery, Ala., 
 from points beyond, to Cincinnati, Ohio ; Newport, Ky. ; Frankfort, Ky. ; Louisville, Ky.; 
 
 I exington, Ky. ; Owensborough, Ky. ; Henderson. Ky. ; Evansville, Ind. ; Shawneetown, 
 Ill. ; East Saint Louis, Ill. ; Saint Louis, Mo. ; Nashville, Tenn.; Clarksville, Tenn.; 
 
 Pensacola, Fla. ; New Orleans, La. ; and from points beyond Montgomery, Ala., not in 
 
 the State of Alabama, via Montgomery, to Birmingham, Ala. ; Selma, Ala., and Mobile, 
 Ala. ; and from Mobile, Ala., and through Mobile, Ala., from points beyond, to Cincin¬ 
 nati, Ohio ; Newport, Ky. ; Frankfort, Ky. ; Louisville, Ky.; Lexington, Ky. ; Owensbor¬ 
 ough, Ivy.; Henderson, Ky. ; Evansville, Ind.; Shawneetown, Ill.; East Saint Louis, 
 Ill.; Saint Louis, Mo.; Nashville, Tenn.; Clarksville, Tenn.; Memphis, Tenn.; Pensa¬ 
 cola, Fla.; New Orleans, La. ; and from points beyond Mobile, Ala., not in the State of 
 
 Alabama, via Mobile, to Montgomery, Ala. ; Selma, Ala., and Birmingham, Ala.; and 
 from Pensacola, Fla., and through Pensacola, Fla., from points beyond, to Cincinnati, 
 Ohio; Newport, Ky. ; Frankfort, Ky.; Louisville, Ky. ; Owensborough, Ky. ; Henderson, 
 
 Ky.; Evansville, Ind. ; Shawneetown, Ill. ; East Saint Louis, Ill. ; Saint Louis, Mo.; 
 
 Nashville, Tenn. ; Clarksville, Tenn. ; Memphis, Tenn.; Birmingham, Ala. ; Montgomery, 
 Ala. ; Selma, Ala. ; Mobile, Ala.; New Orleans, La.; and from New Orleans, La., and 
 through New Orleans, La., from points beyond, to Cincinnati, Ohio; Newport, Ky.; 
 Frankfort, Ky.; Louisville, Ky.; Lexington, Ky.; Owensborough, Ky. ; Henderson, Ky.; 
 Evansville, Ind. : Shawneetown, Ill. ; East Saint Louis, Ill. ; Saint Louis, Mo. ; Nashville, 
 Tenn. ; Clarksville, Tenn. ; Memphis, Tenn. ; Birmingham, Ala.; Montgomery, Ala.; 
 Selma. Ala. ; Mobile, Ala. ; Pesacola. Fla. ; to an extent that will enable the Louisville 
 and Nashville Railroad Company and connecting lines to make such rates between the 
 
 points of shipment and the points of destination on property that may be transported 
 
 as competition may render necessary ; and petitioner prays for all such other and further 
 relief as it may be entitled to, as in duty bound it will ever pray. 
 
 Ed. Baxter, 
 Solicitor for Petitioner. 
 
 District of Columbia, Washington City: 
 
 Personally appeared before me, - —--, a notary pubilc, duly commissioned 
 
 and qualified in and for the District aforesaid, Milton II. Smith, with whom I am per¬ 
 sonally acquainted and whom I know to be vice-president of the Louisville and Nash¬ 
 ville Railroad Company, the above named petitioner, and who made oath in due form 
 of law that the facts stated in the foregoing petition, as of petitioner’s own knowledge 
 are true, and that those stated upon information and belief he believes to be true. 
 
 Sworn to and subscribed before me this-day of April, 1887. 
 
 Notary Public. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 307 
 
 Extracts from argument of E. B. Stahlman, in support of application of Louisville and 
 Nashville Railroad Company for relief from the operations of the fourth section of the 
 act to regulate commerce. 
 
 Washington, D. C\, Submitted May 27, 1887. 
 
 Mr. Chairman and Gentlemen : 
 
 The application of the Louisville and Nashville Railroad Company for relief from the 
 operations of the fourth section of the act known as “An act to regulate commerce ” quite 
 clearly and specifically sets forth the territory in the transportation of property to and 
 from which relief is sought. 
 
 Concisely put, this application embraces transportation of property to, from, and 
 through the following points, to wit : 
 
 Cincinnati, Ohio; Newport, Kv. ; Lexington. Ky. ; Frankfort. Ivy. ; Louisville, Ky.; 
 Owensborough, Ivy.; Henderson, Ky.; Saint "Louis. Mo.; East Saint Louis, Ill.; Shawnee- 
 town. Ill. ; Evansville, Ind.; Clarksville, Tenn. ; Nashville, Tenn. ; Memphis, Tenn. ; Bir¬ 
 mingham. Ala.; Montgomery, Ala. ; Selma, Ala. ; Mobile, Ala.; Pensacola. Fla., and New 
 Orleans, La. 
 
 The transportation facilities of the Ohio and Mississippi River cities and the Gulf ports 
 are so well known that it is not necessary to refer to them except in a general way. 
 
 OHIO AND MISSISSIPPI RIVER CITIES. 
 
 The city of Cincinnati, located on the Ohio River, has the following lines of steamers 
 plying southward : 
 
 The United States Mail Line, daily between Cincinnati and Louisville. 
 
 The Cincinnati and Memphis Packet Company, composed of six steamers, between Cin¬ 
 cinnati and Memphis. 
 
 The Cincinnati and New Orleans Packet Company, composed of six steamers, between 
 Cincinnati and New Orleans. 
 
 In addition to these regular lines there are a number of steamers plying between Cin¬ 
 cinnati and various points which have no connection with the lines named. It is hardly 
 necessary to say that these lines and independent outside crafts afford active competi¬ 
 tion to the rail lines on all traffic to and from Cincinnati destined for important points 
 located on N the Ohio, Mississippi, and tributary rivers and Gulf ports. 
 
 The city of Newport, Ivy., on the opposite" side of the Ohio River from Cincinnati, en¬ 
 joys like advantages. 
 
 The city of Louisville enjoys the same advantages, with the addition of a line of steam¬ 
 ers between Louisville and Henderson, Ky. 
 
 The cities of Owensborough and Henderson, Ivy., have all the benefits enjoyed by the 
 city of Louisville. 
 
 The cities of Evansville. Ind., and Shawneetown, Ill., enjoy like advantages. 
 
 The cities of East Saint Louis, Ill., and Saint Louis, Mo., have water transportation 
 facilities consisting of extensive lines of steamers and barges plying between Saint Louis, 
 Memphis, Vicksburg, and New Orleans. 
 
 The city of Memphis, Tenn., enjoys like advantages. 
 
 The city of New Orleans has all the benefits accruing to her location at the mouth of 
 the Mississippi River. 
 
 The cities of Pensacola, Fla., and Mobile, Ala., have direct communication with steam¬ 
 ers on the -Mississippi River, both by short rail haul and by Gulf steamers and schooners 
 plying between New Orleans, Mobile^ and Pensacola. 
 
 FRANKFORT, KY. 
 
 The city of Frankfort, located on the Kentucky River, a navigable stream, has the 
 advantage of river navigation by steamboats plying on that river between Frankfort and 
 Carrollton, connecting at that point with the Ohio River steamers in both directions. 
 $762,500 has been appropriated by Congress for the improvement of the Kentucky River. 
 
 The Louisville, Cincinnati and Lexington Railroad, now a .part of the Louisville and 
 Nashville system, extending from Frankfort to Cincinnati, a distance of 122 miles, and 
 from Frankfort to Louisville, a distance of 60 miles, was completed in 1869. The steam¬ 
 boats on the Kentucky River absolutely control the rates on traffic to and from Frank¬ 
 fort. 
 
 This city has contributed a large sum of money for the construction of this railroad, 
 and to compel the road to withdraw from competition for the traffic to and from Frank¬ 
 fort would in a large measure deprive that city of the benefits which she hoped to derive 
 from the construction of the line, and entail* a loss upon the Louisville and Nashville 
 Company to the extent of the revenue arising from such traffic. 
 
 NASHVILLE, TENN. 
 
 This city is located on the Cumberland River, a stream which is navigable for nine 
 months in the year with steamers of four to eight hundred tons capacity, plying between 
 Nashville, Evansville, Cairo, and connecting at the latter point with the Ohio and Mis¬ 
 sissippi River steamers, also with the rail lines centering at Cairo and Evansville. She 
 also has a line of boats on the Upper Cumberland River, connecting at Port Burnside 
 with the Cincinnati, New Orleans and Texas Pacific Railroad. 
 
 The city of Nashville was a commercial distributing center for a large territory, and 
 furnished a market for the produce of that territory for many years before any railroads 
 were constructed. There were large wholesale jobbing houses at Nashville, and quite 
 large fortunes were made for that day and time in the jobbing trade of that city. The 
 county, municipality, and the citizens subscribed large sums of money for the construc¬ 
 tion of the railroads which centered at that point. 
 
 The first railroad built was the Nashville and Chattanooga, extending from Chatta¬ 
 nooga to Nashville, completed in 1854. The second, the Louisville and Nashville, extend¬ 
 ing from Louisville to Nashville, completed in 1859. 
 
 The third, the Nashville and Northwestern, extending from Hickman, Ky., on the 
 Mississippi River, to Nashville, completed in 1869. 
 
 The fourth, the Tennessee and Pacific, extending from Lebanon, Tenn., to Nashville, 
 completed in 1870. 
 
308 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The fifth, the Edgefield and Kentucky, now known as the Henderson division of the 
 Louisville and Nashville system, extending from Evansville, Ind., to Nashville, com¬ 
 pleted in 1872. 
 
 As unreasonable as it may seem, there are persons residing in Nashville to-day who 
 claim that the city would have fared better if no railroads had ever been built, and that 
 Nashville was more prosperous before she had any railroads than she is now. I do not, 
 of course, concur in this view of the case, but I am free to say, located as the city is on a 
 navigable stream, that she enjoyed advantages relatively as great before railroads were 
 constructed as she has enjoyed since, and that local and intermediate points through the 
 State of Tennessee reached by the different railroads of the- State have been more bene¬ 
 fited relatively by railroad construction than the city of Nashville. In this view of the 
 case, I submit if it would be fair to enforce an adjustment of rates which would practically 
 deprive the city of Nashville of the natural advantages she possesses. In other words, 
 would it not be eminently unjust to take from her the advantages which nature has 
 bestowed, and by artificial means, at the expense of persons who invested their money in 
 railroad enterprises, transfer them to other less favored localities? 
 
 CLARKSVILLE, TENN. 
 
 This city is located on the Cumberland River, and has the advantage of two lines of 
 steamers plying between Clarksville and Cairo and Evansville, connecting at those points 
 with Ohio and Mississippi River steamboats, as well as rail lines centering at Cairo and 
 Evansville. For many years Clarksville has been a commercial and distributing center. 
 The city ranks as the second largest leaf-tobafcco market in the United States. There are 
 a number of jobbing houses in the city representing various branches of trade. 
 
 The people of Clarksville subscribed about a half million dollars to secure railroad 
 facilities. The Memphis, Clarksville and Louisville Railroad, now a part of the Louis¬ 
 ville and Nashville system, was chartered in 1852 and completed in 1860. 
 
 A road is being constructed from Clarksville to Princeton, Ivy., connecting at Frinceton 
 with the Newport News and Mississippi Valley system, which will be completed in a few 
 months. The Cumberland River, navigable the year round up to Clarksville, is the factor 
 in the adjustment of rates to and from that city. The testimony of T. G. llyman, F. P. 
 Gracey, and M. H. Clark abundantly shows that the Cumberland River fixes the rates 
 to and from Clarksville. 
 
 The people of that city had excellent transportation facilities before any railroads were 
 built. The rates of transportation to and from Clarksville by rail can not be advanced 
 without transferring the city’s large business to the river lines. Nature has done much 
 for the city, which Congress has materially aided by appropriations aggregating $803,000 
 for the improvement of the Cumberland River. The rail lines have not made Clarks¬ 
 ville a commercial center ; they accepted the situation as they found it, which they could 
 not have ignored if they would. As the leaf-tobacco traffic from intermediate stations is 
 very large, the Louisville and Nashville can not afford to reduce its local rates to corie- 
 spond with rates fixed by water transportation from Clarksville. 
 
 MONTGOMERY, ALA. 
 
 The city of Montgomery is located on the Alabama River, a navigable stream. Con¬ 
 gress has appropriated $145,000 for the purpose of facilitating navigation on this river. 
 Like all other points similarly situated, this city was a commercial trade center before 
 railroads were built. 
 
 The first railroad built into this city was the Montgomery and West Point, extending 
 from Montgomery to West Point, Ga., completed in 1854. 
 
 The second, the Mobile and Montgomery, extending from Montgomery to Mobile, com¬ 
 pleted in 1868. 
 
 The third, the Western, of Alabama, extending from Selma to Montgomery,, completed 
 in 1870. 
 
 The fourth, the Montgomery and Eufaula, now a part of the Central of Georgia system, 
 extending from Montgo'mery to Eufaula, Ala., completed in 1870. 
 
 The fifth, the South and North, of Alabama, extending from Montgomery to Decatur, 
 Ala., completed by the Louisville and Nashville Company in 1872. 
 
 The sixth, the Montgomery and Florida, projected to run from Montgomery to Rut¬ 
 ledge, Ala., a distance of 50 miles; 20 miles completed in 1882. 
 
 This city has had accorded to it such rates of transportation as her geographical loca¬ 
 tion and river transportation advantages clearly demanded. 
 
 Although this has given to Montgomery rates considerably less than those enjoyed by 
 intermediate points, the business interests of that city have not been satisfied, and have 
 during the past year organized a company known as the Montgomery Trade Company, 
 which company has established a regular line of steamers on the Alabama River to run 
 between Montgomery and Mobile in the interest of the former city. This line of steam¬ 
 ers is run independent of the line which has been occupying the river for many years, and 
 has added very considerably to the competitive force at Montgomery. The testimony in 
 the investigation throughout shows that western produce and merchandise of all kinds 
 is going into Montgomery by river at less rates than those fixed by the all-rail lines. 
 
 SELMA, ALA. 
 
 The city of Selma is located on the Alabama River, and was also a commercial trade 
 center before any railroads were built. 
 
 The first railroad built into this city was the Selma and Meridian, now a part of the 
 East Tennessee, Virginia and Georgia system, extending from Selma to Meridian, Miss., 
 completed in 1859. 
 
 The second, the New Orleans and Selma, projected to run from Selma to New Orleans, 
 completed for 20 miles in 1869. 
 
 The third, the Western Railroad of Alabama, extending from Selma to Montgomery, 
 completed in 1870. 
 
 The fourth, the Selma, Rome and Dalton, also now a part of the East Tennessee, Vir¬ 
 ginia and Georgia system, extending from Selma to Dalton, completed in 1870. 
 
 The fifth, the Pensacola and Selma, now a part of the Louisville and Nashville system, 
 extending from Selma to Pineapple, completed in 1881. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 309 
 
 The sixth, the Cincinnati, Selma and Mobile, extending from Selma to Akron, a point 
 on the Cincinnati, New Orleans and Texas Pacific road, completed to Greensboro in 
 1872, and to Akron, 71 miles, in 1882. 
 
 The city has also had accorded to it such competitive rates as were forced upon the rail 
 lines by its advantageous location on the Alabama River, and, like the city of Montgom¬ 
 ery, her merchants have been asking additional concessions, and with a view to securing 
 them have also formed an organization known as the “ Selma Trade Company,” which 
 company has put on steamers between Selma and Mobile and thus added to the competi¬ 
 tive forces with which the rail lines are obliged to contend. 
 
 LEXINGTON, KY. 
 
 The city of Lexington is located in the center of the blue-grass region of Kentucky. 
 While it has no direct water competition, this city is known to have been a commercial 
 distributing center for a large section of Kentucky, which it is serving to-day. 
 
 The first railroad built into Lexington was constructed at the expense of the people 
 of that city in 1832, extending from Lexington to Frankfort, Ky. The first locomotive 
 run on this line failed, after a trial of about six months, to satisfactorily perform its 
 functions. The road w'as then operated with horses until the latter part of 1834, when 
 a more serviceable engine was secured, and from that time to the present the road has 
 been successfully operated as a steam railroad. 
 
 The second railroad, the Kentucky Central, extending from Lexington to Covington, 
 Ky., opposite Cincinnati, a distance of 98 miles, was completed in 1856. The Maysville 
 branch of the Kentucky Central, extending from Lexington to Maysville, on the Ohio 
 River, a distance of 60 miles, was completed in 1859. 
 
 The third, the Louisville, Cincinnati and Lexington, now a part of the Louisville and 
 Nashville, connecting the Lexington and Frankfort road with a direct line to Louisville, 
 94 miles, and a line to Cincinnati, 152 miles, was completed in 1869. 
 
 The fourth, the Cincinnati Southern, now Cincinnati, New Orleans and Texas Pacific, 
 extending from Lexington to Cincinnati, 79 miles, was completed in 1877, and the line 
 Lexington to Chattanooga, distance 257 miles, was completed in 1880. 
 
 A remarkable fact developed in the testimony is that the city of Lexington, Ky., sold 
 sugar and coffee to Cincinnati in early years. Lexington was a distributing point not 
 only for central Kentucky, hut reached out to Ohio River points. 
 
 Before the canal was constructed around the falls at Louisville steamers could only go 
 up to Louisville, and there being no wagon roads around the falls, the traffic for points 
 above Louisville, it is said, was wagoned through Kentucky by way of Lexington, which 
 made Lexington a distributing center before Cincinnati had acquired any importance. Of 
 course the people of Lexington feel proud of this fact. They have not grown as much as 
 Cincinnati, but they feel proud of the fact that they once sold goods to Cincinnati. As 
 shown by the testimony of Mr. Le Compt, at Memphis, the citizens of Lexington con¬ 
 tributed over $1,000,000 to secure railroad facilities. 
 
 The question is, Should they and can they be deprived of them? I insist that they 
 should not, and I will undertake to show why they can not. 
 
 The traffic from Louisville to Lexington being within the State of Kentucky, is not 
 subject to the interstate-commerce act. Traffic from Cincinnati, Ohio, to Lexington, Ky., 
 is subject to the act. The rates, therefore, can be so adjusted between Louisville and 
 Lexington as to practically force the trade of Lexington to the city of Louisville. Of 
 course the lines leading from Cincinnati will not assent to such an arrangement, and all 
 they will have to do to hold their traffic will be to establish receiving and delivering 
 depots for Lexington business on the Kentucky side of the river. The Kentucky Central 
 road does not enter Cincinnati, and receives its Cincinnati freight at Newport anyway. 
 The Cincinnati, New Orleans and Texas Pacific Company at present receives its Lexington 
 freight at Cincinnati. It may, and doubtless would, determine to receive such freight at 
 Ludlow, on the Kentucky side of the river. 
 
 I am sure that it will not be claimed that the carters carrying freight between Cincin¬ 
 nati and Newport, and Newport and Ludlow, are any part of the transportation lines 
 within the meaning of the act, and hence, so long as the Kentucky Central and the Cin¬ 
 cinnati, New Orleans and Texas Pacific companies receive the freight at Newport and 
 Ludlow, although the parties shipping it may be engaged in business at Cincinnati, the 
 transportation of such property can in no wise be regarded as coming within the scope of 
 the interstate-commerce act. 
 
 I have already shown how the Louisville and Nashville road, the longer line between 
 Lexington and Cincinnati, would be debarred from the privilege of participating in this 
 traffic, a result certainly never contemplated by the friends of the act. 
 
 BIRMINGHAM, ALA. 
 
 This city is perhaps the best known and regarded as the most progressive city of the 
 South. It has been very appropriately termed “ The Magic City.” Its growth has been 
 simply wonderful. The first railroad built to Birmingham was the Alabama Great South¬ 
 ern, extending to Chattanooga in the northeast and to Meridian in the southwest, opened 
 for business in 1871. . 
 
 The second was the South and North Railroad of Alabama, opened for business Octo¬ 
 ber 1, 1872, extending to Decatur in the north and Montgomery in the south, being part of 
 the Louisville and Nashville system, and reaching the Gulf ports of Mobile. Pensacola, and 
 New Orleans and the western commercial centers of Nashville, Louisville, Cincinnati, 
 Evansville, Saint Louis, etc. 
 
 The next was the Georgia Pacific Railroad, extending to Atlanta, Ga., in the east and 
 Columbus, Miss., in the west, completed to Birmingham in 1882. The Kansas City, 
 Memphis and Springfield Railroad Company is building a line from Memphis, Tenn., to 
 Birmingham, which will be completed within the next few months. The Birmingham and 
 Sheffield Railroad Company is building a line from Sheffield to Birmingham, which will be 
 completed within a very short time. The Central Railroad system of Georgia is building 
 an extension to Birmingham to connect with its system at Goodwater. This city com¬ 
 petes in trade of merchandise and western produce with the cities of Montgomery, Selma, 
 Chattanooga, Atlanta, and Anniston. 
 
 Birmingham is the center of the great pig-iron producing district of the South. Pig 
 iron, coal, bar iron, stoves, and machinery represent the principal articles shipped from 
 
310 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 that city. It is often necessary to make lower rates to distant points than to interme¬ 
 diate points. For example : Fig iron from Birmingham to New York is taken via Savan¬ 
 nah for $3.75 per ton. Of this rate the steamers take about $1.50 and the rail lines to 
 Savannah an average of about $2.25 per ton. There being few points between Birming¬ 
 ham and Savannah using pig iron, the roads to Savannah can without injury apply this 
 rate to all intermediate points, and being a water line between Savannah and New York, 
 there is no intermediate territory to consider. 
 
 The Chairman. What are your rates to New York on pig iron, it being $3.75 by way of 
 Savannah ? 
 
 Mr. Stahl man. By rail it should be about $4, insurance making the difference. 
 
 On this particular traffic we have two classes of competition. First, the competition 
 by water and rail lines through Savannah, whose intermediate business will not be affected 
 by the low rates to New York ; the other, the competition between the Alabama manu¬ 
 facturer of iron and the English manufacturer, iron from England coming to New York at 
 a nominal rate of transportation as ballast for steamers. Mr. Bowron's testimony shows 
 that this rate has frequently been as low as 25 cents per ton. 
 
 The Chairman. But does not that sometimes raise the question whether the traffic 
 should be taken at all? There is a question whether traffic should be taken at all when 
 you must take it at such extremely low rates. Now, evidently the idea that existed in the 
 mind of Congress to some extent, and in the minds of the people to a larger extent, has 
 been that when you act upon that principle so far as to impose some share of the^expense 
 or the distant traffic upon the intermediate traffic, you burden the local traffic in order 
 that you might carry a distant traffic from which you get no profit at all. 
 
 Mr. Stahl man. Apprehending this feeling from the tendency of the investigation in 
 the South, 1 brought out all the facts relating to it in Mr. Culp’s deposition. I want to 
 show just what we are doing. The impression prevails that the southern roads are car¬ 
 rying lumber, coal, cotton-factory products, and pig iron for the manufacturers of the 
 South at any rates necessary to "enable them to sell-—in fact, at rates which will enable 
 them to cripple the manufacturing industries of other sections. This is a great mistake. 
 I have in my hand Mr. Culp’s deposition, which is very clear and full. It shows that 
 the average rate ou pig iron from the Birmingham district to all leading points in the 
 West is $5.12 per ton ; that the average distance carried is 075 miles ; and that the 
 rate per ton per mile is 7 mills. From the Hocking Valley district to the same points 
 
 the average rate is $2-54 per ton ; the average distance, 360 miles ; and the rate per ton 
 
 per mile, 7 mills. From the Mahoning and Shenango Valley districts to the same points 
 
 the average rate is $2.40 per ton ; the average distance. 389 miles ; and the rate per ton 
 
 per mile, 6 mills. From the Hanging Rock district to the same points the average rate 
 is $2.39 per ton. the average distance is 383 miles, and the rate per ton per mile, 7 mills. 
 Surely the iron manufacturers of the Hocking Valley, the Mahoning and Shenango Valley, 
 and the Hanging Rock districts have no right to complain of an average rate from Bir¬ 
 mingham of $5.12 per ton against $2.54, $2.40, and $2.39 per ton, respectively, while 
 the rate per ton per mile from the South is as great, and in one case greater, than from 
 the Pennsylvania and Ohio iron-making districts! You may, Mr. Chairman, compare 
 these rates with the table furnished you from Birmingham, and you will see that the 
 highest rates are to Minneapolis and Saint Paul, and that they come down as they reach 
 Louisville, the nearest point. 
 
 Commissioner Walker. Louisville may be very profitable and Minneapolis a great loss. 
 
 Mr. Stahlman. No. sir ; the rate to Louisville is $3.40 per ton ; distance, 394 miles ; 
 8 mills per ton per mile. 
 
 Commissioner Walker. How many tons on the car? 
 
 Mr. Stahlman. Fifteen, sometimes twenty. The rate to Minneapolis is $7.90 per ton ; 
 distance, 1.071 miles; 7 mills per ton per mile. Minneapolis is tlie most distant point. 
 The rate to Cincinnati is $3.65 per ton ; distance, 479 miles ; 7 mills. Columbus. Ohio, 
 $4.40 per ton ; 599 miles; 7 mills. Pittsburgh, Pa., $5.25 per ton : 792 miles; 0 mills. At 
 Pittsburgh we come in direct competition with iron from the Pennsylvania district, but 
 the Pennsylvania road has given us a rate to Pittsburgh. 
 
 I want to remove from the mind of the Commission the idea that the southern roads 
 have deliberately gone to work to flood the whole western country with southern pig 
 iron to the detriment of the manufacturers of iron in other sections. 
 
 I take the position. Mr. Chairman, that our southern furnaces, being considerably far¬ 
 ther distant from the consuming markets than the furnaces in the East, ought not to 
 be taxed in excess of what other people pay, or what would seem reasonable. If they are 
 paying from $2 to $5 per ton more than the other furnaces are paying, it is protection 
 enough. I do not believe this law was designed to protect the Lake Superior man’s ore 
 bed, where he is asking $4 to $6 per ton for ore, in order to cripple the Alabama man, 
 who is willing to sell his ore at 75 cents to $1 per ton. 
 
 The Chairman. The real question is between the competitive points, as you call them, 
 and the small points on your road, and not any question between you and these other 
 people. If you are giving to these intermediate stations what are fair rates, and not 
 charging them with any burdens on traffic to competing and distant points, then there is 
 no equitable claim*against you. 
 
 Mr. Stahlman. I think that is true. I do not think it will be claimed that we have 
 not given to all our points a line of reasonable rates. Our local business is not all 
 strictly local business. Take a certain class of traffic at a local doiut on the line of one 
 railroad, and the business is more or less affected by competition between markets ; we 
 are obliged to recognize this fact, and adjust our rates accordingly. We have not fixed 
 any rates from Birmingham ou either pig iron, bar iron, or iron products in any form, 
 which are onerous, exorbitant, or oppressive to the people. I say frankly that we have 
 so adjusted rates on the line of our road that the people do not feel oppressed. I be¬ 
 lieve the people generally are satisfied, and satisfied with our basis of making rates. 
 
 The Chairman. What is the highest aggregate charge on pig iron to intermediate 
 points between Birmingham and Cincinnati? 
 
 Mr. Stahlman. There is no pig iron consumed at intermediate points except Louisville 
 and Nashville, that I am aware of now. The rates to those points are lower than to 
 Cincinnati; but considerable bar iron, stoves, etc., are manufactured at Birmingham, on 
 which the rates to intermediate points are higher than to Cincinnati. 
 
 The Chairman. Then, so far as pig iron is concerned, you have no occasion for relief. 
 
 Mr. Stahlman. So far as pig iron is concerned we are precisely in the same condition 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 311 
 
 as the gentleman who appeared before you a few days ago representing the Lake Shore 
 road. We have a long line and want permission- 
 
 The Chairman. Is it only with reference to New York, Boston, and Philadelphia busi¬ 
 ness that you ask relief? 
 
 Mr. Stahl man. So far as I now know, it is. 
 
 The Chairman. Then that is the only traffic that needs discussion here ; all else is im¬ 
 material. 
 
 Mr. Stahl.man. I was discussing it only in connection with the general business of 
 Birmingham. 
 
 Commissioner Walker. That is a matter for the trunk lines. 
 
 Mr. Stahl.man. I do not so understand it. We have applied for general relief on be¬ 
 half of the city of Birmingham, covering not only the pig iron, but bar iron, stoves, west¬ 
 ern produce, merchandise, and general business of the city. So far as relief on pig iron 
 to the East is concerned,*it will not apply to any line which does not participate in the 
 relief. The idea seems to prevail that the people of Birmingham have no cause for com¬ 
 plaint ; they are not in any trouble ; they are not being hurt. The facts are, they are 
 
 being hurt, and being hurt by the enforcement of the law north of the Ohio River. It is 
 not mere imagination ; the testimony shows that the lumbermen, the cotton-factory men, 
 in fact, all classes who have business intercourse with the East and West, are being seri¬ 
 ously affected by the enforcement of the law. 
 
 The Chairman. That is a matter for. Congress, not for us. 
 
 Mr. Stahlman. I want to show you how our people reason : “ If the roads north of 
 
 the river, in complying with the law, have advanced their rates, it stands to reason that 
 the lines south of the river, when they enforce the law, will be obliged to advance then- 
 rates also, and this we can not stand.” Upon that point it seems to me, Mr. Chairman, 
 there can be no doubt. You may say to us, you should reduce your rates, or you should 
 so adjust your rates that they shall not be higher to and from intermediate points than 
 they are to and from competing points. I say to you, in all frankness and candor, that 
 we can not do. You may say, “ You ought to do it.” I say that we can not, unless we 
 are willing to throw ourselves right into the jaws of bankruptcy. That is a plain propo¬ 
 sition. If we were to fix our rates to intermediate points between Montgomery and 
 Louisville on the basis of our rates to Montgomery, it means ruin. If we were to fix our 
 rates to intermediate points between Mississippi River points and Louisville and Cincin¬ 
 nati on the basis of those rates, that means ruin. If we were to withdraw from traffic 
 at competitive points, it means ruin, unless we advanced our local rates ; and if we were 
 to advance our local rates it means ruin to the business interests of the country. Mr. 
 Culp's evidence is very full and explicit on these points. It bristles with facts which 
 can not be controverted, and I beg you, Mr. Chairman and gentlemen, to carefully con¬ 
 sider all that this testimony implies. 
 
 Take the line from Birmingham through Savannah, and there is nothing in the act to 
 obstruct the movement. There is no pig iron of any consequence consumed between 
 Birmingham and Savannah at intermediate points. Of course none is consumed between 
 Savannah and New York, so that this line can fix any rate it pleases without affecting 
 its intermediate business. This route has fixed the rate from Birmingham to New York 
 at $3.75 per ton, which is a fair revenue. We could carry that business, and we ought 
 to carry our share of it, at least, by fixing a rate of about $4 per ton. 
 
 The Chairman. How much would that be per mile? 
 
 Mr. Stahlman. Something over three mills; very small to be sure. But remember, 
 as shown in the testimony, and I have it here in figures, that our cars are going north¬ 
 bound empty, and while we have been able to increase our tonnage north bound consid¬ 
 erably by reason of the development of this iron industry, a large number of our cars 
 are still going back empty. The movement for the last nine months shows the excess of 
 empty cars moved north to be : 
 
 Cars. 
 
 Over the Nashville and Decatur Division_11, 400 
 
 Over the Henderson Division_14, 700 
 
 Over the Main Stem_ 6, 935 
 
 Over the Mobile and Montgomery Division_ 9, 040 
 
 Over the South and North (Birmingham)_15,017 
 
 I want to say, Mr. Chairman, that while the manufacture of pig iron is the basis of 
 all business at Birmingham it does not by any means cover the total business of that 
 city. We did not suppose that it was the design of the Commission to apply relief to 
 any particular branch of business. The application for relief was not made in that 
 form, but to cover the general business of that city. We desire very much to have relief 
 on pig iron to the end of our line, and we* will do the best we can with it beyond 
 that. If the New York and Philadelphia traffic continues to grow as it has done for 
 some time, it will be a very serious question with us ; but independent of pig iron we 
 need relief on the general business of Birmingham. The manufacture of bar iron, spikes, 
 rails, stoves, and other articles the product of iron has grown to quite large proportions. 
 
 In supplying the southern coast with such articles a lower rate is necessary to the coast 
 than to intermediate points ; and in supplying the West with such articles a lower rate 
 is necessary to Cincinnati, Louisville, and other points to meet competition of iron com¬ 
 ing from the Pittsburgh districts down the Ohio River, than is made to intermediate 
 points between Cincinnati and Birmingham ; besides, there is a large traffic in merchan¬ 
 dise from the East, and grain, provisions, etc., from the West. 
 
 Birmingham, it is true, is not directly affected by water competition, but indirectly it 
 is. The towns of Florence and Sheffield are located on the Tennessee River, a stream 
 which is navigable the year round. Sheffield is about 100 miles from Birmingham, and a 
 railroad will be completed there within a few months. The Memphis and Charleston and 
 Louisville and Nashville via Decatur have a line there now. The town of Florence was 
 somewhat of a distributing center several years ago before the Memphis and Charleston 
 road felt the necessity of having the western business come over its long line from Mem¬ 
 phis, since which time they have not encouraged business via Florence. The rail lines 
 from the West being compelled to charge as much to Birmingham as to .intermediate 
 points, would make that progressive center a local station. The Birmingham and Sheffield 
 Railroad will not want anything better than the opportunity of going in and saying to 
 Florence, “ Now build up your commercial center for the supply of Alabama ; ours is an 
 
312 
 
 DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 Alabama road. You can bring your supplies from the Ohio and Mississippi rivers. You 
 have regular lines of steamers the year round. Bring it in any quantity from Cincin¬ 
 nati, Louisville, Saint Louis, Evansville, and Cairo to Florence, and we will give you 
 distributing facilities at Birmingham and other Alabama points.” This is an element 
 which, in our judgment, makes it necessary to give us the right to charge to and from Bir¬ 
 mingham less rates than we charge to and from intermediate points. It is an element 
 over which we have no control, and over which this interstate commerce act has no con¬ 
 trol. These supplies are shipped from the West to Florence, and Florence is made the 
 center from which they are reshipped. The only question is, whether they shall go 
 through Florence by steamboat line or direct by rail, as heretofore. 
 
 I have now, Mr. Chairman, covered all the points involved in the application for relief 
 made on behalf of the Louisville and Nashville Railroad Company. They are not so nu¬ 
 merous as would appear from the form of application. There are onlv'twenty, and all 
 of these, except Lexington, Ivy., and Birmingham, Ala., are locjfted on navigable streams, 
 favored with direct water transportation, which the proof in the investigation clearly 
 shows to be the leading factor in fixing the rail rates to and from these points. 
 
 I desire to impress upon this honorable Commission another fact clearly established by 
 the proof, and that is that the Louisville and Nashville Railroad Company has not been 
 engaged in the practice of building up one city or locality to the detriment of another. 
 The proof, I aver, is overwhelming that the rates of transportation to and from these sev¬ 
 eral commercial centers have not been arbitrarily fixed by the Louisville and Nashville 
 Company in the interest of any particular city, but have been forced upon the company 
 by circumstances and conditions over which it has had no control. The Congress of the 
 United States has from time to time appropriated the following sums for the improve¬ 
 ment of the following rivers : 
 
 The Kentucky- $762, 500. 00 
 
 The Ohio_ 3, 341, 562. 91 
 
 The Mississippi below Cairo- 20, 194, 188. 53 
 
 The Cumberland and tributaries- 857, 000. 00 
 
 The Tennessee and tributaries—-- 3, 377, 456. 94 
 
 The Alabama and tributaries_ 695, 500. 00 
 
 Total_ 29, 228, 208. 38 
 
 These appropriations have served to largely augment the competitive forces which the 
 Louisville and Nashville Railroad Company has been unable to ignore. 
 
 I wish the law had been framed so as to prevent wars between transportation com¬ 
 panies. But I do not construe the law in that way. So far as the contests with the 
 steamboats are concerned, it has simply tied the hands of the railroads in order that the 
 steamboats may cudgel them to their heart’s content. Mr. Culp’s deposition shows to 
 what extent we have been fighting the steamboats. It is very clear on this point. It 
 gives the rates in detail in effect between river points during the past seven years ; and 
 a careful scrutiny of this table, compared with the rates to the interior, where there is no 
 river competition, will show that the rates by rail into the interior have been relatively 
 reduced as much as or more than the rates between river points during that period. This, 
 Mr. Chairman, proves conclusively that the railroads have not forced the issue, and if 
 there is any issue it is due to the steamboat people themselves, who have brought it on. 
 The railroads have had fights among themselves, and very vigorous fights at that; but 
 the section which I represent has been comparatively free from such troubles. We have 
 had our disagreements and disturbances, and here and there some friction, but as a rule 
 all of our troubles have been adjusted without wars. We had a little brush in Birming¬ 
 ham with the Queen and Crescent route several years ago to determine what the rates 
 from Cincinnati and Louisville should he to Birmingham, which was settled by arbi¬ 
 tration. 
 
 The Chairman. Have the rates as fixed by that arbitration been left so ever since? 
 
 Mr. Stahlman. Yes, sir ; they have not been disturbed. The disturbing element with 
 us in the South all the way through has been that of a relative adjustment of rates. We 
 have had our disagreements, but, as a rule, have been too conservative to fight about it. 
 The Southern Railway and Steamship Association was one of the earliest organizations 
 of that kind created in this country. Through it and through similar appliances we have 
 been able to adjust our trouble, so that we have been comparatively free from wars. 
 The Louisville and Nashville Company, although it traverses a vast territory and is con¬ 
 sidered a strong line, is not in a position to arbitrarily demand anything or to fix an ar¬ 
 bitrary adjustment of rates to and from any point. Although we have a direct line 
 from the West to Montgomery, we are not in a position to say that the rates to and from 
 Montgomery shall be absolutely fixed at a given figure. To take that position would 
 warrant another line in saying that the rates to Atlanta shall be made a certain figure, 
 and still another to sav that the rates to Augusta should be a certain figure, and still 
 another that the rates to Macon should be a certain figure, and still another that the 
 rates to Selma should be a certain figure, and so on through the list. Therefore the 
 lines directlv interested in the traffic to and from these various centers come together 
 and agree among themselves what the rates shall be, and if they can not agree the ques¬ 
 tion is submitted to arbitration. This method, which is undoubtedly the best, has en¬ 
 abled the lines of the South to avoid the rate wars so frequent between the trunk lines 
 of the East and the railroads of the West. I do not mean to say that the southern rail¬ 
 road men are more capable than the railroad managers of the East and West, but I do 
 believe they are more conservative; and I believe, furthermore, they realize that the 
 southern roads have no margins to spare; that their earnings are barely sufficient to 
 meet the demands upon them, and that they could not afford to participate in wars which 
 would result in disaster ; and it is because the southern roads have no margin and can not 
 afford to lose anv part of their revenue, that they have appeared before this honorable Com¬ 
 mission for relief. It is because they can not afford to reduce their local rates to the 
 basis of their competitive rates, and because they can not afford to withdraw from the 
 competitive business without advancing rates to and from their local points, and because 
 the business interests of the people can not stand an advance of rates to and from local 
 points that they are before you to-day pleading for relief. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 313 
 
 COMMERCIAL CENTERS A NECESSITY. 
 
 There are a number of other points, Mr. Chairman and gentleman, on behalf of which 
 applications for relief have been made and which are fully entitled to relief. 
 
 How these cities became trade centers has been fully detailed. The majority of them 
 were so situated before railroads were built and the construction of railroads has added 
 to their importance only to the extent that the railroads have developed the interior 
 country tributary to them. I insist, Mr. Chairman, that no effort has been made by the 
 railroads of the South to establish trade centers at the expense of the interior, and that 
 the railroads, when they reached these trade centers, simply adjusted rates of transpor¬ 
 tation to meet the existing condition of things. It will not be assumed that the rail¬ 
 roads are not entitled to a just and reasonable compensation for the transportation facil¬ 
 ities they furnish communities which they are endeavoring to serve. It will not be 
 claimed that the railroads of the South are collecting excessive rates of transportation on 
 the traffic moved to or from interior local points ; and it must be conceded that railway 
 transportation companies are entitled to charge what the service is worth, and that the 
 service at a local point is worth more than at a competitive point. What I mean is, that 
 at a point where there is no competition transportation is worth a just and reasonable 
 compensation, and at a point where there is competition between two or more lines trans¬ 
 portation is worth only what it will bring, and the more active the competition the less 
 the value of the transportation. The competitive forces with which the railroads of the 
 South have had to contend are very extraordinary as compared with any other section of 
 the United States. The several States east of the Mississippi are traversed by numerous 
 rivers, which furnished transportation facilities to the people of the South years before 
 any railroads were built, and which have furnished competition to the railroads ever since 
 they were constructed. 
 
 Congress has appropriated large sums of money for the improvement of these rivers. 
 These vast sums, appropriated especially for the improvement of the rivers of the South, 
 embracing the States of Kentucky, Tennessee, Mississippi, Alabama, Georgia, Florida, 
 Virginia, and North and South Carolina, have improved the extraordinary transportation 
 facilities enjoyed by the commercial trade centers of the South, and have largely aided 
 in diminishing the value of the transportation at these centers, and have at all times 
 fixed the limits of rates charged by the rail lines. 
 
 I was much impressed, Mr. Chairman, with the testimony relating to the business cus¬ 
 tom of the South. Of course I knew what the custom was, but such forcible illustrations 
 as we had given us at Atlanta, Memphis, and other points only served to impress upon 
 my mind the importance of commercial trade centers and the great value and conven¬ 
 ience of such centers to the masses. Colonel Hanson, of Macon, Ga., explained this to us 
 at Atlanta. General Patterson, representing the Cotton Exchange of Memphis, explained 
 it to us at Memphis, and Mr. Penzel, of Little Rock, gave a very clear explanation. I 
 can do no better than to give his testimony on the subject: 
 
 “ One peculiar thing, perhaps, in the Southern States—I don’t know whether it is so 
 in other States—the small country dealer sells the consumer and is to a large extent 
 dependent, perhaps, on the merchant who does the furnishing business. These men are 
 not able to go abroad, where they have no standing or credit; they are confined to home 
 trade. If the freight rates become so much higher to any of those trade centers, of 
 course the merchant computes the first cost on the goods and bis freight. The increased 
 freight necessarily enters into the cost price, and the small dealer and consumer naturally 
 have to pay more for their supplies, and in consequence they suffer as well as the trade 
 centers ; in other words, they are taxed more than they were taxed before.” 
 
 Referring to the cotton trade, he said : 
 
 “ The producers or small dealers are able to pay local freight into Little Rock, either 
 by wagon or by railroad, and market their cotton there themselves, thereby saving all 
 the commission, insurance, warehouse charges, etc. They go in and sell it and get their 
 money for it right away and go off. If the Little Rock rate had to be equally as high 
 as the local rate the people would have to stand that or ship to distant markets, where 
 they are exposed to all the charges of insurance, commission, etc., and very often exposed 
 to great inconvenience by not being able to get their money.” 
 
 This is the general custom of the South. The principal products of the soil in the 
 South transported are leaf tobacco and cotton, while the principal product of the West 
 is grain of all descriptions. In the West a farmer may take a sample of his wheat, corn, 
 or other grain from the field to the nearest town and sell the whole crop by that sample, 
 shipping it from his station to any consuming market the purchaser may designate. No 
 such transaction would be admissible in the cotton and tobacco growing region. Every 
 bale of cotton grown is sampled, weighed, and classified on its own merits aud is sold 
 by that sample. It is only after it reaches a commercial center that the cotton coming 
 from the interior in quantities to that center is classed in round lots of 100 to 1,000 bales 
 and sold for shipment to consuming markets. Such classification and sales would be 
 impossible at local stations ; moreover, cotton for shipment to distant markets must be 
 compressed ; there is not a sufficient quantity at local stations to warrant the erection of 
 compresses, and hence, if for no other reason, the cotton from local stations must go to 
 trade centers. A large number of local points handle only a few hundred bales, the 
 largest but five to ten thousand bales. A suitable compress can not be erected and oper¬ 
 ated at any point at a profit upon the investment where the receipts of cotton fall below 
 20,000 bales per annum. 
 
 Leaf tobacco is marketed in a like manner. The tobacco is gathered and put into hogs¬ 
 heads by the planter ; it is then shipped to market, where the casings of the hogsheads 
 are removed and samples drawn from three or four different portions of the hogsheads 
 by a sworn inspector, an officer created under the laws of the States. Every hogshead 
 is sold on its merits by each individual sample. In Tennessee and Kentucky this sale is 
 made through the medium of an auctioneer, and I think this is also true of Virginia and 
 other tobacco-growing States. A leaf-tobacco sale is really an interesting sight. Sales 
 in these centers, such as Clarksville, Louisville, and Nashville are made usually every 
 day, the warehouses in each city rotating in the sales, so that no two houses sell at the 
 same hour the same day. All the buyers congregate around the one hogshead or sample 
 which is being cried off by the auctioneer, and in this way (it is quick work) from one 
 to two thousand hogsheads are sold in large markets each day during the busy season. 
 The buyers for Spain, Italy, Liverpool, Bremen, and other consuming markets of course 
 congregate at those centers where they can buy in large quantities, so as to make ship- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 314 
 
 merits in round lots of one to five hundred or a thousand hogsheads each. They coulG 
 not he induced to go to interior stations, where receipts are small. 
 
 Convenient commercial centers are, therefore, a necessity to the cotton and tobacco 
 trade of the South. These products can not be concentrated in any other way so as to 
 admit of satisfactory sales. 
 
 I had the pleasure of traveling with an Arkansas planter on my way to this city. His 
 views impressed me with the importance of commercial centers. Said he, “ We want to 
 trade near home.” He lived a short distance from Little Rock, and raises annually 
 about four hundred bales of cotton—a pretty big plantation for that section. “ My dear 
 sir,” said he, “ it would ruin me if I had to trade anywhere else but Little Rock. I 
 want to do business with people I know ; I want to be sure that my cotton is properly 
 classified and sold ; I don’t want to ship my cotton to New York, New Orleans, or Liver¬ 
 pool ; I want to place my cotton in the hands of men I know ; men who will advance me 
 money to make my crops if I need it. Twenty-five or 50 cents a bale is a small matter 
 to me if I know I am getting justice ; if I know the man with whom I am trading; if 
 I know he is the right sort of a man, and will classify my cotton rightly and account to 
 me for every dollar.” These views were expressed in a casual way, and yet I am sure 
 they represent the general views and customs of the South. 
 
 It is clear, therefore, that any advance in rates to and from the commercial centers 
 would seriously affect the people residing at the interior towns. These people pay local 
 rates to and from such interior markets to the centers, and any advance of rates to and 
 from the commercial centers would not only reduce the value of the product they sell 
 but increase the cost of the supplies they purchase. 
 
 SOUTHERN PORTS AS COMPETITORS. 
 
 In the further discussion of this question it is hardly necessary for me to refer at 
 length to the commercial centers located on the Ohio and Mississippi Rivers or to the 
 Gulf or South Atlantic coast ports embraced in this application for relief. Their ad¬ 
 vantages and surroundings are too well known to require any detailed argument from me. 
 
 Commissioner Walker. It is rather curious that Savannah, Charleston, Mobile, New 
 Orleans, these Gulf ports to which the southern roads make the lowest rates of any 
 points on their lines, should all of them substantially say that they want this law strictly 
 enforced. 
 
 Mr. Stahlman. The people at these ports believe that the enforcement of the act 
 against the interior will advance the rates from the interior and preclude the shipment 
 on long rail hauls to and from the East and other distant markets, and therefore the 
 business which the interior centers have been doing and the cotton which they have 
 been handling will naturally drift toward the ports on short rail hauls, or float, down the 
 rivers and fall into their laps. 
 
 Commissioner Bragg. A man’s hand was never plainer to his eye than that is. 
 
 Mr. Stahlman. One not familiar with the business of the South would suppose that 
 these southern ports were of great value to the railroad systems of the South. They are 
 in some respects, but in the main they are competitors to the railroads. They are not 
 to the southern rail lines what the eastern ports are to the trunk lines. The ports of 
 New York, Philadelphia, Baltimore, and Boston are feeders to the trunk lines. They 
 do an immense business. I)o any of these Gulf ports feed the Louisville and Nashville 
 road? Assuredly not. It is a mere tritie as compared with the business furnished by 
 the eastern ports. The southern ports import very little from abroad, so that the south¬ 
 ern roads realize but very little traffic and revenue from that source. The steamships 
 entering the ports are engaged in the carrying trade between the eastern ports and the 
 South and through the eastern ports between the West and the South. It is safe to say 
 00 per cent of all the steamers which enter the southern harbors are competitors to the 
 rail lines instead of feeders. It is true they furnish an outlet for the products of the 
 South, but that outlet is in the nature of a competitor to all of the interior southern 
 roads. The proof taken during the sittings of the Commission in the South shows very 
 conclusively that a great deal of the competition between the South and the East and the 
 South and the West is forced upon the rail lines by vessels plying between the southern 
 and eastern ports at very low rates. Congress has, from time to time, appropriated 
 $5,483,571 .(i2 for the improvement of these harbors. The railroad people have not com¬ 
 plained, although these appropriations have added very materially to the competitive 
 forces which they have been obliged to meet. The proof is clear that many vessels 
 entering the southern ports come loaded with grain and other western produce as ballast, 
 and returning take naval stores, rosin, cotton, etc., for the East and West, in competi¬ 
 tion with the rail lines. But for this strong competition we would doubtless be able to 
 arrange an adjustment of rates which would appear more equitable to the general public. 
 But if we hope to do any business between the West and southern ports we must take it 
 at rates fixed by these competing lines. There is absolutely no escape from it. Of 
 course the traffic carried to the ports works back into the interior and thus fixes the rates 
 to the interior. 
 
 COMPETITION FORCED UPON RAIL LINES BY NAVIGABLE RIVERS. 
 
 . Let us now, Mr. Chairman, take up, in a general way, the competition which is forced 
 upon the rail lines through the navigable rivers. I have already alluded to the vast ap¬ 
 propriations made for the improvement of rivers which furnish active competition to the 
 Louisville and Nashville Railroad. I have had a table carefully prepared showing the 
 appropriations made for the improvement of the rivers of the South traversed by the 
 system of roads which have applied to you for relief, and the total sum, as shown by this 
 table, is $41,919,149.L'3. (See Exhibit A.) Now, I assume that this vast sum of money 
 was appropriated for the purpose of giving the people of those States increased trans¬ 
 portation facilities and the benefits of competition. I do not believe these appropria¬ 
 tions could have been made for any other purpose. Would it be right to practically de¬ 
 prive the people of the competition which this vast sum of money was designed to give? 
 Surely such a thing could not have been contemplated by the enactment of the inter¬ 
 state-commerce act! 
 
 I have been very much interested, and really I may say amused, at the course of the 
 people representing the river interests who have appeared before you and have asked that 
 you enforce the law against the rail lines. They have come as though they were the 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 315 
 
 objects of special favor ; as though the law was designed for their benefit. Congress has 
 always been so liberal in its appropriations to promote their interests that they have 
 about concluded, no matter what Congress does, it is especially designed to help them. 
 One would suppose from their appeals and pleadings that they were the embodiment of 
 all that is pure and good. They dwell at great length and with great emphasis on the 
 vices and iniquities of railway transportation lines, assuming for themselves a Pharisa¬ 
 ical garb. They know they have been the especial wards of the Government, and now 
 seek to become masters of the situation. They appear as the advocates of the people, 
 holding up their hands in holy horror because the railroads, where circumstances and con¬ 
 ditions are dissimilar, are charging more for a shorter than for a longer haul, adroitly 
 concealing at the same time their custom, which is even more pernicious—and I may say, 
 more vicious. I say vicious, Mr. Chairman, and I will undertake to demonstrate that 
 this is true. Nature has furnished these people a free right of way and roadbed. Con¬ 
 gress has built for them their trestles, bridges, and laid their track, and is keeping their 
 roadways and track in repair. These great highways have cost them nothing. The equip¬ 
 ment is their only investment. It costs them less to build a steamboat than it does the 
 railroads to purchase equipment capable of moving the same amount of tonnage. 
 
 Taking the line between Cincinnati and New Orleans as an illustration, we find— 
 
 Outside cost of steamer, 1,000 tons capacity_$40, 000. 00 
 
 Cost of railroad equipment to move same quantity : 
 
 Two engines, capacity 25 cars of 20 tons each_$20, 000. 00 
 
 Fifty cars of 20 tons each_ 25, 000. 00 
 
 - 45, 000. 00 
 
 Does anyone for a moment suppose that a railroad company, with an investment of 
 many millions in its right of way, roadbed, bridges, trestles, tracks, etc., and a sum be¬ 
 sides for equipment equal to the cost of a steamboat, with an enormous expense in keep¬ 
 ing up the roadbed, bridges, trestles, tunnels, etc., running over steep grades, etc., can 
 live if it were to reduce its rates on intermediate traffic to the basis of rates established 
 in competition with such a favored rival as this? Of course not. And yet this is what 
 these gentlemen ask ; but what they really want is that the law shall be rigidly enforced 
 so that, as a measure of self-preservation, the rail carriers will be compelled to abandon 
 traffic in competition with them. 
 
 This table and testimony shows that the steamboat lines on the Alabama, Arkansas, 
 Cumberland, Ohio, Missouri, upper Mississippi, and lower Mississippi rivers are charg¬ 
 ing more for the short haul to intermediate landings than for the long haul to terminal 
 landings, and, on the very day, while Mr. A. J. Mossett. the representative of the steam¬ 
 boat interest, was at Atlanta appealing to this honorable Commission to enforce the law 
 so as to protect the people, his representative and agent in Cincinnati was exacting the 
 “ pound of flesh ” by charging much higher rates to all intermediate river points for short 
 distances than to terminal points for a much greater distance—not to intermediate plan¬ 
 tation landings alone, where they put off an occasional box or barrel, but to such impor¬ 
 tant points as Friars Point, Bayou Sara, Columbia, etc., where the business is large. 
 
 The railroads, they say, pool their issues, and combine to make war on them. Steam¬ 
 boats never pool their issues; they never combine; they never make war on anyone! 
 Oh, no, of course not ! I suppose. Mr. Chairman, in the history of combinations in pro¬ 
 portion to the amount involved there have been none more formidable, none more selfish 
 than the combinations between water crafts. 
 
 The Southern Transportation Company, consisting of six steamers, representing the 
 line between Cincinnati and New Orleans, of which Mr. Mossett is the accredited agent, 
 is a combination of steamboats pure and simple. The boats are all owned separately 
 and pool their issues and combine to prevent competition. 
 
 The Cincinnati and Memphis Packet Company, consisting of six steamers, is a combi¬ 
 nation of boats formed for a like purpose. 
 
 The Cumberland River Packet Company, consisting of five steamers, is established on 
 the same basis. Look where you may and go where you will, and you will find these 
 organizations, which are nothing more nor less than combinations between the different 
 1 owners of steamboats, which pool their issues for the purpose of avoiding competition 
 and making a united war on such boats as may not see fit to enter these combinations. 
 Even after these several combinations are made they divide their territory so as to not 
 come in conflict with each other. For instance, the Upper Cumberland River Packet Com¬ 
 pany will not compete for traffic in the lower Cumberland, and the Lower Cumberland 
 Packet Company will not compete for traffic in the upper Cumberland, and the two will 
 i interchange traffic with each other, but will not interchange traffic with any independent 
 | or outside steamers. 
 
 The Southern Transportation Company and the Cincinnati and Memphis Packet Com¬ 
 pany will not compete with the United States Mail Line for traffic between Louisville and 
 i Cincinnati, and the United States Mail Line in turn declines to compete for traffic des¬ 
 tined to points on the river below Louisville. The Cincinnati and Memphis Packet 
 i Company will not compete with the Southern Transportation Company for traffic on 
 i the river between Memphis and New Orleans, and the Southern Transportation Com- 
 l pany in turn will not compete for traffic on the river between Cincinnati and Memphis. 
 I The same is true of the steamers on the Mississippi above Cairo. All these interests 
 agree among themselves to protect each other’s territory, and ail of them refuse to inter¬ 
 change traffic with outside steamboats. 
 
 But this is not ail. When an outside boat makes its appearance in the trade between 
 any particular points, it is the custom of these combinations to select a particular boat, 
 Si commonly called “ a raider,” which is to follow in the wake of the independent boat, or 
 A rather move with the movements of the independent boat, starting from the terminal 
 . point on the same day and at the same hour, landing at the same points at the same 
 time, cutting the rates and keeping up the raid until the independent boat is vanquished 
 ^ or falls into line by joining the combination. This is the general practice on all of the 
 navigable rivers, and yet these gentlemen, representing these combinations, appear before 
 this honorable Commission in robes of white, innocent apparently as babes, pleading for 
 the enforcement of the act to the end that rail competition may be removed and they be 
 allowed to advance the rates and indulge to a greater extent in their nefarious practices. 
 
316 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 CONGRESS DID NOT INTEND TO ENFORCE THE ACT IN COMPETITION WITH WATER CARRIERS. 
 
 Can it be that Congress intended to enforce the act against rail carriers and promote 
 this state of things on the navigable rivers? I can not believe it. The article of the 
 Constitution which gave to Congress the right to regulate commerce with foreign nations 
 and among the several States certainly never contemplated anything of this kind. The 
 right to regulate commerce with foreign nations was designed to regulate the duties on 
 imports and exports. The right to regulate commerce among the several States. 1 believe, 
 was designed for a like purpose. In other words, designed to prevent either of the sev¬ 
 eral States from levying duties on imports or exposts passing from one State to another. 
 I do not believe it was designed to regulate rates of transportation. But, assuming that 
 the right to regulate commerce among the several States carried with it the right to regu¬ 
 late rates of transportation, the framers of the Constitution could not have had in view 
 the regulation of transportation by railroads. When the Constitution was framed there 
 were no grounds for supposing that there would ever be any railroads constructed. The 
 Constitution was framed at least fifty years before transportation by railways was heard 
 of. If, therefore, it was designed to regulate the rates of transportation, the framers of 
 the Constitution could have had in view only transportation by rivers, lakes, and canals. 
 It is fair to assume that Congress was not unconscious of this fact, and, having failed in 
 the act to take supervision over transportation by water carriers, it is not unreasonable 
 to conclude that Congress did not undertake to regulate, or rather restrict, transportation 
 by rail in competition with the water carrier. This conclusion is warranted by the lan¬ 
 guage of the act itself, which confines the long and short haul restriction to “ the trans¬ 
 portation of passengers or like kind of property, under substantially similar circum¬ 
 stances and conditions.” That traffic carried in competition with water lines is not 
 moved under substantially similar circumstances and conditions as traffic between 
 intermediate local points where no competition exists will hardly be controverted. 
 
 HOW IT AFFECTS THE LOUISVILLE AND NASHVILLE RAILROAD ON SPECIAL CLASSES OF 
 
 FREIGHT. 
 
 Mr. Chairman and gentlemen, I desire now to enter into a further discussion of this 
 question so far as it affects the Louisville and Nashville Railroad. Let me again invite 
 your attention to the testimony of Mr. Culp as to the volume of the business of the Louis¬ 
 ville and Nashville Railroad which will be affected by the rigid enforcement of this act. 
 It is not only the pig-iron, the bar-iron, the lumber, the coal, and the provision business, 
 but it is the general business between local and competitive points. 
 
 COAL. 
 
 Take the coal business as presented, from the Alabama mines to New Orleans : We are 
 trying to build up a business at New Orleans ; the people of New Orleans are paying 
 from one to two cents per bushel less for coal now than they were five or six years ago. 
 Competition between the Alabama and Pittsburg mines has forced down prices. We 
 are charging higher rates to intermediate points than we are to New Orleans. If you 
 say we can not make a lower rate to New Orleans than to intermediate points, you drive 
 us out of New Orleans. We simply can not afford to compete for the New Orleans busi¬ 
 ness. 
 
 We also have a growing coal traffic at Pensacola, Savannah, and points in Georgia, 
 and we are supplying several railroads in Georgia with coal. On all of this traffic we 
 charge less rates than we do to intermediate points. There is no telling to what extent 
 this business can be increased if we are permitted to do so. But it would be very much 
 diminished, in fact entirely cut off, if we are compelled to enforce higher rates. 
 
 From our Henderson division, in southwestern Kentucky, we are carrying large quan¬ 
 tities of coal to Nashville, Clarksville, and Memphis, in competition with coal from the 
 Tennessee and Pennsylvania mines, the latter floating down the Ohio River on barges, 
 the former reaching the markets over purely State roads. If we are to charge as much 
 on this traffic as we do on traffic to intermediate points, we will be obliged to abandon 
 the business at Memphis, Nashville, and Clarksville, and this includes a large business 
 the mines have built up by contracts to supply several Tennessee and Mississippi rail¬ 
 roads, which coal is delivered to them at Milan, Humboldt, and Memphis, Tenn. 
 
 This competitive coal, as shown by Mr. Culp’s deposition, is carried at a fair profit to 
 the railroad company. A careful estimate shows that at least GO per cent of the coal 
 traffic of the Louisville and Nashville road from our Alabama and Henderson division 
 mines, aggregating a gross revenue of about $800,000, will be lost under the rigid en¬ 
 forcement of the fourth section. The people of Memphis, Nashville, New Orleans, Mo¬ 
 bile, Pensacola, etc., will be obliged to pay higher prices for their coal, the mining in¬ 
 terests seriously crippled, if not ruined, and the poor miners of Kentucky and Alabama 
 thrown out of employment. I do not believe that Congress ever intended to enforce this 
 law in such a way as to cripple any particular interest or to prevent a free interchange 
 of traffic between the several States. If the framers of the Constitution meant anything, 
 they meant to guarantee to the people the freest interchange of traffic possible. 
 
 The Chairman. They intended to turn that subject over to Congress. 
 
 Mr. Staiilman. Very true ; but I do not believe that the right to regulate commerce 
 among the several States was designed to put restrictive measures on commerce between 
 the States. 
 
 The Chairman. We do not deny that this law was framed to promote traffic and 
 encourage competition. Do you find that purpose in the law? 
 
 Mr. Staiilman. I do not; although the effect of the law, as rigidly construed by 
 some who urged its passage, would, as I have aiready shown, undoubtedly restrict com¬ 
 petition. 
 
 LUMBER. 
 
 What I am endeavoring, Mr. Chairman, to show is the effect of the rigid enforcement 
 of this act upon the various kinds of traffic carried by the Louisville and Nashville 
 Railroad. Let us now take the lumber traffic. 
 
 This is explained very fully on pages 28, 29, 30, and 31 of Mr. Culp's deposition, 
 which is in substance this : That we have a large lumber traffic all along the line of our 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 317 
 
 road between Mobile, Ala., and Louisville, Ky., including the Pensacola and Atlantic 
 road between Pensacola and River Junction. At Nashville, Tenn., the industry is es¬ 
 pecially large. It has been developed within the past few years. The logs and lumber 
 are floated from the upper Cumberland and tributary rivers down to Nashville. Prior 
 to 1880 nearly all of the lumber and logs were floated down the river past Nashville to 
 the mouth of the Cumberland and there distributed. About 1880 some enterprising 
 mill men concluded to establish a market at Nashville. They located mills and began 
 manufacturing and shipping lumber. The lumber consists of oak, hickory, walnut, 
 poplar, etc. At first they shipped largely by barges and steamboats to . Evansville and 
 Cincinnati. Later on the Louisville and Nashville road put in a line of rates which, 
 with its other facilities, enabled it to share in this traffic. The business at this point 
 has grown to such an extent that Nashville handled during the year 1886 about 125,000,- 
 000 feet. Competition is very strong. There is no difficulty in getting steamboats, 
 rafts, and barges to transport this lumber down the Cumberland River. Our present 
 rates have been virtually fixed for us by the steamboats and barges. Large shipments 
 have been made from Nashville to Evansville by river during the past year, and we shall 
 probably be obliged to make further reductions to compete with the rates by river. Any 
 advance in these rates from Nashville to the intermediate rates would force the entire 
 traffic by river. We bring a great many logs into Nashville from points south of Nash¬ 
 ville, which are manufactured into lumber, and we thus get two hauls on a large share 
 of this business—one into Nashville on the logs, and another out on manufactured lum¬ 
 ber. These shipments of logs in and lumber out would stop if the local intermediate 
 rates were charged. The same can be said of the large pine lumber interests from the 
 Tensacola and Atlantic, and South and North Alabama, and Mobile and Montgomery 
 divisions. The rates on this lumber to intermediate points are higher than to more 
 distant points. That is to say, the rates from Bowling, Ala., on the Mobile and Mont¬ 
 gomery road, are higher to Lynnville, Tenn., and other intermediate stations than to 
 Nashville, and higher to Cave City, Ivy., and other intermediate stations than to Louis¬ 
 ville. There seems to be an impression that the southern roads are flooding the West 
 with pine lumber to the exclusion of the lumber of other pine regions. Mr. Culp pre¬ 
 sents a table of rates from all points on our line to the leading points in the "West, which 
 shows that there is no rate as low as 7 mills per tons per mile, while some of the lumber 
 pays as much as 1.16 per ton per mile. Mr. Culp, speaking of these rates, says : 
 
 “ W T e undertake to make rates which will enable the manufacturers of this lumber to 
 fairly compete in northern, western, and eastern markets with the pine and other 
 lumbers of those sections. We do not make the rates unnecessarily low, or on a basis 
 which does not yield to the transportation lines a profit; nor is it our aim to make 
 rates which will destroy the lumber interests of other sections. To illustrate that the 
 rates are not such as to destroy the lumber interests of other sections. I will say that 
 we have brought large quantities of white pine lumber from Michigan to Nashville, and 
 such articles as sash, doors, and blinds are sold all over the South in competition with like 
 articles made from like yellow pine and the poplar of the South. The policy of the rail¬ 
 road has been to fix such reasonable rates as to allow a free interchange of products 
 between the different lumber-producing sections.” 
 
 GRAIN, FLODII, AND PROVISIONS. 
 
 The next item of magnitude is grain and flour. We have some of this on the line of 
 our own road, of which a limited surplus is shipped, as shown on page 40 of Mr. Culp's 
 deposition. We are obliged to make less rates for the long haul than for a short haul 
 on this business. 
 
 To charge the same rates to Savannah and Charleston as are charged to Atlanta would 
 prohibit our farmers from selling their products at Charleston or Savannah. We are 
 obliged to make a less rate from our stations to the coast than to Atlanta, the same as we 
 are obliged to do from western points, not, however, for the same reasons. From west¬ 
 ern points we make a less rate because of the competition between rival transportation 
 lines, as well as rival markets. From our local points we make less rates because we 
 deem it but fair to place our local producers on a footing to enable them to compete with 
 other producing sections at the coast, as well as in the interior. 
 
 This rule holds good as to Montgomery, Pensacola, and Mobile. 
 
 The Chairman. That is the necessity of the situation ? 
 
 Mr. Stahlman. Yes, sir ; and our people appreciate it. They know that the enforce¬ 
 ment of this section will prevent them from reaching distant markets with their products. 
 
 The volume of western products, including provisions and hay, transported over the 
 Louisville and Nashville Railroad will aggregate 800,000 tons per annum. All this traffic 
 is involved in the application for relief. The testimony is overwhelming that a large pro¬ 
 portion of this traffic must be carried, if at all, at less rates to distant points than to in¬ 
 termediate points, and that this basis of rates is forced upon us by water lines over which 
 we have no control. 
 
 The testimony given by Mr. Culp and others on behalf of the Louisville and Nashville 
 Railroad clearly indicates that the rigid construction and the enforcement of the fourth 
 section of the act to regulate commerce would cause a loss in the net revenue of the Louis¬ 
 ville and Nashville Company of a sum approximating $1,500,000, and that this loss can 
 be made up only by a material advance of local rates, which would, in the end, seriously 
 cripple the business interests of the country. Now, I submit, Mr. Chairman, with this 
 state of facts, which can not be successfully controverted, how can this honorable Com¬ 
 mission refuse to give the relief asked for? 
 
 Of the twenty commercial centers located on the Louisville and Nashville Railroad, 
 which I have been discussing, and in the interest of which relief is sought, eighteen are 
 on navigable streams, and the other two, Lexington and Birmingham, are so situated 
 that with the aid of purely State roads the act to regulate commerce can not deprive 
 them of the advantages they now enjoy. These twenty points, then, are exceptional 
 cases. They represent less than 1J per cent of the whole number of railway stations 
 in the States of Kentucky, Tennessee, and Alabama. If relief can be granted only in 
 exceptional cases, you have them here fully and clearly set forth and with ample reasons 
 why relief should not be withheld. If you can not grant relief in these cases, you will 
 be unable to find any cases where relief may be granted, and the provisions of the act 
 which authorizes you to give relief will thus become a dead letter. 
 
318 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 It may be said that this would give benefits only to the few to the injury of the many. 
 Not so, Mr. Chairman ; the many are equally involved in this relief. A refusal to give 
 it to the few means a general disruption, a general revolution of the business relations 
 which the people of the South sustain to each other. It means a general upheaval and 
 a leveling process for which the country is not prepared. It means an untold loss of 
 revenue to the railroads in the interest of water carriers, and a general advance of rates 
 to the interior, which the many are ill prepared to bear. 
 
 It is useless, Mr. Chairman, to say that a refusal to grant the relief will benefit the 
 interior ; that the rates to the interior will be reduced to correspond with the rates to 
 competitive points. It is simply out of the question, and I want to impress this fact 
 upon this honorable Commission. 
 
 If relief is not granted, and the act is rigidly construed and enforced, the railroads of 
 the South will be obliged, as an act of self-preservation, to advance the rates to com¬ 
 peting points, and such an advance will force the business to the water lines, and this 
 large loss of revenue to the rail carriers can only be made up by an advance of rates to 
 the interior. 
 
 PRODUCTS OF THE SOUTH COMPARED WITH THE WEST. 
 
 And this, Mr. Chairman, brings up another phase of the question. The Eastern and 
 Western roads, it is said, are enforcing this act, and the question naturally arises, why 
 can not the roads of the South do likewise? I think I have demonstrated, Mr. Chair¬ 
 man, in what respect the business of the South differs from the business of any other 
 section of the country. The Southern trade centers for which we are asking relief were 
 not made by the railroads; they were in existence before railroads were constructed. 
 The business of the South is so entirely different from the business of other sections that 
 I have prepared some statistics which I desire to present, and which to my mind very 
 clearly and forcibly illustrate the reasons why the roads of the East and West may 
 enforce the law while the roads of the South can not afford to do so. I hold in my hand 
 a table which I will file as Exhibit D. This table shows the products of Ohio, Mich¬ 
 igan, Indiana, Illinois, Minnesota, Iowa, Missouri, Kansas, and Wisconsin—nine West¬ 
 ern States bordering on the territory covered by the Southern Railway and Steamship 
 Association. The products of these nine Western States, consisting of corn, wheat, etc., 
 yield an average tonnage per acre of 1,603 pounds. Compared with this we have the 
 products of nine Southern States, to wit: Virginia, North Carolina, South Carolina, 
 Georgia, Florida, Alabama, Mississippi, Tennessee, and Kentucky. These States pro¬ 
 duce an average tonnage of only 602 pounds per acre ; but of the products of the soil in 
 the South the exports or shipments which the railroads carry are confined exclusively to 
 cotton and tobacco—there being very little surplus grain shipped, and that surplus very 
 limited indeed, confined to only two States, Kentucky and Tennessee. Upon this point 
 I present a table which I will mark Exhibit E. This includes corn, Avheat, and oats 
 produced in the West, and cotton and tobacco produced in the South. This table shows 
 that the average tonnage per acre in the nine Western States is 1,366 pounds, while in 
 the Southern States it is only 175 pounds. Thus a railroad in the West 14 miles in 
 length will secure as much tonnage as a railroad in the South of 100 miles in length. 
 It may be said in response to this that if the people of the South produce so much less 
 than the people of the West, they can ill afford to pay higher rates of transportation. 
 The people of the South do not pay higher rates of transportation in the aggregate. It 
 is hardly necessary to go into an extended argument on this point, but I want to illus¬ 
 trate by comparing some of the leading Western roads, in the grain-growing region, with 
 the Louisville and Nashville, which is generally conceded to be one of the leading rail¬ 
 roads of the South. The earnings per ton per mile for the fiscal year ending in 1885 
 were : 
 
 Cents. 
 
 For the Louisville and Nashville_1. 16 
 
 For the Chicago and Northwestern_1. 10 
 
 For the Chicago, Milwaukee and St. Paul_!_1. 28 
 
 For the Chicago, Rock Island and Pacific_1. 40 
 
 But, Mr. Chairman, this table presents another fact. While it is true the tonnage to 
 the railroads of the South per acre is only 175 pounds, as against 1,366 pounds to the 
 railroads of the West, it shows that the cotton and tobacco of the South is worth to the 
 producer $15.27 per acre, against $8.63, the average value of the corn, wheat, and oat 
 crop of the West. I am aware that it costs more to produce an acre of cotton or tobacco 
 than it does an acre of wheat or corn, but it is safe to assume that the difference in the 
 products per acre will more than pay the difference in the cost of making the crop. 
 There is another point, Mr. Chairman. The cotton crop of the South, moved largely 
 uncompressed, will only load twenty-four bales, or 12,000 pounds, to the car, and the 
 tobacco will only load ten hogsheads, or 20,000 pounds, to the car, while the grain crop of 
 the West will load 40,000 pounds to the car, and even in cases where the cotton is com¬ 
 pressed it will not load to exceed 24,000 pounds to the car. Of course it costs relatively 
 but little more to move a car of 40,000 pounds than it costs to move a car of 12,000 or 
 20,000 pounds. So that the Southern railroads in this respect are laboring under a very 
 great disadvantage. 
 
 Commissioner Morrison. You give that as a reason why this is a special case justify¬ 
 ing relief to all that country. Now, let us see if that would not force us to relieve 
 another country farther north. You mentioned that there was a railroad building from 
 Kansas City, across the States of Missouri and Arkansas, to Memphis, in the direction of 
 Birmingham, where, of course, it will have an eastern connection over your road or some 
 other. Now, at Kansas City you are right in that grain field, right in the pork houses, 
 right at the point where they furnish all this tonnage. They reach out from Kansas 
 City, circling to the north as far as Chicago, and get in that way another eastern con¬ 
 nection. Now, if we relieve your road through Tennessee and Alabama, up into Mis¬ 
 souri and Kansas City, and then on to New York, shall we not have to do the same thing 
 with the road that goes out of Kansas City through Illinois and Michigan, and on to 
 New York in that way ? 
 
 Mr. Stahl.vian. I do not understand that the relief applied for by the Louisville and 
 Nashville Railroad will have the effect Colonel Morrison suggests". For instance, we 
 ask for relief on business from Saint Louis and business from beyond. This means that 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 319 
 
 if we are given relief on business from Saint Louis to Savannah, that business from 
 beyond delivered to our road at Saint Louis may be taken on the same basis. It does not 
 mean that the lines west of Saint Louis bringing this business to us shall be authorized 
 to avail themselves of the relief granted to us on business for the South, to carry traffic 
 in another direction. In other words, the relief applies only to business from Saint 
 Louis to the South. 
 
 Commissioner Morrison. According to your teaching, if we turn your road loose 
 through the southern country, and tie up all the other roads at Kansas City, would it not 
 force the produce for the East over your road? 
 
 Mr. Stahlman. Not at all. That is not our design. 
 
 Commissioner Morrison. Would not that be the effect? 
 
 Mr. Stahlman. No, sir ; it could not be in any event. Starting at Kansas City to go to 
 Savannah or Charleston, the distance is about the same as to New York. (Distances, 
 Kansas City to New York, 1,348 miles; distances, Kansas City to Savannah, 1,181) miles.) 
 
 The Chairman. Could you not carry freight in competition with those lines? 
 
 Mr. Stahlman. We might do so, but that is not our aim. All we ask is relief on busi¬ 
 ness to the South, such as we are carrying to the South now to supply our own people. 
 If there is any apprehension on this point, the Commission can fix the limit; it has ample 
 power under the provisions of the act to “ prescribe the extent” to which such relief shall 
 apply. 
 
 EARNINGS OF SOUTHERN COMPARED WITH EASTERN AND WESTERN RAILROADS. 
 
 I have another table, Mr. Chairman, which I desire to file as Exhibit F. This table 
 likewise bears directly on the question as to whether or not the southern railroads can 
 afford to enforce the law simply because it is being done by lines in the East and West. 
 This table makes comparison between seven of the leading eastern and western roads and 
 seven of the leading southern roads. It shows the following : 
 
 Average tons freight carried per mile of road : 
 
 Eastern and western roads_ 11, 853 
 
 Southern roads_ 2, 327 
 
 Average number of passengers carried per mile of road : 
 
 Eastern and western roads_ 7, 920 
 
 Southern roads_ 1, 204 
 
 Gross earnings per mile of road : 
 
 Eastern and western roads___$12, 166. 93 
 
 Southern roads_ $4, 184. 47 
 
 Need I say more, Mr. Chairman ? Have we not reached a point in this discussion where 
 further argument is unnecessary? We have shown you— 
 
 (1) When and under what influences the commercial trade centers of the South were 
 created, and under what influences they are being maintained. 
 
 (2) That these trade centers were not made by the railroads. 
 
 (3) The strong competitive forces at work to compel the adjustment of rates now in 
 vogue to and from these trade centers. 
 
 (4) The vast sums appropriated by Congress from the public Treasury, which have 
 served to augment the competitive forces with which the railroads are obliged to contend. 
 
 (5) The absolute necessity to the railroads of the South of recognizing the existing con¬ 
 ditions at these centers as they found them, and as they are to-day. 
 
 (6) The utter impracticability of reducing rates to intermediate points on the basis of 
 rates to competitive points. 
 
 (7) The absolute necessity of advancing rates to the interior under the rigid construc¬ 
 tion of the fourth section of the act. 
 
 (8) The disaster which will befall the manufacturing, commercial, and agricultural 
 interests of the South by an advance of rates to the interior. 
 
 (9) The character and customs of the southern trade calling for convenient trade 
 centers. 
 
 (10) The character and volume of the traffic carried by the southern roads as com¬ 
 pared with roads in other sections. 
 
 (11) That the products of the South have not been carried to distant markets at rates 
 which do not insure to the rail carriers a fair profit. 
 
 (12) That like products of other sections have had free access to the South upon equal 
 terms. 
 
 All these things, Mr. Chairman, have been shown. We have shown, also, that the 
 granite of South Carolina and marble of Tennessee have been carried to Louisville, Cin¬ 
 cinnati, and other points East and West; while the granite of the East and the building 
 stone of Indiana and other sections of the West have in turn been shipped into Tennessee, 
 Georgia, and other Southern States. 
 
 That the hard wood and pine lumber of the South have been carried to the East and 
 West, and the pine of Michigan and the mahogany of California and tha lumber of other 
 sections have, in turn, in various forms, been sold and shipped into the South. 
 
 That the early produce and vegetables of the South have gone to the western and 
 eastern markets, and that like products of the West, and later in the season, have found 
 consuming markets in the South. 
 
 That southern iron products have been shipped East and West, and that like products 
 from the West and East have found markets in the South. 
 
 That the products of the cotton factories of the South have been shipped to eastern and 
 western markets, and like products of the eastern factories have been shipped freely into 
 the Southern States. 
 
 That wagons manufactured in Tennessee and other Southern States have been sold in 
 the West, and that wagons manufactured in the West have been shipped freely and sold 
 in competition with wagons in the South. 
 
 That stoves manufactured in the South have been shipped to distant points in the East 
 and West, including California, and that stoves manufactured at Cincinnati, Pittsburgh, 
 and elsewhere have been sold freely in the South. 
 
 That the movement of the products of the farm and factory of the South has. not been 
 obstructed, and that the products of the farm and factory of the North, East, and West 
 have had free access to the southern territory on like terms. 
 
 All these things have we shown, and much more whi<;h I need not now enumerate. 
 
 It is sufficient to say that the history of this investigation, impartially written, will 
 
320 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 demonstrate beyond question that the railroad managers of the South have labored earn¬ 
 estly and well to secure a free interchange of commerce among the several States ; that 
 they have not placed embargos on any business, but with an eye to what is just as between 
 them and their patrons have adjusted rates of transportation so as to encourage and 
 promote the material welfare of the masses, irrespective of classes or sections. 
 
 The people of the South who know us best appreciate this. The people living on the 
 line of the Louisville and Nashville Railroad appreciate this. They came from local as 
 well as terminal stations during the sittings of the Commission to manifest their appre¬ 
 ciation by presenting memorials and testimony in favor of relief. They came from one 
 end of the line to the other and said, “ Do not enforce this law.” They realize the situa¬ 
 tion. They know what effect it will have upon their business. They know what effect it 
 will have upon the manufacturing and other interests of the South. * They know the con¬ 
 dition of our road. They know what effects the enforcement of the law will have upon 
 the revenue of our road. They know that if we are forced to withdraw from competi¬ 
 tion, where competition exists, that we can not live without advancing our local rates , 
 and they know that an advance in local rates means serious damage to the farming, the 
 manufacturing, and the business interests of the country. 
 
 They know as well as we do that we can not afford to carry the business to and from 
 intermediate points at the rates we are obliged to accept on business between New Orleans 
 and Cincinnati, between New Orleans and Louisville, New Orleans and Nashville, Mem 
 phis and Cincinnati, Memphis and Louisville, Nashville and Louisville, or Nashville and 
 Montgomery. They know that the rates being made to these terminal points in competi¬ 
 tion with water carriers do not hurt them ; but that it will intiict a great loss of revenue 
 upon us to deprive us of the privilege of competing for this traffic. 
 
 More than all that, the people of the South are fair-minded, they are not agrarians, 
 they are not communists. Those residing at local points realize the fact that they have 
 “ built their houses on hills,” and hence can not expect rates accorded to terminal com¬ 
 peting points. I was much interested in a question put to a gentleman at Atlanta, who 
 came before the Commission asking the suspension of the law ; he lived at a local station 
 between Macon and Brunswick, and was content with his lot. The question asked him 
 was, ‘‘Would you not like to have. Brunswick rates?” He said, ‘‘I would not object to 
 it.” Of course he would not object to it, and yet he was candid enough to say that he 
 was not entitled to them. 
 
 This is the feeling, with an isolated exception here and there, throughout the entire 
 South (outside of the ports, and we know why they feel differently). This is what the 
 memorials and petitions mean, and the unanimity with which the people of the South 
 came to our rescue is to me the most gratifying feature of this whole matter. I was my¬ 
 self surprised—agreeably surprised—when this Commission had finished its investigation, 
 to find that there had been no more complaint. In the vast magnitude of a business cov¬ 
 ering eight or ten Southern States, embracing fifteen or twenty railway systems, it was 
 to be expected that there should be some complaints; that some w'ould complain of this 
 and some of that; that some would demand one thing and some another. 1 undertake to 
 say, Mr. Chairman, that there is not a business house in the city of New York, Philadel¬ 
 phia, Baltimore, or elsewhere, with a trade covering such a vast territory, although able 
 to exercise the closest supervision over its business, which can show a cleaner record than 
 the railroads of the South have shown. It is marvelous, and I feel proud of the fact 
 that the people of the South, during this investigation, have come to our rescue, and have 
 said to this honorable Commission that the railroads have treated them fairly ; that they 
 are more than satisfied, and that the relief prayed for should be granted. 
 
 A word, Mr. Chairman, in respect to the act itself. I would not have this honorable 
 Commission conclude that I have sought to make an attack, either directly or indirectly, 
 upon an act which it is your duty to execute. In many respects the act is a good one. 
 There are provisions in it which should commend themselves to all fair-minded people. 
 
 In these you are clothed with the power to prevent unjust discriminations between 
 individuals. 
 
 To prevent discrimination between localities similarly situated. 
 
 To prevent the payment of rebates for the purpose of discriminations. 
 
 To prevent the cutting of rates. 
 
 To prevent extending favors in any form to one man which may not be extended to 
 another. 
 
 To prevent the frequent changing of rates so injurious to commercial communities. 
 
 All of these features are good, and the enforcement of these provisions must result in 
 much good. 
 
 I have now, Mr Chairman, said about all that it is necessary for me to say. The views 
 entertained by the management of the Louisville and Nashville Railroad as to the con¬ 
 struction of the act are known to the Commission. In these views I fully concur. It is 
 not necessary for me to deal with this phase of the question. 
 
 It has been my privilege and pleasure to participate in the investigation so far as it 
 affected the interests of this company, and it has been made my duty to present to you 
 such facts as might have a bearing upon the issue involved. This duty I have endeav¬ 
 ored to perform. 
 
 You now have all the facts as far as I am capable of presenting them. Should your 
 decision be favorable, I shall feel gratified. Should it he the reverse, and thereby, as I 
 believe, involve the railroads of the South in serious complications and the business in¬ 
 terests in grave troubles, I shall have the satisfaction of knowing that I made an earnest 
 effort, feeble though it be, to avert the disaster. 
 
 The question is now with you to dispose of in such manner as you in your best judg¬ 
 ment may deem equitable and right. 
 
 For the many courtesies and kindnesses received at the hands of the honorable Com¬ 
 mission, both here and elsewhere, I beg to make my grateful acknowledgments. 
 
 Exhibit B .—From deposition of J. M. Culp. 
 
 Q. (By Mr. Stahlman.) The memorial presented by the river men stated that the river 
 tariffs, which were submitted with the memorial, show that the steamboats never make 
 rates of freight and passage more to intermediate than to terminal points, but generally 
 less. Please state fully what you know as to this- giving rates and distances. 
 
DIGEST OF HEADINGS ON KAILWAY RATES. 
 
 821 
 
 A. I have the sworn statement of a resident of Cincinnati that on the 28th day of 
 April, Mossett & Co., agents of the Southern Transportation Company, of which firm of 
 agents A. J. Mossett is the principal member, stated to him that to wharf landings on 
 the Mississippi River their rates were 5 cents per 100 pounds higher than to Vicksburg 
 and New Orleans ; that to bank landings on the Mississippi River the rates were from 10 
 to 15 cents per 200 pounds higher than the rates to Vicksburg and New Orleans, and that 
 the through rate on whisky to points between Memphis and New Orleans was from $1.50 
 to $2 per barrel, according to the landings, and that the through rate to New Orleans was 
 75 cents per barrel. This sworn statement of the afliant further says that he has seen a 
 bill of lading of tbe Southern Transportation Company’s steamboats Thomas Sherlock and 
 Golden Rule, dated on or after April 20, at $2 per barrel on whisky, Cincinnati to Omega 
 Landing, La., and $1.25 per barrel from Cincinnati to Bayou Sara, La. I ask leave to 
 file an exhibit, marked “A,” being a printed list of the landings on the Ohio and Missis¬ 
 sippi rivers between Cincinnati and New Orleans, which I believe to be correct. This 
 table shows the distance from Cincinnati to Omega Landing to be 1,108^ miles, and to 
 Bayou Sara 1,345$ miles. The distance to Vicksburg is 1,132$ miles, and the distance to 
 New Orleans 1,513 miles. I desire further to say that on the 28th of April, 1887, Mos¬ 
 sett & Co. quoted to a firm in Cincinnati a rate on sawmill machinery, knocked down and 
 small pieces boxed, 65 cents per 100 pounds, Cincinnati to Bayou Sara, and to New 
 Orleans 50 cents per 100 pounds, the distance to Bayou Sara being 1,345$ and to New 
 Orleans 1,513 miles. On the same day Mossett & Co. quoted to a firm in Cincinnati on 
 whisky. Cincinnati to Friars Point, Miss., $1.50 per barrel, and to Bayou Sara $1.25 per 
 barrel, and to New Orleans 75 cents per barrel, the distance, Cincinnati to Friars Foint 
 being 832$ miles, and to New Orleans 1,513 miles, and to Bayou Sara 1,3451 miles. On 
 the same day Mossett & Co. quoted to a Cincinnati firm, on roofing and corrugated iron, 
 to Friars Point, Miss., 35 cents per 100 pounds ; to Meyersville, Miss., 40 cents per 100 
 pounds ; to Grand Gulf, Miss., 40 cents per 100 pounds ; to Bayou Sara, 25 cents per 100 
 pounds, and to New Orleans 20 cents per 100 pounds, the distance, Cincinnati to Friars 
 Point, being 842$ miles; to Meyersville, 1,064| miles; to Grand Gulf, 1,171 h miles; to 
 Bayou Sara, 1,345$ miles ; to New Orleans, 1,513 miles. The rates of transportation on 
 plaster by the same line from Cincinnati to points named were on the same day as fol¬ 
 lows : 
 
 From Cincinnati to— 
 
 Per 100 
 pounds. 
 
 Dis¬ 
 
 tance. 
 
 Friars Point, Miss.._.__. 
 
 Cents. 
 
 30 
 
 Miles. 
 
 832$ 
 
 884 
 
 Australia, Miss..._._ _. 
 
 35 
 
 Arkansas City, Ark....... 
 
 25 
 
 959$ 
 1,064$ 
 1,074$ 
 1,132$ 
 L 171$ 
 1,402 
 
 Meyersville, Miss...... 
 
 35 
 
 Lake Providence, La.._ 
 
 30 
 
 Vicksburg, Miss______ 
 
 20 
 
 Grand Gulf, Miss..._ _.. 
 
 40 
 
 Plaquemine, La...... 
 
 25 
 
 
 The rates from Saint Louis to landings on the Mississippi River, including New Orleans, 
 were, on April 8, as follows: 
 
 [In cents per 100 pounds.] 
 
 From Saint Louis to— 
 
 Hay. J 
 
 Bacon. 
 
 White lead 
 and paints. 
 
 Bar lead and 
 shot. 
 
 Grain and 
 mill feed. 
 
 Bagging and 
 ties. 
 
 Stoves and 
 hollow ware. 
 
 Points between Greenville and Donaldsonville, includ¬ 
 ing Vicksburg, Natchez, etc.... 
 
 25 
 
 20 
 
 20 
 
 20 
 
 20 
 
 20 
 
 30 
 
 New Orleans... 
 
 22$ 
 
 17$ 
 
 17$ 
 
 17$ 
 
 17$ 
 
 17$ 
 
 25 
 
 I have the sworn statement of a prominent steamboat man on the Alabama River, 
 with reference to the business of that river, in which he says that “ on business offering 
 at Mobile for Montgomery and Selma the rate on dry barrels” (meaning barrels of flour, 
 etc.), “the rate on which between intermediate landings is 40 cents per barrel, would in 
 some cases be as low as 15 or 20 cents per barrel, and on wet barrels” (meaning barrels 
 of whisky, pork, etc.), “where the rate between intermediate landings would be 60 cents 
 per barrel, the rate on the same offered at Montgomery or Selma for Mobile, or vice versa, 
 would, under circumstances where the competition is strong, be reduced as much as one- 
 half.” In other words, the boats frequently, on account of competition, are compelled to 
 haul freight a longer distance lor less than they would the same freight a much shorter 
 distance in the same direction. 
 
 The testimony of Captain Ilyman, of Nashville, shows that it is the custom to charge 
 less for long hauls than short hauls on the Cumberland River. 
 
 The following table, which, to the best of my knowledge and belief, gives the exact 
 rates in effect one year ago, shows that on the Ohio, Mississippi, Missouri, and Green and 
 Barren rivers the boats charged more for a long than for a short distance. 
 
 S. Doc. 244, 59-1-21 
 
322 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 RATES OF TRANSPORTATION VIA RIVER. 
 
 [Ohio River, via Cincinnati and Louisville United States Mail Line Company.] 
 
 
 Dry goods. 
 
 Oil and 
 whisky. 
 
 Potatoes. 
 
 Nails. 
 
 Cincinnati to Louisville, 131 miles. 
 
 Cincinnati to Rising Sun, 361 miles. 
 
 $0.10 
 
 .15 
 
 $0.35 
 
 .40 
 
 $0.121 
 .15 
 
 $0.04 
 
 [Via Memphis and Cincinnati Packet Company.] 
 
 
 Dry goods. 
 
 Oil and 
 whisky. 
 
 Sugar and 
 coffee. 
 
 Cincinnati to Evansville, 315 miles.... 
 
 $0.15 
 .20 
 
 $0.40 
 
 .50 
 
 $0,121 
 
 .171 
 
 .121 
 
 .20 
 
 Cincinnati to Maukport, 175 miles.... 
 
 Cincinnati to Cairo, 500 miles.... 
 
 . 15 
 
 .40 
 
 Cincinnati to Elizabethtown, 409 miles... 
 
 .25 
 
 .60 
 
 
 [Via Cincinnati and New Orleans Packet Company.] 
 
 
 Meat. 
 
 Whisky. 
 
 Cincinnati to New Orleans, 1,513 miles. 
 
 $0.20 
 
 .30 
 
 Per barrel. 
 $1.08 
 2.00 
 
 Cincinnati to Leota Landing, 1,043 . 
 
 [Lower Mississippi River—Anchor Line, Saint Louis and New Orleans.] 
 
 Classes. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 Memphis to New Orleans, 775 miles. 
 
 $0.35 
 
 .50 
 
 $0.32 
 
 .40 
 
 $0.26 
 
 .35 
 
 Memphis to Columbia, Ark., 216 miles... 
 
 
 [Arkansas River—Arkansas River Packet Company.] 
 
 Classes. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 Memphis to Pine Bluff, 200 miles. 
 Memphis to Hopedale, 164 miles. 
 
 $0.35 
 . 50 
 
 $0.28 
 .40 
 
 $0.25 
 .35 
 
 $0.22 
 
 .30 
 
 $0.15 
 
 .25 
 
 $0,181 
 
 .40 
 
 $0.Ill 
 .30 
 
 $0.081 
 .25 
 
 [Green and Barren rivers—Green and Barren River Navigation Company.] 
 
 Fourth class 
 
 Evansville to Bowling Green, 125 miles_$0. 17 
 
 Evansville to Rochester, Ky., 75 miles_ . 25 
 
 [Missouri River—Missouri River Packet Company.] 
 
 Fourth class. 
 
 Booneville to Kansas City, 214 miles_$0. 15 
 
 Booneville to Cambridge, Mo., 40 miles_ . 25 
 
 [Upper Mississippi River.] 
 
 
 Classes. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 Saint Louis to Saint Paul, 739 miles. 
 
 $0.90 
 .35 
 
 $0.25 
 
 .30 
 
 $0.20 
 
 .25 
 
 Saint Louis to Cassville, 468 miles... 
 
 
DIGEST OF HEADINGS ON RAILWAY" RATES. 
 
 323 
 
 Exhibit C.— Table showing the number of railway stations, terminal and junc¬ 
 tion points in the Southern States. 
 
 State. 
 
 Number of 
 local points 
 at which re¬ 
 lief has not 
 been asked. 
 
 Number of 
 terminal 
 and junction 
 points at 
 which relief 
 has been 
 asked. 
 
 Number of 
 terminal 
 and junction 
 points at 
 which relief 
 has not beeD 
 asked. 
 
 Kentucky______ 
 
 594 
 
 5 
 
 21 
 
 Tennessee. ... 
 
 303 
 
 4 
 
 12 
 
 Alabama...... . 
 
 Georgia.... . 
 
 260 
 
 270 
 
 ,§ 
 
 lo 
 
 16 
 
 7 
 
 Mississippi __ ___ 
 
 239 
 
 6 
 
 5 
 
 Louisiana__ ____ 
 
 99 
 
 1 
 
 10 
 
 Florida......... 
 
 246 
 
 6 
 
 14 
 
 North Carolina... . 
 
 139 
 
 9 
 
 7 
 
 South Carolina..._... 
 
 179 
 
 8 
 
 6 
 
 Virginia......... 
 
 375 
 
 9 
 
 15 
 
 . 
 
 
 
 2,704 
 
 71 
 
 113 
 
 LOUISVILLE AND NASHVILLE RAILROAD COMPANY. 
 
 * 
 
 Louisville, Ky., October 16, 1905. 
 
 Dear Sir : Referring to your letter of September 9, concerning the corre¬ 
 spondence in the year 1887, relative to the application made by this company 
 to the Interstate Commerce Commission for relief from the operation of the 
 fourth section of the act to regulate commerce so far as the rates to and from 
 certain designated points and points intermediate thereto were concerned. 
 
 I have been somewhat delayed in answering definitely because the traffic 
 department has been much occupied with important special work in the way of 
 preparing court and commission cases, etc. I also find that it will be impossible 
 for us to give you as complete and detailed information as is called for by your 
 letter in the limited time allowed. 
 
 In the seventeen years which have ensued the correspondence referred to by 
 you, the changes in the tariffs have been almost countless, therefore I will content 
 myself for the time being in giving you some outline information as well as de¬ 
 tailed data in connection with representative business, with request that, if a 
 complete statement is desired, we be allowed more time in which to get it to¬ 
 gether. 
 
 I. 
 
 You ask to be informed in detail whether the conditions described in corre¬ 
 spondence referred to have changed; and if so, how and when. So far as we 
 are concerned in the particular shipping points and destinations named in the 
 correspondence of 1887, the circumstances and conditions surrounding the 
 traffic involved are practically the same now as then, except that extensions of 
 new lines, thus opening up new territories of supply, the increased competition 
 between carriers and the improvements in some of the Government waterways 
 have added to rather than lessened the necessities of the adjustments, the only 
 modification in the measure of the competition being the absence of the old 
 Anchor Line of boats on the Mississippi River. There is still active boat competi¬ 
 tion there, but it is not of precisely the same character as in 1887. 
 
 The application of Mr. M. H. Smith, at that time vice-president of the Louis¬ 
 ville and Nashville Railroad, filed April 5, 1887, for relief from the operation 
 of the fourth section of the act to regulate commerce, covered the following 
 cities and towns: Frankfort, Lexington, Louisville, Owensboro, Henderson, Ky.; 
 Evansville, Ind.; Shawneetown, East St. Louis, Ill.; St. Louis, Mo.; Nashville, 
 Clarksville, Memphis, Tenn.; Birmingham, Montgomery, Selma, Mobile, Ala.; 
 Pensacola, Fla.; New Orleans, La. The conditions necessitating the adjust¬ 
 ment of rates to these points were fully outlined in said petition and, as stated 
 above, there have been no material changes in these conditions. In addition, 
 statement was made in the petition of Bowling Green, Ky., which is a point 
 located on the main line of the Louisville and Nashville Railroad, between 
 Louisville and Nashville, at the crossing of the Barren River. The competition 
 
324 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of the boats operating in the Ohio, Green, and Barren rivers has necessitated 
 the application of less rates between the various Ohio River crossings and 
 Bowling Green than in effect to intermediate local stations. 
 
 The following points have been added since 1887 to the list of points on the 
 Louisville and Nashville Railroad Company’s lines, to and from which the 
 published rates are in many instances less than the rates to and from inter¬ 
 mediate local stations on said lines: Alabama City, Anniston, Ala., Atlanta, 
 Ga., Attalla, Columbiana, Ala., Covington, Ivy., Florence, Gadsden, Ala., Jenifer, 
 Ala., Knoxville, Tenn., Marietta, Ga., Munford, Ala., Paris, Richmond, Ivy., 
 Sylacauga, Ala., Sheffield, Ala., Talladega, Ala., Tuscumbia, Ala., Winchester, 
 Ky. These points are reached either by extensions of branches, construction 
 of new lines, or by purchase of existing lines, and the rates as found in effect 
 thereto were simply adopted by the Louisville and Nashville Railroad; in 
 other words, the reason for the adjustment to these points is potential 
 competition of carriers. 
 
 The following points not located on the Louisville and Nashville Railroad Com¬ 
 pany’s lines in 1887, but which are now reached by purchase of existing lines or 
 by construction of new lines, have rates which are in many instances less than 
 to intermediate local stations; a description of the governing reasons for 
 such an adjustment is appended in connection with each of these towns: 
 
 Andalusia, Ala. —Located at the crossing of the Alabama and Florida Rail¬ 
 road (Louisville and Nashville Railroad) and the Columbus and Andalusia 
 division of the Central of Georgia Railway. The rates from the West thereto 
 are less than to intermediate points on the Louisville and Nashville Railroad 
 to the extent that the combination of published tariff rates to and from Colum¬ 
 bus or Eufaula, Ala. (using Central of Georgia rates from these points), results 
 in less rates than would obtain under the application of the local scale of this 
 company, and to the extent that the competition of the Central of Georgia 
 Railway from South Atlantic ports and from the East necessitates lower figures 
 to keep the western markets in line with these others. 
 
 Appalachia, Va. —Located on the Cumberland Valley division of the Louis¬ 
 ville and Nashville Railroad at its junction with the Norfolk and Western 
 Railway and with the Virginia and Southwestern Railway. The rates from 
 the West thereto are less than to intermediate points on the Louisville and 
 Nashville to the extent that the combination of tariff rates to and from Bristol, 
 Tenn., via the Virginia and Southwestern Railway, results in lower rates 
 than would obtain under the local scale of this company; and to the extent 
 that the competition of the Norfolk and Western Railway direct and the 
 Southern Railway and the Virginia and Southwestern Railway via Bristol 
 from the East necessitates figures to keep the western markets in proper line 
 with the eastern. 
 
 Belleville, III. —Large manufacturing center, located on the Louisville and 
 Nashville Railroad, Southern Railway, and Illinois Central Railroad, about 17 
 miles east of St. Louis. St. Louis rates have been applied by these lines for 
 many years between Belleville and all points south. 
 
 Big Stone Gap, Va. —Located on the Cumberland Valley division of the 
 Louisville and Nashville Railroad and on the Virginia and Southwestern Rail¬ 
 way. The circumstances and conditions are practically as at Appalachia. 
 
 Calera, Ala. —Located on the South and North Alabama division of the 
 Louisville and Nashville Railroad, 33 miles south of Birmingham, at the cross¬ 
 ing of the Southern Railway’s line from Rome through Anniston to Selma. 
 The rates to this point from the West are less than to intermediate points 
 to the extent that the combination of tariff rates to and from Anniston, 
 Talladega, Montgomery, Birmingham, etc., results in less through rates than 
 they would otherwise be on this company’s local scale; and to the extent 
 that the competition of the Southern Railway from South Atlantic ports, 
 eastern cities, and West, necessitates the application of such “ competitive ” 
 figures. 
 
 Central City, Ky. —Located on the Owensboro and Nashville division of the 
 Louisville and Nashville Railroad, at the crossing of the Louisville division 
 of the Illinois Central Railroad. The competition between these two roads and 
 the fact that in some instances the application of one road’s local scale makes 
 lesser figures than the application of the other’s local scale has resulted in 
 lower figures from certain points to Central City than in effect to intermediate 
 local stations. 
 
 Cumberland City, Tenn. —Located on the Memphis line of the Louisville and 
 Nashville Railroad and on the Cumberland River. The town is served by boats 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 325 
 
 operating on the Cumberland River, whose plane of rates is comparatively low. 
 It has been found necessary, therefore, for this company to accept to and from 
 Cumberland City approximately the same rates as we accept to and from Clarks¬ 
 ville, in order to meet the boat competition. Clarksville is also a river point. 
 
 Decatur and New Decatur, Ala. —Located at the junction of the Nashville and 
 Decatur and the South and North Alabama divisions of the Louisville and Nash¬ 
 ville Railroad, and on the line of the Southern Railway between Memphis and 
 Chattanooga, and at the crossing of both lines of the Tennessee River. The 
 competition existing between the three controlling interests has resulted in 
 lesser rates from practically all points than to intermediate local stations. 
 
 Elizabethtown , Ky. —Located on the main line of the Louisville and Nashville 
 Railroad and on the Hodgensville branch of the Illinois Central Railroad. The 
 conditions surrounding traffic to and from Elizabethtown are substantially 
 similar to those described above as in connection with Central City traffic, and 
 have necessitated lower rates from certain points than in effect to intermediate 
 local stations. 
 
 Florence, Sheffield, and Tuscumbia, Ala. —Located at the southern end of this 
 company's Nashville, Florence, and Sheffield division, and also on the Memphis 
 division of the Southern Railway, and on the Tennessee River. Competition 
 between these three factors has resulted in less rates to each of them than to 
 intermediate local stations. 
 
 Gracey, Ky. —One of the termini of the Clarksville and Princeton division of 
 the Louisville and Nashville Railroad and on the Henderson division of the 
 Illinois Central Railroad. The conditions surrounding the traffic to and from 
 Gracey and certain points are the same as described above as in connection with 
 Central City business. 
 
 Gulfport, Miss. —Located on the New Orleans and Mobile division of the 
 Louisville and Nashville Railroad and at the southern terminus of the Gulf 
 and Ship Island Railroad, which extends thence to Jackson, Miss., where it 
 connects with the Illinois Central Railroad for points north and west. It is also 
 located on the Gulf of Mexico and is reached by steamers plying between points 
 on the Gulf coast, and is affected particularly by sailing vessel competition. 
 The Illinois Central and the Gulf and Ship Island roads found it necessary to 
 establish New Orleans rates from all northern and western points to Gulfport. 
 This company lately met the competition thus established, and, owing to the 
 competition of markets of supply, relative rates have been established from 
 points not reached by the Illinois Central and Gulf and Ship Island roads. The 
 competition therefore at Gulfport, not being found potential at intermediate 
 local stations, results in higher rates from the various markets to the latter. 
 
 Hopkinsville, Ky. —Located on the Henderson division of the Louisville and 
 Nashville Railroad and on the Henderson division of the Illinois Central Rail¬ 
 road. In addition it is the western terminus of the Tennessee Central Rail¬ 
 way, extending from Harriman, Tenn., through Nashville. The competition 
 existing between these three roads, and the fact that from certain points the 
 applicaion of one road’s local scale has resulted in lesser rates than under the 
 application of another line’s, has brought about lower rates from the same 
 shipping points than in effect to immediate local stations. 
 
 Humbolt , Tenn .—Located on the Memphis line of the Louisville and Nashville 
 Railroad, at the crossing of the main line of the Mobile and Ohio Railroad, 
 extending from St. Louis through Cairo. The competition existing between 
 these two roads, together with the fact that the application of one road’s local 
 scale makes less rates, in some instances, than the application of the other’s, 
 has resulted in lower rates from certain points to Humboldt than in effect to 
 intermediate local stations. 
 
 Ironaton, Ala. —Located on the Alabama Mineral division of the Louisville 
 and Nashville Railroad. There is a large pig-iron furnace at this point, and 
 the rate adjustment necessary for the establishment and maintenance of this 
 industry has resulted in lower rates thereto, in a number of instances, than in 
 effect to intermediate local stations. 
 
 Jellico, Tenn. —Located on the Knoxville division of the Louisville and 
 Nashville Railroad and on the Iv. and O. division of the Southern Railway run¬ 
 ning form Jellico to Knoxville. Waldens Ridge branch of the Southern Rail¬ 
 way, extending from Harriman, where it connects with the Cincinnati, New 
 Orleans and Texas Pacific Railway, forms a competitive through route from 
 the west, with such line through Knoxville forming one from the east. Com¬ 
 petition hereat is relatively very active, as between the eastern and western 
 
326 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 markets, and has resulted in rates from many of our shipping points being 
 less thereto than to intermediate local stations. 
 
 Junction City, Ky .—Located on the Knoxville branch of the Louisville and 
 Nashville Railroad and on the main line of the Cincinnati, New Orleans and 
 Texas Pacific Railway, 121 miles south of Cincinnati and 39 miles south of 
 Lexington. The distances via this company’s rails are: From Cincinnati, 
 162 miles; from Lexington, 131 miles. This company has found it necessary, 
 from Cincinnati and Lexington, to meet the rates of the short line, and to put 
 competitive markets, such as Louisville, St. Louis, etc., in line on proper relative 
 basis. This results in the application of lower rates, in many instances, to 
 Junction City than in effect to intermediate local stations. 
 
 Marietta, Ga. —Located on the Atlanta division of the Louisville and Nashville 
 Railroad and on the main line of the Western and Atlantic Railroad, 20 miles 
 north of Atlanta. The rates to this point from the west are less than to inter¬ 
 mediate local stations, to the extent that the combination of published tariff 
 rates to and from Atlanta or to and from Chattanooga has resulted in less 
 rates than would be obtained under the application of this company’s local 
 scale. 
 
 Maysville, Ky. —Northeastern terminus of the Maysville branch of the Louis¬ 
 ville and Nashville Railroad, and is on the main line of the Chesapeake and 
 Ohio Railway, 64 miles east of Cincinnati. It is also on the Ohio River, and 
 thus has the advantage of boat transportation to and from the various Ohio 
 River points. The competition thus existing has resulted in less rates from 
 certain points thereto than in effect to intermediate local stations. 
 
 McKenzie, Tenn .—Located on the Memphis line of the Louisville and Nash¬ 
 ville Railroad, 113 miles northeast of Memphis, and on the northwestern divi¬ 
 sion of the Nashville, Chattanooga and St. Louis Railway, extending from 
 Hickman to Nashville. The latter line connects at Martin, Tenn., with the 
 Illinois Central and at Union City with the Mobile and Ohio Railroad, handling 
 traffic to and from all points north and west. The competition thus existing 
 between the roads, together with the fact that the application of one road’s 
 local scale makes less rates in some instances than the application of another 
 road’s local scale, has resulted in less rates from certain points to McKenzie 
 than in effect to intermediate local stations. 
 
 Middlesboro and Cumberland Gay, Tenn .—Located on this company’s Cum¬ 
 berland Valley division and on the Middlesboro branch of the Southern Rail¬ 
 way, extending from Knoxville. The competitive conditions existing at both 
 points are almost precisely like those existing at Jellico, as described above. 
 
 Midway, Ky. —Located on the Lexington branch of the Louisville and Nash¬ 
 ville Railroad and on the Georgetown branch of the Southern Railway in 
 Kentucky. The competition of these two roads, together with the fact that 
 the application of one road’s local scale makes less rates in some instances than 
 the application of the other’s local scale, has resulted in lower rates from cer¬ 
 tain points to Midway than to intermediate local stations. 
 
 Milan, Tenn. —Located on the Memphis line of the Louisville and Nashville 
 Railroad, 93 miles northeast of Memphis, and on the main line of the 
 Illinois Central Railroad, extending from Cairo south through Milan to New 
 Orleans. The conditions described as obtaining at Humboldt, Tenn., apply in 
 practically the same measure at this point. 
 
 ' 'Norton, Va .—The eastern terminus of the Cumberland Valley division of the 
 Louisville and Nashville Railroad and western terminus of the Clinch Valley 
 division of the Norfolk and Western Railway. The rates from the west to 
 this point are less than to intermediate local stations on this company’s line 
 to the extent that the combination of rates to and from Lynchburg and Roa¬ 
 noke, Va., etc., results in lower rates than would obtain under application of the 
 local scale of this company, and to the extent that the competition of the 
 Norfolk and Western Railway, from Cincinnati and other Ohio points and 
 from the east, necessitates the application of lower rates to Norton than to 
 intermediate points. 
 
 Nortonville, Ky. —Located on the Henderson division of the Louisville and 
 Nashville Railroad and on the Louisville division of the Illinois Central Rail¬ 
 road, between Louisville and Paducah. The conditions as described in connec¬ 
 tion with Central City traffic apply also as to Nortonville traffic. 
 
 Paris, Tenn .—Located on the Memphis line of the Louisville and Nashville 
 Railroad, 130 miles northeast of Memphis, and on the Memphis and Paducah 
 division of the Nashville, Chattanooga and St. Louis Railway. The conditions 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 827 
 
 •described as obtaining at McKenzie, Tenn., apply practically the same at Paris 
 as well. 
 
 Prattville, Ala. —Located on the Prattville branch of the Louisville and Nash¬ 
 ville Railroad, about 18 miles northwest of Montgomery, Ala., and on the Mont¬ 
 gomery division of the Mobile and Ohio Railroad. The competition thus result¬ 
 ing necessitates the application of lower rates than would otherwise be the case, 
 and consequently, in a number of instances, intermediate local rates are higher. 
 
 River Junction, Fla. —Is the terminus of the Pensacola and Atlantic division 
 of the Louisville and Nashville Railroad, where it connects with the Atlantic 
 Coast Line and the Seaboard Air Line. The point is nearly equidistant between 
 Pensacola on the west and Jacksonville on the east. It is also located on the 
 Chattahoochee River, and is reached by boats plying between points on the 
 Chattahoochee and Apalachicola rivers. Competition between markets and 
 boat competition has resulted in less rates, in many instances, than to inter¬ 
 mediate local stations. 
 
 Shelby, Ala. —Located on the Alabama Mineral division of the Louisville and 
 Nashville Railroad, extending from Calera to Attalla, Ala. There are large pig- 
 iron furnaces at this point, and the rate adjustment necessary for the establish¬ 
 ment and maintenance of these industries has resulted in the application of 
 lower rates in some instances than in effect to intermediate local stations. 
 
 Shelby City, Ky. —Located on this company’s Knoxville branch, 1 mile east 
 of Junction City, whose competitive conditions, as described above, also govern 
 the adjustment of rates to Shelby City, owing to the existence of wagon trans¬ 
 fer lines between the two points. 
 
 Shelbyville, Ky. —Located on the Shelby branch of the Louisville and Nash¬ 
 ville Railroad and on the main line of the Southern Railway in Kentucky. 
 The competition between these two roads, together with the fact that the appli¬ 
 cation of one road’s local scale makes less rates than the application of the other 
 road’s local scale, has resulted in less rates from certain points to Shelbyville 
 than in effect to intermediate local stations. 
 
 South Calera, Ala. —Is practically the same town as Calera, Ala., and takes 
 the same rates. 
 
 Walton, Ky. —Located on the Cincinnati division of the Louisville and Nash¬ 
 ville Railroad and on the main line of the Cincinnati, New Orleans and Texas 
 Pacific Railway, between Cincinnati and Lexington. The conditions governing 
 here are practically the same as described in the case of Shelbyville. 
 
 Wellington, Ala. —Located on the Alabama Mineral division of the Louisville 
 and Nashville Railroad and on the Birmingham division of the Seaboard Air 
 Line Railway. The rates to this point from the west are less than to inter¬ 
 mediate local stations to the extent that the combination of tariff rates to and 
 from Atlanta, Birmingham, Gadsden, Anniston, etc., results in less rates than 
 would govern under this company’s local scale, and to the extent that the com¬ 
 petition of the Seaboard Air Line from South Atlantic ports, eastern cities, etc., 
 necessitates the application of lower rates to Wellington than to intermediate 
 local stations. 
 
 Wetumpka, Ala. —Located on the Wetumpka branch of the Louisville and 
 Nashville Railroad, about 18 miles northeast of Montgomery, Ala.; also located 
 on the Alabama River, and the competition of boats on the said river and of wagon 
 lines between Montgomery and Wetumpka has resulted in the application of 
 through rates from the west sightly higher than the rates in effect in Mont¬ 
 gomery. ' 
 
 Worthville. Ky. —Located on the Cincinnati division of the Louisville and 
 Nashville Railroad, between Cincinnati and Louisville, at the road’s crossing of 
 the Kentucky River. Through boats ply between Louisville and Worthville and 
 points beyond, and business from Cincinnati via boat is transshipped at Carroll¬ 
 ton, Ky., and in order to meet this competition it has been found necessary to 
 accept materially less rates between Louisville and Cincinnati, on the one hand, 
 and Worthville. on the other, than in effect to intermediate local stations. 
 
 There are quite a number of points located in the immediate vicinity of Bir¬ 
 mingham (or in what is known as the “ Birmingham district ”), at which points 
 there are pig-iron furnaces and other iron and steel industries, and it has been 
 found necessary, to establish and maintain such industries, to adopt rates to 
 and from these points and various other places on the Louisville and Nashville’s 
 rails on the same basis, or a slightly higher basis, than in effect to Birmingham. 
 These points are also, in most instances, reached by the rails of other lines. 
 They are Bessemer, Blocton, Blocton Junction, Boyles, Ensley, Gate City, Gras- 
 
328 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 selli, Gurnee, North Birmingham, Owetah, Oxmoor, Pratt City, Ruffner, Truss- 
 ville, Woodlawn, and Woodward, Ala. 
 
 The following points, located on the St Louis division of the Louisville and 
 Nashville Railroad between Evansville, Ind., and East St. Louis, Ill., are junc¬ 
 tion poihts with the various northern roads, which roads operate rates gov¬ 
 erned by the “ Official ” classification, while the rates of the Louisville and 
 Nashville Railroad are subject to the “ Southern freight ” classification with 
 Louisville and Nashville local exceptions thereto, viz: Ashley, Carmi, Cypress 
 Junction, Eldorado, Enfield, Mount Vernon, Ill.; Mount Vernon, Ind., Nashville 
 and Shawneetown, Ill. At these points this company has found it necessary to 
 meet the rates operated by the northern lines from such cities as Cincinnati, 
 Louisville, East St. Louis, etc., thus resulting in the application of less rates 
 to these junction points than in effect to intermediate local stations. 
 
 Shawneetown, Ill., was mentioned in the petition of April 5, 1887, because it 
 is a point located on the Ohio River and is affected by boat competition. The 
 same is true of Mount Vernon, Ind., from which we have found it necessary to 
 establish Evansville rates to the south. 
 
 I referred to, in the description of conditions at many of these junctions, 
 “competition between railroads.” To make this clear, I beg to illustrate: 
 Humboldt, Tenn., the junction of the Memphis line of the Louisville and Nash¬ 
 ville Railroad and the main line of the Mobile and Ohio Railroad, has lower 
 rates from St. Louis than would apply under the local scale of the Louisville 
 and Nashville via its long haul; in other words, the primary basis of the rates 
 from St. Louis is the local tariff of the Mobile and Ohio Railroad. The Louis¬ 
 ville and Nashville Railroad contends that Louisville should have no higher 
 rates than St. Louis. To apply this basis logically the resultant figures from 
 both points are the lower of either the Louisville and Nashville’s rates from 
 Louisville or the Mobile and Ohio’s rates from St. Louis. Cincinnati, Evans¬ 
 ville, etc., are kept in line with St. Louis and Louisville on a competitive basis. 
 Again, at Jellieo, Tenn., the Louisville and Nashville Railroad is anxious to do^ 
 business from Cincinnati, Louisville, St. Louis, etc. The Southern Railway, on 
 the other hand, is unwilling to see the shippers at New York, Richmond, Lynch¬ 
 burg, etc., kept out of the markets, and between these two competitive forces 
 fair relative rates are established. In the case of stations intermediate to 
 Humboldt our rates from St. Louis are established, as compared with Louis¬ 
 ville, on a fair basis, considering our long haul through Evansville. In the case 
 of our local stations intermediate to Jellieo the eastern markets have not the 
 advantage over Louisville and Cincinnati that they have in the case of JellicO' 
 proper; hence the competition we find thereat is not so potential as at the 
 junction points. 
 
 Inclosed herewith is a statement marked “A,” which is a list of the common 
 and junction points on the Louisville and Nashville Railroad between whictr 
 rates are less than to and from intermediate local stations. You understand 
 that the junction rates are not invariably less, as we always try to observe 
 the local scale as maximum to the junctions. 
 
 Also herewith is a statement marked “ B,” which gives a list of the common 
 and junction points in the territory south of the Ohio and Potomac rivers and 
 east of the Mississippi river between which the rates are less than the rates 
 to and from intermediate local stations. 
 
 So far as the points not located on the rails of the Louisville and Nashville 
 Railroad are concerned, I have not given you any detailed information, because 
 this, I believe, you will secure direct from other lines, and there is no use of 
 any duplication. 
 
 Statements A and B both show the roads and rivers or other navigable bodies 
 of water on which the cities and towns named therein are located. 
 
 II. 
 
 You also request the rates now in effect between the points referred to in the 
 correspondence, showing what changes have been made since 1887, together with 
 dates on which said changes occurred and the reasons for which such changes 
 were made. As stated to you in the preface of this letter, it has not been 
 found practicable to compile within the limited time allowed a statement show¬ 
 ing the changes in all of the rates to and from all of the points outlined in the 
 correspondence which you inclosed; but we have compiled, and you will find 
 attached, a statement marked “ C,” showing the changes in rates on classes 1 to 
 F, inclusive, from Cincinnati, Louisville, St. Louis, and New Orleans to Anniston. 
 Ala., Atlanta, Ga., Birmingham, Ala., Chattanooga, Tenn., Decatur, Ala., Flor- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 329 > 
 
 ence, Ala., Gadsden, Ala., Knoxville, Tenn., Macon, Ga., Memphis, Tenn., Mo¬ 
 bile, Ala., Montgomery, Ala., Nashville, Tenn., New Orleans, La., Pensacola, 
 Fla., and Savannah, Ga., during the period October 1, 1887, to October 1, 
 1905, showing the dates of the various changes. These are representative 
 points and, generally speaking, the raising and lowering of the rates thereto 
 have affected the surrounding territories to the same extent. The first six 
 classes represent the rates under which the general merchandise moved, class B 
 the packing-house product rates, and classes C, D, and F the rates on grain, 
 grain products, and hay. 
 
 A separate statement, marked* “ D,” has been prepared showing a comparison 
 of the rates in effect on October 1, 1905, with those in effect on October 1, 1887, 
 from Louisville, Ivy., to New Orleans, La., and from Louisville, Ivy., to Atlanta, 
 Ga. The latter statement will show you the decided reductions that have been 
 made in certain commodities. You understand'that in 1887 many of the articles 
 now having “ commodity ” rates were handled under class rates. It is because 
 of these numerous commodity additions (brought about by reason of the ne¬ 
 cessity for having comparatively low rates on raw materials and goods for 
 manufacture, and competition existing from the East) that a detailed statement 
 will be so long in compiling. However, a history has been prepared of the rates 
 and changes in the rates on the classes from Louisville to Atlanta during the 
 period covered by statement C, which we think will give you a fair idea of the 
 conditions and reasons governing the various changes made in the southern 
 rate adjustment during that period—this coupled with the advice just given as 
 to the commodity figures. Such information will show that, while, the rates 
 from the various Ohio and Mississippi River crossings have fluctuated more or 
 less, the general trend of them has been downward, the tendency being uni¬ 
 formly toward reductions. The comparison between the present class and com¬ 
 modity rates to Atlanta as per statement D, shows that the existing figures on 
 classes are approximately 8.1 per cent less than those in effect in 1887, that the 
 present rates on commodities are approximately 40.S per cent less than those 
 in effect in 1887, and that all the rates on both classes and commodities are ap¬ 
 proximately 39.2 per cent less. 
 
 The comparison between the rates on classes and commodities between Louis¬ 
 ville and New Orleans with those in effect on October 1, 1887, shows that the 
 former, so far as classes are concerned, are approximately the same, but that the 
 present rates on the commodities are approximately 26.8 per cent lower than 
 those governing in 1887. I should say that about 90 per cent of the business 
 from the West to New Orleans is handled under the commodity figures. 
 
 The history of the rates from Louisville to Atlanta during the period October 
 1, 1887, to date is as follows: 
 
 (a) On date named they were : 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 tor 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 31 
 
 27 
 
 48 
 
 53 
 
 54 
 
 (&) The first change, effective June 16, 1888, was a reduction of 10 cents per 
 hundred pounds on classes C and D and 20 cents per barrel on class F (which 
 three classes embrace grain and grain products) ; effective July 16, 1888, reduc¬ 
 tion of 6 cents per hundred pounds was also made on class B (which includes 
 meats and other packinghouse products). The open reductions by this com¬ 
 pany were made because of irregularities in connection with the movement via 
 other lines. Evidences of proper maintenance of tariffs having been shown, the 
 rates were restored, effective August 1, 1888, to those in effect immediately 
 prior to the reductions. 
 
 (c) Effective September 17, 1889, in order to compete from the West on a 
 relative basis with the reduced rates established by the Richmond and Danville 
 Railroad and other carriers operating from Baltimore and other eastern cities, 
 this company established the following reduced rates from Louisville, with the 
 rates from other Ohio and Mississippi River crossings in line: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 E. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 45 
 
330 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 These rates remained in effect until October 16, 1889, when they were restored 
 to the former figures, the differences between the eastern lines which had led to 
 the reductions from the East having been reconciled. 
 
 ( d ) Effective September 1, 1891, the following reductions were made in the 
 rates from Louisville to Atlanta: 
 
 B. 
 
 C. 
 
 D. 
 
 F. 
 
 1 
 
 3 
 
 3 
 
 6 
 
 Corresponding reductions were made at the same time from all Ohio and 
 Mississippi River crossings to Atlanta, Columbus, and Macon, Ga., and Eufaula, 
 Ala. This reduction was caused by agitation on the part of Columbus mer¬ 
 chants, who claimed that the rates from the West to Columbus were unrea¬ 
 sonably high as compared with those from the same points to Montgomery. 
 There was also some complaint on the part of the Atlanta merchants with 
 regard to the rates from the West thereto versus rates from the West to Annis¬ 
 ton, Ala., etc. In order to satisfy these complaints reductions referred to above 
 were made. In September, 1892, an effort was made to advance these rates 3 
 cents per hundred pounds, and such advanced rates were actually published, 
 effective September 5, but before they could become effective it was found 
 to be impracticable to make the change and the former figures were restored. 
 
 (e) Effective March 6, 1894, on account of certain lines having cut the pub¬ 
 lished rates on grain from the West to the Southeast, the rates on classes C, D, 
 and F from all the Ohio and Mississippi river crossings to all southeastern 
 points, including Atlanta, Ga., were reduced 7 cents per hundred pounds, or 14 
 cents per barrel, and effective March 13, 1894, a still further reduction of 3 cents 
 per hundred pounds was made, the normal figures being restored April 2, 1894. 
 
 ( f ) Owing to reductions made by the Clyde Line in May, 1894, from New 
 York to Charleston, S. C., and to southeastern points on basis of Charleston 
 combination, other lines handling business from the East to the Southeast first 
 met the Clyde Line’s reductions, and later made further reductions in the rates 
 from the East to the South and Southeast. These reduced rates were approxi¬ 
 mately only 35 per cent of the rates formerly in effect, and were adopted for the 
 purpose of doing away with the demoralization existing and the secret cuts 
 which were supposed to be used in connection with the rates from the East to the 
 South. The reduced rates from the East became effective June 2, 1894, and in 
 order to put the western markets and lines on a parity with the eastern markets 
 and lines a reduction of approximately 60 per cent less than the rates formerly 
 in effect was made in the rates from the West to the Southeast, effective June 9, 
 1894. The reduced rates from Louisville to Atlanta were as follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 The reduction from the West was limited to the numbered classes and to class 
 A, and did not apply on classes B, C, D, E, H, and F, nor on hay, straw, flax¬ 
 seed meal, less carloads, nor on beer, cerealine, and whisky. The reduced rates 
 remained in effect until August 1, 1894, w r hen rates from the East and from the 
 West to the Southeast were restored to the normal basis, satisfactory assurances 
 having been given that the irregular practices which had caused the reductions 
 would be discontinued. 
 
 ( g) Effective May 7, 1895, the rate on class B from the West to the South¬ 
 east was reduced 5 cents per hundred pounds, which made the Louisville to 
 Atlanta rate 30 cents. Evidence had been obtained by this company indicating 
 that there had been surreptitious reductions of from 4 to 8 cents per hundred 
 pounds. This figure remained in effect until June 12, 1895, the causes leading 
 to the reduction having been removed. 
 
 (h) In May, 1895, it having been found that this company’s competitors were 
 apparently not maintaining published proportions on grain and grain products, 
 the Louisville and Nashville reduced its tariff rates 5 cents pev hundred pounds 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 331 
 
 on classes C, D, and F to the principal points in the Southeast. The initial 
 action, however, was taken by the lines from Cairo and Memphis. The change 
 was made effective June 1, IS95, and made the rates from Louisville to Atlanta: 
 
 c. 
 
 D. 
 
 F. 
 
 | 
 
 23 
 
 19 
 
 38 
 
 It having been determined that the irregular practices which led to the reduc¬ 
 tions would be discontinued, the rates were restored to normal basis, effective 
 September 16, 1895. 
 
 (i) Effective June 16, 1896, the rates on all classes (with the exception of 
 classes C, D, and F) from Louisville to Atlanta were reduced to the following 
 figures: 
 
 i 
 
 1. | 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 E. 
 
 H. 
 
 87 i 77 
 
 1 
 
 59 
 
 45 
 
 37 
 
 35 
 
 23 
 
 34 
 
 41 
 
 46 
 
 The amounts of the reductions were: 26, 15, 22. 23, 19, 11, 5, 1, 7, 7. 
 
 The rates from all Ohio and Mississippi River crossings to other southeastern 
 common and basing points were similarly affected. The change was caused by 
 demoralization in the rates from eastern cities to Atlanta, Athens, and Augusta, 
 and other points, resulting from a misunderstanding between the Seaboard Air 
 Line and the Southern Railway and other lines operating from the east 
 through Norfolk to points in the southeast. The rates from Baltimore and 
 Norfolk to Atlanta and to points between Norfolk and Atlanta were originally 
 reduced by the Seaboard Air Line, the reduced rates made by that company 
 being about 30 per cent less than the rates previously in effect. The western 
 lines, that is, the lines operating from Louisville, Cincinnati, and other Ohio 
 River crossings to the southeast, only met the reductions from the east to the 
 exent that the combination of the published rates to Virginia cities, plus the 
 reduced rates of the Seaboard Air Line from Virginia cities, resulted in less 
 rates to Atlanta than those formerly in effect. The reductions made by the Sea¬ 
 board Air Line were so serious and far-reaching in their effect that resort was 
 had to the courts to prevent the former from continuing to operate such reduced 
 rates, and the United States circuit court of Atlanta, Ga., finally issued a manda¬ 
 tory order compelling that line and its competitors to restore the rates to the 
 basis in effect prior to the reduction, on the ground that the reduced rates were 
 a violation of section 3 of the interstate-commerce law. which prohibits unjust 
 discrimination in favor of one locality against another. Said discrimination 
 arose from the fact that the Seaboard Air Line was only able to reduce the rates 
 to points located on its own rails and was not able to make a corresponding 
 reduction to such other competing points as Chattanooga, Knoxville, Macon, 
 Montgomery, etc. The rates from the east to Atlanta and other points, which 
 had been reduced, were accordingly restored, effective September 28, 1896; and, 
 in line therewith, the rates from the west were restored, effective November 
 1, 1896. 
 
 ( j ) Effective October 16, 1897, the rates on classes B, C, D, and F, in less 
 than carload quantities only, from all Ohio and Mississippi River crossings to 
 all southeastern points, including Atlanta, Ga., were advanced 4 cents per hun¬ 
 dred pounds, or 8 cents per barrel, resulting in differentials of 4 cents per 100 
 pounds, or 8 cents per barrel, between the carload and less carload rates. This 
 adjustment, however, was not found satisfactory to all interests, and, effective 
 February 10, 1898, the rates were restored to the former basis, making the car¬ 
 load and less carload rates on an equal plane. 
 
 ( k) Irregularities having been developed in connection with the rates on grain 
 from the West to the Southeast as in favor of certain shippers located on the 
 Missouri River at St. Louis, the Louisville and Nashville Railroad gave notice 
 to all concerned that, effective February 28, 1900, the rates on classes C, D, and 
 F from all Ohio and Mississippi River crossings to all southeastern points would 
 be reduced 3 cents per hundred pounds, and tariffs were accordingly issued. 
 
332 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 These rates remained in effect until April 18, 1900, when they were restored to- 
 normal basis. 
 
 ( l ) Effective March 1, 1901, the Louisville and Nashville Railroad reduced 
 the rates on class B (meats and packing-house products) from all Ohio and 
 Mississippi River crossings to all southeastern points, including Atlanta, Ga., 
 10 cents per hundred pounds. This reduction was caused by the fact that it 
 was thought the published rates were not being maintained by some of the com¬ 
 petitors, resulting in this company being deprived of any participation in the 
 large volume of traffic moving into the Southeast. The reduced rates remained 
 in effect until April 22, 1901, when they were restored to normal basis, the 
 Louisville and Nashville having been convinced that conditions had been altered. 
 
 (m) Effective February 1, 1905, material reductions were made in the rates 
 from the east and from the west to Atlanta, Ga., and various other southeastern 
 points. The reduced rates from Louisville to Atlanta, as compared with the 
 rates previously in effect, were as follows. 
 
 Rates previously in effect: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 28 
 
 24 
 
 48 
 
 53 
 
 48 
 
 Reduced rates were as follows: 98, 87, 78, 63, 52, 41, 28, 33, 26, 22, 48, 45, 44. 
 
 Amount of reductions: 9, 5, 3, 5, 4, 5, 0, 2, 2, 2, 0, 8, 4. 
 
 There were also material reductions in a number of the commodity rates, and 
 the general result has been, in dollars and cents, a very important matter. For 
 some time considerable dissatisfaction had prevailed among the merchants and 
 shippers in Atlanta with regard to the adjustment of rates from the west thereto- 
 as compared with the rates from the same markets to Birmingham and Mont¬ 
 gomery. The changes were made after several conferences between the Atlanta 
 merchants and the traffic representatives of the various roads entering that 
 point. The result has not been very happy, for, corresponding reductions being 
 made to a majority of the other southeastern points, Atlanta has been left in 
 very much the same position as she was prior to February 1; furthermore, the 
 Montgomery and Selma, Ala., merchants have complained. 
 
 ( n ) Effective May 1, 1905, an advance of approximately 3 cents per hun¬ 
 dred pounds was made on class H (which covers whisky in wood) from the 
 various Ohio and Mississippi River crossings to Atlanta and other southeastern 
 points. This advance made the net reduction from the tariff in effect in Janu¬ 
 ary, 1905, 5 cents. The change was made because of the low plane of all the 
 rates and to line them up properly as against each other and to avoid a threat¬ 
 ened reduction in the intrastate rates between points in Georgia. 
 
 I am very sorry that I have been unable to give you as complete information 
 as perhaps you desire. If you will kindly write me further notice, stating that 
 it will be agreeable to send such information—say, within the next five or six 
 weeks—we will have a force of men put to work on it immediately. 
 
 Yours, truly, 
 
 A. R. Smith, Third Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
DIGEST OE HEARINGS ON RAILWAY RATES 
 
 333 
 
 The statements referred to in the foregoing are as follows: 
 
 Statement A .—List of common and junction points on the Louisville and Nashville Bail- 
 road between which the rates are less than the rates to and from intermediate local 
 stations. 
 
 Location. 
 
 Name of point. 
 
 Alabama City, Ala 
 
 Andalusia, Ala 
 
 Anniston, Ala. 
 
 Appalachia, Va.... 
 
 Ashley, Ill. 
 
 Atlanta, Ga. 
 
 Attalla, Ala. 
 
 Belleville, Ill. 
 
 Bessemer, Ala.... 
 Big Stone Gap, Ya 
 Birmingham, Ala. 
 
 Blocton, Ala. 
 
 Blocton Junction, Ala 
 
 Bowling Green, Ky... 
 Boyles, Ala. 
 
 Calera, Ala. 
 
 Carmi, Ill. 
 
 Central City, Ky. 
 
 Cincinnati, Ohio. 
 
 Clarksville, Tenn. 
 
 Columbiana, Ala. 
 
 Covington, Ky. 
 
 Cumberland City, Tenn 
 Cumberland Gap, Tenn 
 Cypress Junction, Ill... 
 
 Decatur, Ala. 
 
 East St. Louis, Ill. 
 
 Eldorado, Ill. 
 
 Elizabethtown, Ky 
 Enfield, Ill. 
 
 Ensley, Ala. 
 
 Evansville, Ind.... 
 
 Florence, Ala 
 Frankfort, Ky 
 
 Gadsden, Ala. 
 
 Railroads. 
 
 Alabama Great Southern; Louisville and Nash¬ 
 ville; Southern. 
 
 Central of Georgia; Louisville and Nashville... 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Virginia and South¬ 
 western. 
 
 Illinois Central; Louisville and Nashville. 
 
 Atlanta and West Point; Central of Georgia; 
 Georgia; Louisville and Nashville; Seaboard 
 Air Line; Southern; Western and Atlantic. 
 Alabama Great Southern; Louisville and Nash¬ 
 ville; Nashville, Chattanooga and St. Louis; 
 Southern. 
 
 Illinois Central; Louisville and Nashville; 
 Southern. 
 
 Alabama Great Southern; Louisville and Nash¬ 
 ville; St. Louis and San Francisco; Southern. 
 Louisville and Nashville; Virginia and South¬ 
 western. 
 
 Alabama Great Southern; Central of Georgia; 
 Louisville and Nashville; St. Louis and San 
 Francisco; Seaboard Air Line; Southern. 
 Alabama Great Southern; Birmingham south¬ 
 ern; Louisville and Nashville; Mobile and 
 Ohio; Southern. 
 
 Alabama Great Southern; Birmingham South¬ 
 ern; Louisville and Nashville. 
 
 Louisville and Nashville. 
 
 Louisville and Nashville (in Birmingham 
 group). 
 
 Louisville and Nashville; Southern. 
 
 Cleveland, Cincinnati, Chicago and St. Louis; 
 Louisville and Nashville. 
 
 Illinois Central; Louisville and Nashville. 
 
 Baltimore and Ohio Southwestern; Chesapeake 
 and Ohio; Chicago, Cincinnati and Louisville; 
 Cincinnati and Muskingum Valley; C. W.; 
 Cincinnati, Georgetown and Portsmouth; 
 Cincinnati, Hamilton and Dayton; Cincin¬ 
 nati, Lebanon and Northern: Cincinnati 
 Northern; Cleveland, Cincinnati, Chicago 
 and St. Louis; Cincinnati, New Orleans and 
 Texas Pacific; Erie; Louisville and Nashville; 
 Norfolk and Western; Pittsburg, Cincinnati, 
 Chicago and St. Louis. 
 
 Louisville and Nashville; Tennessee Central... 
 
 Louisville and Nashville; Southern. 
 
 Chesapeake and Ohio; Louisville and Nashville. 
 
 Louisville and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Baltimore and Ohio Southwestern; Louisville 
 and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Baltimore and Ohio Southwestern; Burlington 
 Route; Chicago and Alton; Chicago and 
 Eastern Illinois; Cleveland, Cincinnati, 
 Chicago and St. Louis; Illinois Central; Louis¬ 
 ville and Nashville; Mobile and Ohio; St. 
 Louis, Iron Mountain and Southern; St. Louis 
 Southwestern; St. L., T. and E.; Southern; 
 Toledo, St. Louis and Western; Wabash. 
 Cleveland, Cincinnati, Chicago and St. Louis; 
 Illinois Central; Louisville and Nashville. 
 
 Illinois Central; Louisville and Nashville. 
 
 Baltimore and Ohio Southwestern; Louisville 
 and Nashville. 
 
 Alabama Great Southern; Louisville and Nash¬ 
 ville; St. Lonisand San Francisco; Southern. 
 Evansville and Terre Haute; Evansville and 
 Indianapolis; Illinois Central: Louisville and 
 Nashville; Louisville, Henderson and St. 
 Louis; Southern. 
 
 Louisville and Nashville; Southern. 
 
 Frankfort and Cincinnati; LouisviLle and 
 Nashville. 
 
 Alabama Great Southern; Central of Georgia; 
 Louisville and Nashville; Southern. 
 
 Rivers. 
 
 Barren River. 
 
 Ohio River. 
 
 Cumberland River. 
 
 Ohio River. 
 Cumberland River. 
 
 Tennessee River. 
 Mississippi River. 
 
 Ohio River. 
 
 Tennessee River. 
 Kentucky River 
 
 Coosa River. 
 
334 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement A. — List of common and junction points on the Louisville and Nashville Rail¬ 
 road between which the rates are less than the rates to and from intermediate local 
 stations —Continued. 
 
 Location. 
 
 Name of point. 
 
 Railroads. 
 
 Gate City, Ala 
 
 Gracey, Ky. 
 
 Grasselli, Ala. 
 
 Gulfport, Miss 
 
 Gurnee, Ala. 
 
 Henderson, Ky... 
 
 Hopkinsville, Ky. 
 
 Humboldt, Tenn . 
 
 Ironaton, Ala. 
 
 Jellico, Tenn. 
 
 Jenifer, Ala. 
 
 Junction City, Ky 
 
 Knoxville, Tenn . 
 Lexington, Ky ... 
 
 Louisville, Ky 
 
 Marietta, Ga_ 
 
 Maysville, Ky.. 
 McKenzie, Tenn 
 
 Memphis, Tenn. 
 
 Middlesboro, Ky . 
 Midway, Ky. 
 
 Milan, Tenn. 
 
 Mobile, Ala. 
 
 Montgomery, Ala. 
 Mount Vernon, Ill 
 
 Mount Vernon, Ind 
 
 Munford, Ala.:. 
 
 Nashville, Ill. 
 
 Nashville, Tenn 
 
 New Decatur, Ala.. 
 New Orleans, La ... 
 
 Newport, Ky. 
 
 North Birmingham, Ala. 
 
 Norton, Va. 
 
 Nortonville, Ky. 
 
 Owensboro, Ky. 
 
 Owetah, Ala. 
 
 Oxmoor, Ala. 
 
 Paris, Ky. 
 
 Paris, Tenn. 
 
 Pensacola, Fla. 
 
 Chattanooga Southern; Louisville and Nash¬ 
 ville; Nashville, Chattanooga and St. Louis; 
 Southern. 
 
 Illinois Central; Louisville and Nashville. 
 
 Alabama Great Southern; Louisville and Nash¬ 
 ville; Southern. 
 
 Gulf and Ship Island; Louisville and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Illinois Central; 
 
 Louisville, Henderson and St. Louis. 
 
 Illinois Central; Louisville and Nashville; 
 Tennessee Central. 
 
 Louisville and Nashville; Mobile and Ohio .... 
 
 Louisville and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Southern. 
 
 Cincinnati, New Orleans and Texas Pacific; 
 Louisville and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Cincinnati, New Orleans and Texas Pacific; 
 Chesapeake and Ohio; Lexington and East¬ 
 ern; Louisville and Nashville; Southern. 
 Baltimore and Ohio Southwestern; Chesapeake 
 and Ohio; Chicago, Indianapolis and Louis¬ 
 ville; Cleveland, Cincinnati, Chicago and St. 
 Louis; Illinois Central; Louisville and Nash¬ 
 ville; Louisville, Henderson and St. Louis; 
 Pittsburg, Cincinnati, Chicago and St. Louis; 
 Southern. 
 
 Louisville and Nashville: Western and Atlantic. 
 Chesapeake and Ohio; Louisville and Nashville. 
 Louisville and Nashville; Nashville, Chatta¬ 
 nooga and St. Louis. 
 
 Chicago, Rock Island and Pacific; Illinois Cen¬ 
 tral; Louisville and Nashville; Nashville, 
 Chattanooga and St. Louis; St. Louis, Iron 
 Mountain and Southern; St. Louis Southwest¬ 
 ern; St. Louis and San Francisco; Southern.. 
 
 Louisville and Nashville; Southern. 
 
 Cincinnati, New Orleans and Texas Pacific; 
 Louisville and Nashville. 
 
 Illinois Central; Louisville and Nashville. 
 
 Louisville and Nashville; Mobile and Ohio; 
 
 Mobile, Jackson and Kansas City; Southern. 
 Atlantic Coast Line; Louisville arid Nashville; 
 Mobile and Ohio; Seaboard Air Line; West¬ 
 ern Railway of Alabama. 
 
 Chicago and Eastern Illinois; Louisville and 
 Nashville; Southern; Wabash, Chester and 
 Western. 
 
 Evansville and Terre Haute; Louisville and 
 Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Illinois Southern .... 
 Louisville and Nashville; Nashville, Chatta¬ 
 nooga and St. Louis; Tennessee Central. 
 
 Louisville and Nashville; Southern. 
 
 Illinois Central; Louisiana Southern; Louis¬ 
 ville and Nashville; New Orleans and North¬ 
 eastern; Southern Pacific; Texas and Pacific; 
 Yazoo and Mississippi Valley. 
 
 Chesapeake and Ohio; Louisville and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Norfolk and Western. 
 
 Illinois Central; Louisville and Nashville. 
 
 Illinois Central; Louisville and Nashville; Lou¬ 
 isville, Henderson and St. Louis. 
 
 Louisville and Nashville (Birmingham group). 
 
 _do. 
 
 Florence and Cripple Creek; Louisville and 
 Nashville. 
 
 Louisville and Nashville; Nashville, Cattanooga j 
 and St. Louis. 
 
 Louisville and Nashville.I 
 
 Pratt City, Ala. Louisville and Nashville; St. Louis and San 
 
 Francisco. 
 
 Prattville, Ala. Louisville and Nashville; Mobile and Ohio.; 
 
 Richmond, Ky. Louisiana and Arkansas; Louisville and Nash¬ 
 
 ville. 
 
 Rivers. 
 
 Gulf of Mexico. 
 Ohio River. 
 
 Tennessee River. 
 
 Ohio River. 
 
 Ohio River. 
 
 Mississippi River. 
 
 Mobile River; Mobile 
 Bay; Gulf of Mexico. 
 Alabama River. 
 
 Ohio River. 
 
 Cumberland River. 
 
 Tennessee River. 
 Mississippi River. 
 
 Ohio River. 
 
 Ohio River. 
 
 Pensacola Bay (Gulf of 
 Mexico). 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 335 
 
 Statement A. — List of common and junction points on the Jjouisvillc and Nashville Rail¬ 
 road between which the rates are less than the rates to and from intermediate local 
 stations —Continued. 
 
 Location. 
 
 Name of point. 
 
 Railroads. 
 
 Rivers. 
 
 River Junction, Fla 
 
 Ruffner, Ala. 
 
 St. Louis, Mo. 
 
 Selma, Ala. 
 
 Shawneetown, Ill.... 
 
 Sheffield, Ala. 
 
 Shelby, Ala. 
 
 Shelby City, Ky. 
 
 Shelbyville, Ky. 
 
 South Calera, Ala_ 
 
 SyJacauga, Ala. 
 
 Talladega, Ala. 
 
 Trussville, Ala. 
 
 Tuscumbia, Ala. 
 
 Walton, Ky. 
 
 Wellington, Ala. 
 
 West Nashville, Tenn 
 
 Wetumpka, Ala. 
 
 Winchester, Ky. 
 
 Woodlawn, Ala. 
 
 Woodward, Ala. 
 
 Worthville, Ky. 
 
 Atlantic Coast Line; Louisville and Nashville; 
 Seaboard Air Line. 
 
 Louisville and Nashville (Birmingham group). 
 Baltimore and Ohio Southwestern; Burlington 
 Route; Chicago and Alton; Chicago, Peoria 
 and St. Louis; Chicago, Rock Island and Pa¬ 
 cific; Cleveland, Cincinnati, Chicago and St. 
 Louis; Illinois Central; Louisville and Nash¬ 
 ville; Missouri, Kansas and Texas; Missouri 
 Pacific; Mobile and Ohio; St. Louis and Santa 
 F6; St. Louis, Iron Mountain and Southern; 
 St. Louis Southwestern; Southern; Toledo, St. 
 Louis and Western; Vandalia; Wabash. 
 Louisville and Nashville; Southern; Western 
 Railway of Alabama. 
 
 Baltimore and Ohio Southwestern: Louisville 
 and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville. 
 
 Louisville and Nashville (1 mile from Junc¬ 
 tion City, Ky.). 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville. 
 
 Central of Georgia; Louisville and Nashville... 
 Birmingham and Atlantic; Louisville and 
 Nashville; Southern. 
 
 Alabama Great Southern; Louisville and Nash¬ 
 ville. 
 
 Louisville and Nashville; Southern. 
 
 Cincinnati, New Orleans and Texas Pacific; 
 
 Louisville a,nd Nashville. 
 
 Louisville and Nashville; Seabord Air Line.... 
 Louisville and Nashville; Nashville, Chatta¬ 
 nooga and St. Louis. 
 
 Louisville and Nash ville. 
 
 Chesapeake and Ohio; Lexington and Eastern: 
 
 Louisville and Nashville. 
 
 Central of Georgia; Louisville and Nashville; 
 Southern. 
 
 Alabama Great Southern; Louisville and Nash¬ 
 ville; St. Louis and San Francisco; Southern. 
 Louisville and Nashville. 
 
 Chattahoochee River. 
 Mississipppi River., 
 
 Alabama River. 
 Ohio River. 
 Tennessee River. 
 
 Tennessee River. 
 
 Cumberland River. 
 Alabama River. 
 
 Kentucky River. 
 
 Statement B. — List of common and junction points on and south of the Ohio River and 
 on and east of the Mississippi River between which the rates are less than the rates to and 
 from intermediate local stations. 
 
 Name of point. 
 
 Location. 
 
 Railroads. 
 
 River. 
 
 Aberdeen, Miss... 
 Alabama City, Ala 
 
 Albany, Ga. 
 
 Aldrich, Ala... 
 Americus, Ga.. 
 Andalusia, Ala 
 Anniston, Ala. 
 Appalachia, Va 
 
 Athens, Ga.... 
 
 Atlanta, Ga.... 
 
 Attalla, Ala 
 
 Asylum, Ga. 
 Augusta, Ga 
 
 Avondale, Ala.. 
 
 Barclays, Ala... 
 Baton Rouge, La 
 Battelle, Ala.... 
 
 Frisco; Illinois Central; Mobile and Ohio. 
 
 Louisville and Nashville; Queen and Crescent; 
 Southern. 
 
 A. and N.; Atlantic Coast Line; Central of 
 Georgia; Georgia Northern; Seaboard Air 
 Line. 
 
 Southern. 
 
 Central of Georgia: Seaboard Air Line. 
 
 Central of Georgia: Louisville and Nashville... 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Virginia and South¬ 
 western. 
 
 Central of Georgia; Georgia; Seaboard Air Line; 
 Southern. 
 
 Atlanta and West Point; Central of Georgia; 
 Georgia; Seaboard Air Line: Southern; West¬ 
 ern and Atlantic. 
 
 Louisville and Nashville; Nashville, Chatta¬ 
 nooga and St. Louis; Queen and Crescent; 
 Southern. 
 
 Central of Georgia. 
 
 Atlantic Coast Line; Augusta Southern; Cen¬ 
 tral of Georgia; Charleston and Western Caro¬ 
 lina; Georgia; Southern. 
 
 Atlanta and Birmingham Air Line; Queen 
 and Crescent; Southern. 
 
 B. and A.; Southern. 
 
 Yazoo and Mississippi Valley. 
 
 Queen and Crescent. 
 
 Tombigbee River. 
 
 Flint River. 
 
 Savannah River. 
 
 Mississippi River. 
 
336 
 
 DIGEST OF HEARINGS ON KAILWAY RATES 
 
 Statement B .—List of common and junction points on and south of the Ohio River and 
 on and east of the Mississippi River between which the rates are less than the rates to and 
 from intermediate local stations —Continued. 
 
 Name of point. 
 
 Location. 
 
 Railroads. 
 
 River. 
 
 Bayou, Sara, La. Yazoo and Mississippi Valley. 
 
 Beaufort, S. C. Charleston and Western Carolina 
 
 Belleville, Ill. 
 
 Belzona, Miss. 
 
 Bessemer, Ala. 
 
 Big Stone Gap, Va.... 
 
 Birmingham, Ala 
 
 Blocton, Ala. 
 
 Blocton Junction, Ala 
 
 Boyles, Ala. 
 
 Bowling Green, Ky 
 
 Brierfield, Ala. 
 
 Bristol, Tenn.-Va... 
 
 Brookport, Ill. 
 
 Brunswick, Ga. 
 
 Burgin, Ky. 
 
 Cairo, Ill. 
 
 Calera, Ala. 
 
 Cartersville, Ga ... 
 Cedartown, Ga .... 
 Central City, Ky... 
 Charleston, S. C ... 
 Chattahoochee, Ga 
 Chattanooga, Tenn 
 
 Cincinnati, Ohio 
 
 Clarksville, Tenn. 
 
 Columbia, Miss. 
 
 Columbiana, Ala. 
 
 Columbus, Ga. 
 
 Columbus, Ky. 
 
 Columbus, Miss. 
 
 Cordele, Ga. 
 
 Corinth, Miss. 
 
 Covington, Ky. 
 
 Cumberland City, Tenn 
 Cumberland Gap, Tenn 
 
 Dalton, Ga... 
 
 Dawson, Ga. 
 
 Decatur, Ala. 
 
 Demupolis, Ala. 
 
 Dublin, Ga. 
 
 East Birmingham, Ala. 
 
 East Point, Ga. 
 
 East St. Louis, Ill. 
 
 Illinois Central; Louisville and Nashville; 
 Southern. 
 
 Yazoo and Mississippi Valley.... 
 
 Frisco; Louisville and Nashville; Queen and 
 Crescent; Southern. 
 
 Louisville and Nashville; Virginia and South¬ 
 western. 
 
 Central of Georgia; Frisco; Louisville and 
 Nashville; Queen and Crescent; Seaboard 
 Air Line; Southern. 
 
 Birmingham Southern; Louisville and Nash¬ 
 ville; Mobile and Ohio; Queen and Crescent; 
 Southern. 
 
 Birmingham Southern; Louisville and Nash¬ 
 ville; Queen and Crescent. 
 
 Queen and Crescent; Western and Atlantic.... 
 
 Louisville and Nashville. 
 
 -do. 
 
 Southern... 
 
 Holston Valley; Norfolk and Western; South¬ 
 ern; Virginia and Southwestern. 
 
 Illinois Central. 
 
 Atlanta and Birmingham; Atlantic Coast 
 Line; Southern. * 
 
 Cincinnati, New Orleans and Texas Pacific; 
 Southern. 
 
 Cleveland, Cincinnati, Chicago and St. Louis; 
 Illinois Central; Mobile and Ohio; St. Louis, 
 Iron Mountain and Southern. 
 
 Louisville and Nashville; Southern. 
 
 Seaboard Air Line; Western and Atlantic. 
 
 Central of Georgia; Seaboard Air Line. 
 
 Illinois Central; Louisville and Nashville. 
 
 Atlantic Coast Line; Southern. 
 
 Southern. 
 
 Central of Georgia; Chattanooga Southern; 
 Nashville, Chattanooga and St. Louis; Queen 
 andCrescent; Southern; Westernand Atlantic. 
 Baltimore and Ohio Southwestern; Chesapeake 
 and Ohio; Chicago, Cincinnati and Louis¬ 
 ville; Cincinnati and Muskingum Valley; C. 
 and W.; Cincinnati, Georgetown and Ports¬ 
 mouth; Cincinnati, Hamilton and Dayton; 
 Cincinnati, Lebanon and Northern; Cincin¬ 
 nati Northern; Cleveland, Cincinnati, Chi¬ 
 cago and St. Louis; Erie; Louisville and 
 Nashville; Norfolk and Western; Pittsburg, 
 Cincinnati, Chicago and St. Louis; Queen 
 and Crescent. 
 
 Louisville and Nashville; Tennessee Central... 
 
 G. and S. J. 
 
 Louisville and Nashville; Southern. 
 
 Central of Georgia; Seaboard Air Line; Southern. 
 Mobile and Ohio; St. Louis, Iron Mountain 
 and Southern. 
 
 Mobile and Ohio; Southern. 
 
 A. andN.; Atlanta and Birmingham; Georgia 
 Southern and Florida; Seaboard Air Line.... 
 
 Mobile and Ohio; Southern. 
 
 Chesapeake and Ohio; Louisville and Nashville. 
 
 Louisville and Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Southern; Western and Atlantic. 
 
 Central of Georgia; Seaboard Air Line. 
 
 Louisville and Nashville; Southern. 
 
 Southern . 
 
 Central of Georgia; D. and SW.; M., D. and S.; 
 W. and T. 
 
 Queen and Crescent; Southern. 
 
 Atlanta and West Point; Central of Georgia_ 
 
 Baltimore and Ohio Southwestern; Burlington; 
 Chicago and Alton; Chicago and Eastern 
 Illinois; Cleveland, Cincinnati, Chicago and j 
 St. Louis; Illinois Central; Louisville and 
 Nashville; Mobile and Ohio; St. Louis, Iron ! 
 Mountain and Southern; St. Louis South¬ 
 western; St. Louis, Troy and Eastern; South- j 
 ern; Toledo, St. Louis and Western; Vandalia; 
 Wabash. 
 
 Mississippi River. 
 
 Port Royal Sound; At¬ 
 lantic Ocean. 
 
 Yazoo River. 
 
 Tennessee River. 
 Barren River. 
 
 Ohio River. 
 Atlantic Ocean. 
 
 Ohio River. 
 
 Atlantic Ocean. 
 Chattahoochee River. 
 Tennessee River. 
 
 Ohio River. 
 
 Cumberland River. 
 Pearl River. 
 
 Chattahoochee River 
 Mississippi River. 
 
 Ohio River. 
 Cumberland River. 
 
 Tennessee River. 
 Tombigbee River. 
 Oconee River. 
 
 Mississippi River. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 337 
 
 Statement B. —List of common and junction points on and south of the Ohio River and 
 on and east of the Mississippi River between which the rates are less than the rates to and 
 from intermediate local stations —Continued. 
 
 Name of point. 
 
 Elberton, Ga. 
 
 Elizabethtown, Ky. 
 Ellisville, Miss. 
 
 Enterprise, Miss. 
 Ensley, Ala. 
 
 Eufaula, Ala ... 
 Evansville, Ind 
 
 Fernandina, Fla 
 Fitzgerald, Ga... 
 
 Florence, Ala 
 Frankfort, Ky 
 
 Friars Point. Miss .. 
 
 Fort Gaines, Ga_ 
 
 Fort McPherson, Ga 
 
 Fulton, Ky. 
 
 Gadsden, Ala. 
 
 Location. 
 
 Gainesville, Fla 
 Gate City, Ala.. 
 Georgetown, Ky 
 Gibbs, Tenn.... 
 
 Girard, Ala. 
 
 Gracey, Ky. 
 
 Grand Junction, Tenn 
 Grasselli, Ala. 
 
 Greenville, Miss . 
 Greenwood, Miss 
 Grenada, Miss. .*. 
 Gulfport, Miss... 
 
 Gunthers Landing, Ala. 
 
 Gunthersville, Ala. (also 
 called Wyeth City). 
 
 Gurnee, Ala. 
 
 Hapeville, Ga. 
 
 Hawkinsville, Ga. 
 
 Hattiesburg, Miss. 
 
 Henderson, Ky. 
 
 Railroads. 
 
 Seaboard Air Line; Southern. 
 
 Illinois Central; Louisville and Nash vile. 
 
 Mobile, Jackson and Kansas City; Queen and 
 Crescent. 
 
 Mobile and Ohio; Queen and Crescent. 
 
 Frisco; Louisville and Nashville; Queen and 
 Crescent; Southern. 
 
 Central of Georgia. 
 
 Evansville and Terre Haute; Evansville and 
 Indianapolis; Illinois Central; Louisville and 
 Nashville; Louisville, Henderson and St. 
 Louis; Southern. 
 
 Seaboard Air Line. 
 
 Atlanta and Birmingham; F. 0. and R. B.; 
 Seaboard Air Line. 
 
 Louisville and Nashville: Southern. 
 
 F. and C.; Louisville and Nashville; Chesa¬ 
 peake and Ohio. 
 
 Yazoo and Mississippi Valley. 
 
 Central of Georgia. 
 
 Atlanta and West Point; Central of Georgia_ 
 
 Illinois Central. 
 
 Chattanooga Southern; Louisville and Nash¬ 
 ville; Nashville, Chattanooga and St. Louis; 
 Southern. 
 
 Atlantic Coast Line; Gainesville and Gulf; Sea¬ 
 board Air Line. 
 
 Central of Georgia; Louisville and Nashville; 
 
 Queen and Crescent; Southern. 
 
 F. and C.; Cincinnati, New Orleans and Texas 
 Pacific; Southern. 
 
 Illinois Central; Nashville, Chattanooga and 
 St. Louis. 
 
 Central of Georgia. 
 
 Illinois Central; Louisville and Nashville. 
 
 Illinois Central; Southern. 
 
 Louisville and Nashville; Queen and Crescent: 
 Southern. 
 
 Southern; Yazoo and Mississippi Valley. 
 
 .do... 
 
 Illinois Central; Yazoo and Mississippi Valley.. 
 Gulf and Ship Island; Louisville and Nash¬ 
 ville. 
 
 Nashville, Chattanooga and St. Louis. 
 
 .do. 
 
 Hickman, Ky. 
 
 Hobbs Island, Ala .. 
 Holly Springs, Miss. 
 
 Holt, Ala. 
 
 Hopkinsville, Ky... 
 
 Humboldt, Tenn. 
 Huntsville, Ala.. 
 
 Ironaton, Ala. 
 Irondale, Ala. 
 
 Jackson. Miss_ 
 
 Jackson, Tenn_ 
 
 Jacksonville, Fla. 
 
 River. 
 
 Chattahoochee River. 
 Ohio River. 
 
 Atlantic Ocean. 
 
 Tennessee River. 
 Kentucky River. 
 
 Mississippi River. 
 Chattahoochee River. 
 
 Coosa River. 
 
 Jellico, Tenn. 
 
 Jenifer, Ala. 
 
 Junction City, Ky. 
 
 Knoxville, Tenn. 
 
 S. Doc. 244, 59-1 
 
 Louisville and Nashville; Southern. 
 
 Central of Georgia. 
 
 H. and F. Southern; Southern; W. and T. 
 
 Gulf and Ship Island; Mississippi Central; Mo¬ 
 bile, Jackson and Kansas City; Queen and 
 Crescent. 
 
 Illinois Central; Louisville and Nashville; 
 Louisville, Henderson and St. Louis. 
 
 Nashville, Chattanooga and St. Louis. 
 
 _do. 
 
 Frisco; Illinois Central. 
 
 Mobile and Ohio... 
 
 Illinois Central; Louisville and Nashville; 
 Tennessee Central. 
 
 Louisville and Nashville; Mobile and Ohio.... 
 Nashville, Chattanooga and St. Louis: South¬ 
 ern. 
 
 Louisville and Nashville. 
 
 Central of Georgia: Queen and Crescent ; Sea¬ 
 board Air Line; Southern. 
 
 Illinois Central; Gulf and Ship Island; Queen 
 and Crescent; Yazoo and Mississippi Valley, j 
 Illinois Central; Mobile and Ohio; Nashville, 
 Chattanooga and St. Louis. 
 
 Atlantic Coast Line; Florida East Coast; Geor¬ 
 gia Southern and Florida; Seaboard Air Line; j 
 Southern. 
 
 Louisville and Nashville; Southern.i 
 
 _do. 
 
 Louisville and Nashville; Cincinnati, New Or¬ 
 leans and Texas Pacific. 
 
 Louisville and Nashville; Southern; Knoxville j 
 and Bristol. 
 
 _22 
 
 Chattahoochee River. 
 
 Mississippi River. 
 
 Yalobusha River. 
 Mississippi Soun d 
 (Gulf of Mexico). 
 Tennessee River. 
 
 Do. 
 
 Ocmulgee River. 
 Leaf River. 
 
 Ohio River. 
 
 Mississippi River. 
 Tennessee River. 
 
 Pearl River. 
 
 St. John River; Atlan¬ 
 tic Ocean. 
 
 Tennessee River. 
 
388 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement B .—List of common and junction points on and south of the Ohio River and 
 on and east of the Mississippi River between which the rates are less than the rates to and 
 from intermediate local stations —Continued. 
 
 Name of point. 
 
 Lake City, Fla_ 
 
 Lanette, Ala. 
 
 Lauderdale, Miss. 
 Laurel, Miss. 
 
 Lenoir City, Tenn 
 Lexington, Ky... 
 
 L.and E. Junction, Ky 
 
 Lindale, Ga. 
 
 Liveoak, Fla. 
 
 Louisville, Ky. 
 
 Lumberton, Miss 
 Macon, Ga. 
 
 Marietta, Ga_ 
 
 Martin, Tenn... 
 
 Mayport, Fla 
 Maysville, Ky .. 
 
 McCarty, Tenn . 
 McKenzie, Tenn 
 
 Memphis, Tenn. 
 
 Meridian, Miss .. 
 
 Middlesboro, Ky 
 Midway, Ky. 
 
 Milan, Tenn. 
 
 Milledgeville, Ga 
 Mobile, Ala. 
 
 Montevallo, Ala . 
 Montgomery, Ala 
 
 Mount Vernon, Ind 
 
 Munford, Ala. 
 
 Nashville, Tenn.... 
 
 Natchez, Miss. 
 
 New Albany, Miss.. 
 New Decatur, Ala.. 
 New Orleans, La ... 
 
 Newport, Ky. 
 
 Newton, Miss. 
 
 Nicholasville, Ky. 
 
 North Birmingham, Ala 
 
 Northport, Ala. 
 
 North Rome, Ga. 
 
 Norton, Va. 
 
 Nortonville, Ky. 
 
 Opelika, Ala. 
 
 Location. 
 
 Railroads. 
 
 Atlantic Coast Line; Georgia Southern and 
 Florida; Seaboard Air Line. 
 
 Western of Alabama.| 
 
 Mobile and Ohio. 
 
 Gulf and Ship Island; Mobile, Jackson and 
 Kansas City; Queen and Crescent. 
 
 Southern. 
 
 Chesapeake and Ohio; Lexington and Eastern; 
 Louisville and Nashville; Cincinnati, New 
 Orleans and Texas Pacific; Southern. 
 Chesapeake and Ohio; Lexington and Eastern. 
 
 Central of Georgia: Southern. 
 
 Atlantic Coast Line; Live Oak and Gulf; Sea¬ 
 board Air Line; Suwanee and San Pedro. 
 Baltimore and Ohio Southwestern: Chesa- : 
 peake and Ohio; Chicago, Indianapolis and 
 Louisville; Cleveland, Cincinnati, Chicago 
 and St. Louis; Illinois Central; Louisville and 
 Nashville; Louisville. Henderson and St. 
 Louis; Pittsburg, Cincinnati, Chicago and 
 St. Louis; Southern. 
 
 Gulf and Ship Island; Queen and Crescent. 
 
 Central of Georgia; Georgia; Georgia Southern 
 and Florida; Macon and Birmingham; Ma¬ 
 con, Dublin and Savannah; Southern. 
 Louisville and Nashville; Western and Atlan¬ 
 tic. 
 
 Illinois Central; Nashville, Chattanooga and 
 St. Louis. 
 
 ' Florida East Coast.i 
 
 i Chesapeake and Ohio: Louisville and Nash¬ 
 ville. 
 
 Southern. j 
 
 Louisville and Nashville; Nashville, Chatta¬ 
 nooga and St. Louis. 
 
 Chicago, Rock Island and Pacific; Frisco; Illi¬ 
 nois Central; Louisville and Nashville; Nash¬ 
 ville, Chattanooga and St. Louis; St. L., I. S. 
 and Southern; St. Louis Southwestern; South¬ 
 ern; Yazoo and Mississippi Valley. 
 
 Mobile and Ohio; Queen and Crescent; South¬ 
 ern. 
 
 1 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Southern; Chesa¬ 
 peake and Ohio. 
 
 Illinois Central; Louisville and Nashville. 
 
 ! Central of Georgia; Georgia.j 
 
 Louisville and Nashville; Mobile and Ohio; Mo- j 
 bile. Jackson and Kansas City; Southern. 
 
 Southern.I 
 
 Atiantic Coast Line; Central of Georgia; Louis¬ 
 ville and Nashville; Mobile and Ohio; Sea- | 
 board Air Line; Western of Alabama; N. S. ! 
 and Nor. 
 
 Evansville and Terre Haute; Louisville and j 
 Nashville. 
 
 Louisville and Nashville; Southern. 
 
 Louisville and Nashville; Nashville, Chatta¬ 
 nooga and St. Louis; Tennessee Central. 
 
 New Orleans and Northwestern; Yazoo and 
 Mississippi Valley. 
 
 Frisco; Mooile, Jackson and Kansas City. 
 
 Louisville and Nashville; Southern. 
 
 Illinois Central; Louisiana Southern; Louis¬ 
 ville and Nashville; New Orleans and North¬ 
 eastern; Southern Pacific; Texas and Pacific; 
 Yazoo and Mississippi Valley. 
 
 Chesapeake and Ohio; Louisville and Nashville, j 
 Mobile. Jackson and Kansas City; Queen and 
 Crescent. 
 
 Cincinnati, New Orleans and Texas Pacific; 
 Louisville and Atlantic. 
 
 Louisville and Nashville; Southern. 
 
 Mobile and Ohio... 
 
 Southern. 
 
 Louisville and Nashville; Norfolk and Western. 
 
 Illinois Central; Louisville and Nashville. 
 
 Central of Georgia; Lafayette; Western of Ala¬ 
 bama. 
 
 River. 
 
 Chattahoochee River. 
 
 Tennessee River. 
 
 Ohio River. 
 
 Ocmulgee River. 
 
 St. John River. 
 Ohio River. 
 
 Tennessee River. 
 Mississippi River. 
 
 Oconee River. 
 
 Mobile Bay; Gulf of 
 Mexico; Alabama 
 River. 
 
 Alabama River. 
 
 Ohio River. 
 
 Cumberland River. 
 
 Mississippi River. 
 
 Tallahatchie River 
 Tennessee River. 
 Mississippi River. 
 
 Ohio River. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 339 
 
 Statement B.— List of common and junction points on and south of the Ohio Hirer and 
 on and east of the Mississippi River between which the rates are less titan the rates to and 
 from intermediate local stations —Continued. 
 
 Location. 
 
 Name of point. 
 
 Ooltewah, Term 
 Owensboro, Ky. 
 
 Owetah, Ala. 
 
 Oxanna, Ala. 
 
 Oxford, Ala. 
 
 Oxmoor, Ala. 
 
 Paducah, Ky. 
 
 Palatka. Fla. 
 
 Paris, Ky. 
 
 Paris, Tenn. 
 
 Pensacola, Fla. 
 
 Phenix City, Ala ... 
 Port Royal, S. C. 
 
 Pratt City, Ala. 
 
 Prattville, Ala. 
 
 Prison Farm.Ga_ 
 
 Pritchards, Ala. 
 
 Quitman, Ga. 
 
 Richmond, Ky. 
 
 River Junction, Fla 
 
 Rives, Tenn. 
 
 Rome, Ga. 
 
 Rosedale, Miss. 
 
 Ruffner, Ala.. 
 
 Savannah, Ga. 
 
 Selma, Ala. 
 
 Sheffield, Ala. 
 
 Shelby, Ala. 
 
 Shelby City, Ky 
 
 Shelby ville, Ky 
 
 Somerville, Tenn... 
 South Athens, Ga .. 
 South Calera, Ala .. 
 
 Spocari, Ala. 
 
 Starksville, Miss.... 
 
 State Farm, Ga. 
 
 Stonewall, Miss_ 
 
 St. Louis, Mo. 
 
 Sylacauga, Ala.. 
 Talladega, Ala... 
 Thomas, Ala 
 
 Thomasville, Ga. 
 Tifton, Ga. 
 
 Trussville, Ala .. 
 
 Tupelo, Miss. 
 
 Tuscaloosa, Ala.. 
 
 Tuscumbia, Ala . 
 Union City, Tenn 
 
 Valdosta, Ga .... 
 
 Versailles, Ky ... 
 Vicksburg, Miss. 
 
 Railroads. 
 
 Southern. 
 
 Illinois Central; Louisville and Nashville; Lex¬ 
 ington, Henderson and St. Louis.* 
 
 Louisville and Nashville. 
 
 Southern. 
 
 . Louisville and Nashville. 
 
 . Illinois Central; Nashville, Chattanooga and 
 St. Louis. 
 
 . Atlantic Coast Line; Florida East Coast; Georgia 
 Southern and Florida. 
 
 . F. and C.; Louisville and Nashville. 
 
 . Louisville and Nashville; Nashville. Chatta¬ 
 nooga and St. Louis. 
 
 . Louisville and Nashville; Pensacola, Ala¬ 
 bama and Tennessee. 
 
 . Central of Georgia.. . 
 
 . Charleston and West Carolina. 
 
 . Frisco; Louisville and Nashville. 
 
 . Louisville and Nashville; Mobile and Ohio_ 
 
 . Central of Georgia. 
 
 . Mobile and Ohio. 
 
 . Atlantic Coast Line; So. Ga. and W. C. 
 
 . Louisiana and Arkansas; Louisville and Nash¬ 
 ville. 
 
 . Atlantic Coast Line; Louisville and Nashville; 
 
 Seaboard Air Line. 
 
 . Illinois Central; Mobile and Ohio. j 
 
 . Central of Georgia; Nashville, Chattanooga 
 and St. Louis; Southern. 
 
 . Yazoo and Mississippi Valley. 1 
 
 . Louisville and Nashville. 
 
 . Atlantic Coast Line; Central of Georgia; S. and j 
 S.; Seaboard Air Line; Southern. 
 
 . Louisville and Nashville; Southern; Western 
 of Alabama. 
 
 . Louisville and Nashville; Northern Alabama; J 
 Southern. 
 
 . Louisville and Nashville. 
 
 , Louisville and Nashville (1 mile from Junction | 
 City, Ky.). 
 
 Louisville and Nashville; Southern; Chesa- j 
 peake and Ohio. 
 
 Nashville, Chattanooga and St. Louis; Southern. 
 
 Seaboard Air Line.j 
 
 Louisville and Nashville.j 
 
 Southern. j 
 
 Illinois Central; Mobile and Ohio.[ 
 
 Georgia. 
 
 Mobile and Ohio. 
 
 Baltimoreand Ohio Southwestern; Burlington; 
 Chicago and Alton; Chicago, Peoria and St. j 
 Louis; Cleveland, Cincinnati, Chicago and j 
 St. Louis; Frisco; Illinois Central; Louisville j 
 and Nashville: Missouri, Kansas and Texas; 
 Missouri Pacific; Mobile and Ohio; St. Louis, j 
 Iron Mountain and Southern; St. Louis, I 
 Kansas City and Colorado; St. Louis and [ 
 Southwestern; Southern; Toledo, St. Louis, I 
 and Western; Vandalia; Wabash. 
 
 Central of Georgia; Louisville and Nashville..! 
 B. and A.; Louisville and Nashville; Southern . 
 Frisco; Louisville and Nashville; Queen and 
 Crescent; Southern. 
 
 Atlanta and Birmingham; Atlantic Coast Line . 
 Atlanta and Birmingham; Atlantic Coast Line; 
 Georgia Southern and Florida. 
 
 ! Louisville and Nashville; Queen and Crescent. 
 
 Frisco; Mobile and Ohio. 
 
 Mobile and Ohio; Queen and Crescent; Tusca¬ 
 loosa Belt. 
 
 Louisville and Nashville; Southern. 
 
 Mobile and Ohio; Nashville, Chattanooga and 
 St. Louis. 
 
 River. 
 
 Ohio River. 
 
 Ohio River. 
 
 St. Johns River. 
 
 Pensacola Bay; Gulf 
 of Mexico. 
 
 Chattahoochee River. 
 Port Royal Sound; 
 Atlantic Ocean. 
 
 Oconee River. 
 
 Chattahoochee River. 
 
 Mississippi River. 
 
 Savannah River; At¬ 
 lantic Ocean. 
 Alabama River. 
 
 Tennessee River. 
 
 Tombigbee River. 
 Oconee River. 
 Mississippi River. 
 
 Tennessee River. 
 
 Atlantic Coast Line; Georgia Southern and 
 Florida; Val.; Southern. 
 
 Louisville and Atlanta; Southern.j 
 
 Queen and Crescent; Yazoo and Mississippi ! Mississippi River. 
 Valley. 
 
340 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement B. —List of common and junction points on and south of the Ohio River and 
 on and east, of the Mississippi River between which the rates are less than the rates to and 
 from intermediate local stations —Continued. 
 
 Name of point. 
 
 Location. 
 
 Railroads. 
 
 River. 
 
 Walton, Ky. Cincinnati, New Orleans and Texas Pacific; 
 
 Louisville and Nashville. 
 
 Washington, Ga. Georgia. 
 
 Waycross, Ga. Atlanta and Birmingham; Atlantic Coast Line. 
 
 Wellington, Ala. Louisville and Nashville; Seaboard Air Line... 
 
 West Nashville, Tenn. Nashville, Chattanooga and St. Louis; Louis- 
 
 i ville and Nashville. 
 
 Westpoint, Miss. Illinois Central; Mobile and Ohio; Southern... 
 
 Wetumpka,Ala. Louisville and Nashville. 
 
 Westpoint, Ga. Atlanta and West Point; Western, of Alabama; 
 
 Chattahoochee Valley. 
 
 Wheeling, Ala. Queen and Crescent; Southern. 
 
 Whistler, Ala. Mobile and Ohio. 
 
 Wilmington, N. C. Atlantic Coast Line; Seaboard Air Line. 
 
 Winchester, Ky. Chesapeake and Ohio; Lexington and Eastern; 
 
 Louisville and Nashville. 
 
 Winona, Miss. Illinois Central; Southern. 
 
 Woodlawn.Ala.; Central of Georgia: Southern; Louisville and I 
 
 j Nashville. 
 
 Woodstock,Ala. Birmingham Southern; Queen and Crescent... 
 
 Woodward, Ala. Frisco; Louisville and Nashville; Queen and 
 
 Crescent; Southern. 
 
 Worthville, Ky. . Louisville and Nashville. 
 
 Guntersville.) 
 
 Wylam, Ala. Frisco; Southern. 
 
 Yazoo City, Miss. Yazoo apd Mississippi Valley 
 
 Cumberland River. 
 
 Coosa River. 
 Chattahooch Riv er. 
 
 Atlantic Ocean. 
 
 Kentucky River. 
 Tennessee River. 
 
 Yazoo River. 
 
 September 29, 1905. 
 
 Statement C. —Showing changes in rates on classes 1 to F, inclusive, from Cincinnati, 
 Ohio, Louisville, Ky., St. Louis, Mo., New Orleans, La., to Anniston, Ala., during 
 the period from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Per 
 
 Per hundred pounds. bar- 
 
 Effective dates. re l- 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 .5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 31 
 
 27 
 
 48 
 
 53 
 
 5-1 
 
 June lb, 1888. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 July 16, 1888. 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 32 
 
 31 
 
 27 
 
 
 
 54 
 
 Aug. 1, 1889. 
 
 
 
 . 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 17, 1889. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 46 
 
 . 
 
 28 
 
 
 
 
 45 
 
 
 
 Oct. 16,1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 
 
 
 
 
 48 
 
 
 
 Nov. 11, 1889. 
 
 
 
 
 
 
 
 
 
 31 
 
 27 
 
 
 
 54 
 
 Mar. 2, 1891. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Mav 1. 1892 . 
 
 . 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 42 
 
 44 
 
 Sept. 5, 1892. 
 
 
 
 
 
 
 
 
 36 
 
 29 
 
 25 
 
 
 
 50 
 
 ' Do. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 ...tt. 
 
 19 
 
 15 
 
 . 
 
 . 
 
 30 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 
 16 
 
 12 
 
 . 
 
 
 40 
 
 Apr. 2, 1894. 
 
 
 . 
 
 . 
 
 
 
 . 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 June 9,1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 . 
 
 
 
 
 . 
 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 
 
 
 
 May 7. 1895. 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 . 
 
 
 June 1.1895. 
 
 
 . 
 
 . 
 
 
 
 . 
 
 . 
 
 . 
 
 
 21 
 
 17 
 
 
 
 34 
 
 June 12,1895. 
 
 . 
 
 
 . 
 
 . 
 
 
 
 
 33 
 
 
 
 
 . 
 
 
 Sept, 16,1895.•.. 
 
 
 
 . 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 16, 1896. 
 
 94 
 
 89 
 
 69 
 
 53 
 
 43 
 
 41 
 
 26 
 
 
 
 
 . 
 
 
 
 Nov. 1, 1896. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 . 
 
 
 
 
 
 Oct. 1, 1897. 
 
 
 
 
 
 
 
 
 a 37 
 
 a 30 
 
 a 26 
 
 
 
 a 52 
 
 Feb. 10, 1898. 
 
 
 
 :::::: 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Feb. 28. 1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Apr. 18, 1900 . 
 
 
 
 . 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 1 , 1901. 
 
 
 
 . 
 
 
 
 
 
 23 
 
 
 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 i . 
 
 i. 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Feb. 1, 1905. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 
 
 . 
 
 
 
 
 
 May 1. 1905 . 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 
 Present rates. 
 
 98 
 
 ....... 
 
 *87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 45 
 
 44 
 
 a L. C. L. only 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Ml 
 
 Statement C. — Showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio , 
 Louisville, Ky.,St. Louis, Mo., New Orleans, La., to Anniston, Ala., etc. —Continued. 
 
 i 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2 # 
 
 3. 
 
 4. 
 
 5. 
 
 6. * 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887 . 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 47 
 
 32 
 
 33 
 
 31 
 
 28 
 
 52 
 
 57 
 
 56 
 
 Aug. 20, 1887. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 
 27 
 
 48 
 
 53 
 
 54 
 
 .Tan. 1,1888. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 32 
 
 
 27 
 
 48 
 
 53 
 
 54 
 
 .Tune 16, 1888. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 July 16,1888. 
 
 . 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Aug. 1. 1888. 
 
 
 
 
 
 
 
 
 32 
 
 31 
 
 27 
 
 
 
 54 
 
 Aug. l' 1889. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 17, 1889. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 
 . 
 
 
 
 
 45 
 
 
 
 Oct. 16, 1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 
 
 
 
 
 48 
 
 
 
 Nov. 11.1889 . 
 
 
 
 
 
 
 
 
 
 31 
 
 .. 
 
 27 
 
 
 
 54 
 
 Mar. 2, 1891. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Mav 1. 1892. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 42 
 
 44 
 
 Sept. 5, 1892. 
 
 
 
 
 
 
 
 
 36 
 
 29 
 
 25 
 
 
 
 50 
 
 * Do. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 6,1894. 
 
 
 
 
 
 
 
 
 
 19 
 
 15 
 
 . 
 
 
 30 
 
 Mar. 16,1894. 
 
 
 
 
 
 
 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 26 
 
 99 
 
 
 
 44 
 
 June 9, 1894. 
 
 88 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 
 
 
 28 
 
 . 
 
 
 . 
 
 
 
 J une 1. 1895. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 June 12, 1895. 
 
 
 
 
 • 
 
 
 
 
 33 
 
 
 
 
 
 Sept. 16, 1895. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 16' 1896. 
 
 94 
 
 89 
 
 69 
 
 53 
 
 43 
 
 41 
 
 26 
 
 
 
 
 
 
 
 Nov. 1, 1896. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 
 
 
 
 Oct. 1, 1897. 
 
 
 
 
 
 
 
 
 a 37 
 
 a 30 
 
 a 26 
 
 
 
 a 52 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Feb. 28,' 1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Apr. 18,1900. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 . 
 
 44 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 
 
 23 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Feb. 1.1905. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 
 
 
 
 
 
 
 May 1,1905. 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 
 Present rates. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 45 
 
 44 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1,1887 . 
 
 Oct. 12,1887. 
 
 133 
 
 135 
 
 122 
 
 115 
 
 105 
 
 101 
 
 83 
 
 82 
 
 69 
 
 68 
 
 55 
 
 56 
 
 38 
 
 35 
 
 39 
 
 40 
 
 36 
 
 38 
 
 28 
 
 38 
 
 32 
 
 59 
 
 56 
 
 65 
 
 63 
 
 66 
 
 68 
 
 48 
 
 68 
 
 June 16,1888. 
 
 22 
 
 32 
 
 33 
 
 Aug. 1,1888 . 
 
 
 . 
 
 
 
 
 
 
 
 
 June 16,1889. 
 
 
 
 
 
 
 
 
 
 Julv 1,1889. 
 
 
 
 
 
 
 
 
 32 
 
 
 
 
 Aug. 1,1889 . 
 
 
 
 
 
 
 
 41 
 
 33 
 
 27 
 
 
 
 58 
 
 Sept. 17,1889 . 
 
 129 
 
 107 
 
 95 
 
 75 
 
 63 
 
 
 
 
 
 
 53 
 
 
 
 Oct. 16,1889. 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 
 
 
 
 56 
 
 
 
 Nov. 11,1889 . 
 
 
 
 
 
 
 
 
 38 
 
 32 
 
 
 
 68 
 
 Mar. 2,1891. 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 (•0 
 
 May 1,1892. 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 52 
 
 58 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 
 44 
 
 36 
 
 30 
 
 
 
 64 
 
 * Do. 
 
 
 
 
 
 
 
 
 41 
 
 33 
 
 27 
 
 
 
 58 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 
 26 
 
 20 
 
 
 
 44 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 23 
 
 17 
 
 
 
 38 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 58 
 
 June 9,1894 . 
 
 66 
 
 55 
 
 48 
 
 38 
 
 32 
 
 26 
 
 23 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 35 
 
 
 
 
 . 
 
 
 
 Mav 7 7,1895. 
 
 
 
 
 
 
 
 
 32 
 
 
 
 . 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 . 
 
 
 28 
 
 22 
 
 
 
 48 
 
 June 14,1895.. 
 
 
 
 
 
 
 
 
 41 
 
 
 
 
 
 
 Sept. 16,'1895. 
 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 . 58 
 
 Sept. 16,1896 ... 
 
 122 
 
 112 
 
 89 
 
 67 
 
 55 
 
 51 
 
 33 
 
 
 
 
 
 
 
 Nov. 1,1896 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 
 
 
 
 
 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 45 
 
 37 
 
 31 
 
 
 
 66 
 
 Feb. 10,1898. 
 
 
 . 
 
 
 
 
 
 
 41 
 
 33 
 
 27 
 
 
 
 58 
 
 Feb. 28' 1900. 
 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 52 
 
 Apr. 18,1900. 
 
 
 . 
 
 
 
 
 
 
 
 33 
 
 97 
 
 
 
 58 
 
 Mar. 1,1901 . 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 41 
 
 
 
 
 
 
 Feb. 1,1905 
 
 126 
 
 . 
 
 110 
 
 98 
 
 77 
 
 64 
 
 51 
 
 
 
 
 
 
 
 
 Mav 1,1905 
 
 
 
 
 
 
 
 
 
 
 
 
 55 
 
 
 Mav 15,1905. 
 
 121 
 
 106 
 
 95 
 
 75 
 
 62 
 
 49 
 
 
 
 
 
 
 
 
 Present rates. 
 
 121 
 
 106 
 
 95 
 
 75 
 
 62 
 
 49 
 
 35 
 
 41 
 
 33 
 
 27 
 
 56 
 
 55 j 58 
 
 « L. C. L. only, 
 
342 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement C. — Showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Kg., St. Louis, Mo., New Orleans, La., to Anniston, Ala., etc. —Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Per 
 
 Per hundred pounds. bar- 
 
 Effective dates. re '- . 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 w 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 99 
 
 87 
 
 65 
 
 57 
 
 46 
 
 40 
 
 25 
 
 36 
 
 31 
 
 23 
 
 48 
 
 53 
 
 54 
 
 Oct. 20, 1887 . 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 28 
 
 27 
 
 
 44 
 
 49 
 
 46 
 
 June 8. 1888_ 
 
 
 
 
 
 
 
 
 
 22 
 
 18 
 
 
 
 36 
 
 June 9. 1888..... 
 
 
 
 
 
 
 
 
 19 
 
 15 
 
 . 
 
 
 30 
 
 June —, 1888. 
 
 
 
 
 
 . 
 
 
 . 
 
 
 17 
 
 13 
 
 
 
 26 
 
 Ana. 1. 1888. 
 
 
 
 
 
 
 
 . 
 
 
 27 
 
 23 
 
 
 
 46 
 
 A lie-. 4. 1889_ 
 
 
 
 
 
 
 . 
 
 29 
 
 22 
 
 18 
 
 
 
 36 
 
 Aug. 9, 1899. 
 
 
 
 
 
 
 
 
 
 
 23 
 
 
 . 
 
 
 Aug. 23, 1889. 
 
 
 
 
 
 
 
 
 
 
 18 
 
 
 . 
 
 
 Dec". 2, 1889. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Mar. 6. 1891. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Sept. 30, 1892. 
 
 
 
 
 
 
 
 
 
 
 18 
 
 
 
 
 June 11,1894. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 . 
 
 15 
 
 
 
 
 
 . 
 
 
 June 27,1894. 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 July 8, 1895. 
 
 
 
 
 
 
 
 
 
 , 
 
 15 
 
 
 
 
 Sept. 22,1895. 
 
 
 
 
 
 
 
 
 . 
 
 . 
 
 
 20 
 
 
 
 
 Sept. 16’ 1896. 
 
 90 
 
 85 
 
 65 
 
 49 
 
 39 
 
 37 
 
 22 
 
 
 
 
 
 
 
 Oct. 1, 1896. 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 . 
 
 
 
 
 
 
 Oct. L 1897. 
 
 
 
 
 
 
 
 
 a 35 
 
 a 28 
 
 a 24 
 
 
 
 a 48 
 
 Feb. 10.1898 . 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 30.1901 .'. 
 
 
 
 
 
 
 
 
 21 
 
 
 
 . 
 
 
 
 Apr. 22. 1901. 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Feb. 1.1905 . 
 
 94 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 
 
 
 
 
 
 
 Apr. 29,1905. 
 
 
 
 
 
 
 
 
 . 
 
 
 
 
 52 
 
 
 Present rates. 
 
 94 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 31 
 
 24 
 
 20 
 
 44 
 
 52 
 
 40 
 
 a L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., St. Lands, Mo., New Orleans, La., to Atlanta, Ga., during the period 
 from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Oct. 1,1887... 
 June 16,1888. 
 Julv 16,1888 . 
 Aug. 1,1888 .. 
 Sept. 17,1889 . 
 Oct. 16,1889.. 
 Sept. 1,1891 .. 
 Sept. 5,1892 .. 
 Do.. 
 
 Per hundred pounds. 
 
 1. 
 
 107 92 
 
 101 
 
 107 
 
 84 
 
 92 
 
 38 
 
 Mar. 16,1894 . 
 
 Mar. 13,1894 . 
 
 Apr. 2,1894. 
 
 June 9,1894. 
 
 Aug. 1,1894 . 107 
 
 May 7,1895 . 
 
 June 1,1895.1. 
 
 June 12,1895. 1 . 
 
 Sept. 16,1895.. 
 
 Sept. 16,1896 .| 81 
 
 32 
 
 92 
 
 3. 
 
 81 
 
 75 
 
 81 
 
 4. 
 
 68 
 
 0 . 
 
 6 . 
 
 
 56 46 
 
 61 
 
 68 
 
 51 . 
 56 . 
 
 28 
 
 81 
 
 Nov. 1,1896 
 Oct. 16,1897 .. 
 Feb. 10.1898.. 
 Feb. 28,1900.. 
 Apr. 18,1900.. 
 Mar. 1,1901 .. 
 Apr. 22,1901.. 
 Feb. 1,1905... 
 May 1,1905 .. 
 Present rates 
 
 107 
 
 / i 
 
 92 
 
 59 
 
 81 
 
 98 
 
 87 
 
 78 
 
 98 
 
 87 
 
 78 
 
 24 
 
 68 
 
 20 
 
 56 
 
 45 
 
 68 
 
 37 
 
 56 
 
 63 
 
 52 
 
 63 
 
 52 
 
 16 
 
 46 
 
 35 
 
 46 
 
 41 
 
 ii 
 
 A. 
 
 28 
 
 16 
 
 28 
 
 28 
 
 28 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 B. 
 
 D. i E 
 
 H. 
 
 36 
 
 31 
 
 21 
 
 27 
 17 . 
 
 48 53 
 
 30 
 
 36 
 
 31 
 
 27 
 
 45 
 
 48 
 
 35 
 
 38 
 
 35 
 
 28 
 
 31 
 
 28 
 
 21 
 
 18 
 
 28 
 
 24 
 
 27 
 
 24 
 
 17 
 
 14 
 
 24 
 
 30 . 
 35 . 
 
 23 
 
 '•28 
 
 19 i. 
 24* ! 
 
 23 34 
 
 28 35 
 
 _ «39 
 
 .... 35 
 
 41 
 
 48 
 
 a 32 
 28 
 25 
 28 
 
 «28 . 
 24 . 
 21 . 
 24 [, 
 
 2D 
 
 35 
 
 33 
 
 33 
 
 26 
 
 26 
 
 22 
 
 *>> 
 
 48 
 
 46 
 
 53 
 
 45 
 
 48 
 
 48 
 
 F. 
 
 ,54 
 
 34 
 
 54 
 
 48 
 
 54 
 
 48 
 
 34 
 
 28 
 
 48 
 
 38 
 
 48 
 
 « 56 
 48 
 42 
 48 
 
 44 
 
 44 
 
 « L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 343 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., St. Louis, Mo., New Orleans, La., to Atlanta, Ga., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 • 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 31 
 
 27 
 
 48 
 
 *53 
 
 54 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 Julv 16,1888. 
 
 . 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 Aug. 1,1888 . 
 
 
 | 
 
 
 
 
 
 36 
 
 31 
 
 27 
 
 
 
 54 
 
 Sept. 17,1889 . 
 
 . 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 
 
 
 
 
 45 
 
 
 
 Oct. 16,1889 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 
 
 
 
 
 48 
 
 
 
 Sept. 1,1891. 
 
 
 
 
 
 
 
 
 35 
 
 28 
 
 24 
 
 
 
 48 
 
 Sept. 5,1892 . 
 
 
 . 
 
 
 
 
 
 
 38 
 
 31 
 
 27 
 
 
 
 54 
 
 * Do. 
 
 
 
 
 
 
 
 
 35 
 
 28 
 
 24 
 
 
 
 48 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 18 
 
 14 
 
 
 
 28 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 28 
 
 24 
 
 
 
 48 
 
 June 9,1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 June 12,1895 . 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 
 Sept. 16'1895 . 
 
 
 
 
 
 
 
 
 
 28 
 
 24 
 
 
 
 48 
 
 Sept. 16'1896 . 
 
 87 
 
 77 
 
 59 
 
 45 
 
 37 
 
 35 
 
 23 
 
 34 
 
 
 
 41 
 
 46 
 
 
 Nov. 1,1896 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 35 
 
 
 
 48 
 
 53 
 
 48 
 
 Oct. 16,1897 . 
 
 
 
 
 
 
 
 
 « 39 
 
 a 32 
 
 a 28 
 
 
 
 a 56 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 35 
 
 28 
 
 24 
 
 
 
 48 
 
 Feb. 28' 1900. 
 
 
 
 
 
 
 
 
 
 25 
 
 21 
 
 
 
 42 
 
 Apr. 18.1900. 
 
 
 
 
 
 
 
 
 
 28 
 
 24 
 
 
 
 48 
 
 Mar. 1,1901 . 
 
 
 
 
 
 
 
 
 25 
 
 
 
 
 
 
 Apr. 22.1901. 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 
 Feb. 1,1905.>. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 
 33 
 
 26 
 
 22 
 
 
 45 
 
 44 
 
 M av 1,1005 
 
 
 
 
 
 
 
 
 
 
 
 
 48 
 
 
 Present rates. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 48 
 
 44 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1. 1887 . 
 
 132 
 
 112 
 
 98 
 
 80 
 
 66 
 
 54 
 
 34 
 
 42 
 
 36 
 
 31 
 
 32 
 
 55 
 
 61 
 
 64 
 
 Oct. 12. 1887 . 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 35 
 
 44 
 
 38 
 
 56 
 
 63 
 
 68 
 
 June 16, 1888 . 
 
 28 
 
 22 
 
 48 
 
 Aug. 1. 1888. 
 
 
 
 
 
 
 
 
 
 38 
 
 32 
 
 
 
 68 
 
 June 16, 1889 . 
 
 
 
 
 
 
 
 
 
 33 
 
 
 
 July 1, 1889. 
 
 
 
 
 
 
 
 
 
 
 32 
 
 
 
 
 Sept. 17, 1889 . 
 
 129 
 
 107 
 
 95 
 
 75 
 
 63 
 
 
 
 
 
 53 
 
 
 
 Oct. 16, 1889 . 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 
 
 
 
 
 56 
 
 
 
 Sept, l’ 1891. 
 
 
 
 43 
 
 35 
 
 29 
 
 
 62 
 
 Sept. 5, 1892 . 
 
 
 
 
 
 
 
 . 
 
 46 
 
 38 
 
 32 
 
 
 
 68 
 
 * Do. 
 
 
 
 
 
 
 
 . 
 
 43 
 
 35 
 
 29 
 
 
 
 62 
 
 Mar. 6, 1394. 
 
 
 
 
 
 
 
 
 28 
 
 22 
 
 
 
 48 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 
 25 
 
 19 
 
 
 
 42 
 
 Apr. 2, 1894. 
 
 
 
 
 
 
 
 
 
 35 
 
 29 
 
 
 
 62 
 
 J une 9, 1894 . 
 
 66 
 
 55 
 
 48 
 
 38 
 
 32 
 
 26 
 
 23 
 
 
 
 
 Aug. 1, 1894 . 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 35 
 
 
 
 
 
 
 
 Mav 7, 1895 . 
 
 34 
 
 
 
 
 
 
 June 1. 1895 . 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 52 
 
 June 14, 1895 . 
 
 
 
 
 
 
 
 
 43 
 
 
 
 Sept. 16, 1895 . 
 
 
 
 
 
 
 
 
 35 
 
 29 
 
 
 
 62 
 
 Sept. 16! 1396 . 
 
 109 
 
 100 
 
 79 
 
 59 
 
 • 49 
 
 45 
 
 30 
 
 42 
 
 49 
 
 56 
 
 
 Nov. 1, 1896... 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 35 
 
 43 
 
 
 
 56 
 
 63 
 
 
 Oct. i6, 1897 . 
 
 a 47 
 
 a 39 
 
 a 33 
 
 a 70 
 
 Feb. 10, 1898 . 
 
 
 
 
 
 
 
 
 43 
 
 35 
 
 29 
 
 
 
 62 
 
 Feb. 28, 1900 . 
 
 
 
 
 
 
 
 32 
 
 26 
 
 
 
 56 
 
 62 
 
 Apr. 18, 1900 . 
 
 
 
 
 
 
 
 
 35 
 
 29 
 
 
 
 Mar. 1, 1901 . 
 
 
 
 
 
 
 
 33 
 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 43 
 
 
 
 
 
 
 Feb. 1 . 1905 . 
 
 126 
 
 110 
 
 98 
 
 77 
 
 64 
 
 51 
 
 35 
 
 41 
 
 33 
 
 27 
 
 56 
 
 55 
 
 58 
 
 Mav 1, 1905. 
 
 58 
 
 Mav 15. 1905 . 
 
 121 
 
 106 
 
 95 
 
 75 
 
 62 
 
 49 
 
 
 
 
 
 
 
 Present rates. 
 
 121 
 
 106 
 
 95 
 
 75 
 
 62 
 
 49 
 
 35 
 
 41 
 
 33 
 
 27 
 
 56 
 
 58 
 
 58 
 
 
 
 a L. C. L. only 
 
344 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 f „ 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky. St. Louis, Mo., New Orleans, La., to Atlanta, Ga., etc .— Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 
 
 
 • 
 
 Per hundred pounds. 
 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 . C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 • 
 
 Oct. 1,1887. 
 
 99 
 
 87 
 
 65 
 
 57 
 
 46 
 
 40 
 
 25 
 
 36 
 
 31 
 
 27 
 
 48 
 
 53 
 
 54 
 
 Oct. 20,1887. 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 32 
 
 27 
 
 23 
 
 44 
 
 49 
 
 46 
 
 June 8,1888. 
 
 
 
 
 
 
 
 
 
 22 
 
 18 
 
 
 
 36 
 
 June —, 1888. 
 
 
 
 
 
 
 
 
 
 17 
 
 13 
 
 
 
 26 
 
 Aug. 1.1888 . 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Aug. 28,1891 . 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 .Tune 11,1894. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 15 
 
 
 
 
 
 
 
 June 27.1894. 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 
 
 
 
 
 
 July 8,1895_ 
 
 
 
 
 
 
 
 
 
 
 13 
 
 
 
 
 Sept. 20,1895. 
 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 Sept. 16, 1896 . 
 
 77 
 
 73 
 
 55 
 
 41 
 
 33 
 
 31 
 
 19 
 
 30 
 
 
 
 37 
 
 42 
 
 
 Oct. 1,1896 . 
 
 103 
 
 88 
 
 / / 
 
 64 
 
 52 
 
 42 
 
 24 
 
 31 
 
 
 
 44 
 
 49 
 
 
 Oct. 16,1897. 
 
 
 
 
 
 
 
 
 a 35 
 
 a 28 
 
 a 24 
 
 
 
 a 48 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 a 31 
 
 a 24 
 
 a 20 
 
 
 
 <i 40 
 
 Mar. 30,1901 ... 
 
 
 
 . 
 
 
 
 
 
 21 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Feb. 1,1905. 
 
 94 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 
 29 
 
 . 
 
 22 
 
 18 
 
 
 41 
 
 36 
 
 Apr. 29,1905 . 
 
 
 
 
 
 
 
 
 
 
 
 
 44 
 
 
 Present rates. 
 
 . 94 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 29 
 
 22 
 
 18 
 
 44 
 
 44 
 
 36 
 
 i 
 
 a L. C. L. only. 
 
 Statement showing changes'in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., St. Louis, Mo., and New Orleans, La., to Birmingham, Ala., during 
 the period from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. A. 
 
 B. 
 
 C. 
 
 D. E. 
 
 1 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 47 
 
 32 
 
 33 
 
 32 
 
 28 52 
 
 57 
 
 56 
 
 Jan. 1,1888. 
 
 
 
 
 
 
 
 
 
 
 27 . 
 
 
 53 
 
 Mar. 19,1888 . 
 
 
 100 
 
 80 
 
 66 
 
 55 
 
 41 
 
 
 . 
 
 26 
 
 24 48 
 
 48 
 
 44 
 
 Apr. 16,1888. 
 
 
 
 
 
 
 
 
 . 
 
 24 
 
 22 . 
 
 37 
 
 40 
 
 Mayl, 1888. 
 
 
 102 
 
 88 
 
 . 
 
 71 
 
 59 
 
 47 
 
 
 . 
 
 
 
 
 
 June 16,1888. 
 
 .J 
 
 
 
 
 
 
 
 
 16 
 
 12 . 
 
 
 24 
 
 July 16,1888. 
 
 . 
 
 
 
 . 
 
 
 
 
 27 
 
 14 
 
 
 
 20 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 1 
 
 33 
 
 24 
 
 22 . 
 
 
 40 
 
 Oct 1,1888. 
 
 
 
 
 
 
 
 31 
 
 22 
 
 20 . 
 
 
 36 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 1 
 
 33 
 
 26 
 
 22 . 
 
 
 44 
 
 Oct, 16,1889. 
 
 . 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 
 
 
 .| 43 
 
 
 
 Nov. 11,1889 . 
 
 
 
 
 
 
 
 
 . 
 
 . 
 
 30 
 
 26 1. 
 
 
 52 
 
 Nov. 1,1890 . 
 
 
 
 
 
 
 _!_ 
 
 
 26 
 
 00. 
 
 
 44 
 
 Sept. 5,1892. 
 
 
 
 
 
 . 
 
 
 
 36 
 
 29 
 
 25 . 
 
 
 50 
 
 Do. 
 
 . 
 
 . 
 
 
 
 
 . 
 
 . 
 
 33 
 
 26 
 
 22 . 
 
 
 44 
 
 Mar. 6,1894 . 
 
 
 
 
 . 
 
 
 
 
 
 19 
 
 15 . 
 
 
 30 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 16 
 
 12 . 
 
 
 24 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 . 
 
 
 44 
 
 June 9,1&94. 
 
 48 
 
 . 
 
 42 
 
 . 
 
 38 
 
 32 
 
 27 
 
 22 
 
 20 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 32 
 
 
 
 
 
 May 7,'1895. 
 
 
 
 
 . 
 
 
 
 
 28 
 
 
 . 
 
 
 .1 une 1,1895. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 1. 
 
 
 34 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 33 
 
 
 
 . 1 
 
 
 Sept, 16,1895 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 . 
 
 
 (4 
 
 Sept. 16,1896 . 
 
 
 
 
 
 46 
 
 
 28 
 
 
 
 
 
 
 Nov. 1,1896 . 
 
 
 
 
 
 47 
 
 
 32 
 
 
 
 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 a 37 
 
 u 30 
 
 a 26 . 
 
 
 a 52 
 
 Feb. 10.1898. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 1. 
 
 
 44 
 
 Feb. 28,1900. 
 
 
 . 
 
 
 
 
 
 
 
 23 
 
 19 . 
 
 
 38 
 
 Apr. 18,1900. 
 
 
 
 
 . 
 
 
 
 
 
 26 
 
 22 . 
 
 
 44 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 
 23 
 
 
 
 1 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 Oct. 28,’ 1903. 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 
 Mav 1,1905 . 
 
 
 
 
 
 
 
 
 
 
 
 43 
 
 
 Present rates. 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 32 
 
 33 
 
 26 
 
 22 43 
 
 43 
 
 44 
 
 a L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 345 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Kg., etc., to Birmingham, Ala., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. | 
 
 B. 
 
 C. 
 
 D. E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887 . 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 31 
 
 30 
 
 26 
 
 48 
 
 53 
 
 52 
 
 Jan. 1,1888. 
 
 
 
 
 
 
 
 
 
 
 25 
 
 
 
 49 
 
 Mar 19,1888 
 
 
 90 
 
 70 
 
 58 
 
 48 
 
 35 
 
 
 
 24 
 
 22 
 
 44 
 
 44 
 
 40 
 
 Apr. 16,1888. 
 
 
 
 
 
 
 
 
 
 22 
 
 20 
 
 44 
 
 33 
 
 36 
 
 May 1,1888.. 
 
 
 92 
 
 78 
 
 
 52 
 
 41 
 
 
 
 
 
 
 
 
 June 16,1888. 
 
 
 
 
 
 
 
 . 
 
 
 14 
 
 10 
 
 
 
 20 
 
 July 16,1888 . 
 
 
 
 
 
 
 
 
 25 
 
 12 
 
 
 
 . 
 
 16 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 
 
 31 
 
 22 
 
 20 
 
 
 . 
 
 36 
 
 Oct. 1,1888 . 
 
 
 
 
 
 
 
 
 29 
 
 20 
 
 18 
 
 
 
 32 
 
 Dec. 1.1888. 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Dec. 16,1888. 
 
 . 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 28 
 
 31 
 
 24 
 
 20 
 
 39 
 
 33 
 
 40 
 
 Nov. 11,1889 . 
 
 
 
 
 
 
 
 
 
 28 
 
 24 
 
 
 
 48 
 
 Nov. 1,1890 . 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Sept. 5,18a2. 
 
 
 
 
 
 
 
 
 34 
 
 0-7 
 
 27 
 
 23 
 
 . 
 
 
 46 
 
 ‘ Do. 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 
 17 
 
 13 
 
 
 
 26 
 
 Mar. 13,1894 . 
 
 
 :::::: 
 
 
 
 
 
 _ 1 . 
 
 14 
 
 10 
 
 
 
 20 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 .1 line 9,1894 . 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 28 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 .1 une 1,1895. 
 
 
 
 
 
 
 . 
 
 
 19 
 
 15 
 
 
 
 30 
 
 June 12.1895. 
 
 
 
 
 
 
 
 31 
 
 
 . 
 
 
 
 
 Sept. 16,1895 . 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Sept. 16,1896 .. 
 
 
 
 
 
 39 
 
 
 24 
 
 
 
 
 
 
 
 Nov. 1.1896 . 
 
 
 
 
 
 40 
 
 
 28 
 
 
 
 . 
 
 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 « 35 
 
 a 28 
 
 a 24 
 
 
 
 « 48 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Feb. 28,1900. 
 
 
 
 
 
 
 
 . 
 
 
 21 
 
 17 
 
 
 . 
 
 34 
 
 Apr. 18’ 1900. 
 
 
 
 . 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 1,1901. 
 
 
 . 
 
 
 
 
 
 
 21 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 31 
 
 • . 
 
 . 
 
 
 
 Oct. 28,1903 . 
 
 
 
 
 
 • 
 
 
 
 
 
 36 
 
 
 Mavl 1905 
 
 
 
 
 
 
 
 
 
 . . 
 
 1 
 
 
 39 
 
 
 Present rates. 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 28 
 
 31 
 
 24 
 
 20 
 
 39 
 
 39 
 
 40 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1, 1887 . 
 
 Oct. 12, 1887 . 
 
 Jan. 1, 1888 . 
 
 123 
 
 126 
 
 112 
 
 115 
 
 95 
 
 98 
 
 75 
 
 77 
 
 62 
 
 64 
 
 49 
 
 51 
 
 34 
 
 35 
 
 37 
 
 39 
 
 34 
 
 37* 
 
 30 
 
 31 
 
 30 
 
 55 
 
 56 
 
 61 
 
 63 
 
 62 
 
 66 
 
 Apr. 16, 1888. 
 
 . 
 
 113 
 
 90 
 
 72 
 
 . 
 
 60 
 
 45 
 
 35 
 
 
 29 
 
 25 
 
 52 
 
 43 
 
 50 
 
 June 16,1888. 
 
 
 115 
 
 98 
 
 77 
 
 64 
 
 51 
 
 
 
 21 
 
 15 
 
 
 
 34 
 
 July 16, 1888 . 
 
 
 
 
 
 
 
 
 33 
 
 19 
 
 
 
 
 30 
 
 Aug. 1. 1888. 
 
 
 
 
 
 
 
 39 
 
 29 
 
 25 
 
 
 
 50 
 
 Oct 1, 1888 . 
 
 
 
 
 
 
 
 37 
 
 27 
 
 23 
 
 
 
 46 
 
 Dec. 1. 1888. 
 
 107 
 
 92 
 
 78 
 
 61 
 
 52 
 
 40 
 
 35 
 
 39 
 
 31 
 
 25 
 
 47 
 
 
 54 
 
 June 16 ,1889 
 
 
 
 
 
 
 
 
 
 
 26 
 
 
 . 
 
 
 July 1. 1889. 
 
 
 
 
 
 
 
 
 
 
 25 
 
 
 
 Nov. 11, 1889. 
 
 
 
 
 
 
 
 
 
 35 
 
 29 
 
 
 
 62 
 
 Nov. 1, 1890. 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Sept. 5, 1892 . 
 
 . 
 
 
 
 
 
 
 
 42 
 
 34 
 
 28 
 
 
 
 60 
 
 Do. 
 
 
 
 
 
 
 
 
 39 
 
 31 
 
 25 
 
 
 
 54 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 24 
 
 18 
 
 
 
 40 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 
 21 
 
 15 
 
 
 
 34 
 
 Apr. 2, 1894. 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 June 9, 1894 __ 
 
 66 
 
 55 
 
 48 
 
 38 
 
 32 . 
 
 26 
 
 23 
 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 78 
 
 61 
 
 52 
 
 40 
 
 35 
 
 
 
 
 
 
 
 May 7, 1895. 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 June 1. 1895 . 
 
 
 
 
 
 
 
 
 
 26 
 
 20 
 
 
 
 44 
 
 .1 une 14. 1895. 
 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 Sept. 16. 1895 . 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Sept. 16, 1896 . 
 
 
 
 
 
 51 
 
 
 31 
 
 
 
 
 
 
 
 Nov. 1. 1896. 
 
 . 
 
 
 
 
 52 
 
 
 35 
 
 
 
 
 
 
 
 Oct. 1. 1897 . 
 
 
 
 
 
 
 
 
 <443 
 
 a 35 
 
 «29 
 
 
 
 a 62 
 
 Feb. 10, 1898 . 
 
 
 
 
 
 
 
 
 39 
 
 31 
 
 25 
 
 
 
 54 
 
 Feb. 28, 1900. 
 
 
 
 . 
 
 
 
 
 
 
 28 
 
 22 
 
 
 
 48 
 
 Apr. 18. 1900 ... 
 
 
 
 
 
 
 
 . 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Mar. 1, 1901.. 
 
 
 
 
 
 
 
 
 29 
 
 
 
 
 
 
 Apr. 22, 1901 .. 
 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 Oct. 28, 1903 . 
 
 
 
 
 
 
 
 
 
 
 
 
 46 
 
 
 May 1, 1905 
 
 
 
 
 
 
 
 
 
 
 
 
 49 
 
 
 May 15. 1905. 
 
 102 
 
 88 
 
 75 
 
 59 
 
 50 
 
 38 
 
 
 
 
 
 
 46 
 
 
 Present rates. 
 
 102 
 
 88 
 
 75 
 
 59 
 
 50 
 
 38 
 
 35 
 
 39 
 
 31 
 
 25 
 
 47 
 
 46 
 
 54 
 
 a L. C. L. only. 
 
346 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., etc., to Birmingham, Ala., etc .— Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective rates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4 - 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 85 
 
 74 
 
 58 
 
 46 
 
 38 
 
 38 
 
 25 
 
 28 
 
 28 
 
 24 
 
 46 
 
 46 
 
 48 
 
 Oct. 20.1887. 
 
 
 
 
 
 
 30 
 
 
 32 
 
 
 22 
 
 
 
 
 Nov. 7,1887. 
 
 94 
 
 88 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 27 
 
 26 
 
 
 44 
 
 49 
 
 44 
 
 June 8,1888. 
 
 
 
 
 
 
 
 
 
 15 
 
 11 
 
 40 
 
 29 
 
 22 
 
 June 0,1888. 
 
 
 
 
 
 
 
 
 
 12 
 
 8 
 
 
 
 16 
 
 June —. 1888.. 
 
 
 
 
 
 
 
 
 
 10 
 
 6 
 
 
 
 12 
 
 Aug. 1,1888... 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Dec. 27,1888 . 
 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Dec. 2,1889 . 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Sept. 25,1890. 
 
 
 
 
 
 
 
 
 
 
 
 . 
 
 40 
 
 
 Nov. 6,1890 . 
 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Dec. 16,1892 . 
 
 75 
 
 65 
 
 54 
 
 43 
 
 36 
 
 26 
 
 24 
 
 
 
 
 35 
 
 29 
 
 
 June 11,1894. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 15 
 
 
 
 
 
 
 
 June 27,1894. 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1,1894. 
 
 94 
 
 88 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 
 
 
 44 
 
 
 
 July 8,1895 . 
 
 
 
 
 
 
 
 
 
 
 11 
 
 
 
 
 Sept. 20,1895. 
 
 
 
 
 
 
 
 
 
 
 16 
 
 
 
 
 Apr. 10,1896 . 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 
 
 
 
 
 
 
 Sept. 16,1896. 
 
 
 
 
 
 46 
 
 
 20 
 
 
 
 
 
 . 
 
 
 Oct. 1,1896. 
 
 
 
 
 
 47 
 
 
 24 
 
 « 31 
 
 a 24 
 
 a 20 
 
 
 . 
 
 « 40 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 a 27 
 
 u 20 
 
 a 16 
 
 
 
 a 32 
 
 Mar. 30,1901 _ 
 
 
 ...... 
 
 
 
 
 
 
 17 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 27 
 
 
 
 
 
 
 Oct. 28j 1903.. 
 
 
 
 
 
 
 
 
 
 
 
 
 32 
 
 
 Apr. 29 1905 
 
 
 
 
 
 
 
 
 
 
 
 
 35 
 
 
 Present rates. 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 24 
 
 27 
 
 20 
 
 16 
 
 44 
 
 35 
 
 32 
 
 a L. C, L. only. 
 
 State me) it showing changes in rates on classes 1 to Finclusive, from Cincinnati, Ohio, Lou¬ 
 isville, Ky., St. Louis, Mo., New Orleans, La., to Chattanooga, Tenn., during the period 
 from October 1, 1887 . to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 • 
 
 
 Per hundred pounds. 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 2. 
 
 3. 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1. 1887. 
 
 76 65 
 
 57 48 
 
 40 
 
 33 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 38 
 
 38 
 
 June 16,1888. 
 
 
 
 
 
 1 
 
 
 13 
 
 9 
 
 
 37 
 
 IS 
 
 Julv 16. 1888 . 
 
 
 
 
 
 
 20 
 
 
 
 
 
 
 Aug. 1. 1888. 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 16. 1889. 
 
 
 
 
 
 
 
 
 
 
 33 
 
 
 Sept. 17, 1889. 
 
 72 60 
 
 53 43 
 
 36 
 
 
 
 
 
 
 32 
 
 
 
 Oct. 1. 1889. 
 
 
 
 
 30 
 
 
 
 
 
 
 
 
 Oct. 16, 1889. 
 
 76 65 
 
 57 47 
 
 40 
 
 
 
 
 
 
 34 
 
 
 
 Nov. 11. 1889. 
 
 
 
 
 
 
 
 25 
 
 21 
 
 
 
 42 
 
 Nov 16,1890. 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 29 
 
 26 
 
 22 
 
 
 
 44 
 
 Do. 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 . 
 
 
 38 
 
 Mar. 6. 1894. 
 
 
 
 
 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Mar. 13. 1894. 
 
 
 
 
 
 
 
 13 
 
 9 
 
 
 
 18 
 
 Apr. 2, 1894 . 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 33 
 
 June 9, 1894. 
 
 27 23 
 
 20 17 
 
 "ii 
 
 11 
 
 11 
 
 
 
 
 
 
 
 Aug. 1. 1894. 
 
 76 1 65 
 
 57 j 47 
 
 40 
 
 30 
 
 20 
 
 
 
 
 
 
 
 May 7.1895_ 
 
 
 
 
 
 
 21 
 
 
 1 
 
 
 
 June 1, 1895. 
 
 
 
 
 
 
 
 18 
 
 14 
 
 
 
 28 
 
 June 12 1895 
 
 ..i 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Sept. 16. 1895. 
 
 . i 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Oct. 1, 1897. 
 
 
 
 
 
 
 a 30 
 
 a 27 
 
 n 23 . 
 
 
 u 46 
 
 Feb. 10.1898.... 
 
 • 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Feb. 28, 1900. 
 
 
 « 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Apr. 18, 1900. 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 1. 1901. 
 
 
 
 
 
 
 18 
 
 
 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Oct. 28, 1903. 
 
 
 
 
 
 
 
 
 
 
 36 
 
 
 Mav 1.1905. 
 
 
 
 
 
 
 
 
 
 
 39 
 
 
 Present rates. 
 
 76 65 
 
 57 47 
 
 40 
 
 30 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 39 
 
 38 
 
 « L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 347 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnatti, Ohio, Louis¬ 
 ville , Ky., St. Louis, Mo., New Orleans, La., to Chattanooga, Tenn., etc. —Cont’d. 
 
 FROM LOUISVILLE, KY. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Per 
 
 
 
 
 
 
 Per hundred pounds. 
 
 
 
 
 
 bar- 
 
 Effective dates. 
 
 
 
 
 
 • 
 
 
 
 
 
 
 
 
 rel. 
 
 
 1. 
 
 2. 
 
 O 
 
 o. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 76 
 
 65 
 
 57 
 
 48 
 
 40 
 
 33 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 38 
 
 38 
 
 June 16,1888. 
 
 13 
 
 9 
 
 37 
 
 18 
 
 July 16,1888 . 
 
 
 
 
 
 
 
 
 20 
 
 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 16, 1889. 
 
 
 
 
 
 
 
 
 
 33 
 
 
 Sept, 17,1889. 
 
 72 
 
 60 
 
 53 
 
 43 
 
 36 
 
 
 
 
 
 
 32 
 
 
 Oct, 1,1889. 
 
 
 30 
 
 
 
 
 
 
 
 Oct. 16,1889. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 
 
 
 
 34 
 
 
 
 Nov. 11. 1889. 
 
 
 
 
 25 
 
 21 
 
 
 42 
 
 Nov. 16. 1890. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Sept. 5, 1892. 
 
 
 
 
 
 
 
 
 29 
 
 26 
 
 22 
 
 
 
 44 
 
 ‘ Do. 
 
 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar." 6, 1894. 
 
 
 
 
 
 
 . 
 
 _ 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 13 
 
 9 
 
 
 
 18 
 
 38 
 
 Apr. 2, 1894 . 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 June 9,1894. 
 
 27 
 
 23 
 
 20 
 
 17 
 
 14 
 
 11 
 
 11 
 
 
 
 
 
 Aug. 1. 1894. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 30 
 
 20 
 
 
 
 
 
 
 
 Mav 7. 1895. 
 
 
 21 
 
 
 
 
 
 
 June 1,1895. 
 
 
 r 
 
 
 
 
 
 
 18 
 
 14 
 
 
 
 28 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 26 
 
 
 
 Sept, 16. 1895 . 
 
 
 
 
 
 
 
 
 23 
 
 19 
 a 23 
 
 
 
 38 
 
 Oct, 1, 1897. 
 
 
 
 
 
 
 
 
 a 30 
 
 a 27 
 
 
 
 ci 46 
 
 Feb. 10, 1898 . 
 
 
 
 | 
 
 
 
 
 26 
 
 • 23 
 
 19 
 
 
 
 38 
 
 Feb. 28. 1900. 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Apr. 18, 1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 
 
 is 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Oct. 28, 1903. 
 
 .I. 
 
 
 
 
 
 
 
 ... 
 
 
 36 
 
 
 May 1, 1905. 
 
 
 
 
 
 
 
 
 
 
 
 39 
 
 
 Present rates. 
 
 76 1 65 
 
 57 
 
 47 
 
 40 
 
 30 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 39 
 
 38 
 
 
 
 * 4 
 
 
 
 FROM EAST ST. LOUIS, ILL. 
 
 
 
 
 
 
 - 
 
 Oct. 1, 1887 . 
 
 101 
 
 85 
 
 74 
 
 60 
 
 50 
 
 41 
 
 26 
 
 32 
 
 27 
 
 23 
 
 41 
 
 46 
 
 48 
 
 Oct. 12, 1887 . 
 
 104 
 
 88 
 
 77 
 
 62 
 
 52 
 
 43 
 
 27 
 
 34 
 
 30 
 
 24 
 
 42 
 
 48 
 
 52 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 20 
 
 14 
 
 
 47 
 
 32 
 
 July 16, 1888 . 
 
 
 
 
 
 
 
 
 28 
 
 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 34 
 
 30 
 
 24 
 
 
 
 52 
 
 Mar. 16, 1889. 
 
 
 
 
 
 
 
 
 
 43 
 
 June 16, 1889. 
 
 
 
 
 
 
 
 
 
 
 25 
 
 
 
 July 1, 1889. 
 
 
 
 
 
 
 
 
 
 
 24 
 
 
 
 
 Sept. 17,1889. 
 
 100 
 
 83 
 
 73 
 
 57 
 
 48 
 
 1 
 
 
 
 40 
 
 
 
 Oct. 1,1889. 
 
 40 
 
 
 
 
 
 
 
 Oct. 16,1889. 
 
 104 
 
 88 
 
 77 
 
 61 
 
 52 
 
 
 
 
 
 42 
 
 
 
 Nov. 11, 1889. 
 
 
 
 
 32 
 
 26 
 
 
 56 
 
 Nov. ie! 1890. 
 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 52 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 
 
 37 
 
 33 
 
 27 
 
 
 
 58 
 
 52 
 
 Do. 
 
 
 
 
 
 
 
 
 34 
 
 30 
 
 24 
 
 
 . 
 
 Mar. 6, 1894. 
 
 
 . 
 
 
 
 
 
 
 23 
 
 17 
 
 . 
 
 
 88 
 
 Mar. 13, 1894. 
 
 . 
 
 
 
 . 
 
 
 
 
 
 20 
 
 14 
 
 24 
 
 
 
 32 
 
 Apr. 2, 1894 . 
 
 
 
 
 
 
 
 
 30 
 
 
 
 52 
 
 June 9,1894... 
 
 55 
 
 46 
 
 40 
 
 31 
 
 26 
 
 21 
 
 18 
 
 
 
 
 
 Aug. 1, 1894. 
 
 Mav 7, 1895 . 
 
 104 
 
 88 
 
 77 
 
 61 
 
 52 
 
 40 
 
 27 
 
 
 
 
 
 
 
 
 25 
 
 
 
 
 
 
 June 1.1895. 
 
 
 
 
 
 
 
 
 25 
 
 19 
 
 
 
 42 
 
 June 14, 1895. 
 
 
 
 
 
 
 
 
 34 
 
 
 
 Sept. 16, 1895. 
 
 
 . 
 
 
 
 
 
 
 30 
 
 24 
 
 
 . 
 
 52 
 
 Oct. 1. 1897 _ 
 
 . 
 
 
 
 
 
 
 
 a 38 
 
 a 34 
 
 a 28 
 
 
 
 a 60 
 
 Feb. 10. 1898_ 
 
 
 
 
 
 
 
 34 
 
 30 
 
 24 
 
 
 
 52 
 
 Feb. 28, 1900. 
 
 
 
 
 
 
 
 
 27 
 
 21 
 
 
 
 46 
 
 Apr. 18’ 1900. 
 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 52 
 
 Mar. 1,1901. 
 
 
 . 
 
 
 
 
 
 
 26 
 
 
 
 
 Apr. 22,1901 . 
 
 
 
 
 
 
 
 
 34 
 
 
 
 
 
 
 Oct. 28, 1903 . 
 
 
 
 
 
 
 
 
 
 . 
 
 
 46 
 
 
 Mav 1. 1905. 
 
 
 
 
 « 
 
 
 
 
 
 
 
 
 49 
 
 
 Mav 15, 1905. 
 
 99 
 
 84 
 
 74 
 
 59 
 
 50 
 
 30 
 
 
 
 
 
 
 
 Present rates. 
 
 99 
 
 84 
 
 74 
 
 59 
 
 50 
 
 30 
 
 27 
 
 34 
 
 30 
 
 24 
 
 42 
 
 49 
 
 52 
 
 a L. C. L. only. 
 
348 
 
 DIGEST OF HEARINGS ON KAILWAY KATES 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., St. Louis, Mo., New Orleans, La., to Chattanooga, Term., etc .—Cont’d. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1, 1887 . 
 
 70 
 
 55 
 
 40 
 
 32 
 
 32 
 
 27 ; 27 
 
 27 
 
 28 
 
 22 
 
 40 
 
 40 
 
 60 
 
 Nov. 7, 1887. 
 
 94 
 
 88 
 
 74 
 
 59 
 
 48 
 
 37 24 
 
 
 26 
 
 
 44 
 
 49 
 
 44 
 
 June 8,1888. 
 
 
 
 
 
 
 
 
 15 
 
 11 
 
 40 
 
 29 
 
 22 
 
 .Time 10 1888 
 
 
 
 
 
 
 
 
 10 
 
 6 
 
 
 
 12 
 
 Aug. 1, 1888.. 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 25,1890. 
 
 
 
 
 
 
 
 
 
 
 
 40 1. 
 
 
 July 1, 1892 .. 
 
 
 
 
 
 
 
 
 
 18 
 
 
 1 
 
 June 11,1894.. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 I 15 
 
 
 
 
 
 
 June 27,1894 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 12 
 
 
 
 
 
 
 Aug. 1. 1894. 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 24 
 
 31 
 
 24 
 
 20 
 
 44 
 
 49 
 
 40 
 
 July 8, 1895 ... 
 
 
 
 
 
 
 
 
 
 15 
 
 
 ! 
 
 
 Sept. 20,1895. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 Oct. 1,1897. 
 
 
 
 
 
 
 
 a 35 
 
 a 28 
 
 a 24 
 
 
 |* 
 
 a 48 
 
 Feb. 10. 1898 . 
 
 
 
 
 
 
 
 a 31 
 
 a 24 
 
 a 20 
 
 
 
 « 40 
 
 Mar. 30, 1901. 
 
 
 
 
 
 
 
 21 
 
 
 
 
 
 
 Apr. 22, 1901. 
 
 
 . 
 
 
 
 
 
 31 
 
 
 
 
 
 Apr. 28, 1905. 
 
 
 
 
 
 
 
 
 
 
 
 52 . 
 
 Present rates. 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 24 
 
 31 
 
 24 
 
 20 
 
 44 
 
 52 
 
 40 
 
 a L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Kg., St. Louis, Mo., New Orleans, La., to Decatur, Ala., during the period 
 from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 
 
 
 
 Per hundred pounds. 
 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1, 1887 . 
 
 92 
 
 80 
 
 72 
 
 58 
 
 50 
 
 46 
 
 40 
 
 44 
 
 37 
 
 30 
 
 48 
 
 53 
 
 72 
 
 Apr. 16, 1888 . 
 
 90 
 
 75 
 
 67 
 
 53 
 
 44 
 
 41 
 
 36 
 
 33 
 
 28 
 
 26 
 
 36 
 
 49 
 
 52 
 
 June 16, 1888. 
 
 82 
 
 73 
 
 
 
 
 39 
 
 32 
 
 29 
 
 
 24 
 
 29 
 
 39 
 
 
 Dec. 1, 1888 . 
 
 99 
 
 81 
 
 69 
 
 62 
 
 54 
 
 49 
 
 37 
 
 36 
 
 37 
 
 30 
 
 46 
 
 44 
 
 74 
 
 June 16, 1889. 
 
 
 
 
 60 
 
 51 
 
 45 
 
 35 
 
 35 
 
 34 
 
 27 
 
 45 
 
 32 
 
 68 
 
 Nov. 11. 1889. 
 
 85 
 
 72 
 
 65 
 
 54 
 
 46 
 
 36 
 
 25 
 
 24 
 
 21 
 
 19 
 
 36 
 
 34 
 
 43 
 
 June 1, 1892. 
 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 
 Sept. 5, 1892. 
 
 
 
 
 
 
 
 
 27 
 
 25 
 
 22 
 
 
 
 49 
 
 Do. 
 
 
 
 
 . 
 
 
 
 
 24 
 
 22 
 
 19 
 
 36 
 
 34 
 
 43 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 15 
 
 12 
 
 
 
 29 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 
 12 
 
 «) 
 
 
 
 23 
 
 Apr. 2, 1894. 
 
 
 
 
 
 
 
 
 
 22 
 
 19 
 
 
 
 43 
 
 June 9, 1894. 
 
 37 
 
 33 
 
 30 
 
 25 
 
 21 
 
 17 
 
 15 
 
 
 
 
 
 
 
 Aug. L 1894. 
 
 85 
 
 72 
 
 65 
 
 54 
 
 46 
 
 36 
 
 25 
 
 
 
 
 
 
 
 May 7, 1895 . 
 
 
 
 
 
 
 
 
 19 
 
 
 
 
 
 
 June 1, 1895. 
 
 
 
 
 
 
 
 
 
 17 
 
 14 
 
 
 
 33 
 
 June 12, 1895. 
 
 
 
 
 
 
 
 
 24 
 
 
 
 
 
 
 Sept. 16, 1895. 
 
 
 
 
 
 
 
 
 
 22 
 
 19 
 
 
 
 43 
 
 Oct. 1, 1897 . 
 
 
 
 
 
 l 
 
 
 a 28 
 
 a 26 
 
 a 23 
 
 
 
 a 51 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 24 
 
 22 
 
 19 
 
 
 
 43 
 
 Feb. 28, 1900..•.. 
 
 
 
 
 
 
 
 
 
 19 
 
 16 
 
 . 
 
 
 37 
 
 Mar. 10. 1900. 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 
 27 
 
 28 
 
 22 
 
 18 
 
 38 
 
 37 
 
 
 Apr. 18, 1900. 
 
 
 
 
 
 
 
 
 
 25 
 
 21 
 
 
 
 43 
 
 July 31, 1900. 
 
 
 
 
 
 
 
 
 
 
 
 
 42 
 
 Mar. 1. 1901. 
 
 
 
 
 
 
 
 18 
 
 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 
 
 Present rates. 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 27 
 
 28 
 
 25 
 
 21 
 
 38 
 
 37 
 
 42 
 
 «L. C. L. only. 
 
 1 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 349 
 
 Statement thawing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., St. Louis, Mo., New Orleans, La., to Decatur, Ala., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 1 
 
 D. | 
 
 E. 1 
 
 H. 
 
 F. 
 
 Oct. 1,1887 . 
 
 82 
 
 70 
 
 62 
 
 48 
 
 40 
 
 36 
 
 35 
 
 39 
 
 32 
 
 25 
 
 43 
 
 48 
 
 62 
 
 Apr. 16,1888. 
 
 80 
 
 65 
 
 57 
 
 45 
 
 37 
 
 35 
 
 32 
 
 31 
 
 26 
 
 24 
 
 32 
 
 45 
 
 48 
 
 June 16,1888. 
 
 72 
 
 63 
 
 
 
 
 33 
 
 28 
 
 27 
 
 
 22 
 
 25 
 
 35 
 
 
 Dec. 1,1888. 
 
 8tP 
 
 71 
 
 59 
 
 52 
 
 44 
 
 39 
 
 32 
 
 31 
 
 32 
 
 25 
 
 41 
 
 39 
 
 64 
 
 Nov. 11,1889 . 
 
 75 
 
 62 
 
 oo 
 
 46 
 
 39 
 
 30 
 
 21 
 
 22 
 
 19 
 
 17 
 
 32 
 
 30 
 
 39 
 
 June 1,1892. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 
 . 
 
 25 
 
 23 
 
 20 
 
 
 
 45 
 
 Sept, 15,1892 . 
 
 
 
 
 
 
 
 
 22 
 
 20 
 
 17 
 
 
 
 39 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 
 13 
 
 10 
 
 
 
 25 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 . 
 
 
 
 10 
 
 7 
 
 
 
 19 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 20 
 
 17 
 
 
 
 39 
 
 June 9,1894. 
 
 27 
 
 23 
 
 20 
 
 17 
 
 14 
 
 11 
 
 . 
 
 11 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 75 
 
 62 
 
 55 
 
 46 
 
 39 
 
 30 
 
 21 
 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 . 
 
 
 
 17 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 15 
 
 12 
 
 
 
 29 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 
 
 Sept. 16,1895 . 
 
 
 . 
 
 
 
 
 
 
 
 . 
 
 20 
 
 . 
 
 17 
 
 
 
 39 
 
 Oct, 1.1897 . 
 
 
 
 
 
 
 
 
 a 26 
 
 a 24 
 
 a 21 
 
 
 
 a 47 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 22 
 
 20 
 
 17 
 
 
 
 39 
 
 Feb. 28j 1900. 
 
 
 
 
 
 
 
 
 
 17 
 
 14 
 
 
 
 33 
 
 Mar. 10,1900 . 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 23 
 
 26 
 
 20 
 
 16 
 
 34 
 
 33 
 
 
 Apr. 18,'1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 39 
 
 J lily 31' 1900. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 38 
 
 Mar. 1,1900 . 
 
 
 
 
 
 
 
 
 16 
 
 
 . 
 
 . 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Present rates. 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 23 
 
 26 
 
 23 
 
 19 
 
 34 
 
 ' 33 
 
 38 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1,1887. 
 
 Oct. 12,1887. 
 
 Jan. 1, 1888. 
 
 Apr. 16, 1888. 
 
 June 16, 1888. 
 
 101 
 
 104 
 
 110 
 
 108 
 
 100 
 
 117 
 
 81 
 
 84 
 
 93 
 88 
 86 
 
 94 
 
 71 
 
 74 
 
 82 
 
 77 
 
 54 
 
 56 
 
 62 
 
 59 
 
 48 
 50 
 52 
 
 49 
 
 43 
 
 45 
 
 46 
 45 
 43 
 49 
 
 36 
 
 37 
 39 
 39 
 35 
 
 38 
 40 
 
 39 
 39 
 35 
 
 38 
 40 
 
 39 
 33 
 
 30 
 
 31 
 30 
 
 29 
 27 
 
 30 
 
 31 
 
 48 
 
 49 
 49 
 40 
 33 
 49 
 
 53 
 
 55 
 
 49 
 
 55 
 
 45 
 
 49 
 
 72 
 76 
 
 73 
 62 
 
 Dec. 1, 1.888. 
 
 June 16,1889. 
 
 79 
 
 66 
 
 56 
 
 39 
 
 39 
 
 39 
 
 78 
 
 Julv 1, 1889. 
 
 
 
 
 . 
 
 
 
 
 
 
 30 
 
 
 
 
 Nov. 11, 1889. 
 
 103 
 
 85 
 
 75 
 
 60 
 
 51 
 
 40 
 
 28 
 
 30 
 
 26 
 
 22 
 
 40 
 
 40 
 
 53 
 
 Jan. 1, 1890 . 
 
 105 
 
 
 73 
 
 54 
 
 42 
 
 
 
 
 27 
 
 
 32 
 
 
 50 
 
 Mav L 1890 . 
 
 103 
 
 
 75 
 
 60 
 
 51 
 
 
 
 
 26 
 
 
 40 
 
 
 53 
 
 June 1, 1892. 
 
 
 
 
 
 
 
 
 
 27 
 
 
 
 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 
 
 33 
 
 30 
 
 25 
 
 40 
 
 
 59 
 
 Sept, 15.1892. 
 
 
 
 
 
 
 
 
 30 
 
 27 
 
 22 
 
 
 
 53 
 
 Mar. 6, i894. 
 
 
 
 
 
 
 
 
 
 20 
 
 15 
 
 
 
 39 
 
 Apr. 2. 1894. 
 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 53 
 
 June 9,1894. 
 
 55 
 
 46 
 
 40 
 
 31 
 
 26 
 
 21 
 
 18 
 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 103 
 
 85 
 
 75 
 
 60 
 
 51 
 
 40 
 
 28 
 
 
 
 
 
 
 
 Mav 7, 1895 . 
 
 
 
 
 
 
 
 
 21 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 22 
 
 17 
 
 
 
 43 
 
 June 14, 1895. 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 Sept. 16,1895. 
 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 53 
 
 Oct. 1, 1897 . 
 
 
 1 
 
 
 
 
 
 a 34 
 
 a 31 
 
 a 26 
 
 
 
 a 61 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 30 
 
 27 
 
 22 
 
 
 
 53 
 
 Feb. 28' 1900. 
 
 
 
 
 
 
 
 
 
 24 
 
 19 
 
 
 
 47 
 
 Mar. 10, 1900. 
 
 107 
 
 92 
 
 78 
 
 61 
 
 52 
 
 
 30 
 
 34 
 
 27 
 
 21 
 
 42 
 
 43 
 
 
 Apr. 18, 1900. 
 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 53 
 
 July 31. 1900. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 52 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 
 
 24 
 
 .. . 
 
 
 
 
 
 Apr. 22. 1901 . 
 
 
 
 
 
 
 
 
 34 
 
 
 . 
 
 
 
 
 May 20, 1905 . 
 
 102 
 
 88 
 
 75 
 
 59 
 
 50 
 
 38 
 
 
 
 
 
 
 
 
 Present rates. 
 
 102 
 
 88 
 
 75 
 
 59 
 
 50 
 
 38 
 
 30 
 
 34 
 
 30 
 
 24 
 
 42 
 
 43 
 
 52 
 
 a L. C. L. only. 
 
850 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., St. Lous, Mo., New Orleans, La., to Decatur, Ala., etc. —Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 104 
 
 90 
 
 78 
 
 65 
 
 53 
 
 42 
 
 34 41 
 
 42 
 
 34 
 
 45 
 
 54 
 
 68 
 
 .T une 13,1889. 
 
 106 
 
 87 
 
 68 
 
 63 
 
 58 
 
 54 
 
 42 44 
 
 34 
 
 30 
 
 54 
 
 
 62 
 
 July 9,1889 . 
 
 
 88 
 
 74 
 
 53 
 
 
 48 
 
 40 . 
 
 
 
 51 
 
 
 
 Aug. 14,1891. 
 
 95 
 
 83 
 
 68 
 
 
 44 
 
 37 
 
 27 - 29± 
 
 274 
 
 24 
 
 38 
 
 46 
 
 51 
 
 June 11.1894. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 15 . 
 
 
 
 
 
 
 June 27,1894. 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 . 
 
 
 
 
 
 
 Aug. 1,1894. 
 
 85 
 
 75 
 
 62 
 
 48 
 
 41 
 
 34 
 
 24 271 
 
 24 
 
 20 
 
 35 
 
 43 
 
 40 
 
 July 8,1895 . 
 
 
 
 
 
 
 
 
 
 15 
 
 
 
 
 Sept. 20,1895. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 . 
 
 Feb. 15,1897 . 
 
 
 
 
 50 
 
 
 
 . 30 
 
 
 
 
 
 
 Oct. 1,1897. 
 
 
 
 
 
 
 
 . a 34 
 
 a 28 
 
 a 24 
 
 
 . 
 
 a 48 
 
 Feb. 10,1898 . 
 
 
 
 
 
 
 
 30 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 10,1900. 
 
 89 
 
 82 
 
 65 
 
 51 
 
 42 
 
 
 . 31 
 
 
 
 37 
 
 46 
 
 
 Mar. 30' 1901. 
 
 
 
 
 
 
 
 . 21 
 
 
 
 
 
 
 Apr. 22,1901 . 
 
 
 
 
 
 
 
 . 31 
 
 
 
 
 
 
 Present rates. 
 
 89 
 
 82 
 
 65 
 
 51 
 
 42 
 
 34 
 
 24 31 
 
 , 24 
 
 20 
 
 37 
 
 46 
 
 40 
 
 «L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., St. Louis, Mo., and New Orleans, La., to Florence, Ala., during the 
 period from October 1 , 1S87, to October 1 , 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 ' 
 
 F. 
 
 Oct. 1,1887 . 
 
 100 
 
 85 
 
 75 
 
 60 
 
 50 
 
 48 
 
 48 
 
 48 
 
 43 
 
 37 
 
 50 
 
 55 
 
 84 
 
 Aug. 1,1888 . 
 
 82 
 
 73 
 
 67 
 
 53 
 
 44 
 
 39 
 
 32 
 
 29 
 
 28 
 
 24 
 
 29 
 
 39 
 
 52 
 
 Dec. 16,1888. 
 
 
 71 
 
 62 
 
 49 
 
 39 
 
 37 
 
 32 
 
 24 
 
 25 
 
 19 
 
 
 
 40 
 
 Apr. 16,1889. 
 
 81 
 
 67 
 
 
 
 
 
 28 
 
 
 
 
 
 35 
 
 
 Nov. 11.1889 . 
 
 85 
 
 72 
 
 65 
 
 54 
 
 46 
 
 36 
 
 25 
 
 
 21 
 
 
 36 
 
 34 
 
 43 
 
 May 1,1891. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 34 
 
 Aug. 1,1891. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 43 
 
 June l, 1892. 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 Sept, 5,' 1892 . 
 
 
 
 
 
 
 
 
 27 
 
 25 
 
 22 
 
 
 
 • 49 
 
 Sept.5^ 1892 . 
 
 
 
 
 
 
 
 
 24 
 
 22 
 
 19 
 
 
 
 43 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 
 15 
 
 12 
 
 
 
 29 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 12 
 
 9 
 
 
 
 23 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 22 
 
 19 1 
 
 
 
 43 
 
 June 9,1894. 
 
 37 
 
 33 
 
 30 
 
 25 
 
 21 
 
 17 
 
 is 
 
 
 
 
 
 . 
 
 
 Aug. 1,1894 . 
 
 85 
 
 72 
 
 65 
 
 54 
 
 46 
 
 36 
 
 25 
 
 
 
 
 
 
 
 May 7,1895 . 
 
 
 
 
 
 
 
 
 19 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 17 
 
 14 
 
 
 
 33 
 
 J une 12,1895. 
 
 
 
 
 
 
 
 
 24 
 
 
 
 
 
 
 Sept. 16,1895 . 
 
 
 
 
 
 
 
 
 
 22 
 
 19 
 
 
 
 43 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 a 28 
 
 a 26 
 
 a 23 
 
 
 
 a 51 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 24 
 
 22 
 
 19 
 
 
 
 43 
 
 Feb. 28,1900. 
 
 
 
 
 
 
 
 
 
 19 
 
 16 
 
 
 
 37 
 
 Mar. 10,1900 . 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 27 
 
 28 
 
 22 
 
 18 
 
 38 
 
 37 
 
 
 Apr. 18,1900. 
 
 
 
 
 
 
 
 
 
 25 
 
 21 
 
 
 
 43 
 
 July 31,1900 . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 42 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 
 18 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 
 Present rates. 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 27 
 
 28 
 
 25 
 
 21 
 
 38 
 
 37 
 
 42 
 
 « L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 351 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., St. Louis, Mo., and New Orleans , La., to Florence, Ala., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 i. 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 38 
 
 43 
 
 43 
 
 38 
 
 32 
 
 45 
 
 50 
 
 76 
 
 Aug. 1,1888 . 
 
 72 
 
 63 
 
 57 
 
 45 
 
 37 
 
 33 
 
 28 
 
 27 
 
 26 
 
 22 
 
 25 
 
 35 
 
 48 
 
 Dec. 1G, 1888. 
 
 
 61 
 
 52 
 
 41 
 
 32 
 
 31 
 
 28 
 
 22 
 
 23 
 
 17 
 
 
 
 36 
 
 4pr. 1G, 1889. 
 
 71 
 
 57 
 
 
 
 
 
 24 
 
 
 
 
 
 31 
 
 
 Nov. 11,1889 . 
 
 75 
 
 62 
 
 55 
 
 46 
 
 39 
 
 30 
 
 21 
 
 
 19 
 
 
 32 
 
 30 
 
 39 
 
 May 1,1891. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 30 
 
 Aug. 1,1891. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 39 
 
 June 1.1892. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 
 Sept, 5, 1892 . 
 
 . 
 
 
 
 
 
 
 25 
 
 23 
 
 20 
 
 
 
 45 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 
 99 
 
 20 
 
 17 
 
 
 
 39 
 
 Mar. 6,1894 . 
 
 . 
 
 . 
 
 
 
 
 
 
 
 13 
 
 10 
 
 
 
 25 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 10 
 
 7 
 
 
 
 19 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 20 
 
 17 
 
 
 
 39 
 
 .1 une 9,1894. 
 
 27 
 
 23 
 
 20 
 
 17 
 
 14 
 
 11 
 
 11 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 75 
 
 62 
 
 55 
 
 46 
 
 39 
 
 30 
 
 21 
 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 
 
 
 17 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 15 
 
 12 
 
 
 
 29 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 
 
 Sept. 16,1895 . 
 
 
 
 
 
 
 
 
 
 20 
 
 17 
 
 
 
 39 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 a 26 
 
 a 24 
 
 a 21 
 
 
 
 a 47 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 22 
 
 20 
 
 17 
 
 
 
 39 
 
 Feb. 28,1900. 
 
 
 
 
 
 
 
 
 
 17 
 
 14 
 
 
 
 33 
 
 Mar. 10,1900 . 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 
 23 
 
 26 
 
 20 
 
 16 
 
 34 
 
 33 
 
 
 Apr. 18,1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 39 
 
 July 31,1900. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 38 
 
 Mar. 1,1901. 
 
 
 . 
 
 
 
 
 
 
 16 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 . 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Present rates. 
 
 79 
 
 69 • 
 
 58 
 
 47 
 
 40 
 
 30 
 
 23 
 
 26 
 
 23 
 
 19 
 
 34 
 
 33 
 
 38 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1 1887. 
 
 97 
 
 79 
 
 69 
 
 50 
 
 44 
 
 41 
 
 34 
 
 36 
 
 36 
 
 29 
 
 44 
 
 49 
 
 68 
 
 Oct. 12,1887. 
 
 100 
 
 82 
 
 72 
 
 52 
 
 46 
 
 43 
 
 35 
 
 38 
 
 38 
 
 30 
 
 45 
 
 51 
 
 72 
 
 Jan. 1, 1888 . 
 
 116 
 
 93 
 
 83 
 
 64 
 
 52 
 
 40 
 
 38 
 
 29 
 
 48 
 
 48 
 
 71 
 
 July 16, 1888. 
 
 100 
 
 86 
 
 77 
 
 59 
 
 49 
 
 43 
 
 35 
 
 35 
 
 33 
 
 27 
 
 33 
 
 45 
 
 62 
 
 Aug. 1, 1888. 
 
 84 
 
 72 
 
 55 
 
 44 
 
 41 
 
 37 
 
 30 
 
 30 
 
 22 
 
 50 
 
 Oct 16, 1888 . 
 
 
 35 
 
 
 
 Apr. 16, 1889. 
 
 99 
 
 80 
 
 
 
 
 
 31 
 
 
 
 
 
 41 
 
 
 June 16,1889. 
 
 
 
 
 
 
 
 23 
 
 
 
 July 1. 1889. 
 
 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 Nov. 11. 1889. 
 
 103 
 
 85 
 
 75 
 
 60 
 
 51 
 
 40 
 
 28 
 
 
 26 
 
 22 
 
 40 
 
 40 
 
 53 
 
 Jan. 1, 1890 . 
 
 105 
 
 73 
 
 54 
 
 42 
 
 
 27 
 
 32 
 
 50 
 
 May 1. 1890. 
 
 103 
 
 
 75 
 
 60 
 
 51 
 
 
 
 
 26 
 
 
 40 
 
 
 53 
 
 May 1, 1891. 
 
 
 
 
 
 
 
 44 
 
 Aug. 1,1891. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 53 
 
 June l, 1892 . 
 
 
 
 
 
 
 
 
 
 27 
 
 
 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 
 
 33 
 
 30 
 
 25 
 
 
 
 59 
 
 53 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 
 
 '30 
 
 27 
 
 22 
 
 
 
 Mar. 6,'1894. 
 
 
 
 
 
 
 
 
 20 
 
 15 
 
 
 
 39 
 
 Apr. 2,' 1894. 
 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 53 
 
 June 9, 1894 . 
 
 55 
 
 46 
 
 40 
 
 31 
 
 26 
 
 21 
 
 18 
 
 
 
 
 Aug. 1,1894. 
 
 103 
 
 85 
 
 75 
 
 60 
 
 . 
 
 51 
 
 40 
 
 28 
 
 
 
 
 
 
 
 May 7,1895. 
 
 21 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 22 
 
 17 
 
 
 
 43 
 
 June 14,1895. 
 
 
 
 
 
 
 
 
 30 
 
 
 
 Sept. 16,1895. 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 53 
 
 Oct. 1.1897. 
 
 
 
 
 
 
 
 
 a 34 
 
 a 31 
 
 a 26 
 
 
 
 «61 
 
 Feb.10.1898. 
 
 
 
 
 
 
 
 
 30 
 
 27 
 
 22 
 
 
 
 53 
 
 Feb. 28. 1900. 
 
 
 
 
 
 
 
 
 24 
 
 19 
 
 
 
 47 
 
 Mar. 10. 1900. 
 
 107 
 
 92 
 
 78 
 
 61 
 
 52 
 
 
 30 
 
 34 
 
 27 
 
 21 
 
 42 
 
 43 
 
 Apr. 18, 1900. 
 
 
 
 30 
 
 24 
 
 53 
 
 July 31,’ 1900 .. 
 
 
 
 
 
 
 
 
 
 
 
 52 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 
 
 24 
 
 
 
 
 
 Apr. 22. 1901 
 
 
 .. 
 
 . 
 
 
 
 
 
 34 
 
 
 
 
 
 
 Mav 20. 1905 .. 
 
 102 
 
 88 
 
 75 
 
 59 
 
 50 
 
 38 
 
 
 
 
 
 
 
 Present rates. 
 
 102 
 
 88 
 
 75 
 
 59 
 
 50 
 
 38 
 
 30 
 
 34 
 
 30 
 
 24 
 
 42 
 
 43 
 
 52 
 
 
 
 «L. C. L. only 
 
352 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., St. Louis, Mo., and Neiv Orleans, La., to Florence, Ala., etc. Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 F. 
 
 1 . 
 
 2 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 <2 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 Oct. 1.1887 . 
 
 108 
 
 93 
 
 78 
 
 65 
 
 54 
 
 45 
 
 46 50 
 
 75 
 
 45 
 
 65 
 
 85 
 
 90 
 
 Dec. 31,1888. 
 
 104 
 
 90 
 
 78 
 
 
 53 
 
 42 
 
 34 41 
 
 42 
 
 34 
 
 45 
 
 51 
 
 68 
 
 July 8,1889 . 
 
 106 
 
 88 
 
 74 
 
 63 
 
 58 
 
 54 
 
 42 44 
 
 34 
 
 30 
 
 54 
 
 
 62 
 
 July y 1889 
 
 
 
 
 
 
 48 
 
 40 . 
 
 
 
 51 
 
 
 
 Aug. 14,1891. 
 
 85 
 
 75 
 
 62 
 
 48 
 
 41 
 
 34 
 
 25 27 5 
 
 254 
 
 22 
 
 35 
 
 43 
 
 47 
 
 .1 an 1 1898 
 
 
 
 
 
 
 
 24 . 
 
 24 
 
 20 
 
 
 
 40 
 
 Feb 15 1897 
 
 
 
 
 50 
 
 
 
 . 30 
 
 
 . 
 
 
 
 Oct 1 1897 
 
 
 
 
 
 
 
 . a 34 
 
 . 
 
 a 28 
 
 a 24 
 
 
 n 48 
 
 Feb 10 1898. 
 
 
 
 
 
 
 
 . 30 
 
 24 
 
 20 
 
 
 40 
 
 Mar 10 1900 
 
 89 
 
 82 
 
 65 
 
 51 
 
 42 
 
 
 . 31 
 
 
 
 37 
 
 46 
 
 
 Mar 30 1901 . 
 
 
 
 
 
 
 
 . 21 
 
 
 
 
 
 
 Apr 22 1901 
 
 . 
 
 
 
 
 
 
 . 31 
 
 
 
 
 
 Present rates. 
 
 89 
 
 82 
 
 65 
 
 51 
 
 42 
 
 34 
 
 . 24 31 
 
 24 
 
 20 
 
 37 
 
 46 
 
 40 
 
 a L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky.,St. Louis, Mo., and New Orleans, La., to Gadsden, Ala., during the period 
 from October 1 , 18S7, to October 1 , 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 
 
 
 
 Per hundred pounds. 
 
 • 
 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F - 
 
 Feb 1,1889. 
 
 93 
 
 81 
 
 68 
 
 55 
 
 47 
 
 37 
 
 35 
 
 38 
 
 31 
 
 26 
 
 53 
 
 47 
 
 55 
 
 Apr. 16,1889. 
 
 87 
 
 77 
 
 64 
 
 52 
 
 44 
 
 33 
 
 31 
 
 34 
 
 29 
 
 23 
 
 49 
 
 . . # . %<1 
 
 46 
 
 Sept. 17,1889 . 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 31 
 
 24 
 
 20 
 
 44 
 
 33 
 
 40 
 
 Oct. 16,1889. 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 
 • 
 
 
 
 39 
 
 
 . )_ 
 
 Nov. 11,1889 . 
 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 54 
 
 Nov. 16,1890 . 
 
 
 
 
 
 
 
 
 . 
 
 30 
 
 25 
 
 
 
 52 
 
 Mar. 2,1891 ... 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 May 1,1892 . 
 
 . 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 42 
 
 44 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 
 34 
 
 29 
 
 25 
 
 
 
 50 
 
 Sept. 15,1892 . 
 
 
 
 
 
 
 
 
 31 
 
 26 
 
 22 
 
 39 
 
 
 44 
 
 Mar. 6,1894 ... 
 
 
 
 . 
 
 
 
 
 
 
 19 
 
 15 
 
 
 . 
 
 30 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Apr. 2,1894. 
 
 
 
 . 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 June 9,1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 . 
 
 
 Aug. 1,1894 . 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 28 
 
 4 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Sept 16,1895. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 a 35 
 
 fi 30 
 
 a 26 
 
 
 
 a 52 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 31 
 
 26 
 
 22 
 
 
 
 44 
 
 May 1,1898. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 
 33 
 
 
 
 48 
 
 
 44 
 
 Feb. 28,1900_'_ 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Apr. 18’ 1900. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 1,1901 . 
 
 
 
 
 
 
 
 
 23 
 
 
 
 . 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Feb. 1,1905. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 
 
 
 
 
 
 
 Mav 1,1905. 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 
 Present rates. 
 
 . 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 45 
 
 44 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 353 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., St. Louis, Mo., and New Orleans, La., to Gadsden, Ala., etc. —Cont’d. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 *6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Apr. 16, 1888. 
 
 98 
 
 90 
 
 70 
 
 58 
 
 48 
 
 35 
 
 28 
 
 31 
 
 22 
 
 20 
 
 44 
 
 44 
 
 36 
 
 May 1, 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 33 
 
 
 May 16,1888. 
 
 . 
 
 
 78 
 
 63 
 
 52 
 
 41 
 
 
 
 
 
 
 
 
 Aug. 16, 1888. 
 
 
 
 
 
 
 
 
 
 23 
 
 
 
 37 
 
 
 OcL 1, 1888 . 
 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 
 Dec. 1, 1888. 
 
 
 
 
 
 
 
 
 
 23 
 
 
 
 
 38 
 
 Feb. 1. 1889. 
 
 93 
 
 81 
 
 68 
 
 55 
 
 47 
 
 37 
 
 35 
 
 38 
 
 31 
 
 26 
 
 53 
 
 47 
 
 55 
 
 Apr. 16, 1889. 
 
 89 
 
 77 
 
 64 
 
 52 
 
 44 
 
 33 
 
 31 
 
 34 
 
 29 
 
 23 
 
 49 
 
 
 46 
 
 Sept, 17, 1889 . 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 28 
 
 31 
 
 24 
 
 20 
 
 39 
 
 33 
 
 40 
 
 Nov. 11, 1889. 
 
 
 
 
 
 
 
 
 
 31 
 
 27 
 
 
 
 54 
 
 Nov. 16, 1890. 
 
 
 
 . 
 
 
 
 
 
 
 30 
 
 25 
 
 
 
 52 
 
 Mar. 2, 1891. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Mav 1. 1892 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 42 
 
 44 
 
 Sept. 5,1892. 
 
 
 
 . 
 
 . 
 
 
 
 
 34 
 
 29 
 
 25 
 
 
 
 50 
 
 Sept. 15,1892. 
 
 
 
 
 
 
 
 
 31 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 19 
 
 15 
 
 
 
 30 
 
 Mar. 13, 1894. 
 
 
 
 
 . 
 
 
 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Apr. 2, 1894 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 June 9, 1894. 
 
 38 
 
 32 
 
 28 
 
 . 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 79 
 
 69 
 
 58 
 
 47 
 
 40 
 
 30 
 
 28 
 
 
 
 
 
 
 
 Mav 7. 1895 . 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 June 1, 1895. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 June 12, 1895. 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Sept. 16”, 1895 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Oct. 1, 1897 . 
 
 
 
 
 
 
 
 
 a 35 
 
 a 30 
 
 a 26 
 
 
 
 a 52 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 31 
 
 26 
 
 22 
 
 
 
 44 
 
 May 1, 1898 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28' 
 
 33 
 
 
 
 48 
 
 42 
 
 
 Feb. 28, 1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Apr. 18. 1900. 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 
 23 
 
 
 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Feb. 1, 1905. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 
 
 
 
 
 
 
 Mav 1, 1905. 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 
 Present rates. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 33 
 
 26 
 
 22 
 
 48 
 
 45 
 
 44 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Jan. 1,1888. 
 
 Apr. 16,1888. 
 
 126 
 
 115 
 
 113 
 
 98 
 
 90 
 
 77 
 
 72 
 
 64 
 
 60 
 
 51 
 
 45 
 
 36 
 
 35 
 
 42 
 
 39 
 
 37 
 
 29 
 
 31 
 
 25 
 
 56 
 
 52 
 
 63 
 
 54 
 
 43 
 
 72 
 
 50 
 
 May 1,1888. 
 
 
 May 16,1888. 
 
 
 115 
 
 98 
 
 77 
 
 64 
 
 51 
 
 35 
 
 
 
 26.5 
 
 52 
 
 46 
 
 56 
 
 Aug. 16,1888 . 
 
 
 
 
 
 
 
 
 
 
 
 
 47 
 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 
 
 30 
 
 25 
 
 
 
 52 
 
 Feb. 1,1889. 
 
 121 
 
 104 
 
 88 
 
 69 
 
 59 
 
 47 
 
 42 
 
 46 
 
 38 
 
 31 
 
 61 
 
 57 
 
 69 
 
 Apr. 16,1889. 
 
 117 
 
 100 
 
 84 
 
 66 
 
 56 
 
 ■ 43 
 
 38 
 
 42 
 
 36 
 
 28 
 
 57 
 
 
 60 
 
 June 16,1889. 
 
 
 
 
 
 
 
 
 
 
 29 
 
 
 
 
 July 1,1889. 
 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 Sept. 17,1889 . 
 
 107 
 
 92 
 
 78 
 
 61 
 
 52 
 
 40 
 
 35 
 
 39 
 
 31 
 
 25 
 
 47 
 
 43 
 
 54 
 
 Nov. 11,1889 . 
 
 
 
 
 
 
 
 
 
 38 
 
 32 
 
 
 
 68 
 
 ♦ Nov. 16,1890 . 
 
 
 
 
 
 
 
 
 37 
 
 30 
 
 
 
 66 
 
 Mar. 2,1891. 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 Mav 1,1892. 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 52 
 
 58 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 42 
 
 36 
 
 30 
 
 
 
 64 
 
 Sept, 15,1892 . 
 
 
 
 . 
 
 
 
 
 39 
 
 33 
 
 27 
 
 
 
 58 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 26 
 
 20 
 
 
 
 44 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 23 
 
 17 
 
 
 
 38 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 58 
 
 June 9,1894. 
 
 66 
 
 55 
 
 48 
 
 38 
 
 32 
 
 26 
 
 23 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 107 
 
 92 
 
 78 
 
 61 
 
 52 
 
 40 
 
 35 
 
 
 
 
 
 
 
 May 7,1895. 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 
 28 
 
 22 
 
 
 
 48 
 
 June 14,1895. 
 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 Sept.16,1895. 
 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 58 
 
 Oct. 1,1897 . 
 
 
 
 
 
 
 
 
 « 43 
 
 a 37 
 
 «31 
 
 
 
 o 66 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 39 
 
 33 
 
 27 
 
 
 . 
 
 58 
 
 Mav 1,1898. 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 
 41 
 
 
 
 56 
 
 
 
 Feb. 28,1900. 
 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 52 
 
 Apr. 18,1900. 
 
 
 
 
 
 
 
 
 
 33 
 
 27 | . 
 
 
 58 
 
 Mar. 1,1901 . 
 
 
 
 
 
 
 
 
 31 
 
 
 I* 
 
 
 
 Apr. 22,1901... 
 
 
 
 
 
 
 
 
 41 
 
 
 
 
 :::::: 
 
 
 Feb. 1,1905. 
 
 126 
 
 • 110 
 
 98 
 
 77 
 
 64 
 
 51 
 
 
 
 
 
 
 
 
 Mav 1,1905 . 
 
 
 
 
 
 
 
 
 
 
 
 
 ""*56 
 
 
 May 15,1905.. 
 
 121 
 
 106 
 
 95 
 
 75 
 
 62 
 
 49 
 
 
 
 
 
 
 
 
 Present rates. 
 
 121 
 
 106 
 
 95 
 
 75 
 
 62 
 
 49 
 
 35 
 
 41 
 
 33 
 
 27 
 
 56 
 
 . 
 
 58 
 
 -- 
 
 a L C. L. only. 
 
 S. Doc. 244, 59-1-23 
 
 
354 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., St. Louis, Mo., and New Orleans, La., to Gadsden, Ala., etc. —Cont’d. 
 
 FROM NEW ORLEANS, LA. 
 
 1 
 
 Effective dates. 
 
 
 
 
 Per hundred pounds. 
 
 
 
 • 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 100 
 
 85 
 
 62 
 
 49 
 
 40 
 
 40 
 
 40 
 
 49 
 
 44 
 
 23 
 
 55 
 
 55 
 
 80 
 
 Feb. 18, 1889 . 104 
 
 96 
 
 80 
 
 64 
 
 52 
 
 40 
 
 27 
 
 30 
 
 31 
 
 25 
 
 50 
 
 
 50 
 
 Jan. 1,1890.j 94 
 
 88 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 27 
 
 26 
 
 22 
 
 40 
 
 29 
 
 44 
 
 Feb. 14, 1890.. 
 
 
 
 
 
 
 . 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Feb. 28, 1890.| 103 
 
 
 77 
 
 64 
 
 52 
 
 40 
 
 
 29 
 
 
 
 44 
 
 44 
 
 
 Mar. 21, 1890.1. 
 
 
 
 
 
 
 
 
 
 
 
 49 
 
 
 Mar. 6, 1891. 1 . 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 May 25, 1894 .|. 
 
