Cornell University Library » HE 2311.D4 1917 Freight class i uy) wii : 158 on ¥ ‘ y \ Lis 10. WH os ‘ ee : Zi So ? ; : Bagh Sot pack: X k i a ¥ a ee * - SAC Pook A Pie) hae Sy i es 2) as J Wer ; ef ¢ : es Ae Megs .F a § fas estrone" $ Pn Sak, ake 4 4 FREIGHT CLASSIFICATION a LOY i if ie ONE OF A.SERIES OF TREATISES IN AN INTERSTATE - COMMERCE AND RAILWAY TRAFFIC COURSE . « ERNEST RITSON DEWSNUP _ _ Professor of Railway Administration - The University of Hlinois JOHN P. CURRAN ~ Of the Central Freight Association a . SENS Po be eS = coanbehdesaa sea? s } btiedisae RN ney: Om Save er a Sa a Prem ne } : . 5 ¥ ¥ ig 4 PART 2 " -EXCEPTIONS AND USE oe UNIFORM CLASSIFICATION bee 7). > PRINCIPLES” we era sere oe Kees aes io ee (Non-Resident. Instruction) = a 2 A RR ea: CHICAGO: ; Je SEAR Pa Sia eal 7 re j >t pow i FREIGHT CLASSIFICATION ERNEST RITSON DEWSNUP Professor of Railway Administration The University of Illinois JOHN P. CURRAN Of the Central Freight Association PART 2 LASALLE EXTENSION UNIVERSITY CHICAGO 1917 2-197 Copyright, 1914, 1916 LASALLE EXTENSION UNIVERSITY Neesnsininesseo”” CHAPTER V EXCEPTIONS TO THE CLASSIFICATIONS It will always be found that there are many items throughout the body of the classification which have requirements or notes attached to them that remove, partly or wholly, the application of some of the general rules, and these might be considered as exceptions to the classification. This term is used, however, to designate separate publications or, in the case of the Southern Classification, a separate section wherein are contained ratings, rules, and regulations which take precedence over, and are applied independently of, the correspond- ing rule, rating, or regulation contained in the classi- fication. 1. OrriciaL CLASSIFICATION TERRITORY Exceptions to the Official Classification are published by the Central Freight Association for the account of many of the lines in that territory, although there are some lines in the territory which have not as yet adopted this issue and which continue to issue individual publica- tions. In Trunk Line and New England territories also, the carriers either publish their exceptions in individual issues or include in their tariffs such exceptions as they may make. The Official Classification Committee (although the contrary might be inferred) publishes no exceptions. 30 36 FREIGHT CLASSIFICATION 2. SouTHERN CLASSIFICATION TERRITORY There are quite a number of exceptions to the South- ern Classification, practically every carrier and state establishing them. These are published in, and as a sep- arate section of, the Southern Classification, each car- rier’s and state’s exceptions being given a number, desig- nated as note number. These exceptions apply only when referred to in the tariffs. There are 90 of these notes in Southern Classification No. 43. These excep- tions include those of Florida and Georgia, the commis- sion of South Carolina, and the South-Eastern Missis- sippi Valley Association, those of the latter being appli- cable to certain junction points, such as the Western Ten- nessee Junction points, and to the several carriers operat- ing in Southern Classification Territory. The Georgia exceptions, as shown in note 20, include the complete clas- sification as published by the Railroad Commission of Georgia. The South Carolina exceptions, as shown in note 53, and the Florida exceptions, as shown in note 19, show only those items that differ from the Southern Classification. 3. WESTERN CLASSIFICATION TERRITORY The exceptions to the Western Classification are pub- lished, for the most part, by the various freight commit- tees of the carriers and are regional in their application. The Western Trunk Line Association, through their agent, issues exceptions to the Western Classification which apply to interstate shipments in Western Trunk Line Territory. It also issues exceptions applicable within the state of Minnesota. The Western Trunk Line f EXCEPTIONS 37 Association also issues exceptions applicable on traffic between points in the state of Minnesota and to, from, or between points in Trans-Missouri Territory. The South- Western Tariff Committee issues three different excep- tions to the Western Classification on traffic (1) to and from points in Oklahoma, (2) to and from points in Arkansas, Louisiana, and certain points in Oklahoma, and (3) originating at or destined to points in Louisiana, Texas, and the Republic of Mexico, also Texarkana, Ark.- Tex. The Pacific Freight Bureau publishes exceptions to the Western Classification applicable on traffic in its terri- tory. The Trans-Continental Freight Bureau publishes tariffs that in themselves contain rules, ete., which are, in a number of cases, exceptions to the Western Classifica- tion. Exceptions are also published applicable on traffic to and from New Mexico and Arizona. 4, Strate CLASSIFICATIONS As stated in an earlier chapter, the following nine states prescribe classifications for freight: Florida, Georgia, Illinois, Iowa, Mississippi, Nebraska, North Carolina, Texas, and Virginia. South Carolina pub- lishes exceptions to the Southern Classification, and Arkansas prescribes exceptions to the Western. Six of these are in Southern Classification Territory and five in Western. The South Carolina Commission authorizes the use of the Southern Classification as a basis for the classification of South Carolina and makes only a small number of exceptions. Nine of the remaining ten states publish outright a classification covering freight mov- ing wholly within the state. ; While such a classification applies on traffic moving 38 FREIGHT CLASSIFICATION wholly within the state, it should be understood that, on interstate shipments moving on combination rates that break at the border or at some point within the state, the movement from the rate-breaking point to the desti- nation (if it be within the state) subjects that portion of the haul to the requirements of the state classification. In this sense the state classifications may be looked upon as exceptions to the interstate classifications. The purpose to be attained in the issuance of excep- tions in general may be said to be (1) to adjust some rule, regulation, or rating of the classification which when applied to a specific commodity retards the move- ment by producing unduly high rates or on the other hand is not remunerative as far as the carrier is con- cerned, (2) to consolidate conveniently, for their agents and the public, in one publication, such general rules and regulations relative to special services as are agreed upon by carriers, and (3) to establish a basis for rates upon some commodities that can be made with rela- tion to certain specifically published rates. The aim, in general, is to provide a basis that the traffic ean move on and to encourage manufacturers to seek markets beyond their immediate vicinity. 5. Meruop or Maxine Exceptions In submitting a proposition involving an exception to the classification or the establishment of commodity rates, the procedure followed in the Central Freight Association may be taken as illustrative of the general practice. A manufacturer of bamboo furniture at Buffalo, N. Y., concludes that he could work up trade in Chicago if he EXCEPTIONS 39 could have rates less than those based on the Official Classification. The railroads will do nothing inde- pendently of one another; so the manufacturer obtains assurances from each one of the carriers which can han- dle traffic from Buffalo to Chicago that he is agreeable to a proposition which will provide a basis lower than the classification in order to assist him to do business with the trade in Chicago. 40:8 11.7 12.6 13.2 13.5 14.4 15.0 15.3 15.6. 16.2 17.1 22.7 The items following this table are some that are pub- lished in the Exceptions to the Official Classification and 42 FREIGHT CLASSIFICATION with them are reproduced the corresponding items of the classification. * ACID (Hydrochloric) : . . Ore MvRIATIC: In asphaltum lined wooden LOM CUTE ss cha eae Vaies seeds D SULPHURIC, OR OIL OF VITRIOL: WO FOG CATE... 63 goss ss se ae 5 Minimum Weights as per Official Clas- Rates Territories sification (except as otherwise specified). Applicable. Applicable. +t Acid, Muriatic and Sulphurie, C. L., to teh CO re. eS 90% of 5th Class, but not less A than 6th Class. * ARSENIC: 4. Ua, a, Ass CRUDE: In sealed cans or cartons in barrels or boxes... 992 5. 08% 2 In bulk in paper-lined tight barrels, lining sealed...... 2 In packages named, C. L., min. wat. S000 06. vcs 5 oe Saco ses se 4 Minimum Weights as per Official Clas- Rates Territories sification (except as otherwise specified). Applicable. Applicable. + Arsenic, Crude, and Arsenic, White, in barrels, C. L., minimum weight 83.33% of As shown 50,000 Ibs., when originating at 6th Class. in Item points in Colorado, Montana, and Dia eee. Mit oy eae ees 3 Applies from Chicago, Ill, and Chi- cago junction points, Peoria, IIL, East Mississippi River Crossings, Kewaunee, Manitowoc, and Mil- waukee, Wis. (via across Lake Michigan), and Mackinaw City, Mich., to points in Territory A. * This item is reproduced from the Official Classification. j This item is reproduced from Exceptions to the Official Classification. EXCEPTIONS * ASPHALTUM, N. O. S., and AS- PHALTUM SUBSTI- TOUTES, N.O. 5.3 In jacketed cans, loose....... In cans, erated or boxed (C. L., min. wt. 36,000 Ibs.)....... In kegs, bags, cakes, bbls. or iron drums (C. L., min. wt. PM ees Pee in Tone Cole... . ss 01006 2H, x Minimum Weights as per Official Clas- sification (except as otherwise specified). + Asphaltum, N. O. S., in Official Classification, Asphaltum Substi- tutes, N. O. S., in Official Classi- fication, in barrels, cakes, drums (iron), sacks, or in tank ears... Exception: Rates from, to, and be- tween points in Canada in Terri- tory A will be on basis of 90% of 6th Class. * SODIUM (SODA): NiITRE CAKE (CRUDE BI-SUL- PHATE OF Sopa: In begs OF Darrels. 0.4.32. 3. In packages or in bulk, C. L., min.. wt.:40;000 tbs... ..... Minimum Weights as per Official Clas- sification (except as otherwise specified). + Cake, Nitre, C. L., minimum weight BGO We eee coe Note: Will not apply from points in Canada or to points in Canada. L. C. L. Rates Applicable. 80% (see exception ) of 6th Class. L, ©. i Rates Applicable. 85% of 6th Class. 43 C.L. 6 6 Territories Applicable. C.L. 6 Territories Applicable. A See Note. * This item is reproduced from the Official Classification. + This item is reproduced from Exceptions to the Official Classification. 44 FREIGHT CLASSIFICATION * BAGS: f h. Oo Li C.L. PAPER: Crinkled : In bales, boxes, bundles or Oraies .......41. 605. haze i In packages named, C. L., min. wt. 12,000 Ibs. (sub- | ject te Reale 2ijw .eaity.... \ ats 3 Moth, in boxes or erates..... 2 Other than Crinkled or Moth: Printed: In bales, boxes, bundles or CPMGOE Seba G ee es 3 In packages named, C. L., 3 min, wt. 36,000 Ibs.... wal 5 Not printed: In bales, boxes, bundles or erdtesiys 9.0. 2. e200 chime 3 ‘ In packages named, C. L., min. wt. 36,000 Ibs.... a.8i 7 dD Minimum Weights as per Official Clas- Rates Territories sification (except as otherwise specified). Applicable. Applicable. fee! Fare, Adis, se ee cs 6th Class. A and B * CHLORIDE OF CALCIUM: Li Col, ©. Es LIQUID: In barrels (C. L.; min. wt. BE O00 toe. es doce Sieh R. 26 6 PRTG ORT es. hacia. cus’ oe 6 Minimum Weights as per Official Clas- Rates Territories sification (except as otherwise specified). Applicable. Applicable. + Calcium, Chloride of, in iron drums, 50,000 Ibs.; when shipped other 85% of A than in iron drums, 40,000 Ibs.. 6th Class. * This item is reproduced from the Official Classification. 7 This item is reproduced from Exceptions to the Official Classification. EXCEPTIONS *FEATHERS AND QUILLS, OTHER THAN FEATHER TRIMMINGS OR MILLI- NERY GOODS: FEATHERS, CHIOKEN OR TURKEY Bopy: In barrels or boxes.......... ‘0 Res OF DAleR. ees In packages named, C. L., min. wt. 12,000 lbs. (subject to WAG A on sensi bates > FraTuers, not otherwise indexed by name: In bags, not machine pressed In barrels or boxes.......... In machine-pressed bags or i Sar ety ere rer ny par ae In packages named, C. L., min. wt. 12,000 lbs. (subject to MANE STs 0 Fé PCr eet an tas (UILLS : Chicken : In bags, bales, barrels or DOROE 65.5%) eat des In packages named, C. L., min. wt. 12,000 lbs. (sub- yoct to Mule 27) Gowns ae Quills, not otherwise indexed by name: an Dees OF DAICS. . 555, sve In barrels or Doxes.........., In packages named, C. L., min. wt. 12,000 lbs. (sub- ject to Rule 27). 6.63555. * This item is reproduced from the Official Classification. L. ©. D1 1% D1 D1 1% 1% 1% D1 C.L. + This item is reproduced from Exceptions to the Official Classification. 46 FREIGHT CLASSIFICATION Minimum Weights as per Official Clas- Rates Territories sification (except as otherwise specified). Applicable. Applicable. + Feathers, N. O. S. (Goose or Turkey Rule 26 B Quills not included) and Feather Applies when Clippings, C. L., in bales, ma- for export chine compressed, min. wt. 20,000 only. Will not Te apply to Rule 27 of Official Classification to points in apply. Canada. * FURNITURE: L. C. L. C.L. BEDS: Mantel Folding: Wrapped, crated or boxed.. 1 Min. wt. 10,000 lbs. (subject OO MIG Al) . 6s. .csee ses uh ou 2 Cupspoarps, N. O. 8S., wood: eS. U.: Wrapped, crated or boxed. 1% eras Min, wt. 12,000 lbs. (subject Sh Me Sr st oe 2 Desks, N. O. 8.: ae Wrapped, crated or boxed.. 1% Min. wt. 10,000 Ibs. (subject to Hule 27), 1. dtiess ad “een 2 K: D:: Wrapped, crated or boxed.. ay Min. wt. 16,000 lbs. (subject 40 HAE 21 Fie i ca se tas a Minimum Weights as per Official Clas- Rates Territories sification (except as otherwise specified). Applicable. Applicable. + Furniture, C. L., viz: Beds, Folding, Church Furniture, N. O. 8., Cup- boards (wooden), Desks, 8S. U., * This item is reproduced from the Official Classification. + This item is reproduced from Exceptions to the Official Classification. EXCEPTIONS 47 Furniture, New, Furniture, New, and parts thereof, in mixed C. L., A Furniture, New, and Store Fur- | From and to niture, in mixed C. L., and specified Tables, N. O. 8., min. wt. 12,000 points via Ibs. (subject to Rule 27 of Official designated Olassifieation ):93)¢ 0000) oe oe iie 3d Class. route. Min. wt. 20,000 Ibs. (subject to Rule 126% of 27 of Official Classification).... 4th Class. For example, assume that the rates between two given points are as follows: If these rates are published in a tariff stating on its title page that it is governed by these exceptions, there will be established automatically on the above commod- ities rates based on the percentages shown of the stated class rates. For instance, the rates on crude arsenic under the Exceptions would be 1214 cents per 100 pounds in- stead of 15 cents, as provided in the Official Classifica- tion. This method of publishing rates is finding favor and is used whenever possible by the Central Freight Association, for in a small item of the kind above shown it is possible to establish commodity rates between all points from and to which class rates are published with- out publishing a separate tariff on each commodity. Observe, by comparison of the items of the Exceptions with those of the Official Classification, that important differences are made as to packing and other shipping requirements. The item covering paper bags in the Ex- ceptions is without reservation and any and all kinds of paper bags could be shipped under this item. Note also 48 FREIGHT CLASSIFICATION that the Exceptions provide a lower rating for the fur- niture items designated when the minimum weight is 20,000 pounds than when the minimum weight is 12,000 pounds. While many commodity tariffs are issued which name rates on carload shipments of live stock, these are re- stricted in a measure to and from points between which there is a regular movement of this class of traffic, and, between other points, shipments are handled on the class- rate basis established by the Exceptions to the Classifica- tion. There are so many rules and regulations affecting the transportation of shipments of this character, such as charges for bedding cars, stopping to feed and water or rest, loading and unloading charges, and so forth, that it is a convenience to the shipping public to have as many as possible included in a single tariff. Special attention is called to. the application of these special ratings, as they vary in a. great many instances either as to the points from or to which the rating ap- plies. This information is shown in items correspond- ing with the letters shown in the column ‘‘ Territories Applicable.’? The following excerpt occurs under the head of Territory A. GENERAL APPLICATION OF TARIFF, Important.—Wherever, in this publication, a_ territorial application is given as being ‘‘ Between all points on ........... R. R.”’ or ‘‘Between all points within the state (or states) of cack ’? it, is understood that such application is governed by and restricted to the provisions of the general application shown below. TERRITORY A. Items herein shown as being applicable in ‘‘Territory A’’ will apply: Section No. 1 (See Exceptions, Part 1). EXCEPTIONS 49 Part From A All points in Central Freight Association terri- tory (except as otherwise provided, see Exceptions, Part XI; also except On- tario, see Section B), described by Territorial Directory No. 3-B, I. C. C. No. 526, Eugene Morris. Agent. Pox All points in Central Freight Association terri- tory (except as otherwise provided, see Exceptions, Part XI; also except On- tario, see Section B), described by Territorial Directory No. 3-B, I. C. C. No. 526, Eugene Morris, Agent. (a) Exceptions to General Rules and Regulations There are so many rules and individual exceptions contained in this issue that only a very general summary of them can be given. They are contained in a separate section of the issue and cover reduced ratings on fair exhibits, empty returned carriers, loading and unload- ing freight, icing charges for various kinds of property, rules pertaining to the shipments of live stock, minimum charge, prepayment, rental charges for various kinds of equipment, such as fruit, Palace, and stock and poultry cars, ete. The following is a representative item. DUPLICATE SHIPMENT OF LOST FREIGHT, Where a portion of a shipment has been lost by Perritories the carrier and a duplicate of such portion is Applicable. - forwarded to replace the loss, the freight charges on such duplicate portion will be cancelled, Pro- VIDED, that the duplicate portion is shipped within four (4) months from the date of arrival A at destination of the original shipment, by the Will not apply same consignor from the same point of origin for account of to the same consignee at the same destination, C.& E. I. R. R. and via the same route as the original shipment, and further ProvipEp, that all charges on the original shipment are paid. 50 FREIGHT CLASSIFICATION 8. EXCEPTIONS TO THE SOUTHERN CLASSIFICATION The exceptions to the Southern Classification are not published as a separate issue, but they are included in the classification as a distinct section thereof, and grouped therein under a separate heading for each line, state, or association issuing the exceptions, as follows: NOTE 6. ATLANTA AND ST. ANDREWS BAY RAILWAY Rates named in current Tariffs, to points indicated by ‘‘ Note 6’’ opposite, will be governed by following exceptions to the Classification. Articles Class Aopen, Wd Ade, ORL. WL. GE,UUU IUBy ccc cds cae tse eh te O Barrels, empty, except Ale or Beer, L. C. L............... 4 Brie: Te, Cl Ee mt whi SO G00 Weeilri oi. oe. ASG O Brie® common, =O. bu, -mameowt. 80;000-lbs 3. nev tries P. Bones. 3G; -Li., taittc wh, 240007 Mikes iS 3 8 . sce pie whesderacee L Bonedust; same as Fertilizer. Bran, wheat or rice, C. L.; ‘min. wt: 24,000 these... ot O Live Stock (governed by rules, regulations, actual values, and percentage increase in rates as published in Southern Classification ) : Se Pr a eee re Ge N All of the above items are given lower ratings in this instance than are provided in the classification proper. These exceptions, as stated in the above excerpt, do not apply except when specific reference is made thereto in the tariff containing the rates. The tariffs usually have a column in connection with the rate scale or a num- ber which indicates an exception, and in such cases the corresponding note should be found in the exception section of the classification. EXCEPTIONS 51 9. EXcEPTIONS TO THE ,.WESTERN CLASSIFICATION The exceptions to the Western Classification are pub- lished as to form in much the same manner as those for the Central Freight Association lines in Official Classifi- cation Territory. It is unnecessary, therefore, to illus- trate them by excerpts. Attention must be drawn, how- ever, to the number of these issues that are published by the various associations in this territory. It is hoped that the importance of these issues will now be fully understood. It is an absolute necessity in the practical use of a classification that one have access to such exceptions to the classification as may be involved in the movement of the shipment. CHAPTER VI USE OF THE CLASSIFICATION 1. ARTICLES SPECIFICALLY INDEXED For the benefit of those who do not possess or have access to a copy of one of the classifications,' it may be stated that the classification contains sections which re- late to the following and which are set forth in the order given: (1) A list of participating carriers, or lines, for whose account the classification is issued; (2) an index to general rules; (3) an index to articles; (4) rules and special instructions; (5) explanation of characters; and (6) classification and ratings assigned to all articles enumerated. — This arrangement is that prescribed by the Interstate Commerce Commission for issues of this kind. These regulations will be taken up, however, in the treatise on ‘‘Publication and Filing of Tariffs.’’ The index to commodities sets forth in alphabetical order all of the articles which are given ratings in the classification. The following page from the Official Clas- sification is typical of the others. As will be observed, the heading states that articles are indexed under their noun denomination, as acorns, and, where deemed nec- essary, under their adjective as well. Thus, acetylene gas cylinders appear under ‘‘A,’’ cylinders, gas, acety- lene, under ‘‘C,’’ gas cylinders or tubes under ‘‘G,’’ and tubes, gas, acetylene, under ‘‘T,’’ each referring to the same item in the body of the classification. This pro- *The Official, Western, and Southern classifications can be secured at a price of one dollar each from the committees enumerated on page 65. 52 USE OF CLASSIFICATION 53 cedure (cross indexing) is used in order that the index may be as comprehensive as possible and that the users of the classification may not be put to considerable trouble in locating the rating for the article in which they may be interested. The following page is a reproduction of the first page of the Official Classification in the section devoted to ratings. We believe the explanation of the characters and abbreviations used is sufficiently explicit to require no additional remarks. The symbols used in denoting increases, reductions, and other changes are required by the Interstate Com- merce Commission to be shown on all items or articles on which changes are made, either by supplement to the classification or in the reissue of a classification. By the use of the symbols it is very easy, by hurriedly pass- ing through the classification, to distinguish such articles as have been affected by a change, in rating or other- wise. To illustrate the use of the classification, assume that a dealer in abrasive cloth and paper wishes to ascertain what rating will be applied to his product in carload and less-than-carload quantities. Upon opening the classifi- cation at the first of the pages devoted to the index to articles (page 53 of this treatise), he finds the first item thereon reading ‘‘Abrasive Cloth or Paper, page 42, item 1.’? Referring to page 42 of the classification (page 55 of this treatise), he finds that item 1 thereon reads ‘‘Abrasive Cloth and Paper.’’ This item, how- ever, carries no ratings. In item 2 are set forth various kinds of abrasive cloth with the provision that in boxes, bundles, crates, or rolls, they will take the third-class rating in less-than-carload quantities, and that in these } : roe FREIGHT CLASSIFICATION INDEX TO ARTICLES. Articles are specified in this Index under their ‘Noun’? denomination, and where ‘‘Nouns’’ are not deemed sufficiently distinctive, under their ‘‘Adjective’’ also. Page ee ee: eeeo eee eosesreeren oe 16 ine Gumes, 6 on hess . 148 14 ‘Alnieoatie; Advertising........ 9 — oes Adver- os | Almond Oil, weet. CaS wD 211 12 Almond Paste........ io oie 6 ae Oe 12 ‘Almonds.......+... siete . 54 11 Aloes; Gum. 5:50 3 ss vac bese 148, 15 Altars, Church, granite, “mar- = OF BtONC. 5. ics eee ee 54 13 BGniG « ho paket sie Cee c+ 55 13 ‘Alumina (Oxide of Aluminum) 56 2 Bisulphite OLS fas eace 55 17 « §sulp hate of... Nis crac 56 3 = ‘Sale N. 0.1. BLN 56 4 ‘Aluminum and Aluminum Ar- Bis oes cc ncks - & 14 Angle’ 5. 6:.<:cstigacs- . 64 18 <= Articles, N. O. I. Ss SBONiSrs os cos 055 OO 11 . Ashes.: visscss ess. 55 12 © BOR. corne cities cine 54 18 . BOringse.: «<..s .. 54 22 e Ses ee .. 54 23-24 = « Joints .. 54 25 as Castings, N..0,: aol ors . 55 1 @ : DROS. eres oie 55 12 mi Foil 0 OrLeal....: 2: 14 . Grained or Gran- UuUlatedy. 555s. os 2 is! Ingres cae 17 . Matting. oa... 2% 201 11 = Bt6sc.t. .201 7 = Paint.coc con. 219 5 < PIRES ceca os 5 54 15 - Pipe, other ‘ than onductor Pipe.. 65 3 » Pipe, covered or lined with brass, 55 5 copper or steel.. LY Pipe Fittings...... 55 4 = Pipe Fittings, eovered or lin 55 6 with brass, r or steel.:. = ALO. ss vise 54 19-20 . RiVetOs cin ee 55 7 “ ROG. Fst aoe se 54 21 . eee Ss eae gs OO £ Mapes bite ass 54 18 . Shettcs.o.5 sees 54 19-20 ss Sheet Strips...... . 54 *20 oe Skimmings........ Bh 15 ~ Slabiccnvee ea es “54 16 Danks 2566 2 9 = Tubing, other.than Conductor Pipe.. 5 a Tubing, covered or hned with 55 5 arse ee copper or s Turmn ngs. Se ee 22 = Ware, a 55 10 - Wire... et mrrece 5 9 “N.O.1.B.N.” stands for ‘‘Not otherwise indexed by name.”’ A Page Item i Page ‘Item Abrasive Cloth or Paper. oes 4 1 ‘Advertising ' ae ied 00 we 202 7 I Absorbent Cotton oy wo saelOl, 18 Lf re 282 10 azte......102 “28 nd ‘Window Displays,- aisles Shock, Automobile. 62 6+ vie BLN 11 Il Accroides Gum......:.......148 13 | Adze Heads,..o.. ds. ccesccees 17 | Acetate Liquor, crude....... » 42 5| Aerators or Corkuns Milk or Acetate, Amyl, Ethyl] or D RROM., cick nce Higveseca Oe 412 MDM. cadyi «tne séepwe 42 4| Aeroplanes... +... -..seeeense 13 Acetate of Aluminum ciekeee GO 15 |, = Frames........... 44 13 - wee er Aticteae - Aear-Aaae Bana ia 14 pper. ceovene 6,0 0 gar-. ar eng 810; or eee | TREY | 19|- Ceylon Moss)...........6% 246 2 4 Lead... ie.cesc02 2179 18] Ag ate eee etree eeenes seeeeee oe 44 1 Gee AMO aie sce es 66 vl Ok 19 ‘Agitators, Clay Le ee ees 455% 193 2&10 O55. 58 er it tives 1253 2| Agricultural Im Lmmpiementa other Acetic Acid. . etiig. b:0is.e Slarele o devi SO 8| than Hand,'N.O.1.B.N.. 49 COLONG: ccc care 6 ssie-s Sr eiarciss 42 6) Agel. Impl. and Mach. Parts, | Acetylene Gis... Sone hihi eae 138 6t all kinds, N.O.8. 53 : “Acetylene Gas Grinders or | @ ¢ and Mach. Stock ‘Tubes... o'. 2s uehavastbives 163 21 or Staff, N. O. 8. 53 Acid, MAE DSS vege deere ¢ 42 8 Agricultural Fungicides or B = sevecceccccves 4 9 Ansecticides, N. ies B.N. .156 8 2 Poevgevodscere 10] Air, Compressed.............. 53 18 s Betas se ne seas il Air’ Brake Equipment ‘Main t * seeeeseeeeeee 3 ] Reservoirs oe ee 79 iy * Peicistees sed See 244% * Equipment, N.0.5. 79 10 : Seeeesens 40 Gres ® Instruction Cars:,..279 6 “ Hydrofluoric...... eee 43 3| “ Bottles,Cylinders or Tubes 162 30 « Seta e 40 4| * Compressor Power Outfits 217 12}: OS LaCiess chase ts Kono 5| * Compresgors......... i 3G 13 @ .Muriatic. ......,.0005; 43 =< Duct Grating. CEPR SENT e's 147 10 © Nitrating “(Nitric and @: luego cto oe hoe ae 228 3 Sulphuric er Riis sé 43 7| * Pum umps, Tire...-...,..... 6 24 BEONUTIOs es a eee rece . 43 S| * Oto than Tire. .236 25 ©: > Oxalies ced cop pereve oe ee 43 Oil eS> ROGIStere: = «sack vsoice ne ois "240 6 “ Phosphate of Lime ara 181 20| * Washers or Humidifiers...190 7-8 “ Phos hate. (Phosphate MIOWAN SCCOsins ¢..- (44 1 BNE. «6 cis es vee 178 2 @ Steaxvic....pccersvesss 208 1 Alechol, Denatured.......... 23 eS Sulphuric being eas Fie 44 21 ~ Other than denabinadisa 24 cd and Nitri¢mixed GINO cco ses 5 (Nitrating Acid) 43 vf Be SE eS (oot hae SAS Snosage 23 We PADNIC oie. ccecose' 9, 6.0 1 snle AE 3 | Alcoholic Liquors, N.0.1.B.N. 183 5 @:— TungatiOead.tce den oa. 0d 272 6 pAle Barrels isco ck ve nee > 65 10 CIN Os rcs Ns ne eles 44 ae Fighth-Barrels Bate ete aete 66 a: AGI HiISN SOLED: 0ss Soe seers v8 215 18] “ Quarter-Barrels......... . 66 16 Actions, Piand. In glass or earthenware, packed i in in bulk in barrels, straight or mixed barrels or boxes..o:.7....%.... 1 C. L., min. wt. 30,000 lbs......... 5 In fibie or metal cans or cartons} in ‘barrels or boxes RUNES 0k Fae eRe 5Aceétate Liquor, Crude: BRI 5 Pot hee c cae Sys ee BG DBs news es ahisR hee Bi fas... In bull; in barrels or boxes vechsiars 3 In barrels, C. L., min. wt. 30,000 Ibs.) .... 4 5 In fibre or metal cans or cartons i in In tank cars........ eis. EMA UT: ; 5 barrels or boxes, in bags, or in bulk in barrels'or boxes, C. L., 6Acetone: min. wt. 36,000 WOO. . AT 3 cd 9S 5 In glass or earthenware, Backed! in 11 # Carbolic: barrels or bowes......-....... 44: 1 Crude: In-metal cans in barrels or boxes.. 2 In bulk in barrels....... 52... aS In iron or steel barrels............. 3 In bulk in barrels, C. we min. In iron or steel barrels, C. L., min. Wt. 36,000 10s: ..witens cs cwe oe 5 IL ME S0,000 We Se 5 In tank cars (see Note . hes wf bare 5 1 (over) USE OF CLASSIFICATION o7 would not be applied to shipments in glass, earthen- ware, or tin, even though they might weigh the required amount established by the carload minimum. | In the following items there is given a description of the shipments, the classification items covering, and such discussion as is necessary. For instance, take a shipment of 50 cases of cereal products weighing 50 pounds to the case, each case con- taining one pound of literature and display cards which advertise the product. It will be recalled that the rule in the classification provides that when articles of two or more differently classed articles are in a package, rates applicable on the highest-rated article will be ap- plied. Referring, therefore, to the item ‘‘ Advertising Matter,’’ we find the following: West- South- ern Official ern ADVERTISING MATTER, PRINT- ED, prepaid, see Notes 1 and 2: ALMANACS, CATALOGUES, CIRCULARS, LEAFLETS, PAMPHLETS, SHEETS or Price Lists: Tn boxes, bundles or crates, L. C. L. 2 A. 2 In packages named, straight or mixed C. L., min. wt. 24,000 Ibs. 3 3 S ADVERTISING MATTER, PAPER OR PAPER BOARD, NOT OTHERWISE INDEXED BY NAME: In bundles or erates, L. C. L...... 1% 1 2 de een, Mae ee ce Pe Z 1 2 In packages named, straight or mixed C. L., min. wt. 24,000 Ibs. 3 3 3 58 FREIGHT CLASSIFICATION Nore 1—Advertising matter named may be shipped with the goods it advertises, at the rating applying on such goods, when in the same package or container with the goods either in L, C. L. or C. L. quantities or in the same car with the goods in carload quantities; provided the amount of advertising matter does not exceed two per cent of the gross weight of the goods and pack- ing, except that when charges are assessed on the minimum ear- load weight the Advertising Matter may equal two per cent of the minimum ecarload weight. The quantity of Advertising Matter allowed may be used to make up the carload minimum weight. Norse 2—The ratings on Advertising Matter will not apply on Stationery, nor on gift articles such as Caps, Fans, Paper Weights, Thermometers, Time Pieces or Toys, which will be sub- ject to the separate ratings applying on such articles. This item is the same in all three classifications al- though the ratings are different. In note 1 a provision is made that advertising matter may be shipped with the article it advertises at the rate applicable to that article, provided it is not in excess of 2 per cent of the gross weight of the goods and packing. As the weight of the matter in this instance does not exceed this, the entire shipment should be rated as cereal products. On the other hand, were the goods so packed that the weight of the advertising matter exceeded 2 per cent of the weight of the article advertised (or 2 per cent of the minimum weight, if in excess of the actual weight), the charge on the excess would be assessed at the rate applicable on the advertising matter. A cooperage concern is furnished a ear 50 feet 10 inches long in which to load a shipment of new wooden ale barrels. The ratings in the Official Classification are as follows: USE OF CLASSIFICATION 59 BARRELS, N.O.S., CASKS, HOGSHEADS, Ty: Gab. Ok KEGS, ETC. (Subject to Note 1): Notre 1.—On shipments subject to the provi- sions of this Note, cars over 50 feet and under 51 feet in length will be considered the same as 50 feet in length. Note 2.—On shipments subject to the provi- sions of this Note, the name of consignor and original point of shipment must be shown on way-bills and expense bills. BARRELS: ALE OR BEER, WOODEN: New, actual weight (C. L., min. wt. 20,000 lbe<). A wabyect te, felale 27) ie <6 tree ssi 8 3 Old, estimated weight 100 Ibs. each (C. L., min. wt. 16,000 lbs.) (subject to Rule 27) (audajeet: ta Nete 2 )is:Awas dp itese’s are, dos R. 26 oO This shipment is subject to the terms of Rule 27, and the minimum weight required for a car of this dimension would be 40,000 pounds. Note 1 of the item, however, states that cars of over 50 feet and > under 51 feet will be treated as 50-foot cars. Referring to the table in Rule 27, the minimum for a 50-foot car is given as 32,400 pounds. In many cases it is necessary to give the dimensions of the package, the ratings for packages of various sizes or articles of specified dimensions being given in the classification. An illustrative item from the Southern Classification is as follows: GLASS (see Note No. 1): Note No. 1.—Plate, Polished Crystal Sheet, and Polished Wired Glass, and Mirrors, will be accepted for transportation only when packed in the box on the full flat edge of the glass, and the box must also be loaded on its full flat edge. *This rule provides varying carload weights according to the length of the car. It is fully explained in Part 3 of Freight Classification, which will be studied later. Or 60 FREIGHT CLASSIFICATION GLASS—Continued : PLATE, POLISHED CRYSTAL SHEET AND POLISHED WIRED Guass (Carrier’s Option), BOXED (see Note No. 1): Bent: Over 714 feet wide or over 15 feet long, outside measurement (subject to a minimum charge of 5,000 Ibs. at the first-class rate on each consign- ment), owners to load and unload.............. 4T1 Not over 714 feet wide, nor over 15 feet long, out- side Mheasuremeney 2.5.60 s es Teves os eee eePa D1 Not Bent: The dimensions of which do not permit loading through the center side door-way, 6 feet wide by 7 feet 6 inches high, without the use of end door or window, in a closed car not more than 36 feet in length by 8 feet 6 inches wide and 8 feet high (see Note), shippers to load and unload, L. C. L.. 3T1 The dimensions of which do permit loading through the center side door-way, 6 feet wide by 7 feet 6 inches high, without the use of end coor or win- dow, in a closed car not more than 36 feet in length by 8 feet 6 inches wide and 8 feet high, Bll emee A). lin a wae have |) nao tpn es tees es 3 Nore.—A shipment containing Plate Glass, the dimensions of which do not permit loading through the center side door-way, 6 feet wide by 7 feet 6 inches high, without the use of end door or window, in a closed car not more than 36 feet in length by 8 feet 6 inches wide and 8 feet high, shal! be charged at actual weight and authorized rating, subject to a minimum charge of 4,000 lbs. at the first-class rate for the entire shipment. Bent plate glass in less-than-carload lots would be rated four times first class (4T1) or two times first class (D1) according to whether it was 714 feet wide and not USE OF CLASSIFICATION 61 over 15 feet long or not. Observe carefully the provi- sion embodied in this item, that the revenue on these larger sizes must not be less than 5,000 pounds at the first-class rate. For example, if the first-class rate be- tween two given points were 60 cents and the weight of a piece of bent plate glass over 714 feet wide and over 15 feet long were 1,200 pounds, the charges would be made on a basis of 5,000 pounds at first class, or $30.00, as the use of the actual weight and authorized rating (1,200 — pounds at $2.40 is $28.80) does not ee the required charge by $1.20. A shipment consisting of paintings must state the value placed upon them by the shipper. The following item from the Official Classification shows three different ratings which increase as the valuation increases. PAINTINGS, PICTURES AND CHROMOS: When the actual value of the shipment does not exceed 50 cents per pound, actual value to be stated by ship- per in writing in shipping order, in boxes.......... 1 When the actual value of the shipment exceeds 50 cents per pound, but is not more than $2.00 per pound, actual value to be stated by shipper in writing in shipping ET 20 OR ses hi ee as Gk 14 dawns D1 When the actual value of the shipment exceeds $2.00 per pound, but is not more than $5.00 per pound, actual value to be stated by shipper in writing in shipping PUES, AP DONG 6 546 ti eas ee 3T1 When the actual value of the shipment exceeds $5.00 per pound, and is so stated by the shipper in writing in shipping order, or when the value is not stated by the shipper in writing in shipping order; taken only under special contract. Observe also that no rating appears in the carload 62 FREIGHT CLASSIFICATION column, the rating appearing in the L. C. L. column being applied regardless of quantity. 2. ArtTIcLES Not SprEcrIFICALLY INDEXED Notwithstanding the comprehensive indexes of the clas- sifications as they are prepared today, many articles in everyday use will be found to be conspicuous by their absence, such as shirtwaists and ribbons, quaker oats and grape nuts, sapolio and gold dust, cottolene, crisco and cracker jack. The ratings for such articles are pro- vided under a general term covering the constituents or the use to which the articles are put. For example, a shipment consists of five cases of cracker jack in ear- tons and ten cases of quaker oats in packages. The index in the classification gives neither of these articles by those names, as the first article is composed of pop- corn and the second is a cereal preparation. By refer- ring to the index of the classification, items are found reading as follows: Page Item Popped» Cot | Confeetionerys i. :.cascs.eoss ee bad « 287 1 Cereal Products or Preparations, N. O. S........ IH 3 By reference to these pages and items of tbe classifi- cation is found the following: POPPED CORN OR PUFFED RICE . b. Ui. ©. da. CONFECTIONERY : In bulk in wooden stave baskets with tight metal OE WIC OCE Ns i diy wis bts sexcelee caves weds 1 17, Ge 1 Ware Shor Bene6s acca ldo obese. z In balls in wooden stave baskets with tight metal OP WOOGIE COV CTE FeO Liisa Bes FA VEN OS 1 USE OF CLASSIFICATION 63 In pressed forms, other than balls, in barrels or DOES: weil, shGd Jt dS EA UL NI. eta o> R. 25 In cartons in barrels or boxes.............000: R. 25 In pressed forms, other than balls, or in cartons in barrels or boxes, straight or mixed C. L., min. wt. 24,000 lbs. (subject to Rule 27).... .... 3 CEREAL PRODUCTS OR PREPARA- Ei tO hie a TIONS, N.O.S. (see Note) : Notre.—Cereal Products and Preparations, all kinds, in packages weighing less than 10 Ibs. each, not taken. In packages, packed in boxes or bbls. (C. L., TA 0 OR) Ses Fhe aes co 4 5 In bulk, in sacks or bbls. (C. L., min. wt. 35, 000 UU hee oe a ih a sk ea 2 6 Note particularly that, while both of these articles are cereal preparations, the fact that popped corn confec- tionery is specifically named in the classification. removes it from the scope of the item covering cereal products and preparations. The latter applies only to such ar- ticles as are not provided with an individual rating or are not otherwise specified (N. O. S8.). Similarly the ratings on a shipment of sapolio, gold dust, and cottolene will not be found under these names, but under the following items respectively: BUFFING OR POLISHING COMPOUNDS, NOT OTHERWISE INDEXED BY NAME: qi: Grids « Ged. Bars on CAKES: 7 Warres GP DORR 6. Gnas uc edad aban 3 bee In packages named, C. L., min. wt. 36,000 Ibs.. .... 5 POWDER: Cleaning or Cleansing, N. O. S., dry, in pack- ages CO. is., min, wi, 36,000 tbs). sees. R. 26 Or 64 FREIGHT CLASSIFICATION LARD COMPOUNDS OR SUBSTITUTES, IN SOLID FORM, NOT OTHERWISE _IN- DEXED BY NAME: li Qib, eC. L. In glass or earthenware, packed in barrels or ae oo ee In pails In tubs es meoeveeeeewe we ee wo eo €e sehen era ire R. 26 In metal cans or pails, in barrels, boxes or crates. R. 26 In bulk in barrels or boxes.. Pee ee ee R. 26 In packages named or in metal cans loose, C. L., rainy) wt. 30,000 lero. 253 In connection with the foregoing, some of the more important general headings are: Agricultural implements Aleoholie liquors Acid Books Boxes Cabinets Castings Clothing Cereal products Crackers Dry Goods Electrical machines and Ma- chinery Furniture Glassware Machines and Machinery Notions Ornaments Paper Seed Meat, Fresh and Cured Vehicles, self-propelling Vehicles, not self-propelling Vegetables and Fruits From examples given, it is seen that in the event that an article is not specifically named in the classification, it may be quite easy to determine the general class to which the article belongs, and in this manner the correct rating to apply. CHAPTER VII CLASSIFICATION COMMITTEES 1. ORGANIZATION The interstate classifications are not issued by the individual carriers but by classification committees. The Official and Western classification committees are com- posed of members who devote their entire time to this work, while the Southern Classification Committee is composed of representatives of each line in the territory who hold periodical meetings. From the membership is chosen someone who is made the permanent chairman and who, during his term of office, must have connection with none of the railroad companies. The headquarters of the classification com- mittees are: Official Classification Committee, 143 Lib- erty Street, New York City; Western Classification Committee, Transportation Building, Chicago; Southern Classification Committee, 914 Grant Building, Atlanta, Georgia. In order to pass upon the contentions of shippers and receivers of freight and others in the respective terri- tories, the classification committees hold meetings at certain times at which they consider the merits of the contentions advanced. The Official Classification Com- mittee holds meetings the year around, in New York and Chicago. The Western Classification Com- mittee is in session daily and the shippers may appear 65 66 FREIGHT CLASSIFICATION by appointment before this body at any time. The Southern Classification Committee holds its meetings periodically, information as to dates and place usually being made through the press and other sources. 2. PRocEDURE The application of the analogous-article rating which has been explained in preceding chapters of this treatise is only a makeshift measure and is not satisfactory either to the shipping public or to the carriers. Under this analogous rating, coke cars are given the rate ap- plicable for coal, dump, gondola, and other cars. Chinese bones in cases are given the rating for mineral speci- mens. Cyclone tile ditchers take the same rating as plows. Disinfectant nest eggs made of naphtholene take the same rating as porcelain or cement nest eggs. In each of these instances, however, there is a plausible contention that some other rating may be applied to the article. Therefore, when such articles are offered for shipment and the analogous rating is applied, it is re- ported to the traffic officer of the carrier, in order that he may, in turn, report it to the classification committee, who consider the question carefully and arrange to pub- lish a specific rating on the article in order that future shipments may be taken care of. Likewise, from time to time, shippers or receivers of freight contend that existing classification ratings or rules are discrimina- tory, in so far as their product is concerned, and they appeal to the carriers for a reduction or modification in the classification basis. Also, the carriers frequently find that the revenues they are deriving from certain traffic do not compensate them for the risk and other CLASSIFICATION COMMITTEES 67 fForm C$ 4. OFFICIAL CLASSIFICATION COMMITTEE 243 LIBERTY STREET BNEW YORE CiITry lr FOR CLASSIFICATION DATE. 193... METHOD OF PACKING OR SHIPPING:. — DIMENSIONS AND WEIGHT OF ARTICLE OR PACKAGE: WEIGHT PER CUBIC FOOT: VALUE OF ARTICLE: STANDARD CARS 36 FEET IN LENGTH, 8 FEET 6 INCHES WIDE AND 8 FEET HIGH (INSIDE MEASUREMENT): ACTUAL WEIGHT THAT CAN BE LOADED IN REMARKS: APPLICANT'S ADDRESS | APPLICANT'S SIGNATURE NOTICE (39 Regular meetings of the Official Classification Committee are held in New York about April Ist and October Ist of each year. ‘Applications for changes must be filed with the Chairman, not later than February 15th or August 15th, respectively. Lopy of Docket may, on application to the Chairman, be obtained thirty days prior todateof meeting; price fifty cents per copy. 68 FREIGHT CLASSIFICATION features involved in the transportation of the artiele. Accordingly a request is made to provide a higher clas- sification basis in order to adjust the situation. _ All of the classification committees have blanks sim- ilar to those of the Official Classification, one of which is reproduced on the previous page. This blank when re- ceived by the chairman is placed upon the docket which is prepared in the form shown on page 69 and inserts following page 70 shortly before the date set for a meet- ing to convene and distributed to interested members of the association in order that they may prepare their arguments for or against the proposed change. Many manufacturers, however, in addition to filling out a blank similar to that above given, forward to the Committee Room a sample or a complete article if not too large and, if too large, the working model, in order that the classification committee may be better able to judge of the contention. The degree of publicity given the hearings has had a great deal to do with stimulating the interest of ship- pers in these proceedings. As the hearings are open to those having a direct interest in a particular item that may be under consideration, all traffic men should avail themselves of the opportunity to attend at least one of these meetings in order to become acquainted with the procedure employed. The reproduced form shows as the main points of consideration the value of the article, its weight per cubic foot, its dimensions, and the method of packing. However, these are by no means all of the factors that are considered, and shippers or carriers who contend for or against a reduction or advance in classifica- tion should endeavor to fortify themselves with all of CLASSIFICATION COMMITTEES DOCKET No. 19. 69 { The Official Classification Committee, 143 LIBERTY STREET, NEW YORK, MAY 27, 1914. A meeting of the Official Classification Committee will be held at 143 Liberty Street, New York, Tuesday, June 16, 1914, at 10 A.M, for consideration of subjects enumerated within, including recommendations of the Committee on Uniform Classification respecting uniform classification provisions as outlined herein; also such other matters as may be presented. Preliminary hearing will be held in the rooms of the Committee on Uniform Classification, Room 2248 Transportation Building, Deatbom and Harrison Streets, Chicago, Ills., on Wednesday, June 10, 1914, at 10 A. M. 0. F. LOVENBERG, R. N. COLLYER, Seoretary. | Chairman. i 70 FREIGHT CLASSIFICATION the available data which bears upon the case that can pos- sibly be obtained. The annual amount of tonnage involved in one cla.zifi- cation territory as contrasted with another, the value of the annual tonnage, the per cent of claims for damage as contrasted with the whole, the rating on similar ar- ticles in the same territory and the rating on the same articles in other territories, the margin of profit between the cost of production and the distribution (a mild form of what the traffic will bear), these and similar consid- erations should be carefully weighed and tested before anything is done, for, in this tribunal, the representatives of both carriers and shippers are certain to find traffic experts who are not to be led astray by figures founded on anything but fact. RULES. ajeet | Page PRESENT CLASSIFICATION CLASSIFICATION SUGGESTED MEMORANDA L.C.L.