 
 
 
 
 
 
 
 
 18 
 
 
 
 
 June 11,1894.1 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 15 
 
 
 
 
 
 
 
 June 27,1894.1 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1,1894.1 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 July 8, 1895 ....I. 
 
 
 
 
 
 
 
 
 
 15 
 
 
 
 
 Sept. 20,1895.. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 Oct. 1, 1897.. 
 
 
 
 
 
 
 
 a 35 
 
 . 
 
 a 28 
 
 a 24 
 
 
 
 a 48 
 
 Feb. 10. 1898.|. 
 
 
 
 
 
 
 . 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 30, 1901. i . 
 
 
 
 
 
 
 
 21 
 
 
 
 
 
 
 Apr. 22, 1901 . ! . 
 
 
 
 
 
 . 
 
 31 
 
 
 
 
 
 
 Feb. 1. 1905.1 94 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 
 
 
 
 
 
 
 Apr. 29, 1905 .1. 
 
 
 
 
 
 
 
 
 
 
 
 52 
 
 
 Present rates. 94 
 
 1 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 si 
 
 24 
 
 20 
 
 44 
 
 52 
 
 40 
 
 a L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F inclusive, from Cincinnati , Ohio, 
 Louisville, Ky., St. Louis, Mo., New Orleans, La., to Knoxville, Tenn., during the 
 period from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1, 1887. 
 
 Jan. 1, 1888 . 
 
 76 
 
 65 
 
 57 
 
 48 
 
 40 
 
 33 
 
 20 
 
 26 
 
 22 
 
 23 
 
 19 
 
 34 
 
 38 
 
 38 
 
 June 16, 1888. 
 
 
 
 
 
 
 
 
 
 13 
 
 9 
 
 
 37 
 
 18 
 
 July 16, 1888 .. 
 
 
 
 
 
 
 
 
 20 
 
 
 
 Aug. 1, 1888. 
 
 
 . 
 
 
 
 
 
 
 26 
 
 23 
 
 "if 
 
 
 
 38 
 
 Mar. 16. 1889. 
 
 
 
 
 
 
 
 
 
 33 
 
 Sept. 17, 1889. 
 
 72 
 
 60 
 
 53 
 
 43 
 
 36 
 
 
 
 
 
 
 32 
 
 
 Oct. 1. 1889. 
 
 30 
 
 
 
 . 
 
 
 
 
 Oct. 17, 1889. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 
 
 
 
 34 
 
 
 
 Nov. 11. 1889. 
 
 
 
 
 25 
 
 21 
 
 
 42 
 
 Nov. 16, 1890. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Sept, 5, 1892. 
 
 
 
 
 
 
 
 
 29 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 15, 1892. 
 
 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Maf. 6. 1894 . 
 
 
 
 
 
 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Mar. 13, 1894 . 
 
 
 
 
 
 
 
 
 
 13 
 
 9 
 
 
 
 18 
 
 Apr. 2, 1894 . 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 June 9, 1894. 
 
 27 
 
 23 
 
 20 
 
 17 
 
 14 
 
 ii 
 
 11 
 
 
 
 
 Aug. 1, 1894. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 30 
 
 20 
 
 
 
 
 
 
 
 May 7, 1895 \ . 
 
 21 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 18 
 
 14 
 
 
 
 28 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 26 
 
 . 
 
 
 Sept. 16' 1895.. 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Oct, 1, 1897. 
 
 
 
 
 
 
 
 
 a 30 
 
 a 27 
 
 a 23 
 
 
 
 a 46 
 
 Feb. 10. 1898 . 
 
 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Feb. 28, 1900. 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Apr. 18,1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 
 
 18 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Oct. 28. 1903. 
 
 
 
 
 
 
 
 
 
 
 
 36 
 
 
 May 1, 1905 . 
 
 
 
 
 
 
 
 
 
 
 
 
 39 
 
 
 Present rates. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 30 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 39 
 
 38 
 
 
 
 « L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 355 
 
 Statement showing changes in rates on classes 1 to F inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., St. Louis, Mo., New Orleans, La., to Knoxville, Tenn., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 i. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 _ 
 
 E. 
 
 H. 
 
 F. 
 
 Jan. 10. 1887 . 
 
 76 
 
 65 
 
 57 
 
 48 
 
 40 
 
 33 
 
 - 20 
 
 26 
 
 22 
 
 19 
 
 34 
 
 38 
 
 38 
 
 Aug. 20, 1887.. 
 
 
 23 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 13 
 
 9 
 
 . 
 
 37 
 
 18 
 
 July 16, 1888. 
 
 
 
 
 
 
 
 
 20 
 
 . 
 
 Aug. 1, 1888. 
 
 
 
 
 
 . 
 
 
 
 26 
 
 . 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 16, 18S9. 
 
 
 
 
 
 
 
 
 
 33 
 
 Sept. 17, 1889. 
 
 72 
 
 60 
 
 53 
 
 43 
 
 36 
 
 
 
 
 
 
 32 
 
 
 Oct. 1, 1889 . 
 
 30 
 
 
 
 
 l 
 
 * 
 
 
 
 Oct. 16, 1889 . 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 
 
 
 
 34 
 
 
 
 Nov. 11, 1889.. 
 
 
 
 
 25 
 
 21 
 
 
 42 
 
 Nov. 16, 1890. 
 
 
 
 
 1 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Sept. 5, 1892. 
 
 
 
 
 
 
 
 
 29 
 
 26 
 
 26 
 
 22 
 
 
 
 44 
 
 Do. 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 16 
 
 12 
 
 
 ...... 
 
 24 
 
 Apr. 2, 1894. 
 
 
 
 
 
 
 
 
 
 23 
 
 . 
 
 19 
 
 
 
 38 
 
 June 9, 1894. 
 
 27 
 
 23 
 
 20 
 
 17 
 
 14 
 
 11 
 
 11 
 
 
 . 
 
 
 Aug. 1. 1894. 
 
 76 
 
 65 
 
 57 
 
 -47 
 
 40 
 
 30 
 
 20 
 
 
 
 
 
 
 
 May 7, 1895 . 
 
 21 
 
 
 
 . 
 
 
 
 .Tnnp 1 1895 
 
 
 
 
 
 
 
 
 18 
 
 14 
 
 
 
 28 
 
 June 12, 1895. 
 
 
 
 
 
 
 
 
 26 
 
 
 
 Sept. 16, 1895.. 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Oct. 1, 1897 . 
 
 
 
 
 
 
 
 
 a 30 
 
 a 27 
 
 a 23 
 
 ** 
 
 
 a 46 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 26 
 
 23 
 
 19 
 
 
 
 38 
 
 Feb. 28! 1900. 
 
 
 
 
 
 
 . 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Apr. 18! 1900. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 
 
 18 
 
 
 
 Apr. 22. 1901 . 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 
 
 Oct. 28, 1903 . 
 
 
 
 
 
 
 
 
 
 
 
 36 
 
 
 Mav 1, 1905 . 
 
 
 
 
 
 
 
 
 
 
 
 
 39 
 
 
 Present rates. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 30 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 39 
 
 38 
 
 
 
 I 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1, 1887 . 
 
 101 
 
 85 
 
 74 
 
 60 
 
 50 
 
 41 
 
 26 
 
 32 
 
 27 
 
 23 
 
 41 
 
 46 
 
 48 
 
 Oct. 12, 1887 . 
 
 104 
 
 88 
 
 77 
 
 62 
 
 52 
 
 43 
 
 27 
 
 34 
 
 30 
 
 24 
 
 42 
 
 48 
 
 52 
 
 June 16,1888. 
 
 20 
 
 14 
 
 47 
 
 32 
 
 July 16. 1888. 
 
 
 
 
 
 
 
 
 28 
 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 
 
 34 
 
 30 
 
 24 
 
 
 
 52 
 
 Oct. 1. 1888 . 
 
 114 
 
 98 
 
 82 
 
 65 
 
 55 
 
 45 
 
 29 
 
 38 
 
 33 
 
 28 
 
 . 
 
 47 
 
 52 
 
 58 
 
 Mar. 16, 1889. 
 
 48 
 
 June 16,1889. 
 
 
 
 
 
 
 
 
 
 
 29 
 
 
 
 July 1, 1889. 
 
 
 . 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 Sept. 17,1889. 
 
 110 
 
 93 
 
 78 
 
 60 
 
 51 
 
 45 
 
 29 
 
 38 
 
 33 
 
 28 
 
 45 
 
 48 
 
 58 
 
 Oct. 1, 1889 . 
 
 42 
 
 Oct. 17, 1889 . 
 
 114 
 
 98 
 
 82 
 
 64 
 
 55 
 
 
 
 
 
 47 
 
 
 
 Nov. 11. 1889. 
 
 
 
 
 35 
 
 30 
 
 
 62 
 
 Nov. 16. 1890. 
 
 
 
 
 
 
 
 
 
 33 
 
 28 
 
 
 
 58 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 . 
 
 
 41 
 
 36 
 
 33 
 
 31 
 
 
 
 64 
 
 * Do. 
 
 
 
 
 
 
 
 
 38 
 
 28 
 
 
 
 58 
 
 Feb. 1. 1894. 
 
 
 
 
 
 . 
 
 
 
 
 27 
 
 
 . 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 26 
 
 20 
 
 
 
 44 
 
 Apr. 2,' 1894. 
 
 
 
 
 
 
 . 
 
 
 
 33 
 
 27 
 
 
 
 58 
 
 June 9, 1894. 
 
 65 
 
 55 
 
 45 
 
 34 
 
 29 
 
 23 
 
 20 
 
 
 
 
 
 Aug. 1. 1894. 
 
 114 
 
 98 
 
 82 
 
 64 
 
 55 
 
 42 
 
 29 
 
 
 
 
 
 
 
 May 7, 1895 . 
 
 29 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 
 
 28 
 
 2? 
 
 
 
 48 
 
 June 14.1895. 
 
 
 
 
 
 
 
 
 38 
 
 
 
 
 Sept. 16 1895 
 
 
 
 
 
 
 I 
 
 33 
 
 27 
 
 
 
 58k 
 
 Oct. 1, 1897 . 
 
 
 
 
 
 
 .h"*‘ 
 
 a 42 
 
 a 37 
 
 a 31 
 
 
 
 « 66 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 38 
 
 33 
 
 27 
 
 
 
 58 
 
 Feb. 28! 1900. 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 . 
 
 52 
 
 Apr. 18. 1900. 
 
 
 
 
 
 
 
 
 
 33 
 
 27 
 
 
 
 58 
 
 Mar. 1,1901. 
 
 
 
 
 . 
 
 
 i 
 
 30 
 
 
 
 
 A or. 22. 1901 _ 
 
 
 
 
 
 . 
 
 i 
 
 38 
 
 
 
 
 
 
 Oct. 28,'1903 . 1 . 
 
 
 
 * 
 
 
 i 
 
 :::::: 
 
 
 
 51 
 
 
 Mav 1. 1905 _ 
 
 
 
 
 
 __i _ 
 
 
 
 
 
 55 
 
 
 May 15, 1905. 
 
 109 
 
 94 
 
 82 
 
 67 
 
 . 
 
 56 
 
 42 
 
 
 
 
 
 
 
 Present rates. 
 
 109 
 
 94 
 
 82 
 
 67 
 
 56 
 
 42 
 
 29 
 
 38 
 
 33 
 
 2 i 
 
 47 
 
 55 
 
 j 
 
 58 
 
 « L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 356 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., St. Louis, Mo., New Orleans, La., to Knoxville, Tenn., etc. —Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1, 1887 . 
 
 100 
 
 81 
 
 63 
 
 51 
 
 48 
 
 41 
 
 35 
 
 37£ 
 
 37 
 
 32 
 
 54 
 
 55 
 
 75 
 
 Dee. 28. 1887 . 
 
 124 
 
 111 
 
 97 
 
 78 
 
 64 
 
 51 
 
 32 
 
 
 35 
 
 30 
 
 58 
 
 64 
 
 59 
 
 Oct. 1, 1888 . 
 
 
 114 
 
 
 
 
 
 
 
 
 
 54 
 
 44 
 
 
 Aug. 9, 1889. 
 
 
 
 
 
 
 
 
 . 
 
 
 23 
 
 
 
 
 Oct. 28, 1890 . 
 
 125 
 
 114 
 
 
 
 
 49 
 
 
 38 
 
 36 
 
 31 
 
 
 53 
 
 61 
 
 Mar. 10, 1893. 
 
 99 
 
 93 
 
 79 
 
 64 
 
 53 
 
 42 
 
 29 
 
 32 
 
 31 
 
 23 
 
 45 
 
 45 
 
 49 
 
 June 11, 1894 . 
 
 42 
 
 36 
 
 32 
 
 28 
 
 24 
 
 20 
 
 20 
 
 
 
 
 
 
 
 June 27, 1894 .. 
 
 39 
 
 33 
 
 29 
 
 25 
 
 21 
 
 17 
 
 ' 17 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 108 
 
 93 
 
 82 
 
 69 
 
 57 
 
 47 
 
 29 
 
 36 
 
 29 
 
 25 
 
 49 
 
 54 
 
 50 
 
 Julv 8, 1895. 
 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 Sept 20 1895 
 
 
 
 
 
 
 
 
 
 
 25 
 
 
 
 
 Oet. 1, 1897 . 
 
 
 
 
 
 . 
 
 
 
 a 40 
 
 a 33 
 
 a 29 
 
 
 
 a 58 
 
 Feb. 10, 1898. 
 
 
 
 
 
 . 
 
 
 
 36 
 
 29 
 
 25 
 
 
 
 50 
 
 Mar. 30, 1901. 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 36 
 
 i 
 
 
 
 
 Apr. 29, 1905 . 
 
 . 
 
 
 
 
 
 
 
 
 .j. 
 
 
 57 
 
 
 Present rates. 
 
 108 
 
 93 
 
 82 
 
 69 
 
 57 
 
 47 
 
 29 
 
 36 
 
 29 
 
 25 
 
 49 
 
 57 
 
 50 
 
 a L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., St. Louis, Mo., New Orleans, La., to Macon, Ga., during the period 
 from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 - 
 
 
 
 
 Per hundred pounds. 
 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. i 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct, 1,1887 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 _ 
 
 38 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 .Tune 16,1888. 
 
 23 
 
 19 
 
 38 
 
 Julv 16,1888. 
 
 
 
 
 
 
 
 32 
 
 
 
 Aug. 1,1888 .. . 
 
 
 
 
 
 
 
 38 
 
 33 
 
 29 
 
 
 
 58 
 
 Sept. 17,1889 . 
 
 101 
 
 84 
 
 75 
 
 61 
 
 " 5 ! 
 
 
 47 
 
 
 Oct. 16,1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 . 
 
 
 
 
 50 
 
 
 
 Sept. 1,1891. 
 
 
 36 
 
 29 
 
 25 
 
 
 50 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 • 
 
 40 
 
 33 
 
 29 
 
 
 
 58 
 
 1 Do. 
 
 
 
 
 . 
 
 
 • 
 
 36 
 
 29 
 
 25 
 
 
 
 50 
 
 June 1,1893. 
 
 
 
 
 
 
 i 
 
 37 
 
 30 
 
 26 
 
 
 
 52 
 
 Mar. 6,1894. 
 
 . 
 
 
 
 
 
 ! 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 13,1894. 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Apr. 2,1894. 
 
 . 
 
 
 
 
 
 _ i _:* 
 
 
 30 
 
 26 
 
 
 
 52 
 
 June 9,1894 . 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 Aug. 1,1894 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 
 
 
 
 May 7,1895. 
 
 32 
 
 
 
 
 
 
 June 1,1895. 
 
 
 
 
 
 
 I 
 
 25 
 
 21 
 
 . 
 
 
 42 
 
 June 12,1895. 
 
 
 
 
 
 
 
 
 37 
 
 
 
 
 Sept, 16,1895 . 
 
 
 
 
 
 
 
 
 30 
 
 26 
 
 
 
 52 
 
 Sept. 16.1896 . 
 
 91 
 
 85 
 
 67 
 
 51 
 
 42 
 
 40 
 
 25 
 
 37 
 
 . 
 
 46 
 
 52 
 
 Nov. 1,1896 . 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 50 
 
 55 
 
 
 Oct. 16,1897 . 
 
 a 41 
 
 a 34 
 
 a 30 
 
 a 60 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 37 
 
 30 
 
 26 
 
 . 
 
 
 52 
 
 Feb. 28’1900. 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 52 
 
 Apr. 18,1900. 
 
 
 
 
 
 
 
 
 
 30 
 
 26 
 
 
 
 Mar. 1,1901. 
 
 
 
 
 . 
 
 
 . 
 
 
 27 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 37 
 
 
 
 
 
 
 Feb. 1 1905 
 
 103 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 
 47 
 
 48 
 
 May 1,1905. 
 
 
 50 
 
 Present rates. 
 
 103 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 50 
 
 48 
 
 
 
 « L. C. L. onlv. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 357 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati , Oh io, Louis¬ 
 ville, Kg., St. Louis, Mo., New Orleans, La., to Macon, Ga., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 
 
 
 
 Per hundred pounds. 
 
 
 * 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 38 
 
 33 
 
 29 
 
 50 
 
 55 
 
 58 
 
 June 16. 1888. 
 
 23 
 
 19 
 
 38 
 
 July 16, 1888 . 
 
 
 
 
 
 
 
 
 32 
 
 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 38 
 
 33 
 
 29 
 
 
 
 58 
 
 Sept. 17, 1889. 
 
 101 
 
 84 
 
 75 
 
 61 
 
 51 
 
 46 
 
 
 47 
 
 
 Oct. 16, 1889. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 
 
 
 . 
 
 50 
 
 
 
 Sept. 1, 1891. 
 
 
 
 36 
 
 29 
 
 25 
 
 
 50 
 
 Sept. 5! 1892. 
 
 
 
 
 
 
 
 
 40 
 
 33 
 
 29 
 
 
 
 58 
 
 * Do. 
 
 
 
 
 
 
 
 * 
 
 36 
 
 29 
 
 25 
 
 
 . 
 
 50 
 
 June 1. 1893. 
 
 
 
 
 
 
 
 
 37 
 
 30 
 
 26 
 
 
 
 52 
 
 Mar. 6. 1894. 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Apr. 2, 1894 . 
 
 
 
 
 
 
 
 
 
 30 
 
 26 
 
 _ 
 
 
 
 52 
 
 June 9, 1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 _ 
 
 
 Aug. 1, 1894. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 t 
 
 
 
 May 7, 1895 . 
 
 32 
 
 
 
 
 
 
 June 1. 1895. 
 
 
 
 
 
 
 
 
 25 
 
 21 
 
 
 
 42 
 
 June 12/1895. 
 
 
 
 
 
 
 
 
 37 
 
 
 
 Sept. 16, 1895. 
 
 
 
 
 
 
 
 
 30 
 
 26 
 
 . 
 
 
 52 
 
 Sept. 16' 1896. 
 
 91 
 
 85 
 
 67 
 
 51 
 
 42 
 
 40 
 
 25 
 
 
 46 
 
 52 
 
 Nov. 1, 1896. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 28 
 
 
 
 
 50 
 
 55 
 
 
 Oct. 16, 1897.. 
 
 a 41 
 
 a 34 
 
 a 30 
 
 a 60 
 
 Feb. 10, 1898 . 
 
 
 
 
 
 
 
 
 a7 
 
 30 
 
 26 
 
 
 
 52 
 
 Feb. 28l 1900 . 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Apr. 18, 1900 . 
 
 
 
 
 
 
 
 
 30 
 
 26 
 
 
 
 52 
 
 Mar. 1, 1901. 
 
 
 
 
 
 
 • 
 
 27 
 
 . 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 37 
 
 
 
 
 
 
 Feb. 1, 1905 . 
 
 103 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 . 
 
 47 
 
 48 
 
 Mav 1, 1905 . 
 
 
 50 
 
 Present rates. 
 
 103 
 
 ...... 
 
 90 
 
 81 
 
 65 
 
 54 
 
 43 
 
 28 
 
 35 
 
 28 
 
 24 
 
 50 
 
 50 
 
 48 
 
 
 FROM EAST ST. LOUIS, ILL 
 
 Oct. 1.1887. 
 
 Oct. 12,1887. 
 
 June 16,1888. 
 
 132 
 
 135 
 
 112 
 
 115 
 
 98 
 
 101 
 
 80 
 
 82 
 
 66 
 
 68 
 
 54 
 
 56 
 
 34 
 
 35 
 
 44 
 
 46 
 
 38 
 
 40 
 
 30 
 
 33 
 
 34 
 24 
 
 57 
 
 58 
 
 63 
 
 65 
 
 68 
 
 72 
 
 52 
 
 July 16,1888 . 
 
 
 
 
 
 
 
 
 40 
 
 
 
 Aug. 1,1888. 
 
 
 
 
 
 
 
 
 46 
 
 40 
 
 34 
 
 
 
 72 
 
 June 16, 1889. 
 
 
 . 
 
 . 
 
 
 
 
 
 
 
 35 
 
 
 . 
 
 
 July 1. 1889. 
 
 
 
 
 
 
 
 
 
 
 34 
 
 
 
 
 Sept. 17,1889. 
 
 129 
 
 107 
 
 95 
 
 75 
 
 63 
 
 56 
 
 
 
 
 
 55 
 
 
 
 Oct. 16,1889. 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 
 
 
 
 
 58 
 
 
 
 Sept. 1,1891. 
 
 
 
 
 
 
 
 
 44 
 
 36 
 
 30 
 
 
 
 64 
 
 Sept. 5' 1892. 
 
 
 
 
 
 
 
 
 48 
 
 40 
 
 34 
 
 
 
 72 
 
 * Do'. 
 
 
 
 
 
 
 
 
 44 
 
 • 36 
 
 30 
 
 
 
 64 
 
 June 1,1893. 
 
 
 
 
 
 
 
 
 45 
 
 37 
 
 31 
 
 
 
 66 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 30 
 
 24 
 
 
 
 52 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 
 27 
 
 21 
 
 
 
 46 
 
 Apr. 2, 1894 . 
 
 
 ■ 
 
 
 
 
 
 
 
 37 
 
 31 
 
 
 
 66 
 
 June 9,1894. 
 
 66 
 
 55 
 
 48 
 
 38 
 
 32 
 
 20 
 
 23 
 
 
 
 
 
 
 
 Aug. 1, 1894. 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 35 
 
 
 
 
 
 
 
 May 7, 1895."... 
 
 
 
 
 
 
 
 
 36 
 
 
 
 
 
 
 June 1 1895 
 
 
 
 
 
 
 
 
 
 32 
 
 26 
 
 
 
 56 
 
 June 14,1895. 
 
 
 
 
 
 
 
 
 45 
 
 
 
 
 
 
 Sept. 16' 1895. 
 
 
 
 
 
 
 
 
 
 37 
 
 . 
 
 31 
 
 . 
 
 
 66 
 
 Sept. 16', 1896. 
 
 119 
 
 108 
 
 87 
 
 65 
 
 54 
 
 50 
 
 32 
 
 
 
 
 54 
 
 62 
 
 
 Nov. 1, 1896. 
 
 135 
 
 115 
 
 101 
 
 82 
 
 68 
 
 56 
 
 35 
 
 
 
 
 58 
 
 65 
 
 
 Oct. 16, 1897. 
 
 
 
 
 
 
 
 
 a 49 
 
 a 41 
 
 a 35 
 
 
 
 a 74 
 
 Feb. 10. 1898. 
 
 
 
 
 
 
 
 
 46 
 
 37 
 
 31 
 
 
 
 66 
 
 Feb. 28, 1900. 
 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 Apr. 18' 1900. 
 
 
 
 
 
 
 
 
 
 37 
 
 31 
 
 . 
 
 
 66 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 
 35 
 
 
 
 . 
 
 
 
 Apr. 22, 1901 . 
 
 
 
 
 
 
 
 
 45 
 
 
 
 
 
 
 Feb. 1, 1905. 
 
 131 
 
 113 
 
 101 
 
 79 
 
 66 
 
 53 
 
 
 43 
 
 35 
 
 29 
 
 
 57 
 
 62 
 
 May 1, 1905. 
 
 
 
 
 
 
 
 
 
 
 
 
 60 
 
 
 May 15, 1905. 
 
 126 
 
 109 
 
 98 
 
 77 
 
 64 
 
 51 
 
 
 | 
 
 
 
 
 
 Present rates. 
 
 126 
 
 109 
 
 98 
 
 77 
 
 64 
 
 51 
 
 35 
 
 43 
 
 35 
 
 29 
 
 58 
 
 60 
 
 62 
 
 a L. C. L. only. 
 
358 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement shotting changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., St. Louis, Mo., Nets Orleans, La., to Macon, Ga., etc. —Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2, 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 20, 1887. 
 
 103 
 
 88 
 
 77 
 
 64 
 
 52 
 
 42 
 
 24 
 
 34 
 
 29 
 
 25 
 
 46 
 
 51 
 
 50 
 
 June 8, 1888.. . 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 June 9,1888. 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 June —, 1888. 
 
 
 
 
 
 
 
 
 
 19 
 
 15 
 
 
 
 30 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 
 29 
 
 25 
 
 
 
 50 
 
 Aug. 28, 1891. 
 
 
 
 
 
 
 
 
 32 
 
 25 
 
 21 
 
 
 
 42 
 
 July 31, 1893. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 June 1,1894.. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 15 
 
 
 
 
 
 
 
 June 27,1894.. 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1, 1894.. 
 
 103 
 
 88 
 
 77 
 
 .64 
 
 52 
 
 42 
 
 24 
 
 
 
 
 
 
 
 July 8, 1895. 
 
 
 
 
 
 
 
 
 
 17 
 
 
 
 
 Sept. 20,1895. 
 
 
 
 
 
 
 
 
 
 
 22 
 
 
 
 
 Oct. 16,1897. 
 
 
 
 
 
 
 
 
 a 37 
 
 a 30 
 
 a 26 
 
 
 
 a 52 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 30, 1901 . 
 
 
 
 
 
 
 
 
 23 
 
 
 
 
 
 
 Apr. 22. 1901 . 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Feb. 1, 1905. 
 
 99 
 
 86 
 
 
 61 
 
 50 
 
 39 
 
 
 31 
 
 24 
 
 20 
 
 
 43 
 
 40 
 
 Apr. 29, 1905.. 
 
 
 
 
 
 
 
 
 
 
 
 
 46 
 
 
 Present rates. 
 
 99 
 
 86 
 
 77 
 
 61 
 
 50 
 
 39 
 
 24 
 
 31 
 
 24 
 
 20 
 
 46 
 
 46 
 
 40 
 
 a L. C. L. only. 
 
 Statement shouting changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Kg., Fast St. Louis, III., to Memphis, Tenn., during the period from Octo¬ 
 ber 1, 1887 , to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 Jan. 1,1888. 
 
 75 
 
 60 
 
 55 
 
 40 
 
 35 
 
 30 
 
 20 
 
 19 
 
 20 
 
 17 
 
 24 
 
 30 
 
 20 
 
 35 
 
 Dec. 1, 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 Ang. 31, 1897. 
 
 . 
 
 
 
 
 
 
 
 
 
 
 
 49 
 
 49 
 
 Present rates. 
 
 75 
 
 60 
 
 55 
 
 40 
 
 35 
 
 30 
 
 20 
 
 19 
 
 20 
 
 17 
 
 24 
 
 40 
 
 FROM LOUISVILLE, KY. 
 
 Oct. 1,1887. 
 
 Mar. 5, 1888. 
 
 65 
 
 50 
 
 45 
 
 35 
 
 30 
 
 25 
 
 15 
 
 15 
 
 15 
 
 12 | 20 
 
 25 
 
 15 
 
 25 
 
 Dec. 1, 1888. 
 
 
 
 
 
 
 
 
 
 
 I 
 
 30 
 
 Aug. 31. 1897. 
 
 
 
 
 
 
 
 
 
 
 l 
 
 42 
 
 42 
 
 Present rates. 
 
 65 
 
 50 
 
 • 
 
 45 
 
 35 
 
 30 
 
 25 
 
 . 
 
 15 
 
 15 
 
 15 
 
 12 1 20 
 i 
 
 30 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1, 1887. 
 
 47 
 
 37 
 
 32 
 
 28 
 
 23 
 
 20 
 
 12 
 
 14 
 
 14 
 
 12 
 
 19 
 
 20 
 
 24 
 
 Oct. 12, 1887. 
 
 65 
 
 50 
 
 45 
 
 35 
 
 30 
 
 25 
 
 15 
 
 15 
 
 15 
 
 12 
 
 20 
 
 25 
 
 25 
 
 Mar. 5,' 1888. 
 
 
 15 
 
 Dec. 1. 1888. 
 
 
 
 
 
 
 
 
 
 
 
 . 
 
 30 
 
 Aug. 31, 1897. 
 
 
 
 
 
 
 
 
 
 
 
 
 42 
 
 Present, rates 
 
 65 
 
 50 
 
 45 
 
 35 
 
 30 
 
 25 
 
 15 
 
 15 
 
 15 
 
 12 
 
 20 
 
 42 
 
 30 
 
 
 
 Statement shouting changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ki/., and St. Louis, Mo., to Mobile, Ala., during the period from October 1, 
 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 • 
 
 
 
 Per hundred pounds. 
 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 >■ : 2 . 
 
 3. 
 
 4. 
 
 *- 1 £ 
 
 5. 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 100 85 
 
 75 
 
 56 
 
 46 41 
 
 30 
 
 29 
 
 29 
 
 24 
 
 
 40 
 
 53 
 
 Jan. 1, 1888 . 
 
 
 
 
 . I . 
 
 
 
 
 
 
 30 
 
 
 Apr. 16, 1888. 
 
 98 83 
 
 73 
 
 54 
 
 44 39 
 
 . 
 
 28 
 
 27 
 
 27 
 
 22 
 
 31 
 
 28 
 
 44 
 
 Dec. 1, 1888 . 
 
 
 
 
 
 
 
 
 
 
 
 49 
 
 Aug. 31, 1897 . 
 
 . 1 . 
 
 
 
 
 
 
 
 
 61 
 
 
 Present rates. 
 
 98 i 83 
 
 73 
 
 54 
 
 CO 
 
 28 
 
 27 
 
 27 
 
 22 
 
 31 
 
 61 
 
 49 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 359 
 
 Statement showing changes in rales on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., and St. Louis, Mo., to Mobile, Ala., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 October 1,1887. 
 
 92 
 
 77 
 
 67 
 
 52 
 
 42 
 
 37 
 
 27 
 
 27 
 
 27 
 
 22 
 
 30 
 
 37 
 
 49 
 
 Mar. 5, 1888. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 25 
 
 45 
 
 Apr. 16, 1888 . 
 
 40 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 Aug. 31, 1897. 
 
 
 
 
 
 
 
 
 
 
 
 
 57 
 
 Present rates. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1,1887. 
 
 72 
 
 62 
 
 . 52 
 
 38 
 
 33 
 
 28 
 
 21 
 
 27 
 
 29 
 
 25 
 
 26 
 
 28 
 
 48 
 
 Oct, 12, 1887. 
 
 92 
 
 77 
 
 67 
 
 52 
 
 42 
 
 37 
 
 27 
 
 27 
 
 27 
 
 22 
 
 30 
 
 37 
 
 49 
 
 Mar. 5, 1888. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 25 
 
 45 
 
 Apr. 16, 1888 . 
 
 40 
 
 Dec. 1. 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 Aug. 31, 1897. 
 
 
 
 
 
 
 
 
 
 
 
 
 57 
 
 Present rates. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., East St. Louis, III., and New Orleans, Ixi., to Montgomery, Ala., dur¬ 
 ing the period from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 > Per 
 bar¬ 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct, 1,1887 . 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 47 
 
 32 
 
 33 
 
 31 
 
 28 
 
 52 
 
 57 
 
 56 
 
 Oct. 7,1887 . 
 
 94 
 
 89 
 
 72 
 
 60 
 
 51 
 
 39 
 
 23 
 
 
 29 
 
 24 
 
 
 
 50 
 
 Jan. 1,1888. 
 
 
 
 
 
 
 
 
 
 28? 
 
 
 
 . 
 
 49 
 
 Jan. 2 ,1888 . 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 47 
 
 32 
 
 
 
 
 
 
 
 Jan. 27,1888. 
 
 
 
 
 
 
 
 
 
 26 
 
 
 
 
 44 
 
 Mar. 19,1888. 
 
 
 
 
 
 
 
 
 
 24 
 
 22 
 
 
 
 40 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 16 
 
 13 
 
 
 37 
 
 24 
 
 July 1,1888.... 
 
 
 
 
 
 
 
 
 
 
 12 
 
 
 
 
 July 16,1888. 
 
 
 
 
 
 
 
 
 27 
 
 14 
 
 
 
 
 20 
 
 Aug. 1.1888 . 
 
 . 
 
 
 
 
 
 
 
 33 
 
 24 
 
 22 
 
 
 
 40 
 
 Oct 1,1888 . 
 
 
 
 
 
 
 
 . 
 
 31 
 
 22 
 
 20 
 
 
 
 36 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 . 
 
 44 
 
 Sept. 1,1889 . 
 
 102 
 
 94 
 
 82 
 
 64 
 
 54 
 
 47 
 
 
 
 
 
 49 
 
 
 
 Oct, 16,1889 .. 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 
 
 
 
 
 52 
 
 . 
 
 
 Nov. 11,1889 . 
 
 
 
 
 
 
 
 
 
 30 
 
 26 
 
 
 
 52 
 
 Jan. 1,1890 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 
 36 
 
 29 
 
 25 
 
 
 
 50 
 
 Sept, 15,1892 . 
 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 . 
 
 
 44 
 
 Mar. 6, 1894 . 
 
 
 
 
 
 
 
 
 
 19 
 
 15 
 
 
 
 30 
 
 Mar. 13,1894 . 
 
 
 
 
 
 
 
 
 
 16 
 
 12 
 
 
 
 24 
 
 Apr. 2,1894 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 June 9,1894 . 
 
 48 
 
 42 
 
 38 
 
 32 
 
 27 
 
 22 
 
 20 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 47 
 
 32 
 
 
 
 
 
 
 
 May 7,1895 
 
 
 
 
 
 
 
 
 28 
 
 
 
 
 
 
 June 1, 1895 . 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 June 12,1895 .. 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Sept. 16.' 1895 . 
 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Sept. 16,1896 .. 
 
 100 
 
 94 
 
 73 
 
 56 
 
 46 
 
 44 
 
 28 
 
 
 
 
 51 
 
 
 
 Nov. 1,1896 . 
 
 108 
 
 102 
 
 88 
 
 71 
 
 59 
 
 47 
 
 32 
 
 
 
 
 52 
 
 
 
 Oct. 1.1897 
 
 
 
 
 
 
 
 
 a 37 
 
 a 30 
 
 a 26 
 
 
 
 a 52 
 
 Feb. 10,1898 . 1 . 
 
 
 
 
 
 
 
 33 
 
 26 
 
 22 
 
 
 
 44 
 
 Feb. 28’ 1900 . 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Apr. 18,1900 .. 
 
 
 
 
 
 
 
 
 26 
 
 22 
 
 
 
 44 
 
 Mar. 1,1901 . 
 
 
 
 
 
 
 
 23 
 
 
 
 
 
 
 Apr. 22, 1901 . 1 . 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 Oct. 28,1903 . 
 
 
 
 
 
 
 
 
 
 
 40 
 
 
 Feb. 1,1905 . 
 
 97 
 
 
 
 
 
 
 
 
 
 
 
 Mav 11905 _i_ 
 
 
 
 
 
 
 
 
 
 
 
 43 
 
 
 Present rates . 
 
 1— 1 
 O 
 00 
 
 97 
 
 88 
 
 . 
 
 71 
 
 59 
 
 47 
 
 32 
 
 33 
 
 26 
 
 22 
 
 52 
 
 
 44 
 
 a L C. L. only. 
 
360 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing change in rates on classes 1 to F, inclusive, from Cincinnati, Ohio , Tx)uis- 
 ville, Ky., etc., to Montgomery, Ala., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 31 
 
 29 
 
 26 
 
 48 
 
 53 
 
 52 
 
 Nov. 7, 1887. 
 
 84 
 
 79 
 
 62 
 
 52 
 
 44 
 
 33 
 
 20 
 
 31 
 
 26i 
 
 22 
 
 48 
 
 
 45 
 
 Jan. 23, 1888. 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 
 
 
 
 
 Jan. 27, 1888 . 
 
 
 
 
 
 
 
 
 
 24 
 
 
 
 
 40 
 
 Mar. 19, 1888... 
 
 
 
 
 
 
 
 
 
 22 
 
 20 
 
 
 
 36 
 
 Apr. 16, 1888. 
 
 . 
 
 . 
 
 
 
 
 
 
 
 
 
 
 33 
 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 14 
 
 10 
 
 * 
 
 
 20 
 
 Julv'16, 1888. 
 
 
 
 
 
 
 
 
 25 
 
 12 
 
 
 
 
 16 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 31 
 
 22 
 
 . 
 
 20 
 
 
 
 36 
 
 Octf. 1, 1888. 
 
 
 
 
 
 
 . 
 
 
 29 
 
 20 
 
 18 
 
 
 
 32 
 
 Dec. 1. 1888. 
 
 
 . 
 
 
 
 
 
 . 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Sept, 17,1889. 
 
 92 
 
 84 
 
 72 
 
 56 
 
 47 
 
 
 
 
 
 
 45 
 
 
 
 Oct. 16,1889. 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 
 
 . 
 
 
 
 48 
 
 
 
 Nov. 11, 1889. 
 
 
 
 
 
 
 
 . 
 
 
 28 
 
 24 
 
 
 
 48 
 
 Nov. 1, 1890. 
 
 
 
 
 
 
 
 
 . 
 
 24 
 
 20 
 
 
 
 40 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 
 . 
 
 34 
 
 27 
 
 23 
 
 
 
 46 
 
 Sept, 15,1892. 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 6, 1894. 
 
 
 
 
 
 
 
 
 
 17 
 
 13 
 
 
 
 26 
 
 Mar. 13, 1894. 
 
 
 
 
 
 
 
 
 . 
 
 14 
 
 10 
 
 
 
 20 
 
 Apr. 2, 1894. 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Tune 9,1894. 
 
 38 
 
 32 
 
 28 
 
 24 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 
 
 Aug. 1,’ 1894. 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 
 
 
 
 
 
 May 7, 1895 . 
 
 
 
 
 
 
 
 
 . 
 
 26 
 
 
 
 
 
 
 June i. 1895. 
 
 
 
 
 
 
 
 
 
 19 
 
 15 
 
 :. 
 
 
 30 
 
 J une 12,1895. 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Sept. 16,1895. 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Sept, 16j 1896. 
 
 90 
 
 84 
 
 63 
 
 48 
 
 39 
 
 38 
 
 24 
 
 
 
 
 47 
 
 
 
 Nov. 1, 1896. 
 
 98 
 
 92 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 
 
 
 48 
 
 
 
 Oct. 1,1897. 
 
 
 
 
 
 
 
 
 a 35 
 
 a 28 
 
 a 24 
 
 
 
 a 48 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 31 
 
 24 
 
 20 
 
 
 
 40 
 
 Feb. 28' 1900 . 
 
 
 
 
 
 
 
 
 
 21 
 
 17 
 
 
 
 34 
 
 Apr. 18' 1900. 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 
 21 
 
 
 
 
 
 
 Apr. 22,1901 . 
 
 
 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Oct. 28,1903. 
 
 
 
 
 
 
 
 
 
 
 
 
 36 
 
 
 Feb.1.1905. 
 
 
 87 
 
 
 
 
 
 
 
 
 
 
 
 
 May 1,1905. 
 
 
 
 
 
 
 
 
 
 
 
 
 39 
 
 
 Present rates. 
 
 98 
 
 87 
 
 78 
 
 63 
 
 52 
 
 41 
 
 28 
 
 31 
 
 24 
 
 20 
 
 48 
 
 39 
 
 40 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1,1887 . 
 
 Oct. 12,1887. 
 
 123 
 
 112 
 
 112 
 
 102 
 
 95 
 
 82 
 
 75 
 
 66 
 
 62 
 
 56 
 
 49 
 
 43 
 
 34 
 
 27 
 
 37 
 
 39 
 
 34 
 
 30 
 
 27 
 
 __ 
 
 5o 
 
 56 
 
 61 
 
 63 
 
 62 
 
 60 
 
 Jan. 1 , 1888. 
 
 33 5 
 
 Jan. 23,1888. 
 
 126 
 
 115 
 
 98 
 
 77 
 
 64 
 
 51 
 
 35 
 
 39 
 
 
 
 
 
 59 
 
 Apr. 16’1888. 
 
 
 
 
 
 
 
 
 
 29 
 
 25 
 
 
 43 
 
 50 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 21 
 
 15 
 
 
 
 34 
 
 Aug. 1, L 88 . 
 
 
 
 
 
 
 
 
 
 29 
 
 25 
 
 
 
 50 
 
 OcL 1,1888 . 
 
 
 
 
 
 
 
 
 37 
 
 27 
 
 23 
 
 
 
 46 
 
 Dec. l' 1888 . 
 
 
 ( 
 
 
 
 
 
 
 39 
 
 31 
 
 25 
 
 
 
 54 
 
 .1 une 16,1889 . 
 
 . 
 
 
 
 
 
 
 
 
 
 26 
 
 . 
 
 
 
 July 1.1889 . 
 
 
 
 
 
 
 
 
 
 
 25 
 
 . 
 
 
 
 Sept. 17,1889 . 
 
 120 
 
 107 
 
 92 
 
 70 
 
 59 
 
 51 
 
 35 
 
 
 
 
 53 
 
 
 
 Oct. 16,1889 . 
 
 126 
 
 115 
 
 98 
 
 77 
 
 64 
 
 
 
 
 
 
 56 
 
 
 
 Nov. 11,1889. 
 
 
 
 
 
 
 
 
 
 35 
 
 29 
 
 
 
 62 
 
 Nov. 1,1890 . 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 
 42 
 
 34 
 
 28 
 
 
 
 60 
 
 Sept. 15,1892 . 
 
 
 
 
 
 
 
 . 
 
 39 
 
 31 
 
 25 
 
 
 
 54 
 
 Mar. 6 ,1894 . 
 
 . 
 
 . 
 
 
 
 
 
 
 
 24 
 
 18 
 
 
 
 40 
 
 Mar. 13.1894 . 
 
 . 
 
 
 
 
 
 
 
 
 21 
 
 15 
 
 
 
 34 
 
 Apr. 2,1894 . 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 June 9,1894 . 
 
 66 
 
 55 
 
 48 
 
 38 
 
 32 
 
 26 
 
 23 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 126 
 
 115 
 
 98 
 
 77 
 
 64 
 
 51 
 
 35 
 
 
 
 
 
 
 
 May 7,1895 . 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 June 1 , 1895 .. 
 
 
 
 
 
 
 
 
 26 
 
 20 
 
 
 
 44 
 
 June 14,1895 . 
 
 
 
 
 
 
 
 39 
 
 
 
 
 
 
 Sept. 16' 1895 . 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Sept, 16' 1896 . 
 
 118 
 
 107 
 
 83 
 
 62 
 
 51 
 
 48 
 
 31 
 
 
 
 
 55 
 
 
 
 Nov. 1, 1896 . 
 
 126 
 
 115 
 
 98 
 
 77 
 
 64 
 
 51 
 
 35 
 
 
 
 
 56 
 
 
 
 Oct. 1,1897. 
 
 
 
 
 
 
 
 
 a 43 
 
 a 35 
 
 a 29 
 
 
 . 
 
 a 62 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 39 
 
 31 
 
 25 
 
 
 :::::: 
 
 54 
 
 Feb. 28,1900. 
 
 
 
 
 
 . 
 
 . 
 
 
 
 
 28 
 
 22 
 
 
 
 48 
 
 a L. C. L. only 
 
DTGEST OF HEARINGS ON RAILWAY RATES 
 
 361 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., etc., to Montgomery, Ala., etc. —Continued. 
 
 FROM EAST ST. LOUIS, ILL.—Continued. 
 
 Oct. 1,1887 . 
 
 85 
 
 65 
 
 50 
 
 40 
 
 33 
 
 27 
 
 * 20 
 
 24 
 
 24 
 
 22 
 
 20 
 
 24 
 
 40 
 
 Oct. 20,1887 . 
 
 80 
 
 75 
 
 58 
 
 48 
 
 40 
 
 29 
 
 16 
 
 27 
 
 23 
 
 18 
 
 44 
 
 49 
 
 38 
 
 Oct. 21,1887 . 
 
 
 
 
 
 
 
 
 
 22| 
 
 
 
 
 37 
 
 Feb. 10,1888. 
 
 94 
 
 88 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 
 
 
 
 
 
 Feb. 10,1888. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 32 
 
 Feb. 25', 1888. 
 
 
 
 
 
 
 
 
 . 
 
 22! 
 
 
 
 
 37 
 
 Mar. 29,1888 . 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 32 
 
 Mav 25.1888. 
 
 
 
 
 
 
 
 
 
 18 
 
 16 
 
 
 29 
 
 28 
 
 .lune 8,1888. 
 
 
 
 
 
 
 
 
 
 15 
 
 11 
 
 
 
 22 
 
 June 9,1888. 
 
 
 
 
 
 
 
 
 
 12 
 
 8 
 
 
 . 
 
 16 
 
 June 10,1888. 
 
 
 
 
 
 
 
 
 
 10 
 
 6 
 
 
 
 12 
 
 Aug. 1.1888 ’. 
 
 
 
 
 
 . 
 
 
 
 
 18 
 
 16 
 
 
 
 28 
 
 Dec. 27,1888. 
 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Dec. 2,1889. 
 
 
 
 
 
 . 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 .Tan. 1,1890.. 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 
 
 Sept. 25,1890 . 
 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 
 Nov. 6,1890 . 
 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 Oct. 18, 1891. 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 20 
 
 
 
 32 
 
 July 1,1892 . 
 
 
 
 
 
 
 
 
 
 
 16 
 
 
 
 
 July 22, 1892. 
 
 
 
 
 
 
 
 
 
 20 
 
 
 
 
 
 Sept. 5, 1892 . 
 
 
 
 
 
 
 
 
 27 
 
 
 
 
 
 
 June 11, 1894. 
 
 37 
 
 31 
 
 27 
 
 23 
 
 19 
 
 15 
 
 15 
 
 
 
 
 % 
 
 
 
 June 27,1894. 
 
 34 
 
 28 
 
 24 
 
 20 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1, 1894 . 
 
 94 
 
 88 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 
 
 
 44 
 
 29 
 
 32 
 
 July 8 1895 
 
 
 
 
 
 
 
 
 
 
 11 
 
 
 
 
 Sept. 20,1895 . 
 
 
 
 
 
 
 
 
 
 
 16 
 
 
 
 
 Apr. 10,1896.. 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 
 
 
 
 
 
 
 Sept. 16,1896 _ 
 
 86 
 
 80 
 
 59 
 
 44 
 
 35 
 
 34 
 
 20 
 
 
 
 
 
 
 
 Oct, 1,1896 _ 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 24 
 
 
 
 
 
 
 
 Oct. 1.1897 . 
 
 
 
 
 
 
 
 
 « 31 
 
 a 24 
 
 ft 20 
 
 
 
 o 40 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 27 
 
 20 
 
 16 
 
 
 
 32 
 
 Mar. 30,1901 . 
 
 
 
 
 
 
 
 
 17 
 
 
 
 
 
 
 Apr. 22, 1901. 
 
 
 
 
 
 
 
 
 27 
 
 
 
 
 
 
 Oct. 28,1903 . 
 
 
 
 
 
 
 
 
 
 
 
 
 32 
 
 
 Apr. 29,1905. 
 
 
 
 
 
 
 
 
 
 
 
 
 35 
 
 
 Present rates . 
 
 89 
 
 79 
 
 68 
 
 55 
 
 47 
 
 36 
 
 24 
 
 27 
 
 20 
 
 16 
 
 44 
 
 35 
 
 32 
 
 a L. C. L. only. 
 
362 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing changes in rates on classes 1 to F, inclusive , from Cincinnati, Ohio 
 Louisville, Kg., and St. Louis, Mo., to Nashville, Tenn., during the period from Octo¬ 
 ber 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI. OHIO. 
 
 Per hundred pounds. 
 
 Effective dates. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 I). 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1, 1887 . 
 
 53 
 
 48 
 
 39 
 
 31 
 
 25 
 
 25 
 
 25 
 
 27 
 
 21 
 
 17! 
 
 20 
 
 28 
 
 35 
 
 July 1.1889. 
 
 
 
 
 
 
 
 
 
 18 
 
 
 
 
 34 
 
 June 1, 1891. 
 
 
 
 . 
 
 
 
 
 
 23 
 
 
 
 
 
 
 Sept. 5,' 1892. 
 
 
 
 
 
 
 
 
 26 
 
 21 
 
 20| 
 
 
 
 40 
 
 Sept. 5,1892. 
 
 . 
 
 
 . 
 
 
 
 
 
 23 
 
 18 
 
 17! 
 
 20 
 
 
 34 
 
 June 9,1894. 
 
 19 
 
 17 
 
 14 
 
 11 
 
 9 
 
 9 
 
 9 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 53 
 
 48 
 
 39 
 
 31 
 
 25 
 
 25 
 
 25 
 
 
 . 
 
 
 
 
 
 May 7.'1895. 
 
 
 
 
 
 
 
 
 18 
 
 . 
 
 
 
 
 
 J une 12,1895. 
 
 
 
 
 
 
 
 
 23 
 
 . 
 
 
 
 
 
 Oct. 16,1897 . 
 
 
 
 . 
 
 
 
 
 
 (i 27 
 
 a 22 
 
 o214 
 
 
 
 a 42 
 
 Feb. 10,1898 . 
 
 
 
 . 
 
 
 
 
 
 23 
 
 18 
 
 17! 
 
 
 
 34 
 
 Present rates. 
 
 53 
 
 48 
 
 39 
 
 31 
 
 25 
 
 25 
 
 25 
 
 23 
 
 18 
 
 17! 
 
 20 
 
 28 
 
 34 
 
 FROM LOUISVILLE, KY. 
 
 Oct, 1,1887. 
 
 38 
 
 33 
 
 28 
 
 23 
 
 18 
 
 15 
 
 15 
 
 19 
 
 11 
 
 10 
 
 18 
 
 18 
 
 .20 
 
 Mar. 1, 1889 . 
 
 
 * 
 
 
 
 
 
 
 
 
 
 15 
 
 
 
 June 1, 1891. 
 
 
 
 
 
 
 
 15 
 
 
 
 
 
 
 Sept. 5,1892. 
 
 
 
 
 
 
 
 18 
 
 14 
 
 13 
 
 'is' 
 
 
 26 
 
 Sept, 5'1892 . 
 
 
 
 
 
 
 
 
 15 
 
 11 
 
 10 
 
 
 
 20 
 
 June 9,1894 . 
 
 13 
 
 12 
 
 10 
 
 8 
 
 6 
 
 5 
 
 5 
 
 
 
 
 
 
 
 Aug. 1, 1894 . 
 
 38 
 
 33 
 
 28 
 
 23 
 
 18 
 
 15 
 
 15 
 
 
 
 
 . 
 
 
 
 May 7, 1895 . 
 
 
 
 
 
 
 
 
 10 
 
 
 
 
 
 
 June 12,1895 . 
 
 
 
 
 
 
 
 
 15 
 
 
 
 
 
 
 Oct. 16, 1897 . 
 
 
 
 
 
 
 
 
 ol9 
 
 a 15 
 
 o 14 
 
 
 
 a28 
 
 Feb. 10,1898 . 
 
 
 
 
 
 
 
 
 15 
 
 11 
 
 10 
 
 
 
 20 
 
 Sept. 1,1902 . 
 
 
 
 
 * 
 
 
 
 
 
 
 
 21 
 
 
 Present rates. 
 
 38 
 
 33 
 
 28 
 
 23 
 
 18 
 
 15 
 
 15 
 
 15 
 
 11 
 
 10 
 
 15 
 
 21 
 
 20 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1, 1887. !.... 
 
 Oct. 12, 1887 . 
 
 June 16,1889. 
 
 63 
 
 66 
 
 53 
 
 56 
 
 45 
 
 48 
 
 35 
 
 37 
 
 28 
 
 30 
 
 23 
 
 25 
 
 21 
 
 22 
 
 25 
 
 27 
 
 16 
 
 18 
 
 14 
 
 15 
 
 1- 
 
 lo 
 
 25 1 26 
 
 26 j , 28 
 
 23 . 
 
 30 
 
 34 
 
 July 1, 1889. 
 
 
 
 
 
 
 
 
 
 
 
 . 
 
 June 1,1891. 
 
 
 
 
 
 
 
 
 23 
 
 
 
 .. 
 
 
 Sept. 5, 1892 . 
 
 
 
 
 
 
 
 
 26 
 
 21 
 
 18 
 
 .. 
 
 . 
 
 40 
 
 Sept, h. 1892 . 
 
 
 
 
 
 
 
 
 23 
 
 18 
 
 15 
 
 .. 
 
 34 
 
 June 9,1895. 
 
 41 
 
 35 
 
 30 
 
 22 
 
 18 
 
 15 
 
 12 
 
 
 
 
 .. 
 
 
 Aug. 1, 1894. 
 
 66 
 
 56 
 
 48 
 
 37 
 
 30 
 
 25 
 
 22 
 
 
 
 
 
 
 May 7, 1895. 
 
 
 
 
 
 
 
 
 14 
 
 
 
 
 
 June 14, 1894. 
 
 
 
 
 
 
 
 
 23 
 
 . 
 
 . 
 
 .. 
 
 
 Oct. 16,1897. 
 
 
 . 
 
 
 
 
 
 
 «27 
 
 a 22 
 
 o 19 
 
 
 a42 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 23 
 
 18 
 
 15 
 
 
 34 
 
 Sept. 1, 1902. 
 
 
 
 
 
 
 
 
 
 
 
 31 
 
 
 May 15. 1905 . 
 
 61 
 
 52 
 
 45 
 
 35 
 
 28 
 
 23 
 
 22 
 
 
 
 
 
 
 Present rates. 
 
 61 
 
 52 
 
 45 
 
 35 
 
 28 
 
 23 
 
 22 
 
 23 
 
 18 
 
 15 
 
 23 31 
 
 ; 
 
 34 
 
 a L. C. L. only. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 Louisville, Ky., and Fast St. Louis, Til ., to New Orleans, La., during the period from 
 October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1 . 
 
 o 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1, 1887 . 
 
 Jan. 1, 1888 . 
 
 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 27 
 
 27 
 
 22 
 
 ..." 
 
 38 
 
 28 
 
 49 
 
 Apr. 16, 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 44 
 
 49 
 
 Dec. 1, 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Aug. 31, 1897. 
 
 
 
 
 
 
 
 
 
 
 
 
 61 
 
 61 
 
 Present rates. 
 
 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 j 
 
 27 
 
 22 
 
 31 
 
 49 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 363 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., and East St. Louis, III., to New Orleans, La., etc. —Continued. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F, 
 
 Oct. 1. 1887 . 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 35 
 
 45 
 
 Mar. 5, 1888. 
 
 25 
 
 Apr. 16. 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 Dec. 1. 1888. 
 
 
 
 
 
 
 
 
 :::::: 
 
 
 
 
 
 45 
 
 Aug. 31, 1897. 
 
 
 . 
 
 
 
 
 
 
 
 
 
 
 57 
 
 Present rates. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1. 1887 . 
 
 72 
 
 62 
 
 52 
 
 38 
 
 33 
 
 28 
 
 21 
 
 22 
 
 25 
 
 20^ 
 
 26 
 
 28 
 
 36 
 
 Oct, 12, 1887 . 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 28 
 
 35 
 
 45 
 
 Mar. 5, 188S. 
 
 
 
 25 
 
 Apr. 16, 1888 . 
 
 
 
 
 
 
 
 
 
 
 
 
 40 
 
 Dec. 1, 1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 Aug. 31, 1897. 
 
 
 
 
 
 
 
 
 
 
 
 
 57 
 
 Present rates. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
 
 Statement, showing changes in rate on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., East St. Louis, III., to Pensacola, Fla., during the period from October 1, 
 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct, 1,1887. 
 
 100 
 
 85 
 
 75 
 
 56 
 
 46 
 
 41 
 
 30 ' 
 
 29 
 
 29 
 
 24 
 
 33 
 
 40 
 
 53 
 
 Jan. 1.1888. 
 
 30 
 
 Mar. 19,1888 . 
 
 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 27 
 
 27 
 
 22 
 
 31 
 
 28 
 
 44 
 
 .Tune 16,1888. 
 
 
 17 
 
 17 
 
 34 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 
 . 
 
 
 27 
 
 22 
 
 
 
 44 
 
 OcL 1,1888. 
 
 
 
 
 
 
 
 
 25 
 
 25 
 
 20 
 
 
 
 40 
 
 Oct. 16,1888. 
 
 
 
 
 
 
 
 
 27 
 
 27 
 
 22 
 
 
 
 44 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 
 . 
 
 
 
 49 
 
 Sept, 5,1892 -. 
 
 
 
 
 
 
 
 
 30 
 
 27 
 
 30 
 
 25 
 
 
 
 55 
 
 Do. 
 
 
 
 
 
 
 
 
 27 
 
 22 
 
 
 
 49 
 
 Sept. 1,1897. 
 
 
 
 
 
 
 
 . 
 
 
 
 61 
 
 Present rates. 
 
 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 27 
 
 27 
 
 22 
 
 31 
 
 61 
 
 49 
 
 
 
 FROM LOUISVILLE, KY. 
 
 Oct. 1,1887 . 
 
 Jan. 1,1888. 
 
 92 
 
 77 
 
 67 
 
 52 
 
 42 
 
 37 
 
 27 
 
 27 
 
 27 
 
 22 
 
 30 
 
 37 
 
 27 
 
 49 
 
 Mar. 19,1888 . 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 25 
 
 20 
 
 28 
 
 25 
 
 40 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 15 
 
 15 
 
 
 
 30 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 
 
 
 25 
 
 20 
 
 
 
 40 
 
 Oct 1,1888. 
 
 
 
 
 • 
 
 
 
 
 23 
 
 23 
 
 IS 
 
 
 
 36 
 
 Oct. 16,1888. 
 
 
 
 
 
 
 
 
 25 
 
 25 
 
 20 
 
 
 
 40 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 45 
 
 Sept, 5,1892. 
 
 
 
 
 
 
 
 
 28 
 
 28 
 
 23 
 
 
 
 51 
 
 Do. 
 
 
 
 
 
 
 
 
 25 
 
 25 
 
 20 
 
 
 
 45 
 
 Sept. 1,1897. 
 
 
 
 
 
 
 
 
 
 
 
 
 57 
 
 
 Present rates. 
 
 90 
 
 75 
 
 65 
 
 50 
 
 40 
 
 35 
 
 25 
 
 25 
 
 • 
 
 25 
 
 20 
 
 28 
 
 57 
 
 45 
 
364 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement showing changes in rate on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Kg., East St. Louis, III., to Pensacola, Fla., etc. —Continued. 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Effective dates. 
 
 Oct. 1,1887 
 Oct. 12,1887 .. 
 Jan. 1,1888... 
 Apr. 16,1888.. 
 June 16,1888. 
 July 16,1888 . 
 Aug. 1,1888 .. 
 Oct. 1,1888... 
 Oct. 16,1888 .. 
 Dec. 1,1888... 
 June 16,1889. 
 July 1,1889 .. 
 June 1,1891.. 
 Aug. 1,1891 .. 
 Sept. 5,1892 .. 
 
 Do. 
 
 Sept. 1,1897 .. 
 May 21,1905 . 
 Present rates 
 
 Per hundred pounds. 
 
 100 J 
 
 120 i 
 
 85 
 
 100 
 
 115 
 
 *118' 
 
 95 
 
 98 
 
 98 
 
 90 
 
 90 
 
 3. 
 
 4. I 5. i 6. 
 
 72 
 
 87 
 
 82 
 
 ' 85 ' 
 
 83 
 
 73 
 
 75 
 
 75 
 
 65 
 
 65 
 
 52 
 
 66 
 
 45 
 
 54 
 
 62 
 
 64 
 
 50 
 
 *52' 
 
 55 
 
 44 
 
 50 
 
 50 
 
 40 
 
 40 
 
 38 
 
 47 
 
 43 
 
 *45 
 
 39 
 
 35 
 
 35 
 
 28 
 
 34 
 
 30 
 
 ’ 32 ’ 
 
 28 
 
 25 
 
 25 
 
 B. I C. 
 
 30 
 35 | 
 
 32 
 
 34 
 
 31 
 
 33 
 
 31 
 
 33 
 
 19| 
 
 22 
 
 32 
 
 30 
 
 32 
 
 27 
 
 30 
 
 27 
 
 28 
 
 31 
 
 28 
 
 25 
 
 25 
 
 25 
 
 25 
 
 D. 
 
 25! 
 
 27 
 
 23 
 
 18 
 
 20 
 
 25 
 
 23 
 
 25 
 
 26 
 
 25 
 
 22 
 
 25 
 
 22 
 
 20 
 
 20 
 
 E. 
 
 34 
 
 38 
 
 34 
 
 36 
 
 31 
 
 28 
 
 28 
 
 H. 
 
 38 
 
 47 
 
 35 
 
 43 
 
 33 
 
 35 
 
 28 
 
 61 
 
 57 
 
 57 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 F. 
 
 50 
 
 63 
 
 49 
 39 
 44 
 54 
 
 50 
 54 
 59 
 
 51 
 
 57 
 
 51 
 
 45 
 
 45 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, 
 LouL ville, Ky., East St. Louis, III... New Orleans, La., to Savannah, Ga., during the 
 perio l from October 1, 1887, to October 1, 1905. 
 
 FROM CINCINNATI, OHIO. 
 
 Effective dates. 
 
 
 
 
 Per hundred pounds. 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887 . 
 
 95 
 
 80 
 
 % 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 32 
 
 29 
 
 25 
 
 40 
 
 40 
 
 50 
 
 June 1,1888. 
 
 24 
 
 20 
 
 40 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 22 
 
 18 
 
 
 
 36 
 
 July 16,1888 . 
 
 
 
 
 
 
 
 
 29 
 
 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 
 
 32 
 
 24 
 
 20 
 
 
 
 40 
 
 Dec. 1,1888. 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Feb. l" 1889. 
 
 
 
 
 
 
 
 
 35 
 
 30 
 
 26 
 
 
 
 52 
 
 June 16,1889. 
 
 
 
 
 
 
 
 
 38 
 
 33 
 
 29 
 
 
 
 58 
 
 July 1,1889 . 
 
 
 
 
 
 
 
 
 35 
 
 30 
 
 26 
 
 
 
 52 
 
 Jan. 1,1890. 
 
 
 
 
 
 
 
 
 32 
 
 28 
 
 
 
 56 
 
 Sept. 1,1891. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Sept. 5,1892 . 
 
 
 
 
 
 
 
 38 
 
 30 
 
 26 
 
 
 
 52 
 
 Do. 
 
 
 
 
 
 
 
 
 35 
 
 27 
 
 23 
 
 
 
 46 
 
 Mar. 6,1894 .. 
 
 
 
 
 
 
 
 
 22 
 
 18 
 
 
 
 36 
 
 Apr. 2,1894. 
 
 
 
 
 
 . 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 June 27,1894. 
 
 38 
 
 32 
 
 28 
 
 25 
 
 20 
 
 16 
 
 16 
 
 
 
 
 Aug. 1,1894 . 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 . 
 
 35 
 
 
 
 
 
 
 
 May 7,1895. 
 
 30 
 
 
 
 
 
 
 J une 12,1895. 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 
 Jan. 1,1896. 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 July 3,1896. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Oct. 16,1897 . 
 
 
 
 
 
 
 
 a 39 
 
 a 31 
 
 o27 
 
 
 
 a 54 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 35 
 
 27 
 
 23 
 
 
 
 46 
 
 Feb. 28', 1900. 
 
 . 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Apr. 18jl900. 
 
 
 
 
 
 
 
 
 27 
 
 27 
 
 
 
 46 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 25 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 May 26' 1902. 
 
 . 
 
 
 
 
 
 
 
 i9! 
 
 27 
 
 19! 
 
 23 
 
 
 
 39 
 
 Dec. 104902. 
 
 . 
 
 
 
 
 
 
 
 
 
 46 
 
 Present rates. 
 
 95 
 
 * 80 
 
 • 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 « L. C. L. only. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 365 
 
 Statement showing changes inrates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis.- 
 ville, Kg., East St. Louis, 111., New Orleans, La., to Savannah, Ga., etc. —Cont’d. 
 
 FROM LOUISVILLE, KY. 
 
 Effective dates. 
 
 Per hundred pounds. 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1. 1887 . 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 32 
 
 29 
 
 25 
 
 40 
 
 40 
 
 50 
 
 June 1,1888. 
 
 
 
 
 
 
 
 
 
 °4 
 
 20 
 
 _ 
 
 
 40 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 22 
 
 18 
 
 
 36 
 
 July 16,' 1888 . 
 
 
 
 
 
 
 
 
 29 
 
 
 
 
 
 Aug. 1, 1888. 
 
 
 
 
 
 
 
 
 32 
 
 24 
 
 20 
 
 
 40 
 
 Dec. 1, 1888 . 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 46 
 
 Feb. 1, 1889. 
 
 
 
 
 
 
 
 
 35 
 
 30 
 
 26 
 
 
 52 
 
 June 16, 1889. 
 
 
 
 
 
 
 
 
 38 
 
 33 
 
 29 
 
 
 58 
 
 July 1, 1889. 
 
 
 
 
 
 
 
 
 35 
 
 30 
 
 26 
 
 
 52 
 
 Jan. 1, 1890 . 
 
 
 
 
 
 
 
 
 
 32 
 
 28 
 
 
 56 
 
 Sept. 1,1891. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 . 
 
 46 
 
 Sept. 5’ 1892. 
 
 
 
 
 
 
 
 
 38 
 
 30 
 
 26 
 
 
 52 
 
 ‘ Do. 
 
 
 
 
 
 
 
 
 35 
 
 27 
 
 23 
 
 
 46 
 
 Mar. 6. 1894. 
 
 
 
 
 
 
 
 
 
 22 
 
 18 
 
 
 36 
 
 Apr. 2. 1894. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 46 
 
 .Tune 27, 1894... 
 
 38 
 
 32 
 
 28 
 
 25 
 
 20 
 
 16 
 
 16 
 
 
 
 
 
 
 Aug. 1. 1894. 
 
 • 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 
 
 
 1 
 
 
 May 7, 1895 . 
 
 
 
 
 
 
 
 
 30 
 
 
 
 
 
 
 June 12, 1895. 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 
 Jan. 1, 1896 . 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 July 3, 1896 . 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Oct. 16,1897. 
 
 
 
 
 
 
 
 
 « 39 
 
 a 31 
 
 a 27 
 
 
 
 a 54 
 
 Feb. 10, 1898. 
 
 
 
 
 
 
 
 
 35 
 
 27 
 
 23 
 
 
 
 46 
 
 Feb. 28, 1900. 
 
 
 
 
 
 
 
 
 
 24 
 
 20 
 
 
 
 40 
 
 Apr. 18, 1900. 
 
 
 
 
 
 
 
 
 
 27 
 
 23 
 
 
 
 46 
 
 Mar. 1. 1901. 
 
 
 
 
 
 
 
 
 25 
 
 
 
 
 
 
 Apr. 22. 1901 . 
 
 
 
 
 
 
 
 
 35 
 
 
 
 
 
 
 May 26, 1902. 
 
 
 
 
 
 
 
 
 
 19£ 
 
 19^ 
 
 
 
 39 
 
 Dec. 10' 1902. 
 
 
 
 
 
 
 
 
 
 27" 
 
 23* 
 
 
 
 46 
 
 Present rates. 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 FROM EAST ST. LOUIS, ILL. 
 
 Oct. 1,1887 . 
 
 120 
 
 100 
 
 92 
 
 82 
 
 68 
 
 54 
 
 41 
 
 38 
 
 34 
 
 29 
 
 47 
 
 48 
 
 60 
 
 Oct. 12,1887. 
 
 123 
 
 103 
 
 95 
 
 84 
 
 70 
 
 56 
 
 42 
 
 40 
 
 36 
 
 30 
 
 48 
 
 50 
 
 64 
 
 May 16,1888. 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 June 16,1888. 
 
 
 
 
 
 
 
 
 
 29 
 
 23 
 
 
 
 50 
 
 Aug. 1,1888 . 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Dec. 1.1888. 
 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 Feb. 1,1889. 
 
 
 
 
 
 
 
 
 43 
 
 37 
 
 31 
 
 
 
 66 
 
 June 16,1889. 
 
 
 
 
 
 
 
 
 46 
 
 40 
 
 35 
 
 
 
 72 
 
 July 1,1889. 
 
 
 
 
 
 
 
 
 43 
 
 37 
 
 31 
 
 
 
 66 
 
 Jan. 1,1890. 
 
 
 
 
 
 
 
 
 
 39 
 
 33 
 
 
 
 70 
 
 Sept. 1,1891. 
 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 Sept. 5'1892. 
 
 
 
 
 
 
 
 
 46 
 
 37 
 
 31 
 
 
 
 66 
 
 * Do. 
 
 
 
 
 
 
 . 
 
 
 43 
 
 34 
 
 28 
 
 
 
 60 
 
 Mar. 6,1894 . 
 
 
 
 
 
 
 
 
 
 29 
 
 23 
 
 
 
 50 
 
 Apr. 2,1894. 
 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 June 27,1894. 
 
 66 
 
 55 
 
 48 
 
 39 
 
 32 
 
 26 
 
 23 
 
 
 
 
 
 
 
 Aug. 1,1894 . 
 
 123 
 
 103 
 
 95 
 
 84 
 
 70 
 
 56 
 
 42 
 
 
 
 
 
 
 
 May 7,1895 
 
 
 
 
 
 
 
 
 34 
 
 
 
 
 
 
 June 15,1895.. 
 
 
 
 
 
 
 
 
 43 
 
 
 
 
 
 
 Jan. 1,1896_ 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 July 3,1896. 
 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 Oct". 16,1897 . 
 
 
 
 
 
 
 
 
 a 47 
 
 a 38 
 
 a 32 
 
 
 
 a 68 
 
 Feb. 10,1898. 
 
 
 
 
 
 
 
 
 43 
 
 34 
 
 28 
 
 
 
 60 
 
 Feb.28'1900. 
 
 
 
 
 
 
 
 
 
 31 
 
 25 
 
 
 
 54 
 
 Apr. 18' 1900. 
 
 
 
 
 
 
 
 
 
 34 
 
 28 
 
 
 
 60 
 
 Mar. 1,1901. 
 
 
 
 
 
 
 
 
 33 
 
 
 
 
 
 
 Apr. 22,1901. 
 
 
 
 
 
 
 
 
 43 
 
 
 
 
 
 
 May 26’ 1902. 
 
 
 
 
 
 
 
 
 
 26£ 
 
 24 i 
 
 
 
 53 
 
 Dec. 1 O' 1902. 
 
 
 
 
 
 
 
 
 
 34 
 
 28' 
 
 
 
 60 
 
 May 15,1905. 
 
 118 
 
 99 
 
 92 
 
 82 
 
 68 
 
 54 
 
 
 
 
 
 
 
 
 Present rates. 
 
 118 
 
 99 
 
 92 
 
 82 
 
 68 
 
 54 
 
 42 
 
 43 
 
 34 
 
 28 
 
 48 
 
 50 
 
 60 
 
 « L. C. L. only. 
 
366 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Statement showing changes in rates on classes 1 to F, inclusive, from Cincinnati, Ohio, Louis¬ 
 ville, Ky., East St. Louis, III., New Orleans, La., to Savannah, Ga., etc. —Continued. 
 
 FROM NEW ORLEANS, LA. 
 
 Effective dates. 
 
 
 
 • 
 
 
 Per hundred pounds. 
 
 
 
 
 
 Per 
 
 bar¬ 
 
 rel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Oct. 1,1887. 
 
 72 
 
 • 60 
 
 57 
 
 55 
 
 45 
 
 35 
 
 27 
 
 24 
 
 22 
 
 21 
 
 31 
 
 31 
 
 38 
 
 Oct. 20,1887. 
 
 91 
 
 76 
 
 71 
 
 66 
 
 54 
 
 42 
 
 31 
 
 28 
 
 25 
 
 
 36 
 
 36 
 
 42 
 
 .Tune 8, 1888.. 
 
 
 
 
 
 
 
 
 
 20 
 
 16 
 
 
 
 32 
 
 .Tune 9, 1888.. 
 
 
 
 
 
 
 
 
 
 18 
 
 14 
 
 
 
 28 
 
 Aug. 1, 1888.. 
 
 . 
 
 
 
 
 
 
 
 
 25 
 
 21 
 
 
 
 42 
 
 ~Do. 
 
 
 
 
 
 . 
 
 
 
 
 20 
 
 16 
 
 . 
 
 
 32 
 
 Dec. 27 1888. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Feb. 25,1889 . 
 
 
 
 
 
 
 
 
 31 
 
 26 
 
 22 
 
 . 
 
 
 44 
 
 .Tan. 9. 1890 .. 
 
 . 
 
 
 
 
 
 
 
 
 28 
 
 24 
 
 . 
 
 
 48 
 
 Sept. 6, 1891. 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 . 
 
 
 38 
 
 June 27,1894_ 
 
 34 
 
 28 
 
 24 
 
 21 
 
 16 
 
 12 
 
 12 
 
 
 
 
 
 
 
 Aug. 1,1894. 
 
 91 
 
 76 
 
 71 
 
 66 
 
 54 
 
 42 
 
 31 
 
 
 
 
 
 
 
 Jan. 1, 1896 . 
 
 
 
 
 
 
 
 
 
 20 
 
 . 
 
 16 
 
 
 
 32 
 
 Oct. 15, 1896 . 
 
 
 
 
 
 
 
 
 
 23 
 
 19 
 
 
 
 38 
 
 Oct. 16, 1897 . 
 
 
 
 
 
 
 
 
 a 35 
 
 a 27 
 
 a 23 
 
 
 
 a 46 
 
 Feb. 10, 1898. 
 
 
 
 . 
 
 
 
 
 
 31 
 
 23 
 
 19 
 
 
 
 38 
 
 M ar. 30,1901. 
 
 
 
 
 
 • 
 
 
 
 21 
 
 . 
 
 
 
 
 
 Apr. 22,' 1901. 
 
 
 
 . 
 
 
 
 
 
 31 
 
 
 
 
 
 
 Nov. 25, 1902. 
 
 
 
 
 
 
 
 
 
 15£ 
 
 151 
 
 
 
 31 
 
 Dec. 11, 1902 . 
 
 
 
 
 
 
 
 . 
 
 
 23 
 
 19’ 
 
 
 
 38 
 
 Present rates. 
 
 91 
 
 76 
 
 71 
 
 66 
 
 54 
 
 42 
 
 31 
 
 31 
 
 23 
 
 19 
 
 36 
 
 36 
 
 38 
 
 a L. C. L. only. 
 
 Statement D .—Comparison between the rates in effect October 1, 1887, and those in effect 
 October 1, 1905, from Louisville, Ky., to Atlanta, Ga., and New Orleans, La. 
 
 [In cents per 100 pounds, unless otherwise specified.] 
 
 FROM LOUISVILLE, KY., TO NEW ORLEANS, LA. 
 
 Classes and commodities. 
 
 First class. 
 
 Second class. 
 
 Third class. 
 
 Fourth class. 
 
 Fifth class. 
 
 Sixth class.. 
 
 Class A.. 
 
 Class B. 
 
 Class C ( see commodity rates on grain products). 
 
 Class D {see commodity rates on grain). 
 
 Class E.>.. 
 
 Class H. 
 
 Class F {see commodity rates on grain products).per barrel.. 
 
 Acid: 
 
 In tank cars, except as otherwise published, carloads, minimum weight, 
 
 30,000 pounds.. 
 
 Acetic, in barrels, carloads, minimum weight, 24,000 pounds. 
 
 Muriatic, in tank cars, carloads, per ton of 2,000 pounds. 
 
 Acid and ammoniaeal waters, in iron drums, cylinders, or carboys, straight or 
 
 mixed carloads, minimum weight, 24,000 pounds, carloads... 
 
 Agricultural implements (taking sixth class in Southern Classification), includ¬ 
 ing plows and sugar-cane loaders, straight or mixed, or mixed with binder 
 
 twine, carloads, minimum weight, 24,000 pounds. 
 
 Agricultural implements (taking sixth class in carloads), mixed with farm 
 
 wagons, without springs, carloads.'. 
 
 Axes, in boxes, any quantity. 
 
 Axle grease, all kinds, carloads, minimum weight, 24,000 pounds. 
 
 Bagging, cotton ties, and cotton-tie buckles, straight or mixed carloads, mini¬ 
 mum weight, 30,000 pounds. 
 
 Baking powder: 
 
 Carloads. 
 
 Less than carloads. 
 
 Barrel material or cooperage stock, wooden, carloads, minimum weight 30,000 
 
 pounds. 
 
 Barytes, carloads, minimum w eight 30,000 pounds. 
 
 Beer: 
 
 Carloads, minimum weight 24,000 pounds. 
 
 Carloads, minimum weight 24,000 pounds (when for export only). 
 
 Rates in 
 effect 
 October 
 1,1887. 
 
 Rates in 
 effect 
 October 
 1,1905. 
 
 90 
 
 90 
 
 75 
 
 75 
 
 65 
 
 65 
 
 50 
 
 50 
 
 40 
 
 40 
 
 35 
 
 35 
 
 25 
 
 25 
 
 25 
 
 25 
 
 25 
 
 25 
 
 20 
 
 20 
 
 28 
 
 28 
 
 35 
 
 57 
 
 45 
 
 45 
 
 35 
 
 35 
 
 180 
 
 35 
 
 700 
 
 305 
 
 50 
 
 30 
 
 35 
 
 31 
 
 35 
 
 35 
 
 50 
 
 43 
 
 35 
 
 25 
 
 25 
 
 15 
 
 65 
 
 35 
 
 65 
 
 .50 
 
 25 
 
 15 
 
 X 
 
 18 
 
 28 
 
 26 
 
 28 
 
 25 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 367 
 
 Statement D. —Comparison between the rates in effect October 1 , 1887, and those in effect 
 October 1 , 1905, from Louisville , Ky., to Atlanta, Ga., and New Orleans, La. —Cont’d. 
 
 FROM LOUISVILLE, KY., TO NEW ORLEANS, LA.—Continued. 
 
 Classes and commodities. 
 
 Bluing, liquid, packed in glass, or mixed carloads of bluing, in glass or wood, 
 
 carloads, minimum weight 24,000 pounds.-. 
 
 Boneblack, carloads, minimum weight, 30,000 pounds. 
 
 Box material, carloads, minimum weight 30,000 pounds. 
 
 Brick and clay, all kinds, straight or mixed carloads, minimum weight 10,000 
 
 pounds., 
 
 Butter, butterine, and oleomargarine, in common or refrigerator cars, any quan¬ 
 tity . 
 
 Cakes and bread, any quantity. 
 
 Calcium chloride, in iron drums or iron casks, straight carloads, minimum 
 
 weight 30,000 pounds. 
 
 Candies, any quantity. 
 
 Canned goods, viz: Fruits, vegetables, fish, lobsters, crabs, shrimp, clams, soups, 
 broth, clam juice, cove oysters, condensed milk in tin cans, glass, or stone, 
 boxed, or in kegs, half barrels, and barrels; pork arid beans, sirups and mo¬ 
 lasses, jellies, preserves, fruit butters and mince-meat, in wood or in tin cans, 
 glass, or stone, boxed, straight or mixed: 
 
 Carloads, minimum weight 30,000 pounds. 
 
 Less than carloads.\. 
 
 Cans, ice, and pans for ice factories, carloads, minimum weight 20,000 pounds ... 
 Cans and pails, tin, and oil cans, glass (jacketed) or tin, straight or mixed car¬ 
 loads, minimum weight 15.000 pounds. 
 
 Carbons, electric-light, boxed, carloads, minimum weight 24,000 pounds. 
 
 Cars, plantation, cane or sugar, carloads, minimum weight 21,000 pounds. 
 
 Castor beans, carloads, minimum weight 24,000 pounds... 
 
 Cement, carloads, minimum weight 40,000 pounds. 
 
 Chicory, granulated, carloads, minimum weight 24,000 pounds. % . 
 
 Coal and coke, carloads, minimum weight 30,000 pounds, per ton of 2,000 pounds. 
 
 Coal tar paving cement, carloads, minimum weight 40,000 pounds. 
 
 Conduits, cement, clay, or concrete, carloads, minimum weight 30,000 pounds... 
 
 Crackers and cracker meal, any quantity. 
 
 Earthern fruit jars, jugware, consisting of common brown ware (not including 1 
 tableware or decorated ware of any kind), in bulk, minimum weight 24,000 
 
 pounds. 
 
 Fertilizer and fertilizer material, carloads, per ton of 2,000 pounds. 
 
 Fireworks, any quantity. 
 
 Furniture, viz: 
 
 Bedsteads, iron or brass, wire mattresses and cots, spring beds, wooden cribs 
 and chairs, folding, folded flat; metallic couch frames, knocked down or 
 folded flat; curtain poles, in straight or mixed carloads, minimum weight 
 
 20,000 pounds.[ 
 
 Chairs, not otherwise specified, minimum weight 8,000 pounds, carloads. 
 
 Chairs, wood, with cane, splint, rattan, reed, willow, bamboo, or solid wooden 
 seats, whether manufactured of common or hard wood, set up or knocked 
 
 down, released, less than carloads. 
 
 Cots or cribs, knocked down or folded, released, less than carloads.| 
 
 Desks, bookcases, and combined desks and bookcases, wrapped or crated, 
 
 less than carloads...; 
 
 Kitchen safes— 
 
 In mixed carloads with bedsteads, etc.! 
 
 Knocked down, unfinished, straight carloads, minimum weight 30,000 
 
 pounds.l 
 
 Wooden, or wood and tin combined, carloads, minimum weight 24,000 
 
 pounds. 
 
 Refrigerators and ice chests, manufactured of oak or ash lumber— 
 
 Carloads, minimum weight 16,000 pounds. 
 
 Less than carloads. 
 
 Tables— 
 
 Common, unfinished, straight, minimum weight 30,000 pounds, carloads. 
 
 Knocked down, flat, released, less than carloads. 
 
 Not otherwise specified, finished or in the white, not including billiard tables, 
 refrigerators, ice chests, bed springs (or spring beds), iron or brass bed- i 
 steads, kitchen safes, curtain poles, tables, common, unfinished, fixtures 
 for fitting post-offices, stores, offices, saloons, banks, etc., straight or mixed 
 
 carloads with chairs, minimum weight, 12,000 pounds. 
 
 Fuller’s earth, minimum weight 30,000 pounds, carloads per ton of 2,000 pounds 
 Glassware, viz: 
 
 Bottles, fruit jars, and jelly glasses, packed, straight or mixed— 
 
 Carloads, minimum weight 24,000 pounds.; 
 
 Less than carloads. 
 
 Bottles, beer and soda water, in bulk, minimum weight 21,000 pounds, car¬ 
 loads... 
 
 Demijohns and carboys, straight or mixed carloads, or when mixed with 
 
 bottles or fruit jars, or both, minimum weight 24,000 pounds, carloads. 
 
 Window glass (not plate), minimum weight 24,000 pounds, carloads.i 
 
 Not otherwise specified, carloads, minimum weight 24,000 pounds. 
 
 Rates in 
 effect 
 October 
 
 1,1887. 
 
 Rates in 
 effect 
 October 
 1,1905. 
 
 90 
 
 50 
 
 20 
 
 20 
 
 25 
 
 19 
 
 
 15 
 
 75 
 
 75 
 
 
 35 
 
 X 
 
 20 
 
 25 
 
 30 
 
 40 
 
 28 
 
 50 
 
 40 
 
 90 
 
 40 
 
 90 
 
 40 
 
 65 
 
 10 
 
 35 
 
 27 
 
 40 
 
 35 
 
 35 
 
 12 
 
 50 
 
 40 
 
 400 
 
 340 
 
 35 
 
 12 
 
 25 
 
 20 
 
 50 
 
 35 
 
 40 
 
 28 
 
 400 
 
 305 
 
 90 
 
 65 
 
 50 
 
 43 
 
 50 
 
 50 
 
 90 
 
 63 
 
 65 
 
 63 
 
 75 
 
 75 
 
 50 
 
 43 
 
 50 
 
 35 
 
 50 
 
 40 
 
 50 
 
 50 
 
 65 
 
 65 
 
 50 
 
 35 
 
 65 
 
 63 
 
 50 
 
 50 
 
 400 
 
 305 
 
 40 
 
 28 
 
 40 
 
 40 
 
 40 
 
 28 
 
 40 
 
 33 
 
 40 
 
 35 
 
 40 
 
 45 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 368 
 
 Statement D .—Comparison between the rates in effect October 1, 1887, and those in effect 
 October 1, 1905, from Louisville, Ky ., to Atlanta, Ga., and New Orleans, La. —Cont’d. 
 
 FROM LOUISVILLE, KY., TO NEW ORLEANS, LA.—Continued. 
 
 Classes and commodities. 
 
 Glucose, glucose sirup, and grape sugar, in barrels, straight or mixed, or in tank 
 
 cars, carloads, minimum weight 30,000 pounds. 
 
 Glue, in bags or barrels, minimum weight 30,000 pounds, carloads. 
 
 Glycerin, in barrels or iron drums, any quantity.:. 
 
 Grain and milled products of grain, viz: 
 
 Bran, feed, millstuff, and sucrene feed, straight or mixed, carloads. 
 
 Corn, barley, oats', rye, corn meal, hominy, grits, brewers’ grits, brewers'meal, 
 
 and grain screenings, straight or mixed, carloads. 
 
 Flour- 
 
 In half barrels, carloads, per half barrel. 
 
 In barrels, carloads, per barrel. 
 
 In sacks, less than carloads. 
 
 Oatmeal, rolled oats, shredded oats, oat groats, rolled wheat, cracked wheat, 
 
 and crushed wheat, less than carloads... 
 
 Wheat flour, in barrels or in sacks, oatmeal, rolled oats, oat gloats, rolled 
 wheat, cracked wheat, and crushed wheat, in straight or mixed carloads.. 
 Granite or enameled ware, plain or stamped; japanned tinware; galvanized 
 buckets, tubs, and cans; coal hods; sheet-iron pans; straight or mixed, mini¬ 
 mum weight 20,000 pounds, carloads. 
 
 Gypsum rock, ground, minimum weight 40,000 pounds, carloads. 
 
 Hames, less than carloads. 
 
 Handles, wooden, minimum weight 24,000 pounds, carloads. 
 
 Hemp packing, any quantitv. 
 
 Ice, minimum whight 30,000 pounds, carloads. 
 
 Ice chests. (See Furniture.) 
 
 Iron articles, viz: 
 
 Special, straight or mixed— . 
 
 Carloads, minimum weignt 24,000 pounds. 
 
 Less than carloads. 
 
 Enameling plate (sheet iron or steel), minimum weight 24,000 pounds. 
 
 Same, less than carloads... 
 
 Nails— 
 
 Minimum 400 kegs, carloads, per single keg. 
 
 Cement-coated, in kegs or double kegs, actual weight, minimum weight 
 
 400 kegs, carloads. 
 
 Plow— 
 
 Iron and steel parts of plows, carloads, consisting of axles, plow bands, 
 bars, bases, blades, bottoms, castings, clamps, clevises, coulters, couplers, 
 cutters, fenders, fin cutters, frames, frogs, frog bars, gauge wheels, heel 
 bolts, heels, jointers, lands, land bars, land slides, levers, molds, plant 
 fenders, plates, points, rods, runners, seats, shares, shins, slides, spread¬ 
 ers, standards, sweep seats, wings, wrenches. 
 
 Note.—D oes not apply on plows knocked down or partially knocked 
 down. 
 
 Packed or tied in bundles, less than carloads. 
 
 Pumps, iron, minimum weight 24,000 pounds, carloads. 
 
 Rails, iron or steel, minimum weight 20 gross tons, carloads, per ton of 2,240 
 
 pounds... 
 
 Shoes, horse, mule, and ox, packed, carloads, minimum weight 40,000 founds. 
 Track material, consisting of splice bars? track bolts, track nuts, washers, 
 spikes, chairs, steel railroad ties, switches, switch stands, track braces 
 and frogs, straight or mixed, carloads, minimum weight 24,000 pounds . 
 Wire, iron or steel, and staples, straight or mixed, or mixed with nails, per 
 
 keg, carloads, minimum weight 40,000 pounds .. 
 
 Kegs, empty beer, carloads, minimum weight 20,000 pounds. 
 
 Kettles, cast iron: 
 
 Not exceeding 30 gallons in capacity, carloads. 
 
 Less than carloads. 
 
 Lead: 
 
 Antimonial— 
 
 Carloads, minimum weight 30.000 pounds. 
 
 Less than carloads.•.. 
 
 Pig and bar— 
 
 Straight or mixed, carloads, minimum weight 30,000 pounds. 
 
 Less than carloads.. 
 
 Pipe and sheet— 
 
 Straight or mixed, carloads. 
 
 Less than carloads. 
 
 Leather, sole, in bundles or rolls, less than carloads. 
 
 Lime, carloads, minimum weight 30,000 pounds. 
 
 Limestone, ground, carloads, minimum weight30,000 pounds. 
 
 Lumber: 
 
 Dressed, carloads, 24,000 pounds minimum. 
 
 Rough, carloads, 30,000 pounds minimum. 
 
 Lye, concentrated, and potash, straight or mixed, carloads, minimum weight 
 
 30,000 pounds. 
 
 Macaroni, vermicelli, and spaghetti, carloads. 
 
 Rates in 
 effect 
 October 
 j 1,1887. 
 
 Rates in 
 effect 
 October 
 1,1905. 
 
 25 
 
 16 
 
 65 
 
 35 
 
 50 
 
 35 
 
 20 
 
 15 
 
 20 
 
 15 
 
 22* 
 
 17 
 
 45 
 
 34 
 
 22* 
 
 22* 
 
 25 
 
 j 
 
 25 
 
 22* 
 
 17 
 
 65 
 
 40 
 
 x 
 
 12* 
 
 65 
 
 50 
 
 35 
 
 25 
 
 35 
 
 35 
 
 35 
 
 17* 
 
 18 
 
 20 
 
 25 
 
 27 
 
 18 
 
 21 
 
 25 
 
 29 
 
 18 
 
 20 
 
 18 
 
 20 
 
 18 
 
 ‘20 
 
 25 
 
 27 
 
 50 
 
 35 
 
 403 
 
 265 
 
 18 
 
 20 
 
 18 
 
 20 
 
 18 
 
 20 
 
 28 
 
 30 
 
 50 
 
 32 
 
 50 
 
 45 
 
 40 
 
 23 
 
 40 
 
 37 
 
 35 
 
 23 
 
 35 
 
 37 
 
 40 
 
 23 
 
 40 
 
 37 
 
 65 
 
 65 
 
 35 
 
 18* 
 
 X 
 
 18 
 
 25 
 
 25 
 
 25 
 
 19 
 
 35 
 
 25 
 
 90 
 
 33 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 369 
 
 Statement D. —Comparison between the rates in effect October 1, 1881, and those in effect 
 October 1,1905, from Louisnlle, Ky., to Atlanta, Ga., and New Orleans, La .— Cont’d. 
 
 FROM LOUISVILLE, KY., TO NEW ORLEANS, LA.—Continued. 
 
 Classes and commodities. 
 
 Marble and stone, dressed, viz: Block or slabs, dressed, hammered, chiseled, 
 or polished, boxed or crated, value limited to 40 cents per cubic foot, and so 
 receipted for; monuments or tombstones, or parts thereof, lettered or unlet¬ 
 tered, boxed or crated, value limited to 40 cents per cubic foot, prepaid or 
 
 guaranteed, carloads, minimum weight 30,000 pounds. 
 
 Matches: 
 
 Carloads, minimum weight 24,000 pounds. 
 
 Boxed, 1,000 pounds or over, less than carloads. 
 
 Matting, straw, in rolls, and rugs, straw, in boxes, carloads, minimum weight 
 
 30,000 pounds. 
 
 Milk, malted, carloads, minimum weight 30,000 pounds. 
 
 Mineral water: 
 
 Carloads, minimum weight 24,000 pounds. 
 
 Less than carloads. 
 
 Mineral wool, carloads, minimum weight 24,000 pounds. 
 
 Oil: 
 
 Cotton seed, in barrels, any quantity, per barrel. 
 
 Linseed, corn, creosote, or coal-tar— 
 
 In barrels, any quantity, per barrel. 
 
 In tank cars, minimum weight 40,000 pounds, carloads.. 
 
 Other than linseed, cotton seed, corn, creosote, coal oil, or its products, in 
 
 barrels, any quantity. 
 
 Packing-house products: 
 
 Carloads, minimum weight 24,000 pounds. 
 
 Less than carloads. 
 
 Paints: 
 
 Dry, earth, in barrels, casks, or kegs, carloads, minimum weight 30,000 pounds. 
 Dry or mixed— 
 
 Carloads, minimum weight 30,000 pounds. 
 
 Less than carloads. 
 
 Mineral, made of ground iron ore or ochre— 
 
 Carloads, minimum weight 30,000 pounds. 
 
 Less than carloads. 
 
 White or red lead— 
 
 Carloads, minimum weight 30,000 pound's.;. 
 
 Less than carloads. 
 
 Paper tablets and envelopes, straight or mixed, carloads, minimum weight 20,000 
 
 pounds. 
 
 Patterns, wooden or metallic, carloads, minimum weight 20,000 pounds. 
 
 Peanuts: 
 
 Carloads. 
 
 Less than carloads.. 
 
 Pepper, carloads. 
 
 Pianos and organs, boxed, wrapped, crated, or harnessed, released, loaded by 
 owner and unloaded by consignee, straight or mixed, including one empty 
 box for return of wrappings and harness, carloads, minimum weight 8,000 
 
 pounds. 
 
 Pickles, vinegar, sauerkraut, mustard (prepared), catsup, table sauces, horse¬ 
 radish, olives, in wood, or in glass or earthenware, packed; preserves, jellies, 
 fruit butters, mince-meat, in wood, or in glass or earthenware or cans, packed: 
 canned goods, in tin cans, packed in boxes, viz:' Condensed milk, cove oys¬ 
 ters, evaporated cream, fish, fruit, vegetables, pork and beans, soups, broths, 
 
 and meat, mixed, carloads. 
 
 Pitch and tar, carloads, minimum weight 30,000 pounds. 
 
 Plaster, carloads, minimum weight 30,000 pounds. 
 
 Plumber’s maierial, viz: Tubs, bath, all kinds; sinks, loose, or in crates or bar¬ 
 rels; iron washstands, boxed or crated; marble slabs, dressed, hammered, chis¬ 
 eled. or polished, boxed or crated, value limited to 40 cents per cubic foot; 
 range or kitchen boilers; water-closets, loose or packed; water-closet seats, 
 packed; water-closet tanks; in straight or mixed carloads, or mixed with 
 
 wrought-iron pipe fittings, in kegs, barrels, casks, or wired together. 
 
 Polish, shoe, carloads, minimum weight 30,000 pounds. 
 
 Powder, blasting, carloads, minimum weight 20,000 pounds. 
 
 Putty, any quantity. 
 
 Roofing and building felt or paper, straight or mixed, or mixed with pitch, or 
 with common tar paint or roofing cement, carloads, minimum weight 30,000 
 
 pounds. 
 
 Roofing slate, carloads, minimum weight 30,000 pounds. 
 
 Rope: 
 
 Except cotton, carloads, any quantity. 
 
 Cotton, cotton twine, and binder twine, carloads, minimum weight 24,000 
 
 pounds.. 
 
 Sisal, carloads, minimum weight 30,000 pounds. 
 
 Sacks, cocoanut, empty, returned by same route over which same were shipped 
 
 when filled.•*.. 
 
 Salt, carloads, minimum weight 30,000 pounds. 
 
 Sand, carloads, minimum weight 40.000 pounds. 
 
 Rates in 
 effect 
 October 
 1, 1887. 
 
 Rates in 
 effect 
 October 
 1, 1905. 
 
 35 
 
 23 
 
 50 
 
 40 
 
 90 
 
 60 
 
 75 
 
 35 
 
 X 
 
 65 
 
 9 28 
 
 28 
 
 40 
 
 37 
 
 90 
 
 35 
 
 140 
 
 100 
 
 140 
 
 100 
 
 35 
 
 20 
 
 35 
 
 35 
 
 25 
 
 30 
 
 25 
 
 35 
 
 25 
 
 20 
 
 35 
 
 20 
 
 35 
 
 30 
 
 25 
 
 20 
 
 25 
 
 25 
 
 25 
 
 20 
 
 25 
 
 30 
 
 75 
 
 31 
 
 X 
 
 90 
 
 35 
 
 25 
 
 40 
 
 43 
 
 65 
 
 50 
 
 90 
 
 75 
 
 50 
 
 40 
 
 39 
 
 20 
 
 35 
 
 * 
 
 181 
 
 75 
 
 40 
 
 50 
 
 40 
 
 90 
 
 75 
 
 40 
 
 30 
 
 40 
 
 20 
 
 35 
 
 20 
 
 35 
 
 35 
 
 35 
 
 31 
 
 35 
 
 15 
 
 35 
 
 25 
 
 X 
 
 16^ 
 
 35 
 
 15 
 
 S. Doc. 244, 59-1-24 
 
370 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Statement D. —Comparison between the rates in effect October 1, 1887, and those in effect 
 October 1,1905, from Louisville, Ky., to Atlanta, Ga., and New Orleans, La. —Cont’d. 
 
 FROM LOUISVILLE, KY., TO NEW ORLEANS, LA.—Continued. 
 
 Classes and commodities. 
 
 Rates in 
 effect 
 October 
 1, 1887. 
 
 Rates in 
 effect 
 October 
 1, 1905. 
 
 Scales and scalebeams (not automatic weighing machines), carloads, minimum 
 weight 24,000 pounds. 
 
 50 
 
 40 
 
 38 
 
 18 
 
 23 
 
 22 
 
 25 
 
 Seed garden or grass, carloads, minimum weight 24,000 pounds. 
 
 40 
 
 Sewer pipe and draintile, carloads, minimum weight 30,000 pounds. 
 
 20 
 
 Shot, in double sacks or kegs, straight or mixed tvith lead, carloads, minimum 
 weight 30,000 pounds. 
 
 35 
 
 Soap, laundry, and soap powders, straight or mixed: 
 
 Carloads, minimum weight 30,000 pounds. 
 
 25 
 
 Less than carloads. 
 
 25 
 
 Soda: 
 
 Ash, caustic, in iron drums or iron casks: sal, silicate of, in barrels, kegs or 
 drums; sulphate of, in barrels or casks, straight or mixed, carloads, mini¬ 
 mum weight 30,000 pounds. 
 
 35 
 
 20 
 
 22 
 
 Bicarbonate %f (not baking powder), carloads, minimum weight 30,000 
 pounds. 
 
 40 
 
 Starch: 
 
 Carloads. s . 
 
 25 
 
 30 
 
 65 
 
 50 
 
 12i 
 
 Less than carloads. 
 
 25 
 
 Stills, copper, and condensers, including worms, carloads, minimum weight 
 24,000 pounds. 
 
 270 
 
 Stone: 
 
 Crushed paving, carloads, minimum weight 40,000 pounds. 
 
 X 
 
 Rough quarried blocks, rough-sawed, sand-rubbed (slushed), slabs, blocks, or 
 
 
 columns: floor tiling: building stone for exterior of buildings, including 
 blocks, slabs, columns, and other pieces of stone used in the exterior of 
 buildings, value limited to 20 cents per cubic foot and so receipted .for, 
 
 carloads, minimum weight 40,000 pounds. 
 
 Stoves and ranges (except alcohol, gas, gasoline, oil, and vapor stoves): 
 
 Cast-iron or sheet-iron or sheet-steel, or with cast-iron bases and tops, stove 
 ‘plates, stove boards, stovepipe (side seams not closed), nested, wired 
 together in bundles or crates, stove furniture, stove hollow ware (not 
 enameled, agate, or granite ironware, and not including stovepipe (side 
 seams closed) and stovepipe elbows, loose or packed), shipped with stoves, 
 
 carloads, minimum weight 20,000 pounds. 
 
 Less than carloads. 
 
 Sulphate of iron (copperas) carloads, minimum weight 40,000 pounds. 
 
 Sweat pads: 
 
 Carloads, minimum weight 20,000 pounds. 
 
 Less than carloads. 
 
 Terra-cotta architectural work, carloads, miniimim weight 24,000 pounds. 
 
 Ties, cotton, cotton-tie buckles, and bagging, straight or mixed, carloads, min¬ 
 imum weight 30,000 pounds. 
 
 Tile and tiling, viz: Hollow building tile, fireproof building tile, roofing tile, 
 flue linings, and wall coping, straight or mixed, carloads, minimum weight 
 
 40,000 pounds... 
 
 Tin plate, in boxes, carloads, minimum weight 30,000 pounds. 
 
 Tobacco: 
 
 Plug, any quantity.... 
 
 Smoking, any quantity... 
 
 Unmanufactured, any quantity. 
 
 Tobacco stems, in hogsheads, any quantity. 
 
 Tools, logging, carloads, minimum weight 24,000 pounds. 
 
 Toys, viz: Furniture, hobbyhorses, shoo flies, carriages, wagons, carts, and wheel¬ 
 barrows, straight or mixed carloads, minimum weight 15,000 pounds. 
 
 Trunks, empty, nested, and trunks filled with valises and traveling bags, and 
 valises and traveling bags in boxes or cases: 
 
 Carloads. 
 
 Less than carloads. 
 
 Trunks, empty: 
 
 Carloads. 
 
 Less than carloads. 
 
 Twine, binder, less than carloads. 
 
 Twine (sisal) and lath yarn, in coils or on reels, any quantity. 
 
 Varnish and oil (gloss or asphaltum), any quantity..'.. 
 
 Vegetables and fruits, as follows: 
 
 Apples and peaches, dried, straight carloads, minimum weight 24,000 pounds. 
 Beans and pease, dried, straight or mixed carloads, minimum weight 24,000 
 
 pounds. 
 
 Kraut, carrots, beets, turnips, and parsnips, packed; or cabbage, onions, pota¬ 
 toes, andapples, in packages or in bulk; also cucumbers, tomatoes, green 
 beans, green pease, and garlic, straight carloads, minimum weight 24,W0 
 
 pounds. 
 
 Kraut, pickles, cabbage, onions, potatoes, apples, carrots, pears, peaches, 
 plums, beets, turnips, parsnips, and dried fruit (apples and peaches), all 
 packed, mixed carloads, minimum weight 24,000 pounds, or mixed with 
 cider and vinegar, carloads, minimum weight 24,000 pounds (expiring Nov. 
 15, 1905); also cucumbers, tomatoes, green beans, green pease, and garlic, 
 all packed, mixed carloads, minimum weight 24,000 pounds, or mixed with 
 vegetables, cider, and vinegar, as described above, carloads, minimum 
 weight 24,000 pounds. 
 
 25 
 
 35 
 
 35 
 
 40 
 
 75 
 
 75 
 
 40 
 
 25 
 
 25 
 
 40 
 
 40 
 
 90 
 
 30 
 
 35 
 
 75 
 
 180 
 
 40 
 
 90 
 
 40 
 
 90 
 
 40 
 
 40 
 
 75 
 
 50 
 
 40 
 
 30 
 
 30 
 
 18 
 
 32 
 
 45 
 18 
 
 39 
 
 46 
 32 
 
 15 
 
 18 
 
 24 
 
 45 
 
 65 
 
 27 
 
 26 
 
 31 
 
 65 
 
 65 
 
 65 
 
 75 
 
 75 
 
 35 
 
 35 
 
 30 
 
 35 
 
 30 
 
 30 
 
 
 
 35 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 371 
 
 Statement D. — Comparison between the rate in effect October 1, 1887, and those in effect 
 October 1,1905, from Louisville, Ky., to Atlanta, Ga., and New Orleans, La .—Cont’d. 
 
 FROM LOUISVILLE KY., TO NEW ORLEANS, LA.—Continued 
 
 Classes and commodities. 
 
 Vegetables and fruits—Continued. 
 
 Melons, carloads, minimum weight 24,000 pounds. 
 
 Pears, peaches, and plums, straight carloads, minimum weight 24,000 pounds. 
 Pickles— 
 
 Carloads, minimum weight 24,000 pounds. 
 
 In glass, packed, or in wood, less than carloads. 
 
 Vinegar, cider, and clariphos, straight or mixed carloads, minimum weight 
 
 24,000 pounds. 
 
 Vehicles: 
 
 Automobiles and locomobiles— 
 
 Carloads, minimum weight 16,000 pounds. 
 
 Not crated or boxed, set up, wheels on or off, each vehicle, less than car¬ 
 loads, minimum weight 6,000 pounds. 
 
 Set up, crated or boxed, wheels on or off, each vehicle, less than car¬ 
 loads, minimum weight 5,000 pounds. 
 
 Buggies, carriages, and trotting wagons, carloads, minimum weight 15,000 
 
 pounds. 
 
 Carts and wagons, lumber and logging, carloads, minimum weight 24,000 
 
 pounds. 
 
 Wagons and carts, farm or lumber, straight or mixed carloads, minimum 
 
 weight 24,000 pounds. 
 
 Vehicle material, consisting of the following articles: Axles (iron or wood), 
 bows, brakes, doubletrees, felloes, gearing, hounds, hubs, shafts, rims, bolsters, 
 singletrees, spokes, springs, thimble skeins, tongues, wagon castings, wheels, 
 reaches, neck yokes, straight or mixed carloads (except where classification 
 
 makes lower rating), minimum weight 24,000 pounds. 
 
 Wheelbarrows, carloads, minimum weight 24,000 pounds. 
 
 Whisky, actual weight, domestic wines, domestic gin, domestic brandies, alcohol, 
 and high wines, in wood, estimated weight of 400 pounds per barrel or 200 
 pounds per half barrel, O R L, value limited to 75 cents per gallon, any quan¬ 
 tity . 
 
 Wire, cable, telephone and telegraph, carloads, minimum weight 24,000 pounds. 
 
 Woodenware, carloads. 
 
 Meats, fresh, and dressed poultry, in refrigerator cars, straight or mixed car¬ 
 loads, minimum weight 20,000 pounds. 
 
 Rates in 
 effect 
 October 
 1, 1887. 
 
 Rates in 
 effect 
 October 
 1, 1905. 
 
 x 
 
 30 
 
 65 
 
 35 
 
 35 
 
 30 
 
 35 
 
 40 
 
 25 
 
 25 
 
 X 
 
 65 
 
 X 
 
 90 
 
 X 
 
 90 
 
 35 
 
 65 
 
 35 
 
 31 
 
 35 
 
 31 
 
 40 
 
 28 
 
 40 
 
 31 
 
 35 
 
 30 
 
 50 
 
 35 
 
 40 
 
 31 
 
 45 
 
 45 
 
 FROM LOUISVILLE, KY., TO ATLANTA, GA. 
 
 ('lass 1. 
 
 Class 2. 
 
 Class 3 . 
 
 Class 4. 
 
 Class 5.•. 
 
 Class 6 . 
 
 Class A. 
 
 Class B. 
 
 Class C . 
 
 Class D. 
 
 Class E. 
 
 Class H. 
 
 Class I'.per barrel.. 
 
 Special iron: 
 
 Carloads, 30,000 pounds minimum. 
 
 Less than carloads. 
 
 Acid, sulphuric, in tank cars, carloads, minimum weight, 30,000 pounds, per ton 
 
 2,000 pounds. 
 
 Agricultural cultivating implements,carloads, minimum weight 20,000 pounds.. 
 Agricultural implements (taking sixth class in carloads) mixed with farm 
 
 wagons without springs, carloads. 
 
 Ale (including ginger ale), beer, root beer, porter, and other malt liquors, O. R., 
 
 carloads, minimum weight 24,000 pounds. 
 
 Apples, carloads. 
 
 Barrels and kegs (wooden), empty, carloads, minimum weight 15,000 pounds_ 
 
 Barytes, carloads... 
 
 Boots and shoes, carloads. 
 
 Box and barrel material, wooden, in bundles, less than carloads. 
 
 Brick: 
 
 Common, pressed, glazed, enameled, ornamental, and shaped, straight or 
 
 mixed carloads, minimum weight 40,000 pounds. 
 
 Fire, carloads, minimum weight 30,000 pounds. 
 
 Hollow building, carloads, minimum weight 30,000 pounds. 
 
 Terra cotta, for ornamental purposes, carloads, minimum weight 24,000 
 
 pounds. 
 
 Terra cotta “lumber,” for interior work, carloads, minimum weight 30,000 
 pounds . 
 
 107 
 
 98 
 
 92 
 
 87 
 
 81 
 
 78 
 
 68 
 
 63 
 
 56 
 
 52 
 
 46 
 
 41 
 
 28 
 
 28 
 
 36 
 
 33 
 
 31 
 
 26 
 
 27 
 
 22 
 
 48 
 
 48 
 
 53 
 
 48 
 
 54 
 
 44 
 
 23 
 
 31 
 
 23 
 
 34 
 
 920 
 
 340 
 
 56 
 
 35 
 
 56 
 
 41 
 
 48 
 
 30 
 
 25 
 
 35 
 
 68 
 
 35 
 
 46 
 
 23 
 
 107 
 
 87 
 
 28 
 
 41 
 
 17 
 
 12 
 
 17 
 
 16 
 
 24 
 
 14 
 
 46 
 
 13 
 
 46 
 
 14 
 
372 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Statement I ).--Comparison between the rates in effect October 1, 1887, and those in effect 
 October 1 , 1905, from Louisville, Ky., to Atlanta, Ga., and New Orleans, La. —Cont’d. 
 
 FROM LOUISVILLE, KY., TO ATLANTA, GA.—Continued. 
 
 Classes and commodities. 
 
 Rates in 
 effect 
 October 
 1, 1887. 
 
 Rates in 
 effect 
 October 
 1, 1905. 
 
 Calcium, chloride, carloads, minimum weight 30,000 pounds. 
 
 Canned goods, in tin cans packed in boxes, viz: Condensed milk, cove oysters, 
 evaporated cream, fish, fruits, jellies and preserves, fruit butters, meats (except 
 where lower rating is provided in Southern Freight Classification), shellfish, 
 soups and broths, pork and beans and vegetables: 
 
 Carloads. 
 
 Less than carloads. 
 
 Fruit jellies, fruit butters, fruit preserves, and mince-meat, straight or mixed 
 carloads, packed in tin cans, boxed, or in wooden buckets or kits, crated, 
 or in barrels, half barrels or kegs, or when mixed with other canned goods 
 
 as described above. 
 
 Less than carloads. 
 
 Cement, in barrels or sacks, carloads, minimum weight 40,000 pounds. 
 
 Chair stuff or stock, wooden, in the white, unfinished, carloads, minimum weight 
 
 24,000 pounds... 
 
 Clay, fire, carloads, minimum weight 30,000 pounds. 
 
 Coal, carloads, minimum weight 20 tons, per ton 2,000 pounds. 
 
 Coal and coke, carloads, per ton 2,000 pounds (except as above). 
 
 Conduits, brick or clay, for electric cables or wire, carloads, minimum weight 
 
 30,000 pounds. 
 
 Cotton, viz: Uncompressed, carrier’s privilege of compressing. 
 
 Cotton ties, carloads.| 
 
 Crackers and cakes, less than carloads. 
 
 Emigrant moveables (will not apply on contractors’ or graders’ outfit), value 
 limited to $5 per 100 pounds in case of loss or damage, and so stated in bill of 
 lading: 
 
 Less than carloads. 
 
 Carloads. 
 
 With live stock (valuation as per Southern Freight Classification), not ex¬ 
 ceeding 5 head in same car, 1 attendant to have free passage on same train 
 
 as car, carloads..| 
 
 Facings, coal and iron, and black cement (a product of coal and iron facings), j 
 
 carloads, minimum weight 30,000 pounds. 
 
 Ferromanganese and spiegeleisen, carloads, 20 gross tons minimum, per ton 
 
 2,240 pounds (apply only on shipments from beyond). 
 
 Fertilizers, viz: 
 
 Carloads, minimum weight as per Southern Freight Classification, per ton 
 
 2,000 pounds... 
 
 Less than carloads.. 
 
 Fertilizer material, except as noted below, minimum Aveight 30,000 pounds, 
 per ton 2,000 pounds: 
 
 Carloads. 
 
 Less than carloads. 
 
 Fertilizer material, consisting of tankage and dried blood, ground tobacco 
 stems in bags, castor pomace in bags, tobacco-stem meal in bags, sheep 
 manure and bat manure, in bags or in bulk, hoof meal in bags, and peat 
 fertilizer filler: • 
 
 Carloads, minimum weight, as per Southern Freight Classification, per 
 
 ton 2,000 pounds. 
 
 Less than carloads. 
 
 Flour, in sacks... 
 
 Flour, self-raising: 
 
 In sacks.; 
 
 In barrels, per barrel. 
 
 Fruits, tropical, viz: Oranges, lemons, limes, and grape fruit: 
 
 Carloads. 
 
 Less than carloads. 
 
 Glass and glassware, viz: 
 
 Bottles, glass, carloads..i 
 
 Fruit jars and jelly glasses, in straight or mixed carloads. 
 
 Plate, carloads, minimum weight, 40,000 pounds (rates named herein as 
 applied to minimum weight of 40,000 pounds shall not exceed totals ar¬ 
 rived at by use of classified rates and weight).j 
 
 Rough, for skylights, carloads. 
 
 Window, carloads. 
 
 Glucose, ORL: 
 
 Carloads. 
 
 Less than carloads. 
 
 Grape sugar, ORL: 
 
 Carloads. 
 
 Less than carloads. 
 
 Handles, wooden, implement and tool: 
 
 Carloads. 
 
 Less than carloads. 
 
 Hair (for carpet yarn), pressed in bales, any quantity. 
 
 Hides, viz: 
 
 Dry, carloads. 
 
 Green salted, carloads. 
 
 Sheepskins, green, salted, carloads, minimum weight, 24,000 pounds. 
 
 X 
 
 23 
 
 68 
 
 40 
 
 68 
 
 52 
 
 68 
 
 40 
 
 68 
 
 52 
 
 24 
 
 16 
 
 68 
 
 30 
 
 24 
 
 16 
 
 474 
 
 350 
 
 474 
 
 375 
 
 28 
 
 16 
 
 X 
 
 52 
 
 25 
 
 22 
 
 56 
 
 52 
 
 68 
 
 34 
 
 46 
 
 23 
 
 56 
 
 28 
 
 68 
 
 23 
 
 X 
 
 240 
 
 474 
 
 340 
 
 569 
 
 408 
 
 474 
 
 340 
 
 569 
 
 408 
 
 474 
 
 310 
 
 569 
 
 372 
 
 31 
 
 22 
 
 31 
 
 22 
 
 62 
 
 44 
 
 68 
 
 51 
 
 68 
 
 68 
 
 68 
 
 46 
 
 68 
 
 46 
 
 107 
 
 57 
 
 81 
 
 49 
 
 68 
 
 49 
 
 46 
 
 28 
 
 46 
 
 32 
 
 46 
 
 28 
 
 46 
 
 32 
 
 46 
 
 28 
 
 68 
 
 42 
 
 107 
 
 56 
 
 68 
 
 38 
 
 56 
 
 28 
 
 81 
 
 45 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 373 
 
 Statement D. — Comparison between the rates in effect October 1, 1887, and those in effect 
 October 1,1905, from Louisville, Ky., to Atlanta, Ga., and New Orleans, La.— Oont’d. 
 
 FROM LOUISVILLE, KY., TO ATLANTA, GA.—Continued. 
 
 Classes and commodities. 
 
 Rates in 
 effect, 
 October 
 1, 1887. 
 
 Rates in 
 effect 
 October 
 1, 1905. 
 
 Ice: 
 
 Carloads, for refrigerating fruits, when consigned to agents of refrigerator 
 
 car lines, per ton 2,000 pounds.•.. 
 
 Released, carloads. 
 
 Iron articles, viz: 
 
 Billets, blooms, and ingots, iron and steel, straight carloads, 20 gross tons 
 minimum (apply only on shipments from beyond), per ton 2,240 pounds... 
 
 Boiler plate, carloads, minimum weight, 30,000 pounds. 
 
 Car wheels, axles, trucks and bolsters, straight or mixed— 
 
 Carloads. 
 
 Less than carloads. 
 
 Nails, carloads. 
 
 Pig, carloads, 20 gross tons minimum (appliesonly on businessfrom beyond), 
 
 per ton of 2,240 pounds. 
 
 Pipe, wrought-iron, carloads, minimum weight, 30,000 pounds. 
 
 Plow steel, unfinished, viz: Flat cut shapes, slabs and circular disks, black, 
 not polished, carloads, minimum weight, 30,000 pounds, when shipped to 
 
 factories only (applies only to Atlanta, Ga.). 
 
 Note.—I t is understood that slabs will include any steel slabs used 
 in the manufacture of plows. 
 
 Railroad track material, viz: Chairs, frogs, nut locks, rails, iron or steel, 
 spikes, splice bars, switches, switch chairs, switch stands, tie plates, track 
 braces, track bolts, track nuts, and washers, carloads, per ton 2,240 pounds. 
 Scrap iron of all kinds, except old rails for relaying purposes, carloads, mini¬ 
 mum weight, 30,000 pounds, per ton 2,000 pounds. 
 
 Sheet iron and sheet steel, black and galvanized, carloads, minimum weight, 
 
 40.000 pounds.. 
 
 Vehicle forgings and castings, iron or steel, not painted, japanned, or other¬ 
 wise finished, carloads, minimum weight, 30,000 pounds. 
 
 Jug Avare, consisting of common brown ware (not including tableware or deco¬ 
 rated ware of any kind), packed or in bulk, carloads, minimum weight, 30,000 
 
 pounds. 
 
 Lime, carloads. 
 
 Live stock, released, less than carload, subject to estimated weights of Southern 
 
 Freight Classification.. . 
 
 Lumber, \ T iz: 
 
 Box material, Avooden fence posts, heading, -hoops, laths, logs, all kinds; 
 lumber, rough or dressed; mining props or caps, wooden paving blocks, 
 shingles, shooks, sta\ T es, telegraph and telephone poles, straight or mixed, 
 
 carloads. 
 
 Building material, wooden, in mixed carloads or in straight carloads (ex¬ 
 cept when lower specific rates are published on any of the articles in 
 straight carloads), minimum weight, 24,000 pounds, consisting of lumber, 
 rough or dressed; laths, shingles, scroll Avork. AvindoAv and door frames, 
 sash, doors, and blinds, molding, balusters, baseboards, casings, porch 
 columns, newels, stair Avork, and wainscoting, except on straight carloads 
 
 of lumber, laths, and shingles. 
 
 Meats, fresh, including dressed poultry, straight or mixed, carloads. 
 
 Melons, carloads, minimum Aveight, 24,000 pounds. 
 
 Molasses and sirup (except fountain and coloring sirups), (including glucose 
 sirup), ORL, in Avood or tin cans, boxed, also glucose in tank cars: 
 
 Carloads. 
 
 Less than carloads. 
 
 Oatmeal, rolled oats, or shredded oats, rolled, cracked, or crushed AAdieat, in bar¬ 
 rels, kegs, drums, boxes, half-barrels, cotton or gunny sacks, or in paper pack¬ 
 ages, packed in boxes, any quantity. 
 
 Oil, cotton-seed: 
 
 Carloads. 
 
 Less than carloads. 
 
 Paper: * 
 
 Printing, calendered or machine-glazed, not enameled, in rolls, carloads, 
 
 minimum w r eight, 40,000 pounds.*. 
 
 Wrapping, in rolls 20 inches and over in diameter, carloads, minimum 
 
 Aveight, 40,000 pounds. 
 
 Peaches, green, carloads. 
 
 Pickles, vinegar, sauerkraut, mustard (prepared), horse radish, catsup, table 
 sauces, or olives, in glass or earthenAvare, packed or in Avood, mixed with pre¬ 
 serves, fruit butter, or jellies, in glass or earthemvare, or cans, packed or in 
 
 Avood, carloads. 
 
 Pipe, earthen or seAver, and draintile, straight or mixed, carloads, minimum 
 
 weight, 30,000 pounds. 
 
 Plaster, wall, building, molding, fancy, and decorating, all kinds, and ground 
 gypsum rock, carloads, minimum AAeight, 60,000 pounds (but not in excess of 
 
 marked capacity of car). 
 
 Plow beams and handles, in the rough or white, carloads. 
 
 Pyrites, ore, carloads, per ton 2,000 pounds. I 
 
 Rice, cleaned, any quantity_'...i 
 
 
 I 
 
 310 
 
 270 
 
 15i 
 
 17 
 
 515 
 
 240 
 
 23 
 
 26 
 
 23 
 
 23 
 
 23 
 
 23 
 
 515 
 
 240 
 
 23 
 
 28 
 
 23 
 
 24 
 
 515 
 
 400 
 
 460 
 
 250 
 
 23 
 
 31 
 
 56 
 
 38 
 
 56 
 
 35 
 
 24 
 
 18 
 
 X 
 
 120 
 
 24 
 
 20 
 
 46 
 
 28 
 
 36 
 
 43 
 
 X 
 
 19 
 
 30 
 
 28 
 
 30 
 
 32 
 
 56 
 
 27 
 
 46 
 
 25 
 
 46 
 
 41 
 
 46 
 
 39 
 
 28 
 
 24 
 
 81 
 
 40 
 
 68 
 
 52 
 
 30 
 
 16 
 
 46 
 
 13 
 
 46 
 
 35 
 
 X 
 
 330 
 
 46 
 
 37 
 
374 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement D. —Comparison between the rates in effect October 1, 1887, and those in effect 
 October 1 , 1905, from Louisville, Ky., to Atlanta, Ga., and New Orleans, La. —Con. 
 
 FROM LOUISVILLE, KY., TO ATLANTA, GA.—Con. 
 
 Classes and commodities. 
 
 Rock, bituminous, carloads, per ton 2,000 pounds. 
 
 Roofing felt, dry or unsaturated, in rolls or bundles, carloads. 
 
 Salt, carloads. 
 
 Sand, molding, carloads, minimum weight, 60,000 pounds. 
 
 Screen doors and windows, carloads, minimum weight, 24,000 pounds. 
 
 Slate, roofing, released, carloads. 
 
 Soap, laundry, in boxes or barrels: 
 
 Carloads.. 
 
 Less than carloads. 
 
 Soap powders: 
 
 Carloads. 
 
 Less than carloads. 
 
 Soda, bicarbonate of, any quantity. 
 
 Spelter, carloads. 
 
 Starch (except for table use as food) carloads, minimum weight. 30,000 pounds .. 
 Stone, viz: 
 
 Crushed, paving, or macadam, carloads, minimum weight, 40,000 pounds_ 
 
 Blocks or slabs, hammered, chiseled, or polished, boxed or crated, value 
 limited to 40 cents per cubic foot and so receipted for; monuments and 
 tombstones, or parts thereof, lettered or unlettered, boxed or crated, value 
 limited to 40 cents per cubic foot and so receipted for, carloads, minimum 
 
 weight, 30,000 pounds.„. 
 
 Rough-quarried blocks, rough-sawed, sand-rubbed (slushed), slabs, blocks, or 
 columns, floor tiling, building stone for exterior of buildings, including 
 blocks, slabs, columns, other pieces of stone used in exterior of build¬ 
 ings, value limited to 20 cents per cubic foot and so receipted for, car¬ 
 loads, minimum weight,30,000 pounds .. 
 
 Stoves (except alcohol, gas, gasoline, oil, and" vapor stoves), hollow ware, and 
 stove furniture, O. R., grate frames, baskets, and fixtures: 
 
 Carloads. 
 
 Same (except sheet-iron stoves), less than carloads. 
 
 Strawboard and pulp board, carloads, minimum weight, 40,000 pounds. 
 
 Tar and pitch, carloads, minimum weight, 30,000 pounds. 
 
 Terra cotta, architectural, carloads, minimum weight, 24,000 pounds. 
 
 Tile, viz: Roofing carloads, minimum weight, 30,000 pounds. 
 
 Tiling, hollow fireproof, carloads, minimum weight, 30,000 pounds. 
 
 Tin plate; carloads, minimum weight, 40,000 pounds. 
 
 Vegetables, viz: 
 
 Beets, cabbage, onions, potatoes, and turnips, in straight or mixed carloads.. 
 
 Same, when mixed with apples, carloads. 
 
 Celery, released, carloads, minimum weight, 20,000 pounds. 
 
 Vehicle material, wooden, viz: Bows, doubletrees, fellies, hubs, neck yokes, 
 rims, shafts, side bars, single or whiffletrees, spokes, and poles, in the white, 
 
 carloads. 
 
 Vehicle material, wooden, unfinished, including the following articles only: 
 Reaches, axle beds, side bars, head blocks, shafts, poles, fellies, singletree’s, 
 spokes, hubs, rims, doubletrees, hub blocks, whiffletrees, neck yokes, and 
 
 bows, carloads. 
 
 Carriage and wagon axles and vehicle boxes and skeins, carloads, minimum 
 
 weight, 30,000 pounds. 
 
 Vehicle wheels, without tires, straight carloads, minimum weight, 18,000 
 pounds; vehicle wheels, with tires, straight carloads, minimum weight, 
 24,000 pounds; vehicle wheels, mixed carloads, with or without tires, 
 
 minimum weight, 24,000 pounds..•. 
 
 Washing compounds (not liquid): 
 
 Carloads.A. 
 
 Less than carloads. 
 
 Water, mineral, 0. R., carloads, minimum weight. 24,000 pounds. 
 
 Whiting, carloads, minimum weight, 24,000 pounds, per ton, 2,000 pounds. 
 
 Wood, compound or built up, carloads, minimum weight, 30.000 pounds. 
 
 Wooden or paper butter dishes and plates, carloads, minimum weight, 24,000 
 
 pounds. 
 
 Wool, carloads, minimum weight, 10,000 pcflmds. 
 
 Rates in 
 effect 
 October 
 1,1887. 
 
 Rates in 
 effect 
 October 
 1,1905. 
 
 x 
 
 275 
 
 56 
 
 24 
 
 46 
 
 18 
 
 24 
 
 10 
 
 46 
 
 32 
 
 24 
 
 20 
 
 30 
 
 27 
 
 30 
 
 27 
 
 68 
 
 27 
 
 68 
 
 27 
 
 56 
 
 39 £ 
 
 56 
 
 31 
 
 68 
 
 33 
 
 x 
 
 12 
 
 
 
 46 
 
 16 
 
 28 
 
 13 
 
 56 
 
 48 
 
 81 
 
 66 
 
 46 
 
 24 
 
 24 
 
 20 
 
 46 
 
 27 
 
 28 
 
 18 
 
 28 
 
 14 
 
 56 
 
 31 
 
 46 
 
 35 
 
 46 
 
 35 
 
 81 
 
 40 
 
 56 
 
 42 
 
 56 
 
 26 
 
 56 
 
 38 
 
 56 
 
 41 
 
 68 
 
 27 
 
 68 
 
 27 
 
 56 
 
 30 
 
 1,120 
 
 600 
 
 x 
 
 30 
 
 46 
 
 26 
 
 81 
 
 56 
 
 MAINE CENTRAL RAILROAD. 
 
 Gentlemen : I beg to acknowledge receipt of circular from the Interstate Commerce 
 Commission, dated October 20, 1887, and in reply thereto would say that there are points 
 on the line of this company’s railroad to and from which the rates on interstate freight 
 traffic made by this company in combination with our western connection, the Boston 
 and Maine Railroad, are greater than the rates to and from more distant points in same 
 direction. The points so treated are Riverside, Vassalborough. Winslow, Waterville, 
 Benton, Clinton, Burnham, Unity, Thorndike, Knox, Brooks, Waldo, Pittsfield, Detroit, 
 Newport, East Newport, Pltna, Carmel, Hermon Pond, and Hermon Center. 
 
 For classified rates on interstate traffic between these points and stations on Boston and 
 Maine Railroad, I would respectfully refer you to accompanying freight schedule A. 
 
 The more distant points to which less rates are made are‘Belfast, Bangor, Bucksport, 
 and Ellsworth. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 375 
 
 For rates on interstate traffic between these points and Boston, I would respectfully 
 refer you to accompanying freight schedule marked B. 
 
 In combination with our eastern connection, the New Brunswick Railway, this com¬ 
 pany has made rates on interstate freight traffic between Portland and Bangor, Me., and 
 St. John, St. Stephen, and St. Andrews, New Brunswick, which are less than the rates 
 between same points and our intermediate stations, though the distance to such interme¬ 
 diate stations is less. 
 
 For rates between St. John, St. Stephen, and St. Andrews, New Brunswick, and Port¬ 
 land and Bangor, I would refer you to accompanying freight schedule marked C, and for 
 rates between these three New Brunswick points and our intermediate stations, would 
 refer you to accompanying freight schedule marked D. 
 
 The more distant points named herein, to which less rates are made than for shorter 
 distance in same direction, are tow r ns located upon navigable waters, and to which regu¬ 
 larly established lines of steamboats run, as .well as an immense number of coasting 
 vessels. The traffic of these towns, particularly Bangor and St. John, is exceedingly 
 large, and rates are dictated by the water lines, who are not subject to the provisions of 
 the interstate-commerce law. 
 
 The rates as established by this company in opposition to these water lines are based 
 upon the decision of the Interstate Commerce Commission, published June 16, 1887, 
 “ that competition with carriers by water which are not subject to the provisions of the 
 statute entitles the carriers to charge less for the longer than for the shorter haul over 
 the same line in the same direction, the shorter being included in the longer.” 
 
 These rates are necessary to secure to us even a portion of the traffic; they are 
 restricted to water competitive points, and can not be detrimental to the business inter¬ 
 ests of those points to which higher rates are charged, though the distance is less, since 
 the traffic not taken by rail can and would go by water. 
 
 In further connection with this matter, I would say that this competition has been 
 limited on our part thus far to freight traffic ; that the passenger traffic is such that 
 increased train service and quick time have seemed to offset the difference in rate of fare; 
 and in explanation of our entering into competition with these water lines for the freight 
 traffic at such extremely low rates, will say that east of Bangor there are 117 miles of 
 this company’s railroad, terminating at Vanceborough, the boundary line between the 
 United States and the Province of New Brunswick and our point of junction with the 
 New Brunswick Railway, running east to St. John and north to Aroostook County, the 
 most fertile portion of the State of Maine, which finds the chief market for its products 
 in Boston, Mass. 
 
 The movement of empty cars being from Boston east, this company and its connec¬ 
 tions have believed, and do still believe, that, in connection with their regular freight 
 traffic, this competitive freight, considering its volume, can be transported in such return¬ 
 ing cars without loss, even at the rates forced upon us by the water carriers. 
 
 For the information of your Commission I have attached to these papers a map of the 
 Maine Cental Railroad and connections, showing our water competing points. 
 
 I have the honor to be, yours, very truly, 
 
 Payson Tucker, 
 
 Vice-President and General Manager. 
 
 The Interstate Commerce Commission. 
 
 Washington, D. C. 
 
 Freight Schedule A. — Rates in force November 1, 1887, betiveen Boston and all 
 stations on Boston and Maine Railroad and stations named on Maine Central 
 Railroad. 
 
 [Rates in cents per 100 pounds.] 
 
 Stations. 
 
 Class. 
 
 Stations. 
 
 Class. 
 
 First. 
 
 Second. 
 
 J Third. 
 
 Fourth. 
 
 j 
 
 First. 
 
 Second. 
 
 Third. 
 
 Fourth. 
 
 Riverside__-. 
 
 39 
 
 31 
 
 244 
 
 204 
 
 Brooks . 
 
 * 
 
 47 
 
 39 
 
 304 
 
 274 
 
 Vassalborougli_ 
 
 40 
 
 32 
 
 25' 
 
 21 
 
 Waldo.. 
 
 47 
 
 39 
 
 304 
 
 274 
 
 Winslow___ 
 
 40 
 
 32 
 
 254 
 
 214 
 
 Pittsfield.. 
 
 44 
 
 36 
 
 284 
 
 26 
 
 Water ville.... 
 
 41 
 
 33 
 
 26 
 
 22 
 
 Detroit.... 
 
 45 
 
 37 
 
 294 
 
 264 
 
 Benton__ 
 
 41 
 
 33 
 
 26 
 
 22 
 
 Newport_ 
 
 45 
 
 37 
 
 294 
 
 264 
 
 Clinton_ 
 
 42 
 
 34 
 
 264 
 
 234 
 
 East Newport 
 
 46 
 
 38 
 
 30' 
 
 27* 
 
 Burnham ___ 
 
 44 
 
 36 
 
 28 
 
 25' 
 
 Etna... 
 
 47 
 
 39 
 
 304 
 
 274 
 
 Unity___ 
 
 44 
 
 36 
 
 284 
 
 26 
 
 Carmel 
 
 47 
 
 39 
 
 304 
 
 274 
 
 Thorndike..... 
 
 45 
 
 37 
 
 294 
 
 264 
 
 Hermon Pond 
 
 48 
 
 40 
 
 31 
 
 28 
 
 Knox__ 
 
 45 
 
 37 
 
 294 
 
 264 
 
 Hermon Centre 
 
 48 
 
 40 
 
 31 
 
 28 
 
 
 
 
 
 
 
 Freight Schedule B. — Rates in force November 1, 1887, between Boston and 
 East Boston and stations named on Maine Central Railroad. 
 
 [Rates in cents per 100 pounds.] 
 
 Stations. 
 
 
 Class. 
 
 
 Stations. 
 
 
 Class. 
 
 
 First. 
 
 Second. 
 
 Third. 
 
 Fourth. 
 
 First. 
 
 Second. 
 
 Third. 
 
 Fourth. 
 
 Belfast__ 
 
 25 
 
 20 
 
 15 
 
 124 
 
 Bucksport_ 
 
 30 
 
 25 
 
 20 
 
 174 
 
 Bangor _ 
 
 25 
 
 20 
 
 15 
 
 124 
 
 Ellsworth_ 
 
 30 
 
 25 
 
 25 
 
 20 
 
376 
 
 DIGEST OF HEADINGS ON KAILWAY KATES. 
 
 Freight Schedule C.— Rates in force November 1, 1887, between St. John, St. 
 Stephen, St. Andrews, N. B., and Portland and Bangor, Me. 
 
 [Rates in cents per 100 pounds.] 
 
 Stations. 
 
 Class. 
 
 First. 
 
 Second. 
 
 Third. 
 
 Fourth. 
 
 Portland............ 
 
 30 
 
 25 
 
 20 
 
 15 
 
 Bangor._..... 
 
 25 
 
 20 
 
 15 
 
 121 
 
 
 
 
 
 Freight Schedule D. —Rates in force November 1, 1887, between St. John, St. 
 Stephen, and St. Andrews, N. B.. and stations on Maine Central Railroad cast 
 of Bangor and Portland. 
 
 [Rates in cents per 100 pounds.] 
 
 
 
 Class. 
 
 
 
 First. 
 
 Second. 
 
 Third. 
 
 Fourth. 
 
 All stations on main line between Bangor and Vanceborough 
 
 40 
 
 30 
 
 221 
 
 m 
 
 All stations on main line between Portland and Bangor .. 
 
 50 
 
 40 
 
 30 
 
 25 
 
 KNOX AND LINCOLN RAILROAD COMPANY. 0 
 
 Gentlemen : In answer to your circular letter of the 20th instant, I send you by 
 this mail copies of our tariffs. In addition to these rates we make a special rate of 12£ 
 cents per hundred pounds on some articles in the grocery line between Rockland and 
 Boston only. This rate we were obliged to make to recover our Rockland freight busi¬ 
 ness, which had gone from us almost entirely since April 5 on account of the very low 
 rates made by our water competitors, there being a daily line of steamers between Rock¬ 
 land and Boston. 
 
 There are no rates in our passenger tariff that conflict with section 4. 
 
 Respectfully, 
 
 W. L. White, Superintendent. 
 
 Interstate Commerce Commission, 
 
 Washington, D. C. 
 
 MAINE CENTRAL RAILROAD COMPANY. 
 
 Portland, Me., October 16, 11)06. 
 
 Dear Sir : Your letter of September 9, addressed to Mr. W. K. Sanderson, 
 general freight agent, has by him been referred to me, and I beg leave to make 
 the following reply: 
 
 This company is in competition at numerous points with steamboat and other 
 vessels plying on navigable waters between cities and towns in the State of 
 Maine and Boston, Mass., and other points on the Atlantic seacoast. The rates 
 to and from these water points are made by the water lines, with whom we are 
 in competition. The rates between these competitive water points are in many 
 cases less than the rates on similar traffic to and from intermediate interior 
 points, among which may be cited Riverside, Waterville, Pittsfield, Newport, 
 Me., and the other points mentioned in previous letter written by the vice- 
 president and general manager of this company in response to the circular from 
 the Interstate Commerce Commission dated October 20, 1887. 
 
 The conditions under which this company is in competition with water lines 
 are substantially the same as existed in 1887, and between the same points 
 which are given in the following schedules which are lettered in a manner 
 similar to those stated in the previous letter: 
 
 a This property is now controlled by the Maine Central. See response of 
 that company to the present inquiry. 
 
DIGEST OF HEARINGS ON BAIL WAY BATES. 
 
 377 
 
 Freight Schedule A.— Rates in force October 1, 1905, between Boston, Mass 
 and the following interior stations on the Maine Central Railroad inter¬ 
 mediate to stations named in Freight Schedule B. 
 
 [Rate in cents per 100 pounds.] 
 
 
 1. 
 
 2 . 
 
 3. 
 
 4. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 Riverside .._._ 
 
 39 
 
 31 
 
 24* 
 
 20* 
 
 Brooks... 
 
 47 
 
 39 
 
 30.1 
 
 27* 
 
 Vassal boro.._ 
 
 40 
 
 32 
 
 25 
 
 21 
 
 Waldo . _ .... 
 
 47 
 
 39 
 
 30* 
 
 27* 
 
 Winslow... 
 
 40 
 
 32 
 
 25* 
 
 21* 
 
 Pittsfield__._ 
 
 44 
 
 36 
 
 28* 
 
 26 
 
 Waterville.. .. 
 
 41 
 
 33 
 
 26 
 
 22 
 
 Detroit.... 
 
 45 
 
 37 
 
 29* 
 
 26* 
 
 Benton. . 
 
 41 
 
 33 
 
 26 
 
 22 
 
 East Newport___ 
 
 46 
 
 38 
 
 30 
 
 27 
 
 Clinton_ _ _ 
 
 42 
 
 34 
 
 26} 
 
 23.} 
 
 Etna... 
 
 47 
 
 39 
 
 30* 
 
 27* 
 
 Burnham .. _ _ 
 
 44 
 
 36 
 
 28' 
 
 25 
 
 Carmel_ 
 
 47 
 
 39 
 
 301 
 
 27* 
 
 Unity . ....-. 
 
 44 
 
 36 
 
 28* 
 
 26 
 
 Hermon Pond__ 
 
 48 
 
 40 
 
 31* 
 
 28 
 
 Knox___ 
 
 45 
 
 37 
 
 29* 
 
 26* 
 
 Hermon Center__ 
 
 48 
 
 40 
 
 31 
 
 28 
 
 
 
 
 
 
 
 
 
 The foregoing rates are the same as those which were in effect in 1887, and 
 are governed by the Maine Central classification. 
 
 Freight Schedule B.— Rates in force October 1, 1905, betioeen Boston, Mass., 
 and the following competitive ivater points on the Maine Central Railroad. 
 
 [Rate in cents per 100 pounds.] 
 
 The foregoing rates are governed by the “ coastwise ” classification, and 
 are, in part, increases over those in effect in 18S7. They are the same rates as- 
 those published by the Eastern Steamship Company, with whom we are in 
 competition between the points named. 
 
 Freight Schedule C.— Rates in force October 1, 1905, between St. John, St.. 
 Stephens, St. Andrews, New Brunswick, and Portland and Bangor, Me. 
 
 [Rate in cents per 100 pounds.] 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Portland...... 
 
 Bangor ..._ _ _....... 
 
 40 
 
 30 
 
 30 
 
 22* 
 
 25 
 
 18} 
 
 20 
 
 15 
 
 15 
 
 12* 
 
 12* 
 
 11 
 
 
 The foregoing rates are governed by the “ coastwise ” classification, and 
 are, in part, increases over those in effect in 1887. They are the same rates 
 as those published by the Eastern Steamship Company, with whom we are in 
 competition between the points named. 
 
 Freight Schedule D. —Rates in force October 1, 1905, between St. John, St. 
 Stephens, and St. Andrews, New Brunswick, and stations on the Maine 
 Central Railroad east of Bangor and Portland, Me. 
 
 [Rate in cents per 100 pounds.] 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 Between Portland and Bangor...... 
 
 50 
 
 40 
 
 30 
 
 25 
 
 Between Bangor and Vanceboro. 
 
 40 
 
 30 
 
 22} 
 
 17* 
 
378 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The foregoing rates are governed by the Maine Central classification, and 
 are the same as those which were in effect in IS8T. 
 
 Since 1887 the Washington County railroad has been constructed and put 
 into operation, it having been opened for traffic in 1899. This road extends 
 from Eastport and Calais, Me., both water points, on the east, to Washington 
 Junction, Me., on the west, where it makes connection with the Maine Central 
 Railroad. 
 
 The published rail rates in which this company is interested, between East- 
 port and Calais, Me., on the one hand, and Boston, Mass., on the other, are 
 the same as those published by the Eastern Steamship Company and Frontier 
 Steamship Company, with whom we are in competition, and these rates are less 
 than the intermediate interior rates between Eastport and Calais, Me., and 
 Lawrence and Haverhill, Mass., which are intermediate interior points east of 
 Boston. 
 
 Since 1887 the Knox and Lincoln Railway has been merged with the Maine 
 Central Railroad Company and its identity as a separate corporation has ceased, 
 but the conditions under which water competition exists between Rockland, 
 Me., and Boston, Mass., have not changed, and the rates between those points, 
 which are in effect by the Eastern Steamship Company, with whom we are in 
 competition, are adopted by this company in order that the rail line may par¬ 
 ticipate in the traffic. 
 
 The class rates between New York, N. Y., and Bangor, Me., both water points, 
 via Metropolitan Steamship Company, Boston, Mass., Boston and Maine Rail¬ 
 road, Portland, Me., and Maine Central Railroad to Bangor, Me., are as follows • 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 45 
 
 40 
 
 35 
 
 30 
 
 22 
 
 19 
 
 While between New York, N. Y., and Newport, Me., an intermediate interior 
 point, via same route, the rates are as follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 56 
 
 46 
 
 36 
 
 29 
 
 23 
 
 19 
 
 These rates to and from New York are governed by the “ official ” classifica¬ 
 tion, and it will be noted that some of the intermediate interior rates are 
 greater than those to and from Bangor, Me., where we have water competition. 
 
 While there have been no advances in these rates to and from the interior 
 points named on this company’s line, the competitive rates between water 
 points have generally been advanced. This advance in rates between water 
 points I ascribe to the increased cost of transportation by water lines, and they 
 have been made effective on various dates during the past five years. 
 
 As regards passenger traffic, all local rates on the Maine Central Railroad 
 in the State of Maine were reduced in 1900, and this has resulted in corre¬ 
 sponding reductions in through rates on interstate passenger traffic between 
 nearly all State of Maine points on this company’s line and Boston, Mass., and 
 other points outside of this State. As illustrations of these reductions, I beg 
 to give you the following typical instances: 
 
 The first-class limited rate between Boston, Mass., and Waterville, Me., at 
 present is $4.55. In 1887 this rate was $4.75. 
 
 The first-class limited rate between Boston, Mass., and Newport, Me., at pres¬ 
 ent is $5.40. In 1887 this rate was $5.70. 
 
 The first-class limited rate between Boston, Mass., and Pittsfield, Me., at pres¬ 
 ent is $5.15. In 1887 this rate was $5.50. 
 
 On the other hand, some of our passenger rates on interstate traffic between 
 water points have been advanced. For illustration, the first-class limited rate 
 between Boston, Mass., and Rockland, Me., at present is $4, while in 1887 it 
 was $3.50. This increase has been made to make our rates uniform with 
 those of the Eastern Steamship Company, with whom we are in competition. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 379 
 
 We have no interstate or local passenger rates where the longer haul in 
 the same direction is less than any intermediate haul. 
 
 Respectfully, yours, 
 
 George F. Evans, 
 
 • Vice-President and General Manager. 
 
 lion. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington, D. C. 
 
 MICHIGAN CENTRAL RAILROAD COMPANY. 
 
 Dear Sir : In reply to your circular of October 28, I would state that there is certain 
 traffic carried by this company, both on its own line and in connection with other rail¬ 
 road companies, where a higher rate is charged for a lesser distance included within a 
 longer one. 
 
 (1) Traffic to and from Buffalo. N. Y., and Goshen, Ind., carried by the Michigan Cen¬ 
 tral and Cincinnati, Wabash and Michigan, via Niles. The direct line from Buffalo to 
 Goshen is via the Lake Shore and Michigan Southern, distance 420 miles. Its rates 
 
 are— 
 
 Class : 
 
 First _ 39 
 
 Second _ 30 
 
 Third _ 20 
 
 Fourth _ 18 
 
 Fifth _ 10 
 
 Sixth _ 13 
 
 In connection with the Cincinnati. Wabash and Michigan we quote the same rates as 
 the Lake Shore and Michigan Southern, while our rates to and from Niles to and from 
 Buffalo are— 
 
 Class : 
 
 First _41 
 
 Second _ 36* 
 
 Third _26* 
 
 Fourth _19 
 
 Fifth _17 
 
 Sixth _14 
 
 our distance being 428 miles, Niles to Buffalo ; and 458 miles, Goshen to Buffalo. 
 
 (2) In connection with the Louisville, New Albany and Chicago Railway, we make 
 the rates from Indianapolis to common eastern points 93 per cent of the Chicago rate, 
 which is the established tariff, which traffic passes through Michigan City, from which 
 latter point the rates are the same as from Chicago. 
 
 (3) From Toledo, Ohio, to Owosso. Mich., our rates are the same as those made by the 
 Toledo, Ann Arbor and Northern Michigan Railway-, viz : 
 
 Class : 
 
 First _ 16* 
 
 Second _15 
 
 Third _12 
 
 Fourth _ 9J 
 
 Fifth _ 8 
 
 Sixth _ 6* 
 
 their distance being 110 miles, our distance 201 miles, while our rates to intermediate 
 points are higher than to Owosso ; for example, Toledo, Ohio, to Mason, Mich., distance 
 160 miles— 
 
 Class : 
 
 First _21* 
 
 Second _19 
 
 Third _15 
 
 Fourth _13 
 
 Fifth _11 
 
 t Sixth _ 9 
 
 (4) From Detroit and Toledo to Missouri River points — Kansas City, Atchison, Leav¬ 
 enworth, Saint Joseph, Omaha, and Council Bluffs—the rates are— 
 
 Class : 
 
 First -110 
 
 Second_ 90 
 
 Third_ 65 
 
 Fourth_ 48 
 
 Fifth _ 38 
 
 A- 40 
 
 B - 37 
 
 C - 28 
 
 D -- 25 
 
 E - 21 
 
 made the same as the published tariff of the Wabash, Saint Louis and Pacific Railway, 
 while from stations west of Detroit the rates are somewhat higher. As different class!- 
 
880 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 locations govern east and west of Chicago, it is difficult to give the exact through rates; 
 but from Dearborn, for example, our rates to Chicago would be— 
 
 Class : 
 
 First _33 
 
 Second _:---30 
 
 Third_23 
 
 Fourth _._15 
 
 Fifth _/_13 
 
 Sixth _ 9 
 
 to which would be added the published rates of the lines west of Chicago— 
 
 Class : 
 
 First . 
 Second 
 Third 
 Fourth 
 
 A _ 
 
 B _ 
 
 C _ 
 
 D _ 
 
 E _ 
 
 90 
 
 75 
 
 50 
 
 35 
 
 321 
 29 1 
 23 
 20 
 16 
 
 governed by the western classification. The roads west of Chicago decline to prorate 
 on this traffic; therefore our through rates are quoted to Chicago, plus the published 
 tariff thence to destination. In all the above cases illustrated this company has been 
 governed by what it believed to be the views of the Commission, as stated in the case of 
 the Louisville and Nashville Railroad, where the Commission refers to the rates quoted 
 by the Pittsburgh and Lake Erie from Pittsburgh, in competition with the Pennsylvania 
 Railroad. 
 
 (5) From Toledo, Ohio, and Chicago, 111., to Mackinaw City and Cheboygan, Mich., 
 this company was forced, on account of water competition, to make lower rates than 
 obtain to intermediate points ; for example, Chicago to Mackinaw City— 
 
 Class : 
 
 First _55 
 
 Second _45 
 
 Third _35 
 
 Fourth _25 
 
 Fifth _20 
 
 Sixth _19 
 
 distance 391 miles, while to Mullet Lake, distance 369 miles, the rates are 
 Class : 
 
 First _ 
 
 Second _ 
 
 Third_ 
 
 Fourth _ 
 
 Fifth ___ 
 
 Sixth _ 
 
 Similarly, Toledo to Mackinaw City, distance, 347 miles— 
 
 Class : 
 
 First _ 
 
 Second _ 
 
 Third _ 
 
 Fourth_ 
 
 Fifth _ 
 
 Sixth _ 
 
 Toledo to Mullet Lake, distance, 325 miles— 
 
 Class : 
 
 First _._ 
 
 Second _ 
 
 Third _ 
 
 Fourth _ 
 
 Fifth _ 
 
 Sixth _ 
 
 62 
 
 52 
 
 42 
 
 311 
 
 241 
 
 221 
 
 50 
 
 40 
 
 30 
 
 24 
 
 20 
 
 17 
 
 50 
 
 471 
 
 40 
 
 34 
 
 29 
 
 24 
 
 It is believed by this company that the combating circumstance of water competition 
 justifies the charging of the higher rate for the lesser distance. 
 
 Yours, truly, « 
 
 H. B. Ledyard, 
 
 President. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 MICHIGAN CENTRAL RAILROAD COMPANY. 
 
 Chicago, III., October 17. 1005. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 • Washington, D. C. 
 
 Dear Sir: Referring to your favor of the 9th ultimo, inclosing copy of letter 
 written by former President H. B. Ledyard to the Interstate Commerce Com 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 381 
 
 mission, we have gone over this matter carefully and wish to advise that the 
 conditions to-day are not entirely the same as when the letter in question was 
 written. 
 
 In regard to section 1 the same conditions exist to-day as at that time, with 
 the exception that the rates vary. The rates were changed in 1896, at the time 
 rates to Central Freight Association territory generally were revised. 
 
 The situation as mentioned in section 2 is the same to-day as it was at the 
 time referred to. 
 
 The conditions as presented in section 3 do not exist to-day, as our rates from 
 Toledo to Owosso are in no case exceeded to intermediate points on the Michigan 
 Central Railway. This condition was changed, I assume, in 1896, when at the 
 general revision of rates throughout the territory it was deemed advisable that 
 our intermediate territory in this instance should be on no higher basis than 
 Ihe rates to Owosso. 
 
 The situation as covered by section 4 does not exist to-day, there being no 
 through .ioint rates from Central Freight Association territory to Missouri 
 River points, the rates being made upon the lowest combination of locals. 
 
 The Wabash Railway being a through line from Detroit to the Missouri 
 River, I suppose that they would be able to advise you more definitely as to 
 just what date the rates were withdrawn. At the present time all through 
 rates* from the territory in question are made on the lowest combination of locals. 
 The same condition applies from all points west of Detroit on the line of the 
 Michigan Central, and in no case do we charge a higher rate from any of these 
 points to the Missouri River than we do from Detroit. I regret that I am un¬ 
 able to give you the exact date of the withdrawal of the through rates, but I 
 believe that the above contains the information which you desire. 
 
 The conditions as outlined in section 5 do not exist to-day. Our rates from 
 Detroit, Toledo, Chicago, etc., to Mackinaw City and Cheboygan differ in no 
 respect from the rates applied to Mullet Lake, and in fact there are no rates in 
 effect on our Mackinaw division that are higher than the rates to Mackinaw 
 City proper. 
 
 I give you below a few instances where the long and short haul clause of 
 the interstate-commerce act is not observed: 
 
 First. The most direct line from Buffalo, N. Y., to Goshen, Ind., is the Lake 
 Shore and Michigan Southern Railway. Their rates are 43, 36-2, 274, 19, 163, 
 133- The Michigan Central, in connection with the Big Four, names and pub^ 
 lishes the same rates to Goshen as the Lake Shore, while the rates to Niles, the 
 point at which delivery is made to the Big Four, are 44, 373, 283, 193, 17, 14. 
 
 Second. The direct line from Buffalo, N. Y., to Fort Wayne, Ind., is the 
 Wabash Railroad, whose rates are 41, 35, 26, 18, 15, 12. The Michigan Central, 
 in conjunction with the Grand Rapids and Indiana Railway, operating via 
 Kalamazoo, Mich., carries these same rates, while the rates from Buffalo to 
 Kalamazoo, over the rails of the Michigan Central, are 44, 373, 283* 193, 17, 14. 
 
 Third. The direct route from Buffalo to Wabash, Ind., is also the Wabash, 
 whose rates are 43, 363, 273, 19, 163, 133* The Michigan Central and the Big 
 Four name the same rates as does the Wabash, while the rates to Niles, the 
 junction point with the Big Four, are 44, 373, 283, 193, 17, 14. 
 
 Fourth. From Chicago to Grand Rapids probably the most direct route is the 
 Pere Marquette. Very nearly as direct a line is the Michigan Central and 
 the Grand Rapids and Indiana via Kalamazoo. The rates via both of these 
 routes are 33, 283, 22, 15, 12, 93. The Michigan Central carries these rates to 
 Grand Rapids direct over its own rails via Jackson and Hastings, and while the 
 rates carried by us to Jackson are no higher than to Grand Rapids, yet the 
 rates to Hastings are 36, 31, 23, 16, 13, 10. 
 
 Fifth. The rates from Detroit to Laotto via the direct lines are 273, 24, 20, 13, 
 10, 8'3. The Michigan Central, in connection with the Yandalia Railroad via 
 South Bend, carries these same rates, whereas the rates to South Bend are 30, 
 26,20,133,11,9. 
 
 Sixth. The most direct line from Detroit to East St. Louis is the Wabash Rail¬ 
 road, whose rates are 45, 39, 30, 21,18,14. There are other lines almost as direct, 
 but the Michigan Central, in connection with the Chicago, Burlington and 
 Quincy, via Chicago, forms a route that is by no means as direct, and yet via 
 which the same rates are carried, while to Quincy, Ill., a point through which 
 the Chicago, Burlington and Quincy work in reaching East St. Louis, the rates 
 are 50, 45, 35, 25, 21, 173* 
 
 Seventh. The rates established by the direct line from Detroit to Indianap¬ 
 olis are 37, 32, 233, 16, 13, 10. The Michigan Central, in connection with the 
 
382 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Cincinnati, Hamilton and Dayton, makes these same rates through Hamilton, 
 Ohio, a point to which the rates are 38*, 33, 24*. 16*. 14, 11. 
 
 Eighth. The rates made via the short line, Detroit to Peoria, are 43, 36i, 
 27£, 19, 16, 13. The Michigan Central, in conjunction with the Chicago and 
 Northwestern, while carrying these same rates to Peoria, make te Nelson, a 
 point through which the Chicago and Northwestern passes in reaching Peoria, 
 the following rates, 50, 45, 35, 21, 17£. 
 
 Ninth. The rates by the short line, Detroit to Sandusky, are 24, 22, 19, 12*, 
 9, 7, while the rates via the Michigan Central, Fostoria, Ohio, and Chicago 
 Junction, and the Baltimore and Ohio Railroad are the same. To Chicago 
 Junction and intermediate points the rates are 28*, 25, 20, 13*, 10£, 8£. 
 
 Tenth. The short route, Detroit to Cincinnati, is the Michigan Central and 
 the Cincinnati, Hamilton and Dayton. The rates are 40, 35, 25, 17, 14£, 11^. 
 We also carry these same rates in connection with the Hocking Valley via 
 Columbus, Norfolk and Western, and Portsmouth, the rates to Portsmouth 
 being 43, 36£, 271, 19, 161, 131. 
 
 Eleventh. On traffic handled from Milwaukee, Wis., handled via the Good¬ 
 rich Line, delivered to the Ann Arbor Railroad at Frankfort and by them 
 delivered to the Michigan Central, the through rate is on basis of 100 per 
 cent, but it would pass through territory on the Ann Arbor road taking 112 
 per cent. The Michigan Central is only interested by being a connecting 
 carrier. 
 
 Taking into consideration the many points reached by water and the neces¬ 
 sity of the long routes meeting the short-line rates and the principle of non- 
 observance of the long and short haul clause of the interstate commerce act 
 under such conditions as are brought about through the necessity of meeting 
 the water-route and short-line rates, a portion of which are explained in the 
 above illustrations, is recognized to such an extent as to need no further 
 presentation of arguments in its defense, as conditions which make the meet¬ 
 ing of such rates necessary are fully understood and have been given to the 
 Commission a number of times. 
 
 I trust that the above information will answer your needs, and, regretting 
 very much that absence from the city and the checking up and preparing this 
 information delayed an earlier reply, 
 
 I am, yours, respectfully, G. J. Grammes, 
 
 Vice-President. 
 
 NEW YORK, PHILADELPHIA AND NORFOLK RAILROAD COMPANY. 
 
 Dear Sir : Your circular of the 20th received and contents carefully noted. In reply 
 thereto I would state that the rates to and from all points on our rail line, i. e., from 
 Delmar to Cape Charles and the Crisfield branch, inclusive, are the same, but owing to 
 water competition the rates to and from points reached by our ferry service (Old Point 
 Comfort, Norfolk, and Portsmouth) are in ipany instances less than the rates to and from 
 the rail points. ✓ 
 
 As the rates to and from points touched by our ferry are the only ones which are less 
 for the long than for the short haul, and such rates having been sent you, I thought it 
 would not be necessary for me to make any comparison. 
 
 I trust this will be a satisfactory answer to your circular. 
 
 Yours, truly, * R. B. Cooke, 
 
 General Passenger and Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission. Washington, D. C. 
 
 NEW YORK, PHILADELPHIA AND NORFOLK RAILROAD COMPANY. 
 
 Norfolk, Va., November 8, 1905. 
 
 Dear Sir : Answering your favor of November 2: 
 
 Present conditions on our road are substantially as set forth in our letter to 
 Mr. C. C. McCain auditor Interstate Commerce Commission, referred to in 
 your letter, conforming to the long and short haul clause except where direct 
 water competition exists and where the rates are made by the water carriers. 
 The rates from New York, Philadelphia and Norfolk local stations, notwith¬ 
 standing absence of competition, have been materially reduced, specially in the 
 largest product marketed by our people, potatoes; the reduction having been, 
 from time to time, from 60 cents to 30 cents per barrel to New York, and like 
 reductions to other points. 
 
 Yours, truly, R. B. Cooke, 
 
 Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 United States Senate, Washington , D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 / 
 
 383 
 
 WESTERN AND ATLANTIC RAILROAD COMPANY." 
 
 Dear Sir : Your circular letter of October 20, which was addressed to the president 
 of this company, has been referred by him to me for reply. 
 
 I will state to you that there are no points upon this road to and from which inter¬ 
 state rates for passengers or freight are made by our road which are greater than the 
 rates to and from a more distant point in the same direction over the same line. 
 
 ♦ Some months ago we issued a circular to all our connections notifying them that we 
 would not participate in the protection of contract rates which they made to our local 
 points. 
 
 The company operating this road does not control any other road by lease, purchase, 
 or otherwise. 
 
 Concerning rates which are made by other railroad companies, I will state that we 
 have only consented to be parties to through rates on south-bound business which is 
 destined to Dalton and Atlanta upon this line, and that the rates thus made by combi¬ 
 nation to Dalton are no higher than they are to Atlanta, and that north bound we have 
 only authorized the issuing of joint rates to Dalton and Chattanooga, and that the 
 through rates from southern and eastern points to Chattanooga are no less than they are 
 to Dalton. 
 
 We only consented to continue to participate in joint rates to Dalton and Atlanta, 
 south bound, and to Dalton and Chattanooga, north bound, which points are, respectively, 
 on our line, because they are also points reached by other lines, which, had we refused 
 to work joint rates, would have received the business and we would have been forced 
 out of the market; and as we did not and do not now consider that the Interstate Com¬ 
 mission was established for the purpose of preventing competition, but, on the contrary,, 
 of fostering it, we have agreed to work rates to the points I have named in combination 
 with other lines. 
 
 Yours, very truly, Jos. W. Brown, 
 
 General Freight and Passenger Agent. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 NASHVILLE, CHATTANOOGA AND ST. LOUIS RAILWAY. 
 
 Nashville, Tenn., September 30, 1905. 
 
 Dear Sir : With further reference to mine of September 15, acknowledging 
 receipt of yours September 12 : 
 
 I am pleased to advise you that the Western and Atlantic Railroad was 
 leased to the Nashville, Chattanooga and St. Louis Railway for a term of years, 
 beginning on December 27, 1890, since which time there has been no material 
 change with respect to the principle upon which rates are adjusted between 
 points located upon the rails of the Western and Atlantic Railroad, the present 
 ndjustment closely according with the advice given Auditor McCain by former 
 General Freight and Passenger Agent Brown, in reply to Mr. McCain’s letter 
 of October 20, 1887. 
 
 Respecting the adjustment of rates upon freight traffic from local stations on 
 the Western and Atlantic Railroad to points of destination located beyond its 
 rails, it is the present practice to apply lowest combination, using rates from 
 said local stations to the junction or common points in connection with the rates 
 of other lines from the junction points to destination, except that with regard 
 to rates on articles such as leather, lumber, marble, cotton-seed products, etc., 
 produced at local points on the Western and Atlantic Railroad and marketed at 
 points beyond its rails in competition with the same commodities produced else¬ 
 where, a fair relative adjustment prevails (less than combination of rates to 
 and from junctions), which has been found necessary to enable such commodi¬ 
 ties to successfully meet competition of like articles produced at other points. 
 
 The rates from points beyond the rails of the Western and Atlantic Railroad 
 on freight traffic destined to local points on that line have been made since Decem¬ 
 ber 27,1890, on basis of lowest combination, i. e., the rates from point of origin to 
 such junction points as Chattanooga, Tenn., and Rome, Dalton, Cartersville, Mari¬ 
 etta, and Atlanta, Ga., adding thereto the rates from said junctions to the given 
 local station, the lowest combination establishing the through rate. 
 
 Perhaps I should mention here that on December 31, 1896, the Nashville, 
 Chattanooga and St. Louis Railway acquired by purchase the property of the 
 Rome Railroad of Georgia, and since that date the local scale of the Western 
 and Atlantic Railroad has applied between all stations on the Rome Railroad of 
 Georgia and stations on the Western and Atlantic Railroad. This, however, is 
 not material to the general basis, and I merely mention it as one of the changes 
 in conditions since 1887. 
 
 The freight rates between points beyond the rails of the Western and Atlantic 
 
 “This property is now controlled by the Nashville, Chattanooga and St. 
 Louis. See response of that company to the present inquiry. 
 
384 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Railroad and local points on that line, with the exception which I have men¬ 
 tioned regarding outbound traffic subject to competition between market and 
 market, are higher than the rates governing to and from the common or junction 
 point beyond, it will be observed. The system of combination rates governing 
 to and from our local stations, accords the local point the advantage of the com¬ 
 petitive commodity rate to and from the common or junction point to which 
 the local rate of the Western and Atlantic Railroad is added to form the 
 through rate to or from the local station on that line. 
 
 The through rates between competitive points beyond the rails of the Western 
 and Atlantic Railroad and common or junction points upon that line, viz, 
 Chattanooga, Tenn., and Dalton, Rome, Cartersville, Marietta, and Atlanta, Ga., 
 are such as are required by competitive conditions. They are not absolutely 
 controlled by the Western and Atlantic Railroad, which line must, under the cir¬ 
 cumstances, cooperate with its connections in meeting rates established by com¬ 
 peting lines, or stand deprived of the privilege of participating in the move¬ 
 ment of the traffic. The rates to Dalton, Rome, Cartersville, and Atlanta from 
 competitive points west of Chattanooga are not lower than to Chattanooga nor 
 higher than to Atlanta. It is also true that the rates from Atlanta, Cartersville, 
 Rome, and Dalton to western competitive points reached through Chattanooga 
 are not lower than from Chattanooga nor higher than from Atlanta. The same 
 statement is generally true with regard to rates between Dalton, Rome, and 
 Cartersville on the one hand and competitive or junction points reached through 
 Atlanta. These are not lower than the rates to and from Atlanta nor higher 
 than the rates to and from Chattanooga as a general rule, the exception being that 
 rates between the east and Dalfon, Rome, and Cartersville, Ga., via the eastern 
 gateways and all rail (being certain fixed differentials higher than the rates via 
 rail and water) result in correspondingly higher figures between the east and 
 points just named than apply between the east and Chattanooga Tenn., to which 
 latter point the all-rail rates are not higher than the rates in effect via rail and 
 water, the condition which existed at the date of Mr. Brown’s letter to Mr. 
 McCain in 1887. 
 
 Respecting your request for typical instances in which greater charge is 
 made for transportation to intermediate points than to the more distant point 
 over the same line and in the same direction, I will state that to meet competitive 
 conditions existing at point of destination the rates from Chattanooga, Tenn., 
 to Savannah, Ga., Charleston, S. C., and Jacksonville, Fla., on some classes of 
 traffic, such as furniture, stoves, and bar, band, toiler, plate, and hoop iron, etc., 
 are lower than the rates from Chattanooga to Macon or Augusta, Ga., or to inter¬ 
 mediate stations between Savannah, Charleston, or Jacksonville, and Macon or 
 Augusta. This modification of what would otherwise be the adjustment to 
 Savannah, Charleston, and Jacksonville is recognized as a necessity, in order 
 to permit commodities moving from Chattanooga to successfully meet com¬ 
 petition of like articles produced at other points. 
 
 The Western and Atlantic Railroad participates in through rates from 
 Ohio and Mississippi river crossings, St. Louis, etc., to the South Atlantic 
 ports, viz, Charleston, S. C., Port Royal, S. C., Beaufort, S. C., Savannah, Ga., 
 Brunswick, Ga., and Jacksonville, Fla., which are lower than the rates from 
 the same points to intermediate common points, such as Macon or Augusta, 
 for the reasons stated in the previous paragraph. We have found various lines 
 of traffic affected by this condition, some of which I will mention, viz, agri¬ 
 cultural implements, ale and beer, fruit jars and jelly - glasses, sheet lead, 
 pickles, starch, stoves, farm wagons, etc. 
 
 I am, as you will suppose, most familiar with the adjustment governing 
 rates between the West and the Southeast. I believe I can best conclude my 
 observations upon the last inquiry contained in your letter by stating that the 
 rates from Ohio and Mississippi river crossings and other points bearing 
 necessary competitive relation thereto, to local southeastern points and destina¬ 
 tion are generally constructed upon the basis of combination, taking the rates 
 from points of origin to the large southeastern cities such as Chattanooga, 
 Dalton, Rome, Atlanta, Macon, Augusta, Columbus, Savannah, Jacksonville, 
 Charleston, etc., adding to these the rates of the delivering carrier or carriers 
 from said large cities or competitive points to final destination, the lowest total 
 so arrived at being the correct through rate. The result of this method is 
 to fix lower rates to the more distant competitive point than to the intermediate 
 local station, the difference varying with the force of the competition at the 
 more distant competitive point. Therefore, the rates from St. Louis, Ohio 
 River crossings, Memphis, etc., to stations on the Central of Georgia Railway 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 385 
 
 between Savannah and Macon are higher than the rates to Savannah; the 
 rates from the same points to stations on the Southern Railway between 
 Macon and Atlanta are higher than to Macon. For convenience and in order 
 to enable you to pursue investigation with respect to this feature of the subject, 
 I beg to say that our Rate Issues 21850 and 22641 (I. C. C., Nos. 1120-A and 
 amendment 12 to same), our company’s publication of rates to the important 
 southeast points, and also to numerous intermediate points, which will afford 
 abundant illustrations of the method I have outlined. Our company’s Arbi¬ 
 trary Issues 422 and 439 (I. C. C., I099-A and supplement 3 to same) contain 
 the rates from the principal southeastern points to destinations in Georgia, 
 Florida, and other States, which are to be added to the rates published in 
 Rate Issues 21850 and 22641, thus forming the through rates from the West 
 to additional southeastern points which are not published in Rate Issues 21850 
 and 22641. These are quite voluminous tariffs and I will not transmit you 
 them herewith, assuming that they are available through records at Washington. 
 
 I trust this communication will fully reply to the inquiries contained in 
 your letter of the 12th instant. If not, I shall be pleased to make any additional 
 statements that you may desire. 
 
 Yours, truly, H. F. Smith, Traffic Manager. 
 
 Hon. S. B.. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
 NEVADA AND CALIFORNIA RAILROAD." 
 
 In reply to the three first paragraphs (queries) in your circular letter of October 20. 
 
 (1) Since interstate law took effect we have not made, nor are we now making, rates 
 in connection with other roads. 
 
 (2) Nor have we charged in any instance a greater rate per ton for a less distance than 
 for over the whole length of road ; ergo , “ the fourth section of the act to regulate com¬ 
 merce is practically applied to the stations on ” this line. 
 
 This road lies in two States, Nevada and California; it is connecting link between 
 Central Pacific Railroad and team transportation distributing lines. The Central Pacific 
 tariff is overweighted with classification, like so many other common carriers. The teams 
 have no classification. Our experience as intermediate has proved a valuable lesson and 
 induced the doing away almost entirely classifications. (See attached tariff.) 
 
 The fourth section is the true principle. It is unfortunate that it w r as suspended for a 
 period, and also equally to be regretted that so many still suppose it abrogated. We under¬ 
 stand it to be in full force and lav/. The great mistake made by many railway managers 
 was in making the law pretext for raising local rates, instead of entering heart and spirit 
 into cooperating with and working to sustain it, leaving experience to discover its defects 
 and intelligent legislation to remove the impracticable features and add essential clauses. 
 
 Many, and I fear most, railroad managers seem to be utterly oblivious to the suicidal 
 policy being pursued by continuous increase of rolling stock and track facilities, thus 
 piling up capital account to do business somebody else can, by reason of superior loca¬ 
 tion and other advantages, do better than they. It is not gross earnings that one should 
 play his cards to secure, but net gain. It is only matter of time, a few years, before 
 the transcontinental and affiliated trunk lines will be hopelessly bankrupt. 
 
 Our opinions are not based upon the lesson offered by this “ one-horse ” railroad, but 
 date back to practical experience commencing with initial building railways in America, 
 and we declare out of fourth section will grow palatable, beneficial, and saving results. 
 
 Very respectfully, 
 
 E. Gest, Manager. 
 
 Interstate Commerce Commission, 
 
 Washington, D. C. 
 
 NEVADA-CALIFORNIA-OREGON RAILWAY—SIERRA VALLEYS RAILWAY 
 
 COMPANY. 
 
 Reno, Nev., September 23. 1005. 
 
 Dear Sir : I beg to acknowledge receipt of your communication of the Otli 
 instant. 
 
 The copy of Mr. Gest’s letter inclosed with yours, which I return herewith, 
 impression copy being on file in this office, was written at a time (November 11, 
 1887) when the Nevada-California-Oregon Railway was operated to Chat, a 
 point only 38 miles north of Reno, 29 miles being within the State of Nevada 
 
 a See response of Nevada-California-Oregon Railway. 
 
886 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 and 9 miles in California. Since that date this company has extended the road 
 to Madeline, a point 144 miles north of Reno. The extensions were made as 
 follows: 
 
 Miles north 
 
 June 4, 1SS8, to Doyle_ 57 
 
 September 10, 1888, to Leigan_ 06 
 
 November 17, 1890, to Amedee_ 80 
 
 July 1, 1900, to Termo__130 
 
 April 1, 1901, to Madeline_144 
 
 According to data procurable now I find that the rates in force November 11, 
 1887 (date of Mr. Gest’s letter) between Reno and Chat were as follows: Rates 
 in cents per 100 pounds: Maximum, 40; first class, 25; second class, 12. 
 
 Prior to the date of the extension to Termo, Mr. Gest, who, I understand, was 
 strongly opposed to voluminous freight classifications, made such as fitted his 
 ideas of traffic requirements, and they were mere circulars descriptive of a few 
 articles only. When the road was extended to Termo, July 1, 1900, it* was 
 deemed advisable for this company to work in unison with other roads, and we 
 adopted the “ western ” classification, and the rates between Reno and Chat were 
 made as follows: 
 
 Classes. 
 
 First. 
 
 Sec¬ 
 
 ond. 
 
 Third. 
 
 Fourth. 
 
 Fifth. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 f - 
 
 E. 
 
 37 
 
 33 
 
 30 
 
 26 
 
 22 
 
 22 
 
 13 
 
 11 
 
 9 
 
 9 
 
 November 1, 1902, the rates between Reno and Chat were reduced to the fol¬ 
 lowing figures, and these rates are in force now: 
 
 Classes. 
 
 First. 
 
 Sec¬ 
 
 ond. 
 
 Third. 
 
 Fourth. 
 
 Fifth. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 25 
 
 25 
 
 25 
 
 25 
 
 20 
 
 20 
 
 13 
 
 12 
 
 10 
 
 10 
 
 Having carefully noted the remarks of Mr. Gest, I am led to the opinion that 
 the term applied by him to his charge at the date of his letter would hardly fit 
 now, and it would be difficult to find a reason at that date why he should be dis¬ 
 turbed by either the enforcement or suspension of the long and short haul pro¬ 
 vision of the interstate commerce law, nor can I account for Mr. Gest’s ex¬ 
 pressions of regret at the suspension of that provision, unless, knowing that the 
 38 miles of road under his management then was not likely to be affected by the 
 long and short haul clause he was insensible or indifferent as to the great losses 
 other roads would have sustained and the commercial confusion which would 
 have resulted if the Interstate Commerce Commissioners had not taken a fair 
 and justifiable view of the situation in connection with the application of the 
 long and short haul clause. Since 1887 we have penetrated the northern 
 country and reached points where we have to meet the work of our competitors, 
 namely, steamers operating on the Sacramento River from San Francisco and 
 Sacramento to Chico Landing and other landings as far north as Red Bluff, 
 where freight is turned over to teamsters and thence taken to Susanville and 
 Alturas districts and points north thereof. In this competition, the Southern 
 Pacific Company has an interest in proportion to its mileage from San Francisco 
 and Sacramento to Reno, as we have from Reno north. Hence we have a joint 
 tariff with the Southern Pacific Company, No. 25 N. C., I.C.C. No. 2066, carrying 
 through rates which are less in most cases than the combination of the Southern 
 Pacific Company’s local rates from San Francisco and Sacramento to Reno and 
 our locals from Reno north. Without such joint rates, the business referred to 
 would seek its destination by steamer up the river to Chico, Red Bluff, etc., and 
 thence by teams, and the all rail route via Reno would not get any portion 
 thereof; even as it is our competitors get a share. The map accompanying this 
 letter will show that the Sacramento River runs north and south, and at a 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 387 
 
 distance the Nevada-California-Oregon Railway parallels it and becomes its 
 competitor. I have made an effort to show on the map the points of competition 
 and the districts penetrated by that competition. While the joint rates shown 
 on Tariff 25 N. C., referred to, are less in many cases than the combination of 
 locals, yet they are intermediate rates and apply on freight moved from any 
 shorter haul within the longer haul in the same direction, unless the combined 
 locals between the short-haul points made it less. 
 
 Illustration: The Southern Pacific Company’s rates from Colfax, Cal., to 
 Reno, Nev., are as follows: 
 
 Classes. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 95 
 
 85 
 
 70 
 
 60 
 
 56 
 
 56 
 
 24 
 
 23* 
 
 17* 
 
 17* 
 
 ¥ 
 
 Nevada-California-Oregon Railway’s rates, Reno to Termo, are as follows: 
 
 Classes. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 130 
 
 117 
 
 104 
 
 91 
 
 78 
 
 78 
 
 45 
 
 39 
 
 33 
 
 33 
 
 Total, 225 
 
 202 
 
 174 
 
 » 
 
 151 
 
 134 
 
 134 
 
 69 
 
 62* 
 
 50* 
 
 50* 
 
 Now, if any freight, rated as per western classification, at first, second,, or 
 third class, was tendered the Southern Pacific Company at Colfax, to be shipped 
 to Termo, it would be charged at the rate of $1.60 per 100 pounds, as the rate, 
 Sacramento to Termo, on Tariff 25 N. C., is but $1.60; but, if any fourth-class 
 freight was shipped from Colfax, the combination of locals, 56 plus 78 equals 
 $134, would be charged. In other words, the lowest rate found would be the 
 maximum rate. 
 
 So far as our local traffic is concerned, that picked up and laid down at 
 points on the line of the Nevada-California-Oregon Railway, we have always 
 applied the rate which we found necessary to make to a distant point, the 
 maximum rate for the short haul in the same direction on the same commodity. 
 If, however, we were compelled to make an unreasonably low rate to an extreme 
 point in order to secure business, competitive only at that point, or the secur¬ 
 ing of which might divert to our line other freight which we might secure 
 at reasonable rates, or for other good and defendable reasons, we would not 
 apply the unreasonably low rate to intermediate points where conditions and 
 circumstances were dissimilar. I volunteer these views as it might be taken for 
 granted that as all rates made by us up to the present time, being such as we 
 can afford to make them intermediate, that we are in accord with the inconse¬ 
 quent views expressed by Mr. Gest in regard to the long and short haul pro¬ 
 vision. We are not. 
 
 At the risk of its being considered irrelevant, I respectfully make this state¬ 
 ment : That but for the hope of securing a portion of the competitive business 
 referred to, the Nevada-California-Oregon Railway would not have been 
 extended beyond Chat, for outside of the traffic originating at or destined to 
 the districts described above, which the low joint* rates secure to us, there would 
 have been no inducement to have extended the road one mile beyond that point; 
 for it penetrates an uninviting and, until some Government system of irriga¬ 
 tion is accomplished, an unproductive country, through which the road was 
 built without any assistance from State or county, either in the shape of sub¬ 
 sidy or donation of land. This company has paid full value, and too often, 
 much more than full value, for every foot of private land through which the 
 road penetrates. By the extension of the road beyond Chat, those who were 
 located in the sparsely settled districts, close to the line of the railroad, now 
 enjoy the advantages of a daily mail and train service, a market .for their 
 limited products, and quick connection with the outside world, instead of 
 being isolated as they were, and would be now, if the road had not been 
 extended. 
 
388 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 I trust this communication covers the information sought and regret that 
 my absence from Reno necessitated a delay in answering yours. 
 
 Respectfully, yours, 
 
 John M. Crawley, Traffic Manaycr. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
 NEW YORK CENTRAL AND HUDSON RIVER RAILROAD COMPANY. 
 
 Dear Sir : Your favor of the 20th instant, asking if there are any points upon the 
 railroads of this company to or from which interstate rates for passengers or freight are 
 made which are greater than the rates to or from more distant points in the same direc¬ 
 tion over the same line, is received. 
 
 There are no such points, and the fourth section of the interstate commerce act. to 
 the best of my knowledge and belief, is strictly applied at the stations on our line. 
 
 Yours, truly, 
 
 II. .T. Hayden, 
 
 Second Vice-President. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission. 
 
 BOSTON AND ALBANY RAILROAD COMPANY. 0 
 
 Dear Sir : Y'our circular of the 20th instant, addressed to Mr. Barnes, is received. 
 
 There are no points on the railroad of this company or upon any railroad operated by 
 this company, under lease or otherwise, to or from which interstate rates for passengers 
 or freight made by this company alone are greater than the rates to or from more distant 
 points in the same direction over the same line. 
 
 This is also the case with such tariffs as we have issued in combination with other 
 roads, and, to the best of my information, with such tariffs as other roads have issued in 
 combination with us, except that in the case of freight rates in either direction between 
 Boston (and points taking the Boston rates) and Pittsburgh, Pa., via Pittsburgh and 
 Lake Erie, Lake Shore and Michigan Southern, and New York Central and Hudson River 
 railroads, a less charge is made than between the same stations and Youngstown, Pa. 
 
 We make the following rates from Boston (and points taking the Boston rates) : To 
 Pittsburgh, 51, 45, 33, 24, 21, 18; Youngstown and stations between Youngstown and 
 Pittsburgh, 53, 46, 36, 25, 21, 18. 
 
 The Pittsburgh and Lake Erie Railroad has issued a tariff making the following rates 
 to Boston (and points taking Boston rates) : From Pittsburgh, 51, 45, 33, 24, 21. 18; 
 while the Lake Shore and Michigan Southern Railway makes from Youngstown, 60, 53, 
 38, 28, 25, 21J. 
 
 We conceive that the traffic to and from Pittsburgh via Pittsburgh and Lake Erie Rail¬ 
 road, in competition with Pennsylvania Railroad, is done under different circumstances 
 and conditions from those applicable to the Youngstown traffic, a belief which the deci¬ 
 sion of your honorable Commission in the case of the Southern Railway and Steamship 
 Association seems to warrant. 
 
 Yours, truly, 
 
 Arthur Mills, 
 General Traffic Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 ROME, WATERTOWN AND OGDENSBURGH RAILROAD. 0 
 
 Gentlemen : Your circular inquiry of October 20 is received. In reply I have to say 
 that there are points on the railroad of this company from which interstate rates are 
 made such as are designated by the first paragraph of your circular above referred to. 
 
 The points so treated and the rates made are disclosed in our letter to the Commission 
 dated April 18, 1887. The circumstances and conditions of the traffic are therein fully 
 shown. 
 
 The same circumstances and conditions still exist. Your letter dated April 27 gave 
 permission to this company to continue for a time to afford to the places named that 
 enlargement of facilities by a reduction of rates which this company must otherwise, a* 
 explained in its letter of April 18, have immediately withdrawn. The limit of time set 
 by your letter of April 27 has been construed by this company as a limit fixed with a 
 view to the possible discontinuance of that competition which its rates were especially to 
 meet, and also with regard to probable convenience of the Commission in passing finally 
 upon the question as to which the position of this company was regarded as prirna facie 
 correct. The published statement that upon the expiration of such orders of temporary 
 
 a This property is now controlled by the New York Central and Hudson River. 
 See response of that company to the present inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 389 
 
 permission the companies must exercise their own judgment, instead of applying for 
 renewals, will account for this company's having followed the indication above mentioned. 
 Yours, truly, 
 
 L. A. Emerson, 
 General Traffic Manager. 
 
 The Interstate Commerce Commission, 
 
 Washington , D. C. 
 
 (Letter of April 18, above referred to, next attached.) 
 
 (The petition referred to in the foregoing is as follows:) 
 
 Oswego, N. Y., April 18, 1887. 
 
 Gentlemen : We respectfully beg to be relieved from the operation of section 4 of the 
 interstate-commerce bill in the following cases : 
 
 The Grand Trunk Railway Company of Canada makes passenger rates from the under¬ 
 mentioned points, all of which are junction or terminal points on the line of the Rome, 
 Watertown a>nd Ogdensburgh Railroad, as follows : From Norwood, Ogdensburgh, Morris¬ 
 town, and Clayton to Chicago, 111., first class, limited, $16 ; second class, $15 ; and to 
 Detroit, first class, $12 ; second class, $9.50. 
 
 In the past it has been customary for this company to sell tickets for the same rates 
 quoted by the Grand Trunk Railway from the above-named points. 
 
 The through lines to Detroit and Chicago over which our passenger business is for¬ 
 warded are as follows : 
 
 (1) Rome, Watertown, and Ogdensburgh to Syracuse, New York Central and Hudson 
 River Railroad or West Shore Railroad to Buffalo or Suspension Bridge, and by connect¬ 
 ing lines to Detroit or Chicago. 
 
 (2) Also Rome, Watertown, and Ogdensburgh to Lewiston or Suspension Bridge, and 
 from Suspension Bridge by connecting lines to Detroit or Chicago. 
 
 (5) Also by the same line to Lewiston and Suspension Bridge, thence by the New 
 York Central to Buffalo, and from Buffalo by connecting lines to Detroit or Chicago. 
 
 (4) Also via Rome, Watertown and Ogdensburgh to Rochester, thence via New York 
 Central, via Buffalo or Suspension Bridge and connecting lines, to Detroit or Chicago. 
 
 In the case of the first of the above-named through routes the first-class fare from 
 Syracuse to Chicago is $17, while the rate quoted by the Grand Trunk road from 
 Ogdensburgh, for example, is $16. The distance from Ogdensburgh to Syracuse is 142 
 miies. The first-class fare from Watertown to Chicago is $18.18, and will soon be 
 increased to $19.18, on account of the difference in rates from Buffalo to Chicago, the 
 Watertown rates being based on Buffalo. The aggregate of the business from intermedi¬ 
 ate stations is deemed by us to be of more value than the business at the above-named 
 points directly in competition with the Grand Trunk road and, therefore, under the long- 
 and-short-haul clause, we* are compelled either to relinquish the business at the points 
 named in competition with the Grand Trunk Railway or else reduce our fare from points 
 south and west thereof to the same rate as is made by the Grand Trunk Railway at the 
 first-named places, and even at that we would not have the right, under the provisions of 
 the bill, to reduce the fare at intermediate local stations on our line, because the fare 
 from Syracuse, the principal junction point, to Chicago, over which we have no control, is 
 $17, and we could not name any lower rate from points on our line for business going 
 that way. At present our first-class limited rates from all the points named are the 
 same, $18.18, and will soon be $19.18, as against $16, quoted by the Grand Trunk 
 Railway. 
 
 It seems as if the traveling public of northern New York should be able to travel to 
 Chicago via American lines for the same rate as via Canadian lines, and it does not seem 
 to be a discrimination against the intermediate stations that we are compelled to make a 
 lower rate from points on our line in competition with the Grand Trunk Railway of Can¬ 
 ada, although the distance from such competitive points is greater than it is from inter¬ 
 mediate stations, Syracuse and other places. 
 
 Furthermore, the rate via the Grand Trunk Railway from Brockville, Ontario, a sta¬ 
 tion on their line opposite Morristown, N. Y., is $14.50, second class to Chicago, and the 
 same from Gananoque, a station on their line opposite Clayton, N. Y., and from Alexan¬ 
 dria Bay, a summer resort on the St. Lawrence River, the rates quoted via the Grand 
 Trunk Railway are $16, first class, limited, and $15, second class, to Chicago, and from 
 Kingston, Ontario, opposite Cape Vincent, N. Y., the first-class limited rate is $16 via 
 the Grand Trunk Railway, and second class $14.20, to Chicago. 
 
 Unless we meet these rates made by the Grand Trunk Railway the business will 
 necessarily all go via that line. We therefore respectfully beg to be specially exempted 
 from the operation of the long-and-short-haul clause of the act so far as our business in 
 competition with the Grand Trunk Railway of Canada is concerned, which may be 
 briefly stated as follows : 
 
 We desire to charge from Norwood, N. Y., Ogdensburgh, N. Y.. Morristown, N. Y., 
 Clayton, N. Y., Alexandria Bay, N. Y., and Cape Vincent, N. Y., to Detroit, Port 
 Huron, and Chicago the same rates which are made by the Grand Trunk Railway and 
 are used as basing rates for making up through rates to the West; and also, in case the 
 rate from Prescott, opposite Ogdensburgh ; from Brockville, Ontario, opposite Morristown ; 
 from Gananoque, opposite Clayton ; and from Kingston, opposite Cape Vincent, all of 
 which are stations on the Grand Trunk Railway is at any time made less than the rates 
 in effect from stations in New York State opposite the Canadian points herein named, 
 we desire authority to meet the rates from said Canadian points. 
 
 Furthermore, we desire authority for charging less for a longer than for a shorter dis¬ 
 tance from stations intermediate between those herein named as competitive with the 
 Grand Trunk Railway and our several junction points at which we hand the business to 
 our connecting lines, such rates in no case to be greater than would accrue from adding 
 local rates from the intermediate stations on our line to the rates charged by the Grand 
 Trunk Railway of Canada from points hereinbefore named. 
 
 Your early consideration of our petition is respectfully requested. 
 
390 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 For reference as to the location of this line of railway and its several connections I 
 inclose you herewith a map of the same. 
 
 Very respectfully, yours, Theo. Butterfield, 
 
 General Passenger Agent. 
 
 State of New York, 
 
 County of Oswego, ss: 
 
 I, Theo. Butterfield, being duly sworn, depose and say that the annexed petition is 
 true to the best of my knowledge and belief. 
 
 Theo. Butterfield. 
 
 Subscribed and sworn to before me this 18th day of April, 1887. 
 
 F. H. Moore, 
 
 Notary Public, Osivego County, A. 
 
 The Interstate Commerce Commission, Washington, D. C. 
 
 Y. 
 
 NEW YORK CENTRAL AND HUDSON RIVER RAILROAD COMPANY. 
 
 New York, September 18, 1905. 
 
 Dear Sir : Referring to your letter without date, which was received 10th 
 instant, also your letter of September 9, relating to the Rome, Watertown and 
 Ogdensburg Railroad, and also to your communication addressed to Mr. Howard 
 M. Biscoe. general freight agent Boston and Albany Railroad, which has beee 
 referred to me: 
 
 As regards passenger business, no interstate fares for shorter distances ex¬ 
 ceed those for longer distances on the same line in the same direction on the 
 New York Central and its leased or operated lines, which include the Rome, 
 Watertown and Ogdensburg and Boston and Albany railroads. 
 
 As to interstate freight business. While in nearly all instances the rates for 
 intermediate hauls do not exceed those for longer hauls over the same line in 
 the same direction, and while in our regular tariffs the rates are graded accord¬ 
 ing to distance, a few exceptions have grown up owing to water or other com¬ 
 petition at the point of longer haul. For example, certain import and export 
 rates for long hauls are lower in some cases than rates on certain domestic 
 traffic for shorter hauls; transcontinental rates to and from the Pacific coast 
 are lower than those to and from certain intermediate points. It is our custom, 
 when we publish a tariff making a lower charge for the long than for the 
 shorter included haul, to call attention to the same by a note to the effect that 
 the long-haul rate is made on account of competitive conditions and is not 
 applicable to intermediate points. 
 
 Complying with your request that we cite typical instances, I would refer 
 to rates between New York and Boston. The New York, New Haven and 
 Hartford Railroad is the short rail line between these points, and the rates 
 which they can obtain are influenced and controlled by the rates in effect via 
 water lines. The route of this company between New York and Boston is 
 about 100 miles longer than that of the New Haven road, and passes through 
 a number of important stations. Our tariffs between these terminal points 
 are necessarily the same as those of the New Haven road, and are lower than 
 the rates to a number of stations on our Boston and Albany Division. The 
 aggregate volume of our traffic to and from these intermediate stations is very 
 much greater and of more importance to us than the New York-Boston traffic, 
 and it would be to our interest to withdraw from competition with the New 
 Haven road and the water lines on the last-named traffic rather than to reduce 
 the intermediate rates to the New York-Boston basis. We deem that the cir¬ 
 cumstances and conditions are so different as to justify the lower rates to and 
 from Boston. The intermediate points are not injured in any way by our par¬ 
 ticipation in that; traffic, and the public is afforded the benefit of our competi¬ 
 tion and of additional facilities. 
 
 Another typical case is the traffic between New York and Pittsburg. The 
 Pennsylvania Railroad being the short line (436 miles), while the distance via 
 the New York Central is 705 mile^ we make the same rates between these 
 points as those of the Pennsylvania Railroad, which are lower than the rates 
 from New York to points in Ohio, such as Youngstown. In this case the aggre¬ 
 gate traffic to such intermediate points is of much greater value to us than the 
 Pittsburg traffic which we are able to carry, and we would feel it necessary to 
 withdraw from the Pittsburg competition rather than reduce the rates to inter¬ 
 mediate points to the same basis, and such wihdrawal would not have the effect 
 of lowering the rates between New York and Pittsburg via the Pennsylvania 
 Railroad, while it would result in decreased facilities to the public. This case 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 391 
 
 was before the Interstate Commerce Commission shortly after the enactment of 
 the interstate-commerce law, and no exception was taken to the course adopted 
 by this company. 
 
 Regarding the specific inquiry which you make of Mr. Biscoe relative to rates 
 between Boston and Pittsburg and Youngstown, I respectfully submit the fol¬ 
 lowing statement: 
 
 The rates between Boston and Pittsburg, in both directions, named by Mr. 
 Mills as in effect in 1887 (viz, 51, 45, 33, 24, 21, 18, on the six classes) are now 
 50, 43, 33, 24, 20$, 17, the change having been in effect since March 15, 1897. I 
 am unable to explain the reasons which led to this slight reduction, but it was 
 presumably made in order to bring these rates more in line with those between 
 other points. The westbound rates from Boston to Youngstown, named by Mr. 
 Mills (viz, 53, 46, 36, 25, 21, 18), remain unchanged and are still in effect. The 
 rates quoted in Mr. Mills’s letter from the Youngstown district to Boston (viz, 
 60, 53, 38, 28, 25, 21$) were reduced on August 15, 1892, to 57, 49, 38, 27$, 23, 
 18$, which rates are still in effect. This reduction resulted from a decision of 
 the Interstate Commerce Commission in the complaint of Edward Kemble 
 against certain railroads, decided April 6, 1892. Previous to that time the 
 rates to Boston from points west of trunk line western termini were made by 
 adding 10, 10, 5, 5, 5, 5 to the rates to New York. The opinion of the Commission 
 being that these differentials were too high they were reduced to 7, 6, 5, 4, 3, 2 
 above New York. 
 
 Yours, respectfully, N. Guilfokd, Vice-President. 
 
 Hon. S. B. Elkins, 
 
 United States Senate , Washington, D. C. 
 
 . NEW YORK, CHICAGO AND ST. LOUIS RAILWAY. 
 
 Dear Sir : Referring to inclosed inquiry from Mr. C. C. McCain, auditor of the 
 Interstate Commerce Commission, under dale October 20, 1887, freight tariffs from all 
 points on this railroad to all points on this railroad are made to conform to the fourth 
 section of the act. The tariffs from points on this railroad to points on other railroads 
 and vice versa, so far as the latter have come under notice, also conform to the pro¬ 
 visions of the fourth section of the act with one exception—that of the Wheeling and 
 Lake Erie Railway, who issue a tariff from southeastern points on their railway, via 
 Bellevue, on this railroad, to eastern points which are lower than the rates to Bellevue, 
 thus : The rates from Bellevue to New York are based upon 78 per cent of the Chicago 
 rates. The rates from southeastern points on the Wheeling and Lake Erie Railway to 
 New York take the following percentage of the Chicago rates via the various more direct 
 routes indicated : 
 
 Per cent. 
 
 Wellington (Cleveland, Columbus, Cincinnati and Indianapolis Railroad)_ 76 
 
 Creston (New York, Pennsylvania and Ohio)_ 71 
 
 Orrville (Pennsylvania)_ 71 
 
 Massillon (Pennsylvania)_ 71 
 
 Navarre (Cleveland, Indianapolis and Western, and Cleveland, Columbus, Cincinnati 
 
 and Indianapolis)_ 71 
 
 Bowerston (Pennsylvania)_ 74 
 
 Consequently, to continue to get, as formerly, a share of the trade via Bellevue, the 
 Wheeling and Lake Erie Railway had to make their tariffs conform with those of the 
 more direct roads. Still, under the fourth section of the act we interrupted the business 
 we had been receiving from the southeastern section of the Wheeling and Lake Erie Rail¬ 
 way, because of the lower prevailing rates than those in force from Bellevue, and 
 although they issued a tariff by Erie Dispatch, Lackawanna Line, and Nickel Plate Line, 
 taking effect June 15, 1887, we gave no recognition to it and passed no business via 
 Bellevue at less than the Bellevue rates until the 4th of August, and then only on the 
 distinct understanding that the Wheeling and Lake Erie Railway assumed all the risks 
 which might attach to such proceeding. The argument of Mr. Blair, general freight 
 agent of the Wheeling and Lake Erie Railway, to Mr. Tappen, general manager of the 
 Nickel Plate Line is attached ; also copy of letter to Mr. Tappen of August 1, acknowl¬ 
 edging what I considered the reasonableness of the proposition. I can not see that any 
 parties at Bellevue are injured by our taking this business, while both the shippers at 
 the points named and the Wheeling and Lake Erie Railway would alike be injured by 
 these competitive facilities, formerly extended to shippers, being withdrawn. 
 
 We have another connecting road, similarly situated as regards east-bound business, 
 with the Wheeling and Lake Erie Railway, viz: The Pittsburg and Western, running 
 southeast from Painesville, a point on our road 29 miles east of Cleveland, to Allegheny, 
 136 miles southeast of Painesville. We have only had a connection with that road some 
 three or four months, and have not so far attempted to do any east-bound business be¬ 
 cause their important points, such as New Castle, Youngstown, Girard, Niles, etc., can 
 get to eastern cities via the Lake Shore and Michigan Southern, New York, Pennsylvania 
 and Ohio, and Pennsylvania interests on a basis of 66.50 per cent of the Chicago to New 
 York rates, -while Painesville takes 71 per cent, and the business of the Pittsburgh and 
 Western given to us would necessarily pass through Painesville on its way to the east; 
 but I think it must be plain to anyone that the interests of Painesville as a shipping 
 
^92 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 point could not be injured in the least by our taking this traffic, while the shippers along 
 the line of the Pittsburgh and Western who can now get their business out at rates lower 
 than the Painesville rates would enjoy greater facilities if the Pittsburgh and Western 
 •were in a position to take the business. 
 
 We are asked to make rates on staves from some of our western points to New Orleans 
 via Chicago and the Illinois'Central road in competition with the Cincinnati route. I 
 have had some correspondence with Mr. Tucker, general freight agent of the Illinois 
 Central touching on this question, but as he wants us to make through rates to New 
 Orleans which shall not apply on business to his intermediate points, should any arise, 
 I have so far declined to make the through rate, although from his assistant's letter of 
 October 29, which I inclose, it would seem that the fourth section of the interstate- 
 commerce law is disregarded by his other connections in this respect. 
 
 While on this question, I may say that in the month of September we took some export 
 business from Chicago to Liverpool and other European ports through New York and 
 Boston at a less through rate than the inland rate from Chicago to New l'ork and Boston, 
 respectively. We followed other roads in what we did, remained in the field only four 
 days, and retired immediately on our counsel expressing the opinion that, however politic 
 and desirable in the interests of the shippers using this railroad the proceeding might be, 
 it was not justifiable under the law. 
 
 Yours, truly, G. B. Spriggs, 
 
 General Freight Agent. 
 
 Mr. D. W. Caldwell, President. 
 
 THE NEW YORK, CHICAGO AND ST. LOUIS RAILROAD COMPANY. 
 
 Cleveland, Ohio, October Hi, 1905. 
 
 Dear Sir : Your favor of September 9. 
 
 The letters of Mr. Felton, of the New York, Lake Erie and Western Railroad, 
 and Mr. Spriggs, of the New York, Chicago and St. Louis Railroad, copies of 
 which you inclose with your comunication, have been read by me as requested. 
 
 I infer you are under the impression the two roads mentioned have been 
 merged. Such is not the case. The matters formerly in charge of Mr. Felton 
 are now under the supervision of Mr. IT. B. Chamberlain, third vice-president 
 and general traffic manager of the Erie Railroad, New York, wlple matters 
 formerly in charge of Mr. Spriggs are now under my supervision, as you 
 surmise. 
 
 There has been no change in the conditions set forth in Mr. Spriggs’s letter 
 to which reference is made, except that on account of the Wheeling and Lake 
 Erie Railroad acquiring a line into Cleveland the extent to which long and short 
 haul clause of the interstate-commerce law is affected by our arrangement with 
 that road is slightly modified. Some of the freight-taking rates based on 71 per 
 cent and less of Chicago to New York rates that formerly passed through Belle¬ 
 's ue, a 78 per cent point, is now handled by way of Cleveland, a.71 per cent point. 
 Since the writing of Mr. Spriggs’s letter there have been a few additions to the 
 instances in which the freight tariffs from points on this road do not conform 
 strictly to the fourth section of the act. This road, in common with other 
 roads, is a -party to transcontinental tariffs which carry rates to and from 
 Pacific coast points that are lower than those used to intermediate or shorter- 
 haul points. The road is also a party, with other roads, to tariffs to New 
 Orleans and a few other Mississippi Valley points, which name lower rates than 
 are charged to points intermediate. 
 
 This in brief, I think, answers your letter. 
 
 I have transmitted a copy of your letter and copies of the two letters inclosed 
 with it to Mr. Chamberlain. 
 
 Yours, very truly, James Webster. 
 
 General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
 NEW YORK, NEW HAVEN AND HARTFORD RAILROAD COMPANY. 
 
 Dear Sir: The derangement of our office business, incident to the removal of our head 
 quarters from New Y r ork to this city, and the time consumed in obtaining necessary 
 information, is our excuse for not sooner replying to your circular letter of October 20, 
 1887, addressed to Mr. Charles P. Clark, the president of this company, and by him 
 referred to me. 
 
 There are no points upon the railroad of our company, or upon any railroad operated 
 by our company under lease or otherwise, to or from which interstate rates for passengers 
 or freight are made by our road alone, or in combination with other roads, so far as we 
 know, which are greater than the rates to or from more distant points in the same direc¬ 
 tion over the same line, with two possible exceptions, to wit : Rates for freight between 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 393 
 
 New York and Boston, via the New Y'ork and New England, the New York, Providence 
 and Boston, and the Boston and Providence railroads. 
 
 It is impossible to give a statement of the rates between New York and Providence and 
 New York and Boston, in comparison with rates to and from intermediate points, via said 
 lines, for the reason that the freight classification in use between New York and Provi¬ 
 dence and New York and Boston is different from the classification in use to and from 
 intermediate points over those same lines. 
 
 The freight classification used generally upon this road and its connections, and in use 
 between the intermediate points above referred to, is the same as that in common use over 
 the entire country. But the classification used between New York and Providence and 
 New York and Boston, via said lines, is an entirely different one, and is based in part upon 
 what has been supposed to be for the interest of water lines between New York, Providence, 
 and Boston. This latter classification is made up of piece rates, cubic-foot rates, hundred- 
 pound rates, and specials without classification. Being in use upon competitive all-water 
 or part-water routes between New York and Providence and Boston, this company has been 
 obliged to work under it between said points. 
 
 It is impossible to say whether the rate on every article according to the water-line 
 classification in use between New York, Providence, and Boston is equal to or larger or 
 less than that under the official classification in use between intermediate noncompetitive 
 points, but it is believed that generally the tariffs will show that, upon the whole, no 
 greater compensation is charged for shorter than for longer distances, and if there be an 
 exception it is made under substantially dissimilar circumstances and conditions caused 
 by water competition. 
 
 Yours, truly, 
 
 Wm. E. Barnett, 
 Executive Secretary. 
 
 C. C. McCain, 
 
 Auditor, etc.. Interstate Commerce Commission, Washington, D. C. 
 
 NEW YORK AND NEW ENGLAND RAILROAD COMPANY." 
 
 Dear Sir : Replying to your circular of the 20th of October and circular letter of 
 November 23, I beg to state that the cases in which this company in itself, or in combina¬ 
 tion with other roads, in charging for passengers or freight which are greater than the 
 rates to or from more distant points in the same direction over the same line are as 
 follows : 
 
 As to passenger rates there are no such cases. 
 
 As to freight rates there are the following : 
 
 (1) From Newburgh to Hartford we make a rate of $1 per gross ton. The rates to 
 intermediate points on the main line of our road are all $1.45 per gross ton. The reason 
 for this is that anthracite coal goes to Hartford by water from the shipping terminals of 
 the coal-carrying roads on the water adjacent to New York and from Philadelphia and 
 Baltimore, and the rate of $1 per ton is necessary to meet the water competition. The 
 rate of $1.45 per ton to intermediate points is less than the rate heretofore charged from 
 Newburgh to those points. 
 
 (2) The rates between Boston and New York City are not classified (as all the other 
 freight rates of the company are) in six regular classes, for the reason that the Metro¬ 
 politan Steamship Company, which transports freight entirely by water between Boston 
 and New York, charges a tariff rate which is made upon each article, and which in some 
 cases is by weight and in other cases is by the cubic feet of measurement, to compete 
 with which it is necessary to adopt a similar method for the through traffic between 
 Boston and New York, part of which is carried in connection with the Norwich and New 
 York Transportation Company’s line of steamers, which is running between New York and 
 New London, Conn., and part of which is carried in connection with the New York. New 
 Haven and Hartford Railroad Company by rail between Boston and Harlem River, and 
 from Harlem River to Pier 50, New York, by barge. 
 
 The rates between Boston and intermediate points on these two routes have been made 
 as nearly as may be so as not to exceed the through rates, but in the case of a very few 
 articles they are slightly in excess, arising from the fact that the through rates are not 
 classified as the local rates are. The justification for this is, as stated, in the water com¬ 
 petition between Boston and New York. 
 
 (3) The tariff rates for local business between stations on the New York, New Haven 
 and Hartford Railroad and Boston and intermediate stations on the New York and New 
 England are in some cases slightly higher than the through rates between New York and 
 Boston, as above referred to, and for the same reasons. 
 
 There are no other rates made by this company that I am aware of which come within 
 
 your call. 
 
 Yours, truly, 
 
 Wm. P. Shinn, 
 
 Vice-President. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission. 
 
 THE NEW YORK, NEW HAVEN AND HARTFORD RAILROAD COMPANY. 
 
 New Haven, Conn., September 26, 1905. 
 
 Dear Sir : Referring to your esteemed favor in regard to the general situation 
 on this road in connection with passenger and.freight rates, I beg to say that we 
 
 a This property is 410 W controlled by the New York, New Haven and Hartford. 
 See response of that company to the present inquiry. 
 
394 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 are not aware of any eases where passenger rates are higher for the shorter 
 than the longer haul. 
 
 There are, however, a large number of cases where the freight rates are 
 higher for the shorter than the longer haul, which condition is brought about by 
 water competition and short-line competition. 
 
 I inclose a map of the New York, New Haven and Hartford Railroad, by 
 which you will see that the eastern and southern section of our line is sur¬ 
 rounded by water, and large cities like Boston, Providence, Fall River, and New 
 York are- situated in such a manner that water lines which are not subject to 
 the regulations of the interstate law may make such rates as they see fit from 
 day to day and discriminate as much as they desire in making rates on the same 
 kind of traffic for particular shippers or consignees. 
 
 The volume of business between New York and such cities is very heavy. 
 There are two regular water lines, in which this company has no interest, run¬ 
 ning between Boston and New York, which lines carry a large amount of traffic 
 and at rates somewhat lower than ours. There is a regular daily line between 
 Providence and New York, in which this company has'no interest. There is a 
 regular daily line between Fall River and New York, in which this company has 
 no interest. A like situation exisits between Norwich and New London and 
 New York City, and also between New Haven and New York City; in addition 
 to which there are quite a number of boat lines between points on the Sound 
 like South Norwalk, Stamford, Greenwich, Port Chester, and New Rochelle. 
 
 While this company does not attempt to meet all of this competition, still there 
 is a certain amount of traffic which we regard as profitable, taken in connection 
 with the fact that we can better afford to run our trains fairly up to their 
 capacity rather than half loaded, and we do, therefore, make rates between New 
 York City and various New England points where the water competition exists, 
 some of which are lower than the rates intermediate thereof. We do not have 
 any special rates for any particular firms, and if we do meet the water competi¬ 
 tion, or attempt to meet it, we publish tariffs to cover, and we give everyone in 
 the same line of business the privilege of shipping at the same rate. Of course, 
 this is not true in regard to our competitors, as they, as above stated, are able to 
 make rates for particular firms of a discriminatory character. 
 
 On our northern boundary you will find the Boston and Albany Railroad, which 
 is the short line from Boston to Worcester and Springfield. There are located at 
 Boston, Worcester, and Springfield certain manufacturers and receivers and 
 shippers of freight who, on account of having side tracks or being nearer our 
 deliveries, prefer to use our route, and in such cases rather than see the traffic 
 move via the Boston and Albany Railroad we equalize their rates, thereby 
 securing what we regard as commensurate revenue, taken in connection with 
 the fact that our fixed charges are stated, but at figures which perhaps would 
 show a loss to this company if it were necessary to establish such rates between 
 all intermediate points over which route traffic may be handled. The same 
 situation exists so far as the Boston and Maine competition is concerned between 
 Boston and Holyoke, Boston and Turners Falls, Boston and Fitchburg, Boston 
 and Lowell, etc. 
 
 I have referred as above to our local situation, and I beg to refer now to 
 our situation jointly with other roads, and I would cite the fact that the 
 Boston and Philadelphia Steamship Company operate ships between Boston and 
 Philadelphia, also between Providence and Fall River and Philadelphia, and in 
 order to partially meet that situation we make a little lower basis of class 
 rates from Boston and Providence to Philadelphia and Camden than we apply 
 from intermediate points on our line to the same cities, our class rates, gov¬ 
 erned by the “ official ” classification, being .30, 25, 20, 18, 16, 15, while from 
 intermediate points the class rates are 35, 30, 25, 20, 17, 15. 
 
 You, of course, understand that the Interstate Commerce Commission have 
 decided that the railroads have a right to make a lower rate for the longer 
 distance than the shorter distance embraced therein where the water competi¬ 
 tion or short-line competition may justify it. 
 
 So far as our coal traffic is concerned, there are only four instances where 
 rates originating with this company — that is to say, rates made from our tide¬ 
 water ports, such as Providence or New Haven, to our interior points — are 
 lower to points where the haul is longer than to some of the shorter points 
 contained within the long haul. • These are of minor importance, but are as 
 follows: 
 
 (1) Our rate from Providence, South Providence, East Providence wharf, 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 395 
 
 Harbor Junction wharf, and India Point to Newton Upper Falls is 85 cents 
 per gross ton, while the rate to Needham, an intermediate point, is 95 cents, 
 the rate to Newton Upper Falls being - necessary because of the rate from 
 Boston tide to West Newton of GO cents, West Newton being contiguous to and 
 competitive with Newton Upper Falls. 
 
 (2) Our rate from the above points to Lowell is 95 cents per gross ton, 
 while to South Chelmsford the rate is $1. This is necessitated because the 
 rate from Boston to Lowell is 85 cents per gross ton. 
 
 (3) Our rate from territory mentioned to Milford, Mass., is 90 cents per 
 gross ton, while the rate to Franklin is 95 cents. This is made necessary be¬ 
 cause the rate from Boston to Milford is 75 cents per gross ton. 
 
 (4) Our rate from New Haven to Shelburne Falls and Turners Falls is 
 $1 per gross ton, whereas the rate to South Deerfield, an intermediate station 
 to both points named, is $1.10. This is necessitated by the Boston and Maine 
 rate from Boston to Shelburne Falls and Turners Falls being $1 per gross ton. 
 
 So far as what we term all-rail coal is concerned—that is, coal originating 
 on other roads and moved under tariffs published by those roads and con¬ 
 curred in by this company—there are a good many instances where the rate 
 to longer points is less than to intermediate points, such lower rates to the 
 longer points being necessitated by the tariffs published by our “ short-line ” 
 competitors. For instance, the rate on bituminous coal from the Beech Creek 
 region to Worcester, Mass., as published by the New York Central and Boston 
 and Albany railroads, is $2.70 per ton, and the New York Central publishes 
 the same rate from the same mines to Worcester via Fislikill Landing and 
 our line to Worcester, and the Pennsylvania and other bituminous-coal roads 
 are obliged to publish the same rate from some of their mines to Worcester in 
 order that they and we may receive any of this traffic and that consignees 
 located on our tracks at or in the vicinity of Worcester may be upon the same 
 basis as their competitors located on the tracks of the Boston and Albany 
 Railroad. 
 
 The rate from the same mines via the Pennsylvania and other roads and this 
 company’s lines to, say, Putnam, Conn., an intermediate point on this road, is 
 $3.05 per ton. 
 
 The same situation prevails at Webster, Mass., Springfield, Mass., Turners 
 Falls, Mass., Holyoke, Mass., Pittsfield, Mass., and other points competitive 
 with short lines. 
 
 If we attempted to obtain the same all-ra^l rates to these points as we obtain 
 to interior points, we would, of course, lose all the coal traffic to these points, 
 as consignees would not pay us a premium over the rates via the Boston and 
 Albany or Boston and Maine, and with the loss of this traffic we would in all 
 probability be obliged to advance the rates above the present figures to the 
 intermediate points, so as to make good the revenue lost by the withdrawal cf 
 the traffic at these competitive points. 
 
 We find ourselves very much embarrassed in competition with water carriers, 
 who, owning no right of way, contribute very slightly to the taxes of the coun¬ 
 try, either municipal, county, or State, while at the same time the United States 
 Government and the various State governments are put to a large expense for 
 dredging, light-houses, etc., incident to the protection of water transportation, 
 and the Government does not attempt in any way to regulate the rates, discrim¬ 
 inatory or otherwise, which these water lines may charge. In other words, the 
 United States Government spends a very large amount of money to assist water 
 transportation, yet does not attempt in any way to regulate the freight charges 
 assessed by these beneficiaries, while on the other hand the General Government 
 and the various States do in a large manner regulate the rates of rail transpor¬ 
 tation, which, instead of requiring an outlay on the part of the Government, do 
 in reality contribute toward building up water competition. 
 
 Embarrassing as this competition is, we compete only so far as we may legally 
 do so—that is, by the publication of tariffs, which are filed with the Interstate 
 Commerce Commission, and which are, as we understand the interstate com¬ 
 merce law as passed upon from time to time by that Commission, all in legal 
 form. Unquestionably the fact that we only attempt to meet this competition 
 so far as we can in a strictly legal manner deprives this company of a very 
 large amount of revenue annually. 
 
 In this letter I have attempted to give only illustrative cases. If you desire 
 any further information I shall be very pleased to come to Washington at your 
 
396 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 convenience, and bring our general freight agent with me, in order to give you 
 any further detail that you may require. 
 
 Yours, truly, . Percy R. Todd. 
 
 Fitst Vice-President. 
 
 lion. S. B. Elkins, 
 
 Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
 THE SHENANDOAH VALLEY RAILROAD COMPANY." 
 
 Dear Sir : I beg to acknowledge receipt of your circular letter dated October 20, and 
 in reply beg to say that there are no interstate rates leading to or from points on our 
 line or lines operated by this company which are greater than rates to or from more dis¬ 
 tant points in the same direction over the same line, except in the cases shown in my 
 rate sheet A 2, dated July 22, 1887 (a copy of which was sent you), leading from Hagers¬ 
 town, Md., to sundry points in Georgia, Alabama, Tennessee, Mississippi, Florida, Louisi¬ 
 ana, and Kentucky. These rates are the same as the rates from Baltimore to same points 
 made through Hagerstown, and the rates to the following points, viz, Birmingham, Ala. ; 
 Baton Rouge, La.; Decatur, Ala.; Demopolis, Ala.; Grand Junction, Tenn.; Hickman, 
 Ky.; Jacksonville, Fla. ; Memphis, Tenn. ; Meridian, Miss. ; Montgomery, Ala. ; Mobile, 
 Ala. ; Nashville, Tenn. ; New Orleans, La. ; Natchez, Miss. ; Pensacola, Fla.; Selma, Ala.; 
 Savannah, Ga. ; and Vicksburg, Miss., are made less than to intermediate points on ac¬ 
 count of direct water competition and the peculiar circumstances and conditions. In 
 other words, we have applied from Hagerstown the same rates as made from Baltimore 
 by the fast freight line known as “ Great Southern Despatch,'’ working via Hagerstown 
 and our line. 
 
 Yours, very truly, O. Howard Rover, 
 
 General Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 NORFOLK AND WESTERN RAILWAY COMPANY. 
 
 Roanoke, Ya., September 28, 1905. 
 
 My Dear Sir : Following my letter of the 16th and further referring to yours 
 of the 9th inst. 
 
 Mr. Royer's letter, in reply to Mr. McCain’s of October 20, 1887, was written 
 as general freight agent of the Shenandoah Valley Railroad (extending from 
 Hagerstown, Md., to Roanoke, Ya.), which road has since become and now is a 
 part of the Norfolk and Western Railway, a map of which is herewith inclosed. 
 
 We do not have in our tiles a copy of Shenandoah Valley railroad rate sheet 
 A-2, of July 22, 1887, which I assume to have contained class rates from 
 Hagerstown Md., to what are known as Southern common points. As there is 
 practically no movement of freight traffic from Hagerstown, Md., to such 
 l>oints, and as the methods of rate construction thereto, and reasons therefor, 
 will doubtless be fully explained to you by roads terminating thereat, I shall 
 refrain from comment upon that situation, both past and present, unless you 
 particularly desire it. 
 
 The most important typical instance we have of greater charges for inter¬ 
 mediate than for longer hauls over the same line and in the same direction is in 
 the case of feiglit traffic from the West to our stations south of the Ohio river 
 and west of Salem, Ya., for instance, to Bluetield, W. Ya., and Christians- 
 burg, Ya. 
 
 From western points beyond our road rates to said stations west of Salem, Ya., 
 are made following differentials, in cents per 100 pounds, higher than to 
 Virginia common points (i. e., Roanoke, Buchanan, Lynchburg, Richmond, Nor¬ 
 folk, etc.), viz : 
 
 
 Classes. 
 
 
 1 . 
 
 2 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 i 
 
 Differentials...:... 
 
 12 
 
 10 
 
 8 
 
 7 
 
 6 
 
 . a This property is now controlled by the Norfolk and Western. See response 
 of that company to the present inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 397 
 
 and. in dividing, the Norfolk and Western Railway now receives said differen¬ 
 tials in addition to its pro rata proportion of the rates to Virginia common 
 points. 
 
 The following comparison of present class rates, governed by the “ official ” 
 classification, will illustrate, viz: 
 
 To— 
 
 Bluefield, W. Va... 
 Christiansburg, Va 
 
 Roanoke, Va. 
 
 Lynchburg, Va .... 
 Norfolk, Va. 
 
 From Chicago, Ill. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 } 84 
 
 72 
 
 55 
 
 39 
 
 33 
 
 27 
 
 j 73 
 
 62 
 
 47 
 
 32 
 
 27 
 
 22 
 
 From stations on our road in Ohio to our stations south of Kenova, W. Va., 
 and west of Salem, Va., the same principle of differentials is employed, but the 
 rates do not exceed our mileage scale, nor the combination of rates to and from 
 Kenova, W. Va. For instance, note following tabulation of present rates, viz : 
 
 To— 
 
 Miles 
 via Nor¬ 
 folk and 
 Western 
 Rwy. 
 
 From Columbus, Ohio. 
 
 1. 
 
 9 
 
 3. 
 
 ■ 
 
 4. 
 
 5. 
 
 6. 
 
 Bluefield. W. Va ...... 
 
 343 
 
 66* 
 
 55 
 
 42 
 
 31 
 
 26 
 
 21 
 
 Christiansburg, Va.... 
 
 417 
 
 66.1 
 
 57 
 
 434 
 
 31 
 
 26 
 
 21 
 
 Roanoke. Va..'..... 
 
 449 
 
 1 
 
 
 
 
 
 
 Lynchburg, Va____ 
 
 503 
 
 \ 54* 
 
 47 
 
 354 
 
 24 
 
 20 
 
 16 
 
 Norfolk, Va_____ 
 
 707 
 
 1 
 
 
 
 
 
 
 For purposes of comparison with above-mentioned differentials of: 
 
 Classes. 
 
 
 1 . 
 
 2. 3. 
 
 1 
 
 4. 
 
 5. 
 
 6. 
 
 Differentials__ 
 
 12 
 
 10 8 
 
 7 
 
 6 
 
 5 
 
 I give you below our present locals from Roanoke, Va., viz: 
 
 To— 
 
 Miles. 
 
 Locals from Roanoke, Va. 
 
 1. 
 
 2 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Bluefield, W. Va.... 
 
 106 
 
 32 
 
 GC 4^ 
 
 38 
 
 22 
 
 31 
 
 18 
 
 21 
 
 14 
 
 16 
 
 10 
 
 13 
 
 9 
 
 Christiansburg, Va.... . 
 
 
 I do not recall a single formal complaint to the Interstate Commerce Commis¬ 
 sion as to this basis from the west to our stations. There have been a few 
 such informal complaints, which have been successfully answered by such a 
 letter as mine of February 11, 189G, to Commissioner Clements, a copy of which 
 is herewith inclosed. 
 
 I believe this adjustment of rates to be reasonable and just and not in viola¬ 
 tion of the existing act to regulate commerce, as construed by the United States 
 Supreme Court, and also as in late years construed by the Interstate Commerce 
 Commission. 
 
 The rates from the west to Virginia common points, as a general proposition, 
 are the same as obtain to Baltimore, Md. This basis was established by the 
 Chesapeake and Ohio Railway and in effect via said route before the Norfolk 
 and Western Railway and its connections began to compete for the traffic. So 
 long, therefore, as our rates to stations west of Salem, Va., are reasonable in 
 nnd of themselves, it is but just that we be permitted to meet the competition 
 at Virginia common points so long as the latter competitive traffic yields us a 
 
398 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 profit—i. e., a greater increase of income than its increase of expenses. Apro¬ 
 pos of this, allow me to refer yon to second paragraph, page 79, of the First 
 Annual Report of the Interstate Commerce Commission (1887), being a portion 
 of opinion of the Commission in respect to construction and application of the 
 fourth section of the act to regulate commerce. While in this citation Judge 
 Cooley referred particularly to water competition, yet I believe it can justly be 
 applied with equal force to this direct rail competition at Virginia common 
 points; moreover, water competition via the Great Lakes and (or) Erie Canal is 
 a potent factor in establishing all-rail rates from the West to Baltimore, and the 
 Baltimore rates apply to Virginia common points. 
 
 Another typical instance of greater charges for intermediate than for longer 
 hauls over the same line and in the same direction is in the case of freight traffic 
 from Durham, N. C., to our stations between Lynchburg, Va., and Winston- 
 Salem, N. C., as illustrated by the following comparison, viz : 
 
 
 Miles 
 via N. 
 and W. 
 Rwy. 
 
 From Durham, N. C. 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Roanoke, Va_ 
 
 171 
 
 61 
 
 51 
 
 42 
 
 32 
 
 28 
 
 21 
 
 15 
 
 17 
 
 22 
 
 21 
 
 18 
 
 28 
 
 32 
 
 42 
 
 Winston-Salem, N. C.... 
 
 293 
 
 46 
 
 36 
 
 31 
 
 22 
 
 19 
 
 13 
 
 16 
 
 13 
 
 11 
 
 19 
 
 22 
 
 26 
 
 
 
 Governed by “ Southern ” classification, with exceptions. 
 
 In this case our interstate rates from Durham, N. C., to Roanoke, Va. (171 
 miles), are reasonable because of traffic conditions existing in the territory 
 traversed and compare favorably with other rates in same section of country. 
 Our rates from Durham, N. C., to Winston-Salem, N. C., are interstate rates, 
 because our line used traverses portions of both North Carolina and Virginia; 
 they are the same via Norfolk and Western Railway (our haul being 293 miles) 
 as obtain via Southern Railway (their haul being 84 miles). So we meet the 
 short-line competition from Durham, N. C., to Winston-Salem, N. C., without 
 reducing our higher rates from Durham, N. C., to Roanoke, Va. It is interest¬ 
 ing to note that from Durham, N. C., to Winston-Salem, N. C., the route via 
 Southern Railway is entirely within the State of North Carolina and not sub¬ 
 ject to the interstate-commerce act; on the other hand, it comes under the juris¬ 
 diction of the North Carolina corporation commission. 
 
 Another instance I have in mind would perhaps better be illustrated hypothetic- 
 ally. Assume that we have at Marion, Va., a station on Norfolk and Western 
 Railway, 476 miles south of Cincinnati, Ohio, a certain mine or factory which 
 competes with a similar mine or factory located at Darling Road, Ontario, a 
 station on Grand Trunk and Wabash Railroad, 473 miles nort of Cincinnati, 
 Ohio. Also assume that traffic and other conditions would ordinarily warrant 
 lower rates to the Cincinnati market from Darling Road, Ontario, than from 
 Marion, Va. Under such circumstances it would be but fair to permit us to 
 make such a rate from Marion to Cincinnati as to enable the Marion enterprise 
 to meet competition of Darling Road, and without reducing reasonable higher 
 rates to points intermediate, provided, however, that the competitive traffic to 
 Cincinnati yield us a greater increase of income than its increase of expenses. 
 
 I have endeavored to comply with your wishes as I understand them as fully 
 and briefly as possible, and will be pleased to respond to any further inquiries 
 you may wish to make. 
 
 Yours, very truly, T. S. Davant, 
 
 Freight Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 United States Senate, Washington, D. G. 
 
 (The letter to Hon. Judson C. Clements, Commissioner Interstate Commerce 
 Commission, referred to in the foregoing is as follows:) 
 
 Roanoke, Va., February 11, 1896. 
 
 Dear Sir : Your valued favor of January 29 and inclosures came duly to hand 
 and have had very careful consideration. We have heretofore stated" how the 
 rates from western points to stations on this road west of Roanoke, including 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 399 
 
 Bluefield, are made. As long ago as December 10, 1S89, we wrote Auditor 
 McCain as follows: 
 
 “ That upon interstate traffic originating at stations of the Norfolk and West¬ 
 ern Railroad tariffs are issued in exact conformity with the law, and upon inter¬ 
 state traffic originating upon other lines and deliverable at stations upon the 
 Norfolk and Western Railroad as a rule they are made in conformity with law, 
 the exception being on certain traffic coming from points in the Western States 
 and destined to points upon the Norfolk and Western road that are junctions 
 with other lines leading from the west that are competitors for said traffic, 
 upon which traffic for said points rates are made uniform with those that are 
 named by said competing lines, which are the shorter lines of communication 
 between the points named; but to intermediate local stations upon the Norfolk 
 and Western road rates upon traffic from said western points are made higher 
 than those to the connecting junction points that are farther beyond on the 
 same line and in the same direction, but the rates to said intermediate local 
 points are lower than would be rates made by combinations of rates by competing 
 lines to said junction points, plus local rates from said junction points to the 
 stations which were the destinations of the property, the methods of such con¬ 
 struction and the explanations therefor being set forth in detail in the hearing 
 of the matter of tariffs and classifications before the Commission as of date 
 December 18, 19, and 20, 1889.” 
 
 Again on October 5, 1891, as follows: 
 
 “ That on traffic from western or northwestern points deliverable to Norfolk 
 and Western road at its western termini of Norton, where it connects with the 
 Louisville and Nashville system, or at Bristol, where it connects with the East 
 Tennessee, Virginia and Georgia system, rates are made lower to those Virginia 
 cities upon its own line reached thereby, viz, Norfolk, Richmond, Petersburg, 
 Lynchburg, Roanoke, Hagerstown, and stations intermediate between said 
 named points, than they are to certain stations upon its line west of Roanoke, 
 because of the fact that rates from said western points to the Virginia cities as 
 named are necessarily made in conformity with the rates that are applied on 
 like western traffic to the cities of Baltimore, Richmond, and Norfolk, of which 
 they would be deprived if a different scale of rates obtained on said western 
 competitive traffic; and the reasons for the higher scale of rates being applied 
 to the stations on said road west of Roanoke are, that being removed from the 
 influences of the markets of the competitive Virginia points as recited, the differ¬ 
 ential adjustment referred to as applicable on western traffic to said stations is 
 calculated to, and has the effect of promoting the production of, and traffic in, 
 the same class of commodities produced along its line and marketed at said 
 stations. This theory of differential rate construction upon said western 
 traffic to said local stations has at different times since the enforcement of the 
 interstate-commerce law been considered by the Commission, both in general 
 and in detail, and at a not distant date received the careful consideration of the 
 Hon. T. M. Cooley, chairman of the Commission, and the reasons that animated 
 the Norfolk and Western Railroad in so adjusting the tariffs upon the commodi¬ 
 ties referred to, to the local territory described, were not disapproved, and some 
 modifications and reductions were made as suggested by Judge Cooley; it being 
 a leading feature in the construction of said tariffs to minimize these differen¬ 
 tials to the lowest possible degree not inconsistent with the protection of that 
 local development as herein recited, which such arrangement was calculated to 
 promote.” 
 
 We also wrote you November 16, 1893, in re complaint of John Rigby & Son, 
 as follows: 
 
 “ Extended absence from my office has prevented earlier attention to your 
 letter of the 27th ultimo. The basis for construction of rates from the west to 
 our stations west of Roanoke has been the subject of inquiry by, and explained 
 to, the Interstate Commerce Commission in the past. 
 
 For years what are known as Virginia common points, viz, Roanoke, Lynch¬ 
 burg, Petersburg, Richmond, Norfolk, etc., have been grouped and placed on the 
 basis of Baltimore rates from the west. From May, 1887, to December, 1892, the 
 rates from the west to Christiansburg were made higher than Roanoke, as 
 follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 15 
 
 10 
 
 8 
 
 8 
 
 8 
 
 6 
 
400 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Since that time the rates from the west to Christiansburg have been higher 
 than Roanoke, as follows: 
 
 1* 
 
 0 
 fj» 
 
 o 
 
 0 . 
 
 4. 
 
 5. 
 
 6 . 
 
 12 
 
 10 
 
 8 
 
 7 
 
 6 
 
 5 
 
 The local rates from Roanoke to Christiansburg are: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 23 
 
 18 
 
 14 
 
 11 
 
 10 
 
 9 
 
 You will readily see that if the through rates from western points to Chris¬ 
 tiansburg were not published as we have them, it would cost the complainants 
 very much more to get their freight through than at present. We submit that 
 the rates to Christiansburg from Louisville and other' western points, as now 
 published, are not unreasonable within themselves, and do not think they can or 
 should be reduced. 
 
 I return the letter of Messrs. Jas. Rigby & Son, as requested. 
 
 Also March 2, 1895, in re rates from the West to Norfolk and western stations 
 as follows: 
 
 “ Referring to your letters of January 21 and February 12, delay in reply 
 to which has been caused by absence from Roanoke. The basis for constructing 
 rates from the West to our stations west of Roanoke is as follows: For years 
 what are known as Virginia common points, viz, Roanoke, Lynchburg, Peters¬ 
 burg, Richmond, Norfolk, etc., have been grouped and placed on the basis of 
 Baltimore rates from the West. Prior to December, 1S92, the rates from the 
 West to Bluefield were made higher than Roanoke, as follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 20 
 
 15 
 
 10 
 
 10 
 
 10 
 
 8 
 
 “ Since that time the rates from the West to Bluefield have been higher than 
 Roanoke, as follows: 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 12 
 
 10 
 
 8 
 
 7 
 
 6 
 
 5 
 
 “ The local rates from Roanoke to Bluefield are: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 40 
 
 33 
 
 20 
 
 20 
 
 17 
 
 13 
 
 “ You will readily see that if the through rates from western points to Blue¬ 
 field are not published as we have them, it would cost the complainants very 
 much more to get their freight through than at present. We submit that the 
 rates to Bluefield from Fostoria, Ohio, and other western points, as now pub¬ 
 lished, are not unreasonable within themselves, and I do not think they can or 
 should be reduced. The rates on flour as named in your letter of January 25 
 were correct at that time. They are now 124 to Richmond and 17£ to Bluefield.” 
 
 By referring to the east-bound tariffs of the Chesapeake and Ohio Railway 
 (Kanawha Dispatch) you will find the following points grouped as Virginia 
 cities and rated alike, viz: Alexandria, Basic City, Buena Vista, Charlottesville, 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 401 
 
 Clifton Forge, Doswell, Fredricksburg, Glasgow, Gordonsville, Hampton, Lynch¬ 
 burg, Lexington, Newport News, Norfolk, Orange, Petersburg, Phoebus, Ports¬ 
 mouth, Richmond, Roanoke, Smithfield, Staunton, Suffolk, and Waynesboro, Ya. 
 
 This adjustment of rates antedates this company’s control of the old Shenan¬ 
 doah Valley Railroad Company. During all these years the basis of Roanoke 
 rates has not changed, but the Bluefield rates have been as follows, the figures 
 named being the differentials above the Roanoke rates: 
 
 
 1 . 
 
 2. 
 
 3. 
 
 i. 
 
 5. 
 
 Prior to December. 1892____ 
 
 20 
 
 15 
 
 10 
 
 10 
 
 10 
 
 Since December, 1892... 
 
 12 
 
 10 
 
 8 
 
 7 
 
 6 
 
 
 
 Mr. Smith in his memorandum to you says: “ Bluefield, W. Va., and Roanoke, 
 Ya., are located on the Norfolk and Western Railroad, distant from Detroit by 
 the most direct line 527 and 633 miles, respectively.” The distance to Bluefield 
 is correctly stated, but the short-line distance to Roanoke is, via Buchanan, Va., 
 606 miles, showing that this company’s road through Bluefield does not form a 
 part of “ the most direct line ” from Detroit, Mich., to Roanoke, Ya. We do not 
 believe that our rates are in violation of the act to regulate commerce. 
 
 Yours, very truly, T. S. Davant, 
 
 General Freight Agent. 
 
 Hon. J. C. Clements, 
 
 Commissioner, Washington, D. C. 
 
 NORFOLK SOUTHERN RAILROAD COMPANY. 
 
 Dear Sir : In response to your circular I have to report as follows : The rates to and 
 from points on the Norfolk Southern Railroad are in line and conform to the require¬ 
 ments of the interstate-commerce law, but the rates to points beyond the terminus of 
 the road reached by steamers in connection with the railroad are regulated by water 
 lines in competition. Especially is this the case at New Berne and Washington, N. C., 
 where there are three water lines in operation, causing very low rates to and from these 
 points. 
 
 Steamers of the Wilmington Steamship Company connect with the Norfolk Southern 
 Railroad at Elizabeth City, forming a through line, part rail and part water, between 
 New Berne and Washington and points north reached by the Norfolk Southern Railroad 
 and its connections. The demoralized rates at these points is the result of the water 
 lines making special rates to large shippers. This had to be met by making an open 
 rate applicable to all alike, as required by law. 
 
 The location of the Norfolk Southern Railroad subjects it to water competition at all 
 principal points, and while it is our purpose to conform to the law in all respects, it is 
 absolutely necessary to meet rates offered by competing water lines at various points 
 reached by steamers connecting with us at Elizabeth City and Edenton. 
 
 The fourth section of the interstate-commerce law, strictly enforced, would deprive the 
 Norfolk Southern road of its legitimate business, which would be absorbed by water lines 
 in no way affected by said law. A' general reduction of all rates to and from interme¬ 
 diate points to conform to the rates made by water lines, without restraint at competi¬ 
 tive points, would largely decrease the revenue and seriously injure the value of the rail¬ 
 road property. 
 
 I herewith inclose present class rates to New Berne and Washington, N. C.; also to 
 Elizabeth City. The latter is the transfer point and the shorter distance, but not sub¬ 
 ject to the same water competition as New Berne and Washington. 
 
 Respectfully, etc., 
 
 H. C. Hudgins, 
 General Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor , Washington, D. G. 
 
 NORFOLK AND SOUTHERN RAILROAD COMPANY. 
 
 Norfolk, Va., September 16, 1905. 
 
 Dear Sir: Replying to your letter, I beg to advise that the same conditions 
 as outlined in my letter to Auditor McCain, October, 1887, affecting the rates 
 in the territory reached by the Norfolk and Southern Railroad, accessible to 
 water competition, continue to exist. The two canals from Norfolk, as shown 
 on the inclosed map, and inlets on the coast, as designated, afford facilities for 
 
 S. Doc. 244, 59-1-26 
 
402 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 the transportation of all varieties of freight by steamers, vessels, and barges to 
 and from the principal points located on the sounds and rivers of eastern North 
 Carolina. This water competition regulates to a great extent rail rates, espe¬ 
 cially at Elizabeth City, Newbern, Washington, and Wilmington, necessitating 
 lower rates from Norfolk to Elizabeth City, all rail, than are in effect to inter¬ 
 mediate stations for shorter distances; also lower rates to Newbern by rail 
 and water via Belhaven than to Belhaven proper, although there is an additional 
 haul by steamer from Belhaven to Newbern of 88 miles; also Wilmington, 
 N. C., 87 miles south of Newbern and 175 miles beyond Belhaven, the rates 
 are regulated by water transportation, which must be met, or else the traffic 
 will be surrendered to the water carriers; hence our rates to Wilmington via 
 Belhaven and Newbern are lower than the rates in effect to local stations on 
 the line of the Norfolk and Southern Railroad for shorter distances. 
 
 These illustrations are given to demonstrate the impracticability of enforc¬ 
 ing uniform rates on a mileage basis to water competitive points, and the neces¬ 
 sity of meeting such competition by charging less for longer than for shorter 
 hauls. If there is any further information that I can furnish I will be very 
 glad for you to advise me. 
 
 Yours, truly, H. C. Hudgins, 
 
 General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 Washington, D. C. 
 
 NORTHERN PACIFIC RAILROAD COMPANY. 
 
 Dear Sir : In response to your circular letter dated 20th ultimo, I beg to say that 
 the only points upon the railroad of this company or upon any railroad operated by this 
 company, under lease or otherwise, to or from which interstate rates for passengers or 
 freight are made less for a longer than a shorter distance in the same direction over the 
 same line are the rates to and from the East and Pacific coast common points. Copies 
 of our tariffs are already on file with the Commission, showing the present rates from 
 the East to Portland, Astoria, Tacoma, Seattle, and common points; also the rates 
 between Saint Paul and Granite, Idaho—the rates to the latter points being in excess 
 of those named to the Pacific coast common points. The rates to and from territory 
 between Granite and the Pacific coast terminals are made practically the rates to the 
 Pacific coast, plus the local rates back. We have not yet issued tariffs showing the 
 exact figures to and from each station, but I attach hereto copies of circulars showing 
 the basis upon which these tariffs will be prepared. It is an almost endless task to 
 make the tariffs and the amount of business is very slight, but they are being gradually 
 prepared. 
 
 Replying to the last clause in your circular, giving this company permission to make 
 such explanations or statements as it may desire concerning the circumstances and con¬ 
 ditions of the traffic which we consider warrants the making of the rates referred to, I 
 can only state that the evidence in this case was all laid before your board last spring, 
 and on the 23d day of April, after an investigation of the circumstances, a temporary 
 order was granted relieving this company, with others situated in like manner, from the 
 operations of the provisions of section 4 of the act to regulate commerce, etc. 
 
 I trust the above will be of service to you and be a sufficiently explicit answer to 
 your inquiries. 
 
 Respectfully, yours, . T. F. Oakes, 
 
 Vice-President and General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington , D. C. 
 
 NORTHERN PACIFIC RAILWAY COMPANY. 
 
 On Great Northern Railway, 
 
 September 26, 1905. 
 
 My Dear Sir: Your letter without date, inclosing copy of letter written by 
 Mr. T. F. Oakes, vice-president and general manager of this company, to Mr. 
 C. C. McCain, auditor of the Interstate Commerce Commission, early in 1887, 
 referring to the rate situation from the East to Pacific coast points versus 
 Spokane and interior Washington points as it existed at that time. 
 
 The conditions surrounding the traffic now, and the adjustment of rates at 
 this time, are not materially changed from the time Mr. Oakes’s letter was 
 written. Water competition to Pacific coast points still necessitates a com¬ 
 paratively low list of rates from the East to Pacific coast points, and the rates 
 to interior Washington points, while to a considerably less extent than at the 
 time the Oakes letter was written, are made on the basis of the rates to the 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 403 
 
 coast plus the local back, and are still, with a few exceptions, higher to the 
 interior than to the coast. 
 
 The rates on packing-house products and other commodities which the car¬ 
 riers and dealers have learned from experience are not subject to water compe¬ 
 tition to any controllable extent, are carried to the interior at rates no higher, 
 and in most cases less, than to the coast; but on the largest proportion of the 
 traffic, it being subject to the water competition, the rates to the interior are 
 higher than to the coast cities. 
 
 In tw r enty-odd years from the time the Oakes letter was written, up to 
 date, the changes have been so many and so frequent—brought about by changes 
 in competitive conditions, by increase in volume of business, and the build¬ 
 ing of new lines—that it would be almost impossible to give you a list of all 
 which have occurred, and the dates on which they were made. On the whole, 
 the basis has been considerably reduced. In 1891 the merchants of Spokane 
 brought this condition and adjustment of rates to the attention of the Inter¬ 
 state Commerce Commission in the shape of a complaint, and from that date 
 to 1894 it was continually before the Commission and the United States courts. 
 Both the Commission and the courts confirmed and approved the position of 
 the carriers as a principle, and we were authorized by both to make com¬ 
 petitive rates higher to the interior than to the coast points on account of this 
 same water competition. The tariffs in effect at the present time are believed 
 by the carriers to be in conformity with these decisions, and are on file with 
 the Interstate Commission, and on all goods which are subject to water com¬ 
 petition the rates to the interior are materially higher than the rates to Pacific 
 coast points, and in a few instances are the sum of the rates plus the local 
 back, in no case exceeding that amount. 
 
 As I stated before, the material increase in our business has enabled us 
 to make a considerable reduction in our rates to the interior, and on a large 
 percentage of our commodities the rates to the interior points at the present 
 time, while higher than the rates to the coast, are less than they were at the 
 time the Oakes letter was written, and are less than the rates to the coast 
 plus the local back. 
 
 I ami not sure that I quite understand from your letter what you are 
 desirous of showing in your report to Congress. If the information in this 
 letter, in connection with the figures which are on file with the Commission, and 
 which I assume are accessible to you, does not give you all the information you 
 want, if you will advise me further and a little more in detail, I shall be glad 
 to put some of our clerical force at work and prepare for you just the state¬ 
 ment that you desire. 
 
 Very truly, yours, J. M. Hannaford, 
 
 Second Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
 OCEAN STEAM-SHIP COMPANY OF SAVANNAH, PHILADELPHIA AND 
 
 SAVANNAH LINE. 
 
 Dear Sir: Acknowledging receipt of your circular of October 20, 1887, I have to say 
 that the Philadelphia and Savannah line of this company does not carry passengers, and 
 its operations are confined strictly to freight traffic in connection with the Central Rail¬ 
 road of Georgia, and Savannah, Florida and Western Railway Company at Savannah. 
 The rates applied to business with these roads are those of the Southern Railway and 
 Steamship Association, as furnished by the general freight agents of the roads mentioned 
 at Savannah, to whom I respectfully refer you for the information asked for in your 
 circular. 
 
 Very respectfully, Wm. L. James, Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 OCEAN STEAM SHIP COMPANY. SAVANNAH. 
 
 Dear Sir : Your circular of October 20 addressed in error to W. H. Rhett, who is 
 general agent Savannah Fast Freight and Passenger Line, has just reached me. 
 
 As we have already advised your department, this company publishes only passenger 
 rates and the farther a man travels the more he pays (in the same direction). As to 
 freight rates, we are members of the Southern Railway and Steam-Ship Association, and 
 any reply you receive from the Central Railroad of Georgia and from the Savannah, 
 
404 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Florida and Western Railway, who publish the rates in effect via our steamers for points 
 beyond Savannah, will undoubtedly give all the information you may require as to this 
 company. 
 
 Yours, respectfully, R. L. Walker, Agent. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 OCEAN STEAMSHIP COMPANY OF SAVANNAH. 
 
 New York, September 9, 1905. 
 
 Dear Sir : Your letter without date, addressed to Mr. E. R. Richardson, gen¬ 
 eral freight agent of this company, has been referred to me. 
 
 This company operates a line of steamships for the purpose of engaging in the 
 transportation of freight and passengers primarily between the ports of Boston, 
 Mass., and Savannah, Ga., end the ports of New York, N. Y., and Savannah, Ga. 
 Its rates of carriage, both for freight and passengers, have remained practically 
 the same for ten years. Such changes as have been made have been in the line 
 of reductions. 
 
 It is further engaged in the transportation of freight and passengers that 
 originate beyond the ports of New York, Boston, and Savannah, and is delivered 
 to this company for carriage between these respective ports and for delivery at 
 these respective ports to connecting carriers. Its rates of freight are on file 
 with the Interstate Commerce Commission, filed by the railroads connecting 
 with this‘line at the ports of Boston, New York, and Savannah, or by this com¬ 
 pany direct, and the Interstate Commerce Commission has been furnished with 
 all changes that have been made from time to time. 
 
 It would be impracticable without many months of labor, and perhaps impos¬ 
 sible, for me to give you in detail the changes that have been made in the rates 
 of freight and the reasons therefor. The present officers of this company have 
 not been connected with it continuously since 1887, and there are no records 
 from which the information could be compiled. As Messrs. Walker and James 
 very properly informed the auditor of the Interstate Commerce Commission in 
 1887, the rates of freight are published by our railway connections and their 
 records should show any changes that have been made from time to time, and 
 the reasons therefor. 
 
 Assuring you of my desire to cooperate in every way with your committee, I 
 am, with much respect, 
 
 Yours, very truly, W. El. Pleasants, 
 
 Vice-President and General Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
 OLD DOMINION STEAMSHIP COMPANY. 
 
 Dear Sir : Further acknowledging your circular of October 20, there are but a few 
 through-freight tariffs filed by us, viz : 
 
 New York to Norfolk, Southern Railroad ; New York to Petersburg, Va.; New York to 
 and from Richmond, Va., via West Point. 
 
 Norfolk, Smithfield, and Petersburg, Va., to various points via New York on peanuts. 
 
 Richmond, Va., to Texas points on tobacco; and none of the rates used thereunder are 
 greater for a shorter than for a longer distance in the same direction over the same line 
 for the same class of business. 
 
 The through-freight tariffs on the great bulk of the through business we do are filed by 
 the officials having charge of issuing them. Mr. Sol. Haas, traffic manager of the Asso¬ 
 ciated Railways of Virginia and the Carolinas, informed me that he would reply as to 
 those rates, and Mr. T. S. Davant, general freight agent of the East Tennessee, Virginia 
 and Georgia Railroad, informed me that he would answer for the Paint Rock Line. 
 
 I have already communicated on the subject with the proper officials of our other con¬ 
 nections, viz, the Virginia, Tennessee and Georgia Air Line and the Kanawha Dispatch 
 Line. 
 
 Yours, respectfully, W. H. Stanford, 
 
 Vice-President. 
 
 C. C. Cain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington, D. C. 
 
 OLD DOMINION STEAMSHIP COMPANY. 
 
 New York, September 21, 1905. 
 
 Dear Sir : Further replying to your letter without date, receipt of which was 
 acknowledged on September 11, I respectfully advise that the conditions as out- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 405 
 
 lined in letter of our former vice-president, Mr. W. H. Stanford (quoted on 
 page 208 of the First Annual Report of the Interstate Commerce Commission, 
 1887), have not changed materially, nor have the methods of issuing and filing 
 tariffs covering traffic moving over this company’s lines. I respectfully submit 
 below a brief review of the situation existing at the present time: 
 
 (1) Rates from New York to Norfolk and Southern Railroad stations and 
 points beyond are compiled and issued by the Norfolk and Southern Railroad, 
 and copies of such issues are filed with the Interstate Commerce Commission 
 by the Norfolk and Southern Railroad and likewise by this company. 
 
 (2) Rates from New York to Petersburg, Va., in connection with the Norfolk 
 and Western Railway are issued and filed with the Interstate Commerce Com¬ 
 mission by this company. 
 
 (3) The route from New York to Richmond, Va., via West Point, Va., has 
 been abandoned, and rates via this route withdrawn. It has not been our prac¬ 
 tice to file tariffs applying via our own direct steamship lines when the carriage 
 is entirely by water. 
 
 (4) Rates on peanuts from Norfolk, Petersburg, and Smithfield to various 
 points via New York are filed with the Commission by the initial line. 
 
 (5) Rates on tobacco from Richmond, Va., to Texas points in connection 
 with our line are now issued by the Southern Pacific Company and filed with 
 the Commission by that company. 
 
 ‘(6) Rates from Norfolk, Richmond, etc., to interior eastern points via New 
 York, thence via various rail connections, are issued by us and filed with the 
 Commission. In certain instances the tariffs are issued by connections to apply 
 in both directions and are duly filed by lines issuing. 
 
 (7) Tariffs covering traffic in connection with the Kanawha Dispatch, operat¬ 
 ing over the Chesapeake and Ohio Railway and connections via Newport News 
 and our line, are issued by Mr. Thornton Lewis, manager of the Kanawha 
 Dispatch, Cincinnati, Ohio. 
 
 (8) Tariffs covering traffic via Asheville Line Route, operating over Southern 
 Railway, are issued by Mr. R. A. Campbell, manager Asheville Line Route, St. 
 Louis, Mo. 
 
 (9) Tariffs covering traffic via Virginia, Tennessee and Georgia Air Line 
 operating over Norfolk and Western Railway are issued by Mr. S. M. Stevenson, 
 manager Virginia, Tennessee and Georgia Air Line, New York City. 
 
 (10) Tariffs covering traffic via Cumberland Gap Despatch, operating over 
 Norfolk and Western Railway, are issued by Mr. Andrew Broaddus, manager 
 Cumberland Gap Despatch, Louisville, Ky. 
 
 (11) The Norfolk and Western Railway and Chesapeake and Ohio Railway 
 issue the tariffs applying between New York and local stations on their lines. 
 
 (12) Rates from New York to southern points in connection with the South¬ 
 ern Railway, Seaboard Air Line, and Atlantic Coast Line Railroad are compiled 
 and published by Mr. W. H. Fitzgerald, commissioner Associated Railways of 
 Virginia and the Carolinas, Richmond, Va., and filed with the Interstate 
 Commerce Commission by him. 
 
 (13) Southeastern Freight Association tariffs from New York, interior eastern 
 points, and Buffalo-Pittsburg territory to southern points are issued by Chair¬ 
 man E. H. Hinton, of the Southeastern Freight Association, and copies filed 
 with the Interstate Commerce Commission by him ; in addition to which we 
 likewise file copy under our Interstate Commerce Commission number. 
 
 In our own local rates there are no cases in which a greater charge is made 
 for an intermediate haul than for a longer haul over the same line and in the 
 same direction on the same class of traffic. 
 
 You will observe that the through freight tariffs on practically all of our 
 through traffic are compiled, published, and filed with the Interstate Commerce 
 Commission by the officials having charge of the issuance of such tariffs as 
 are enumerated above, and we respectfully refer you to them for any specific 
 information you may desire as to the rates or changes therein. 
 
 Trusting that the information given above satisfactorily answers your inquiry, 
 I beg to remain, 
 
 Very truly, yours, H. B. Walker, 
 
 Vice-President and Traffic Manager . 
 
 Hon. S. B. Elkins, 
 
 Committee on Interstate Commerce , 
 
 Washington, I). C. 
 
406 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 OREGON RAILWAY AND NAVIGATION COMPANY. 
 
 Dear Sir : I beg to acknowledge receipt of your letter of October 20, requesting in¬ 
 formation in regard to the interstate freight and passenger rates which are in effect upon 
 this company’s lines. 
 
 I take pleasure in giving you below a full statement in regard to the matter : 
 
 Passenger rates. —All of our interstate passenger rates, both local and through, are 
 strictly in conformity with the interstate law, there being no rates in effect higher than 
 those to or from more distant points in the same direction. 
 
 Freight rates. —So far as the lines owned and operated by the Oregon Railway and 
 Navigation Company alone are concerned the interstate rates are in strict conformity 
 with the law. 
 
 In connection with the Union Facific Railway and the Northern Pacific Railway, with 
 which our lines form through transportation routes between eastern terminals and the 
 Pacific coast, we are parties to tariffs which make lower rates between such terminal 
 points than between intermediate points. 
 
 I append hereto copies of these tariffs, etc., which, for the sake of reference, are let¬ 
 tered in alphabetical order, and give such explanations as I think will clearly set forth 
 the use made of each one. 
 
 A. Pacific coast tariff, west hound, No. if .—This tariff gives the rate on all west-bound 
 through business from eastern terminals to Pacific coast terminals. 
 
 B. Pacific coast classification, west hound, No. 2. —This is the classification governing 
 west-bound through business, and is used in connection with tariff marked “A.” 
 
 C. Pacific coast tariff, east hound, No. 5. —This tariff gives the rate on east-bound 
 through business from Pacific coast terminals to eastern terminals. 
 
 D. Pacific coast classification, east hound. No. 2. —This classification applies to all east- 
 bound through freight, and is used in connection with tariff marked “ C.” 
 
 E. Pacific coast tariff. No. l, east and ivest hound. —This tariff is used as per explana¬ 
 tion below regarding freight tariff marked “ F.” 
 
 F. Oregon Railway and Navigation Company, local freight tariff {reprint), No. 2h2 .— 
 This tariff is used iu connection with tariff marked “A” in making a through rate from 
 eastern terminals to interior local stations on the Oregon Railway and Navigation Com¬ 
 pany’s lines. The through rates to such local points are made by adding the local rates 
 from Portland to such points to the through rate from eastern terminals to Portland ; 
 but in case the rates thus obtained are higher than those given in the tariff lettered 
 “ F ” the rates as given in the latter will apply. To illustrate : The rate on furs from 
 New York to Portland, as given in tariff marked “A,” would be $3 per 100 pounds. 
 The rate on furs from New York to Pendleton (in point 231 miles east of Portland, 
 as shown on tariff marked “E”) would be the sum of the New York-Portland rate, $3, 
 and the rate from Portland to Pendleton, which is $1.10 per 100 pounds, thus making 
 the rate from New York to Pendleton $4.10 per 100 pounds. But if this rate were more 
 than the first-class rate on tariff lettered “ F,” then the rate as given by the latter would 
 apply. 
 
 This latter restriction is in conformity with the order of the Interstate Commission 
 dated April 23, 1887, allowing transcontinental lines to make lower rates on through 
 business between eastern and western terminals than on business originating at or des¬ 
 tined to interior points, with the restriction that the rates charged for interior business 
 should not be greater than the rates in effect prior to April 20, 1887 (which rates are 
 given in tariff marked “E”). 
 
 This order is, of course, no longer in effect, but we are restricting our interior rates in 
 conformity with its requirements. 
 
 Our through east-bound rates to eastern terminals from interior points on our lines 
 are made up by adding local rate back to Portland to the through rate from Portland to 
 eastern terminals, as per tariff “ C.” 
 
 In no case do either our east-bound or west-bound rates between interior points and 
 eastern terminals exceed the sum of the through rate between Portland and eastern 
 terminals and the local rate between Portland and such interior points. 
 
 G. Joint tariff Northern Pacific Railway Company and Oregon Railway and Navigation 
 Company {Oregon Railway and Navigation, No. 203), between Portland and San Francisco 
 and points between Missoula and Mandan, inclusive. —This tariff is in strict conformity 
 with the interstate laws, excepting so far as it compares with through rates between 
 eastern and western terminals. In some instances rates of this tariff are higher than 
 through rates. 
 
 H. Joint tariff between the Northern Pacific Railway Company and Oregon Railway 
 and Navigation Company between Portland, Oregon, and stations east of Wallula Junc¬ 
 tion, to and including De Smet, Mont. —Same explanation applied to this as to tariff “ G.” 
 
 I. Joint through tariff between Portland, Oregon, and all points on Oregon Short Line, 
 Utah, and Northern and Montana Union railways, Utah Central Railway, Ogden and 
 Spanish Fork, inclusive, and all points on the Northern Pacific Railway, Garrison to 
 Helena, inclusive. —Same explanation applies to this as to tariff “ G.” 
 
 J. Joint through freight tariff between Portland, Oregon, and all points on the Union 
 Pacific system east of Ogden, in Utah, Wyoming, Nebraska, Kansas, and all points on the 
 Denver, Pacific and Kansas division in Colorado, and all points on the St. Joseph and 
 Grand Island Railroad. —Same explanation applies to this as to tariff “ G.” 
 
 In consequence of the fact that Portland is a seaport city and that through business to 
 this point is subject to severe competition with water routes and the Canadian Pacific 
 Railway, the circumstances and conditions of the tariff are entirely dissimilar from those 
 governing business to the interior and the through rates between eastern and western 
 terminals are, for this reason, placed on a different basis from rates to and from the in¬ 
 terior. 
 
 Very respectfully, yours, W. H. Holcomb, 
 
 General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor interstate Commerce Commission, Washington, D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 407 
 
 THE OREGON RAILROAD AND NAVIGATION COMPANY AND SOUTHERN PACIFIC 
 
 COMPANY—LINES IN OREGON. 
 
 Chicago, III., October 20,1905. 
 
 Dear Sir : In reply to your letter without date, inclosing copy of communi¬ 
 cation addressed to the auditor of the Interstate Commerce Commission in 
 3887 by Mr. W. H. Holcomb, general manager of the Oregon Railroad and Navi¬ 
 gation Company. The conditions as stated in that communication are the same 
 now as then, except that a very material reduction in the rates, generally speak¬ 
 ing, has been made. Considering the several tariffs specifically mentioned by 
 Mr. Holcomb, I would advise as follows concerning the rates named therein 
 and as compared with existing rates, taking the class and a few commodity 
 rates as representative examples : 
 
 Pacific coast tariff, west bound, No. It, 1S87. —This tariff applied from the Mis¬ 
 souri River and east thereof to Pacific coast terminals. Having no copy of the 
 tariff at hand, a comparison of the existing rates is made with the tariff which 
 superseded it, effective January 1, 1889. 
 
 Class rates, west bound, to Pacific coast terminals. 
 
 From — 
 
 1 . 
 
 2 . 
 
 3 . 
 
 4 . 
 
 5 . 
 
 A. 
 
 B. 
 
 C. 
 
 D . 
 
 E. 
 
 Reduc¬ 
 
 tion. 
 
 New York: 
 
 January 1,1889 . 
 
 4.20 
 
 3.70 
 
 2.95 
 
 2.30 
 
 2.00 
 
 2.00 
 
 1.80 
 
 1.45 
 
 1.30 
 
 1.20 
 
 Per cent 
 
 J - 25 
 
 Present. 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 Pittsburg: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889 _ 
 
 4.00 
 
 3.50 
 
 2.80 
 
 2.20 
 
 1.95 
 
 1.95 
 
 1.75 
 
 1.40 
 
 1.25 
 
 1.15 
 
 } 22 
 
 Present.... 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 Cincinnati: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1 , 1889 ... 
 
 3.95 
 
 3.45 
 
 2.75 
 
 2.15 
 
 1.90 
 
 1.95 
 
 1.75 
 
 1.40 
 
 1.25 
 
 1.15 
 
 } 21 
 
 Present. 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 Chicago: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1 , 1889 .. 
 
 3.90 
 
 3.40 
 
 2.70 
 
 2.10 
 
 1.85 
 
 1.90 
 
 1.70 
 
 1.35 
 
 1.20 
 
 1.10 
 
 } 20 
 
 Present. 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 Mississippi River: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889 . . 
 
 3.70 
 
 3.20 
 
 2.60 
 
 2.05 
 
 1.80 
 
 1.82 
 
 1.63 
 
 1.30 
 
 1.15 
 
 1.05 
 
 } 16 
 
 Present. 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 Missouri River: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889 . 
 
 3.50 
 
 3.00 
 
 2.50 
 
 2.00 
 
 1.75 
 
 1.75 
 
 1.55 
 
 1.25 
 
 1.10 
 
 1.00 
 
 } 12 
 
 Present...... 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.65 
 
 1.60 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 The average reduction in rates from the above points is 19.3 per cent. 
 
 Commodity rates, west bound, to Pacific coast terminals. 
 
 
 Missouri 
 
 River. 
 
 Mississippi 
 
 River. 
 
 Chicago. 
 
 Cincin¬ 
 
 nati. 
 
 Pittsburg. 
 
 New 
 
 York. 
 
 Canned goods: 
 
 
 
 
 
 
 
 January 1,1889 . 
 
 0.99 
 
 1.06 
 
 1.10 
 
 1.15 
 
 1.15 
 
 1.20 
 
 Present.. 
 
 .90 
 
 .95 
 
 .95 
 
 1.00 
 
 1.00 
 
 1.00 
 
 Reduction_per cent.. 
 
 10 
 
 10 
 
 14 
 
 13 
 
 13 
 
 17 
 
 Roasted coffee: 
 
 
 
 
 
 
 
 January 1,1889 _ 
 
 1.17 
 
 1.25 
 
 1.30 
 
 1.40 
 
 1.43 
 
 1.50 
 
 Present.. 
 
 .90 
 
 .90 
 
 .90 
 
 .95 
 
 1.00 
 
 1.10 
 
 Reduction_per cent.. 
 
 23 
 
 28 
 
 31 
 
 32 
 
 31 
 
 27 
 
 Hardware: 
 
 
 
 
 
 
 
 January 1,1889. 
 
 1.76 
 
 1.87 
 
 1.95 
 
 2.00 
 
 2.05 
 
 2.15 
 
 Present_ 
 
 1.25 
 
 1.25 
 
 1.25 
 
 1.25 
 
 1.25 
 
 1.25 
 
 Reduction_per cent.. 
 
 29 
 
 33 
 
 36 
 
 37 
 
 39 
 
 42 
 
 Bar iron: 
 
 
 
 
 
 
 
 January 1,1889 .. 
 
 .99 
 
 1.06 
 
 1.10 
 
 1.15 
 
 1.15 
 
 1.20 
 
 Present. 
 
 .75 
 
 .75 
 
 .75 
 
 .75 
 
 .75 
 
 .75 
 
 Reduction_per cent.. 
 
 24 
 
 29 
 
 32 
 
 &5 
 
 35 
 
 37 
 
 Soap: 
 
 
 
 
 
 
 
 January 1,1889 __ 
 
 .99 
 
 1.06 
 
 1.10 
 
 1.15 
 
 1.15 
 
 1.20 
 
 Present.... 
 
 .75 
 
 .75 
 
 .75 
 
 .75 
 
 . 75 
 
 .75 
 
 Reduction_per cent.. 
 
 24 
 
 29 
 
 32 
 
 35 
 
 35 
 
 37 
 
 Barbed wire: 
 
 
 
 
 
 
 
 Januarv 1,1889 .. 
 
 .99 
 
 1.06 
 
 1.10 
 
 1.15 
 
 1.15 
 
 1.20 
 
 Present. 
 
 .65 
 
 .155 
 
 . 65 
 
 .80 
 
 .80 
 
 .80 
 
 Reduction_per cent.. 
 
 34 
 
 39 
 
 41 
 
 30 
 
 30 
 
 33 
 
 Average reduction in per 
 
 
 
 
 
 
 
 cent has been. 
 
 23 
 
 27 
 
 30 
 
 30 
 
 30 
 
 32 
 
408 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 These reductions have been occasioned as result of a number of causes, viz: 
 
 First. Competition of sea carriers operating from the Atlantic seaboard to the 
 Pacific coast. 
 
 Second. Competition between rail carriers. 
 
 Third. Downward tendency of rates, occasioned by changed conditions and 
 increased volume of tonnage. 
 
 “ Pacific coast ” classification No. 2 has since been discontinued, and “ west¬ 
 ern ” classification adopted in lieu thereof. Why this was done I do not know, 
 unless a desire on part of the carriers to adopt one classification for the purpose 
 of uniformity and convenience. 
 
 Pacific coast tariff eastbound No. 5. —This tariff applied from Pacific coast 
 terminals to the Missouri River and beyond. Having no copy of the tariff at 
 hand, a comparison of the existing rates is made with the tariff which super¬ 
 seded it, effective January 1, 1889. 
 
 Class rates, east bound, from Pacific coast terminals. 
 
 To— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Reduc¬ 
 
 tion. 
 
 Missouri River: 
 
 January 1,1889. 
 
 3.50 
 
 3.00 
 
 2.50 
 
 2.00 
 
 1.75 
 
 1.75 
 
 1.55 
 
 1.25 
 
 1.10 
 
 1.00 
 
 Per cent. 
 } 12 
 
 Present.. 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.80 
 
 1.60 
 
 1.60 
 
 1.40 
 
 1.10 
 
 .95 
 
 . 85 
 
 Mississippi River: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889.. 
 