} C.L. 1 13 Rule 5 [B]—I1st and 2nd Paragraphs: That the 1st and 2nd paragraphs of Rule 5 [B] be amended and | In order to entitle a shipment to the carload rate, the by the addition of the following clause: 14 |quantity of freight requisite under the rules to secure such carload rate must be delivered at one forwarding station, in one working day, by one consignor, consigned to one con- signee and destination, except that when freight is loaded in cars by consignor, it will be subject to the Car Service Rules and charges of the forwarding railroad. Railroad agents at forwarding points will not sign shipping receipts bearing the notation “‘part carload lot” until ship- ping receipts for the whole carload have been presented and the freight received, in order that bill of lading may be.ob- tained at the carload rate. - Only one original bill of ladmg for the whole carload shall be issued. (Rep. 2, Sub. 153.) import shipments, packages of which are detained at the port of arrival (in the United States) and by the U.S. Cus- toms Officials, or the U. S. Pure Food Officials for examina- tion. In shipments of this kind, Agents will issue bills of lading as follows: Bill of Lading for total quantity of freight immediately going forward shall be given, and same shall bear the notation, as to the number of packages de- tained by the U. 8S. Customs Officials, or Pure Food Officials; or both, whichever the case may be, noting that said packages are to follow later as soon as released by the Government Officials, as part of the original carload ship- ment and being entitled to carload rate, as assessed on the original shipment.” “this ruling and condition’ to apply on all freight except) 14 | Rule 6. Unless otherwise provided, charges shall be com- puted ‘on gross weights, except when estimated weights are authorized, in which case such estimated weights shall be used; established minimum weights must be observed. (Rep. 2, Sub. 154.) Rule 6. Unless otherwise provided, charges shall be com- puted on gross weights (see Note) except when estimated weights are authorized, in which case such estimated weights shall be used; established minimum weights must be observed. Note.—>When blocking, braces or dunnage are required for the safe transportation of freight, the weight of such blocking, braces or dunnage shall be determined and charged for. But when the com- ‘bined weight of the freight and such blocking, braces and dunnage is i ene the specified minimum weights, the minimum weights shall jbe applied. — - POETS ree ‘ ee * a ' gM (Rep. 1, Sub. 38.) Bubject | Page |: Item PRESENT CLASSIFICATION L.C.L.} C.L. CLASSIFICATION SUGGESTED L.C.L.| C.L. MEMORANDA 1L.C.L.| C.L, 40 90 9 |(See preceding page.) |That Copper and Brass Scrap, in boxes or bbls. be rated 4th class L. C. L. . (Rep. 1, Sub. 32.) 41 ...»..{Brass Nut Hubs—Not specifically pro- That specific rating be provided, as fol- vided for, but ratable under the lows: specification for: Brass Nut Hub Caps, polished or 90 13 Copper, Brass or Bronze Articles, not nickel-plated, in ‘barrels, with :paper otherwise. indexed oe name, in bar- or-excelsior nee a. he min. wt. pels: or baxea; +. gi he .a cee er Oa eek AOS 16,000 Ibs...... PROG nak vb ane? 2 4 (Rep. 1, Sub. 33.) 42 90 14 {Copper Scale: Copper Scale, in kegs, barrels or casks, In barrels or boxes... .. Rava a oe 3 ‘ C. as, min. wt. 40,000Tbs.. sos. as. 4 6 In packages named, C. L., min. wt. 40,- eck ee a es eee ees Cokes 5 (Rep. 1, Sub. 34.) 43 94 21 j|Crutches, in boxes er crates............. 1 . |That the specification be amended so as to provided for Crutches ‘‘in bundles.” (Rep. 1, Sub. 35.) 7 44 95 20 jCutlery, N. O.S. (see Note): \Knives and Forks, N. O. S., tinned iron Not Silver Plated nor Gold Plated, and plain iron, in boxes (C. L., min. wt. , BOR Aa 6e Ue oe RS a ae 2 20,000 Ibs.) (subject to Rule 27).......| R. 25 4 “All 24 |Forks, N. O.S., tinned iron and plain iron, nested, in boxes (C. L., min. wt. 30,000 Pa 5s cata < Wt ote oe he 0 R, 25 4 (Rep. 1, Sub. 36.) 45 Dressing or Blacking: That additional specific rating be pro- 98 3 Curriers’, Harness, Shoe or Leather vided, as follows: other than Belt Dressing: White Liquid Shoe Dressing, in glass Liquid: packed in cardboard boxes, enclosed In glass or earthenware, packed in in corrugated shipping containers Darrelsof boxes N 18 V. Sa ae 1 with double corrugated partitions be- In metal cans partially jacketed. .. 1 tween each bottle, in wooden crates..| 2 4 In metal cans completely jacketed} 1 In metal cans in crates........... 3 In metal cans in barrels or boxes.. . 3 EG PU ee RE ONB. oa 2 3 In packages named, straight or mixed C. L., min. wt. 30,000 lbs. 4 CHAPTER VIII UNIFORM CLASSIFICATION 1. Karty Errorts In the construction and publication of rates for the transportation of freight, even the earliest railways, as had the waterways before them, found it desirable to make use of the principle of classification. Their appli- cation of the principle was but limited, however, and it was not found necessary to separate the classification from the tariff. As has been said by another writer, the early rate sheets were both classifications and tariffs. This was quite feasible while but few commodities were specified individually and while rates were generally made per ton per mile. But it was quite impracticable as a greater refinement of classification developed, ac- companied by a more sensitive system of rate-making than that based on mileage. With the growth of these conditions an inevitable separation of the classification from the rate sheet took place. As set forth in the Act of 1828, the maximum rate schedule of George Stephenson’s famous railway, the Liverpool and Manchester, contained barely forty freight items. The tariff of the South Carolina Railroad of 1855, quoted by L. G. McPherson, was a more elaborate document, but was still limited to less than 300 items.* 1 McPherson, L. G., Railroad Freight Rates (1909), pp. 151-152. 41 72 FREIGHT CLASSIFICATION A growing variety in articles of trade and a more ma- ture knowledge of traffic principles combined to expand the size of the classifications. By the early eighties, each of the leading classifications seem to have reached an enumeration of about a thousand items. Today, ac- cording to a recent report of the Uniform Classification Committee, the Official Classification contains nearly five thousand separate items or descriptions, the West- ern rather more than six thousand, and the Southern nearly four thousand seven hundred. A more exhaustive enumeration of commodities, the introduction of de- scriptions of new commodities, differentiation of ratings according to quantity offered for shipment and accord- ing to packing are the conspicuous reavares of the de- velopment. In Trunk Line Territory, there were but evahteecait commodities for which carload ratings were quoted in 1877. By 1887, the number of items in the Official Clas- sification carrying carload items had increased to about 40 per cent of the total, and by 1902 to 80 per cent. Sim- ilar increases took place in the Western and Southern classifications. Similarly, as regards packing, the clas- sifications of today contrast markedly with those of even a generation ago. In the very earliest tariffs no atten- tion was paid to differences of packing. Nowadays, to take a single instance from the Official Classification, wood alcohol falls into a different class and bears a dif- ferent rate according as it is shipped in glass, packed in cans, boxed, in iron drums, or in wood. Difference in the nature of packing bears directly upon the carrier’s profit and loss account, inasmuch as it affects his damage lia- UNIFORM CLASSIFICATION 73 bility and also the earning capacity of his equipment. The more securely freight is packed, the less will be the claims to be paid; the more concentrated the pack- ing, the more tonnage can be loaded into each ear. While, as stated above, the individual classifications have become more elaborate, the tendency of classifica- tion, as a whole, has been towards simplicity. The early practice was for each carrier to determine its own classi- fication. In course of time, a limited amount of group- ing of articles was used, but the number of distinct clas- sifications still remained considerable. In what is now known as Official Classification Territory, there were, in 1887, 131 local railroad classifications, and, in addition, certain more general ones known as ‘‘Trunk-Line West- bound Classification,’’ ‘‘Trunk-Line Eastbound Classifi- cation,’’ ‘‘Middle and Western States Classification,’’ ‘‘Hast and Southbound Classification,’’ ‘‘ Joint Mer- chandise Classification.’’2 Commissioner Meyer, in his decision concerning Western Classification No. 51, men- tions that in 1883 the Wabash Railroad Company had nine different classifications in effect on traffic originat- ing on its lines. Such conditions were necessarily associated with a rate system of the utmost intricacy. Nor was the diffi- culty of shippers and railway agents in quoting correct rates the only, or indeed the most vital, disadvantage of the system. Its unnecessary complexity was a serious obstacle in the way of the attainment of a balanced sys- tem of rates, carefully adjusted to the common interests of the country. 2 Railways in the United States in.1902, Part II, Interstate Commerce Commission (1903) ; 25 I. C. C. Rep., 454. ' ES af 5 74 FREIGHT CLASSIFICATION One must not be too hasty, however, in condemning the railroads for a confusion which resulted from their efforts to meet the traffic needs of the community. When railroads had little traffic beyond that which both orig- inated and terminated on their own lines, variation in classifications was but of minor importance. But, with the development of through business, much confusion re- sulted. There was no harmony in the classifications; marked differences prevailed both in the number of classes employed as well as in the commodities included under each class. As many as thirty-three classes were used in some classsfications.2 Both railroads and ship- pers realized the evil of the situation and earnest efforts were made to reduce it. The movement was quickened, of course, by the process of railroad consolidation, which, commencing in the fifties, became increasingly frequent after the Civil War. : | A distinct step towards unification was made about 1882, when the ‘‘Revised Joint Classification,’’ the pred- ecessor of the present Western Classification, the ‘‘ Mid- dle and Western States Classification,’’ applying to what is now termed Trunk Line and Central Freight Association territories, as well as westbound and east- bound classifications applying to traffic between Atlantic points and the Middle West, were adopted. Before the end of 1882, the ‘‘ Joint Western Classifi- cation’’ had been put into effect, and each succeeding year saw its acceptance by additional railroads. Inter- estingly enough, this classification was the outcome of an attempt made to secure an agreement between east- 3 Annual Report, I. C. C., 1897, 62. UNIFORM CLASSIFICATION 75 ern and western roads on a uniform classification for westbound freight. By the time the Cullom bill was brought before the United States Senate (1886), the number of classifications in the country had been re- duced to about fifty. This unification had been accomplished without the aid of legislative compulsion. The railroads, recognizing the desirability of the simplification, devoted much time and labor to its accomplishment. If the Interstate Commerce Act with its clauses concerning unreasonable discrimina- tion had never been placed upon the statute book, the movement would have still continued. Unquestionably, however, the passage of the Act hastened it. The day on which the Act went into effect was marked auspi- ciously by a most important step towards uniformity— the adoption of the Official Classification by the eastern carriers. By 1889 the Southern Classification had also been authorized by the railways concerned, so that the framework of the present classification system had been successfully completed. | There can be no question but that the use of these gen- eral classifications greatly simplified the Federal Com- mission’s task of supervision, and, no doubt fully appre- ciating this fact, the Commission used its influence to bring about the complete consolidation of the three gen- eral classifications. In one of its earliest decisions, Pyle and Sons v. 8. T. V. and G. Ry. Co., the Commis- sion stated: ‘‘One of the many embarrassments con- nected with transportation of freight by railroads con- 4Dunp, S. O., “Uniform Classification,” Railroad Age Gazette (Sept. 3, 1909), 414. 76 | FREIGHT CLASSIFICATION sists in the fact that there is such a lack of uniformity in the classifications of freight found in the different portions of the country.’’® The carriers proceeded to make an attempt to adopt a uniform classification. Soon after the Act was passed, representatives of both the eastern and western lines met in conference to see what could be done in the way of unifying the Official and the Western classifications, but traffic disagreements that ended in rate wars prevented any progress from being made. In the following year, Congress showed its disposition in the matter by a resolution of the House of Representatives to the effect that the Interstate Com- merce Commission should prescribe a uniform classifica- _ tion by January 1, 1889. By the end of the year, the railways had selected a standing committee of sixteen members, two from each of the eight associations.® A great deal of work was done by this committee, but the difficulty of the problem it had to solve is indicated by the withdrawal of the western representatives from its membership. The remainder of the committee con- tinued the work, and, finally, in June, 1890, recommended a classification based on eleven main classes plus five multiple first-class divisions. Dissensions again de- veloped as the Trunk Line Association withheld its approval. A subsequent recommendation, based on eight classes, was opposed both by that association and the Southern Railway and Steamship Association.’ The opposition of the trunk lines seems to have been 531 1.C. C. Rep., 465; 1 I. C. Rep., 767. 6 Annual Report, I. C. C., 1897, 63. 7Dunn, S. O., Uniform Classification, Railroad Age Gazette (Sept. 3, 1909), 414. UNIFORM CLASSIFICATION 77 based, in part, upon objectionable features in the pro- posed organization that was to have control of the new classification. They thought it unfair that they should be represented upon the proposed classification board by but six out of twenty-two members, when they were carrying three-fourths of the through tonnage of the country. They objected also that the new scheme gave final powers to the chairman and the board, whereas, under the existing system, the board simply made recom- mendations which were subject to the approval of the railroads. There was also a feeling that the time had not yet arrived when consolidation was desirable, that the needs of the three classification territories were still distinct enough to justify and demand different treat- ment in classification.® In view of the steady interest that has been main-— tained in the matter of uniform classification, and the likelihood of further action, a word or two in description of the organization of the supervisory board recom- mended in the report of 1890 by the uniform classifi- cation committee may not be out of place. The board of uniform classification, made up of members from the various classification districts, was to be given power to make final decisions by a vote of two-thirds of its membership. In addition to the general chairman, there was to be in each classification territory a district chairman, through whom applications for relief were to be presented to the board. Recommendations as to the ratings to be given new or analogous commodities were to be made to the board jointly by these district chair- 8 Annual Report, I. C. C., 1897, 64. 78 FREIGHT CLASSIFICATION - men, and, further, required the approval of the chairman, the board being entitled to review the same if it so desired.?® The lack of success of the Uniform Classification Com- mittee was disappointing .to the Interstate Commerce Commission because of its strong and persistent advocacy of uniformity, and, feeling now that persuasion was use- less, it reported to Congress, in December, 1891, that it did not feel justified in asking for the further efforts of the carriers ‘‘the same measure of indulgence’’ which, from time to time, it had previously suggested should be extended to them. Accordingly the Commission urged that legislation be enacted which should compel the rail- roads to adopt a uniform classification within one year, or, in default of such action, should authorize the Com- mission or some other public authority to do so.’° In annual report after annual report, this attitude was stead- fastly maintained, strong support being given by the National Convention of Railroad Commissioners. Finally, the railroads took up the problem again. A committee of fifteen traffic officers, five from each classi- — fication territory, was appointed in 1907, and reported on March 31, 1908. While this committee failed to agree with the Commission that uniform classification was immediately practicable, it did express itself as of the belief that uniformity could ‘‘ultimately be worked out along intelligent and satisfactory lines.’’ A material improvement in the direction of assimilation of descrip- tion, minimum weights, etc., could be immediately brought about, the committee thought, and to accomplish this it recommended the appointment of a committee to prepare 925 1. C. C. Rep., 456. 10 Annual Report, I. C. C., 1891, 38. UNIFORM CLASSIFICATION 79 uniform rules, descriptions of goods, packing require- ments, and minimum carload weights. Accordingly, in April, 1908, a committee of twenty-one executive traffic officials was selected, which, in turn, organized a working committee of nine men, three from each of the classifica- tion territories, who gave their whole time to the task of revision. Since September, 1908, a great amount of work has been done by this committee on uniform classification. Information has been sought at first hand; numerous con- ferences with shippers have been held. As the committee has reached agreement on the various points considered, recommendations have been made to the classification committees, which have again discussed them in open hearings. Meanwhile, Congress definitely conferred on the Com- mission power to regulate classification. The Hepburn amendment of 1906 had not specifically included control of classification under the powers of that body, though the language of Section 15 might have been regarded as sufficiently broad to cover the point. However, in the Mann-Elkins amendment of 1910, any possible doubt was removed by the provision that ‘‘Whenever, after full hearing * * * , the Commission shall be of opinion that * * * any individual or joint classifica- tions, regulations, or practices * * * are unjust or unreasonable or unjustly discriminatory, or unduly pref- erential or prejudicial or otherwise in violation of any of the provisions of this Act, the Commission is hereby authorized and empowered to determine and prescribe what individual or joint classification, regulation, or practice is just, fair, and reasonable, to be thereafter 11 Dunn, S. O., Uniform Classification, Railroad Age Gazette (Sept. 3, 1909), 415; 25 I. C. C. Rep., 457. 80 FREIGHT CLASSIFICATION followed, and to make an order that the carrier or car- riers shall cease and desist from such violation to the extent to which the Commission finds the same to exist, « * * and shall adopt the classification and shall con- form to and observe the regulation or practice so pre- seribed.’’ In the case of classifications as in that of rates, the Commission was authorized to suspend their going into effect for ten months. Power to establish joint classi- fications was granted. In its report of the December following the passage of the Act, the Commission stated that the uniform classi- fication committee of the railways had made much prog- ress, that substantially all of the rules and regulations of the existing classifications had been unified, that upward of one-third of the articles enumerated had been given a uniform description, and that uniform minimum carload weights had been prescribed for a proportionate number. It would seem, however, that the Commission was impatient with the rate of progress, for, though the carriers were making ‘‘a sincere effort to harmonize as far as possible the conflicting features of the various classifications,’’ it felt that ‘‘the stimulus of requirement should be applied unless satisfactory results at an early date indicate that the desired uniformity will be brought about by voluntary action.’’!? In the next annual report, dated December, 1911, the Commission proceeded to rec- ommend that the carriers should be required to adopt a uniform classification, and that representatives of the Commission should sit in the committee of the carriers preparing the same. As regards this last point, it 1s to be noted that, during 1912, the carriers extended an invi- 12 Annual Report I. C. C., 1910, 8. UNIFORM CLASSIFICATION 81 tation to the Commission to send a representative to meetings of the classification committees.1* 2. Present PropueMs From the text of Commissioner Meyer’s decision ‘‘In the Matter of the Suspension of Western Classification No. 51, I. C. C. No. 9,’’ #4 it is clear that the Commission is quite dissatisfied with the general method of reaching uniformity applied by the Western Classification Com- mittee. Complaint is made that the test of uniformity adopted by the committee is itself variable, being some- times one classification, sometimes another, and again something entirely different from all of them. At the root of this complaint les the obvious feeling of the Commission that the only acceptable method of estab- lishing uniformity is to recast the rules and reorganize the items of freight classification entirely anew, without relationship to existing classifications, except in so far as inherently correct principles happen to have been used in framing the latter. The Commission feels that, in this matter of re-classification, progress is hindered and obstacles to uniformity set up by the determination of the carriers to balance off the charges in such a way as to protect existing revenues.’® ‘‘Classification and revenue,’’ says Commissioner Meyer, ‘‘should be con- sidered independently of each other.’’ There is no doubt that classification revision is persist- ently influenced by revenue considerations. Those con- cerned in the making of ratings are very apt, indeed, to 13 Annual Report, I. C. C., 1911, 7. 1425 I. C. C. Rep., 451. 1525 I. C. C. Rep., 453. 82 FREIGHT CLASSIFICATION keep the tariff and the tonnage report associated in their minds with the classification. A proposal to change an article from first class to second will cause the traffic man- ager to inquire, first of all, how much revenue he will lose thereby; and logic is apt to have to wait upon finance. The more so because in so complicated an act as that of classification construction, the subtlety of the logic may be very refined. After their experience in the Rate Advance Cases of 1910, it is not very surprising that the railroads should feel a reluctance to agree to a general, albeit logi- cal, readjustment of classifications, which might possibly result in lowered revenue unless the class rates were advanced; and there is no power resident in the Com- mission to assure the roads in advance of its approval of specific rates not yet framed. Moreover, any thor- ough-going readjustment is impeded by the fact that par- ticular business enterprises may suffer more or less material dislocation by the changes in ratings involved. Each shipper views such changes in classification from the standpoint of his personal interests, naturally fav- oring a downward movement, and generally opposing an upward. It is inconceivable that any readjustment of classification should be uniformly in the former direc- tion. As the executive committee on uniform classifica- tion reported: It is evident that material advances and reductions would result from unifying ratings in the several territories, the effect of which on (railway) revenue cannot be determined until new rate scales are made to conform to the ratings of a uniform classi- fication, and applied to traffic moving during a representative period of time by individual carriers. As to the effect on trade: There are no statistics available to your committee prepared in such detail as would enable it te UNIFORM CLASSIFICATION 83 determine with accuracy what proportion of the freight traffic of the country is now carried on the basis of classified ratings, but having in mind the fact that through freight rates fre- quently affect trade, it must be apparent that the numerous advances and reductions in rates which would result from a uni- form classification, could not fail to have influence upon the trade conditions of the country, the extent of which could not be determined until new rate scales are made to conform to the ratings of a uniform classification, and the mercantile and indus- trial interests of the country have applied them to their business. With the knowledge derived from three months of earnest work, exhaustive investigation, and thorough discussion, your committee expresses the belief that while establishment of a uni- form classification is impracticable at this time, it can ultimately be worked out along intelligent and satisfactory lines.1® The difficulties of readjustment were amply illustrated in the hearings before the Western Classification Com- mittee prior to the publication of Western Classification No. 51. The tardiness of the railways in bringing about the simplification contemplated in the appointment of the uniform classification committee of 1907 must not-be too hastily ascribed to neglect or wilfulness. The Commis- sion feels no doubt that it has exercised a great deal of patience in the matter, and that further delay is inexcus- able. A quarter of a century of urgent messages to Con- gress without attaining the end in view would be suffi- cient, no doubt, to irritate any administrative body. The progress made towards unification during the few years prior to the enactment of the Interstate Commerce Law of 1887 was so substantial that the Commission assumed at once that a single classification was well on the way towards accomplishment. It is likely that in 1887 it 16 Railroad Age Gazette (Sept. 3, 1909), 415. 84. FREIGHT CLASSIFICATION had. hardly realized the seriousness of the obstacles in the way of this. | Before dismissing the problem of uniform classifica- tion, a brief reference to certain general differences of construction may be of advantage. Attention has been directed already to the differences in the rules. There is a point in connection with the assignment of items to certain classes which deserves notice here. At present, shipments governed by the Western Classification are not classed lower than fourth class when shipped in less- than-carload quantities. In the Official Classification, a very small per cent of such shipments are classed at lower than fourth class, while, in the Southern Classi- fication, almost one-third of the less-than-carload ship- ments is in the fifth and lower classes. To harmonize : these differences is a problem of the greatest difficulty. With the aid of the Uniform Classification Committee the classification committees are working towards its solution. | The descriptions contained in the three major classifi- cations, Official, Western, and Southern, are rapidly becoming uniform. An examination of the classifications shows that the descriptions contained therein are of Uniform Classifica- tion Committee origin to the extent indicated below: Oficial CIM eBTION vay. ce se peeves 72 per cent Wester: SU BemCation ae. ic oie. Bes 85 per cent Southern Classification ....5........0.. 82.5 per cent Furthermore, the Uniform Committee has recom- mended uniformity covering 33 rules, 18 of which have been embodied in the Official Classification, 26 in the Western Classification, and 27 in the Southern Classifi- cation. A recent report of the committee says: y ' UNIFORM CLASSIFICATION 85 In addition to the changes recommended by the Uniform Com- mittee, a great many other changes are necessary, arising from the currently changing commercial and traffic requirements. The inclusion of both of these classes of changes in the new classifica- tion publications has been found to be somewhat burdensome to shippers and to transportation companies in that the number and character of the changes are greater than can be readily adjusted to business and shipping requirements. The committee says that as rapid progress as possible toward the completion of a general uniform freight classification is being made, and that it is evident that the changes are now being published as rapidly as commerce can conveniently be adjusted to them. To secure uniformity in the three territorial classifica- tions requires that they be remodeled in five different respects, viz., (1) description of items, (2) rules and regulations, (3) minimum carload weights, (4), number and designation of class divisions, and (5) assign- ment of items to these divisions. Much has been done towards unification of the rules and of description of items. Greater correspondence in the minimum carload weights is apparent. But the final step, the adoption of identical divisions, containing identical items, is the diffi- cult part of the problem of uniformity. Of course, this assimilation of the class divisions of the three classifica- tions would not necessarily mean an identity of rates; the railways in the eastern, southern, and western sections of the country would still be able to fix both the general level of class rates and the relation of the classes with a cer- tain regard to the business needs of their particular sec- tions. But the inconvenience that would result would probably cause an insistent demand for special treatment, and the simplification of classification would seem to lead inevitably to a complexity of commodity tariffs. Of late years, the annual number of commodity tariffs 86 FREIGHT CLASSIFICATION has decreased, but, when extensive classifications were first employed, there developed at the same time a con- siderable number of exceptional tariffs. If this was true of unification within the smaller areas of the present interstate classifications, it is more than likely that the unification of these classifications into a single one would give rise to an amazing litter of exceptional ratings and commodity tariffs. The larger the area of application of a classification, the less flexible it can be and, therefore, the more urgent the demand for exceptional treatment. The increase of simplicity in class tariffs brought about by uniform classification would be apt to be counter-bal- anced by an increase of complexity in commodity tariffs. Perhaps the most feasible method of constructing a uni- form classification would be to base the grouping of each item upon that of the classification in whose area its traffic importance happened to be the greatest, the needs of other areas being taken care of by commodity tariffs. Such a method of procedure would enable the change to be made with the minimum amount of disturbance to existing business relations. But one may be permitted to express a doubt as to whether the change would be worth the trouble. The mere labor of overhauling the classifications, involving the reconsideration of the tariffs interlocked with them,!7 would be enormous. The gain in simplicity over the rate system as a whole would be ques- tionable. Of course, such complications as at present occur in the case of traffic passing from one territory to another would disappear, but it is not at all clear that the discriminations associated with these inter-classifi- eation arrangements would not be largely continued by 17 Ripley, W. Z., Railroads: Rates and Regulation, 347. UNIFORM CLASSIFICATION 87 the aid of special tariffs. In any case, in so far as the discriminations are unreasonable, they are subject under the existing system to the control of the regulating authorities. The writer does not mean to take the position that existing classification arrangements are beyond criticism. There is reason, perhaps, to doubt whether such unifi- cation as has taken place in the past has always been based upon adequate consideration of economic equity, whether particular interests have not been over-ridden, whether the prosperity of some districts has not been arti- ficially promoted at the expense of others. Even the geographical adjustment of the established classification territories might be challenged. It is easy to take for granted the economic justification of such a classification as the Western, yet a brief survey of the extremely varied commercial and industrial conditions of the extensive territory west of the Illinois-Indiana State Line and the Mississippi River south of Cairo, Ill., readily gives rise to a query as to the adaptability of a single classification to such a variety of conditions, and it has been made adaptable only by the device of exceptions. In each of the present classification territories, districts of more or less marked industrial differentiation have been treated alike for the purposes of classification. But in spite of inconsistencies, of indefensible differences, be- tween one classification and another, of unduly complex applications, the system as a whole appears to have been brought, by experiment, to a certain degree of agreement with actual economic conditions. The classifications as originally framed may have been crude and arbitrary but time and experience have enabled them to be fairly well adjusted to their business environments, and business arrangements have been built upon them as a basis. This 88 FREIGHT CLASSIFICATION process of adjustment has lessened considerably the original shortcomings of the system. During the past five years, the influence of the Interstate Commerce Commission has been exerted to induce the railways to overhaul the respective classifications more critically than ever, excising unnecessary differences. There is reason to hope that, gradually, some of the more com- plicated applications may be simplified out of existence. As the country becomes more thickly populated, economic relations more closely interwoven, greater similarity of industrial conditions is likely to develop even in this wide land, and thereby the way made clear for a further appli- cation of the principle of uniformity in classification practice, without incurring the evil of an excessive resort to exceptional ratings. 3. Harty Untrormity PRoBABLE The trend of events, however, indicates that this grad- ual evolution of uniformity will not take place. The rail- ways will probably be compelled to adopt a uniform classification within a very few years. The whole proc- ess of adjustment will have to be gone over again, unless the Commission and the railways become endued with the wisdom of the gods enabling them to see in advance the many points of friction that can possibly arise out of a new consolidated classification. Numerous business relations will be likely to be kept in a state of greater or less disturbance until, again, time and experience have demonstrated the conditions favorable to a state of rest. The immediate gain to be secured from a single classifi- cation may seem very definite. The writer is of the opinion that it has been over-estimated, and that the possibilities of simplification of the present tri-partite system have been under-estimated. He feels that the UNIFORM CLASSIFICATION 89 varying industrial conditions of the country still favor adherence to the existing plan in its main features; he fears that the imposition of a made-to-order uniform classification would bring with it grave risk of a mal- adjustment, the insidious effects of which would be all the more serious because a clear vision of the same would be readily obscured by the complexity of economic action and reaction. On the other hand, it is a weighty argument in favor of the change that for twenty-five years the Inter- state Commerce Commission has steadily maintained its desirability. This is shown very clearly in the various utterances of that body, a summary of which we take pleasure in quoting from the decision concerning Western Classification No. 51, to which reference has been made on several preceding pages. The quotation will conclude the present chapter. Speaking for the Commission, Mr. B. H. Meyer says: In its first annual report, 1887, this Commission commended the work of the roads in reducing the number of classifications as ‘extremely important and useful,’’ but emphasized the necessity of a single classification for the entire country. Repeated men- tion of the importance of unification was made by the Commis; © sion in its succeeding annual reports. Its desirability was recog- nized and urged again and again by state railroad commission- ers assembled in their annual conventions, by shippers’ organiza- tions throughout the country, and by railroad officials themselves. After the act took effect, unjust discriminations and other grievances, resulting from disagreeing classifications, were among the first complaints requiring investigation. In Pyle & Sons v. E.T.V.& G. Ry. Co., 11. C. C., 465, the Commission said: One of the many embarrassments connected with transportation of freight by railroads consists in the fact that there is such a lack of uniformity in the classifications of freight found in the different por- tions of the country. In another case where the Commission was called upon to 90 FREIGHT CLASSIFICATION investigate classifications it was declared (referred to on page 55 of the seventh annual report, 1893)— The inconsistencies in the treatment of such shipments by different carriers under different classifications, and frequently by the same earriers where different classifications are used for different destina- tions, have been a source of constant annoyance to the community, and have constituted one of the little things the multiplication of which has tended to create and intensify a feeling of irritation against railroads and their managers. The whole matter is in a state of elaborate and unjustifiable confusion. In its seventh annual report to Congress, 1893, page 55, the Commission declared : Our experience in making investigations and administering the law affords many illustrations of the confusion and injustice which comes as the direct effect of a varying, diverse, and conflicting arrangement. The field of interchange of products has so extended that the products of every section reach the markets of every other section of the country. The margin of profit upon all is so narrow that an error in rates as the result of differing classification takes away profits and brings vexations and losses. In its eleventh annual report, 1897, page 70, the Commission said: That the present diversity results in many discriminations and losses can not be doubted, and there is no single step that may be taken by the carriers wkich will go so far to secure the establishment of stable rates as the adoption of a single and comparatively fixed classification. These are but a few of the many declarations the Commis- sion has made upon this subject. As often as it has had occasion to refer to the subject of a uniform basis for rate schedules over the whole country, whether in annual reports, opinions rendered, correspondence had, or personal conferences, it has not failed to emphasize the importance and indeed the necessity for such uniformity. It has been the opinion of the Commission from the begin- ning that the work of unification could best be undertaken by the carriers themselves. During the early years when the move- ment toward uniformity seemed to give promise for the estab- lishment of a single classification for the entire country, the Commission was quite insistent that the railroads should not be interfered with in the work. In its second annual report, 1888, in summing up its conclusions on this subject, the Commission said ; UNIFORM CLASSIFICATION 91 So long as carriers appear to be laboring toward unification with reasonable diligence and in good faith it is better that they should be encouraged and stimulated to continue their efforts than that the work should be taken out of their hands. The Commission comments as follows, in its fifth annual report, 1891, page 28, upon the resolution offered in Congress in 1888: The failure of this resolution to pass the Senate was a circumstance which the Commission did not regret, since it appeared then, as it does now, that the action desired could be taken by the railway authorities themselves, if they could within any reasonable time be induced to act, with much less risk of injury to the financial interests of the carriers and of the public than would attend the efforts of the Commission or any other public agency to establish a uniform classification, In its attitude toward the proposed uniform classification of 1890 the Commission was extremely liberal, as is evidenced by the following extracts from its annual report of that year: For a considerable period, therefore, after the new classification shall be given effect it must be expected that modifications will from time to time be made as the practical application to the business of the country shall make plain the necessity or the justice of changes. It is also to be expected that many objections will go beyond criticism of particular features and that those who have insisted from the first that uniform classification was impracticable will not immediately cease from urging that view warmly and earnestly, so that possibly it may appear for a time as if the business public condemned the work. But temporary opposition of at least the interests affected is a necessary attendant upon any considerable reform in railway service, and the agreement upon a uniform classification, however defective the work may at first appear to be, is of itself, as the Commission believes, in Some sense a reform, because it brings the carriers together on a com- mon platform and fixes in the minds of managers the fact that the question involved is no longer one of making a common classification but of perfecting it. For reasons stated in the report, and which would be obvious with- out stating, it is but reasonable and just to the carriers endeavoring to effect this reform that great patience on the part of the people be invoked while the new classification is being put in force and is having its first effect on the business of the country. It is very plain that large numbers of shippers, and to some extent whole sections of the country, must be disappointed in the rating of their articles, and that many interests must for a time necessarily sacrifice something to the general good. Any such work is only accomplished by numerous com- promises of divergent interests, and it is reasonably to be expected that there will be found in every section of the country those who believe 92 FREIGHT CLASSIFICATION that the changes have been made in the wrong direction, with the con- sequent result that their own interests suffer from the modi- fications in classification which injure where they should have helped them. All such complaints will no doubt have due attention, but when the work is perfected and the business of the country has had time to adapt itself to uniform classification, there is every reason to believe the advantages to the country at large and to business interests in every section will be so great and so obvious as to compel universal acknowledgement. Upon the failure of adoption of the uniform classification proposed in 1890, the Commission, in its fifth annual report, 1891, stated that: ‘‘It does not feel justified in asking for further efforts of the carriers the same measure of indulgence which from time to time it has heretofore suggested should be extended to them, and which was thought to be required in the public inter- est,’’ and recommended to Congress the passage of an act ‘‘requir- ing the adoption within one year from the date of its passage of a uniform classification of freight by the carriers subject to the act to regulate commerce, and providing that if the same be not adopted within the time limited, either this Commission or some other public authority be required to adopt and enforce a uni- form classification.’’ It has been the attitude not only of the Commission, but also of state railroad commissioners, as expressed in resolutions adopted at their annual conventions, and of ship- pers, that the country can not without legislative inducement expect uniformity within a reasonable time as the result of volun- tary action of railway officials. This Commission has, however, continued to be of the opinion that the practical experience of the carriers gives them a special fitness for the task. Thus we find the following expression by the Commission in its eleventh annual report, 1897, pages 68 and 69: It is evident that the carriers themselves, by mutual concessions and through voluntary and harmonious action, can accomplish this reform with much less loss, embarrassment, and friction than will pre- sumably result if Congress or some delegated tribunal establishes a class- ification for them: It was therefore with distinct interest and satisfaction that the Commission noted the definite steps recently taken by carriers to establish a standard classification which should take the place of the existing separate classifications. After commenting upon the work done in revising rules, regulations, and descriptions, the Commission, in its annual report for 1910, says: UNIFORM CLASSIFICATION 93 The question of determining a uniform number of classes for rate assignments is recognized as a more difficult and intricate problem, and it is realized that a somewhat longer time will be necessary for consid- eration and adjustment to this feature of uniformity. It was thought proper by the Commission to suggest to the carriers that as rapidly as any of the features of uniformity were determined upon by the uniform committee the same should be incorporated in the existing classifications, as under this plan an increasing degree of uniformity may be gradually accomplished. The Commission has always realized that the difficulties and work connected with the establishment of a uniform classifica- tion, or even approximating a uniform classification, are very great. It has constantly been recognized that the final adjust- ment of a uniform classification must necessarily be the arrange- ment of a great number of compromises. On pages 32 and 33 of its fourth annual report, 1890, the Commission said: It was perfectly obvious that the merging could not be effected by the voluntary action of the railroad authorities which had made the classification without very great concessions being made on every side— concessions the necessary effect of which must be, while lowering the relative rates upon some articles of commerce, to very considerably increase them upon others. Not only would the roads be affected thereby, but every section of the country would of necessity be com- pelled to resign something of the advantage which before it has enjoyed in respect to its special products or industries; and it could not be expected to assent to this willingly until it should be made to see that adequate compensation was made in other directions, It would not be enough that the completion of such a work could plainly be seen to be of national importance and politic and useful for the people as a whole, but it must also be evident to any particular section that it lost nothing by its accomplishment. Even when this was obvious, the local interests unfavorably affected by the unification must be expected to oppose it vigorously. On the other hand the Commission has said In re Advances in Rates on Locomotives and. Tenders, 21 I. C. C., 103: While every effort conducive to uniformity of classification is to be commended, it does not follow that that result should be attained by accepting as a standard a classification prescribing a rate which when applied to a given commodity or territory becomes unreasonable. It was further recognized by the Commission that: When unification is finally accomplished, whether by the voluntary action of the carriers themselves or as a result of compulsory legis- 94 FREIGHT CLASSIFICATION lation, there must be a transition period while the country is being familiarized with it when some degree of embarrassment and dissatis- faction is to be expected and when large demands will be made upon the patience and forbearance of the general public while business is adapting itself to the working of the new order of things. [Fifth annual report, 1891, page 34.] Although recognizing that there are great difficulties to be overcome, the Commission has constantly maintained the view that unification is practical. That this is entirely ‘practicable is demonstrated by the great ad- vance which has already been made toward uniformity, and by the _ fact that such progress could not have been attained without the subordination of business and carrying interests in various localities to the commercial and transportation conveniences of the country at large. The accomplishment of uniform classification involves only a continuance of the wor’ upon the line of rendering individual interest and local advantage subservient to the general welfare. That this will not require any real sacrifice or injury is proven by the absence of any proposition to retrace a single step in the work which has been done toward securing uniformity; on the contrary, all interested parties concede the great desirability, and most commercial interests urge the necessity of a single freight classification. [Eighth annual report, 1894, page 35.] In its eleventh annual report, 1897, page 67, the Commission Says: But these difficulties are not insurmountable to men of long expe- rience in work of this sort, and it is believed that the great mass of freight articles could be fairly grouped by them in a single classification. They would take into account whether commodities were crude, rough, or finished; liquid or dry; knocked down or set up; loose or in bulk, nested or in boxes, or otherwise packed; if vegetables, whether green or dry; desiccated or evaporated; the market value and shipper’s repre- sentations as to their character; the cost of service, length and direc- tion of haul; the season and manner of shipment; the space occupied and weight; whether in carload or less-than-carload lots; the volume of annual shipments to be calculated on; the sort of car required, whether flat, gondola, box, tank, or special; whether ice or heat must be furnished ; the speed of trains necessary for perishable or otherwise rush goods; the risk of handling, either to the goods themselves or other property; the weights, actual and estimated; the carrier’s risk or owner’s release from damage or loss. All these circumstances, bewilder- ing as they appear to a layman, are comparatively simple to the expert; and the considerations which have retarded the adoption of a uniform classification have had little to do with difficulties of this description.1s 1825 I. C. C. Rep., 459-64. CHAPTER IX PRINCIPLES OF FREIGHT CLASSIFICATION 1. Cartoap v. Less-T'Han-Caruoap Lots (a) Special Ratings for Carloads Allowed One of the most obvious features of a freight classifica- tion is the application of its ratings to both carload and less-than-carload consignments. Early in its history, the Interstate Commerce Commission went on record as acknowledging the propriety of special ratings for articles carried in carload lots. Thus in Harvard Co. v. P. R. R. Co., it stated: ‘‘That a reasonable, fair, and just difference may be made in proportion to quantity hauled of the same article in a full carload and in less- than-carload lots, and that respective rates may be charged upon such according to weight is a principle that has been openly recognized by the Commission. That a rate-maker may, and in fact should, take into con- sideration * * * such controlling conditions, in pre- paring a classification, as bulk and space occupied, the weight of the article as compared with its dimensions, its value, whether it can be so loaded into a car as to make a full carload, and whether as a matter of fact, it is hauled in carloads as well as in less than carloads, are each and all true.’’ 1 Obviously, the principle upon which reduced ratings 141.C. C. Rep, 32. 95 96 FREIGHT CLASSIFICATION for carload shipments rest is that of cost of service. The direct costs of transportation are lower for a carload shipment than for a similar volume of the same kind of traffic made up of numerous consignments from several shippers. In general, the loading and unloading facilities required are of the simplest description, and the loading and unloading of the car are at the expense of the shipper and consignee.? On such grounds, current practice justifies the differentiation in rating, but it must be borne in mind that this differentiation can be made only in the most approximate kind of way. For one reason, the interval between the carload and less-than- carload grouping has no significance until interpreted into dollars and cents by the rate schedule. So long as the classification is not associated with a specific rate schedule, there are neither absolute values nor precise relative values attaching to its classes.? Even when so interpreted, since the limitation of the number of groups compels the inclusion, in each group, of commodities appreciably different as regards their convenience of 2 Business Men’s League of St. Louis v. A. T. &€ 8S. F. R, R. Co., 9 I. C. C. Rep., 345.—“The carriers further justify these differentials by difference in cost of service. It is obvious that the actual expense of handling less-than-carload business is greater than it is for car- load traffic. The carload is generally loaded and unloaded by the shipper, while the less-than-carload is handled by the carrier. In the former case there is but one entry for each carload, while in the latter there are from 25 to 150 in case of each car which must be extended upon all books where a minute of the transaction is entered. The expense of providing station facilities is very much greater in the case of less-than-carload than carload business.” 3 That is, if the classification groups be taken as a whole. The groups higher than first class have a definite relation to the first class, of course, and such a rule as No. 25 or No. 26 of the Official Classification establishes a relation between the groups immediately concerned, PRINCIPLES 97 movement by the carrier, the specific rate ultimately applied to the group by the rate schedule can be no more than an average, and, at that, largely estimated because of the peculiar intricacy of operating expendi- tures. | If the reduced operating costs of the carrier constitute a justification of the low ratings assigned to carload ship- ments, why should not the principle be carried out to a logical completion and still lower ratings be granted to commodities shipped in trainloads? Should a train- load consist of cars destined to various points and there- fore required to be reclassified in the freight yards, the reduction of operating costs is not sufficiently great, perhaps, to justify a difference in rating, but where the trainload is billed to a single consignee at one point of delivery there is unquestionably a very appreciable saving to the carrier in the expenses of handling the same. Cost- of-service considerations are overruled and trainload ratings refused, however, on the ground that they would be opposed to public welfare in that they would facilitate the control of industries, in which such shipments were practicable, by a few large concerns, and consequently give rise to monopolistic agreements unfavorable to the consumer. But even single carload ratings have favored the large concern as against the small one, the difference being only one of degree. The domination of the large business does not appear to be lessened materially by the present system; possibly its development would pro- eeed more rapidly in the future were trainload rates operative. 7 A classification without any carload ratings is con- eeivable. If public welfare is a sufficiently important consideration to overrule adjustment to cost of service, 98 FREIGHT CLASSIFICATION 1 is such welfare best served by a carload system or by an - any-quantity system of ratings? The total revenue of the carriers being assumed to remain undisturbed, the any-quantity ratings would le between the present less- than-carload and ecarload ratings. Wholesale distribu- tion would be discouraged, retail encouraged. The com- petition of the small producer with the large one would be stimulated. The jobber whose present business is built upon his ability to take advantage of a carload rate to his own town, thence distributing locally by less- than-carload consignments, would suffer, his business falling partly into the hands of the manufacturers themselves who would tend to assume, more largely, the distribution of their own products, and partly into the hands of the jobbers at the points of import of foreign goods. On the whole, the disadvantages of this arrange- ment to the country at large would not be compensated by the advantages attributable to the reduction of the number of intermediaries engaged in the work of distri- bution. (b) When a Commodity Entitled to Carload Rating A system allowing carload ratings having been estab- lished, when should a commodity be regarded as entitled to such a rating? An interesting discussion of this point by Commissioner B. H. Meyer is herewith reproduced: We desire here to direct attention to the fundamental ques- tion, ‘‘When is a commodity entitled to a carload rating?’’ Western Classification No. 50 gave mousetraps a carload rating, and No. 51 denies it. No. 50 denied a ecarload rating to caraway seed, and No. 51 grants it. No. 50 granted a ecarload rate on bird seed and No. 51 denies it. In No. 51 there are car- load ratings on shoe pegs and dog-biscuits, while No. 50 contained / PRINCIPLES oo no such ratings. Upon what basis should such questions be decided ? It is apparent that a manufacturer who can ship mouse- traps by the carload has an advantage over the manufacturer who can not do so to the extent of the difference between the carload and the less-than-carload rate minus the cost of loading and unloading. The mousetrap being an article of general use, but restricted volume of demand, can conceivably be manufac- tured in many localities to supply a local market. Shipments by the local manufacturer to nearby distributing points would naturally be in less-than-carload quantities and at less-than-car- load rates. If, now, a distant manufacturer can secure carload rating and ship into this local territory through his jobbers, he may possibly drive the local man out of the field, and to that extent and in this respect, the carload rating leads directly to concentration. On the-other hand, a denial of carload rating on mousetraps might prevent a superior kind of trap from being introduced in territories which are now provided with only an inferior trap, locally manufactured and sold at a high price. Assuming that people are entitled to the best quality of mouse- trap at the lowest price, the conclusion follows that the car- load rating of mousetraps has a tendency to improve the quality of traps and to reduce their price to the users. This is without reference to the desirability of exterminating mice, a considera- tion of which in this connection, would open the door to many controversial fields. The conclusion in which argumentative considerations re- lating to this question reach a point of equilibrium appears to be this, that a carload rating should be established for a com- modity when that commodity can be offered for shipment in carload quantities, unless public interests or other valid consid- erations require the contrary. We have in view primarily the territory affected by Western Classification and the practices heretofore in effect in that territory. It might be suggested that there should be a reasonable prospect of a minimum number of carloads within a certain period of time, but this leads to arbi- trary limitations when such limitations are not inherently neces- sary. Assuming a proper relation between carload and _ less- 100 FREIGHT CLASSIFICATION than-carload rates, the establishment of carload ratings when- ever carload quantities are offered will, we believe, meet the needs of new and growing lines of industry without discrimi- nation. (c) Mimmum Weights The problem of carload rating involves the determina- tion of the minimum weights that shall be regarded as constituting a carload. In a general way, such minima are related to car capacity, so that a lower minimum is established for light and bulky commodities than for heavy. Clearly a discrimination of this kind is neces- sary. the highest carload minimum weight, they are also given a lower rating and, under the terms of Rule 10-C, the highest minimum weight applicable to the highest- classed article (the oranges) must be used. Note particularly that the minimum weight on the oranges is preserved, although the actual weight of the shipment is but 21,000 pounds. In connection with the above, presume that the ship- ment consisted of the following: Actual Wt. Rating Min. Wt. BA atk, 100 Boxes Fruit Juice....... 10,000 1 3 30,000 100 Boxes Oranges ......... 8,000 2 3 24,000 25 Barrels Lemons in Brine. — 5,000 3 D 36,000 RULES AND REGULATIONS 219 Now, in this instance, the fruit juice and the oranges are the highest rated articles, both taking the third-class rate in carloads. The minimum weight, however, for the fruit juice is greater than that established for the oranges; consequently, shipment would now be charged on a basis of 30,000 pounds at the third-class rate. (2) Alternative Carload and Less-Than-Carload Basis. —A shipment consists of Actual Wt. Rating Min. Wt. BOL Us, 140 Cases Canned Corn...... 11,000; (R26. 4 36,000 130 Crates Bamboo Easels... 3,800 D1 2 10,000 110 Barrels Wheat Flour.... 22,000 5 6 40,000 36,800 Here again is involved the use of the alternative rule embodied in Section A. If it were not for this, the shipper would be compelled to pay on the basis of the actual weight, 36,800 pounds at second-class rate. On a movement between points the rates from and to which are AR tr ee es 1 2 3 4 5 6 Rate (in cents) ....... nie: Oe Be OB the charge would be $239.20. The lower basis afforded under the alternative rule is to bill the easels as a less- than-carload shipment at the double first-class rating of $1.50, or $57, and the corn and flour as a carload ship- ment, using the minimum weight (the actual weight being less) provided for the highest-rated article (36,000 pounds for the corn) at the carload rate assigned to that article. This would produce $108, or a total 220 FREIGHT CLASSIFICATION charge on the entire shipment of $165. ooh oe Lee ete steress ss pneqrosep ATasle 7 CaN ae tO? 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Oe ee ds 4 egal ofa 50 ce) oe pepra -o1d aSTMIOYIO SSeTUN UIVAOS 0} S}YSIOM SS01s [VNPV : 89310 G OCI a, e eee ohare ten Bree: 278: Gite te ore er 4 ere Siw Ha a he ie) he 1b, Oe We 0 Te Ne Tee ene ee . . eoever QdTOAUT G 6FI . . ee Ne ee rey ewe OTe 0518p ke Meio) iran One ahake el ae tare nese 67 eee a6 8 e po1Bpooq son[eA ZS O9T ZS G3 09T 2§ a8 oot [°° 9q8teay "LOT Synq 10 Savoy Suxpeoy puw surpeo[yy Z§ St LLI L§ &@ LLI ens Be ee qySteay YQ Surpeoy pue Surpvo[uy) ayn ose gn ee ayn ase mad d ma d ma d ees INELICARSICONN NYAHLNAOG TVIOIIO ponut}u0j—SNOILVOIMISSVT) NUTLSAM ONV NYFHLNOG “IVIOMdO JO SAINY TAMVAVdNO/) TEST QUESTIONS These questions are for the student to use in testing his knowledge of the assignment. The answers are not to be sent to the University. 1. Where are the general rules of the freight classifications to be found? 2. Why is it necessary to be familiar with the general rules of the classifications ? 3. Where may the rules and regulations sometimes be found, that materially modify the application of the general rules? 4, Give the substance of Section 10 of the Act to Regulate Commerce. 5. What, in general, is the work of the inspection bureaus maintained by the carriers? 6. If the representative of the carrier suspects that the ship- ment has not been properly classified, what should he do? 7. Where is the contract between the shipper: and the carrier as to the transportation of goods generally to be found ? 8. What provision is made for the assessing of freight charges when a shipper does not accept the bill of lading conditions ? 9. What is meant by classifying by analogy ? 10. What is meant by the terms ‘‘N. O. S.’’ and ‘‘N. O. I. Be es 11. Why would a shipment described as ‘‘merchandise’’ not be accepted by the carriers? 12. Why would it not be proper to describe a shipment simply as glassware ? 13. What would be the effect of describing a shipment of slate pencils simply as pencils? 14. Discuss ‘briefly the minimum-charge rules of the three classifications. 15. How is a single shipment defined by the Official Classi- fication rules? 16. What is meant by an any-quantity rating, and what has the Interstate Commerce Commission said as to the effect of the application of an any-quantity rating to the business of small shippers ? 17. In which classification are any-quantity ratings most numerous ? 18. What is the intent of Rule 32 of the Official Classification ? 247 { 248 TEST QUESTIONS 19. Why can the charges for a less-than-carload shipment not exceed the charges for a minimum ecarload of the same freight? 20. Where are regulations for reduced rates on returned ship- ments in connection with the Official and Western classifications to be found? , 21. Where are provisions for special rates on fair exhibits published in connection with the Official Classification ? 22. Under the provisions of Rule 25, should the réturned- empty-package rate ordinarily be applied to new meat boxes being shipped from the factory to the packing house, which was to use them for transportation of meat? Give reasons for your answer. 23. If a shipment of acid in carboys has moved by express, could the empty carboys be accorded the returned-empty- package rate? Give reasons for your answer. 24. If the second-class and third-class rates applying between two points are 80 and 60 cents, respectively, what would be the Rule 25 rate? 25. If the third-class and fourth-class rates between two points are 50 and 30 cents, respectively, what would be the Rule 26 rate? 26. What is meant by bulk freight, and why is it not accepted in less-than-carload lots? 27. Under what conditions may an agent accept freight which he thinks is ikely to damage the ordinary equipment of his road ? 28. By whom are the rules relating to the transportation of dangerous articles made? Why is it very important to be familiar with them ? 29. Under what authority might a carrier refuse to accept a shipment of more than ordinary value, and what arrangements might be made to have such a shipment transported by freight? 30. Where are rules as to reduced ratings based on invoice or declared valuation to be found in the Western Classification ? In the Official Classification ? 31. What rule of the Southern Classification would affect a shipment of two cans of fresh milk in hot weather ? 32. If a shipment worth $5 is offered to the carriers and the freight charges will be $15, under what authority could the agent demand prepayment of freight charges? 33. Why is it often important to specify just what ag of packages the shipment is contained in? 34. Under what authority would a railroad agent refuse to accept a shipment contained in crates that the agent did not consider sufficiently strong to carry the shipment to destination ? — 35. Give the substance of the Western Classification rule relative to ratings on articles in packages not specifically men- tioned in the individual items in the classification. FREIGHT CLASSIFICATION 249 36. Why are the requirements of the carriers for the marking of freight of the highest importance to all concerned ? 37. Give briefly the provisions of Rule 3 of the Official Classi- fication. 38. Under what provisions of the classifications might the carrier require a shipper to load an iron girder weighing 3,000 pounds? 39. What provision is made in the Official Classification for the assessing of charges on articles that are too bulky to be loaded into a box car? 40. What provisions are made in the Official Classification for assessing charges on articles that are too long to be loaded in box cars? 41. What is meant by estimated weights and of what value are they in the handling of many kinds of traffic? 42. What is the general meaning of the term ‘‘nested’’? What is its advantage from a transportation standpoint? 43. What is meant by the term ‘‘knocked down’’? 44, Why does the Western Classification make a provision that the charges on an article shipped knocked down should not exceed the charges on the same article set up? 45. If you were shipping two or more parts of a complete article and wished to get the rating applying on each separate part rather than the rating on the complete article, how would you do it? 46. What provision is made in the classifications for the rating of combination articles? 47. Give the substance of the classification rules relative to the definition of ‘‘in the rough’’ and ‘‘in the white.’’ 48. What does the casting process for iron and steel include, as specified in the classification? ~ 49. What is the principal reason that justifies the difference between carload and less-than-carload ratings? 50. What provision is made in a rule of the Western Classi- fication whereby the carriers may charge shippers for loading earload freight? 51. What provisions are made in the classifications against carrier’s agent acting as agent of shippers or consignees in the distribution of carload shipments? 52. What is the work of a forwarding agent? 53. What provisions are made in the Western Classification relative to signing receipts for freight loaded by shippers? 54. What provision is made in the Western Classification rela- tive to disposition of breakable and detachable parts of articles shipped on open cars? 250 TEST QUESTIONS 50. What is the general rule as to loading cars in excess of the marked capacity of the car? 56. In case a carload shipment is not loaded or unloaded within a specified time, what provision is made for assessing charges for the use of the car? 57. With what kind of shipments is it often necessary to have one or more attendants in charge? 58. Why is it often important to be careful to secure a car of a particular size in which to transport a shipment? 59. Mention some kinds of freight requiring special equipment. 60. Give the substance of Rule 29 of the Southern Classification relative to refrigeration charges. 61. Give in brief the requirements of the classification rules relative to the transportation of commodities in heated cars. 62. What provisions are made in the classification relative to the use of lining or flooring in preparing cars for shipment? 63. What is meant by ‘‘dunnage allowance’’? Discuss briefly the requirements of the classifications relative to this subject. 64. How is the net weight of the contents of a car ordinarily obtained ? 65. What provision is made in the Official Classification for weighing lumber and logs for export? 66. Where are the rules of the carriers relative to special services generally found, and what rule of the Southern Classi- fication makes reference to such special regulations ? 67. What has the Interstate Commerce Commission said rela- tive to the establishment of carload ratings? 68. What is meant by the term ‘‘minimum weight’’? 69. How may minimum weights be established ? 70. In what case may it be desirable to pay charges upon the basis of the minimum weight, although the actual weight is less? 71. If no minimum weight is specified in connection with a earload rating in the Official or Southern classifications, where will the minimum weight be found? 72. Where are all minimum weights to be found in the Western Classification ? 73. What is meant by the term ‘‘graduated minimum weight’’ and upon what kind of commodities do these weights apply? 74. Which classification makes provision for decreased mini- mum weights when cars smaller than standard cars are used? 75. How are minimum weights on live stock determined ? 76. Upon what basis are the tariffs of the Southern lines often issued in connection with the transportation of live stock? 77. What kinds of commodities often take a rating per ton instead of a rating per hundred weight ? FREIGHT CLASSIFICATION 201 78. Give briefly the requirements for minimum weight for shipments in tank cars. 79. Discuss briefiy the requirements of the classifications rela- tive to billing of freight in excess of full carloads. 80. Give the substance of Rule 7-A of the Official Classification. 81. Discuss very briefly the provisions of Rule 10 of the Official Classification. 82. If you had two articles to ship subject to the Official Classification, and one of them was not provided with a carload rating, why could it not be shipped in a mixed carload subject to Rule 10? 83. What articles may be shipped in mixed carloads in the Western and Southern classifications? 84. Which classification is most liberal in its requirements as to the billing of mixed carloads? Give reasons for your answer. INDEX Abbreviation of terms, 29-31, 128-29 Acceptance of conditions, 124-27 Act to Regulate Commerce classification under, 5-6 effect of, on uniformity of clas- Sification, 75-76 rules under, 119-246 Advancing charges etc., Agencies, forwarding, 179-80 Agent, authority of, 23-25, 178-79 Analogous articles, 66, 112, 128-29 Any-quantity ratings, 137-38 Application of classifications, 11-12 of exceptions, 48 Articles not specifically 62-64, 128-29 ~—— we extraordinary value, to draymen, indexed, Attendants, free transportation of, 40, 182-83, 7 Bill of lading, 123-28 Bulk as a basis of classification, 7, 95, 112 Bulk freight in less than carload lots, -46 Bulky and inflammable shipments by water lines, 148 Canada eastern, subject to Official Clas- sification in traffic with that territory, 14 has its own classification, 21 Cancellation, notice of, 23 Carload shipments Ore too large for one car, attendants, 182-83 dunnage, 188-89 effect of, on classification, 8, 25- 3 95-108, 134-35, 1387-40, 145- 46, 162, 177-80, 194-95 equipment, 183-87 excess carload, 204-5 ees. an unloading, 8-9, 96, minimum weight, 8, 100-2, 162, 184, 195-202 miscellaneous hoy 191-93 mixed, 103-9, preparing cars aot. 187-88 rules for, 177-22 weighing, 162-64, 190-91 See also Exceptions to classifi- ® cation Cars capacity of, 181, 183-85, eee 204 kinds of, 2, 151, 185- 87, 202-3 must not be overloaded, 181 eer of, for shipment, 252 Castings, 175-76 Central Freight Association publishes exceptions, 35, 38-40 territory, 14 Characters, explanation of, 51-52 Cheap freight, prepayment on, Classification application of, 11-22 articles not specifically indexed, 62-64, -29 a of extraordinary value, bulk as a basis of, 7, 95, 112 bulk freight in less-than-carload lots, 145-46 bulky and _ inflammable — ship- ments by water lines, 148 Canadian, 21 cannot be Poe eee accurate, 96-97, carload and_less-than-carload shipments, 8-9, 25-30, 95-103, 134-35, 137-40, 145-46, 162, 177-227 characters used in, 51-52 committees, 35, 65- competition as a basis of, 9-10, 97-109 cost of service as a basis of, 1-38, 8-9, 95-96, 102-3, 106-12 dangerous articles, 147 exceptions to, 4-5, 8, 31-33, 35- 51, 86-88, 139 filing of, 6 form of, 23-31 general headings, 64, 128- 29 grand, See also Official, Southern, Western harmful shipments, 146-47 index of articles, 25, 52-64 of rules, 51 intrastate, 11, 20-21, 37-38 knocked-down and =~set-up ar- ticles, 29-30, 170-72 list of articles, 25, 52-64 of carriers, 52 Mexican, 21 minimum charges, 135-37 minor. ‘ See Intrastate mixed carloads and eae 57-58, 103-9, 182-33, 212-27 necessity of, 1-5 nesting, 165-70 Official, 138-15, 18-19, 26-28, 35, 41-49, 75, 103-4, 119-246 origin of, 1-6, 71, 110-11 eee S, etrect, Of on, 2-3, 4 25; 12- 109-10, 153- 58, 165-73 See also Exceptions to classifi- cations and INDEX 253 perishable freight, 151, 185-88 posting of, principles of, 1-10, 95-113. ae of classes, 26-29, BOO ES and restricted articles, reduced rates on return ship- ments, etc., 140-42, 187 requests to committees, 65-70 right and duty of making, 5-6 risk as a basis of, 1-8, rules, 119-246 reference to,, 25, 129, 192- 93 size of articles as a noes Of, 160-62, 186-88, 205-1 Southern 15- Ate 19, 26- 29, 35-36, 56, 75, 119-246 special freight, 9 See also Live stock, etc. standard classes, 26- 28, 142-44 state. See Intrastate terms used in, 27-31, 128-29 territories, 11-12 ' See also Territories title page, 23-24 uniform, 71-94 use of, 52-64 value as a basis of, 3, 7, 95, 149- 5 volume of traffic as a basis of, weight as a basis of, 7, 95, 100-2 Western, 11-12, 17- 20, D6, 58, 36- oie 87, 103-7, 119-246 Class tariffs, 4 See also Tariffs Combination articles, 172-73 Committees on classification, 35, for uniformity, 76-81, 84-85, 166-67 on nesting, 167-68 organization of, 65-66 procedure of, 66-70 publish no exceptions, 36 Commodities competition Oe 10 tariffs for, 4-5, 38, 139 See also Classification; Excep- tions to classifications Common carrier, definition of, 2 Common-law liability, 124 Competition, effect of, on classifi- cation, 9-10, 97- ‘109 Containers returned, 142 Contract of shipment, 123-28 Cost of service, 1-3, 8-9, 102-3, 106-12 Cross-indexing, 52-53 95-96, Dangerous articles, 147 Date effective, 23 of issue, 23 Demurrage, 182 Description of property, 130-31 false, 120-22 Direction of traffic, 8 Dunnage, 188-89 Early efforts at classification, 71- ms t ek Exceptions to classification, direction of traffic as a basis of, filing of, 32 form of, 31- = 35-51 general, 40-4 intrastate, 37238 method of making, 38-40 natural result of uniformity in classification, 86-88 Official Classification, 35, 41-49 purpose of, 38 aac Classification; 3d... 36, Western Classification, 36-37, 52 See also Classification Fair exhibits, 141-42, 207 Filing of agent’s authority, 23-25 of classifications, of exceptions, 32 Form of classifications, 23-31 of committee dockets, 68-70 of commodity tariffs, 33, 52-64 of exceptions, 31-32, 35- 5 of requests to committees, 67-68 Freight classification. See Classifi- cation General headings, 64, 128-29 Gondolas, 2, 189 Grand classifications, 11 See also Official, Southern, and Western classifications Harmful shipments, 146-47 Index of articles, 25, 52-64 of rules, 51 Inspection of property, for, 122-23, 164 Interstate Commerce Commission Bureau of Prosecutions, 121 efforts of, to bring about a uni- form classification, 75-94 a of agent’s authority with, bureaus filing of classification with, 6 number, 23 on carload shipments, 95, 194 on classification, 110, 113 on mixed carloads, 106-9 on nesting, 167-70 on packing, 109-10 n Vaterancd to rules in tariffs, 192-93 aiQR BAe issuing of exceptions, Intrastate classifications, 11, 20-21 exceptions in, 37-3 Ree articles, 29-30, 170- Law. See Act to Regulate Com- merce Less-than-carload shipments, effect of, on classification, 8-9, 25- 30, 95-103, 184-35, 137-40, 145- 46, 162, 177- 80, 194-95 See also Carload shipments; Exceptions to classifications Lists of articles, 25, 52-64 of carriers, 52 254 Live stock ears for, 2, 9, 185 return of, 191-92 rules for, 149 Loading and unloading, 139-40, 160, 177-82 8-9, 96, Marking of freight, 158-60, 205 Meyer, B. H. on carload ratings, 102-3 on uniformity, 81, 89-94 Minimum charges, 135-37 increase for non-acceptance of conditions, 127 weights. See Carload shipments; Cars, capacity of Minor classifications. See Intra- state classifications Mixed carloads, 103-9, 212-27 in Official Classification, 213-21 in Southern Classification, 225-27 in Western Classification, 221-25 Mixed shipments, 56-57, 103-9, 1382- 33, 212-27 Necessity of classification, 1-5 Nesting, 165-70 New England Territory, exceptions to classification in, Official Classification adoption of, classes in, 26-28, 143 committee, 65 exceptions in, 35, 41-49 mixed carloads in, 103-4 number of items in, 72 rules of, 119-246 territory described, 138-15, 18-19 Ohio River Crossings, 16 Order bills of lading, 127-28 Origin of classification, 1-6, 71 Packing effect of, on classification, 2-3, 7, a 72-73, 109-10, 153-58, 165- of mixed shipments, 132-33 See also Classification; Excep- tions to classifications Parts or pieces of an article, 172-73 Penalties for breaking rules on shipment of dangerous articles, 147 for false descriptions of ship- ments, 120-21 for incomplete descriptions of shipments, 130-31 Perishable freight, 151, 185-88 Posting of classifications, 6 gibi 2 tak on cheap freight, 151- Principles es classification, 1-10, Problems of unification, 81-88 Progression of classes, 26-29, 142- 44 eh or restricted articles, Prospect of unification, 88-94 Rates. See Classification; Tariffs Rating. See Classification Reduced rates on return shipments, ete., 140-42, 187 Requests for ratings, 65-70 INDEX Right and duty of making classifi- cations, 5-6 Risk as a basis of classification, 7-8, 9, 105, q Rules iat ica classes, 26-28, 142- general discussion of, 119-246 importance of, 119-20 miscellaneous, 191-93 on carload shipments, 177-227 on carload v. less-than-carload shipments, 194-211 on castings, 175-76 on combination articles, 173 on Soe of charges, 132- on conditions of shipment, 119-31 on demurrage, 18 on dunnage, 188-89 on equipment, 183-87 on knockKed-down and set-up ar- ticles, 170-72 | on large articles, 160-62, 205-11 on loading and unloading, 177-81 on marking, 158-60 on mixed carloads, 212-27 on nesting, 165-70 on packing, 1538-58 on parts or pieces, 172-73 on LY oe ei cars for shipment, on prohibited and restricted ar- ticles, 145-52 on transportation of attendants, 182-83 on unfinished articles, 173-75 on weighing, 162-64, 190-91 reference to, 25, 119, 192-93 table of, 228-29 uniformity, lack of, in, 120, 192 See also Classification Set-up articles, 29-30, 170-72 Size of articles as a basis of clas- sification, 160-62, 205-11 Southern Classification adoption of, 75 classes in, 26-29 committee, 65-66 exception in, 36, 50 number of items in, 72 rules of, 119-246 territory described, 15-17, 19 Special freight, See also Live stock, ete. Standard classes, 26-28, 142.44 See also Classification State classifications. See Intrastate classifications Tariffs class, 4, 139. tion commodity, 4-5, 38, 139 definition of, 4 fix application of classifications See also Classifica- and exceptions, 12-13, 21-22, 36, 41, 48 originally combined with clas- sifications, reference to rules in, 192-93 Terms used in classifications, 29- 31, 128-29 Territories application of classifications not confined to, 11-12 Central Freight Association, 14 INDEX 299 defined and described, 11-22 Official Classification, 13-15, 18-19 Southern Classification, bee ie 11-12, 17- Title page, 23-24 Ton defined, 164 Trainload shipments, 97 Trunk Line Territory, in, exceptions Unfinished articles, 173-75 Uniform bill of lading, 124 Uniformity early efforts toward, 71-81 effect of Act to Regulate Com- merce on, 75-76 — Sig Commission toward, Meyer, B. H., on, 81, 89-94 present problems of, 81-88 prospect of, 88-94 Value of freight, effect of, on clas- sification, = %, 9, 95, 148-57 Virginia Gateways, 16 Volume of traffic, effect of, on clas- sification, 8, Weight as tay of classification, 7, 95, determination of, 162-64, 190-91 estimated, 163-64, 190-91 Western Classification classes in, 26, 28 Committee, 65-66 covers varied conditions, 87 exceptions to classification in, 36- mixed carloads in, 103-7 number of items in, 72 rules of, 119-246 Territory described, 11-12, 17-20 Western Trunk Line Association publishes exceptions, 36 The next section of this treatise is devoted to a reproduction of the rules of the classifications Be, FREIGHT CLASSIFICATION ONE Qe A - SERIES OF TRRATISHS IN. AN, INTERSTATE COMMERCE AND RAILWAY TRAFFIC COURSE ‘ERNEST RITSON DEWSNUP Professor of Railway Administration The University of Illinois JOHN P. CURRAN | _ Of the Central Freight Association _ PART 4 RULES OF THE CLASSIFICATIONS. , (OFFICIAL, WESTERN, AND SOUTHERN) La Salle Extension University _ Chicago ae 894-4 FREIGHT CLASSIFICATION ERNEST RITSON DEWSNUP Professor of Railway Administration The University of Illinois JOHN P. CURRAN Of the Central Freight Association PART 4 LASALLE EXTENSION UNIVERSITY CHICAGO 1917 2-197 ete @. Al D+ Copyright, 1914, 1916 LASALLE EXTENSION UNIVERSITY’ A Denotes Reductions. @ Denotes Increases. + Denotes Changes other than reductions or increases. *« Denotes Additions. (The above are symbols used to indicate changes from the previous publications in effect.) OFFICIAL CLASSIFICATION Unless’ otherwise provided when property is transported subject to the provisions of the Official Classification, the acceptance and use are required, respectively, of the ‘‘ Uniform Bill of Lading’”’ ‘‘Straight’’ or ‘‘Order,’’ ‘‘Export Bill of Lading,’’ ‘‘Uniform Live Stock Contract,’’? ‘‘Contract with man or men in charge of Live Stock,’’ and ‘‘Contract with man or men in charge of property other than Live Stock.”’ RULE 1 [A]. In order that the consignor may have the option of shipping property either subject to the terms and conditions of the Uniform Live Stock Contract with respect to Live Stock, or the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading with respect to other freight, hereinafter set forth or under the liability imposed upon common carriers by the common law and the federal and state statutes applicable thereto, this Official Classification provides’ for different rates and for different forms of Bills of Lading or Uniform Live Stock Contract to be used, respectively; as the consignor may elect to have a limited liability or a common carrier’s liability service. [B]. Unless otherwise provided in this Classification, property will be carried at the reduced rate specified if shipped subject to all the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock Contract. If consignor elects not to accept all the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Contract, as the case may be, he should so notify the agent of the forwarding carrier at the time his property is offered for shipment. If he does not give such notice, it will be understood that he desires his property carried subject to the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock Contract, as the case may be, in order to secure the reduced rate. +[C]. Property carried not subject to all the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock Contract, as the case may be, will be carried at the carrier’s liability, limited only as provided by common law and by the laws of the United States and of the several \states in so far as they apply, but subject to 257 Articles classified subject or not subject to Uniform Bill of Lad- ing Condi- tions. Insurance against Marine Risk. Description of Articles. Fibreboard, Pulpboard, or Straw- board boxes. 258 FREIGHT CLASSIFICATION the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock Contract, as the case may be, in so far as they are not inconsistent with such common carrier’s liability, and the rate charged therefor will be ten per cent (10%) higher (subject to a minimum increase of one (1) cent per one hundred pounds) than the rate charged for property shipped subject to all the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock Contract, as the case may be. (For disposition of fractions see Rule 34.) [D]. When the consignor gives notice to the agent of the forwarding carrier that he elects not to accept all the terms and conditions of the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock - Contract, as the case may be, but desires a common earrier’s liability service at the higher rate charged for that service, the carrier must print, write or stamp upon the Uniform Bill of Lading or Export Bill of Lading or Uniform Live Stock Contract, as the case may be, a clause reading: “In consideration of the higher rate charged, the property herein described will be carried at the carrier’s liability, limited only as provided by law, but subject to the terms and conditions of the Uniform Bill of Lading (Export Bill of Lading or Uniform Live Stock Contract) in so far as they are not inconsistent with such common carrier’s liability.” [E]. The cost of insurance against marine risk will not be assumed by carriers unless specifically provided for in tariffs. (Compare Rule 1 of Southern Classification and Rule 9 of Western Classification.) RULE 2-A Contents of all packages, as near as practicable, must be stated in shipping order and bill of lading. When an article is differently classified when differently prepared or packed, the actual character must be specified, otherwise it will be charged at the highest class named on each article. No shipment will be accepted when designated on the shipping receipt as Merchandise (or “Mdse.”) Sundries, Fancy Goods, P. H. P. (Packing House Products), or Structural Iron or Steel. Shipping orders and bills of lading must specify the number of articles, bundles, packages or pieces of freight offered for less than carload shipments. (No corresponding rule in Western or Southern Classifica- . tion. ) : RULE 2-B Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes. Ratings—See Section 1. Material—See Sections 2, 3, 4 and 5. Construction—See Section 6. Fastening—See Sections 10, 11, 12 and 13. Interior Packing—See Sections 7 and 8. Certificates—See Section 9. Testing—See Rule 2 [F]. +Section 1. (a). Unless otherwise provided, ratings on articles “Boxed” or “In Boxes or Cases” will apply on the same articles in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes, with or without wooden frames, or in Ironbound or Wirebound Fibreboard Boxes, provided the following requirements and specifications are fully complied with: OFFICIAL CLASSIFICATION 209 7(b). Subject to the provisions of Rule 8 [A], Section 2, and unless otherwise provided in separate descriptions of articles, or in the Interstate Commerce Commission Regulations. for the Transportation of Dangerous Articles other than Explosives by Freight (see Rule 30), when the require- ments and specifications of Rule 2 [B] are not fully complied with, the freight rates on articles in Fibreboard, Pulpboard or Double-Faced Corru- gated Strawboard Boxes, with or without wooden frames, or in lronbound or Wirebound Fibreboard Boxes, shall be increased 20% with a minimum increase of 2 cents per 100 pounds above the rates applicable on such articles in boxes that do comply with the requirements and specifications of Rule 2 [B]. For disposition of fractions see Rule 34.) Section 2. (a). Fibreboard or Pulpboard used in making Fibreboard or Pulpboard Boxes, without frames, must be three-ply or more, all plies firmly glued together, the outer ply waterproofed and no single ply less than .016 of an inch in thickness; except that the board forming the inner- most slide of a Triple Slide Box need not be waterproofed nor comply with Mullen Test requirements; and (b). When the combined board is not less than .060 of an inch in thickness, having a resistance of not less than 175 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 60 inches, the gross weight of the box and its contents shall not exceed 40 pounds; or (c). When the combined board is not less than .080 of an inch in thickness, having a resistance of not less than 200 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 65 inches, the gross weight of the box and its contents shall not exceed 65 pounds; or (d). When the combined board is not less than .100 of an inch in thickness, having a resistance of not less than 275 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds. Section 3. (a). Double-Faced Corrugated Strawboard used in making Double-Faced Corrugated Strawboard Boxes, without frames, must be made of corrugated strawboard with outer and inner facings of fibreboard or pulpboard, both facings having proper bending qualities, firmly glued to the corrugated sheet and the outer facing waterproofed, except that the board forming the innermost slide of a Triple Slide Box need not be water- proofed nor comply with Mullen Test requirements; and (b). When the outer facing is not less than .016 of an inch in thick- ness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, and the inner facing is not less than .016 of an inch in thick- ness, having a resistance of not less than 65 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 175 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 60 inches, the gross weight of the box and its contents shall not exceed 40 pounds; or (c). When the outer facing is not less than .018 of an inch in thick- ness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, and the inner facing is not less than .018 of an inch in thick- Specifica- tions for Three-Ply or more Fibreboard or Pulpboard Boxes with- out Frames. Triple Slide Boxes. Weight Limit 40 lbs. Weigh c Limit 65 Ibs. Weight Limit 90 lbs. Specifica- tions for Double-faced Corrugated Strawboard Boxes with- out Frames. Triple Slide Boxes. Weight Limit 40 Ibs. Weight Limit 65 lbs. Weight Limit 90 Ibs. Double Boxes, Weight Limit 90 Ibs. Double Strength Boxes, Weight Limit 90 lbs. Specifica- tion for Single-Ply Fibreboard or Pulpboard Boxes with Wooden Frames. Weight Limit 50 Ibs. Weight Limit 100 Ibs. Weight Limit 200 Ibs. 260 FREIGHT CLASSIFICATION ness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 200 pounds to the square inch, Mullen Test; and the outside dimensions of the box, length, width and depth added, do not exceed 65 inches, the gross weight of the box and its contents shall not exceed 65 pounds; or (d). When the outer facing is not less than .030 of an inch in thick- ness, having a resistance of not less than 135 pounds to the square inch, Mullen Test, and the inner facing is not less than .030 of an inch in thick- ness, having a resistance of not less than 135 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 275 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds; or (e). When two complete Double-Faced Corrugated Strawboard Boxes, one fitted closely inside the other and each box made of Double-Faced Corrugated Strawboard fully complying with the requirements and specifi- cations shown in Section 3 (a) and (b) of this Rule, are used and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds; or (f). When boxes are made of Double Strength Corrugated Strawboard (Double-Faced Corrugated Strawboard and Single-Faced Corrugated Straw- board, glued together so as to make one piece), each facing being not less than .018 of an inch in thickness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 275 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds. Section 4. (a). Single-Ply Fibreboard or Pulpboard used in making Fibreboard or Pulpboard Boxes with wooden frames, must have the outer surface waterproofed; and (b). When the single-ply board is not less than .060 of an inch in thickness, having a resistance of not less than 225 pounds to the square inch, Mullen Test, all edges of the sides, top and bottom of the box being reinforced by a wooden frame made of strips not less than 58 by % inch, or 34 by 1% inches, with cross strips not less than 5% by % inch, or % by 144 inches, and not more than 14 inches apart, the gross weight of the box and its contents shall not exceed 50 pounds; or (c). When the single-ply board is not less than .060 of an inch in thickness, having a resistance of not less than 250 pounds to the square inch, Mullen Test, all edges of the sides, top and bottom of the box being reinforced by a wooden frame made of strips not less than % by 144 inches, or % by 2 inches, with cross strips not less than % by 1% inches, or % by 2 inches, and not more than 14 inches apart, the gross weight of the box and its contents shall not exceed 100 pounds; or (d). When the single-ply board is not less than .080 of an inch in thick- ness, having a resistance of not less than 300 pounds to the square OFFICIAL CLASSIFICATION 261 inch, Mullen Test, all edges of the sides, top and bottom of the box being reinforced by a wooden frame made of strips not less than % by 1% inches, or 58 by 214 inches, with cross strips not less than % by 1% inches, or 54 by 214 inches, and not more than 12 inches apart, the gross weight of the box and its contents shall not exceed 200 pounds. Section 5. (a). Three-ply or more Fibreboard or Pulpboard, or Double- Faced Corrugated Strawboard may be used in the construction of Fibre- board, Pulpboard or Strawboard Boxes with wooden frames, provided: (b). That three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (b), or Double-Faced Corrugated Strawboard as specified in Section 3 (a) and (b), is used in making wooden frame boxes as specified in Section 4 (a) and (b) of this Rule. The gross weight of the box and its contents shall not exceed 50 pounds. (c). That three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (c), or Double-Faced Corrugated Strawboard as specified in Secton 3 (a) and (c), is used in making wooden frame boxes as specified in Section 4 (a) and (c) of this Rule. The gross weight of the box and its contents shall not exceed 100 pounds. (d). That three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (d), or double thickness of Double-Faced Corrugated Strawboard as specified in Section 3 (a) and (b), is used in making wooden frame boxes as specified in Section 4 (a) and (d) of this Rule. The gross weight of the box and its contents shall not exceed 200 pounds. Section 6. (a). Three-ply or more Fibreboard or Pulpboard must be used in the construction of Wirebound Fibreboard Boxes. (b). There must be four wood cleats not less than 44 by 4% inch, with mortised joints, making a tight fitting frame at each end of box. The body must be made in one piece with an overlap of not less than one inch, making a tight joint when closed by twisting the ends of binding wires together. The body must encircle the end frames. The binding wires must be continuous and not more than 8 inches apart. The binding wire at each end must be firmly fastened to each cleat by staples at intervals of not more than 3 inches, driven through the fibre- board and into the cleats. The other wire or wires must be firmly fastened to the board by staples, clinched on the inside and not more than 3 inches apart. {The fibreboard or pulpboard ends must be firmly fastened to the inside of cleats with nails or staples not more than 3 inches apart. +(c). When three-ply or more Fibreboard or Pulpboard, as specified in Section 2 (a) and (b), is used in making Wirebound Fibreboard Boxes and the outside dimensions of the box, length, width and depth added, do not exceed 60 inches, the binding wires shall be not less than No. 16 gauge and the gross weight of the box and its contents shall not exceed 50 pounds. Specifica- tions for Strawboard or Three-Ply or more Fibreboard or Pulpboard Boxes with Wooden Frames. Weight Limit 50 lbs. Weight Limit 100 Ibs. Weight Limit 200 Ibs, Specifica- tions for Wirebound Fibreboard Boxes. Weight Limit 50 Ibs. Weight Limit 100 lbs. Weight Limit 150 Ibs. Specifications for Ironbound Fibreboard Boxes. Weight Limit 50 Ibs. Weight Limit 100 Ibs. Weight Limit 150 lbs. 262 FREIGHT CLASSIFICATION +(d). When three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (c), is used in making Wirebound Fibreboard Boxes and the outside dimensions of the box, length, width and depth added, do not exceed 65 inches, the binding wires shall be not less than No. 16 gauge and the gross weight of the box and its contents shall not exceed 100 pounds. t(e). When three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (d), is used in making Wirebound Fibreboard Boxes and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the binding wire shall be not less than No. 14 gauge, and when the end of the box exceeds 10 inches in width an additional cleat or batten not less than 44 by 43 inch shall be placed vertically at” the center of each end and secured by nails driven through end cleats into the additional cleat or batten, and the gross weight of the box and its contents shall not exceed 150 pounds. (f). Three-ply or more Fibreboard or Pulpboard must be used in the eonstruction of Ironbound Fibreboard Boxes. (g). There must be 4 wood cleats not less than 42 by 1% inch, with mortised joints, making a tight fitting frame at each end of box. The body must be made in one piece with an overlap of not less than one inch, making a tight joint when closed, and must encircle the end frames. The iron bands must be continuous, not less than 34-inch wide, not more than 8 inches apart, and must be firmly fastened to the Fibreboard or Pulpboard by staples clinched on the inside not more than 3 inches apart. The bands at each end must be firmly fastened to each cleat by cement coated nails at intervals of not more than 3 inches driven through the bands and Fibreboard or Pulpboard and into the cleat. Ends of center ‘bands must be securely fastened together. The Fibreboard or Pulpboard ends must be firmly fastened to the inside of cleats with nails or staples, not more than 3 inches apart. (h). When three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (b), is used in making Ironbound Fibreboard Boxes and the outside dimensions of the box, length, width and depth added do not exceed 60 inches, the bands must be not less than No. 29 gauge and the gross weight of the box and contents must not exceed 50 pounds. (i). When three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (c), is used in making Ironbound Fibreboard Boxes and the outside dimensions of the box, length, width and depth added, do not exceed 65 inches, the bands must be not less than No. 27 gauge and the gross weight of the box and its contents must not exceed 100 pounds. (j). When three-ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (d), is used in making Ironbound Fibreboard Boxes and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the bands must be not less than No. 26 gauge, and when the end of the box exceeds 10 inches in width an additional cleat or batten not less than 33 by 1 inch must be placed vertically at the center of each end and secured by nails driven through end cleats into the addi- tional cleat or batten and the gross weight of the box and its contents must not exceed 150 pounds. OFFICIAL CLASSIFICATION 263 Section 7. All articles, except as provided for by Section 8, liable to loss from sifting or leakage must be in cans, cartons or other receptacles, so packed in the box as to completely fill it. Section 8. (a). Glassware, other fragile articles or articles in glass or earthenware, packed in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes. (b). When the gross weight of package exceeds 65 pounds, will not be accepted for transportation. (c). Liquids in glass or earthenware containers, exceeding one quart measure, will not be accepted for transportation in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes, except as provided in Section 8 (d) of this Rule. (d). Liquids in glass or earthenware containers, exceeding one quart measure and not exceeding one gallon capacity, will be accepted in Double-Faced Corrugated Strawboard Boxes when the quantity does not exceed 4 gallons and the gross weight of the box and its contents does not exceed 65 pounds, and yEach such container must be enclosed in a double-faced corrugated strawboard carton and all sides of box must be lined with one piece of double-faced corrugated strawboard properly scored or excelsior lined paper pads; cartons and liners made of corrugated strawboard must have outer and inner facings of fibreboard or pulpboard not less than .016 inch in thickness, both facings having proper bending qualities, firmly glued to the corrugated sheet; inner and outer flaps of cartons and containers must meet or overlap; or y*Each such glass or earthenware container must be enclosed in a scored shell of double-faced corrugated strawboard and all sides of box must be lined with one piece of double-faced corrugated strawboard properly scored or excelsior lined paper pads; the top and bottom of box must also have a liner of double-faced corrugated strawboard or excelsior lined paper pads extending to both sides and ends of the box, placed inside of the flaps; shells and liners made of corrugated strawboard must have outer and inner facings of fibreboard or pulpboard not less than .016 inch in thickness, both facings having proper bending qualities, firmly glued to the corrugated sheet; inner and outer flaps of containers must meet or overlap; or When two complete double-faced corrugated boxes as described in See- tion 3 (a) and (e), of this Rule, or double strength corrugated boxes as described in Section 3 (a) and (f) of this Rule are used, the sides, top and bottom of box need not be lined, but all inner and outer flaps must meet or overlap. +(e). Glassware or other fragile articles, when gross weight of the box and its contents does not exceed 30 pounds, must be enclosed in corrugated strawboard, or in cork lined or excelsior lined paper wrappers or separated by double-faced corrugated strawboard or tight-fitting flexible wooden partitions and so packed in the box as to completely fill it; or Packing Re- quirements Against Sifting. Packing Re- quirements for Glass- ware, other Fragile Arti- cles, or Arti- cles in Glass or Earthen- ware. Weight Limit (Fragile Ar- ticles, etc.) 65 Ibs. Liquids in Glass or Earthenware Containers. Packing Re- quirements for Liquids in Glass or Earthenware Containers, exceeding one quart and not exceeding one gallon capacity. Packing Re- quirements, Fragile Articles, not exceeding 30 Ibs. Packing Re- quirements, Fragile Arti- cles over 30 Ibs., but not exceeding Ibs. Packing Re- quirements, Articles in Glass or Earthenware not exceeding 30 Ibs. Packing Re- quirements, Articles in Glass or Earthenware over 30 lbs, but not exceeding 65 lbs. Packing Re- quirements, Articles in Glass or Earthenware Containers, one pint or less capacity, not exceeding 65 lbs, Liquids in containers exceeding one gallon capacity. Certificate of Box Maker. 264 FREIGHT CLASSIFICATION 7+When gross weight of the box and its contents is over 30 pounds, but not exceeding 65 pounds, must be enclosed in corrugated strawboard, or in cork lined or excelsior lined paper wrappers or separated by double-faced corrugated strawboard, excelsior lined paper wrappers or tight-fitting flexible wooden partitions and so packed in the box as to completely fill it, and all sides, top and bottom of box must be lined with double-faced corrugated strawboard or excelsior lined paper pads unless double corru- gated strawboard boxes as described in Section 3(a) and (e) of this Rule or double strength boxes as described in Section 3 (a) and (f) of this Rule are used. *(f). When articles are in glass or earthenware, and the gross weight of the box and its contents does not exceed 30 pounds, each bottle, jar or similar receptacle must be enclosed in single-faced corrugated strawboard, or in cork lined or excelsior lined paper wrappers and so packed as to completely fill the box, or separated by tight-fitting double-faced corrugated strawboard, excelsior lined paper wrappers or flexible wooden partitions touching all sides, top and bottom of the box. All sides, top and bottom of the box must be lined with double-faced corrugated strawboard or excelsior lined paper pads unless double corrugated strawboard boxes as described in Section 3 (a) and (e) of this Rule or double strength boxes as described in Section 3 (a) and (f) of this Rule are used, or when the inner flaps of boxes meet and the outer flaps meet or overlap 2 inches or more, top and bottom need not be lined; or +When the gross weight of the box and its contents is over 30 pounds, but not exceeding 65 pounds, each bottle, jar or similar receptacle must be separated by tight-fitting double-faced corrugated strawboard, excelsior lined paper wrappers or flexible wooden partitions touching all sides, top and bottom of the box. All sides, top and bottom of box must be lined with double-faced corrugated strawboard or excelsior lined paper pads unless double corrugated strawboard boxes as described in Section 3 (a) and (e) of this Rule or double strength boxes as desc¢ribed.in Section 3 (a) and (f) of this Rule are used; or 3 +When the gross weight of the box and its contents does not exceed 65 pounds and the glass or earthenware containers are of one pint or less capacity, each such container must be enclosed in a carton or wrapper and then enclosed in a second carton which must be completely filled. Contents of the containers in the second carton must not exceed the equiva- lent of six pints. Each second carton must be separated by tight-fitting double-faced, corrugated strawboard, excelsior lined paper wrappers or flexible wooden partitions touching all sides, top and bottom of the box; sides, top and bottom of the box must be lined with double-faced corrugated strawboard or excelsior lined paper pads unless double corrugated straw- board boxes as described in Section 3 (a) and (e) of this Rule or double strength boxes as described in Section 3 (a) and (f) of this Rule are used; when such second cartons are made of double-faced corrugated straw- board and completely fill the box, partitions will not be required, and the sides, top and bottom of the box need not be lined. (g). Liquids in containers exceeding one gallon capacity must not be shipped in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes. Section 9. (a). All Fibreboard, Pulpboard or Double-Faced Corru- gated Strawboard Boxes, with or without wooden frames, or Ironbound or Wirebound Fibreboard Boxes, that are made to conform to the require- ments and specifications of this Rule, must bear certificate of box maker, OFFICIAL CLASSIFICATION 265 labeled, printed or stamped in ink, showing that the boxes do so conform; this certificate to be not less than 244 by 4 inches, and to be a facsimile of the following in form and style of type and wording: (Name and ‘address of box maker, and figures showing thickness, resist- ance, dimension limit and gross weight limit, to be inserted by box maker.) : For Boxes 7 complyin CERTIFICATE OF BOX MAKER with Seo on 20 THIS BOX IS MADE OF THREE PLY OR MORE | a FIBREBOARD OR PULPBOARD, OUTER PLY WATERPROOFED. EM PEN Tico ke INCH. THICKNESS NOT LESS THAN } ComBINED BOARD... “INCH. RESISTANCE (MULLEN TEST): COMBINED BOARD.......... vesseeeeeee LBS, PER SQ. INCH. DIMENSION LIMIT: LENGTH, WIDTH AND DEPTH ADDED....... »sese+-INCHES, ime it SE, fos i eas POUNDS. . Ry IRE ie IIE RD RE EGS e@etes eee SOOO Coeeeesseoe @eeeeseeret eeen % Insert box maker’s name and address. | For naar CERTIFICATE OF BOX MAKER | With Boor THIS BOX (oh tonand : » CE) rai IS MADE OF DOUBLE FACED CORRUGATED STRAWBOARD. « d ) of this THICKNESS { OUTER FACE WATERPROOFED.........INCH. oe NOT LESS THAN 1 INNER FACE..........02cccecceccccceces: INCH. OUTER FACE :........2.: LBS. PER SQ. INCH. avn tee INNER FACE .............LBS. PER SQ. INCH. COMBINED BOARD....... LBS. PER SQ. INCH. DIMENSION LIMIT: LENGTH, WIDTH AND DEPTH ADDED ...... eae ca INCHES, ' CUOSS RICH Te. RE REE POUNDS. Ws cidds Sock cc cbs Ouschewees POPOL HSE HEHOHEHS CHEM EeHesesesees a % Insert box maker's name and address. | For Boxes CERTIFICATE OF BOX MAKER er ae . THIS IS A DOUBLE BOX | tee tarts EACH BOX IS MADE aataepin FACED CORRUGATED this Rule, THICKNESS OUTER FACE WATERPROOFED.. .016 INCH. NOT LESS THAN ( INNER-FACE........ eee ee seeees 016 INCH. a OUTER FACE..........85 LBS. PER SQ. INCH. RESISTANCE INNER FACE.......... 65 LBS. PER SO. INCH. (MULLEN TEST) COMBINED BOARD. .175 LBS. PER 56. INCH. DIMENSION LIMIT: LE NGTH, WIDTH AND DEPTH ADDED........70 INCHES. GROSS WEIGHT LIMIT.............. (ha gieséviiacscte MOeEok LSE A RIGRC EER IOP IE ELIOLIOL eaeve CORO HEH SRE LER SEHSSHOEHEE eee a Insert box maker's name and address. For Double Strength Boxes com- plying with Section 3 (a) and (f) of this Rule. For Single- Ply Fibre- board or Pulpboard Wooden Frame Boxes com- plying with Section 4 of this Rule. For Corru- gated Strawboard Wooden Frame Boxes complying with Section 5 (a), (db) and (c) of this Rule. FREIGHT CLASSIFICATION CERTIFICATE OF BOX MAKER. THIS DOUBLE STRENGTH BOX IS MADE OF DOUBLE FACED CORRUGATED STRAWBOARD AND SINGLE FACED CORRUGATED STRAWBOARD GLUED TOGETHER THICKNESS OF EACH FACING NOT LESS THAN. ..018 INCH OUTER FACE WATERPROOFED RESISTANCE . EACH FACING........85 LBS. PER SQ. INCH (MULLEN TEST) \ COMBINED BOARD. .275 LBS. PER SQ. INCH DIMENSION LIMIT: LENGTH, WIDTH AND DEPTH ADDED.........70 INCHES GROSS WEIGHT LIMIT ite: Rails oeierce's siete eseseeeee-90 POUNDS WMecccvcccccece CO reed HSSOOC COR OCOCLELO CESS Perec eseseseveeses eeveeecsnes % Insert box maker’s name and address. CERTIFICATE OF BOX MAKER THIS WOODEN FRAME BOX IS MADB oo SINGLE PLY FIBREBOARD OR PULPBOARD, UTER SURFACE WATERPROOFED. “THICKNESS. NOT LBSS. THAN 6. cscreeses os cxxiy4ss buy e NOT LESS THAN (COMBINED BOARD. 2. .cccccccvcccceocses ve INCH. RESISTANCE (MULLEN TEST; ' COMBINED BOARD. .......60. ee cernneveees LBS. PER sa. INCH. DIMENSION LIMIT: LENOTH, WIDTH AND DEPTH ADDED............... ee INCHES. END FRAME: STRIPS NOT LESS, THAN........INCH BY.:. sb ce cepeceves INCH. BINDING WIRE........+0.. oer eeceapocceoascececes weevecccees GAUGE. GROSS WEIGHT LIMIT... sscccseceverecererses tee seee -POUNSS, i * eee weer eeeereeeeseeees a eeeece. Le@eeeeseseee @eevee eee eerecee in zklusert box maker's name and address, 267 For Three- Ply or more Fibreboard or Pulpboard Wooden Frame Boxes complying with Section this Rule. For Double Thickness, Double-Faced Corrugated Strawboard Boxes with Wooden Frames com- plying with Section 5 (a) and (da) of this Rule. For Wire- bound Fibre- board Boxes complying with Section 6 of this Rule. For [ron- bound Fibre- board Boxes complying with Section 6 of this Rule. Reference to Rule on Shipping Orders and Bills of Lading. Joint or Seam Con- struction for Fibreboard or Pulpboard Boxes. Lapped Joint or Seam Glued. Lapped Joint or Seam Stitched. Joint or Seam Con- struction for Strawboard Boxes. Outer Joints, Openings or Seams must be tightly closed. 268 FREIGHT CLASSIFICATION CERTIFICATE OF BOX MAKER: THIS IRONBOUND FIBREBOARD BOX IS MADE OP THREE PLY OR MORE-FIBREBOARD OR-“PULPBOARD, OUTER PLY WATERPROOFED. - THICKNESS _ - {BACH Es ay; ih AREER 3 ae cs INCH. - NOT LESS THAN | COMBINED, BOARD ..i..eccueceeeeees soaees INCH. RESISTANCB (MULLEN TEST): ; _ COMBINED BOARD.......,,....ceseeeeeees LBS. PER SQ. INCH. DIMENSION LIMIT: ‘LENGTH, WIDTH AND DEPTH ADDED............ tee INCHES. END FRAMES: Pe ee STRIPS NOT LESS THAN........ ‘NGM: BY . A-12.P. S:-C: Mass. INos 3,2. Sa Co Md. Nos65 bas. .Ge Pas No; 4, Mich RicG, Nor 53, Ohio No. A-16, C. R. C. No. A-303, Ill. P. U. C. No. 40 and Ind. R. C. No. A-50 (issued by E. B. Boyd, Agent), supplements thereto and reissues thereof.§ (See Rule 32 of Western and Southern classifications. ) RULE 5-B In order to entitle a shipment to the carload rate the quantity of freight requisite under the rules to secure such carload rate must be delivered at one forwarding station, in one working day, by one consignor, consigned to one consignee and destination, except that when freight is loaded in cars by consignor, it will be subject to the Car Service Rules and charges of the forwarding railroad. (See Rule 6-A of Western Classification and Rule 19, Section 1 of Southern Classification. ) Railroad agents at forwarding points will not sign shipping receipts bearing the notation “part carload lot” until shipping receipts for the whole carload have been presented and the freight received, in order that bill of lading may be obtained at the carload rate. Only one original bill of lading for the whole carload shall be issued. Railroad agents at forwarding points will not receive property in car- loads for distribution by railroad agents to two or more parties; deliver- ing agents will deliver property only to consignee thereof or te the party or parties presenting consignee’s written order, and will not recognize orders from consignor or consignee providing for distribution of carload shipments among various consignees or calling for split deliveries accord- ing to brands, marks, sizes or other identification of packages, nor will railroad agents at delivering points in any way act as the representative of the consignor or consignee for the distribution of carload shipments. (See Rule 5 of Western Classification and Rule 19, Sections 2, 3, and 4, and Rule 20 of Southern Classification.) *Where the Classification provides for minimum weight of 30,000 Ibs. on articles carried per gross ton, 2,240 Ibs. same as 2,000 Ibs., the mini- mum carload weight will be 15 gross tons; and where minimum weight of 40,000 lIbs., or 50,000 lbs., or 20 or 25 tons is provided for articles carried per gross ton, 2,240 Ibs. same as 2,000 lIbs., the minimum carload weight will be 20 or 25 gross tons, as specified. RULE 5-C Section 1. When carload freight (see Section 7 for exceptions), the authorized minimum weight for which is more than 24,000 Ibs., is received in excess of the quantity that can be loaded in or on one or more cars, the following shall apply. OFFICIAL CLASSIFICATION 283 Section 2. The shipment must be made from one forwarding station, by one shipper, in one day, on one shipping order and bill of lading, to one consignee and destination. Section 3. Each car, except the car carrying the excess, must be loaded as heavily as the loading conditions will permit, to the marked capacity of the car if practicable, and each car so loaded charged at actual or estimated weight, subject to established minimum carload weight, and at the carload rating applicable. Section 4. (a). The excess over the quantity that can be loaded in or on one or more cars shall be charged: (b). If excess is loaded in one closed car, at actual or authorized esti- mated weight, and at the carload rating applicable on the entire shipment. (c). If excess is loaded on one open car, at actual or authorized esti- mated weight but not less than the minimum weights provided in Note 1, and at the carload rating applicable on the entire shipment. Section 5. Carriers may handle the excess through freight stations and may load other freight in or on car carrying the excess. Section 6. The way-bill for each car, whether for the excess or full load, must give reference to the way-bill for each other car used in the shipment. Section 7. This Rule will not apply when specific items in this Classi- fication provide otherwise; nor on bulk freight or live stock; nor on a shipment, any portion of which at the time of transportation requires and is loaded in either heated, refrigerator, insulated, ventilator or tank cars, or cars specially prepared either by the carrier or shipper; nor on freight, the authorized minimum carload weight for which is 24,000 Ibs. or less; nor on articles carried under the provisions of Rule 7 [A] or Note 6 under the heading of Iron and Steel. Nots 1.—Where the excess is loaded on an open car, the weight of the carload shall be charged as provided in Section 3 of the Rule, and the excess loaded on one open car together with the weight of the carload shall be charged at not less than one hundred and fifty (150) per cent of the minimum carload weight applicable to the carload, actual or authorized estimated weight to apply if in excess of one hundred and fifty (150) per cent of the minimum carload weight. (See Rule 24 of Western Classification and Rule 24, Section 2, of Southern Classification.) RULE 5-D All ecarload freight will be correctly weighed and charged for at actual weight (or at estimated weight if so classified or rated) when in excess of the specified minimum; when actual or estimated weight is less than ' the specified minimum, the minimum weight will be charged, except as provided in Rules 6 and 11. RULE 6 Unless otherwise provided, charges shall be computed on gross weights (see Note 1), except when estimated weights are authorized, in which Carload freight to be weighed. Gross and estimated weights. Articles re- quiring two or more cars for transpor- tation. 284 FREIGHT CLASSIFICATION case such estimated weights (see Note 1), shall be used; established mini- mum weights must be observed (see Note 2). Notre 1.—Except as otherwise provided in Rule 19 (B) the weight of dunnage used with shipments charged at carload rates shall be added to the weight of the freight and will be subject to the rate applicable to the lading of the car. Note 2.—When the computation of freight charges results in charges ending in fractions of a cent, the following will govern: If the fraction is less than one-half (44) cent, drop the fraction, but if the fraction is one-half (144) cent or more, increase the fraction to a full cent; illustration, if the freight figures 50.4 cents, make it 50 cents; if the freight figures 50.5 cents, make it 51 cents. (See Rule 17 of Southern and Western classifications. ) RULE 7-A—See Note 4 Unless otherwise provided for in the Classification, when articles on ac- count of length require two or more cars to transport them, the minimum charge for each series or lot (not to exceed four cars in any one lot or series) (see Note 1), shall be as follows: For the first car (the longest car in the series to be considered as the first car), the minimum weight provided for such articles in carloads; fifty (50) per cent of such mini- mum weight for each additional car. In no case, however (except as pro- vided in Note 2), shall the charge be less than 36,000 lbs. for two cars, 48,000 lbs. for three cars or 60, 600 Ibs. for four cars (actual weight to be charged for when the aggregate actual weight exceeds the specified mini- mum weight), at the carload rate. But when same consignor furnishes other freight for same consignee at same destination, loaded on same cars, making the actual weight of shipment equal to or in excess of the mini- mum weights above provided for, the several articles shall be charged at their class rate in carloads, and at actual weight (see Note 3 attaching to this Rule and Note 6 under heading “Iron and Steel and Articles manu- factured of same’’). When articles on account of length require two or more cars to trans- port them, and the cars are loaded to their full or safe carrying capacity, the minimum weights as per Rule 5 [A] should govern, actual weight to be charged for when the aggregate actual weight exceeds the specified minimum weights. (See Rule 12 of Western Classification and Rule 26 of South- ern Classification. ) « Note 1.—A series shall be determined by the number of cars over which the continuous lading extends. If any car in the series is used to protect another series, for same consignee and destination, it shall be charged for only once; for example, if the lading rests on car A and extends over car B, and car B is also used in connection with lading resting on car C, it would be considered as two series—car A being charged for at one hundred (100) per cent; car B at fifty (50) per cent and car C at one hundred (100) per cent. Nore 2.—In no case will the aggregate charge for a series of cars exceed the aggregate charge for the same number of single cars. Notr 3.—When more, than four cars are used, the additional car or cars will be considered as a new series. soe 4.—Rule 7 [A] will not apply on shipments of articles subject to Rule : OFFICLAL CLASSIFICATION 285 RULE 7-B Section 1. Unless otherwise provided in separate description of articles, a shipment containing articles (of dimensions other than those specified in Section 2 of this Rule) the dimensions of which do not permit loading through the center side aoorway, 6 feet wide by 7 feet 6 inches high, with- out the use of end door or window in a closed car not more than 36 feet in length by 8 feet 6 inches wide and 8 feet high, shall be charged at actual weight and authorized rating, subject to a minimum charge of 4,000 pounds at the first-class rate for the entire shipment. Section 2. Unless a lower rate is otherwise provided, a shipment which contains an article exceeding 22 feet in length and not exceeding 12 inches in diameter or other dimension (see Section 1 of this Rule for the minimum charge where greater dimensions are involved) shall be charged at actual weight and authorized rating, subject to a minimum charge of 1,000 pounds at the first-class rate for the entire shipment. “Issued in compliance with supplemental order of Interstate Commerce Commission in case No. 5239 of March 1, 1916.” (See Rule 20, Section B, of Western Classification and Rule 26, Section 3, of Southern Classification.) RULE 7-C In no case shall the charge for a less carload shipment loaded on a flat or gondola car be less than if loaded in a closed ear. (No corresponding rule in Southern or Western classifica- tion. ) RULE 7-D Articles which on account of length require more than one car will be considered as carload shipments, subject to Rule 7 [A]. RULE 8-A Section 1. Bulk freight will not be taken in less than carloads unless so specified in the Classification. . (See Rule 19 of Western Classification and Rule 36 of South- ern Classification. ) Section 2. Freight will be accepted only when the containers are of sufficient strength and security to afford reasonable and proper protection to the freight which the containers enclose. Section 3. Articles for which containers are specified must be enclosed by the containers so that no ends or other parts protrude, unless other- wise provided in the separate descriptions of articles. Section 4. (a). Articles that are easily broken must be protected by packing material within the container to prevent breakage. 4“ Articles the dimensions of which do not permit loading through the side door of box cars. Charges on articles loaded on flat or gondola ears not to be less than when loaded in box cars. Articles too long to be loaded inor . on one car. Bulk freight Mek ake Freight in insecure packages not accepted. Freight must be enclosed by container. Fragile articles to be **protected.’’ Definition of ‘‘Packed.’’ - Construction of containers. Box speci- fications. Crate speci- fications. Specifica- tions for pails, firkins, kits and tubs. Securing tops on iron or steel pails, ete. Securing wooden tops on wooden pails, etc. 286 (b). When the term “packed” is used in package specifications it means that the article for which the “packed” specification is provided must be protected by or with partitions, wrappers, excelsior, straw or other packing material that will afford adequate protection against breakage or damage. . FREIGHT CLASSIFICATION Section 5. All containers must be strongly made from material of suffi-: cient strength to protect the articles against ordinary risks of transporta- tion, and must also conform to the specifications of this-Rule. Special conditions respecting the construction of containers shown in the separate descriptions of articles must be observed. Section 6. Boxes must be made of iron or Steel or of Wood, except as provided in Rule 2 [B], with solid or closely fitted sides, ends, tops and bottoms, securely fastened. Wooden boxes of unusual size or carrying unusual weight must be strapped or be reinforced by cleats. Section 7. Crates must be made of Wood, protecting contents on sides, ends, top and bottom and no part of the contents shall protrude. Crates must hold contents securely in place and be so constructed that the freight may be taken into and out of the car or vessel within the crate. Surfaces liable to be damaged must be fully protected. Pieces forming the crates must be of sound material, free from defects that materially lessen their strength. Crates of unusual size or carrying unusual weight must be strapped or be reinforced by cleats placed diagonally. Crates in circular form must be reinforced at ends by metal or wooden hoops securely fastened to the package. Section 8. (a). Pails, Firkins, Kits and Tubs must be made of wood, Indurated Fibre, Compressed Pulp or of Iron or Steel, except as provided in Rule 2 [C] and: (b). When made of Iron or Steel, Tops must fit closely, and must be secured by crimping into the sides; or by one or more iron or steel clamps extending across the top and securely clamped to opposite sides; or securely clamped to sides by not less than four iron or steel clamps or lugs; or when Friction Tops are used they must be completely and securely set in place and tightly clamped to sides by not less than two iron or steel clamps or lugs; or (c). When made of Wood, Heading or Tops must be made of one piece, or of two or more pieces closely fitted, or of three or more plies of Veneer firmly glued together crossgrain, and (d). Heading must be securely held in grooves (crozes) or on shoulders by hoops or head liners, or when the packages are without grooves (crozes) or shoulders, heading must be securely held in place by head liners, which must be fastened by cement-coated nails, toe-nailed through the head liner and top into the sides; or (e). Top nailed to sides with not less than three cement-coated nails and reinforced with two or more metal straps or wires crossing at center of top, encircling the package; or (f). Top nailed to sides with not less than three cement-coated nails and reinforced with two or more metal straps or wires crossing at center of top, with ends of straps or wires brought over and secured to the hoops, sides, or bottom; or OFFICIAL CLASSIFICATION 287 (g). Top nailed to sides with not less than three cement-coated nails and reinforced with three or more bands riveted at the center of top and ends brought over and secured to the hoops, sides or bottom; or (h). Top nailed to sides with not less than three cement-coated nails and held tightly in place by a metal hoop not less than one inch in width, crimped into or over the edge of the top, and crimped into or nailed to the sides; or (i). When tops are fifteen inches or more in diameter, top must be nailed to sides with not less than six cement-coated nails, not less than one and one-half inches long and reinforced with not less than six metal clamps; the points of clamps to be barbed and cement-coated and not less than one-half inch in length, driven into top and sides, equal distances apart; or (j). When tops are less than fifteen inches in diameter, top must be nailed to sides with not less than four cement-coated nails not less than one and one-half inches long and reinforced with not less than four metal clamps; the points of clamps to be barbed and cement-coated and not less than one-half inch in length, driven into top and sides, equal distances apart; or (k). When top is encircled with a hoop extending over the side not less than one-half inch meeting the top hoop on the package, the top must be secured to the sides by metal straps not less than one-half inch wide and four inches long, nailed to side and top, equal distances apart with two nails (not tacks) at end of each strap, or with metal clamps, the points of which must be barbed and cement-coated and not less than one-half inch in length. When covers or tops are fifteen inches or more in diameter, not less than four straps or metal clamps must be used, and when covers or tops are less than fifteen inches in diameter, not less than three straps or metal clamps must be used; or (1). When made of ash, oak or spruce and top is encircled with a hoop, the hoop must extend over the side not less than one-half inch and be secured to the sides by metal straps not less than one-half inch wide and four inches long, nailed to. side and top, equal distances apart with two nails (not tacks) at end of each strap. When covers or tops are fifteen inches or more in diameter not less than four straps must be used, and when covers or tops are less than fifteen inches in diameter, not less than three straps must be used; or (m). When made of Wood with Metal Tops, Top must have flange Securing closely fitting over the edge of the side, and be nailed to side, nails not to be Metal tops is on wooden more than five (5) inches apart. pails, ete. (n). Wooden Tubs not conforming to requirements of Section 8 (c) peg hae to (1) inclusive must have heading not less than one-half (44) inch in tubs. thickness, secured by two battens extending completely across the head and the ends of battens must be nailed to sides of tub. (o). When made of Indurated Fibre, Heading or Tops must be made of wood in one piece, or of two or more pieces closely fitted, or of three or more plies of Veneer firmly glued together crossgrain; and (p). Heading must be securely held in place by a metal hoop and by Securing not less than five cement-coated nails, not less than one and one-half es inches in length, driven through the hoop and side of the package into fibre pails, the heading, equal distances apart; or =. ote. 288 FREIGHT CLASSIFICATION (q). Heading must be secured by not less than five metal clamps equal distances apart; one end of each clamp to be driven up under hoop and the other end to be driven into heading; points of clamps to be not less than one-half inch in length, barbed and cement-coated. (r). When made of compressed pulp, Pails meeting the requirements of paragraphs (s), (t), (u), (v), (w) and (x) will be accepted as shipping containers ; _(s). Body and bottom must be in one piece. Top must be in one piece ; (t). Body, bottom and top must have been compressed under pres- sure of not less than 1,500 pounds to the square inch, must be not less than 33; of an inch in thickness and must have a resistance of not less than 300 pounds to the square inch, Mullen Test. Gross weight of the pail and contents must not exceed 55 pounds; or (u). Body, bottom and top must have been compressed under pres- sure of not less than 1,800 pounds to the square inch, must be not less than 3 of an inch in thickness and must have a resistance of not less than 375 pounds to the square inch, Mullen Test. Gross weight of the pail and contents must not exceed 90 pounds. (v). Top must be made with a shoulder not less than 3% of an inch in thickness and not less than 4 of an inch in width, so constructed as to fit closely to the inner side of the body. (w). Top must be secured to the body by not less than four metal straps not less than % of an inch in width, outer ends to be securely fastened to the body and inner ends to be joined and securely crimped together so as to form two complete straps crossing at center of top. (x). All compressed pulp pails that are made to conform to the requirements of paragraphs (s), (t), (u), (v) and (w) of this rule must bear certificate of Pail Maker, labeled, printed or stamped in ink, showing that the pails do so conform; this certificate to be not less than 214x4 inches and to be a facsimile of the following in form and style of type and wording. (Name and address of Pail maker, and figures showing thickness, pres- sure, resistance and gross weight limit, to be inserted by Pail maker.) CERTIFICATE OF PAIL MAKER THIS PAIL 1S MADE OF COMPRESSED PULP, WATERPROOFED THROUGHOUT THICKNESS NOT LESS THANG ooo ooo ois ontacctos canes tINCH COMPRESSED UNDER PRESSURE OF NOT LESS SRHIANG So osc cece celeciocccosews eencse Peveeesesoeeeavecs »..LBS, RESISTANCE (MULLEN TEST) eeeoeeoeeece COO SEESPSREHHHSESHESOHSBEHORED GROSS WEIGHT LIMIT eoeesreesesesseseeee CORSO CC OECEEHEAOREEESESEOD eeeeoeee Sear ee POSE SOEOHH SEHEHESHSHOH EAH SOHSEHEH TH EEHEEH OHSS SESEE® * Insert pailmaker’s name and address. OFFICIAL CLASSIFICATION 289 (y). When shipments are tendered for transportation in compressed pulp Pails conforming to the requirements and specifications of this Rule, the shipper must certify on shipping orders and bills of lading as follows: “The pails used for this shipment conform to the specifications set forth in the Pail Maker’s certificate thereon, and all other requirements of Rule 8 (A) of the Official Classification.” Section 9. (a). Unless otherwise provided in the separate descriptions of articles, the ratings shown for freight in barrels or casks will also ap- ply on such freight in hogsheads, pipes, puncheons, tierces, casks, barrels, half-barrels, quarter-barrels, sixth-barrels, eighth-barrels, kegs, or iron, steel or wooden drums. (See Section 10 of this Rule.) Barrels, Casks, Hogsheads, Kegs, Tierces and Similar Containers other than Drums must be made of Iron, Steel or Wood. Shipping Container Specifications for Iron or Steel Barrels for Inflam- mable Liquids or Mixed (Nitrating) Acids, have been prescribed by the Interstate Commerce Commission. (b). When made of Wood, Heads must be made of one piece or of two or more pieces closely fitted, and (c). Heads must be held securely in grooves (crozes) by hoops; or (d). When these containers are used for articles not liable to loss from leakage or sifting and heading is one-half (1%) inch or more in thickness, head may be countersunk or set below the grooves (crozes) but must be secured by two or more battens extending completely across the head and the ends of the battens nailed to the sides of the container, or head held in place by head liner. Section 10. (a). The “Drum” referred to in this Rule and in pack- age specifications is a straight-sided cylindrical container without bilge, with ends (heads) of equal diameter and with or without bail or handle. Drums must be made of Iron, Steel or Wood, except as provided in Rule 2 [C], or in the separate descriptions of articles. Shipping Container Specifications for Iron or Steel Drums for Inflam- mable Liquids or Mixed (Nitrating) Acids, have been prescribed by the Interstate Commerce Commission. (b). When made of Wood: Must not be used as containers for inflammable articles and acids unless authorized in the “Regulations for the Transportation of Inflammable Articles and Acids.” Nor for liquids that are solvents of the material used to make the drum waterproof. (ec). (d). Sides (Shells) must -be made of three or more plies of Veneer, having a total thickness of not less than one-fourth (4) inch; each ply must overlap the other so as to distribute the seams, and plies must be firmly glued together cross grain; and When used for other than dry articles, must be watertight, and (e). Ends must be not less than one-half (4%) inch in thickness, made of one piece of sound wood free from defects, or of three or more plies of Veneer firmly glued together cross grain; and (f{). Ends must be set in tightly and securely glued to the sides, and further secured by metal or wooden hoops encircling the drum and fast- Reference to Rule on shipping orders and bills of lading. Application of barrel ratings. Specifications for barrels, etc. Heads of barrels, etc. TUM defined. restricted. Specifications. Drums for other than dry articles. Fastening ends. Specifications. Drums for dry articles. Drums with hoops and fastening ends. Beech, Birch, Elm or Hard Maple Drums. Drums without hoops. Fastening ends. Specifications for jacketed metal cans. 290 FREIGHT a a ened by nails, not more than six inches apart, driven through the sides into the edges of the ends. Openings in ends must be closed by tight- fitting bungs securely glued: (g). When used for dry articles: (h). Drums with hoops, must have sides not less than one-fourth (4) inch in thickness, except as provided in paragraph (j) of this section. Ends must be securely held in place by complete hoops, nailed tightly to the inside of the shell, above and below the ends. Metal or wooden hoops must completely encircle the drum and be firmly attached to the sides, not more than six inches apart. Sides must be made of sound wood, free from defects that materially lessen its strength, or of two or more plies of Veneer securely fastened together cross grain; or (i). If the wooden hoops are fastened to the barrel by staples not more than four inches apart, staples running through the hoop and all plies of Veneer and clinched on the inside and each ply of the Veneer overlapping the other so as to distribute the seams, the Veneer need not be cross grain. (j). When drums are made of Beech, Birch, Elm, or Hard Maple, the requirements of paragraph (h) may be varied from as follows: If the diameter of the drum does not exceed seventeen (17) inches, the sides must be not less than one-sixth (1/6) inch in thickness. If the diameter of the drum exceeds seventeen (17) inches, the sides must be not less than one-fifth (1/5) inch in thickness. Plies of sides need not be cross grain if joints overlap. When drums are made with outér ply of Beech, Birch, Elm or Hard Maple and do not exceed 15 inches in diameter and outer ply is not less than 1% inch in thickness, the inner ply may be made of fibreboard or pulpboard not less than .100 inch in thickness, having a resistance of not less than 200 pounds to the square inch, Mullen Test. (k). Drums without hoops must have sides made of three or more plies of Veneer, having a total thickness of not less than one-fourth (14) inch; each ply must overlap the other so as to distribute the seams and plies must be firmly glued together cross grain; and (1). Ends must be not less than one-half (14) inch in thickness, made of one piece of sound wood free from defects, or of three or more plies of Veneer firmly glued together cross grain, and must be nailed to sides and strapped as required for pails in Section 8 (c) to (n) inclusive of this Rule, or glued and nailed securely to sides. Openings in ends must be closed by tight fitting bungs securely glued and further secured by nails, staples or straps. (m). Drums conforming to specifications of paragraphs (d), (e) and (f) of this Section may also be used for dry articles. Section 11. Jacketed Metal Cans: (a). The Metal Can partially jacketed must have Iron, Steel or Wooden Jacket covering sides and bottom. (b). The Metal Can completely jacketed must have Iron, Steel or Wooden Jacket completely covering the can exeept the mouth. OFFICIAL CLASSIFICATION 291 (ce). The Wooden Jacket must have thickness of not less than one- twelfth (1/12) inch for side and not less than one-fourth (14) inch for top and bottom, except as provided in Section 11 (d), and be reinforced with not less than two metal or wooden hoops, except that when the jacket is made in box form and of sound wood not less than three-eighths (%) inch in thickness, hoops will not be required. (d). If metal or wooden side is attached to the bottom or top of the jacket by nails or staples, the bottom and top must have thickness of not less than three-eighths (%¢) inch. ( eke The seams of cans must be securely soldered or welded. (f). Freight in cans of less than one (1) gallon capacity will not be accepted for transportation unless enclosed in barrels, boxes or crates as provided in the separate descriptions of articles. Section 12. Glass Carboys used for articles not subject to Rule 30, and which are provided for ‘‘in carboys,” are subject to the following: The Carboy must be completely enclosed in a wooden box and so cush- ioned by packing material that the glass will not come in contact with the wooden covering, except that if the neck projects it must be protected Jacketed eans less than one (1) gal- lon capacity. Specifications for packing glass carboys. on all sides by a wooden or metal hood securely attached to the box. r When the hood is attached with nails or screws they must not come in contact with the body of the Carboy. Section 13. (a). Bags must be sufficiently strong to carry contents Specifications safely. for bags. *(b). Double bags must be made as follows: The outer bag must be Specifications made of cloth, the inner bag may be made of cloth or paper. Double baw. bags must be sufficiently strong to carry contents safely and prevent sifting and, both bags must be securely closed. RULE 8-B Section 1. Owners are required to load and unload all freight carried at carload ratings. (See Rule 25 of Southern Classification and Rule 18, Section 2, of Western Classification. ) Section 2. Owners are required to load and unload heavy or bulky freight carried at L. C. L. ratings that cannot be handled by the regular station employees, or at stations where the carrier’s loading or unloading facilities are not sufficient for handling. (See Rule 25, Section 2, of Southern Classification and Rule 22 of Western Classification.) RULE 9 Rates shown in tariffs governed by this Classification are subject, at points of origin and destination, to the rules, ‘regulations and charges lawfully established by the carriers covering demurrage, switching, stor- age and other terminal expenses, privileges or facilities; also to the rules, regulations and charges lawfully established by the initial, terminal or Loading and unloading Cc. L. freight Loading and unloading heavy or bulky L. C.L. freight. Demurrage, switching, storage and terminal charges. Mixed carloads, 292 FREIGHT CLASSIFICATION intermediate carriers, covering diversion, reconsignment, demurrage and other privileges or facilities afforded the shipment while in transit by the carriers; these rules, regulations and charges will be in accordance with tariffs lawfully on file with the Interstate Commerce Commission on inter- state traffic and, if required, with the various State Commissions on intra- state traffic. ° (See Rule 35 of Western and Southern classifications.) RULE 10 [A]. When a number of different articles (provided with L. C. L. and C. L. ratings) are shipped at one time by one consignor to one consignee and destination, in carloads, they will be charged at the C. L. rate applic- able to the highest classed or rated article and at minimum carload weight as provided in Sections B or C of this rule (actual or estimated weight to be charged for if in excess of the minimum weight), excepting as provided in Rule 7 [A], and also excepting that if the aggregate charge upon the entire shipment is less on basis of C. L. rate and minimum carload weight (actual or estimated weight if in excess of the minimum weight) for one or more of the articles and on basis of actual or esti- mated weight at L. C. L. rate or rates for the other article or articles, the shipment will be charged accordingly. (See Notes 1, 2, 3, 4, and 5.) [B]. If all of the articles in the mixture take the same class or rate in carloads, the minimum carload weight will be the highest provided for any of the articles. [C]. If the articles in the mixture are differently classified or rated in carloads, the minimum carload weight will be the highest provided for any article or articles taking the highest C. L. class or rate, provided the actual weight (or estimated weight if so classified or rated) of the article or articles taking the highest C. L. class or rate is 10 per cent or more of the highest minimum carload weight provided for any of the articles taking the highest C. L. class or rate. +If the articles in the mixture are differently classified or rated in car- loads and the actual weight (or estimated weight if so classified or rated) of the article or articles taking the highest C. L. class or rate is less than 10 per cent of the highest minimum carload weight provided for any of such articles, they will not be entitled to be included in the mixture, but will be separately charged at their actual or estimated weight and L. C. L. rate or rates. (See Section D.) [D]. If the aggregate charge upon any mixed carload shipment of articles differently classified or rated in carloads is less on basis of the C. L. rate for the article or articles taking the highest class or rate and on. basis of the highest carload minimum weight on any article in the shipment than would accrue under Rule 10 [C], the shipment will be charged at the rate for the highest classed or rated article or articles and at the highest minimum carload weight for any article contained in the mixture. Note 1.