 3.70 
 
 3.20 
 
 2.60 
 
 2.05 
 
 1.80 
 
 1.82 
 
 1.63 
 
 1.30 
 
 1.15 
 
 1.05 
 
 } 12 
 
 Present... 
 
 3.20 
 
 2.80 
 
 2.30 
 
 1.85 
 
 1.65 
 
 1.67 
 
 1.48 
 
 1.15 
 
 1.00 
 
 .90 
 
 Chicago: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889__ 
 
 3.90 
 
 3.40 
 
 2.70 
 
 2.10 
 
 1.85 
 
 1.90 
 
 1.70 
 
 1.35 
 
 1.20 
 
 1.10 
 
 } 
 
 Present__ 
 
 3.40 
 
 3.00 
 
 2.40 
 
 1.90 
 
 1.70 
 
 1.75 
 
 1.55 
 
 1.20 
 
 1.05 
 
 .95 
 
 Cincinnati: 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889.. 
 
 3.95 
 
 3.45 
 
 2.75 
 
 2.15 
 
 1.90 
 
 1.95 
 
 1.75 
 
 1.40 
 
 1.25 
 
 1.15 
 
 } 11 
 
 Present... 
 
 3.45 
 
 3.05 
 
 2.45 
 
 1.95 
 
 1.75 
 
 1.80 
 
 1.60 
 
 1.25 
 
 1.10 
 
 1.00 
 
 Pittsburg: 
 
 
 
 
 
 
 1.95 
 
 1.75 
 
 
 
 
 
 January 1,1889.... 
 
 4.00 
 
 3.50 
 
 2.80 
 
 2.20 
 
 1.95 
 
 1.40 
 
 1.25 
 
 1.15 
 
 } 11 
 
 Present. 
 
 3.50 
 
 3.10 
 
 2.50 
 
 2.00 
 
 1.80 
 
 1.80 
 
 1.60 
 
 1.25 
 
 1.10 
 
 1.00 
 
 New York: • 
 
 
 
 
 
 
 
 
 
 
 
 
 January 1,1889.. 
 
 4.20 
 
 3.70 
 
 2.95 
 
 2.30 
 
 2.00 
 
 2.00 
 
 1.80 
 
 1.45 
 
 1.30 
 
 1.20 
 
 } 10 
 
 Present... 
 
 3.70 
 
 3.30 
 
 2.65 
 
 2.10 
 
 1.85 
 
 1.85 
 
 1.65 
 
 1.30 
 
 1.15 
 
 1.05 
 
 Average percentage reduction in the above rates has been 11 per cent. 
 
 Commodity rates, east bound, from Pacific coast terminals. 
 
 
 Missouri 
 
 River. 
 
 Mississippi 
 
 River. 
 
 Chicago. 
 
 Cincin¬ 
 
 nati. 
 
 Pittsburg. 
 
 New York. 
 
 Canned goods: 
 
 
 
 
 
 
 
 January 1,1889 .. 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present .. _. 
 
 .75 
 
 .75 
 
 .75 
 
 .75 
 
 . 75 
 
 .75 
 
 Reduction, per cent_ 
 
 32 
 
 32 
 
 32 
 
 32 
 
 32 
 
 32 
 
 Dried fruit (in boxes): 
 
 
 
 
 
 
 
 January 1,1889. 
 
 1.40 
 
 1.40 
 
 1.40 
 
 1.40 
 
 1.40 
 
 1.40 
 
 Present... 
 
 1.00 
 
 1.00 
 
 1.00 
 
 1.00 
 
 1.00 
 
 1.00 
 
 Reduction, per cent_ 
 
 28 
 
 28 
 
 28 
 
 28 
 
 28 
 
 28 
 
 Dried fruit (in sacks): 
 
 
 
 
 
 
 
 January 1,1889 -. 
 
 1.40 
 
 1.40 
 
 1.40 
 
 1.40 
 
 1.40 
 
 1.40 
 
 Present.. 
 
 1.20 
 
 1.20 
 
 1.20 
 
 1.20 
 
 1.20 
 
 1.20 
 
 Reduction, per cent .... 
 
 14 
 
 14 
 
 14 
 
 14 
 
 14 
 
 14 
 
 Average percentage reduction for the above commodities, 26.5 per cent. 
 
 These changes were due to the same causes as mentioned in connection with 
 west-bound rates, above referred to. 
 
 Pacific coast tariff No. 1, east and west bound. —This tariff has since been 
 discontinued, but the general basis of arriving at rates to and from interior 
 local stations on the Oregon Railroad and Navigation Company’s lines and 
 points on and east of the Missouri River remains the same, namely, by adding 
 to or from the rates applying at North Pacific coast terminals the local rates 
 between point of origin or destination on the Oregon Railroad and Navigation 
 Company’s lines and Pacific coast terminals, except that the rates thus formed 
 are the maximum rates to be charged. In many instances the through rates 
 between interior local stations on the Navigation Company’s lines and points on 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 409 
 
 and east >of the Missouri River are less than the combined local rates and the 
 rates to or from the terminal points. In making rates to and from Pacific 
 coast terminals and the Atlantic seaboard and territory west thereof, the rail 
 lines are governed by the competition of sea carriers. This competition does 
 not exist to the same extent at interior points, and therefore the rates to and 
 from these interior points on the Pacific coast are in many instances higher than 
 the terminal points. 
 
 Taking Spokane, Wash., an interior point, as an example, the following com¬ 
 parison is made: 
 
 Between eastern points and Spokane. 
 
 CLASS RATES. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Reduc¬ 
 
 tion. 
 
 Missouri River: 
 
 Januarv 8,1890. 
 
 3.50 
 
 3.00 
 
 2.50 
 
 2.00 
 
 1.75 
 
 1.75 
 
 1.55 
 
 1.25 
 
 1.10 
 
 0.90 
 
 Per cent. 
 } 13 
 
 Present.. 
 
 3.00 
 
 2.60 
 
 2.20 
 
 1.90 
 
 1.50 
 
 1.45 
 
 1.25 
 
 1.10 
 
 .95 
 
 . 85 
 
 Mississippi River: 
 
 October 1,1890. 
 
 Present. 
 
 3.70 
 3.60 
 
 3.20 
 
 3.05 
 
 2.60 
 2.55 
 
 2.05 
 
 2.05 
 
 1.80 
 
 1.70 
 
 L82 
 
 1.65 
 
 1.63 
 
 1.45 
 
 1.30 
 
 1.27 
 
 1.15 
 
 1.05 
 
 1.00 
 
 .96 
 
 } 5 
 
 Chicago: 
 
 October 1,1890_ _. 
 
 3.90 
 
 3.40 
 
 2.70 
 
 2.10 
 
 1.85 
 
 1.90 
 
 1.70 
 
 1.35 
 
 1.20 
 
 1.00 
 
 
 Present. 
 
 3.60 
 
 3.10 
 
 2.60 
 
 2.10 
 
 1.70 
 
 1.70 
 
 1.45 
 
 1.27 
 
 1.09 
 
 .98 
 
 } 7 
 
 
 
 Average reduction, 8 per cent 
 
 COMMMODITIES, WEST BOUND. 
 
 From— 
 
 Canned 
 
 goods. 
 
 Soap. 
 
 Agricul¬ 
 tural im¬ 
 plements. 
 
 Machin¬ 
 
 ery. 
 
 Bar iron. 
 
 Barbed 
 
 wire. 
 
 Missouri River: 
 
 
 
 
 
 
 
 January 8,1890_ 
 
 1.75 
 
 1.75 
 
 1.75 
 
 1.75 
 
 1.75 
 
 1.75 
 
 Present. 
 
 1.30 
 
 1.20 
 
 1.45 
 
 1.30 
 
 1.00 
 
 1.00 
 
 Reduction_per cent.. 
 
 Average reduction, 31 
 per cent. 
 
 Mississippi River: 
 
 26 
 
 32 
 
 18 
 
 26 
 
 43 
 
 43 
 
 October 1,1890_ 
 
 1.80 
 
 1.75 
 
 1.82 
 
 1.82 
 
 1.80 
 
 1.80 
 
 Present.... 
 
 1.35 
 
 1.23 
 
 1.62 
 
 1.40 
 
 1.10 
 
 1.10 
 
 Reduction_per cent.. 
 
 Average reduction, 28 
 per cent. 
 
 Chicago: 
 
 25 
 
 30 
 
 11 
 
 24 
 
 39 
 
 39 
 
 October 1,1890__ 
 
 1.85 
 
 1.75 
 
 1.90 
 
 1.90 
 
 1.85 
 
 1.85 
 
 Present.__ 
 
 1.35 
 
 1.23 
 
 1.65 
 
 1.40 
 
 1.10 
 
 1.10 
 
 Reduction_per cent.. 
 
 Average reduction, 29 
 per cent. 
 
 25 
 
 30 
 
 13 
 
 26 
 
 41 
 
 41 
 
 These reductions have been brought about as result of reductions made to 
 and from the terminal points, competition between the carriers and between 
 localities, and downward tendency of freight rates. 
 
 Joint tariff No. 203, between Portland and San Francisco, and pomts between 
 Missoula and Mandan. —A comparison with existing rates follows: 
 
 Portland to Montana common points. 
 
 CLASS RATES. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Increase. 
 
 December 12,1887. 
 
 Present... 
 
 2.35 
 
 2.50 
 
 2.00 
 2.15 
 
 1.75 
 
 1.75 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 1.25 
 
 1.15 
 
 1.00 
 
 1.00 
 
 0.90 
 
 .90 
 
 0.80 
 
 .75 
 
 0.70 
 
 .65 
 
 Per cent. 
 } 0.4 
 
 
410 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Portland to Montana common points — Continued. 
 
 COMMODITY RATES. 
 
 
 December 
 
 12,1887. 
 
 Present. 
 
 Reduction. 
 
 • 
 
 Canned goods...... 
 
 1.30 
 
 1.10 
 
 Per cent. 
 
 15 
 
 Canned salmon...... 
 
 1.30 
 
 1.10 
 
 15 
 
 Dried fruit (in boxes). 
 
 1.50 
 
 1.00 
 
 33 
 
 Dried fruit (in sacks). 
 
 1.50 
 
 1.20 
 
 20 
 
 Hops .... 
 
 2.00 
 
 2.00 
 
 (<*) 
 
 
 “ No change. 
 
 Average reduction, commodity rates, 17 per cent. 
 
 The advance in class rates between Portland and Montana common points is 
 but nominal, amounting to only four-tenths of 1 per cent. The reduction in the 
 commodity rates was brought about as the result of competition between the 
 carriers and between localities. 
 
 Joint tariff between Portland, Oreg., and stations east of Wallula to and 
 
 including Desmet, Mont. 
 
 FROM PORTLAND TO DESMET, MONT. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Reduc¬ 
 
 tion. 
 
 April 5,1887. 
 
 Present. 
 
 2.95 
 
 2.40 
 
 2.45 
 
 2.05 
 
 2.00 
 
 1.65 
 
 1.75 
 
 1.40 
 
 2.22 
 
 1.20 
 
 1.50 
 
 1.10 
 
 1.35 
 
 .95 
 
 1.15 
 
 .85 
 
 0.90 
 
 .70 
 
 0.80 
 
 .60 
 
 Per cent. 
 }' 81 
 
 FROM PORTLAND, OREG., TO MANDAN, N. DAK. 
 
 October 5,1887 . 
 
 Present. 
 
 3.97 
 
 3.00 
 
 3.47 
 
 2.60 
 
 2.97 
 
 2.20 
 
 2.47 
 1.80 
 
 3.22 
 
 1.60 
 
 2.07 
 
 1.60 
 
 1.72 
 
 1.40 
 
 1.37 
 
 1.10 
 
 1.07 
 
 .95 
 
 0.97 
 
 .85 
 
 Per cent. 
 } 23 
 
 
 These changes were occasioned by a general reduction in rates to the territory 
 mentioned. 
 
 Joint tariff between Portland and all points on Oregon Short Line, TJtah and 
 Northern and Montana Railways, Utah Central Railway, Ogden and Spanish 
 Fork, inclusive, and all points on the Northern Pacific Railway, Garrison to 
 Helena, inclusive. 
 
 CLASS RATES. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Reduc¬ 
 
 tion. 
 
 Ontario, Oreg.: 
 
 December 12,1887. 
 
 Present. 
 
 1.90 
 
 1.40 
 
 1.70 
 
 1.30 
 
 1.50 
 
 1.15 
 
 1.30 
 
 1.08 
 
 1.10 
 
 .82 
 
 1.10 
 
 .77 
 
 0.85 
 .64 
 
 0.65 
 
 .58 
 
 0.64 
 
 .46 
 
 0.56 
 
 .34 
 
 Per cent. 
 
 1 25 
 
 i 
 
 } 21 
 
 Nampa, Idaho: 
 
 December 12,1887 . 
 
 2.00 
 
 1.70 
 
 1.50 
 
 1.30 
 
 1.10 
 
 1.10 
 
 . 85 
 
 .71 
 
 .65 
 
 . 56 
 
 Present. 
 
 1.48 
 
 1.37 
 
 1.20 
 
 1.17 
 
 .90 
 
 .80 
 
 . 65 
 
 .60 
 
 .50 
 
 .38 
 
 Mountain Home: 
 
 December 12, 1887 . 
 
 2.00 
 
 1.70 
 
 1.50 
 
 1.30 
 
 1.10 
 
 1.10 
 
 .85 
 
 . i L 
 
 . 65 
 
 .56 
 
 
 Present. 
 
 2.01 
 
 1.85 
 
 1.53 
 
 1.32 
 
 1.09 
 
 .94 
 
 .79 
 
 .64 
 
 . 54 
 
 .41 
 
 / 4 
 
 Pocatello: 
 
 December 12,1887 . 
 
 2.00 
 
 1.70 
 
 1.50 
 
 1.30 
 
 1.10 
 
 1.10 
 
 . 85 
 
 .77 
 
 . 65 
 
 .56 
 
 1 0 
 
 Present, 
 
 2.13 
 
 1.89 
 
 1.53 
 
 1.32 
 
 1.09 
 
 .94 
 
 .79 
 
 .64 
 
 .53 
 
 .43 
 
 r 2 
 
 
 
 ) 
 
 Average percentage reduction, 13 per cent. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 411 
 
 Joint tariff between Portland and all points on Oregon Short Line, etc .— Cont’d. 
 
 COMMODITY RATES. 
 
 From Portland. 
 
 • 
 
 
 Ontario. 
 
 Nampa. 
 
 Mountain 
 
 Home. 
 
 Pocatello. 
 
 Canned goods: 
 
 
 
 
 
 
 December 12, 1887.. 
 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present____ 
 
 
 .82 
 
 .90 
 
 1.09 
 
 .75 
 
 Reduction. 
 
 _per cent.. 
 
 25 
 
 18 
 
 1 
 
 32 
 
 Sugar: 
 
 
 
 
 
 December 12, 1887. 
 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present...... 
 
 
 .82 
 
 .90 
 
 1.09 
 
 1.09 
 
 Reduction.. 
 
 _per cent.. 
 
 25 
 
 18 
 
 1 
 
 1 
 
 Soap: 
 
 December 12, 1887. 
 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present.... 
 
 
 .82 
 
 .82 
 
 .82 
 
 .82 
 
 Reduction. .... 
 
 _per cent.. 
 
 25 
 
 25 
 
 25 
 
 25 
 
 Agricultural implements: 
 
 
 
 
 
 December 12, 1887. 
 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present.... 
 
 
 .77 
 
 .80 
 
 .94 
 
 .94 
 
 Reduction... 
 
 _per cent.. 
 
 30 
 
 27 
 
 15 
 
 15 
 
 Bar iron: 
 
 
 
 
 
 December 12,1887 ... 
 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present. 
 
 
 .82 
 
 .90 
 
 1.09 
 
 • 97| 
 
 Reduction___ 
 
 _per cent.. 
 
 25 
 
 18 
 
 1 
 
 11 
 
 Barb wire: 
 
 
 
 
 
 December 12, 1887 .... 
 
 
 1.10 
 
 1.10 
 
 1.10 
 
 1.10 
 
 Present____ 
 
 
 .82 
 
 .90 
 
 1.09 
 
 .971 
 
 Reduction... 
 
 _per cent.. 
 
 25 
 
 18 
 
 1 
 
 11 
 
 Average reduction.. . 
 
 ..do_ 
 
 26 
 
 20 
 
 7 
 
 16 
 
 Total average reduction, 17 per cent. 
 
 Portland to Salt Lake City (Utah common points). 
 
 CLASS RATES. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Reduc¬ 
 
 tion. 
 
 October 15,1887. 
 
 Present.. 
 
 2.57 
 
 1.75 
 
 2.14 
 1.50 
 
 1.71 
 
 1.25 
 
 1.33 
 
 1.07 
 
 1.28 
 
 .85 
 
 1.28 
 
 .81 
 
 1.15 
 
 .70 
 
 0.94 
 .64 
 
 0.68 
 
 .53 
 
 0.68 
 .465 
 
 Per cent. 
 } 30 
 
 
 
 COMMODITY RATES FROM PORTLAND. 
 
 
 Oct. 15,1887. 
 
 Present. 
 
 Reduction. 
 
 Canned goods_______ 
 
 1.28 
 
 1.00 
 
 Per cent. 
 
 22 
 
 Canned salmon..... 
 
 1.28 
 
 .885 
 
 31 
 
 Dried fruit (in boxes).... 
 
 1.33 
 
 1.00 
 
 25 
 
 Dried fruit (in sacks). 
 
 1.33 
 
 1.07 
 
 20 
 
 Hops________ 
 
 2.14 
 
 1.07 
 
 50 
 
 
 Average reduction commodity rates, 26 per cent. 
 
 ✓ 
 
 These reductions have been occasioned as the result of competition between 
 the carriers and between localities and the downward tendency of freight rates. 
 
 Joint through freight tariff between Portland and all points on Union Pacific 
 system east of Ogden in Utah, Wyoming, Nebraska, and Kansas, etc. 
 
 CLASS RATES, PORTLAND TO COLORADO COMMON POINTS. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Increase. 
 
 December 20,1887. 
 
 2.45 
 
 3.00 
 
 2.65 
 
 2.60 
 
 1.55 
 
 1.90 
 
 1.30 
 
 1.55 
 
 1.10 
 
 1.30 
 
 1.20 
 
 1.40 
 
 0.95 
 
 1.20 
 
 0.77 
 .95 
 
 0.65 
 .85 
 
 0.56 
 
 .80 
 
 Per cent. 
 } 20 
 
 Present. 
 
 
412 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Joint through freight tariff between Portland and all points on Union Pacific 
 system east of Ogden in Utah , Wyoming, Nebraska, and Kansas, etc. —Cont’d. 
 
 COMMODITY RATES FROM PORTLAND. 
 
 
 Feb. 14,1888. 
 
 Prqgent. 
 
 Reduction. 
 
 Canned salmon....._ _... 
 
 1.25 
 
 0.75 
 
 Per cent. 
 
 40 
 
 Canned goods. ...... 
 
 1.25 
 
 . 75 
 
 40 
 
 Dried fruit in (boxes)..... 
 
 1.50 
 
 1.00 
 
 33 
 
 Dried fruit in (sacks)...... 
 
 1.50 
 
 1.20 
 
 20 
 
 Hops_______ 
 
 2.00 
 
 2.00 
 
 ( a ) 
 
 
 “ No change. 
 
 Average reduction, 27 per cent. 
 
 Increase in the class rates between Portland and Colorado common points 
 was result of lining up the rates with the rates from other territories, the 
 reductions being occasioned as result of competition between the carriers and 
 between localities and the downward tendency of freight rates. 
 
 In response to your inquiry for typical instances where greater charges for 
 intermediate than for longer hauls over the same line and in the same direction 
 are made, I would advise as follows: 
 
 Canned goods: New York to Portland, Oreg., $1 per 100 pounds; New York to 
 Pendleton, Oreg., $1.48 per 100 pounds. 
 
 This refers to a route comprising several carriers operating wholly by rail and 
 as a through line. The rate from New York to Portland is the result of water 
 competition via Cape Horn and the Isthmus of Panama, which competition does 
 not exist to the same extent at Pendleton; yet the rate from New York to 
 Pendleton is lower that the rate from New York to Portland plus the rate 
 from Portland to Pendleton, the latter being 55 cents per 100 pounds. 
 
 Canned goods: Payette, Idaho, to Portland, Oreg., 40 cents per 100 pounds * 
 Payette, Idaho, to The Dalles, Oreg., 50 cents per 100 pounds. 
 
 Transportation from Payette, Idaho, to Portland is by two carriers, wholly 
 by rail, and operating as a through line. The rate to Portland is made for the 
 purpose of enabling the Payette packers to compete with the packers in Cali¬ 
 fornia, the rate from California to Portland being relatively low and subject to 
 the competition of sea carriers. Rate from California to The Dalles, Oreg., is 
 10 cents per 100 pounds higher than to Portland, and the same arbitrary is 
 added to the Portland rate in arriving at the through rate from Payette, Idaho, 
 to The Dalles. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 Portland to Connell, Wash.... 
 
 1.18 
 
 1.06 
 
 0.89 
 
 0.79 
 
 Portland to Lacrosse... .. 
 
 1.25 
 
 1.10 
 
 .90 
 
 .80 
 
 
 Lacrosse, Wash., is intermediate to Connell, and reached only by the 
 Oregon Railroad and Navigation Company. Distance, Portland to Connell, 361 
 miles; to Lacrosse, 308 miles. (This covers transportation by a single carrier 
 via an all-rail route.) Connell, Wash., is a point served by both the Oregon 
 Railroad and Navigation Company and Northern Pacific Railroad. Distance 
 from Seattle, Wash., to Connell, Wash., via Northern Pacific Railroad, 290 
 miles. In order to place Portland shippers on an equality with Seattle shippers, 
 the Oregon Railroad and Navigation Company makes the same rate from Port¬ 
 land to Connell as the Northern Pacific Railroad makes from Seattle to Con¬ 
 nell. A higher rate from Portland to Connell than from Seattle to Connell 
 would prevent the Portland shippers from doing any business at Connell. 
 
 Coal: Rock Springs, Wyo., to Portland, Oreg., $4 per ton; Rock Springs, 
 Wyo., to Pendleton, Oreg., $4.25 per ton. 
 
 This covers transportation by three carriers over an all-rail route, and 
 operating as a through line. The lower rate from Rock Springs to Portland 
 than to Pendleton is made for the purpose of meeting the competition of coal 
 shipped from Roslyn, Wash., to Portland, Oreg., via a competing line with a 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 413 
 
 .shorter haul, and also to compete with coal shipped to Portland by vessel, 
 which competition does not exist to the same extent at Pendleton, Oreg. 
 
 Yours, truly, 
 
 R. B. Miller, 
 General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 Senate of the United States , Washington, D. C. 
 
 PENNSYLVANIA RAILROAD COMPANY. 
 
 Philadelphia, November 12, 1887. 
 
 Dear Sir : In response to the inquiry contained in your circular of October 20, 1887, 
 I have to say that there are no points upon the railroad of this company, or upon any 
 railroad operated by this company, under lease or otherwise, to or from which this com¬ 
 pany has made interstate rates, for passengers or freight, either alone or in combination 
 with other roads, greater than the rates to or from more distant points in the same direc¬ 
 tion over the same line. 
 
 Yours, truly, 
 
 Frank Thomson, 
 
 . . Second Vice-President. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission. 
 
 ALLEGHENY VALLEY RAILROAD. a 
 
 Dear Sir : I have your circular of October 20 in regard to the rates to and from inter¬ 
 state points, and in reply w.ould say that the Allegheny Valley Railroad is a corpora¬ 
 tion wholly within the State of Pennsylvania, and therefore the only interstate rates 
 that we have are made by reason of our connections with other lines. 
 
 The rates in force and issued by this company are all made to conform with the pro¬ 
 visions of the interstate-commerce act as understood by us, viz, that in no case shall 
 a higher rate be charged for a short haul than for a long haul, and to our best knowledge 
 there is no deviation from this rule, except one case, of which I advised you under date 
 of May 21, 1887. The circumstances governing this case are as follows : 
 
 In November or December, last year, before the interstate-commerce hill was agitated 
 or came under discussion, an agreement was made with Galusba A. Grow, owner of 
 Brady’s Bend Mining Company, agreeing to a rate of 85 cents per ton on 120,000 tons of 
 coal to be shipped in cars furnished by the Grand Trunk Railway of Canada to that com¬ 
 pany for its supply purposes, same to be in effect from May 1, 1887, to May 1, 1888. Aft¬ 
 erwards, when the interstate-commerce bill was passed and all rates were revised, it 
 was arranged between this company and its connections and with competing roads that 
 the rate on coal, dating from April 16, 1887, should be $1.15 per ton (reduced June 1 
 to $1.10 per ton) to Buffalo, and at this rate all coal has been charged since that date. 
 Mr. Grow, in addition to the coal shipped to Buffalo for the Grand Trunk supply at 85 
 cents per ton. has shipped considerable coal to Buffalo for miscellaneous trade, on which 
 he has paid $1.10 per ton, but the other mines in the neighborhood of his mine have all 
 been charged on a basis of $1.10 per ton. There are three mines north of Mr. Grow’s 
 mine that ship coal to Buffalo, and are charged at the rate of $1.10 per ton, while we are 
 carrying out the agreement made with Mr. Grow on the basis of 85 cents ; but we have 
 taken the position that we are morally bound to carry out the contract with Mr. Grow 
 on the basis of 85 cents per ton, and that the charging of $1.10 per ton on other coal was 
 not a violation of the law, the circumstances and conditions governing the making of 
 the rate not being similar. This conclusion was reached after full consultation with 
 Messrs. Hampton & Dalzell, attorneys for the company, and William Scott, attorney for 
 the receivers. 
 
 No other mines are affected by this rate, as they have no contract with the Grand Trunk 
 Railway Company. 
 
 Yours, truly, E. H. Utley, 
 
 General Freight and Passenger Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 BUFFALO, NEW YORK AND PHILADELPHIA RAILROAD COMPANY. 0 
 
 Dear Sir: Your circular of October 20, 1887, has been duly received, I have had the 
 general freight agent go over the published tariff sheets to see at this time whether there 
 are any cases where the local tariff is in excess of the through rate. As our through 
 tariffs are mostly made by the connecting roads on competitive business, and no notice 
 is necessary for decreasing tariffs, by the acceptance of our proportion we are often put 
 into a position of accepting a rate lower than our local tariff, as in the case between 
 Rochester and Pittsburg, which are shipments via Oil City to Rochester, and vice versa. 
 
 «Tliis property is now controlled by the Pennsylvania Railroad. See response 
 of that company to the present inquiry. 
 
414 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The rate also from Oil City to Buffalo division points is higher than the through rate to 
 Rochester where portions of the same line are used, yet the instructions to agents, and 
 also to the auditor of this company, are to substitute the through tariff for the local 
 tariff wherever the local exceeds the through rate ; hence the frequent issue of special 
 tariff sheets. 
 
 In consequence of being compelled to accept the through rates made by other roads, 
 or lose* the business, our local tariffs have been undergoing a constant revision, and 1 
 hope the checking of our local tariffs will be completed shortly, and then they will be 
 reprinted, correcting the rates where the same are in excess. 
 
 Very truly, 
 
 G. Clinton Gardner, Receiver. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission , Washington, D. C. 
 
 THE PENNSYLVANIA RAILROAD COMPANY. 
 
 Philadelphia, September 25, 1005. 
 
 Dear Sir : In reply to your several letters making inquiry as to the conditions 
 relative to the long-and-sliort-liaul clause of the interstate commerce act, as 
 covered by letters from Messrs. G. Clinton Gardner, then receiver of the Buffalo, 
 New York and Philadelphia Railroad; E. PI. Utley, then general freight agent 
 of the Allegheny Valley Railway, and Frank Thomson, then second vice-presi¬ 
 dent of the Pennsylvania Railroad. 
 
 Referring to the letter from Mr. Gardner—this deals largely with the publica¬ 
 tion of through rates from points beyond his line, wherein the said- through 
 rates might be lower than his local tariff. The conditions existing to-day are 
 entirely different, and no through rates are published that would establish a 
 lower rate for a longer haul than charged for a shorter haul, excepting the case 
 of through class rates from Rochester to Boston, where we do publish lower 
 rates than we publish from Olean to Boston, Olean being intermediate. Also, 
 Buffalo to Erie, Pa., Belle Valley being intermediate; and Rochester to Titus¬ 
 ville, Pa., Hydetown being intermediate. 
 
 The reason for establishing the said rates is to meet the short-line mileage of 
 the New York Central, Boston and Albany, Lake Shore and Michigan Southern 
 and Dunkirk, Allegheny Valley and Pittsburg roads, which establish the through 
 rates; and our meeting these conditions does not effect the shippers from inter¬ 
 mediate points, as the conditions would exist whether we participated in the 
 traffic or not. 
 
 As to Mr. Utley’s letter the conditions described therein do not exist to-day. 
 
 Referring to the letter from Mr. Thomson—there has been some change in 
 the conditions since this letter was written, and we do make in some cases lower 
 rates from more distant points without applying the same to intermediate 
 points. These rates, however, are made and published either to meet water 
 competition or short-route competition. 
 
 In order that you can more clearly understand the conditions now existing, I 
 have attached two sheets showing some typical instances where we publish cer¬ 
 tain rates and under what conditions, which I trust will be plain to you. 
 
 Illustrating a particular case in point, I have prepared the attached skeleton 
 map showing our route from Elmira to Rochester, between which cities we pub¬ 
 lish a line of class rates to meet rates by the direct line of the Erie Railroad. 
 
 In handling the traffic under these rates it would move through Williamsport 
 and Emporium, to which points we carry higher rates, and rather than reduce 
 the Williamsport and Emporium rates, owing to our carrying lower rates from 
 Elmira to Rochester, we would be forced to share the revenue on this traffic 
 with the New York Central and Hudson River Railroad via Canandaigua, in¬ 
 stead of handling via our own lines direct. We could not afford to reduce the 
 rates to Williamsport and Emporium, and if we had to resign the entire haul on 
 the Elmira traffic we would be deprived of a share in the same, and the shippers 
 would be deprived of another line to handle their business and at the same time 
 no benefits would accrue to the Williamsport or Emporium shippers. 
 
 If there is any more information on this subject which I can give you, I will 
 be only too glad to comply with any request you may make. 
 
 Yours, truly, 
 
 Geo. D. Dixon, 
 Freight Traffle Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Senate of the United States, Washington, D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 415 
 
 (The statements referred to in the foregoing are as follows:) 
 
 Because of competition via Kanawha Despatch, Norfolk and Western De¬ 
 spatch, etc., operating via South Atlantic ports, we apply via Pittsburg, Pa., 
 and Pittsburg, Cincinnati, Chicago and St. Louis Railway from Baltimore, Md., 
 to Cincinnati, Ohio, on canned goods rate of (carload) 22 cents per 100 pounds. 
 
 To reach Cincinnati we pass through Linwood, Ohio, to which point our rate 
 is (carload) 23 cents per 100 pounds. 
 
 
 
 
 Class. 
 
 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 To meet rates via steamer lines we apply via Richmond or 
 Norfolk and the Atlantic Coast Line Rwy. from New 
 York, N. Y.. and Philadelphia, Pa., to Wilmington, N. C .. 
 
 75 
 
 62 
 
 52 
 
 44 
 
 34 
 
 24 
 
 To reach Wilmington, N. C., we pass through Gordon, N. C., 
 
 to which point our class rates are ___ 
 
 To meet short-line rates via Lake Shore and Michigan 
 Southern Rwy. and Cleveland, Cincinnati, Chicago and 
 St. Louis Rwy. we apply via Washington. D. C., and Chesa¬ 
 peake and Ohio Rwy. from Buffalo, N. Y., to Cincinnati, 
 
 103 
 
 90 
 
 76 
 
 61 
 
 52 
 
 41 
 
 42 
 
 36 
 
 27 
 
 18* 
 
 21 
 
 15* 
 
 18 
 
 13 
 
 To reach Cincinnati, Ohio, we pass through Charleston, 
 W. Va., to which point our class rates are ..... 
 
 45 
 
 39 
 
 30 
 
 15 
 
 To meet the Rochester rates via Lake Shore and Michigan 
 Southern Rwy. and Cleveland. Cincinnati, Chicago and 
 St. Louis Rwy. we apply via Pittsburg. Pa , and Pittsburg, 
 Cincinnati, Chicago and St. Louis Rwy. from Canandai¬ 
 gua, N. Y., to Chicago, Ill... } . 
 
 53 
 
 46 
 
 35 
 
 25 
 
 21 
 
 18 
 
 In coming from Canandaigua, N. Y., we pass through Wil¬ 
 liamsport, Pa. (a Baltimore rate point), from which point 
 our class rates to Chicago are__ 
 
 67 
 
 57 
 
 47 
 
 32 
 
 27 
 
 22 
 
 To meet Buffalo rates via Lake Shore and Michigan South¬ 
 ern Rwy. and Cleveland, Cincinnati, Chicago and St Louis 
 Rwy. we apply via Pittsburg, Pa., and Pittsburg, Cincin¬ 
 nati, Chicago and St. Louis Rwy. from Ebenezer, N. Y., 
 to Chicago, Ill.______ 
 
 45 
 
 39 
 
 30 
 
 s. 
 
 21 
 
 18 
 
 15 
 
 In coming from Ebenezer, N. Y., we pass through Olean, 
 N. Y. fa Rochester rate point), from which point our class 
 rates to Chicago are..... 
 
 53 
 
 46 
 
 a5 
 
 25 
 
 21 
 
 18 
 
 Rochester, N. Y., to Boston, Mass.; class rates, 40, 35, 27b, 20b, 1 7b, 15; issued 
 via Pennsylvania Railroad, Olean, Emporium, Jersey City, and New York, New 
 Haven and Hartford Railroad to meet the short-line rates in force via the 
 New York Central and Hudson River Railroad, Albany, and the Boston and 
 Albany Railroad. 
 
 Olean, N. Y., to Boston, Mass.; class rates, 44, 38, 301, 211, 181, 15. 
 
 Norristown, Pa., to Boston, Mass.; class rates, 35, 30, 25, 20, 17, 15; issued 
 via Pennsylvania Railroad, Pottsville, Wilkesbarre, Delaware and Hudson Com¬ 
 pany, and the Boston and Maine Railroad, to meet the short-line rates in force 
 via the Pennsylvania Railroad, Jersey City, and the New York, New Haven and 
 Hartford Railroad. 
 
 Pottsville, Pa., to Boston, Mass.; class rates, 38, 33, 25, 20, 17, 15. 
 
 Elmira, N. Y., to Rochester, N. Y.; class rates, 24, 20, 17, 12, 10, 9; issued via 
 Pennsylvania Railroad, Williamsport, Emporium, and Olean, to meet the short¬ 
 line rates in force via Pennsylvania Railroad, Canandaigua, and New York Cen¬ 
 tral and Hudson River Railroad, or direct via Lehigh Valley Railroad or Erie 
 Railroad. 
 
 Elmira, N. Y., to Emporium, Pa.; class rates, 35, 30, 23, 16, 14, 12. 
 
 New York, N. Y., to Norfolk, Va.; class rates, 32, 27, 23, 20, 15, 12; issued via 
 
 Pennsylvania Railroad, Delmar, and the New York, Philadelphia and Norfolk 
 Railroad to meet the rates in force via water. 
 
 New York, N. Y., to Delmar, Del.; class rates, 40, 35, 27, 21, 18, 15. 
 
 New York. N. Y., to Richmond, Va.; class rates, 37, 32, 26, 23, 17, 14; issued 
 
 via Pennsylvania Railroad, Quantico, and the Richmond, Fredericksburg and 
 Potomac Railroad to meet the rates in force via water. 
 
 New York, N. Y., to Quantico. Va.; class rates, 38, 33, 27, 23, 17, 14. 
 
 Buffalo, N. Y., to Erie, Pa.; class rates, 22, 20, 17, 12, 9, 8; issued via the Penn¬ 
 sylvania Railroad via Corry to meet the short-line rates in force via Lake Shore 
 and Michigan Southern Railroad or the New York, Chicago and St. Louis Rail¬ 
 way direct. 
 
 Buffalo, N. Y., to Belle Valley, Pa.; class rates, 23, 22, 18, 12, 9, 8. 
 
 Rochester, N. Y., to Titusville, Pa.; class rates, 30, 26, 20, 14£, 11, 9$; issued 
 
416 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 via Pennsylvania Railroad to meet the short-line rates in force via the Erie 
 Railroad and the Dunkirk, Allegheny Valley and Pittsburg Railway. 
 
 Rochester, N. Y., to Hydetown, Pa.; class rates, 33, 29, 21, 16, 14, 12. 
 
 Elmira, N. Y., to Buffalo, N. Y.; billets, etc., $1.40 per 2,240 pounds; issued 
 via Pennsylvania Railroad, Williamsport, Emporium, to meet the short-line rates 
 in force via Pennsylvania Railroad, Canandaigua, and the New York Central 
 and Hudson River Railroad, or direct via Lehigh Valley Railroad, Erie Railroad, 
 or Delaware, Lackawanna and Western Railroad. 
 
 Elmira, N. Y., to Emporium, Pa; billets, etc., $2.08 per 2,240 pounds. 
 
 PENNSYLVANIA COMPANY. PITTSBURGH, CINCINNATI AND ST. LOUIS RAIL¬ 
 WAY COMPANY. CHICAGO, ST. LOUIS AND PITTSBURGH RAILROAD COM¬ 
 PANY. 
 
 Dear Sir : Your circular letter of October 20, 18S7, asking for information respecting 
 relative rates charged upon long and short haul traffic, reached my office when I was 
 absent, on an extended trip to the West and South. Ill health and pressure of other 
 business since my return have prevented me from answering until to-day. 
 
 Our company, acting upon the interpretation of section 4 of the interstate-commerce 
 law, as given by its author. Senator Cullom, has established through lines with many 
 connecting carriers and fixed through rates in pursuance of such agreements. A copy of 
 such agreements and the tariffs established under them have been promptly filed in your 
 office. Such tariffs have also been invariably published, and the through rates thus 
 fixed have in no instance, except as hereafter stated, to my knowledge been less than 
 the rate that has been charged for similar traffic over the same line hauled a shorter 
 distance ; although the proportion of the through rate which this company has received 
 under such circumstances has been less in some instances than it has received for like 
 traffic hauled a shorter distance over the same line. 
 
 The exception above stated applies solely to traffic which is interchanged between 
 this company and certain lines south of the Ohio River, which are seriously affected by 
 water competition, viz: Louisville and Nashville Company, Cincinnati Southern Com¬ 
 pany, and Newport News and Mississippi Valley Company. In respect to these lines we 
 have agreed with them upon rates to and from certain terminal points ; but as to freight 
 destined to certain intermediate points on the line of one company which originates on 
 the line of the other, there is no doubt a greater aggregate sum has been charged for the 
 shorter distance than is charged for similar traffic for a longer distance in the same direc¬ 
 tion over the same line. But in such cases of freight destined to intermediate points a 
 through rate is not named, and such company bills to its own terminus only and charges 
 its own local rate; the connecting company receives the freight at its terminus and 
 charges its local rate to destination. 
 
 We were at first reluctant to enter into this arrangement, regarding it as the only point 
 in which in any respect our conduct could be regarded as not strictly conformable to the 
 interstate-commerce law 7 . We finally consented to make the arrangement upon the urgent 
 solicitation of the lines south of the Ohio River, w 7 ho represented that their business 
 would be vitally injured if such an arrangement could not be made as had subsisted be¬ 
 tween our company and theirs before the passage of the interstate-commerce law, and 
 upon the theory that after all a violation of the law might not be involved if each com¬ 
 pany, so far as freight destined to the intermediate points referred to was concerned, 
 billed only to its own terminal and collected its local charges thereon. 
 
 Yours, respectfully, 
 
 .T. N. McCullough, 
 
 First Vice-President Pennsylvania Company, Pittsburgh, Cincinnati and St. Louis Rail¬ 
 way Company, Chicago, St. Louis and Pittsburgh Railroad Company. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 PENNSYLVANIA LINES WEST OF PITTSBURG. 
 
 Pittsburg, Pa., September 26, 1905. 
 
 Dear Sir: In reply to your communication, inclosing copy of letter written 
 some time in 1887, by Mr. J. N. McCullough, first vice-president Pennsylvania 
 Company, to Mr. C. C. McCain, auditor Interstate Commerce Commission, re¬ 
 specting the relative rates charged by our western lines upon long and short 
 haul traffic, I beg to say that there has been no change in practice as set forth 
 in Mr. McCullough’s letter to Mr. McCain. In the adjustment of freight rates 
 between points on our own roads, the rates for the greater distances are in 
 no case less than those for the shorter distances over the same line in the same 
 direction, the shorter being included in the longer, and, as far as my knowl¬ 
 edge goes, I believe the same practice is generally true on the lines of other 
 roads in the territory traversed by our lines; that is, west of Pittsburg and 
 Erie north of the Ohio River and east of the Mississippi River. There 
 are some departures from this practice as a result of unusual circumstances 
 and conditions, but they are rare and are caused by the application by the 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 417 
 
 indirect routes of the rates made by the direct routes, involving on the 
 part of such indirect routes the carrying of the business through the higher 
 rate points; as in the case of the Chicago, Indianapolis and Louisville Rail¬ 
 way Company, which road, by its own line and connections, applies from 
 Indianapolis, Ind. (from which point the rates to seaboard are based upon 93 
 per cent of the rates from Chicago to New York), the same rates that are 
 made by our own and other direct lines from Indianapolis to seaboard, 
 although it carries the business through points taking a higher rate to seaboard 
 than Indianapolis. (See Interstate Commerce Commission Reports, vol. 1, 
 p. 199, David F. Allen and another v. The Louisville, New Albany and 
 Chicago Railroad Company—now the Chicago, Indianapolis and Louisville 
 Railway—heard September 20, 1887, decided October 31, 1887.) 
 
 Freight is taken by the Pittsburg and Lake Erie Railroad Company from 
 Pittsburg to seaboard cities through Youngstown. Ohio, from which point the 
 rates to seaboard are higher than from Pittsburg, and this practice was 
 virtually approved by the Interstate Commerce Commission in its opinion 
 “ In the matter of the petition of the Louisville and Nashville Railroad Com¬ 
 pany.” (Interstate Commerce Commission Reports, vol. 1, pp. 81 to 83.) 
 
 Our lines do not extend south of the Ohio River, and on business destined to 
 or coming from points south of the Ohio River, known as “ prorating territory,” 
 through rates from and to points north of the Ohio River are published and 
 divided pro rata or on agreed percentages between the roads north and south of 
 the Ohio River. The southern prorating points and the present class rates 
 from Chicago, Ill., are as follows: 
 
 
 
 
 Classes. 
 
 
 
 
 1. 
 
 9 
 
 8 . 
 
 4. 
 
 5. 
 
 6. 
 
 Hickman, Ky . __.. ____ 
 
 60 
 
 50 
 
 40 
 
 33 
 
 27 
 
 24 
 
 Memphis, Tenn ___ 
 
 New Orleans, La.; Baton Rouge, La.; Bayou Sax-a, La.: Fri¬ 
 ars Point, Miss.; Greenville, Miss.; Huntington, Miss.; 
 Rosedale, Miss.; Vicksburg, Miss.; Wai*i-enton, Miss.; 
 Natchez. Miss.; Gulfport, Miss.; Helena, Ark.; Mobile, 
 
 85 
 
 65 
 
 55 
 
 43 
 
 37 
 
 31 
 
 Ala., and Pensacola, Fla_ _ 
 
 110 
 
 90 
 
 75 
 
 58 
 
 47 
 
 41 
 
 Paducah, Ky _______ 
 
 60 
 
 50 
 
 40 
 
 25 
 
 22 
 
 18 
 
 Jackson, Miss.; Meridian, Miss., and a few othei-s.. 
 
 118 
 
 99 
 
 80 
 
 (57 
 
 56 
 
 49 
 
 To and from points south of the Ohio River which are not prorating points, 
 such as Georgetown, Ivy.; Lexington, Ivy.; Winchester, Ivy.; Chattanooga, 
 Tenn.; Clarksville, Tenn.; Knoxville, Tenn.; Nashville, Tenn.; Birmingham, 
 Ala.; Bloc-ton, Ala.; Ensly, Ala.; Huntsville, Ala ; Montgomery, Ala ; Opelika, 
 Ala.; Selma, Ala.; Talledega, Ala.; Thomas, Ala.; Wetumka, Ala.; Wood¬ 
 ward, Ala.; Albany, Ga.; Americus, Ga.; Athens, Ga.; Atlanta, Ga.; Bruns¬ 
 wick, Ga.; Columbus, Ga.; Cordele, Ga.; Dalton, Ga.; Marion, Ga.; Milledge- 
 ville, Ga.; Quitman, Ga.; Rome, Ga.; Savannah, Ga.; Thomasville, Ga.; 
 Waycross, Ga.; West Point, Ga.; Fernandina, Fla.; Gainesville, Fla.; Jack¬ 
 sonville, Fla.; Lake City, Fla.; Live Oak, Fla.; Palatka, Fla.; Beaufort, S. C.; 
 Charleston, S. C.; Port Royal, S. C.; Charlotte, N. C.; Newberne, N. C.; 
 Winston-Salem, N. C.; Valdosta, Ga.; which are probably the most important 
 of the nonprorating points. The through rates from Pittsburg, Pa.; Cleve¬ 
 land, Ohio; Toledo, Ohio; Columbus, Ohio; Indianapolis, Ind., etc., are made 
 by combination of locals or arbitraries to and from the Ohio River; as, for 
 instance, the rates to and from Chicago and such nonprorating points were, 
 prior to May 16, 1905, made by adding the rates of the roads south of the Ohio 
 River to the following rates from Chicago to the north bank of the Ohio 
 River: 
 
 Classes. 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Cents per 100 pounds... 
 
 40 
 
 34 
 
 25 
 
 17 
 
 15 
 
 12 
 
 which are precisely the same as our class rates to and from Chicago and the 
 north bank of the Ohio River proper, except that there are some variations 
 
 S. Doc. 244, 59-1-27 
 
418 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 caused by the application of the “ official ” classification on our own business to and 
 from Ohio River points proper and the application of the southern classification 
 on business destined to or coming from points south of the Ohio River. 
 
 On May 10, 1905, the proportions from Chicago to the north bank of the Ohio 
 River of through rates from Chicago to nonprorating points south of the Ohio 
 River were reduced to the following: 
 
 Classes. 
 
 \ 1. 
 
 2. 
 
 r» 
 
 O. 
 
 4. 
 
 5. 
 
 6. 
 
 Cents per 100 pounds. 
 
 
 ... 35 
 
 30 
 
 22 
 
 15 
 
 13 
 
 10 
 
 The change on May 16 in the proportions from Chicago to north bank of the 
 Ohio River on business destined to nonprorating points in the South, commonly 
 known as southeastern territory, was occasioned by a reduction in the through 
 rates from St. Louis and East St. Louis to such points, which made necessary a 
 change in the through rates from Chicago, which was effected by changing the 
 proportions north of the Ohio River, but without any change in the rates of the 
 roads south of the Ohio River. The change in the proportions southbound did 
 not, however, affect the proportions north of the Ohio River on northbound. 
 
 No changes have been made in the rates from Pittsburg, Pa., Cleveland, Ohio, 
 Toledo, Ohio, Columbus, Ohio, etc., but if the reductions from Chicago are found 
 to affect the rates from the other points north of the Ohio River, it is probable 
 that corresponding reductions from these points also will have to be made. 
 
 If there is any further information that I can give you in connection with 
 this matter I shall take pleasure in doing so. 
 
 Yours, truly, Joseph Wood, 
 
 Second Vice-President. 
 
 lion. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington, D. C. 
 
 TIIE PITTSBURGH AND LAKE ERIE RAILROAD COMPANY. 
 
 Dear Sir : I have your favor of October 20, to D. Hostetter, esq., and in reply to 
 that portion of it regarding freight rates, would say that Pittsburgh and Lake Erie Rail¬ 
 road does not, for itself, make any rates on interstate business which are greater than 
 rates to or from more distant points in the same direction and over the same lines, but 
 we do make, under the direction of the Lake Shore and Michigan Southern and New 
 York, Pittsburgh and Ohio railways, rates from Pittsburgh, Beaver Falls, and interme¬ 
 diate points ; also, in some cases, from McKeesport and points between Pittsburgh and 
 McKeesport to New York City, Boston, and many interior points east of Buffalo and 
 Salamanca, rates which are less than the rates made by direction of same companies from 
 points on Pittsburgh and Lake Erie Railway, Homewood, Pa., to Struthers, Ohio, inclu¬ 
 sive : the distance from the last-named stations being less than from stations, Pitts¬ 
 burgh to Beaver Falls inclusive, and the freight passing over same line. The authority 
 to make all rates from stations on Pittsburgh and Lake Erie to points referred to east of 
 Buffalo and Salamanca is given to Lake Shore and Michigan Southern and New York. 
 Pittsburgh and Ohio railways, by contract entered into between these companies and 
 the Pittsburgh and Lake Erie, October 20, 1887, copy of which, I believe, is on file in 
 your office. I also inclose copy of the tariffs made by each of these lines from the two 
 districts on Pittsburgh and Lake Erie Railroad, copies of which are also on file with you. 
 
 The tariffs from stations Homewood to Struthers, inclusive, are published as Pitts¬ 
 burgh and Lake Erie tariffs only, and are signed by Pittsburgh and Lake Erie officers 
 alone, but they are practically made in the same way as the Pittsburgh tariffs, namely : 
 under directions from Lake Shore and Michigan Southern and New York, Pennsylvania 
 and Ohio railways, respectively. 
 
 Rates named to various points on inclosed tariff, and to minor points, taking same 
 rates, are, I believe, the only ones from stations on this line which are not made in 
 accordance with section No. 3 of the interstate-commerce law. 
 
 If there is anything in this letter which is not clear to you, or if we can furnish you 
 with any further information, please let me hear from you and I will be glad to furnish 
 you all the information in my power. 
 
 Yours, truly, Frank A. Dean, 
 
 ,General Freight Agent. 
 
 C. C. McCain, 
 
 Auditor interstate Commerce Commission, Washington, D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 419 
 
 THE PITTSBURG AND LAKE ERIE RAILROAD COMPANY. 
 
 Pittsburg, Pa., October 16, 1905. 
 
 My Dear Sir : I have your favor of recent date relative to information 
 pertaining to interstate rates between Pittsburg and Lake Erie Railroad and 
 eastern points handled at the short-line rates through higher-rate territory, 
 and in reply beg to advise that the statement made by Mr. Dean, in his letter 
 of October 8, 1887, addressed to Mr. C. C. McCain, then auditor of Interstate 
 Commerce Commission, is precisely the situation to-day so far as the method 
 of making rates is concerned. The same relation between the Erie Railroad, 
 Lake Shore and Michigan Southern Railway, and the Pittsburg and Lake Erie 
 Railroad, which existed in 1S87, still exists, and the tariffs are published in 
 precisely the same manner. 
 
 Mr. Dean in his letter of October 8 does not refer specifically to the tariffs 
 he inclosed. I have no doubt, however, that he referred to the rates on all 
 classes then in effect (1887). Those rates were, between Pittsburg and New 
 York City, as an example, from first to sixth class, respectively: 45, 39, 30, 21, 
 18, 15 cents per hundredweight, and the same rates are in effect to-day. 
 
 He may also have referred to the rates on pig iron and billets at that time, 
 but our file, on account of a number of moves, has been robbed of some of its 
 records, and I can only advise the rate in 1891, which is as far back as our 
 record goes. The rate in 1891 on billets and pig iron was $2.80 per gross ton, 
 Pittsburg to New York City. The present rate on billets, Pittsburg to New 
 York City, is $2.60, and on pig iron $2.40 per gross ton. The rate on manufac¬ 
 tured iron in 1891 was 15 cents per 100 pounds. The present rate on manu¬ 
 factured iron is 144 cents per 100 pounds. I have no doubt that this covers 
 the point you raise, but if there is any other specific tariff information you 
 would like to have I will be glad to furnish it. 
 
 With reference to the last paragraph of your inquiry, beg to advise that the 
 American railways have prorating arrangements with most of their direct 
 connections, so that rates from a given point would apply via almost any 
 route a shipper could select. These prorating arrangements necessarily cover 
 routes which carry freight between two points from higher-rate territory, 
 but as all cases of that sort are on file in the office of the auditor of the 
 Interstate Commerce Commission he can probably give you a wider range of 
 information as to particular instances than I could give you, but let the 
 situation as we find it in this territory serve as an example. 
 
 When the Pittsburg and Lake Erie Railroad was built it was to afford 
 the Erie and Lake Shore companies a route in and out of Pittsburg. The Erie 
 Railroad had a line of its own direct to New York, and the Lake Shore in con¬ 
 nection with the New York Central Railroad also had a line to New York. 
 Thus the completion of the Pittsburg and Lake Erie Railroad provided a third 
 line between Pittsburg and New York City, the other two being the Baltimore 
 and Ohio and the Pennsylvania Railroad, and the part played by the Pittsburg 
 and Lake Erie and its allied lines in this territory in the furnishment of 
 equipment has demonstrated its value to the shipping public in this territory 
 as a line between Pittsburg and New York City. 
 
 In order that rates from the various districts should be placed upon a basis 
 of absolute equity for all the territories, there has for years been an under¬ 
 standing among the carriers that the rates from what is known as the Youngs¬ 
 town group of points shall be on west-bound business a certain amount less 
 than rates from the Pittsburg group of points, and that on east bound they 
 shall have a corresponding disadvantage. That plan has worked in the various 
 groups, so that whatever advantage any one group had in one direction was off¬ 
 set by the advantage to another group in the reverse direction. Under this 
 principle, therefore, the rates from Youngstown to New York City would be 
 40 cents per ton higher than Pittsburg on fifth-class business. On the other 
 hand, the rates west bound would 40 cents higher from Pittsburg on the same 
 class of business. The Pittsburg and Lake Erie Railroad runs between Pitts¬ 
 burg and Youngstown. It is at Youngstown that we interchange freight with 
 the Lake Shore and Michigan Southern Railway and the Erie Railroad in 
 completing our route between Pittsburg and New York City. Necessarily, 
 therefore, we are handling freight at the rate from Pittsburg to New York, 
 which business at fifth class would be 18 cents per hundredweight, and passing 
 through Youngstown, a point which takes a rate of 20 cents to New York City. 
 This question has been passed upon by the Commission, and our understanding 
 
420 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of the Commission’s position is that since the line between Pittsburg and New 
 York City via Youngstown does not have the effect of violating the law to the 
 extent of affecting rates in any way, there could be no conclusion other than 
 that to deny the Pittsburg and Lake Erie Railroad the right to handle business 
 in that way would be to deprive the public in this territory not only of the 
 competition as a common carrier, but what is of much greater value—additional 
 facilities for movement of a very great tonnage. 
 
 If there is anything further you would care to have and which I can supply 
 I should be glad to hear further from you. 
 
 Very truly, yours, 
 
 W. A. Terry, General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington, 1). C . 
 
 RICHMOND, FREDERICKSBURG AND POTOMAC RAILROAD. 
 
 Dear Sir : In reply to your circular of the 20th instant, I beg to state that between 
 this city and the cities of Baltimore, Philadelphia, and New York there are water lines 
 of transportation which make the rates of carriage of freight traffic. 
 
 In order to secure a portion of this traffic we use rates that in some cases are lower 
 than those charged to and from some intermediate points. To state elaborately the points 
 so treated and rates so made to or from such points would be to quote the several tariffs 
 of interstate rates, of which we have forwarded you copies. 
 
 The fourth section of the act to regulate commerce is strictly observed, and no charges 
 for transportation on this line are greater for shorter than for longer distances in the 
 same direction over the same line, except when the water competition renders the cir¬ 
 cumstances entirely dissimilar. Trusting this information may be satisfactory. 
 
 Very respectfully, 
 
 C. A. Taylor, 
 
 General Ticket and Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 RICHMOND, FREDERICKSBURG AND POTOMAC RAILROAD COMPANY; WASH¬ 
 INGTON SOUTHERN RAILWAY COMPANY. 
 
 Richmond, Va., October 16, 1906. 
 
 Dear Sir : Referring further to your favor of September 11, delay in replying 
 to which has been caused by my frequent absence from the office, relative to 
 freight rates between Richmond and Baltimore, Philadelphia and New York: 
 
 I beg to advise that the conditions as stated by my predecessor in his letter 
 to the auditor of the Interstate Commerce Commission, on page 215 of the First 
 Annual Report of the Interstate Commerce Commission, 1887, are the same to¬ 
 day as they were at that time, and are, as stated, due to the water competition, 
 which regulates the rates between Richmond and these cities. 
 
 The class rates between Richmond and the cities named via our line and 
 connections are now as follows; Richmond to Baltimore, 26, 22, 18, 16. 13, 10; 
 Richmond to Philadelphia, 37, 32, 26, 23, 17, 14; Richmond to New York, 37. 32, 
 26, 23, 17, 14; governed by the “ Southern” classification. 
 
 In addition to these rates, there are a large number of what are known as 
 commodity rates, i. e., rates which have been taken from the classes and made 
 higher or lower, as the case may be, than the classes from which they have been 
 taken, all having been duly filed with the Interstate Commerce Commission. 
 There have, of course, been many changes during the eighteen years mentioned, 
 and these changes have embraced both advances and reductions, due to com¬ 
 mercial conditions, water competition, rate disturbances, increase in cost of 
 supplies and operation, etc. 
 
 Below please find memoranda of comparisons: 
 
 On November 17, 1892, the average rates per 100 pounds for 46 commodities 
 from Richmond, Va., were: To Baltimore, 14.2 cents; Philadelphia, 17.1 cents; 
 New York, 18.2 cents. At the present time the average rates per 100 pounds on 
 129 commodities are: To Baltimore, 13.3 cents; Philadelphia, 19.1 cents; New 
 York, 19.1 cents. 
 
 In November, 1892, the average rates per barrel for 8 commodities were: To 
 Baltimore, 33 cents; Philadelphia, 40 cents; New York, 43.6 cents. At the pres¬ 
 ent time the average rates per barrel on 8 commodities are: To Baltimore, 30.4 
 cents; Philadelphia, 48.6 cents; New York, 48.6 cents. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 421 
 
 This shows a large increase in the number of articles for which special com¬ 
 modity rates are arranged, and, with few exceptions, the application of com¬ 
 modity rates has resulted in reductions from the class rates. These figures also 
 show a reduction in the average commodity rate per 100 pounds and per barrel 
 to Baltimore, a slight increase to New York, and a greater increase to Phila¬ 
 delphia, owing to the fact that prior to May, 1895, Philadelphia took lower 
 class and commodity rates than New York. 
 
 \ 
 
 Comparison of class rates from Richmond, Va. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Classification. 
 
 December, 1888: 
 
 To Philadelphia... 
 
 30 
 
 27 
 
 22 
 
 18 
 
 14 
 
 11 
 
 Official. 
 
 To New York_____ 
 
 35 
 
 30 
 
 25 
 
 20 
 
 16 
 
 13 
 
 Do. 
 
 January, 1891: 
 
 To Baltimore___ 
 
 25 
 
 22 
 
 18 
 
 15 
 
 12 
 
 9 
 
 Southern 
 
 N ovember, 1892:« 
 
 To Baltimore .___f....... 
 
 27 
 
 24 
 
 19 
 
 17 
 
 11 
 
 10 
 
 Do. 
 
 To Philadelphia ___ 
 
 31 
 
 27 
 
 22 
 
 19 
 
 14 
 
 12 
 
 Do. 
 
 To New York........ 
 
 33 
 
 29 
 
 24 
 
 21 
 
 15 
 
 13 
 
 Do. 
 
 Mav 1895: 
 
 To Baltimore..... 
 
 23 
 
 21 
 
 16 
 
 15 
 
 10 
 
 10 
 
 Do. 
 
 To Philadelphia and New York ... ... 
 
 33 
 
 29 
 
 24 
 
 21 
 
 15 
 
 13 
 
 Do. 
 
 April, 1903, to present time: 
 
 To Baltimore____ 
 
 26 
 
 22 
 
 18 
 
 16 
 
 13 
 
 10 
 
 Do. 
 
 To Philadelphia and New York.... 
 
 37 
 
 32 
 
 26 
 
 23 
 
 17 
 
 14 
 
 Do. 
 
 
 Y 
 
 “ The change from “ Official ” to “ Southern ” classification on Philadelphia and New 
 ork traffic was equivalent to a general reduction. 
 
 The following will illustrate instances of greater charges for intermediate 
 points than for longer hauls over the same lines and in the same direction, on 
 account of water competition : 
 
 From Richmond to Baltimore, 26, 22, 18, 66, 13, 10, “ Southern ” classifica¬ 
 tion. with various commodities. 
 
 From Richmond to Odenton, Md. (intermediate), 26, 22, 18, 16, 13, 10, 
 “ Official ” classification, without the commodities. 
 
 From Richmond to Philadelphia, and main line north of Philadelphia to 
 New York, inclusive, 37, 32, 26, 23, 17, 14, “ Southern ” classification, with 
 various commodities. 
 
 From Richmond to Elkton, Md. (intermediate), 37, 32, 26, 23, 17, 14, “Offi¬ 
 cial ” classification, without commodities. 
 
 There are a great many similar instances from the same cause. 
 
 Very respectfully, 
 
 W. P. Taylor, 
 
 Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 United States Senate, Washington . D. C. 
 
 ST. LOUIS AND SAN FRANCISCO RAILWAY. 
 
 In submitting replies to the circular of October 20, the above company states that it 
 makes certain exceptions to the long and short haul section of the act, and in connection 
 therewith further states that : 
 
 “The reasons for making these rates are to meet water competition, and in a few in¬ 
 stances to meet competition of a shorter direct route. In no case have we named rates 
 in opposition to the short-haul principle of the law except for these reasons, for which we 
 feel that we are fully justified by the law and in accordance with the spirit of the de¬ 
 cisions previously rendered by the Interstate Commerce Commission.” 
 
 II. L. Morrill, 
 
 Second Vice-President and General Manager . 
 
422 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 KANSAS CITY, FORT SCOTT AND GULF RAILROAD COMPANY. KANSAS CITY, 
 
 SPRINGFIELD AND MEMPHIS RAILROAD. KANSAS CITY, CLINTON AND 
 
 SPRINGFIELD RAILWAY. KANSAS CITY, MEMPHIS AND BIRMINGHAM RAIL¬ 
 ROAD. 0 
 
 Deak Sir : In reply to yours of October 20, I will respectfully say that so far as the 
 passenger business is concerned no greater rates are made than the rates to or from dis¬ 
 tant points in the same direction from the same line. 
 
 In regard to the freight business, I will say that it is almost impossible to comply lit¬ 
 erally with request as per second paragraph of your letter, except as to rates to the points 
 on our own roads. I give below general statement as to how our rates are made, and 
 upon what basis the “ short-haul principle ” is not observed, which I trust will give the 
 desired information : 
 
 Kansas City local. —The rates on tariff No. 147 are made to points south of Spring- 
 field higher than the through rates, Kansas City to Memphis, as per tariff No. 149. 
 
 Memphis local. —The rates on tariff No. 148 are made to stations north of Springfield 
 t higher than through rates, Memphis to Kansas City, as per tariff No. 149. 
 
 Kansas City-Memphis through rates. —The rates on tariff No. 149, on through business 
 between Kansas City and Memphis, are made regardless of rates to intermediate points, 
 and are in some cases less than for shorter intermediate hauls. 
 
 Proportions on North Atlantic seaboard business. —The rates as per tariff No. 162 are 
 the proportions accruing to this line between Memphis and Kansas City and junction 
 stations in Missouri and Kansas, and in some cases are less for long hauls than for 
 shorter intermediate hauls, to meet rates via the short line through to Saint Louis, Chi¬ 
 cago, and Kansas City. 
 
 The rates as per tariff No. 126, on through business between Kansas City and Saint 
 Louis, are made less than the rates to intermediate stations, the through rates being 
 made the same as those current by the direct lines. 
 
 Saint Louis or Chicago, and junction statio?is in Kansas. —The rates as per joiut tariff 
 No. 1 are made via Kansas City and Nichols Junction, the same between Saint Louis or 
 Chicago as are made by the direct lines, and are less than rates to intermediate local 
 stations. 
 
 Rates between Chicago or Saint Louis and junction stations in Missouri. —The rates as 
 per notice No. 1183 are made on the same basis as those of junction stations in Kansas. 
 
 The through rates between points in the southeastern States and Kansas City and sta¬ 
 tions on these lines are made the sum of the rates via Memphis, and as the tariff rates 
 east of Memphis are made in many cases less for long hauls than for intermediate shorter 
 hauls, the through rates show the same basis. 
 
 Memphis and Fort Smith. —The rates on tariff No. 155 are made between Memphis and 
 Fort Smith via Nichols, the same as via the direct line through Little Rock, and higher 
 rates are charged to intermediate stations. 
 
 Kansas City and Mississippi Valley and Gulf points. —The rates as per tariff No. 135 
 are made between Kansas City and Southern points named, less than to intermediate sta¬ 
 tions on the lines south of Memphis. 
 
 We participate in through rates between Memphis and points south and east of Mem¬ 
 phis and points on the Pacific coast that are less than the rates to and from intermediate 
 points west of the Missouri River States. 
 
 We participate in rates between Memphis and local points on the Mobile and Ohio and 
 the Illinois Central railroads that are higher than the through rates between Memphis 
 and New Orleans or Memphis and Mobile. 
 
 In all cases the rates are made on business local to either of the four lines in our sys¬ 
 tem, and on local business interchanged between either of the four lines, in strict con¬ 
 formity to the short-haul principle of the law, except that upon through business between 
 Memphis and Kansas City the rates are made without strict observance of the short-haul 
 principle to meet competition of rail and water lines. 
 
 On business taken in connection with other lines, when less rates are made for a long 
 than a shorter haul, the rates are in all cases made (for the longer hauls) by the direct 
 rail lines, or by rail and water, or water lines ; and we are compelled to meet the rates 
 by these more direct lines or abandon the business and thus deprive these points of the 
 benefit of competing lines with no corresponding benefit to the short-haul point. 
 
 When the situation permits us (in connection with other lines) to make the rates, we 
 make them in accordance with the fourth section of the interstate commerce law. 
 
 Y'ours, truly, 
 
 Geo. 11. Nettleton, 
 
 General Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commission, Washington, D. C. 
 
 ST. LOUIS AND SAN FRANCISCO RAILROAD COMPANY. 
 
 Chicago, III., September 19, 1905. 
 
 Dear Sir : Replying to your letter of September 11. inclosing copy of letters 
 from George H. Nettleton, general manager Kansas City, Fort Scott and Gulf 
 Railroad and allied companies, also your letter of September 12 inclosing copy 
 of letter from Second Vice-President and General Manager Morrill of the St 
 Louis and San Francisco Railroad Company, beg to advise that as all of the 
 companies of which Mr. Nettleton was general manager have been merged with 
 
 «These properties are now controlled by the St. Louis and San Francisco. 
 See response of that company to the present inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 423 
 
 the St. Louis and San Francisco Railroad Company the same reply will answer 
 to both inquiries. 
 
 The tariffs which were in effect on the St. Louis and San Francisco Railroad 
 and on the Fort Scott and Gulf and allied companies in 1887 are not available 
 to-day. 
 
 There have been innumerable changes made both in rates locally as well as in 
 the through rates to points reached by connecting lines. The topography of the 
 country has so completely changed by reason of new lines being built and old 
 lines extended, new town and new industries springing up in all directions, that 
 the relations between the rates as they exist to-day and those which existed in 
 1887 are practically untraceable. A great many instances might be quoted 
 where lower rates are charged for a longer distance than for a shorter inter¬ 
 mediate distance. For illustration, we carry lumber rates between Fort Smith, 
 Ark., and Memphis, Tenn., that are lower than the rates applying at inter¬ 
 mediate points, the short line between Memphis and Fort Smith being via Little 
 Rock, and business would be handled by our company through Springfield, Mo.; 
 the rate on salt from Lyons, Ivans., to Fort Smith, Ark., made by the short line 
 of the Missouri Pacific Company is met by our company and higher rates carried 
 at intermediate points; rates on cotton from Fort Worth, Tex., to New England 
 spinning points are less than the rates applying from points between Sherman 
 and Fort Worth to the New England points by reason of combinations that are 
 possible through Galveston and steamers to the New England ports; between 
 St. Louis and Memphis we carry lower rates than obtain at intermediate 
 points which are not affected by river competition; between East St. Louis and 
 Kansas City we carry lower rates than obtain between East St. Louis and Fort 
 Scott, Ivans., which is intermediate; on cotton-seed products between Fort 
 Smith, Ark., and Claremore, Ind. T., we meet the short-line rates of the Mis¬ 
 souri Pacific Company and carry higher rates at intermediate points. 
 
 These and countless other instances could be quoted. 
 
 Our rates between terminal points are made to meet competition of other 
 lines, or other localities, with a view of placing the producers of our line on an 
 equality as to rates, as far as is practicable, with producers in other sections of 
 the country that ship to the same markets. 
 
 In all of these instances where the fourth section of the interstate-commerce 
 law is not observed in making our rates to intermediate points we are in the 
 position of not being able to control the rate between terminal points, and could 
 not enjoy our share of the traffic without meeting the rates of the direct lines. 
 
 If we can serve you further in the way of detailed information as to certain 
 rates on which you may desire to make special inquiry, we will only be too glad 
 to accommodate you to the best of our ability. 
 
 Respectfully, yours, J. A. Middleton, 
 
 Freight Traffic Manager. 
 
 Mr. S. B. Elkins, 
 
 Chairman Senate of the United States , 
 
 Committee on Interstate Commerce, Washington, D. C. 
 
 SAN ANTONIO AND ARANSAS PASS RAILWAY. 
 
 Dear Sir : Your favor of November 23 was duly received, but the circular letter of 
 October 20, to which it refers as remaining unanswered, was not, otherwise it would have 
 had attention. 
 
 The only point on this road from which we have in force rates less than those from 
 nearer points on freight moving in the same direction to a common point of destination 
 is Corpus Christi, and they are made only on the commodities wool and hides. 
 
 Schooners from Corpus Christi to Rockport or Galveston, in connection with steamers 
 thence to New York, make very low rates, and they are not always uniform. On this 
 account it is impossible for us to make uniform rates, und we are compelled to quote on 
 ■each shipment whatever the necessities of the case require. On hides we usually quot^ 
 from 60 to 65 cents and on wool from 85 to 90 to New York. 
 
 That you may have a proper appreciation of our position in this matter, I will say that 
 to-day the schooners may quote one rate and to-morrow another, so you see how impos¬ 
 sible it would be for us to establish a fixed rate and adhere to it with any hope of secur¬ 
 ing to ourselves a fair share of business. 
 
 Rates from Cuero—a nearer point in the same direction—are, on wool, $1.45 per 100 
 pounds, and on hides, 83 cents per 100 pounds to New York. To all points in the in¬ 
 terior, where no water competition exists, we carry no lower rates from Corpus Christi 
 than from nearer points to the same destination. 
 
424 
 
 DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 I trust I have succeeded in clearly conveying to you the information sought. If I fail 
 to do so, however, please advise me wherein and -I will take pleasure in supplying what 
 is lacking. 
 
 Yours, truly, R. F. Yoakum, 
 
 Traffic Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 SAN ANTONIO AND ARANSAS, I ASS RAILWAY COMPANY. 
 
 San Antonio, Tex,, September 21, 1905. 
 
 Dear Sir : I have your favor of the 12th instant, quoting a letter from former 
 Traffic Manager B. F. Yoakum, and asking for certain information regarding 
 the application of greater charges from intermediate points than for longer 
 hauls over the same line. 
 
 The only point on the San Antonio and Aransas Pass Railway that enjoys 
 a lower freight rate than on similar traffic from intermediate points is Corpus 
 Christi, Tex., and that point only has this advantage on cotton to New York, etc. 
 
 As advised you in Mr. Yoakum’s letter, the schooner competition at Corpus 
 Christi was quite keen and still is on traffic to Galveston, Tex. We have a 
 number of times in the past twelve years attempted to ignore this competition 
 entirely and have increased the rates from Corpus Christi to Galveston to the 
 same basis as applied from inland points, and have again been compelled to 
 recognize the competition and reduce rates on certain commodities. After years 
 of experience and upon full investigation we have decided that the only com¬ 
 modity which is materially affected by this competition is cotton, and as pre¬ 
 viously advised, this is the only commodity that enjoys this advantage. 
 
 While traffic Corpus Christi to Galveston is not interstate, I mention the 
 facts for the simple reason that rates to eastern and New England points, as 
 you of course are aware, are based on Galveston combination. Thus where 
 reduced rates apply to Galveston the reduction also applies to such eastern and 
 New England points. 
 
 The rate on cotton in bales from Corpus Christi to New York is S3 cents per 
 hundred pounds; to Boston, S8 cents per hundred pounds, whereas the rates 
 from Beeville, Kenedy, and other intermediate points range as high as to New 
 York, 88, and to Boston, 93 cents per hundred pounds. 
 
 If any information is desired regarding passenger traffic, Mr. George F. 
 Lupton, general passenger agent of the San Antonio and Aransas Pass Railway, 
 should be addressed. 
 
 I trust this gives you all the information you desire, and if I can be of any 
 further service to you kindly call on me. 
 
 Yours, truly, J. C. Manoham, 
 
 General Freight Agent, 
 
 Senator S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 W a s h mg ton,'D. C. 
 
 RICHMOND AND DANVILLE RAILROAD COMPANY." 
 
 Dear Sir : Referring to your circular of October 20, 1887, the rates from eastern 
 cities to Atlanta, Gainesville, Athens, and Augusta, Ga.; Columbia, S. C.; Lincolnton 
 and Goldsborough, N. C., are an exception to the general rule, and are lower than inter¬ 
 mediate rates, as noted below : 
 
 
 1. 
 
 2 
 
 fjt 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H. 
 
 • 
 
 To Atlanta and Gainesville 
 from— 
 
 Boston and Providence .. 
 
 114 
 
 98 
 
 86 
 
 iyo 
 
 iO 
 
 (HI 
 
 49 
 
 3(5 
 
 48 
 
 40 
 
 39 
 
 58 
 
 78 
 
 68 
 
 New York and Philadel¬ 
 phia .. 
 
 114 
 
 98 
 
 86 
 
 73 
 
 60 
 
 40 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 78 
 
 68 
 
 Baltimore.. 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 34 
 
 45 
 
 37 
 
 36 
 
 55 
 
 72 
 
 65 
 
 Richmond and Lynch- 
 burgh.. 
 
 79 
 
 72 
 
 59 
 
 49 
 
 40 
 
 38 
 
 22 
 
 32 
 
 26 
 
 24 
 
 43 
 
 49 
 
 53 
 
 “This property is now controlled by the Southern Railway. See response of that companv to the 
 presen inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 425 
 
 RICHMOND AND DANVILLE RAILROAD COMPANY—Continued. 
 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H. 
 
 Highest intermediate rates 
 on Atlanta and Charlotte 
 Air-Line: 
 
 To Longview. Ga., from— 
 Boston and Provi¬ 
 dence ...__ 
 
 140 
 
 123 
 
 106 
 
 89 
 
 74 
 
 60 
 
 50 
 
 58 
 
 51 
 
 46 
 
 68 
 
 98 
 
 80 
 
 New York and Phila¬ 
 delphia .. 
 
 135 
 
 118 
 
 101 
 
 84 
 
 69 
 
 55 
 
 45 
 
 53 
 
 46 
 
 41 
 
 63 
 
 88 
 
 75 
 
 Baltimore _ 
 
 129 
 
 112 
 
 95 
 
 80 
 
 65 
 
 51 
 
 41 
 
 49 
 
 42 
 
 37 
 
 59 
 
 82 
 
 71 
 
 Richmond and 
 
 Lynchburgh. 
 
 105 
 
 92 
 
 79 
 
 66 
 
 54 
 
 43 
 
 as 
 
 41 
 
 34 
 
 29 
 
 48 
 
 60 
 
 58 
 
 To Athens, Ga.. from— 
 Boston and Provi¬ 
 dence _ .. 
 
 114 
 
 98 
 
 86 
 
 73 
 
 60 
 
 49 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 78 
 
 68 
 
 New York and Phila¬ 
 delphia__ 
 
 114 
 
 98 
 
 86 
 
 73 
 
 60 
 
 49 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 78 
 
 68 
 
 Baltimore... 
 
 107 
 
 92 
 
 81 
 
 68 
 
 56 
 
 46 
 
 34 
 
 45 
 
 37 
 
 36 
 
 55 
 
 72 
 
 65 
 
 Richmond and 
 
 Lynchburgh_ 
 
 79 
 
 72 
 
 59 
 
 48 
 
 40 
 
 38 
 
 22 
 
 32 
 
 28 
 
 24 
 
 43 
 
 49 
 
 53 
 
 Highest intermediate rates 
 on the Northeastern Rail¬ 
 road of Georgia: 
 
 To Gillsville. Ga., from— 
 Boston and Provi¬ 
 dence ___ 
 
 140 
 
 123 
 
 106 
 
 89 
 
 74 
 
 60 
 
 50 
 
 58 
 
 51 
 
 46 
 
 68 
 
 98 
 
 80 
 
 New York and Phila¬ 
 delphia_ 
 
 135 
 
 118 
 
 101 
 
 84 
 
 69 
 
 55 
 
 45 
 
 53 
 
 46 
 
 41 
 
 63 
 
 88 
 
 75 
 
 Baltimore _ 
 
 129 
 
 112 
 
 95 
 
 80 
 
 65 
 
 51 
 
 41 
 
 49 
 
 42 
 
 37 
 
 59 
 
 82 
 
 71 
 
 Richmond and 
 
 Lynchburgh_ 
 
 105 
 
 92 
 
 79 
 
 66 
 
 54 
 
 43 
 
 33 
 
 41 
 
 34 
 
 29 
 
 48 
 
 60 
 
 58 
 
 To Augusta, Ga., from— 
 Boston and Provi¬ 
 dence _ 
 
 96 
 
 81 
 
 70 
 
 58 
 
 47 
 
 37 
 
 28 
 
 42 
 
 311 
 
 31 
 
 43 
 
 61 
 
 54 
 
 New York and Phila¬ 
 delphia _ 
 
 96 
 
 81 
 
 70 
 
 58 
 
 47 
 
 37 
 
 28 
 
 42 
 
 3D 
 
 31 
 
 43 
 
 61 
 
 54 
 
 Baltimore_ . 
 
 89 
 
 75 
 
 65 
 
 53 
 
 43 
 
 34 
 
 26 
 
 39 
 
 281 
 
 28 
 
 40 
 
 DO 
 
 51 
 
 Richmond and 
 Lynchburgh.. 
 
 76 
 
 64 
 
 56 
 
 45 
 
 35 
 
 27 
 
 16 
 
 30 
 
 28 
 
 23 
 
 28 
 
 50 
 
 39 
 
 Highest intermediate rates 
 on Charlotte, Columbia, 
 and Augusta road, be¬ 
 tween Augusta and Co¬ 
 lumbia: 
 
 To Trenton, S. C., from— 
 Boston and Provi¬ 
 dence ... 
 
 130 
 
 112 
 
 99 
 
 80 
 
 68 
 
 54 
 
 43 
 
 54 
 
 47 
 
 44 
 
 59 
 
 82 
 
 81 
 
 New York and Phila¬ 
 delphia .. 
 
 125 
 
 107 
 
 94 
 
 75 
 
 63 
 
 49 
 
 < 
 
 38 
 
 49 
 
 42 
 
 39 
 
 54 
 
 72 
 
 76 
 
 Baltimore_ . 
 
 119 
 
 101 
 
 88 
 
 71 
 
 59 
 
 45 
 
 34 
 
 45 
 
 38 
 
 35 
 
 50 
 
 66 
 
 72 
 
 Richmond and 
 Lynchburgh_ 
 
 105 
 
 91 
 
 78 
 
 63 
 
 53 
 
 41 
 
 29 
 
 40 
 
 32 
 
 29 
 
 44 
 
 56 
 
 65 
 
 To Columbia, S. C., from— 
 Boston and Provi¬ 
 dence ... 
 
 101 
 
 86 
 
 75 
 
 63 
 
 52 
 
 42 
 
 33 
 
 47 
 
 36* 
 
 36 
 
 48 
 
 71 
 
 59 
 
 New York and Phila¬ 
 delphia _ 
 
 96 
 
 81 
 
 70 
 
 58 
 
 47 
 
 37 
 
 28 
 
 42 
 
 3D 
 
 31 
 
 43 
 
 61 
 
 54 
 
 Baltimore.. 
 
 89 
 
 75 
 
 65 
 
 53 
 
 43 
 
 34 
 
 26 
 
 39 
 
 28* 
 
 28 
 
 40 
 
 55 
 
 51 
 
 Richmond and 
 Lynchburgh_ 
 
 76 
 
 64 
 
 56 
 
 45 
 
 35 
 
 25 
 
 16 
 
 27 
 
 25 
 
 23 
 
 28 
 
 45 
 
 45 
 
 Highest intermediate rates 
 on Charlotte, Columbia and 
 Augusta Railroad north of 
 Columbia: 
 
 To Blytliewood, S. C., 
 from— 
 
 Boston and Provi¬ 
 dence ___ 
 
 130 
 
 112 
 
 99 
 
 80 
 
 68 
 
 54 
 
 43 
 
 54 
 
 47 
 
 44 
 
 59 
 
 82 
 
 81 
 
 New York and Phila¬ 
 delphia ____ 
 
 125 
 
 107 
 
 94 
 
 75 
 
 63 
 
 49 
 
 38 
 
 49 
 
 42 
 
 39 
 
 54 
 
 72 
 
 76 
 
 Baltimore__ 
 
 119 
 
 101 
 
 88 
 
 71 
 
 59 
 
 45 
 
 34 
 
 45 
 
 38 
 
 35 
 
 50 
 
 66 
 
 72 
 
 Richmond and 
 Lynchburg_ 
 
 105 
 
 91 
 
 78 
 
 63 
 
 53 
 
 41 
 
 29 
 
 40 
 
 32 
 
 29 
 
 44 
 
 56 
 
 65 
 
 To Lincolnton, S. C., 
 from— 
 
 Boston and Provi¬ 
 dence ___ 
 
 123 
 
 109 
 
 94 
 
 79 
 
 66 
 
 57 
 
 42 
 
 51 
 
 49 
 
 42 
 
 66 
 
 88 
 
 78 
 
 New York and Phila¬ 
 delphia .. 
 
 118 
 
 104 
 
 89 
 
 74 
 
 61 
 
 52 
 
 37 
 
 46 
 
 44 
 
 37 
 
 61 
 
 78 
 
 73 
 
 Baltimore... 
 
 112 
 
 98 
 
 83 
 
 70 
 
 57 
 
 48 
 
 33 
 
 42 
 
 40 
 
 33 
 
 57 
 
 70 
 
 69 
 
 Richmond and 
 • Lynchburg. 
 
 88 
 
 78 
 
 67 
 
 56 
 
 46 
 
 40 
 
 25 
 
 34 
 
 32 
 
 25 
 
 46 
 
 58 
 
 56 
 
426 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 RICHMOND AND DANVILLE RAILROAD COMPANY—Continued. 
 
 
 1. 
 
 2. 
 
 3. 
 
 Highest intermediate rates 
 on Chester and Lenoir 
 Narrow-Gauge Railroad: 
 
 To Pleasant Ridge, 
 from— 
 
 Boston and Provi¬ 
 dence __ 
 
 140 
 
 125 
 
 110 
 
 New York and Phila¬ 
 delphia .. 
 
 135 
 
 120 
 
 105 
 
 Baltimore.. 
 
 129 
 
 114 
 
 99 
 
 Richmond and 
 
 Lvnchburgh. 
 
 105 
 
 94 
 
 83 
 
 To Goldsborough, N. C., 
 from— 
 
 Boston and Provi¬ 
 dence _ .__ 
 
 110 
 
 96 
 
 82 
 
 New York and Phila¬ 
 delphia.... 
 
 105 
 
 91 
 
 77 
 
 Baltimore.. 
 
 99 
 
 85 
 
 71 
 
 Richmond and 
 
 Lvnchburgh_ 
 
 75 
 
 65 
 
 55 
 
 Highest intermediate rates 
 on Richmond and Danville 
 Railroad: 
 
 To Princeton, N. C., 
 from— 
 
 Boston and Provi¬ 
 dence _ 
 
 110 
 
 96 
 
 84 
 
 New York and Phila¬ 
 delphia . 
 
 105 
 
 91 
 
 79 
 
 Baltimore .. 
 
 99 
 
 85 
 
 73 
 
 Richmond and 
 Lvnchburgh_ 
 
 75 
 
 65 
 
 57 
 
 
 4. 
 
 o. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 t 
 
 F. 
 
 H. 
 
 90 
 
 80 
 
 64 
 
 52 
 
 60 
 
 62 
 
 48 
 
 80 
 
 104 
 
 97 
 
 93 
 
 75 
 
 59 
 
 47 
 
 55 
 
 57 
 
 43 
 
 75 
 
 94 
 
 92 
 
 89 
 
 71 
 
 55 
 
 43 
 
 51 
 
 53 
 
 39 
 
 71 
 
 86 
 
 88 
 
 75 
 
 60 
 
 47 
 
 35 
 
 43 
 
 45 
 
 31 
 
 60 
 
 74 
 
 75 
 
 68 
 
 55 
 
 42 
 
 37 
 
 41 
 
 41 
 
 36 
 
 58 
 
 74 
 
 
 63 
 
 50 
 
 37 
 
 32 
 
 36 
 
 36 
 
 31 
 
 53 
 
 64 
 
 60 
 
 59 
 
 46 
 
 33 
 
 28 
 
 32 
 
 32 
 
 27 
 
 49 
 
 56 
 
 56 
 
 45 
 
 35 
 
 25 
 
 20 
 
 26 
 
 24 
 
 19 
 
 38 
 
 44 
 
 43 
 
 70 
 
 58 
 
 47 
 
 37 
 
 44 
 
 43 
 
 37 
 
 58 
 
 78 
 
 69 
 
 65 
 
 53 
 
 42 
 
 32 
 
 39 
 
 38 
 
 32 
 
 53 
 
 68 
 
 64 
 
 61 
 
 49 
 
 38 
 
 28 
 
 35 
 
 34 
 
 28 
 
 49 
 
 60 
 
 60 
 
 47 
 
 38 
 
 30 
 
 20 
 
 27 
 
 26 
 
 20 
 
 38 
 
 48 
 
 47 
 
 The necessity for making lower rates to Columbia than to intermediate points is based 
 upon the fact that the rate from eastern cities to Columbia is made by the ocean rate to 
 Charleston plus the rate of the South Carolina Railway Company, whose rates are made 
 by the South Carolina railway commission, and which rate is worked by us. 
 
 The rate to Augusta is made by the ocean rate to Savannah plus the Georgia railway 
 commission's rate to Augusta, which in turn is governed by the river competition from 
 Savannah to Augusta. 
 
 The rate to Atlanta is made by the ocean rate to Savannah plus the authorized rate of 
 the Georgia railway commission from Savannah to Atlanta. The same is true of Athens 
 and Gainesville, which rates are worked by us. The maximum rates between Gainesville 
 and Atlanta are none of them higher than the Gainesville and Atlanta rate. The distance 
 between Gainesville and Atlanta is 53 miles, the volume of business being inconsiderable 
 as compared with the Atlanta and Gainesville tonnage. 
 
 The rate to Goldsborough, N. C., is controlled by the lines working through the Chesa¬ 
 peake Bay by water to Portsmouth, Va., and thence by rail to Goldsborough. This line 
 in turn is controlled by water to New Berne, and thence by the local rate of the Atlantic 
 and North Carolina Railroad from New Berne to Goldsborough, which makes a lower 
 rate than either our linp or the line via Portsmouth. 
 
 It will be observed that the rates to Gainesville, Atlanta, Athens, and Augusta are 
 made the same from Boston and Providence as from New York and Philadelphia, while 
 stations north of Gainesville, north of Athens, and north of Augusta, are made 5 cents 
 per 100 pounds higher from Boston and Providence than from New York or Philadelphia. 
 This results from the fact that tbe lines working through Savannah and Charleston 
 make the same rates from Boston and Providence that they do from New York and Phila¬ 
 delphia, while the points to which we make rates are 5 cents per 100 pounds higher 
 from Boston and Providence than from New York and Philadelphia. Our Boston and 
 Providence water connection is from West Point, Va., as is also our New York connection, 
 the former demanding much larger proportions than the latter. 
 
 The through rates from the West to points on our linos are not made by us. We 
 charge from all our junction points a fixed rate, which is lower for the long haul only 
 in the case of Columbia, S. C., and Athens and Gainesville, Ga.. and points between 
 there and Atlanta. These rates are governed by the same causes as exist in the matter 
 of eastern rates, our Athens business being worked exclusively from Atlanta. 
 
 The rates from eastern cities and Richmond to points south and west of Atlanta are 
 made by the lines most interested in that traffic, according to the necessity of meeting 
 competition by the water lines working into the South Atlantic and Gulf ports, by adding 
 to the water rate to the ports the shortest rail rate to destination, we working the same 
 rates through Atlanta and Paint Rock as are made by our competitors. The rates from 
 Richmond to the points noted herein are made on the same basis as from eastern cities 
 by deducting from such rates the differences that experience has shown to be equitable as 
 between that city and the eastern cities. 
 
 These differences have been fixed, either by agreement or arbitration, by the lines from 
 and via Savannah and Charleston against the lines from and via Richmond. 
 
 The rates between the local points on our line and the above-named points are made 
 on the lowest combination ; but where such combination is higher than the Richmond 
 rate that rate is used, so that no higher intermediate rate obtains. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 427 
 
 We have been, and are, most desirous ot' complying with the terms of the interstate 
 law, and have arranged our rates for this purpose by the best advice and consideration 
 we have been able to give to the question, and believe that we have complied with its 
 spirit and intent. We do not, of course, claim to have our rates absolutely perfect in 
 this respect, as we lind, daily, omissions and errors which are called to our attention 
 either by complaint of shippers or by daily contact with the tariffs. As fast as these 
 discrepancies appear we correct them ; but in many cases it is impossible to quote rates 
 from our smaller stations to all of the territory we reach by the lines beyond us, and in 
 such cases, where the shipper omits to ask the agent for rates, shipments are occasionally 
 made in which overcharges occur. 
 
 To reduce our local rates to the plane of the lowest competitive rate would result in 
 the loss of such revenue as would make it impossible to sustain the property. 
 
 The accompanying diagram shows the changes and reductions we have made in our 
 rates for the purpose of complying with the law, and are submitted as a part of this 
 communication. 
 
 If our construction of the law is at any point at variance with that of your honorable 
 body, we shall be glad to make any changes that you may direct. 
 
 Yours, truly, 
 
 Sol Haas,, Traffic Manager. 
 
 P. S.—In reference to passenger rates, there are none less for longer distances than 
 
 short. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission. 
 
 THE SOUTH CAROLINA RAILWAY COMPANY. 0 
 
 Dear Sin : Replying to your circular of 20tli instant, I inclose herewith copy of appli¬ 
 cation to the Interstate Commerce Commission, submitted at its session in Atlanta, 
 Ga., in April of this year, which, as far as I am able to judge, gives very full replies to 
 the inquiries contained in the circular to which this is a reply so far as relates to inter¬ 
 state rates over this road only. 
 
 In regard to freight rates made in combination with other roads, I inclose copy of inter¬ 
 state tariff between Charleston and points west and beyond Augusta. The points 
 therein named, between Augusta and Atlanta, are local stations on the Georgia Railroad, 
 and the rates named are the sum of the rates of this company between Charleston and 
 Augusta and the rates established by the Georgia railroad commission between Augusta 
 and said local stations. These, I think, can hardly be considered joint rates in the sense 
 this term is used in the act, since, if the roads declined to name rates between Charleston 
 and these points, the cost to shippers would remain as now, each road charging its regu¬ 
 lar tariff between the points on its own line. The rates between Charleston and Atlanta 
 are regulated by the rates made by the railroads between Savannah, Ga., and Atlanta, 
 Ga.. under the rule adopted by the Georgia railroad commission. The reasons for 
 adopting these rates are the same as those given on page 4 of the inclosed application for 
 the use of uniform rates between Augusta and Charleston. The relative distance from 
 Atlanta is 309 miles to Charleston and 294 miles to Savannah. 
 
 Our passenger tariffs are made on the basis of distance, and are in no case higher for a 
 shorter than for a longer distance. 
 
 If the Commission desires any further information it will give me pleasure to reply to 
 any inquiries submitted. 
 
 Yours, respectfully, .John E. Peck, 
 
 General Manager. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 (The application referred to in the foregoing is as follows:) 
 
 f 
 
 Charleston, S. C.. April 23, 1887. 
 
 Gentlemen : The South Carolina Railway Company respectfully shows : 
 
 That the road owned and operated by said company is wholly within the State of 
 South Carolina, with the exception that its tracks extend from the town of Hamburg, in 
 said State, across the Savannah River- to the city of Augusta, Ga., situated on the west 
 bank of said river, which is at that point the boundary line between the States of South 
 Carolina and Georgia. 
 
 That the entire interstate traffic transacted by said company, except traffic over joint 
 lines in connection with other transportation companies, is the traffic between Augusta, 
 Ga., and points in the State of South Carolina. # as fully set forth in its interstate tariff, 
 a copy of which is hereto attached. 
 
 That the rates as set forth in said tariff are less between Augusta, Ga., and Charles¬ 
 ton and Columbia. S. C., than the rates to and from points intermediate between said 
 cities, and are therefore greater “ for a shorter than for a longer distance over the same 
 line in the same direction, the shorter being included within the longer distance.” 
 
 Wherefore, in accordance with the order of the Interstate Commerce Commission, is¬ 
 sued at the city of Washington, on the 6th day of April, 18S7, the South Carolina Rail¬ 
 way Company hereby makes application to your honorable body for relief from the op¬ 
 eration of the provisions of section 4 of the act of Congress entitled “An act to regulate 
 commerce.” and submits the facts upon which said application is claimed. 
 
 (1) That as between Augusta and Charleston your applicant is not the sole means 
 of railroad communication between said cities, the Port Royal and Augusta and the 
 
 “This property is now controlled by tlie Southern Railway. (See response of 
 that company to the present inquiry.) 
 
428 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Charleston and Savannah railways forming a joint and continuous line between said 
 cities of substantially the same length as your applicant's, and which has for many years, 
 and is now, competing with your applicant for the business between said points. 
 
 That in addition to said direct competition of carriers between said cities the port of 
 Charleston and the port of Savannah are. and have been for many years, competing for 
 the business of Augusta, Ga., and have each enjoyed a portion of the benefits derived 
 from commercial relations with said city. That the commercial routes between the ports 
 and the said city of Augusta are as follows : Between Charleston and Augusta the rail 
 way of the applicant, 138 miles in length, and the railway of its competitor, as hereto¬ 
 fore set forth, 148 miles, and a water route via the Savannah River and the Atlantic 
 Ocean. Between Savannah and Augusta, the railway line of the Central Railroad and 
 Banking Company, 132 miles in length, and a water route via the Savannah River. The 
 routes between Augusta and Savannah are not subject to the provisions of the act to 
 regulate commerce, the railway being wholly within the State of Georgia, and the law's 
 of said State, as will hereafter be more fully shown, permitting its railroads to arrange 
 their tariffs without the restrictions from which your applicant seeks relief. Your appli¬ 
 cant, in view of these facts, respectfully submits that if the relief sought is not granted 
 the restrictions imposed will practically invest the lines of transportation leading to the 
 city of Savannah with the power to so arrange their rates as to render it unprofitable for 
 the lines leading to Charleston to transport traffic at the same rates as those made to Sa¬ 
 vannah, by reason of the fact that reductions made by the lines to Savannah in rates to 
 and from Augusta would affect the revenue of said lines only as regards the business 
 from Augusta to Savannah, while the same reductions made in the rates between Au¬ 
 gusta and Charleston might involve similar reductions to many of the intermediate 
 points, creating a loss of revenue greater than could be derived from the business from 
 Augusta, and that in such case the effect of such denial would be, not to regulate com¬ 
 merce between the States of Georgia and South Carolina, but to allow the carriers of 
 Georgia to so arrange their rates as to prevent commerce between said States, and to de¬ 
 prive the carriers to Charleston of the benefits heretofore and now derived from the trans¬ 
 portation of such business and the city of Charleston of the benefits arising from its com¬ 
 merce with the city of Augusta. Your applicant further avers that the rates between 
 Savannah and Augusta and the rates between Charleston and Augusta have for many 
 years past been exactly the same ; that the distance is so nearly equal and that other 
 circumstances and conditions are so nearly similar as to make such an adjustment of 
 rates not only just and reasonable, but. as a sound business policy, imperative, in order 
 to prevent unjust discriminations between the said ports by the carriers thereto. Your 
 applicant further avers that the adjustment of rates between Augusta and the ports not 
 only affects the interests of the port of Charleston and the carriers thereto in the manner 
 stated as to the commerce of the city of Augusta, but that in consequence of the fact that 
 the rates from the local stations on the Georgia Railroad, and on the Augusta and Knox¬ 
 ville Railroad, and on the Augusta. Gibson and Sandersville Railroad to and from the 
 ports are based on the rates between Augusta and the ports, the commerce between said 
 points and the ports will, unless the relief sought be granted, be affected in the same 
 manner as the commerce between the city of Augusta and the city of Charleston, and 
 that the effect of withholding the relief applied for might, and probably would, result in 
 a practical prohibition of that commerce between the States of South Carolina and 
 Georgia, which has had an uninterrupted existence for more than a century. 
 
 (2) That as between the city of Augusta, Ga., and the city of Columbia, S. C., your 
 applicant is not the sole means of railroad communication between the two cities. The 
 Richmond and Danville Railroad Company, by one of its leased lines, operates a line 
 between the two cities and is now competing with your applicant for the traffic between 
 said cities. Your applicant avers that notwithstanding the fact that it carries traffic 143 
 miles, while its competitor carries it only 85 miles to reach the same point, that it has 
 been able to secure a considerable portion of the traffic between said cities at the rates 
 fixed and charged by its competitor, and said traffic has yielded to your applicant a fair 
 margin of profit by reason of the fact that it must, as a common carrier, run trains be¬ 
 tween the said points in order to serve the towns situated between said cities on its line, 
 enabling your applicant to transport said competitive traffic without greatly increasing 
 the cost of running said trains, and thus securing a reasonable profit on the competitive 
 business. That if it shall become necessary to adjust all its rates so that no greater 
 charge shall be made for a shorter than for a longer distance over the same line in the 
 same direction a reduction to the basis of the competitive rates would cause the trans¬ 
 portation of traffic between Augusta and Columbia to be unprofitable to your applicant, 
 by reason of the reduction made on its intermediate traffic, and that it will therefore be 
 forced to so adjust its rates between Columbia and Augusta as to deprive your appli¬ 
 cant of any participation in the commerce between said cities. Thus your applicant will 
 be deprived of a portion of the profits resulting from its business which it has heretofore 
 enjoyed, and the cities of Columbia and Augusta will be deprived of whatever benefits 
 said'cities now derive from the competition of carriers between said points, while the 
 towns which will continue to be served by your applicant will in no manner be benefited 
 bv the withdrawal of your applicant from said competition. 
 
 (3) Your applicant respectfully submits that the relief hereby applied for should be 
 granted by your honorable body, because the arrangement of rates as set fox*th in its 
 interstate tariff, herewith submitted, is in itself just and reasonable. The legislature of 
 the State of South Carolina passed, in The year 1882. laws regulating the rates of rail¬ 
 road companies, and in said laws prescribed what shall be held to be just and reasonable 
 in the arrangement of tariffs, which laws are now in full force and effect. 
 
 The legislature of the State of Georgia passed, on the 14th day of October, 1879, “An 
 act to provide for the regulation of railroad freight and passenger tariffs in this State, to 
 prevent unjust discrimination and extortion in the rates charged for transportation of 
 passengers and freight, and to prohibit railroad companies, corporations, and lessees in 
 this State from charging other than just and reasonable rates, and to punish the same, 
 and prescribe a mode of procedure and rules of evidence in relation thereto, and to appoint 
 commissioners, and to prescribe their powers and duties in relation to the same.” 
 
 The board of railroad commissioners of the State of Georgia, by virtue of the power 
 conferred by said law on said commission, has made and published the following regula¬ 
 tion, which is now in full force and effect: 
 
429 
 
 DIGEST OF HEARINGS OX RAILWAY RATES. 
 
 “ Regulations concerning freight rates . — Tlie freight rates prescribed by the commission 
 are rpaximum rates, which shall not be transcended by the railroads. They may carry, 
 however, at less than the prescribed rates : provided, that if they carry for less for one 
 person they shall for the like service carry for tlie same lessened rate for all persons, 
 except as mentioned hereafter ; and if they adopt less freight rates from one station, they 
 shall make a reduction of the same per cent at all stations along the line of road, so as 
 to make no unjust discrimination as against any person or locality. But when, from any 
 point in this State,_ there are competing lines, one or more not subject to the jurisdic¬ 
 tion of the commission, then any line or lines which are so subject may, at such compet¬ 
 ing point, make rates below the standard tariff, to meet such competition, without mak¬ 
 ing a corx-esponding reduction along the line of road.” 
 
 Your applicant respectfully submits that the arrangement of rates as shown by its 
 interstate tariff would, if the transportation was wholly within either the States of South 
 Carolina or Georgia, to be adjudged to be not only just and reasonable, but fully in accord¬ 
 ance with and authorized by the laws of said States, which laws have been in effect for 
 a period of five and eight years, respectively, without, so far as is known by your appli¬ 
 cant, any demand on the part of any citizen of either of said States for a modification of 
 or for the repeal of the said laws heretofore quoted. And your applicant further submits 
 that, in view of the fact that its interstate rates have been adjusted in conformity to the 
 laws of said States, that the discrimination therein shown in favor of competitive points 
 is in all respects just and reasonable and in no wise unjust discrimination, unless it be so 
 declared by reason of such discrimination being in violation of the fourth section of the 
 act to regulate commerce, in which case your honorable body is authorized by the pro¬ 
 visions of said act to relieve your applicant from the operation of said section. 
 
 (4) Your applicant respectfully submits that the fourth section of the act to regulate 
 commerce does not, in clear and explicit terms and beyond doubt, prohibit railroad 
 companies from charging or' receiving any greater compensation in the aggregate for the 
 transportation of property for a shorter distance to a non-competitive point than is 
 charged for a longer distance over the same line to a competitive point. The prohibition 
 is restricted by the terms of said section to “ the transportation' of like kind of property, 
 under substantially similar circumstances and conditions.” In this restriction two facts 
 are recognized : First, that the property carried by railroad companies will not all be of 
 like kind ; second, that property of a like kind will not all be carried under substantially 
 similar circumstances and conditions. If these restrictions had been omitted from the sec¬ 
 tion, there could have been no doubt as to its requirements. With the restrictions, there 
 is no dispute as to the fact that the provisions of the fourth section does not, and was not 
 intended to, interfere with the practice adopted by common carriers of classifying the 
 property usually transported by railroads and charging more for the transportation of 
 one kind of property a shorter distance than was charged for the transportation of 
 another kind of property a longer distance. Yet it has been gravely contended that the 
 term ” substantially similar circumstances and conditions ” has, in fact, no practical 
 meaning whatever ; that the requirements of the fourth section are precisely the same as 
 though this phrase had been omitted altogether. Yet the same parties who deny that this 
 phrase has any practical meaning when used in the fourth section not only admit, but 
 contend, that the same phrase has a very important signification when used in the second 
 section of the act. That section provides that each shipment of a like kind of property, in 
 the same quantity, carried at the same time, in the same direction, the same distance, un¬ 
 der substantially similar circumstances and conditions, shall yield the same revenue to the 
 carrier. Each party making a shipment, as there described, shall pay to the carrier the 
 same amount. Yet it is admitted that your applicant may, without violating the pro¬ 
 visions of this section, transport from Augusta to Charleston, on the same train, three car¬ 
 loads of flour, each car containing 100 barrels of the same brand, and receive for such serv¬ 
 ice a different amount for each shipment, because the said shipments were not made 
 under substantially similar circumstances and conditions, by reason of the fact that the 
 service performed by your applicant constituted in one case a portion of a continuous 
 shipment from Chicago, in another of a continuous shipment from Nashville, and the 
 third of a continuous shipment from Atlanta. 
 
 It is admitted in the construction given to this phrase, as used in the second section, 
 that it was not the intention of Congress to destroy the system of joint through rates, 
 which had been adopted by the railroads, whereby each carrier accepted as compensation 
 for the service performed a proportion based on the number of miles of service rendered 
 by said carrier, by compelling each carrier to charge the same rate on all shipments as 
 described in said section, but that the phrase “ substantially similar circumstances and 
 conditions ” confined the operation of this section, not only to the circumstances and con¬ 
 ditions therein specifically described, but by the use of this phrase also included both the 
 initial and terminal points of said shipment, so that unless these were both the same the 
 requirements of said section did not apply. Without this qualifying clause the effect of 
 section 2 would be, first, to greatly increase the joint rates for long distances over joint 
 lines, because the railroads could not afford to arrange the rates between their terminal 
 points on the basis of their proportion of the joint rates ; second, to prevent longer and 
 indirect lines from competing with short and direct lines, because the adjustment of all 
 the rates between the terminal points of each railroad on the basis of its proportion of 
 the competitive rate would make the competitive business result in a loss to the several 
 railroad companies instead of a profit. 
 
 The logical effect of the admission that the phrase “ substantially similar circum¬ 
 stances and conditions ” does qualify the provisions of the secoud section, as before 
 stated, is that Congress did not intend to increase the rates over continuous lines to the 
 extent of the sums of the rates charged by each road for the same service between its 
 terminal points, and that it did not intend to prevent or destroy railroad competition in 
 the manner before stated, but that this qualification was inserted in order to prevent 
 such results from the passage of the act. Another evidence of such intention is found 
 in the fourth section, in the provision that the carrier shall not receive any greater com¬ 
 pensation in the aggregate, which is admitted to mean not the aggregate received by 
 any one party to a continuous shipment, but the amount received by all the parties to 
 such shipment. Your applicant submits that it is proper to assume that if Congress 
 used the term “ substantially similar circumstances and conditions ” in one section of 
 this act for the purpose of preventing certain results, that its use in another section 
 was for the same purpose, it the absence of such qualifying term in the fourth section 
 
430 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 would produce the same results as its omission in the second section. It will hardly 
 be denied that a change from the system of adjusting tariffs that has been adopted by 
 railroads, which gives to competitive points lower rates than are charged to non-competi¬ 
 tive points, to the observance of the rule that a rate for a shorter distance shall not be 
 greater than for a longer distance, must of necessity increase the rates for the longer 
 distance, because the opposite course would so reduce the revenue of the railroads as to 
 render them incapable of performing the service. This being true as to the effect on 
 the rates between the terminal points of one railroad company, that effect is intensified 
 when joint rates are made over two or more roads. In proof of this assertion, your ap¬ 
 plicant respectfully submits that on existing tariffs the rate from New York to Willis- 
 ton, S. C., a point 39 miles east of Augusta, Ga., per 100 pounds of first-class freight, is 
 $1.17 ; that the rate to Augusta, Ga., is 96 cents, and that the rate to Thomson, Ga., 
 a point 37 miles west of Augusta, is $1.17. The latter rate is made by adding to the 
 rate to Augusta the rate from Augusta to Thomson established by the Georgia rail¬ 
 road commission. If it becomes necessary to arrange these rates on the basis of not 
 charging in greater sum for a shorter than is charged for a longer distance, the rate to 
 Augusta must be increased to at least $1.17 or the rates to all points between Charleston 
 and Augusta must be decreased. If such increase is made, the law would still allow the 
 line to continue its rate of $1.17 to Thomson without being guilty of violating either 
 the second or fourth section ; but if this is done, the carriers must accept for the trans¬ 
 portation of freight through Augusta to Thomson, a non-competitive point on the 
 Georgia Railroad, a rate of 96 cents, so as to allow the Georgia Railroad its compensation 
 for the service performed. Under such an interpretation of the law the joint lines be¬ 
 tween New York and Augusta would be authorized to receive a less rate for the longer 
 distance to a non-competitive point than was charged for a shorter distance to a com¬ 
 petitive point. On the other hand, if the present system of making rates was adhered 
 to, the rate to Thomson would be increased to $1.38, and a similar increase would be 
 made to all stations between Augusta and Atlanta. This would make the rate to At¬ 
 lanta $1.79 instead of $1.14, as at present. The present rate from New York to Marietta, 
 Ga., a non-competitive point, 20 miles west of Atlanta, is now $1.34, made by adding 
 the rate established by the Georgia commission from Atlanta to Marietta to the Atlanta 
 rate. But if the rate to Atlanta is changed, as before stated, the rate would be $1.90. 
 
 It is manifest that if the rates on continuous lines were thus increased the power of 
 competition by longer and indirect lines would be weakened to an extent that would 
 force them to withdraw from the competitive business, so that the admitted qualification 
 in the second section would be entirely neutralized unless the same terms are given the 
 same signification in the fourth section. Your applicant further submits that the third 
 section of the act to regulate commerce provides that it shall be unlawful for any com¬ 
 mon carrier to give undue preference or advantage to any locality or to subject any 
 locality to any undue or unreasonable prejudice or disadvantage; that the localities 
 which have been granted rates less for a longer distance than is charged localities for 
 which a shorter service is performed are entitled to such preference by reason of the 
 superior facilities for transportation which said localities enjoy, either by natural or 
 artificial ways. The right of such localities to enjoy these advantages has been recog¬ 
 nized, as hereinbefore shown, by State’s regulation, and is in strict accordance with com¬ 
 mercial laws and commercial usage. The increased supply has in this, as in other com¬ 
 mercial transactions, resulted in a decrease of prices. If the benefit derived from the 
 adoption of this principle in the adjustment of tariffs to competitive points was confined 
 alone to competitive points there might be some ground for the charge of unjust dis¬ 
 crimination against non-competitive points. But, as has been already shown, there is no 
 practicable method of adjusting rates on joint lines so that no greater charge shall be 
 made for a shorter distance than is made for a longer distance that will not injuriously 
 affect the non-competitive as well as the competitive points. ( 
 
 It follows, therefore, that the noncompetitive as well as the competitive points are 
 the beneficiaries of the present adjustment of tariffs. Would it not be putting the com¬ 
 petitive points at an undue and unreasonable disadvantage to deprive them of all the 
 benefit of their location?' Whether the adjustment is made on the basis of distance, by 
 means of increasing the competitive rates to the level of the noncompetitive, or by 
 decreasing the noncompetitive rates to the level of the competitive, or by increasing 
 the one and decreasing the other, the result is alike to deprive the competitive point of 
 the advantage of its location and confer by statute on the noncompetitive point an 
 advantage it could obtain in no other manner. More than this, the rates, as adjusted 
 by one continuous line, are not always a true indication of the real situation of the 
 localities. In the illustration heretofore given, the rate from New York to Williston 
 and the rate to Thompson, 76 miles distant on the same line, being the same to. each 
 point, and the rate to Augusta, halfway between these points on the same line, being 
 lower than either, seems to be discrimination in favor of both Augusta and Thompson 
 against Williston. Yet when the route from New York to Augusta is via the ocean and 
 the Savannah River, a rate to Augusta of 96 cents and a rate to Williston, 39 miles 
 east, and a rate to Thompson, 37 miles west, is $1.17 to each, is beyond question most 
 just and reasonable to all these points. 
 
 Your applicant submits, in view of these facts, that it is impossible to adjust rates so 
 as to comply with the provisions of section 3 of the act to regulate commerce, where 
 the public is served by numerous competing carriers over routes of different character, 
 without giving due consideration to all the conditions and circumstances under which 
 the traffic is transported, and that in fact the arrangement of its interstate rate is not 
 in violation of any portion of the act to regulate commerce, but in entire conformity 
 therewith. Nevertheless, in view of the fact that the provisions of said act have not 
 been judicially construed, and in view of the fact that your applicant desires to act 
 in full conformity with the requirements of said act, and to avoid any penalties that 
 might be incurred through an erroneous construction of said act, your applicant respect¬ 
 fully petitions your honorable body to exercise in its behalf the power conferred by the 
 proviso of the fourth section of said act, and to relieve your applicant from the oper¬ 
 ation of said section in so far as relates to its rates between competitive points. 
 
 The South Carolina Railway Company, 
 
 By John B. Peck, General Manager. 
 
 The Interstate Commerce Commission. 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 431 
 
 THE GEORGIA PACIFIC RAILWAY COMPANY.® 
 
 Dear Sir : “ Rates of freight on interstate traffic." Referring to a communication of 
 C. C. McCain, auditor, I beg to say that so far as rates from any one station on our line 
 to any other station no rate is made higher for a short than for a longer distance. As 
 regards rates to and from places beyond the territory, as you are doubtless aware, it is 
 the policy of all the railways in the Southern Railway and Steamship Association to make 
 less rates to common points in the territory of the association than to intermediate points 
 which are not common and to which no competition exists. For instance, the highest 
 rates from New York to stations on this line between Atlanta and Birmingham are made 
 to Waco and Bremen, Ga. They are : 
 
 
 1 . 
 
 o 
 
 6 . 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 F. 
 
 H. 
 
 Highest rates from New York to— 
 Waco and Bremen_ 
 
 152 
 
 132 
 
 114 
 
 99 
 
 80 
 
 64 
 
 54 
 
 64 
 
 46 
 
 43 
 
 78 
 
 93 
 
 94 
 
 Anniston. Oxford,and Birming¬ 
 ham ___ 
 
 114 
 
 98 
 
 86 
 
 73 
 
 60 
 
 49 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 78 
 
 68 
 
 Highest rates from New York to 
 points west of Birmingham are 
 made to— 
 
 Fern Bank and Hudson.. 
 
 154 
 
 132 
 
 ,» 
 
 96 
 
 85 
 
 71 
 
 58 
 
 b8 
 
 54 
 
 50 
 
 83 
 
 109 
 
 91 
 
 Columbus. Miss... 
 
 120 
 
 105 
 
 90 
 
 75 
 
 70 
 
 59 
 
 46 
 
 58 
 
 50 
 
 49 
 
 68 
 
 98 
 
 70 
 
 From other eastern cities—Boston. Philadelphia, Baltimore, Richmond, Charleston, 
 Savannah—the rates are made with relation to the rates from New York. We have prac¬ 
 tically no traffic from our local stations to the cities above mentioned of any goods com¬ 
 ing within above classified rates, but should shipments be offered the above-named rates 
 would be used. 
 
 From the west rates are likewise made less to common points—Atlanta, Macon, 
 Augusta, etc.—than to intermediate local stations. 
 
 Rates are published from Cincinnati to Waco and Bremen, Ga., as follows : 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D.. 
 
 E. 
 
 F. 
 
 H. 
 
 Cincinnati to— 
 
 Waco and Bremen . -._. 
 
 150 
 
 128 
 
 114 
 
 93 
 
 76 
 
 64 
 
 46 
 
 50 
 
 40 
 
 3.5} 
 
 68 
 
 78 
 
 72 
 
 Atlanta ...._. 
 
 107 
 
 92 
 
 84 
 
 68 
 
 56 
 
 46 
 
 28 
 
 36 
 
 31 
 
 27 
 
 48 
 
 54 
 
 53 
 
 Sardis. Sipsev, and Fayette. 
 
 161 
 
 133 
 
 110 
 
 91 
 
 75 
 
 664 
 
 52 
 
 54 
 
 46 
 
 40 
 
 701 
 
 84 
 
 84 
 
 Columbus, Miss.. 
 
 115 
 
 97 
 
 77 
 
 66 
 
 55 
 
 481 
 
 41i 
 
 42 
 
 35 
 
 33} 
 
 50} 
 
 59 
 
 65 
 
 The same method is preserved in making rates from Louisville, St. Louis, Evansville, 
 etc. 
 
 From the line of this railway our principal article of transportation to stations beyond 
 is coal. In making rates from the mines situated upon this railway we have, by agree¬ 
 ment with our connections, made less rates to certain competitive points than to nearer 
 noncompetitive places. From Walker County coal mines to Meridian the rate is $1.40 
 per ton. To the highest intermediate station on M. and O. Railroad Marion rates are as 
 
 follows : 
 
 Ton. 
 
 May 1 to August 1___$2. 00 
 
 August 1 to September 30_ 2. 20 
 
 October 1 to May 1_ 2. 25 
 
 Rate to Mobile_ 2. 25 
 
 To highest intermediate point: 
 
 May 1 to August 1_ 2. 20 
 
 August 1 to September 30_ 2. 30 
 
 October 1 to May 1- 2. 45 
 
 Rate to Jackson, Miss_ 2. 25 
 
 To highest intermediate point: 
 
 May 1 to August 1_ 2. 10 
 
 August 1 to September 30_ 2. 20 
 
 October 1 to May 1_ 2. 40 
 
 To highest intermediate point on Memphis and Charleston Railroad : 
 
 May 1 to September 1- 2. 30 
 
 September 1 to October 1_ 2. 40 
 
 October 1 to May 1_ 2. 50 
 
 Rate to Holly Springs, Miss., via Starkville and Illinois Central Railroad_ 2. 60 
 
 Rate to highest intermediate point on Illinois Central Railroad_ 3. 65 
 
 On cotton : 
 
 Rates, Birmingham. Ala., to— 
 
 Boston and Providence_ . 75 
 
 New York and Philadelphia_ . 70 
 
 Baltimore _ . 65 
 
 Norfolk and West Point_ . 56 
 
 Savannah, Charleston, and Brunswick_ . 50 
 
 a This property is now controlled by the Southern Railway. See response of 
 that company to the present inquiry. 
 
432 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Highest intermediate station to— 
 
 Boston and Providence_ 
 
 New York and Philadelphia_ 
 
 Baltimore _ 
 
 Norfolk and West Point- 
 
 Charleston and Savannah- 
 
 Atlanta to New Orleans_ 
 
 Highest intermediate station on Georgia Pacific_ 
 
 Staves: 
 
 Birmingham to Memphis_ 
 
 Highest intermediate station on Georgia Pacific to Memphis 
 
 Cairo, Ill- 
 
 Highest intermediate station on Georgia Pacific_ 
 
 Tons. 
 
 $0. 78 
 . 73 
 . 68 
 . 59 
 . 53 
 . 50 
 . 53 
 
 . 20 
 . 42 
 
 . 42 
 
 These are all the instances in which, in issuing rates to or from this line of railway, we 
 have made higher rates to or from an intermediate station than to a more distant one, 
 and in every case the difference has been forced by strong competition. 
 
 We have been largely guided in our action by the communication of the honorable 
 Interstate' Commerce Commissioners, published in July last, and trust that our course 
 will meet with their approval. 
 
 Respectfully, Geo. S. Barxum, 
 
 General Freight Agent. 
 
 T. Y. Sage, Esq., 
 
 General Manager, City. 
 
 THE GEORGIA MIDLAND AND GULF RAILROAD." 
 
 Dear Sir : I beg to hand you herewith replies to questions set forth in your circular 
 letter of October 20. Also in memorandum inclosed with your letter November 23. 
 Columbus, Ga., is about the only real competitive point on our little road, and to this 
 point the rates are made by the Central Railroad, and controlled somewhat by the boats 
 on the Chattahoochee River. Hence a lower rate in effect to Columbus than to our local 
 stations, for instance Woodburn, as per rates shown on attached memorandum. The 
 same rule applies in making rates to all of our local stations from common points. 
 
 The rates as shown on memorandum are from New York to Columbus, Ga., and from 
 same common points to Woodbury, a local station. 
 
 Respectfully, yours, C. W. Chears, 
 
 General Freight Agent. 
 
 C. C. McCain, 
 
 Auditor Interstate Commerce Commission, Washington, D. C. 
 
 EAST TENNESSEE, VIRGINIA AND GEORGIA RAILWAY. 6 
 
 Dear Sir : In reply to your circular of October 20, 1887, we have to say that we have 
 in effect rates which are greater for the short than for the long haul over the same line 
 in the same direction, the shorter being included within the longer distance, but that it 
 is our desire to make our tariffs in conformity to the law, as we understand it. and we 
 have already made some progress in this direction, as the tariffs which we have filed with 
 you since the 5th day of last July will attest. 
 
 The revision of our tariffs is attended with a great many difficulties, and we desire to 
 point out some of the difficulties to you in order that you may understand why it is that 
 our tariffs are not strictly in accordance with the long and short haul clause of the law. 
 
 To do this it will be necessary to call your attention to the geographical location of 
 our system of road. 
 
 The East Tennessee division extends from Bristol (on the Virginia and Tennessee State 
 line) to Chattanooga, and includes the branch from Ooltewah Junction. Tenn., to Cqhutta, 
 Ga. ; the North Carolina division extends from Paint Rock (on the North Carolina and 
 Tennessee State line) to Morristown, Tenn. ; the Knoxville and Ohio Railroad extends 
 from Jellico (on the Kentucky and Tennessee State line) to Knoxville, Tenn. ; the Ala¬ 
 bama division extends from Cleveland, Tenn., to Selma, Ala. ; the Alabama subdivision 
 extends from Selma, Ala., to Meridian, Miss. ; the Georgia division extends from Rome 
 Ga., to Macon, Ga. ; the Brunswick division extends from Macon, Ga., to Brunswick, Ga., 
 including the branch from Cochran, Ga., to Hawkinsville, Ga. ; the Memphis and Charles 
 ton Railroad extends from Chattanooga, Tenn., to Memphis, Tenn., including branches 
 from Tuscumbia, Ala., to Florence, Ala., and Moscow 7 , Tenn., to Summerville. Tenn. 
 
 The East Tennessee division is paralleled for more than half its length by the Holston 
 and Tennessee rivers, and has to compete w r ith the w 7 ater craft which ply those streams, 
 and w 7 ith the various railroads which diverge from Chattanooga. 
 
 The Alabama division comes into contact at Dalton, Ga., w r ith the Western and Atlantic 
 Railroad ; at Rome, Ga., with the Rome Railroad ; at Cross Plains, Ala., with the East 
 and West Railroad ; at Anniston, Ala., and Oxford, Ala., with the Georgia Pacific Rail¬ 
 road and Anniston and Atlantic Railroad; at Barclays, Ala., with the Talledega and 
 Coosa Valley Railroad ; at Childersburgh, Ala., with the Central Railroad of Georgia ; at 
 Calera, Ala., with the Louisville and Nashville Railroad ; at Selma, Ala., with Cincinnati, 
 Selma and Mobile Railroad, Western Railroad of Alabama, Louisville and Nashville Rail¬ 
 road, and the Alabama River. 
 
 The Alabama subdivision comes into contact with the Tombigbee River at Demopolis. 
 Ala.; the Alabama and Great Southern Railroad at York, Ala.; at Lauderdale, Miss, with 
 
 a See response of the Southern Railway to the present Inquiry. 
 
 &This property is now controlled by the Southern Railway. See response of 
 that company to the present inquiry. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 483 
 
 the Mobile and Ohio Railroad, and at Meridian, Miss., with the Mobile and Ohio Railroad, 
 Vicksburg and Meridian Railroad, Alabama and Great Southern Railroad, and the New 
 Orleans and North Eastern Railroad. 
 
 The Georgia division is paralleled with the Rome Railroad, Western and Atlantic Rail¬ 
 road, and Central Railroad of Georgia ; it comes in close contact at Rome. Ga., with the 
 Rome Railroad ; at Atlanta, Ga., with the Western and Atlantic Railroad, Atlanta and 
 West Point Railroad, Central Railroad of Georgia, Georgia Railroad and Banking Com¬ 
 pany, and Richmond and Danville Railroad ; at Macon, Ga., with the Central Railroad 
 of Georgia, Georgia Railroad and Banking Company, and Macon and Covington Railroad. 
 
 The Brunswick division comes into contact with the Ocmulgoe River at Ilawkinsville ; 
 at Jessup with the Savannah, Florida and Western Railway, and at Brunswick with the 
 Brunswick and Western Railroad, and the general shipping of an Atlantic port. 
 
 The Memphis and Charleston Railroad comes into contact at Chattanooga with the 
 Western and Atlantic Railroad, Alabama and Great Southern Railroad, Nashville, Chatta¬ 
 nooga and Saint Louis Railway, and the Cincinnati, New Orleans and Texas Pacific Rail¬ 
 way ; at Stevenson, Ala., and Huntsville, Ala., with the Nashville, Chattanooga and Saint 
 Louis Railway ; and at Decatur, Ala., with the Louisville and Nashville Railroad and the 
 Tennessee River ; at Tuscumbia, Ala., and at Florence, Ala., with the Tennessee River ; at 
 Corinth, Miss., with the Mobile and Ohio Railroad ; at Grand Junction with the Illinois 
 Central Railroad, and at Memphis with the various railroads converging there, and all the 
 water crafts on the Mississippi River. 
 
 Paralleled and crossed as this company’s system is by competing carriers by rail and 
 water, its tariffs are controlled in a large measure by elements of competition beyond its 
 control, and so varied is this competition in its character that it is quite impossible for 
 it to adopt a uniform rule by which to make its tariffs. We will mention some instances 
 where our rates are higher for the short than for the long haul, and also give the reasons 
 for it. Nashville, Tenn., Chattanooga, Tenn., and Knoxville, Tenn., are large distribut¬ 
 ing points, and compete with each other for the same- trade, say, in Georgia and Alabama. 
 It is our rule to make the rates from Knoxville to such territory 5 cents per hundred 
 pounds higher than the rates from Chattanooga, but in no case higher than the rates 
 from Nashville. 
 
 Thus we publish lower rates from Knoxville than we publish from the smaller places 
 between Knoxville and Chattanooga to the points on the same line in the same direction, 
 the shorter being included within the longer distance ; but this adjustment does no injury 
 to the smaller stations, because they do not distribute goods, and therefore there is no 
 competition between them and Knoxville. 
 
 We publish lower rates from Brunswick, Ga., to Selma, Ala., and Meridian, Miss., than 
 we publish to some intermediate stations on the same line in the same direction, the 
 shorter being included within the longer distance ; but we do this in order to put the port 
 of Brunswick upon an equitable basis at Selma and Meridian with the ports of Mobile, 
 New Orleans, etc. 
 
 We publish lower rates from Chattanooga to Meridian, Miss., than we publish to inter¬ 
 mediate stations on the same line in the same direction, the shorter being included within 
 the longer distance, because the Alabama and Great Southern Railroad is the short line 
 between Chattanooga and Meridian, and makes the rates, which we have to meet or go 
 out of that business. 
 
 In cases of this kind we think the circumstances and conditions sufficiently dissimilar 
 to justify the greater charge for the short than for the long haul. 
 
 There is one very serious matter which threatens us, and it is this : We have a good 
 many miles of very poor road in the States of Georgia and Alabama upon which the 
 railroad commissions of those States allow us higher rates than on other portions of the 
 road, which runs through a better part of the country. Now, if the law should require 
 us to reduce our local rates in strict conformity with the long and short haul clause, 
 there would be such a disparity between the rates thus made and our present local rates 
 wholly within the State as to cause, as we have reason to believe, a reduction of the 
 latter rates to be made, and such a general reduction would be disastrous to this property. 
 
 As already stated, we are desirous of putting all of our interstate rates in line with 
 the law, but in many cases where the circumstances end conditions are different in each 
 we are troubled by the uncertainty of what the law requires, and therefore, between 
 the doubt concerning the law on the one hand and a probable loss of revenues on the 
 other, we may conclude not to make the changes at present, preferring to depend upon 
 your decisions in similar cases for guidance. 
 
 Very respectfully, T. S. Davantt, 
 
 General Freight Agent. 
 
 C. C. McCain, Esq.. 
 
 Auditor Interstate Commerce Commission , Washington, D. C. 
 
 CINCINNATI, SELMA AND MOBILE RAILWAY. THE WESTERN RAILWAY OF 
 ALABAMA, AND THE ATLANTA AND WEST 1*01 NT RAILROAD." 
 
 Dear Sir : Letter C. C. McCain, auditor Interstate Commerce Commission, is herewith 
 respectfully returned. In reply to same beg to advise that there are no joint rates made 
 by Atlanta and West Point, Western, and Cincinnati, Selma and Mobile roads between 
 the points on these roads less for longer than for shorter distance. The rates from the 
 east and the west are made by taking the current agreed rates to terminals, Atlanta. 
 Montgomery, Selma, or Akron, to which we add local from such terminal to the local 
 stations on these roads. This makes a through rate from such western or eastern to local 
 stations higher than the terminal beyond. 
 
 Yours, truly, Chas. II. Cromwell, 
 
 General Freight and Passenger Agent. 
 
 Cecil Garrett, Esq., 
 
 General Manager, City. 
 
 « See response of the Southern Railway to the present inquiry. 
 S. Doc. 244. 59-1-28 
 
434 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 SOUTHERN RAILWAY COMPANY. 
 
 Washington, D. C., November —, 1905. 
 
 Sir : In response to your request dated September 9, 1905, for certain infor¬ 
 mation in detail with respect to changes in conditions described in certain letters 
 addressed to the Interstate Commerce Commission in 1887, and changes in the 
 adjustment of rates as referred to therein and as named in certain tables sub¬ 
 mitted therewith, I beg to advise as follows: 
 
 I. 
 
 With respect to letter from Mr. John B. Peck, general manager the South 
 Carolina Railway, dated April 23, 1887, I beg to advise that the said South 
 Carolina Railway is now an integral part of the Southern Railway system, and 
 because of this condition the lines of the former South Carolina Railway are 
 engaged to a much larger extent than at the date named in the transportation 
 of interstate traffic. 
 
 The change in the ownership of the South Carolina Railway has not affected 
 the conditions of competition which led that line to apply lower rates between 
 Augusta, Ga., on the one hand, and Charleston and Columbia, S. C., on the other 
 hand, than applied between Augusta, Charleston, or Columbia and intermediate 
 points. The rates from Charleston and Columbia to points in South Carolina 
 are fixed by the South Carolina railroad commission, and said rates are sub¬ 
 stantially lower than they were in 1887. 
 
 Rates between Augusta, Ga., and points in South Carolina are, generally 
 speaking, no higher than the rates for the same distance between points in 
 South Carolina. Not only is this true, but it is the custom of the carriers to 
 apply on traffic between Augusta and points in*South Carolina what is known as 
 the “ exception sheet ” of the South Carolina railroad commission. So that, in 
 effect, the South Carolina railroad commission fixes the rates between Augusta 
 and points in that State. The reason for this is that Augusta is on the very 
 border of South Carolina, and commercial conditions require that it shall enjoy 
 practically the same basis of rates on business to and from points in South 
 Carolina as competing commercial centers in that State enjoy. 
 
 The rates from Augusta to Charleston are made the same as from Augusta to 
 Savannah, the latter being the product of direct water competition via the 
 Savannah River. Furthermore, there is a competition both at Savannah and 
 Charleston by ocean routes, which has more or less influence on the adjustment 
 of rates to these ports. It has been the custom for many years to keep the ports 
 of Charleston and Savannah on a parity with relation to the trade of Augusta. 
 
 The rates from Charleston and Savannah to Augusta are determined to a large 
 extent by direct water competition on the Savannah River from Savannah to 
 Augusta. 
 
 The rates from Columbia, S. C., to Augusta, Ga., must be made with some 
 relation to rates from other competing trade centers. In brief, the fact that 
 Augusta has the benefit of an all-water route between Augusta and Savannah 
 has a bearing directly or indirectly on the general adjustment of rates to and 
 from that point. 
 
 The competitive forces existing at Augusta, Columbia, and Charleston are 
 substantially dissimilar from those existing at intermediate points in South 
 Carolina, and this substantial difference in conditions is amply sufficient to 
 justify the fact that the rates to the intermediate are higher than to the more 
 distant points. 
 
 Below is a memorandum showing present rates between these points and 
 including the highest intermediate-point rates. 
 
 FROM AUGUSTA. 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4 
 
 5. 
 
 Charleston. 
 
 41 
 
 37 
 
 28 
 
 22 
 
 18 
 
 Summerville_ 
 
 59 
 
 49 
 
 39 
 
 36 
 
 28 
 
 Savannah_ 
 
 41 
 
 37 
 
 28 
 
 22 
 
 18 
 
 Tillman... 
 
 59 
 
 49 
 
 39 
 
 36 
 
 28 
 
 Columbia .. 
 
 46 
 
 42 
 
 31 
 
 25 
 
 20 
 
 Arthur.. 
 
 50 
 
 45 
 
 35 
 
 32 
 
 24 
 
 6. | A. 
 
 |{ 
 
 C D. E. 
 
 H. 
 
 F. 
 
 17 10 
 
 18 
 
 10 10 18 
 
 27 
 
 21} 
 
 23 l 16} 
 
 21} 
 
 19 15 28 
 
 36 
 
 38 
 
 17 10 
 
 18 
 
 10 10 1 18 
 
 27 
 
 21} 
 
 23 16} 
 
 21* 
 
 19 15 28 
 
 36 
 
 38 
 
 20 10 
 
 16 
 
 9 9 16 
 
 32 
 
 18 
 
 21 15} 
 
 20} 
 
 15 13* 24 
 
 32 
 
 30 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 435 
 
 FROM CHARLESTON. 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Augusta .... 
 
 46 
 
 67 
 
 28 
 
 22 
 
 18 
 
 17 
 
 10 
 
 18 
 
 11 
 
 10 
 
 18 
 
 27 
 
 22 
 
 Bath .... 
 
 61 
 
 51 
 
 40 
 
 62 
 
 •27 
 
 24 
 
 171 
 
 22 
 
 19 
 
 15} 
 
 27 
 
 67 
 
 68 
 
 Columbia. 
 
 51 
 
 46 
 
 65 
 
 28 
 
 22 
 
 21 
 
 12 
 
 18 
 
 12 
 
 12 
 
 15 
 
 34 
 
 24 
 
 Childs_ 
 
 60 
 
 50 
 
 40 
 
 67 
 
 29 
 
 23} 
 
 17 
 
 21| 
 
 20 
 
 15} 
 
 29 
 
 67 
 
 40 
 
 FROM COLUMBIA. 
 
 Charleston. 
 
 51 
 
 46 
 
 35 
 
 28 
 
 22 
 
 21 
 
 12 
 
 18 
 
 12 
 
 12 
 
 15 
 
 64 
 
 24 
 
 Summerville. 
 
 57 
 
 48 
 
 68 
 
 35 
 
 27 
 
 22} 
 
 16} 
 
 21} 
 
 18 
 
 14| 
 
 27 
 
 35 
 
 36 
 
 Augusta .. 
 
 46 
 
 42 
 
 31 
 
 25 
 
 20 
 
 20 
 
 10 
 
 16 
 
 9 
 
 9 
 
 16 
 
 22 
 
 18 
 
 Warrenville_ 
 
 50 
 
 45 
 
 35 
 
 62 
 
 24 
 
 21 
 
 15} 
 
 20} 
 
 15 
 
 13} 
 
 24 
 
 32 
 
 30 
 
 The present lines competing for traffic between Augusta and Charleston are: 
 
 (1) Southern Railway Company. 
 
 (2) Atlantic Coast Line Railroad Company. 
 
 (3) Charleston and Western Carolina Railroad, in connection with Atlantic 
 Coast Line Railroad via Yemassee. 
 
 Competition between these carriers is quite as active as in 1887. 
 
 The competition between the port of Charleston and the port of Savannah for 
 Augusta trade is even more active at this time than in 1887. 
 
 The number of boats operating on the Savannah River has been increased, 
 and the volume of traffic moving via the Savannah River is greater than ever 
 before. The rates by the boat lines have been reduced, and to some extent the 
 boats enjoy a monopoly of the traffic, having made the rates so low that the rail 
 carriers can not afford to compete with them. 
 
 There has been no change in the routes between Augusta and Charleston and 
 Augusta and Savannah, except that the Southern Railway now has a line from 
 Augusta to Savannah via Blackville, 145 miles in length, and the Charleston 
 and Western Carolina Railroad, in connection with the Seaboard Air Line Rail¬ 
 way via Fairfax, S. C., forms the shortest route, namely, 123 miles between 
 Augusta and Savannah. It is true now, as well as in April, 1887, that the laws 
 of the State of Georgia permit the carriers to meet competition without regard 
 to the long and short haul clause. Therefore the Central of Georgia Railway 
 between Augusta and Savannah, lying wholly within the State of Georgia, is 
 able to make such rates between Augusta and Savannah as may and do meet 
 the all-w*ater competition, without in any wise disturbing its intermediate rates. 
 This affords a substantial reason why the line between Augusta and Charles¬ 
 ton, engaged in interstate traffic, should be allowed to adjust its rates between 
 those points without regard to the adjustment to and from intermediate points. 
 
 With reference to section two of Mr. Peck’s letter, it will be observed that 
 the two lines between Augusta and Columbia referred to are now both parts of 
 the Southern Railway, and that some of the intermediate rates, for reasons 
 already mentioned, are higher than to Columbia over both lines. This is due to 
 the dissimilar conditions prevailing at the local points as compared with those 
 at points which are competitive. 
 
 Therefore the conditions mentioned by Mr. Peck as relating to rates between 
 Augusta and Columbia no longer exist as to Columbia and, as above stated, to 
 intermediate points. 
 
 In section four of Mr. Peck’s letter reference is made to the basis of rates 
 New York to Williston, S. C., and New York to Thomson, Ga., as compared with 
 rates to Augusta, which rates are shown in Exhibits 0, 8, and 9. The rates 
 New York to Williston, S. C., in September, 1887, have been reduced the follow¬ 
 ing amounts to date: 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D.' 
 
 E. 
 
 H. 
 
 F. 
 
 9 
 
 
 4 
 
 6 
 
 4 
 
 0 
 
 1 
 
 0 
 
 1 
 
 
 
 
 3 
 
 
 
 
 
486 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Rates to Thomson, Ga., a station on the Georgia Railroad, appear to have 
 been slightly advanced. This condition is unusual, and the matter will be given 
 attention, as conditions named by Mr. Peck in his letter still prevail at Williston 
 and Thomson when compared with Augusta. 
 
 II. 
 
 Now, referring to letter from Mr. Sol Haas, traffic manager of the Richmond 
 and Danville Railroad, without date, containing various exhibits of rates to 
 intermediate points higher than to points beyond, I beg to advise as follows: 
 
 (1) Rates from eastern and Virginia cities to Atlanta and Gainesville, com¬ 
 petitive points, versus Longview, Ga., now known as Alto, Ga., a noncompetitive 
 point: 
 
 Attention is invited to Exhibits Nos. 1, 2, and 3, which contain a record of . 
 changes in rates from New York via water and rail from September, 1887, to 
 date. 
 
 New York is a typical point, and the relation of rates between New York, 
 on the one hand, and the other eastern port cities, on the other hand, is fixed; 
 so that changes from New York result in corresponding changes from the other 
 points involved. 
 
 As the all-rail rates from the east are adjusted with relation to the water and 
 rail rates, the changes made in the latter are typical as to the all-rail rates. 
 
 It will be noted from these exhibits that the present class rates to Atlanta 
 and Gainesville, Ga., are lower than in September, 1887, to the following extent: 
 
 1. 
 
 o 
 
 3. 
 
 4. 
 
 • 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 9 
 
 r* 
 
 o 
 
 3 
 
 5 
 
 4 
 
 5 
 
 0 
 
 0 
 
 0 
 
 0 
 
 0 
 
 8 
 
 0 
 
 To Longview (Alto), Ga., however, the reductions have been very much 
 greater than to Atlanta, namely: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 1 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 21 
 
 20 
 
 15 
 
 11 
 
 9 
 
 6 
 
 9 
 
 5 
 
 6 
 
 2 
 
 5 
 
 7 
 
 6 
 
 The readjustment to Longview is typical of the readjustment to other local 
 points intermediate to Atlanta. 
 
 We have shown in Exhibits Nos. 1 and 2 a number of rates on leading com¬ 
 modities from New York to Atlanta and Gainesville, in which there have been 
 very substantial reductions since 1887. We have not shown these commodities 
 to Longview (Alto), Ga., because they do not move direct to that point. How¬ 
 ever, on any movement which might occur the rate to Alto would not exceed the 
 commodity rate to Atlanta plus the local rate from that point. 
 
 The reductions in these rates, generally speaking, are the result of competition 
 between carriers and between markets. 
 
 (2) Rates from eastern and Virginia cities to Athens, Ga., a competitive point, 
 as compared with Gillsville, an intermediate noncompetitive point. 
 
 Exhibits Nos. 4 and 5 contain a history of changes in rates to these points 
 since September, 1887. The history of these rates is practically the same as 
 given with respect to Atlanta and Gainesville, and is likewise the result of com¬ 
 petition. 
 
 (3) Rates from eastern and Virginia cities to Augusta, Ga., a competitive 
 point, versus rates to Trenton, S. C., an intermediate, noncompetitive point. 
 
 Reference is here made to Exhibits Nos. 6 and 7, showing the adjustment of 
 rates to these points since September, 1887, and at the present time, with the 
 changes made during the intervening period. 
 
 It will be noted that as to the class rates to Augusta they are the same as in 
 1887, and various commodity rates have been established representing sub¬ 
 stantial reductions. The class rates to Trenton, S. C., however, have been 
 reduced as follows: 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 437 
 
 1. 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 18 0 
 
 11 
 
 8 
 
 4 
 
 rf 
 
 i 
 
 1 
 
 3 
 
 5 
 
 3 
 
 1 
 
 0 
 
 6 
 
 
 
 The rates to the intermediate point are held higher than the farther com¬ 
 petitive point, owing to dissimilar conditions as between said points. 
 
 (4) Rates from the east to Columbia, S. C., a competitive point, versus 
 Blythewood, S. C., an intermediate, noncompetitive point. 
 
 Reference is here made to Exhibits Nos. 10 and 11. Rates from the east to 
 Columbia are the same at present as in 1887, except as to various commodities 
 shown in Exhibit No. 10, on which substantial reductions have been made. 
 
 Rates from the east to Blythewood, S. C., are lower than in 1887 to the fol¬ 
 lowing extent, as shown in Exhibit No. 11: 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 L8 
 
 13 
 
 11 
 
 9 
 
 7 
 
 4.5 
 
 3 
 
 8.5 
 
 3 
 
 3 
 
 0 
 
 10 
 
 
 
 The rates to the intermediate points are held higher than to the farther com¬ 
 petitive point owing to dissimilar conditions as between said points. 
 
 (5) Rates from the east to Goldsboro, N. C., a competitive point, versus 
 Princeton, N. C., an intermediate noncompetitive point. 
 
 See Exhibits Nos. 12 and 13. It will be noted that the rates to Goldsboro 
 have been reduced to the following extent: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 21 
 
 18 
 
 18 
 
 16 
 
 9 
 
 5 
 
 4 
 
 3 
 
 4 
 
 2 
 
 12 
 
 13 
 
 2 
 
 and to Princeton, N. C., to the following extent: 
 
 1 . 
 
 2. 
 
 3. 
 
 4 - 
 
 5. 
 
 6 . 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 21 
 
 18 
 
 18 
 
 18 
 
 • 
 
 12 
 
 10 
 
 4 
 
 6 
 
 6 
 
 3 
 
 12 
 
 17 
 
 « 
 
 6 
 
 and that the rates to Princeton, the shorter distant point, are no longer higher 
 than to Goldsboro, the farther distant point. 
 
 (6) Rates from eastern and Virginia cities to Lincolnton, N. C., a competitive 
 point, versus Pleasant Ridge, N. C., a noncompetitive point. 
 
 See Exhibits Nos. 14 and 15, from which it will be observed that the present 
 rates to Lincolnton are lower than in 1887 to the following extent: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 15 
 
 12 
 
 10 
 
 9 
 
 7 
 
 9 
 
 4 
 
 5 
 
 6 
 
 3 
 
 5 
 
 7 
 
 5 
 
 and to Pleasant Ridge (Clover, S. C.) to the following extent: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6 . 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 32 
 
 28 
 
 25 
 
 28 
 
 21 
 
 16 
 
 14 
 
 16 
 
 18 
 
 10 
 
 21 
 
 26 
 
 19 
 
438 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 and that the present rates to Clover, S. C., are no longer higher than to Lin- 
 colnton, except on Classes C and F, the result of error which will be corrected. 
 
 With reference to the balance of Mr. Hass’s letter we note one discrepancy, 
 and that is as to rates to Gainesville, Ga., from Boston and Providence as com¬ 
 pared with rates from New York. In May, 1891, the Carolina differential was 
 established making that point higher from Boston and Providence than from 
 New York, while the other points were continued on the basis of same rates 
 from all points. 
 
 It may be also mentioned that the Southern Railway Company now partici¬ 
 pates in the making of rates from St. Louis and Ohio River crossings to Caro¬ 
 lina and southeastern points, but the method pursued is practically the same as 
 pursued by Mr. Haas. 
 
 III. 
 
 Letter from Mr. George S. Barnum: 
 
 The Georgia Pacific Railway is now a part of the Southern Railway system. 
 Conditions of competition, however, which affected the adjustment of rates to 
 points on or reached by that line have not been lessened in any degree by the 
 fact that said line is now a part of the Southern Railway. 
 
 The statement made in Mr. Barnum’s letter that “ So far as rates from any 
 one station on our line to any other station, no rate is made higher for a shorter 
 distance than for a longer distance,” is no longer true. Conditions of competi¬ 
 tion have made it necessary to deviate from the long and short haul clause on 
 interstate traffic passing between competitive or noncompetitive points on the 
 Georgia Pacific, as follows : 
 
 In illustration of this changed condition, I have shown below the present rates 
 from Atlanta to Anniston as compared with rates from Atlanta to De Arrnan- 
 ville, an intermediate station, likewise rates Atlanta to Birmingham as com¬ 
 pared with rates Atlanta to Leeds : 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Anniston.... 
 
 57 
 
 48 
 
 43 
 
 34 
 
 27 
 
 22 
 
 20 
 
 22 
 
 12 
 
 11 
 
 27 
 
 26 
 
 24 
 
 De Armanville_ 
 
 59 
 
 52 
 
 47 
 
 42 
 
 39 
 
 27 
 
 24 
 
 24 
 
 22 
 
 19 
 
 39 
 
 42 
 
 44 
 
 Birmingham_ 
 
 57 
 
 49 
 
 41 
 
 32 
 
 27 
 
 19 
 
 18 
 
 21 
 
 15 
 
 11 
 
 29 
 
 19 
 
 22 
 
 Leeds_ 
 
 70 
 
 60 
 
 54 
 
 47 
 
 40 
 
 30 
 
 27 
 
 30 
 
 26 
 
 17 
 
 40 
 
 33 
 
 43 
 
 The conditions at these noncompetitive points are entirely dissimilar from 
 those at Anniston and Birmingham, the rates to which points were adjusted with 
 regard to the competition of carriers. 
 
 The existing rates between these competitive points are substantially lower 
 than they were in 1887. These reductions, however,‘have not been confined to 
 competitive traffic. On the contrary, substantial reductions have been made in 
 the rates to local points as well as competitive points, as may be seen on exami¬ 
 nation of Exhibits Nos. 16, 17, and 18. 
 
 Rates from New York to Anniston, Oxford, and Birmingham, Ala., competi¬ 
 tive points, and to Waco and Bremen, Ga., intermediate and noncompetitive 
 points. 
 
 See Exhibits Nos. 16, 17, and IS. No change has been made in the class rate 
 adjustment from New York to Anniston and Birmingham, but the following 
 reductions have been made in the rates from New York to Bremen and Waco, 
 namely : 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 c. 
 
 • 
 
 E. 
 
 H. 
 
 F. 
 
 22 
 
 19 
 
 16 
 
 16 
 
 12 
 
 9 
 
 12 
 
 10 
 
 0 
 
 
 12 
 
 16 
 
 3 
 
 
 These reductions are due to a 5 per cent lowering of the Georgia Railroad 
 Commission’s scale and an effort to make a better alignment of rates to local 
 stations on the former Georgia Pacific Railroad. 
 
 Rates from the West to stations between Birmingham and Columbus at the 
 time of Mr. Barnum’s letter were made combination of full rates to Birmingham 
 or Columbus added to the Georgia Pacific local rates. The Southern Railway 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 439 
 
 has since adopted a differential adjustment to these stations, resulting in large 
 reductions, as hereinafter shown. 
 
 The rates shown from New York to Birmingham as compared with points 
 intermediate—Waco and Bremen—are typical of the general rate adjustment 
 whereby we find noncompetitiVe intermediate points higher than to farther 
 competitive towns. 
 
 Mr. Barnum refers to the adjustment of rates from Cincinnati to Waco and 
 Bremen, Ga., as compared with Atlanta, and I beg to call your attention to 
 Exhibit No. 23, showing rates to Atlanta in September, 1887, as compared with 
 the present rates, and which shows reductions on classes and very material 
 reductions on commodities named. The reductions on the classes are as follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 9 
 
 5 
 
 3 
 
 5 
 
 4 
 
 5 
 
 
 3 
 
 5 
 
 5 
 
 
 5 
 
 10 
 
 
 
 
 
 
 
 
 
 1 
 
 Rates from Cincinnati to Waco and Bremen, Ga., are shown in Exhibit No. 24, 
 and the changes since 1877 show eleven reductions and two advances to Waco. 
 To Bremen, Ga., however, the rates in September, 1887, as compared with 
 October, 1905, show very material reductions represented by the following 
 figures: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 22 
 
 15 
 
 12 
 
 9 
 
 6 
 
 9 
 
 4 
 
 5 
 
 6.5 
 
 7 
 
 2 
 
 9 
 
 13 
 
 What was said as to the cause of reductions from eastern cities to these sta¬ 
 tions between Atlanta and Birmingham applies with same force to the rates 
 from Cincinnati. 
 
 Exhibit No. 25 gives you the rates from Cincinnati to Columbus, Miss., as 
 compared with rates to Sardis (now Stough), Ala., Fayette, Ala., and Sipsey, 
 Ala. The Columbus rates are adjusted with relation to the rates to Mississippi 
 River crossings, and this exhibit shows both advances and reductions, the re¬ 
 ductions being on the classes of largest movement. 
 
 The amount of advance or reduction follows: 
 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Advances . 
 
 8 
 
 5 
 
 5 
 
 4 
 
 2 
 
 
 0.5 
 
 4 
 
 
 
 
 
 
 Reductions_ 
 
 6.5 
 
 1.5 
 
 5.5 
 
 5.5 
 
 
 6 
 
 
 
 
 
 
 
 
 
 
 To the local stations on the Georgia Pacific Railroad mentioned by Mr. Bar¬ 
 num, namely, Sardis, Fayette, and Sipsey, Ala., and which also appear in Ex¬ 
 hibit No. 25, reductions have been made as follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 65 
 
 52 
 
 42 
 
 34 
 
 28 
 
 27.5 
 
 17 
 
 19 
 
 20 
 
 18 
 
 27.5 
 
 Mr. Barnum makes reference to the existing coal rates from Walker County 
 mines, and that you may see the changes since 1887 I have prepared Exhibit No. 
 26, from which you will see that though intermediate points, in many cases, still 
 take higher rates, very material reductions on the whole have been made. 
 
 Mr. Barnum failed to give, in a number of cases, the name of the intermediate 
 point to which he named rates, so I have substituted similarly situated points, 
 which may have been the ones he had reference to. • 
 
 At any rate, the points actually named come within the description “ highest 
 intermediate poiitt.’’ 
 
440 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Exhibit No. 26 gives a comparison of the rates on cotton from Birmingham in 
 1887 to eastern ancl Virginia cities and South Atlantic coast points. Very 
 material reduction has been made, ascribable to the general alignment of rates 
 on this important commodity. 
 
 You will please observe that the intermediate points on the Georgia Pacific 
 Railway are not now higher than the farther competitive points when reference 
 is had to these east-bound rates. 
 
 Mr. Barnum also mentions rates on cotton from Atlanta to New Orleans, and 
 Exhibit No. 26 contains his figures, as well as the present rates, and shows a 
 reduction from Atlanta. The exhibit in question likewise shows a comparison 
 of the highest intermediate point at that time, unnamed by Mr. Barnum, with 
 the present highest intermediate point on the same line. 
 
 The Atlanta-New Orleans rate is made by the direct line. You will see that 
 the intermediate Georgia Pacific Railway point, Heflin, Ala., is higher than 
 Atlanta, and as explanation I mention the direct-route rate from Atlanta as 
 against the indirect route through Heflin. 
 
 IV. 
 
 Mr. C. C. Chears’s letter: 
 
 Mr. Chears makes reference only to changes to Columbus and Woodbury, Ga. 
 Copy of memorandum of rates which Mr. Chears inclosed to the Commission is 
 not included in the documents transmitted with your letter. However, I have 
 prepared Exhibits Nos. 21 and 22, which show the rates in effect to Columbus, 
 Ga., and to Woodbury, Ga., in 1887 and at the present time, with the intervening 
 changes. 
 
 Reductions have been made in the class rates to Columbus, as follows: 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 H. 
 
 P. 
 
 9 
 
 5 
 
 3 
 
 5 
 
 4 
 
 5 
 
 0 
 
 0 
 
 0 
 
 0 
 
 0 
 
 8 
 
 0 
 
 Likewise, various commodities have been established. 
 
 However, these rates to Columbus are made by the • direct route, through 
 Savannah, Ga., in connection with the Central of Georgia Railway, on which line 
 Woodbury is not located. The Southern Railway, via its indirect route through 
 Macon and McDonough, simply meets at Columbus rates established by the 
 direct line. 
 
 The rates from the east to Woodbury are substantially the same as in 1887. 
 
 V. 
 
 Letter from Mr. T. S. Davant: 
 
 His statement that rates from Knoxville to points in Georgia and Alabama 
 are 5 cents higher than from Chattanooga, but in no case higher than Nashville, 
 does not hold at this time. Knoxville is still on a differential basis over Chat¬ 
 tanooga, the figures being as follows: 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 0. 
 
 (?. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 12 
 
 9 
 
 7 
 
 6 
 
 5 
 
 4 
 
 3 
 
 3 
 
 3 
 
 3 
 
 •V 
 
 O 
 
 3 
 
 6 
 
 This differential basis applies to all territory east of the line from Chatta¬ 
 nooga, through Birmingham and Montgomery, to Pensacola, Fla., with Nash¬ 
 ville rates as maxima. To points west of the line described this basis applies 
 without relation to the Nashville rates. 
 
 Mr. Havant’s statement that rates from points between Knoxville and Chatta¬ 
 nooga to southeastern points are higher than from Knoxville is also out of date. 
 Rates at the present time are the same or lower than Knoxville, the method of 
 making rates being the use of the same differentials from points immediately 
 west of Knoxville and scaling down as they approach Chattanooga. 
 
 The general situation, as outlined by Mr. Davant, with relation to competition 
 by parallel lines and cross lines is substantially the same at this time. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 441 
 
 VI. 
 
 Letter from Mr. Charles H. Cromwell: 
 
 The situation with respect to the Cincinnati, Selma and Mobile Railway, as 
 set forth by Mr. Cromwell in 1887, is practically the situation to-dny. 
 
 Intermediate points are in many cases higher than the farther points, owing 
 to the dissimilar locations. 
 
 VII. 
 
 The reductions in rates herein indicated are typical of the changes made gen¬ 
 erally throughout the South during the last eighteen years and afford striking 
 illustration of the downward tendency of rates in that section. It should be 
 borne in mind, however, that the reductions made in the actual rates do not by 
 any means represent the reductions that have been made, because, through the 
 medium of the classification, the application of which is general and which is 
 constantly undergoing changes to meet new conditions in trade, thousands of 
 rates have been reduced. 
 
 In response to j our request for typical instances of greater charges for inter¬ 
 mediate than for longer hauls over the same line and in the same direction, 
 under an arrangement for continuous transportation, I beg to give you the 
 following: 
 
 The following are the rates on numbered or merchandise classes, via water 
 and rail, from New York, N. Y., to Savannah, Ga., compared with rates from 
 New York to Columbia, S. C., an intermediate point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Savannah____ 
 
 70 
 
 58 
 
 48 
 
 • 34 
 
 28 
 
 Columbia_____ 
 
 96 
 
 81 
 
 70 
 
 58 
 
 47 
 
 
 
 The rates from New York to Savannah were made to meet all-water competi¬ 
 tion with the coastwise steamship lines, which carry the following rates, 
 namely: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 55 
 
 45 
 
 35 
 
 28 
 
 23 
 
 18 
 
 At the rates shown the water and rail route is able to secure only a small 
 share of the traffic. Columbia, S. C., while intermediate, is not on the coast, 
 yet rates to that point are affected by the all-water rates to Charleston, added to 
 the rates from Charleston to Columbia. There is also water competition at 
 Columbia from boats running from Geogretown on the Santee River. Because of 
 these competitive conditions at Columbia, the rates to that point are, as hereto¬ 
 fore shown, lower than to certain intermediate points. I might add that as to 
 Savannah by water and rail, the direct route, which makes the rate, is not 
 through Columbia. 
 
 The following is a comparison of the same classes of rates from New York to 
 Charleston, S. C., with rates to Branchville, an intermediate point: 
 
 To— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 Charleston.... 
 
 70 
 
 58 
 
 48 
 
 34 
 
 28 
 
 Branchville_______ 
 
 98 
 
 87 
 
 72 
 
 60 
 
 50 
 
 
 The rates to Charleston are affected by the same competition that exists at 
 Savannah, the all-water routes to Charleston having the same all-water rates 
 as to Savannah. The rates to Branchville, an intermediate rail point, while 
 higher, are affected by the competition at Charleston, and are no higher than the 
 rates to Charleston plus local rates from Charleston to Branchville. 
 
442 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The above two illustrations are typical cases where rates to points intermedi¬ 
 ate to South Atlantic coast points are higher than to said coast points. 
 
 The following is a comparison of rates from New York to Mobile, Ala., and 
 Atlanta, Ga.: 
 
 To— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Mobile. 
 
 75 
 
 65 
 
 55 
 
 45 
 
 40 
 
 as 
 
 30 
 
 535 
 
 40 
 
 45 
 
 45 
 
 45 
 
 90 
 
 Atlanta ... 
 
 105 
 
 93 
 
 83 
 
 68 
 
 56 
 
 44 
 
 36 
 
 48 
 
 
 39 
 
 58 
 
 60 
 
 78 
 
 The all-water rates from New York to Mobile are as follows: 
 
 1. 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 70 
 
 60 
 
 .50 
 
 40 
 
 35 
 
 30 
 
 30 
 
 30 
 
 • as 
 
 40 
 
 40 
 
 • 
 
 40 
 
 80 J 
 
 The water and rail rates to Mobile are made to meet all-water competition. 
 The rates to Atlanta are not affected by that competition yet the rates to Atlanta 
 ore the result of aggressive competition and are lower, as has been heretofore 
 shown, than to some intermediate points. 
 
 The following is a comparison of rates from New York to Vicksburg. Miss., 
 with rates from New York to Meridian, Miss., an intermediate point: 
 
 To— 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 Vicksburg.. 
 
 104 
 
 95 
 
 83 
 
 68 
 
 56 
 
 44 
 
 36 
 
 48 
 
 36 
 
 35 
 
 58 
 
 60 
 
 Meridian._ 
 
 114 
 
 98 
 
 86 
 
 73 
 
 60 
 
 49 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 68 
 
 The Vicksburg rates from the east are the result of all-water competition via 
 ocean, gulf, and river. Vicksburg and other points in Mississippi Valley terri¬ 
 tory, reached directly via ocean and gulf, are rival communities. The rates to 
 Meridian are more or less affected by this all-water competition, but not to the 
 same degree. Rates are, therefore, held on a higher basis than the farther 
 point, Vicksburg. 
 
 The following are rates from New York to Greenville, Miss., as compared 
 with rates New York to Columbus, Miss., an intermediate point: 
 
 To— 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Greenville. 
 
 104 
 
 95 
 
 78 
 
 61 
 
 50 44 
 
 40 
 
 49 
 
 41 
 
 40 
 
 59 
 
 60 
 
 80 
 
 Columbus.. 
 
 138 
 
 120 
 
 102 
 
 83 
 
 70 58 
 
 52 
 
 58 
 
 47 
 
 47 
 
 61 
 
 74 
 
 94 
 
 What has been said of the rates to Vicksburg and Meridian will apply with 
 equal force to Greenville and Columbus. 
 
 Below are rates from New York to Chattanooga, Tenn., as compared with 
 rates to Sweetwater, Tenn., an intermediate station: 
 
 To— 
 
 1 . 
 
 2. 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Chattanooga. 
 
 105 
 
 93 83 
 
 68 
 
 56 
 
 44 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 60 
 
 78 
 
 Sweetwater. 
 
 125 
 
 105 90 
 
 72 
 
 63 
 
 53 
 
 46 
 
 54 
 
 44 
 
 44 
 
 68 
 
 72 
 
 88 
 
 The conditions at Sweetwater are entirely dissimilar from those at Chatta¬ 
 nooga, the latter point being one of active competition, while Sweetwater, a 
 noncompetitive point, is held higher, though not higher than lowest combination. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 44a 
 
 Below are rates from New York to Atlanta, Ga., as compared with Braswell, 
 Ga., an intermediate noncompetitive point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Atlanta _ .. 
 
 105 
 
 93 
 
 83 
 
 68 
 
 56 
 
 44 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 60 
 
 78 
 
 Braswell... 
 
 133 
 
 117 
 
 102 
 
 87 
 
 73 
 
 58 
 
 43 
 
 56 
 
 41 
 
 39 
 
 62 
 
 79 
 
 71 
 
 As repeatedly referred to, Atlanta is a point of active and aggressive compe¬ 
 tition, rates being largely the result of water rates to South Atlantic coast 
 points. Braswell, Ga., is dissimilarly situated, the rates, however, being not 
 higher than lowest combination. 
 
 The following are the rates from New York to Meridian, Miss., as compared 
 with Bellamy, Ala., the latter an intermediate noncompetitive point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Meridian..... 
 
 114 
 
 98 
 
 86 
 
 73 
 
 60 
 
 49 
 
 36 
 
 48 
 
 40 
 
 39 
 
 58 
 
 68 
 
 78 
 
 Bellamy. 
 
 152 
 
 130 
 
 114 
 
 98 
 
 81 
 
 66 
 
 53 
 
 66 
 
 56 
 
 52 
 
 80 
 
 92 
 
 110 
 
 Rates to Meridian are relatively adjusted as to similarly classed markets and 
 with relation to rates via the Gulf. Conditions at Bellamy are not similar, and 
 the higher rates to that point^are justified for that reason. 
 
 I beg to call your attention to rates from New York to Macon, Ga.. as com¬ 
 pared with rates to Jackson, Ga., an intermediate noncompetitive point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Macon.. 
 
 102 
 
 91 
 
 81 
 
 66 
 
 55 
 
 43 
 
 34 
 
 47 ! 35 
 
 34 
 
 52 
 
 58 
 
 68 
 
 Jackson... 
 
 133 
 
 117 
 
 102 
 
 87 
 
 73 
 
 58 
 
 43 
 
 56 41 
 
 39 
 
 62 
 
 79 
 
 71 
 
 • 
 
 The rates to Macon are the result of aggressive competition, and likewise of 
 the low rates carried by direct water lines to Savannah and Brunswick, Ga. 
 The situation at Jackson, a local station, is entirely dissimilar, the rates being, 
 however, not higher than the rates to Macon plus local. 
 
 The following are the rates from Cincinnati, Ohio, to New Orleans, La., as 
 compared with rates from Cincinnati to Meridian, Miss., a competitive inter¬ 
 mediate point: 
 
 To— 
 
 1 . 
 
 *. 
 
 3. 
 
 4. 
 
 5. 
 
 6i 
 
 A. 
 
 | 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 New Orleans_ 
 
 98 
 
 83 
 
 73 
 
 54 
 
 44 
 
 39 
 
 28 
 
 • 
 
 27 1 
 
 27 
 
 22 
 
 31 
 
 61 
 
 49 
 
 Meridian__ 
 
 106 
 
 92 
 
 78 
 
 66 
 
 55 
 
 48 
 
 39 
 
 34.5 j 
 
 29 
 
 27 
 
 38 
 
 59 
 
 58 
 
 The adjustment to New Orleans is a direct result of an effort to meet the 
 all-water competition via the Ohio and Mississippi rivers, and this fact justifies 
 higher rates to Meridian, an interior intermediate point. It may be said, how¬ 
 ever, that the rates to Meridian are made with relation to the rates to New 
 Orleans. 
 
 Following are rates from Cincinnati, Ohio, to Savannah, Ga., and Brentwood, 
 Ga., the last-named point being an intermediate noncompetitive point: 
 
 To- 
 
 1 . 
 
 o 
 
 Mi 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 *A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Savannah.. 
 
 95 
 
 80 
 
 75 
 
 70 
 
 58 
 
 46 
 
 35 
 
 35 
 
 27 
 
 23 
 
 40 
 
 40 
 
 46 
 
 Brentwood_ 
 
 135 
 
 116 
 
 108 
 
 99 
 
 82 
 
 64 
 
 53 
 
 50 
 
 36 
 
 31.5 
 
 64 
 
 69 
 
 64 
 
 The rates to Savannah from Cincinnati are now and for years have been 
 made with relation to rates through North Atlantic coast points in connection 
 with water lines, and through an effort to meet in some degree this competition 
 this adjustment prevails. 
 
444 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The rates to Brentwood are higher than to Savannah, the farther point, be¬ 
 cause of dissimilar conditions prevailing. % 
 
 The following are the rates from Cincinnati to Memphis, Tenn., as compared 
 with rates to Barton, Ala., an intermediate point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Memphis... 
 
 75 
 
 60 
 
 55 
 
 40 
 
 a5 
 
 30 
 
 20 
 
 19 
 
 20 
 
 17 
 
 24 
 
 49 
 
 40 
 
 Barton_ 
 
 101 
 
 • 
 
 86 
 
 76 
 
 61 
 
 51 
 
 48 
 
 42 
 
 41 
 
 40 
 
 33 
 
 47 
 
 56 
 
 78 
 
 Memphis, Tenn., rates are the result of competition of river boat lines, while 
 the rates to Barton are higher owing to lack of competitive features with rela¬ 
 tion to that point as compared with the highly competitive conditions which 
 exist at Memphis. 
 
 Below is a comparison of rates from Cincinnati, Ohio, to Knoxville, Tenn., 
 with the rates to Heiskell, Tenn., an intermediate point: 
 
 To— 
 
 1 . 
 
 o 
 
 3. 
 
 4. 
 
 % 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Knoxville. 
 
 76 
 
 65 
 
 57 
 
 47 
 
 40 
 
 30 
 
 20 
 
 26 
 
 23 
 
 19 
 
 34 
 
 39 
 
 38 
 
 Heiskell. 
 
 96 
 
 82 
 
 72 
 
 59 
 
 50 
 
 38 
 
 30 
 
 37 
 
 29 
 
 27 
 
 29 
 
 53 
 
 56 
 
 Active competition exists in traffic to the competitive point, Knoxville, which 
 condition does not prevail with respect to the local station, Heiskell. Rates to 
 the latter point, however, are not higher than Knoxville combination. 
 
 The following is a comparison of the rates from Memphis, Tenn., to Columbia, 
 S. C., and to Spartanburg, S. C., an intermediate point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Columbia_ 
 
 112 
 
 • 
 
 99 
 
 87 
 
 • 71 
 
 57 
 
 46 
 
 28 
 
 44 
 
 33 
 
 29 
 
 50 
 
 64 
 
 58 
 
 Spartanburg_ 
 
 124 
 
 115 
 
 92 
 
 73 
 
 59 
 
 52 
 
 34 
 
 47 
 
 38 
 
 34.5 
 
 62 
 
 68 
 
 68 
 
 In this case both the points named are competitive points, but the lower rates 
 to Columbia are justified because of the effect thereon of rates to and from 
 Augusta and Charleston, the result of direct water competition. 
 
 Below I beg to give you rates from Memphis, Tenn., to Macon, Ga., a competi¬ 
 tive point, as compared with rates to Juliette, Ga., and intermediate noncom¬ 
 petitive point: 
 
 To— 
 
 1. 
 
 2. 
 
 * 3. 
 
 4. 
 
 5. 
 
 6 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 Macon. . 
 
 99 
 
 86 
 
 77 
 
 61 
 
 50 
 
 39 
 
 24 
 
 31 
 
 24 
 
 20 
 
 46 j 
 
 46 
 
 Juliette. 
 
 127 
 
 111 
 
 100 
 
 81 
 
 66 
 
 53 
 
 38 
 
 43 
 
 31.5 
 
 26.5 
 
 62 
 
 i 
 
 66 
 
 
 Rates Memphis to Macon are made with relation to rates from Ohio River 
 points—for instance, Cincinnati, Ohio; and the latter rates to Macon, as already 
 explained, are established with relation to the rates from North Atlantic ports 
 direct in connection with ocean lines. 
 
 The dissimilar conditions that exist at Macon justify the higher rates at the 
 intermediate point. Juliette. 
 
 Along the same lines I refer you to a comparison of rates from Memphis, 
 Tenn., to Atlanta, Ga., with rates from Memphis to Oakdale, Ga., the latter an 
 intermediate, noncompetitive point: 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Atlanta. 
 
 94 
 
 83 
 
 74 
 
 59 
 
 48 
 
 37 
 
 24 
 
 29 
 
 22.0 
 
 18 
 
 44 
 
 44 ! 
 
 36.0 
 
 Oakdale. 
 
 114 
 
 101 
 
 90 
 
 72 
 
 59 
 
 47 
 
 31 
 
 38 
 
 27.5 
 
 23 
 
 55 
 
 57 j 
 
 47.5 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 445 
 
 The situation as to these last-named rates is practically the same as in the 
 previous instance, both being typical cases of the nature you request. 
 
 The following is a comparison of the rates from Mobile, Ala., to Rome, Ga., 
 and to Jacksonville, Ala., an intermediate point: 
 
 To— 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 l 
 
 H. 
 
 F. 
 
 Rome__ 
 
 84 
 
 73 
 
 64 
 
 49 
 
 43 
 
 32 
 
 20 
 
 25 
 
 18 
 
 14 
 
 39 
 
 34 
 
 28 
 
 Jacksonville_ 
 
 m 
 
 88 
 
 75 
 
 55 
 
 52 
 
 42 
 
 33 
 
 32 
 
 25 
 
 21 
 
 52 
 
 55 j 
 
 42 
 
 The rates from Mobile to Rome are the result of competition between car¬ 
 riers and adjustment between similarly classed markets. 
 
 What has been said of the comparison of rates to Rome and Jacksonville will 
 apply with equal force to the rates named you below from Mobile to Huntsville, 
 Ala., and Madison, Ala.: 
 
 t 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Huntsville_ 
 
 79 
 
 72 
 
 55 
 
 41 
 
 37 
 
 29 
 
 20 
 
 27 
 
 20 
 
 16 
 
 32 
 
 33 
 
 32 
 
 Madison__ 
 
 97 
 
 88 
 
 69 
 
 54 
 
 48 
 
 38 
 
 29 
 
 36 
 
 26 
 
 21 
 
 43 
 
 49 
 
 45 
 
 Other typical instances of intermediate rates higher than the farther competi¬ 
 tive rates are as follows: 
 
 Mobile to Memphis, Tenn., as compared with Middleton, Tenn. 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Memphis-. 
 
 65 
 
 54 
 
 47 
 
 35 
 
 28 
 
 25 
 
 18 
 
 18 
 
 18 
 
 13 
 
 21 
 
 18 
 
 27 
 
 Middleton_ 
 
 107 
 
 91 
 
 78 
 
 62 
 
 50 
 
 44 
 
 37 
 
 37 
 
 37 
 
 26 
 
 43 
 
 45 
 
 65 
 
 Mobile to Atlanta, Ga., as compared with Bremen, Ga. 
 
 To— 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Atlanta. 
 
 84 
 
 73 
 
 64 
 
 49 
 
 43 
 
 32 
 
 20 
 
 25 
 
 18.0 
 
 14 
 
 39 
 
 31 
 
 28.0 
 
 Bremen__ 
 
 106 
 
 92 
 
 81 
 
 * 
 
 59 
 
 56 
 
 44 
 
 36 
 
 39 
 
 36.5 
 
 22 
 
 62 
 
 59 
 
 45.5 
 
 Savannah to Columbus, Ga., as compared with Warm Springs, Ga. 
 
 To — 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Columbus_ 
 
 66 
 
 59 
 
 51 
 
 43 
 
 35 
 
 29 
 
 20 
 
 25 
 
 20 
 
 19 
 
 35 
 
 43 
 
 38 
 
 Warm Springs 
 
 100 
 
 90 
 
 73 
 
 60 
 
 48 
 
 41 
 
 34 
 
 36 
 
 21 
 
 19 
 
 48 
 
 60 
 
 42 
 
 Savannah to Anniston, Ala., 
 
 as compared with Waco, 
 
 Ga. 
 
 
 
 
 
 To— 
 
 • 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 Anniston... 
 
 74 
 
 68 
 
 56 
 
 46 
 
 38 
 
 35 
 
 22 
 
 30 
 
 22 
 
 21 
 
 40 
 
 50 
 
 44 
 
 Waco_ 
 
 105 
 
 93 
 
 74 
 
 61 
 
 49 
 
 43 
 
 36 
 
 37 
 
 22 
 
 20 
 
 49 
 
 61 
 
 44 
 
 I trust that the above typical cases of the kind referred to in your favor may 
 fully answer your purpose. If there is anything further you desire, please call 
 upon me. 
 
 Very truly, yours, J. M. Culp, 
 
 Third Vice-President. 
 
 lion. S. B. Elkins, 
 
 United States Senate, Washington, D. C. 
 
Fhe exhibits referred to in the foregoing are as follows: 
 
 Exhibit No. 1 . — Rates, New York, N. Y, to Atlanta, Ga. 
 
 446 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
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Exhibit No. 2. —Rates New York, N. Y., to Gainesville, Ga. 
 
 448 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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 a Rate war. b Restoration. cL. C. L. dC. L. « No rates published. / Buttles only. 
 
Exhibit No. 11. —Rates New York, N. Y., to Blythewood, S. C. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
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Exhibit No. 13. —Rates New York , N. F, to Princeton, N. C. 
 
 458 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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 a Rate war. b Restoration. 
 
Exhibit No. 15. —Rates New York, N. Y., to Pleasant Ridge., N. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
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 January, 
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. 16 .—Rates New York, N. Y., to Anniston, Ala. 
 
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 a Rate war. ' f> Restoration. cL. C. L. dC. L. 
 
Exhibit No. 17. —Rates New York , N. Y., to Bremen , Ga ., and Waco, Ga. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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 a Hate war. ft Restoration. c L. C. L. dC. L. 
 
Exhibit No. 19 .—Rates New York , iY. Y., to Columbus , Mss. 
 
 
 
 -— ___ 
 
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 September, 1887. 
 
 October, 1887. 
 
 November, 1887 . 
 
 September, 1889. 
 
 November, 1889 . 
 
 March, 1890 . 
 
 July, 1898. 
 
 September, 1898. 
 
 August, 1902. 
 
 March, 1903 . 
 
 May, 1903 . 
 
 November, 1904 . 
 
 1 ebruary,1905 . 
 
 September, 1905. 
 
 October 1, 1905 . 
 
 fV'tnhor O 1 
 
 vy viv'mvi i u \ J f / ....................... 
 
 Present rates lower than in Septem¬ 
 ber, 1887. 
 
 463 
 
 * 
 
 
464 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ■'T 1 
 
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Exhibit No. 21. —Rates New York, N. Y., to Columbus, Ga. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 465 
 
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 a Rate war. t> Restoration. «L. C. L. dC. L. 
 
DTGEST OF HEARINGS ON RAILWAY RATES 
 
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 a First rates. b Rate war. c Restoration. 
 
Exhibit No. 23. —Rates Cincinnati , Ohio , Atlanta , Ga. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 467 
 
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468 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Exhibit No. 24. —Rates Cincinnati', Ohio, to Birmingham division stations (formerly 
 
 • Georgia Pacific Railway). 
 
 TO WACO, GA. 
 
 J>ate. 
 
 Per hundred pounds. 
 
 Per 
 
 barrel. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 September, 1837. 
 
 October, 1905 . 
 
 Present rates lower than in Sep¬ 
 tember, 1887 . 
 
 Present rates higher than in Sep¬ 
 tember, 1887 . 
 
 150 
 
 142 
 
 8 
 
 128 
 
 124 
 
 4 
 
 114 
 
 108 
 
 6 
 
 93 
 
 92 
 
 1 
 
 76 
 
 77 
 
 1 
 
 64 
 
 59 
 
 5 
 
 46 
 
 46 
 
 50 
 
 48 
 
 2 
 
 40 
 
 35 
 
 5 
 
 35| 
 
 30! 
 
 5 
 
 68 
 
 72 
 
 4 
 
 78 
 
 77 
 
 1 
 
 72 
 
 62 
 
 10 
 
 
 
 
 
 
 
 
 
 
 
 
 
 TO BREMEN, GA. 
 
 September, 1887. 
 
 150 
 
 128 
 
 114 
 
 93 
 
 76 
 
 64 
 
 46 
 
 50 
 
 40 
 
 35! 
 
 68 
 
 78 ! 
 
 72 
 
 October, 1905 . 
 
 Present rates lower than in Sep- 
 
 128 
 
 113 
 
 102 
 
 84 
 
 70 
 
 55 
 
 42 
 
 45 
 
 33! 
 
 28! 
 
 66 
 
 69 i 
 
 59 
 
 tember, 1887 . 
 
 / 
 
 22 
 
 15 
 
 12 
 
 9 
 
 6 
 
 9 
 
 4 
 
 5 
 
 6! 
 
 7 
 
 2 
 
 9 i 
 
 1 
 
 13 
 
 Exhibit No. 25. —Rates Cincinnati, Ohio, to Birmingham division stations (formerly 
 
 Georgia Pacific Railway). 
 
 TO COLUMBUS,.MISS. 
 
 Date. 
 
 Per hundred pounds. 
 
 Per 
 
 barrel. 
 
 1. 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 H. 
 
 F. 
 
 September, 1887 . 
 
 October, 1905 . 
 
 Present rates lower than in Sep¬ 
 tember, 1887. 
 
 115 
 
 123 
 
 97 
 
 102 
 
 77 
 
 82 
 
 66 
 
 70 
 
 55 
 
 57 
 
 48! 
 
 48 
 
 1 
 
 * 
 
 41! 
 
 42 
 
 42 
 
 46 
 
 35 
 
 33! 
 
 U 
 
 33! 
 
 28 
 
 5! 
 
 50! 
 
 44 
 
 5! 
 
 59 
 
 59 
 
 65 
 
 59 
 
 6 
 
 Present rates higher than in Sep- 
 , tember, 1887. 
 
 8 
 
 5 
 
 5 
 
 4 
 
 2 
 
 1 
 
 7 
 
 4 
 
 
 
 
 
 
 
 TO SARDIS (NOW STOUGH), ALA., FAYETTE, ALA., AND SIPSEY, ALA. 
 
 September, 1887 . 
 
 101 
 
 133 
 
 110 
 
 91 
 
 75 
 
 66! 
 
 52 
 
 54 
 
 46 
 
 40 
 
 70! 
 
 84 
 
 84 
 
 October, 1905 . 
 
 Present rates lower than in Sep- 
 
 96 
 
 81 
 
 68 
 
 57 
 
 47 
 
 39 
 
 35 
 
 35 
 
 (i26 
 
 22 
 
 43 
 
 49 
 
 44 
 
 tember, 1887. 
 
 • 
 
 65 
 
 52 
 
 42 
 
 34 
 
 28 
 
 27! 
 
 17 
 
 19 
 
 20 
 
 18 
 
 27 k 
 
 35 
 
 40 
 
 a Flour C. L., 22 cents. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 469 
 
 Exhibit No. 26. — Rates on coal from Walker County mines. 
 
 Meridian, Miss. 
 
 Marion, Miss. 
 
 Mobile, Ala. 
 
 Keystone, Ala. (?)_ 
 
 Jackson. Miss. 
 
 Lake, Miss. (?). 
 
 Memphis, Tenn. 
 
 Collierville, Tenn. (?) 
 Holly Springs, Miss .. 
 
 Oxford, Miss. (?). 
 
 Atlanta, Ga. 
 
 Tallapoosa, Ga. 
 
 Macon, Ga. 
 
 Jackson, Ga. 
 
 Per ton of two thousand pounds. 
 
 1887. 
 
 1905. 
 
 Mav 1 to 
 
 Aug. 1 to 
 
 Oct. 1 to 
 
 
 Domes- 
 
 Aug. 1. 
 
 Sept. 30. 
 
 May 1. 
 
 Steam. 
 
 tie. 
 
 $1.40 
 
 $1.40 
 
 $1.40 
 
 $1.10 
 
 $1.10 
 
 2.00 
 
 2.20 
 
 2.25 
 
 1.60 
 
 1.60 
 
 2.25 
 
 2.25 
 
 2.25 
 
 1.10 
 
 1.10 
 
 2.20 
 
 2.30 
 
 2.45 
 
 1.65 
 
 1.90 
 
 2.25 
 
 2.25 
 
 2.25 
 
 1.60 
 
 1.60 
 
 2.10 
 
 2.20 
 
 2.40 
 
 1.60 
 
 2.05 
 
 .(?) 
 
 (?) 
 
 (?) 
 
 1.00 
 
 1.00 
 
 2.30 
 
 2. 40 
 
 2. 50 
 
 1.75 
 
 1.95 
 
 2. 60 
 
 2.60 
 
 2.60 
 
 1.10 
 
 1.10 
 
 3. 65 
 
 3.65 
 
 . 3.65 
 
 1.75 
 
 1.90 
 
 
 
 
 1.30 
 
 1. 30 
 
 
 
 
 . 90 
 
 1.35 
 
 
 
 
 1.65 
 
 1.65 
 
 
 
 
 1.75 
 
 1. 75 
 
 
 
 
 
 
 COTTON RATES. 
 
 From— 
 
 t 
 
 Per hundred pounds. 
 
 
 
 To- 
 
 
 
 Boston 
 and Provi¬ 
 dence. 
 
 New York 
 and Phila¬ 
 delphia. 
 
 Balti¬ 
 
 more. 
 
 • 
 
 Norfolk 
 and West 
 Point. 
 
 Savannah, 
 Charleston,! New 
 and Bruns-! Orleans, 
 wick. 
 
 Birmingham, 1887. 
 
 75 
 
 70 
 
 65 
 
 56 
 
 50 . 
 
 Birmingham, 1905. 
 
 661 
 
 61! 
 
 58! 
 
 51 
 
 45 . 
 
 Highest intermediate point on G. 
 
 
 
 
 
 
 P., 1887. 
 
 78 
 
 73 
 
 68 
 
 59 
 
 53 . 
 
 Oxanna, Ala., 1905. 
 
 66| 
 
 61! 
 
 58! 
 
 51 
 
 45 1. 
 
 Atlanta, 1887. 
 
 
 
 
 
 . 50 
 
 Atlanta, 1905. 
 
 
 
 
 . 
 
 48 
 
 Highest intermediate point on G. 
 
 
 
 
 k 
 
 
 P., 1887. 
 
 
 
 
 
 53 
 
 Heflin, Ala.. 1905 . 
 
 
 
 
 
 . 55 
 
 
 
 
 
 
 i. 
 
 SEABOARD AIR LINE. 
 
 Dear Sir : Replying to your circular of October 20, 1887, there are no points on our 
 line between which rates are lower for long distances than for short. There are, how¬ 
 ever, many points beyond our line controlled by the competition of other lines, both rail 
 and water, but over which we have no control or authority, and the competition of which 
 lines we have to meet as long as the revenue therefrom is remunerative. 
 
 These rates, we think, are in strict conformity with the law, as could be explained to 
 your satisfaction should opportunity for such explanation arise. 
 
 We have made many changes since April 5 in order to bring our rates within the in¬ 
 tention of the law. 
 
 Yours, truly, Sol. Haas. Traffic Manager. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commerce Commission. 
 
 FLORIDA RAILWAY AND NAVIGATION COMPANY. fi 
 
 Dear Sir : Your circular letter of October 20 to H. R. Duval, receiver. 
 
 Permit me to reply, in behalf of the passenger department of this company, that the 
 Jacksonville and Gainesville joint rate sheet, copy of which is herewith attached, pub¬ 
 lished by the company and the Savannah, Florida and Western Railway, quoting rates to 
 interstate points, was thoroughly revised soon after the law to regulate commerce went 
 into effect, and all points were changed to conform to the fourth section, so that we do 
 not sell at a greater rate for a short than a long haul. All interior points on this com 
 pany’s lines from which interstate rates are quoted are based on Jacksonville and Gaines 
 ville sheet, and are made in conformity to the law aforesaid. 
 
 Very truly, A. O. MacDonnell, 
 
 General Passenger and Ticket Agent. 
 
 C. C. McCain, 
 
 Auditor Interstate Commerce Commission , Washington , D. C. 
 
 °TIiis property is now controlled by tlie Seaboard Air Line. See response of 
 that company to the present inquiry. 
 
470 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Dear Sir : Replying to your favor of the 20th ultimo, addressed to Mr. H. R. Duyal, 
 receiver, which has been delayed owing to absence, I beg to advise you that there are 
 no points on the line of this road, except Jacksonville and Cedar Key, which receive 
 lower rates of freight than nearer stations over the same line. These points, however, 
 are competitive by water, and it was necessary to reduce our rates below what we would 
 otherwise charge in consequence thereof. 
 
 I inclose copy of our rates from Jacksonville to Cedar Key, which are the basing points 
 for all rates to that city. To Jacksonville and Fernandina we accept prorate from con¬ 
 necting lines, and our proportion therefore differs in every case according to where the 
 freight originates at. 
 
 1 have referred your letter to the general passenger agent, who will answer such in¬ 
 quiries as you make relating to his department. Should you desire any further infor¬ 
 mation. 1 shall take pleasure in furnishing the same upon request. 
 
 Yours, respectfully, 
 
 James Menzies, 
 
 Assistant General Freight Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor Interstate Commission, Washington, D. C. 
 
 SEABOARD AIR LINE RAILWAY. 
 
 Portsmouth, Va., September 30, 1903. 
 
 Dear Sir : Replying further to your favor of the 9th instant, I am very sorry 
 I find it impracticable to give you the dates upon which the changes in the 
 Cedar Keys, Fla., rates were made. As stated in my letter of Septemper 15, 
 we did not take charge of the Florida Central and Peninsular Railroad (which 
 succeeded the old Florida Railway and Navigation Company) until 1900. The 
 records received at that time are in such shape that we are unable to trace 
 back to the time of the last general change in rates to Cedar Keys. Originally 
 and for many years there were steamers operating between Galveston and 
 Cedar Keys. The Florida Hid way and Navigation Company was the connecting 
 link between these steamers and other steamers operating between Fernandina, 
 Fla., and eastern ports. This Galveston-Cedar Keys service was, however, 
 abandoned prior to 1887, and it was succeeded by another steamboat service 
 operated between New Orleans and Cedar Keys. This New Orleans-Cedar Keys 
 service was operated by Mr. C. B. Rogers, now a resident of Jacksonville, Fla., 
 and prominent in the naval store and wholesale grocery business in Florida. 
 At the same time Mr. Rogers had in operation a line of boats between Cedar 
 Keys and Tampa, Fla., these boats touching at Clearwater, Fla. Mr. Rogers 
 tells us that his books covering these old water lines have been destroyed, and 
 for this reason he is unable to give us the exact dates. It is, however, his 
 recollection that the steamboat service between New Orleans and Cedar Keys 
 was abandoned during the latter part of 1S87 or early in 1888, and that shortly 
 afterwards his boat service between Cedar Keys and Clearwater and Tampa 
 was also abandoned. In the writer’s opinion the existence of lower rates 
 between Jacksonville and Cedar Keys than between Jacksonville and inter¬ 
 mediate points at the time of Mr. Menzies’s letter to Mr. McCain was undoubt¬ 
 edly due to the ability of jobbers at New Orleans and elsewhere on the Gulf 
 to reach Cedar Keys at low-water rates. The rates between Jacksonville and 
 Cedar Keys are not to-day less than between Jacksonville and intermediate 
 points, nor have they been* less for many years. In fact, the existing rates 
 between Jacksonville and Cedar Keys are made upon the full mileage scale 
 of the Florida Railroad Commission. It is Mr. Rogers’s recollection that the 
 rates between Jacksonville and Cedar Keys were advanced to the mileage scale 
 and made not lower than to intermediate points shortly after he abandoned 
 his New Orleans-Cedar Keys steamboat service, and it is very evident that 
 this advance was due to the ineffectiveness of the water competition from New 
 Orleans, etc., after the abandonment of Mr. Rogers’s boat service. Since this 
 service of Mr. Rogers was abandoned there have been several ineffectual 
 efforts to maintain steamboat service between Gulf ports and Cedar Keys, and 
 the New Orleans and Gulf Steamship Company, operating between New Orleans 
 and Tampa, does even now occasional}' stop one of their boats at Cedar Keys. 
 This competition has not. however, been particularly active, and it has not been 
 considered by us as sufficient to warrant any reduction in our existing rates to 
 Cedar Keys. 
 
 With respect to the letter from Mr. Haas, there have naturally been a great 
 many changes in rate conditions in the Carolinas, which is the territory treated 
 of by Mr. Haas in his letter to Mr. McCain. These changes have been due 
 largely to the development of manufacturing interests in the Carolinas and to 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 471 
 
 the extension of old lines and to the construction of new lines. When Mr. Haas’s 
 letter was written in 1887 the Seaboard Air Line system, now the Seaboard Air 
 Line Railway, consisted of a number of small roads, all existing under separate 
 charters and separate managements, except as to traffic. The name “ Seaboard 
 Air Line ” was simply a trade name adopted largely for traffic reasons. In 1887 
 the Seaboard Air Line system of roads consisted only of lines from Portsmouth, 
 Va., to Chester, S. C., with branches to Lewiston, Durham, Louisburg, Pittsboro, 
 and Gibson, N. C., and of a line from Wilmington, N. C., to Rutherfordton, N. C. 
 In 1892 the Seaboard Air Line completed its line from Chester, S. C., to Atlanta, 
 Ga., and in 1899 and 1900 it constructed a line from Norlina, N. C., through 
 Petersburg, Va., to Richmond, Va.; it absorbed the Palmetto Railroad, running 
 from Hamlet, N. C., to Cheraw, S. C., and extended that line to Columbia, S. C., 
 where it connected with the Florida Central and Peninsular Railroad, which it 
 took over, and through the Florida Central and Peninsular Railroad it connected 
 at Savannah with the Georgia and Alabama Railway, which it also took over. 
 In 1900 the Seaboard Air Line system, together with the Florida Central and 
 Peninsular Railroad and the Georgia and Alabama Railway, became the Sea¬ 
 board Air Line Railway, with its main lines extending from Richmond and Ports¬ 
 mouth, Va., and Wilmington, N. C., on the north and east, to Rutherfordton, 
 N. C., Atlanta, Ga., Montgomery, Ala., Chattahoochee, Fla., and Tampa, Fla., 
 on the south and west, with various branches hardly necessary to mention 
 here. In 1904 the Seaboard Air Line Railway completed its extension from 
 Atlanta, Ga., to Birmingham, Ala. It also secured in 1900 the full ownership 
 of the Baltimore Steam Packet Company, plying between Norfolk, Portsmouth, 
 and Baltimore. In other words, since 1887 the Seaboard has developed from a 
 line of some 600 miles, with about 90 per cent of this mileage in the State of 
 North Carolina, to a system of over 3,000 miles, with its greatest mileage in 
 Florida, and its next greatest mileage in Georgia. There are numerous instances 
 to-day in which the rates between points on the Seaboard Air Line Rail¬ 
 way are less for long than for short distances, the shorter distance being included 
 within the longer distance, but where this is found to be the case it can be 
 shown to be due to some character of competition, and most frequently due to 
 water competition, either direct or indirect. For instance, the rates between 
 Portsmouth, Va., and Savannah, Ga., are less than the rates between Raleigh, 
 N. C. (an intermediate point) and Savannah, Ga. This condition is due to water 
 competition between Portsmouth and Savannah. As a general proposition the 
 combination of the water rate from Portsmouth, Va., to Baltimore, Md., and 
 the water rate from Baltimore, Md., to Savannah, Ga., is even less than the 
 existing all-rail rate from Portsmouth, Va., to Savannah, Ga. Practically the 
 same condition exists as to all of the rates between South Atlantic and Gulf 
 ports and Virginia ports and intermediate inland points in Virginia and North 
 Carolina, and to some extent South Carolina. Again, the rates between 
 Richmond. Va., and Atlanta, Ga., are less than the rates between Richmond, 
 Va., and Greenwood, S. C. (an intermediate point). This is due to indirect 
 competition between Richmond and western jobbing points, and in order to 
 permit the jobber or manufacturer in Richmond to do business as against 
 his competitor in Cincinnati it has been necessary to fix the rates from Rich¬ 
 mond to Atlanta with some reference to the rates from Cincinnati to Atlanta. 
 At Greenwood, S. C., we find that the Cincinnati shipper pays a very much 
 higher rate than to Atlanta, and that the rates from Richmond are already 
 sufficiently low to enable the Richmond shipper to compete at Greenwood with 
 the Cincinnati shipper. Another character of competition can be illustrated 
 by the rates between Charlotte, N. C., and Chester, S. C. The Southern Rail¬ 
 way has a direct line from Charlotte, N. C., to Chester, S. C., whereas the 
 Seaboard between Charlotte and Chester makes two sides of a triangle. The 
 Seaboard is of necessity forced to either meet the Southern Railway’s rates 
 between Charlotte and Chester or else retire from that business. The Sea¬ 
 board considers that while that business does not bear its full measure of all 
 of its expenses, including its interest and taxes, there is some profit to be secured 
 from its transportation; it therefore meets the Southern Railway’s rates be¬ 
 tween Charlotte and Chester, though it carries higher rates between Charlotte 
 and Edgemoor, S. C., an intermediate local point on the Seaboard Air Line 
 Railway. These three illustrations cover the three classes of competition with 
 which we have most frequently to deal; that is, the competition of water car¬ 
 riers, the competition of markets, and the competition of short-line rail carriers; 
 and there are a great many cases throughout our territory where competition 
 
472 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of one kind or another has forced us to depart from a strict observance of the 
 long and short haul principle; at the same time, the system of rate construc¬ 
 tion in the Carolinas is very much to-day as it was in 1887, and practically 
 all of the important rate changes in the Carolinas since 1887 have been brought 
 about by the development of the cotton milling and other manufacturing indus¬ 
 tries which we have sought to encourage and protect with rates that would 
 enable them to compete with similar manufacturers elsewhere. 
 
 This very question is involved in a recent decision (No. 640) of the Interstate 
 Commerce Commission in the maintenance by the Southern Railway and the 
 Seaboard Air Line Railway of lower rates on vehicles from Rock Hill, S. C., 
 to Quincy, Fla., a local station on the Seaboard, than to Tallahassee, Fla., an 
 intermediate juction point on the Seaboard. In this case the Commission sus¬ 
 tained the position of the carriers. Another case which bears directly upon 
 the principle of rate making in the Carolinas is that of the Charlotte Shippers’ 
 Association v. The Southern Railway Company et al. The Interstate Commerce 
 Commission also rendered in this case several months ago a decision favorable 
 to the carriers. 
 
 Trusting that this gives you the information you desire, and that you will not 
 hesitate to command me if I can be of further service, 
 
 Yours, very truly, C. R. Capps, 
 
 General Freight Agent . 
 
 Hon. S. B. Elkins, 
 
 Chairman'Committee on Interstate Commerce. 
 
 Washington, D. C. 
 
 Portsmouth, Va., October 5, 1905. 
 
 My Dear Sir: We have your letter of September 11. 
 
 The conditions as stated by Mr. MacDonell are being maintained on the Sea¬ 
 board Air Line Railway, which, as you know, is in charge of the old Florida 
 Central and Peninsular, the successor of the Florida Railway and Navigation 
 Company. We do not charge a greater amount to an intermediate point than 
 to a point beyond, and our passenger tariffs, quoting interstate fares, are so 
 lined up. 
 
 Whereas, of course, the rate per mile for a short haul may be higher in sell¬ 
 ing tickets to a distant point, all intermediate points are at the same or less rate. 
 
 Trusting this may give you the information desired, we are. 
 
 Yours, very truly, 
 
 . Edward F. Cost, 
 
 Second Vice-President . 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, Washington, D. C. 
 
 TEXAS AND PACIFIC RAILWAY. 
 
 Dear Sir : Replying to your circular letter of October 20, to Mr. John A. Grant, 
 general manager of this line, beg to advise that there are no points upon this road or on 
 any road operated by this company to or from which interstate rates for passengers are 
 made by this road alone or in combination with other roads which are greater than the 
 rates to or from more distant points in the same direction over the same line. 
 
 Yours, truly, 
 
 B. W. McCullough, 
 General Passenger and Ticket Agent. 
 
 C. C. McCain, Esq., 
 
 Auditor interstate Commerce Commission, Washington, D. C. 
 
 THE TEXAS AND PACIFIC RAILWAY. 
 
 Dear Sir : Herewith I inclose you a letter from Mr. W. W. Finley, general freight 
 agent of the Texas and Pacific Railway, in response to your communication addressed 
 to General Manager Grant, of date of October 20, 1887 ; and also joint interstate tariffs 
 in cases where the charge for the longer is less than for the shorter distance. 
 
 It needs no extended argumentation to demonstrate that business from New Orleans 
 to the Pacific coast is in competition with water by the way of the Isthmus and around 
 Cape Horn, such means of transportation not coming within the provisions of the In¬ 
 terstate-commerce law. 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 473 
 
 There is competition by water daring the entire year as far northward as Saint 
 Louis, and for eight or nine months of the year from Saint Louis up the Missouri River 
 to all points embraced in our joint tariff to Missouri River points from New Orleans, and 
 we think that such being the fact we are not violating the fourth section of the interstate- 
 commerce law by making a less rate to those terminal points than is made to interme¬ 
 diate ones. In some matters, especially in that of sugar, there has been in the past, and 
 it is likely to occur again in the future, that transportation has been by way of steam¬ 
 ship lines from San Francisco to a connection with the Canadian Pacific, and by that 
 line with points as far south as Kansas City. However, that competition is not as ma¬ 
 terial as that by boats on the Mississippi and Missouri rivers. 
 
 Rates from points on the line of the Texas and Pacific to El Paso may possibly be less 
 at El Paso than at two or three unimportant points within 300 miles of El Paso. The 
 classification on trade with Mexico is not the same as the Texas classification, and 
 whether the Texas and Pacific is charging less for transportation to El Paso than at three 
 or four small places eastward from El Paso must depend upon a careful comparison of 
 the classifications in the two cases. This rate into El Paso has been so recently estab¬ 
 lished that our traffic department has not had time to make the comparison to see if in 
 any case there is a less charge for the longer than for the shorter distance. As the traf¬ 
 fic at the few points where possibly such a condition may exist is so unimportant that 
 it is a matter of no interest to the Texas and Pacific Railway that those higher rates 
 should be maintained, and it is the intention after an investigation to reduce the rates 
 at those points so that there will be no place short of El Paso where the rates are higher, 
 but I maintain that El Paso is peculiarly a competitive point. The great bulk of its 
 trade is in the Republic of Mexico, extending as far south as the City of Mexico. Until 
 the construction of the Mexican Central Railway goods were supplied as far northward 
 as Chihuahua from Mexico; they found their way to the latter city by water lines from 
 the Atlantic coast and from Europe, and then by rail line, 260 miles in length, from 
 Vera Cruz to the City of Mexico. It will, therefore, be seen that competition for trade in 
 Mexico was by both water lines and foreign lines to which the interstate-commerce law 
 does not apply. 
 
 It will also be observed that El Paso is on the line between the two nations and is ad¬ 
 vantageously situated to do the Mexican business ; that at that point there ax-e rail lines 
 in competition with each other from the city of New Orleans, from the Pacific coast, 
 Kansas City, Saint Louis, Chicago, and generally from the Northwest, and it seems to me 
 that it is peculiarly a case of competition by rail lines which are within the purview of 
 the interstate-commerce law, and that the “ case is rare and peculiar.” 
 
 The rates to and from Houston, Tex., have been made in the belief that as to it the 
 circumstances and conditions are substantially dissimilar from those that surround other 
 and adjacent points. Houston is 50 miles from Galveston and the Gulf of Mexico, and 
 to it there are means of transportation both by water and by rail. Galveston is a point 
 visited by ships from the Atlantic coast, from New Orleans, from Europe, and from the 
 islands of the Gulf and the Caribbean Sea. Rail lines from Galveston cross those extend¬ 
 ing westward, and it seems to me that its traffic is peculiarly competitive from watei* 
 transportation, and that to make lower rates to and from that point than to others that 
 are mox*e distant seems to be an exception to the general principle embodied in the fourth 
 section of the interstate-commerce law. 
 
 I believe that these are all the cases where the Texas and Pacific has been or is charg¬ 
 ing less for a longer than for a shoi’ter distance and where the commerce is interstate. 
 Should there be any question on the part of the Commission as to the propriety of the 
 action of this road in these particular's, furthers explanations or arguments will be pre¬ 
 sented, if the Commission so desire. 
 
 Very respectfully, L. A. Sheldon,. 
 
 Receiver. 
 
 Mr. C. C. McCain, Esq., 
 
 Auditor, Washington, D. C. 
 
 THE TEXAS AND PACIFIC RAILWAY COMPANY. 
 
 Dallas, Tex., September 23, 1905. 
 
 Dear Sir: Replying to your letter of recent date, in which you inclose copies 
 of correspondence between L. A. Sheldon, receiver of the Texas and Pacific 
 Railway, and B. W. McCullough, general passenger and ticket agent of the 
 Texas and Pacific Railway Company, and Mr. C. C. McCain, ex-auditor of the 
 Interstate Commerce Commission, beg to advise that there has been no material 
 change in the situation along the line of the Texas and Pacific Railway Com¬ 
 pany in the matter of either joint or single line interstate rates where the charge 
 for the longer is less than for the shorter distance. There may possibly be 
 some abridgment of the territory in which these conditions existed at the time 
 of the former correspondence upon this subject. The matter of charging more 
 for the longer than for the lesser haul is a rule of rate making based solely and 
 alone upon the competitive conditions justifying such rate. These conditions 
 may be competitive with water route, or water and rail route, or by a short¬ 
 line rail mileage fixing the rate. 
 
 Yours, truly, E. L. Sargent, 
 
 General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
474 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 UNION PACIFIC RAILWAY COMPANY. 
 
 Dear Sir : Your printed circular of the 20th ultimo, in regard to the interstate pas¬ 
 senger and freight rates made by this company, either alone or in combination with other 
 roads, addressed to our vice-president, has been referred to me, and in reply I have to 
 say, first, in regard to passenger rates : All rates published by ourselves, either with or 
 without our connections, are based strictly on the regulations goverirtng the long and 
 short haul clause, i. e., no greater charge is made for a shorter than for a longer distance 
 over the same line in the same direction. 
 
 Second, in regard to freight rates : It has been necessary, on account of competition, 
 to make lower rates between points on the Missouri River and points east thereof on the 
 one hand, and Pacific coast common points on the other hand, than are charged be¬ 
 tween the Missouri River and points east of the Pacific coast, or between the Pacific 
 coast and points west of the Missouri River. This competition consists mainly of the 
 Canadian Pacific Railway and its eastern, western, and southern connections, as well 
 as all water lines doing business between the Pacific coast and the Atlantic seaboard, 
 New Orleans, Galveston, and other southern ports. The principal water competitor we 
 have is the Pacific Mail Steamship Company, whose steamers ply regularly between San 
 Francisco and New York via Panama, and whose rates, necessarily low, added to rail rates 
 from the Atlantic seaboard, as well as from southern ports, have compelled the all-rail 
 lines to place their figures so low as to in many cases pay little if any more than the 
 actual cost of transportation. In view of the fact that the application of Missouri 
 River competitive tariffs, as the maximum of rates for all intermediate traffic, would 
 seriously cripple if it did not bankrupt the Union and Central Pacific companies, we have 
 not so applied them. P>elieving the circumstances and conditions attaching to this com¬ 
 petitive traffic differed so radically from those of the intermediate local business as to war¬ 
 rant us in disregarding the long and short haul provision of the interstate-commerce 
 act, we have continued to quote lower rates to and from the Missouri River than to and 
 from intermediate territory. 
 
 The present west-bound rates from common points on the Missouri River, viz, Council 
 Bluffs, Omaha, Saint .Joseph. Levenworth, and Kansas City, to Pacific coast common 
 points, viz, San Francisco, Sacramento, Marysville, Stockton, Oakland, San Jose, Los 
 Angeles, and San Diego, Cal., also Portland and Astoria, Oregon, are as follows : 
 
 Classes (in cents per hundred pounds) subject to Pacific coast west-bound classification 
 
 No. 2, and its amendments— 
 
 One _210 
 
 Two _175 
 
 Three _140 
 
 Four _._ 123 
 
 Five _105 
 
 Six _ 98 
 
 Seven _ 91 
 
 Eight _ 84 
 
 Nine _ 77 
 
 Ten _ 70 
 
 Eleven _ 70 
 
 Twelve _ 70 
 
 Thirteen _ 70 
 
 Fourteen _ 08 
 
 There are exceptions to these rates, viz. coal oil, petroleum, etc., carloads, on which 
 the rate from the Missouri River is 60 cents per 100 pounds, and on white lead in car¬ 
 loads, 55 cents. 
 
 The rates to the same Pacific coast common points from points west of the Missouri 
 River in Kansas and Nebraska, according to the tariff which was adopted by all lines on 
 Pacific coast business on April 5, 1887, viz, Pacific coast east and west bound tariff No. 
 1, are as follows : 
 
 Classes (in cents per hundred pounds) subject to western classifications— 
 
 One _400 
 
 Two _350 
 
 Three _300 
 
 Four _250 
 
 Five _225 
 
 A _200 
 
 B _ 165 
 
 C _130 
 
 D _110 
 
 E _ 98 
 
 These rates have been used between the Missouri River and Pacific coast common 
 points prior to the date of the fourth section of the law by the Commission. 
 
 In the territory immediately west of the Missouri River the application of the direct 
 tariff of April 5 would make higher rates than the competitive tariff between termi¬ 
 nals and the local rates added, and we therefore notified all agents that rates on all 
 classes of freight from points west of the Missouri River to Pacific coast common points 
 should not be greater than the sura of the local rates from point of shipment to the Mis¬ 
 souri River and tariff rate from the Missouri River to destination, and should in no case 
 exceed the rates named in Pacific Coast West-bound Tariff No. 1, dated April 5, 1887. as 
 specified above. The same rule was also applied on shipments from the Missouri River or 
 points east thereof destined to points in Nevada and points in California east of Sacra¬ 
 mento ; also, to points on the line of the Oregon Railroad and Navigation, and points 
 on the Oregon Short Line as far east as Shoshone, Idaho, viz : that the through rate 
 should not be more than the sum of the rates via Sacramento or via Portland, respec¬ 
 tively, and should in no case exceed the rates named in the tariff of April 5, 1887. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 475 
 
 
 On east-bound business from Pacific coast common points to the Missouri River the 
 following rates are used : 
 
 Classes (in cents per 100 pounds) : 
 
 First _280 
 
 Second _224 
 
 Third _175 
 
 Fourth _150 
 
 Fifth _140 
 
 A _123 
 
 B _105 
 
 C _ 88 
 
 D _ 70 
 
 subject to Pacific coast east-bound classification No. 2, There are exceptions to these 
 rates on various special commodities, all of which now in effect are specified in list pub¬ 
 lished by the company under date of November 3, 1887. 
 
 The rule applying to and from interior points on west-bound business also obtains 
 in the same manner on east bound—-the rates in effect April 5, 1887, applying in both 
 directions being the maximum in either case. 
 
 In addition to the classified tariff of April 5 there is in effect a special commodity tariff 
 published on the same date, which provides the following rates in carloads on the ar¬ 
 ticles named: Beans, canned fruits, pickled fish, canned salmon, honey (strained), $1.40; 
 borax, cocoa oil, whale and fish oil, and vegetables, $1.10 ; barley, 65 cents ; hops, any 
 quantity, $1.75; oranges, from Los Angeles, $1. There are also the maximum rates 
 to intermediate points. Rates between Pacific coast common points and Denver are in 
 some cases higher than the competitive rates to and from the Missouri River, Denver rates 
 being : 
 
 Classes (in cents per 100 pounds) : 
 
 First _ 
 
 Second _ 
 
 Third _ 
 
 300 
 
 265 
 
 230 
 
 Fourth _195 
 
 Fifth _170 
 
 A _150 
 
 B _120 
 
 C _ 95 
 
 D _ 85 
 
 E _ 80 
 
 subject to western classification. 
 
 In addition thereto there are special commodity rates in effect east bound on the fol¬ 
 lowing articles in carloads: Beans, canned goods,"pickled fish, sugar, $1.30; oranges and 
 vegetables, $1 ; wine, $1.90; lumber, 55 cents. With the exceptions named, which 
 apply entirely on Pacific coast business, all other tariffs issued by this company either 
 alone or in connection with other lines are strictly in compliance with the fourth section 
 of the interstate-commerce law. 
 
 Yours, truly, Thos. L. Kimball. 
 
 Assistant to Vice-President. 
 
 Mr. C. C. McCain, 
 
 Auditor Interstate Commerce Commission. 
 
 UNION PACIFIC RAILROAD COMPANY. 
 
 Chicago, November 1 7, 1905. 
 
 My Dear Sir : Answer to your letter without date, requesting information 
 to be used in connection with the investigation of your committee into the matter 
 of additional legislation to regulate interstate commerce, etc., has been delayed 
 owing to my almost continuous absence from home since September 1. 
 
 With respect to passenger rates on the Union Pacific Railroad, mentioned in 
 the first paragraph of Mr. Kimball’s letter written in 18S7 to Mr. C. C. McCain, 
 auditor of the Interstate Commerce Commission, the answer is that rates for the 
 transportation of passengers, as published then by the Union Pacific, conformed 
 fully to the requirements of the fourth section of the interstate-commerce act, 
 and that practice remains unchanged at this date. 
 
 With respect to the freight rates, it may be said that the general conditions 
 and the character of the competition, as stated in Mr. Kimball’s letter, still 
 prevail. 
 
 # 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Below will be found a showing of the class rates between Missouri River 
 common points and Pacific coast terminals, in effect in 1887, and the successive 
 changes in those rates to date: 
 
 Exhibit “A-l .”—West bound, Missouri River common points to Pacific coast 
 
 terminals. 
 
 [In cents per hundred pounds.] 
 
 East and west bound Pacific coast tariff No. 1, effective April 5, 1887, subject to western 
 classification No. 1 : 
 
 1 .400 
 
 2 .350 
 
 3 . 300 
 
 4 . 250 
 
 5 . 225 
 
 A..210 
 
 B. 175 
 
 C....'.. 140 
 
 D.110 
 
 E. 100 
 
 Pacific coast west-bound tariff No. 2, effective May 9, 1887, subject to Pacific coast west¬ 
 bound classification revised to May 9, 1887 : 
 
 1. 
 
 2 _ 
 
 3 . 
 
 4 . 
 
 5 . 
 
 6 . 
 
 7 _ 
 
 8 .. 
 
 9 . 
 
 10 to 13 
 
 14.. 
 
 210 
 
 175 
 
 140 
 
 123 
 
 105 
 
 98 
 
 91 
 
 84 
 
 77 
 
 70 
 
 68 
 
 Pacific coast west-bound tariff No. 3, effective June 16, and Pacific coast west-bound 
 tariff No. 4, effective July 18, 1887, subject to Pacific coast classification west-bound 
 No. 2, revised to May 9, 1887 : (Republish the rates of tariff No. 2 above described.) 
 Paciff coast west-bound tariff No. 5, effective January 16, 1888, subject to Pacific coast 
 classification west bound No. 2, revised to May 9, 1887 : 
 
 1.. ......280 
 
 2......220 
 
 3 .......,. 175 
 
 4 . 155 
 
 5..„. 125 
 
 6 .u. 115 
 
 7 . 100 
 
 8 . 95 
 
 9 . 85 
 
 10 to 13... 80 
 
 14. 80 
 
 Pacific coast west-bound tariff No. 6, effective March 6, 1888, subject to Transcontinental 
 Association classification No. 3, effective March 6, 1888 : 
 
 1...280 
 
 2 ... 220 
 
 3 . 175 
 
 4 . 155 
 
 5 . 125 
 
 6 . 115 
 
 7 . 100 
 
 8 . 96 
 
 9..... 85 
 
 10. 80 
 
 ‘Transcontinental Freight Bureau tariff No. 10, effective September 1, 1888, subject to 
 western classification No. 4 : 
 
 1 .:.350 
 
 2 . 300 
 
 3 .250 
 
 4 . 200 
 
 5 . 175 
 
 A. 175 
 
 B. 155 
 
 G. 125 
 
 D. 110 
 
 E. 100 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 477 
 
 Transcontinental Freight Bureau west-hound tariff T-l, effective April 11, 1893, subject 
 to western classification No. 15 : 
 
 1. 
 2 . 
 3*. 
 
 4 . 
 
 5 . 
 A 
 B 
 C. 
 D 
 E 
 
 300 
 
 260 
 
 220 
 
 180 
 
 160 
 
 160 
 
 140 
 
 110 
 
 95 
 
 85 
 
 Transcontinental Freight Bureau west-hound tariff T-3, effective July 16, 1894, subject 
 to western classification No. 18 : 
 
 1 . 
 2 . 
 
 3 . 
 
 4 
 
 5 . 
 A 
 B 
 C 
 D 
 E. 
 
 240 
 
 215 
 
 200 
 
 170 
 
 160 
 
 160 
 
 110 
 
 100 
 
 95 
 
 85 
 
 Transcontinental Freight Bureau west-hound tariff No. 1-C, effective June 25, 1898, sub¬ 
 ject to western classification No. 26 : 
 
 1 . 300 
 
 2 ... 260 
 
 3 .. 220 
 
 4 . 190 
 
 5 . 160 
 
 A.. 160 
 
 B .. 125 
 
 C. 100 
 
 D. 95 
 
 E. 85 
 
 Transcontinental Freight Bureau tariff 1-G, effective January 18, 1904, subject to western 
 classification No. 35 : 
 
 •1 . 
 2 . 
 
 3 
 
 4 . 
 
 5 . 
 A 
 B 
 C 
 D 
 E 
 
 300 
 
 260 
 
 220 
 
 190 
 
 165 
 
 160 
 
 125 
 
 100 
 
 100 
 
 95 
 
 Exhibit “A-2.” —East bound, Pacific coast terminals to Missouri River common 
 
 points. 
 
 [In cents per hundred pounds.] 
 
 East-bound and west-hound Pacific coast tariff No. 1, effective April 5, 1887, subject to 
 western classification No. 1: 
 
 1 . 400 
 
 2 . 350 
 
 3 . 300 
 
 4 . 250 
 
 5 . 225 
 
 A. 210 
 
 B. 175 
 
 C—.. 140 
 
 D... 110 
 
 E. 100 
 
 Pacific coast east-bound tariff No. 5, effective October 10, 1887, subject to Pacific coast 
 classification east-bound, revised to May 25, 1887 : 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 9 
 
 280 
 
 224 
 
 175 
 
 150 
 
 140 
 
 123 
 
 105 
 
 88 
 
 70 
 
478 
 
 DIGEST OF HEARINGS OK RAILWAY RATES. 
 
 Pacific coast east-bound tariff No. 6, effective January 16, 1888, subject to Pacific coast 
 east-bound classification, revised to May 25, 1887 : 
 
 1 . :*X) 
 
 2 .^.240 
 
 3 -. 190 
 
 4 . 165 
 
 5 .155 
 
 6 . 140 
 
 7 . 125 
 
 8 . 110 
 
 9. 100 
 
 Transcontinental Association east-bound tariff No. 7, effective March 10, 1888, subject to 
 Transcontinental east-bound classification No. 3, effective March 10, 1888 : 
 
 1 
 
 2 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 9 
 
 300 
 
 240 
 
 190 
 
 165 
 
 155 
 
 140 
 
 125 
 
 110 
 
 100 
 
 Transcontinental Freight Bureau east-bound tariff No. 10, effective September 1, 1888 r 
 subject to western classification No. 4 : 
 
 1 . 350 
 
 2 . 300 
 
 3 . 250 
 
 4 . 200 
 
 5 . 175 
 
 A... 175 
 
 B. 155 
 
 C.... 125 
 
 D. 110 
 
 E... 100 
 
 Transcontinental east-bound tariff T-2-, effective April 11, 1893, subject to western clas¬ 
 sification No. 15 : 
 
 300 
 
 260 
 
 220 
 
 180 
 
 160 
 
 160 
 
 140 
 
 110 
 
 95 
 
 85 
 
 Transcontinental Freight Bureau east-bound tariff No. 3-E, effective October 12, 1903, 
 subject to western classification No. 39 : 
 
 1 . 300 
 
 2 ... 260 
 
 3 . 220 
 
 4 . 180 
 
 5 . 160 
 
 A. 160 
 
 B.. 140 
 
 C. 110 
 
 D. 95 
 
 E... 85 
 
 Exhibit “ B-l.” — West bound , Missouri River common points to Pacific coast 
 terminals, applicable as maximum rates to and from intermediate territory. 
 
 East-bound and west-bound Pacific coast tariff No. 1, effective April 5, 1887, subject to 
 western classification No. 1 : 
 
 1 . 400 
 
 2 .350 
 
 3 . 300 
 
 4 .250 
 
 5 .225 
 
 A. 210 
 
 B.. 175 
 
 C. 140 
 
 D. 110 
 
 E.,. 100 
 
 Transcontinental Association tariff No. 10, effective September 1, 1888, subject to western 
 classification No. 4 : 
 
 1 .350 
 
 2 .300 
 
 3 . 250 
 
 4 .200 
 
 5 . 175 
 
 A. 175 
 
 B. 156 
 
 C. 125 
 
 D . 110 
 
 E. 100 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 479 
 
 Transcontinental Freight Bureau tariff No. 1-G, effective January 18, 1904, subject to 
 western classification No. 39 : 
 
 1 . 350 
 
 2 . 300 
 
 3 .... 250 
 
 4 . 200 
 
 5 ........... 175 
 
 A.... 175 
 
 B.... 155 
 
 D._........ 125 
 
 C.J..... 110 
 
 E. 100 
 
 Exhibit “ B-2.”— East bound Pacific coats terminals to Missouri River common 
 points, applicable as maximum rates to and from intermediate territory. 
 
 East-bound and west-bound Pacific coast tariff No. 1, effective April 5, 1887, subject to 
 western classification No. 1 : 
 
 1 . 400 
 
 2 .......... 350 
 
 3 . 300 
 
 4 . 250 
 
 5 .....- 225 
 
 A. 210 
 
 B..._....... 175 
 
 C..-.-.... 140 
 
 D. 110 
 
 E.._... 100 
 
 Transcontinental Association tariff No. 10, effective September 1, 1888, subject to western 
 classification No. 4 : 
 
 1 .......... 350 
 
 2 ...........300 
 
 3 ....^...„.250 
 
 4 . 200 
 
 5 . 175 
 
 A........... 175 
 
 B............. 155 
 
 C. 125 
 
 D.............. 110 
 
 E.. 100 
 
 Transcontinental Freight Bureau east-bound tariff No. 3-E, effective October 12, 1903, 
 subject to western classification No. 39 : 
 
 1 . 350 
 
 2 . 300 
 
 3 . 250 
 
 4 . 200 
 
 5 ................ 175 
 
 A... 175 
 
 B. 155 
 
 C.. # ....125 
 
 D. 110 
 
 E.. 100 
 
 The difference in the application of the rates shown under head of Exhibits 
 “A-l ” and “A-2 ” and those exhibited under Exhibits “ B-l ” and “ B-2,” 
 respectively, is this: That “A-l ” and “A-2 ” apply only to and from, respec¬ 
 tively, the Pacific coast terminals, while the rates published in “ B-l ” and 
 “ B-2,” respectively, apply as maxima to all intermediate points. 
 
 There is a substantial difference in the circumstances and conditions govern¬ 
 ing the movement of traffic to or from the Pacific coast terminals and those 
 which govern the movement of similar traffic to or from intermediate or inland 
 points, chief of which is the controlling influence of carriers following the 
 sea route, which are not subject to or in anywise governed or restrained by 
 the interstate-commerce law. 
 
 The $4 scale of rates to and from points west of the Missouri River on the 
 east and the Pacific coast terminal points on the west, shown by Pacific coast 
 east and west-bound tariff No. 1, of April 5, 1887, mentioned by Mr. Kimball 
 (see Exhibits “B-l” and “B-2”), has been reduced, as shown, to a scale of 
 $3.50 for first class. 
 
 If the rate from a given point to a terminal point, found in the schedules 
 shown under head of Exhibit “A-l,” when added to the local rate from said 
 terminal point to the point of final destination re less than the rate direct to 
 said point of final destination (see Exhibit “B-l”), then the sum of the 
 terminal rate (see'Exhibit “A-l ”) and the local rate back is used. 
 
 The list of class rates on pages 2, 3, and 4, respectively, show the tariff 
 numbers and the dates when changes were made. Our files contain but one 
 
480 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 copy of each tariff, therefore tariffs exhibiting each table of rates can not 
 be supplied. The references will enable identification of each tariff in the 
 files of the Interstate Commerce Commission. 
 
 The facts invite the following statement: It will be observed that terminal 
 class rates, that is to say, class rates applying only to and. from terminals, 
 were higher in September, 1005, than they were when Mr. Kimball’s letter 
 was written. The explanation is that in 1886, and continuing into 18S7, there 
 was a severe war of freight rates, which was well-nigh disastrous to com¬ 
 mercial interests. In the latter part of 1887 the carriers began trying to get 
 back to reasonable rates. This could not be done at one jump without injury 
 to commercial interests. It had to be done by successive steps, as the tariffs 
 will illustrate. The rates in effect previous to the war have not been equaled 
 since. 
 
 At the time Mr. Kimball’s letter was written almost the entire tonnage moved 
 under class rates. With the advance of these class rates on September 1. 
 1888, a large list of commodity rates was adopted, and since that time by far 
 the larger part of the traffic has moved under commodity rates. A comparison 
 of the commodity rates, published in Trans-Continental Association tariff No. 8, 
 authorized by Trans-Continental Association circular No. 11, with the rates 
 in force to-day (see Trans-Continental Freight Bureau west-bound tariff No. 
 1-G, I. C. C. No. v 375, effective January 18, 1904) will show a material reduc¬ 
 tion. For many commodities the reduction shown will be as great as that 
 illustrated by the following comparison of east-bound commodity rates from 
 California to Missouri River and from California to Colorado common points, 
 respectively. No comparison of the rates of 1887 with the rates in force in 
 1905 will show the cost of carriage to the shipper without taking account of 
 the change in classification. In 1887 the rates to and from the Pacific coast 
 were governed by special classifications, covering articles not exceeding 2,000 
 in number; since that time the “ western ” * classification has been adopted 
 for all tariffs, which contains something over 8,500 enumerations of articles. 
 No comparison of commodity rates which would approximate the facts would 
 be possible without comparing the classifications, and that would be an enormous 
 undertaking. 
 
 East bound from California to Missouri River. 
 
 Per 100 
 pounds. 
 
 Beans, carloads, November 1887_$1. 40 
 
 Present rate_ . 75 
 
 Canned goods, including canned salmon, November, 1887_ 1. 40 
 
 Present rate___ . 75 
 
 Borax, carloads, November, 1887_ 1. 10 
 
 Present rate_ .75 
 
 Barley, carloads, November, 1887-*._ 1. 75 
 
 Present rate_ . 75 
 
 Cocoa oil, carloads, November, 1887_ 1. 10 
 
 Present rate___ . 50 
 
 l 
 
 East bound from California to Colorado common points. 
 
 Per 100 
 pounds. 
 
 Beans, carloads, November, 1887-$1. 30 
 
 Present rate_ . 75 
 
 Canned goods, carloads, November, 1887_ 1. 30 
 
 Present rate_ . 75 
 
 Pickled fish, carloads, November, 1887_ 1. 30 
 
 Present rate_ . 75 
 
 Vegetables, carloads, November, 1887- 1. 90 
 
 Wine, carloads, November, 1887_ 1. 90 
 
 Present rate_ . 75 
 
 Lumber, carloads, November, 1887_ . 55 
 
 Present rate_ . 40 
 
 Sugar, carloads, November, 1887_ 1. 30 
 
 Present rate_ . 60 
 
 The figures and explanations on the foregoing pages apply only to rates be¬ 
 tween the Missouri River and California terminals in each direction. 
 
 The rates to and from North Pacific coast points have been treated by letter of 
 Mr. R. B. Miller, general freight agent Oregon Railroad and Navigation Com¬ 
 pany, to you. under date of October 20, 1905, a copy of which is attached hereto 
 for ready reference. 
 
 Answering the inquiry respecting cases where a greater charge is made for an 
 intermediate than for a longer haul over the same line and in the same direction, 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 481 
 
 the only important instance wherein the Union Pacific Railroad is concerned as 
 part of a through line composed of several carriers is in the case of rates to 
 Montana, which are for the most part confined in their application to what are 
 known as Montana common points, being points on the Oregon Short Line 
 Railroad from Dillon to Anaconda and Butte, inclusive. The Union Pacific 
 maintains a somewhat higher basis to intermediate points on the main line 
 south of Dillon. This adjustment is made necessary by the following conditions: 
 
 Montana common-point territory is competitive with lines via St. Paul. 
 
 The Chicago-St. Paul rates are lower than the Chicago-Missouri river rates. 
 
 Montana common-point rates are made on the combination of local rates via 
 St. Paul (a much shorter route than the one via Omaha), thus making a scale 
 of rates to this territory which lines operating via Missouri River crossings are 
 obliged to meet. The territory south of Dillon, Mont., not being subject to the 
 same competition, is served by rates which are reasonable alike to the public and 
 the carrier. 
 
 Below will be found a comparative statement of rates and distances from Chi¬ 
 cago to Butte, Mont., via St. Paul, Omaha, and Kansas City, respectively, which 
 will illustrate the distance feature of the competition mentioned above. 
 
 [Rates in £ents per 100 pounds.] 
 
 Chicago to St. Paul (Chicago, 
 Milwaukee and St. Paul)... 
 St. Paul to Butte (Northern 
 Pacific) .. 
 
 Chicago to Butte ... 
 
 Chicago to Missouri River... 
 
 j 
 
 Chicago to Omaha (Chicago 
 
 and Northwestern) .. 
 
 Omaha to Granger (Union 
 
 Pacific).... 
 
 Granger to Butte (Oregon 
 Short Line).... 
 
 Chicago to Omaha (Chicago 
 
 and Northwestern) .. 
 
 Omaha to Denver (Union 
 
 Pacific). 
 
 Denver to Salt Lake City 
 ( Denver and Rio Grande).. 
 Salt Lake City to Butte 
 (Oregon Short Line). 
 
 Chicago to Kansas City 
 
 (Chicago and Alton). 
 
 Kansas City to Granger 
 
 (Union Pacific). 
 
 Granger to Butte (Oregon 
 Short Line)... 
 
 Dis¬ 
 
 tance. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 Miles. 
 
 410 
 
 0.60 
 
 0.50 
 
 0.40 
 
 0.25 
 
 0.20 
 
 0.25 
 
 0.20 
 
 0.17 
 
 0.14 
 
 0.13 
 
 1,127 
 
 2.50 
 
 2.15 
 
 1.75 
 
 1.50 
 
 1.25 
 
 1.15 
 
 1.00 
 
 .90 
 
 .75 
 
 .65 
 
 .1,537 
 
 3.10 
 
 2.65 
 
 2.15 
 
 1.75 
 
 1.45 
 
 1.40 
 
 1.20 
 
 1.07 
 
 .89 
 
 .78 
 
 489 
 
 .80 
 
 . 65 
 
 .45 
 
 .32 
 
 .27 
 
 .32 
 
 .27 
 
 .22 
 
 .m 
 
 .16 
 
 489 
 
 854 
 
 •3.10 
 
 2.65 
 
 2.15 
 
 1.75 
 
 1.45 
 
 1.40 
 
 1.20 
 
 1.07 
 
 .89 
 
 .78 
 
 477 
 
 1,820 
 
 489 
 
 572 
 
 •3.10 
 
 2.65 
 
 2.15 
 
 1.75 
 
 1.45 
 
 1.40 
 
 1.20 
 
 1.07 
 
 .89 
 
 .78 
 
 779 
 
 397 
 
 2,237 
 
 488 
 
 1,084 
 
 -3.10 
 
 ' 
 
 2.65 
 
 2.15 
 
 1.75 
 
 1.45 
 
 1.40 
 
 1.20 
 
 1.07 
 
 .89 
 
 .78 
 
 477 
 
 2,049 
 
 
 
 
 
 
 
 
 
 
 
 If I can be of any further service to you in this matter, please command me. 
 Yours, truly, 
 
 J. F. Stubbs, Traffic Director. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 Washington, D. C. 
 
 WABASH RAILWAY. 
 
 Dear Sir : In reply to your circular letter of November 23, to your question, “Are 
 there any points upon the railroad of your company, or upon any railroad operated by 
 your company, under lease or otherwise, to or from where interstate rates for passengers 
 or freight are made by your road alone, or in combination with other roads, which are 
 
 S. Doc. 244, 59-1-31 
 
482 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 greater than the rates to or from more distant points in the same direction over the same 
 line?’* I answer no, with this qualification: In making up eastern or seaboard freight 
 rates Chicago is taken as a basis and placed at 100 ; surrounding towns are based upon 
 differential mileage, using Chicago as a basis; Peoria takes 110 per cent; Jacksonville, 
 120; Springfield, 116. After our tariffs w'ere formulated and in effect we were enabled 
 to do no business from Peoria without reducing a large number of our 116 and 120 per 
 cent points. After the decision of the Interstate Commerce Commission in the Louis¬ 
 ville and Nashville case I decided that we had the right to go into Peoria and take the 
 business at the rates as established on a mileage basis and put into effect there by our 
 competitors, and pass it through the Springfield or Jacksonville (116 or 120 per cent 
 points) without reducing the rates from Springfield and Jacksonville proper and points 
 grouped with those cities on the same rates. This was done and is being done—that is, 
 freights from Peoria to the seaboard, in connection with the Jacksonville and Southeast¬ 
 ern road, this road, and other roads, are taken to the seaboard at 110 per cent of the 
 Peoria rate, some of it passing through the Jacksonville district, from which district 120 
 per cent of the Chicago rate is charged, other parts of it passing through the Spring- 
 field district, from which 116 per cent of the Chicago rate is charged for like freight to 
 the seaboard. 
 
 I have done this believing it to be no violation of the law, but, on the contrary, in 
 conformity to its spirit and the purpose for which it was enacted, this being exactly the 
 same case in principle as is cited by the Commission in their decision of the Louisville 
 and Nashville case# 
 
 Had I declined to have done this, this road would have been wholly prevented from 
 carrying any freight out of Peoria without reducing the .rates from Jacksonville and 
 Springfield and points eastward, which, owing to the low rate already established at those 
 points, could not be done. 9 
 
 Very respectfully, yours, John McNulta, 
 
 Recei ver. 
 
 C. C. McCain, Esq., 
 
 Auditor of the Interstate Commerce Commission, Washington, D. C. 
 
 THE WABASH RAILROAD COMPANY. 
 
 St. Louis, September 19, 1905. 
 
 Dear Sir: Your letter of September 12. The records of the Wabash general 
 freight office were destroyed by fire entirely oil October 27, 1897. I am there¬ 
 fore unable to produce# reference, and can only state from memory. I remem¬ 
 ber the letter signed by John McNulta, copy of which you inclose, and would say 
 that the conditions of that letter are still in effect and have been continuously 
 from the date the letter was written, and no challenge or protest against our 
 action has been received in the interim. 
 
 Very respectfully, yours, S. B. Knight, 
 
 General Freight Agent. 
 
 The Hon. T. B. Elkins, 
 
 Chairman Committee on Interstate Commerce. 
 
 Senate of the United States, Washington, D. C. 
 
 WHEELING AND LAKE ERIE RAILWAY COMPANY. 
 
 Dear Sir : Your circular of October 20, asking if this company make rates which are 
 greater than rates from more distant points in same direction over same line. 
 
 The inclosed map shows the line of our railroad, and the coloring and figures indicate 
 the basis upon which rates are computed to eastern cities. You will observe that points 
 from Wellington east are less than points west. 
 
 Bellevue is our junction with the New York, Chicago and Saint Louis Railroad, and 
 takes 78 per cent of the Chicago to New York rate. Now, we accept business from our 
 stations in the 76 and 71 per cent territory and send via Bellevue (which point takes 78 
 per cent basis) going to eastern cities. 
 
 We also accept business from our 71 and 74 per cent territory and send via Wellington 
 (which point takes 76 per cent basis) to eastern cities. 
 
 We understand this to be within the meaning and intent of the interstate law. 
 
 To illustrate: The rate on grain from our 78 per cent points to New York is 105 cents 
 per cwt. ; from our 71 per cent points, 18 cents, and the points which take 19 and 18 
 cents to New York are sending property via Bellevue, which takes 195 cents per cwt. 
 
 We have two fast freight lines working business from our stations, one via Bellevue and 
 New York, Chicago and Saint Louis Railroad, and one via Creston and the New York, 
 Pennsylvania and Ohio, and New York, Lake Erie and Western railroads, Bellevue 
 taking 78 per cent basis and Creston 71 per cent basis. We permit the fast freight lines 
 to work upon precisely equal terms and rates from the originating points. The tariff 
 rates published and in your possession hold good for either line. 
 
 You will observe that the line working via the 78 per cent point would be shut out 
 of more than one-half our road, while the line working via the 71 per cent could retain 
 the entire road, should the restriction be enforced that the property must not pass through 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 483 
 
 ( 
 
 any point which takes a higher basis than the originating point. In other words, it 
 would work to the disadvantage of the shippers from our 76, 74, and 71 per cent points, 
 because it would restrict their facilities for doing business and deprive them of the needed 
 deliveries of the eastern cities. 
 
 You will please understand that the basis used for computing rates from our junction 
 points were established by the older roads and before our road was built, and hence we 
 had no voice in making them. 
 
 The 74 per cent territory was controlled by the Pittsburgh, Cincinnati and Saint Louis 
 Railroad before our road was built, and hence we adopted the basis we found in force. 
 
 Such points of information as I thought would interest you I have given. If after 
 reading my statement you find it desirable to have further information, I shall be glad 
 to furnish what I can. 
 
 Yours, etc., A. G. Blair. 
 
 C. C. McCain, Esq., 
 
 Auditor, Washington, D. C. 
 
 THE WHEELING AND LAKE ERIE RAILROAD COMPANY. 
 
 Cleveland, Ohio, October 4, 1905. 
 
 Dear Sir : Your letter of September 8, with reference to letter of A. G. 
 Blair, former general freight agent of this company. Conditions have materi¬ 
 ally changed since Mr. Blair’s letter was written. 
 
 First. The Wheeling and Lake Erie Railroad has since extended from Bowers- 
 ton to the Ohio River, all taking 71 per cent of the Chicago to New York 
 rates, and a line built from Steubenville to a point opposite Wheeling, W. Va., 
 all points on same being on 60 per cent basis, this being completed in 1890. 
 It has acquired a line from Cleveland to Zanesville and Canton to Sherrods- 
 ville, all 71 per cent territory except Zanesville and one or two adjacent sta¬ 
 tions being 74 per cent points. This passed into the hands of the Wheeling and 
 Lake Erie about May 1, 1900. 
 
 Thus the Wheeling and Lake Erie is able to find an outlet for all the ter¬ 
 ritory except tlie line from Steubenville to Wheeling, W. Va. This business 
 has to pass through 71 per cent territory if this company handles it, and to not 
 take it would deprive this company of all participation in the business as well as 
 the shippers of any benefits from competition. • \ 
 
 As to specific instances of like action on the part of other railroads, the 
 Pittsburg and Lake Erie take business out of Pittsburg, a 60 per cent point, 
 and deliver to the Erie and Lake Shore at Youngstown, a 66^ per cent point, 
 and all lines take business from New York and other eastern cities for Pitts¬ 
 burg, Wheeling, and Steubenville, all 60 per cent points, over the Pittsburg and 
 Lake Erie, Wheeling and Lake Erie, and other lines, and all pass through 66£ 
 per cent and 71 per cent territory. * 
 
 There has also been a marked change in the matter of rates, nearly all down¬ 
 ward forced by natural conditions that can not be avoided. The change having 
 been gradual, can give no fixed date. 
 
 While at the time of Mr. Blair’s writing the rate on grain to New York ranged 
 from 19? cents to 18 cents per 100 pounds, it is now 13£ to 12£, and when for 
 export 11£ to 1<H, and a multitude of grain products have been added to the 
 list taking grain rates which show a much larger reduction than has been that 
 on grain proper, and many articles then carried at class rates governed by 
 Official Classification are now taken at commodity rates lower than the class 
 rates. 
 
 Have used New York as an example. The same relative reductions having 
 been made clear to other points and because we had no other business than that 
 to eastern territory, where the long and short haul can enter. 
 
 Any further information desired will be cheerfully given. Inclose you 
 copies of tariffs. It should be borne in mind that many of the commodities are 
 produced in only one or two places, and therefore there can be no conflict, so far 
 as intermediate stations not producing like commodities are concerned. Billets 
 and pig iron are not produced on line of Wheeling and Lake Erie at any point 
 between Ohio River and Cleveland. Brick only at Canton, Zanesville, and Car¬ 
 rollton. Glass bottles only at Massillon, and- agricultural implements only at 
 Massillon and Canton. 
 
 Very respectfully, H. J. Booth, 
 
 General Freight Agent. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce, 
 
 Washington, D. C. 
 
484 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Responses indicating the changes in condition since 1887 have not been 
 received from those now in charge of the properties formerly operated by the 
 following: Batesville and Brinkley Railroad Company; Benton Transportation 
 Company—Missouri River steamers; Chicago and West Michigan Railway; 
 Evansville and Terre Haute Railroad and Peoria, Decatur and Evansville 
 Railway; Flint and Pere Marquette Railroad; Inland and Seaboard Coasting 
 Company; Jacksonville Southeastern Line; Louisville, New Albany and Chicago 
 Railway Company; Louisville, New Orleans and Texas Railway Company; 
 Memphis and Little Rock Railroad Company;'Mississippi and Tennessee Rail¬ 
 road Company; Natchez, Jackson and Columbus Railroad; Newport News and 
 Mississippi Valley Company, Western Division; Pontiac, Oxford and Port 
 Austin Railroad Company; Queen and Crescent Route; Virginia and Truckee 
 Railroad Company—Carson and Colorado Railroad Company; Wabash, Chester 
 and Western Railroad; and Wisconsin Central Associated Lines. 
 
REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEADINGS 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 • 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE. 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX IX. 
 
 FREIGHT RATES BY WATER ROUTES. 
 
 DECEMBER 19, 1905. 
 
 485 
 
APPENDIX IV. 
 
 ♦ 
 
 FREIGHT RATES BY WATER ROUTES. 
 
 INDEX TO TABLES OF FREIGHT RATES. 
 
 l'age. 
 
 Table No. 1.—Average through freight rates on provisions from Chicago, Ill., 
 to European ports on shipments routed all rail to seaboard 
 
 and thence by steamer, years 1884 to 1904, inclusive. 491 
 
 Table No. 2.—Average through freight rates on grain and sack flour from 
 Chicago to European ports, routed all rail to seaboard and 
 
 thence by steamer, years 1884 to 1904, inclusive. 492 
 
 Table No. 3.—Average through freight rates on wheat from Chicago, Ill., to 
 New York, and from Chicago to Liverpool when routed via 
 lake and canal, lake and rail, and all rail to the seaboard, 
 
 thence via ocean steamer, years 1874 to 1904, inclusive. 493 
 
 Table No. 4.—Average yearly ocean freight rates on various commodities from 
 New York to London and Liverpool, years 1884 to 1903, in¬ 
 clusive.•. 494 
 
 Table No. 5.—Average yearly ocean freight rates on wheat from Boston, New 
 
 York, Philadelphia, and Baltimore to Liverpool, years 1884 
 
 to 1903, inclusive. 494 
 
 Table No. 6.—Ocean rates from New York to Liverpool, Antwerp, and Glas¬ 
 gow on various commodities as quoted by steamship lines 
 
 about September 20 of each year, 1895 to 1905, inclusive_ 495 
 
 Table No. 7. —Ocean freight rates from Montreal to European ports on various 
 commodities as quoted at Montreal on May 1 and September 1 
 
 of each year, 1889 to 1905, inclusive. 496 
 
 Table No. 8.—Ocean rates from New Orleans to various foreign ports on dif¬ 
 ferent commodities as quoted for shipment about July 20 of 
 the years 1903, 1904, and 1905... 497 
 
 Table No. 9.—Averages rates on wheat from St. Louis to New Orleans, routed 
 via Mississippi River, and from St. Louis via Mississippi 
 River to New Orleans, and thence by steamer to Liverpool; 
 also through rates via rail routes from St. Louis to New York, 
 and thence via ocean to Liverpool, for the years 1884 to 1904, 
 
 inclusive. 498 
 
 Table No. 10.—Through export rates on flour from Minneapolis, Minn., to 
 
 various foreign ports, covering shipments routed via lake- 
 and-rail routes to seaboard and thence via ocean, as cur¬ 
 rently quoted at Minneapolis about September 1 of the 
 
 years 1896 to 1905, inclusive. 498 
 
 Table No. 11.—Through export rates on flour from Minneapolis, Minn., to 
 
 various foreign ports for shipments routed via rail-lake-and- 
 rail routes to Atlantic seaboard and thence via ocean, reported 
 as obtainable on various dates during June, July, August, 
 
 and September, 1905 . 499 
 
 Table No. 12.—Ocean freight rates on Hour from Atlantic seaboard cities to 
 
 various foreign ports, currently quoted at Minneapolis, Minn., 
 
 about September 1 of the years 1892 to 1905, inclusive. 500 
 
 Table No. 13.—Ocean rates on flour from Atlantic seaboard cities to various 
 
 foreign points, currently quoted at Minneapolis on various 
 
 dates during August and September, 1905. 502 
 
 Table No. 14. —Through export rates from points in the United States to for¬ 
 eign ports on various commodities, effective in the month of 
 October, 1903 and 1904, and August, 1905 . 503 
 
 487 
 
488 
 
 DIGEST OF HEARINGS ON KAILWAY RATES. 
 
 Page. 
 
 Table No. 15.—Ocean freight rates from Baltimore to Bremen on various com¬ 
 modities as in effect July 9, 1904, and July 29, 1905. 509 
 
 Table No. 16.—Ocean freight rates, Boston to Copenhagen, Denmark. 509 
 
 Table No. 17.—Ocean freight rates from New York to Genoa, Italy. 510 
 
 Table No. 18.—Ocean freight rates from New Orleans to Genoa, Italy, on vari¬ 
 ous commodities. 510 
 
 Table No. 19.—Seasons’ average rates on wheat and corn, Chicago to Buffalo 
 
 by lake and Buffalo to New York by canal and river, seasons 
 
 1869 to 1904, inclusive. 511 
 
 Table No. 20.—Seasons’ average rates on wheat and corn from Chicago to New 
 
 York via lake, canal, and river, seasons 1869 to 1904, inclusive. 512 
 
 Table No. 21.—Through freight rates on import traffic from British and con¬ 
 tinental ports to San Francisco via Atlantic and Gulf ports.. 513 
 
 Table No. 22.—Through rates' on import traffic from Liverpool, England, to 
 
 points in Texas, via New Orleans. 514 
 
 Table No. 23.—Through import rates from different foreign ports on various 
 
 commodities to interior western points in the United States, 
 
 via New Orleans.'.. 514 
 
 Table No. 24.—Through rates on import traffic from Antwerp, Belgium, to 
 
 different points in the United States on various commodi¬ 
 ties... 515 
 
 Table No. 25.—Import rates from various points in South America, via New 
 
 Orleans, to points in the United States on various com¬ 
 modities . 516 
 
 Table No. 26.—Kates from Montreal and New York to western points on vari¬ 
 ous commodities of import traffic, as compared with rates on 
 
 domestic traffic. j.•.. 516 
 
 Table No. 27.—Through rates on import traffic from foreign ports to North 
 
 % Pacific coast points on various commodities. 518 
 
 Table No. 28.—Through ocean-and-rail commodity rates from New York to 
 
 interior Mexican cities. 519 
 
 Table No. 29.—Through rates from interior United States points to {joints 
 
 in Mexico on various commodities..*_ 521 
 
 Table No. 30.—Rates of the Panama route from New York to different points 
 
 in Central America on classified traffic and various com¬ 
 modities. 525 
 
 Table No. 31.—Kates of the Panama route from New York to Mexican ports 
 
 on classified traffic and various commodities. 525 
 
 Table No. 32.—Kates of the Panama route from New York and common 
 
 points to San Francisco on classified traffic and commodities. 526 
 Table No. 33—Kates of the Panama route from New York to North Pacific 
 
 coast points on‘classified traffic and commodities. 526 
 
 Table No. 34.—Kates of the Panama route from New York and common 
 
 points to Sacramento and Stockton, Cal. 527 
 
 Table No. 35.—Rates of the Panama route from New York and common 
 
 points to Los Angeles, San Diego, and Santa Barbara, Cal... 527 
 
 Table No. 36.—Kates of the Panama Railroad Steamship Line, New York to 
 
 Panama, on classified traffic and commodities. 528 
 
 Table No. 37.—Kates of the Panama route from New York to ports in the 
 
 Republic of Colombia, Ecuador, Peru, and Chile on various 
 
 commodities. 529 
 
 Table No. 38.—Kates of the Southern Pacific Company and Morgan Steamship 
 
 Line, in connection with the United Fruit Company Steam¬ 
 ship Line from New York to Honduras and Central American 
 
 points, on various commodities. 530 
 
 Table No. 39.—Ocean rates from New York to LaGuaira and Puerto Cabello, 
 
 South America, on various commodities. 532 
 
 Table No. 40.—Ocean rates from New York to Curasao, Maracaibo, and La 
 
 Vella De Coro, South America, on various commodities_ 533 
 
 Table No. 41.—Ocean freight rates from New York to Jamaica, Colombia, and 
 
 Central America on various commodities. 534 
 
 Table No. 42.—Ocean freight rates from New York to San Juan, Ponce, and 
 
 Mayaguez, Porto Rico, on various commodities. 535 
 
 Table No. 43.—Ocean-rail-and-ocean rates from New Orleans, La., and Colon, 
 
 Panama, and ports in Costa Rica, Nicaragua, Mexico, 
 Republic of Colombia, Ecuador, Peru, and Chile on various 
 commodities. 537 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 489 
 
 Page. 
 
 Table No. 44.—Ocean rates from New York to Veracruz and Tampico, 
 
 Mexico, on various commodities. 541 
 
 Table No. 45.—Ocean rates from New York to Progreso, Central America, 
 
 on various commodities. 543 
 
 Table No. 46.—Ocean rates from New York to Habana and Santiago, Cuba, on 
 
 various commodities. 545 
 
 Table No. 47.—Ocean-rail-and-ocean rates from Guayaquil and Valparaiso, 
 
 South America, via Panama route to New York, on various 
 
 commodities.„. 546 
 
 Table No. 48.—Through rates from Chilean and Peruvian ports, via Panama 
 
 route, to European ports, on various commodities. 547 
 
 Table No. 49.—Special rates of the Panama route from New York to San 
 
 Francisco on a limited number of commodities. 548 
 
 Table No. 50.—Through rates from San Francisco to New York, via Panama 
 
 route, on classified traffic and commodities. 549 
 
 Table.N o. 51.—Through rates from San Francisco to European ports, via 
 
 Panama route, on classified traffic and commodities. 550 
 
 Table No. 52.—Through rates from Mexican and Central American ports to 
 
 Europe via Panama route on various commodities. 551 
 
 Table No. 53.—Special rates of the Pacific Mail Steamship Company Panama 
 
 Line from San Francisco to Mexican and Central American 
 
 ports on different commodities. 552 
 
 Table No. 54.—Through rates from Mexican and Central American ports via 
 
 Panama route to New York. 553 
 
 Table No. 55.—Rates from Panama, Central American, and Mexican ports to 
 
 San Francisco via Pacific Mail Steamship Company. 555 
 
 Table No. 56.—Through rates from Liverpool, England, to South Pacific ports 
 
 via Colon and Panama route. 556 
 
 Table No. 57.—Rates from Liverpool to Mexican and South American ports . 559 
 
 Table No. 58.—Comparison of rates from New York to Colon, Habana, Santi¬ 
 ago, Livingston, and San Juan on various articles. 560 
 
 Table No. 59.—Rates from Hamburg, Bremen, and Antwerp via Colon and 
 
 Panama to Panama and South American Pacific coast ports. 561 
 
 Table No. 60.—Rates from French ports to Pacific coast ports via Panama 
 
 route. 562 
 
 Table No. 61.—Rates from Hamburg, Bremen, and Antwerp to ports on the 
 
 west coast of America via Panama route. 562 
 
 Table No. 62.—Various average rates of the Panama route. 564 
 
 Table No. 63.—Freight rates from New York to San Francisco by American 
 
 and Canadian transcontinental routes on various commod¬ 
 ities, years 1870 to 1904, inclusive. 566 
 
 Table No. 63 A.—Comparison of rates from New York to San Francisco as 
 
 charged by the transcontinental routes, the Panama 
 route, and the all-water route of the American Hawaiian 
 
 Steamship Company. 568 
 
 Table No. 63 B.—Comparison of through freight rates from New York and 
 
 common seaboard points to North Pacific coast points via 
 transcontinental all-rail and rail-and-lake routes and via 
 
 the Panama route. 569 
 
 Table No. 64.—Freight rates from San Francisco to New York by American 
 
 and Canadian transcontinental routes on various commod¬ 
 ities, 1870 to 1904, inclusive. 570 
 
 Table No. 65.—Rates from interior points in the United States and from Pacific 
 
 coast ports to ports in China and Japan on various com¬ 
 modities . 572 
 
 Table No. 66.—Ocean freight rates from San Francisco to Japan, Korea, etc., 
 
 on various commodities, as in effect July 18, 1901, and since 
 
 March 20, 1903. 573 
 
 Table No. 67.—Through rates from ports in China and Japan to Pacific coast 
 
 ports and to interior points in the United States and Canada 
 
 on various commodities. 574 
 
 Table No. 68.—Through rates from points in the United States to Aukland, 
 
 New Zealand, and Sydney, Australia, via San Francisco, on 
 
 various commodities. 576 
 
 Table No. 69.—Average ocean rates on grain by sailing vessel from San Fran¬ 
 cisco to the United Kingdom, 1874 to 1904, inclusive. 577 
 
490 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 . Page. 
 
 Table No. 70.—Ocean rates from New York to various South American ports. 577 
 Table No. 71.—Ocean rates from New Orleans, Mobile, British Honduras, and 
 
 Gautemala on various commodities. 578 
 
 Table No. 72.—Ocean rates from New York, Boston, Philadelphia, and Balti¬ 
 more to Banes, Cuba... 578 
 
 Table No. 73.—Ocean rates from New York to different South American ports 
 
 on various commodities. 579 
 
 Table No. 74.—Ocean rates from Veracruz, Mexico, to New York on impor¬ 
 tant commodities. . 579 
 
 Table No. 75. — Ocean rates from Copenhagen, Denmark, to Boston. 579 
 
 Table No. 76.—Comparison of through import rates from Antwerp Belgium, 
 
 to various points in the United States, routed via Boston, 
 with the rates on -same articles of domestic origin at Boston. 580 
 Table No. 77. — Comparison of rates from San Francisco, Cal., to New York, 
 
 via trans-continental all-rail routes and the Panama route 
 on classes and particular commodities on which the Panama 
 route publishes the special rates given. 581 
 
 I 
 
 # 
 
FREIGHT RATES BY WATER ROUTES 
 
 Table No. 1. —Average through-freight, rates on provisions from Chicago , III., to European 
 ports named on shipments routed all rail to seaboard and thence hg steamer. 
 
 [In cents per 100 pounds.] 
 
 Yearly average rates to— 
 
 Years. 
 
 Liver¬ 
 
 pool. 
 
 Glas¬ 
 
 gow. 
 
 Lon¬ 
 
 don. 
 
 Ant¬ 
 
 werp. 
 
 Ham¬ 
 
 burg. 
 
 Am¬ 
 
 ster¬ 
 
 dam. 
 
 Rot¬ 
 
 ter¬ 
 
 dam. 
 
 Copen¬ 
 
 hagen. 
 
 Stock¬ 
 
 holm. 
 
 Stet¬ 
 
 tin. 
 
 Bor¬ 
 
 deaux. 
 
 1884. 
 
 47 
 
 48 
 
 49 
 
 54 
 
 54 
 
 54 
 
 44 
 
 54 
 
 61 
 
 54 
 
 56 
 
 1885... 
 
 35 
 
 49 
 
 40 
 
 44 
 
 43 
 
 49 
 
 49 
 
 50 
 
 61 
 
 52 
 
 51 
 
 1886. 
 
 45 
 
 52 
 
 55 
 
 53 
 
 52 
 
 56 
 
 56 
 
 65 
 
 61 
 
 58 
 
 57 
 
 1887. 
 
 41 
 
 49 
 
 48 
 
 50 
 
 52 
 
 55 
 
 55 
 
 55 
 
 59 
 
 55 
 
 60 
 
 1888_ 
 
 37 
 
 47 
 
 46 
 
 45 
 
 54 
 
 54 
 
 54 
 
 55 
 
 67 
 
 55 
 
 54 
 
 
 
 
 Average 5 years .. 
 
 41 
 
 49 
 
 48 
 
 49 
 
 51 
 
 54 
 
 52 
 
 56 
 
 62 
 
 55 
 
 56 
 
 1880. 
 
 
 57 
 
 61 
 
 62 
 
 61 
 
 63 
 
 65 
 
 65 
 
 65 
 
 75 
 
 65 
 
 75 
 
 1890. 
 
 51 
 
 58 
 
 58 
 
 47 
 
 53 
 
 50 
 
 50 
 
 58 
 
 61 
 
 58 
 
 67 
 
 1891. 
 
 55 
 
 60 
 
 60 
 
 53 
 
 55 
 
 60 
 
 60 
 
 64 
 
 69 
 
 64 
 
 75 
 
 1892. 
 
 46 
 
 50 
 
 47 
 
 50 
 
 50 
 
 55 
 
 55 
 
 61 
 
 72 
 
 61 
 
 62 
 
 1898_ 
 
 46 
 
 48 
 
 48 
 
 48 
 
 53 
 
 50 
 
 50 
 
 55 
 
 67 
 
 55 
 
 60 
 
 
 
 
 Average 5 years .. 
 
 51 
 
 55 
 
 55 
 
 52 
 
 55 
 
 56 . 
 
 56 
 
 61 
 
 69 
 
 61 
 
 68 
 
 1894. 
 
 
 44 
 
 47 
 
 46 
 
 47 
 
 50 
 
 50 
 
 50 
 
 55 
 
 67 
 
 55 
 
 63 
 
 1895. 
 
 42 
 
 50 
 
 46 
 
 48 
 
 50 
 
 50 
 
 48 
 
 55 
 
 67 
 
 55 
 
 64 
 
 1896. 
 
 45 
 
 50 
 
 47 
 
 50 
 
 51 
 
 52 
 
 52 
 
 58 
 
 69 
 
 58 
 
 64 
 
 1897. 
 
 44 
 
 52 
 
 48 
 
 51 
 
 51 
 
 52 
 
 52 
 
 57 
 
 69 
 
 57 
 
 64 
 
 1898__ 
 
 47 
 
 52 
 
 50 
 
 53 
 
 52 
 
 53 
 
 53 
 
 58 
 
 69 
 
 58 
 
 66 
 
 
 
 
 Average 5 years .. 
 
 44 
 
 50 
 
 47 
 
 50 
 
 51 
 
 51 
 
 51 
 
 57 
 
 68 
 
 57 
 
 64 
 
 1899. 
 
 
 41 
 
 45 
 
 44 
 
 48 
 
 46 
 
 47 
 
 47 
 
 52 
 
 63 
 
 52 
 
 59 
 
 1900. 
 
 49 
 
 55 
 
 56 
 
 51 
 
 50 
 
 51 
 
 51 
 
 55 
 
 65 
 
 55 
 
 64 
 
 1901. 
 
 36 
 
 45 
 
 45 
 
 46 
 
 44 
 
 45 
 
 45 
 
 48 
 
 53 
 
 48 
 
 54 
 
 1902. 
 
 36 
 
 42 
 
 39 
 
 42 
 
 39 
 
 40 
 
 40 
 
 42 
 
 45 
 
 42 
 
 51 
 
 1908_ 
 
 42 
 
 47 
 
 44 
 
 50 
 
 47 
 
 42 
 
 42 
 
 50 
 
 52 
 
 50 
 
 56 
 
 
 
 
 Average 5 years .. 
 
 41 
 
 47 
 
 46 
 
 47 
 
 45 
 
 45 
 
 45 
 
 49 
 
 56 
 
 49 
 
 57 
 
 1904. 
 
 
 37 
 
 44 
 
 44 
 
 48 
 
 46 
 
 42 
 
 42 
 
 47 
 
 50 
 
 47 
 
 56 
 
 
 Average 5 years .. 
 
 40 
 
 47 
 
 46 
 
 47 
 
 45 
 
 44 
 
 44 
 
 48 
 
 53 
 
 48 
 
 56 
 
 491 
 
492 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 2. —Average through freight rates on grain and sacked flour from Chicago to 
 European ports named—Shipments routed all rail to seaboard, thence by steamer. 
 
 [In cents per 100 pounds.] 
 
 Years. 
 
 Yeai 
 
 Liverpool. 
 
 rly average rates 
 
 Glasgow. 
 
 to— 
 
 London. 
 
 Grain. 
 
 Sacked 
 
 flour. 
 
 Grain. 
 
 Sacked 
 
 flour. 
 
 Grain. 
 
 Sacked 
 
 flour. 
 
 1884 . 
 
 44 
 
 30 
 
 27 
 
 38 
 
 28 
 
 38 
 
 1885 . 
 
 29 
 
 29 
 
 32 
 
 35 
 
 32 
 
 32 
 
 1886 . 
 
 37 
 
 34 
 
 39 
 
 40 
 
 41 
 
 40 
 
 1887 . 
 
 35 
 
 35 
 
 37 
 
 38 
 
 39 
 
 38 
 
 1888 . 
 
 35 
 
 34 
 
 35 
 
 36 
 
 38 
 
 38 
 
 Average 5 years. 
 
 36 
 
 32 
 
 34 
 
 37 
 
 36 
 
 37 
 
 1889 . 
 
 40 
 
 42 
 
 41 
 
 44 
 
 
 45 
 
 1890 . 
 
 32 
 
 36 
 
 36 
 
 42 
 
 36 
 
 41 
 
 1891. 
 
 41 
 
 42 
 
 44 
 
 45 
 
 43 
 
 43 
 
 1892 . 
 
 33 
 
 36 
 
 35 
 
 39 
 
 35 
 
 37 
 
 1893 . 
 
 34 
 
 35 
 
 36 
 
 36 
 
 38 
 
 38 
 
 Average 5 years.; 
 
 36 
 
 38 
 
 38 
 
 41 
 
 38 
 
 41 
 
 1894 . 
 
 33 
 
 33 
 
 35 
 
 35 
 
 33 
 
 35 
 
 1895 . 
 
 32 
 
 34 
 
 34 
 
 36 
 
 33 
 
 35 
 
 1896 . 
 
 34 
 
 34 
 
 34 
 
 37 
 
 33 
 
 35 
 
 1897 . 
 
 34 
 
 37 
 
 35 
 
 39 
 
 34 
 
 36 
 
 1898 . 
 
 34 
 
 38 
 
 36 
 
 39 
 
 35 
 
 37 
 
 Average 5 years. 
 
 33 
 
 35 
 
 35 
 
 37 
 
 34 
 
 36 
 
 1899 . 
 
 30 
 
 30 
 
 32 
 
 31 
 
 31 
 
 34 
 
 1900 . 
 
 29 
 
 28 
 
 31 
 
 32 
 
 31 
 
 35 
 
 1901. 
 
 21 
 
 23 
 
 24 
 
 24 
 
 23 
 
 26 
 
 1902 . 
 
 21 
 
 24 
 
 22 
 
 23 
 
 22 
 
 24 
 
 1903 . 
 
 23 
 
 25 
 
 24 
 
 25 
 
 24 
 
 25 
 
 Average 5 years... 
 
 25 
 
 26 
 
 27 
 
 27 
 
 26 
 
 29 
 
 1904 . 
 
 20 
 
 21 
 
 22 
 
 23 
 
 22 
 
 22 
 
 Average 5 years. 
 
 23 
 
 24 
 
 25 
 
 25 
 
 24 
 
 26 
 
49a 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 * 
 
 Table No. 3. —Average through freight rates on wheat from Chicago, 111., to New York, 
 and from Chicago to Liverpool when routed by the routes indicated. 
 
 [In cents per bushel.] 
 
 Yearly average rates. 
 
 ♦ 
 
 Years. 
 
 Chicago to New York. 
 
 New 
 York to 
 Liver¬ 
 pool. 
 
 Chicago to Liverpool. 
 
 • 
 
 Lake and 
 canal. 
 
 Lake and 
 rail. 
 
 All rail. 
 
 Via 
 
 ocean 
 
 steamers. 
 
 Lake, ca¬ 
 nal, and 
 ocean. 
 
 Lake, 
 rail, and 
 ocean. 
 
 All rail 
 and 
 ocean. 
 
 1874. 
 
 14.10 
 
 16.90 
 
 28.70 
 
 17.60 
 
 31.70 
 
 34.50 
 
 46.30 
 
 1875. 
 
 11.43 
 
 14.60 
 
 24.10 
 
 17.00 
 
 28.43 
 
 31.60 
 
 41.70 
 
 1876. 
 
 9.58 
 
 11.80 
 
 16. 50 
 
 16.00 
 
 25.58 
 
 27.80 
 
 32.50 
 
 1877. 
 
 11.24 
 
 15.80 
 
 20. 30 
 
 14.00 
 
 25.24 
 
 29.80 
 
 34.30 
 
 1878. 
 
 9.15 
 
 11.40 
 
 17. 70 
 
 15.25 
 
 24.40 
 
 26.65 
 
 32.95 
 
 Average 5 years. 
 
 11.10 
 
 14.10 
 
 21.46. 
 
 15.97 
 
 27.07 
 
 30. 07 
 
 37.55 
 
 1879. 
 
 11.60 
 
 13. 30 
 
 17.30 
 
 12.37 
 
 23.97 
 
 25.67 
 
 29.67 
 
 1880. 
 
 12.27 
 
 15. 70 
 
 19. 90 
 
 11.62 
 
 23.89 
 
 27.32 
 
 31. 52 
 
 1881. 
 
 8.19 
 
 10.40 
 
 14.40 
 
 8.25 
 
 16.44 
 
 18. 65 
 
 22. 65 
 
 1882. 
 
 7.89 
 
 10.90 
 
 14.60 
 
 7.87 
 
 15. 76 
 
 18. 77 
 
 22.47 
 
 1883. 
 
 8.37 
 
 11.50 
 
 16.50 
 
 8.62 
 
 16.99 
 
 20.12 
 
 25.12 
 
 Average 5 vears. 
 
 9.64 
 
 12. 36 
 
 16.54 
 
 9.75 
 
 19.41 
 
 22.10 
 
 26.28 
 
 1884. 
 
 6.31 
 
 9.95 
 
 13.12 
 
 7. 00' 
 
 13. 31 
 
 16.95 
 
 20.12 
 
 1885. 
 
 5.87 
 
 9.02 
 
 14. 00 
 
 6.37 
 
 12.24 
 
 15. 39 
 
 20.37 
 
 1886. 
 