—Rule 5 (C) will not apply to mixed carload shipments of which any article is subject to Rule 27 when shipped in straight carloads. Notre 2.—Packages containing articles of more than one class will be rated in accordance with the terms of Rule 15 (A). Note 3.—Rule 10 will not apply upon shipments of Livestock in mixed carloads. For rules governing shipments of Livestock in mixed carloads, see Livestock Regulations. OFFICIAL CLASSIFICATION 293 Note 4.—Mixed carloads of Livestock and Vehicles, either self-propelling or non self-propelling vehicles, will be subject to the minimum carload weights provided for Livestock and at the highest rate provided for either Livestock or Vehicles. Note 5.—On mixed carload shipments including articles packed in boxes, cases, drums or pails made of strawboard, pulp or fibreboard, etc., and which under the terms of Rule 2 [B] and [C], are subject to an additional charge of 20 per cent, said additional charge will apply only to the weight of the articles in such packages and not to the entire carload shipment. (No corresponding rule in Southern Classification. See Rule 21 of Western Classification. ) RULE 11 The charge for a consignment of freight (shipped at one time by one consignor to one consignee and destination) when loaded by shipper (or when loaded by carrier in cases where C. L. rates include the loading of carload freight by carriers) on or in one car will not be greater when computed at actual or estimated weight and L. C. L. rate than on basis of C. L. rate and minimum carload weight; nor will the charge for a full carload when loaded by shipper (or when loaded by carrier in cases where C. L. rates include the loading of carload freight by carriers) be greater at C. L. rate and minimum carload weight than on basis of L. C. L. rate and actual or estimated weight (see Note). Notr.—If a shipper orders a car for a less than carload consignment of freight that does not fill the car and instructs that no other freight be loaded therein while in transit, the shipment will be transported accordingly and will be charged at the carload rate and minimum carload weight. (See Rule 18 of Western and Southern classifications.) RULE 12 Ice and Salt, when required for protection of property, will not be furnished by the railroad companies except as provided for in tariffs of the individual carriers. (See Note.) Nore.—When ice or salt is furnished by consignors in connection with either C. L. or L. C. L. shipments (except Dressed Fresh Meats and Packing House Products): If in the package with the freight, charges thereon will be assessed on basis of actual weight at point of origin and at the rate provided for the freight which it accompanies. If not in package with the freight and not in car bunkers, same will be billed at the actual weight and at the rate applying upon the property which it accompanies; if not in excess of 500 lbs. in weight at destination freight charges will be made void by correction of delivering agent. When in excess of 500 lbs. in the car at destination and not taken by consignee, ice and salt shall become the property of the carrier and no charges shall be assessed thereon. When in excess of 500 lbs. in the car at destination and taken by consignee, freight charges shall be corrected by the delivering agent to the basis of actual weight and first class rate. Ice, loaded in car bunkers, if not removed by consignee, becomes the prop- erty of the carrier, and no charges will be made. If over 500 lbs., and removed by consignee, charges will be assessed on the ice on the basis of actual weight and first class rate. (See Rule 29 of Western and Southern classifications.) RULE 13 Section 1. When no carload rate is specified for an article, the L. C. L. rate will be charged for any quantity of the article. (See Rule 11 of Western Classification and Rule 12 of South- r ern Classification.) ©. Nas charge not to exceed Cc. L. charge. Ice and Salt shipped with property for preservation, Te Cris; rating to apply when O2Cs7: rating is provided. Definition of term “less than . carload.’’ ‘Single ship- - mentsL. Cc. L. freight’’ defined. Two or more single ship- ments not to be combined. Articles of extraordinary value, Packages containing freight of more than one class. Minimum charge on single con- signments of one class. Minimum charge on smal} lots of Freight of different classes. 294 FREIGHT CLASSIFICATION Section 2. When carload and less than carload ratings are provided for the same article, the term “less than carload” covers shipments in quanti- ties less than the minimum weight provided for carloads. (Subject to Rule 11.) Section 3. A single shipment of less than carload freight is a lot re- ceived from one shipper on one shipping order or bill of lading, at one station, at one time, for one consignee and one destination. Section 4. Two or more single shipments shall not be combined and way-billed as one shipment, but must be carried as separate shipments, and at not less than the established minimum charge for each shipment. (See Rule 11 of Western Classification and Rule 12 of South- ern Classification. ) RULE 14 Unless otherwise provided, the following property will not be accepted for shipment by freight nor as premiums accompanying other articles shipped by freight. Bank Bills, Coin or Currency. Deeds, Drafts, Notes or Valuable Papers of any kind. Jewelry. Postage or Revenue Stamps. Precious Metals or Articles manufactured therefrom. Precious Stones. Other Articles of extraordinary value. (See Rule 3 of Southern and Western classifications. ) RULE 15-A The charge for a package containing freight of more than one class shall be at the rating provided for the highest classed freight contained in the package. All of the articles need not be specified on the shipping order or bill of lading, but only one of the articles taking the highest rating. In such instances the following notation must also appear on the shipping order and bill of lading: “and other articles classified the same or lower.” RULE 15-B No single package or small lot of freight of one class will be taken at less than 100 lbs., at first-class rate; and in no case will the charge for a single consignment be less than 25 cents. (See Note.) RULE 15-C A small lot of freight of different classes will be taken at actual weight and at the class rate for each article, provided that the aggregate charge for the shipment shall be not less than for 100 Ibs. at first-class rate; and in no case shall the charge for the entire consignment be less than 25 cents. (See Note.) OFFICIAL CLASSIFICATION RULE 15-D 295 When not specifically classified, combination articles, such as a combi- nation chair and stepladder, will be charged at the rating for the highest classed article of the combination. (See Rule 14 of Western and Southern classifications.) Notre.—When the computation of the minimum charge results in a charge ending in fractions of a cent, the following will govern: If the fraction is less than one-half (4%) cent, drop the fraction, but if the fraction is one-half (1%) cent or more, increase the fraction to a full cent; illustration, if the first-class rate is 25.4 cents, make the minimum charge 25 cents; if the first-class rate is 25.5 cents, make the minimum charge 26 cents. (See Rules 13 and 16 of Western and Southern classifica- tions. ) RULE 16 Section 1. All charges must be prepaid or guaranteed on any shipment which in the judgment of the Agent at point of shipment would not at forced sale realize the total amount of charges due at destination. Section 2. Freight on which prepayment is required may, on approval of the General Freight Department of the carrier with which the freight originates, be forwarded on the guarantee of the shipper that all charges will be paid at destination. Full explanation to be made on way-bills. Section 3. When charges due at destination are not paid on freight carried under guarantee as provided in Sections 1 and 2 of this Rule, each carrier shall look to its immediate connection for reimbursement, the initial carrier being finally liable. (See Rule 34 of Southern and Western classifications. ) RULE 17 When Vegetables and other Perishable Property are shipped during cold weather, and stoves and fuel are furnished by consignor, the following rules must be observed: One or more men must accompany shipments to care for fire (see Contract with man in charge of property other than live stock). With shipments of perishable Fruit and Vegetables one man to care for fire will be carried free in charge of one or more cars; no free return passage to be given. With shipments of perishable property other than Fruit and Vegetables man or men in charge to pay full fare. Stoves must be carefully fastened down and braced to prevent upsetting. Stovepipes must be properly fastened clear of woodwork and opening or openings fitted with metal] collars. Woodwork where exposed to heat must be protected by sheet metal. Coal, Coke or Charcoal must be used for fuel instead of wood when possible. Returned stoves will be charged for at regular rates. (See Rule 30 of Western and Southern classifications.) Combination articles. Articles of less value than freight or other charges. Guarantee of charges. Liability or guarantee, Passage of man or men in charge of perishable property, in carloads, in cold weather. Fare to be charged man or men in charge of — property. Dunnage and door protection. Allowance in weight for Racks, ete., on flat cars. 296 FREIGHT CLASSIFICATION RULE 18 Where the classification provides that man or men in charge of property shall pay full fare the fare charged will be first (not second) class pas- senger fare. (No corresponding rule in Western or Southern classifica- tion. ) RULE 19-A—See Note Section 1. Unless otherwise provided, temporary blocking, racks, stand- ards, strips, stakes or similar bracing, dunnage or supports, not consti- tuting a part of the car, when required to protect and make properly secure carload freight for shipment, must be furnished and installed by the shipper and at his expense. No allowance will be made for the weight of such material except as provided in Rule 19 [B]. Section 2. Unless otherwise provided, bulkheads, partitions, temporary doors or door protection—when required to protect or make bulk freight secure for shipment—must be furnished and installed by the shipper and at his expense. No allowance will be made for the weight of such material except as provided in Rule 19 [B]. Notr.—Blocking or bracing material must not be nailed, bolted or screwed to. the floor, sides or ends of refrigerator or insulated cars. RULE 19-B—See Note An allowance of 500 Ibs. in weight per car will be made for racks, stakes, standards, strips, braces or supports used by shippers on flat or gondola cars when loaded with carload shipments of lumber and forest products requiring their use for safe transportation, except that in no case shall less than the established minimum carload weight be charged. If the weight of the racks, standards, strips, braces or supports is more than 500 Ibs. per car the excess will be charged at the rate applicable to the lading of the car. An allowance of the actual weight, but not more than 500 lbs. per car, will be made for racks, stakes, standards, strips, braces or supports used by shippers on flat or gondola cars when such material is required for safe transportation in the loading of carload freight other than lumber and forest products, provided that in no case shall less than the established minimum carload weights be charged, and also provided that shipper must specify on shipping order the actual weight of the material used; other- wise no allowance will be made. If the weight of the racks, stakes, stand- ards, strips, braces or supports is more than 500 Ibs. per car the excess will be charged at the rate applicable to the lading of the car. No allowance in weight will be made for dunnage, blocking or bracing material used by shippers for part carloads in excess of full carload or carloads which are entitled under the provisions of Rule 5 [C] to the carload rate. 7 Norrt.—Blocking or bracing material must not be nailed, bolted or screwed to the floor, sides or ends of refrigerator or insulated cars. (See Rule 27 Western and Southern classifications.) OFFICIAL CLASSIFICATION RULE 20 297 The ratings in this classification do not obligate the carriers to receive freight liable to impregnate or otherwise damage equipment or other freight. Such freight may be accepted and receipted for “Subject to delay for suitable equipment,” or may, for lack of suitable equipment, be refused. (See Rule 4 of Western and Southern classifications.) RULE 21-A The classification of articles “in the rough” applies to such articles when sawed, hewn or planed (not bent) and before any further manufac- turing process has begun. RULE 21-B The classification “in the white” applies after the manufacturing process has begun (and may include one coat of priming), but not when the article has been painted or varnished. RULE 21-C The classification “finished” applies to the article after it has passed the stage of manufacture covered by Rules 21-A and B. (See Rule 40 of Western Classification and Rule 11 of South- ern Classification. ) RULE 22 Parts or pieces, constituting a complete article, received as one ship- ment on one bill of lading will be charged at the rating provided for the complete article. (See Rule 15 of Western and Southern classifications.) RULE 23 When articles which are not specifically provided for or included under the heading of articles “N. O. S.” (Not Otherwise Specified) are offered for transportation, agents may bill same at the ratings provided for analogous articles, notation to that effect to be made on way-bills; and will at once report the facts to their General Freight Department, in order that specific classification may be provided therefor. (See Rule 5 of Southern Classification. No corresponding rule in Western Classification. ) RULE 24-A Railroad agents at forwarding points will not tally shipments of Logs, Lumber, Shingles, Shooks or other Forest Products in bulk or in bundles in carloads, nor issue shipping receipts or bills of lading therefor which specify the number of pieces, bundles or feet said to be contained in the shipment, except that shipping receipts or bills of lading for export ship- ments may show the number of pieces, bundles or feet said to be con- Freight liable to damage other freight or equipment. Articles clas- sified ‘‘In the Rough.’’ Articles clas- sified “‘In the White.”’ Articles classified “Finished.” Parts or pieces con- stituting a complete article. Articles not classified. Receipts or bills of lad- ing for Lumber or other Forest Products in Cok: Weights of Logs and Lumber for export, Articles rated at 15% less than 2d class, Articles rated at 20% less than 3d class. 298 FREIGHT CLASSIFICATION tained in the shipment, provided the notation “Shipper’s load and count,” or “More or less,” also appears thereon. (No corresponding rule in Western or Southern classifica- tion.) RULE 24-B All shipments of Logs and Lumber, for export, are to be weighed at the American seaboard and through freights shall be paid on the weights so ascertained, except that inland freight charges shall be paid on basis of the carload minimum weight (actual weight to be charged for when in excess of the minimum) provided by the Classification or Commodity Tariff under which the shipment is forwarded to the seaboard; but in case the property is destined to a port where weighing is an incident of disposal of cargo, the custom of the port en this question shall govern, as to the ocean charges only, on the ascertained outturn weight thereof. (No corresponding rule in Southern or Western classifica- tion. ) RULE 25 +Articles subject to this Rule, will be rated in L. C. L. or C. L., accord- ing as they are noted in the L. C. L. or C. L. columns of the Classification, at fifteen (15) per cent below second-class rates, but not lower than third-class rates (for disposition of fractions see Rule 34), subject to all other rules and conditions of the Classification. (No corresponding rule in Southern or Western classifica- tion. ) RULE 26 +Articles subject to this Rule, will be rated in L. C. L. or C. L., accord- ing as they are noted in the L. C. L. or C. L. columns of the Classification, at twenty (20) per cent below third-class rates, but not lower than fourth- class rates (for disposition of fractions see Rule 34), subject to all other rules and conditions of the Classification. (No corresponding rule in Southern or Western classifica- tion.) RULE 27 (A). When articles subject to the provisions of this rule are loaded in or on cars 36 feet 6 inches or less in length, they shall be charged at the minimum carload weights specified therefor in the Classification (actual or estimated weight to be charged for when in excess of the minimum weight). Except as provided in Sections B and C, if such articles are loaded in or on cars exceeding 36 feet 6 inches in length, the minimum carload weights to be charged shall be as provided in Section F (actual or estimated weight to be charged for when in excess of the minimum weight) (see Note 1). (B). When a shipper orders a car 36 feet 6 inches or less in length for articles “subject to Rule 27,” and the carrier is unable to furnish car of desired length when ordered, a longer car will be furnished under the following conditions: lst. If the carrier is unable to furnish car of desired length but fur- nishes a longer car not exceeding 40 feet 6 inches in length, the minimum OFFICIAL CLASSIFICATION 299 weight for the car furnished shall be that fixed for the car ordered, except that when the loading capacity of the car is used the minimum weight shall be that fixed for the car furnished. 2nd. If the carrier is unable to furnish car of the desired length or im place thereof a car not exceeding 40 feet 6 inches in length within six (6) days from the date car is ordered, and after the expiration of such period furnishes a longer car than ordered, the minimum weight for such car shall be that fixed for the car ordered, except that when the loading capacity of the car is used the minimum weight shall be that fixed for the car furnished. If a longer car than ordered is furnished, the following notation must be made by Agent on Bill of Lading and Waypbill: MEET? .h sGt8 ft. in length ordered by shipper on ........ (date); car case’ ft. in length furnished by carrier on .............. (date) under Rule 27, Official Classification.” (C). When a shipper orders a car over 36 feet 6 inches in length for articles “subject to Rule 27,” and car of the length ordered cannot be fur- nished within six days after receipt of order (see Note 2), carrier will, after expiration of such period, furnish a longer car or two shorter cars under the following conditions: Ist. If the carrier is unable within six days after receipt of order (see Note 2) to furnish car of the length ordered and furnishes a longer car, the minimum weight shall be that fixed for the car ordered, except that when the loading capacity of the car is used, the minimum weight shall be that fixed for the car furnished. If a longer car than ordered is furnished, the following notation must be made by Agent on Bill of Lading and Waybill: PER? 56 85 ft. in length, ordered by shipper on .............. (date) ; CRP M8)... ft. in length furnished by carrier on ................. (date) under Rule 27, Official Classification.” 2nd. If the carrier is unable within six days after receipt of order (see Note 2) to furnish car of the length ordered or a longer car than ordered and furnishes two shorter cars in place of the car ordered, one of the cars (the longer car of the two if of different lengths and subject to different minimum carload weight when loaded singly) shall be charged the minimum weight fixed for such car (actual or estimated weight if greater) and the remainder of the shipment loaded in or on the other car shall be charged at actual or estimated weight and carload rate, but in no, case shall the total weight charged for the two cars be less than the minimum weight fixed for the car ordered, except that when articles are loaded on flat or gondola cars, and are of such continuous length as to rest upon both cars, or are loaded on one car and extend over the other car, the shipment will be subject to the minimum carload weight applic- able to the car of size ordered (provided the articles are of such length as could have been loaded on car of size ordered), actual weight to be charged for if in excess of such minimum weight. When two shorter cars are furnished in place of the car ordered, the following notation must be made by Agent on Bill of Lading and Waypbill: ARR 6 8s ft. in length ordered by shipper on ............. (date) ; WO CRUSE ci ina ow Bis BING 5 i eis wc ft. in length furnished by carrier on = cee oe \ acuceeesceeees (date) under Rule 27, Official Classification.” (D). Except when furnished by carrier in place of a shorter car ordered, if a car over 36 feet 6 inches in length is used by shipper for loading articles “subject to Rule 27,” without previous order having been placed by shipper with carrier for a car of such size, the minimum weight shall be that fixed for the car used. 300 *(E). Rule 5-C and Rule 7-A will not apply to articles “subject to Rule 27” unless otherwise provided in the description of such articles in the Classification or in the tariffs of individual carriers. FREIGHT CLASSIFICATION WHEN ?HE MiInIMUM CARLOAD WEIGHT PROVIDED IN . THE CLASSIFICATION FOR THE ‘ARTICLE SHIPPED IS : (F). See Note 3, 4, and 5 24,000 Ibs. | 22,000 Ibs. ] 20,000 Ibs. | 18,000 Ibs. | 16,000 Ibs. Charge not | Charge not | Charge not | Charge not | Charge not less than less than less than less than less than lratbs! Ibs. Ibs. Ibs. Ibs. Cars over 36 ft. 6 in. and not over 37 ft.6in. long | 24,720 22,660 20,600 18,540 16,480 se 37“ 6 or S860. 25,440 23,320 21,200 | 19,080 16,960 $6 38. 6 ne 392236: Ee4 26,160 23,980 21,800 ‘19,620 440 te 39-6 Z ADE Gia f 26,880 24,640 22,400 20,160 17,920 ae 40“ 6 < AO. 28,080 ‘25,740 23,400 21,060 { 18,720 e 41“ 6 we Be reOn 29,280 26,840 24,400 21,960 19,520 e 42“ 6 46.965? © $4,080 31,240 28,400 25,560 22,720 vy 46“ 6 7 50:2 6450 38,880 35,640 32,400 29,160 25,920 < OU. Hinches in lengthen. ee 1 48,000 44,000 | 40,000 36,000 32,000 WHEN THE MiniIMpM CARLOAD WEIGHT PROVIDED IN THE CLASSIFICATION FOR THE ARTICLE SHIPPED IS : 4 N, 2 5 (F). See Note 3, 4, and 5 15,000 Ibs. | 14,000 Ibs. | 12,000 Ibs. | 11,000 Ibs. | 10,000 Ibs. Charge not | Charge not | Charge not | Charge not | Charge not Jess than less than less than less than less than j Ibs. Ibs. Ibs. Ibs. Ibs. Cars over 36 ft. 6 in. and not over 37 ft.6 in. long | 15,450 14,420 12,360 11,330 10,300 oe <6 sg os = 15,900 14,840 12,720 11,660 10,600 ¢ 388" 6 in 39s) 16,350 15,260 13,080 11,990 10,900 ie 39“ 6 te 40 26s 16,800 f 15,680 13,440 12,320 11,200 = 40“ 6 A 6, ee 17,550 16,380 14,040 12,870 11,700: - 41“ 6 oS 426. 18,300 17,080 14,640 13,420 12,200 S 42" 6 ft 46 26455 21,300 19,880 17,040 15,620 14,200 a 46“ 6 ae 250 Oe 24,300 | 22,680. 19,440 17,820 16,200 a 50“ Ginches in fength.. 22... Rveieovs 30,000 28,000 24,000 .22,000 20,000 Note 1.—The length of cars referred to in this Rule is based on the plat- form measurement of flat cars and inside measurement of all other cars, except that on refrigerator cars having ice boxes constructed in ends thereof extending from top of car partially to floor thereof, the length shall be com- puted from the inward side of the ice box. The platform measurement of flat cars and the inside measurement of other cars must be shown on manifests and transfer slips to connecting lines. Fractions of an inch will not be counted in computing length of cars. Note 2.—Time will be computed from the first day after the day on which order is received by carrier. In computing time Sundays and legal holidays (national, state and municipal) will be included. When the last day of the six day period is a Sunday or a legal holiday, the day following will be con- sidered the last of the six days. When a legal holiday falls on a Sunday, the following Monday will be treated as a legal holiday. Nore 3.—When a shipper orders a car of specified length within and includ- ing the minimum and maximum lengths for which the same minimum car- load weight is provided in Section F, the furnishing by carrier of a car of any length between and including such minimum and maximum lengths will be a fulfillment of shipper’s order. Note 4.—For lengths of cars see the Official Railway Equipment Register, i, CyC.-Ry WR. NOs ol... at, Ce R, 1. ks NO. On; Ind. oh. ©.-k. INGE POS: Ce Paka — Oe IeN, Neer No. 51, Mich. R. C.- . - é EES eebts Re. ere is Pe hte NOx On CISSUCU Dyn Ge. bo CONGLG, Agent) and reissues thereof. *NoTE 5.—For lengths of cars of Electric Lines prefixed by the symbol + on pages vii, viii, xv, xvi and xviii, see Official Interurban Railway Equip- ment Register No. 3, I. C. C. No. 16, Ohio No. 16, I. R. C. No. 16 and M. R. C. ah 18, (issued by A. L. Neereamer, Agent), supplements thereto and reissues thereof. (See Rule 6-B of Western Classification and Rule 24 of Southern Classification.) OFFICIAL CLASSIFICATION 301 RULE 28 Articles classified subject to this Rule will be rated at fourth-class rates plus the amounts shown in the following Table of Rates, unless otherwise provided in the Tariffs of individual carriers. TABLE OF RATES TO BE USED IN CONNECTION WITH RULE 28. When | The When The When | The When The When | The When | The When | The When The the Dif- | Amount/| the Dif- | Amount/|the Dif- | Amount] the Dif- | Amount)| the Dif-] Amount/| the Dif-| Amount!| the Dif-| Amount/| the Dif-| amount ference] tobe || ference} to be || ference | tobe |/ ference; tobe || ferenoc| tobe | ference] tobe |/ference| tobe || ference} tobe between} Added ||between| Added j/b Added ||bet Added Added j/bet Added {|b Added || between} Added the 8d [ tothe || the3d / tothe the 8d | tothe |] the3d } tothe |] the3d.| tothe |} the 34} tothe || the 3d | tothe |] the 3d | tothe and 4th 4th and4th 4th and 4th 4th and 4th 4th and 4th 4th and 4th 4th and 4th 4th and 4th 4th Clasa Class Class Clase Class Class Class Class Class | Class Class | Class Class | Class Class | Class Rateis} Rate || Rate is} Rate || Rate is| Rate || Kate is} Rate || Rate is} Rate |} Rateis| Rate || Rateis} Rate |! Rateis| Rate will be will be will be ‘will be will be will be will be will be (Gente) | (Cents) |] (Cents) } (Cents) || (Cents). | (Cents) |! (Cents) | (Cents) |) (Cents) | (Cents) |) (Cents) | (Cents) || (Cents) | (Cents) |] (Cents) | (Cents) 5 sO 402 15 He We0ri42.81|19.6] 4.1 ||d5.38.| 5.4 1119.0 | 6.7%. 1122.7 | 7-9: 1126.4 |.9.2 aC 2} 4.8] 1.5} 8.0} 2.8 {111.7 } 4.1 115.4 | 5.4 1119.1] 6.7 122.8 | 8.0 126.5] 9.3 BIG: 2 | 4.41] 1.5] 8.1] 2.8 |] 11.8 | 4.1 1715.5 | 5.4 119.2 | 6.7 22.9} 8.0 1126.6] 9.3 8 3 || 4.5) 1.6 || 8.2] 2.9 |} 11.9 | 4.2 115.6 | 5.5 119.3 | 6.8 }/23.0 |] 8.1 1126 7} 9.3 9 3 i] 4.6] 1.6 |} 8.38] 2.9 112.0} 4.2 115.7 | 5.5 |}19.4 | 6.8 123.1 | 8.1 1126.8] 9.4 AEG 44) 4.7] 1.6 |} 8.4] 2.9 1112.1 | 4.2 115.8 | 5.5 119.5 | 6.8 |} 23/2 | 8.4 1126.9 | 9.4 1.1 acl 4.5: | bef |25.0 165.0 ||12.8 | 4oo5[20.9 | 0.6 119.6 | 6.9 1193.3 | 8.2 27.0.1 9-5 1.2 41 4.9] 1.7 || 8.6 { 3.0 112.3 | 4.3 16.0] 5.6 |/19.7 | 6.9 1123.4 |] 8.2 197.1} 9.5 1.3 -5 |} 5.0] 1.8 | 8.7] 3.0 }12.4 | 4.3 }}16.1 1 5.6 119.8 | 6.9 }123.5 | 8.2 1127.2 | 9.5 1.4 -5 |] 5.17 1.8 |} 8.8 | 3.1 |}12.5 | 4.4 1116.2 | 5.7 19.9 | 7.0 123.6 | 8.3 1127.3 | 9.6 1.5 5] 5.21 1.8 || 8.9 | 8.1 1112.6 | 4.4 16.3 | 5.7 |}20.0 | 7.0 1123.7 | 8.3 1127.4 | 9.6 1G 6 5.8, 1.9 | 9.0] 8.2 12.7 |] 4.4 1116.4 | 5.7 |} 20.1 | 7.0 123.8 | 8.3 1127.5 | 9.6 1.7 6} 6.4} 1.9] 9.1] 8.2 1112.8 | 4.5 116.5 | 5.8 20.2 | 7.1 1123.9 | 8.4 127.6} 9.7 1.8 -6 | 5.5} 1.9 | 9.2} 8.2 |}12,9 | 4.5 116.6 | 5.8 120.3 | 7.1 1}24.0 | 8.4 127.7 | 9.7 ao 7 |} 5.6} 2.0) 9.38] 3.8 118.0 | 4.6 116.7 } 5.8 [1}20.4 | 7.1 124.1 | 8.4 127.8] 9:7 2.0 7 i 5.7] 2.0) 9.4] 8.38 113.1 | 4.6 16.8 | 5.9 | 20.5 | 7.2 1124.2 | 8.5 [127.9 | 9.8 2.1} 4.741) 5&8 | 2.0 | 955} $8 1438.2 1] 4.6 16-9 1 5.9 1120.6} 7.2 1124-3 | 8.5 1198.0) 9.8 2.2 8 || 5.9] 2.1 |} 9.6} 8.4 113.3 | 4.7 117.0 | 6.0 120.7 | 7.2 1124.4 | 8.5 1198.1] 9.8 2:3 -8 || 6.0] 2.1 || 9.7 | 3.4 18.4 | 4.7 }17.1 |] 6.0 20.8 | 7.3 |124.5 | 8.6 28.2] 9.9 2.4 8H 6.14 2.1 |} 9.8] 3.4 18.5 } 4.7 1}17.2 | 6.0 20.9 |] 7.3 1124.6} 8.6 1128.3 | 9.9 2.5 9} 6.2} 2.2 || 9.9} 8.5 18.6 | 4.8 17.3 } 6.1 21.0] 7.4 1124.7] 8.6 1128.4} 9.9 2.6 9] 6.38] 2.2 110.0} 3.5 18.7 | 4.8 117.4 |] 6.1 }} 21.1 | 7.4 || 24.8 | 8.7 |} 28.5 110.0 2.7 9} 6.4} 2.2 110.1] 8.5 18.8 | 4.8 117.5 | 6.1 21.2 | 7.4 |}24.9 | 8.7 1128.6 }10.0 2.8) 1.0] 6.5] 2.3 |}10.2] 3.6 13.9 | 4.9 117.6 | 6.2 |}21.3 | 7.5 ||/25.0 | 8.8 }}28.7 110.0 2.9] 1.0] 6.6} 2.3 10.3 | 3.6 114.0 | 4.9 17.7} 6.2 |}21.4 | 7.5 125.1] 8.8 }}28.8 }10.2 3.0] 1.1 || 6.7 | 2.8 10.4] 3.6 14.1 | 4.9 }}17.8 | 6.2 21.5 | 7.5 [125.2 | 8.8 ||} 28.9 }10.1 Stet. 638 1 2.4 W055 1 6.7 4-21 5.0 oe 6.3 ||21.6 | 7.6 125.3 | 8.9 || 29.0 |10.2 8.91 21-l) 6.9 | 2.4 110.6 | 3.7 |le-3 ) 5-0 48.01 623721.7 1 7-6 |\25.4 | 8.9: 29.1 110.2 3.3 | 1.2] 7.0| 2.5 110.7 | 3.7 14.4] 5.0 118.1] 6.3 121.8] 7.6 125.5 | 8.9 1129.2 110.2 3.41 1.2] 7.1] 2.5 110.8} 3.8 114.5 | 5.1 118.2 | 6.4 121.9 | 7.7 1125.6 | 9.0 || 29.3 110.3 $.5 | 1-2 | -7.2-1 2-5 110.9 | 8.8 14.6) 6.7 28.8 | 6.4 112270 | 7.7 1125.7 | 9:0 1129.4 110.3 3.6 | 1.3 |] 7.3] 2.6 ]11.0 | 3.9 }14.7 | 5.1 1}18.4 | 6.4 22.1) 7.7 125% | 9.0 129.5 110.3 3.7| 1.3 1 7.41 2.6 11.1 | 3.9 |}14.8 7 5.2 18.51 6.5 (22.2 | 7.8 ||25.9 | 9.1 29.6 }10.4 328] 123 \— «20 | 220" || lee | O90 |) 1400 [20.2 4115.64 67501122317 1.87] 26,0 129.9 || 2907 110.4 3.91 1.4} 7.6 | 2.7 111.8 | 4.0 115.0 | 5.3 118.7 | 6.5 122.4 | 7.8 1126.1] 9.1 1}29.8 {10.4 4.0} 1.4] 7.7 | 2.7 11.4 | 4.0 15.1 | 5.3 118.8 | 6.6 | 22.5 | 7.9 |}26.2 | 9.2 29.9 |10.5 4.1?1.4 |] 7.8) 2.7 |}11.5 | 4.0 15.2 | 5.3 1118.9 | 6.6 1122.6] 2.9 1126.3 | 9.2 |/30.0 110.5 RULE 29 Tank Cars of Private Ownership—Obligation to furnish; mileage allow- ance; and equalization of mileage. [Sec 1.] In providing ratings in this Classification for articles in tank cars, the carriers whose tariffs are governed by this Classification do not assume any obligation to furnish tank cars. When tank cars are fur- nished by shippers or owners, mileage at the rate of three-quarters (%4) of one cent per mile will be allowed for the use of such tank cars, loaded or empty, provided the cars are properly equipped. No mileage will be allowed on cars switched at terminals nor for movement of cars under empty freight car tariffs. [Sec. 2.] Private tank cars will be moved empty, without charge, at the time movement is made between stations or junction points on the 302 FREIGHT CLASSIFICATION lines of carriers whose tariffs are governed by this Classification (either | individually or jointly), including delivery to connecting lines, subject to the following conditions: (a). Should the aggregate empty mileage of any owner’s cars on June 30th of each year, or at the close of any such yearly period as may be mutually agreed upon, exceed the aggregate loaded mileage on the lines of such carriers individually (or jointly when mileage accounts are computed jointly), such excess must be paid for by the owner, either by an equivalent loaded mileage during the succeeding six months, or, at tariff rates without minimum, plus the mileage that has been paid by the carriers to the owners on such excess empty mileage. Any excess of loaded mile- age over empty mileage of any owner’s cars at the end of the accounting period will be continued as a eredit against the empty movement’ of such cars for the ensuing twelve months. (b). New cars or newly acquired cars, moved empty to home or load- ing point by order of the owner, must be billed at regular tariff rates. (See Rule 32, Section 2, of Western Classification. No cor- responding rule in Southern Classification. ) RULE 30 Interstate Commerce Commission Regulations for the Transportation of Dangerous Articles other than Explosives The ratings provided in this Classification for Dangerous Articles, other than Explosives, are subject to the Interstate Commerce Commission’s Regulations for the Transportation of Dangerous Articles other than Ex- plosives. (See Rules 39 and 42 of Southern Classification and Rules 43 and 44 of Western Classification.) RULE 31 Charges not to be Advanced to Shippers, ete. © No charges of any description will be advanced to shippers, owners, consignees or agents thereof; nor to draymen or warehousemen for ship- pers, owners, consignees or agents thereof. (See Rule 33 of Western and Southern classifications. ) RULE 32 Application of Commodity Rates Versus Class Rates Whenever a carload (or less than carload) commodity rate is estab- lished it removes the application of the class rates to or from the same points on that commodity in carload quantities (or less than carload quan- tities, as the case may be), except when and in so far as alternative use of class and commodity rates is specifically provided for by including in different sections of one and the same tariff such class and commodity rates, and by including in each section of such tariff the specific rule, “If the rates in Section .... of this tariff make a lower charge on any shipment than the rates in Section .... of this tariff, the rates in Section . will be applied.” (See Rule 36 of Western Classification and Rule 22 of Southern Classification.) OFFICIAL CLASSIFICATION 303 RULE 33 Definition of “Nested” Section 1. Unless otherwise provided, the term “nested,” used in pack- age specifications in this classification, means that three or more different sizes of the article, for which the “nested” specification is provided, must be enclosed each smaller within each next larger; ar that three or more of the article, for which the “nested” specification is provided, must be placed one within the other so that each upper article will not project above the next lower article more than one-third (14) of its height. “Nested” Ratings Not to Apply Section 2. The provisions shown in Section 1 of this Rule prohibit the application of “nested” ratings when articles of different name or material, whether grouped in one description or shown separately, are nested or enclosed one within the other. (See Rule 10 of Western and Rule 10 of Southern Classifi- cation.) RULE 34 Disposition of Fractions in Computing Rates *Unless otherwise provided, in computing a rate based on a multiple or proportion of another rate, such as 110 per cent of the first class rate or the specified percentage increases for non-compliance with any of the classification requirements, ete., fractions of one (1) cent shall be ex- pressed decimally in tenths of one (1) cent, fractions of less than five hundredths (.05) of one cent to be dropped and fractions of five hun- dredths (.05) of one cent, or more to be increased to a full tenth of one cent; for example: If the final computation produces seventy and twenty- four hundredths (70.24) cents the rate to be charged will be seventy and two tenths (70.2) cents, the fraction of four hundredths (.04) of one cent being dropped, and if the final computation produces seventy and twenty-five ats tee (70.25) cents, the rate to be charged will be seventy and three tenths (70.3) cents, the fraction of five hundredths (.05) of one cent being increased to a full tenth of one cent. Penalties for false billing, ete., by car- riers, their officers and agents, Penalties for false repre- sentation by shippers. WESTERN CLASSIFICATION RULE 1 Section 10 of the Act to Regulate Commerce reads, in part, as follows: “Any common carrier subject to the provisions of this act, or, when- ever such common carrier is a corporation, any officer or agent thereof, or any person acting for or employed by such corporation, who, by means of false billing, false classification, false weighing, or false report of weight, or by any other device or means, shall knowingly and willfully assist, or shall willingly suffer or permit, any person or persons to obtain transportation for property at less than the regular rates then established and in force on the line of transportation of such common carrier, shall be deemed guilty of a misdemeanor, and shall, upon conviction thereof in any Court of the United States of competent jurisdiction within the dis- trict in which such offense was committed, be subject to a fine of not exceeding five thousand dollars, or imprisonment in the penitentiary for a term not exceeding two years, or both, in the discretion of the Court, for each offense.” The foregoing extract is quoted for the information and guidance of agents of the carriers. “Any person, corporation or company, or any agent or officer thereof, who shall deliver property for transportation to any common carrier, sub- ject to the provisions of this act, or for whom as consignor or consignee any such carrier shall transport property, who shall knowingly and wil- fully, directly or indirectly, himself or by employe, agent, officer, or other- wise, by false billing, false classification, false weighing, false representa- tion of the contents of the package, or the substance of the property, false report of weight, false statement, or by any other device or means, whether with or without the consent or connivance of the carrier, its agent, or officer, obtain or attempt to obtain transportation for such property at less than the regular rates then established and in force on the line of transportation; or who shall knowingly and wilfully, directly or indirectly, himself or by employe, agent, officer, or otherwise, by false statement or representation as to cost, value, nature, or extent of injury, or by the use of any false bill, bill of lading, receipt, voucher, roll, account, claim, certificate, affidavit, or deposition, knowing the same to be false, fictitious, or fraudulent, or to contain any false, fictitious, or fraudulent statement or entry, obtain or attempt to obtain any allowance, refund, or payment for damage or otherwise in connection with or growing out of the transporta- tion of or agreement to transport such property, whether with or without the consent or connivance of the carrier, whereby the compensation of such carrier for such transportation, either before or after payment, shall in fact be made less than the regular rates then established and in force on the line of transportation, shall be deemed guilty of fraud, which is hereby declared to be a misdemeanor, and shall, upon conviction thereof in any Court of the United States of competent jurisdiction, within the district in which such offense was wholly or in part committed, be sub- 304 WESTERN CLASSIFICATION 305 ject for each offense to a fine of not exceeding five thousand dollars, or imprisonment in the penitentiary for a term of not exceeding two years, or both, in the discretion of the Court: Provided, that the penalty of imprisonment shall not apply to artificial persons.” The foregoing extract imposes upon shippers the obligation to furnish the correct description of property tendered carriers for transportation, but the carriers themselves should exercise proper and reasonable diligence to determine the correct description of the property. (Compare Rule 4-A of Official Classification and Rule 6 of Southern Classification. ) J RULE 2 Ratings on various articles are conditioned upon actual valuations de- clared by the shippers at time and place of shipment and the following stipulation must be entered in full on shipping order and bill of lading and signed by the shipper: — hereby declare the value of the property herein described to be O10 36. @ (00 O 6.96 O° Re) 9 Ee Oc.0 we © 0 Jo aus (4) one ¢ teddy 0 Ou fus Bebe 6. 0 0: of 0 (ele 6b 6.0 we 6 Gee, (Shipper’s Signature.) Where shipper refuses to declare value at time and place of shipment goods will not be accepted for transportation. (No corresponding general rule in Official or Southern clas- sification. ) > RULE 3 Unless otherwise provided, the following property will not be accepted: Bank Bills, Coin or Currency, Deeds, Drafts, Notes or Valuable Papers of any kind, Jewelry, Postage or Revenue Stamps, Precious Metals or Articles manufactured therefrom, Precious Stones. (See Rule 14 of Official Classification and Rule 3 of Southern Classification. ) RULE 4 The ratings in this Classification do not obligate the carriers to receive freight liable to impregnate or otherwise damage equipment or other freight. Such freight may be accepted and receipted for “Subject to delay for suitable equipment,” or may, for lack of suitable equipment, be refused. (See Rule 20 of Official Classification and Rule 4 of Southern Classification. ) Property of extraordinary value not accepted. Freight liable to damage other freight or equipment not accepted. Carriers’ agents must not act as agents of shippers or consignees. Carload shipments defined. Distribution of carload shipments, Minimum weights on light and bulky freight. When 36 feet 6 in. car is ordered and carrier fur- nishes larger ear. FREIGHT CiuASSIFICATION RULE 5 306 Carriers’ Agents must not act as Agents of shippers or consignees for the assembling or distribution of freight. (See Rule 5-B of Official Classification and Rule 19, Sections 2, 3, and 4, and Rule 20 of Southern Classification.) RULE 6 A. Section 1, Except as provided in Rule 18, carload ratings apply only when a carload of freight is shipped from one station, in or on one car (except as provided in Rule 24), in one day, by one shipper for delivery to one consignee at one destination. Only one bill of lading from one load- ing point and one freight bill shall be issued for such carload shipment. The minimum carload weight provided is the lowest weight on which the carload rating will be computed. Section 2. Carload ratings will not apply on freight consigned to, or in eare of Carriers’ Agents for the purpose of assembling, forwarding or deliv- ering less than carload shipments in order to effect the application of the carload ratings thereon. Less than carload ratings will be applied on the entire shipment. (See Rule 5-B of Official Classification and Rule 19, Section 1, of Southern Classification.) B. Section 1. Minimum weights provided in this Classification will apply on all sizes of cars, except that premium and deduction charges will be applied to light and bulky articles designated by note, as “subject to Rule 6-B,” whether loaded in box cars or on open cars. Section 2. Upon such light and bulky articles, the standard car will be 36 feet in length, inside measurement, 3% per foot to be added for each foot in excess of 36 feet, and 3% per foot to be deducted for each foot less than 36 feet, with a minimum of 91%, all percentages to be based on in- side dimensions. In applying premium and deduction charges, fractions of a foot, six inches or less, to be disregarded. (See Table of Percentages and Minimum Weights, on following page.) Section 3. When a shipper orders a car 36 feet 6 inches or less in length for articles “subject to Rule 6-B,”’ and the carrier is unable to furnish car of desired length when ordered, a longer car will be furnished under the following conditions: lst. If the carrier is unable to furnish car of desired length but fur- nishes a longer car not exceeding 40 feet 6 inches in length, the minimum weight for the car furnished shall be that fixed for the car ordered, eas that when the loading capacity of the car is used, the minimum weight shall be that fixed for the car furnished. 2nd. If the carrier is unable to furnish car of the desired length, or in place thereof a car not exceeding 40 feet 6 inches in length within six (6) days from the date car is ordered, and, after the expiration of such period, furnishes a longer car than ordered, the minimum weight for such car shall be that fixed for the car ordered, except that when the loading capacity of the car is used, the minimum weight shall be that fixed for the car fur- nished. ‘ | Tahie showing minimum @. L. weights applicable under Rule and bulky freight shipped in cars of different 1 hao WESTERN CLASSIFICATION 307 6-B (see preceding page) to light engths (inside dimensions), 33 ft. 6in. {Over 33 ft. 6 in.\Over 34 ft. 6 in. Over 35 ft. 6 in.|Over 36 ft. 6 in. Over 87 ft. 6 in, _ L@Hgth of car. and to and ine. to and ine. to and inc, to and inc. to and inc. _ Dimensions inclusive) under 34 ft. 6 in. 35 ft. 6 in. $6 ft. 6 in. 37 ft. 6'in. 38 ft. 6 in Minimum weights 91% 94% 97% 100% 103% 106% 5,000 lbs, 4,650 4,700 4,850 5,000 5,150 5,300 000 * 4289 7,520 7,760 8,000 8,240 8,480 9,900, * , 190 8;460 8,730 9,000 9,270 9,540 10,000 * 9,100 9,400 §,700 10,000 10,300 10,600 11,000 * 10,010 10,340 10,670 1,000 11,330 11660 12,000 * 10,920 11,280 11,640 12,000 “12,360 12,720 j000 * 13;740 13,160 580 14,000 14,420 14,840 15,000 * 13,650 14,100 14,550 15,000 15,450 15,900 16,000 “ 14,560 15,040 15,520 16,000 16,480 16,960 18,000 “ 16,380 16,920 17,460 18,000 18,540 9,080 20,000 “ 18,200 18,800 19,400 20,000 20,600 21,200 22,000 “ 20,020 20,680 21,340 22,000 22,660 23,320 24,000 “ 21,840 22,560 23,280 24,000 24,720 25,440 _ 30,000 “ 27,300 28,200 29.100 | 30,000 30,900 31,800 O94 Over 89 ft. 6 in%Over 39ft. 6 in ver 40 ft. 6 in.Over 41 ft. 6 in. Over 42 ft. 6 in.|Over 43 ft. 6 ir .. Length of Car to and ing. to and int: | toandin¢; «| to aid ine, to and inc, o and ine, (Dimensions inclusive) | 89 ft. 6 in, 40 ft: 6 in. 41ft Gin. 42 ft; 6 in. 43 ft. 6 in 44 ft, 6 in. : Minimum weights 109% 112% 115% 118% 121% 124% 5,000 lbs. 5,450 "5,600 5,750 5,900 6,050 6,200 ,000 “ 8,720 8,960 9,200 9,440 9,680 9,920 9,000 “ 9,810 10,080 10,350 10,620 10,890 11,160 10,000 “ 10,900 11.200 11,500 11,800 12,100 12,400 11,000 “ 11,990 12,320 12,650 12,980 13,310 13,640 12,000 * 13,080 13,440 13,800 14,160 14,520 14,880 14,000 “ 15,260 15,680 16,100 16,520 16,940 17,360 15,000 “ 16,350 16,800 17,250 17,7 18,150 18,600 16,000 “ . 17,440 17,020 18,400 18,880 19,360 19,840 18,000 * 19,620 20,160 20,700 21,240 21,780 22,320 000 * 21,800 22,400 3, 23,6 24,200, 24,800 22,000 “ 23,980 24,640 25,300 25,96 26,620 27,280 24,000 “ 26,160 26,880 7 600 28,320 ,040 29,760 oe OU;000. 32,700 33,600 34,500 35,400 36,300 37, E Over 44 ft. 6 in. Over 45 ft. 6 in.Over 46 ft. 6 in.Over 47 ft. 6 in.|Over 48 ft. 6 in.|Over 49 ft. 6 ia “Length of Car to.and inc. to and ine. to and ine. to and ine. to and inc. to and inc. {Dimensions inclusive) | 45-ft. 6 in. 46 ft.6in. } 47 ft. 6in. 48 ft. 6 in. 49 ft. 6 in. 50 ft. 6 in, * Minimum weights 127% 130% 133% 136% 139% 142% 5,000 lbs, 6,350 6,500 6,650 6,800 6,950 7,100 8,000 “ 10,160 10,400 10,640 880 11,120 11,360 9,000 “ 11,430 11,700 11,970. 12,240 12,510 12,780 10,000 “ 12,700 13,000 13,300 13,600 13,900 14,200 11,000 “ 13,970 14,800 14,630 14,960 15,290 15,620 12,000 “ 5,240 15,600. 15,960 16,320 16,680 17,040 14,000 “ 17,780 18,200 18,620. 19,040 19,460 -19,880 000 “ 19,050 19,500 19,950 20,400 20,850 21,300 16,000 “ 320 20,800 21,280 21,760. 22,240 22,720 18,000 “ 22,860 23,400 23, 4,480 25,020 25,560 20,000. “ 25,400 26,000 26,600 27,200 27,800 28,400 1,000 .-“ 27,940 28,600 29,260 29,920 30,580 31,240 {000 4 30,480 31,200 31,920, 32,640 33,360 34,080 30,000. “ 38,100 4 39,900 - - 40,800 41,700 42,600 If a longer car than ordered is furnished, the following notation must be made by Agent on Bill of Lading and Waybill: ft. in length ordered by shipper on ft. in length furnished by carrier on..... under Rule 6-B, Western Classification.” ¢ 0 6 6 te 8 6s 8 £ eS 6 Oe When over 36 ft. 6 in. car , cannot be 308 FREIGHT CLASSIFICATION Section 4. When a shipper orders a car over 36 feet 6 inches in length for articles “subject to Rule 6-B,” and car of the length ordered cannot be furnished and furnished within six (6) days after receipt of order (see Note 2), carrier one larger or two smaller cars are substituted. Computation of time. Lengths be- tween mini- mum and maximum. Car dimen- sions and capacities. will, after expiration of such period, furnish a longer car or two shorter cars under the following conditions: Ist. If the carrier is unable, within six (6) days after receipt of order (see Note 2), to furnish car of the length ordered, and furnishes a longer car, the minimum weight shall be that fixed for the car ordered, except that when the loading capacity of the car is used, the minimum weight shall be that fixed for the car furnished. If a longer car than ordered is*furnished, the following notation must be made by Agent on Bill of Lading and Waybill: a eee ae ft. in length ordered by shipper on.................. (date) COP itus... it. My jengtn. tirpisiied By CaTTier: Ob«.... ~axGieds ov (date) under Rule 6-B, Western Classification.” 2nd. If the carrier is unable, within six (6) days after receipt of order (see Note 2), to furnish car of the length ordered or a longer car than. ordered, and furnishes two shorter cars in place of the car ordered, one of the cars (the longer car of the two if of different lengths) shall be charged the minimum weight fixed for such car (actual or estimated weight if greater), and the remainder of the shipment loaded in or on the other car shall be charged at actual or estimated weight and carload rate, but in no case shall the total weight charged for the two cars be less than the minimum weight fixed for the car ordered. When two shorter cars are furnished in-place of the car ordered, the following notation must be made by Agent on Bill of Lading and Waybill: EE. ies ft..:in length ‘ordered by: shipper onm....:..°........% (date) two cars...... Whe. ft. in length furnished by carrier on.......... Fc Vee Ds Btw ores (date) under Rule 6-B, Western Classification.” Section 5. Except when furnished by carrier in place of a shorter car ordered, if a car over 36 feet 6 inches in length is used by shipper for load- ing articles “subject to Rule 6-B,’ without previous order having been placed by shipper with carrier for a car of such size, the minimum weight shall be that fixed for the car used. Note 1.—The length of cars referred to in this Rule is based on the platform measurement of flat cars and inside measurement of all other cars, except that on refrigerator cars having ice boxes constructed in ends thereof extending from top of car partially to floor thereof, the length shall be computed from the inward side of the ice box. The platform measurement of flat cars and the inside measurement of other cars must be shown on the manifests and transfer slips to connecting lines, Note 2.—Time will be computed from the first day after the day on which order is received by carrier. In computing time, Sundays and legal holidays (national, state, and municipal) will be included. When the last day of the six-day period is a Sunday or a legal holiday, the day following will be considered the last of the six days. When a legal holiday falls on a Sunday, the following Monday will be treated as a legal holiday. Note 3.—When a shipper orders a car of specified length within and including the minimum and maximum lengths for which the same mini- mum carload weight is provided in table of Section 2, the furnishing by carrier of a car of any length between and including such minimum and maximum lengths will be a fulfilment of shipper’s order. Notre 4.—For dimensions and capacities of cars, see the Official Rail- way Equipment Register, I. C. C.-R. E. R.-No, 48 (issued by G. P. Conard, Agent), and reissues thereof. (See Rule 27 of Official Classification and Rule 24 of Southern Classification.) WESTERN CLASSIFICATION 309 RULE 7 Section 1. Freight, when delivered to carriers to be transported at less than carload or any quantity ratings, must be marked in accordance with the following requirements and specifications, except as provided in Sec- tion 2 (b) of this Rule, or otherwise provided in specific items in this Classification. If these requirements and specifications are not complied with, freight will not be accepted for transportation. Section 2. (a). Each package, bundle or loose piece of freight must be plainly, legibly and durably marked by brush, stencil, marking crayon (not chalk), rubber type, metal type, pasted label (see Note 1), tag (see Note 2), or other method which provides marks equally plain, legible and dura- ble, showing the name of the consignee, and of Town or City and State to which destined. When consigned to a place of which there are two or more of the same name in the same State, the name of the County must also be shown. When consigned to a place not located on the line of a carrier, it must also be marked with the name of the station at which the consignee will accept delivery. When consigned “To Order,” it must be so marked, and further marked with an identifying symbol or number which must be shown in shipping order and bill of lading. “ Poe 1.—Labels must be securely attached with glue or equally good adhesive. NoTE 2.—Tags must be made of metal, leather, cloth or rope stock or sulphite fibre tag board, sufficiently strong and durable to withstand the wear and tear incident to transportation; and When such cloth or board tag is tied to any bag, bale, bundle or ee of freight, it must be securely attached through a reinforced eyelet. Tags used to mark wooden pieces or wooden containers must be fastened at all corners and center with large-headed tacks or tag fasteners; or ; : : Tags may be tied to wooden pieces when the freight would be injured by the use of tacks or tag fasteners. ; Tags tied to bags, bales, bundles or pieces must be securely attached by strong cord or wire, except that when tied to bundles or pieces of metal, they must be securely attached by strong wire or strong tarred cord. (b). A shipment that fully occupies the visible capacity of a car, or that weighs 24,000 Ibs. or more, when shipped from one station, in or on one car, in one day, by one shipper for delivery to one consignee at one destination, need not be marked. (c). The marks on bundles, packages or pieces must be compared with the shipping order or bill of lading, and corrections, if necessary, made by the shipper or his representative before receipt is signed. (d). Old consignment marks must be removed or effaced. (e). Freight in excess of full cars, except where such excess is the re- sult of carrier’s failure to furnish car ordered by shipper (see Rule 24) must be marked as required for less than carload freight. (See Rule 3 of Official Classification and Rule 7 of Southern Classification. ) RULE 8 - Section 1. Unless otherwise provided for in the Classification, all freight shipped in crates, bales, bags or bundles will take when shipped in crates, the next class higher (greater) than in boxes, and when shipped in bales, Marking freight. Marking specified. Labels. Tag re- quirements. Freight exempt from marking. Comparing marks with shipping order or bill of lading. Old marks to be re- moved. Freight in excess of full cars to be marked. Ratings ap- plicable on different kinds of packages. Freight in insecure packages not accepted. Freight must be enclosed .by container. Fragile articles to be packed. Definition of “‘Packed.”’ Construction of containers. Box speci- fications, Crate speci- fications. Specifications for pails, firkins, kits and tubs. 310 FREIGHT CLASSIFICATION bags or bundles one class higher (greater) than in crates. Where same rating is provided for articles shipped in bundles or boxes, the rating given will apply upon shipments of the same articles in crates. When no rating is shown for articles in boxes, the rating shown for the same article in crates will apply. When not otherwise specified in the Classification, where the same rating is provided for articles shipped in crates or boxes, the same articles shipped in bundles will take the next class higher (greater). When not otherwise specified in the Classification, the rating given on shipments in boxes shall apply upon shipments in barrels or kegs, or in drums (see Section 10 of this Rule), and “‘vice versa.” Shipments made in basket work packages (combined woven wood and wire), or in boxes with slatted tops, are ratable as in crates. Section 2. Freight will be accepted only when the containers are of suffi- cient strength and security to afford reasonable and proper protection to the freight which the containers enclose. Section 3. Articles for which containers are specified must be enclosed by the containers so that no ends or other parts protrude, unless otherwise provided in the separate description of articles. Section 4. (a). Articles that are easily broken must be protected by packing material within the container to prevent breakage. (b). When the term “packed” is used in package specifications it means that the article for which the “packed” specification is provided must be protected by or with partitions, wrappers, excelsior, straw or other packing material that will afford adequate protection against break- age or damage. Section 5. All containers must be strongly made from material of suffi- cient strength to protect the articles against ordinary risks of transpor- tation, and must also conform to the specifications of this Rule. Special conditions respecting the construction of containers, shown in the separate descriptions of articles, must be observed. Section 6. Boxes must be made of Iron or Steel, not less than 16 gauge U. S. Standard, or of Wood, except as provided in Rule 42, with solid or closely fitted sides, ends, tops and bottoms, securely fastened. Wooden boxes of unusual size or carrying unusual weight must be strapped or be reinforced by cleats. Section 7. Crates must be made of Wood, protecting contents on sides, ends, top and bottom, and no part of the contents shall protrude. Crates must hold contents securely in place and be so constructed that the freight may be taken into and out of the car or vessel within the crate. Surfaces liable to be damaged must be fully protected. Pieces forming the crates must be of sound material, free from defects that materially lessen their strength. Crates of unusual size or carrying unusual weight must be strapped or be reinforced by cleats placed diagonally. Crates in circular form must be reinforced at ends by metal or wooden hoops securely fastened to the package. Section 8. (a). Pails, Firkins, Kits and Tubs must be made of Wood, Indurated Fibre, Compressed Pulp, or of Iron or Steel, except as provided in Rule 42, and WESTERN CLASSIFICATION 311 (b). When made of Iron or Steel, Tops must fit closely, and must be secured by crimping into the sides; or by one or more iron or steel clamps extending across the top and securely clamped to opposite sides; or securely clamped to sides by not less than four iron or steel clamps or lugs; or when Friction Tops are used they must be completely and securely set in place and tightly clamped to sides by not less than two iron or steel clamps or lugs; or (c). When made of Wood, Heading or Tops must be made of one piece, or of two or more pieces closely fitted, or of three or more plies of Veneer firmly glued together cross grain, and (d). Heading must be securely held in grooves (crozes) or on shoulders by hoops or head liners, or when the packages are without grooves (crozes) or shoulders, heading must be securely held in place by head liners, which must be fastened by cement-coated nails, toe-nailed through the head liner and top into the sides; or (e). Top nailed to sides with not less than three cement-coated nails and reinforced with two or more metal straps or wires crossing at center of top, encircling the package; or (f). Top nailed to sides with not less than three cement-coated nails and reinforced with two or more metal straps or wires crossing at center ot top, with ends of straps or wires brought over and secured to the hoops, sides or bottom; or (g). Top nailed to sides with not less than three cement-coated nails and reinforced with three or more bands riveted at the center of top, and ends brought over and secured to the hoops, sides or bottom; or (h). Top nailed to sides with not less than three cement-coated nails and held tightly in place by a metal hoop not Jess than one inch in width crimped into or over the edge of the top, and crimped into or nailed to the sides; or (i). When tops are fifteen inches or more in diameter, top must be nailed to sides with not less than six cement-coated nails, not less than one and one-half inches long and reinforced with not less than six metal clamps; the points of the clamp to be barbed and cement-coated and not less than one-half inch in length, driven into top and sides, equal distances apart; or (j). When tops are less than fifteen inches in diameter, top must be nailed to sides with not less than four cement-coated nails not less than one and one-half inches long and reinforced with not less than four metal clamps; the points of clamps to be barbed and cement-coated and not Jess than one-half inch in length, driven into top and sides, equal distances apart; or (k). When top is encircled with a hoop extending over the side not less than one-half inch, meeting the top hoop on the package, the top must be secured to: the side by metal straps not less than one-half inch wide and four inches long, nailed to side and top equal distances apart with two nails (not tacks) at end of each strap, or with metal clamps, the points of which must be barbed and cement-coated and not less than one-half inch in length. When covers or tops are fifteen inches or more in diameter, not less than four straps or metal clamps must be used, and when covers or tops are less than fifteen inches in diameter, not less than three straps or metal clamps must be used; or Securing tops for iron or steel pails, etc, Securing wooden tops on wooden pails, ete. Securing metal tops on wooden pails, etc. Exception for wooden tubs. Securing wooden tops on indurated fibre pails, etc. 312 FREIGHT CLASSIFICATION (1). When made of ash, oak or spruce and top is encircled with a hoop, the hoop must extend over the side not less than one-half inch and be secured to the sides by metal straps not less than one-half inch wide and four inches long, nailed to side and top equal distances apart with two nails (not tacks) at end of each strap. When covers or tops are fifteen inches or more in diameter, not less than four straps must be used, and when covers or tops are less than fifteen inches in diameter, not less than three straps must be used; or (m). When made of Wood with Metal Tops, Top must have flange closely fitting over the edge of the side, and be nailed to side, nails not to be more than five (5) inches apart. (n). Wooden Tubs not conforming to requirements of Section 8 (c) to (1) inclusive, must have heading not less than one-half (1%) inch in thickness, secured by two battens extending completely across the head and the ends of battens must be nailed to sides of tub. (o). When made of Indurated Fibre, Heading or Tops must be made of wood in one piece, or of two or more pieces closely fitted, or of three or more plies of Veneer firmly glued together cross grain, and (p). Heading must be securely held in place by a metal hoop and by not less than five cement-coated nails, not less than one and one-half inches in length, driven through the hoop and side of the package into the heading, equal distances apart, or (q). Heading must be secured by not less than five metal clamps, equal distances apart, one end of each clamp to be driven up under hoop and the other end to be driven into heading; points of clamp to be not less than one-half inch in length, barbed and cement-coated. (r). When made of Compressed Pulp, pails meeting the requirements of paragraphs (s), (t), (u), (v), (w) and (x) will be accepted as ship- ping containers. (s). Body and bottom must be in one piece. Top must be in one piece; (t). Body, bottom and top must have been compressed under pressure of not less than 1,800 Ibs. to the square inch, must be not less than % of an inch in thickness and must have a resistance of not less than 300 lbs. to the square inch, Mullen Test. Gross weight of the ee and contents must not exceed 55 Ibs.; or (u). Body, bottom and top must have been compressed under pressure of not less than 1,800 lbs. to the square inch, must be not less than % of an inch in thickness and must have a resistance of not less than 375 Ibs. to the square inch, Mullen Test. Gross weight of the pail and contents must not exceed 90 Ibs. (v). Top must be made with a shoulder not less than 3; of an inch in thickness and not less than %4 of an inch in width, so constructed as to fit closely to the inner side of the body. (w). Top must be secured to the body by not less than four metal straps not less than %¢ of an inch in width, outer ends to be securely fastened to the body and inner ends to be joined and securely crimped together so as to form two complete straps crossing at center of top. WESTERN CLASSIFICATION (x). All compressed pulp pails that are made to conform to the re- quirements of paragraphs (s), (t), (u), (v) and (w) of this Rule must bear certificate of pail maker, labeled, printed or stamped in ink, showing that the pails do so conform; this certificate to be not less than 214x4 inches and to be a facsimile of the following in form and style of type and wording. (Name and address of pail maker, and figures showing thickness, pres- sure, resistance and gross weight limit, to be inserted by pail maker.) CERTIFICATE OF PAIL MAKER THIS PAIL IS MADE OF COMPRESSED PULP, WATER- PROOFED THROUGHOUT. THICHMUESS MOT. UUSS THAN. 5 ccis cigs in nnd cpawsine INCH COMPRESSED UNDER PRESSURE OF NOT LESS SRD. ut eae ee eess ox es ie ie rs Pore ee POUNDS| REPRISE ANCR CUULUUN VERO) 65500) iss cece see eos 4) ove stmmeds GROSS WEIGHT LIMIT.............. ie ee oc ie woe xInsert pail maker’s name and address. (y). When shipments are tendered for transportation in compressed pulp pails conforming to the requirements and specifications of this Rule, the shipper must certify on shipping orders and bills of lading as follows: “The pails used for this shipment conform to the specifications set forth in the pail maker’s certificate thereon, and all other requirements of Rule 8 of Western Classification.” Section 9. (a). Unless otherwise provided in the separate description of articles, the ratings shown for freight in barrels will also apply on such freight in hogsheads, pipes, puncheons, tierces, casks, drums (see Section 10 of this Rule), half-barrels, quarter-barrels, sixth-barrels, eighth-barrels, or kegs. Barrels, Casks, Hogsheads, Kegs, Tierces and similar containers other than Drums, must be made of Iron, Steel or Wood. (b). When made of Wood, Heads must be made of one piece or of two or more pieces closely fitted, and (c). (d). When these containers are used for articles not liable to loss from leakage or sifting and heading is one-half (144) inch or more in thickness, head may be countersunk or set below the grooves (crozes) but must be secured by two, or more battens extending completely across the head and the ends of the battens nailed to the sides of the container, or head held in place by head liner. Section 10. (a). The “Drum” referred to in this Rule and in package specifications is a straight sided cylindrical container without bilge, with ends (heads) of equal diameter and with or without bail or handle. Drums must be made of Iron, Steel, or Wood, except as provided in Rule 42, or in the separate descriptions of articles, Heads must be held securely in grooves (crozes) by hoops; or 313 Reference to rule on ship- ping orders and bills of lading. Application of barrel ratings. Specifications for barrels, etc. Heads of barrels, etc. “Drum” defined. Use restricted. Specifications, Drums for other than dry articles. Fastening ends. Specifications, Drums for dry articles. Drums with hoops. Beech, birch, elm, or hard maple drums. Drums with- | out hoops. Fastening ends, 314 FREIGHT CLASSIFICATION (b). When made of Wood, Must not be used as containers for liquids that are solvents of the mate- rial used to make the drum waterproof. (c). When used for other than dry articles, must be water-tight, and (d). Sides (shells) must be made of thfee or more plies of Veneer, hav- ing a total thickness of not less than one-fourth (44) inch; each ply must overlap the other so as to distribute the seams, and plies must be firmly glued together cross grain; and (e). Ends must be not less than one-half (14) inch in thickness, made of one piece of sound wood free from defects, or of three or more plies of Veneer firmly glued together cross grain; and (f). Ends must be set in tightly and securely glued to the sides, and further secured by metal or wooden hoops encircling the drum and fastened by nails not more than six inches apart, driven through the sides into the edges of the ends. Openings in ends must be closed by tight-fitting bungs securely glued. (g). When used for dry articles: (h). Drums with Hoops must have sides not less than one-fourth (14) inch in thickness, except as provided in paragraph (j) of this section. Ends must be securely held in place by complete hoops, nailed tightly to the inside of the shell, above and below the ends. Metal or wooden hoops must completely encircle the drum and be firmly attached to the sides, not more than six inches apart. Sides must be made of sound wood free from defects that materially lessen its strength, or of two or more plies of Veneer securely fastened together cross grain, or (i). If the wooden hoops are fastened to the barrel by staples not more than four inches apart, staples running through the hoop and all plies of Veneer and clinched on the inside and each ply of the Veneer overlapping the other so as to distribute the seams, the Veneer need not be cross grain. (j). When drums are made of Beech, Birch, Elm, or Hard Maple, the requirements of paragraph (h) may be varied from as follows: If the diameter of the drum does not exceed seventeen (17) inches, the sides must be not less than one-sixth (1/6) inch in thickness. If the diameter of the drum exceeds seventeen (17) inches, the sides must be not less than one-fifth (1/5) inch in thickness; plies of sides need not be cross grain if joints overlap. (k). Drums without Hoops must have sides made of three or more plies of Veneer, having a total thickness of not less than one-fourth (14) inch; each ply must overlap the other so as to distribute the seams, and plies must be firmly glued together cross grain; and (1). Ends must be not less than one-half (14) inch in thickness, made of one piece of sound wood free from defects, or of three or more plies of Veneer, firmly glued together cross grain, and must be nailed to sides and strapped as required for pails in Section 8 (c) of this Rule, or glued and nailed securely to sides. Openings in ends must be closed by tight-fitting bungs securely glued and further secured by nails, staples or straps. WESTERN CLASSIFICATION 315 (m). Drums conforming to specifications of paragraphs (d), (e) and (f) of this Section may also be used for dry articles. Section 11. Jacketed Metal Cans: (a). The Metal Can partially jacketed must have Iron, Steel or Wooden Jacket, covering sides and bottom. (b). The Metal Can completely jacketed must have Iron, Steel or Wooden Jacket, completely covering the can, except the mouth. (c). The Wooden Jacket must have thickness of not less than one- twelfth (1/12) inch for side and not less than one-fourth (14) inch for top and bottom, except as provided in Section 11 (d), and be reinforced with not less than two metal or wooden hoops, except that when the jacket is made in box form and of sound wood not less than three-eighths (%) inch in thickness, hoops will not be required. (d). If metal or wooden side is attached to the bottom or top of the jacket by nails or staples, the bottom and top must have thickness of not less than three-eighths (%) inch. (e). The seams of cans must be securely soldered or welded. (f). Freight in cans of less than one (1) gallon capacity will not be accepted for transportation unless enclosed in barrels, boxes or crates as provided in the separate description of articles. Section 12. Glass Carboys. The Carboy must be completely enclosed in a wooden box and so cushioned by packing material that the glass will not come in contact with the wooden covering, except that if the neck projects it must be protected on all sides by a wooden or metal hood securely attached to the box. When the hood is attached with nails or screws they must not come in contact with the body of the Carboy. Section 13. (a). Single Bags must be made of cloth, unless otherwise provided in the separate descriptions of articles, and be sufficiently strong and so closely woven and stitched as to carry contents safely and prevent sifting. (b). Double Bags must be made as follows: The outer bag must be made of cloth; the inner bag may be made of cloth or paper. Double Bags must be sufficiently strong to carry contents safely and prevent sifting, and both bags must be securely closed. (See Rule 8 of Southern Classification and Rule 8-A of Offi- cial Classification. ) RULE 9 A. Unless otherwise provided, when property is transported subject to the provisions of the Western Classification, the acceptance and use are required, respectively, of the “Uniform Bill of Lading,” “Straight” or “Order,” as shown on pages 97 to 100 inclusive. Specifications for jacketed metal cans. Jacketed cans less than one (1) gallon capacity. Specifications for packing glass carboys. Specifications for bags. Articles clas- sified subject or not subject to Uniform Bilt of Lading conditions. Insurance against ~ marine risks. 316 FREIGHT CLASSIFICATION B. In order that the consignor may have the option of shipping prop- erty, either subject to the terms and conditions of the Uniform Bill of Lading hereinafter set forth, or under the liability imposed upon common carriers by common law and the federal and state statutes applicable thereto, this Western Classification provides for different rates and for different forms of Bills of Lading to be used, respectively, as the consignor may elect to have a limited liability or a common carrier’s liability service. C. Unless otherwise provided in this Classification, property will be carried at the reduced rate specified if shipped subject to all terms and conditions of the Uniform Bill of Lading (as described above). If con- signor elects not to accept all the terms and conditions of the Uniform Bill of Lading, he should so notify the agent of the forwarding carrier at the time his property is offered for shipment. If he does not give such notice, it will be understood that he desires his property carried subject to the terms and conditions of the Uniform Bill of Lading in order to secure the reduced rate. D. Property carried not subject to all the terms and conditions of the Uniform Bill of Lading will be at the carrier’s liability, limited only as provided by common law and by the laws of the United States and of the several States in so far as they apply, but subject to the terms and condi- tions of the Uniform Bill of Lading in so far as they are not inconsistent with such common carrier’s liability, and the rate charged therefor will be ten per cent (10%) higher (subject to a minimum increase of one (1) cent per one hundred pounds) than the rate charged for property shipped subject to all the terms and conditions of the Uniform Bill of Lading. E. When the consignor gives notice to the agent of the forwarding carrier that he elects not to accept all the terms and conditions of the Uniform Bill of Lading, but desires a carrier’s liability service at the higher rate charged for that service, the carrier must print, write or stamp upon the Bill of Lading a clause signed by the agent reading: “In consideration of the higher rate charged, the property herein described will be carried at the carrier’s liability, limited only as provided by law, but subject to the terms and conditions of the Uniform Bill of Lading in so far as they are not inconsistent with such common carrier’s liability.” F. The cost of insurance against marine risk will not be assumed by carriers unless specifically provided for in tariffs. Notr.—In computing the rate to be charged upon property shipped not subject to the terms and conditions of the Uniform Bill of Lading, ten (10) per cent of the reduced rate shall be added thereto (subject to a minimum increase of one (1) cent per one hundred pounds). If the result includes a fraction of one cent, it shall be expressed decimally in tenths of one cent; for example, if the reduced rate is twenty-one (21) cents per one hundred pounds, the rate to be charged when shipped not subject to the terms and conditions of the Uniform Bill of Lading will be twenty-three and one-tenth (28.1) cents per one hundred pounds; if the reduced rate be sixteen and one-half (16%) cents per one hundred pounds, the higher rate will be eighteen and one-tenth (18.1) cents per one hundred pounds; if the reduced rate is ten (10) cents per one hundred pounds, the higher rate will be eleven (11) cents per one hundred pounds; if the reduced rate is four (4) cents per one hundred pounds, the increase will be the minimum increase of one cent per one hundred pounds, and the higher rate to be charged will be five (5) cents per one hundred pounds. (Compare Rule 1 of Official and Southern classifications. ) WESTERN CLASSIFICATION RULE 10 317 Section 1. Unless otherwise provided, the term “nested,” used in pack- age specifications in this Classification, means that three or more dif- ferent sizes of the article, for which the “nested” specification is provided, must be enclosed each smaller within each next larger; or that three or more of the articles, for which the “nested” specification is provided, must be placed one within the other so that each upper article will not project above the next. lower article more than one-third (14) of its height. Section 2. The provisions shown in Section 1 of this rule prohibit the application of “nested” ratings when articles of different name or material, whether grouped in one description or shown separately, are nested or enclosed one within the other. (See Rule 10 of Southern Classification and Rule 33 in Official Classification. ) RULE 11 When rate for carload is not named the classification which is shown in L. C. L. column will govern regardless of quantity, and no two or more articles shall be shipped in mixed carloads at carload rate, unless so provided for in the Classification. (See Rule 21.) (See Rule 13 of Official Classification and Rule 12 of South- ern Classification. ) RULE 12 Charges for articles which on account of their length require two or more cars shall be computed at carload rate and actual weight, subject to minimum weights established by carrier for each car used, provided that on articles having no carload rating, or on less carload shipments of articles having a carload rating, the minimum charge shall be equal to that for 4,000 Ibs. at Ist Class rate for each car used. (See Rule 7-A of Official Classification and Rule 26 of South- ern Classification.) RULE 13 Subject to the minimum charge provided in Rule 16. Section 1. Single shipments of freight of one class will be charged for at actual or authorized estimated weight and at the rating applicable. Section 2. Single shipments of two or more classes of freight, when each class is in a separate package, will be charged at actual or authorized estimated weight, and at the rating applicable to each class. Section 3. The charge for a package containing freight of more than one class shall be at the rating provided for the highest classed freight contained in the package. All of the articles need not be specified on the shipping order or bill of lading, but only one of the articles taking the Definition of ‘“‘nested.’’ “Nested” rat- ings not to apply. Ratings on mixed car- loads and on articles for which no C. L. ratings are shown. Articles re- quiring two or more cars. Single ship- ments of one class. Single ship- ments of two or more classes. Packages con- taining freight of more than one class. Combination articles. Parts or pieces consti- tuting a com- plete article. Minimum charge on single ship- ments of L. C. L. freight. Gross and estimated weights, 318 FREIGHT CLASSIFICATION highest rating. In such instances the following notation must also appear on the shipping order and bill of lading “and other articles classified the same or lower.” (See Rule 15 of Official Classification and Rule 13 of South- ern Classification. ) RULE 14 When not specifically classified, combination articles, such as a combi- nation chair and step ladder, will be charged at the rating for the highest classed article of the combination. (See Rule 15-D of Official Classification and Rule 14 of South- ern Classification. RULE 15 Parts or pieces, constituting a complete article, received as one ship- ment, on one bill of lading, will be charged at the rating provided for the complete article. (See Rule 15 of Southern Classification and Rule 22 of Offi- cial Classification. ) RULE 16 Unless otherwise provided, the minimum charge for a single shipment from one consignor to one consignee on one bill of lading of one class, classified 1st class or lower, will be one hundred (100) pounds at the class or commodity rate to which it belongs. If classified higher than Ist class, the minimum charge will be for one hundred (100) pounds at the Ist class rate. If the shipment contains articles in two or more classes, no one of which is classified higher than Ist class, the minimum charge shall be for one hundred (100) pounds of the article taking the highest rate; but if any one of the articles is classified higher than Ist class, the minimum charge shall be for one hundred (100) pounds at the Ist class rate. In no case shall the charge on a single shipment be less than 25 cents. (See Rule 15 of Official Classification and Rule 16 of South- ern Classification.) 7 RULE 17 Unless otherwise provided, charges shall be computed on gross weights, except when estimated weights are authorized, in which case such estimated weights shall be used; temporary blocking, racks, standards, strips, or WESTERN CLASSIFICATION 319 similar bracing, dunnage, or supports, when used, shall be charged for as provided in Rule 27; established minimum weights must be observed. (See Rule 17, Section 1, of Southern Classification and Rule 6 of Official Classification.) RULE 18 tSection 1. The charge for a less than carload shipment must not exceed the charge for a minimum carload of the same freight at the earload rating; the charge for a car fully loaded must not exceed the charge for the same lot of freight if taken as a less than carload shipment. If, in the instance of shipments tendered in less-than-carload lots, but upon which the carload rate and minimum is applied and the loading or unloading service is performed by carriers’ agents, a charge of one-and- one-quarter (1144) cents per hundred pounds will be made for such load- ing and a like charge for unloading. tSection 2. When a car is ordered to load a consignment of freight, and such car is tendered by the shipper as a carload shipment no other freight being loaded therein while in transit, the shipment will be charged at actual weight, subject to established carload minimum weight, and the carload rate. : *Section 3. When mixed carload ratings are provided and the aggre- gate charge upon the entire shipment is less on basis of carload rate and minimum rate (actual or estimated weight if in excess of the minimum weight) for one or more of the articles and on basis of actual or esti- mated weight at less than carload rate or rates for the other articles, the shipment will be charged accordingly. (See Rule 8-B, Section 1, of Official Classification and Rule 25 of Southern Classification. ) (See Rule 11 of Official Classification and Rule 18 of South- ern Classification. RULE 19 Bulk freight will not be taken in less than carloads unless so specified in the Classification. 7 (See Rule 8-A of Official Classification and Rule 36 of South- ern Classification.) tRULE 20 A. Shipments, including freight returned for repairs, loaded on open cars, are subject to a minimum charge equal to that for 4,000 pounds at Ist class rate, for each car used. Maximum charge provided by Rule 18 to be observed. Charge for 94,4. 15. Ship- ments not to exceed charge on Cc. L. basis. Charge for Cc, L. ship- ments not to exceed charge on DL. CoG basis. Charge for loading and unloading. Mixed car- loads. Bulk freight. Minimum charge for articles load- ed on open ears. Minimum charge for articles too large to be loaded through side doors of box cars. Carload rat- ings on ar- ticles included in one item or within the same bracket. Carload rat- ings ‘‘Subject to Rule 21-B.”’ Loading and unloading Cc. L. freight. Loading and unloading heavy or bulky L. C. L. freight. 320 FREIGHT CLASSIFICATION B. Unless otherwise provided, a shipment containing articles the dimen- sions of which do not permit loading through the center side doorway, 6 feet wide by 7 feet 6 inches high, without the use of end door or window in a closed car not more than 36 feet in length by 8 feet 6 inches wide and 8 feet high, shall be charged at actual weight and authorized rating, sub- ject to a minimum charge of 4,000 pounds at the Ist class rate for the entire shipment. Unless a lower rate is otherwise provided a shipment which contains an article exceeding 22 feet in length and‘not exceeding 12 inches in diameter or other dimension (when loaded in box car as described in Section B of this Rule by the use of the end door or window), shall be charged at actual weight and authorized rating subject to a minimum charge of 1,000 pounds at first class rate for the entire shipment. (In compliance with order of Interstate Commerce Commission in Case No. 5239, of March 8, 1915, 33 I. C. C. 378, and Supplemental order of March 1, 1916, 38 I. C. C, 257.) (See Rule 7-B of Official Classification and Rule 26, Section 3, of Southern Classification. ) RULE 21 A. Unless otherwise specified in the Classification, where two or more articles are mentioned in one item or bracketed items, they may be for- warded in straight or mixed carloads at the rate shown, except as provided in paragraph “B” of this Rule. B. Carload ratings shown in the Classification for articles “subject to Rule 21-B” will not apply on straight carloads of the articles named. In such cases the amount of the articles so designated, which may be included, shall not exceed 3314% of the total weight loaded in the mixed carload. The total weight of the articles made subject to Rule 21-B to be shown separately on bill of lading by the shipper. (See Rule 10 of Official Classification. No corresponding rule in Southern Classification.) RULE 22 tSection 1. Owners are required to load into or on cars freight for forwarding by rail carriers, and to unload from cars freight received by rail carriers, carried at carload ratings. Section 2. Owners are required to load into or on cars heavy or bulky freight for forwarding by rail carriers, and to unload from cars heavy or bulky freight received by rail carriers, carried at less than carload ratings, which cannot be handled by the regular station employees or at stations where the carriers loading or unloading facilities are not sufficient for handling. (See Rule 8-B, Section 2, of Official Classification and Rule 25, Section 2, of Southern Classification. ) WESTERN CLASSIFICATION 321 RULE 23 Freight loaded by shipper and not checked by carrier must be receipted for ‘“Shipper’s Load and Count.” . (No corresponding rule in Official or Southern classifica- tion.) RULE 24 Section 1. When carload freight (see Section 7 for exceptions), the authorized minimum weight for which is 30,000 pounds or more, is received in excess of the quantity that can be loaded in or on one car, the follow- ing rules shall apply: Section 2. The shipment must be made from one station (except as pro- vided in Section 5 of this Rule), by one shipper, in one day, on one shipping order or bill of lading, to one consignee and destination. Section 3. Each car, except the car carrying the excess, must be loaded to visible or marked capacity, and each car so loaded charged at actual or authorized estimated weight, subject to established minimum carload weight, and at the carload rating applicable. ASection 4. (a). The excess over the quantity that can be loaded in or on one car shall be charged: (ob). If loaded in one closed car, at actual or authorized estimated weight, and at the carload rating applicable on the entire shipment. (c). If loaded on one open car, at actual or authorized estimated weight and at the carload rating applicable on the entire shipment—sub- ject to a minimum charge of 4,000 pounds at first-class rate. Section 5. Carriers may handle the excess through freight stations, and may load other freight in or on car carrying the excess. Section 6. The waybill for each car, whether for the excess or full load, must give reference to the waybill for each other car used in the shipment. Section 7. This rule will not apply when specific items in this Classifi- cation provide otherwise; nor on bulk freight, live stock, furniture, lumber, articles taking lumber rates, sash, doors, blinds, scrap iron or junk—nor on freight the character of which requires, at the time of transportation, either heated, refrigerator, ventilator or tank cars, or cars specially pre- pared either by the carrier or shipper, nor on freight the authorized mini- mum carload weight for which is less than 30,000 pounds. Section 8. Freight in excess of full cars must be marked as required for less than carload freight. (See Rule 7.) Freight re- ceipted for Shipper’s Load and Count, Freight in excess of full carloads. (See Rule 5-C of Official Classification and Rule 24, Section 2, of Southern Classification. ) RULE 25 When empty packages are offered for shipment at the rates provided in this Classification for returned empty packages, the Agent must satisfy himself that they have been used, when filled, in the transportation of a Empty pack- ages returned. Implements on open cars. Temporary blocking, racks, stand- ards, sup- ports, etc. Temporary lining and flooring. 