 8.71 
 
 12. 00 
 
 16.50 
 
 6.62 
 
 15.33 
 
 18.62 
 
 23.12 
 
 1887. 
 
 8.51 
 
 12.00 
 
 15. 74 
 
 5.00 
 
 13.51 
 
 17.00 
 
 20.74 
 
 1888. 
 
 5. 93 
 
 11.00 
 
 14.50 
 
 5.75 
 
 11.68 
 
 16.75 
 
 20.25 
 
 Average 5 vears. 
 
 7.06 
 
 10. 79 
 
 14.77 
 
 6.14 
 
 13.21 
 
 16.94 
 
 20. 92 
 
 1889. 
 
 6.89 
 
 8.70 
 
 15. 00 
 
 7.87 
 
 14.76 
 
 16.57 
 
 22.87 
 
 1890. 
 
 5.85 
 
 8.50 
 
 14. 31 
 
 4.87 
 
 10. 72 
 
 13.37 
 
 19.18 
 
 1891. 
 
 5.96 
 
 8. 53 
 
 15.00 
 
 6.25 
 
 12. 21 
 
 14.78 
 
 21.25 
 
 1892. 
 
 5.61 
 
 7.55 
 
 14.23 
 
 5.25 
 
 10.86 
 
 12.80 
 
 19. 48 
 
 1893. 
 
 6. 33 
 
 8.44 
 
 14. 70 
 
 4. 75 
 
 11.08 
 
 13.19 
 
 19.45 
 
 Average 5 years. 
 
 6.12 
 
 8. 34 
 
 14.64 
 
 5. 79 
 
 11.92 
 
 14.14 
 
 20.44 
 
 1894. 
 
 4.44 
 
 7.00 
 
 12. 88 
 
 3.87 
 
 8. 31 
 
 10.87 
 
 16. 75 
 
 1895. 
 
 4.11 
 
 6.95 
 
 12.17 
 
 5.12 
 
 9.23 
 
 12.07 
 
 17.29 
 
 1896. 
 
 5.38 
 
 7.32 
 
 12.00 
 
 5. 87 
 
 11.25 
 
 13.19 
 
 17.89 
 
 1897. 
 
 4. 35 
 
 7.37 
 
 12.32 
 
 6.12 
 
 10.47 
 
 13.49 
 
 18. 44 
 
 1898. 
 
 4.42 
 
 4.96 
 
 11.55 
 
 6.87 
 
 11.29 
 
 11.83 
 
 18. 42 
 
 Average 5 years. 
 
 4.58 
 
 6.72 
 
 12.18 
 
 5.57 
 
 10.11 
 
 12.29 
 
 17.75 
 
 1899. 
 
 6. 65 
 
 6.63 
 
 11.13 
 
 4.87 
 
 10.52 
 
 11.50 
 
 16.00 
 
 1900. 
 
 4.42 
 
 5.05 
 
 9.08 
 
 6.75 
 
 11.17 
 
 11.80 
 
 15. 83 
 
 1901. 
 
 5.14 
 
 5.57 
 
 9.02 
 
 2.50 
 
 7.64 
 
 8.07 
 
 11.52 
 
 1902. 
 
 5.25 
 
 5.78 
 
 8. 75 
 
 2.87 
 
 8.12 
 
 8.65 
 
 11.62 
 
 1903. 
 
 5.44 
 
 6.17 
 
 8.89 
 
 2.87 
 
 8.31 
 
 9.04 
 
 11.76 
 
 Average 5 vears. 
 
 5.18 
 
 5.84 
 
 9.37 
 
 3.97 
 
 9.15 
 
 9.81 
 
 13.34 
 
 1904. 
 
 4. 71 
 
 5.02 
 
 8.47 
 
 2.25 
 
 6.96 
 
 7.27 
 
 10.72 
 
 Average 5 years. 
 
 4.99 
 
 5.51 
 
 8.84 
 
 3.44 
 
 8.44 
 
 8. 96 
 
 12.29 
 
494 
 
 DIGEST OF^HEARINGS ON RAILWAY RATES. 
 
 Table No. 4. —Average yearly ocean freight rates on specified commodities from New York 
 
 to London and Liverpool, 1884 to 1903, inclusive. 
 
 [In cents per 100 pounds.] 
 
 Yearly average rates. 
 
 Years. 
 
 New York to London. 
 
 New York to Liverpool. 
 
 * 
 
 
 Grain. 
 
 Flour. 
 
 Beef. 
 
 Pork. 
 
 Provi- 
 
 Grain. 
 
 Flour. 
 
 Beef. 
 
 Pork. 
 
 Provi- 
 
 • 
 
 
 
 
 
 sions. 
 
 
 
 
 
 sions. 
 
 1884 . 
 
 13.6 
 
 16.0 
 
 37.4 
 
 43.8 
 
 26.8 
 
 12.4 
 
 14.1 
 
 29.2 
 
 39.4 
 
 23.6 
 
 1885 . 
 
 13.1 
 
 15.1 
 
 32.1 
 
 34.7 
 
 24.0 
 
 11.3 
 
 12.8 
 
 25.3 
 
 31.0 
 
 19.7 
 
 1886 . 
 
 13.2 
 
 14.9 
 
 34.1 
 
 40.4 
 
 24.6 
 
 11.5 
 
 13.1 
 
 25. 1 
 
 33.1 
 
 20.1 
 
 1887 . 
 
 10.0 
 
 12.2 
 
 26.6 
 
 30.5 
 
 20.7 
 
 8.8 
 
 10.3 
 
 20.4 
 
 26.8 
 
 16.8 
 
 1888 . 
 
 11.8 
 
 14.5 
 
 25.1 • 
 
 31.5 
 
 21.4 
 
 9.2 
 
 10.8 
 
 23.3 
 
 27.3 
 
 17.8 
 
 Average 5 years. 
 
 12.3 
 
 14.5 
 
 31.1 
 
 36.2 
 
 23.5 
 
 - 
 
 10.6 
 
 12.2 
 
 24.7 
 
 31.5 
 
 19.6 
 
 1889 . 
 
 16*6 
 
 19.1 
 
 40.0 
 
 44.6 
 
 32.2 
 
 13.7 
 
 15.4 
 
 34.1 
 
 39.9 
 
 26.4 
 
 1890 . 
 
 10.9 
 
 13.6 
 
 33.8 
 
 37.3 
 
 26.1 
 
 9.1 
 
 11.3 
 
 26.6 
 
 32.0 
 
 19.2 
 
 1891. 
 
 13.1 
 
 15.2 
 
 25.3 
 
 32.6 
 
 21.6 
 
 11.0 
 
 12.7 
 
 27.9 
 
 33.1 
 
 20.1 
 
 1892 . 
 
 9.6 
 
 12.3 
 
 23.3 
 
 25. 7 
 
 17.5 
 
 9.2 
 
 11.5 
 
 22.7 
 
 24.7 
 
 16.9 
 
 1893 . 
 
 9.6 
 
 11.7- 
 
 23.3 
 
 28.4 
 
 17.5 
 
 8.2 
 
 10.5 
 
 22.7 
 
 25.7 
 
 17.0 
 
 Average 5 years. 
 
 12.0 
 
 14.4 
 
 29.1 
 
 33.7 
 
 23.0 
 
 10.2 
 
 12.3 
 
 26.8 
 
 31.1 
 
 19.9 
 
 1894 . 
 
 6.6 
 
 9.6 
 
 21.0 
 
 26.8 
 
 16.2 
 
 6.8 
 
 8.8 
 
 19.0 
 
 22.1 
 
 15.7 
 
 1895 . 
 
 7.6 
 
 9.5 
 
 19.0 
 
 23.6 
 
 14.3 
 
 7.6 
 
 8.7 
 
 17.6 
 
 18.4 
 
 12.8 
 
 1896 . 
 
 13.3 
 
 13.6 
 
 25.0 
 
 29.9 
 
 17.6 
 
 10.3 
 
 12.1 
 
 23.6 
 
 26.3 
 
 16. 6 
 
 1897 . 
 
 12.2 
 
 14.7 
 
 26.9 
 
 29.9 
 
 18.5 
 
 10.8 
 
 12.7 
 
 22.7 
 
 25.2 
 
 16.5 
 
 1898 . 
 
 13.6 
 
 • 
 
 16.1 
 
 31.2 
 
 40.4 
 
 21.9 
 
 12.2 
 
 15.5 
 
 28.6 
 
 34.1 
 
 21.3 
 
 Average 5 years. 
 
 10.2 
 
 12.7 
 
 24.6 
 
 30.1 
 
 17.7 
 
 9.5 
 
 11.6 
 
 21.2 
 
 25.2 
 
 16.6 
 
 1899 . 
 
 10.5 
 
 13.3 
 
 26.6 
 
 34.1 
 
 18.7 
 
 8.5 
 
 11.8 
 
 22.4 
 
 25.7 
 
 16.1 
 
 1900 . 
 
 14.2 
 
 18.8 
 
 36.4 
 
 48.3 
 
 25. 6 
 
 11.9 
 
 14.2 
 
 28.6 
 
 34.1 
 
 20.6 
 
 1901. 
 
 6. 6 
 
 9.7 
 
 25. 0 
 
 33.1 
 
 17.4 
 
 4.4 
 
 6. 7 
 
 11.9 
 
 14.7 
 
 8.2 
 
 1902 . 
 
 5.8 
 
 8.9 
 
 19.7 
 
 25.2 
 
 14.1 
 
 5.0 
 
 8.3 
 
 15.4 
 
 19.4 
 
 11.1 
 
 1903 . 
 
 5.8 
 
 8.7 
 
 19.7 
 
 26.3 
 
 14.1 
 
 5.0 
 
 8.4 
 
 14.8 
 
 24.7 
 
 12.0 
 
 Average 5 years. 
 
 8.6 
 
 11.9 
 
 25.5 
 
 33.4 
 
 18.0 
 
 7.0 
 
 9.9 
 
 18.6 
 
 22.5 
 
 13.6 
 
 Table No. 5. —Average yearly ocean freight rates on wheat from specified ports to Liver¬ 
 pool, 1884 to 1903, inclusive. 
 
 [In cents per 100 pounds.] 
 
 Yearly average rates to Liverpool from— 
 
 Years. 
 
 Boston. 
 
 New York. 
 
 Philadel¬ 
 
 phia. 
 
 Baltimore. 
 
 1884 . 
 
 8.33 
 
 11.67 
 
 11.67 
 
 13.13 
 
 1885 . 
 
 8.33 
 
 10. 63 
 
 
 12.29 
 
 1886 . 
 
 7.92 
 
 11.04 
 
 
 12.29 
 
 1887 . 
 
 7.50 
 
 8.33 
 
 . 
 
 10.00 
 
 1888 . 
 
 9.17 
 
 8.75 
 
 
 10. 42 
 
 Average 5 vears. 
 
 8.25 
 
 10.08 
 
 a 11.67 
 
 11.63 
 
 1889 . 
 
 10.63 
 
 13.13 
 
 
 15.00 
 
 1890 . 
 
 8.13 
 
 8.13 
 
 
 9.38 
 
 1891. 
 
 8.83 
 
 10.42 
 
 
 11.46 
 
 1892 . 
 
 7.50 
 
 8. 75 
 
 
 11.25 
 
 1893 .•.. 
 
 6.25 
 
 7.92 
 
 9.58 
 
 9.38 
 
 Average 5 years. 
 
 8.27 
 
 9.67 
 
 « 9.58 
 
 11.29 
 
 1894 . 
 
 5.00 
 
 6.46 
 
 7.92 
 
 7.92 
 
 1895 . 
 
 5.42 
 
 8.54 
 
 7.71 
 
 8.13 
 
 1896 . 
 
 7.08 
 
 9. 79 
 
 9.29 
 
 10.42 
 
 1897 . 
 
 7.08 
 
 10.21 
 
 10. 42 
 
 10. 00 
 
 1898 . 
 
 8.13 
 
 11.46 
 
 11.67 
 
 12.08 
 
 Average 5 years. 
 
 6.54 
 
 9.29 
 
 9. 40 
 
 9. 71 
 
 1899 . \ . 
 
 6.67 
 
 8.13 
 
 7.92 
 
 10.00 
 
 19(H). 
 
 8.75 
 
 11.25 
 
 12.50 
 
 12.92 
 
 1901.. 
 
 3.33 
 
 4.17 
 
 5.42 
 
 6.46 
 
 1902 . 
 
 4.79 
 
 4.79 
 
 5.00 
 
 5.83 
 
 1903 . 
 
 * 4.79 
 
 4.79 
 
 5.00 
 
 5.00 
 
 Average 5 vears. 
 
 5.67 
 
 6.65 
 
 . 7.17 
 
 8.04 
 
 I 
 
 « One year. 
 
495 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 6. —Ocean rates from New York to foreign ports named , quoted by steamship 
 
 lines about September 20 of each year indicated. 
 
 [In cents per 100 pounds, except as noted. With primage.] 
 TO LIVERPOOL. 
 
 Articles. 
 
 1895. 
 
 1896. 
 
 1897. 
 
 1898. 
 
 1899. 
 
 1900. 
 
 1901. 
 
 1902. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 ■Grain, per bushel. 
 
 4.73 
 
 8.93 
 
 8.93 
 
 7.35 
 
 5. 78 
 
 9. 45 
 
 2.10 
 
 3.15 
 
 3.15 
 
 2.10 
 
 3.15 
 
 Cotton, compressed.... 
 
 26.25 
 
 36.09 
 
 . 
 
 32.81 
 
 30.00 
 
 40. 00 
 
 12. 50 
 
 15.00 
 
 15.00 
 
 16.00 
 
 15.00 
 
 Flour (sacks). 
 
 9. 84 
 
 16.88 
 
 15. 47 
 
 14.06 
 
 11.25 
 
 19.69 
 
 5.63 
 
 8.44 
 
 8.44 
 
 5.63 
 
 8.44 
 
 Oil cake. 
 
 8.44 
 
 16.88 
 
 14. 06 
 
 14.06 
 
 11.25 
 
 16.88 
 
 * 5.63 
 
 7.88 
 
 8.44 
 
 5. 63 
 
 8.44 
 
 Canned meats. 
 
 11.25 
 
 22. 50 
 
 16.88 
 
 14.06 
 
 16.88 
 
 22.50 
 
 5. 63 
 
 11.25 
 
 11.25 
 
 8.44 
 
 11.25 
 
 Bacon. 
 
 11.25 
 
 22. 50 
 
 16.88 
 
 14.06 
 
 16.88 
 
 22. 50 
 
 5.63 
 
 11.25 
 
 11.25 
 
 8.44 
 
 11.25 
 
 Lard (tierces). 
 
 11.25 
 
 22.50 
 
 16. 88 
 
 14.06 
 
 16.88 
 
 22.50 
 
 5. 63 
 
 11.25 
 
 11.25 
 
 8.44 
 
 11.25 
 
 Lard (small packages). 
 
 12.66 
 
 28.13 
 
 19. 69 
 
 19.69 
 
 22. 50 
 
 28.13 
 
 11.25 
 
 16. 88 
 
 16.88 
 
 14.06 
 
 16.88 
 
 Cheese. . 
 
 22.50 
 
 39. 38 
 
 28.13 
 
 28.13 
 
 28.13 
 
 33. 75 
 
 22. 50 
 
 19.69 
 
 22.50 
 
 22.50 
 
 22. 50 
 
 Butter. 
 
 28.13 
 
 45.00 
 
 56.25 
 
 33.75 
 
 33. 75 
 
 39.38 
 
 22. 50 
 
 22.50 
 
 28.13 
 
 28.] 3 
 
 28.13 
 
 Tallow. 
 
 9.84 
 
 22.50 
 
 16.88 
 
 14. 06 
 
 16.88 
 
 22.50 
 
 5.63 
 
 11.25 
 
 11. 25 
 
 8.44 
 
 11.25 
 
 Leather . 
 
 28.13 
 
 45.00 
 
 28.13 
 
 28.13 
 
 28.13 
 
 33.75 
 
 14.06 
 
 16.88 
 
 22. 50 
 
 22.50 
 
 22: 50 
 
 Tobacco . 
 
 Glucose and grape 
 
 20.00 
 
 40. 00 
 
 30.00 
 
 
 20.00 
 
 40.00 
 
 15.00 
 
 20. 00 
 
 20.00 
 
 20. 00 
 
 20.00 
 
 sugar. 
 
 Sirup. 
 
 Oil (lubricating or cot- 
 
 9.84 
 
 16.88 
 
 15.47 
 
 11.25 
 
 16.88 
 
 19.69 
 
 5. 63 
 
 8.44 
 
 8.44 
 
 8.44 
 
 8.44 
 
 9.84 
 
 16.88 
 
 15.47 
 
 LI. 25 
 
 16.88 
 
 19.69 
 
 5. 63 
 
 8.44 
 
 8.44 
 
 5.63 
 
 6.75 
 
 ton-seed), per barrel. 
 
 50.40 
 
 100.80 
 
 88.20 
 
 63. 00 
 
 75. 60 
 
 100.80 
 
 25.20 
 
 50. 40 
 
 50.40 
 
 37.80 
 
 50.40 
 
 Beef, per tierce. 
 
 50.40 
 
 100.80 
 
 75.60 
 
 63.00 
 
 75.60 
 
 100.80 
 
 25. 20 
 
 50. 40 
 
 50.40 
 
 37.80 
 
 50.40 
 
 Pork, per barrel. 
 
 Apples, green, per bar- 
 
 37. 80 
 
 63.00 
 
 50.40 
 
 50.40 
 
 56. 70 
 
 75.60 
 
 18. 90 
 
 37.80 
 
 50.40 
 
 25.20 
 
 25.20 
 
 rel. 
 
 Walnut logs and lum- 
 
 50. 40 
 
 75. 60 
 
 63. 00 
 
 75.60 
 
 75. 60 
 
 75. 60 
 
 63. 00 
 
 50. 40 
 
 63. 00 
 
 6i5. 00 
 
 63.00 
 
 her. 
 
 14.06 
 
 22.50 
 
 19. 69 
 
 14. 06 
 
 16.88 
 
 22.50 
 
 11.25 
 
 12.00 
 
 12.00 
 
 12.00 
 
 10.00 
 
 Whitewood. 
 
 16. 88 
 
 22. 50 
 
 22. 50 
 
 19. 69 
 
 19. 69 
 
 25. 31 
 
 14.06 
 
 14.00 
 
 14. 00 
 
 14.00 
 
 11.00 
 
 Clover seed_ : . 
 
 16.88 
 
 19. 69 
 
 19. 69 
 
 16.88 
 
 19.69 
 
 22. 50 
 
 11.25 
 
 11.25 
 
 11.25 
 
 11.25 
 
 11.25 
 
 Timothvseed. 
 
 16.88 
 
 19. 69 
 
 22.50 
 
 22.50 
 
 22.50 
 
 25.31 
 
 14. 06 
 
 14.06 
 
 14.06 
 
 14.06 
 
 14.06 
 
 Hay. 
 
 16.88 
 
 45. 00 
 
 33. 75 
 
 33. 75 
 
 28.13 
 
 33. 75 
 
 16.88 
 
 16. 88 
 
 14.06 
 
 11.25 
 
 11.25 
 
 Istfe. 
 
 16.88 
 
 39.38 
 
 25.31 
 
 28.13 
 
 16.88 
 
 33. 75 
 
 28.13 
 
 16.88 
 
 16.88 
 
 16.88 
 
 16.88 
 
 TO ANTWERP. 
 
 Grain, per bushel. 
 
 4.73 
 
 9. 98 
 
 9.45 
 
 10.50 
 
 7.78 
 
 10.50 
 
 3.15 
 
 3.68 
 
 3.15 
 
 2.10 
 
 4.20 
 
 Cotton, compressed.... 
 
 19.69 
 
 32.81 
 
 39.38 
 
 32.81 
 
 26.25 
 
 39.38 
 
 20. 00 
 
 18.00 
 
 15.00 
 
 15. 00 
 
 18.00 
 
 Flour (sacks). 
 
 11.25 
 
 19.69 
 
 19.69 
 
 19. 69 
 
 14.06 
 
 19.69 
 
 11.25 
 
 11. 25 
 
 11.25 
 
 8.44 
 
 11.25 
 
 Oil cake. 
 
 11.25 
 
 19.69 
 
 19.69 
 
 19. 69 
 
 14.06 
 
 19. 69 
 
 11.25 
 
 8 44 
 
 8.44 
 
 8.44 
 
 11.25 
 
 Canned meats. 
 
 14.06 
 
 25.31 
 
 22. 50 
 
 25. 31 
 
 22. 50 
 
 28.13 
 
 19.69 
 
 19.69 
 
 19. 69 
 
 16.88 
 
 16.88 
 
 Bacon . 
 
 14.06 
 
 25.31 
 
 22. 50 
 
 25. 31 
 
 22. 50 
 
 28.13 
 
 19.69 
 
 19.69 
 
 19. 69 
 
 16.88 
 
 16. 88 
 
 Lard (tierces). 
 
 14.06 
 
 25.31 
 
 22.50 
 
 25. 31 
 
 22.50 
 
 28.13 
 
 19. 69 
 
 19.69 
 
 19.69 
 
 14.06 
 
 14.06 
 
 Lard (small packages). 
 
 19.69 
 
 30. 94 
 
 28.13 
 
 30.94 
 
 28.13 
 
 30. 94 
 
 22. 50 
 
 22.50 
 
 22.50 
 
 16.88 
 
 16.88 
 
 Cheese. 
 
 22.50 
 
 33. 75 
 
 39. 38 
 
 33. 75 
 
 39.38 
 
 39. 38 
 
 33. 75 
 
 33.75 
 
 33. 75 
 
 33. 75 
 
 33.75 
 
 Butter. 
 
 28.13 
 
 39. 38 
 
 45.00 
 
 39.38 
 
 39.38 
 
 39.38 
 
 39.38 
 
 39. 38 
 
 39. 38 
 
 39. 38 
 
 39.38 
 
 Tallow . 
 
 14.06 
 
 25. 31 
 
 22.50 
 
 25.31 
 
 22.50 
 
 28.13 
 
 19.69 
 
 14.06 
 
 14.06 
 
 14.06 
 
 14.06 
 
 Leather . 
 
 39.38 
 
 45. 00 
 
 39.38 
 
 39.38 
 
 33. 75 
 
 45.00 
 
 39.38 
 
 39. 38 
 
 39. 38 
 
 33. 75 
 
 28.13 
 
 Tobacco. 
 
 Glucose and grape 
 
 22. 50 
 
 28.13 
 
 22.50 
 
 28.13 
 
 19.69 
 
 30. 00 
 
 22. 00 
 
 18.00 
 
 18. 00 
 
 15.00 
 
 22. 50 
 
 sugar. 
 
 11.25 
 
 22.50 
 
 19.69 
 
 22.50 
 
 16. 88 
 
 22.50 
 
 14. 06 
 
 14.06 
 
 14.06 
 
 11.25 
 
 11.25 
 
 Sirup. 
 
 Oil (lubricating or cot- 
 
 11.25 
 
 22.50 
 
 19.69 
 
 22.50 
 
 16.88 
 
 22. 50 
 
 14.06 
 
 14.06 
 
 14.06 
 
 11.25 
 
 11.25 
 
 ton-seed), per barrel. 
 
 63.00 
 
 113. 40 
 
 100.80 
 
 113.40 
 
 100. 80 
 
 113.40 
 
 63.00 
 
 63.00 
 
 63. 00 
 
 63.00 
 
 63.00 
 
 Beef, per tierce. 
 
 63.00 
 
 113.40 
 
 100.80 
 
 113.40 
 
 100. 80 
 
 126.00 
 
 88.20 
 
 88.20 
 
 88.20 
 
 75.60 
 
 75. 60 
 
 Pork, per barrel. 
 
 Apples, green, per bar- 
 
 50.40 
 
 88.20 
 
 75.60 
 
 81.90 
 
 75. 60 
 
 94.50 
 
 75.60 
 
 75. 60 
 
 75. 60 
 
 56.70 
 
 56. 70 
 
 rel. 
 
 Walnut logs and lum- 
 
 63.00 
 
 75. 60 
 
 75. 60 
 
 75.60 
 
 75. 60 
 
 75. 60 
 
 94.50 
 
 94.50 
 
 94. 50 
 
 75. 60 
 
 75.60 
 
 ber. 
 
 19.69 
 
 28.13 
 
 19. 69 
 
 22. 50 
 
 16.88 
 
 19.69 
 
 19.69 
 
 14.06 
 
 14.06 
 
 14.06 
 
 11.25 
 
 Whitewood. 
 
 22.50 
 
 30. 94 
 
 22. 50 
 
 25.31 
 
 19. 69 
 
 22. 50 
 
 22. 50 
 
 16.88 
 
 16.88 
 
 16.88 
 
 14. 06 
 
 Clover seed. 
 
 16.88 
 
 28.13 
 
 25.31 
 
 25.31 
 
 19.69 
 
 22. 50 
 
 22.50 
 
 14.06 
 
 14.06 
 
 14.06 
 
 16.88 
 
 Timothv seed. 
 
 Hav ...”.. 
 
 22.50 
 22.50 
 
 33.75 
 30. 94 
 
 30.94 
 33. 75 
 
 30.94 
 39. 38 
 
 25.31 
 39.38 
 
 28.13 
 
 28.13 
 
 19.69 
 
 19.69 
 
 16. 88 
 
 16.88 
 
 lstle. 
 
 16. 88 
 
 25.31 
 
 28.13 
 
 33.75 
 
 28.13 
 
 33.75 
 
 22.50 
 
 14.06 
 
 16.88 
 
 14.06 
 
 16.88 
 
496 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 6.— Ocean rates from Xew York to foreign ports named, quoted bg steamship 
 lines about September 20 of each year indicated —Continued. 
 
 [In cents per 100 pounds, except as noted. With primage.] 
 
 TO GLASGOW. 
 
 Articles. 
 
 1895. 
 
 1896. 
 
 1897. 
 
 1898. 
 
 1899. 
 
 1900. 
 
 1901. 
 
 1902. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 Grain, per bushel. 
 
 5.78 
 
 9.45 
 
 7.88 
 
 9. 45 
 
 6.30 
 
 10.50 
 
 2.10 
 
 3.15 
 
 4.20 
 
 3.15 
 
 2.63 
 
 Cotton compressed_ 
 
 
 Flour (sacks). 
 
 12.06 
 
 16.88 
 
 14. 06 
 
 15.47 
 
 14.06 
 
 19.69 
 
 6. 75 
 
 8.44 
 
 7.88 
 
 5.63 
 
 8.44 
 
 Oil cake. 
 
 12. 66 
 
 16.88 
 
 14.06 
 
 15.47 
 
 14. 06 
 
 19. 69 
 
 6. 75 
 
 8.44 
 
 7.88 
 
 5.63 
 
 8.44 
 
 Canned meats. 
 
 16.88 
 
 28*13 
 
 19.69 
 
 22. 50 
 
 19. 69 
 
 25. 31 
 
 14.06 
 
 16.88 
 
 16.88 
 
 14.06 
 
 16.88 
 
 Bacon . 
 
 16.88 
 
 33. 75 
 
 22.50 
 
 22.50 
 
 19. 69 
 
 25.31 
 
 14.06 
 
 16.88 
 
 16.88 
 
 14.06 
 
 16.88 
 
 Lard (tierces). 
 
 16.88 
 
 33. 75 
 
 22.50 
 
 22. 50 
 
 19. 69 
 
 25.31 
 
 14. 06 
 
 16.88 
 
 16.88 
 
 14.06 
 
 16.88 
 
 Lard (small packages). 
 Cheese. 
 
 22.50 
 28.13 
 
 39.38 
 39.38 
 
 28.13 
 33. 75 
 
 28.13 
 33. 75 
 
 25.31 
 28.13 
 
 30.94 
 33. 75 
 
 19. 69 
 22.50 
 
 22.50 
 28.13 
 
 22.50 
 28.13 
 
 19.69 
 28.13 
 
 22.50 
 28.13 
 
 Butter. 
 
 28.13 
 
 50. 63 
 
 33. 75 
 
 33. 75 
 
 33. 75 
 
 33.75 
 
 30.38 
 
 33. 75 
 
 
 33.75 
 
 33.75 
 
 Tallow. 
 
 Leather . 
 
 16.88 
 33. 75 
 
 28.13 
 56. 26 
 
 19.69 
 
 45.00 
 
 22.50 
 39.38 
 
 19.69 
 33. 75 
 
 28.13 
 45. 00 
 
 14. 06 
 30. 94 
 
 16.88 
 33. 75 
 
 16.88 
 33.75 
 
 14.06 
 33. 75 
 
 16.88 
 33. 75 
 
 Tobacco.•-. 
 
 25.00 
 
 40. 00 
 
 30. 00 
 
 30. 00 
 
 30.00 
 
 45.00 
 
 30.00 
 
 25.00 
 
 30.00 
 
 33.75 
 
 28.13 
 
 Glucose and grape 
 sugar. 
 
 14.06 
 
 19. 69 
 
 14.06 
 
 16.88 
 
 14.06 
 
 18.28 
 
 6.75 
 
 8.44 
 
 7.88 
 
 7.88 
 
 8.44 
 
 Sirup. 
 
 14.06 
 
 19.69 
 
 14.06 
 
 16.88 
 
 14.06 
 
 18.28 
 
 6. 75 
 
 8.44 
 
 7.88 
 
 6.75 
 
 8.44 
 
 Oil (lubricating or cot¬ 
 ton-seed), per barrel. 
 Beef, per tierce. 
 
 75.60 
 75. 60 
 
 113.40 
 151.20 
 
 100. 80 
 100. 80 
 
 100.80 
 100.80 
 
 88.20 
 88. 20 
 
 126. 00 
 113.40 
 
 63.00 
 
 63.00 
 
 75.60 
 75.60 
 
 75. 60 
 75.60 
 
 63.00 
 
 63.00 
 
 63.00 
 
 75.60 
 
 Pork, per barrel. 
 
 50. 40 
 
 100. 80 
 
 75. 60 
 
 75. 60 
 
 63. 00 
 
 88. 20 
 
 37.80 
 
 56. 70 
 
 56. 70 
 
 50. 40 
 
 56. 70 
 
 Apples, green, per bar¬ 
 rel ... 
 
 75. 60 
 
 88.20 
 
 75. 60 
 
 75. GO 
 
 75. 60 
 
 75. 60 
 
 63. 00 
 
 63. 00 
 
 63.00 
 
 63.00 
 
 63. 00 
 
 Walnut logs and lum¬ 
 ber . 
 
 19.69 
 
 28.13 
 
 22.50 
 
 22.50 
 
 22. 50 
 
 28.13 
 
 16.88 
 
 16.88 
 
 16.88 
 
 16.88 
 
 16.88 
 
 Whitewood. 
 
 22.50 
 
 28.13 
 
 22.50 
 
 28.13 
 
 28.13 
 
 33.75 
 
 19.69 
 
 19.69 
 
 19.69 
 
 19.69 
 
 19. 69 
 
 Clover seed. 
 
 16.88 
 
 25.31 
 
 19. 69 
 
 22. 50 
 
 19. 69 
 
 25.31 
 
 16.88 
 
 16.88 
 
 16.88 
 
 18.88 
 
 16.88 
 
 Timothv seed. 
 
 22. 50 
 
 30. 94 
 
 28.13 
 
 28.13 
 
 25. 31 
 
 30.94 
 
 22.50 
 
 22.50 
 
 22. 50 
 
 19.69 
 
 19. 69 
 
 Hay. 
 
 28.13 
 
 56.26 
 
 28.13 
 
 28.13 
 
 28.13 
 
 33.75 
 
 28.13 
 
 19.69 
 
 19. 69 
 
 19.69 
 
 22. 50 
 
 Istle. 
 
 28.13 
 
 45.00 
 
 33. 75 
 
 56.26 
 
 56.26 
 
 33.75 
 
 28.13 
 
 28.13 
 
 28.13 
 
 28.13 
 
 28.13 
 
 
 Table No. 7. —Ocean freight rates from Montreal to European ports named, current on 
 
 dates indicated. 
 
 
 Heavy grain (per 
 bushel). 
 
 Oats (per bushel). 
 
 Rolled oats, flour, or mid¬ 
 dlings, in bags or sacks 
 (per 100 pounds). 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas¬ 
 
 gow. 
 
 Ant¬ 
 
 werp. 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas¬ 
 
 gow. 
 
 Ant¬ 
 
 werp. 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas¬ 
 
 gow. 
 
 Ant¬ 
 
 werp. 
 
 1899—May 1, no record. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Sept. 1. 
 
 6.0 
 
 7. 5 
 
 6.75 
 
 10.5 
 
 4.8 
 
 6.0 
 
 5.4 
 
 8.4 
 
 12.05 
 
 14.73 
 
 13.39 
 
 17.41 
 
 1900—May 1. 
 
 7.5 
 
 8.25 
 
 7.5 
 
 9.0 
 
 5.4 
 
 6.0 
 
 6.0 
 
 7.2 
 
 13.39 
 
 16.07 
 
 14.73 
 
 16.07 
 
 Sept. 1. 
 
 9.0 
 
 19.5 
 
 7.5 
 
 9.0 
 
 6.0 
 
 7.2 
 
 6.0 
 
 6. G 
 
 17.41 
 
 21.43 
 
 17.41 
 
 16.07 
 
 1901—M ay 1. 
 
 4.5 
 
 6.0 
 
 4.0 
 
 6.75 
 
 
 4.8 
 
 
 5.4 
 
 8.04 
 
 10.71 
 
 V. 38 
 
 13.39 
 
 Sept. 1. 
 
 3.0 
 
 3.0 
 
 3.0 
 
 4.5 
 
 2.4 
 
 3.0 
 
 2.4 
 
 3.6 
 
 7.23 
 
 10.71 
 
 8.04 
 
 10.71 
 
 1902—May 1. 
 
 3.75 
 
 4. 5 
 
 3.75 
 
 4.125 
 
 3.0 
 
 3.6 
 
 3.0 
 
 3.0 
 
 10. 45 
 
 10.71 
 
 7.5 
 
 12.9 
 
 Sept. 1. 
 
 3.75 
 
 4.5 
 
 3. 375 
 
 5.25 
 
 2.4 
 
 3.3 
 
 2.4 
 
 3.6 
 
 10.45 
 
 10.45 
 
 10.0 
 
 12.9 
 
 1903—May 1. 
 
 3.188 
 
 4.5 
 
 3.375 
 
 4.5 
 
 2.4 
 
 2.7 
 
 2.4 
 
 3.0 
 
 10.45 
 
 10.45 
 
 8.04 
 
 8.84 
 
 Sept. 1. 
 
 <B.O 
 
 3.0 
 
 3.0 
 
 3.0 
 
 2.4 
 
 2.4 
 
 2.4 
 
 2.4 
 
 10.45 
 
 10.45 
 
 8.04 
 
 8.84 
 
 1904—May 1. 
 
 1.5 
 
 2.25 
 
 2.25 
 
 3.0 
 
 1.2 
 
 1.8 
 
 1.8 
 
 2.4 
 
 5.0 
 
 6.0 
 
 7.0 
 
 10. 71 
 
 Sept. 1. 
 
 2.25 
 
 2.25 
 
 3.0 
 
 3.0 
 
 1.8 
 
 1.8 
 
 2.4 
 
 2.4 
 
 5.0 
 
 6.0 
 
 7.0 
 
 9.64 
 
 1905—May 1. 
 
 2.50 
 
 2.25 
 
 3.0 
 
 
 2.52 
 
 2.52 
 
 2.7 
 
 
 6. 96 
 
 /. 5 
 
 7.5 
 
 9.0 
 
 Sept. 1. 
 
 3.375 
 
 3. 75 
 
 3. 75 
 
 4.125 
 
 2.7 
 
 3.0 
 
 3.0 
 
 
 10.71 
 
 10. 71 
 
 10. 71 
 
 10.71 
 
 
 Lard, beef, pork, tallow, grease, 
 oleo, in tierces, barrels, or half 
 barrels (per 100 pounds). 
 
 Bacon and hams, boxed meats, 
 and lard in boxes or cases 
 (per 100 pounds). 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas¬ 
 
 gow. 
 
 Ant¬ 
 
 werp. 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas- Ant- 
 gow. 1 werp. 
 
 1999—May 1, no record. 
 
 
 
 
 
 
 
 
 Sept. 1.\. 
 
 16.07 
 
 18. 75 
 
 18. 75 
 
 18.0 
 
 16.07 
 
 18.75 
 
 18.75 18.0 
 
 1900—May 1. 
 
 21.43 
 
 24. 11 
 
 24.11 
 
 21.43 
 
 21.43 
 
 24.11 
 
 24.11 21.43 
 
 Sept. 1. 
 
 17.41 
 
 24.11 
 
 24.11 
 
 21.43 
 
 17.41 
 
 24.11 
 
 24.11 21.43 
 
 1901—May 1. 
 
 9.38 
 
 16.07 
 
 16. 07 
 
 16. 07 
 
 9.38 
 
 18. 75 
 
 16.07 16.07 
 
 Sept. 1. 
 
 8.04 
 
 14.73 
 
 16.07 
 
 14.73 
 
 8.04 
 
 14.73 
 
 16.07 14.73 
 
 1902—May 1. 
 
 11.25 
 
 16.07 
 
 16.87 
 
 15.0 
 
 11.25 
 
 16.07 
 
 16.87 15.0 
 
 Sept. 1. 
 
 13.3 
 
 14.73 
 
 16.87 
 
 15.0 
 
 13.3 
 
 14. 73 
 
 16.87 15.0 
 
 1903—May 1. 
 
 13.26 
 
 16.07 
 
 16.87 
 
 16. 07 
 
 13.26 
 
 16.07 
 
 16.87 16.07 
 
 Sept, l. 
 
 13.26 
 
 16.07 
 
 16.87 
 
 12.05 
 
 13. 26 
 
 16.07 
 
 16.87 16.07 
 
 1904—May 1. 
 
 5.62 
 
 14.20 
 
 14.20 
 
 18.75 
 
 5.62 
 
 14.20 
 
 14.20 18.75 
 
 Sept. 1. 
 
 5.62 
 
 14.20 
 
 14.20 
 
 18. 75 
 
 5. 62 
 
 14.20 
 
 14.20 18.75 
 
 1905—May 1. 
 
 13.25 
 
 14. 06 
 
 16.87 
 
 13.39 
 
 13. 25 
 
 14.06 
 
 16. 87 13. 39 
 
 Sept. 1. 
 
 13.25 
 
 16.96 
 
 16.87 
 
 13.39 
 
 13.25 
 
 16.07 
 
 16.87 16.07 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 497 
 
 Table No. 7. —Ocean freight rates from Montreal to European ports named, current on 
 
 dates indicated —Continued. 
 
 Butter, in packages (per 100 
 pounds). 
 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas¬ 
 
 gow. 
 
 Ant¬ 
 
 werp. 
 
 Liver¬ 
 
 pool. 
 
 Lon¬ 
 
 don. 
 
 Glas¬ 
 
 gow. 
 
 Ant¬ 
 
 werp. 
 
 1K99—May 1, no record. 
 
 
 
 
 
 
 
 
 
 Sept. 1. 
 
 26.79 
 
 32.14 
 
 32.14 
 
 37.5 
 
 21.43 
 
 26. 79 
 
 26.79 
 
 32.14 
 
 1900—May 1. 
 
 32.14 
 
 32.14 
 
 32.14 
 
 32.14 
 
 26. 79 
 
 26. 79 
 
 26.79 
 
 26.79 
 
 Sept. 1. 
 
 32.14 
 
 32.14 
 
 32.14 
 
 32.14 
 
 26.79 
 
 26. 79 
 
 26. 79 
 
 26.79 
 
 1901—Mav 1 . 
 
 26. 79 
 
 32.14 
 
 32.14 
 
 26.79 
 
 21.43 
 
 26. 79 
 
 26. 79 
 
 21.43 
 
 Sept. 1. 
 
 26. 79 
 
 32.14 
 
 32.14 
 
 21.43 
 
 21.43 
 
 26.79 
 
 26. 79 
 
 21.43 
 
 1902—May 1. 
 
 26. 79 
 
 32.14 
 
 33. 75 
 
 42. 86 
 
 21.43 
 
 26.79 
 
 28.13 
 
 42. 86 
 
 Sept. 1 . 
 
 29.46 
 
 32.14 
 
 33. 75 
 
 42.86 
 
 24.11 
 
 26.79 
 
 28.13 
 
 42.86 
 
 1903—May 1. 
 
 29.46 
 
 32.14 
 
 33. 75 
 
 32.14 
 
 24.11 
 
 26. 79 
 
 28.13 
 
 32.14 
 
 Sept. 1. 
 
 29.46 
 
 32.14 
 
 33.75 
 
 32.14 
 
 24.11 
 
 26.79 
 
 28.13 
 
 26. 79 
 
 1904—Mav 1. 
 
 26. 79 
 
 32.14 
 
 32.14 
 
 37.5 
 
 21.43 
 
 26.79 
 
 26.79 
 
 32.14 
 
 Sept. 1. 
 
 26. 79 
 
 32.14 
 
 33.75 
 
 37.5 
 
 21.43 
 
 26. 79 
 
 28.13 
 
 32.14 
 
 1905—Mav 1 . 
 
 26. 79 
 
 32.14 
 
 33. 75 
 
 32.14 
 
 21.43 
 
 26. 79 
 
 28.13 
 
 26.79 
 
 Sept. 1. 
 
 26. 79 
 
 32.14 
 
 33.75 
 
 . 
 
 32.14 
 
 21.43 
 
 26. 79 
 
 28.13 
 
 26. 79 
 
 Cheese, in boxes (per 100 
 pounds). 
 
 Table No. 8. —Ocean rates from New Orleans, La., as quoted for shipments on dates named. 
 
 To— 
 
 i 
 
 Grain (in cents per bushel). 
 
 Cotton (in cents per 
 100 pounds). 
 
 Flour (in cents per 
 100 pounds). 
 
 July 22, 
 1903. 
 
 J uly 20, 
 1904. 
 
 Julv 19, 
 1905. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 Antwerp. 
 
 61 
 
 5 
 
 6 
 
 27 
 
 
 30 
 
 14 
 
 14 
 
 16 
 
 Baltic. 
 
 
 
 
 40 
 
 38 
 
 40 
 
 Barcelona. 
 
 
 
 45.94 
 
 52.50 
 
 52.50 
 35 
 
 
 
 
 Belfast. 
 
 7 
 
 
 8 
 
 19 
 
 18 
 
 18 
 
 Bremen. 
 
 
 6 
 
 
 
 30 
 
 14 
 
 Bristol. 
 
 7 
 
 
 
 
 16 
 
 
 231 
 
 Dublin. 
 
 
 64 
 
 8 
 
 
 
 35 
 
 19 
 
 18 
 
 18’ 
 
 Genoa . 
 
 7 
 
 8 
 
 8 
 
 32 
 
 32 
 
 32 
 
 16 
 
 16 
 
 16 
 
 Glasgow. 
 
 r- 
 
 / 
 
 7 
 
 7| 
 
 30 
 
 15 
 
 16 
 
 16 
 
 Hamburg. 
 
 e 
 
 6 
 
 6 
 
 29 
 
 28 
 
 30 
 
 14 
 
 14 
 
 14 
 
 Havre. 
 
 
 7 
 
 6 
 
 30 
 
 30 
 
 17 
 
 14 
 
 Hull.. 
 
 
 
 
 
 231 
 
 Japan . 
 
 
 
 
 
 
 70 
 
 
 
 Liverpool. 
 
 3 
 
 4 
 
 6 
 
 7* 
 
 30 
 
 25 
 
 28 
 
 15 
 
 15 
 
 15 
 
 Lopdon. 
 
 6 
 
 5 
 
 35 
 
 16 
 
 17 
 
 16 
 
 Manchester. 
 
 4 
 
 31 
 
 28 
 
 28 
 
 15 
 
 Marseille. 
 
 
 
 10 
 
 34 
 
 36 
 
 
 
 20 
 
 Newcastle. 
 
 
 
 
 
 
 23i 
 
 15 
 
 Rotterdam. 
 
 61 
 
 5 
 
 
 34 
 
 26 
 
 30 
 
 13 
 
 14 
 
 Trieste. 
 
 
 10 
 
 40 
 
 40 
 
 40 
 
 22 
 
 22 
 
 Venice. 
 
 
 
 10 
 
 40 
 
 38 
 
 37 
 
 
 . 
 
 Copenhagen. 
 
 8 
 
 
 16 
 
 . 
 
 
 
 
 
 
 
 
 
 ■ | 
 
 To— 
 
 Provisions, large 
 (in cents per 100 
 pounds). 
 
 Provisions, small 
 (in cents per 100 
 pounds). 
 
 Tobacco (in cents 
 per 100 pounds). 
 
 Cotton-seed meal 
 and cake (per ton, 
 2,240 pounds). 
 
 
 1903 
 
 1904. 
 
 1905. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 1903. 
 
 1904. 
 
 1905. 
 
 Antwerp. 
 
 19 
 
 20 
 
 20 
 
 21 
 
 22 
 
 23 
 
 27 
 
 27 
 
 30 
 
 $2.64 
 
 $2. 40 
 
 $3.12 
 
 Baltic... 
 
 Barcelona. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Belfast. 
 
 22 
 
 22 
 
 22 
 
 25 
 
 25 
 
 25 
 
 30 
 
 30 
 
 35 
 
 3.36 
 
 3.36 
 
 3.36 
 
 Bremen. 
 
 20 
 
 
 22 
 
 30 
 
 2.64 
 
 Bristol. 
 
 22 
 
 
 27 5 
 22 
 
 25 
 
 
 30i 
 
 30 
 
 
 30 
 
 3.36 
 
 
 4.56 
 
 Dublin. 
 
 22 
 
 22 
 
 25 
 
 25 
 
 25 
 
 30 
 
 30 
 
 35 
 
 3.36 
 
 3.36 
 
 3.60 
 
 Genoa. 
 
 21 
 
 23 
 
 22 
 
 24 
 
 26 
 
 25 
 
 32 
 
 32 
 
 35 
 
 3.36 
 
 3.36 
 
 3.72 
 3.12 
 
 Glasgow. 
 
 20 
 
 22 
 
 22 
 
 23 
 
 25 
 
 25 
 
 30 
 
 30 
 
 35 
 
 2.88 
 
 3.36 
 
 Hamburg. 
 
 19 
 
 20 
 
 18 
 
 22 
 
 23 
 
 21 
 
 30 
 
 28 
 
 30 
 
 2.88 
 
 3.12 
 
 2.88 
 
 Havre. 
 
 20 
 
 20 
 
 
 23 
 
 22 
 
 30 
 
 33 
 
 2.76 
 
 2.64 
 
 Hull. 
 
 
 27 5 
 
 
 30i 
 
 
 
 4.56 
 
 Japan. 
 
 . 
 
 . 
 
 
 
 
 
 
 
 
 Liverpool. 
 
 20 
 
 20 
 
 18 
 
 22 
 
 22 
 
 23 
 
 25 
 
 24 
 
 27 
 
 26 
 
 28 
 
 2.40 
 
 1.96 
 
 2.40 
 
 London . 
 
 20 
 
 22 
 
 22 
 
 27 
 
 28 
 
 28 
 
 35 
 
 2.40 
 
 2.40 
 
 2.88 
 
 Manchester. 
 
 18 
 
 
 
 24 
 
 30 
 
 2. 40 
 
 Marseille. 
 
 
 25 
 
 25 
 
 
 28 
 
 30 
 
 
 34 
 
 36 
 
 
 
 4.20 
 
 Newcastle . . 
 
 
 271 
 
 
 30| 
 
 
 
 
 4.56 
 
 Rotterdam. 
 
 18 
 
 20 
 
 19’ 
 
 20 
 
 23 
 
 22 ' 
 
 28 
 
 26 
 
 30 
 
 2.40 
 
 2 . 88 
 
 2.88 
 
 Trieste. 
 
 26 
 
 31 
 
 40 
 
 4.80 
 
 Venice. 
 
 
 
 26 
 
 
 
 31 
 
 
 
 40 
 
 
 
 4.80 
 
 Copenhagen . 
 
 21 
 
 
 23 
 
 
 30 
 
 
 3.60 
 
 
 
 
 
 
 
 
 
 
 
 S. Doc. 244, 59-1-32 
 
498 
 
 DIGEST. OF HEARINGS ON RAILWAY RATES 
 
 Table No. 9. —Average freight rates on wheat from St. Louis to New Chileans routed via 
 Mississippi River and from St. Louis na Mississippi River to New (Means and thence 
 by ocean to Liverpool; also through rates via rail routes from St. Louis to New York and 
 thence via ocean to Liverpool. 
 
 [In cents per bushel.] 
 
 Years. 
 
 Yearly average rates. 
 
 From St. 
 Louis to New 
 Orleans. 
 
 From New 
 Orleans to 
 Liverpool. 
 
 Through St. 
 Louis to Liv¬ 
 erpool. 
 
 From St. 
 Louis to Liv¬ 
 erpool via 
 New York. 
 
 1884. 
 
 6.63 
 
 7.95 
 
 14. 58 
 
 21.25- 
 
 1885 . 
 
 6.40 
 
 8.71 
 
 15.11 
 
 20.50 
 
 1886 . 
 
 6. 50 
 
 9.67 
 
 16.17 
 
 24.00 
 
 1887 . 
 
 6.50 
 
 8.30 
 
 14.80 
 
 24.80 
 
 1888 . 
 
 6.50 
 
 8.67 
 
 15.17 
 
 22.95 
 
 Average 5 vears. 
 
 6. 50 
 
 8. 60 
 
 15.16 
 
 22. 70 
 
 1899 . 
 
 5.95 
 
 11.38 
 
 17.33 
 
 24. 97 
 
 1890. 
 
 6. 58 
 
 7. to 
 
 14.33 
 
 21.48 
 
 1891. 
 
 6.88 
 
 8.87 
 
 15. 75 
 
 23.55 
 
 1892 . 
 
 6.50 
 
 7.50 
 
 14.00 
 
 21.00 
 
 1893 . 
 
 6.55 
 
 8.16 
 
 14.71 
 
 21.72 
 
 Average 5 vears. 
 
 6.49 
 
 8. 72 
 
 15.22 
 
 22.54 
 
 1894 . 
 
 5.89 
 
 5.80 
 
 11.69 
 
 18. 71 
 
 1895 . 
 
 5. 95 
 
 6.18 
 
 12.13 
 
 18.33 
 
 1896 . 
 
 5. 00 
 
 8.50 
 
 13.50 
 
 19.67 
 
 1897 . 
 
 4.88 
 
 8.01 
 
 12. 89 
 
 20.33 
 
 1898 .. 
 
 4.50 
 
 9.74 
 
 14.24 
 
 20. 32 
 
 Average 5 vears. 
 
 5.24 
 
 7. 64 
 
 12. 89 
 
 20.07 
 
 1899 . 
 
 a 4.50 
 
 7.83 
 
 12. 33 
 
 17.88 
 
 1900 . 
 
 4.25 
 
 10.39 
 
 14.64 
 
 18. 41 
 
 1901. 
 
 4.25 
 
 5.23 
 
 9.48 
 
 11. 03 
 
 1902 . 
 
 4.20 
 
 4.33 
 
 8.53 
 
 15. 33 
 
 1903 . 
 
 5.00 
 
 5.00 
 
 10.00 
 
 16.02 
 
 Average 5 years. 
 
 4.44 
 
 6.55 
 
 10. 99 
 
 16.33 
 
 1904 . 
 
 
 
 
 15.25 
 
 
 
 . 
 
 
 
 Average 5 years. 
 
 
 
 .* " 
 
 15. 80 
 * 
 
 a F. O. B. 
 
 Table No. 10. —Through export rates on flour from Minneapolis, Minn., to foreign points 
 named, as currently quoted at Minneapolis about September 1 of the years indicated, for 
 shipment via lake-and-rail routes to seaboard and thence via ocean. 
 
 [In cents per 100 pounds.] 
 
 To— 
 
 
 
 
 
 Rates. 
 
 
 
 
 1905. 
 Vug. 23. 
 
 1896. 
 
 1897. 
 
 1898. 
 
 1 
 
 1899. 
 
 1901. 
 
 1901. 
 
 1902. 
 
 1903. 
 
 1904. 
 
 London . 
 
 38.31 
 
 32.55 
 
 30.00 
 
 32.06 
 
 39.00 
 
 25.50 
 
 28.94 
 
 29.44 
 
 23.50 
 
 24.00 
 
 Liverpool. 
 
 36.00 
 
 31.21 
 
 29.50 
 
 32.00 
 
 34.97 
 
 24.25 
 
 27.44 
 
 27.94 
 
 22.50 
 
 22.00 
 
 Glasgow’. 
 
 37.00 
 
 31.21 
 
 32. 50 
 
 30.66 
 
 36.38 
 
 25.25 
 
 28.00 
 
 27. 44 
 
 24.50 
 
 25.00 
 
 Amsterdam. 
 
 38. 00 
 
 38.50 
 
 36.50 
 
 35.00 
 
 35. 50 
 
 31..50 
 
 28. 50 
 
 29.00 
 
 27. 50 
 
 27.00 
 
 Rotterdam. 
 
 37.00 
 
 39. 50 
 
 36.50 
 
 35.00 
 
 34.50 
 
 30. 50 
 
 27.50 
 
 28.00 
 
 26. 50 
 
 26.00 
 
 Bristol. 
 
 37. 75 
 
 31.56 
 
 36.00 
 
 32.13 
 
 37.03 
 
 28.50 
 
 28. 71 
 
 28.00 
 
 27. 50 
 
 26.00 
 
 Leith. 
 
 38.03 
 
 34.97 
 
 36. 38 
 
 36.13 
 
 37. 03 
 
 30. 75 
 
 28. 50 
 
 29.00 
 
 27.50 
 
 26.00 
 
 Copenhagen . 
 
 44. 69 
 
 41.50 
 
 42. 50 
 
 36.88 
 
 39.19 
 
 32.16 
 
 30. .50 
 
 30.00 
 
 27. .50 
 
 28.00 
 
 Christiania. 
 
 44.69 
 
 41. 50 
 
 42.50 
 
 39.69 
 
 39.19 
 
 32.16 
 
 30.50 
 
 30.00 
 
 27. 50 
 
 28.00 
 
 Antwerp. 
 
 37.00 
 
 33. 75 
 
 37. 97 
 
 32.00 
 
 36.38 
 
 28. 50 
 
 27. 50 
 
 27.00 
 
 26.50 
 
 24.00 
 
 Hamburg. 
 
 40.00 
 
 35.50 
 
 35.50 
 
 33.00 
 
 38.50 
 
 30.50 
 
 27.50 
 
 28.00 
 
 27.50 
 
 27.00 
 
 Hull. 
 
 
 34.50 
 
 35.50 
 
 36. 88 
 
 39.19 
 
 32.16 
 
 31. 75 
 
 33. 66 
 
 31. 75 
 
 31.00 
 
 Newcastle. 
 
 
 34.97 
 
 37.97 
 
 36.88 
 
 39.19 
 
 32.16 
 
 31.75 
 
 30.00 
 
 31.75 
 
 31.00 
 
 Bremen. 
 
 40.00 
 
 35. 50 
 
 40.50 
 
 32.00 
 
 39.50 
 
 30.50 
 
 27.50 
 
 28.00 
 
 27.50 
 
 27.00 
 
 Dublin. 
 
 38.03 
 
 34. 97 
 
 34.97 
 
 36.13 
 
 40.50 
 
 30.50 
 
 31.50 
 
 32.00 
 
 28.00 
 
 27.00 
 
 Belfast. 
 
 38.88 
 
 34.97 
 
 34.97 
 
 36.13 
 
 39.50 
 
 29. .50 
 
 30.50 
 
 32.00 
 
 28.00 
 
 26. 50 
 
 Dundee. 
 
 43.28 
 
 40.78 
 
 39.38 
 
 40.91 
 
 40.59 
 
 32.16 
 
 32.31 
 
 34.50 
 
 32.50 
 
 31.50 
 
 Aberdeen. 
 
 41.07 
 
 33.90 
 
 39.25 
 
 40. 91 
 
 44.81 
 
 
 34.07 
 
 34.88 
 
 30.05 
 
 31.50 
 
 Manchester. 
 
 
 31.21 
 
 35.16 
 
 34.06 
 
 39.19 
 
 
 
 29.44 
 
 24.13 
 
 24.50 
 
 Southampton. 
 
 41.88 
 
 40. 78 
 
 36.56 
 
 
 
 
 . 
 
 32/25 
 
 31.75 
 
 28.25 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 499 
 
 Table No. 11. —Through export rates on flour from, Minneapolis, Minnto foreign ports 
 named, reported as obtainable on dates indicated for shipment ria rail-lake-and-rail 
 routes to Atlantic seaboard, thence via ocean. 
 
 [In cents per 100 pounds.] 
 
 To— 
 
 
 
 
 Rates, 1905. 
 
 
 
 
 June 6. 
 
 June 13. 
 
 June 20. 
 
 _ 
 
 June 27. 
 
 July 4. 
 
 July 11. 
 
 July 18. 
 
 July 25. 
 
 Aberdeen. 
 
 28.60 
 
 28.05 
 
 28.05 
 
 28.00 
 
 28.05 
 
 30.25 
 
 31.00 
 
 28.05 
 
 Amsterdam. 
 
 25.00 
 
 25. 00 
 
 25.00 
 
 24.50 
 
 24.00 
 
 24. 00 
 
 25. 00 
 
 25. 00 
 
 Antwerp. 
 
 22. 75 
 
 23.00 
 
 22.00 
 
 23.00 
 
 22. 00 
 
 23.00 
 
 22. 00 
 
 23.00 
 
 Belfast. 
 
 26.50 
 
 26. 50 
 
 26.50 
 
 26. 00 
 
 26.50 
 
 26.50 
 
 26.50 
 
 26.50 
 
 Bremen. 
 
 26.00 
 
 26.00 
 
 25.00 
 
 26.00 
 
 26.00 
 
 25. 00 
 
 25.00 
 
 25.00 
 
 Bristol. 
 
 24.00 
 
 25. 00 
 
 25. 00 
 
 25. 00 
 
 24. 00 
 
 24. 00 
 
 24. 00 
 
 25. 00 
 
 Christiania. 
 
 29.00 
 
 28.00 
 
 28.00 
 
 28. 00 
 
 28. 00 
 
 28.00 
 
 28. 00 
 
 28. 00 
 
 Copenhagen . 
 
 29.00 
 
 28. 50 
 
 28.00 
 
 28.00 
 
 28.00 
 
 28.00 
 
 28. 00 
 
 28.00 
 
 Dublin. 
 
 26. 50 
 
 26. 50 
 
 26. 50 
 
 26.00 
 
 26. 50 
 
 26.50 
 
 26. 50 
 
 26. 50 
 
 Dundee. 
 
 31.00 
 
 31.00 
 
 31.00 
 
 30. 00 
 
 30.00 
 
 31.00 
 
 31.00 
 
 31. 00 
 
 Glasgow. 
 
 22.00 
 
 22.50 
 
 22. 00 
 
 22. 00 
 
 21.00 
 
 22.00 
 
 22.00 
 
 22.00 
 
 Hamburg. 
 
 27.00 
 
 27.00 
 
 27.00 
 
 27. 00 
 
 27.00 
 
 26.00 
 
 26.00 
 
 26. 00 
 
 Hull. 
 
 30.25 
 
 29.00 
 
 29.25 
 
 28.25 
 
 31.00 
 
 28.25 
 
 30. 25 
 
 31.06 
 
 Leith. 
 
 25. 00 
 
 25.00 
 
 25.00 
 
 24. 00 
 
 24. 00 
 
 24. 00 
 
 24.00 
 
 25.00 
 
 Liverpool. 
 
 21.00 
 
 22.00 
 
 21.00 
 
 21.00 
 
 21.00 
 
 21.00 
 
 21.00 
 
 21.00 
 
 London . 
 
 22.00 
 
 22.00 
 
 22.00 
 
 22.00 
 
 21.00 
 
 21.00 
 
 22.00 
 
 22.00 
 
 Manchester. 
 
 Newcastle. 
 
 22.50 
 31.66 
 
 22.00 
 29.40 
 
 22.00 
 26. 75 
 
 22. 00 
 26. 72 
 
 22.00 
 
 31.00 
 
 22.00 
 
 22.00 
 
 22.00 
 31.06 
 
 Rotterdam. 
 
 24.00 
 
 24.00 
 
 24.00 
 
 23. 50 
 
 23. 00 
 
 23. 00 
 
 24.00 
 
 24.00 
 
 Southampton. 
 
 30.25 
 
 29. 25 
 
 28.25 
 
 28.25 
 
 28.25 
 
 28.25 
 
 28. 25 
 
 28.25 
 
 To— 
 
 Aug. 1 
 
 Aug. 8. 
 
 Aug. 15. 
 
 Aug. 22. 
 
 Aug. 29. 
 
 Sept. 5. 
 
 Sept. 12. 
 
 Sept. 19. 
 
 Aberdeen. 
 
 31.00 
 
 31.00 
 
 31.00 
 
 31.50 
 
 33.00 
 
 33.00 
 
 32.47 
 
 32.47 
 
 Amsterdam. 
 
 25.00 
 
 26.00 
 
 26.00 
 
 27.00 
 
 27. 00 
 
 27.00 
 
 27.00 
 
 27. 00 
 
 Antwerp. 
 
 25. 00 
 
 23.00 
 
 23.00 
 
 24.00 
 
 26.00 
 
 26.00 
 
 26. 00 
 
 26. 00 
 
 Belfast. 
 
 25.50 
 
 26.50 
 
 26.50 
 
 26. 50 
 
 26.50 
 
 26.50 
 
 26.50 
 
 26. 50 
 
 Bremen. 
 
 25.00 
 
 26.00 
 
 26. 00 
 
 27.00 
 
 27.00 
 
 27. 00 
 
 29. 00 
 
 29.00 
 
 Bristol. 
 
 25.00 
 
 25.00 
 
 25.00 
 
 26.00 
 
 27. 50 
 
 27. 50 
 
 28. 25 
 
 28. 25 
 
 Christiania. 
 
 31.00 
 
 28.00 
 
 ,28.00 
 
 28. 00 
 
 31.00 
 
 31.00 
 
 30.00 
 
 30.00 
 
 Copenhagen . 
 
 31.00 
 
 28.00 
 
 28.00 
 
 28.00 
 
 31.00 
 
 31.00 
 
 30. 00 
 
 30.00 
 
 Dublin. 
 
 25.50 
 
 27.00 
 
 27.00 
 
 27. 00 
 
 27. 00 
 
 27.00 
 
 27,00 
 
 27.00 
 
 Dundee. 
 
 31.00 
 
 31. 00 
 
 31.00 
 
 31. 50 
 
 31.50 
 
 31. 50 
 
 32.47 
 
 32.47 
 
 Glasgow. 
 
 22.00 
 
 23.50 
 
 23.50 
 
 25.00 
 
 26.50 
 
 26.50 
 
 25. 44 
 
 25.44 
 
 Hamburg. 
 
 25.50 
 
 27.00 
 
 27.00 
 
 27 ; 00 
 
 26. 00 
 
 . 26.00 
 
 28.00 
 
 28. 00 
 
 Hull. 
 
 31.00 
 
 31.00 
 
 31.00 
 
 31.00 
 
 30. 66 
 
 30. 66 
 
 31. 06 
 
 31. 06 
 
 Leith. 
 
 29.25 
 
 26.00 
 
 26.00 
 
 26.00 
 
 27. 00 
 
 27. 00 
 
 28.00 
 
 28. 00 
 
 Liverpool . 
 
 21.00 
 
 22.00 
 
 22. 00 
 
 22.00 
 
 22.50 
 
 22. 50 
 
 24. 00 
 
 24.00 
 
 London . 
 
 22.00 
 
 22.00 
 
 22.00 
 
 24.00 
 
 25. 00 
 
 25. 00 
 
 25.28 
 
 25.28 
 
 Manchester. 
 
 21.00 
 
 23.00 
 
 23.00 
 
 24.50 
 
 24.00 
 
 24.00 
 
 23. 75 
 
 23. 75 
 
 Newcastle. 
 
 31.00 
 
 31.00 
 
 31.00 
 
 31.00 
 
 32.66 
 
 32.66 
 
 32.47 
 
 32.47 
 
 Rotterdam. 
 
 24.00 
 
 25. 00 
 
 25.00 
 
 26.00 
 
 26.00 
 
 26. 00 
 
 26. 00 
 
 26. 00 
 
 Southampton. 
 
 28.25 
 
 28.25 
 
 28.25 
 
 28.25 
 
 29.50 
 
 29. 50 
 
 28. 25 
 
 28.25 
 
.500 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 12. — Ocean freight rates on four from Atlantic seaboard cities to foreign ports , 
 as currently quoted at Minneapolis about September 1 of the years named. 
 
 [In cents per 100 pounds.] 
 
 Rates. 
 
 From New York 
 Amsterdam 
 Antwerp ... 
 Copenhagen 
 Glasgow.... 
 
 Liverpool .. 
 
 London . 
 
 From Boston to— 
 
 Amsterdam. 
 
 Antwerp. 
 
 Copenhagen. 
 
 Glasgow. 
 
 Liverpool. 
 
 London... 
 
 From Baltimore to— 
 
 . Amsterdam. 
 
 Antwerp. 
 
 Copenhagen. 
 
 Glasgow. 
 
 Liverpool . 
 
 London . 
 
 From Philadelphia to— 
 
 Amsterdam. 
 
 Antwerp. 
 
 Copenhagen. 
 
 Glasgow. 
 
 Liverpool . 
 
 London . 
 
 From Montreal to— 
 
 Amsterdam. 
 
 Antwerp. 
 
 Copenhagen. 
 
 Glasgow. 
 
 Liverpool. 
 
 London . 
 
 From Newport News to— 
 
 Amsterdam. 
 
 Antwerp. 
 
 Copenhagen. 
 
 Glasgow. 
 
 Liverpool. 
 
 London . 
 
 
 1892. 
 
 1893. 
 
 to— 
 
 13.00 
 
 16.00 
 
 
 11.25 
 
 14.06 
 
 
 
 14.06 
 
 13. 50 
 
 . 
 
 10.12 
 
 11.25 ! 
 
 1894. 1895. 
 
 10.13 
 
 14.06 
 
 14.06 
 9.84 
 10. 69 
 
 15.00 
 15. 00 
 
 13.00 
 11.00 
 12.65 
 
 12.66 
 
 13.00 
 9.84 
 19.13 
 8 .44 
 5. 63 
 7.88 
 
 9.00 
 8.44 
 16.88 
 11.25 
 6 .75 
 9.84 
 
 1896. 
 
 14.00 
 14. 06 
 17.16 
 12. 38 
 14.06 | 
 13.50 
 
 1897. 
 
 18.00 
 11.25 
 22. .50 
 9.84 
 9.84 
 11.25 
 
 1898. 
 
 13. 50 
 11.25 
 12.66 
 
 16.00 
 
 18.28 
 
 8 .44 
 4.50 
 7.88 
 
 15.00 
 
 11.25 
 5.63 
 9.84 
 
 12. 00 
 
 14.00 
 14.00 
 16.88 
 
 13.00 
 8.00 
 10.13 
 
 15. 00 
 9.00 
 11.25 
 
 14.06 18.28 
 
 8 . 44 
 
 15.47 
 12. 66 
 12.66 
 
 24.13 
 16.08 
 
 14. 62 
 14.06 
 16.88 
 
 10.13 
 11.25 
 10.13 
 
 11.25 
 
 14.06 
 9.84 
 13.22 
 
 14.06 
 12.66 
 14.06 
 
 16.00 
 
 15.00 
 
 11 
 
 9.84 
 9.84 
 25 
 
 19. 00 
 16.00 
 
 15. 00 
 14.00 
 16.31 
 
 16.88 
 
 14.08 
 12.66 
 16.31 
 
 10.72 
 10.72 
 13.39 
 
 17.00 
 
 14.00 
 
 12.00 
 
 14.00 
 
 14.73 
 
 13.39 
 13.39 
 14.73 
 
 19.00 
 
 9.38 
 5.36 
 8.04 
 
 17.00 
 15.50 
 15.50 
 
 9.00 
 
 10.00 
 
 12.05 
 6 .97 
 10.71 
 
 13.00 
 
 12.00 
 8.00 
 9.00 
 
 14. 73 
 12. 65 
 15.47 
 
 16.00 
 15.00 
 20.50 
 14.00 
 13.00 
 15.00 
 
 12.00 
 12.00 
 
 13.50 
 
 19.50 
 16.88 
 
 12. 66 
 14.06 
 14.06 , 
 
 10. 71 
 10.71 
 12.05 
 
 17.00 
 15.00 
 22.50 
 15.00 
 10. 50 
 14.00 
 
 17.00 
 15.47 
 19. 69 
 11.25 
 7.88 
 10. 69 
 
 11.25 
 7.88 
 10. 69 
 
 19.00 
 
 15.00 
 
 22.50 
 15.00 
 10.00 
 
 13.50 
 
 18.00 
 
 16.88 
 
 24.50 
 14.06 
 
 9.84 
 12.66 
 
 13. 40 
 10. 72 
 12.05 
 
 20.00 
 
 14. 00 
 22.00 
 14.00 
 10.00 
 11.25 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 501 
 
 Table No. 12. —Ocean freight rates on flour from Atlantic seaboard cities to foreign ports , 
 as currently quoted at Minneapolis about September 1 of the years named —Cont’d. 
 
 [In cents per 100 pounds.] 
 
 
 Rates. 
 
 
 1899. 
 
 1900. 
 
 1901. 
 
 1902. 
 
 1903. 
 
 1904. 
 
 1905 
 
 (Aug. 15) 
 
 From New York to— 
 
 Amsterdam . 
 
 16.00 
 
 18. 00 
 
 13.00 
 
 8.50 
 
 9. 00 
 
 8 . 00 
 
 8 . 00 
 
 Antwerp. 
 
 14.06 
 
 16.88 
 
 11.25 
 
 8 .44 
 
 8.44 
 
 8 . 44 
 
 7.03 
 
 Copenhagen. 
 
 16. 88 
 
 22.50 
 
 12.66 
 
 10.00 
 
 9. 00 
 
 7. 00 
 
 11 . 00 
 
 Glasgow. 
 
 11.25 
 
 16. 88 
 
 6.00 
 
 7.44 
 
 6 . 75 
 
 5. 00 
 
 7. 31 
 
 Liverpool . 
 
 12 . 66 
 
 16.28 
 
 5.00 
 
 8.44 
 
 8 .44 
 
 5. 00 
 
 5. 63 
 
 London . 
 
 14. 06 
 
 20. 09 
 
 7.88 
 
 8 .44 
 
 8.44 
 
 5. 00 
 
 6 . 75 
 
 From Boston to— 
 
 Amsterdam. 
 
 18.00 
 
 13.00 
 
 10.00 
 
 8 . 00 
 
 Antwerp. 
 
 
 
 8.44 
 
 8 . 44 
 
 
 Copenhagen. 
 
 
 26.50 
 
 12 . 66 
 
 10 . 00 
 
 9. 00 
 
 6.00 
 
 11 . 00 
 
 Glasgow. 
 
 11.25 
 
 16.88 
 
 6 . 75 
 
 7.44 
 
 6 . 75 
 
 4.50 
 
 7.87 
 
 Liverpool . 
 
 12.66 
 
 16.88 
 
 5. 62 
 
 8 . 44 
 
 8 . 44 
 
 4. 00 
 
 5. 00 
 
 London . 
 
 14.06 
 
 21.09 
 
 9.00 
 
 9.00 
 
 X. 44 
 
 5.63 
 
 6 . 00 
 
 From Baltimore to— 
 
 Amsterdam. 
 
 20.00 
 
 15.00 
 
 11.00 
 
 11.00 
 
 10 . 00 
 
 11.00 
 
 Antwerp. 
 
 
 12.00 
 
 11 . 00 
 
 10.00 
 
 11.00 
 
 10.00 
 
 Copenhagen. 
 
 23.00 
 
 22.41 
 
 17.00 
 
 13. 00 
 
 12 . 00 
 
 9.00 
 
 13. 00 
 
 Glasgow. 
 
 13. 50 
 
 20 . 00 
 
 9.00 
 
 11.00 
 
 9. 75 
 
 8.00 
 
 9.00 
 
 Liverpool. 
 
 21.00 
 
 7.00 
 
 9.94 
 
 9.94 
 
 5.00 
 
 7. 00 
 
 London . 
 
 14.06 
 
 22. 50 
 
 10 . 00 
 
 12.09 
 
 11.44 
 
 6.00 
 
 9. 00 
 
 From Philadelphia to— 
 
 Amsterdam. 
 
 17.00 
 
 20 . 00 
 
 14.00 
 
 10 . 00 
 
 10.00 
 
 9.00 
 
 10.00 
 
 Antwerp.. 
 
 16. 88 
 
 18.28 
 
 12.66 
 
 9. 00 
 
 8.44 
 
 9.00 
 
 8.00 
 
 Copenhagen. 
 
 12.00 
 
 11.00 
 
 9. 00 
 
 13. 50 
 
 Glasgow. 
 
 12.66 
 
 18.28 
 
 9.00 
 
 9.50 
 
 8.72 
 
 7.00 
 
 9.00 
 
 Liverpool . 
 
 14.06 
 
 18.28 
 
 7.69 
 
 9.44 
 
 9.44 
 
 4.00 
 
 6.00 
 
 London . 
 
 15. 46 
 
 22.50 
 
 9.00 
 
 11.25 
 
 10.44 
 
 5. 00 
 
 6 . 00 
 
 From Montreal to— 
 
 Amsterdam. 
 
 Antwerp. 
 
 
 16.07 
 
 10.72 
 
 
 
 9.00 
 
 
 Copenhagen. 
 
 
 
 
 
 Glasgow. 
 
 
 17.41 
 
 7.00 
 
 10. 44 
 
 8.04 
 
 7.00 
 
 
 Liverpool . 
 
 
 16.07 
 
 6.50 
 
 10 .44 
 
 10. 44 
 
 4. 00 
 
 
 London . 
 
 
 21. 43 
 
 10 . 00 
 
 10. 44 
 
 6 . 00 
 
 
 From Newport News to— 
 
 Amsterdam. 
 
 
 19.00 
 
 15.00 
 
 11.CO 
 
 10.00 
 
 11.00 
 
 Antwerp. 
 
 
 19.00 
 
 12 . 00 
 
 10.00 
 
 
 Copenhagen. 
 
 
 
 
 
 Glasgow. 
 
 
 21 . 00 
 
 9.14 
 
 11.00 
 
 
 7.00 
 
 11.00 
 
 Liverpool. 
 
 
 19.00 
 
 9. 00 
 
 9.94 
 
 
 6.00 
 
 7.00 
 
 London . 
 
 
 12 . 00 
 
 9.94 
 
 
 8.00 
 
 7.00 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 ‘ r. 
 
 502 
 
 Table No. 13. —Ocean rates on flour from Atlantic seaboard cities to foreign points as 
 currently quoted at Minneapolis on dates indicated in 1905. 
 
 [In cents per 100 pounds.] 
 
 Rates. 
 
 To— 
 
 From New York. 
 
 From Boston. 
 
 Aug. 15. 
 
 Aug. 22. Aug. 29. Sept. 5. 
 
 Sept. 19. Aug. 15. 
 
 Aug. 22. Aug. 29. Sept. 5. 
 
 Sept. 19. 
 
 Aberdeen. 
 
 14.06 
 
 14.06 
 
 9.50 
 
 7.03 
 
 15.47 
 11.00 
 7.03 
 
 14. 06 
 10.50 
 8.00 
 
 14.06 
 
 10.00 
 
 11.25 
 
 
 
 16.88 
 
 12.00 
 
 
 
 Amsterdam .... 
 
 8.00 
 
 
 12.00 . 
 
 12.00 
 8.00 _ 
 
 12.00 
 
 A nt.wern 
 
 7. OS 
 
 
 Belfast__ 
 
 
 
 
 
 Bremen. 
 
 . 12.00 
 
 12.00 
 
 12. 00 
 
 12.00 
 
 12.00 
 
 
 
 
 
 Bristol 
 
 9 00 
 
 9.00 
 
 9. 84 
 
 9.84 
 
 11.25 
 
 
 
 
 
 Cardiff. 
 
 . 14.62 
 
 14.62 
 
 14.62 
 
 14.62 
 
 14.62 
 
 
 
 
 
 Christiania. 
 
 .. 11.00 
 
 11.00 
 
 13.00 
 
 12.00 
 
 14.00 
 
 11.00 
 
 11.00 
 
 13.00 
 
 12.00 
 
 13.00 
 
 Copenhagen ... 
 
 .. 11.00 
 
 11.00 
 
 13.00 
 
 12.00 
 
 14.00 
 
 11.00 
 
 11.00 
 
 13. 50 
 
 12.00 
 
 13.00 
 
 Cork_ 
 
 
 
 
 
 
 
 
 
 
 
 Dublin__ 
 
 
 
 
 
 
 
 
 
 Dundee. 
 
 . 14.06 
 
 14.06 
 
 15.47 
 
 14.06 
 
 15.47 
 
 
 
 
 
 Glasgow. 
 
 .. 7.31 
 
 7.88 
 
 9.00 
 
 8.44 
 
 9. 48 
 
 7.87 
 
 8.44 
 
 9.00 
 
 9.00 
 
 9.00 
 
 Gothenburg.... 
 
 
 15.50 
 
 16.50 
 
 16. 00 
 
 19. 00 
 
 
 15.50 
 
 16.50 
 
 16.00 
 
 19.50 
 
 Hamburg .... .. 
 
 J 11.00 
 
 11.00 
 
 12.00 
 
 11.00 
 
 12. 00 
 
 11.00 
 
 12.00 
 
 12.00 
 
 12.00 
 
 12.00 
 
 Havre_ 
 
 
 12. 00 
 
 12.00 
 
 12.00 
 
 
 
 12.00 
 
 
 
 
 Helsingfors_ _ 
 
 15.50 
 
 16.50 
 
 16. 00 
 
 19.50 
 
 
 15.50 
 
 16.50 
 
 16.00 
 
 19.50 
 
 Hull .. 
 
 . 12.66 
 
 12. 66 
 
 12.66 
 
 14. 06 
 
 14.06 
 
 12.66 
 
 12.66 
 
 14.06 
 
 14.06 
 
 14.06 
 
 Leith . 
 
 . 14.00 
 
 14.00 
 
 15.47 
 
 15. 46 
 
 15. 46 
 
 
 
 
 
 
 Liverpool. 
 
 5.63 
 
 5.63 
 
 7.03 
 
 7.03 
 
 7.50 
 
 5.00 
 
 5.00 
 
 6. 75 
 
 6.50 
 
 6.75 
 
 London . 
 
 .. 6.75 
 
 7.59 
 
 7. 59 
 
 8.44 
 
 8.44 
 
 6. 00 
 
 7.59 
 
 7. 59 
 
 8.44 
 
 8.44 
 
 Londonderry .. 
 
 
 
 
 
 
 
 
 
 
 
 Manchester.... 
 
 5. 00 
 
 7.03 
 
 6. 75 
 
 7.50 
 
 7.88 
 
 5. 00 
 
 5.62 
 
 6. 75 
 
 6. 75 
 
 7.00 
 
 Newcastle. 
 
 . 14.06 
 
 14.06 
 
 14.06 
 
 14.06 
 
 14. 06 
 
 
 
 
 
 
 Rotterdam. 
 
 .! 8.00 
 
 9.50 
 
 11.00 
 
 10.00 
 
 10.00 
 
 10.00 
 
 10.00 
 
 10.00 
 
 10.00 
 
 11.00 
 
 Sligo. 
 
 . 17.00 
 
 
 
 19.05 
 
 
 
 
 
 19.05 
 
 
 Southampton .. 
 
 . 11.25 
 
 11.25 
 
 11.25 
 
 11.25 
 
 11.25 
 
 11.00 
 
 
 
 
 
 Stettin. 
 
 .. 11.00 
 
 11.00 
 
 13.50 
 
 12.00 
 
 14.00 
 
 
 11.00 
 
 13.00 
 
 12.66 
 
 13.00 
 
 St. Johns, New 
 
 
 
 
 
 
 
 
 
 
 
 fonndland 
 
 _ 10.00 
 
 12.50 
 
 12. 50 
 
 12.50 
 
 12.50 
 
 
 
 
 
 
 -— - -- -- 
 
 
 
 
 
 
 . 
 
 1 
 
 
 Rates. 
 
 To— 
 
 From Baltimore. 
 
 From Philadelphia. 
 
 
 Aug. 5. 
 
 Aug. 22. 
 
 Aug. 29. 
 
 Sept. 5. 
 
 Sept. 19. 
 
 Aug. 15. 
 
 Aug. 22. 
 
 Aug. 29. 
 
 Sept. 5. 
 
 Sept. 19. 
 
 Aberdeen. 
 
 16. 00 
 
 16. 50 
 
 16.50 
 
 17.50 
 
 17.50 
 
 16.50 
 
 16.50 
 
 16.50 
 
 16.50 
 
 17.50 
 
 Amsterdam. 
 
 11.00 
 
 11.00 
 
 12.00 
 
 
 13. 00 
 
 10.00 
 
 11.00 
 
 11.00 
 
 11.00 
 
 12.00 
 
 Antwerp. 
 
 10.00 
 
 10.00 
 
 10.00 
 
 8.00 
 
 13.00 
 
 8.00 
 
 8.00 
 
 8.00 
 
 9.00 
 
 13.00 
 
 Belfast. 
 
 11.50 
 
 11.50 
 
 11..50 
 
 12.50 
 
 13.00 
 
 12.50 
 
 14.00 
 
 16. 00 
 
 16.00 
 
 
 Bremen 
 
 12. 00 
 
 12.00 
 
 12. 00 
 
 
 13. 00 
 
 
 
 
 
 
 Bristol 
 
 14 00 
 
 14.00 
 
 14.00 
 
 . 
 
 14.00 
 
 
 
 
 Cardiff 
 
 11.50 
 
 11. 50 
 
 11.50 
 
 11.50 
 
 13.00 
 
 
 
 
 Christiania. 
 
 13. 00 
 
 14.50 
 
 14.50 
 
 16.50 
 
 18.50 
 
 13.50 
 
 13.50 
 
 14. 50 
 
 14. 50 
 
 12.50 
 
 Copenhagen . 
 
 13.00 
 
 14.50 
 
 14. 50 
 
 16.50 
 
 18. 50 
 
 13.50 
 
 13.50 
 
 14.50 
 
 14. 50 
 
 ......... 
 
 Cork .... 
 
 18.00 
 
 1,8.00 
 
 16. 00 
 
 19.00 
 
 19.50 
 
 17. 50 
 
 
 
 
 
 Dublin. 
 
 12. 00 
 
 12.00 
 
 12. IK) 
 
 13. 00 
 
 13.50 
 
 15.00 
 
 15.00 
 
 
 Dundee. 
 
 16.00 
 
 16. 50 
 
 16. .50 
 
 17.50 
 
 17.50 
 
 15.00 
 
 16.50 
 
 16.50 
 
 16. ,50 
 
 16.50 
 
 Glasgow. 
 
 9. 00 
 
 9.00 
 
 9.00 
 
 
 12.00 
 
 9.00 
 
 10. 00 
 
 10. 00 
 
 10. 00 
 
 11.00 
 
 Gothenburg. 
 
 18.00 
 
 17.50 
 
 18. .50 
 
 21.50 
 
 21.50 
 
 18. .50 
 
 16. 50 
 
 17.50 
 
 17.50 
 
 20. 50 
 
 Hamburg. 
 
 12.00 
 
 12.00 
 
 12. GO 
 
 13.00 
 
 15.00 
 
 11.00 
 
 11.00 
 
 11.00 
 
 11.00 
 
 12.00 
 
 Havre. 
 
 13. 00 
 
 12.00 
 
 
 
 13. (K) 
 
 
 11.00 
 
 
 
 
 Helsingfors. 
 
 19.00 
 
 17. .50 
 
 18. 50 
 
 22.50 
 
 21.50 
 
 19.50 
 
 16. .50 
 
 17.50 
 
 17.50 
 
 20.50 
 
 Hull 
 
 
 17. 6ti 
 
 17.6(j 
 
 
 
 
 
 
 
 
 Leith. 
 
 12.00 
 
 12.00 
 
 12.00 
 
 13.00 
 
 14.00 
 
 11.00 
 
 11.00 
 
 11.00 
 
 12.00 
 
 12.00 
 
 Liverpool. 
 
 7.00 
 
 7.00 
 
 7.00 
 
 
 9.00 
 
 6.00 
 
 6. 50 
 
 8.00 
 
 8.00 
 
 8.00 
 
 London . 
 
 9.00 
 
 9. 44 
 
 8.44 
 
 10.28 
 
 10.28 
 
 6.00 
 
 8. 44 
 
 8. 44 
 
 9.28 
 
 9.28 
 
 Londonderry 
 
 15. 50 
 
 15. 50 
 
 15. 50 
 
 17.50 
 
 18. 00 
 
 
 
 
 
 
 Manchester .... 
 
 
 
 
 
 
 7.00 
 
 8.00 
 
 8.00 
 
 8. 00 
 
 8.00 
 
 Newcastle. 
 
 19.06 
 
 19. 06 
 
 19.69 
 
 
 21.88 
 
 15.00 
 
 
 
 
 16.50 
 
 Rotterda m. 
 
 10.00 
 
 10.00 
 
 10.00 
 
 
 12.00 
 
 9.00 
 
 10.00 
 
 10.00 
 
 10.00 
 
 11.00 
 
 Sligo. 
 
 18.00 
 
 18.00 
 
 18.00 
 
 19.00 
 
 19.50 
 
 18.00 
 
 
 
 20.05 
 
 
 Southampton 
 
 
 
 
 
 
 
 
 
 
 
 Stettin .... 
 
 13.00 
 
 14. .50 
 
 15. 50 
 
 16.50 
 
 18.50 
 
 13.50 
 
 
 15.50 
 
 14.50 
 
 14.50 
 
 St. Johns. New- 
 
 
 
 
 
 
 
 
 
 
 
 found lain! . 
 
 
 
 
 
 
 12. 00 
 
 12. 50 
 
 12.50 
 
 12.50 
 
 
 
 
 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 503 
 
 Table No. 13. —Ocean rates on flour from Atlantic seaboard cities to foreign points as 
 currently quoted at Minneapolis on dates indicated in 1905 —Continued. 
 
 [In cents per 100 pounds.] 
 
 To— 
 
 • 
 
 Rates. 
 
 From Montreal. 
 
 From Newport News. 
 
 Aug. 15. 
 
 Aug. 22. Aug. 29. 
 
 Sept. 5. 
 
 Sept. 19. 
 
 Aug. 15. 
 
 Aug. 22. 
 
 Aug. 29. 
 
 Sept. 5. 
 
 Sept. 12. 
 
 Aberdeen. 
 
 
 16.07 
 
 13.40 
 
 16.07 
 
 16.07 
 
 
 
 
 
 
 Amsterdam. 
 
 
 11.00 
 
 10.00 
 
 11.00 
 
 11.00 
 
 12.00 
 
 Antwerp. 
 
 
 9.00 
 
 
 9.00 
 
 
 Belfast .. 
 
 
 
 
 
 
 
 
 
 Bremen. 
 
 
 
 
 
 
 
 
 
 
 
 Bristol. 
 
 
 9.64 
 
 
 10.00 
 
 12.05 
 
 
 
 
 
 
 ■Cardiff. 
 
 
 
 
 
 
 
 
 
 Christiania. 
 
 . 
 
 
 
 
 
 
 
 
 
 
 Copenhagen . 
 
 
 
 
 
 
 
 
 
 
 
 Cork. 
 
 
 
 
 
 
 
 
 
 . 
 
 
 Dublin. 
 
 
 
 
 
 
 
 
 
 
 
 Dundee. 
 
 
 
 
 
 
 
 
 
 
 
 Glasgow. 
 
 
 
 11.00 
 
 10.72 
 
 10. 72 
 
 11.00 
 
 9.00 
 
 10.00 
 
 9.00 
 
 10.00 
 
 Gothenburg. 
 
 
 
 Hamburg. 
 
 
 
 
 
 
 12. CO 
 
 12. 00 
 
 13.00 
 
 13.00 
 
 13.00 
 
 Havre. 
 
 
 
 
 
 
 Helsingfors. 
 
 
 
 
 
 
 
 
 
 
 
 Hull . 
 
 
 
 
 
 
 
 
 
 
 
 Leith. 
 
 
 
 * 
 
 
 
 
 
 
 
 
 Liverpool. 
 
 
 
 8. 04 
 
 9. 64 
 
 8.44 
 9.64 
 
 9.84 
 
 11.25 
 
 7.00 
 7. 00 
 
 7.50 
 9.44 
 
 9.50 
 
 10.28 
 
 9.00 
 10.28 
 
 9.00 
 10.28 
 
 London. 
 
 
 7.50 
 
 Londonderry .... 
 
 
 Manchester. 
 
 
 9.00 
 
 
 
 
 
 
 
 
 
 Newcastle. 
 
 
 
 
 
 
 
 
 
 
 Rotterdam. 
 
 
 
 
 
 
 10.00 
 
 9.00 
 
 10.00 
 
 10.00 
 
 11.00 
 
 Sligo. 
 
 
 
 
 
 
 Southampton .... 
 
 
 
 
 
 
 
 
 
 
 
 Stettin . /.. 
 
 
 
 
 
 
 
 
 
 
 
 St. Johns, New¬ 
 foundland . 
 
 
 
 
 12.50 
 
 12. 50 
 
 
 
 
 
 
 
 
 
 
 
 ♦ 
 
 
 
 
 Table No. 14. — Various through export rates from interior United States points to points 
 in foreign countries as quoted on the dates indicated and covered by special tariffs filed 
 with the Interstate Commerce Commission. 
 
 [In cents per 100 pounds.] 
 
 
 Date. 
 
 To foreign points. 
 
 Route. 
 
 Through 
 
 rate. 
 
 From Kansas City. Mo.: 
 
 Flour. 
 
 1903. 
 Oct, 1 
 
 Bristol. 
 
 Via rail and lake to New 
 
 30.00 
 
 
 Glasgow. 
 
 York. 
 
 .do. 
 
 29.03 
 
 
 
 Gibraltar. 
 
 .do. 
 
 34.66 
 
 
 
 London. 
 
 Via rail and lake to Phila- 
 
 29.80 
 
 
 
 Amsterdam. 
 
 delphia. 
 
 Via rail and lake to New 
 
 30.80 
 
 
 
 Liverpool. 
 
 York. 
 
 .do. 
 
 30.24 
 
 
 
 Aberdeen. 
 
 .do. 
 
 36.50 
 
 
 
 Rotterdam. 
 
 Christiania. 
 
 Via rail and lake to Phila¬ 
 delphia, 
 
 .do. 
 
 29.80 
 
 29.80 
 
 
 
 Copenhagen. 
 
 .do. 
 
 29.80 
 
 
 3 
 
 Glasgow. 
 
 Via Westwego. 
 
 29. 08 
 
 
 Rotterdam. 
 
 .do. 
 
 30.05 
 
 
 
 Belfast. 
 
 Via Galveston. 
 
 32.50 
 
 
 
 Dublin. 
 
 .do. 
 
 32. 50 
 
 
 
 Christiania. 
 
 Via rail and lake to Phila- 
 
 30. 00 
 
 
 8 
 
 Hamburg. 
 
 delphia. 
 
 .do. 
 
 31.00 
 
 
 15 
 
 Bristol. 
 
 Via rail and lake to New 
 
 31.56 
 
 
 17 
 
 Aberdeen. 
 
 York. 
 
 Via Norfolk. 
 
 32.48 
 
 
 Rotterdam. 
 
 .do. 
 
 33.00 
 
 
 
 Durban. 
 
 Via rail and lake to New 
 
 47.67 
 
 
 20 
 
 Aberdeen. 
 
 York. 
 
 Via rail and lake to Balti- 
 
 38.00 
 
 
 23 
 
 .do.. 
 
 more. 
 
 .do. 
 
 38.00 
 
 
 24 
 
 London. 
 
 Via rail and lake to Phila- 
 
 33.00 
 
 
 26 
 
 Belfast. 
 
 delphia. 
 
 .do. 
 
 33.65 
 
504 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 14.— Various through export rates from interior United States points to points 
 in foreign countries as quoted on the dates indicated , etc. —Continued. 
 
 [In cents per 100 pounds.] 
 
 From Kansas City. Mo.—Con 
 Flour (continued) . 
 
 ♦ 
 
 Date. 
 
 i To foreign points. 
 
 Route. 
 
 Through 
 
 rate. 
 
 1903. 
 Oct. 28 
 
 Glasgow. 
 
 Via Newport News. 
 
 33.00 
 
 29 
 
 Aberdeen. 
 
 Via rail and lake to New 
 
 36. 80 
 
 
 Dublin. 
 
 York. 
 
 Via rail and lake to Phila- 
 
 33.85 
 
 30 
 
 Hamburg. 
 
 delphia. 
 
 Via Norfolk. 
 
 31.00 
 
 London. 
 
 .do. 
 
 31.85 
 
 
 Belfast. 
 
 Via rail and lake to Balti- 
 
 33.15 
 
 
 Dundee. 
 
 more. 
 
 Via rail and lake to Phila- 
 
 37.00 
 
 31 
 
 London. 
 
 delphia. 
 
 Via Norfolk. 
 
 30.85 
 
 Antwerp. 
 
 Via rail and lake to New 
 
 31.00 
 
 
 Dundee. 
 
 York. 
 
 Via rail and lake to Phila- 
 
 38.00 
 
 1904. 
 Oct. 1 
 
 La G naira. 
 
 delphia. 
 
 Via rail and lake to New 
 
 34.10 
 
 6 
 
 Glasgow. 
 
 York. 
 
 Via rail and lake to Phila- 
 
 24. 40 
 
 7 
 
 Rotterdam. 
 
 delphia. 
 
 VTr Norfolk. 
 
 26. 50 
 
 
 La Guaira. 
 
 Via rail and lake to New 
 
 33.10 
 
 5 
 
 Delagoa Bay. 
 
 York. 
 
 .do. 
 
 45. 91 
 
 10 
 
 Habana . 
 
 Via New Orleans or Mobile.. 
 
 («) 
 
 12 
 
 Glasgow. 
 
 Vhi rail and lake to Mon- 
 
 23.50 
 
 14 
 
 Delagoa Bay. 
 
 treal. 
 
 Via rail and lake to New 
 
 45.91 
 
 
 London. 
 
 York. 
 
 Via rail and lake to Phila- 
 
 22.90 
 
 
 Copenhagen. 
 
 delphia. 
 
 .do. 
 
 24.90 
 
 
 Glasgow. 
 
 .do. 
 
 23. 90 
 
 
 Leith. 
 
 .do. 
 
 27. 40 
 
 
 San Juan. 
 
 Via rail to New York. 
 
 39.10 
 
 16 
 
 .do. 
 
 .do. 
 
 38.85 
 
 London. 
 
 Via rail and lake to Phila- 
 
 22.90 
 
 17 
 
 La Guaira. 
 
 delphia. 
 
 Via rail and lake to New 
 
 38.10 
 
 
 Dublin. 
 
 York. 
 
 Via New Orleans. 
 
 25.50 
 
 18 
 
 La Guaira. 
 
 Via rail to New York. 
 
 39. 85 
 
 Barranquilla_ 
 
 .do. 
 
 70. 60 
 
 
 Glasgow. 
 
 Via rail and lake to Mon- 
 
 23.50 
 
 
 Aberdeen. 
 
 treal. 
 
 Via rail and lake to Phila- 
 
 31.40 
 
 
 Glasgow. 
 
 delphia. 
 
 .do. 
 
 23.90 
 
 20 
 
 Barranquilla. 
 
 Delagoa Bav. 
 
 Via rail to New York. 
 
 Via rail and lake to New 
 
 70. 60 
 *43.10 
 
 1 „ 
 
 Glasgow. 
 
 York. 
 
 Via rail and lake to Balti- 
 
 24.60 
 
 23 
 
 Belfast. 
 
 more. 
 
 Via New Orleans. 
 
 26.00 
 
 30 
 
 London. 
 
 Via rail and lake to Phila- 
 
 22. 90 
 
 1905. 
 Aug. 2 
 
 Belfast. 
 
 delphia. 
 
 Via New Orleans. 
 
 30.85 
 
 Glasgow. 
 
 .do. 
 
 26.05 
 
 3 
 
 Aberdeen . 
 
 Via rail and lake to Balti- 
 
 33.05 
 
 
 Belfast. 
 
 more. 
 
 .do. 
 
 31..50 
 
 
 Bristol. 
 
 Via rail and lake to New 
 
 30.00 
 
 
 Glasgow. 
 
 York. 
 
 Via rail and lake to Mon- 
 
 27.00 
 
 
 London . 
 
 treal. 
 
 27.00 
 
 
 Leith. 
 
 Via rail and lake to Phila- 
 
 30.00 
 
 
 Christiania. 
 
 delphia. 
 
 Via rail and lake to New 
 
 33.00 
 
 5 
 
 Manchester. 
 
 York. 
 
 Via rail and lake to Mon- 
 
 27.00 
 
 
 Aberdeen. 
 
 treal. 
 
 Via rail and lake to New 
 
 33.05 
 
 
 Christiania. 
 
 York. 
 
 Via rail and lake to Balti- 
 
 33.00 
 
 6 
 
 Abo. 
 
 more. 
 
 .do. 
 
 39.00 
 
 Leith. 
 
 .do. 
 
 30.00 
 
 a 63 cents per sack of 203 pounds 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 505 
 
 Table No. 14. — I 'arious through export rates from interior United States points to points 
 in foreign countries as quoted on the dates indicated, etc .—Continued. 
 
 [In cents per 100 pounds.] 
 
 From Kansas City, Mo.—Con. 
 Flour (continued). 
 
 I^ard. 
 
 Lard and oleomargarine. 
 
 Date. 
 
 To foreign points. 
 
 Route. 
 
 1905. 
 
 
 
 Aug. 6 
 
 Copenhagen. 
 
 Via New Orleans. 
 
 
 
 Belfast. 
 
 .do. 
 
 
 London . 
 
 .do. 
 
 8 
 
 Amsterdam. 
 
 Via Newport News. 
 
 9 
 
 London . 
 
 Via. New Orleans. 
 
 Belfast. 
 
 .do. 
 
 
 Glasgow. 
 
 .do. 
 
 11 
 
 .do. 
 
 .do. 
 
 London . 
 
 .do. 
 
 
 Belfast. 
 
 .do. 
 
 14 
 
 Glasgow. 
 
 .do. 
 
 16 
 
 Belfast. 
 
 .do. 
 
 Glasgow. 
 
 .do. 
 
 18. 
 
 London . 
 
 .do. 
 
 Belfast. 
 
 .do. 
 
 
 London . 
 
 Via rail and lake to Mon- 
 
 
 Christiania. 
 
 treal. 
 
 Via rail and lake to Balti- 
 
 
 Copenhagen. 
 
 more. 
 
 .do. 
 
 
 Aberdeen. 
 
 Via rail and lake to Phil a- 
 
 21 
 
 Rotterdam. 
 
 delphia. 
 
 Via Newport News. 
 
 Glasgow. 
 
 Via New Orleans. 
 
 
 Belfast. 
 
 .do. 
 
 
 London . 
 
 .do. . 
 
 
 Aberdeen. 
 
 Via rail and lake to New 
 
 
 London . 
 
 York. 
 
 Via Westwego. 
 
 
 Hamburg. 
 
 .do. 
 
 
 Glasgow. 
 
 .do. 
 
 
 Svendborg . 
 
 Via rail to New York. 
 
 
 Got hen berg. 
 
 .do. 
 
 
 Copenhagen. 
 
 .do. 
 
 
 Hango. 
 
 .do. 
 
 22 
 
 Belfast. 
 
 Via New Orleans. 1 
 
 
 Glasgow. 
 
 .do. 
 
 
 Liverpool. 
 
 .do. 
 
 
 London . 
 
 Dublin. 
 
 Via rail to Philadelphia. 
 
 Via rail to Baltimore. 
 
 
 Glasgow. 
 
 Via Westwego. 
 
 
 Liverpool. 
 
 .do. 
 
 23 
 
 Belfast. 
 
 Via New Orleans. 
 
 San Juan. 
 
 Via rail to New York. 
 
 
 London . 
 
 Via Westwego. 
 
 24 
 
 .do. 
 
 Via New Orleans. 
 
 Hamburg. 
 
 Via Westwego. 
 
 
 .do. 
 
 Via rail to Philadelphia. 
 
 
 London.I_ 
 
 Via Newport News. 
 
 
 Belfast. 
 
 Via rail to Baltimore. 
 
 26 
 
 Rotterdam. 
 
 Via Norfolk. 
 
 
 London . 
 
 Via rail and lake to Phila- 
 
 
 Bristol. 
 
 delphia. 
 
 Via rail and lake to New 
 
 28 
 
 Belfast. 
 
 York. 
 
 Via New Orleans. 
 
 San J uan. 
 
 Via rail and lake to New 
 
 29 
 
 Belfast. 
 
 York. 
 
 Via New Orleans. 
 
 Liverpool. 
 
 Via Norfolk. 
 
 
 Glasgow. 
 
 .do. 
 
 
 Aberdeen. 
 
 .do. 
 
 
 Hamburg. 
 
 .do. 
 
 
 Rotterdam. 
 
 .do. 
 
 
 London _ 
 
 .. .do. 
 
 
 Aberdeen. 
 
 Via rail to Baltimore. 
 
 30 
 
 Dublin ... 
 
 .do. 
 
 Belfast .... 
 
 .do. 
 
 
 Leith. 
 
 .do. 
 
 1904. 
 
 
 
 Oct. 5 
 
 Liverpool. 
 
 Via Norfolk. 
 
 Glasgow. 
 
 Via Philadelphia. 
 
 11 
 
 Leith. 
 
 Via rail to Baltimore. 
 
 14 
 
 Hamburg. 
 
 .do. 
 
 15 
 
 Bremen . 
 
 _do. 
 
 Rotterdam. 
 
 .do. 
 
 
 Hamburg... 
 
 .do. 
 
 19 
 
 Rotterdam . 
 
 ...do. 
 
 Copenhagen. 
 
 .do. 
 
 Through 
 
 rate. 
 
 31.50 
 
 30.85 
 
 26.15 
 29.00 
 
 26.15 
 30. 85 
 
 25.55 
 
 25.55 
 
 26.15 
 30. 85 
 
 25.55 
 
 30.85 
 
 25.55 
 
 26.15 
 
 30.85 
 27. 00 
 
 33.00 
 
 33.00 
 
 33.05 
 
 28.00 
 27.05 
 
 30.85 
 
 26.15 
 33.05 
 
 22.15 
 25.45 
 
 23.50 
 35.00 
 34.00 
 29. 00 
 35.00 
 
 30.85 
 27.05 
 
 26.15 
 23.00 
 28.00 
 
 23.50 
 
 22.00 
 
 30.85 
 38. 50 
 
 22.15 
 
 26.15 
 26.00 
 
 26.50 
 24.00 
 
 27.50 
 26.00 
 27.07 
 
 28.60 
 
 29. 35 
 37.10 
 
 29. 35 
 23.00 
 25. 00 
 30.04 
 28.00 
 25.00 
 24.00 
 29.05 
 
 27.50 
 28.00 
 28.00 
 
 36.25 
 24.40 
 51.60 
 47.00 
 47.00 
 42. 00 
 43.00 
 42.00 
 is. 00 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 506 
 
 Table No. 14. — Various through export rates from interior United Stales points to paints 
 in foreign countries as quoted on the dates indicated , etc. —Continued. 
 
 [In cents per 100 pounds.] 
 
 From Kansas City, Mo.—Con. 
 Lard.. 
 
 Lard and oleomargarine 
 oil. 
 
 Lard. 
 
 Tallow. 
 
 Walnut lumber. 
 
 Walnut logs. 
 
 Walnut lumber. 
 
 Walnut logs. 
 
 Meadow fescue seed 
 
 Canned meats 
 
 Packing house products. 
 Provisions. 
 
 From East St. Louis, Mo.: 
 Flour. 
 
 Date. 
 
 To foreign points. 
 
 Route. 
 
 1905. 
 
 
 
 Aug. 3 
 
 Hamburg. 
 
 Via New Orleans. 
 
 Glasgow. 
 
 .do. 
 
 18 
 
 Hamburg. 
 
 Via Newport News. 
 
 21 
 
 .do. 
 
 Via Norfolk. 
 
 21 
 
 .do. 
 
 Via Westwego. 
 
 24 
 
 .do. 
 
 .do. 
 
 1903. 
 Oct. 3 
 
 Hamburg. 
 
 Via Norfolk. 
 
 26 
 
 .do. 
 
 .do. 
 
 Oct. 3 
 
 .do. 
 
 .do. 
 
 London . 
 
 .do. 
 
 
 Liverpool. 
 
 .do. 
 
 6 
 
 Hamburg. 
 
 . . .do. 
 
 1904. 
 
 
 
 Oct. 16 
 
 Havre. 
 
 Via Galveston. 
 
 18 
 
 Hamburg. 
 
 .do. 
 
 1905. 
 Aug. 8 
 
 Liverpool. 
 
 Via Norfolk. 
 
 London . 
 
 .do.I 
 
 12 
 
 Hamburg. 
 
 .do.1 
 
 Harsens, Denmark . 
 
 .do. 
 
 
 Stockholm. 
 
 .do. 
 
 15 
 
 Hamburg. 
 
 .do.| 
 
 16 
 
 .do. 
 
 .do. 
 
 29 
 
 Stockholm. 
 
 .do., 
 
 1903. 
 Oct. 2 
 
 Leith. 
 
 Via Galveston. 
 
 Havre. 
 
 .do. 
 
 1904. 
 Oct. 6 
 
 Leith. 
 
 Via Galveston. 
 
 1903. 
 
 
 
 Oct. 5 
 
 Liverpool. 
 
 Via Norfolk. 
 
 6 
 
 .do. 
 
 Via New Orleans_ 
 
 15 
 
 .do. 
 
 Via Norfolk. 
 
 Glasgow. 
 
 .do. 
 
 1 
 
 London. 
 
 .do.1 
 
 22 
 
 Liverpool. 
 
 .do. 
 
 26 
 
 .do. 
 
 .do. 
 
 27 
 
 London... 
 
 .do. . 
 
 
 Liverpool. 
 
 .do. 
 
 
 Glasgow. 
 
 .do. 
 
 1904. 
 Oct. 21 
 
 Liverpool. 
 
 Via rail to Baltimore. 
 
 1905. 
 
 
 
 Aug. 21 
 
 Glasgow. 
 
 Via New Orleans. 
 
 
 
 1904. 
 
 
 
 Oct. 15 
 
 Liverpool. 
 
 
 21 
 
 .do. 
 
 Via rail to Baltimore. 
 
 20 
 
 .do. 
 
 .do. 
 
 Rotterdam. 
 
 .do. 
 
 31 
 
 .do. 
 
 .do. 
 
 1905. 
 
 
 
 Aug. 11 
 
 Liverpool. 
 
 Via rail to New York. 
 
 
 
 1903. 
 
 
 
 Oct. 6 
 
 Belfast. 
 
 Via New Orleans. 
 
 7 
 
 Aguadilla, P. R. 
 
 .do. 
 
 8 
 
 Mayaguez, P. R. 
 
 .do. 
 
 1905. 
 
 
 
 Aug. 2 
 
 7 
 
 Leith. 
 
 Via Baltimore.i 
 
 Ha ban a. 
 
 
 ii 
 
 Santiago. 
 
 
 Christiania. 
 
 Via Baltimore. 
 
 15 
 
 Dublin. 
 
 .do. 
 
 19 
 
 Scandinavian ports. 
 
 .do. 
 
 21 
 
 22 
 
 Glasgow. 
 
 Via rail to Baltimore. 
 
 Christiania. 
 
 .do.1 
 
 23 
 
 Leith. 
 
 Via Baltimore. 
 
 Through 
 
 rate. 
 
 34. CM) 
 25.55 
 41.00 
 
 23.00 
 36.00 
 36. 00 
 
 47.00 
 46.00 
 39. (X) 
 40.00 
 38.00 
 40.00 
 
 35.50 
 
 35. 50 
 
 35.50 
 35. 50 
 35.00 
 40.94 
 
 41.50 
 35. 00 
 35.00 
 41.50 
 
 55.00 
 55.00 
 
 56.00 
 
 53.00 
 46.00 
 45.00 
 47. 00 
 46.00 
 50. 00 
 .50.00 
 50.00 
 50.00 
 51.00 
 
 36.25 
 
 40.00 
 
 36.33 
 36.25 
 36.33 
 42.00 
 42.00 
 
 44.25 
 
 26.35 
 
 («) 
 
 («) 
 
 21.00 
 
 ( b ) 
 
 (*) 
 
 26.00 
 23.00 
 24.00 
 20.00 
 
 24.00 
 
 22.00 
 
 <i Sixty-four cents per sack. 
 
 t> Forty-seven cents per sack. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 507 
 
 Table No. 14. — Various through export rates from interior United States points to points 
 in foreign countries as quoted on the dates indicated , etc. —Continued. 
 
 [In cents per 100 pounds.] 
 
 From East St. Louis, Mo. 
 Continued. 
 
 Flour (continued)_ 
 
 Lard.. 
 
 Walnut lumber 
 Oil cake.. 
 
 Linseed cake ... 
 
 Ixtle.. 
 
 From Omaha, Nebr 
 Flour. 
 
 From South Omaha, Nebr.: 
 Lard. 
 
 Lard and oleomargarine. 
 Tallow. 
 
 Packing house products. 
 
 Bones. 
 
 Hoofs. 
 
 Date. 
 
 To foreign points. 
 
 i Route. 
 
 1905. 
 
 
 
 Aug. 24 
 
 Copenhagen. 
 
 Via Baltimore. 
 
 Dublin. 
 
 .do. 
 
 
 Belfast. 
 
 .do. 
 
 15 to 31 
 
 Hamburg. 
 
 Via Newport News. 
 
 Liverpool. 
 
 .do.... 
 
 
 Amsterdam. 
 
 .do. 
 
 
 Glasgow. 
 
 .do. 
 
 
 Rotterdam. 
 
 .do. 
 
 
 Amsterdam. 
 
 .do. 
 
 25 
 
 Christiania. 
 
 Via rail to Baltimore. 
 
 23 
 
 Hamburg. 
 
 Via New Orleans. 
 
 26 
 
 Christiania. 
 
 Via rail to Baltimore. 
 
 30 
 
 .do. 
 
 .do. 
 
 Gothenberg. 
 
 .do. 
 
 
 Copenhagen. 
 
 .do. 
 
 
 Wasa ..... 
 
 .do. 
 
 12 
 
 Belfast. 
 
 .do. . 
 
 Londonderry.. 
 
 .do. 
 
 1904. 
 
 
 
 Oct. 12 
 
 Hamburg. 
 
 Via New Orleans. 
 
 18 
 
 .do. 
 
 .do. 
 
 1905. 
 
 
 
 Aug. 18 
 
 1904. 
 
 Ha ban a. 
 
 Via rail to New York. 
 
 
 
 Oct. 12 
 
 Liverpool . 
 
 Via Norfolk or Newport News 
 
 1904. 
 
 
 
 Oct. 19 
 
 Rotterdam. 
 
 Via rail to Baltimore. 
 
 27 
 
 Havre. 
 
 Via New Orleans. 
 
 1905. 
 
 
 
 Aug. 15 
 17 
 
 Rotterdam. 
 
 Via rail to Baltimore. 
 
 Hamburg. 
 
 .do. 
 
 1904. 
 
 \ 
 
 
 Oct. 27 
 
 Rotterdam. 
 
 Via rail to Baltimore. 
 
 1905. 
 
 
 
 Aug. 12 
 
 1903. 
 
 Havre. 
 
 Via Westwego. 
 
 
 
 Oct. 1 
 
 London . 
 
 Via rail and lake to Phila- 
 
 3 
 
 Glasgow. 
 
 delphia. 
 
 Via rail and lake to New 
 
 1 
 
 to 
 
 [London . 
 
 York. 
 
 Via rail and lake to Boston. 
 
 31 
 
 1 
 
 
 
 Leith. 
 
 Via rail and lake to Balti- 
 
 
 Glasgow. 
 
 more. 
 
 Via rail and lake to Boston. 
 
 
 Bristol. 
 
 Via rail and lake to New 
 
 22 
 
 London . 
 
 York. 
 
 Via rail and lake to Phila- 
 
 24 
 
 Glasgow. 
 
 delphia. 
 
 Via rail and lake to New 
 
 
 Leith. 
 
 Y ork. 
 
 Via rail and lake to Phila- 
 
 
 
 delphia. 
 
 1905. 
 
 
 
 Aug. 5 
 
 Manchester. 
 
 Via rail and lake to Mon- 
 
 
 treal. 
 
 1904. 
 
 
 
 Oct. 1 
 
 Hamburg. 
 
 Via Norfolk. 
 
 11 
 
 Leith. 
 
 Via rail to Baltimore. 
 
 15 
 
 Bremen. 
 
 .do. 
 
 Rotterdam. 
 
 .do. 
 
 
 Hamburg. 
 
 .do. 
 
 1 
 
 Antwerp. 
 
 Via New Orleans. 
 
 27 
 
 Liverpool. 
 
 .do. 
 
 15 
 
 .do. 
 
 
 29 
 
 Antwerp. 
 
 Via New Orleans. 
 
 Genoa /.. 
 
 .do. 
 
 Through 
 
 rate. 
 
 24.00 
 23.00 
 
 22.50 
 
 21.50 
 18.00 
 22.00 
 20.00 
 20. 00 
 21.00 
 24.00 
 
 22.50 
 24.00 
 
 25.50 
 30. 50 
 
 25.50 
 
 33.50 
 
 22.50 
 
 26.50 
 
 35.00 
 35. 00 
 
 32. 00 
 30.00 
 
 21.00 
 23. 50 
 
 20.00 
 23.00 
 
 12 £0. to 
 Balt. 
 
 43.00 
 
 30.50 
 30.03 
 
 31.04 
 
 31.80 
 
 30.50 
 32.00 
 
 33.00 
 
 33.00 
 
 34.00 
 
 27. 00 
 
 44. 00 
 54.61 
 50.00 
 45.00 
 46. 00 
 41.00 
 38.00 
 39.33 
 45.00 
 48.00 
 
508 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 14. — Various through export rates from interior United States points to points 
 in foreign countries as quoted on the dates indicated , etc. —Continued. 
 
 [In cents per 100 pounds.] 
 
 From Council Bluffs, Iowa: 
 Flour. 
 
 From Chicago, Ill. 
 Lard. 
 
 Soap. 
 
 Pickled meat. 
 
 Hoofs. 
 
 Feathers. 
 
 From Louisville, Ky.: 
 
 Unmanufactured to 
 bacco. 
 
 Date. 
 
 To foreign points. 
 
 Route. 
 
 1903. 
 Oct. 1 
 
 Bristol. 
 
 Via rail and lake to New 
 
 Glasgow. 
 
 York. 
 
 .do. 
 
 1-16 
 
 .do. 
 
 Via rail and lake to Boston. 
 
 3 
 
 Leith. 
 
 Via rail and lake to Phila- 
 
 Glasgow. 
 
 delphia. 
 
 Via rail and lake to New 
 
 
 .do. 
 
 York. 
 
 .do. 
 
 31 
 
 .do. 
 
 .do. 
 
 London. 
 
 Via rail and lake to Phila- 
 
 1905. 
 Aug. 24 
 
 Bristol. 
 
 delphia. 
 
 Via rail and lake to New 
 
 Liverpool. 
 
 York. 
 
 .do. 
 
 28 
 
 .do. 
 
 Via rail and lake t<» Phila- 
 
 1904. 
 Oct. 6 
 
 Hamburg. 
 
 delphia. 
 
 Via New Orleans. 
 
 8 
 
 .do. 
 
 Via Norfolk. 
 
 1905. 
 Aug. 15 
 16 
 
 Habana . 
 
 Via Galveston. 
 
 Stettin. 
 
 .do. 
 
 25 
 
 Hamburg. 
 
 
 26 
 
 .do. 
 
 
 28 
 
 .do. 
 
 
 29 
 
 .do. 
 
 Via New Orleans. 
 
 Liverpool. 
 
 .do. 
 
 1904. 
 Oct, 22 
 
 London. 
 
 .do. 
 
 1905. 
 Aug. 26 
 
 1903. 
 Oct. 10 
 
 Ponce, P. R. 
 
 
 Genoa. , . 
 
 Via New Orleans. 
 
 1904. 
 Oct. 9 
 
 .do. 
 
 .do. 
 
 1905. 
 Aug. 25 
 
 1903. 
 Sept. 30 
 to 
 
 Oct. 8 
 
 Hamburg. 
 
 
 Antwerp. 
 
 Via New Orleans. 
 
 Belfast. 
 
 .do. 
 
 
 Glasgow. 
 
 .do. 
 
 
 Hamburg. 
 
 .do. 
 
 
 Leith. 
 
 .do. 
 
 
 Liverpool. 
 
 .do. 
 
 
 London. 
 
 .do. 
 
 
 Rotterdam. 
 
 .do. 
 
 
 
 
 Through 
 
 rate. 
 
 31.50 
 
 ‘29. 75 
 
 30.50 
 32.00 
 
 32.88 
 
 30.50 
 34.00 
 31.85 
 
 30.00 
 
 27.00 
 
 25.50 
 
 34.00 
 
 40.00 
 
 38.00 
 44.00 
 34.00 
 34.00 
 34.00 
 34.00 
 32.50 
 
 40.00 
 
 42.00 
 
 48.00 
 
 46.00 
 
 85.00 
 
 45.00 
 
 .54.00 
 50.00 
 48.00 
 54.00 
 43 00 
 51 00 
 47 00 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 509 
 
 Table Xo. 15. — Ocean freight rate* from Baltimore to Bremen current on dates named. 
 
 [In cents per 100 pounds.] 
 
 Articles. 
 
 Apples, green, in barrels (rate per barrel). 
 
 Apples, dried, in barrels. 
 
 Bark extract, in barrels or cases. 
 
 Brewers’ grain, compressed, in bags. 
 
 Canned meats. 
 
 Canned goods. 
 
 Cheese, in boxes. 
 
 Clover seed. 
 
 Corn meal. 
 
 Cotton-seed oil. 
 
 Cotton-seed meal. 
 
 Cotton-seed cake... 
 
 Cotton, compressed. 
 
 Dried fruit, in barrels or cases (California). 
 
 Flour, in bags. 
 
 Flour, in barrels (rate per barrel). 
 
 Glucose and grape sugar. 
 
 Lard, in tierces, barrels, or half barrels. 
 
 Lard, in smaller packages. 
 
 Lard oil, in barrels. 
 
 Logs and lumber, walnut, oak, hickory, etc. 
 
 Logs and lumber, poplar, whitewood, etc. 
 
 Lubricating oil, in barrels. 
 
 Oil (lard, oleo, red), in barrels. 
 
 Oil cake. 
 
 Provisions, in boxes, tierces, barrels, or half barrels 
 
 Provisions, in smaller packages. 
 
 Rolled oats, in bags or cases. 
 
 Rolled oats, in barrels (rate per barrel). 
 
 Starch, in bags. 
 
 Starch, in cases. 
 
 Sirup. 
 
 Tallow. 
 
 Timothy seed. 
 
 Tobacco, Virginia. 
 
 Tobacco, manufactured. 
 
 Rates. 
 
 July 9, 
 
 July 29, 
 
 1904. 
 
 1905. 
 
 ) 
 
 
 75 
 
 75 
 
 19 
 
 19 
 
 25 
 
 19 
 
 12 
 
 10 
 
 17 
 
 19 
 
 20 
 
 20 
 
 20 
 
 20 
 
 17 
 
 19 
 
 10 
 
 12 
 
 17 
 
 15 
 
 10 
 
 11 
 
 10 
 
 11 
 
 17 
 
 18 
 
 30 
 
 30 
 
 10 
 
 11 
 
 35 
 
 35 
 
 17 
 
 17 
 
 17 
 
 19 
 
 20 
 
 22 
 
 17 
 
 17 
 
 16 
 
 16 
 
 19 
 
 19 
 
 16 
 
 19 
 
 17 
 
 17 
 
 10 
 
 11 
 
 17 
 
 19 
 
 20 
 
 22 
 
 15 
 
 15 
 
 30 
 
 30 
 
 12 
 
 12 
 
 12 
 
 12 
 
 17 
 
 19 
 
 17 
 
 19 
 
 20 
 
 20 
 
 25 
 
 25 
 
 30 
 
 30 
 
 Table No. 16. — Ocean freight rates, Boston to Copenhagen, Denmark. 
 
 Articles. 
 
 Rate. 
 
 Agricultural implements, in boxes 
 
 Blacking, in crates. 
 
 Corn, in bulk. 
 
 Oatmeal, in sacks. 
 
 Wheat, in bulk. 
 
 Wheat flour, in sacks. 
 
 Cotton cloths, duck, in cases. 
 
 Twine, in bales. 
 
 Grease, in barrels. 
 
 Boots and shoes, rubber, in cases.. 
 
 Wire, in bundles. 
 
 Printing press and parts, in cases.. 
 
 Sole leather, in rolls. 
 
 Boots and shoes, leather, in cases.. 
 
 Oranges, in cases. 
 
 Lard, in tierces. 
 
 Tallow, in tierces. 
 
 Bacon,in boxes. 
 
 Hams, in boxes. 
 
 Pork, fresh, in tierces. 
 
 Timothy seed, in bags. 
 
 Sirup, in barrels. 
 
 11s. 6d. per 40 cubic feet.. 
 
 20s. per 40 cubic feet. 
 
 Is. to 2s. per quarter (480) 
 11 cents per 100 pounds... 
 Is. to 2s. per quarter (480) 
 11 cents per 100 pounds... 
 20 cents per 40 cubic feet. 
 10s. 6d. per 40 cubic feet.. 
 
 21s. 3d. per gross ton. 
 
 17s. 6d. per 40 cdbic feet.. 
 
 11s. 3d. per gross ton. 
 
 15s. per 40 cubic feet. 
 
 20s. per 40 cubic feet. 
 
 _do. 
 
 _do. 
 
 21s. 3d. per gross ton. 
 
 _do. 
 
 _do. 
 
 _do. 
 
 _do. 
 
 18 cents per 100 pounds... 
 13s. 9d. per gross ton. 
 
 Approximate 
 rate, in cents 
 per 100 
 pounds. 
 
 12.32 
 21.43 
 7.5 
 11.0 
 7.5 
 11.0 
 21. 43 
 11.25 
 22.77 
 18. 75 
 12.05 
 16.07 
 
 21. 43 
 21.43 
 21.43 
 
 22. 77 
 22.77 
 22. 77 
 22. 77 
 22.77 
 18.0 
 14.73 
 
510 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 17. — Ocean freight rate* from New York to (lenoa, Italy. 
 
 Articles. 
 
 Rate. 
 
 Agricultural machinery and implements. 
 
 Asbestos, crude. 
 
 Axles, car. 
 
 Beans, in bags. 
 
 Cereals, light, in boxes and barrels. 
 
 Codfish, in packages.. 
 
 Coffee . 
 
 Corn meal, in bags. 
 
 Cotton, compressed, in bales. 
 
 Flour, in bags. 
 
 Hardware.. 
 
 Iron, pig. 
 
 Lead, pigs. 
 
 Machinery, pieces not exceeding 2 tons. 
 
 Oatmeal, in bags ... 
 
 Oil, fish and cotton-seed, in barrels. 
 
 Oil, lubricating, in barrels. 
 
 Pipe, iron, not over 4 inches diameter outside meas¬ 
 urement. 
 
 Provisions, in large packages, namely: Bacon, beef, 
 in tierces, etc.; fish, canned, of all kinds; grease, 
 in tierces, etc.; hams, lard, in tierces, etc.; lard, in 
 boxes or cases; meats, boxed; meats, canned; oleo, 
 in tierces, etc.; pork, in tierces, etc.; tallow, in 
 tierces, etc. 
 
 Seed, clover, in bags. 
 
 Seed, timothy, in bags. 
 
 Starch, in bags and boxes. 
 
 Sugar, in bags.. 
 
 Sugar, in barrels. 
 
 Tobacco, Virginia. 
 
 Wheels, car, loose. 
 
 $3 per 40 cubic feet. 
 
 §2.40 per ton 2,240 pounds. 
 
 §2.10 per ton 2,240 pounds. 
 
 §3.00 per ton 2,240 pounds. 
 
 §6 per ton 2,240 pounds. 
 
 §3.00 per ton 2,240 pounds. 
 
 §4.80 per ton 2,240 pounds. 
 
 §3.00 per ton 2,240 pounds. 
 
 15 cents per 100 pounds; no primage. 
 §2.40 per ton 2,240 pounds. 
 
 §3.00 per ton 2,240 pounds. 
 
 §2.40 per ton 2,240 pounds. 
 
 Do. 
 
 §3 per ton 2,240 pounds. 
 
 §3.00 per ton 2,240 pounds. 
 
 §3 per ton 2,240 pounds. 
 
 §2.40 per ton 2,240 pounds. 
 
 Do. 
 
 §3.00 per ton 2,240 pounds. 
 
 Do. 
 
 §4.20 per ton 2,240 pounds. 
 
 §3 per ton 2,240 pounds. 
 
 §2.40 per ton 2,240 pounds. 
 
 §3 per ton 2,240 pounds. 
 
 §2.40 per ton 2,240 pounds: no primage: no 
 allowances. 
 
 §2.40 per ton 2,240 pounds. 
 
 Table No. 18. — Ocean freight rates from New Orleans, La., to Genoa, Italy. 
 
 [In cents per 100 pounds.] 
 
 Articles. 
 
 Ocean 
 
 rate. 
 
 Corn, in bulk. 
 
 Corn meal, in sacks. 
 
 Wheat, in bulk. 
 
 Wheat flour, in sacks. 
 
 Dried grains and malt sprouts,in sacks... 
 Cotton, unmanufactured: 
 
 Upland and other, in bales. 
 
 Linters, in bales. 
 
 Fertilizers, phosphates, crude, in bulk 
 Grease, grease scraps, and all soap stock, 
 
 in barrels. 
 
 Iron rails for railways, in bulk. 
 
 Rosin, in barrels. 
 
 Turpentine, spirits of, in barrels. 
 
 Oil cake and oil-cake meal: 
 
 Cotton seed, in bags. 
 
 Flaxseed or linseed, in bags. 
 
 Oil, cotton-seed, in barrels. 
 
 Provisions, comprising meat and dairy 
 products: 
 
 Tallow, in barrels. 
 
 Bacon, in boxes. 
 
 13.33 
 16.00 
 13.33 
 16.00 
 
 25. 00 
 
 35.00 
 35.00 
 16.08 
 
 22.00 
 13.40 
 16.08 
 
 26. 79 
 
 16.08 
 16.08 
 22. 66 
 
 22.00 
 22.00 
 
 Articles. 
 
 Provisions, comprising 
 products—Continuec 
 Hams, in hoxos_ 
 
 ■ meat and dairy 
 
 Pork, salted or pickled, in boxes or 
 barrels.. 
 
 Lard, in tierces, ba 
 Lard compounds a 
 (cottolene,lardii 
 barrels, etc_ 
 
 rrels, etc. 
 
 nd substitutes for 
 le, etc.), in tierces, 
 
 Oleo, the oil, in tierces, barrels, etc ... 
 Rice, in bags.. 
 
 Clover seed, in bae\s.. 
 
 Steel rails, for railways 
 Tobacco, and manufa< 
 hogsheads. 
 
 ', in bulk. 
 
 Mures of, leaf, in 
 
 Wood and manufactur 
 Timber, sawed, in 1 
 Timber, hewn, in b 
 Boards, deals, and 
 Shooks, box, in bul 
 Staves,in bulk .... 
 
 es of: 
 
 nilk. 
 
 ulk. 
 
 planks,in bulk.... 
 k.;. 
 
 
 Headings, in bulk 
 
 
 
 Ocean 
 
 rate. 
 
 22.00 
 
 22.00 
 
 22.00 
 
 22 . 
 
 22 . 
 
 16. 
 
 18. 
 
 13. 
 
 37. 
 
 22 . 
 
 22 ! 
 
 22 . 
 
 24. 
 
 23. 
 
 23. 
 
 SSSS8S S feSSSS 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 511 
 
 Table No. 19.— Seasons’ average rates on wheat, and corn, Chicago to Buffalo by lake y 
 and Buffalo to New York by canal and river, 1869 to 1904, inclusive. 
 
 Chicago to Buffalo, by lake. ! Buffal ° to New J« r r k - b >' canal and 
 
 Seasons. 
 
 Wheat. 
 
 Corn. 
 
 Wheat. 
 
 Corn. 
 
 
 In cents 
 
 In cents 
 
 In cents 
 
 In cents 
 
 In cents 
 
 In cents 
 
 In cents In cents 
 
 
 per 
 
 per 100 
 
 per 
 
 per 100 
 
 per 
 
 per 100 
 
 ' per 
 
 per 100 
 
 
 bushel. 
 
 pounds. 
 
 bushel. 
 
 pounds. 
 
 bushel. 
 
 pounds. 
 
 bushel. 
 
 pounds. 
 
 1869 to 1873. 
 
 6 .77 
 
 11.28 
 
 6.26 
 
 11.18 
 
 10.96 
 
 18.27 
 
 9.80 
 
 17.50 
 
 1874 to 1878. 
 
 3.16 
 
 5.26 
 
 2.86 
 
 5.11 
 
 7.07 
 
 11.78 
 
 6 . 34 
 
 11.32 
 
 1879 . 
 
 4. 74 
 
 7.90 
 
 4.27 
 
 7.63 
 
 6.86 
 
 11.43 
 
 6.17 
 
 11.02 
 
 1880 . 
 
 5. 76 
 
 9. 60 
 
 5. 34 
 
 9.54 
 
 6.51 
 
 10.85 
 
 5.80 
 
 10.36 
 
 1881. 
 
 3.44 
 
 5.74 
 
 2.97 
 
 5.30 
 
 4,75 
 
 7. 91 
 
 4. 30 
 
 7.68 
 
 1882 . 
 
 2. 50 
 
 4.17 
 
 2.29 
 
 4.10 
 
 5.39 
 
 8 . 98 
 
 4.94 
 
 8.82 
 
 1883 . 
 
 3.41 
 
 5. 68 
 
 3.10 
 
 5.54 
 
 4. 96 
 
 8 . 27 
 
 4.56 
 
 8.14 
 
 Average 5 years. . 
 
 3.97 
 
 6 . 62 
 
 3.59 
 
 6.42 
 
 5. 69 
 
 9.49 
 
 5.15 
 
 9.20- 
 
 1884 . 
 
 2.18 
 
 3. 63 
 
 1.94 
 
 3.46 
 
 4.13 
 
 6.88 
 
 3. 70 
 
 6.61 
 
 1885 . 
 
 2 . 02 
 
 3.37 
 
 1.83 
 
 3.27 
 
 3. 85 
 
 6.42 
 
 3.55 
 
 6 . 34 
 
 1886 . 
 
 3.68 
 
 6.13 
 
 3. 42 
 
 6.11 
 
 5.03 
 
 8.38 
 
 4.56 
 
 8.14 
 
 1887 . 
 
 4.13 
 
 6.88 
 
 3.82 
 
 6.82 
 
 4.38 
 
 7.30 
 
 4.06 
 
 7.25 
 
 1888 . 
 
 2. 56 
 
 4.27 
 
 2. 32 
 
 4.14 
 
 3.37 
 
 5. 62 
 
 3.09 
 
 5.52 
 
 Average 5 vears. 
 
 2.91 
 
 4.86 
 
 2. 67 
 
 4. 76 
 
 4.15 
 
 6.92 
 
 3. 79 
 
 6 .77 
 
 1889 . 
 
 2.51 
 
 4.18 
 
 2.26 
 
 4.04 
 
 4.38 
 
 7.30 
 
 3. 93 
 
 7.02 
 
 1890 . 
 
 1.96 
 
 3.27 
 
 1.69 
 
 3.02 
 
 3. 89 
 
 6.48 
 
 3.41 
 
 6.09 
 
 1891. 
 
 2.38 
 
 3. 97 
 
 2.20 
 
 3.93 
 
 3. 58 
 
 5.97 
 
 3.16 
 
 5.64 
 
 1892 . 
 
 2.19 
 
 3.65 
 
 1.94 
 
 3.50 
 
 3.42 
 
 5.70 
 
 3.09 
 
 5.52 
 
 1893 . 
 
 1.66 
 
 2.77 
 
 1. 45 
 
 2.59 
 
 4. 65 
 
 7.75 
 
 4.26 
 
 7.61 
 
 Average 5 years. 
 
 2.14 
 
 3.57 
 
 1.91 
 
 3.42 
 
 3.98 
 
 6.64 
 
 3.57 
 
 6.38 
 
 1894 . 
 
 1.27 
 
 2.12 
 
 1.13 
 
 2.02 
 
 3.17 
 
 5.28 
 
 2.86 
 
 5.11 
 
 1895 . 
 
 1.92 
 
 3.20 
 
 1.76 
 
 3.14 
 
 2.19 
 
 3.65 
 
 1.95 
 
 3.48 
 
 1896 . 
 
 1.61 
 
 2 . 68 
 
 1.44 
 
 2.57 
 
 3. 77 
 
 6.28 
 
 3.50 
 
 6.25 
 
 1897 . 
 
 1.53 
 
 2.55 
 
 1.42 
 
 2.54 
 
 2.82 
 
 4.70 
 
 2. 37 
 
 4.23 
 
 1898 . 
 
 1.55 
 
 2.58 
 
 1.40 
 
 2. 50 
 
 2.87 
 
 4.78 
 
 2.43 
 
 4.34 
 
 Average 5 years. 
 
 1.58 
 
 2.63 
 
 1.43 
 
 2. 55 
 
 2. 96 
 
 4.94 
 
 2.62 
 
 4.68 
 
 1899 . 
 
 2.71 
 
 4.52 
 
 2.48 
 
 4.43 
 
 2.94 
 
 4.90 
 
 2.51 
 
 4.46 
 
 1900 . 
 
 1/88 
 
 3.13 
 
 1.71 
 
 3.05 
 
 2.54 
 
 4.23 
 
 2.31 
 
 4.13 
 
 1901. 
 
 1.62 
 
 2.70 
 
 1.47 
 
 2. 63 
 
 3.52 
 
 5.87 
 
 3.17 
 
 5.66 
 
 1902 . 
 
 1.48 
 
 2.47 
 
 1.38 
 
 2.47 
 
 3.77 
 
 6.28 
 
 3.48 
 
 6 . 21 
 
 1903 . 
 
 1.40 
 
 2.32 
 
 1.27 
 
 2.27 
 
 4.04 
 
 6 .73 
 
 3.69 
 
 6.59 
 
 Average 5 years. 
 
 1.82 
 
 3.03 
 
 1.66 
 
 2.97 
 
 3.36 
 
 5.60 
 
 3. 03 
 
 5.41 
 
 1904 . 
 
 1.53 
 
 2.55, 
 
 1.38 
 
 2.46 
 
 3.18 
 
 5. 30 
 
 2. 70 
 
 4.82: 
 
512 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 20.— Seasons'average freight rates on wheat and corn from Chicago to Xew 
 York • via lake , canal, and river , 1869 to 1904 , inclusive. 
 
 Seasons. 
 
 1869 to 1873 
 1874 to 1878 
 
 1879 . 
 
 1880 . 
 
 1881. 
 
 1882 . 
 
 1883 . 
 
 Average 5 years 
 
 1884 
 
 1885 
 
 1886 
 
 1887 
 
 1888 
 
 Average 5 years 
 
 1889 
 
 1890 
 
 1891 
 
 1892 
 
 1893 
 
 Average 5 years 
 
 1894 
 
 1895 
 
 1896 
 
 1897 
 
 1898 
 
 Average 5 years 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 Average 5 years 
 
 Wheat. 
 
 Corn. 
 
 In cents 
 per bush¬ 
 el of 60 
 pounds. 
 
 In cents 
 per 100 
 pounds. 
 
 In cents 
 per bush¬ 
 el of 56 
 pounds. 
 
 In cents 
 per 100 
 pounds. 
 
 17.71 
 10.23 
 
 29.52 
 17.05 
 
 16.06 
 
 9.19 
 
 28.68 
 16. 41 
 
 11.60 
 
 19.33 
 
 10.43 
 
 18.57 
 
 12.27 
 
 20.45 
 
 11.14 
 
 19.89 
 
 8.19 
 
 13.65 
 
 7.26 
 
 12. 96 
 
 7.89 
 
 15.13 
 
 7.23 
 
 12. 91 
 
 8.37 
 
 13. 95 
 
 7.66 
 
 13.68 
 
 9.66 
 
 16.50 
 
 8.74 
 
 15.60 
 
 6. 31 
 
 10.18 
 
 5. 64 
 
 10.07 
 
 5. 87 
 
 9.78 
 
 5.38 
 
 9.61 
 
 8. 71 
 
 14.52 
 
 7.98 
 
 14.25 
 
 8.51 
 
 14.18 
 
 7.88 
 
 14.07 
 
 5.93 
 
 9.88 
 
 5. 41 
 
 9.66 
 
 7.07 
 
 11.71 
 
 6.46 
 
 11.53 
 
 6.89 
 
 11.48 
 
 6.19 
 
 11.05 
 
 5.85 
 
 9. 75 
 
 5.10 
 
 9.11 
 
 5. 96 
 
 9.93 
 
 5.36 
 
 9.57 
 
 5. 61 
 
 9.35 
 
 5.03 
 
 8.98 
 
 6.31 
 
 10. 52 
 
 5. 71 
 
 10.19 
 
 6.1*2 
 
 10.21 
 
 5.48 
 
 9.78 
 
 4.44 
 
 7.40 
 
 3.99 
 
 7.13 
 
 4.11 
 
 6.85 
 
 3.71 
 
 6.63 
 
 5.38 
 
 8.97 
 
 4.94 
 
 8.82 
 
 4.35 
 
 7.25 
 
 3.79 
 
 6.77 
 
 4.42 
 
 7.37 
 
 3.83 
 
 6.84 
 
 4.54 
 
 7.57 
 
 4.05 
 
 7.24 
 
 5.65 
 
 9.42 
 
 4.99 
 
 8.91 
 
 4.42 
 
 7.37 
 
 4.02 
 
 7.18 
 
 5.14 
 
 8.57 
 
 4.64 
 
 8.29 
 
 5.25 
 
 8. 75 
 
 4.86 
 
 8.68 
 
 5. 44 
 
 9.07 
 
 4.96 
 
 8 . S6 
 
 5.18 
 
 8. 64 
 
 4.69 
 
 8.38 
 
 4.71 
 
 7.85 
 
 1 
 
 4.08 
 
 7.28 
 
 1904 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 513 
 
 Table No. 21. —Through freight raus on import traffic from British and continental 
 ports to San Francisco via Atlantic and Gulf ports, as in effect March 28, 1905. 
 
 [Per 100 pounds.] 
 
 Commodities. 
 
 Ale and beer. 
 
 Books... 
 
 Boots and shoes. 
 
 Brushes. 
 
 Buttons... 
 
 •Cash meres. 
 
 Champagne. 
 
 Cheese. 
 
 Chemicals (common). 
 
 Chinaware. 
 
 Chocolate. 
 
 Clocks.. 
 
 €ombs.. 
 
 Crockery. 
 
 Cutlery. 
 
 Earthenware. 
 
 Fuller’s earth (C. L., minimum weight40,000pounds). 
 
 Glass, plate, under 6 feet in length... 
 
 Glass, window, under 6 fdet in length. 
 
 Glassware, common. 
 
 Glassware, fine. 
 
 Gloves. 
 
 Lace goods. 
 
 Leather ware. 
 
 Linen. 
 
 Liquors: 
 
 Whisky, gin, and rum, C. L. 
 
 Whisky, gin, and rum, L. C. L. 
 
 Macaroni. 
 
 Mustard. 
 
 Nutmegs...:. 
 
 Perfumery. 
 
 Pins and needles. 
 
 Ribbons. 
 
 Silks.. 
 
 Spices. 
 
 Sponges. 
 
 Tea. 
 
 Worsted goods.,. 
 
 Woolen goods. 
 
 Rates. 
 
 From British ports to 
 San Francisco and 
 common points. 
 
 From continental 
 
 ports to San Fran¬ 
 cisco and common 
 points. 
 
 Via Atlan- 
 
 Via Gulf 
 
 Via Atlan- 
 
 Via Gulf 
 
 tic ports. 
 
 ports. 
 
 tic ports. 
 
 ports. 
 
 $0.93 
 
 $0.93 
 
 $0.93 
 
 $0.93 
 
 1.75 
 
 1.75 
 
 1.75 
 
 1.75 
 
 2.18 
 
 2.18 
 
 2.18 
 
 2.18 
 
 1.63 
 
 1.63 
 
 1.63 
 
 1.63 
 
 1.20 
 
 1.20 
 
 1.20 
 
 1.20 
 
 2.72 
 
 2. 72 
 
 2.72 
 
 2. 72 
 
 1.50 
 
 1.50 
 
 1.50 
 
 1.50 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.36 
 
 1.36 
 
 1.36 
 
 1.36 
 
 1.63 
 
 1.63 
 
 1.30 
 
 1.30 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.71 
 
 1.71 
 
 1.36 
 
 1.36 
 
 .95 
 
 .95 
 
 .95 
 
 . 95 
 
 3.00 
 
 3.00 
 
 1.63 
 
 1.63 
 
 .85 
 
 .85 
 
 .95 
 
 .95 
 
 .84 
 
 .84 
 
 
 
 1.09 
 
 1.09 
 
 .85 
 
 .85 
 
 .98 
 
 .98 
 
 .80 
 
 .80 
 
 1.15 
 
 1.15 
 
 1.15 
 
 1.15 
 
 3. 21 
 
 3.21 
 
 1.42 
 
 1.42 
 
 2.72 
 
 2. 72 
 
 2. 72 
 
 2. 72 
 
 3.75 
 
 3.75 
 
 2.72 
 
 2.72 
 
 1.42 
 
 1.42 
 
 1.42 
 
 1.42 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.91 
 
 1.25 
 
 1.25 
 
 1. 25 
 
 1.25 
 
 1.50 
 
 1.50 
 
 1.50 
 
 1.50 
 
 1.09 
 
 1.09 
 
 1.50 
 
 1.50 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.63 
 
 1.63 
 
 1.63 
 
 1.63 
 
 1.09 
 
 1.09 
 
 1.15 
 
 1.15 
 
 2.72 
 
 2. 72 
 
 2. 72 
 
 2.72 
 
 2. 72 
 
 2.72 
 
 2.72 
 
 2. 72 
 
 1.09 
 
 1.09 
 
 1.09 
 
 1.09 
 
 3.27 
 
 3.27 
 
 3.27 
 
 3.27 
 
 1.93 
 
 1.93 
 
 
 
 2.68 
 
 2.68 
 
 
 
 2.68 
 
 2.68 
 
 2.18 
 
 2.18 
 
 S. Doc. 244, 59-1-33 
 
514 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 22. —Through rates on import traffic from Liverpool , England , to points in 
 
 Texas, via New Orleans. 
 
 [In cents per 100 pounds.] 
 
 Articles. 
 
 Rates. 
 
 L. C. L. 
 
 C.L. 
 
 Through. 
 
 Ocean. 
 
 Inland. 
 
 Through. 
 
 Ocean. 
 
 Inland 
 
 Bags, burlaps, gunny, jute. 
 
 71.72 
 
 10.72 
 
 61.00 
 
 57. 72 
 
 10.72 
 
 47.00 
 
 Burlaps. 
 
 71. 72 
 
 10.72 
 
 61.00 
 
 57.72 
 
 10.72 
 
 47.00 
 
 Bagging, bale ties, and knuckles. 
 
 71. 72 
 
 10.72 
 
 61.00 
 
 31.72 
 
 10.72 
 
 21.00 
 
 Cement. 
 
 
 
 
 35.72 
 
 10.72 
 
 25. 00 
 
 China, majolica, and porcelain wares ... 
 
 119.00 
 
 32.00 
 
 87.00 
 
 119. 00 
 
 32.00 
 
 87.00 
 
 China clay. 
 
 75. 72 
 
 10. 72 
 
 65.00 
 
 29. 72 
 
 10. 72 
 
 19. 00 
 
 Chloride of zinc. 
 
 71.72 
 
 10.72 
 
 61.00 
 
 57.72 
 
 10. 72 
 
 47.00 
 
 Crockery, in barrels or boxes. 
 
 63.00 
 
 16.00 
 
 47.00 
 
 94.00 
 
 16.00 
 
 78.00 
 
 Crockery, in crates, tierces, casks, or 
 
 
 
 
 
 
 
 hogsheads. 
 
 63.00 
 
 16. 00 
 
 47.00 
 
 81.00 
 
 16. 00 
 
 65.00 
 
 Cotton piece goods. 
 
 84.60 
 
 23.60 
 
 61.00 
 
 84.60 
 
 23.60 
 
 61.00 
 
 Cyanide of potassium. 
 
 103.00 
 
 16.00 
 
 87.00 
 
 103.00 
 
 16.00 
 
 87.00 
 
 Drugs, in boxes. 
 
 142.00 
 
 55.00 
 
 87.00 
 
 142. 00 
 
 55.00 
 
 87.00 
 
 Earthenware (see Crockery). 
 
 
 
 
 
 
 
 Fuller’s earth, in casks. 
 
 72. 00 
 
 11.00 
 
 61.00 
 
 47.00 
 
 11.00 
 
 36.00 
 
 Glass (window), measurement not ex- 
 
 
 
 
 
 
 
 ceeding 68 united inches. 
 
 83.00 
 
 22.00 
 
 61.00 
 
 67.00 
 
 • 22.00 
 
 45.00 
 
 Glassware (common). 
 
 94.10 
 
 16.10 
 
 78.00 
 
 77.10 
 
 16.10 
 
 61.00 
 
 Iron articles, bar, band, boiler, or rod ... 
 
 71.72 
 
 10. 72 
 
 61.00 
 
 42.72 
 
 10.72 
 
 32.00 
 
 Mineral waters, in glass, cans, or jugs_ 
 
 91.00 
 
 26.00 
 
 65.00 
 
 58.00 
 
 26.00 
 
 32.00 
 
 Paper stock. 
 
 
 
 
 35. 72 
 
 10. 72 
 
 25.00 
 
 Soda: 
 
 
 
 
 
 
 
 Ash, in barrels or casks. 
 
 71.72 
 
 10. 72 
 
 61.00 
 
 45.72 
 
 10. 72 
 
 35.00 
 
 Caustic, in barrels or casks. 
 
 71.72 
 
 10. 72 
 
 61.00 
 
 45. 72 
 
 10.72 
 
 35.00 
 
 Bicarbonate. 
 
 75. 72 
 
 10. 72 
 
 65.00 
 
 45. 72 
 
 10.72 
 
 35.00 
 
 Stoneware (see Crockery). 
 
 
 
 
 
 
 
 Sulphate of copper. 
 
 71.72 
 
 10. 72 
 
 61.00 
 
 57.72 
 
 10.72 
 
 47.00 
 
 Tin plate. 
 
 71. 72 
 
 10. 72 
 
 61.00 
 
 57.72 
 
 10. 72 
 
 47.00 
 
 Toys. 
 
 142.00 
 
 55. 00 
 
 87.00 
 
 142.00 
 
 55.00 
 
 87.00 
 
 Wine, whisky, brandy, and cordials: 
 
 
 
 
 
 
 
 In glass. 
 
 94.00 
 
 35.00 
 
 59.00 
 
 94.00 
 
 35.00 
 
 59. 00 
 
 In wood. 
 
 94.00 
 
 35.00 
 
 59.00 
 
 94.00 
 
 35.00 
 
 59.00 
 
 Table No. 23. —Through import rates from various foreign ports named to interior western 
 
 points in the United States via New Orleans. 
 
 [Per 100 pounds.] 
 
 Articles. 
 
 Rates. 
 
 From 
 Liver¬ 
 pool, 
 England, 
 to Phoe¬ 
 nix, Ariz. 
 
 From 
 Genoa, 
 Italy, to 
 Denver, 
 Colo. 
 
 From 
 Leith, 
 Scotland, 
 to Den¬ 
 ver, Colo. 
 
 From Hamburg, Ger¬ 
 many, to— 
 
 From Ham¬ 
 burg, Antwerp, 
 and Rotterdam 
 to— 
 
 Den¬ 
 
 ver, 
 
 Colo. 
 
 Colorado 
 
 Springs, 
 
 Pueblo, 
 
 and 
 
 Trinidad. 
 
 Ogden 
 
 and 
 
 Salt 
 
 Lake 
 
 City, 
 
 Utah. 
 
 Colo¬ 
 
 rado 
 
 com¬ 
 
 mon 
 
 points. 
 
 Ogden 
 
 and 
 
 Salt 
 
 Lake 
 
 City, 
 
 Utah. 
 
 Earthenware, L. C. E. 
 
 Vermuth, C. L. 
 
 $2.50 
 
 
 
 81.30 
 
 81.30 
 
 
 
 
 81.35 
 
 
 
 
 
 Whisky: 
 
 In cases, L. C. L. 
 
 
 81.25 
 
 1.00 
 
 
 
 
 % 
 
 
 In casks, L. C. L. 
 
 
 
 
 
 
 
 
 Crockery, L. C. L. 
 
 
 
 .81 
 
 .68 
 
 .99 
 
 .81 
 
 .99 
 
 
 82.85 
 
 
 
 Dry chemicals, L. C. L. 
 
 
 
 
 
 
 
 Filter paper, L. C. L_.... 
 
 
 
 
 1.36 
 
 1.37 
 
 
 
 
 Glassware, in cases, L. C. L. 
 
 
 
 
 
 
 
 Metal ware and balances, 
 L. C. L.. 
 
 
 
 
 
 
 
 Enameled iron hollow ware. 
 
 
 
 
 
 
 81.51 
 
 82.61 
 
 Potash, C. L. 
 
 
 
 
 .52 
 
 
 
 Toys, in cases, L. C. L. 
 
 
 
 
 
 3.38 
 
 
 
 Potash, C. L. 
 
 
 
 
 .60 
 
 .60 
 
 
 
 
 
 
 
 
 
 
DIGEST OE HEARINGS ON RAILWAY RATES. 
 
 515 
 
 Table No. 24 .—Through rates on import traffic from Antwerp , Belgium , to points in the. 
 
 United States. 
 
 [In cents per 100 pounds.] 
 
 
 Through rates to— 
 
 Articles. 
 
 Wheeling, 
 W. Va. 
 
 Pitts¬ 
 burg, Pa. 
 
 Cleve¬ 
 
 land, 
 
 Ohio. 
 
 Toledo, 
 
 Ohio. 
 
 Detroit, 
 
 Mich. 
 
 Buffalo, 
 N. Y. 
 
 V 
 
 Window glass, L. C. L. 
 
 
 31 
 
 
 
 38 
 
 27 
 
 Window glass, C. L. 
 
 
 25 
 
 
 
 26 
 
 24 
 
 Surface-coated paper, L. C. L. 
 
 39 
 
 40 
 
 
 
 Surface-coated paper, C. L. 
 
 27 
 
 28 
 
 
 
 
 
 Wool grease. 
 
 25 
 
 26 
 
 
 
 24 
 
 Hops. 
 
 
 
 
 Straw covers. 
 
 
 
 
 
 
 
 Toys. 
 
 
 58 
 
 57 
 
 
 57 
 
 
 Crockery. 
 
 
 41 
 
 40 
 
 
 40 
 
 
 Plate glass, L. C. L. 
 
 
 47 
 
 
 57 
 
 45 
 
 Plate glass, C. L. 
 
 
 33 
 
 
 
 38 
 
 32 
 
 Glassware. 
 
 
 46 
 
 
 
 45 
 
 Green hides... 
 
 
 
 
 
 Earthenware. 
 
 
 
 
 
 
 
 Wire rope. 
 
 
 
 37 
 
 
 
 
 Netting. 
 
 
 
 125 
 
 131 
 
 
 
 Palm fiber. 
 
 
 
 54 
 
 
 
 Liquors and spirits. 
 
 
 
 
 
 
 Phonographs. 
 
 
 
 
 
 121 
 
 
 Willow baskets . 
 
 
 
 137| 
 
 146± 
 
 146i 
 
 
 Artificial flowers and feathers. 
 
 
 
 167 
 
 
 
 
 
 
 
 
 
 Through rates to— 
 
 Articles. 
 
 Chicago, 
 
 Ill. 
 
 Milwau¬ 
 kee, Wis. 
 
 Kenosha, 
 
 Wis. 
 
 Cincin¬ 
 
 nati, 
 
 Ohio. 
 
 Louis¬ 
 ville, Ky. 
 
 East 
 
 St. Louis, 
 Ill. 
 
 Window glass, L. C. L. 
 
 Window glass, C. L. 
 
 47 
 
 47 
 
 
 47 
 
 
 53 
 
 26 
 
 26 
 
 
 26 
 
 
 29 
 
 Surface-coated paper, L. C. L. 
 
 Surface-coated paper, C. L. 
 
 39 
 
 39 
 
 39 
 
 39 
 
 39 
 
 44 
 
 Wool grease. 
 
 26 
 
 26 
 
 
 
 
 
 Hops. 
 
 137 
 
 
 
 
 
 Straw covers. 
 
 49 
 
 
 
 
 
 Toys. 
 
 57 
 
 57 
 
 
 57 
 
 57 
 
 61 
 
 Crockery . 
 
 40 
 
 40 
 
 
 40 
 
 40 
 
 42 
 
 Plate glass, L. C. L... 
 
 71 
 
 
 63 
 
 42i 
 
 81 
 
 Plate glass, C. L. 
 
 46 
 
 
 
 41 
 
 52 
 
 Glassware. 
 
 45 
 
 45 
 
 
 45 
 
 45 
 
 47 
 
 Green hides. 
 
 40i 
 
 
 Earthenware. 
 
 40 
 
 
 
 
 
 Wire rope. 
 
 
 
 
 
 
 Netting. 
 
 147 
 
 
 
 
 
 
 Palm fiber.'. 
 
 
 
 
 
 
 Liquors and spirits. 
 
 62 
 
 
 
 
 
 
 Phonographs. 
 
 
 
 
 
 
 Willow baskets. 
 
 170J 
 
 
 
 
 
 188A 
 
 Artificial flowers and feathers. 
 
 167 ‘ 
 
 
 
 167 
 
 
 
 
 
 
 
516 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 25. —Import rates from various foreign ports named to points in the United 
 
 States, via New Orleans. 
 
 [Per 100 pounds.] 
 
 From— 
 
 To— 
 
 Articles. 
 
 Gum 
 
 chicle. 
 
 Canned 
 
 turtle 
 
 meat. 
 
 Muriate 
 of ammo¬ 
 nia. 
 
 Sisal, ix- 
 tle, or 
 istle. 
 
 Belize. Livingston, Puerto, Bar¬ 
 rios, Puerto Cortez, and Ceiba, 
 Spanish Honduras. 
 
 Do . 
 
 Chicago, Ill. 
 
 $1.00 
 
 .90 
 .90 
 .90 
 a 1.00 
 & 1.25 
 
 
 
 • 
 
 Cincinnati, Ohio. 
 
 
 
 
 Do. 
 
 Louisville, Ky. 
 
 
 
 
 Do. 
 
 St. Louis, Mo'.. 
 
 
 
 
 Do.. 
 
 London, Ontario. 
 
 
 
 
 Do. 
 
 .do ... 
 
 
 
 
 Tampico, Mexico... 
 
 Chicago, Ill. 
 
 $0.49 
 
 
 
 Liverpool, England. 
 
 St. Louis, Mo. 
 
 
 $21.44 
 
 
 Progreso, Yucatan. 
 
 Akron, Ohio. 
 
 
 
 $0.37 
 .30 
 .37 
 .30 
 .37 
 .37 
 .70 
 .70 
 .70 
 .70 
 
 Do.... 
 
 Chicago, Ill. 
 
 
 
 
 Do. 
 
 Dayton, Ohio. 
 
 
 
 
 Do. 
 
 Deering, 111. 
 
 
 
 
 Do. 
 
 Miamisburg, Ohio. 
 
 
 
 
 Do. 
 
 Xenia, Ohio. 
 
 
 
 
 Do. 
 
 San Francisco, Cal. 
 
 
 
 
 Do. 
 
 Portland, Oreg. 
 
 
 
 
 Do. 
 
 Seattle, WashT. 
 
 
 
 
 Do. 
 
 Tacoma, Wash. 
 
 
 
 
 
 
 
 
 
 «C, L. b L. C. L. 
 
 Table No. 26. —Rates via all-rail routes from Montreal and New York on various articles 
 of import traffic, also rates for same articles on shipments of domestic origin from New 
 York. 
 
 [In cents per 100 pounds.] 
 
 Articles. 
 
 Rates. 
 
 From Montreal (import traffic) to— 
 
 r - - 
 
 Toronto. 
 
 Windsor. 
 
 Detroit. 
 
 Chicago. 
 
 Mississippi 
 
 River 
 
 points. 
 
 Acid, carbolic.C. L.. 
 
 16 
 
 20 
 
 22 
 
 22 
 
 26 
 
 Albums..L. C. L.. 
 
 
 
 22 
 
 22 
 
 26 
 
 Ale and stout..C. L.. 
 
 16 
 
 20 
 
 17 
 
 17 
 
 20 
 
 Mineral water..C.L.. 
 
 16 
 
 20 
 
 17 
 
 17 
 
 20 
 
 Ammonia muriate.C. L.. 
 
 10 
 
 10 
 
 10 
 
 10 
 
 12 
 
 0m c n C • Ij • • 
 
 12 
 
 12 
 
 . 12 
 
 12 
 
 14 
 
 Cotton piece goods.L. C. L.. 
 
 26 
 
 33 
 
 35 
 
 42 
 
 49 
 
 Dolls.L. C. L.. 
 
 
 
 22 
 
 22 
 
 26 
 
 Feathers...L. C. L.. 
 
 
 
 65 
 
 65 
 
 75 
 
 Fish, salted, in packages.L. C. L 
 
 :::::::::: 
 
 
 
 
 
 Fish, salted, in packages.C. L.. 
 
 16 
 
 20 
 
 17 
 
 17 
 
 20 
 
 Flowers, artificial, any quantity. 
 
 
 
 65 
 
 65 
 
 75 
 
 Glassware...'..L. C. L.. 
 
 26 
 
 33 
 
 15 
 
 15 
 
 18 
 
 Glass, window.C. L.. 
 
 18 
 
 18 
 
 17 
 
 17 
 
 20 
 
 Hosiery_.*..L. C. L.. 
 
 34 
 
 44 
 
 42 
 
 42 
 
 49 
 
 Linoleum.C. L.. 
 
 
 
 22 
 
 22 
 
 26 
 
 Matting.C. L.. 
 
 20 
 
 23 
 
 22 
 
 22 
 
 22 
 
 Matting.L. C. L.. 
 
 34 
 
 44 
 
 47 
 
 47 
 
 47 
 
 Millinery goods, any quantity. 
 
 
 
 44 
 
 44 
 
 51 
 
 Pencils, slate.!..*.'..L.C. L.. 
 
 30 
 
 39 
 
 22 
 
 22 
 
 26 
 
 Potash.C. L.. 
 
 10 
 
 10 
 
 10 
 
 10 
 
 12 
 
 Rags.C. L 
 
 
 
 
 
 
 Rags.L. C. L.. 
 
 16 
 
 20 
 
 14 
 
 14 
 
 17 
 
 Salt.C. L.. 
 
 10 
 
 10 
 
 10 
 
 10 
 
 12 
 
 Seeds, all kinds.C. L.. 
 
 16 
 
 20 
 
 17 
 
 17 
 
 20 
 
 Soap.C. L.. 
 
 16 
 
 20 
 
 17 
 
 17 
 
 20 
 
 Toj1 j<C• Ij•« 
 
 34 
 
 44 
 
 22 
 
 22 
 
 26 
 
 T P o T P T 
 
 34 
 
 44 
 
 
 
 
 Tea.C. L.. 
 
 
 
 37 
 
 37 
 
 37 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 517 
 
 Table No. 26. —Rates via all-rail routes from Montreal and New York on various articles 
 
 of import traffic, etc. —Continued. 
 
 [In cents per 100 pounds.] 
 
 • Articles. 
 
 • 
 
 Rates. 
 
 From New York (import traffic) to— 
 
 Buffalo. 
 
 Detroit. 
 
 Chicago. 
 
 Mississippi 
 River points 
 (116percent). 
 
 Acid, carbolic.C. L.. 
 
 16 
 
 23 
 
 25 
 
 29 
 
 Albums......L. C. L.. 
 
 25 
 
 25 
 
 25 
 
 29 
 
 Ale and stout.C. L.. 
 
 16 
 
 20 
 
 20 ' 
 
 23 
 
 Mineral water.C. L.. 
 
 16 
 
 20 
 
 20 
 
 23 
 
 Ammonia muriate.C. L.. 
 
 14 
 
 16 
 
 16 
 
 19 
 
 Cement.C. L.. 
 
 13 
 
 15 
 
 15 
 
 17 
 
 Cotton piece goods.L. C. L.. 
 
 
 
 
 
 Do11s .....................................1 j i C• L.. 
 
 25 
 
 25 
 
 25 
 
 29 
 
 Feathers.L. C. L.. 
 
 75 
 
 75 
 
 75 
 
 87 
 
 Fish, salted, in packages.L. C. L.. 
 
 
 
 
 
 Fish, salted’ in packages.C. L.. 
 
 16 
 
 20 
 
 20 
 
 23 
 
 Flowers, artificial, any quantity. 
 
 75 
 
 75 
 
 75 
 
 87 
 
 Glassware....... L. C. L.. 
 
 18 
 
 18 
 
 18 
 
 21 
 
 Glass, window.C. L.. 
 
 
 
 
 
 Hosiery.L. C. L.. 
 
 
 
 
 
 Linoleum.C. L.. 
 
 19 
 
 25 
 
 25 
 
 29 
 
 Matting.C. L.. 
 
 19 
 
 25 
 
 25 
 
 25 
 
 Matting.L. C. L.. 
 
 39 
 
 50 
 
 50 
 
 50 
 
 Millinery goods, any quantity. 
 
 39 
 
 50 
 
 50 
 
 50 
 
 Pencils, slate.L. C. L.. 
 
 25 
 
 25 
 
 25 
 
 29 
 
 Potash.C. L.. 
 
 14 
 
 16 
 
 16 
 
 19 
 
 Rags.C. L.. 
 
 16 
 
 17 
 
 17 
 
 20 
 
 Rags.L. C. L.. 
 
 
 
 
 
 Salt.C. L.. 
 
 13 
 
 15 
 
 15 
 
 17 
 
 Seeds, all kinds.C. L.. 
 
 20 
 
 20 
 
 20 
 
 23 
 
 Soap.C. L.. 
 
 16 
 
 20 
 
 20 
 
 23 
 
 To ^'S..••••............ L • C • L.. 
 
 25 
 
 25 
 
 25 
 
 29 
 
 Tea.L. C. L.. 
 
 
 
 
 
 Tea ...».C. L.. 
 
 39 
 
 40 
 
 40 
 
 40 
 
 Rates. 
 
 Articles. 
 
 Acid, carbolic. 
 
 Albums. 
 
 Ale and stout. 
 
 Mineral water. 
 
 Ammonia muriate. 
 
 Cement. 
 
 Cotton piece goods. 
 
 Dolls ............................ 
 
 Feathers..... 
 
 Fish, salted, in packages. 
 
 Fish, salted, in packages. 
 
 Flowers, artificial, any quantity 
 
 Glassware. 
 
 Glass, window. 
 
 Hosiery. 
 
 Linoleum. 
 
 Matting. 
 
 Matting. 
 
 Millinery goods, any quantity.. 
 
 Pencils, slate. 
 
 Potash. 
 
 Rags. 
 
 ............................. 
 
 Salt... 
 
 Seeds, all kinds. 
 
 Soap. 
 
 • O\8 ................ 
 
 Tpu 
 
 Tea. 
 
 From New York (domestic traffic) to— 
 
 .C.L.. 
 
 ....L, C. L.. 
 .C.L.. 
 
 >...... C • L a a 
 
 .C.L.. 
 
 .C.L.. 
 
 ....L.C.L.. 
 .... L. C. L.. 
 ....L.C.L.. 
 ....L.C.L.. 
 ..C.L.. 
 
 ....L.C.L.. 
 
 .C.L.. 
 
 ....L.C.L.. 
 
 .C.L.. 
 
 .C.L.. 
 
 _L. C.L.. 
 
 -L. C.L.. 
 
 .C.L.. 
 
 .C.L.. 
 
 ... .L. C. L.. 
 
 .C.L.. 
 
 .C.L.. 
 
 .C.L.. 
 
 ....L.C.L.. 
 ....L.C.L.. 
 .C.L.. 
 
 Buffalo. 
 
 Detroit. 
 
 Chicago. 
 
 Mississippi 
 River points 
 (116percent). 
 
 16 
 
 23 
 
 30 
 
 35 
 
 39 
 
 59 
 
 75 
 
 87 
 
 16 
 
 23 
 
 30 
 
 • 35 
 
 16 
 
 23 
 
 30 
 
 35 
 
 13 
 
 20 
 
 25 
 
 29 
 
 14 
 
 16 
 
 20 
 
 23 
 
 28 
 
 43 
 
 55 
 
 64 
 
 39 
 
 59 
 
 75 
 
 87 
 
 78 
 
 118 
 
 150 
 
 174 
 
 16 
 
 23 
 
 30 
 
 35 
 
 78 
 
 118 
 
 150 
 
 174 
 
 28 
 
 43 
 
 65 
 
 64 
 
 16 
 
 23 
 
 30 
 
 35 
 
 39 
 
 59 
 
 75 
 
 87 
 
 19 
 
 27 
 
 35 
 
 41 
 
 19 
 
 27 
 
 35 
 
 41 
 
 39 
 
 59 
 
 75 
 
 87 
 
 39 
 
 59 
 
 75 
 
 87 
 
 33 
 
 51 
 
 65 
 
 75 
 
 13 
 
 20 
 
 25 
 
 29 
 
 16 
 
 23 
 
 30 
 
 35 
 
 14 
 
 16 
 
 18 
 
 21 
 
 16 
 
 23 
 
 30 
 
 35 
 
 16 
 
 23 
 
 30 
 
 35 
 
 39 
 
 59 
 
 75 
 
 87 
 
 39 
 
 59 
 
 75 
 
 87 
 
 
 
 
518 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 27. —Through rates published bg Great Northern and Northern Pacific rail¬ 
 ways in connection with Atlantic steamship lines from ports in England, Scotland, 
 France, Germany, Italy, Norway, Sweden, and Holland to Seattle, Tacoma, Portland, 
 and other North Pacific coast points; also rates from New York and common points via 
 all-rail routes to same western points. 
 
 [Per 100 pounds.] 
 
 Commodities. 
 
 Through rates from 
 foreign ports to 
 North Pacific 
 coast terminajs. 
 
 All-rail rates, New 
 York to North 
 Pacific coast ter¬ 
 minals. 
 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 Albums, boxed. 
 
 81.96 
 
 1.96 
 
 $1.42 
 
 1.31 
 
 $3.00 
 
 
 Bedsteads, iron. 
 
 1.75 
 
 $1.25 
 
 Blacking. 
 
 1.20 
 
 .98 
 
 1.60 
 
 1.00 
 
 Books, N. 0. S. 
 
 1.96 
 
 1.42 
 
 1.75 
 
 1.25 
 
 Boots and shoes.1. 
 
 2.18 
 
 1.53 
 
 2.50 
 
 Brushes, toilet and paint. 
 
 2.18 
 
 2.00 
 
 
 Buttons. 
 
 1.53 
 
 
 2.20 
 
 
 Canned goods, N. 0. S. 
 
 1.09 
 
 .85 
 
 1.50 
 
 1.00 
 
 Candles. 
 
 .95 
 
 1.50 
 
 1.00 
 
 Carpets... 
 
 2. 40 
 
 1.85 
 
 2.50 
 
 1.75 
 
 Cheese. 
 
 1.31 
 
 1.09 
 
 2.00 
 
 Clocks . 
 
 2.18 
 
 2.20 
 
 Coffee, in sacks. 
 
 1.42 
 
 1.09 
 
 1.40 
 
 .90 
 
 Confectionery. 
 
 2.18 
 
 1.53 
 
 2.20 
 
 Cordage, rope, and twine. 
 
 1.36 
 
 1.09 
 
 1.25 
 
 .90 
 
 Drugs, common. 
 
 1.42 
 
 1.20 
 
 1.90 
 
 1.40 
 
 Dry goods, N. 0. S. 
 
 2.62 
 
 3.00 
 
 Blankets. 
 
 2.40 
 
 
 2.40 
 
 
 Clothing, new (not including fur clothing), in hales or cases, 
 released, N. 0. S. 
 
 2.62 
 
 
 3.00 
 
 
 Clothing, cotton. 
 
 1.64 
 
 
 
 Cotton piece goods. 
 
 1.64 
 
 
 1.50 
 
 1.66 
 
 Hosiery. 
 
 2.18 
 
 
 2.00 
 
 1.50 
 
 Towels and toweling. 
 
 1.86 
 
 
 1.90 
 
 Fish, dried, salted, or pickled. 
 
 1.42 
 
 1.09 
 
 1.80 
 
 1.20 
 
 Fruit (dried), viz, currants, dates, figs, prunes, and raisins .. 
 Glass: 
 
 Common window. 
 
 1.31 
 
 1.31 
 
 .98 
 
 .98 
 
 2.20 
 
 1.25 
 
 1.25 
 
 « . 
 
 .90 
 
 Plate, under 101 feet in height. 
 
 1.85 
 
 1.42 
 
 2.20 
 
 1.50 
 
 Hardware: 
 
 Bar, band, rod, or hoop iron. 
 
 1.25 
 
 .85 
 
 1.25 
 
 .75 
 
 Bolts, nuts, washers, hut locks and screws, butts, and 
 hinges . 
 
 1.20 
 
 .90 
 
 1.20 
 
 .80 
 
 Nails.. 
 
 1.25 
 
 .87 
 
 1.25 
 
 .80 
 
 Rope, wire. 
 
 1.60 
 
 1.10 
 
 1.60 
 
 1.10 
 
 Wire: 
 
 Barbed. 
 
 1.31 
 
 .87 
 
 1.25 
 
 .80 
 
 Plain and galvanized, in coils. 
 
 1.25 
 
 .85 
 
 1.25 
 
 .80 
 
 Leather and leather ware (not including trunks and valises). 
 Linoleum and floor oilcloth. 
 
 1.53 
 
 1.31 
 
 1.50 
 
 1.64 
 
 .87 
 
 1.50 
 
 1.00 
 
 Ale and beer. 
 
 1.09 
 
 1.09 
 
 .90 
 
 1.50 
 
 1.00 
 
 Mineral waters and ginger ale. 
 
 .90 
 
 1.25 
 
 .75 
 
 Whisky, in wood. 
 
 1.09 
 
 .90 
 
 1.50 
 
 1.25 
 
 Machinery, N. 0 . S., up to 2 tons per package. 
 
 1.58 
 
 1.36 
 
 2.60 
 
 1.40 
 
 Nuts, edible, in bags . 
 
 1.75 
 
 1.31 
 
 2.00 
 
 1.50 
 
 Paper, printing, roofing, and packing. 
 
 1.20 
 
 .98 
 
 1.10 
 
 .75 
 
 Pipes, smoking, wood or clay. 
 
 2.62 
 
 2.09 
 
 Playing cards... 
 
 1.75 
 
 
 2.20 
 
 
 Rice . ^. 
 
 1.09 
 
 .85 
 
 1.20 
 
 .80 
 
 Salt. 
 
 1.09 
 
 .82 
 
 1.00 
 
 .75 
 
 Seeds, field and garden . 
 
 1.53 
 
 1.09 
 
 1.50 
 
 1.25 
 
 Soap: 
 
 Fancy . 
 
 1.31 
 
 1.09 
 
 1.00 
 
 .75 
 
 Common . 
 
 1.09 
 
 .87 
 
 1.00 
 
 .75 
 
 Starch . 
 
 1.53 
 
 1.09 
 
 1. 50 
 
 1.00 
 
 Paper (writing) and envelopes . 
 
 1. 96 
 
 1.20 
 
 1 75 
 
 1.20 
 
 Pencils (slateV ... 
 
 1.25 
 
 1 . 60 
 
 Thread . 
 
 2.18 
 
 
 1. 60 
 
 
 Tin, viz, plate, pig, or bar . 
 
 .98 
 
 .83 
 
 1.00 
 
 .75 
 
 Tobacco, cut plug, in boxes . 
 
 1.64 
 
 2.50 
 
 Yarn, cotton ” . 
 
 1. 86 
 
 
 1. 50 
 
 .90 
 
 Crockery . 
 
 . 95 
 
 
 1.30 
 
 .95 
 
 Glassware, common . 
 
 1.15 
 
 
 1. 60 
 
 1.10 
 
 Glass lantern globes. 
 
 1.36 
 
 
 1.75 
 
 1.40 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 519 
 
 Table No. 28. —Through ocean and rail commodity rates from New York to interior 
 
 Mexican cities. 
 
 [Per 100 pounds.] 
 
 Commodities. 
 
 Rates to— 
 
 City of Mexico, 
 Pachuca, Tor- 
 reon, Gomez 
 Palacio. 
 
 San Luis Potosi, 
 Monterey. 
 
 Puebla. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Acids, in iron drums, N. 0. S., 0. R., or leakage. 
 
 $1.08 
 
 $1.39 
 
 $0. 91 
 
 $1. 22 
 
 $0.95 
 
 $1.19 
 
 Advertising matter, printed, boxed, or in bun- 
 
 
 
 
 
 
 
 dies, P. P. 
 
 
 1.44 
 
 
 1.27 
 
 
 1.24 
 
 Agricultural implements and parts, K. D. 
 
 1.07 
 
 1.39 
 
 .91 
 
 1.22 
 
 .96 
 
 1.19 
 
 Ale, ginger, in packages. 
 
 .90 
 
 1.25 
 
 .74 
 
 1.08 
 
 .78 
 
 1.07 
 
 Aluminum, N. 0. S., in packages... 
 
 
 1.79 
 
 
 1.62 
 
 
 1.59 
 
 Ammonia, aquaorammoniacal liquor, 0. R. B. 
 
 1.11 
 
 1.75 
 
 .94 
 
 1.49 
 
 .97 
 
 1.45 
 
 Anvils, iron or steel. 
 
 
 .98 
 
 
 .81 
 
 
 .82 
 
 Asbestos cloth. 
 
 1.11 
 
 1.39 
 
 .94 
 
 1.22 
 
 .97 
 
 1.19 
 
 Axle grease. 
 
 .80 
 
 1.03 
 
 .64 
 
 .86 
 
 .69 
 
 .87 
 
 Axles, iron or steel, N. 0. S. 
 
 .70 
 
 .98 
 
 .53 
 
 .81 
 
 .61 
 
 .82 
 
 Bags and bagging. 
 
 .78 
 
 1.06 
 
 .63 
 
 .89 
 
 .68 
 
 .90 
 
 Belting, canvas, leather, or rubber. 
 
 
 1.15 
 
 
 .98 
 
 
 .97 
 
 Blacking, shoe, stove, or harness. 
 
 
 1.25 
 
 
 1.08 
 
 
 1.07 
 
 Boilers, N. 0. S. 
 
 .97 
 
 1.29 
 
 .81 
 
 1.12 
 
 .86 
 
 1.09 
 
 Books, N. 0. S., boxed. 
 
 
 1.29 
 
 
 1.12 
 
 
 1.09 
 
 Books, blank, boxed. 
 
 
 1.29 
 
 
 1.12 
 
 
 1.09 
 
 Boots and shoes, boxed. 
 
 
 1.49 
 
 
 1.32 
 
 
 1.29 
 
 Bottles, glass, N. 0. S. (except cut glass). 
 
 .93 
 
 1.20 
 
 .76 
 
 1.03 
 
 .81 
 
 1.02 
 
 Boxes, cardboard or paper. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Boxesj paper or wood, druggist’s, pill or pow- 
 
 
 
 
 
 
 
 der, or jeweler’s. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Brass goods, N. 0. S. 
 
 1.13 
 
 1.39 
 
 .96 
 
 1.22 
 
 1.00 
 
 1.19 
 
 Brass ingots. 
 
 .85 
 
 1.15 
 
 .69 
 
 .98 
 
 .73 
 
 .97 
 
 Brass molds, tubing, rods, nails, bolts, and 
 
 
 
 
 
 
 
 castings. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 .85 
 
 1.09 
 
 Bronze bolts, rods, sheet, wire, and ingots_ 
 
 1.08 
 
 1.29 
 
 .91 
 
 1.12 
 
 .95 
 
 1.09 
 
 Brushes, N. 0. S., in boxes or bundles. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Buckets or pails, paper. 
 
 
 1.54 
 
 
 1.37 
 
 
 1.34 
 
 Burlaps, in bales or rolls. 
 
 .78 
 
 1.06 
 
 .63 
 
 .89 
 
 .68 
 
 .90 
 
 Cable, copper wire, or reels, or in coils. 
 
 .84 
 
 1.17 
 
 .67 
 
 1.00 
 
 .71 
 
 .97 
 
 Cable, wire, iron, or steel. 
 
 .81 
 
 1.06 
 
 .64 
 
 .89 
 
 .69 
 
 .90 
 
 Candles. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 .85 
 
 1.09 
 
 Candv and confectionery, N. 0. S. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 . 85 
 
 1.09 
 
 Canned goods, N. 0. S. 
 
 .93 
 
 1.19 
 
 .76 
 
 1.02 
 
 .80 
 
 .99 
 
 Canvas, jute, in boxes or bales. 
 
 .82 
 
 1.11 
 
 .66 
 
 .95 
 
 .71 
 
 .94 
 
 Carpets, N. 0. S. 
 
 1.21 
 
 1.39 
 
 1.04 
 
 1.22 
 
 1.07 
 
 1.19 
 
 Cartridge shells, metallic or paper, empty .... 
 
 
 1.29 
 
 
 1.12 
 
 
 1.09 
 
 CemenR building..*./...._”. 
 
 .54 
 
 .83 
 
 .42 
 
 .66 
 
 .49 
 
 .68 
 
 Chemical products, N. 0. S... . 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Chinaware. 
 
 
 1.34 
 
 
 1.17 
 
 
 1.14 
 
 Clothing, new or second-hand, boxed. 
 
 
 1.54 
 
 
 1.37 
 
 
 1.34 
 
 Copper goods, N. 0. S. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Copper, sulphate of. 
 
 .81 
 
 1.01 
 
 .64 
 
 .84 
 
 .69 
 
 .85 
 
 Cordage, in packages. 
 
 .92 
 
 1.29 
 
 .76 
 
 1.12 
 
 .81 
 
 1.09 
 
 Crockery, N. 0. S. 
 
 1.06 
 
 1.34 
 
 .89 
 
 1.17 
 
 .92 
 
 1.14 
 
 Curtains, shades, and fixtures, N. 0. S . 
 
 
 1.54 
 
 
 1.37 
 
 
 1.34 
 
 Cutlery, in packages. 
 
 1.13 
 
 1.34 
 
 .96 
 
 1.17 
 
 1.00 
 
 1.14 
 
 Druggists’ sundries. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Drugs and medicines, N. 0. S. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Earthenware, N. 0. S. 
 
 1.06 
 
 1.34 
 
 .89 
 
 1.17 
 
 .92 
 
 1.14 
 
 Electrical supplies: 
 
 
 
 
 
 
 
 Cable, telegraph, telephone, or electric_ 
 
 . 85 
 
 1.19 
 
 .69 
 
 1.02 
 
 .73 
 
 .99 
 
 Globes, electric light. 
 
 1.25 
 
 1.59 
 
 1.07 
 
 1.42 
 
 1.09 
 
 1.39 
 
 Extracts, tanning. 
 
 .92 
 
 1.29 
 
 .76 
 
 1.12 
 
 .81 
 
 1.09 
 
 Felt, rooting, in rolls, bundles, or crates. 
 
 .82 
 
 1.08 
 
 .60 
 
 .91 
 
 .71 
 
 .92 
 
 Fertilizers, N. 0. S., in bags or barrels. 
 
 .83 
 
 1.13 
 
 .67 
 
 .96 
 
 .74 
 
 .98 
 
 Fish, pickled, salted, dried, or smoked. 
 
 .93 
 
 1.19 
 
 .96 
 
 1.02 
 
 .80 
 
 .99 
 
 Fruit, dried or evaporated, N. 0. S. 
 
 1.03 
 
 1.29 
 
 .86 
 
 1.12 
 
 i 90 
 
 1.09 
 
 Fuller’s earth, in packages. 
 
 .73 
 
 .96 
 
 .58 
 
 .79 
 
 . 63 
 
 .80 
 
 Furniture, new, K. D., boxed. 
 
 1.38 
 
 1.69 
 
 1.21 
 
 1.52 
 
 1.25 
 
 1.49 
 
 Furniture or wood stain, in packages. 
 
 .91 
 
 1.19 
 
 .74 
 
 1.02 
 
 .77 
 
 .99 
 
 Glassware, N. 0. S., 0. R. B. 
 
 1.25 
 
 1.54 
 
 1.07 
 
 1.37 
 
 . 1.09 
 
 1.34 
 
 Glass, window, common, boxed, 0. R. B. 
 
 .85 
 
 1.15 
 
 .69 
 
 .98 
 
 .73 
 
 .97 
 
 Glue, N. 0. S., in packages. 
 
 
 1.06 
 
 
 .89 
 
 
 .90 
 
 Groceries: 
 
 
 
 
 
 
 
 Cereal products, N. 0. S.... 
 
 1.08 
 
 1.34 
 
 .91 
 
 1.17 
 
 .95 
 
 1.14 
 
 Chocolate, in boxes or barrels. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 .85 
 
 1.09 
 
 Currents, dried, in packages. 
 
 1.03 
 
 1.29 
 
 .86 
 
 1.12 
 
 .90 
 
 1.09 
 
 Flour, in barrels or sacks. 
 
 .80 
 
 1.06 
 
 .64 
 
 .90 
 
 .69 
 
 .89 
 
 Fruit, dried or evaporated. 
 
 1.03 
 
 1.29 
 
 .86 
 
 1.12 
 
 .90 
 
 1.09 
 
 Fruit, preserved. 
 
 .98 
 
 1.24 
 
 .81 
 
 1.07 
 
 .85 
 
 1.04 
 
520 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 28. —Through ocean and rail commodity rates from New York to interior 
 
 Mexican cities —Continued. 
 
 * 
 
 * 
 
 Commodities. 
 
 Rates to— 
 
 City of Mexico, 
 Pachuca, Tor- 
 reon, Gomez 
 Palacio. 
 
 San Luis Potosi, 
 Monterey. 
 
 Puebla. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Groceries—Continued. 
 
 
 
 
 
 
 
 Groceries, N. 0. S. 
 
 SI. 11 
 
 SI. 34 
 
 $0. 94 
 
 SI. 17 
 
 SO. 97 
 
 SI. 14 
 
 Molasses. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 .85 
 
 1 . 09 ' 
 
 Peas, dried. 
 
 .90 
 
 1.15 
 
 .74 
 
 .97 
 
 .79 
 
 .99 
 
 Pickles, in packages. 
 
 1.08 
 
 1.34 
 
 .91 
 
 1.17 
 
 .95 
 
 1.14 
 
 Powder, washing, dry, in packages. 
 
 .93 
 
 1.19 
 
 .76 
 
 1.02 
 
 .80 
 
 .99 
 
 Preserves or jams, N. 0. S. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 .85 
 
 1.09 
 
 Sauces, N. 0. S. 
 
 1.08 
 
 1.34 
 
 .91 
 
 1.17 
 
 .95 
 
 1.14 
 
 Starch. 
 
 .87 
 
 1.20 
 
 .71 
 
 1.03 
 
 . 76 
 
 1.02 
 
 Sugar, N. 0. S., in packages. 
 
 .82 
 
 1.15 
 
 .66 
 
 .98 
 
 .71 
 
 .97 
 
 Sirup, N. 0. S., in packages. 
 
 .98 
 
 1.29 
 
 .81 
 
 1.12 
 
 .85 
 
 1.09 
 
 Gum, chewing, in boxes or barrels. 
 
 
 1.34 
 
 
 1.17 
 
 
 1.14 
 
 Hardware: 
 
 
 
 
 
 
 
 Lawn mowers, K. D. 
 
 1.03 
 
 1.34 
 
 .86 
 
 1.17 
 
 .90 
 
 1.14 
 
 Pans, iron, nested, N. 0. S. 
 
 1.00 
 
 1.29 
 
 .83 
 
 1.12 
 
 .87 
 
 1.09 
 
 Shovels and spades. 
 
 .87 
 
 1.24 
 
 .71 
 
 1.07 
 
 .76 
 
 1.04 
 
 Staples, N. 0. S. 
 
 .77 
 
 .98 
 
 .61 
 
 .81 
 
 .66 
 
 .82 
 
 Harness, in bales or boxes. 
 
 
 1.39 
 
 
 1.22 
 
 
 1.19 
 
 Iron or steel, and articles manufactured of same: 
 
 
 
 
 
 
 
 Band, bar, boiler, rod, and tank. 
 
 .76 
 
 .96 
 
 .59 
 
 .79 
 
 .64 
 
 .80 
 
 Bolts, nuts, and washers . 
 
 .77 
 
 .98 
 
 .61 
 
 .81 
 
 .66 
 
 .82 
 
 Nails or spikes, N. 0. S. 
 
 .77 
 
 .98 
 
 .61 
 
 .81 
 
 . 66 
 
 .82 
 
 Pipe, N. 0. S. 
 
 .76 
 
 1.00 
 
 . 59 
 
 .83 
 
 .64 
 
 .82 
 
 Lamps, N. 0. S. 
 
 
 1.54 
 
 
 1.37 
 
 
 1.34 
 
 Lead*: 
 
 
 
 
 
 
 
 Coil or sheet. 
 
 .82 
 
 1.06 
 
 .66 
 
 .90 
 
 .71 
 
 .89 
 
 Pig or bar. 
 
 .75 
 
 .98 
 
 .59 
 
 .81 
 
 .64 
 
 .82 
 
 Lead pipe. 
 
 .82 
 
 1.06 
 
 .66 
 
 .90 
 
 .71 
 
 .89 
 
 Lead, white. 
 
 . 85 
 
 1.10 
 
 .69 
 
 .93 
 
 .73 
 
 .92 
 
 Leather, N. 0. S., in bundles, boxes, or rolls... 
 
 1.03 
 
 1.29 
 
 .86 
 
 1.12 
 
 .90 
 
 1.09 
 
 Liquors, viz: Ale, beer, porter, and stout, and 
 
 
 
 
 
 
 
 mineral or aerated waters. 
 
 .90 
 
 1.25 
 
 .74 
 
 1.08 
 
 .78 
 
 1.07 
 
 Mats and matting, N. 0. S., in packages. 
 
 
 1.29 
 
 
 1.12 
 
 
 1.09 
 
 Nails, shoe, in bags, barrels, or*boxes~. 
 
 .93 
 
 1.19 
 
 .76 
 
 1.02 
 
 .80 
 
 .99 
 
 Oilcloth, floor, table, carriage, or enameled_ 
 
 1.01 
 
 1.29 
 
 .84 
 
 1.12 
 
 .87 
 
 1.09 
 
 Oil, N. 0. S., 0. R. of leakage. 
 
 .88 
 
 1.19 
 
 .71 
 
 1.02 
 
 .75 
 
 .99 
 
 Packing-house products. 
 
 .88 
 
 1.19 
 
 .71 
 
 1.02 
 
 .75 
 
 .99 
 
 Paints or colors, dry or in oil, N. 0. S. 
 
 .91 
 
 1.14 
 
 .74 
 
 .97 
 
 .77 
 
 .94 
 
 Paper, N. O. S. 
 
 .93 
 
 1.24 
 
 .76 
 
 1.07 
 
 .80 
 
 1.04 
 
 Paper, printing, building, roofing, carpet, 
 
 
 
 
 
 
 
 wrapping, binders’ board, strawboard, lin- 
 
 
 
 
 
 
 
 ing, and cardboard, straw and manila. 
 
 .90 
 
 1.15 
 
 .74 
 
 .98 
 
 .78 
 
 .97 
 
 Pencils, lead, boxed. 
 
 
 1.34 
 
 
 1.17 
 
 
 1.14 
 
 Pipe, steel or iron, riveted, in spiral or straight 
 
 
 
 
 
 
 
 seam, not over 20 inches in diameter. 
 
 .86 
 
 1.15 
 
 .69 
 
 .98 
 
 .74 
 
 .97 
 
 Presses, printing. 
 
 1.03 
 
 1.29 
 
 .86 
 
 1.12 
 
 .90 
 
 1.09 
 
 Pumps, steam, iron.*.. 
 
 .97 
 
 1.29 
 
 .81 
 
 1.12 
 
 .86 
 
 1.09 
 
 Rails and fastenings, iron or steel, N. 0. S. 
 
 .63 
 
 .91 
 
 .47 
 
 .74 
 
 .54 
 
 .75 
 
 Rope or cable, N. 0. S. 
 
 .82 
 
 1.19 
 
 . 66 
 
 1.02 
 
 .71 
 
 .99 
 
 Rubber goods, N. 0. S. 
 
 
 1.34 
 
 
 1.17 
 
 
 1.14 
 
 Saddlery, N. 6. S. 
 
 1.20 
 
 1.54 
 
 1.02 
 
 1.37 
 
 1.04 
 
 1.34 
 
 Salts, bleaching, in barrels. 
 
 .82 
 
 1.11 
 
 .66 
 
 .95 
 
 .71 
 
 .94 
 
 Seed, N. 0. S., In packages. 
 
 .85 
 
 1.16 
 
 .68 
 
 .99 
 
 .76 
 
 1.02 
 
 Sewing machines, K. D., crated or boxed. 
 
 1.21 
 
 1.49 
 
 1.05 
 
 1.32 
 
 1.10 
 
 1.29 
 
 Soap. 
 
 
 1.34 
 
 
 1.17 
 
 
 1.14 
 
 Soda, caustic, hyposulphite of, nitrate of, sal, 
 
 
 
 
 
 
 
 and silicate of. 
 
 .70 
 
 .96 
 
 .55 
 
 .79 
 
 .61 
 
 .80 
 
 Springs, rubber, steel, or volute, for cars. 
 
 .77 
 
 1.01 
 
 .61 
 
 .85 
 
 .66 
 
 .84 
 
 Tile, roofing or drain. 
 
 .70 
 
 .96 
 
 .55 
 
 .79 
 
 .61 
 
 . 80 - 
 
 Tin, pig or bar. 
 
 .75 
 
 .98 
 
 .59 
 
 .81 
 
 .64 
 
 .82 
 
 Tinware, N.O.S., nested. 
 
 1.03 
 
 1.25 
 
 .86 
 
 1.08 
 
 .90 
 
 1.07 
 
 Vehicles, N. 0. S. 
 
 1.00 
 
 
 .84 
 
 
 .89 
 
 
 Whiting. 
 
 .75 
 
 1.01 
 
 .59 
 
 85 
 
 .64 
 
 .84 
 
 Wire: 
 
 
 
 
 
 
 
 Barbed, fence. 
 
 .76 
 
 .96 
 
 .59 
 
 .79 
 
 .64 
 
 .80 
 
 Brass or copper... 
 
 .85 
 
 1.14 
 
 .69 
 
 .97 
 
 .73 
 
 .94 
 
 Fencing, N. 0. S. 
 
 .97 
 
 1.28 
 
 .81 
 
 1.11 
 
 .86 
 
 1.12 
 
 Galvanized.•. 
 
 .76 
 
 .96 
 
 .59 
 
 .79 
 
 .64 
 
 .80 
 
 Iron or steel. 
 
 .76 
 
 .96 
 
 .59 
 
 .79 
 
 .64 
 
 .80 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 521 
 
 Table No. 29. —Through freight rates from interior United Statespoints to points in Mexico. 
 
 [Group 1.—City of Mexico, Pachuca, Torreon, Gomez Palacio. Group 2.—San LuisPotosi, Monterey.] 
 
 [Per 100 pounds.] 
 
 Rate from St. Louis and Kansas City to— 
 
 
 Group 1. 
 
 Group 2. 
 
 uommouiueb. 
 
 
 
 
 
 
 
 
 
 
 All rail. 
 
 Rail and water. 
 
 All rail. 
 
 Rail and water. 
 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Agricultural implements. 
 
 $1.20 
 
 
 $1.11 
 
 
 $1.04 
 
 
 $0. 95 
 
 
 Ammonia, aqua or ammoniacal 
 
 • 
 
 
 
 
 
 liquor, in carboys or bottles, 
 
 
 
 
 
 
 
 
 
 0. R. B.. and leakage. 
 
 1.27 
 
 
 1.18 
 
 
 1.10 
 
 
 1.01 
 
 
 Asbestos cloth. 
 
 1.23 
 
 $1.59 
 
 1.15 
 
 $1.45 
 
 1.06 
 
 $1.42 
 
 .98 
 
 $1.28 
 
 Axle grease. 
 
 .92 
 
 
 .84 
 
 
 .76 
 
 
 .68 
 
 
 Axles, iron or steel, N. 0. S. 
 
 .82 
 
 1.16 
 
 .74 
 
 1.04 
 
 .65 
 
 .99 
 
 .57 
 
 .87 
 
 Bags and bagging. 
 
 .96 
 
 1.26 
 
 .84 
 
 1.12 
 
 .81 
 
 1.09 
 
 .69 
 
 .95 
 
 Belting, canvas, leather, or rubber.. 
 
 
 1.39 
 
 
 1.23 
 
 
 1.22 
 
 
 1.06 
 
 Blackmg, shoe, stove, or harness, 
 
 
 
 
 
 
 
 
 
 N. 0. S. 
 
 
 1.45 
 
 
 1.31 
 
 
 1.28 
 
 
 1.14 
 
 Boiler covering, mineral wool. 
 
 1.14 
 
 1.49 
 
 1.06 
 
 1.37 
 
 .98 
 
 1.33 
 
 .90 
 
 1.21 
 
 Boilers, N. 0. S. 
 
 1.10 
 
 
 1.01 
 
 
 .94 
 
 
 .85 
 
 
 Books, N. 0. S., boxed. 
 
 
 1.53 
 
 
 1.37 
 
 
 1.36 
 
 
 1.20 
 
 Boots and shoes, boxed. 
 
 
 1.73 
 
 
 1.57 
 
 
 1.56 
 
 
 1.40 
 
 Bottles, glass, N. O.S. 
 
 1.05 
 
 1.38 
 
 .97 
 
 1.26 
 
 .88 
 
 1.21 
 
 .80 
 
 1.09 
 
 Bottles, to Monterey only. 
 
 
 
 
 
 .55 
 
 
 .42 
 
 
 Cable: 
 
 
 
 
 
 
 
 
 
 Copper wire, reels or coils. 
 
 1.00 
 
 1.37 
 
 .91 
 
 1.23 
 
 .83 
 
 1.20 
 
 .74 
 
 1.06 
 
 Wire, iron or steel. 
 
 .93 
 
 1.24 
 
 .85 
 
 1.12 
 
 .76 
 
 1.07 
 
 .68 
 
 .95 
 
 Canned goods, N. 0. S. 
 
 1.05 
 
 1.35 
 
 .97 
 
 1.26 
 
 .88 
 
 1.18 
 
 .80 
 
 1.00 
 
 Carpets, N. 0. S. 
 
 1.45 
 
 1.63 
 
 1.29 
 
 1.47 
 
 1.28 
 
 1.46 
 
 1.12 
 
 1.30 
 
 Clothing, new or second-hand, boxed 
 
 
 1.78 
 
 
 1.62 
 
 
 1.61 
 
 
 1.45 
 
 Copper bolts, nails, rods, rivets, 
 
 
 
 
 
 
 
 
 
 washers, sheets, plates, blanks, 
 
 
 
 
 
 
 
 
 
 and screws. 
 
 1.08 
 
 1.34 
 
 .94 
 
 1.20 
 
 .91 
 
 1.17 
 
 .77 
 
 i.oa 
 
 Copper ingots. 
 
 1.04 
 
 1.32 
 
 .95 
 
 1.20 
 
 .87 
 
 1.15 
 
 .78 
 
 1.03 
 
 Cordage, in packages, Class D. 
 
 1.01 
 
 
 .95 
 
 
 .85 
 
 
 .79 
 
 
 Crockerv, N. 0. S., fifth class. 
 
 1.18 
 
 
 1.10 
 
 
 1.01 
 
 
 .93 
 
 
 Drugs and medicines, N. 0. S. 
 
 
 1.63 
 
 
 1.47 
 
 
 1.46 
 
 
 1.30 
 
 Fish, dry, pickled, or salt, N. O.S... 
 
 1.05 
 
 1.35 
 
 .97 
 
 1.26 
 
 .88 
 
 1.18 
 
 .80 
 
 1.00 
 
 Furniture, new, K. D. 
 
 1. 58 
 
 
 1.49 
 
 
 1.41 
 
 
 1.32 
 
 
 Glass, fifth class. 
 
 . 97 
 
 
 .89 
 
 
 .81 
 
 
 .73 
 
 
 Glass, window, common, 0. R. B_ 
 
 .97 
 
 
 .89 
 
 
 .81 
 
 
 .73 
 
 
 Groceries: 
 
 
 
 
 
 
 
 
 
 Cereal products or preparations, 
 
 
 
 
 
 
 
 
 
 N.O.S. 
 
 1.20 
 
 1.50 
 
 1.12 
 
 1.41 
 
 1.03 
 
 1.33 
 
 .95 
 
 1.24 
 
 Flour, in barrels or cotton sacks. 
 
 .92 
 
 1.22 
 
 .84 
 
 1.13 
 
 .76 
 
 1.06 
 
 .68 
 
 .97 
 
 Molasses. 
 
 1.10 
 
 1.45 
 
 1.02 
 
 1.36 
 
 .93 
 
 1.28 
 
 .85 
 
 1.19 
 
 Pease, dried. 
 
 1.00 
 
 1.33 
 
 .94 
 
 1.21 
 
 .84 
 
 1.15 
 
 .78 
 
 1.03 
 
 Starch . 
 
 .99 
 
 1.38 
 
 .91 
 
 1.26 
 
 .83 
 
 1.21 
 
 . 75 
 
 1.09 
 
 Sugar, N. 0. S.,in packages. 
 
 .94 
 
 1.31 
 
 .86 
 
 1.22 
 
 .78 
 
 1.14 
 
 .70 
 
 1.05 
 
 Hardware: 
 
 
 
 
 
 
 
 
 
 Butts, iron or steel. 
 
 1.04 
 
 1.27 
 
 .92 
 
 1.15 
 
 .87 
 
 1.10 
 
 .75 
 
 .98 
 
 Hammers, files, or rasps. 
 
 1.13 
 
 1.39 
 
 .99 
 
 1.25 
 
 .96 
 
 1.22 
 
 .82 
 
 1.08- 
 
 Handles, ax. 
 
 
 1.27 
 
 
 1.18 
 
 
 1.11 
 
 
 1.02 
 
 Hatchets. 
 
 1.13 
 
 1.39 
 
 .99 
 
 1.25 
 
 .96 
 
 1.22 
 
 .82 
 
 1.03 
 
 Locks and padlocks. 
 
 
 1.39 
 
 
 1.25 
 
 
 1.22 
 
 
 1.03 
 
 Screws, N. 6. S. 
 
 1.13 
 
 1.39 
 
 .99 
 
 1.25 
 
 .94 
 
 1.20 
 
 .82 
 
 1.08 
 
 Shoes, horse, mule, or ox. 
 
 .80 
 
 1.17 
 
 .72 
 
 1.08 
 
 .64 
 
 1.01 
 
 .56 
 
 .92 
 
 Harness, in bales or boxes. 
 
 
 1.63 
 
 
 1.47 
 
 
 1.46 
 
 
 1.30 
 
 Iron or steel bolts and nuts. 
 
 .82 
 
 1.14 
 
 .74 
 
 1.05 
 
 .66 
 
 .97 
 
 .58 
 
 .88 
 
 Lead, white. 
 
 .97 
 
 1.26 
 
 .89 
 
 1.17 
 
 .81 
 
 1.09 
 
 .73 
 
 1.00 
 
 Leather, N. O. S. 
 
 1.19 
 
 1.53 
 
 1.10 
 
 1.37 
 
 1.02 
 
 1.36 
 
 .93 
 
 1.20 
 
 Mats and matting, N. 0. S. 
 
 
 1.53 
 
 
 1.37 
 
 
 1.36 
 
 
 1.20 
 
 Nails, shoe. 
 
 1.09 
 
 1.37 
 
 1.00 
 
 1.25 
 
 .92 
 
 1.20 
 
 .83 
 
 1.08 
 
 Oilcloth, floor, table, carriage, or 
 
 
 
 
 
 
 
 
 
 enameled. 
 
 1.19 
 
 1.49 
 
 1.07 
 
 1.35 
 
 1.02 
 
 1.32 
 
 .90 
 
 1.18 
 
 Oil, N. O. S., fifth class. 
 
 1.00 
 
 
 .92 
 
 
 .83 
 
 
 .75 
 
 
 Packing-house products. 
 
 1.13 
 
 
 1.05 
 
 
 .96 
 
 
 .88 
 
 
 Paints or colors, N. 0. S., Class C_ 
 
 1.01 
 
 
 .95 
 
 
 .84 
 
 
 .78 
 
 
 Paper, building, roofing, wrapping . 
 
 1.02 
 
 1.33 
 
 .94 
 
 1.21 
 
 .86 
 
 1.16 
 
 .78 
 
 1.04 
 
 Rails and fastenings. 
 
 .66 
 
 
 .60 
 
 
 .49 
 
 
 .43 
 
 
 Rope or cable, N.O.S. 
 
 .98 
 
 
 .89 
 
 
 .82 
 
 
 .73 
 
 
 Saddlery, N. 0. S. 
 
 1.44 
 
 1.78 
 
 1.28 
 
 1.62 
 
 1.26 
 
 1.61 
 
 1.10 
 
 1.45 
 
 Salt... 
 
 .75 
 
 1.03 
 
 .69 
 
 .94 
 
 .58 
 
 .86 
 
 .52 
 
 .77 
 
 Soap. 
 
 
 1.54 
 
 
 1.40 
 
 
 1.37 
 
 
 1.23. 
 
 Soda, caustic, nitrate of. 
 
 .82 
 
 1.12 
 
 .74 
 
 1.03 
 
 .67 
 
 .95 
 
 . 59 
 
 .86 
 
 Stoves, N. 0 S . 
 
 1.11 
 
 
 1.02 
 
 
 .94 
 
 
 .85 
 
 
 Tinware, N. 0. S., nested. 
 
 1.19 
 
 1.45 
 
 1.10 
 
 1.31 
 
 1.02 
 
 1.28 
 
 .93 
 
 1.14 
 
 Tobacco, leaf, unmanufactured 
 
 1.10 
 
 
 1.02 
 
 
 .93 
 
 
 .85 
 
 
 Vehicles, wagon or carriage, wood, 
 
 
 
 
 
 
 
 
 
 in the white, not ironed. 
 
 1.03 
 
 1.41 
 
 .96 
 
 1.27 
 
 .87 
 
 1.25 
 
 .80 
 
 1.11 
 
 Wire: 
 
 
 
 
 
 
 
 
 
 Barbed, fence. 
 
 .81 
 
 1.12 
 
 .73 
 
 1.03 
 
 .64 
 
 .95 
 
 .56 
 
 .85 
 
 Brass or copper. 
 
 1.01 
 
 1.34 
 
 .92 
 
 1.20 
 
 .85 
 
 1.17 
 
 .76 
 
 1.03 
 
 Iron or steel. 
 
 .81 
 
 1.12 
 
 .73 
 
 •1.03 
 
 .64 
 
 .95 
 
 .56 
 
 .86 
 
522 
 
 DIGEST OF HEADINGS ON RAILWAY RATES 
 
 Table No. 29. —Through freight rates from interior United States points to points in 
 
 Mexi co —Conti n ued. 
 
 Rate from New Orleans to— 
 
 Group 1. Group 2. 
 
 oommouiues. 
 
 All rail. 
 
 Rail and water. 
 
 All rail. 
 
 Rail and water 
 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Agrie.nlturn! implements .. 
 
 $1.13 
 
 
 $1.04 
 
 
 $0. 97 
 
 
 $0.88 
 
 
 Ammonia, aqua or ammoniacal 
 
 
 
 • 
 
 
 liquor, in carboys or bottles, 
 
 
 
 
 
 
 
 
 
 O R. B , and leakage. 
 
 1.18 
 
 
 1.09 
 
 
 1.01 
 
 
 .92 
 
 
 Asbestos cloth. 
 
 1.17 
 
 $1.49 
 
 1.09 
 
 $1.35 
 
 1.00 
 
 $1.32 
 
 .92 
 
 $1.18 
 
 Axle area,se. .. 
 
 .86 
 
 
 .78 
 
 
 .70 
 
 
 .62 
 
 
 Axles, iron or steel, N. 0. S. 
 
 .76 
 
 1.06 
 
 .68 
 
 .94 
 
 .59 
 
 .89 
 
 .51 
 
 .77 
 
 Bags and bagging. 
 
 .86 
 
 1.16 
 
 .74 
 
 1.02 
 
 .71 
 
 .99 
 
 .59 
 
 .85 
 
 Belting eanvns leather, or rubber. 
 
 
 1.29 
 
 
 1.13 
 
 
 1.12 
 
 
 . 96 
 
 Blacking, shoe, stove, or harness, 
 
 
 
 
 
 
 
 
 
 N. 0 S . 
 
 
 1.35 
 
 
 1.21 
 
 
 1.18 
 
 
 1.04 
 
 Boiler covering, mineral wool. 
 
 1.08 
 
 1.39 
 
 1.00 
 
 1.27 
 
 .92 
 
 1.23 
 
 .84 
 
 1.11 
 
 Boilers N. O. S. 
 
 1.03 
 
 
 .94 
 
 
 .87 
 
 
 .78 
 
 
 Bnnks NOS boxed . 
 
 
 1.43 
 
 
 1.27 
 
 
 1.26 
 
 
 1.10 
 
 Boots and shoes, boxed. 
 
 
 1.63 
 
 / 
 
 1.47 
 
 
 1.46 
 
 
 1.30 
 
 Bottles, glass, N. 0. S. 
 
 .99 
 
 1.28 
 
 .91 
 
 1.16 
 
 .82 
 
 1.11 
 
 .74 
 
 .99 
 
 Bottles to Mon ter ev only. 
 
 
 
 
 
 .49 
 
 
 .36 
 
 
 Gable: 
 
 
 
 
 
 
 
 
 
 Copper wire, reels or coils. 
 
 .91 
 
 1.27 
 
 .82 
 
 1.13 
 
 .74 
 
 1.10 
 
 .65 
 
 .96 
 
 Wire, iron or steel. 
 
 .87 
 
 1.14 
 
 .79 
 
 1.02 
 
 .70 
 
 .97 
 
 .62 
 
 .85 
 
 Canned goods, N. 0. S. 
 
 .99 
 
 1.26 
 
 .91 
 
 1.17 
 
 .82 
 
 1.09 
 
 .74 
 
 1.00 
 
 Carpets, N. 0. S. 
 
 1.35 
 
 1.53 
 
 1.19 
 
 1.37 
 
 1.18 
 
 1.36 
 
 1.02 
 
 1.20 
 
 Clothing, newor second-hand, boxed 
 
 
 1.68 
 
 
 1.52 
 
 
 1.51 
 
 
 1.35 
 
 Copper "bolts, nails, rods, rivets, 
 
 
 
 
 
 
 
 
 
 washers, sheets, plates, blanks, 
 
 
 
 
 
 
 
 
 
 and screws. 
 
 .98 
 
 1.24 
 
 .84 
 
 1.10 
 
 .81 
 
 1.07 
 
 .69 
 
 .93 
 
 Copper ingots. 
 
 .95 
 
 1.22 
 
 .86 
 
 1.10 
 
 .78 
 
 1.05 
 
 .69 
 
 .93 
 
 Cordage, in packages, Class D. 
 
 .95 
 
 
 .89 
 
 
 . 79 
 
 
 .73 
 
 
 Crockery, N. O. S., fifth class. 
 
 1.12 
 
 
 1.04 
 
 
 .95 
 
 
 .87 
 
 
 Drugs and medicines, N. 0. S. 
 
 
 1.53 
 
 
 1.37 
 
 
 1.36 
 
 
 1.20 
 
 Fish", dry, pickled, or salt, N. 0. S... 
 
 .99 
 
 1.26 
 
 .91 
 
 1.17 
 
 .82 
 
 1.09 
 
 .74 
 
 1.00 
 
 Furniture, new, K. D. 
 
 1.51 
 
 
 1.42 
 
 
 1.34 
 
 
 1.25 
 
 
 Glass, fifth class. 
 
 .89 
 
 
 .81 
 
 
 .73 
 
 
 .65 
 
 
 Glass, window, common, 0. R. B_ 
 
 .91 
 
 
 .83 
 
 
 .75 
 
 
 .67 
 
 
 ■Groceries: 
 
 
 
 
 
 
 
 
 
 Cereal products or preparations, 
 
 
 
 
 
 
 
 
 
 * 0« •••••••••••••••••••••••• 
 
 1.14 
 
 1.41 
 
 1.06 
 
 1.32 
 
 .97 
 
 1.24 
 
 .89 
 
 1.15 
 
 Flour, in barrels or cotton sacks. 
 
 .86 
 
 1.13 
 
 .78 
 
 1.04 
 
 .70 
 
 .97 
 
 .62 
 
 .88 
 
 Molasses. 
 
 1.05 
 
 1.36 
 
 .97 
 
 1.25 
 
 .88 
 
 1.19 
 
 .80 
 
 1.10 
 
 Pease, dried. 
 
 .94 
 
 1.23 
 
 .88 
 
 1.11 
 
 .78 
 
 1.05 
 
 .72 
 
 .93 
 
 Starch . 
 
 .93 
 
 1.28 
 
 .85 
 
 1.16 
 
 .77 
 
 1.11 
 
 .69 
 
 .99 
 
 Sugar, N. 0. S., in packages. 
 
 .89 
 
 1.22 
 
 .81 
 
 1.13 
 
 .73 
 
 1.05 
 
 .65 
 
 .96 
 
 Hardware: 
 
 
 
 
 
 
 
 
 
 Butts, iron or steel. 
 
 .94 
 
 1.17 
 
 .82 
 
 1.05 
 
 .77 
 
 1.00 
 
 .65 
 
 .88 
 
 Hammers, files, or rasps. 
 
 1.03 
 
 1.29 
 
 .89 
 
 1.15 
 
 .86 
 
 1.12 
 
 .72 
 
 .98 
 
 Handles, ax. 
 
 
 1.18 
 
 
 1.09 
 
 
 1.02 
 
 
 .93 
 
 Hatchets. 
 
 1.03 
 
 1.29 
 
 .89 
 
 1.15 
 
 .86 
 
 1.12 
 
 .72 
 
 .98 
 
 Locks and padlocks. 
 
 
 1.29 
 
 
 1.15 
 
 
 1.12 
 
 
 .98 
 
 Screws, N. 0. S. 
 
 1.01 
 
 1.27 
 
 .85 
 
 1.15 
 
 .84 
 
 1.10 
 
 .72 
 
 .98 
 
 Shoes, horse, mule, or ox. 
 
 .74 
 
 1.08 
 
 .66 
 
 .99 
 
 .58 
 
 .92 
 
 .50 
 
 .83 
 
 Harness, in bales or boxes. 
 
 
 1.53 
 
 
 1.37 
 
 
 1.36 
 
 
 1.20 
 
 Iron or steel bolts and nuts. 
 
 .76 
 
 1.05 
 
 .68 
 
 .96 
 
 .60 
 
 .88 
 
 .52 
 
 .79 
 
 Lead, white. 
 
 .91 
 
 1.17 
 
 .83 
 
 1.08 
 
 .75 
 
 1.00 
 
 .67 
 
 .91 
 
 Leather, N. 0. S. 
 
 1.10 
 
 1.43 
 
 1.01 
 
 1.27 
 
 .93 
 
 1.26 
 
 .84 
 
 1.10 
 
 Mats and matting, N. 0. S. 
 
 
 1.43 
 
 
 1.27 
 
 
 1.26 
 
 
 1.10 
 
 Nails, shoe. 
 
 1.00 
 
 1.27 
 
 .91 
 
 1.15 
 
 .83 
 
 1.10 
 
 .74 
 
 .98 
 
 ■Oilcloth, floor, table, carriage, or 
 
 
 
 
 
 
 
 
 
 enameled. 
 
 1.09 
 
 1.39 
 
 .97 
 
 1.25 
 
 .92 
 
 1.22 
 
 .80 
 
 1.08 
 
 Oil, N. 0. S., fifth class. 
 
 .94 
 
 
 .86 
 
 
 .77 
 
 
 .69 
 
 
 Packing-house products. 
 
 1.07 
 
 
 .99 
 
 
 .90 
 
 
 .82 
 
 
 Paints or colors, N. 0. S., Class C_ 
 
 . 95 
 
 
 .89 
 
 
 .78 
 
 
 .72 
 
 
 Paper, building, roofing, wrapping. 
 
 .96 
 
 1.23 
 
 .88 
 
 1.11 
 
 .80 
 
 1.06 
 
 .72 
 
 .94 
 
 Rails and fastenings. 
 
 .63 
 
 
 .57 
 
 
 . 46 
 
 
 .40 
 
 
 Rope or cable, N. 0. S. 
 
 .89 
 
 
 .80 
 
 
 .73 
 
 
 . 64 
 
 
 Saddlery, N. 0. S . 
 
 1.34 
 
 1.68 
 
 1.18 
 
 1.52 
 
 1.16 
 
 1.51 
 
 1.00 
 
 1.35 
 
 Salt. 
 
 .69 
 
 .94 
 
 .63 
 
 .85 
 
 .52 
 
 .77 
 
 .46 
 
 .68 
 
 Soap. 
 
 
 1.44 
 
 
 1.30 
 
 
 1.27 
 
 
 1.13 
 
 Soda, caustic, nitrate of. 
 
 .76 
 
 1.03 
 
 . 66 
 
 .94 
 
 .61 
 
 .86 
 
 .53 
 
 .77 
 
 Stoves, N. 0. S . 
 
 1.04 
 
 
 . 95 
 
 
 .87 
 
 
 .78 
 
 
 Tinware, N. 0. S., nested.. 
 
 1.10 
 
 1.35 
 
 1.01 
 
 1.21 
 
 .93 
 
 1.18 
 
 .84 
 
 1.04 
 
 Tobacco, leaf, unmanufactured. 
 
 1.04 
 
 
 . 96 
 
 
 .87 
 
 
 .79 
 
 
 Vehicles, wagon or carriage, wood, 
 
 
 
 
 
 
 
 
 
 in the white, not ironed. 
 
 .97 
 
 1.31 
 
 .90 
 
 1.17 
 
 .81 
 
 1.15 
 
 .74 
 
 1.01 
 
 Wire: 
 
 
 
 
 
 
 
 
 
 Barbed, fence. 
 
 .75 
 
 1.03 
 
 .67 
 
 .94 
 
 .58 
 
 .86 
 
 .50 
 
 .77 
 
 Brass or copper. 
 
 .92 
 
 1.24 
 
 .83 
 
 1.10 
 
 .76 
 
 1.07 
 
 .67 
 
 .93 
 
 Iron or steel. 
 
 .75 
 
 1.03 
 
 .67 
 
 .94 
 
 .58 
 
 .86 
 
 .50 
 
 .77 
 
 I » I 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 523 
 
 Table No. 29. —Through freight rates from interior United States ’points to points in 
 
 Mexico —Con ti n ued. 
 
 Rate from Chicago and Milwaukee to— 
 
 Commodities. 
 
 Group 1. 
 
 Group 2. 
 
 All rail. 
 
 Rail and water. 
 
 All rail. 
 
 Rail and water. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Agricultural implements. 
 
 $1.27 
 
 
 $1.18 
 
 
 $1.11 
 
 
 $1.02 
 
 
 Ammonia, aqua or ammoniacal 
 
 
 
 
 
 liquor, in carboys or bottles, 
 
 
 
 
 
 
 
 
 
 0. R. B., and leakage. 
 
 1.35 
 
 
 1.26 
 
 
 1.18 
 
 
 1.09 
 
 
 Asbestos cloth.•. 
 
 1.28 
 
 $1.71 
 
 1.20 
 
 . 
 
 $1. 57 
 
 1.11 
 
 $1.54 
 
 1.03 
 
 $1.40 
 
 Axle grease. 
 
 .97 
 
 
 .89 
 
 
 .81 
 
 
 .73 
 
 
 Axles, iron or steel, N. 0. S. 
 
 .87 
 
 1.25 
 
 .79 
 
 i. 13 
 
 .70 
 
 1.08 
 
 . .62 
 
 .96 
 
 Bags and bagging. 
 
 1.05 
 
 1.38 
 
 .93 
 
 1.24 
 
 .90 
 
 1.21 
 
 .78 
 
 1.07 
 
 Belting, canvas, leather, or rubber.. 
 
 
 1.54 
 
 
 1.38 
 
 
 1.37 
 
 
 1.21 
 
 Blacking, shoe, stove, or harness, 
 
 
 
 
 
 
 
 
 
 N. 0. S. 
 
 
 1.57 
 
 
 1.43 
 
 
 1.40 
 
 
 1.26 
 
 Boiler covering, mineral wool. 
 
 1.19 
 
 1.58 
 
 1.11 
 
 1.46 
 
 1.03 
 
 1.42 
 
 .95 
 
 1.30 
 
 Boilers, N. 0. S. 
 
 1.17 
 
 
 1.08 
 
 
 1.01 
 
 
 .92 
 
 
 Books, N. 0. S., boxed. 
 
 
 1. 68 
 
 
 1.52 
 
 
 1.51 
 
 
 1.35 
 
 Boots and shoes, boxed. 
 
 
 1.88 
 
 
 1.72 
 
 
 1.71 
 
 
 1.55 
 
 Bottles, glass, N. 0. S. 
 
 1.10 
 
 1.47 
 
 1.02 
 
 1.35 
 
 .93 
 
 1.30 
 
 .85 
 
 1.18 
 
 Bottles, to Monterey onlv. 
 
 
 
 
 
 .60 
 
 
 .47 
 
 
 Cable: 
 
 
 
 
 
 
 
 
 
 Copper wire, reels or coils. 
 
 1.08 
 
 1.49 
 
 .99 
 
 1.35 
 
 .91 
 
 1.32 
 
 .82 
 
 1.18 
 
 Wire, iron or steel. 
 
 .98 
 
 1.33 
 
 .90 
 
 1.21 
 
 .81 
 
 1.16 
 
 .73 
 
 1.04 
 
 Canned goods, N. 0. S. 
 
 1.10 
 
 1.43 
 
 1.02 
 
 1.34 
 
 .93 
 
 1. 26 
 
 .85 
 
 1.17 
 
 Carpets. N. 0. S. 
 
 1.60 
 
 1.78 
 
 1.44 
 
 1.62 
 
 1.43 
 
 1.61 
 
 1.27 
 
 1.45 
 
 Clothing, new or second-hand, boxed 
 
 
 1.93 
 
 
 1.77 
 
 
 1.76 
 
 
 1.60 
 
 Copper bolts, nails, rods, rivets, 
 
 
 
 
 
 
 
 
 
 washers, sheets, plates, blanks, 
 
 
 
 
 
 
 
 
 
 and screws. 
 
 1.20 
 
 1.46 
 
 1.06 
 
 1.32 
 
 1.03 
 
 1.29 
 
 .89 
 
 1.15 
 
 Copper ingots. 
 
 1.12 
 
 1.41 
 
 1.03 
 
 1.29 
 
 .95 
 
 1.24 
 
 .86 
 
 1.12 
 
 Cordage, in packages. Class U . 
 
 1.06 
 
 
 1.00 
 
 
 .90 
 
 
 .84 
 
 
 Crockery, N. 0. S., fifth class. 
 
 1.23 
 
 
 1.15 
 
 
 1.06 
 
 . 
 
 .98 
 
 
 Drugs and medicines N. 0. S 
 
 
 1.78 
 
 
 1.62 
 
 
 1.61 
 
 
 1.45 
 
 Fish, dry, pickled, or salt, N. 0. S... 
 
 . 
 
 1.10 
 
 1.43 
 
 1.02 
 
 1.34 
 
 .93 
 
 1.26 
 
 .85 
 
 1.17 
 
 Furniture, new, K. D. 
 
 1.65 
 
 
 1.56 
 
 
 1.48 
 
 
 1.39 
 
 
 Glass, fifth class. 
 
 1.02 
 
 
 .94 
 
 
 .86 
 
 
 .78 
 
 
 Glass, window, common, 0. R. B_ 
 
 1.02 
 
 
 .94 
 
 . 
 
 .86 
 
 
 .78 
 
 
 Groceries: 
 
 
 
 
 
 
 
 
 
 Cereal products or preparations, 
 
 
 
 
 
 
 
 
 
 N. 0. S. 
 
 1.25 
 
 1.58 
 
 1.17 
 
 1.49 
 
 1.08 
 
 1.41 
 
 1.00 
 
 1.32 
 
 Flour, in barrels or cotton sacks. 
 
 .97 
 
 1.30 
 
 .89 
 
 1.21 
 
 .81 
 
 1.14 
 
 .73 
 
 1.05 
 
 Molasses. 
 
 1.15 
 
 1.53 
 
 1.07 
 
 1.44 
 
 .98 
 
 1.36 
 
 .90 
 
 1.27 
 
 Pease, dried. 
 
 1.05 
 
 1.42 
 
 .99 
 
 1.30 
 
 .89 
 
 1.24 
 
 .83 
 
 1.12 
 
 Starch . 
 
 1.04 
 
 1.47 
 
 .96 
 
 1.35 
 
 .88 
 
 1.30 
 
 .80 
 
 1.18 
 
 Sugar, N. 0. S., in packages. 
 
 .99 
 
 1.39 
 
 .91 
 
 1.30 
 
 .83 
 
 1.22 
 
 .75 
 
 1.13 
 
 Hardware: 
 
 
 
 
 
 
 
 
 
 Butts, iron or steel. 
 
 1.13 
 
 1.36 
 
 1.01 
 
 1.24 
 
 .96 
 
 1.19 
 
 .84 
 
 1.07 
 
 Hammers, files, or rasps. 
 
 1.25 
 
 1.51 
 
 1.11 
 
 1.37 
 
 1.08 
 
 1.34 
 
 .94 
 
 1.20 
 
 Handles, ax . . . 
 
 
 1.35 
 
 
 1.26 
 
 
 1.19 
 
 
 1.10 
 
 Hatchets. 
 
 1.25 
 
 1.51 
 
 'i.'ii' 
 
 1.37 
 
 1.08 
 
 1.34 
 
 .96 
 
 1.20 
 
 Locks and padlocks. 
 
 
 1.51 
 
 
 1.37 
 
 
 1.34 
 
 
 1.20 
 
 Screws, N. 0. S. 
 
 1.20 
 
 1.46 
 
 1.08 
 
 1.34 
 
 1.03 
 
 1.29 
 
 .91 
 
 1.17 
 
 Shoes, horse, mule, or ox. 
 
 .85 
 
 1.25 
 
 .77 
 
 1.16 
 
 .69 
 
 1.09 
 
 .61 
 
 1.00 
 
 Harness, in bales or boxes. 
 
 
 1.78 
 
 
 1.62 
 
 
 1.61 
 
 
 1.45 
 
 Iron or steel bolts and nuts. 
 
 .87 
 
 1.22 
 
 .79 
 
 1.13 
 
 .71 
 
 1.05 
 
 .63 
 
 .96 
 
 Lead, white. 
 
 1.02 
 
 1.34 
 
 .94 
 
 1.25 
 
 .86 
 
 1.17 
 
 .78 
 
 1.08 
 
 Leather, N. 0. S. 
 
 1.27 
 
 1.68 
 
 1.18 
 
 1.52 
 
 1.10 
 
 1.51 
 
 1.01 
 
 1.35 
 
 Mats and matting NOS 
 
 
 1.68 
 
 
 1.52 
 
 
 1. 51 
 
 
 1.35 
 
 Nails, shoe. 
 
 1.17 
 
 1.46 
 
 1.08 
 
 1.34 
 
 1.00 
 
 1.29 
 
 .91 
 
 1.17 
 
 Oilcloth, floor, table, carriage, or 
 
 
 
 
 
 
 
 
 
 enameled. 
 
 1.28 
 
 1.61 
 
 1.16 
 
 1.47 
 
 1.11 
 
 1.44 
 
 .99 
 
 1.30 
 
 Oil N O. S fifth class 
 
 1.05 
 
 
 . 97 
 
 
 .88 
 
 
 .80 
 
 
 Packing-house products. 
 
 1.18 
 
 
 1.10 
 
 
 1.01 
 
 
 .93 
 
 
 Paints or colors N. O. S. Class C_ 
 
 1.06 
 
 
 1.00 
 
 
 .89 
 
 
 .83 
 
 
 Paper, building, roofing, wrapping.. 
 
 1.07 
 
 1.42 
 
 .99 
 
 1.30 
 
 .91 
 
 1.25 
 
 .83 
 
 1.13 
 
 Rails and fastenings 
 
 .71 
 
 
 .65 
 
 
 .54 
 
 
 .48 
 
 
 Rope or cable N O S 
 
 1.06 
 
 
 .97 
 
 
 .90 
 
 
 .81 
 
 
 Saddlery, N. 0. S. 
 
 1.59 
 
 1.93 
 
 1.43 
 
 1.77 
 
 1.41 
 
 1.76 
 
 1.25 
 
 1.60 
 
 Salt. 
 
 .80 
 
 1.11 
 
 .74 
 
 1.02 
 
 .63 
 
 .94 
 
 .57 
 
 .85 
 
 Soap . 
 
 
 1.66 
 
 
 1.52 
 
 
 1.49 
 
 
 1.35 
 
 Soda, caustic, nitrate of. 
 
 .87 
 
 1.20 
 
 .79 
 
 1.11 
 
 .72 
 
 .1.03 
 
 .64 
 
 .94 
 
 Stoves NOS 
 
 1.18 
 
 
 1.09 
 
 
 1.01 
 
 
 .92 
 
 
 Tinware, N. O.S., nested. 
 
 1.27 
 
 1.57 
 
 1.18 
 
 1.43 
 
 1.10 
 
 1.40 
 
 1.01 
 
 1.26 
 
 Tobacco leaf unmanufactured 
 
 1.15 
 
 
 1.07 
 
 
 .98 
 
 
 .90 
 
 
 Vehicles, wagon or carriage, wood, 
 
 
 
 
 
 
 
 
 
 in the white, not ironed. 
 
 1.09 
 
 1.53 
 
 1.02 
 
 1.39 
 
 .93 
 
 1.37 
 
 .86 
 
 1.23 
 
 Wire: 
 
 
 
 
 
 
 
 
 
 Barbed,fence. 
 
 .86 
 
 1.20 
 
 .78 
 
 1.11 
 
 .69 
 
 1.03 
 
 .61 
 
 .94 
 
 Brass or copper. 
 
 1.09 
 
 1.46 
 
 1.00 
 
 1.32 
 
 .93 
 
 1.29 
 
 .84 
 
 1.15 
 
 Iron or steel. 
 
 • 86 
 
 1.20 
 
 .78 
 
 1.11 
 
 .69 
 
 1.03 
 
 .61 
 
 .94 
 
524 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 29. —Through freight rates from interior United States points to points in 
 
 Mexico —Continued. 
 
 Rate from Pittsburg territory to— 
 
 • 
 
 Group 1. 
 
 Group 2. 
 
 commoQi tics. 
 
 
 
 
 
 
 
 
 
 
 All rail. 
 
 Rail and water. 
 
 All rail. 
 
 Rail and water. 
 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 Agricultural implements. 
 
 $1.&5 
 
 . 
 
 $1.26 
 
 
 $1.19 
 
 
 $1.10 
 
 
 Ammonia, aqua or ammoniacal 
 
 
 
 
 
 
 liquor, in carboys or bottles, 
 
 
 
 
 
 
 
 
 
 0. R. B., and leakage. 
 
 1. 44 
 
 
 1.35 
 
 
 1.27 
 
 
 1.18 
 
 
 Asbestos cloth... 
 
 1.37 
 
 $1.93 
 
 1.29 
 
 $1.79 
 
 1.20 
 
 $k 76 
 
 1.12 
 
 $1.62 
 
 Axle grease. 
 
 1.06 
 
 
 .98 
 
 
 .90 
 
 
 .82 
 
 
 AxlesV iron or steel, N. 0. S. 
 
 .96 
 
 . 
 
 1.40 
 
 .88 
 
 1.28 
 
 .79 
 
 1.23 
 
 .71 
 
 1.11 
 
 Bags and bagging. 
 
 1.20 
 
 1.60 
 
 1.08 
 
 1.46 
 
 1.05 
 
 1.43 
 
 .93 
 
 1.29 
 
 Belting, canvas, leather, or rubber.. 
 
 
 1.77 
 
 
 1.61 
 
 
 1.60 
 
 
 1.44 
 
 Blacking, shoe, stove, or harness, 
 
 
 1.79 
 
 
 1.65 
 
 
 1. 62 
 
 
 1.48 
 
 N. 0. S'..'. 
 
 
 
 
 
 
 
 
 
 Boiler covering, mineral wool. 
 
 1.28 
 
 1.73 
 
 1.20 
 
 1.61 
 
 1.12 
 
 1.57 
 
 1.04 
 
 1.45 
 
 Boilers, N. 0. ST.. 
 
 1.25 
 
 
 1.16 
 
 
 1.09 
 
 
 1.00 
 
 
 Books, N. 0. S., boxed. 
 
 
 1.91 
 
 
 1.75 
 
 
 1.74 
 
 
 1.58 
 
 Boots and shoes, boxed. 
 
 
 2.11 
 
 
 1.95 
 
 
 1.94 
 
 
 1.78 
 
 Bottles, glass, N. 0. S. 
 
 1.19 
 
 1.62 
 
 1.11 
 
 1.50 
 
 1.02 
 
 1.45 
 
 .94 
 
 1.33 
 
 Bottles, to Monterey only. 
 
 
 
 
 
 .69 
 
 
 .56 
 
 
 Cable: 
 
 
 
 
 
 
 
 
 
 Copper wire, reels or coils. 
 
 1.17 
 
 1.71 
 
 L08 
 
 1.57 
 
 1.00 
 
 1.54 
 
 .91 
 
 1.40 
 
 Wire, iron or steel. 
 
 1.07 
 
 1.48 
 
 .99 
 
 1.36 
 
 .90 
 
 1.31 
 
 .82 
 
 1.19 
 
 Canned goods, N. 0. S. 
 
 1.19 
 
 1.52 
 
 1.11 
 
 1.43 
 
 1.02 
 
 1.35 
 
 .94 
 
 1.26 
 
 Carpets, N. 0. S. 
 
 1.83 
 
 2.01 
 
 1.67 
 
 1.85 
 
 1.66 
 
 1.84 
 
 1.50 
 
 1.68 
 
 Clothing, new or second-hand, boxed 
 
 
 2.16 
 
 
 2.00 
 
 
 1.99 
 
 
 1.83 
 
 Copper bolts, nails, rods, rivets, 
 
 
 
 
 
 
 
 
 
 washers, sheets, plates, blanks, 
 
 
 
 
 
 
 
 
 
 and screws. 
 
 1.42 
 
 1.68 
 
 1.28 
 
 1.54 
 
 1.25 
 
 1.51 
 
 1.11 
 
 1.37 
 
 Copper ingots. 
 
 1.21 
 
 1.66 
 
 1.12 
 
 1.44 
 
 1.04 
 
 1.39 
 
 .95 
 
 1.27 
 
 Cordage, in packages, Class D. 
 
 1.13 
 
 
 1.07 
 
 
 .97 
 
 
 .91 
 
 
 Crockerv, N* 0. S.,"fifth class. 
 
 1.32 
 
 
 1.24 
 
 
 1.15 
 
 
 1.07 
 
 
 Drugs and medicines, N. 0. S. 
 
 
 2.01 
 
 
 1.85 
 
 
 1.84 
 
 
 1.68 
 
 Fish, dry, pickled, or salt, N. 0. S... 
 
 1.19 
 
 1.52 
 
 1.11 
 
 1.43 
 
 1.02 
 
 1.35 
 
 .94 
 
 1.26 
 
 Furniture, new, K. D. 
 
 1.73 
 
 
 1.64 
 
 
 1.56 
 
 
 1.47 
 
 
 Glass, fifth class. 
 
 1.11 
 
 
 1.03 
 
 
 .95 
 
 
 .87 
 
 
 Glass, window, common, 0. R. B_ 
 
 1.11 
 
 
 1.03 
 
 
 .95 
 
 
 .87 
 
 
 Groceries: 
 
 
 
 
 
 
 
 
 
 Cereal products or preparations, 
 
 
 
 
 
 
 
 
 
 N. 0. S. 
 
 1.34 
 
 1.67 
 
 1.26 
 
 1.58 
 
 1.17 
 
 1.50 
 
 1.09 
 
 1.41 
 
 Flour, in barrels or cotton sacks. 
 
 1.06 
 
 1.39 
 
 .98 
 
 1.30 
 
 .90 
 
 1.23 
 
 .82 
 
 1.14 
 
 Molasses. 
 
 1.24 
 
 1.62 
 
 1.16 
 
 1.53 
 
 1.07 
 
 1.45 
 
 .99 
 
 1.36 
 
 Pease, dried. 
 
 1.12 
 
 1.57 
 
 1.06 
 
 1.45 
 
 .96 
 
 1.39 
 
 .90 
 
 1.27 
 
 Starch . 
 
 1.13 
 
 1.62 
 
 1.05 
 
 1.50 
 
 .97 
 
 1.45 
 
 .89 
 
 1.33 
 
 Sugar, N. 0. S., in packages. 
 
 1.08 
 
 1.48 
 
 1.00 
 
 1.39 
 
 .92 
 
 1.31 
 
 .84 
 
 1.22 
 
 Hardware: 
 
 
 
 
 
 
 
 
 
 Butts, iron or steel. 
 
 1.28 
 
 1.51 
 
 1.16 
 
 1.39 
 
 1.11 
 
 1.34 
 
 .99 
 
 1.22 
 
 Hammers, files, or rasps. 
 
 1.47 
 
 1.73 
 
 1.33 
 
 1.59 
 
 1.30 
 
 1.56 
 
 1.16 
 
 1.42 
 
 Handles, ax. 
 
 
 1.44 
 
 
 1.35 
 
 
 1.28 
 
 
 1.19 
 
 Hatchets. 
 
 1.47 
 
 1.73 
 
 1.33 
 
 1.59 
 
 1.30 
 
 1.56 
 
 1.16 
 
 1.42 
 
 Locks and padlocks. 
 
 
 1.73 
 
 
 1.59 
 
 
 1.56 
 
 
 1.42 
 
 Screws, N. 6. S. 
 
 1.35 
 
 1.61 
 
 1.23 
 
 1.49 
 
 i.is 
 
 1.44 
 
 1.06 
 
 1.32 
 
 Shoes, horse, mule, or ox. 
 
 .94 
 
 1.34 
 
 .86 
 
 1.25 
 
 .78 
 
 1.18 
 
 .70 
 
 1.09 
 
 Harness, in bales or boxes. 
 
 
 2.01 
 
 
 1.85 
 
 
 1.84 
 
 
 1.68 
 
 Iron or steel bolts and nuts. 
 
 .96 
 
 1.31 
 
 .88 
 
 1.22 
 
 .80 
 
 1.14 
 
 .72 
 
 1.05 
 
 Lead, white. 
 
 1.11 
 
 1.43 
 
 1.03 
 
 1.34 
 
 .95 
 
 1.16 
 
 .87 
 
 1.17 
 
 Leather, N. 0. S. 
 
 1.36 
 
 1.91 
 
 1.27 
 
 1.75 
 
 1.19 
 
 1.74 
 
 1.10 
 
 1.58 
 
 Mats and matting, N. O. S. 
 
 
 1.91 
 
 
 1.75 
 
 
 1.74 
 
 
 1.58 
 
 Nails, shoe. 
 
 1.26 
 
 1.61 
 
 1.17 
 
 1.49 
 
 1.09 
 
 1.44 
 
 1.00 
 
 1.32 
 
 Oilcloth, floor, table, carriage, or 
 
 
 
 
 
 
 
 
 
 enameled. 
 
 1.43 
 
 1.83 
 
 1.31 
 
 1.69 
 
 1.26 
 
 1.66 
 
 1.14 
 
 1.52 
 
 Oil. N.O.S., fifth class. 
 
 1.14 
 
 
 1.06 
 
 
 .97 
 
 
 .89 
 
 
 Packing-house products. 
 
 1.27 
 
 
 1.19 
 
 
 1.10 
 
 
 1.02 
 
 
 Paints or colors*, N. 0. S., Class C_ 
 
 1.13 
 
 
 1.07 
 
 
 .96 
 
 
 . 90 
 
 
 Paper, building, roofing, wrapping.. 
 
 1.16 
 
 1.57 
 
 1.08 
 
 1.45 
 
 1.00 
 
 1.40 
 
 .92 
 
 1.28 
 
 Rails and fastenings. 
 
 .78 
 
 
 .72 
 
 
 .61 
 
 
 .55 
 
 
 Rope or cable, N. 0. S. 
 
 1.15 
 
 
 1.06 
 
 
 . 99 
 
 
 .90 
 
 
 Saddlery, N.O.S. 
 
 1.82 
 
 2.16 
 
 1.66 
 
 2.00 
 
 1.64 
 
 1.99 
 
 1.48 
 
 1.83 
 
 Salt. 
 
 .87 
 
 1.20 
 
 .81 
 
 1.11 
 
 .70 
 
 1.03 
 
 .64 
 
 .94 
 
 Soap. 
 
 
 1.88 
 
 
 1.74 
 
 
 1.71 
 
 
 1.57 
 
 Soda, caustic, nitrate of. 
 
 .96 
 
 1.29 
 
 .88 
 
 1.20 
 
 .81 
 
 1.12 
 
 .73 
 
 1.03 
 
 Stoves, N. 0. S. 
 
 1.26 
 
 
 1.17 
 
 
 1. 09 
 
 . .. 
 
 1.00 
 
 
 Tinware, N.O.S., nested. 
 
 1.36 
 
 1.79 
 
 1.27 
 
 1.65 
 
 1.19 
 
 1.62 
 
 1.10 
 
 1.48 
 
 Tobacco, leaf, unmanufactured. 
 
 1.24 
 
 
 1.16 
 
 
 1.07 
 
 
 . 99 
 
 
 Vehicles, wagon or carriage, wood, 
 
 
 . 
 
 
 
 
 
 
 in the white, not ironed. 
 
 1.15 
 
 1.75 
 
 1.08 
 
 1.61 
 
 .99 
 
 1.59 
 
 .92 
 
 1.45 
 
 Wire: 
 
 
 
 
 
 
 
 
 
 Barbed, fence. 
 
 .95 
 
 1.29 
 
 .87 
 
 1.20 
 
 .78 
 
 1.12 
 
 .70 
 
 1.03 
 
 Brass or copper. 
 
 1.18 
 
 1.68 
 
 1.09 
 
 1.54 
 
 1.02 
 
 1.51 
 
 .93 
 
 1.37 
 
 Iron or steel. 
 
 .95 
 
 1.29 
 
 .87 
 
 1.20 
 
 .78 
 
 1.12 
 
 .70 
 
 1.03 
 
 
 
 
 
 
 
 
 
 - — 
 
525 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 30. —Tariff No. 2—New York to Central American ports. (Supersedes con¬ 
 flicting rates of earlier date.) “Panama route.” 
 
 [Panama Railroad steamship line, Panama Railroad, and connecting steamer lines.] 
 
 ' Commencing with shipments from New York, September 1, 1905, the following 
 rates will apply per cubic foot or per 100 pounds or per centum ad valorem (steamer’s 
 option) except otherwise herein provided. 
 
 
 Classes. 
 
 D. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4 (less than 
 5-ton lots). 
 
 4 (5-ton 
 lots 
 
 upward). 
 
 5 (5-ton 
 lots up¬ 
 ward)^ 
 
 Mini¬ 
 
 mum. 
 
 Punta Arenas.... 
 San Juan del Sur. 
 
 Corinto. 
 
 Amapala. 
 
 La Union. 
 
 La Libertad. 
 
 Acajutla. 
 
 San Jose de Guat. 
 Champerico. 
 
 $1.25 cu- 
 bicfoot, 
 $2.50100 
 • lbs. 
 
 94 cents 
 cubic 
 foot, 
 $1.88100 
 lbs., or 
 
 2 4 per 
 cent. 
 
 53 cents 
 cubic 
 foot, 
 $1.06100 
 lbs. 
 
 47 cents 
 cubic 
 foot, 94 
 cents 
 100 lbs. 
 
 37 cents 
 cubic 
 foot, 74 
 cents 
 100 lbs. 
 
 28 cents 
 cubic 
 foot, 56 
 cents 
 100 lbs. 
 
 25 cents 
 cubic 
 foot, 
 50 cents 
 100 lbs. 
 
 $5. 00 
 
 a Class 5.—Merchandise under this class: Bricks, cement, coal, coke, iron and steel bars, hoops, 
 plates, sheets (including galvanized), pig, rails, fish plates, axles and wheels, lead (in pigs), salt (in 
 bags), soda (ash, caustic, hyposulphate, and silicate), when shipped in 5-ton lots and upward. 
 Subject to the following exceptions: 
 
 To Punta Arenas— 
 
 Gunpowder. 
 
 Refined petroleum. 
 
 Rosin. 
 
 Treasure on value. 
 
 White and yellow pine lumber.... 
 Parcels not exceeding 2 cubic feet 
 To other Central American ports— 
 
 Refined petroleum. 
 
 Rosin. 
 
 Treasure on value. 
 
 White and yellow pine lumber.... 
 Parcels not exceeding 2 cubic feet 
 
 August 25, 1905. 
 
 10 cents per pound. 
 
 .25 cents per cubic foot. 
 .50 cents per 100 pounds. 
 
 11 per cent. 
 
 .$20 per 1,000 feet B. M. 
 $2.50 each. 
 
 .35 cents per cubic foot. 
 .50 cents per 100 pounds. 
 II per cent. 
 
 $24 per 1,000 feet B. M. 
 .$3 each. 
 
 Mexican freight tariff No. 2. (Superseding, conflicting rates of earlier date.) Panama route, 
 Panama Railroad Steamship Line. Panama Railroad, Pacific Steam Navigation Company, and 
 Cia. Sud-Americana deVapores.] 
 
 Table No. 31.— Tariff of freight rates from New York to Mexican ports, taking effect 
 
 April 16, 1901. {Subject to change without notice.) 
 
 Commencing with shipments from New York, April 16, 1901, the following rates 
 will apply per ton of 40 cubic feet, or 2,000 pounds, at steamer’s option, to: 
 
 
 Classes. 
 
 D. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 Special (on 
 5-ton lots of 
 fourth-class 
 freight). 
 
 Mini¬ 
 
 mum. 
 
 Acapulco. 
 
 Manzanillo. 
 
 San Bias. 
 
 | $50.00 
 
 $36. 00 
 
 $22.80 
 
 $20. 40 
 
 $16.80 
 
 $13.20 
 
 $5.00 
 
 Beer, glassware (except cut), oakum, shooks.per ton.. $12.00 
 
 Brushes, boots and shoes, refined petroleum.do_ 15.00 
 
 Cotton piece goods.do_ 18.00 
 
 Parcels not exceeding 2 cubic feet.each.. 3.00 
 
 Rates to Mazatlan (on a weight basis) will be those of Transcontinental West-Round 
 Tariff No. I-G, effective January 18, 1904, and supplements thereto. 
 
 New York, April 5, 1901. 
 
526 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 32. —Tariff of freight rates from New York and common points to San Fran¬ 
 cisco, taking effect January 26 , 1904 (subject to change without notice). 
 
 [S. F. Rate Circular No. 7. (Supersedes conflicting rates of earlier date.) Panama route. Panama 
 
 Railroad Steamship Line, Panama Railroad.] 
 
 [Class rates, subject to the Western classification, in cents per 100 pounds.] 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 180 
 
 150 
 
 130 
 
 115 
 
 105 
 
 105 
 
 85 
 
 80 
 
 80 
 
 70 
 
 Commodity rates from New York will be those of transcontinental west-bound 
 tariffs in effect at time of shipment less the following discounts: Carloads, 20 per 
 cent, less carloads, 30 per cent, observing minimum of 40 cents per 100 pounds. 
 
 Minimum charge for any single shipment will be $3. 
 
 Subject to the following exceptions from New York: 
 
 Oil (not petroleum) in barrels or cases in carloads, minimum weight24,000 pounds 
 (calculated on actual gross weight), 50 cents per 100 pounds. 
 
 When through rates are 60 cents per 100 pounds or over via the Panama route 
 they will apply from interior points, provided the local freight charges to New Y'ork 
 plus transfer do not exceed 20 cents per 100 pounds, and provided further that all 
 shipments from points outside of New York City are consigned to the care of Panama 
 Railroad Steamship Line, 24 State street, New York. 
 
 In addition to the regular transportation charges provided above shipments are 
 subject to toll levied in San Francisco by the State of California. 
 
 New York, January 10, 1904 . 
 
 Table No. 33. —Tariff of freight rates from New York to North Pacific coast points, viz, 
 Portland, Astoria, Seattle, Tacoma, Port Townsend, Everett, Anacortes, New Whatcom 
 (Bellingham Bay), Vancouver, and Victoria, taking effect July 1, 1904 (subject to 
 change without notice). 
 
 [Tariff No. 6—N. P. C. (Supersedes conflicting rates of earlier date.) Panama route. Panama Rail¬ 
 road Steamship Line, Panama Railroad, Pacific Mail Steamship Company, connecting in San Fran¬ 
 cisco with the Oregon Railroad and Navigation Company and Pacific Coast Steamship Company.] 
 
 [Class rates, subject to the Western classification, in cents per 100 pounds.] 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 180 
 
 150 
 
 130 
 
 115 
 
 105 
 
 105 
 
 85 
 
 80 
 
 80 
 
 70 
 
 Commodity rates from New York will be those of transcontinental west-bound 
 tariffs in effect at time of shipment less the following discounts: Carloads, 20 per 
 cent, less carloads, 30 per cent, observing minimum of 60 cents per 100 pounds. 
 
 Minimum charge for any single shipment will be $4. 
 
 Charges from interior points plus transfer in New York will be absorbed out of the 
 through rates when not in excess of 20 cents per 100 pounds, but in no case can maxi¬ 
 mum absorption leave less than 60 cents per 100 pounds from New York to Pacific 
 coast terminals mentioned. All shipments from points outside of New York City 
 must be consigned to the care of Panama Railroad Steamship Line, 24 State street, 
 New York. 
 
 In addition to the regular transportation charges provided above shipments are 
 subject to toll levied in San Francisco by the State of California. 
 
 New York, July 1 , 1904 . 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 527 
 
 [Tariff No. 2—C. T. (Supersedes conflicting rates of earlier date.) Panama route. Panama Railroad' 
 Steamship Line, Panama Railroad, and connecting steamer lines.] 
 
 Table No. 34. —Tariff of freight rates from New York and common points to California 
 terminals, viz, Sacramento and Stockton, taking effect January 18, 1904- (subject to change- 
 without notice). 
 
 [Class rates, subject to the Western classification, in cents per 100 pounds.] 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 c. 
 
 D. 
 
 E. 
 
 ISO 
 
 150 
 
 130 
 
 115 
 
 105 
 
 105 
 
 85 
 
 80 
 
 80 
 
 70 
 
 Commodity rates from New York will be those of “Sunset” tariff, No. C 22. 
 Effective January 18, 1904, and supplements thereto, less the following discounts: 
 Carloads, 20 per cent; less carloads, 30 per cent; observing minimum of 50 cents per 
 100 pounds. 
 
 Minimum charge for any single shipment will be $3.50. 
 
 When through rates are 70 cents per 100 pounds or over, via the Panama route, 
 they will apply from Boston, Philadelphia, Baltimore, and common points, provided 
 the local freight charges to New York, plus transfer, do not exceed 20 cents per 100 
 pounds; and provided further, that all shipments from points outside of New York 
 City are consigned to the care of Panama Railroad Steamship Line, 24 State street, 
 New York. 
 
 In addition to the regular transportation charges provided above, shipments are 
 subject to toll levied in San Francisco by the State of California. 
 
 New York, December 22, 1903. 
 
 [Tariff No. 4—S. C. (Supersedes conflicting rates of earlier date.) Panama route. Panama Railroad 
 Steamship Line, Panama Railroad, and connecting steamer lines.] 
 
 Table No. 35. —Tariff of freight rates from New York and common points to southern 
 California points, viz, Los Angeles, San Diego, and. Santa Barbara, taking effect July 
 1, 1904 (subject to change without notice ). 
 
 [Class rates, subject to the Western classification, in cents per 100 pounds.] 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 180 
 
 150 
 
 130 
 
 115 
 
 105 
 
 105 
 
 85 
 
 80 
 
 80 
 
 70 
 
 Commodity rates from New York will be those of transcontinental west-bound 
 tariffs in effect at time of shipments, less the following discounts: Carloads, 20 per 
 cent; less carloads, 30 per cent; observing minimum of 60 cents per 100 pounds. 
 
 Minimum charge for any single shipment will be $3.50. 
 
 Charges from interior points, plus transfer in New York, will be absorbed out of 
 the through rates when not in excess of 20 cents per 100 pounds, but in no case can 
 maximum absorption leave less than 60 cents per 100 pounds from New York to 
 Pacific coast terminals mentioned. All shipments from points outside of New York* 
 City must be consigned to the care of Panama Railroad Steamship Line, 24 State 
 street, New York. 
 
 In addition to the regular transportation charges provided above, shipments are ■ 
 subject to toll levied in San Francisco by the State of California. 
 
 New York, July 1, 1904 . 
 
528 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 36. — Tariff of freight rates from New York to Panama, taking effect July 20, 
 
 1905, 24 State street, New York. 
 
 [Tariff No. 2—New York to Panama. (Supersedes conflicting rates of earlier date.) Panama Rail¬ 
 road Company. Panama Railroad Steamship Line.] 
 
 Commencing with shipments trom New York, July 20, 1905, the following rates 
 will apply per cubic foot or per 100 pounds, at option of carriers: 
 
 Classes. 
 
 D. 
 
 1 . 
 
 . 2. 
 
 3. 
 
 4. 
 
 •$1.12 cubic foot; 
 
 56 cents cubic 
 
 32 cents cubic 
 
 28 cents cubic 
 
 22 cents cubic 
 
 $2.24100 pounds. 
 
 foot; $1.12 100 
 
 foot; 64 cents 
 
 foot; 56 cents 
 
 foot; 44 cents 
 
 pounds. 
 
 100 pounds. 
 
 100 pounds. 
 
 100 pounds. 
 
 Minimum. 
 
 $4.00 
 
 Subject to the following exceptions: 
 
 Beans, flour, onions, peas, potatoes, rice, soap, on weight basis. Class 4. 
 
 Flour (in 10-ton lots), per 100 pounds.35 cents. 
 
 Gunpowder, in metallic kegs. Class D. 
 
 Lumber (not exceeding 20 feet in length), per M feet B. M.$15. 
 
 Pitch, tar, rosin, cement, per 100 pounds. 30 cents. 
 
 Refined petroleum, in lots of 250 cases, per cubic foot.22i cents. 
 
 Refined petroleum, in smaller lots, per cubic foot. 40 cents. 
 
 Parcels, not exceeding 2 cubic feet, each. $2. 
 
 Treasure, on value. i of 1 per cent. 
 
 RULES AND CONDITIONS OF SHIPMENT. 
 
 All freight must be prepaid in United States gold. 
 
 No bill of lading signed for less than minimum charge. 
 
 All packages of unusual bulk or weight will be taken only by special agreement. 
 
 Owner’s risk: Oils and other liquids are taken only at owner’s risk of leakage. 
 Glassware, crockery, and all fragile property concealed in packages, only at owner’s 
 risk of breakage. 
 
 All perishable property only at owner’s risk of frost, heat, and decay. 
 
 Dynamite and high explosives of any kind not carried. 
 
 Refined petroleum taken only when put up in tin cans, boxed, and marked as 
 required by United States law. 
 
 Shippers must comply with all consular regulations for manifests, invoices, certi¬ 
 fication, etc., and any fine imposed by authorities at port of destination, or damage 
 resulting from failure in this respect, or for errors or omissions therein, shall be at 
 the risk and expense of the consignees of the goods, and shall be paid by them. 
 
 Steamers sail from pier 57, North River, New York City, every five days (Sundays 
 excepted), receiving freight up till noon on the previous day, unless sooner full. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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530 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 38 .—Southern Pacific Company, Morgan Steamship Line , in connection with 
 the United Fruit Company's Steamship Line. Freight tariff No. 706, corrected (cancels 
 tariff No. 524), on general merchandise. From New York, N. Y., to Puerto Cortez, 
 Honduras; Punta Gorda and Belize, British Honduras; Livingston, and Puerto Barrios, 
 Guatemala, Central America. Effective January 12, 1905. 
 
 Rate. 
 
 Advertising matter, per cubic foot.. $0. 30 
 
 Ale and beer, bottled: 
 
 In casks, per cask. 1. 28 
 
 In cases, per cubic foot...30 
 
 Agricultural implements, per cubic foot..30 
 
 Acids, released: 
 
 Per carboy. 4.50 
 
 Drums, each. 15. 00 
 
 Axes, anvils, anchors, per 100 pounds.60 
 
 Apples, onions, potatoes, per barrel.. 1.28 
 
 Agateware, per cubic foot.30 
 
 Bacon and green meats, per 100 pounds.60 
 
 Beef and pork: 
 
 Per barrel. 1.28 
 
 Per half barrel.75 
 
 Boots and shoes, per cubic foot.30 
 
 Butter and cheese, per 100 pounds.60 
 
 Brooms, per cubic foot. 30 
 
 Bricks. Special. 
 
 Buckets and tubs: 
 
 Galvanized, per cubic foot. .30 
 
 Wooden, per cubic foot.30 
 
 Beans, peas, and corn, per 100 pounds.60 
 
 Bran and oats, per cubic foot.30 
 
 Barbed wire, per 100 pounds.60 
 
 Blinds, sash, and factory work, per cubic foot.30 
 
 Boilers. Special. 
 
 Cabbage, in crates, per cubic foot. 30 
 
 Cement, per barrel. 1.28 
 
 Crockery: 
 
 In crates and boxes, per cubic foot.30 
 
 In barrels, per barrel. 1.28 
 
 Coal, in sacks only. Special. 
 
 Canned goods, in cases, per cubic foot.30 
 
 Cordage and rope, per cubic foot.30 
 
 Cisterns (wood), K. D. and packed, per cubic foot.30 
 
 Crackers: 
 
 Per barrel.'. 1.28 
 
 Per half barrel.68 
 
 In boxes, per cubic foot.30 
 
 Carts, hand, per cubic foot.30 
 
 Coffee, per 100 pounds.60 
 
 Cigars and cigarettes, per cubic foot.30 
 
 Carriages, children, K. D. and packed, per cubic foot. 
 
 Carriages. Special. 
 
 Cots, per cubic foot.30 
 
 Castings, per 100 pounds.60 
 
 Corn meal, per barrel. 1.28 
 
 Demijohns, M. T. O. R., per gallon.05 
 
 Doors and factory work, per cubic foot.30 
 
 Drugs, per cubic foot.30 
 
 Dry goods, per cubic foot.60 
 
 Flour: 
 
 Per barrel. 1.28 
 
 Per half barrel.68 
 
 Sacks, per 100 pounds.60 
 
 Fish: 
 
 Per kit. 30 
 
 Dry, boxes and drums, per 100 pounds. .60 
 
 Pickled, per barrel. 1.28 
 
 Pickled, per half barrel. .75 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 531 
 
 Furniture: Rate. 
 
 Packed, per cubic foot. $0. 30 
 
 Common, packed, per cubic foot.30 
 
 Glassware: 
 
 Packed, cases, 0. R., per cubic foot.30 
 
 Barrel, O. R., per barrel... 1.28 
 
 Gasoline, in tanks. Special. 
 
 Grindstones, per 100 pounds.60 
 
 Groceries, N. 0. S., per cubic foot.30 
 
 Hardware, heavy, per 100 pounds. .60 
 
 Hay, bales, per 100 pounds.60 
 
 Hoes, rakes, shovels, and spades, in bundles, per cubic foot.30 
 
 Hams, per 100 pounds.60 
 
 Hollowware, per cubic foot.30 
 
 Hats, per cubic foot.30 
 
 Household goods, packed, per cubic foot.30 
 
 Ice, per hogshead. 3. 38 
 
 Iron, sheet, bar, band, and rod, per 100 pounds.60 
 
 Iron safes. Special. 
 
 Kraut, per barrel. 1.28 
 
 Lumber, per thousand..,... 15. 00 
 
 Lard, per 100 pounds. 60 
 
 Lead and zinc, per 100 pounds.60 
 
 Lime, per barrel. 1. 28 
 
 Leather, per cubic foot.30 
 
 Live stock. Special. 
 
 Marble, packed, O. R. B., per 100 pounds.60 
 
 Machinery: 
 
 Heavy. Special. 
 
 Light, boxed, per cubic foot.30 
 
 Mirrors and glass, framed, boxed, O. R., per cubic foot.30 
 
 Molasses, per gallon.06 
 
 Measurement freight, N. O. S., per cubic foot.30 
 
 Mattresses, packed, per cubic foot.*..30 
 
 Nails, spikes, and horseshoes, per keg.•.60 
 
 Nails, boxes, per 100 pounds.60 
 
 Ox bows, per dozen.45 
 
 Oil, burning and lubricating, per gallon.06 
 
 Oakum, per cubic foot.30 
 
 Paper, wrapping, per cubic foot.30 
 
 Paint: 
 
 In barrels, wet, per gallon...,.06 
 
 Kegs, cases, and cans, per 100 pounds.60 
 
 Poultry in coops, per cubic foot.30 
 
 Pickets. Special. 
 
 Pitch, rosin, and tar, per 100 pounds.60 
 
 Pigs’ feet, per barrel. 1. 28 
 
 Pepper, per cubic foot. .30 
 
 Rice, per 100 pounds.60 
 
 Stoves, O. R., per cubic foot.30 
 
 Stove trimmings, per cubic foot.30 
 
 Sash, glazed, 0. R., per cubic foot.30 
 
 Shingles, per thousand. 4. 50 
 
 Sugar, per 100 pounds.60 
 
 Scales, per cubic foot.30 
 
 Sewing machines, K. D., and packed, per cubic foot.30 
 
 Salt, per 100 pounds.60 
 
 Specie, per cent, American value.„ .01 
 
 Shot, per 100 pounds.60 
 
 Showcases, packed, O. R., per cubic foot.30 
 
 Soap, per cubic foot.,.30 
 
 Tobacco: 
 
 Plug, per 100^pounds.60 
 
 Smoking, per cubic foot.30 
 
 Tinware, per cubic foot.30 
 
 Turpentine, per gallon.06 
 
 Vegetables, packed, barrel, per barrel. 1. 28 
 
 Vinegar, per gallon.06 
 
532 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Whisky and wine: Rate. 
 
 Barrel, per gallon. $0. 06 
 
 Cases, per cubic foot.30 
 
 Wire, spools, wire rope, per 100 pounds.60 
 
 Wooden and willow ware, per cubic foot.30 
 
 Wheelbarrows, K. D., per cubic foot.30 
 
 Wagons, per cubic foot. Special. 
 
 Weight goods, N. O. S., per 100 pounds.60 
 
 Yawls. Special. 
 
 Ship’s option, weight or measurement. Freight prepaid in United States currency. 
 No shipment received for less than $3.15. Above rates do not include insurance. 
 Primage 5 per cent additional. 
 
 Note. —Rates set forth herein will not apply on heavy pieces weighing 1 ton or 
 over each. For rates on heavy pieces weighing 1 ton or over apply for rates. 
 
 M. J. Dempsey, 
 
 Traffic Manager United Fruit Company, New Orleans, La. 
 
 C. S. Fay, 
 
 General Freight Agent, New Orleans, La. 
 
 Issued by L. J. Spence, G. E. F. A., Southern Pacific Company, 349 Broadway, New 
 York. 
 
 New York, January 11, 1905. 
 
 Table No. 39.— Red “D” line of steamships. Freight tariff to La Guaira and Puerto 
 
 Cabello from New York. 
 
 [Corrected January 1, 1903.] 
 
 Flour: Kate. 
 
 Crackers, meal and vegetables, in flour barrels, per barrel. $0. 50 
 
 In bags, per 100 pounds.25 
 
 Beef and pork: 
 
 Per barrel.!.75 
 
 In half barrels, per half barrel.40 
 
 Kerosene: 
 
 In barrels, per barrel. 1. 00 
 
 In cases of 10 gallons, per case..*.25 
 
 Lard: 
 
 In tierces of 450 pounds, per 100 pounds. A .25 
 
 In barrels of 250 pounds, per 100 pounds.25 
 
 In firkins of 120 pounds, per 100 pounds.30 
 
 In kegs of 60 pounds, per 100 pounds.30 
 
 In tins, loose— 
 
 20-25 pounds, per tin.20 
 
 10-12 pounds, per tin.15 
 
 5 pounds, per tin.10 
 
 In cases or crates, per cubic foot.12 
 
 Butter, in cases or crates, per cubic foot.15 
 
 Biscuits: 
 
 In tins of 8-10 pounds, loose, per tin.12 
 
 In cases, crates, or bundles, per cubic foot.15 
 
 Corn, in bags of 2 bushels, per bag.25 
 
 Beans and pease, in bags of 2 bushels, per bag.30 
 
 Rosin, rice, cement, and tallow, per 100 pounds.20 
 
 Cloves, pepper, seeds, and spices, per pound .. 
 
 Hams, in tierces, per pound.. 
 
 Rope, per 100 pounds . j. .. .30 
 
 Brooms, per dozen.40 
 
 Shovels, per cubic foot.12 
 
 Cassia, per cubic foot..... .15 
 
 Bran, per 100 pounds.50 
 
 Barbed wire, per 100 pounds.30 
 
 Dry goods, per cubic foot.*..15 
 
 Lumber: 
 
 Pitch pine— 
 
 Flooring boards, per M feet. 12.00 
 
 Planks, even lengths, per M feet. 10.00 
 
 White pine, per M feet. *. . 9.00 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 533 
 
 R 00 y* Rate. 
 
 In barrels, 9/2 c/f. per barrel. $1. 00 
 
 In cases, per cubic foot.12 
 
 Cigarettes and tobacco, per cubic foot.15 
 
 Oats, per 100 pounds.55 
 
 Paper, per cubic foot.15 
 
 Specie, gold, net.per cent.. % 
 
 Imitation jewelry.do_ 1£ 
 
 Weight goods, not specified, per 100 pounds.35 
 
 Measurement goods, not specified, per cubic foot.15 
 
 All with 5 per cent primage, and to La Guaira, in addition 4 cents per 100 kilos 
 wharf dues. Boilers, machinery, cartridges, jewelry, and all other goods of a dan¬ 
 gerous nature or of unusual weight, bulk or value, at special rates. No bills of lad¬ 
 ing signed for less than $3. Freight payable in advance. 
 
 Boulton, Bliss & Dallett, 
 General Managers , 135 Front Street , New York. 
 
 Table No. 40. — Red “D” Line o f steamships—freight tariff to Curasao, Maracaibo , and 
 
 La Vela de Coro from New York. 
 