322 FREIGHT CLASSIFICATION regular consignment and that they are returned to consignors of the orig- inal filled packages. If Agents have reason to believe that the packages, when filled, were originally forwarded by Express, they will make a note to that effect on the waybill, and charge at the regular rates for mew packages. (No corresponding rule in Official or Southern classifica- tion.) | RULE 26 Shipments of Implements and other commodities loaded on open cars must have all easily breakable and detachable parts removed and boxed, and securely fastened to cars with metal straps or enclosed in implements. (No corresponding rule in Official or Southern classifica- tion.) RULE 37 tSection 1. Temporary blocking, racks, standards, strips, stakes, or similar bracing, dunnage or supports, not constituting a part of the car, when required to protect and make property secure for shipment, must be furnished and installed by shipper and at his expense. Section 2. Unless otherwise provided, no allowance will be made for the weight of such material, and the transportation charge therefor shall be at the rate applicable on the freight which it accompanies. Section 3. An allowance not to exceed 500 pounds will be made for temporary blocking, racks, standards, strips, stakes, or similar bracing, dunnage or supports, not constituting a part of the car, when required to protect and make secure for shipment property on flat or gondola cars upon which carload ratings are applied. Such material must be furnished and installed by the shipper and at his expense. Section 4. Carriers will not be responsible for the removal or damage to such bracing, dunnage or suppofts, and it will be optional with them to remove or return to shippers if not taken by consignees. (See Rule 19 of Official Classification and Rule 27 of South- ern Classification. ) RULE 28 Temporary lining or flooring, when required, must be furnished and installed in cars by the shipper and at his expense. When used as protection against heat or cold no charge will be made for the transportation of such material in the car with the freight it protects. Temporary lining or flooring, when reshipped by consignee to the original consignor at point of origin of the freight, will be returned at one-half (4) fourth-class rate. (See Rule 19 of Official Classification and Rule 28 of South- ern Classification. ) WESTERN CLASSIFICATION 323 RULE 29 Section 1. Unless otherwise provided, carload ratings do not include the expense of refrigeration. Charges for refrigeration, when furnished by the carrier, will be found in the carrier’s tariffs. Section 2. No allowance in weight will be made for ice or other preser- vative placed in the same package with the freight. Section 3. When ice or other preservative is in bunkers of the car no charge will be made for its transportation; but if the ice is taken by con- signee, charges shall be made on actual weight of the ice in bunkers at destination and at carload rate applicable on the freight which it accom- panies; if not taken by consignee it becomes the property of the carrier. Section 4. When ice or other preservative is loaded in body of car with freight, provided the rules of the carriers do not prohibit such loading, no charge will be made for its transportation; but if taken by consignee, charges shall be made on actual weight of the ice or other preservative in car at destination and at carload rate applicable upon the freight which it accompanies; if not taken by consignee it becomes the property of the carrier. (See Rule 12 of Official Classification and Rule 29 of South- ern Classification.) RULE 30 Section 1. Ratings provided for freight in carloads do not obligate the carrier to furnish heated cars, nor to maintain heat in cars, for freight requiring such protection, except under conditions which the carrier’s tariffs provide. Section 2. Stoves, used in cars, and the fittings and fuel therefor, must be furnished by shipper, and the fuel must consist of coal, coke or charcoal, unless otherwise permitted by regulations of individual carriers. Stoves must be securely fastened and braced. Stove pipes must be run through a board, protected with metal collar, securely fastened at one side of the doorway of the car, and secured clear of all woodwork, and fitted with an elbow and pipe projecting above the car not more than 24 inches. Woodwork, where exposed to heat, must be protected by sheet metal. Shippers must provide men to care for fires. Carriers will pass one man free in charge of one to six cars for this purpose; no return transportation will be given. Transportation will not be given to persons in charge of trees or shrubbery. No charge will be made for the transportation of stoves, fittings or fuel in the car with the freight requiring such protection. Stoves, stove fittings and lumber used in fitting up cars when reshipped by consignee to consignor at point of origin of the freight will be returned at one-half (144) fourth-class rate. (See Rule 30 of Southern Classification and Rule 17 of Offi- cial Classification. ) Refrigeration of freight in carloads. Freight in heated cars in carloads. L. C. rate ings do not apply on freight requiring protection against heat or cold. Commodities in tank cars. Mileage on tank cars, Weights and charges on tank cars. Outage allow- ance on in- flammable liquids. Charges not advanced to shippers, etc. 324 FREIGHT CLASSIFICATION RULE 31 Less than carload or any quantity ratings will not apply on freight requiring protection against heat or cold, and carried under refrigeration, or in refrigerator or lined cars, heater or heated cars, or cars otherwise specially equipped for such protection, except under the conditions which the carrier’s tariffs provide. (No corresponding rule in Official Classification. See Rule 31 of Southern Classification.) RULE 32 Section 1. Where the Classification provides ratings on commodities in tank cars, such ratings do not obligate the carrier to furnish tank cars in case the carrier does not own, or has not made arrangements for supply- ing such equipment. Section 2. When tank cars of private ownership are furnished by ship- pérs or owners, mileage at the rate of three-quarters (34) of a cent per mile will be allowed on loaded and empty movement provided they are properly equipped. No mileage will be allowed on such cars switched at terminals nor for movement under empty freight car tariffs. Section 3. Unless otherwise provided, the weights and charges on ship- ments in tank cars shall be based on the full shell capacity of the tank, except as provided in Section 4, unless the weight carrying capacity of the car trucks is less, in which case the actual weight subject to the weight carrying capacity of the car trucks will govern as minimum. Section 4. When shipments of inflammable liquids subject to Section 1825, Rule 44, are loaded in tank cars, the domes of which are not of suffi- cient capacity to cover the two (2) per cent outage as required, an allow- ance will be made from the shell capacity of tank to cover the difference between the dome capacity and the two (2) per cent outage. Shippers must show on bills of lading or shipping receipt both the shell and dome capacity of car. (See Rule 5-A of Official Classification and Rule 32 of South- ern Classification. ) RULE 33 No charges of any description will be advanced to shippers, owners, consignees or agents thereof; nor to draymen or warehousemen for ship- pers, owners, consignees or agents thereof. (See Rule 31 of Official Classification and Rule 33 of South- ern Classification. WESTERN CLASSIFICATION 325 ‘RULE 34 Section 1. All charges must be prepaid or guaranteed on any shipment which in the judgment of the Agent at point of shipment would not at forced sale realize the total amount of charges due at destination. Section 2. Freight on which prepayment is required may be forwarded on guarantee of the shipper that all charges will be paid at destination. The guarantee must be written on the face of Bill of Lading and full ex- planation made on the waybill. Agents must not accept guarantee from transient or irresponsible shippers, and in case of doubt must apply to General Freight Department for instructions. Section 3. When charges due at destination are not paid on freight carried under guarantee, as provided in Sections 1 and 2 of this Rule, each carrier shall look to its immediate connection for reimbursement, the initial carrier being finally liable. (See Rule 34 of Southern Classification and Rule 16 of Offi- cial Classification. ) RULE 35 Rates shown in tariffs governed by this Classification are subject, at points of origin and destination, to the rules, regulations and charges lawfully established by the carriers covering demurrage, switching, storage and other terminal expenses, privileges or facilities; also to the rules, regulations and charges lawfully established by the initial, terminal or intermediate carriers, covering diversion, reconsignment, demurrage and other privileges or facilities afforded the shipment while in transit by the carriers. (See Rule 9 of Official Classification and Rule 35 of South- ern Classification.) RULE 36 Whenever a carload (or less than carload) commodity rate is established it removes the application of the class rates to or from the same points on that commodity in carload quantities (or less than carload quantities, as the case may be), except when and in so far as alternative use of class and commodity rates is specifically provided for by including in different sections of one and the same tariff such class and commodity rates, and by including in each section of such tariff the specific rule, “If the rates in Section of this tariff make a lower charge on any shipment than the rates in Section of this tariff, the rates in Section will be applied.” (See Rule 32 of Official Classification and Rule 22 of South- ern Classification.) RULE 37 Where the Classification provides separate ratings for articles S, U. and kh. D., the charges on any article shipped K. D. should not exceed what would accrue on same article when shipped S. U. Shipments of less value than charges: Guarantee of charges. Liability for guarantee. Demurrage, switching, storage and terminal charges. vf Commodity rates versus class rates. Charges on articles K. D. Freight con- signed ‘‘to order.”’ Tron versus steel articles. Articles in the rough. Articles in the white. « Articles finished. Freight subject to transfer. Fibreboard, Pulpboard or Strawboard boxes. FREIGHT CLASSIFICATION RULE 38 326 The issuing of bills of lading for shipments consigned “to order” will not be permitted, unless the name of the person, firm or corporation to whose order the shipment is consigned, is plainly shown after the words “to order,” and issuing bills of lading for freight consigned to shipper’s order at one point, notifying consignee at another point, will not be per- mitted, except where consignees are located at prepay stations or interior points, in which case freight must be consigned to an open station to be designated by shipper. (No corresponding rule in Official or Southern classification. ) RULE 39 Ratings shown in the Classification for articles made of iron will apply on the same articles when made of steel, and ‘“‘vice versa.” (No corresponding rule in Official or Southern Classification. ) RULE 40 A. The Classification of articles “in the rough” applies to such articles when sawed, hewn, planed or bent, and before any further manufacturing process has begun. B. The Classification of articles “in the white” applies after the manu- facturing process has begun (and may include one coat of priming), but not when the article has been painted or varnished. C. The Classification of articles “finished” applies to the article after it has passed the stage of manufacture covered by Sections A and B of this Rule. (See Rule 21 of Official Classification and Rule 11 of Southern Classification.) RULE 41 - All freight is subject to transfer en route as the necessity or con- venience of the carriers require, and should be loaded in such a manner that it can be transferred and reloaded without injury. (No corresponding rule in Official or Southern classification. ) RULE 42 Section 1 (a). (Same as Rule 9, Section A, Item 1, Southern Classification.) (b). Subject to the provisions of Rule 8, Section 2, and unless other- wise provided in separate description of articles, when the requirements and specifications of Rule 42 are not fully complied with, the freight rates on articles in Fibreboard, Pulpboard or Double-Faced Corrugated Straw- board Boxes with or without wooden frames, shall be increased 20%, with a minimum increase of 2 cents per 100 lbs., above the rates applicable on such articles in boxes that do comply with the requirements and specifica- tions of Rule 42: 397 WESTERN CLASSIFICATION Section 2 (a). (Same as Rule 9, Section A, Item 2 (a), Southern Classi- fication.) Section 2 (b). (Same as Rule 9, Section A, Item 2°(b), Southern Classi- fication.) Section 2 (c). (Same as Rule 9, Section A, Item 2 (ce), Southern Classi- fication. ) Section 2 (d). (Same as Rule 9, Section A, Item 2 (d), Southern Classi- fication. ) Section 3 (a). (Same as Rule 9, Section A, Item 8 (a), Southern Classi- fication. ) Section 3 (b). (Same as Rule 9, Section A, Item 3 (b), Southern Classi- fication. ) Section 3 (c). (Same as Rule 9, Section A, Item 8 (c), Southern Classi- fication. ) Section 3 (d). (Same as Rule 9, Section A, Item 3 (d), Southern Classi- fication. ) Section 4 (a). (Same as Rule 9, Section A, Item 4 én); Southern Classi- fication. ) Section 4 (b). (Same as Rule 9, Section A, Item 4 (b), Gontherti Classi- fication.) Section 4 (c). (Same as Rule 9, Section A, Item 4 ey, Southern Classi- fication.) Section 4 (d). (Same as Rule 9, Section A, Item 4 (d), Southern Classi- fication.) Specifications for three-ply or more Fibreboard or Pulpboard boxes with- out Frames. Weight limit 40 lbs.:- Weight limit 65 lbs, Weight limit 90 Ibs. » Specifications for Double- Faced Corru- gated Straw- board Boxes without Frames. Weight Limit 40 lbs. Weight Limit 65 Ibs. f Double Boxes, Weight Limit 90 lbs. Specifications for Single- ply Fibre- board or Pulpboard Boxes with Wooden Frames. Weight Limit 50 lbs. Weight Limit 100 Ibs. Weight Limit 200 Ibs. Specifications for Straw- board or Three-Ply or more Fibre- board or Pulp- board Boxes with Wooden Frames. Weight Limit 50 Ibs. Weight Limit 100 Ibs. Weight Limit 200 lbs. Packing re- quirements against sifting. Packing re- quirements for fragile articles. Weight limit (fragile ar- ticles) 65 lbs. Liquids in glass or earthenware containers exceeding - one quart measure. Packing re- quirements fragile ar- ticles, not exceeding 30 lbs. Packing re- quirements fragile ar- ticles, over 30 Ibs., but not exceeding lbs. Packing re- quirements, Articles in Glass or earthenware, not exceeding lbs, 328 FREIGHT CLASSIFICATION Section 5 (a). (Same as Rule 9, Section A, Item 5 (a), Southern Classi- fication.) Section 5 (b). (Same as Rule 9, Section A, Item 5 (b), Southern Classi- fication. ) Section 5 (c). (Same as Rule 9, Section A, Item 5 (c), Southern Classi- fication. ) Section 5 (d). (Same as Rule 9, Section A, Item 5 (d), Southern Classi- fication. ) Section 6. (Same as Rule 9, Section A, Item 6, Southern Classifi- cation. ) Section 7 (a). , (Same as Rule 9, Section A, Item 7 (a), Southern Classi- fication. ) Section 7 (b). (Same as Rule 9, Section A, Item 7 (b), Southern Classi- fication.) (c). Liquids in glass or earthenware containers, exceeding one quart measure, will not be accepted for transportation in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes, (d). Glassware or other fragile articles, when gross weight of the box and its contents does not exceed 30 pounds, must be enclosed in corrugated strawboard or cork-lined paper wrappers or separated by double-faced cor- rugated strawboard or tight-fitting flexible wooden partitions and so packed in the box as to completely fill it. (e). Glassware or other fragile articles, when gross weight of the box and its contents is over 30 pounds, but not exceeding 65 pounds (see Sec- tion 7 (a) and (b)), must be enclosed in corrugated strawboard or cork lined paper wrappers or separated by double-faced corrugated strawboard or tight-fitting flexible wooden partitions and so packed in the box as to completely fill it, and all sides, top and bottom of box must be lined with double-faced corrugated strawboard unless double corrugated strawboard boxes as described in Section 3 (a) and (d) of this Rule are used. (f). When articles are packed in glass or earthenware and the weight of the box and its contents does not exceed 30 pounds, each bottle, jar or similar receptacle must be enclosed in single-faced corrugated strawboard or cork-lined paper wrappers and so packed as to completely fill the box, or separated by tight-fitting double-faced corrugated strawboard or flexible wooden partitions touching all sides, top and bottom of the box. All sides, top and bottom of box must be lined with double-faced corrugated straw- WESTERN CLASSIFICATION 329 board unless double corrugated strawboard boxes as described in Section 3 (a) and (d) of this Rule are used, or when the inner flaps of boxes meet and the outer flaps meet or overlap 2 inches or more, such surfaces need not be lined. (g) When articles are packed in glass or earthenware and the weight of the box and its contents is over 30 pounds, but not exceeding 65 pounds (see Section 7 (b)), each bottle, jar or similar receptacle must be sepa- rated by tight-fitting double-faced corrugated strawboard or flexible wooden partitions touching all sides, top and bottom of the box. All sides, top and bottom of box must be lined with double-faced corrugated strawboard unless double corrugated strawboard boxes as described in Section 3 (a) and (d) of this Rule are used. Section 8 (a). (Same as Rule 9, fication.) Section 8 (a). (Same as Rule 9, fication. ) Section 8 (a). (Same as Rule 9, fication. ) Section 8 (a). (Same as Rule 9, fication. ) Section 8 (a). (Same as Rule 9, fication.) Section A, Item 8 (a), Southern Classi- Section A, Item 8 (a), Southern Classi- Section A, Item 8 (a), Southern Classi- Section A, Item 8 (a), Southern Classi- Section A, Item 8 (a), Southern Classi- Section 8 (a). (Same as Rule 9, fication.) Section A, Item 8 (a), Southern Classi- Section 8 (a). (Same as Rule 9, fication.) Section A, Item 8 (a), Southern Classi- Section 8 (a). (Same as Rule 9, fication. ) Section A, Item 8 (a), Southern Classi- Packing re- quirements, Articles in Glass or Earthenware, over 30 lbs., but not ex- ceeding 65 lbs. Certificate of Box Maker. For Boxes complying with Section 2 of this Rule. For Boxes complying with Section 3 (a), (b) and (c) of this Rule. For Boxes complying with Section 3 (a) and (d) of this Rule. For Single Ply Fibre- board or Pulpboard Wooden Frame Boxes complying with Section 4 of this Rule. For Corru- gated Straw- board Wooden Frame Boxes complying with section 5 (a), (b) and (ce) of this Rule. | For Three Ply or more Fibre- board or Pulp- board Wooden Frame Boxes complying with Section 5 (a), (b), Ce) or (d) of this Rule. For Double Thickness Double Faced Corrugated Strawboard Boxes with ooden Frames come- plying with Section 5 (a) and (d) of this Rule. Boxes to show description of contents. Reference to Rule on Shipping Orders and Bills of Lading. Joint or Seam Construction for Fibre- poard or Pulpboard Boxes. Lapped Joint or Seam Glued. Lapped Joint or Seam Stitched. Joint or Seam Construction for Strawboard Boxes. Outer Joints, Openings or Seams must be tightly closed. Requirements and Specifi- cations for Sealing Strips. Glued Flaps or Sealing Strips required. Glued Flaps and Sealing Strips required. Glued Flaps and Sealing Strips with reinforcement or Sealing Strips with reinforcement, required. Sealing Strips not required. 330 FREIGHT CLASSIFICATION (b). Boxes must also show description of contents. Section 8 (ce). (Same as Rule 9, Section A, Item 8 (c), Southern Classi- fication. ) Section 9 (a). - (Same as Rule 9, Section A, Item 9 (a), Southern Classi- fication. ) ) Section 9 (b). (Same as Rule 9, Section A, Item 9 (b), Southern Classi- fication. ) Section 9 (c). (Same as Rule 9, Section A, Item 9 (¢c), Southern Classi- fication. ) Section 10. (Same as Rule 9, Section A, Item 10, Southern Classifica- tion. ) SS) Section 11 (a). (Same as Rule 9, Section A, Item 11 (a), Southern Classi- fication. ) Section 11 (b). (Same as Rule 9, Section A, Item 11 (b), Southern Classi- fication. ) Section 11 (c). (Same as Rule 9, Section A, Item 11 (c), Southern Classi- fication. ) Section 11 (d). (Same as Rule 9, Section A, Item 11 (d), Southern Classi- fication. ) Section 11 (e). (Same as Rule 9, Section A, Item 11 (e), Southern Classi- fication. ) (f). When two opposite flaps of boxes completely overlap each other and all flaps are firmly glued to each other throughout the entire area of contact, sealing strips will not be required; or when the outer flaps of boxes meet but do not completely overlap and a liner of double-faced cor- rugated strawboard extending to both sides and ends of the box is placed inside the flaps, and the lines and all flaps are glued to each other through- out the entire area of contact, sealing strips will not be required. Or when boxes are constructed with four flaps on each end and the flaps are secured by a screw and cap, the neck projecting from the inside through each flap and the cap punctured through neck so that it cannot be un- WESTERN CLASSIFICATION 331 screwed, sealing strips will not be required; or when the ends of boxes are recessed, and a wooden frame made of strips not less than 1% x 1 inch is set inside the recess, and the tops, bottoms and sides are encircled by metal bands fastened with nails not more than 2 inches apart driven through strap and board into the frame, and the ends of metal bands secured by metal rivet, sealing strips will not be required. (g). When boxes are constructed with four flaps on each end the flaps overlapping each other 2 inches or more and are secured by metal staples or stitches not more than 2 inches apart, ends must be sealec to sides by sealing strips. Section 11 (h). (Same as Rule 9, Section A, Item 11 (¢), Southern Classi- fication. ) Section 12 (a). (Same as Rule 9, Section A, Item 12 (a), Southern Classi- fication. ) Section 12 (b). (Same as Rule 9, Section A, Item 12 (b), Southern Classi- fication. ) Section 12 (c). (Same as Rule 9, Section A, Item 12 (c), Southern Classi- fication. ) Section 12 (d). (Same as Rule 9, Section A, Item 12 (d), Southern Classi- fication. ) Section 13 (a). (Same as Rule 9, Section C, Item 1 (a), Southern Classi- fication.) Section 13 (b). (Same as Rule 9, Section C, Item 1 (b), Southern Classi- fication. ) Section 13 (c). (Same as Rule 9, Section C, Item 1 (c), Southern. Classi- fication.) Section 13 (d). (Same as Rule 9, Section C, Item 1 (d), Southern Classi- fication.) Section 13 (e). (Same as Rule 9, Section C, Item 1 (e), Southern Classi- fication. ) i Stapled or Stitched Flaps. Flaps must not project over sides. Sealing and Tying Telescope Fibreboard, Pulpboard or Strawboard Boxes. Sealing and Tying Two- Piece Fibre- board, Pulp- board or Strawboard Boxes Sealing and Tying Three-Piece Fibreboard, Pulpboard or Strawboard Boxes. Gluing Triple-Slide Fibreboard Pulpboard or Strawboard Boxes. Fibreboard or Pulpboard Pails or Drums. Wooden Drum rating. Wooden Pail rating. Measurement of Drum or Pail. Exception to Glassware, etc. Shipments in Drums or Pails not meeting requirements, are cations or Fibreboard or Pulpboard Drums or Pails. Weight Limit 55 lbs. Weight Limit 90 lbs. Weight Limit 55 Ibs. when rims of top and bottom meet. Packing requirements against sifting or leakage, Certificate of Drum or Pail maker. Certificate for Drums or Pails complying with Section 14, Drums or | Pails to show description of contents. Reference to Rule on Shipping Orders and Bills of Lading. Joint or Seam Construction for Fibreboard or Pulpboard Drums or Pails. Construction of tops and bottoms. Bottoms to be glued and riveted to body. 3 32 Section 13 (f). (Same as Rule 9, Section D, Southern Classification. ) FREIGHT CLASSIFICATION Section 14 (a). (Same as Rule 9, Section C, Item 2 (a), Southern Classi- fication.) Section 14 (b). (Same as Rule 9, Section C, Item 2 (b), Southern Classi- fication.) Section 14 (ce). (Same as Rule 9, Section C, Item 2 (ce), Southern Classi- fication. ) Section 14 (d). (Same as Rule 9, Section C, Item 2 (d), Southern Classi- fication. ) Section 15. (Same as Rule 9, Section C, Item 3, Southern Classifica- tion.) Section 16 (a). (Same as Rule 9, Section C, Item 4 (a), Southern Classi- fication. ) Section 16 (a). (Same as Rule 9, Section C, Item 4 (a), Southern Classi- fication. ) (b). Drums or Pails must also show description of contents. Section 16 (a). (Same as Rule 9, Section C, Item 4 (c), Southern Classi- fication. ) Section 17. (Same as Rule 9, Section C, Item 5, Southern Classification. ) Section 18 (a). (Same as Rule 9, Section C, Item 6 (a), Southern Classi- fication. ) Section 18 (b). (Same as Rule 9, Section C, Item 6 (b), Southern Classi- fication.) WESTERN CLASSIFICATION 333 Section 18 (ce). es to be (Same as Rule 9, Section C, Item 6 (c), Southern Classi- sealed to fication.) ais RULE 43 (See Rules 89 and 42 of Southern Classification and Rule 30 of Official Classification. ) RULE 44 (See Rules 39 and 42 of Southern Classification and Rule 30 of Official Classification. ) SOUTHERN CLASSIFICATION — RULE 1 Rates will The rates governed by this Classification were established on basis of oP yey __ ill of lading conditions limiting the liability of the carriers. shipped By an Act of Congress approved March 4, 1915, additional liability as to subject tothe interstate traffic has been imposed upon the carriers from and after June erthe 3, 1915. oe os fly It is physically impossible to revise tariffs, classifications and exception sheets to conform to the requirements of the law as amended, and to be- come effective on June 3. Hence, it becomes necessary to make some temporary provision applying to interstate tariffs that will remove doubt as to application of rates from and after June 3, 1915. To this end, Rule 1 is revised to read as follows: Section A. All rates governed by this Classification apply only on property shipped subject to the conditions of the carrier’s Bill’ of Lading in use on and after June 3, 1915, and, except as otherwise provided herein, all interstate rates in force June 2, 1915, will continue in force on and after June 3, 1915, disregarding provisions in tariffs, classifications and exception sheets which limit the liability of carriers. Section B. Property carried not subject to the terms and conditions of the carriers’ bill of lading will be at the carriers’ liability, limited only as provided by common law and by the laws of the United States and of the several States, in so far as they may apply, and property so carried will be charged at a rate ten per cent higher than the actual rates shown in published tariffs. (Compare Rule 1 of Official Classification and Rule 9 of Western Classification.) RULE 2 Canceled. RULE 3 Property of Unless otherwise provided, the following property will not be accepted: extraordinary Bank Bills, Coin or Currency. ea Deeds, Drafts, Notes or Valuable Papers of any kind. pted. Jewelry. ‘ Postage or Revenue Stamps. Precious Metals or Articles manufactured therefrom. Precious Stones. Other Articles of Extraordinary Value. (See Rule 14 of Official Classification and Rule 3 of Western Classification. ) 334 SOUTHERN CLASSIFICATION RULE 4 335 The ratings in this Classification do not obligate the carriers to receive freight liable to impregnate or otherwise damage equipment or other freight. Such freight may be accepted and receipted for “Subject to delay for suitable equipment,’ or may, for lack of suitable equipment, be refused, (See Rule 20 of Official Classification and Rule 4 of Western Classification. ) RULE 5 When articles not specifically provided for, nor embraced in the classifi- cation as articles “N. O. 8.” (Not Otherwise Specified), or “Not Otherwise Indexed by Name,” are offered for transportation, agents at points of ship- ment may use the classification applying on articles which, in their judg- ment, are analogous; but in such cases agents must report the facts to the proper officer of the Freight Department in order that, if necessary, specific classification may be provided. (See Rule 23 of Official Classification. rule in Western Classification. ) No corresponding RULE 6 (Same as Rule 1 of Western Classification, and in addition the following paragraph as a conclusion.) The foregoing extract from the Act to Regulate Commerce, as well as the laws of the various States, imposes upon shippers the obligation to furnish the correct description of property tendered carriers for transpor- tation, but the carriers themselves should exercise proper and reasonable diligence to determine the correct description of the property. When agents of the carriers believe it necessary that the contents of packages or of cars be inspected, they shall make or cause such inspection to be made, or require other sufficient evidence to determine the actual character of the property. When property is found to have been incorrectly described, correction must be made, and freight charges must be collected according to proper description. (See Rule 4-A of Official Classification.) RULE 7 Section 1. Freight, when delivered to carriers to be transported at less than car load or any quantity ratings, must be marked in accordance with the following requirements and specifications, except as provided in Section 2 (b) of this Rule or otherwise provided in specific items in this Classifi- cation. If these requirements and specifications are not complied with, freight will not be accepted for transportation. Section 2. (a). Each package, bundle or loose piece of freight must be plainly, legibly and durably marked by brush, stencil, marking crayon (not chalk), rubber type, metal type, pasted label (see Note 1), tag (see Note 2), or other method which provides marks equally plain, legible and dura- ble, showing the name of only one consignee, and of only one Town or City and State to which destined. Freight liable to damage other freight or equipment not accepted. Classification of articles not specifically provided for. Inspection of property. Marking freight. Marking specified. Labels. Tag requirements. Freight exempt from marking. Comparing marks with Shipping Order or Bill of Lading. Old marks to be removed. Freight in excess of full cars to be marked. Freight must be properly vrepared. Freight in insecure packages not accepted. Freight must be enclosed by container, Fragile articles to be packed. ® Construction of containers. 336 FREIGHT CLASSIFICATION When consigned to a place of which there are two or more of the same name in the same State, the name of the County must also be shown. When consigned to a place not located on the line of a carrier, it must also be marked with the name of the station at which the consignee will accept delivery. When consigned “To Order,” it must be so marked, and further marked with an identifying symbol or number which must be shown on the ship- ping order and bill of lading. ao 1.—Labels must be securely attached with glue or equally good adhesive. . Notre 2.—Tags must be made of metal, leather, cloth, or rope stock or sulphite fibre tag board, sufficiently strong and durable to withstand the wear and tear incident to transportation; and When such cloth or board tag is tied to any bag, bale, bundle or piece of freight, it must be securely attached through a reinforced eyelet. Tags used to mark wooden pieces or wooden containers must be fastened at all corners and center with large-headed tacks or tag fasteners; or Tags may be tied to wooden pieces when the freight would be injured by the use of tacks or tag fasteners. Tags tied to bags, bales, bundles or pieces must be securely attached by strong cord or wire, except that when tied to bundles or pieces of metal they must be securely attached by strong wire or strong, tarred cord. (b). A shipment that fully occupies the visible capacity of a car, or that weighs 24,000 lbs. or more, when shipped from one station (one load- ing point), in or on one car, in one day, by one shipper for delivery to one consignee at one destination, need not be marked. (c). The marks on bundles, packages or pieces must be compared with the shipping order or bill of lading, and corrections, if necessary, made by the shipper or his representative before receipt is signed. (d). Old consignment marks must be removed or effaced. (e). Freight in excess of full cars (see Rule 24) must be marked as required for less than carload freight. (See Rule 3 of Official Classification and Rule 7 of Western Classification. ) RULE 8 Section 1. Articles will not be accepted unless in such condition and so prepared for shipment as to render the transportation thereof reason- ably safe and practicable. Section 2. Freight will be accepted only when the containers are of sufficient strength and security to afford reasonable and proper protection to the freight which the containers enclose. Section 3. Articles for which containers are specified must be enclosed by the containers so that no ends or other parts protrude, unless otherwise provided in the separate description of articles. Section 4. Articles that are easily broken must be protected by packing material within the container to prevent breakage. Section 5. All containers must be strongly made from material of suffi- cient strength to protect the articles against ordinary risks of transporta- SOUTHERN CLASSIFICATION 337 tion, and must also conform to the specifications of this Rule. Special conditions respecting the construction of containers, shown in the separate description of articles, must be observed. Section 6. BOXES must be made of Iron or Steel, not less than 16 B gauge U. S. Standard, or of Wood, except as provided in Rule 9, with solid or closely fitted sides, ends, tops and bottoms, securely fastened. Wooden boxes of unusual size or carrying unusual weight must be strapped or be reinforced by cleats. : Section 7. Crates must be made of Wood, protecting contents on sides, ends, top and bottom, and no part of the contents shall protrude. Crates must hold contents securely in place and be so constructed that the freight may be taken into and out of the car or vessel within the crate. Surfaces liable to be damaged must be fully protected. Pieces forming the crates must be of sound material, free from defects that materially lessen their strength. Crates of unusual size or carrying unusual weight must be strapped or be reinforced by cleats placed diagonally. Crates in circular form must be reinforced at ends by metal or wooden hoops securely fastened to the package. Section 8. (a). Pails, Firkins, Kits and Tubs must be made of Wood, indurated Fibre, Compressed Pulp or of Iron or Steel, except as ‘provided in Rule 9, and: (b). When made of Iron or Steel, Tops must fit closely, and Must be secured by crimping into the sides; or by one or more iron or steel clamps extending across the tops and securely clamped to opposite sides; or securely clamped to sides by not less than four iron or steel clamps or lugs; or when Friction Tops are used they must be completely and securely set in place and tightly clamped to sides by not less than two iron or steel clamps or lugs; or +(c). When made of Wood, Heading or Tops must be made of one piece, or of two or more pieces closely fitted, or of three or more plies of Veneer firmly glued together cross grain, and 7+(d). Heading must be securely held in grooves (crozes) or on shoul- ders by hoops or head liners, or when the packages are without grooves (erozes) or shoulders, heading must be securely held in place by head liners, which must be fastened by cement-coated nails, toe-nailed through the head-liner and top into the sides; or +(e). Top nailed to sides with not less than three cement-coated nails and reinforced with two or more metal straps or wires crossing at center of top, encircling the package; or +(f). Top nailed to sides with not less than three cement-coated nails and reinforced with two or more metal straps or wires crossing at center of top, with ends of straps or wires brought over and secured to the hoops, sides or bottom; or +(g). Top nailed to sides with not less than three cement-coated nails and reinforced with three or more bands riveted at the center of top and ends brought over and secured to the hoops, sides or bottom; or +(h). Top nailed to sides with not less than three cement-coated nails and held tightly in place by a metal hoop not less than one inch in width crimped into or over the edge of the top, and crimped into or nailed to the sides; or ox specifications. Crate specifications. Specifications for pails, firkins, kits and tubs. Securing tops for iron or steel pails, etc, Securing wooden tops on wooden pails, ete. Securing metal tops on wooden pails, etc. Exception for wooden tubs, Securing wooden tops on Indurated Fibre Pails. Specifications for Com- pressed Pulp Pails, 338 FREIGHT CLASSIFICATION 7+(i). When tops are fifteen inches or more in diameter, top must be nailed to sides with not less than six cement-coated nails, not less than one and one-half inches long and reinforced with not less than six metal clamps; the points of clamps to be barbed and cement-coated and not less than one-half inch in length, driven into top and sides, equal distances apart; or ‘ t(j). When tops are less than fifteen inches in diameter, top must be nailed to sides with not less than four cement-coated nails, not less than one and one-half inches long and reinforced with not less than four metal clamps; the points of clamps to be barbed and cement-coated and not less than one-half inch in length, driven into top and sides, equal distances apart; or +(k). When top is encircled with a hoop extending over the side not less than one-half inch meeting the top hoop on the package, the top must be secured to the sides by metal straps not less than one-half inch wide and four inches long, nailed to side and top equal distances apart with two nails (not tacks) at end of each strap, or with metal clamps, the points of which must be barbed and cement-coated and not less than one-half inch in length. When covers or tops are fifteen inches or more in diameter, not less than four straps or metal clamps must be used, and when covers or tops are less than fifteen inches in diameter, not less than three straps or metal clamps must be used; or +(1).. When made of ash, oak or spruce and top is encircled with a hoop, the hoop must extend over the side not less than one-half inch and be secured to the sides by metal straps not less than one-half inch wide and four inches long, nailed to. side and top, equal distances apart with two nails (not tacks) at end of each strap. When covers or tops are fifteen inches or more in diameter, not less than four straps must be used, and when covers or tops are less than fifteen inches in diameter, not less than three straps must be used; or *(m). When made of Wood with Metal Tops, top must have flange closely fitting over the edge of the side, and be nailed to side, nails not to be more than five (5) inches apart. +(n). Wooden tubs not conforming to requirements of Section 8 (c) to (1) inclusive must have heading not less than one-half (144) inch in thickness, secured by two battens extending completely across the head and the ends of battens must be nailed to sides of tubs. +(0). When made of Indurated Fibre, Heading or Tops must be made of Wood in one piece, or of two or more pieces closely fitted, or of three or more plies of Veneer firmly glued together cross grain, and +(p). Heading must be securely held in place by a métal ‘hoop and by not less than five cement-coated nails, not less than one and one-half inches in length, driven through the hoop and side of the package into the heading, equal distances apart; or +(q). Heading must be secured by not less than five metal clamps, equal distances apart; one end of each clamp to be driven up under hoop and the other end to be driven into heading; points of clamps to be not less than one-half inch in length, barbed and cement-coated. +(r). When made of compressed Pulp, Pails meeting the requirements of paragraphs (s), (t), (u), (v), (w) and (x), will be accepted as ship- ping containers; SOUTHERN CLASSIFICATION 339 —T(s). Body and bottom must be in one piece. Top must be in one piece ; *(t). Body, bottom and top must have been compressed under the pressure of not less than 1,500 pounds to the square inch, must be not less than ¥; of an inch in thickness and must have a resistance of not less than 300 pounds to the square inch, Mullen Test. Gross weight of the pail and contents must not exceed 55 pounds; or +(u). Body, bottom and top must have been compressed under pressure of not less than 1,800 pounds to the square inch, must be not less than 34 of an inch in thickness and must have a resistance of not less than 375 pounds to the square inch, Mullen Test. Gross weight of the pail and contents must not exceed 90 pounds. +(v). Top must be made with a shoulder not less than #; of an inch in thickness and not less than 44 of an inch in width, so constructed as to fit closely to the inner side of the body. +(w). Top must be secured to the body by not less than four metal straps not less than % of an inch in width, outer ends to be securely fastened to the body and inner ends to be joined and securely crimped together so as to form two complete straps crossing at center of top. +(x). All compressed pulp pails that are made to conform to the requirements of paragraphs (s), (t), (u), (v) and (w) of this Rule must bear certificate of Pail maker, labeled, printed or stamped in ink, showing that the pails do so conform; this certificate to be not less than 21%4x4 inches and to be a facsimile of the following in form and style of type and wording. (Name and address of Pail maker, and figures showing thickness, pres- sure, resistance and gross weight limit, to be inserted by Pail maker.) CERTIFICATE OF PAIL MAKER THIS PAIL IS MADE OF COMPRESSED PULP, WATERPROOFED THROUGHOUT THICKNESS NOT LESS THAN.........00.cssecersrsseneeseesINCH COMPRESSED UNDER PRESSURE OF NOT LESS SRAM vsccisincs atta Fount OPE PLAT Ma dae * RESITANCE (MULEEN TEST) 2. 2b i cceibeiisiviiencesiscin cs CE IIE SUE 5 isic ky sas ca oben ds hv in cbckveenbn nels o> ¥en Ri Sive ceeeee SCUSOHSHSSOHHSSSHETESHSHOHCHOHHHOSSH SHH HOSS EOEEOEESEEEEE +E @oee * Insert pail maker's name and address. Securing tops on Com- pressed Pulp Pails. t(y). When shipments are tendered for transportation in compressed | pulp Pails conforming to the requirements and specifications of this Rule, the shipper must certify on shipping orders and bills of lading as follows: “The pails used for this shipment conform to the specifications set forth in the Pail maker’s certificate thereon, and all other requirements of Rule 8, Section 8 (r) to (w), inclusive, of Southern Classification.” Application of barrel ratings. Specifications for barrels, etc. Heads of barrels, etc. ‘ ‘Drums” defined. Use restricted. Specifications, Drums for other than dry articles. - Fastening ends. Specifications, Drums for ary articles. Drums with hoops. 340 FREIGHT CLASSIFICATION Section 9. (a). Unless otherwise provided in the separate description of articles, the rates and ratings on freight in barrels will also apply on such freight in hogsheads, pipes, puncheons, tierces, casks, drums (see Section 10 of this rule), half-barrels, quarter-barrels, sixth-barrels, eighth- barrels or kegs. BARRELS, CASKS, HOGSHEADS, KEGS, TIERCES AND SIMILAR tS mca OTHER THAN DRUMS, must be made of Iron, Steel or ood. *(b). When made of wood, Heads must be made of one piece or of two or more pieces closely fitted, and 7(¢). ¥(d). When these containers are used for articles not liable to loss from leakage or sifting and heading is one-half (44) inch or more in thick- ness, head must be countersunk or set below the grooves (crozes) but must be secured by two or more battens extending completely across the head and the ends of the battens nailed to the sides of the container, or head held in place by head liner. Section 10. (a). The “Drum” referred to in this rule and in package specifications is a straight sided cylindrical container without bilge, with ends (heads) of equal diameter and with or without bail or handle. Drums must be made of Iron, Steel or Wood, except as provided in Rule 9, or in the separate descriptions of articles. +(b). When made of Wood: Must not be used as containers for inflammable articles and acids other than those specified in the list of “Excepted Articles” in the “Regulations for the Transportation of Inflammable Articles and Acids,” Nor for liquids that are solvents of the material used to make the drum waterproof. (ce). Heads must be held securely in grooves (crozes) by hoops; or When used for other than dry articles, must be water tight, and (d). Sides (Shells) must be made of three or more plies of Veneer, having a total thickness of not less than one-fourth (144) inch; each ply must overlap the other so as to distribute the seams, and plies must be firmly glued together cross grain; and (e). Ends must be not less than one-half (4%) inch in thickness, made of one piece of sound wood free from defects, or of three or more plies of Veneer firmly glued together cross grain; and (f). Ends must be set in tightly and securely glued to the sides, and further secured by metal or wooden hoops encircling the drum and fastened by nails, not more than six inches apart, driven through the sides into the edges of the ends. Openings in ends must be closed by tight-fitting bungs securely glued. (g). When used for dry articles: +(h). Drums with Hoops, must have sides not less than one-fourth (14) inch in thickness, except as provided in paragraph (j) of this section. SOUTHERN CLASSIFICATION 341 Ends must be securely held in place by complete hoops, nailed tightly to the inside of the shell, above and below the ends. Metal or wooden hoops must completely encircle the drum and be firmly attached to the sides, not more than six inches apart. Sides must be made of sound wood free from defects that materially lessen its strength, or of two or more plies of Veneer securely fastened together cross grain; or (i). If the wooden hoops are fastened to the barrel by staples not more than four inches apart, staples running through the hoop and all plies of Veneer and clinched on the inside and each ply of the Veneer overlapping the other so as to distribute the seams, the Veneer need not be cross grain. ¥(j).. When drums are made of Beech, Birch, Elm or Hard Maple, the requirements of paragraph (h) may be varied from as follows: If the diameter of the drum does not exceed seventeen (17) inches the sides must be not less than one-sixth (1/6) inch in thickness. If the diameter of the drum exceeds seventeen (17) inches, the sides must be not less than one-fifth (1/5) inch in thickness. Plies of sides need not be cross grain if joints overlap. When drums are made with outer ply of Beech, Birch, Elm or Hard Maple and do not exceed 15 inches in diameter and outer ply is not less than 14 inch in thickness, the inner ply may be. made of fibreboard or pulpboard not less than .100 inch in thickness, having a resistance of not less than 200 lbs. to the square inch, Mullen Test. (k). Drums without hoops, must have sides made of three or more plies of Veneer, having a total thickness of not less than one-fourth (4) inch; each ply must overlap the other so as to distribute the seams and plies must be firmly glued together cross grain; and (1). Ends must be not less than one-half (1%) inch in thickness, made of one piece of sound wood free from defects, or of three or more plies of Veneer firmly glued together cross grain, and must be nailed to sides and strapped as required for pails in Section 8 (¢ to 1) of this Rule, or glued and nailed securely to the sides. Openings in ends must be closed by tight-fitting bungs securely glued and further secured by nails, staples or straps. (m). Drums conforming to specifications of paragraphs (d), (e) and (f) of this Section may also be used for dry articles. Section 11. JACKETED METAL CANS: (a). The Metal Can partially jacketed must have Iron, Steel or Wooden Jacket, covering sides and bottom. (b). The Metal Can completely jacketed must have Iron, Steel or Wooden Jacket, completely covering the can except the mouth. (c). The Wooden Jacket must have thickness of not less than one- twelfth (1/12) inch for side and not less than one-fourth (14) inch for top and bottom, except as provided in Section 10 (d), and be reinforced with not less than two metal or wooden hoops, except that when the Jacket is made in box form and of sound wood not less than three- eighths (3g) inch in thickness, hoops will not be required. Fastening ends. Drums with- out hoops. Fastening ends. Specifications for jacketed metal cans. Jacketed cans less than one (1) gallon capacity. Specifications for packing glass car- boys. Specifications for bags. Fibreboard, Pulpboard or Strawboard Boxes. 342 FREIGHT CLASSIFICATION _ (d). If metal or wooden side is attached to the bottom or top of the jacket by nails or staples, the bottom and top must have thickness of not less than three-eighths (3g) inch. (e). The seams of cans must be securely soldered or welded. (f). Freight in cans of less than one (1) gallon capacity will not be accepted for transportation unless enclosed in barrels, boxes or crates as provided in the separate description of articles. Section 12. GLASS CARBOYS. The Carboy must be completely en- closed in a wooden box and so cushioned by packing material that the glass will not come in contact with the wooden covering, except that if the neck projects it must be protected on all sides by a wooden or metal hood securely attached to the box. When the hood is attached with nails or screws they must not come in contact with the body of the Carboy. Section 13. (a). SINGLE BAGS must be made of cloth, unless otherwise provided in the separate description of articles, and be suffi- ciently strong and so closely woven and stitched as to carry contents safely and prevent sifting. +(b). DOUBLE BAGS must be made as follows: The outer bag must be made of cloth, the inner bag may be made of cloth or paper. Double Bags must be sufficiently strong to carry contents safely and prevent sifting and both bags must be securely closed. RULE 9 FIBREBOARD, PULPBOARD or DOUBLE-FACED CORRUGATED STRAWBOARD CONTAINERS: Ratings—See Sections 1, 14 and 19. Material—See Sections 2, 3, 4, 5 and 15. Construction—See Sections 6, 18 and 19. Fastening—See Sections 10, 11, 12, 13 and 18. Interior Packing—See Sections 7, 8 and 16. Certificates—See Sections 9, 17 and 19. Testing—See Section 20. Section 1. +(a). Unless otherwise provided, ratings applying on arti- cles in Wooden Boxes will also apply on the same articles in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes, with or with- out wooden frames, or in Wirebound Fibreboard Boxes, provided the fol- lowing requirements and specifications are fully complied with: (b). Subject to the provisions of ‘Rule 8, Section 2, and unless other- wise provided in separate description of articles, when the requirements and specifications of Rule 9 are not fully complied with, the freight rates on articles in Fibreboard, Pulpboard or Double-Faced Corrugated Straw- board Boxes, with or without wooden frames, or in Ironbound or Wire- ound Fibreboard Boxes, shall be increased 20%, with a minimum increase of 2 cents per 100 pounds, above the rates applicable on such articles in ~ boxes that do comply with the requirements and specifications of Rule 9. SOUTHERN CLASSIFICATION 343 Section 2. (a). Fibreboard or Pulpboard used in making Fibreboard or Pulpboard Boxes, without frames, must be three ply or more, all plies firmly glued together; the outer ply waterproofed and no single ply less than .016 of an inch in thickness; and (b). When the combined board is not less than .060 of an inch in thickness, having a resistance of not less than 175 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 60 inches, the gross weight of the box and its contents shall not exceed 40 pounds; or (c). When the combined board is not less than .080 of an inch in thickness, having a resistance of not less than 200 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 65 inches, the gross weight of the box and its contents shall not exceed 65 pounds; or (d). When the combined board is not less than .100 of an inch in thickness, having a resistance of not less than 275 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds. Section 3. (a). Double-Faced Corrugated Strawboard used in making Double-Faced Corrugated Strawboard Boxes, without frames, must be made of corrugated strawboard with outer and inner facings of fibreboard or pulpboard, both facings having proper bending qualities, firmly glued to the corrugated sheet and the outer facing waterproofed, except that the board forming the innermost slide of a Triple Slide Box need not be waterproofed nor comply with Mullen Test requirements; and (b). When the outer facing is not less than .016 of an inch in thick- ness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, and the inner facing is not less than 0.16 of an inch in thickness, having a resistance of not less than 65 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 175 pounds to the square inch, Mullen Test, and the outside dimen- sions of the box, length, width and depth added, do not exceed 60 inches, the gross weight of the box and its contents shall not exceed 40 pounds; or (c). When the outer facing is not less than .018 of an inch in thick- ness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, and the inner facing is not less than .018 of an inch in thickness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 200 pounds to the square inch, Mullen Test, and the outside dimen- sions of the box, length, width and depth added, do not exceed 65 inches, the gross weight of the box and its contents shall not exceed 65 pounds; or (d). When the outer facing is not less than .030 of an inch in thick- ness, having a resistance of not less than 135 pounds to the square inch, Mullen Test, and the inner facing is not less than .030 of an inch in thick- ness, having a resistance of not less than 135 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 275 pounds to the square inch, Mullen Test, and the outside dimensions of the Specifications for Three-Ply or more Fibreboard or Pulpboard Boxes with- out Frames. Weight Limit 40 lbs. Weight Limit 65 lbs. Weight Limit 90 lbs. Specifications for Double- faced Corru- gated Straw- board Boxes without Frames. Triple Slide Boxes, Weight Limit 40 lbs. Weight Limit 65 lbs. Weight Limit 90 lbs. Double Boxes, Weight Limit 90 lbs, Double Strength Boxes, Weight Limit 90 Ibs. Specifications for Single-Ply or Double-Ply Fibreboard or Pulpboard Boxes with Wooden Frames. Weight Limit 50 lbs. Weight Limit 100 lbs, Weight Limit 200 lbs. Specifications for Straw- board or Three-Ply or more Fibreboard or Pulpboard Boxes with Wooden Frames. 