 [Corrected January 1, 1903.] 
 
 
 Curasao. 
 
 Maracaibo. 
 
 La Vela. 
 
 Flour: 
 
 Crackers, meal, and vegetables, in flour barrels, per barrel. 
 
 In bags, per 100 pounds. 
 
 $0. 40 
 .20 
 
 $0.60 
 .30 
 
 SO. 60 
 .30 
 
 Beef and "pork: 
 
 Per barrel. 
 
 .70 
 
 .90 
 
 .90 
 
 In half barrels, per half barrel. 
 
 .40 
 
 . 50 
 
 .50 
 
 Kerosene: 
 
 In barrels, per barrel. 
 
 1.00 
 
 1.25 
 
 1.25 
 
 In cases of io gallons, per case. 
 
 . 10 
 
 .30 
 
 .30 
 
 Lard: 
 
 In tierces of 450 pounds, per 100 pounds. 
 
 .20 
 
 .30 
 
 .30 
 
 In barrels of 250 pounds, per 100 pounds. 
 
 .20 
 
 .30 
 
 .30 
 
 In firkins of 120 pounds, per 100 pounds. 
 
 .25 
 
 .35 
 
 .40 
 
 In kegs of 60 pounds, per 100 pounds. 
 
 .25 
 
 .40 
 
 .40 
 
 In tins, loose— 
 
 20-25 pounds, per tin. 
 
 .20 
 
 .20 
 
 .20 
 
 10-12 pounds, per tin. 
 
 . 12 
 
 .15 
 
 . 15 
 
 5 pounds, per tin. 
 
 .07 
 
 . 10 
 
 10 
 
 In cases or crates, per cubic foot. 
 
 . 10 
 
 .15 
 
 . 15 
 
 Butter, in cases or crates, per cubic foot. 
 
 . 10 
 
 .15 
 
 .15 
 
 Biscuits: 
 
 In tins of 8-10 pounds, loose, per tin. 
 
 .10 
 
 .15 
 
 .15 
 
 In cases, crates, or bundles, per cubic foot. 
 
 . 10 
 
 . 15 
 
 .15 
 
 Corn, in bags of 2 bushels, per bag. 
 
 .25 
 
 .30 
 
 .30 
 
 Beans and peas, in bags of 2 bushels, per bag. 
 
 . 25 
 
 .35 
 
 .35 
 
 Rosin, rice, cement, and tallow, per 100 pounds. 
 
 .20 
 
 .30 
 
 .30 
 
 Cloves, pepper, seeds, and spices, per pound. 
 
 i. 
 
 3 
 
 
 Hams, in tierces, per pound.*. 
 
 
 A 
 
 
 Rope, per 100 pounds.". 
 
 .25 
 
 .35 
 
 .35 
 
 Brooms, per dozen. 
 
 .40 
 
 .40 
 
 .40 
 
 Shovels, "per cubic foot. 
 
 . 10 
 
 . 15 
 
 . 15 
 
 Cassia, per cubic foot. 
 
 . 10 
 
 .15 
 
 . 15 
 
 Bran, per 100 pounds. 
 
 .40 
 
 . 60 
 
 .60 
 
 Barbed wire, per 100 pounds. 
 
 .20 
 
 .35 
 
 .35 
 
 Drv goods, per cubic foot. 
 
 . 15 
 
 . 20 
 
 .20 
 
 Lumber: 
 
 Pitch pine— 
 
 Flooring boards, per M feet. 
 
 12.00 
 
 12.00 
 
 12.00 
 
 Planks, even lengths, per M feet.. 
 
 10.00 
 
 10 . 00 
 
 10 . 00 
 
 White pine, per M feet. 
 
 9.00 
 
 9.00 
 
 9. 00 
 
 Beer: 
 
 In barrels, 9/2 c/f, per barrel. 
 
 .95 
 
 1.25 
 
 1.25 
 
 In cases, per cubic foot. 
 
 . 10 
 
 . 15 
 
 . 15 
 
 Cigarettes and tobacco, per cubic foot. 
 
 . 12 
 
 .20 
 
 .20 
 
 Oats, per 100 pounds... 
 
 .30 
 
 .60 
 
 . 60 
 
 Paner. Der cubic foot.. ' _ 
 
 . 10 
 
 . 15 
 
 . 15 
 
 Specie, "gold, net. 
 
 Imitation jewelry. 
 
 Weight goods, not SDecified. ner 100 Bounds.. 
 
 ...per cent.. 
 
 1 
 
 a 
 
 1 
 
 .30 
 
 1 
 
 U 
 
 i* 
 
 . 40 
 
 1 
 
 3 
 
 H 
 
 .40 
 
 Measurement goods, not specified, per cubic foot. 
 
 .10 
 
 .20 
 
 .20 
 
 
 All with 5 per cent primage. Boilers, machinery, cartridges, jewelry, and all other 
 goods of a dangerous nature or of unusual weight, bulk, or value, at special rates. 
 No bills of lading signed for less than $3. Freight payable in advance. 
 
 Boulton, Bliss & Dallett, 
 
 General Managers , 135 Front Street , New York. 
 
534 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 41. —Hamburg American Line, Atlas Line service. Freight tariff outward 
 from New York to Jamaica, Colombia, and Central America. In effect July 1 , 190-1. 
 (Subject to change without notice.) 
 
 [Pim, Forwood & Kellock, agents, 17 State street, New York.] 
 
 Articles. 
 
 King¬ 
 
 ston. 
 
 Jamaica 
 
 outports. 
 
 Colom¬ 
 
 bia. 
 
 Grey- 
 
 town. 
 
 Port 
 
 Limon. 
 
 Flour: 
 
 Meal, bread and feed, in flour barrels— 
 
 Per barrel. 
 
 ?0.40 
 
 • 
 
 $0. 60 
 
 SO. 60 
 
 • 
 
 §0. 85 
 
 « 
 
 $0.80 
 
 .40 
 
 Per half barrel. 
 
 .25 
 
 .35 
 
 .35 
 
 . 50 
 
 In bags, per 100 pounds. 
 
 .20 
 
 .30 
 
 .21 
 
 .20* 
 
 .90 
 
 Beef, pork, tongues,"and lish: 
 
 Per barrel . 
 
 .50 
 
 .70 
 
 .75 
 
 1.00 
 
 Per half barrel. 
 
 .30 
 
 .40 
 
 .45 
 
 .60 
 
 .50 
 
 Per quarter barrel. 
 
 .20 
 
 .25 
 
 Vegetables, in flour barrels, per barrel. 
 
 .50 
 
 .60 
 
 .60 
 
 . 85 
 
 .k> 
 
 Lard, butter, oleomargarine,* and cheese, per 100 
 pounds. 
 
 .25 
 
 .35 
 
 .30 
 
 . 424 
 
 .40 
 
 Tallow, grease, parafin, stearine, caustic soda, 
 soda ash, and silex, per 100 pounds. 
 
 .20 
 
 .30 
 
 .30 
 
 . 421 
 
 .35 
 
 Soap, weight or measurement*at ship’s option: 
 
 Per cubic foot. 
 
 .07 
 
 .12 
 
 .12 
 
 .17 
 
 .16 
 
 Per 100 pounds. 
 
 . 18 
 
 .30 
 
 .30 
 
 .421 
 
 .40 
 
 Fish, codfish: 
 
 In drums, per quintal. 
 
 .331 
 
 . 55 
 
 Herrings and bloaters, in boxes, per cubic 
 foot. 
 
 .08 
 
 .12 
 
 . 12 
 
 .17 
 
 . 16 
 
 Tar, pitch, rosin, cement, and plaster: lime (on 
 deck), per 100 pounds. 
 
 .20 
 
 .30 
 
 a. 75 
 
 a 1.00 
 
 a. 95 
 
 Hay, in bales, compressed, per 100 pounds (lotsof 
 
 5 tons). 
 
 .40 
 
 .50 
 
 b. 08 
 
 Corn: 
 
 Per 100 pounds. 
 
 .35 
 
 .30 
 
 .421 
 
 ..._.... 
 
 .40 
 
 In 2-bushel bags, per bag. 
 
 .20 
 
 .30 
 
 Oats and feed, per 100 pounds. 
 
 .25 
 
 .35 
 
 .30 
 . 75 
 
 .50 
 
 .50 
 
 Bran, in bags, per 100 pounds. 
 
 . 45 
 
 . 55 
 
 Rice, per 100 pounds. 
 
 . 171 
 
 .30 
 
 .30 
 
 • 42* 
 .35 
 
 .40 
 
 Barb wire, per 100 pounds. 
 
 .20 
 
 .30 
 
 .25 
 
 .35 
 
 Brooms, shovels, boots and shoes, candles, furni¬ 
 ture, bottled beer, carriages, canned goods, 
 lamps, glassware, rope, twine, trunks, paper, 
 tea, gunny bags, per cubic foot. 
 
 .08 
 
 .12 
 
 .12 
 
 .17 
 
 .16 
 
 Beer in barrels, per cubic foot. 
 
 .08 
 
 a. 90 
 
 a. 90 
 
 Hard ware, weigh tor measurement at ship’s option: 
 Per cubic foot. 
 
 .12 
 
 .12 
 
 .17 
 
 .16 
 
 Per 100 pounds. 
 
 
 .30 
 
 .30 
 
 .42* 
 
 .40 
 
 Malt, per cubic foot. 
 
 
 .40 
 
 Beans and peas, per 100 pounds. 
 
 .20 
 
 .30 
 
 .30 
 
 .42* 
 
 .17 
 
 .40 
 
 Kerosene in cases, per cubic foot. 
 
 .08 
 
 .12 
 
 .10 
 
 .16 
 
 Kerosene and cotton-seed oil, in barrels, per barrel. 
 Heavy oils in barrels: 
 
 Per barrel. 
 
 1.00 
 
 
 
 
 1.50 
 
 Per cubic foot. 
 
 
 .12 
 
 . 12 
 
 . 17 
 
 Sugar, per 100 pounds. 
 
 .25 
 
 .35 
 
 .30 
 
 .42* 
 
 .42* 
 
 .40 
 
 Salt in barrels and sacks, per 100 pounds. 
 
 .30 
 
 .21 
 
 .20* 
 
 Marble dust, per ICO pounds... 
 
 
 .21 
 
 Matches (on deck), per cubic foot. 
 
 .08 
 
 . 
 
 . 12 
 
 . 12 
 
 . 17 
 
 .16 
 
 Measurement goods* not enumerated, per cubic 
 
 foot. 
 
 Weight goods, not enumerated, per 100 pounds... 
 Shooks: 
 
 Puncheons and hogsheads, per shook . 
 
 .08 
 
 .20 
 
 .40 
 
 .12 
 
 .30 
 
 . 50 
 
 .12 
 
 .30 
 
 .17 
 
 .42* 
 
 .16 
 
 .40 
 
 Bov and shingles per enhie foot . 
 
 .07 
 
 . 12 
 
 
 
 
 Barrel, number of barrel packages make up, 
 per cubic foot ... 
 
 .07 
 
 .12 
 
 
 
 
 Orange barrels, number of barrel packages 
 
 make nn ner barrel 
 
 .05 
 
 
 
 
 Lumber (ordinary), per 1,000 feet. 
 
 Rrieks ner 1 0Q0 
 
 6.50 
 
 8. ,50 
 
 10.00 
 
 12.00 
 
 12.00 
 
 Fire-bricks per 1 000 
 
 
 9.50 
 
 
 
 
 Kflfps nor 100 nonmls 
 
 
 
 
 
 Benzine, gasoline, and naphtha, in 5-gallon cans 
 (cased), acids, ammonia, ether, and fireworks 
 
 (all on deck), per cubic foot. 
 
 Gasoline and naphtha in 10-gallon drums (cased) 
 on deck per cubic foot. 
 
 .20 
 
 . 
 
 (o) 
 
 .20 
 
 .30 
 
 . 25 
 
 .25 
 
 Powder, dynamite, explosives, and fuse, per 
 
 pound, gross weight. 
 
 Cartridges (for firearms), per pound, gross weight. 
 Acids in carbovs (on deck), per carbov. 
 
 .03 
 
 .001 
 
 2.50 
 
 ( c ) 
 
 ( e l 
 
 ( c ) 
 
 .04 
 
 .001 
 
 2.50 
 
 .04 
 
 .001 
 
 2.50 
 
 . 04 
 .001 
 2.50 
 
 a Per barrel. 
 b Per cubic foot. 
 
 c No deck cargo, live stock, or explosives carried to Jamaica outports via Kingston. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 535 
 
 Table No. 41.— Hamburg American Line , Atlas Line service. Freight tariff outward 
 from New York to Jamaica, Colombia , and Central America. Ln effect July 1 , 1903. 
 (Subject to change without notice) —Continued. 
 
 Articles. 
 
 King¬ 
 
 ston. 
 
 Jamaica 
 
 outports. 
 
 Colom¬ 
 
 bia. 
 
 Grey- 
 
 town. 
 
 Port 
 
 Limon. 
 
 Acid in large metal drums (on deck), per drum.. 
 
 Carbonic-acid gas (on deck), in cylinders not 
 over 100 pounds weight, per cvlinder. 
 
 $10.00 
 
 .60 
 
 («) 
 
 [ b $10.00 
 < c 5.00 
 l c 2. 50 
 
 b $10.00 
 c 5.00 
 c2.50 
 
 b $10.00 
 c 5.00 
 c. 2.50 
 
 Specie and valuables, per ad valorem (net) 
 
 .per cent.. 
 
 Machinery, boilers, etc. 
 
 1 
 
 9 
 
 1 
 
 9 
 
 Spec 
 ( b ) 
 
 (*>) 
 
 ( h ) 
 
 ( b ) 
 
 ( b ) 
 
 i 
 
 ial agreen 
 75.00 
 
 1 
 
 lent. 
 
 85.00 
 
 1 
 
 Cattle, per head. 
 
 40. 00 
 
 75.00 
 
 Horses,*per head. 
 
 Sheep, per head. 
 
 50.00 
 15. 00 
 
 75.00 
 25. 00 
 
 85.00 
 
 35.00 
 
 75.00 
 25.00 
 
 Hogs, per head. 
 
 20.00 
 
 25.00 
 
 35.00 
 
 25.00 
 
 Chickens and fowls (in crates of not over 4 in one 
 crate), per crate. 
 
 4.00 
 
 5.00 
 
 5.00 
 
 5.00 
 
 
 a No deck cargo, live stock, or explosives carried to Jamaica outports via Kingston. 
 b Large. 
 c Smaller. 
 
 All rates bear 10 per cent primage additional except those on specie and live stock. 
 Kingston freights payable at New York or at destination, at shipper’s option; all 
 other freights and dues must be prepaid in exchange for bill of lading. 
 
 On shipments to Colombian ports, following charges must be prepaid with the 
 freight: 
 
 Stamp duty on each set of bills of lading. $2. 00 
 
 Light-house dues, per 1,000 kilos.60 
 
 Tonnage dues, per 1,000 kilos... 1. 50 
 
 Manifest fee, per package.01 
 
 Table No. 42.— The New York and Porto Rico Steamship Company freight tariff. 
 
 [Subject to change without notice. To San Juan, Ponce, and Mayaguez, and when sufficient cargo 
 offers to Aguadilla, Arroyo, Humacao, Fajardo, and Arecibo. Cargo for Arecibo will pay 10 per 
 cent in addition to these'rates. When steamer does not call at any of the above ports goods may 
 be transshipped by coast steamer at San Juan. (See transshipment rate). Freight must be prepaid. 
 Five per cent primage on all freight. No freight received without permit, which can be had on 
 application.] 
 
 Acid: Rate. 
 
 In carboys, on deck, per carboy. $3. 00 
 
 In drums, on deck, per cubic foot.20 
 
 Beans and pease, in bags or barrels, per 100 pounds.20 
 
 Beer, in barrels, per barrel..75 
 
 Bran and feed, per 100 pounds.30 
 
 Bacon, butter and boxed provisions, per cubic foot.12 
 
 Brooms, per cubic foot.12 
 
 Boots and shoes, per cubic foot.16 
 
 Beef and tongue, in barrels and half barrels, per 100 pounds.20 
 
 Box shooks, empty boxes, per cubic foot.08 
 
 Cornmeal, in bags, per bag. 30 
 
 Corn and oats, per bushel.10 
 
 Crackers: 
 
 In barrels, per barrel.50 
 
 Soda, in boxes, per cubic foot.08 
 
 Per cubic foot.12 
 
 Chairs, common, per cubic foot.12 
 
 Carriages, per cubic foot.16 
 
 Cement, in barrels, per 100 pounds.10 
 
 Cots and wire mattresses, per cubic foot.10 
 
 Carriage woodwork, wheels, etc., per cubic foot.10 . 
 
 Cheese and candles, per cubic foot.12 
 
 Cartridges, per pound.03 
 
 Coal, in bags, per ton... 4. 00 
 
 Dry goods, cotton goods, notions, etc., per cubic foot.14 
 
 Drugs, druggists’ sundries, chemicals, etc., per cubic foot.20 
 
530 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Rate 
 
 Flour, in customary bags or barrels, per bag or barrel. $0. 30 
 
 Fruit and vegetables, per barrel.50 
 
 Fish: 
 
 In drums, 4 quintals per drum. 1.00 
 
 In boxes, per cubic foot..08 
 
 Pickled, in barrels, per 100 pounds.20 
 
 Fertilizer, in bags, per 100 pounds.20 
 
 Fire clay, per 100 pounds.20 
 
 Fire brick, per 100 pounds.20 
 
 Furniture, per cubic foot.16 
 
 Glassware, crockery, and earthenware, per cubic foot.10 
 
 Grease, per 100 pounds.30 
 
 Grindstones, per 100 pounds.25 
 
 Hams, per cubic foot.12 
 
 Hay, in bales, per cubic foot.08 
 
 Hoops, per 1,000 hoops. 5 00 
 
 Household effects in use, per cubic foot.12 
 
 Hats, per cubic foot.14 
 
 Iron, in bars, sheets, per 100 pounds.30 
 
 Iron castings, angle iron, etc., per 100 pounds.35 
 
 Iron corrugated roofing, in sheets, per 100 pounds.20 
 
 Lard: 
 
 In tierces and barrels, per 100 pounds.25 
 
 In cases, per cubic foot.12 
 
 Lampware, per cubic foot.12 
 
 Lumber: 
 
 White pine, per 1,000 feet. 5. 00 
 
 Yellow pine, per 1,000 feet. 8. 00 
 
 Matches, in tin-lined cases, per cubic foot.12 
 
 Match splints, in cases, strawboard, per cubic foot.08 
 
 Machinery: 
 
 Pieces or packages under 2,000 pounds, per 100 pounds. 35 
 
 2,000 to 3,000 pounds per piece or package, per 100 pounds. 50 
 
 3,000 to 4,000 pounds per piece or package, per 100 pounds.60 
 
 4,000 to 5,000 pounds per piece or package, per 100 pounds.75 
 
 5,000 to 6,000 pounds per piece or package, per 100 pounds. 1.00 
 
 Over 6,000 pounds. Special. 
 
 Measurement rate at ship’s option, per cubic foot.16 
 
 Millinery, ribbons, etc., per cubic foot.16 
 
 Nails, per 100 pounds.25 
 
 Nuts and bolts, per 100 pounds.35 
 
 Oil, lubricating, per cubic foot.13 
 
 Pork, per barrel.60 
 
 Paper (straw),,in bundles, per cubic foot....08 
 
 Paper bags, per cubic foot.08 
 
 Paper, news print, per cubic foot.12 
 
 Pepper, in bags, per cubic foot.12 
 
 Paint, per 100 pounds.25 
 
 Petroleum, per cubic foot.06 
 
 Pipe: 
 
 Iron, per 100 pounds.30 
 
 Spiral, per cubic foot.12 
 
 Plated ware, cheap jewelry, etc., per cubic foot.20 
 
 Piles* 
 
 Spruce, per running foot.10 
 
 Creosoted, per running foot.15 
 
 Kice, in bags, per 100 pounds.20 
 
 Rosin, tar, pitch, plaster, sand, sulphur, tallow, marble, per 100 pounds.25 
 
 Rope and twine, per cubic foot.16 
 
 Rails, per 100 pounds.30 
 
 Stationery, per cubic foot.16 
 
 • Safes: 
 
 Under 2,000 pounds, per 100 pounds.35 
 
 Over 2,000 pounds, per pound.01 
 
 Starch, maizena and miscellaneous provisions, per cubic foot.12 
 
 Soup paste, macaroni, in boxes, per cubic foot.10 
 
 Starch, in bags, per 100 pounds.25 
 
 Shooks and heads, per S. & II.30 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 537 
 
 Soap: Rate. 
 
 Laundry, per cubic foot. $0.12 
 
 Fancy, per cubic foot.20 
 
 Sewing machines, per cubic foot.16 
 
 Specie, one-fourth of 1 per cent. 
 
 Turpentine, varnish, etc., per cubic foot.13 
 
 Transshipment rate, additional: 
 
 Weight goods, per 100 pounds.i.10 
 
 Measurement goods, per cubic foot.06 
 
 Per bag or barrel of 200 pounds, each.15 
 
 Whisky, wines, etc., per cubic foot.12 
 
 Wire, barbed, per 100 pounds.25 
 
 Wooden ware and light hardware, per cubic foot.16 
 
 Measurement rate unclassified, per cubic foot.16 
 
 Weight rate unclassified, per 100 pounds.35 
 
 Minimum bill of lading. 3. 00 
 
 Landing charges at San Juan, prepaid, 2J cents per 100 pounds, or 1 cent per cubic 
 foot. 
 
 Lighterage charges at Ponce, prepaid, for packages under 2,000 pounds: 
 
 Provisions. 4 cents per 100 pounds. 
 
 Dry goods, iron, hardware, bags, etc. 8 cents per 100 pounds. 
 
 Lumber, white pine.$1 per M feet. 
 
 Yellow pine. $1.25 per M feet. 
 
 Cement. 12J cents per barrel. 
 
 Lighterage charges at other ports payable by consignees of goods. 
 
 Powder, dynamite, explosives and fireworks taken on steamers that do not carry 
 passengers and under special permit. 
 
 Coal in hogsheads, lumber, shooks, hoops, rosin, tar, pitch, etc., at steamer’s 
 option, under or on deck. Locomotives, machinery and other heavy goods will be 
 taken at special rates. 
 
 Freight must be prepaid upon signing bills of lading. 
 
 Goods taken by weight, measurement, or valuation at the option of the steamship 
 company, subject to all the conditions in its bill of lading. When two or more 
 classes of merchandise are contained in one package freight will be charged at the 
 rate applicable to the highest class. 
 
 New York, January 2, 1905. 
 
 Table No. 43.— Tariff of freight rates from New Orleans , La ., to Colon and Panama 
 and ports in Costa. Rica , Nicaragua , Mexico , Republic of Colombia , Ecuador , Peru , 
 and Chile , taking effect January 1, 1904 (subject to change without notice). Steamers 
 sail from New Orleans weekly , receiving freight up to noon on the previous day of sailing. 
 United Fruit. Company’s Steamship I Trie, 321 St. Charles street, New Orleans, La., 
 M. J. Dempsey , traffic manager. 
 
 [United Fruit Company’s steamship line, “Gulf and Panama Route.” Pacific Steam Navigation 
 Company. Panama Railroad. Cia. Sud-Americana de Vapores.] 
 
 Rates of Freight to Colon. 
 
 Effective January 1, 1904, the following rates will apply per ton of 40 cubic feet, 
 or 2,000 pounds, at steamer’s option: 
 
 Classes. 
 
 Minimum. 
 
 D. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 $20.00 
 
 $10.00 
 
 $8.00 
 
 $6.00 
 
 $5.00 
 
 $3.00 
 
 Subject to the following exceptions: 
 
 Beer, in barrels, each. $0.85 
 
 Acids, on deck, per pound.03 
 
 Gunpowder, in metallic kegs, per pound.03 
 
 Gold or silver coin, dust, or bars. One-half of 1 per cent on value. 
 
 Oil, refined kerosene, per case of 2 cubic feet each. $0.25 
 
 Plated ware, silverware, jewelry, watches, pistols, etc., 1 per cent on value in addition, per 
 
 cubit foot.*.20 
 
 Lumber, per 1,000 feet B. M.. 10.00 
 
 Parcels (not exceeding 2 cubic feet), each. 1.00 
 
538 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 RULES AND CONDITIONS OF SHIPMENT. 
 
 All freight must be prepaid in United States gold. 
 
 No bill of lading signed for less than minimum charge. 
 
 All packages of unusual bulk or weight will be taken only by special agreement. 
 
 Owner’s risk: Oils and other liquids are taken only at owner’s risk of leakage. 
 Glassware, crockery, and all fragile property concealed in packages, only at owner’s 
 risk of breakage. 
 
 All perishable property only at owner’s risk of frost, heat, and decay. 
 
 Dynamite and high explosives of any kind not carried. 
 
 Refined petroleum taken only when put up in tin cans, boxed, and marked as 
 required by United States law. 
 
 Shippers must comply with all consular regulations for manifests, invoices, certifi¬ 
 cation, etc., and any fine imposed by authorities at port of destination, or damage 
 resulting from failure in this respect, or for errors or omissions therein, shall be at 
 the risk and expense of consignees of the goods, and shall be paid by them. 
 
 Rates of Freight to Panama. 
 
 Effective January 1,1904, the following rates will apply per ton of 40 cubic feet, or 
 2,000 pounds, at steamer’s option: 
 
 Classes. 
 
 Special (on 
 10 -ton lots of 
 fourth-class 
 freight). 
 
 Minimum. 
 
 D. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 $48.00 
 
 $28. 00 
 
 $24.00 
 
 $21. 60 
 
 $14.40 
 
 $13.20 
 
 $4.00 
 
 Subject to the following exceptions: 
 
 Beef and pork: 
 
 In barrels, each. $2.50 
 
 In half barrels, each. 1.40 
 
 In quarter barrels, each..... .80 
 
 Beans, flour, onions, peas, potatoes, rice, soap, per ton weight.:. 10.00 
 
 Boots and shoes, dry goods, per ton measurement. 20.00 
 
 Flour (in 10-ton lots) per ton weight. 7.00 
 
 Gunpowder, in metallic kegs, per pound.06 
 
 Hams, dried and salt fish, per ton measurement. 12.00 
 
 Lager beer: 
 
 In barrels, each. 2.00 
 
 In cases, candles, per ton measurement. 10.00 
 
 Lumber (not exceeding 20 feet in length): 
 
 Per M feet B. M. 20.00 
 
 Per M feet B. M., in lots of 10,000 feet... 16.00 
 
 Pitch, tar, rosin, cement, per ton weight. 6.00 
 
 Refined petroleum, per ton measurement. 16.00 
 
 Sugar, refined, per ton measurement. 10.00 
 
 Parcels, not exceeding 2 cubic feet, each... 2.00 
 
 Rules and conditions of shipment same as to Colon. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 539 
 
 Rates of Freight to Central American Ports. 
 
 Effective January 1, 1904, the following rates will apply per ton of 40 cubic feet, or 
 2,000 pounds, at steamer’s option, to: 
 
 
 
 
 Classes. 
 
 
 
 Special (on 
 5-ton lots 
 on fourth- 
 class 
 freight). 
 
 Mini¬ 
 
 mum. 
 
 
 D. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 Punta Arenas. 
 
 San Juan del Sur. 
 
 Corinto. 
 
 Amalpala. 
 
 La Union. 
 
 $48.00 
 
 $28.00 
 
 $20. 00 
 
 $20.00 
 
 $15.00 
 
 $10.00 
 
 ■ $5.00 
 
 La Libertad .. 
 
 Acajutla. 
 
 San Jose de Guat. 
 
 Camperico. 
 
 Ocos. 
 
 48.00 
 
 32.00 
 
 20.00 
 
 20.00 
 
 15.00 
 
 12.40 
 
 Subject to the following exceptions: 
 
 To Punta Arenas— 
 
 Flour... 
 
 Refined petroleum. 
 
 Barbed wire. 
 
 Rosin... 
 
 White and yellow pine lumber. 
 
 Parcels not exceeding 2 cubic feet. 
 
 To other Central American ports— 
 
 Flour . 
 
 Refined petroleum. 
 
 Rosin. 
 
 White and yellow pine lumber. 
 
 Parcels not exceeding 2 cubic feet... 
 
 Rules and conditions of shipment same as to Colon. 
 
 50 cents per 100 pounds. 
 25 cents per cubic foot. 
 50 cents per 100 pounds. 
 50 cents per 100 pounds. 
 $20 per 1,000 feet B. M. 
 $2.50 each. 
 
 45 cents per 100 pounds. 
 35 cents per cubic foot. 
 50 cents per 100 pounds. 
 $24 per 1,000 feet B. M. 
 $3 each. 
 
 Rates of Freight to Mexican Ports. 
 
 Commencing with shipments from New Orleans January 1, 1904, the following 
 rates will apply per ton of 40 cubic feet, or 2,000 pounds, at steamer’s option, to— 
 
 • 
 
 Classes. 
 
 D. 
 
 1 . 
 
 2 . 
 
 3. 
 
 4. 
 
 Special (on 
 5-ton lots 
 on fourth- 
 class 
 freight). 
 
 Mini 
 
 mum. 
 
 Acapulco. 
 
 Manzanillo. 
 
 San Bias. 
 
 | $50.00 
 
 $36.00 
 
 $22. 80 
 
 $20. 40 
 
 $16. 80 
 
 $13.20 
 
 $5.00 
 
 Beer, glassware (except cut), oakum, shooks.per ton.. $12.00 
 
 Brushes, boots and shoes, refined petroleum.do_ 15.00 
 
 Cotton piece goods.do_ 18.00 
 
 Parcels not exceeding 2 cubic fee*.each.. 3.00 
 
 New Orleans, January 1 , 1904- 
 
 \ 
 
540 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ✓ 
 
 Rates of Freight to Ports in Republic of Colombia, Ecuador, Peru, and Chile. 
 
 Buenaventura, 
 Tumaco, Es- 
 meraldas, Ba¬ 
 hia, Manta, 
 Cayo, Bal- 
 lenita. 
 
 General merchandise not elsewhere 
 enumerated. 
 
 Aerated waters, agricultural imple¬ 
 ments, axes, boots and shoes, blan¬ 
 kets, blacking, bags and bagging, 
 beer, bicycles, brooms, brushes, 
 buckets, canned goods, canvas, car¬ 
 pets, candles, carriages, cotton 
 waste, copper, cordage, crackers, 
 drugs, edge tools, earthenware, 
 electrical goods, furniture, floor¬ 
 cloth, glassware (common), hard¬ 
 ware, harness, hats, ink, kettles 
 (copper and iron), lamps, lanterns, 
 leather, musical instruments medi¬ 
 cines, mucilage, machinery (pieces 
 and packages under 2 tons), oil¬ 
 cloth, oil (lubricating), oakum, 
 paper (printing or wrapping), pot¬ 
 ash, provisions, pumps, rope, sad¬ 
 dlery, salt, safes (under 2 tons), 
 sewing machines, scales, shooks, 
 soap, steel, stove castings, sugar 
 pans, shovels, sugar mills, tinwa re, 
 toys, trunks, twine, tools, varnish, 
 wax, wine, wooden ware. 
 
 Beef, butter, caustic soda, cheese, 
 iron (bar, hoop, sheet, and galvan¬ 
 ized), iron pipe (under 6 inches in 
 diameter), lard, nails, paints, pork, 
 rice, wire (iron, brass, copper, or 
 barbed). 
 
 Matches (in tin-lined cases).. 
 
 Flour (in bags or barrels), bricks, 
 cement, grease, rosin, tallow, tar. 
 
 Metallic cartridges. 
 
 Refined petroleum, in cans, boxed .. 
 
 Acids. 
 
 Plated ware and silverware, jewelry, 
 watches, revolvers. 
 
 Gold and silver coin, bars or dust, 
 precious stones, etc. 
 
 Parcels (per cubic foot or fraction of 
 a foot). 
 
 cubic fo< 
 or $1 perl( 
 pounds. 
 
 374 cents p< 
 cubic foot i 
 75 cents pi 
 100 pounds 
 
 75 cents per 
 100 pounds. 
 
 50 cents per 
 cubic foot. 
 
 45 cents per 
 100 pounds. 
 
 51.50 per 100 
 pounds. 
 
 30 cents per 
 cubic foot. 
 
 S6 per 100 
 pounds. 
 
 50 cents percu- 
 bic foot and 
 1 per cent 
 on value. 
 
 II per cent on 
 value. 
 
 52.50 . 
 
 Ports of— 
 
 Guayaquil, 
 Port Bolivar. 
 
 371 cents per 
 cubic foot or 
 75 cents per 
 100 pounds. 
 
 30 cents per 
 cubic foot or 
 60 cents per 
 100 pounds. 
 
 60 cents per 
 100 pounds. 
 
 374 cents per 
 cubic foot. 
 
 45 cents per 
 100 pounds. 
 
 SI per 100 
 pounds. 
 
 25 cents per 
 cubic foot. 
 
 S6 per 100 
 pounds. 
 
 50 cents per cu¬ 
 bic foot and 
 1 per cent 
 on value. 
 
 14 per cent on 
 value. 
 
 S2.50. 
 
 Tumbes, Eten, j 
 Huanchaco, 
 Chimbote, Sa- j 
 manco, Casma, 
 Supe, Huacho, 
 Tam bo de 
 Mora, Lomas, I 
 Chala, Quilca, \ 
 Taltal, Ghana- j 
 ral, Carrizal. 
 
 50 cents per 
 cubic foot or 
 SI per 100 j 
 pounds. 
 
 374 cents per 
 cubic foot or 
 75 cents per 
 100 pounds. 
 
 75 cents per 
 100 pounds. 
 
 50 cents per 
 cubic foot. 
 
 45 cents per 
 100 pounds. 
 
 51 per 100 
 pounds. 
 
 25 cents per 
 cubic foot. 
 
 S6 per 100 
 pounds. 
 
 50 cents percu- 
 bic foot and 
 1 per cent on 
 value. 
 
 14 per cent on 
 value. 
 
 S2.50. 
 
 Payta, Pacas- 
 mayo, Sala- 
 verry, Callao 
 Cerro Azul, 
 Pisco, Mollen- 
 do, Ho, Arica, 
 Pisagua,Caleta, 
 Buena,Iquique, 
 Tocopilla, Co- 
 bija, Antofa¬ 
 gasta, Caldera, 
 Huasco, Co- 
 quimbo, Val¬ 
 paraiso, Talca 
 huano. 
 
 25 cents per cu¬ 
 bic foot or 50 
 cents per 100 
 pounds. 
 
 50 cents per 
 100 pounds. 
 
 30 cents per 
 cubic foot. 
 
 45 cents per 
 100 pounds. 
 
 75 cents per 
 100 pounds. 
 
 25 cents per 
 cubic foot. 
 
 S6 per 100 
 pounds. 
 
 50 cents per cu¬ 
 bic foot and 
 1 per cent on 
 value. 
 
 14 per cent on 
 value. 
 
 S2.50. 
 
 Rules and conditions of shipment, same as to Colon. 
 
 All freight must be prepaid and is payable in United States gold. 
 
 No bill of lading signed for less than $5. 
 
 Goods taken by weight or measurement, at carrier’s option, unless otherwise stated. 
 All packages of unusual bulk or weight will be taken only by special agreement. 
 Owner’s risk: Oil and other liquids are taken only at owner’s risk of leakage. 
 Glassware, crockery, and all fragile property concealed in packages, only at owner’s 
 risk of breakage. 
 
 All perishable property only at owner’s risk of frost, heat, and decay. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 541 
 
 Dynamite, blue powder, or high explosives of any kind not carried. 
 
 Refined petroleum taken only when put up in tin cans, boxed and strapped, and 
 marked as required by United States law. 
 
 Shippers must comply with all consular regulations, for manifests, invoices, certifi¬ 
 cation, etc.; and any fine imposed by authorities at port of destination, or damage 
 resulting from failure in this respect, or for errors or omissions therein, shall be at 
 the risk and expense of consignees of the goods, and shall be paid by them. 
 
 Table No. 44. — The New York and Cuba Mail Steamship Company , Ward Line, freight 
 tariff , New York to Veracruz and Tampico, effective October 1,1903. (Subject to change 
 
 without notice .) 
 
 Acids: 
 
 Carboys, each. 
 
 In iron drums, per 100 pounds ... 
 
 Animals: 
 
 Cattle, per head.. 
 
 Horses, per head... 
 
 Dogs, per head. 
 
 Calves in crates, per cubic foot. 
 
 Hogs in crates, per cubic foot. 
 
 Asphalt, per 100'pounds. 
 
 Apples, per barrel. 
 
 Barley, per 100 pounds. 
 
 Beer, ale, or porter, bottled, per cubic foot. 
 
 Bran, per 100 pounds. 
 
 Brick, fire or common, per 1,000 .. 
 
 Cartridges, per 100 pounds. 
 
 Caustic soda, per 100 pounds. 
 
 Cement, per 100 pounds.,. 
 
 Chimneys, lamp, per cubic foot. 
 
 Clay, fire or common, per 100 pounds... 
 
 Cocoa, per 100 pounds. 
 
 Copper ingots, pigs and sheets, per 100 pounds. 
 
 Corkwood, per cubic foot. 
 
 Corn, per bushel.. 
 
 Cotton, per 100 pounds.... 
 
 Crackers, in barrels or cases, per cubic foot. 
 
 Deck freight, N. O. S., per cubic foot. 
 
 Empty barrels, per cubic foot... 
 
 Flour, in barrels, per barrel. 
 
 Furniture, K. D. boxed or in bundles, per cubic foot. 
 
 Glassware, common, per cubic foot. 
 
 Glass, window, per 100 pounds... 
 
 Grease, axle, per 100 pounds. 
 
 Grease, per 100 pounds. 
 
 Grindstones, per 100 pounds. 
 
 Gunpowder, per pound. 
 
 Hay, per bale. 
 
 Hay, compressed, per bale. 
 
 Houses, portable, per cubic foot. 
 
 Iron and steel, band, bar, boiler, rod, and tank, bolts, butts, hinges, nails, 
 
 nuts, rivets, screws, spikes and washers, per 100 pounds. 
 
 Iron beams and girders. (See Machinery.) 
 
 Iron pipe, per 100 pounds. 
 
 Iron pipe fittings, per 100 pounds. 
 
 Iron, pig, per 100 pounds. 
 
 Lamps, lanterns and fixtures, per cubic foot. 
 
 Lath and shingles, per cubic foot.-. 
 
 Lead, in pigs or sheets, per 100 pounds. 
 
 Lead pipe, per 100 pounds. 
 
 Lumber- 
 
 White pine, per 1,000 feet. 
 
 Hardwood, per 1,000 feet... 
 
 Lard, per 100 pounds. 
 
 Rate. 
 
 $ 2 . 00 
 .50 
 
 60. 00 
 
 75.00 
 
 10.00 
 .25 
 . 25 
 . 25 
 1.25 
 .30 
 . 12k 
 .40 
 
 15. 00 
 1.50 
 .25 
 .25 
 • 12 | 
 .25 
 .40 
 .30 
 • 12 | 
 . 10 
 .35 
 . 12 
 .20 
 .09 
 . 75 
 .12k 
 .12 k 
 .40 
 .30 
 .30 
 .30 
 .03 
 1.25 
 .70 
 .10 
 
 .30 
 
 .30 
 
 .30 
 
 .25 
 
 .12k 
 
 .10 
 
 .30 
 
 .30 
 
 8. 00 
 9. 00 
 .30 
 
542 
 
 DIGEST OF HEARINGS ON BAIL WAY RATES. 
 
 Machinery, piece or package: 
 
 Under 2,000 pounds, per 100 pounds. 
 
 2,000 to 4,000 pounds, per 100 pounds. 
 
 4,000 to 6,000 pounds, per 100 pounds. 
 
 6,000 to 8,000 pounds, per 100 pounds. 
 
 8,000 to 12,000 pounds, per 100 pounds. 
 
 12,000 to 20,000 pounds, per 100 pounds. 
 
 Machinery, lots of 25 tons and up, pieces or packages, under 2,000 pounds, 
 per 100 pounds. r . 
 
 Any piece or package of the above subject to measurement will be 
 charged at the rate of 15 cents per cubic foot, if paying ship better than 
 weight rate. 
 
 Marble dust, per 100 pounds. 
 
 Meat, per barrel. 
 
 Measurement goods, per cubic foot. 
 
 Nails, per 100 pounds. 
 
 Oil, cotton-seed, kerosene, lubricating, myrabane, and lard, per 100 
 
 pounds. 
 
 Oil, n. o. s., per 100 pounds. 
 
 Paints, per 100 pounds. 
 
 Paper stock, strawboard, in compressed bales, per 100 pounds. 
 
 Paper, straw, per cubic foot. 
 
 Paraffin wax, per 100 pounds. 
 
 Pianos and organs, per cubic foot. 
 
 Pipe, earthen sewer, o. r., per 100 pounds. 
 
 Pitch, per 100 pounds... 
 
 Plaster, in barrels, per 100 pounds. . 
 
 Potash, per 100 pounds. 
 
 Rails and fishplates, per 100 pounds. 
 
 Rice, per 100 pounds. 
 
 Rosin, per 100 pounds. 
 
 Safes: 
 
 Under 2,000 pounds, per 100 pounds. 
 
 From 2,000 to 5,000 pounds, per 100 pounds.. 
 
 Over 5,000 pounds, per 100 pounds. 
 
 Salt, per 100 pounds. 
 
 Sand, in barrels, per 100 pounds. 
 
 Sewing machines, per cubic foot. 
 
 Shooks, box, per cubic foot.. 
 
 Soap stock, per 100 pounds. 
 
 Soda, ash, per 100 pounds. 
 
 Specie: 
 
 Under $10,000, per cent. 
 
 $10,000 and under $50,000, per cent. 
 
 $50,000 and under $100,000, per cent. 
 
 $100,000 and upward, per cent. 
 
 Spikes, per 100 pounds. 
 
 Staples, per 100 pounds. 
 
 Stearin, per 100 pounds. 
 
 Sulphur, per 100 pounds. 
 
 Tallow, per 100 pounds. 
 
 Talcum, per 100 pounds.. 
 
 Tar, per 100 pounds. 
 
 Tobacco, per 100 pounds. 
 
 Trunks, per cubic foot. 
 
 Turpentine, per 100 pounds. 
 
 Valuation, per cent. 
 
 Varnish, per 100 pounds. 
 
 Vegetables, not deck freight, per 100 pounds. 
 
 Weight goods, n. o. s., per 100 pounds. 
 
 Wheat, whole or crushed, per 100 pounds. 
 
 Whiting, per 100 pounds. 
 
 Wire, barb, fence, and telegraph, per 100 pounds. 
 
 In addition to above rates, 5 per cent primage to be added. 
 
 Minimum bill of lading, $5.25 for Veracruz. 
 
 Minimum bill of lading, $5.25 for Tampico. 
 
 Rate. 
 $0. 40 
 .50 
 .60 
 .75 
 1.00 
 1.25 
 
 .35 
 
 .. 30 
 .75 
 . 15 
 .30 
 
 .30 
 .40 
 .30 
 .30 
 .12 
 .30 
 .20 
 .30 
 .30 
 .30 
 .30 
 .20 
 . 25 
 .30 
 
 .75 
 1.00 
 1.50 
 . 25 
 .25 
 . 12 * 
 .10 
 .30 
 .25 
 
 .30 
 
 .30 
 
 .30 
 
 .30 
 
 .30 
 
 .30 
 
 .40 
 
 .12 
 
 .30 
 
 1 
 
 .30 
 
 .50 
 
 .40 
 
 .25 
 
 .30 
 
 .30 
 
 ■H-xtcci'SI-' 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 543 
 
 Tampico—jetty dues, for account consignees. • 
 Veracruz—lighterage, if any, for account consignees. 
 All freights prepayable. 
 
 | - 
 
 Table No. 45 .—Freight tariff , New York to Progreso , effective January 2, 1905 (subject 
 
 to change without notice). 
 
 Acids: Rate. 
 
 Carboys, each. $2. 25 
 
 In iron drums, per 100 pounds. .60 
 
 Animals: 
 
 Cattle (net), per head. . 40. 00 
 
 Horses (net), per head. 75. 00 
 
 Dogs (net), per head. 10. 00 
 
 Calves, in crates, per cubic foot. .25 
 
 Hogs, in crates, per cubic foot. .25 
 
 Small, fowl, in crates, per cubic foot. .25 
 
 Apples, per barrel. 1. 35 
 
 Asphalt, per 100 pounds. .30 
 
 Ammonia, in iron drums, each. 2. 00 
 
 Barley, per 100 pounds ... .35 
 
 Beer, ale, or porter, bottled, per cubic foot. .15 
 
 Bran, per 100 pounds... .45 
 
 Brick: 
 
 Fire or common, per 100 pounds. .25 
 
 Hollow, per 100 pounds. ' .40 
 
 Cartridges, per 100 pounds. 1. 75 
 
 Caustic soda, per 100 pounds. .30 
 
 Cement, per 100 pounds. . .20 
 
 Clay, tire or common, per 100 pounds. .25 
 
 Cocoa, per cubic foot. .17^ 
 
 Copper ingots, pigs and sheets, per 100 pounds. .35 
 
 Corkwood, per cubic foot... .12 
 
 Corn: 
 
 5,000 bushels, per bushel. .10 
 
 Over 5,000 bushels, per bushel. .09 
 
 Cotton, per 100 pounds. .40 
 
 Crackers, in barrels or cases, per cubic foot. .15 
 
 Coke (net), per 2,240 pounds. 6. 00 
 
 Coal (net), per 2,240 pounds. 4. 00 
 
 Carbide, per pound. .01 
 
 Deck freight, N. O. S., per cubic foot. .20 
 
 Dynamite, per pound. .01 
 
 Empty barrels, per cubic foot.*. .10 
 
 Flour: 
 
 In barrels, per barrel. .70 
 
 In half barrels, per half barrel... .40 
 
 Furniture, K. D., per cubic foot. .12 
 
 Fireworks, per cubic foot. .20 
 
 Glassware, common, per cubic foot. . 12J 
 
 Glass, window, per 100 pounds. .45 
 
 Grease, axle, per 100 pounds. .35 
 
 Grease, per 100 pounds. .35 
 
 Grindstones, per 100 pounds. .35 
 
 Grapes, per cubic foot. .20 
 
 Gasoline, per 100 pounds. 1.50 
 
 Hay: 
 
 ' Compressed bales, per 100 pounds. .40 
 
 “Lowry” bales, per 100 pounds. .30 
 
 Houses, portable, per cubic foot. . 12£ 
 
 Iron and steel: 
 
 Band, bar, boiler, rod and tank, galvanized and corrugated. .25 
 
 Bolts, nuts, hinges, nails, butts, rivets, screws, spikes, and washers, 
 
 per 100 pounds. .30 
 
 Iron beams and girders, not over 30 feet or 2,000 pounds. .25 
 
 Iron over 30 feet. Special. 
 
 tojH Mm 
 
544 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Iron pipe, per 100 pounds. 
 
 Iron pipe fittings, per 100 pounds. 
 
 Lamps, lanterns, and fixtures, per cubic foot. 
 
 Lath and shingles, per cubic foot. 
 
 Lead, in pigs or sheets, per 100 pounds. 
 
 Lead pipe, per 100 pounds. 
 
 Lumber: 
 
 White pine, per 1,000 feet. 
 
 Hard wood, per 1,000 feet. . 
 
 Lard, per 100 pounds. 
 
 Machinery, piece or package: 
 
 Under 2,000 pounds, per 100 pounds. 
 
 Under 2,000 to 4,000 pounds, per 100 pounds. 
 
 Under 4,000 to 6,000 pounds, per 100 pounds. 
 
 Under 6,000 to 8,000 pounds, per 100 pounds. 
 
 Under 8,000 to 12,000 pounds, per 100 pounds. 
 
 Under 12,000 to 20,000 pounds, per 100 pounds. 
 
 Any piece or package of the above subject to measurement will be 
 charged at the rate of 17* cents per cubic foot, if paying ship better than 
 weight rate. 
 
 Marble dust, per 100 pounds. 
 
 Meal* per barrel. 
 
 Measurement goods, per cubic foot. 
 
 Mortar, per 100 pounds. 
 
 Oil, cotton seed, kerosene, lubricating, myrabane, and lard, per 100 pounds. 
 
 Oil, N. O. S., per 100 pounds. 
 
 Onions, per 100 pounds. 
 
 Potatoes, per 100 pounds. 
 
 Paints, per 100 pounds. 
 
 Paper stock, strawboard, in compressed bales, per 100 pounds. 
 
 Paper, straw, per cubic foot. 
 
 Paraffin wax, per 100 pounds. 
 
 Pianos and organs, per cubic foot. 
 
 Pipe, earthen sewer: 
 
 Not over 12 inches, per 100 pounds. 
 
 Over 12 inches, per 100 pounds... 
 
 Pitch, per 100 pounds. 
 
 Plaster, in barrels, per 100 pounds. 
 
 Potash, per 100 pounds... 
 
 Rails and fish plates, per 100 pounds. . 
 
 Rice, per 100 pounds. 
 
 Rosin, per 100 pounds. 
 
 Rails (portable)_. 
 
 Safes: 
 
 Under 2,000 pounds each, per 100 pounds. . 
 
 From 2,000 to 5,000 pounds each, per 100 pounds. 
 
 Over 5,000 pounds each, per 100 pounds. 
 
 Salt, per 100 pounds. 
 
 Sand in barrels, per 100 pounds. 
 
 Sewing machines, per cubic foot. 
 
 Shooks, box, per cubic foot.. 
 
 Soap stock, per 100 pounds. 
 
 Soda ash, per 100 pounds. 
 
 Specie: 
 
 Under $10,000.per cent.. 
 
 $10,000 and under $50,000, net.do_ 
 
 $50,000 and $100,000, net.do_ 
 
 $100,000 and upward, net.do_ 
 
 Stearin, net. 
 
 Tallow, per 100 pounds 
 Talcum, per 100 pounds.... 
 
 Tar, per 100 pounds. 
 
 Tobacco, per 100 pounds ... 
 
 Trunks, per cubic foot. 
 
 Turpentine, per 100 pounds 
 Valuations (per cent). 
 
 Rate. 
 
 $0. 25 
 .25 
 . 12 * 
 • . 12 * 
 .30 
 .30 
 
 8.00 
 
 9.00 
 
 .30 
 
 .45 
 .55 
 .70 
 .85 
 1.10 
 1.40 
 
 .25 
 . 85 
 . 17* 
 .25 
 .30 
 .45 
 .55 
 .55 
 . 35 
 .35 
 . 12 * 
 .35 
 . 22 * 
 
 .25 
 .30 
 .30 
 . 25 
 .35 
 .20 
 .25 
 .30 
 Special. 
 
 .75 
 
 1.00 
 
 1.50 
 
 .30 
 
 .25 
 
 .15 
 
 . 12 * 
 
 .30 
 
 .30 
 
 * 
 
 i 
 
 • * 
 
 a 
 
 . 35 
 . 35 
 .35 
 .30 
 . 45 
 . 15 
 .30 
 1 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 545 
 
 Rate. 
 
 Varnish, per 100 pounds. $0. 35 
 
 Vegetables, not deck freight, per 100 pounds. .55 
 
 Weight goods, N. O. S., per 100 pounds. .45 
 
 Wheat, whole or crushed, per 100 pounds. .30 
 
 Whiting, per 100 pounds. .35 
 
 Wire, barb, fence, and telegraph, per 100 pounds. .30 
 
 Windmills, weight or measure, 15 cents per cubic foot or 40 cents per 100 
 pounds. 
 
 In addition to above rates, 5 per cent primage to be added. 
 
 Minimum B/L, $6. 
 
 Table No. 46. —The New York and Cuba Mail Steamship Company , Ward Line. 
 
 [James E. Ward & Co. (Incorporated), agents, 90-96 Wall street.] 
 
 New York, February 3, 1905. 
 
 Mr. R. L. Walker, 
 
 Traffic Manager , Panama Railroad Company , 
 
 24 State Street , New York. 
 
 Dear Sir: Replying to yours of February 2, I would advise that the rates from 
 our pier, New York, to Habana and Santiago, Cuba, are as follows: 
 
 Boots and shoes, canned goods, drugs, dry goods, electric material (no piece or 
 package over 2,000 pounds), glassware, hardware, lamps, cigars and cigarettes, tools, 
 machinery (no piece or package over 2,000 pounds), soap, typewriting machines, com¬ 
 mon jewelry (with no valuation specified), revolvers (no valuation), 25 cents per 100 
 pounds, subject to measurement rate, 10 cents per cubic foot. 
 
 Barbed wire, 20 cents per 100 pounds. 
 
 Lard and provisions, 20 cents per 100 pounds. 
 
 Cartridges, $1.50 per 100 pounds. 
 
 Flour, in bags, 25 cents per bag. 
 
 Manufactured iron, if structural, not over 30 feet in length, 21 cents per 100 
 pounds. 
 
 Railroad material, such as rails, etc., $4 per gross ton. 
 
 Sewing machines, 8 cents per cubic foot. 
 
 Oil in barrels—To Habana, $1.10 per barrel; to Santiago, $1.30 per barrel. 
 
 I beg to hand you herewith copy of tariff in effect at the present time to Veracruz 
 and Tampico, also to Progreso, which may be of service to you. 
 
 Yours, very truly, 
 
 C. H. Pattengill, General Fi'eight Agent. 
 
 S. Doc. 244, 59-1-35 
 
546 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 47. —New freight rate schedule to New York via Panama, which will go into 
 effect on September 15, 1902, from all ports between Guayaquil and Valparaiso, both 
 inclusive {forports between Panama and Guayaquil see special rate). 
 
 [The Pacific Steam Navigation Company, Compania Sud-Americana de Vapores (South American 
 Steamship Company), and Panama Railroad Steamship Line.] 
 
 Articles. 
 
 Fast freight 
 from ports 
 between 
 
 How freight Guayaquil 
 should be calcu- j and Valpa- 
 lated, | raiso, both 
 
 | inclusive 
 i (American 
 gold). 
 
 Changes 
 
 since 
 
 tariff 
 
 publica¬ 
 
 tion. 
 
 Sulphur. 
 
 Cotton (pressed bales) . 
 
 Indigo. 
 
 Anise. 
 
 Sugar... 
 
 Cascarilla. 
 
 Coffee and cacao. 
 
 Cochineal. 
 
 Cocoa leaves. 
 
 Condurango. 
 
 Dry salted hides. 
 
 Dry salted hides (in bales).J. 
 
 Fresh salted hides (received only between the months of 
 November and April). 
 
 Rubber (in bulk) . 
 
 Mother-of-pearl shell. 
 
 Commissions and samples.. 
 
 Grain. 
 
 Wool of alpaca (in pressed bales). 
 
 Wool of vicuna (in pressed bales). 
 
 Wool of sheep (in pressed bales). 
 
 Copper and tin ore and barilla. 
 
 Silver ore.. c . 
 
 Matico. 
 
 General merchandise (not mentioned in this schedule) .. 
 
 Orchilla. 
 
 Chinchilla skins...A 
 
 Goatskins (in bales).,. 
 
 Calfskins (in bales). 
 
 Lead (in pigs). 
 
 Peruvian bark. 
 
 Ratany. 
 
 Panama hats. 
 
 Vegetable ivory. 
 
 Tobacco (in bales). 
 
 Specie. 
 
 Iodine. 
 
 Zarzarpilla and pichi. 
 
 Minimum freight bill (prepaid) . 
 
 Ton by weight ... I 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do.| 
 
 ......do. 
 
 .do. 
 
 .do. 
 
 Cubic feet. 
 
 Ton by weight ... 
 
 .do. 
 
 .do. 
 
 .do. 
 
 _ do .i... 
 
 _do. 
 
 .do. 
 
 By weight or 
 measure at op¬ 
 tion of com¬ 
 pany. 
 
 Ton by weight ... 
 
 By value. 
 
 Ton by weight ... 
 
 _do. 
 
 -do. 
 
 _do. 
 
 -do. 
 
 Measured ton .... 
 Ton by weight ... 
 
 _do. 
 
 By value. 
 
 Ton by weight ... 
 _do. 
 
 812.00 
 25.00 
 50.00 
 30.00 
 12.50 
 30. 00 
 15. 00 
 30.00 
 40.00 
 25.00 
 30.00 
 35.00 
 25.00 
 
 70s. 
 
 30s. 
 817.'66 
 
 moo 
 
 27.50 . 
 
 24.00 . 
 
 3.00 I. 
 
 25.00 |. 
 
 25.00 1 70s. 
 
 40.00 . 
 
 25.00 . 
 
 15.00 . 
 
 17.50 . 
 
 32.00 . 
 
 30.00 . 
 
 30.00 
 
 (“) 
 
 30.00 
 
 25.00 
 
 12.00 
 
 30.00 
 
 30.00 
 
 52.00 
 
 12.00 
 
 40.00 
 
 (a) 
 
 25.00 
 
 30.00 
 
 10.00 
 
 a l± per cent. 
 
 Freight is calculated on the gross weight or measure. 
 
 A measured ton equals 40 cubic feet, English, 
 
 A ton by weight equals 2,240 pounds avoirdupois. 
 
 A charge of $1.25, American gold, per ton is charged for all ports not on the direct 
 line to pay the expenses of transshipment. 
 
 Horace Lyon, 
 
 Manager of La Compania Sud-Americana de Vapores. 
 
 George Sharpe, 
 
 Manager of the Pacific Steam Navigation Company. 
 
 Valparaiso, September 11, 1902. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 547 
 
 Table No. 48. —Tariff of freights under through bills of lading via - Panama from Chilean, 
 Peruvian, Ecuadorian, and Colombian ports to Europe ( Liverpool, London, Havre, 
 Hamburg, and Bremen), in connection with the Royal Mail Steam Packet Company, 
 Hamburg-American Line, Compagnie Generate Trahsatlantique, Frederick Leyland cfc 
 Co. (1900), Harrison Line, La Veloce Navigazione Italiana a Vapore, Compania Trans- 
 atlantica de Barcelona & “ Cosulich ” Austro-American Line. 
 
 [The Pacific Steam Navigation Company and Compania Snd-Americana de Vapores.] 
 
 Articles. 
 
 From Chilean 
 and Peru¬ 
 vian ports. 
 
 Algarrobilla, per ton weight (see below). 
 
 Borate of lime, per ton weight (see below). 
 
 Bark, per ton weight (see below) . 
 
 Copper in bars aud ingots, per ton weight (see below). 
 
 Copper (old) and brass, per ton weight (see below). 
 
 Cotton seed, per ton weight (see below). 
 
 Cotton-seed cake, per ton weight ^see below). 
 
 Coffee for London. Liverpool, Havre, Hamburg, and Bremen, per ton weight- (see below). 
 
 Coffee for Antwerp, Rotterdam, and Amsterdam, per ton weight (see below). 
 
 Cocoa, per ton weight (see below)... 
 
 Condurango, per ton weight (see below). 
 
 Cocoa leaves, per ton weight (see below). 
 
 Cochineal, per ton weight (see below). 
 
 Cocaine, value.per cent.. 
 
 General merchandise, per ton of 40 cubic feet.'.. 
 
 Hides, dry, per ton weight (see below). 
 
 Horse hair, per ton weight (see below). 
 
 Horns, bones, etc., per ton weight (see below). 
 
 Honey, per ton weight (see below). 
 
 Hats, per ton of 40 cubic feet. 
 
 Iodine, per ton weight (see below) . 
 
 India rubber, per ton weight (see below). 
 
 Lead, tin and zinc, in bars, per ton weight (see below) over £237 10s. per ton 1 per cent 
 
 on value. 
 
 Metals, per ton weight (see below). 
 
 Minimum bill of lading. . 
 
 Orchilla, per ton weight (see below). ... 
 
 Quillai, per ton weight (see below). 
 
 Sugar, per ton weight (see below). 
 
 Skins, sheep and goat, per ton weight (see below). 
 
 Specie, value.per cent.. 
 
 Sulphides of silver, value, per cent, or £8 per ton weight at ship’s option. 
 
 Tobacco, per ton weight (see below). 
 
 Walnuts, per ton weight (see below). 
 
 Wax, per ton weight (see below) . 
 
 Wool and cotton, per ton of 40 cubic feet, or per ton weight, whichever is found more 
 favorable to ship: 
 
 Per 40 cubic feet. 
 
 Per ton weight. 
 
 £ s. d. 
 3 0 0 
 
 2 10 0 
 6 0 0 
 2 10 0 
 3 10 0 
 2 10 0 
 2 10 0 
 
 3 10 0 
 
 4 0 0 
 
 4 0 0 
 
 5 0 0 
 
 6 0 0 
 6 0 0 
 
 H 
 
 5 0 0 
 
 4 0 0 
 
 5 10 0 
 
 4 0 0 
 
 4 10 0 
 12 0 0 
 
 5 0 0 
 
 6 0 0 
 
 2 7 6 
 
 2 10 0 
 2 2 0 
 6 0 0 
 
 3 0 0 
 
 2 10 0 
 
 4 0 0 
 
 H 
 
 1 * 
 
 4 0 0 
 
 3 0 0 
 
 4 10 0 
 
 ■15 0 
 5 0 0 
 
548 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 48. —Tariff of freights under through bills of lading via Panama from Chilean, 
 Peruvian, Ecuadorian, and Colombian ports to Europe, etc. —Continued. 
 
 Bark, per ton weight (see below). 
 
 Copper, in bars and ingots, per ton weight (see below) . 
 
 Cocoa and coffee for London, Liverpool, Havre, Hamburg, and Bremen, 
 
 per ton weight (see below). 
 
 General merchandise, per ton weight (see below). 
 
 Hides, dry, per ton weight (see below). 
 
 Horse hair, per ton weight (see below). 
 
 Horns, bones, etc., per ton weight (see below). 
 
 Hats, per ton of 40 cubic feet. 
 
 Ivory nuts, per ton weight (see below). 
 
 India rubber, per ton weight (see below). 
 
 Minimum bill of lading. 
 
 Orchilla, per ton weight (see below). 
 
 Plants, per ton of 40 cubic feet. 
 
 Sheep and goat skins, per ton weight (see below). 
 
 Specie, value.per cent.. 
 
 Sulphides of silver, value. 
 
 Tobacco, per ton weig;ht (see below). 
 
 Wax, per ton weight (see below). 
 
 From 
 
 Ecuadorian 
 
 ports. 
 
 From 
 
 Colombian 
 
 ports. 
 
 £ s. d. 
 
 £ s. d. 
 
 4 0 0 
 
 6 0 0 
 
 "6 0 0 
 
 "6 0 0 
 
 "4 0 0 
 
 "4 0 0 
 
 10 0 0 
 
 6 0 0 
 
 "5 0 0 
 
 5 0 0 
 
 "6 0 0 
 
 "600 
 
 6 0 0 
 
 "6 0 0 
 
 "12 0 0 
 
 "12 0 0 
 
 2 5 0 
 
 "2 5 0 
 
 "500 
 
 5 0 0 
 
 2 2 0 
 
 2 2 0 
 
 4 0 0 
 
 4 0 0 
 
 «12 10 0 
 
 "12 10 0 
 
 "6 0 0 
 
 "6 0 0 
 
 H 
 
 n 
 
 li 
 
 H 
 
 "4 0 0 
 
 "5 0 0 
 
 "5 0 0 
 
 "6 0 0 
 
 « And 5 per cent. 
 
 Note.— The ton weight is calculated at 2,240 pounds for United Kingdom ports, and 1,000 kilos for 
 continental ports. 
 
 Wharfage at Colon to be paid by consignees at the rate of 6d. per ton on shipments for British and 
 German ports, and at the rate of 1 franc per ton for French and all Mediterranean ports. 
 
 For cargo shipped at intermediate ports with transshipment at Callao or Valparaiso, 5s. per ton 
 extra on the above rates, to cover the expenses incurred. 
 
 Cargo for Paris, £1 per ton extra on rates as per this tariff. 
 
 Cargo for Antwerp, Rotterdam, and Amsterdam, 10s. per ton additional to be charged on cargo for 
 . these indirect ports. 
 
 Freight on plants and other perishable cargo to be prepaid. 
 
 Valparaiso, March 1, 1904. 
 
 Table No. 49. —Tariff of special rates to San Francisco, Cal., from points as indicated below. 
 Effective August 26,1903. For use of agents only. Supersedes change in rate slips Nos. 
 B 120, 145, 353, 354, 453, 483, 486, 500, 522, 523, 524, 525 , 533, 540, 543, 547, 551, 580, 
 584, 635, 636, 640, 642, 643, 652, 653, 662. Subject to cancellation on ten days’ notice. 
 
 [Panama Railroad Company—Panama Railroad Steamship Line.] 
 
 Articles. 
 
 Rate. 
 
 Wire, iron, plain or barbed_ 
 
 Wire, insulated, broom and 
 binding, hay and shingle 
 bands, wire springs, cop¬ 
 pered or tinned, wire rope 
 and cable (no piece over 
 4,000 pounds). 
 
 Soap, common soap powder, 
 and condensed lye. 
 
 General merchandise. 
 
 C. L. 45 cents per 100 
 pounds. 
 
 C. L. 50 cents per 100 
 pounds. 
 
 C. L. 45 cents per 100 
 pounds. 
 
 A. Q. C. L. rates. 
 
 Flat paper and cardboard .... 
 
 Book paper, N. S. C. 
 
 Collars, cuffs, and shirts. 
 
 A.Q. 75 cents per 100 
 pounds. 
 
 A.Q.60 cents per 100 
 pounds. 
 
 130 cents per 100 
 pounds. 
 
 40 per cent off rail.... 
 
 A. Q. C. L. rate. 
 
 Dry goods. 
 
 General merchandise. 
 
 .do. 
 
 .do. 
 
 Kodaks and photo supplies... 
 
 Drvgoods. 
 
 180 cents per 100 
 pounds. 
 
 40 per cent off rail.... 
 .do. 
 
 .do. 
 
 Stamped ware, nested. 
 
 A. Q. C. L. rate. 
 
 Collars, cuffs, and shirts. 
 
 I30 cents per 100 
 pounds. 
 
 40 per cent off rail.... 
 .do. 
 
 Drygoods. 
 
 .do. 
 
 Wire (see American Wire and 
 Steel Co.). 
 
 Same as American 
 Wire and Steel Co. 
 
 For— 
 
 American Wire and Steel 
 Co. • 
 
 Do. 
 
 Babbit, B. T. 
 
 Benjamin, Geo. P. 
 
 Blake, Moffit & Towne.. 
 Bonestell, Richardson & Co 
 Cluett, Peabody & Co... 
 
 Dinkelspeil, L.,& Sons. 
 Dolliver & Bro. 
 
 Dunham, Carrigan & H. Co 
 Eastman Kodak Co_ 
 
 Elkus-Brenner Co., The ... 
 
 Goldstone Bros. 
 
 Holbrook Merrill & S. Co .. 
 Ide, Geo. P. 
 
 Lowenberg & Co. 
 
 Meyerstein Co., The. 
 
 Roebling’s, J. A., Sons’ Co.. 
 
 From— 
 
 New York. 
 Do. 
 
 Do. 
 
 New York and 
 common points." 
 Do. b 
 
 Do. " 
 
 New York. 
 
 Do. 
 
 New York and 
 common points." 
 Do." 
 
 New York. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 "Unless otherwise noted, rates applying from New York and common points will be subject to 
 usual absorption of 20 cents per 100 pounds. b Absorption, 15 cents per 100 pounds. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 549 
 
 Table No. 50. —Rates of freight under through bills of lading from San Francisco to New 
 York via Panama in connection with Panama Railroad Company and Panama Railroad 
 Steamship Line. 
 
 [This tariff supersedes all previous issues. (Subject to change without notice.) Pacific Mail Steam¬ 
 ship Company. Panama route. Freight tariff No. 60.] 
 
 Class rates, subject to the Western classification, in cents per 100 pounds, United States gold coin or 
 
 its equivalent.] 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 A. 
 
 B. 
 
 C. 
 
 D. 
 
 E. 
 
 180 
 
 150 
 
 130 
 
 115 
 
 105 
 
 105 
 
 85 
 
 80 
 
 80 
 
 70 
 
 Commodity rates to New York will be those of transcontinental.freight bureau east- 
 bound tariff No. 3-D, effective July 1, 1902, and supplements thereto or subsequent 
 issues thereof, less the following discounts: Carloads, 20 per cent; less carloads, 30 
 per cent, observing minimum of 40 cents per 100 pounds. 
 
 Special exceptions as follows: 
 
 Cents per 
 100 pounds. 
 
 Asphalt (standard “D”) . 40 
 
 Beans. 55 
 
 Beeswax. 75 
 
 Boneblack. 40 
 
 Canned goods. . 55 
 
 Fish, in barrels. 50 
 
 Fruit, dried, in cases, strapped. 55 
 
 Glue. 50 
 
 Grains: Barley, rice, wheat. 40 
 
 Grease. 50 
 
 Herbs, including cascara, damiana, sumac, and grape root. . 75 
 
 Hides, dry (in bales). 70 
 
 Honey, strained, in tin, in cases, strapped. 55 
 
 Hops, in compressed bales. 90 
 
 Junk, including bones (bleached), cattle hair, compressed in bales; horns, old 
 
 rope, rubber, waste in compressed bales; scrap leather, old metal. 50 
 
 Leather: 
 
 Bellies, collar, heads, latigo, etc. 60 
 
 Buff, finished calf, chamois, etc.•... 85 
 
 Liquors: 
 
 Wine, in barrels. 55 
 
 Wine, in puncheons. 65 
 
 Brandy, in wood. 60 
 
 Wine and brandy, in cases, strapped. 75 
 
 Lumber, logs, and shingles: 
 
 Cedar logs. 50 
 
 Lumber and shingles. 50 
 
 Toa and other hard woods. 50 
 
 Metals: Antimony, copper matte, rel. to value of $100 per ton, copper cement, 
 
 lead, zinc dross, etc. 40 
 
 Oil, in tin (boxed) or in wood. 50 
 
 Ore: Chrome, manganese, or antimony. !. 45 
 
 Pease.1. 55 ‘ 
 
 Quicksilver. 50 
 
 Rags. 55 
 
 Seeds: Alfalfa and mustard, double sacked. 40 
 
 Shells, sea, in sacks. 60 
 
 Tallow. 50 
 
 Wool, in grease, compressed in bales. 65 
 
 Through rates to points beyond New York quoted on application. 
 
 When “class” and “commodity” rates conflict the lowest will govern. 
 Minimum bill of lading to New York, $3. 
 
 San Francisco, December 15 , 1902. 
 
550 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 51. —Rates of freight under through bills of lading from San Francisco to 
 Europe via Panama , in connection with Panama Railroad Company and Atlantic 
 steamship lines from Colon to Barcelona, Pauillac (for Bordeaux), Cadiz, Bremen, 
 Genoa, Hamburg, Havre, Liverpool, London, Marseille, Santander, Southampton, and 
 St. Nazaire. 
 
 [This tariff supersedes all previous issues. (Subject to change without notice.) Pacific Mail Steam¬ 
 ship Company, Panama Line. Freight tariff No. 40.] 
 
 Rates of freight on general merchandise not specified under caption of “ Special 
 Rates,” as given below, will be taken per ton of 2,240 pounds, or 40 cubic feet, “car¬ 
 rier’s option,” subject to “ Panama route,” European classification, viz: 
 
 [In shillings.] 
 
 Class. 
 
 • 
 
 D. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 Shillings, per ton. 
 
 100 
 
 90 
 
 75 
 
 65 
 
 60 
 
 \ 
 
 The following special rates will apply on 10-ton lots or over, shipped under one 
 bill of lading. Less quantities will take rates 20 per cent higher. The freight on a 
 lot of less than 10 tons, however, shall not exceed that for 10-ton lots. 
 
 COMMODITIES. 
 
 [In shillings per ton of 2,240 pounds.] 
 
 Apricot kernels. 75 
 
 Asphalt, in barrels. 55 
 
 Beans, in bags. 60 
 
 Beeswax. 60 
 
 Canned goods. 55 
 
 Canned salmon.'. 50 
 
 Fish, in barrels. 60 
 
 Fruit, dried, in cases, strapped. 70 
 
 Grains: Barley, wheat, rye, in bags. 50 
 
 Herbs, including cascara, damiana, and sumac. 75 
 
 Hides, dty, baled. 80 
 
 Honey, strained, in tins, in cases, strapped (freight to be prepaid). 60 
 
 Hops, compressed. 110 
 
 Horns. 80 
 
 Household goods and personal effects per 40 cubic feet, or 2,240 pounds, carrier’s 
 
 option (freight to be prepaid). 75 
 
 Liquors: 
 
 Brandy and whisky, in wood. 70 
 
 Brandy, whisky, and wine, in strapped cases. 85 
 
 Wine, in barrels and kegs. 60 
 
 Lumber (30-foot lengths and under), per 1,000 feet B. M. 100 
 
 Logs, cedar or toa, and other hard woods. 60 
 
 Metals: Antimony, copper matte, copper cement, black copper, lead, lead 
 
 dross, etc. 45 
 
 Ore: Low grade, base, bullion. 40 
 
 Pampas plumes, packed. 160 
 
 * Peas, in bags. • ... 60 
 
 Seeds: Mustard and alfalfa, in double bags. 60 
 
 Shells, sea. 70 
 
 Tallow or grease. 60 
 
 Rates on other commodities or to other ports furnished on application. Minimum 
 charge for bill of lading, 20 shillings. 
 
 Shipments will be accepted to Amsterdam, Antwerp, and Rotterdam at rates 10 
 shillings per ton higher than those above given. 
 
 San Francisco, December 15, 1902. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 551 
 
 Table No. 52. —Rates of freight wider through bills of lading from Mexican and Central 
 American ports to Europe , via Panama , in connection with Panama Railroad Company 
 and Atlantic steamship lines. 
 
 [This tariff supersedes all previous issues. Pacific Mail Steamship Company, Panama Line. Freight 
 
 tariff No. 30.] 
 
 [In United States gold coin or its equivalent.] 
 
 Articles. 
 
 How taken. 
 
 From Central Amer¬ 
 ican ports. 
 
 From Mexican ports. 
 
 Specific. 
 
 Ad va¬ 
 lorem. 
 
 Specific 
 
 Ad va¬ 
 lorem. 
 
 Per cent. 
 
 Per cent. 
 
 Balsam. 
 
 Bark. 
 
 Cedar... 
 
 Cigars. 
 
 Cochineal. 
 
 Coffee: 
 
 Clean. 
 
 Shell. 
 
 From Puntarenas— 
 
 Special, clean. 
 
 Special, shell. 
 
 Cotton, in bales, compressed. 
 
 Dyewoods. 
 
 Extract of dyewood. 
 
 Gum arabic. 
 
 Hides. 
 
 Horns. 
 
 India rubbera. 
 
 Indigo. 
 
 Jewelry and silver plate. 
 
 Lead. 
 
 Merchandise, not otherwise enu¬ 
 merated. 
 
 Oil cake. 
 
 Ores: 
 
 Value $500 United States gold 
 per ton or less. 
 
 Value over $500 and not ex¬ 
 ceeding $1,000 per ton. 
 Value over $1,000 and not ex¬ 
 ceeding $‘2,000 per ton. b 
 Value over $2,000 per ton b... 
 
 Pearls. 
 
 Pearl shells.. 
 
 Sarsaparilla. 
 
 Skins (deer and goat).. 
 
 Silver precipitates. 
 
 Sole leather.. 
 
 Specie and bullion.. 
 
 Sugar. 
 
 Tobacco, in seroons or bales.. 
 
 Woods (other than cedar). 
 
 Parcels. 
 
 Per 100 pounds. 
 
 .do. 
 
 .do. 
 
 Per cubic foot. 
 
 Per 100 pounds. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 _do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 Ad valorem. 
 
 Per 100 pounds. 
 
 [Per 100 pounds or per 
 cubic foot, ship’s 
 [ option. 
 
 Per 100 pounds. 
 
 _do. 
 
 Per 100 pounds and 
 ad valorem. 
 
 _do.. 
 
 _do. 
 
 Ad valorem. 
 
 Per 100 pounds.. 
 
 _do.. 
 
 _do. 
 
 Ad valorem.. 
 
 Per 100 pounds.. 
 
 Ad valorem.. 
 
 Per 100 pounds.. 
 
 _do.. 
 
 _do.. 
 
 Per cubic foot.. 
 
 $1.80 
 2. 05 
 .60 
 .80 
 1. 75 
 
 Special. 
 
 Special. 
 
 .65 
 .85 
 .95 
 .60 
 .75 
 1.30 
 1.05 
 .95 
 1.30 
 1.75 
 
 .85 
 
 1.25 
 . 62± 
 
 .45 
 
 .65 
 
 .65 
 
 .65 
 
 .65 
 
 .65 
 
 2.35 
 
 1.40 
 
 .95 
 
 .50 
 
 1.50 
 
 .50 
 
 3.60 
 
 $1.95 
 2.25 
 .60 
 .90 
 2.00 
 
 Special. 
 
 Special. 
 
 1.05 
 
 .60 
 
 .85 
 
 1.35 
 
 1.05 
 
 1.20 
 
 1.30 
 
 1.90 
 
 .95 
 
 1.40 
 
 .70 
 
 .50 
 
 .65 
 
 10 
 
 16 
 
 t 
 
 n 
 
 u 
 
 ii 
 
 .65 
 . 65 
 .65 
 
 .65 
 2. 35 
 1.60 
 
 1.05 
 
 .50 
 
 1.50 
 
 .50 
 
 3.60 
 
 7 
 
 ¥ 
 
 15 
 
 T^> 
 
 a Shipments of india rubber to be on separate bills of lading, and when the freight at tariff rates 
 amounts to less than the minimum charge for bill of lading, the actual freight at the tariff rate will 
 be charged, provided the shipper has other goods from the same port, on the same steamer, to the 
 same consignee, sufficient in all to exceed the minimum charge. 
 
 b When valued at $1,000 or over per ton to be shipped on treasure bills of lading as ores with 
 declared value, and when possible to be stowed in treasure tanks. 
 
 Minimum bill of lading, $9.60. Minimum parcel receipt, $3.60. 
 
 Values of all cargo on which ad valorem charge is made must be declared in 
 United States gold coin. 
 
 Freight on perishable goods to be prepaid. 
 
 Where goods are consigned to “Order,” the name of party to be notified must be 
 given in all cases. 
 
 No explosives or combustible cargo, such as crude petroleum, nitroglycerin, etc., 
 will be transported by this line. 
 
 San Francisco, November 8, 1902. 
 
552 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 53. —Special rates of freight from San Francisco to Mexican and Central 
 
 American ports. 
 
 [Pacific Mail Steamship Company, Panama line. Special rate sheet No. 4.] 
 
 [Payable in United States gold coin. The ton weight to be 2,000 pounds and the ton measurement 
 
 to be 40 cubic feet.] 
 
 Articles. 
 
 Mazatlan. 
 
 San Bias, 
 Manza¬ 
 nillo, 
 Acapulco. 
 
 Ocos, Cham- 
 perico, San 
 Jose De G, 
 Acajulta, La 
 Libertad, La 
 Union, Ama- 
 pala.Corinto, 
 San Juan Del 
 Sur, Punta 
 Arenas, 
 Panama. 
 
 Acid: 
 
 Carboys (on deck), weight or measure S/O. 
 
 $15.00 
 7.50 
 
 $15.00 
 10.00 
 
 $15.00 
 15.00 
 
 On deck, tanks, weight or measure S/O. 
 
 Beer and aerated waters, cases or barrels, measure. 
 
 5.00 
 
 6.00 
 
 7.00 
 
 Boilers: 
 
 Under 2,000 pounds, weight or measure S/O. 
 
 5.00 
 
 6.00 
 
 8.00 
 
 2,000 pounds to 6.000 pounds, weight or measure S/O. 
 
 7.50 
 
 9.00 
 
 12.00 
 
 6.000 nonnds to 12.000 nonnds. weight, or measure S/O_ 
 
 12.00 
 
 15.00 
 
 20.00 
 
 Bran, weight,... 
 
 
 7.50 
 
 9.00 
 
 12.00 
 
 Barley, weight. 
 
 5.00 
 
 7.00 
 
 10.00 
 
 Beans and peas (dried, in sacks), weight. 
 
 5.00 
 
 6.00 
 
 7.00 
 
 Cattle (in stalls), each. 
 
 30.00 
 
 40.00 
 
 50.00 
 
 Corn, weight. 
 
 5.00 
 
 6.00 
 
 7.00 
 
 Cement, weight. 
 
 5.00 
 
 6.00 
 
 7.00 
 
 Coal (in bags in lots of less than 100 tons), weight. 
 
 4.00 
 
 5.00 
 
 6.00 
 
 Doors, sash, and blinds (to ho orated or boxedh measure _ 
 
 5.00 
 
 6.00 
 
 8.00 
 
 Flonr in saeks. weight,_ 
 
 
 5.00 
 
 6.00 
 
 6.00 
 
 Fire brick, weight.. 
 
 5.00 
 
 6.00 
 
 8.0 0 
 
 7.00 
 
 60.00 
 
 Flooring, surfaced boards and moldings (to be crated), measure. 
 Horses (in stalls), each. 
 
 4.50 
 
 40.00 
 
 5.50 
 
 50.00 
 
 Hay, compressed, 18 pounds per cubic foot, w r eight. 
 
 10.00 
 
 12.00 
 
 16.00 
 
 Iron: 
 
 Bar, rod, hoop, corrugated, and pipe in bundles, weight_ 
 
 Nails rivets. holts, cases or kegs. weight_ 
 
 5.00 
 5.00 
 
 7.00 
 6.00 
 
 9.00 
 
 8.00 
 
 Jewelry, value..... 7.1 - 7 . 
 
 Laths, ner 1.000_ 
 
 .per cent.. 
 
 Ij 
 
 2.00 
 
 Is 
 
 2.50 
 
 u 
 
 3.00 
 
 Lumber: 
 
 Not exceeding 8 bv 8 or 6 by 10 by 30, per 1,000. 
 
 8.00 
 
 10.00 
 
 12.00 
 
 Exceeding above dimensions. 
 
 («) 
 
 (*0 
 
 
 Machinery, weight or measure S/O. 
 
 
 
 
 Malt, measure. 
 
 5.00 
 
 6.00 
 
 8.00 
 
 Oats, weight. 
 
 7.50 
 
 
 9.00 
 
 12.00 
 
 Oil (noal. on deekh measure_ 
 
 5.00 
 
 7.00 
 
 10.00 
 
 Opium, value_1. 
 
 Potatoes, weight,_ 
 
 .per cent.. 
 
 n 
 
 5.00 
 
 Iff 
 
 6.00 
 
 H 
 
 8.00 
 
 Powder, black, weight. 
 
 30.00 
 
 30.00 
 
 30.00 
 
 Rice, weight. 
 
 5.00 
 
 6.00 
 
 8.00 
 
 Sheep (live), each. 
 
 4.00 
 
 4.00 
 
 5.00 
 
 Safes, weight or measure S/O. 
 
 (b) 
 
 6. 00 
 
 Salt, weight. 
 
 5.00 
 
 7.00 
 
 Shingles, per 1,000. 
 
 1.50 
 
 1.75 
 
 2.00 
 
 Silk goods, measure. 
 
 12.00 
 
 15. 00 
 
 20.00 
 
 Shooks, measure_____ 
 
 4.00 
 
 5.00 
 
 6.00 
 
 Treasure, value.. 
 
 Window and door frames, measure_ 
 
 .per cent.. 
 
 1 
 
 5.00 
 
 1 
 
 6.00 
 
 1 
 
 8.00 
 
 Wine (California, in cases and barrels), measure. 
 
 5. 00 
 
 6.00 
 
 8.00 
 
 Wire (barbed), measure... 
 
 5.00 
 
 6.00 
 
 7.00 
 
 Wheat, weight. 
 
 5.00 
 
 6.00 
 
 7.00 
 
 General merchandise. N. O. S.. weierht or measure S/O_ 
 
 5.00 
 
 6.00 
 
 8.00 
 
 
 
 
 
 a Special agreement. b Same as boilers. 
 
 Minimum bill of lading to Mazatlan, $2. To San Bias, Manzanillo, and Acapulco, 
 $2.50. To ports south of Acapulco, $3. 
 
 This special rate sheet does not apply to articles of unusual bulk or weight, which 
 are taken only by special agreement. Live stock taken by written contract only, 
 forms of which can be obtained at the company’s office. Freight on all live stock 
 and perishable articles must be prepaid; also all freight on cargo to all ports except 
 Mazatlan and Panama. 
 
 Where goods are consigned to order, the name of party to be notified must be 
 given in all cases. 
 
 No explosives or combustible cargo, such as petroleum, nitroglycerin, acids, etc., 
 will be transported by this line. Launches, boats, etc., taken at special rates upon 
 application. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 553 
 
 Parcel tariff , San Francisco to Central American and Mexican ports. 
 
 Package: 
 
 1 pound or less. 
 
 Over 1 pound to 2 pounds... 
 
 Over 2 pounds to 3 pounds. 
 
 Over 3 pounds to 4 pounds. 
 
 Over 4 pounds to 5 pounds. 
 
 Over 5 pounds to 7 pounds. .. . 
 
 Over 7 pounds to 10 pounds. 
 
 Over 10 pounds to 15 pounds. 
 
 Over 15 pounds to 20 pounds. 
 
 Over 20 pounds to 25 pounds. 
 
 Over 25 pounds to 30 pounds. 
 
 Over 30 pounds to 35 pounds. 
 
 Over 35 pounds to 40 pounds. 
 
 Over 40 pounds to 45 pounds... 
 
 Over 45 pounds to 50 pounds. 
 
 Exceeding 50 pounds.per pound.. 
 
 Rate. 
 $1.50 
 1.50 
 1.50 
 1.50 
 1.50 
 1.50 
 1.50 
 2.00 
 2. 00 
 
 3. 00 
 3.00 
 4.00 
 
 4. 00 
 
 5. 00 
 5. 00 
 
 .10 
 
 ADDITIONAL CHARGE FOR VALUE. 
 
 Charge. 
 
 From $51 to $75. 
 
 From $76 to $100. 
 
 From $101 to $200. 
 
 From $201 to $300. 
 
 From $301 to $400. 
 
 From $401 to $500. 
 
 From $501 to $600. 
 
 From $601 to $700. 
 
 From $701 to $800. 
 
 From $801 to $900. 
 
 From $901 to $1,000 . 
 
 Over $1,000 ..per cent.. 
 
 $1.00 
 2.00 
 3. 00 
 4.00 
 5.00 
 6. 00 
 7.00 
 8. 00 
 9.00 
 10. 00 
 10.00 
 1 
 
 San Francisco, November 1, 1902. 
 
 Alexander Center, 
 General Agent , San Francisco. 
 
 Table No. 54. —Rates of freight under through bills of lading from Mexican and Central 
 American ports to New York, via Panama , in connection with Panama Railroad Com¬ 
 pany and Panama Railroad Steamship Line. 
 
 [Effective August 15,1903. (This tariff supersedes all previous tariffs and supplements, and is subject 
 to change without notice.) Pacific Mail Steamship Company. Panama Line. Freight tariff 
 No. 23.] 
 
 [Payable in United States gold coin. Pounds, when mentioned in tariff, are English.] 
 
 Articles. 
 
 How taken. 
 
 Punta 
 
 Arenas, 
 
 San Juan, 
 Corinto. 
 
 Amapala, 
 Ocos, 
 and ports 
 between. 
 
 From 
 
 Mexican 
 
 ports. 
 
 Spe¬ 
 
 cific. 
 
 Ad va¬ 
 lorem. 
 
 Spe¬ 
 
 cific. 
 
 Ad va¬ 
 lorem. 
 
 Spe¬ 
 
 cific. 
 
 Ad va¬ 
 lorem. 
 
 Balsam. 
 
 Per 100 pounds .. 
 
 $2.00 
 2.40 
 1.15 
 2.00 
 1.30 
 f .75 
 \ a. 70 
 .50 
 
 . 871 
 .50 
 1.00 
 1.50 
 
 1.00 
 
 Per ct. 
 
 $2.00 
 2.60 
 1.25 
 2.00 
 1.40 
 .75 
 a. 70 
 
 Per cl. 
 
 $3.00 
 2.80 
 1.30 
 2.25 
 1.60 
 .75 
 a. 70 
 
 Per ct. 
 
 Bark. 
 
 .do. 
 
 
 
 
 Cigars. 
 
 Per cubic foot. 
 
 
 
 
 Cochineal . 
 
 Per 100 pounds. 
 
 
 
 
 Cocoa . 
 
 .do . *. 
 
 
 
 
 Coffee . 
 
 .do. 
 
 
 
 
 Coffee (special from Punta 
 
 Arenas).a 
 
 Cotton, in bales, compressed. 
 Dvewoods. 
 
 .do. 
 
 m m m m m Cl O 
 
 .do. 
 
 
 .871 
 
 .50 
 
 1.00 
 
 1.50 
 
 1.00 
 
 
 .871 
 
 .50 
 
 1.25 
 
 1.50 
 
 1.00 
 
 
 Ginger. 
 
 .do. 
 
 
 
 
 Hides (dry), folded, loose, or 
 in bales. 
 
 Horns. 
 
 .do. 
 
 
 
 
 a Changes since tariff published. 
 
554 
 
 DIGEST OF HEADINGS ON RAILWAY RATES 
 
 Table No. 54. —Rates of freight under through hills of lading from Mexican and Central 
 
 American ports to New York , etc. —Continued. 
 
 Articles. 
 
 India rubber a. 
 
 Indigo. 
 
 Jewelry and silver plate. 
 
 Merchandise, not otherwise 
 specified. 
 
 Orchilla. 
 
 Ores, concentrates, and pre¬ 
 cipitates (gold value to be 
 declared on bill of lading): 
 
 Value not exceeding 
 $500 per ton of 2,000 
 pounds. 
 
 Value over $500 and not 
 exceeding $1,000 per 
 ton of 2,000 pounds. 
 
 Value over $1,000 and 
 not exceeding $2,000 
 per ton of 2,000 pounds, b 
 
 Value over $2,000 and 
 not exceeding $8,000 
 per ton of 2,000 pounds .b 
 
 Value over $8,000 and 
 not exceeding $12,000 
 per ton of 2,000 pounds.fr 
 
 Value over $12,000 per 
 ton of 2,000 pounds .c 
 
 Pearls. 
 
 Pearl shells. 
 
 Plants (at shippers’ risk, 
 freight to be prepaid). 
 Ramie and other plant fibers. 
 
 Sarsaparilla. 
 
 Skins, alligator. 
 
 Skins, deer and goat. 
 
 Specie and bullion. 
 
 Sugar. 
 
 Tobacco, in seroons or bales. 
 Wood, in logs: 
 
 Cedar pieces not exceed¬ 
 ing 2 tons weight. 
 
 Cedar pieces over 2 tons 
 and not exceeding 4 
 tons. , 
 
 Cedar pieces over 4 tons 
 and not exceeding 6 
 tons. 
 
 Other woods (not dye- 
 woods) not exceeding 
 2 tons weight. 
 
 Other woods, pieces over 
 2 tons and not exceed¬ 
 ing 4 tons. 
 
 Other woods,pieces over 
 4 tons and not exceed¬ 
 ing 6 tons. 
 
 Parcels not exceeding 2 
 cubic feet. 
 
 How taken. 
 
 Punta 
 
 Arenas, 
 
 San Juan, 
 Corinto. 
 
 Amapala, 
 Ocos, 
 and ports 
 between. 
 
 From 
 
 Mexican 
 
 ports. 
 
 Spe¬ 
 
 cific. 
 
 Ad va¬ 
 lorem. 
 
 Spe¬ 
 
 cific. 
 
 Ad va¬ 
 lorem. 
 
 Spe¬ 
 
 cific. 
 
 Ad va¬ 
 lorem. 
 
 
 
 Per ct. 
 
 
 Per ct. 
 
 
 Per ct. 
 
 Per 100 pounds . 
 
 $1.50 
 
 
 $1.50 
 
 
 $1.50 
 
 
 .do. 
 
 2.00 
 
 
 '2.00 
 
 
 2.50 
 
 
 Ad valorem. 
 
 
 U 
 
 
 li 
 
 
 li 
 
 Per 40 cubic feet, or 
 
 30.00 
 
 35.00 
 
 40.00 
 
 2,000 pounds, ship’s 
 
 
 
 
 
 
 
 option. 
 
 
 
 
 
 
 
 Per 100 pounds. 
 
 2.50 
 
 
 2.60 
 
 
 2. 70 
 
 
 
 .65 
 
 
 .65 
 
 
 .65 
 
 
 Per 100 pounds and 
 
 .65 
 
 1 
 
 8 
 
 .65 
 
 f 
 
 .65 
 
 1 
 
 ad valorem. 
 
 
 
 
 
 
 
 .do. 
 
 .65 
 
 1 
 
 .65 
 
 t 
 
 .65 
 
 7 
 
 8 
 
 .do. 
 
 .65 
 
 7 
 
 8 
 
 .65 
 
 7 
 
 8 
 
 .65 
 
 u 
 
 Ad valorem . 
 
 
 U 
 
 
 u 
 
 . 
 
 u 
 
 . do . 
 
 
 Is 
 
 
 U 
 
 
 li 
 
 . do . 
 
 
 li 
 
 . 
 
 u 
 
 , , * m 9 m 9 
 
 li 
 
 Per 100 pounds . 
 
 .75 
 
 
 .75 
 
 
 .75 
 
 Per cubic foot . 
 
 .69 
 
 
 .69 
 
 
 .69 
 
 
 ri o 
 
 .40 
 
 
 .40 
 
 
 .45 
 
 
 Per 100 pounds. 
 
 2.50 
 
 
 2.60 
 
 
 2.70 
 
 
 .do. 
 
 1.50 
 
 
 1.50 
 
 
 1.50 
 
 
 .do. 
 
 2.00 
 
 
 2.00 
 
 
 2.25 
 
 
 Ad valorem. 
 
 
 u 
 
 
 H 
 
 
 U 
 
 Per 100 pounds. 
 
 1 .50 
 
 
 .50 
 
 .60 
 
 { c. 43 
 
 
 c. 43 
 
 . 
 
 . 
 
 c. 43 
 
 
 d o 
 
 1.75 
 
 
 1.75 
 
 
 2.00 
 
 
 Bn 
 
 .70 
 
 
 .70 
 
 
 .70 
 
 
 Bn 
 
 1.05 
 
 
 1.05 
 
 
 1.05 
 
 
 dr^ 
 
 1.40 
 
 
 1.40 
 
 
 1.40 
 
 
 
 . 50 
 
 
 .50 
 
 
 .60 
 
 
 .do. 
 
 .75 
 
 
 . 75 
 
 
 .90 
 
 
 .do. 
 
 1.00 
 
 
 1.00 
 
 
 1.20 
 
 
 Each. 
 
 3.00 
 
 • 
 
 3.00 
 
 
 3.00 
 
 
 
 
 
 
 
 
 
 « Shipments of india rubber to be on separate bills of lading, and when the freight at tariff rates 
 amounts to less than the minimum charge for the bill of lading, the actual freight at the tariff rate 
 will be charged, provided the shipper has other goods from the same port on the same steamer to the 
 same consignee sufficient in all to exceed the minimum charge. 
 
 fr When valued at $1,000 or over per ton, to be shipped on treasure bills of lading with declared 
 value, and when possible to be stowed in treasure tanks. 
 
 c Changes since tariff published. 
 
 Minimum bill of lading $6. Freight on perishable goods to be prepaid. 
 
 Values of all cargo on which ad valorem charge is made must be declared in 
 United States gold coin. 
 
 Where goods are consigned to “Order,” the name of party to be notified must lie 
 given in all cases. 
 
 No explosives or combustible cargo, such as crude petroleum, nitroglycerin, etc., 
 will be transported by this line. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 555 
 
 Table No. 55. —Rates of freight from Panama and Central American and Mexican ports 
 
 to San Francisco. 
 
 [Effective August 15, 1903. (This tariff supersedes all previous tariffs and supplements, and is subject 
 to change without notice.) Pacific Mail Steamship Company. Panama Line. Freight tariff 
 No. 53.] 
 
 [Payable in United States gold coin. Pounds, when mentioned in tariff, are English.] 
 
 Articles. 
 
 Beans, dried, in sacks, per 100pounds 
 
 Cigars, per cubic foot. 
 
 Cocoa, per 100 pounds. 
 
 Coffee, per 100 pounds. 
 
 Fish, dried, in sacks, per 100pounds. 
 Fruits and vegetables, green, per 
 
 cubic foot. 
 
 Hides and pelts: 
 
 Green, per 100 pounds. 
 
 Dry, loose, per 100 pounds. 
 
 Dry, bundles, per 100 pounds 
 
 India rubber, per 100 pounds. 
 
 Indigo, per 100 pounds. 
 
 Jewelry and silver plate . 
 
 Leather (sole, in bundles), per 100 
 
 pounds. 
 
 Merchandise, not otherwise speci¬ 
 fied, per 40 cubic feet, or 2,000 
 
 pounds, ship’s option. 
 
 Oil cake, per 100 pounds. 
 
 Ores, concentrates, and precipitates 
 (gold value to be declared on bill 
 of lading): 
 
 Value not exceeding $100 per 
 2,000 pounds, per 100 pounds .. 
 Value over $100 and not exceed¬ 
 ing $200 per 2,000 pounds, per 
 
 100 pounds. 
 
 Value over $200 and not exceed¬ 
 ing $500 per 2,000 pounds, per 
 
 100 pounds.. 
 
 Value over $500 and not exceed¬ 
 ing $1,000 per 2,000 pounds, per 
 
 100 pounds. 
 
 Value over $1,000 and not 
 exceeding $2,000 per 2,000 
 
 pounds, per 100 pounds a . 
 
 Value over $2,000 per 2,000 
 
 pounds, per 100 pounds a . 
 
 Peas, dried, in sacks, per 100 pounds. 
 
 Salt, in bags, per 100 pounds. 
 
 Shells, pearl and others, per 100 
 
 pounds. 
 
 Shrimps, dried, in sacks, per 100 
 
 pounds. 
 
 Skins: 
 
 Alligator and boar, per 100, 
 
 pounds. 
 
 Deer and goat, dry, in bundles, 
 
 per 100 pounds .. 
 
 Specie and bullion (gold value to 
 be declared on bill of lading): 
 
 Value under $1,000... 
 
 Value $1,000 and under $10,000.. 
 Value $10,000 and under $40,000. 
 
 Value $40,000 or over. 
 
 Sugar, raw, in bags, per 100 pounds. 
 Tobacco: 
 
 In bales, per 100 pounds. 
 
 In cases, per cubic foot. 
 
 Wood, in logs: 
 
 Cedar, per cubic foot. 
 
 Lignum-vitae, per 100 pounds ... 
 Other woods, per 100 pounds ... 
 
 Panama and 
 Central 
 American ' 
 ports. 
 
 Mexican ports. 
 
 Ports south of 
 Acapulco. 
 
 Acapulco, 
 Manzanillo, 
 San Bias. 
 
 Mazatlan. 
 
 Specific. 
 
 Ad va- 
 
 Specific. 
 
 Ad va- 
 
 Specific. 
 
 Ad va- 
 
 Specific. 
 
 Ad va- 
 
 
 lor era. 
 
 
 lorem. 
 
 
 lorem. 
 
 
 lorem. 
 
 
 Per ct. 
 
 
 Per ct. 
 
 
 Per ct. 
 
 
 Per ct. 
 
 $0. 50 
 
 
 $0.50 
 
 
 $0.37| 
 
 
 $0.25 
 
 
 ,25 
 
 
 .25 
 
 
 .25* 
 
 
 .25 
 
 
 .40 
 
 
 .50 
 
 
 . 40 
 
 
 .374 
 
 
 .40 
 
 
 .50 
 
 
 .40 
 
 
 .374 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .30* 
 
 
 .20 
 
 
 .25 
 
 
 .20 
 
 
 .15 
 
 
 . 50 
 
 
 .50 
 
 
 .374 
 
 
 .374 
 
 
 .75 
 
 
 .75 
 
 
 .50* 
 
 
 .50* 
 
 
 1.00 
 
 
 1.00 
 
 
 .75 
 
 
 .75 
 
 
 1.50 
 
 
 1.50 
 
 
 1.00 
 
 
 1.00 
 
 
 1.50 
 
 
 1.50 
 
 
 1.50 
 
 
 1.50 
 
 
 
 U 
 
 
 i.4 
 
 
 14 
 
 
 14 
 
 
 
 
 
 .60 
 
 
 .60 
 
 
 10.00 
 
 
 10.00 
 
 
 8.00 
 
 
 6. 00 
 
 
 
 
 
 
 .30 
 
 
 .30 
 
 
 .324 
 
 
 .324 
 
 
 .214 
 
 
 .214 
 
 
 .371 
 
 
 .374 
 
 
 . 25 
 
 
 .25 
 
 
 .50 
 
 
 .50 
 
 
 .374 
 
 
 .374 
 
 
 .75 
 
 
 . 75 
 
 
 .50 
 
 
 .50 
 
 
 .75 
 
 8 
 
 . 75 
 
 t 
 
 .50 
 
 1 
 
 2 
 
 .50 
 
 1 
 
 9 
 
 .75 
 
 3 
 
 T 
 
 .75 
 
 i 
 
 .50 
 
 i 
 
 .50 
 
 i 
 
 .50 
 
 
 .50 
 
 
 .374 
 
 
 .25 
 
 
 .25 
 
 
 .25 
 
 
 .25 
 
 
 .15 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .30 
 
 
 .50 
 
 
 .50 
 
 
 .50 
 
 
 .50 
 
 
 1.00 
 
 
 1.00 
 
 
 1.00 
 
 
 .75 
 
 
 
 1 
 
 1 
 
 
 l 
 
 
 l 
 
 
 l 
 
 
 1 
 
 
 l 
 
 
 i 
 
 
 
 
 7 
 
 
 
 
 1 
 
 
 4 
 
 
 1 
 
 
 * 
 
 
 l 
 
 
 
 .25 
 
 
 .25 
 
 .25 
 
 
 .25 
 
 
 1 00 
 
 
 1.00 
 
 
 .75 
 
 
 .50 
 
 
 .25 
 
 
 .25 
 
 
 .20 
 
 
 .15 
 
 
 .10 
 
 
 . 124 
 
 
 .10 
 
 
 .10 
 
 
 .20 
 
 
 .25 
 
 
 ,20 
 
 
 .20 
 
 
 .25 
 
 
 .30 
 
 
 .25 
 
 
 .25 
 
 
 
 
 
 
 
 
 
 
 a To be declared on treasure bills of lading as ores, concentrates or precipitates, and, when possible 
 to be stowed in treasure tanks. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 No bill of lading: from ports south of Acapulco signed for less than $2.50; from 
 Acapulco and ports north thereof, $2. 
 
 Freight on perishable goods to be prepaid. 
 
 Values of all cargo on which ad valorem charge is made must be declared in United 
 States gold coin. 
 
 Where goods are consigned to “ order,” the name of party to be notified must be 
 given in all cases. 
 
 No explosives or combustible cargo, such as crude petroleum, nitroglycerin, etc., 
 will be transported by this line. 
 
 Parcel tariff , Panama and Central American and Mexican ports to San Francisco. 
 
 Rato. 
 
 Package of 10 pounds or less.$1. 50 
 
 Package over 10 pounds to 20 pounds. 2. 00 
 
 Package over 20 pounds to 30 pounds. 3. 00 
 
 Package over 30 pounds to 40 pounds. 4. 00 
 
 Package over 40 pounds to 50 pounds. 5. 00 
 
 Package exceeding 50 pounds.per pound.. . 10 
 
 ADDITIONAL CHARGE FOR VALUE. 
 
 Valued at— 
 
 From $51 to $75. 
 
 From $76 to $100. 
 
 From $101 to $200. 
 
 From $201 to $300. 
 
 From $301 to $400. 
 
 From $401 to $500. 
 
 From $501 to $600. 
 
 From $601 to $700. 
 
 From $701 to $800. 
 
 From $801 to $1,000 . 
 
 Over $1,000. 
 
 San Francisco, July 15 , 1903. 
 
 Charge. 
 
 .$ 1.00 
 
 . 2.00 
 
 . 3.00 
 
 . 4.00 
 
 . 5.00 
 
 . 6.00 
 
 . 7.00 
 
 . 8.00 
 
 . 9.00 
 
 . 10.00 
 
 percent.. 1 
 
 Table No. 56. —Pates of freight from Liverpool to South Pacific ports via Colon-Panama. 
 
 [Frederick Leyland & Co. (1900), Limited.] 
 
 These rates apply only to packages and pieces not exceeding 2 tons weight, and are 
 payable in exchange for bills of lading. 
 
 Through bills of lading issued and through rates of freight quoted from most towns 
 in the United Kingdom and European ports. 
 
 The through rates of freight, etc., and classification of goods are subject to revision 
 without notice. Cargo taken by special agreement only. 
 
 Bills of lading, showing the conditions on which goods are carried by the Leyland 
 Line and its connections, can be obtained only from the printers (James Mawdsley 
 & Son), 32 Castle street, Liverpool, or from the agents of the line. 
 
 Three plain copies of bill of lading required for all Pacific ports except Ecuador, for 
 which four are necessary. 
 
 All goods (except Class D and those paying freight ad valorem) of £200 and upward 
 in value per freight ton will be charged as valuable. 
 
 Heavy lifts: Pieces and packages weighing over 2 tons will be charged the follow¬ 
 ing rates, in shillings, in addition: 
 
 Tons. 
 
 Measure¬ 
 
 ment 
 
 goods. 
 
 Weight 
 
 goods. 
 
 Tons. 
 
 Measure¬ 
 
 ment 
 
 goods. 
 
 Weight 
 
 goods. 
 
 2 to 3. 
 
 10 
 
 15 
 
 6 to 7. 
 
 30 
 
 50 
 
 3 to 4. 
 
 15 
 
 25 
 
 7 to 8. 
 
 35 
 
 65 
 
 4 to 5. 
 
 20 
 
 30 
 
 8 to 9. 
 
 40 
 
 70 
 
 5 to 6. 
 
 25 
 
 45 
 
 9 to 10. 
 
 45 
 
 75 
 
 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 557 
 
 Dangerous goods in packages not exceeding 10 kilos weight when shipped with 
 other goods may be accepted at one-half the minimum charge, but no bill of lading 
 containing dangerous goods will be signed for less than 63 shillings. Packages of 
 goods in Class D must not exceed 112 pounds each. 
 
 Goods Class D D pay 200 shillings per ton to all ports. 
 
 [Values given in shillings and pence.] 
 
 
 Per freight ton of 40 cubic feet, or 2,240 
 pounds gross weight or per cent ad valo¬ 
 rem (steamer’s option). 
 
 Minimums. j 
 
 
 
 
 
 
 
 
 Class D. 
 
 
 
 
 
 
 
 
 
 
 Xi 
 
 i 
 
 
 Major ports. 
 
 . 
 
 Q 
 
 V2 
 
 (fi 
 
 c3 
 
 r—H 
 
 > 
 
 Zfl 
 
 00 
 
 cS 
 
 rH 
 
 V? 
 
 VI 
 
 C3 
 
 c4 
 
 OQ 
 
 00 
 
 co 
 c n 
 
 VI 
 
 o3 
 
 e 
 
 [5 
 
 *5 
 
 <x> 
 
 ft 
 
 VI 
 
 m 
 
 VI 
 
 £ 
 
 © 
 
 bjo 
 
 J 
 
 n bill of lading wit 
 
 other goods. 
 
 n bill of lading wit 
 
 out other goods. 
 
 lasses other than D. 
 
 
 5 
 
 3 
 
 3 
 
 o 
 
 3 
 
 o 
 
 P-l 
 
 O 
 
 O 
 
 o 
 
 Buenaventura 
 Tumaco. 
 
 s. 
 
 }ioo 
 
 s. P. ct. 
 
 150 or 2£ 
 
 s. d. 
 
 75 0 
 
 s. d. 
 
 60 0 
 
 s. d. 
 
 55 0 
 
 s. d. 
 
 52 6 
 
 P. Ct 
 
 Nil. 
 
 s. d. 
 
 31 6 
 
 s. 
 
 63 
 
 s. d. 
 
 31 6 
 
 Esmeraldas... 
 Bahia. 
 
 jioo 
 
 150 or 2i 
 
 75 0 
 
 60 0 
 
 55 0 
 
 52 6 
 
 Class 4. 
 32 6 
 
 Nil. 
 
 31 6 
 
 63 
 
 31 6 
 
 Manta. 
 
 
 Puerto Bolivar 
 
 Guayaquil_ 
 
 Paita. 
 
 jioo 
 
 150 or 2i 
 
 60 0 
 
 45 0 
 
 40 0 
 
 10 
 
 31 6 
 
 63 
 
 31 6 
 
 Eten. 
 
 Pascasmayo .. 
 
 Salaverry. 
 
 Callao. 
 
 Pisco . 
 
 •100 
 
 100 or 2i 
 
 60 0 
 
 52 6 
 
 45 0 
 
 32 6 
 
 10 
 
 31 6 
 
 63 
 
 31 6 
 
 Mollendo. 
 
 Ilo. 
 
 •100 
 
 100 or 2£ 
 
 57 6 
 
 50 0 
 
 37 6 
 
 30 0 
 
 10 
 
 31 6 
 
 63 
 
 31 6 
 
 Arica. 
 
 100 
 
 100 or 2i 
 
 57 6 
 
 50 0 
 
 37 6 
 
 30 0 
 
 10 
 
 31 6 
 
 63 
 
 31 6 
 
 Pisagua. 
 
 Iquique. 
 
 Tocopilla. 
 
 Antofagasta.. 
 Taltal. 
 
 •100 
 
 100 or 2\ 
 
 50 0 
 
 42 6 
 
 35 0 
 
 30 0 
 
 10 
 
 31 6 
 
 63 
 
 31 6 
 
 Caldera. 
 
 Coquimbo.... 
 Valparaiso ... 
 
 
 
 
 
 
 
 
 
 
 
 Additional 
 
 charges. 
 
 a Class special: Puertos Menores: The goods under this class are as follows: Bricks, cement, coal, 
 coke, iron and steel bars, hoops, plates, sheets (including galvanized), pig, rails, fish plates, axles 
 and wheels, lead (in pigs), salt (in bags), soda (ash, caustic, hyposulphate, and silicate). 
 b Eight shillings per cent ad valorem, minimum 2 shillings. 
 
 Puertos Menores: Goods may also be accepted on through bills of lading to the 
 minor ports at rates of freight to be charged to the nearest major port and subject to 
 
 the following clause: “Goods to be cleared at-by Messrs.-and 
 
 local freight and expenses to destination to be paid at this port.” 
 
 Frederick Leyland & Co. (1900) (Limited), 
 
 27 James Street , Liverpool . 
 
 (Tariffs of other English lines to Colon practically the same.) 
 
 Liverpool, November 1, 1904. 
 
 [Translation.] 
 
 [Issue No. 20. January, 1905. Herewith all former issues are annulled. Hamburg-America Line. 
 The West Indies-Mexico-Panama route. Via Colon and Panama, in connection with the Panama 
 Railroad Company, the Pacific Mail Steamship Company, the Pacific Steam Navigation Company, 
 La Compania Sud-Americana de Vapores, and other lines.] 
 
558 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Freight rates for goods shipped from Hamburg , Bremen , and Antwerp to South American 
 
 })orts. 
 
 Every freightage is to be paid on delivery of the invoices, without any reimburse¬ 
 ment, not even if the ship or the goods should be lost. 
 
 Every parcel must be packed safely, and is to be furnished with a clearly visible 
 mark, as well as with a number and the full name of the port for which it is designed. 
 
 “C. 0. D.” (cash on delivery) is not allowed. 
 
 For invoices, the formula issued by our company is to be used only. 
 
 Combustibles, explosive goods, and other goods dangerous to the ship or its cargo, 
 as well as rails, w T eapon or war material, and packs of more than 2,000 kilos require 
 a special agreement. 
 
 Freight rates for shipment from Grimsby and Havre, according to special tariffs 
 of the agents of those places. 
 
 An extra rate of 7s. 6d. per 40 cubic feet, respectively, 1,000 kilos is to be paid for 
 through invoices for Amsterdam and Rotterdam, additional to the Hamburg rates. 
 
 FREIGHTER A TES FOR^PACKS OF MORE THAN 2,000 KILOS. 
 
 1. To Panama and ports north of it: 
 
 More than 2,000, to 4,000 kilos—one and a half times the usual rate. 
 
 More than 4,000, to 6,000 kilos—twice the usual rate. 
 
 More than 6,000, to 8,000 kilos—twice and a half the usual rate. 
 
 More than 8,000, to 10,000 kilos—thrice the usual rate. 
 
 2. To the South Pacific. The following rates, in shillings per ton, are to be paid 
 beyond the usual ones: 
 
 Weight. 
 
 If by 
 measure. 
 
 If by 
 weight. 
 
 Over 2 to 3 tons. 
 
 10 
 
 15 
 
 Over 3 to 4 tons. 
 
 15 
 
 25 
 
 Over 4 to 5 tons... 
 
 20 
 
 30 
 
 Over 5 to 6 tons. 
 
 25 
 
 40 
 
 Over 6 to 7 tons. 
 
 30 
 
 35 
 
 50 
 
 Over 7 to 8 tons. 
 
 65 
 
 Over 8 to 9 tons. 
 
 40 
 
 70 
 
 Over 9 to 10 tons. 
 
 45 
 
 75 
 
 
 For packs of more than 10 tons a special agreement is required. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 559 
 
 Table No. 57. —Rates of freight from Liverpool to Atlantic ports, furnished by Frederick 
 Leyland <£ Co. (1900), limited, West India and Pacific department. 
 
 [Per ton gross weight or measurement, at steamer’s option, with 10 per cent primage. Through rates 
 of freight are also quoted from inland towns and ports in the United Kingdom. These rates, effec¬ 
 tive per steamship Louisianian , sailing July 3, apply only to packages and pieces not exceeding 2 
 tons weight, and are subject to revision without notice. Cargo taken by special agreement only. 
 Packages and pieces exceeding 2 tons and not exceeding 3 tons weight each will be charged one- 
 and-a-half times ordinary freight; over 3 tons and not over 4 tons, twice ordinary freight; over 4 
 tons and not over 6 tons, two-and-a-half times ordinary freight; over 6 tons and not over 8 tons, 
 three times ordinary freight; over 8 tons and not over 10 tons, three-and-a-half times ordinary 
 freight; over 10 tons, by special agreement.] 
 
 Ports. 
 
 Barbados 
 
 Demernra, via Bar¬ 
 bados (landing 
 charges, 5 per cent) 
 St. Lucia, etc., via 
 Barbados (landing 
 charges, 5 to 10 per 
 cent). 
 
 Trinidad. 
 
 Ciudad Bolivar, via 
 Trinidad. 
 
 La Guaira. 
 
 Puerto Cabello. 
 
 Curasao. 
 
 Maracaibo and Coro, 
 via Curasao. 
 
 Santa Martha. 
 
 Savanilla. 
 
 Cartagena. 
 
 Barranquilla, via Sa¬ 
 vanilla (weight 
 goods 5 shillings 
 per ton extra). 
 
 Calamar, via Carta¬ 
 gena. 
 
 Colon d . 
 
 St. Thomas. 
 
 St. Croix, via St. 
 Thomas. 
 
 Kingston. 
 
 Jamaica outports, via 
 Kingston. 
 
 Veracruz. 
 
 Tampico. 
 
 Progreso . 
 
 Mexico City, Monte¬ 
 rey, San Luis Po- 
 tosi, etc. (special 
 rates). 
 
 1 
 
 I 
 
 Freight- 
 
 -Class. 
 
 
 
 
 
 Minimum. 
 
 Dangerous. 
 
 1, Val. 
 
 ai 
 
 <5 
 
 3, coarse. 
 
 4, rough. 
 
 Ordinary goods per 
 bill of lading. 
 
 Dangerous 
 
 goods. 
 
 With other 
 
 goods. 
 
 If on sepa¬ 
 rate bill of 
 lading. 
 
 s. 
 
 
 
 S. 
 
 i. 
 
 s. d. 
 
 8. d. 
 
 s. d. 
 
 s. 
 
 i. 
 
 8. 
 
 d. 
 
 60 
 
 Class 2 plus 1 
 
 35 
 
 0 
 
 35 
 
 0 
 
 (a) 
 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 per cent 
 
 ad 
 
 
 
 
 
 
 
 
 
 
 
 
 
 1 
 
 valorem. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 60 
 
 .do. 
 
 
 35 
 
 0 
 
 35 
 
 0 
 
 (a) 
 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 60 
 
 .do. 
 
 
 40 
 
 0 
 
 40 
 
 0 
 
 (a) 
 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 60 
 
 .do. 
 
 
 35 
 
 0 
 
 35 
 
 0 
 
 (a) 
 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 80 
 
 .do. 
 
 
 50 
 
 0 
 
 50 
 
 0 
 
 (a) 
 
 
 21 
 
 0 
 
 15 
 
 6 
 
 26 
 
 0 
 
 80 
 
 60 s. or 1 
 
 per 
 
 45 
 
 0 
 
 .35 
 
 0 
 
 b 25 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent ad valo- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 rem. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 60 s. or 1 
 
 per 
 
 45 
 
 0 
 
 35 
 
 0 
 
 625 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 .do. 
 
 
 45 
 
 0 
 
 35 
 
 0 
 
 6 25 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 120 
 
 70 s. or 1^ 
 
 per 
 
 47 
 
 6 
 
 37 
 
 6 
 
 630 
 
 0 
 
 13 
 
 0 
 
 21 
 
 0 
 
 31 
 
 6 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 60 s. or 1 
 
 per 
 
 45 
 
 0 
 
 35 
 
 0 
 
 30 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 .do. 
 
 
 30 
 
 0 
 
 30 
 
 0 
 
 625 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 80 
 
 .do. 
 
 
 30 
 
 0 
 
 30 
 
 0 
 
 625 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 100 
 
 70 s. or 1£ 
 
 per 
 
 40 
 
 0 
 
 40 
 
 0 
 
 635 
 
 0 
 
 13 
 
 0 
 
 15 
 
 6 
 
 26 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 120 
 
 80 s. or 1£ 
 
 per 
 
 50 
 
 0 
 
 50 
 
 0 
 
 645 
 
 0 
 
 13 
 
 0 
 
 15 
 
 6 
 
 26 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 60 s. or 1 
 
 per 
 
 35 
 
 0 
 
 35 
 
 0 
 
 22 
 
 6 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 .do. 
 
 
 45 
 
 0 
 
 35 
 
 0 
 
 625 
 
 0 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 100 
 
 70 s. or 1|- 
 
 per 
 
 55 
 
 0 
 
 45 
 
 0 
 
 635 
 
 0 
 
 21 
 
 0 
 
 15 
 
 6 
 
 26 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 60 
 
 60 s. or 1 
 
 per 
 
 By special agree 
 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent. 
 
 
 ment. 
 
 
 
 
 
 
 
 
 
 
 80 
 
 70 s. or 1| 
 
 per 
 
 
 do .. 
 
 
 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 60 s. or 1 
 
 per 
 
 25 
 
 0 
 
 25 
 
 0 
 
 17 
 
 6 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 80 
 
 .do. 
 
 
 25 
 
 0 
 
 25 
 
 0 
 
 17 
 
 6 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 80 
 
 70 s. or 1 
 
 per 
 
 40 
 
 0 
 
 30 
 
 0 
 
 22 
 
 6 
 
 10 
 
 6 
 
 10 
 
 6 
 
 21 
 
 0 
 
 
 cent. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Other charges. 
 
 Wharfage or mu¬ 
 
 nicipal tax, etc., 
 per freight ton. 
 
 Import tax, per 
 
 1,000 kilos. 
 
 Stamp duty, per set 
 
 of bills of lading. 
 
 Consular vis6, per 
 
 set of bills of lading. 
 
 s. d. 
 
 8. 
 
 s. 
 
 s. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 5 
 
 5 
 
 5 
 
 1 6 
 
 3 0 
 
 
 
 
 
 
 
 
 
 
 c 5 
 
 2 
 
 2 
 
 2 
 
 2 
 
 2 
 
 10 
 
 
 6 
 
 6 
 
 6 
 
 6 
 
 6 
 
 3 
 
 3 
 
 3 
 
 3 
 
 3 
 
 9 
 
 9 
 
 
 6 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 2 
 
 2 
 
 2 
 
 2 
 
 
 
 
 
 
 
 
 
 
 
 
 
 a Various. 
 
 Note.—F or footnotes b, c, and d see p. 560. 
 
560 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 58 .—Comparison of rates. 
 
 From New York— 
 
 Articles. 
 
 To Colon. 
 
 To Habana and 
 Santiago. 
 
 To Livingston. 
 
 To San Juan. 
 
 Kerosene oil.. 
 
 Flour . 
 
 Potatoes. 
 
 25cents per case.... 
 811 cents per barrel. 
 .do. 
 
 15 cents per case.... 
 65 cents per barrel.. 
 .do. 
 
 60 cents per case.... 
 
 $1.28 per barrel. 
 
 .do. 
 
 12 cents per case. 
 
 30 cents per barrel. 
 
 50 cents per barrel. 
 
 35 cents per 100 
 pounds. 
 
 14 cents per cubic 
 foot. 
 
 f$5 per M feet. 
 
 l$8 per M feet. 
 
 60 cents per barrel. 
 
 16 cents per cubic 
 foot. 
 
 25 cents per 100 
 pounds, or 12 cents 
 per cubic foot. 
 
 Salt. 
 
 Dry goods. 
 
 Lumber. 
 
 Pork. 
 
 Furniture. 
 
 Lard. 
 
 25 cents per 100 
 pounds. 
 
 12£ cents per cubic 
 foot. 
 
 $10 per M feet. 
 
 87icents per barrel. 
 
 12£ cents per cubic 
 foot. 
 
 25 cents per 100 
 pounds. 
 
 25 cents per 100 
 pounds. 
 
 10 cents per cubic 
 foot. 
 
 $4 per M foot. 
 
 70 cents per barrel.. 
 
 10 cents per cubic 
 foot. 
 
 20 cents per 100 
 pounds. 
 
 60 cents per 100 
 pounds. 
 
 60 cents per cubic 
 foot. 
 
 $15 per M feet. 
 
 $1.28 per barrel. 
 
 30 cents per cubic 
 foot. 
 
 60 cents per 100 
 pounds. 
 
 Articles. 
 
 From New York— 
 
 To Kingston. 
 
 To Veracruz. 
 
 To Progreso. 
 
 To La Guaira. 
 
 Kerosene oil.. 
 
 Flour . 
 
 Potatoes . 
 
 Salt. 
 
 Drv goods. 
 
 Lumber. 
 
 Pork. 
 
 Furniture. 
 
 Lard. 
 
 16 cents per case.... 
 
 40 cents per barrel.. 
 
 50 cents per barrel.. 
 
 20 cents per 100 
 pounds. 
 
 8 cents per cubic 
 foot. 
 
 $6.50 per M feet. 
 
 50 cents per barrel.. 
 
 8 cents per cubic 
 foot. 
 
 25 cents per 100 
 pounds. 
 
 25 cents per case.... 
 
 75 cents per barrel.. 
 
 88 cents per barrel.. 
 
 25 cents per 100 
 pounds. 
 
 15 cents per cubic 
 foot. 
 
 J$8 per M feet. 
 
 ($9 per M feet. 
 
 90 cents per barrel.. 
 
 12£ cents per cubic 
 foot. 
 
 30 cents per 100 
 pounds. 
 
 25 cents per case.... 
 
 70 cents per barrel.. 
 
 88 cents per barrel.. 
 
 30 cents per 100 
 pounds. 
 
 17£ cents per cubic 
 foot. 
 
 $8 per M feet. 
 
 $9 per M feet. 
 
 $1.40 per barrel. 
 
 12^ cents per cubic 
 foot. 
 
 30 cents per 100 
 pounds. 
 
 25 cents per case. 
 
 50 cents per barrel. 
 
 Do. 
 
 35 cents per 100 
 pounds. 
 
 15 cents per cubic 
 foot. 
 
 $9 per M feet. 
 
 $12 per M feet. 
 
 75 cents per barrel. 
 
 15 cents per cubic 
 foot. 
 
 25 to 30 cents per 
 100 pounds. 
 
 February 6, 1905. 
 
 Note.—F ootnotes to Table No. 57, p. 559. 
 
 b Special rates (with usual additions). 
 
 Beer. 
 
 Bottles (empty), demi¬ 
 johns (empty), 
 earthenware and 
 glassware (com- • 
 mon). 
 
 Paper (packing, print¬ 
 ing, wood and straw). I 
 
 Coal and coke in sacks; 
 iron and steel wire. 
 
 Cement in casks. 
 
 Iron pots, stoves, . 
 grates, and ovens. 
 
 Rice in bags. 
 
 
 La Guaira, 
 Puerto Cabello, 
 Curasao, 
 
 St. Thomas. 
 
 Coro, Mara¬ 
 caibo. 
 
 Savanilla, Carthagena. 
 
 Per 40 cubic feet.. 
 
 20s. net. 
 
 27s. 6d. net_ 
 
 20s. and 10 per cent. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 25s. and 10 per cent. 
 
 Per 20 cwt. gross.. 
 
 18s. net. 
 
 25s. net. 
 
 Do. 
 
 _do. 
 
 17s. 6d. and 10 
 
 .do. 
 
 20s. and 10 per cent. 
 
 
 per cent. 
 
 
 —do. 
 
 50s. and 10 per 
 
 60s. and 10 per 
 
 50s. and 10 per cent. 
 
 
 cent. 
 
 cent. 
 
 
 _do. 
 
 18s. net. 
 
 25s. net. 
 
 20s. and 10 percent. 
 
 
 
 
 With usual additions for Barranquilla and Calamar. 
 
 cCoro: Cost of consular vis6 to be divided among shippers 
 d Light-house dues, 1 shilling per ton; tonnage tax, 7 shillings per ton. 
 
 27 James Street, Liverpool, 15th June , 1901. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 561 
 
 Table No. 59. —Freight rates from Hamburg , Bremen , and Antwerp via Colon and 
 
 Panama. 
 
 [For 1,000 kilos, 40 cubic feet (English), or according to the value, at the ship’s option. All goods 
 of 200 shillings value and more pay first-class to Panama and the ports north of it, and V class to the 
 South Pacific, except extra goods and goods which pay according to their value.] 
 
 To- 
 
 Class 
 
 V. 
 
 Panama, extra rates below &. 
 
 Buenaventura, Tumaco. 
 
 Esmeraldas, Bahia (Caraques), 
 
 Manta. 
 
 Puerto Bolivar, Guayaquil. 
 
 Paita, Eten, Pacasmayo, Salaverry. 
 Callao, Pisco, Mollen'do, Ilo, Arica. 
 Pisagua, Iquique, Toeapilla, An¬ 
 tofagasta, Taltal, Caldera, Co- 
 quimbo, Valparaiso. 
 
 c 150 
 
 c 150 
 clOO 
 clOO 
 clOO 
 
 clOO 
 
 Class 1. 
 
 s. d. 
 cl20 0 
 75 0 
 
 75 0 
 60 0 
 60 0 
 57 6 
 
 50 0 
 
 Class 2. 
 
 s. d. 
 100 0 
 60 0 
 
 60 0 
 45 0 
 52 6 
 50 0 
 
 42 6 
 
 Class 3. Class4.« 
 
 s. d. 
 90 0 
 55 0 
 
 55 0 
 40 0 
 45 0 
 37 6 
 
 35 0 
 
 s. d. 
 <*60 0 
 52 6 
 
 52 6 
 32 6 
 32 6 
 30 0 
 
 30 0 
 
 Class I Class 
 D. DD. 
 
 I 
 
 s. 
 
 s. 
 
 200 |_•. 
 
 100 ! 200 
 
 100 | 200 
 
 100 | 200 
 
 100 ! 200 
 
 100 i 200 
 
 100 ! 200 
 
 Pre¬ 
 
 cious 
 
 metal, 
 
 coin, 
 
 and 
 
 jewels. 
 
 Com¬ 
 
 mon 
 
 goods. 
 
 P. ct 
 
 d 2 
 
 o a! c 5 
 raPs « « 
 
 M O s-, 
 CD 
 
 r'V q , 
 
 JSS- 
 
 SoJ 
 
 CChO 
 
 a 
 
 s. d. 
 21 0 
 31 6 
 
 
 31 
 
 31 
 
 31 
 
 31 
 
 31 6 
 
 To— 
 
 Minimum rates, 
 dangerous goods; 
 maximum 50 kilos 
 a pack, if forward¬ 
 ed on one invoice; 
 together with 
 
 other 
 
 kilo. 
 
 goods, per 
 
 Pri¬ 
 
 mage. 
 
 
 Kilos. 
 
 Under 
 
 10 
 
 kilos. 
 
 Sepa¬ 
 
 rate. 
 
 
 
 s. d. 
 
 s. d. 
 
 s. 
 
 P. ct. 
 
 Panama, extra rates below f>. 
 
 21 0 
 
 10 6 
 
 42 
 
 
 Buenaventura, Tumaco. 
 
 31 6 
 
 15 9 
 
 63 
 
 
 • • 
 
 Esmeraldas, Bahia (Caraques), 
 Manta. 
 
 31 6 
 
 15 9 
 
 63 
 
 
 Puerto Bolivar, Guayaquil. 
 
 31 6 
 
 15 9 
 
 63 
 
 • 
 
 10 
 
 Paita, Eten, Pacasmayo, Salaverry. 
 
 31 6 
 
 15 9 
 
 63 
 
 10 
 
 Callao, Pisco, Mollendo,Ilo,Arica. 
 
 31 6 
 
 15 9 
 
 63 
 
 10 
 
 Pisagua, Iquique, Toeapilla, An¬ 
 tofagasta, Taltal, Caldera, Co¬ 
 quimbo, Valparaiso. 
 
 31 6 
 
 15 9 
 
 63 
 
 10 
 
 Wharf—national or municipal- 
 duties, etc. 
 
 8s. per 100 packs or less as consular 
 duty; 5s. per ton for taxes, etc.; 6d. 
 per ton Colon wharf duty; min. 6d. 
 per invoice; 3s. per series of invoices 
 stamp duty. 
 
 5s. per series of invo ces as consular 
 duty; 6d. per freight ton as Colon 
 wharf duty; min. 6d. per invoice. 
 
 6d. per freight ton Colon wharf duty; 
 min. 6d. per invoice; 2s. 6d. per 
 freight ton municipal duty; 20 per 
 cent of consular duty for legalizing 
 invoices; min. mark 1 per invoice 
 (as consular duty). 
 
 20 per cent of the consular duty for 
 legalizing invoices; min. mark i per 
 invoice (as consular duty); 6d. per 
 freight ton as Colon wharf duty; 
 min. 6d. per invoice. 
 
 Cd. per freight ton Colon wharf duty; 
 min. 6d. per invoice. 
 
 2s. per series of invoices as consular 
 duty. Arica, nothing. 
 
 6d. per freight ton Colon wharf duty; 
 min. 6d. t>er invoice. 
 
 a Contrary to the general classification, the following goods belong to class 4: Buenaventura, 
 Tumaco, Esmeraldas, Bahia, and Manta: Bricks, cement, coal, coke, salt (in bags), soda (ash, caustic, 
 hyposulphate, and silicate), wheels without axles. 
 
 Callao, Iquique, Antofagasta, Taltal, Coquimbo, and Valparaiso: Bags, bagging (jute), bricks, buck¬ 
 ets, cement, coke (50 tons and over), corks, deals, demijohns (empty), earthenware, glass (hollow), 
 glass bottles, lamp glasses, paper (common and packing), sacks (old and new), salt, shovels, straw 
 envelopes, sugar (in bags or barrels), threshers, wire (barbed and black varnished), safety matches. 
 b Extra rates for Panama. Additional to taxes named above. 
 
 Beans, onions, peas, potatoes, soap.41s. 8d. weight ton. 
 
 Beer, in cases and barrels, candles, sugar, refined.41s. 8d. measured ton. 
 
 Flour, rice, less than 10-ton lots.41s. 8d. weight ton. 
 
 Flour, 10-ton lots and upwards ...’..32s. 8d. weight ton. 
 
 Rice, 10-ton lots and upwards.35s. weight ton. 
 
 Boots, shoes, lampblack .83s. 4d. measured ton. 
 
 Bricks (common building) ...35s. 
 
 Cement, pitch, resin, tar.28s. 
 
 Fish, dried arid salt, hams. v .50s. 
 
 Petroleum, refined.66s. 
 
 Gunpowder, in approved packs. 
 
 c Or 24 per cent, 
 d Ten-ton lots, 55 shillings. 
 
 Parcels: The entire west shore—7s. 6d. for every cubic foot or part of it. 
 Alterations without publication reserved. 
 
 S. Doc. 244, 59-1-36 
 
 weight ton. 
 weight ton. 
 measured ton. 
 8d. measured ton. 
 3d. per pound, net. 
 
5i32 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 60. —Freight rates for the Pacific ports, sailing from Havre, St.. Nazaire, Bor¬ 
 deaux, Marseille, and Santander, in connection with the Panama Railroad Company, 
 Colon-Panama; the Pacific Mail Steamship Company, Panama-San Francisco; Cam¬ 
 pania Sud-Americana de Vapores and Pacific Steam Navigation Company, Panama- 
 I Valparaiso. 
 
 [Freight rates, corrected for Panama-San Francisco. French General Trans-Atlantic Packet Steam¬ 
 ship Company. April 1, 1905.] 
 
 [All values in francs.] 
 
 • 
 
 Dates of sailing. 
 
 To be paid by francs per ton of 
 40 cubic feet, per 1,000 kilos or 
 ad valorem, at the option of 
 the company; pieces exceed¬ 
 ing 1.000 kilos or of great vol¬ 
 ume, the rate to be agreed 
 upon prior to shipment. 
 
 Coin, per cent. 
 
 Precious stones and jewelry, 
 per cent. 
 
 _.__ 
 
 Minimum for invoices. 
 
 1_ 
 
 : Insurance, 
 minimum, 
 
 1 franc. 
 
 Merchandise, per 
 cent.a 
 
 Coin, per cent. 
 
 Class 
 
 1. 
 
 Class 
 
 2 . 
 
 Class 
 
 3. 
 
 Class 
 
 4. 
 
 Class 4, 
 per 10 
 tons 
 and for 
 every 
 in¬ 
 voice. 
 
 From St. Nazaire,9th; Havre, 22d; 
 
 
 
 
 
 
 
 
 
 
 
 Bordeaux, 26th; Marseille, 8th, 
 
 Without any primage. 
 
 
 
 
 
 
 
 to— 
 
 
 
 
 
 
 
 
 
 
 
 Panama &. 
 
 c 155 
 
 130 
 
 120 
 
 80 
 
 75. 00 
 
 H 
 
 b 
 
 37.50 
 
 0? 
 
 01 
 
 South Pacific \d Buenaventura, 
 
 With 
 
 10 per cent 
 
 pri- 
 
 
 
 
 
 
 
 Tumaco (Col.), Esmond das, e 
 
 
 mage. 
 
 
 Class 5. 
 
 
 
 
 
 
 Bahia,e Manta e (Ecuador).. 
 
 /190 
 
 95 
 
 75 
 
 70 
 
 67.50 
 
 l# 
 
 91 
 
 53.00 
 
 1 
 
 I 
 
 Puerto Bolivar, Guayaquil 
 
 
 
 
 
 
 
 
 
 
 
 (Ecuador). 
 
 /190 
 
 75 
 
 60 
 
 50 
 
 45.00 
 
 U 
 
 2* 
 
 53. 00 
 
 1 
 
 
 Payta, Eteh (Peru), Pacas- 
 
 
 
 
 
 
 
 
 
 
 
 mavo, Salaverry. 
 
 /130 
 
 75 
 
 70 
 
 60 
 
 45.00 
 
 b 
 
 91 
 
 53.00 
 
 1 
 
 1 
 
 Callao ,9 Pisco, Mollendo, Ilo, 
 
 
 
 
 
 
 
 
 
 
 
 Arica. 
 
 /130 
 
 75 
 
 65 
 
 50 
 
 40.00 
 
 l* 
 
 
 53.00 
 
 1 
 
 i 
 
 Pisagua, Iquique, Tocapilla 
 
 
 
 
 
 
 
 
 
 
 
 (Ch.), Antofagasta,/* Taltal 
 
 
 
 
 
 
 
 
 
 
 
 (Ch.), Caldera, Carrizal, Bajo 
 
 
 
 
 
 
 
 
 
 
 
 (Ch.), Coquimbo, Valparaiso 
 
 
 
 
 
 
 
 
 
 
 
 (Ch.). 
 
 /130 
 
 65 
 
 55 
 
 45 
 
 40.00 
 
 U 
 
 21 
 
 53.00 
 
 1 
 
 1 
 
 Samples and small parcels not exceeding 100 francs of value, 12.50 francs per cubic foot. 
 
 « Precious stones and jewelry: Rates of merchandise less 20 per cent. 
 
 & Wharf taxes and duties, 7 francs per ton: minimum, 7 francs. Stamp duty, 5 francs per series of 
 invoices. 
 
 c Or 2 per cent. 
 
 d Every port except Panama: Colon, wharf duty, 1 franc per ton; minimum, 1 franc. 
 
 e Municipal taxes, 4 francs per ton. 
 
 f Or 2i per cent. • 
 
 a Opium maybe imported into Peru by the port of Callao only. The same is the fact with war 
 material, ammunitions of all kinds and military equipment requiring an authorization from the 
 Peruvian Government. 
 
 feTo be indicated on the invoices if the goods are for the Chilean territory or in transit for Bolivia. 
 
 Consular manifests: The cost of the vis6 of the consular manifest will be at the sender’s expense, 
 independently of that of the consular invoices for all the ports submitted to the consular formalities, 
 whether at the “pro rata” of the charges, whether by the application of taxes fixed by series of 
 invoices or for bills of lading, at the option of the company, and in this case as follows: Panama, 
 12.50 francs; Colombia, 9 francs; Ecuador, 20 per cent of the bills vis6 cost; Peru, 2 francs; Chile (vis6 
 of the invoice), 5 francs. 
 
 Table No. 61. —Rates of freight from Hamburg, Bremen, and Antwerp; Hamburg- 
 American Line in connection with the Panama Railroad Company, the Pacific Mail 
 Steamship Company, the Pacific Steam Navigation Company, the Compaflia Sud- 
 • Americana de Vapores, or any other steamer line. 
 
 [Alterations since the preceding edition are italicized.] 
 
 [Edition No. 17. 1st November , 1902,] 
 
 Rates of freight for goods from Hamburg, Bremen, and Antwerp via Colon to ports 
 on the west coast of America. Rates from Grimsby and Havre as per special tariff 
 of the company’s agencies. All freight rates are “in full,” no primage being 
 charged. All freights must be prepaid on delivery of the bills of lading and will not 
 be returned, ship or goods lost or not lost at any stage of the entire transit. All 
 packages must be strongly packed, distinctly marked and numbered, and the port 
 of destination must be plainly marked on the same. Charges taken forward on bill 
 of lading will not be admitted. No bills of lading will be signed except such as are 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 563 
 
 made out on the company’s forms. Goods of an inflammable or otherwise danger¬ 
 ous or damaging nature, arms and war material, also heavy and voluminous pack¬ 
 ages and rails are admissible only upon special agreement. 
 
 Class 1. 
 
 Class 2. 
 
 Class 3. 
 
 Class 4. 
 
 To— 
 
 Panama^.. 
 
 Central America: 
 
 Punta Arenas. 
 
 San Juan del Sur, Corinto, 
 Amapala, La Union, El Tri- 
 unfo, La Libertad, Acajutla, 
 San Jose de Guatemala, 
 Champerico, Ocos. 
 
 West coast of Mexico: 
 
 Acapulco , Manzan illo, San Bias, 
 Mazatlan. 
 
 San Benito, Tonala, Salina 
 
 Cruz, Puerto Angel. 
 
 California: San Francisco. 
 
 Victoria . 
 
 Vancouver . 
 
 Honolulu. 
 
 South Pacific: 
 
 Buenaventura, « Tumaco, « 
 
 Esmeraldas. a 
 
 Bahia a (Caraques), Manta a... 
 
 Puerto Bolivar, Guayaquil_ 
 
 Payta, Pimentel, a Eten, Pa- 
 casmayo, Salaverry. 
 
 Callao, Pisco, Mollendo, Jlo, 
 Arica. 
 
 Pisagua, Iquique, Antofa¬ 
 gasta, Taltal, Caldera. 
 
 Carrizal Bajo, Coquimbo, Val¬ 
 paraiso. 
 
 
 Per ton weight of 1,000 kilos or 
 per ton of 40 # cubic feet English 
 measurement at company’s 
 option. Sugar and rice in 
 bags and cement in barrels, 
 per ton weight. 
 
 All goods of a value of £200 and 
 above per freight ton will be 
 charged as class No. 1, except 
 those paying freight ad valo¬ 
 rem and exceptional goods. 
 
 
 s. 
 
 8. 
 
 s. 
 
 t* 120 
 
 100 
 
 90 
 
 60 
 
 c 120 
 
 85 
 
 75 
 
 60 
 
 c 150 
 
 85 
 
 75 
 
 60 
 
 (*) 
 
 ( e ) 
 
 <«) 
 
 
 
 *•150 
 
 75 
 
 60 
 
 / 55 
 
 c 150 
 
 60 
 
 50 
 
 / 40 
 
 o 150 
 
 60 
 
 50 
 
 45 
 
 clOO 
 
 50 
 
 45 
 
 40 
 
 clOO 
 
 45 
 
 40 
 
 40 
 
 If shipped on 
 one bill of 
 lading in 
 lots of— 
 
 s 
 
 55j 
 1 45 
 
 *?45 
 
 02 
 
 O G 
 O 
 
 zn 
 
 & 
 
 tO 
 
 0Q ^ 
 
 •G 
 
 O 
 
 o S'® 
 
 ■p O co 
 
 5^0 
 
 ° 
 
 O 
 
 P-P L 
 
 o> d d 
 
 Specie, bullion, 
 jewelry, and 
 valuables on 
 value. 
 
 Per cent. 
 
 * 
 
 U 
 
 Specie. 
 
 Jew¬ 
 
 elry. 
 
 1* 
 
 plus 
 2s. 6d. 
 
 per 
 
 cubic 
 
 foot. 
 
 Minimum charge for freight: Panama 21s., all other ports 31s. 6d. per bill of lading. 
 
 a Additional charges. 
 
 All ports: 6d. per freight ton for wharfage at Colon; minimum charge 6d., per bill of lading. 
 Panama, Buenaventura, Tumaco: 6s. 6d. per 1,000 kilos for tonnage tax. 
 
 Esmeraldas, Bahia (Caraques), and Manta: 2s. 6d. per ton for municipal tax. 
 
 Pimentel: 5s. per ton for transshipping on lots of less than 10 tons, per bill of lading; nothing to be 
 collected for minimum bills of lading. 
 
 Ecuadorian ports: 1 per cent of the value of the shipments; minimum M 1, per bill of lading for 
 consular visO. 
 
 Colombian ports (except Panama 10s.): 4s. per set of bills of lading for consular vise. 
 
 Mexican and Peruvian ports: 2s. per set of bills of lading for consular visO. 
 
 Pieces and packages over 2 tons weight: 
 
 Over 2 tons up to 4 tons rate and a half. 
 
 Over 4 tons up to 6 tons double rate. 
 
 Over 6 tons special arrangement. 
 
 Rates and classification of the goods subject to change without notice. 
 
 5 Or 2 per cent on value, at ship’s option. 
 c Or 2£ per cent on value, at ship’s option. 
 
 d Five ton lots of iron and steel: Fish plates, hoops, pigs, plates, rails, sheets, and besides pig lead 
 and salt in bags for Central America and Mexico 40s. per ton. 
 e See special tariff. 
 
 /Iron or steel: Axles, bar, fish plates, hoop, plates, rails, sheets, wheels (without axles) for Buena¬ 
 ventura, Tumaco, Esmeraldas, a Bahia,« and Manta a 52s. 6d. and for Guayaquil 35s. per ton weight. 
 
 Parcels. 
 
 , 
 
 Half mibic 
 foot. 
 
 Up to 1 cu¬ 
 bic foot. 
 
 Each addi¬ 
 tional cu¬ 
 bic foot 
 or part 
 thereof. 
 
 Panama, South Pacific, Central America, North Pacific. 
 
 
 s. d. 
 
 7 6 
 
 s. d. 
 7 6 
 
 
 
 For shipments on through bill of lading from Amsterdam and Rotterdam (via Hamburg or Havre) 
 7 shillings and 6 pence sterling per ton will be added to the tariff rates. 
 
564 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 62.— Freight rates per ton—March 11, 1905. 
 
 Panama Steamship Company, New York to Colon: Per ton. 
 
 First class. $20. 00 
 
 Second class. 10.00 
 
 Third class. 8.00 
 
 Fourth class. 6. 00 
 
 Fifth class (I. C. C.).\ . 5.00 
 
 Panama Railroad Company, Colon to Panama: 
 
 First class. 15. 00 
 
 Second class. 13. 00 
 
 Third class. 10. 00 
 
 Fourth class. 7. 00 
 
 Fifth class. 5. 00 
 
 Pacific Mail Steamship Company, San Francisco to Panama: 
 
 Freight. 8. 00 
 
 Royal Mail Steamship Company, Liverpool to Colon (shillings): 
 
 Dangerous. 80 
 
 First class. 60 
 
 Second class (fine).. 35 
 
 Third class (coarse). 35 
 
 Fourth class (rough). 25 
 
 With 6d. per ton added for wharfage and 5s. per ton for lighterage dues. 
 Note.— Light articles are measured and 40 cubic feet charged as 1 ton. 
 
 CARGO EAST BOUND. 
 
 [£1 = $4.84.] 
 
 Between San Francisco and New 
 
 York. 
 
 Between San Francisco and Ca¬ 
 ribbean ports. 
 
 Between Mexico and Central 
 America and Caribbean ports .. 
 Between San Francisco and Eu¬ 
 rope, 100 s. 
 
 Between San Francisco and Eu¬ 
 rope, 90 s. 
 
 Between San Francisco and Eu¬ 
 rope, 75 s. 
 
 Between San Francisco and Eu¬ 
 rope, 65 s. 
 
 Between San Francisco and Eu¬ 
 rope, 60 s. 
 
 Between Mexico and New York.. 
 Between Mexico and Europe, 
 
 120 s.... 
 
 Between Central America and 
 
 New York, $30. 
 
 Between Central America and 
 
 New York, $35. 
 
 Between Central America and 
 
 Europe, 115 s. 
 
 Coffee: 
 
 From Mexico and Central 
 
 America to New York. 
 
 Indigo: 
 
 From Mexico to New York ... 
 
 From Central America to New 
 York. 
 
 [ 
 
 Average rate. 
 
 Pacific Mail 
 Steamship Co. 
 
 Panama Bail- 
 road Co. 
 
 Atlantic Line. 
 
 Quan¬ 
 
 tity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Lbs. 
 
 j 2,000 
 
 $11.00 
 
 50' 
 
 $5.50 
 
 17* 
 
 $1.921 
 
 32* 
 
 $3.57* 
 
 2,000 
 
 15.00 
 
 / 
 
 45 
 
 6.75 
 
 25 
 
 3.75 
 
 30 
 
 4.50 
 
 ■ 2,240 
 
 a 18.871 
 
 40| 
 
 7.67 
 
 24* 
 
 4.60 
 
 35 
 
 6.60* 
 
 2,000 
 
 40.00 
 
 40 
 
 16.00 
 
 20 
 
 8.00 
 
 40 
 
 16.00 
 
 2,240 
 
 29.04 
 
 37.5 
 
 10.89 
 
 26 
 
 7.26 
 
 37.5 
 
 10.89 
 
 2,000 
 
 *>32.50 
 
 40 
 
 13.00 
 
 20 
 
 6. 50 
 
 40 
 
 13.00 
 
 2,240 
 
 27.83 
 
 35 
 
 9.74 
 
 to 
 
 CO 
 
 “1- 
 
 6.49 
 
 41* 
 
 11.60 
 
 2,000 
 
 14.00 
 
 40.0 
 
 5.60 
 
 20.0 
 
 2.80 
 
 40.0 
 
 5.60 
 
 2,000 
 
 50.00 
 
 40.0 
 
 20.00 
 
 20.0 
 
 10.00 
 
 40.0 
 
 20.00 
 
 2,000 
 
 40.00 
 
 40.0 
 
 16.00 
 
 20.0 
 
 8.00 
 
 40.0 
 
 16.00 
 
 a Average 78 shillings. 
 b Average. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 5*65 
 
 Table No. 62. — Freight rates per ton — March 11, 1905 — Continued. 
 
 
 Average rate. 
 
 Pacific Mail 
 Steamship Co. 
 
 Panama Rail¬ 
 road Co. 
 
 Atlantic Line. 
 
 
 Quan¬ 
 
 tity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Coffee: 
 
 From Mexico to Europe, 70 s.. 
 
 Lbs. 
 
 2,204 
 
 2,204 
 
 $16.94 
 
 37.5 
 
 $6.355 
 
 25.0 
 
 $4,235 
 
 37.5 
 
 $6.35 
 
 From Mexico to Europe, 95 s.. 
 
 22.99 
 
 37.5 
 
 8.625 
 
 25.0 
 
 5.745 
 
 37.5 
 
 8. 62 
 
 From Central America to Eu¬ 
 rope, 65 s. 
 
 2,204 
 
 15.73 
 
 35.0 
 
 5.505 
 
 23y 
 
 3.67 
 
 41f 
 
 6.555 
 
 From Central America to Eu¬ 
 rope, 90 s. 
 
 2,204 
 
 21.78 
 
 35.0 
 
 7.625 
 
 23| 
 
 5.08 
 
 41! 
 
 9.075 
 
 Puntarenas to Europe, 60 s.... 
 
 2,204 
 
 14.52 
 
 35.0 
 
 5.08 
 
 23! 
 
 3.39 
 
 41! 
 
 6.05 
 
 Puntarenas to Europe, 80 s.... 
 
 2,204 
 
 19.36 
 
 35.0 
 
 6. 77 
 
 23! 
 
 4.52 
 
 41! 
 
 8.07 
 
 Indigo: 
 
 From Mexico to Europe, 175 s. 
 
 2,240 
 
 42. 35 
 
 37.5 
 
 15. 88 
 
 25.0 
 
 10. 59 
 
 37.5 
 
 15.88 
 
 From Central America to Eu¬ 
 rope, 165 s. 
 
 2,240 
 
 39.93 
 
 35.0 
 
 13. 97 
 
 23! 
 
 9.32 
 
 41! 
 
 16.64 
 
 Coffee: 
 
 Mexico and Central America 
 to New Orleans. 
 
 2,000 
 
 14.00 
 
 45.0 
 
 6.30 
 
 25.0 
 
 3.50 
 
 30.0 
 
 4.20 
 
 From Puntarenas to New Or¬ 
 leans . 
 
 2,000 
 
 10.00 
 
 45.0 
 
 4.50 
 
 25.0 
 
 2.50 
 
 30.0 
 
 3.00 
 
 N. B.—From above Pacific Mail Steamship Company’s proportion deduct 80 cents for wharfage and 
 10 cents for cranage at La Boca. 
 
 APPROXIMATE RATES ON CARGO WESTBOUND. 
 
 
 Average rate. 
 
 Pacific Mail 
 Steamship Co. 
 
 Panama R. R. 
 Co. 
 
 Atlantic Line. 
 
 
 Quan¬ 
 
 tity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 From New York to Central Amer¬ 
 ica . 
 
 Lbs. 
 
 2,000 
 
 $15.00 
 
 40.0 
 
 $6.00 
 
 20.0 
 
 $3.00 
 
 40.0 
 
 $6. 00 
 
 From New York to Mexico. 
 
 2,000 
 
 16.80 
 
 40.0 
 
 6.72 
 
 20.0 
 
 3.36 
 
 40.0 
 
 6.72 
 
 From New York to San Francisco. 
 
 2,000 
 
 12.00 
 
 50.0 
 
 6.00 
 
 17.5 
 
 2.10 
 
 32.5 
 
 3.90 
 
 From Europe to Central America. 
 
 2,240 
 
 19.70 
 
 35.0 
 
 6. 90 
 
 23! 
 
 4.60 
 
 41! 
 
 8.20 
 
 From Europe to Mexico. 
 
 2,240 
 
 27. 57 
 
 37.5 
 
 10. 34 
 
 25.0 
 
 6.89 
 
 37.5 
 
 10.34 
 
 From Europe to San Francisco 
 via Royal Mail Steam Packet 
 Co., 66s. 8d. 
 
 2,240 
 
 16.13 
 
 40| 
 
 6. 55 
 
 24f 
 
 4.03 
 
 35.0 
 
 5.64 
 
 From Europe to San Francisco 
 via Levi and Line. 
 
 2,240 
 
 21.70 
 
 40| 
 
 8.81 
 
 24| 
 
 5.29 
 
 35.0 
 
 7. 60 
 
 N. B.—From above Pacific Mail Steamship Company’s proportion deduct 80 cents for wharfage and 
 10 cents for cranage at La Boca. 
 
 LIST OF APPROXIMATE RATES ON FREIGHT. 
 
 Forwarded from Panama to Central America, Mexico, and San Francisco: 
 
 From — Per ton. 
 
 New York to Central America. $6. 50 
 
 New York to Mexico. 7. 00 
 
 New York to San Francisco. 6. 00 
 
 From Europe via Royal Mail Steam Packet Company— 
 
 Central America. 6. 50 
 
 Mexico. 7. 50 
 
 San Francisco. 10. 00 
 
 From Europe via Hamburg-American Line, Leyland Line, Harrison Line, 
 Compagnie Transatlantique, Companfa Transatldntica de Barcelona, Le 
 Veloce Line, Austro-American Line— 
 
 Central America. 5.50 
 
 Mexico. 6. 00 
 
 San Francisco. 9. 00 
 
 Specie: All lines, f per cent. 
 
 Parcels: All lines, $1 per cubic foot; each additional foot, 50 cents per cubic foot. 
 Approved: 
 
 H. E. A. Carlton, Auditor . 
 
 
566 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 63. —Freight rates from Nevj York to San Francisco by American and Canadian 
 
 transcontinental rail routes, 1870 to 1904 , inclusive. 
 
 [Per 100 pounds.] 
 
 Yearly average rates. 
 
 Years. 
 
 Regardless of quantity. 
 
 Less than carloads. 
 
 Dry 
 
 goods 
 
 Cotton 
 
 piece 
 
 goods. 
 
 Drugs. 
 
 Hard¬ 
 
 ware. 
 
 Stoves. 
 
 Glass¬ 
 
 ware. 
 
 Starch. 
 
 Crockery 
 
 and 
 
 earthen¬ 
 
 ware. 
 
 Nails. 
 
 1870 to 1873 . . 
 
 $5.74 
 5.79 
 
 U. 86 
 5.08 
 
 
 
 $3. 71 
 2.95 
 
 $5.74 
 4.32 
 
 $3.71 
 2.74 
 
 
 
 1874 to 1878 . 
 
 $2.84 
 
 $2.84 
 
 $2.37 
 
 $1.42 
 
 1879. 
 
 6.00 
 
 5.50 
 
 3.00 
 
 3.00 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 1880. 
 
 6.00 
 
 5.00 
 
 4.00 
 
 4.00 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 1881. 
 
 6.00 
 
 5.00 
 
 4.00 
 
 4.00 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 1882. 
 
 6.00 
 
 5.00 
 
 4. 00 
 
 4. 00 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 1883. 
 
 6.00 
 
 5.00 
 
 4.00 
 
 4.00 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 Average 5 years .... 
 
 6.00 
 
 5.10 
 
 3.80 
 
 3. 80 
 
 2.00 
 
 2. 50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 1884. 
 
 6.00 
 
 5.00 
 
 4.00 
 
 4. 00 
 
 2.00 
 
 2. 50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 1885. 
 
 5.00 
 
 2. 50 
 
 3.00 
 
 2. 50 
 
 2.50 
 
 1.50 
 
 1.25 
 
 1.50 
 
 1.25 
 
 1886. 
 
 5.00 
 
 2.50 
 
 3.00 
 
 2.50 
 
 2.50 
 
 1.50 
 
 1.25 
 
 1.50 
 
 1.25 
 
 1887. 
 
 3. 64 
 
 1.82 
 
 2.32 
 
 1.82 
 
 1.82 
 
 1.23 
 
 1.15 
 
 1.23 
 
 1.15 
 
 1888. 
 
 3.82 
 
 1.75 
 
 2.58 
 
 1.75 
 
 1.81 
 
 1.35 
 
 1.25 
 
 1.30 
 
 1.25 
 
 Average 5 years .... 
 
 4. 69 
 
 2.71 
 
 2.98 
 
 2.51 
 
 2.13 
 
 1.62 
 
 1.28 
 
 1.61 
 
 1.28 
 
 1889. 
 
 4.20 
 
 2.15 
 
 3.30 
 
 2.15 
 
 2.00 
 
 1.50 
 
 1.70 
 
 1.70 
 
 1.70 
 
 1890. 
 
 4.20 
 
 2.15 
 
 3.30 
 
 2.15 
 
 2.00 
 
 1.50 
 
 1.70 
 
 1.70 
 
 1.70 
 
 1891. 
 
 4.20 
 
 2.34 
 
 3.64 
 
 2.34 
 
 2.00 
 
 1.64 
 
 1.84 
 
 1.84 
 
 1.84 
 
 1892. 
 
 4.20 
 
 2.35 
 
 3. 65 
 
 2.35 
 
 2.00 
 
 1.65 
 
 1.85 
 
 1.85 
 
 1.85 
 
 1893. 
 
 3. 97 
 
 2.25 
 
 3.63 
 
 2.30 
 
 2.84 
 
 1.31 
 
 1.82 
 
 1.71 
 
 1.78 
 
 Average 5 years .... 
 
 4.15 
 
 2.25 
 
 3.50 
 
 2.26 
 
 2.19 
 
 1.52 
 
 1.38 
 
 1.76 
 
 1.77 
 
 1894. 
 
 3.90 
 
 1.74 
 
 2.79 
 
 1.86 
 
 2.67 
 
 1.47 
 
 1.60 
 
 1.49 
 
 1.53 
 
 1895. 
 
 3.90 
 
 1.33 
 
 1.80 
 
 1.41 
 
 2.11 
 
 1.52 
 
 1.29 
 
 1.29 
 
 1.29 
 
 1896. 
 
 2.95 
 
 1.25 
 
 1.26 
 
 1.01 
 
 2.11 
 
 1.04 
 
 1.01 
 
 1.30 
 
 1.01 
 
 1897. 
 
 2. 29 
 
 1.25 
 
 1.25 
 
 1.00 
 
 2.11 
 
 1.00 
 
 1.00 
 
 1.30 
 
 1.00 
 
 1898. 
 
 2. 05 
 
 1.25 
 
 1.48 
 
 1.25 
 
 2.10 
 
 1.25 
 
 1.25 
 
 1.30 
 
 1.13 
 
 Average 5 years .... 
 
 3.02 
 
 1.36 
 
 1.72 
 
 1.31 
 
 2.22 
 
 1.26 
 
 1.23 
 
 1.54 
 
 1.19 
 
 1899. 
 
 2.60 
 
 1.50 
 
 1.70 
 
 1.50 
 
 2. 20 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 1900. 
 
 2. 60 
 
 1.50 
 
 1.70 
 
 1.50 
 
 2.20 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 1901. 
 
 2.60 
 
 1.50 
 
 1.70 
 
 1.50 
 
 2.20 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 1902. 
 
 2.60 
 
 («) 
 
 (b) 
 
 1.63 
 
 2.20 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 1903. 
 
 2. 60 
 
 (a) 
 
 (b) 
 
 1.75 
 
 2.20 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 Average 5 years .... 
 
 2.60 
 
 
 
 1.58 
 
 2. 20 
 
 1.50 
 
 1.50 
 
 1.30 
 
 1.25 
 
 1904. 
 
 2. 60 
 
 (a) 
 
 (b) 
 
 1.75 
 
 2.20 
 
 1.60 
 
 1.50 
 
 1.30 
 
 1.25 
 
 o On April 1, 1902. a rate on cotton piece goods of $1.50 per 100 pounds, L. C. L., became effective; 
 and on July 1, 1903, a carload rate of $1 per 100 pounds was also published. 
 
 &On April 1, 1902, the rates on drugs became $1.70 in less than carload lots and $1.25 in carload lots. 
 On January 18, 1901, these rates were increased to $1.90 and $1.40, respectively. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 567 
 
 Table No. 63 .—Freight rates from New York to San Francisco hy American and Canadian 
 transcontinental rail routes, 1870 to 1904, inclusive —Continued. 
 
 Yearly average rates. 
 
 Carloads. 
 
 1870 
 
 1874 
 
 1879 
 
 1880 
 1881 
 1882 
 1883 
 
 1884 
 
 1885 
 
 1886 
 
 1887 
 
 1888 
 
 1889 
 
 1890 
 
 1891 
 
 1892 
 
 1893 
 
 1894 
 
 1895 
 
 1896 
 
 1897 
 
 1898 
 
 1899 
 
 1900 
 
 1901 
 
 1902 
 
 1903 
 
 Years. 
 
 % 
 
 
 Stoves. 
 
 Glass¬ 
 
 ware. 
 
 Starch. 
 
 Crockery 
 
 and 
 
 earthen¬ 
 
 ware. 
 
 • Nails. 
 
 Agricul¬ 
 tural im¬ 
 plements. 
 
 to 1873. 
 
 $3.71 
 2.95 
 
 $5. 74 
 4.32 
 
 $3.71 
 
 2.74 
 
 
 
 $3.53 
 3.06 
 
 to 1878_ 
 
 $2.34 
 
 $1.42 
 
 
 
 
 
 
 
 2.00 
 
 2.50 
 
 1. 50 
 
 2.50 
 
 1.50 
 
 2.50 
 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 2.50 
 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 2.50 
 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2. 50 
 
 1.50 
 
 2.50 
 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 2.50 
 
 
 
 
 Average 5 years. 
 
 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 2.50 
 
 
 
 
 
 
 
 2.00 
 
 2.50 
 
 1.50 
 
 2.50 
 
 1.50 
 
 2.50 
 
 
 1.25 
 
 1.50 
 
 1.25 
 
 1.50 
 
 1.25 
 
 1.75 
 
 
 1.25 
 
 1.50 
 
 1.25 
 
 1.50 
 
 1.25 
 
 1.75 
 
 
 1.08 
 
 1.23 
 
 1.08 
 
 1.23 
 
 1.08 
 
 1.37 
 
 
 1.73 
 
 1.35 
 
 1.05 
 
 1.13 
 
 1.05 
 
 1.23 
 
 
 
 
 Average 5 years. 
 
 
 
 1.46 
 
 1.62 
 
 1.25 
 
 1.57 
 
 1.25 
 
 1.72 
 
 
 
 
 
 
 
 1.20 
 
 1.50 
 
 1.20 
 
 1.20 
 
 1.70 
 
 1.30 
 
 
 1.20 
 
 1.50 
 
 1.20 
 
 1.20 
 
 1.70 
 
 1.30 
 
 
 1.49 
 
 1.64 
 
 1.30 
 
 1.20 
 
 1.84 
 
 1.44 
 
 
 1.50 
 
 1.65 
 
 1.30 
 
 1.20 
 
 1.85 
 
 1.45 
 
 
 1.51 
 
 1.60 
 
 1.27 
 
 1.12 
 
 1.75 
 
 1.42 
 
 
 
 
 Average 5 vears. 
 
 
 
 1.38 
 
 1.58 
 
 1.25 
 
 1.18 
 
 1.77 
 
 1.38 
 
 
 
 
 
 
 
 1.46 
 
 1.45 
 
 1.29 
 
 1.18 
 
 1.17 
 
 1.41 
 
 
 1.35 
 
 1.26 
 
 1.21 
 
 1.10 
 
 .55 
 
 1.41 
 
 
 1.11 
 
 .86 
 
 1.01 
 
 .95 
 
 . 75 
 
 1.16 
 
 
 1.10 
 
 .85 
 
 1.00 
 
 .95 
 
 .75 
 
 1.15 
 
 
 1.18 
 
 .93 
 
 1.00 
 
 .95 
 
 .75 
 
 1.15 
 
 
 
 
 Average 5 vears. 
 
 
 
 1.24 
 
 1.07 
 
 1.10 
 
 1.03 
 
 .79 
 
 1.26 
 
 
 
 
 
 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 .75 
 
 1.15 
 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 .75 
 
 1.15 
 1.15 
 1.15 
 
 
 1.25 
 
 1.00 
 
 1.00 
 
 .95 
 
 .75 
 
 
 1.18 
 
 1.00 
 
 1.00 
 
 .95 
 
 .75 
 
 
 1.15 
 
 1.00 
 
 1.00 
 
 .95 
 
 .75 
 
 1.15 
 
 
 
 
 Average 5 vears. 
 
 
 
 1.22 
 
 1.00 
 
 1.00 
 
 .95 
 
 .75 
 
 1.15 
 
 
 
 
 
 
 
 
 1.34 
 
 1.09 
 
 1.00 
 
 .95 
 
 _ 
 
 80 
 
 1.24 
 
 
 1904 
 
5(58 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 63A. —Comparison of rates from New York to San Francisco , as charged by 
 the transcontinental routes , the Panama route, and the all-water route of the American 
 and Hawaiian Steamship Company. 
 
 [Per 100 pounds.] 
 
 Articles. 
 
 Rates. 
 
 Via American trans¬ 
 continental routes, 
 Canadian transcon¬ 
 tinental routes, Gulf 
 transcontinental 
 routes. 
 
 Via Panama route. 
 
 Via American and 
 Hawaiian Steam¬ 
 ship Co. all - water 
 route. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 L. C. L. 
 
 C. L. 
 
 Alum. 
 
 $1.25 
 
 SO. 75 
 
 SO. 87 
 
 SO. 60 
 
 SO. 85 
 
 SO. 55 
 
 Asbestos. 
 
 1.50 
 
 1.00 
 
 1.05 
 
 .80 
 
 .90 
 
 .70 
 
 Axle grease. 
 
 
 .85 
 
 
 .68 
 
 .70 
 
 . 50 
 
 Babbit metal . 
 
 1.50 
 
 1.00 
 
 1.05 
 
 .80 
 
 .65 
 
 . 50 
 
 Baskets. 
 
 3.00 
 
 1.00 
 
 2.10 
 
 .80 
 
 2.25 
 
 2. 25 
 
 Blacking. 
 
 1. 60 
 
 1.10 
 
 1.12 
 
 .88 
 
 .85 
 
 . 75 
 
 Boiler, range. 
 
 
 1.35 
 
 
 1.08 
 
 1.10 
 
 .95 
 
 Books. 
 
 2.00 
 
 1.40 
 
 1.40 
 
 1.12 
 
 1.90 
 
 1.00 
 
 Brass goods. 
 
 1.75 
 
 1.35 
 
 1.22 
 
 1.08 
 
 .90 
 
 /75 
 
 Candles. 
 
 1.50 
 
 1.00 
 
 1.05 
 
 .80 
 
 .80 
 
 .60 
 
 Canned goods. 
 
 1.50 
 
 .95 
 
 1.05 
 
 .76 
 
 .65 
 
 .60 
 
 Carpet lining. 
 
 1.75 
 
 1.00 
 
 1.22 
 
 .80 
 
 .85 
 
 .75 
 
 Bicarbonate of soda. 
 
 1.60 
 
 1.10 
 
 1.12 
 
 .88 
 
 1.00 
 
 .70 
 
 Caustic soda. 
 
 1.00 
 
 .75 
 
 .70 
 
 .60 
 
 .70 
 
 .40 
 
 Clothes wringers. 
 
 1.75 
 
 1.25 
 
 1.22 
 
 1.00 
 
 .85 
 
 .70 
 
 Earthenware. 
 
 1.30 
 
 1.00 
 
 .91 
 
 .80 
 
 1.25 
 
 1.00 
 
 Glassware, heavy. 
 
 1.60 
 
 1.10 
 
 1.12 
 
 .88 
 
 .90 
 
 .70 
 
 Glucose . 
 
 
 .85 
 
 
 .68 
 
 1.00 
 
 .60 
 
 Iron, bar. 
 
 1.25 
 
 .75 
 
 .87 
 
 .60 
 
 
 .45 
 
 Safes, iron. 
 
 2.00 
 
 1.75 
 
 1.40 
 
 1.40 
 
 
 1.80 
 
 Nails. 
 
 1.25 
 
 .80 
 
 .87 
 
 .64 
 
 a . 70 
 
 a . 50 
 
 Paper, printing. 
 
 1.10 
 
 .75 
 
 .77 
 
 .60 
 
 .85 
 
 .65 
 
 Pipe, wrought. 
 
 1.25 
 
 .70 
 
 .87 
 
 .56 
 
 . 65 
 
 .45 
 
 Wire. 
 
 1.25 
 
 .80 
 
 .87 
 
 .64 
 
 .80 
 
 .60 
 
 Wire, barbed . 
 
 1.25 
 
 .80 
 
 .87 
 
 .64 
 
 . 75 
 
 .60 
 
 a Per keg, 106 pounds. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 569 
 
 Table No. 63B. —Comparison of through freight rates from New York and common sea¬ 
 board points to North Pacific coast points via transcontinental all-rail and rail-and-lake 
 routes and via the Panama route. 
 
 [Per 100 pounds.] 
 
 Rates. 
 
 Classes and articles. 
 
 Via American trans¬ 
 continental routes, 
 Canadian transcon¬ 
 tinental routes. 
 
 Via rail-and-lake and 
 transcontinental 
 routes. 
 
 Via Panama route. 
 
 L. C. L. 
 
 C.L. 
 
 L.C.L. 
 
 C.L. 
 
 L. C. L. 
 
 C.L, 
 
 First class. 
 
 S3.00 
 
 
 $2. 75 
 
 
 SI. 80 
 
 
 Second class. 
 
 2. 60 
 
 
 2.38 
 
 
 1.50 
 
 
 Third class. 
 
 2.20 
 
 
 2.00 
 
 
 1.30 
 
 
 Fourth class. 
 
 1.90 
 
 
 1. 73 
 
 
 1.15 
 
 
 Fifth class. 
 
 1.65 
 
 
 1.50 
 
 
 1.05 
 
 
 A. 
 
 1.60 
 
 . 
 
 1.45 
 
 
 1.05 
 
 
 B. 
 
 1.25 
 
 
 1.14 
 
 
 .85 
 
 
 C. 
 
 1.00 
 
 
 .91 
 
 
 .80 
 
 
 D. 
 
 1.00 
 
 
 .91 
 
 
 .80 
 
 
 E. 
 
 .95 
 
 
 . 86 
 
 
 .70 
 
 
 Drv goods. 
 
 3.00 
 
 
 2.75 
 
 
 
 
 Cotton piece goods. 
 
 1.50 
 
 Si. 00 
 
 1.36 
 
 SO. 91 
 
 1.05 
 
 SO. 80 
 
 Drugs. 
 
 1.90 
 
 1.40 
 
 1.73 
 
 1.27 
 
 1.33 
 
 1.12 
 
 Hardware. 
 
 1.60 
 
 1.25 
 
 1.45 
 
 1.14 
 
 1.12 
 
 1.00 
 
 Glassware. 
 
 1.60 
 
 1.10 
 
 1.45 
 
 1.00 
 
 1.12 
 
 .88 
 
 Starch. 
 
 1. 50 
 
 1.00 
 
 1.36 
 
 .91 
 
 1.05 
 
 .80 
 
 Nails. 
 
 1.25 
 
 .80 
 
 1.14 
 
 .74 
 
 .87 
 
 .64 
 
 Axle grease. 
 
 
 .85 
 
 
 .78 
 
 
 .68 
 
 Babbit metal. 
 
 1.50 
 
 1.00 
 
 1.36 
 
 .91 
 
 1.05 
 
 .80 
 
 Blacking. 
 
 1.60 
 
 1.00 
 
 1.45 
 
 .91 
 
 1. 12 
 
 .80 
 
 Books. 
 
 1.75 
 
 1.25 
 
 1.59 
 
 1.14 
 
 1.22 
 
 1.00 
 
 Brass goods. 
 
 1. 75 
 
 1.35 
 
 1.59 
 
 1.23 
 
 1.22 
 
 1.08 
 
 Candles. 
 
 1.50 
 
 1.00 
 
 1.36 
 
 .91 
 
 1.05 
 
 .80 
 
 Canned goods. 
 
 1.50 
 
 1.00 
 
 1.36 
 
 .91 
 
 1.05 
 
 .80 
 
 Bicarbonate of soda. 
 
 1.60 
 
 1.10 
 
 1.45 
 
 1.00 
 
 1.12 
 
 .88 
 
 Caustic soda. 
 
 1.00 
 
 . 75 
 
 .91 
 
 .70 
 
 .70 
 
 .60 
 
 Earthenware. 
 
 1.30 
 
 1.00 
 
 1.18 
 
 .91 
 
 .91 
 
 .80 
 
 Iron: 
 
 
 
 
 
 
 
 Bar . 
 
 1.25 
 
 . 75 
 
 1.14 
 
 .70 
 
 .87 
 
 .60 
 
 Structural . 
 
 
 1.00 
 
 
 .91 
 
 
 .80 
 
 Pipe, wrought . 
 
 1.25 
 
 .65 
 
 1.14 
 
 .65 
 
 .87 
 
 .52 
 
 Wire . 
 
 1.65 
 
 1.10 
 
 1.50 
 
 1.00 
 
 1.15 
 
 .88 
 
 Wire, barbed . 
 
 1.25 
 
 .80 
 
 1.36 
 
 .91 
 
 .87 
 
 .64 
 
570 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 04. — Freight rates from San Francisco to Xew York by American and 
 Canadian trans-continental rail routes , 1870 to 1904, inclusive. 
 
 [Per 100 pounds.] 
 
 Years. 
 
 1870 to 1873. 
 
 1874 to 1878. 
 
 1879 . 
 
 1880 . 
 
 1881. 
 
 1882 . 
 
 1883 . 
 
 Average 5 years 
 
 1884 .. 
 
 1885 . 
 
 1886 . 
 
 1887 . 
 
 1888 . 
 
 Average 5 years 
 
 1889 . 
 
 1890 . 
 
 1891 . 
 
 1892 . 
 
 1893 . 
 
 Average 5 years 
 
 1894 . 
 
 1895 . 
 
 1896 . 
 
 1897 . 
 
 1898 . 
 
 Average 5 years 
 
 1899 . 
 
 1900 . 
 
 1901 . 
 
 1902 . 
 
 1903 . 
 
 Average 5 years 
 
 Yearly average rates. 
 
 Less than carloads. 
 
 Canned 
 
 goods. 
 
 Fruits, 
 
 dried. 
 
 Nuts. 
 
 Raisins. 
 
 Wine, in 
 wood. 
 
 Hops. 
 
 $3. 71 
 
 S3.71 
 
 S4.86 
 
 S3.71 
 
 S4.86 
 
 S3.71 
 
 3. 88 
 
 3.88 
 
 5.08 
 
 3.88 
 
 5.08 
 
 3.88 
 
 4.20 
 
 4.20 
 
 5.50 
 
 4.20 
 
 5.50 
 
 4.20 
 
 4.20 
 
 4.20 
 
 5.50 
 
 4.20 
 
 5.50 
 
 4.20 
 
 2.54 
 
 3.13 
 
 4.58 
 
 3.15 
 
 3.19 
 
 ' 3.46 
 
 1.50 
 
 2.50 
 
 4.00 
 
 2.50 
 
 1.75 
 
 3.00 
 
 1.50 
 
 2.50 
 
 4.00 
 
 2.50 
 
 1.75 
 
 3.00 
 
 2.79 
 
 3.31 
 
 4.72 
 
 3.31 
 
 3.54 
 
 3.57 
 
 1.50 
 
 2.50 
 
 4. 00 
 
 2.50 
 
 1. 75 
 
 3.00 
 
 1.50 
 
 2.46 
 
 3.92 
 
 2.50 
 
 1.75 
 
 3.00 
 
 1.18 
 
 1.55 
 
 2.28 
 
 1.91 
 
 .84 
 
 1.67 
 
 1.55 
 
 2.25 
 
 2.70 
 
 2.54 
 
 1.40 
 
 1.80 
 
 1.89 
 
 1.93 
 
 2.67 
 
 2.06 
 
 2.21 
 
 1.96 
 
 1.52 
 
 2.14 
 
 3.11 
 
 2.10 
 
 1.59 
 
 2.29 
 
 2. 30 
 
 2.00 
 
 3.00 
 
 3.70 
 
 3.84 
 
 2.00 
 
 2.30 
 
 2.00 
 
 3. 00 
 
 3. 70 
 
 2.05 
 
 2.19 
 
 2.30 
 
 2.19 
 
 3.66 
 
 3.70 
 
 2.24 
 
 2.20 
 
 2. 30 
 
 2.20 
 
 3.70 
 
 3.70 
 
 2.25 
 
 2.20 
 
 2.30 
 
 2.20 
 
 3.30 
 
 3. 70 
 
 2.25 
 
 2.20 
 
 2.30 
 
 2.12 
 
 3.33 
 
 3.70 
 
 2.53 
 
 2.16 
 
 2.30 
 
 2.20 
 
 3. 30 
 
 2.65 
 
 2.25 
 
 2.20 
 
 2.30 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.25 
 
 2.20 
 
 1.91 
 
 2.20 
 
 3. 30 
 
 2.20 
 
 2.01 
 
 1.52 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 1.50 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 1.73 
 
 2. 06 
 
 2.20 
 
 3.30 
 
 2.29 
 
 2.10 
 
 1.83 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 2.00 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 1.50 
 
 1.90 
 
 2.20 
 
 3. 30 
 
 2.20 
 
 2.00 
 
 1.50 
 
 1.90 
 
 2.20 
 
 3. 30 
 
 2.20 
 
 2.00 
 
 1.88 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 2.00 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 1.78 
 
 1.90 
 
 2.20 
 
 3.30 
 
 2.20 
 
 2.00 
 
 2.00 
 
 1904 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 571 
 
 Table No. 64. — Freight rales from San Francisco to New York by American and 
 Canadian trans-continental rail routes, 1870 to 1004, inclusive —Continued. 
 
 Years. 
 
 1870 to 1873. 
 
 1874 to 1878.. 
 
 1879 .. 
 
 1880 . 
 
 1881. 
 
 1882 . 
 
 1883 . 
 
 Average 5 years 
 
 1884 . 
 
 1885 .. 
 
 1886 . 
 
 1887 . 
 
 1888 . 
 
 Average 5 years 
 
 1889 . 
 
 1890 . 
 
 1891 . 
 
 1892 . 
 
 1893 . 
 
 Average 5 years 
 
 1894 . 
 
 1895 . 
 
 1896 . 
 
 1897 . 
 
 1898 . 
 
 Average 5 years 
 
 1899 . 
 
 1900 . 
 
 1901 . 
 
 1902 . 
 
 1903 . 
 
 Average 5 years 
 
 Carloads. 
 
 Canned 
 
 goods. 
 
 Fruits, 
 
 dried. 
 
 Nuts. 
 
 Raisins. 
 
 Wine, in 
 wood. 
 
 Hops. 
 
 S3.71 
 
 S3.71 
 
 14.86 
 
 S3. 71 
 
 84.86 
 
 $3.71 
 
 3.88 
 
 3.88 
 
 5.08 
 
 3.88 
 
 5.08 
 
 3.88 
 
 4.20 
 
 4.20 
 
 5.50 
 
 4.20 
 
 5.50 
 
 4.20 
 
 4.20 
 
 4.20 
 
 5.50 
 
 4.20 
 
 5.50 
 
 4.20 
 
 2.54 
 
 2.72 
 
 3.34 
 
 2.54 
 
 3.03 
 
 3. 46 
 
 1.50 
 
 1.50 
 
 2.00 
 
 1.50 
 
 1.50 
 
 3.00 
 
 1.50 
 
 1.50 
 
 2.00 
 
 1.50 
 
 1.50 
 
 3. 00 
 
 2.79 
 
 2.82 
 
 3.67 
 
 2.79 
 
 3.41 
 
 3.57 
 
 1.41 
 
 1.68 
 
 2.00 
 
 1.50 
 
 1.50 
 
 3.00 
 
 1.25 
 
 1.96 
 
 2.00 
 
 1.50 
 
 1.50 
 
 3.00 
 
 1.01 
 
 1.18 
 
 1.54 
 
 1.18 
 
 .75 
 
 1.67 
 
 1.20 
 
 1.60 
 
 2.12 
 
 1.89 
 
 1.26 
 
 1.80 
 
 1.13 
 
 1.47 
 
 2.31 
 
 1.47 
 
 1.12 
 
 1.96 
 
 1.20 
 
 1.59 
 
 1.99 
 
 1.51 
 
 1.23 
 
 2.2 
 
 1.06 
 
 1.34 
 
 1.60 
 
 2.95 
 
 3.30 
 
 2. 00 
 
 1.00 
 
 1.40 
 
 1.60 
 
 2.95 
 
 1.00 
 
 2.19 
 
 1.09 
 
 1.53 
 
 1.74 
 
 2.95 
 
 1.00 
 
 2.20 
 
 1.05 
 
 1.45 
 
 1. 75 
 
 2. 95 
 
 1.00 
 
 2.20 
 
 1.00 
 
 1.40 
 
 1.75 
 
 2.95 
 
 1.00 
 
 2.20 
 
 1.04 
 
 1.42 
 
 1.69 
 
 2.95 
 
 1.46 
 
 2.16 
 
 1.00 
 
 1.40 
 
 1.75 
 
 2. 95 
 
 1.00 
 
 2.20 
 
 1.00 
 
 1.40 
 
 1.75 
 
 2.95 
 
 1.00 
 
 2.20 
 
 .91 
 
 1.01 
 
 1.31 
 
 1.05 
 
 .76 
 
 1.52 
 
 .90 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 1.50 
 
 .75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 1.73 
 
 .91 
 
 1.16 
 
 1.48 
 
 1.79 
 
 .85 
 
 1.83 
 
 .75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 2.00 
 
 .75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 1.50 
 
 .75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 1.50 
 
 .75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 1.88 
 
 . 75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 2.00 
 
 . 75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 1.78 
 
 .75 
 
 1.00 
 
 1.30 
 
 1.00 
 
 .75 
 
 2.00 
 
 1904 
 
572 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 65. —Joint through rates from interior United States points , also from Pacific 
 coast ports named to ports in China and Japan , as in effect March 4, 1905 . 
 
 [In cents per 100 pounds.] 
 
 Rates. 
 
 Commodities. 
 
 From interior United 
 States points to 
 Yokohama, Kobe, 
 Nagasaki. Shang¬ 
 hai, and Hongkong. 
 
 
 L. C. L. 
 
 C. L. 
 
 To Yoko¬ 
 hama, 
 Kob<5, Na¬ 
 gasaki, 
 Moji, and 
 Hongkong. 
 
 To Shang¬ 
 hai. 
 
 Agricultural implements. 
 
 
 100 
 
 
 
 Beef and pork, pickled or mess. 
 
 
 a 90 
 
 
 
 Beer and malt extract. 
 
 
 70 
 
 
 
 Boots and shoes. 
 
 225 
 
 175 
 
 
 
 Canned goods. 
 
 Cotton knit underwear. 
 
 150 
 
 90 
 
 160 
 
 30 
 
 32.5 
 
 Cotton piece goods. 
 
 b 175 
 
 b 110 
 
 
 
 Flour, in barrels. 
 
 30 
 
 32.5 
 
 General merchandise. 
 
 
 175 
 
 Grain, not otherwise specified. 
 
 
 40 
 
 42.5 
 
 Horseshoes and nails (old). 
 
 
 
 25 
 
 27.5 
 
 Iron or steel, bar or hoop. 
 
 
 60 
 
 c 25 
 
 c 27.5 
 
 Lard. 
 
 
 70 
 
 40 
 
 42.5 
 
 Liquors, including alcohol and whisky and New 
 England rum not over 30 davs old. 
 
 
 80 
 
 Lead, in pigs... 
 
 
 50 
 
 20 
 
 22.5 
 
 Leather, rolls. 
 
 
 lb 
 
 77.5 
 
 Milk, condensed, malted. 
 
 150 
 
 lb 
 
 Nails, in kegs. 
 
 25 
 
 27.5 
 
 Oil, in barrels. 
 
 
 80 
 
 40 
 
 47.5 
 
 Packing-house products (no fresh meat). 
 
 
 100 
 
 Paint, white lead or zinc, dry or in oil. 
 
 
 30 
 
 32.5 
 
 Salt: 
 
 In barrels.,,. 
 
 
 
 30 
 
 32.5 
 
 In sacks.'. 
 
 
 
 25 
 
 27.5 
 
 Soap. 
 
 
 70 
 
 25 
 
 27.5 
 
 Starch, in boxes. 
 
 
 125 
 
 Sugar:' 
 
 In bags.. 
 
 
 30 
 
 32.5 
 
 In barrels or boxes. 
 
 
 
 40 
 
 42.5 
 
 Tobacco (unmanufactured). 
 
 120 
 
 110 
 
 Wheat, iri sacks. 
 
 25 
 
 27.5 
 
 Wine, California: 
 
 In wood. 
 
 
 
 30 
 
 32.5 
 
 In glass. 
 
 
 
 40 
 
 42.5 
 
 Wire, iron, plain, galvanized or tinned. 
 
 
 d 35 
 
 e30 
 
 e 32.5 
 
 
 
 From Portland, Pu^et 
 Sound, and British 
 Columbia coast 
 points— 
 
 a Chicago and defined territories west only. 
 
 b All points except New York, Boston, arid common points on and north of main line of Norfolk 
 and Western Railway, 
 c Rod or wrought iron only. 
 
 d New York, N. Y. (via Sunset-Gulf Route only), and Cleveland, 
 e Barbed wire in rolls only. 
 
 Note. —Rates as published effective March 4. 1905, under joint arrangements of the transconti¬ 
 nental roads and eastern carriers and the steamship lines operating from Pacific coast. Unless the 
 rates are specified as applicable from particular points they will apply from all points in Canada and 
 the United States. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 573 
 
 Table No. 66. —Ocean freight rates jointly established by the Pacific Mail Steamship Com¬ 
 panyt, Occidental and Oriental Steamship Company, and the Togo Risen Kaisha from 
 San Francisco to Japan , Korea, etc. 
 
 
 Articles. 
 
 Barley, in bags.. 
 
 Beans and pease (dried, in sacks). 
 
 Canned goods, viz., meats, fish, fruits, vegetables, 
 and condensed milk, in cases. 
 
 Cement, in barrels.. 
 
 Fire clay, brick, terra cotta, sewer pipe. 
 
 Fish: 
 
 Dried, in boxes or barrels, not otherwise specified. 
 
 Salted, in boxes or barrels. 
 
 Pickled, in barrels. 
 
 Iron (rod or wrought, in bars or bundles). 
 
 Lard, in tierces or cases. 
 
 Lead, in pigs.'... 
 
 Leather, rolls (compressed to 18 pounds per cubic 
 foot or over). 
 
 Meats, in barrels. 
 
 Merchandise, general (not otherwise specified). 
 
 Nails, in kegs. 
 
 Oil, in barrels. 
 
 Do . 
 
 Paint, white lead or zinc, dry or in oil. 
 
 Pease, dried, in sacks. 
 
 Salt: 
 
 In sacks.... 
 
 In barrels. 
 
 Strawboard and binder board, in cases. 
 
 Sugar: 
 
 In bags. 
 
 In barrels or boxes. 
 
 Soap, in boxes. . 
 
 Wheat, in sacks. 
 
 Wine, California: 
 
 In wood. . 
 
 In glass. 
 
 Wire, barbed, in rolls. 
 
 Wool, in bales (compressed to 18 pounds per cubic 
 foot or over). 
 
 How 
 
 taken. 
 
 In effect 
 Julv 18, 
 1901. 
 
 In effect since Mar. 20, 
 1908. 
 
 To Yoko¬ 
 hama, 
 Kobe, Na¬ 
 gasaki, 
 Shanghai, 
 and 
 
 Hongkong. 
 
 To Yoko¬ 
 hama, 
 KobA Na¬ 
 gasaki, 
 and 
 
 Hongkong. 
 
 To Shang¬ 
 hai. 
 
 Per 2,000 
 
 $8. 00 
 
 88.00 
 
 88. 50 
 
 pounds. 
 
 
 
 
 _do_ 
 
 8.00 
 
 8.00 
 
 8.50 
 
 _do_ 
 
 6.00 
 
 6.00 
 
 6.50 
 
 -do- 
 
 6.00 
 
 6.00 
 
 6.50 
 
 _do_ 
 
 
 6.00 
 
 6.50 
 
 Per 40 cu- 
 
 8.00 
 
 
 
 bic feet. 
 
 
 
 
 _do_ 
 
 
 6.50 
 
 7.00 
 
 Per 2.000 
 
 
 6.50 
 
 7.00 
 
 pounds. 
 
 
 
 
 
 6.00 
 
 5.00 
 
 5.50 
 
 Per 40 cu- 
 
 8.00 
 
 8.00 
 
 8.50 
 
 bic feet. 
 
 
 
 
 Per 2,000 
 
 6.00 
 
 4.00 
 
 4.50 
 
 pounds. 
 
 
 
 
 _do_ 
 
 15.00 
 
 15.00 
 
 15.50 
 
 Per 40 cu- 
 
 6.00 
 
 6. 00 
 
 6.50 
 
 bic feet. 
 
 
 
 
 er 2,000 
 
 8. 00 
 
 8. 00 
 
 8.50 
 
 pounds. 
 
 
 
 
 _do- 
 
 6.00 
 
 5.00 
 
 5.50 
 
 Per gallon 
 
 .04 
 
 
 
 Per 2,000 
 
 
 8.00 
 
 8. 50 
 
 pounds. 
 
 
 
 
 _do_ 
 
 6.00 
 
 6.00 
 
 6.50 
 
 _do_ 
 
 
 8. 00 
 
 8.50 
 
 _do_ 
 
 6.00 
 
 5. 00 
 
 5.50 
 
 _do_ 
 
 8. 00 
 
 6.00 
 
 6.50 
 
 Per 40 cu- 
 
 
 6. 00 
 
 6.50 
 
 bic feet. 
 
 
 
 
 Per 2,000 
 
 6.00 
 
 6.00 
 
 6.50 
 
 pounds. 
 
 
 
 
 _do_ 
 
 a 8. 00 
 
 8.00 
 
 8.50 
 
 Per 40 cu- 
 
 6.00 
 
 5. 00 
 
 5.50 
 
 bic feet. 
 
 
 
 
 Per 2,000 
 
 6.00 
 
 6.00 
 
 6.50 
 
 pounds. 
 
 
 
 
 Per 40 cu- 
 
 6.00 
 
 6.00 
 
 6.50 
 
 bic feet. 
 
 
 
 
 _do_ 
 
 8.00 
 
 8. 00 
 
 8.50 
 
 _do_ 
 
 6.00 
 
 6.00 
 
 6. 50 
 
 Per 2,000 
 
 15.00 
 
 15.00 
 
 15.50 
 
 pounds. 
 
 
 
 
 
 
 
 • 
 
 a Per 40 cubic feet. 
 
 No bill of lading signed for less than $5. 
 
 Prepayment of freight required upon all shipments. 
 
 The companies issuing these rates will undertake to furnish through bills of lading 
 from San Francisco to interior points beyond the oriental ports, the charges there¬ 
 under being computed on the ocean rates to the ports above given plus the rates 
 from such ports obtainable from time to time. 
 
 
574 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 67. —Joint through freight rates from ports in China and Japan to Pacific 
 coast ports and interior points in the United States and Canada. 
 
 From Nagasaki, Moji, Kobe, and Yokohama. 
 
 Commodities. 
 
 To interior United States 
 points. 
 
 To Portland, Puget 
 Sound, and British Co¬ 
 lumbia coast ports. 
 
 To San Francisco. 
 
 
 As per tariff. 
 
 Per 100 
 pounds 
 
 As per tariff. 
 
 Per 100 
 pounds 
 
 As per tariff. 
 
 Per 100 
 pounds 
 
 Beans . 
 
 Camphor. 
 
 1£ cents per 
 pound. 
 
 2 cents per pound 
 
 $1.25 
 
 2.00 
 
 $6 per 2,000 
 pounds. 
 
 $10 per 40 cubic 
 feet. 
 
 ! 
 
 $0.30 
 
 $6 per 2,000 
 pounds. 
 
 $10 per 40 cubic 
 feet. 
 
 $0.30 
 
 Cassiar. 
 
 
 
 Chillies. 
 
 1| cents per 
 pound. 
 
 1.50 
 
 $5 per 40 cubic 
 feet. 
 
 
 $5 per 40 cubic 
 feet. 
 
 
 Cocoa beans. 
 
 
 
 Cotton seed. 
 
 
 
 
 
 
 
 Desiccated cocoa- 
 
 . 
 
 lcentper pound. 
 
 li cents per 
 pound. 
 
 1.00 
 
 $8 per 40 cubic 
 feet. 
 
 
 $8 per 40 cubic 
 feet. 
 
 
 nuts. 
 
 Fern balls (dried)... 
 
 Gambier: 
 
 Cube. 
 
 1.50 
 
 . 
 
 
 
 . 
 
 
 
 Block. 
 
 
 
 
 
 
 
 Ginger (dry). 
 
 11 cents per 
 pound. 
 
 1.25 
 
 $8 per 40 cubic 
 feet. 
 
 
 $8 per 40 cubic 
 feet. 
 
 . 
 
 Hats (common''. 
 
 ’ 
 
 
 Indian condiments.. 
 
 
 
 
 
 
 
 Indigo. 
 
 
 
 $15 per 40 cubic 
 feet. 
 
 $5 per 40 cubic 
 feet. 
 
 $10 per 40 cubic 
 feet. 
 
 
 $15 per 40 cubic 
 feet. 
 
 $5 per 40 cubic 
 feet. 
 
 $10 per 40 cubic 
 feet. 
 
 
 Matting (in rolls)... 
 
 Menthol (drv). 
 
 1£ cents per 
 pound. 
 
 2 cents per pound 
 
 .do. 
 
 1.25 
 
 
 
 2. 00 
 
 
 
 Oil (peppermint and 
 menthol). 
 
 Opium. 
 
 2.00 
 
 
 
 
 $8 per chest. 
 
 . 
 
 . 
 
 $8 per chest. 
 
 . 
 
 Paper lanterns. 
 
 2 cents per pound 
 
 2. 00 
 
 
 
 
 
 Pepper (in bags). 
 
 
 . 
 
 
 
 Preserved ginger.... 
 
 Rice. 
 
 11 cents per 
 pounds. 
 
 75 cents per 100 
 pounds. 
 
 1.25 
 
 $8 per 40 cubic 
 feet. 
 
 $5 per 2,000 
 pounds. 
 
 ... 
 
 $8 per 40 cubic 
 feet. 
 
 $5 per 2,000 
 pounds. 
 
 
 .75 
 
 .25 
 
 .25 
 
 Rattans. 
 
 Rush straw fiber. 
 
 1£ cents per 
 pound. 
 
 6 cents per pound 
 
 $20 per cubic foot 
 plus 1 per cent 
 ad valorem. 
 
 2 cents per pound 
 
 1.25 
 
 
 
 
 
 Silk (raw). 
 
 G. 00 
 
 3 cents per pound 
 $15 per 40 cubic 
 feet plus i per 
 cent ad va¬ 
 lorem. 
 
 $7 per 40 cubic 
 feet. 
 
 3.00 
 
 3 cents per pound 
 $15 per 40 cubic 
 feet plus i per 
 cent ad va¬ 
 lorem. 
 
 $7 per 40 cubic 
 feet. 
 
 3.00 
 
 Silk goods. 
 
 Straw braid. 
 
 2.00 
 
 
 
 Tapioca. 
 
 
 
 Tea... 
 
 li cents per 
 pound. 
 
 1£ cents per 
 pound. 
 
 1.25 
 
 $G per 40 cubic 
 feet. 
 
 $7 per 40 cubic 
 feet. 
 
 
 $6 per 40 cubic 
 feet. 
 
 $7 per 40 cubic 
 feet. 
 
 
 Cargo (not otherwise 
 specified). 
 
 1.50 
 
 . 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 575 
 
 Table No. 67. —Joint through freight rates from ports in China and Japan to Pacific 
 coast ports and interior points in the United States and Canada —Continued. 
 
 From Hongkong, Amoy, Fuchau, and Shanghai. 
 
 Commodities. 
 
 J To interior United States 
 points. 
 
 As per tariff. 
 
 Beans.{ 1} cents per 
 
 ' pound. 
 
 Camphor. 2 cents per pound 
 
 Cassia. II cents per 
 
 pound. 
 
 Chilies. 
 
 Cocoa beans. 
 
 cents per 
 pound. 
 
 Per 100 
 pounds 
 
 SI. 25 
 
 2.00 
 1.25 
 
 1.25 
 
 1 cent per pound.; 1.00 
 
 Cotton seed . 
 
 Desiccated cocoanuts 
 Fern balls (dried)... 
 
 Gam bier: 
 
 Cube.j II cents per 
 
 pound. 
 
 Block.I 90 cents per 100 
 
 i pounds. 
 
 Ginger (dry). 11 cents per 
 
 ! pound. 
 
 $10 per 40 cubic 
 feet. 
 
 II cents per 
 
 To Portland, Puget Sound, 
 and British Columbia 
 coast ports. 
 
 As per tariff. 
 
 $7 per 12 piculs .. 
 
 $5.50 per 40 cubic 
 feet. 
 
 $5 per 40 cubic 
 feet. 
 
 75 cents per picul. 
 
 $1.45 per picul... 
 $1 per picul. 
 
 1.25 
 
 .90 
 
 1.25 
 
 Hats (common). 
 
 Indian condiments.. 
 
 Indigo. 
 
 Matting (in rolls) ... 
 
 Menthol (dry). 
 
 Oil (peppermint and 
 menthol). 
 
 Opium. 
 
 Paper lanterns. 
 
 Pepper (in bags) 
 Preserved ginger 
 Rice. 
 
 1.25 
 
 pound. 
 
 II cents per 
 pound. 
 
 1.25 
 
 lcent perpound. 
 
 1.00 
 
 67 cents per picul. 
 
 53 cents per picul. 
 
 90 cents per picul. 
 
 $6 per 40 cubic 
 feet. 
 
 $8 per 40 cubic 
 feet. 
 
 $15 per 40 cubic 
 feet. 
 
 $5 per 40 cubic 
 feet. 
 
 $8 per chest. 
 
 77 cents per picul. 
 
 Per 100 
 pounds 
 
 To San Francisco. 
 
 As per tariff. 
 
 $0.78 
 
 1.00 
 
 1.93 
 
 1.33 
 
 .90 
 
 .71 
 
 1.20 
 
 1.03 
 
 $6 per 12 piculs .. 
 
 $5.50 per 40 cubic 
 feet. 
 
 $5 per 40 cubic 
 feet. 
 
 75 cents per picul. 
 
 $1.45per picul... 
 $1 per picul. 
 
 67 cents per picul. 
 
 53 cents per picul. 
 
 90 cents per picul. 
 
 $6 per 40 cubic 
 feet. 
 
 $8 per 40 cubic 
 feet. 
 
 $15 per 40 cubic 
 feet. 
 
 $5 per 40 cubic 
 feet. 
 
 $8 per chest. 
 
 77 cents per picul. 
 
 Per 100 
 pounds 
 
 $0.67 
 
 1.00 
 
 1.93 
 
 1.33 
 
 .90 
 
 .71 
 
 1.20 
 
 1.00 
 
 Rattans. 
 
 Rush-straw fiber. 
 
 Silk (raw). 
 
 Silk goods. 
 
 Straw braid 
 Tapioca .... 
 Tea. 
 
 Cargo (not otherwise 
 specified). 
 
 6 cents per pound 
 
 $20 per 40 cubic 
 feet, plus 1 per 
 cent ad valo¬ 
 rem. 
 
 $10 per 40 cubic 
 feet. 
 
 90 cents per 100 
 pounds. 
 
 II cents per 
 pound. 
 
 1| cents per 
 pound. 
 
 $1.50 per picul.., 
 
 2.00 
 
 $1.50 per picul... 
 
 6.00 
 
 .90 
 
 1.25 
 
 1.50 
 
 3 cents per pound 
 
 $15 per 40 cubic 
 feet, plus 1 per 
 cent ad valo¬ 
 rem. 
 
 $6 per 40 cubic 
 feet. 
 
 55 cents per picul. 
 
 3.00 
 
 $8 per 40 cubic 
 feet. 
 
 .do. 
 
 3 cents per pound 
 
 $15 per 40 cubic 
 feet, plus 1 per 
 cent ad valo- 
 lem. 
 
 $6 per 40 cubic 
 feet. 
 
 55 cents per picul. 
 
 $8 per 40 cubic 
 feet. 
 
 .do. 
 
 2.00 
 
 3.00 
 
 .73 
 
576 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Table No. 68.— Through freight rates from points in the United States to Auckland, Xew 
 Zealand, and Sydney, Australia, applying via San Francisco, Cal., and thence via 
 Oceanic Steamship Company, in effect September 12, 1905. 
 
 [In United States gold coin or its equivalent.] 
 
 Articles. 
 
 Rates from— 
 
 Chicago and 
 defined terri¬ 
 tories east. 
 
 New Orleans, 
 La. 
 
 Dayton, Ohio. 
 
 Des Moines, 
 Iowa. 
 
 L. C. L. 
 
 C.L. 
 
 L.C.L. 
 
 C.L. 
 
 L. C. L. 
 
 C.L. 
 
 L.C.L. 
 
 C.L. 
 
 Advertising matter. 
 
 $1.65 
 
 $1.50 
 1.25 
 2.00 
 
 1.25 
 
 1.00 
 
 
 
 
 
 
 
 Agricultural implements. 
 
 
 
 
 
 
 
 Automobiles. 
 
 
 
 
 
 
 
 
 Beer: 
 
 In wood. 
 
 
 
 
 
 
 
 
 In cases. 
 
 
 
 
 
 
 
 
 Bicycles. 
 
 6.00 
 
 
 
 . | 
 
 
 
 Canned meats. 
 
 1.10 
 
 
 
 .|. 
 
 
 
 Canned oysters. 
 
 
 
 $1.00 
 
 
 
 
 Cash registers. 
 
 
 
 
 $1.75 
 
 
 
 
 Drugs, in packages. 
 
 
 
 
 
 
 $1.65 
 
 $1.30 
 
 Drugs, viz, patent medicines. 
 
 1.65 
 
 1.50 
 
 1.35 
 
 1.25 
 
 
 
 
 
 Lard: 
 
 In pails. 
 
 
 
 
 
 
 
 In tierces. 
 
 
 
 
 
 
 
 
 Leather. 
 
 2.00 
 2.00 
 
 1.75 
 
 1.95 
 
 
 
 
 
 
 
 Machines, sewing, in boxes or crates 
 Machinery: 
 
 Pieces not over 2,000 pounds_ 
 
 Pieces over 2,000 pounds. 
 
 1.50 
 
 1.40 
 
 1.60 
 
 3.75 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 Meat, frozen. 
 
 
 
 
 
 
 
 Metal keys for opening cans. 
 
 . 75 
 
 
 
 
 
 
 
 Oats, rolled, in packages. 
 
 1.00 
 
 16. 00 
 1.40 
 
 
 
 
 
 
 
 Pipe: 
 
 Iron, per ton, 2,000 pounds. 
 
 
 
 
 
 
 
 
 Wrought iron. 
 
 1.75 
 
 1.75 
 
 
 
 
 
 
 
 Rubber goods, in packages. 
 
 
 
 
 
 
 
 Seeds, in packages. 
 
 1.50 
 
 
 
 
 
 
 
 Shoes, boxed. 
 
 2.10 
 
 3.20 
 
 
 
 
 
 
 
 Typewriters, including desks and 
 supplies. 
 
 
 
 
 
 
 1 
 
 
 
 
 
 
 
 1 
 
 Rates from— 
 
 Articles. 
 
 Detroit, Mich. 
 
 Fort Worth, 
 Tex. 
 
 New York 
 and common 
 points. 
 
 Boston 
 and common 
 points. 
 
 
 L.C.L. 
 
 C.L. 
 
 L. C. L. 
 
 C.L. 
 
 L. C. L. C. L. 
 
 L.C.L. 
 
 C.L. 
 
 Drugs and proprietary medicines... 
 
 
 $1.40 
 
 
 
 
 
 
 Hogs’ hair. 
 
 
 
 $1.25 
 
 
 
 
 Merchandise, general. 
 
 
 
 
 .$2.00 
 
 
 s 
 
 * 
 
 
 _ 
 
 
 
 
 
 
 Rates from— 
 
 Articles. 
 
 Chicago and 
 common 
 points. 
 
 Cedar Rapids, 
 Iowa. 
 
 Kansas City, 
 Mo. 
 
 Petersburg, Va. 
 
 L.C.L. 
 
 C.L. 
 
 L.C. L. 
 
 C.L. 
 
 L.C.L. | C. L. 
 
 L. C. L. 
 
 C.L. 
 
 Motors, fan, boxed. 
 
 
 $1.50 
 
 
 
 
 
 
 
 Oats, rolled, in packages. 
 
 
 
 $1.00 
 
 
 
 
 
 Packing-house products, viz: Ba¬ 
 con, hams, beef, lard, canned 
 meats, etc. 
 
 
 
 
 
 $1.00 
 
 
 . 
 
 Printers’ supplies. 
 
 $2.50 
 
 
 
 
 
 
 Tobacco, plug, cut plug, and smok¬ 
 ing:. 
 
 
 
 
 
 
 $1.50 
 
 
 
 
 
 
 
 
 
 
 Articles. 
 
 Rates from— 
 
 New York, 
 
 N. Y. 
 
 Rochester, 
 
 N. Y. 
 
 Baltimore, 
 
 Md. 
 
 Richmond, 
 
 Va. 
 
 Walkerville, 
 
 Ontario. 
 
 L. C. L. 
 
 C. L. 
 
 L.C. L. 
 
 C.L. 
 
 L.C. L. 
 
 C.L. 
 
 L. C. L. 
 
 C. L. 
 
 L.C. L. 
 
 C. L. 
 
 Tobacco, smoking, and 
 cigarettes. 
 
 $1.50 
 
 
 $1.50 
 
 
 $1.50 
 
 
 $1.50 
 
 
 
 Whisky, in glass, boxed. 
 
 
 
 
 
 
 $1.10 
 
 
 
 
 
 . 
 
 . 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 577 
 
 Table No. 69. —Average ocean rates on grain carried by sailing vessels from San Fran¬ 
 cisco to the United Kingdom, 1874 to 1904 , inclusive. 
 
 [In cents per 100 pounds.] 
 
 Years. 
 
 1874 
 
 1875 
 
 1876 
 
 1877 
 
 1878 
 
 1879 
 
 1880 
 1881 
 1882 
 1883 
 
 Average 5 years. 
 
 Average 5 years. 
 
 1884 
 
 1885 
 
 1886 
 
 1887 
 
 1888 
 
 Average 5 years. 
 
 Table No. 70.- 
 
 Yearly 
 
 average 
 
 rates. 
 
 
 88.3 
 
 1889 
 
 75.0 
 
 1890 
 
 53.6 
 
 1891 
 
 64.3 
 
 1892 
 
 42.9 
 
 1893 
 
 64.8 
 
 
 53.6 
 
 1894. 
 
 58.9 
 
 1895. 
 
 64.2 
 
 1896. 
 
 71.2 
 
 1897. 
 
 48.2 
 
 1898. 
 
 59.2 
 
 
 32.2 
 
 1899. 
 
 38.7 
 
 1900. 
 
 33.0 
 
 1901. 
 
 28.9 
 
 1902. 
 
 27.7 
 
 1903. 
 
 32.1 
 
 1904. 
 
 ites from Neu 
 
 Years. 
 
 Average 5 years. 
 
 Average 5 years 
 
 Average 5 years 
 
 Yearly 
 
 average 
 
 rates. 
 
 33.1 
 
 37.5 
 
 43.2 
 
 33.2 
 
 22.6 
 
 33.9 
 
 28.3 
 
 28.1 
 
 28.7 
 
 26.8 
 22.1 
 
 26.8 
 
 27.9 
 
 40.2 
 
 41.5 
 32.1 
 
 18.5 
 
 32.0 
 
 15.8 
 
 Vela de Coro, South America, 1903. 
 
 Articles. 
 
 Unit. 
 
 To Cura¬ 
 cao. 
 
 To Mara¬ 
 caibo. 
 
 To La Vela 
 de Coro. 
 
 Flour, crackers, meal, and vegetables, in flour 
 barrels. 
 
 Flour, in bags. 
 
 Per barrel. 
 
 $0. 40 
 
 .20 
 
 $0.60 
 
 .30 
 
 SO. 60 
 
 .30 
 
 Per 100 pounds ... 
 Per barrel. 
 
 Beef and pork. 
 
 .70 
 
 .90 
 
 .90 
 
 Beef and pork, in half barrels. 
 
 Per half barrel_ 
 
 .40 
 
 .50 
 
 .50 
 
 Kerosene, in barrels. 
 
 Per barrel. 
 
 1.00 
 
 1.25 
 
 1.25 
 
 Lard: 
 
 In tierces of 450 pounds. 
 
 Per 100 ponnds... 
 .do. 
 
 .20 
 
 .30 
 
 .30 
 
 In barrels of 250 pounds. 
 
 .20 
 
 .30 
 
 .30 
 
 Biscuits, in tins of 8-10 pounds, loose. 
 
 Per tin. 
 
 .10 
 
 .15 
 
 .15 
 
 Corn, in bags of 2 bushels. 
 
 Per bag. 
 
 .25 
 
 .30 
 
 .30 
 
 Beans and peas, in bags of 2 bushels. 
 
 .do. 
 
 .25 
 
 .35 
 
 .35 
 
 Rosin, rice, cement, and tallow. 
 
 Per 100 pounds ... 
 Per pound. 
 
 .20 
 
 .30 
 
 .30 
 
 Hams, in tierces. 
 
 .005 
 
 .005 
 
 .005 
 
 Rope. 
 
 Per 100 pounds ... 
 
 .25 
 
 .35 
 
 .35 
 
 Bran 
 
 .40 
 
 .60 
 
 .60 
 
 Barbed wire. 
 
 .do. 
 
 .20 
 
 .35 
 
 .35 
 
 Dry goods. 
 
 Per cubic foot.... 
 
 .15 
 
 .20 
 
 .20 
 
 Beer, in barrels. 
 
 Per barrel. 
 
 .95 
 
 1.25 
 
 1.25 
 
 Weight goods, not specified. 
 
 Per 100 pounds ... 
 Per cubic foot.... 
 
 .30 
 
 .40 
 
 .40 
 
 Measurement goods, not specified. 
 
 .10 
 
 .20 
 
 .20 
 
 
 All with 5 per cent primage. 
 
 No bills of lading signed for less than $3. 
 Freight payable in advance. 
 
 S. Doc. 244, 59-1-37 
 
578 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table No. 71 .—Ocean freight rates from New Orleans and Mobile to Belize, British 
 
 Honduras, Port Barrios and Livingston, Guatemala. 
 
 Articles. 
 
 Rate. 
 
 Articles. 
 
 Rate. 
 
 Ale and beer. 
 
 85 cents per cask. 
 
 Fish, pickled. 
 
 85 cents per barrel. 
 
 Axes, anvils, anchors. 
 
 40 cents per 100 
 
 Glassware, packed, O. R_ 
 
 20 cents per cubic 
 
 Apples, onions, potatoes, 
 and cabbages. 
 
 Bacon, hams, and green 
 meats. 
 
 pounds. 
 
 85 cents per barrel. 
 
 Groceries, N. O. S. 
 
 foot. 
 
 Do. 
 
 40 cents per 100 
 pounds. 
 
 Hardware, heavy. 
 
 Hoes, rakes, shovels, and 
 
 40 cents per 100 
 pounds. 
 
 20 cents per cubic 
 
 Beef, pork, pigs’ feet, and 
 
 85 cents per barrel. 
 
 spades. 
 
 foot. 
 
 kraut. 
 
 Boots and shoes. 
 
 20 cents per cubic 
 foot. 
 
 40 cents per 100 
 pounds. 
 
 Do. 
 
 Hats. 
 
 Lard. 
 
 Do. 
 
 40 cents per 100 
 pounds. 
 
 4 cents per gallon. 
 
 40 cents per 100 
 pounds. 
 
 Butter and cheese. 
 
 Molasses. 
 
 Beans, pease, and corn. 
 
 Nails, spikes, and horse¬ 
 shoes. 
 
 Barbed wire. 
 
 Do. 
 
 Paint, kegs, cases, and cans. 
 
 Do. 
 
 Crockery. 
 
 20 cents per cubic 
 
 Rice. 
 
 Do. 
 
 Canned goods, in cases. 
 
 Cordage and rope. 
 
 foot. 
 
 Do. 
 
 Do. 
 
 Stoves and stove furniture.. 
 
 Sugar. 
 
 20 cents per cubic 
 foot. 
 
 40 cents per 100 
 pounds. 
 
 Do. 
 
 Crackers.. 
 
 Coffee, in sacks. 
 
 85 cents per barrel. 
 
 40 cents per 100 
 pounds. 
 
 Salt. 
 
 
 Soap. 
 
 20 cents per cubic 
 
 Castings. 
 
 Drugs. 
 
 Do. 
 
 20 cents per cubic 
 foot. 
 
 Do. 
 
 Tallow. 
 
 foot. 
 
 40 cents per 100 
 pounds' 
 
 20 cents per cubic 
 foot. 
 
 4 cents per gallon. 
 
 Dry goods. 
 
 Tinware. 
 
 Flour . 
 
 Do. 
 
 85 cents per barrel. 
 45 cents per half 
 
 Whisky and wine, barrel... 
 
 Flour, sacks. 
 
 barrel. 
 
 40 cents per 100 
 pounds. 
 
 Wire, spools; wire, rope.... 
 
 40 cents per 100 
 pounds. 
 
 Table No. 72 .—Ocean freight rates from New York, Boston, Philadelphia, and Balti¬ 
 more, to Banes, Cuba. 
 
 [Per 100 pounds.] 
 
 Articles. 
 
 Rates. 
 
 Articles. 
 
 Rates. 
 
 Apples. 
 
 SO. 60 
 
 Lumber, per thousand. 
 
 $8. 00 
 
 Beans, dry, in barrels. 
 
 .45 
 
 Oil, in barrels. 
 
 . 45 
 
 Beer, in bottles, in casks. 
 
 .50 ! 
 
 Packing-house products. 
 
 . 45 
 
 Candles... 
 
 .40 i 
 
 Rice ..*.. 
 
 .35 
 
 Canned goods, including milk. 
 
 .50 
 
 Salt, in bags. 
 
 .30 
 
 Flour . .7 ...7.. 
 
 . 27-4-1 
 
 Soap. 
 
 .40 
 
 Lard, in tierces. 
 
 .45 1 
 
 Wine and whisky, in wood. 
 
 . 55 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 579 
 
 Table No. 73. —Ocean freight rates from New York to Para, Manaos, Maranham, Ceara, 
 
 and Parnahyba, South America. 
 
 Articles. 
 
 To Para. 
 
 To Manaos, 
 Maranham, 
 Ceara. 
 
 To Parna¬ 
 hyba. 
 
 Beans, corn, pease, wheat, etc. (in shippers’ bags), per bushel- 
 
 Bottled beer, common soap, straw paper, shooks, and cooperage, 
 
 $0.15 
 
 $0.28 
 
 $0.40 
 
 per cubic foot. 
 
 .15 
 
 .25 
 
 .30 
 
 Codfish, per 100 pounds, gross. 
 
 Flour: 
 
 .50 
 
 .75 
 
 1.00 
 
 Per barrel (196 pounds). 
 
 .60 
 
 .90 
 
 1.50 
 
 Per half barrel. 
 
 .37 
 
 .55 
 
 .90 
 
 Nails, per keg of 100 pounds. 
 
 Oil: 
 
 .50 
 
 .65 
 
 .80 
 
 Kerosene, per barrel of about 50 gallons. 
 
 2.25 
 
 3.00 
 
 4.25 
 
 Lubricating and machinery, per barrel of about 50 gallons... 
 
 2.25 
 
 3.00 
 
 4.25 
 
 Rosin and silex, per 280 pounds, gross. 
 
 1.00 
 
 1.50 
 
 2.25 
 
 Turpentine (on deck) per barrel of about 50 gallons each. 
 
 3.00 
 
 4.00 
 
 6.50 
 
 Weight goods (not otherwise specified), per 100 pounds, gross_ 
 
 .60 
 
 .75 
 
 1.00 
 
 Minimum amount for which a bill of lading will be signed. 
 
 Parcel receipts issued on packages up to $25 value, and measur- 
 
 5.00 
 
 5.00 
 
 5.00 
 
 ing less than 5 feet and weighing not more than 28 pounds. 
 
 1.00 
 
 1.00 
 
 1.00 
 
 Ten per cent primage will be added to all these rates except on goods taken at 
 valuation and on parcel receipts. 
 
 Goods taken by weight, measurement, or valuation at ship’s option. 
 
 A fee of $1.10 is charged by the Brazilian consul on each set of bills of lading and 
 on parcel receipts, and this item will continue to be collected from the shippers. 
 
 Table No. 74. —Ocean freight rates from Veracruz, Mexico, to New York. 
 
 Articles. 
 
 Ocean rate. 
 
 Articles. 
 
 Ocean rate. 
 
 Asphaltum and bi¬ 
 tumen, crude. 
 Log-wood extracts, 
 etc. 
 
 $3.15 to $4.20 per gross ton. 
 
 Hides of cattle: 
 
 Wet. 
 
 40 cents per 100 pounds. 
 
 75 cents per 100 pounds. 
 i cent per pound. 
 
 | cent per pound. 
 
 $4.00 per gross ton. 
 
 Dry. 
 
 Goat skins. 
 
 Cocoa, crude. 
 
 471 cents per 100 pounds. 
 
 261 cents per 100 pounds. 
 
 25 cents per 100 pounds. 
 
 50 cents per 100 pounds. 
 
 India rubber, un¬ 
 manufactured . 
 
 Coffee . 
 
 Sisal grass. 
 
 Lead, pigs, bars, 
 etc. 
 
 15 cents per 100 pounds. 
 
 Hair,~ unmanufac¬ 
 tured. 
 
 Table No. 75. —Ocean freight rates from Copenhagen, Denmark, to Boston. 
 
 [In cents per 100 pounds.] 
 
 Articles. 
 
 Rates. 
 
 Articles. 
 
 Rates. 
 
 Bristles, assorted, bunched, or prepared, 
 in casks. 
 
 
 Wire rods, in coils. 
 
 9.5 
 
 14 
 
 Salt, in casks. 
 
 14.5 
 
 Cement, Roman and Portland, in barrels 
 Earthen, stone,and china ware, in cases. 
 Feathers, leaves, artificial, in cases. 
 
 6.4 
 
 Brandy, in casks. 
 
 16 
 
 11.2 
 
 Starch (potato), in bags. 
 
 13.4 
 
 64.3 
 
 Sugar cane, in cases. 
 
 15 
 
 Anchovies or sardines, packed in oil, 
 in cases . 
 
 Wood pulp, in bales. 
 
 13.4 
 
 26.8 
 
 Wool, "hair of the the camel, goat, 
 alpaca, and other like animals, in 
 bales. 
 
 Hair, unmanufactured, in bales. 
 
 26.8 
 
 
 Hides of cattle, in bales. 
 
 26.8 
 
 26.8 
 
 Goatskins, in bales. 
 
 21.4 
 
 Hemp, in bales. 
 
 24.1 
 
 Iron, ingots, blooms, slabs, billets, bars 
 of steel, in bars, etc. 
 
 10.7 
 
 
 
 
 
 
580 
 
 DIGEST OF HEARINGS OFT BAIL WAY BATES 
 
 Table No. 76. —Comparison of through import rates from Antwerp, Belgium, to various 
 points in the United States, routed via Boston, with the rates on same articles of domestic 
 origin at Boston. 
 
 Rates in cents per 100 pounds. 
 
 Commodities. 
 
 To Buffalo. 
 
 To Cleveland. 
 
 To Detroit. 
 
 To Toledo. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic;. 
 
 Toys. L. C. L. 
 
 57 
 
 38 
 
 57 
 
 46 
 
 57 
 
 51 
 
 57 
 
 51 
 
 Crockery, L. C. L. 
 
 40 
 
 244 
 
 40 
 
 29 
 
 40 
 
 31 
 
 40 
 
 31 
 
 Glassware, L. C. L. 
 
 45 
 
 32 
 
 45 
 
 39 
 
 45 
 
 43 
 
 45 
 
 43 
 
 Earthenware, L. C. L. 
 
 
 244 
 
 
 29 
 
 
 31 
 
 
 31 
 
 Artificial flowers, L. C. L. 
 
 
 88* 
 
 167 
 
 106 
 
 
 118 
 
 
 118 
 
 Willow baskets, L. C. L. 
 
 
 66 
 
 1374 
 
 794 
 
 1464 
 
 884 
 
 1464 
 
 884 
 
 Netting, N. 0. Si, L. C. L. 
 
 
 44 
 
 125* 
 
 53 
 
 131* 
 
 59 
 
 131* 
 
 59 
 
 Liquors, in wood, L. C. L. 
 
 
 32 
 
 
 39 
 
 
 43 
 
 
 43 
 
 Wilie, L. C. L_1. 
 
 
 32 
 
 
 39 
 
 
 43 
 
 
 43 
 
 Earth paint, C. L. 
 
 18| 
 
 184 
 
 204 
 
 21 
 
 204 
 
 23 
 
 204 
 
 23 
 
 Surface-coated paper, C. L. 
 
 
 184 
 
 
 21 
 
 
 23 
 
 
 23 
 
 Hops, L. C. L. 
 
 
 44 
 
 
 53 
 
 
 59 
 
 
 59 
 
 Hops, C. L. 
 
 
 38 
 
 
 46 
 
 
 51 
 
 
 51 
 
 Green hides, C. L. 
 
 
 184 
 
 
 21 
 
 
 23 
 
 . 
 
 23 
 
 Window glass, C. L. 
 
 26 
 
 204 
 
 26 
 
 204 
 
 26 
 
 22 
 
 26 
 
 22 
 
 Window glass, L. C. I.. 
 
 31 
 
 244 
 
 35 
 
 29 
 
 38 
 
 31 
 
 38 
 
 31 
 
 Plate glass, C. L. 
 
 32 
 
 804 
 
 36 
 
 36 
 
 38 
 
 39 
 
 38 
 
 39 
 
 Plate glass, L. C. L. 
 
 45 
 
 44 
 
 52 
 
 53 
 
 57 
 
 59 
 
 57 
 
 59 
 
 Commodities. 
 
 Rates in cents per 100 pounds. 
 
 To Grand 
 Rapids. 
 
 To Chicago. 
 
 To Milwaukee. 
 
 To Indianap¬ 
 olis. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Toys, L. C. L. 
 
 57 
 
 62 
 
 57 
 
 65 
 
 57 
 
 
 57 
 
 60 
 
 Crockery, L. C. L. 
 
 40 
 
 38 
 
 40 
 
 40 
 
 40 
 
 
 40 
 
 38 
 
 Glassware, L. C. L. 
 
 45 
 
 53 
 
 45 
 
 55 
 
 45 
 
 
 45 
 
 51 
 
 Earthenware, L. C. L. 
 
 
 38 
 
 a 40 
 
 40 
 
 
 
 
 38 
 
 Artificial flowers, L. C. L. 
 
 
 144 
 
 167 
 
 150 
 
 
 
 
 140 
 
 Willow baskets, L. C. L. 
 
 166 
 
 108 
 
 1704 
 
 1124 
 
 1704 
 
 
 
 105 
 
 Netting, N. 0.8., L. C. L. 
 
 144 
 
 72 
 
 147* 
 
 75 
 
 147* 
 
 
 
 70 
 
 Liquors, in wood, L. C. L. 
 
 
 53 
 
 62 
 
 55 
 
 
 
 
 51 
 
 Wine, L. C. L .. 
 
 
 53 
 
 43 
 
 55 
 
 
 
 
 51 
 
 Earth paint, C. L. 
 
 
 29 
 
 204 
 
 30 
 
 204 
 
 
 204 
 
 28 
 
 Surface-coated paper, C. L. 
 
 
 29 
 
 39* 
 
 30 
 
 39* 
 
 
 
 28 
 
 Hops, L. C. L. 
 
 
 72 
 
 
 75 
 
 137 
 
 75 
 
 
 70 
 
 Hops, C. L. 
 
 
 62 
 
 
 65 
 
 
 65 
 
 
 60 
 
 Green hides, C. L. 
 
 
 29 
 
 404 
 
 30 
 
 404 
 
 
 
 28 
 
 Window glass, C. L. 
 
 26 
 
 27 
 
 26 
 
 28 
 
 26 
 
 
 26 
 
 26 
 
 Window glass, L. C. L. 
 
 45 
 
 38 
 
 47 
 
 40 
 
 47 
 
 
 44 
 
 38 
 
 Plate glass, C. L. 
 
 45 
 
 48 
 
 46 
 
 50 
 
 46 
 
 
 44 
 
 47 
 
 Plate glass, L. C. L. 
 
 68 
 
 72 
 
 71 
 
 75 
 
 71 
 
 
 66 
 
 70 
 
 
 
 
 
 
 
 
 
 
 Commodities. 
 
 / 
 
 Rates in cents per 100 pounds. 
 
 To East St. Louis. 
 
 To Louisville. 
 
 To Cincinnati. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Tovs, L. C. L. 
 
 61 
 
 75 
 
 57 
 
 65 
 
 57 
 
 51 
 
 Crockery, L. C. L. 
 
 42 
 
 46 
 
 40 
 
 40 
 
 40 
 
 35 
 
 Glassware, L. C. L. 
 
 47 
 
 64 
 
 45 
 
 55 
 
 45 
 
 48 
 
 Earthenware, L. C. L. 
 
 
 46 
 
 
 40 
 
 
 35 
 
 Artificial flowers, L. C. L. 
 
 
 174 
 
 
 150 
 
 167 
 
 130 
 
 Willow baskets, L. C. L. 
 
 1884 
 
 1304 
 
 
 1124 
 
 
 974 
 
 Netting, N.O.S., L.C.L. 
 
 
 87* 
 
 
 75* 
 
 137 
 
 65 
 
 Liquors, in wood, L. C. L. 
 
 
 64 
 
 
 55 
 
 
 48 
 
 Wine, L. C. L. 
 
 
 64 
 
 
 55 
 
 
 48 
 
 Earth paint, C. L. 
 
 224 
 
 35 
 
 204 
 
 30 
 
 . 
 
 204 
 
 26 
 
 Surface-coated paper. C. L. 
 
 44 
 
 35 
 
 39 
 
 30 
 
 
 26 
 
 Hops, L. C. L.... .*.. 
 
 
 87 
 
 
 75 
 
 
 65 
 
 Hops, C. L. 
 
 
 75 
 
 
 65 
 
 
 57 
 
 Green hides, C. L. 
 
 . 
 
 35 
 
 
 30 
 
 
 26 
 
 Window glass, C. L. 
 
 29 
 
 32 
 
 26 
 
 28 
 
 26 
 
 24 
 
 Window glass, L. C. L. 
 
 53 
 
 46 
 
 47 
 
 40 
 
 42 
 
 35 
 
 Plate glass, C. L. 
 
 52 
 
 58 
 
 46 
 
 50 
 
 41 
 
 44 
 
 Plate glass, L. C. L. 
 
 81 
 
 87 
 
 71 
 
 75 
 
 63 
 
 65 
 
 a Kansas City business. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 581 
 
 Table No. 77. —Comparison of rates from San Francisco, Cal., to New York, via trans¬ 
 continental all-rail routes and the Panama route on classes and particular commodities 
 on which the Panama route publishes the special rates given. 
 
 Classes and commodities. 
 
 Rates in cents per 100 
 pounds. 
 
 Classes and commodities. 
 
 Rates in cents per 100 
 pounds. 
 
 Via all-rail 
 transcon- 
 tinental 
 route. 
 
 Via 
 
 Panama 
 
 route. 
 
 Via all-rail 
 transeon- 
 tinental 
 route. 
 
 Via 
 
 Panama 
 
 route. 
 
 L.C.L. 
 
 C.L. 
 
 L.C.L. 
 
 C.L. 
 
 First class. 
 
 370 
 
 
 180 
 
 Leather, bellies, collar, 
 
 
 
 
 Second class. 
 
 330 
 
 
 150 
 
 heads, latigo, etc. 
 
 105 
 
 
 0.60 
 
 Third class. 
 
 265 
 
 
 130 
 
 Leather,bufTfinished calf, 
 
 
 
 
 Fourth class. 
 
 210 
 
 
 115 
 
 chamois. 
 
 140 
 
 
 85 
 
 Fifth class. 
 
 185 
 
 
 105 
 
 Wine, in barrels. 
 
 200 
 
 0.75 
 
 55 
 
 A. 
 
 185 
 
 
 105 
 
 Wine, in puncheons. 
 
 240 
 
 90 
 
 65 
 
 B. 
 
 165 
 
 
 85 
 
 Brandy, in wood. 
 
 
 75 
 
 60 
 
 C. 
 
 130 
 
 
 80 
 
 W ine and brandy, in cases. 
 
 225 
 
 100 
 
 75 
 
 D. 
 
 115 
 
 
 80 
 
 Lumber. 
 
 
 (*78 
 
 50 
 
 E. 
 
 105 
 
 
 70 
 
 Copper, cement. 
 
 
 75 
 
 40 
 
 Asphalt. 
 
 
 50 
 
 40 
 
 Oil, in tin, boxed, or in 
 
 
 
 
 Beans. 
 
 
 75 
 
 55 
 
 wood. 
 
 
 75 
 
 50 
 
 Beeswax. 
 
 i/5 
 
 
 76 
 
 Ore. 
 
 
 75 
 
 45 
 
 Boneblack. 
 
 
 100 
 
 40 
 
 Peas. 
 
 
 75 
 
 55 
 
 Canned goods. 
 
 
 75 
 
 55 
 
 Quicksilver. 
 
 220 
 
 155 
 
 50 
 
 Fish, in barrels 
 
 
 100 
 
 50 
 
 Rags. 
 
 
 75 
 
 55 
 
 Fish, dried, in cases. 
 
 
 
 Seeds, alfalfa. 
 
 150 
 
 125 
 
 40 
 
 strapped. 
 
 
 125 
 
 55 
 
 Seeds, mustard. 
 
 
 75 
 
 40 
 
 Herbs, cascara,sumac,and 
 
 
 
 
 Shells, sea, in sacks. 
 
 
 100 
 
 60 
 
 grape root. 
 
 125 
 
 
 75 ' 
 
 Tallow. 
 
 
 75 
 
 50 
 
 Hides, drv, in bales. 
 
 
 120 
 
 70 
 
 Wool, in grease, com- 
 
 
 
 
 Honey, strained, in tin 
 
 
 
 
 pressed in bales. 
 
 110 
 
 100 
 
 65 
 
 cases, strapped. 
 
 
 110 
 
 55 
 
 Glue stock. 
 
 
 75 
 
 50 
 
 Hops, compressed in bales. 
 
 200 
 
 
 00 
 
 Barley, rice. 
 
 
 75 
 
 40 
 
 Junk, bones, horns, old' 
 
 
 
 
 
 
 
 
 rope, rubber waste, com- 
 
 
 
 
 
 
 
 
 pressed in bales, scrap 
 
 
 
 
 
 
 
 
 leather. 
 
 
 75 
 
 50 
 
 
 
 
 
 a From various California points, via San Francisco. 
 
 All other commodities of Panama route are made at 20 per cent C. L. and 30 per cent L. C. L. less 
 than rates of transcontinental routes. 
 
 
 

REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 4905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX V. 
 
 IMPORT RATES. 
 
 DECEMBER 19, 1905. 
 
 583 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . • 
 
 
 
APPENDIX Y. 
 
 IMPORT RATES. 
 
 In order to obtain and lay before the committee additional data con¬ 
 cerning the relations between the charges applied, respectively, to 
 imported and domestic traffic, the chairman earp In October, 1905, 
 addressed similar inquiries to the traffic officers of the principal lines 
 accepting both classes of traffic at the principal ports. 
 
 The following is the form of inquiry addressed to the lines serving 
 the ports of the United States: 
 
 Senate of the United States, 
 Committee on Interstate Commerce. 
 
 Dear Sir: One of the matters brought to the attention of the Com¬ 
 mittee on Interstate Commerce during its investigation of railway 
 matters is the practice of certain railways of participating in the car¬ 
 riage of import traffic, to inland points on through rates from foreign 
 ports and accepting therefor as the rail proportion of the through rates 
 lower sums than are at the same time in force for similar domestic 
 traffic originating at the American ports of transshipment and carried 
 to the same inland destinations. 
 
 This committee is anxious to know the extent of this practice as 
 measured in tonnage and revenue. I shall be obliged to you if you 
 will aid us in this matter by furnishing me with a statement showing 
 the through rates of this sort in which your company has participated 
 at any time during the year 1905 and the amount of business done at 
 those rates. Will you also show, in connection with each rate, the 
 corresponding domestic rate from the port of transshipment? 
 
 Similar inquiries have been addressed to the traffic officers of other 
 companies which are understood to participate in import traffic carried 
 on rates of the kind indicated. 
 
 Thanking you in advance for the courtesy of as prompt a reply as 
 possible, 1 remain, 
 
 Very respectfully, yours, ' S. B. Elkins, 
 
 Chairman . 
 
 The following slightly different letter was addressed to officers of 
 the Canadian lines which participate in handling traffic of European 
 origin destined to points within the United States: 
 
 Senate of the United States, 
 
 Committee on Interstate Commerce. 
 
 Dear Sir: One of the matters brought to the attention of the Com¬ 
 mittee on Interstate Commerce during its investigation of railway 
 matters is the practice of certain railways in participating in the car¬ 
 riage of import traffic to inland points on through rates from foreign 
 
 585 
 
586 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ports and accepting therefor, as the rail proportion of the through rates, 
 lower sums than are at the same time in force for similar domestic 
 traffic originating at the American ports of transshipment and carried 
 to the same inland destinations. 
 
 The committee is anxious to know the extent of this practice as 
 measured in tonnage and revenue. I shall be obliged to you if you 
 will aid us in this matter by furnishing me with a statement showing 
 the through rates of this sort in which your company has participated 
 at any time during the year 1905 and the amount of business done at 
 those rates. Will you also show, in connection with each rate, the 
 corresponding domestic rate from the port of transshipment? 
 
 Similar inquiries have been addressed to the traffic officers of other 
 companies which are understood to participate in import traffic carried 
 on rates of the kind indicated. 
 
 Thanking you in advance for the courtesy of as prompt a reply as 
 possible, I remain, 
 
 Very respectfully, yours, S. B. Elkins, 
 
 Choir mail. 
 
 The replies to these inquiries that have been received are printed in 
 full below: 
 
 The Baltimore and Ohio Railroad Company, 
 
 Baltimore v October JO. 1905. 
 
 Dear Sir: In reply to your letter of the 2d instant, would advise 
 that for several years past the Baltimore and Ohio Railroad has not 
 handled import traffic on basis of through rates from foreign ports to 
 inland destinations in the United States and accepting therefor as rev¬ 
 enue for the rail line a proportion of such through rates. Our custom 
 has been to apply from Baltimore, Philadelphia, and New York to 
 inland destinations the domestic rates, except upon certain commodities 
 where the conditions of competition, not only via the various Atlantic 
 ports but also via the Gulf and Canadian ports, has rendered it neces¬ 
 sary to make special rates, which are regularly published and tiled 
 with the Interstate Commerce Commission. 
 
 We are perfectly willing to submit to your committee information 
 showing the import tonnage handled by the Baltimore and Ohio Rail¬ 
 road from the different ports, provided we can be assured same will 
 not be made public, as we naturally do not s care to have our competitors 
 know the character of the traffic which we are handling or the volume 
 of it. 
 
 Yours, truly, C. S. Wight, 
 
 Manager Freight Traffic. 
 
 Hon. S. B. Elkins, 
 
 Chairman Committee on Interstate Commerce , 
 
 United States Senate , Washington , D. C. 
 
 Boston and Maine Railroad, 
 
 Boston , Mass ., October 10, 1905. 
 
 Dear Sir: Referring again to your valued favor of the 2d instant 
 in regard to the carriage of import traffic to inland points on through 
 rates from foreign ports: 
 
 All through rates on import traffic forwarded from Boston from 
 Boston and Maine Railroad terminals are made up by adding the Bos- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 587 
 
 ton and Maine Railroad full import rates as published and furnished 
 the Interstate Commerce Commission, as per copy of our import tariff 
 No. 6, herewith, to such ocean rates as the ocean carriers may make. 
 Neither the Boston and Maine Railroad nor the import agents working 
 via the Boston and Maine Railroad have ever published through rates 
 from foreign ports to points in the United States. I inclose two tar¬ 
 iffs issued by the Transcontinental Freight Bureau, showing through 
 rates from United Kingdom to Pacific coast points. The Boston and 
 Maine Railroad does not appear as a part} 7 to these tariffs. They, how¬ 
 ever, participate in the through rate when traffic is consigned to this 
 company when forwarding from Boston under an arrangement which 
 provides that after paying the advance charges up to Boston 27i per 
 cent of the balance applies from Boston to Chicago, observing T5 cents 
 per 100 pounds from Boston to destination as a minimum. I under¬ 
 stand these tariffs were issued to meet similar tariffs issued via Galves¬ 
 ton and the Sunset Route, and, while lam not positive, 1 have heard it 
 said that the tariffs via Galveston and the Sunset Route were issued to 
 meet competition via the all-water route via Cape Horn. 
 
 The Boston and Maine Railroad import class rates, as per tariff here¬ 
 with, are used via both standard and differential lines, there being no 
 differential allowed any of our routes on import traffic, and the class 
 rates as shown are exactly the same as the published rates governing 
 domestic shipments from New England points to the West via the dif¬ 
 ferential routes, and the rates from New England to the West via the 
 standard routes are just the allowed differentials added to the import 
 rates, as shown in tariff referred to above, which are as follows: 
 
 1/5 2/4 3/3 4/3 5/2 
 
 6/14 
 
 The authorized import commodity rates are shown in the same tariff 
 and the principal commodities handled via the port of Boston are: 
 Burlaps, bagging, clay used in paper manufacturing, paper stock, 
 Swedish iron, german crockery and toys, dry goods, hosiery, and 
 coarse chemicals. 
 
 We have the total tonnage moved to points beyond the trunk lines’ 
 western termini for the first six months of this year, and it is as follows: 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Special 
 
 com¬ 
 
 modities. 
 
 Iron. 
 
 Cali¬ 
 
 fornia 
 
 freight. 
 
 ( 
 
 Total. 
 
 158 
 
 68 
 
 179 
 
 2 
 
 9 
 
 0 
 
 5,481 
 
 3 
 
 19 
 
 5,912 
 
 283 
 
 140 
 
 193 
 
 12 
 
 78 
 
 5 
 
 7,768 
 
 7 
 
 48 
 
 8,534 
 
 210 
 
 243 
 
 113 
 
 51 
 
 10 
 
 0 
 
 9,072 
 
 7 
 
 /a 
 
 9,786 
 
 261 
 
 184 
 
 154 
 
 520 
 
 3 
 
 0 
 
 6,133 
 
 23 
 
 66 
 
 7,344 
 
 472 
 
 87 
 
 216 
 
 15 
 
 0 
 
 0 
 
 6,001 
 
 21 
 
 36 
 
 6,848 
 
 413 
 
 158 
 
 186 
 
 31 
 
 7 
 
 0 
 
 8,258 
 
 7 
 
 95 
 
 9,155 
 
 1,797 
 
 885 
 
 1,041 
 
 631 
 
 100 
 
 5 
 
 42, 713 
 
 68 
 
 339 
 
 47,579 
 
 Like information covering August and September business has not 
 yet been compiled, but if you desire a statement showing the same I 
 will with pleasure have it prepared. 
 
 Rates charged on imports by Boston and Maine Railroad from Bos¬ 
 ton to New England points and the Middle States are practically the 
 same as the domestic rates charged on same kinds of business. 
 
 I inclose herewith Boston and Maine Railroad and St. Johnsbury 
 and Lake Champlain Railroad Joint Westbound Commodity Tariff, in 
 
588 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 order that you may readily compare the domestic rate charged to west¬ 
 ern points from Boston and Boston rate points with import rate charged 
 on same commodities. 
 
 Yours, truly, W. F. Berry, 
 
 Second Vice-President and General Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , I). C. 
 
 Canadian Pacific Railway Company, 
 
 Montreal , October 7, 1905. 
 
 Dear Sir: L have to acknowledge receipt of your letter of the 2d 
 instant drawing my attention to the investigation of railway matters 
 now being made by a committee of the Senate of the United States, 
 more particularly in regard to import traffic and its bearing on the 
 domestic situation. 
 
 This company will be very glad to give you any' information or 
 assistance in its power. L ma}^ say, however, that there is no domestic 
 traffic originating in Canada with which a comparison could be made 
 with imports destined to United States points which we carry via the 
 port of Montreal in summer and West St. John in winter. 
 
 The following statistics show how infinitesimal is the import tonnage 
 handled by this company via Canadian ports destined to points in the 
 United States: 
 
 Extract from Trunk Line association statistics of import freight for Western United 
 States points , port of Montreal , Canadian Pacific Railway. 
 
 MONTH OF MAY, 1905. 
 
 1 . 
 
 2. 
 
 3. 
 
 4. 
 
 5. 
 
 6. 
 
 Special 
 
 commod¬ 
 
 ities. 
 
 Iron. 
 
 Cali¬ 
 
 fornia. 
 
 Total. 
 
 Tons. 
 
 77 
 
 Tons. 
 
 2 
 
 Tons. 
 
 60 
 
 Tons. 
 
 30 
 
 Tons. 
 
 520 
 
 Tons. 
 
 28 
 
 Tons. 
 
 104 
 
 Tons. 
 
 118 
 
 Tons. 
 
 5 
 
 Tons. 
 
 944 
 
 MONTH OF JUNE, 1905. 
 
 72 0 
 
 1 
 
 24 
 
 63 
 
 209 
 
 68 
 
 0 
 
 0 0 
 
 436 
 
 I inclose copy of our interstate tariff I. C. C. No. 818. The com¬ 
 modity rates shown therein are authorized by the import committee 
 of the Trunk Line Association as effective from Baltimore and New¬ 
 port News. 
 
 If there is anv further information I can furnish, kindly let me 
 
 %j 
 
 know, and I shall be happy to do so. 
 
 Yours, truly, G. M. Bosworth, 
 
 Fourth Vice-1 * resident. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 589 
 
 The Central Railroad Company of New Jersey, 
 
 New York , October 31 , 1905. 
 
 Dear Sir: Reply to your valued favor of the 5th instant has been 
 necessarily delayed on account of having been obliged to examine our 
 records for the period referred to by you. 
 
 I beg to respectfully state that the Central Railroad Company of 
 New Jersey is a little or no factor in the movement of import traffic 
 coming Tvithin your inquiry. 
 
 We have no close working arrangement with any specific steamship 
 lines, and so far as I have been able to determine we handled but a few 
 small shipments under so-called transcontinental tariffs applying from 
 European ports and the British Islands to the Pacific coast. 
 
 A few of these shipments were contracted for on part of steamship 
 people on basis of rates from port of shipment to destination, which 
 made the proportional inland rate from New York less than the regu¬ 
 lar domestic rate from New York to the same points. 
 
 The instances are, however, few, and the movement can not be con¬ 
 sidered an index to our policy. 
 
 In this connection I might add that we purpose, as far as our road 
 is concerned, to discourage the handling of any such business, and in 
 future expect to receive our domestic rate from the port of New York. 
 
 With the hope that this explanation will prove entirely satisfactory, 
 I am, 
 
 Yours, truly, T. B. Koons, 
 
 Freight Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , D. C. 
 
 Chesapeake and Ohio Railway Company, 
 
 Freight Traffic Department, 
 
 Richmond , Va.. January 35, 1906. 
 
 Dear Sir: Referring to your letter of October 2, 1905, addressed 
 to Mr. F. M. Whitaker, with respect to certain information regarding 
 import traffic, I very much regret the serious delay in furnishing you 
 information on this subject, but we found it much more of an under¬ 
 taking than we anticipated, and have onty just succeeded in securing 
 the information which I now have pleasure in transmitting. 
 
 I trust the information may be of service, and if not sufficiently 
 explanatory, 1 shall be very glad indeed to give any additional infor¬ 
 mation in regard thereto on receipt of advice. 
 
 Respectfully, yours, 
 
 Hon. Stephen B. Elkins, 
 
 E. D. Hotchkiss, 
 
 General Freight Agent. 
 
 United States Senate , Washington , 1). C. 
 
 \ 
 
590 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement of import freight forwarded from Newport News , VaJanuary 1 to October 81, 
 1905 , inclusive, comparing revenue on import and domestic rale basis. 
 
 NEWPORT NEWS, VA., TO 116 PER CENT POINTS. 
 
 Weight (in pounds). 
 
 115,874 
 126,755 
 448 
 401,748 
 70,943 
 39,363 
 224 
 11,030 
 2,203 
 257,956 
 17, 982 
 1,054 
 40.077 
 44,581 
 92,400 
 6,319 
 3,310 
 
 177.708 
 136,340 
 171,481 
 
 50, 501 
 1, 200, 827 
 227,467 
 334,050 
 996,220 
 221,377 
 521,613 
 88,621 
 
 225.709 
 108,888 
 171,528 
 
 34,247 
 18.986 
 20,460 
 1,456 
 74,972 
 15,891 
 7,175 
 46,764 
 82,982 
 128,568 
 592,336 
 59, 556 
 67,130 
 30,000 
 117,000 
 304,161 
 30,000 
 150 
 538,864 
 
 Imports. 
 
 Domestic*. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 $0. 79 
 
 $915. 40 
 
 $0.71 
 
 $822.70 
 
 .77 
 
 976. 01 
 
 .71 
 
 899.96 
 
 .67 
 
 3. 00 
 
 .71 
 
 3.18 
 
 .49 
 
 1,968.57 
 
 .71 
 
 2,853.41 
 
 .43 
 
 305.05 
 
 .71 
 
 503. 69 
 
 .26 
 
 102. 34 
 
 .71 
 
 279.48 
 
 Special. 
 
 3.64 
 
 .71 
 
 1.59 
 
 .67 
 
 73. 90 
 
 .61 
 
 67.28 
 
 . 66 
 
 14. 54 
 
 .61 
 
 13. 44 
 
 .38 
 
 980. 23 
 
 .61 
 
 1, o/3.53 
 
 .37 
 
 66.50 
 
 .61 
 
 109.69 
 
 .77 
 
 8.01 
 
 .51 
 
 5.38 
 
 . 55 
 
 220. 43 
 
 .51 
 
 204.39 
 
 .51 
 
 227. 36 
 
 .51 
 
 227. 36 
 
 .49 
 
 452.76 
 
 .51 
 
 471.24 
 
 .43 
 
 27.17 
 
 .51 
 
 32.53 
 
 .26 
 
 8.68 
 
 .51 
 
 17.03 
 
 .38 
 
 675.29 
 
 .35 
 
 621.98 
 
 .37 
 
 504.46 
 
 .35 
 
 477.19 
 
 .32 
 
 548. 74 
 
 .30 
 
 514.44 
 
 .30 
 
 151.50 
 
 .30 
 
 151.50 
 
 .29 
 
 3,482.40 
 
 .30 
 
 3,602.48 
 
 .26 
 
 591.41 
 
 .30 
 
 682. 40 
 
 .22 
 
 74.91 
 
 .30 
 
 102.15 
 
 .20 
 
 1.992.44 
 
 .30 
 
 2, 988. 66 
 
 .18 
 
 398.48 
 
 .30 
 
 664.13 
 
 .17 
 
 886. 74 
 
 .30 
 
 1,564.84 
 
 .16 
 
 141.79 
 
 .30 
 
 265.86 
 
 .26 
 
 586.84 
 
 .24 
 
 541.70 
 
 .25* 
 
 277. 66 
 
 .24 
 
 261.33 
 
 .16 
 
 274.44 
 
 .24 
 
 411.67 
 
 Special. 
 
 87.08 
 
 .24 
 
 82.19 
 
 .57 
 
 108.22 
 
 .52 
 
 98.73 
 
 .56 
 
 114.58 
 
 . 52 
 
 106. 39 
 
 .47 
 
 6.84 
 
 .52 
 
 7.57 
 
 .35 
 
 264.40 
 
 .52 
 
 389.85 
 
 .18 
 
 28. 60 
 
 .52 
 
 82. 63 
 
 .44 
 
 31. 57 
 
 .41 
 
 29.42 
 
 .43 
 
 67.03 
 
 .41 
 
 63. 91 
 
 .41 
 
 340.23 
 
 .41 
 
 340.23 
 
 .18 
 
 231.42 
 
 .41 
 
 527.13 
 
 .29 
 
 1,717.77 
 
 .29 
 
 1,717.77 
 
 .26 
 
 154.84 
 
 .29 
 
 172. 71 
 
 .26 
 
 174.54 
 
 .24 
 
 161.11 
 
 .20 
 
 60.00 
 
 .24 
 
 72.00 
 
 .17 
 
 198. 90 
 
 .24 
 
 280. SO 
 
 .12 
 
 364. 99 
 
 .23 
 
 699.57 
 
 .12 
 
 36. 00 
 
 .18 
 
 54.00 
 
 1.58 
 
 2.37 
 
 1.42 
 
 2.14 
 
 .26 
 
 1,401.05 
 
 .26 
 
 1,401.05 
 
 NEWPORT NEWS, VA., TO NORFOLK, VA. 
 
 35.293 ...... 
 
 $0.15 
 Special. 
 
 . 12 
 
 $52.94 
 
 2 55 
 
 $0.15 
 . 15 
 
 $52.95 
 2.82 
 
 188. 
 
 • 
 
 25.336 .. 
 
 
 30. 40 
 
 . 12 
 
 30.40 
 
 3^ 024 . 
 
 Special. 
 
 .09 
 
 6.89 
 .63 
 
 . 12 
 
 3.63 
 
 705 . 
 
 . 09 
 
 . 63 
 
 46,445 . 
 
 .08 
 
 37.16 
 
 .08 
 
 37.16 
 
 1,675 . 
 
 .03 
 
 Special. 
 
 .751 
 
 .07 
 
 5. 03 
 
 .08 
 
 13.40 
 
 23; 800 . 
 
 19.04 
 
 .08 
 
 19.04 
 
 3,341 . 
 
 2.50 
 
 .07 
 
 2.34 
 
 36, 809 . 
 
 25. 76 
 
 .07 
 
 25.76 
 
 50,000 . 
 
 Special. 
 
 .06 
 
 14. 92 
 
 .07 
 
 85.00 
 
 468,462 . 
 
 281.08 
 
 .06 
 
 281.08 
 
 137,000 . 
 
 .04 
 
 54. 80 
 
 . 06 
 
 82.20 
 
 2,235,542 . 
 
 .03 
 
 
 .06 
 
 1,341.33 
 6.79 
 
 11,312. 
 
 Special. 
 
 . 10 
 
 3.03 
 15.00 
 73. 97 
 
 06 
 
 60, 000 . 
 
 .10 
 1. 00 
 
 15.00 
 
 147;945 . 
 
 .05 
 
 73.97 
 
 558,140 . 
 
 .03 
 
 167.44 
 
 1.00 
 
 279. 07 
 
 1,665,936 . 
 
 Special. 
 
 439. 36 
 
 1.00 
 
 832,97 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 591 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO COUNCIL BLUFFS, IOWA. 
 
 , Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 966 . 
 
 $1.37 
 
 .50 
 
 $14.23 
 4.19 
 
 $1.31 
 1. 31 
 
 $12.65 
 10.99 
 
 839 . 
 
 11,092 . 
 
 .44 
 
 48. 80 
 
 1.31 
 
 145.31 
 
 5’ 149. 
 
 .26 
 
 13.39 
 
 .97 
 
 49.95 
 
 94’ 840 . 
 
 .26 
 
 246.58 
 
 .76 
 
 720. 78 
 
 
 1,245 
 1,128 
 
 1,366 
 
 1,678 
 
 NEWPORT NEWS, VA., TO CEDAR RAPIDS, IOWA. 
 
 
 $0.44 
 
 1 
 
 $5.48 ' $1.17 
 
 $14.57 
 
 
 .26 
 
 2.93 i .81 
 
 9.14 
 
 NEWPORT NEWS, VA., TO OTTUMWA, IOWA. 
 
 $0.44 
 
 $6.01 
 
 $1.20 
 
 $16.39 
 
 .26 
 
 i 
 
 4.36 
 
 .70 
 
 11. 75 
 
 NEWPORT NEWS. VA., TO BOONE, IOWA. 
 
 5,244 
 
 $0.26 
 
 $13.63 $0.75 
 
 $39.33 
 
 NEWPORT NEWS, VA., TO COLORADO SPRINGS, COLO. 
 
 40,200 
 
 ,12 
 
 $48.24 
 
 72 
 
 $289. 44 
 
 NEWPORT NEWS, VA., TO SALT LAKE CITY, UTAH. 
 
 920 
 
 $2.63 
 
 $24.19 ! $2.61 , $24.01 
 
 NEWPORT NEWS, VA., TO COLORADO CITY, COLO. 
 
 52,159 
 
 $422.49 
 
 NEWPORT NEWS, VA., TO SAN ANTONIO, TEX. 
 
 4,935 
 
 $1.31 
 
 $64.65 I $1.31 
 
 $64. 65 
 
 NEWPORT NEWS, VA., TO NEENAH, WIS., AND POINTS TAKING SAME RATES. 
 
 8,157,360. 
 
 $0.15 
 1.75 
 
 $12,236.04 
 117. 60 
 
 $0.33 
 .33 
 
 $26, 919.29 
 221. 76 
 
 67/200. 
 
 
 NEWPORT NEWS, VA., TO PORTSMOUTH, VA. 
 
 120. 
 
 $0.12 
 .0814 
 .06 
 
 $0.15 
 2.82 
 84.00 
 
 $0.12 
 
 .06 
 
 .06 
 
 $0.15 
 2.06 
 84.00 
 
 3,470. 
 
 14,000. 
 
 
 NEWPORT NEWS, VA., TO ELLEESON, VA. 
 
 845 . 
 
 $0.25 
 
 $2.11 
 
 $0.25 
 
 $2.11 
 
592 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31 r 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO PITTSTON, PA. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 677 . 
 
 SO. 35.} 
 
 $2.40 
 
 SO. 35} 
 
 S2.40 
 
 
 NEWPORT NEWS, VA., TO COVINGTON, VA. 
 
 4,232 . 
 
 SO. 35} 
 
 . 10 
 
 S15.02 
 
 SO. 35} 
 . 15 
 
 S15.02 
 519. 88 
 
 346,' 590 . 
 
 346.59 
 
 651'840 . 
 
 . 12 
 
 782.21 
 
 . 13} 
 
 863.69 
 
 3,124’000 . 
 
 .10 
 
 3,124.00 
 
 . 13} 
 
 4,139.30 
 
 
 
 
 NEWPORT NEWS, VA., TO WASHINGTON, D. C. 
 
 1,050 
 2, 016 
 
 . | SO. 24 
 
 S2.52 
 
 SO. 24 
 
 S2.52 
 
 .19 
 
 3.83 
 
 .19 
 
 3.88 
 
 NEWPORT NEWS, VA., TO CHARLESTON, W. \ T A. 
 
 6,332 . 
 
 SO. 54 
 .37 
 
 S34.19 
 2.83 
 
 SO. 54 
 .54 
 
 834.19' 
 3.06 
 
 '765 . 
 
 740 . 
 
 .22 
 
 1.63 
 
 . 54 
 
 4.00 
 
 1,895 . 
 
 .47 
 
 8.11 
 
 .47 
 
 8.11 
 
 900. 
 
 .40 
 
 3.60 
 
 .40 
 
 3.60 
 
 440 . 
 
 .28} 
 
 1.25 
 
 .28} 
 
 1.25 
 
 
 
 
 NEWPORT NEWS, VA., TO AUGUSTA, 
 
 KY. 
 
 
 
 473 . 
 
 SO. 22 
 
 SI. 04 
 
 80.54 
 
 82.55 
 
 
 
 a 
 
 NEWPORT NEWS, VA., TO CHARLOTTESVILLE, VA. 
 
 
 
 1,000 . 
 
 SO. 24 
 
 82.40 
 
 80. 24 
 
 82.40 
 
 NEWPORT NEWS, VA., TO BUENA VISTA, VA. 
 
 112,000 . 
 
 SO. 10 
 
 8112 
 
 $0.24} 
 
 8137.20 
 
 NEWPORT NEWS, VA., TO BUCHANAN, VA. 
 
 420 . 
 
 80.28} 
 
 81.20 
 
 SO. 28} 
 
 81.20 
 
 
 
 NEWPORT NEWS, VA., TO KNOXVILLE, 
 
 TENN. 
 
 
 
 7,261. 
 
 7,648 . 
 
 1,200 . 
 
 S0.84 
 
 .79 
 
 .50 
 
 S60. 99 
 60.42 
 6.00 
 
 SO. 84 
 .79 
 .50 
 
 860.99 
 60.42 
 6.00 
 
 NEWPORT NEWS, VA., 
 
 TO NASHVILLE, TENN. 
 
 24, 985 . 
 
 80.80 
 . 66 
 
 S203.88 
 54.40 
 
 SO. 80 
 
 8203.88 
 
 8’ 243 . 
 
 .66 
 
 .54.40 
 
 6’ 269 . 
 
 . 57 
 
 35.73 
 
 .57 
 
 35. 73 
 
 220 . 
 
 .46 
 
 1.01 
 
 .46 
 
 1.01 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 593 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO MEMPHIS, TENN. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue, 
 
 34,633 . 
 
 SO. 89 
 .73 
 .62 
 .25- 
 .225 
 
 $308.23 
 8.23 
 57.62 
 624. 96 
 78. 98 
 
 $0. 89 
 .73 
 .62 
 .25 
 . 225 
 
 $308.23 
 8.23 
 57.62 
 624.96 
 78. 98 
 
 l’ 127. 
 
 9'293 . 
 
 249' 984 . 
 
 35' 100. 
 
 
 NEWPORT NEWS, VA.. TO SAN DIEGO, CAL. 
 
 293 . . 
 
 $3.00 
 
 $8.79 
 
 $3.00 
 
 $8.79 
 
 
 NEWPORT NEWS, VA., TO SALT LAKE CITY, UTAH. 
 
 30,464 . 
 
 $1.35 
 
 2.90 
 
 $417. 36 
 13.80 
 
 $1. 40 
 2.89 
 
 $426.40 
 12. 33 
 
 476 . 
 
 
 NEWPORT NEWS, VA., TO DENVER, COLO. 
 
 448 
 63,053 
 
 NEWPORT NEWS, VA., TO KANSAS CITY, MO., 
 
 $2.33 
 
 $10.44 
 
 $2. 33 
 
 $10. 48 
 
 1.40 
 
 882. 74 
 
 2.33 
 
 1,469.13 
 
 AND POINTS TAKING SAME RATE. 
 
 310. 
 
 $1.42 
 
 $4.40 
 
 $1.31 
 
 $4. 06 
 
 26,172 . 
 
 1.40 
 
 361.81 
 
 1.31 
 
 342.85 
 
 10,078 . 
 
 1.37 
 
 138.07 
 
 1.31 
 
 132.02 
 
 2,773 .,. 
 
 1.11 
 
 30.78 
 
 1.31 
 
 36.33 
 
 435 ... 
 
 .91 
 
 3. 96 
 
 1.31 
 
 5.70 
 
 195. 
 
 .77 
 
 1.50 
 
 1.31 
 
 2.53 
 
 124. 
 
 . 66 
 
 .82 
 
 1.31 
 
 1.62 
 
 40,736 . 
 
 .44 
 
 179. 24 
 
 1.31 
 
 533.64 
 
 1,108 . 
 
 .44 
 
 4.88 
 
 1.06 
 
 1.74 
 
 23,920 . 
 
 .49 
 
 107.21 
 
 1.06 
 
 253.55 
 
 421. 
 
 .68 
 
 2. 86 
 
 .97 
 
 4.08 
 
 285 . 
 
 .26 
 
 .72 
 
 .97 
 
 2. 76 
 
 9,229 ... 
 
 .18 
 
 16.61 
 
 .97 
 
 89.52 
 
 543 . 
 
 . 55 
 
 3.00 
 
 .96 
 
 5. 25 
 
 1.440 . 
 
 .40 
 
 5.76 
 
 .86 
 
 12.38 
 
 7,840 . 
 
 .35 
 
 27.42 
 
 .86 
 
 67.42 
 
 31,843 . 
 
 .32 
 
 101.90 
 
 .78 
 
 248.38 
 
 118,738 . 
 
 .24 
 
 284.97 
 
 .78 
 
 926.16 
 
 915. 
 
 . 92 
 
 8.42 
 
 .76 
 
 6. 95 
 
 1,993 . 
 
 .80 
 
 15.94 
 
 . 76 
 
 15.15 
 
 .4,393 . 
 
 .68 
 
 29. 87 
 
 . 76 
 
 33.39 
 
 8,692 . 
 
 .60 
 
 52.15 
 
 . 76 
 
 66.06 
 
 1,291. 
 
 .57 
 
 7.36 
 
 . 76 
 
 9. 81 
 
 9,023 . 
 
 .53 
 
 47.82 
 
 . 76 
 
 68. 57 
 
 1,008 . 
 
 .47 
 
 4. 74 
 
 .76 
 
 7. 66 
 
 269.164 . 
 
 .26 
 
 700. 73 
 
 . 76 
 
 2.046.61 
 
 37,010. 
 
 .18 
 
 76. 62 
 
 . 76 
 
 276.28 
 
 29,483 . 
 
 . 16 
 
 47.17 
 
 . 76 
 
 104.14 
 
 69, 721 . 
 
 .15 
 
 104.58 
 
 .74 
 
 529.88 
 
 19,570 . 
 
 .24 
 
 49.97 
 
 .70 
 
 136.99 
 
 71,520 . 
 
 .35 
 
 250.32 
 
 .62 
 
 443.42 
 
 31,360 .. 
 
 .34 
 
 106.62 
 
 .62 
 
 194.43 
 
 290,080 . 
 
 .32 
 
 928.26 
 
 . 62 
 
 1.798.50 
 
 473,871 . 
 
 .24 
 
 1,137.29 
 
 .62 
 
 2,938. 00 
 
 10, 818. 
 
 .18 
 
 19.47 
 
 . 62 
 
 67.07 
 
 429,067 . 
 
 .29 
 
 1,244.29 
 
 .57 
 
 2, 445. 68 
 
 28,800 . 
 
 .40 
 
 115.20 
 
 .52 
 
 149.76 
 
 31,220 . 
 
 .34 
 
 106.14 
 
 .52 
 
 162. 34 
 
 34,196 . 
 
 .32 
 
 119.43 
 
 .52 
 
 187. 82 
 
 266,051 . 
 
 .29 
 
 770. 55 
 
 .52 
 
 1,373.44 
 
 103,609 . 
 
 .26 
 
 269.38 
 
 .52 
 
 538. 77 
 
 361,480 . 
 
 .24 
 
 867. 55 
 
 .52 
 
 1,879. 70 
 
 83,252 . 
 
 . 18 
 
 118.85 
 
 . 52 
 
 422.91 
 
 30,065 . 
 
 .32 
 
 96.21 
 
 .41 
 
 123.27 
 
 S. Doc. 244, 59-1-38 
 
594 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement of import freight forwarded from Newport News, Ya., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO KANSAS CITY, MO., AND POINTS TAKING SAME RATE—Cont’d. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 39,200 . 
 
 $0.31 
 
 .29 
 
 $121.52 
 93.21 
 
 $0.41 
 
 .41 
 
 $160.72 
 136.45 
 
 38^ 281. 
 
 120^ 683 . 
 
 . 18 
 
 217.23 
 
 .41 
 
 494.80 
 
 44!766 _ 
 
 .32 
 
 143.25 
 
 .40 
 
 179.06 
 
 1341400 . 
 
 - 
 
 .31 
 
 416. 64 
 
 .40 
 
 537.60 
 
 341,738 . 
 
 .29 
 
 991.04 
 
 .40 
 
 1,366.95 
 4,832.42 
 
 1,208', 100. 
 
 .18 
 
 2,174. 59 
 
 .40 
 
 
 NEWPORT NEWS, VA., TO WICHITA, KANS. 
 
 44,017 
 44,800 
 
 $0.45 
 
 $198.08 
 
 $0.60 
 
 $264.10 
 
 .47 
 
 210.56 
 
 . 
 
 .60 
 
 268.80 
 
 NEWPORT NEWS, VA., TO SAN FRANCISCO, CAL. 
 
 124. 
 
 $4.05 
 
 3. 00 
 
 $5.02 
 
 $3.00 
 
 3.00 
 
 $3.72 
 13. 20 
 
 440. 
 
 13.20 
 
 306 . 
 
 2.50 
 
 7. 65 
 
 3.00 
 
 9.18 
 
 82,770 . 
 
 1. 80 
 
 1,489.86 
 14.96 
 
 3.00 
 
 2,483.10 
 26.40 
 
 880 . 
 
 1. 70 
 
 3.00 
 
 536. 
 
 1.56 
 
 8. 36 
 
 3.00 
 
 16.08 
 
 805 . 
 
 1.48 
 
 11.11 
 
 3.00 
 
 24.15 
 
 293. 
 
 1.27 
 
 3. 72 
 
 3.00 
 
 8.79 
 
 846 . 
 
 1.43 
 
 12.10 
 
 2. 60 
 
 22.00 
 
 420 . 
 
 2. 20 
 
 9. 24 
 
 2. 20 
 
 9.24 
 
 1,723 . 
 
 1.33 
 
 22.92 
 
 1.75 
 
 30.15 
 
 2 , 465 . 
 
 1.25 
 
 43.31 
 
 1.90 
 
 65.84 
 
 5,512. 
 
 1.23 
 
 67.80 
 
 1.50 
 
 82.68 
 
 5,156. 
 
 1.22 
 
 62.90 
 
 2.00 
 
 103.12 
 
 44,884 . 
 
 1.1663 
 
 523. 50 
 
 2.00 
 
 897. 68 
 
 980 . 
 
 .94 
 
 9.21 
 
 2.00 
 
 19.60 
 
 164,882 .•. 
 
 .855 
 
 1,410.02 
 7.49 
 
 1.00 
 
 1,648. 82 
 11.19 
 
 961. 
 
 .87 
 
 1.30 
 
 361. 
 
 .85 
 
 3.07 
 
 1.60 
 
 5.78 
 
 28,224 . 
 
 .70 
 
 297.57 
 
 .90 
 
 254.02 
 
 71^229. 
 
 .6575 
 
 468.33 
 
 1.40 
 
 997.21 
 
 
 NEWPORT NEWS, VA., TO OAKLAND, CAL. 
 
 345 . 
 
 $0.80 
 
 $2. 76 
 
 $2.00 $6.90 
 
 
 
 
 NEWPORT NEWS, VA., TO LOS ANGELES, CAL. 
 
 10,209 . 
 
 $2.9796 
 
 $303.99 
 
 $3.00 
 
 $306.27 
 
 386. 
 
 2. 966 
 
 11.45 
 
 3.00 
 
 11.58 
 
 13,250 . 
 
 1.73 
 
 229.23 
 
 3. 00 
 
 397.50 
 
 514. 
 
 1.55 
 
 7.97 
 
 2.00 
 
 10.28 
 
 476 . 
 
 1.39 
 
 6.62 
 
 3.00 
 
 14. 28 
 
 670 .:. 
 
 1.33 
 
 8.91 
 
 1.75 
 
 11.73 
 
 3,220 . 
 
 .942 
 
 30.49 
 
 1.25 
 
 40.25 
 
 14;168 . 
 
 .898 
 
 127. 23 
 
 1.25 
 
 177.10 
 
 1,540 .. 
 
 .87 
 
 13.40 
 
 1.30 
 
 20.02 
 
 500 . 
 
 .80 
 
 4.00 
 
 2.00 
 
 10.00 
 
 860 . 
 
 .75 
 
 6.46 
 
 1.30 
 
 11.18 
 
 142,452 . 
 
 . 6575 
 
 936.63 
 
 1.40 
 
 1,994.33 
 
 237 . 
 
 2.20 
 
 5.21 
 
 2.20 
 
 5.21 
 
 630 . 
 
 1.22 
 
 7.69 
 
 2.00 
 
 12.60 
 
 NEWPORT NEWS, VA., TO STOCKTON, CAL. 
 
 420. 
 
 $0.94 1 $3.95 
 
 $2.00 
 
 $8.40 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 595 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO FRESNO, CAL. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 308 . 
 
 #0. 75 
 .94 
 
 $2.31 
 7.36 
 
 $2.00 
 2.00 
 
 $6.16 
 15.66 
 
 783 . 
 
 
 NEWPORT NEWS, VA., TO LYNCHBURG, VA. 
 
 59,369 . 
 
 $0.52 
 Special. 
 .44 
 .24 
 
 Special. 
 
 .19 
 
 1.65 
 
 $307. 82 
 2.55 
 339.59 
 72.45 
 11.92 
 9.27 
 473.41 
 
 $0.52 
 
 .52 
 
 .44 
 
 .24 
 
 .24 
 
 .19 
 
 1.65 
 
 $307. 82 
 1.75 
 339. 59 
 72.45 
 14.28 
 9.27 
 473.41 
 
 336 . 
 
 77,180 . 
 
 30,186 . 
 
 5, 950 . 
 
 4^ 880 ... 
 
 573' 826 . 
 
 
 NEWPORT NEWS, VA., TO HANFORD, CAL. 
 
 658 .:. 
 
 $1.53 
 
 $10. 06 
 
 $3.00 
 
 $19. 74 
 
 NEWPORT NEWS, VA., TO 60 PER CENT POINTS. 
 
 21,984. 
 
 $0.545 
 
 $119. 81 
 
 $0. 545 
 
 $119. 81 
 
 7,312. 
 
 .39 
 
 28. 63 
 
 .545 
 
 40.00 
 
 51 785 . 
 
 .37 
 
 191.60 
 
 . 545 
 
 282.23 
 
 33,187 . 
 
 . 22 
 
 73.01 
 
 .545 
 
 180. 87 
 
 233 . 
 
 .47 
 
 1.11 
 
 .47 
 
 1.11 
 
 68,146 . 
 
 .31 
 
 211. 25 
 
 .47 
 
 320. 29 
 
 16,888 . 
 
 .27 
 
 45. 60 
 
 .355 
 
 59. 95 
 
 24,000 . 
 
 .27 
 
 64. 80 
 
 .24 
 
 57. 60 
 
 310,121. 
 
 .19 
 
 589. 23 
 
 .24 
 
 744.29 
 
 947,599 . 
 
 .18 
 
 1,705. 68 
 
 .24 
 
 2,274. 24 
 
 29, 586 . 
 
 .17 
 
 50. 30 
 
 .24 
 
 71.01 
 
 26,230 . 
 
 .24 
 
 62.95 
 
 .20 
 
 52.46 
 
 263,736 . 
 
 .20 
 
 527.47 
 
 .20 
 
 527.47 
 
 484,656 . 
 
 .15 
 
 726. 98 
 
 .20 
 
 969. 31 
 
 43,340 . 
 
 .14 
 
 60.68 
 
 .20 
 
 86.68 
 
 34,057 . 
 
 .14 
 
 47.68 
 
 .16 
 
 54.49 
 
 77, 771 . 
 
 .12 
 
 92. 23 
 
 .16 
 
 124.43 
 
 43,680 . 
 
 .11 
 
 48.05 
 
 .16 
 
 81.89 
 
 2,286,012 . 
 
 .10 
 
 2,286.01 
 
 .16 
 
 3. 657.62 
 
 1,778,600 . 
 
 1.56 
 
 1,238.67 
 
 .16 
 
 2,845.76 
 
 435 . 
 
 .40 
 
 1.74 
 
 .40 
 
 1.74 
 
 2,008 . 
 
 .27 
 
 3.01 
 
 .40 
 
 8.03 
 
 15,100. 
 
 .15 
 
 40. 77 
 
 .40 
 
 60. 40 
 
 356 . . 
 
 .285 
 
 1.01 
 
 .285 
 
 1.01 
 
 11, 565 . 
 
 .22 
 
 25.44 
 
 .286 
 
 31.96 
 
 28,677 . 
 
 .15 
 
 43. 02 
 
 .285 
 
 81.83 
 
 712. 
 
 .11 
 
 .78 
 
 . 285 
 
 2.03 
 
 378 . 
 
 1.09 
 
 4.12 
 
 1.09 
 
 4.12 
 
 NEWPORT NEWS, VA., TO SHOENAKER, PA., AND POINTS TAKING SAME RATE. 
 
 1,544 . 
 
 $0.47 
 
 $7.26 
 
 $0.47 
 
 $7.26 
 
 
 
 
 
 NEWPORT NEWS, VA., TO WILKES-BARRE, PA. 
 
 624 . 
 
 $0.38 
 
 $2.37 
 
 $0.38 
 
 
 
 
 
 NEWPORT NEWS, VA., TO NEWPORT, R. I. 
 
 8,420 . 
 
 $1.08 
 
 $90.86 
 
 $1.08 
 
 
 
 
 i 
 
596 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement of import freight forwarded from Newport News , Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO NIAGARA FALLS, N. Y. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 2,855 . 
 
 $0.50 
 
 $14.27 
 
 $0.50 
 
 $14.27 
 
 
 NEWPORT NEWS, VA., TO WILMINGTON, DEL. 
 
 t 
 
 430 ... 
 
 $0.52 
 
 $2.24 
 
 $0.52 
 
 $2.24 
 
 NEWPORT NEWS, VA., TO 87 PER CENT POINTS. 
 
 10, 029 
 19,994 
 720 
 9,408 
 128,645 
 3,800 
 9,100 
 26,088 
 27,328 
 112 
 2,278 
 280 
 672 
 56,553 
 10,724 
 3,276 
 545 
 4,592 
 1,482,260 
 137,470 
 1,277,150 
 101,220 
 3,492,538 
 120,582 
 48,377 
 246 
 13,314 
 649 
 69, 414 
 8,161 
 782 
 
 10,660 
 343 
 140,846 
 253,375 
 44,051 
 16,239, 668 
 334,982 
 496,963 
 4,133 
 107,100 
 30,979 
 1,169,113 
 31,100 
 149,460 
 1,329,945 
 112,500 
 89,600 
 1,405,535 
 116,111 
 40, 000 
 129,761 
 172,245 
 
 $0.67 
 
 $67.19 
 
 . 57 
 
 115.96 
 
 .54 
 
 3.89 
 
 .48 
 
 5.64 
 
 .43 
 
 540.23 
 
 .405 
 
 15.39 
 
 .33 
 
 30.03 
 
 .22 
 
 57.39 
 
 Special. 
 
 83. 60 
 
 Special. 
 
 2.55 
 
 .49 
 
 60.16 
 
 .48 
 
 1.34 
 
 .47 
 
 3.16 
 
 .41 
 
 231.87 
 
 .24 
 
 25. 74 
 
 .22 
 
 7.21 
 
 .47 
 
 3.11 
 
 .33 
 
 15.15 
 
 .32 
 
 4, 743. 23 
 
 .30 
 
 412.41 
 
 .27 
 
 3, 448.31 
 
 .22 
 
 222.68 
 
 .17 
 
 5, 937. 31 
 
 .14 
 
 168. 91 
 
 Special. 
 
 129.50 
 
 1.14 
 
 2.80 
 
 .48 
 
 63. 92 
 
 .47 
 
 3.05 
 
 .30 
 
 208.24 
 
 .15 
 
 12.24 
 
 .37 
 
 2.89 
 
 .33 
 
 35.18 
 
 .22 
 
 .75 
 
 .15 
 
 211.27 
 
 .23 
 
 582.76 
 
 .19 
 
 83. 70 
 
 .17 
 
 27, 607. 44 
 
 .15 
 
 502.47 
 
 .14 
 
 695. 75 
 
 .13 
 
 5. 37 
 
 .10 
 
 107.10 
 
 .17 
 
 52. 66 
 
 .19 
 
 2,221.31 
 
 .14 
 
 43.54 
 
 .12 
 
 179.35 
 
 .10 
 
 1,329.95 
 
 .13 
 
 146.25 
 
 .12 
 
 107.52 
 
 .10 
 
 1,405. 54 
 
 .14 
 
 162. 56 
 
 .29 
 
 116.00 
 
 .10 
 
 129.76 
 
 .10 
 
 172.24 
 
 80.54 
 . 54 
 . 54 
 .54 
 . 54 
 . 54 
 • . 54 
 . 54 
 . 54 
 . 54 
 .47 
 .38 
 .38 
 .38 
 .38 
 .38 
 . 25 
 .25 
 .25 
 .25 
 . 25 
 .25 
 .25 
 .25 
 .25 
 1.08 
 .40 
 .40 
 .40 
 .40 
 .30 
 .30 
 .30 
 .30 
 .22 
 .22 
 . 22 
 " 22 
 ! 22 
 .22 
 .22 
 .20 
 .18 
 .18 
 .18 
 .18 
 .16 
 .16 
 .16 
 .16 
 .14 
 .14 
 .12 
 
 854.16 
 107.07 
 3. 89 
 
 6.35 
 694.58 
 
 20.52 
 49.14 
 140.87 
 147.57 
 6.05 
 57.71 
 1.06 
 2.55 
 214.90 
 40.75 
 12.45 
 
 1.36 
 11.48 
 
 3,940. 87 
 358.23 
 3,192.87 
 353.05 
 8,731.35 
 301.46 
 120. 94 
 2. 66 
 53.26 
 2.60 
 
 277.66 
 32.64 
 
 2. 35 
 
 31.98 
 1.03 
 
 422.54 
 557.43 
 96. 91 
 35,727.27 
 736.96 
 1,093.32 
 9.09 
 23.562 
 61.96 
 2,104.40 
 
 55.98 
 269.03 
 
 2.393. 90 
 180.00 
 
 143.36 
 2, U47. 75 
 185.78 
 56.00 
 
 181.67 
 223.92 
 
 NEWPORT NEWS, VA., TO 83 PER CENT POINTS. 
 
 54,505 
 50,540 
 1,698,249 
 
 $0.22 
 
 $119.91 
 
 $0. 
 
 18 
 
 $98.11 
 
 .15 
 
 75.81 
 
 
 22 
 
 111.19 
 
 .14 
 
 2,377.55 
 
 • 
 
 •>2 
 
 3,736.15 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 597 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO 84 PER CENT POINTS. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 1, 232 . 
 
 $0.47 
 .39 
 
 $9.49 
 45.68 
 
 $0.47 
 
 .38 
 
 $9.49 
 44. 51 
 
 11, 712. 
 
 65,313.. 
 
 . 17 
 
 111. 03 
 
 .22 
 
 143.69 
 
 182,000 . 
 
 .14 
 
 254.80 
 
 . 18 
 
 327. 60 
 
 l’ 398 . 
 
 .22 
 
 3.08 
 
 . 54 
 
 7.55-7.55 
 
 
 NEWPORT NEWS, VA., TO 78 PER CENT POINTS. 
 
 2,079 . 
 
 $0.51 
 
 .42 
 
 $10.60 
 99.31 
 
 $0.54 
 
 .54 
 
 $11.23 
 
 23^ 645. 
 
 127.68 
 
 4, 939 . 
 
 .22 
 
 10.87 
 
 .54 
 
 26.67 
 
 2, 352 . 
 
 .365 
 
 9.46 
 
 .40 
 
 10.41 
 
 260 . 
 
 .36 
 
 .94 
 
 .40 
 
 1.04 
 
 3,775 .. 
 
 . 39 
 
 18.62 
 
 .36 
 
 17.19 
 
 11 j 020 ... 
 
 .36 
 
 39.67 
 
 .36 
 
 39.67 
 
 2' 408 . 
 
 .15 
 
 3.61 
 
 .30 
 
 7.22 
 
 b, 016. 
 
 .15 
 
 7.52 
 
 .29 
 
 14.55 
 
 b, 480 . 
 
 .24 
 
 10.75 
 
 .24 
 
 10. 75 
 
 52j 728 . 
 
 .14 
 
 73.82 
 
 .24 
 
 126. 55 
 
 l' 120. 
 
 .24 
 
 2.69 
 
 .14 
 
 1.57 
 
 49,886. 
 
 .14 
 
 69.84 
 
 .14 
 
 69.84 
 
 562,500., 
 
 75,040 . 
 
 .10 
 
 .10 
 
 731.25 
 75.04 
 
 .14 
 
 .14 
 
 787.50 
 105.06 
 
 275,840. 
 
 .10 
 
 275.84 
 
 .13 
 
 358.59 
 
 
 NEWPORT NEWS, VA., TO 81 PER CENT POINTS. 
 
 71,137 
 55,360 
 
 $0.15 
 
 $106.66 
 
 $0.25 
 
 $177.84 
 
 .14 
 
 77.50 
 
 .25 
 
 138. 40 
 
 NEWPORT NEWS, VA., TO 82 PER CENT POINTS. 
 
 1,257 . 
 
 $0.54 
 
 $6.29 
 
 $0.54 
 
 $6.29 
 
 
 NEWPORT NEWS, VA., TO HUNTINGTON 
 
 W. VA. 
 
 
 
 3,799 . 
 
 $0.54 
 
 .47 
 
 $20. 51 
 18. 66 
 
 $0.54 
 
 .47 
 
 $20. 51 
 18. 66 
 
 3^ 971. 
 
 982 . 
 
 .40 
 
 3.93 
 
 .40 
 
 3. 93 
 
 451. 
 
 .15 
 
 .68 
 
 .40 
 
 1.80 
 
 470 . 
 
 .38 
 
 1.79 
 
 . .30 
 
 1.41 
 
 50, 000 . 
 
 .10 
 
 50.00 
 
 ' .18 
 
 90.00 
 
 
 NEWPORT NEWS, VA., TO 71 PER CENT POINTS. 
 
 10,330 . . 
 
 $0.45 
 
 .39 
 
 $46.49 
 5.49 
 
 $0.54 
 
 .54 
 
 $55. 78 
 
 1,408 . 
 
 7.60 
 
 5,491 . 
 
 .22 
 
 12.08 
 
 .54 
 
 29.65 
 
 11,880. 
 
 .38 
 
 45.14 
 
 .47 
 
 55.84 
 
 9,791 . 
 
 .33 
 
 32.31 
 
 .40 
 
 39.16 
 
 5,419 . 
 
 .30 
 
 16.26 
 
 .40 
 
 21.68 
 
 11,151. 
 
 .28 
 
 31.12 
 
 .40 
 
 44.60 
 
 91,354. 
 
 .15 
 
 137.03 
 
 ! 38 
 
 347.14 
 
 4,407 . 
 
 .33 
 
 14.54 
 
 .355 
 
 15.64 
 
 1,626 . 
 
 .15 
 
 2.44 
 
 .285 
 
 4.63 
 
 37.184 ____ 
 
 . 18 
 
 66.93 
 
 .20 
 
 74.37 
 
 230’ 920 . 
 
 
 .17 
 
 398. 55 
 
 .20 
 
 461.84 
 
 638; 323. 
 
 .15 
 
 957.48 
 
 .20 
 
 1,276.65 
 9,822.14 
 179.13 
 
 4,911,070 . 
 
 .14 
 
 6,875.50 
 107.48 
 
 .20 
 
 89;563 .. 
 
 .12 
 
 .20 
 
 215,759 . 
 
 . 10 
 
 215.76 
 
 .20 
 
 431.51 
 
 255; 208 . 
 
 . 14 
 
 357.15 
 
 .16 
 
 408.17 
 
 638', 400 . 
 
 .10 
 
 638.40 
 
 .16 
 
 1,027.44 
 
 98.56 
 
 61;603 . 
 
 .087 
 
 53.90 
 
 .16 
 
 30; 240 . 
 
 .11 
 
 33.26 
 
 .13 
 
 39.31 
 
 66,138 . 
 
 .10 
 
 66.14 
 
 .13 
 
 85.98 
 
 
598 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO 74 PER CENT POINTS. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 40,&72 . 
 
 o 
 
 h- 1 
 
 O CO 
 
 $77.09 
 41.50 
 
 $0.20 
 
 .16 
 
 $811.14 
 66.48 
 
 41 i 500 . 
 
 
 41,495 
 
 363 
 
 NEWPORT NEWS, VA., TO 76 PER CENT POINTS. 
 
 $0.17 
 
 $70.68 
 
 $0.20 
 
 .22 
 
 .80 
 
 .54 
 
 $82.99 
 1.96 
 
 NEWPORT NEWS, VA., TO 66 PER CENT POINTS. 
 
 4.414.... 
 
 $0. 39 
 . 37 
 .35 
 
 $17.21 
 141. 49 
 6.93 
 
 $0.59 
 .59 
 .42 
 
 38,243 . 
 
 1.980.... 
 
 . 
 
 17,656 . 
 
 .25 
 
 44.14 
 
 .41 
 
 108,507 . 
 
 .19 
 
 206.16 
 
 .28 
 
 42;041 . 
 
 .19 
 
 79.88 
 
 .24 
 
 37,639 . 
 
 .17 
 
 63.99 
 
 .24 
 
 96.178 ..... 
 
 .36 
 
 137.88 
 
 .24 
 
 41* 474 ____ 
 
 
 .15 
 
 62. 21 
 
 .24 
 
 30; 240 . 
 
 .13 
 
 39. 31 
 
 .19 
 
 36li369 . 
 
 . 11 
 
 392.80 
 
 .19 
 
 44;800 . 
 
 .10 
 
 44.80 
 
 .19 
 
 
 $26.04 
 
 225.63 
 8.32 
 
 72.39 
 303.82 
 100.90 
 90.33 
 
 163.63 
 99.54 
 57.46 
 
 687.11 
 85.12 
 
 NEWPORT NEWS, VA., TO 67 PER CENT POINTS. 
 
 7,524 . 
 
 $0.37 
 .31 
 
 $27.84 
 24. 56 
 
 $0.545 
 .47 
 
 $41.01 
 
 37.24 
 
 7 ; 924 . 
 
 320 . 
 
 .27 
 
 .86 
 
 .40 
 
 1.28 
 
 1 , 600 . 
 
 .27 
 
 4.32 
 
 .355 
 
 5.68 
 
 '400 . 
 
 .15 
 
 .60 
 
 .285 
 
 1.14 
 
 392,000 . 
 
 .10 
 
 392.00 
 
 .13 
 
 509.60 
 
 
 NEWPORT NEWS, VA., TO 95 PER CENT POINTS. 
 
 1,260 . 
 
 $0.15 
 
 $1.88 
 
 $0.33 
 
 $4.16 
 
 
 
 
 
 
 NEWPORT NEWS, VA., TO 96 PER CENT POINTS. 
 
 1,692 . 
 
 $0. 64 
 .22 
 
 $2. 71 
 
 $0.56 
 .56 
 
 $2.37 
 
 365 .. 
 
 .80 
 
 2.04 
 
 835 . 
 
 .45 
 
 3.76 
 
 .41 
 
 3.42 
 
 812. 
 
 .22 
 
 1.79 
 
 .33 
 
 2.68 
 
 22,928 . 
 
 . 15 
 
 57.32 
 
 .33 
 
 75. 66 
 
 43,150 . 
 
 .31 
 
 133. 77 
 
 .28 
 
 120. 82 
 
 20; 674 . 
 
 .29 
 
 59.95 
 
 .28 
 
 57.88 
 
 454;675 . 
 
 .14 
 
 636. 55 
 
 .28 
 
 1,273.09 
 100.18 
 
 41 i 741. 
 
 .15 
 
 62.61 
 
 .24 
 
 1,076,370 . 
 
 . 14 
 
 1,506. 92 
 958.03 
 
 .24 
 
 2,583. 29 
 1,300.18 
 566.03 
 
 '684;307 . 
 
 .14 
 
 .19 
 
 297;910 . 
 
 .10 
 
 297.91 
 
 .19 
 
 80,000 .. . * . 
 
 .12 
 
 96.00 
 
 . 18 
 
 144.00 
 
 199 ; 000 . 
 
 . 10 
 
 199. 00 
 
 . 18 
 
 358.20 
 
 485; 308. 
 
 .12 
 
 582. 37 
 
 .16 
 
 776. 49 
 
 4,610; 580 . 
 
 .10 
 
 4,610. 58 
 
 .16 
 
 7,376.93 
 
 
 NEWPORT NEWS, VA., TO 97 PER CENT POINTS. 
 
 887 . 
 
 $0.22 
 
 $1.95 
 
 $0.57 
 
 $5.06 
 
 2,650 . 
 
 .46 
 
 12.59 
 
 .42 
 
 11.12 
 
 40 ; 000 . 
 
 .12 
 
 48.00 
 
 .16 
 
 64.00 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 599 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO 90 PER CENT POINTS. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 540. 
 
 OWOi 
 
 O <M 
 
 © 
 
 $3.24 
 2.96 
 85.61 
 
 $0.54 
 
 .32 
 
 .27 
 
 $2.92 
 4.30 
 79.80 
 
 1,344 . 
 
 29' 520 . 
 
 
 NEWPORT NEWS, VA., TO 92 PER CENT POINTS. 
 
 1,441. . 
 
 $0.15 
 . 14 
 
 $2.16 
 44.61 
 
 $0.32 
 .23 
 
 $4.61 
 73.29 
 
 31,866 . 
 
 44,800 . 
 
 .10 
 
 44.80 
 
 . 18 
 
 80. 64 
 
 112' 500 . 
 
 . 13 
 
 146.25 
 
 . 17 
 
 191. 25 
 
 33'600 . 
 
 .12 
 
 40. 32 
 
 .15 
 
 49.40 
 
 347^ 200 . 
 
 .10 
 
 347. 20 
 
 .15 
 
 520.80 
 
 
 NEWPORT NEWS, VA., TO 93 PER CENT POINTS. 
 
 1,872 . 
 
 $1.24 
 
 .69 
 
 $23.31 
 1.79 
 
 $1.08 
 
 .54 
 
 $20.22 
 1.56 
 
 289 . 
 
 13,316. 
 
 .62 
 
 82.56 
 
 . 54 
 
 85.22 
 
 13; 428 . 
 
 .42 
 
 56.40 
 
 .54 
 
 72.51 
 
 l'050 . 
 
 .32 
 
 3.36 
 
 .54 
 
 5. 67 
 
 37;788 . 
 
 .22 
 
 83.13 
 
 . 54 
 
 204. 06 
 
 3! 362 . 
 
 .44 
 
 14. 79 
 
 .40 
 
 13.45 
 
 126,190 . 
 
 .15 
 
 189.29 
 
 .40 
 
 504.76 
 
 15'210 . 
 
 .35 
 
 53.24 
 
 .32 
 
 48. 67 
 
 25,243 . 
 
 .15 
 
 37.86 
 
 .32 
 
 80. 78 
 
 '920 . 
 
 .30 
 
 2. 76 
 
 .27 
 
 2. 48 
 
 32,452 . 
 
 .25 
 
 81.13 
 
 .23 
 
 74. 64 
 
 41'336 . 
 
 .23 
 
 95.07 
 
 .23 
 
 95. 07 
 
 139,972 .. 
 
 . 17 
 
 237.95 
 
 .23 
 
 321. 94 
 
 470i476 . 
 
 .15 
 
 705.71 
 
 .23 
 
 1,082.09 
 741.03 
 
 322,189 ... 
 
 . 14 
 
 451.06 
 
 .23 
 
 133^ 892 . 
 
 . 10 
 
 133.89 
 
 .17 
 
 237. 62 
 
 6,417^ 600 . 
 
 .12 
 
 7,701.12 
 
 .16 
 
 10,278.16 
 
 
 NEWPORT NEWS, VA., TO DANVILLE, KY. 
 
 336 
 
 $0. 69 
 
 $2. 32 
 
 $0.69 
 
 $2.32 
 
 NEWPORT NEWS, VA., TO NASHVILLE, TENN. 
 
 49,187 . 
 
 $0.28 
 
 $137. 72 
 
 $0. 28 
 
 $137.72 
 
 NEWPORT NEWS, VA., TO SELMA, ALA. 
 
 920 . 
 
 $0.52 
 
 $4.78 
 
 $0.52 
 
 H- 
 
 OO 
 
 NEWPORT NEWS, VA., TO CHATTANOOGA, TENN. 
 
 1,680 . 
 
 $0.52 ’ 
 
 OO 
 
 $0.52 
 
 $8.74 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 600 
 
 Statement of import freight for mar (led from Newport News, Va., January 1 to October SI, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO 100 PER CENT POINTS. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 78,556 . 
 
 $0. 67 
 
 $524.92 
 352.63 
 
 $0.59 
 
 $463.48 
 352.63 
 
 59, 767 ...... . ... 
 
 .59 
 
 .59 
 
 1 ! 008 .. 
 
 .48 
 
 4.84 
 
 .59 
 
 5. 95 
 
 207.304 _ 
 
 0 
 
 .42 
 
 850.68 
 
 .59 
 
 1,015.79 
 272.44 
 
 (59* 857 . 
 
 .37 
 
 258.47 
 
 .59 
 
 15,334 . 
 
 .25 
 
 38. 34 
 
 .59 
 
 90.47 
 
 41,292 . 
 
 .22 
 
 90.84 
 
 .59 
 
 243.62 
 
 26' 087 . 
 
 .57 
 
 148.69 
 
 .51 
 
 133.04 
 
 . 8A76 . 
 
 .51 
 
 41.70 
 
 .51 
 
 41.70 
 
 4 ,480 . 
 
 .32 
 
 14.34 
 
 .51 
 
 22. 85 
 
 896 . 
 
 . 57 
 
 5.11 
 
 .43 
 
 3.86 
 
 16.763 . 
 
 .48 
 
 80. 36 
 
 .43 
 
 72.08 
 
 19,979 . 
 
 .47 
 
 93.90 
 
 .43 
 
 75.91 
 
 22' 486 ___ 
 
 .40 
 
 89.94 
 
 .43 
 
 96.69 
 
 1.244 . 
 
 
 .38 
 
 4.73 
 
 .43 
 
 5.35 
 
 907 . 
 
 .32 
 
 2.90 
 
 .43 
 
 3.90 
 
 39,818 . 
 
 .30 
 
 119.45 
 
 .43 
 
 171.26 
 
 62' 496 . 
 
 .15 
 
 93.74 
 
 .43 
 
 268.73 
 
 15' 431. 
 
 .38 
 
 58.64 
 
 .34 
 
 52.47 
 
 32^ 554 . 
 
 37 
 
 120.45 
 
 .34 
 
 110.08 
 
 580 . 
 
 36 
 
 2.09 
 
 .34 
 
 1.97 
 
 1,742 ...:. 
 
 .34 
 
 5. 92 
 
 .34 
 
 5.92 
 
 2,685 .!. 
 
 .32 
 
 8.59 
 
 .34 
 
 9.13 
 
 T 813. 
 
 .26 
 
 4.71 
 
 .34 
 
 6.16 
 
 142,511 . 
 
 .15 
 
 213.77 
 
 .34 
 
 484.54 
 
 193'722 . 
 
 .32 
 
 619. 91 
 
 .29 
 
 560. 79 
 
 167' 596 . 
 
 .29 
 
 486.03 
 
 .29 
 
 486.03 
 
 48'076 . 
 
 .22 
 
 105.77 
 
 .29 
 
 138.42 
 
 677'642 . 
 
 .27 
 
 1,818.83 
 642.33 
 
 .25 
 
 1,684.10 
 642.33 
 
 256'943 . 
 
 .25 
 
 .25 
 
 133i908 . 
 
 .23 
 
 307.99 
 412.89 
 
 .25 
 
 334.77 
 
 187,675 . 
 
 .22 
 
 .25 
 
 469.16 
 
 5,256!856 . 
 
 .17 
 
 8,936.66 
 392.97 
 
 .25 
 
 13,142.14 
 654. 95 
 
 '261,982 . 
 
 . 15 
 
 .25 
 
 1,482'244 . 
 
 .14 
 
 2,075.14 
 70.80 
 
 .25 
 
 3,705. 61 
 177.00 
 
 70j 803 . 
 
 .10 
 
 .25 
 
 118'094 . 
 
 .22 
 
 259.81 
 
 .20 
 
 236.19 
 
 63' 716. 
 
 .215 
 
 136.99 
 
 .20 
 
 127.43 
 
 590,066 . 
 
 . 14 
 
 826.09 
 
 .20 
 
 1,180.13 
 213.92 
 
 106,961 . 
 
 .10 
 
 106. 96 
 
 .20 
 
 3,182,234 . 
 
 .10 
 
 3,182. 23 
 
 .19 
 
 6,046.24 
 304.54 
 
 ' 179,' 200 . 
 
 .10 
 
 179.20 
 
 .17 
 
 232,208 . 
 
 .10 
 
 232.21 
 
 .15 
 
 348.31 
 
 
 NEWPORT NEWS, VA., TO 108 PER CENT POINTS. 
 
 1,070,053 
 
 $0.19 
 
 $2,033.10 ! $0.27 
 
 $2,889.14 
 
 NEWPORT NEWS, VA., TO 110 PER CENT POINTS. 
 
 1,444 . 
 
 $0.75 
 .73 
 
 $10.83 
 6 . 64 
 
 $0.67 
 
 .67 
 
 $9.67 
 6.10 
 
 910. 
 
 3,404 . 
 
 .25 
 
 8.51 
 
 .67 
 
 22.81 
 
 1,847 . 
 
 .54 
 
 9. 97 
 
 .49 
 
 7.39 
 
 1,680 . 
 
 .33 
 
 5.54 
 
 .49 
 
 8.23 
 
 1,115 . 
 
 .17 
 
 1.90 
 
 .48 
 
 5.38 
 
 700 . 
 
 . 17 
 
 1.19 
 
 .41 
 
 2.85 
 
 131,018 . 
 
 .17 
 
 222.73 
 
 .38 
 
 497.77 
 
 30,937 . 
 
 .19 
 
 58.28 
 
 .28 
 
 86.62 
 
 45,569 . 
 
 .10 
 
 45.57 
 
 .19 
 
 86.58 
 
 
 NEWPORT NEWS, VA., TO 116 PER CENT POINTS. 
 
 % 
 
 $0.77 
 
 $1.62 
 
 $0.71 
 
 $1.49 
 
 210 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 601 
 
 Statement of import freight forwarded from Newport News, la., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO 120 PER CENT POINTS 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 436 . 
 
 SO. 82 
 
 S3.48 
 2. 73 
 
 SO. 74 
 . 64 
 
 S3.23 
 2.50 
 
 390 . 
 
 .70 
 
 4,414. . 
 
 . 19 
 
 8.39 
 
 .46 
 
 20.10 
 
 6. 750. 
 
 . 19 
 
 12.83 
 
 .42 
 
 28. 35 
 
 40, 000 . 
 
 .15 
 
 60.00 
 
 .25 
 
 100.00 
 
 
 NEWPORT NEWS, VA., TO 122 PER CENT POINTS. 
 
 1,284 . 
 
 SO. 59 
 .19 
 
 S7.58 
 2. 45 
 
 SO. 55 
 .43 
 
 S7.06 
 5.54 
 
 1,288 . 
 
 68' 702 . 
 
 .37 
 
 254.20 
 
 .37 
 
 254.20 
 
 40' 000 . 
 
 .15 
 
 60.00 
 
 .26 
 
 104.00 
 
 60,000 . 
 
 .13 
 
 78.00 
 
 .26 
 
 156.00 
 
 
 NEWPORT NEWS, VA., TO 122 PER CENT POINTS. 
 
 515. 
 
 SO. 80 
 .30 
 
 S4.12 
 4.53 
 
 SO. 81 
 .81 
 
 SI. 17 
 12.22 
 
 1,509 . 
 
 13'177 . 
 
 .33 
 
 43.48 
 
 .47 
 
 61.93 
 
 V 103. 
 
 .24 
 
 2.65 
 
 .47 
 
 5. 31 
 
 '873 ... 
 
 .21 
 
 1.83 
 
 .47 
 
 4.10 
 
 20,590 . 
 
 .24 
 
 49.40 
 
 .35 
 
 72. 07 
 
 53^ 668 . 
 
 .34 
 
 182. 47 
 
 .34 
 
 182. 47 
 
 335', 685 . 
 
 .33 
 
 1,107.76 
 504.00 
 
 .34 
 
 1,141.33 
 1,142.40 
 
 336” 000 . 
 
 .15 
 
 .34 
 
 40,275 . 
 
 .15 
 
 60.41 
 
 .28 
 
 112.77 
 
 438j730 . 
 
 .15 
 
 658.09 
 
 .23 
 
 1,009.08 
 
 
 NEWPORT NEWS, VA., TO BIRMINGHAM, ALA., AND POINTS TAKING SAME RATES. 
 
 12,129 . 
 
 SO. 84 
 .79 
 
 S101.88 
 
 64.51 
 
 SO. 84 
 . .79 
 
 S101.88 
 
 64.51 
 
 8 ,166. 
 
 23 ,098 . 
 
 .52 
 
 120.11 
 
 .52 
 
 120.11 
 
 9 ; 625. 
 
 .43 
 
 41.39 
 
 .43 
 
 41.39 
 
 33^ 950 . 
 
 .24 
 
 81.48 
 
 .24 
 
 81.48 
 
 113', 190. 
 
 .20 
 
 226.38 
 
 .20 
 
 226.38 
 
 339' 850 . 
 
 .1875 
 
 81.48 
 
 .1875 
 
 81.48 
 
 
 NEWPORT NEWS, VA., TO NATCHEZ, MISS., AND POINTS TAKING SAME RATES. 
 
 1,696 . 
 
 SO. 92 
 .82 
 
 S14. 60 
 3. 90 
 
 SO. 92 
 .82 
 
 S14.60 
 3.90 
 
 475 . 
 
 4,480 . 
 
 .66 
 
 29. 57 
 
 .71 
 
 30.81 
 
 2 ,240 . . 
 
 .66 
 
 14.78 
 
 .66 
 
 14.78 
 
 230 . 
 
 .61 
 
 1.40 
 
 .61 
 
 1.40 
 
 56,345 . 
 
 .29 
 
 163.40 
 
 .29 
 
 163.40 
 
 40' 000 . 
 
 .27 
 
 108. 00 
 
 .27 
 
 108.00 
 
 40,000 . 
 
 .20 
 
 80.00 
 
 .20 
 
 80.00 
 
 
 NEWPORT NEWS, VA., TO NEW ORLEANS, LA. 
 
 159. 
 
 SO. 95 
 
 SI. 41 
 
 SO. 95 
 
 SI. 41 
 
 1,020 .. 
 
 .50 
 
 5.10 
 
 .50 
 
 5.10 
 
 238j 500 . 
 
 .25 
 
 596.25 
 
 .25 
 
 596.25 
 
 
G 02 
 
 KATES 
 
 DIGEST OF HEARINGS ON RAILWAY 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 81, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO DES MOINES, IOWA. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 470. 
 
 $1.205 
 
 $5. 66 
 
 $1.27 
 
 $5. % 
 
 3,327 . 
 
 .44 
 
 14.64 
 
 1.27 
 
 42.25 
 
 '690 . 
 
 .92 
 
 6.35 
 
 .93 
 
 7.04 
 
 340 . 
 
 .26 
 
 .88 
 
 .93 
 
 3.15 
 
 1,150. 
 
 .26 
 
 2. 99 
 
 .84 
 
 9.66 
 
 '335 . 
 
 1.205 
 
 4.04 
 
 .74 
 
 2.48 
 
 13,544 . 
 
 .26 
 
 35.21 
 
 .74 
 
 100.23 
 
 
 NEWPORT NEWS, VA., TO DENVER, COLO., AND POINTS TAKING SAME RATE. 
 
 2,925 . 
 
 $2.448 
 
 $71.60 
 
 $2.33 
 
 2.33 
 
 $68.15 
 
 440 . 
 
 2.11 
 
 9.28 
 
 10.25 
 
 31,358 . 
 
 1.40 
 
 439. 01 
 
 2.33 
 
 730.64 
 
 2,884 . 
 
 1.33 
 
 38.36 
 
 1.61 
 
 45.33 
 
 4,' 896 . 
 
 1.33 
 
 65.12 
 
 1.47 
 
 71.87 
 
 29,869 . 
 
 .62 
 
 185.19 
 
 .925 
 
 276.29 
 
 35'280 . 
 
 .48 
 
 169. 34 
 
 .90 
 
 37.52 
 
 413'314 . 
 
 .59 
 
 2,438.56 
 886.13 
 
 .74 
 
 3,058.52 
 
 1,021.30 
 
 150^191 . 
 
 .59 
 
 .63 
 
 
 NEWPORT NEWS, VA., TO SPOKANE, WASH. 
 
 281. 
 
 $4.96 
 
 3. 294 
 
 $13.94 
 
 $4.00 
 
 3.00 
 
 $11.24 
 14.91 
 
 497 . 
 
 16. 37 
 
 5,147 . 
 
 2.28 
 
 117.35 
 
 2.00 
 
 102. 94 
 
 6 ^ 070 . 
 
 2.15 
 
 130.51 
 
 2.00 
 
 121.40 
 
 i;325 . 
 
 2. 76 
 
 36.57 
 
 1.75 
 
 23.19 
 
 l'400 . 
 
 2. 388 
 
 33.43 
 
 1.75 
 
 24.50 
 
 '832 . 
 
 2.18 
 
 18.14 
 
 1.60 
 
 13.31 
 
 1,007 . 
 
 2.05 
 
 20.64 
 
 1.60 
 
 16.11 
 
 101 . 
 
 2 .57 
 
 2.60 
 
 1.30 
 
 1.31 
 
 679 . 
 
 2.20 
 
 14. 94 
 
 1.30 
 
 8.83 
 
 15,645 . 
 
 2 . 08 
 
 325.42 
 
 1.30 
 
 203.39 
 
 13^ 599 . 
 
 1.95 
 
 265.18 
 
 1.30 
 
 176.79 
 
 9’ 554 . 
 
 1.70 
 
 162.42 
 
 1.30 
 
 124.20 
 
 
 NEWPORT NEWS, VA., TO SHEBOYGAN, WIS. 
 
 76,875 
 
 $ 0.10 
 
 I I 
 
 $76.88 J $0.41 ! 
 
 $315.19 
 
 NEWPORT NEWS, VA., TO COMBINED LOCKS, WIS., AND POINTS TAKING SAME RATES. 
 
 218,339 . 
 
 $0.195 
 .19 
 
 $125.76 
 76.00 
 
 $0.33 
 
 .33 
 
 $720.52 
 
 132.00 
 
 40,000 . 
 
 145,600 . 
 
 .175 
 
 254.80 
 
 .33 
 
 480.58 
 
 133; 280 . 
 
 . 17 
 
 226.58 
 
 .33 
 
 439.82 
 
 89,600 . 
 
 .165 
 
 147.84 
 
 .33 
 
 295. 68 
 
 2,182, 289 . 
 
 .155 
 
 3,332.55 
 
 .33 
 
 7,201.55 
 
 
 NEWPORT NEWS, VA., TO MINNEAPOLIS, MINN. 
 
 577, 500 
 
 $0.20 $1,155.00 $0.47 
 
 $2,714.25 
 
 NEWPORT NEWS, VA., TO SEATTLE, WASH., AND POINTS TAKING SAME RATES. 
 
 382 . 
 
 $4.50 
 
 1.35 
 
 $17.19 
 14.88 
 
 $4.00 
 
 4.00 
 
 $15.28 
 
 44.08 
 
 1,102 . 
 
 i;178 . 
 
 3.00 
 
 35. 34 
 
 3.00 
 
 35.34 
 
 738 . 
 
 2.03 
 
 14.98 
 
 3.00 
 
 22.14 
 
 1,481 . 
 
 a.88 
 
 27.84 
 
 3.00 
 
 44.43 
 
 625 . 
 
 1.71 
 
 10. 69 
 
 3.00 
 
 18.75 
 
 231.:. 
 
 1.03 
 
 23. 79 
 
 3.00 
 
 69.30 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 603 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO SEATTLE, WASH., AND POINTS TAKING SAME RATES—Cont’d. 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 171. 
 
 $2.60 
 
 2.20 
 
 $4.45 
 
 $2.20 
 2.20 
 
 $8. 76 
 36.28 
 
 1,649 . 
 
 36.28 
 
 l' 675 . 
 
 1.78 
 
 29.82 
 
 2.20 
 
 36.85 
 
 L 456 . 
 
 1.404 
 
 20.44 
 
 2.20 
 
 32.03 
 
 105. 
 
 1.34 
 
 1.41 
 
 2.60 
 
 1.68 
 
 780 . 
 
 3. 00 
 
 23.40 
 
 2.00 
 
 15. 60 
 
 867 . 
 
 2.00 
 
 17.34 
 
 2.00 
 
 17.34 
 
 662 . . 
 
 1.22 
 
 8.08 
 
 2.00 
 
 13.24 
 
 1,098 . 
 
 .85 
 
 9.33 
 
 2.00 
 
 21.96 
 
 137' 875 . 
 
 . 80 
 
 1,102.00 
 
 2. 00 
 
 2,757.50 
 
 ]’200 . 
 
 1.88 
 
 22.56 
 
 1.75 
 
 21. 00 
 
 3' 025 . 
 
 1.75 
 
 22.69 
 
 1.75 
 
 22. 69 
 
 321_,. 
 
 1.20 
 
 3.85 
 
 1.75 
 
 5. 62 
 
 6,469 . 
 
 .94 
 
 60.81 
 
 1.75 
 
 113.18 
 
 2' 078 . 
 
 .89 
 
 18.49 
 
 1. 75 
 
 36. 37 
 
 138. 
 
 1.12 
 
 1.55 
 
 1.60 
 
 2.21 
 
 481. 
 
 1.02 
 
 4. 91 
 
 1.60 
 
 7.70 
 
 15,880 . 
 
 .85 
 
 134.98 
 
 1. 60 
 
 233. 08 
 
 10,090 . 
 
 .83 
 
 83.82 
 
 1.60 
 
 161.58 
 
 3 ' 730 . 
 
 .80 
 
 29.84 
 
 1.60 
 
 59.68 
 
 l' 365 . 
 
 .87 
 
 11. 88 
 
 1.30 
 
 17.75 
 
 130. 
 
 .83 
 
 1.05 
 
 1.30 
 
 1.69 
 
 178,967 . 
 
 .75 
 
 1,242.26 
 128.10 
 
 1.30 
 
 2,326. 57 
 
 18'300 . 
 
 .75 
 
 1.30 
 
 ' 237. 90 
 
 2' 830 . 
 
 .67 
 
 18.96 
 
 1. 30 
 
 36. 79 
 
 
 NEWPORT NEWS, VA„ TO MINNEAPOLIS, MINN., AND POINTS TAKING SAME RATES. 
 
 2,384 . 
 
 $1.07 
 
 .77 
 
 $25.51 
 13.48 
 
 $0. 99 
 .72 
 
 $23. 60 
 
 L 750 . 
 
 12.60 
 
 997 . 
 
 .65 
 
 6.48 
 
 .55 
 
 5.48 
 
 570 . 
 
 .55 
 
 3.14 
 
 .55 
 
 3.14 
 
 1,140. 
 
 .15 
 
 1.70 
 
 .55 
 
 6.27 
 
 78'400 . 
 
 .23 
 
 180. 32 
 
 .47 
 
 368. 48 
 
 105' 840 . 
 
 .20 
 
 211.68 
 
 .47 
 
 497.45 
 
 7,222,997.. 
 
 .20 
 
 14,445.99 
 112.22 
 
 .41 
 
 29, 614. 29 
 119.46 
 
 36,200 . 
 
 .31 
 
 .33 
 
 44' 349 . 
 
 .27 
 
 119.74 
 
 .33 
 
 146.35 
 
 407' 182. 
 
 .20 
 
 814. 36 
 
 .33 
 
 1,343. 70 
 
 
 NEWPORT NEWS, VA., TO WINNIPEG, MANITOBA. 
 
 2,483 . 
 
 $1.71 
 
 1.4689 
 
 $42.05 
 40.76 
 
 $2. 09 
 2. 09 
 
 $51.89 
 58. 00 
 
 2, 775 . 
 
 1,889 . . 
 
 1.221 
 
 23. 05 
 
 2.09 
 
 39.48 
 
 12^ 343 . 
 
 1.166 
 
 143. 92 
 
 2.09 
 
 352. 97 
 
 3i 211. 
 
 1.1373 
 
 36. 52 
 
 2.09 
 
 67.11 
 
 67, 613. 
 
 .7498 
 
 506. 96 
 
 2. 09 
 
 1,413.11 
 15.48 
 
 740 . 
 
 .6463 
 
 4. 78 
 
 2. 09 
 
 24,000 . 
 
 . 5824 
 
 139. 78 
 
 2.09 
 
 501.60 
 
 47,' 484 . 
 
 . 6503 
 
 308. 79 
 
 1.79 
 
 844. 96 
 
 17' 147. 
 
 .6498 
 
 91. 42 
 
 1.30 
 
 222.91 
 
 75,251 . 
 
 . 5212 
 
 392.21 
 
 1.30 
 
 978.26 
 
 54,355 . 
 
 . 5067 
 
 275. 42 
 
 1.22 
 
 663.13 
 
 570. 
 
 .851 
 
 4.85 
 
 1.15 
 
 6. 56 
 
 52,080 . 
 
 .69 
 
 359.35 
 
 .93 
 
 484.34 
 
 52,682 . 
 
 .526 
 
 277.11 
 
 .93 
 
 489. 74 
 
 30' 660 . 
 
 .6453 
 
 197. 85 
 
 .89 
 
 272.87 
 
 48'573 . 
 
 .526 
 
 255.49 
 
 .89 
 
 432. 30 
 
 189' 175. 
 
 . 5969 
 
 1,129.19 
 
 .89 
 
 1,868. 66 
 492.11 
 
 55,293 . 
 
 .52 
 
 ' 287.52 
 
 .89 
 
 259; 560 . 
 
 .511 
 
 1,326.35 
 364.11 
 
 .89 
 
 2,310.08 
 732. 65 
 
 82,830 . 
 
 .4426 
 
 .89 
 
 68;208 . 
 
 . 5179 
 
 353.26 
 
 .81 
 
 552.48 
 
 45,472 .. 
 
 .4424 
 
 201.17 
 
 .81 
 
 368.32 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 004 
 
 Statement of import freight forwarded from Newport News , Va., January 1 to October 31, 
 1905 , inclusive , comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO VICTORIA, B. C. 
 
 1,260 
 2,026 
 106,593 
 415 
 3,325 
 24,640 
 3,775 
 127,537 
 13, 730 
 30, 000 
 2,618 
 
 Weight (in pounds). 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 SI.786 
 
 S22.50 
 
 $3.05 
 
 $38.42 
 
 1.7676 
 
 35.81 
 
 3.05 
 
 67.79 
 
 1.66 
 
 1,769.44 
 
 3.05 
 
 3,251.09 
 
 1.47 
 
 6.10 
 
 3.05 
 
 14.53 
 
 1.407 
 
 46.78 
 
 3.05 
 
 101.41 
 
 1.2267 
 
 302.46 
 
 3.05 
 
 751.52 
 
 .5843 
 
 22.06 
 
 3.05 
 
 115.14 
 
 . 7258 
 
 925.66 
 
 1.95 
 
 2,486.97 
 
 .5186 
 
 71.20 
 
 1.80 
 
 247.14 
 
 . 54 
 
 172.00 
 
 1.70 
 
 510.00 
 
 .974 
 
 25.50 
 
 1.55 
 
 40.58 
 
 NEWPORT NEWS, VA., TO QUINNESEC, WIS. 
 
 385,280 . 
 
 SO.185 
 .175 
 
 $712.77 
 548.80 
 
 SO. 33 
 .33 
 
 $1,271.42 
 1,034.88 
 
 313j 600 . 
 
 
 NEWPORT NEWS, VA., TO LINCOLN, NEBR. 
 
 4 
 
 45,304 .j $0.25 
 
 S113.26 
 
 $0.51 
 
 $231.05 
 
 NEWPORT NEWS, VA., TO RICHMOND, VA. 
 
 14,610 . 
 
 SO. 26 
 
 $37.99 
 
 SO. 26 
 
 $37.99 
 
 772 . 
 
 .20 
 
 15.54 
 
 .26 
 
 20.21 
 
 154,891 . 
 
 .12 
 
 185. 87 
 
 .26 
 
 402.72 
 
 423 . 
 
 Special. 
 
 2.55 
 
 .26 
 
 1.10 
 
 2,471 . 
 
 a. 36 
 
 3.24 
 
 .36 
 
 3.24 
 
 3,334 . 
 
 .26 
 
 8. 67 
 
 .22 
 
 7.34 
 
 44,757 . 
 
 .22 
 
 98. 47 
 
 .22 
 
 98.47 
 
 17,290 . 
 
 .16 
 
 28.66 
 
 .22 
 
 38.04 
 
 1,130 . 
 
 .12 
 
 1.66 
 
 .22 
 
 2.49 
 
 28, 699 . 
 
 .08 
 
 22.96 
 
 .22 
 
 63.14 
 
 5,492 . 
 
 Special. 
 
 11.24 
 
 .22 
 
 12.08 
 
 454 . 
 
 .22 
 
 1.00 
 
 .18 
 
 8.82 
 
 25,946 . 
 
 .18 
 
 46. 70 
 
 .18 
 
 46. 70 
 
 21,904. 
 
 .17 
 
 37.24 
 
 .18 
 
 39.43 
 
 16,050 . 
 
 .16 
 
 25.69 
 
 .18 
 
 28.89 
 
 370 . 
 
 .19 
 
 .70 
 
 .16 
 
 .59 
 
 63, 220 . 
 
 .16 
 
 101.15 
 
 .16 
 
 101.15 
 
 25,429 . 
 
 .08 
 
 20.34 
 
 .16 
 
 40. 69 
 
 163,437 . 
 
 .15 
 
 245.15 
 
 .15 
 
 245.15 
 
 44,800 . 
 
 .10 
 
 44.80 
 
 . 15 
 
 67.20 
 
 1,951,397 . 
 
 .08 
 
 1,561.12 
 
 .15 
 
 2,927.10 
 
 293,975. 
 
 .12 
 
 352.77 
 
 .12 
 
 352. 77 
 
 211,385 . 
 
 .10 
 
 211.39 
 
 .10 
 
 211.39 
 
 36,071 . 
 
 .08 
 
 28.86 
 
 .10 
 
 36.07 
 
 70,415. 
 
 .07 
 
 49.29 
 
 .10 
 
 70.41 
 
 1,341,683 . 
 
 .06 
 
 805.01 
 
 .10 
 
 1,341.68 
 
 44,800 . 
 
 .05 
 
 22.40 
 
 .10 
 
 44.80 
 
 433,526 . 
 
 .03 
 
 130. 06 
 
 .10 
 
 433.53 
 
 52,412. 
 
 Special. 
 
 56. 75 
 
 .10 
 
 52.41 
 
 252,000 . 
 
 *>.05 
 
 90.00 
 
 .10 
 
 252.00 
 
 12,898 . 
 
 .10 
 
 12.90 
 
 .09 
 
 11.61 
 
 92,246 . 
 
 .09 
 
 83.02 
 
 .09 
 
 83.01 
 
 271,375 . 
 
 .07 
 
 189.% 
 
 .09 
 
 244.20 
 
 486,698 . 
 
 .06 
 
 292.02 
 
 .09 
 
 438.43 
 
 506, 234 . 
 
 el. 00 
 
 229.10 
 
 .09 
 
 455.61 
 
 81,064 . 
 
 Special. 
 
 48.26 
 
 .09 
 
 72.% 
 
 32,040 . 
 
 .13 
 
 41.65 
 
 .08 
 
 25.63 
 
 474,855. 
 
 .08 
 
 379.88 
 
 .08 
 
 379.88 
 
 119,614 . 
 
 .075 
 
 89.71 
 
 .08 
 
 95.69 
 
 541.334 . 
 
 .055 
 
 297.73 
 
 .08 
 
 433.07 
 
 13,415 . 
 
 .05 
 
 6.71 
 
 .08 
 
 10.73 
 
 a Per barrel. 
 
 *>Per bag. 
 
 cTon. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 605 
 
 Statement of import freight forwarded from Newport News, Va., January 1 to October 31, 
 1905, inclusive, comparing revenue on import and domestic rate basis —Continued. 
 
 NEWPORT NEWS, VA., TO RICHMOND, VA—Continued. 
 
 Weight (in pounds) 
 
 Imports. 
 
 Domestic. 
 
 Rate. 
 
 Revenue. 
 
 Rate. 
 
 Revenue. 
 
 1,016,720 . 
 
 Special. 
 
 $605.30 
 
 $0.08 
 
 $813.38 
 
 5,680 .. 
 
 SO. 13 
 
 7.38 
 
 .07 
 
 3.98 
 
 772,376 . 
 
 .07 
 
 540.66 
 
 .07 
 
 540. 66 
 
 27,694 . 
 
 .05 
 
 13.85 
 
 .07 
 
 19.39 
 
 284,239 . 
 
 • .04 
 
 113.70 
 
 .07 
 
 198. 96 
 
 102,467 . 
 
 .07 
 
 71.73 
 
 .05 
 
 51.23 
 
 1,852,474 . 
 
 .05 
 
 926.24 
 
 .05 
 
 926.24 
 
 342,460 . 
 
 .04 
 
 134. 98 
 
 .05 
 
 171.23 
 
 6,892,889 . 
 
 .03 
 
 2,067.87 
 
 . 05 
 
 3,446.44 
 
 336,956 . 
 
 Special. 
 
 115.43 
 
 .05 
 
 168.48 
 
 133,823 . 
 
 .06 
 
 80.29 
 
 .04 
 
 53. 53 
 
 30,110. 
 
 .05 
 
 15.06 
 
 .04 
 
 12.04 
 
 874,608 . 
 
 .04 
 
 349.84 
 
 .04 
 
 349. 84 
 
 Newport News, Va., January 5, 1906. 
 
 E. H. 
 
 The Delaware, Lackawanna and 
 
 Western Railroad Company, 
 
 New York City , November J, 1905. 
 
 Dear Sir: With an apology for delay, caused largely by absence on 
 my part, we now beg to give the following information, in further 
 response to the questions raised in your letter of October 2, with respect 
 to rates applicable b} T this company on import traffic as compared with 
 rates charged on domestic traffic. 
 
 We have assumed that your inquiry had reference only to traffic 
 imported through United States ports, reaching such port by vessel 
 from foreign ports. 
 
 We have participated in published through rates from certain foreign 
 ports only on traffic destined to the Pacific coast, the through rates 
 being made in competition largely with the all-water routes. The traffic 
 which we have handled on such tariffs, however, was infinitesimal— 
 too small, we are sure, to warrant your consideration. Most of our 
 rates applicable on import business have been in the nature of propor¬ 
 tional rates from New York to inland points, and we inclose herewith 
 copies of our import proportional tariffs, as follows: 
 
 No. 6. In effect February 1, 1905, to central freight territory. 
 
 No. 7. In effect May 15,1905, to Missouri common points and stations 
 intermediate thereto. 
 
 Since your letter has been received provision has been made for the 
 withdrawal on January 1, 1906, of a considerable number of these 
 rates amounting to, perhaps, 33i per cent of the total, the result of 
 which will lie to make the commodities in question on import traffic 
 subject to the same basis of rates as applicable to domestic traffic. 
 We have noted on the tariffs in question in black ink a description of 
 the commodities referred to. 
 
606 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 We also inclose the following-described copies of our domestic 
 tariffs, showing rates which are susceptible of comparison with the 
 import proportional rates, viz: 
 
 I. C. C. 2711, effective July 1, 1903, on commodities, also supple¬ 
 ments. 
 
 1. C. C. 2818, effective September 1, 1903, on classes, including sup¬ 
 plements. 
 
 It will be observed that on tariff No. 7, import proportional rates, 
 we have noted in red the rates applicable on domestic traffic to the 
 same destinations for easy comparison with the import rates. 
 
 The import tonnage handled b}^ this compan} 7 for the first eight 
 months of the current year, including that based on such rates destined 
 to points be\ 7 ond, is shown in attached statement, which gives in detail 
 the classes, as well as the commodities, and from which you will see 
 that the total amount of import tonnage was but 8,884 tons, of which 
 but 5,543 was handled on the reduced import proportional rates, the 
 balance being handled on the domestic-rate basis. During the same 
 period we handled to corresponding territory 87,730 tons of domestic 
 traffic. 
 
 From the above it will be seen that out of a total west-bound ton¬ 
 nage from New York of 96,614 tons, but 5.7 per cent was handled on 
 the import proportional rates. 
 
 We trust that this information will be sufficient for your purpose, 
 and that it will not be necessary for you to have figures showing the 
 revenue derived, as compilation of this information would entail enor¬ 
 mous labor and take a great length of time to prepare. 
 
 In this connection I desire to state that the position of this com¬ 
 pany has been and is now that of opposition to the use of materially 
 lower rates on import traffic than those applicable to domestic traffic, 
 and that our use of the lower basis on import rates has in all cases 
 been forced upon us in order to place the port of New York on, as 
 nearly as possible, a parity with southern ports after eveiy practica¬ 
 ble effort had been made on our part to prevent the adoption of an 
 abnormally low basis of rates from and through other ports. 
 
 Respectfully, 
 
 B. D. Caldwell, 
 
 Vice- President . 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 607 
 
 The statement referred to in the foregoing is. as follows: 
 
 Import commodities from New York City by the Delaware , Lackawanna and Western Rail¬ 
 road, January 1 to August 81, 1905. 
 
 Commodity: Tons. 
 
 Magnesite. 337 
 
 Soda ash. 17 
 
 Brewers’ rice. 472 
 
 Bagging and burlaps. 592 
 
 Flax waste. 62 
 
 Nitrate of soda. 660 
 
 Caustic soda. 91 
 
 Sulphate of potash. 56 
 
 Ferro manganese. 62 
 
 Plate glass. 12 
 
 Iron pyrites..3, 076 
 
 Cement... 36 
 
 Carbonate of potash. 16 
 
 Sulphate of soda. 16 
 
 Tea. 38 
 
 Total. 5,543 
 
 Total import tonnage: 
 
 Class 1. 343 
 
 Class 2. 223 
 
 Class 3. 1,055 
 
 Class 4. 58 
 
 Class 5. 1,092 
 
 Class 6. 233 
 
 Commodities. 5,543 
 
 Iron. 64 
 
 California. 273 
 
 Total. 8, 884 
 
 Total west-bound tonnage, 96,614. 
 Commodities, per cent of total tonnage, 5.7. 
 
 Grand Trunk Railway System, 
 
 Montreal , Quebec, October 6 2I±, 1905. 
 
 Dear Sir: I beg to acknowledge receipt of your favor of October 
 22, respecting the rates charged from the Atlantic seaboard on import 
 traffic compared to rates charged on similar domestic traffic. 
 
 The import traffic carried by the Grand Trunk Railway System from 
 Montreal in summer and Portland in winter is very small to United 
 States points. 
 
 It is not practicable to make a comparison from Montreal between 
 the import rates on traffic destined to United States points and rates 
 upon similar domestic traffic, for the reason that there are not any 
 similar domestic shipments, Montreal to United States points. 
 
 I inclose tariffs as under, viz: 
 
 EFFECTIVE. 
 
 I. C. C. 462, March 30, 1905; supplement 1 thereto, May 23, 1905. Showing import 
 rates in effect from Montreal and Portland to certain points east of the Mississippi 
 River. 
 
 I. C. C. 481, May 13, 1905; supplement 1 thereto, June 21, 1905. From Montreal 
 and Portland to Missouri River points. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 # • 
 
 608 
 
 I. C. C. 477, May 2, 1905. Montreal to United States points, east and west on 
 imported oranges and lemons. 
 
 Supplement 4 to I. C. C. 452, May 1, 1905. From. Montreal and Portland, giving 
 import commodity rates to points in Maine and Quebec. 
 
 Also National Despatch Line tariffs on domestic shipments. 
 
 I. C. C. 18, November 1, 1901; and supplements 45, 47, 49, 50, and 51 thereto. 
 From New York, Boston, and New England points to Western States points. 
 
 I. C. C. 49, April 5, 1905, and amendments 1, 3, 4, 5, 6, 7, 9, 10, 11, and 12 thereto. 
 Also the undermentioned tariffs applying on domestic traffic, viz: 
 
 I. C. C. 289, July 23, 1902; supplement 11 thereto, January 29, 1905. 
 
 Also supplement 13 to E. T. 3, State of Maine traffic, no I. C. C. number. 
 
 E. Y. 4, June 9, 1902, no I. C. C. number. Supplement 2 thereto, April 1, 1903, 
 no I. C. C. number. 
 
 I. C. C. 336, August 1, 1903. 
 
 Extract from trunk-line statistics on import traffic to United States points, showing Grand 
 
 Trunk Railway shipments. 
 
 Date. 
 
 Via Port¬ 
 land. 
 
 Via Mon¬ 
 treal. 
 
 1905. 
 
 J anuary. 
 
 Tons. 
 
 1,530 
 
 Tons. 
 
 February . 
 
 1,626 
 
 
 March. 
 
 L282 
 
 1,145 
 
 
 April . 
 
 
 May. 
 
 1,059 
 
 489 
 
 520 
 
 June. 
 
 686 
 
 
 I shall be pleased to furnish further information if desired. 
 Yours, truly, 
 
 John W. Loud, 
 
 Freight Traffic Manager. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United /States Senate , Washington , D. C. 
 
 Illinois Central Railroad Company, 
 
 Chicago , October 25, 1905 . 
 
 Dear Sir: Your letter of October 2 was received in my office in 
 New York during my absence therefrom, which accounts for the delay 
 in making this reply. It was, however, promptly referred to our offi¬ 
 cers at the West with a request that they give me the information 
 which would enable me to answer the questions raised in your letter. 
 
 Understanding, as I do, that the only comparison of rates which 
 can be made would be between those on imported articles that are also 
 produced or manufactured at the port of transhipment, 1 beg to point 
 out that the onty port served by the Illinois Central and Yazoo and 
 Mississippi Valley Railroad companies is New Orleans, and that we have 
 not, on examination of the list of articles imported through New 
 Orleans to interior ports, found that any of these articles are produced 
 or manufactured in New Orleans, the movement of traffic from that 
 city to the interior of articles originating therein consisting of other 
 products. Hence it is impossible to make the comparison asked for. 
 
 Very truly, yours, 
 
 Stuyvesant Fish, President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington, 1). ( . 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 609 
 
 Lehigh Valley Railroad Company, 
 
 New York , October 1905. 
 
 Dear Sir: Further replying to your letter of October 2, asking us 
 to give you a statement showing the through rates from foreign 
 points on import traffic upon which we accepted as the rail proportion 
 of the through rates lower sums than were in force at the same time 
 for domestic traffic originating at the American ports of transship¬ 
 ment and carried to the same inland destination during the year 1905, 
 and the amount of business done at those rates, also the corresponding 
 domestic rates from the port of transshipment— 
 
 After conference with our accounting department we find that our 
 records are kept in such shape that it will not be possible, without 
 great labor and expense, to pick out the data necessary to literally 
 comply with your request. It occurs to me, however, that the infor¬ 
 mation'you desire can be substantially given by a statement which I 
 inclose, covering import traffic handled by this company from the port 
 of New York from January 1 to August 31, 1905. This statement 
 shows 9,579 tons of certain business a upon which the import and domes¬ 
 tic rate is the same as shown. 
 
 The statement does not mean that all the tonnage referred to went 
 to Chicago; but as it would be very difficult to pick out the exact desti¬ 
 nation of each shipment, we simply show the basis upon which the 
 traffic was handled, rates to other points than Chicago being relatively 
 the same. 
 
 This company exacted in all cases the published import tariff rate 
 from New York, all of which rates are duly published and tiled with 
 the Interstate Commerce Commission. 
 
 The total west-bound tonnage handled by this company from New 
 York during the period referred to was 119,963 tons, of which the 
 above 25,225 tons of import freight was 21 per cent. 
 
 Very respectfully, yours, 
 
 J. A. Middleton, 
 
 First Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington, D. C. 
 
 The statement referred to in the foregoing is as follows: 
 
 LEHIGH VALLEY RAILROAD. 
 
 Statement of import tonnage from New York City forwarded on commodity rates lower than 
 
 the domestic rates, January 1 to August 31, 1905. 
 
 Commodity. 
 
 Quantity. 
 
 Rates, New York 
 to Chicago (per 
 100 pounds). 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Asphaltum. 
 
 Tons. 
 
 558 
 
 80.20 
 
 80.20 
 
 Bagging and burlaps. 
 
 1,008 
 
 588 
 
 .17 
 
 .30 
 
 Bleach ..*. 
 
 .15 
 
 .18 
 
 Brewers’ rice. 
 
 319 
 
 .18 
 
 .25 
 
 Brimstone or sulphur. 
 
 1,262 
 
 .16 
 
 .16 
 
 a Commodities upon which we show the import and domestic rates on a New York-Chicago basis, 
 and also 15,646 tons of class 
 
 S. Doc. 244, 59-1-39 
 
610 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Statement of import tonnage from New York City forwarded on commodity rates lower than 
 the domestic rates , January 1 to August 31, 1905 —Continued. 
 
 Commodity. 
 
 Carbonate of potash. 
 
 Caustic soda. 
 
 Cement. 
 
 Clay. 
 
 Crockery and earthenware 
 
 Ferromanganese. 
 
 Flax waste. 
 
 Magnesite. 
 
 Manganese ore. 
 
 Matting. 
 
 Muriate of potash. 
 
 Nitrate of soda. 
 
 Plants. 
 
 Sal soda. 
 
 Sisal. 
 
 Soda ash. 
 
 Spiegeleisen. 
 
 Sulphate of soda. 
 
 Sulphate of potash. 
 
 Tobacco from Cuba. 
 
 Total. 
 
 Quantity. 
 
 Rates, New York 
 to Chicago (per 
 100 pounds). 
 
 Import. 
 
 Domes¬ 
 
 tic. 
 
 Tons. 
 
 
 
 248 
 
 80.16 
 
 80.35 
 
 58 
 
 .16 
 
 .18 
 
 478 
 
 .15 
 
 .20 
 
 719 
 
 .15 
 
 .2b 
 
 56 
 
 .18 
 
 .30 
 
 52 
 
 a 4.20 
 
 a 4. 95 
 
 18 
 
 .17 
 
 .35 
 
 109 
 
 .15 
 
 .22 
 
 1,560 
 
 a 3.60 
 
 «4.95 
 
 269 
 
 .50 
 
 .75 
 
 28 
 
 .16 
 
 .22 
 
 1,189 
 
 .15 
 
 .30 
 
 8 
 
 .50 
 
 .75 
 
 20 
 
 .16 
 
 .18 
 
 371 
 
 b . 15 
 
 .30 
 
 49 
 
 .16 
 
 .18 
 
 258 
 
 a 4. 20 
 
 a 4. 95 
 
 72 
 
 .16 
 
 .18 
 
 250 
 
 .16 
 
 .22 
 
 32 
 
 .35 
 
 .35 
 
 9,579 
 
 
 
 
 
 a Gross ton. 
 
 b Canceled May 8,1905. 
 
 Other import tonnage from New York City via Lehigh Valley Railroad , January 1 to 
 
 August 31 , 1905. 
 
 Class. 
 
 Quantity. 
 
 Rates, 
 New 
 York to 
 Chicago 
 (per 100 
 pounds). 
 
 First. 
 
 Tons. 
 3,289 
 1,224 
 956 
 2,694 
 5,136 
 1,646 
 701 
 
 Cents. 
 
 75 
 
 65 
 
 50 
 
 35 
 
 30 
 
 25 
 
 ’ («) 
 
 Second. 
 
 Third. 
 
 Fourth. 
 
 Fifth. 
 
 Sixth . 
 
 California traffic. 
 
 Total. 
 
 15,616 
 
 
 
 
 a Various rates ranging from first class to sixth class. 
 
 Louisville and Nashville Railroad Company, 
 
 Louisville , Ky ., October 13 , 1905. 
 
 Dear Sir: I have been delayed in replying to jour letter of Octo¬ 
 ber 2 making certain inquiries with regard to the carriage of import 
 traffic, pending receipt of some detail information. 
 
 Inclosed herewith is a statement of the import cargoes received 
 through Pensacola and handled thence by the Louisville and Nashville 
 Railroad during the period from January 1, 1905, to October 7, 1905. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 611 
 
 The figures are in pounds. The recapitulation of this tonnage is as 
 follows: 
 
 Magnesite. 3, 411, 700 
 
 Ferromanganese. 5,821,835 
 
 Muriate of potash. 2, 363,424 
 
 Sulphate of potash. 184, 864 
 
 Kainit. i . 13,846,660 
 
 Mahogany logs.. 5,495, 220 
 
 Pyrites. 61,134,010 
 
 Chimney cleaners. 560 
 
 Nitrate of soda. 4, 292,818 
 
 Manganese ore. 1, 424, 950 
 
 Oakum. 6, 250 
 
 Cotton bagging. 541, 884 
 
 Cotton tie buckles. 30, 000 
 
 Total. 98,554,175 
 
 You will observe that in connection with magnesite the full inland 
 rates were maintained. 
 
 On ferromanganese (which is a raw material strictly) the rate from 
 Pensacola is purely a class basis and could not be used under any con¬ 
 ditions; that is to say, were there any produced at Pensacola or held 
 there in storage and reshipped on domestic bills of lading, the rate 
 would no doubt be in the neighborhood of the inland proportion of 
 $1.43 per gross ton as applied on the shipment. 
 
 On muriate of potash and sulphate of potash the Pensacola (proper) 
 rate was charged on inland movement. 
 
 The same is true also of the kainit and pyrites movement. 
 
 These commodities are all raw materials, and, so far as m 3 7 informa¬ 
 tion goes, the only one of the lot produced in this country is pyrites. 
 
 The 14-cent inland proportion on mahogany logs was made because 
 the plant at Louisville has practically no local sales, having to reship 
 the sawed planks to various points north of the Ohio River, a veiy large 
 proportion moving to Grand Rapids, Mich., and Chicago, Ill., where 
 it is consumed in the furniture factories. The plant at this point is in 
 competition with a similar one at Boston, which has, I believe, an 18- 
 cent proportion from that port to Chicago. Furthermore they have 
 the advantage of having no rail freight rate to pay on that part of the 
 log which goes to waste b}^ the sawing process. 
 
 On the nitrate of soda, which is also a raw material, you will observe 
 that we have applied the Pensacola proper rate, except to the Iowa 
 and Missouri points, where we have employed the New Orleans rate. 
 
 On the oakum to St. Louis we made an inland proportion which was 
 presumed to equalize the rate by the North Atlantic ports. 
 
 Full inland rates were also applied on the cotton-tie buckles, cotton 
 bagging, and manganese ore, except on bagging to Mobile, Epes, Ala.; 
 Canton, Miss.; Eutaw, Ala., and Newton, Miss., to which we made 
 proportions sufficient to equalize the through rate via New Orleans. 
 
 In addition to this it is quite possible that we have handled more or 
 less import traffic from the port of New Orleans, but we have had no 
 contracts with steamer lines for specific cargoes or parts thereof 
 through that port. Hence, such as we did handle was on full tariff 
 rates, and so far as the rail carriage was concerned, as New Orleans 
 proper shipments. Such tonnage, however, has amounted to practi¬ 
 cal I 3 7 nothing. 
 
612 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 There have been times in the past where we have handled portions 
 of cargoes through Pensacola to points in Georgia, and on which we 
 were compelled to shrink below Pensacola proper rates to equalize 
 combinations through Savannah or Charleston. 
 
 We have not handled anything from Mobile within the period 
 covered by the Pensacola statistics, except, perhaps, under conditions 
 as having applied from New Orleans. The three ports, Mobile, Pen¬ 
 sacola, and New Orleans, constitute our sole ports of entry. 
 
 We have been trying to build up particularly the export trade 
 through Pensacola and have been fairly successful. As you can readily 
 understand, though, the total amount of tonnage cleared through that 
 port has been, as compared with the North Atlantic ports, very incon¬ 
 siderable. The return cargoes, however, of these steamers have been 
 very small; they find better paying tonnage from the Continent and 
 from the United Kingdom to such points as Habana, and it is only the 
 small tonnage destined to this country that they add to fill out. Such 
 tonnage, as a rule, is consigned to inland points in the States of Ten¬ 
 nessee, Mississippi, Georgia, and Alabama, particularly the latter, 
 and, as indicated by the statement, consists mostly of raw materials 
 which are not produced in this country. On such we are able, as the 
 statement further indicates, to secure practically a port proper reve¬ 
 nue. Were we to undertake, though, to handle traffic to the Ohio 
 River and beyond it would require us to meet competition via the 
 North Atlantic ports, to shrink our revenue from Pensacola to such 
 an extent as to make it unremunerative, particular^ 7 so as the steam¬ 
 ers require a considerable differential in their ocean charges. 
 
 If this information is not as precise as you want, or if there is any 
 other information that I can give you which will prove of value, please 
 command me. 
 
 Yours, truly, ' A. R. Smith, 
 
 Th ird Vice- President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , D. C. 
 
 • 
 
 The statement referred to in the foregoing is as follows: 
 

 
 . 
 
 
 
 
 
 
 
 
 ' 
 
 
 
 
 
 . 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 * 
 
 . 
 
 
 
 . 
 
 . 
 
 
 
 
 
 . 
 
 a ; 
 
 
 
 
 
 ♦ 
 
 
 
 
 
 
 
614 
 
 DJGEST OF HEARINGS ON RAILWAY RATES 
 
 Import cargo received through Pensacola 
 
 Arrival. 
 
 From— 
 
 To— 
 
 Magnesite. 
 
 Ferromanganese. 
 
 • 
 
 Muriate of potash. 
 
 Sulphate of potash. 
 
 Kainit. 
 
 ,Tn.n. 4 
 
 Trieste, Austria. 
 
 Ensley, Ala. 
 
 2, 421, 900 
 
 
 
 
 
 
 .do. 
 
 Birmingham, Ala_ 
 
 64,600 
 
 
 
 
 
 
 .do. 
 
 Gadsden, Ala. 
 
 925,200 
 
 
 
 
 
 10 
 
 Liverpool, England.. 
 
 Ensley, Ala. 
 
 892,950 
 
 
 
 
 12 
 
 Hamburg, Germany . 
 
 Birmingham, Ala ... 
 
 
 605,696 
 
 
 
 
 .do. 
 
 Montgomery, Ala ... 
 
 
 
 589,120 
 
 
 
 
 .do. 
 
 Mobile, Ala. 
 
 
 
 60,032 
 
 
 
 .do. 
 
 Jackson, Miss. 
 
 
 
 180,096 
 
 416,600 
 
 
 .do. 
 
 Opelika, Ala. 
 
 
 
 185,024 
 
 
 31L800 
 
 
 .do. 
 
 Memphis, Tenn. 
 
 
 
 200,032 
 
 60,032 
 
 593,300 
 
 
 .do. 
 
 Evergreen, Ala. 
 
 
 
 20,000 
 
 39,800 
 
 
 .do. 
 
 New Orleans, La .... 
 
 
 
 44,800 
 
 44,800 
 
 
 .do. 
 
 Columbus, Miss. 
 
 
 
 103,100 
 
 
 .do. 
 
 Union Springs, Ala.. 
 
 
 
 
 
 40,000 
 
 
 .do. 
 
 Inverness, Ala. 
 
 
 
 
 
 50'000 
 
 
 .do. 
 
 Greenville, Ala. 
 
 
 
 
 
 40^000 
 
 
 .do. 
 
 Thomasville, Ala.... 
 
 
 
 
 
 54,400 
 
 
 .do. 
 
 Demopolis, Ala. 
 
 
 
 
 
 31 i 360 
 
 13 
 
 Porto Cortez, Central 
 
 Louisville, Ky. 
 
 
 
 
 
 
 America. 
 
 
 
 
 
 
 
 20 
 
 Hamburg, Germany. 
 
 Tuscaloosa, Ala. 
 
 
 
 
 
 197,900 
 
 
 .do. 
 
 Oxford, Ala. 
 
 
 
 
 
 168’400 
 
 
 .do. 
 
 Ruston, La. 
 
 
 
 
 
 203,200 
 
 
 .do. 
 
 Vincent, Ala. 
 
 
 
 
 
 37'700 
 
 
 .do. 
 
 Talladega, Ala. 
 
 
 
 
 
 1,078,600 
 
 
 .do. 
 
 Dothan, Ala. 
 
 
 
 
 
 '908'200 
 
 
 .do. 
 
 Giles, Ala. 
 
 
 
 
 
 678'150 
 
 
 .do. 
 
 Pyriton, Ala. 
 
 
 
 
 
 86, 300 
 
 
 
 Philema, Ga. 
 
 
 
 
 
 33,700 
 
 
 .do. 
 
 Nashville, Tenn. 
 
 
 
 
 
 3,588,700 
 
 
 .do. 
 
 Huntsville, Ala. 
 
 
 
 
 
 60,000 
 
 * 
 
 .do. 
 
 Boaz, Ala. 
 
 
 
 
 
 ioo;ooo 
 
 24 
 
 Pomeron, Portugal .. 
 
 Birmingham, Ala ... 
 
 
 
 
 
 
 .do. 
 
 Montgomery, Ala ... 
 
 
 
 
 
 
 Feb. 6 
 
 Liverpool, England.. 
 
 Nashville, Tenn. 
 
 
 
 
 
 
 
 .do. 
 
 Ensley, Ala. 
 
 
 337,200 
 
 
 
 
 27 
 
 Huelva, Spain. 
 
 Talladega, Ala. 
 
 
 
 
 
 
 .do. 
 
 W. Nashville, Tenn.. 
 
 
 
 
 
 
 Mch. 6 
 
 Iquique, Chili. 
 
 Mooar, Iowa. 
 
 
 
 
 
 
 
 
 Ashburn, Mo. 
 
 
 
 
 
 
 
 .do. 
 
 Cagle, Mo. 
 
 
 
 
 
 
 
 .do. 
 
 Ooltewah, Tenn. 
 
 
 
 
 
 
 
 .do. 
 
 Bovles, Ala. 
 
 
 
 
 
 
 
 .do. 
 
 Gardners Mill, Ala .. 
 
 
 
 
 
 
 6 
 
 Porto Cortez and Be- 
 
 Louisville, Ky. 
 
 
 
 
 
 
 
 lize, Central Amer- 
 
 
 
 
 
 
 
 
 iea. 
 
 
 
 
 
 
 
 6 
 
 Rio Janeiro, Brazil .. 
 
 Chicago, Ill. 
 
 
 
 
 
 
 22 
 
 Liverpool, England.. 
 
 Enslev, Ala.... 
 
 
 670,450 
 
 
 
 
 
 .do. 
 
 Alabama City, Ala „ 
 
 
 134,900 
 
 
 
 
 
 
 
 
 
 
 1 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 615 
 
 January 1 , 1905, to October 7, 1905, inclusive. 
 
 Mahogany logs. 
 
 Pyrites. 
 
 Chimney cleaners. 
 
 Nitrate of soda. 
 
 Manganese ore. 
 
 Oakum. 
 
 i 
 
 Rate charged. 
 
 Tariff rate. 
 
 It 
 
 •si 
 
 p a 
 
 o o 
 
 (h -f< 
 rP <N 
 
 H of 
 
 p-i • 
 
 0) In 
 O/O 
 —'0 
 
 0 o 
 
 aS O. 
 o> 2 
 
 O cT 
 
 Inland. 
 
 
 
 
 
 
 
 
 
 8 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 10 cents per 100 
 pounds. 
 
 $1.43 per 2,240 
 pounds. 
 
 101 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 5 cents per 100 
 pounds. 
 
 $1.50 per net ton. 
 
 121 cents per 100 
 pounds. 
 
 10 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 10 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 $2.40 per net ton. 
 
 $2.80 per net ton. 
 
 9 cents per 100 
 pounds. 
 
 $2.55 per net ton. 
 
 9 cents per 100 
 pounds. 
 
 14 cents per 100 
 pounds. 
 
 $2.05 per net ton. 
 
 $2.55 per net ton. 
 
 $3.05 per net ton. 
 
 $3.30 per net ton. 
 
 $2.05 per net ton. 
 
 $2.90 per net ton. 
 
 $2.60 per net ton. 
 
 18 cents per 100 
 pounds. 
 
 $3.82 per net ton. 
 
 101 cents per 100 
 pounds. 
 
 $3.40 per net ton. 
 
 $3.75 per net ton. 
 61 cents per 100 
 pounds. 
 
 .do. 
 
 8 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 10 cents per 100 
 pounds. 
 
 31 cents per 100 
 pounds. 
 
 101 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 5 cents per 100 
 pounds. 
 
 $1.50 per net ton. 
 
 121 cents per 100 
 pounds. 
 
 10 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 10 cents per 100 
 pounds. 
 
 9 cents per 100 
 pounds. 
 
 $2.40 per net ton. 
 
 $2.80 per net ton. 
 
 9 cents per 100 
 pounds. 
 
 $2.55 per net ton. 
 
 9 cents per 100 
 pounds. 
 
 23 cents per 100 
 pounds. 
 
 $2.05 pe r net ton. 
 
 $2.55 per net ton. 
 
 $3.05 per net ton. 
 
 $3.30 per net ton. 
 
 $2.05 per net ton. 
 
 $2.90 per net ton. 
 
 $2.60 per net ton. 
 
 18 cents per 100 
 pounds. 
 
 $3.82 per net ton. 
 
 10| cents per 100 
 pounds. 
 
 $3.40 per net ton 
 
 $3.75 per net ton 
 
 6! cents per 100 
 pounds. 
 
 .do. 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 $3.35 
 
 $1.92 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 * 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 * 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 973,700 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 • 
 
 
 
 
 
 
 
 2,015,700 
 
 4,471,700 
 
 
 
 
 
 
 
 
 
 
 | 
 
 
 
 560 
 
 
 
 
 
 84 cents per 100 
 pounds. 
 
 $1.43 per 2,240 
 pounds. 
 
 61 cents per 100 
 pounds. 
 
 10! cents per 100 
 pounds. 
 
 $3.60 per net ton. 
 
 .do. 
 
 84 cents per 100 
 pounds. 
 
 31 cents per 100 
 pounds. 
 
 6! cents per 100 
 pounds. 
 
 10! cents per 100 
 pounds. 
 
 Same as New 
 Orleans. 
 
 Do. 
 
 Do. 
 
 $2.70 per net ton. 
 
 $2.05 per net ton. 
 
 Do. 
 
 23 cents per 100 
 pounds. 
 
 $3.25 per 2,240 
 pounds. 
 
 31 cents per 100. 
 pounds. 
 
 32 cents per 100 
 pounds. 
 
 
 
 
 
 J 
 
 3.35 
 
 1.92 
 
 
 2,031,850 
 
 5,849,100 
 
 
 
 
 j 
 
 
 
 
 
 1 
 
 
 
 
 1,889,023 
 
 1,006,978 
 56,092 
 559,850 
 222,700 
 558,175 
 
 
 1 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 $7.80 per net ton. 
 $2.70 per net ton. 
 $2.05 per net ton. 
 .do. 
 
 
 
 
 
 
 
 
 
 
 
 
 *! 
 
 
 
 
 
 
 
 
 
 
 4,521,520 
 
 
 
 
 
 
 
 14 cents per 100 
 pounds. 
 
 $3.25 per 2,240 
 pounds. 
 
 $1.43 per 2,240 
 pounds. 
 
 $1.43 per 2,240 
 pounds. 
 
 
 
 
 1,424,950 
 
 
 
 
 
 
 
 
 
 3.35 
 
 3.35 
 
 1.92 
 
 1.92 
 
 
 
 
 
 
 
 
 
 
 
 
 
616 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Import cargo received through Pensacola. January 
 
 Arrival. 
 
 From— 
 
 To— 
 
 Magnesite. 
 
 Ferro manganese. 
 
 Muriate of potash. 
 
 Sulphate of potash. 
 
 Kainit. 
 
 Mar. 25 
 
 Apr. 11 
 
 13 
 
 25 
 
 Pomeron, Portugal... 
 
 .do.. 
 
 Montgomery, Ala.... 
 
 
 
 
 
 
 Memphis, Tenn. 
 
 
 
 
 • 
 
 
 .do. 
 
 Birmingham, Ala.... 
 
 
 
 
 
 
 .do... 
 
 Dothan, Ala. 
 
 
 
 
 
 
 Liverpool, England.. 
 
 Pomeron, Portugal... 
 
 .do. 
 
 St. Louis, Mo. 
 
 
 
 
 
 
 M ontgomery, Ala.... 
 
 
 
 
 
 
 Memphis, Tenn. 
 
 
 
 
 . 
 
 
 .do. 
 
 Birmingham, Ala.... 
 
 
 
 
 
 
 .do.. 
 
 Dothan, Ala,. 
 
 
 
 
 
 
 Liverpool, England.. 
 
 .do... 
 
 * Ensley, Ala. 
 
 
 1,113,480 
 
 134,500 
 
 
 
 • 
 
 Alabama City, Ala_ 
 
 
 
 
 
 
 
 
 
 
 
 Arrival. 
 
 May 5 
 
 From— 
 
 To— 
 
 23 
 
 31 
 
 31 
 
 July 5 
 9 
 
 24 
 
 Aug. 2 
 
 4 
 
 5 
 
 Huelva, Spain 
 
 .do. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 Liverpool, England. 
 
 _do. 
 
 Hamburg, Germany .... 
 
 _do. 
 
 _do. 
 
 _do. 
 
 Liverpool, England. 
 
 .do. 
 
 Pomeron, Portugal 
 
 .do. 
 
 .do. 
 
 .do. 
 
 23 
 
 Liverpool, England. 
 
 .do. 
 
 Pomeron, Portugal . 
 
 .do. 
 
 _do. 
 
 Liverpool, England. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 Birmingham, Ala. 
 
 East Point, Ga. 
 
 West Nashville, Tenn. 
 
 _do. 
 
 Atlanta, Ga. 
 
 Ferro¬ 
 
 manga¬ 
 
 nese. 
 
 Ensley, Ala. 
 
 Alabama City, Ala. 
 Montgomery, Ala.. 
 
 .do. 
 
 Birmingham, Ala . 
 
 Opelika, Ala. 
 
 Ensley, Ala. 
 
 .do. 
 
 Montgomery, Ala. 
 
 Dothan, Ala 
 
 Memphis, Tenn... 
 Birmingham, Ala. 
 
 Ensley, Ala. 
 
 446,950 
 133,700 
 
 107,530 
 674,920 
 
 -do. 
 
 Dothan, Ala 
 
 Montgomery, Ala. 
 
 Memphis, Tenn. 
 
 Ensley, Ala. 
 
 Sheffield, Ala. 
 
 Birmingham, Ala. 
 
 Selma, Ala. 
 
 a Per 100 pounds. 
 
 559,530 
 56,050 
 
 559,670 
 
 Muriate 
 of potash. 
 
 224,000 
 
 224,000 
 110,656 
 
 Kainit. 
 
 Pyrites. 
 
 7,471,850 
 
 1,132,250 
 
 453,000 
 
 4,882,550 
 1,684,470 
 
 2,773,750 
 1,685,950 
 565,750 
 
 1,002,200 
 
 1,513,970 
 
 2,623,560 
 999,870 
 
 955,450 
 
 4,185,950 
 
 1,394,300 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 617 
 
 1, 1905, to Octoben 7, 1905, inclusive —Continued. 
 
 sc 
 
 be 
 
 O 
 
 >> 
 
 C3 
 
 cd 
 
 bo 
 
 O 
 
 A 
 
 cd 
 
 s 
 
 TO 
 
 CO 
 
 •rH 
 
 >» 
 
 3,369,150 
 1 , 212,100 
 1,007,450 
 500,100 
 
 3,028,050 
 1,200,600 
 596,950 
 511,450 
 
 GG 
 
 (h 
 
 0) 
 
 c3 
 
 O) 
 
 O 
 
 a 
 
 a 
 
 2 
 
 o 
 
 a3 
 
 ■d 
 
 o 
 
 «*-< 
 
 o 
 
 <V 
 +-> 
 
 (h 
 
 0) 
 
 o 
 
 a> 
 
 OQ 
 
 o> 
 
 C 
 
 o3 
 
 tuo 
 
 d 
 
 o3 
 
 a 
 
 a 
 
 3 
 
 od 
 
 O 
 
 6,250 
 
 Rate charged. 
 
 t* -0 
 
 TO 
 
 P.’O 
 '-'d 
 .d 3 
 
 bo o 
 
 03 O, 
 
 go 
 
 t-i 
 
 H of 
 
 .42 
 
 3.35 
 3.35 
 
 (1) 00 
 
 ft o 
 od 
 
 Q> O 
 
 UcS 
 O <N 
 
 .17 
 
 1.92 
 
 1.92 
 
 Inland. 
 
 $1.40 per 2,240 
 pounds. 
 
 $1.75 per 2,240 
 pounds. 
 
 $1.40 per 2,240 
 pounds. 
 
 $2.90 per net ton. 
 
 25 cents per 100 
 pounds. 
 
 61 cents per 100 
 pounds. 
 
 $1.75 per 2,240 
 pounds. 
 
 61 cents per 100 
 pounds. 
 
 14£ cents per 100 
 pounds. 
 
 $1.43 per 2,240 
 pounds. 
 
 .do. 
 
 Tariff rate. 
 
 $1.40 per 2,240 
 pounds. 
 
 $1.75 per 2,240 
 pounds. 
 
 $1.40 per 2,240 
 pounds. 
 
 $2.90 per net ton. 
 
 73 cents per 100' 
 pounds. 
 
 61 cents per lOff 
 pounds. 
 
 $1.75 per 2,240 
 pounds. 
 
 61 cents per 100* 
 pounds. 
 
 144 cents per lOff 
 pounds. 
 
 31 cents per 100 
 pounds. 
 
 32 cents per 100- 
 pounds. 
 
 Cotton 
 
 bagging. 
 
 18,250 
 30,950 
 
 Cotton 
 
 tie 
 
 buckles. 
 
 Rate charged. 
 
 Through. 
 
 Ocean. 
 
 Inland. 
 
 $3.35 per 2,240 
 pounds. 
 
 .do. 
 
 $3.35 per 2,240 
 pounds. 
 
 .do. 
 
 $3.35 per 2,240 
 pounds. 
 
 .do. 
 
 30,000 
 
 $3.35 per 2,240 
 pounds. 
 
 26.7 cents per 100 
 pounds. 
 
 30.7 cents per 100 
 pounds. 
 
 22.7 cents per 100 
 pounds. 
 
 $1.92 per 2,240 
 pounds 
 
 .do. 
 
 $1.92 per 2,240 
 pounds. 
 
 .do.. 
 
 $1.92 per 2,240 
 pounds. 
 
 .do.. 
 
 $1.92 per 2,240 
 pounds. 
 
 10.7 cents per 100 
 pounds. 
 
 .do.. 
 
 .do. 
 
 64 cents per 100 
 pounds. 
 
 9.2 cents per 100 
 pounds. 
 
 104 cents per 100 
 pounds. 
 
 .do. 
 
 9.2 cents per 100 
 pounds. 
 
 $1.43 per2,240 pounds 
 
 .do 
 
 cents 
 
 per 
 
 100 
 
 pounds. 
 
 
 
 cents 
 
 per 
 
 100 
 
 pounds. 
 
 
 
 104 cents per 100 
 pounds. 
 
 124 cents per 100 
 pounds. 
 
 $1.43 per 2,240 
 
 pounds. 
 
 .do. 
 
 64 cents per 100 
 pounds. 
 
 144 cents per 100 
 pounds. 
 
 7.81 cents per 100 
 pounds. 
 
 64 cents per 100 
 pounds. 
 
 $1.43 per 2,240 
 
 pounds. 
 
 .do. 
 
 144 cents per 100 
 pounds. 
 
 64 cents per 100 
 pounds. 
 
 7.81 cents per 100 
 pounds. 
 
 $1.43 per 2,240 
 pounds. 
 
 16 cents per 100 
 pounds. 
 
 20 cents per 100 
 pounds. 
 
 12 cents per 100 
 pounds. 
 
 Tariff rate. 
 
 64 cents 
 pounds. 
 
 9.2 cents 
 pounds. 
 
 104 cents 
 pounds. 
 
 Do. 
 
 9.2 cents 
 pounds. 
 
 31 cents 
 pounds. 
 
 32 cents 
 pounds. 
 
 9 cents 
 pounds. 
 
 7 cents 
 pounds. 
 
 104 cents 
 pounds. 
 
 124 cents 
 pounds. 
 
 31 cents 
 pounds. 
 
 Do. 
 
 per 100 
 per 10O 
 per 100- 
 
 per 100 
 per 100 
 per 100 
 per 100 
 per 100 
 per 100 
 per 100 
 per 100 
 
 64 cents 
 pounds. 
 144 cents 
 pounds. 
 
 per 
 
 100 
 
 per 
 
 100 
 
 7.81 cents 
 pounds. 
 
 per 
 
 100 
 
 I 64 cents 
 pounds. 
 
 per 
 
 10O 
 
 31 cents 
 pounds. 
 
 per 
 
 100 
 
 Do. 
 
 144 cents 
 pounds. 
 
 64 cents 
 pounds. 
 
 7.81 cents 
 pounds. 
 
 31 cents 
 pounds. 
 
 16 cents 
 pounds. 
 
 20 cents 
 pounds. 
 
 12 cents 
 pounds. 
 
 per 100 
 per 100 
 per 100 
 per 100 
 per 100 
 per 100 
 
618 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Arrival. 
 
 Aug. 23 
 
 Sept. 8 
 
 Import cargo received through Pensacola January 
 
 From— 
 
 To— 
 
 Ferro 
 
 manga¬ 
 
 nese. 
 
 Muriate 
 of potash. 
 
 Kainit. 
 
 Pyrites. 
 
 Liverpool, England. 
 
 Mobile, Ala. 
 
 
 
 
 
 _do. 
 
 Meridian. Miss. 
 
 
 
 
 
 _do. 
 
 Decatur, Ala. 
 
 
 
 
 
 _do. 
 
 Americus, Ga. 
 
 
 
 
 
 _do. 
 
 Albanv, Ga. 
 
 
 
 
 
 _do . 
 
 Troy, Ala. 
 
 
 
 
 
 _do.i. 
 
 Cordele, Ga. 
 
 
 
 
 
 _do. 
 
 Dothan, Ala. 
 
 
 
 
 
 _do. 
 
 Dawson, Ga. 
 
 
 
 
 
 _do. 
 
 Tupelo, Miss. 
 
 
 
 
 
 _do. 
 
 Tuscaloosa, Ala. 
 
 
 
 
 
 _do. 
 
 Aberdeen, Miss. 
 
 
 
 
 
 _do. 
 
 Rome. Ga. 
 
 
 
 
 
 _do. 
 
 Epes, Ala . 
 
 
 
 
 
 _do. 
 
 Canton, Miss. 
 
 
 
 
 
 _do. 
 
 Eutaw, Ala. 
 
 
 
 
 
 _do. 
 
 Newton, Miss. 
 
 
 
 
 
 Huelva, Spain. 
 
 Montgomerv, Ala. 
 
 
 
 
 2,710,200 
 
 _do. 
 
 Columbus, Ga. 
 
 
 
 
 1,266,500 
 
 _do. 
 
 West Nashville, Tenn_ 
 
 
 
 
 1,254,300 l 
 
 _do. 
 
 Nashville, Tenn. 
 
 
 
 
 671,400 
 
 _do. 
 
 Atlanta, Ga. 
 
 
 
 
 462,300 
 
 _do. 
 
 Talladega, Ala. 
 
 
 
 
 675,700 
 
 
 
 
 
 
 i 
 
 l 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 619 
 
 1, 1905, to October 7, inclusive —Concluded. 
 
 Cotton ; Co « on 
 togging. buckles . 
 
 Through. 
 
 Rate charged. 
 
 Ocean. 
 
 I 
 
 Taaiff rate. 
 
 Inland. 
 
 30.400 
 
 15.950 
 
 62.300 
 
 22.250 
 
 60, 750 
 29, 700 
 
 30,500 
 
 30,700 
 
 32.400 
 
 30.300 
 
 9,350 
 
 30.250 
 29,050 
 20,600 
 
 23.950 
 9,411 
 
 24,823 
 
 18.7 cents per 100 I 10.7 cents per 100 
 pounds. pounds. 
 
 . 
 
 25.7 cents per 100 
 pounds. 
 
 30.7 cents per 100 
 pounds. 
 
 39.7 cents per 100 
 pounds. 
 
 .do. 
 
 .do. 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 
 43.7 cents per 100 
 pounds. 
 
 39.7 cents per 100 
 pounds. 
 
 45.7 cents per 100 
 pounds. 
 
 39.7 cents per 100 
 pounds. 
 
 30.7 cents per 100 
 pounds. 
 
 .do. 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 .do. 
 
 
 .do. 
 
 .do. 
 
 
 35.7 cents per 100 
 pounds. 
 
 48.7 cents per 100 
 pounds. 
 
 35.7 cents per 100 
 pounds. 
 
 32.7 cents per 100 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 
 .do. 
 
 pounds. 
 
 8 cents per 100 
 pounds. 
 
 15 cents per 100 
 pounds. 
 
 20 cents per 100 
 pounds. 
 
 29 cents per 100 
 pounds. 
 
 _do. 
 
 33 cents per 100 
 pounds. 
 
 29 cents per 100 
 pounds. 
 
 35 cents per 100 
 pounds. 
 
 29 cents per 100 
 pounds. 
 
 20 cents per 100 
 pounds. 
 
 _do. 
 
 _do. 
 
 .do. 
 
 25 cents per 100 
 pounds. 
 
 38 cents per 100 
 pounds. 
 
 25 cents per 100 
 pounds. 
 
 22 cents per 100 
 pounds. 
 
 6| cents per 100 
 pounds. 
 
 9.2 cents per 100 
 pounds. 
 
 10.5 cents per 100 
 pounds. 
 
 _do. 
 
 9.2 cents per 100 
 pounds. 
 
 61 cents per 100 
 pounds. 
 
 15 cents per 100 
 pounds. 
 
 Do. 
 
 20 cents per 100 
 pounds. 
 
 29 cents per 100 
 pounds. 
 
 Do. 
 
 33 cents per 100 
 pounds. 
 
 29 cents per 100 
 pounds. 
 
 35 cents per 100 
 pounds. 
 
 29 cents per 100 
 pounds. 
 
 20 cents per 100 
 pounds. 
 
 Do. 
 
 Do. 
 
 Do. 
 
 31 cents per 100 
 pounds. 
 
 46 cents per 100 
 pounds. 
 
 26 cents per 100 
 pounds. 
 
 30 cents per 100 
 pounds. 
 
 61 cents per 100 
 pounds. 
 
 9.2 cents per 100 
 pounds. 
 
 10.5 cents per 100 
 pounds. 
 
 Do. 
 
 9.2 cents per 100 
 pounds. 
 
 61 cents per 100 
 pounds. 
 
620 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 New York Central and Hudson River 
 ' Railroad Company, 
 
 New York, October 12, 1905. 
 
 Dear Sir: Referring to your letter of October 2, in which you ask 
 for a statement showing the rates of this company applicable on import 
 business as compared with those charged on similar domestic traffic to 
 the same inland destinations and the amount of business done at those 
 rates. 
 
 The regular established tariff rates which are charged on domestic 
 traffic are applied by this company to import traffic, except as to the 
 commodities named in the inclosed statement. On these commodities 
 the reduced proportional rates shown apply when the carriage is con¬ 
 tinuous, which means when the shipments are delivered direct from 
 the ship’s side or appraisers’ warehouse tcf the railroad cars within ten 
 days after the arrival of the vessel. These special commodity rates, 
 as well as the domestic rates, are filed with the Interstate Commerce 
 Commission; but, for convenience of comparison, both rates are shown 
 in the attached statement. 
 
 The amount of business done at these reduced proportional rates is 
 comparatively trifling, as far as this road is concerned. In the eight 
 months from January 1 to August 31, 1905, there were forwarded 
 from New York via the New York Central and West Shore roads 
 8,385 tons of traffic taking the reduced import rates, and 279,746 tons 
 of traffic taking the established domestic rates. That is to say, the 
 business carried at the reduced rates amounted to only 2.9 per cent 
 of the aggregate tonnage from New York. The remaining 97.1 per 
 cent includes such shipments of imported merchandise as are subject 
 to the regular domestic rates; but as in our records such shipments 
 are classed with domestic traffic, I am unable to give you their tonnage 
 separately from that of the domestic shipments originating" at New 
 York. 
 
 Trusting that this information may meet \^our requirements, I am, 
 Very respectfully, yours, 
 
 Nathan Guilford, 
 
 Vice- President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee, 
 
 United States Senate, Washington, I). C. 
 
DIGEST OF HEAEINGS ON E AIL WAY EATES 
 
 621 
 
 The statement referred to in the foregoing- is as follows: 
 
 Statement of rates on import traffic from New York to western points for the year 1905 
 
 showing comparison with domestic rates. 
 
 [Rates per 100 pounds.] 
 
 Articles. 
 
 Acid, carbolic, crystal, C. L. 
 
 Acid, carbolic, liquid, C. L. 
 
 Albums, in any quantity. 
 
 Ale or stout, C. L. 
 
 Ammonia, carbonate of, C. L‘. 
 
 Ammonia, muriate of, C. L. 
 
 Ammonia, sulphate of, C. L. 
 
 Asphaltum and asphaltum substitutes, 
 in solid form, in cakes, sacks, slack 
 barrels or barrels with one head 
 
 only, C. L. 
 
 Bagging, C. L. 
 
 Beans, castor, C. L. 
 
 Bleach, C. L. 
 
 Brimstone, crude, in bulk only, C. L.. 
 
 Burlaps, C. L. 
 
 Carbonate crystal, C. L. 
 
 Cement, C. L. 
 
 Citron, in brine, in wood, in any quan¬ 
 tity . 
 
 Clay, C. L. 
 
 Crockery and china, in any quantity.. 
 
 Disinfectants, dry, C. L. 
 
 Dolls, in any quantity. 
 
 fC 1 I 
 
 Feathers, in any quantity_L ' q'Y' 
 
 Ferromanganese, C. L.gross ton... 
 
 Fish, salted, in packages. q ■£,*’ 
 
 Flax waste, in bales, C. L. 
 
 Flowers, artificial, any quantity. 
 
 Fuller’s earth, C. L. 
 
 Glassware, in any quantity. 
 
 Glycerine, crude, C. L. 
 
 Gravel spar, C. L.gross ton.. 
 
 Herbs, C. L. 
 
 Kainit, C. L. 
 
 Kaolin, C. L. 
 
 Leaves, C. L. 
 
 Linoleum, C. L. 
 
 Liquors and spirits, all kinds, in cases, 
 
 in any quantity. 
 
 Magnesite, in bags or in bulk,C. L_ 
 
 Mahogany logs, C. L. 
 
 Marbles, in any quantity.^ 
 
 Mattin e. {l.c.l" 
 
 Millinery goods, n. o. s., in’any quantity 
 
 Mineral waters, C. L. 
 
 Musical instruments, in any quantity.. 
 
 Naphthaline, C. L... 
 
 Oil, cocoanut and palm, C. L. 
 
 Oil, creosote, C. L. 
 
 { C 1 T 
 L C L*' 
 
 Ore, carbonic, in bulk, C. L. .gross ton.. 
 
 Ore, chrome, C. L.gross ton.. 
 
 Ore, emery, C. L. 
 
 Ore, iron, C. L.gross ton.. 
 
 Ore, manganese, C. L.do_ 
 
 Paper, waste, C. L... 
 
 Pencils, slate, in any quantity. 
 
 Pig iron, all kinds, C. L_gross ton.. 
 
 a Not exceeding 80 inches, 
 cln compressed bales. 
 
 To Cl eve- 
 
 To Toledo, 
 
 To Indian- 
 
 To Chicago, 
 
 To East 
 
 land. 
 
 Detroit. 
 
 apolis. 
 
 Milwaukee. 
 
 St. Louis. 
 
 
 d 
 
 
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 .16 
 
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 .15 
 
 .17 
 
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 .18 
 
 .17 
 
 .21 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .19 
 
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 .17 
 
 . 25 
 
 .17 
 
 .27 
 
 v 17 
 
 .30 
 
 .17 
 
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 .20 
 
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 .16 
 
 
 .16 
 
 
 .16 
 
 
 .16 
 
 
 . 19 
 
 
 .15 
 
 .16 
 
 .15 
 
 .i6 
 
 .15 
 
 . 
 
 .19 
 
 .15 
 
 .20 
 
 .17 
 
 .23 
 
 .20 
 
 
 .20 
 
 
 .20 
 
 
 .20 
 
 
 .23 
 
 .17 
 
 
 .15 
 
 .16 
 
 .15 
 
 .16 
 
 .15 
 
 .19 
 
 .15 
 
 .20 
 
 .23 
 
 .18 
 
 («) 
 
 .18 
 
 («) 
 
 .18 
 
 («) 
 
 .18 
 
 (a) 
 
 .21 
 
 (a) 
 
 • .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35 
 
 .25 
 
 .53 
 
 .25 
 
 .59 
 
 .25 
 
 .70 
 
 .25 
 
 .75 
 
 .29 
 
 .87 
 
 }.75 
 
 / .46 
 \1.06 
 
 }.75 
 
 / -51 
 \1.18 
 
 }.75 
 
 / .60 
 11.40 
 
 }.75 
 
 j .65 
 11.50 
 
 | .87 
 
 f .75 
 \1.74 
 
 2.98 
 
 3. 51 
 
 3. 28 
 
 3.86 
 
 3.91 
 
 4.60 
 
 4.20 
 
 4. 95 
 
 4. 87 
 
 5. 74 
 
 .20 
 
 .21 
 
 } ‘ 21 
 
 / .20 
 \ .23 
 
 } .23 
 
 / .20 
 
 1 .28 
 
 } .28 
 
 / .20 
 \ .30 
 
 } .30 
 
 f .23 
 f .35 
 
 } .35 
 
 .17 
 
 .25 
 
 .17 
 
 .27 
 
 .17 
 
 .33 
 
 .17 
 
 .35 
 
 .20 
 
 .41 
 
 .75 
 
 1.06 
 
 .75 
 
 1.18 
 
 .75 
 
 1.40 
 
 .75 
 
 1.50 
 
 .87 
 
 1.74 
 
 .15 
 
 .16 
 
 .15 
 
 .17 
 
 .15 
 
 .20 
 
 .15 
 
 .22 
 
 .17 
 
 .26 
 
 .18 
 
 ( b ) 
 
 .18 
 
 ( b ) 
 
 .18 
 
 ( b ) 
 
 .18 
 
 ( b ) 
 
 .21 
 
 ( b ) 
 
 .20 
 
 .25 
 
 .20 
 
 .27 
 
 .20 
 
 .33 
 
 .20 
 
 CO 
 
 .23 
 
 .41 
 
 2. 56 
 
 
 2.81 
 
 
 3.35 
 
 
 3. 60 
 
 
 4.18 
 
 
 .25 
 
 1 .25 
 
 1 .46 
 
 }•» 
 
 / .27 
 
 1 .51 
 
 j .33 
 
 j .33 
 \ .60 
 
 } ' 35 
 
 f .35 
 \ .65 
 
 }.4! 
 
 Jc. 41 
 \d. 75 
 
 .15 
 
 .18 
 
 .15 
 
 .20 
 
 .15 
 
 .23 
 
 .15 
 
 .25 
 
 .17 
 
 .29 
 
 .15 
 
 .16 
 
 .15 
 
 .16 
 
 .15 
 
 .19 
 
 .15 
 
 .20 
 
 .17 
 
 .23 
 
 .25 
 
 .25 
 
 .27 
 
 .27 
 
 .33 
 
 .33 
 
 .35 
 
 .35 
 
 .41 
 
 .41 
 
 .25 
 
 .25 
 
 .25 
 
 .27 
 
 .25 
 
 .33 
 
 .25 
 
 .35 
 
 .29 
 
 .41 
 
 .45 
 
 .53 
 
 .45 
 
 .59 
 
 .45 
 
 .70 
 
 .45 
 
 . 75 
 
 .52 
 
 .87 
 
 .15 
 
 .16 
 
 .15 
 
 .17 
 
 .15 
 
 .20 
 
 .15 
 
 .22 
 
 .17 
 
 .26 
 
 .18 
 
 .18 
 
 .18 
 
 .20 
 
 .18 
 
 .23 
 
 .18 
 
 .25 
 
 .21 
 
 .29 
 
 1 } - 25 
 
 r .21 
 
 \ .36 
 
 j* .25 
 
 J .23 
 
 1 .39 
 
 } .25 
 
 / .28 
 l -47 
 
 } .25 
 
 / .30 
 \ .50 
 
 j- .29 
 
 \ .35 
 f .58 
 
 .25 
 
 .25 
 
 .25 
 
 .27 
 
 .25 
 
 .33 
 
 .25 
 
 .35 
 
 .25 
 
 .41 
 
 1 .50 
 
 .53 
 
 .50 
 
 .59 
 
 .50 
 
 .70 
 
 .50 
 
 . 75 
 
 .50 
 
 .87 
 
 . 50 
 
 .53 
 
 .50 
 
 .59 
 
 .50 
 
 .70 
 
 .50 
 
 .75 
 
 .58 
 
 .87 
 
 .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35 
 
 •75 
 
 . 79* 
 
 .75 
 
 .88* 
 
 .75 
 
 1.05 
 
 .75 
 
 1.12* 
 
 .87 
 
 1.30* 
 
 .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35 
 
 .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35 
 
 .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35 
 
 } .20 
 
 / .21 
 l .36 
 
 } .20 
 
 f .23 
 t .39 
 
 } .20 
 
 / .28 
 l -47 
 
 } .20 
 
 f .30 
 \ .50 
 
 } .23 
 
 f .35 
 \ .58 
 
 2.22 
 
 2.34 
 
 2.60 
 
 
 2.60 
 
 
 3.02 
 
 2. 56 
 
 3.60 
 
 2.81 
 
 4.00 
 
 3.35 
 
 4.60 
 
 3.60 
 
 5.00 
 
 4.18 
 
 5.80 
 
 .17 
 
 .18 
 
 .17 
 
 .20 
 
 .17 
 
 .23 
 
 .17 
 
 . 25 
 
 .20 
 
 .29 
 
 2.56 
 
 3.60 
 
 2.81 
 
 4.00 
 
 3.35 
 
 4.60 
 
 3. 60 
 
 5.00 
 
 4.18 
 
 5.80 
 
 2.56 
 
 3.51 
 
 2.81 
 
 3. 86 
 
 3. 35 
 
 4. 60 
 
 3.60 
 
 4. 95 
 
 4.18 
 
 5.74 
 
 .17 
 
 .18 
 
 .17 
 
 .20 
 
 .17 
 
 .23 
 
 .17 
 
 .25 
 
 .20 
 
 .29 
 
 . 25 
 
 .46 
 
 .25 
 
 .51 
 
 .25 
 
 .60 
 
 .25 
 
 .65 
 
 .29 
 
 .75 
 
 3.28 
 
 3.28 
 
 3.60 
 
 3. 60 
 
 4.30 
 
 4.30 
 
 4. 62 
 
 4.62 
 
 5.36 
 
 5. 36 
 
 t> Exceeding 80 inches. 
 d in packages. 
 
622 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Statement of rates on import traffic from New York to western points for the year 1905 r 
 
 showing comparison with domestic rates —Continued. 
 
 Articles. 
 
 Plate glass, loaded in box cars, C. L... 
 
 Plants, dormant, in crates, JC. L_ 
 
 boxes or barrels.\L. C. L.. 
 
 Potash, carbonate of, in casks, C. L- 
 
 Potash, caustic, C. L. 
 
 Potash, muriate of, C. L. 
 
 Potash, sulphate of, C. L. 
 
 Pumice stone, C. L. 
 
 Pyrites, iron, C. L.gross tons.. 
 
 Rags, C. L.. 
 
 Rice, brewers’, C. L. 
 
 Roots, C. L. 
 
 Rope, old, C. L. 
 
 Sal ammoniac, C. L. 
 
 Salt, C. L.. 
 
 Salt cake, C. L. 
 
 Saltpeter, C. L. 
 
 Seedlings, in crates, boxes, or JC. L_ 
 
 barrels.\L. C. L.. 
 
 Seeds, all kinds, C.L. 
 
 Soap, C. L. 
 
 Soda ash, C. L. 
 
 Soda, bicarbonate of, C. L. 
 
 Soda, caustic, C. L. 
 
 Soda, nitrate, C. L. 
 
 Soda, sal, C. L. 
 
 Soda, silicate, C. L. 
 
 Soda, sulphate, C. L. 
 
 Soda water, C.L. 
 
 Spiegeleisen, C. L.gross ton.. 
 
 Sulphur, crude, in bulk only, C.L. 
 
 Tea, C. L. 
 
 Tea sweepings or tea waste, C. L. 
 
 Tobacco, unmanufactured, in bales, 
 L. C. L. (when coming from Cuba)... 
 
 Toys, in any quantity.{£' ^ ' 
 
 Wines, in wood, in any quan- jc. L 
 
 tity. \L. 
 
 Wool grease, C. L. 
 
 Crockery and China: a 
 
 { C I 
 L C 
 
 In other packages. 
 
 Glassware: b 
 
 Cut glass. 
 
 Not cut—toilet sets, etc. 
 
 Not cut, n.o. s. 
 
 C.L.. 
 
 L.. 
 
 L.. 
 
 .21 
 
 .46 
 
 .21 
 
 .29 
 
 1.06 
 
 .53 
 
 .39 
 
 To Cleve- 
 
 To Toledo, 
 
 To Indian- 
 
 To Chicago, 
 
 To East 
 
 land. 
 
 Detroit. 
 
 apolis. 
 
 Milwaukee. 
 
 St. Louis. 
 
 
 d 
 
 
 d 
 
 
 d 
 
 
 d 
 
 
 d 
 
 J-t 
 
 o 
 
 PH 
 
 +-> 
 
 m 
 
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 £ 
 
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 00 
 
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 £ 
 
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 o 
 
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 a 
 
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 a 
 
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 HH 
 
 ft 
 
 HH 
 
 ft 
 
 
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 HH 
 
 ft 
 
 
 ft 
 
 $0.25 
 
 JO. 25 
 \ .36 
 
 J-0.27 
 
 (0. 27 
 
 J .39 
 
 }o. 33 
 
 JO. 33 
 l -47 
 
 j-0.35 
 
 JO. 35 
 
 1 .50 
 
 jo. 41 
 
 J«0. 41 
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 } ' 75 
 
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 .26 
 
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 .20 
 
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 .20 
 
 .30 
 
 .23 
 
 .35 
 
 2.22 
 
 2.84 
 
 2.34 
 
 2.85 
 
 2. 79 
 
 3.26 
 
 3. 00 
 
 3.50 
 
 3. 48 
 
 4.06 
 
 .17 
 
 .21 
 
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 .33 
 
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 .35 
 
 .41 
 
 .41 
 
 .17 
 
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 .23 
 
 .17 
 
 .25 
 
 .20 
 
 .29- 
 
 .16 
 
 .21 
 
 .16 
 
 .23 
 
 .16 
 
 .28 
 
 . 16 
 
 .30 
 
 .19 
 
 .35 
 
 .15 
 
 .16 
 
 .15 
 
 .16 
 
 .15 
 
 .19 
 
 .15 
 
 .20 
 
 .17 
 
 .2a 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .16 
 
 .19 
 
 .16 
 
 .20 
 
 .19 
 
 .23 
 
 .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35 
 
 .21 
 
 .46 
 
 }.53 
 
 J 23 
 
 1 50 
 
 ]• .59 
 
 f .28 
 t .50 
 
 } '70 
 
 ( .30 
 \ .50 
 
 }.75 
 
 J .35 
 \ .58 
 
 j .87 
 
 .20 
 
 .36 
 
 .20 
 
 .39 
 
 .20 
 
 .47 
 
 .20 
 
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 .23 
 
 .58 
 
 .20 
 
 .21 
 
 .20 
 
 .23 
 
 .20 
 
 .28 
 
 .20 
 
 .30 
 
 .23 
 
 .35- 
 
 .16 
 
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 2.98 
 
 3. 51 
 
 3.28 
 
 3. 86 
 
 3. 91 
 
 4.60 
 
 4.20 
 
 4.95 
 
 4.87 
 
 5.74 
 
 .16 
 
 .16 
 
 .16 
 
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 .87 
 
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 1.40 
 
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 1.50 . 1.74 
 
 .75 !. .87 
 
 . 55 .' .64 
 
 a Not exceeding 80 inches. 
 
 5 Exceeding 80 inches. 
 
 The New York, New Haven and Hartford 
 
 Railroad Company, 
 
 New Ilaven, Conn., October 9, 1905. 
 
 Dear Sir: In reply to your letter of the 2d, I desire to call your 
 attention to the fact that the question of import rates, the inland pro¬ 
 portions thereof, the relation of rates on import traffic to rates on 
 domestic traffic, and the whole subject of import traffic was exhaustively 
 investigated by the Interstate Commerce Commission last year. 
 
 The railroad officials, at the request of the Interstate Commerce 
 Commission, gave exhaustive data and information, and it occurred to 
 me that, as a result of that investigation, perhaps you could find all 
 that you wanted, in very compact form, in the Interstate Commerce 
 Commission records. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 623 
 
 The above relates to the general inquiry contained in your letter. 
 
 In regard to the specific practice during the year 1905, which of 
 course is not covered by the investigation of the Interstate Commerce 
 Commission of last 3 r ear, I beg to say: 
 
 The regular class rates from Boston to Chicago on domestic traffic 
 are as follows: 
 
 Classes. 1 2 3 4 5 6 
 
 Cents per cwt.... 75 65 50 35 30 25 
 
 The rates from Boston on domestic traffic by way of the Canadian 
 lines, via Montreal, are as follows: 
 
 Classes. 1 2 3 4 5 6 
 
 Cents per cwt.... 70 61 47 33 28 231 
 
 On all import traffic passing through Boston to the west all roads, 
 including this company, use the Canadian route rates given above, as 
 a maximum, when landed at their respective docks. 
 
 So far as we know, no railroad in Boston absorbs any charge for 
 transfer of freight from a terminal of another railroad to its own and 
 applies thereon the Canadian route rates. 
 
 There are ocean steamers arriving at Boston some of which land at 
 the terminals of the Boston and Albany, others at the terminals of the 
 Boston and Maine, and others at the terminals of this company. The 
 import traffic brought to Boston by these ocean lines is forwarded 
 over the road at whose terminals the} 7 land. Should any freight landed 
 at the Boston and Albany or Boston and Maine terminal be ordered 
 to a point on or via the New Haven road, the cost of transfer by lighter, 
 team, or switching movement is added by this company to the inland 
 rate. 
 
 Import traffic comes to us under two heads, viz, first, that which 
 reaches Boston on a bill of lading from some foreign port to Boston, 
 which bill of lading does not provide a through rate to an}^ point west 
 of Boston; second, that which comes under through bills of lading 
 from foreign ports to final destination in this country. 
 
 On the first-named class of this traffic, viz, that which is not cov¬ 
 ered by through bill of lading when delivered to us, the Canadian route 
 rates given above are charged when the traffic is forwarded from 
 Boston. 
 
 On the second class named, viz, that which is covered by through 
 bills of lading, the inland proportion charged from Boston to western 
 points is, as a rule, based on the domestic rates from Baltimore to 
 Chicago and other western points. Those rates are, to Chicago: 
 
 Classes. 1 2 3 4 5 6 
 
 Cents per cwt. 67 57 47 32 27 22 
 
 The Baltimore basis of rates is also used by Canadian lines from Hali¬ 
 fax, St. John, New Brunswick, and Montreal, on traffic from foreign 
 countries landed by vessels at those ports destined to Chicago and other 
 western points in the United States. 
 
 It will be seen from the above that the inland proportions from 
 Boston to the West, whether the Canadian route rates in effect from 
 Boston or the Baltimore basis of rates in effect from Canadian ports 
 are used, are slightly less than the domestic rates from Boston to the 
 West. 
 
624 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 This does not, however, affect adversely the Boston domestic ship¬ 
 per, because if we were to charge the Boston domestic basis on import 
 traffic, we would not receive any import traffic, as, the ocean rates from 
 foreign ports to Boston being substantially the same as they are to 
 Baltimore, to St. John, New Brunswick, Montreal, and Halifax, unless 
 the inland proportions from Boston were the same as from those other 
 ports, the import traffic would all move by way of those other ports; 
 the competition to the Boston merchant would be precisely the same, 
 and Boston, as a port, would lose all this tonnage, and if the ocean ves¬ 
 sels could not secure any import traffic to Boston they naturally would 
 withdraw from that port and Boston would lose the benefit of these 
 ocean lines for export purposes. 
 
 There are two lines of ocean steamers from Europe which land at the 
 docks of this company in South Boston. 
 
 By far the larger proportion of the traffic that they bring to us is 
 for local points in New England on our system—principally raw mate¬ 
 rial, such as Egyptian cotton and iron pyrites—only about 30 per cent 
 of the total import cargo brought by these vessels goes to points west 
 of the Hudson River^ and a very small percentage goes to western 
 points, such as Cleveland, Chicago, etc. 
 
 The rates upon such small portion of this traffic as does go to west¬ 
 ern points are governed entirely by through tariffs filed at Washington, 
 which give the through rates from the point of origin in Europe to 
 final destination in this country. 
 
 The basis for the inland proportion of these rates when covered by 
 through bills of lading are the Baltimore rates above referred to; but 
 in occasional instances, in order to meet the competition of through 
 rates via Gulf ports or Canadian ports or other North Atlantic ports, 
 the inland proportions are less than the so-called Baltimore basis, pro¬ 
 vided, of course, the steamer lines accept proportions of th§ through 
 rates that are agreeable to us. 
 
 So far as the import traffic to western points is concerned, statistics 
 show that this company for the first six months of this year carried 
 only 1£ per cent of the total import traffic via all North Atlantic ports; 
 our actual tonnage being 5,448 tons. 
 
 If the import traffic to United States points handled by way of Cana¬ 
 dian ports and by way of Gulf ports was included, our proportion of 
 the total would probably be considerably less than one-half of 1 per 
 cent. 
 
 In regard to the statement that you ask for. I do not like to say 
 that anything is impossible, but I do not think }^ou realize the amount 
 of work involved in taking each shipment to each destination for the 
 period since January 1 and showing thereon the data asked for; nor 
 do I think that you realize that if all railroads furnished this informa¬ 
 tion that the volume of statements when compiled would be enormous 
 and practically impossible to make use of. 
 
 I will, however, regardless of the cost and trouble, endeavor to have 
 such a statement prepared for you if after receipt of this letter you 
 still think it is necessary. 
 
 Yours, truly, Percy R. Todd, 
 
 First Vice-President. 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , D. C. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 625 
 
 New York, Ontario and Western Railway Company, 
 
 New York , October 30 , 1905. 
 
 Dear Sir: In reply to yours of the 2d instant (an answer to which 
 has been somewhat delayed by necessity of hunting out the details of 
 the business) I beg to say: 
 
 This company has engaged in the carrying of import freight to a 
 very slight extent, the total tonnage carried from February 1 to Octo¬ 
 ber 1, 1905, having been but 6,739 tons. Of this amount 5,654 tons 
 was smoked fish imported from Holland and Norway, which has gone 
 almost entirely via Chicago to points in the Northwest, and is of a kind 
 or quality not found or prepared in this country, as I am informed. 
 
 The import tariff rate on fish from New York to Chicago up to 
 August 23 was 20 cents per 100 pounds, and since that date 19 cents. 
 During this same period the domestic tariff' rate was 28 cents. 
 
 Very respectfully, yours, 
 
 Hon. 
 
 J. C. Anderson, 
 
 Traffic Manager. 
 
 S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , T). C. 
 
 The Pennsylvania Railroad Company, 
 
 Philadelphia , October 17 , 1905. 
 
 Dear Sir: Replying to your letter of October 2, relative to the 
 import traffic handled bj^ our company, I beg to advise you that any 
 import traffic handled by our company through New York, Philadel¬ 
 phia, and Baltimore and destined to any points east of Buffalo, Erie, 
 and Pittsburg would be handled under our domestic rates; therefore, 
 we can not very well give you the import tonnage on this traffic, and 
 as there are no comparisons to make as between import and domestic, 
 we have not gone to any trouble or expense in tlying to prepare this 
 data. 
 
 Referring to the import traffic handled through the ports of New 
 York, Philadelphia, and Baltimore and destined to points west of Buf¬ 
 falo, Erie, and Pittsburg, I beg to attach hereto copy of our I. C. C.— 
 G No. 2445, showing the proportional rates published on certain 
 import traffic taking commodity rates, and have shown in red, opposite 
 each article, the import and domestic rate as applying New York to 
 Chicago, usual differentials from Philadelphia and Baltimore. All 
 other traffic not specified in this publication will take our full domes¬ 
 tic rates. 
 
 1 also attach hereto a memorandum showing the import tonnage car¬ 
 ried by our line from New York, Philadelphia, and Baltimore for the 
 six months ending June 30,1905, as compared with the total west-bound 
 tonnage carried by the Pennsylvania Railroad, which figures, I trust, 
 will meet your requirements. 
 
 If there is any other information in this connection which } r ou would 
 like to have, I will take great pleasure in trying to comply with your 
 wishes. 
 
 As far as our company is concerned we do not publish any through 
 
 S. Doc. 244, 59-1-40 
 
626 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 rates from foreign countries; we only publish our import rates from 
 seaboard cities, and these rates are duly filed with the Interstate Com¬ 
 merce Commission. 
 
 Yours, truly, George D. Dixon, 
 
 Freight Traffic Manager . 
 
 Hon. S. B. Elkins, 
 
 Chairman Interstate Commerce Committee , 
 
 United States Senate , Washington , D. C. 
 
 (The tariff referred to in the foregoing shows the following comparisons between 
 rates on import and domestic traffic carried from New York to Chicago.) 
 
 [Rates in cents per 100 pounds.] 
 
 Commodities. 
 
 Import 
 
 traffic. 
 
 Domestic 
 
 traffic. 
 
 Acid, carbolic and crystals, carload. 
 
 $0.25 
 .25 
 
 $0.35 
 
 Albums, any quantity. 
 
 .75 
 
 Ale, stout, soda and mineral waters, carload. 
 
 .20 
 
 .30 
 
 Ammonia, carbonate of, carload. 
 
 .16 
 
 .18 
 
 Ammonia, muriate of, carload. 
 
 .16 
 
 .18 
 
 Ammonia, sulphate of, carload. 
 
 .16 
 
 .18 
 
 Asphaltum and asphaltum substitutes in solid form, in cakes, sacks, slack bar¬ 
 rels or barrels with one head only, carload minimum weight 40,000 pounds .... 
 Bagging, carload... 
 
 .20 
 
 .17 
 
 .20 
 
 .30 
 
 Beans, castor, carload. 
 
 .17 
 
 .30 
 
 Bleach, carload. 
 
 .15 
 
 .18 
 
 Brimstone, crude, in bulk only, carload. 
 
 .16 
 
 .16 
 
 Burlaps, carload. 
 
 .17 
 
 .30 
 
 Carbonate, crystal, carload. 
 
 .16 
 
 .30 
 
 Cement, carload, minimum weight 38,000 pounds, except that when the capacity 
 of the car is less the actual capacity of the car will govern, but in no case shall 
 the minimum carload weight be less than 30,000 pounds. 
 
 15 
 
 .20 
 
 Clay, carload. .*. 
 
 .15 
 
 .20 
 
 Crockery and china, any quantity. 
 
 .18 
 
 .30 
 
 Dolls, any quantity. 
 
 .25 
 
 .75 
 
 Dormant*plants and seedlings, in crates, boxes, or barrels (carload, minimum 
 weight 16,000 pounds): 
 
 Carload. 
 
 .30 
 
 .75 
 
 Less than carload... 
 
 .65 
 
 .75 
 
 Emery ore, carload. 
 
 .17 
 
 .25 
 
 Ferromanganese, carload. 
 
 4.20 
 
 4.95 
 
 Fish, salted, in packages, carload. 
 
 .20 
 
 .30 
 
 Flax waste, in bales, carload (minimum weight 20,000 pounds). 
 
 .17 
 
 .35 
 
 Fuller’s earth, carload.*. 
 
 .15 
 
 .22 
 
 Glycerin, crude, carload. 
 
 .20 
 
 .35 
 
 Gravel spar, carload. 
 
 3. 60 
 
 5.60 
 
 Hemp, carload. 
 
 .15 
 
 .30 
 
 Kainit, carload. 
 
 .15 
 
 .25 
 
 Kaolin, carload. 
 
 .15 
 
 .20 
 
 Leaves, roots, and herbs, carload. 
 
 .35 
 
 .75 
 
 Linoleum, carload. 
 
 .25 
 
 .35 
 
 Magnesite, in bags or in bulk, carload. 
 
 .15 
 
 .22 
 
 Mahogany logs, carload. 
 
 .18 
 
 .25 
 
 Matting (carload minimum weight 20.000 pounds), less than carload and carload. 
 Naphthalene or dry disinfectants, carload. 
 
 .25 
 
 .20 
 
 .35 
 
 .30 
 
 Oil, cocoanut and palm, carload. 
 
 .20 
 
 .30 
 
 Oil, creosote, carload. 
 
 .20 
 
 .30 
 
 Olives, in wood, any quantity. 
 
 .20 
 
 .30 
 
 Ore, chrome, carload. 
 
 3.60 
 
 4.00 
 
 Ore, iron, carload. 
 
 3.60 
 
 4.00 
 
 Ore, manganese, carload. 
 
 3.60 
 
 4.95 
 
 Pig iron, all kinds, carload. 
 
 4.62 
 
 4.62 
 
 Plate glass, loaded in box cars, carload. 
 
 .35 
 
 .50 
 
 Potash, carbonate of, in casks, carload. 
 
 . 16 
 
 .22 
 
 Potash, caustic, carload. 
 
 .16 
 
 .22 
 
 Potash, muriate of, carload. 
 
 .16 
 
 .22 
 
 Potash, sulphate of, carload. 
 
 .16 
 
 .22 
 
 Pyrites, iron, carload. 
 
 3.00 
 
 3.50 
 
 Rags, waste paper, and old rope, carload. 
 
 . 17 
 
 .30 
 
 Rice, brewers’,*carload... 
 
 .18 
 
 .25 
 
 Sal ammoniac, carload. 
 
 . 16 
 
 .18 
 
 Salt, carload(minimum weight, in barrels, 30,000 pounds; in boxes, 40,000 pounds; 
 in sacks or in bulk, 40,000 pounds; mixed carloads, 40,000 pounds) .. 
 
 . 15 
 
 .20 
 
 Salt cake, carload.*.....*... 
 
 .16 
 
 .20 
 
 Saltpeter, carload. 
 
 .20 
 
 .30 
 
 Seeds, all kinds, carload. 
 
 .20 
 
 .30 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 627 
 
 Commodities. 
 
 Import 
 
 traffic. 
 
 Domestic 
 
 traffic. 
 
 Sisal, carload. 
 
 SO. 15 
 .16 
 
 SO. 30 
 .18 
 
 Soda ash, carload.. 
 
 Soda, bicarbonate, carload. 
 
 .16 
 
 .20 
 
 Soda, caustic, carload. 
 
 . 16 
 
 .18 
 
 Soda, nitrate, carload. 
 
 .15 
 
 .30 
 
 Soda, sal, carload. 
 
 .16 
 
 .18 
 
 Soda, silicate, carload. 
 
 .16 
 
 . 18 
 
 Soda, sulphate, carload. 
 
 .16 
 
 .18 
 
 Spiegeleisen, carload. 
 
 4. 20 
 
 4.95 
 
 Sulphur, crude, in bulk only, carload. . 
 
 .16 
 
 .16 
 
 Tea, carload (minimum weight 20,000 pounds). 
 
 .40 
 
 .75 
 
 Tea sweepings or tea waste, carload (minimum weight 24,000 pounds). 
 
 .20 
 
 .75 
 
 Tobacco, in any quantity, from Cuba...1. 
 
 .35 
 
 .75 
 
 Toys, any quantity... 
 
 .25 
 
 .75 
 
 Wool, grease, carload. 
 
 .20 
 
 .30 
 
 
 In most cases the New York to Chicago rate is the minimum rate to all percentage 
 points east of Chicago. 
 
 The memorandum referred to in the foregoing letter is as follows: 
 
 Summary of Pennsylvania Railroad import tonnage for six months ending June 80, 1905, 
 via New York, Philadelphia, and Baltimore, as compared with Pennsylvania Railroad 
 total west-hound tonnage. 
 
 From— 
 
 Import. 
 
 West 
 
 bound. 
 
 Per cent. 
 
 New York.. 
 
 Tons. 
 9,224 
 23,428 
 12,932 
 
 Tons. 
 149,129 
 149,124 
 50,335 
 
 6.2 
 15 7 
 25.7 
 
 Philadelphia. 
 
 Baltimore. 
 
 Total. 
 
 45,604 
 
 348,588 
 
 13.1 
 
 
1 
 
 
 
 
 
 
 
 .... 
 
 •r. 
 
 
 - 
 
 ■ ' :■ .. 
 
 ■ 
 
 
 
 
 
 
 
 
 9 
 
 
 .. ; 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 * 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX VI. 
 
 DECEMBER 15, 1905. 
 
 Prepared by WILLIAM J. MEYERS, 
 
 UNDER THE DIRECTION OF 
 
 Messrs. ADAMS and NEWCOMB. 
 
APPENDIX VI. 
 
 CONCENTRATION OF RAILWAY CONTROL IN THE UNITED 
 
 STATES. 
 
 [Prepared by Mr. Wm. J. Meyers, under the direction of Messrs. Adams and 
 
 Newcomb.] 
 
 A number of witnesses who appeared before the Senate Committee 
 on Interstate Commerce made reference, either directly or by infer¬ 
 ence in their argument, to the concentration of control in the opera¬ 
 tion of railway property. 
 
 The extent to which this tendency has progressed, the means by 
 which such concentration has been accomplished, as well as the politi¬ 
 cal, social, and industrial results likely to follow, were regarded by 
 all who touched this phase of the railway problem as of importance. 
 This being the case, it was believed that the committee would be 
 assisted in its deliberations by definite information concerning con¬ 
 centration of railway control. It is the purpose of this appendix to 
 suppty such information as was obtainable. 
 
 The information here presented is based primarily upon the official 
 reports of the railway companies to the Interstate Commerce Com¬ 
 mission. Owing, however, to the fact that many of the reports for 
 the year ending June 30, 1905, had not been received at the time this 
 work was done, and owing, further, to the fact that in some cases the 
 reports filed did not fully disclose the information sought, use was 
 also made of certain standard financial publications. 
 
 The results of this investigation are presented in the form of tables, 
 which, being for the most part self-explanatoiy, are submitted without 
 extended comment. 
 
 Table I shows for each of the principal railway systems operating 
 in the United States (the word u system” being used in a technical 
 sense, as explained below) the number of miles of operated line on 
 June 30, 1904, the number of miles of second, third, and fourth track 
 operated on the same date, the gross earnings for the year ending on 
 that date, and the number of ton-miles of freight carried during the 
 same year, together with percentage figures showing the relations of 
 these various items to the totals for the United States. This table 
 shows also commercial values of certain groups of railways. It was 
 not possible to obtain for publication the values of the systems or of 
 the individual railways of which the systems are composed, inasmuch 
 as part of the data upon which this value rests were furnished b} T the 
 railways as a matter of courtesy. The manner in which the values 
 here given were arrived at is fully described in Census Bulletin No. 21, 
 which gives the commercial valuation of railways in the United States 
 as of June 30, 1904. 
 
 631 
 
632 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
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Table II .—Showing principal railway systems in the United States and the relation of their component parts to the controlling corporation —Continued. 
 
 PENNSYLVANIA SYSTEM— Continued. 
 
 636 
 
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 NEW YORK CENTRAL SYSTEM— Continued. 
 
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Table II .—Showing principal railway systems in the United States and the relation of their component parts to the controlling corporation —Continued. 
 
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The Beading Company System owns various minority interests in railway operating companies, the principal of which are helow shown: 
 
 Central R. R. Co. of New Jersey, jointly with Lehigh Coal and Navigation Co., owns control of Lehigh and Hudson River Rwy., which, with its controlled Chronicle. 
 
 lines on June 30, 1904, operated 90.30 "miles. 
 
 Reading Company owns about 80 per cent of preferred capital stock of Philadelphia Belt Line R. R. Co., w r hich on June 30, 1904, operated 6.68 miles. Reading Co. 
 
 Reading Company owns $1,000,000 out of a total issue of $40,334,800 common stock of Lehigh Valley R. R. Co., which on June 30,1904, operated 1,385.27 miles. Reading Co. 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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Table II .—Showing principal railway systems in the United States and the relation of their component parts to the'jcontrolling'jcorporation —Continued. 
 
 ERIE SYSTEM. 
 
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Table II .—Showing principal railway systems in the United States and the relation of their component parts to the controlling corporation —Continued. 
 
 UNION PACIFIC SYSTEM. 
 
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Table II .—Showing principal railway systems in the United States and the relation of their component parts to the controlling corporation —Continued. 
 
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 Denver and Rio Grande interests and Colorado and Southern Rwy. Co. jointly own all outstanding capital stock of Colorado Midland Rwy, Co., which on June 30, 1904, 
 operated 336.08 miles. Authority: Chronicle. 
 
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Table II .—Showing principal railiuay systems in the United States and the relation of their component parts to the controlling corporation —Continued. 
 
 MISSOURI, KANSAS AND TEXAS SYSTEM. 
 
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 676 
 
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 OE HEARINGS ON RAILWAY RATES 
 
 677 
 
678 
 
 DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 In the examination of the above tables the peculiar use of the word 
 u system 51 should not be overlooked. By this word is meant the aggre¬ 
 gation of rail wa} 7 elements the control of which rests ultimately in a single 
 corporation. This control may be exercised directly through the corpo¬ 
 rate ownership of the tangibles, or indirectly through the corporate 
 ownership of all or of a majority of the voting securities of the subsidiary 
 corporation, or it may arise directly from a lease or other operating 
 contract between corporations. The details upon which are based the 
 aggregation and arrangement of the component parts of the various 
 systems presented in Table I will be found in Table II, which gives a de¬ 
 tailed analysis of inter-rail way organization, and is submitted as the 
 justification of the classification reported in Table I. It also gives the 
 names and mileage of all of the component parts of the systems, and 
 shows the manner in which these systems are held together, so far as 
 their organization depends upon corporate stock ownership or con¬ 
 tractual agreement. 
 
 By reference to this table it appears that in most cases the control 
 is exercised by the indirect means of stock ownership, the controlling* 
 corporation having the power of electing all or a major part of the 
 directors of the subsidiary corporation, and through these directors 
 of controlling the operations of the corporation. 
 
 A variation in the use of the word “ system,” as just defined, may be 
 found in connection with what is called the Great Northern—Northern 
 Pacific System. Shortly after the organization of the Northern Secur¬ 
 ities Company in the latter part of 1901 this corporation acquired, in 
 exchange for its own shares, a majority of the shares of the Great 
 Northern Railway Company and a majority of those of the Northern 
 Pacific Railway Company. Later this corporation was adjudged by 
 the Federal courts to be an illegal combination and was ordered dis¬ 
 solved. By the time of such adjudication it had acquired more than 
 94 per cent of all the shares of the Great Northern Railway Company 
 and more than 99 per cent of all of those of the Northern Pacific Rail¬ 
 way Company. The plan of distribution adopted by the Northern 
 Securities Company, and after litigation sustained by the Federal 
 courts, was a pro rata distribution of assets among its shareholders. 
 Thus, it came about that approximately 94 per cent of the shares of 
 the Great Northern Railway Company and about 99 per cent of those 
 of the Northern Pacific Railway Company went into the hands of the 
 same persons. Evidently, if these persons have not changed their 
 holdings of these shares, the control of the two railway corporations 
 is practically as unified as before the dissolution of the Northern 
 Securities Company, since it is scarcely to be supposed that the minor¬ 
 ity holding of less than 6 per cent of the shares of the Great Northern 
 Railway Company which did not pass into the possession of the 
 Northern Securities Company would ever exercise the balance of 
 power. As there is no public evidence of material changes in the 
 holdings of the shares of these two railway' corporations since the dis¬ 
 solution of the Northern Securities Company, the two corporations 
 may fairly be assumed to be at the present time parts of a system 
 which is here called the Great Northern-Northern Pacific System. 
 
 The extent of the centralization of control in railway administration 
 is not fully disclosed by the information thus far presented. Com- 
 
Table III .—Showing pei'sonnel of majorities of hoards of directors controlling corpoi'aticms named in Table 1. 
 
 Covers 88.80 per cent of miles operated, 94.08 per cent of gross earnings, 96.36 per cent of ton-miles of freight carried, and 94.19 per cent of commercial value of operating property. 
 
 Covers 82.16 per cent of miles operated, 90.39 per cent of gross earnings, 93.19 per cent of ton-miles of freight carried, and 90.89 per cent of commercial value of operating property. 
 
 Covers 53.29 per cent of miles operated. 64.70 per cent of gross earnings, 71.69 per cent of ton-miles of freight carried, and 66.12 per cent of commercial value of operating property. 
 
 RAILWAY CORPORATIONS. 
 
 S S a 
 1 = 4 
 
 Penosv! van in Railroad Company. 
 
 Baltimore and Ohio Railroad Company- 
 
 Norfolk and Western Railway Company. 
 
 Ne» York Central and Hudson River Railroad Company 
 
 Chicago and Northwestern Railway Company. 
 
 Cleveland. Cincinnati. Chicago and St. Louis Railway 
 
 Read! ne Company. 
 
 Chesapeake and Ohio Railway Company. 
 
 Erie lull road Company 
 
 (tfliltnir Crtmr 
 
 £ SC 
 
 . i 5 
 
 c 5 E . S 
 
 a : - s a 
 
 “ 2 O 
 
 c = g 
 
 4 •= Q I £ 
 
 Southern Railway Company. 
 
 Delaware. Lackawanna and Western Railroad Company 
 
 Lehigh Valley Railroad Company. 
 
 Delaware ana Hudson Company.. 
 
 Great Northern Railway Company. 
 
 Northern Pacific Railway Company. 
 
 Union Pacific Railroad Company. 
 
 Southern Pacific Company.... 
 
 Rock Island Company... 
 
 n Rail way < ompai . - - 
 
 ■ 1 ” “ Coinpan) - 
 
 Wabash Railroad Company. 
 
 Denver and Rio Grande Railroad Company. 
 
 Texas and Pacific Railway Company. 
 
 St. Louis Southwestern Railway Company. 
 
 Western Maryland Railroad Company. 
 
 Atlantic Coast Line Company. 
 
 Atchison. Topeka and Santa Fe Railway Company. 
 
 New York. New Haven and Hartford Railroad Company. 
 
 Illinois Central Railroad Company. 
 
 Chicago. Milwaukee and St. Paul Railway Company. 
 
 Boston and Maine Railroad Company. 
 
 Missouri. Kansas and Texas Railway Company 
 United -tates Steel Corporation 
 
 •S Steel Co rporate 
 
 i , and Nr.)thi-rti KjiiI'mi' Company . 
 
 Minneapolis and St. Louis Railroad Company . 
 
 Seaboard Company. 
 
 Grand Trunk Railway Company of Canada.... 
 
 Canadian Pacific Railway Company. 
 
 Central of Georgia Railway Company. 
 
 Chicago Great Western Railway Company. 
 
 S. Doc. 244, 59-1. (To face page 678.) 
 
 -- 
 
 
 
 5 ^ 
 
 I 
 
 Jj > 
 
 £ I 
 
 o £ S is 
 
 s’ I 5 
 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 . • ' 
 
 * 
 
 • 
 
 
 
 
 > 
 
 
 
 
 
 
 
 
 * 
 
 * 
 
 
 
 
 
 
 
 ■ 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 679 
 
 munity of interest and unity of direction extend beyond the con¬ 
 tractual or proprietary relations which underlie the systems. This 
 may be termed the control of group interests. It has long been matter 
 of common knowledge that in many cases a comparatively small num¬ 
 ber of men acting unitedly may, through their ownership or control 
 of stocks in the controlling corporations of two or more systems, unify 
 the operations of those systems in such wise as to produce as har¬ 
 monious operation as could be had if all the elements were aggregated 
 into a single system. To determine the precise location of ownership 
 of the capital shares of the controlling corporations of the various 
 systems would require access to the stock books of these several cor¬ 
 porations. Obviously this was impracticable. The best evidence 
 which it seemed practicable to obtain from public sources in regard 
 to this unification of ownership is that embodied in the personnel of 
 the boards of directors of the controlling corporations of the several 
 s} 7 stems. When the same individuals constitute harmoniously acting 
 majorities of the boards of directors of two or more corporations, it 
 seems proper to say that the control of the particular corporations 
 whose boards are thus constituted is actually unified. It is the purpose 
 of Table III to show the extent to which concentration of railway 
 control is evidenced by the personnel of boards of railway directors. 
 
 An inspection of Table III shows several significant results. It 
 shows, for example, that the majorities of the boards of directors of 
 the corporations under whose control is carried a very large portion 
 of the east-bound traffic traversing that portion of the United States 
 east of the Mississippi river may be selected from a group of persons 
 only 39 in number. 
 
 The 9 persons indicated by the asterisks in the first line of Table 
 III constitute a majority of the board of directors of the Pennsylvania 
 Railroad Company. To these may be added four others, making a 
 total of 13 persons, with the result that these 13 constitute majori¬ 
 ties of the boards of the Pennsylvania Railroad Company and the Bal¬ 
 timore and Ohio Railroad Company. Inspection shows that these 
 13 also may control the Norfolk and Western Railway Company, and 
 the systems of these three companies comprise what is in Table I 
 called the Pennsylvania group. Throwing these statements into tabu¬ 
 lar form we have— 
 
 Capable of controlling the boards of directors of all 
 the preceding corporations in this list and that of 
 the— 
 
 To the preced¬ 
 ing total of— 
 
 May be 
 added— 
 
 Making a tota 
 of— 
 
 No persons. 
 
 9 persons. 
 
 9 persons.... 
 
 9 persons. 
 
 4 persons. 
 
 13 persons .. 
 
 lb persons . 
 
 No persons.... 
 
 13 persons .. 
 
 13 persons. 
 
 6 persons. 
 
 19 persons .. 
 
 19 persons. 
 
 No persons.... 
 
 19 persons .. 
 
 19 persons. 
 
 5 persons. 
 
 24 persons .. 
 
 24 persons. 
 
 1 person. 
 
 25 persons .. 
 
 25 persons. 
 
 2 persons. 
 
 27 persons .. 
 
 27 persons. 
 
 3 persons. 
 
 30 persons .. 
 
 30 persons. 
 
 5 persons. 
 
 35 persons .. 
 
 35 persons. 
 
 2 persons. 
 
 37 persons .. 
 
 37 persons. 
 
 2 persons. 
 
 39 persons .. 
 
 39 persons. 
 
 4 persons. 
 
 43 persons .. 
 
 43 persons. 
 
 5 persons. 
 
 48 persons .. 
 
 48 persons ...... 
 
 2 persons. 
 
 50 persons .. 
 
 50 persons. 
 
 1 person. 
 
 51 persons .. 
 
 51 persons. 
 
 6 persons. 
 
 57 persons .. 
 
 Pennsylvania Railroad Co. 
 
 Baltimore and Ohio R. R. Co. 
 
 Norfolk and Western R. R. Co. 
 
 New York Central and Hudson River R. R. Co. 
 Chesapeake and Ohio Rwy. Co. 
 
 Chicago and Northwestern Rwy. Co. 
 
 Cleveland, Cincinnati, Chicago and St. Louis Rwy.Co. 
 Reading Co. 
 
 Erie R. R. Co. 
 
 Southern Rwy. Co. 
 
 Delaware, Lackawanna and Western R. R. Co. 
 Lehigh Valley R. R.Co. 
 
 Great Northern Rwy. Co. 
 
 Northen Pacific Rwy. Co. 
 
 Union Pacific R. R. Co. 
 
 Southern Pacific Co. 
 
 Rock Island Co. 
 
680 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 This group of 39 persons (shown above the heavw line in the fore¬ 
 going) hqs within its control all railway access to the port of Phila¬ 
 delphia, and practically all of that to the ports of New York and 
 Baltimore. The only exceptions worthy of mention are the New York, 
 New Haven and Hartford and the Central Vermont in connection with 
 New York, and the Western Mar viand system in connection with Bal¬ 
 timore. The significance of these svstems in this connection mav 
 readily be judged upon reference to Table I. A large portion of the 
 export traffic of the port of Boston originating west of the Hudson 
 river is also within the control of this group, as also is a considerable 
 part of the export traffic of the ports of New Orleans, Mobile, Bruns¬ 
 wick, Savannah, Charleston, and Norfolk. 
 
 If to this group there be added 18 persons, including 6 for the Rock 
 Island system, like influence at the Pacific ports is made possible. 
 
 The important systems reaching the Pacific and not within the con¬ 
 trol of this group are the Atchison and Canadian Pacific: the only ones 
 reaching the Gulf and the South Atlantic are the Atchison System, 
 the Gould Group, the Illinois Central System, the Seaboard Company 
 System, and the Atlantic Coast Line Company System. To include 
 all these systems, except the Canadian Pacific System, will require the 
 extension of the number of persons in the controlling group to 93. 
 These 93 persons, if they acted together, would be able to control more 
 than 75 per cent of the operated mileage of the country, more than 
 81 per cent of the gross earnings, more than 87 per cent of the ton- 
 mileage, and more than 82 per cent of the commercial value of the 
 railway-operating property. 
 
 It may be proper to say a word with regard to the authorities used 
 in drawing up the table here submitted. Table III is based upon the 
 information contained in the “Railway and Industrial Section' 1 of the 
 Commercial and Financial Chronicle bearing date July 29, 1905, the 
 weekly issues of the Chronicle since that date, to and including Octo¬ 
 ber 7, 1905, and such reports of railway corporations for the year 
 ending June 30,1905, as were filed with the Interstate Commerce Com¬ 
 mission prior to October 8. The table is believed to be substantially 
 correct and to indicate fairly the present concentration of railway 
 control through directors. 
 
 Table II shows in the column headed “Authority ” the source of the 
 particular information covering intercorporation control, the initials 
 “I. C. C.” denoting the official reports of railway companies to the Inter¬ 
 state Commerce Commission, the word “Chronicle” denoting the Rail- 
 wav and Industrial Section of the Commercial and Financial Chronicle 
 of Jul} 7 29,1905, and subsequent weekly issues of that periodical prior 
 to October 8, 1905, the word “Poor” denoting Poor’s Manual of the 
 Railroads of the United States for 1901, and the word u Moody” denot¬ 
 ing Moody’s Manual of Railroad and Corporation Securities for the 
 year 1905. The stated numbers of miles operated are from the report 
 of the statistician to the Interstate Commerce Commission for the year 
 ending June 30. 1901. 
 
 Table I is based with regard to the selection of systems upon Table 
 II, and the statistical data of mileage, earnings, and freight traffic 
 from the official reports of the railway corporations to the Interstate 
 Commerce Commission for the year just stated. The values are, as 
 before stated, compiled from the material used in the preparation of 
 Census Bulletin No. 21. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 681 
 
 In view of the extent to which concentration of control has been 
 carried, as indicated by the foregoing- table, another question is natu¬ 
 rally suggested. Is this form of concentration wholly of recent 
 development, and if not, is the tendency stronger at present than for¬ 
 merly? It is of course apparent that a question of this nature is not 
 capable of definite statistical answer, but some light may be thrown 
 upon it bv a comparative study of boards of directors for different 
 years. The tables next introduced attempt such a comparison. They 
 cover the fiscal years 1889, 1898, and 1904. The year 1898 was selected 
 in view of the fact that, beginning with July, 1897, the railways of 
 the United States entered upon the present period of commercial pros¬ 
 perity. 
 
 Table IV A .—Number of directors compared with number of corporations and of miles. 
 
 1 
 
 •> 
 
 3 
 
 4 
 
 5 
 
 6 
 
 7 
 
 8 
 
 9 
 
 10 
 
 11 
 
 12 
 
 
 Operating corpora¬ 
 tions. 
 
 Miles operated. 
 
 Total 
 
 mem¬ 
 
 bership 
 
 of 
 
 boards 
 of di¬ 
 rectors. 
 
 Individuals be¬ 
 longing to these 
 boards. 
 
 Average number 
 of directorships. 
 
 Years. 
 
 
 Included in 
 this report. 
 
 
 Included in this 
 report. 
 
 
 Propor¬ 
 tion of 
 total 
 member¬ 
 ship. 
 
 lOOXCol. 9. 
 
 Per op¬ 
 erating 
 
 Per 1,000 
 miles of 
 
 In the 
 United 
 States. 
 
 No. 
 
 Propor¬ 
 tion of 
 total. 
 
 too X Col. 3. 
 
 In the 
 United 
 States. 
 
 No. 
 
 Propor¬ 
 tion of 
 total. 
 
 tooxCoi. 6. 
 
 No. 
 
 corpo¬ 
 
 ration. 
 
 Col. 8. 
 
 line. 
 
 l.OOOXCol. 8. 
 
 
 
 
 Col. 2. 
 
 
 
 Col. 5. 
 
 
 
 Col. 8. 
 
 Col. 3. 
 
 Col. 6. 
 
 1904 
 
 1,314 
 
 758 
 
 Per ct. 
 57.69 
 
 220,112 
 
 211,812 
 
 Per ct. 
 96.22 
 
 5,871 
 
 4,212 
 
 Per ct. 
 71.75 
 
 7.74 
 
 27.72 
 
 1898 
 
 1,192 
 
 739 
 
 62.00 
 
 190,870 
 
 178,362 
 
 93. 46 
 
 5,865 
 
 4,556 
 
 77.68 
 
 7.93 
 
 32.88 
 
 1889 
 
 997 
 
 559 
 
 56. 07 
 
 160,406 
 
 142,346 
 
 88. 74 
 
 4,836 
 
 3,665 
 
 75. 78 
 
 8. 65 
 
 33.97 
 
 Table IV B .—Number of operating corporations classified according to the relation of 
 
 their directors to other operating corporations. 
 
 Item. 
 
 Total number of directors. 
 
 Having no directors in boardsof other companies. 
 Having 1 director in boards of other companies.. 
 Having 2 directors in boards of other companies.. 
 Having 3 directors in boards of other companies.. 
 Having 4 directors in boards of other companies.. 
 Having 5 directors in boards of other companies. 
 Having 6 directors in boards of other companies. 
 Having 7 directors in boards of other companies. 
 Having 8 directors in boards of other companies. 
 Having 9 directors in boards of other companies. 
 Having 10 directors in boards of other companies. 
 Having 11 directors in boards of other companies. 
 Having 12 directors in boards of other companies. 
 Having 13 directors in boards of other companies. 
 Having 14 directors in boards of other companies. 
 Havingl5 directors in boards of other companies. 
 Having 16 directors in boards of other companies. 
 
 Year ending June 30— 
 
 1904. 
 
 1898. 
 
 1889. 
 
 Num¬ 
 
 ber. 
 
 Per cent. 
 
 Num¬ 
 
 ber. 
 
 Per cent. 
 
 Num¬ 
 
 ber. 
 
 Percent. 
 
 758 
 
 100.00 
 
 739 
 
 100.00 
 
 559 
 
 100.00 
 
 248 
 
 32.72 
 
 246 
 
 33.29 
 
 156 
 
 27.91 
 
 84 
 
 11.08 
 
 106 
 
 14.34 
 
 78 
 
 13.95 
 
 69 
 
 9.10 
 
 76 
 
 10.28 
 
 58 
 
 10.38 
 
 73 
 
 9. 63 
 
 71 
 
 9.61 
 
 59 
 
 10.55 
 
 67 
 
 8.84 
 
 76 
 
 10.28 
 
 53 
 
 9.48 
 
 45 
 
 5. 94 
 
 46 
 
 6.22 
 
 39 
 
 6.98 
 
 44 
 
 5.80 
 
 34 
 
 4.60 
 
 37 
 
 6.62 
 
 44 
 
 5.80 
 
 31 
 
 4.20 
 
 28 
 
 5.01 
 
 29 
 
 3.83 
 
 17 
 
 2.30 
 
 14 
 
 2.50 
 
 9 
 
 1.19 
 
 15 
 
 2. 03 
 
 11 
 
 1.97 
 
 13 
 
 1.72 
 
 8 
 
 1.08 
 
 8 
 
 1.43 
 
 12 
 
 1.58 
 
 6 
 
 .81 
 
 8 
 
 1.43 
 
 8 
 
 1.06 
 
 5 
 
 .68 
 
 9 
 
 1.61 
 
 8 
 
 1.06 
 
 1 
 
 . 14 
 
 
 
 2 
 
 .26 
 
 1 
 
 .14 
 
 
 
 0 
 
 .26 
 
 1 
 
 .18 
 
 1 
 
 .13 
 
 
 
 
 
 
 
 
 
682 
 
 DIGEST OF HEARINGS OX RAILWAY RATES 
 
 Table IV C. — Railway mileage classified according to the relations of the director* of the 
 
 operating corporations to other operating corporations. 
 
 Item. 
 
 Total mileage covered by reports.. 
 
 Having no directors in boards of other 
 
 companies. 
 
 Having 1 director in boards of other 
 
 companies. 
 
 Having 2 directors in boards of other 
 
 companies. 
 
 Having 3 directors in boards of other 
 
 companies. 
 
 Having 4 directors in boards of other 
 
 companies. 
 
 Having 5 directors in boards of other 
 
 companies. 
 
 Having 6 directors in boards of other 
 
 companies. 
 
 Having 7 directors in boards of other 
 
 companies. 
 
 Having 8 directors in boards of other 
 
 companies. 
 
 Having 9 directors in boards of other 
 
 companies.. 
 
 Having 10 directors in boards of other 
 
 companies. 
 
 Having 11 directors in boards of other 
 
 companies... 
 
 Having 12 directors in boards of other 
 
 companies. 
 
 Having 13 directors in boards of other 
 
 companies. 
 
 Having 14 directors in boards of other 
 
 companies. 
 
 Having 15 directors in boards of other 
 
 companies. 
 
 Having 16 directors in boards of other 
 companies. 
 
 Year ending June 30— 
 
 1904. 
 
 1898. 
 
 1889. 
 
 Mileage. 
 
 Propor¬ 
 tion of 
 total. 
 
 Mileage. 
 
 Propor¬ 
 tion of 
 total. 
 
 Mileage. 
 
 Propor¬ 
 tion of 
 total. 
 
 Miles. 
 
 211,812 
 
 Per cent.. 
 
 100.00 
 
 Miles. 
 
 178,362 
 
 Per cent. 
 100.00 
 
 Miles. 
 142,346 
 
 Per cent. 
 100.00 
 
 10,033 
 
 4.73 
 
 9.375 
 
 5.26 
 
 9,523 
 
 6.69 
 
 5,413 
 
 2.56 
 
 8,317 
 
 4.66 
 
 12,530 
 
 8.80 
 
 4,541 
 
 2.14 
 
 9,427 
 
 5.28 
 
 10,360 
 
 7.28 
 
 8,643 
 
 4.08 
 
 13,176 
 
 7.39 
 
 10,148 
 
 7.13 
 
 21,618 
 
 10.21 
 
 15,235' 
 
 8.54 
 
 16,430 
 
 11.54 
 
 7,956 
 
 3.76 
 
 20,256 
 
 11.36 
 
 11,394 
 
 8.01 
 
 13,181 
 
 6.22 
 
 16,332 
 
 9.16 
 
 11,551 
 
 8.12 
 
 20,381 
 
 9. 62 
 
 14,840 
 
 8.32 
 
 18,252 
 
 12.82 
 
 30,470 
 
 14.38 
 
 20, 676 
 
 11. 59 
 
 7,127 
 
 5.01 
 
 6,149 
 
 2. 90 
 
 18,396 
 
 10.31 
 
 8,969 
 
 6.30 
 
 11,132 
 
 5.26 
 
 4,499 
 
 2.52 
 
 8,149 
 
 5.72 
 
 18,486 
 
 8.73 
 
 11, 306 
 
 6.34 
 
 6,566 
 
 4.61 
 
 15,002 
 
 7.08 
 
 9,592 
 
 5. 38 
 
 7,092 
 
 4.98 
 
 25,450 
 
 12.02 
 
 5,086 
 
 2. 85 
 
 
 
 4,026 
 
 1.90 
 
 1,849 
 
 1.04 
 
 
 
 7,448 
 
 3.52 
 
 
 4,255 
 
 2.99 
 
 1,883 
 
 .89 
 
 
 
 
 Table IV D. — Namier of individual directors classified according to the numbers of 
 operating corporations to the boards of directors to which they belong. 
 
 Year ending June 30 — 
 
 Item. 
 
 1904. 
 
 1898. 
 
 1889. 
 
 Number. 
 
 Propor¬ 
 tion of 
 total. 
 
 Number. 
 
 Propor¬ 
 tion of 
 total. 
 
 Number. 
 
 Propor¬ 
 tion of 
 total. 
 
 Total number of directors. 
 
 4,212 
 
 Per cent. 
 100.00 
 
 4,556 
 
 Per cent. 
 100.00 
 
 3,665 
 
 Per cent. 
 
 100.00 
 
 
 Belonging to 1 board. 
 
 3,523 
 
 399 
 
 83.64 
 
 3,936 
 356 
 
 86.39 
 
 3,138 
 
 302 
 
 85.62 
 
 Belonging to 2 boards. 
 
 9. 47 
 
 7.82 
 
 8.24 
 
 Belonging to 3 boards. 
 
 95 
 
 2.26 
 
 112 
 
 2.46 
 
 105 
 
 2.86 
 
 Belonging to 4 boards. 
 
 72 
 
 1. 71 
 
 52 
 
 1.14 
 
 39 
 
 1.06 
 
 Belonging to 5 boards. 
 
 44 
 
 1. 04 
 
 38 
 
 .83 
 
 30 
 
 .82 
 
 Belonging to 6 boards. 
 
 18 
 
 .43 
 
 26 
 
 . 57 
 
 14 
 
 .38 
 
 Belonging to 7 boards. 
 
 18 
 
 .43 
 
 13 
 
 .29 
 
 8 
 
 .22 
 
 Belonging to 8 boards. 
 
 6 
 
 . 14 
 
 6 
 
 . 13 
 
 9 
 
 .24 
 
 Belonging to 9 boards. 
 
 8 
 
 . 19 
 
 3 
 
 .07 
 
 7 
 
 .19 
 
 Belonging to 10 boards. 
 
 7 
 
 . 17 
 
 6 
 
 . 13 
 
 5 
 
 .13 
 
 Belonging to 11 boards. 
 
 4 
 
 . 10 
 
 2 
 
 .04 
 
 i 
 
 .03 
 
 Belonging to 12 boards. 
 
 2 
 
 2 
 
 .05 
 
 3 
 
 .07 
 
 i 
 
 .03 
 
 Belonging to 13 boards. 
 
 . 05 
 
 1 
 
 .02 
 
 i 
 
 .03 
 
 Belonging to 14 boards. 
 
 4 
 
 .10 
 
 1 
 
 .02 
 
 
 Belonging to 15 boards . 
 
 2 
 
 . 05 
 
 
 Belonging to 16 boards. 
 
 i 
 
 .02 
 
 1 
 
 .02 
 
 i 
 
 .03 
 
 Belonging to 17 boards 
 
 O 
 
 05 
 
 i 
 
 .03 
 
 Belonging to 18 boards 
 
 I 
 
 02 
 
 
 
 
 Belonging to 19 boards. 
 
 l 
 
 .02 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 683 
 
 Table IV D .—Number of individual directors classified according to the numbers of 
 operating corporations to the boards of directors to which they belong —Continued. 
 
 
 
 Year ending June 30- 
 
 
 
 Item. 
 
 1904. 
 
 1898. 
 
 1889. 
 
 Number. 
 
 Propor¬ 
 tion of 
 total. 
 
 Number. 
 
 Propor¬ 
 tion of 
 total. 
 
 Number. 
 
 Propor¬ 
 tion of 
 total. 
 
 Belonging to 20 boards. 
 
 
 Per cent. 
 
 
 Per cent. 
 
 
 Per cent. 
 
 Belonging to 21 boards.;. 
 
 
 
 
 
 1 
 
 .03 
 
 Belonging to 22 boards. 
 
 i 
 
 .02 
 
 
 
 
 Belonging to 23 boards. 
 
 i 
 
 .02 
 
 
 
 
 
 Belonging to 24 boards. 
 
 i 
 
 .02 
 
 
 
 
 
 Belonging to 25 boards.. 
 
 
 
 
 
 Belonging to 26 boards. 
 
 
 
 
 
 
 
 Belonging to 27 boards. 
 
 
 
 
 
 
 
 Belonging to 28 boards. 
 
 
 
 
 
 1 
 
 .03 
 
 Belonging to 29 boards. 
 
 
 
 
 
 
 Belonging to 30 boards. 
 
 
 
 
 
 1 
 
 .03 
 
 
 
 
 
 
 
 Quite a number of significant observations may be drawn from the 
 facts submitted in the above tables. By reference to Table A one ma\ 7 
 learn the number of operating railway corporations in the United States 
 for the years 1889, 1898, and 1904, as also the number included in this 
 compilation. Thus 56.07 per cent of operating corporations are 
 included in the compilation for the year 1889 and 57.69 per cent for 
 the };ear 1904. The mileage covered, however, as may be learned from 
 column 7 of this table, was 88.74 per cent in 1889 as against 96.22 per 
 cent in 1904. The significance of these percentages are the most 
 clearly suggested by observing the proportion of mileage of corpora¬ 
 tions excluded from the compilation during the years in question. 
 Thus, in 1889 the amount of mileage excluded from the investigation 
 was 11.26 per cent of total operated mileage, which was represented 
 
 by 
 
 44.93 
 
 per cent of the total number of operating corporations. 
 
 In 1904, on the other hand, but 3.78 per cent of operated mile¬ 
 age was excluded, represented by 42.31 per cent of the total num¬ 
 ber of operating corporations. These figures indicate the relatively 
 insignificant character of the large number of railway corporations 
 which are excluded from this report, but which are included in the 
 usual compilations of independent operating railways. This class of 
 railways is composed of branches and spurs, switching lines, industrial 
 lines, and the like, which have, for one reason or another, assumed the 
 form of independent railway corporations. 
 
 Columns 8 to 10, inclusive, in Table A, show 7 the total membership of 
 boards of direction and the total number of individuals representing these 
 directorships, and a comparison of the ratio of the latter to the former 
 for the years covered by the investigation may be accepted as indicat¬ 
 ing the tendency toward concentration of railway control by means of 
 the method under consideration. In 1889 the total number of director¬ 
 ships for the 559 operating corporations was 4,836 as against 5,871 
 directorships for the 758 railway corporations in 1904. The number 
 of individuals represented on the boards of directors was 3,665 in 1889 
 as against 4,212 in 1904, the ratio of individuals to directorships being 
 75.78 to 100 in 1889, as against 71.75 to 100 in 1904. In this connec¬ 
 tion the figures for the year 1898 are significant. Thus the proportion 
 of individuals to directorships in that year was 77.68 to 100, which 
 shows (assuming that the years covered by the table are typical) that 
 
684 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 the tendency toward concentration of railway control of the form 
 under consideration came to be of especial importance beginning with 
 1898. 
 
 The facts submitted in columns 11 and 12 of Table A are also sug¬ 
 gestive. Thus the average number of directorships per operating cor¬ 
 poration has decreased from 8.65 in 1889 to 7.74 in 1904, while the 
 average number of directorships per 1,000 miles of line has decreased 
 from 38.97 to 27.72. 
 
 Table B undertakes a classification of operating corporations accord¬ 
 ing to the relation which their directors sustain to other corporations. 
 Of more significance, however, is Table C, which submits a similar 
 classification upon a mileage basis. As indicating the tendency dis¬ 
 closed by these tables, attention is called to the mileage controlled by 
 corporations having seA r en directors in boards of other corporations. 
 Referring to the two tables (B and C). it will be observed that in 1889 
 there were 28 corporations with a mileage of 18,252 miles, having 7 
 directors in the boards of other companies, while in 1904 there were 
 44corporations representing 20,381 miles of line in this class. Other 
 similar comparisons may be made. 
 
 In Table D is found yet another classification which shows the num¬ 
 ber of individual directors according as they are upon one, two, three, 
 or more boards of direction. 
 
 While the summaries submitted in Table IV are in no sense conclu¬ 
 sive as measuring the concentration of railway" control, they do, when 
 taken in connection with the preceding tables, throw considerable light 
 upon the situation. 
 
REGULATION OF RAILWAY RATES 
 
 DIGEST OF THE HEARINGS 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH‘CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 VII. 
 
 SYNOPSIS OF CASES OF ALLEGED DISCRIMINATION OTHER THAN 
 
 IN TARIFF RATES. 
 
 BASED UPON A COMPILATION FROM THE RECORDS OF THE INTERSTATE 
 COMMERCE COMMISSION, MADE BY HAROLD M. BOWMAN, UNDER 
 THE DIRECTION OF MESSRS. ADAMS AND NEWCOMB. 
 
 DECEMBER 15, 1905. 
 

 
 
 
 
 
 
 
 
 
 
 
 
 
 . . 
 
 1 9 
 
 
 
 
 
 4 
 
 
 ' 
 
 
 
 
 
 
 
 
 
 
 
 
 
 
 / 
 
 
 
 
 
 
 
APPENDIX VII 
 
 SYNOPSIS OF CASES OF ALLEGED DISCRIMINATION OTHER 
 
 THAN IN TARIFF RATES. 
 
 COMPANY CHARGES, REBATES, REFUNDS, ETC. 
 
 Docket No. 16. 
 
 Complaint .—The complainant, a copartnership doing business as 
 dealers in coal at Providence, R. I., complained of the defendant 
 railroad: 
 
 1. That it was guilty of unjust discrimination in that it received 
 shipments free of wharfage at one of its wharfs, while not at another. 
 
 2. That it was guilty of giving unreasonable preferences and ad¬ 
 vantages in making a discount or rebate of 10 per cent to any person, 
 firm, or corporation which should receive consignments of coal in 
 any one year amounting to 30,000 tons or upwards at any one station 
 on the line of the road. 
 
 Facts .—The tariff taking effect April 4, 1887, reads as follows: 
 “ For the purpose of facilitating quick dispatch of the coal cars of 
 this company a discount of 10 per cent will be made from the folloAV- 
 ing rates to any person, firm, or corporation who shall receive con¬ 
 signments of coal in any year amounting to 30,000 tons or upward 
 at any one station on the line of this road, quick dispatch to be 
 conditioned on immediate unloading of coal on its arrival at desti¬ 
 nation.” 
 
 It was found that “ the offer is not made conditional on quick dis¬ 
 patch." “ The pretended consideration is purely imaginary,” and 
 “ the quick dispatch has no necessary connection with the offer." 
 
 There Avas no reasonable probability when this tariff' Avas put out 
 that 30.000 tons would be received bv any consignor at more than 
 thi •ee places on defendant’s road, and it Avas doubtful if the quantity 
 would be received at any other station than at Worcester, and it 
 would probably be receded by only one dealer there. 
 
 Conclusion of the Commission. — The discount is not supportable 
 (1) on the published offer (vide supra), (2) on the statement in the 
 answer, which showed that Avhether quick dispatch were received or 
 not the promise Avas left to stand on the single condition of quantity, 
 or (3) on the evidence which shoAvs “ beyond question ” that a party 
 receiving a much smaller quantity than 30,000 tons can comply with 
 a condition of quick dispatch as promptly and. fully as any larger 
 dealer. 
 
 The attempt in the argument to uphold the discrimination on a 
 consideration' of quantity, merely, is an afterthought. The defend¬ 
 ant has publicly selected the ground on which it will base the dis¬ 
 crimination and must be. bound thereby. But it might change its 
 
 687 
 
688 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ground in making a new offer. However, “ there is nothing in the 
 showing in this case to justify the fixing of a limitation as the 
 ground of rebate at any specified quantity, and therefore if the 
 discount is paid to one dealer, the payment will be evidence of the 
 right of all other dealers to a like and proportionate discount.” 
 
 Order and result. —Order for relief to complainant, which order 
 was complied with. 
 
 Docket No. 186. 
 
 Complaint. —Documentary evidence, filed by the Michigan Central 
 Railroad Company, tending to show that the Grand Trunk Railway 
 was granting rebates on traffic from points in the United States to 
 points in Canada, and also charging less than its published tariff 
 rates on such traffic. 
 
 Facts.— Facts agreed. The Grand Trunk Railway Company filed 
 a tariff with the Interstate Commerce Commission on October 20, 
 1888, which gave the rates on coal and coke to a large number of 
 points in Canada, among them Hamilton and Dundas, to which the 
 rate named was $1 a ton. After October 15, 1888, it failed to main¬ 
 tain such rates on anthracite coal from points named in the United 
 States to points in Canada. It charged to Hamilton at the rate of 
 75 cents a ton, inclusive of the tolls for crossing Suspension Bridge. 
 
 Conclusion of the Commission. —The provisions of the act apply to 
 the transportation in question, and the Commission has jurisdiction. 
 The minor contention of the respondent that no domestic carrier or 
 other complainant makes proof of specific injury from disregard of 
 statutory dut} 7 , and without such proof the Commission should not 
 interfere, not sustained. Neither a formal complaint nor direct 
 damage to a complainant is necessary to give jurisdiction to the 
 Commission. The conclusion of the Commission is that the Grand 
 Trunk Railway Company violated the sixth section of the act to 
 regulate commerce. 
 
 Disposition of case .—Respondent ordered to cease and desist from 
 such violations. Order complied with. 
 
 Docket No. 130. 
 
 Complaint. —That since about April 4, 1887, the defendants' have 
 professed to maintain joint rates and classifications between Chicago 
 and New York on flour, grain, provisions, etc.; that the} 7 have not 
 maintained the same and have been guilty of unjust discrimination 
 in granting “ special rates, rebates, and drawbacks, either given di¬ 
 rectly or indirectly, by means of such devices as underbilling or 
 underweighing property transported,” and charging a large number 
 of persons for transportation of flour, grain, provisions, etc., between 
 Chicago and New ^ ork City the published rates “ when for domestic 
 consumption or subsequently exported,” while charging other per¬ 
 sons rates much lower, and even as low as 50 per cent thereof, for 
 a like and contemporaneous service under substantially similar cir¬ 
 cumstances and conditions when the property was delivered to ves¬ 
 sels and steamship lines for shipment to foreign ports under through 
 bills of lading, issued by such defendants under common arrangement 
 with such vessels and steamship lines for continuous carriage to 
 Europe. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 689 
 
 Facts. —Defendants answered, in some cases denying the alleged 
 violations, in others admitting them, but attempting to justify under 
 their interpretation of the statute. 
 
 Tables put in evidence showed the inland tariff on certain commodi¬ 
 ties from Chicago to Baltimore, Philadelphia, and New York from 
 November 4, 1887, to February 20, 1888, and the proportion of the 
 through tariffs to Liverpool to the same cities for the same time. For 
 example, on February 10, 1888, the rate to New York for consign¬ 
 ments to the seaboard on flour was 27.5, while the inland proportion 
 of the through rate was 14.625. 
 
 Conclusion of the Commission. —•“ Substantially the charge of the 
 complaint in respect to discrimination is sustained by the evidence, 
 and it was not justified by the circumstances and conditions shown 
 to exist.” The discrimination was actual, unjust, and therefore 
 unlawful. 
 
 “ In making and publishing export tariffs the rate to the seaboard 
 should be specified, and should not discriminate against the inland 
 rate unless justifiable conditions exist for a difference.” 
 
 It is not shown that such conditions exist at New York, and very 
 clearly that they do not exist. 
 
 Disposition of case. —Ordered that defendants cease from unjustly 
 discriminating in their rates for inland transportation between 
 traffic consigned on through bills to foreign ports from interior 
 points and like traffic consigned to the seaboard. Order complied 
 with. 
 
 Docket No. 158. 
 
 Complaint. —The defendants violated the provisions of the act to 
 regulate commerce in the following particulars: By granting of spe¬ 
 cial rates, rebates, and commissions, and other devices. 
 
 Disposition of case. —Complaint filed. No further proceeding on 
 docket, but reference made to docket No. 165. This was an investi¬ 
 gation “ in the matter of the rate sheets of the Chicago and North¬ 
 western Railway Company et al,” which investigation was insti¬ 
 tuted for the purpose of ascertaining whether the rate sheets of the 
 railroads in question gave the information called for by law, 
 whether they were printed and published in the manner required by 
 law, etc. 
 
 Docket No. 342. 
 
 Complaint. —Investigation on Commission’s own motion, follow¬ 
 ing informal complaint that the defendant carriers “ resort to in¬ 
 genious devices whereby rates less than the established rates are 
 given to favored shippers.” 
 
 Facts. —The facts do not appear in the complaint, and onty that 
 part of the testimony which was used to aid the Commission in in¬ 
 voking the assistance of the circuit court for the northern district 
 of Illinois to compel certain witnesses to testify is included in the 
 record. Such testimony related only to refusal of witnesses to tes- 
 tify. From the correspondence preceding the hearing, however, it 
 appears that the alleged “ ingenious devices ” were, among other 
 things, the practice of granting rebates and making it difficult to 
 place the guilt by providing that freight agents, who were required 
 
 S. Doc. 244, 59-1-44 
 
690 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 to approve vouchers for payment of rebates should, instead of sign¬ 
 ing their names thereto, use a punch of a particular pattern which 
 was accepted in place of signature. 
 
 Disposition of case .—Investigation had, but no order issued. Wit¬ 
 ness refused to testify under advice of counsel, and a proceeding was 
 instituted in the circuit court of the northern district of Illinois to 
 compel witness to testify. 
 
 Docket No. 347. 
 
 Complaint. —That defendants give rebates from established tariff 
 rates on cotton. 
 
 Facts and disposition of case .—Though the complaint involved 
 the question of rebates, the case turned upon discrimination in rates 
 appearing in the published tariffs. 
 
 Docket No. 436. 
 
 Complaint .—That defendants, through special rates, rebates, or 
 drawbacks, collected from certain parties less compensation for car¬ 
 rying corn from Wichita and central Kansas to eastern and south¬ 
 ern ports than they charged other persons for like service under simi¬ 
 lar conditions. 
 
 Disposition of case. —No hearing. On September 18, 1896, counsel 
 for complainant filed motion to dismiss case without prejudice. On 
 September 25 one of defendant companies filed amended answer. On 
 April 17, 1897, order was issued dismissing complaint. 
 
 Docket No. 492. 
 
 Complaint. —It appearing to the Commission that respondent has 
 violated the act to regulate commerce in the transportation of grain 
 between points mentioned in case heading, which violations, if prac¬ 
 ticed, are prejudicial to shippers, consignees, and the public gener¬ 
 ally, respondents are ordered to file verified answers to the questions 
 set forth in the order. 
 
 Disposition of case .—On May 5 this case was indefinitely post¬ 
 poned, apparently having been merged in other cases upon the same 
 general subject. 
 
 Docket No. 538. 
 
 Complaint. —That defendant companies have charged, since about 
 April 1, 1898, and are now charging and receiving from certain 
 persons, firms, and corporations, through various devices or means, 
 a less sum per 100 pounds and in the aggregate for the transporta¬ 
 tion of property shipped from Baltimore and Philadelphia to East 
 St. Louis and Chicago or through East St. Louis or Chicago to 
 points in Missouri, etc., than the rates specified in the tariffs and 
 received from other persons; that the rebates, drawbacks, and allow¬ 
 ances amounted in the various cases specifically set forth in the com¬ 
 plaint as much as 20 cents, 23 cents, and 8 cents per 100 pounds, 
 respectively. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 691 
 
 Disposition of case. —Apparently no testimony was taken in this 
 case, none appearing in the record. The last entries in the record 
 are those of November 21, 1898, continuing hearing to December 12, 
 1898, and December 1, an entry of order served. 
 
 Docket No. 557. 
 
 Complaint. —That defendants, since January 1, 1899, and at the 
 present time, and at time of complaint were transporting wool, steel, 
 and other commodities at less than the charges lawfully established 
 and in force “ by means of rebates, drawbacks, commissions, or other 
 devices.” 
 
 Disposition of case .—Hearing was had at St. Louis, Mo., on 
 August 17, 1899, when considerable testimony was taken. The case 
 was then adjourned with the understanding that it would be taken 
 up again, as all the witnesses desired had not been summoned, but 
 there is no evidence that it w T as again taken up. 
 
 Docket No. 595. 
 
 Complaint. —Ordered that a proceeding of inquiry and investiga¬ 
 tion be had with respect to the transportation of flour, wheat, and 
 other grain products to and from Buffalo and adjacent localities, and 
 that the respondent railroads be required to file answers to the charges 
 formulated in the order. 
 
 Disposition of case. —Answers were filed in this proceeding in 
 accordance with order of Commission, the last answer having been 
 filed November 18, 1901, and this being the last proceeding of record 
 on the docket. 
 
 Docket No. 396. 
 
 Complaint. —That defendant gave rebates in the interests of in¬ 
 terior cotton compresses and interior buyers along its line to such an 
 extent as to prohibit producers from shipping cotton, forcing them 
 thereby to sell to local buyers. 
 
 Facts and disposition of case .—Although the complaint suggested 
 the question of rebate, the case turned upon discrimination within the 
 published tariffs, and therefore is not within the scope of this inquiry. 
 
 Docket No. 781. 
 
 , % f 
 
 Complaint. —That defendant unjustly discriminated against com¬ 
 plainant in favor of a number of competitors, and that complainant 
 was charged the full schedule rate for transportation of coal from 
 mines at Glasgow, Pa., to points in New York and elsewhere, while 
 at the same time his competitors, by means of special rebate or draw¬ 
 back, were charged a rate from 40 to 60 per cent lower than that 
 charged complainant and named in the defendant’s published and 
 posted schedules. 
 
 Disposition of case .—Case assigned for hearing. Hearing post¬ 
 poned, on the application of defendant, to a date to be fixed. 
 
692 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of re¬ 
 bates: “ Seeming irregularity in charges,” 809; “ concessions,” 1120; 
 rebates, 255, 356, 399, 876, 1059, 1101. 1604. Total, 9. 
 
 Docket No. 248. 
 
 Complaint. —That defendants are guilty of unjust discriminations 
 in that they have been and are in the habit of charging regular tariff 
 rates upon property when delivered to them at New York and Phila¬ 
 delphia for transportation to Chicago and other western points, while 
 charging other persons rates which are lower, even to 50 per cent 
 thereof, for a like and contemporaneous service under substantially 
 similar circumstances, when the property was or is delivered to them 
 at New York or Philadelphia by vessel and steamship lines under 
 through bills of lading from foreign ports and foreign interior 
 points, issued under an arrangement between defendants and such 
 vessels and steamship lines and foreign railroads for the continuous 
 carriage at joint rates from the point or port of shipment to Chicago 
 and other western points, the defendant’s share of such through rate 
 being lower than their regular tariff rates. 
 
 Conclusion of the Commission. —Merchandise carried between ports 
 of entry and places of destination in the United States is entitled to 
 no preference in rates or facilities afforded over domestic merchan¬ 
 dise when there are like kinds of traffic transported from such points 
 of entry to such places of destination. It must be carried upon that 
 part of its journey which begins with the port of entry and ends with 
 the point of destination in the United States under the inland tariffs 
 of the carriers established for the transportation of domestic merchan¬ 
 dise or other freights, and under the same rules governing their car¬ 
 riage. The publication of these inland joint tariffs for the transpor¬ 
 tation of foreign merchandise, and of advances and reductions, should 
 be made at the port of entry and also at the point of destination of 
 freight in the United States. 
 
 Disposition of case. —Ordered, that the defendant railway compa¬ 
 nies named desist from carrying any article of imported traffic 
 shipped from any foreign point through any port of entry of the 
 United States or of any foreign country adjacent to the United States 
 on through bills of lading destined to any place within the United 
 States at any other than the inland tariff covering through freight 
 from such port of entry to such place of destination. Other defend¬ 
 ants required to comply with rules and practices stated in the opinion 
 herein. 
 
 Docket No. 486. 
 
 Complaint. —That defendants charged on three shipments of asbes¬ 
 tos roofing from Summerdale, Ill., to Lima, Ohio, rates which were in 
 excess of the rates published by the defendants. 
 
 Facts and conclusions of the Commission. —The question involved 
 in this case is primarily one of discrimination within the published 
 tariffs. 
 
 Disposition of case .—Ordered, November 1, 1899, that defendants 
 cease from charging for the transportation of asbestos articles in less 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 693 
 
 than carload quantities to Lima, Ohio, etc., any sum which would 
 involve a violation of the fourth section. (Details stated in order.) 
 Order also provided for reparation. Proceedings instituted in the 
 circuit court of the United States for the northern division of the 
 northern district of Illinois to compel compliance with order, June 
 11, 1900. 
 
 Docket Nos. 446 and 448. 
 
 Complaint. —No. 446. That defendant charged complainant on corn 
 shipped over its line a greater rate than that stipulated in the pub¬ 
 lished tariffs. 
 
 No. 448. Same as No. 446, with further stipulations concerning 
 wrongful decision with respect to weights of cars. 
 
 Complaints in both cases further set forth in substance that the 
 alleged overcharges were made by the defendant upon the authority 
 of circulars issued by the carrier providing maximum and minimum 
 charges; that the rules prescribed in such circulars are incapable of 
 proper enforcement, or, if enforced, they will subject shippers to un¬ 
 usual delays from the lack of sufficient equipment or other causes; 
 that the rules operate to attach fictitious weights to shipments; that 
 such circulars were issued separately from the schedules showing 
 transportation charges; that they were not thereafter included in any 
 newly printed schedules of rates. 
 
 Facts and conclusions of the Commission .—The complaints present 
 two questions for determination: First. Were the rules or regulations 
 stated in said circulars, or either of them, put in force or effect in the 
 manner prescribed by the statute ? Second. Are the rules and regula¬ 
 tions set forth in the circulars in question, or either of them, in viola¬ 
 tion of the statute? 
 
 With respect to the first question, it was “ Held, that whether a 
 rule or regulation concerning transportation can lawfully be estab¬ 
 lished by the issuance of a schedule or document which neither pre¬ 
 scribed rates, fares, nor charges, nor refers to any rate or fare sched¬ 
 ule, depends upon the rule or regulation/' If rules or regulations in 
 any way change, affect, or determine any part of the aggregate of 
 such aforesaid rates, fares, or charges, they must be stated upon the 
 schedules of such rates, fares, and schedules. According to this opin¬ 
 ion, the rules in the circulars involved in this case should have been 
 stated upon the schedule of the railway. 
 
 With regard to the second question the following determinations 
 were made. The defendant company had prescribed maximum and 
 minimum carload rates for grain, depending upon the capacity of 
 the car furnished -by the railway company to the shipper. The 
 rules so prescribed were not shown upon the carrier’s posted sched¬ 
 ules of rates and charges, and application of the rules to three carload 
 shipments of corn carried for complainant resulted in materially 
 increasing the charges above those in force upon the carrier’s pub¬ 
 lished rate schedules. Held, that complainant was entitled to recover; 
 that he was obliged only to consult schedules showing defendant’s 
 rates and charges. 
 
 Carrier had not provided track scales at stations prescribed, and a 
 rule forbidding shippers to load grain in cars beyond a specified 
 weight above the marked capacity under a so-called u penalty ” in 
 increased rates on the freight was made. Held, that such rule or 
 
694 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 regulation if properly established is not unlawful, provided that it 
 is not unreasonable. 
 
 It is further held that the minimum carload weights for corn or 
 other grain which vary with the size of cars furnished by the carriers 
 are unreasonable and cause unjust discrimination, and that the car¬ 
 rier should establish a fixed, reasonable, and just minimum carload 
 weight for corn and for each other kind of grain. 
 
 Disposition of case. —Order entered directing defendant, the rail¬ 
 road company, to desist from enforcing the minimum Weights on 
 corn or any other kind of grain which vary with the capacity of cars 
 furnished to shippers; to desist from omitting to establish a fixed 
 and just minimum carload weight for corn and other kinds of 
 grain; to desist from enforcing rules concerning minimum or maxi¬ 
 mum carload weights on corn or other grain which are not stated 
 upon its schedule, and to pay to the complainant a certain sum, as 
 stated in the order. 
 
 Docket No. 550. 
 
 Complaint. —That unjust discrimination exists against shipments 
 of corn from points east of the Mississippi River to New York for 
 export as compared with rates that prevail on such shipments from 
 points west of the Mississippi River, such discrimination being in 
 violation of sections 1, 2, 3, 4, and 6 of the act. 
 
 Docket No. 826. 
 
 Complaint. —Proceeding on investigation ordered by Commission 
 covering rates and practices of carriers engaged in the transportation 
 of cast-iron pipes and other articles from Atlantic seaboard points 
 to western destinations, particularly to determine whether tariff rates 
 for transportation aforesaid have been and are being observed. 
 
 Disposition of case. —Hearing at Washington July 31, 1905. 
 
 * INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of failure 
 to observe the tariff: 569, 1147. 
 
 Docket No. 218. 
 
 Complaint. —That defendants give unreasonable preference in rates 
 on petroleum and its products to important points on their lines where 
 the Standard Oil trust or affiliated companies have large receiving 
 and shipping tank stations, so that the said trust or companies can 
 receive and reship at such stations over defendant’s line to interme¬ 
 diate and final points of delivery at much less rates for the entire 
 service than are charged petitioner for the carriage of similar prod¬ 
 ucts from the points of origin to the same points of final delivery 
 without reshipping the same at any point. 
 
 Facts and conclusions of the Co?nmission. —Among other things, 
 it appeared that the Southern Pacific Company and the Atchison, 
 Topeka and Santa Fe Railroad Company each had several stations 
 on its lines at which no publication is made of the rates at such 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 695 
 
 stations. This was admitted, but the Commission found that such 
 conduct on their part was due to misrepresentation and misconstruc¬ 
 tion of the law. 
 
 Disposition of case. —The above railway companies were ordered 
 to make publication of the rates at stations where publication had not 
 been made. In other respects, as to these defendants and the Union 
 Pacific Railway Company, petition was dismissed. As to the other 
 rail carrier defendants, case was retained for further hearing and 
 investigation. 
 
 Docket No. 150. 
 
 Complaint. —The defendant’s charges on anthracite coal to com¬ 
 plainants are greater than those to others on bituminous coal shipped 
 contemporaneously and under similar circumstances; that defendant 
 charges complainant more on anthracite coal than it charges the 
 Lehigh Valley Coal Company under similar circumstances and con¬ 
 ditions. i 
 
 Facts and conclusions. —The question involved in this case was 
 primarily one of discrimination within the published tariffs. It was 
 held, inter alia, that when the classification is used as a device to 
 effect unjust discrimination or as a means of violating other pro¬ 
 visions in the statute the act requires the Commission so to revise 
 and correct such classification and arrangement as to overcome the 
 abuse. 
 
 Disposition of case. —Ordered that defendant desist from charging 
 more on anthracite coal between points stated than sum stipulated 
 in order of Commission. On April 30, 1901, petition to enforce order 
 was filed. On May 11 failure to comply with the order was reported 
 to the United States district attorney, and on May 14 copy of peti¬ 
 tion and order sent to Attorney-General. 
 
 Docket No. 282. 
 
 Complaint. —That the defendants’ rates on oranges and lemons 
 from various points stated in Florida to Baltimore, Philadephia, New 
 York, and other eastern cities are unjust and are not established as 
 required by law, ten days’ notice of advance not having been given. 
 
 Facts and conclusions of the Commission. —The question involved 
 was in substance one of discrimination within the published tariffs. 
 Facts as to failure of railroad to notify or give due notice of an 
 advance in rates were submitted in evidence, but it was held that 
 there was no evidence that defendant willfully omitted or failed to 
 notify Commission or the public of the advance in rates complained 
 of, or that any one sustained damage or injury by reason of such 
 failure, and therefore no case was made out for an application by 
 the Commission to the district attorney of the United States for the 
 institution of a prosecution, and no ground for a recommendation of 
 reparation of such injury. 
 
 Disposition of case .—After intermediate orders, issued on October 
 29, 1891, and December 22, 1891, order was made on February 9, 
 1892, for a rehearing, the last record according to docket being that 
 of service of order on February 20, 1892. 
 
696 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Docket No. 252. 
 
 Complaint .—Complaint alleges, among other things, that defend¬ 
 ants discriminated against complainant by charging him a higher 
 rate of freight than they did other shippers or the same weights per 
 carload over their lines of railroad; that the defendants “ in deter¬ 
 mining the weight of such carloads have rendered untrue and false 
 weights; ” that defendants in a number of instances charged a 
 higher rate per 100 pounds than they agreed to charge and changed 
 their rates on freight without giving the notice by law. 
 
 Facts 'and conclusions of the Commission. —Case was considered 
 depending in the main upon reasonableness of the rates charged. 
 And to the complainant’s testimony that he was charged for carloads 
 of lighter weight the same or greater amount of freight than others 
 were charged for carloads of greater weight, there is no satisfactory 
 proof. The evidence also fails to sustain the charge that defendants 
 willfully rendered untrue and false weights. As to overcharges, it 
 appears that some of small amounts were made by the road, but no 
 complaint was ever made of them by the complainant. It was also 
 shown that in some instances the complainant was charged for less 
 than the actual weight of his carloads. 
 
 Disposition of case .—Complaint dismissed. 
 
 Docket No. 311. 
 
 Complaint. —Complaint alleges unreasonable rate on beer in car¬ 
 loads from Cincinnati, Ohio, to Middleboro, Ivy., and that such rate 
 is also higher than defendants charged to other shippers for the same 
 service. 
 
 Facts and conclusions of the Commission .—The question involved 
 in this was primarily one of discrimination within the published 
 tariff. 
 
 Disposition of case. —Ordered that defendants cease from charging 
 or receiving for transportation of beer in carloads from Cincinnati, 
 etc., any greater aggregate compensation for transporting carload 
 shipments of like kind of property for the shorter distance from 
 Cincinnati, etc. On July 8,1893, failure to comply with the order was 
 reported to the United States district attorney, copy of the petition 
 and the letter to the district attorney being sent to the Attorney- 
 General. 
 
 Docket No. 270—Docket No. 271. 
 
 No. 270. Complaint. —That defendants charged complainant on a 
 carload of household goods from Louisville to Los Angeles, Cal., $263, 
 and for the return of similar goods of less weight $350; that the 
 charge for a carload quantity was made on both shipments, when only 
 1,300 pounds were delivered for transportation to Los Angeles. That 
 on the east-bound shipment the goods were in transit six or eight days 
 longer than is usual for the passage of cars over that route and about 
 eight days longer than the transit of the west-bound carload and 
 were received by complainant at Louisville in a badly damaged con¬ 
 dition. 
 
 No. 271. Complaint. —That defendant received and shipped to 
 complainant a carload of household goods and provisions from Louis- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 697 
 
 ville to Los Angeles, Cal., at a contract price of $263; that part 
 thereof, to wit, the household goods, were delivered, but provisions 
 were retained and held for additional freight charges, on the ground 
 that the carload was a mixed carload; that charges were imposed 
 upon 20,000 pounds, when the actual weight was about 12,000 pounds; 
 that afterwards these goods were delivered in damaged condition and 
 said demand for extra freight was withdrawn; that sale of the provi¬ 
 sions resulted in considerable damage, which defendant railway com¬ 
 pany refused to pay. 
 
 Conclusion of the Commission. —The remedy of a party for injury 
 to goods shipped resulting from delay, detention, loss, breakage, or 
 other deterioration or damage, not attributable to a violation of the 
 act to regulate commerce, is by appropriate action in the courts. 
 Where a contract is made with shippers by the carrier, member of a 
 through line, at less than the published lawful rate charged shippers 
 in general, it is not a violation of the act to regulate commerce for 
 the delivering carrier to exact payment of the full lawful rate before 
 delivery. Where, however, the shipper did not enter into a contract 
 willfully for the purpose of securing a rate which he knew, or by the 
 exercise of reasonable diligence, might have known, to be illegal, but 
 was an innocent part}^ to it, and made the shipments on the faith of 
 the rate named, the courts seem inclined to hold (and it is a matter 
 for their determination) that justice to the shipper requires that the 
 goods be delivered on payment by him of the amount specified in the 
 contract. 
 
 The balance of the conclusions involved questions of discrimination 
 within the published tariffs, and reasonable rates, and need not be 
 included here, further than to note that it was held that there was no 
 necessary connection or relation between the rates on tariffs of the 
 same kinds or class transported between the same points in opposite 
 directions over the same lines or roads, especially where the hauls 
 are of great length. 
 
 Disposition of case. —Orders were issued November 3, 1893, requir¬ 
 ing amendment of defendant’s tariffs. 
 
 Docket No. 780. 
 
 Complaint. —That defendant has in effect a rate of 12J cents per 
 100 pounds on cotton seed from Shreveport and points north thereof 
 in Louisiana to Texarkana, Ark.; that, relying on this rate, com¬ 
 plainants bought 50 carloads of cotton seed to be shipped from said 
 Louisiana points to Texarkana, but in December, after transporting 
 15 carloads, defendant refused to accept one carload at the rate pub¬ 
 lished, demanding a rate of 22 cents per 100 pounds; that this same 
 car, when billed to a competitor, was carried at the 12J-cent rate. 
 
 Disposition of case. —It was ordered in this case that defendant pay 
 complainant the sum of $2,240, with interest from January 1, 1904, 
 as reparation for damages for refusal to transport at its established 
 rate of 124 cents per 100 pounds carloads of cotton seed consigned to 
 complainant at Texarkana, Ark., and points in Louisiana. 
 
 Docket No. 335. 
 
 Complaint. —That defendant charged an unreasonable rate on six 
 carloads of peaches from Lebanon, N. J., to Buffalo, N. Y., which was 
 higher than their published rates for less than carload lots. 
 
698 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Disposition of case .—On March 24, 1893, owing to apparent ina¬ 
 bility to serve complainant with notice of hearing, the hearing was 
 indefinitely postponed. 
 
 Docket No. 452. 
 
 Complaint. —That defendants discriminated against complainant 
 in charging a higher rate for substantially the same service than they 
 charged complainant’s competitors. 
 
 Disposition of case. —On March 15 case was called, but no testimony 
 was taken, and the hearing was indefinitely postponed. 
 
 Docket No. 543. 
 
 Complaint. —That defendant has been for a year past and is now 
 charging a less sum per ton in the aggregate for the transportation of 
 coal in carloads from mines in New River and Kanawha districts in 
 West Virginia to Cincinnati than the rates named in said schedules 
 when shipped by or on account of the Chesapeake and Ohio Fuel 
 Company, while complainant and other dealers at Cincinnati are 
 charged full rates. 
 
 Disposition of case. —Hearing had at Washington, November 28-30, 
 
 1898. No further entry in docket. 
 
 Docket No. 546. 
 
 Complaint. —That defendant carriers since January 1, 1898, have 
 •charged, through various devices, a less sum per ton on bituminous 
 coal from Pennsylvania to Buffalo and Rochester, N. Y., than the 
 rates specified and authorized by the tariff; that such lower rates are 
 allowed to some persons, firms, and corporations, while higher rates 
 are charged and collected from other persons. 
 
 Disposition of case. —Hearing had at Buffalo, N. Y., January 24, 
 
 1899. On February 4, 1899, the hearing was continued to a date “ to 
 be hereafter named.” No further entry in docket. 
 
 Docket No. 614. 
 
 Complaint. —Among other things, that by verbal and secret ar¬ 
 rangements certain favored firms in Kansas City and other points on 
 defendant’s lines are given a rate so much lower than other shippers, 
 including members of complainant, can obtain that they can buy the 
 grain and pay a higher price than any other merchant, miller, or 
 dealer at Kansas City, thereby preventing the smaller shipper and 
 buyer from competing. 
 
 Disposition of case. —On March 17, 1903, an order was made dis¬ 
 missing the complaint without prejudice; the order, as it appears in 
 the record, showing that the reason for dismissal was that “ the rates 
 involved herein have been readjusted by defendants to the satisfac¬ 
 tion of complainants.” 
 
 Docket No. 738. 
 
 Complaint. —That defendants, without giving ten days’ notice 
 required by law, did on January 6, 1904, advance the rate for the 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 699 
 
 transportation of coal from San Antonio, N. Mex., to El Paso, Tex., 
 subjecting complainants, their traffic, and the town of San Antonio 
 to undue discrimination and giving preference to shippers at mines 
 north of San Antonio in violation of sections 1, 2, 3, and 6 of the act. 
 
 Disposition of case .—Hearing had at El Paso, Tex., December 
 15, 1904. Brief for defendant filed April 17, 1905, this being the 
 last docket entry. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination between shippers in rates: 12, 514, 553, 641, 719, 842, 
 1073, 1632, 2105. 
 
 Docket No. 454. 
 
 Complaint .—General investigation at the primary instance of the 
 Commission concerning the legality of the practices attendant upon 
 rebilling at the balance of the through rate. 
 
 Facts .—The practice investigated is illustrated by actual example, 
 as follows: During the period covered by this investigation, which 
 was from April 1 to July 7, 1896, and for a considerable period prior 
 thereto, the rate on grain from Kansas City to Chicago was 20 cents 
 per 100 pounds. Hutchinson, Kans., is a station upon the Santa Fe 
 Railway, which runs from there through Kansas City to Chicago, Ill. 
 The through rate from Hutchinson to Chicago was 25 cents and the 
 local rate from Plutchinson to Kansas City 134 cents. The shipper 
 from Hutchinson would forward a carload of corn to Kansas City 
 and pay the local rate of 13J cents. If afterwards he concluded to 
 send this carload on to Chicago he might ship it by the Santa Fe road, 
 or by any other road between the two points, at the balance of the 
 through rate from Hutchinson. The Chicago and Alton Railroad, 
 for instance, would transport this carload of corn from Kansas City 
 to Chicago, not for 20 cents per 100 pounds, but for lb| cents. If the 
 grain were sold at Kansas City the purchaser succeeded to the right of 
 sending it forward at the reduced rate. 
 
 When the shipper forwarded his corn to Kansas City he ordinarily 
 had no idea or purpose as to its ultimate destination. Nothing on 
 any papers connected with its transportation indicated what its des¬ 
 tination beyond Kansas City was, or that it was destined to any point 
 beyond. As a result, nearly all grain was shipped into Kansas City 
 upon a local bill of lading in the first instance; and was afterwards 
 sent forward, if it finally went forward, upon a new bill of lading, 
 at the balance of the through rate. The difference betiveen the 
 through rate from the point of origin to the point of destination and 
 the local rate from the point of origin to Kansas City was not the 
 same in all cases, or in most cases, and consequently the balance of the 
 through rate continually varied. For example, the balance of the 
 through rate from Hutchinson to Chicago was 114 cents from Salina, 
 Ivans.; from Coronado, Ivans., 8 cents; while from a point within a 
 few miles of Kansas City it might be 15 cents. That is, different 
 carloads of corn might be transported from Kansas City to Chicago 
 by the same train at rates varying from 8 to 15 cents, while the rate 
 at which the original car of corn, originating at Kansas City, would 
 be transported was 20 cents. 
 
700 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The testimony was that the practice of rebilling at the balance of 
 the through rate sprang up as a means of preserving the elevator 
 interests at Kansas City, “ but it is evident that it must also have been 
 for the purpose of enabling eastern roads without western connec¬ 
 tions to secure a portion of the business from the West.” 
 
 The machinery by which the rebilling was effected at Kansas City 
 was adjusted with the hope of making certain that the shipper who 
 demanded a reduced rate had paid his corresponding local rate into 
 Kansas City. To this end the roads centering there employed a 
 joint agent, who maintained an office with from 10 to 15 clerks. 
 The local shipper, upon the arrival of his grain in Kansas City, paid 
 the local rate and received from the railroad company transporting 
 the grain what was known as an u expense bill.' 1 This expense bill 
 gave the amount paid, the nature of the freight, point of origin, the 
 road over which it had come to Kansas City, the number of the car 
 in which it came, and, if unloaded into an elevator, the name of the 
 elevator in which it was stored. If the shipper afterwards desired 
 to forward the grain, he would cause it to be loaded and would then 
 take his expense bill, with a bill of lading partly filled out, to the 
 office of this joint agent. The joint agent would transfer from the 
 expense bill to the bill of lading the facts contained on the expense 
 bill and would certify the rate at which the grain was entitled to go 
 from Kansas City to its destination. The expense bills were retained 
 by the joint agent. 
 
 This system afforded opportunity for many abuses. For example, 
 if a corn grower who had hauled by wagon and stored in some ele¬ 
 vator a carload of corn from the vicinity of Kansas. City, could ob¬ 
 tain possession of an Ada expense bill (the balance of the through 
 rate from Ada, Ivans., being 9 cents), he thereby saved 11 cents per 
 100 pounds upon the price of that corn in the Chicago market. It 
 was suggested that inasmuch as these expense bills must have had an 
 actual market value, they would probably be bought and sold, and the 
 testimony shows that this was done. 
 
 The.practice of shipping at the balance of the through rate was 
 known as “ protecting the through rate.” This practice also pre¬ 
 vailed at other Missouri River points, as Leavenworth, Atchison, St. 
 Joseph, Omaha, etc., and the authority of the joint agent extended 
 to all these points. 
 
 Conchision of the Commission .—The first question arising from 
 these facts is: Were the shipments under this practice through ship¬ 
 ments, and for that reason entitled to the benefit of the through rate 
 which they received? The mere fact that the grain was elevated at 
 Kansas City would not necessarily deprive the shipment of the 
 quality of a through shipment; it might be necessary for the process 
 of transferring the grain from car to car, or for the preservation of 
 grain itself. The exact question involved has been ruled upon bv the 
 Commission in the Chicago, Rock Island and Pacific Railway Com¬ 
 pany v. The Chicago and Alton Railroad Company (3 I. C. C., 450), 
 and adopting the language in this case, the Commission holds that the 
 shipments as shown by the facts in this case are not through ship¬ 
 ments. It did not decide, in the case relied upon, whether the practice 
 of protecting the through rate was legal or illegal; it did not decide 
 whether there might be in the case of freight something akin to a 
 through rate with stop-over privileges, and these points not having 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 701 
 
 been decided in the precedent are expressly excluded in the present 
 opinion. “Assuming the principle to be justifiable, the methods dis¬ 
 closed are indefensible. The time allowed between the shipping in 
 and shipping out was ridiculously long. The whole system as con¬ 
 ducted was altogether too loose. It lent itself to the manipulation 
 of rates and prices. Instead of securing the producer and con¬ 
 sumer a better market and a cheaper freight rate, it offered a fertile 
 field for the speculator and jobber. 
 
 “ We do not desire to be understood as expressing any opinion upon 
 the practices of milling or reconsigning or holding in transit if the 
 shipment is a through shipment upon a through rate. What Ave de¬ 
 cided is that, upon the facts found, the shipment from the point of 
 origin to Kansas City was local and, that being so, when the grain 
 went forward it should have been carried upon the same terms and 
 conditions with grain which originated at Kansas City.” 
 
 Disposition of case .—No order. 
 
 Docket No. 782. 
 
 Complaint .—That defendants, since January 1, 1903, have col¬ 
 lected a reconsignment charge of $2 for each car of hay received by 
 complainants and reconsigned within forty-eight hours to the Union 
 and National warehouses in East St. Louis, and a car service charge 
 of $1 per day for each day over the two days allowed for unload¬ 
 ing; that these charges do not apply to shipments of oats, wheat, 
 r}^e, or corn; that under the schedules published and posted by 
 defendants five days should be allowed for unloading, and that 
 complainants are subjected to the payment of unjust charges. 
 
 Facts .—The complainant is a corporation engaged in the purchase 
 and sale of hay, with its principal office in East St. Louis. It owns 
 and operates two warehouses in East St. Louis, situated upon the 
 tracks of the Wiggins Ferry Company and the Southern Kailway. 
 It purchases hay in the yard at East St. Louis, which it takes to these 
 warehouses for the purpose of unloading, storing, and. reloading to 
 various points outside the State of Illinois, practically all hay handled 
 by it through these warehouses finally becoming the subject of inter¬ 
 state transportation by rail. 
 
 The Wiggins Ferry Company and the Southern Railway Company 
 each charge complainant $2 for switching a carload of hay to its 
 warehouses. In addition, defendant carriers, which bring hay from 
 the country, make a “ reconsignment charge ” of $2 per car for deliv¬ 
 ering hay to the Wiggins Ferry Company or the Southern Railway. 
 It is the imposition of this charge which the complainant attacks. 
 
 Certain of the steps in the handling of hay at East St. Louis are as 
 follows: Defendant railroads have, without exception, what are known 
 as “ team tracks,” where cars are placed for unloading by team, all 
 hay for consumption in East St. Louis being received upon these 
 tracks. Defendants also have “ hold ” tracks, upon which incoming 
 carloads of freight are placed in the first instance. If no special 
 delivery has been designated previous to the arrival of the car, it is 
 placed upon the team tracks as soon as may be; if special delivery has 
 been designated, it is delivered at consignee’s warehouse or track or 
 otherwise, as the case may be. Almost invariably, in case of most of 
 
702 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 the defendants, the car was put on the team tracks before notice of 
 its arrival was given, so that the commission merchant, when he took 
 his prospective customers to inspect the hay, generally found it upon 
 those tracks. 
 
 If the hay is purchased for sale outside East St. Louis, it must 
 usually be taken to some warehouse, and, in that event, the commission 
 man makes reconsignment of the carload and directs the railway com¬ 
 pany to deliver it at the desired warehouse, or, possibly, to some con¬ 
 necting carrier for shipment in present condition. This involves a 
 new and distinct service if the car has been already placed upon the 
 team track. If, however, the car is still upon the hold tracks of the 
 railway, it can usually be sent to the point designated by the recon¬ 
 signor at substantially the same cost as it could be placed upon the 
 team tracks. Complainant conceded that $2 was a reasonable sum 
 for the service rendered, provided any charge was lawful. No similar 
 charge for reconsignment of grain was made, and it was alleged that 
 this amounted to discrimination against hay and other commodities. 
 
 The new and independent service or reconsignment above mentioned 
 was performed entirely within the State of Illinois. 
 
 Conclusion of the Commission .—The service in question being en¬ 
 tirely within the State of Illinois, the Commission has no jurisdiction, 
 but it is considered that Congress might, directly or through the Com¬ 
 mission, require that shippers shall be allowed a certain time after 
 arrival in East St. Louis to designate the point of delivery for inter¬ 
 state shipments, and that such shipments may be made accordingly. 
 
 ‘Disposition of case .—Complaint dismissed. 
 
 Docket No. 757. 
 
 Complaint .—That defendant’s charge for transporting hay in car¬ 
 loads from East St. Louis, Ill., to points in States south of Kentucky 
 and Virginia and east of the Mississippi River, 2 cents per 100 pounds 
 in addition to the regular rate from Cairo, Ill., to said southeastern 
 points, when shipments originate on other railroads and are not 
 reconsigned at St. Louis, and 4 cents per 100 pounds in addition to 
 the regular rate if reconsigned at East St. Louis, and that this recon¬ 
 signment charge is in violation of sections 1, 2, and 3 of the act. 
 
 Facts .—The complainant is a corporation under the laws of the 
 State of Illinois, with its principal office at St. Louis, Mo., engaged 
 in the business of handling hay, in the course of which it operates 
 two warehouses at East St. Louis. Defendant railroad companies 
 have in effect what they term proportional rates on hay which is 
 received at East St. Louis from connections. These proportional 
 rates to southeastern points apply when the shipment is made directly 
 through East St. Louis, but if the hay is “ reconsigned ” at East St. 
 Louis the charges are 4 cents above the Ohio River rate. The tarifFs 
 of some, if not all, of defendants contemplate application of this 
 proportion only to shipments which are in fact through billed from 
 point of origin to destination. If this rule were strictly applied, hay 
 shipped locally to East St. Louis and afterwards sent on, even though 
 not unloaded, should pay a rate of 4 cents above the Ohio River rate; 
 but, in point of fact, if a carload of hay is consigned to East St. 
 Louis locally upon a local rate and consignee thereof determines upon 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 703 : 
 
 its arrival at East St. Louis to send it directly forward he may 
 do so by paying the line which brings it into St. Louis what is called 
 a reconsigning charge of $2 per car. This line upon receiving direc¬ 
 tions from consignee delivers car to the proper southern line, which 
 carries it on as a through shipment, though such southern line is 
 aware that the car was shipped into St. Louis upon the local rate. If, 
 however, the hay is unloaded by the owner at St. Louis, a rate of 4 
 cents above the Ohio River rate is always imposed. 
 
 Complainant puts his hay into warehouses at East St. Louis. The 
 practical effect of the reconsigning rule is to permit the track buyer 
 at East St. Louis, who sends the carload he purchases directly 
 through without unloading, to do so at a rate of 2 cents better than 
 that paid by complainant, who, as stated, puts his hay into ware¬ 
 houses. The evidence shows that the privilege of unloading is val¬ 
 uable to the complainant, but does not show how valuable. 
 
 Defendants justify this higher charge where hay is taken to a ware¬ 
 house and unloaded, as in the case of complainant, by the additional 
 cost which loading and unloading entails. 
 
 No reconsignment charge is made at East St. Louis in case of grain, 
 and the complainant insists that this worked an undue discrimination 
 against hay. 
 
 Conclusion of the Commission.— u Stopping of a commodity in 
 transit for the purpose of treatment or reconsignment is in the nature 
 of special privilege, which the carrier may concede, but which the 
 shipper can not, in the present state of the law, demand as a lawful 
 right. * * * Carrier can not, however, discriminate between 
 
 markets or between individuals in the granting of such privileges.” 
 The case shows, though not very clearly, that defendants concede this 
 privilege at other markets, and that a track buyer’ in East St. Louis 
 itself can send along a carload which he purchases, but does not un¬ 
 load, without payment of this charge. It further shows that the 
 right to unload this hay and handle it at its warehouse is of value 
 to the complainant and that it costs defendant something. “ Under 
 these circumstances, we think it not an undue preference against this 
 complainant if the railroads charge for the privilege what it actually 
 costs them, but we do not think they should charge more than the 
 actual cost. The case shows that the fair average cost when the 
 complainant handles its hay through its warehouse, over and above 
 the cost of the through shipment, is from $2 to $2.50 per car, or ap¬ 
 proximately 1 cent per 100 pounds.” Therefore the reconsignment 
 charge ought not to exceed the proportional rate by more than 1 
 cent, and complainant is entitled to recover whatever it has paid in 
 addition to that sum. 
 
 In deciding the case, the Commission has given to these schedules 
 the practical interpretation which the defendants themselves have 
 put upon them, and it is “ very doubtful whether a strict construction 
 of these various tariffs would permit the southern lines to receive 
 hay at the 2-cent rate, where it was not billed through to final desti¬ 
 nation from the point of origin.” 
 
 Disposition of case .—Defendants ordered to desist from imposting 
 a reconsignment charge of 4 cents per 100 pounds, and directed to pay 
 to complainant one-half of the sum stated in the findings of fact to 
 have been paid by complainant to the various defendants. 
 
704 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Docket No. 343. 
 
 Complaint. —Investigation by Commission on informal complaint 
 that respondent “ through the device of fictitious expense bills,” 
 unjustly discriminates in rates for the transportation of property 
 from various places in Nebraska via Chapin, Ill., to Toledo, Ohio. 
 
 Facts. —Hearing was commenced at Chicago July 14, 1892. It was 
 testified that there had been no violation of the law. Question of 
 discrimination through manipulation of expense bills was not brought 
 out in the testimony, as it appears in the record. 
 
 Disposition of case .—No further proceeding beyond hearing at 
 Chicago on July 14, 1892. 
 
 Docket No. 522. 
 
 Complaint. —That defendants, members of the Cleveland Car Serv¬ 
 ice Association, have adopted certain car service or demurrage charges 
 in carloads placed on the public team tracks or private siding of ship¬ 
 pers or consignees when not unloaded or loaded within forty-eight to 
 ninety-six hours, which charges in themselves are not claimed to be 
 unreasonable, but that said defendants discriminate in favor of par¬ 
 ticular shippers by allowing the large shipper privileges which the 
 small shipper and consignees do not enjoy; that defendants have a 
 terminal charge of $1 per day, which charge has been departed from 
 continually bv means of “ slow switching ” and false reporting of 
 actual time of arrival of the cars, in favor of various large shippers 
 and consignees to the prejudice and damage of petitioner and other 
 producers, shippers, and dealers at Cleveland, Ohio. 
 
 Disposition of case. —The complaint in this case was elaborate, 
 the proceedings extensive, and the testimony voluminous, but the 
 case was dismissed on July 15, 1899, on application of A. M. Sim¬ 
 mons, one of the small shippers, who, in his letter to the Commission, 
 stated that life was too short to continue the prosecution of the case. 
 
 Docket No. 605. 
 
 Complaint. —That on corn and other grain transported from points 
 in Illinois and Missouri to Vicksburg, Miss., and other points in 
 southern Mississippi Valley territory, rates less than those set forth 
 in the published tariffs are granted various favored shippers by 
 means of reconsignment or rebilling privileges, or by rebate or other 
 device. 
 
 Disposition of case .—Case was called for hearing at Chicago, but 
 upon request of complainant, or with complainant’s acquiescence, was 
 indefinitely postponed. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination in reconsignment or rebilling: 61, 2367, 3346. 
 
 Docket No. 385. 
 
 Complaint. —Investigation on order of Commission to ascertain 
 among other things whether the requirements of section 6 of the act 
 to regulate commerce and the regulations of the Commission here¬ 
 under are complied with in the filing and publishing of tariffs. 
 
DIGEST OP HEARINGS ON RAILWAY RATES. 705 
 
 Disposition of case. —Hearing was had in this case on July 6, 1894; 
 report and opinion filed April 3. 1897. 
 
 Docket No. 554. 
 
 Complaint .—That rates for the transportation of grain for export 
 from various interior points on the Atlantic seaboard and the Gulf 
 of Mexico are applied which are lower than those applied for the 
 transportation of similar grain for domestic consumption; that no 
 tariffs are filed showing a through rate from points in the United 
 States to points in foreign countries. 
 
 Facts and conclusions of the Commission .—The facts as brought 
 out in this case have little bearing upon the question of deviations 
 from the rates shown in the published tariffs. It was held, among 
 other things, that rates upon export traffic must be published and filed 
 in accordance with the provisions of section 6 of the act to regulate 
 commerce. 
 
 Disposition of case. —Ordered that respondents cease and desist 
 from charging or receiving rates from places in the interior of the 
 United States to any seaport on the Atlantic or Gulf of Mexico 
 which are higher for the transportation of flour than for the trans¬ 
 portation of wheat shipped or intended for export by sea to foreign 
 countries by an amount of from 4 to 11 cents per 100 pounds; that 
 rates from points in the United States to said seaports which are 
 higher on flour than on wheat shipped for export by sea to foreign 
 countries by more than 2 cents per 100 pounds are unlawful; that 
 rates upon grain and grain products when for export must be pub¬ 
 lished and filed with the Commission the same as domestic rates. 
 
 Docket Xo. 727. 
 
 Complaint .—The Commission being of the opinion, and having so 
 decided, that the law relating to the publication and filing of tariffs 
 applies as well to export and import traffic, it was proposed to give 
 general notice that from and after January 1, 1904, the Commission 
 would require the publication and filing of tariffs on export and im¬ 
 port traffic as well as on domestic traffic, but before taking such action 
 it was ordered that a public hearing be held at the office of the 
 Commission. 
 
 Facts. —It was brought out on the evidence that there were some 
 three or possibly four methods of making the through rate in case of 
 
 export traffic: 
 
 “ 1. By adding the inland rate to the ocean rate. 
 
 “ 2. By the method illustrated by the following example: Aber¬ 
 deen, Miss., is located upon both the Illinois Central and the Mobile 
 and Ohio railroads, of which the Illinois Central operates exclus¬ 
 ively to the port of New Orleans, and the Mobile and Ohio to the 
 port of Mobile. Assume that a cotton shipper, on January 1', 
 1904, applied to the Mobile and Ohio for a through rate on cotton to 
 Liverpool, England, and that the published export rate of the Illi¬ 
 nois Central to New Orleans on that date was 48 cents per 100 pounds. 
 Assume that the ocean rate quoted in New Orleans upon the same 
 day was 30 cents per 100 pounds (approximately the fact), the sum 
 
 S. Doc. 244, 59-1-45 
 
706 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 of these through rates establishes the through rate from Aberdeen to 
 Liverpool at 78 cents per 100 pounds through the port of New Or¬ 
 leans. The export rate by the Mobile and Ohio from Aberdeen to 
 Mobile was 43 cents on January 1, but the ocean rate from Mobile to 
 Liverpool on that day was, perhaps, 40 cents per 100 pounds, 83 
 cents in all. But the through rate via that port would be greater 
 than via the port of New Orleans. Hence if the Mobile and Ohio 
 is to compete for this traffic it must quote a rate not higher than 78 
 cents. This it does, protecting the through rate; that is, paying 
 the steamship company 40 cents for the ocean carriage and retaining 
 for its own services 38 cents, thereby accepting 5 cents per 100 pounds 
 less than its published rate. 
 
 “ 3. Upon request, the carrier names whatever export or import 
 rate it sees fit. The rates may vary to different persons at the same 
 time, or may vary from hour to hour and day to day. 
 
 “ 4. What is described as being, possibly, the fourth method is the 
 following: The carrier establishes a joint through rate from the in¬ 
 land point to the point of destination. * The tariff contains no state¬ 
 ment of either the inland or water division, nor does it appear how 
 the total rate is determined. The rail carrier files and publishes a 
 joint through rate, exactly as joint domestic rates are published. It 
 is understood the rates are adhered to. 
 
 “ The extent to which these different methods are applied can not 
 be stated with absolute accuracy. Import traffic through the ports 
 of Boston, New York, Philadelphia, and Newport News is for the 
 most part handled by the first method. Grain of all kinds is com¬ 
 monly exported by the first method, and such seems to be the case 
 with respect to exports from territory east of the Mississippi River 
 and north of the Ohio and Potomac rivers. Cotton is exported 
 through all the ports by the second method, and probably some other 
 articles in eastern and southern territory, particularly lumber, are 
 handled in the same way. Traffic from points west of the Mississippi 
 River, wffiich may pass through both the Atlantic and Gulf ports, 
 ' particularly grain and packing-house products, seems to be handled 
 by all ports to some extent by the third method, which method seems 
 to be applied to considerable traffic, both inbound and outbound, to 
 the Pacific coast ports. The fourth method is used from various 
 southern ports to Habana, Cuba. 
 
 “ Probably at least 75 per cent of the foreign business is now trans¬ 
 ported upon the published rates, and the balance is handled at what¬ 
 ever rates seem most convenient. The whole subject is, however, in 
 great confusion, no definite rule being observed in any territory.” 
 
 Conclusion of the Commission .—The act now requires the publica¬ 
 tion of import and export tariffs in the same manner as domestic 
 tariffs. Public policy requires that inland transportation of export 
 and import commerce be subject to the act to regulate commerce. If 
 carriers are to any extent relieved by act of Congress from giving the 
 notice required of advances and reductions in rates on foreign com¬ 
 merce, the rates actually made should in all cases be filed with the 
 Commission and there should be such further notice to the public as 
 may be possible. 
 
 Disposition of case .—No order. Report and opinion were filed 
 February 5, 1904. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 707 
 
 Docket No. 460. 
 
 Complaint. —Investigation on order of Commission to ascertain 
 whether respondents engaged in the transportation of corn, wheat, 
 oats, and other grain, flour, meal, and other products of grain, cattle, 
 hogs, dressed beef, and other packing-house products, provisions, and 
 other kind of property, violate the act to regulate commerce by charg¬ 
 ing less compensation per 100 pounds on carloads for shipments con¬ 
 signed for export than for like shipments when consigned for domes¬ 
 tic use, and whether they are transporting such export traffic at rates 
 not authorized by or set forth in any schedule or tariff (involving 
 shipments from Omaha and South Omaha, Nebr., Chicago, Ill., and 
 other points to New Orleans). 
 
 Disposition of case. —Hearings were had in this case at Chicago, St. 
 Louis, and Washington, the last entry in the docket being that of the 
 filing of proposed findings of fact by the Illinois Central Railroad 
 on August 26, 1897. 
 
 Docket No. 461. 
 
 Complaint. —Investigation on order of Commission to ascertain 
 whether respondents, engaged in the transportation of corn, wheat, 
 oats, and other grain, flour, meal, and other products of grain, cattle, 
 hogs, dressed beef, and other packing-house products, provisions, and 
 other kind of property, violate the act to regulate commerce by charg¬ 
 ing less compensation per 100 pounds on carloads for shipments con¬ 
 signed for export than for like shipments when consigned for domestic 
 use, and whether they are transporting such export traffic at rates 
 not authorized by or set forth in any schedule or tariff (involving 
 shipments from Omaha and South Omaha, Nebr., Chicago, Ill., and 
 other points to New Orleans). 
 
 Disposition of case. —On June 28, 1897, this case was called, but 
 respondents failed to make appearance. Hearing having been held 
 on April 7, 1897, order was entered June 28, allowing forty days for 
 filing briefs, this being the last entry on the docket. 
 
 Docket No. 462. 
 
 Complaint. —Investigation on order of Commission to ascertain 
 whether respondents, engaged in the transportation of corn, wheat, 
 oats, and other grain, flour, meal, and other products of grain, cattle, 
 hogs, dressed beef, and other packing-house products, provisions, and 
 other kind of property, violate the act to regulate commerce by charg¬ 
 ing-less compensation per 100 pounds on carloads for shipments con¬ 
 signed for export than for like shipments when consigned for domes¬ 
 tic use, and whether they are transporting such export traffic at rates 
 not authorized by or set forth in any schedule or tariff (involving 
 shipments from Minneapolis and St. Paul, Minn., Kansas City, Mo., 
 and other points to New York, Philadelphia, and other ports). 
 
 Disposition of case. —Hearing had at Chicago, Ill., September 19, 
 1896. This is the last entry in the docket. 
 
 Docket No. 463. 
 
 Complaint. —Investigation on order of Commission to ascertain 
 whether respondents engaged in the transportation of corn, wheat, 
 
708 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 oats and other grain, flour, meal, and other products of grain, cattle, 
 hogs, dressed beef, and other packing-house products, provisions, and 
 other kinds of property, violate the act to regulate commerce by 
 charging less compensation per 100 pounds on carloads for shipments 
 consigned for export than for like shipments when consigned for 
 domestic use, and whether they are transporting such export traffic 
 at rates not authorized by or set forth in any schedule or tariff (in¬ 
 volving shipments from Kansas City, Mo., and other points to New 
 Orleans). 
 
 Disposition of case. —The last entry in docket is that of the filing 
 of proposed findings of fact by the Illinois Central Railroad and 
 Kansas City, Fort Scott and Memphis Railway, the Illinois Central 
 Railroad Company having been made a party respondent, together 
 with the Yazoo and Mississippi Valley Railway, on January 26. 1897. 
 
 Docket No. 487. 
 
 Complaint. —That the defendant company fails to print, publish, 
 and post in its depot at Biloxi schedules of its rates from Biloxi to 
 various points as named. 
 
 Disposition of case. —Order of discontinuance entered March 2, 
 1898. 
 
 INFORMAL complaints. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination by failure to publish the tariffs: 8, 20, 295, 477, 566, 1033, 
 
 1117, 1991, 2137, 3241. 
 
 ' ' ' _ / 
 
 Docket No. 418. 
 
 Complaint. —The complaint is of discrimination in the published 
 tariffs, but it appears that the facts brought out in the evidence in¬ 
 volve granting of free transportation to shippers. 
 
 Facts. —■“ The findings show that on some of the lines passes en¬ 
 titling the holder to free transportation as a passenger are issued to 
 shippers or dealers on account of the interstate milk traffic of the 
 road ” (p. 163). 
 
 Conclusion of the Commission .— 44 The issuance of such passes for 
 interstate transportation is an offense against the law, as affording 
 transportation for an interstate journey at less than established fares 
 or charges, and whether the pass issued entitled the holder to inter¬ 
 state passage or not, if granted on account of the interstate transpor¬ 
 tation of freight, it results in a 4 rebate ’ or 4 device ’ whereby the 
 pass holder obtains such freight transportation not only at some¬ 
 thing less than tariff rates, but for a less net price than is exacted 
 from persons not so favored who are shippers of like traffic trans¬ 
 ported under similar conditions between the same points. The giv¬ 
 ing of free or reduced transportation to shippers of or dealers in 
 milk carried by a road to interstate destinations is unlawful.” The 
 opinion also says, 44 extraordinary or unnecessary cost can not be per¬ 
 mitted to cause unreasonable or unjust rates, discriminations, pref¬ 
 erences, or prejudices.” 
 
 Disposition of case. —No order respecting free transportation of 
 shippers. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 709 
 
 Order that defendants immediately readjust their rates in accord¬ 
 ance with the conclusions of the Commission and establish and file 
 the same within a time stated. Order complied with. 
 
 Docket No. 305. 
 
 Complaint .—That defendant by prohibiting complainant from rid¬ 
 ing on its trains Nos. 1 and 5 under a pass issued to him for return 
 transportation from Chicago to Odebolt, Iowa, after having accom¬ 
 panied a shipment of stock to Chicago, by which complainant lost 
 one day’s time, while permitting stock men returning to Council 
 Bluffs and other points in Iowa and Nebraska to ride on such trains 
 under like passes, unlawfully discriminated against complainant. 
 
 Facts .—Contracts were made by the railway to transport stock 
 into Chicago. Contracts were also made by some roads to transport 
 stock from points west of the Missouri River to Chicago. In these 
 contracts agreement is made to transport a certain number of men, 
 depending upon the size of the shipment, back to the place of ship- 
 men. There are four passenger trains running from Chicago every 
 twenty-four hours, two of which are run for the Iowa business, the 
 other two for business west. An attempt is made to distribute 
 traffic among these four trains so as to meet the demands of the 
 public. In doing this an attempt is made to put passengers destined 
 west of the Missouri on those trains which connect at the Missouri 
 River. The complainant in this case not residing west of the Mis¬ 
 souri River did not receive a pass good on such trains, and claimed 
 that he thereby lost time. These facts appear in the testimony, there 
 being no formal findings of fact by the Commission. 
 
 Disposition of case .—On February 25, 1898, it appearing that de¬ 
 fendant had satisfied the complaint in this proceeding, the Com¬ 
 mission directed that the complaint should be dismissed without 
 prejudice. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination in the granting of free passes to shippers of freight or 
 their agents: 21, 360, 1634, 2670, 2855, 3469. 
 
 Informal complaint No. 669 concerns rebates by hauling empty 
 barrels free. 
 
 Informal complaints 101 and 173 bear upon rebates by the giving 
 of commissions. 
 
 Docket No. 307. 
 
 Complaint .—Investigation ordered on motion of Commission fol¬ 
 lowing informal complaints of unjust discrimination, through the 
 medium of rebates allowed by defendant company to certain manu¬ 
 facturers and others, while denied to other persons. 
 
 Facts .—The Louisville and Nashville, owning a controlling in¬ 
 terest in the stock of the Nashville, Chattanooga and St. Louis, main¬ 
 tained coal rates over both lines into Nashville by agreement or 
 “ understanding ” between the traffic officers of the two companies. 
 The}^ had agreed to carry from certain mines in Kentucky and Ten¬ 
 nessee coal at a rate to general consumers in Nashville, according to 
 
710 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 the season of the year, of from $1 to $1.50 per ton, but to 44 manu¬ 
 facturers ” the minimum rate of $1 per ton was accorded the year 
 round. The application of the term 44 manufacturers ” was arbi¬ 
 trarily made by the railroad companies. They issued lists of persons 
 entitled to manufacturers’ rates, changed such lists at their pleasure; 
 in some instances denying the special rate to individuals, firms, or 
 companies whose occupation would seem to be more properly termed 
 44 manufacturing ” than that of others to whom the special rate was 
 given. The 44 manufacturers’ rate ” was not established by direct 
 contract between the railroad and the individual, but was applied as 
 follows: Purchases of coal were made from coal dealers in the city, 
 who were furnished by the railroad with a 44 manufacturers’ list,” 
 shipments being made to the dealers at the regular rate charged to 
 them. However, on receiving from the dealers a certificate that cer¬ 
 tain quantities of coal had been sold to persons on the manufacturers’ 
 list, the railroads would refund the difference between the regular 
 and the manufacturers’ rate. The dealer got no personal advantage 
 from the refund, the benefit going entirely to the consumer—that is, 
 the 44 manufacturer ”—in the reduced prices made to him by the dealer. 
 Pending investigation, the Louisville and Nashville Railroad Com¬ 
 pany put in a new coal tariff from the western Kentucky mines to 
 Nashville, by which the 44 manufacturers’ rate ” was abolished and the 
 company relinquished the custom of arbitrarily deciding who were 
 manufacturers entitled to the rate. 
 
 Conclusions of the Commission .-— 44 Concerning the practice form¬ 
 erly prevailing at Nashville, where the railroad company exercised 
 the exclusive power of determining the persons to whom the so-called 
 44 manufacturers’ rate ” should be given it need now only be said that 
 it seems to have been a clear violation of the act, and would have 
 been forbidden by the Commission had not the carrier abandoned it.” 
 
 Disposition of case. —The practices attendant upon the establish¬ 
 ment of a 44 manufacturers’ rate ” having been discontinued pending 
 the investigation, no order upon that point was made. 
 
 Docket No. 736. 
 
 Complaint. —That defendants in transportation of bituminous 
 coal from Norwood, N. Y., to Montpelier, Vt., charge a rate of 90 
 cents per ton when the coal is intended for 44 railroad supplies ”— 
 that is, for consumption in the operation of a connecting carrier— 
 that when intended for commercial purposes a rate of $1.85 per ton 
 is charged, thereby subjecting complainant and other dealers and 
 shippers of bituminous coal and the city of Montpelier to unjust dis¬ 
 advantage. 
 
 Facts .—Complainant was a corporation organized for the purpose 
 of manufacturing and selling gas at Montpelier, Vt.; the bituminous 
 coal used in this business being procured in Pennsylvania and brought 
 by rail to Montpelier. 
 
 By joint through tariff established in June, 1903, and in force at 
 the time of the decision, defendants had established a through rate 
 of 90 cents per ton on bituminous coal, carloads, from Norwood, N. Y., 
 to Montpelier, Vt., when intended for railway supplies. On all 
 bituminous coal transported between the points mentioned, 44 except 
 for railroad supply,” the defendants exacted a combination rate of 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 711 
 
 $1.85 per ton in carloads. When bituminous coal was carried by 
 defendants from Norwood to Montpelier the service was performed 
 under substantially similar circumstances and conditions whether 
 carried for the complainant or for the connecting railroad. It was 
 not claimed that the $1.85 rate per se was unreasonable, except by 
 comparison with the lower rate accorded by the defendant to another 
 carrier, nor did defendants offer any explanation or show any reason 
 for such lower rate. 
 
 Conclusion of the Commission. —The circumstances and conditions 
 under which coal was transported between Norwood and Montpelier 
 for railroad supply and for supply of complainant and other con¬ 
 signees being the same in all material respects, the difference in rates 
 is a violation of the statute. u It is not permissible under this sec¬ 
 tion for two or more carriers to establish a joint through rate less 
 than the sum of their locals, which is available only to a particular 
 shipper or class of shippers, while denying such lower rates to other 
 shippers of like traffic between the same points of origin and desti¬ 
 nation.” The only point decided in this case is the unlawfulness of 
 the discrimination, the reasonableness of the rate not being decided. 
 
 Disposition of case. —Ordered, that defendant companies cease and 
 desist from the unlawful discrimination resulting from the mainte¬ 
 nance of a rate of 90 cents on coal for railroad supply between Nor¬ 
 wood, N. Y., and Montpelier, Vt., and a rate of $1.85 for shipment 
 of coal when consigned to complainant and other consignees from 
 Norwood to Montpelier. 
 
 Docket No. 400. 
 
 Complaint. —That defendants were guilty of unjust discrimination 
 in granting spectial rates, rebates, and other favors to the Omaha 
 Elevator Company and other dealers in grain at Cozad, Nebr., which 
 they did not grant to complainants, who were engaged in the same 
 business; that defendants paid F. H. Peavey, president of the Omaha 
 Elevator Company, the sum of $5,629 on or about June 24, 1892, as 
 rebates on grain shipped from Cozad and other points on the Union 
 Pacific. 
 
 Disposition of case. —Hearing at Chicago, Ill., on February 18, 
 1896. Complainant was not present, and on July 21, 1897, an order 
 was entered dismissing the complaint without prejudice. 
 
 INFORMAL COMPLAINTS. 
 
 No informal complaints bearing directly upon the subject of special 
 rates. P»ut see No. 232, refusal to deliver at contract rates. 
 
 Docket No. 454. 
 
 Complaint. —Investigation, on motion of the Commission, of the fol¬ 
 lowing informal complaints: That various carriers were engaged in 
 unlawful practices in violation of the act to regulate commerce in 
 the transportation of grain and grain products from western points, 
 and particularly that the Chicago Great Western Railway had formed 
 a so-called “ development company,” whereby it secured the carriage 
 of grain through a device which was, in effect, the payment of a re¬ 
 bate. 
 
712 
 
 DTGEST OF HEARINGS ON RAILWAY RATES. 
 
 Facts .—The Iowa Development Company was a corporation organ¬ 
 ized under the laws of Iowa for the purpose of holding certain land 
 belonging to the Chicago Great Western Railway Company. Its 
 capital stock had never been paid in money, the secretary of the two 
 companies being the same, and the vice-president of the railway com¬ 
 pany being president of the development company. The president 
 of the railway company testified that the three active directors who 
 managed the affairs of both companies were the same, and that fact 
 was found to be so. 
 
 The Iowa Development Company was formed for the purpose of 
 securing increased grain traffic for the railway company. For this 
 purpose the following plan was put in operation: A Chicago com¬ 
 pany, engaged in the handling of grain and provisions, known as 
 the Anglo-American Provision Company, was employed by the rail¬ 
 way to purchase grain in the Kansas City market and ship it to 
 Chicago over the railway. The grain was bought and consigned 
 to the Anglo-American company “ by one of its agents at Kansas 
 City, who acted as the consignor, the Anglo-American company be¬ 
 ing the consignee.” On receipt of a bill of lading from the railway 
 company this consignor would draw a draft upon the consignee for 
 the amount of the purchase price and attach the bill of lading to 
 draft as security. Upon arrival of the grain in Ctiicago it was 
 sold upon the Chicago market by the consignee at market price. 
 From the proceeds the consignee paid the draft and passed the bal¬ 
 ance remaining for the purchase and sale over to the Iowa Develop¬ 
 ment Company. The Anglo-American Company paid the freight by 
 means of a draft upon the development company, which the land 
 agent, acting under instructions from the railway, received and 
 treated as a cash payment of the freight. 
 
 This practice began on April 1, 1896. It was not apparent what 
 the development company did with the funds so passed over to it 
 for the time being, but it did appear that there was no settlement 
 and no payment of the freight until after the order in this case, 
 which was made on July 7, 1896, a period of over three months, 
 during which the development company had no settlement and made 
 no payment on account of the freight to the railway company. 
 During this time the railway ordinarily required a cash payment 
 of its freight bills, but in the case of some of the large shipments 
 permitted weekly payments. 
 
 Neither the railway nor the development company furnished any 
 money. The security of the Anglo-American Company lay in the 
 fact that the railway accepted in payment of freight a draft upon 
 the development company, thus in reality pledging the entire value 
 of the grain in Chicago as payment for its cost in Kansas City, a 
 security which was at all times ample, since the rate between the two 
 places was usually one-half the value of the grain in Chicago. 
 
 It was found that this plan was devised and entered upon by the 
 railway for the sole purpose of securing the grain for transporta¬ 
 tion: that the only purpose or use of the development company was 
 to act at the bidding of the railway in the furtherance of this end, 
 and that neither it nor the railway had any bona fide intention of 
 dealing in the grain so bought any further than might be necessary 
 to secure it for transportation over the railway. The result was that 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 713 
 
 the railway moved for a time nearly 70 per cent of the corn moved 
 between Chicago and Kansas City. 
 
 Conclusion of the Commission .—Upon the supposition that the 
 development company had a substantial existence and held the legal 
 title to the grain and actually paid the nominal freight charges it 
 was none the less merely a tool in the hands of the railway and the 
 act accomplished was the act of that company. “ The railway com¬ 
 pany furnished the credit by accepting drafts in payment of its 
 freight charges; it suffered the whole loss by virtue of its ownership 
 of the gntire stock of the development company * * * it may 
 
 not have been a special rebate, but it was clearly a ‘ device ’ by which 
 it transported this merchandise for a carrier for less compensation 
 than it exacted from all other persons for a like and contempora¬ 
 neous service under similar circumstances and conditions.” 
 
 Upon the supposition, on the other hand, that the development 
 company should be entirely eliminated from consideration and the 
 transaction treated as the transaction of the railway, then the rail¬ 
 way owned the grain, transported it for itself, and received for its 
 compensation the difference in the price paid and what it sold for, 
 less the commission. There was no fixed rate. It varied with each 
 individual shipment, and in fact was the profit upon each transac¬ 
 tion. But unless the railway, by virtue of the fact that it owned 
 the merchandise transported, was relieved from the operation of the 
 act, it was guilty of unjust discrimination. It was held not to be so 
 relieved by an} 7 such conditions of fact. 
 
 Disposition of case .—Ordered that the railway desist from trans¬ 
 porting grain for the development company, or any other person or 
 corporation owned or controlled by said railway, where such grain 
 is bought at its instance, for the purpose of securing transportation 
 of same, and where the rate paid is not the published tariff, but in 
 fact the profit upon the transaction, and also that it desist from trans¬ 
 porting grain owned by it which is bought for the purpose of secur¬ 
 ing transportation for the same, and for the transportation of which 
 the rate paid is not the published tariff, but is in fact the profit upon 
 the transaction. 
 
 Docket No. 392. 
 
 Complaint .—That defendant, in that its stockholders were owners 
 of a controlling interest in a land developing company, which com¬ 
 pany purchased defendant’s tickets and sold them to its own patrons 
 at a reduced rate, but refused to sell complainant tickets at such 
 reduced rate, was guilty of unjust discrimination. 
 
 Facts .—Complainant resided on the line of and had occasion to 
 use defendant’s railroad. The land company, organized, among other 
 purposes, for the construction and operation of a passenger railway, 
 constructed such a railroad, and on March 3, 1891, sold it to the de¬ 
 fendant. For some time after the sale the defendant carried passen¬ 
 gers between all points on the entire line for 5 cents each, and sold 
 tickets for such passage at the rate of six for 25 cents. The land com¬ 
 pany purchased tickets of the railway in packages of six, which, to 
 induce the public to patronize its hotel, it sold to such persons as it 
 pleased at one-half of the price paid therefor. The railway company 
 and the land company were distinct corporations; there were stock- 
 
714 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 holders in each that were not stockholders in the other, but two per¬ 
 sons owned substantially all the stock in both companies, and one of 
 the said persons holds more than two-thirds of the stock in each cor¬ 
 poration. 
 
 Conclusion of the Commission. —No discrimination is practiced by 
 the railway, and its facilities are available to all persons upon the 
 same terms. If the land company saw fit to sell at half price tickets 
 for which it had paid the defendant full price, it is not apparent that 
 any legal right is exceeded or any legal duty disregarded, and the 
 circumstance that both companies are under a common ownership 
 does not affect the relations of the railway to the public, “ for it is not 
 to be presumed, and we can not hold from the evidence before us, that 
 this community of interest is a device for enabling the railroad to 
 evade its legal obligations.” “ This conclusion is based on the as¬ 
 sumption that the railway company, as a matter of fact, receives its 
 full regular rates for all tickets sold to or disposed of by the land 
 company.” 
 
 Certain Commissioners dissented, saying: “If it were conceded 
 that this discrimination was practiced directly by the railway com¬ 
 pany the legality of the transaction could hardly be questioned. It 
 is admitted that practically all the stock of both the land company 
 and the railway company is owned by the same persons, and that the 
 control and management of the two companies are substantia lly iden¬ 
 tical. This discrimination is the joint act of the two companies, the 
 land company being the instrumentality through which the discrimi¬ 
 nation is effected. The railway company, as a common carrier, 
 should not be permitted to accomplish thus indirectly what if done 
 directly would be a transparent and manifest violation of the act to 
 regulate commerce.” 
 
 Disposition of case. —Complaint dismissed without prejudice. 
 
 Docket No. 230. 
 
 Complaint. —That defendant unjustly discriminates against com¬ 
 plainant bv giving more favorable rates to the Delaware and Hudson 
 Canal Company and to the Hillsdale Coal and Iron Company than 
 it gives complainant on coal from Hdnesdale and Carbondale dis¬ 
 tricts in Pennsylvania to points in New York and New Jersey; that 
 said discrimination amounts to as much as 25 and 50 cents per ton; 
 that defendant owns the capital stock of the latter company, carries 
 coal in the name of said company to the points named, and sells it 
 at such prices that after deduction of published rates of freight a 
 sum remains which is much less than the market value of the coal at 
 the mines; that if the loss so incurred is borne by said coal company 
 it loses money; that the loss is also borne by the defendant as stock¬ 
 holder, and that such loss should be deducted from present rates in 
 force to make rates reasonable; that defendant discriminates in favor 
 of the above-named companies in the distribution of cars ordinarily 
 used and those known as Delaware and Hudson exclusives. 
 
 Disposition of case. —On September 11, 1889, counsel filed stipula¬ 
 tion withdrawing proceedings, and on the same day an order was 
 entered discontinuing them. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 715 
 
 Docket No. 594. 
 
 Complaint. —Proceeding of inquiry and investigation of the acts 
 of common carriers engaged in transportation of coal from mines in 
 West Virginia to Chicago instituted. The complaint is not specific 
 as to the acts to be investigated, but it appears from the statement 
 of the chairman of the Commission made at the hearing held at 
 Chicago, Ill., on February 21, 1901, that, among other things, the 
 following was involved: Alleged transportation during the summer 
 of 1900 of some 2,000 tons of coal by one railroad to Chicago from 
 West Virginia mines, which coal was sold to another railroad at 
 $2 per ton, the published tariff on coal from those West Virginia 
 mines to Chicago at the time being $1.85 per ton; the inference 
 being that coal could not have been purchased and sold at 15 cents 
 per ton. 
 
 Disposition of case .—There is no record of proceeding beyond the 
 hearing above referred to. 
 
 PROFITS AS RATES. 
 
 No informal complaints. 
 
 Docket No. 699. 
 
 Complaint. —That defendants on numerous occasions demanded 
 and received from complainant a rate higher than the published 
 tariff on shipments of fruit from Michigan to Chicago, while at the 
 same time transportating like freight between the same points for 
 certain competitors at regular tariff rates; that defendants refused 
 to unload shipments of freight consigned to complainant, while at 
 the same time doing so for certain competitors; that published 
 schedules of defendants are unreasonable and unjust and do not 
 plainly show the rates on fruits and vegetables from the Michigan 
 shipping points indicated to Chicago. 
 
 Facts and conclusions of the Commission. —On consideration of all 
 the evidence, the Commission is unable to arrive at the conclusion 
 that defendants were guilty of any willful or intentional violation 
 of the law with respect to any charges set forth in the complaint, 
 including the application or nonapplication of the rates or discrimi¬ 
 nation in the matter of unloading. 
 
 Disposition of case. —Evidently the complaint was dismissed, al¬ 
 though neither docket nor opinion contains record of an order of 
 dismissal. 
 
 Docket No. 203. 
 
 Complaint. —That on a shipment of household goods from Leaven¬ 
 worth, Kans., to Prescott, Ariz., defendant prepaid freight ; that he 
 preceded the goods to Prescott, and before they arrived there ordered 
 the Prescott and Arizona Central and Atlantic and Pacific com¬ 
 panies to rebill and forward them to San Diego, Cal., and upon such 
 goods being delivered to him at San Diego he was compelled to pay 
 a sum in addition to the amount prepaid which made his payment 
 about $6 per 100 pounds, whereas the through rate to San Diego was 
 $1.90 per 100 pounds. 
 
716 
 
 DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 Disposition of case. —On August 13, 1889, the Atchison, Topeka 
 and Santa Fe Railroad Company, the Atlantic and Pacific Railway 
 Company, and the California Railroad Company filed their answers, 
 this being the last step recorded on the docket. 
 
 Docket No. 494. 
 
 Complaint. —That defendant charges and collects for transporting 
 brick in carloads from Hanover Pa., to Middletown, Pa., 40 cents per 
 ton; from Hanover to Taneytown $1 per ton when such shipments 
 are received from the Western Maryland Railroad, notwithstanding 
 their published rates on local shipments between said points are 45 
 and 50 cents per ton, respectively. 
 
 Disposition of case. —Hearing indefinitely postponed on Mav 8. 
 1897. 
 
 Docket No. 495. 
 
 Complaint.- —That defendant, during September and October, 1895, 
 charged and collected from the complainant on numerous shipments 
 of hard coal in carload rates .in excess of the rates in defendant’s 
 published tariffs. 
 
 Disposition of case. —On May 8, 1897, stipulation of counsel to dis¬ 
 miss complaint was filed, and on the same day an order of dismissal 
 was entered. 
 
 Docket No. 580. 
 
 Complaint. —That defendant in February, 1898, charged complain¬ 
 ant $45.57 for the shipment of nine pieces of dressed granite, weigh¬ 
 ing 9,300 pounds, from Chester, Mass., to Bassetts, Wis., notwith¬ 
 standing the fact that the published rate was only $35.47. 
 
 Disposition of case. —Order of dismissal entered July 7, 1900. 
 
 Docket No. 779. 
 
 Complaint. —That on July 3, 1903, complainant shipped one car¬ 
 load of hay from Johnstown, Ind., to Charleston, S. C., for which a 
 rate of $72.34 was collected, while the published tariff between the 
 points named is 29 cents per 100 pounds, amounting to $63.28. 
 
 Disposition of case. —Hearing was had at Terre Haute, Ind., and 
 proposed findings of fact were filed by complainant and defendant on 
 July 27 and August 10, respectively. 
 
 Docket No. 796. 
 
 Complaint. —That although defendants have classified petroleum 
 and its products as third class, they refuse to apply the third-class 
 rates between certain points, and on September 19, 1904, charged com¬ 
 plainant for three barrels of oil and three barrels of lubricating oil 
 from Pittsburg, Pa., to Waterbury, Conn., a rate of 48 cents per 100 
 pounds, instead of 33 cents, the third-class rate. - 
 
 Disposition of case. —Case has not proceeded beyond the filing of 
 answers by the railroad companies; the last entry on docket being 
 the answer of the railroad company, filed February 18, 1905. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 717 
 
 Docket No. 799. 
 
 Complaint. —That on several shipments of bells from Cincinnati, 
 Ohio, to Albany and Dublin, Ga., and other southern points, via 
 Chattanooga, Tenn., defendant charged complainant through rates 
 which were in excess of the combination of the Chattanooga rate 
 plus the local rate from Chattanooga to destination, in violations of 
 sections 1 and 3 of the act. 
 
 Disposition of case. —Answer of defendant filed March 27, 1905, 
 this being the last entrv in the docket. 
 
 CD 
 
 COMPANY CHARGES—OVERCHARGES. 
 
 INFORMAL COMPLAINTS. 
 
 The dockets contain about 782 informal complaints of overcharge, 
 excessive charge, and excessive rates. 
 
 Docket No. 224. 
 
 Complaint. —That defendant has violated section 6 of the act to 
 regulate commerce by taking live stock (originally billed from west¬ 
 ern points to Chicago, and which was allowed by such billing to be 
 sold at Kansas City and was there sold), from Kansas City to Chi¬ 
 cago under the original billing, when it was not a party to the 
 through rate named in such billing, and that it carried such live 
 stock at a lower rate than that at the time named in its published 
 tariff from Kansas City to Chicago. 
 
 Facts and conclusions of the Commission .—It was held in this case 
 that where property is billed from one State into another with the 
 understanding that it is to be unloaded at an intermediate station and 
 that whether it shall be loaded for further carriage will depend upon 
 the volition of the shipper or of any one who may become the pur¬ 
 chaser, the case does not fall within the reasons governing rates on 
 through transportation, and the carrier is not at such intermediate 
 points entitled to have the carriage protected as a through shipment 
 as against competitors. Upon the facts in this case the Commission 
 concluded that the complainant was not entitled to protection in the 
 course of business shown b} T its complaint and by the evidence, as 
 against the respondent. 
 
 Disposition of case. —Complaint dismissed. 
 
 Docket No. 255. 
 
 Complaint. —That defendant discriminates in rates against com¬ 
 plainant by giving more favorable rates to shippers of like traffic to 
 and from points on its other branch lines; that it fails to post rates at 
 Friendsville, and that it prevents continuous carriage of freights to 
 and from Friendsville by requiring payment of local rates to Con¬ 
 fluence and rebilling from that point to destination, and on freight 
 destined to Friendsville by requiring the freight to be rebilled at 
 local rates from Confluence to Friendsville. 
 
 Disposition of case. —Statement acknowledging satisfaction of com¬ 
 plaint with request to have proceeding discontinued filed December 
 2, 1892. Case ordered discontinued. 
 
718 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination, amounting to discrimination outside the published tariff, 
 by means of arbitrary application of the tariff: 3, 2066, 3431, refusal 
 to apply sum of locals, 3249. 
 
 Docket No. 720. 
 
 Complaint .—Inquiry by the Commission, upon its own motion, in 
 consequence of informal complaint that the Hutchinson and Arkansas 
 River Railroad, while not a railroad in fact, was receiving divisions 
 of the rate for the transportation of salt from Hutchinson, Kans. 
 
 Facts .—In July, 1902, a railroad corporation was organized under 
 the laws of Kansas, known as the Hutchinson and Arkansas River 
 Railroad Company. Its avowed object, to construct a railroad from 
 Kechi to Hutchinson for the purpose of bringing the St. Louis and 
 San Francisco Railroad into the latter town, was never attained. 
 Nothing was done toward the construction. Another alleged pur¬ 
 pose was the reconstruction, combination, and connection of the plants 
 owned by the Hutchinson, Kansas, Salt Company in such a w T ay that 
 cars could be conveniently handled in and out of its different mills. 
 Soon after its organization the railroad company bought of the salt 
 company sidings, between 4,000 and 5,000 feet in length, which had 
 been built by the company owning the largest mill operated by the 
 Hutchinson, Kansas, Salt Company for about $8,000. This was the 
 only track which that company owned, and it had no equipment of 
 anv kind. 
 
 c/ 
 
 The capital stock of the Hutchinson and Arkansas River Railroad 
 consists of 800 shares, of the par value of $100 each, of which 794 
 were originally subscribed for and are still owned by one Joseph P. 
 Tracy; the other 6 shares are held, 1 each, by directors of the com¬ 
 pany. All of the officers of the railroad company except Tracy 
 are also officers or employees of the Hutchinson, Kansas, Salt Com¬ 
 pany. Mr. Tracy would dispose of the stock as directed by Mr. Joy 
 Morton, president of the railroad. The latter testified that he and 
 those whom he represented owned the entire capital stock of the 
 Hutchinson, Kansas, Salt Company. Ten per cent of the par value 
 of capital stock was paid in cash. 
 
 Soon after the organization of this Hutchinson and Arkansas 
 River Railroad Company, Tracy approached the traffic officers of the 
 Atchison, Topeka and Santa Fe Railway, the Chicago, Rock Island 
 and Pacific Railway, and the Missouri Pacific Railway, and secured 
 from each of them an agreement that the Hutchinson and Arkansas 
 River Railroad should be allowed a division of 25 per cent of the 
 rates to Kansas City and Omaha, in no case to exceed 50 cents per 
 ton, on all bulk salt shipped to the Missouri River. The rate .it this 
 time from Hutchinson to Kansas City was 10 cents; 12 cents to 
 Omaha. The Santa Fe and Missouri Pacific companies issued in 
 due form joint tariffs with the Hutchinson and Arkansas River Rail¬ 
 road, by which the latter was made a party to all their salt rates from 
 Hutchinson in every direction, although the Santa Fe, in fact, al¬ 
 lowed divisions on the bulk salt only. The Rock Island tariff applied 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 719 
 
 to bulk salt only. Salt as it leaves the evaporating pan is known 
 as “ bulk salt,” and the packing houses, which use very large quan¬ 
 tities, receive it from the mill in bulk in carload lots, thus avoiding 
 the expenses of barreling or other packing. This arrangement occa¬ 
 sioned no change in the method of handling salt from the mills. 
 It was billed in the same way and taken out by the same engine. 
 The Hutchinson and Arkansas River Railroad issued no bill of 
 lading, “ and in no way participated, either in fact or on paper, in 
 the transportation of the commodity.” The only difference was that 
 the railroad company, instead of the salt company, kept the switch 
 tracks in repair. The divisions received by the railroad company 
 had amounted to $15,301.39, the last payments being on October 12 
 and November 9. There was no fixed method for making the li vi¬ 
 sion settlements, the method of accounting usually employed by rail¬ 
 roads not being used. The suggestion was made that the divisions 
 were paid on all bulk salt from Hutchinson. Mr. Morton testified 
 that they were allowed only on shipments from the Morton mill. 
 Misapprehension of the requests of the Commission prevented com¬ 
 plete information on this subject, but the Commission was of “ ihe 
 opinion that division was claimed and allowed upon all shipments 
 of salt (bulk) to the Missouri River made by the Hutchinson, Kansas, 
 Salt Company.” 
 
 Independent producers insisted that the division was equivalent to 
 the payment of a rebate of 50 cents per ton. Mr. Morton admitted 
 that the price of $2.10 per ton, the Hutchinson basis, was an extremely 
 low one and would not have been made had not the division been 
 given, but insisted that the direction to make that price was given by 
 him and without any expectation or intention that any portion of the 
 division should be paid to the Hutchinson (Kans.) Salt Company. 
 
 The cost of equipping a modern salt mill with a capacity of 500 
 barrels per day is about $30,000. The cost of manufacturing salt is 
 about $2 per ton. Five hundred barrels of salt weigh 70 tons. “ Fifty 
 cents per ton should be a living profit in the manufacture of salt.” 
 Every manufacturer of salt at Hutchinson, with the exception of the 
 Hutchinson (Kans.) Salt Company, has been obliged to withdraw 
 from the bulk salt business upon the Missouri River. 
 
 Conclusion of the Commission .—Up to the present time, the division 
 has been allowed by the Rock Island and Santa Fe systems on bulk 
 salt only, but the tariffs of the Missouri Eacific and Santa Fe embrace 
 all salt. Divisions have been actually allowed by the Missouri Pacific 
 in some instances on barrel salt, and if what lias been done is lawful, 
 they might be allowed in all cases, which would mean that the Hutch¬ 
 inson (Kans.) Salt Company could shut down every other salt mill in 
 the State of Kansas. The transaction is plainly illegal. Though the 
 original purpose of the Hutchinson and Arkansas River Railroad 
 may have been to construct a bona fide railroad, and though it may be 
 technically a railroad under the laws of Kansas, “ looking to the sub¬ 
 stance and not the form, it is purely a scheme for the purpose of 
 obtaining a concession in the rate.” “ Its sole function is to absorb 
 one-fourth of the entire rate.” 
 