344 FREIGHT CLASSIFICATION box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds; or (e). When two complete Double-Faced Corrugated Strawboard Boxes, one fitted closely inside the other and each box made of Double-Faced Cor- rugated Strawboard fully complying with the requirements and specifica- tions shown in Section 3 (a) and (b) of this Rule, are used and the out- side dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds; or (f{). When boxes are made of Double Strength Corrugated Strawboard (Double-Faced Corrugated Strawboard and Single-Faced Corrugated Straw- board, glued together so as to make one piece), each facing being not less than .018 of an inch in thickness, having a resistance of not less than 85 pounds to the square inch, Mullen Test, the combined board having a resistance of not less than 257 pounds to the square inch, Mullen Test, and the outside dimensions of the box, length, width and depth added, do not exceed 70 inches, the gross weight of the box and its contents shall not exceed 90 pounds. Section 4. }(a). Single-Ply or Double-Ply Fibreboard or Pulpboard used in making Fibreboard or Pulpboard Boxes with wooden frames, must have the outer surface water proofed; and +(b). When the single-ply or double-ply board is not less than .060 of an inch in thickness, having a resistance of not less than 225 pounds to the square inch, Mullen Test, all edges of the sides, top and bottom of the box being reinforced by a wooden frame made of strips not less than 5% by % inch, or % by 1% inches, with cross strips not less than 5g by % inch, or % by 1% inches and not more than 14 inches apart, the gross weight of the box and its contents shall not exceed 50 pounds; or +(c). When the single-ply or double-ply board is not less than .016 of an inch in thickness, having a resistance of not less than 250 pounds to the square inch, Mullen Test, all edges of the sides, top and bottom of the box being reinforced by a wooden frame made of strips not less than % by 14 inches, or % by 2 inches, with cross strips not less than % by 114 inches or \% by 2 inches and not more than 14 inches apart, the gross weight of the box and its contents shall not exceed 100 pounds; or +(d). When the single-ply or double-ply board is not less than .080 of an inch in thickness, having a resistance of not less than 300 pounds to the square inch, Mullen Test, all edges of the sides, top and bottom of the box being reinforced by a wooden frame made of strips not less than % by 1% inches or % by 214 inches with cross strips not less than % by 1% inches or 5% by 2% inches and not more than 12 inches apart, the gross weight of the box and its contents shall not exceed 200 pounds. Section 5. (a). Three ply or more Fibreboard or Pulpboard, or Double-Faced Corrugated Strawboard may be used in the construction of Fibreboard, Pulpboard or Strawboard Boxes, with wooden frames, provided: SOUTHERN CLASSIFICATION 345 (b). That three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (b), or Double-Faced Corrugated Strawboard as specified in Section 3 (a) and (b), is used in making wooden frame boxes as specified in Section 4 (a) and (b) of this rule. The gross weight of the box and its contents shall not exceed 50 pounds. (c). That three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (c), or Double-Faced Corrugated Strawboard as specified in Section 3 (a) and (c), is used in making wooden frame boxes as specified in Section 4 (a) and (c) of this Rule. The gross weight of the box and its contents shall not exceed 100 pounds. | (d). That three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (d), or double thickness of Double-faced Corrugated Strawboard as specified in Section 3 (a) and (b), is used in making wooden frame boxes as specified in Section 4 (a) and (d) of this Rule. The gross weight of the box and its contents shall not exceed 200 pounds. Section 6. (a). Three ply or more Fibreboard or Pulpboard must be used in the construction of Wirebound Fibreboard Boxes. (b). There must be four wood cleats not less than 43 by 4% inch, with mortised joints, making a tight-fitting frame at each end of box. The body must be made in one piece with an overlap of not less than one inch, making a tight joint when closed by twisting the ends of bind- ing wires together. The body must encircle the end frames. The binding wires must be continuous and not more than 8 inches apart. The binding wire at each end must be firmly fastened to each cleat by staples at intervals of not more than three inches, driven through the fibreboard and into the cleats. The other wire or wires must be firmly fastened to the board by staples, clinched on the inside and not more than three inches apart. The Fibreboard or Pulpboard ends must be firmly fastened to the inside of cleats with nails or staples, not more than three inches apart. (c). When three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (b), is used in making wirebound fibreboard boxes, the binding wires must be not less than No. 16 gauge. The gross weight of the box and its contents must not exceed 50 pounds. (d). When three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (c), is used in making Wirebound Fibreboard Boxes, the binding wires must be not less than No. 16 gauge. The gross weight of the box and its contents must not exceed 100 pounds. (e). When three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (d), is used in making Wirebound Fibreboard Boxes, the binding wire must be not less than No. 14 gauge, and when the end of the box exceeds 10 inches in width an additional cleat or batten not less than 44 by +8 inch must be placed vertically at the center of each end and secured by nails driven through end cleats into the additional cleat or batten. The gross weight of the box and its contents must not exceed 150 pounds. *(f). Three ply or more Fibreboard or Pulpboard must be used in the construction of Ironbound Fibreboard Boxes. *(g). There must be four wood cleats not less than 412 by 1% inch, with mortised joints, making a tight-fitting frame at each end of box. Weight Limit 50 Ibs. Weight Limit 100 lbs. Weight Limit 200 lbs. Specifications for Wirebound Fibreboard Boxes. Weight Limit 50 lbs. Weight Limit ‘100 Ibs. Weight Limit 150 lbs. Specifications for Ironbound Fibreboard Boxes. Weight Limit 50 lbs. Weight Limit 100 lbs, Weight Limit 150 Ibs. Packing Re- quirements Against Sifting. Packing Re- quirements for Glassware, other Fragile Articles or Articles in Glass or Earthenware. Weight Limit (Fragile Arti- cles, etc.) 65 lbs. Liquids in Glass or Earthenware Containers. Packing Re- quirements for Liquids in Glass or Earthenware Containers, exceeding one quart and not exceeding one gallon capacity. 346 FREIGHT CLASSIFICATION The body must be made in one piece with an overlap of not less than one inch, making a tight joint when closed and must encircle the end frames. The iron bands must be continuous, not less than % inch wide, not more than 8 inches apart, and must be firmly fastened to the Fibreboard or Pulpboard by staples clinched on the inside not more than three inches apart. The bands at each end must be firmly fastened to each cleat by cement coated nails at intervals of not more than three inches driven through the bands and Fibreboard or ‘Pulpboard and into the cleat. Ends of center bands must be securely fastened together. The Fibreboard or Pulpboard ends must be firmly fastened to the inside of cleats with nails or staples, not more than three inches apart. *(h). When three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (b), is used in making Ironbound Fibreboard Boxes, the bands must be not less than No. 29 gauge. The gross weight of the box and contents must not exceed 50 pounds. *(i). When three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (c), is used in making Ironbound Fibreboard Boxes, the bands must be not less than No. 27 gauge. The gross weight of the box and its contents must not exceed 100 pounds. *(j). When three ply or more Fibreboard or Pulpboard as specified in Section 2 (a) and (d), is used in making Ironbound Fibreboard Boxes, the bands must be not less than No. 26 gauge, and when the end of the box exceeds 10 inches in width an additional cleat or batten not less than 42 by 1 inch must be placed vertically at the center of each end and secured by nails driven through end cleats into the additional cleat or batten. The gross weight of the box and its contents must not exceed 150 pounds. Section 7. All articles, except as provided for by Section 8, liable to. loss from sifting or leakage must be in cans, cartons or other receptacles, so packed in the box as to completely fill it. Section 8. (a). Glassware, other fragile articles or articles in glass or earthenware, packed in Fibreboard, Pulpboard or Double-Faced Corru- gated Strawboard Boxes: (b). When the gross weight of package exceeds 65 pounds, will not be accepted for transportation. (c). Liquids in glass or earthenware containers, exceeding one quart measure, will not be accepted for transportation in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes, except as provided in Sec- tion 8 (d) of this Rule. (d). Liquids in glass or earthenware containers, exceeding one quart measure and not exceeding one gallon capacity, will be accepted in Double- Faced Corrugated Strawboard Boxes, when the quantity does not exceed four gallons and the gross weight of the box and its contents does not exceed 65 pounds, and Each such container must be enclosed in a double-faced corrugated strawboard carton and all sides of box must be lined with one piece of double-faced corrugated strawboard properly scored; such cartons and SOUTHERN CLASSIFICATION 347 liners must be made of corrugated strawboard with outer and inner fac- ings of fibreboard or pulpboard not less than .016 of an inch in thickness, both facings having proper bending qualities, firmly glued to the. corru- gated sheet; inner and outer flaps of cartons and containers must meet or overlap; or yEach such glass or earthenware container must be enclosed in a scored ‘shell of double-faced corrugated strawboard, and all sides of box must be lined with one piece of double-faced corrugated strawboard properly scored; the top and bottom of box must also have a liner of double-faced corru- gated strawboard extending to both sides and ends of the box, placed inside of the tlaps; such shells and liners must be made of corrugated straw- board with outer and inner facings of fibreboard or pulpboard not less than .016 inch in thickness, both facings having proper bending qualities, firmly glued to the corrugated sheet; inner and outer flaps of containers must meet or overlap; or When two complete double-faced corrugated boxes as described in Sec- tion 3 (a) and (e) of this Rule, or double strength corrugated boxes as described in Section 3 (a) and (f) of this Rule are used, the sides, top and bottom of box need not be lined but all inner and outer flaps must meet or overlap. (e). Glassware or other fragile articles, when gross weight of the box and its contents does not exceed 30 pounds, must be enclosed in corrugated strawboard or cork lined paper wrappers or separated by double-faced corrugated strawboard or tight-fitting flexible wooden partitions and so packed in the box as to completely fill it; or When gross weight of the box and its contents is over 30 pounds, but not exceeding 65 pounds, must be enclosed in corrugated strawboard or cork lined paper wrappers or separated by double-faced corrugated strawboard or tight fitting flexible wooden partitions and so packed in the box as to completely fill it, and all sides, top and bottom of box must be lined with 65 double-faced corrugated strawboard unless double corrugated strawboard boxes as described in Section 3 (a) and (e) of this Rule, or double strength boxes as described in Section 3 (a) and (f) of this Rule are used. (f). When articles are in glass or earthenware and the gross weight of the box and contents does not exceed 30 pounds, each bottle, jar or similar receptacle must be enclosed in single-faced corrugated strawboard or cork lined paper wrappers and so packed as to completely fill the box, or separated by tight fitting double-faced corrugated strawboard or flexible wooden partitions touching all sides, top and bottom of the box. All sides, top and bottom of box must be lined with double-faced corrugated strawboard unless double corrugated strawboard boxes as described in Section 3 (a) and (e) of this Rule or double strength boxes as described in Section 3 (a) and (f) of this Rule are used, or when the inner flaps of boxes meet and the outerflaps meet or overlap 2 inches or more, top and bottom need not be lined; or When the gross weight of the box and its contents is over 30 pounds, but not exceeding 65 pounds, each bottle, jar or similar receptacle must be separated by tight fitting double-faced Corrugated Strawboard or flexible wooden partitions touching all sides, top and bottom of the box. All sides, top and bottom of box must be lined with double-faced corrugated straw- board unless double corrugated strawboard boxes as described in Section 3 (a) and (e) of this Rule or double strength boxes as described in Section 3 (a) and (f) of this Rule are used; or Packing Re- quirements, Fragile Arti- cles not ex- ceeding 30 lbs. Packing Re- quirements, Fragile Arti- cles over 30 lbs., but not exceeding lbs. Packing Re- quirements, Articles in Glass or Earthenware not exceed- ing 30 lbs. Packing Re- quirements, Articles in Glass or Earthenware over 30 lbs., but not ex- ceeding 65 lbs. Packing Re- quirements, Articles in Glass or Earthenware Containers, one pint or less capacity, not exceeding 65 lbs. Certificate of Box Maker. For Boxes complying with Section 2 of this Rule. For Boxes complying with Section 3 (a), (b), (ec) and (d) of this Rule. 348 FREIGHT CLASSIFICATION When the gross weight of the box and its contents does not exceed 65 pounds and the glass or earthenware containers are of one pint or less capacity, each such container must be enclosed in a carton or wrapper and then enclosed in a second carton which must be completely filled. Contents of the containers in the second carton must not exceed the equivalent of six pints. Each second carton must be separated by tight fitting double-faced corrugated strawboard or flexible wooden partitions touching all sides, top and bottom of the box; sides, top and bottom of the box must be lined with double-faced corrugated strawboard unless double corrugated strawboard boxes as described in Section 3 (a) and (e) of this Rule or double strength boxes as described in Section 3 (a) and (f{) of this Rule are used; when such second cartons are made of double- faced corrugated strawboard and completely fill the box, partitions will not be required and the sides, top and bottom of the box need not be lined. Section 9. f(a). All Fibreboard, Pulpboard or Double-Faced Corru- gated Strawboard Boxes, with or without wooden frames, or Ironbound, or Wirebound Fibreboard Boxes that are made to conform to the require- ments and specifications of this Rule, must bear certificate of box maker, ‘labeled, printed, or stamped in ink, showing that the boxes do so conform; this certificate to be not less than 2%, by 4 inches, and to be a facsimile of the following in form and style of type and wording: (Name and address of box maker, and figures showing thickness, resist- ance, dimension limit and gross weight limit, to be inserted by box maker.) CERTIFICATE OF BOX MAKER THIS BOX IS MADB OP DOUBLE FACED CORRUGATED STRAWBOARD, THICKNESS OUTER FACE WATERPROOPED......0.00088CHe NoT LESS THAN LINER PACE...ceoves eereeonvegeooece se ENGHe OUTER PAGE. oo ivencoccck as LBS. PER gS eo NCH, RESISTANCE INNER FACE......-; Soelle cL BS. PE 33: NCH. (MULLEN TEST) { ARNE FAC BOARD.......... LBS. PER 8d. inch. DIMENSION LIMIT: LENGTH, WIDTH AND DEPTH. ADDED. @eeeseeeeseaegete INCHBS. GROSS WEIGHT NORIO lc womip was tocleecescas sess oscccceces ce POUNDS, Wesccvercvccceressccarecsevacscaccessesasss eoeeoe CeHoeeserseneaneeeesere x&Ineort box maker’s name and address, CERTIFICATE OF BOX MAKER THIS BOX 1S. MADE OF THREE PLY OR MORB FIBREBOARD OR PULPBOARD, OUTER PLY WATERPRGOOFED, THICKNESS NOT LESS THAN { COMBINED BOARDs.2cccccccuuNGbe RESISTANCE (MULLEN TEST): COMBINED BOARD... .cccccseveqevvececrcsccsebiiae PRR SQ. INCH. DIMENSION LIMIT: LENOTH, WIDTH AND DEPTH ADDED.....acercsevcos INCHES, GROSS WEIGHT LIMIT cee TOROS OCT O OM OWUPET ORO MenEeE POUNDS Feose. APRASSEESE OU MAMOSEETSSOAOEREESH SOHO VHS HOGHCHETHOHE HSER ETEORET ERED mca tI P &Inzert box maker’s name and. address. SOUTHERN CLASSIFICATION CERTIFICATE OF BOX MAKER THIS IS A DOUBLE BOX EACH BOX MADE OP DOUBLE FACED CORRUGATED, STRAWBOARD. = THICKNESS OUTER FACE WATERPROOFED.. eee O16 INCH. NOT LESS THAN \ INNER FACE..... Pies suusstea i bake e. .016 INCH. . OUTER FACE....... seeee85LBS PER SQ. INCH. _ RRULLEN vereesssn- ches oe ANCE OUTER FACE............... LBS. PER $Q. INCH RESIST . (MULLEN Seat) | INNER FACE................. LBS. PER SQ. INCH: COMBINED BOARD..........LBS; PER SQ. INCH. CRoss, } STRIPS NOT LESS THAN......INCH BY...........INCH, CROSS PIECES SPACED NOT MORE THAN..........5+...sINCHES. | GROSS WEIGHT LIMIT........ sais goes face) ooneeseterses POUNDS, Psvhans i paaiec ss y30% eceevsece Pees ta eesewerreeseaeanseesseeeee w Ineert box maker's name and address. CERTIFICATE OF BOX MAKER THIS WOODEN FRAME BOX IS MADE OF THREE PLY OR MORE FIBREBOARD OR PULPBOARD, OUTER PLY WATERPROOFED. THICKNESS NOT LESS THAN { EGHBINED BOARD 020000000 INGE: RESISTANCE (MULLEN TEST): COMBINED BOARD......... seeseceserceeves LBS. PER SQ, INCH. GROSS WEIQGUHT LIMIT...c ccc ccsceccgecsccesecscseceetss POUNDS. ve... Cee rer ere seers emramensese SPV eorervrewmsrvreseseesse Pee eeereserearseseanee %& Lnosert box maker's name and address, CERTIFICATE OF BOX MAKER THIS WOODEN FRAME BOX 1S MADE OF TWO THICKNESSES OF DOUBLE FACED CORRUGATED STRAWBOARD. EACH THICKNESS (PINE EA ner pice sae pig ote ..-016 INCH. NOT LESS THAN (INNER FACE.............+.-- weseess0016 ING angina OF ue FACE... eee Lee PER SQ. INCH. H THICKNESS } INNER FACE............ PER SQ. INCH. (MULLEN TEST) COMBINED BOARD 21178 LBS. PER SQ. IN¢H, GROSS WEIGHT LIMIT........ceccscevcesevevevseeees. 200 POUNDS, Wo THE OVE Tic csc es cee lee cew wes eceeeeeeheedeneenceseeecesstccceneees a + Insert box maker's name and ayldress, . SOUTHERN CLASSIFICATION 351 CERTIFICATE OF BOX MAKER. THIS WIREBOUND FIBREBOARD BOX IS MADE OF THREE PLY OR MORE FIBREBOARD OR PULPBOARD, OUTER PLY WATERPROOFED THICKNESS EACH PLY .... se eeececcasescecceccccccenes INCH NOT LESS THAN ( COMBINED BOARD ..........:...+0000+-INCH RESISTANCE (MULLEN TEST) COMBINED BOARD.......ccceeceseeeeecLBS, PER SQ. ‘INCH END FRAMES: STRIPS NOT LESS THAN.........INCH BY.........INCH BINDING WIRE....... eeecescoce se esccecccvcccccsvccccsces + GAUGE GROSS WEIGHT LIMIT og Sa bieldc so cle clie ce cb ahinwied oecies s scl POUNDS HM cee ccccccesesecce POSS HHH SSS SE SES OHSS EHSEE HSE TOE ERESHSESH ESOS ESOS SES insert box maker’s name and address, Rises en WSO ems CERTIFICATE OF BOX MAKER THIS IRONBOUND FIBREBOARD BOX IS MADE OF THREE PLY OR MORE FIBREBOARD OR PULPBOARD, OUTER PLY WATERPROOFED THICKNESS oA WAP ag gas, oak ib. AE cha Liswit ch INCH NOT LESS THAN COMBINED Ah, otc. see INCH RESISTANCE (MULLEN TEST): : COMBINED BOARD............. aves LBS. PER SQ. INCH END FRAMES:. STRIPS NOT LESS THAN......... TCE BE; on ac INCH IRON BAND....... ee aa edits teins aie GAUGE GROSS WHEGIT LEME oo ocss issic cs vss s wiskivdds Koons POUNDS * Insert box maker’s name and address. ° (b). Boxes must also show description of contents. (c). When shipments are tendered for transportation in Fibreboard, Pulpboard or Double-Faced Corrugated Strawboard Boxes conforming to the requirements and specifications of this Rule, the shipper must certify on shipping orders and bills of lading as follows: “The fibre boxes used for this shipment conform to the specifications set forth in the box maker’s certificate thereon, and all other requirements of Rule 9 of the Southern Classification.” Section 10. (a). Joints or seams of boxes, made of Fibreboard or Pulpboard as specified in Section 2 of this Rule, must be secured as follows: (b). The sides of the box forming the joint or seam must lap not less than 1% inches and be firmly elued together throughout the entire area of contact and when the joint or seam is over 18 inches in length a metal rivet, staple or stitch must also be placed at each end of the joint or seam; or For Wire- bound Fibre- board Boxes complying with Section 6 of this Rule. For Iron- bound Fibre- board Boxes complying with Section 6 of this Rule. Boxes to show description of contents. Reference to Rule on Ship- ping Orders and Bills of Lading. Joint or Seam construction for Fibreboard or Pulpboard Boxes. Lapped Joint or Seam Glued. Lapped Joint or Seam Stitched. Joint or Seam Construction for Straw- board Boxes. Outer Joints, Openings or Seams must be tightly closed. Requirements and specifica- tions for Seal- ing Strips. Glued Flaps or Sealing Strips required. Glued Flaps and Sealing Strips — required. Glued Flaps and Sealing Strips with reinforce- ment, or Seal- ing Strips with reinforcement required. Sealing Strips not required. 392 FREIGHT CLASSIFICATION (c). The sides of the box forming the joint or seam must lap not less than 14% inches and be fastened together with metal rivets, staples or stitches not more than 3 inches apart, but when the length of the joint or seam is more than 18 inches, the metal rivets, staples or stitches must not be more than 2% inches apart. 7Section 11. Joints or seams of boxes, made of Double-Faced Corru- gated Strawboard, as specified in Section 3 of this Rule, must join and be secured together by a cloth or paper sealing strip not less than 2 inches in width and having a resistance of not less than 60 pounds to the square inch, Mullen Test, extending the entire length of the joint or seam and firmly glued to the box, except that on boxes described in Sec- tions 3 (d) and (f) the sealing strip must be of cloth, not less than three inches in width and having a resistance of not less than 80 pounds to the square inch, Mullen Test, extending the entire length of the joint or seam- and firmly glued to the box. Section 12. (a). Boxes, without wooden frames, must have all outer joints, openings or seams that are not secured as provided by Sections 10, 11 and 13 tightly closed as follows; (b). All sealing strips must be made of paper having a resistance of not less than 60 pounds to the square inch, Mullen Test, must be 2 inches or more in width, the ends must lap 214 inches or more over the sides or ends of the box and must be firmly glued to all surfaces with which they come in contact; and (c). When the ends of the inner flaps of boxes are not more than 6 inches apart, and the ends of the outer flaps meet making a close joint or seam, or overlap 2 inches or more, all flaps must be firmly glued to each other throughout the entire area of contact; or all outer joints, openings or seams must be completely covered with sealing strips, except as provided in Section 12 (f); or (d). When the ends of the inner flaps of boxes are not more than 6 inches apart, and the ends of the outer flaps overlap less than 2 inches, all flaps must be firmly glued to each other throughout the entire area of contact and the joint or seam made by the end of the outer flap must be completely covered with a sealing strip, except as provided in Section 12 (f); or (e). When the ends of the inner flaps of boxes are more than 6 inches apart, and the ends of the outer flaps meet making a close joint or seam, or overlap 2 inches or more, all flaps must be firmly glued to each other throughout the entire area of contact and each joint or seam made by the ends of the outer flaps must be completely covered with a sealing strip and then reinforced with a sealing strip placed at right angles across the middle of each joint or seam made by the ends of the outer flaps, except as provided in Section 12 (f); or All outer joints, openings or seams must be sealed with sealing strips and then reinforced with a sealing strip placed at right angles across the middle of each joint or seam made by the ends of the outer flaps, except as provided in Section 12 (f). (f). When two opposite flaps of boxes completely overlap each other and all flaps are firmly glued to each other throughout the entire area of contact sealing strips will not be required; or SOUTHERN CLASSIFICATION 303 When the outer flaps of boxes meet but do not completely overlap and a liner of double-faced corrugated strawboard extending to both sides and ends of the box is placed inside the flaps, and the liner and all flaps are glued to each other throughout the entire area of contact, sealing strips will not be required; or When boxes are constructed with four flaps on each end and the flaps are secured by a screw and cap, the neck projecting from the inside through each flap and the cap punctured through neck so that it cannot be unscrewed, sealing strips will not be required; or When the ends of boxes are recessed, and a wooden frame made of strips not less than 4% by 1 inch is set inside the recess, and the tops, bottoms and sides are encircled by metal bands fastened with nails not more than 2 inches apart driven through strap and board into the frame, sealing strip will not be required; ow When boxes are constructed with four flaps at each end, and all flaps on the bottom of the box are fastened to each other, at or along all joints, with metal rivets, staples or stitches not more than 2 inches apart, making close joints or seams and each inner flap on the top of the box is fastened across the end to one outer flap and the outer flaps overlap each other and are fastened together by metal rivets, staples or stitches not more than 2 inches apart, sealing strips will not be required; or When boxes are reinforced inside with metal strips of a gauge not lighter than No. 30, U. S. Standard having the longitudinal edge doubled over at an angle and fastened to the sides not more than 2 inches from the open ends with metal rivets, staples or stitches not more than 2% inches apart, and with ends reinforced with metal strips of a gauge not lighter than No. 30, U. S. Standard having longitudinal edge doubled over at an angle and fastened to the ends with metal rivets, staples or stitches not more than 2% inches apart, the ends to be inserted into the open ends of the box not more than one inch, the metal angles on the ends and sides engaging and forming a secure lock on the inside, sealing strips will not be required; or When body of box is made of one piece with joint overlapping not less than 114 inches and fastened with metal rivets, staples or stitches not more than 2 inches apart, and recessed ends are fastened to body of box with metal rivets, staples or stitches not more than 2 inches apart, sealing strips will not be required; or On Ironbound or Wirebound Fibreboard Boxes, sealing strips will not be required. (g). The flaps must not project over the sides of box. * Section 138. (a). Telescope boxes must be securely tied with heavy cord or tape completely encircling the box at least once around the ends and once around the sides, securely knotted at each crossing; the cover must extend entirely to the bottom of the box and the top must remain perfectly flat; the cover must be sealed to the bottom of the box at oppo- site sideg with not less than two paper seals; seals to bear identification marks, to be not less than 2 by 6 inches in size and to have a resistance of not less than 60 pounds to the square inch, Mullen Test. (b). Two-Piece Boxes other than Telescope Boxes must be securely tied with heavy cord or tape completely encircling the box at least once around the ends and once around the sides, securely knotted at each crossing; the cover must be sealed to the sides of the box at opposite sides with not less than two paper seals; seals to bear identification marks, to be not less Flaps must not Project Over Sides. Sealing and Tying Teles- cope Fibre- board, Pulp- board or Strawboard Boxes. Sealing and Tying Two- Piece Fibre- board, Pulp- board or Strawboard Boxes, Strapping Two-Piece Fibreboard or Pulpboard Boxes. Sealing and Tying Three- Piece Fibre- board, Pulp- board pr Strawboard Boxes. Gluing Triple- Slide Fibre- board, Pulp- board or Strawboard Boxes. Fibreboard or Pulpboard Pails or Drums. Wooden Drum Rating. Wooden Pail Rating. Measurements of Drum or Pail. 304 FREIGHT CLASSIFICATION than 4 by 8 inches in size, and to have a resistance of not less than 60 pounds to the square inch, Mullen Test, or the tying will not be required if the cover extends not less than 3 inches over the sides and ends of the box, is firmly glued to the sides and ends of the box throughout the entire area of contact and a paper sealing strip not less than 4 inches in width and having a resistance of not less than 60 pounds to the square inch, Mul- len Test, completely covers and is firmly glued over all outer joints, open- ings or seams; or +When Two-Piece Boxes made of fibreboard or pulpboard are reinforced with a strip of fibreboard, not less than .060 of an inch in thickness, not less than 214 inches wide encircling box at the top and fastened with metal rivets, staples or stitches not more than 3 inches apart, the side and end flaps of the cover being not less than 2% inches in width and inserted between the box and reinforcing strip, box must be secured with two or more metal straps, not less than No. 29 gauge and not less than 34 inch in width, encircling the box at least once around the end and once around the side, and drawn taut to prevent slipping; the overlapping ends of each strap must be fastened with a metal, other than lead, seal, rivet or sleeve, of such character as to prevent the opening of the container without mutilating the strap, the seal or the container; the straps must also be crimped at crossing or intersection where metal sleeve is used. On boxes exceeding 24 inches in length, metal straps must not be more than 12 inches apart. (ec). Three-Piece Boxes must be securely tied with heavy cord or tape, completely encircling the box at least once around the ends and once around the sides, securely knotted at each crossing; each cover must be sealed to the sides of the box at opposite sides with not less than two paper seals; seals to bear identification marks, to be not less than 4 by 8 inches in size and to have a resistance of not less than 60 pounds to the square inch, Mullen Test; or the tying will not be required if each cover extends not less than 3 inches over the sides and ends of the box, is firmly glued to the sides and ends of the box throughout the entire area of con- tact and a paper sealing strip not less than 4 inches in width and having a resistance of not less than 60 pounds to the square inch, Mullen Test, completely covers and is firmly glued over all outer joints, openings or seams. (d). Triple-Slide Boxes must have the top and bottom of the inner- most slide or both sides of the middle slide firmly glued to the outer tube of the box throughout the entire area of contact. ‘ Section.14. (a). Subject to the provisions of Rule 8, Section 2, and unless otherwise provided in separate description of articles, when the following requirements and specifications are fully complied with,’ articles, except as provided in Section 14 (e): (b). When shipped in Fibreboard or Pulpboard Drums without band iron or steel end hoops and wooden heads, will be rated the same as if shipped in Wooden Drums; or (ec). When shipped in Fibreboard or Pulpboard Pails, will be rated the same as if shipped in Wooden Pails. (d). The cylindrical container having either diameter or height of more than 15 inches outside measurement, will be considered a Drum. a SOUTHERN CLASSIFICATION 355 The cylindrical container having both diameter and height of 15 inches or less each, outside measurement, will be considered a Pail. (e). Glassware, other fragile articles, articles in glass or earthenware, liquids and articles that are not dry, will not be accepted for transporta- tion in Fibreboard or Pulpboard Drums or Pails. (f). Subject to the provisions of Rule 8, Section 2, and unless other- wise provided in separate description of articles, when the requirements and specifications of Rule 9 are not fully complied with, the freight rates on articles in Fibreboard or Pulpboard Drums or Pails shall be increased 20%, with a minimum increase of 2 cents per 100 pounds above the rates applicable on such articles in Drums or Pails that do comply with the requirements and specifications of Rule 9. Section 15. (a). Fibreboard or Pulpboard used in making Fibreboard or Pulpboard Drums or Pails may be single ply with the outer surface waterproofed or if more than single ply must have all plies firmly glued together, the outer ply waterproofed and no single ply less than .016 of an inch in thickness; and (b). When the single ply or combined board in the body, bottom and top is not less than .100 of an inch in thickness, having a resistance of not less than 300 pounds to the square inch, Mullen Test, and in the rims is not less than .080 of an inch in thickness, having a resistance of not less than 175 pounds to the square inch, Mullen Test, [except as provided in Section 15 (d)] the gross weight of the Drum or Pail and its contents shall not exceed 55 pounds; or (c). When the single ply or combined ply in the body, bottom and top is not less than .110 of an inch in thickness, having a resistance of not less than 375 pounds to the square inch, Mullen Test, and in the rims not less than .100 of an inch in thickness, having a resistance of not less than 250 pounds to the square inch, Mullen Test, the gross weight of the Drum or Pail and its contents shall not exceed 90 pounds; or (d). When the single ply or combined board, in the body and rims is not less than .080 of an inch in thickness, having a resistance of not less than 175 pounds to the square inch, Mullen Test, and in the bottom and top is not less than .100 of an inch in thickness, having a resistance of not less than 300 pounds to the square inch, Mullen Test, and the rims of the bottom and top meet, completely covering the body, the gross weight of the Drum or Pail and its contents shall not exceed 55 pounds. Section 16. Articles liable to loss from sifting or leakage must be in bags, cans or cartons or the Drum or Pail must be lined with tough paper or cloth; articles must be so packed in the Drum or Pail as to completely fill it. Section 17. (a). All Fibreboard or Pulpboard Drums or Pails that are made to conform to the requirements and specifications of this Rule, must bear certificate of Drum or Pail Maker, labeled, printed or stamped in ink, showing that the Drums or Pails do so conform; this certificate to be not less than 244 by 4 inches, and to be a facsimile of the following in form and style of type and wording: Exception to Glassware, etc, Shipments in Drums or Pails not meeting re- quirements. Specifications for Fibreboard or Pulpboard Drums or Pails. Weight Limit 55 lbs. Weight Limit 90 lbs, Weight Limit 55 lbs. when rims of top and bottom meet. Packing re- quirements against sifting or leakage. Certificates of Drum or Pail Maker. Certificate for Drums or Pails comply- ing with Sec- tion 15. Drums or Pails to show description of contents. Reference to Rule on Ship- ping Orders and Bills of Lading. Construction of Fibreboard or Pulpboard Drums or Pails. Fastening of Tops. Paper Seals. 356 FREIGHT CLASSIFICATION CERTIFICATE OF DRUM OR PAIL MAKER TH 7 ans DESUARD Ure BUC ORGAN ; Giren eiehins | Shia } F UTE eree PLY WATERPROOFED Sa oe TOP AND BOTTOM............. Tee THICKNESS BO ass. _ NES 3 ROT AROS FAN BIG eho i vedinseatn cone ceca INCH, AEE cass oat INCH. ne ULLEN TEST) TOP AND BOTTOM 7 SINGLE PLY OR, BoDy Porn S 2 peraks "PER 36. INCH i . Coe a x ‘ aoe: ER SQ. INCH DIMENSIONS: HEIGHT....,INCHES. DIAMETER......INCHES. GROSS WEIGHT LIMIT ..........ccccccccccece Denies es POUNDS. MGR sass ook oh eds se bs eee td et cna ee ce ® Insert Drum or Pail, ae the case may be. X Insert the number of plies. tw Ynsert the drum or pai} maker's name and address, (b). Drums or Pails must also show description of contents. (c). When shipments are tendered for transportation in Fibreboard or Pulpboard Drums or Pails conforming to the requirements and specifica- tions of this Rule, the shipper must certify on shipping orders and bills of lading as follows: “The fibre drums or pails used for this shipment conform to the specifi- cations set forth in the drum or pail maker’s certificate thereon, and all other requirements of Rule 9 of the Southern Classification.” Section 18. Fibreboard or Pulpboard forming the bodies of Drums or Pails must lap at the joint or seam not less than two inches, and be firmly glued together throughout the entire area of contact, and the joint or seam must be reinforced between the rims by metal rivets, staples or stitches, at intervals of not more than 6 inches; the bottoms and tops of Drums or Pails must be made with rims 2 inches or over in depth, and overlap bodies the entire depth of rim; bottoms must be firmly glued to the bodies throughout the entire area of contact and reinforced by not less than 3 metal rivets, staples or stitches, firmly clinched on the inside; or The plies of Fibreboard or Pulpboard forming the bodies of Drums or Pails must be glued together and each ply must overlap the other so as to distribute the seams. Tops and bottoms must be encircled with a metal rim extending not less than %¢ inch on bodies, tops and bottoms. Tops must be firmly glued to the bodies throughout the entire area of contact; or Tops and bodies must be fitted with metal lugs each secured by not less than 2 tubular rivets anchored to the inside of Drums or Pails with metal strips, and fastened on opposite sides by wires running through each metal lug and tightly twisted; or Tops must be fastened by wires crossing at right angles, ends of wires to be passed under a wire or metal hoop encircling the bodies of Drums or Pails and securely fastened; and All tops must also be sealed to bodies of Drums or Pails at opposite sides with not less than 2 paper seals, seals to bear identification mark, to be not less than 2 by 6 inches in size and to have a resistance of not SOUTHERN CLASSIFICATION 307 less than 60 pounds to the square inch, Mullen Test. Seals must extend not less than 2 inches above and below the rims and must be firmly glued throughout the entire area of contact. +Section 19. (a). Unless otherwise provided, ratings on articles in Wooden Barrels will apply on the same articles in Fibreboard or Pulp- board Barrels or Drums, fitted with band iron or steel end hoops, and with wooden heads, provided the following requirements and specifications are fully complied with: (b). The body of the Barrel or Drum must not exceed 20 inches in diameter nor 30 inches in height, and the Fibreboard or Pulpboard must be of eight or more plies firmly glued together, the outer surface water- proofed, and the body must meet the requirements of Section 19 (f) ; (ec). Iron or steel hoops must be used to protect the ends of the Barrel or Drum Body and nailed to hold the heads securely in place, as required in Section 19 (d) and (f); (d). The heads must be not less than 7% inch in thickness made of one piece of wood or of two or more pieces of wood closely fitted, or of three or more plies of veneer firmly glued together cross grain. The head must be fitted into a grooved metal hoop and fastened to the body: with nails of proper number and weight [see Section 19 (f)]; nails to be driven through the body and hoop into the head. (e). Liquids and articles that are not dry will not be accepted for transportation in these containers. (f . Requirements as to thickness of board, Mullen Test, maximum weight and nails: : ~ Minimum Mullen Maximum weight of Nails reauired Thickness Test package and " a _ of body Minimum contents in Nae teem 018 of:,an inch 480 ibs. 90 Ibs. or less 4 three-penny or heavier 019 ” “y 600 “ 100 “ andoyer 90 Ibs. Bee eee ee .020 Coy 530 « 125 he “ “ 100 “ 6 “4 a “ae “ 022 “« : 565 “ Bo “ “ “ 125 « 6 “ ts “ “ mS a a Yer Bs St wile of ar “ oO “ a. “ ss “ as “ : é &. “, “ #028 “ 710 “ 300 “ “ “ 275 “ 8 “ “ “ wu .: ee ee ee ee 2S (g). Subject to the provisions of Rule 8, Section 2, and unless other- wise provided in separate description of articles, when the requirements and specifications of Rule 9 are not fully complied with, the freight rates on articles in Fibreboard or Pulpboard Barrels or Drums, with band iron or steel end hoops and wooden heads, shall be increased 20% with a mini- mum increase of 2 cents per one hundred pounds, above the rate applicable on such articles in containers that do comply with the requirements and specifications of Rule 9. (h). All Fibreboard or Pulpboard Barrels or Drums fitted with band iron or steel end hoops, and with wooden heads, that are made to conform to the requirements and specifications of this Rule, must bear certificate Fibreboard or Pulpboard Barrels or Drums with band iron or steel end hoops and wooden heads. For Fibre- board or Pulp- board Barrels or Drums with band iron or steel end hoops and wooden heads. Barrels or Drums to show descrip- tion of con- tents. Reference to Rule on Ship- ping Orders and Bills of Lading. Method of Testing. Definition of “‘nested.” 308 FREIGHT CLASSIFICATION of barrel or drum maker, labeled, printed or stamped in ink, showing that the barrels or drums conform to the requirements and specifications of this Rule; this certificate to be not less than 214 by 4 inches and to be a facsimile of the following in form, size and style of type and wording: ie DRUM CERTIFICATE OF BARREL OR MAKER. THIS FIBREBOARD OR PULPBOARD BARREL (OR DRUM) IS. MAD F ().........PLIES AND FITTED WITH BAND IRON OR STEEL END HOOPS AND WOODEN HEADS BODY THICKNESS NOT LESS THAN........... jish woe EO RESISTANCE OF BOD (MULLEN TEST) "lot LESS THAN....LBS. PER,SQ. IN. DIMENSIONS: HEIGHT..... INCHES. DIAMETER.....INCHES GROSS WEIGH LIMIT Soeererseeeresseesecsesseesece ee ve oy -POUNDS SSSHSECHSSEHHSEHSHEHSHHEHHSHSEAHSEHSESEHEHSHEHHEAESEEEEEEE e@eeeees eeeseeeeeeeseseeeoes@ Olnsert number of plies. ~*Insert ba A (z). Barrels or Drums must also show description of contents. (j). When shipments are tendered for transportation in Fibreboard or Pulpboard Barrels or Drums conforming to the requirements and specifi- cations of this Rule, the shipper must certify on Shipping Orders and Bills of Lading as follows: “The fibreboard barrels (or drums) used for this shipment conform to the specifications set forth in the barrel (or drum) maker’s certificate thereon, and all other requirements of Rule 9 of the Southern Classification.” *Section 20. The resistance shall be determined as follows: All tests shall be made from both the outside and the inside and tester shall be turned at a steady speed of about one complete turn per second. In test- ing double-faced corrugated strawboard, the test should be made with the plate above the diaphragm firmly screwed down on the board so as to prevent its slipping. RULE 10 - Section 1. The term “nested,” used in package specifications in this Classification means that three or more different sizes of the article, for which the “nested” specification is provided, must be enclosed each smaller within each next larger; or that three or more of the articles, for which the “nested” specification is provided, must be placed one within the other so that each upper article will not project above the next lower article more than one-third (14) of its height. Section 2. The provisions shown in Section 1 of this Rule prohibit the application of “nested” ratings when articles of different name or material, whether grouped in one description or shown separately, are nested or enclosed one within the other.” (See Rule 10 of Western Classification and Rule 33 of Offi- cial Classification. ) SOUTHERN CLASSIFICATION 359 RULE 11 Section 1. The term “in the rough” applies to such articles when sawed, hewn, planed or bent, and before any further manufacturing process has begun. Section 2. The term “in the white” applies after the manufacturing process has begun (and may include one coat of priming) but when the article has not been painted or varnished. Section 3. The term “finished” applies to the article after it has passed the stage of manufacture covered by Sections (1) and (2) of this Rule. (See Rule 21 of Official Classification and Rule 40 of West- ern Classification. ) Section 4. The term “packed,” when no container is specified, means that the article must be enclosed in a wooden box (see Rule 9), or a wooden or metal barrel, crate or similar container (also see Rule 9). The term “packed in” means that the article in connection with which this term is specified must be protected within the container named by or with partitions, wrappers, excelsior, straw or other packing material, that will afford adequate protection against breakage. Artices packed in fibreboard, pulpboard or strawboard containers are subject to the provisions of Rule 9. Section 5. “in earthenware” on such articles Specifications for articles will also apply “in stoneware.” Section 6. Ratings provided for articles, K. D., will not apply on such Articles ‘‘In the Rough.’’ Articles “In the White.”’ Articles “Finished.”’ Definition of the term “Packed.” Definition of the term “Packed nye? Articles in ‘Stoneware.”’ Definition of the term aD? articles taken apart when the space occupied has not been materially «K reduced thereby. RULE 12 Section 1. When neither “L. C. L.” nor “C. L.” is specified in the de- scription of articles, the rating provided shall apply on any quantity. (Subject to Rule 16.) Section 2. When carload and less than carload ratings are provided for the same article, the term “less than carload” covers shipments in quanti- ties less than the minimum weight provided for carloads. (Subject to Rule 18.) Section 3.