 “ It should be carefully noted that we do not express an opinion 
 that the granting of a division to an industrial road which is a bona 
 fide railroad and performs an actual service of value is necessarily 
 
720 
 
 DIGEST 0^ HEARINGS ON RAILWAY RATES. 
 
 illegal because the road is owned or controlled by the shipper. That 
 question is not considered or passed upon here. We hold that this 
 so-called railroad is a ■* * * mere subterfuge.” 
 
 Disposition of case .—This proceeding being one of inquiry only, no 
 order to desist can be made, u nor would such an order add anything 
 to the obligation of the statute.” One of the railroads has, however, 
 already canceled its tariffs with the Hutchinson and Arkansas River 
 Railroad, and Mr. Morton, at the hearing, stated that if, in the opin¬ 
 ion of the Commission, the arrangement was illegal, he desired to dis¬ 
 continue it, and the same intimation was given by the other two 
 railroads interested. As violations of the original features of the act, 
 the matter to be referred by the Commission to the Department of 
 J ustice. 
 
 Docket No. 735. 
 
 Complaint .—Investigation on order of Commission, it appearing 
 that the division of joint rates and other allowances made to terminal 
 connecting railroads by common carriers engaged in the transporta¬ 
 tion of freight by railroads between different points in different 
 States of the United States calls for inquiry. 
 
 Facts .—The International Harvester Company owns the capital 
 stock of the Illinois Northern Railroad and a controlling interest in 
 the Chicago, West Pullman and Southern Railroad, operating termi¬ 
 nal connecting roads in and about the city of Chicago between the 
 plant of the harvester company and various other industries and 
 connecting with the roads leading to the Missouri River and other 
 sections of the country. Until recently the charge received for 
 services by these terminal roads was a switching charge, amounting 
 to from $1 to $3 per car for the Illinois Northern and $3 per car for 
 the Chicago, West Pullman and Southern. There appears to be in 
 and around the city of Chicago a district more or less accurately 
 defined, which is known as the “ switching limits.” The switching 
 charge within these limits varies from $1 to $10.25 per car. In¬ 
 stances were given where a charge of $7.80 per car was imposed for 
 the distance of 40 miles. The ordinary charge for moving from 2 to 
 10 miles seems to be in the vicinity of $3 per car. The Illinois North¬ 
 ern Railroad and the Chicago, West Pullman and Southern Rail¬ 
 road now receive in many instances a division of the rates, which 
 on lines reaching the Missouri River is 20 per cent, with the Missouri 
 River division as the maximum. The division is received by the 
 Illinois Northern Company on freight from industries other than 
 the International Harvester Company. It does not appear the 
 Chicago, West Pullman and Southern Railroad performs a similar 
 service for any of the other industries along its line, nor does it 
 appear whether any of those industries is of such a character as to 
 require the performance of such service. 
 
 The Chicago, West Pullman and Southern has handled from 
 10,000 to 12,000 carloads per year in addition to some less than car¬ 
 load business, and upon a $3 basis has been able to pay its operating 
 expenses and show an annual net profit. Since its organization it 
 has declared three dividends of 10 per cent upon its capital stock. 
 The operations of the Illinois Northern have uniformly shown a 
 deficit, but there is nothing to show what the financial result from 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 721 
 
 its operations would be if the McCormick Company (the chief element 
 is the International Harvester Company) paid the same sum for this 
 service which it previously expended when the tracks were owned 
 and operated by it. At the present time it is entirely relieved from 
 all expense in that connection save the payment of $1 per car when a 
 <?ar is moved from one portion of the yard to another, and is thus 
 apparently saved a very great expense. 
 
 The Chicago, Lake Shore and Eastern Railroad, owned by the 
 United States Steel Corporation, is a terminal road operated between 
 the Illinois Steel Company’s works near Chicago, and connecting 
 with roads leading east, west, and south, receives a division of 10 per 
 cent of the rate to the seaboard, 15 per cent to Buffalo and Pittsburg, 
 and 20 per cent to the Missouri River, and in some cases obtains 
 special divisions. - It has 1,213 employees, 4,539 cars, and 70 loco¬ 
 motives. A very large company, consists of maintaining and operat¬ 
 ing the tracks within the various plants within the Illinois Steel 
 Company. 
 
 Conclusion of the Commission .—With respect to the reasonable¬ 
 ness of the divisions, it is held that a charge of $3 per car by the 
 Chicago, West Pullman and Southern would be reasonable for these 
 switching charges, and that “ judging from the experience of the 
 Chicago, West Pullman and Southern, and the charges which are 
 ordinarily imposed for the performance of similar service under simi¬ 
 lar conditions in the vicinity,” the charging of $3.50 per car by the 
 Illinois Northern would be reasonable. The exact amount of the 
 excess in the case of the Chicago, Lake Shore and Eastern can not 
 be determined with the same exactness that it can in the case of the 
 others, but the divisions are found to be grossly excessive for the 
 service rendered. 
 
 It must be assumed that the Illinois Northern Railroad is a com¬ 
 mon carrier within the provisions of the first section of the act to 
 regulate commerce, and there is no reason in law why this railroad 
 may not make joint rates, file joint tariffs, and agree upon joint 
 divisions as other railroads do. “ We are not called upon to decide 
 what the situation might be if this road were a private carrier main¬ 
 taining switch tracks and switching cars to and from the McCormick 
 works exclusively.” The interstate commerce act does not prohibit 
 the building and operation of railroads by shippers having traffic 
 which moves over the same, whatever the objection thereto may be. 
 
 The International Harvester Company is the principal, not the 
 Illinois Northern Railroad. It is to obtain the business of that com¬ 
 pany, a shipper, not a carrier, that these divisions are allowed, and the 
 fact that divisions on freight from other companies and concerns are 
 received by the Illinois Railroad Company does not alter the case. 
 The essential thing is that all divisions are allowed because the 
 Harvester company owns this railroad, and as a concession to that 
 company. These divisions, if not in violation of the express language 
 of the second section of the original act, are plainly within the pro¬ 
 hibition of the Elkins bill. 
 
 The question presented by the operations of the Chicago West 
 Pullman and Southern Railroad differs from that involved in the 
 Illinois Northern in that the Harvester compan}^ owns a controlling 
 interest in the West Pullman Company, but has not the entire own- 
 
 S. Doc. 244, 59-1 
 
 46 
 
722 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ership; but this does not change the situation. The International 
 Harvester Company is without doubt the overshadowing factor. The 
 Chicago, Lake Shore and Eastern is the creature of the United 
 States Steel Corporation. It handles large quantities of traffic be- 
 tAveen connecting roads and various plants Avhich formerly belonged 
 to the Illinois Steel Company, and with respect to that traffic bears 
 exactly the same relation to the United States Steel Corporation as 
 the Illinois Northern does to the harvester company. 
 
 Disposition of case. —This being a general investigation, in which 
 no specific charges haA r e been formulated against particular defend¬ 
 ants, no order can be made, nor would any order apparently add to 
 the prohibition of the statute itself. The inquiry will be continued 
 into other similar practices, and whatever means the hnv affords em¬ 
 ployed to stop those above referred to. 
 
 [ 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaint bears upon the subject of alloAv- 
 ances to terminal railways: 2975. 
 
 Docket No. 681. 
 
 Complaint. —By voluntary association, composed of several per¬ 
 sons, firms, and corporations engaged in the business of manufactur¬ 
 ing and shipping yelloAv-pine lumber in and from the States of 
 Louisiana, Mississippi, Alabama, and Georgia, that defendant com¬ 
 panies have unjustly discriminated against complainants by granting 
 to complainant's competitors disguised rebates in the nature of “ tap 
 line ” divisions of freight, complainants being denied the same or 
 like divisions. 
 
 Facts .—Large quantities of yelloAv-pine lumber are manufactured' 
 in the States of Arkansas, Louisiana, and Texas. The method of 
 manufacturing and marketing this lumber is * essentially identical 
 in all parts of the South. Mills are constructed upon the lines of 
 railways traversing that territory, and the logs are hauled into these 
 mills from the forests. HoAvever, as the timber is cut off and the 
 haul becomes longer, it becomes necessary to provide other means 
 for bringing the logs to the mill, and ordinarily a railroad is built 
 into the timber and logs are transported by this means. In process 
 of time the logging road increases in length until it frequently 
 reaches 50 to 60 miles. The practices in making divisions to these 
 logging roads or tap lines by the seA r eral defendants were as folloAVs: 
 In the case of the Kansas City Southern the mills, with two excep¬ 
 tions, Avere situated upon the lines of the defendant at junction 
 point. Joint tariffs Avere filed by the railroad company with these 
 lines. The billing of lumber from the junction point Avas by the 
 agent of the Kansas City Southern and apparently in the name of 
 that company, there being, as it Avould appear, no difference upon 
 the face of the billing between a case Avhere lumber Avas shipped by 
 a mill provided with a logging road to which a division Avas allowed 
 and that of a mill located at the same point Avhich had no logging 
 road, and Avhich therefore receded no division. No other rates ob¬ 
 tained between the tap lines proper and the Kansas City Southern 
 on any commodity except lumber. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 723 
 
 The case of the St. Louis Southwestern was similar. The lumber 
 mills were in all cases located at the junction points. The other 
 tariffs were published between the various tap lines and the de¬ 
 fendant. The billing was in all cases from the junction point by 
 the defendant, and the full rate was paid by the mill. All other 
 commodities except lumber paid the full local rate to and from the 
 junction points over both the tap line and the St. Louis Southwestern. 
 
 The theory in practice in the case of the St, Louis, Iron Mountain 
 and Southern seemed to be entirely different from that of the pre¬ 
 ceding defendants. Joint tariffs were filed by the tap lines of this 
 defendant, naming a through rate upon lumber from designated 
 points upon the tap line, which was usually, but not always, the same 
 as from the junction point. The billing in all cases was by the tap 
 line and was from a point on the tap line to destination. In point 
 of fact, the lumber was shipped from the mill at the junction point, 
 the point upon the tap line named in the billing being that point 
 from which the logs were originally taken up for transportation to 
 the mill. The claim of this defendant was that the log was milled 
 in transit, and that when the lumber finally went forward it might 
 with propriety be treated as though it were shipped from the point 
 where the log originally started by rail. 
 
 Certain facts were generally true of all these tap lines. They were 
 first built and owned by the proprietor of the lumber mill, and 
 while at first exclusively mill propositions they soon reached a point 
 when they engaged in other business to a greater or less extent, 
 doing more or less outside transportation, even when run as private 
 enterprises. It was difficult to draw any line between the logging 
 road as such and the logging road which had become a general car¬ 
 rier of freight. The divisions allowed by the railroad companies to 
 the tap lines did not seem to be in any case as great as the actual 
 expense of transporting the logs to the mill. In most cases it ap¬ 
 peared probable that these divisions amounted to from 40 to 70 per 
 cent of the cost of maintaining the tap lines, including interest on the 
 investment. 
 
 The complainant mills were all operated in territory east of the 
 Mississippi River, and their complaint had reference to lumber sold 
 in the Central Freight Association territory. The defendants were 
 all located west of the Mississippi River and did not participate at 
 all in the transportation of lumber from the mills of the complainant 
 into the territory involved. 
 
 Conclusion of the Commission .—The practice complained of is not 
 in violation of that provision of the act to regulate commerce which 
 prohibits undue preference between individuals or localities, inas¬ 
 much as the defendants, in granting the rates to lumber mills owning 
 or controlling short originating roads called tap lines, did not make 
 or participate in the rates which the complaining mills paid. The 
 fact that these carriers failed or refused to allow like concessions to 
 members of the complaining association located in a different.section 
 of the country did not make the continuance of this concession by 
 defendants illegal. 
 
 Defendants’ railroad company may not, by granting divisions to 
 mill owners, compensate the mill owner for the cost of bringing his 
 logs to mill. If these divisions are allowed at all, it must be because 
 of the relation existing between the railway which brings the logs 
 
724 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 and the defendant which transports the product to market. “ The 
 shipment of the log to mill and the lumber from the mill may, under 
 the circumstances of this case, be treated as the shipment from the 
 point where the log is received to the point where the lumber is finally 
 delivered, and * * * the carrier may make such allowance 
 
 toward the cost of moving the lumber from that point, and * * * 
 
 it may do this by joint arrangement with the carrier bringing the log 
 to the mill, provided that carrier is a common carrier by rail.” 
 These divisions can only be granted when the logging road is a pub¬ 
 lic carrier which actually makes a joint through rate. 
 
 Disposition of case .—“ Divisions allowed by the Kansas City South¬ 
 ern and the St. Louis Southwestern are in violation of law, and those 
 granted by the St. Louis, Iron Mountain and Southern may be.” An 
 order in this case would not be an efficacious means of putting a stop 
 to illegal practices. The better way would be injunction or criminal 
 proceedings. Complaint therefore dismissed, with statement that 
 such steps would be taken as might seem necessary after due oppor¬ 
 tunity had been given to the carriers to adjust their tariffs and 
 their arrangements. 
 
 Docket No. 664. 
 
 Complaint .—Inquiry by the Commission, upon its own motion, 
 following informal' complaint by the Detroit Salt Works. Investi¬ 
 gation to ascertain whether the International Salt Company, doing 
 business at Manistee and Ludington and alleged to be virtual owners 
 of the boat line (the Michigan, Indiana and Illinois Line) operat¬ 
 ing a line of steamships between Manistee and Ludington, Mich., and 
 Chicago, Ill., so divided the through rate on salt from the said 
 Michigan points to the West as to secure a rebate to the International 
 Salt Company of 8 to 10 cents per barrel, to the disadvantage of the 
 Detroit salt field. 
 
 Facts .—The International Salt Company is not a producer of salt, 
 but handles, as sales agent and purchaser, the entire production of the 
 Manistee and Ludington region. The president of the International 
 Salt Company is also president of the boat line, and the same indi¬ 
 viduals, two in number, own controlling interests in both companies. 
 With one exception the officers are the same in both, although they 
 are wholly separate and distinct corporations. The boat line, while 
 ready to carry salt for any person offering it, has in point of fact 
 secured no such offers, and carries salt exclusively for the Inter¬ 
 national Salt Company. 
 
 The through rate from Manistee and Ludington to the Missouri 
 River is 53 cents, which is made by adding to the local rate of 46 
 cents 7 cents per barrel for the across-the-lake service. In the 
 division of this rate the railways allow the boat line from 30 per 
 cent to 33J per cent on business beyond the Mississippi River, or 
 from 16 to 18 cents for transportation across the lake. Detroit 
 shippers allege that this absolutely bars Detroit salt from business, 
 west of the Mississippi through the Chicago gateway and renders it 
 impossible for them to do business at a profit on lines on which those 
 rates are in effect through St. Louis, Hannibal, Quincy, and Keokuk. 
 
 The established vessel lines on the lakes had formerly carried salt 
 to Chicago for 8 to 11 cents per barrel, but additional services are 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 725 
 
 rendered by the boat line, including stowage by stevedores at Manistee 
 and Ludington, which cost it 1 cent per barrel; unloading and cooper¬ 
 age at Chicago, 2.5 cents per barrel, and dockage charges, 5 cents per 
 barrel. Before the organization of the boat line the shippers tried 
 both water and all-rail transportation to Chicago, but testified that 
 they failed to secure the prompt service necessary to successful opera¬ 
 tion. It costs more to manufacture salt at Detroit and throughout 
 the Detroit field than to manufacture it at Manistee or Ludington. 
 Coal is used for fuel at Detroit, costing, on the average, 75 cents for 
 each ton of salt manufactured, while the manufacturers of salt at 
 Manistee and Ludington also manufacture lumber, and the refuse 
 of their lumber mills, in the shape of sawdust, bark, slabs, etc., almost 
 valueless for other purposes, is used for fuel. 
 
 Conclusion of the Commission .—The fixed charges incurred by the 
 boat line in the transportation of salt across lake to Chicago, amount¬ 
 ing to 8.5 cents per barrel, which fixed charges were not included in 
 the old rates made by the boats formerly engaged in the traffic, may, 
 in whole or at least in part, be properly included in the cost of 
 transportation. In addition to these fixed charges, it is to be ob¬ 
 served that the service rendered by the boat line is more expensive 
 than that performed by the former method. 
 
 “ The public is not interested in the division of a through rate, 
 and the Commission, therefore, has no authority to condemn the 
 division of a rate, unless a part of the through line and the article 
 shipped have a common ownership and a grossly excessive division 
 is made for the purpose of paying a rebate.” 
 
 The relations between the boat line and the International Salt 
 Companj^ “ are so intimate and their financial interests so nearly 
 identical that we should not hesitate to condemn this division of the 
 through rate, provided we could find that the division paid the boat 
 line was in effect a rebate.” 
 
 It was further held that it is no part of the business of the Commis¬ 
 sion to equalize the natural advantages of localities through adjust¬ 
 ment of the tariffs. 
 
 Disposition of case .—The Commission, finding that the division is 
 not so grossly excessive as to justify it in holding the same to cover 
 a rebate, orders proceedings dismissed. 
 
 Docket No. 687. 
 
 Complaint .—Inquiry by the Commission, upon its own motion, fol¬ 
 lowing information in the nature of an informal complaint, to 
 ascertain the facts respecting allowances by the defendant company 
 to the owners of certain elevators and to determine whether such 
 allowances are in violation of law. 
 
 Facts .—The Union Pacific Railroad entered into a contract with 
 Peavey & Co.,-under which the latter erected elevators at Kansas 
 City and Council Bluffs for the transfer of grain at those stations 
 for the Union Pacific system, and for this service Peavey & Co. was 
 to receive 1.J cents per 100 pounds. The latter are grain merchants 
 and owners of elevator properties controlling a large number of 
 country elevators and large buyers of grain along the Union Pacific 
 lines. It is fairly inferable from the testimony that Peavey & Co. 
 handle some 60 per cent—perhaps more—of the grain shipped from 
 
726 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Union Pacific stations. Substantially all grain so shipped by them 
 is transferred through the Peavey elevators, and little or no grain 
 is transferred through these elevators for other parties, although 
 the Union Pacific has the right to require such transfer under the 
 terms of its contract. Statements show that 12,329,381 bushels were 
 transferred through the Peavey elevators at Kansas City between 
 July, 1898, and May, 1903, and that 23,839,533 bushels were trans¬ 
 ferred at Council Bluffs between July, 1899, and May, 1903. At 
 Kansas City the earnings for transferring grain from July, 1898, 
 to May, 1903, were $92,069.63; the operating expenses, $77,500; the 
 aggregate profit, $14,369.62; the average annual profit, $2,913.92. 
 This allows nothing in either case for interest on investment, depre¬ 
 ciation of plant, insurance on grain in storage, or expenses of general 
 management. The elevator at Council Bluffs cost $200,000; that at 
 Kansas City, $150,000. Assuming these figures to be substantially 
 correct, the transfer business, considered by itself, was unprofitable. 
 A rival concern at Council Bluffs receives the same compensation for 
 transferring grain. Prices elsewhere applied do not establish the claim 
 that Peavey & Co. were unduly remunerated. It was not seriously 
 contended that Peavey & Co., in fact, pays any more for grain than 
 any other buyers. The testimony was unqualified that the arrange¬ 
 ment in question had not affected the prices paid to the producer. 
 In other words, the transfer charge was not “ reflected into the inte¬ 
 rior.” Competing shippers have failed to make known their griev¬ 
 ances, if they have any. 
 
 Conclusion of the Commission .—“ However objectionable the 
 arrangement may appear from any point of view we are convinced, 
 rather against our original impressions, that it can not be adjudged 
 unlawful.” The contracts for transferring grain were made in good 
 faith and for a legitimate purpose and the compensation paid is 
 not unreasonable for the service performed. The Union Pacific was 
 not debarred from dealing with Peavey & Co., because they happened 
 to be grain merchants as well as elevator proprietors. “ It is scarcely 
 needful to add that arrangements of the kind investigated in this 
 proceeding are not favorably regarded. When anything directly 
 connected with the public service which a carrier is bound or under¬ 
 takes to perform is farmed out, so to speak, to one of its own shippers, 
 the relation thereby brought about is likely to excite distrust and to 
 be looked upon with suspicion.” 
 
 Disposition of case .—No requirement of the act disregarded. Com¬ 
 plaint dismissed. 
 
 Docket No. 824. 
 
 Complaint. —Proceeding on inquiry and investigation ordered by 
 Commission concerning allowances made by railroads or persons 
 owning elevators or by such companies or persons to shippers of grain 
 between interstate points and concerning the legality of such allow¬ 
 ances. 
 
 Disposition of case .—Investigation pending. 
 
 Docket No. 266. 
 
 Complaint. —That the defendants and the Lackawanna Live Stock 
 Express Company, a bureau organized and controlled by defendants 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 727 
 
 for the transaction of live-stock transportation over the lines from 
 Chicago to New York, have so managed the live-stock transportation 
 business as to discriminate between the complainants and their com¬ 
 petitors in the provision of cars and in the rates paid for carriage by 
 means of a rebate or other allowances. 
 
 Facts .—Jacob Shamberg is a cattle dealer residing in New York, 
 purchasing cattle for domestic and foreign consumption. Schwarz- 
 child & Sulzberger were engaged in the same business with complain¬ 
 ant, at Forty-fifth street, East River, New York, where they had a 
 dock and stock yards. Schwarzcliild & Sulzberger and defendant, 
 the Lackawanna road, entered into a contract in 1888 under which 
 the Lackawanna made free deliveries to Schwarzchild & Sulzberger 
 of all live stock delivered to it for shipment to this firm or in the 
 care thereof. The service was estimated to have cost 34 cents per 
 hundred pounds. 
 
 Other trunk lines did not give free lighterage within the lighterage 
 limits of the harbor of New York but, at a meeting held in 1889, met 
 this competition by providing for an increase in the rate of live stock 
 with the option of free delivery within the lighterage limits of New 
 York. After this action by the trunk line committee the Lacka¬ 
 wanna, in addition to these free deliveries, allowed Schwarzchild & 
 Sulzberger 3-|- cents per hundred pounds for yardage, which allowance 
 had not previously been made. The allowance for yardage was made 
 to Schwarzchild & Sulzberger on their own shipments as well as 
 shipments to others in their care. Schwarzchild & Sulzberger owns 
 its own yards. 
 
 The firm of Schwarzchild & Sulzberger for a time had a member, 
 Samuel Weil, who was a brother-in-law of Sulzberger. Schwarzchild 
 
 Weil both had disposed of their interests to Sulzberger by August. 
 1890. 
 
 The Lackawanna Live Stock Express Company was organized 
 January 6, 1888, having for its incorporators certain individuals who 
 were friends of Weil and who allowed their names to be used as in¬ 
 corporators at his request. This company entered into a contract 
 with the Lackawanna and Nickel Plate roads, by which it was to pro¬ 
 vide certain improved stock cars for such roads, under terms of strik¬ 
 ing financial advantage to the express company. The railroad com¬ 
 panies paid the express company car rental or mileage of three- 
 fourths cent from September 1, 1888, to September 1, 1890, the sum of 
 $205,582.68. Deducting from this amount, expenditures for repairs 
 and salaries, $34,050.48, there is left $171,532.20 as the amount 
 earned by the express company in two years above current expenses, 
 representing over 50 per cent per annum on the capital invested after 
 deductions were made and not taking into consideration the depre¬ 
 ciation in the value of the cars; the life of which, however, is esti¬ 
 mated at from ten to twelve years. 
 
 Mileage made by the cars of the express company is over twice that 
 made by ordinary live-stock cars, due to the fact that they are run 
 exclusively on through trips from Chicago to New York, and not 
 from intermediate local stations; that they are sent directly back to 
 the west without detention, and that the cattle can be fed and watered 
 on the express cars without unloading for the purpose at Buffalo or 
 elsewhere. 
 
728 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Through bills are not issued by the express company, but by the 
 railroad company, and the latter fixes the rates of transportation and 
 collects the freight charges. No account of the mileage earned by 
 the express cars is kept by the express company; but it is kept by the 
 mileage departments of the railroad companies. The express com¬ 
 pany has no yards or tracks of its own for its cars, but uses those of 
 the roads. 
 
 Well, the brother-in-law of Sulzberger claimed to own a controll¬ 
 ing interest in the express company. The stock had never been issued 
 to him, although he made the cash or delivery payments on the ex¬ 
 press cars, and also paid the subsequent installments of the purchase 
 money as they fell due. The testimony indicated that Sulzberger 
 might have furnished Weil the necessary money. The cars of the 
 express company were not used for the accommodation of shippers 
 generally, but only for those whose names were furnished to B. A. 
 liegeman, jr., and although ostensibly open to all, practically they 
 were withheld from shippers in general, limiting their use to a few. 
 Ninety per cent, or substantially all the business done by the express 
 cars is that of Schwarzchild & Sulzberger and shippers in their cars 
 at Forty-fifth street, East River. 
 
 Conclusion of the Commission .—The Lackawanna Live Stock Ex¬ 
 press Company was an independent company or corporation only in 
 name; it was in fact owned and controlled by Weil & Sulzberger, of 
 Schwarzchild & Sulzberger. By the aid and cooperation of the rail¬ 
 road, defendants had operated in the interest of Schwarzchild & 
 Sulzberger. It is a device on the part of Schwarzchild &. Sulzberger 
 to evade the act to regulate commerce by giving an undue and unrea¬ 
 sonable preference to Schwarzchild & Sulzberger and consignees in 
 their care. The express company, being practically Schwarzchild & 
 Sulzberger, a contract between the railroads and Schwarzchild & 
 Sulzberger, made in 1888, is in effect a contract between the railroads 
 and the express company and is in furtherance of the mutual design 
 of the roads and Schwarzchild & Sulzberger to evade the law. The 
 conditions under which car mileage was allowed the express company 
 cars constituted an unlawful preference. 
 
 If it be incumbent upon common carriers of live stock under certain 
 circumstances to furnish yardage, it is certainly not after delivery 
 to consignee on his own dock and in his own yards. Yardage allowed 
 to Schwarzchild & Sulzberger of 3^ cents per hundred pounds on 
 their shipments of cattle was a reduction or rebate from their regular 
 tariff rate. The lighterage allowance, because of the packet condi¬ 
 tions in New York Harbor, is not in this case condemned. 
 
 Disposition of case .—Ordered that the respondent carriers desist 
 from giving unlawful preference and advantage to the firm of 
 Schwarzchild & Sulzberger or their successors in the transportation 
 of live stock to New York City by the payment of car mileage for the 
 use of the Lackawanna Live Stock Express Company cars or by the 
 payment of yardage of Schwarzchild & Sulzberger for the cattle 
 transported for them. The United States circuit court, in an inde¬ 
 pendent suit, ordered Shamberg not to interfere with the operation 
 of the contracts. No request was made to enforce the order of the 
 Interstate Commerce Commission. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 729 
 
 Docket No. 751. 
 
 Complaint ,—Investigation ordered by Commission, on its own 
 motion, on receipt of complaints alleging that the respondent roads 
 had entered into contracts with the Armour Car Lines, whereby re¬ 
 frigerator cars owned or controlled by said Armour Car Lines were 
 used exclusively by the said railroads in the transportation of fruit 
 shipments originating on their lines, and that certain icing or re¬ 
 frigeration charges fixed by the Armour Car Lines were applied upon 
 shipments of fruit carried in such cars, which were greatly in excess 
 of* the charges for refrigerating other cars used by the said railroads. 
 
 Facts .—The respondent railroad companies entered into a con¬ 
 tract with the Armour Car Lines by which the railroad companies 
 were to be furnished with refrigerator cars for use in the transporta¬ 
 tion of fruit from points in Michigan to any point of destination, the 
 car lines to assume all charge and liability in respect of icing, while 
 the railroad companies upon their part agreed to pay the car-line 
 company three-fourths of a cent per mile for the entire distance 
 which the car moved over their lines, and not to permit the use of any 
 other cars than those of the car-line company for the shipments of 
 fruits under refrigeration. Before these contracts were made railroad 
 companies had furnished refrigeration without any charge over and 
 above the freight rate, and they subsequently made a charge for re¬ 
 frigeration substantially equal to the cost of the icing. Under the 
 contracts the car-line company exacts a charge for the refrigeration 
 service which greatly exceeds that formerly made to cover the cost of 
 icing by railroad companies and ranges from 50 to 150 per cent above 
 that made prior to the contracts by the car-line company. An ex¬ 
 ample given, which is u fairly illustrative,” is as follows: The rate on 
 peaches from Grand Rapids to Boston is 79 cents per 100 pounds, 
 with a minimum of 20,000 pounds. Previous to 1900 this included 
 the cost of refrigeration, so that a carload of peaches could be shipped 
 from Grand Rapids to Boston for $158. Subsequently the cost of the 
 ice was charged in addition to the rate, and this seems to have aver¬ 
 aged not far from $20 per car, making a total of $178 per car. At 
 the time of the investigation the Armour Car Line’s refrigerator 
 charge was $55, making the total cost of transportation $213, an in¬ 
 crease of $55 per car, or more than 33^ per cent over the rate in effect 
 four or five years preceding. 
 
 Conclusion of the Commission .—It is the duty of respondent rail¬ 
 road companies to furnish refrigerator cars for the transportation 
 of fruits from points in Michigan. While it is possible that these 
 carriers might at the outset have legally declined to provide this 
 special kind of equipment, they ought not to be permitted to do so at 
 this time. But this duty arises out of their common-law liability, 
 does not come under the act to regulate commerce or under the juris¬ 
 diction of the Commission, and redress for failure to fulfill it must be 
 sought in the courts. 
 
 The respondent railroads may provide such cars either by pur¬ 
 chase on their own account or by lease from other roads, but if the 
 latter plan is adopted they may undoubtedly enter into exclusive con¬ 
 tracts with a car-line company for the same. 
 
 While it is more doubtful whether a carrier is legally compellable 
 to furnish ice for refrigeration of some cars, in the opinion of the 
 
730 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Commission he should be; but “ while the carrier may be under no 
 obligation to furnish ice, if he does furnish it and does prohibit the 
 shipper from returning it from any other source the price must be 
 reasonable, and that price is a part of the total charge of the trans¬ 
 portation service afforded by the carrier.” 
 
 The railroad companies by making these exclusive contracts in 
 effect impose upon shippers exorbitant prices for the transportation 
 of Michigan fruits to markets in other States in violation of section 1 
 of the act to regulate commerce, but in consideration of the more 
 complete service afforded by the car-line company the charges for 
 refrfgeration might properly be somewhat increased over the actual 
 cost of the ice. 
 
 Disposition of case .—Further action withheld until October 1 to 
 allow readjustment of charges by the respondent carriers. 
 
 Docket No. 310. 
 
 Complaint. —That defendants are guilty of unjust discrimination 
 against complainants in the carriage of cattle from Chicago to New 
 York by giving rebates to the Eastman Company, Limited, and 
 Joseph Stern, concessions being in the form of car mileage and de¬ 
 duction of yardage charges. 
 
 Disposition of case .—No hearing. Application of complainant to 
 withdraw complaint filed. 
 
 v. 
 
 Docket No. 410. 
 
 Complaint. —That defendants charge an arbitrary and extortion¬ 
 ate rate of 74 cents per 100 pounds more than the published race on 
 fruit and vegetables when the same are shipped in refrigerator cars 
 from points between Matoon and Panna to Villa Ridge, inclusive, 
 to points on defendant’s lines or connecting roads, while such extra 
 charge is not made on similar traffic shipped from points on defend¬ 
 ant’s road north of Pana or Matoon or from Mounds, Mound City, 
 and Cairo. 
 
 Disposition of case .—Stipulation by parties to have complaint dis¬ 
 missed was filed, and on July 11, 1895, order of dismissal was entered. 
 
 Complaint. —General investigation in the matter of underbilling 
 conducted by the Commission at New York City, Buffalo, Detroit, 
 Chicago, Omaha, Lincoln, and Washington in March, 1888. 
 
 Facts .—It is found, as a matter of fact, that an immense amount 
 of traffic has been carried by the railroads of the country during the 
 last six months, and to some extent during the entire period since 
 the passage of the act to regulate commerce, the tonnage or weight 
 of which was underbilled. This practice has not been confined to 
 any particular road or group of roads, but has been generallv preva¬ 
 lent. It is unequivocally condemned by every railroad officer and 
 traffic manager whom the Commission has approached, though the 
 facts are such that they would seem to be not entirely without fault 
 in the matter. The general fact is apparent that railroad managers 
 are reluctant to move individually in putting an end to discrimina¬ 
 tions of this kind. They have shut their eyes to the wrong involved 
 until such time as concerted action might be had. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 731 
 
 Among the conditions specifically found were the following: Sixty- 
 one cars from the Michigan Central Railroad were weighed at Black 
 Rock February 1 to 18, 1888. Of these the billing of 57 cars was 
 short, in all, 273,350 pounds, and 4 cars were overbilled, in all, 4,100 
 pounds. One hundred and thirty-five cars from the same road were 
 weighed at Suspension Bridge January 23 to February 15, 1888. Of 
 these the billing of 129 cars was short, in all, 536,545 pounds, and that . 
 of 6 cars was over, in all, 7,290 pounds. The shortage on 11 cars 
 exceeded 10,000 pounds per car. Forty cars from the New York 
 Central and Hudson River Railroad, west bound, were'weighed at 
 Suspension Bridge February 6 to 13, 1888, and were found short, in 
 all, 109,280 pounds, or 8 per cent of the total weight as waybilled. 
 In examining the schedules in detail a large number of grain ship¬ 
 ments from Toledo were observed. Some 50 carloads of grain were 
 shipped from Toledo to various points, of which the average under¬ 
 billing was 12,000 pounds per car, considerably more than 25 per 
 cent of the actual weight. 
 
 Contents of car No. 10704 (containing middlings) from the Wis¬ 
 consin division of the Chicago and Northwestern Railroad were sold 
 on the floor of the Chicago Board of Trade in February last. The 
 car had been billed as containing 21,000 pounds, freight prepaid. 
 When the middlings were transferred east to a Nickel Plate car and 
 reweighed it was found that the car contained 45,500 pounds. This 
 car was weighed a second time with the same result. It had been 
 underbilled 23,900 pounds. 
 
 Underbilling is not confined to shipments of grain. Anothef in¬ 
 dustry quite disastrously affected is the packing business. Under¬ 
 billing is also practiced to a considerable extent in the shipment of 
 merchandise in small lots. This frequently takes the form of false 
 classification—for instance, the article named as tanner’s bark by 
 consignor, falling in the third class, was found upon examination to 
 be sassafras root, in the first class; dried fruit, falling in the fourth 
 class, to be groceries, falling in the second class; burlaps, falling in 
 the fourth class, to be cotton bags, falling in the first class; earth 
 paint, falling in the fourth class, to be drugs, falling in the first 
 class. 
 
 Conclusion of the Commission .—Underbilling is a device by which 
 the shipper pays for the transportation of a less quantity of freight 
 than is actually carried, and thereby obtains a reduced rate upon the 
 gross shipment. It is forbidden by the act to regulate commerce. 
 Unjust discrimination results from underbilling in that the favored 
 shipper pays a less sum than is charged to others for the same service, 
 common carriers being bound to exact equality in their service to the 
 public. 
 
 Disposition of case .—No order. 
 
 Docket No. 122. 
 
 Complaint .—That defendants by underbilling have charged and 
 received less compensation for the transportation of grain and feed 
 from points in Ohio, Indiana, and Illinois to the city of Philadelphia 
 than was specified in the published schedule of rates and charges 
 then in force, thereby giving unreasonable preference and advantage 
 
732 
 
 DIGEST OF HEARINGS OIST RAILWAY RATES. 
 
 to the owner of such grain and feed and subjecting other traders in 
 same commodities to undue prejudice and disadvantage. 
 
 Disposition of case. —On May 7, 1888, complainant’s application 
 for indefinite postponement was filed, and on the same day the hear¬ 
 ing was indefinitely postponed. 
 
 Docket No. 123. 
 
 Complaint. —That defendants by underbilling charged and received 
 a less compensation for the transportation of grain and feed from 
 points in Ohio, Indiana, and Illinois to the city of Philadelphia than 
 was specified in the published schedules of rates and charges then in 
 force, thereby giving unreasonable preference to the owners of such 
 grain and feed and subjecting other traders in said commodities to 
 undue prejudice. 
 
 Disposition of case. —On May 7, 1888, the complainant’s applica¬ 
 tion for indefinite postponement was filed, and on the same day the 
 hearing was indefinitely postponed. 
 
 Docket No. 124. 
 
 Complaint. —That defendants by underbilling charged and received 
 a less compensation for the transportation of grain and feed from 
 points in Ohio, Indiana, and Illinois to the city of Philadelphia than 
 was specified in the published schedules of rates then in force, thereby 
 giving unreasonable preference to the owners of such grain and feed, 
 and subjecting other traders in said commodities to undue prejudice. 
 
 Disposition of case. —On May 7, 1888, the complainant’s applica¬ 
 tion for indefinite postponement was filed, and on the same day the 
 hearing was indefinitely postponed. 
 
 Docket No. 125. 
 
 Complaint. —That defendants by underbilling charged and received 
 a less compensation for the transportation of grain and feed from 
 points in Ohio, Indiana, and Illinois to the city of Philadelphia than 
 was specified in the published schedules of rates and charges then 
 in force, thereby giving unreasonable preference to the owners of such 
 grain and feed, and subjecting other traders in said commodities to 
 undue prejudice. 
 
 Disposition of case. —On May 7,1888, complainant’s application for 
 indefinite postponement was filed, and on the same day the hearing 
 was indefinitely postponed. 
 
 Docket No. 523. 
 
 Complaint. —Complaint of irregularities in the transportation of 
 petroleum and its products from East Boston to Newport, such ir¬ 
 regularities consisting in underbilling in transportation at less than 
 the tariff rate. 
 
 Disposition of case. —Hearing at Boston, March 12, 1898, this being 
 the last entry in docket. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 733 
 
 Docket No. 587. 
 
 Complaint. —Order of Commission that a proceeding of investiga¬ 
 tion, in regard to underbilling and misrepresentation of freight 
 articles delivered by shippers for transportation, be instituted. 
 
 Disposition of case. —Hearings in this case were had at New York, 
 November 14, 1900; Chicago, November 22, 1900; New York, De¬ 
 cember 21, 1900; Philadelphia, April 4, 1901, the record of the last- 
 named hearing constituting the last entry in the docket. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination by means of false billing and underbilling: False billing, 
 1711; false billing, mixed carload, 1800; improper manifesting, 
 1171; misrepresentation of character of freight, 1724; false billing 
 and false classification, 323, 1084, 1748; underbilling, 72, 1598, 214t, 
 '2537, 2937. 
 
 Docket No. 242. 
 
 Complaint. —That complainant is discriminated against in the clas¬ 
 sification of soap in this, that his soap, which is described as toilet 
 soap, is therefore and for that reason placed in the second class, 
 whereas his soap is not superior to common or laundry soap, which is 
 placed in the fourth class. 
 
 Facts. —Complainant was a manufacturer of soap, which he adver¬ 
 tised extensively as suitable for toilet purposes. Evidence was given 
 tending to show that such soap was of substantially the same quality, 
 market value, and selling price as common or laundry soap, which 
 was not put in the market as toilet soap. Complainant’s soap was 
 put in the second class, common or laundry soap in the fourth class. 
 It was said upon the hearing that the trade name of the complainant’s 
 soap—“American Castile soap,” which is a soap intended for toilet 
 purposes—was essential to the selling of the product, and that it must 
 be sold as a toilet soap. Both manufacturers and the railroads found 
 themselves unable to adjust the difficulty and sought the assistance of 
 the Commission to that end. 
 
 Conclusion of the Commission. —A matter so extensive and difficult 
 as classification of freights must be mainly governed by general rules. 
 This is indispensable to any system of classification, the alternative 
 being a rate for every commodity separately. The Commission is 
 unable to see how it can properly or justly require carriers to analyze 
 freight offered to them to ascertain its quality and actual value when 
 those are claimed to differ from its trade designation and the price 
 paid by the consumer. Such a rule would be entirely impracticable. 
 “ When a manufacturer described his article to the public for the pur¬ 
 pose of making a market for it, he ought to so describe it for the 
 purpose of carriage, and it seems as reasonable that the carrier should 
 have the right to accept the manufacturer’s representation concerning 
 his product as that the public should be influenced by it in the pur¬ 
 chase of the article.” 
 
 Disposition of case. —Complaint dismissed. 
 
734 
 
 DIGEST OF HEARINGS ON KAILWAY KATES. 
 
 Docket Nos. 184. 185, 194. 
 
 Complaint .—Discrimination in rates charged in transportation of 
 refined oil and other products of petroleum. This was the chief 
 subject-matter of the case: That the defendants failed and refused 
 to furnish tank cars to complainant; that the modes adopted by the 
 defendant of estimating the weight and quality of oil in barrels and 
 oil in tanks, respectively, for the purpose of fixing the freight charges 
 thereon effected an unjust discrimination against oil carried in barrels 
 and in favor of oil carried in tanks. 
 
 Facts .—Facts concerning complainant’s complaint of refusal to 
 furnish tank cars were not considered, because of the Commission’s 
 inability to compel carriers subject to its jurisdiction to provide any 
 particular kind of cars or other special equipment. The weight per 
 gallon of petroleum and its products ranges from 5f pounds of naph¬ 
 tha to 7-J pounds for lubricating oil. All these commodities when 
 shipped in tank cars are estimated by the defendant at 6.3 pounds per 
 gallon, which they claim to be their actual average weight, but inas¬ 
 much as an equal amount of each product is not shipped, but there is 
 a very large excess of refined oil over all others combined, the w T eight 
 of which is not less than 6.5 pounds per gallon, the estimate is clearly 
 below the actual weight of the merchandise carried. When shipment 
 is made in barrels, the defendants estimate the total weight of oil in 
 barrels at 400 pounds. The average capacity of an oil barrel is* 50 
 gallons; its weight, filled with refined petroleum, 400 to 410 pounds. 
 The weight of complainant’s refined oil is 6.7 pounds per gallon, and 
 of his barrel 70 pounds, or a total of 405 pounds. Under this method 
 of estimating rates, the shipper of the tank cars can send refined oil at 
 less total cost for the same rate of freight than the shipper in barrels 
 between the same points. Under a state of facts which would put the 
 barrel shipper most nearly on equal terms with the tank shipper, the 
 tank shipper would get an advantage which would amount to $1.41 
 per car. Under a state of facts where the barrel shipper would be on 
 the least equal terms with the tank shipper, the advantage of the tank 
 shipper would amount to $13.33 per car. The facts upon which these 
 estimates are made are those actually possible under the variations 
 that arise in the application of the constructive or hypothetical 
 weights employed. 
 
 Defendants require a tank carload to be the full capacity of the 
 tank, but permit it to be billed “ at not more than 42 gallons less 
 than the actual capacity of the tank.” This allowance of 42 gallons 
 per car is mainly on account of leakage and evaporation. No allow¬ 
 ance is made for leakage and evaporation for shipments in barrels,, 
 although the average leakage from a barrel of refined oil is about 
 one-half gallon. Tank cars can not with safety be entirely filled with 
 oil in a condensed state and tightly covered, on account of danger of 
 explosion from expansion of the oil. Barrels can not be completely 
 filled with such oil for the same reason. 
 
 Conclusion of the Commission .—The defendant, in adopting its 
 system of estimating weights, has been guilty of discrimination, 
 which, while not flagrant, is .actual and material, “ so far as this 
 method enables the tank shipper to secure the carriage of more 
 pounds of freight for the same money than the shipper in barrels, 
 which subjects the latter to undue and unlawful prejudice.” “ In 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 735 - 
 
 any case where actual weights can not be ascertained without need¬ 
 less inconvenience there is no serious objection to the use of estimated 
 or constructive weights, provided the method of estimation works 
 no inequality in its practical application to competing modes of con¬ 
 veyance.’' The practice of allowing the tank shipper an arbitrary 
 reduction of 42 gallons per tank is wholly indefensible. “ It is a pro¬ 
 voking discrimination for which no rational excuse is suggested by 
 defendant.” The losses from leakage and evaporation are not less 
 proportionately when the shipment is made in barrels, and to make a 
 fixed deduction from the assumed weight of oil contained in a tank 
 is “ equivalent to a cash rebate to its owner.” 
 
 Disposition of case .—Defendants directed to base their charges on- 
 petroleum products upon the actual weight of shipments, whether in 
 tanks or barrels, “ and for all cases where actual weights can not be 
 ascertained without great inconvenience, they are directed, on notice 
 of this decision, to adopt and employ such rule or method of esti¬ 
 mating weights as shall practically operate to secure to the shipper 
 in barrels for the same aggregate sum as may be paid by the shipper 
 in tanks in any case the transportation between the same points of an 
 equal amount or weight of freight paid for.” Case held open for 
 further and more specific direction in respect to the relative weights,, 
 and the order declared not to be understood to authorize charges on 
 barrels when tanks were carried free, that question being expressly 
 reserved for further consideration. Defendants engaged in allowing 
 tank shippers an arbitrary reduction of 42 gallons per car for alleged 
 leakage and evaporation required to cease and desist from such prac¬ 
 tice and thereafter to make no deduction of that character to ship¬ 
 pers in tanks unless a corresponding concession is made to shippers 
 in barrels. 
 
 Docket No. 573. 
 
 Complaint .—Challenging the legality of the change made by de¬ 
 fendants on January 1, 1900, in the classification of common or laun¬ 
 dry soap from sixth to fifth class in carloads, and from fourth to 
 third class in less than carloads. The case incidentally involves the 
 question of unjust discrimination in permitting certain shippers to 
 bill at net weights, while others are required to bill at the full weight 
 of the package and its contents. 
 
 Facts .—The facts directly evoked are not pertinent to the subject 
 of discrimination outside of the published tariffs. However, it ap¬ 
 peared incidentally in a preceding case that prior to May, 1889, 
 manufacturers of soap in the Central West very largely indulged in 
 the practice of shipping at net weights, while manufacturers in the 
 East generally shipped, during that period, at gross weight. This 
 case brings out the fact that the pratice was not so widespread as 
 believed. 
 
 Conclusion of the Commission .—“Although the fact that most 
 shippers of a given article in part of a described territory were per¬ 
 mitted to secure reduced rates by billing at net weight, while many 
 others shippers of the same article in another portion of that terri¬ 
 tory paid higher rates through billing at the full weight of the pack¬ 
 age and its contents, is ample warrant for an order requiring the car¬ 
 rier to remove the unjust discrimination as between such shippers by~ 
 
736 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 discontinuing the practice of shipping at net weights in any part of 
 the territory, yet on the other hand, unless the net weight practice was 
 prevalent throughout substantially the whole territory affected, and 
 either authorized by carriers generally in that territory or so well 
 known from constant and general application as to receive implied 
 sanction, it would not of itself constitute sufficient ground for an 
 order requiring a reduction in rates when all the carriers applied 
 their established charges on the basis of gross weights. We think 
 this is the proper view to take of the net-weight practices, and that 
 it is the one which would have been taken by the Commission in 
 1890 if all the facts concerning the practice had been brought out in 
 the cases then decided. In the light of the testimony now before us 
 the former decision, based as it appears to have been mainly upon the 
 net-weight practice, should not control the determination of the case.” 
 
 Disposition of case. —Order affecting rates issued. 
 
 Docket No. 585. 
 
 Complaint. —That on March 21, 1900, complainant tendered defend¬ 
 ants a carload of potatoes with shipping directions and instructions 
 showing actual weight; that defendants refused to bill at actual 
 weight and neglected to follow instructions given and also refused 
 to give receipt or bill of lading, but took the shipment against the 
 protest of complainant, and that the carrier raised the weight, thereby 
 raising the rate, and refused to investigate claim for overcharge with¬ 
 out surrender of complainant’s proofs and vouchers for overcharge. 
 
 Disposition of case. —Hearing was had in this case at Chicago, Ill., 
 November 19-20, 1900. On March 6, 1903, an order was entered 
 postponing the case indefinitely, the reason for postponement not 
 being given in the order and not appearing in the correspondence. 
 
 Docket No. 133. 
 
 Complaint .—Unjust discrimination by construction of a classifi¬ 
 cation. 
 
 Facts. —Complainant is a manufacturer of hub blocks at Ash¬ 
 tabula, Ohio. Previous to 1887 he was in the same business at 
 another place and on the line of another road. With a view to re¬ 
 moval to Ashtabula, he opened correspondence with the general 
 freight office of the defendant company to ascertain the freight 
 charges on his products. In the correspondence the term “ hub 
 blocks ” and “ hub blocks in the rough ” were made use of, and reg¬ 
 ular rates on articles in the sixth class were quoted to complainant. 
 Relying upon sixth-class rates he claims he located at Ashtabula. 
 Complainant made several shipments over defendant’s road, but in 
 each case the assignment was billed as fifth-class merchandise. 
 
 Defense claimed that the hub blocks belong with “ wagon mate¬ 
 rial, unfinished,” because the manufacture has been commenced; but 
 it is conceded that there is a stage in which wood is not classified 
 as “ wagon material, unfinished ” although it is destined for the 
 making of wagons and though something has already been done upon 
 it in the way of preparation. 
 
 Conclusion of the Commission. —The hub blocks are the unseasoned 
 raw material on the way to the hands of the manufacturer. They 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 737 
 
 must be considered as property classed with lumber and not as 
 classed by defendant’s agents. It was claimed by complainant that 
 the assurances of the defendant that hub blocks would be placed 
 in the sixth class established equities in his favor. The Commission 
 said: 44 The official classification must have the same construction in 
 favor of all other persons as is given in favor of complainants; no 
 assurances to him, however honestly made or honestly relied upon, 
 can entitle him to special rates.'’ 
 
 Disposition of case .—Order that complaint be sustained and that 
 in any future consignments over its road the defendant must conform 
 to classification above prescribed. Order complied with. 
 
 Docket No. 220. 
 
 Complaint .—Complaint that defendant wrongfully refused to 
 transfer freight cars over its own tracks in the city of New Albany, 
 Ind., from the terminus of the Louisville, Evansville and St. Louis 
 Consolidated Railroad to the tracks of the Louisville, New Albany 
 and Chicago Railway to be hauled by that company over the Ken¬ 
 tucky and Indiana bridge into Kentucky. 
 
 Facts .—The complainant was a distiller operating his distillery , 
 near the city of Louisville, in Kentucky. The portion of road over 
 which the complainant sought to enforce service lay wholly in one 
 State and was part of a road engaged in interstate commerce. The 
 service desired was the forwarding of carloads of interstate freight 
 from a terminus of the road, by which it was brought to New Albany 
 over respondent’s road for about a mile to another road, to be carried 
 by the latter into Kentucky, the respondent having a track connection 
 with both the other roads. The several lines or roads were owned 
 and operated separately and were not under any common control, 
 management, or arrangement for the continuous carriage or shipment 
 of interstate commerce. Prior to May 1, 1889, the respondent had 
 received and delivered two several shipments of grain consigned to 
 complainant at Louisville in the manner requested, but with an ex¬ 
 press stipulation that it should not thereby establish any precedent 
 for its future action. With such exceptions respondent had never 
 made the haul or delivery requested. Respondent had never estab¬ 
 lished and had refused to establish any other route or rate to Louis¬ 
 ville or other points south on freight received from the Louisville, 
 Evansville and St. Louis Railway Company, except over its own line 
 to Louisville. It was feasible and convenient for complainant’s 
 freight to be carried to Louisville over respondent’s line and railway 
 and the delivery by respondent according to the request of com¬ 
 plainant would result in diverting such traffic from the former’s line 
 extending to Louisville. 
 
 Conclusion of the Commission. —Concluding, in consideration of 
 respondent’s contention, that it is not required by law to perform the 
 switching service in question, the Commission holds that respondent’s 
 first objection, to wit, that the road over which the switching service 
 is desired is wholly within the State of Indiana, and therefore not 
 subject to the provisions of the act to regulate commerce in respect to 
 this traffic, nor to the jurisdiction of the Commission, is untenable; 
 that the traffic in question is interstate traffic and the transportation 
 under the jurisdiction of the Commission. 
 
 S. Doc. 244, 59-1 
 
 47 
 
738 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 But it is further held that, owing to omissions in the act. the order 
 asked by complainant can not be made, the Commission apparently 
 being given no authority to make a compulsory order for through 
 routes or through rates over lines that physically connect. 
 
 Disposition of case .—The Commission not having the power under 
 the statute to make the order asked by the complainant, the complaint 
 was dismissed. 
 
 Docket No. 402. 
 
 Complaint. —That English rails are offered delivered at San Fran¬ 
 cisco, freight, insurance, and duty included, for less than the pub¬ 
 lished rates from Pueblo to San Francisco, etc. 
 
 Facts and conclusions of the Commission. —The case involves in 
 the main questions of discrimination within the published tariff. 
 Incidentally, however, the subject of routing is touched upon, and in 
 the opinion it is stated that the action of the carriers in diverting 
 through traffic from the shorter route over which it participates in 
 the carriage, so as to secure for itself a greater aggregate charge 
 through the long haul by the defendant route, over which it is also 
 engaged in transportation, sometimes results in discriminations and 
 prejudices both as to rates and facilities. Inequality in treatment of 
 shippers and localities, having no other justification than this end, is 
 indefensible. 
 
 Disposition of case. —Ordered that defendants desist from charging 
 in the aggregate any greater compensation than 45 cents per hundred 
 pounds for the transportation from Pueblo to San Francisco of 
 steel rails and railway fastenings in carloads, etc., and that the case 
 be held open for further proceedings for such action as may appear 
 necessary. On May 27, 1896, application for rehearing was pre¬ 
 sented but not entertained. 
 
 Docket No. 411. 
 
 Complaint. —That defendant had refused to route the vegetables of 
 the complainant b}^ the most direct route to Terre Haute and Indian¬ 
 apolis, Ind.; Cleveland, Ohio, and Pittsburg, Pa.; that the complain¬ 
 ant in June, 1894, had a carload of Irish potatoes at Verona which he 
 wished to place on the market and for which he had an offer of an 
 advance of $2.75 per barrel if they could be routed to Cleveland, 
 Ohio, by the Big Four route, but that the defendant refused to for¬ 
 ward them by that route or by any other except East St. Louis, 
 whereby complainant was forced to ship the potatoes to Cincinnati, 
 Ohio, sustaining a loss of $100. 
 
 Facts. —On June 7 complainant offered defendant a carload of 
 potatoes at Verona and asked defendant to bill it to Cleveland, Ohio, 
 by the Big Four route. Defendant then had through billing arrange¬ 
 ments at that point with this road and might have billed this car¬ 
 load. Its agent at Verona refused to bill as requested, and in conse¬ 
 quence complainant suffered a loss of $100 upon the shipment. 
 
 Conclusion .—In this case, there having been an established pub¬ 
 lished rate from Verona to Cleveland, presumably that rate and that 
 route were open to the public, and when complainant directed defend¬ 
 ant’s agent to route his carload of potatoes that way it was the busi¬ 
 ness of the agent to do so. His failure to do so was discrimination 
 
I 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 739 
 
 against the complainant which amounted to a violation of the act to 
 regulate commerce. 
 
 Disposition of case .—Found that complainant had suffered damages 
 in the sum of $100 and order issued for the payment of such sum. 
 Order complied with. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination in routing: 
 
 Routing discrimination 520, 549, 2708. 
 
 Refusal to make through route 306, 454, 2957 (?). 
 
 Refusal to accept bill of lading unless routing is erased 907. 
 Refusal to insert route in waybill 382, 386, 490. 
 
 Refusal to give through rates 1769, 2619. 
 
 Refusal to issue through bills of lading 133, 418, 852, 2088. 
 
 Refusal to route as requested 219, 1702, 1709, 1718, 3005, 3414; as 
 directed 237, 656, 777. 
 
 Misrouting 510, 563, 536, 2463, 3219, 3342, 3465. 
 
 General complaints of routing 283, 583, 714, 935, 987, 1093, 1094, 
 1126, 1139, 1646, 1649, 1768, 1969, 2054, 2168, 2187, 2344, 2633. 
 
 Docket No. 277. 
 
 Complaint .—That petitioner, a resident of Janesville, Wis., retail 
 dealer in coal and like commodities, was denied the same and equal 
 facilities upon traffic by defendants in that on September 29, 1890, 
 it gave notice to complainant that on and after such date it would not 
 deliver any cars consigned to him unless he should promise to pay 
 demurrage, which might accrue after ’ forty-eight hours’ detention, 
 while imposing no such condition upon other consignees. 
 
 Facts .—At the close of. the testimony on the hearing, counsel for 
 the complainant made this statement: “ I do not think it necessary 
 to argue this case, because it is very simple; it arises over the refusal 
 of Mr. Macloon to agree in advance as to what he would do. The 
 company wanted him to promise, in advance, to pay the demurrage, 
 and he would not do that, and the company would not deliver the 
 cars.” To this the counsel for the defendant said: “ I can not quite 
 agree with that statement. The Commission understands our posi¬ 
 tion. We explained that this man would not pay demurrage under 
 any circumstances. Now, if he is willing to pay this, there is no con¬ 
 troversy.” 
 
 The point of difference between complainant and defendant estab¬ 
 lished by the testimony was a claim on one hand that complainant 
 refused to pay any demurrage under any circumstances, and on the 
 other that he would not promise, in advance, to pay demurrage that 
 might be charged, regardless of Avhether it was a just charge or was 
 legally enforceable under the contract of shipment or rules of the 
 car-service association. 
 
 Conclusion of the Commission .—A promise to pay what was legally 
 enforcible was of no additional value to the existing legal obligation, 
 therefore the complainant would naturally infer that the defendant’s 
 representative ay as seeking a promise of something in addition, the 
 language of such representative under the circumstances apparently 
 
740 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 warranting this inference. It is found that there was no intention 
 to discriminate against the complainant or to exact demurrage 
 charges that were unjust, but that the complainant was justified in 
 understanding the exaction as he did, and was therefore warranted 
 in refusing to comply therewith. “ The case therefore comes under 
 the provisions of the third section, which prohibits the subjection of 
 any particular person * * * to any undue or unreasonable prej¬ 
 
 udice or disadvantage in any respect whatever.” 
 
 Disposition of cose .—There seeming to be no necessity for any order 
 on the point of discrimination, and it appearing that the matter of 
 reparation was likely to be adjusted, the case was held without order, 
 with the statement that if notice that the question of adjustment of 
 reparation was received petition would be dismissed. Complaint 
 dismissed. 
 
 Docket No. 330. 
 
 Complaint .—That the complainant is subjected to unjust discrimi¬ 
 nation in that the defendant refuses to deliver uncompressed cotton 
 consigned to complainants at New Orleans on the same terms as it 
 delivers such cotton to other consignees in that city, requiring com¬ 
 plainant to pay freight before delivery and refusing to accept a 
 guaranty of freight charges, while delivering for other consignees 
 without requirements of such prepayments, accepting the guarantiee 
 of such other consignees. 
 
 Facts .—Complainants were a firm of commission merchants exten¬ 
 sively engaged in the purchase and sale of cotton in New Orleans, 
 their solvency being unquestioned. It was a general custom in that 
 city for cotton dealers or “ factors ” to have uncompressed or “ flat ” 
 cotton consigned to them delivered direct by the railroad to drays of 
 the cotton presses, which they patronized, the railroads not requiring 
 the payment of freight charges until delivery, providing the com¬ 
 press company had previously executed and delivered a guaranty 
 making itself responsible for such charges. This method of facilitat¬ 
 ing the quick delivery of cotton was advantageous to all parties con¬ 
 cerned. The guaranty required by the defendant contained the fol¬ 
 lowing provision: “ It is well understood that such freight and 
 
 charges shall be paid under this guaranty in full without delay and 
 without waiting for discussion or settlement of any claims by any per¬ 
 son with respect to overcharge, damage, bad order, or any other 
 cause.” Earlv in 1891 the defendant carried three lots of flat cotton 
 to New Orleans, for which he presented expense bills at complainants 
 place, specifying $18 for 4 bales from Hawkins Landing and $85 
 for the 17 bales from Opah Place, a total of $103; but there was a dif¬ 
 ference between the bills of lading and expense bills of $10.50, or 50 
 cents per bale. Complainants refused to pay more than the other bills 
 of lading called for. Thereupon defendants demanded payment 
 from the factor’s press under the terms of its guaranty, this compress 
 company having guaranteed the complainant’s freight charges. The 
 manager of the press also refused to pay charges in excess of those 
 named in the bills of lading, but offered to deposit the whole amount 
 claimed until the matter should be adjusted. This offer was de¬ 
 clined by the railroad agent and upon his report to the general office 
 of the defendant he was ordered to cease delivering cotton to the fac- 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 741 
 
 tor's press for complainant or any other consignee unless the freight 
 charges were paid prior to delivery. This order was at once put into 
 effect. 
 
 After correspondence with the railroad companies, the steamer line 
 over which these shipments of cotton had also been carried, and 
 through whose fault the overcharge had been made, refunded such 
 overcharge to the defendant and other railroads concerned, where¬ 
 upon the Texas and Pacific made the expense bills agree with the 
 bills of lading, and presented them to the complainants. They were 
 immediately paid. But the defendant kept its order forbidding 
 delivery to the factor's press before payment of freight in full force 
 and effect with a few exceptions, which w^ere the result of oversight. 
 Facts were also considered bearing upon the practice of billing cot¬ 
 ton at an estimated weight. 
 
 Conclusion of the Commission .—Considered without any reference 
 to its duties as a common carrier, the terms of the guaranty might 
 entitle the defendant to immediate payment of whatever sums it 
 should see fit to demand as freight charges; but the provisions of 
 the act to regulate commerce prohibit it from collecting any excessive 
 charge, and it does not appear how, through a relinquishment of its 
 lien or under the most stringently worded guaranty, it can justify 
 even a temporary departure from the law. The plan of billing cot¬ 
 ton at a proper estimated weight per bale should not be deemed un¬ 
 lawful when actual weights can not be ascertained without great 
 inconvenience to the shipper or carrier, and when charges are 
 promptly adjusted by the carrier on the basis of actual weights fur¬ 
 nished by the consignee; but if the practice is used to veil an over¬ 
 charge and prevent or cause delay in its payment, the defendant 
 should immediately alter its practice. The imposition of an over¬ 
 charge has all the effects of unjust discrimination against the person 
 from w T hom the payment has been required, and when there is un¬ 
 necessary delay for a considerable period in its settlement the officers 
 responsible become fairly chargeable with willful intention to violate 
 the law. 
 
 Disposition of case .—Defendants ordered to cease and desist from 
 the unjust discrimination found, and while continuing “ to deliver 
 flat or uncompressed cotton in the city of New Orleans to any cot¬ 
 ton press or any press company before payment of transportation 
 charges, upon a guaranty of such press company to pay such charges 
 on demand after such payment has been refused by said consignees, 
 from refusing to make such previous delivery of flat or uncompressed 
 cotton for complainants or other consignees to the Alabama Press or 
 the Factor’s Press, * * * upon a * * * sufficient guaranty 
 * * * to pay on demand the transportation charges * * * 
 
 after payment thereof has been demanded by complainant or other 
 consignees and such payment has been refused; and said defendant 
 will be further required to abstain from any discrimination whatso¬ 
 ever between complainants and other consignees using said Alabama 
 or Factor’s presses, * * * in New Orleans, for or on account of 
 am T refusal of the owners or managers of said Alabama or Factor’s 
 Press to pay on demand any sum as freight charges on cotton deliv¬ 
 ered to said presses, or either of them, in excess of such charges as 
 may be legally due thereon at the time of such demand." 
 
742 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Docket No. 394. 
 
 Complaint .—Complaint alleges an unjust discrimination by the 
 refusal of defendant to transport materials for the making of soap, 
 bone and tallow, from Mansfield, Mass., to Providence, R. I., unless 
 the same is contained in air-tight barrels, which they do not require 
 of other shippers of the same material at Mansfield. 
 
 Disposition of case .—The last proceeding according to record was 
 the filing of motion to dismiss complaint on January 25, 1895. 
 
 Docket No. 827. 
 
 Complaint. —That complainants are compelled to rack at their own 
 expense lumber when loaded on flat or gondola cars; that the stakes 
 and bearing pieces, nails and wires prescribed by the rules of de¬ 
 fendants and the Master Car Builders’ Association cost about $6 per 
 car; that such stakes and racking being a part of the necessary equip¬ 
 ment, the expense should be borne by defendants, as in the shipments 
 of many other commodities, and that the wrongful regulations above 
 set forth result in unreasonable and unjust transportation charges 
 and undue prejudice and disadvantage, in violations of sections 1, 2, 
 and 3 of the act. Though this case is primarily a case of alleged 
 discrimination within the published tariffs, it is here included be¬ 
 cause of the peculiar facts which it presents, which are suggestive of 
 possible novel avenues for discrimination outside of the published 
 tariff. 
 
 Disposition of case .—As appears by the docket, the case has not 
 proceeded beyond the filing of answers bv defendants, the last answer 
 having been filed on August 15, 1905. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon discrimination in 
 condition of carriage: Prepayment or guarantee of freight, 177. 502, 
 821, 1549, 2689, 3000; requirements that shippers put consignee’s 
 full name and address on barrels, 2391, 2392, 2393; requirement that 
 trunks be boxed, 287. 
 
 Docket No. 88. 
 
 Complaint .—That defendant company had subjected complainant 
 to undue prejudice in not furnishing their proportion of cars to coal 
 companies represented by complainant ; that it had given an unlaw¬ 
 ful preference to the coke trade in the coke region along its line by 
 refusing to furnish box cars to the said coal companies, and by fur¬ 
 nishing the bulk of these box cars for the transportation of coke; 
 that it had unlawfully discriminated against the said coal companies 
 by siding up coal cars or gondolas and converting them into cars 
 suitable for coke trade; that it had subjected such coal companies to 
 unreasonable prejudice by failing to compel the various furnaces and 
 mills located along its line to unload oil, limestone, and iron promptly 
 from their cars. 
 
 Facts .—The defendant company by reason of termination of the 
 strike along its line, which resulted in the large output of coal, taken 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 743 
 
 together with the sudden yielding of coke and coal men to vessel 
 rates, was called upon for a large number of cars for coal and coke 
 to carry in about a month a body of business, which, in the usual 
 course, would have been distributed over a period of four months. 
 At the same time there was a much greater demand than before on 
 the defendant lines for cars to bring ore from Cleveland and Ashta¬ 
 bula to Pittsburg and other places. Shipments in business of every 
 other class during this time were very heavy. This condition began 
 the latter part of September and continued until about November 20. 
 While this condition of affairs existed in Pennsylvania and Ohio, 
 along the line of the Pittsburg and Lake Erie, there was what is 
 known as a coal blockade at Buffalo, and the cars of the Pittsburg 
 and Lake Erie carrying coal to Buffalo were detained on sidings 
 there from two to three weeks before they were returned. In conse¬ 
 quence of this, stringent orders were issued by the chief officer of the 
 railroad against having any of its cars loaded for Buffalo from points 
 along its line, the object being to provide for the great and unprece¬ 
 dented work before it in transporting coal and coke to Ashtabula and 
 Cleveland, and to the mines and rolling mills along its lines, and in 
 bringing the ore back from Cleveland and Ashtabula to these points, 
 as well as in keeping its general merchandise freight moving. Dur¬ 
 ing this period complainants had contracts for delivery of coal from 
 the mines they represented at Buffalo. They were not furnished 
 with their proportion of cars upon application made by the.m to the 
 Pittsburg and Lake Erie Company for this purpose. Other facts 
 were submitted in support of the remaining charges in the complaint. 
 
 Conclusion of the Commission .—That the defendant company in 
 not permitting coal cars to go to Buffalo, on account of causes for 
 which it was in no sense responsible, it then having more work than 
 it could possibly do in transporting freights over its own line, had not 
 Auolated the spirit or the letter of the act to regulate commerce. Un¬ 
 der circumstances such as those found in this case it was the duty of 
 the railroad company to operate its cars so as to keep them as much 
 as possible on its line and confined to the business of its line. The 
 complaint that defendant company had given an unlawful prefer¬ 
 ence to the coke trade by refusing to furnish box cars to the coal com¬ 
 panies represented by the complainant was found to be not sustained 
 by the evidence. It was found that the company had been siding up 
 or converting into gondolas a considerable number of its open flats. 
 In this way the cars could be used for both the coal trade and the 
 coke tradei It was found that ever since navigation closed on the 
 lakes about November 20, while there were sufficient cars for all else, 
 there was a shortage in the supply of cars for the coke trade, and it 
 was held that this was a sufficient reason, if there were no other, why 
 the company should prepare additional cars for the coke trade. The 
 fourth or last ground of complaint, that the company had failed to 
 compel prompt unloading of its cars, was found not to be established 
 by the evidence. 
 
 Disposition of case .—Complaint dismissed. 
 
 Docket No. 78. 
 
 Complaint .—That defendant carriers since April 16, 1887, have re¬ 
 fused to transport coal which up to that time they had transported 
 over their lines in the Coal Creek coal field; that while so refusing 
 
744 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 they continued to carry coal for other miners and shippers; that in 
 respect to the traffic in coal defendants thus unjustly discriminate 
 against the complainants. 
 
 Facts. —Complainants, under the firm name of Heck & Petree, were 
 engaged in mining and selling coal in the Coal Creek coal field in the 
 State of Tennessee. On and after April 15, 1887, the defendant 
 railroad companies refused to ship over their roads any coal of this 
 firm. One of the defendants is a railway corporation chartered by 
 the State of Tennessee, owning a track 3 miles long, located wholly 
 within the State of Tennessee. It has no rolling stock and has never 
 operated its road, which uses rolling stock owned by another railroad, 
 the latter doing all the carrying. The complainants are obliged to 
 use the defendant roads to reach their market. The defendant roads, 
 although separate corporations, are parts of the same system and 
 under substantially the same management. One of the defendants 
 owns more than half of the capital stock of another and the latter 
 owns nearly one-half of the capital stock and, together with parties 
 interested in its own road, owns a controlling interest in the capital 
 stock of the third defendant. The three were acting in concert in 
 refusing to carry complainants’ coal on April 15, 1887, and thereafter. 
 John M. Heck, lessor of complainants, was president of the railroad 
 company located wholly in Tennessee up to October, 1886. The re¬ 
 fusal to transport the coal of the firm was intended to force Mr. Heck 
 to settle with that company by hindering his lessees in their mining 
 operations. 
 
 Conclusion of the Commission.—The railroad wholly in Tennessee 
 in construction and use was always treated as a part of the continuous 
 line and as one of the instrumentalities bv which the coal from its 
 line in Tennessee was expected to reach and did reach the markets in 
 the other States. But in the view taken of this case it is immaterial 
 whether such company be a common carrier or a part of a line for 
 continuous carriage to other States. Whatever else the road may not 
 be, it is one of the many facilities for shipment to and over lines from 
 complainants to other lines in Tennessee to market in other States. 
 As such, it must be open and accessible alike to all shippers and on 
 equal and reasonable terms. The conduct of the defendants in refus¬ 
 ing to receive coal for interstate transportation when tendered by 
 complainants was in contravention of the provisions of the act to 
 regulate commerce. 
 
 Disposition of case .—Ordered that defendants forthwith cease 
 from such failure and refusal, and henceforth receive and forward 
 coal when so offered for transportation upon just, reasonable, and 
 equal terms. 
 
 Docket Nos. 51-60. 
 
 Complaint .—The complaint is primarily one of discrimination in 
 charges for transportation of petroleum oil, and goes to discrimina¬ 
 tion in rates between tank and barrel shippers. But negatively it 
 bears upon the question of discrimination outside of the published 
 tariffs. 
 
 Facts .—Shippers of oil in large quantities were allowed to provide 
 their own rolling stock, the same taking the form of tank cars. 
 The diversities and peculiarities of traffic are such that it is not 
 always practicable for the carrier to provide the entire equipment. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 745 
 
 Indeed, the carrier in these cases owned almost no part of the tank- 
 car equipment. Defendants made rates on the transportation of oil 
 in tanks which were relatively greatly lower than the rate made con¬ 
 temporaneously for the transportation of oil in barrels. In some 
 cases the tank-car shipments were at car rates irrespective of quan¬ 
 tity.' Carriage of tank cars are or may be the subject of negotiation, 
 and perhaps of different terms in different cases. Failing to give 
 full information by publication offers abundant opportunity for dis¬ 
 crimination by agents—for example, in the matter of returning such 
 cars empty. 
 
 Conclusion of the C ommission .—The conclusions in the main con¬ 
 cerned the rate as between tank and barrel shipments. The com¬ 
 plaints are taken up seriatum. The conclusion in the last will serve 
 to illustrate the point. The Commission said: “ No higher charge 
 ought to be or can rightfully be made by defendant for the trans¬ 
 portation by the hundred pounds of such oil in barrels, including the 
 barrels, than is or shall be contemporaneously made for the trans¬ 
 portation by the hundred pounds of such oil in tanks.” 
 
 Disposition of case. —As to some of the defendants, no order; as to 
 others, orders to cease the discrimination in rates. 
 
 Docket No. 87. 
 
 Complaint. —Complaint alleges discrimination in the transportation 
 of coal by refusing to furnish complainants' mines their daily propor¬ 
 tion of cars and furnishing cars to others. 
 
 Facts. —Petitioners in this case are sales agents of the Yough Slope 
 mines, situated near West Newton, on the Baltimore and Ohio Rail¬ 
 road. Between August 30 and September 4, 1887, the defendant rail¬ 
 road failed to furnish cars to the Yough Slope mines for shipments 
 of coal to Arthur & Boylan at Cleveland, Ohio, but during that 
 period they furnished cars to competitive mines. The cars to be 
 furnished were those of the Pittsburg and Western Railroad and 
 were to be distributed bv the Baltimore and Ohio. An embargo 
 existed from August 19 to 30, during which no cars were furnished bv 
 the Pittsburg and Western for the shipment of coal from these mines 
 to Cleveland. The embargo was not complained of. It was raised 
 by telegram on August 30, at which time the master of trains of the 
 Baltimore and Ohio was informed that coal shipments on Arthur & 
 Boylan, of Cleveland, could go forward. On the same day an officer 
 of the Pittsburg and Western wrote to petitioners at Pittsburg, as 
 agents of the Yough Slope mine, giving them the same information, 
 and an officer of the Baltimore and Ohio telegraphed it to all the depot 
 agents from mines along the latter’s Pittsburg division. The com¬ 
 petitors of the complainants received the information and sent in their 
 requests for cars, which were at once furnished, but it appears that 
 the complainants either did not receive the information promptly or 
 did not act upon it until September 4, the general manager of the 
 Yough Slope mine neither admitting nor denying that the informa¬ 
 tion was received earlier, but leaving the inference to be drawn that it 
 was not. 
 
 Conclusion of the Commission .—When it appears that it was the 
 duty of mine owners and agents to have made inquiry of the station 
 agent of the railroad company, by which they would have learned that 
 
746 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 the mine could have obtained cars for shipments, and they failed to 
 do this, in consequence of which competitive mines received nearly all 
 of the cars for this purpose, without any partiality or preference on 
 the part of the railroad, complaint of unjust discrimination can not be 
 sustained. In the absence of some rule of business placing a duty 
 upon the carrier to notify the shipper without inquiry on the part of 
 the latter of the fact that he can obtain cars for the movement of his 
 freight, it is the shipper’s duty, by reasonable inquiry made to the 
 proper agent of the railroad, to obtain this information for himself; 
 but in a case like the present, if the carrier took upon itself the duty of 
 actually notifying the mines competing with the Tough Slope mine on 
 August 30, 1887, without waiting for any inquiry on their part, that 
 they could get cars, then, in like manner, it was its duty to notify the 
 Tough Slope mine at the same time that it could get cars. Held, 
 that decided by these rules, no case of 'unjust discrimination against 
 the Tough Slope mines is made out by the evidence. 
 
 Disposition of case .—Complaint dismissed February 24, 1888. 
 
 Docket No. 81 . 
 
 Complaint .—That defendant maintains rates for transportation of 
 petroleum and its products in barrels, which, as compared with the 
 * rate charged upon shipment in tank cars, is unreasonable and unjust. 
 The main point involved is thus one within the published tariffs, but 
 the question of discrimination in equipment incidentally appears, and 
 because of that fact the case is here included. In complaint Com¬ 
 mission is requested to require carrier to furnish tank cars for peti¬ 
 tioners and the public generally in the shipment of their oils. 
 
 C onclusion of the Commission .—Contention of petitioners’ counsel 
 that defendants may be required, under the last subdivision of section 
 3 of the act to regulate commerce, to furnish tank cars to petitioners 
 for shipment of oil denied. The term “ facilities ” as used in said 
 last division of section 3 of the act to regulate commerce does not 
 embrace car equipment for the origination of and transferring of 
 freight along the line of the carrier in the sense in which it is here 
 contended for by the petitioners. The law-making power has not 
 conferred upon the Commission power to direct a carrier to supply 
 itself with any particular equipment of cars, or, in fact, with any 
 equipment of cars at all for the transportation of freight over its 
 lines. If the carrier is unmindful of its duty in this respect, the 
 other provisions of the statute afford a remedy. 
 
 Disposition of case .—So far as the matter of equipment is con¬ 
 cerned, the Commission concludes “ That, so much of the complaint as 
 seeks an order * * * requiring the defendant to furnish tank 
 
 cars for the transportation of oil for the petitioners and the public is 
 not sustained.” 
 
 Docket No. 128. I 
 
 Complaint. — Complaint, inter alia, that defendant refused to trans¬ 
 port over its lines tank car for mineral water for the complainant in 
 April, 1888. 
 
 Facts .—It was found that the tank car in question, at the time the 
 defendant was called upon by the complainant to transport it, was 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 747 
 
 not in condition to be safely carried, loaded as it was, over the line 
 of the defendant to connecting lines, and the defendant was justified 
 removed to a sidetrack where it could be loaded. The depot agent 
 had not examined the condition of the car; it was not his business to 
 examine its condition. The company had an inspector of cars and a 
 superintendent whose business it was to examine the condition of the 
 car and determine whether it was in proper condition to be trans¬ 
 ported over defendant’s line. The day after its arrival at Lansing 
 complainant’s agent stated to the depot agent of the defendant that 
 he was ready to load the car and asked the depot agent to have it 
 removed to a sidetrack where it could be loaded. The depot agent 
 acquiesced. Within a few days the foreman of car inspectors of de¬ 
 fendant examined the car and found it unsafe to be transported when 
 loaded. There is no evidence that this was reported immediately to 
 the depot agent. 
 
 Conclusion of the Commission .—■“ The theory upon which com¬ 
 plainant insists that the defendant was bound to take the tank car 
 and transport it after it had been loaded by complainant, with the 
 knowledge of defendant’s depot agent in 1888, without regard to 
 the actual condition, was one that can not be sustained * * *. 
 
 The defendant had the right to rely for its own protection, that of 
 complainant, and of the public in this matter on the judgment of its 
 car inspector and superintendent, who were * * * experts in the 
 
 repairing and building of cars." 
 
 Disposition of case .—Complaint dismissed. 
 
 Docket No. 596. 
 
 Complaint— That defendant company unlawfully discriminated 
 against complainant in furnishing to him cars for shipping of hay 
 from Collins and Kipton, Ohio, to various points without that State. 
 
 Facts .—January 23, 1901, complainant ordered of the agent of 
 defendant at Collins, Ohio, a car to be used in shipment of straw 
 then in store. On February 12 the Union Binding Works, whose 
 factory was located at Collins, ordered a similar car for use at Collins. 
 This car was furnished about February 28, but the car ordered by 
 complainant was not supplied until March 2 or 3. Defendant had 
 no intention of discriminating against complainant in this case, but, 
 being responsible for the actions of its agent, actually did discrimi¬ 
 nate. About the middle of February complainant put in an order 
 for three hay cars to Collins. On February 26 one of the complain¬ 
 ant's competitors was furnished a car for shipment of hay at Col¬ 
 lins, although the order for the car had been placed after the order 
 of complainant. Again there was no express intention on the part of 
 defendant to discriminate, but discrimination actually took place. 
 
 Conclusion of the Commission .—No rule 7s laid down as to the 
 treatment which should be accorded competitive and noncompetitive 
 points in the distribution of cars. It is simply held upon the facts of 
 the case that a delay of from three to four months in furnishing cars 
 to complainant was an unjustifiable discrimination against traffic at 
 that station and against the complainant as a shipper of such traffic. 
 
 Disposition of case .—Upon finding of the facts, held that com¬ 
 plainant was entitled to an order for the payment on or before June 
 
748 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 1, 1902, of the sum of $200, and order issued in accordance therewith. 
 Order complied with. 
 
 Docket No. 598. 
 
 Complaint .—By the shipper of hay for discrimination in the fur¬ 
 nishing of cars to be used in his service. 
 
 Facts. —Early in the fall of 1900 complainant ordered six or seven 
 cars for Hartland, five or six for Clarksfield, and three for Brighton. 
 He claims that none of these cars were furnished for a considerable 
 time, and the last of them not until January following. Defendants 
 denied this delay. One of its agents admitted that there was a delay 
 of from thirty to forty or perhaps fifty days. The testimony was 
 conflicting, but it was found that there was a delay in furnishing 
 the cars of from one to four months. Defendant, among other things, 
 contended that complainant refused to give destination of cars, and 
 for this reason it was unable to borrow them from its connections. 
 Complainant admitted this, but stated, however, that he would give 
 destinations if cars could be furnished promptly. Defendant in¬ 
 sisted that complainant had also been negligent in loading and billing 
 cars after they had actually been provided. This appeared in some 
 cases to be true. In two or three cases other shippers were furnished 
 cars to which complainant would have been entitled by right of his 
 earlier order. This preference was due to the fact that these cars 
 were billed from Norwalk directly to the favored shipper. Com¬ 
 plainant testified that its damages were $150, and the accuracy of the 
 complainant’s estimate was not attacked by the defendant upon cross- 
 examination. 
 
 Conclusion of the Commission. —No exact rule can be laid down 
 covering the general distribution of cars between different localities 
 and different species of traffic. Shippers must be reasonable in their 
 demands and carriers diligent and honest in meeting those demands. 
 No attempt is made to state any general principle governing the dis¬ 
 tribution of cars between competitive and noncompetitive points, but 
 upon the facts of this case it was held that the defendant was guilty, 
 in neglecting to furnish the complainant with cars at the points 
 stated for the period stated, 44 of gross and undue discrimination 
 against these noncompetitive stations, against the traffic of these sta¬ 
 tions, and the complainant as a shipper of this traffic.” Substantial 
 damage was incurred b} 7 the complainant, but not being entirely with¬ 
 out fault himself the amount of his damage was placed at $100. 
 
 Disposition of case. —Order issued directing defendant to pay com¬ 
 plainant the sum of $100 on or before June 1, 1902. Order complied 
 with. 
 
 Docket No. 6G0. 
 
 ✓ 
 
 Complaint. —That defendants, by reason of failure to furnish cars 
 to complainant at Bainbridge, Ohio, for shipment of cross-ties, while 
 at the same time supplying cars to other shippers at said point, un¬ 
 justly discriminates against complainant; that defendant has neg¬ 
 lected and still neglects to print.and keep open for public inspection 
 schedules showing rates, fares, and charges for the transportation of 
 passengers and propert} 7 . 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 749 
 
 Facts .—Between September 16, 1902, and April 6, 1903, defendant 
 refused to provide cars for the shipment of cross-ties for complain¬ 
 ant, while it did furnish cars to other persons for the interstate ship¬ 
 ment of lumber, stone, and many other freight articles, also supplying 
 cars for the shipment of cross-ties destined almost entirely for its 
 own use. The discrimination was not justified by scarcity of cars. 
 Complainant’s allegation that defendant neglected to publish a sched¬ 
 ule of rates and charges is sustained by the record. However, after 
 complaint in this case was filed defendant posted a notice in its depot 
 at Bainbridge, stating that its tariffs are on file for public inspection 
 and can be seen by application to agent. 
 
 Conclusion of the Commission. —The discrimination in provision 
 of cars not being justified by scarcity of cars, and not having been 
 otherwise justified, is declared to b£ undue, and it is held that defend¬ 
 ant should make reparation in the sum of $630. Provisions of sec¬ 
 tion 6 of the act are not complied with by posting notice telling that 
 tariffs may be inspected upon application to the carrier’s agent. 
 
 Disposition of case .—Ordered, January 7, 1905, that by reason of 
 unjust discrimination in the matter of supplying cars for shipment of 
 cross-ties by complainant, said complainant sustained damages, and 
 is entitled to reparation in the sum of $630, which sum defendant was 
 directed to pay. 
 
 Docket No. 748. 
 
 Complaint. —That defendants, since November 21, 1903, have re¬ 
 fused to furnish grain cars at Leipsic, Ohio, for the transportation 
 of complainant’s grain, while at the same time furnishing such cars 
 to his competitors at Leipsic, in violation of section 3 of the act. 
 
 Facts. —During a portion of 1903 and 1904 the complainants were 
 engaged in the shipment of hay, grain, and straw at Leipsic, Ohio. 
 They owned no elevator, and consequently were what is called “ track 
 loaders; ” that is, they loaded from wagons into the cars. They did 
 a large proportion of the grain business. There was a sharp conflict 
 in testimony as to whether defendants refused or neglected to furnish 
 complainants cars for grain after November 23, 1903, but the Com¬ 
 mission found the fact to be that defendants did so refuse to furnish 
 cars for shipment of grain from Leipsic when it might have reason¬ 
 ably done so, and that it at the same time discriminated against com¬ 
 plainants by furnishing cars to complainants’ competitors in the 
 same line of business at that place. In the opinion of the Commis¬ 
 sion the testimony greatly preponderated in favor of the complain¬ 
 ants. Counsel for defendants contended that complainants should 
 not be permitted to pursue their claim for reparation, because, pre¬ 
 vious to the commencement of these proceedings, they had instituted 
 a suit in the State court of Ohio for damages growing out of the 
 same transaction. 
 
 Conclusion of the Commission. —Defendant’s refusal to furnish 
 complainants cars, while it contemporaneously furnished them to 
 complainants’ competitors for like shipments, was unlawful discrimi-, 
 nation. A case before the Commission involving a violation of the 
 act to regulate commerce through alleged discrimination in furnish¬ 
 ing cars, for which reparation is demanded, is not brought under sec¬ 
 tion 9 of the act by the previous institution in a State court of a 
 
750 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 suit for damages between the same parties based upon discrimina¬ 
 tion. If the suit in question were in a Federal court, the petition of 
 counsel would be well taken. 
 
 Disposition of case. —Evidence relating to damages found unsatis¬ 
 factory and inconclusive, and complainants allowed until May 20, 
 1905, to apply for further hearing in respect thereto. 
 
 Docket No. 658. 
 
 Complaint. —That defendant subjects complainant to unjust dis¬ 
 crimination in the matter of supplying cars for shipment of coal from 
 Irwin, Johnstown, Jeanette, and Marchand, Pa., to various markets. 
 
 Facts. —Complainant was a druggist at Irwin, Pa., who had at¬ 
 tempted to purchase and sell the product of “ surface,” “ farm,” or 
 “ country ” mines, situated usually a mile or more from a line of 
 railroad, and not operated on account of disadvantages, except for 
 possible local demand. During the anthracite coal strike of 1902 
 there was a great demand for bituminous coal, and a great increase 
 in its price. Complainant’s bituminous coal thus was at a premium, 
 and he arranged for hauling the coal by wagons to stations or sid¬ 
 ings and loading upon defendant’s cars. He erected a platform at 
 Irwin at a cost of $75 to facilitate the loading of coal. Under normal 
 conditions the hauling of such coal for railroad shipment could not 
 be done at a profit. Complainant demanded and received several cars 
 during November, 1902, but in that month defendant issued a rule 
 stating that they did not feel themselves under obligations to furnish 
 cars for this business, and instructing agents to place such cars as 
 were available for the shipment of coal only at mines having track 
 connections. The demand for coal during the strike resulted in a 
 great tax on the equipment of the railroad and in the congestion of 
 its lines, yards, and terminals. The mines loading by tipple and by 
 track connections received far less than their usual car supply. 
 
 Conclusion of the Commission. —Under the conditions in the pres¬ 
 ent case defendant’s temporary rule, confining its comparatively few 
 cars to mines generally in operation, where quick loading could be 
 accomplished, and refusing to permit its sidings or switches to be 
 further congested by loading coal from wagons temporarily engaged 
 in the same pursuit, Avas “ calculated to hasten the mo\ r ement of this 
 great staple and relieve the distress of the burdened public.” “ Under 
 all the circumstances such a rule as the one under consideration does 
 not seem unreasonable.” No opinion is expressed upon the question 
 Avhether railroads may, in the ordinary course of their dealing with 
 shippers, discriminate between tipple and Avagon loading cars, as in 
 the Harp case (118 Fed. Hep., 169), or whether without a rule they 
 may in an emergency, like the great coal strike and subsequent car 
 famine, discriminate betAveen competing individuals under like con¬ 
 ditions by furnishing some and denying others. (10 I. C. C., 226.) 
 
 Disposition of case . — Complaint dismissed. 
 
 * Docket No. 22. 
 
 Complaint. — Complaint alleges extortion, discrimination, and fail¬ 
 ure to provide and furnish suitable lUe-stock cars to shippers. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 751 
 
 Disposition of case. —The complaint was filed June 3, 1887. On 
 June 14, 1887, complainant’s attorney tiled request for suspension 
 of copy of complaint and notices, and on June 15 the request was 
 granted. 
 
 Docket No. 281. 
 
 Complaint. —That defendant subjected complainant to unjust dis¬ 
 crimination in rates on coal from Scranton, Pa., to Walton and Delhi, 
 N. Y., by charging more for the same service for complainant than 
 when rendered contemporaneously for others, and by failing and re¬ 
 fusing to furnish cars for coal transportation when such cars are 
 on hand and available. 
 
 Disposition of case. —On June 18, 1893, stipulation of parties to 
 discontinue proceeding was filed. Order was entered. 
 
 Docket No. 499. 
 
 Complaint. —That defendant subjects complainant to undue and 
 unreasonable prejudice and disadvantage in only partially honoring 
 his requisition for empty coal cars, needed in his business, thereby 
 discriminating against him and in favor of his competitors and other 
 shippers of coal and coke from the Pocahontas field. 
 
 Disposition of case. —Hearings were had November 16, 1897, at 
 Bluefield, W. Ya.; December 10 and 11, 1897, and April 26 and 27, 
 1898, at Washington. On March 6, 1903, order was entered indefi¬ 
 nitely postponing the case. 
 
 Docket No. 648. 
 
 Complaint. —That defendant unjustly discriminates against com¬ 
 plainant in favor of other coal dealers in the matter of supplying cars 
 for shipment of coal from the Jellico mines in Kentucky to Knox¬ 
 ville, Tenn., and has denied complainant the benefit of common car¬ 
 riage and the use of its established rates and charges in violation of 
 sections 1, 2, 3, and 6 of the act to regulate commerce. 
 
 Disposition of case. —On February 7, 1903, complainant applied 
 for leave to withdraw complaint, and on March 7, 1903, order of dis¬ 
 continuance was entered. 
 
 Docket No. 809. 
 
 Complaint. —That defendant at various times since March 1, 1905, 
 refused to furnish cars at Lavett, Ohio, for complainant’s inter¬ 
 state shipment of hay, while at the same time supplying cars to others 
 for similar shipments from said point. 
 
 Disposition of case. —Case was assigned for hearing June 15, 1905. 
 On June 6, 1905, hearing was postponed at the request of complain¬ 
 ant to a date to be fixed by the Commission. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon discrimination in 
 furnishing cars: 
 
 Refusal to furnish cars except to elevators, 1609. 
 
752 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Refusal to furnish refrigerator cars, 413, 3116. 
 
 Refusal to furnish particular kind of cars or grant special facil¬ 
 ities, 278, 507, 808. 
 
 Delay in furnishing cars, 1717, 2793, 3111, 3375. 
 
 Discrimination in furnishing cars, 75, 122, 191, 721, 1664, 1760, 
 1873, 1890, 2357, 2496, 2535, 2572, 2577, 2697, 3384. 
 
 Discrimination against persons not members of association, 2191. 
 
 Scarcity of cars, inability to obtain cars, and car famines, 6, 1037, 
 1106, 2004, 2005, 2167, 2213, 2368, 2371, 2607. 
 
 Refusal of cars, 45, 124, 252, 341, 854, 2046, 2591, 2637, 1668, 1688, 
 1713, 2252, 2257, 2353, 2364, 2381, 2858, 2872. 
 
 Failure to furnish cars, 197, 200, 227, 1635, 2638. 2795, 2973, 2148, 
 2336, 2356, 2466, 2521, 2528, 2640, 2772, 2811, 2813^ 2819, 2869, 3060, 
 3224, 3225, 3333, 3347. ' 
 
 Distribution of cars, 37, 2498, 2554, 5582. 
 
 Interchange of cars, 2547. 
 
 Failure to furnish broken equipment, 3458. 
 
 Docket No. 357. 
 
 Gomplaint .—By owner of sand, gravel, and loam beds at Dock 
 Siding and other places on the defendant’s road in the State of 
 Indiana. That the defendant refused to transport for him, between 
 Dock Siding and the other Indiana points and Chicago and South 
 Chicago, any cars or railroad equipment furnished by him for him 
 other than its own, or to grant him any other than its regular tariff 
 rates, while it furnished cars, equipment, and track service to other 
 dealers or contractors, competitors of complainant, and allowed them 
 to furnish their own cars and equipment at much lower rates than 
 those affording him, compelling him to relinquish contracts, to his 
 serious loss and damage. 
 
 Facts .—Testimony failed to support charges of discrimination 
 against complainant and in favor of all companies and individuals 
 named and considered, with the possible exception of one J. B. Brown. 
 Brown was complainant’s competitor at Dock Siding. He owned, 
 and at times leased, other cars and equipment, paid the trainmen, 
 conductors, and necessary telegraph operators, and relieved the de¬ 
 fendant from all liability from either loss or damage to rolling stock 
 or injury to employees, in consideration of which the defendant 
 charged him for track service only. The complainant had not any 
 cars or equipment, and when he shipped in the defendant’s car he was 
 charged the published rate. In one case he was named a rate of — 
 cents lower than the tariff rate, provided he furnished his own cars. 
 The complainant claimed that defendant denied his request to be 
 allowed to lease cars and equipment and ship on the same terms as 
 Brown. This was a very material point, but the testimony upon it 
 was conflicting, and there was no mention of such a proposition in the 
 correspondence. Certain of the evidence seemed to give color to the 
 complainant’s charge; upon the other hand, it appears that defend¬ 
 ant had shown a disposition to aid complainant by its agreement 
 with the Calumet and Blue Island Company, which gave to the lat¬ 
 ter practically wliat he claimed to have been denied. The defendant 
 withdrew from its agreement with Brown, thereby removing the 
 means by which the alleged discriminations were made possible. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 753 
 
 Conclusion of the Commission. —The conflicting testimony upon 
 certain points in this case, taken in connection with the facts shown 
 as to others, does not warrant a declaration that the defendant dis¬ 
 criminated against the complainant in the manner alleged. “ Com¬ 
 mon carriers are bound by every principle of justice and of law to 
 afford equal rights to all shippers who are entitled to like treatment, 
 both in the receiving of supplies and shipment of their products; and 
 the carrier who, under any pretense whatever, grants one shipper an 
 advantage which it denies to another violates the spirit and thwarts 
 the purpose of the law.” 
 
 Disposition of case. —Complaint ordered dismissed without preju¬ 
 dice. 
 
 Docket No. 572. 
 
 Complaint. —That defendant company, by charging complainant 
 for hauling his private car from point to point on defendant’s road, 
 at a rate equal to the local tariffs, while hauling the private cars of 
 others at a rate equal to the total of fifteen round-trip tickets, un¬ 
 justly discriminated against complainant. 
 
 Facts. —Complainant was a commercial salesman, representing 
 wholesale dealers at Chicago and elsewhere, and conducting his busi¬ 
 ness through the States of North Dakota, Montana, Idaho, Washing¬ 
 ton, and Oregon. In 1898 he applied to the general passenger agent 
 for the defendant company, asking him for the rates upon which a 
 private car would be transported for him from St. Paul to Portland, 
 Oreg., with such stops as he might desire. The price quoted was 
 fifteen round-trip tickets, at a cost of $90 each; total, $1,350. The 
 total weight carried in this car was probably considerably less than 
 the weight of an average Pullman car of modern type, the rate of 
 complainant’s samples not equaling the aggregate weight of free 
 baggage which defendant might have been required to carry on the 
 fifteen tickets purchased by complainant. Upon the complainant’s 
 second application for transportation of private car, made in May, 
 1899, the original terms were refused. He was told that the payment 
 of fifteen local fares from station to station as stops were made would 
 be required. This change had been prompted by the complainant’s 
 competitors, jobbers at St. Paul. In October, 1899, a third applica¬ 
 tion was made by complainant for private car rates granted him the 
 year before. He met with a refusal; this time the payment of fifteen 
 local fares from station to station was demanded and in addition an 
 agreement that complainant should cease working against the de¬ 
 fendant company. A written acknowledgment of the acceptance of 
 these terms was also required. Complainant claimed to have the 
 routing of over $600,000 worth of merchandise every year, the freight 
 charges upon which amounted to a considerable sum. 
 
 Conclusion of the Commission. —Defendant may lawfully decline to 
 haul private cars at all, or it may haul private cars of one class and 
 refuse to haul others of a wholly-different class; but if it transports 
 private cars of any class, it must in like manner and upon like terms 
 transport all private cars occupied for the same or similar purposes. 
 It might have excluded complainant’s car entirely; it was justified 
 in charging complainant a different and higher rate than that charged 
 pleasure parties, hunting parties, and other persons of different 
 
 S. Doc. 244, 59-1-48 
 
754 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 classes in private cars. The rate is property determined by the value 
 of the service performed, which in this case was other and different 
 from that of carrying for pleasure parties, etc. 
 
 Disposition of case .—Complaint dismissed. 
 
 INFORMAL COMPLAINTS. 
 
 There are practically no informal complaints of discrimination 
 Avith respect to shippers’ cars, except as they are included in the fore¬ 
 going series of general complaints (informal) to furnish cars. 
 
 But see No. 1711, refusal to return empty vegetable cars free; and 
 No. 1720, refusal to haul private car, though complainant offered to 
 purchase the requisite number of tickets. 
 
 Docket No. 6. 
 
 Complaint .—That refusal of railroad companies to receive com¬ 
 plainant’s patent stock cars on the same terms as* They receive each 
 other’s cars constitutes unjust discrimination, violating sections 1, 2, 
 and 3 of the act to regulate commerce. 
 
 Facts .—Complainant is a corporation owning patent cars designed 
 for the improvement of conditions of cattle transportation. It 
 leases such cars to shippers at the uniform rate of 2^ cents per mile 
 run, shippers paying the railroad charges in addition. Railroad 
 companies exchange cars with each other at a uniform rate of three- 
 fourths of a cent per mile run. About one hundred railroad com¬ 
 panies treat complainant’s cars in the same manner, but the defend¬ 
 ant companies refuse to pay anything to complainant by way of car 
 service. The stock cars are not available for back loading to any 
 considerable extent upon the roads of the defendant companies. 
 
 Conclusion of the Commission. —The complainant company does 
 not interchange cars with carriers. There is no possible mutuality 
 in this respect, and “ is in no sense a c connecting line,’ entitled to 
 equal facilities for interchange of traffic under the provision of the 
 second paragraph of the ‘ act to regulate commerce.’ ” “ Nor is any 
 ground apparent upon which such a payment can be ordered by this 
 Commission.” 
 
 Disposition of case. —No order. 
 
 Docket No. 129. 
 
 Complaint. —By a corporation organized for the purpose of build¬ 
 ing, constructing, furnishing, and keeping in repair cars to be run 
 upon railroads for the use of pleasure and hunting parties and ex¬ 
 cursions. Complaint that defendant refuses to receive said cars and 
 draw them over defendant’s lines. 
 
 Facts .—Complainant rents its cars to parties on terms agreed upon 
 between the complainant and the parties hiring them, and they are 
 then drawn over the various railways of the country. There are 
 several car companies in the country doing a like business, among 
 them being the leading sleeping-car companies. The defendant had 
 a contract with the Pullman Company whereby it obligated itself 
 to draw the sleeping cars of that company exclusively and also use 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 755 
 
 its cars which are hired out for excursions, like those of the com¬ 
 plainant. 
 
 Conclusion of the Commission .—Where a carrier has made an 
 arrangement with a car company to furnish excursion cars for trans¬ 
 portation over its lines by which a sufficient number of excursion 
 cars of a safe, comfortable, and suitable character are supplied for 
 that purpose, it can not, because of its extraordinary liability and 
 undivided responsibility as a carrier, as well as the interests of the 
 traveling public and the carrier, .be compelled to haul excursion cars 
 of other private companies over its tracks. 
 
 Disposition of case .—Complaint dismissed. 
 
 Docket No. 652. 
 
 Complaint. —That defendants were guilty of unjust discrimination 
 by reason of unreasonable delay in forwarding and delivering a car¬ 
 load of baled hay from Conduit, Ohio, to Washington, D. C., result¬ 
 ing in money damage as stated. 
 
 Facts. —In the usual course of business a car of baled hay was 
 shipped from Conduit, Ohio, on December 8, 1902, to complainant 
 at Washington, D. C. The car arrived at the junction of defendant's 
 road on December 10. On January 29, 1903, the complainant tend¬ 
 ered to the agent of the railroad at Washington a bill of lading for 
 the freight charge on the car of $40 and $1 terminal charge at Colum¬ 
 bus. He was then informed by the railroad agent that the car was 
 not in Washington, and thereupon, on January 31, commenced this 
 proceeding before the Commission. Because of the great difficulty 
 and delay in forwarding east-bound freight from territory west of 
 the bituminous coal region—caused by the great strike of anthracite 
 coal miners—the railroad issued to its connections what are termed 
 “ embargo notices,” to the effect that certain kinds of freight would 
 not be accepted by it. Among the classes of freight thus excluded 
 was hay. The object of these notices was to prevent the crowding of 
 the main tracks of the road over which coal was being transported 
 to keep the lines open for the carriage of coal and other kinds of 
 freight excepted from the embargo, and to release and forward as 
 rapidly as possible freight already in its yards and on its sidings. 
 It was not unusual for restrictions to be placed upon certain kinds 
 of traffic at certain places, but no such general restriction had ever 
 before been found necessary. It was shown, however, that cars of 
 ha}^ were carried over the line of the railroad from western points 
 to Washington and Baltimore, but that the average period elapsing 
 between shipment and delivery of cars of hay received from connect¬ 
 ing lines was thirty-five days, the shortest period being fourteen days 
 and the longest sixty-six days. Complainant’s car was sixty-five days 
 in transit. Only two cars appeared to have “ slipped through,” one of 
 which occupied twenty-one days; the other, from Jasper. Mich., occu¬ 
 pied sixteen days. 
 
 Conclusion of the Commission. —The anthracite coal strike, for 
 which defendant railroad was in no way responsible, necessitating 
 the transportation of bituminous coal from mines in West Virginia, 
 Maryland, and Pennsylvania to eastern points, operated to prevent 
 shipment of some other classes of freight; “ defendant probably had 
 
75(5 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 the right to give such freight preference and it was not improper 
 that live stock, perishable freights and materials, and supplies for 
 the railroads should be excepted from any embargo imposed.” The 
 defendant’s embargo was practically maintained and enforced, and 
 therefore no cause exists for any complaint of discrimination in favor 
 of individuals, nor was there any undue preference given to locali¬ 
 ties to the undue prejudice of the complainant or the dealers in 
 Washington and Baltimore. 
 
 Disposition of case .—Complaint dimissed. 
 
 Docket No. 615. 
 
 Complaint .—Complaint that the defendant company, in making a 
 contract for the exclusive delivery to certain yards of all live stock 
 transported over its lines, was guilty of an unjust discrimination 
 under the act to regulate commerce; that the third and seventh sec¬ 
 tions of the act require the defendant to deliver its live-stock cars to 
 another railway for other stock yards; that the practice of delivering 
 dead freight to be switched to destination while refusing the same 
 privilege to live stock is a discrimination against the latter species of 
 traffic under the third section. 
 
 Facts .—On September 20, 1888, contract was entered into between 
 the defendant railroad and the stock-yards company, by the terms 
 of which the latter agreed to provide facilities at its own risk to load, 
 unload, and care for all live stock which might be delivered to it for 
 the defendant, or which might be presented for shipment over the 
 lines of the defendant, and to act otherwise as the agent of the rail¬ 
 road with respect to live-stock shipments. The railroad on its part 
 agreed to deliver and unload, “ in so far as it lawfully could,” at the 
 yards of the stock-yards company all live stock over its line, thus mak¬ 
 ing these yards its exclusive live-stock depot. In the year 1901 an¬ 
 other stock yards was established on the line of another railway and 
 reached only by that railway. This railway made the new stock yards 
 its live-stock depot, and it and all other lines except the defendant 
 allowed the shipper to designate the stock yards at which he desired 
 delivery to be made. The new stock-yards company secured a man¬ 
 datory injunction compelling the defendant to receive at points within 
 the State and bill, transport, and deliver to the second railway cars 
 of live stock destined to the new yards. This injunction was obeyed 
 by defendant, and the present proceeding was brought for the pur¬ 
 pose of forcing defendant to deliver live stock taken up by it at points 
 without the State in the same manner that it delivers live stock 
 shipped from points within the State. Defendant could make such 
 delivery of cars of live stock with substantially the same convenience 
 and expense as accompanied delivery at the original yards. In re¬ 
 spect to the discrimination between dead freight and live stock, the 
 facts were as follows: All railways entering Louisville interchanged 
 carloads of dead freight to be switched to various points within the 
 switching limits of Louisville, and it appeared that the new stock 
 yards were within those limits. The defendant would deliver to the 
 other railway cars loaded with every species of freight except live 
 stock to be switched bv it to the new stock yards. 
 
 Conclusion of the Commission .—Question of the legality of the ex¬ 
 clusive contract between the defendant and the stock-yards company 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 757 
 
 has been definitely settled by the decision of the Federal courts, the 
 leading case being Covington Stock Yards Company v. Keith (139 
 U. S., 128; 11 Sup. Ct. Rep., Gl). Upon the authority of this and 
 other cases it is held, “ that the defendant in making and carrying 
 out its exclusive contract is not in violation of the act to regulate com¬ 
 merce. The act to regulate commerce does not confer upon the Com¬ 
 mission authority to make an order affirmatively requiring a railway 
 carrier to deliver carloads of interstate commerce to a connecting 
 carrier. The Commisison has more than once called the attention of 
 Congress to this state of the law. Concerning the alleged discrimina¬ 
 tion between live stock and dead freight it is said: “ To refuse to make 
 deliveries of live stock is a hardship to that species of traffic, and to 
 make deliveries of dead freight is a benefit to that species of traffic; 
 but the refusal to switch live stock does not in the case before us in 
 any respect benefit dead freight.” 
 
 Disposition of case .—Complaint dismissed. 
 
 / * 
 
 Docket No. 625. 
 
 Complaint .—Complaint of an undue and unreasonable prejudice 
 and disadvantage to shippers at Cincinnati, Ohio, by a regulation of 
 the defendants which changed the hour of closing their freight depots 
 in that city on each week day for the reception of outgoing package 
 freight from 5 to 4.30 p. m. daily, except on Saturday, and also 
 changed the closing hour on Saturday from 1 to 12.30 p. m. 
 
 Facts .—Complainant was an association of merchants, manufac¬ 
 turers, and shippers doing business in Cincinnati. The case involved 
 only outgoing package freight in less than carload lots. Some five or 
 six years preceding the complaint the defendant’s closing hour in 
 Cincinnati for outgoing packages was 5.30 p. m.; subsequently and 
 up to November 1, 1901, it was 5 p. m., except on Saturday, when it 
 w T as 1 p. m. The closing hours for the reception of outgoing package 
 freight in other large cities in the Middle West were at the time the 
 complaint was filed, as follows: Indianapolis, Milwaukee, Louisville, 
 Columbus, Toledo, Pittsburg, and Cleveland, 5 P- m., Monday to Fri¬ 
 day; Chicago and Detroit, 5.30 p. m., Monday to Friday. The clos¬ 
 ing hour on Saturday in the several cities was usually at 4 or 5 p. m., 
 in no cases earlier than 3 p. m., with some exceptions during the sum¬ 
 mer months. Trains carrying this outbound freight leave Cincinnati 
 from 5.30 to 8 or 9 o’clock p. m., and the cars must be closed within 
 from 15 to 30 minutes before the time for departure. Under the ex¬ 
 isting arrangements defendants are able twenty-nine days out of 
 thirty to load out all package freight the date it is received. The volume 
 of package shipments from Cincinnati is very large and constantly 
 increasing. To clear daily the platforms of this great volume of 
 freight, all of which must be checked and waybilled, the carriers find 
 it necessar}^ to adopt a closing hour which will enable the performance 
 of the necessary labor prior to the departure of the evening trains, 
 and they fix the present hours in good faith to accomplish that pur¬ 
 pose. By closing their depots one-half hour earlier each day defend¬ 
 ants interfered considerably with the business of Cincinnati mer¬ 
 chants, such action affecting that part of the day in which the rush 
 of business is greatest, preventing the filling of numerous orders re- 
 
758 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 ceived by the later afternoon mails, thereby causing a delay of twenty- 
 four hours. There was practically no complaint of delay when the 
 closing hour was 5 o’clock. The regulation complained of also adds to 
 the expense of some merchants who do their own teaming by re¬ 
 quiring an additional team driver, others to retain the business of cus¬ 
 tomers send shipments on later orders by express at additional cost. 
 There is strong competition at Louisville, Chicago, St. Louis, Indian¬ 
 apolis, Columbus, Toledo, Pittsburg, and other cities, and the 
 inability to fill orders promptly for immediate delivery at Cincinnati, 
 because of the earlier depot-closing hour, resulted in the loss of some 
 of the quick-order business. This might affect also the regular trade 
 between the Cincinnati merchants and the customers. This injurious 
 effect upon the Cincinnati business would be obviated if the closing 
 hours at Cincinnati and other competing localities were made sub¬ 
 stantially the same. 
 
 Conclusion of the Commission .—The jurisdiction of the Commission 
 extends to a case of alleged unlawful prejudice and disadvantage to 
 shippers of outbound package freight through enforcement by carriers 
 of a regulation providing for the earlier closing of depots used for the 
 reception of such freight. It is obvious that a rule for early closing, 
 which prevents congestion of freight in the receiving depot, is as much 
 to the advantage of the shipper as a later hour would be in enabling 
 the shipper to place his freight in the depot. “ The carriers are 
 apparently doing the best they can in their present circumstances, and 
 that condition, it seems to us, must control the disposition of this case.” 
 The circumstances, however, are such as to call for strenuous efforts 
 on the part of the carriers not merely to clear the outbound platforms 
 each da}L but also to prevent any hardship to shippers through their 
 inability, under the early-closing rule, to compete on even terms with 
 shippers in other distributing cities for the business involved in after¬ 
 noon orders. “ While under the circumstances shown in this case we 
 can not find the existing disadvantage to the Cincinnati shippers 
 unreasonable or undue, it may become so if the present condition is 
 continued indefinitely, and although the present complaint must be 
 dismissed, it will be without prejudice to any further necessary pro¬ 
 ceeding.” 
 
 Disposition of case. —Complaint dismissed without prejudice. 
 
 Docket No. 202. 
 
 Complaint. —That under agreement Wells, Fargo & Co. operate 
 the express business over the line of the New York, Lake Erie and 
 Western Railroad; that almost daily packages and letters are 
 u franked ” bv express over said line with the consent and approbation 
 of the railroad; that said railroad receives a moiety of the charges 
 for express and freight carried over its tracks, and that said rates are 
 unjust and unreasonable. The trains are run. in respect to conven¬ 
 ience, speed, and certainty, so as to compel shippers to send a large 
 proportion of the most valuable property by express, the charges in 
 many cases amounting to nearly one-half of the value of goods carried. 
 
 Disposition of case. —On December 19, 1889, hearing was called and 
 petition to dismiss complaint was granted. Briefs were filed, but 
 apparently no testimony taken. Commission’s memorandum filed 
 Januarv is, 1890. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 759 
 
 Docket No. 340. 
 
 Complaint .—That defendant unjustly discriminates against com¬ 
 plainant by refusing to transport for it consignments of merchandise 
 which contain packages for different consignees except at the rate 
 which would apply on such packages if separately consigned, but that 
 it does take such shipments for the United States Express Company 
 and others. 
 
 Disposition of case .—On June 9, 1892, complainant’s counsel filed 
 motion to have complaint dismissed, and on the same day order of 
 dismissal was entered. 
 
 Docket No. 750. 
 
 Complaint .—That on April 8, 1904, 65 cases and 5 bundles of 
 paper were collected from several mills at Holyoke, Mass., combined 
 into one carload and shipped by complainants, acting as traffic man¬ 
 agers for the mills, to one consignee at New York, N. Y.; that de¬ 
 fendant refused to transport this carload shipment at the carload rate 
 of $37.93, but charged a sum greater than the carload rate, amounting 
 to $55.18, and has ever since refused to accept freight on carload 
 rates offered under similar circumstances. 
 
 Disposition of case .—Demurrer filed by defendant May 14, 1904. 
 No further proceeding recorded. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon discrimination in 
 receiving, en route and on delivery: 
 
 REFUSAL TO RECEIVE (OR FORWARD). 
 
 Refusal to receive cars for haul over certain line, 2397. 
 
 Refusal to receive cars for point beyond line, 1074, 3422. 
 
 Refusal to receive for certain destinations, 736, 1074, 2058, 2386. 
 
 Refusal to receive from connecting lines, 3331. 
 
 Refusal to receive, except from certain line, 2486. 
 
 Complaint of embargo, 2506. 
 
 Refusal to receive in less than carload lots, 879. 
 
 Refusal to stop refrigerator cars for poultry, etc., 3350. 
 
 Refusal to allow cars to be loaded with certain freight for certain 
 points, 2771. 
 
 Refusal to receive freight to be reshipped by certain consignees, 
 1817. 
 
 Refusal to accept freight unless consigned to certain party, 2594. 
 
 Refusal to forward, 1682, 3379. 
 
 Refusal to move cars, 336, 461, 2835, 3230, 3374. 
 
 Refusal to receive certain kinds of freight, 298, 519, 1043, 1590, 
 2256, 2363, 2378, 3036, 3091, 3101, 3144. 
 
 General complaints of refusal to receive or to ship, 145, 479, 556, 
 584, 610, 626, 856, 965, 2395, 2467, 2656, 2779. 
 
 DELAYS. 
 
 Delay in connections, 1034. 
 
 Delay in forwarding, 222. 
 Dentention of freight or car, 765. 
 
760 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Delay in returning empty tank cars of shippers, 2351, 2546. 
 
 Delay in general, 724, 949, 979, 1601, 2132, 2513, 2823, 2955, 3238, 
 3378. 3397. 
 
 Delay in delivery, 42, 1060, 1090, 1614, 1678, 1712, 1836, 2451, 2456, 
 2478, 2795, 2796, 2803, 2816, 2862, 2899. 
 
 Delay in shipment, 162, 880, 1124, 1149, 1543,1551, 1579,1666, 1759. 
 1765, 1777, 1787, 1874, 1880, 1882, 2049, 2062, 2064, 2069, 2084, 2086, 
 2091, 2197, 2261, 2276, 2358, 2382, 2389, 2411, 2426, 2465, 2494, 2553, 
 2567, 2583, 2631, 2713, 2716, 2769, 2846, 2945, 2926, 3123. 
 
 TIME ALLOWANCE ; DEMURRAGE CHARGES. 
 
 152, 318, 568, 1068, 1098, 2546, 1818, 1885, 1959, 1970, 2115, 2221, 
 2307, 2387, 2412, 2487, 2556, 2730, 2797, 2985, 3123, 3212. 
 
 Early closing of depot, 2157. 
 
 Car rental charge in addition to switching charge, 3149. 
 
 NONDELIVERY. 
 
 Refusal to deliver, 291, 2260. 
 
 Nondelivery or failure to deliver, 141, 190, 293, 362, 505, 2061, 2240, 
 2325, 2871, 2904, 2940, 2943, 3251. 
 
 MISCELLANEOUS. 
 
 Diversion of cars, 2820. 
 
 Failure to carry out shipping instructions to hold car, 340. 
 
 Discrimination in carrying packages on passenger car, 476. 
 
 Refusal to weigh coal at destination, 3389. 
 
 Failure of railroad to have cattle fed while in transit, 2687. 
 
 Revoking privilege of inspecting order consignments, 2662. 
 
 Docket No. 466. 
 
 Complaint .—That the defendants in imposing terminal charges at 
 the Chicago live-stock market, while imposing no such charges at 
 stock markets such as East St. Louis, Kansas City, and Omaha, dis¬ 
 criminates against Chicago and in favor of these localities; that upon 
 dead freight consigned to or taken from the Union Stock Yards 
 the switching charge is absorbed by the defendants, wherefore the 
 imposition of this charge is a discrimination against live stock as a 
 species of traffic, and in favor of dead freight. 
 
 Facts .—The facts as suggested in the above partial statement of the 
 complaint were substantially established. 
 
 Conclusion of the Commission .—If the imposition of a terminal 
 charge at Chicago was just and reasonable, the fact that similar 
 charges were not imposed by the defendants at either competing stock 
 markets referred to did not make the Chicago charge an undue pref¬ 
 erence under the third section of the act to regulate commerce. A 
 carrier may, under stress of competition, absorb a terminal charge 
 upon one kind of merchandise or in favor of one locality and not in 
 favor of another, unless in so doing he is guilty of an undue prefer¬ 
 ence, and there is nothing in this case to show any such unlawful con¬ 
 duct on the part of any of these defendants. 
 
 Disposition of case .—Case disposed of on other points than those 
 above considered. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 761 
 
 Docket No. 434. 
 
 Complaint .—Complaint that defendant railroad, in violation of 
 section 3 of the act to regulate commerce, had given undue and un¬ 
 reasonable preference to complainant’s competitors in both the mill¬ 
 ing and grain business, in that it had refused the complainant a loca¬ 
 tion on its side track at Mount Vernon, S. Dak., which it granted to 
 grain dealers at Mount Vernon and elsewhere, and that it refused a 
 switch to complainant which it had granted to competitors in the 
 same business. 
 
 Facts .—The complainant was engaged in the milling and grain 
 business at Mount Vernon, S. Dak., a place situated on the defendant’s 
 lines. At this place the defendant’s regular side track, the only one 
 there, was built when the road was constructed. Along it were 
 located warehouses, grain houses, coal houses, etc., but no flouring 
 mills. Complainant, before erecting his flour mill in Mount Vernon 
 in 1892, made application to defendant for permission to build it on 
 defendant’s station grounds and along its side track. This appli¬ 
 cation was denied by the defendant, whereupon complainant built a 
 mill on its own ground without side-track facilities. No evidence 
 was submitted to show that the complainant applied for location of 
 an elevator on the said side track at Mount Vernon, but subsequent 
 to the completion of his mill he erected an elevator adjacent thereto 
 on his own ground, and afterwards asked defendant for a side track 
 to the mill and elevator at the defendant’s cost. The defendant re¬ 
 plied that it had declined for some years past to construct side tracks 
 to flour mills except at the expense of the mill owner, but to construc¬ 
 tion on these terms complainant would not agree. Not enjoying 
 side-track facilities, complainant was obliged to pay the sum of 10 
 cents per ton for grain and milled products shipped and 15 cents per 
 ton on coal received. 
 
 While there was no flouring mill on the defendant’s station grounds 
 at Mount Vernon, Plankinton, or Mitchell, there was such a mill, 
 erected in 1892, located on the defendant’s ground at Parkston, 
 S. Dak. It was not on the main side track, but on a private switch 
 track, built after the erection of the mill to connect with the main 
 track, the cost of this side track being borne in part by the milling 
 company and part by the railroad company. As to the conditions at 
 Plankinton, the evidence shows that in the year 1884, when the mill 
 at Plankinton was erected, there was a spur track already in existence 
 about 18 or 20 feet from which, and on its own ground, the Plankinton 
 Mill Company erected its mill. Subsequently the Plankinton Mill 
 Company made application to the defendant to have the spur track 
 moved in closer proximity to their mill. Defendant at first refused, 
 but finally the proposition was accepted upon the agreement that the 
 mill company should do the grading and the railroad company fur¬ 
 nish the rails and ties. This milling company at Plankinton paid 
 the defendant nothing for switching cars to and from its mill and 
 elevator. The mill at Mitchell, the defendant admits in its answer, 
 “ has a switching track leading to it which was constructed by the 
 defendant at its cost and expense,” the reason for such concession 
 being that in 1884 Mitchell was a very small place, just starting. 
 
 Conclusion of the Commission .—Without much further considera¬ 
 tion of facts, but with consideration of the statute of South Dakota 
 
762 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 regulating the construction and maintenance of side tracks from ware¬ 
 houses, etc., with the terms of which statute so far as they concern 
 application for side track and offer to defray expense of same it ap¬ 
 peared complainant had not complied, it is held that no violation of 
 the law is alleged in the complaint, as shown. 
 
 Disposition of case. —Complaint dismissed. 
 
 Docket No. 527. 
 
 Complaint. —That defendant was guilty of unlawful conduct in re¬ 
 fusing to continue the delivery of hay in the borough of Brooklyn, 
 N. Y., after making such delivery for a period of years. 
 
 Facts. —The complainant was an unincorporated association deal¬ 
 ing in hay, having places of business in vicinity of defendant’s freight 
 station at Brooklyn. Prior to 1888 defendant had no public freight 
 station in Brooklyn, but in March of that year erected such a station 
 at which for a period of years all classes of freight were delivered. 
 The method of delivery was as follows: Loaded cars on reaching the 
 Jersey City terminus of the road w T ere transferred to lighters or 
 floats, which were towed across the harbor to Brooklyn and from 
 which the cars were again transferred to tracks of the defendant and 
 placed in position for unloading. This constituted what was called 
 “ track delivery.” About the middle of August the defendant dis¬ 
 continued the delivery so far as carload hay was concerned, but con¬ 
 tinued it with respect to all other merchandise, its justification being 
 the enlarged volume of business- which congested the freight at the 
 Brooklyn terminal. The defendant, though refusing to make the 
 track delivery of hay, continued to deliver this commodity, or offered 
 to deliver it by lighter “ alongside ” any point within the lighterage 
 district of New York, a service which it was bound to perform by the 
 terms of its published regulations. 
 
 Conclusion of the Commission. —It being found that because of the 
 great increase of the business for Brooklyn delivery a state of chronic 
 congestion had resulted at the Brooklyn terminal, and it being found 
 that the complaining parties were not denied any privileges which 
 other Brooklyn hay dealers enjoyed, it was held that the resulting dis¬ 
 crimination against the article of carload hay was not “ unjust ” 
 within the meaning of the act. “ The defendant is not in every case 
 under legal compulsion to furnish the same terminal facilities for all 
 descriptions of traffic. It is sufficient if reasonable provision is made 
 in this regard, and what is reasonable in the given instance depends 
 largely upon the conditions and surroundings of the particular local¬ 
 ity. Under such circumstances as are here disclosed, the needs of the 
 general public must be considered and the carrier’s action adapted 
 to the best practicable discharge of its public obligations. The rule 
 of the greatest good to the greatest number fairly applies. If all can 
 be provided with desired facilities, the plan or method adopted should 
 be the one affording the largest public accommodation with the small¬ 
 est amount of individual hardship. This, we think, has been done in 
 the case before us.” 
 
 Disposition of case. —No violation of the statute having been shown, 
 the complaint was ordered dismissed. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 763 
 
 Docket No. 663. 
 
 Complaint .—That defendant was guilty of unjust discrimination in 
 failure to furnish cars for conduct of complainant’s business, while 
 furnishing a competitor in the same line more than his fair propor¬ 
 tion ; that defendant unloaded coal for a competitor and forced com¬ 
 plainant to go ft) the outskirts of the town for his coal, furnishing 
 the competitor a private switch, and refusing a like concession to the 
 complainant, illegal practices in violation of the act. 
 
 Facts .—In 1896 complainant came from New Holland, purchased 
 a grain elevator alongside the line of defendant’s road, a siding Avhere 
 cars were loaded, being a “ passing siding ” of defendant company. 
 Near by was an elevator owned by a competing firm, which was 
 situated a short distance from the main line, and had a short spur sid¬ 
 ing on which it received loaded grain cars. This competing firm, by 
 reason of having been engaged in the operation of an elevator at this 
 point two or three times as long as complainant, or for some other rea¬ 
 son, had managed to control the greater proportion of grain elevated 
 and shipped from that point for the six years preceding. During the 
 coal strike and resulting car famine in the winter of 1902-3 an em¬ 
 bargo was placed, November 17, 1902, upon the shipment of grain to 
 Pittsburg and points east upon the Pennsylvania line, and, subject 
 to certain modifications, was not entirely removed until March 3, 
 1903. At about this time complainant began keeping a record of 
 cars furnished his competitors. It w T as found that from November 
 10, 1902, to February 1 , 1903, complainant received 13 cars and his 
 competitors received 56 cars. The complainant, having no idea of the 
 destination of such cars, was naturally aggrieved; but it appeared 
 that of the cars received by his competitors 25 were for local points on 
 defendant’s line, where the embargo did not apply and to which 
 complainant had no shipments to make. Complainant admitted in 
 his testimony: u I asked for cars to go east, not to Chicago and Mount 
 Vernon points.” Of the 31 remaining cars 7 were foreign cars and 
 were destined to points not barred at the time by the embargo. To 
 these points complainant had no shipments, and, therefore, could not 
 use the cars. Four of the remaining cars had been offered to the com¬ 
 plainant at the particular time, and he had no use for them, and they 
 were afterwards given to his competitor. In the month of January, 
 1903, the competing elevator shipped 24 cars; of these 21 were local, 
 and complainant testified that he had no corn sold to local points in 
 January and did not ask for local cars in that month. The facts con¬ 
 cerning the alleged discrimination in the matter of facilities for re¬ 
 ceiving coal were such as to give the Commission no jurisdiction, 
 since the half dozen lots of coal which defendant had handled in the 
 season were bought in New Alexander, Ohio, and sold in New Hol¬ 
 land, Ohio, and were, therefore, not interstate traffic. 
 
 Disposition of case .—It appearing that there was no unjust dis¬ 
 crimination against complainant, or facts to warrant the finding of 
 unjust discrimination in the matter of receiving and unloading coal, 
 complaint was dismissed. 
 
 Docket No. 532. 
 
 Complaint .—That whereas defendant’s charge for switching cars 
 containing interstate traffic to industries on its line, and also its 
 
764 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 switching service for local industries or manufactures in Detroit, 
 is $2 per car, still the said defendant has demanded and received, 
 under protest, from complainant the sum of $5 for this service. 
 
 Disposition of case .—Order of dismissal entered March 17, 1903. 
 
 Docket No. 733. 
 
 Complaint .—That grain originating west of the Mississippi River 
 is delivered in East St. Louis at elevators located upon the line of 
 the Wiggins Ferry Company and at the McReynolds & Hall ele¬ 
 vators, located upon the lines of the Mobile and Ohio Railroad 
 and Southern Railway, for the same rate of charge, but on interstate 
 shipments of grain out of East St. Louis a switching charge is im¬ 
 posed on grain from elevators on the property of the Wiggins Ferry 
 Company, and not on grain from the McReynolds & Hall elevators. 
 
 Disposition of case .—March 26, 1904. This case appears to be 
 pending, the last entry in docket being the filing of the answer of 
 the Louisville and Nashville Railroad Company on March 26, 1904. 
 
 Docket No. 769. 
 
 Complaint .—That defendant refuses to give complainants increased 
 railroad facilities at their mines near Barnesville, Ohio, although 
 complainants have preferred payment to cover cost, and notwith¬ 
 standing defendant grants such connections to other coal companies 
 who are complainant’s competitors. 
 
 Disposition of case .—Hearing at Washington October 18, 1904. 
 
 Docket No. 754. 
 
 Complaint .—That on July 31, 1903, the Bluefield Coal and Coke 
 Company, of West Virginia, shipped 700 tons of coal to complainant 
 at Norfolk, Va., for reshipment by barges to final destination on 
 account of contract with United States Government; that part of 
 this shipment was delayed in transit and the barge was compelled to 
 sail August 10 with short cargo to avoid demurrage charges; that 
 by unnecessary delay in transit and failure to notify complainant of 
 arrival of balance of reshipment complainant was charged an un¬ 
 necessary and unjust demurrage charge at Norfolk; that said de¬ 
 fendant charges the independent shippers $20 for the use of wharf, 
 which privilege is given free of charge to the Pocahontas Coal and 
 Coke Company, which company was largely owned and controlled 
 by defendant, which competing company is also exempt from all 
 demurrage charges^ all of which is an unjust discrimination against 
 complainant. 
 
 Decision of case .—This was assigned for hearing May 31, 1905. 
 On May 25, 1905, the assignment was canceled and the hearing post¬ 
 poned indefinitely. 
 
 Docket No. 778 
 
 Complaint .—That complainant has constructed about one mile of 
 side tracks along the line of defendant’s road for shipping coal from 
 its lines, nearing Belington, W. Va., but defendant refuses to make 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 765 
 
 the necessary switch connections, and that such connections have 
 been furnished to complainant’s competitors, thereby discriminating 
 against complainant in favor of cempetitors, in violation of section 
 3 of the act. 
 
 Disposition of case. —Joint answer of defendants filed October 26, 
 1904, this being the last entry on the docket. 
 
 Docket No. 812. 
 
 Complaint. —That complainant, owner of about 4,300 acres of coal 
 land lying along the line of defendant’s railroad, has arranged to 
 build a tipple and equipment for the operation of said mines about 
 4,000 feet from defendant’s line of road, and has provided way for 
 siding; that defendants own stock in various companies in competi¬ 
 tion with complainants, and for this reason have repeatedly refused 
 and still refuse to build the siding or switching connection or permit 
 it to be built, even at the expense of the complainant. 
 
 Disposition of case .—Hearing at Washington June 5, 1905, and 
 briefs filed, the last entry being an entry of the filing of defendant’s 
 reply brief on July 12, 1905. 
 
 Docket No* 829. 
 
 Complaint. —That defendant refuses to deliver shipments of 
 dressed beef and pork products consigned to him at the Canal street 
 yard at Providence, R. I., but persists in delivering such shipments 
 at the West yard, 1^ miles distant from complainant’s place of busi¬ 
 ness, while at the same time delivering similar shipments at the Canal 
 street yard to other consignees, thereby discriminating against com¬ 
 plainant. 
 
 Disposition of case .—Answer of defendant filed August 1, 1905. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon the subject of dis¬ 
 crimination in depot, platform, and track facilities: 
 
 Complaint that a given place is without shipping facilities, 2224, 
 3392. 
 
 Request that railroad be compelled to build depot and keep it 
 open, 527. 
 
 Discrimination in switching, 146, 1086, 1989. 
 
 Illegal switching charges, 2758, 3440. 
 
 Excessive switching charges, 312, 334, 3351, 3398. 
 
 General complaints of switching charges, 523, 1085, 1537, 2539, 
 2830, 3085. 
 
 Refusal to place cars on side track, 192, 2919, 3011, 3445. 
 
 Track facilities, 2886. 
 
 Complaint as to putting in switch or side track, 2080, 2288, 2462. 
 
 Complaint as to elevator facilities, 143, 921, 1071, 1100, 2130, 2493, 
 2785. 
 
 Terminal charges, 478, 2220, 3376. 
 
 As to right of a new railroad to use facilities of union railway 
 depot, 1830. 
 
 Limiting rights of draymen to solicit business at depots, 2128, 3037. 
 
766 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Docket No. 149. 
 
 Complaint .—That defendant company had discriminated against 
 the city of Ionia, Mich., in giving free cartage to competitors of the 
 road at Grand Rapids, while denying a like service to competitors 
 at Ionia. It was claimed that this was equivalent to a special rate or 
 rebate equal to the cost of the cartage; that it exacted a greater com¬ 
 pensation for the transportation of like kinds of property for a 
 shorter than for a long haul, and that it gave an undue and unreas¬ 
 onable preference and advantage to Grand Rapids. 
 
 Facts .—Complainants were copartners doing business as retail 
 merchants in the city of Ionia, Mich. They purchased goods at Phila¬ 
 delphia, New York, Boston, and points east of Detroit. Shipments 
 of freight from points east of Detroit were delivered to respondents’ 
 road at the city of Detroit and transported over its line of railway, 
 passing through the city of Ionia before they reached Grand Rapids. 
 Ionia was thus a shorter distance from Detroit than Grand Rapids. 
 The defendant at its own expense provided cars and trucks at Grand 
 Rapids for the transportation of freight generally, as well as freight 
 consigned from points east of Detroit, between its stations at Grand 
 Rapids and the place of business of patrons of the road. This service 
 was not furnished to complainants or other merchants and patrons 
 of its road at Ionia. The service at Grand Rapids had been open 
 for a long time. The position of the defendant company was com¬ 
 petition at Grand Rapids; its station in Grand Rapids was much 
 farther from business houses than its station at Ionia was from the 
 business houses of that city. Respondent had engaged in the prac¬ 
 tice of free cartage for a period long prior to the time when either of 
 its rival railroads was constructed at that place. The actual cost of 
 carting free from the respondents’ warehouses in Ionia to several 
 places in Ionia from which traffic was hauled was 2 cents per hun¬ 
 dredweight. 
 
 Conclusion .—A majority of the Commission held that the practice 
 of the respondent company was in violation of the long and short haul 
 clause of the act to regulate commerce, the opinion saying: “The 
 complainant will be sustained on that ground and order will be en¬ 
 tered accordingly without expressly passing upon other points raised.” 
 
 Two Commissioners concurred in the foregoing with the addition 
 that “ the free cartage service rendered by the respondent at Grand 
 Rapids is unlawful on the further ground that it is in effect a device 
 for receiving less than the established tariff rate to and from that 
 point.” The cartage service is a service in connection with the trans¬ 
 portation, and is in effect an indirect rebate from the rate to the extent 
 of the value of the cartage. One Commissioner dissented. 
 
 Disposition of case .—Ordered that respondents cease from violation 
 of the law as found in the opinion, consisting in furnishing free cart¬ 
 age to and from its station at Grand Rapids, Mich., for freight carried 
 on its road. Order not complied with. The Supreme Court held the 
 order in this case to be unlawful. 
 
 Docket No. 197. 
 
 Complaint. —Petitioner, a corporation engaged in the manufacture 
 of flour at East St. Louis, complained that its business in that regard 
 was discriminated against by the defendant carriers in favor of St. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 767 
 
 Louis manufacturers of the same commodity, in that the carriers per¬ 
 mitted the St. Louis shippers to deliver their freight at places or 
 stations whence it would be transported to the receiving depot of the 
 St. Louis, Alton and Terre Haute Railroad at East St. Louis at the 
 expense of the defendant; the rate from St. Louis, including the 
 amount paid to the carriers and the transfer companies, being the same 
 as that charged to the complainant and other shippers from East St. 
 Louis to the same destinations, whereas the complainant did not 
 receive like or equivalent cartage or local transportation facilities. 
 
 Facts. —Petitioner's mill was situated about one-half mile from the 
 receiving station of the St. Louis, Alton and Terre Haute Railroad at 
 East St. Louis, which company maintained a side track contiguous to 
 the mill property. The petitioner delivered flour in two ways, first, 
 by sending the flour by team to the receiving station at East St. Louis, 
 at a cost, it is claimed, of 6 cents per barrel; or, second, by loading it 
 on the cars of the railroad company, which were switched to and over 
 its siding free of charge, the cost for loading at the siding being about 
 3 cents per barrel. In addition, complainant was required to clean 
 and repair the cars, and load them according to stations—that is, so 
 that the freight destined for the nearest station is placed on the for¬ 
 ward part of the train, that for intermediate stations in the middle, 
 and that for the most remote stations in the rear of the train. The St. 
 Louis millers shipped flour by defendant’s roads to the same points 
 as complainant, making their delivery in St. Louis, from where 
 it is taken to the railroad station in East St. Louis in one of the three 
 following ways: First, by rail from the station of the Terminal Rail¬ 
 road Association of St. Louis; second, by wagons from the station of 
 the St. Louis Transfer Company; third, by wagons from the doors of 
 their mills, the wagons employed being those of the St. Louis Trans¬ 
 fer Company. The railroads, except in case the wagons of the trans¬ 
 fer company take the flour from the mills at St. Louis, bear the entire 
 expense of transferring the same from the stations in St. Louis to the 
 railroad station in East St. Louis, and at an expense of either 4 cents 
 or 8 cents per barrel, according to the method of transfer. When the 
 method of transfer entirely by wagon is employed, the shipper paid 
 one half of the transfer charges, or 4 cents a barrel, the railroad corn- 
 pan} 7 paying the other half. It results from these facts that the rail¬ 
 road companies receive less for a shipment of flour originating in St. 
 Louis than in East St. Louis. 
 
 Conclusion of the Commission .—Defendant having treated the 
 cities of St. Louis and East St. Louis as a single business community, 
 can not complain if this case is determined upon that theory. Upon 
 consideration of all the circumstances in the case, both those to the 
 advantage of the complainant and those to his disadvantage, it is 
 held that in order to be put on an equality of treatment with the St. 
 Louis shippers, he is entitled to an order allowing him a reduction of 
 6 cents per barrel on the rates which may be in force, as long as the 
 defendants charge that amount of cartage to other millers, on all 
 flour destined to points outside the State which the initial carriers 
 request the petitioner to haul to its station, or which the petitioner is 
 compelled to haul there by reason of proper cars not being furnished 
 on the side track contiguous to his mill. “ For the carrier to pay the 
 larger expense of transportation of a remote shipper’s merchandise 
 to the station and not to pay the less expense of the nearer shipper's 
 
768 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 merchandise would be equivalent to a rebate to the former, the rail¬ 
 road service proper being the same to each and at the same rate.” 
 Requirement for the petitioner to clean and repair cars in order to 
 put them in a proper condition for shipment of flour, held to be unrea¬ 
 sonable. Requirements that petitioner shall load according to sta¬ 
 tions, held not to be unreasonable, because of the compensating ad¬ 
 vantages for the trouble and expense to which he was put in so 
 loading. 
 
 Disposition of case .—Order in accordance with the above findings 
 and conclusion. Order complied with. 
 
 Docket No. 496. 
 
 Complaint .—That defendants unjustly discriminate against ship¬ 
 pers and consignees of freight and otherwise violate the act to regu¬ 
 late commerce, as follows: By affording free storage of freights in 
 various ways for some shippers but not for others; by failing to col¬ 
 lect demurrage charges on cars detained by favored shippers or con¬ 
 signees and exacting such charges from others; by storing only for 
 some concerns large quantities of freight consigned to shippers at 
 destination and making delivery thereof in small lots to persons desig¬ 
 nated by the shipper, or forwarding from similar lines over its own 
 or other lines to various points under direction of the shipper; by 
 assuming expenses of unloading, loading, and cartage for some per¬ 
 sons and not for others; by failure to include in their published and 
 filed schedules the above-stated privileges of free storage, free car 
 service, free delivery of stored freight upon shipper’s order to differ¬ 
 ent consignees, or forwarding of special lots of freight from quan¬ 
 tities stored. 
 
 Facts .—Facts true of carriers in general: Common carriers by rail¬ 
 road in the United States have never followed a general custom of 
 permitting their freight depots to be used for storage or general ware¬ 
 house purposes, or of allowing their cars to be retained in the posses¬ 
 sion of shippers or consignees beyond a reasonable time for loading 
 or unloading freight. Specific regulations are published for the pur¬ 
 pose of preventing such things. Shipments generally are made and 
 received under the conditions thereby imposed, and in the belief that 
 if they are not observed, the penalty stated will be enforced. Re¬ 
 laxation of these rules results in special advantages to consignees and 
 shippers, making it possible sometimes for them to sell small lots 
 of goods delivered at destination without paying less than carload 
 charges thereon, except upon reshipment from the point of concen¬ 
 tration; to have the railway agent of the warehouse manager under 
 railway control act as forwarding agent without charge; to compete 
 with wholesale merchants in various sections without the cost of 
 warehousing, cartage, and some other expenses necessarily involved 
 in the carrying on of the locally established enterprise. The general 
 rules referred to and in effect upon defendant lines and railroads 
 are not invariably in force. They are waived usually when ap¬ 
 plication is made by shippers or consignees. On some roads it is 
 claimed that the waiver is in no instance refused when aplied for, 
 but it is not shown that the privileged are commonly known or the 
 method of obtaining them generally understood. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 769 
 
 _ Storage is granted in various ways. In some cases shippers con¬ 
 sign to their own order. Bv arrangement with the carrier the 
 freight is kept in the car, freight house, or some warehouse which 
 carrier controls, and upon orders of the shipper issued from time to 
 time it is delivered by the carrier or warehouse agent to designated 
 persons. Such facilities of storage, handling, cartage, distribution, 
 and reshipment of less quantities substantially provide the shipper 
 “with branch business houses in large cities.” Facts are also given 
 concerning the practice at particular places and by particular roads. 
 
 Conclusion of the Commission .—Some shippers or consignees are 
 substantially forced to move their freight promptly, while others 
 use freight houses or cars for specified or indefinite periods without 
 charge. Under the practices shown discriminations and unlawful 
 abuses are not merely practicable, but are actually invited. “ Dis¬ 
 tributing consignments in part lots to different subsequently desig¬ 
 nated persons, reshipping upon shipper’s order parts of consignments 
 held in store, suspending collection of charges for use of cars beyond 
 specified reasonable periods of time after such cars have been placed 
 for loading or unloading by shippers or consignees, and all kindred 
 concessions come within the same requirements of impartiality and 
 publication.” 
 
 Disposition of case .—General order requiring carriers to state in 
 their tariffs what free storage is granted and the terms and conditions 
 under which it will be granted. 
 
 Docket No. 632. 
 
 That on shipments of barrels of sugar, which remained in defend¬ 
 ant’s depot, complainant was charged and compelled to pay storage 
 amounting to a sum stated, alleged to be in violation of sections 2 
 and 3 of the act; that neither the said charge of 1 cent per 100 pounds 
 per day, nor any charge for storage, is published by the defendant 
 in violation of section 6 of the act. 
 
 Facts .—Complainant shipped five barrels of sugar from New Or¬ 
 leans, La., to Macon, Ga. Owing to misunderstanding as to the 
 terms on some of the sugar, consignment remained in defendant’s 
 depot at Macon about two months beyond the time limit allowed by 
 the defendant and a storage charge of $11.85 was laid upon the sugar, 
 the payment of which was exacted upon the delivery of the shipment. 
 
 The defendant published through a southeastern car-service asso¬ 
 ciation, and filed with the Interstate Commerce Commission, rates 
 and regulations for storage prescribed by the Georgia railroad com¬ 
 mission, and adopted by the railway company in its practice. The 
 storage charges assessed were in accordance with the rules of the 
 Southeastern Car Service Association. The object of this associa¬ 
 tion in fixing its schedule of rates was to induce or compel consignees 
 to unload cars promptly and remove freight from the depots as speed¬ 
 ily as possible. Such charges were not made for purposes of revenue, 
 because when freight is handled and rehandled, as it must be in cases 
 of congestion, the expense is greater than the income derived from 
 storage. The New Orleans Car Service Association fixes a tariff for 
 storage in New Orleans, affecting all roads entering that city. These 
 rates are lower than those of the Southeastern Car Service Associa- 
 
 S. Doc. 244, 59-1 
 
 49 
 
770 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 tion. Complainant calculates that had the storage on his shipments 
 been assessed in accordance with the New Orleans Car Association 
 tariff instead of the southeastern the total charges to be paid thereon 
 would have been less. 
 
 Conclusion of the Commission .—A railroad freight depot and a 
 public storage warehouse are buildings whose uses are wholly dis¬ 
 similar. The former is built to accommodate current business of the 
 railroad when expeditiously handled, and affords no facilities for 
 storing during long periods of time. The storage warehouse is 
 especially designed for storage purposes. The charge for storage in 
 the railroad depot may properly be made higher than the public 
 warehouse charge, with the object of compelling the expeditious 
 removal of freight. The rates and regulations adopted by the de¬ 
 fendant are properly published. There is no complaint that the re¬ 
 quired notice was not served upon the consignee, that the storage 
 charges were not advanced under the rules, and it is assumed, there¬ 
 fore, that the required notice was given. And it is held that the 
 rates and regulations as to storage in depots prescribed by the de¬ 
 fendant are not violative of the act to regulate commerce.. 
 
 Disposition of case. —Order of dismissal entered June 29, 1904. 
 
 Docket No. 321. 
 
 Complaint. —That defendants discriminate against merchants of 
 Toledo, Ohio, and charge less freight rates than are published in their 
 tariff schedules for transportation to and from Detroit, Lansing, Jack- 
 son, Battle Creek, and Grand Rapids, Mich., by giving free cartage of 
 freights to and from their depots or stations at said last-named 
 points and refusing to afford such free cartage of freights at Toledo. 
 
 Disposition of case. —Hearing had on May 17, 1892. On June 9, 
 1892, the Lake Shore and Michigan Southern Railway filed its brief, , 
 and on June 26 complainant’s counsel gave notice that it did not care 
 to file reply to brief. 
 
 Docket No. 552. 
 
 Complaint. —Investigation on order of Commission into practice 
 of granting special rates, rebates, drawbacks, elevator allowances, 
 commissions, or by other devices, charging, receiving, and retaining 
 less than the rates lawfully in effect for the interstate transportation 
 of corn and grain in carloads to Buffalo and Pittsburg and other 
 eastern destinations from shipping points in the State of Ohio. 
 
 Facts. —Hearing was had at Toledo, Ohio, on April 5, 1899, and, it 
 appearing that certain railroad companies not originally defendants / 
 in this proceeding were giving free use of elevators upon their respec¬ 
 tive lines, it was ordered that they be made additional defendants, the 
 order being entered on April 12, 1899. 
 
 Disposition of case. —Last proceeding, according to the docket, was 
 the receipt and filing of an answer by one of the defendant railroad 
 companies. 
 
 Docket No. 821. j 
 
 Complaint. —Investigation ordered by Commission, it appearing 
 that respondent has been and is providing, for a nominal rental, a 
 building for storage for one or more firms in St. Louis and consignees 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 771 
 
 and commission merchants in the fruit and produce trade, while re¬ 
 fusing like storage to other firms in a similar business. 
 
 Disposition of case .—Pending. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon discrimination in 
 storage and drayage: 
 
 Free storage, 1679. 
 
 Storage violations, 2330, 2866. 
 
 Storage rates, 2164, 2828, 2933. 
 
 Refusal to store, 561. 
 
 Cartage, 1, 2915, 3381. 
 
 Docket No. 590. 
 
 Complaint. —That defendant for more than five years last passed 
 has charged and received from complainant on shipments of fruit 
 and vegetables from points in Louisiana and other States named 
 greater compensation than was specified in the published schedules 
 of rates and charges, and greater than was charged other consignees 
 on or for similar shipments. It is also complained that defendant 
 company refused to unload at Chicago shipments, when consigned 
 to complainant, or furnish proper platform and warehouse facili¬ 
 ties as are provided and furnished other consignees. 
 
 Disposition of case. —Hearings were had, briefs were filed, and on 
 August 21, 1902, order of dismissal was entered. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints bear upon discriminations in 
 loading and unloading. 
 
 That railroad refuses to load, 2918. 
 
 Loading facilities, 734, 2334. 
 
 Unloading while in transit, 1803, 2333. 
 
 Additional charge for loading in certain way, 2545. 
 
 Docket No. 409. 
 
 Complaint. —That defendant companies had imposed unreasonable 
 and excessive rates that resulted in undue or unreasonable prejudice 
 or disadvantage. Incidentally the question of stoppage in transit for 
 the purpose of trying the market was considered, and for the sake 
 of this consideration the case is here included. 
 
 Conclusion of the Commission. —Concerning the question of stop¬ 
 page in transit the Commission said: “ The charge was made at the 
 hearing and urged in argument, but not set forth in the complaint, 
 that Omaha is unjustly discriminated against because on shipments of 
 cattle from Texas to Chicago under a through bill of lading and a 
 through rate the privilege of stopping in transit or unloading and 
 trying the intermediate market and, if not found satisfactory, of 
 reloading and shipping to Chicago at the balance of the through 
 rate is allowed at Kansas City and St. Joseph on such shipments 
 via those cities, but is not permitted to Omaha in case shipments are 
 
772 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 made via Omaha. This privilege of ‘ stoppage in transit' is anal¬ 
 ogous in character to that of ‘ milling in transit,’ and the question as 
 to its lawfulness is one of difficulty and importance. As it is not 
 put in issue in the pleadings, we can not authoritatively determine 
 it in this case, and deem it our duty to refrain from any expression 
 of opinion until the question is regularly raised and fully discussed 
 in all its bearings. It may be said, however, that if the privilege be 
 lawful, the granting of it to one locality and denial of it to another 
 under substantially similar circumstances would be an unjust dis¬ 
 crimination against the latter.” 
 
 Docket No. 498. 
 
 Complaint. —That defendant carriers did not establish rates upon 
 both compressed and uncompressed cotton, but only upon cotton, and 
 that from this fact prejudice resulted to shippers of that commodity; 
 that the practices attendant upon the shipment of “ floating ” cotton 
 resulted prejudicially to certain shippers and places. This case is, 
 primarily, a case of discrimination in the published tariffs, but inas¬ 
 much as it involves the question of stopping off in order to secure 
 some special service, a practice out of which discriminations other 
 than those appearing upon the face of the published tariffs might 
 arise, it is here included in so far as it involves the practice of floating 
 cotton. 
 
 Facts. —In the practice of floating cotton the essential transporta¬ 
 tion feature is the carrying of cotton to a compress, receiving it again 
 in a compressed state, and transporting it to destination at the 
 through rate in force from the point of origin. The cotton was 
 graded as well as compressed at the point of stoppage, the destination 
 of the cotton was usually changed at the compress point, its identity 
 as a shipment was not preserved at such point, and the ownership of 
 the cotton might change at the compress station. 
 
 Conclusion of the Commission. —This method of handling cotton 
 results in a saving to the carrier, a benefit to the grower and aids the 
 purposes of the act to regulate commerce to secure as good a rate for 
 the small intermediate points as for the more distant competitive 
 points. “We are of the opinion, and hold that the carrier may, as a 
 part of the contract for through shipment, allow the merchandise to 
 be stopped off for the purpose of undergoing treatment like that in¬ 
 volved in this case. That privilege, of course, enters into and becomes 
 a part of the service covered by the road, and should be specified in 
 the published tariff.” Case distinguished from the case entitled “ In 
 the Matter of Alleged Unlawful Rates and Practices in the Trans¬ 
 portation of Grain and Grain Products by the Atchison , Topeka and 
 Santa Fe Railway Company , and others (7 I. C. C., 240) : “ Nothing 
 can more clearly show the difference between that case and the one un¬ 
 der consideration than a comparison of the above language (quotation 
 having been made to the case referred to) with the facts in the 
 present case. Such comparison will show that not a single essential 
 element relied upon as determinative of that case is to be found in the 
 case under discussion. There the grain was uniformly shipped upon 
 a local bill of lading to Kansas City; here the cotton starts upon a 
 through bill of lading, and may always do so; there no definite pur¬ 
 pose existed to carry the grain beyond Kansas City; here not only is 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 773 
 
 there such a purpose, but it is absolutely certain that the cotton must 
 go beyond the compress point. The object of the owner of the grain 
 was simply to take it to Kansas City for the purpose of disposing 
 of it there; the object of the owner of the cotton is to stop it otf for 
 the sole purpose of grading and compressing, that it may be sent 
 forward to market. That grain was in no possible sense tempo¬ 
 rarily in Kansas City in transit upon a through shipment. This 
 cotton is in no possible construction at the compress point for any 
 other purpose than a temporary one in transit.” 
 
 Disposition of case .—No order. 
 
 Docket No. 377. 
 
 Complaint. —That defendant unjustly discriminates against millers 
 at New Ulm, Minn., by charging a penalty of 2-J cents per 100 pounds 
 pn grain milled in transit at that point. 
 
 Disposition of case. —No hearing. Complaint dismissed Novem¬ 
 ber 15, 1895. 
 
 Docket No. 398. 
 
 Complaint. —That defendants refused to complainant the u stop 
 off ” for milling in transit privileges, at Cohocton, N. Y., which 
 they allow competitors at the same point. 
 
 Disposition of case. —Case was assigned for hearing, but no hear¬ 
 ing was had, it being postponed January 8, 1895, to a time to be fixed 
 by the Commission. On June 3, 1895, an order dismissing com¬ 
 plaint was entered. 
 
 Docket No. 439. 
 
 Complaint. —That defendant subjects complainant to unjust dis¬ 
 crimination by granting the Narragansett Milling Company and re¬ 
 fusing complainant the privilege of milling in transit; that is, the 
 right to pay a single through rate from points outside the State 
 of Rhode Island to final point of delivery, with right to stop and 
 unload at mills, grind the grain into meal, and reload. 
 
 Disposition of case. —On January 2, 1897, agreement of parties to 
 discontinue was filed. On July 21, 1897, order of discontinuance was 
 entered. 
 
 Docket No. 529. 
 
 Complaint. —Order of investigation by Commission, it appearing 
 that defendant common carriers, prior to March 1, 1898, had in 
 force rates, rules, and regulations under which corn, wheat, and 
 other grain was shipped from points in Kansas, Nebraska, or Wy¬ 
 oming, to be milled in transit at Denver, and thence reconsigned as 
 feed, flour, or other milled product to various destinations in Colo¬ 
 rado at their several established through or direct rates, which privi¬ 
 lege of milling in transit and reconsigning in Denver, was with¬ 
 drawn and canceled on or about March 1, 1898, thereby subjecting 
 millers and dealers at Denver to unjust discrimination in favor of 
 millers and dealers at points in Kansas, Nebraska, and Missouri, 
 where such milling in transit privilege is still allowed. 
 
774 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Disposition of case .—Answers of majority of defendant companies 
 were filed between May 10 and 16, 1898. On May 21, 1898, hearing 
 was postponed indefinitely. 
 
 INFORMAL COMPLAINTS. 
 
 The following informal complaints—all of them relating to milling 
 in transit—have to do with discrimination in special-wav privileges: 
 850, 369, 819, 915, 1675, 1754, 2311, 2323, 2360, 2596, 2603, 2644, 3470. 
 
 The following informal complaint is of refusal to grant stop-over 
 privileges, 2925. 
 
 DISCRIMINATION IN SPECIAL SERVICES. 
 
 Docket No. 339. 
 
 Complaint .—Investigation on motion of Commission to inquire 
 into the management of the business of defendant carriers, particu¬ 
 larly with regard to the alleged payment of rebates by them, alleged 
 discrimination in the improper adjustment of lighterage, terminal, 
 and other charges, as well as the practice of such carriers in regard 
 to the payment of claims to shippers growing out of the transporta¬ 
 tion of property for them. 
 
 Facts .—At investigation held at New York, May 25-28, 1892, the 
 foregoing practices were examined into and, in addition, discrimina¬ 
 tions resulting from free cartage, switching, and other services. 
 
 Disposition of case .—No order. 
 
REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 BEFORE THE COMMITTEE ON INTERSTATE COMMERCE 
 SENATE OF THE UNITED STATES, 
 
 HELD FROM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 ‘ H. T. NEWCOMB. 
 
 APPENDIX VIII. 
 
 STATISTICS OF RAILWAYS IN THE UNITED STATES. 
 
 FROM MATERIAL PREPARED BY THE DIVISION 
 OF STATISTICS OF THE INTERSTATE , 
 
 COMMERCE COMMIISION. 
 
 DECEMBER 19, 1905. 
 
APPENDIX VIII. 
 
 STATISTICS OF RAILWAYS IN THE UNITED STATES. 
 
 The following tables present certain selected statistics of railways in 
 the United States. The classes of facts selected for presentation are 
 such as seem to be pertinent in view of the character of the testimony 
 and nature of the arguments submitted to the Senate committee. Except 
 for single-track mileage, it is not possible to press the statistics here 
 submitted back of the year 1880, nor is it possible for a considerable 
 portion of the data to go beyond the year 1890. The statistics cover¬ 
 ing the decade 1880 to 1889 are taken from the publications of the 
 Eleventh Census, an attempt having been made in connection with that 
 census to obtain for the years prior to the census year uniform reports 
 upon certain of the leading items of railway operations. For the year 
 1890 and subsequent years the statistics here presented were compiled 
 from the annual reports of the carriers to the Interstate Commerce 
 Commission as provided for by the twentieth section of the act of 1887. 
 
 It does not seem necessary to submit any comment whatever upon 
 the data here presented. The facts selected for presentation are easily 
 understood, and conform in all particulars to the definitions and rules 
 made familiar by the annual statistical reports of the Interstate Com¬ 
 merce Commission. 
 
 The following is a list of the summariesjsubmitted for this Appendix: 
 
 ffira&ci&ASEZ'' ’• # 
 
 I.—Summary of railway mileage owned, for the years ending June 30, 1904, 
 1900, 1890, 1880, 1870, 1860, 1850, 1840, and 1830, according to assign¬ 
 ment for operation, by groups. 
 
 II.—Railway mileage owned in the United States, by States and Territories, on 
 June 30, 1904, 1900, 1890, and 1880. 
 
 III. —Railway mileage, all tracks, for the years ending June 30, 1904 to 1890— 
 
 United States. 
 
 IV. —Comparative statement of equipment of railways for the years ending June 
 
 30, 1904, 1900, 1894, and 1880—United States. 
 
 V.—Assignment of railway equipment per 1,000 miles to length of line for the 
 years ending June 30, 1904 to 1893, and 1880—United States. 
 
 VI.—Assignment of equipment to amount of traffic for the years ending June 30, 
 1904, 1900, 1894, and 1880—United States. 
 
 VII-A.—Analysis of railway capital not owned by railway corporations, and assign¬ 
 ment to mileage, area, population, and traffic, for the years ending June 
 30, 1904, 1900, and 1890—United States. 
 
 VII-B.—Analysis of railway capital and assignment to mileage, area, population, 
 and traffic for the years ending June 30, 1904, 1900, 1890, and 1880—■ 
 United States. 
 
 VIII-A.—Analysis of railway capital not owned by railway corporations, and assign¬ 
 ment to mileage, area, population, and traffic, for the years ending June 
 30, 1904 to 1890—United States. 
 
 VIII-B.—Analysis of railway capital and assignment to mileage, area, population, 
 and traffic for the years ending June 30, 1904 to 1890—United States. 
 
 IX.—Railway employees and assignment to mileage, population, and traffic for 
 the years ending June 30, 1904, 1900, 1890, and 1880—United States. 
 
 777 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 778 
 
 X.—Compensation paid railway employees classified according to employment 
 for the years ending June 30, 1904 to 1890—United States. 
 
 XI.—Passenger traffic for the years ending June 30, 1904 to 1880—United States. 
 
 XII.—Freight traffic for the years ending June 30, 1904 to 1880—United States. 
 
 XIII. —Summary showing freight traffic movement, by class of commodity, for the 
 
 years ending June 30, 1904 to 1900, and 1890—United States. 
 
 XIV. —Condensed income account of the railways in the United States, considered 
 
 as a system, for the years ending June 30, 1904 to 1894. 
 
 XV.—Analysis of income for the years ending June 30, 1904 to 1880—United 
 States: 
 
 A. Earnings from operation. 
 
 B. Income from other sources. 
 
 XVI.—Analysis of expenditures for the yearsending June 30,1904 to 1880—United 
 States: 
 
 A. Operating expenses. 
 
 B. Fixed and other charges. 
 
 XVII.—Summary of results for the years ending June 30, 1904 to 1880—passenger 
 service. 
 
 XVIII.—Summary of results for the years ending June 30, 1904 to 1880—freight 
 service. 
 
 XIX.—Train revenue, train cost, and percentage of operating expenses to earnings 
 for the years ending June 30, 1904 to 1880. 
 
 XX.—Summary of railway accidents for the years ending June 30, 1904 to 1890— 
 United States. 
 
 XXI.—Accidents to employees for the years ending: June 30, 1904 to 1890—United 
 States. 
 
I .—Summary of railway mileage owned, for the years ending June SO, 1904, 1900, 1890, 
 1880, 1870, 1860, 1850, 1840, and I860, according to assignment for operation, by 
 groups. a 
 
 Territory 
 
 covered. 
 
 Mileage on June 30— 
 
 1904. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 1870. 
 
 1860. 
 
 1850. 
 
 1840. 
 
 1830. 
 
 Group I. 
 
 Group II. 
 
 Group III. 
 
 Group IV. 
 
 Group V. 
 
 Group VI . 
 
 Group VII. 
 
 Miles. 
 
 7,823.50 
 22,594.31 
 24,399.13 
 12,893.49 
 24,890.98 
 47,100. 70 
 11,536. 67 
 29,609.45 
 15,187.16 
 17,868. 95 
 
 Miles. 
 
 7,622.17 
 21,480.89 
 23,402. 86 
 11,893.63 
 22,671.96 
 43,448.10 
 10, 930. 20 
 23, 774. 64 
 12,232.54 
 15,888.79 
 
 Miles. 
 
 6,877.67 
 18, 613.82 
 21,718.27 
 9,032.08 
 18,635.09 
 37,463. 44 
 8,886. 93 
 20,355.20 
 9,854.18 
 12,160. 37 
 
 Miles. 
 
 5,865. 81 
 14,245.06 
 14,307.34 
 4, 691.42 
 8,567.61 
 22,475. 27 
 2, 541. 90 
 7,600.38 
 3,041.04 
 4,388.25 
 
 \ 
 
 Miles. 
 
 4,326. 73 
 9, 972. 64 
 8,319.29 
 3,013.33 
 7, 596. 27 
 9, 705.42 
 35.34 
 3,959.93 
 661.40 
 1,577. 98 
 
 Miles. 
 
 3,644.24 
 5,992. 77 
 5, 934.44 
 2,650.37 
 5,267.42 
 4,380. 20 
 
 Miles. 
 
 2,595.57 
 2, 722.48 
 1,017.88 
 958.43 
 1,123.64 
 107.00 
 
 Miles. 
 513.34 
 1,286.00 
 197.76 
 650.58 
 86. 75 
 
 Miles. 
 
 29.80 
 
 10.00 
 
 Group VIII.... 
 
 Group IX. 
 
 Group X. 
 
 United States.. 
 
 656.27 
 382.18 
 21.90 
 
 46.48 
 
 20. 75 
 
 
 213,904. 34 
 
 193, 345. 78 163,597.05 
 
 87, 724. 08 
 
 49,168. 33 
 
 28, 919. 79 
 
 8,571.48 
 
 2,755.18 
 
 39.80 
 
 «■ The figures for years previous to 1890 are taken from Report on Transportation Business in the 
 United States, Eleventh Census, 1890, Part I, page 6. in which their arrangement by groups for those 
 years was adjusted to conform to that for 1890. 
 
 II .—Railway mileage owned in the United States, by States and Territories, on June SO, 
 
 1904, 1900, 1890, and 1880. 
 
 State or Territory. 
 
 ' 
 
 Mileage on June 30— 
 
 
 Increase 1900 
 over 1890. 
 
 Increase 1890 
 over 1880. 
 
 1904. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 
 Miles. 
 
 
 Alabama. 
 
 4,669.35 
 
 4,225.84 
 
 3,313.87 
 
 1,780.22 
 
 911.97 
 
 27.52 
 
 1,533.65 
 
 86.15 
 
 Arkansas. 
 
 4.126.44 
 
 3, 359. 86 
 
 2,195.81 
 
 821. 78 
 
 1,164.05 
 
 53.01 
 
 1,374.03 
 
 167.20 
 
 California. 
 
 6, 262. 54 
 
 5, 751. 04 
 
 4,356.11 
 
 2,176.85 
 
 1,394. 93 
 
 32.02 
 
 2,179.26 
 
 100.11 
 
 Colorado. 
 
 4,976.24 
 
 4,587.25 
 
 4,176.19 
 
 1,385.16 
 
 411.06 
 
 9.84 
 
 2,791.03 
 
 201.50 
 
 Connecticut. 
 
 1,017.72 
 
 1,023. 62 
 
 1,007. 29 
 
 922.68 
 
 16.33 
 
 1.62 
 
 84. 61 
 
 9.17* 
 
 Delaware. 
 
 335.93 
 
 346. 72 
 
 322.69 
 
 278. 59 
 
 24.03 
 
 7. 45 
 
 44.10 
 
 15. 83 
 
 Florida. 
 
 3,555. 84 
 
 3,299.06 
 
 2,470.89 
 
 528.60 
 
 828.17 
 
 33.52 
 
 1,942.29 
 
 367.44 
 
 Georgia. 
 
 6,304. 72 
 
 5, 651.72 
 
 4,532.37 
 
 2, 432. 87 
 
 1,119. 35 
 
 24. 70 
 
 2,099. 50 
 
 86.30 
 
 Idaho. 
 
 1,461.53 
 
 1,261.23 
 
 941. 44 
 
 205. 83 
 
 319. 79 
 
 33. 97 
 
 735.61 
 
 357.39 
 
 Illinois. 
 
 11,622.74 
 
 11, 002. 93 
 
 10,213. 97 
 
 7,562. 39 
 4,320.61 
 
 788.96 
 
 7.72 
 
 2,651.58 
 
 35.06 
 
 Indiana. 
 
 6,917.85 
 
 6,470.61 
 
 5,971.03 
 
 499.58 
 
 8.37 
 
 1,650.42 
 
 38.20 
 
 Iowa. 
 
 9,859. 23 
 
 9,185.18 
 
 8,355.97 
 
 4,992.64 
 
 829.21 
 
 9. 92 
 
 3,363. 33 
 
 67.37 
 
 Kansas. 
 
 8,811.43 
 
 8, 719. 36 
 
 8,806.45 
 
 3, 384. 74 
 
 « 87. 09 
 
 a. 99 
 
 5, 421.71 
 
 160.18 
 
 Kentucky. 
 
 3,253.00 
 
 3, 059. 99 
 
 2, 746. 25 
 
 1,559.56 
 
 313. 74 
 
 11.42 
 
 1,186. 69 
 
 76.09 
 
 Louisiana. 
 
 3,898. 74 
 
 2,824.08 
 
 1,758. 94 
 
 521. 90 
 
 1,065.14 
 
 60.56 
 
 1,237.04 
 
 237.03 
 
 Maine. 
 
 2,021.58 
 
 1,915.24 
 
 1,338.13 
 
 999.35 
 
 577.11 
 
 43.13 
 
 338. 78 
 
 33.90 
 
 Maryland. 
 
 1,421.10 
 
 1,376.16 
 
 1,231.34 
 
 930. 64 
 
 144.82 
 
 11.76 
 
 300. 70 
 
 32.31 
 
 Massachusetts. 
 
 2, J18. 75 
 
 2,118.58 
 
 2,093.73 
 
 1,868.58 
 
 24.85 
 
 1.19 
 
 225.15 
 
 12.05 
 
 Michigan. 
 
 8,660. 29 
 
 8,195.18 
 
 7,242.67 
 
 3, 712.51 
 
 952.51 
 
 13.15 
 
 3,530.16 
 
 95. 09 
 
 Minnesota. 
 
 7,811.04 
 
 6,942.57 
 
 5,466. 37 
 
 2, 989.59 
 
 1,476.20 
 
 ‘J7. 01 
 
 2,476. 78 
 
 82.85 
 
 Mississippi. 
 
 3, 480.25 
 
 2, 919. 90 
 
 2,332. 03 
 
 1,118. 99 
 
 587. 87 
 
 25.21 
 
 1,213.04 
 
 108.40 
 
 Missouri. 
 
 7,711.05 
 
 6,875.04 
 
 6, 004.10 
 
 3,708. 52 
 
 870.94 
 
 14.51 
 
 2,295.58 
 
 61.90 
 
 Montana. 
 
 3,267.10 
 
 3,010.32 
 
 2,181.04 
 
 18.32 
 
 829.28 
 
 38.02 
 
 2,162. 72 
 
 11,805.24 
 
 Nebraska. 
 
 5,820.88 
 
 5,684. 85 
 
 5,295. 35 
 
 1,823.11 
 
 389. 50 
 
 7.36 
 
 3, 472.24 
 
 190. 46 
 
 Nevada . 
 
 986. 56 
 
 909.35 
 
 924. 87 
 
 711.82 
 
 a 15.52 
 
 a 1.68 
 
 213. 05 
 
 29. 93 
 
 New Hampshire. 
 
 1,275.97 
 
 1,239. 20 
 
 1,145.03 
 
 1,013.11 
 
 94.17 
 
 8.22 
 
 131.92 
 
 13.02 
 
 New Jersey. 
 
 2,277.85 
 
 2,256. 69 
 
 2,046. 76 
 
 1,648.92 
 
 209. 93 
 
 10.26 
 
 397. 84 
 
 24.13 
 
 New York. 
 
 8,297. 29 
 
 8,121.03 
 
 7, 660. 71 
 
 5,874.98 
 
 460. 32 
 
 6.01 
 
 1,785.73 
 
 30.40 
 
 North Carolina. 
 
 North Dakota.... 
 
 4,075.00 
 3,190. 77 
 
 3,831.16 
 2, 731.22 
 
 3,000.88 
 1,940.64 
 7,911.51 
 
 1,440.39 
 b 698. 60 
 
 830. 28 
 790. 58 
 
 27.67 
 40.74 
 
 1,560.49 
 
 108. 34 
 
 Ohio. 
 
 9,196.88 
 
 8; 807.27 
 
 5,415. 33 
 
 895.76 
 
 11.32 
 
 2,496.18 
 
 46.09 
 
 Oregon. 
 
 1,736. 84 
 
 1,723.80 
 
 1,427.95 
 
 347.33 
 
 295. 85 
 
 20. 72 
 
 1,080.62 
 
 311.12 
 
 Pennsylvania. 11,023.24 
 
 ci Decrease. 
 
 10,330. 50 
 
 8,453.20 
 
 5,944. 77 
 
 blnclud 
 
 1,877.30 
 
 es South I 
 
 22.21 
 
 )akota. 
 
 2,508.43 
 
 42.20 
 
780 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 II .—Railway mileage owned in the United States, by States and Territories, on Jane SO, 
 
 1904 , 1900, 1890, and 1880 —Continued. 
 
 State or Territory. 
 
 Mileage on June 30— 
 
 Increase 1900 
 over 1890. 
 
 Increase 1890 
 over 1880. 
 
 1904. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 
 Miles. 
 
 
 Rhode Island. 
 
 211.89 
 
 211.79 
 
 212. 52 
 
 209.98 
 
 a 0.73 
 
 a 0.34 
 
 2.54 
 
 1.21 
 
 South Carolina. 
 
 3,175.28 
 
 2,817.93 
 
 2,193.60 
 
 1,392. 91 
 
 624.33 
 
 28.46 
 
 800. 69 
 
 57.48 
 
 South Dakota. 
 
 3,047.14 
 
 2,849.83 
 
 2,485. 89 
 
 ( b) 
 
 363.94 
 
 14.64 
 
 
 
 Tennessee. 
 
 3,480.83 
 
 3; 136.95 
 
 2; 751.87 
 
 1,816.17 
 
 385.08 
 
 13.99 
 
 935.70 
 
 51.52 
 
 Texas. 
 
 11,848.03 
 
 9,886.49 
 
 8,613.42 
 
 2,696. 64 
 
 1,273.07 
 
 14.78 
 
 5.916. 78 
 
 219.41 
 
 Utah. 
 
 1,779. 69 
 
 1,547.42 
 
 1,090.14 
 
 706.34 
 
 457.28 
 
 41.95 
 
 383.80 
 
 54.34 
 
 Vermont. 
 
 1,063.25 
 
 1,012.11 
 
 921. 49 
 
 874. 39 
 
 90. 62 
 
 9.83 
 
 47.10 
 
 5.39 
 
 Virginia. 
 
 3,932. 33 
 
 3, 779.15 
 
 3,160. 40 
 
 1,697.06 
 
 618. 75 
 
 19.58 
 
 1,463.34 
 
 86.23 
 
 Washington. 
 
 3,355. 83 
 
 2,913.57 
 
 1,783. 37 
 
 212.00 
 
 1,130.20 
 
 63.37 
 
 1,571.37 
 
 741.21 
 
 West Virginia. 
 
 2,836. 83 
 
 2,228.05 
 
 1,327.93 
 
 691.56 
 
 900.12 
 
 67.78 
 
 636.37 
 
 92.02 
 
 Wisconsin. 
 
 7,048.76 
 
 6,530.52 
 
 5,583.59 
 
 2,959. 84 
 
 946. 93 
 
 16.96 
 
 2,623. 75 
 
 88.64 
 
 Wyoming. 
 
 1,247.70 
 
 1,228. 63 
 
 941.88 
 
 506. 94 
 
 286. 75 
 
 30.44 
 
 434.94 
 
 85.80 
 
 Alaska. 
 
 
 
 
 
 
 
 
 
 Arizona. 
 
 1,751.35 
 
 1,511.89 
 
 1, 096. 64 
 
 293. 93 
 
 415.25 
 
 37.87 
 
 802. 71 
 
 273.10 
 
 District of Columbia 
 
 32.00 
 
 31.75 
 
 30.24 
 
 28.38 
 
 1.51 
 
 4.99 
 
 1.86 
 
 6.55 
 
 Indian Territory.... 
 
 2,532. 00 
 
 1,322.75 
 
 1,046.20 
 
 c277.43 
 
 276. 55 
 
 26.43 
 
 
 
 New Mexico .. 
 
 2, 504. 66 
 
 1, 752.52 
 
 i; 324. 33 
 
 298.57 
 
 428.19 
 
 32.33 
 
 1,025.76 
 
 343. 56 
 
 Oklahoma. 
 
 2,611.03 
 
 827.88 
 
 167.96 
 
 (d) 
 
 659. 92 
 
 392.90 
 
 
 
 
 
 
 
 
 
 
 United States e. 
 
 213,904. 34 
 
 193,345. 78 
 
 163,597. 05 
 
 /87,801.42 
 
 29,748.73 
 
 18.19 
 
 75,795.63 
 
 86.33 
 
 Proportion to total 
 mileage. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 State or Territory. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 Mileage 
 per 100 
 square 
 miles of 
 land 
 area. 
 
 Mileage 
 
 per 
 
 10,000 
 
 inhabit¬ 
 
 ants. 
 
 Mileage 
 per 100 
 square 
 miles of 
 land 
 area. 
 
 Mileage 
 
 per 
 
 10,000 
 
 inhabit¬ 
 
 ants. 
 
 Mileage 
 per 100 
 square 
 miles of 
 land 
 area. 
 
 Mileage 
 
 per 
 
 10,000 
 
 inhabit¬ 
 
 ants. 
 
 
 P. ct. 
 
 P. Ct. 
 
 P. ct. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Alabama. 
 
 2.19 
 
 2. 03 
 
 2.03 
 
 8.20 
 
 23.11 
 
 6.43 
 
 21.90 
 
 3.45 
 
 14.10 
 
 Arkansas. 
 
 1.74 
 
 1.34 
 
 .94 
 
 6.33 
 
 25.62 
 
 4.14 
 
 19.46 
 
 1.55 
 
 10.24 
 
 California. 
 
 2.97 
 
 2.66 
 
 2.48 
 
 3.69 
 
 38.72 
 
 2.79 
 
 36.06 
 
 1.40 
 
 25.17 
 
 Colorado. 
 
 2.38 
 
 2.55 
 
 1.58 
 
 4.43 
 
 85.00 
 
 4. 03 
 
 101.32 
 
 1.34 
 
 71.28 
 
 Connecticut. 
 
 . 53 
 
 .62 
 
 1.05 
 
 21.13 
 
 11.27 
 
 20. 79 
 
 13.50 
 
 19.04 
 
 14.82 
 
 Delaware. 
 
 .18 
 
 .20 
 
 .32 
 
 17.69 
 
 18.77 
 
 16. 46 
 
 19.15 
 
 14.21 
 
 19.00 
 
 Florida. 
 
 1.71 
 
 1.51 
 
 .60 
 
 6.08 
 
 62.42 
 
 4.56 
 
 63.13 
 
 .97 
 
 19.61 
 
 Georgia. 
 
 2.92 
 
 2.77 
 
 2.77 
 
 9.58 
 
 25. 50 
 
 7.68 
 
 24. 67 
 
 4.12 
 
 15. 78 
 
 Idaho . 
 
 .65 
 
 .58 
 
 .23 
 
 1.50 
 
 77. 95 
 
 1.12 
 
 111.56 
 
 ' .24 
 
 63.12 
 
 Illinois. 
 
 5.69 
 
 6.24 
 
 8.61 
 
 19. 65 
 
 22.82 
 
 18. 24 
 
 26. 69 
 
 13.50 
 
 24.57 
 
 Indiana. 
 
 3.35 
 
 3. 65 
 
 4.92 
 
 18.02 
 
 25. 71 
 
 16.63 
 
 27. 24 
 
 12.03 
 
 21.84 
 
 Iowa. 
 
 4. 75 
 
 5.11 
 
 5.69 
 
 16. 56 
 
 41.15 
 
 15. 06 
 
 43. 71 
 
 9.00 
 
 30.73 
 
 Kansas. 
 
 4.51 
 
 5.38 
 
 3.85 
 
 10. 67 
 
 59. 30 
 
 10. 78 
 
 61.71 
 
 4.14 
 
 33.98 
 
 Kentucky. 
 
 1.58 
 
 1.68 
 
 1.78 
 
 7.65 
 
 14.25 
 
 6.87 
 
 14. 78 
 
 3.90 
 
 9.46 
 
 Louisiana. 
 
 1.46 
 
 1.08 
 
 .59 
 
 6.22 
 
 20. 44 
 
 3.87 
 
 15. 72 
 
 1.15 
 
 5.55 
 
 Maine. 
 
 .99 
 
 .82 
 
 1.14 
 
 6.41 
 
 27. 58 
 
 4.48 
 
 20.24 
 
 3.34 
 
 15.40 
 
 Maryland. 
 
 .71 
 
 .75 
 
 1.06 
 
 13.96 
 
 11.58 
 
 12. 49 
 
 11.81 
 
 9. 44 
 
 9.95 
 
 Massachusetts. 
 
 1.10 
 
 1.28 
 
 2.13 
 
 26. 35 
 
 7.55 
 
 26.04 
 
 9.35 
 
 23.24 
 
 10.48 
 
 Michigan. 
 
 4.24 
 
 4.43 
 
 4.23 
 
 14.27 
 
 33.85 
 
 12. 61 
 
 34. 59 
 
 6. 46 
 
 22.68 
 
 Minnesota. 
 
 3.59 
 
 3.34 
 
 3. 40 
 
 8. 77 
 
 39. 64 
 
 6. 90 
 
 41.99 
 
 3. 77 
 
 38.29 
 
 Mississippi. 
 
 1.51 
 
 1.42 
 
 1.27 
 
 6.30 
 
 18.82 
 
 5.03 
 
 18. 08 
 
 2.41 
 
 9.89 
 
 Missouri. 
 
 3.56 
 
 3.67 
 
 4.22 
 
 10. 00 
 
 22.13 
 
 8. 74 
 
 22. 41 
 
 5.40 
 
 17.10 
 
 Montana. 
 
 1.56 
 
 1.33 
 
 .02 
 
 2. 07 
 
 123. 73 
 
 1.50 
 
 165.03 
 
 .01 
 
 4.68 
 
 Nebraska. 
 
 2. 94 
 
 3. 24 
 
 2.08 
 
 7.40 
 
 53. 31 
 
 6. 89 
 
 50.01 
 
 2.37 
 
 40.30 
 
 Nevada. 
 
 .47 
 
 .56 
 
 .81 
 
 .83 
 
 214. 98 
 
 .84 
 
 202.11 
 
 .65 
 
 114.32 
 
 New Hampshire. 
 
 .64 
 
 .70 
 
 1.15 
 
 13.76 
 
 30.11 
 
 12.72 
 
 30. 41 
 
 11.25 
 
 29.20 
 
 New Jersey. 
 
 •1.17 
 
 1.25 
 
 1.88 
 
 29.99 
 
 11.98 
 
 27.45 
 
 14.17 
 
 22.12 
 
 14.58 
 
 New York. 
 
 4.20 
 
 4.68 
 
 6.69 
 
 17. 05 
 
 11.17 
 
 16. 09 
 
 12.77 
 
 12. 34 
 
 11.56 
 
 North Carolina. 
 
 1.98 
 
 1.83 
 
 1.64 
 
 7.89 
 
 20.23 
 
 6.18 
 
 18.55 
 
 2.96 
 
 10.29 
 
 North Dakota. 
 
 1.41 
 
 1.19 
 
 
 3.89 
 
 85.59 
 
 2. 76 
 
 106.20 
 
 
 
 Ohio. 
 
 4.56 
 
 4.84 
 
 6.17 
 
 21.61 
 
 21.18 
 
 19.41 
 
 21.54 
 
 13.29 
 
 16.93 
 
 Oregon. 
 
 .89 
 
 .87 
 
 .40 
 
 1.82 
 
 41.69 
 
 1.51 
 
 45.51 
 
 .37 
 
 19.87 
 
 Pennsylvania. 
 
 5. 34 
 
 5.17 
 
 6.77 
 
 22.96 
 
 16.39 
 
 18. 79 
 
 16.08 
 
 13.22 
 
 13.88 
 
 Rhode* Island. 
 
 .11 
 
 .13 
 
 .24 
 
 20.11 
 
 4.94 
 
 19.59 
 
 6.15 
 
 19.35 
 
 7.59 
 
 South Carolina. 
 
 1.46 
 
 1.34 
 
 1.59 
 
 9.34 
 
 21.02 
 
 7.27 
 
 19.06 
 
 4.62 
 
 13.99 
 
 South Dakota. 
 
 1.47 
 
 1.52 
 
 
 3.71 
 
 70. 96 
 
 3.23 
 
 75.60 
 
 
 
 Tennessee. 
 
 1.62 
 
 1.68 
 
 2.07 
 
 7.51 
 
 15.52 
 
 6.59 
 
 15. 57 
 
 4.35 
 
 11.78 
 
 a Decrease. 
 
 b Included in North Dakota. 
 c Includes Oklahoma. 
 dSee note c. 
 
 e Excludes small mileage in Alaska, which in 1901 was 27.79 miles. 
 
 /This figure is 77.34 miles in excess of the true physical mileage in 1880, but being the mileage 
 assigned by States in 1880. it is accepted for this table*. The true percentage increase is 86.49. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 781 
 
 II. — Railway mileage owned in the United States, by States and Territories, on Jane SO, 
 
 1904 , 1900, 1890, and 1880 —Continued. 
 
 State or Territory. 
 
 Proportion to total 
 mileage. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 1900. 
 
 1890. 
 
 1880. 
 
 Mileage 
 per 100 
 square 
 miles of 
 land 
 area. 
 
 Mileage 
 
 per 
 
 10,000 
 
 inhabit¬ 
 
 ants. 
 
 Mileage 
 per 100 
 square 
 miles of 
 land 
 area. 
 
 Mileage 
 
 per 
 
 10,000 
 
 inhabit¬ 
 
 ants. 
 
 ‘ 
 
 Mileage 
 per 100 
 square 
 miles of 
 land 
 area. 
 
 Mileage 
 
 per 
 
 10,000 
 
 inhabit¬ 
 
 ants. 
 
 
 P. ct. 
 
 P. ct. 
 
 P. Ct. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles . 
 
 Miles. 
 
 Miles. 
 
 Texas. 
 
 5.11 
 
 5.27 
 
 3. 07 
 
 3.77 
 
 32. 43 
 
 3.28 
 
 38.53 
 
 1.03 
 
 16.94 
 
 Utah. 
 
 .80 
 
 . 67 
 
 .80 
 
 1.88 
 
 55. 92 
 
 1.33 
 
 52.43 
 
 .86 
 
 49.06 
 
 Vermont. 
 
 .52 
 
 . 56 
 
 1.00 
 
 11.08 
 
 29.46 
 
 10. 09 
 
 27.72 
 
 9.57 
 
 26.31 
 
 Virginia . 
 
 1.95 
 
 1.93 
 
 1.93 
 
 9. 42 
 
 20. 38 
 
 7.88 
 
 19.08 
 
 4.23 
 
 11.22 
 
 Washington. 
 
 1.51 
 
 1.09 
 
 .24 
 
 4.36 
 
 56. 24 
 
 2. 67 
 
 51.04 
 
 .32 
 
 28.22 
 
 West Virginia. 
 
 1.15 
 
 .81 
 
 .79 
 
 9.04 
 
 23.24 
 
 5.39 
 
 17.41 
 
 2.81 
 
 11.18 
 
 Wisconsin. 
 
 3.38 
 
 3.41 
 
 3. 37 
 
 11.99 
 
 31.56 
 
 10. 25 
 
 33.10 
 
 5.44 
 
 22.50 
 
 Wyoming. 
 
 .64 
 
 .58 
 
 .58 
 
 1.26 
 
 132.82 
 
 .97 
 
 155.16 
 
 .52 
 
 243.85 
 
 Alaska . 
 
 
 
 
 
 
 
 
 
 
 Arizona. 
 
 .78 
 
 .67 
 
 .33 
 
 1.34 
 
 123. 02 
 
 .97 
 
 183.94 
 
 .26 
 
 72.68 
 
 District of Columbia.. 
 
 .02 
 
 .02 
 
 .03 
 
 52. 92 
 
 1.14 
 
 50.40 
 
 1.31 
 
 47.30 
 
 1.60 
 
 Indian Territory. 
 
 .68 
 
 . 64 
 
 
 4.27 
 
 33. 74 
 
 3. 37 
 
 58.34 
 
 
 
 New Mexico. 
 
 .91 
 
 .81 
 
 .34 
 
 1.43 
 
 89.73 
 
 1.08 
 
 86.22 
 
 .24 
 
 24.97 
 
 Oklahoma. 
 
 .43 
 
 . 10 
 
 
 2.13 
 
 20. 79 
 
 .43 
 
 27.16 
 
 
 
 
 
 
 
 
 
 
 
 
 
 United States... 
 
 100.00 
 
 100. 00 
 
 100. 00 
 
 5 6. 51 
 
 c 25.44 
 
 d 5.51 
 
 e 26.05 
 
 d 2. 96 
 
 /17.51 
 
 a Excludes small mileage in Alaska, which in 1904 was 27.79 miles. 
 
 b On basis of 2,970,038 square miles, which covers “ Land surface ” only, and excludes Alaska, 
 c On basis of 75,994,575 population of the United States in 1900, excluding Alaska and persons in the 
 military and naval service stationed abroad. 
 
 d On basis of 2,970,000 square miles, which covers “ Land surface” only, and excludes Alaska. 
 e On basis of 62,801,571 population of the United States in 1890, excluding Alaska. 
 f On basis of 50,155,783 population of the United States in 1880, excluding Alaska. 
 
 III .—Railway mileage, all tracks, for the years ending June 30,1904 to 1890 — United States. 
 
 Year ending June 30— 
 
 Single 
 
 track. 
 
 Second 
 
 track. 
 
 Third 
 
 track. 
 
 Fourth 
 
 track. 
 
 Yard 
 track and 
 sidings. 
 
 Total 
 mileage 
 operated 
 (all tracks). 
 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 Miles. 
 
 1904 . 
 
 212,243.20 
 
 15,824.04 
 
 1,467.14 
 
 1,046.50 
 
 66,492.46 
 
 297,073.34 
 
 1903 . 
 
 205,313. 54 
 
 14,681.03 
 
 1,303.53 
 
 963. 36 
 
 61,560.06 
 
 283,821.52 
 
 1902 . 
 
 200,154. 56 
 
 13,720.72 
 
 1, 204.04 
 
 895.11 
 
 58,220.93 
 
 274,195. 36 
 
 1901. 
 
 195, 561. 92 
 
 12,845. 42 
 
 1,153.96 
 
 876.13 
 
 54,914.86 
 
 265,352. 29 
 
 1900 . 
 
 192, 556. 03 
 
 12,151.48 
 
 1,094.48 
 
 829. 29 
 
 52,153.02 
 
 258,784. 30 
 
 1899 . 
 
 187,534. 68 
 
 11,546.54 
 
 1,047.37 
 
 790.27 
 
 49,223. 65 
 
 250,142.51 
 
 1898 . 
 
 184,648. 26 
 
 11,293.25 
 
 1, 009.65 
 
 793.57 
 
 47,589. 09 
 
 245,333.82 
 
 1897 . 
 
 183, 284.25 
 
 11,018. 47 
 
 995. 79 
 
 780. 48 
 
 45, 934.46 
 
 242,013.45 
 
 1896 . 
 
 181,982. 64 
 
 10,685.16 
 
 990.45 
 
 764.15 
 
 44, 717. 73 
 
 239,140.13 
 
 1895 . 
 
 177, 746.25 
 
 10, 639.96 
 
 975. 25 
 
 733.12 
 
 43,181.32 
 
 233,275. 90 
 
 1894 . 
 
 175,690. 96 
 
 10,499. 30 
 
 953.16 
 
 710. 99 
 
 41,941.37 
 
 229,795. 78 
 
 1893 . 
 
 169, 779.84 
 
 10,051.36 
 
 912. 98 
 
 668.46 
 
 40,451.26 
 
 221, 863. 90 
 
 1892 . 
 
 162,397. 30 
 
 9,367.21 
 
 852. 70 
 
 626.47 
 
 37,807.55 
 
 211,051.23 
 
 1891. 
 
 161,275.17 
 
 8, 865.71 
 
 813.13 
 
 749.51 
 
 35, 742.14 
 
 207,445. 66 
 
 1890 . 
 
 156,404.06 
 
 8,437. 65 
 
 760.88 
 
 561.81 
 
 33, 711.38 
 
 199,875. 78 
 
 IV .—Comparative statement of equipment of railways for the years ending June 30, 1904 , 
 
 1900, 1894 , and 1880 — United States. 
 
 Item. 
 
 1904. 
 
 1900. 
 
 1894. 
 
 1880. 
 
 Locomotives: 
 
 Passenger.. 
 
 11,252 
 27,029 
 7,610 
 852 
 
 9,863 
 21,596 
 5, 621 
 583 
 
 9,893 
 20,000 
 5,086 
 513 
 
 5, 08S 
 9, 942 
 2,361 
 21 
 
 Freight. 
 
 Switching . 
 
 Unclassified . 
 
 Total. 
 
 46,743 
 
 37, 663 
 
 35,492 
 
 17,412 
 
 Cars: 
 
 Passenger. 
 
 39,752 
 1,692,194 
 66, 615 
 
 34, 713 
 1,365,531 
 50,594 
 
 33,018 
 1,205,169 
 39,891 
 
 16,805 
 548,000 
 8.276 
 
 Freight. 
 
 Company’s service. 
 
 Total. 
 
 1,798,561 
 
 1,450,838 
 
 1,278,078 573,081 
 
 
782 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 V .—Assignment of railway equipment per 1,000 miles to length of line for the years ending 
 
 June 30, 1904 to 1893, and 1880—United States. 
 
 Year ending 
 June 30— 
 
 Locomotives. 
 
 Cars. 
 
 Total. 
 
 Passen¬ 
 ger. * 
 
 Freight. 
 
 Switch¬ 
 
 ing. 
 
 Unclassi¬ 
 
 fied. 
 
 Total. 
 
 Passen¬ 
 
 ger. 
 
 Freight. 
 
 Com¬ 
 
 pany’s 
 
 service. 
 
 1904. 
 
 220 
 
 53 
 
 127 
 
 36 
 
 4 
 
 8,474 
 
 187 
 
 7,973 
 
 314 
 
 1903. 
 
 214 
 
 52 
 
 124 
 
 34 
 
 4 
 
 8,540 
 
 186 
 
 8,055 
 
 299 
 
 1902. 
 
 206 
 
 52 
 
 118 
 
 33 
 
 3 
 
 8,195 
 
 185 
 
 7, 725 
 
 285 
 
 1901. 
 
 202 
 
 52 
 
 117 
 
 30 
 
 3 
 
 7,930 
 
 184 
 
 7,488 
 
 258 
 
 1900. 
 
 195 
 
 51 
 
 112 
 
 29 
 
 3 
 
 /» 535 
 
 180 
 
 7,092 
 
 263 
 
 1899. 
 
 196 
 
 53 
 
 111 
 
 29 
 
 3 
 
 7,337 
 
 181 
 
 6,908 
 
 248 
 
 1898. 
 
 196 
 
 54 
 
 112 
 
 28 
 
 2 
 
 7,182 
 
 182 
 
 6,763 
 
 237 
 
 1897. 
 
 196 
 
 55 
 
 111 
 
 23 
 
 2 
 
 7,079 
 
 183 
 
 6,666 
 
 230 
 
 1896. 
 
 198 
 
 55 
 
 112 
 
 28 
 
 3 
 
 7,131 
 
 181 
 
 6, 715 
 
 235 
 
 1895. 
 
 201 
 
 56 
 
 113 
 
 29 
 
 3 
 
 7,148 
 
 186 
 
 6,729 
 
 233 
 
 1894. 
 
 202 
 
 56 
 
 114 
 
 29 
 
 3 
 
 7,275 
 
 188 
 
 6,860 
 
 227 
 
 1893 a . 
 
 205 
 
 57 
 
 116 
 
 29 
 
 3 
 
 7,504 
 
 194 
 
 7,076 
 
 234 
 
 1893. 
 
 b 205 
 
 53 
 
 110 
 
 28 
 
 3 
 
 e 7, 504 
 
 185 
 
 6,170 
 
 241 
 
 1880. 
 
 198 
 
 58 
 
 113 
 
 27 
 
 ...._ 
 
 6,528 
 
 191 
 
 6,243 
 
 94 
 
 a The line of figures here given for 1893 is, for purposes of comparison, based upon an arbitrary 
 assignment to classes of leased locomotives and cars. 
 b Based upon the inclusion of leased locomotives not assigned to classes. 
 c Based upon the inclusion of leased cars not assigned to classes. 
 
 VI .—Assignment of equipment to amount of traffic for the years ending June 30, 1904 , 1900, 
 
 1894 , and 1880—United States. 
 
 Year ending June 30— 
 
 Passengers 
 carried per 
 passenger 
 locomotive. 
 
 Passenger- 
 miles per 
 passenger 
 locomotive. 
 
 Tons car¬ 
 ried per 
 freight lo¬ 
 comotive. 
 
 Ton-miles 
 per freight 
 locomotive. 
 
 Passenger 
 cars per 
 1.000,000 
 passengers 
 carried. 
 
 Freight 
 cars per 
 1,000,000 
 tons of 
 freight 
 carried. 
 
 1904 . 
 
 63,582 
 
 1,948,384 
 
 48,463 
 
 6,456,846 
 
 56 
 
 1,292 
 
 1900 . 
 
 58, 484 
 
 1,626,085 
 
 50,101 
 
 6, 556, 610 
 
 60 
 
 1,262 
 
 1894 . 
 
 54,654 
 
 1,444,400 
 
 31, 909 
 
 4,016, 755 
 
 53 
 
 1,888 
 
 1880 . 
 
 52,984 
 
 1,128,166 
 
 29,259 
 
 3,253, 756 
 
 62 
 
 1,884 
 
 VII-A .—Analysis of railway capital not owned by railway corporations and assignment 
 to mileage, area, population, and traffic for the years ending June 30, 1904 , 1900, and 
 1890 — United States. a 
 
 RAILWAY CAPITAL NOT OWNED BY RAILWAY CORPORATIONS. 
 
 Year ending June 30— 
 
 Stock. 
 
 Funded debt. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Per mile 
 of line. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Per mile 
 of line. 
 
 1904 . 
 
 1900 . 
 
 1890 . 
 
 $4, 397, 040, 970 
 4,375, 360, 621 
 3,445,804,726 
 
 41.05 
 45.82 
 45.48 
 
 $21,386 
 23,413 
 22,498 
 
 $6,314,753,108 
 5,172, 623,990 
 4,131,522,889 
 
 58.95 
 54.18 
 54.52 
 
 $30,713 
 27,680 
 26,975 
 
 Total. 
 
 Year ending June 30— 
 
 Amount. 
 
 Per mile 
 of line. 
 
 Per 10,000 
 inhabi¬ 
 tants. 
 
 Per square 
 mile of 
 territory. 
 
 PerlOO.OOO 
 ton-miles 
 of freight. 
 
 Per 
 
 100,000 
 
 passenger 
 
 miles. 
 
 1904 . 
 
 $10, 711,794,078 
 9,547,984,611 
 7,577,327,615 
 
 $52,099 
 51,093 
 49,473 
 
 $1,319,274 
 
 1,256,403 
 
 1,203,750 
 
 $3,607 
 3,215 
 2,551 
 
 $6,138 
 
 6,743 
 
 9,814 
 
 $48,861 
 59,533 
 63,956 
 
 1900 . 
 
 1890 . 
 
 
 « The amounts representing stock and funded debt in this analysis are obtained by deducting from 
 the grand totals reported as outstanding the totals of such railway securities, respectively, as are 
 returned in the annual reports of the railway companies as owned by them. 
 
 Note.—I n the Report on the Agencies of Transportation in the United States, Tenth Census, 1880, 
 page 5, the total of stocks owned by railways is shown as $184,866,527 and of bonds as $158,933,605. 
 The totals of stock and of funded debt outstanding are respectively shown as $2,613,606,264 and 
 $2,390,915,402. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 783 
 
 VII-JB .—Analysis of railway capital and assignment to mileage, area, population, and 
 traffic for the years ending Jane 30, 1904, 1900, 1890, and 1880 — United States. 
 
 TOTAL RAILWAY CAPITAL OUTSTANDING. 
 
 Year ending June 30— 
 
 Total railway 
 capital. 
 
 Stock. 
 
 Total. 
 
 Common. 
 
 Preferred. 
 
 1904 . 
 
 $13,213,124,679 
 11,491,034,960 
 8,984,234,616 
 5.004.521.666 
 
 $6,339,899,329 
 5,845, 579,593 
 4,409, 658,485 
 2 . 613 . 606.264 
 
 $5,050,529,469 
 4,522,291,838 
 3,803,284, 943 
 2,309,134,322 
 
 $1,289,369,860 
 1,323,287, 755 
 606,373, 542 
 304,471,942 
 
 1900 . 
 
 1890 . 
 
 1880 . 
 
 
 7 — 7 7 — 7 — 7 — 7 
 
 Funded debt. 
 
 Year ending June 30— 
 
 Total. 
 
 Bonds. 
 
 Miscellane¬ 
 ous obliga¬ 
 tions. 
 
 Income 
 
 bonds. 
 
 Equipment 
 trust obliga¬ 
 tions. 
 
 1904. 
 
 $6,873,225,350 
 5,645,455,367 
 4,574, 576,131 
 2,390,915,402 
 
 $5,746,898, 983 
 4, 900, 626,823 
 4,123,921, 557 
 (a) 
 
 $723,114, 986 
 464, 983, 341 
 324, 242,541 
 (a) 
 
 $229,876, 687 
 219, 536,883 
 76, 933, 818 
 (a) 
 
 $173,334, 694 
 60,308, 320 
 49,478,215 
 («) 
 
 1900. 
 
 1890. 
 
 1880. 
 
 
 Total railway capital. 
 
 Year ending June 30— 
 
 Per mile of 
 line. 
 
 Per 10,000 in¬ 
 habitants. 
 
 Per square 
 mile of ter¬ 
 ritory. 
 
 Per 100,000 
 ton-miles of 
 freight. 
 
 Per 100,000 
 passenger- 
 miles. 
 
 1904. 
 
 $64,265 
 61, 490 
 
 $1,627,340 
 1,512,086 
 
 1,427,254 
 997,795 
 
 $4, 449 
 3,869 
 3,025 
 1,685 
 
 $7, 571 
 8,115 
 11,637 
 15,470 
 
 $60,270 
 71,648 
 75,831 
 87,185 
 
 1900. 
 
 1890. 
 
 58,659 
 b 57,477 
 
 1880. 
 
 
 a Data not available. 
 
 b Based on 87,069.46 miles (as shown on page 377 of the Report on the Agencies of Transportation in 
 the United States, Tenth Census, 1880), which is understood to represent operated mileage less track¬ 
 age rights. 
 
 VIII-A .—Analysis of railway capital not owned by railway corporations, and assignment 
 to mileage, area, population, and traffic, for the years ending June 30, 1904 to 1890 — 
 United States .« 
 
 RAILWAY CAPITAL NOT OWNED BY RAILWAY CORPORATIONS. 
 
 Year ending June 30— 
 
 Stock. 
 
 Funded debt. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Per mile 
 of line. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Per mile 
 of line. 
 
 1904 . 
 
 $4,397,040,970 
 
 41.05 
 
 $21,386 
 
 $6, 314,753,108 
 
 58.95 
 
 $30,713 
 
 1903 . 
 
 4,357, 235,824 
 
 42.38 
 
 2T, 851 
 
 5,924,362, 481 
 
 57.62 
 
 29,709 
 
 1902 . 
 
 4,314,055,951 
 
 43.46 
 
 22,150 
 
 5,611, 608,220 
 
 56.54 
 
 28,812 
 
 1901. 
 
 4,069,898,993 
 
 42.92 
 
 21,425 
 
 5,412, 750,189 
 
 57.08 
 
 28,495 
 
 1900 . 
 
 4, 375,360,621 
 
 45. 82 
 
 23, 413 
 
 5,172,623,990 
 
 54.18 
 
 27, 680 
 
 1899 . 
 
 4,307,513,427 
 
 45.67 
 
 23,640 
 
 5,124,528, 304 
 
 54.33 
 
 28,124 
 
 1898 . 
 
 4,236,404,163 
 
 45.57 
 
 23,629 
 
 5,060,763,613 
 
 54.43 
 
 28,228 
 
 1897 . 
 
 4,301,684,635 
 
 46. 92 
 
 24,115 
 
 4,866,387,263 
 
 53.08 
 
 27,281 
 
 1896 . 
 
 4,125,291,718 
 
 45.51 
 
 23,272 
 
 4,940,227,139 
 
 54.49 
 
 27,869 
 
 1895 . 
 
 3, 909,620,037 
 
 43. 93 
 
 22,539 
 
 4, 989,952,658 
 
 56.07 
 
 28, 767 
 
 1894 . 
 
 3, 705,331,626 
 
 42.85 
 
 21,605 
 
 4,941,268,382 
 
 57.15 
 
 28,811 
 
 1893 . 
 
 3,533,151,079 
 
 42.41 
 
 21,327 
 
 4,798,451, 927 
 
 57.59 
 
 28,966 
 
 1892 . 
 
 3,568,822, 497 
 
 43.03 
 
 22,523 
 
 4, 725,867,263 
 
 56.97 
 
 29,825 
 
 1891. 
 
 3,505,421,486 
 
 43.77 
 
 22,263 
 
 4,502,568,237 
 
 56.23 
 
 28,595 
 
 1890 . 
 
 3, 445,804,726 
 
 45.48 
 
 22,498 
 
 4,131,522,889 
 
 54.52 
 
 26,975 
 
 a See footnotes to tabular statement VII-A. 
 
784 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 VIII-A .—Analysis of railway capital not owned by railway corp>orations, and assignment 
 to mileage, area, population, and traffic, for the years ending June 30, 1904 to 1890 — 
 United States— Continued. 
 
 RAILWAY CAPITAL NOT OWNED BY RAILWAY CORPORATIONS. 
 
 Total. 
 
 Year ending June 30— 
 
 Amount. 
 
 Per mile 
 of line. 
 
 Per 10,000 in¬ 
 habitants. 
 
 Per 
 square 
 mile of 
 territory. 
 
 Per 
 
 100,000 
 
 ton-miles 
 
 of 
 
 freight. 
 
 Per 
 
 100,000 
 
 passenger 
 
 miles. 
 
 1904 . 
 
 $10, 711, 794, 078 
 
 $52,099 
 
 $1,319,274 
 
 $3,607 
 
 $6,138 
 
 $48,861 
 
 1903 . 
 
 10, 281, 598, 305 
 
 51,560 
 
 1,286,895 
 
 3,462 
 
 5,935 
 
 49,157 
 
 1902 . 
 
 9, 925, 664,171 
 
 50,962 
 
 1,262,894 
 
 3,342 
 
 6,310 
 
 50, 410 
 
 1901. 
 
 9,482,649,182 
 
 49,920 
 
 1,226,825 
 
 3,193 
 
 6,447 
 
 54,644 
 
 1900 . 
 
 9, 547, 984, 611 
 
 51,093 
 
 1,256,403 
 
 3,215 
 
 6,743 
 
 59,533 
 
 1899 . 
 
 9,432,041,731 
 
 51,764 
 
 1,262,827 
 
 3,176 
 
 7,627 
 
 64,641 
 
 1898 . 
 
 9,297,167, 776 
 
 51,857 
 
 1,266,900 
 
 3,130 
 
 8,150 
 
 69,486 
 
 1897 . 
 
 9,168,071,898 
 
 51,396 
 
 1,271,921 
 
 3,086 
 
 9,637 
 
 74, 799 
 
 1896 . 
 
 9,065,518,857 
 
 51,141 
 
 1,280,878 
 
 3,052 
 
 9,510 
 
 69,473 
 
 1895 . 
 
 8, 899, 572, 695 
 
 51,306 
 
 1,281,047 
 
 2,996 
 
 10,442 
 
 73,016 
 
 1894 . 
 
 8, 646, 600,008 
 
 50, 416 
 
 1,268,453 
 
 2,911 
 
 10,763 
 
 60,510 
 
 1893 . 
 
 8,331,603,006 
 
 50,293 
 
 1,246,093 
 
 2,805 
 
 8,902 
 
 58,553 
 
 1892 . 
 
 8,294,689,760 
 
 52,348 
 
 1,265,262 
 
 2,793 
 
 9,400 
 
 62,073 
 
 1891. 
 
 8, 007, 989, 723 
 
 50,858 
 
 1,246, 333 
 
 2,696 
 
 10,127 
 
 62, 347 
 
 1890 . 
 
 7, 577,327,615 
 
 49,473 
 
 1,203,750 
 
 2,551 
 
 9,814 
 
 63,956 
 
 VIII-B .—Analysis of railway capital and assignment to mileage, area, population, and 
 traffic for the years ending June 30, 1904 to 1890—United States. 
 
 TOTAL RAILWAY CAPITAL OUTSTANDING. 
 
 Stock. 
 
 Year ending June 30— 
 
 Total. 
 
 Common. 
 
 Preferred. 
 
 Per cent 
 of total 
 capital. 
 
 Per mile 
 of line. 
 
 1904. 
 
 $6, 339,899,329 
 
 $5,050,529,469 
 
 $1,289, 369,860 
 
 47.98 
 
 $30,836 
 
 1903. 
 
 6,155, 559, 032 
 
 4,876,961,012 
 
 1,278,598,020 
 
 48.85 
 
 30,869 
 
 1902. 
 
 6,024, 201,295 
 
 4, 722,056,120 
 
 1,302,145,175 
 
 49. 65 
 
 30,930 
 
 1901. 
 
 5,806,566, 204 
 
 4, 475,408, 821 
 
 1,331,157, 383 
 
 49.68 
 
 30,568 
 
 1900. 
 
 5,845, 579, 593 
 
 4,522,291,838 
 
 1,323,287,755 
 
 50.87 
 
 31,280 
 
 1899. 
 
 5, 515, Oil, 726 
 
 4, 323,300, 969 
 
 1,191,710,757 
 
 49.98 
 
 30,267 
 
 1898. 
 
 5,388,268,321 
 
 4,269,271,714 
 
 1,118,996,607 
 
 49.81 
 
 30,054 
 
 1897. 
 
 5,364, 642,255 
 
 4,367,056,657 
 
 997,585,598 
 
 50. 44 
 
 30,074 
 
 1896. 
 
 5,226,527,269 
 
 4,256,570,577 
 
 969,956,692 
 
 49.46 
 
 29,484 
 
 1895... 
 
 4,961,258,656 
 
 4, 201,697,351 
 
 759,561. 305 
 
 47.95 
 
 28,602 
 
 1894. 
 
 4,834, 075, 659 
 
 4,103, 584,166 
 
 730,491,493 
 
 47.44 
 
 28,186 
 
 1893. 
 
 4, 668, 935,418 
 
 3, 982, 009,602 
 
 686,925,816 
 
 47.19 
 
 28,184 
 
 1892. 
 
 4, 633,108,763 
 
 3,978,762,245 
 
 654, 346, 518 
 
 47.83 
 
 29,240 
 
 1891. 
 
 4,450, 649,027 
 
 3,796, 239, 374 
 
 654,409, 653 
 
 47.90 
 
 28,266 
 
 1890. 
 
 4,409, 658,485 
 
 3,803,284,943 
 
 606, 373, 542 
 
 49.08 
 
 28,791 
 
 Funded debt. 
 
 Year 
 ending 
 June 30— 
 
 Total. 
 
 Bonds. 
 
 Miscella¬ 
 
 neous 
 
 obligations. 
 
 Income 
 
 bonds. 
 
 Equipment 
 
 trust 
 
 obligations. 
 
 Per 
 cent of 
 total 
 capital. 
 
 Per 
 
 mile of 
 line. 
 
 1904. 
 
 $6,873,225,350 
 
 $5, 746,898,983 
 
 $723,114,986 
 
 $229,876,687 
 
 $173,334,694 
 
 52.02 
 
 $33,429 
 
 1903. 
 
 6,444,4Si; 226 
 
 5,426,730,154 
 
 640,704,135 
 
 234,016,821 
 
 142,980,116 
 
 51.15 
 
 32,317 
 
 1902. 
 
 6,109,981,669 
 
 5,213,421,911 
 
 564,794,588 
 
 242,556,745 
 
 89, 208,425 
 
 50. 35 
 
 31,371 
 
 1901. 
 
 5,881,580,887 
 
 5,048,811,611 
 
 545,780,485 
 
 218,872,068 
 
 68,116.723 
 
 50.32 
 
 30,963 
 
 1900. 
 
 5, 645,455,367 
 
 4, 900,626,823 
 
 464,983, 341 
 
 219, 536,883 
 
 60,308,320 
 
 49.13 
 
 30,210 
 
 1899. 
 
 5,518, 943,172 
 
 4,731,054,376 
 
 485,781,695 
 
 260,048,753 
 
 42,058,348 
 
 50.02 
 
 30,289 
 
 1898. 
 
 5,430,285,710 
 
 4,640, 762, 632 
 
 486,977,279 
 
 262,194,688 
 
 40,351,111 
 
 50.19 
 
 30,289 
 
 1897. 
 
 5,270,365,819 
 
 4,539,911,595 
 
 430,718,303 
 
 259,847,154 
 
 39,888, 767 
 
 49.56 
 
 29, -546 
 
 1896. 
 
 5,340, 338,502 
 
 4,517,872,063 
 
 457, 735,531 
 
 314,425,977 
 
 50,304,931 
 
 50.54 
 
 30,126 
 
 1895. 
 
 5,385,495,573 
 
 4, 641,755,548 
 
 445,221,472 
 
 242,603,226 
 
 55,915, 327 
 
 52.05 
 
 31,048 
 
 1894. 
 
 5,356,583,019 
 
 4,593,931,754 
 
 456,277,380 
 
 242,403, 681 
 
 63, 970,204 
 
 52.56 
 
 31,233 
 
 1893. 
 
 5,225,689,821 
 
 4,504,383,162 
 
 410,474,647 
 
 248,132,730 
 
 62, 699,282 
 
 52.81 
 
 31,545 
 
 1892. 
 
 5,053,038,050 
 
 4, 302,570,993 
 
 392,107, 940 
 
 303,205,522 
 
 55,153,595 
 
 52.17 
 
 31,890 
 
 1891. 
 
 4,840,266,412 
 
 4,081,621,675 
 
 379,600,890 
 
 324,288,690 
 
 54,755,157 
 
 52.10 
 
 30,740 
 
 1890. 
 
 4,574,576,131 
 
 4,123,921, 557 
 
 324,242,541 
 
 76,933,818 
 
 49,478,215 
 
 .50.92 
 
 29,868 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 785 
 
 VIII-B —Analysis of railway capital and assignment to mileage , area, population, and 
 traffic for the years ending June 30, 1904 to 1890—United Stales —Continued. 
 
 TOTAL RAILWAY CAPITAL OUTSTANDING. 
 
 Year ending June 30— 
 
 Total railway 
 capital. 
 
 Per mile 
 of line. 
 
 Per 10,000 
 inhabi¬ 
 tants. 
 
 Per square 
 mile of 
 territory. 
 
 Per 100,000 
 ton-miles 
 of freight. 
 
 Per 100,000 
 passenger- 
 miles. 
 
 1904 . 
 
 $13,213,124,679 
 
 $64,265 
 
 $1,627,340 
 
 $4,449 
 
 $7, 571 
 
 $60,270 
 
 1903 . 
 
 12,599, 990, 258 
 
 63,186 
 
 1,577,077 
 
 4,242 
 
 7,274 
 
 60,242 
 
 1902 . 
 
 12,134,182,964 
 
 62,301 
 
 1, 543,895 
 
 4,086 
 
 7, 715 
 
 61,626 
 
 1901. 
 
 11,688,147,091 
 
 61,531 
 
 1,512,156 
 
 3, 935 
 
 7,947 
 
 67,353 
 
 1900 . 
 
 11,491,034,960 
 
 61,490 
 
 1,512,086 
 
 3,869 
 
 8,115 
 
 71,648 
 
 1899 . 
 
 11,033,954,898 
 
 60, 556 
 
 1,477,302 
 
 3,715 
 
 8,922 
 
 75, 620 
 
 1898 . 
 
 10,818,554,031 
 
 60, 343 
 
 1,474,215 
 
 3,643 
 
 9,484 
 
 80,857 
 
 1897 . 
 
 10, 635, 008,074 
 
 59, 620 
 
 1,475,435 
 
 3,581 
 
 11,178 
 
 86, 767 
 
 1896 . 
 
 10, 566,865, 771 
 
 59,610 
 
 1,493,005 
 
 3,558 
 
 11,085 
 
 80, 978 
 
 1895 . 
 
 10,346, 754,229 
 
 59, 650 
 
 1,489,361 
 
 3,484 
 
 12,140 
 
 84,89C 
 
 1894 . 
 
 10,190,658,678 
 
 59,419 
 
 1,494,966 
 
 3,431 
 
 12,685 
 
 71,316 
 
 1893 . 
 
 9,894,625,239 
 
 59, 729 
 
 1,479,862 
 
 3,331 
 
 10,573 
 
 69, 538 
 
 1892 . 
 
 9, 686,146,813 
 
 61,130 
 
 1,477,513 
 
 3,261 
 
 10, 977 
 
 72, 485 
 
 1891. 
 
 9, 290, 915,439 
 
 59,006 
 
 1,446,003 
 
 3,128 
 
 11,749 
 
 72,335 
 
 1890 . 
 
 8,984,234,616 
 
 58,659 
 
 1,427,254 
 
 3,025 
 
 11,637 
 
 75,831 
 
 IX .—Railway employees and assignment to mileage, population, and traffic for the years 
 ending June 30, 1904, 1900, 1890, and 1880—United States. 
 
 Year ending June 30— 
 
 Number. 
 
 Per 100 
 miles of 
 line. 
 
 Per 10,000 
 inhabit¬ 
 ants. 
 
 Per 
 
 100,000,000 
 passengers 
 carried 1 
 mile. 
 
 Per 
 
 100,000,000 
 tons of 
 freight car¬ 
 ried 1 mile. 
 
 1904. 
 
 1,296,121 
 
 611 
 
 160 
 
 5,912 
 6,345 
 
 743 
 
 1900. 
 
 1,017,653 
 749,301 
 418,957 
 
 529 
 
 142 
 
 719 
 
 1890. 
 
 479 
 
 121 
 
 6,325 
 
 971 
 
 1880.. 
 
 477 
 
 83 
 
 f 299 
 
 1,295 
 
 
 X .—Compensation paid railway employees, classified according to employment, for the years 
 
 ending June 30, 1904 to 1890 — United States. 
 
 [Covers over 99 per cent of the number of employees for all the years mentioned, excepting 1903, the 
 
 per cent for which was 97.] 
 
 Class. 
 
 General officers. 
 
 Other officers. 
 
 General office clerks... 
 
 Station agents. 
 
 Other station men. 
 
 Enginemen. 
 
 Firemen. 
 
 Conductors. 
 
 Other trainmen. 
 
 Machinists. 
 
 Carpenters. 
 
 Other shopmen. 
 
 Section foremen. 
 
 Other trackmen. 
 
 Switch tenders, cross¬ 
 ing tenders, and 
 
 watchmen. 
 
 Telegraph operators 
 
 and dispatchers. 
 
 Employees—account 
 floating equipment.. 
 All other employees 
 and laborers. 
 
 Total. 
 
 1904. 
 
 1903. 
 
 
 1902. 
 
 
 1901. 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 $14,475,126 
 10,816,880 
 34,735,708 
 22,584, 269 
 66,318,729 
 68,946,543 
 40,463,040 
 44,150,760 
 75,521,384 
 37, 344, 571 
 36, 654,270 
 94,463,049 
 22,555, 363 
 104,600,785 
 
 $11.61 
 6.07 
 2.22 
 1.93 
 1.69 
 4.10 
 2.35 
 3.50 
 2.27 
 2. 61 
 2.26 
 1.91 
 1.78 
 1.33 
 
 $13,244,121 
 10,010,099 
 30,486,272 
 21,011,724 
 60,463,462 
 64,173,825 
 37,484,283 
 39, 932,537 
 66,221,636 
 33,414, 954 
 35,526, 545 
 84,133,168 
 21, 430, 984 
 103,426,685 
 
 $11.27 
 5. 76 
 2.21 
 1.87 
 1.64 
 4.01 
 2.28 
 3.38 
 2.17 
 2.50 
 2.19 
 1.86 
 1.78 
 1.31 
 
 $13,090,284 
 9,491,146 
 26, 853,600 
 20,172,608 
 53,709, 985 
 58,135,447 
 33, 780, 709 
 35,211,477 
 56,335,462 
 28,412,840 
 31,925,126 
 73,269,159 
 20, 356,376 
 89,536,409 
 
 $11.17 
 
 5.60 
 2.18 
 1.80 
 
 1.61 
 3.84 
 2.20 
 3.21 
 2.04 
 2.36 
 2.08 
 1.78 
 1.72 
 1.25 
 
 $13,141,428 
 9,055,189 
 24,833,944 
 19,239,279 
 47,496,433 
 53,353,624 
 30,941,619 
 32,352, 367 
 51,616,290 
 24,745,769 
 29,937,027 
 63, 951, 988 
 19,191,808 
 76,228,053 
 
 $10.97 
 5.56 
 2.19 
 1.77 
 1.59 
 3. 78 
 2.16 
 3.17 
 2.00 
 2.32 
 2.06 
 1.75 
 1.71 
 1.23 
 
 26,920,495 
 
 1.77 
 
 27,162,555 
 
 1.76 
 
 28,669,990 
 
 1.77 
 
 26,473,608 
 
 1.74 
 
 21,770,296 
 
 2.15 
 
 19, 962,487 
 
 2.08 
 
 18,281,069 
 
 2.01 
 
 17,152, 034 
 
 1.98 
 
 4,884,713 
 
 2.17 
 
 5,032,788 
 
 2.11 
 
 4, 363,822 
 
 2.00 
 
 4,316,140 
 
 1.97 
 
 90,392,829 
 
 1.82 
 
 84,203,290 
 
 1.77 
 
 74,433,083 
 
 1.71 
 
 66,657,101 
 
 1.69 
 
 817,598,810 
 
 
 «757,321,415 
 
 
 676,028,592 
 
 
 610, 713,701 
 
 
 . 
 
 
 . 
 
 
 a Excludes compensation paid by Chicago, Milwaukee and St. Paul Railway Company, not reported 
 The corresponding amount paid in 1904 was $19,976,412, and in 1902,. $17,267,654. 
 
 S. Doc. 244, 59-1-50 
 
786 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 X .—Compensation paid railway employees, classified according to employment, for the years 
 ending June 30, 1904 to 1890—United States —Continued. 
 
 Class. 
 
 1900. 
 
 1899. 
 
 1898. 
 
 1897. 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 Amount: 
 
 Aver 
 
 age 
 
 daily 
 
 com- 
 
 pensa 
 
 tion. 
 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 Amount. 
 
 Aver¬ 
 
 age 
 
 daily 
 
 com¬ 
 
 pensa¬ 
 
 tion. 
 
 General officers. 
 
 $13,157,420 
 
 $10. 45 
 
 $12,964,442 
 
 $10.03 
 
 $12,632,224 
 
 
 $9.73 
 
 
 $12,304,161 
 
 $9.54 
 
 Other officers. 
 
 8,141,500 
 
 5.22 
 
 7,489,340 
 
 5.18 
 
 6,870,275 
 
 
 5.21 
 
 
 6, 687,804 
 
 5.12 
 
 General office clerks... 
 
 23,127,228 
 
 2.19 
 
 21,250,005 
 
 2.20 
 
 19, 859, 404 
 
 
 2.25 
 
 
 19,368,653 
 
 2.18 
 
 Station agents.. 
 
 18,553,252 
 
 1. 75 
 
 18,008, 657 
 
 1.74 
 
 17,692,146 
 
 
 1.73 
 
 
 17,221,177 
 
 1.73 
 
 Other station men. 
 
 45,627,016 
 
 1.60 
 
 42,619, 013 
 
 1.60 
 
 40,237,653 
 
 
 1.61 
 
 
 38,428,242 
 
 1.62 
 
 Enginemen. 
 
 50,713,401 
 
 3.75 
 
 46,746, 044 
 
 3. 72 
 
 44,307, 993 
 
 
 3.72 
 
 
 40,948,169 
 
 3.65 
 
 Firemen. 
 
 29,203,596 
 
 2.14 
 
 26, 648, 634 
 
 2.10 
 
 25,199,230 
 
 
 2.09 
 
 
 23,316,883 
 
 2.05 
 
 Conductors. 
 
 30, 089,322 
 
 3.17 
 
 27, 642, 397 
 
 3.13 
 
 26. 316,465 
 
 
 3.13 
 
 
 24,500,832 
 
 3.07 
 
 Other trainmen. 
 
 44,844,475 
 
 1.96 
 
 41,261,977 
 
 1.94 
 
 39,597,133 
 
 
 1.95 
 
 
 37,535,000 
 
 1.90 
 
 Machinists. 
 
 22, 924, 702 
 
 2.30 
 
 20,726, 733 
 
 2.29 
 
 19, 507,896 
 
 
 2.28 
 
 
 18,442,257 
 
 2. 23 
 
 Carpenters. 
 
 28,144,452 
 
 2. 04 
 
 24.989,566 
 
 2.03 
 
 23, 951,246 
 
 
 2. 02 
 
 
 21,971,689 
 
 2.01 
 
 Other shopmen. 
 
 59,470,846 
 
 1.73 
 
 53,239, 606 
 
 1.72 
 
 51,359,701 
 
 
 1.70 
 
 
 47,463, 543 
 
 1.71 
 
 Section foremen. 
 
 18,481,594 
 
 1.68 
 
 17,824, 351 
 
 1.68 
 
 17,223,628 
 
 
 1.69 
 
 
 17,100,569 
 
 1.70 
 
 Other trackmen. 
 
 71,664,298 
 
 1.22 
 
 61,439,929 
 
 1.18 
 
 57, 303, 740 
 
 
 1.16 
 
 
 54,008,065 
 
 1.16 
 
 Switch tenders, cross- 
 
 
 
 
 
 
 
 
 
 
 
 ing tenders, and 
 
 
 
 
 
 
 
 
 
 
 
 watchmen. 
 
 29,599,258 
 
 1.80 
 
 27,984, 774 
 
 1.77 
 
 26,633, 630 
 
 
 1.74 
 
 
 24,410,195 
 
 1.72 
 
 Telegraph operators 
 
 
 
 
 
 
 
 
 
 
 
 and dispatchers. 
 
 16,176,401 
 
 1.96 
 
 15,110,112 
 
 1.93 
 
 14,259,057 
 
 
 1.92 
 
 
 13,579,209 
 
 1.90 
 
 Employees—a c c o u n t 
 
 
 
 
 
 
 
 
 
 
 
 floating equipment.. 
 
 4, 247, 915 
 
 1.92 
 
 3, 983,162 
 
 1.89 
 
 3,551,898 
 
 
 1.89 
 
 
 3,589,254 
 
 1.86 
 
 All other employees 
 
 
 
 
 
 
 
 
 
 
 
 and laborers. 
 
 63,098,165 
 
 1.71 
 
 53,039,154 
 
 1.68 
 
 48,552, 299 
 
 
 1.67 
 
 
 44, 725,879 
 
 1.64 
 
 Total. 
 
 577,264,841 
 
 
 522,967,896 
 
 
 495,055,618 
 
 
 465,601,581 
 
 
 
 
 
 
 
 
 1896. 
 
 1895. 
 
 1894. 
 
 1893. 
 
 
 
 Aver- 
 
 
 Aver- 
 
 
 Aver- 
 
 
 
 Aver- 
 
 
 
 age 
 
 
 age 
 
 
 
 age 
 
 
 
 age 
 
 
 Amount. 
 
 daily 
 
 Amount. 
 
 daily 
 
 Amount. 
 
 
 daily 
 
 
 Amount. 
 
 daily 
 
 
 
 com- 
 
 
 com- 
 
 
 
 com- 
 
 
 
 com- 
 
 
 
 pensa- 
 
 
 pensa- 
 
 
 pensa- 
 
 
 
 pensa- 
 
 
 
 tion. 
 
 
 tion. 
 
 
 
 tion. 
 
 
 
 tion. 
 
 General officers. 
 
 $12,497,957 
 
 $9.19 
 
 $12,234,686 
 
 $9.01 
 
 $12,792,793 
 
 
 $9.71 
 
 1 
 
 <tti a a r(yi 
 
 ©Q 1A 
 
 Other officers. 
 
 5,301,119 
 
 5.96 
 
 4,854,824 
 
 5.85 
 
 3,322,089 
 
 
 5. 75 
 
 1 
 
 •tT-L*, / OU1 
 
 «tpo« JLU 
 
 General office clerks... 
 
 19,037,816 
 
 2.21 
 
 18,820, 959 
 
 2.19 
 
 19,077,963 
 
 
 2. 34 
 
 
 20,111, 130 
 
 2.25 
 
 Station agents. 
 
 17,050,117 
 
 1.73 
 
 16,681, 380 
 
 1.74 
 
 16,588,277 
 
 
 1.75 
 
 
 16,758,331 
 
 1.83 
 
 Other station men. 
 
 39,076,478 
 
 1.62 
 
 38,460,716 
 
 1.62 
 
 36,659,516 
 
 
 1.63 
 
 
 39,880,013 
 
 1.65 
 
 Enginemen. 
 
 41,354,307 
 
 3.65 
 
 39,490, 901 
 
 3.65 
 
 39,633,962 
 
 
 3. 61 
 
 
 44,930,881 
 
 3.68 
 
 Firemen. 
 
 23.724,854 
 
 2.06 
 
 22,571,130 
 
 2.05 
 
 22,793,093 
 
 
 2.03 
 
 
 25,981,464 
 
 2. 06 
 
 Conductors. 
 
 24,758, 485 
 
 3.05 
 
 23, 708. 480 
 
 3.04 
 
 23,807,486 
 
 
 3.04 
 
 
 26,854,836 
 
 3.10 
 
 Other trainmen. 
 
 38,379,035 
 
 1.90 
 
 36,504,135 
 
 1.90 
 
 36, 637, 729 
 
 
 1.89 
 
 
 43,412,916 
 
 1.92 
 
 Machinists. 
 
 19,312,746 
 
 2.26 
 
 17, 724,171 
 
 2.22 
 
 18,263,226 
 
 
 2.21 
 
 
 21,939,354 
 
 2.31 
 
 Carpenters. 
 
 22, 948,585 
 
 2.03 
 
 20,961,980 
 
 2.03 
 
 21, 502,302 
 
 
 2.02 
 
 
 26,614,585 
 
 2.10 
 
 Other shopmen. 
 
 48,497,887 
 
 1.69 
 
 44,738,582 
 
 1.70 
 
 42,558,166 
 
 
 1.69 
 
 
 50,197,236 
 
 1.73 
 
 Section foremen. 
 
 17,097,832 
 
 1.70 
 
 16, 735,703 
 
 1.70 
 
 16,755,590 
 
 
 1.71 
 
 
 16,844,133 
 
 1.75 
 
 Other trackmen. 
 
 54,521,113 
 
 1.17 
 
 50, 513,897 
 
 1.17 
 
 51,865,100 
 
 
 1.18 
 
 
 63,377,850 
 
 1.22 
 
 Switch tenders, cross- 
 
 
 
 
 
 
 
 
 
 
 
 ing tenders, and 
 
 
 
 
 
 
 
 
 
 
 
 watchmen. 
 
 24,950,907 
 
 1.74 
 
 24,254,269 
 
 1.75 
 
 24,464,841 
 
 
 1.75 
 
 
 26,915,906 
 
 1.82 
 
 Telegraph operators 
 
 
 
 
 
 
 
 
 
 
 
 and dispatchers. 
 
 13,695,587 
 
 1.93 
 
 13,615, 311 
 
 1.98 
 
 13,543,426 
 
 
 1.93 
 
 
 14,541,604 
 
 1.96 
 
 Employees—a c co u n t 
 
 
 
 
 
 
 
 
 
 
 
 floating equipment.. 
 
 3, 221,290 
 
 1.94 
 
 3,260,020 
 
 1.91 
 
 3,246,068 
 
 
 1.97 
 
 
 3,719,851 
 
 1.96 
 
 All other employees 
 
 
 
 
 
 
 
 
 
 • 
 
 
 and laborers. 
 
 43,398,416 
 
 1.65 
 
 40,377,117 
 
 1.65 
 
 43,782,000 
 
 
 1.65 
 
 
 54,001,924 
 
 1.70 
 
 Total. 
 
 468,824,531 
 
 
 445,508,261 
 
 
 447, 293,627 
 
 
 510,856,615 
 
 
 
 
 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 787 
 
 X .—Compensation paid railway employees, classified according to employment, for the years 
 ending June 30 , 1904 to 1890—United States —Continued. 
 
 Class. 
 
 General officers. 
 
 Other officers. 
 
 General office clerks. 
 
 Station agents. 
 
 Other station men. 
 
 Enginemen. 
 
 Firemen. 
 
 Conductors. 
 
 Other trainmen. 
 
 Machinists. 
 
 Carpenters. 
 
 Other shopmen. 
 
 Section foremen. 
 
 Other trackmen. 
 
 Switch tenders, crossing 
 
 tenders, and watchmen_ 
 
 Telegraph operators and dis¬ 
 patchers ... 
 
 Employees—account floating 
 
 equipment. 
 
 All other employees and la¬ 
 borers . 
 
 Total. 
 
 1892. 
 
 1891. 
 
 1890. 
 
 Amount. 
 
 Average 
 
 daily 
 
 compen¬ 
 
 sation. 
 
 Amount. 
 
 Average 
 
 daily 
 
 compen¬ 
 
 sation. 
 
 Amount. 
 
 Average 
 daily 
 compen¬ 
 sation.a 
 
 } $14,036,021 
 
 $7.83 
 
 $14,122,930 
 
 $9.12 
 
 $13,584,924 
 
 
 18,203,303 
 
 2.23 
 
 17, 692,192 
 
 2.24 
 
 16,901,342 
 
 
 15,898,217 
 
 1.82 
 
 15,284,076 
 
 1.80 
 
 14,806,456 
 
 
 36, 740,387 
 
 1.68 
 
 35,645,960 
 
 1.66 
 
 34,918,155 
 
 
 42,175, 466 
 
 3. 68 
 
 39, 722,867 
 
 3.64 
 
 37,814,011 
 
 
 24,178, 900 
 
 2. 08 
 
 23,028,150 
 
 2.04 
 
 21,750,252 
 
 
 25,128,089 
 
 3.08 
 
 23,352, 657 
 
 3.06 
 
 21,881,455 
 
 
 40,513,830 
 
 1.90 
 
 37,485, 724 
 
 1.88 
 
 35,276, 703 
 
 
 20,309,183 
 
 2.29 
 
 18,967,275 
 
 2.25 
 
 19,235,809 
 
 
 25, 358, 283 
 
 2. 08 
 
 23,785, 584 
 
 2.05 
 
 24,090, 749 
 
 
 46, 645,852 
 
 1.72 
 
 44, 581,515 
 
 1.72 
 
 42,179,614 
 
 
 16,421,412 
 
 1.76 
 
 16,057,037 
 
 1.79 
 
 15, 238,221 
 
 
 60,630,907 
 
 1.22 
 
 58,445, 057 
 
 1.23 
 
 57,560, 900 
 
 
 24, 677,169 
 
 1.80 
 
 23,150,968 
 
 1.81 
 
 20,656,369 
 
 
 13,157, 820 
 
 1.92 
 
 12,293, 782 
 
 1.91 
 
 11,823,844 
 
 
 3,395, 333 
 
 2.03 
 
 3,299,290 
 
 1.98 
 
 3,565,408 
 
 
 49,711,259 
 
 1.68 
 
 47,982,073 
 
 1.71 
 
 42,686,131 
 
 
 477,181,431 
 
 
 454,897,137 
 
 
 433,970,343 
 
 
 
 
 
 
 a Not obtainable. 
 
 XI .—Passenger traffic for the years ending June 30, 1904 to 1880—United States. 
 
 Year ending June 30— 
 
 Number of 
 passengers 
 carried. 
 
 Number of 
 passengers 
 carried one 
 mile. 
 
 Number of 
 passengers 
 carried 
 one mile 
 per mile 
 of line. 
 
 Passenger- 
 
 train 
 
 mileage. 
 
 Average 
 number 
 of pas¬ 
 sengers 
 in train. 
 
 Average 
 journey 
 per pas¬ 
 senger. 
 
 
 
 
 
 
 
 Miles. 
 
 1904 . 
 
 715,419, 682 
 
 21,923, 213, 536 
 
 104,198 
 
 440,464,866 
 
 46 
 
 30.64 
 
 1903 . 
 
 694,891,535 
 
 20,915, 763,881 
 
 103,291 
 
 425,142,204 
 
 46 
 
 30.10 
 
 1902 . 
 
 649,878,505 
 
 19, 689,937, 620 
 
 99,314 
 
 405, 613,231 
 
 45 
 
 30. 30 
 
 1901. 
 
 607, 278,121 
 
 17,353, 588, 444 
 
 89, 721 
 
 385,1?2,567 
 
 42 
 
 28.58 
 
 1900 . 
 
 576,831,251 
 
 16, 038,076,200 
 
 83,290 
 
 « 363,469,596 
 
 41 
 
 27. 80 
 
 1899 . 
 
 523,176, 508 
 
 14,591,327,613 
 
 77,821 
 
 354,416,916 
 
 41 
 
 27. 89 
 
 1898 . 
 
 501,066, 681 
 
 13,379, 930,004 
 
 72,462 
 
 341,526, 769 
 
 39 
 
 26.70 
 
 1897 . 
 
 489,445,198 
 
 12,256,939,647 
 
 66,874 
 
 335,018, 605 
 
 37 
 
 25.04 
 
 1896 . 
 
 511,772,737 
 
 13,049, 007,233 
 
 71,705 
 
 332,854,218 
 
 39 
 
 25.-60 
 
 1895 . 
 
 507,421,362 
 
 12,188,446, 271 
 
 68,572 
 
 317,565,615 
 
 38 
 
 24.02 
 
 1894 . 
 
 540,688,199 
 
 14,289,445, 893 
 
 81,333 
 
 326, 503,219 
 
 44 
 
 26. 43 
 
 1893 . 
 
 593,560, 612 
 
 14,229,101,084 
 
 83, 809 
 
 335, 618, 770 
 
 42 
 
 23. 97 
 
 1892 . 
 
 560,958,211 
 
 13,362,898,299 
 
 82,285 
 
 317,538,883 
 
 42 
 
 23.82 
 
 1891. 
 
 531,183,998 
 
 12,844, 243,881 
 
 79, 642 
 
 307,927, 928 
 
 42 
 
 24.18 
 
 1890 . 
 
 492,430,865 
 
 11,847,785,617 
 
 75, 751 
 
 285,575,804 
 
 41 
 
 24. 06 
 
 1889 . 
 
 481,900,061 
 
 11,672,476,293 
 
 77,652 
 
 275,821,716 
 
 42 
 
 24.22 
 
 1888. 
 
 449,362, 370 
 
 11,159,162,407 
 
 77,350 
 
 266,901,443 
 
 42 
 
 24.83 
 
 1887 . 
 
 414,848,281 
 
 10, 369, 564, 383 
 
 76,325 
 
 240,265,120 
 
 43 
 
 25.00 
 
 1886 . 
 
 371,320,044 
 
 9, 328,106, 528 
 
 76,027 
 
 217,640,318 
 
 43 
 
 25.12 
 
 1885 . 
 
 340,851,632 
 
 8, 644,234, 439 
 
 73,780 
 
 205,141,293 
 
 42 
 
 25. 36 
 
 1884 . 
 
 332,105,449 
 
 8, 574,460,432 
 
 75,168 
 
 197,651,405 
 
 43 
 
 25. 82 
 
 1883 . 
 
 305,466, 999 
 
 8,246, 522,055 
 
 76,455 
 
 179,023,378 
 
 46 
 
 27.00 
 
 1882 . 
 
 285,934,917 
 
 7,681,578,395 
 
 79, 018 
 
 160,914,626 
 
 48 
 
 26.86 
 
 1881. 
 
 240, 747, 900 
 
 6,493,434, 755 
 
 74, 677 
 
 144, 839,504 
 
 45 
 
 26.97 
 
 1880 . 
 
 269,583,340 
 
 5,740,112, 502 
 
 65, 392 
 
 138,225,621 
 
 42 
 
 21.29 
 
 a This passenger-train mileage excludes 25 per cent of mixed-train mileage which in prior years 
 was included. The change in the rule for compiling passenger-train mileage is followed for all sub¬ 
 sequent years. 
 
788 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XII .—Freight traffic for the years ending June 30, 1904 to 1880—United States. 
 
 Year 
 
 ending 
 
 June 
 
 30— 
 
 1904 .. 
 
 1903.. 
 1902 .. 
 1901 .. 
 
 1900.. 
 1899 .. 
 1898 .. 
 1897 .. 
 1896 .. 
 1895 .. 
 1894 .. 
 1893 .. 
 1892 .. 
 1891 .. 
 1890 .. 
 1889 .. 
 1888 .. 
 1887 .. 
 1886 .. 
 1885 .. 
 1884 .. 
 1883 .. 
 1882 .. 
 1881 .. 
 1880 .. 
 
 Number of tons of freight 
 reported as carried. 
 
 Total. 
 
 Excluding 
 tonnage re¬ 
 ceived from 
 connecting 
 roads and 
 other car¬ 
 riers. 
 
 1,309,899,165 
 
 714,375,339 
 
 1, 304, 394, 323 
 
 714,767,821 
 
 1,200,315,787 
 
 657,846,807 
 
 1,089,226,440 
 
 583,692,427 
 
 1,081,983,301 
 
 583,351, 351 
 
 943, 715, 372 
 
 501,527,375 
 
 863,628, 605 
 
 
 728,900, 275 
 
 
 753,716,562 
 
 
 686, 614, 778 
 
 
 628,757,196 
 
 
 733,558,341 
 
 
 700,744,184 
 
 
 638, 887,653 
 
 
 631,740,636 
 
 
 604,141,536 
 
 
 566,128, 440 
 
 
 534,105,547 
 
 
 460,291,177 
 
 
 411,105,912 
 
 
 388,211,441 
 
 
 375,395,381 
 
 
 353,646,931 
 
 
 326,713,946 
 
 
 290,897,395 
 
 
 
 Number 
 
 
 Aver¬ 
 age 
 num¬ 
 ber of 
 tons in 
 train. 
 
 Average haul per 
 ton. 
 
 Number of tons 
 freight carried 
 one mile. 
 
 of tons of 
 freight 
 carried 
 one mile 
 per mile 
 of line. 
 
 Freight 
 train mile¬ 
 age. 
 
 Typical 
 haul of 
 the av¬ 
 erage 
 railway. 
 
 Typical 
 haul of 
 all the 
 railways 
 regard¬ 
 ed as a 
 system. 
 
 174,522,089,577 
 
 829,476 
 
 535,090,971 
 
 307.76 
 
 Miles. 
 133.23 
 
 Miles. 
 244.30 
 
 173,221,278,993 
 
 855,442 
 
 526,312,433 
 
 310.54 
 
 132.80 
 
 242.35 
 
 157,289,370,053 
 
 793,351 
 
 499,711,176 
 
 296.47 
 
 131. 04 
 
 239.10 
 
 147,077,136,040 
 
 760,414 
 
 491,942,041 
 
 281.26 
 
 135.03 
 
 251.98 
 
 141,596,551,161 
 
 735,352 
 
 «492,543,526 
 
 270.86 
 
 130.87 
 
 242.73 
 
 123, 667,257,153 
 
 659,565 
 
 507,841,798 
 
 243. 52 
 
 131.04 
 
 246.58 
 
 114,077,576,305 
 
 617,810 
 
 503, 766,258 
 
 226.45 
 
 132.09 
 
 
 95,139,022, 225 
 
 519,079 
 523,832 
 
 464,962,242 
 
 204.62 
 
 130.52 
 
 
 95,328, 360,278 
 
 479,500,170 
 
 198.81 
 
 126.48 
 
 
 85,227,515,891 
 
 479,490 
 
 449,291,238 
 
 189.69 
 
 124.13 
 
 
 80,335,104, 702 
 
 457,252 
 
 446,807,223 
 
 179. 80 
 
 127. 77 
 
 
 93,588,111,833 
 
 551,232 
 
 508,719,506 
 
 183.97 
 
 127.58 
 
 
 88,241,050,225 
 
 543,365 
 
 485,402,369 
 
 181.79 
 
 125.92 
 
 
 79,079,026, 563 
 
 490,336 
 
 446, 274,508 
 
 177.20 
 
 .123.77 
 
 
 77,207,047,298 
 
 493,638 
 
 435,170,812 
 
 177.42 
 
 122.21 
 
 
 69, 519,467,029 
 
 463,751 
 
 419,180,285 
 
 165.85 
 
 115. 07 
 
 
 66,053, 554, 661 
 
 458,877 
 
 414,509,840 
 
 159. 35 
 
 116. 68 
 
 
 62, 574,067,106 
 
 463,810 
 
 384,556, 482 
 
 162.72 
 
 117.16 
 
 
 54,358,139,273 
 
 444,993 
 
 340,379,421 
 
 159.70 
 
 118.10 
 
 
 49,253,177,841 
 
 422,148 
 
 319,760,363 
 
 154. 03 
 
 119.81 
 
 
 45,863,411,398 
 
 405,064 
 
 315,052,554 
 
 145. 57 
 
 118.14 
 
 
 43, 878,284, 320 
 
 407,730 
 
 310,229,452 
 
 141.44 
 
 116.89 
 
 
 40,213, 710,847 
 
 414, 512 
 
 287,187,659 
 
 140.03 
 
 113. 71 
 
 
 38,108, 826, 793 
 
 437,712 
 
 273,523,843 
 
 139.33 
 
 116. 64 
 
 
 32,348,846, 693 
 
 368,514 
 
 251,022,710 
 
 128.87 
 
 111.20 
 
 
 a This freight-train mileage excludes 75 per cent of mixed-train mileage, which in prior years was 
 included. The change in the rule for compiling freight-train mileage is followed for all subsequent 
 years. 
 
 XIII .—Summary showing freight traffic movement, by class of commodity, for the years 
 ending June 30, 1904 to 1900, and 1890—United States. 
 
 TONNAGE ORIGINATING ON ROAD. 
 
 * 
 
 1904. 
 
 1903. 
 
 1902. 
 
 Class of commodity. 
 
 / 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Products of agriculture. 
 
 Tons. 
 61,512,543 
 17,576,078 
 330,872,195 
 80, 383,577 
 86,088,583 
 30,986,689 
 34, 260,882 
 
 9.59 
 
 Tons. 
 
 61,056,212 
 16,802,893 
 329,335, 621 
 74,559,980 
 91,980,903 
 29, 949,022 
 35,116,027 
 
 9.56 
 
 Tons. 
 
 53,723,115 
 15,362,410 
 304, 634,808 
 67, 703,050 
 84,289,257 
 25,444,025 
 30,675,776 
 
 9.23 
 
 Products of animals. 
 
 2. 74 
 
 2.63 
 
 2.64 
 
 Products of mines. 
 
 51. 56 
 
 51.56 
 
 52.36 
 
 Products of forests. 
 
 12.53 
 
 11.67 
 
 11.64 
 
 Manufactures. 
 
 13.41 
 
 14. 39 
 
 14.49 
 
 Merchandise. 
 
 4.83 
 
 4.69 
 
 4.37 
 
 Miscellaneous. 
 
 5.34 
 
 5.50 
 
 5.27 
 
 
 Grand total. 
 
 641,680,547 
 
 100. 
 
 638,800, 658 
 
 100. 
 
 581,832,441 
 
 100. 
 
 
 
 
 1901. 
 
 1900. 
 
 1890. 
 
 
 Class of commodity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Products of agriculture. 
 
 Tons. 
 
 56,102,838 
 15,145,297 
 269,372, 556 
 60,844,933 
 71,681,178 
 21,697,693 
 
 10.76 
 
 Tons. 
 
 53, 468, 496 
 14,844,837 
 271,602,072 
 59,956,421 
 69,257,145 
 21,974,201 
 25, 329,045 
 
 . 
 
 10.35 
 
 Tons. 
 
 28,865,536 
 10,497,285 
 129,977,648 
 32,674,105 
 37,093,806 
 12,946,615 
 22,057,871 
 
 10.53 
 
 Products of animals. 
 
 2.91 
 
 2.87 
 
 3.83 
 
 Products of mines. 
 
 51.67 
 
 52. 59 
 
 47.42 
 
 Products of forests. 
 
 11.67 
 
 11.61 
 
 11.92 
 
 Manufactures. 
 
 13.75 
 
 13. 41 
 
 13.52 
 
 Merchandise. 
 
 4.16 
 
 4.26 
 
 4.73 
 
 Miscellaneous. 
 
 26', 493i 338 
 
 5.08 
 
 4.91 
 
 8.05 
 
 
 Grand total. 
 
 521,337,833 
 
 100. 
 
 516,432,217 
 
 100. 
 
 274,112,866 
 
 100. 
 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 789 
 
 XIII. —Summary showing freight traffic movement , by class of commodity , for the years 
 ending June SO , 1904 to 1900 , and 1890 — United States —Continued. 
 
 TONNAGE RECEIVED FROM CONNECTING ROADS AND OTHER CARRIERS. 
 
 
 1904. 
 
 1903. 
 
 1902. 
 
 Class of commodity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Products of agriculture. 
 
 Tons. 
 
 66,093.786 
 18,843,327 
 254, 209, 601 
 55,031,340 
 83,469,484 
 . 22,995,284 
 34,281,350 
 
 12.36 
 
 Tons. 
 
 66,932,445 
 17,115,254 
 246,302,507 
 51,838,767 
 88,538,508 
 25, 949, 685 
 30,282,699 
 
 12.70 
 
 Tons. 
 
 59,225,552 
 17,466,157 
 226,752,982 
 46,283, 011 
 77, 757, 039 
 21,571,191 
 30,730,254 
 
 12.34 
 
 Products of animals. 
 
 3.52 
 
 3.25 
 
 3.64 
 
 Products of mines. 
 
 47.52 
 
 46.74 
 
 47.26 
 
 Products of forests. 
 
 10.29 
 
 9. 84 
 
 9.64 
 
 Manufactures. 
 
 15.60 
 
 16.80 
 
 16. 21 
 
 Merchandise. 
 
 4. 30 
 
 4.92 
 
 4.50 
 
 Miscellaneous. 
 
 6.41 
 
 5.75 
 
 6.41 
 
 
 Grand total. 
 
 534,924,172 
 
 100. 
 
 526,959,865 
 
 100. 
 
 479, 786,186 
 
 100. 
 
 
 
 1901. 
 
 1900. 
 
 1890. 
 
 Class of commodity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Products of agriculture. 
 
 Tons. 
 
 71,262,551 
 17,634,875 
 208, 896,553 
 41,090,417 
 65, 762, 982 
 21,770,622 
 25,111,359 
 
 15.78 
 
 Tons. 
 
 68, 472,500 
 17,524,837 
 206,181,412 
 39,799, 754 
 65,782, 731 
 20, 546,892 
 23,123,262 
 
 15.51 
 
 Tons. 
 41,041,868 
 11,680, 799 
 115,244,678 
 21,714, 792 
 34,929,964 
 10,900, 392 
 23,469,375 
 
 15.84 
 
 Products of animals. 
 
 3.91 
 
 3.97 
 
 4.51 
 
 Products of mines. 
 
 46.27 
 
 46.71 
 
 44. 50 
 
 Products of forests. 
 
 9.10 
 
 9.02 
 
 8.39 
 
 Manufactures. 
 
 14.56 
 
 14.90 
 
 13.49 
 
 Merchandise. 
 
 4.82 
 
 4. 65 
 
 4.21 
 
 Miscellaneous. 
 
 5.56 
 
 5.24 
 
 9.06 
 
 
 Grand total. 
 
 451,529, 359 
 
 100. 
 
 441,431,388 
 
 100. 
 
 258,981,868 
 
 100. 
 
 
 TOTAL FREIGHT TONNAGE. 
 
 
 1904. 
 
 1903. 
 
 1902. 
 
 Class of commodity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Products of agriculture. 
 
 Tons. 
 
 127,606, 329 
 36,419,405 
 585,081,796 
 135, 414,917 
 169,558,067 
 53,981,973 
 68,542,232 
 
 10.84 
 
 Tons. 
 
 127,988,657 
 33,918,147 
 575,638,128 
 126,398, 747 
 180,519,411 
 55,898, 707 
 65,398,726 
 
 10.98 
 
 Tons. 
 
 112,948,667 
 32,828, 567 
 531,387, 790 
 113,986,061 
 162,046,296 
 47,015,216 
 61,406,030 
 
 10.64 
 
 Products of animals. 
 
 3.10 
 
 2.91 
 
 3.09 
 
 Products of mines 
 
 49.72 
 11.51 
 
 49.38 
 
 50. 06 
 
 Products of forests. 
 
 10.84 
 
 10.74 
 
 Manufactures. 
 
 14.41 
 
 15.48 
 
 15.26 
 
 Merchandise. 
 
 4.59 
 
 4.80 
 
 4.43 
 
 Miscellaneous. 
 
 5.83 
 
 5.61 
 
 5.78 
 
 
 Grand total. 
 
 a 1,176,604, 719 
 
 100. 
 
 b 1,165, 760,523 
 
 100. 
 
 cl, 061,618,627 
 
 100. 
 
 
 
 1901.' 
 
 1900. 
 
 1890. 
 
 Class of commodity. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Amount. 
 
 Per 
 
 cent. 
 
 Products of agriculture. 
 
 Tons. 
 
 127,365,389 
 32,780,172 
 478,269,109 
 101,935,350 
 137,444,160 
 43, 468,315 
 51,604,697 
 
 ' 13.09 
 
 Tons. 
 
 121,940,996 
 32,369,674 
 477,783,484 
 99, 756,175 
 135,039,876 
 42,521,093 
 48,452,307 
 
 12.73 
 
 Tons. 
 
 86,536,657 
 26, 428,028 
 271,545,700 
 63,798,185 
 79, 950, 770 
 29,746,813 
 82,446,395 
 
 13.51 
 
 Products of animals. 
 
 3.37 
 
 3.38 
 
 4.13 
 
 Products of mines. 
 
 49.16 
 
 49. 88 
 
 42.40 
 
 Products of forests. 
 
 10.48 
 
 10.41 
 
 9.96 
 
 Manufactures. 
 
 14.13 
 
 14.10 
 
 12.48 
 
 Merchandise. 
 
 4.47 
 
 4. 44 
 
 4.65 
 
 Miscellaneous. 
 
 5. 30 
 
 5.06 
 
 12.87 
 
 
 Grand total . 
 
 d 972,867,192 
 
 100. 
 
 e 957,863,605 
 
 100. 
 
 / 640,452,548 
 
 100. 
 
 
 a Does not include 133,294,446 tons, unassigned. 
 b Does not include 138,633,800 tons, unassigned. 
 c Does not include 138,697,160 tons, unassigned. 
 
 <2 Does not include 116,359,248 tons, unassigned. 
 e Does not include 124,119,696 tons, unassigned. 
 
 / Does not include 107,357,814 tons, “ unsegregated.” 
 
790 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XIV .—Condensed income account of the railways in the United States, considered as a 
 
 system, for the years ending June SO, 1904 to 1894- 
 
 Item. 
 
 Gross earnings from operation.. 
 Clear income from investments. 
 
 Gross earnings and income. 
 
 Operating expenses.. 
 
 Salaries and maintenance of leased 
 lines.. 
 
 Total. 
 
 Net earnings and income 
 Net interest on funded debt.... 
 Interest on current liabilities.. 
 Taxes. 
 
 Total. 
 
 Available for dividends, adjust¬ 
 ments, and improvements. 
 
 Net dividends. 
 
 Amount. 
 
 1904. 
 
 81, 975.174,091 
 49,380, 970 
 
 1,338,896, 253 
 453,341 
 
 282,118,438 
 13,945,009 
 61,696,354 
 
 Available for adjustments and 
 improvements.®. . 
 
 $2, 024,555,061 
 
 1,339,349,594 
 
 685,205,467 
 
 357, 759, 801 
 
 327,445, 666 
 183,754,236 
 
 143,691,430 
 
 1903. 
 
 81,900,846,907 
 49,896, 729 
 
 1,257,538,852 
 430,427 
 
 268,830,564 
 9, 060, 645 
 57,849,569 
 
 81,950,743,636 
 
 1,257,969,279 
 
 692,774,357 
 
 335,740,778 
 
 357,033,579 
 166,176,586 
 
 190,856,993 
 
 Item. 
 
 Amount. 
 
 1902. 
 
 1901. 
 
 1900. 
 
 Gross earnings 
 from operation. 
 
 Clear income 
 from invest¬ 
 ments . 
 
 81,726,380,267 
 
 43, 067,141 
 
 
 81, 588,526,037 
 
 33, 488, 648 
 
 
 81,487,044,814 
 
 32,526, 016 
 
 
 
 
 
 Gross earn¬ 
 ings and 
 income. 
 
 81,769, 447,408 
 
 81, 622, 014, 685 
 
 * 
 
 81,519,570,830 
 
 
 
 
 Operating ex¬ 
 penses . 
 
 ' 1,116,248, 747 
 
 527, 038 
 
 1,030,397,270 
 
 532,299 
 
 961, 428,511 
 
 520,102 
 
 Salaries and 
 maintenance 
 of leased lines.. 
 
 Total. 
 
 
 
 
 1,116,775,785 
 
 1,030,929, 569 
 
 961,948,613 
 
 
 
 
 Net earnings 
 and income 
 Net interest on 
 funded debt.... 
 Interest on cur¬ 
 rent liabilities. . 
 Taxes. 
 
 
 
 
 652, 671,623 
 
 591,085,116 
 
 
 557,622,217 
 
 260,295,847 
 
 7,717,103 
 54,465, 437 
 
 252,594,808 
 
 5,526,572 
 50, 944, 372 
 
 242,998,285 
 
 4,912,892 
 48,332, 273 
 
 
 
 
 
 
 
 Total. 
 
 
 309,065, 752 
 
 296,243, 450 
 
 
 322,478,387 
 
 
 
 Available for 
 dividends, 
 adjust- 
 ments, and 
 improve¬ 
 ments . 
 
 
 
 
 
 330,193, 236 
 157,215, 380 
 
 282,019,364 
 131, 626, 672 
 
 261,378, 767 
 118,624,409 
 
 Net dividends_ 
 
 
 
 
 Available for 
 adjust¬ 
 ments and 
 improve- 
 ments®. 
 
 
 
 
 172,977,856 
 
 150,392,692 
 
 142,754,3.58 
 
 
 
 
 
 a This amount comprises the following items: Permanent improvements, advances to cover deficits 
 in operation of weak lines, miscellaneous deductions, and surplus. 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 791 
 
 t 
 
 XIV .—Coyidensed income account of the railways in t)ie United States, etc. —Continued. 
 
 Item. 
 
 Amount. 
 
 1899. 
 
 1898. 
 
 1897. 
 
 Gross earnings 
 from operation. 
 
 Clear income 
 from invest¬ 
 ments . 
 
 #1,313,610,118 
 
 26,044,996 
 
 
 $1,247, 325, 621 
 
 21,937,636 
 
 
 $1,122,089, 773 
 
 18,012,880 
 
 
 
 
 
 Gross earn¬ 
 ings and 
 income .... 
 
 $1,339, 655,114 
 
 $1,269,263,257 
 
 81,140,102,653 
 
 
 
 
 Operating ex¬ 
 penses . 
 
 856,968,999 
 
 595,192 
 
 817,973,276 
 
 443,325 
 
 752,524,764 
 
 508,598 
 
 Salaries and 
 maintenance 
 of leased lines.. 
 
 Total. 
 
 
 
 
 857,564,191 
 
 818,416,601 
 
 753,033,362 
 
 
 
 
 Net earnings 
 and income 
 Net interest on 
 funded debt.... 
 Interest on cur¬ 
 rent liabilities . 
 Taxes. 
 
 
 
 
 482,090,923 
 
 450,846,656 
 
 387,069,291 
 
 241, 657,535 
 
 7,102,847 
 46,337,632 
 
 237,578,706 
 
 7,073,953 
 43,828,224 
 
 238,750,920 
 
 7, 844,336 
 43,137, 844 
 
 
 
 
 
 
 
 Total. 
 
 295,098,014 
 
 288,480, 883 
 
 289, 733,100 
 
 
 
 
 Available for 
 dividends, 
 adjust- 
 ments, and 
 imp rove- 
 ments. 
 
 
 
 
 186,992,909 
 94,273,796 
 
 162,365,773 
 83,995,384 
 
 97,336,191 
 77,403, 603 
 
 Net dividends.... 
 
 
 
 
 Available for 
 ad j ust- 
 ments and 
 improve¬ 
 ments a .... 
 
 
 
 
 92,719,113 
 
 78,370,389 
 
 19,932,588 
 
 
 
 
 
 Item. 
 
 Amount. 
 
 1896. 
 
 1895. 
 
 1894. 
 
 Gross earnings 
 from operation. 
 
 Clear income 
 from invest¬ 
 ments . 
 
 $1,150,169,376 
 
 18,842,340 
 
 
 81,075,371,462 
 
 21,795,948 
 
 
 $1,073,361,797 
 
 25,445,494 
 
 
 
 
 
 Gross earn¬ 
 ings and 
 income. 
 
 $1,169,011,716 
 
 $1,097,167,410 
 
 $1,098,807,291 
 
 
 
 
 Operating ex¬ 
 penses . 
 
 772,989,044 
 
 545,468 
 
 725,720,415 
 
 589,523 
 
 731,414,322 
 
 509,257 
 
 Salaries and 
 maintenance 
 of leased lines.. 
 
 Total. 
 
 
 
 
 773, 534,512 
 
 726,309, 938 
 
 731,923,579 
 
 
 
 
 Net earnings 
 and income 
 Net interest on 
 funded debt.... 
 Interest on cur¬ 
 rent liabilities. 
 Taxes. 
 
 
 
 
 395, 477,204 
 
 370,857,472 
 
 366,883, 712 
 
 241,389, 994 
 
 8,469,063 
 39,970,791 
 
 243,571,401 
 
 7,860,261 
 39,832, 433 
 
 244,035,517 
 
 10,239.190 
 38,125,274 
 
 
 
 
 
 
 
 Total. 
 
 289,829,848 
 
 291,264,095 
 
 292, 399,981 
 
 
 
 
 Available for 
 dividends, 
 adjust¬ 
 ments, and 
 improve¬ 
 ments . 
 
 
 
 
 105,647, 356 
 78,066,518 
 
 79, 593,377 
 77,146, 347 
 
 74,483,731 
 89,023,713 
 
 Net dividends.... 
 
 
 
 
 Available for 
 a d j ust- 
 ments and 
 improve¬ 
 ments a .... 
 
 
 
 
 27,580, 838 
 
 2,447,030 
 
 614,539,982 
 
 
 
 
 
 a See footnote page 16. 
 
 b Deficit. 
 
792 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 XIV .—Condensed income account of the railways in the United States , etc. —Continued. 
 
 Items. 
 
 Gross earnings from op¬ 
 eration. 
 
 Clear income from invest¬ 
 ments . 
 
 $9,306 
 233 
 
 Gross earnings and 
 
 income. 
 
 Operating expenses. 
 
 Salaries and maintenance 
 of leased lines. 
 
 Total. 
 
 Net earnings and 
 
 income. 
 
 Net interest on funded 
 
 debt. 
 
 Interest on current lia¬ 
 bilities . 
 
 Taxes. 
 
 Total. 
 
 Available for divi¬ 
 dends, adjust- 
 ments, and im¬ 
 provements . 
 
 Net dividends. 
 
 Available for adjust¬ 
 ments and im¬ 
 provements a. 
 
 Per mile of line operated. 
 
 1904. 
 
 6,308 
 
 2 
 
 1,329 
 
 66 
 
 291 
 
 19,539 
 
 1903. 
 
 99,258 
 243 
 
 6,310 
 
 3,229 
 
 6,125 
 2 
 
 1,686 
 
 1,543 
 
 866 
 
 677 
 
 1,309 
 
 44 
 
 282 
 
 $9,501 
 
 6,127 
 
 3,374 
 
 1,635 
 
 1,739 
 
 809 
 
 930 
 
 1902. 
 
 98,625 
 215 
 
 5,577 
 3 
 
 1,300 
 
 39 
 
 272 
 
 $8,840 
 
 5,580 
 
 3,260 
 
 1,611 
 
 1,649 
 
 785 
 
 864 
 
 ,1901. 
 
 1,123 
 
 171 
 
 5,269 
 3 
 
 98,294 
 
 5,272 
 
 3,022 
 
 1,292 
 
 28 
 
 260 
 
 , 1,580 
 
 1,442 
 
 673 
 
 769 
 
 1900. 
 
 97,722 
 169 
 
 4,993 
 
 3 
 
 1,262 
 
 25 
 
 251 
 
 97,891 
 
 4,996 
 
 2,895 
 
 1,538 
 
 1,357 
 
 616 
 
 741 
 
 1899. 
 
 97,005 
 
 139 
 
 4,570 
 
 3 
 
 1,289 
 
 38 
 
 247 
 
 97,144 
 
 4,573 
 
 2,571 
 
 1,574 
 
 997 
 
 503 
 
 494 
 
 Per mile of line operated. 
 
 Item. 
 
 1898. 
 
 1897. 
 
 1896. 
 
 1895. 
 
 1894. 
 
 Gross earnings from opera¬ 
 tion . 
 
 96,755 
 
 119 
 
 
 96,122 
 
 98 
 
 
 96,320 
 
 104 
 
 
 96,050 
 
 122 
 
 
 96,109 
 
 145 
 
 
 Clear income from, invest¬ 
 ments . 
 
 
 
 
 
 
 Gross earnings and in¬ 
 come . 
 
 96,874 
 
 96,220 
 
 96,424 
 
 96,172 
 
 96,254 
 
 
 
 
 
 
 Operating expenses. 
 
 4,430 
 
 2 
 
 4,106 
 
 2 
 
 4,248 
 
 3 
 
 4,083 
 
 3 
 
 4,163 
 
 3 
 
 Salaries and maintenance of 
 leased lines. 
 
 
 
 
 
 
 Total. 
 
 4,432 
 
 4,108 
 
 4,251 
 
 4,086 
 
 4,166 
 
 
 
 
 
 
 Net earnings and in¬ 
 come. 
 
 
 
 
 
 • 
 
 2,442 
 
 2,112 
 
 2,173 
 
 2,086 
 
 2,088 
 
 Net interest on funded debt.. 
 Interest on current liabilities. 
 Taxes. 
 
 1,287 
 
 38 
 
 237 
 
 1,303 
 
 43 
 
 235 
 
 1,326 
 
 47 
 
 220 
 
 1,370 
 
 44 
 
 224 
 
 1,389 
 
 58 
 
 217 
 
 
 
 
 
 
 
 
 
 
 
 Total. 
 
 1,562 
 
 1,581 
 
 1,593 
 
 1,638 
 
 1,664 
 
 
 
 
 
 
 Availablefor dividends, 
 adjustments, and im¬ 
 provements . 
 
 
 
 
 
 
 880 
 
 455 
 
 531 
 
 422 
 
 580 
 
 429 
 
 448 
 
 434 
 
 424 
 
 507 
 
 Net dividends. 
 
 
 
 
 
 
 Available for adjust¬ 
 ments and improve¬ 
 ments a. 
 
 
 
 
 
 
 425 
 
 109 
 
 151 
 
 14 
 
 6 83 
 
 
 
 
 
 
 
 a See footnote page 16. 
 
 6 Deficit. 
 
DIGEST OF HEADINGS ON RAILWAY RATES 
 
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 be 
 
 d 
 
 '3 
 
 M 
 
 aj 
 
 © 
 
 S-l 
 
 © 
 
 =3 
 
 © 
 
 =3 
 
 a 
 
 © 
 
 > 
 
 © 
 
 fH 
 
 -S> 
 
 .d 
 
 be 
 
 •rH 
 
 a> 
 
 Jh 
 
 Amount 
 
 per in¬ 
 
 habitant. 
 
 ^O'MODOOJHXN^HCOiCOlO 
 
 OXtMCX^IO^HiCCO^C^iO^ 
 
 l^OiC^COWiMOHOO^^HH 
 
 HHHHHHHHHrirHHHHH 
 
 Amount 
 per mile 
 of line 
 operated. 
 
 OJOJ^H^iOCOO^OOlOOXOJ 
 HCOiO^CDOJ-^Tf ^COOO^XX 
 lOiOOl^rfXt^CIWHOJJailOiO 
 
 CO CO CO to iO ^ Hf n* TJ< rf Tji" 
 
 Propor¬ 
 tion to 1 
 total 
 earnings. 
 
 iDcorHi>cooor^cocor>05cocctoco 
 
 CJ. 
 
 . OOOOOOiOOJXXiOXXI^X 
 gt^t^t^L^IXOr^COCOCOCOCOCOCOCO 
 
 fti 
 
 -M 
 
 lOHCOr-1 id 05 -f -S t- <N ,—1 lO 00 lb O 
 
 3 
 
 M001'^COiOC^D(MrHHOCOOn 
 
 3 
 
 OOiO^OOTroOJl'MOINCJMiO 
 
 o 
 
 O l> id 00 oi CO O CO rH rf CO c4 <M O O 
 
 d 
 
 t-oor-ooffininoMcoo^iOO 
 
 H 
 
 iO^O®fflO)^OiOHOffilNOOI> 
 
 
 CO CS CM CM Cm" 1> rH I— © ^ Co" CM CO oT t> 
 
 
 OO^HCNiOHX^OWOCOOCCH 
 
 o 
 
 C0C0CMrH©O5C0l>t-l>I>C0CCl'-I> 
 
 fH 
 
 
 O 
 
 if? 
 
 1 
 
 co 
 
 © 
 
 1=1 
 
 =3 
 
 *-> 
 
 be 
 
 •O 
 
 1=1 
 
 © 
 
 t-. 
 
 3 
 
 © 
 
 &H 
 
 Amount 
 per in¬ 
 habitant. 
 
 COiOcOiO^cDCOCOiOCOiOOOtOiO 
 
 ooooooooooooooo 
 
 © 
 
 Amount 
 per mile 
 of line 
 operated. 
 
 (N(N^HI>COtOWHCOOCOTt<05H 
 
 CM CM CM CM rH CM CM CM CM CM CM CM CM rH CM 
 
 m 
 
 Propor¬ 
 tion to 
 total 
 earnings. 
 
 .COr^GOCOCMCOOOOOrfOiCOi—I^Xr-1 
 noCMCM-CMCMCMCOCOCOCOCOCOCOCOCMCO 
 
 CJ. 
 
 $ 
 
 Gross 
 
 amount. 
 
 $4,568,282 
 4, 467,025 
 4,846,718 
 4,065, 457 
 3,345,912 
 4,261,804 
 4,683,205 
 4,209,657 
 3,885,890 
 4,140, 850 
 3,545,198 
 3,848, 344 
 3,926,196 
 3,061,606 
 3,245,233 
 
 Hi 4-> 
 
 XiOcOt^HCO^MCdHCOOOl^iO 
 
 d r! (3 
 
 O5J>CO^0OCMO5l^T-un>CMTt<rHT*<CO 
 
 
 COCOiOh^COCMt—iOt-HOOCMCMHH 
 
 O S_| .H 
 
 HHMHHHrlHHHHHHHrH 
 
 d © = 
 
 if? 
 
 » P,o3 
 
 H ^ 
 
 
 -£ a> -o 
 
 t^r^CM©05CMOO£^COl^CMCOCM0500 
 
 d 3 © © 
 
 OJHWtM^NHHCMOXXCddd 
 
 d d.S33 
 
 Tj'iOONrfXt^OlCOHOXasiOiO 
 
 O »3h g 
 
 CO CO CO lO lO "r^ r Tf T^rt^CO* Tf7 
 
 3 d' +H ® 
 
 if? 
 
 8 © o ft 
 < du o 
 
 
 I DQ 
 
 .CMOiCOrHCOLOQOCOaiCOCOCM'^t^CO 
 
 ^ o__ be 
 
 0+J, 3 d 
 
 •wXCOOJ^iOtOCMXCOXHOlMHOi 
 
 CJ . 
 
 
 . ai00i00050oocci>ioi>oor-t^ 
 
 Si 5 6 
 
 Ph +-■ 03 
 
 ^cor^coi>i>cof^cocococococococo 
 
 © 
 
 
 4-i 
 
 CO *0 lO H CO lO O H l^ CM CO H Cd O D* 
 
 3 
 
 OCdHHCMiOHHCOCOHOHOD* 
 
 3 
 
 COOOOOCOtHI>COCChJiC75COOCO(M 
 
 o 
 
 CM O 00 CO CO r- f 1^ Oi id CO O CO CO r CO r 
 
 d 
 
 O'NCd’fiOCOCdHHai^iOHOiCO 
 
 
 OOCdiOfMM^XcOOHOWt^H 
 
 
 aa CO oo" OJ cc" CO cm" CO 05 05 Oi 05 CO Tt< 
 
 
 NCOOHHHt^l^XCdOiMOJCOH 
 
 o 
 
 CO CO CM 1 -H o 05 00 1> CO 00 
 
 M 
 
 
 O 
 
 if? 
 
 'MJ HOOiKl'ClSTMOr-O 
 > 05 3^ 05 3* 3) 3) 05 3) 3* 05 
 
 ixxxy.xocxxxx 
 
 rH rH rH rH rH rH rn rH rH rH rH rH 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 795 
 
 
 C 
 
 o 
 
 O 
 
 eo 
 
 io 
 
 e 
 
 3§ 
 
 •<S> 
 
 tS 
 
 <>o 
 
 s *i- 
 
 C5 
 
 Oi 
 
 H 
 
 cT 
 
 8 
 
 3 
 
 csj 
 
 8 
 
 8 
 
 oo 
 
 J- 
 
 e 
 
 <v 
 
 8 > 
 
 S- 
 
 <u 
 
 s 
 
 o 
 
 o 
 
 8 
 
 o‘ 
 
 ,«0 
 
 s 
 
 83 
 
 8 
 
 8 
 
 K* 
 
 ft 
 
 a> 
 
 o 
 
 Q 
 
 ! 
 
 £ 
 
 o 
 
 i—i 
 
 H 
 
 H 
 
 ai 
 
 W 
 
 o 
 
 0 $ 
 
 GO 
 
 o 
 
 55 
 
 i—i 
 
 55 
 
 <1 
 
 W 
 
 a 
 
 o 
 
 tH 
 
 V 
 
 ft 
 
 o 
 
 a 
 
 o 
 
 Ui 
 
 oe 
 
 be 
 
 a 
 
 '3 
 
 ■— 
 
 S3 
 
 QJ 
 
 O 
 
 H 
 
 i Amount 
 per in¬ 
 habitant. 
 
 C005t^i0t^05Ot^i0Xi0OHDH 
 
 CO H 05 iC iC 1C O lO Cl TT H Cl X O I - 
 
 ^CDHOO5t^NiO0iOiOX5I^NCO 
 
 Cl CM O'! 01 rH rH rH r~H rH rH rH rH rH rH rH 
 
 m 
 
 Amount 
 per mile 
 of line 
 operated. 
 
 ©XiOCOCMtOiCCMO©050COOtC 
 
 O 1C Cl N Cl O lO Cl Cl 1C O O H o Cl 
 C0NC0 hI>O^hC0OHH(NX1> 
 
 O?O*CC00l^t>s£zO'£'&tOt>t>ZOt& 
 
 Propor¬ 
 tion to 
 total 
 earnings. 
 
 .ooooooooooooooo 
 HftOOOO ooooooooooo 
 
 OrlrHHHHHHHHHHHHHH 
 
 i 
 
 -M 
 
 Ht^t^l''HXHCOOCU>'HCCiOCl 
 
 rH 
 
 05 O C CO H H Cl D D O 05 D ^ 05 X) 
 
 £ 
 
 005NOXHO^COHI^XXM*0 
 
 o 
 
 tH CO O CO Tf O ifC 0505 rH H H l> H I> 
 
 d 
 
 DOXCI’-HCIXCODCOIOOCOD 
 
 M 
 
 t—iXcoioococooHcocor^^t^x 
 
 
 to O CO OO l> CO I> (NO to COOrH COh’ 
 
 
 DOClXXnrfiCHC^MNNOtO 
 
 o 
 
 C505MOHCOINHHOOC1HOO 
 
 Sh 
 
 o 
 
 HHHnHHHHHr^HH rH rH rH 
 
 -M -M 
 
 d A d 
 
 • r-H rH 
 
 • O O O 
 
 <3 
 
 * - N • • ,-^- s • 
 
 o«a 
 
 
 d 0> O 
 
 , '---•"-V- 
 
 < ft 
 
 
 ft 
 
 a) 
 
 ft 
 
 V. 
 
 tn 
 
 rS 
 
 r 3 
 
 fl 
 
 53 
 
 fl 
 
 o 
 
 +3 
 
 03 
 
 S-l 
 
 0 ) 
 
 ft 
 
 o 
 
 o 
 
 Sh 
 
 t(—I 
 
 03 
 
 bo 
 
 c 
 
 PH 
 
 c3 
 
 a> 
 
 u 
 
 0J 
 
 ft 
 
 ■+ 3 <33 ft 
 
 8 a C -£ 
 
 O a-- g 
 
 2 **-« ® 
 
 <^ft°§* 
 
 O 
 
 O -Mr 
 
 II: 
 
 a- -m 
 
 GO 
 
 bJD 
 
 B 
 
 "3 
 
 S-H 
 
 c3 
 
 0 ) 
 
 
 $ £ 
 
 ■/. 
 
 £3 
 o 3 
 
 I CO CO 1 
 
 H H H C^ tO tO (M H H H iO 
 
 ooooooooooo 
 
 e s e 
 
 'iDOO^XDCiXCOOiC^M^ 
 C500H05 lOi 0 05^CO 1^ l> 'X O 
 ’roocot^wcocooiiC'ioajioco 
 
 o '~r ’r* rjT tjT co*o aTof rj7 co~o~cm~ ao 
 
 05 iC. lO H O 05 <N H CO H j) o CC 
 Cfe- T—I CM tfC tO rH rH Tf< 
 
 Amount 
 per in¬ 
 habitant. 
 
 NC5J5XX0NC50C5XH0DC5 
 
 OiOTf'HTjiTjirfCOTfCOCO^^COCO 
 
 o 
 
 Amount 
 per mile 
 of line 
 operated. 
 
 iC N Cl X H X CO lO CO Cl X LO 
 
 CONOXXXOLOtOiO^OOHiO 
 
 NNHHhHhHHHHHHHH 
 
 Propor¬ 
 tion to 
 total 
 earnings. 
 
 COCOClHH05C5XXClXl^iONH 
 
 HoiO)'^T < 'OlCO' , ^t , LO' ,, t , tO^T , LOCOCMCMT-HCO 
 
 o. 
 
 ^ CM CM CM CM CM O l CM CM CM Ol Ol CM CM CM O l 
 
 i 
 
 
 HHH'CI^OCO^I^NdCO^NX 
 
 PJ 
 
 HCOXOhHNOCOXHiOiCOO 
 
 =3 
 
 OHCOH05C5^0N05l^OXCOCO 
 
 o 
 
 co' oi 05 05 cm' o' o' ^ rH 00 OC (M iC I> CM 
 
 C3 
 
 XOWNX05HXDXHCODHO 
 
 d 
 
 05i^coi^ci05Hcoiooim^coxco 
 
 -V 
 
 05 ' o' od o' o' co' rH x' x' l> to O TH 
 
 X 
 
 O 
 
 tt-hcocococococmcicmcmcmcmcmci 
 
 Sh 
 
 
 0 
 
 
 O 
 
 CO 
 
 o 
 
 ►“5 
 
 be 
 
 d 
 
 a> 
 
 a8 
 
 o 
 
 r^ 1 
 
 ^COCIr-005XNO»C'rfCO(NHO 
 
 -“) Q O 05 05 05 CI5 05 05 05 05 05 
 
 >a>oacGoaoaOQoaoooooooGC 
 
 o 
 
 e*? 
 
 d 
 
 cS 
 
 rC 
 
 -M 
 
 X 
 
 X 
 
 © 
 
 o 
 
 d 
 
 c3 
 
 r£ 
 
 -M 
 
 X 
 
 X 
 
 0 > 
 
 CD 
 
 O 
 
 Sh 
 
 a> 
 
 P. 
 
 rH 
 
 o 
 
 © 
 
 M 
 
 a3 
 
 ,d 
 
 -M 
 
 X 
 
 X 
 
 a> 
 
796 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 Analysis of income for the years ending June 30, 1889 to 1880 — United States. 
 
 A.—EARNINGS FROM OPERATION. 
 
 
 i 
 
 Fh 
 
 Q< 
 
 o> 
 
 Total passenger service. 
 
 Total freight service. 
 
 Total earnings from opera¬ 
 tion. 
 
 Year. 
 
 Miles of line r 
 sented. 
 
 Gross amount 
 
 Proportion to 
 total earn¬ 
 ings. 
 
 Amount per 
 
 mile of line 
 
 operated. 
 
 Gross amount. 
 
 Proportion to 
 
 total earn¬ 
 
 ings. 
 
 Amount per 
 
 mile of line 
 
 operated. 
 
 Gross amount. 
 
 Proportion to 
 
 total earn¬ 
 
 ings. 
 
 Amount per 
 
 mile of line 
 
 operated. 
 
 1889 ... 
 
 155,088.31 
 
 $303,032,672 
 
 P. cf. 
 30.62 
 
 $1, 954 
 
 $686,769, 645 
 
 P. ct. 
 69.38 
 
 $4,428 
 
 $989,802, 317 
 
 P. ct. 
 100 
 
 $6,382 
 
 1888 ... 
 
 150,521.35 
 
 289,058,471 
 
 30.72 
 
 1,920 
 
 651,895, 753 
 
 69.28 
 
 4,331 
 
 940,954,224 
 
 100 
 
 6,251 
 
 1887 ... 
 
 142,156.18 
 
 274,833,393 
 
 30.05 
 
 1,933 
 
 639, 712,732 
 
 69.95 
 
 4,500 
 
 914,546,125 
 
 100 
 
 6,433 
 
 1886 ... 
 
 129,839. 63 
 
 244,660,155 
 
 30.18 
 
 1,884 
 
 566,085,'340 
 
 69.82 
 
 4,360 
 
 810,745,495 
 
 100 
 
 6,244 
 
 1885 ... 
 
 123,637.28 
 
 231,310, 357 
 
 30.71 
 
 1,871 
 
 522,019,211 
 
 69.29 
 
 4,222 
 
 753,329,568 
 
 100 
 
 6,093 
 
 1884 ... 
 
 120,197.52 
 
 240, 344,270 
 
 31.11 
 
 2,000 
 
 2.053 
 
 532,117,731 
 
 68.89 
 
 4,427 
 
 772,462,001 
 
 100 
 
 6,427 
 
 1883 ... 
 
 114,789.40 
 
 235,724, 861 
 
 29. 72 
 
 557,484,735 
 
 70.28 
 
 4,857 
 
 793,209,596 
 
 100 
 
 6,910 
 
 1882 ... 
 
 105,104.16 
 
 221,092,473 
 
 30. 00 
 
 2,103 
 
 515,830,426 
 
 70.00 
 
 4,908 
 
 736,922,899 
 
 100 
 
 7,011 
 
 1881 ... 
 
 93,808. 92 
 
 189,256,182 
 
 27.91 
 
 2 018 
 
 488,853,100 
 
 72.09 
 
 5,211 
 
 678,109,282 
 
 100 
 
 7,229 
 
 1880 ... 
 
 87,781. 97 
 
 163,402, 781 
 
 28.15 
 
 1,861 
 
 416,145, 758 
 
 71.69 
 
 4, 741 
 
 «580,450,594 
 
 100 
 
 6,612 
 
 a Includes $902,055, other earnings from operation. 
 
 Analysis of income for the years ending June 30, 1904 to 1890 — United States. 
 
 B.—INCOME FROM OTHER SOURCES. 
 
 Year ending June 30— 
 
 Lease of 
 road. 
 
 Stocks. 
 
 Bonds. 
 
 Miscellane¬ 
 
 ous. 
 
 Total. 
 
 1904. 
 
 $109,694, 
 
 361 
 
 $44, 969, 
 
 794 
 
 $18,702,245 
 
 $39,567,590 
 
 $212,933,990 
 
 1903. 
 
 109,696, 
 
 201 
 
 40,081, 
 
 725 
 
 17,696,586 
 
 38,212,968 
 
 205, 687,480 
 
 1902. 
 
 110, 924, 
 
 621 
 
 34,982, 
 
 212 
 
 17, 280,238 
 
 33,136,558 
 
 196,323, 629 
 
 1901. 
 
 111, 637, 
 
 907 
 
 28,822, 
 
 788 
 
 12,055,312 
 
 27,230,442 
 
 179,746,449 
 
 1900. 
 
 99,429, 
 
 619 
 
 24,490, 
 
 253 
 
 11,833,974 
 
 27,131,225 
 
 162,885,071 
 
 1899. 
 
 96,352, 
 
 295 
 
 20,104, 
 
 521 
 
 11,334,690 
 
 20,922,477 
 
 148,713,983 
 
 1898. 
 
 95,471, 
 
 678 
 
 15, 614, 
 
 638 
 
 10,529, 343 
 
 16,587,120 
 
 138,202,779 
 
 1897. 
 
 87,973, 
 
 434 
 
 12,261, 
 
 328 
 
 10,404,288 
 
 14, 450, 960 
 
 125,090,010 
 
 1896. 
 
 91,916, 
 
 969 
 
 12,452, 
 
 693 
 
 9, 560, 876 
 
 15,094,193 
 
 129,024,731 
 
 1895. 
 
 92,879, 
 
 513 
 
 11, 797, 
 
 543 
 
 10,454,140 
 
 17, 300, 937 
 
 132,432,133 
 
 1894. 
 
 96,043, 
 
 754 
 
 15, 742, 
 
 331 
 
 10,175, 649 
 
 20, 855,071 
 
 142,816,805 
 
 1893. 
 
 103,103, 
 
 690 
 
 14, 963, 
 
 580 
 
 11,009,585 
 
 20,572,760 
 
 149,649,615 
 
 1892. 
 
 95,968, 
 
 458 
 
 12, 970, 
 
 735 
 
 11,028,053 
 
 21,993,536 
 
 141,960,782 
 
 1891. 
 
 87,491, 
 
 430 
 
 12, 388, 
 
 153 
 
 9,844,461 
 
 24,187,082 
 
 133,911,126 
 
 1890. 
 
 78,409, 
 
 142 
 
 12, 629, 
 
 313 
 
 8,528,394 
 
 27,200,215 
 
 126,767,064 
 
 Note.— Figures for 1880 are shown in Report on Transportation Business in the United States’ 
 Eleventh Census, 1890, Part I, page 11, as follows: Lease of road, $53,543,710; all other sources, $27,301,087’ 
 total, $80,844,797. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 797 
 
 XVI .—Analysis of expenditures for the years ending June 30, 1904 to 1880—United States 
 
 A.—OPERATING EXPENSES. 
 
 
 Miles of lines represented. 
 
 Maintenance of way and 
 structures. 
 
 Maintenance of equip¬ 
 ment. 
 
 Conducting transportation. 
 
 Year 
 
 ending 
 
 June 
 
 80— 
 
 Amount. 
 
 1 Proportion to total 
 operating ex- 
 | penses. 
 
 Per mile of line 
 operated. 
 
 Amount. 
 
 Proportion to total 
 
 operating ex¬ 
 
 penses. 
 
 Per mile of line 
 operated. 
 
 Amount. 
 
 Proportion to total 
 operating ex¬ 
 
 penses. 
 
 Per mile of line 
 
 operated. 
 
 1904 ... 
 
 212,243.20 
 
 $261,280, 454 
 
 P. ct. 
 19. 51 
 
 $1,231 
 
 $267,184,739 
 
 P. ct. 
 19.95 
 
 $1,259 
 
 $758,238,681 
 
 P. ct. 
 56.64 
 
 $3,572 
 
 1903 ... 
 
 205,313. 54 
 
 266,421, 774 
 
 21.19 
 
 1,298 
 
 240, 429,742 
 
 19.12 
 
 1,171 
 
 702,509,818 
 
 55.86 
 
 3,421 
 
 1902 ... 
 
 200,154.56 
 
 248,381, 594 
 
 22.25 
 
 1,241 
 
 213,380,644 
 
 19.12 
 
 1,066 
 
 609,961,695 
 
 54.64 
 
 3,047 
 
 1901 ... 
 
 195,561.92 
 
 231,056,602 
 
 22.42 
 
 1,182 
 
 190,299,560 
 
 18.46 
 
 973 
 
 565, 265, 789 
 
 54. 87 
 
 2,890 
 
 1900 ... 
 
 192,556.03 
 
 211,220, 521 
 
 21.97 
 
 1,097 
 
 181,173,880 
 
 18. 84 
 
 941 
 
 529,116,326 
 
 55.04 
 
 2, 748 
 
 1899 ... 
 
 187, 534. 68 
 
 180,410,806 
 
 21.05 
 
 962 
 
 150,919,249 
 
 17.62 
 
 805 
 
 486,159,607 
 
 56.73 
 
 2,593 
 
 1898 ... 
 
 184, 648.26 
 
 173,314,958 
 
 21.19 
 
 939 
 
 142, 624,862 
 
 17.43 
 
 772 
 
 464,674,276 
 
 56.81 
 
 2,516 
 
 1897 ... 
 
 183,284. 25 
 
 159,434,403 
 
 21.18 
 
 870 
 
 122,762,358 
 
 16.31 
 
 670 
 
 432,525, 862 
 
 57. 48 
 
 2,360 
 
 1896 ... 
 
 181,982.64 
 
 160,344,950 
 
 20. 75 
 
 881 
 
 133, 381, 998 
 
 17.26 
 
 733 
 
 442, 217,582 
 
 57. 20 
 
 2,430 
 
 1895 . .. 
 
 177,746.25 
 
 143,976,344 
 
 19.84 
 
 810 
 
 113.788,709 
 
 15. 68 
 
 640 
 
 431,148,963 
 
 59. 41 
 
 2,426 
 
 1894 ... 
 
 175,690. 96 
 
 143,669,386 
 
 19. 64 
 
 818 
 
 112, 894, 526 
 
 15.43 
 
 643 
 
 394,513,035 
 
 53.94 
 
 2,245 
 
 1893 ... 
 
 169, 779.84 
 
 169,258,376 
 
 20.45 
 
 997 
 
 136, 875,909 
 
 16.53 
 
 806 
 
 435, 465,575 
 
 52. 60 
 
 2,565 
 
 1892 ... 
 
 162,397. 30 
 
 164,188, 701 
 
 21. 02 
 
 1,011 
 
 128,712,016 
 
 16.48 
 
 793 
 
 406, 726, 649 
 
 52.08 
 
 2,504 
 
 1891 ... 
 
 161, 275.17 
 
 153, 671,576 
 
 21.00 
 
 953 
 
 117,047,895 
 
 15. 99 
 
 726 
 
 384, 385,458 
 
 52.51 
 
 2,383 
 
 1890 ... 
 
 156,404. 06 
 
 152,718,837 
 
 22.06 
 
 976 
 
 114,038,756 
 
 16.48 
 
 729 
 
 354,189, 220 
 
 51.18 
 
 2,265 
 
 1889 ... 
 
 155,088. 31 
 
 145,493, 900 
 
 22.17 
 
 938 
 
 129,137,357 
 
 19.68 
 
 832 
 
 329,215,094 
 
 50.17 
 
 2,123 
 
 1888 ... 
 
 150,521. 35 
 
 143, 264,461 
 
 22. 44 
 
 952 
 
 129,908,016 
 
 20.34 
 
 863 
 
 318, 691, 757 
 
 49. 91 
 
 2,117 
 
 1887 ... 
 
 142,156.18 
 
 134, 369,822 
 
 23.14 
 
 945 
 
 118,278,589 
 
 20.37 
 
 832 
 
 285, 890, 087 
 
 49.24 
 
 2,011 
 
 1886 ... 
 
 129,839. 63 
 
 119,010, 666 
 
 23.40 
 
 917 
 
 102, 294,438 
 
 20.11 
 
 788 
 
 249,283,054 
 237, 597, 058 
 
 49. 00 
 
 1,920 
 
 1885 ... 
 
 123, 637. 28 
 
 107,070,138 
 
 22.38 
 
 866 
 
 97,486, 673 
 
 20.38 
 
 789 
 
 49.66 
 
 1,922 
 
 1884 ... 
 
 120,197. 52 
 
 117,221,615 
 
 23. 58 
 
 975 
 
 101,221,013 
 
 20. 37 
 
 842 
 
 243,159,663 
 
 48.92 
 
 2,023 
 
 1883 ... 
 
 114, 789. 40 
 
 119, 966,838 
 
 24.44 
 
 1,045 
 
 105,328,964 
 
 21.46 
 
 917 
 
 232,423,357 
 
 47.35 
 
 2,025 
 
 1882 ... 
 
 105,104.16 
 
 116,295, 374 
 
 25. 44 
 
 1,106 
 
 98, 382,031 
 
 21.53 
 
 936 
 
 212,046,098 
 
 46.39 
 
 2,017 
 
 1881 ... 
 
 93,808.92 
 
 110,483,226 
 
 26.41 
 
 1,178 
 
 86,981,834 
 
 20.79 
 
 927 
 
 193, 789, 542 
 
 46. 32 
 
 2,066 
 
 1880 ... 
 
 87,781.97 
 
 89,299,224 
 
 26. 30 
 
 1,017 
 
 54, 985,341 
 
 16.20 
 
 627 
 
 171,580,950 
 
 50.54 
 
 1, 955 
 
 Year end¬ 
 ing June 
 30— 
 
 General expenses. 
 
 Unclassified. 
 
 Total operating expenses. 
 
 Amount. 
 
 Propor¬ 
 tion to 
 total 
 operat¬ 
 ing ex¬ 
 penses. 
 
 Per 
 
 mile of 
 line op¬ 
 erated. 
 
 •i 
 
 Amount. 
 
 Propor¬ 
 tion to 
 total 
 operat¬ 
 ing ex¬ 
 penses. 
 
 Per 
 
 mile of 
 line op¬ 
 erated. 
 
 Amount. 
 
 Propor¬ 
 tion to 
 total 
 operat¬ 
 ing ex¬ 
 penses. 
 
 Per 
 
 mile of 
 line op¬ 
 erated. 
 
 
 
 P. ct. 
 
 
 
 P. ct. 
 
 
 
 P. ct. 
 
 
 1904. 
 
 $51,579,196 
 
 3.85 
 
 $243 
 
 $613,183 
 
 0.05 
 
 $3 
 
 $1,338,896,253 
 
 100 
 
 $6,308 
 
 1903. 
 
 47, 767,947 
 
 3.80 
 
 233 
 
 409,571 
 
 .03 
 
 2 
 
 1, 257, 538,852 
 
 100 
 
 6,125 
 
 1902. 
 
 44,197,880 
 
 3.96 
 
 221 
 
 326,934 
 
 .03 
 
 2 
 
 1,116,248,747 
 
 100 
 
 5,577 
 
 1901. 
 
 42, 566,553 
 
 4.13 
 
 218 
 
 1,208,766 
 
 .12 
 
 6 
 
 1, 030, 397,270 
 
 100 
 
 5,269 
 
 1900. 
 
 39,328.765 
 
 4.09 
 
 204 
 
 589,019 
 
 .06 
 
 3 
 
 961,428,511 
 
 100 
 
 4,993 
 
 1899. 
 
 38,676,883 
 
 4.51 
 
 206 
 
 802, 454 
 
 .09 
 
 4 
 
 856,968,999 
 
 100 
 
 4,570 
 
 1898.. 
 
 36,476,686 
 
 4.46 
 
 198 
 
 882,494 
 
 .11 
 
 5 
 
 817, 973,276 
 
 100 
 
 4,430 
 
 1897. 
 
 36,481,269 
 
 4.85 
 
 199 
 
 1,320,872 
 
 .18 
 
 7 
 
 752,524,764 
 
 100 
 
 4,106 
 
 1896. 
 
 36,083,285 
 
 4.67 
 
 198 
 
 961,229 
 
 .12 
 
 6 
 
 772,989,044 
 
 100 
 
 4,248 
 
 1895. 
 
 35,907,017 
 
 4.95 
 
 202 
 
 899,382 
 
 .12 
 
 5 
 
 725, 720,415 
 
 100 
 
 4,083 
 
 1894. 
 
 79,771,497 
 
 10. 91 
 
 454 
 
 565,878 
 
 .08 
 
 3 
 
 731,414,322 
 
 100 
 
 4,163 
 
 1893. 
 
 85,548,837 
 
 10.33 
 
 504 
 
 772,602 
 
 .09 
 
 4 
 
 827,921,299 
 
 100 
 
 4,876 
 
 1892. 
 
 80,683, 378 
 
 10.33 
 
 497 
 
 687,252 
 
 .09 
 
 4 
 
 780, 997,996 
 
 100 
 
 4,809 
 
 1891. 
 
 75,926,707 
 
 10.38 
 
 471 
 
 856,257 
 
 .12 
 
 5 
 
 731,887,893 
 
 100 
 
 4,538 
 
 1890. 
 
 70,221,050 
 
 10.15 
 
 449 
 
 926,108 
 
 .13 
 
 6 
 
 692,093,971 
 
 100 
 
 4,425 
 
 1889. 
 
 52,367,401 
 
 7.98 
 
 338 
 
 
 
 
 656,213,752 
 
 100 
 
 4,231 
 
 1888. 
 
 46^711^830 
 
 7.31 
 
 310 
 
 
 
 
 638,576,064 
 
 100 
 
 4/242 
 
 1887. 
 
 42' 059' 817 
 
 7.25 
 
 296 
 
 
 
 
 580'598i 315 
 
 100 
 
 4,084 
 
 1886. 
 
 38A19'153 
 
 7.49 
 
 293 
 
 
 
 
 508' 707' 311 
 
 100 
 
 3', 918 
 
 1885. 
 
 36,266,448 
 
 7.58 
 
 293 
 
 
 
 
 478,420,317 
 
 100 
 
 3,870 
 
 1884.. 
 
 35,437,286 
 
 7.13 
 
 295 
 
 
 
 
 497' 039' 577 
 
 100 
 
 4', 135 
 
 1883. 
 
 33,149, 750 
 
 6. 75 
 
 289 
 
 
 
 
 490' 868' 909 
 
 100 
 
 4/276 
 
 1882. 
 
 30', 331 i 247 
 
 6.64 
 
 289 
 
 
 
 
 4571054', 750 
 
 100 
 
 4; 348 
 
 1881. 
 
 27' 109', 375 
 
 6.48 
 
 289 
 
 
 
 
 418,363' 977 
 
 100 
 
 4', 460 
 
 1880. 
 
 23,029,710 
 
 6.78 
 
 262 
 
 621,077 
 
 .18 
 
 7 
 
 339; 516; 302 
 
 100 
 
 3,868 
 
798 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XVI .—Analysis of expenditures for the years ending June 30, 1904 to 1890 — United 
 
 States —Continued. 
 
 B.—FIXED AND OTHER CHARGES. 
 
 Designation of fixed eharges. 
 
 Territory 
 
 covered. 
 
 Class of road. 
 
 Total fixed 
 charges. 
 
 Salaries 
 
 and 
 
 mainte¬ 
 nance of 
 organiza¬ 
 tion. 
 
 Interest on 
 funded 
 debt. 
 
 Interest on 
 interest- 
 bearing 
 current 
 liabilities. 
 
 Rents paid 
 for lease 
 of road. 
 
 United States, 
 
 (Operating companies... 
 
 $500,986,917 
 
 |< 
 
 $244,179,326 
 
 $13,052,968 
 
 $109,948,651 
 
 1904. 
 
 (Operated companies.... 
 
 69,438,985 
 
 $453,341 
 
 53,495,412 
 
 892,011 
 
 909,152 
 
 
 Total. 
 
 570, 425,902 
 
 453,341 
 
 297, 674,738 
 
 13,945,009 
 
 110,857,803 
 
 United States, 
 
 (Operating companies... 
 
 484,974,691 
 
 
 230,523,488 
 
 7,910,381 
 
 111,558,861 
 
 1903. 
 
 (Operated companies- 
 
 67, 644, 799 
 
 430,427 
 
 53,429,636 
 
 1,150,264 
 
 671,523 
 
 
 Total. 
 
 552,619,490 
 
 430, 427 
 
 283, 953,124 
 
 9,060, 645 
 
 112,230,384 
 
 United States, 
 
 (Operating companies... 
 
 458,986,436 
 
 
 220,317,708 
 
 6, 976,377 
 
 110, 979,109 
 
 1902. 
 
 (Operated companies.... 
 
 67,192, 386 
 
 527,038 
 
 54,104,147 
 
 740,726 
 
 718,013 
 
 
 Total. . 
 
 526,178,822 
 
 527,038 
 
 274. 421,855 
 
 7,717,103 
 
 111,697,122 
 
 United States, 
 
 (Operating companies... 
 
 423,904,269 
 
 
 208,424,613 
 
 4,868,876 
 
 111,659,920 
 
 1901. 
 
 (Operated companies.... 
 
 72,459,629 
 
 532,299 
 
 53,670,225 
 
 657,696 
 
 984,902 
 
 
 Total. 
 
 496,363,898 
 
 532,299 
 
 262,094,838 
 
 5, 526,572 
 
 112,644,822 
 
 United States, 
 
 (Operating companies... 
 
 396,024, 822 
 
 
 201,312,878 
 
 4,461,230 
 
 101,273,129 
 
 1900. 
 
 (Operated companies.... 
 
 65,216,105 
 
 520,102* 
 
 51,636,738 
 
 451,662 
 
 678,190 
 
 
 Total. 
 
 461,240, 927 
 
 520,102 
 
 252,949, 616 
 
 4,912,892 
 
 101,951,319 
 
 United States, 
 
 (Operating companies... 
 
 372,792, 458 
 
 
 195,967, 766 
 
 5,563.813 
 
 93,446,946 
 
 1899. 
 
 (Operated companies.... 
 
 68,407, 831 
 
 595,192 
 
 55,190,321 
 
 1,539.034 
 
 959,791 
 
 
 Total. 
 
 441,200,289 
 
 595,192 
 
 251,158, 087 
 
 7,102, 847 
 
 94,406, 737 
 
 United States, 
 
 /Operating companies... 
 
 359,690, 671 
 
 
 191,040,206 
 
 5,476,187 
 
 91,326,805 
 
 1898. 
 
 (Operated companies.... 
 
 67,545,032 
 
 443,325 
 
 55,086,485 
 
 1,597, 766 
 
 1,064,203 
 
 
 Total. 
 
 427, 235, 703 
 
 443,325 
 
 246,126, 691 
 
 7,073, 953 
 
 92,391,008 
 
 United States, 
 
 1 Operating companies... 
 
 348,430,168 
 
 
 193, 034, 778 
 
 6,385, 329 
 
 86,479,058 
 
 1897. 
 
 (Operated companies.... 
 
 64,967, 345 
 
 508, 598 
 
 54,845,452 
 
 1,459,007 
 
 1,026,244 
 
 
 Total. 
 
 413, 397,513 
 
 508,598 
 
 247,880, 230 
 
 7,844,336 
 
 87,505,302 
 
 United States, 
 
 /Operating companies... 
 
 350,250,493 
 
 
 191,322,997 
 
 7,410,835 
 
 92,167,352 
 
 1896. 
 
 (Operated companies.... 
 
 66, 322, 644 
 
 545,468 
 
 58,301.180 
 
 1,058,228 
 
 804,970 
 
 
 Total. 
 
 416,573,137 
 
 545.468 
 
 249.624,177 
 
 8,469, 063 
 
 92,972,322 
 
 United States, 
 
 (Operating companies... 
 
 358,551,762 
 
 
 194,595.046 
 
 7,218,389 
 
 92,967,910 
 
 1895. 
 
 (Operated companies.... 
 
 67,415,159 
 
 589,523 
 
 57,917,874 
 
 641,872 
 
 1,356,828 
 
 
 Total. 
 
 425,966, 921 
 
 589,523 
 
 252,512,920 
 
 7, 860,261 
 
 94,324,738 
 
 United States, 
 
 (Operating companies... 
 
 358,326,927 
 
 
 191,646,269 
 
 9, 200,390 
 
 96,609,663 
 
 1894. 
 
 (Operated companies_ 
 
 70,681,383 
 
 509,257 
 
 61,133, 254 
 
 1,038,800 
 
 1,715,383 
 
 
 Total. 
 
 429, 008,310 
 
 509,257 
 
 252,779,523 
 
 10,239,190 
 
 98,325. 046 
 
 United States, 
 
 /Operating companies... 
 
 358,572,992 
 
 
 188,325,917 
 
 6,580,421 
 
 105,049,235 
 
 1893. 
 
 (Operated companies.... 
 
 72, 849,164 
 
 589,872 
 
 | 61,850,970 
 
 1,409,087 
 
 2,173,686 
 
 
 Total. 
 
 431,422,156 
 
 589,872 
 
 ,250,176,887 
 
 7,989, 508 
 
 107,222,921 
 
 United States, 
 
 (Operating companies... 
 
 348, 935,134 
 
 
 183,256,853 
 
 6, 710,535 
 
 100,060,600 
 
 1892. 
 
 /Operated companies.... 
 
 67,469,804 
 
 665,212 
 
 56,818,042 
 
 1,225,338 
 
 2,151,045 
 
 
 Total. 
 
 416,404,938 
 
 665,212 
 
 240,074,895 
 
 7,935,873 
 
 102,211,645 
 
 United States, 
 
 (Operating companies... 
 
 326,886, 541 
 
 
 171,511,969 
 
 7,401,989 
 
 93, 666,139 
 
 1891. 
 
 (Operated companies.... 
 
 61,821,171 
 
 
 48,009,036 
 
 769,505 
 
 2,478, 997 
 
 
 Total. 
 
 388,707,712 
 
 
 219,521,005 
 
 8,171,494 
 
 96,145,136 
 
 United States, 
 
 /Operating companies... 
 
 316,371,974 
 
 
 166, 362,642 
 
 7,116,953 
 
 90,141,973 
 
 1890. 
 
 (Operated companies_ 
 
 68,420,164 
 
 
 55,137,060 
 
 997,815 
 
 1,831,022 
 
 
 Total. 
 
 384,792,138 
 
 
 221,499, 702 
 
 8,114,768 
 
 91,972,995 
 
DIGEST OF HEADINGS ON RAILWAY RATES 
 
 799 
 
 XVI .—Analysis of expenditures for the years ending June 30, 1904 to 1890—United 
 
 States —Con ti n ued. 
 
 B.—FIXED AND OTHER CHARGES—Continued. 
 
 
 
 Designation of fixed charges. 
 
 Summary of expenditures. 
 
 Territory 
 
 covered. 
 
 Class of road. 
 
 Taxes. 
 
 Perma¬ 
 nent im¬ 
 prove¬ 
 ments 
 charged 
 to income 
 account. 
 
 Other 
 
 deduc¬ 
 
 tions. 
 
 Total of 
 operating 
 expenses 
 and fixed 
 charges. 
 
 Propor¬ 
 tion 
 assign¬ 
 able to 
 opera¬ 
 tion. 
 
 Propor¬ 
 tion 
 assign¬ 
 able to 
 fixed 
 charges 
 
 United States, 
 1904. 
 
 /Operating companies. 
 /Operated companies.. 
 
 $56,801,756 $35,682,363 
 4. 894. 598 2. 840.185 
 
 $41,321,823 
 5,954,286 
 
 $1,839,883,170 
 69,438,985 
 
 Per ct. 
 72.77 
 
 Per ct. 
 27.23 
 
 
 
 
 
 
 Total. 
 
 61, 696,354 
 
 38,522, 548 
 
 47,276,109 
 
 1,909,322,155 
 
 
 
 
 
 
 
 United States, 
 1903. 
 
 /Operating companies. 
 /Operated companies.. 
 
 53,251,852 
 4,597,717 
 
 38, 937, 583 
 3,010,600 
 
 42,792,526 
 4,354, 632 
 
 1,742,513, 543 
 67, 644,799 
 
 72.17 
 
 27.83 
 
 
 
 
 Total. 
 
 57,849,569 
 
 41,948,183 
 
 47,147,158 
 
 1,810,158,342 
 
 
 
 
 
 
 
 United States, 
 1902. 
 
 /Operating companies. 
 /Operated companies.. 
 
 50,054,136 
 4,411,301 
 
 33,255,324 
 1, 457,644 
 
 37, 403, 782 
 5,233,517 
 
 1,575,235,183 
 67,192,386 
 
 70. 87 
 
 29.13 
 
 
 
 
 Total. 
 
 54,465,437 
 
 34, 712, 968 
 
 42,637,299 
 
 1,642,427,569 
 
 
 
 
 
 
 
 United States, 
 1901. 
 
 /Operating companies. 
 /Operated companies.. 
 
 46, 707,835 
 4,236, 537 
 
 25,816,462 
 6,122, 139 
 
 26,426, 563 
 6, 255,531 
 
 1,454.301,539 
 72,459,629 
 
 70.85 
 
 29.15 
 
 
 
 
 Total. 
 
 50, 944,372 
 
 31,938,901 
 
 32,682,094 
 
 1,526, 761,168 
 
 
 
 
 
 
 
 United States, 
 1900. 
 
 /Operating companies. 
 /Operated companies.. 
 
 44,445,145 
 3, 887,128 
 
 22, 691,103 
 2,808,932 
 
 21,841,337 
 5,233,353 
 
 1,357,453,333 
 65,216,105 
 
 70.83 
 
 29.17 
 
 . 
 
 
 
 Total. 
 
 48, 332,273 
 
 25,500,035 
 
 27,074,690 
 
 1,422,669,438 
 
 
 
 
 
 
 
 United States, 
 1899. 
 
 /Operating companies. 
 /Operated companies.. 
 
 44,396,669 
 1,940, 963 
 
 10,738,197 
 2,331,848 
 
 22, 679,067 
 5, 850,682 
 
 1,229, 761,457 
 68,407,831 
 
 69. 69 
 
 30.31 
 
 
 
 
 Total. 
 
 46,337,632 
 
 13,070,045 
 
 28,529,749 
 
 1,298,169,288 
 
 
 
 
 
 
 
 United States, 
 1898. 
 
 /Operating companies. 
 /Operated companies.. 
 
 41,928,719 
 
 1,899,505 
 
 5,823,380 
 1,024,525 
 
 24,095,374 
 6, 429,223 
 
 1,177,663, 947 
 67,545,032 
 
 69.46 
 
 30.54 
 
 
 
 
 Total. 
 
 43,828,224 
 
 6,847,905 
 
 30,524,597 
 
 1,245,208,979 
 
 
 
 
 
 
 
 United States, 
 1897. 
 
 /Operating companies. 
 /Operated companies.. 
 
 41,119,490 
 2,018, 354 
 
 4,252,334 
 292,479 
 
 17,159,179 
 
 4,817,211 
 
 1,100,954,932 
 64, 967,345 
 
 68.35 
 
 31.65 
 
 
 
 
 Total. 
 
 43,137,844 
 
 4,544,813 
 
 21,976,390 
 
 1,165,922,277 
 
 
 
 
 
 
 
 United States, 
 1896. 
 
 /Operating companies. 
 /Operated companies.. 
 
 37, 961,655 
 2,009,136 
 
 4,584, 778 
 577,462 
 
 16,802,876 
 3,026,200 
 
 1,123,239,537 
 66,322,644 
 
 68.82 
 
 31.18 
 
 
 
 
 Total. 
 
 39, 970, 791 
 
 5,162,240 
 
 19,829,076 
 
 1,189,562,181 
 
 
 
 
 
 
 
 United States, 
 1895. 
 
 /Operating companies. 
 /Operated companies.. 
 
 38,146,320 
 1,686,113 
 
 3, 359,819 
 656,563 
 
 22,264,278 
 4,566,386 
 
 1,084,272,177 
 67,415,159 
 
 66.93 
 
 33.07 
 
 
 
 
 Total. 
 
 39,832,433 
 
 4,016,382 
 
 26,83G, 664 
 
 1,151,687,336 
 
 
 
 
 
 
 
 United States, 
 1894. 
 
 /Operating companies. 
 /Operated companies.. 
 
 36,556,160 
 1,569,114 
 
 4,208,106 
 209,897 
 
 20,106,339 
 4,505, 678 
 
 1,089,741, 249 
 70,681, 383 
 
 67.12 
 
 32.88 
 
 
 
 
 Total. 
 
 38,125,274 
 
 4,418,003 
 
 24,612,017 
 
 1,160,422,632 
 
 
 
 
 
 
 
 United States, 
 1893. 
 
 /Operating companies. 
 /Operated companies.. 
 
 35,070,952 
 1,443,737 
 
 2, 768,482 
 188,587 
 
 20, 777,985 
 5,193,225 
 
 1,186,494, 291 
 72, 849,164 
 
 69. 78 
 
 30. 22 
 
 
 
 
 Total. 
 
 36,514, 689 
 
 2,957,069 
 
 25,971,210 
 
 1,259,343,455 
 
 • 
 
 
 
 
 
 
 United States, 
 1892. 
 
 /Operating companies. 
 /Operated companies.. 
 
 32,751,471 
 1,302,024 
 
 3,567,020 
 559,253 
 
 22,588, 655 
 4,748,890 
 
 1,129,933,130 
 67,469,804 
 
 69.12 
 
 30.88 
 
 
 
 
 Total. 
 
 34,053,495 
 
 4,126,273 
 
 27, 337, 545 
 
 1,197, 402,934 
 
 
 
 
 
 
 
 United States, 
 1891. 
 
 /Operating companies. 
 /Operated companies.. 
 
 32,051,564 
 1,228,531 
 
 4,477,071 
 410,904 
 
 17,777,809 
 4,467,609 
 
 
 69.12 
 
 30.88 
 
 
 
 
 
 
 Total. 
 
 33,280,095 
 
 4,887,975 
 
 22,245,418 
 
 
 
 
 
 
 
 
 
 United States, 
 1890. 
 
 /Operating companies. 
 /Operated companies.. 
 
 29,805,686 
 1,401,783 
 
 3,568,554 
 942,954 
 
 19,376,166 
 5,807,434 
 
 
 68.63 
 
 31.37 
 
 
 
 
 
 
 Total .*. 
 
 31,207,469 
 
 4,511,508 
 
 25,183,600 
 
 
 
 
 
 
 
 
 
800 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XVII .—Summary of results for the years ending June 30,1904 to 1880—Passenger service. 
 
 Year ending June 30— 
 
 Revenue 
 per pas¬ 
 senger 
 per mile. 
 
 Average 
 revenue 
 from each 
 passenger 
 carried. 
 
 Revenue 
 per train 
 mile, pas¬ 
 senger 
 trains. 
 
 Passenger 
 earnings 
 per mile of 
 road. 
 
 Ratio of 
 passenger 
 to total 
 earnings. 
 
 1904. 
 
 Cents. 
 
 2.006 
 
 $0.61.746 
 . 60.720 
 
 $1.14.135 
 1.11.644 
 
 $2,570.33 
 2,525.83 
 2,399.97 
 2,218.70 
 2,067.17 
 1,927. 94 
 1,812.69 
 
 1,726. 40 
 
 Per cent. 
 27.42 
 
 1903. 
 
 2.006 
 
 26. 91 
 
 1902. 
 
 1.986 
 
 . 60.494 
 
 1.08.531 
 
 27.57 
 
 1901. 
 
 2.013 
 
 .57.941 
 
 1. 02. 721 
 
 27.02 
 
 1900. 
 
 2.003 
 
 .56.459 
 
 1. 01.075 
 
 26. 77 
 
 1899. 
 
 1.978 
 
 . 55.816 
 
 1.01.615 
 
 27.52 
 
 1898. 
 
 1.973 
 
 . 53.237 
 
 .97.419 
 
 26.83 
 
 1897. 
 
 2.022 
 
 .51.163 
 
 . 93.917 
 
 28.19 
 
 1896. 
 
 2.019 
 
 .52.078 
 
 . 98.591 
 
 R816.18 
 1,764.39 
 
 28.74 
 
 1895. 
 
 2.040 
 
 .49.486 
 
 .97.870 
 
 29.16 
 
 1894. 
 
 1.986 
 
 . 52.851 
 
 1.04.897 
 
 1. 961.58 
 2,120.53 
 2,103.74 
 2,064. 95 
 1,978.19 
 1,953.94 
 1, 920.38 
 1, 933.32 
 1,884.33 
 1,870.88 
 
 1.999.58 
 
 32.11 
 
 1893. 
 
 2.111 
 
 .51.116 
 
 1. 06.984 
 
 29.49 
 
 1892. 
 
 2.126 
 
 .51.205 
 
 1.06. 873 
 
 29.16 
 
 1891. 
 
 2.142 
 
 . 52. 067 
 
 1.06.111 
 
 30.37 
 
 1890. 
 
 2.167 
 
 .50.818 
 
 1. 08. 641 
 
 29. 41 
 
 1889. 
 
 2.239 
 
 1.09. 865 
 
 30.62 
 
 1888. 
 
 2. 069 
 
 
 1. 08.302 
 
 30.72 
 
 1887. 
 
 2.111 
 
 
 1.14.388 
 
 30.05 
 
 1886. 
 
 2.065 
 
 
 1.12.415 
 
 30.18 
 
 1885. 
 
 2.113 
 
 
 1.12. 757 
 
 30.71 
 
 1884. 
 
 2.217 
 
 
 1.21.600 
 
 31.11 
 
 1883. 
 
 2.390 
 
 
 1.31. 673 
 
 2; 053.54 
 2,103. 56 
 
 29.72 
 
 1882. 
 
 2. 218 
 
 
 1.37.397 
 
 30.00 
 
 1881. 
 
 2.251 
 
 
 1. 30.666 
 
 2; 017.46 
 1, 861. 46 
 
 27.91 
 
 1880. 
 
 2.510 
 
 . 53.458 
 
 1.18.215 
 
 28.15 
 
 
 XVIII .—Summary of results for the years ending June 30, 1904 to 1880—Freight sendee. 
 
 Year ending June 30— 
 
 Revenue 
 per ton 
 per mile. 
 
 Average 
 revenue 
 from each 
 ton of 
 freight 
 carried. 
 
 Revenue 
 per train 
 mile, 
 freight 
 trains. 
 
 Freight 
 earnings 
 per mile of 
 road. 
 
 Ratio of 
 freight 
 to total 
 earnings. 
 
 1904. 
 
 Cents. 
 
 0.780 
 
 $1. 07.251 
 
 $2.42.703 
 2.43. 967 
 
 $6,571. 76 
 
 6.629.78 
 6,113.58 
 5,804.08 
 5,466. 47 
 4,895.09 
 4,773. 46 
 4,239. 64 
 4,343.83 
 
 4.130.24 
 4,001.55 
 
 4.905.78 
 4, 946.16 
 4,587.53 
 4,588.82 
 
 4.428.25 
 4, 330.92 
 4, 500.07 
 4,359.88 
 4,222.18 
 
 Per cent. 
 70.05 
 
 1903. 
 
 .763 
 
 1.05.158 
 
 70.63 
 
 1902. 
 
 .757 
 
 1.03.219 
 
 2. 27. 093 
 
 70.21 
 
 1901. 
 
 .750 
 
 1.05.116 
 
 2.13.212 
 
 70.67 
 
 1900. 
 
 .729 
 
 . 99.373 
 
 2. 00.042 
 
 70.78 
 
 1899. 
 
 .724 
 
 .98.853 
 
 1. 79.035 
 
 69.88 
 
 1898. 
 
 .753 
 
 1.02.801 
 
 1.73.112 
 
 70.67 
 
 1897. 
 
 .798 
 
 1.06.712 
 
 1.65.358 
 
 69.26 
 68.73 
 
 68.27 
 
 1896. 
 
 .806 
 
 1.05.101 
 
 1.63.337 
 
 1895. 
 
 .839 
 
 1.07.463 
 
 1. 61.190 
 
 1894. 
 
 .860 
 
 1.11.938 
 
 1.55.744 
 
 65.49 
 
 1893. 
 
 .879 
 
 1.13. 426 
 
 1. 63. 018 
 
 68.23 
 
 1892. 
 
 .898 
 
 1.14.240 
 
 1.64.611 
 
 68.58 
 
 1891. 
 
 .918 
 
 1.15.052 
 
 1.63.683 
 
 67. 45 
 
 1890. 
 
 .927 
 
 1.08.781 
 
 1.65.434 
 
 68.23 
 
 1889. 
 
 .955 
 
 1.63.836 
 
 69.38 
 
 1888. 
 
 .944 
 
 
 1.57.269 
 
 69.28 
 
 1887. 
 
 .970 
 
 
 1.66.351 
 
 69.95 
 
 1886. 
 
 .980 
 
 
 1.66.310 
 
 69.82 
 
 1885. 
 
 1.000 
 
 
 1. 63.253 
 
 69.29 
 
 1884. 
 
 1.093 
 
 
 1.68.898 
 
 4,427.03 
 4,856. 59 
 4,907.80 
 5,211.16 
 4,740. 79 
 
 68.89 
 
 1883. 
 
 1.191 
 
 
 1.79.701 
 
 70.28 
 
 1882. 
 
 1.184 
 
 
 1.79.614 
 
 70.00 
 
 1881... 
 
 1.191 
 
 
 1.78.724 
 
 72.09 
 
 1880... 
 
 
 1.286 
 
 1.43.056 
 
 1.65.780 
 
 71.69 
 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 801 
 
 XIX.— Train revenue, train cost, and percentage of expenses to earnings for the years 
 
 ending June 30, 1904 to 1880. 
 
 Year ending June 30— 
 
 Revenue 
 per train 
 mile, all 
 trains. 
 
 Average 
 cost of 
 running a 
 train 1 
 mile, all 
 trains. 
 
 Percentage 
 of operat¬ 
 ing ex¬ 
 penses to 
 operating 
 income. 
 
 1904. 
 
 $1.93.960 
 1.91.380 
 
 Cents. 
 
 1.31.375 
 
 Per cent. 
 
 67 79 
 
 1903. 
 
 1.26.604 
 
 66.16 
 
 1902. 
 
 1.82.350 
 
 1.17.960 
 
 1901. 
 
 1.72.938 
 
 1.12.292 
 
 64.86 
 64.65 
 65 24 
 
 1900. 
 
 1.65.721 
 
 1.07.288 
 
 1899. 
 
 1.50.436 
 
 . 98.390 
 
 1898. 
 
 1.45.449 
 
 . 95. 635 
 
 65 58 
 
 1897. 
 
 1.38.194 
 
 .92.918 
 
 67.06 
 67.20 
 67.48 
 
 1896. 
 
 1. 39. 567 
 
 . 93.838 
 
 1895. 
 
 1.37.723 
 
 . 93.029 
 
 1894. 
 
 1.36. 958 
 
 . 93. 478 
 
 68 14 
 
 1893. 
 
 1.43.475 
 
 . 97.426 
 
 67. 82 
 66 67 
 
 1892. 
 
 1.44.649 
 
 . 96. 580 
 
 1891. 
 
 1. 43. 345 
 
 . 95. 707 
 
 66. 73 
 
 1890. 
 
 1.44.231 
 
 . 96.006 
 
 65.80 
 
 1889. 
 
 1.22.791 
 
 .81.408 
 
 66.30 
 
 1888. 
 
 1.19.453 
 
 . 81. 067 
 
 67. 86 
 
 1887. 
 
 1.27.116 
 
 . 80. 700 
 
 63.48 
 
 1886. 
 
 1.26.520 
 
 . 79. 386 
 
 62. 75 
 
 1885. 
 
 1.25.217 
 
 . 79.522 
 
 63. 51 
 
 1884. 
 
 1.30.835 
 
 .84.186 
 
 64.34 
 
 1883. 
 
 1.39. 677 
 
 . 86.438 
 
 61.88 
 
 1882. 
 
 1.43.176 
 
 . 88. 801 
 
 62.02 
 
 1881. 
 
 1.42.825 
 
 . 88.117 
 
 61. 70 
 
 1880. 
 
 1.49.121 
 
 . 90. 636 
 
 60. 78 
 
 
 XX .—Summary of railway accidents for the years ending June 30, 1904 to 1890—United 
 
 States. 
 
 Year. 
 
 Employees. 
 
 Passengers. 
 
 Other persons. 
 
 Total. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 1904 . 
 
 3,632 
 
 67,067 
 
 441 
 
 9,111 
 8,231 
 6,683 
 4,988 
 4,128 
 3,442 
 2,945 
 2,795 
 2,873 
 2,375 
 3,034 
 3,229 
 3,227 
 2,972 
 
 5,973 
 
 7,977 
 
 10,046 
 
 84,155 
 76,553 
 64,662 
 
 1903 . 
 
 3, 606 
 
 60' 481 
 
 355 
 
 5, 879 
 
 7', 841 
 
 9,840 
 
 1902 ... 
 
 2, 969 
 2,675 
 
 50,524 
 41,142 
 39,643 
 
 345 
 
 . 5,274 
 
 7,455 
 
 8,588 
 
 1901. 
 
 282 
 
 5; 498 
 
 7,209 
 
 8,455 
 
 53; 339 
 50,320 
 44,620 
 40,882 
 36, 731 
 38, 687 
 33,748 
 
 1900 . 
 
 2; 550 
 2,210 
 
 249 
 
 5,066 
 
 6; 549 
 
 6,255 
 
 6,176 
 
 7,865 
 
 1899 . 
 
 34, 923 
 31,761 
 27,667 
 29, 969 
 25,696 
 
 239 
 
 4', 674 
 4, 680 ‘ 
 
 7,123 
 
 1898 . 
 
 l’ 958 
 
 221 
 
 8, 859 
 
 1897 . 
 
 1 ,693 
 
 222 
 
 4; 522 
 4,406 
 
 6,269 
 
 6', 437 
 
 1896 . 
 
 1,861 
 
 181 
 
 5', 845 
 5,677 
 
 6,448 
 
 1895 . 
 
 1,811 
 1, 823 
 
 170 
 
 4' 155 
 
 6^ 136 
 
 1894 . 
 
 23', 422 
 31, 729 
 28,267 
 26,140 
 
 324 
 
 4; 300 
 4,320 
 4,217 
 
 5' 433 
 
 6,447 
 
 3i;889 
 40,393 
 36,652 
 33,881 
 29,027 
 
 1893 . 
 
 2'727 
 
 299 
 
 5 ' 435 
 
 7,346 
 
 7,147 
 
 1892 . 
 
 2, 554 
 2,660 
 
 376 
 
 5,158 
 
 1891. 
 
 293 
 
 4; 076 
 3,598 
 
 4; 769 
 4,206 
 
 7,029 
 
 1890 . 
 
 2, 451 
 
 22;396 
 
 286 
 
 2, 425 
 
 6,335 
 
 
 S. Doc. 244, 59-1-51 
 
 
802 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XXI .—Accidents to employees for the years ending June 30, 1904 to 1901 — United States. 
 
 A.—ACCIDENTS RESULTING FROM THE MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Trainmen. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling or uncoupling .... 
 
 269 
 
 3,506 
 
 211 
 
 3,023 
 
 141 
 
 2,475 
 
 163 
 
 2,377 
 
 Collisions. 
 
 363 
 
 3,041 
 
 458 
 
 3,195 
 
 360 
 
 2,345 
 
 298 
 
 1,688 
 
 Derailments. 
 
 250 
 
 1,296 
 
 190 
 
 1,331 
 
 174 
 
 1,005 
 
 166 
 
 820 
 
 Parting of trains. 
 
 26 
 
 561 
 
 20 
 
 450 
 
 20 
 
 388 
 
 20 
 
 392 
 
 Locomotives or cars break- 
 
 
 
 
 
 
 
 
 
 ing down. 
 
 18 
 
 244 
 
 34 
 
 238 
 
 16 
 
 163 
 
 24 
 
 163 
 
 Falling from trains, loco- 
 
 
 
 
 
 
 
 
 
 motives, or cars. 
 
 Jumping on or off trains, 
 
 457 
 
 4,757 
 
 440 
 
 4,191 
 
 371 
 
 3,821 
 
 376 
 
 3,147 
 
 
 
 
 
 
 locomotives, or cars. 
 
 116 
 
 3,926 
 
 101 
 
 3,133 
 
 78 
 
 2,681 
 
 65 
 
 1,983 
 
 Struck by trains, locomo- 
 
 
 
 
 
 
 
 tives, or cars. 
 
 357 
 
 920 
 
 367 
 
 824 
 
 256 
 
 739 
 
 255 
 
 574 
 
 Overhead obstructions. 
 
 75 
 
 840 
 
 82 
 
 656 
 
 78 
 
 664 
 
 48 
 
 457 
 
 Other causes. 
 
 183 
 
 10,184 
 
 167 
 
 8,635 
 
 180 
 
 7,222 
 
 122 
 
 5,114 
 
 Total. 
 
 2,114 
 
 29,275 
 
 2,070 
 
 25,676 
 
 1,674 
 
 21,503 
 
 1,537 
 
 16,715 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 killed. 
 
 120 
 
 123 
 
 135 
 
 136 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 9 
 
 
 10 
 
 
 10 
 
 
 13 
 
 Switch tenders, crossing tenders, and watchmen. 
 
 Kind of accident. 
 
 1904, 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling or uncoupling .... 
 
 23 
 
 420 
 
 57 
 
 416 
 
 17 
 
 285 
 
 25 
 
 284 
 
 Collisions. 
 
 11 
 
 92 
 
 14 
 
 64 
 
 7 
 
 42 
 
 5 
 
 45 
 
 Derailments. 
 
 9 
 
 46 
 
 3 
 
 73 
 
 5 
 
 28 
 
 6 
 
 36 
 
 Parting of trains. 
 
 2 
 
 11 
 
 
 29 
 
 
 10 
 
 1 
 
 10 
 
 Locomotives or cars break- 
 
 
 
 
 
 
 
 
 
 ing down. 
 
 
 1 
 
 1 
 
 19 
 
 2 
 
 8 
 
 2 
 
 7 
 
 Falling from trains, loco- 
 
 
 
 
 
 
 
 
 
 motives, or cars. 
 
 25 
 
 301 
 
 39 
 
 461 
 
 40 
 
 276 
 
 26 
 
 222 
 
 Jumping on or off trains, 
 
 
 
 
 
 
 
 
 
 locomotives, or cars. 
 
 14 
 
 278 
 
 15 
 
 279 
 
 12 
 
 203 
 
 11 
 
 144 
 
 Struck by trains, locomo- 
 
 
 
 
 
 
 
 
 
 tives, or cars. 
 
 116 
 
 229 
 
 130 
 
 210 
 
 93 
 
 159 
 
 79 
 
 145 
 
 Overhead obstructions. 
 
 3 
 
 52 
 
 5 
 
 55 
 
 4 
 
 29 
 
 3 
 
 19 
 
 Other causes.^ 
 
 26 
 
 640 
 
 19 
 
 746 
 
 20 
 
 403 
 
 17 
 
 278 
 
 Total. 
 
 229 
 
 2,070 
 
 283 
 
 2,352 
 
 200 
 
 1,443 
 
 175 
 
 1,190 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 killed. 
 
 202 
 
 177 
 
 252 
 
 272 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 22 
 
 
 21 
 
 
 35 
 
 
 40 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 803 
 
 XXI .—Accidents to employees for the years ending June 30, 1904 to 1901—United States — 
 
 Continued. 
 
 A.—ACCIDENTS RESULTING FROM THE MOVEMENT OF TRAINS, LOCOMOTIVES, OR 
 
 CARS—Continued. 
 
 Station men. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 • 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling or uncoupling .... 
 
 
 11 
 
 
 28 
 
 
 6 
 
 3 
 
 21 
 
 Collisions. 
 
 
 13 
 
 1 
 
 16 
 
 
 15 
 
 
 10 
 
 Derailments. 
 
 
 3 
 
 
 6 
 
 
 1 
 
 
 4 
 
 Parting of trains. 
 
 
 1 
 
 
 1 
 
 
 
 
 
 Locomotives or cars break- 
 
 
 
 
 
 
 
 
 
 ing down. 
 
 
 1 
 
 
 1 
 
 
 
 
 
 Falling from trains, loco- 
 
 
 
 
 
 
 
 
 
 motives, or cars. 
 
 1 
 
 36 
 
 8 
 
 31 
 
 2 
 
 32 
 
 4 
 
 25 
 
 Jumping on or off trains, 
 
 
 
 
 
 
 
 
 
 locomotives, or cars. 
 
 ‘2 
 
 37 
 
 5 
 
 32 
 
 3 
 
 22 
 
 5 
 
 28 
 
 Struck bv trains, locomo- 
 
 
 
 
 
 
 
 
 
 tives, or cars. 
 
 14 
 
 48 
 
 22 
 
 50 
 
 16 
 
 34 
 
 14 
 
 35 
 
 Overhead obstructions. 
 
 
 1 
 
 
 5 
 
 
 1 
 
 
 1 
 
 Other causes. 
 
 6 
 
 127 
 
 3 
 
 102 
 
 
 77 
 
 4 
 
 85 
 
 Total. 
 
 23 
 
 278 
 
 39 
 
 272 
 
 21 
 
 188 
 
 30 
 
 209 
 
 B.—ACCIDENTS ARISING FROM CAUSES OTHER THAN THO-^E RESULTING FROM THE 
 
 MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Station men. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Handling traffic. 
 
 2 
 
 2,026 
 
 6 
 
 2,070 
 
 5 
 
 1,723 
 
 7 
 
 1,352 
 
 Handling tools, machinery, 
 
 
 
 
 
 
 
 
 
 etc. 
 
 1 
 
 86 
 
 4 
 
 101 
 
 
 61 
 
 
 74 
 
 Handling supplies, etc. 
 
 
 85 
 
 1 
 
 195 
 
 1 
 
 67 
 
 4 
 
 59 
 
 Getting on or off locomo- 
 
 
 
 
 
 
 
 
 
 tives or cars at rest. *. 
 
 1 
 
 27 
 
 
 44 
 
 
 19 
 
 
 23 
 
 Other causes... 
 
 5 
 
 324 
 
 4 
 
 379 
 
 2 
 
 242 
 
 7 
 
 208 
 
 Total. 
 
 9 
 
 2,548 
 
 15 
 
 2,789 
 
 8 
 
 2,112 
 
 18 
 
 1,716 
 
 Number employed for one 
 
 
 
 
 
 
 
 
 
 killed. 
 
 4,841 
 
 2,882 
 
 4,790 
 
 2 
 
 649 
 
 Number employed for one 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 55 
 
 
 51 
 
 
 60 
 
 
 66 
 
 * 
 
804 
 
 DIGEST OF HEARINGS ON KAILWAY KATES. 
 
 XXI .—Accidents to employees for the years ending .Tune 30,1904 to 1901—United States — 
 
 Continued. 
 
 | A.—ACCIDENTS RESULTING FROM THE MOVEMENT OF TRAINS, LOCOMOTIVES, OR 
 
 CARS. 
 
 Shopmen. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 •Coupling or uncoupling_ 
 
 5 
 
 26 
 
 5 
 
 26 
 
 1 
 
 19 
 
 3 
 
 32 
 
 Collisions. 
 
 8 
 
 26 
 
 5 
 
 27 
 
 5 
 
 21 
 
 1 
 
 29 
 
 Derailments. 
 
 1 
 
 14 
 
 1 
 
 5 
 
 3 
 
 7 
 
 
 *> 
 
 Parting of trains. 
 
 
 1 
 
 
 3 
 
 
 1 
 
 
 
 Locomotives or cars break- 
 
 
 
 
 
 
 
 
 
 ing down. 
 
 
 3 
 
 
 6 
 
 
 2 
 
 
 4 
 
 Falling from trains, loco- 
 
 
 
 
 
 
 
 
 
 motives, or cars. 
 
 3 
 
 83 
 
 4 
 
 77 
 
 5 
 
 42 
 
 2 
 
 43 
 
 Jumping on or off trains, 
 
 
 
 
 
 
 
 
 
 locomotives, or cars. 
 
 2 
 
 51 
 
 10 
 
 65 
 
 6 
 
 41 
 
 7 
 
 63 
 
 Struck by trains, locomo- 
 
 
 
 
 
 
 
 
 
 tives, or cars. 
 
 57 
 
 163 
 
 46 
 
 138 
 
 52 
 
 99 
 
 33 
 
 89 
 
 Overhead obstructions. 
 
 
 4 
 
 
 8 
 
 
 4 
 
 2 
 
 2 
 
 Other causes. 
 
 11 
 
 291 
 
 12 
 
 266 
 
 14 
 
 217 
 
 17 
 
 157 
 
 Total. 
 
 87 
 
 662 
 
 83 
 
 621 
 
 86 
 
 453 
 
 65 
 
 421 
 
 B.—ACCIDENTS ARISING FROM CAUSES OTHER THAN THOSE RESULTING FROM THE 
 
 MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Shopmen. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Handling traffic. 
 
 
 71* 
 
 1 
 
 57 
 
 1 
 
 51 
 
 
 34 
 
 Handling tools, machinery, 
 
 
 
 
 
 
 
 
 etc . 
 
 28 
 
 8,307 
 
 19 
 
 7,329 
 
 15 
 
 5,403 
 
 17 
 
 5, 665 
 
 Handling supplies, etc. 
 
 6 
 
 1,954 
 
 3 
 
 1,680 
 
 3 
 
 1,495 
 
 2 
 
 1, 252 
 
 Getting on or off locomo- 
 
 
 
 
 
 
 
 
 
 tives or cars at rest. 
 
 
 441 
 
 4 
 
 385 
 
 2 
 
 •336 
 
 1 
 
 237 
 
 Other causes. 
 
 35 
 
 3,509 
 
 23 
 
 3,488 
 
 22 
 
 • 2,575 
 
 14 
 
 1,635 
 
 Total. 
 
 69 
 
 14,282 
 
 50 
 
 12,939 
 
 43 
 
 9,860 
 
 34 
 
 8,823 
 
 Number emploved for one 
 
 
 
 
 
 
 
 
 
 killed. 
 
 1 , 
 
 663 
 
 1 , 
 
 924 
 
 1,763 
 
 2,063 
 
 Number employed for one 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 17 
 
 
 19 
 
 
 22 
 
 
 22 
 
805 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 XXI .—Accidents to employees for the years ending June 30,1904 to 1901—United States — 
 
 Continued. 
 
 A.—ACCIDENTS RESULTING FROM THE MOVEMENT OF TRAINS, LOCOMOTIVES, OR 
 
 CARS. 
 
 Trackmen. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling or uncoupling .... 
 
 2 
 
 7 
 
 
 11 
 
 1 
 
 34 
 
 1 
 
 8 
 
 Collisions. 
 
 39 
 
 211 
 
 45 
 
 189 
 
 20 
 
 171 
 
 27 
 
 172 
 
 Derailments. 
 
 4 
 
 120 
 
 8 
 
 100 
 
 13 
 
 179 
 
 12 
 
 138 
 
 Parting of trains. 
 
 1 
 
 16 
 
 1 
 
 15 
 
 1 
 
 12 
 
 1 
 
 9 
 
 Locomotives or cars break¬ 
 ing down. 
 
 2 
 
 14 
 
 5 
 
 6 
 
 3 
 
 15 
 
 1 
 
 10 
 
 Falling from trains, loco¬ 
 motives. or cars.. 
 
 37 
 
 213 
 
 39 
 
 234 
 
 38 
 
 293 
 
 24 
 
 225 
 
 Jumping on or off trains, 
 
 locomotives, or cars. 
 
 Struck by trains, locomo¬ 
 tives, of cars. 
 
 Overhead obstructions. 
 
 30 
 
 181 
 
 35 
 
 222 
 
 25 
 
 215 
 
 27 
 
 203 
 
 452 
 
 585 
 
 407 
 
 482 
 
 368 
 
 418 
 
 292 
 
 376 
 
 1 
 
 4 
 
 7 
 
 18 
 
 
 16 
 
 1 
 
 12 
 
 Other causes. 
 
 25 
 
 538 
 
 21 
 
 518 
 
 25 
 
 481 
 
 18 
 
 275 
 
 Total. 
 
 593 
 
 1,889 
 
 568 
 
 1,795 
 
 494 
 
 1.834 
 
 404 
 
 1,428 
 
 B.—ACCIDENTS ARISING FROM CAUSES OTHER THAN THOSE RESULTING FROM THE 
 
 MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Trackmen. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Handling traffic. 
 
 5 
 
 101 
 
 
 110 
 
 1 
 
 50 
 
 2 
 
 56 
 
 Handling tools, machinery, 
 
 
 
 
 
 
 
 
 
 etc. 
 
 3 
 
 1,813 
 
 9 
 
 1,614 
 
 9 
 
 1,517 
 
 5 
 
 1,212 
 
 Handling supplies, etc. 
 
 5 
 
 2,944 
 
 7 
 
 2,480 
 
 3 
 
 2,297 
 
 4 
 
 1,972 
 
 Getting on or off locomo- 
 
 
 
 
 
 
 
 
 
 tives or cars at rest. 
 
 3 
 
 83 
 
 
 84 
 
 
 85 
 
 2 
 
 86 
 
 Other causes. 
 
 49 
 
 2,213 
 
 31 
 
 1,987 
 
 30 
 
 1,980 
 
 41 
 
 1,500 
 
 Total. 
 
 65 
 
 7,154 
 
 47 
 
 6,275 
 
 43 
 
 5,929 
 
 54 
 
 4,826 
 
 Number employed for one 
 
 
 
 
 
 
 
 
 
 killed. 
 
 496 
 
 549 
 
 590 
 
 596 
 
 Number employed for one 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 36 
 
 
 42 
 
 
 41 
 
 
 44 
 
806 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XXI. — Accidents to employees for the years ending June 30, 1904 to 1901 — United States — 
 
 Continued. 
 
 A.—ACCIDENTS RESULTING FROM THE MOVEMENT OF TRAINS. LOCOMOTIVES, OR CARS. 
 
 Telegraph employees. 
 
 Kind of accident. 
 
 Coupling or uncoupling 
 
 Collisions. 
 
 .Derailments. 
 
 Parting of trains. 
 
 Locomotives or cars break¬ 
 ing down. 
 
 Falling from trains, loco¬ 
 motives, or cars. 
 
 Jumping on or off trains, 
 
 locomotives, or cars. 
 
 Struck by trains, locomo¬ 
 tives, or cars.. 
 
 Overhead obstructions. 
 
 Other causes. 
 
 Total. 
 
 Number employed for one 
 
 killed.. 
 
 Number emyloyed for one 
 injured. 
 
 1904. 
 
 Killed. Injured. 
 
 13 
 
 6 
 
 9 
 
 12 
 
 16 
 
 1 
 
 58 
 
 115 
 
 2,340 
 265 
 
 1903. 
 
 Killed. Injured. 
 
 1 
 
 10 
 
 14 
 
 2,213 
 
 378 
 
 1902. 
 
 Killed. Injured. 
 
 10 
 
 14 
 
 19 
 
 2 
 
 32 
 
 82 
 
 1 
 
 2 
 
 12 
 
 15 
 
 8 
 
 10 
 
 1 
 
 10 
 
 11 
 
 12 
 
 1 
 
 33 
 
 86 
 
 1,883 
 
 328 
 
 1901. 
 
 Killed. Injured. 
 
 11 
 
 2,419 
 
 370 
 
 5 
 
 4 
 
 7 
 
 6 
 
 11 
 
 30 
 
 72 
 
 Kind of accident. 
 
 Other employees. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling or uncoupling .... 
 
 8 
 
 49 
 
 7 
 
 47 - 
 
 7 
 
 45 
 
 3 
 
 46 
 
 Collisions. 
 
 25 
 
 305 
 
 50 
 
 279 
 
 32 
 
 157 
 
 15 
 
 140 
 
 Derailments. 
 
 12 
 
 149 
 
 16 
 
 117 
 
 14 
 
 71 
 
 3 
 
 62 
 
 Parting of trains. 
 
 
 8 
 
 1 
 
 7 
 
 2 
 
 7 
 
 
 14 
 
 Locomotives or cars break- 
 
 
 
 
 
 
 
 
 
 ing down... 
 
 3 
 
 2 
 
 
 4 . 
 
 
 3 
 
 2 
 
 9 
 
 Falling from trains, loco- 
 
 
 
 
 
 
 
 
 
 motives, or cars. 
 
 33 
 
 229 
 
 21 
 
 184 
 
 34 
 
 193 
 
 31 
 
 152 
 
 Jumping on or off trains, 
 
 
 
 
 
 
 
 
 
 locomotives, or cars. 
 
 26 
 
 225 
 
 31 
 
 175 
 
 14 
 
 163 
 
 20 
 
 123 
 
 Struck by trains, locomo- 
 
 
 
 
 
 
 
 
 
 tives, or cars. 
 
 201 
 
 299 
 
 169 
 
 255 i 
 
 129 
 
 238 
 
 143 
 
 201 
 
 Overhead obstructions. 
 
 3 
 
 17 
 
 2 
 
 9 t 
 
 1 
 
 14 
 
 2 
 
 18 
 
 Other causes. 
 
 46 
 
 841 
 
 54 
 
 945 : 
 
 59 
 
 917 
 
 52 
 
 719 
 
 Total. 
 
 357 
 
 2,124 
 
 351 
 
 2,022 
 
 292 
 
 1,808 
 
 271 
 
 1,484 
 
 B.—ACCIDENTS ARISING FROM CAUSES OTHER THAN THOSE RESULTING FROM THE 
 
 MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Other employees. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Handling traffic. 
 
 3 
 
 691 
 
 5 
 
 683 
 
 4 
 
 586 
 
 3 
 
 717 
 
 Handling tools, machinery, 
 
 
 
 
 
 
 
 
 
 etc. 
 
 11 
 
 1,090 
 
 11 
 
 812 
 
 6 
 
 830 
 
 13 
 
 786 
 
 Handling supplies, etc. 
 
 3 
 
 992 
 
 4 
 
 731 
 
 8 
 
 786 
 
 4 
 
 662 
 
 Getting on or off locomo- 
 
 
 
 
 
 
 
 
 
 tives or cars at rest.. 
 
 3 
 
 352 
 
 3 
 
 367 
 
 
 260 
 
 
 239 
 
 Other causes. 
 
 53 
 
 3,545 
 
 63 
 
 3,065 
 
 75 
 
 2,846 
 
 56 
 
 1,854 
 
 Total. 
 
 73 
 
 6,670 
 
 86 
 
 5,658 
 
 93 
 
 5,308 
 
 76 
 
 4,258 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 killed. 
 
 522 
 
 523 
 
 525 
 
 
 529 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 26 
 
 
 30 
 
 
 28 
 
 
 32 
 
DIGEST OF HE AKIN GS OH RAILWAY RATES 
 
 807 
 
 XXI .—Accidents to employees for the years ending June 30, 1900 to 1890—United States — 
 
 Continued. 
 
 TRAINMEN. 
 
 A.—ACCIDENTS RESULTING FROM THE MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Total employees. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling or uncoupling .... 
 
 307 
 
 4,019 
 
 281 
 
 3,551 
 
 167 
 
 2,864 
 2, 759 
 
 198 
 
 2,768 
 
 Collisions. 
 
 447 
 
 3,693 
 
 574 
 
 3,772 • 
 
 424 
 
 348 
 
 2,089 
 
 Derailments. 
 
 276 
 
 1,636 
 
 219 
 
 1,634 
 
 506 
 
 209 
 
 1,301 
 
 187 
 
 1,066 
 
 Parting of trains. 
 
 Locomotives or cars break- 
 
 29 
 
 598 
 
 22 
 
 23 
 
 418 
 
 22 
 
 425 
 
 ing down. 
 
 Falling from trains, loco- 
 
 23 
 
 271 
 
 40 
 
 274 
 
 21 
 
 192 
 
 29 
 
 193 
 
 motives, or cars. 
 
 Jumping on or off trains, 
 
 557 
 
 5,628 
 
 551 
 
 5,188 
 
 491 
 
 4,667 
 
 463 
 
 3,821 
 
 locomotives, or cars. 
 
 Struck bv trains, locomo- 
 
 191 
 
 4,710 
 
 198 
 
 3, 920 
 
 140 
 
 3, 336 
 
 136 
 
 2,550 
 
 tives, or cars. 
 
 1,206 
 
 2,260 
 
 1,151 
 
 1,978 
 
 926 
 
 1,699 
 
 824 
 
 1,431 
 
 Overhead obstructions. 
 
 '82 
 
 919 
 
 96 
 
 753 
 
 83 
 
 729 
 
 56 
 
 509 
 
 Other causes. 
 
 298 
 
 12,679 
 
 276 
 
 11,244 
 
 298 
 
 9,350 
 
 230 
 
 6,667 
 
 Total. 
 
 3,416 
 
 36, 413 
 
 3,408 
 
 32,820 
 
 2,782 
 
 27,315 
 
 2,493 
 
 21,519 
 
 B.—ACCIDENTS ARISING FROM CAUSES OTHER THAN THOSE RESULTING FROM THE 
 
 MOVEMENT OF TRAINS, LOCOMOTIVES, OR CARS. 
 
 Total employees. 
 
 Kind of accident. 
 
 1904. 
 
 1903. 
 
 1902. 
 
 1901. 
 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Handling traffic. 
 
 10 
 
 2,889 
 
 12 
 
 2,920 
 
 11 
 
 2,410 
 
 12 
 
 2,159 
 
 Handling tools, machinery, 
 
 
 
 
 
 
 etc. 
 
 43 
 
 11,296 
 
 43 
 
 9,856 
 
 30 
 
 7,811 
 
 35 
 
 7,737 
 
 Handling supplies, etc. 
 
 14 
 
 5,975 
 
 15 
 
 5,086 
 
 15 
 
 4,645 
 
 14 
 
 3,945 
 
 Getting on or off locomo- 
 
 
 
 
 
 
 
 
 tives or cars at rest. 
 
 7 
 
 903 
 
 7 
 
 880 
 
 2 
 
 700 
 
 3 
 
 585 
 
 Other causes. 
 
 142 
 
 9,591 
 
 121 
 
 8,919 
 
 129 
 
 7,643 
 
 118 
 
 5,197 
 
 Total. 
 
 216 
 
 30,654 
 
 198 
 
 27,661 
 
 187 
 
 23,209 
 
 182 
 
 19, 623 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 killed. 
 
 357 
 
 364 
 
 401 
 
 400 
 
 Number employed for 1 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 19 
 
 
 22 
 
 
 24 
 
 
 26 
 
808 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 NXI .—Accidents to employees for the years ending June 30, 1900 to 1890 — United States — 
 
 Continued. 
 
 TRAINMEN—Continued. 
 
 
 1900. 
 
 1899. 
 
 1898. 
 
 1897. 
 
 1896. 
 
 Kind of accident. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling ... 
 
 188 
 
 3,803 
 
 180 
 
 5,055 
 
 182 
 
 5,290 
 
 147 
 
 4,698 
 
 157 
 
 6 ,457 
 
 Falling from trains and en- 
 
 
 
 
 
 
 
 
 
 
 
 gines. 
 
 412 
 
 3,359 
 
 337 
 
 3,053 
 
 356 
 
 2,979 
 
 325 
 
 2,726 
 
 373 
 
 3,115 
 
 Overhead obstructions. 
 
 47 
 
 373 
 
 39 
 
 349 
 
 46 
 
 335 
 
 35 
 
 307 
 
 57 
 
 304 
 
 Collisions. 
 
 224 
 
 1,248 
 
 155 
 
 1,113 
 
 142 
 
 829 
 
 126 
 
 754 
 
 146 
 
 789 
 
 Derailments. 
 
 156 
 
 619 
 
 125 
 
 600 
 
 120 
 
 538 
 
 124 
 
 573 
 
 95 
 
 518 
 
 Other train accidents. 
 
 65 
 
 599 
 
 35 
 
 468 
 
 42 
 
 422 
 
 29 
 
 372 
 
 37 
 
 405 
 
 At highway crossings. 
 
 1 
 
 12 
 
 
 5 
 
 1 
 
 8 
 
 1 
 
 6 
 
 4 
 
 91 
 
 At stations. 
 
 37 
 
 712 
 
 24 
 
 612 
 
 21 
 
 6/2 
 
 22 
 
 548 
 
 34 
 
 542 
 
 Other causes. 
 
 266 
 
 6,846 
 
 260 
 
 5,408 
 
 231 
 
 4,572 
 
 167 
 
 3,811 
 
 170 
 
 3,715 
 
 Total. 
 
 1,396 
 
 17,571 
 
 1,155 
 
 16,663 
 
 1,141 
 
 15,645 
 
 976 
 
 13,795 
 
 CO 
 
 b 
 
 o 
 
 T— 1 
 
 15,936 
 
 Number employed for one 
 killed.*.. 
 
 137 
 
 155 
 
 150 
 
 165 
 
 152 
 
 Number employed for one 
 
 
 
 
 
 
 
 
 
 
 
 injured. 
 
 
 11 
 
 
 11 
 
 
 ii 
 
 
 12 
 
 
 10 
 
 
 1895. 
 
 1894. 
 
 1893. 
 
 1892. 
 
 1891. 
 
 1890. 
 
 Kind of accident. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 r d 
 
 0 ) 
 
 •rH 
 
 Inj ured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and un¬ 
 coupling . 
 
 189 
 
 6,077 
 
 181 
 
 5,539 
 
 310 
 
 8 ,753 
 
 253 
 
 7,766 
 
 288 
 
 7,155 
 
 265 
 
 6,073 
 
 Falling from trains 
 
 
 
 
 
 
 
 
 and engines. 
 
 343 
 
 2,543 
 
 344 
 
 2,203 
 
 507 
 
 2,984 
 
 485 
 
 2,540 
 
 467 
 
 2,494 
 
 456 
 
 1,838 
 
 Overhead obstruc- 
 
 
 
 
 
 
 
 
 
 tions. 
 
 42 
 
 294 
 
 44 
 
 353 
 
 66 
 
 396 
 
 75 
 
 353 
 
 72 
 
 357 
 
 81 
 
 313 
 
 Collisions. 
 
 104 
 
 742 
 
 101 
 
 688 
 
 189 
 
 1,260 
 
 704 
 
 221 
 
 1,103 
 
 230 
 
 1,189 
 
 197 
 
 866 
 
 Derailments. 
 
 116 
 
 548 
 
 90 
 
 502 
 
 130 
 
 115 
 
 612 
 
 168 
 
 686 
 
 121 
 
 572 
 
 Other train acci- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 dents. 
 
 32 
 
 374 
 
 63 
 
 382 
 
 90 
 
 515 
 
 59 
 
 314 
 
 40 
 
 268 
 
 69 
 
 574 
 
 At highway cross- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 ings. 
 
 2 
 
 12 
 
 
 11 
 
 4 
 
 12 
 
 5 
 
 12 
 
 O 
 
 15 
 
 D 
 
 20 
 
 At stations. 
 
 30 
 
 499 
 
 27 
 
 373 
 
 34 
 
 404 
 
 25 
 
 409 
 
 32 
 
 450 
 
 35 
 
 298 
 
 Other causes. 
 
 159 
 
 3,659 
 
 179 
 
 3,051 
 
 237 
 
 3,849 
 
 265 
 
 3,412 
 
 233 
 
 2,807 
 
 230 
 
 2,618 
 
 Total. 
 
 1,017 
 
 14,748 
 
 1,029 
 
 13,102 
 
 1,567 
 
 18,877 
 
 1,503 
 
 16,521 
 
 1,533 
 
 15,421 
 
 1,459 
 
 13,172 
 
 Number employed 
 for 1 killed. 
 
 155 
 
 156 
 
 115 
 
 113 
 
 104 
 
 105 
 
 Number employed 
 
 
 
 
 
 
 
 
 
 
 
 
 
 for 1 injured. 
 
 
 11 
 
 
 12 
 
 
 10 
 
 
 10 
 
 - 1 - 
 
 10 
 
 
 12 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 809 
 
 XXI .—Accidents to employees for the years ending June SO, 1900 to 1890 — United States — 
 
 Continued. 
 
 SWITCH TENDERS, CROSSING TENDERS, AND WATCHMEN. 
 
 
 1900. 
 
 1899. 
 
 1898. 
 
 1897. 
 
 1896. 
 
 Kind of accident. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling ... 
 Falling from trains and en- 
 
 77 
 
 1,264 
 
 74 
 
 1,533 
 
 90 
 
 1,486 
 
 58 
 
 1,325 
 
 58 
 
 1,686 
 
 gines. 
 
 45 
 
 501 
 
 60 
 
 377 
 
 50 
 
 359 
 
 32 
 
 357 
 
 42 
 
 330 
 
 Overhead obstructions. 
 
 3 
 
 45 
 
 3 
 
 49 
 
 3 
 
 37 
 
 5 
 
 15 
 
 2 
 
 33 
 
 Collisions. 
 
 8 
 
 87 
 
 11 
 
 70 
 
 9 
 
 36 
 
 7 
 
 33 
 
 2 
 
 37 
 
 Derailments. 
 
 3 
 
 54 
 
 3 
 
 45 
 
 4 
 
 33 
 
 4 
 
 41 
 
 8 
 
 36 
 
 Other train accidents. 
 
 3 
 
 72 
 
 4 
 
 31 
 
 2 
 
 26 
 
 5 
 
 28 
 
 3 
 
 28 
 
 At highway crossings. 
 
 9 
 
 13 
 
 10 
 
 12 
 
 16 
 
 32 
 
 13 
 
 20 
 
 10 
 
 20 
 
 At stations. 
 
 17 
 
 148 
 
 8 
 
 115 
 
 4 
 
 88 
 
 6 
 
 62 
 
 15 
 
 81 
 
 Other causes. 
 
 107 
 
 876 
 
 100 
 
 760 
 
 64 
 
 580 
 
 71 
 
 542 
 
 70 
 
 500 
 
 Total. 
 
 272 
 
 3,060 
 
 273 
 
 2,992 
 
 242 
 
 2,677 
 
 201 
 
 2,423 
 
 210 
 
 2,751 
 
 Number employed for 1 killed 
 Number employed for 1 in- 
 
 187 
 
 178 
 
 195 
 
 218 
 
 211 
 
 jured. 
 
 
 17 
 
 
 16 
 
 
 18 
 
 
 18 
 
 
 16 
 
 Kind of accident. 
 
 1895. 
 
 1894. 
 
 1893. 
 
 1892. 
 
 1891. 
 
 1890. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling ... 
 
 90 
 
 1,826 
 
 63 
 
 1,492 
 
 109 
 
 2,290 
 
 115 
 
 2,252 
 
 ill 
 
 2,044 
 
 75 
 
 1,528 
 
 Falling from trains and en- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 gines. 
 
 49 
 
 363 
 
 42 
 
 274 
 
 50 
 
 321 
 
 45 
 
 342 
 
 55 
 
 300 
 
 32 
 
 213 
 
 Overhead obstructions. 
 
 1 
 
 27 
 
 4 
 
 31 
 
 3 
 
 36 
 
 1 
 
 25 
 
 3 
 
 25 
 
 3 
 
 18 
 
 Collisions. 
 
 3 
 
 45 
 
 5 
 
 25 
 
 8 
 
 43 
 
 9 
 
 46 
 
 5 
 
 55 
 
 3 
 
 22 
 
 Derailments. 
 
 1 
 
 38 
 
 4 
 
 30 
 
 6 
 
 36 
 
 6 
 
 34 
 
 6 
 
 47 
 
 2 
 
 30 
 
 Other train accidents. 
 
 3 
 
 9 
 
 3 
 
 18 
 
 9 
 
 28 
 
 4 
 
 12 
 
 2 
 
 11 
 
 16 
 
 60 
 
 At highway crossings. 
 
 11 
 
 18 
 
 9 
 
 12 
 
 13 
 
 15 
 
 10 
 
 19 
 
 11 
 
 19 
 
 13 
 
 7 
 
 At stations. 
 
 17 
 
 86 
 
 14 
 
 59 
 
 14 
 
 45 
 
 17 
 
 78 
 
 17 
 
 79 
 
 15 
 
 43 
 
 Other causes. 
 
 73 
 
 521 
 
 72 
 
 380 
 
 95 
 
 490 
 
 87 
 
 446 
 
 91 
 
 439 
 
 75 
 
 386 
 
 Total. 
 
 248 
 
 2,933 
 
 216 
 
 2,321 
 
 307 
 
 3,304 
 
 294 
 
 3,254 
 
 301 
 
 3,019 
 
 234 
 
 2,307 
 
 Number employed for 1 killed 
 
 
 174 
 
 
 205 
 
 150 
 
 146 
 
 134 
 
 161 
 
 Number employed for 1 in- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 jured.. 
 
 
 15 
 
 
 19 
 
 
 14 
 
 
 13 
 
 
 13 
 
 
 16 
 
810 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 XXI .—Accidents to employes for the years ending June 30, 1904 to 1901 — United States — 
 
 Continued. 
 
 OTHER EMPLOYEES. 
 
 
 1900. 
 
 1899. 
 
 1898. 
 
 1897 
 
 1896. 
 
 Kind of accident. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling.... 
 Falling from trains and en- 
 
 17 
 
 162 
 
 6 
 
 177 
 
 7 
 
 212 
 
 9 
 
 260 
 
 14 
 
 314 
 
 gines. 
 
 72 
 
 565 
 
 62 
 
 540 
 
 67 
 
 521 
 
 51 
 
 544 
 
 57 
 
 453 
 
 Overhead obstructions. 
 
 6 
 
 18 
 
 3 
 
 28 
 
 2 
 
 25 
 
 2 
 
 53 
 
 4 
 
 21 
 
 Collisions. 
 
 32 
 
 241 
 
 21 
 
 185 
 
 29 
 
 206 
 
 31 
 
 156 
 
 30 
 
 221 
 
 Derailments. 
 
 38 
 
 201 
 
 19 
 
 140 
 
 9 
 
 161 
 
 11 
 
 95 
 
 14 
 
 105 
 
 Other train accidents. 
 
 10 
 
 164 
 
 6 
 
 79 
 
 9 
 
 42 
 
 12 
 
 62 
 
 13 
 
 53 
 
 At highway crossings. 
 
 10 
 
 28 
 
 9 
 
 21 
 
 4 
 
 8 
 
 9 
 
 7 
 
 10 
 
 49 
 
 At stations. 
 
 59 
 
 1,710 
 
 51 
 
 1,412 
 
 29 
 
 1,197 
 
 33 
 
 778 
 
 43 
 
 848 
 
 Other causes. 
 
 638 
 
 15,920 
 
 605 
 
 12,686 
 
 419 
 
 11,067 
 
 358 
 
 9,494 
 
 393 
 
 9,218 
 
 Total. 
 
 882 
 
 19,012 
 
 782 
 
 15,268 
 
 575 
 
 13,439 
 
 516 
 
 11,449 
 
 578 
 
 11,282 
 
 Number employed for 1 killed 
 Number employed for 1 iu- 
 
 879 
 
 884 
 
 1 
 
 ,142 
 
 1 
 
 ,198 
 
 1,072 
 
 jured. 
 
 
 41 
 
 
 45 
 
 
 49 
 
 
 54 
 
 
 55 
 
 Kind of accident. 
 
 1895. 
 
 1894. 
 
 1893. 
 
 1892. 
 
 1891. 
 
 1890. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 , 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling ... 
 
 12 
 
 234 
 
 7 
 
 209 
 
 14 
 
 234 
 
 10 
 
 301 
 
 16 
 
 232 
 
 29 
 
 241 
 
 Falling from trains and en- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 gines. 
 
 60 
 
 391 
 
 53 
 
 392 
 
 87 
 
 475 
 
 81 
 
 362 
 
 76 
 
 397 
 
 73 
 
 312 
 
 Overhead obstructions. 
 
 9 
 
 22 
 
 2 
 
 23 
 
 4 
 
 12 
 
 4 
 
 22 
 
 3 
 
 30 
 
 5 
 
 14 
 
 Collisions. 
 
 27 
 
 221 
 
 39 
 
 181 
 
 50 
 
 188 
 
 56 
 
 209 
 
 68 
 
 306 
 
 35 
 
 146 
 
 Derailments. 
 
 15 
 
 115 
 
 14 
 
 116 
 
 17 
 
 127 
 
 24 
 
 189 
 
 32 
 
 186 
 
 27 
 
 121 
 
 Other train accidents. 
 
 7 
 
 51 
 
 19 
 
 70 
 
 26 
 
 107 
 
 21 
 
 52 
 
 15 
 
 40 
 
 61 
 
 197 
 
 At highway crossings. 
 
 4 
 
 27 
 
 7 
 
 23 
 
 15 
 
 16 
 
 11 
 
 18 
 
 6 
 
 16 
 
 4 
 
 7 
 
 At stations. 
 
 45 
 
 745 
 
 52 
 
 668 
 
 69 
 
 809 
 
 67 
 
 908 
 
 78 
 
 898 
 
 48 
 
 399 
 
 Other causes. 
 
 367 
 
 6,209 
 
 385 
 
 6,317 
 
 571 
 
 7,580 
 
 483 
 
 6,431 
 
 532 
 
 5,595 
 
 449 
 
 5,244 
 
 Total. 
 
 546 
 
 8,015 
 
 578 
 
 7,999 
 
 853 
 
 9,548 
 
 757 
 
 8,492 
 
 826 
 
 7,700 
 
 731 
 
 6,681 
 
 Number employed for 1 killed 
 
 1,070 
 
 995 
 
 760 
 
 804 
 
 
 707 
 
 764 
 
 Number employed for 1 in- 
 
 
 
 
 
 
 
 
 
 
 
 
 
 jured . 
 
 
 73 
 
 
 72 
 
 
 68 
 
 
 72 
 
 
 76 
 
 
 84 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 811 
 
 XXI.— Accidents to employees for the years ending June 30,1900 to 1890—United States — 
 
 Continued. 
 
 ALL EMPLOYEES. 
 
 Kind of accident. 
 
 1900. 
 
 1899. 
 
 1898. 
 
 1897. 
 
 1896. 
 
 Killed. 
 
 Injured.) 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling ... 
 
 282 
 
 5,229 
 
 260 
 
 6,765 
 
 279 
 
 6,988 
 
 214 
 
 6,283 
 
 229 
 
 8,457 
 
 Falling from trains and en- 
 
 
 
 
 
 
 
 
 
 
 
 gines. 
 
 529 
 
 4,425 
 
 459 
 
 3,970 
 
 473 
 
 3,859 
 
 408 
 
 3,627 
 
 472 
 
 3,898 
 
 Overhead obstructions. 
 
 56 
 
 436 
 
 45 
 
 426 
 
 51 
 
 397 
 
 42 
 
 375 
 
 63 
 
 358 
 
 Collisions. 
 
 264 
 
 1,576 
 
 187 
 
 1,368 
 
 180 
 
 1,071 
 
 164 
 
 943 
 
 178 
 
 1,047 
 
 Derailments. 
 
 197 
 
 877 
 
 147 
 
 785 
 
 133 
 
 732 
 
 139 
 
 709 
 
 117 
 
 659 
 
 Other train accidents. 
 
 78 
 
 835 
 
 45 
 
 578 
 
 53 
 
 490 
 
 46 
 
 462 
 
 53 
 
 486 
 
 At highway crossings. 
 
 20 
 
 53 
 
 19 
 
 38 
 
 21 
 
 48 
 
 23 
 
 33 
 
 24 
 
 160 
 
 At stations. 
 
 113 
 
 2,570 
 
 83 
 
 2,139 
 
 54 
 
 1,957 
 
 61 
 
 1,388 
 
 92 
 
 1,471 
 
 Other causes. 
 
 1,011 
 
 23,642 
 
 965 
 
 18,854 
 
 714 
 
 16,219 
 
 596 
 
 13,847 
 
 633 
 
 13,433 
 
 Total. 
 
 2,550 
 
 39, 643 
 
 2,210 
 
 34,923 
 
 1,958 
 
 31,761 
 
 1,693 
 
 27,667 
 
 1,861 
 
 29,969 
 
 Number employed for 1 killed 
 
 399 
 
 420 
 
 447 
 
 486 
 
 444 
 
 Number employed for 1 in- 
 
 
 
 
 
 
 
 
 
 
 
 jured. 
 
 
 26 
 
 
 27 
 
 
 28 
 
 
 30 
 
 
 28 
 
 
 1895. 
 
 1894. 
 
 1893. 
 
 1892. 
 
 1891. 
 
 1890. 
 
 Kind of accident. 
 
 Killed. 
 
 f 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Killed. 
 
 Injured. 
 
 Coupling and uncoupling. 
 
 291 
 
 8,137 
 
 251 
 
 7,240 
 
 433 
 
 11,277 
 
 378 
 
 10,319 
 
 415 
 
 9,431 
 
 369 
 
 7,842 
 
 Falling from trains and 
 engines. 
 
 452 
 
 3,297 
 
 439 
 
 2,869 
 
 644 
 
 3,780 
 
 611 
 
 3,244 
 
 598 
 
 3,191 
 
 561 
 
 2,363 
 
 Overhead obstructions.... 
 
 52 
 
 343 
 
 50 
 
 407 
 
 73 
 
 444 
 
 80 
 
 400 
 
 78 
 
 412 
 
 89 
 
 345 
 
 Collisions. 
 
 134 
 
 1,008 
 
 145 
 
 894 
 
 247 
 
 1,491 
 
 286 
 
 1,358 
 
 303 
 
 1,550 
 
 235 
 
 1,034 
 
 Derailments. 
 
 132 
 
 701 
 
 108 
 
 648 
 
 153 
 
 867 
 
 145 
 
 835 
 
 206 
 
 919 
 
 150 
 
 723 
 
 Other train accidents. 
 
 42 
 
 434 
 
 85 
 
 470 
 
 125 
 
 650 
 
 84 
 
 378 
 
 57 
 
 319 
 
 146 
 
 831 
 
 At high wav crossings. 
 
 17 
 
 57 
 
 16 
 
 46 
 
 32 
 
 43 
 
 26 
 
 49 
 
 20 
 
 50 
 
 22 
 
 34 
 
 At stations. 
 
 92 
 
 1,330 
 
 93 
 
 1,100 
 
 117 
 
 1,258 
 
 109 
 
 1,395 
 
 127 
 
 1,427 
 
 98 
 
 740 
 
 Other causes. 
 
 599 
 
 10,389 
 
 636 
 
 9,748 
 
 903 
 
 11,919 
 
 835 
 
 10,289 
 
 856 
 
 8 , 841 
 
 754 
 
 8,248 
 
 Total. 
 
 1,811 
 
 25,696 
 
 1,823 
 
 23,422 
 
 2,727 
 
 31,729 
 
 2,554 
 
 28,267 
 
 2,660 
 
 26,140 
 
 «2,451 
 
 622,396 
 
 Number employed for 1 
 killed.",. 
 
 433 
 
 428 
 
 320 
 
 322 
 
 296 
 
 306 
 
 Number employed for 1 
 injured.. 
 
 
 • 
 
 31 
 
 • 
 
 33 
 
 
 28 
 
 - 
 
 29 
 
 30 
 
 
 33 
 
 a Includes 27 unclassified. 
 b Ineludesd236 unclassified. 
 
 O 
 
59tii Congress, 
 
 1st Session. 
 
 SENATE. 
 
 Doc. No. 244, 
 
 Part 2. 
 
 REGULATION OF RAILWAY RATES. 
 
 DIGEST OF THE HEARINGS 
 
 BEFORE 
 
 THE COMMITTEE ON INTERSTATE COMMERCE, 
 SENATE OF THE UNITED STATES, 
 
 HELD FKOM DECEMBER 16, 1904, TO MAY 23, 1905, 
 
 INCLUSIVE, 
 
 TOGETHER WITH CERTAIN DATA 
 IN RESPONSE TO A LETTER OF INSTRUCTIONS OF 
 THE CHAIRMAN OF THE COMMITTEE, 
 
 DATED JULY 3, 1905. 
 
 COMPILED BY ORDER OF THE COMMITTEE 
 
 BY 
 
 HENRY C. ADAMS, 
 
 STATISTICIAN TO THE UNITED STATES INTERSTATE COMMERCE COMMISSION, 
 
 AND 
 
 H. T. NEWCOMB. 
 
 APPENDIX IX. 
 
 PRUSSIAN RAILWAY TARIFFS. 
 
 DECEMBER 15, 1905. 
 
 Prepared by Henry C. Adams. 
 
 March 22,1906.—Ordered to be printed as a document. 
 
 WASHINGTON: 
 
 GOVERNMENT PRINTING OFFICE. 
 
 1906. 
 
INTERSTATE COMMERCE COMMITTEE, 
 
 SENATE OF THE UNITED STATES. 
 
 STEPHEN B. ELKINS, of West Virginia, Chairman. 
 SHELBY M. CULLOM, of Illinois. 
 
 NELSON W. ALDRICH, of Rhode Island. 
 
 JOHN KEAN, of New Jersey. 
 
 JONATHAN P. DOLLIVER, of Iowa. 
 
 JOSEPH B. FORAKER, of Ohio. 
 
 MOSES E. CLAPP, of Minnesota. 
 
 JOSEPH H. MILLARD, of Nebraska. 
 
 BENJAMIN R. TILLMAN, of South Carolina. 
 
 ANSELM J. McLAURIN, of Mississippi. 
 
 EDWARD W. CARMACK, of Tennessee. 
 
 MURPHY J. FOSTER, of Louisiana. 
 
 FRANCIS G. NEWLANDS, of Nevada. 
 
 Colin H. Livingstone, 
 
 Clerk to the Committee. 
 
APPENDIX IX. 
 
 PRUSSIAN RAILWAY TARIFFS. 
 
 The letter of instructions from the chairman of the Senate committee 
 contains a request for a comparative statement of the operations and 
 financial results of American and European railways. Referring to 
 this feature of the instructions, the text of the formal report, after 
 calling attention to the fact that the time allowed did not permit of a 
 complete answer, said: 
 
 A cursory comparison could of course have been made, but it would have been 
 insufficient for the purpose for which it was requested on account of the radical differ¬ 
 ences that exist between the character of the industries served by the railways in the 
 respective countries, and the marked divergence in methods of administration and 
 forms of accounts. Completely to have rendered the service which the letter con¬ 
 templates in this regard would have required a detailed and comprehensive investiga¬ 
 tion into the legislative conditions and statistical results of continental railways, as 
 also the operating rules and financial principles under which they are administered. 
 If the committee desires exhaustive information of this class it will, in our opinion, 
 be necessary to provide for a special investigation. 
 
 As a partial compliance with the instructions of the chairman of 
 the committee, this appendix on “Prussian Railway Tariffs” has 
 been prepared and is now submitted. The reason for selecting Prus¬ 
 sian railways is that this system of railways illustrates most perfectly 
 the character and the result of governmental administration of railway 
 transportation. The pertinency of this selection is further supported 
 by the fact that certain witnesses Avho appeared before the committee 
 made extensive reference to Prussian railway tariffs in support of the 
 proposition that governmental tariffs are not, and from the nature of 
 the case can not be, adjusted to the industrial needs of the country. 
 This appendix, which is merely expository and statistical, is submitted 
 without argument and without application. It confines itself to the 
 two purposes of making clear the nature and the character of Prussian 
 railway tariffs, and of pointing out the use made of the moneys received 
 by the government in payment of the service of transportation. 
 
 Development of the Prussian railway tariff .—Completely to trace 
 the development of the Prussian railway tariffs would be to write the 
 history of the construction and organization of Prussian railways, a 
 history which began when Austria dominated the political and indus¬ 
 trial interests of the German-speaking peoples, when most of the Ger¬ 
 man states maintained their local customs duties, and when the idea of 
 international commercial relations, except so far as these were affected 
 by ocean or water communications, was foreign to the mind of conti¬ 
 nental statesmen. The present situation by contrast is essentially 
 different. The leadership of the German-speaking peoples has passed 
 to Prussia. The foundation of the Empire established freedom of 
 
 3 
 
4 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 commercial exchanges between the various German states, while inter¬ 
 national traffic between the various countries of Europe now rests 
 upon an international agreement administered from an international 
 bureau located at Berne. The development of transportation by rail, 
 in part a complement to and in part a substitution for the older forms 
 of transportation, had its part in bringing about these political, indus¬ 
 trial, and international changes, a fact necessarily reflected in the 
 development of railway tariffs and railway administration. 
 
 While transportation was local in character, and while the railways 
 gave chief attention to passenger traffic, freight schedules were adjusted 
 to a distance basis modified by a classification of freight that reflected 
 in some degree the relative value of the goods transported. As a 
 railway network developed, however, and as this new form of trans¬ 
 portation assumed greater commercial significance, competition of 
 routes ran its usual course and produced its inevitable results, a com¬ 
 petition which involved the lines owned by the several States as well 
 as those owned b}^ private corporations. Rate wars with consequent 
 depletion of revenue, on the one hand, and rate discrimination that 
 resulted in constant complaints of favoritism and disregard of social 
 and national interests on the other, were of constant occurrence; and 
 the constructive history of railway administration in Germany (or, 
 indeed, on the Continent) is little more than the record of the effort 
 put forth to curb useless competition, to abolish destructive discrimi¬ 
 nation, and to do away with surplus transportation. It was out of this 
 situation that the German statesmen who \yere responsible for the 
 establishment of the German Empire, and who set before themselves 
 the realization of a national life for the German people, developed a 
 u normal railway tariff.” 
 
 Passing over a consideration of the many abortive attempts to arrive 
 at some satisfactory adjustment, the initial step in what proved to be 
 a final solution of the problem was taken immediately after the Franco- 
 Prussian war. The imperial constitution contains several references 
 to railways and their management. Thus, all railways were subjected 
 to imperial supervision, a uniform regulation of traffic was required, 
 and it was also prescribed that the rates upon coal, coke, wood, ores, 
 stone, steel, iron billets, fertilizers, and similar commodities anwering 
 the needs of agriculture and industry should, as soon as possible, be 
 reduced to what was called the 44 1-pfennig” rate, a rate which, con¬ 
 verted into the nomenclature of the present currency, is equal to 2.222 
 pfennigs per ton-kilometer . a It is this rate which is sometimes called 
 the constitutional rate, and its attainment as a basal rate for long 
 hauls of the commodities indicated has been the constant purpose of 
 subsequent railway administration. It is equal to a rate of 0.772 cent 
 per ton-mile. 
 
 One of the important features of the Bismarckian policy was that 
 the railways of Germany should become imperial railways. Prussia 
 and some of the northern States were willing to withdraw from the 
 field, but the southern States, especially Bavaria, withheld their con¬ 
 sent from this programme, and it was finally abandoned. The only 
 railways which became the property of the Empire, and which are so 
 
 «The ton-kilometer is the work done in hauling 1 metric ton (of 1,000 kilograms, 
 or 2,204.6 pounds) through a distance of 1 kilometer (or 0.62138 mile). It is approxi¬ 
 mately 0.685 ton-mile. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 5 
 
 administered at the present time, are the railways of Alsace and Lor¬ 
 raine—the provinces ceded by France at the close of the Franco- 
 Prussian war. The assumption by the Empire of these railways 
 played an important role in the development of German railway 
 tariffs, for, as a matter of fact, the systemization of freight schedules 
 was set on foot through the influence of these imperial railways. 
 Shortly after the close of the war a tariff, called by its advocates a 
 “natural tariff,' 1 was put in force upon the railways of Alsace and 
 Lorraine. The main features of this tariff, it may be remarked, were 
 first introduced by the Prussian Government on the Nassau State rail¬ 
 way in 1807, but it did not last, nor was it able to affect in any marked 
 degree the tariff schedules of competing or allied lines. For reasons 
 which must be passed over in this cursory review, the tariff scheme of 
 the Alsace and Lorraine railways gradually extended itself until, com¬ 
 ing in contact with the tariff scheme of the northern railways, it resulted 
 in a compromise, and finally, after many abortive attempts, culminated 
 in the establishment of the “reform tariff, 1 ’ which was accepted by 
 the various States during the years 1877 to 1880. 
 
 The Alsace and Lorraine tariff emphasized the significance of car 
 space, and it may be said to have been drawn with the purpose of attain¬ 
 ing a more economical adjustment of the train load. Besides a general 
 tariff for piece goods, it made provision for a cheaper rate for the 
 transportation of goods in open than in covered cars and provided for 
 separate charges for terminal and transportation expenses. It included 
 also a limited application of the principle of special tariffs. It is not 
 intended to suggest that these features were original with the tariff 
 under consideration. They did, however, give it a definite character and 
 ' enabled it to serve as an effective basis for discussion and compromise, 
 because they showed that the tariff possessed a formal and definite plan. 
 
 The chief objection raised to the scheme of tariffs put in force by the 
 Alsace and Lorraine railways was that it failed adequately to take into 
 account the value of goods transported or the commercial use to which 
 they were put, and a significant effect of the ensuing compromise 
 between this tariff and other tariff schemes was an extension of the 
 principle of special tariffs. It was along this line that development 
 took place, as may be seen by the fact that the present tariff scheme 
 includes five special classes of freight Within the “normal tariff,” 
 besides the development of an extended list of “exceptional tariffs,” 
 each of which in reality is nothing more than a special tariff of such 
 sort that it can not be readily expressed in general terms. 
 
 The considerations affecting railway rates in Germany as reflected 
 in the tariff scheme now in force are terminal service, transportation 
 service, the amount of freight offered for single shipments, character 
 of the service represented by open or closed cars and by speed, the 
 value of the goods carried, and the social or the commercial use to 
 which they are put. While one can not say that separate commercial 
 measurement is attempted for each of these elements, they are all con¬ 
 sciously present in the attempt which German railway administration 
 has made and is making to apply scientific analysis to the adjustment 
 of railway rates. 
 
 Description of Prussian railway tariffs .—As suggested above, Prus¬ 
 sian railways move freight under two general tariffs called, respec¬ 
 tively, the “normal tariff” and the “exceptional tariff.” Converted 
 
6 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 into the American use of words, these phrases mean, speaking gen¬ 
 erally, classified freight and commodity freight. The form of the 
 schedule was developed according to the same general process in both 
 countries, the first step being the establishment of a general rule, 
 according to which freights received their classified rating, and the 
 second step the establishment of exceptions to that rule in order to 
 provide for peculiar conditions or to adjust the tariff to the attainment 
 of special ends. The relative significance of the normal and the excep¬ 
 tional tariffs for the Prussian railways is shown by the following 
 statement: 
 
 Per cent 
 of total 
 
 Exceptional tariffs moved : a freight.?* 
 
 1889 . 46. 7 
 
 1890 . 45.4 
 
 1891 . 46.0 
 
 1892 . 46.3 
 
 1893 . 48.7 
 
 1894 . 47.9 
 
 1895 . 45.1 
 
 J896. 45.2 
 
 Per cent 
 of total 
 
 Exceptional tariffs moved : a ' freight.?* 
 
 1897 . 62.6 
 
 1898 . 62.8 
 
 1899 . r ._._ 62.8 
 
 1900 . 63.8 
 
 1901 . 64.1 
 
 1902 . 64.2 
 
 1903 . 64.6 
 
 Both the normal tariff and the exceptional tariff are further classified 
 as may be seen from the following table, which shows, in addition to 
 tonnage and ton mileage, the average length of haul, the amount of 
 money received, and the average receipts per ton and per ton-mile for 
 each class of freight. The figures contained in this table are converted 
 into American units of distance, weight, and money in order to facil¬ 
 itate comparison: 
 
 Table showing freight movement and freight receipts on Prussian-Hessian railways for the ’ 
 
 year ended March 31, 1903. 
 
 FREIGHT MOVEMENT. 
 
 Item. 
 
 Tons (2,000 
 pounds 
 each). 
 
 Ton-miles. 
 
 Average 
 
 haul. 
 
 I. Normal tariff. 
 
 A. Fast freight and express. 
 
 B. Freight (ordinary): 4 
 
 Less than carload lots— 
 
 1. Piece goods, general (n. o. s.). 
 
 2. Pieee goods, special. 
 
 Carload lots— 
 
 3. Glass A1. 
 
 4. Class B. 
 
 5. Special tariff A2. 
 
 6. Special tariff I... 
 
 7. Special tariff II (10-ton lots). 
 
 8. Special tariff II (5-ton lots). 
 
 9. Special tariff III. 
 
 Total B. freight. 
 
 Total of freight moved on normal tariff. 
 
 II. Exceptional tariff. 
 
 In 5 to 10 ton lots. 
 
 In 10-ton lots and over... 
 
 Total of freight moved on exceptional tariff. 
 
 Aggregate of normal and exceptional tariffs. 
 
 1,965,000 
 
 146,700,000 
 
 Miles. 
 
 74.6 
 
 6,650,000 
 2,426,000 
 
 1,948,000 
 4,175,000 
 4,125,000 
 10,770,000 
 5,944, 000 
 3,956,000 
 50,140,000 
 
 582,800,000 
 196,900,000 
 
 179,400,000 
 445,400,000 
 287,300,000 
 680,300,000 
 497,500, 000 
 233,700,000 
 2,641,500,000 
 
 87.6 
 81.2 
 
 92.1 
 106.6 
 
 69.6 
 
 63.2 
 
 83.7 
 59.1 
 
 52.7 
 
 90.134,000 
 
 5,744,800,000 
 
 63.7 
 
 92,099,000 
 
 5,891,500,000 
 
 64.0 
 
 440,000 
 
 140,002,000 
 
 87, 800,000 
 10,729,700,000 
 
 199.4 
 
 76.6 
 
 140,442,000 
 
 10,817,500,000 
 
 77.0 
 
 232,541,000 
 
 16,709,000,000 
 
 71.9 
 
 a For the year beginning April 1. 
 
 b On tlie basis of ton-kilometers. 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 7 
 
 Table showing freight movement and freight receipts on Prussian-Hessian railways for the 
 
 year ended March 31, 1903 —Continued. 
 
 l 
 
 FREIGHT REVENUE. 
 
 
 
 Per cent 
 of total. 
 
 Average receipts. 
 
 Item. 
 
 Amount. 
 
 Per ton. 
 
 Per ton- 
 mile. 
 
 I. Normal tariff. 
 
 A. Fast freight and express. 
 
 $8,102.047 
 
 3.94 
 
 Dollars. 
 
 4.12 
 
 Cents. 
 
 5.52 
 
 B. Freight (ordinary): 
 
 • 
 
 
 
 
 Less than carload lots— 
 
 
 
 
 
 1. Piece goods, general (n.o. s.). 
 
 22, 582,492 
 
 10.98 
 
 3.40 
 
 3.87 
 
 2. Piece goods, special. 
 
 6,136, 392 
 
 2. 98 
 
 2.53 
 
 3.12 
 
 Carload lots— 
 
 
 
 
 
 3. Class A1. 
 
 4, 635,853 
 
 2. 26 
 
 2.38 
 
 2.59 
 
 4. Class B. 
 
 9,939,128 
 
 4.83 
 
 2.38 
 
 2.23 
 
 5. Special tariff A2. 
 
 5,654,939 
 
 2. 75 
 
 1.37 
 
 1.97 
 
 6. Special tariff I. 
 
 12, 230,110 
 
 5. 95 
 
 1.14 
 
 1.80 
 
 7. Special tariff II (10-ton lots). 
 
 6,981,742 
 
 3.40 
 
 1.17 
 
 1.40 
 
 8. Special tariff II (5-ton lots). 
 
 3,344, 658 
 27,667,947 
 
 1.63 
 
 .85 
 
 1.43 
 
 9. Special tariff III. 
 
 13. 46 
 
 .55 
 
 1.05 
 
 Total B. freight. 
 
 99,173,261 
 
 48. 24 
 
 1.10 
 
 1.73 
 
 Total of freight moved on normal tariff. 
 
 107,275,308 
 
 52.18 
 
 1.16 
 
 1.82 
 
 II. Exceptional tariff. 
 
 In 5 to 10 ton lots. 
 
 1,680,444 
 
 .82 
 
 3.82 
 
 1.91 
 
 In 10-ton lots and over. 
 
 96, 634,530 
 
 47.00 
 
 .69 
 
 .90 
 
 Total of freight moved on exceptional tariff. 
 
 98,314,974 
 
 47.82 
 
 .70 
 
 .91 
 
 Aggregate of normal and exceptional tariffs. 
 
 205, 590,282 
 
 100. 00 
 
 .88 
 
 1.23 
 
 A. The normal tariff .—The first item in the above table pertains to 
 fast freight and express, a class of freight which, speaking in a general 
 way, is excluded from the statistics of railwa}^ transportation in the 
 United States, because cared for by the express companies. The ton- 
 mileage of express freight in this country is not known, nor is it known 
 what income accrues to the express companies from this freight. 
 Assuming, however, that the $41,875,636, which the railways received 
 in 1904 for hauling express freight, is 40 per cent of the gross earn¬ 
 ings of the express companies, the ratio of express receipts to the total 
 receipts of railways for freight, express receipts being included, is 
 about 3 per cent greater in this country than in Prussia. It is evident 
 that the inclusion of express receipts with railway freight receipts 
 would tend to raise the rate per ton per mile in the United States, a 
 fact that should be borne in mind in making a comparison between 
 the two countries. Two other considerations emphasize the difficulty 
 of a satisfactory comparison between this country and Prussia, so far 
 as the class of traffic under consideration is concerned. The one is 
 that, in this country, a considerable portion of the revenue to express 
 companies is derived from the carriage of cash and of articles of great 
 value which can not properly be considered as freight traffic; and the 
 other is that, in Prussia, the parcels post does an extensive business 
 in the carriage of package freight. 
 
 The rule for determining the charges for fast freight and express 
 goods is that fast freight piece-goods rates, both transportation and 
 terminal, are double the piece-goods rates, while fast freight carload 
 lots are double the general carload lot rates of class B or class A 1. 
 
8 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 The tariffs for this class of goods illustrate a special charge for a spe¬ 
 cial service, a principle that finds frequent application in the detailed 
 rules of Prussian tariffs. 
 
 Ordinary goods rates are divided into two general classes, according 
 as they are carried in less than carload or in carload lots. Freight 
 carried in less than carload lots is also divided into two classes, one 
 general in character, that is to say, (making use again of American 
 nomenclature) piece goods “not otherwise specified.” In addition to 
 this general piece-goods class is a special piece-goods class, covering- 
 some of the staple goods of peculiar significance, such as hardware, 
 to} T s, woodenware, etc. There are seven general tariffs for goods car¬ 
 ried in carload lots, the classification being adjusted to the kind of car 
 used, whether an open or a closed car; the size of the car used, whether 
 a 5-ton or a 10-ton car, and the character of the goods carried. In 
 further explanation of the latter, it may be said, speaking generally, 
 that special tariff I covers manufactured goods; special tariff II covers 
 goods partially manufactured; special tariff III, covers raw material. 
 Such are the principles underlying the normal tariff. 
 
 The charges for these various classes of goods are composed of two 
 elements, namely, the transportation or hauling charges and the ter¬ 
 minal or dispatch charges. The transportation charges may be read 
 from the following statement: 
 
 Item. 
 
 1. For piece goods, generalr 
 
 Up to 50 km. 
 
 From 51 to 200 km. (for additional haul). 
 
 From 201 to 300 km. (for additional haul). 
 
 From 301 to 400 km. (for additional haul). 
 
 From 401 to 500 km. (for additional haul). 
 
 Above 500 km. (for additional haul). 
 
 2. For piece goods, special (after 726 km. take lower rate of general piece goods).. 
 
 3. For class A1. 
 
 4. For class B (when not carried under special tariffs). 
 
 5. For special tariff A2. 
 
 6. For special tariff I. 
 
 7. For special tariff II. 
 
 8. For special tariff III: 
 
 Up to 100 km. 
 
 Above 100 km. 
 
 Per ton- 
 kilo¬ 
 meter. 
 
 Per ton- 
 mile. 
 
 Pfennigs. 
 
 Cents. 
 
 11 
 
 3.822 
 
 10 
 
 3.475 
 
 9 
 
 3.127 
 
 8 
 
 2.780 
 
 7 
 
 2. 432 
 
 6 
 
 2.085 
 
 8 
 
 2. 780 
 
 6.7 
 
 2.328 
 
 6 
 
 2.085 
 
 5 
 
 1.737 
 
 4.5 
 
 1.564 
 
 3.5 
 
 1.216 
 
 2.6 
 
 .903 
 
 2.2 
 
 .764 
 
 It will be observed that even the transportation charge provided in 
 the normal tariff does not provide for a uniform rate per ton per mile 
 without regard to the length of haul. Thus the general piece-goods 
 class allows a fall in the rate from 11 to 6 pfennigs and the special 
 tariff III provides a lower rate if the freight is carried beyond 100 
 kilometers, or 62 miles. It should also be stated in this connection 
 that the rules and regulations adopted for the application of these tariffs 
 allow a liberty of choice to the shipper, and that goods carried at one 
 class rate for a short distance may be carried at another class rate for 
 a long distance, which results in a less charge per ton per mile for a 
 Ion o’ than for a short haul. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 9 
 
 The terminal or dispatch charges, which must be taken into account 
 when computing Prussian railway tariffs, may be concisely stated as 
 follows: 
 
 1. 
 
 2 . 
 
 3. 
 
 For both classes of piece goods and for class Al, and for special tariff for cer¬ 
 tain express goods, the terminal charge per metric ton:a 
 
 Up to 10 km. 
 
 Pfennigs. 
 
 100 
 
 Cents. 
 
 23.8 
 
 From 11 to 20 km. 
 
 110 
 
 26.2 
 
 From 21 to 30 km. 
 
 120 
 
 28.6 
 
 From 31 to 40 km. 
 
 130 
 
 30.9 
 
 From 41 to 50 km. 
 
 140 
 
 33.3 
 
 From 51 to 60 km. 
 
 150 
 
 35. 7 
 
 From 61 to 70 km. 
 
 160 
 
 38.1 
 
 From 71 to 80 km.. 
 
 170 
 
 40.5 
 
 From 81 to 90 km. 
 
 180 
 
 42.8 
 
 From 91 tq 100 km. 
 
 190 
 
 45.2 
 
 Above 100 km.. 
 
 200 
 
 47.6 
 
 For class B: 
 
 Up to 10 km. 
 
 80 
 
 19.0 
 
 From 11 to 20 km. 
 
 90 
 
 21.4 
 
 From 21 to 30 km. 
 
 100 
 
 23.8 
 
 From 31 to 40 km. 
 
 110 
 
 26.2 
 
 Above 40 km. 
 
 120 
 
 28.6 
 
 For class A2 and special tariffs I, II, III: 
 
 Up to 50 1cm. 
 
 60 
 
 14.3 
 
 From 51 to 100 km. 
 
 90 
 
 21. 4 
 
 Above 100 km. 
 
 120 
 
 28.6 
 
 
 a The metric ton is 2,204.6 pounds. 
 
 It will be observed from the above that for all goods in class B 
 carried more than 40 kilometers and for all other goods carried under 
 the normal tariff a distance in excess of 100 kilometers the terminal 
 charge per ton per mile decreases at a constant ratio with the increase 
 of the haul, while for goods carried less than the distances named the 
 principle of lower rates for longer hauls is applied according to a tixed 
 rule. The impression, therefore, that Prussian rates are in proportion 
 to distance, should such an impression exist, does not seem to conform 
 to the facts in the case. If to the freight carried under the normal 
 tariff there be added the freight carried under the exceptional tariff, 
 80 per cent of the total freight traffic is carried on schedules which 
 disregard the equal mileage rate principle, and only 20 per cent is 
 carried at a fixed rate per ton per mile without regard to distance. 
 The corresponding fact is incapable of determination for the railway 
 traffic of the United States. Whether or not the principle of a lower 
 rate per ton per mile for a longer than for a short haul is properly 
 applied by the Prussian tariff, lies outside the scope of this presenta¬ 
 tion. 
 
 B. The exceptional tariff .—Besides the normal tariff, the German 
 tariff scheme includes 24 exceptional tariffs. The goods to which these 
 exceptional tariffs apply are either directly described in the tariffs 
 themselves or they are described by reference to the special tariffs I, 
 II, and III included in the normal tariff. They may be regarded, 
 therefore, as an adjustment of rates to traffic and commercial needs 
 carried beyond the point rendered feasible by the form of the normal 
 tariff. Speaking generally, they are confined to long-distance traffic, 
 to traffic offered in large quantities, or to traffic which for some spe¬ 
 cial social or industrial reason demands peculiar treatment. The}^ are 
 in effect differential or preferential tariffs adjusted to the various needs 
 of various industries, or to meet the necessity of peculiar forms of 
 international competition, or to minister to the encouragement or the 
 
10 
 
 DIGEST OE HEARINGS ON RAILWAY RATES. 
 
 support of industries or industrial centers. The book in which these 
 tariffs are published describes, first, the class of commodities to which 
 they pertain; second, the localities or the routes to which they apply; 
 third, the rate of the exceptional tariffs; fourth, the rate, if carried by 
 the normal tariffs; and fifth, a statement of the origin of the tariff or 
 the reasons for which it is put in force. These explanations or rea¬ 
 sons, which are of special importance to a right understanding of the 
 Prussian schedule of railway rates, may be classified under 5 heads, as 
 follows: 
 
 First. To support an industrial center already established whose 
 relative advantage may have been affected by any of the many political, 
 international, or industrial reasons to which German industries are 
 exposed. As an illustration, a special rate is given for raw cotton 
 imported from German ports on the Baltic to the North Sea and Saxon 
 stations where there are spinning factories. Up to 100 kilometers 
 traffic pays the ordinary tariff; beyond 100 kilometers it is carried at 
 a reduced rate. The justification of this special rate is “ to support 
 Saxon textile industries.” 
 
 Second. To develop an export trade. As, for example, a special rate 
 for green vitriol for exportation by sea from German places producing 
 it to ports on the Baltic and North Sea. The justification of this rate, 
 as given in the tariff book, is “to increase the sale of vitriol from 
 German} 7 , and especially to enable German vitriol to compete with 
 British and Austrian manufactories in the Orient and the Balkan 
 peninsula.” There are a large number of tariffs of this class which 
 serve to illustrate the importance placed by German statesmen upon 
 the development of a manufacturing export trade, and the marked 
 development of Germany’s foreign commerce during recent years 
 seems to give an industrial justification of this class of preferential 
 railway tariffs. 
 
 Third. To meet the market competition of foreign countries. As, 
 for example, certain of the tariffs for mineral oils, petroleum, and 
 naphtha from German North Sea ports and Liibeck and Westphalia, 
 which were introduced “to enable competition with Belgian and Dutch 
 ports.” In this class also may be mentioned the special rates on sul¬ 
 phur between Germany and Italy, an exceptional tariff put in force 
 “ to compete with sea routes.” The exceptional tariffs for iron under 
 various descriptions are, for the most part, justified, because they are 
 necessary to enable “competition of German iron with foreign iron.” 
 
 Fourth. To direct the routing of commodities. As, for example, 
 a special rate upon railway engines in the through traffic from Switzer¬ 
 land to Russia for the Linden-Stettin line, an exceptional tariff put in 
 force to enable this line “to compete with the route by Antwerp,” or 
 the exceptional tariff on lead and zinc between Silesian stations on the 
 one hand and Bavarian and Wurttemberg stations on the other, a tariff 
 put in force “against the competition of the railway routes through 
 Bohemia.” 
 
 Fifth. To secure a uniform industrial development in all parts of 
 the Empire and to provide against superfluous transportation. As, for 
 example, the adjustment of the coal and iron ore tariffs. 
 
 Other minor considerations which influence the adjustment of excep¬ 
 tional rates would be disclosed by a complete study of the situation, 
 but sufficient has been said to make evident three facts: 
 
 A. The exceptional tariffs are in no sense discriminatory so far as 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 11 
 
 individuals are concerned. They are open to all who meet the condi¬ 
 tions prescribed and conform to what in the opinion of those who 
 administer the policy of Prussian railways are regarded as reasonable 
 discriminations. 
 
 B. The exceptional tariffs of Prussian railways are published in 
 such a form as to expose them to the criticism of ail who are interested 
 either in their maintenance or their modification. Whatever restraining 
 influence or guarantee against an improper use of an arbitrary power 
 may be found in publicity applies to this exceptional tariff, a remark 
 which bears especial significance when considered in connection with the 
 carefully organized advisory councils created by Prussian law for the 
 continuous criticism of Prussian tariffs. 
 
 C. These exceptional tariffs can only be understood in the light of 
 their relation to the industrial, political, and financial polic} r of the 
 State. The railways of Germany are not, as in this country, a purely 
 commercial institution. They are regarded rather as an important 
 agency in the realization of an accepted programme of national devel¬ 
 opment, a fact which should not be overlooked in a comparison of the 
 relative merits of Prussian and American railways. Of such broad 
 significance are these exceptional tariffs in any study of the Prussian 
 railway system that there is appended to this text as an exhibit a 
 statement of these tariffs as they stood in October, 1904. 
 
 SOME QUESTIONS SUGGESTED BY TIIE TESTIMONY. 
 
 The testimony submitted to the Senate committee relative to Prus¬ 
 sian railwa} r rates is critical in character when regarded from the point 
 of view of comparison with railway administration and railway tariffs 
 in the United States. These critical observations are, in effect: 
 
 That Prussian railway tariffs are not adjusted to the commercial 
 needs of the nation, a result charged to the Government supervision of 
 the tariff; 
 
 That Prussian rates are higher than American rates; and 
 
 That governmental supervision or control hinders the reduction of 
 rates. 
 
 Whether or not Government rates, as exemplified in Prussian 
 administration, are properly adjusted to the commercial needs of the 
 nation is a question that lies beyond demonstration. Reasonable judg¬ 
 ment respecting it involves considerations outside the restricted prob¬ 
 lem of railway transportation. All that can be done, without entering 
 into an argument or expressing an opinion, has been done in explain¬ 
 ing the principles to which Prussian tariffs are adjusted, and in sub¬ 
 mitting the explanations of the various exceptional tariffs found in the 
 exhibit appended to this text. It is possible, however, to present cer¬ 
 tain data which throw additional light upon the second and third of the 
 criticisms submitted above. 
 
 Comparison of Prussian and American railway rates .—The manner 
 in which the statistics of railways in the United States are reported to 
 the Interstate Commerce Commission does not admit of extensive com¬ 
 parison with the data presented in the table on pages 6 and 7 showing the 
 freight movement and freight receipts on Prussian railways. Neither 
 tonnage, ton-mileage, nor yet tonnage receipts are classified according 
 to the classification of freight made the basis of tariff schedules. The 
 only comparison possible between American and Prussian traffic sta- 
 
12 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 tistics is in the final or aggregate figures, and in view of the fact that 
 the average rate per ton per mile is affected quite as much by the dis¬ 
 tribution of tonnage between high and low class freight as by the rate 
 actually charged, it is evident that no very significant conclusion can 
 be drawn from such a comparison. 
 
 The great variety of rates as shown by the comprehensive analysis, 
 ranging from an average rate of 5.52 cents per ton per mile for fast 
 freight and express, or 3.87 cents per ton per mile for general piece 
 goods to an average rate of 0.90 cent per ton per mile for goods 
 carried under exceptional tariffs in 10-ton lots, serves to emphasize 
 this statement. What a corresponding analysis of traffic statistics in 
 the United States might show it is impossible to say. The comparison 
 of aggregate figures is here submitted, however, for what it may be 
 worth, and, as introductory to the analysis that follows, there are 
 added to this comparison corresponding figures for Group II—that is 
 to say, speaking generally, for the railways that lie within the States 
 of New York, Pennsylvania, New Jersey, Delaware, and Maryland. 
 
 Comparison of Prussian and A merican freight statistics, 1903. 
 
 Item. 
 
 United States as 
 reported by indi¬ 
 vidual roads, not 
 excluding dupli¬ 
 cations. 
 
 United States 
 compiled as a 
 system, duplica¬ 
 tions excluded. 
 
 Prussia. 
 
 Group II, as 
 reported by in¬ 
 dividual roads, 
 not excluding 
 duplications. 
 
 Tons. 
 
 1,304,394,323 
 173,221,278,993 
 132.80 
 $1,338,020,026 
 $1.05 
 
 0.763 
 
 a 715,000,000 
 173,221,278,993 
 242.35 
 $1,338,020,026 
 $1.85 
 
 0. 763 
 
 232,541,000 
 16,709,000,000 
 71.9 
 $205,590,282 
 $0.88 
 
 1.23 
 
 404,236,945 
 47,127,274,771 
 116.58 
 $318,063,758 
 $0.823 
 
 0.667 
 
 Ton-miles. 
 
 Average haul.miles.. 
 
 Freight revenue... 
 
 Average receipts per ton. 
 
 Average receipts per ton per 
 mile.cent.. 
 
 a Includes an estimated amount for unclassified tonnage. 
 
 On the basis of the average rate per ton per mile railway rates in 
 the United States are lower than the railway rates in Prussia. Ex¬ 
 cluding fast freight and express from the Prussian statement, the 
 rate per ton per mile which should be compared with the average rate 
 in this country is 1.19 cents and not 1.23 cents, as shown in the above 
 statement. The receipts per ton, it will be observed, are $1.85 for- the 
 United States as against $0.88 in Prussia. The fact that the receipts 
 per ton in Prussia are less, while the rate per ton per mile is greater 
 than in the United States, is explained b} 7 the average haul, which in 
 Prussia is 71.9 a miles, as against 242.35 miles (or about 132.80 miles 
 according to the basis of comparison accepted) in the United States. 
 This latter fact is of great importance in judging of the relative 
 efficiency of the railway systems in the two countries, for it is uni¬ 
 versally recognized that terminal or dispatch expenses constitute a 
 considerable portion of the aggregate of operating expenses, and that 
 as the length of haul increases, the ratio of this class of expenditures 
 decreases. 
 
 «It is understood that no forfnal exclusion of duplicate tonnage is made by Prus¬ 
 sian statistics. To the extent that duplication exists the average haul of 71.9 miles 
 is too low for purposes of comparison with conditions in this country. Such, how¬ 
 ever, is the location of Prussian railways and such the adjustment of Prussian tariffs 
 that there is very little duplication of tonnage in Prussian reports. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 13 
 
 A recognition of the services rendered by waterways is also essen¬ 
 tial for a proper determination of the question whether or not trans¬ 
 portation rates in Prussia are higher or lower than transportation rates 
 in the United States, for it is evident that the relative significance 
 placed upon these two means of transportation in the two countries 
 under consideration must exercise a decided influence upon the aver¬ 
 age or basal railway rates. It may be that the average charge per 
 transportation unit is lower in Prussia than in the United States, while 
 at the same time the average charge for transportation by rail is 
 higher, a result due to the relatively greater amount of service ren¬ 
 dered by water transportation. In both countries transportation by 
 water is cheaper than transportation b}^ land. A pertinent conclusion 
 upon this point calls fora broader basis of comparison than the simple 
 comparison of the average rate per ton per mile for goods carried by 
 rail, all kinds and classes of goods being included in the average; a 
 comparison which, under the existing conditions of statistical publica¬ 
 tion in the two countries, can not be made. 
 
 As further bearing upon the question of the relative adjustment of 
 railway rates in Prussia and in the United States, there is next intro¬ 
 duced a comparison of rates for selected commodities and selected dis¬ 
 tances. For the most part, the rates selected for the United States 
 pertain to Group II—that is, substantially, the States of New York, 
 Pennsylvania, New Jersey, Delaware, and Maryland. This territory 
 was selected because in many respects it is similar to the territory 
 occupied by the Prussian lines, as may be read from the following 
 statement of facts: 
 
 Comparative statement of certain data relative to Group II in the United States and the 
 territory occupied by the Prussian-Hessian railways in Germany. 
 
 Item. 
 
 United States, 
 Group II, 1903. 
 
 Prussia, 1903. 
 
 Miles of railway.. 
 
 22, 759 
 5,518,882,904 
 47,127,274,771 
 $98,990,339 
 $318,063, 758 
 108,062 
 17,496,148 
 
 19 915 
 9, 326,884’ 905 
 16,709,000,000 
 $96,309,000 
 $205, 590,282 
 134,582 
 35,600,000 
 
 Passenger mileage... 
 
 Freight mileage. 
 
 Passenger revenue. 
 
 Freight revenue.‘. . 
 
 Populationa. 
 
 
 a Estimated from census of 1900. 
 
 The comparative tables submitted are of two kinds. In the first set 
 will be found a statement of the distances between selected points in 
 Group II, a statement of the conditions under which shipments can be 
 made of the commodity in question, a statement of the aggregate pay¬ 
 ment for the unit of transportation, and of the resulting rate per ton 
 per mile. Against these selected routes is placed a statement of what 
 it would cost upon the Prussian railways to move the same commodity 
 the same distance according to Prussian tariffs. This comparison is 
 favorable to American tariffs for the reason that the rates quoted are, 
 for the most part, from commodity tariffs, while the Prussian rates 
 are those made up from the “normal” rather than the “exceptional” 
 schedule. In this set of comparisons the distances, it will be observed, 
 are in correspondence. A second set of comparisons is submitted 
 which selects points between which freight is moved in Prussia as 
 well as in the United States, in which case the distances do not corre¬ 
 spond, but the selection has been made with the intention of making a 
 fair comparison. 
 
14 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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 CLASS A.—A COMPARISON OF RATES FOR SELECTED DISTANCES—Continued. 
 
 20 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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22 
 
 DIGEST OF 1 HEARINGS ON RAILWAY RATES 
 
 Table showing for the commodities named a comparison between the freight tariffs of 
 certain American railways and those of the Prussian-Hessian railivays. 
 
 CLASS B.—A COMPARISON OF RATES FOR SELECTED ROUTES. 
 
 Item. 
 
 BITUMINOUS COAL. 
 
 American railways. 
 
 From Cumberland, Md., to Washington, D. C. 
 
 From Cumberland, Md., to Baltimore, Md. 
 
 From Cumberland, Md., to Jersey City, N. J. 
 
 From Cumberland, Md., to Buffalo, N. Y. 
 
 From Cumberland, Md., to Chicago, 111. 
 
 From Clearfield, Pa., to Buffalo, N. Y. 
 
 From Clearfield, Pa., to Jersey City, N. J. 
 
 From Clearfield, Pa., to Boston, Mass. 
 
 From Quinnimont, W. Va., to Washington, 1). C.. 
 From Quinnimont, W. Va., to Newport News, Va.. 
 From Quinnimont, W. Va., to Chicago, Ill. 
 
 Prussian-Hessian railways. 
 
 From Kehl, Baden, to Pino, Italy. 
 
 From Saarbrucken, Prussia, to Pino, Italy. 
 
 From Sulzbach, Prussia, to Chiasso, Italy. 
 
 From Frankfurtam Main, Prussia, to Chiasso, Italy 
 
 From Kalscheuren, Prussia, to Pino, Italy. 
 
 From Dudweiller, Prussia, to Peri, Italy. 
 
 From Dahlhausen, Prussia, to Pino, Italy. 
 
 From Essen, Prussia, to Chiasso, Italy. 
 
 From Helmstadt, Prussia, to Peri, Italy. 
 
 From Bochum, Prussia, to Peri, Italy. 
 
 From Petershain, Prussia, to Chiasso, Italy. 
 
 RAW WOOL (COMPRESSED BALES). 
 American railways. 
 
 From Acton, Mass., to Boston, Mass. 
 
 From Fitchburg, Mass., to Boston, Mass. 
 
 From Shelburne Falls, Mass., to Boston, Mass. 
 
 From Conway, Mass., to Boston, Mass. 
 
 From Pittsfield, Mass., to New York, N. Y. 
 
 From Boston, Mass., to Bristol, Pa. 
 
 From Boston, Mass., to Camden, N. J. 
 
 From Boston, Mass., to Auburn. N, Y. 
 
 From Boston, Mass., to Rochester, N. Y. 
 
 From Providence, R. I., to Fulton, N. Y. 
 
 Prussian-Hessian railways. 
 
 From Pino, Italy, to Mannheim. Prussia. 
 
 From Chiasso, Italy, to Mannheim, Prussia. 
 
 From Chiasso, Italy, to Frankfurt am Main, Prussia 
 
 From Peri, Italy, to Mannheim, Prussia. 
 
 From Pino, Italy, to Coin, Prussia. 
 
 From Chiasso, Italy, to COln, Prussia. 
 
 From Chiasso, Italy, to Dusseldorf, Prussia. 
 
 From Pino, Italy, to Plagwitz, Prussia. 
 
 From Peri, Italy, to Duren, Prussia. 
 
 From Peri, Italy, to Eupen, Prussia. 
 
 WOOLEN YARNS. 
 
 American railways. 
 
 From Providence, R. I., to East Longmeadow, Mass 
 
 From Boston, Mass., to Rockville, Conn. 
 
 From Boston, Mass., to Philadelphia, Pa_ 
 
 From Boston, Mass., to Washington, D. C_ 
 
 From Boston, Mass., to Cumberland, Md_ 
 
 From Boston, Mass., to Pittsburg, Pa. 
 
 From Hartford, Conn., to Jersey City. N. J .. 
 From Hartford, Conn., to Philadelphia, Pa .. 
 From Hartford, Conn., to Wilmington, Del.. 
 From New London, Conn., to Cape May, N. J 
 
 « Full capacity of car. 
 
 Dis¬ 
 
 tance. 
 
 Lot. 
 
 Mininum 
 weight of 
 shipment 
 for rate 
 named. 
 
 Rate 
 per 100 
 pounds. 
 
 Aver¬ 
 age rate 
 per ton- 
 mile. 
 
 Miles. 
 
 • 
 
 Pounds. 
 
 Cents. 
 
 Cents. 
 
 152 
 
 Carload. 
 
 47,000 
 
 7.14 
 
 0.939 
 
 192 
 
 .do. 
 
 47, 000 
 
 6.96 
 
 .725 
 
 351 
 
 .do. 
 
 47, 000 
 
 8.71 
 
 .496 
 
 358 
 
 .do. 
 
 47,000 
 
 9.75 
 
 . 545 
 
 618 
 
 .do. 
 
 47,000 
 
 10.25 
 
 .332 
 
 189 
 
 .do. 
 
 («) 
 
 8.71 
 
 .922 
 
 307 
 
 .do. 
 
 (a) 
 
 8. 04 
 
 . 524 
 
 549 
 
 .do. 
 
 («) 
 
 11.61 
 
 .423 
 
 312 
 
 .do. 
 
 33,600 
 
 7.14 
 
 .458 
 
 369 
 
 .do. 
 
 30, 000 
 
 6.70 
 
 .363 
 
 582 
 
 .do. 
 
 30,000 
 
 10.25 
 
 • 352 
 
 296 
 
 Carload. 
 
 22,016 
 
 12.18 
 
 .823 
 
 368 
 
 .do. 
 
 22,046 
 
 14.54 
 
 .790 
 
 401 
 
 .do. 
 
 22, 046 
 
 15. 86 
 
 .791 
 
 „ 444 
 
 .do. 
 
 22,046 
 
 17.26 
 
 .777 
 
 512 
 
 _do. 
 
 22,046 
 
 19.18 
 
 .749 
 
 526 
 
 .do. 
 
 22,046 
 
 20. 59 
 
 .783 
 
 565 
 
 .do. 
 
 22,046 
 
 20. 94 
 
 .741 
 
 588 
 
 .do. 
 
 22,046 
 
 21. 90 
 
 .745 
 
 631 
 
 .do. 
 
 22,046 
 
 22. 95 
 
 .727 
 
 676 
 
 .do. 
 
 22, 046 
 
 24. 35 
 
 .720 
 
 723 
 
 .do. 
 
 22,046 
 
 27.16 
 
 .751 
 
 23 
 
 Carload. 
 
 20, 000 
 
 6.00 
 
 5.22 
 
 50 
 
 .do. 
 
 20, 000 
 
 8.00 
 
 3.20 
 
 119 
 
 .do. 
 
 20,0C0 
 
 15.00 
 
 2. 52 
 
 126 
 
 .do. 
 
 20,000 
 
 12.00 
 
 1.90 
 
 157 
 
 Bale. 
 
 b 500 
 
 15.00 
 
 1.91 
 
 299 
 
 .do. 
 
 b 500 
 
 20. 00 
 
 1.34 
 
 324 
 
 .do. 
 
 b 500 
 
 20. 00 
 
 1.23 
 
 376 
 
 .do. 
 
 ft 500 
 
 20.00 
 
 1.06 
 
 412 
 
 .do. 
 
 b 500 
 
 30. CO 
 
 1.46 
 
 374 
 
 .do. 
 
 b 500 
 
 20.00 
 
 1.07 
 
 375 
 
 Carload. 
 
 22,046 
 
 28. 73 
 
 1.53 
 
 402 
 
 .do. 
 
 22, 046 
 
 30. 40 
 
 1.51 
 
 447 
 
 .do. 
 
 22, 046 
 
 33.90 
 
 1.52 
 
 485 
 
 .do. 
 
 22, 046 
 
 40.12 
 
 1.65 
 
 521 
 
 .do. 
 
 22,046 
 
 40.03 
 
 1.53 
 
 548 
 
 .do ... 
 
 22,046 
 
 41. 96 
 
 1.53 
 
 572 
 
 .do. 
 
 22,046 
 
 43.80 
 
 1.54 
 
 606 
 
 .do. 
 
 22,046 
 
 48.88 
 
 1.61 
 
 661 
 
 .do. 
 
 22,046 
 
 54.05 
 
 1.64 
 
 691 
 
 .do. 
 
 22,046 
 
 56.41 
 
 1.63 
 
 100 
 
 Case. 
 
 
 («) 
 
 19.00 
 
 3.80 
 
 109 
 
 .do. 
 
 
 «) 
 
 21.00 
 
 3.85 
 
 321 
 
 .do. 
 
 
 °) 
 
 35.00 
 
 2.18 
 
 458 
 
 .do. 
 
 
 T ) 
 
 45.00 
 
 1.97 
 
 611 
 
 .do. 
 
 
 c ) 
 
 50. 00 
 
 1.64 
 
 674 
 
 .do. 
 
 
 c ) 
 
 50.00 
 
 1.48 
 
 111 
 
 do. 
 
 ( c ) 
 
 30.00 
 
 5.41 
 
 204 
 
 .do. 
 
 ( c ) 
 
 30.00 
 
 2.94 
 
 231 
 
 .do. 
 
 G) 
 
 38.00 
 
 3.29 
 
 286 
 
 .do. 
 
 (<0 
 
 38.00 
 
 2.66 
 
 About. c Not specified. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 23 
 
 Table showing for the commodities named a comparison between the freight tariffs of certain 
 American railways and those of the Prussian-Hessian railways —Continued. 
 
 CLASS B.—A COMPARISON OF RATES FOR SELECTED ROUTES—Continued. 
 
 Item. 
 
 WOOLEN yarn s— continued. 
 
 Prussian-Hessian railways. 
 
 From Saarbrucken, Prussia, to Pino, Italy. 
 
 From Mannheim, Prussia, to Chiasso, Italy. 
 
 From Frankfurt am Main, Prussia, to Chiasso, Italy 
 From Frankfurt am Main, Prussia, to Peri, Italy.. 
 
 From Gera, Prussia, to Pino, Italy. 
 
 From Munster, Prussia, to Pino, Italy. 
 
 From Osnabruck, Prussia, to Chiasso, Italy. 
 
 From Emden, Prussia, to Pino, Italy. 
 
 From Hamburg, Prussia, to Chiasso, Italy. 
 
 From Breslau, Prussia, to Chiasso, Italy. 
 
 COTTON YARNS. 
 
 American railways. 
 
 From Woonsocket, R. I., to Fitchburg, Mass. 
 
 From New York, N. Y., to Great Barrington, Mass. 
 
 From Taunton, Mass., to Newark, N. J. 
 
 From Taunton, Mass., to Philadelphia, Pa. 
 
 From Taunton, Mass., to Norristown, Pa. 
 
 From Holyoke, Mass., to Manayunk, Pa. 
 
 From Darlington, R. I., to Philadelphia, Pa. 
 
 From Providence, R. I., to Camden, N. J. 
 
 From Providence, R. I., to Chester, Pa. 
 
 From Providence, R. I., to Florence, N. J. 
 
 Prussian-Hessian railways. 
 
 From Crefeld, Prussia, to Barmen, Prussia. 
 
 From Crefeld, Prussia, to Boenen, Prussia. 
 
 From Crefeld, Prussia, to Birlefeld, Prussia. 
 
 From Crefeld, Prussia, to Detmold, Prussia. 
 
 From Crefeld, Prussia, to Friedland, Prussia. 
 
 From Crefeld, Prussia, to Altona, Prussia. 
 
 From Crefeld, Prussia, to Gluckstadt, Prussia. 
 
 From Crefeld, Prussia, to Eutin, Prussia. 
 
 From Crefeld, Prussia, to Friedrichstadt, Prussia.. 
 From Crefeld, Prussia, to Dahler-Ostenby, Prussia. 
 
 COFFEE. 
 
 American railways. 
 
 From New York, N. Y., to Middletown, N. Y. 
 
 From New York, N. Y., to Wilmington, Del. 
 
 From New York, N. Y., to Carbondale, Pa. 
 
 From New York, N. Y., to Boston, Mass. 
 
 From New York, N. Y., to Erie, Pa. 
 
 From New York, N. Y., to Youngstown, Ohio. 
 
 From Buffalo, N. Y., to Oswego, N. Y. 
 
 From Buffalo, N. Y., to Carbondale, Pa. 
 
 From Philadelphia, Pa., to Corning, N. Y. 
 
 From Philadelphia, Pa., to Lyons, N. Y. 
 
 Prussian-Hessian railways. 
 
 From Hamburg, Germany, to Immelborn, Prussia. 
 From Hamburg, Germany, to Meiningen, Prussia.. 
 From Hamburg, Germany, to Grimmenthal, Prus¬ 
 sia . 
 
 From Hamburg, Germany, to Hildburghausen, 
 
 Prussia. 
 
 From Hamburg, Germany, to Veilsdorf, Prussia ... 
 
 From Hamburg, Germany, to Eisfeld, Prussia. 
 
 From Hamburg, Germany, to Huettensteinach, 
 
 Prussia. 
 
 From Hamburg, Germany, to Sonneberg, Prussia.. 
 
 From Hamburg, Germany, to Coburg, Prussia. 
 
 From Hamburg, Germany, to Lauscha, Prussia— 
 
 Dis¬ 
 
 tance. 
 
 Lot. 
 
 Minimum 
 weight of 
 shipment 
 for rate 
 named. 
 
 Rate 
 per 100 
 pounds. 
 
 Aver¬ 
 age rate 
 per ton- 
 mile. 
 
 368 
 
 Half carload. 
 
 11,023 
 
 39.95 
 
 2.17 
 
 402 
 
 .do. 
 
 11,023 
 
 43.80 
 
 2.18 
 
 447 
 
 .do. 
 
 11,023 
 
 47.92 
 
 2.14 
 
 511 
 
 .do. 
 
 11.023 
 
 53. 09 
 
 2.08 
 
 567 
 
 .do. 
 
 11, 023 
 
 61.06 
 
 2.15 
 
 613 
 
 .do. 
 
 11,023 
 
 62.37 
 
 2. 04 
 
 671 
 
 .do. 
 
 11,023 
 
 68.42 
 
 2.04 
 
 712 
 
 .do. 
 
 11,023 
 
 71.48 
 
 2. 01 
 
 770 
 
 .do. 
 
 11,023 
 
 77.53 
 
 2.01 
 
 813 
 
 .do. 
 
 11,023 
 
 84.18 
 
 2.07 
 
 53 
 
 Case. 
 
 (a) 
 
 15. 00 
 
 5. 66 
 
 129 
 
 .do. 
 
 A) 
 
 17.00 
 
 2. 64 
 
 213 
 
 _-do. 
 
 (a) 
 
 18.00 
 
 1.69 
 
 302 
 
 .do. 
 
 (“) 
 
 18.00 
 
 1.19 
 
 319 
 
 .do. 
 
 (a) 
 
 18.00 
 
 1.13 
 
 239 
 
 .do. 
 
 a) 
 
 21.00 
 
 1.76 
 
 276 
 
 .do. 
 
 («) 
 
 20. 00 
 
 1.45 
 
 281 
 
 .do. 
 
 (a) 
 
 18.00 
 
 1.28 
 
 251 
 
 .do. 
 
 (a) 
 
 18.00 
 
 1.43 
 
 299 
 
 .do. 
 
 («) 
 
 18.00 
 
 1.20 
 
 37 
 
 Half carload 
 
 11,023 
 
 5. 94 
 
 3.21 
 
 62 
 
 .do. 
 
 11,023 
 
 9.29 
 
 3.00 
 
 105 
 
 .do. 
 
 11,023 
 
 14.36 
 
 2. 74 
 
 131 
 
 .do. 
 
 11,023 
 
 17. 39 
 
 2. 65 
 
 197 
 
 .do. 
 
 11,023 
 
 25.06 
 
 2.54 
 
 242 
 
 .do. 
 
 11,023 
 
 30. 35 
 
 2. 51 
 
 272 
 
 .do. 
 
 11,023 
 
 33.80 
 
 2.49 
 
 303 
 
 .do. 
 
 11,023 
 
 37. 48 
 
 2.47 
 
 330 
 
 .do. 
 
 11,023 
 
 40.61 
 
 2.46 
 
 378 
 
 .do. 
 
 11,023 
 
 46.12 
 
 2.44 
 
 67 
 
 Carload. 
 
 30,000 
 
 15. 00 
 
 4.48 
 
 118 
 
 .do. 
 
 30, 000 
 
 10. 00 
 
 1.69 
 
 199 
 
 .do. 
 
 30,000 
 
 15.00 
 
 1.51 
 
 217 
 
 .do. 
 
 30,000 
 
 15. 00 
 
 1.38 
 
 499 
 
 .do. 
 
 24, 000 
 
 18.00 
 
 .72 
 
 509 
 
 .do. 
 
 24, 000 
 
 18. 00 
 
 .71 
 
 175 
 
 .do. 
 
 30,000 
 
 13. 50 
 
 1.54 
 
 271 
 
 .do. 
 
 30,000 
 
 16.00 
 
 1.18 
 
 278 
 
 .do. 
 
 30,000 
 
 15.00 
 
 1.08 
 
 329 
 
 .do. 
 
 30,000 
 
 15. 00 
 
 .91 
 
 273 
 
 Carload. 
 
 22,046 
 
 27.76 
 
 2.03 
 
 291 
 
 .do. 
 
 22,046 
 
 27. 76 
 
 1.91 
 
 296 
 
 .do. 
 
 22,046 
 
 28. 30 
 
 1.91 
 
 313 
 
 .do. 
 
 22,046 
 
 29.16 
 
 1.86 
 
 316 
 
 .do. 
 
 22,046 
 
 29.16 
 
 1.85 
 
 321 
 
 .do. 
 
 22,046 
 
 29.16 
 
 1.82 
 
 332 
 
 .do. 
 
 22,046 
 
 30.78 
 
 1.85 
 
 332 
 
 .do. 
 
 22,046 
 
 30.46 
 
 1.83 
 
 334 
 
 .do. 
 
 22, 046 
 
 29.16 
 
 1.75 
 
 341 1 
 
 .do. 
 
 22,046 
 
 31.64 
 
 1.86 
 
 a Not specified. 
 
24 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Table showing for the commodities named a comparison between the freight tariffs of 
 certain American railways and those of the Prussian-Hessian railways —Continued. 
 
 CLASS B.—A COMPARISON OF RATES FOR SELECTED ROUTES—Continued. 
 
 Item. 
 
 TOBACCO (UNMANUFACTURED). 
 
 American railways. 
 
 From Windsor, Conn., to Westfield, Mass. 
 
 From Asylum, Va., to Baltimore, Md. 
 
 From Rowletts, Ky., to Cincinnati, Ohio. 
 
 From Lacrosse, Va., to Baltimore, Md. 
 
 From Lacrosse, Va., to Philadelphia, Pa. 
 
 From Lacrosse, Va., to New York, N. Y. 
 
 From Mitchellville, Tenn., to Cincinnati, Ohio... 
 
 From Maplewood, Tenn., to Cincinnati, Ohio- 
 
 From Burgess, Va., to New York, N. Y. 
 
 From Boston, Mass., to Richmond, Va. 
 
 Prussian-Hessian railways. 
 
 From Mannheim, Prussia, to Pino, Italy. 
 
 From Darmstadt, Prussia, to Pino, Italy. 
 
 From Darmstadt, Prussia, to Chiasso, Italy. 
 
 From Frankfurt amMain, Prussia, to Chiasso, Italy 
 From Frankfurt am Main, Prussia, to Peri, Italy.. 
 From Hannover North, Prussia, to Pino, Italy.... 
 From Hannover North, Prussia, to Chiasso, Italy. 
 
 Frem Bremen, Prussia, to Pino, Italy. 
 
 From Altona, Prussia, to Peri, Italy. 
 
 From Emden Harbor, Prussia, to Peri, Italy. 
 
 Dis¬ 
 
 tance. 
 
 Lot. 
 
 Minimum 
 weight of 
 shipment 
 for rate 
 named. 
 
 Rate 
 per 100 
 pounds. 
 
 Aver¬ 
 age rate 
 per ton- 
 mile. 
 
 29 
 
 Hogshead ... 
 
 («) 
 
 9.00 
 
 6.21 
 
 182 
 
 .do. 
 
 («) 
 
 26.00 
 
 2.86 
 
 189 
 
 .do. 
 
 («) 
 
 33.00 
 
 3. 49 
 
 236 
 
 .do. 
 
 («) 
 
 30.00 
 
 2.54 
 
 331 
 
 .do. 
 
 (“) 
 
 32.00 
 
 1.93 
 
 421 
 
 .do. 
 
 («) 
 
 32.00 
 
 1.52 
 
 254 
 
 .do. 
 
 («) 
 
 38.00 
 
 2.99 
 
 294 
 
 .do. 
 
 («) 
 
 26. 00 
 
 1.77 
 
 371 
 
 .do. 
 
 ( a ) 
 
 32.00 
 
 1.73 
 
 574 
 
 .do. 
 
 («) 
 
 25.00 
 
 .87 
 
 375 
 
 Half carload. 
 
 15,432 
 
 32.59 
 
 1.74 
 
 401 
 
 .do. 
 
 11,023 
 
 34.86 
 
 1.74 
 
 428 
 
 .do. 
 
 11,023 
 
 37.14 
 
 1.74 
 
 447 
 
 .do. 
 
 11,023 
 
 38. 72 
 
 1.73 
 
 511 
 
 .do. 
 
 15,432 
 
 40.21 
 
 1.57 
 
 635 
 
 .do. 
 
 11,023 
 
 54.66 
 
 1.72 
 
 662 
 
 .do. 
 
 15,432 
 
 56.94 
 
 1.72 
 
 705 
 
 .do. 
 
 11,023 
 
 50. 63 
 
 1.44 
 
 760 
 
 .do. 
 
 11,023 
 
 57.29 
 
 1.51 
 
 802 
 
 .do. 
 
 11,023 
 
 60.36 
 
 1.51 
 
 a Not specified. 
 
 Quite a number of distinct impressions are derived from a study of 
 the above tables. In the lirst place it is observed that the Prussian 
 rates are much more regular and uniform than American rates, thus 
 showing that they are not exposed to the influence of temporary 
 changes of commercial conditions or to the passing demands of shippers 
 or localities. The degree of uniformity disclosed indicates that com¬ 
 mercial conditions in Prussia are supposed to adjust themselves to 
 railway tariffs rather than railway tariffs to industrial conditions, 
 except it be that the industrial conditions which call for a departure 
 from the rule of uniformity are of a permanent character. Which of 
 these two policies is preferable, and whether stability of railway tariffs 
 or what railway advocates in this country call elasticity of railway 
 tariffs is preferable, is again a question of judgment, and for this reason 
 is excluded from further consideration. 
 
 A second impression left by a study of the above tables is that fora 
 distance not exceeding the average haul on Prussian railways the Prus¬ 
 sian rates are lower than the American rates, but that for long hauls 
 the American rates are lower than the Prussian rates. 
 
 Whether or not Prussian railways place too great emphasis upon 
 the short-haul as compared with the long-haul traffic is a question to 
 be decided in view of Prussian conditions, a remark equally applicable 
 should the question be raised with regard to American railway tariffs. 
 The fact that Prussian railways are not administered according to 
 American ideas is not conclusive in support of the proposition that 
 Prussian tariffs do not adjust themselves to the needs of the German 
 people. 
 
 . Are Prussian rates stationary? —The criticism implied in this ques¬ 
 tion, as it was discussed before the committee, submits itself in two 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 25 
 
 forms—the one that Government rates are inelastic, the other that the 
 local interests involved in the change of a rate will be a permanent bar 
 to their reduction. The criticism of inelasticit}^ involves a fundamen¬ 
 tal and controverted point in railway economics. To what extent is 
 elasticity in railway tariffs desirable? 
 
 Ought railway tariffs to be adjusted to commercial conditions or com¬ 
 mercial conditions to railway tariffs? Is the policy which accepts the 
 volume of traffic as a final test of the wisdom of railway administration 
 a satisfactory polic}^ or ought the further question to be asked, whether 
 or not any portion of the traffic is superfluous and operates as an 
 obstacle to the healthful distribution of commerce and industry? This 
 is no place for a discussion of such questions of general policy, but 
 their statement makes it evident that the degree of stability shown by 
 Prussian railway tariffs is not final as a criticism upon Prussian admin¬ 
 istration or as an aigument against governmental supervision. 
 
 The claim that rates have not fallen in Prussia under governmental 
 administration does not seem to find adequate support. How the rates 
 actually were reduced in various directions is shown in the following- 
 tables for especially important commodities: 
 
 I. COAL AND COIvE. 
 
 Stations. 
 
 Rate per metric 
 ton. 
 
 Reduc¬ 
 
 tion 
 
 in 1903 as 
 com¬ 
 pared 
 with 1879. 
 
 1 
 
 | 
 
 Stations. 
 
 Rate per metric 
 ton. 
 
 Reduc¬ 
 
 tion 
 
 in 1903 as 
 com¬ 
 pared 
 with 1879. 
 
 1879. 
 
 1903. 
 
 1879. 
 
 1903. 
 
 (a) RUHR TERRI- 
 
 
 
 
 (C) LOWER SILESIAN 
 
 
 
 
 TORY, a 
 
 
 
 
 TERRITORY.c 
 
 
 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 Essen-Hamburg_ 
 
 7.6 
 
 5.6 
 
 26.0 
 
 Waldenburg-Ber- 
 
 
 
 
 Essen-Magdeburg.. 
 
 10.0 
 
 8.6 
 
 14.0 
 
 lin. 
 
 7.78 
 
 7. 35 
 
 5.0 
 
 Essen-Berlin. 
 
 11.5 
 
 10.3 
 
 10.4 
 
 Waldenburg-Gor- 
 
 
 
 
 Essen-Cologne. 
 
 3.2 
 
 2.4 
 
 25. 0 
 
 litz. 
 
 4.05 
 
 3.55 
 
 12.0 
 
 Essen-Siegen. 
 
 4.5 
 
 3.8 
 
 15.6 
 
 Walden burg-Dres- 
 
 6. 73 
 
 5.98 
 
 11.0 
 
 Oberhausen-Wesel. 
 
 1.61 
 
 1.3 
 
 19.0 
 
 den. 
 
 (1884) 
 
 
 
 Bochum-Siegen, for 
 
 4.0 
 
 3.1 
 
 22.5 
 
 Waldenburg-Bres- 
 
 
 
 
 foundries. 
 
 (1883) 
 
 
 
 lau. 
 
 3.10 
 
 2.32 
 
 25.2 
 
 Bochum-Esch, for 
 
 8. 69 
 
 7.6 
 
 12.5 
 
 Waldenburg-Bunz- 
 
 
 
 
 foundries. 
 
 (1881) 
 
 
 
 lau. 
 
 4.30 
 
 3.32 
 
 22. 8 
 
 ( b) UPPER SILESIAN 
 
 
 
 ( d ) SAAR TERRI- 
 
 
 
 
 TERRITORY, b 
 
 
 
 
 TORY.d 
 
 
 
 
 Konigshutte-Bres- 
 
 
 
 
 Louisenthal-M e tt- 
 
 
 
 
 lau. 
 
 6.76 
 
 4.53 
 
 33.0 
 
 lach. 
 
 2.2 
 
 1.6 
 
 27.0 
 
 Konigshutte-S t e t- 
 
 
 
 
 Louisenthal-Trier.. 
 
 3.0 
 
 2.5 
 
 17.0 
 
 tin. 
 
 11.10 
 
 7.53 
 
 32. 2 
 
 Neunkirchen- 
 
 
 
 
 Kon igsh u tt e - B e r - 
 
 
 
 
 Bingerbruck 
 
 
 
 
 lin. 
 
 11.65 
 
 10.52 
 
 9.7 
 
 (through rate)... 
 
 3.1 
 
 2. 85 
 
 8.0 
 
 Konigshutte-Ko- 
 
 
 
 
 
 
 
 
 nigsberg . 
 
 15. 90 
 
 10.81 
 
 32.0 
 
 
 
 
 
 Konigshutte- Posen 
 
 9.30 
 
 7.46 
 
 19.8 
 
 
 
 
 
 Chorzow - K r e u z - 
 
 
 
 
 
 
 
 
 burg (O. S.). 
 
 5.00 
 
 2. 99 
 
 40.2 
 
 
 
 
 
 Chorzow-Ostrowo.. 
 
 8.50 
 
 4.91 
 
 42.2 
 
 • 
 
 
 
 
 II. IRON ORES. 
 
 S t e 11 i n-K o n i g- 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 Niedersch el d en- 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 shutte. 
 
 D a n z i g-K o n i g- 
 
 12.4 
 
 7.10 
 
 43.0 
 
 Bochum. 
 
 Dillenburg-Boch- 
 
 3.7 
 
 2.3 
 
 38.0 
 
 shutte. 
 
 Schmiedeberg- 
 
 13.6 
 
 7.6 
 
 44.0 
 
 um. 
 
 Hayin g e n-B o c h- 
 
 4.7 
 
 2.9 
 
 38.0 
 
 Konigshutte. 
 
 8.0 
 
 5.0 
 
 37.5 
 
 um. 
 
 Esch-Bochum. 
 
 8.1 
 
 8.1 
 
 * . 
 
 5.4 
 
 5.3 
 
 33.0 
 
 34.0 
 
 a In the same time the production of coal in the Ruhr territory increased from 20,309,311 metric tons 
 to 65,583,430 metric tons, an increase of 222.9 per cent. 
 b The output rose from 8,909,903 metric tons to 25,265,147 metric tons, an increase of 183.5 per cent. 
 cThe output rose from 2,287,084 metric tons to 4,920,180 metric tons, an increase of 115.1 per cent. 
 dThe coal production rose from 4,558,832 metric tons to 10,144,065 metric tons, an increase of 122.5 
 per cent. 
 
2G 
 
 DIGEST OF HEARINGS ON RAILWAY RATES 
 
 III. PIG IRON.a 
 
 Stations. 
 
 Rate per metric 
 ton. 
 
 Reduc¬ 
 
 tion 
 
 in 1903 as 
 com¬ 
 pared 
 with 1879. 
 
 Stations. 
 
 Rate per metric 
 ton. 
 
 Reduc¬ 
 
 tion 
 
 in 1903 as 
 com¬ 
 pared 
 with 1879. 
 
 1879. 
 
 1903. 
 
 1879. 
 
 1903. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 Konigshutte-Berlin 
 
 12.2 
 
 9.7 
 
 b 20.0 
 
 Bochum-Berlin_ 
 
 12.1 
 
 9.5 
 
 b 21.0 
 
 Konigshutte-Bre s - 
 
 
 
 
 Bochum-Dussel- 
 
 
 
 
 lau. 
 
 5.2 
 
 3.4 
 
 b 35.0 
 
 dorf. 
 
 2.5 
 
 1.8 
 
 28.0 
 
 Konigshutte-S t e t- 
 
 
 
 
 Bochum-Coln. 
 
 3.6 
 
 3.1 
 
 14.0 
 
 tin. 
 
 12.4 
 
 9.9 
 
 b 20. 0 
 
 Bochum-Hamburg 
 
 9.2 
 
 7.4 
 
 b 19. 0 
 
 Konigshutte- Posen 
 
 8.4 
 
 6.1 
 
 b 27. 0 
 
 .do. 
 
 9.2 
 
 8.3 
 
 c 10.0 
 
 IV. POTASH .d 
 
 Stations. 
 
 Rate per metric ton. 
 
 Reduc¬ 
 tion in 
 1903 as 
 compared 
 with 1882. 
 
 1882. 
 
 1903. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 Stassfurt-Stettin ... 
 
 7.90 
 
 5.52 
 
 30.0 
 
 Stassfurt-Posen_ 
 
 10. 60 
 
 6.80 
 
 36.0 
 
 Stassfurt-Bromberg 
 
 12.30 
 
 7.44 
 
 40.0 
 
 Stassf urt-A11 enstein 
 
 16.90 
 
 9.04 
 
 47.0 
 
 Stations. 
 
 Rate per metric ton. 
 
 Reduc¬ 
 tion in 
 1903 as 
 compared 
 with 1882. 
 
 1882. 
 
 1903. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 Stassfurt-Hannover 
 
 5.10 
 
 3.60 
 
 29.0 
 
 Stassfurt-Munster . 
 
 8.80 
 
 6.24 
 
 29.0 
 
 Stassfurt-Trier. 
 
 13.80 
 
 8.00 
 
 42.0 
 
 V. THOMAS SLAG. 
 
 Stations. 
 
 Rate per metric ton. 
 
 Reduc¬ 
 tion in 
 1903 as 
 compared 
 with 1882. 
 
 Stations. 
 
 Rate per metric ton. 
 
 Reduc¬ 
 tion in 
 1903 as 
 compared 
 with 1882. 
 
 1882. 
 
 1903. 
 
 1882. 
 
 1903. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 
 Marks. 
 
 Marks. 
 
 Per cent. 
 
 Oberhausen-M a g - 
 
 
 
 + 
 
 Oberhausen-Posen 
 
 18.40 
 
 11.44 
 
 38.0 
 
 deburg. 
 
 10.00 
 
 7.2 
 
 28.0 
 
 Oberhausen-Allen- 
 
 
 
 
 Oberhausen-Stettin 
 
 15.80 
 
 10.0 
 
 37.0 
 
 stein. 
 
 24.70 
 
 14.56 
 
 41.0 
 
 VI. FERTILIZERS (LIME PRODUCTS). 
 
 Stations. 
 
 Rate per metric 
 ton. 
 
 Reduc¬ 
 tion in 
 1903 as 
 com¬ 
 pared 
 with 1879. 
 
 Stations. 
 
 Rate per metric 
 ton. 
 
 Reduc¬ 
 tion in 
 1903 as 
 com¬ 
 pared 
 with 1879. 
 
 1879. 
 
 1903. 
 
 1879. 
 
 1903. 
 
 Gogol in-Lo wen_ 
 
 Gogolin-Brieg. 
 
 Marks. 
 
 2.60 
 
 3.20 
 
 Marks. 
 
 1.44 
 
 1.92 
 
 Per cent. 
 44.6 
 40.0 
 
 Gogolin-Breslau... 
 Gogolin-Posen. 
 
 Marks. 
 4.80 
 9.30 
 
 Marks. 
 
 2.32 
 
 4.24 
 
 Percent. 
 
 52.0 
 
 cd.O 
 
 «The production of pig iron in Germany rose from 2,226,587 metric tons (1879) to 10,017,901 metric 
 tons (1903), an increase of 349.9 per cent. Germany now produces more pig iron than England, which 
 it has surpassed for many years in the output of steel. The price for steel rails for the State railways 
 fell from an average price of 143 M (1879) to 116 M (1903), a decrease of 18.9 per cent. 
 b Foundry and pig iron. 
 c Seaport tariff. 
 
 rfThe carriage of potash rose from 661,673 metric tons (1879) to 3,630,964 metric tons (1903), an 
 increase of 448.8 per cent. 
 
 As further bearing upon the question of the stability of Prussian 
 railway rates there is next inserted a table for the years 1886 to 1904, 
 inclusive, showing the tonnage, ton-mileage, average haul, freight 
 receipts, and rates per ton per mile for the four general classes of 
 freight as indicated in the table on pages 6 and 7. It was not found 
 practicable to press this comparison back of the year 1886 on account 
 of certain changes in classification and other modifications which took 
 place at that time. 
 
DIGEST OF HEARINGS ON RAILWAY RATES 
 
 27 
 
 Table showing amounts and distribution of f reight traffic of the Prussian-Hessian railways 
 
 for the years 1904 to 1886 inclusive. 
 
 FAST FREIGHT AND EXPRESS FREIGHT CARRIED UNDER NORMAL TARIFF. 
 
 
 Freight transportation. 
 
 
 Freight revenue. 
 
 Year ended 
 March 31— 
 
 Tons (2,000 
 pounds 
 each). 
 
 Ton-miles. 
 
 Average 
 
 haul. 
 
 Amount. 
 
 Per cent 
 of total. 
 
 Averag 
 
 Per ton. 
 
 je rate. 
 
 Per ton- 
 mile. 
 
 
 
 
 Miles. 
 
 
 
 Dollars. 
 
 Cents. 
 
 1904. 
 
 2,194,000 
 
 161,604,000 
 
 73.6 
 
 $9,018,562 
 
 4.00 
 
 4.11 
 
 5.58 
 
 1903. 
 
 1,965,000 
 
 146,678,000 
 
 74.6 
 
 8,102,047 
 
 3.94 
 
 4.12 
 
 5.52 
 
 1902. 
 
 1,634,000 
 
 122,139, 000 
 
 74.7 
 
 7,119,827 
 
 3.61 
 
 4.36 
 
 5.83 
 
 1901. 
 
 1,526,000 
 
 121,177,000 
 
 79.4 
 
 7,161, 375 
 
 3.47 
 
 4.69 
 
 5.91 
 
 1900. 
 
 708,000 
 
 65,935,000 
 
 93.1 
 
 5,021,440 
 
 2. 54 
 
 7.09 
 
 7. 62 
 
 1899. 
 
 689, 000 
 
 65,190,000 ' 
 
 94.6 
 
 5,020,903 
 
 2.69 
 
 7.29 
 
 7.70 
 
 1898. 
 
 634,000 
 
 59,151,000 
 
 93.3 
 
 4,742, 222 
 
 2. 71 
 
 7.48 
 
 8.02 
 
 1897. 
 
 544,000 
 
 51,612,000 
 
 94.9 
 
 4,150,160 
 
 2.54 
 
 7. 63 
 
 8.04 
 
 1896. 
 
 525,000 
 
 48, 415,000 
 
 92.2 
 
 3,991,057 
 
 2.57 
 
 7.60 
 
 8.24 
 
 1895. 
 
 467, 000 
 
 42, 578, 000 
 
 91.2 
 
 3,554,833 
 
 2.47 
 
 7.61 
 
 8. 35 
 
 1894. 
 
 441,000 
 
 39,606,000 
 
 89.8 
 
 3,332,215 
 
 2.36 
 
 7.56 
 
 8.41 
 
 1893. 
 
 431,000 
 
 38,581,000 
 
 89.5 
 
 3,227, 541 
 
 2.38 
 
 7. 49 
 
 8. 37 
 
 1892. 
 
 403,000 
 
 37, 209,000 
 
 92.3 
 
 3,098,123 
 
 2.33 
 
 7.69 
 
 8.33 
 
 1891. 
 
 399, 000 
 
 36, 712,000 
 
 92.0 
 
 3,083, 858 
 
 2.38 
 
 7.73 
 
 8.40 
 
 1890. 
 
 381,000 
 
 35, 968,000 
 
 94.4 
 
 2,992,254 
 
 2. 32 
 
 7.85 
 
 8.32 
 
 1889. 
 
 362, 000 
 
 33, 236,000 
 
 91.8 
 
 2, 782,616 
 
 2. 33 
 
 7.69 
 
 8.37 
 
 1888. 
 
 364,000 
 
 32, 983, 000 
 
 90.6 
 
 2, 778, 280 
 
 2.51 
 
 7.63 
 
 8.42 
 
 18S7. 
 
 374,000 
 
 34, 952,000 
 
 93.5 
 
 2,876,292 
 
 2. 79 
 
 7.69 
 
 8.23 
 
 1886. 
 
 384,000 
 
 33,443,000 
 
 87.1 
 
 2, 726, 647 
 
 2.75 
 
 7.10 
 
 8.15 
 
 ORDINARY FREIGHT CARRIED UNDER NORMAL TARIFF. 
 
 
 
 
 Miles. 
 
 
 
 Dollars. 
 
 Cents. 
 
 1904. 
 
 98, 032,000 
 
 6, 215,952, 000 
 
 63.4 
 
 |107, 289,020 
 
 47.61 
 
 1.09 
 
 1.73 
 
 1903. 
 
 90,134,000 
 
 5,744, 888, 000 
 
 63.7 
 
 99,173,261 
 
 48.24 
 
 1.10 
 
 1.73 
 
 1902. 
 
 86,925,000 
 
 5, 534, 236, 000 
 
 63.7 
 
 95,812,389 
 
 48.57 
 
 1.10 
 
 1.73 
 
 1901.'. 
 
 89,720,000 
 
 5,897,008, 000 
 
 65.7 
 
 100,990,410 
 
 49.00 
 
 1.13 
 
 1.71 
 
 1900. 
 
 88,438,000 
 
 5,824,429,000 
 
 65.9 
 
 101,041,638 
 
 51.07 
 
 1.14 
 
 1.73 
 
 1899. 
 
 81,558,000 
 
 5,375. 617,000 
 
 65.9 
 
 95,468,169 
 
 51.11 
 
 1.17 
 
 1.78 
 
 1898. 
 
 72,447,000 
 
 4,957,956, 000 
 
 68.4 
 
 89,812,198 
 
 51.35 
 
 1.24 
 
 1.81 
 
 1897. 
 
 89, 312, 000 
 
 6,739,518,000 
 
 75. 5 
 
 104,611,779 
 
 63. 91 
 
 1.17 
 
 1.55 
 
 1896. 
 
 83,971,000 
 
 6,393,495,000 
 
 76.1 
 
 99,555, 710 
 
 64.23 
 
 1.19 
 
 1.56 
 
 1895. 
 
 74,336,000 
 
 5,622, 717, 000 
 
 75. 6 
 
 87, 957, 316 
 
 61.21 
 
 1.18 
 
 1.56 
 
 1894. 
 
 70,364,000 
 
 5,467,609,000 
 
 77.7 
 
 84, 681, 619 
 
 59. 94 
 
 1.20 
 
 1.55 
 
 1893. 
 
 70,109,000 
 
 5,445,329,000 
 
 77.7 
 
 81,078, 977 
 
 62.09 
 
 1.20 
 
 1.54 
 
 1892. 
 
 68, 642,000 
 
 5,277,210,000 
 
 76.9 
 
 79, 509,412 
 
 59.90 
 
 1.16 
 
 1.51 
 
 1891. 
 
 66,557, 000 
 
 5,187,240,000 
 
 77.9 
 
 78, 844,961 
 
 60. 84 
 
 1.18 
 
 1.52 
 
 1890. 
 
 71,101,000 
 
 5,395,288,000 
 
 75.9 
 
 80, 696, 873 
 
 62. 69 
 
 v 1.13 
 
 1.50 
 
 1889. 
 
 61,239,000 
 
 4, 658,287,000 
 
 76.1 
 
 71,730,471 
 
 60.01 
 
 1.17 
 
 1.54 
 
 1888. 
 
 54,567,000 
 
 4,114, 087,000 
 
 75.4 
 
 65,113,886 
 
 58.95 
 
 1.19 ■ 
 
 1.58 
 
 1887. 
 
 51, 708,000 
 
 3, 633,127,000 
 
 70.3 
 
 59,823, 861 
 
 58.00 
 
 1.16 
 
 1.65 
 
 1886. 
 
 40,439,000 
 
 2,844,968,000 
 
 70.4 
 
 50,841,247 
 
 51.33 
 
 1.26 
 
 1.79 
 
 FREIGHT CARRIED UNDER EXCEPTIONAL TARIFFS. 
 
 
 
 
 Miles. 
 
 
 
 Dollars. ■ 
 
 Cents. 
 
 1904. 
 
 156,392,000 
 
 11,909,664,000 
 
 76.2 
 
 $109,036,405 
 
 48. 39 
 
 0.70 
 
 0.92 
 
 1903. 
 
 140,442,000 
 
 10,817,476,000 
 
 77.0 
 
 98,314,974 
 
 47. 82 
 
 .70 
 
 .91 
 
 1902. 
 
 132,445,000 
 
 10,321,044,000 
 
 77.9 
 
 94,321,716 
 
 47.82 
 
 .71 
 
 .91 
 
 1901. 
 
 135,480,000 
 
 10,825, 908,000 
 
 79.9 
 
 97,967, 768 
 
 47.53 
 
 .72 
 
 .90 
 
 1900. 
 
 128, 774,000 
 
 10,140,946,000 
 
 78.7 
 
 91,796,105 
 
 46. 39 
 
 .71 
 
 .91 
 
 1899. 
 
 121,051,000 
 
 9,382,037,000 
 
 77.5 
 
 86,305, 039 
 
 46.20 
 
 .71 
 
 .92 
 
 1898. 
 
 117,799,000 
 
 8,606,180,000 
 
 73.1 
 
 80,356, 957 
 
 45. 94 
 
 .68 
 
 .93 
 
 1897. 
 
 85,276, 000 
 
 5,725, 955,000 
 
 67.1 
 
 54,927, 603 
 
 33. 55 
 
 .64 
 
 .96 
 
 1896. 
 
 77,162,000 
 
 5,414,814,000 
 
 70.2 
 
 51,454,552 
 
 33. 20 
 
 .67 
 
 .95 
 
 1895. 
 
 75,224,000 
 
 5,320, 929,000 
 
 70.7 
 
 52,197, 736 
 
 36.32 
 
 .69 
 
 .98 
 
 1894. 
 
 72,263, 000 
 
 5,370, 328,000 
 
 74.3 
 
 53,255,755 
 
 37. 70 
 
 .74 
 
 .99 
 
 1893. 
 
 67,123, 000 
 
 4,824,438,000 
 
 71.9 
 
 48,104,371 
 
 35. 53 
 
 .72 
 
 1.00 
 
 1892. 
 
 67,255,000 
 
 4,801,102,000 
 
 71.4 
 
 50,146,071 
 
 37.77 
 
 .75 
 
 1.04 
 
 1891. 
 
 64,117,000 
 
 4,598,828,000 
 
 71.7 
 
 47, 670, 408 
 
 36.78 
 
 .74 
 
 1.04 
 
 1890. 
 
 57,403,000 
 
 4,298, 087,000 
 
 74.9 
 
 45,059,946 
 
 34.99 
 
 .79 
 
 1. 05 
 
 1889. 
 
 57,989, 000 
 
 4,346,212,000 
 
 74.9 
 
 45,016, 792 
 
 37.66 
 
 .78 
 
 1.04 
 
 1888... 
 
 54,195,000 
 
 4,134,714,000 
 
 76.3 
 
 42,577, 602 
 
 38. 54 
 
 .79 
 
 1.03 
 
 1887. 
 
 49,260,000 
 
 4,043,170,000 
 
 82.1 
 
 40,456,126 
 
 39. 21 
 
 .82 
 
 1.00 
 
 1886. 
 
 54,424,000 
 
 4,564,923,000 
 
 83.9 
 
 45,483, 590 
 
 45. 92 
 
 .84 
 
 1.00 
 
28 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 
 TOTALS FOR ALL FREIGHT CARRIED, EXCLUDING CATTLE, MILITARY, POST, AND 
 
 COMPANY FREIGHT. 
 
 
 Freight transportation. 
 
 
 Freight revenue. 
 
 Year ended March 31— 
 
 Tons (2,000 
 pounds 
 each). 
 
 
 Average 
 
 haul. 
 
 
 Average rate. 
 
 
 Ton-miles. 
 
 Amount. 
 
 Per ton. 
 
 Per ton- 
 mile. 
 
 1904 . 
 
 256,618,000 
 232,541,000 
 221,004,000 
 226,726,000 
 217,920,000 
 203,298,000 
 190,880, 000 
 175,132,000 
 161,658,000 
 150,027,000 
 143,068, 000 
 137,663,000 
 136,300,000 
 131,073,000 
 128,885,000 
 119,590,000 
 109,126,000 
 101,342,0C0 
 95,247,000 
 
 18,287,220,000 
 16,709,042, 000 
 15,977,419,000 
 16,844, 093,000 
 16,031,310,000 
 14,822, 844,000 
 13,623, 287,000 
 12,517,085,000 
 11,856,724,000 
 10, 986,224,000 
 10,877,543,000 
 10,308, 348,000 
 10,115,521,000 
 9,822, 780,000 
 9,729,343,000 
 9,037,735,000 
 8,281,784,000 
 7,711,249,000 
 7,443,334,000 
 
 Miles. 
 
 71.3 
 
 $225,343,987 
 205,590,282 
 197,253,932 
 206,119,553 
 197,859,183 
 186, 794, 111 
 174,911,377 
 163,719,542 
 155,001, 319 
 143,709,885 
 141,269,589 
 135,410,889 
 132,753, 606 
 129,599,227 
 128, 749,073 
 119,529,879 
 110,469, 768 
 103,156,279 
 99,051,484 
 
 Dollars. 
 
 0.88 
 
 Cents. 
 
 1.23 
 
 1903 . 
 
 71.9 
 
 .88 
 
 1.23 
 
 1902 . 
 
 72.3 
 
 .89 
 
 1.23 
 
 1901. 
 
 74.3 
 
 .91 
 
 1.22 
 
 1900 . 
 
 73.6 
 
 .91 
 
 1.23 
 
 1899 . 
 
 72.9 
 
 .92 
 
 1.26 
 
 1898 . 
 
 71.4 
 
 .92 
 
 1.28 
 
 1897 . 
 
 71.5 
 
 .93 
 
 1.31 
 
 1896 . 
 
 73.3 
 
 .96 
 
 1.31 
 
 1895 . 
 
 73.2 
 
 .96 
 
 1.31 
 
 1894 . 
 
 76.0 
 
 .99 
 
 1.30 
 
 1893 . 
 
 74.9 
 
 .98 
 
 1.31 
 
 1892 . 
 
 74.2 
 
 .97 
 
 1.31 
 
 1891. 
 
 74.9 
 
 .99 
 
 1.32 
 
 1890 . 
 
 75.5 
 
 1.00 
 
 1.32 
 
 1889 . 
 
 75.6 
 
 1.00 
 
 1.32 
 
 1888 . 
 
 75.9 
 
 1.01 
 
 1.33 
 
 1887 . 
 
 76.1 
 
 1.02 
 
 1.34 
 
 1886 . 
 
 78.1 
 
 1.04 
 
 1.33 
 
 
 
 By referring to the above table, it appears that the average rate per 
 ton per mile, all classes of freight included, was 1.33 cents in 1886 and 
 1.23 cents in 1904. For fast freight and express the rate per ton per 
 mile was 8.15 cents in 1886 and 5.58 cents in 1904. For freight car¬ 
 ried under the normal tariffs the rate was 1.79 cents in 1886, as against 
 1.73 cents in 1904. For freight carried under exceptional tariffs the 
 rate was 1 cent in 1886, as against 0.92 cent in 1904. 
 
 These changes in the rate per ton per mile are slight as compared 
 with the corresponding changes upon American railways. As a par¬ 
 tial explanation of this apparent stability in the rate, notwithstanding 
 the many changes in classification which transfer rates from a higher 
 to a lower class, attention is called to the change that has taken place 
 in the average haul for the various classes of commodities named. 
 Thus, the average haul in 1886, all classes of commodities being 
 included, was 78.1 miles, as against 71.3 miles in 1904. The average 
 haul for fast freight and express freight in 1886 was 87.1 miles, as 
 against 73.6 in 1904. The average haul for goods carried under 
 “normal” tariffs was 70.4 miles in 1886, as against 63.4in 1904, while 
 the average haul for commodities carried under “exceptional” tariffs 
 was 83.9 miles in 1886, as against 76.2 in 1904. This reduction in the 
 average haul may be, in part, explained by the increased use made of 
 water transportation. A further and more satisfactory explanation, 
 however, may be found in the fact of the more general extension of 
 industries throughout the country. The uniform industrial develop¬ 
 ment of all parts of the Prussian territory is one of the conscious 
 purposes of Prussian railway administration. 
 
 Finances 0fP> mssian railways .—Inasmuch as the Prussian railways 
 belong to the State, their income and expenditure come within the 
 jurisdiction of public finances. Railway propert}', like all public 
 property, is regarded as a source of public income or an occasion of 
 public expenditure, and, consequently, railway rates in Prussia must 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 29 
 
 be judged from the point of view of publie policy rather than that of 
 private advantage. Without undertaking a discussion of the extent 
 to which financial considerations may properly influence a scheme of 
 railway rates, a problem that-could not be considered without passing 
 in review the entire taxing and credit policy of the State, there is 
 inserted at this point a statement which shows the use that has been 
 made of moneys contributed by the railways. It covers the years 
 1882 to 1904, inclusive. 
 
Income account and statement of railway investments and railway indebtedness for the Prussian-Hessian railways from 1882 to 1904, inclusive. 
 
 30 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 31 
 
 The headings of the columns in the above table are not translations 
 of the headings as they appear in the published statistics, but such 
 phrases have been selected as will suggest to one familiar with railway 
 accounting in the United States the character of the data presented. 
 The second column shows the operating income of the Prussian-Hessian 
 railways; the third, the operating expenses, and the fourth, what, in 
 .this country, is termed income from operation. In the fifth column is 
 found a statement of the interest accruing on railway capital. In 
 column 6 is found a statement of the net available income; that is to 
 say, of the surplus arising from the gross earnings of the railways 
 after operating expenses, interest, and the slight payments for general 
 State expenses have been met. The next column, column 7, shows 
 railway capitalization. The figures which it contains do not represent 
 the outstanding indebtedness, but rather the investment of the Prussian 
 Government in railway property. They stand for the balance sheet 
 statement of cost of road and equipment, according to American 
 accounting, although in a Prussian balance sheet there would not be 
 set up on the other side of the account an equal amount of railway 
 indebtedness, for, as a matter of fact, a considerable portion of the 
 securities representing this investment has been extinguished through 
 the payment of the obligations incurred in the purchase and the exten¬ 
 sion of the railway system. 
 
 It is the figures submitted in this column, however, rather than the 
 outstanding obligations, which serve as the basis for computing the 
 annual sinking-fund payments, the amounts of which are given in 
 column 8. These sinking-fund payments were originally computed as 
 three-fourths of 1 per cent, but in recent years have become a vaiying 
 quantit}L Column 9 shows the amount of gross earnings from the 
 operation of Prussian railways available for whatever purpose the 
 Government may desire after operating expenses, interest, and sink¬ 
 ing-fund payments have been met. The disposal of this fund is deter¬ 
 mined by several laws, which, however, find no mention in this state¬ 
 ment. The final column shows the amount of outstanding railway 
 indebtedness for the years named. 
 
 Many computations might be made from the figures submitted in 
 the above table, and many conclusions drawn, but these will be passed 
 over with the exception of a single comment, which calls attention to 
 the extent and pecuniary advantage which the Government of Prussia 
 has derived from the public ownership and administration of railways. 
 One evidence of public advantage does not appear in the figures, for 
 the railways of Germany, although state railways, are subject to local 
 taxation, and there is included in operating expenses an annual pay¬ 
 ment not far from thirteen millions of marks a year to the treasuries 
 of the local political divisions through which the railway's run. 
 

 
 
 
 
 
 
 
 
 
 
 ?* 
 
 ! ft 
 
 
 
 
 • i 
 
 ' 
 
 
 . 
 
 • i 
 
 ’ 
 
 * 
 
 
 
 
 
 
 
 
STATEMENT OE EXCEPTIONAL TARIFFS OF THE PRUSSIAN-HES- 
 SIAN RAILWAYS IN FORCE OCTOBER 30, 1904. 
 
 [Prepared by Dr. John M. Gitterman.] 
 
 Table of contents. 
 
 L. E. R. 
 
 No. 16, 
 1904. 
 
 Names of tariffs. 
 
 Page of 
 Prussian 
 tariff. 
 
 Pageof 
 this 
 report. 
 
 1 
 
 Coal, coke and briquets... 
 
 712 
 
 34 
 
 2. 
 
 Lignite, etc. 
 
 718 
 
 40 
 
 3. 
 
 Raw materials, fertilizers, earths, potaioes, and beets,firing materials (fuel), 
 and wood of Special Tariff III, etc.*.. 
 
 720 
 
 41 
 
 4. 
 
 Earths and stones. 
 
 720 
 
 42 
 
 5. 
 
 Cement, gypsum, asphalt, etc. 
 
 726 
 
 46 
 
 6. 
 
 Fertilizers, salt, soda, rosins, acids, etc. 
 
 728 
 
 47 
 
 7. 
 
 Iron ores, etc. 
 
 733 
 
 51 
 
 8. 
 
 Pig, foundry, and scrap iron. 
 
 736 
 
 53 
 
 9. 
 
 Iron and steel of Special Tariffs I and II. 
 
 738 
 
 55 
 
 10. 
 
 Lead, zinc, and other metals. 
 
 746 
 
 61 
 
 11. 
 
 Grain, legumes, oil seed, malt, and mill products. 
 
 749 
 
 64 
 
 12. 
 
 Flax, hemp, oakum, tow, jute, and cordage. 
 
 753 
 
 67 
 
 13. 
 
 Other field, meadow, and garden products... 
 
 755 
 
 68 
 
 14. 
 
 Wood. 
 
 756 
 
 69 
 
 15. 
 
 Spirits, alcohol, beer, and yeast. 
 
 761 
 
 73 
 
 lo. 
 
 Starches, etc. 
 
 762 
 
 74 
 
 17. 
 
 Petroleum and naphtha. 
 
 763 
 
 74 
 
 18. 
 
 Palm oil, oil of palm kernels, of cocoanut, and linseed oil. 
 
 766 
 
 77 
 
 19. 
 
 Sulphur. 
 
 766 
 
 77 
 
 20. 
 
 Yarn, tissues, twist. 
 
 766 
 
 77 
 
 21. 
 
 Glass... 
 
 768 
 
 78 
 
 22. 
 
 Sugar. 
 
 769 
 
 79 
 
 23. 
 
 Other seaport rates, n. o. s. 
 
 769 
 
 80 
 
 24. 
 
 Other deviations from normal rates, n. o. s. 
 
 780 
 
 SO 
 
 
 S. Doc. 244, 59-1, pt 2-3 
 
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Prussian-Hessian exceptional railway rates in force October 30,1904 —Continued. 
 
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DIGEST OF HEARINGS ON RAILWAY RATES. 
 
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90 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 24. OTHER DEVIATIONS FROM NORMAL RATES, N. O. S. 
 
 [780] 
 
 A.—THROUGH RATES FOR TRAFFIC BETWEEN HAMBURG OR ALTONA AND 
 
 GERMAN OR FOREIGN PORTS ON BALTIC. 
 
 I. Between Hamburg (or altona) and Kiel. 
 
 A. For freight through from Hamburg or Altona to Kiel, for reforwarding bv 
 steamer or sailing ship to German or foreign ports on Baltic (with direct bill of 
 lading or showing clearly address of ultimate consignee or original consignor), the 
 rate is in both directions, including port railway freight in Kiel, but excluding Ham¬ 
 burg or Altona quay dues: 
 
 a. For single shipment, under 5 tons, 0.80 mk. per 100 kg. (6.6 pf. —(-10 terminal 
 charge). Bulky freight same rate but on weight increased 50 per cent. 
 
 b. For quantities of at least 5 tons from one sender to one consignee, in car load 
 lots, 0.64 mk. per 100 kg. (5.5 pf. + 6 terminal charge). 
 
 B. For freight forwarded by regular steamers between Kiel, on the one hand, and 
 Stettin, Danzig, Konigsberg, and Copenhagen, on the other, the rate, including Kiel 
 port railway charge or Altona quay dues, but exclusive of Hamburg quay charges— 
 
 a. For quantities under 5 tons, per 100 kg., 0.80 mk. (6.6 pf. -j- 10). 
 
 b. For carloads of 5 tons and upward, per 100 kg., 0.60 mk. (4.5 pf. +12). 
 
 Until further notice the rates of Exceptional Tariff B. b. are reduced 10 pf, per 100 
 
 kg. for— 
 
 a Freight of all kinds from Copenhagen to Hamburg or Altona via Kiel, through 
 traffic. 
 
 ft Alcohol from Stettin, Danzig, and Konigsberg to Altona (quay) via Kiel, through 
 traffic. 
 
 [781] 
 
 y Alcohol from Stettin, Danzig, and Konigsberg to Hamburg H., for immediate 
 transfer to Free Port through traffic via Kiel. 
 
 In order to entitle shipments to the reduced rates of section B, the bills of lading 
 must contain the following data: 
 
 (a) . In case of freight from Hamburg or Altona, statement that the goods are to be 
 forwarded by steamer from Kiel and name of port to which they are to be forwarded. 
 
 (b) . In case of freight to Hamburg or Altona, statement show ing name of steamer 
 on board of which the goods have arrived in Kiel and name of port whence shipped. 
 
 These rates were originated by the former private railroad company in competition 
 with Liibeck. 
 
 B.—REDUCTIONS OF NORMAL RATES IN INTERIOR TRAFFIC. 
 
 Daring suspension of ordinary ship communication between Stettin and Swine- 
 miinde by reason of freezing over of the harbor, until further notice certain reduc¬ 
 tions are made for freight between Swinemunde and Stettin. 
 
 Rates charged for 80 km. (actual distance 112 km.). 
 
 Classes. 
 
 Reduced 
 
 rates. 
 
 Regular 
 
 rates. 
 
 Express freight. 
 
 Marks per 
 100 kg. 
 
 2.10 
 
 Marks per 
 100 kg. 
 
 2.74 
 
 Piece goods. 
 
 1.05 
 
 1.37 
 
 Special tariff for named piece goods. 
 
 0.81 
 
 1.10 
 
 Class A 1 ... 
 
 0.71 
 
 0.95 
 
 Class B. 
 
 0.60 
 
 0. 79 
 
 Special Tariff A 2 . 
 
 0.-19 
 
 0.68 
 
 0.62 
 
 Special Tariff I. 
 
 0. 45 
 
 Special Tariff II... 
 
 0.37 
 
 0.51 
 
 Special Tariff III. 
 
 0. 37 
 
 0.37 
 
 
 Note. —These rates apply only to shipments, which according to statement in bill of lading have 
 been imported to or are to'be exported by sea from Swinemunde. (L. E. R., 1886, No. 17.) 
 
DIGEST OF HEADINGS ON RAILWAY RATES. 
 
 91 
 
 C.—IN RIVER AND RAIL TRAFFIC VIA RHINE AND MAIN PORTS. 
 
 (For shipments of Belgian and Dutch origin.) 
 
 For a number of specially named articles, especially imports by sea, carried by boat 
 from Dutch or Belgian ports to Frankfort-on-Main, Kastel, Gustavsburg, Mainz, 
 Mannheim, and sent thence by rail to Switzerland, or to German-Swiss border, or 
 to German transfer stations near the border stations, or to Austria-Hungary (also 
 from Passau, Regensburg, or Deggendorf by the Danube), the rates for Switzerland 
 from Mannheim and to Austria-Hungary from Gustavsburg are extended to traffic 
 from other rail and river stations. 
 
 On traffic with Austrian stations, the rates, including those of the regular tariff 
 classes, are scaled to the competitive rates via Laube (Elbe transshipment point to 
 river from rail), and approximate the rates which are charged in the seaport excep¬ 
 tional tariffs to Austro-Hungarian stations from the Belgian and Dutch seaports. 
 (See above page 769, No. 23. Seaport Exceptional Tariffs.) 
 
 The various exceptional tariffs on traffic to Belgium and the Netherlands via Main 
 and Rhine rail and river points are contained in numbers 1 to 23 of this statement. 
 
 [ 782 ] 
 
 D.—IN TRAFFIC TO AND FROM DANUBE DISTRICTS OUTSIDE GERMANY IN 
 
 GENERAL. 
 
 In order to aid exports of German products, direct rates via the stations Passau, 
 Deggendorf, and Regensburg (all on the Danube) have been instituted. The freight 
 portions of the Prussian State railways for goods of the ordinary classes are those 
 
 based on the ordinary rates. 
 
 For exceptional rates on: 
 
 1. Ironware, bar iron (Fa^oneisen), agricultural machinery. See page 742. 
 
 2. Pig iron. See page 737. 
 
 3. Coffee, etc., from North Sea and Baltic ports, etc. See page 769. 
 
 4. Palm oil, palm kernel oil... See page 766. 
 
 5. Jute bags... See page 767. 
 
 These reductions have been granted for a limited period since June 15,1904, in the 
 interest of the South-German Danube Steam Navigation Company for the purpose of 
 maintaining and fostering independent German navigation on the Danube, and are 
 to remain in force only so long as this company remains under German control. 
 
 E.—IN TRAFFIC TO AND FROM COUNTRIES ON THE LOWER DANUBE (ROUMANIA, 
 
 SERVIA, BULGARIA, AND BEYOND). 
 
 (a) Traffic via Transshipment Points Passau, Deggendorf, and Regensburg. 
 
 The introduction of direct rates to these countries at first met with opposition from 
 a few foreign railways. (See L. E. R., 1884, No. 42, and Nov. 28-29,1884.) To facili¬ 
 tate exports of German industrial products for export to Passau and Regensburg, 
 rates were established as follows: 
 
 1 . 
 
 Classes. 
 
 Per ton per 
 kilometer. 
 
 Terminal 
 charges per 
 100 kg. 
 
 Express goods. 
 
 Pfennigs. 
 
 14.0 
 
 7.0 
 
 6.0 
 
 4.0 
 
 4.0 
 
 4.0 
 
 4.0 
 
 3.0 
 
 2.2 
 
 Pfennigs. 
 +20 
 + 10 
 +10 
 + 6 
 + 6 
 + 6 
 + 6 
 + 6 
 + 6 
 
 Piece goods I. 
 
 Piece goods II. 
 
 Class A 1 . 
 
 Class B . 
 
 Special Tariff A-. 
 
 Special Tariff I. 
 
 Special Tariff II. 
 
 Special Tariff III. 
 
 
92 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 2. Iron and steel and manufactures of, machines, etc. (see No. 9, subdivision 16, 
 
 p. 743). 
 
 3. Agricultural implements and machines. (No. 9, subdivision 14, note, p. 742). 
 
 4. “Colonialwaaren,” foreign groceries, etc., for 5 tons, 4.5 pf.; for 10 tons, 3.5 pf. 
 
 [783] 5. Petroleum and naphtha (see 17, subdivisions 16 and 17, p. 765). 
 
 6. Cotton goods and yarn (for weaving) from Rhine and Westphalia, and middle 
 Rhine ports. 
 
 . Pfennigs. 
 
 a. In quantities under 5 tons..... 3.5+10 
 
 5 tons... 2. 86+6. 6 
 
 b. In quantities of 10 tons... 2. 6+6 
 
 7. Sugar from Germany, 10 tons, 2.2+6. (No. 22, 1, p. 769.) 
 
 8. Paper to Mannheim, Mainz, and Gustavsburg: 
 
 Pfennigs. 
 
 a. In quantities under 5 tons... 6.0+10 
 
 b. In quantities of 5 tons.. 4. 0+6 
 
 c. In quantities of 1.0 tons . 3.5+6 
 
 9. Cement from Hessian stations..... 1. 7+6 
 
 (1-9. Temporary tariffs conditioned on the navigation on Danube being done by 
 German corporation. See note under D, p. 782.) 
 
 (6) Traffic from Northern Germany and Transshipped to Danube at Vienna. 
 
 From stations of eastern and middle districts to river stations on Danube in Servia, 
 Roumania, Bulgaria, and Russia, where steamers of the “First Austrian Danube 
 Steamship Company” touch, there is a special combination tariff (rail and river via 
 Vienna). 
 
 The rates apply only to freight moving from Germany (except hides and skins), 
 and are as follows: 
 
 Pfennigs. 
 
 1. Express freight. 14.0+20 
 
 2a. Piece goods, Class I.. 7.0+10 
 
 26. Piece goods, Class II. 6. 0+10 
 
 3. Goods of all kinds, of 5 and 10 tons..’. 4. 0+ 6 
 
 4. Iron and steel and manufactures of, machines, etc. (See No. 9, subdi¬ 
 
 vision 16, p. 743). 
 
 5. Cement, 10 tons... 1.7+ 6 
 
 6. Sugar of all kinds— 
 
 (а) 5 tons.. 3. 5+ 6 
 
 (б) 10 tons.. . ... 3.0+ 6 
 
 7. Hollow glassware, pottery, and earthenware, litharge, wooden huts— 
 
 (а) 5 tons... 4. 0+ 6 
 
 (б) 10 tons.. 3. 0+ 6 
 
 8. Paper of all kinds and pasteboard— 
 
 (а) 5 tons... 4.0+ 6 
 
 (б) 10 tons..... 3.5+ 6 
 
 9. Roofing paper, 10 tons. 3.0+ 6 
 
 10. Pipes of clay, chamotte, and chamotte stone (lire brick) — 
 
 (а) 5 tons. 4. 0+ 6 
 
 (б) 10 tons. 1.7+ 6 
 
 [784] 11. Wooden pegs and matchwood— 
 
 (а) 5 tons. 4. 0+ 6 
 
 (б) 10 tons. 2.2+12 
 
 12. Cotton goods, yarn, and twist, jute tissues, linen, rough and unfulled 
 
 cloth, army cloth and linen, new sacks, cordage, alcohol, hides and 
 skins, 5 and 10 tons. .. 4. 0+ 6 
 
 13. Green vitriol — 
 
 (а) 5 tons. 4. 0+ 6 
 
 (б) 10 tons. 2. 2+ 6 
 
 Note. —On freight from Gleiwitz and Nicolai to Braila and Galatz the terminal 
 charge of 6 pfennigs is waived. The rates do not apply to grain, etc., malt, fruit, fresh 
 and dried, plum jam, meats and preparations of. Also applies to (a). 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 93 
 
 (r) Direct Traffic with Servia, Bulgaria, and Turkey via Austria-Hungary. 
 
 Following rates in force on German lines since May 1, 1900 (L. E. R., 1898, No. 12): 
 
 A. CLASSIFIED FREIGHT. 
 
 Pfennigs. 
 
 1. All classes of express freight in any quantity....,. 14. O f 20 
 
 2. Piece goods, Class 1. 7. OF 10 
 
 3. Piece goods, Class II. 6. 0+10 
 
 B. COMMODITY TARIFF. 
 
 Pfennigs. 
 
 1. Freight of all kinds, 5 and 10 tons. 4.0+6 
 
 2. Eggs and killed poultry to Hamburg and Stettin, transit by sea, also 
 
 in transit to France, Belgium, and Holland via Aix-la-Chapelle and 
 Herbesthal, 5 tons. 4.9+6 
 
 3. Live poultrv, in common freight cars, per square meter: 
 
 1-100 km... 2.0 
 
 101-200 km. for additional distance. 1. 75 
 
 201-300 km. for additional distance. 1. 50 +20 
 
 Over 300 km. for additional distance. 1. 00 
 
 Where poultry cars in floors are used add 33J per cent to the haul¬ 
 ing charge. 
 
 4. Alcohol from Germany, 10 tons.. 2. 6 or 2. 2+6 to 12 
 
 5. Sugar from Germany: 
 
 5 tons. 3. 5 
 
 10 tons. 3.0+6 
 
 6. Iron and steel, and manufactures of, see p. 743, No. 9, sub. 16. 
 
 7. Machinery of all kinds, military arms from Germany, rates of No. 6, 
 
 above.. 
 
 8. Paper: 
 
 5 tons. 4. 0 
 
 10 tons.. 3. 5+6 
 
 9. Glass, pottery wares from Germany, slates, litharge, etc.: 
 
 5 tons. 4. 0 
 
 10 tons. 3.0+6 
 
 [785] 10. Crockery, heavy: 
 
 5 tons. 3. 0 
 
 10 tons. 2.2+6 
 
 11. Cement, fire brick, etc., 10 tons... 1. 7+6 
 
 12. Railroad rolling stock, see p. 745, No. 9, subd. 21 and 22. 
 
 13. Lead and zinc, copper plates, rates same as on iron, see No. 6, supra .. 
 
 14. Starch from Germany, 5 tons. 4. 0+6 
 
 10 tons, raw materials tariff: 
 
 To 350 km. . • 2.2 
 
 Beyond, for additional distances. 1.4+7 
 
 15. Green vitriol: 
 
 5 tons. 4.0 
 
 10 tons. 2.2+6 
 
 16. Roofing paper, 10 tons. 3. 0+6 
 
 17. Cotton and yarns and linens: 
 
 I. From Rhine Westphalian districts— 
 
 (a) Under 5 tons. 5-ton rates 
 
 + 50 per 
 cent. 
 
 ( b) 5 and 10 tons... 3.2+6 
 
 II. From other points: 
 
 Less than 5 tons. 6. 0+10 
 
 5 and 10 tons. 4. 0+6 
 
 18. Wooden pegs: 
 
 5 tons. 4. 0+6 
 
 10 tons. 2.2+12 
 
 On plums and plum jelly, grains, wool of all sorts, eggs, alcohol, sugar, starch to 
 Germany; also on arsenious and chrome ores, fresh fruit, slate and slabs of, malt, 
 molasses, bran, fresh vegetables, lignite briquets, the German domestic rates apply. 
 
 For certain commodities to Constantinople and Salonike, special rates, based on 
 the rates of the Levante tariff, exist (see p. 800, infra). 
 
94 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 (d) Direct Traffic with Roumania. 
 
 In order to facilitate the sale of German products in the Lower Danube countries 
 through rates were agreed on by the respective lines. The following rates apply for 
 the German lines: 
 
 Pf. 
 
 Express freight. 14. O f 20 
 
 Piece goods, Class I. . 7. 0 1-10 
 
 Piece goods, Class II. 6. 0+10 
 
 Freight of all kinds, 5 and 10 ton lots. 4. 0+6 
 
 Commodity tariffs for— 
 
 1. Bones, limed scraps of leather for glue manufacture, gas retort 
 
 carbon, and old iron from Roumania, old used sacks, muriatic 
 and sulphuric acid, to Roumania, spar, clay, slate, chicory roots 
 and slices, coal-tar pitch, etc., in 10-ton lots. 2. 2+6 
 
 2. Wood pulp dry, and dry scraps of leather from Roumania, mar¬ 
 
 ble slabs and plates, rosin, salted herrings and rice to Rouma¬ 
 nia, 10 tons... 3. 0+6 
 
 3. Wool, waste of wool, etc., 10 tons... 3.5+6 
 
 [786] 4. Starch, glucose, etc., 10 tons, raw materials tariff. 
 
 5. Glass, paper, and pasteboard, 10 tons.. 3.0+6 
 
 6. Sugar to Roumania: 
 
 5 tons. 3.5+6 
 
 10 tons (to 100 km. 2.6+6, over 100 km. 2.2+6).Special Tariff III. 
 
 7. Porcelain, 10 tons. 3.0+6 
 
 8. Pottery of Special Tariff III, including crucibles of clay, to Rou¬ 
 
 mania, chloride of magnesium, and household furniture: 
 
 5 tons. 3.0+6 
 
 10 tons. 2.2+6 
 
 9. Cement, also hydraulic lime, marble slabs and blocks, unworked, 
 millstones, to Roumania; fire-brick wares and fire-proof mor¬ 
 tar, etc., 10 tons. 1. 7+6 
 
 10. Cotton goods, and yarn for weaving: 
 
 I. From Rhine-Westphalian stations and Main ports— 
 
 Under 5-ton lots. 3. 5+10 
 
 5-ton lots.. 2. 86+6. 6 
 
 10-ton lots. 2. 6+6 
 
 II. For English cotton goods and yarns, via seaports and rail and 
 
 water points on the Elbe: 
 
 a. In quantities under 5 tons, rates of carload lots + 50 per 
 cent. 
 
 b. In 5 and 10 ton lots. 3.2+6 
 
 11. Eggs from Roumania in transit, 10 tons. 4. 9+6 
 
 12. Spices, coffee, etc., to Roumania: 
 
 a. 5 tons (no terminal charge). 4. 0 
 
 b. 10 tons (no terminal charge). 3. 5 
 
 13. Bulky freight: 
 
 In any quantity 1£ times the rates of piece goods—Class 1. 10. 5+15 
 
 In 10-ton lots. 2. 2+6 
 
 14. Seeds (except oil seeds) of all kinds, 10 tons...... 3. 5+6 
 
 15. Lignite briquets to Roumania, glass sand, ground bituminous coal, 
 
 magnesite and infusorial earths: raw-materials tariff or. 2. 2+6 
 
 For exceptional tariffs on: 
 
 Iron and steel, etc., see p. 743, No. 9, subd. 16. 
 
 Railway rolling stock and street railway cars, p. 745, No. 9, subd. 21. 
 Petroleum and benzine, unrefined, p. 765, No. 17, subd. 15, 16, 17. 
 
 Herrings and rice, p. 776, No. 23, subd. 9 (b). 
 
 Meat and preparations of are not carried at the given rates. German domestic 
 rates apply to the following articles: 
 
 Eggs (except in through traffic, for which see No. 11 hereof), slaughtered animals, 
 fresh fish, grains, legumes, malt, milk products, oil cake, oil-cake meal, oil seeds, 
 lumber, hay and straw, fresh fruit, refined benzine, refined petroleum to stations 
 west of the Elbe. (See L. E. R., 1884, No. 42.) 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 95 
 
 [787] 
 
 (e) Tariff for Freight via Frontier Stations to Countries on Lower Danube. 
 
 On shipments to Roumania, Servia, and Bulgaria and beyond to which the rates 
 of (c) and (d) do not apply, there is another exceptional tariff to the German-Aus- 
 trian frontier stations Bodenbach, Tetschen, Eger, Halbstadt, Myslowitz, Oderberg, 
 
 Oswiecim, Simbach, Dzieditz, and Passau (transit traffic): 
 
 Pf. 
 
 Express.. 14+20 
 
 Piece goods, Class I. f . 7+10 
 
 Piece goods, Class II. 6+10 
 
 Carload, Classes A 1 and B... 4+6 
 
 Special Tariff A 2 and I... 4+6 
 
 Special Tariff II. 3+6 
 
 Special Tariff III. 2. 2+6 
 
 Special rates exist for— 
 
 1. Sugar: 
 
 5 tons. 3. 5+6 
 
 10 tons. 3. 0+6 
 
 2. Coffee, groceries, etc. (“Colonialwaaren”): 
 
 5 tons (no terminal charge).. 4. 0 
 
 10 tons (no terminal charge.).. 3. 5 
 
 3. Cotton goods and yarns for weaving from Rhine, Westphalia, and Main 
 
 ports: 
 
 a. Less than 5 tons. 3.5+10 
 
 b. 10 tons. 2. 6+6 
 
 c. 5 tons. 10-ton rates+ 10 per cent. 
 
 4. Cement, brick, and pottery: 
 
 10 tons.... 1.7+6 
 
 For exceptional rates on iron and steel, see p. 743, No. 9, sec. 16. 
 
 For exceptional rates on salt herring and rice, p. 776, No. 23, sec. 9, b. 
 
 F.—TRAFFIC TO RUSSIA. 
 
 (a) Dutch-German-Russian Union Traffic. 
 
 I. Traffic to Russia; excluding Poland. 
 
 This tariff for exports of German products to Russia contains the following freight 
 classes: 
 
 1. Express goods. 
 
 2. Piece goods for freight, less than 5 tons. 
 
 3. Class A, goods for freight of at least 5 tons. 
 
 4. Class B, goods for freight of at least 10 tons. 
 
 5. Special Tariffs I, II, and III. 
 
 6. Commodity Tariffs 1A, 2A, 2B, for the more important export articles of Ger¬ 
 man industry. 
 
 Special Tariffs I, II, III, as w T ell as the Commodity Tariffs 1A, 2A, 2B, each con¬ 
 tains three subdivisions,—for less than 5 tons, for 5 tons, and for 10 tons. 
 
 [788] The following articles belong to Commodity Tariffs 1A, 2A, and 2B: 
 
 Commodity Tariff 1A. —Rosins (also colophonium), mineral waters, and 
 soda of all kinds. 
 
 Commodity Tariff 2A. —a. Iron and steel manufactures, even in combination 
 with base metals, or plated ware, cf. Special Tariff I, unless under Tariff 2B, below. 
 
 b. Base metals of every kind (except iron and steel) and their alloys, unworked, 
 as well as all chips, grindings, filings, etc., of these metals; also tin slags, ashes of 
 metal, and scrapings of lead. 
 
 c. Manufactures of base metals and alloys of every kind. Applies, also, when 
 other materials are used in connection therewith, provided they do not form prin¬ 
 cipal part of substances. Litharge, red, white, and yellow, of lead, and certain 
 instruments, apparatus, and utensils and their parts. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 96 
 
 d. Lithographic stones, touchstones, whetstones, fine and artificial emery stones, 
 millstones, composed of several pieces (except sandstone); further, all rough or 
 half-dressed stones, except brick, roofing stones, slate or basalt, as well as stone set 
 forth in Commodity Tariff 2B. 
 
 e. Marble tubs, tombstones, slabs, floor tiles, memorial slabs of marble and of other 
 stone, as well as stone-mason work of all kinds, slabs for tiles, decorative and interior 
 stonework in marble and sandstone, etc. 
 
 Commodity Tariff 2B.—a. Pig iron of every kind, iron and steel waste, scrap, 
 old and broken iron and steel, as set forth in classification of Special Tariff III. 
 
 . b. Iron and steel, tinned with zinc. Iron and steel manufactures as set forth in 
 classification of Special Tariff II. This includes railroad rolling stock in parts. 
 
 c. Iron and steel wire, also coppered, in rolls, bundles, crated or uncrated, wire 
 cords, barbed wire, wire clamps, wire pegs, ropes, cables, wire rigging, fence wire, 
 rivets, screws, nuts and washers, ships’ ribs, nails and chains, wagon axles and spare 
 parts, kitchen stove plates, springs, etc. 
 
 d. Lead, suboxide of, yellow lead, lead slags, and matt. 
 
 e. Cement, and manufactures of, including slabs, floor plates, mortars, brick and 
 stone, including named articles made of mosaics, pipes, drains, mangers, fountains, 
 troughs, gutter and sink stones, etc. 
 
 f. Fertilizers, artificial: Gas lime, lime ash, dust and powder thereof, ammonium 
 sulphate, potassium sulphate, potassium chloride, sodium nitrate, Chile niter or 
 sqdium niter, saltpeter, acid lime phosphate, hypophosphate, bone ash, white or gray 
 bone powder, calcined bones, white spodium, Thomas converter slag, Thomas con¬ 
 verter slag meal, phosphorous converter slag, peat remnant or waste, phosphorite, 
 phosphate-bearing gypsum, etc. 
 
 g. Earths: Fuller’s, porcelain, infusorial, marl, common earth, sand, and gravel, 
 glass and foundry sand, marble dust, crystal sand, trass, puzzolan earth, volcanic 
 sand (excepting Sicilian). 
 
 h. Clay: Porcelain, china clay, kaolin, clay of Gluchow and Cornwall, and fuller’s 
 clay, loose and packed; every other kind of clay, loose or in sacks. 
 
 i. Ores: Excepting gold and silver ores, nickel ores, ore briquets. 
 
 k. Salt: Sea salt, common and rock salt, table salt in bags, salts, the waste of salt¬ 
 peter factories, unmixed or denaturized, for cattle, etc. 
 
 [789] 1. Stones following: Concrete of stone, filtering and drip stones and plates, 
 
 firestones, millstones of one piece and of composite sandstone, coarse whetstones, 
 pyrogranite (fireproof brick), and fire brick, etc. 
 
 m. Zinc ash, slags and shavings, impure oxide of brick, waste of zinc smelters, 
 gray zinc blend and zinc dust arrested in the flue-chest chambers, zinc poussi&re, etc. 
 (1) For Northern Russia, i. e., to stations north of the following lines: Bya- 
 
 lystok-Baranovichi-Viasma-Likhoslavl-Moscow-Yaroslov-Archangel, except sta¬ 
 tions of the line Byalystok-Grodno-Suvalki: 
 
 Pf. per 
 
 Express goods, German domestic express rates, Class B: tori-km. 
 
 1. To 612 km. 3. 8 
 
 2. 613 km. to 1,015 km. 3. 5 
 
 3. 1,016 km. and beyond... 3. 2 
 
 Class A, rates of Class B and 20 per cent additional. 
 
 Piece goods, rates of Class B and 50 per cent additional. 
 
 Special Tariff I. 10 tons, rates of Class B; 5 tons, rates of Class A; under 
 
 5 tons, piece-goods rate. 
 
 Special Tariff II. 10 tons: 
 
 To 1,015 km.. 3.5 
 
 1,016 and beyond... 3. 2 
 
 Special Tariff II. 5 tons, rates of Class A; under 5 tons, piece-goods rate. 
 Special Tariff III. 10 tons: 
 
 Under 100 km... 2. 6 
 
 • Over 100 km_:. 2.2 
 
 Special Tariff III. 5 tons. 3.5 
 
 Special Tariff III. Under 5 tons, piece-goods rate. 
 
 Exceptional Tariff 1A, 10 tons... 2.5 
 
 Exceptional Tariff 2A, 10 tons. 2. 0 
 
 Exceptional Tariff 2B, 10 tons. 1.75 
 
 Exceptional Tariff 1A, 2A, 2B, 5-ton lots, rates of the corresponding 
 Exceptional Tariffs -f- 20 per cent; same, less than 5-ton lots, piece- 
 goods rate. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 97 
 
 (2) To Central and Southern Russia, i. e., to stations of the lines Kovel- 
 Brest-Byalystok-Baranoviehi-Viasma-Likhoslavl-Moscow'-Yaroslav- Archangel, and 
 to stations south and east of those named, also to stations of the line Byalystok- 
 Grodno-Su walki: 
 
 For express goods, same rates as German domestic express rates. Pfennigs. 
 
 For piece-goods class, under 5 tons, as Class B + 50 per cent. 3. 2 
 
 For Class A, as Class B + 30 per cent. 
 
 For Class B.. 3. 2 
 
 [790] For Special Tariff I, of 10 tons. 2. 7 
 
 For Special Tariff I, of 5 tons, as 10-ton class 20 per cent. 
 
 For Special Tariff I, under 5 tons, as 10-ton class -j- 40 per cent. 
 
 For Special Tariff II, of 10 tons. 2. 2 
 
 For Special Tariff II, of 5 tons, as 10-ton class 4- 20 per cent. 
 
 For Special Tariff II, under 5 tons, as 10-ton class + 40 per cent. 
 
 For Special Tariff III, of 10 tons. 1. 75 
 
 For Special Tariff III, of 5 tons, as 10-ton class -(- 20 per cent. 
 
 For Special Tariff III, under 5 tons, as 10-ton class + 40 per cent. 
 
 Exceptional Tariff 1A: 
 
 10 tons. 2. 5 
 
 5 tons. . 2.5 -|- 20 per cent. 
 
 Under 5 tons. 2.5 -j~ 40 per cent. 
 
 Exceptional Tariff 2A: 
 
 10 tons. 2. 0 
 
 5 tons. 2.0 -j- 20 per cent. 
 
 Under 5 tons.*. 2.0 -j- 40 per cent. 
 
 Exceptional Tariff 2B: 
 
 10 tons. 1.75 
 
 5 tons. 1.75 -f- 20 per cent. 
 
 Under 5 tons... 1.75 -j- 40 per cent. 
 
 On shipments to northern, central, and southern Russia the rates on the freight 
 classed above are exclusive of terminal charge, except on express, the terminal 
 charge on which is 13 pf. per 100 kg., and on freight shipped as far only as Eydtkuhnen 
 (Prussian-Russian frontier). On traffic to the latter station the terminal charges 
 are as follows: Express freight, 20 pf.; ordinary freight in 10-ton lots, 3 pf.; with 
 proportionate increases on 5-ton lots and piece goods. On traffic to Russian stations 
 proper the Prussian initial road receives out of the freight collected by the Russian 
 lines 3.48 kopecks = 7.5 pf., per 100 kg. 
 
 Apart from the classes named above, there are exceptional tariffs on various com¬ 
 modities exported to Russia, for which see Nos. 1 to 23 of this statement. 
 
 II. Traffic to Poland , i. e., stations west of line Byalstok-Brest-Kowel. 
 
 For export to Poland the regular German tariff classification obtains with same 
 rates, with modified terminal charges, to wit: Up to 200 km., 6 pf. per 100 kg.; 
 201-400 km., 3 pf. per 100 kg.; beyond 400 km., no terminal charges. Other tariffs 
 are named in Nos. 1-23 hereof. 
 
 III. Import traffic from Russia, including Poland. 
 
 On imports from Russia, the tariff for German sections is that of the ordinary 
 classes and Special Commodity Tariffs of the German Normal Tariff, Part I, with the 
 ordinary rates. In place of terminal charges, the German railways receive a part of 
 the additional Russian fees, averaging 6 pf. per 100 kg., except on express freight, 
 the terminal charge on which is 13 pf., and on alcohol, the terminal charge of which 
 is 0 pf. 
 
 S. Doc. 244, 59-1, pt 2-7 
 
98 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Apart from the regular classes of freight, the following exceptional tariffs apply on 
 imports: 
 
 [ 791 ] 
 
 No. 
 
 1 
 
 2 
 
 .'3 
 
 4 
 
 ■ 5 ! 
 >6 
 
 7 
 
 8 
 9 
 
 10 
 11 ! 
 12 
 
 13 
 
 14 
 
 15 
 
 16 
 
 17 
 
 18 
 
 
 Class of goods. 
 
 Bristles, guts, skins, hides, un¬ 
 dressed, lard and fat, cord¬ 
 age, turpentine oil refined, 
 bladders— 
 
 (а) 5 tons. 
 
 (б) 10 tons. 
 
 Rosin and seeds— 
 
 (a) 5 tons. 
 
 ( b ) 10 tons. 
 
 Old and waste india rubber 
 
 and animal hairs— 
 
 (a) 5 tons. 
 
 ( b ) 10 tons. 
 
 Eggs, yolk and white of eggs, 
 
 10 tons. 
 
 Live poultry in carloads. 
 
 Fertilizers. 
 
 Ropes and cordage. 
 
 Guts and bladders. 
 
 Hides and skins. 
 
 Lard and fats. 
 
 Turpentine (unrefined) 
 
 Rosin. 
 
 Bone ash. 
 
 Acorns, etc. 
 
 Grain. 
 
 Flax, hemp, oakum, etc... 
 Russian refined petroleum 
 
 Piece goods..'. 
 
 To principal receiving sta¬ 
 tions from selected sections. 
 
 To German and Dutch ports 
 for export. 
 
 Same as 1 to 3. 
 
 To Prussian and Saxon stations. 
 
 To Danzig, Neufahrwasser, 
 Konigsberg, Pillau, and 
 Memel. 
 
 To east and west Prussian ports. 
 To German and Dutch stations. 
 To German stations east of the 
 Elbe and to South Germany. 
 To North Sea and Baltic ports 
 for export to foreign ports 
 and German colonies. 
 
 Reduced rate per ton per 
 kilometer. 
 
 
 Pfennigs. 
 
 1. (a).. 
 
 . 5.0 
 
 (5).. 
 
 . 4.0 
 
 2. («)-■ 
 
 . 4.0 
 
 (&)-• 
 
 .3.5 
 
 3. (a).. 
 
 . 4.0 
 
 . (6)-. 
 
 . • .3.0 
 
 4. 
 
 . 4.9 
 
 5. 
 
 .3.4 
 
 6. Same as domestic excep- 
 
 tional rates. 
 
 (7. The 
 
 respective Russian 
 
 rates 
 
 are reckoned from 
 
 Russian dispatch stations 
 to German destinations on 
 the following scale: 
 
 Per ton per km. 
 
 4 Pfennigs. 
 
 For No. 7 and 9... 6.99-4.19 
 
 For No. 8.3.49-1.93 
 
 For No. 10...5.24-4.19 
 
 For No. 11 and 12. 4.19-3.14 
 
 For No. 13.2.79-1.26 
 
 (For No. 14. 2.79 
 
 Page 752. 
 
 Page 753. 
 
 Page 765. 
 
 Page 779, No. 16. 
 
 Note to Nos. 5 and 6: The rates given do not apply to traffic from Polish stations 
 to Thorn and Prussian stations west of Thorn. 
 
 [792] 19. To Hamburg, Bremen, etc., for export by sea to foreign countries and 
 
 German colonies for the following articles of Russian export: 
 
 1. Leather, and manufactures of, felt, and manufactures of, manufactures of 
 
 bristles, cotton piece goods, embroideries, furs, manufactures of copper, 
 brass and copper alloy, linen, hemp, and woolen yarns, linen, homespun, 
 tissues, candles, common soap, safety matches, glue, bast-mats, ropes and 
 twine, liqueurs, vodka (except alcohol), 5 tons, 6 pf.; 10 tons, 5 pf. 
 
 2. Iron wares for locksmiths, smithies, etc., 5 tons, 4.5 pf.; 10 tons, 4 pf. 
 
 3. Pottery, crockery, and wooden ware, except furniture, 5 tons, 4.5. pf.; 10 
 
 tons, 3 pf. 
 
 The reduced rates of No. 19 have been granted in consideration of equivalent re¬ 
 ductions on German export traffic over Russian railroads (L. E. R., 1895,’No. 47). 
 General export rate for piece goods, 6.7. 
 
 No terminal charges except for export piece goods and petroleum. Prussian rail¬ 
 ways receive from Russian railways about 6.0 per 100 kg., except for petroleum. On 
 alcohol, etc., for export, the regular rate, 4.5+6, is charged. 
 
 (5) Russian Union Traffic with Western and Eastern Prussia. 
 
 For the direct traffic from Russian stations to stations of the line Illowo-Dan/.ig- 
 Neufahrwasser (so-called Russian-West Prussian traffic), also to stations of the line 
 Prostken-Kbnigsberg-Pillau (so-called Russian-East Prussian traffic), there are tariffs 
 formed on the plan of the Russian-German Union tariff (Cf. No. 24, Subd. F (a),p. 
 787 and foil.). 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 99 
 
 The rates for Danzig are formed by additions to the rates for Kdnigsberg as follows: 
 On herrings shipped to Russia by adding 7 kopecks per 100 kg. 
 
 On petroleum shipped from Russia by adding 6 kopecks per 100 kg. 
 
 On sugar shipped from Russia by adding 7.02 kopecks per 100 kg. 
 
 On wood shipped from Russia by adding 6 kopecks per 100 kg. 
 
 On all other articles shipped from Russia by adding 8 kopecks per 100 kg. 
 
 [793] (c) Dutch-German-Russian Union Traffic via Russian-German Frontier 
 
 Stations. 
 
 1. Traffic from German and Dutch stations to Eydtkuhnen, Sosnowice, and Kat- 
 towitz (transit), on export traffic to northern Russia, i. e., stations (north) of the 
 line Byalystok-Baranovichi-Viasma-Moscow-Smibratowo (Yaroslov-Archangel). 
 
 To Eydtkuhnen, Prostken, Ulowo, Mlawa, Alexandrowo, Thorn, Sosnowice, and 
 Kattowitz (transit), on export traffic to central and southern Russia, i. e., to stations 
 of the line Kovel-Brest-Byalystok-Baranovichi-Viasma-Likhoslavl-Moscow-Semibra- 
 towo (Yaroslov-Archangel), and stations east and south of these lines. 
 
 Also, on transit traffic of eggs from Eydtkuhnen, Prostken, Ulowo, Alexandrowo, 
 and Thorn to German and Dutch stations. 
 
 The following rates are charged on the German part of the haul: 
 
 Tariff classes. 
 
 Express freight. 
 
 General piece goods 
 class, and special 
 tariff for certain 
 piece goods. 
 
 Piece goods of Special 
 Tariff I. 
 
 Piece goods of Special 
 Tariff II. 
 
 Piece goods of Special 
 Tariff III. 
 
 Carload class A 1 . 
 
 Carload class B. 
 
 Special Tariff A 2 ,5 tons 
 freight, Special 
 Tariff I. 
 
 Special Tariff A 2 ,5 tons 
 freight, S'p e c i a 1 
 Tariff II. 
 
 Special Tariff 1,10 tons. 
 
 Special Tariff II, 10 
 tons. 
 
 Special Tariff II, 5 tons 
 forSpecial Tariff III. 
 
 Special Tariff III, 10 
 tons. 
 
 Commodity Tariff 1 A. 
 
 Commodity Tariff 2 A. 
 
 Commodity Tariff 2 B. 
 
 A.—Northern Russia. 
 
 Rates per ton km. in 
 pfennigs. 
 
 Terminal 
 charges 
 per 100 
 kg. in 
 pfennigs. 
 
 Double rates of German 
 
 20 
 
 general piece goods class . 
 
 
 Rates of class B + 50$. 
 
 1 
 
 5 
 
 Rates of class B+50$.. 
 
 5 
 
 Rates of class B+50$. 
 
 5 
 
 Rates of class B+50$. 
 
 5 
 
 Rates of class B+20$. 
 
 4 
 
 (To 612 km. (a) 3.8. 
 
 
 iFrom 613 to 1,015 km. (a) 3.5. 
 
 \ 3 
 
 (From 1,016 km. (a) 3.2. 
 
 j 
 
 Rates of class A 1 . 
 
 4 
 
 Rates of class A 1 . 
 
 4 
 
 Rates of class B. 
 
 3 
 
 /To 1,015 km. (a) 3.5. 
 
 \Beyond 1,015 km. (a) 3.2_ 
 
 } s 
 
 3.5. 
 
 6 
 
 ITo 100 km., 2.6. 
 
 l a 
 
 "(Beyond, 2.2. 
 
 r 6 
 
 Under 5-ton rates of general 
 
 5 
 
 piece goods class. 
 
 
 Of 6-ton, 2.5+20$. 
 
 4 
 
 Of 10-ton, 2.5. 
 
 3 
 
 Under 5-ton rates of gen- 
 
 5 
 
 eral piece goods class. 
 
 
 Of 5-ton, 2.0+20$. 
 
 4 
 
 Of 10-ton, 2.0. 
 
 3 
 
 Under 5-ton rates of general 
 
 5 
 
 piece goods class. 
 
 
 Of 5-ton, 1.75 + 20$. 
 
 4 
 
 Of 10-ton, 1.75. 
 
 3 
 
 B.—Central and Southern Russia. 
 
 Rates per ton km. in 
 pfennigs. 
 
 Terminal 
 chargesjj 
 per 100 
 kg. in 
 pfennigs. 
 
 Double rates of G e r m a n 20 
 
 piece goods class. 
 
 3.2 (i. e., class B) +50$. 5 
 
 2.7+40$ 
 
 2.2+40$ 
 
 4 
 
 4 
 
 1.75+40$ 
 
 4 
 
 3.2+20$ 
 
 3.2. 
 
 2.7+20$ 
 
 4 
 
 3 
 
 4 
 
 2 . 2 + 20 $ 
 
 4 
 
 2.7 
 
 5 
 
 2.2 
 
 3 
 
 1.75+20$ 
 
 4 
 
 1.75 .... 
 2.5+40$ 
 
 2.5-|-20$ 
 
 2.5. 
 
 2.0+40$ 
 
 3. 
 
 4. 
 
 4 
 
 3 
 
 4 
 
 2 . 0 + 20 $ . 
 
 2.0 . 
 
 1.75+40$ 
 
 4 
 
 3 
 
 4 
 
 1.75+20$ 
 1.75. 
 
 4 
 
 3 
 
 («) Over entire distance. 
 
100 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 [794] For eggs, white and yolk of eggs, from Eydtkuhnen and Prostken transit 
 to Dutch and German seaports for export over sea the through rate is 4.9 + 6. For 
 eggs from Eydtkuhnen, Prostken, Illowo, Alexandrowo, Thorn transit to Herbesthal 
 transit to Paris through Prussia 3.2 and no terminal charge for the Prussian haul. 
 The classifications for 1A, 2A, and 2B are found on pp. 788-789. For special com¬ 
 modity tariffs see Nos. 1 to 23 of this statement. 
 
 2. Traffic from German and Dutch stations to certain Polish-German frontier 
 transit to the Warsaw district, Poland, and to Russia (north, central, and southern), 
 unless lower rates are found elsewhere herein. See C. 1, supra. The German haul¬ 
 ing charges are based on the normal rates. The terminal charges are modified as 
 follows: 
 
 To Russia: 
 
 Express freight. 
 
 All other classes to— 
 
 200 km. 
 
 From 201-400 km. 
 
 Beyond 400 km. 
 
 From Russia: 
 
 Express freight. 
 
 Piece goods, Classes I and II. 
 General carload lots, Class A 1 
 All other tariff classes. 
 
 Pf. per 100 kg. 
 . 20 
 
 . 6 
 
 . 3 
 
 . 0 
 
 .20 
 
 . 10 
 
 . 10 
 
 . 6 
 
 Besides the above there are other exceptional commodity rates set forth above. 
 See 1-23 at the proper places. 
 
 ( d) Traffic Between* North Germany, Galicia, and Southwestern Russia via 
 
 Russian-Galician Frontier. 
 
 For traffic with Southwestern Russia to and from Russian-Galician frontier sta¬ 
 tions, the following reduced rates are in force on the German sections: 
 
 For express 14+20, piece goods, Class 1—7+10, Class II —6+10, carloads, Classes 
 A 1 —5+6, Class B 4+6, Special Tariffs A 2 —4+6, Special Tariff I —3.5+6, Special 
 Tariff II —3+6, and Special Tariff III —2.2+6. 
 
 [795] Also following special reductions: 
 
 1. Goods of piece goods Classes I and II — pfennigs. 
 
 5 tons. 5.0+6 
 
 10 tons. 4.0+6 
 
 2. Collected goods and goods of all kinds to Russia (for Sdolbunovo 
 and Shmerinka and beyond to the Dnieper)— 
 
 Under 5 tons. 5.7 to 4.8+4.5 
 
 5 tons. 4.8 to 3.8+3 
 
 10 tons. 3.8 to 3.2+3 
 
 3. Eggs from Russia, for export by sea. 4.9+6 
 
 4. For following articles in traffic to Russia— 
 
 a. Wool, earthy, lead spar for bleaching, 10 tons. «2.7-540 
 
 b. Sulphuric acid, 5 tons. «2.7+40 
 
 Sulphuric acid, 10 tons. &2.2+3 
 
 Glass and glasswares—finer grades: 
 
 In less than 5-ton lots... «2.7+40 
 
 5 tons. «2.7+40 
 
 10 tons. b 2.7+3 
 
 Beet seeds, 10 tons.. ^2.7+3 
 
 Mineral waters, 5 tons, 10 tons. «2.5+40 
 
 Muriatic acid: 
 
 5 tons. «2.2+40 
 
 10 tons... ^2.2+3 
 
 f. Glass and glassware, common, in less than 5-ton lots, 5 and 10 
 
 tons... o2.2+3 
 
 g. Millstones, composite, lithographic stones, grinding stones, 
 
 finer grades in less than 5-ton lots, 5 and 10 ton lots. «2.0+40 
 
 cl. 
 
 c2. 
 
 d. 
 
 e. 
 
 a From Silesian stations as far west as Mallmitz and Ilerschberg only a terminal 
 charge of 3 pi. is made in place of the basic addition of 40 or 36 pf. 
 
 Further reduction by reason of lower rates existing on shipments to stations west 
 of the Dnieper. For shipments beyond those points the regular rates of the respec¬ 
 tive classes of the Union Tariff are charged. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 101 
 
 4. For the following articles in traffic to Russia—Continued. 
 
 h. White of lead, litharge, white of zinc: 
 
 5 tons and less. «2.0-j-40* 
 
 10 tons. & 2.0+3 
 
 i. Coloring earths, common earths, 5 tons. 2.2 + 6 
 
 Coloring earths, common earths, 10 tons. a 1.75+36 
 
 k. Cement, millstones (not mounted), stones burnt, etc., 10 
 
 tons... al.75+36 and 2.2+6 
 
 l. Iron, steel, lead, zinc, etc.: 
 
 See page 743, No. 9, § 17. 
 
 m. Phosphorite of all sorts: 
 
 See page 732, No. 6, § 27. 
 
 n. Poultry (killed) from Russia: 
 
 5 tons. 5.0+6 
 
 10 tons. 4.0+6 
 
 o. Bed feathers from stations west of the Dnieper: 
 
 5 tons. 4.0+6 
 
 10 tons. 3.5+6 
 
 [79G.] p. Railway rolling stock, etc. (see p. 745, No. 9, sub. 21). 
 
 The rates for No. 4 hereof for less than 5-ton lots and for 5 tons are based on the 
 10-ton rate, increased by 40 per cent or 20 per cent, respectively, but without raising 
 the basic addition. 
 
 The following articles are hauled at the regular rates of the German domestic 
 tariff: Grain, etc., oil seed, bran, eggs, wool, sugar, and beet seed from Russia. 
 
 The rates of the tariff ( d) do not apply to the following articles: Meats and meat 
 preparations, mill products, live animals (except fish, crabs, and poultry), mo¬ 
 lasses, petroleum and naphtha products, alcohol, and starch. 
 
 ( e ) South German-Austrian, Russian Traffic via Galician-Russian Frontier. 
 
 For the traffic between the south German railways, including stations of the dis¬ 
 tricts Frankfort-on-the-Main, Mainz, and St. Johann-Saarbrucken, to Russia there is 
 special union tariff since November 1, 1903, over certain Galician-Russian stations. 
 The German rates are as follows: 
 
 (Only on shipments to Russia.) 
 
 Pfennigs. 
 
 Express freight. 1. 4+20 
 
 Piece goods, rates of Class B. +50 % 
 
 Class A, freight of any kind, 5 tons, rates of Class B. +20 % 
 
 Class B, freight of any kind, 10 tons. 3.2+6 
 
 (Only to the southwestern frontier district.) 
 
 Feathers from Russia only to the southwest border district: 
 
 5 tons. 4.0+6 
 
 10 tons.7. 3.5+6 
 
 Special rates may be found for the following articles, as follows: 
 
 Artificial fertilizers, to Russia, page 732, No. 6, subd. 24. 
 
 Iron and steel, to Russia, page 744, No. 9, subdivision 19. 
 
 Wood pulp, to Russia, page 757, No. 14, subd. 7. 
 
 Flax, etc., from Russia, page 754, No. 12, subd. 2 a. 
 
 Hops to Russia, page 756, No. 13, subd. 7. 
 
 The regular rates of the Prussian State Railways apply to the followfing articles 
 shipped from Russia: 
 
 Grain, legumes, malt, oil seed, olives, maize, clover seed, oil cakes, oil-cake meal, 
 intestines, eggs, hides and skins, scraps of hides, wet and dry; poultry, live and 
 killed; wool. 
 
 (/) Franco-Belgian-German Russian Traffic. 
 
 On shipments from France and Belgium to Russia the rates for the German haul 
 are based on the German-Russian union tariff (see F(a), p. 787). For the regular 
 
 0 From Silesian stations as far west as Mallmitz and Herschberg only a terminal 
 charge of 3 pf. is made in place of the basic addition of 40 or 36 pf. 
 
 Further reduction by reason of lower rates existing on shipments to stations west 
 of the Dnieper. For shipments beyond those points the regular rates of the respec¬ 
 tive classes of the Union Tariff are charged. 
 
102 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 tariff classes, the rates are the same as those of the German-Russian union tariff, but 
 without terminal charges. The following commodity rates exist. 
 
 No. 
 
 Freight. 
 
 District from or to which the 
 goods are sent. 
 
 Reduced rate per ton-km. 
 
 1 
 
 (a) TO RUSSIA. 
 
 Cotton, raw, and waste of. 
 
 From Dunkirk, Antwerp, Bru- 
 
 Pf- 
 
 1.75. 
 
 2 
 
 Crude rubber (10 tons). 
 
 ges, Brussels, Ghent, Lou¬ 
 vain, Ostende, and Tournay 
 to Russian stations. 
 
 From Paris, La Chappelle, 
 
 2.2. 
 
 3 
 
 Iron and steel. 
 
 Havre, Antwerp (direct or 
 transit) to Moscow, Riga, and 
 St. Petersburg. 
 
 IFrom French and Belgian 
 
 (See p. 744, No. 18b. 
 
 4 
 
 Railway rolling stock. 
 
 f stations. 
 
 \See p.745, No. 21. 
 
 1 
 
 2 
 
 (5) FROM RUSSIA. 
 
 Bristles, cordage, fat, skins, 
 tallow, turpentine oil. 
 
 Rosin and seeds. 
 
 From French and Belgian 
 
 Rates given on p. 791, Nos 
 
 3 
 
 Animal hair, etc.. 
 
 stations. 
 
 1-5. 
 
 4 
 
 5 
 
 Eggs, white and yolk. 
 
 Live poultry in carload lots- 
 
 
 See p.753, No. 1. 
 
 6 
 
 Hemp, flax, oakum, and tow ... 
 
 - 
 
 [79S] G.—TRAFFIC WITH ITALY AND SOUTH AUSTRIA. 
 
 In traffic with Italy and Austrian coast district (Istria) there exist, besides the 
 
 . J t , • i»fi\ ii p.ii_•___uThuih oirn v • 
 
 
 
 Reduced rate per 
 
 Ordinary 
 
 rate. 
 
 No. 
 
 Case of goods. 
 
 ton-kilometer in 
 pfennigs. 
 
 
 
 
 Pfennigs. 
 
 1 
 
 Mineral waters to 
 
 5 tons, 4.3 cen- 
 
 5.0 + 6 
 
 
 Italy. 
 
 times = 3.5 + 6. 
 
 10 tons, 2.7 cen- 
 
 4.5 + 6 
 
 
 
 times = 2.2 -1- 6. 
 
 
 2 
 
 Raw tobacco. 
 
 5 tons, 5 centimes 
 
 6.7 +10 
 
 
 
 = 4.0 + 8. 
 
 10 tons, 3 centimes 
 
 6.0 + 6 
 
 
 
 = 2.43 + 6. 
 
 
 3 
 
 Wine, common, 
 vermouth; also 
 
 10 tons, 5.5 cen- 
 
 6.0 +10 
 
 
 times = 4.5 + 6. 
 
 
 
 wine must in 
 
 
 
 
 barrels, grapes, 
 mashed. 
 
 4 centimes = 3.24 
 
 3.5 + 6 
 
 4 
 
 Leesof wine from 
 
 
 Italian ports. 
 
 + 6. 
 
 5.0 + 6 
 
 5 
 
 Sumach. 
 
 5 tons, 5 centimes 
 
 
 
 = 4.0 + 6. 
 
 10 tons, 4.5 cen- 
 
 4.5 + 6 
 
 
 
 times = 3.6 + 6. 
 
 
 6 
 
 Cream of tartar 
 
 
 
 
 from: 
 
 (a) Italian in- 
 
 (a) 6.0 centimes 
 
 6.0 +10 
 
 
 land stations. 
 
 = 4.9 + 6. 
 
 
 
 (5) Italian port 
 
 (6) 5.0 centimes 
 
 
 
 stations, (a) 
 and (6) to Ger¬ 
 man stations. 
 
 = 4.0 + 6. 
 
 B. Express 
 
 7 
 
 Food in full car- 
 
 7.4 to 5 centimes 
 
 
 loads express 
 
 = 5.99 to 4.05 
 
 freight. 
 
 
 freight to Ger¬ 
 many, Holland, 
 
 + 6. 
 
 
 
 Belgium, and 
 England. 
 
 
 
 8 
 
 Barytes, white; to 
 
 2.7 centimes = 2.2 
 
 4.5 + 6 
 
 
 Italy. 
 
 -f ()• 
 
 6.0 + 6 
 
 9 
 
 Chestnut-wood 
 
 5.5 centimes = 4.5 
 
 
 extract. 
 
 •+■ 6. 
 
 3.5 + 6 
 
 10 
 
 Graphite from 
 
 2.7 centimes = 2.2 
 
 
 Italy. 
 
 + 6. 
 
 
 Remarks. 
 
 1 and 2. To promote exports 
 products and transit traffic. 
 
 of German 
 
 2. From German seaports. The rate on 
 raw tobacco from some Silesian stations 
 (Bensheim, Darmstadt, Frankfort-on- 
 Main. Gustavsburg, etc.) is 4.9 pf. (6 cen¬ 
 times) per ton-km. on shipments of at 
 least 7 tons. 
 
 3. On shipments between German stations 
 to Italian ports and inland stations in 
 southern Italy. 
 
 4. To compete with sea routes via foreign 
 
 ports. , , 
 
 3 - 0 . To facilitate the import and transit 
 traffic of Italian products in competition 
 with the sea route and introduced to com¬ 
 pete with French railway routes. 
 
 7. Includes ovsters, fish, meat, bacon, game, 
 butter, milk, cheese, fat, eggs, poultry, 
 vegetables, potatoes, edible oils, pre¬ 
 serves, macaroni, etc. 
 
 This tariff has been in force for many 
 years and serves particularly the through 
 traffic from Italy to England, Holland, 
 and Belgium and to Berlin, Cologne, and 
 other western points. To compete with 
 French railways via Mont Cenis and with 
 sea routes and applied to the traffic via 
 St. Gotthard. 
 
 9. To facilitate imports into Germany. 
 
 10. To meet competition of the sea route. 
 
DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 103 
 
 [799] For the exceptional tariffs for— 
 
 1. Bituminous coal from the Ruhr, Wurm, and Inde districts to Italy and southern 
 
 France, compare page 716. 
 
 2. Bituminous coal from Saar district to same, compare page 717. 
 
 3. Lignite to Italy, compare page 719. 
 
 4. Soda and alum between German and Italian stations, compare page 732. 
 
 5. Iron and steel to Italy, compare page 742. 
 
 6. White of lead, sugar of lead, red oxide of lead, salt, oxide of zinc, and tin to 
 
 Italy, compare page 749. 
 
 7. Flax, hemp, and jute, compare page 754. 
 
 8. Cordage to Italy, compare page 755. 
 
 9. Lumber and pipe wood to Italy, compare page 760. 
 
 10. Alcohol, etc., to Italy, compare page 761. 
 
 11. Beer in barrels to Italy, compare page 762. 
 
 12. Potato-starch preparations to Italy, compare page 762. 
 
 13. Sulphur from Italy, compare 766. 
 
 14. Yarns and woven goods to Italy, compare page 767. 
 
 15. Glass to Italy, compare page 768. 
 
 16. Railway rolling stock and locomotives to Italy, compare page 742. 
 
 17. Raw sugar and molasses to Italy, compare page 769. 
 
 18. Ozocerite from Dusseldorf to Italy, compare page 727. 
 
 19. Especially named articles from Belgium and Holland to Italy, compare page 773. 
 There is also a special goods service between Trieste, Fiume, Pola, and Rovigno, on 
 
 the one side, and the stations of the Eastern Railways district of Germany on the 
 other. The rates approximate to those of the German-Italian union tariff. 
 
 H.— ADRIATIC-SAXON TRAFFIC. 
 
 For traffic between the Saxon State Railways and the Austrian ports of Trieste, 
 Pola, and Rovigno, and via these ports with the near East and the Asiatic ports by 
 way of Suez, there exists the so-called Adriatic-Saxon union tariff, adopted also by 
 the Prussian competitive stations Gorlitz, Leipzig, and Plagwitz-Lindenau. The rates 
 of this tariff are based on those of the German-Austro-Hungarian union tariff, while 
 exceptional rates are accorded mainly to articles of export over sea. The rates for 
 the short haul over the Prussian lines' are regulated by the rates prevailing on the 
 competitive Saxon lines. 
 
 I.—TRAFFIC WITH ENGLAND. 
 
 No. 
 
 Freight. 
 
 Reduced 
 rate per 
 ton-kilom¬ 
 eter. 
 
 Regular 
 
 Rate. 
 
 i 
 
 Collected freight from London to Passau (Bavarian and Austrian 
 
 Pfennigs. 
 
 5.23 
 
 Pfennigs. 
 
 6.0 
 
 2 
 
 Fresh meat, game, poultry, butter, fresh fruit, and other perishable 
 commodities (eggs excepted) from Passau (Austrian and Bavarian 
 
 5.23 
 
 G. 0 
 
 3 
 
 Eggs from Passau (Austrian and Bavarian stations) to London, 10 tons. 
 
 4.59 
 
 6.0 
 
 This tariff has been in existence fora longtime, especially for through traffic from 
 Austria-Hungary to London. 
 
 It was retained on this reduced basis for the through route over Prussian-Hessian 
 lines in order to meet the competition via Buchs, Basle, Delle, Boulogne, Dieppe, 
 or Havre over the French lines. 
 
 [800] K.—TRAFFIC TO THE NEAR EAST VIA HAMBURG. 
 
 In combination with the German Levant Steamship Company of Hamburg, a 
 tariff known as the German Levant, has been established for a direct-goods service 
 from stations of the Prussian State and other German railways to the ports of Malta, 
 Alexandria, Alexandrette, Beirut, Jaffa, Mersina, Piraeus, Syra, Smyrna, Salonika, 
 Dedeagatsch, Constantinople, Burgas, Varna, Kustenje (Constanza), Galatz, Braila, 
 Odessa, Nicolajcff, Mariupol, Taganrog, Noworossisk, Batum, Samsun, Trabezond; 
 also to otner ports, not ports of call of the German Levant line; also to stations of 
 Oriental Railways. The object of these exceptional rates is to increase, in competi¬ 
 tion with other countries, the exports of important German export products to the 
 
104 
 
 DIGEST OF HEARINGS ON RAILWAY RATES. 
 
 Levant by means of a direct service from German points of shipment to the point 
 of destination beyond the sea. 
 
 Besides the reduced sea freights of the German Levant Steamship Company and 
 of the Oriental Railways, exceptional rates over the German and Prussian Railways 
 have been conceded, which decrease in inverse ratio to the length of haul to Hamburg. 
 
 Description of article. 
 
 I. In carload lots of 10 tons (minimum): 
 
 1. Lead and zinc, unworked; cement, fire brick, iron of Special 
 
 Tariffs II and III (except articles mentioned in (2) below); also 
 iron bracings, wire cords, wire clamps, wire nails and pegs, 
 wire ropes, heel pegs, bolts, screws, nuts and washers, splints, 
 nails, chains, grate bars, wagon axles; also green vitriol, rock 1 
 
 and common salt, clay and clay pipes, etc. 
 
 On cement for distances beyond 50 km.. 
 
 On rock and common salt in 20-ton lots to Hamburg. 
 
 2. Alum, asphalt, fertilizers, earth, earth colors, ores, gypsum, 
 
 potassium salts, spar, stones, tar, zinc plates, match boxes, 
 etc.; also the following articles of iron and steel of Special 
 Tariff II: Structural iron, and steel of every kind, certain 
 parts of railway rolling stock, from pieces, tracks for field 
 railways, dumping and mine cars, etc. 
 
 3. Base metals and manufactures of (unless grouped in other 
 
 classes), iron and steel of Special Tariff I (unless grouped in 
 1), litharge, hollow glass, window glass, lamps and parts of, 
 wooden pegs, pottery and crockery, sugar, etc. 
 
 4. Red lead (Bleimennige), white of lead and zinc, heavy glass, 
 
 vitriol of copper, rice, soda, sugar of lead, ceresine, mineral 
 waters, paper and cardboard, roofing paper, alcohol, pottery, 
 beer, yarns and tissues (except silk), colors, wood, wooden 
 ware, wood pulp and cellulose, corkwood, furniture in parts 
 
 and accessories, oil, starch, cordage, matches, etc. 
 
 [SOI] 5. All other goods, unless subject to special agreement. 
 
 II. On 5-ton lots the rates of No. 1 plus 10 per cent of the haulage and 
 terminal charge apply. 
 
 III. 1. On piece goods'(less than 5-ton lots) of I, Nos. 1 to 3, the rates 
 
 stated apply plus 50 per cent of the haulage and terminal 
 charge. 
 
 2. All other goods. 
 
 (L. E. R.,1890, Nos. 7 and9.) 
 
 Per ton per 
 kilometer in 
 pfennigs. 
 
 Terminal 
 charge per 
 100 kg. in 
 pfennigs. 
 
 1.7 to 1.5 
 
 6 
 
 3 
 
 3 
 
 1.7 
 
 6 
 
 2.3 to 2.2 
 
 6 
 
 3.0 to 2.6 
 3.4 to 3.0 
 
 6 
 
 6 
 
 4.5 to 3.5 
 
 10 
 
 L.—TRAFFIC VIA HAMBURG TO GERMAN EAST AFRICA. 
 
 After the pattern of the Levant Tariff (see K above), a so-called “East African 
 Tariff” (“Deutscher Ost-Afrika Verkehr”) was instituted in cooperation with the 
 German East African Steamship Line, with special through rates on goods from the 
 stations of the Prussian and other German State and private railways to the ports of 
 Mombassa, Tanga, Pangani, Saadani, Bagamoyo, Dar-es-Salaam, Zanzibar, Kilwa, 
 Lindi, Mikindani, Ibo, Mozambique, Quelimane, Chinde, Beira, Delagoa Bay (Lau- 
 rengo Marquez), and Durban (Port Natal). (L. E. R., 1894, No. 54.) 
 
 Special rates of the Levant traffic are, with few small exceptions, also in force for 
 this direct service to East African ports, etc. The German East African Steamship 
 Company has cooperated by granting specially low sea freights. 
 
 M.—TRAFFIC TO SOUTHERN FRANCE VIA LAND FRONTIER STATIONS. 
 
 On traffic between stations of Southern France and stations of the Kingdom of 
 Saxony, as well as the Prussian-Saxon competitive stations, Gera, Gorlitz, Karaenz, 
 Leipzig, Plagwitz-Lindenau, and Zeitz, an exceptional tariff was put into effect June 
 1, 1900, and applies also to and from the frontier stations Altmtinsterol, Delle, Ver- 
 rieres, and Geneva (transit). It affects both classified freight and commodities 
 hauled under Exceptional Tariffs. On the Prussian haul the normal rates are 
 charged unless the latter are modified to meet the competition of the French roads, 
 or the Saxon-Bavarian-Swiss route, or the sea route from Marseille, Cette, etc., to 
 Hamburg. 
 
 [802] N.—FREIGHT REDUCTIONS ON TRAFFIC TRANSFERRED FROM AND TO 
 
 SECONDARY LINES. 
 
 Rates of freight in c. 1. lots are generally reduced 2 pf. per 100 kg. from the transit 
 station when transferred from and to secondary lines. 
 
 o 
 
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